HomeMy WebLinkAboutStudies ENG 2/15/2011
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TRAFFIC IMPACT ANALYSIS
FOR
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Main Street Mixed Use Site
Springfield, Oregon
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October 13, 2010
Prepared For:
OBO Enterprises
1390 Grosbeak Drive
Redmond, Oregon 97556
Prepared Bv:
BRANCH ENGINEERING, INC.
310 Fifth Street
Springfield, Oregon 97477
Phone (541) /'46-0637.
Fax (541) 746-0389
Project No. 09-159
Date Received
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lYPCX/J~O ~
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Original Submittal
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TRAFFIC IMPACT ANALYSIS
FOR
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Main Street Mixed Use Site
Springfield, Oregon
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October 13, 2010
Prepared By:
EXPIRES: JUNE 30, 2011
BRANCH ENGINEERING, INC.
310 Fifth Street
Springfield, Oregon 97477
Phone (541) 746-0637
Fax (541) 746-0389
Project No. 09-159
Date Received:
FEB t 520ft
Original SUbmittal
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TABLE OF CONTENTS
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1. EXECUTIVE SUMMARY.......................................................................1
2. INTRODUCTION ...................................................................................2
3. PROPOSED DEVELOPMENT ..............................................................3
Site Characteristics.................... ......................................................3
Alternate Access................ ..............................................................3
Access Management.......................................................................3
Truck Turning Analysis....................................................................3
4. EXISTING CONDITIONS ......................................................................5
Roadway Network................................ ..... ....... ................................5
Intersections..................................... ........... ......... ..... ......................5
Transit Facilities................................. ................ ........ ......................7
Non-motorized Facilities............................................... ........... ..... ...7
Crash Analysis.................................... .............. ...... ............. ..........7
Existing Traffic Volumes.. ............................................................9
Heavy Vehicles ................................. .................. .. .......................9
Seasonal Adjustment.................................................................... .11
5. FUTURE TRAFFIC VOLUMES ...........................................................13
Growth ..... ................................ ... ..................................... ............. .13
Intersections ...................................... ............. .............................16
Trip Generation............................................................. ................ .16
Site Traffic and Distribution............................................................17
6. INTERSECTION PERFORMANCE .....................................................25
Mobility Standard... ...................................................................... ..25
Vehicle Queuing.... .......................................,...................... ......... .26
7. INTERSECTION SIGHT DISTANCE...................................................30
9. RECOMMENDATIONS AND CONCLUSION .....................................31
Date Received:
FEB 1 5 2011
Original Submittal
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LIST OF FIGURES
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Vicinity Map......... ..__ ........................................... ..................2
Site Plan................ ..._.......................... __... __....... _..... _ ._............4
Existing Lane Usage and Intersection Controls.____.__. _________...6
Existing Year 2010 Unadjusted Traffic Volumes and Truck
Percentages from Traffic Counts __...._____..___.___________________.____.10
Figure 5: Existing Year 2010 Adjusted and Balanced Design Hour
Traffic Volumes and Seasonal Adjustment Factors__.__.________12
Figure 6: Year 2011 Applied Growth Rate Factors and Development
Level Background Design Hour Traffic Volumes ....________.__..14
Figure 7: Year 2016 Applied Growth Rate Factors and Planning Level
Background Design Hour Traffic Volumes.__.____._________.......__15
Figure 8: Assignment of Potential Site Generated Traffic without Main
Street Driveway ____________________________ _______.___ ________________________..18
Figure 9: Year 2011 'Build' Traffic Volumes without Main Street
Driveway. . ___._._.................__....... ..__......___.___._.. ________.._19
Figure 10: Year 2016 'Build' Traffic Volumes without Main Street
Driveway............ _... _......... . .................................................... 20
Figure 11: Lane Configuration and Intersection Controls with Site
Driveway on Main Street ..__._______._____....__._..__.._......_............21
Figure 12: Assignment of Potential Site Generated Traffic with Main
Street Driveway.................. _....... _ __ _. _ _. _. __ _ _.' _ _. _ _ _.. __ _ _...... _... ....22
13: Year 2011 'Build' Traffic Volumes with Main Street Driveway 23
14: Year 2016 'Build' Traffic Volumes with Main Street Driveway 24
15: Site Plan with Queue Storages and Queue Requirements...29
Figure 1:
Figure 2:
Figure 3:
Figure 4:
Figure
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Date Received:
FEB 1 5 2011
Original Submittal
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LIST OF TABLES
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Table 1: Roadway Characteristics .......................................................5
Table 2-A: Crash History (Segment Crashes) ..........................................7
Table 2-B: Intersection Crash History (Main Street Intersections) ............9
Table 3: Trip Generation (PM Peak Hour) ..........................................16
Table 4: Level of Service Criteria........................................................25
Table 5: Intersection Performance (PM Peak Hour) ...........................26
Table 6: Year 2011 Development Level Queuing Summary
(PM Peak Hour) .......................... .............. ..................27
Table 7: Year 2016 Planning Level Queuing Summary
(PM Peak Hour) ................................ ................. ......28
Table 8: Intersection Sight Distance Evaluation .................................30
LIST OF APPENDICES
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Appendix A: ODOT Traffic Impact Study Scoping Checklist
Appendix B: Oregon Administration Rules (Access Management Spacing
Standards)
Appendix C: Lane Transit District Route Schedules
Appendix D: ODOT Crash Data
Appendix E: Traffic Count Summaries
Appendix F: Growth Data and Seasonal Adjustments
Appendix G: ITE Trip Generation Data
Appendix H: Existing Year 2010 Intersection Performance Calculations
Appendix I: Development Year 2011 SYNCHRO Intersection
Performance Calculations
Appendix J:
Appendix K:
Development Year 2011 SimTraffic Queuing Reports
Planning Year 2016 SYNCHRO Intersection Performance
Calculations
Appendix L: Planning Year 2016 SimTraffic Queuing Report
Appendix M: AASHTO Intersection Sight Distance Tables
Date Received:
FEB f 5 2011
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51st & 52"d AND MAIN STREET SITE
PAGE 1 OF 32
1.
EXECUTIVE SUMMARY
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Description
The development site is located on the south side of Main Street (McKenzie Highway) between 5] 51
Place and 52"d Street in east Springfield. The site consists of I .50 acres and is mostly undeveloped. The
site has one existing single family residence at 5195 Main Street that is planned to be removed prior to
new construction. The site previously had an additional single family residence at 5175 Main Street, but
it has been removed. The proposed change of use consists of redeveloping the site with a 2,500 square
foot fast food restaurant with drive-thru window, a 3,000 square foot retail establishment, and] 5
apartments. For access permit analyses, the worst case scenario of a 24-hour convenience store is
assumed for the retail portion. The current community commercial zoning designation supports the
proposed land uses, and a zone change is not required.
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Site Access
To determine if reasonable access was available to the site without direct highway access simulations
were performed utilizing OOOT approved software to compare queues at side strcet approaches and
driveways under two different scenarios: without a Main Street access to the site and; with a Main Street
access to the site. Traffic conditions were simulated with anticipated city required mitigation in place
that includes constructing separate left and right-turn lanes at the northbound 5 I 51 Place approach to
Main Street, which is currently a shared turn lane. The site has an existing access between 51 sl Place and
52"d Street which has previously allowed full turning movements at Main Street from a residence that
recently burned. In the build scenarios with a Main Street driveway, the Main Street driveway was
assumed to be limited to right-in right-out (RIRO) movements only as there was negligible improvement
to the operations by adding left-turns to the highway access, and left turning queues at the access could
interfere with driveway operations across the street. Pending approval from OOOT, the site will
continue to be served by this access in some capacity, and will also feature access driveways on both
51 sl Place and on 52"d Street. These additional side street driveways are necessary to accommodate left-
in/left-out movements, as well as provide for efficient on-site internal circulation.
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Traffic
Traffic impacts were evaluated for full development build-out in the year 20 I I and planning level traffic
in the 2016 horizon year during the PM peak hour. The proposed development is projected to generate
an average of 251 PM new vehicle trips accessing the site during the design hour.
Results
In summary, the proposed development will not cause significant adverse impact on the performance of
the existing or proposed transportation system with the addition of a Main Street driveway to access the
site.
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Date Received:
~ Branch Engineering, Inc.
FEe 1 5 2611
October 13, 2010
I
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52,d AND MAIN STREET SITE
PAGE 2 OF 32
2.
INTRODUCTION
Branch Engineering Inc. has been retained by OBO Enterprises to evaluate potential traffic impacts
associated with development of the site. This report strives to meet the ODOT Traffic Impact Study
requirements as presented in the scoping checklist dated December 10,2009 (see Appendix A). Included
in the analysis is a summary of existing and proposed transportation infrastructure, documentation of
observed traffic volumes, projected post development 'Build' traffic volumes, a segment crash analysis
over a 1.07-mile segment adjacent to the development, an intersection crash analysis, a sight distance
report, and an intersection performance evaluation for the relevant intersections.
The following is a list of scenarios analyzed in this report:
.:. Year 2011 'Existing' Traffic Volumes (PM Peak Hour)
.:. Year 2016 'No-Build' Traffic Volumes (PM Peak Hour)
.:. Year 2011 'Build' Traffic Volumes (PM Peak Hour)
.:. Year 2016 'Build' Traffic Volumes (PM Peak Hour)
Figure I illustrates the location of the proposed development.
FIGURE 1: Vicinity Map
Date Received:
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FEB 1 5 2011
l~ Branch Engineering, Inc.
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Original Submittal
October 13, 2010
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TRAFFIC IMPACT ANALYSIS: 51" & 52"d AND MAIN STREET SITE
PAGE 3 OF 32
3.
PROPOSED DEVELOPMENT
Site Characteristics
The property is identified on Assessor's Map 17-02-33-33, tax lots 6200 and 6300. Tax lot 6200
previously had a single family residence that has been removed. Tax lot 6300 currently has a single
family residence that is planned to be removed when construction begins to redevelop the site.
Alternate Access
The property will be served via two full movement driveways on local streets and pending ODOT
approval, a limited movement driveway on Main Street. The full movement driveways are planned to be
on South 51 st Place and on 52"d Street. The planned limited movement driveway on Main Street will
feature right-in and right-out (RIRO) turning movements only.
Access Management
In evaluating minimum spacing requirements, a reference, was made to The Oregon Administration
Rules (OARs), 734-051-051 Highwav Approaches. Access Control. Spacing Standards and Medians.
According to Table I, Access Management Spacing Standards for Private and Public Approaches on
Statewide Highways, the minimum separation between a driveway and the nearest intersection on the
same side ofthntreet on Main Street (45MPH urban arterial statewide highway) is 990 feet.
The actual approach spacing at the planned Main Street driveway is roughly 198 feet from the upstream
South 51 st Place approach, and 176 feet for tlie downstream South 52"d Street approach. There are
numerous other driveways/approaches within the 990 foot spacing. Although the spacing is less than the
preferred, it was found that the proposed approach, which is limited to right-in and right-out turning
movements only, is located at the best location possible to limit interference with adjacent
approaches/intersections. The operational safety ofthese locations is evaluated in the queuing and
performance sections of the report. Table I is included for information in Appendix B.
Truck Turning Analysis
The proposed internal driveways will provide interconnectivity between the two lots and the respective
parking areas, for an efficient circulation pattern. Large vehicle circulation was evaluated to ensure
typical delivery trucks could circulate into, through, and out of the site. The design vehicle for this site is
a single unit (SU) delivery truck. The simulations were performed using the computer software
AutoTURN 5.1.1, by Transoft. The proposed site will accommodate this vehicle safely and efficiently;
however, the Main Street access should be looked at closely during the site review process to confirm
that delivery trucks and emergency vehicles are accommodated.
The site plan with proposed buildings and large vehicle simulations is shown in Figure 2.
l@, Branch Engineering, Ine.
Date Received:
October 13. 2010
FEB 1 5 2011
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51st & 520d AND MAIN STREET SITE
PAGE 5 OF 32
4.
EXISTING CONDITIONS
Roadway Network
The relevant roadways for this study are:
.:. Main Street (McKenzie Highway)
.:. South 51 st Place
.:. South 520d Street
The following table shows the characteristics of the roadways mentioned above:
TABLE 1: Roadway Characteristics I
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Travel Bike On- Posted or
Roadway Classification Lanes Sidewalks Lanes Street Statutory
parking Speed
Main Street Major Arterial 4' Yes Yes No 40
South 51" Place Local 2 No No Yes 25
South 520' Street Local 2 East Side No Yes 25
only
*There is also a two-way left-turn lane (TWL TL) in the median section to facilitate left turns to side streets and driveways
Intersections
According to ODOT's scoping sheet, three intersections required analysis. The relevant three
intersections for this study are:
.:. Main Street/South 51 st Place
.:. Main Street/South 520d Street
.:. Main Street/Site Access
All studied intersections are stop controlled. Existing lane usage and intersection controls are shown on
Figure 3.
1@iBranch Engineering, Inc.
Date Receiyed:
FE81 5 20"
October 13, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52" AND MAiN STREET SITE
PAGE 6 OF 32
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EXISTING LANE USAGE AND
INTERSECTIOIV CONTROLS
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~@ Branch Engineering, Inc.
Date Received:
FEB1 5 2011
October 13, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52"d AND MAIN STREET SITE
PAGE 7 OF 32
Transit Facilities
The existing development site is serviced via Lane Transit District (L TD) Route II (Thurston). There is
a bus stop near the development on either side of Main Street for eastbound and westbound transit riders
within a half a block of the site. The route is serviced every] 0 to 15 minutes throughout the day. L TD
route schedules are included in Appendix C.
Non-Motorized Facilities
Main Street is improved with sidewalks and bike lanes adjacent to both directions of travel. The local
street character and low posted speeds on South 52nd Street and South 51st Place allow bicycle traffic to
share the road with vehicular traffic without conflict, and no separate bike lanes are striped. South 52"d
Street has a sidewalk on the east side only. South 51st Place does not currently have sidewalks in the
vicinity of the project site. Sidewalks on 51st Place and on 52nd Street will be included with the
development's off-site improvements.
Crash Analysis
An analysis of crash history was performed for the relevant existing studied intersections and a segment
of Main Street centered at the project site. The most recent three full years of crash data available from
ODOT was evaluated for the period from January 1,2007 through December 31,2009 for a 1.07 mile
segment on Main Street that spans one half-mile east of 52nd Street and one half-mile west of 51" Place,
and at the intersections at 5] 51 Place and 52nd Street at Main Street.
Based on the ODOT supplied crash data, during the period of analysis, there were 33 segment crashes
reported on the 1.07 mile segment of Main Street that encompasses the site. There were no crashes
reported as intersection crashes at South 5] 51 Place and Main Street and three crashes reported as
intersection crashes at South 52nd Street and Main Street. Crash Rates and crash types are summarized in
Tables 2-A and 2-8. The referenced ODOT crash data is included as Appendix D.
----- I
Table 2-A: CRASH HISTORY ,
Segment Crushes I
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(not including intersection crushes)
Crash Severity Crash Type
Year Ped/ Total Crash
PD~ Injury Fatal Rear Turn Head Side Fixed Bike Rate
2007 9 5 0 6 4 0 0 3 1 14 2.30
2008 2 5 0 3 2 0 1 0 1 7 1.15
2009 6 4 2 4 3 1 1 1 2 12 1.97
Total 17 14 2 13 9 I 2 4 4 33 1.81
~ Branch Engineering, Inc.
~
Date Received:
F-m1 5 2011
October 13, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 520' AND MAiN STREET SITE
PAGE 8 OF 32
As shown in Tab]e 2-A, a total of 33 crashes were reported over the three-year period from January],
2007 to December 31, 2009 on the segment of Main Street between mile-points 5.] 7 and 6.24, which is
centered at the site. The 33 reported crashes do not include crashes that were listed on ODOT reports as
intersection crashes. The ADT from the 2009 Traffic Volumes Tab]e available from ODOT is 15,600 at
mile-point 6.01, which results in an average calculated crash rate of 1.8] crashes per million vehicle
miles traveled (CPMVMT), which is less than the statewide average of2.35 CPMVMT on roadways
characterized as Other Principal Arterials located in urban cities.
In Tab]e 2A there were two reported fatal accidents, both involved pedestrians crossing Main Street. The
statewide fatal crash rate for Other Principal Arterials in urban areas is 0.86 fatal crashes per 100 million
vehicle miles of travel. The calculated fatal crash rate over the three year period of analysis was 1.00
fatal crashes per 100 million vehicle miles oftrave], which was slightly higher than the statewide
average for urban areas with similar roadway classifications. The primary conditions contributing to the
two fatalities were high operating speeds, lack of crossing facilities, and inadequate roadway lighting.
The Oregon Department of Transportation is currently evaluating potential remedies to the crash and
fatality rates in the area.
The Federal Highway Administration (FHW A) and OOOT classify locations where there are greater
than three crashes over a three year period, or where there have been one or more fatal crashes as Safety
Priority Index System (SPIS) sites. SPIS locations are 0.]0 mile segments of roadway on the state
highway system and are identified as areas for safety improvements. The segments of Main Street
between mile-points 5.55 to 5.70 and 6.14 to 6.53 have been identified in 2009 ODOTfFHWA SPIS
reports as top five percent SPIS locations, meaning that they are in the top five percent ofthe locations
with the highest crash/fatality rates in Oregon. The SPIS designation/percentile is determined based on
crash frequency, crash rate and crash severity. Recent upgrades to Main Street have been focused on
enhancing the safety of pedestrian crossings on these segments of roadway. The Oregon Department of
Transportation is currently evaluating potential remedies to further improve the safety in this area, and
has completed recent projects that include striping bike lanes and providing median refuges for
pedestrian crossings. ODOT has identified access management; including limiting left turns, as a
possible remedy to mitigate against the existing crash patterns. ODOT lists access management as a way
to improve safety on the identified segments of roadway. The proposed site driveway on Main Street
will be limited to right-in and right-out turning movements only and is centered at mile-point 5.72 of
Main Street, which is outside of either of the identified SPIS location boundaries.
Date Received:
l@) Branch Engineering, Inc.
FEB 1 5 2011
October 13, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52'd AND MAiN STREET SITE
PAGE 9 OF 32
'------Table 2-8: INTERSECTION CRASH HISTORY~
Main Street Intersections I
Crash Crash Type
Intersection Severity Total Crash
PD~ Injury Rear Turning Rate
Main Street at S. 51" Place 0 0 0 0 0 0
Main Street at S. 52'. Street 2 I ] 2 3 0.]7
As shown in Table 2B, there were no crashes reported at the South 51 st Place intersection with Main
Street. Three crashes were reported at the South 52nd Street intersection with Main Street. The
intersection crash rate was calculated to be 0.17 crashes per million entering vehicles (CPMEV) and was
not considered unusual in crash types or frequency of occurrences.
Existing Traffic Volumes
Existing Average Daily Traffic (ADT) volumes were obtained from the 2009 ODOT Traffic Volume
Tables. Street ADT volumes on 51 st Place and on 52nd Street were estimated by applying a factor of 10
to the PM peak hour adjusted traffic volume. Traffic counts are based on typical weekday 24 hour
periods. The available published or factored ADTs in the project vicinity are as follows:
Roadwav
Main Street
South 51" Place
South 52nd Street
ADT
15,600
790
840
Existing peak hour traffic volumes were determined by manual traffic counts conducted by Branch
Engineering staff in June, 20 I O. The counts were taken between 3 :30PM and 6:30PM on a typical
weekday as required by ODOT (see Appendix E). Results of the counts indicate that the AM and PM
peak hours generally occur between 4:30 PM and 5 :30 PM, respectively, in the area of analysis.
Heavy Vehicles
Heavy vehicles were counted simultaneously during traffic count periods discussed previously. Since
there are no known adjustment factors to adjust the design hour truck percentages, truck percentages
based on average annual daily traffic (AADT) from the ODOT TRANSGIS software and ODOT
highway reports were substituted for count data in design simulations. The TRANSGlS software
indicated that the annual truck AADT percentages were 5.92 during 2009. The highway reports were
used to determine the vehicle occurrence in the traffic fleet. A TRANSGIS output file and ODOT
highway report depicting the described data is included in Appendix E with the count data.
The observed traffic volumes and percent heavy vehicles from counts are illustrated in Figure 4.
l@'iBranch Engineering, Inc.
Date Received:
FEB 1 5 2011
"
October 13, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 520d AND MAIN STREET SITE
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PAGE 10 OF 32
. EXISTING YEAR 2010 UNADJUSTED TRAFFIC VOLUMES
AND HEA VY VEHICLE PERCENTAGES FROM COUNTS
(PM PEAl" HOUFi)
1.04%959 ----+- ....- 6081.64%
21. .21
.., r+
16 20
0.00%
988 ---+-
1.04%
18.
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FIGURE 4
LEGtND
xx 0 PM PEAK HOUR
xxt'o Heavy Vehicle Percenioge
'.
1@: Branch Engineering, Inc.
EEB 1 520ft
October 13, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52,d AND MAiN STREET SITE
PAGE 11 OF 32
Seasonal Adjustment
Traffic volumes typically fluctuate throughout the year. The traffic counts were performed in the month
of June of2010 which is not representative of the peak period of the year. The observed peak hour count
data was seasonally adjusted using the 2009 Seasonal Trend Table from ODOT with the commuter
traffic trend. The peak period seasonal factor for Main Street was 0.8988. The count date seasonal
factors were 0.905 each, and were linearly interpolated to the count dates. The ratio between the June
count dates and the peak period ADT for the commuter trend was calculated to be 1.007. Therefore, the
design hour traffic volumes were 1.007 times greater than the observed traffic volumes.
Figure 5 shows the adjusted and balanced design hour traffic volumes, and applied seasonal adjustment
factors.
The data from ODOT's 2009 Seasonal Trend Table and the seasonal adjustment calculations are
included in Appendix F.
l@i Branch Engineering, Inc.
Date Received:
FEB , ~ zon
October 13, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 520' AND MAiN STREET SITE
PAGE 12 OF 32
EXISTING YEAR 20] 0 ADJUSTED AND BALANCED DESIGN HOUR
TRAFFIC VOLUMES AND SEASONAL ADJUSTMENT FACTORS
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(PM PEAK HOUR)
993 ~ +- 625
21. 1.007 .21
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\\ Moin Street rl\(McKefl7ip HWY
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xx ~ PM PEAK l-iOUR
X.XXX. SEASONAL ADJUSTMENT FACTOR
FIGURE 5
N.T.S.
'l@BranCh Engineering, Inc,
Date Received:
October 13, 2010
FEB 1 5 2011
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52'" AND MAIN STREET SITE
PAGE 13 OF 32
5.
FUTURE TRAFFIC VOLUMES
Growth
Future 'No Build' conditions were estimated by factoring existing traffic volumes by the projected
Average Annual Growth Rate (AAGR). The year 2009 ADT on McKenzie HWY at Mile Point (MP)
6.04 (0.019 mile west of OR 126) was published in the ODOT Traffic Volume Tables as 15,600 vehicles
per day (vpd). The Future Volume Tables project the ADT to be 23,600 vpd at this location on the state
highway (Main Street) in the year 2028. This results in a 2.699 percent per year projected linear growth
rate. The existing background traffic on Main Street was factored at a 2.7 percent per year. Traffic
volumes on 51" Place and on 52,d Street and on Main Street were adjusted from the existing seasonally
adjusted volumes to reflect future design hour traffic for development and planning level traffic
conditions. The development level traffic volumes reflect the expected year 20 I I background traffic
volumes and the planning level traffic volumes reflect the expected 2016 background traffic conditions.
Traffic volume tables and future volume tables from ODOT data are included in Appendix F.
Figure 6 shows year 20 I I development level background traffic conditions and the applied growth rate
factor. Year 20 16 planning level background traffic volumes and the applied growth rate factor are
shown in figure 7.
Date Received:
FEB 1 5 2011
l@i Branch Engineering, Inc.
Original Submittal
October 14, 2010
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TRAFFIC IMPACT ANALYSIS: 51" & 52"d AND MAIN STREET SITE
i:
1
PAGE 14 OF 32
:'
,
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YEAR 2011 APPLIED GROWTH RATE FACTORS
AND DEVELOPMENT LEVEL BACKGROUND DESIGN
HOUR TRAFFIC VOLUMES
('NO-BUILD')
(PM PEAK HOUR)
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LEGEND
XX PM PE 4K HOUR
(X.XXX)~ GRO\'ITH R4 TE FtCTOR
FIGURE (;
Date Received:
~ Branch !:ngineering, Inc.
FEB 1 5 2011
Original Submittal
October 14, 2010
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TRAFFIC IMPACT ANALYSIS: 51st & 520d AND MAIN STREET SITE
PAGE 15 OF 32
YEAR 2016 APPLIED GROWTH RATE FACTORS
AND PLANNING LEVEL BACKGROUND DESIGN
HOUR TRAFFIC VOLUMES
('NO-BUILD')
(PM PEfJ.K HOUR).
Mom .str~Pi (I\(McKf'n IF HWY
~~mf~ /
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LEGEND
XX PM PEAK HOUR
(XXX): GROWTH RATE FA.CTOr~
FIGURE 7
Date Received:
FEB 1 5 2011
October 14, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 520d AND MAIN STREET SITE PAGE 16 OF 32
Intersections
According to ODOT's scoping sheet, three intersections required analysis. The intersections for this
study are:
.:. Main Street (McKenzie Hwy) at 51" Place
.:. Main Street (McKenzie Hwy) at Site Access
.:. Main Street (McKenzie Hwy) at 520d Street.
All study area intersections are stop controlled. At the request ofODOT, the northbound approach to
Main Street at South 51" Place was modeled and analyzed utilizing mitigated conditions that include
separate left and right turn lanes. The planned site driveway on Main Street was modeled and analyzed
assuming a right-in right-out only driveway would be permitted (no left-turns).
Trip Generation
The community commercial zoning of the subject property allows an array of uses. The site usage is
planned to include 15 apartment units, a 2,500 square foot fast food restaurant with drive-thm window
and a 3,000 square foot retail establishment. Trio Generation. 8th Edition published by the Institute of
Transportation Engineers (ITE) was used to estimate worst case scenario site generated traffic allowed
under the current community commercial zoning and the previously mentioned land uses. Potential site
generated traffic from a worst case development scenario includes 251 PM trips. The trip generation of
the previously mentioned land uses is provided in the table below.
The referenced data is included in Appendix G.
r-
- - ----
Table 3: TRIP GENERATION
(PM PEAK HOUR)
l ITE Land Use Units Trip Rate Trips IN IN OUT OUT i
Land Use Code (%) (#) (%) (#)
-- - - n_ - --.- --- -
220 APARTMENTS 15 0.62 9 65% 6 35% 3
Convenience Store
851 (24 Hour) 3 52.41 157 51% 80 49% 77
934 Drive-Thru Restaurant 2.5 33.84 85 52% 44 48% 41
TOTALS 2S1 130 121
Date Received:
. \@1 Branch Engineering, Inc.
FEB 1 5, 2011
Original submittal
October 14. 2010
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TRAFFIC IMPACT ANALYSIS: 51" & 52'd AND MAIN STREET SITE
PAGE 17 OF 32
Site Traffic and Distribution
The directional distribution of traffic on Main Street was observed to include 60 percent from west to
east and 40 percent from east to west during the PM peak hour. Traffic was distributed to the site with
the existing traffic distribution as an indicator of trip origins and destinations with the pass-by trip
pattern also considered (exiting traffic continuing in the same direction as before visiting the site).
Although pass-by trip distribution patterns were not reduced from the adjacent street traffic volumes to
be redistributed to the site driveways/impacted intersections, the pattern was considered in the
distribution of site traffic. The impact of pass-by trips would continue to require turning movements at
the site driveways and study area intersections to access the site.
Figure 8 represents the trip distribution and assignment with no direct access to Main Street. Figures 9
and 10 depict the, year 2011 development level 'build' traffic conditions, and the year 2016 planning
level build traffic conditions without a Main Street driveway approach.
Figure II shows the lane configurations and intersection controls associated with a right-in right-out
driveway approach at Main Street. Figure 12 shows the trip distribution with a Main Street driveway.
Figures 13 and 14 show the year 201] development level 'build' and year 2016 planning level 'build'
traffic conditions with a Main Street driveway approach.
Date Received:
FEB 1 5 2011
1@llJraneh Engineering, Ine.
Original submittal
October 14, 2010
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TRAFFIC IMPACT ANALYSIS: 51" & 52,d AND MAIN STREET SITE
PAGE 18 OF 32
ASSIGNlvIENT OF POTENTIAL SITE GENERATED
TRAFFIC WITHOUT MAIN STREET DRIVEWA Y
(PM PEAK HOW,;
a 9'
i L.
L92
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FIGURE IJ
Date Received:
1@, Branch Engineering, Inc.
FEB 1 52011
October 14, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52'd AND MAIN STREET SITE
PAGE 19 OF 32
;i
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YEAR 2011 'BUILD' TRAFFIC VOLUMES
WITHOUT MAIN STREET DRIVEWA Y
(PM PEAK HOUR)
.......-547
1124 --+ 4-- 671
'". .2'
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FIGURE 9
Bate=Reeeived.
FEB 1 5 2011
l@1 Branch Engineering, Inc.
Original Submittal
October 14, 2010
1095 --+ -+--640
2' . .42
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TRAFFIC IMPACT ANALYSIS: 51" & 52"" AND MAIN STREET SITE
PAGE 20 OF 32
,
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YEAR 2016 'BUILD' TRAFFTC VOLUMES
WITHOUT MAIN STREET DRIVEWA Y
(PM PEAK HOUR)
1164---+ .....-731
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Date Received:
FEB t 5 2011
Original Submittal
,
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October 14, 2010
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TRAFFIC IMPACT ANALYSIS: 51st & 52'd AND MAIN STREET SITE
PAGE 21 OF 32
il
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WITH STTE DRIVEWA Y ON MAIN STREET
<:=
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FIGUIIE 11
Elate-Receivud:
'l@ Branch Engineering, Inc.
FEB 1 5,2011
. Original submittal
<:=
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October 14, 2010
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TRAFFIC IMPACT ANALYSIS: 51st & 52"d AND MAIN STREET SITE
PAGE 22 OF 32
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ASSIGNMENT OF POTENTIAL SITE GENERA TED
TRAFFIC WITH MAIN STREET DRIVEWA Y
(PM PEAK HOUR)
Main Slreet rI\(fi!rCAf'n7IE ;-;'I/y"- \
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nCUUE 12
DateRecelve
FEB 1 52011
October 14, 2010
Original submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52" AND MAIN STREET SITE
PAGE 23 OF 32
1068 -+ +- 579 1058 -+ +- 70J 1085 -+ +-640
72. .24 49. 19. .42
., ,.. ,.. ., ,..
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YEAH 2011 'BUILD' TRAFFIC VOLUMES
WITH MAIN STHEET DRIVEWA Y
(PM PEAK HOUR)
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FIGURE /3
DateJ:iecehled'
FEB r 5.2011
i@1Branch Engineering, Inc.
Original Submittal
October 14, 2010
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TRAFFIC IMPACT ANALYSIS: 51st & 52"d AND MAIN STREET SITE
PAGE 24 OF 32
11
YEAR 2016 'BUILD' TRAFFIC VOLUMES
WITH MAIN STREET DI<IvEWA Y
(PM PEAK Hour,)
1203 ----to- 1195 --+ .......,. 790 1220 --+
75. .27 49. 2f. .44
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i\'.T.S.
~ Branch Engineering, Inc.
"
~:
FEB 1 5 2011
October 14, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52,d AND MAIN STREET SITE
PAGE 25 OF 32
6.
INTERSECTION PERFORMANCE
To satisfy applicable road authority standards, intersection perfonnance was evaluated to detennine
Volume to Capacity (VIe) ratios and Levels of Service (LOS) based on delay. Vehicle queuing was also
calculated to detennine and compare queue lengths under various build and no-build scenarios. Capacity
and LOS calculations for unsignalized intersections were performed with the computer program
SYNCHRO 7, by Trafficware. Vehicle queuing was calculated with the software program SimTraffic,
also by Trafficware.
Mobility Standard
Level of service, based on vehicle delay, is classified by a letter scale from 'A' to 'F'. LOS 'A'
represents optimum operating conditions and minimal delay. LOS' F' indicates over capacity conditions
causing unacceptable delay. Based on TransPlan, LOS 'E' is considered the minimum acceptable level
of service by the City of Springfield for public facilities. Main Street is under 0001' jurisdiction, and
study area side streets are under city of Springfield jurisdiction.
The LOS determined by average delay per vehicle as established in the Highwav Capacitv Manual, 2000
(HCM) is as follows:
------ ~--
TABLE 4: Level of Service Criteria I
Level of Service Unsignalized
A < 10 see
B >10 and 515 see
C >15 and525 see
D >25 and 535 see
E >35 and:"S 50 see
F > 50 see
Another measure of congestion is performed by dividing the number of vehicles utilizing a
transportation facility by the calculated capacity of the facility, resulting in a volume to capacity (vie)
ratio. Based on the 1999 Oregon Highway Plan, the mobility standard (maximum acceptable volume to
capacity ratio) within a Metropolitan Planning Organization is 0.85 for Main Street, which is considered
a Statewide Hwy, and 0.90 for side streets, which are considered Local Interest Roads.
A copy ofOOO1"s mobility standard and results of the intersection performance calculations are
documented in Appendices H, I and J, and are summarized in the following table:
Date Received:
~@i Branch Engineering, Inc.
FEB 1 5. 2011
October 14, 2010
OrigInal Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52'd AND MAIN STREET SITE
PAGE 26 OF 32
1--- - TABLES: Intersection Performance-------I
I (PM Peak Hour) I
,
2010
'Existing'
2011
Background
'No-Build'
2016
Background
'No-Build'
2016
Main Street at
51" Place
Eastbound Thru-Right N/A 0.41 N/A 0.43 N/A 0.44 N/A 0.46 N/A 0.48 N/A 0.48 N/A 0.50
Westbound Left B 0.04 B 0.04 B 0.05 B 0.05 B 0.05 B 0.06 B 0.06
Northbound Approach C 0.11 C 0.12 C 0.24 C 0.10 C 0.15 C 0.26 C 0.12
Main Street at
Site Access
Eastbound Thru-Right N/A N/A N/A N/A N/A N/A N/A 0.45 N/A N/A N/A N/A N/A 0.49
Northbound Ri9ht N/A N/A N/A N/A N/A N/A B 0.11 N/A N/A N/A N/A B 0.12
Main Street at
52" Street
Eastbound Thru-Right N/A 0.42 N/A 0.44 N/A 0.47 N/A 0.46 N/A 0.48 N/A 0.51 N/A 0.50
Westbound Left B 0.03 B 0.03 B 0.08 B 0.08 B 0.04 B 0.09 B 0.09
Northbound Approach C 0.15 C 0.16 C 0.25 D 0.37 C 0.20 C 0.29 D 0.43
51 Place at
Site Driveway
Westbound A roach N/A N/A N/A N/A A 0.10 A 0.03 N/A N/A A 0.11 A 0.03
52 Street at
Site Driveway
Eastbound A roach N/A N/A N/A N/A A 0.03 A 0.06 N/A N/A A 0.03 A 0.07
As shown in Table 5, the addition of development traffic does hot degrade the intersection performance
at study area intersections or at the proposed driveways to below the City of Springfield LOS mobility
standard of LOS E under any of the development conditions. Furthermore, the build conditions shown in
Table 5 maintain acceptable measures of performance listed in Table 6 of Policy I F of the 1999 Oregon
Highway Plan for non-stopped state highway approaches and two-way stopped local interest roads.
