Sandtown LCI Supplemental Transportation

Prepared for: Fulton County Department of Environment and Community Development

Prepared By: WILBUR SMITH ASSOCIATES

May 2004

Job Number: 397370

Sandtown LCI Supplemental Traffic Study

Prepared for:

Fulton County Department of Environment and Community Development 141 Pryor Street, SW Suite 5001 Atlanta, GA 30303

Prepared by:

Wilbur Smith Associates 2920 Brandywine Road, Suite 220 Atlanta, GA 30341 (770) 936-8650

May 2004

WSA Project Number 397370

Sandtown LCI Supplemental Traffic Study

Table of Contents

Executive Summary...... 1 Introduction ...... 3 Study Area ...... 3 Land Use...... 3 Traffic Safety and Traffic Flow...... 6 Parking and Safety...... 8 Proposed Campbellton Road (SR 166) Design ...... 8 Design Alternatives ...... 8 Original Sizemore Alternative ...... 10 Bicycle and Pedestrian Safety...... 19 Technical Design Criteria ...... 20 Public Involvement...... 22 Operational Analysis...... 23 3-legged Roundabout Analysis...... 24 4-legged Roundabout Analysis...... 24 Right-of-Way Costs...... 25 Recommendation ...... 26

Appendix A: Public Involvement Documentation Appendix B: Roundabout Location Studies Appendix C: Intersection Traffic Estimates Appendix D: SIDRA Analysis Output Appendix E: Excerpts from Roundabouts: An Informational Guide, FHWA, June 2000 Appendix F: Excerpts from The Modern Roundabout, Georgia DOT (draft) May 2000

List of Figures

Figure 1: Study Area & Land Uses ...... 5 Figure 2: Original Sizemore Roundabout ...... 10 Figure 3: Comparison of Alternatives 5, 6, and 7 ...... 12 Figure 4: Alternative 1: Original County Concept ...... 13 Figure 5: Alternative 2: Urban Single Lane Roundabout ...... 14 Figure 6: Alternative 3: Rural Single Lane Roundabout ...... 15 Figure 7: Alternative 4: Split Pair Alternative...... 16 Figure 8: Alternative 5: Original Sizemore Alternative...... 17 Figure 9: Alternative 6: Modified Sizemore Alternative ...... 18 Figure 10: Recommended Roundabout ...... 27

WSA #397370 Page ii

Sandtown LCI Supplemental Traffic Study

List of Pictures

Picture 1: Intersection of New Hope Road and Boat Rock Road...... 6 Picture 2: Looking east on Campbellton Road (SR 166) ...... 7 Picture 3: Intersection of Campbellton Road and Boat Rock...... 7 Picture 4: Example of crosswalks at a roundabout under construction...... 19 Picture 5: Truck apron around a central island in Hilton Head, SC...... 21

List of Tables

Table 1: First Public Meeting - Preferred Concept ...... 22 Table 2: Second Public Meeting - Preferred Concept ...... 22 Table 3: LOS Criteria...... 23 Table 4: 3-Legged Roundabout with ARC 2030 Traffic Estimates...... 24 Table 5: 3-Legged Roundabout with GDOT 2023 Traffic Estimates...... 24 Table 6: 4-Legged Roundabout with ARC 2030 Traffic Estimates...... 24 Table 7: 4-Legged Roundabout with GDOT 2023 Traffic Estimates...... 25 Table 8: Right of Way Cost Estimates ...... 25

WSA #397370 Page iii

Sandtown LCI Supplemental Traffic Study

Executive Summary

This study was commissioned to examine the intersection of Campbellton Road (SR 166), Boat Rock Road, and New Hope Road in south Fulton County, Georgia. The local, unincorporated community is named Sandtown, and is generally located west of Interstate 285 and south of Interstate 20 West. The study intersection was envisioned to serve as a central focal point for welcoming people into the Sandtown community. Intersection redesign improvements recommended in this report are made in a context sensitive manner that continues or improves safe and efficient traffic operations.

An original LCI study prepared for Fulton County recommended significant changes to the roadway network in Sandtown. Georgia Department of Transportation (GDOT) officials expressed concerns about many of these changes. Wilbur Smith Associates (WSA) was selected by Fulton County Department of Environment and Community Development to develop new alternatives, analyze the future operations of these alternatives, and coordinate with GDOT to ensure that the proposed changes would be acceptable to the public, Fulton County, and GDOT.

After two detailed public meetings, Sandtown residents supported one roundabout alternative – Alternative 6, Modified Sizemore Alternative – a four-legged rural single lane roundabout. There are several other functioning roundabouts in Georgia, such as the roundabout at SR 1/SR 113 in Carroll County, as well as scores of operating roundabouts in the US. In addition, there are several other roundabouts being proposed in the greater Atlanta metropolitan area on state routes. Currently, a roundabout has been proposed at the intersection of SR 70/SR 92 in south Fulton County very near this study location. Other roundabouts have been proposed throughout the state, on and off GDOT roadways. Many are proposed within the metro Atlanta area. Some of these proposed roundabouts are listed in an Appendix.

WSA conducted detailed capacity and operational analysis for both 4-legged and 3- legged roundabouts using future traffic data from the Atlanta Regional Commission (ARC) 2030 travel demand model, and using 2023 traffic data provided by GDOT. The SIDRA 2.0 analysis showed that either roundabout would function well under either set of future traffic volumes. Estimated Level of Service (LOS) for the PM peak hour was LOS A when using ARC Year 2030 traffic volumes, and LOS B using GDOT Year 2023 traffic volumes.

WSA #397370 Page 1

Sandtown LCI Supplemental Traffic Study

Wilbur Smith Associates modified this alternative slightly, eliminating one leg of the roundabout to address geometric and operational design standards. We recommend that a 3-legged version of Alternative 6, our Alternative 7, be considered for detailed design and future construction. Our recommendation is based on the majority opinion expressed during our public involvement plan. We are confident that a 3-legged roundabout can be designed and built within all applicable design criteria, and that it should be considered the Context-Sensitive solution to this study. We are also confident that the addition of sidewalks in this area will greatly enhance the safe passage of neighborhood children walking to either of the two nearby schools.

WSA #397370 Page 2

Sandtown LCI Supplemental Traffic Study

Introduction

A recently completed Livable Communities Initiative (LCI) study for the Sandtown community identified many needs to enhance mixed-use developments and ensure efficient use of the area’s transportation infrastructure. The Sandtown LCI study built on several other studies completed for the area, including the Blueprint Sandtown and Campbellton Road Corridor study.

The LCI study and Blueprint Sandtown contained key goals, planning assumptions, and overall requirements to better plan for growth and proposed real estate development in the Sandtown community. One of the key nodes identified through the LCI process is the intersection of Campbellton Road (SR 166), Boat Rock Road, and New Hope Road. This intersection was envisioned to serve as a central focal point for welcoming people into the Sandtown community.

Wilbur Smith Associates was selected by the Fulton County Department of Environment and Community Development to provide capacity and operational analysis for the roundabout proposed at this key intersection. This supplemental traffic analysis is a clarification of Blueprint Sandtown, which proposed a few roundabouts to be located along Campbellton Road. This report will provide coordination with GDOT and Fulton County Public Works to ensure that the recommended intersection improvements met design criteria and were acceptable to engineering officials.

Study Area The study area originally consisted of approximately 2.3 miles of Campbellton Road, beginning at the Campbellton Road intersection with Enon Road to the east, and ending at the Camp Creek Parkway intersection to the west. After some initial evaluation, the study area was focused on the intersection of Campbellton Road, Boat Rock Road, and New Hope Road.

Land Use The existing land use plan around the study area reflects the residential nature of the community. There is a predominance of 1-2 units/acre residential zoning. There is a large industrial land use adjacent to the study area on the west, leading north to Fulton Industrial Boulevard, an Industrial Business District.

WSA #397370 Page 3

Sandtown LCI Supplemental Traffic Study

The land use along Campbellton Road is mostly residential. There are two schools located along Campbellton Road, one of which is a new middle school slated to open in the fall of 2004. Sandtown Park is located directly behind the school. In addition, the land area around the proposed roundabout at Boat Rock Road is designated for retail and service uses. Existing land uses are shown in Figure 1.

WSA #397370 Page 4

Sandtown LCI Supplemental Traffic Study

Figure 1: N Study Area & Land Uses

WSA #397370 Page 5

Sandtown LCI Supplemental Traffic Study

Traffic Safety and Traffic Flow Campbellton Road is a state highway and a designated truck route. For freight trucks heading in the eastbound direction towards the City of Atlanta, it is the most direct route to I-75 and I-85. It also provides a direct connection with Langford Parkway, a limited-access, major east-west route through southwest Atlanta. Since Campbellton Road is such a vital east-west arterial roadway, any future plans require a balance among the demands of truck traffic, passenger vehicles, pedestrian traffic, and community concerns.

The study area is very close to I-20 and I-285. Camp Creek Parkway and Fulton Industrial Boulevard serve as the principal arterials that pass through and adjacent to the study area. The existing network of roadways in the area includes state and local roads. The primary transportation access is provided by two lane roadways.

