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I <br />I <br />I <br />i * ? <br />4 i <br />I f <br />* ^ <br />«r • • <br />*4 <br />» « <br />* • <br />» 4 <br />» f <br />r <br />The key to the analyses has been providing an improvement package that will improve the safety <br />and capacity of the CSAH 15 corridor and at intersections throughout the corridor. The <br />following provides a brief discussion of the improvement concepts with regard to some of the <br />positive and negative aspects of each. <br />Provision of a Center Two-Way Left Turn Lane - The provision of a center two-way left turn <br />lane (TWLTL) provides an increase for through movement capacity, and improves safety, <br />particularly a reduction in rear end accident potentials. Such an improvement would require the <br />provision of a TWLTL that would range in width from 12-feet (minimum) to 16-feet (desirable). <br />This treatment could be provided for the entire length of the study corridor or only at locations <br />where multiple access (public street or private drives) is present. <br />Provide Exclusive Right Turn Lanes at Public Street Intersections - This lane provision reduces <br />accident potentials at the intersections and increases the intersection capacity. The storage length <br />of such lanes would depend on traffic demands but it is envisioned that storage lengths would not <br />be less than 100 feet. A taper length of between 35 and 40 to one should be provided for each <br />right turn lane. <br />Provision of Left Turn Lanes at Public Street Intersections - This improvement type also reduces <br />certain accident types such as rear end and sideswipes while providing an improvement in the <br />intersection capacity. Turn lanes should not be less than 100 feet. <br />Provision of Bypass Lanes at Private Driveways - A popular treatment along two-way roadways, <br />one that increases safety and decreases delay, is the provision of a bypass lane for through traffic <br />at a driveway location. Such bypass lanes are also used at low volume public street intersections. <br />Access Management - Any improvement to CSAH 15 should consider the consolidation of <br />access in order that the number of access openings can be reduced. Studies have indicated that <br />roadways with fewer access openings have an accident rate that is less than a similar roadway <br />with more access openings. <br />Provision of a Traffic Signal at CSAH 15 and CSAH 51 - The peak period traffic count that was <br />conducted at this intersection indicates that the peak hour traffic signal warrant is satisfied. The <br />morning hours delay in negotiating a left turn from CSAH 51 to CSAH 15 is quite lengthy given <br />the volumes on CSAH 15. It needs to be noted that from the CSAH 15 signal with CSAH 19, <br />then proceeding east and north along CSAH 15 to Highway 12, CSAH 15 traffic flows <br />unimpeded. CSAH 15 traffic does not encounter a signal or stop sign along this segment length <br />of approximately 5.3 miles. A segment of such length does not allow vehicles to be in a platoon, <br />thus decreasing the amount of gaps that would be available for traffic to access CSAH 15. <br />Provision of a Traffic Signal at CSAH 15 and Orono Orchard Road - The peak hour counts did <br />not satisfy the peak hour volume signal warrant. However, it could be possible that summer <br />counts at this location would satisfy signal warrants. A signal, with some access management, <br />may be an advisable project at this location. <br />♦