Vehicle Queuing
In addition to capacity calculations, vehicle queue calculations were performed for the Study Area
intersections. To review the various access development assumptions and verify if reasonable access
could be available to the site, the analysis software programs SYNCHRO 7 and SimTraffic 7, by
TrafficWare were utilized to model development scenario traffic conditions to determine if queue
lengths create a blocking condition for approach movements on Main Street at 51 st Place and/or 52nd
Street with and without a direct site access on Main Street. SimTraffic utilizes random number seeding
to generate approaching traffic scenarios and simulate resulting traffic conditions. For ODOT reports, a
minimum five runs need to be simulated with the ~ueue lengths calculated from the average of the five
~ l Date Received:
ii'iji\'1 Branch Engineering, Inc.
~ ' FEB 1 5 2011 October 14, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52"d AND MAIN STREET SITE
PAGE 27 OF 32
runs. It should be noted that the random number seeding may not produce identical results each time five
runs are averaged. Calculated queue lengths vary on separate five run averages and depend on the
seeding. The following tables summarize the projected intersection queuing rounded up to the nearest 25
foot increment from SimTraffic Reports. Output files documenting queue length calculations from
SimTraffic are included in Appendices K and L.
I~--..
I
TABLE 6: Year 2011 Development level
Queuing Summary (PM Peak Hour)
Background 'Build'
'No-Build' Conditions
No Direct Main
Street Access
'Build'
Conditions
Right-in Right-
Out Driveway on
Main Street
Available Ave 95 Ave 95"'
Intersection Link Storage Queue Queue Queue Queue
(ft) (ft) (ft) (ft) (ft)
Site Driveway WBLR N/A 75 100 25 50
on NBTR 450+ N/A 150 450 0 0
51" Place SBLT 102 50 100 25 25
EBTR 500+ 0 0 75 250 0 25
Main Street WBL 350+ 25 50 75 200 25 50
at WBT 350+ 0 0 75 300 0 0
51" Place NBL 102 50' 75' 75 200 25 75
NBR 102 50 100 50 75
Main Street at EBTR 198+ N/A N/A 0 25
Site Driveway NBR N/A 50 75
Main Street EBTR 500+ 0 25 0 0 0 25
WBL 350+ 25 50 25 50 25 75
at WBT 200+ 0 0 50 200 0 0
52"d Street
NBLR 102 50 75 75 125 75 125
Site Driveway EBLR N/A 25 75 50 75
on NBTL 450+ N/A 25 150 0 25
52"d Street SBTR 102 0 0 0 0
N/A=Not applicable
*Undcr No-Build conditions, the northbound approach to Main Street at 5)$1 Place is assumed to be a shared left-right lane
Date Received:
~~I Branch Engineering, Inc.
~
FEB 1 5 2011
October 14. 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51st & 520d AND MAIN STREET SITE
PAGE 28 OF 32
L____
TABLE 7: Year 2016 Planning Level
Queuing Summary (PM Peak Hour)
Background 'Build'
'No-Build' Conditions
No Direct Maiu
Street Access
'Build'
Conditions
Rioht-in Rioht- i
" "I
Out Driveway on ;
Main Street
Available Ave Ave 95 Ave 95
Intersection Link Storage Queue Queue Queue Queue Queue
(ft) (ft) (ft) (ft) (ft) (ft)
Site Driveway WBLR N/A 50 100 25 75
on NBTR 450+ N/A 50 275 0 0
51" Place SBLT 102 25 100 25 25
EBTR 500+ 25 25 50 175 25 25
Main Street WBL 350+ 25 50 50 150 25 50
at WBT 350+ 0 0 50 200 0 0
51" Place NBL 102 50' 75' 75 150 25 75
NBR 102 50 100 50 75
Main Street at EBTR 198+ N/A N/A 0 25
Site Driveway NBR N/A 50 75
EBTR 500+ 0 '0 0 25 0 25
Main Street WBL 350+ 25 50 25 75 50 75
at WBT 200+ 0 0 25 125 25 25
520' Street NBLR 102 50 100 75 150. 100 1-75
Site Driveway EBLR N/A 25 75 50 100
on NBTL 450+ N/A 25 150 25 50
52'" Street SBRT 102 0 0 0 0
N/A=No( applicable
.Undcr No-Build conditions, the northbound approach to Main Street at 5151 Place is assumed to be a shared Iell-right lane
As shown in the tables, the queue at the northbound approach to 5 I st Place and Main Street exceed the
available storage during PM peak hour scenarios without a driveway access to the site on Main Street.
The distance from the site driveway on 51 st Place north to Main Street is 102 feet (. The queue from the
northbound shared lane at 5 I st Place and Main Street could block the driveway on 51 st Place causing
southbound left turns at the site driveway to be blocked by the northbound queue. The queues at this
approach were improved in the models by a right-in right-out driveway on Main Street during the PM
peak hour scenarios.
Other queuing concerns include the northbound approach at 52nd Street and Main Street during PM
periods with a Main Street access. Queues at this approach extend to the south up to a length of I 75 feet
(95th Percentile), which is past the site driveway on 52nd Street. This queue does not create the same
blocking concern as the queue on 51 st Place since the queue only blocks additional traffic from exiting
the site and not traffic on 52nd Street (a public roadway), which could create a potential rear-end crash
condition if turns into the site were blocked as they could be on 51st Place without a Main Street
approach.
Figure 15, on the following page, shows the site plan with queue storages and queue requirements from
the peak hour scenario dimensioned as noted for example.
Date Received:
l@i Branch
Engineering, Inc.
f
FEB 1 5 2011
October 14, 2010
OrigInal Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52'" AND MAIN STREET SITE
PAGE 30 OF 32
7.
INTERSECTION SIGHT DISTANCE
Minimum safe intersection sight distance is the distance traversed by opposing vehicles at the design
speed of the major road in the travel time needed for a departing side street vehicle to perceive a gap in
traffic, accelerate from a stop, clear the opposing travellane(s), and accelerate without being overtaken
by vehicles already on the major street. As recommended by AASHTO, the vantage point for departure
was considered to be 14.5 feet from the edge of the vehicle travel way. The driver's eye and the object
height were both assumed to be 3.5 feet above the roadway surface. Site distances measured in the field
were compared to the minimum sight distance recommended by the American Association of State
Highway and Transportation Official's manual, A Policv on Geometric Design ofHighwavs and Street,
2004.
The proposed Site Access to Main Street was evaluated to determine if the existing available line of
sight is adequate to serve vehicles entering the roadway at the subject locations. Per Exhibits 9-54 and 9-
57 in the referenced document, the minimum recommended intersection sight distance in a 40 MPH
zone for a passenger car to safely depart from the proposed intersection is 385 feet for departing right
turns (when looking to the left) and 500 feet for departing left turns (when looking to the right). The
measured available intersection sight distance at the proposed site access location exceeded the
recommended distance when looking in both directions.
The following table summarizes the available measured line of sight, and lists the recommended
minimum sight distances:
---- -- -- - - ------- -- ----~---
TABLE 8: Intersection Sight Distance ,
Evaluation
Intersection/Movement Available Distance Recommended Sight Distance
Main Street/Site Access
Northbound Right 600+ ft 385 ft
Northbound Left 600+ ft 500 ft
The referenced AASHTO Intersection Sight Distance Tables and Equations are attached for information
in Appendix M.
Date Received:
FEB " 5 2011
i@1 Branch Engineering, Inc.
Original Submittal
October 14, 2010
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TRAFFIC IMPACT ANALYSIS: 51" & 52,d AND MAIN STREET SITE
PAGE 31 OF 32
9.
RECOMMENDA liONS AND CONCLUSION
Transit Facilities
The project area is currently adequately served by public transit. No new transit facilities are necessary
to accommodate the proposed expansion project.
Non-motorized Facilities
No special pedestrian or bicycle facilities, other than those required by code, are necessary to
accommodate the project.
Crash Analysis
No crash reducing measures are necessary to accommodate the proposed development. The accident
history shows that the operations of the highway in the vicinity of the site are currently under review by
ODOT and are undergoing crash reducing measures.
Access Management/Alternate Access
While the proposed state highway access on Main Street is less than the desired ODOT standard spacing
from adjacent access points, the proposed limited movement right-in right-out only turning movements
improve the operation of the site and side street traffic, which ultimately could at least maintain the
current level of safety on Main Street in the vicinity. One right-in/right-out only access at midblock in an
urban environmcnt zoned for mixed-use commercial development was considered reasonable and
appropriate. Based on the proposed access location, restrictedl allowed turning movements and the
queues associated with no site access to Main Street, a direct Main Street access should be granted. All
of the proposed accesses are necessary to accommodate on-site circulation and provide reasonable site
access.
Trip Generation
The proposed development is projected to generate an average of 54 PM new vehicle trips accessing the
site. On average, 42 percent of these trips would be expected to be pass-by trips already on the roadway
system.
Capacity/Levels of Service
The studied intersections are currently and projected to operate at acceptable levels of service under all
analyzed scenarios through the planning year of 20 I 6. The vlc is currently within the mobility standard
and is not projected to exceed that standard under the year of openi~g Build scenarios or future year
Build scenarios.
,.~ Branch Ell~illeerillg, Inc.
~I ~
Dat~ Received:
FEB 1 5 2011
October 14, 2010
Original Submittal
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TRAFFIC IMPACT ANALYSIS: 51" & 52nd AND MAIN STREET SITE
PAGE 32 OF 32
Queuing Analysis
The Build scenarios analyzed without a direct access to Main Street were calculated to have queue
storage requirements for the 95'h percentile queue that surpassed the site. driveway on South 51" Place,
which could create operational problems on Main Street and affect reasonable access. The addition of a
site driveway on Main Street showed improvement of the queue length to a more acceptable level that
was within the available storage length. The queue at South 52nd Street and Main Street also exhibited
queues that spilled past the site driveway on 52nd Street under future year scenarios; however, queues at
this location would does not block the ingress of the site from Main Street and create upstream traffic
conditions as the 51" Place intersection does.
Intersection Sight Distance
All movements at the site accesses were found to have adequate available sight distance.
Conclusion
In summary, the proposed development will not cause significant adverse impact on the performance of
the public transportation system with a Main Street Site Driveway.
Date Received:
i~ Branch Engineering, Inc.
~
FEB 1 5 2011
October 14, 2010
Original Submittal
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APPENDIX
A
ODOT TRAFFIC IMPACT STUDY
SCOPING CHECKLIST
Date Received:
FEB 1 5 2011
Original submittal
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. -oregon
Dat~:
Subject:
Altn:
Theodore R. Kulongoski, Governor
Department of Transportation
Region 2 Tech Center
455 Airport Road SE Building A
Salem, Oregon 97301-5397
Telephone (503) 986-2990
Fax (503) 986-2839
File: 115-3
December 10,2009
Boyles Property Mixed-Use Development
Traffic Impact Study Scope of Work
ODOT Region 2 - District 5
McKenzie Highway - OR 126 (Highway #15)
Milepost 5.67 - 5.74
City of Springfield
Lane County
Damien Gilbert
Applicant, CHAMPS Application Number 10859
Branch Engineering
310 5th Street
Springfield, OR 97477
damien~branchen!:jineerin!:j.com
The purpose of this letter is to define the scope of work for a Traffic Impact Study (TIS),
to evaluate impacts due to a commercial and retail development proposal. It is the
Oregon Department of Transportation's (ODOT) understanding this development will
include a 2,500 square foot drive-through restaurant, a 3,000 square foot retail building
and 15 residential dwellings.
Scope of Work:
I. GENERAL
ODor Road Approach Permit
A Central Highway Approach/Maintenance Permit System (CHAMPS) application
(#10859; Damien Gilbert) has been submitted to ODOT by the applicant and is
associated with this traffic study. At this time ODOT has not made a decision on the
submitted application; however the traffic study will be utilized by ODOT to make a
determination, whether or not a road approach permit application will be required. If
you have any questions regarding this application, please contact Gerry Juster,
ODOT Development Review Coordinator.
Dat~ Received:
-1-
FEB 1 5 2011
Original submittal
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Executive Summary
Provide a description of the development, site location and study area (including a
site map). Briefly describe the purpose of the analysis, principal findings,
recommendations and conclusions.
Analvsis Study Area
Provide a text description (including tax-lot descriptions) of the proposed
development; and a graphic showing the intersections and accesses to be evaluated
as part of this analysis.
Study-Area Intersections (see Figure 1):
1. McKenzie Highway (Main Street) and 51st Place;
2. McKenzie Highway (Main Street) and 52nd Street;
3. McKenzie Highway (Main Street) and Mid-Block Site Access.
II. TRAFFIC DATA
Traffic Counts
Traffic data shall be developed from 3-hour, Three Vehicle Classification counts,
with 15-minute breakdowns, and taken during the PM peak period. They are to be
collected at the noted study-area intersections. The PM peak period typically occurs
between 4 pm and 7 pm. You should contact Gretchen Harvey to obtain the Top
100 Hours data from Automatic Traffic Recorder (ATR) #20-008 (Willakenzie), to
best determine when the PM peak hour typically occurs. The ATR data can also be
used to determine on what day of the week the 30th Highest Hour typically occurs.
This analysis shall be developed from traffic data, which coincides with that day of
the week.
Raw traffic data shall not be accepted for use in this traffic analysis. All traffic
volumes in the base-year shall be seasonally adjusted to represent 30th Highest
Hour. If any of the manual count is collected between mid-July and mid-August, no
seasonal adjustment will be required. For guidance, please refer to Chapter 4 in
ODOTs Analysis Procedures Manual! (APM). Note: Data from A TR #20-008 shall
not be used to determine Seasonal Adjustment factors.
Site Trip Generation. Distribution and Assi~nment
Site trip generation shall utilize the 8th Edition of the Institute of Transportation
Engineers (ITE) Trip Generation Manual to estimate daily (ADT), and PM peak hour
trip volumes, originating from and destined to the subject development. All
assumptions, raw data and adjustments shall be documented and discussed in the
body of the TIS, or in the appendix.
Date Received:
I http://www.oreQOn.9gv/ODOTrrpiIP/TAPM,,,I.ltfllJ
-2-
FEB 1 5 2011
Original Submittal
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Approved computer models, such as Traffix, or manual calculations may be used for
determining trip assignments for site-generated traffic volumes on roadways within
the study area. Please refer to the comment regarding Traffix output in the section
titled Intersection Capacity Analysis.
III. ANALYSIS PROCEDURES
Capacity Analvsis
Capacity analysis of signalized intersections, unsignalized intersections, and
roadway segments shall follow the established methodologies of the current
Highway Capacity Manual (HCM2000). For signalized intersections, the overall
intersection Volume-to-Capacity Ratio (v/c) must be reported, while the highest
approach vlc shall be reported for unsignalized intersections, along with an
indication of its corresponding movement.
ODOT's Development Review Guidelines2 (DRG), in Table 3-9, lists standard default
values for use in signalized intersection analysis; specifically the recommended
Peak Hour Factors (PHF) for all future-year analyses. All intersection capacity
analyses shall account for heavy vehicles by approach, as determined from manual
counts. Project level mobility results (v/c) from the TIS shall be compared against
the 2003 Highway Design Manuaf (HDM) mobility requirements (Table 10-1).
Planning level mobility results (v/c) from this study shall be compared against
Highway Mobility Standards (Policy 1 F) and the .Maximum V/C Ratios provided in
Table 6 of the 1999 Oregon Highway Plan4 (OHP).
Intersection Capacity Software Analvsis
Application of computer analysis software shall follow all .OOOT-approved
methodologies, and all electronic analysis files shall be made available to Region 2
Traffic for review, as part of this study's submittal. Transfer of all electronic files
shall be made via ODOT's FTp5 site. Contact Region 2 Traffic for any FTP
assistance. HCS2000 and Synchro 6 are examples of approved analysis software.
The Traffix analysis software package may be used for this analysis, but the
Department can only review electronic files up through version 7.5. If a newer
version of Traffix is used, hard-copy outputs of all non-default variable inputs shall
be submitted to Region 2 Traffic for review; along with all analysis summary sheets.
Queue Length Analysis
Intersection operational analysis shall include the effects of queuing and blocking.
Average queue lengths and 95th Percentile queue lengths shall be reported for all
study area intersections. The 95th Percentile queuing is used for design purposes,
and shall be reported to the next highest 25 foot increment.
Date Received:
2 httQ:llwww.orCQOn.Q9V/ODOTlfDrrPIDBG.sI1Iml
3 httJ2:llwww.oreQon.QovIQDOJ:iHWYLi::NGSERVICESlhwv manuals.shtmJ
: !illQ :llwww.oreQon.QovIODOTrrDrIPlorhwvpian.shtml
!!rcHiill"pdotl'tate. OI.lIsl; ncom; n91
FEB 1 5 2011
- 3 -
Original Submittal
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For signalized intersections, SimTraffic is an acceptable queuing analysis software
package, while the AASHTO 2-Minute Rule or SimTraffic are examples of
acceptable queuing analysis methodologies for unsignalized intersection. HCM2000
or Traffix queuing analysis results shall not be accepted. Any queuing analysis
using the Poisson distribution methodology will need to be assessed on a case-by-
case basis. Prior consultation with Doug Norval in ODOT's Transportation Planning
Analysis Unit (TPAU), regarding any Poisson distribution analysis, is strongly
recommended.
IV. ANALYSIS REQUIREMENTS
Intersection Siahl Distance
Adequate intersection sight distance shall be verified for all proposed intersections
and highway approaches as set forth in Chapter 5.2 in the HDM. For further
guidance, please contact the Region 2 Access Management Engineer.
Access Manaaement:
Demonstrate how the proposed access, or accesses meet the minimum spacing
criteria of OAR 734-051; or how it coincides with the current access management
plan/strategy in this vicinity.
Alternate Access:
The applicant indicated at a November 19, 2009 pre-application meeting they would
pursue direct highway access by preparing a Traffic Impact Study (TIS) for submittal
to ODOT. As such the applicant may choose to not pursue direct highway access.
If so, there will be no need for the TIS.
This site contains alternate access via 52nd Street and 51st Place. Alternate access
is another means of accessing the property other than directly to/from the State
highway. This traffic study must clearly demonstrate how the alternate access is not
reasonable in accordance with OAR 734-051-0080 Section 8. This analysis shall be
performed with and without the proposed road approach (driveway) to the site so as
to demonstrate the alternate access is or is not reasonable. Because there are two
alternate access locations, the analysis shall clearly indicate the distribution of trips
to and from the site. Additional mitigation shall be explored at the intersections of
51st Place and 52nd Street, with the McKenzie Highway, if the analysis indicates
queuing and/or operational issues, which result from traffic impacts associated with
proposed development. For guidance, please contact the Region Access
Management Engineer.
Truck TurninCl Templates
A truck turning analysis shall be developed for the study-area intersections using an
appropriate AASHTO design vehicle. Specify the design vehicle utilized with the
truck turning analysis. This analysis shall determine if turning trucks could
potentially impede opposing traffic, and what mitigations may be required to prevent
such a conflict. If you have any questions regarding this analysis or appropriate
design vehicle, please contact Carl Deaton.
-4-
Date Received:
FEB 1 5 2011
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V. POTENTIAL MITIGATIONS
This traffic study shall present all potential mitigation alternatives, and the
engineering justification for each one. Based on an overview of the study-area,
alternatives which should be explored include:
. The inclusion of right or left-turn lanes on 52nd Street and/or 51st Place if
queuing analysis indicates blockage of the road approaches (driveways) to
the site.
VI. ANALYSIS SCENARIOS
ExistinQ Conditions
Identify current year site conditions at the proposed development location. This
includes, but is not limited to the following:
. A description of the site location, zoning, existing use(s), and proposed use(s)
of subject property.
. A description of surrounding vacant or re-developable properties, with
anticipated land uses.
. A graphic identifying existing lane configurations and traffic control devices at
all study area intersections
. A graphic showing existing 30HV traffic; reported as average daily traffic
(ADT). as well as PM Peak Hour Volumes (PHV). Also include in this
graphic, a list of heavy vehicle percentages by approach, seasonal
adjustment factors (if any), and all growth rates used to determine future
volumes.
. Identify all proposed road segments, public intersections, public or private
approaches where the proposed project can be expected to add additional
traffic volumes greater than 10 percent of the current traffic, or at a minimum
300 daily trips, or more than 50 additional trips in any single hour.
. An analysis of existing intersection operations, reported in terms of both
Volume to Capacity (v/c) and Level of Service (LOS).
. A comparison of ODOT crash rates against at least 3-years worth of crash
data, over at least a 1-mile segment. This analysis shall also include
information on any SPIS sites adjacent to or within the study area.
Traffic Volumes & Operations - Year of OpeninQ
An analysis shall be made of the study area intersections, for an assumed Year of
Opening, under both "background traffid' and "total traffic" scenarios. The "Total
traffic" scenario is considered "background traffic" volumes plus site generated trips.
If this site is to be developed in multiple phases, then a Year of Opening analysis
shall need to be developed for each phase of the site development. For each Year
of Opening analysis scenario, this traffic study shall provide thelD8lt81i~ed:
- 5-
J
FEB 1 5 2011
Original submittal
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. A graphic showing Year of Opening traffic volume, for both "background
traffic" and "total traffic" scenarios.
. A graphic or table showing VIC and LOS analysis results for both
"background traffic" and "total traffic" scenarios.
. A graphic or table itemizing 95th percentile storage length requirements for all
approaches, rounded to the next nearest 25 foot increment.
. A graphic showing the existing left turn lane with storage length dimensions.
Traffic Volumes & Operations - Future Year /If Necessary}
Based on the daily trips determined from this development's trip generation analysis,
a Future Year analysis may be required. Please refer to Table 3-2 in the DRG to
determine what Future Year scenario may be required. An analysis shall be made
for all study area intersections, under both Future Year "background traffic" and
"total traffic" scenarios. The "Total traffic" scenario is considered Future Year
"background traffic" volumes plus the peak hour site generated trips. For each
potential Future Year analysis scenario, this traffic study shall provide the following
data:
. A graphic showing Future Year traffic volumes, for both "background traffic"
and "total traffic" scenarios.
. A graphic or table showing VIC and LOS analysis results for both
"background traffic" and "total traffic" scenarios.
. A graphic or table itemizing 95th percentile storage length requirements for all
approaches, rounded to the next nearest 25 foot increment.
. A graphic showing the existing left turn lane with storage length dimensions.
Conclusions and Recommendations
Summarize existing and future conditions and discuss the proposed development's
potential impacts. Identify any operational or safety deficiencies, and recommend
mitigation, along with a conclusion on the effectiveness of the mitigation.
Summarize how the proposed development will comply with all operational and
safety standards.
Digital versions of this TIS and all supporting analysis work, is preferred. These files
may be e-mailed. However, if the sum-total of all digital files is greater than 5 MS,
we request you notify Region 2 Traffic staff, and we will setup an FTP site on the
ODOT server. Also, please submit one stamped hard copy version of the TIS to
ODOT and one final hard copy version to the City of Springfield, for review. Region
2 Traffic staff should require no more than 30 days to review and comment on the
draft TIS. Note: This time-frame may be adjusted, based on staffing and existing
workloads.
Please include this scope of work as an appendix item in the TIS.
Date Received:
- 6-
FEB 1 5 2011
Original Submittal
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We hope this will provide enough information to get started on the analysis. We are
prepared to work with you and your staff, as necessary, to answer any questions
that may arise during the course of your work. Additional coordination of traffic
analysis data may be required during the TIS review process.
If you have any questions or comments regarding this scope of work, please contact
me directly at (503) 986-2857, or bye-mail atstephen.bwilson@odot.state.or.us.
John Downing is the ODOT District 5 Permits Specialist, and he may be reached at
541.726.2577, or bye-mail atiohn.downinQ@odot.state.or.us. Gerry Juster is the
ODOT Development Review Coordinator for this project, and he may be reached at
503.986.2732 or bye-mail at qerard.p.juster@odot.state.oLus. If you have any
questions, or require additional information regarding land use issues, please
contact Savannah Crawford, the Senior Planner for Area 5, at 541.747.1354, or by
e-mail atsavannah.crawford@odot.state.or.us. Carl Deaton is the Senior Roadway
Designer for Area 5, he can be contacted at 541.744.8080 or bye-mail at
caJI. f.deaton@odot.state.or.us.
Sincerely,
Stephen B. Wilson, PE
Senior Traffic Analyst
ODOT Region 2 Tech Center
455 Airport Road SE, Building 'A'
Salem OR 97301-5397
Cc: David Knitowski, PE, ODOT
Jeff Lange, ODOT
John Downing, ODOT
Carl Deaton, PE, ODOT
Savannah Crawford, ODOT
Gerry Juster, ODOT
Jon Driscoll, City of Springfield
File
Date Received:
FEB 1 5 2011
-7 -
Original Submittal
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APPENDIX
B
OREGON ADMINISTRATIVE RULES
(ACCESS MANAGEMENT SPACING
STANDARDS TABLE 1)
Date Received:
FEB t 5 2011
Original Submittal
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Tahle I
Acces~ MamlJ:cmcnl Spacing Slandard~ for
Private llmll'oblic Appmacl1cs nn Statewide Hi~h\VaysO)I'XJx'J
(OAR 734-051-0] 15)
(MeaSlIrelllCllt is in Feel)'
i _.~..._......,..........,._................- ,
I'osted Ruml U I t'rball
- ura
Specdl') };xpresswny Expresswa)'
.. H
.....;.~
... ... -...------ .... ,....," ....
><'5 5280 1320 2 ("lfj
f---=- 2640
'-.._ 50 5280 ] [(10
! ,10 &.4~.. 5280 990 2640
--- _._.._------~-_. .__n_
30 & 3) 770
.,.<25J .. ............--.---.-.
550
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Urball
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(6)
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NlYH,: The Jlumbers ill superscript I') rekrlO explanmory notc, th"l foHow T"ble 3.
t MCRsllrcmenl ofthc approach mad spacing is from cenTer to cenler un the sallle side oflh" roadway.
. ~ Spacing for Expressway at-gradc intcrsectiun~ only. See the OIl? lor imerchallgc spacing guitleline~_
; · 'These standanh "lso npply to Conllnercial Cemers.
TallIe 2
Aceess Managcmcnt Spaciull Slanllard.~ for
Private amI Pn[)lic Approaches un }{egionallligl"....),s(IX2!i,..j
(OAR 734-05J-0115)
(l\.Jcasurement is ill r Cl~t)'
".- "'J
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Speetl{5)
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40 &~5 1
30 & 35
~25
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Hilmi Udmll I l
Rural Urhan I
Expressway EXIUl$SW"Y , .. I STA
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5280 990 2("lO 990
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snn 830 ?640 830
5280 750 264() 750
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, (,00 ... 425
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i 45(1 350
- ...-....../..---... ._,.~.
NOTE: The numbers in superscript Hl refer to explanatory nOles th:u follow Tahle 3.
· Mea~uremcllt of the llppmach road ,paclllg 15 from cenler to cenler on the SHllle side oflhe roadway.
,~ Spacing for Expressway at-grade inter~"ct\OI1S only. See Ihe OBI' for interchange sl'aciug guidelines,
" ~These slalldards a]so apply 10 Commercial Centers.
Date Received:
Di\,. 5 I Tobles 1J;>~/2007
FEB 1 5 2011
Original Submittal
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APPENDIX
c
LANE TRANSIT DISTRJCT
ItOUTE SCHEDULES
Date Received:
FEB 1 5 2011
Original Submittal
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See page 22 for roule map,
Mapa de la (uta se encuentra en la pagina 22,
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40 things to love
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"l/ove that when you're on a
regular schedule you .getto
have. the same drivers and
theyget to knowyouand
expect you - just in case
something happens!" :) Liz
J Date Received:
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FEB 1 5 2011
I
Original Submittal
From: Springfield Station From: Thurston Area
To: Thurston Area via Main Street To: Springfield Station via Main St.
Name: 11 Thurston Name: 11 Springfield Station
ARRIVE LEAVE
LEAVE Main Main Thurston 69. Thurston Thurston Main Main ARRIVE
Sprirlqfield " " Station " Slation Station " " Springfield
Station 21s1 42nll BayS Main Bay A BayA "00 23'" Station
[] 0 @ @) 0 @) @) @ 0
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AM 5:00 5:02 5:06 5:10 5:16 5:21 5:21 5:26 5:30 5:37
5:25 5:27 5:31 5:35 5:41 5:46 5:46 5:51 5:55 6:05
5:55 5:57 6:01 6:05 6:11 6:16 6:16 6:22 6:27 6:37
6:20 6:23 6:27 6:31 6:38 6:45 6:45 6:51 6:56 7:06
6:28 6:31 6:35 6:39 6:46 6:53 6:53 6:59 7;04 7;16
6:47 6:50 6:54 6:58 7:05 7:14 7:14 7:20 7:26 7:38
6:57 7:00 7:04 7:08 7:15 7:24 7:24 7:30 7:36 7:48
7:07 7:10 7:14 7:18 7:25 7:34 7:34 7:40 7:46 7:58
7;17 7:20 7:25 7:29 7:38 7;47 7:47 7:53 7:59 B:11
7:27 7:30 7:35 7:39 7;48 7:57 7:57 8:03 8:09 8:21
7:37 7:40 7:45 7:49 7:58 8:07 8:07 8:13 8:19 8:30
7:47 7:50 7:55 7:59 8:08 8:17 8:17 8:23 8:27 8:38
7:57 8:00 8:05 8:09 8:18 8:27 8:27 8:33 8:37 B:48
8:17 8:20 8:24 8:28 8:36 8:44 8:44 8:50 8:54 9:05
8:32 8:35 8:39 8:43 8:50 8:57 8:57 9:03 9:07 9:18
8:48 8:51 8:56 9:01 9:08 9:16 9:16 9:22 9:27 9:37
9:08 9:11 9:16 9:21 9:28 9:36 9:36 9:42 9:47 9:57
9:28 9:31 9:36 9:41 9:48 9:56 9:56 10:02 10:07 10:17
9:48 9:51 9:56 10:01 10:08 10:16 10:16 10:22 10:27 10:37
10:08 10:11 10:16 10:21 10:28 10:36 10:36 10:42 10:47 10:57
10:28 10:31 10:36 10:41 10:48 10:56 10:56 11:02 11:07 11:17
10:48 10:51 10:57 11:02 11:11 11:18 11:20 11:26 11:32 11:42
11:03 11:00 11;12 11:17 11:26 11:33 11:35 11:41 11:47 11:57
11:18 11:21 11:27 11:32 11:41 11:48 11:50 11:56 12:02 12:12
11:33 11:36 11:42 11:47 11:56 12:03 12:05 12:11 12:17 12:27
11:48 11:51 11:57 12:02 12:11 12:18 12:20 12:26 12:32 12:42
PM 12:03 12:06 12:12 12:17 12:26 12:33 12:35 12:41 12:47 12:57
12:18 12:21 12:27 12:32 12:41 12:48 12:50 12:56 1:02 1:12
12:33 12:36 12:42 12:47 12:56 1:03 1:05 1:11 1:17 1:27
12:48 12:51 12:57 1:02 1:11 1:18 1:20 1:28 1:32 1:42
1:03 1:06 1:12 1:17 1:28 1:33 1:33 1:39 1:45 1:55
1:18 1:21 1:27 1:32 1:41 1:48 1:50 1:56 2:02 2:12
1:33 1:36 1:42 1:47 1:56 2:03 2:03 2:09 2:15 2:25
1:48 1:51 1:57 2:02 2:11 2:18 2:18 2:24 2:30 2:40
2:00 2:03 2:09 2:14 2:23 2:30 2:30 2:36 2:42 2:52
2:10 2:13 2:19 2:24 2:33 2:40 2:40 2:46 2:52 3:02
2:20 2:23 2:29 2:34 2:44 2:62 2:52 2:58 3:04 3:14
2:30 2:33 2:39 2:44 2:54 3:02 3:02 3:08 3:14 3:24
'l:.J7 2:40 2:46 2:51 3:01 3:09 3:09 3:15 3:21 3:31
2:45 2:49 2:56 3:02 3:12 3:20 3:20 3:26 3:32 3:42
2:52 2:56 3:03 3:09 3:19 3:27 3:27 3:33 3:39 3:49
3:00 3:04 3:11 3:17 3:27 3:35 3:35 3:41 3:47 3:57
3:07 3:11 3:18 3:24 3:34 3:42 3:42 3:48 3:53 4:03
3:15 3:19 3:26 3:32 3:42 3:50 3:50 3:56 4:01 4:11
3:22 3:26 3:33 3:39 3:49 3:57 3:67 4:03 4:08 4:18
3:30 3:34 3:41 3:47 3:57 4:05 4:05 4:11 4:16 4:26
3:40 3:44 3:51 3:57 4:07 4:15 4:15 4:21 4:26 4:36
3:50 3:54 4:01 4:07 4:17 4:25 4:25 4:31 4:36 4:46
4:00 4:04 4:11 4:17 4:27 4:35 4:35 4:41 4:46 4:56
4:10 4:14 4:21 4:27 4:37 4:45 4:45 4:51 4:56 5:06
4:20 4:24 4:31 4:37 4:46 4:54 4:54 5:00 5:05 5:14
4:30 4:34 4:41 4:47 4:56 5:04 6:04 5:10 5:15 5:24
4:40 4:43 4:49 4:55 5:04 5:12 5:12 5:18 5:23 5:32
4:50 4:53 4:59 5:05 6:14 5:22 5:22 5:28 5:33 5:42
5:00 5:03 5:09 5:15 5:24 5:32 5:32 5:38 5:43 5:52
5:10 5:13 5:19 5:25 5:34 5:42 5:42 5:48 5:53 6:02
5:20 5:23 5:29 5:35 5:44 5:52 5:52 5:58 6:03 6:12
5:30 6:33 6:39 5:45 5:64 6:02 6:02 6:08 6:13 6:22
5:40 6:43 5:49 5:55 6:04 6:11 6:11 6:16 6:21 6:30
5:50 5:53 5:59 6:05 6:14 6:21 6:21 6:26 6:31 6:40
6:10 6:13 6:19 6:25 6:34 6:41 6:41 6:46 6:51 7:00
6:30 6:33 6:39 6:45 6:54 7:01 7:01 7:06 7:11 7:20
6:48 6:51 6:57 7:03 7:12 7:19 7:19 7:24 7:29 7:38
7:07 7:10 7:18 7:22 7:31 7:38 7:38 7:43 7:48 7:S7
7:24 7:27 7:33 7:39 7:48 7:65 8:00 8:05 8:10 8:19
7:44 7:47 7:53 7:69 8:08 8:15 8:20 8:25 8:30 8:39
8:05 8:08 8:14 8:20 8:29 8:36 8:41 8:46 8:51 9:00
8:25 8:28 8:34 8:40 8:49 8:56 9:01 9:06 9:11 9:20
8:45 8:48 8:54 ."'" 900S 9:18 9:21 9:28 9:31 9:40
9:05 9:08 9:14 9:20 9:29 9:36 9:41 9:46 9:51 10:00
9:25 9:28 9:34 9:40 9:49 9:56 10:01 10:06 10:11 10:20
9:45 9:48 9:54 10:00 10:09 10:16 10:21 10:26 10:31 10:40
10:05 10:08 10:14 10:20 10:29 10:36 10:41 10:46 10:61 11:00
10:25 10:28 10:33 10:38 10:46* .. .. .. .. ..