Picture 1: Intersection of New Hope Road and Boat Rock Road. Campbellton Road can be seen in the background.

Generally, the traffic flow through the Campbellton Road corridor in Sandtown operates at acceptable levels. The posted speed limit is 45 mph. During the AM peak hour (7 am to 8 am), congestion is experienced by motorists turning right onto Campbellton Road from Boat Rock Road. Most of this traffic actually originates from New Hope Road. The distance on Boat Rock Road between the Campbellton Road intersection and New Hope Road intersection is very short (only 300 feet), providing very little space for vehicles to wait on Boat Rock Road for an opportunity to turn left or

WSA #397370 Page 6

Sandtown LCI Supplemental Traffic Study

right onto Campbellton Road. Often, queuing (backups) from the Campbellton Road intersection blocks the New Hope Road intersection and prevents vehicles from turning in or out of New Hope Road.

Picture 2: Looking east on Campbellton Road (SR 166) at intersection with Boat Rock Road.

Picture 3: Intersection of Campbellton Road and Boat Rock Road. White vehicle is turning onto New Hope Road.

WSA #397370 Page 7

Sandtown LCI Supplemental Traffic Study

A similar problem occurs during the PM peak hour (5 pm to 6 pm), as southbound left turning vehicles on Boat Rock Road can block vehicular access to New Hope Road. There is also a significant increase in eastbound left turn volume on Campbellton Road when school adjourns in mid-afternoon. While this queuing does not affect New Hope Road, it does create delays for through traffic on Campbellton Road.

There are no sidewalks along Campbellton Road, Boat Rock Road, or New Hope Road. As such, there is little, if any pedestrian traffic at these intersections.

Parking and Safety The stretch of Campbellton Road addressed in this supplemental study does not contain any side street parking. Since there are no sidewalks, pedestrian traffic is not advisable at the present time. However, Fulton County is currently working with residents to build sidewalks along the major arterials in Sandtown and has announced a Request for Proposals (RFP T 162, Project Number STP–0006–00(275) ) to assist with the construction. This will enable the residents to attain one of the key goals set forth in the Blueprint Sandtown and Sandtown LCI studies, “to encourage pedestrian activities through sidewalks and multi-use paths.”

Proposed Campbellton Road (SR 166) Design

WSA was selected for this study to provide a detailed capacity and operational analysis for the roundabout that was proposed at the intersection of Campbellton and Boat Rock Road. At the same time, new intersection alternatives were to be developed that preserved the original LCI concepts. All the alternatives were presented to the public during two public meetings held in Sandtown during the first quarter of 2004.

Design Alternatives

A total of seven alternatives were developed. Four alternatives were presented at the first public meeting held in February 2004. Two additional alternatives were presented at the second public meeting held in March 2004. The pros and cons of each alternative were reviewed with the citizens of Sandtown, especially as it pertains to the community’s desires for traffic calming, pedestrian and bicycle safety, and establishing a community landmark – a sense of place.

WSA #397370 Page 8

Sandtown LCI Supplemental Traffic Study

The alternatives were: Alternative 1: The Original County Concept – A typical intersection with left turn bays on Campbellton and Boat Rock Road. It also included a realignment of Hope Road. Alternative 2: Urban Single Lane Roundabout – An urban one lane roundabout at the current intersection of Campbellton and Boat Rock Road. Alternative 3: Rural Single Lane Roundabout – A rural one lane roundabout at the current intersection of Campbellton and Boat Rock Road. Alternative 4: Split Pair Alternative – A typical intersection with left turn bays on Campbellton and Boat Rock Road, with a wide raised median to facilitate plantings and community welcome signs. Alternative 5: Original Sizemore Blueprint Sandtown LCI Roundabout – A roundabout located north of the current intersection, approximately half way between the current intersection and the Regency Hills residential community entrance. Campbellton Road would be realigned at a 90 degree angle under this alternative. Alternative 6: Modified Sizemore Alternative – A roundabout located between the current intersection and the roundabout location in Alternative 5. Alternative 6 provides longer spacing between the proposed roundabout and the entrance to Regency Hill residential community.

Each alternative has been designed with context sensitive criteria as well as Federal and State roundabout design standards. Travel lanes are typically 12 feet wide, circulating lane width is typically 18 feet, and 5-foot-wide sidewalks are shown on all the alternatives. Sidewalks are provided along each approach road to increase pedestrian mobility within the community, and to provide opportunities for school children to walk safely along this section of Campbellton Road. (An elementary school and a middle school are both located just west of this intersection.) These roundabout sidewalks should be connected to the sidewalks proposed along Campbellton Road in the study area.

WSA #397370 Page 9

Sandtown LCI Supplemental Traffic Study

Original Sizemore Alternative

The original roundabout design is presented in Figure 2 in two parts. On the left is the rendering from the original Sizemore LCI study, while the right side shows Alternative 5: how the Sizemore roundabout would look when designed to meet GDOT and FHWA design standards.

Entrance to Regency Hills Alternative 5

Figure 2: Original Sizemore roundabout from Sandtown LCI.

Upon further analysis, WSA determined that the actual design as proposed under Alternative 5 (Original Sizemore Alternative) would not be feasible. Some of the issues were: • The roundabout is very close to the residential subdivision entry on Boat Rock Road (Regency Hills) and might create traffic congestion for residents entering or exiting the Regency Hills subdivision. • The design would affect driveway access points on two parcels of land on Boat Rock Road.

In light of this, WSA developed a similar alternative as Alternative 6, which moved the actual roundabout location closer to the existing Campbellton Road alignment.

WSA #397370 Page 10

Sandtown LCI Supplemental Traffic Study

Sandtown citizens were first presented with Alternative 6 at the second public meeting in March, 2004.

During the meeting with GDOT planning and design officials on April 12, 2004, concerns were raised about whether vehicles could make the westbound Campbellton Road right turn onto New Hope Road (as shown in Alternative 6).

Based on the discussions which took place at this meeting, WSA eliminated the New Hope Road approach from directly entering the roundabout. Instead, New Hope Road is realigned similarly to each of the first four Alterrnatives, where it is realigned to intersect with Boat Rock Road. The modified design for Alternative 6, named Alternative 7, is presented in Figure 3 to compare with Alternative 5, the Original Sizemore Alternative. The only difference between Alternative 6 and Alternative 7 is the realignment of New Hope Road. A remnant of New Hope Road provides access to local properties.

Alternative 7 has been carefully designed to ensure that useful parcels remain after right-of-way is acquired. Although the concept of a 3-legged roundabout was discussed at the second public meeting, Alternative 7 has not formally been presented to the public, since it represents modifications developed after our most recent discussions with GDOT planners and designers.

Alternatives 5, 6, and 7 are very similar, and are shown in Figure 3 for comparison purposes. Full-size illustrations of Alternatives 1 through 6 are on the following pages. A full-size illustration of Alternative 7 can be found in the Recommendation section of this report.

WSA #397370 Page 11

Sandtown LCI Supplemental Traffic Study

Entrance to Alternative 5 Regency Hills

Entrance to Alternative 6 Regency Hills

Entrance to Alternative 7 Regency Hills

Figure 3: Comparison of Alternatives 5, 6 and 7.

WSA #397370 Page 12

Sandtown LCI Supplemental Traffic Study

Alternative 1 goes here

WSA #397370 Page 13

Sandtown LCI Supplemental Traffic Study

Alternative 2 goes here

WSA #397370 Page 14

Sandtown LCI Supplemental Traffic Study

Alternative 3 goes here

WSA #397370 Page 15

Sandtown LCI Supplemental Traffic Study

Alternative 4 goes here

WSA #397370 Page 16

Sandtown LCI Supplemental Traffic Study

Alternative 5 goes here

WSA #397370 Page 17

Sandtown LCI Supplemental Traffic Study

Alternative 6 goes here

WSA #397370 Page 18

Sandtown LCI Supplemental Traffic Study

Bicycle and Pedestrian Safety Bicycle and pedestrian safety is a key goal of all Livable Communities Initiatives (LCI’s). For Sandtown residents, it is a very high priority. As mentioned earlier, Fulton County is already in the process of providing sidewalks along area arterials. Sandtown Park, located along Campbellton Road, is a popular and frequent destination for town residents. With the addition of sidewalks, bicycle and pedestrian safety will be increased and vehicular travel to the park can be reduced. Nearby churches, convenience stores, and other destinations will also benefit from these new sidewalks.

The safety of school children at this proposed roundabout is extremely important. Children walking from the Regency Hills neighborhood to the elementary or middle school will be encouraged to stay on the north side of Campbellton Road. They should be instructed to cross over Campbellton Road when they reach the school, where a crossing guard will assist them. Children coming from New Hope Road will be able to cross Boat Rock Road at the roundabout cross-walk since there is significantly less traffic on that roadway than on Campbellton Road.

