Gray & Osborne, Inc., Consulting Engineers

the anticipated volume of left-turns from Argyle Avenue onto Grover
Street, left-turn storage (150 feet long) is recommended. Figure 5-14 shows
the above described improvements.
•

Turn Point Road/Harrison Street/Warbass Way – This intersection has
limited movements through it due to the one-way configuration on Harrison
Street and Warbass Way as they merge with Turn Point Road. The left-turn
movement from Harrison Street onto Warbass Way is the only critical
movement and currently operates at level of service “A.” The Turn Point
Road/Pear Point Road connector will decrease the volumes through this
intersection upon its completion, although future miscellaneous
development in the area along with the development of the Buck property
(Area 5) would attract traffic through the intersection since it is the most
direct route into the central business district. Although future volumes
would be higher than the existing volumes, they are still projected to be low
and the intersection could be expected to operate at level of service “A.”
As such no additional lanes or revisions in traffic control are needed.

•

Harrison Street/Warbass Way/”B” Street – This intersection is currently
stop sign controlled on the minor leg approaches, i.e., northbound and
southbound traffic on “B” Street and Warbass Way are required to stop and
traffic on Harrison Street is free-flowing. All approaches to the intersection
consist of one lane and the critical movements are currently operating at
level of service “A.” The future construction of the Turn Point Road/Pear
Point Road connector is expected to divert some traffic from this
intersection, although many of the local drivers will continue to use this
route when traveling to the central business district. Future residential
development in the area (the Buck property – Area 5) and miscellaneous
background growth would attract motorists through the intersection, thereby
counter-acting the impacts from the diverted trips. Even with these
relatively minor increases from development, the future volumes through
the intersection will remain low and all critical movements are expected to
operate level of service “B” or better during the p.m. peak hour. As such,
no additional lanes or revisions in intersection control are needed.

Besides the channelization and intersection control improvements noted above, most
locations lack urban improvements, i.e., curb, gutter, sidewalk and street lights which
should be included with any improvements or revisions completed at the intersections.

5-26
October 2008

San Juan County
UGA Infrastructure Feasibility Study