10:45 10:48 10:53 10:58 11:06'" .. .. .. .. ..
11:05 11:08 11:13 11:18 11:26" .. .. .. .. ..
. Continues as drop-off only service on Main Streelfrom 691h Street to 58 IhStreet.
56/0 parafa paIa baiaf pasajeros durante su recorrido en la Caiie Main entre /as Calfes 69 y 58.
I
From: Springfield Stafion From: Thurston Area
I To: Thursfon Area via Main Street To: Springfield Station via Main St.
Name: 11 Thurston Name: 11 Springtield Station
ARRivE LEAvE
I LEAvE Main Main Thurston 69th Thurston Thurston Main Main ARRivE
Springfield at at Station al Station Station at at Springfield
Station 21s1 42nd BayS Main BayA Bay A 42nc1 23rd Station
ffil @ @ ~ e ~ ~ @ (>>
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.1.lt =. ~ '.,.;
AM 6:25 6:28 6:32 6:35 6:43 6:48 6:48 6:52 6:56 7:05
6:45 6:48 6:52 6:55 7:03 7:08 7:08 7:12 7:16 7:25
7:05 7:08 7:12 7:15 7:23 7:28 7:28 7:32 7:36 7:45
I 7:20 7:23 7:27 7:30 7:38 7:43 7:43 7:47 7:51 8:00
7:35 7:38 7:42 7:46 7:54 8:01 8:06 8:11 8:16 8:25
7:50 7:53 7:57 8:01 8:09 8:16 8:21 8:26 8:31 8:40
8:10 8:13 8:17 8:21 8:29 8:36 8:41 8:46 8:51 9:00
I 8:30 8:33 8:37 8:41 8A9 8:56 9:01 9:06 9:11 9:20
6:50 8:53 8:57 9:01 9:09 9:16 9:21 9:26 9:31 9:40
9:10 9:13 9:17 9:21 9:29 9:36 9Al 9:46 9:51 10:00
9:30 9:33 9:37 9:41 9:49 9:56 10:01 10:06 10:11 10:20
I 9:50 9:53 9:57 10:01 10:09 10:16 10:21 10:26 10:31 10:40
10:10 10:13 10:18 10:23 10:32 10:39 10:44 10:49 10:54 11:04
10:30 10:33 10:38 10:43 10:52 10:59 11:04 11:09 11:14 11:24
10:50 10:53 10:58 11:03 11:12 11:19 11:24 11:29 11:34 11:44
11:10 11:13 11:18 11:23 11:32 11:39 11:44 11:49 11:54 12:04
I 11:30 11:33 11:38 11:43 11:52 11:59 12:04 12:09 12:14 12:24
11:50 11:53 11:58 12:03 12:12 12:19 12:24 12:29 12:34 12:44
PM 12:10 12:13 12:18 12:23 12:32 12:39 12:43 12:49 12:54 1:04
12:30 12:33 12:38 12:43 12:52 12:59 1:03 1:09 1:14 1:24
I 12:50 12:53 12:58 1:03 1:12 1:19 1:23 1:29 1:34 1:44
1:10 1:13 1:18 1:23 1:32 1:39 1:43 1:49 1:54 2:04
1:30 1:33 1:38 1:43 1:52 1:59 2:03 2:09 2:14 2:24
1:50 1:53 1:58 2:03 2:12 2:19 2:23 2:29 2:34 2:44
2:10 2:13 2:18 2:23 2:32 2:39 2:43 2:49 2:54 3:04
I 2:30 2:33 2:38 2:43 2:52 2:59 3:03 3:09 3:14 3:24
2:50 2:53 2:58 3:03 3:12 3:19 3:23 3:29 3:34 3:44
3:10 3:13 3:18 3:23 3:32 3:39 3:43 3:49 3:54 4:04
3:30 3:33 3:38 3:43 3:52 3:59 4:03 4:09 4:14 4:24
I 3:50 3:53 3:58 4:03 4:12 4:19 4:23 4:29 4:34 4:44
4:10 4:13 4:18 4:23 4:32 4:39 4:43 4:49 4:54 5:04
4:30 4:33 4:38 4:43 4:52 4:59 5:03 5:09 5:14 5:24
4:50 4:53 4:58 5:03 5:12 5:19 5:23 5:29 5:34 5:44
I 5:10 5:13 5:18 5:23 5:32 5:39 5:43 5:49 5:54 6:04
5:30 5:33 5:38 5:43 5:52 5:59 6:03 6:09 6:14 6:24
5:50 5:53 5:58 6:03 6:12 6:19 6:23 6:29 6:34 6:44
6:10 6:13 6:18 6:23 6:32 6:39 6:43 6:49 6:54 7:04
6:30 6:33 6:38 6:43 6:52 6:59 6:59 7:05 7:10 7:20
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7:10 7:13 7:18 7:23 7:32 7:39 7:39 7:45 7:50 8:00
7:30 7:33 7:38 7:43 7:52 7:59 7:59 8:05 8:10 8:20
7:50 7:53 7:58 8:03 8:12 8:19 8:19 8:25 8:30 8:40
I 8:05 8:08 8:13 8:18 8:27 8:34 8:41 8:46 8:51 9:00
8:25 8:28 8:33 8:38 8:47 8:54 9:01 9:06 9:11 9:20
8:45 8:48 8:53 8:58 9:07 9:14 9:21 9:26 9:31 9:40
9:05 9:08 9:13 9:18 9:27 9:34 9:41 9:48 9:51 10:00
I 9:25 9:28 9:33 9:38 9:47 9:54 10:01 10:06 10:11 10:20
9:45 9:48 9:53 9:58 10:07 10:14 10:21 10:26 10:31 10:40
10:05 10:08 10:13 10:18 10:27 10:34 10:41 10:46 10:51 11:00
10:25 10:28 10:33 10:38 10:46.
10:45 10:48 10:53 10:58 11:06.
I 11:05 11:08 11:13 11:18 11:26"
. Continues as drop-off only service on Main Street from 69th Street to 58th Street.
56/0 parara para bajar pasajeros durante su recorrido en la Calle Main entre las Calles 69 y 58.
I Date Received:
I FEB 1 5 2011
I Original Submittal
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I Thurston
Middle
! School
u..
I ~ THURSTON RO
~ J::fston
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From: Springfield Station From: Thurston Area '"
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To: Thurston Area via Main Street To: Springfield Station via Main SI. ~
I Name: 11 Thurston Name: 11 Springfield Station
ARRIVE LEAVE @
LEAVE Main Main Thurston 69th Thurston Thurston Main Main ARRIVE @
Springfield at at Station at Station Station at at Springfield LTD Station
I Station 21st 42nd Bay B Main BayA Bay A 42nd 23rd Station Estacion de L TD
~ 0 @ @ e @ @ @ 0 @
LTD Park & Ride
.. ';;~L~,:~'":<~:;t~~~~:;~~,~~,~~~~~~~,:~: ..?~;c
I AM 7:25 7:28 7:32 7:35 7:43 7:48 7:48 7:52 7:56 8:05
7:45 7:48 7:52 7:55 8:03 8:08 8:08 8:12 8:16 8:25
8:07 8:10 8:14 8:17 8:25 8:30 8:30 8:34 8:38 8:47
8:27 8:30 8:34 8:37 8:45 8:50 8:50 8:54 8:58 9:07
I 8:50 8:53 8:57 9:01 9:09 9:16 9:21 9:26 9:31 9:40
9:10 9:13 9:17 9:21 9:29 9:36 9:41 9:46 9:51 10:00
9:30 9:33 9:37 9:41 9:49 9:56 10:01 10:06 10:11 10:20
9:50 9:53 9:57 10:01 10:09 10:16 10:21 10:26 10:31 10:40
I 10:10 10:13 10:18 10:23 10:32 10:39 10:44 10:49 10:54 11:04
10:30 10:33 10:38 10:43 10:52 10:59 11:04 11:09 11:14 11:24
10:50 10:53 10:58 11:03 11:12 11:19 11:24 11:29 11:34 11:44
11:10 11:13 11:18 11:23 11:32 11:39 11:44 11:49 11:54 12:04
I 11:30 11:33 11:38 11:43 11:52 11:59 12:04 12:09 12:14 12:24
11:50 11:53 11:58 12:03 12:12 12:19 12:24 12:29 12:34 12:44
PM 12:10 12:13 12:18 12:23 12:32 12:39 12:44 12:50 12:55 1:05
12:30 12:33 12:38 12:43 12:52 12:59 1:04 1:10 1:15 1:25
I 12:50 12:53 12:58 1:03 1:12 1:19 1:24 1:30 1:35 1:45
1:10 1:13 1:18 1:23 1:32 1:39 1:44 1:50 1:55 2:05
1:30 1:33 1:38 1:43 1:52 1:59 2:04 2:10 2:15 2:25
1:50 1:53 1:58 2:03 2:12 2:19 2:24 2:30 2:35 2:45
I 2:10 2:13 2:18 2:23 2:32 2:39 2:44 2:50 2:55 3:05
2:30 2:33 2:38 2:43 2:52 2:59 3:04 3:10 3:15 3:25
2:50 2:53 2:58 3:03 3:12 3:19 3:24 3:30 3:35 3:45
3:10 3:13 3:18 3:23 3:32 3:39 3:44 3:50 3:55 4:05
I 3:30 3:33 3:38 3:43 3:52 3:59 4:04 4:10 4:15 4:25
3:50 3:53 3:58 4:03 4:12 4:19 4:24 4:30 4:35 4:45
4:10 4:13 4:18 4:23 4:32 4:39 4:44 4:50 4:55 5:05
4:30 4:33 4:38 4:43 4:52 4:59 5:04 5:10 5:15 5:25
I 4:50 4:53 4:58 5:03 5:12 5:19 5:24 5:30 5:35 5:45
5:10 5:13 5:18 5:23 5:32 5:39 5:44 5:50 5:55 6:05
5:30 5:33 5:38 5:43 5:52 5:59 6:04 6:10 6:15 6:25
5:50 5:53 5:58 6:03 6:12 6:19 6:24 6:30 6:35 6:45
6:10 6:13 6:18 6:23 6:32 6:39 6:44 6:50 6:55 7:05 Date Received:
I 6:30 6:33 6:38 6:43 6:52 5:59 7:04 7:10 7:15 7:25
6:50 6:53 6:58 7:03 7:12 7:19 7:24 7:30 7:35 7:45
7:10 7:13 7:18 7:23 7:32 7:39 7:39 7:45 7:50 8:00 FEB 1 5 2011
7:30 7:33 7:38 7:43 7:52 7:59 7:59 8:05 8:10 8:20
I 7:50 7:53 7:58 8:03 8:11'
* Continues as drop-off only service on Main Street from 69th Streetto 58th Street. Original Submittal
Solo parartJ para bajaJ pasajeros durante su recorrido en la Calle Main entre las Ca/les 69 y 58.
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TABLE IV: 2009 CRASH RATES BY JURISDICTION AND FUNCTIONAL CLASSIFICATION
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Table IV reports state highway system crash rates by federally defined urban and rural areas and
functional classification. Data for highway connections and frontage roads are excluded.
I
Note: Highway miles are based on highway system definition and inventory data as of July 2009. For official mileage data, refer to
the 2009 Oregon Mileage Report at htto://www.oreaon.aov/ODOTITDfTOATA/oublications.shtml.
JURISDICTION AND
FUNCTIONAL CLASSIFICATION
ANNUAL
VEHICLE MILES
I
TOTAL STATE HWY SYSTEM 7,450.88 19,811,553,139 16,083 206 " 0.81' 1.04
Interstate Freeways 729.51 8,714,342,150 3,296 39 0.38 0.45
Other Fwys/Expressways 54.27 1,310,315,690 805 2 0.61 0.15
Non-Freeways (combined) 6,667.10 9,786,895,299 11,982 165 1.22 1.69
Other Principal Arterials 3,283.16 7,566,927.368 9,414 123 1.24 1.63
Minor Arterials 1,956.12 1,819,796,545 2,122 33 1.17 1.81
Urban Collectors 8.69 10,904,925 17 0 1.56 0.00
Rural Major Collectors 1,381.53 386,030,004 427 9 1.11 2.33
Rural Minor Collectors 34.71 3,102,976 1 0 0.32 0.00
Rur~1 Local 2.R9 1" 4R1 1 0 7 dQ 0.00
URBAN HWY SYSTEM 818.13 9,254,495,761 9,885 36_ : 1.07 0.39
Interstate Freeways 176.15 4,480,016,935 2.029 5 0.45 0.11
Other Fwys/Expressways 54.27 1.310,315,690 805 2 0.61 0.15
Non-Freeways (combined) 587.71 3,464,163.136 7,051 29 2.04 0.84
Other Principal Arterials 514.70 3,179.730,861 6,412 27 2.02 0.85
Minor Arterials 64.32 273,527,350 622 2 2.27 0.73
Urban Collectors 8.69 10,904,925 .17 0 1.56 0.00
Urban Cities 564.99 7,063,857,921 8,393 24 1.19 0.34
Interstate Freeways 112.14 3,325.945,335 1,663 3 0.50 0.09
Other Fwys/Expressways 49.59 1,234.578,555 744 0 0.60 0.00
Non-Freeways (combined) 403.26 2,503,334,031 5,986 21 2.39 0.84
Other Principal Arterials 363.93 2,329,550,596 5,467 20 2.35 0.86
Minor Arterials 37.68 171,389,765 511 1 2.98 0.58
Urban Collectors 1.65 2.393670 8 0 3.34 0.00
Suburban Areas 253.14 2,190,637,840 1,492 12 0.68 0.55
Interstate Freeways 64.01 1,154,071,600 366 2 0.32 0.17
Other Fwys/Expressways 4.68 75,737,135 61 2 0.81 2.64
Non-Freeways (combined) 184.45 960,829,105 1,065 8 1.11 0.83
Other Principal Arterials 150.77 850,180,265 945 7 1.11 0.82
Minor Arterials 26.64 102,137.585 111 1 1.09 0.98
Urban Collectors 7.04 8,511,255 9 0 1.06 0.00
RURAL HWY SYSTEM 6,632.75 10,557,057,378 6,198 170 0.59 1.61
Interstate Freeways 553.36 4.234,325,215 1,267 34 0.30 0.80
Non-Freeways (combined) 6,079.39 6,322,732,163 4,931 136 0.78 2.15
Other Principal Arterials 2,768.46 4,387.196.507 3,002 96 0.68 2.19
Minor Arterials 1,891.80 1.546,269,195 1,500 31 0.97 2.00
Rural Major Collectors 1.381.53 386,030,004 427 9 1.11 2.33
Rural Minor Collectors 34.71 3,102,976 1 0 0.32 0.00
Rural Local 2.89 133481 1 0 7.49 0.00
Rural CIties 216.37 502,230,735 544 3 1.08 0.60
Interstate Freeways 14.05 93,865,955 29 0 0.31 0.00
Non-Freeways (combined) 202.32 408,364,780 515 3 1.26 0.73
Other Principal Arterials 109.94 274,940.017 320 1 1.16 0.36
Minor Arterials 50.49 94,625,021 152 2 1.61 2.11
Rural Major Collectors 41.64 38,544,242 43 0 1.12 0.00
Rural Minor Collectors 0.25 255,500 0 0 0.00 0.00
Rural Areas 6,416.38 10,054,826,643 5,654 167 0.56 1.66
Interstate Freeways 539.31 4,140,459,260 1,238 34 0.30 0.82
Non-Freeways (corT)bined) 5.877.07 5,914,367,383 4,416 133 0.75 2.25
Other Principal Arterials 2,658.52 4,112,256,490 2,682 95 0.65 2.31
Minor Arterials 1,841.31 1,451,644.174 1,348 29 0.93 2.00
Rural Major Collectors 1,339.89 347,485.762 384 9 1.11 2.59
Rural Minor Collectors 34.46 2,847.476 1 , ~ e~~c eivem
Rural Local 2.89 133.481 1
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APPENDIX
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TRAFFIC COUNT SUMMAltIES
Date Received:
FEB t 5 2011
Original Submittal
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FEB 1 5 2011
Original Submittal
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5.3 Peak Hour Factors
Peak hour factors (PHF) are used to account for the non-uniformity of traffic flow within the
peak hour by converting hourly volumes to peak flow rates associated with a selected interval of
time within the peak hour. The most common interval of time selected for traffic analysis is the
peak 15 minutes. In areas near capacity the peak I5-minute flow can cause up to several hours of
congestion. This typically happens when the demand exceeds the available capacity of the
transportation system resulting in "peak hour spreading", which is the extension of the peak
period caused by a system breakdown. Therefore, it is often essential that the transportation
system be designed to accommodate the peak 15 minutes of the peak hour.
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Peak hour factors should be applied in most capacity analyses in accordance with the HCM,
which selected l5-minute flow rates as the basis for most of its procedures. It is especially
critical to examine the peak I 5-minute period when potential queue lengths may become an
issue, and at locations with sharp peaking characteristics such as employment sites and locations
with low peak hour factors (less than 0.90).
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5.3.1 Calculation
The PHF is typically calculated using data from traffic counts. It is the traffic volume during the
peak 60-minute period divided by four times the volume during the peak 15-minute period.
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PHF = Volume During Peak 60-Minute Period
4 x (Volume During Peak 15-Minute Period)
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5.3.2 Existing Conditions
PHFs calculated from actual traffic count data should always be used for analysis of existing
conditions. For all applications other than sketch planning-level analysis, traffic count data
should be obtained in 15-minute intervals, and one of the three methods for calculation and
application of PHFs described below should be followed. Each of the methods should be
reviewed and the method that best represents the conditions should be used. In the following
methods the system peak hour is first selected, and PHFs arc calculated within that hour. For
sketch planning-level analysis where traffic counts arc not provided in I5-minute intervals, the
HCM suggests the following defaults:
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. 0.95 for congested conditions
. 0.92 for urban areas
. 0.88 for mral areas
Date Received:
FEB 1 5 2011
.,.i'"
'.:
..
I
Original Submittal
. Existing PHF - Method 1: This analysis method uses an intersection PHF to estimate
peak I5-minute period equivalent hourly flow rates from the peak 60-minute period
volumes. The peak I5-minute period with the highest intersection total entering volume
(TEV) should be used to determine the PHF for each intersection. The application of
global PHF's is generally not appropriate when count data is available. The intersection
PHF is calculated as follows.
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Analysis Procedure Manual
104
Last Updated 5/2010
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o Step 1: Determinc the peak 15-minute period that has the highest interscction
total entering volume (TEV).
o Step 2: Calculatc the intersection PHF based on the time pcriod determined in
Step I, by dividing the TEV peak 60-minute volume by four times the TEV
occurring during the pcak 15 minutes.
o Step 3: In the analysis, apply the intersection PHF from Step 2 to each movement
peak 60-minute volume.
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. Existing PHF - Method 2: As an option, in cascs where unusual pcaking occurs on
individual approaches, approach PHFs can be determined from the traffic count volumes.
The peak 15-minute period with the highcst intersection TEV should be uscd to
detcrmine the PHFs. PHFs are calculated for each approach or movement as follows. If
an approach or movement PHF is calculated to exceed I, entering a value of 1.00 will
cnsurc a slightly conscrvativc analysis. "
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o Step]: Dcterminc the peak 15-minutc period that has the highest intcrscction
total entering volume (TEV).
o Step 2: Calculate thc PHF for each approach or movcment based on thc time
period dctcrmined in Step I by dividing the approach peak 60-minutc volume by
four times the approach or movement peak 15-minute volume.
o Step 3: In the analysis, apply thc approach or movcmcnt PHFs from Stcp 2 to thc
approach or movement peak 60-minute volumes (usually calculated by the
analysis software).
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. Existing PHF - Method 3: As an additional option in cases where unusual peaking
occurs on individual approaches, the traffic count volumes for all movements that occur
during thc singlc peak 15-minute period can be used directly in software that multiplies
the peak 15-minute period volumes by a factor offour. If this method is uscd both the
actual 60-minute period hourly volumes and the equivalent peak 15-minute hourly flow
ratcs should be shown on the Existing Traffic flow diagrams, and clearly labeled to avoid
confusion.
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o Step I: Determine the peak 15-minute period that has the highest intersection
total entering volume (TEV).
o Step 2: Forthe time period determined in Stcp I, cnterthe peak 15-minute
volumes directly in the software.
o Step 3: Select software analysis proccdurc based on the peak 15-minutc pcriod.
o Step 4: On the flow diagrams show and clearly label both the actual 60-minute
pcriod hourly volumcs and the equivalcnt pcak 15-minutc hourly flow ratcs to
avoid confusion.
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5.3.3 Future Conditions
Because traffic flow patterns may change over timc and funlre conditions can not be directly
measurcd, analysis of funlre years should incorporate the following default values by approach
for thc PHF unless bctter information is available:
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Analysis Procedure Manual
105
Date Received:
Last Updatcd 5/20 I 0
FEB 1 5 2011
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. Original Submittal
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. 0.85 for minor street inflows and outflows
. 0.90 for minor arterials
. 0.95 for major streets
Engineering judgment must be used in the selection of PHFs for future years. In cases where the
existing PHF is higher than the default value for the future PHF, it may be appropriate to retain
the existing value for the future year, as PHFs do not typically decrease as traffic volumes and
congestion increase. Likewise for areas that have low existing peak hour factors, using the future
PHF default values could produce results that would underestimate the future traffic conditions.
For areas with aggressive traffic demand management strategies contained in an adopted plan, a
different PHF (to reflect spreading of the demand) may be used for future year analysis if agreed
to by OOOT during the scoping process. For areas with pronounced peaking characteristics, such
as industrial sites and schools, PHFs lower than the default values listed above should be used.
Date Received:
FEB t 520ft
Original Submittal
Analysis Procedure Manual
106
Last Updated 5/2010
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There arc two different types of lane change distances: mandatory and positioning. The
Mandatory Distance is the distance measured from the stop bar at which a lane change
must occur. The Positioning distance is the distance measured back from the Mandatory
Distance where a vehicle first attempts a lane change. The Mandatory and Position
Distance 2's are extra distance added if a second lane change is necessary. All of these
distances can extend around comers. Adding to the challenge of changing these variables,
is that the driver types in SimTraffie have a range of a 50% (aggressive) to a 200%
(passive) multiplier to the set distances.
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8.3.5 SimTraffic Parameter File
The SimTraffic parameter file controls the simulation operation and the defaults must be
changed to reflect the proper impacts of queuing, travel time, etc. The parameter file has three
major sections: Vehiclcs, Drivers and Intervals. The TPAU Analysis Tools webpage has a
default SimTraffie template file with all of the basic parameters set up. The following shows the
variables that need to be changed. All other settings arc left unchanged.
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The Vehicles tab controls the type and physical vehicle characteristics.
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. Vehicle Occurrence ('Yo) - SimTraffie uses the Synehro heavy vehicle percentage to
simulate the total number of heavy vehicles relative to all vehicles. When the simulation
calls for a heavy vehicle, the vehicle type is represented by this factor which represents
the percentage breakout of the global truck fleet. Likewise, when a car is called for, this
factor will split the car types among the global car fleet percentages.
o Earlier versions of SimTraffie defaulted to having the total vehicle percentages
sum up to 100%.
o SimTraffic 7 defaults total up to 100% for the car fleet and 100% for the truck
(includes buses) fleet as shown in Exhibit 8-5.
o Change the Vehicle Occurrence (%) for the different vehicle classes to match the
compositc average of your classification counts. If classification counts arc
unavailable, state highway vehicle classification segment data (available at
htlp:i/highwav.odot.state.or.us/cfihighwavreports/traftic pumls.cfin) can be used
substituted. Average between multiple counts at the project boundaries and on
different significant facilities both state and local. Note that while the heavy
vehicle percentages per approach may vary largely, the heavy vehicle mix does
not vary as much, The total truck fleet should total up to 100% and the total car
fleet should total up to 100%.
. Carl represents the larger passenger vehicles in the fleet (i,e, SUV's, large
pickups);
. Car2 represents smaller passenger vehicles in the fleet;
. TruckSU represents single unit trucks (i.e. delivery vans, dump trucks);
. SemiTrkl represents single tractor-trailer combinations;
. SemiTrk2 represents shorter single tractor-trailer combinations;
. Truck DB represents trucks with two trailers; Note: SemiTrk2 and Truck
DB can be customized to fit other truck types like triple trailers.
. Bus represents buses in the fleet;
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Date Received:
I
Analysis Procedure Manual
246
FEB 1 5 2011
Last Updated 5/20 JO
Original submittal
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OTMS - Traffic Volumes and Vehicle Classification
Page I of I
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Traffic Volumes and Vehicle Classification
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Effective Date 12/31/2009 Highway #: 015 MCKENZIE Hwy
Beginning Overlap AADT AADT 20 YR Design Hour Ton Mileage
Mile Point Roadway Mileage Type Code Oir Code Volume Volume A TR Count Factor Factor
5.29 1 E 15600 0 N 10.0 2.8
Class 1 Class 2 Class 3 Class 4 Class 5 Class 6 Class 7 Class 8 Class 9 Class 10 Class 11 Class 12 Class 13
Vehicle Class 0.99 69.92 24.75 0.93 1.73 0.56 0.02 0.49 0.49 0.08 0.00 0.00 0.05
Percentage
Volume 154 10907 3861 145 269 87 3 76 76 12 0 0 7
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ODOT Transportation System Monitoring Unit - Contact Tricia Tanner (503) 986-4159
08/24/20 I O.
Data source refreshed on
For l'ebicle rlass definitions, please see FHWA Vehicle Classes website.
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Date Received:
I
fEB 1 5 2011
I
Original Submittal
http://highway.odoLstate.or.us/cf/highwayreports/traffic _report _ new.cfm 10/7/2010
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APPENDIX
F
GROWTH DATA AND
SEASONAL ADJUSTMENT
Date Received:
FEB 1 5 2011
Original submittal
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Count Date
29-Jun
30-Jun
1-Jul
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Peak Commuter Trend Factor
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June 29 Count
June 30 Count
July 1 Count
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141
15
o
15-Jun
0.91 I
0.91
0.90
1-Jul
0.90 1
0.90
0.90
Peak Season
0.905066 1.0069954 Use 1.007
0.904744 1.006613 Use 1.007
0.904400 1.0062305 Use 1.006
15-Jul
0.6966
0.905068 Linear Interpolation: 0.917475=(0.918600-[(0.918600-0.9171 OO)/16r14)
0.904744 Linear Interpolation: 0.917475=(0.918600-[(0.918600-0.917100)/16]*15)
0.904400
Date Received:
FEB 1 5 2011
Original Submittal
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-----------
Date Received:
FEB 1 5 2011
Original Submittal
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From Future Volume Table:
2007 2028
15,300 23,600
2028-2009
1 Year Growth Factor:
Planning Year = 2016:
6 Year Growth Rate Factor =
From TVT table and future volume tables:
2009 2028
15,600 23,600
19 Years
8,000 Additional ADT
421 Added ADT/Year
0.026991 Added ADT/Year %
1.026991
0.161943 = 0.026991 x 6
1.161943
Date Received:
FEB 1 5 2011
Original submittal
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Milepoint 2009 MDT
All Vehicles
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1.34 14400
1.55 13500
1.59 16600
1.65 13100
2.44 12800
2.89 11700
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1.33 13700
1.58 13800
1.62 10700
1.68 13400
2.47 13300
2.89 11900
3.02 22300
3.68 23500
3.75 21100
4.59 21400
4.63 23100
6.01 15600
6.38 26500
7.60 13700
8.44 9000
9.75 9000
10.89 9000
11.43 7200
11.85 6700
15.37 6100
19.04 5100
21.40 4500
26.38 3900
29.14 3300
36.00 3000
45.37 2800
49.80 2600
54.12 2000
54.24 2000
54.95 2000
61.91 370
89.40 340
91.29 1500
Z 91.96 1700
Z 92.04 10400
92.07 10400
92.52 10000
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Location Description
MCKENZIE HIGHWAY NO. 15 (Continued)
West city limits of Springfield on Willamette River Bridge
0.02 mile west of Springfield Highway (OR528-Southbound)
0.02 mile east of Springfield Highway (OR528-Southbound)
0.02 mile east of Springfield Highway (OR528-Northbound)
0.02 mile west of 14th Street
0.02 mile west of 19th Street
WESTBOUND - ONE-WA Y TRAFFIC
On Main Street
West city limits of Springfield on Willamette River Bridge
0.02 mile west of Springfield Highway (OR528-Southbound)
0.02 mile east of Springfield Highway (OR528-Southbound)
0.02 mile east of Springfield Highway (OR528-Northbound)
0.02 mile west of 14th Street
0.02 mile west of 19th Street
RESUME TWO-WA Y TRAFFIC
0.02 mile east of 20th Street
0.05 mile west of 32nd Street
0.02 mile east of 32nd Street
0.02 mile west of Springfield-Creswell Highway (42nd Street)
0.02 mile east of Springfield-Creswell Highway (42nd Street)
0.22 mile west of Eugene-Springfield Highway (OR126)
0.15 mile east of Eugene-Springfield Highway (OR126)
0.02 mile east of 69th Street
0.10 mile west of 79th Street
0.02 mile east of Thurston Road
0.02 mile east of Cedar Flat Road
McKenzie River, (Hendricks Bridge)
0.02 mile east of Millican Road
0.02 mile east of Twin Firs Drive
0.02 mite east of Holden Creek Lane (East Jet.)
0.02 mile east of Greenwood Drive (West Jet.)
0.02 mile west of South Gate Creek Road at Vida
Vida Automatic Traffic Recorder, Sta. 20~010, 2.74 miles east of S. Gate Creek
Road
0.90 mile east of Nimrod
0.02 mile west of Cougar Reservoir Road
0.02 mile east of road to McKenzie Bridge Campground
0.02 mile west of Paradise Forest Camp Road
0.10 mile east of Paradise Forest Camp Road
0.02 mile west of Clear Lake-Belknap Springs Highway (OR126)
Equation: MP 54.97 BK = MP 55.46 AH
At the McKenzie Highway west snow gate (OR242)
Linn - Deschutes County Line, MP 77.14
On Trout Creek Bridge, 2.83 miles west of Sisters
0.02 mile east of Edgington Road
Equation: MP 92.05 BK = MP Z91.85 AH
0.07 mile west of Sanliam Highway (US20)
0.01 mile east of Santiam Highway (US20)
0.05 mile east of Hood Street
0.01 mile east of Elm Street
54
Date Received:
FEB 1 5 20tl
Origin",! Submittal
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2lI ",OO(L
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9000 0.9020
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304 MODEl
111 MODEL
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~IOO ",OOEI.
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5000 ",oo(L
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IG MODEl
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11900 MOOEl
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8500 00..8
6100 00220
5000 00020
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,300 07'63
1200 07.ll5
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)600 07!l41
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~,~~ive :
MOOE\.
fEB 1 5 2011
Original Submittal
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APPENDIX
G
ITE TRIP GENERATION DATA
Date Received:
FEB 1 5 2011
Original submittal
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Apartment
(220)
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Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Number of Studies: 78
Avg. Number of Dwelling Units: 235
Directional Distribution: 20% entering, 80% exiting
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Trip Generation per Dwelling Unit
Average Rate
0.51
Range of Rates
0.10 1.02
Standard Deviation
0.73
Data Plot and Equation
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o
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200
300
400
500
600
700
800
900
1000
1100
x ::: Number of Dwelling Units
X Actual Data Points
Fitted Curve
------ AverageRate
Fitted Curve Equation: T = 0.49(X) + 3.73
Date Receivedl.2 = 0.83
Trip Generation, 8th Edition
328
FEB '. 5llQtt\e of Transportation Engineers
Original Submittal
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,e
ApartmEmt
(220)
Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Number of Studies: 90
Avg. Number of Dwelling Units: 233
Directional Distribution: 65% entering, 35% exiting
Trip Generation per Dwelling Unit
Average Rate
0.62
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1\
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Data Plot and Equation
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\
1
\
~
~
t
~,
~
~
~-
"i
I
l
Ii
~
.~.
~ .
l:d....,
~~-_.,..
700
600
500
~
"0
C
III
.9-
,::
<l>
"0
E
<l>
>
<l>
en
'"
Q;
>
<(
II
t--
400
:x
300
200
100
o
o
100
200
X Actual Data Points
Range of Rates
Standard Deviation
0.10
1.64
0.82
-.,..
"
"
..-." ..-." .--.
',,"<--'-'
x
"
x
.-'.-x .
~....'"
-.:.x -
'"
."/ '
:x
x: ,"
x
:x lie /'
x' :
, , x'
. -.-...... x' -.
e .x
x
x
.*:..
x x:
)(.d
x
300
400
500
600
700
800
900
1000
1100
x ~ Number of Dwelling Units
Fitted Curve
------ AverageRate
Fitted Curve Equation: T ~ 0.55(X) + 17.65
R2 ~ 0.77
Trip Generation. 8th Edition
329
Date Received:
Institute of Transportation Engineers
FEB 1. 5 2011
(),.i~;n~l ,~iJbmittAI
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s.
Convenience Market (Open 24 Hours)
(851 )
Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Number of Studies: 33
Average 1000 Sq. Feet GFA: 3
Directional Distribution: 50% entering, 50% exiting
Trip Generation per 1000 Sq. Feet Gross Floor Area
Average Rate
67.03
Range of Rates
16.67 - 138.48
Standard Deviation
33.78
Data Plot and Equation
500
.
x
400
x X
'"
'"
c
ill
"-
~
"
<3
E
"
>
"
en
l'
"
>
<t:
II
f--
x
x
x
300
x
/
Xx
x
:x
200 -
,/
:.x.....
x
x
.*/
100
x ?<.x.
X
% x
x x x
x
X
,
2 3
5
,?(
>s//x
o
I
1
,
4
o
x = 1000 Sq. Feet Gross Floor Area
X Actual Data Points
------ AverageRate
Date Receive~:2 = ___
FEB 1, 5 2011
Filled Curve Equation: Not given
Trip Generation, 8th Edition
1585 Institute of Transportation Engineers
Original Submittal
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Convenience Market (Open 24 Hours)
(851 )
Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Number of Studies: 33
Average 1000 Sq. Feet GFA: 3
Directional Distribution: 51% entering, 49% exiting
Trip Generation per 1000 Sq. Feet Gross Floor Area
Average Rate Range of Rates
Standard Deviation
52.41
16,67 - 97,88
21.41
Data Plot and Equation
400
x
300 . - .