The Manual on Uniform Traffic Code Devices (MUTCD) specifies that pedestrians and bicyclists are not permitted in a roundabout circle. Both should cross roundabout approach roads at designated pedestrian crossings. Picture 4 shows how sidewalks, bicycle lanes, and crosswalks should be incorporated into modern roundabout design.

Picture 4: Example of crosswalks at a roundabout under construction.

WSA #397370 Page 19

Sandtown LCI Supplemental Traffic Study

Technical Design Criteria The basic geometric features of a modern roundabout were used in designing the proposed roundabout. For this study, they were extracted from the GDOT draft design guidelines for roundabouts1 and FHWA publication RD-00-067, Roundabouts: An Informational Guide. It is important that each roundabout adhere to GDOT standards in order to meet driver expectations at a roundabout and to acclimate motorists to the roundabout alternative through consistency. These design guidelines are further explained in Appendix B, Roundabout Location Case Studies.

Each design alternative is context sensitive and addresses mobility and safety. Travel lanes are typically 12 feet wide, lane widths on the roundabout circulating roadway are typically 18 feet, and 5-foot-wide sidewalks are shown on all the alternatives. For Alternatives 5 and 6, the central island diameter is 60 feet and the circulating road width is 18 feet (1 lane), for a total roundabout diameter of 96 feet. Sidewalks are proposed on the outside of the roundabout, further extending the intersection’s diameter. Approach lanes are all 12 feet wide.

Sidewalks are provided along each approach road to increase pedestrian mobility within the community. A park, an elementary school, and a middle school are located just west of this intersection and should attract a considerable number of pedestrian and bicycle trips.

As shown in Picture 4, Americans with Disabilities Act (ADA) requirements are met by ensuring the sidewalk design includes ramps. All alternative roundabout designs in this study provide ADA-compatible sidewalk ramps. Other technical criteria include the use of truck aprons. Truck aprons (the concrete area surrounding the grassed island) are necessary at most roundabout locations. The truck apron shown in Picture 5 provides added space for trucks when necessary and prevents the back tires of trucks from damaging the central island as they maneuver through the roundabout. In addition, we recommend that the central island feature a low-maintenance, raised feature, such as the roundabout located on SR 5 and SR 113 (old SR 1) in Carroll County, Georgia. This will discourage pedestrians from crossing onto the central island, and thus reduce conflicts between pedestrian and vehicular traffic.

It must be noted that roadway expansions are very feasible at roundabout locations. A single lane roundabout such as the one being proposed in Alternative 6 can easily be

1 The Modern Roundabout: A Low Tech Solution with High Tech Results, Office of Traffic Operations, Georgia Department of Transportation, May, 2000.

WSA #397370 Page 20

Sandtown LCI Supplemental Traffic Study

expanded to a 2 lane roundabout with appropriate measures taken to acquire necessary right-of-way. If a conventional intersection is proposed to replace a roundabout, sufficient right of way may already be available for the more compact intersection design.

Picture 5: Truck apron around a central island in Hilton Head, SC.

WSA #397370 Page 21

Sandtown LCI Supplemental Traffic Study

Public Involvement

B&E Jackson Engineers, a local engineering firm, provided support and organization during our public involvement program. Adequate public notice was provided for each of our two public meetings at Philip Randolph Elementary School, located along Campbellton Road. The first meeting was held on February 10, 2004 while the second public meeting was held on March 15, 2004. At those meetings, the pros and cons of each alternative were discussed with citizens, particularly as it pertained to the community goals set forth in the Blueprint Sandtown study and the original Sandtown LCI. A question-and-answer period followed. Written feedback was strongly encouraged and feedback forms were made available to each attendee.

Citizen preference was measured through feedback forms, on which attendees could express their thoughts on the project as a whole as well as voice their preference for an alternative. Individuals could return the handouts at the conclusion of each meeting, or they could mail it to the B&E Jackson office. Summaries of comments received at the two meetings, as well as a copy of the feedback form, are presented in Appendix A.

At the first public meeting, held in February, 2004, four alternatives were presented for discussion. Alternative 4, the Split Pair Alternative, was well-received by half of the attendees: 8 of the 16 feedback forms preferred Alternative 4. At the second public meeting held in mid-March, Alternative 6, the Modified Sizemore Alternative, garnered half of the public support: 14 of the 28 feedback forms preferred this configuration.

Table 1: First Public Meeting - Preferred Concept Concept 1 Concept 2 Concept 3 Concept 4 Concept 5 Original County Urban Compact Rural Split Pair Original Blueprint Concept Roundabout Roundabout Concept Sandtown 0 2 4 8 2

Table 2: Second Public Meeting - Preferred Concept Concept 1 Concept 2 Concept 3 Concept 4 Concept 5 Concept 6 Original Urban Compact Rural Split Pair Original Modified County Roundabout Roundabout Concept Blueprint Sizemore Concept Sandtown Alternative 1 2 2 7 2 14

WSA #397370 Page 22

Sandtown LCI Supplemental Traffic Study

Operational Analysis

At the first coordination meeting with GDOT in December, 2003, WSA presented an analysis of a 4-legged roundabout design using Year 2030 projected PM peak hour traffic estimates from the Atlanta Regional Commission (ARC). The analysis showed that the roundabout would function at Level of Service B (LOS B) with those volumes. During the second coordination meeting with GDOT in April, 2004, analysis using the same traffic volumes was presented for 4-legged and 3-legged roundabouts at this location. Both worked with completely acceptable peak-hour LOS. (LOS is defined as a stratification of travelers' perceptions of the quality of service provided by a facility. LOS is represented by the letters "A" through "F", with "A" representing the most favorable driving conditions and "F" representing the least favorable.) Table 3 below shows the delay associated with each LOS.

Table 3: LOS Criteria LOS Delay per Vehicle A < 10 seconds B > 10 - 20 seconds C > 20 - 35 seconds D > 35 - 55 seconds E > 55 - 80 seconds F > 80 seconds

SIDRA 2.0 software was used to analyze the roundabout Levels of Service. SIDRA reports the LOS on each leg of the roundabout as well as the LOS of the overall roundabout. The LOS is determined by intersection conditions such as volume, number of circulating lanes, type of roadway, percentage of heavy truck traffic, pedestrian activity, and many other variables. An intersection operating at LOS D or E during the peak hours is generally considered acceptable.

The analysis was conducted for typical 3-legged and 4-legged single-lane roundabouts. Results of both roundabout types are summarized below while detailed results are included in Appendix D. For some approaches, projected future traffic estimates from GDOT were significantly higher than ARC model projections (See Appendix C), so WSA staff analyzed volumes from both sources. It should be noted that although SIDRA is the software most commonly used to analyze roundabouts, and the software specifically requested by GDOT for this analysis, it does not include the effect of pedestrian activity at roundabouts.2

2 Statement on page 49 of the SIDRA Input Guide.

WSA #397370 Page 23

Sandtown LCI Supplemental Traffic Study

3-legged Roundabout Analysis The analysis indicates that a 3-legged roundabout will function with a very good peak hour LOS using either set of future traffic estimates. Table 4 and Table 5 below show specific approach LOS and overall roundabout LOS during the PM peak hour.

Table 4: 3-Legged Roundabout with ARC 2030 Traffic Estimates

Roundabout Leg PM Peak LOS Campbellton Road West A Campbellton Road South A Boat Rock Road B OVERALL LEVEL OF SERVICE A

Table 5: 3-Legged Roundabout with GDOT 2023 Traffic Estimates

Roundabout Leg PM Peak LOS Campbellton Road West A Campbellton Road South A Boat Rock Road C OVERALL LEVEL OF SERVICE B

4-legged Roundabout Analysis Table 6 and Table 7 show results of the analysis for a typical 4-legged intersection using the same traffic estimates described above. As was the case for the 3-legged roundabout, peak hour LOS estimates are very good. WSA has included the 4- legged analysis to support alternatives shown to the public, although the 3-legged roundabout is the preferred alternative.

Table 6: 4-Legged Roundabout with ARC 2030 Traffic Estimates

Roundabout Leg Peak PM LOS Campbellton Road West A Campbellton Road South B Boat Rock Road B New Hope Road B OVERALL LEVEL OF SERVICE A

WSA #397370 Page 24

Sandtown LCI Supplemental Traffic Study

Table 7: 4-Legged Roundabout with GDOT 2023 Traffic Estimates

Roundabout Leg Peak PM LOS Campbellton Road West A Campbellton Road South A Boat Rock Road B New Hope Road C OVERALL LEVEL OF SERVICE B

Right-of-Way Costs

Costs were estimated for right of way acquisition for Alternative 4, Alternative 5 and Alternative 6. Alternative 4 (Split Pair), which does not require as much property to build, was the least expensive alternative, while Alternative 5 (Original Sizemore) and Alternative 6 (Modified Sizemore) were considerably more expensive. Table 5 below presents right of way cost estimates. As estimates, they do not include the cost of temporary easements required for construction (slope easements or maintenance of traffic easements) or permanent easements required for operations and maintenance (slope easements, drainage easements, roadway/shoulder maintenance easements, or utility easements). Alternative 7 (Recommended Alternative) is very similar to Alternative 6, and right of way costs are expected to be similar.