"'
u
<::
W
.9-
,::
"
"
E
"
>
"
0>
'"
:;;
>
<(
11
f-
x
x
x
x
:l::
200
/
>.x ~/
x .'
.
.' x
:<_".r.-'
x
x
g //..,
100
x .'
-----.. , .
x
x
x
Xl(
<< x
'.
x
x .
,X"
X
X
X
o
o
,
4
5
2
3
X Actual Data Points
x = 1000 Sq. Feet GJ;,oss FloQ! Area. d'
uate HeCelVe .
- - - - - - Average Rate
Fitted Curve Equation: Not given
FEB 1 5 2011
R2 ;; **-
Original Submittal
1586 Institute of Transportation Engineers
Trip Generation, 8th Edition
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-
Fast-Food Restaurant with Drive-Through Window
(934 )
Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Number of Studies: 65
Average 1000 Sq. Feet GFA: 4
Directional Distribution: 51% entering, 49% exiting
Trip Generation per 1000 Sq. Feet Gross Floor Area
Average Rate
49.35
Range of Rates
1.02 - 163.33
Standard Deviation
28.30
Data Plot and Equation
500
x
/
"
x
400
........ x- -......,.
"
"'
-0
<:
W
0.
~
"
u
:c
"
>
"
0>
'"
iD
>
<(
"
f-
x
x~~'
>s< x
oX;'
x
.. .,.>~/.
300
'x': .
x
"
Xx
% x
x
x
"
)$....
x
x
x
>>__;><:' : x
'..><~'<' .x"x'
x .
x:
x
200
. .x.
'"
x : ....
,x'
,.. . )oX
,/x: x
, ___ x ?-<___
:i<x
x x.
x
x
x
x
x
9"
100
....."
..,/'" .
x/
X x ~
x
:x
x
x
x
o
x
2
3
4
5
6
7
B
9
10
X Actual Data Points
x = 1000 Sq. Feet Gross Floor Area
Date Recei\;ea: Average Rate
Fitted Curve Equation: Not given
R2= 1>***
Trip Generation, 8th Edition
1822 Original. Submittabit"tH nfTran:lJ)ortation Engineers
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Fast-Food Restaurant with Drive-Through Window
(934 )
Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Number of Studies: 118
Average 1000 Sq. Feet GFA: 3
Directional Distribution: 52% entering, 48% exiting
Trip Generation per 1000 Sq. Feet Gross Floor Area
Average Rate
33.84
Range of Rates
7.96 - 117.15
Standard Deviation
19.93
Data Plot and Equation
400
x
x
300 --
, "
. . - . . - -/ . . - - . - - - -
x
"
"'
-0
c:
ill
.9-
~
'"
u
:c
'"
>
'"
0>
'"
ID
>
<(
"
....
"
x
x
x x
x
"
x:
200 . - -- -.. ":--x'x'x":"
.. -.. ":x'-
x
""
x
x
x
,(',x
"
x' . x
x "
,/,,/ 'l(l<
x:
x . ,
, x x x
x x >.<
, xx."..
X . -X~..x
___. :_x__.x__~..<F_!-____
" .0":< XX
XX X,)C'
...:x~ x~ '%.x x
x /, X )\' *'
/ : >lI'<x xx_
xx X X''''''
X X X x.
X
x
X
100
''''':'x '
)(
X><
X
X
o
2
3
4
5
6
7
8
9
10
x ~ 1000 Sq. Feet Gross Floor Area
X Actual Data Points Date Received:--.... Average Rate
Fitted Curve Equation: Not given R2:;;: ****
Trip Generation, 8th Edition
1~ng\nal submittal institute of Transportation Engineers
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APPENDIX
H
EXISTING YEAR 2010 SYNCHRO
INTERSECTION PERFORMANCE
CALCULATIONS
Date Received:
fEB j 5 2011
Original Submittal
I
1999 OREGON HIGHWAY PLAN
I
Polk." Element
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, . MAXIMUM VOLUME TOCAPACITV RAHOS OUTSIDK.METROA,B,c,'" ., n
" . . ." '.' :. . , " ,~".'Y', , 'OutsideUrban Growth
HIghway, Category ',,' . InSIde 'Urban Growt)> Bounda,?. ,': ," . Boundary ., ,
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Interstate Highways E
Statewide Expressways
I
Freight Route on a
Statewide Highway
Statewide (not a Freight
Route)
Freight Route on a
Regional or District
Highway
Expressway on a
Regional or District
Highway
Regional Highways
District I Local Interest
Roads
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STAD MPO
Non-MPO Outside
of ST As where
non-freeway
posted speed
<= 35 mph, or a
Designated UBA
N/A
0.70
Non-MPO
outside of
STAs where
non-freeway
speed> 35
mph
0.70
0.70
Non-MPO
where 000-
freeway
speed limit
>~ 45 mph
Unincorporated Rural
Communities Lands
N/A 0.80
N/A 0.80
0.85 0.80
0.80
0.75
0.70
0.70
0.70 0.70
0.70 0.70
0.90
0.85
0.85
0.80
0,70
0.70 0.70
0.90
0.85
0.80
0.75
0.75
0.70
0.85
N/A
N/A
0.80
0.75
0.75
0.70
0.85
0.95
0,85
0.80
075
0.75
0.70
0.85
0.95
0.90
0.90
0.85
0.75
0.75
0.70
080
0.80
0,75
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Table 6: Maximum volume to capacity ratios for peak hour operating conditions
A OHP Amendment 00-04 established allernative mobility standards for Portland Metro and the Rogue Valley MPO
(RVMPO). For Metro, see Table 7, below. For RVMPO see note B, below and the OHP amendment establishing the
RVMPO alternative standards located on the web at: hltP://l\'wworegon,gov/ODO'/;!TD/TP/docs/orh\1:1plan/regiS11:V/0004.
pdf. Where there is a conflict between the Table 6 standards and the established alternative mobility standards, the more
lolerant standard (higher vie ratio) applies.
Fl The maximum volume to capacity ratio at the Northbound and Southbound off-ramps of the South Medford Interchange
is> 1.0 for four hours daily until the new South Medford Interchange is constructed. The maximum vlc ratio at Highway
99 at Stewart Avenue is > 1.0 for two hours daily. When the new interchange is completed, the mobility standards for the
ramps will be those in Table 6.
C For the purposes of this policy, the peak hour shall be the 30th highest annual hour. This approximates weekday peak hour.
traffic in larger urban areas.
Notes for Table 6
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o Interstates and Expressways shall not be identified as Special Transportation Areas.
, National Highway System (NHS) highway design requirements arc addressed in the Highway Design Manual (HDM).
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"Table 6 was replaced in August 2005, part ofOHP Amendment 05-16.
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Date Received:
FEB 1 5 2011
Ofiginal Submittal
"0
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Lane 'GroLIp?fj:~7'~T0:C:;,~';;EBT~-I3Ff~~W~NB-~B^R~;;,5~:~~~~,..:oo::;~~;K.L2"_~{-'J':{::7:;:~7r-ti'-_";T,,
Lane Configurations tf> 'I tt V
Volume (vph) . "":::C:' :.:'9~3 '" 21 21 625 ::16 .: . 20
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Storage Length (ftC'-' - . o. 1759 '0
Storage Lanes 0 1 1 0
Taper.L~Qgth(ifJ_---..J2 "'~:" ~...., 25 25 . ;.~. 25
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Frt, . W ,-~':0997 . 0 . 0:925
Fit Protected 0.950 0.978
Sa0. Flow (prijtL -::;t:;i;a1?7' '0 1568 3137 ,1~~2
Fit Permitted 0.950 0.978
Satq. Flow (perm), ... O. 1568 3137 1552; .0
LinkSpeed (mph).. 40 40 25
LinkDisianc~ (tiL~f ;f-.!7";.::216~" 373 . : ;11~.! '.
Travel Time (s) 3.7 6.4 4.9
Peak Hour Fa~toi~:,F~2i7:AU..9,L 0.94 0.94 0.94 . ,0.94 ' 0.94 ..,~ .
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj.'Flow (vphF'':':: ._~:.. 1'05.6' 22 22 6651{ . 21
Shared Lane Traffic (%),
Lane Group'FIqw (vp!!)._.
Enter Blocked Intersection
Lane Align,merit :, .'~
Median Width(ft)
Link Offset(ft) ,
Crosswalk Width(ft)
Twq way Left Tum.l~E!'~:',;>,
Headway Factor ',,_.
Tuming:Sp~ed.(mph),;. .
Sign Control
Intersection.SU~',l-?t"4'''''~~~--~m_+~~~0:ig~~~iO'_~c""'~::\j~::~;:;~-~~~:=::^2-::~~.~~~0;~iS_-:;:-E;_f~::L+<
Area Type: Other
Control Type: Unsignaliz~g
Intersection Capacity UQlizat!on 40.5% ICU Level of Service A
Analysis Period (min);15.c.: Co
Lanes, Volumes, Timings
2: Mckenzie Highway (126) & S. 51st Place
-
l-
of
-
, .107~';
No
(~ft'
12
,0
16
Yes
1.11
. .665
No
. Left
12
o
16
Yes
1.11
o
No
Right
22
No
Left
1.11
15
1.11
15
Free
Free
10/6/2010
'\
I'
,.d
",i
~"'_"-
.0
. -. .
"~ '. ~ - ----~ -'--..-
38. ..
No
Left
12
.:, o.
16
o
No
,Right
.,",,,'
1.11
15
Stop
1.11
15
'J
Date Received:
FEB 1 5 2011
Original submittal
2010 PM EXISTING 6/30/2010 Baseline
Synchro 7 - Report
Page 1
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HCM Unsignalized Intersection Capacity Analysis
2: Mckenzie Highway (126) & S. 51st Place
10/612010
-
..
-
I'
'\
~
Movemenf~~~tF "'~ 1,:::::TE8T~f:i;:gEBR~,",'_WBC4~WBT{~L"A'NB[,~~NBR~~f$k~!:~~:' ~",-,~ -~,--:Y?",';;;. . 'I
Lane Configurations
Volume (vehlh)
Sign ConJrol
Grade'
. - -.
Peak Hour Factor
Hourlyfl~w rate (vph)
Pedestrians
LaneVVtdth(ft)
Walking Speed (ftls)
Perfent Blockage
Right tum flare (veh)
Me~ian type ~ .'
Median storage veh)
Upstreamsign:al (ftr .
pX, plat~on unblocked
vC, c6nnic~rigvolume . ':'" . .. 1.Q.79... ;..~'1415' if: 5~9.
vC1, stage 1 conf vol 1068
vC2, stage 2cpnf vol . c.~37-7-;:
vCu, unblocked vol 107-9 1445 539
tC, single (s). .. (2. . .6.8 " 6.9
tC, 2 stage (s) 5.8
tF (s) .~ 2.3... .)} .. 3.3
pO queue free % 96 94 96
cM capacity (vehlh) 619 27? 487-
i5ireCtiOn"Lan',f#l" "" '0"';;"""4 .EB;(;';~'1~,.WB.2:?i'.WS3::;~.NB:.t~..:~';::;,' CO,;":" ..
Volume Total 7-04 37-4 22 '.332 3.3~ .~. 38
Volume Left 0 0 22 0 0 17.
Volume Right' . 0 22 0, 0 '0 21
cSH 17.00 17.00 619 HOO 17.00 360
Volume to Capacity 0:4.1 c' 6.22 004 .0'40 . 0,20 ':~" 0.11
Queue Len9th 95th (ft) 0 0 3 0 0 9
Contnil Delay (s) 0:0..0.011.0 0'0. .0.0: :;--16,,2.
Lane LOS B C
Approach Delay (s) '0.0 .0.416.2
Approach LOS C
mtersectionlSumrria"&_=~, r:'. .\ :~' ~';2~~~,':0d1~,~At~~:;[,~ ":, i~;1J;lg~$-1?ij~~s~~~,ii~_^L - :,'~'~,~$~;;@;~~t+J~~i ~~.:.,~:;t,,;-+::l
Average Delay 0.5
Intersection C~pacity Utilization' 40.5% . . : . leu. Lev.el'oTService
Analysis Period (min) 15
tl>
993
Free
0%
0.94
1056
.21
1j
21
0.94
.22
, .
'"
TWLTl
2
.r\l{(TI: .
2
._ __~:::0,~. '"
-': ~
1
'.
,'.A
Date Received:
FEB 1 5 2011
Original SubmittAl . .... .
2010 PM EXISTING 6130/2010 Baseline Synchro 7- - Report
Page 2
" G"" .H""'''' '~E'B'T'" EBR' 'WB" '!fW"'-B~N-'B'~N-B~R--' '-
~ane: rouP<~;/?:":=.~,~, "";c'~,,-11P::<:: .. 5Si,.. L\j..'~^i .It~"tt_~~ - 1.:;:';._..;5: _ _ ~jTZ~7~,'
Lane Configurations tl> ,tt V
V91!'me (vph) 995.18 "; "18 : 621 25
Ideal Flow (vphpl) 1750 1750 1750 1750 1750
,Storage Length(ft) '0 .175. 0
Storage Lanes 0 1 1
[ap~r"Lerlgth(ti) '. 25 " __ 25 25
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00
Frt .," 0.997 . 0.936
Fit Protected 0,950 0.974
~ata'-i=low.(pr()t) . 31270. lq68 ,}137 1564 .
Fit Permitted 0,950 0,974
~atd. FI()w(perm) , 3127T~ :15683137 1564
Link Speed (mph) 40 40 25
~jnk DistanCe (ft) 373 ;;190 189 ,.
Travel Time (s) 6.4 3.2 4.9
PeaFHo~rf~i:t()L 0.9.3 . __ .0,93 ;'0.93 , ~:.o,93' 0,93 __ ,0.93
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj:flow (vph) .1070 19' . 19'668 27 24
Shared Lane Traffic (%)
Lane Group Flow (vph)
Enter Blocked Intersection
L~ne Alignment
Median Width(ft)
L;nkOffset(ft)
Crosswalk Width(ft)
T wq way Left T um Lane
Headway Factor
Tuming Spe.eg (mph) .
Sign Control
Intersecti('-n-~Su-mmafy~"-~c.;:1:~~~;$":~:~~'"'~t;,;,*,,~-;;L"-~!,~i;'#-~;j,~~~~:~,',;j-;;:;;;,:..;;::"~'':-~ =~' .--'~
Area Type: Other
COIitrol Type: Unsignalized .
Intersection Capacity Utilization 40.5%
Analysis Period (minl.15 --
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Lanes, Volumes, Timings
4: Mckenzie Highway (126) & S. 52nd Street
l-
.(
-
-
1089
No
Left
12
o
16
Yes
1.11
o
No
Right
19
No
Left
668
No
__ Left
12
o
16
Yes
1.11
1.11
, 15
1,11
15
Free
Free
'\
51
No
Left
12
. 0
16
1.11
15
Stop
~
22
1750
o
o
25. --, '-'
1.00
o
'0
o
No
Right
1.11
1?
ICU Level of Service A
10/6/2010
-~<=-.",~~.. - orr','--i"-''"_'_'~__
':-O:":"~2.:--~' _.:;...'!.,.,.,&j;]:7";J'Z"
. -<'n
:.",J':' T.
,
>'"''';:~~-"'-
:::r;:"
----"'.-J!
----:... ..... -......,..........
.4-.
.f
.~
__,~ ,.,.. t
.-----.,-- :'" -.-
~-:- .c.:_;~ .._
'T2f~";'0/~",!,;" ';"'~,
.i;,;J",tJ,;
Date Received:
FEB 1 5 2011
Original submittal
2010 PM EXISTING 6/30/2010 Baseline
Synchro 7. Report
Page 3
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HCM Unsignalized Intersection Capacity Analysis
4: Mckenzie Highway (126) & S. 52nd Street
MoVenierit2L~~1L~! > ~~~EBr:~ '~EBR~~t~;WBL:?";J*ZWBt~::::;::NBL~NBR*~":,'~':'"'}~~~~L7b~,!<y,1~"~:::~~~.:.~~,JJ:J:, ~. ~~:'~":'~0j
Lane Canfiguratians
Valume (veh/h)
Sign Cantrol
Grade
Peak Haur Factar
Hourly flaw rate (vph)
Pedestrians
Lane Width.(ft)
Walking Speed (ftIs)
Percent Blackage
Rig~t tum ftar~. (veh)
MedJan type
Median starllg~ veh)
Up~tream signal (ft[
pX, plataan unblacked
vC,conmctjngvol~me.. 10~9. ,. 1452 " 545 .odL
vC 1, stage 1 canl val 1080
vci, stage 2 canl val .0 O' 373
vCu, unblacked val 1089 1452
tC, single (s) '. . 42 .6.8
tC, 2 stage (s) 5.8
EOO ~D ~ D
pO queue Iree % 97 90 95
eM capacity (vehlh) 613 268 483 I>
Oirectiori;:Lane #...;,p+: ~," ::::::EB'1"'",EB,2t 'WB,h;:'~ WB'2,~;W"iiY;,'TIr~NB'1~",.",c.:":':"':;'j'"",!'".~i .''''' ""'.' ~ .
ValumeTatal '7.13~7~ 19 334 334 51..
Valume Left 0 0 19 0 0 27
Valume Right :'.0' .19 0.0 0 . 24
cSH. 1700 1700 613 1700 1700 339
Volu,,!e 10. Capacity '0:42:' 6:22 9,63 .:0.20 0.20 0.15.
Queue Length 95th (ft) 2 .. _. . 0, 2 DO! 3
Cantrat Delay(s) . 'O.O,'~'" ,0.0- 11:1 0.0 0.0 17.5
Lane LOS B C
Appraach Oellly(s) ." ~O:O-' '0 ...;'0:3' 17.5
Approach LOS C
infersect10rlrsummary ."' :'1;;'~~;~~i.h~. "1 "'="'iill?L~~ ~'g]1~~~~'< ':)~:~~~~;i,~Jh'{~;,.:. "'~t." ~
Average Delay 0.6
Int<irsectianCapacity Utilizatian :.' '40:5%
!"-nalysis Periad (min) " . . 15
101612010
-+
'"
-
'"
I"
~
tlo-
99~;
Free
'O~
0.93
. ]6IQ-~
tt
621
Free
0%
0.93
'668
('
V
25
Stap
0%
0.93
27
1!
.18..,.....j8
22
. .
-f.
0.93
19
0.93
.24
0.93
, .19
T1Vl"TL " ~'.: ::
2
TWLTL
2
,:::
"
~'-""-'~. ,~'_._.-
545
6.9
.."....'.J
I'
"
.:1
~::'f;"~7fs,l
ICU Level af Sei"Vice
, }~A
Date Received:
FEB 1 5 2011
2010 PM EXISTING 6/30/2010 Baseline
9Figi"GI ~Ilhmittal
Synchra 7 - Repart
Page 4
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APPENDIX
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DEvaOPMENT YEAIt 2011
SYNCHItO INTEItSECTION
PEItFORMANCE CALCULATIONS
Date Received:
FEB 1 5 2011
Original Submittal
I
1999 OREGON HIGHWAY PLAN
Policy Element
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I
....,~. .'<~'" .~"MAXIMUM VOLUME TO CAPACITY RATIOS OU.TSIDEMETRO','.~B.~,,~ . ..,;.... .
" , .
. . .',- '()utsi'd~)j ~.b~.~ Growth
-~. . <,' - > Inside'Urban'Gi-ow~h Boun'da~y
. Highway.Category . .' 0 Bou~d.ar'y
.'. .... . . .
STAD MPO Non.MPO Outside Non.MPO Non.MPO Unincorporated Rural
of ST As where outside of where 000- Communities Lands
non-freeway STAs where freeway
posted speed non-freeway speed limit
<= 35 mph~ or a speed> 35 >~ 45 mph
Designated UBA mph
Interstate Highways E N/A 0.80 N/A 0.70 0.70 0.70 0.70
Statewide Expressways N/A 0.80 0.70 0.70 0.70 0.70 0.70
Freight Route on a 0.85 0.80 0.80 0.75 0.70 0.70 0.70
Statewide Highway
Statewide (not a Freight 0.90 0.85 0.85 0.80 0.75 0.75 0.70
Route)
Freight Route on a
Regional or District 0.90 0.85 0.85 0.80 0.75 0.75 0.70
Highway
Expressway on a
Regional or District N/A 0.85 N/A 0.80 0.75 0.75 0.70
Highway
Regional Highways 0.95 0.85 0.85 0.80 0.75 0.75 0.70
District / Local Interest 0.95 0.90 0.90 0.85 0.80 0.80 0.75
Roads
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Table 6: Maximum volume to capacity ratios for peak hour operating conditions
Notes for Table 6
I
A OHP Amendment 00.04 established alternative mobility standards for Portland Metro and the Rogue Valley MPO
(RYMPO). For Metro, see Table 7. below. For RYMPO see note B, below and the OHP amendment establishing the
RVMPO alternative standards located on the web at: hltp://lI1V}v.()regon.go\'/OJ)OT/TDITP/docs/orh"'~~\plan/regist,yi0004.
/Ji{['. Where there is a conflict between the Table 6 standards and the established alternative mobility standards, the more
tolerant standard (higher vie ratio) applies.
11 The maximum volume 10 capacity ratio at the Northbound and Southbound off-ramps of the South Medford Interchange
is> 1.0 for four hours daily until the new South Medford Interchange is constructed. The maximum vie ratio at Highway
99 at Stewart Avenue is > 1.0 for two hours daily. When the new interchange is completed, the mobility standards for the
ramps will be those in Table 6.
C For the purposes of this policy, the peak hour shall be the 30'b highest annual hour. This approximates weekday peak hour
traffic in larger urban areas.
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D Interstates and Expressways shall not be identified as Special Transportation Areas.
, National Highway System (NHS) highway design requirements arc addressed in the Highway Design Manua) (HDM).
I
Date Received:
I
FEB ~ 5 2011
]4 Table 6 was replaced in August 2005, part ofOHP Amendment 05-16.
I
Original submittal.
83
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~G~'s..;,c:;.g~~~EBT ;;;EBR~';;:;-~WBLAz~WBI{::>NBG_,I;:JNBR= ~::' .t:-:i-~:;:;?:iY~~~:;;;~f~:~Gf..5-~~,l(0;~-~;-: ~_. ' '':,,,,::j
Lane Configurations tlo- 'i tt V
Volume (vph) 1019 ,~~- '__ 22:. ,: 642 17
Ideal Flow (vphpl) 1750 1750 1750 1750 1750
Storage Length (ft) _:0' .~:175', 0
Storage Lanes 0 1 1
TaperLength (ft).. ,. . 'f,~ ,_2?~' 25
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00
Frt, . i. ' O,997 _ , .:" 0.924
Fit Protected 0.950 0.979
Satd. Flow (prot) .3127 ..';,0;,_1568 }137 1552
Fit Permitted 0.950 0.979
Satd. Flow(perm)..:'_~-"j127 ,0' '156L_:~!37 ,1552" 0
Link Speed (mph) 40 40 25
Link Distance (ft)' "';" ",~216'~ '" '.:.";.'~ ': "',f37'3 '. 178
Travel Time (s) 3.7 . 6.4 4.9
PeakHou~Fa9tor~: 0.92 . 6~2:ii;Q.'9L' ;rQ,~2 Q92, ';ll.92
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj. Flow (vph), 1108'~4. __ ~4f:698'18 23
Shared Lane Traffic (%)
Lane GroupFI9w (vph)
Enter Blocked Intersection
Lane Alignment
Median Width(ft)
Link Offset(ft) .
Crosswalk Width(ft)
Two way Left Turn Lane
Headway Factor
Tuming Speed (mph)
Sign Control
Lanes, Volumes, Timings
2: Mckenzie Highway (126) & S, 51st Place
-
..
-
('
1132
No
Left
12
o
16
. Yes
1.11
o
No
Right
" ~ 698
No
1/Left.
12
'0
16
, Yes
1.11
24
No
':Left
"
1.11
'. '15
1.11
, 15
Free
Free
'\
41
No
..Left
12
o
16
1.11
15
Stop
10/5/2010
/"
21
1750
o
o
. 25
1.00
o .
-..~
,
1"
,;
o
No
. Right
1.11
15
~[o;rSumm-afy~~"}~~~,;;-::~~,.t;i;0i4;'0S:2: ~-~--~7_~~~~:;L~_W<<~~~0t.~~~~~42:Z\5;;f:5~t~~t?,i;_;c~~;- '~~~~-*~c-:c~,;:; .1
Area Type: Other
Control Type: .~nsignalized
Intersection Capacity Utiiization 41.3% ICU Level of Service A
Analysis Period (min) 15':, .f
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM BACKGROUND 6/30/2010 Baseiine
Synchro 7 . Report
Page 1
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HCM Unsignalized Intersection Capacity Analysis
2: Mckenzie Highway (126) & S. 51 st Place
10/5/2010
-
"'t
-
".
'\
f
MOV8I11~~';;;;;~~EBTITEBrW~WBT'c:
Lane Configurations tfo. 1j tt
Volume (veh/h) 1019 22 ,22 642
Sign Control Free Free
Grade 0% 0% .
Peak Hour Factor 0.92 0.92 0,92 0.92
.Hou!lyflowrate.(vph) . ,'1108., ,24 '24".698
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Ups.tream signal (ft) . ,
pX, platoon unblocked
"C,Gopflictirigvoluryie__ .1132 . .1~1~::I"';566T':-~'.~<_~"",'.' ,.
vC 1, stage 1 conf vol 1120
vC2; stage 2 conf vol ' '397
vCu, unblocked vol 1132 1516 566
tC, single (s) , 4.2 6.8 , ~. 6J,
tC, 2 stage (5) 5.8
tF (s) 2.3 3.5' f"j)
pO queue free % 96 93 95
eM capacity (veh/h) . 591 255 " '::46:~
~~:'iO--;;':~~~EB~1;'':'::'EB'2=:'~WBj1''''WB.2",~WB 3~.,;NB,1 ,~~"'. ,z;:"" ,'o'*.i1.'"""~' -, '" ....
Volume Total 738 393 24 349 349" 41
. -.
Volume Left 0 0 24 0 0 18
Volume Right .,0 24 0 0 0 :; -,.23 ,.'
cSH 1700 1700 591 1700 1700 341
Volume to Capacity 0:43. 0.23 0,04'.0,21 0.21'~;[0~1r."
Queue Length 95th (ft) 0 0 3 0 0 10
Control Delay (s) 0:0' 0.0 11:4 0.0 0.0'j' ~17,O.
Lane LOS B C
Approach Delay (s) 0:0 0.4-
Approach LOS
:NBL ~-.'NBR. ;';:~:~~:'>?2'?'*-:'~~~~~~'c:::':~'-"
V
17. ': )} _'~":,..
Stop
" 0% ",', '0'.';.
0.92 0.92
1SX';,. 23,,-~~_:. .
_' ~- ,.-:"~-:. :_-0- ~,c:-~'rl
I.
f
.~!
~ "_._'-' .'='_.~,,,,~",,... -'-. ".,;-..
..,
TWL TL
2
..",.--.'-
,
. , TWLTL
2
'""i..-,'~"',
"
.. ,,- "'--
~__, _11 1-;,:~,;-.",~-,~,t;'i~_: f ,
.. .~. ". -;,".
"
It
j
.'"-
.... ::.."'~.& '-.
C
Intersectionf$ummary,:"_ ~'~":,~J0Ag;~~'s)f~ff:~1f?l?'7Y;@@,'0:k~i1:i1
Average Delay
Intersection Capacity Utili~ation.
Analysis Period (min)
.'.-~i;1;~S@~~~:~~70ET~~~:.."~5f~1t't',:
,.:;:~ .:::',.:::1
0.5
41.3%
15
ICU Leve! 9!~.0<e!' ,.
A
"'" -:;"
Date Received:
FEB I 5 2011
Original Submittal
2011 PM BACKGROUND 6/30/2010 Baseline
Synchro 7. Report
Page 2
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Lane Gf6iij5'" :,jlifj/;:ct,',~!lEBT :~EB~B[:;:'1,WBT~NB1?'1:::NBR~,0
Lane Configurations tl> 'I tt V
Volume (vph) ~ '1~: J~2j 19 19, ,.,638 26
Ideal Flow (vphpl) 1750 1750 1750 1750 1750
St9~~ge..Lengt~(ft) > . < ."~" -.0 175' . 0
Storage Lanes 0 1 1
Tap~rL~ngth(h). c,_:::.:~. 25 25 ,.' 25
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00
Frt " . ~=:3,'0:~9?' ,', 0.936
Fit Protected 0,950 0.974
Sat~..FJQ\',-(prQt)~t27' . 0 .1568 3137' ,1564
Fit Permitted 0.950 0.974
Sat\!.flQw(peini) -'c~:'312( 0 1568 " 3137 1564, . 0'
Link Speed (mph) 40 ' 40 25
~in~Dlst""c~(it);;:1~.~'1;3r3j::19Q: "'180
Travel Time (s) 6.4 3.2 4.9
Pea~IjQOr'f.a0or; .',,-, .?:"_~.92 '0.920.9,2 _ :0.92 0.9,2 0.92
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj:Fioi-i(JRh)P , '1110 21 21;693,28 25
Share.d. Lane ~raffic (%)
Lanel,3rolJP Flow (vph)
Enter Blocked Intersection
La~ Alignmen.t
Median Width(ft)
Link Qffset(ft) ,
Crosswalk Width(ft)
Twow,ayLeft tumtane
Headway Factor
TUfllingSpe,ec!(mph) ., = _
Sign Control
IiltersectiofLSummalY,;;;;;;':;:;J~'1;h;-':~,~;~=,;~,~ .;;:,:;;;:::::..'~.~. :--~ .':t!~-"";,~;.i~~:.s.:~::.:&J;;JJ::~,;:;;;;,'~ ;~~',
Area Type: Other
ConlrolT ype: Unsignalize,C' . - ,: -.
Intersection Capacity Utilization 41.3%
Analy~is Period (min) 15 .. ..
Lanes, Volumes, Timings
4: Mckenzie Highway (126) & S, 52nd Street
-+
~
-
~
,
1131 '
No
Left
12
.0. '
16
Yes
1.11
1.11
15
o
No
Right
21
No
Left
.1693
No
.' Left
12
" 0
16
"Yes
1.11
1.11
, 15
Free
Free
,
1.11
. 15
Stop
10/5/2010
!'
"~?\.~2~"'S:;~:i;jf~~" ,"-" - "."-~
A,-?'f*'
J
23
1750
o
o
25
1.00
_' ,--_,J. '.
"
'.
I.
0,
.
,..,
-i:; ~
.. '..m~ '___
<'-- _..--
"~"_M~__ _ _ _
, }~- .,
53
No
Left
12
o
16
o
No
.. Right
1.11
15
[
f.
,
,:-",:-';;,~'~:::' ~~'\""""i"'';,'"~''"'''~:;~~,-;;;,:~.o,'irj,,,/,::::~;9
;i:
_:.:",'
ICU Level of Service A
,.
'f;~~' ~,
.J;,. ,",
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM BACKGROUND 6/30/2010 Baseline
Synchro 7. Report
Page 3
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I
HCM Unsignalized Intersection Capacity Analysis
4: Mckenzie Highway (126) & S. 52nd Street
10/5/2010
Movement . - .
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly. flow rat~ (vph)
Pedestrians
Lane Width (ft) .
Walking Speed (ttls)
Percent Blockage
Right tum flare (veh)
Median type ,
Median storage veh)
Ups\riam signal (ft)
pX. platoon unblocked
vC,conflicting volume
vC1, stage 1 conf vol
vC2; siage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
pO queue free %
cM capacity (veh/h)
-. of - '" ~
-
LEBT .~EBRo, WBr WBT .':NBIt.. NBR,'C'.' T.=L_ ..~4~~
+t. 1j ++ V
1021 ,19. 19 ;'638 ~. 26 23
Free Free Stop
0% ~ . \0% '0%
0.92 0.92 0.92 0.92 0.92 0.92
1110 21 21 :693 28 25
.
,/ .
i~ -
565
565
6.9
3.3
95
468
NBl
53
28
25
325
0.16
14
18.2
C
18.2
C
r_"L"
I
DireCtion; Lane # .-.
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Inters"ection. Summ'ary;~..;." _~ ~:~-c:.;#;~"=,,:::~~,;;~'" ":..~"'". <4lf,;;:;~6_ _. "':~4'f~:;;,,- _ -,~_':""';rt~~tt u'#:,--::~5""" iT::'~"~'c >,;~_~ '~t:,t'~";,,,- ,';; ,,~_'~.'-::'~::I
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
0.6
41.3%
15
ICU Level of Service
,A
Date Received:
FEB 1 5 2011
2011 PM BACKGROUND 6/30/2010 Baseline
nriqinal submittal
Synchro 7. Report
Page 4
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Lanes, Volumes, Timings
1: Site DWY & S. 51 st Place 10/5/2010
~ '- t /" \. ~
lane Group 1-.., ~TfL,_. WBC WBR. '~NBT NBR "SB17""f SBT '~_. .
~ ~~:S' --_..' ---",
Lane Configurations V to <t
Volume (vph) 3 92 38 3 91 44
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Lane Util.Factor tOO 1.00 1.00 1.00 1.00 1.00 ..
. ,
. .. --
Frt 0.869 0.991
Fit Protected 0.999. , _ 0.967 ",
,..,---
Satd. Flow (prot) 1489 0 1700 0 0 1659
Fit Permitted 0.999 0.967 ~ ;' \
Satd. Flow (perm) 1489 0 1700 0 0 1659
Link Speed (mph) 20 25 25 . -...... -- .- ..
LinkDistance (ft) 118 495 178
'Travel Tim~ (s) 4.0 13.5 4.9 . -. _..,,~ -..,- ..",
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
I\dLFlo\,/'(vph) 3, 100 41 3 99 , 48'-- "
Shared Lane T raftic (%)
Lane Group FI.9W (vph) 103 0 44 0 0"'147 ~..,. ....". . "..
._--- ..... ..._-"'-'..;.;.:.......
Enter Blocked Intersection No No Yes No No Yes
.Lane Alignment Left Right Left Right lert . Left ' .
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left T um Lane ,
.",..",
Headway Factor 1.11 1.11 1.11 1.11 1.11 1.11
TumingSpeed (mph) 15 15 15 15 ".
Sign Control Stop Free Free
Intersection Summary' ~o, - iJ:: ~- '-:.- . .,....",=. 0
;""'... _. .c~" ~+ii.J!/" ;,...-
Area Type: Other
Control Type: Un signalized
Intersection Capacity Utilization 27.7% ICU Level of Service A
Analysis Period (min) 15 "
Date Received:
FEB 1 5 2011
2011 PM Build.NO DWY 6/30/20102011 BUILD NO MAIN STREET DWY
nrigin!:lll ~llhmitt::i1
Synchro 7. Report
Page 1
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I
HCM Unsignalized Intersection Capacity Anaiysis
1: Site DWY & S. 51 st Place
10/5/2010
I
{'"
"'-
t
\.
+
Movenienti'J::::'-,:,C"~r5iX~WB~wi3~Bf"7:~HBR~SBI.::'~ SBT~::'.:J.",~ ~ ;':~;;Z,?::~~":"'H=' ~J
Lane Configurations V
Volume (veh/h) '. 3,
Sign Conlrol Stop
Grade :' ':'0%_
Peak Hour Factor 0.92
Hourly flow rat~,(YP~r ':-::~: .' ,.j' ~
Pedestrians
Lane Width (ft) __.
Walking Speed (ftIs)
Percent Blockage" ", ...., . ,. .'
Righttum flare (veh)
Median type .- ~ 'F, - ,-,
Median storage veh)
Upstr~am sign~@t:c,:;; C.
pX, plaloon un,blo~k~d. .,. . . ' .
vC, "Pjlflic\ingyolumej", :.; ,'~~~jl'.E~, ,~3
vC1, stage 1 conf vol
vC2, stage 2 con.tVol.~: "":.'
vCu, unblocked vol
IC"singie (s) ,
IC, 2 stage (s)
tF (s)" .-,-
pO queue free %
cM capacity (vehlh). . '
'5irecti6n'j'L.ane,#,:.3- ~.>. 4Z'.-~_~WB:1~~~-NB:.,1~-_ ~:SB<h".:'-'.::a'. ~_"';;;, ~-;O'k-~:q'~:;';:':.;,~l~>'i;if.:'~~~;j'-::/~.~_:+~
Volume Total
Volume Left
Voiume Right
cSH
Volume to Capacity....:.. "' "
Queue Lenglh 95th (ft)
Control belay(s):;::. ,,',
Lane LOS
, . . " -." ~
Approach Delay,(s)...., :
Approach LOS
I
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I
289
6.4 .
3.5
100
658
: 103
3
. -fqr
1010
'0.10
9
9.0
A
". 9:0
A
,
0.92
100
3.3
90
1027
45
o
3
1700
0.03
o
0.0
92
f+
38
Free
.0%.
0.92
41
~
.. 3
<t
44.
Free
. 00/;
0.92 0.92
99;. 48
None
43
6,2
'91.'
0.92
3
..
. .:None
J:.
I
,.
,-
.
t
I~
-_'~_J..... _~
f'-
45 .. ..
-----q--_. ~_.
-?
45
4.1
2.2 -,.
94
1564
b
...~.." -
. t"' ~
. ~:
"""'--<f'"- ._-~ ..." -'.
-, - -. -
- ". .
0.0
. 147
99
. 0
1564
0.06
5
5.2
A
5.2
I
I
Inters8ction;Sifmm'arj"~ffr4:~~t:L> ",:'-~_;?0~~4';fIg2~>Z'
Average Delay 5.7
Intersection 9~paciiY.lJtiiizatiQQ. . 27.7% . '.
Analy~is Period (~i.n) 1'5
I
I
I
-- _.
,.....
1
,
,.
<-,
',:.."ft_..._,,---,-. ._-
',"-'"-'
-.c,~",,":""'::';,~:,l
." ''''"~.,,C'.
ICU Ley,,1 cif:~rvice
~'..
".,
A ~F-,A.,
'0~~~~ :~:~~,;0:L-_,;: :'"~,:i",.t,;r=~"-C-+w;;-;,,O;f~;~~4;;~~~*~';:!C
"';
Date Received:
FEB 1 5 2011
2011 PM Build..NO DWY 6/30/20102011 BUILD NO MAIN STREET DWY
OI;~;IIQI Sub"l:lt-al
Synchro 7 - Reporl
Page 2
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Lanes, Volumes, Timings
2: Mckenzie Highway (126) & S. 51 sl Place 10/5/2010
.. . - '" I'
-
[aile Group .. :,;. '#,~":$:~' . :EBT '~..EBR'< ~'wBL : WBT ;:~:NBL._::.NBR' ", -.-.... "1:'" . ,-, ~-. ".-~ '4
.. .
Lane Configurations tf> 'I tt 'I ."
Volume (vph) 1029 111 24 647 35 95 .
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Storag'e Length (ft) 0 175 0 75
Storage Lanes 0 1 1 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Frt 0.985 ,0.850
Fit Protected 0.950 0.950
Satd. flow (prot) 3090 0 1568 3137 1630 1458
Fit Permitied 0.950 0.950
Satd. Flow (perm) 3090 0 1568 3137 .1630 . 1458 " .
,i'
Link Speed (mph) 40 40 25
Link Distance (ft) 216 . ,373 . :178 .. 0--'
'__-0 'j-~
Travel Time (s) 3.7 6.4 4.9
Peakl:!~ur Fa<;tor _ 0.92, 0.92 0.92 :0.92 . Q.92~ ~~Q.9_2.
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj. Flow (vph) 1118 121 26 703 38 . -103
Shared Lane Traffic (%)
Lane Group Flow (vph) 1239 0 :26 703 38 103
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Left Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 o ' 0
Crosswalk Width(ft) 16 16 16
Two way Left T um Lane Yes Yes
Headway Factor 1.11 1.11 1.11 1.11 1.11 1.11
Tuming Speed (mph) 15 15 15 15
Sign Control Free Free Stop
IntersectionSummary,"~ . - ~.-",_..l c. ,.~ .. ,I
:?"'"'-:""-"., ' ','. - .
Area Type: Other
Control Type: Unsignalized "
Intersection Capacity Utilization 47.8% ICU Level of Service A
Analysis Period (min) 15
Date Received:
FEB 1 5 2011
2011 PM Build-NO DWY 6/30/20102011 BUILD NO MAIN STREET DWY
Oncinal submittal
Synchro 7 - Report
Page 3
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HCM Unsignalized Intersection Capacity Analysis
2: Mckenzie Highway (126) & S. 51st Place
-
..
-
'\
~
10/5/2010
Movement" '.' '.<
Lane Configurations
Vol~me~(veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly.flay; rale (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ftIs)
Percent Blockage
Right turn flare (veh)
Me~ia!, type
Median storage veh)
Upslreamsignal (ft)
pX, platoon unblocked
vC,_co./!!licting volume
vC 1, slage 1 conI vol
vC2. ~tage 2 conI vol
vCu, unblocked vol
IC, .single (s)
IC, 2 stage (s)
IF (s)
pO queue free %
cM capacity (veh/h)
Direction, Lane #'~ .
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 951h (ft)
ConlrOi Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Inlersection,Summary~.. .
Average Delay
Intersection Capacity Utilization
Analysis Peri~d (min)
('
-~."',EBT.""'EBR, 'WBL,,"WBT,:"'NBL
tf> 'I tt 'i
1029 111 24 ,647 35
Free Free Stop
0% 0% 0%
0.92 0.92 0.92 0.92 0.92
1118 1.21 26 703 ..38
~ NBR.
r
95
3
TWL TL TWLTL
2 2
1239 1583 620
1179
404
1239 1583 620
4.2 6.8 6.9.
5.8
2.3 3.5 3.3
95 64 76
536 238 431
. ''''EB 1 EB.2 WB"i" .WB2. WB'3' NB.L
746 493 26 . 352 352 141'
0 0 26 0 0 38
0 121 0 '; 0 0 103
1700 1700 536 1700 1700 590
0.44 0.29 0.05 .0.21 0.21 0.24
0 0 4 0 0 23
0.0 0.0 12.1 0.0 0.0 17.9.
B C
0.0 0.4 17.9
C
.~, :-';i""
r".=__.
~7~
-"=",". ~~..",.
1.3
47.8%
15
ICU Level of Service
2011 PM Build-NO OW( 6/30120102011 BUILD NO MAIN STREET Dw(
0.92
103
.
- -,--
"". j
"
.
_ ._....J~:....
.....-.. ~'.~
'-.-
- ,""+:';:~:~4~i.;':'._
."-~"f'"~_ _
A
'."..~ H
Date Received:
FEB 1 5 2011
Ori9i...~1 ~llhmittal
Synchro 7 - Report
Page 4
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Lanes, Volumes, Timings
4: Mckenzie Highway (126) & S. 52nd Street
l!"ne"G(6up'~~~ ~~;EBT:."";"EBR~WB[;,,,.;'wat:?'~"IBW"+r,:,i;:s0:.Icl'-,;I'~~f"".,0"" ,.
Lane Configurations +t. 'I ++ V
Volume (vph)10~5.l. ~?9 42 640 31
Ideal Flow (vphpl) 1750 1750 1750 1750 1750
Storage, Length (ft) .... '0 "~Q.175 0
StorageLanes 0 1 '1
Taper Leng!!, (ftL'. _ ,", '::'~C25~ '; 25 25 ,,'
Lane Util. Factor 0.95 0.95 1.00 0,95 1.00
Frt. . 0,9~6:~='.- -:-: 0.923
Fit Protected 0.950 0.979
Satd. Flo~ (prgl) ". 31i4;",,:',!0:::, 1568 3137 1550
Fit Penmitted 0.950 0.979
Said. Flo\'i (penm).31?r~-''],': 15683137 1550'0
Link Spe~d (mph) 40 40 25
LintDislance.(ft) "190 180 " ;
Travel Time (s) 3.2 4.9
~~,,-k.Hour.~actor.~:;>':';'Q:~2~'.;:;Q:~?:",-0..92. ~Q.92 0.92::
Heavy Vehicles (%) 6% 6% 6% 6% 2%
~dj.'Flow(vphj'. ;11~d"7;'3:Z' 46 '696 34 .
Shared Lane Traffic (%)
Lane Group Flow (vph) .'
Enter Blocked Intersection
Lane Alignment
Median Width(ft)
Link Olrset(ft)
Crosswalk Width(ft)
Two way Left Turn Lane
Headway Factor
Tuming Speed (mph)
Sign Control
ffitersectlon'Suml1lal'y:Zi'~~:;~, ,,~~~";'~~~~:';;if:'Y""j.~ ,;:;t.:4:>,.
Area Type: Other
Control Type: IJrisignalized ' 'd: ';.
Intersection Capacity Utilization 49.2%
Analysi~ period (min) 15" . . '.':
-+
"').
.(
-
'\
1.11
15
Stop
10/5/2010
I"
- ,,-<..-
c::t~:~
I
1222 -'.' ':' 0'
-......-.""".'"
No No
. LeC~Right'
12
- ,.0 ,~
16
. Yes
1.11 1.11
". c'15
46
No
Left
696
No
Left
12
o
16
Yes
1.11
41
1750
.0
o
25 .
1.00
, .
-...'-.-- .
1.11
15
o
.,
Free
Free
"",,,,'f:~:,j:?'~~?'f>~ JS~'~fSi?:l",c- ',':'-~~;P;;;Fj':,4,"f# ,~~~~'---J '~,'"
'" .;. " '"'.1
L
r
, I.Y.':'
0.92," .::..;.:....
2%
.45
. t.
79
No
Left
12
o
16
o
No
Right'
h
1.11
15 .
~
ICU Level of Service A
Date Received:
FEB 1 5 2011
2011 PM Build.NO DWY 6/30/20102011 BUILD NO MAIN STREET DWY
Ong~nal ;:'UOIIIIUdl
Synchro 7 - Report
Page 5
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HCM Unsignalized Intersection Capacity Analysis
4: Mckenzie Highway (126) & S. 52nd Street
10/5/2010
-
l-
-
!"
'\
i"
Movemerif0'~~~~':,~~"~~::Y{~ .'EBf~.WBL<....iWBP~"_0NBL:~~NBR~?~.'\_l~~4'~~,_-.~a~",,::P:t'
Lane Configurations tt. 'I tt V
Volume (VEih/h) 1095 29 42 ':6~0 31 ' 41,.
Sign Control Free Free Stop
Grade 0%': 00/", ','~O%. t,' '
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow raie (vph) 1190 32" 46' 0.69.6. ,3r:i'A5
Pedestrians
Lane Width (It),
Walking Speed (ftls)
Percent Blockage '
Right turn flare (veh)
Median type 'f
Median storage veh)
Upstreamsign~l(ft)~ '
pX, platoon unblocked
vC,pqnflii:~ng'yol~rl}e
vC 1, stage 1 conI vol
vC2, stage iconl vol
vCu, unblocked vol
tC, single (s), ' ,
IC, 2 stage (s)
tF(S) .
pO queue free %
eM capacity (veh/h)
DireCtion,jLiiie#~"^
Volume Total'
Volume Left
Volume Righi
cSH
Volume to Capacity
Queue Length 95th (It)
Control Delay (s) .
Lane LOS
Approach Delay (s)
Approach LOS
" ;:'j;;fi"'3, ~'l
1'-
,
" ii.,
;,
TWlTL
2
, HYLTl .~~.
2
-.. .-
. '>:'t
.~..,
">',
.1~5i.,.r~61t. ,.
1206
"".'4;1.9" ",'
1645 611
6.8' ,6.9
5.8
2.3 3.5 .3.3
92 85 90
.545 . , '228 437
,.:r~'t<iEB,l ''!'lEBt2:.,WB'1Z,-.l: WB2<""WB,3":f"NB,1,g.,.,::"'#-;:""~~':::;'j." :
793 428 46, '348 '318 78
o 0 46 0 0 34
o 32 0 ,'0 ":0: ,45.
1700 1700 545 1700 1700 313
0,47 0.25~ 0.68 ,'0.200.26 '0'25.
o 0 7 0 0 24
0.0 0.0" 12.2 0:0'0.0 '20.3 . .
B C
0.8.. . "'20.3' .'
C
..1222,.
':i
1222
4.2
"j."
.,.,
0.0 .
interSeCif~arf~~;,:._~:/}e~2~~~~.--_i?Jj~",~.Jj~:~;~0-~;:.?~d+li%lg(;,:.;:_:~0i%\~~~~:4i;_~:-~o-:~'7YT:x:-~~'~~;;;,;3;.
'~';lh":;;', .:.. '~
Average Delay ,
Intersection Capacity Utilization
Analysis Period (min)
1.1
','49,2%, ,.
15
ICULevel~IService
. if)/!.
Date Received:
FEB 1 5 2011
Original Submitt~1
2011 PM Build-NO DWY 6/30/20102011 BUILD NO MAIN STREET DWY
Synchro 7 - Report
Page 6
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Lanes, Volumes, Timings
5: Site DWY & S. 52nd Street
10/5/2010
Lane_Group,,:~,.#4-::;~~ :~7^~~7=:',EEfG:J:'~7E-BR?j/'!h 'NBl:.~'l:cN~SBT~BR,\:+_;~~-~~~=~-~~:,}~" _;~~:r~];~..f;"~t'!;:'?_~.:o,> ,~-~~:.:~-- "J
Lane Configurations
Volume (vph) .,
Ideal Flow (vphpl)
Lane Uti!. ~ac:t.ilr~
Frt
fit ~oteCtoo .:.
Satd. Flow (prot)
EI(Permitte~ ,~ _ ,.
Satd. Flow (perm)
Li~~~p~ed (mph) .
Link Distance (ft)
~ra-,,~'ITi'!1e (sf. '
Peak Hour Factor
~dj.:FloYi(yphC ..
Shared Lane T rattic (%)
b9!le,Gi5upflow(vph) .,
Enter Blocked Intersection
La~Alignment "
Median Width(ft)
:CinkOffset(ft) , ' . .'
Crosswalk Width(ft)
[[WQ way Left Turn Lane
Headway Factor 1.11 1.11
-TumingSpeed (mph) 15 15
Sign Control Stop
Inter'section~Suf1lmary"~~~%.+:<~~-: Is '~~~__:,~~.'"T7i\4_~-; ~'=:: ~-r~..~,- -~:;':=>_~_"'~~ .
Area Type: Other
.contr,Hyp.e: Vnsignalized
Intersection Capacity Utilization 15.5%
~mlfysis Penod (min) 15
/
V
23
1750
1.00
0.986
0.957
1619
0.957
1619
20
105
3.6
0.92
25
, 28
No
Left
12
o
16
"t
3
1750
1.00
0.92
3.
_ ...0..
No
Right
....
t
+
.;
4' to-
, 3 .'. 49 38 33
1750 1750 1750 1750
1.00 '1.00 1.00 1.00
0.937
"'--'.,. ,
,..... f
,~.' _._ 0..
o
0.997 .... ..","~..
-~.,,-_.-
1711 1608 0
0.997 . ,
".':c
1711 1608 0
25 25 .. . .
~ ." ,
.. ,
399 180
',10.9 4.9 -C-~-"
~ .---
0.92 0.92 0.92
'53 41 36
o
o
o
0.92
;'3
o
No
Left
;,~,;" ~6"
Yes
~Left
o
o
16
"~
71.
Yes
Left
o
o
16
o
No
. Right
D:
.<:.... --'----~.~
1.11
15
1.11
1.11
1.11
15
.- 11-
Free
Free
.,~.. j
ICU Level of Service A
~",' -:,t~. -;.
Date Received:
fEB t 5 2011
2011 PM Build-NO DWY 6/30/20102011 BUILD NO MAIN STREET DWY
"rigin~1 ~lIbmittal
Synchro 7 - Report
Page 7
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HCM Unsignalized Intersection Capacity Analysis
5: Site DWY & S. 52nd Street
10/5/2010
MovemenL . "c'. k~_ ~:,
lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
HourlY flow rate (vph)
Pedestrians
lane Width (ft)
Walking Speed (fUs)
Perce~t Blockage
Right turn flare (veh)
Median type .
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC 1, stage 1 conf vol
vC2, stage 2 conf v61
vCu, unblocked vol
tC, single (s) .
tC, 2 stage (s)
tF (s)
pO queue free %
cM capacity (vehlh)
Direction, lane #. . .
Volume Total
Volume left
Volume Right
cSH
Volume to Capacity
Queue length 95th (ft)
Control Delay (s).
lane lOS
Approach Delay (s)
Approach lOS
Intersection Summary;:: _ ?:;;~~~':. .
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
/'
t
..;
~
l-
"'\
EBl'"
V
. 23
Stop
. ,0%
0.92
. 25
EBR;,;:'NBl~"NBT . ,c. SBr::'7SBR. 'n,"' >0
4' f>
3 .' . 3 ..49 38 33
Free Free
'. 0% 0%
0.92 0.92 0.92 0.92 0.92
3 3 .~ ~ ~
- ,,~
---
:~ -~
_1
'None None
'<; ,-
119 59 77 .-
h,
;!,
119 59 77
.6.4 6.2 4.1
, . 3.5 3.3 2.2
97 100 100
875 1006 1521
';,,:EB1 NB'.1"c SB1. '"
-~
28 57 77
25 3 0
3 0 36
888 1521 1700
0:03 0.00 0.05
2 0 0
9.2 0.4 0.0
A A
9:2 OA 0.0
A
~!.
'",:-,:.,~.
A
,. -+,,' .
_co. _of,
4:::R~=-_'_- - "~,,":._':~~t~r5&t'%L'2,
C""'~,H" .!i :~4::J~"S:,:::,..~d;,.:;::,,:.
" I
1.8
15.5%
15
ICU level of Service
A
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM Build-NO DWY 6/30/20102011 BUilD NO MAIN STREET DWY
Synchro 7 - Report
Page 8
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Lanes, Volumes, Timings
1: Site DWY & S. 51st Place
10/5/2010
..
I"
tane,GroupT'~'.':' "".!!{!:fj;;,!~ WBIF~W~NBT;..jjBR...SB~:'?"SB~j;, '
Lane Configurations V To <t
Volume (vph) . 3 "23, ,38. '2 3" ':52..' 44,
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Lane UtiI'-Factbr 1.00 . rOQ ::.....1PO ~. '1,00,1.00' too
Frt 0,879 0,991
Fit ~r~tecled . 0.995 ___ _
Said, Flow (prot) 1501 0 1700
Flt"p-ermitted 0:995
Satd, Flow (penm) 1501
Link Speed (mph) , '20
Link Distance (ft) 118
Traye! Time (sl. '4,0
Peak Hour Factor 0,92
A.d{Flow(vph) j.
Shared Lane T rattic (%)
~an~ (3roup F1"w (vpIlL. .
Enter Blocked Intersection
Lane!\lignment
Median Width(ft)
Link Oftsel(ft) .
Crosswalk Width(ft)
Two way Left Turntane
Headway Factor
'fuming Speed (mph)
Sign Control
'-
o 1700
. .~.~._;-~~:_?~~.
495
'-iJI?. .
0,92 0,92
:'25"::: J:~.1
t
\. ~
~,y'~;t~';;',~~"?(~::_€i:-t'd,"-0;:~;7:; J}]
"'1.,
"
:,' :;9,974
o 1671
" ;;9.974
o 1671
: co'"~ .. 25
177
:.- '.4:8
0,92 0,92
48
~' -,
"
o
. . ~
""':.J.
o
'-l~
0,92
3::
0;.< ._0'- I
. -~'- -. ..
No No
Right. Left:
_. . - -,
. .' 2,i( ,":0';:--"44'
No No Yes
Le~ . Right . PLeft
12 0
o :,"',0 . ,.-
16 16
1.11
15
Stop
1,11
15. .
1,11
"t-
105
Yes
Left .
o
o
16
!.
Free
'. ~'
1.11
, 15
1,11
, 15
1,11
Free
)iitetsection;Surnmarv~~;s~::~;"-:Pf-g.':?'d!4~_-::~'<~4~S:..~-~:-*:p ..,J,~~~__~~ ~~-~'~-~:ft,,, ,~- '-:~~:,,~'5;!~~~~~~, "
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 22,3%
An~lysis Period (min) 15
'"'""l
~ .
ICU Level of SelVice A
.
~.. I~.
IT
t:
Date Received:
FES 1 5 2011
Original Submittal
2011 PM Build with RIRO Main Street DWY 6/3012010 BUILD with MAIN STREET DWY
Synchro 7, Report
, Page 1
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HCM Unsignalized Intersection Capacity Analysis
1: Site DWY & S. 51st Place
10/5/2010
Movement ~;:fc.:;',,~~~-;WBL%~WBR;;;?i'NBTi;!iNBR'0i..SBL~SBH-,
Lane Configurations
Volume (veh/h)
Sign Control
Gr~i.-,
Peak Hour Factor
i-1o'!!ly tiow[ate (vph)
Pedestrians
~a~e Wid~h (ft)
Walking Speed (ftIs)
f'e&e~tIilockage
Right turn flare (veh)
Median'tYpe
Median storage veh)
pp~r~ains;Il~~I(ft)
pX, platoon unblocked
yC,:cQnflictinIlVolu[lle
vC" stage 1 conf vol
vC2:stage 2 conf voi
vCu, unblocked vol
IC, single(s)
tC, 2 stage (s)
iF (~)'.
pO queue Iree%
cMcapacity (vehlh)
Oirectiori;lLane# ;i~'~0 .'
Vol~me Total
Volume Left
Volum.eRight
cSH
Y,ol~'mejo~Capacity
Queue Length 95th (ft)
Controfbelay(s)
Lane LOS
'App16-"~h'Delay (s)
Approach LOS
.f
"-
/"
t
\.
l
0c~~j;idTjf'.<
-,-~'~;;S:;'~';"'-'.
,:~-,,_;rt.,w;""'2'~i
V 1>
3, 23 38
Stop Free
. 0%. :.0%
0.92 0.92 0.92
3 . 25 . 41
i' 3
52
4'
44-
Free
O't,
0.92
'48
0.92
, 3
0.92
57
.... .,~
- ~..;,J ~ ~_~;.: .
...~.i_' _' .._ .
~ ..,
- '" -
_'M.__'__
None
';': None'" ,~.~=~=~ ~~. ,
':';
..-..".-.,.-'Z',........".
,-,.,.., ._._-- -
. --'---,
. '204. . _ 43
45 '
+''?'"
204
6A
45
4.'1
43
.6.2.
3.5 3.3 2.2
100 ~ ~
756 1027 1564 '
_ WBi.1',,~.,NB'_1':',~SB:1-'i~...'f'..;,. ". _ ";['1+',/':-;;:.:.,; 'c.
28 45 .104
3 0 57
25 3 O.
987 1700 1564
0.03' . 0.03 .0.04
203
8.8 0.0 4.1
A A
8.8:0:0 4.1
A
~~:~ ~:_.~c~;..f~,~cff)'
, ,
,
~--\.
. . .,~.. ~,'."...~-,,, .
. ~;
~"r'
." 2;;.",,,'}
Ihtersectjon:SGmmafy::i:~t~4~~i.:,,:I'0i#4y~,~,:~:'~?0~~~-~~~3:.1E::t.,;~: ",-~;'::.]f;r::T:);,?~~~r:;~"':;;:{;!~~~'~"Y:;::'''''z~~?:''~?'~~;~o4~;-_ -
Average Delay
Intersection Capacity Utilization
An~y~i,,-Period (min)
3.8
.'2i3%
15
ICU Level 01 Service:
,--: -.:-iA.
- ~-- ~-~
~,' ;::1:.::-_
Date Received:
FEB 1 5 2011
vllyltlC'J13u~lIll:LlClI
Synchro 7, Report
Page 2
2011 PM Build with RIRO Main Street OWY 6/30/2010 BUILD with MAIN STREET OWY
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Lanes, Volumes, Timings
2: Mckenzie Highway (126) & S. 51 sl Place
-
.....
("
+-
....
,~"+;;. M",~":.~-'-l~c';;:':::,,.", '. ..'j
lBiie'Group:.~~"" 7~:,;~'3'.':~EBT,,' rEBRf:=:wl:iI:~BJl!l # .NBL'f"'NBRc1;:;'z"""
Lane Configurations . . J"t. 'I H 'I r
Volume (vph) 1068 . 72 24 ':~79 22 39
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 .1750
StorageLength(ft), :' ',__.. ',0 175 '0 :" 75
Storage Lanes 0 1 1 1
Tap.erLength (ft).:'::';~~'" ". ,"25 25 25':' . .25
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Frt .. ".'" .().~9r' '10:850
Fit Protected 0.950 0.950
Satg.JI2w(pr~t) :. .::,":31W, ," 0.' 1568 31'37 1630" '1458
Fit Penmitted 0.950 0.950
Said. Flow (perm) ~,= T~=;-~:31oC~'0 1568. 3137 .16301~58
Link Speed (mph) 40 40 25
Lin~6isiance@' ., Zf6';;i;,. '7 :,184....17}
Travel Time (s) 3.7 3.1 4.8
pe~k fjourFactor ,. ,:'h~'""Q.~?':.;O,!l?. 0.92 {0.,92 .0.:92
Heavy Vehicles (%) 6% 6% 6% 6% 2%
Adj.~low (vph)~-:'1161-- 78 26" 738 24
Shared Lane T raf!ic (%) , ..
Lane Group Flow (vph) . .. 1239' 0 26
Enter Blocked Intersection No No No
Lane Alignment . ',__ '1eft." .Right. Left
Median Width(ft) 12
Link Offset(ft) ~_ ,:> "'0
Crosswalk Width(ft) 16
Two way Lenum Lane Yes~ '"
Headway Factor 1.11
Tuming Speeg (mph)
Sign Control
1.11
15
.738
No
.'left ,
12
, 0
16
'Yes
1.11
, 24
No
, Left
12
'0
16
1.11
15
Free
Free
10/5/2010
/"
I..
~',
,.- . ~. -'---'-. '-~-'
0-' _..-._~ "wv_ ~-J
,
I,
--,
- -;~_.._-
',.!'
'i .0.92
2%
42,
"
_40
r
fo
42
No
Right
!' <
^'~-
1.11
15
Stop
1.11
15
li1terse-ction,Summaryzt~~;~~f'~~~c~~"rs~..- ~- ~;::'-'.'~~';;:':?:s:~:-';_~~'S-'-::~"/sls?~:-_:"f'"':(~2c:;:t:J%(s,:~d.,: ~--~-'- " :=" /'A:-, - ^ .-J
Area Type: Other
Control Type: Unsignalized' ~~. .' '.
Intersection Capacity Utilization 44.5% ICU Level of Service A
Analysis Period (min)'1j( ~;' '.
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM Build with RIRO Main Street DWY 6/30/2010 BUILD with MAIN STREET DWY'
Synchro 7. Report
Page 3
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HCM Unsignalized Intersection Capacity Analysis
2: Mckenzie Highway (126) & S. 51 st Place
10/5/2010
-
,.
.
-
'\
I'
Movement;:;;';m'k'::.?:TS0;+,~c;,~,:EBU'%EBR~WB0":;WBT 'C".'NBL"~NBR':~'< .~~:. ,'~'2'~~,gc>:c.:...#t.: ,'Cc,y,: 1
Lane Configurations 1't. 1j 1'1' 1j '(I
Volume:(v,~h/h) 1068. 72 24679. .22_:~~;":'~39
Sign Control Free Free Stop
Grade.' . . 0% . . :0% . 6%'..;
_ ~ _J .~_. ...c... __ n_ 'd'
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly~ovJra\~ (vph). .1.161 ..' 78 26' -.~t~8.-~'??f.2. .42
Pedestrians
Lan~ .Widll1 (ftll . .
Walking Speed (ft/s)
Perce~(BI~ckage
Right tum flare (veh)
Median,type .~. .
Median storage veh)
Upsjr~an1signal(ft). .
pX, platoon unblocked
vC, ~onflictihgyolu,!,e,., .,' 1239'.)1":,"--.::1~j;:!.'_~26..:
vC1, stage 1 confvol 1200
vC2, stage 2 csinf vol . . ;~'::>"::42,1:'
vCu, unblocked vol 1239 1621 620
fC, si~gle (s) , 4.2 l' :6:8; 6.9
tC, 2 stage (s) 5.8 .
tF (s) .... ,. . 2.3 . '3T 3.3
pO queue free % 95 90 90
cM capacity (vshlh) 536 2~1 ',: .431
bireCtionc[ane#":;:,7"'~,,,,,,,,,,"EB:1'$''''EB$,'eWB1 .,.wB'2.f"_WB3"'~~NB.1-{",,.::"":, ";'J""',4?~.i:"';,'" _
Volume Total 774 465 26 .',369. 369,; 66
. '- .. - _.- \.,
Volume Left 0 0 26 0 0 24
Volume Right 0 78 . 0 .;:::""9 ~ ;,. 0.' V 42
cSH 1700 1700 536 1700 1700 642
VolumetoCaRacily. . 0.46 . ' 0.270.050:2~".;:O.22.i'0.io
Queue Length 95th (ft) 0 0 4 0 0 9
Control Delay (s) 0.0 0:6 12.1 0.0. ,'0.0 17.2
Lane LOS B C
Appro~ch Del~y (s) 0.0. 0.4: i,j, C:::":~ j"17.2
Approach LOS C
iOfe'FsectlOrf"Su-rnmary' ~~g~--.n.t~~~~;~~4;'~:2;-07i;;io ~,-t';:i(i0~04Bjf$,"7::Z2Ef,~.~f~;~,g:::;;;:;Z~?Y--"- ,..~:;;~t&~f~;'-~~-;~\g?~6h%. 7'T~-_ ';i€J
Average Delay 0.7
Intersection CapacilyUtilization 44.5';':
An~IY..sis Perio~ (min) 15
"
J...
," ;;.
.'
';'
'1!/
TWL TL
2
3
, lYlqt:. ~ ~~_ ~ ~~! ::.:..'. .
2
}
",
"I.
,j
ICULeve!Qf ?er.Vice
.',;1';,
.' - '1'
'0-,-"_.' _ ~ .':: :..~,.
. Date Received:
FEB 1 5 2011
2011 PM Build with RIRO Main Street DWY 6/30/2010 BUILD with MAIN STREET DWY
nriOinAl Submittal
Synchro 7 - Report
Page 4
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Lanes. Volumes, Timings
3: Mckenzie Highway (126) & Site DWY
-
~
~
-
l.'aneGr6up,,,,,,,; '"~"'v",;,, ,",EEft~BR~WB[,:ic::'WBTc~NBl'
lane Configurations +t. ++
Volume (vph) , 1058' : 49 ' 0 703
Ideal Flow (vphpl) 1750 1750 1750 1750
StorageL~~gi~(ft) 0 175'
Storage lanes 0 0
ITalJe':-'Jngthjft), ..25 ~. 25
lane Util. Factor 0.95 0.95 1.00 0.95
FI1' ,0.993
Fit Protected
.Sat~.FIQy;(pro.tl. '
Fit Penmitted
,$aki j=[oy;Jperm)
Link Speed (mph)
.L;~I{[)jstanc€ (ftr
Travel Time (s)
p'eak~o.!'rF~cJor
Heavy Vehicles (%)
Mj.~~I.oY((vphf' .
Shared Lane Traffic (%)
Lane .GroupFlQw(yph)
Enter Blocked Intersection
L,an~ Alignment
Median Width(ft)
Link' O!fset(ft)',
Crosswalk ~dth(ft)
T we way Left Turn lane
Headway Factor
Tuming Speed (mph)
Sign Control
3115
3115
40
184
3.1
. O.g? _,
6%
1150
. 1203
No
'Left
12
o
16
Yes
1,11
Free
.: -'0
0~2:
6%
53
o
No
Right
1.11
15
',0
'0
3137
o
No
Left
o
, '0
16
'\
I"
10/5/2010
~~;N8R'1+&";;:~~}'''?':":
o
1750
o
o
25
1.00
r
46
1750
o
1
.25
1.00
, 6.865
1.11
15
ICU level of Service A
"
"'0:':1484
20
313 '"
10.7
,O,9?, U.92,~c t. /..',:. ,c;:.;~-."
2% 2%
"0' 50
0: .1484
50
No
. Right
1.11
15'
Stop
2011 PM Build with RIRO Main Street DWY 6/30/2010 BUILD with MAIN STREET DWY
o
3137
40
:'189
3.2
:0.92,
6%
]764
lntersectiorl.'Sl.irrim"ary'l:;~=;~:'~_ ;~:Wl~~;,~::~><$' ~,cu~ < 11 .~~~:''4::~"'';;-~- t"~~,~~4.~:it~,,?,,g'2di_7,-~::~-:C '.
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 43.4%
Analysis Penod (min) 15.
0.92
6%
o
o
No
Left
764'
No
left
12
o
16
. Yes
1.11
1.11
15
Free
., '^'~ ~;;{g~'h-;F-~"<. '.___.;, L-'j;-;~f
',:(',;";; I
'.':,.:~~-::':'j,.' "
. , ~- .,.----
.,"., -
~~::~~'.~~:~~~~. '~:~ 0 . _
. "'.
'<'''''1t-.
.
l~
- 1-
.
_ .:-"'.:...~ _ .1>
"J:
ifi.;-'.,~~~"'';'i,\j~Jo0~'-' "'~
.: ! ~, . --
_ i~_ . -' __
Date Received:
FEB 1 5 2011
OriQinal submittal
Synchro 7 - Report
Page 5
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HCM Unsignalized Intersection Capacity Analysis
3: Mckenzie Highway (126) & Site DWY
-
"
-"~EBT
tt.