Table 8: Right of Way Cost Estimates Number of Approximate Affected Right of Way Properties Cost

Alternative 4: Split Pair 7 $ 16,500 Alternative 5: Original Sizemore Alternative 9 $ 446,600 Alternative 6: Modified Sizemore Alternative 12 $ 331,700

WSA #397370 Page 25

Sandtown LCI Supplemental Traffic Study

Recommendation

A final decision has not yet been made regarding the intersection improvement at Campbellton Road (SR 166), Boat Rock Road, and New Hope Road. Final discussions remain between Georgia DOT officials and Fulton County officials.

This study examined seven potential alternatives, held two public involvement meetings to asses the community’s wishes, provided preliminary engineering drawings of all alternatives, and detailed technical analysis of four roundabout configurations. After discussions with GDOT planning and design officials, the community-preferred alternative was modified slightly to improve traffic operations. This modification, made only to enhance operational characteristics, involved realigning New Hope Road similarly to the realignment incorporated into all of the first four alternatives that were shown to the public. A remainder of New Hope Road provides access to adjacent properties. Alternative 7 is our recommended improvement.

Analysis shows that the intersection will function acceptably far into the future, using either GDOT 2023 traffic estimates or ARC 2030 traffic estimates. Roundabouts are in use in dozens of locations across the US, in many locations in Georgia, and in several locations in metro Atlanta – all without reported shortcomings. This location can operate with a roundabout and the residents have clearly expressed their desire to have one installed. This residential area, with an elementary school and a middle school nearby, seems an ideal candidate for a Context-Sensitive Design solution like a roundabout.

Wilbur Smith Associates recommends that detailed design be undertaken to install a roundabout at the intersection of Campbellton Road and Boat Rock Road, and that New Hope Road be realigned to intersect Boat Rock Road as far north of the roundabout as possible. This recommendation is shown in Figure 10, our Alternative 7.

WSA #397370 Page 26

Sandtown LCI Supplemental Traffic Study

Figure 10 goes here

Alternative 7 Recommended Roundabout

WSA #397370 Page 27

Sandtown LCI Supplemental Traffic Study

Appendix A

Public Involvement Documentation

Sandtown LCI Supplemental Traffic Study

January 30, 2004 Contact: Lynette Roberts, AICP Fulton County Dept. of Environment & Community Development, Comprehensive Planning Division 404-730-8023

FOR IMMEDIATE RELEASE

Sandtown LCI Supplemental Traffic Study – Public Information Meeting on February 10, 2004 6:30 pm

Wilbur Smith Associates (in conjunction with B&E Jackson and Associates, Inc.) was selected by the Fulton County Department of Environment and Community Development, Comprehensive Planning Division, to develop a supplemental traffic analysis to accompany the previously completed LCI study for Sandtown. The analysis will support or recommend alternatives to features included on Campbellton Road (SR 166) as proposed in the original LCI Study for the Sandtown Community.

A Public Information Meeting (PIM) will be held on Tuesday February 10, 2004 at A. Phillip Randolph Elementary School, located 5320 Campbellton Road, SW, Atlanta, GA 30331 from 6:30 pm-8:00 pm. The purpose of the meeting is to introduce the Consultant Team to the community, discuss the project’s scope and also to gather information from the community. The information gathered during the meeting will be used by the Consultant Team as community input for the successful completion of this study. Additionally, potential concepts identified during the meeting will be brought back to the community at a later meeting to be arranged for further discussion and refinement.

*Any questions or comments regarding this matter can be referred to Mr. Kalanos V. Johnson, Planning Manager of B&E Jackson & Associates, Inc., the Public Involvement point-of-contact for the Wilbur Smith Associates Project Team.

B&E Jackson and Associates, Inc. 229 Peachtree Street, NE, Suite 300 Atlanta, GA 30303 404-577-4914 ###

Sandtown LCI Supplemental Traffic Study

SANDTOWN LCI SUPPLEMENTAL TRAFFIC STUDY FIRST PUBLIC INFORMATION MEETING 2-10-04 A. PHILIP RANDOLPH ELEMENTARY SCHOOL CAFETERIA 6:30 P.M.

SUMMARY OF PUBLIC COMMENTS

Here are some of the notes I was taking during the Q &A at last night’s public meeting in Sandtown (February 10, 2004) -

1. Regardless of how the intersection at Boat Rock and Campbellton Road is designed, the community’s priorities are: ♦ Safety of its children crossing or walking along the road to school and in the vicinity of the park ♦ To find a means of discouraging truck traffic along Campbellton Road

2. Other comments: o Concerned was raised as to why the roundabout drawings did not look like the ones they voted on for the LCI report. That would have provided a sense of continuity from where they left off during the initial LCI process.

Apparently one of the developers who worked with them during the initial stages of drafting the LCI report was proposing to pay for a large portion of the intersection realignment. However, this developer is not longer working with the community, and thus that funding source is gone. It doesn’t appear that a lot of people are aware of this.

o Some folks wanted Campbellton Rd widened but most people did not. Widening the road would encourage more traffic, including the unwanted truck traffic. One reason for favoring the widening is that two (?) new subdivisions are being planned just off Campbellton Rd and future year traffic counts will increase, thereby worsening the levels of service currently being experienced on Campbellton Rd. However, widening of Campbellton Rd is not listed on the current TIP plan for the area.

o Questions as to whether ROW acquisition funds will be included in the LCI funding – yes.

o Call to keep in mind the entire stretch of Campbellton Rd that passes through Sandtown regardless of what intersection improvement decisions are made at Boat Rock Rd and Campbellton Rd.

o One of the parents I talked to mentioned that during the AM peak hour, the heavy traffic travels WB from New Hope Rd to SB Boat Rock Rd and then WB on Campbellton Rd. Due to the intersection alignment of these three roadways, traffic gets backed up on New Hope Rd. Likewise, parents returning home after drop off at school wait to make the left turn onto Boat Rock Rd from Campbellton Rd.

Sandtown LCI Supplemental Traffic Study

Other public comments from comment cards:

o “I am in support of roundabout. I believe the principle; purpose of this project should be traffic calming. I understand the need to accommodate trucks and accept this fact. I think a traffic light is not the best solution because it will back up traffic, given the light for the middle school. Too many lights is not the best solution given the need to handle peak traffic. I like figure #3.”

o “I do not want Campbellton Road expanded to a 4 lane highway. We do not want trucks to choose an alternative route for trucks. We want the traffic to come to a stop at that intersection. Roundabouts with lights are my choice.”

o “I prefer the round-a-bout that was proposed in Sandtown’s Campbellton Road improvements documentation. Please check www.sandtown. Thanks.”

o “I prefer figure 2 or 3. I don’t like figure 4 at all. I think it is very important to do something soon, because the intersection is quite dangerous as it is.”

o “I want the roundabout that was in the Campbellton Road LCI. I thought the presenter was very biased. I support #2 or #3.”

o “Whatever will discourage truckers from driving down Campbellton Road. I particularly like the Roundabout (rural single lane w/lights).”

o “I prefer option 4 – 2 lane divided highway with traffic lights. Do not want roundabout.

o “I like figure 4.”

o “The split pair is the best solution. The round-a-bouts will cause a dangerous situation.”

o “Look at providing signalization at intervals along Campbellton to control speed, i.e., @ Wallace, @ New Hope, @ New Middle School, @County Line, etc. Conceptually, option 4 appears best. Do more landscape design to create a ‘Gateway” to the community at the intersection. An option is to put the ‘ripples’ on Campbellton as traffic approaches intersection to warn drivers to slow up. This project, by itself, makes little practical sense, unless the intent is to provide a ‘sense of place’ at this intersection. The ‘roundabouts’ at this location are impractical. My opinion is they all will cause more confusion than currently exist. The really good thing is the relocation of New Hope further away from Campbellton.”

o “I disagree that we should have four (4) lanes on Campbellton Road. We should have an isle in the center to help beautify Campbellton Rd. and turning lanes to different intersections. Need a traffic light at Enon Rd. because traffic on Campbellton Rd. is so congested, you can’t get out in the mornings.”

Sandtown LCI Supplemental Traffic Study

o “We need to provide other options that will provide safe throughway for children crossing, provide lights/something to slow traffic and some plan to decrease curves.”

o “It is planning in a vacuum; it does not consider the schools and related traffic problems. Conduct traffic counts. Conduct speed assessments for County and state police departments. As desirable as the roundabouts are, this is not the right solution. Figure 4 with textured pavement, early warning signals and ped lights is the one.”

o “I support #4.”

SUMMARY/BREAKDOWN OF COMMENTS Concept #1 Concept #2 Concept #3 Concept #4 LCI Study Concept Original Urban Rural Split Pair (Sizemore Original) County Compact Roundabout Concept Concept Roundabout 0 2 4 8 2

Sandtown LCI Supplemental Traffic Study

SANDTOWN LCI SUPPLEMENTAL TRAFFIC STUDY SECOND PUBLIC INFORMATION MEETING 3-15-04 A. PHILIP RANDOLPH ELEMENTARY SCHOOL CAFETERIA 6:30 P.M.

SUMMARY OF PUBLIC COMMENTS

1. Why are people not receptive to change here in SW Atlanta? Why can’t we have different traffic alternatives & be ‘innovative?”

2. Is Figure 1 the only one with accommodations on Boat Rock for Regency Hills? What is the timeframe for this project?

3. What if the community wants more studies & surveys done? The community can coordinate with the County if it wants more done in regards to studies & surveys.

4. What about parallel parking on Campbellton? Will GDOT endorse on-street parking on this project? Will have to follow up with GDOT on this matter

5. Can you evaluate if the “Blueprint Sandtown” round-a-bout is functional or feasible or maybe another alternate with signals? As it appears, it will require more right of way and may even intrude in the backyards of some homeowners. Additionally, it shows the round-a-bout at a distance too close to the opening of Regency Hills (hence the reason for Figure 6)

6. Does the solution have to be a round-a-bout? No, not necessarily.

7. How are the purposes beneficial to the community? We are looking at what the community wanted in the past Campbellton Road reports/LCI studies and made sure that each alternate is showing the pros & cons of those wants/needs

8. Can you change the speed limit on Campbellton Road? No, that’s not in our scope and something that the state (GDOT) would have to do. (It’s already 35 mph in some places)

9. If round-a-bouts are not bike/pedestrian friendly, we need to look at the split pairs (figure 4).

10. If consultants & staff are recommending dealing with ARC, GDOT, etc., then we need to look at other funding alternatives that will still comply with the state (and let’s take off the blinders).

11. This has been a 6-8 year study, a round-a-bout can work here!

12. Pertaining to traffic signals, thing of the lights we run, when people run lights, it can cause terrible accidents/fatalities.

Sandtown LCI Supplemental Traffic Study

13. Is there a chance on alternate 6 that you can move New Hope Road so that you will only have 2 traffic streams entering the round-a-bout instead of 3? We will look at this option and get back to you

14. Does figure 5&6 get rid of the gas station that exists? Based on the location of the proposed location of the roadway for Figures 5&6, it looks as if it would affect the present location of the gas station.

15. Does Figure 5 go through any backyards of Regency Hills? After further review of the area from the aerial view, we concluded that there were in fact homes with backyards that will be affected by Figure 5.

SUMMARY/BREAKDOWN OF COMMENTS Concept #1 Concept #2 Concept #3 Concept #4 Concept #5 Concept #6 1 2 2 7 2 14

Sandtown LCI Supplemental Traffic Study

Concept 1: ORIGINAL COUNTY CONCEPT

ADVANTAGES: • Pedestrian friendly with pedestrian signals (sidewalks should be added) • Bicycle friendly for same reasons • Standard intersection design – no driver surprises • Little right of way required • Long distance to residential subdivision entry on Boat Rock Road

DISADVANTAGES: • No traffic calming • No streetscape or community landmark opportunities • No provision for an eastbound turn lane on Campbellton Road

Concept 2: URBAN COMPACT ROUNDABOUT

ADVANTAGES: • Significant traffic calming as vehicles have to slow down and yield • Center circle can be used for small community landmark • Similar to Blueprint Sandtown concept • Long distance to residential subdivision entry on Boat Rock Road

DISADVANTAGES: • Urban design standards are not appropriate at this location • Not pedestrian friendly; traffic moves continuously through roundabout • Not bicycle friendly; bicycles are not allowed inside roundabouts • More right of way required than Original County Concept • Roundabout presents an uncommon roadway element to drivers • Small, isolated island that is partially paved • Very difficult for truck navigation • Difficult to signalize

Sandtown LCI Supplemental Traffic Study

Concept 3: RURAL SINGLE-LANE ROUNDABOUT

ADVANTAGES: • Rural design standards are appropriate for this location • Some traffic calming as vehicles have to slow down and yield • Larger center circle for streetscaping and community landmark • Similar to blueprint Sandtown concept • Long distance to residential subdivision entry on Boat Rock Road

DISADVANTAGES: • More right of way required than Urban Compact Roundabout • Not pedestrian friendly; traffic moves continuously through roundabout • Not bicycle friendly; bicycles are not allowed inside roundabouts • Roundabout presents an uncommon roadway element to drivers • Difficult for truck navigation • Difficult to signalize

Concept 4: SPLIT PAIR ROADWAY

ADVANTAGES: • Some traffic calming through change in Campbellton Road character • Additional traffic calming features proposed on Campbellton Road • Very pedestrian friendly with sidewalks, median, and pedestrian signals • Very bicycle friendly for same reasons • Large median for streetscape improvements and community landmark • Common intersection design means no driver surprises • Left turn storage lane for vehicles turning onto Boat Rock Road • Easy to signalize • Opportunities for on-street parallel parking at center of community • Long distance to residential subdivision entry on Boat Rock Road

DISADVANTAGES: • Not selected by citizens during LCI process • More right of way required than Rural Single-Lane roundabout

Sandtown LCI Supplemental Traffic Study

Concept 5: SIZEMORE ROUNDABOUT

ADVANTAGES: • Same traffic calming as Rural Single-Lane roundabout • Center circle can be used for streetscaping and community landmark • Roundabout presents an uncommon roadway element to drivers • Similar to Blueprint Sandtown concept • Exactly as shown in Sandtown LCI study

DISADVANTAGES: • Not pedestrian friendly; traffic moves continuously through roundabout • Not bicycle friendly; bicycles are not allowed inside roundabouts • Roundabout presents an uncommon roadway element to drivers • Extensive right of way required, including several complete parcels • Very close to the residential subdivision entry on Boat Rock Road • Difficult to signalize • Long and extensive construction process

Concept 6: MODIFIED SIZEMORE ROUNDABOUT

ADVANTAGES: • Same traffic calming as Rural Single-Lane and Sizemore roundabout • Requires less right of way acquisition than Sizemore alternative • Reduces the sharp, right-angle turn on Campbellton Road • Center circle can be used for streetscaping and community landmark • Similar to Blueprint Sandtown concept • Similar to what is shown in Sandtown LCI study • Longer distance to residential subdivision entry on Boat Rock Road

DISADVANTAGES: • Not pedestrian friendly; traffic moves continuously through roundabout • Not bicycle friendly; bicycles are not allowed inside roundabouts • Roundabout presents an uncommon roadway element to drivers • Extensive right of way required, but less than Sizemore alternative • Difficult for truck navigation • Difficult to signalize • Long and extensive construction process

Sandtown LCI Supplemental Traffic Study

Appendix B

Roundabout Location Case Studies

Sandtown LCI Supplemental Traffic Study

Roundabout Location Case Studies

Design Standards GDOT roundabout design guidelines are modeled after the guidelines provided in the Maryland Roundabout Guide, “Modern Roundabout Practice in the United States”. In addition, the GDOT office of Traffic Operations has a draft version of design guidelines, “The Modern Roundabout”, a working paper produced by GDOT special studies. This document is modeled after the Maryland Roundabout Guide. These guidelines also are based on the FHWA publication, “Roundabouts: An Informational Guide.”

Guidelines are: • An inscribed circle diameter of 100 feet. At this diameter, a WB-50 design vehicle should be able to navigate the roundabout. • Roadway surface 20-24 feet wide • 2 feet interior shoulder and 10 feet exterior shoulder

The Manual on Uniform Traffic Code Devices (MUTCD) specifies that bicyclists and pedestrians are not permitted in the roundabout circle. However, both may cross the roundabout as pedestrians at the designated crosswalks.

At Campbellton Road and Boat Rock Road, the inscribed diameter would have to be at least 100 feet diameter in order to meet driver expectations. Smaller roundabout diameters have been proposed elsewhere in Fulton County and DeKalb County. However, these smaller diameters are more appropriate for low-volume, low-speed residential streets and not appropriate for state roads or designated truck routes.

Fulton County Example

SR 70 at SR 92 in Fulton County There is a proposal for a roundabout at the intersection of SR 70 and SR 92. GDOT proposed a roundabout at the location to help alleviate congestion delays currently being experienced along SR 92 during the AM and PM peak periods. Since the intersection functioned well using the current 4-way stop sign control at all other times

Sandtown LCI Supplemental Traffic Study

of the day, it was felt that signalizing the intersection would cause unnecessary delays during the off peak periods.

GDOT personnel determined the roundabout to be the most appropriate measure and proposed its use at the SR 70 and SR 92 location. The proposal has been approved and is in the design stage for ROW and cost estimates. If no funding is available, then other traffic easement measures will be sought.

Douglas County Example

SR 5 at SR 166 The recommendations for this roundabout came from the Traffic Operations section in GDOT’s District Seven Office. Currently, this location has heavy directional peak hour traffic. The intersection is currently controlled via a 4-way stop sign. The leg of the intersection with the directional peak volume has a tremendous amount of delay in comparison to the other approaches. However, the traffic volume at the intersection is not high enough to warrant a traffic signal.