-1058
Free
0%
0.92
. ,1150
TWLTL
2
, ,EB 1
767
o
.-:~ 0
1700
"],45
o
0.0
':EBR.f
._~~ -~-
0.92 0.92
.'53~_~-- 0
0.0
~
-
" -
,.
o
'\
I'
. NBL .- NBR ~.~-
7'
o 46
Stop
0%
0.92 0.92
o 5,0
602
- . - --
602
6.9
3.3
89
443
~"~'.j ...
,~.,:..- .,-:~~'~:2;T"~h.:. ~~.~:~...,
10/5/2010
--- .
-;;c. ,,_
I
MovemenL _' __ ..
Lane Configurations
Volume (veh/h) .
Sign Control
Grade
Peak Hour Factor
Hou.rly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage .
Right turn flare (veh)
Median type
Median storage veh)
Upstream sigmil(ft) , .
pX, platoon unblocked
vC, conflicting .vol~'!'l .
vC1, stage 1 conf ~ol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s).
tF (s)
pO queue free %
cM capacity (veh/h)
Direction, Lane#.~.."
Volume Total
Volume Left
Volume Right ..
cSH
Volume to Capacity.
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s) .
Approach LOS
Intersectio'n Sumriiaiy~.__ ;. ....,.~;._"
Average Delay
Intersection Capacity. Utilization
Analysis Period (min) .... ,_.. .,
WBL 'TWBT
tt
703
Free
0%
0.92
764
-:~"',
0.4
43.4%
15
" ,
ICU Level of Service
:.~~ -
...:.J
.' --I
-I.,
I'.
"\
.,
nO. -'t
.L
E_"'- t: ':"1!."
'.'-'~.~-?T,,*~~-~l.:~ ~::: ~'7"" =:-..::.:gj,'7>#g'i.. - "1
: A
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM Build with RIRO Main Street OW'( 6/30/2010 BUILD with MAIN STREET OW'(
Synchro 7 ' Report
Page 6
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Lanes, Volumes, Timings
4: Mckenzie Highway (126) & S. 52nd Street 10/5/2010
~ ~ - .... !'
-
Lane.Group .:;,"""",: 'F_-:!-" .EBT 'EBR . WBl' . wilT~ . NBL"F,NBR""'2~ . ~ . c"l
.-"'".-.
Lane Configurations t1+ 'I tt V
Volume (vph) 1085 19 42 640 63 '. 32
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Storage Length (ft). 0 172 0 ., 0
Storage Lanes 0 1 1 0
. .
Taper Length (ft) 25 25 2~. ~ "~5:
Lane Uti!. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Frt 0.997 ,.,0..954 "
-.
Fit Protected 0.950 0.968
Satd. Flow (prol) . 3127 0 1568 3137 1564, ' .0
Fit Permitted 0.950 0.968
Satd. Flow (peim) 3127 '" 0 1568 3137' . 1584 !,," , 0' .
...-".,
Link Speed (mph) 40 40 25
Link Distance (ft) 189 190 177 ...._---~ - ,
Travel Time (s) 3.2 3.2 4.8
Peak Hour Factor 0.92 .0.92 ,0.92 - 0.92 . 0,~2:_~'jJ,9i
..--
Heavy Vehicles ('I.) 6% 6% 6% 6% 2% 2%
Adj: Flow (vph) 1179 21 46 696 68 35
Shared Lane Traffic ('I.)
Lane Group Flow (vph) 1200 0 46 696 103 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Left Left . Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.11 1.11 1.11 1.11 1.11 1.11
Turning Speed (mph) 15 15 15 15
Sign Control Free Free Stop
Intersection Summary . .. . '~."", -,~. , : ~:t--', "'J
, " ,. ~ -"'--
. . "- '."c .... ,...'-.
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 50.5% ICU Level of Service A
Analysis Period (min) 15
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM Build with RIRO Main Street DWY 6/30/2010 BUILD with MAIN STREET DWY
Synchro 7. Report
Page 7
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HCM Unsignalized Intersection Capacity Analysis
4: Mckenzie Highway (126) & S. 52nd Street
,. .- - ~ ,..
-
~_;EBL~EBR .WBL-~-cWBL ' NBL :NBR " _~lt',~ - .. ~I
-
tl> 'I tt V
1085 19 42 .640 63 32 . '., -.' -
Free Free Stop
0% 0% 0%
0.92 0.92 0.92 0.92 0.92 0,92
1179 21. 46 .696 68 35
.__.
MovemimL.'"' .~__:~ . ' .
Lane Configurations
Volunie(veh/h) ".-
Sign Control
Grade
Peak Hour Factor
i..fo~~riyJfow rate (vph)
Pedestrians
Lan'e W,dth (ft) , .
Walking Speed (ftIs)
Percent Block~ge "
Right turn flare (veh)
Me~~n~e . nNLTL
Median storage veh) 2
Up~tre.ir;i_signal (ft)' .
pX, platoon unblocked
:,C, cOnflicting volume
vC1, stage 1 conf vol
vC2, stage iconf vol
vCu, unblocked vol
tt, single (s)
tC, 2 stage (s)
tF (5): '
pO queue free %
cM ~apacity (vehlh)
Directibn~"Lane #~,,; -
Volume Total
Volume Left
,!olume.,Right.
cSH
Volume to"'Capacity
Queue Length 95th (ft)
Control belay (s)
Lane LOS
App[oach Del~y (s) ,
Approach LOS
Intersection'SummaijtWf;\;',' - ;~4i:-
Average Delay
Intersection Capacity Utilization
~nalysis Period (min)
~B.1
786
o
o
1700
0.46
o
0.0
10/5/2010
TWLTL
2
,~ ,'..A'
-',,- 1200 1629 600
1190
439
1200 1629 600
4.2 6.8 6.9
5.8
2.3 3.5 3.3
92 70 92
555 232 444
EB-2'... WBl .WB2 WB'3.. . NB 1-'-
414 46 348 348 103
0 46 0 0 68
21 0 0 0 35
1700 555 1700 1700 276
0.24 0.08 .0.20 0.20 0.37
0 7 0 0 42
0.0 12.1 0.0 0.0 25.6
B D
0.7- 25.6
D
"
j! - - ~.
;,;" 3;'* ~'.l:2t,_...
. "
0.0
~"4
',"t. ,_ :;',''''''-~
~,"'a-~.k~::;'1E;f~f"t ",
_ u_,,,._.~,.,
...... --~-~--,
""-';0",---
,,_,_...'_',"c-"
"c" j
1.6
50.5%
15
ICU Level of Service
'k
Date Received:
FEB 1 5 2011
Onglnal \)UUlllllli:2~
Synchro 7.. Report
Page 8
2011 PM Build with RIRO Main Street DWY 6/30/2010 BUILD with MAIN STREET DWY
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Lanes, Volumes, Timings
5: Site DWY & S. 52nd Street 10/5/2010
.J -. '" t ! ./
Lane Group.:" , ~:':.r:,i" ,,- EBL;;',' EBR .""NBl NBT-'a' 'SBTe :-:-SBR":' ."''oX'''''- .- " O"~"f.S
'0 ~,- 4 ,.0,,,,-
Lane Configurations V of t.
Volume (vph) 46 3 3 49 38 23
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Lane Util. Factor 1.00' 1.00 '1.00 1.00 1.00 1.00
Frt 0.992 0.949
Fit Protected 0,955.. " . 0.997
Satd. Flow (prot) 1625 0 0 1711 1628 0
Fit Penmitled 0.955 0:997 . I>
SaId. Flow (penm) 1625 0 0 1711 1628 0
Link Speed (mph) 20 25 25
Link Distance (ft) 105 399 177
Travel Time (s) '3:6 .1'0,9 4.8 -+.,
Peak Hour Factor 0.92 0,92 0.92 0.92 0.92 0.92
Adj, Flow (vph) 50' . 3 3 53 41 25 .
Shared Lane Traffic (%)
Lane Grp"pflow (v'pbt . .53:";' '0 0.' 0 "':, 56 . 66 ' . 0 ,l
- - -.. ,. "-
Enter Blocked Intersection No No No Yes Yes No
Lane Alignment Left.' ,Right Left Left Left Right
Median Width(ft) 12 0 0
Link Offset(ft) . 0 0 0
Crosswalk Width(ft) 16 16 16
T we way Left Turn Lane
Headway Factor 1.11 1.11 1.11 1,11 1.11 1.11
Turning Speed (mph) 15.' . 15 15 15
Sign Control Stop Free Free
Intersection Summary -,L
., .
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 15.5% ICU Level of Service A
Analysis Period (min).15
Date Received:
FEB 1 5 2011
2011 PM Build v-nth RIRO Main Street DWY 6/30/2010 BUILD v-nth MAIN STREET DWY
UIIYlllctI3uDIII;Ugl
Synchro 7, Report
Page 9
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HCM Unsignalized Intersection Capacity Anaiysis
5: Site DWY & S. 52nd Street
10/5/2010
~ ""t '\ t + ..;
Moveinent . o~ii[ . -;.,,;'EBl~;c.EBR-,,2'NBL. '€NB1.:.1SBT .:.SBR- . .~X;0: f'''~.:.0~-:''s. . ,
~. .I
Lane Configurations V 4" l>
Volume (vehlh) 46 3 3 49 38 23
Sign Control Stop Free Free
Grade 0% .0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 50 3 3 53 p 41 25
~ --- ON,
Pedestrians
Lane Width (ft) -
Walking Speed (tVs)
Percent Block~ge ... J_,_ .. ~ +-- . ... ._. ..
Right turn flare (veh)
Median type None None~-=
Median storage veh) - .. ~.
Upstream signal (ftj' ~
, ; .. .f- ..
pX, platoon unblocked
vC, conflicting volume 114 54 66 -
. --. -
vC1, stage 1 conf vol
vC2, stage 2 cbnf vol "
vCu, unblocked vol 114 54 66
IC, single (5) 6.4 6.2 4.1
tC, 2 stage (s)
tF (5) 3.5 3.3 2.2
pO queue free % 94 100 100
cM capacity (vehlh) 881 1013 1535
Direction, Lane.#. EBJ._' NB.1' ~ SB1' .. "'-. ~'l:~.t: .. ~~"'-
-
Volume Total 53 57 66
Volume Left 50 3 0
Volume Right 3 0 25
cSH 888 1535 1700
Volume to Capacity 0.06 0.00 0.04 '.
- - .~. ..
Queue Length 95th (ft) 5 0 0
Control Delay (5) 9.3 0.4 0.0
Lane LOS A A
Approach Delay(s) 9.3 0.4 0.0 '. .. ..
Approach LOS A
tntersectiim.Summaiy,if," '\='~~.~' ~-'- -.. - q
..,:C:E: T;"'H '.g-~ -'. -.,c'i;'.i9;;:::- -n"-~'...72~";:.," '/~'f";:;;'::;:,,,~ -.~'~ - --...-,.
,,,,';:,"'~.-.'''''~'
Average Delay 3.0
Intersection Capacity Utilization 15.5% ICU Level of Service A
Analysis Period (min) 15
,
Date Received:
FEB 1 5 2011
2011 PM Build with RIRO Main Street DWY 6/30/2010 BUILD with MAIN STREET DWY
grigiT'~1 ~llhmittal
Synchro 7. Report
Page 10
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APPENDIX
PLANNING LEVEL YEAR. 2016
SYNCHR.O INTER.SECTION
PER.FORMANCE CALCULATIONS
Date Received:
FEe t 5 2011
Original SUblT.il!.",1
I
I
Queuing and Blocking Report
Baseline
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #1
10/5/2010
I
~ent,,"T~~'G~~::'!;_d~~~:WB,-~~N8,;,<.~;€ti0f,:",-"
Directions Served L LR
Maximum Queue (ft).3~ . ~ ',54 .'
Average Queue (ft) 15 30
95th Queue'(ft) . . . . 41 .)3" _..
Link Distance (ft) . 103
Upstreal" Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) .
Storage Blk Time (%)
Queuing Penalty (veh)
1#::'.~~-!
,:~~+:,,~-;%~'~ :-;'l_~~:~F~jw~i.~J.~'"v _ ^"-..,..~~ ~
-~~"""">,;-----" -,1
I
'.
'."
I
,..
_J:
f...;.
o
.175.
~ ;;
I
-,
, '
I
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #2
I
I
Movement1Kt2'$;_',~_7~~~..-,-~_:
Directions Served
Maximum.Queue(ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh) .
WB~~-~4NB-7~~iS:,~~_~-~;;\:~~~",~!-'0f;~-----~.~=;:3~E0Y,W;;:!' ::7:;Z~_~~_*--~~;:<<.~T~~,~_~~__ ,_
. ","'."",",."",
,,--~-
'I
..-".'"
L LR
'.45. .".:' f4" ""."' ,',
__~_. _ u'::"
14 27
'.-40 '~.6. .::
103
.;'
o
175,
;"-
I
.,'
or
I
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, All Intervals
Moveme'nt;d~:;::"~:-h:'w~E~~,:,W8:~~N8~~;~~5"2-~~~~~iz~,~~:~-;"-$-rJf-:F~~_~' ~~_"--~~f.;e-:~;r :=- f..,.,
','....-- -
',.". ~~ ".l
I
Directions Served L LR
Maximum Queue (ft). -, '. . "46' ...W, :;".
Average Queue (ft) 14 27
95th Queue (ft) AD. '61 " _.
.
Link Distance (n) 103
Upstream Blk Time (%) ,"
. ~'
Queuing Penalty (veh) 0
Storage BayDist (ft) , ,"175 1-
Storage Blk Time (%)
Queuing Penalty (veh) .. ' ~, "
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Date Received:
I
FEB t 5 2011
Original submittal
I
I
2011 PM BACKGROUND
Sim Traffic Report
Page 1
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Queuing and Blocking Report
Baseline
10/5/2010
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #1
Moveinent "j)"> .
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
" EB
TR
4
1
6.
316
"J
~
-;"":
:iCWB
L
48
14
51
.:,}NB
LR
48
31
55
105
.
, ---- -- ~.-
. ~
175
___'.;t. --..;..'~;.
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #2
Movement ~'- it.,;;.:....;::'::.:. :WB:':;.~NB" -.::;':':- :~:.c.c.7:"''';;;,c;;;.':.
1
- .- ~
---- --,..
.', -. ,.",-
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
L LR
'43 84
---..-
12 35
39 68
105
o
o
175
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, All Intervals
Movement ..' .. " EB .WB' '.NB
.---
Directions Served TR L LR
Maximum Queue (ft) 4 53 84
Average Queue (ft) 0 12 34
95th Queue (ft) 3 42 65
Link Distance (ft) 316 105
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Olst (ft) 175
Storage Blk Tim~. (%)
Queuing Penalty (veh)
"
..
Network Summary
Network wide Queuing Penalty, Interval#t 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
. 7'"
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM BACKGROUND
Sim Traffic Report
Page 2
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Queuing and Blocking Report
2011 BUILD NO MAIN STREET DWY
Intersection: 1: Site DWY & S. 51 st Place, Interval #1
10/6/2010
Movement"'.,
Directions Served
Maximum Queue (ft) ,
Average Queue (ft)
.95th Queue (ft) _
Link Distance (ft)
Upstream B!k ~i",e. (%)
Queuing Penalty (veh)
StorageB~y;Djst (ft)
Storage Blk Time (%)
Queui!1g Pena!ty,(veh)
'WB
LR
'.71
56
, ..95
89
, "'33
o
:;C'NB
TR
,104
57
,2,22
461
: SB
LT
37
20
85
10.9
12
18
" -,
.
Intersection: 1: Site DWY & S. 51 st Place, Interval #2
MovemenL_,'Yo~", . "","',,,,WB '~"'",NB'-':""SB"' ~_ "-,,~'"'"
'''.~!f=- _ _ .." '_"C"'~~-;<~'~?~~ _ ,~.;~
Directions Served
Maximum 9u,eue (ft)
Average Queue (ft)
.95th Queue(ft) .'
Link Distance (ft)
Upstream Blk Time(%)
Queuing Penalty (veh)
Storage Bay Dist(ft)
Storage Blk Time (%)
Queuing Penalty (veh)
LR TR
.c 78....156
50 148
95 4.95
89 461
33 29
o 0
LT
51
29
97
109
17
22
"",...-- ,
" '
Intersection: 1: Site DWY & S. 51st Place, All Intervals
Movement
Directions Served
Maximum queue @
Average Queue (ft)
95th Queue (fl)
Link Distance (fl)
Upstream Blk Time (%) . .
Queuing Penalty (veh)
Storage Bay Dist (fl)
Storage Blk Time (%)
Queuing Penalty (veh)
__ WB
LR
, .82
51
95
89
:. 3~
o
.:.~ NB'
TR
156
126
445
461
21
o
SB
LT
54
27
94
109
16
21
"'""-.r"
- ~,"C~~._
"'....- -
"
..I'
Date Received:
FEB 1 5 2011
Original submittal
2011 PM Build-NO DWY
Sim T raflic Report
Page 1
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Queuing and Blocking Report
2011 BUILD NO MAIN STREET DWY
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #1
10/6/2010
Movement .'~.~. - EB-;~, EB' B9. B9'~ ,-WB WB. WB" NB'2- .NB:
- -
Directions Served T TR T T L T T L R
Maximum Queue(ft) 76 78 92 92 , 87 45 39 109 ?8
Average Queue (ft) 64 62 77 77 51 6 6 76 50
95th Queue (ft) 230 ,~24 i17 27_~ ..~ 145 74 64 197 " 100
-
Link Distance (ft) 156 156 273 273 304 304 109 .
Upsyeam Blk Time ('!o) 17 28. .. 27 '.27 17' J7
. ,. -.--- . .
Queuing Penalty (veh) 0 0 0 0 24 0
Storage Bay Dist (ft) - )75 75
- -
Storage Blk Time ('!o) 9 18 17
Queuing Penalty (veh) ,..- 32 18 .~7
. .,
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #2
Moverrient ....~~~' "'L~..;:.EB "h~EB' ~~B9" "'-':,B9 "~i:;WB ~r-itWB.. WB'c"=c..NBlli,L NB "~_,,
Directions Served
Maximum Queue (ft) .
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Bik Time ('!o)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
Queuing Penalty (veh)
- '.-.J
T TR T T L T T L R
74' .:'<76 ' 89 ' ::89;.:' .96 105 106 115;.'-'.. .,}6
74 73 89 89 74 95 52 75 40
246 '242 296. :298 , 214 327 254 194 92
156 156 273 273 304 304 109
17 33 33 33 30 14 17 17
0 0 0 0 99 44 21 0
175 .75
32 17 17
102 16' 6
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, All Intervals
Movement
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time ('!o)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
QueuingPenalty (veh)
~'EB .. ~_ - EB
T TR
76,_ . ~2
71 70
242 "238
156 156
17 32
o 0
WB".'.: .wB--::-WB
L T T
104 )05 106
68 73 41
200 288 222
304 304
23 10
74 33
. ..17.
o
. .J5
17
.' 6
- B9'
T
J2
86
292,
273
<~2_
o
B9
T
92
86
. 293
273
32,
o
NB.:
L
136'
75
195.
109
, 17. .
22
. NB
R
}7
43
'94
175 .
27
84
17
16 .
Date Received:
FEB t 5 2011
Original submittal
2011 PM Build-NO DWY
Sim T raffle Report
Page 2
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Queuing and Blocking Report
2011 BUILD NO MAIN STREET DWY
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #1
.,:~0WB ,.;"~NB ," .
L LR
35 82
21 49
50 86
99
2
2
Movement' -~"":'i,~ -"," ~
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstr~a!11 Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
10/6/2010
=~j""-;;'-
~-:...~-
'1
c
175
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #2
,J
Movemi:mt,~,;:;"'., C",':.cy.WB"''''''WB' '0. WB' >'.B7~' '~B7';;';_~!NB" ".;~-:'_'''''~-~-:-:':, .__
Directions Served L
Maximum Queu~Jft) 45
Average Queue (ft) 16
95th Queue (ft) 48
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 175
Storage Blk Time (%)
Queuing Penalty (veh)
T T T T LR
- 70 35 : ,d3 -72 .._"..!QO':' ~-'-' -
58 27 54 28 53
203 138 201 :141 126 d'
138 138 206 206 99
29 13 24 12 10 .
0 0 0 0 7
29
12
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, All Intervals
Movement . . WB-.. :.WB ,.WB B]- B7.'C' 'NB
--,=
- , .
Directions Served L T T T T LR
Maximum Queue (ft) 50 70 35 ,73 . 72. .". 110
Average Queue (ft) 17 44 20 41 21 52
95th Queue (ft) 49 177 119 175 122 118
Link Distance (ft) 138 138 206 206 99
Upstream Blk Time (%) 21 10 18 9 8
Queuing Penalty (veh) 0 0 0 0 6
Storage Bay Dist(ft) 175
Storage Blk Time (%) 21
Queuing Penalty (veh) 9
,"'~-
.'.i:-:,'; 1f,
Date ReceivE:!d:
FED t 5 2011
Original Submittal.
2011 PM Build-NO DWY
Sim Traffic Report
Page 3
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Queuing and Blocking Report
2011 BUILD NO MAIN STREET DWY
10/6/2010
Intersection: 5: Site DWY & S. 52nd Street, Interval #1
Movement " ::J:! -, .: ~~J;.-", ~.~#;~EB~"~: ~~ _i ""'.'
Directions Served LR
Maximum Queue' (ft) ~:' 00 . 46
Average Queue (ft) 23
95th Queue (ft) .:.52
Link Distance (ft) 75
Upstream Blk TimeJ~f: '.0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) .. ':' . ..
Storage Blk Time ('!o)
Queuing Penalt;'. (v~hi. '...
""<91"
"""r-t:'" "',; ~ '-~',
J
';',0. :,r:;,;.'oi',_ --,
~L-A.' ,;
Intersection: 5: Site DWY & S. 52nd Street, Interval #2
Movement"""'"":;,,,,,,,, :':.~':'gEB: "'''''iNB','"' ':~~~".";<;<-'ri:.'~~;,c;~ ' __,;:...~::;.."L", ., '.
Directions Served
Maximum q~eue (ft) .
Average Queue (ft)
95th Queue (ft) : 0
Link Distance (ft)
Upstream Blk Time ('!o)
Queuing Penalty (veh)
Storage Bay Dist (ft) ,'.
Storage Blk Time ('!o)
Queuing Penalty (veh).
LR LT
.4568
22 23
""56156
75 376
. 9 3
o 0
-if
Intersection: 5: Site DWY & S. 52nd Street, All Intervals
MovemenL'C.. .:'.",",
Directions Served
Maximum Queue (ftt .
Average Queue (ft)
95th Queue (ft) 0
Link Distance (ft)
Upstream Blk Tim't(%f
Queuing Penalty (veh)
Storage Bay" Dist(ft) ..'
Storage Blk Time ('!o)
Queuing Penalty (ve~)
,';0'EB. 0",: 'NB.
LR LT
54 68
22 17
55 135
75 376
7 2.
o 0
.-::--;c
~.-F. ".
':"4Ji..
L
Network Summary
Network .Me Queuing Penalty, Interval #1: 100
Network wide Queuing Penalty, Interval #2: 328
Network wide 'Que~i6gfenalty; All Intervals: 271
Date ReCeived:
FEB 1 5 2011
Original 8ubmitml
2011 PM Build-NO DWY
Sim Traffic Report
Page 4
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Queuing and Blocking Report
BUILD with MAIN STREET DWY
Intersection: 1: Site DWY & S. 51 st Place, Interval #1
10/5/2010
;i;,F
Movement', . c. "'~::..c).
Directions Served
Maximu!" Queue (ft)
Average Queue (ft)
95th Queue (ft),
Unk Distance (ft)
Upslrea,!, Blk Tjme ('!o)
Queuing Penalty (veh)
Storage Bay,Dist (ft)
Storage Blk Time ('!o)
Queuing Penalty (veh)
:;,,,,.'WBri ,'j 'SB , ,'~~e
LR LT
36 25
21 4
46 25
89 108
":.-,,'t
c
-- -.. ~
Intersection: 1: Site DWY & S. 51 st Place, Interval #2
'''''-.1
Movement.;.>,;",., -'C-=L :'''.~JLWB'
Directions Served LR
Maximum Queue (ft) 50
Average Queue (ft) 19
95th Queue (ft) , 47
Link Distance (ft) 89
Upstream Blk Time ('!o)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
Queuing Penalty (veh)
'''',''SB,
LT
32
2
16
108
-L""'""" .-.
,,;L,.~,'~
-....c,-'-:>
Intersection: 1: Site DWY & S. 51 st Place, All Intervals
Movement ~'~_
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
UpstreamBlk Time ('!o)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
Queuing Penalty (veh)
':"_"""
'WB",;
LR
50
19
47
89
,SB "
LT
36
3
18
108
'0
Date Received:
FED 1 5 2011
Origin:!1 Submittal.
2011 PM Build with RIRO Main Street DWY
Sim T raffle Report
Page 1
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Queuing and Blocking Report
BUILD with MAIN STREET DWY
10/5/2010
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #1
:7-j
Movemenr;,'" " I" .';,..""f'" .,EB' . B9,,,.~:. WB:'~' ,NB NB,'
"''''...
Directions Served TR T L L R
Maximum Queue (ft) 4 46 49 ,56 .47
Average Queue (ft) 1 7 20 26 28
95th Queue (ft) 6 7~ 51 62 55
Link Dis\ance (ft) 156 273 108
Upstream~lkTime (%) .P.
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 175 75
Storage Blk Time (%) 0
Qu~ui!1g "enalty (veh) .0
-.'fJ -
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #2
Movement . :"-",,.
Directions Served
M.!lxil1)um Queue (ft) n .
Average Queue (ft)
95t!i Queue (ft)
Link Distance (ft)
Upstrearyl Blk Time (%)
Queuing Penalty (veh)
Stocage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
-"EB,~
TR
4
o
3
156
:;--;!m...:-<O--::':~ ~"-;7:G;#;0'.s. .-
.-.. - ---
"1l1:+h?::.s1.
'-.,,;, ;.1
. WB;'.:"o:NB"=NB',~;;i:.:'
L L R
40 56 62
12 20 27
38 49 57
108
, .
,,-- -~-
175
o
o
75
o
o
o
o
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, All Intervals
Movement -.~ EB, B9';' . WB' ".NB ~NB .~ .'
Directions Served TR T L L R
Maximum Queue (ft) .., 46 50 65 68
Average Queue (ft) 0 2 14 21 27
95th Queu'e (ft) 4 36 42 53 57
Link Distance (ft) 156 273 108
UpstreamBlk.Time (%) 0 0 .._"
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 175 75 ~ - -" ...
Storage Blk Time (%) 0 0
Queuing Penalty (v"h) 0 0
Date Received:
FEB 1 5 2011
Original Submittal
2011 PM Build with RIRO Main Street DWY
SimTraffic Report
Page 2
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Queuing and Blocking Report
BUILD with MAIN STREET DWY
Intersection: 3: Mckenzie Highway (126) & Site DWY, Interval #1
10/5/2010
, d;"~: ..;;EB' .''bNB
TR R
,,10 .-,57
1 31
J~n. 59
120 267
Movementr . ',""
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time ('Yo)
Queuing Penalty (veh)
Storage Bay Dist (ft) ,
Storage Blk Time ('!o)
Queuing Penalty (veh)
'.'-'= ,"-,
~ (~.' -. '0"'::
,"'~) .
..-
0,i -",."cd. . ." ;_~~: .
'i';!~ ' ..,""" -
'I
::;~-~
;~
."'
-. ~-._- .
.i!
Intersection: 3: Mckenzie Highway (126) & Site DWY, Interval #2
Moiiement';~"" ."'- ""-;,..cc:',=.NB
R
62 '
29
,28
267
Directions Served
Maximum QUEl,ue (ft) ,'.. .
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time ('!o)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
Queuing Penalty (veh).
.'~. - ~ '.
--.. - ~""..:. ~. ",,- ..,.
,.1
- ..,,~--~"~"
_.L"'............~._,,;.':._
.....-"~-:=..
Intersection: 3: Mckenzie Highway (126) & Site DWY, All Intervals
Movement'> . :::-:
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time ('!o) :
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
Queuing Penalty (veh)
- .,.
~~-
, : '~EB
TR
fa
o
6
120
'-NB
R
66
29
58
267
.;~
._.~
f"
"
Date Received:
fEB 15 2011
Original SubmittaL
2011 PM Build with RIRO Main Street DWY
Sim T rafflc Report
Page 3
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Queuing and Blocking Report
BUILD with MAIN STREET DWY
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #1
10/5/2010
Movement :.;~;. r~:
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queu~Jft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Di~t (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
EB~_; . WB,;'fiFj NB.:>
TR L LR
5 44 135
1 26 85
8 51-151
128 96
24
25
175 ,>
. f
,-".,,'~
-$*'_ -....'!.:"it, ~- _ ,-
. . ',~' .~
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #2
Movemenf~~-;~~;r, }\'-,~?:~;.EB'G/:2-::~~-:EB-- ~9!4t:hWB"'~,;";:~NB'-7:~".i~::"~~' '~-"K!.&~:~~'""~~::;'F~ ~: -.t",,_r;t'"'t? =;,: '-:';"~,. -. ~-: !
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, All Intervals
Movement '.';: "",.'.EB. EB "''''WB ':C,NB . .'
Directions Served T TR L LR
Maximum Queue (ft) 8 14 62 "156
>
Average Queue (ft) 0 0 25 66
95th Queue (ft) 5 7 56 ';,125
Link Distance (ft) 128 128 96
Upstre,am Blk'rime (%) ';')0'
Queuing Penalty (veh) 10
Storage Bay Dist (ft) 175
Storage Blk Time (%)
Queuing Penalty (veh) ..;.'
-,.,
-"~
'lo;;:~;-~.~
i-'
Date ReceiveQ.
fEB 1 5 2011
Original Submittal
2011 PM Build with RIRO Main Street DWY
Sim Traffic Report
Page 4
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Queuing and Blocking Report
BUILD with MAIN STREET DWY
Intersection: 5: Site DWY & S. 52nd Street, Interval #1
10/5/2010
Movement ...:.. ~', "" , "~."
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95!h Queue (ft) .
Link Distance (ft)
y~~ir~am Blk Time (%)
Queuing Penalty (veh)
gOIage Bay Dist (ft)
Storage Blk Time (%)
Qu~uipg Penalty (veh)
EB",NB
LR LT
70 8
39 1
77 14
75 376
8
o
. .~J .....
'1
"
~T-
\ .
"
_J~_
,(~ ,'-
Intersection: 5: Site DWY & S. 52nd Street, Interval #2
.~~~l
Movement, ~.._?~_ :"'>7'-'.~ 'EB' ,,::.'-~.;;;.. '7,'-c.,';''F,.;,: ..
Directions Served
.~axjmum Queue (ft) .
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
upstream Blk Time (%)
Qu~uing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
LR
85
29
63
75
2
o
"
o. _ l'
. "
"
..
Intersection: 5: Site DWY & S. 52nd Street, All Intervals
Movement '~"
Directions Served
MaxilTlu.m Queue (ft)
Average Queue (ft)
'95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Sto[age B.ayDist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
-.?
EB
LR
85
32
67
75
3
o
_.-
. -~~.
" '
NB
LT
8
o
7
376
,,::i..-
,.. ~.
l:
Network Summary
Netw9.rk, wide Queu,ing Penalty, Interval #1: 25
Network wide Queuing Penalty, Interval #2: 5
NetwQ.rk wide Queuing Penalty, All Intervals: 10
- ... ....-
. Date Receive\.!:
FEe 1 5 2011
OriginaI8ubmilt..I__
2011 PM Build with RIRO Main Street DWY
SimTraffic Report
Page 5
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APPENDIX
K
DEVELOPMENT YEAR. 20ll
SIMTMFFIC QUEUING R.EPOR.TS
Date Received:
fEB ~ 5 2011
Ori:;:na\ Slibmittal
I
1999 OREGON HIGHWAY PLAN
I
Polic,.. Element
I
'. MAXIMUM VOLUME TO CAPACITY'RATIOS OUTSIDE METRO^...e.~4.
. Outside Urban Growth
Highway Category Inside Urban ~rowth Boun~.ary "
., .. Bou~(fary
.. ..
STAD MPO Non-MPO Outside Non-MPO Non-MPO Unincorporated Rural
of STAs where outside of where 000- Communities Lands
non-freeway ST As where freeway
posted speed non-freeway speed limit
<~ 35 mph, or a speed> 35 >= 45 mph
Designated DBA mph
Interstate Highways C N/A 0.80 N/A 0.70 0.70 0.70 0.70
Statewide Expressways N/A 0.80 0.70 0.70 0.70 0.70 0.70
Freight Route on a 0.85 0.80 0.80 0.75 0.70 0.70 0.70
Statewide Highway
Statewide (not a Freight 0.90 0.85 0.85 0.80 0.75 0.75 0.70
Route)
Freight Route on a
Regional or District 0.90 0.85 0.85 0.80 0.75 0.75 0.70
Highway
Expressway on a
Regional or District N/A 0.85 N/A 0.80 0.75 0.75 0.70
Highway
Regional Highways 0.95 0.85 0.85 0.80 0.75 0.75 0.70
District / Local Interest 0.95 0.90 0.90 0.85 0.80 0.80 0.75
Roads
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Table 6: Maximum volume to capacity ratios for peak hour operating conditions
Notes for Table 6
I
^ OHP Amendment 00-04 established alternative mobility standards for Portland Metro and the Rogue Valley MPO
(RVMPO). For Metro, see Table 7, below. For RVMPO see note B, below and the OH? amendment establishing the
RYMPO alternative standards located on the web at: h/tp:/'/lt'Ww.oregon.go\'IODOT/TD/TP/docs/orhu:\fJlan/regis!ly/0004.
pdf. Where there is a conflict between the Table 6 standards and the established alternative mobility slandards, the more
tolerant standard (higher vie ratio) applies.
B The maximum volume to capacity ralio at the Northbound and'Southbound ofT-ramps of the South Medford interchange
is> 1.0 for four hours daily until the new South Medford Interchange is constructed. The maximum vie mtio at Highway
99 at Stewart Avenue is > 1.0 for two hours daily_ When the new interchange is completed, the mobility standards for the
ramps will be those in Table 6.
C For the purposes of this policy, the peak hour shall be the 30th highest annual hour. This approximates weekday peak hour
traffic in larger urban areas.
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D Interstales and Expressways shall not be identified as Special Transportation Areas.
I
F. National Highway System (NHS) highway design requirements are addressed in the Highway Design Manual (HDM).
I
Date Received:
I
FEB 1 5 2011
14 Table 6 was replaced in August 2005, part ofOHP Amendment 05-16.
Original Submittal
83
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Lanes, Volumes, Timings
2: Mckenzie Highway (126) & S. 51st Place 10/5/2010
'\- ~ - '\ /"
-
Lane Group .,,' ~. . '.~~ " -.,EST' .EBR'.' WBL WBT NBL _ NBR" -...-- '00'" _.:;:~ ". :1
...,...- ,.
Lane Configurations tf> 'i tt V
Volume (vph) 1154 25 25 726 .19 23
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Storag~ Length (ft) 0 175 0 0 p
Storage Lanes . 0 1 1 0
T apeilengtl1 (ft).. 25 25 25 25 ~
. ....1
Lane Uti!. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Frt 0.997 0.926 "
Fit Protected 0.950 0.978
Satd. Flow (prgt) 3127 0 1568 3137 1554 0 ~.
. ~.
Fit Permitted 0.950 0.978
Satd. flow (pe.rm) 3127 o . 1568 3137 1554 0 ..
Link Speed (mph) 40 40 25
Link Distance(ft) ..216 373 178 . , - .
I!." "'".....L
Travel TimeJs) 3.7 6.4 4.9
Peak Hou~ F agQf 2: .0.95 0.95 0.95 0.95 0.95 ,O.~5 ,,'
.!'- -~"
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj. Flow (vphj . 1215 26 26 '764 20 24 ,
.
.
Shared Lane T rattic (%)
Lane Group Flow (vph) . 1241 0 26 764 44 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Left Left . Right
Median Widtl1(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
"
Two way Left Tum Lane Yes Yes ,
-
Headway Factor 1.11 1.11 1.11 1.11 1.11 1.11
Turning.Speed (mph) 15 15 15 15 ;
t
Sign Control Free Free Stop .
Intersection Summary" . " -, - "'--<"".:..~ "'0,.1
- .
Area Type: Other
Control. Type: Unsignalized J1:
Intersection Capacity Utilization 45.5% ICU Level of Service A
Analysis Period (min) 15 :1
Date Received:
FEB 1 5 2011
Original submittal
2016 PM BACKGROUND 6/30/2010 BACKGROUND
Synchro 7. Report
Page 1
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HCM Unsignalized Intersection Capacity Analysis
2: Mckenzie Highway (126) & S. 51st Place
10/5/2010
... .. - '\ ~
-
Movement - EBT' '. EBR ..WBL: _ WBT ',NBL ;2NBR. ::'.t\-':' ,,}g? :::.1
""'c.-,!.", -:~--
Lane Configurations +1+ 1tj ++ V
Volume (vehlh) 1154 25~. "'25 726 19 23
Sign Control Free Free Stop
Grade . 0%..' 0% 0%
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Hourty flow rate (vph) 1215 26' 26 .764 20 24
Pedestrians
Lane Width (ft) -
Walking Speed (ftIs)
Percent Blockage .. . ,
Right tum fiare (veh)
Medi~n type iWLTL TWL TL
Median storage veh) 2 2
Upstream signal(ft) . . :
.'
pX, platoon unblocked
vC, conflicting volume , ..J?41 1663 621
vC1, stage 1 cont vol 1228
vC2, stage 2 cant vol . -~~ ,.- --- - 435
.
vCu, unblocked vol 1241 1663 621
te, single (5) 4.2 6.8 6.9
tC, 2 stage (5) 5.8
tF (5) 2.3 3.5 3.3
pO queue free % 95 91 94
cM capacity (vehlh) 535 224 431
Direction, Laneo#". ')"~"", EBf':.EB 2 '.WB 1 WB2' WB 3~'.,NB.1 ,""P,' ,P',
Volume Total 810 43126 382 382 44
Volume Left 0 0 26 0 0 20
Volume Right 0 26 0 0 0 24
cSH 1700 1700 535 1700 1700 304
Volume to Capacity 0.48 . 6.25 0,05 '0.22 0.22 0.15
Queue Length 95th (ft) 0 0 4 0 0 13
Control Delay (5) 0.0 0.0 '12:1 :. 0.0 0.0 18.9
Lane LOS B C
Approach Delay (5) 0.0.0.4 18.9
Approach LOS C
Intersection SummarY .~."~'" s~o"~". ~::'"".'ic.",....:::',? ~::., = c"",;;:.~~ ..,,,,,,.:.. ....~."=c'.- .
Average Delay 0.6
Intersection C~pacity Utilization . 45.5% ICU Level of Service . A
Analysis Period (min) 15
::'.",----
~
:-"'.""';'-'-:.
",-':;;1
Date Received;
FEB 1 5 2011
2016 PM BACKGROUND 6/30/2010 BACKGROUND
OFislAal ~ul?"'ill'l!I_._..,
Synchro 7 - Report
Page 2
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Lanes, Volumes, Timings
4: Mckenzie Highway (126) & S. 52nd Street 10/5/2010
"'t ~ - '\ !'
-
Lane' Group . .~4i:.. '0 EBFJ EBR" WBL-' WBT".~- NBV',yNBR ~ . ~ ." ./'",,- "'::k':" ,
~, . ."
Lane Configurations +f> ~ ++ V
Volume (vph) 1156 21 21 722 29 26
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Storage Length (ft) 0 175 . 0 0 .,
Storage Lanes 0 1 1 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Frt 0.997 . 0.937 ..
Fit Protected 0.950 0.974
Satd. Flow (prot) 3127 0 1568 ~137 1566 0
Fit Permitted 0.950 0.974
Satd. Flow (perm) . 3127 0 1568 3137 1566 0 It-
Link Speed (mph) 40 40 25
Link. Distance (ft) 37'S :190- '180
Travel Time (s) 6.4 3.2 4.9
Peak Hour Factor . _ g.9,5 . 0.95 0.95 1.0,9~ 0.95 .0.95" .,
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj. Flow (vph) 1217 22 22 760 31 27
Shared Lane Traffic (%)
Lane Group Flow (vph) 1239 0 22 760 58 O. il
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Left Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane . Yes' Yes
Headway Factor 1.11 1.11 1.11 1.11 1.11 1.11
Turning Speed (rnph) 15 15 15 15
Sign Control Free Free Stop
Intersection SurnmarY.:~ .... m -~ .__.~ 4
--,- -- ..
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 45.6% ICU Level of Service A
Analysis Period (min) 15
Date Received:
FEB 1 5 2011
2016 PM BACKGROUND 6/3012010 BACKGROUND
Opgin..' !=\ubmittal
Synchro 7 - Report
Page 3
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HCM Unsignalized Intersection Capacity Analysis
4: Mckenzie Highway (126) & S. 52nd Street
10/5/2010
.,. ~ - ~ ".
-
Movement... ',;1;1. . . -';',c EBTC. EBR; . 'WBLc' WBT NBb" NBR,'::," .. f
Lane Configurations tf+ 'i H V
Volume (veh/h) 1156 21 21 ;722 29 26 . .~
..
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Hourliflo~ r~t~ (vph) 1217 22 22 '. ,.760 31 27 ".
Pedestrians
Lane '!Vl!lth (ft),
Walking. Speed (IUs)
Perce.ntBiQc~?ge . . ,'--
Right tum flare (veh) TWLTL TWLTL
Media,n type
Median storage veh) 2 2
Upstream s)9n~I'(ft) .. ,
pX, pl'!loon unblocked
vC, con~i~ting volume 1239 1652 619
vC1, stage 1 conf vol 1228
vC2, stage 2 conI vol 424 . -
vCu, unblocked vol 1239 1652 619
tC, sing~ @ 4.2 6.8 6.9
tC, 2 ~tage (s) 5.8
tF (s). 2.3 3.5 3.3
pO queue free % 96 86 94
cM capacity (vehlh) 536 224 431
Direction, Lane # :: :EB f' :EB'2:. WB1 'WB2 WB3": .NB 1 . . "^"",,-~:...,,
...-
Volunie Total 811 428 22 .380 380 58
Volume Left 0 0 22 0 0 31
VolumeB,ight. 0 22 0 0 0 27
cSH 1700 ,1700 536 1700 1700 290
Volume to Capacity 0.48 0.25 0.04 0.22 0.22 0.20
Queue Length 95th (ft) 0 0 3 0 0 18
ControlDelay (s) ;.0.6 0.0 12.0 0.0 0.0 20.5 "
Lane LOS B C
Approach Deiiy (s) . .0,0 0.3 20.5
Approach LOS C
Inters6ction'SummarY . ~cir ...
Average Delay
Interse0ion Capacity Utilization
Analysisp'eri?d (min)
'--';;~?;;'~<~>,
")~;~"f~'-~g ,-: "':::;-:~},,::,,,.:,,,,,: 4'~4~-.~ .: -:, ,,,-;;j2ci~, -,-~_~,,':::::'+ '}:~"'_~,;~~},,"l
.. ",e;~"!;-~.
. ~- _,,,.,,,. _'c"
0.7
45.6%
15
ICU Level of Service
'A
Date Received:
FEB 1 5 2011
Original Submittal
~
2016 PM BACKGROUND 6/30/2010 BACKGROUND
Synchro 7 - Report
Page 4
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Lanes, Volumes, Timings
1: Site DWY & S. 51 st Place 10/5/2010
~ '- t ". \. ~
lane.Group 'c',., 1 ...s:~:~,"\ ' WBl~;'c;WBR", :,NBF.. NBR' SBL'~ SBT .. , . .-"". :_:t.'. ",1
,- :~':'"~
Lane Configurations V to 4"
Volume (vph) 3 92 42 3 91 50
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Lane Util. Factor 1.00 1.00 1.00 ).00 1.00 1.00
Frt 0.870 0.g90
Fit Protected 0.998 0.969
Satd. Flow (prot) 1490 0 1699 0 0 1663
Fit Permitted 0.998 .'0.969
Satd. Flow (penn) 1490 0 1699 0 0 1663
Link Speed (mph) 20 25 25
Link Distance (ft) 118 495 178
Travel Time (s) 4.0 ;: T-~. 13.5 4.9 it.
.- I'
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 4 :-.1.0~.._ .49 , 4' '107 59 (,.
Shared Lane Traffic (%) -. ".
lan~ ('roup Flow (vph) 112 0", ,'53 0:. "0 ,166 ' .
._, .. - u
Enter Blocked Intersection No No Yes No No Yes
lane Alignment left Ri ht Ceft Right Left left
g,
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way left Tum lane ~.,. -
Headway Factor 1.11 1.11 1.11 1.11 1.11 1.11
Tuming Speed (mph) 15 1.~ 15 15
Sign Centrol Stop Free Free
Intersection Summary ~ 'L_ _ '~'.,; . "~~<,- .. ~ '.~ "I, .:;1
- , m ""-'1'-
Area Type: Other
Conlrol Type: Unsignalized
Intersection Capacity Utilization 28.0% ICU level of Service A
Anatysis Period (min) 15
2016 PM BUILD NO MAIN STREET DWY 6/30/2010 BUILD ..thout DWY ON MAIN
Date Received:
FEB 1 5 2011
Original Submittal
Synchro 7 - Report
Page 1
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HCM Unsignalized Intersection Capacity Analysis
1: Site DWY & S. 51 st Place
10/5/2010
. '- t ".. '-. +
;;ct~ .WBl!" WBR . :O::NBT~'" . NBR',jt '.SBL :'SBL
V 1+ 4'
3 92 42 3 91 50
Stop Free Free
0% 0% 0%
0.85 0.85 0.85 0.85 0.85 0.85
4 108 49 4 107 59
Movement; . . ':.~ -=-_
Lane Configurations
Volume (vehill)
Sign Control
Grade
Peak Hour Factor
Hourly ftow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ftIs)
Percent Blockage
Right turn ftare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, confticting volume
vCl, stage 1 conI vol
vC2, stage 2 conI vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
pO queue Iree %
eM capacity (vehill)
324 51
324 51
6.4 6.2
3.5 3.3
99 89
624 1017
. 'WBC'''NB1
112
4
.108
997
0.11
9
9.1
A
9.1
A
53
o
4
1700
0.03
o
0.0
- c .";., ".~'.'\r. 'f'':O,f-.. ':'''.Fis':~ q - '1
None
. None
..
53
53
4.1 . ...
2.2
93
1553
, ,
..
I
Direction; Lane # ..
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Intersectioh;SummaiY~< -~ 'Z~;S'2""'~:\€f,~:~,~_~,'"" #.~;.~
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
0.0
"SBl
166
107
o
1553
0.07
6
5.0
A
5.0
'_:'\',~';'~~i$~..o..d5:.0fL~~;;, ;'.,
,--
"'';''':. ]
--' '.",_..'.~'."";~,--
"'''''0:C'7:s.'''/~~..;~,_,
5.6
28.0%
15
ICU Level91Service .
" A
Date Received:
FEB 1 5 2011
Original submittal
2016 PM BUILD NO MAIN STREET DWY 6/30/2010 BUILD without DWY ON MAIN
Synchro 7 - Report
Page 2
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Lanes, Volumes, Timings
2: Mckenzie Highway (126) & S. 51 sl Place 10/5/2010
~ ~ - ~ /"
-
lane.Group .-....-.. .. ',EBT :,EBR '.. WBle 'WBF: ..NBl NBR . " -,::'~g: F::.; -- . .1
lane Configurations tf> "i tt "i 7'
Volume (vph)" 1164 114 27 731 37 97
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Storage length (ft) . 0 175 0 75
Storage lanes 0 1 1 1
Taper Length @ 25 25 25 25
lane Uti!. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Frt ,:0,987 0.850
Fit Protected 0.950 0.950
Satd. Flow (pro.t) .. ~.._ . ,3096 0 1568 3137 1630 .1458 ,>
.'
Fit Permitted 0.950 0.950
Satd.,-Fjow (perrn)..,.... 3096 0 1568 3137 1630 1458 . .1.
-~. ~
link Speed (mph) 40 40 25
Link Distance (ft) c' . '''~:~)f6 373 '178 .,
.. ..
Travel Time (s) .. 3.? 6.4 4.9
Peak Hour FactoC .. ~ :':::. 0.9? 0.95 . 0.95 '0.9.5. 0.95 ,.'6,95 ,If . . .
"
----- .
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
Adj. Flow (vph) .' . .. :1225 120 28 769 39 102
Shared lane Traffic (%)
lane Group Flow (vph) 1345 0 28 769 39 .. .102
Enter Blocked Intersection No No No No No No
lane Alignment. left Right left left left . Right
Median 'Mdth(ft) 12 12 12
Link Offset(ft) .. .. 0 0 0
Crosswalk'Mdth(ft) 16 16 16
Two way left T um lane , Yes Yes
Headway Factor 1.11 1.11 1.11 1,11 1.11 1.11
Tuming Speed. (mph) 15 15 15 15
Sign Control Free Free Stop
Intersection. Summary, ~ -C:%7h- _ -,"on ' . ,,,,,", .. . ."':'t.""'",,_, "r
~- .. " HH ::'"'''''';.;:,,,. . . .. ..
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 52.1 % ICU level of Service A
Analysis Period (minU5 .. .. '.
Date Received:
FEB 1 5 2011
2016 PM BUilD NO MAIN STREET DWY 6/30/2010 BUilD without DWY ON MAIN
nrigin~1 ~llhmi++~1
Synchro 7.. Report
Page 3
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HCM Unsignalized Intersection Capacity Analysis
2: Mckenzie Highway (126) & S. 51st Place
-
-,_?;-"' EBl,'"""EBR'
tfo.
1164
Free
0'(,
0.95
1225
Movement ~
Lane Configurations
Volume (vehlh)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane'Mdth (ft)
Walking Speed (ft/s)
Percent Blockage
Right tum flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC,Gonflicting volume
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (5)
IC, 2 stage (s)
tF (s)
pO queue free %
cM capacity (vehlh)
Direction; Lane # .
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
IritersectionSumriiary' o,~. ,~
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
TWL TL "
2
..,. -, EB 1
817
o
o
1700
0.48
o
0.0
'EB2
528
o
120
1700
0.31
o
0.0
0.0
~
114
"WBL~
1j
27
{'"
-
~
WBl'" . NBL'i:"'".N'BW ,"
I"
tWLTC
2
tt
:731
Free
'0%
0.95
769
'i
37
Stop
0%
0.95
39
0.95
120
0.95
28
.1727
1285
442
1727
6.8
5.8
3.5
81
209
WB3","
385
o
o
1700
0.23
o
0.0
~""'-.::d=s:;'.f'" ?:'.:-:~_.:-::., - \::0-:-:"6""'-
7'
97
0.95
102
3
673
673
6.9
3.3
74
398
NBT~.5":,
141
39
102
550
0.26
25
19.6
C
19.6 '
C
""-,'C.,..._
ICU Level of Service
-'~~' "
10/5/2010
,-" - " ",..;;k .,
I
1345
1345
4.2
2.3
94
,487
WB1
28
28
o
487
0.06
5
n8
B
.0.5
1.4
52.1%
15
-.=... iLo..
~- ,...~ "~~"j:,>".
..
~. -
J
,A
Date Received:
FEB 1 5.2011
2016 PM BUILD NO MAIN STREET DWY 6/30/2010 BUILD without DWY ON MAIN
Original submittal
Synchro 7 - Report
Page 4
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Lanes, Volumes, Timings
4: Mckenzie Highway (126) & S. 52nd Street
10/5/2010
- '). ~ - '\ ".
Lane\GroUp,?)~'!f~~":::'~: ';,~~'1BEBf;\~iEBR' , ;WBI5'~ WBTCNBLV",NBRt".. ;, Lp4f;{;':ij*!!r~,;"'f> ~~:,'Y~i;t-~!;' ?- C ':,,""1
"",," ,0:;,,, i
Lane Configurations tl> "'I H V
)lolume (vph) '1230 31 44 '.124 34 44
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Storage Length (ft) 0 175 0 0 , !~ .
,
Storage Lanes 0 1 1 0
Japer Length (ft) 25 25 25 25 .. j;
<-
Lane Util, Factor 0.95 0,95 1.00 0.95 1.00 1.00
Frt ' 0.996 9.924 ,'. ......---
Fit Protected 0,950 0.979
Satd. Flow (prot) 3124 0 1568 }137 1552 0 . 0-,. --if
~---- -" ..
Fit Permitted 0.950 0.979
?at~. Flow (perm) 3124 0 1568 ~137 1552 0 .~.~-- """'-"-
,
_0,.._ ',-,,-"- --
Link Speed (mph) 40 40 25
bi~k Oistance(ft) . ,.\'3]3 " . 190 '1,80' "
"
"
Travel Time (s) 6.4 3.2 4,9
!,~akHour FaCtor." . '.:..P.QL ',[l.95 0.95 ~.95. : Q,9~ '0:95. "
.
.. .. ._0'_"_-- ",
Heavy Vehicles (%) 6% 6% 6% 6% 2% 2%
"762 0~"_"__"_
Adj. Flow (vph) 1295 33 46 36 46 " it
.- -.- ........~~ .
Shared Lane Traffic (%) ,.
Lan? Group Flow (vph) 1328 0 46 762 82 0 !
I"
Enter Blocked Intersection No No No No No No
Lane Alignment left Right Left ,Left Left Right' ~ ._-,,--,--
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 . "
0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane, Yes 'Yes - ' ..
Headway Factor 1.11 1.11 1.11 1.11 1.11 1.11
Tuming Speed (mph) 15 15 15 15 ,
i!
Sign Control Free Free Stop
';'",c,;,~.it~,.
. '-,""'=",.""",.
Intersection;Summar{f~~';t:;L~ ~r+r~~-__;2lQ~ _'.
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 51.3%
AnalysisPenod(min) 15, , ',. '
~. -, ,
f%~i,Od'~ _ '?\X0:<'';~:_:~2€[':~ /_;,,_ "
-'.>fEif-;>'m<L "
"1
".
ICU Level of Service A
" ,. A
Date H~c:eive(~
~ FEB 1 5 2011
2016 PM BUILD NO MAIN STREET OWY 6/30/2010 BUILD without OWY ON MAIN
ungmalSuls,""Rittftl
Synchro 7, Report
Page 5
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HCM Unsignalized Intersection Capacity Analysis
4: Mckenzie Highway (126) & S. 52nd Street
10/5/2010
-
"').
.,...:...
'\
~
~
Movemel1t;:'O~::L,'..',"~;", EBf:"l,z;EBR.1"'WBC'7WBtdl'~~NB[l"~NBR
Lane Configurations t1> 'i tt V
Volume (vehlh), ' 1230," 31 44 :724 34
Sign Control Free Free Stop
Grade " 0%.:: ., 0% 0%
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Hourly flow rate (vph) ,fi9~ .033 46 762 36. ,. 46
Pedestrians
Lane Width,(ft)'.
Walking Speed (ftJs)
Percent Blockag~
Right turn flare (veh)
Median type _ _ . _. TWLII.. ....-
Median storage veh) 2
Upstream signal (ilL "
pX, platoon unblocked
vC, cOQflicting,y<!!timiE' , ,. " 1327 . 17W, '~.E64... ".
vC1, stage 1 confvol 1311
vC2, stage 2 c6nf vol 474
vCu, unblocked vol 1327 1785 664
tC, single (s) .. " 4.2 6.8 '. 6.9
tC, 2 stage (s) 5.8
tF (s) ,. 2.3 3.5' 3.3
pO queue free % 91 82 89
cM capacity (vehlh) 495 201 403 -'..".
Diiection;'Lane'#~-::"#~";;; EB.1'c""EBi2;;'WB.1."J"WB"2" :WB'3A".NB;C~<'-'''io'f'''7F.,..;''.~;.l;;.;; ::.' ~.?+'.~ .';'-':':
Volume Total ,8E.~ ,~64 46 381 381 82 I.. ..,. .. .' . '
Volume Left 0 0 46 0 0 36
Volume Right: ':'0 ". 33 0 0 0 46
cSH 1700 1700 495 1700 1700 280
Volume to CapacityO..sf.}.O,27 0.09 0:22 0:22 0.29
Queue Length 95th (ft) 0 0 8 0 0 30
Control Delay (s). .'. ..:' ::0;0 ' 0;0 13,0 0.0 . b.O 23.1
Lane LOS B C
Appro~ch Delay (s)'.' :'OQ~, , , 0.7 . 23.1
Approach LOS C
.~:,Q;'f'?~30W~-':"_-
,', ,....1
~~ ....,~-
, -"''''''';''';''.r".. _ .
44
"
o
TWLTL
2
I:
-j,,..
~. "-."
'i":
.
r
,,-,
'. ""'-
-, "'-......-......
l-,_
-...~:.::_-- ~_.,
,.
-',--",,-:<.- - -
__;_J'.
Average Delay
Intersection Capacity Utilization ,/ "
AnalysisPeriod (min),
. . ':;~A
ICU Level of Service
, ~.
"-,.
. ...".~
._ _.."'-;;i....:--".i.
'I:;:
~, .. '". "'~'
--,-.-.......--.-.- -
Date Received:
fEB 1 5 2011
2016 PM BUILD NO MAIN STREET DWY 6/30/2010 BUILD without DWY ON MAIN
Oriainal Submittal
Synchro 7. Report
Page 6
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Lanes, Volumes, Timings
5: Site DWY & S. 52nd Street
10/5/2010
Lane'Group';:. ~:;r~~EBE'., :EBR~NBL~NBTs;";i:,SBT.. ':;:SBR':::V~-:--~J:;
Lane Configurations V 4' t+
Volume (vph) . 23 3 3 _, - 55 -42.' 33
Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750
Lane Util. Factor 1.00 1.00 .1.00 1.00 1.00 '1.00
.'. j. .
Frt 0.985 0.940
Fit Protected ; 0.957 . 0:99~' ,.
Satd. Flow (prot) 1617 0 0 1712 1613
Fit Pemiitted 0.957 0:998
Satd. Flow (perm) 1617 0 0 1712
Link Speed (mph) 20 '._ : 2~. .
Link Distance (ft) 105 399
Travel Time (s) 3:6 : -:1Q.~.
Peak Hour Factor 0.95 0.95 0.95 0.95
Adr Flow (vph)' 24 Y . . 'T~8'
Shared Lane Traffic (%)
Lane Grpup'F1Qw (vph) .
Enter Biocked Intersection
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Two way Left Turn Lane
Headway Factor
Turning Speed(rnph)
Sign Controi
mtersectiOlfSlfmmary~'.;q'14' ~'~f'1}0:~}'~[:E:; . __.,
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 15.8%
Analysis Period (min) 15
.-J-
.,.
'\
t
+
. 27
No
Left
12
o
16
, ~;61
Yes
';Left
o
"0
16
..;
, '~".i:.:":;c;~o -:"'~;:~~" J
,-t
l~
,
. ~
o
"
~
1613
'25. .
180
_ '4,,9: "
0.95 0.95
".~;44"', ','35
o
"
,.
I
.-..ft
No
Right
'.L
No
. Left
.~d9...I' 0
Yes No
.J~ft . :'Right
o
-,-j,':'
-""
"
1.11
15
Stop
1.11
15
1.11
15
o .....
16
,"
1~- :
Free
~-"."~:~"fa.~~._~'.~'a""f~;lJ.",,~-:'~ .
1~
~,
,
1.11
1.11
1.11
15 '
.:
Free
"lFo;ii';c,,-,..
'=;V_5,~:"'V'-7J
- - .....~
- "" ~,'
ICU Level of Service A
; ~,~,
Date Received:
FEe 15 2011
r'lriginal Submittal
2016 PM BUILD NO MAIN STREET DWY 6/30/2010 BUILD without DWY ON MAIN
Synchro 7. Report
Page 7
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HCM Unsignalized Intersection Capacity Analysis
5: Site DWY & S. 52nd Street
10/5/2010
.,J-
t
.;
+
...
,
.3
:', NBly": NBT,,';.3SBT/"T;SBR;ii;:.-0t\'
4" l0-
SS 42:, 33
Free Free
_0% 0%
0.95 0.95 0.95
'58 44 35
'"
. '-';'l~'
.. .'
Movefnelit:.,?"'1;;'{'J:;::';:::::'c;\':EBC. .tEBR'.
lane Configurations V
Volume (veh/h) 23
Sign Control Stop
Grade 0%
Peak Hour Factor 0.95 0.95
HO.u.r~:tiow rate (vph) 24. 3
Pedestrians
lapeWidth (ft)
Walking Speed (ftIs)
PerClJ'nlBlockage : .
Right turn flare (veh)
~edj?n.~'pe
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC,oonJ!l,~rig~olum? __
vC l, stage 1 conf vol
XC2, stage 2 cont vol
vCu, unblocked vol
tC"single (s)
tC, 2 sta.ge (s)
tF (s) .: . 3.5 33 2.2
pO queue tree % 97 100 100
cM.'cap~(:ity (veh/h) 867 1003 1519
Direction, [ane'#z ..,::',,;sy*,.m:;-'i:Iifr"'?,NBl"''''SB,.L:''',;E~,"".'7'P';j'',"~0!.?,F__.. ....
VolumeJ:otal 27 61 79
Volume left 24 3 0
Siol~,!,eRight '. . 3 0 35
cSH 881 1519 1700
VoJ~llle.tDCap?cjty 0.03 . 0:00 0.05
Queue Length 95th (ft) 2 0 0
'Contrqrp!,iay (s) 9.2 '0.4 0.0
lane LOS A A
Apprqa,hDelay(s) 9:2 Ok 0.0 Ie
Approach LOS A
-i."....-:>~.
-:,>": ."'-.-
e>'.:_' :. . n_
..~;~,;;~r2';i::: >j.:;~-i;;,..t...' ~ .
.3
0.95
3
,~
None
None
.~ : 'k-:'-"""'tt-~-~:...
~..
,.'~" "..~ .
.126
. ~L..~..79
\r
',",' ~ ~. -.
. '.. ,q .
'-,oj}
.;:,';.A~_,'..
~-,.Ak- ,
126
6.4
62
6.2
79
4.1
".
It_
. """".-~'-. ~~*,LG4~1~~<-P; - ~~C_": f0-
,.
.i: .
ul
,"r
1'':'.:
. ~ .
~. - -"~~r."
~ '.
. '!;2:.. J~ .
'-j.
'ntersectibh~Summafvl~~~~~J;~"""7,:~?~t~:~;':c~:t;~L~-";-'5.~":~14;;C~2;~:s;;,0ti:=::-::=7~~~''"~~~~'E:,:A~[:,;;F01rj-:;:"<'{.''f:O ~~- . ~- ~_"ml
Average Delay
Interse.c:!ion Capacity Utiliz?iion
~n~y~j;Period (min)
[:;;". .
1.7
15.8%
15
-:'
iCU Level olSer/ice
Date Received:
IFEe 1 5 2011
Original Submittal
2016 PM BUILD NO MAIN STREET DWY 6/30/2010 BUILD without DWY ON MAIN
Synchro 7 - Report
Page 8
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Lanes, Volumes, Timings
1: Site DWY & S. 51 st Place
10/5/2010
('
~
Gi1le"Group.-",:y-,,,,c,,"~~: :.<~WBGT7WBR7~";!CNBl'f',iTI:rBR~SBL ,'.:SBT~'",>c ':"'~JL. T:: ";;7,';(\0'.,,\. "\;',,,,,",1
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Uti'. Factor
Frt
Fit Protected
Satd. Flow (prot)
Fit Penmitted
Satd. Flow (penm)
Link Speed (mph)
Link Distance (ft)
Travel Tirne.(s)
Peak Hour Factor
Adj' Flow (vph) ,
Shared Lane Traffic (%)
L?~e.Group Flow,(vphL";::Lj1 ';: _0
Enter Blocked Intersection No No
Lane Alignment . teft. Right
Median Width(ft) 12
Link Offset(ft) , ' " -,. 0
Crosswalk Width(ft) 16
Two way Left Turn Lane
Headway Factor 1.11
Tuming Speed (mph) 15
Sign Control Stop
Intersettion1SumiiiarY "#fP~~~~';~":;i.'_ -~""' ~~:::::--= ,'~"~;fR:~','':''~:n;,f,;' 4'""', . r::~>"~j'r-:~;j':-73::-d_";_:~- <,,;d.t:,,{
Area Type: Other
Control Type: Unsignalized: _
Intersection Capacity Utilization 22.6%
Analysisperfod(min) 15"
v
'. 3
1750
1.00.
0.882
(994
1504
, 0,994
1504
.2..9
118
(9
0.85 0.85
,.~,.::"" 27
23
1750
:1.00
"-
t
~ ~
t- 4'
42 3 52 50
1750 1750 1750 1750
tOO, 1.00 1.00 1.00 E
0.990
o
o
0.975
1673
,0.975
1673
25
177
4,8
0.85
59
. ~
o
1699
o
o
o
1699
25
495
13.5
0.85
49
0.85
0.85
61'
,( 4 .
,53 , .._0, _ 0 -' 1?D
Yes No No Yes
Left Right Left Left
0 0
0 0
16 16
1.11 1.11 1.11 1.11
15 15
Free Free
1.11
15
'- - . ~. .._- ',-""
ICU Level of Service A
. ~ "~.
Date Received:
fEB 1 5 2011
Original Submittal
2016 PM Build with MAIN STREET DWY 6/30/20102016 BUILD with DWY
Synchro 7 - Report
Page 1
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HCM Unsignalized Intersection Capacity Analysis
1: Site DWY & S. 51 st Place
10/5/2010
.f
!'
\. +
-\..
t
Movement . ~3fli;::;. . . .:\;wBi:.'.".WBR"'TNBt-----::~NBR 7 . SBL..~SBt=>.... . . ..<."i.:"1f-: J/-T' :,- .~..- . ..;:~ _ " :J
Lane Configurations V
Volume (veh/h) 3
Sign Control Slop
Grade. 00/,
Peak Hour Factor 0.85 0.85
Hourly flow ra..te (vph) 4 27
Pedestrians
Lane Width (ft);
Walking Speed (fils)
Percent Blockage
Right turn flare (veh)
Median ~Ipe . .
Median storage veh)
Upstream signal(ft)
pX, platoon unblocked
vC, con~icJlng~o!ume
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
IC, single (s) ~
IC, 2 sta(le (s)
tF (s) 3.5 3.3
pO queue free % 100 97
eM capacity (vehlh) 726 1017
51rection, Lane#" """.'A--..WB,1~~.NB'1~';
Volume Total 31 53
Volume Left 4 0
Volume Right 27 4
cSH 972 1700
Volume to Capacity 0.03 (>:03 .
Queue Length 951h (ft) 2 0
Conlrol Delay(s) 8.8 .0.0
Lane LOS A
Approach Delay:(s) 8.8
Approach LOS A
rnterse"ctibfi;Summal"Yi~~~ ,;j~~7'~:,,, ' ;" ;ic,,~~jti0&.~;}~':~
Average Delay
Intersection. Cap.acitY Ulilization
Analysis Perio~ .(lTlin)
232 .' 51.
232
6.4
51
.6.2
23
1- 4'
42 3. . . . -52 . 50
Free Free
0% 0% .
0.85 0.85 0.85 0.85
49 4 61 .' 59
. ;:
None
~ N9ne
'.
,1:
-,.-.,.",~\,.
{,
" ,._...:"':~:53':.
I.
53
4.1
2,2
96
1,553
0.0
SB'1":.. :;
120
61
o
1553
0.04 '^"
3
3.9
A
3.9
~:7"~::~~02~'TJ'f;57~?':;;~ft?~T-;i._~i~7~:;; "
<"~.:~ }?:fi252"c_ .1
'ii
~~t~1~1:;f~~~~~~;d...';' .
'._:;~j~:$S~~-4
"~::/:';lf-~~s:.,,~~-f;s:j;t\-'~ .
3.6
22.6%
15
'C.U Lev.elo[service -,'
A
,
'.
Date Received:
fEB 1 5 2011
Original Submittal
2016 PM Build wilh MAIN STREET DWY 6/30/20102016 BUILD with DWY
Synchro 7 - Report
Page 2
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Lanes, Volumes, Timings
2: Mckenzie Highway (126) & S. 51st Place
Lane,Group. ,",,,;~;p;~r:;,;:EBr:"~~'BR"
Lane Configurations ;to
Volume (vph) ~. --:- c, 1203
Ideal Flow (vphpl) 1750
Sto@ge Length;@,' .
Storage Lanes
:rap~r L~ngt~(ii)
Lane Util. Factor
frt' , .
Fit Protected
Satq. Flow (pral)
Fit Permitted
Satd. Flow (penn) ,.
Link Speed.lr11~h)
Link Dist!lnce (ft)'..
Travel Time (s)
i;!,~kBollr FafJgr
Heavy Vehicles (%)
Adj. Flow (vph) .
Shared Lane Traffic (%)
Lane Group Flow (vph)
Enter Blocked Intersection
Lane Alignment. .
Median VVidth(ft)
Link Offset(ft),
Crosswalk Width(ft)
Twoway Left T,um.L<\ne
Headway Factor
TumingSpeed(mph)
Sign Contral
Intefsectjon;SummafY:*,,:,;;'~~-s'Y#:1;.0'FtE:~ ~"~:~')~-:::_"" ~""<r.:;.,,::=~-b~_"-;~:::st><~fr'0- ;'i,~-,"~:l-':"~-:::"~,~:~"
Area Type: .", Other
Control Type:J!nsignalized
Intersection Capacity Utilization 48.7% ICU Level of Service A
Analysis Periost (minU5
-
0.95
. 0.991
3109
3109
40
216
3.7
0.95
6%
1266
1345
No
Left
12
o
16
Yes
1.11
Free
~
75
1750
o
o
25
0.95
o
No
Right
'WBL,
,
27
1750
. 175
1
25
1.00
o
0.950
1568
0.950
1568 .