This proposed roundabout has completed a final plan review. Funding is available and has been designated for this intersection improvement project. This improvement is being viewed as a trial roundabout in Douglas County and is located in a lower volume area so drivers can be slowly acclimated to the roundabout alternative.

Rockdale County Examples

There are two (2) proposed roundabouts in Rockdale County. The proposal to locate roundabouts at these two intersections was also developed through recommendations from the District Seven Office of Traffic Operations. Similar to the roundabout being proposed in Douglas County, these locations are also currently experiencing high directional peak hour traffic.

They are at the same stages of development as the roundabout proposed for the intersection of SR 70 and SR 92. The proposals have been approved and the concepts have been developed, however the final designs have not been completed.

Sandtown LCI Supplemental Traffic Study

Carroll County Example SR 1 at SR 113 There is an operational roundabout located at the intersection of SR 1 and SR 113 in Roopville, located west of Atlanta. It was the first roundabout in Georgia, and was proposed and designed by the GDOT’s District Six Traffic Engineering Office.

The intersection was previously controlled with a 4-way stop sign. District Traffic Engineer Joseph Fletcher suggested the conversion of the intersection to a roundabout as the roadway was slated for resurfacing. Though skeptical at first, Roopville residents are reporting favorable opinions on roundabout operations. It functions well and is among the presented examples of roundabouts from the excerpts included in the latter pages of the Appendix under Roundabouts in the United States. It has now been operational for several years.

DeKalb County Examples

Emory Village Roundabout There is a proposed roundabout at the intersection of North Decatur Road, Oxford Drive, and Dowman Drive in Decatur, GA. This proposal was presented by the Alliance to Improve Emory Village, a non-profit organization consisting of local residents, business owners and Emory University. Although this project is not funded by LCI dollars, it does undergo am approval and public involvement process similar to LCI’s.

Currently, the project is in the design stage. North Decatur Road is a “cut-through” route linking midtown businesses and residential neighborhoods. The roundabout is a 3-lane, single lane roundabout. The roadway will undergo a road diet from 4 to 3 lanes. The key goal is to increase pedestrian safety and well as a better functioning intersection.

Lullwater Drive Roundabout The roundabout has been designed by Parsons Brinkerhoff. It will be located near the Emory Village roundabout, at the intersection of North Decatur Road and Lullwater Drive. The design is complete; however, construction is being postponed to coincide with the Emory Village roundabout project.

Sandtown LCI Supplemental Traffic Study

Appendix C

Intersection Traffic Estimates

Sandtown LCI Supplemental Traffic Study

4-Legged design

WSA 2030 (based on ARC's TDM) 2023 GDOT

Boat Rock Boat Rock 55 65 21 85 230 10 0.9 x

45 35 35 10 Campbellton86 80New Hope Campbellton40 60New Hope 302 55 350 30

419 48 59 620 115 20 Campbellton Campbellton

3-Legged design

WSA 2030 (based on ARC's TDM) 2023 GDOT k k c c o o R R t t a a Bo Bo 0.9 135 121 145 260

Campbellton Road Campbellton Road Campbellton Road Campbellton Road 132 106 75 135 301 419 350 620

Sandtown LCI Supplemental Traffic Study

Appendix D

SIDRA Analysis Output

Sandtown LCI Supplemental Traffic Study

Akcelik & Associates Pty Ltd - aaSIDRA 2.0.1.206 ------

Registered User No. A1036 Licence Type: Professional, Multi Computer

Time and Date of Analysis 4:47 PM, Apr 23,2004

Campbellton Road/Boat Rock Road (3-legged Roundabout) 2023 PM Peak volumes from GDOT Intersection ID: aaTraffic SIDRA US Highway Capacity Manual (2000) Version

RUN INFORMATION ------* Basic Parameters: Intersection Type: Roundabout Driving on the right-hand side of the road Input data specified in US units Default Values File No. 11 Peak flow period (for performance): 15 minutes Unit time (for volumes): 60 minutes (Total Flow Period) Delay definition: Control delay Geometric delay included HCM Delay and Queue Models option selected Level of Service based on: Delay (HCM method) Queue definition: Back of queue, 95th Percentile ______

Campbellton Road/Boat Rock Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Sandtown LCI Supplemental Traffic Study

______

Campbellton Road/Boat Rock Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.3 - INTERSECTION PARAMETERS ------Intersection Level of Service = B Worst movement Level of Service = C Average intersection delay (s) = 13.5 Largest average movement delay (s) = 33.2 Largest back of queue, 95% (ft) = 339 Performance Index = 48.49 Degree of saturation (highest) = 0.809 Practical Spare Capacity (lowest) = 5 % Total vehicle capacity, all lanes (veh/h) = 2894 Total vehicle flow (veh/h) = 1759 Total person flow (pers/h) = 2111 Total vehicle delay (veh-h/h) = 6.60 Total person delay (pers-h/h) = 7.92 Total effective vehicle stops (veh/h) = 2693 Total effective person stops (pers/h) = 3231 Total vehicle travel (veh-mi/h) = 732.9 Total cost ($/h) = 369.40 Total fuel (ga/h) = 44.7 Total CO2 (kg/h) = 426.65 ______

Campbellton Road/Boat Rock Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.6 - INTERSECTION PERFORMANCE ------Total Deg. Total Total Aver. Prop. Eff. Longest Perf. Aver. Flow Satn Delay Delay Delay Queued Stop Queue Index Speed (veh/h) x (veh-h/h)(pers-h/h)(sec) Rate (ft) (mph) ------INTERSECTION (persons): 2111 0.809 7.92 13.5 0.524 1.53 48.49 27.0 ------Queue values in this table are 95% back of queue (feet). ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.7 - LANE PERFORMANCE ------Dem Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Short Lane Mov (veh (veh Satn Delay Stop ------Lane No. No. /h) /h) x (sec) Rate (vehs) (ft) (ft) ------West: Campbellton Road 1 LT 12 471 880 0.535 7.1 0.60 3.6 105 ------East: Campbellton Road 1 TR 22 838 1458 0.575 6.5 0.48 4.4 129 ------North: Boat Rock Road 1 LR 42 450 556 0.810 33.2 1.47 12.3 339 ------______

Campbellton Road/Boat Rock Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY ------Mov Mov Dem Total Lane Deg. Aver. Eff. 95% Perf. No. Typ Flow Cap. Util Satn Delay Stop Back of Index (veh (veh Rate Queue /h) /h) (%) x (sec) (veh) ------West: Campbellton Road 12 LT 471 880 100 0.535 7.1 1.21 3.6 8.93 ------East: Campbellton Road 22 TR 838 1458 100 0.575 6.5 0.96 4.4 20.21 ------North: Boat Rock Road 42 LR 450 556 100 0.809* 33.2 2.94 12.3 19.34 ------

* Maximum degree of saturation ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA ------Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. ------%HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (ft) (ft) ------West: Campbellton Road 1 LT 83 388 471 23 0.535 7.1 105 ------83 388 0 471 23 0.535 7.1 105 ------East: Campbellton Road 1 TR 688 150 838 23 0.575 6.5 129 ------0 688 150 838 23 0.575 6.5 129 ------North: Boat Rock Road 1 LR 289 161 450 13 0.810 33.2 339 ------289 0 161 450 13 0.810 33.2 339 ======ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1759 20 0.809 13.5 339 ======Total flow period = 60 minutes. Peak flow period = 15 minutes.

Queue values in this table are 95% back of queue (feet).

Note: Basic Saturation Flows are not adjusted at roundabouts or sign- controlled intersections and apply only to continuous lanes. ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.15 - CAPACITY AND LEVEL OF SERVICE ------Mov Mov Total Total Deg. Aver. LOS No. Typ Flow Cap. of Delay (veh (veh Satn /h) /h) (v/c) (sec) ------West: Campbellton Road 12 LT 471 880 0.535 7.1 A ------471 880 0.535 7.1 A ------East: Campbellton Road 22 TR 838 1458 0.575 6.5 A ------838 1458 0.575 6.5 A ------North: Boat Rock Road 42 LR 450 556 0.809* 33.2 C ------450 556 0.809 33.2 C ------ALL VEHICLES: 1759 2894 0.809 13.5 B ------Level of Service calculations are based on average control delay including geometric delay (HCM criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the aaSIDRA Output Guide or the Output section of the on-line help. * Maximum v/c ratio, or critical green periods

--- End of aaSIDRA Output ---

Sandtown LCI Supplemental Traffic Study

Akcelik & Associates Pty Ltd - aaSIDRA 2.0.1.206 ------

Registered User No. A1036 Licence Type: Professional, Multi Computer

Time and Date of Analysis 4:47 PM, Apr 23,2004

Campbellton Road/Boat Rock Road (3-legged Roundabout) 2030 PM Peak volumes from Wilbur Smith Associates Intersection ID:

aaTraffic SIDRA US Highway Capacity Manual (2000) Version

Campbellton Road/Boat Rock Road 2030 PM Peak Intersection ID: Roundabout

Sandtown LCI Supplemental Traffic Study

______

Campbellton Road/Boat Rock Road 2030 PM Peak Intersection ID: Roundabout

Table S.3 - INTERSECTION PARAMETERS ------Intersection Level of Service = A Worst movement Level of Service = B Average intersection delay (s) = 7.8 Largest average movement delay (s) = 12.0 Largest back of queue, 95% (ft) = 89 Performance Index = 28.82 Degree of saturation (highest) = 0.435 Practical Spare Capacity (lowest) = 95 % Total vehicle capacity, all lanes (veh/h) = 3438 Total vehicle flow (veh/h) = 1349 Total person flow (pers/h) = 1619 Total vehicle delay (veh-h/h) = 2.91 Total person delay (pers-h/h) = 3.49 Total effective vehicle stops (veh/h) = 1503 Total effective person stops (pers/h) = 1803 Total vehicle travel (veh-mi/h) = 539.7 Total cost ($/h) = 254.11 Total fuel (ga/h) = 32.1 Total CO2 (kg/h) = 306.68 ______

Campbellton Road/Boat Rock Road 2030 PM Peak Intersection ID: Roundabout

Table S.6 - INTERSECTION PERFORMANCE ------Total Deg. Total Total Aver. Prop. Eff. Longest Perf. Aver. Flow Satn Delay Delay Delay Queued Stop Queue Index Speed (veh/h) x (veh-h/h)(pers-h/h)(sec) Rate (ft) (mph) ------INTERSECTION (persons): 1619 0.435 3.49 7.8 0.409 1.11 28.82 29.5 ------Queue values in this table are 95% back of queue (feet). ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road 2030 PM Peak Intersection ID: Roundabout

Table S.7 - LANE PERFORMANCE ------Dem Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Short Lane Mov (veh (veh Satn Delay Stop ------Lane No. No. /h) /h) x (sec) Rate (vehs) (ft) (ft) ------West: Campbellton Road 1 LT 12 482 1361 0.354 6.3 0.48 2.2 66 ------East: Campbellton Road 1 TR 22 584 1343 0.435 6.9 0.51 3.0 89 ------North: Boat Rock Road 1 LR 42 283 733 0.386 12.0 0.78 2.7 75 ------______

Campbellton Road/Boat Rock Road 2030 PM Peak Intersection ID: Roundabout

Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY ------Mov Mov Dem Total Lane Deg. Aver. Eff. 95% Perf. No. Typ Flow Cap. Util Satn Delay Stop Back of Index (veh (veh Rate Queue /h) /h) (%) x (sec) (veh) ------West: Campbellton Road 12 LT 482 1361 100 0.354 6.3 0.96 2.2 7.95 ------East: Campbellton Road 22 TR 584 1343 100 0.435* 6.9 1.03 3.0 14.34 ------North: Boat Rock Road 42 LR 283 733 100 0.386 12.0 1.56 2.7 6.53 ------

* Maximum degree of saturation ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road 2030 PM Peak Intersection ID: Roundabout

Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA ------Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. ------%HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (ft) (ft) ------West: Campbellton Road 1 LT 147 335 482 23 0.354 6.3 66 ------147 335 0 482 23 0.354 6.3 66 ------East: Campbellton Road 1 TR 465 119 584 23 0.435 6.9 89 ------0 465 119 584 23 0.435 6.9 89 ------North: Boat Rock Road 1 LR 133 150 283 13 0.386 12.0 75 ------133 0 150 283 13 0.386 12.0 75 ======ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1349 21 0.435 7.8 89 ======Total flow period = 60 minutes. Peak flow period = 15 minutes.

Queue values in this table are 95% back of queue (feet).

Note: Basic Saturation Flows are not adjusted at roundabouts or sign- controlled intersections and apply only to continuous lanes. ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road 2030 PM Peak Intersection ID: Roundabout

Table S.15 - CAPACITY AND LEVEL OF SERVICE ------Mov Mov Total Total Deg. Aver. LOS No. Typ Flow Cap. of Delay (veh (veh Satn /h) /h) (v/c) (sec) ------West: Campbellton Road 12 LT 482 1361 0.354 6.3 A ------482 1361 0.354 6.3 A ------East: Campbellton Road 22 TR 584 1343 0.435* 6.9 A ------584 1343 0.435 6.9 A ------North: Boat Rock Road 42 LR 283 733 0.386 12.0 B ------283 733 0.386 12.0 B ------ALL VEHICLES: 1349 3438 0.435 7.8 A ------Level of Service calculations are based on average control delay including geometric delay (HCM criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the aaSIDRA Output Guide or the Output section of the on-line help. * Maximum v/c ratio, or critical green periods

--- End of aaSIDRA Output ---

Sandtown LCI Supplemental Traffic Study

Akcelik & Associates Pty Ltd - aaSIDRA 2.0.1.206 ------

Registered User No. A1036 Licence Type: Professional, Multi Computer

Time and Date of Analysis 4:58 PM, Apr 22,2004

Campbellton Road/Boat Rock Road/New Hope Road (4-legged Roundabout) 2023 PM Peak volumes from GDOT Intersection ID:

aaTraffic SIDRA US Highway Capacity Manual (2000) Version

______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS ------Turn Lane Lane Circ/ Intra- Prop. Critical Follow No. Type Exit Bunch Bunched Gap Up Flow Headway Vehicles (s) Headway (pcu/h) (s) (s) ------West: Campbellton Road Left 1 Dominant 300 2.00 0.341 4.71 2.35 Thru 1 Dominant 300 2.00 0.341 4.71 2.35 Right 1 Dominant 300 2.00 0.341 4.71 2.35 ------South: Campbellton Road Left 1 Dominant 109 2.00 0.141 3.88 1.88 Thru 1 Dominant 109 2.00 0.141 3.88 1.88 Right 1 Dominant 109 2.00 0.141 3.88 1.88 ------East: New Hope Road Left 1 Dominant 1010 2.00 0.754 4.33 2.43 Thru 1 Dominant 1010 2.00 0.754 4.33 2.43 Right 1 Dominant 1010 2.00 0.754 4.33 2.43 ------North: Boat Rock Road Left 1 Dominant 921 2.00 0.722 4.46 2.47 Thru 1 Dominant 921 2.00 0.722 4.46 2.47 Right 1 Dominant 921 2.00 0.722 4.46 2.47 ______

Table S.3 - INTERSECTION PARAMETERS ------Intersection Level of Service = B Worst movement Level of Service = C Average intersection delay (s) = 12.7 Largest average movement delay (s) = 24.3 Largest back of queue, 95% (ft) = 216 Performance Index = 41.42 Degree of saturation (highest) = 0.684 Practical Spare Capacity (lowest) = 24 % Total vehicle capacity, all lanes (veh/h) = 3316 Total vehicle flow (veh/h) = 1781 Total person flow (pers/h) = 2137 Total vehicle delay (veh-h/h) = 6.26 Total person delay (pers-h/h) = 7.52 Total effective vehicle stops (veh/h) = 2702 Total effective person stops (pers/h) = 3242 Total vehicle travel (veh-mi/h) = 426.7 Total cost ($/h) = 269.53 Total fuel (ga/h) = 31.8 Total CO2 (kg/h) = 303.16 ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.6 - INTERSECTION PERFORMANCE ------Total Deg. Total Total Aver. Prop. Eff. Longest Perf. Aver. Flow Satn Delay Delay Delay Queued Stop Queue Index Speed (veh/h) x (veh-h/h)(pers-h/h)(sec) Rate (ft) (mph) ------INTERSECTION (persons): 2137 0.684 7.52 12.7 0.528 1.52 41.42 20.7 ------Queue values in this table are 95% back of queue (feet). ______

Campbellton Road/Boat Rock Road/New Hope Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.7 - LANE PERFORMANCE ------Dem Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Short Lane Mov (veh (veh Satn Delay Stop ------Lane No. No. /h) /h) x (sec) Rate (vehs) (ft) (ft) ------West: Campbellton Road 1 LTR 12 471 908 0.519 7.7 0.63 3.5 103 ------South: Campbellton Road 1 LTR 32 837 1443 0.580 10.0 0.60 4.5 132 ------East: New Hope Road 1 LTR 22 111 436 0.254 15.9 0.87 1.6 45 ------North: Boat Rock Road 1 LTR 42 362 529 0.685 24.3 1.26 8.5 216 ------______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY ------Mov Mov Dem Total Lane Deg. Aver. Eff. 95% Perf. No. Typ Flow Cap. Util Satn Delay Stop Back of Index (veh (veh Rate Queue /h) /h) (%) x (sec) (veh) ------West: Campbellton Road 12 LTR 471 908 100 0.519 7.7 1.25 3.5 9.06 ------South: Campbellton Road 32 LTR 837 1443 100 0.580 10.0 1.20 4.5 16.24 ------East: New Hope Road 22 LTR 111 436 100 0.255 15.9 1.73 1.6 2.96 ------North: Boat Rock Road 42 LTR 362 529 100 0.684* 24.3 2.52 8.5 13.17 ------* Maximum degree of saturation ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA ------Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. ------%HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (ft) (ft) ------West: Campbellton Road 1 LTR 39 44 388 471 23 0.519 7.7 103 ------39 44 388 471 23 0.519 7.7 103 ------South: Campbellton Road 1 LTR 688 127 22 837 23 0.580 10.0 132 ------688 127 22 837 23 0.580 10.0 132 ------East: New Hope Road 1 LTR 33 67 11 111 13 0.254 15.9 45 ------33 67 11 111 13 0.254 15.9 45 ------North: Boat Rock Road 1 LTR 12 255 95 362 2 0.685 24.3 216 ------12 255 95 362 2 0.685 24.3 216 ======ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1781 18 0.684 12.7 216 ======Total flow period = 60 minutes. Peak flow period = 15 minutes.

Queue values in this table are 95% back of queue (feet).

Note: Basic Saturation Flows are not adjusted at roundabouts or sign- controlled intersections and apply only to continuous lanes. ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2023 PM Peak volumes from GDOT Intersection ID: Roundabout

Table S.15 - CAPACITY AND LEVEL OF SERVICE ------Mov Mov Total Total Deg. Aver. LOS No. Typ Flow Cap. of Delay (veh (veh Satn /h) /h) (v/c) (sec) ------West: Campbellton Road 12 LTR 471 908 0.519 7.7 A ------471 908 0.519 7.7 A ------South: Campbellton Road 32 LTR 837 1443 0.580 10.0 A ------837 1443 0.580 10.0 A ------East: New Hope Road 22 LTR 111 436 0.255 15.9 B ------111 436 0.255 15.9 B ------North: Boat Rock Road 42 LTR 362 529 0.684* 24.3 C ------362 529 0.684 24.3 C ------ALL VEHICLES: 1781 3316 0.684 12.7 B ------Level of Service calculations are based on average control delay including geometric delay (HCM criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the aaSIDRA Output Guide or the Output section of the on-line help. * Maximum v/c ratio, or critical green periods

--- End of aaSIDRA Output ---

Sandtown LCI Supplemental Traffic Study

Akcelik & Associates Pty Ltd - aaSIDRA 2.0.1.206 ------

Registered User No. A1036 Licence Type: Professional, Multi Computer

Time and Date of Analysis 4:19 PM, Apr 22,2004

Campbellton Road/Boat Rock Road/New Hope Road (4-legged Roundabout) 2030 PM Peak volumes from Wilbur Smith Associates Intersection ID:

aaTraffic SIDRA US Highway Capacity Manual (2000) Version

______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2030 PM Peak Intersection ID: Roundabout

Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS ------Turn Lane Lane Circ/ Intra- Prop. Critical Follow No. Type Exit Bunch Bunched Gap Up Flow Headway Vehicles (s) Headway (pcu/h) (s) (s) ------West: Campbellton Road Left 1 Dominant 158 2.00 0.197 3.93 1.92 Thru 1 Dominant 158 2.00 0.197 3.93 1.92 Right 1 Dominant 158 2.00 0.197 3.93 1.92 ------South: Campbellton Road Left 1 Dominant 195 2.00 0.237 3.96 1.95 Thru 1 Dominant 195 2.00 0.237 3.96 1.95 Right 1 Dominant 195 2.00 0.237 3.96 1.95 ------East: New Hope Road Left 1 Dominant 670 2.00 0.606 4.79 2.54 Thru 1 Dominant 670 2.00 0.606 4.79 2.54 Right 1 Dominant 670 2.00 0.606 4.79 2.54 ------North: Boat Rock Road Left 1 Dominant 710 2.00 0.627 4.75 2.53 Thru 1 Dominant 710 2.00 0.627 4.75 2.53 Right 1 Dominant 710 2.00 0.627 4.75 2.53 ------______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2030 PM Peak Intersection ID: Roundabout

Table S.3 - INTERSECTION PARAMETERS ------Intersection Level of Service = A Worst movement Level of Service = B Average intersection delay (s) = 9.1 Largest average movement delay (s) = 11.5 Largest back of queue, 95% (ft) = 92 Performance Index = 27.38 Degree of saturation (highest) = 0.446 Practical Spare Capacity (lowest) = 91 % Total vehicle capacity, all lanes (veh/h) = 3972 Total vehicle flow (veh/h) = 1409 Total person flow (pers/h) = 1691 Total vehicle delay (veh-h/h) = 3.56 Total person delay (pers-h/h) = 4.27 Total effective vehicle stops (veh/h) = 1743 Total effective person stops (pers/h) = 2091 Total vehicle travel (veh-mi/h) = 337.2 Total cost ($/h) = 201.41 Total fuel (ga/h) = 24.7 Total CO2 (kg/h) = 235.99 ______

Campbellton Road/Boat Rock Road/New Hope Road 2030 PM Peak Intersection ID: Roundabout

Table S.6 - INTERSECTION PERFORMANCE ------Total Deg. Total Total Aver. Prop. Eff. Longest Perf. Aver. Flow Satn Delay Delay Delay Queued Stop Queue Index Speed (veh/h) x (veh-h/h)(pers-h/h)(sec) Rate (ft) (mph) ------INTERSECTION (persons): 1691 0.446 4.27 9.1 0.447 1.24 27.38 22.6 ------Queue values in this table are 95% back of queue (feet). ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2030 PM Peak Intersection ID: Roundabout

Table S.7 - LANE PERFORMANCE ------Dem Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Short Lane Mov (veh (veh Satn Delay Stop ------Lane No. No. /h) /h) x (sec) Rate (vehs) (ft) (ft) ------West: Campbellton Road 1 LTR 12 481 1361 0.353 6.2 0.50 2.3 68 ------South: Campbellton Road 1 LTR 32 583 1307 0.446 10.3 0.63 3.1 92 ------East: New Hope Road 1 LTR 22 189 637 0.297 11.5 0.77 2.0 55 ------North: Boat Rock Road 1 LTR 42 156 666 0.234 10.6 0.75 1.7 43 ------______

Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY ------Mov Mov Dem Total Lane Deg. Aver. Eff. 95% Perf. No. Typ Flow Cap. Util Satn Delay Stop Back of Index (veh (veh Rate Queue /h) /h) (%) x (sec) (veh) ------West: Campbellton Road 12 LTR 481 1361 100 0.353 6.2 1.00 2.3 7.97 ------South: Campbellton Road 32 LTR 583 1307 100 0.446* 10.3 1.26 3.1 11.53 ------East: New Hope Road 22 LTR 189 637 100 0.297 11.5 1.54 2.0 4.36 ------North: Boat Rock Road 42 LTR 156 666 100 0.234 10.6 1.51 1.7 3.52 ------* Maximum degree of saturation ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2030 PM Peak Intersection ID: Roundabout

Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA ------Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. ------%HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (ft) (ft) ------West: Campbellton Road 1 LTR 50 96 335 481 23 0.353 6.2 68 ------50 96 335 481 23 0.353 6.2 68 ------South: Campbellton Road 1 LTR 465 53 65 583 23 0.446 10.3 92 ------465 53 65 583 23 0.446 10.3 92 ------East: New Hope Road 1 LTR 61 89 39 189 13 0.297 11.5 55 ------61 89 39 189 13 0.297 11.5 55 ------North: Boat Rock Road 1 LTR 23 72 61 156 2 0.234 10.6 43 ------23 72 61 156 2 0.234 10.6 43 ======ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1409 19 0.446 9.1 92 ======Total flow period = 60 minutes. Peak flow period = 15 minutes.

Queue values in this table are 95% back of queue (feet).

Note: Basic Saturation Flows are not adjusted at roundabouts or sign- controlled intersections and apply only to continuous lanes. ______

Sandtown LCI Supplemental Traffic Study

Campbellton Road/Boat Rock Road/New Hope Road 2030 PM Peak Intersection ID: Roundabout

Table S.15 - CAPACITY AND LEVEL OF SERVICE ------Mov Mov Total Total Deg. Aver. LOS No. Typ Flow Cap. of Delay (veh (veh Satn /h) /h) (v/c) (sec) ------West: Campbellton Road 12 LTR 481 1361 0.353 6.2 A ------481 1361 0.353 6.2 A ------South: Campbellton Road 32 LTR 583 1307 0.446* 10.3 B ------583 1307 0.446 10.3 B ------East: New Hope Road 22 LTR 189 637 0.297 11.5 B ------189 637 0.297 11.5 B ------North: Boat Rock Road 42 LTR 156 666 0.234 10.6 B ------156 666 0.234 10.6 B ------ALL VEHICLES: 1409 3972 0.446 9.1 A ------Level of Service calculations are based on average control delay including geometric delay (HCM criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the aaSIDRA Output Guide or the Output section of the on-line help. * Maximum v/c ratio, or critical green periods

--- End of aaSIDRA Output ---

Sandtown LCI Supplemental Traffic Study

Appendix E

Excerpts from Roundabouts: An Informational Guide

Federal Highway Administration

Sandtown LCI Supplemental Traffic Study

Appendix F

Excerpts from The Modern Roundabout

Georgia DOT (draft, May 2000)