~
-
10/5/2010
'\
I"
o
12,95
6%
79
0.95
6%
28
WBf'
tt
'763
1750
0.95
3137
3137
40
"184
3.1
. .9.,~5.
6%
.803
28
No
Left
'.803
No
,Left
12
o
16
'Yes
I,ll
, NBCtlNBR,'
'i r
24 41
1750 1750
o 75
1 1
25 25
1.00 1.00
0.850
0,950
1630, 1458
0.950
1630 1458
25
177.
4.8
Q.~~. ',' ,0.95
2% 2%
25 43
" '~:'::',:,,,,;_~:~2d~:~:- t1~:;j j'''""d 7"";'~ ::ol~~-
. _~ :.,1
1.11
15
1.11
15
Free
ir
..{
,
,,'
"
to.
,I .__._......
---, -.....- -.....-.
';'~~4~'sft _;~_ ~~~_~:j_--~~{~?'-4>-i;-"^~ :_:tr~.q
j,
,
;'1' ~
Date Received:
FEB 1 5 2011
Original Submittal
2016 PM Build with MAIN STREET DWY 6/30/20102016 BUILD with DWY
Synchra 7, Report
Page 3
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HCM Unsignalized Intersection Capacity Analysis
2: Mckenzie Highway (126) & S. 51st Place
-
"t
~
-
....
10/5/2010
Movenlenf'~<~;#iJ~~jv~;':'~~"_';EBT~;:&2EBR' . ~,WBL~WBt-;~~NB[~';~ NBR~~~b-:I~~~ .~,'j ;~";~~~~{~~~i,-:;;.~,2'f;: "~. ~. J
~
Lane Configurations
Volume (\leh/h)
Sign Cont!ol
Grade
Peak Hour Factor
Hourly flow rate (vph).
Pedestrians
Lane Width (ft)
Walking Speed (ltIs)
Percent Blockage
Right turn flare (veh)
Me~ian type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting vol~m/l
vC1, stage 1 conf vol
vC2, stage 2 conf vol' .
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
pO queue free %
eM capacity (veh/h)
Direction;Lane}[' _
Volume Total
Volume Left
Volume Flight
cSH
Volume 10 Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
tt+ 'I H 'I
1203 75' 27 ;763 24
Free Free Stop
.' 0%" ' ;,0% 0%
'.,"
0.95 0.95 0.95 0.95 0.95
1266- '1~.:~~ '28 (803 25
.-i
. -.-" ,......._,
TWL TL -.-. TWL TL
2 2
~~''''..,...
- -'~
1764 Jl73
1306
458
1764
6.8
5.8
3.5 3.3
88 89
204 398
"WS2": ;WB,3,~ 12NB:1'-
'402 402 68
o 0 25
o 0 43
1700 1700 551
'0.24 0.24 0.12
o 0 11
0.0 0.0 18.9
C
18.9
C
- ~-~.-_.._~_..
1345 "
. .
1345
4,2
2.3
94
, 487
" '-'.,. '0EB;t!::'EB 2~..wB'1'
844 501 ' 28
o 0 28
079 0
1700 1700 487
,050. '''0]9: : 0~06
005
0.0. .. 6.0.12.8
B
OA
0.0
Intersectiorl1;ummaiy~~~t~;4_<
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
r
41
f:
0.95
.43 .'
.
t-
,.
3
t
~-
!
'I;
673
6.9
,,', "r;;; --;'.::i'.:;' l.-:::~-~::
- ~- "c'
l'
"
.
1:.
-"X::;~sZ~~;;'~~.' '~~Gt'?i~~~-::-~~f:_g,:~s~~l~t)'" - ",' ~ ~~-fiP~-L~;"S!I?'R';!f:;~~;';dj:q~Ji;"1
2016 PM Build with MAIN STREET OW'! 6/30/20102016 BUILD with OW'!
0.7
48J% ' ICU Level of Service "A
15
Date ReCGivCid:
fE8 J 5. 20lf
Original Submittal
Synchro 7 - Report
Page 4
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Lanes, Volumes, Timings
3: Mckenzie Highway (126) & Site DWY
-
EaneGrou~,"_,:"o:'!-~~c:~'~"'EBT~~EBR
Lane Configurations tl>
Volume (vph) 1195
Ideal Flow (vphpl) 1750
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Fit Protected
Satd. Flow (pro!)
Fit Permitted
Satd. Flow (perm)
Link Speed (mph)
LinkDistance (ft)
Travel Time (s)
Peak Hour Fact~r, ,_,
Heavy Vehicles (%)
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Enter Blocked Intersection
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Two way Left T um Lane
Headway Factor
Tuming Speed.(mph)
Sign Control
0.95
0.994
31,18
3118
40
184
3.1
'0.95
6%
.1258
1310
No
. Left
12
o
16
Yes
1.11
Free
t
49
1750
o
o
., 25,
0.95
0:95
6%
52
o
No
Right
,f
';P;WBL
o
1750
175
o
25
1.00
o
o
<I-
'WBr' .
,ft
790
1750
0.95
o
3137
. 0 3137
40
,1189
32
.:0.95 _, Q.95
6% 6%
08;32
o
No
Left
NB[,:;~NBRC '_ ,: .,i>?~7"~i~:"
.,
o ' '. "'46
1750 1750
o 0
o 1
25 r ')5~'~::~ ~ _~ _~. _
1.00 1.00
. 0.865
o 114B5~__:~,:
'\
t'
1.11
15
1.11
, 15
0; j 1,f84:'::=--
20
313
10.7
9.95 _'Q.25
2% 2%
o . - ~- 48 -: ,..
,832 0 48
..,
No No No
Left Left Right
12 0
0 0
16 16
Yes
'1.11 1.11 1.11
15 15
Free Stop
interSectfOniSLimmary~~.'-';,:~>; _-t~<~~i:"~'. :R4'?0c~_~:'~ "7;,
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 47.6%
Analysis Period (min) 15
10/5/2010
;:'",>,;'.~~ ::!
<.~'j
,. .
ICU Level of Service A
,- -'-""
.
~._-- .-.-.
'''''':b_'"''~' :....,./j+~_0J:i::._,.:~:;,::~"'??!!lp0':,,':""-+:~~;;;;cc~~:;:~~'-'~~~'
.~t'.:~i;',~~4'~. ';;~"1:1
2016 PM Build with MAIN STREET OWY 6/30/20102016 BUILD with OWY
,.
Date Received:
FEB 1.5.2011
,.V~'~~I ~lJbmittal
'..... ..
Synchro 7 - Report
Page 5
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HCM Unsignalized Intersection Capacity Analysis
3: Mckenzie Highway (126) & Site DWY
Movement;;?~,';. ~~~EBT~'",EBRWWElE;;r:;w~NBl:'f"fNTiR~;~~.":+.,,~.;,:~~-4i?-'&
Lane Configurations '1'1> '1''1' 7'
Vol~l11e.(ve~fh) . . 1195 49 0 ;790 0' 46
Sign Control Free Free Stop
Grade. ~ 0% .0%' 0%
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Hourly flow'ra\e(vp.h) 1258. 52 0 ,83.2 0 48
Pedestrians
LaneWidth (ft) . .
Walking Speed (ftls) .
Pei~e.n(Blockage
Righttum flare (veh)
Mediari tYpe ... ..,
Median storage veh)
Up~[iea;;' sign:~I{ftj:
pX,. platoon unblocked
vC,_C2rifficUJ1g.vojum,e
vCl, stage 1 coni vol
vC2, ~tage,2 cant vol
vCu, unblocked vol
tC,.si~gl~ (s)
tC, 2 stage (s)
IF (st ,.' .
pO queue tree %
cM-c~pa_city (vehlb)
Direction~ [ane# 4",' ~"'"~"'EB3'-';EB'2J
Volume Total '"
Volume Left
Volume Right.
cSH
Volunieto 'CapaciiY.
Queue Length 95th (ft)
Control Iielay. (sj
Lane LOS
Approach Delay(s)
Approach LOS
-
. c.TWL TL
2
839
o
o
1700
0.49
o
'0.0
Average Delay
Intersection 'capacity Utilization
Analysis Peri.od (min)
"-=-, ~"- .
0.0
10/5/2010
').
+-
'\
I'
i'
.Q;,;c:o,.-~
'( " -
:I.:'" _
" - ~
- -, ^--- -,-. ~~
. L-~...
"
.. "
j~ .
'nVLTl
2
,
-"-..: .'.
/,.-,
. " .11
471
o
52
1700
0.28
o
0.0
1699
1284
416
1699
6.8
5.8
2.3 . 3.53.3
100 100 88
~ ~2 ~J
. WB't ~,:.wB}2,."NB-t'v"E""" .-"~"""";,",;4~~:r"
416 416 48 I!
o 0 0
o '0 48
"
1700 1700 409
0.24 '024 0.12
o 0 10
0.0 :0.0 15.0
B
15.0
B
"
. 1.309
655
-. ,~".. . ' .
--.-'-'-"--...-,....-"0.---- __
., .
" .
, ',"
1309
4.2
655
6.9
t.,
,
,
;. ,"S''''7~: =io':.~ ",'~
"""'-,':1
"
0.0
1'7 ..
0.3
47.6% ICU Level of Service
15
"A
);
" Date Received:
FEB t 5 2011
Original Submittal
2016 PM Build with MAIN STREET oW'( 6/30/20102016 BUILD with OW'(
Synchro 7. Report
Page 6
Lane Gfoup(~ ~i't>KEJ;::,;':'. ,.EBT',:'0EBR ~WBu:"\NB~B~rNBR~!:~~ --::r~""lJ,?:,..
Lane Configurations tl> 'I tt V
Volume (vph) 1220 21 '44. '724 66
Ideal Flow (vphpl) 1750 1750 mio -i750 1750
StorageJength(ft) ,,: g,:.: 175." 0
Storage Lanes . 0 1 1
TaperLength (ft) 2~.:. .. 25_ ,. 25
Lane Ulil. Factor 0.95 0.95 1.00 0.95 1.00
Frt , 0.997 0.953
Fit Protected 0.950 0.968
Satd. Flow (pro!t 3127. O. 1568'._113? .1583 .
Fit Pemnitted 0.950 0.968
Sald.FIQw(pe~m) 31,27 '5, 15'68 3137 1583
Link Speed (mph) 40 .. -40 25
Link Qist~iice'(ftj 189 ~ --- ---~, -,- - ;11~O_ 177
Travel Time (s) 3.2 3.2 4.8
P!'a.ktJo<!r Factor 0.95 '1J:~5" _0,95 :..Q:95.' Q,95
Heavy Vehicles (%) 6% 6% 6% 6% 2%
Adj:Flow(vph)' 1284' 22' 46 }62 69
Shared Lane Traffic (%)
Lane Group Flow (vphi
Enter Blocked Intersection
Lane Alignment
Median Width(ft)
Link OIfset(ft) .
Crosswalk Width(ft)
Two way ~eft Turn Lane
Headway Factor
Turning Speed (mph)
Sign Control
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Lanes, Volumes, Timings
4: Mckenzie Highway (126) & S. 52nd Street
').
..-
-
-
1306 .
No
Left
12
o
16
Yes
1.11
" ,"46
No
Left
762
No
'. 'Left
12
" 0
16
':Yes
1.11
.0,
No
Righ!.
1.11
15
1.11
15,
Free
Free
'\
. 106
No
Left
12
o
16
~
35
1750
o
o
25
1.00
o
o
.. : .995
2%
37
o
No
Right
1.11
15
Stop
1.11
15
~'t-"~--' 't""",Su' ~---~---k:-~:~:"-/'17-~~\..~__~-""~",?:",,;j,___ _ """" ,;::..'__.'_ .''r:,~_0:~_ --
nerseClDn. mma1Y,jHtf'0_~_.\;- '"s:::r::_~"~__ _ -'~_-\i:..d_ ",::y.o.~<___ --~\r".~~_-,JL,
Area Type: , Other
Control Type: Unsignalized
Intersection Capacity Utilization 52.7%
Analysis Period (min) 15
.
ICU Level of Service A
,
101512010
t-~1'i~:#C-
'.' .1
.~
">" -;;'li0-;"'f;t?;ti:r,;;'-J;-;~:~~;i:'~~"'2~::_ ~,,~_:-~=~..~
Date Received:
fEB 1 5 2011
()ricinal SUbmittal
.. ...'
2016 PM Build with MAIN STREET DWY 6130/20102016 BUILD with DWY
Synchro 7 - Report
Page 7
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HCM Unsignalized Intersection Capacity Analysis
4: Mckenzie Highway (126) & S. 52nd Street
10/5/2010
-
'"
-
/"
...,
i'
Movement:~S'7~~;;'~Z~E~BP .,'JEBR~ WB~WBT:5~10NBL~: :,NBRL5~-' -;l:::t,~~;i{J:~t_~'~"l H~':" - :.~'>"'~
Lane Configurations tt.
Volume (vehlll) 1220' . 21
Sign Control Free
Grade 0%
Peak Hour Factor 0.95
Hourlyflow rate (vph) 1284
Pedestrians
Lane Width (ft)
Walking Speed (ftfs)
Percent Blockage
Right turn flare (veh)
Median type.
Median storage veh)
Upstream signal (ft)
pX. platoon unblocked
.vC. conUicting ~o'umL .._ ... ..1306". 1769 ,A :653
vC1. stage 1 con! vol 1295
vC2. stage 2 conf vol 474
vCu. unblocked vol 1306 1769 653
tC. single (s) " 4.2 6.8 .~.9
tC. 2 stage (s) 5.8
tF (s) 2.3 3,5 . . ,3.3
pO queue free % 91 66 91
eM capacity (vehlll) 505 204 410'
Dire~~ "'.".;,:~EB.r;':":iEB'2...WB'1' WB;2-.' WB3~NB'.1" ...~';'~~;,,.'"'.,;..t~;;".:;' ...~ .,. ::'E:9"'.J
Volume Total 856 450 46 381 381 106
Volume Left 0 0 46 0 0 69
Volume Right 0 . 22 0 0 0 '37
cSH 1700 1700 505 1700 1700 247
Volu",e to Capacity 0.50 0.26'. 0.09 0.22 0:22' Q.4:f
Queue Length 95th (ft) 0 0 8 0 0 51
Control Delay (s) 0.0 0.0 12.9 0.0 0.0 30.1
Lane LOS B D
Approach Delay (s) 0.0 0.7 . tfo:1
Approach LOS D
inierSect1OftSummafY'?~'''~;~/L'~~S::;:*??~~~-;:'~",: .~-- '%'0,i-:2""~:s,,,,:_,;=~,":a_,~~'<:~?W~-~;~~s;s",;r,-"~'::;7~>~~~G:Z~:~::''-^T4:/i$~~::..;;1
Average Delay 1.7
Intersection Capacity Utilization 52.7%
Analysis Period (min) 15
11
44
tt
724
Free
.0%
0.95
}62
V
66
Stop
.0%
0.95
. 69
0.95
::' 37'
....~ --- --
. 35
0.95
'22
0.95
46
<:
*,- .....,
TWLTL
2
TlNL TL
2
. ,:;'
'"
ICU LevelotService
A
'.'
Date Received ~
fEB 1 5 2011
Original Submittal
2016 PM Build with MAIN STREET DWY 6/30/20102016 BUILD with Dwy
Synchro 7 . Reporl
Page 8
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Lanes, Volumes, Timings
5: Site DWY & S. 52nd Street
/'
"
10/512010
o
o
"58
No
',Left.
12
o
16
'0
No
Right
'\
t
+
.;
~ "tSBT~""'~ SBR~:-2j"'::?"'~;'"" ~;~~~;:?;':7"s:~h"w:fi, ;.i_-;~;#~f~>' "
f>
42 23
1750 1750
:1.00 .' 1.00
0.952
J-'
'.Ii
''l;'
1633
o
1633
25
177
4.8 .
0.85
"49
o
" 0.0;; ~:, . .J
,
;i
"
Ji
_ .r__-:;;'_._.
,
;;,
.,
I'
- . ~ -
I
~Gro~3:'#;;t~~,:.EBlfB':?EBR~~I1BT
Lane Configurations V 4'
Volume (vph)~>J~" .:. . A6 3 3 .55
Ideal Flow (vphpl) 1750 1750 1750 1750
Lane Uti!: Facto~":"~= _' 1.00 1.00 1.00 100
Frt 0.991
Fit P.rotected, '~:~~ . H' .Q.956
Sat~. Flow (prot) 1625
Fit f'e!fllitted' .:. ,: :'_ 0.956
Satd. Flow (penm) 1625
Link ~peei! (ITlRbf'H - ':20
Link Distance (ft) 105
Travei TimeO(.sJ::::''', . 3.6
Peak Hour Factor 0.85 0.85 0.85
Adj,'Fjow(vpti[:"::,.:-:~~:~,' . 54 . 4 4
Shar~d ~~ne Traff~ (')0) '.
L?n~ _Qro~p Flo.w,(ypjlJ' '::.'"
Enter Blocked Intersection
Lane Alignment', '-~." ",
Median Width(ft)
Link Qffset(ft) , &; .
Crosswalk Width(ft)
Two way L~ft Turn Lane
Headway Factor 1.11 1.11 1.11 1.11
Turning Speed (mp.h). 15 15 15
Sign Control Stop Free
InterSection S~u=mrTl'arY~:~-~"":~E<"~i:;::L y;::;;;;;:;_~:--- ~- '~:~/;~ ;:,,;'
Area Type: Other
Control Type: Unsignalized'
Intersection Capacity Utilization 15.8%
Analysis Period.,(min)J5' .
o
0;997
1711
0'997
1711
.25
399
,10.9
0.85
. '; 65
0.85
~ 27
.zf::~. 0,
Yes No
Left 'R.ight'
o
o
16
1.11
1.11
15
",:~:f'''' '1~1? ~",::_ .. -+ ""::':-{",2_, "'-0€:';,1,~~
Free
"
Date Received:
FED t 5. 2011
Oriainal Submittal
o
o
No
Left
: ~9
Yes
Left
o
o
16
ICU Level of Service A
2016 PM Build wili1 MAIN STREET DWY 6/30/20102016 BUILD with DWY
Synchro 7 - Report
Page 9
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HCM Unsignalized Intersection Capacity Analysis
5: Site DWY & S. 52nd Street
10/5/2010
Movemenf;;'-:-"~".,;;,~~EBIF~J:;:EBR~.,,";;NB~,)F,'Njjt~~SBR;':'1"::: . :::,:=:J.r)F";;s.lF,,,~"';,. ;.
Lane Configurations V .. <f f,.
Volume (veh/h) . 46 3 . 3' ...55" 42
Sign Control Stop Free Free
'Grape 0%. ~ 0,,/, 0%
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85
Bourly flow rate (vph) 54 . 4. ' 4 ~ ~5 ...:~ 49
Pedestrians
Lane Width (ft).
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type .
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked ,.
vC,~cinflictingvoluf11e ...-= m ".63.:. '76 -'''!'. _
vC 1, stage 1 conf vol
vC2: stage 2 conf vol
vCu, unblocked vol
IC, single is)
tC, 2 stage (s) .
tF (s)
pO queue free %
eM capacity (vehlh)
Direction;Larie#b:-:".. :..
Volume Total
Volume Left
Volume Right .
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)..
Approach LOS
/
t
...'
!
,.
~
,+:"/;:"*0;.'~
23
0.85
27
. _ __..__",.",;1;::..-<:_.
'. __._ :!:-!ore
.None
i
~.- j;. -..
_,r
.;
135
6:4
63
6.2
76
11 .
3.5 . 3.3 2.2
94 100 100
857 1002 .1522
"~EB'1 "'9iNB,h-,,<SB1"...r ~"''"'" r',"':'
58 68 7~
54 4 0
~ 027
865 1522 1700
0.07 0.00 0.04
500
9.5 0:4 0:6
A A
9.5 0:4 . 9-D:. "
A
'_~:=--~..tt:::'~~;:,~%i;-~7f#;-::~:;~"'r~1+__,,1k-~.'.~ _!__*7 .~i:i,
"", "i?"-".. --; I
Intersecti6rFstr_iYj:T~~~~~.S~~~; -~~',''''T:~L;'*~~.$;' ~'"~.;:.'_'"":-"'>;;r:dK~CS~~~W~~~;~-Y:~~;:-~_'..,"~:;]
Average Delay
Intersection Capacity Utilization'
Analysis Period (min)
2.8
15.8% ,,, ICU Level.of Service
15
A
Date Recelved:
FED 15 2011
Original Submittal
2016 PM Build with MAIN STREET DWY 6/30/20102016 BUILD with DWY
Synchro 7. Report
Page 10
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APPENDIX
L
PLANNING LEVEL YEAIt 2016
SIMTItAFFIC QUEUING ItEPOItTS
Date Received:
fEB 1 5 2011
"
Original Submittal
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Queuing and Blocking Report
BACKGROUND
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #1
10/5/2010
Movement: '~'f~1-4'~;;;'~?:'~fK'--;:']-'EB:?i~3,WB~~~-" NB~-~+01~:~~;'b~f:-+>: "_;:-:_";),;EF.;::'r_~: - (~:~"i',,,,.~ ':'~:4}4!:_ ~~-1I2_-~:~~~r- ":~~l.~;q',: 0- >, 7~~I;::,,1
Directions Served
Maximum Queye. (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Ii!!1~ (%)
Queuing Penalty (veh)
Storage BaY1lLstJft) ,
Storage Blk Time (%)
Queuing f'enaliy (v.ehj, .: "
TR L LR
, ~ .8t' '.'47 41
1 18 28
48 50
103
I; .
I,
.. ,
'\.
:::-:,:. '175
'"
€:,r~~>::
',.-.- ". -
..~.,,-- ,--
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #2
Mov'eri1ent;l.~=~;;2:-.:,:!:::?4~d~~~EB~~,"-WB~:NB;4P.:4-:..J~t4iJ~~~~:-~-e-:li~~1=~~~~~~~C-;:~3?t'i:~~~~1;_~~t:~-:::,,0_t~~^"")':~-:0i0~1:;;-;'(~" -:~
Directions Served
Maxil1Ju'!1Qye]~ -'ft),~:'.. .
Average Queue (ft)
95th Queue (fi) .
Link Distance (ft)
Upstream BlkTime (%j'
Queuing Penalty (veh)
Storage Bay Dist (ftj"
Storage Blk Time (%j
Queuing Penalty (veh) ,
TR L
.d~,"_:A6' ,
1 12
12",o-:.:}9
156
LR
69
28
60
103
", "
.J .
~;'
--;_0"', __,
,',
.:c' ~
175
;,
,,;'
Intersection: 2: Mckenzie Highway (126) & S, 51 st Place, All Intervals
MOvement^' - "t::_~~:.: -~'~ ~~;;'~;.~=,EB ~~~~WB""';, :-;tN~ "::~',J,:~:~:.:_::'4- x::".:'",f:;~--:r!f.4:d)~~"s '*:'*";~ij~;: j; ;;:,:~,,< ~'~:'l~~:O~. ~~ .;;;;-:::::- :;',::",_,:,::,;1
Directions Served
Maximum Queue (ftj". . .
Average Queue (ft)
95th Queue (ft)
Link Distance (ff)
Upstream Blk Time ('lot
Queuing Penalty (veh) ,
Storage.Bay Dist (ff)
Storage Blk Time (%)
Queuing Penalty (veh)
TR L LR
'21, 56 . 69
1 14 28
-11<" 41 58
156 103
,.
J!-
. - .'-.'; ~.._.."'"
. .
-..i.-
175
Date Received:
FEB 1 5 2011
Original Submittal
2016 PM BACKGROUND
Sim T rafflc Report
Page 1
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Queuing and Blocking Report
BACKGROUND
10/5/2010
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #1
MovemenV" \,,::~~-4'. ~ ~ ;'~7J;:;WB'r'>~0f;0NB'
. ~":!$"t$:~ '-'D'- -:":F':1~.i~~,F~t' " ~~~~
,~~~~t2:""
':"-'1
',~"~~!E&;r_ "
.-: B5"",.
T
. 4
1
:.9
371
--'--'-.. ..
,.~
f.
Directions Served
MaxiniumQueue (ft)
Average Queue [ft)
95t~ queueJft).
Link Distance (ft)
Upstream Blk Time (%) .
.. .
Queuing Penalty (veh)
Storage Bay Dist(ft) .
Storage Blk Time (%)
QueuLng Penalty (veh)
L LR
37 103
18 49
45 .111
105
,5
o
.,
&,
:t'..
. n'
. 'ri-" "
175
':-;l.-'
~ ..-....,....
. ,
- .-'......-".. ~--
--- ~'-~
---:~; ~
-;..J; __.
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #2
MoVement--<1t;~;_::-,+:~~~i"!t?2";:TWBitk;~,hiNB~;7~i_-,,::~,'~"~_-_ -'-~~'=::~5~~;~i~'~*f!:t.~_~~_'~}f~gjj;02ifi_'-;'_~~+J;'~lsf;;,,::;~~~~:' j"l
Directions Served
.Ma~imum Q~~~e (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
L
48
15
44
LR
...84..,' ......';<r;,
40 ..-----.......
77.
105
1
o
'-ell
.'
"",
r
175
I"~
'p
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, All Intervals
~::~;::we;~-'-NB~;E:::B5':~,~ ~''''.-
Directions Served L LR T
MaXimum Queue (ft) 51 107'. . fl.
Average Queue (ft) 16 43 0
95th Queue (ft) 44 . . '87 . T .
Link Distance (ft) 105 371
Upstream Blk Time (%) .' 2 i
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 175
Storage Blk Time (%)
Queuing Penalty (veh) "
-.~~:~.~,,~ ~':::o ~-_~,*~;:~":;';:~f~~~_~'~: ~"~i;i'~)'~ "T~ ~;~:: ,;
- ~
,
F":>
,
~
.,~'
,
."l'
Network Summary
Network wide Queuing Penalty, Interval #1 :.0 ,
Network wide Queuing Penalty, Interval #2: 0
Network 'wide Queuing Penalty, All Intervals: 0
.,.<'\.!
\:Date Received:
FEB 1 5 2011
Original Submittal
2016 PM BACKGROUND
Sim Traffic Report
Page 2
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Queuing and Blocking Report
BUILD without DWY ON MAIN
Intersection: 1: Site DWY & S. 51 st Place, Interval #1
10/5/2010
Movemeiit~.f~,~~~~~:.'~~,~J~~-WSW;t;'NB~;>~:SB~~t:
Directions Served LR TR L T
MaXimum Queue (ft) 73, 18 ' 41
Average Queue (ft) 48 2 15
95.tK Que!lll (ft),' 83 14 70 '
~ink2istance (ft) 89 461 109
!!pstre!l1)1 BUime (%) , 13' 8
Queuing Penalty (veh) 0 12
~tq!~ge Bay Dist (ft) ,
Storage Blk Time (%)
9u~~lnliPenaltY (veh)
_' '~q!!,: ''S:- ' :,?~;,,~i&~~< :::~:p>}?::jiiW
,,~,~}~i._',:2~Y;}"} ht'~:P;-' <,.:~
" "~ ;'[l" " , ,
_,._':;_ ~ _.~'l[ '.
,
c~.:-=- ]or.
Intersection: 1: Site DWY & S. 51 st Place, Interval #2
MovemErnts:.'~"~~~==,.''':;::f?!'0ji~~WB~~...,NBjs_;;':~SB~,:'~~/''$~~,::,':~~;.~Z;-';':,:7~yt~~~~;f~~""j~~~:x;~:~.~~~:::=-~ ~::-,.t"'*;;,,.r1
Directions Served LR TR L T
!-1axjmu'!l.Queue (ft) 69 78' .' 4.5
Average Queue (ft) 42 62 21
95th Queue (til' 78 301 '87
Link Distance (ft) 89 461 109
UpstreamBlk Time(%) 17 917
Queuing Penalty (veh) 0 0 23
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
- -.\
- '."~ '"
.
- If
Intersection: 1: Site DWY & S. 51 st Place, All Intervals
MOVfrments"'-?)~ =-'A:~,,:'~:;-4:-J.,._i.~;WEfTr;qdsN8~S::;~;SB 'J: i7~. ,:;;;_; c. .~~~, ,:~~>*,:,::'-.-4~'F \-+l-:':;0:""?~ "",."Jr.: .
'I
Directions Served
!y1aXi",um Queue(ft)
Average Queue (ft)
9~t~ Queue (It)
Link Distance (ft)
Upstr~am Blk Time (%)
Queuin9 Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuingl:eDalty (veh)
LR TR LT
7678 , 48
44 47 20
80 '260 83
89 461 109
16; 6 15
o 0 20
" "',
.J,,' -
Date Received:
FEB 1 5 2011
Original Submittal
2016 PM BUILD NO MAIN STREET DWY
Sim T rattic Report
Page 1
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Queuing and Blocking Report
BUILD without DWY ON MAIN
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #1
10/5/2010
:'~:'B9";~'WB' '4LLNB,:f;:;NB'c!,-'""~~~~~':. ":"~3" ',i" ,':-1
Movemehts.::~,'i}1f~_':-~;4f{ffi;:?;s":~ <:lES;;;;:+ __~EB-".L
Directions Served T TR
Maximum Queue (ft) 35 41
Average Queue (ft) 8 21
95th Queue (ft), _ ~.L!. i."'J2.~ 126
Link Distance (ft) 156 156
Upsiream Blkflme(%L,;'~;~':':,O ._' 8, '
Queuing Penalty (veh) 0 0
StorageB~y Dist (ft) '. "
Storage Blk Time (%)
Queuingi>enal,ty (veh):,J;~:..:',.. .
T T L L R
46 ,48 60 ~ 92 65
19 20 28 50 39
,133 139 59 m ,75
273 273 109
6 6 ,I, \4 ..' , 0
0 0 22 0
175 75
17 1
'0' 18, 0
..
...~
I,' .
,~ . - -
Intersection: 2: Mckenzie Highway (126) & S. 51 st Place, Interval #2
Movement",;';s7-<"." ~,:'$~'2;1='~EB~';;';B914;'i,,/::B9~~WBj:;;,;"~'wB:t:;nWB'1G:,tiiiIj1i:~:"'~NB,:?'i"''l)-'4.~;, '. ,:' "Z"'i.."",,,,: """''':1
Directions Served TR T T
Maximum Queue (it) ,'.~,,:i;A5',:'44 , .. 45'
Average Queue ift) . --- .." 38 ' 43 ---45--
95th Queue,(ft) '0''''7176', 204,' 211
Link Distance (ft) 156 273 273
Upstream Blk Time (%) 'f,' y' 17 17
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) , " <
Storage Blk Time (%)
Queuing Penalty,(veh)
L
, 78
,.
46
'.154
175
13
, 47
T T L
,55' '<.~1 ~, 1,97 .
42 42 54
212 2fr: 148
304 304 109
.12 .12 17
44 44 21
R
. 81
36
81
," .----
"-- ,~ -
- :::t:~ ,..;;.. ~'_~_
~ ~
o
o
75
1
1
j~ .
.r
14
4
18
17
Movement'..,.""'~'..-;w~,~: ~!?-EB""~E'B:~, B9: $.:,:B9,
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, All Intervals
;:;iwil::;:'"""NB"",,,,,,,NS;: '='Y'EiE",:... ''''''.~:J
Directions Served T TR T T
Maximum Queue (ft)" ' '35 " 45 46 48
,
Average Queue (ft) 2 34 38 39
95th Queue (ft) . 31 166 189 196
" , '
Link Distance (ft) 156 156 273 ,273
Upstream Blk Time(%) ...... . ,-.. 0 ,14 14 , 14
Queuing Penally (veh) 0 0 0 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh) ,
;."",WBY'tEWB'
L T
, 8152
42 32
ria 183
304
9
33
175 .,'
10 11
36. 3.
T L R
51 119 89 ,.
32 53 37
182 144 ;7.~
304 109
9 16 ,:,:0' ."....-
33 22 0
,75
18 1
17 1,0
.~~:.-.".-_~J'k__~_ _
Date Received:
FEB 1 5 2011
Original Submittal
2016 PM BUILD NO MAIN STREET DWY
Sim Traffic Report
Page 2
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Queuing and Blocking Report
BUILD without DWY ON MAIN
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #1
10/5/2010
Movement.-. ..'?t;:""- .-
Directions Served
Maximum' Queue (ft)
Average Queue (ft)
95th Queue (ft)
link Distance (ft)
Upstrea'!l B!k}ime (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing.~enalty (veh)
WB""
L
50
28
61
~ "'"
~_ _ ::r,y,-~."
'- ~
,1
, .~-,
. ,..jU'..c"-
.NB'
LR
.115
63
135
99
13
10
_,'r~r--
.~ "'",.. .
175
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #2
Movemeiit''''-_ - ,,,:,,,~. ';~;"..EB*_ EB~,LWB'~WBC..: 'WBc, "B7',:c '. B7,"'"""NB~' ~.~ ...". . .J
Directions Served T TR L T T T T LR
MaximulT1. Queue (ft) '_ '4i- 4 . 56 ~' 34' 35' 0' 35 36 133 "
__".__. ',.__,.__C - ,
Average Queue (ft) 0 0 22 23 24 23 23 62
95th Queue (ft) 3 3 58 126 131 127 129 134
link Distance (ft) 304 304 138 138 206 206 99
Upstream Blk Time (%) . 12 12 11 11 15
Queuing Penalty (veh) 0 0 0 0 12
Storage Bay Dist (ft) 175
Storage Blk Time (%) 12
Queuing Penalty (veh) 5 .
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, All Intervals
MovemenL -...- ---;- >. 'EB,~ ' EB 'WB 'WB'.., WB ".B7. B7, ,".NB ~ - ,
Directions Served T TR L T T T T LR
Maximum Queue (ft) , 4 4 64 34 35 35 36 138
Average Queue (ft) 0 0 24 18 18 17 17 62
95th Queue (ft) 3 3 59 10f" 113 109 111 135
link Distance (ft) 304 304 138 138 206 206 99
Upstream Blk Time (%) ,9 9 8 8 14
Queuing Penalty (veh) 0 0 0 0 11
Storage Bay Dist (ft) 175
Storage Blk Time (%) 9
Queuing Penalty (veh) 4'
Date Received:
FEB 1 5 2011
".i~inal Submittal
2016 PM BUILD NO MAIN STREET DWY
Sim T rafflc Report
Page 3
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Queuing and Blocking Report
BUILD without DWY ON MAIN
Intersection: 5: Site DWY & S. 52nd Street, Interval #1
10/5/2010
',~';''': EB:':':;., . NB .''''c'
LR LT
33 11
21 2
43 19
75 376
Movement::" . ,.,...
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ftt
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
.Storage ~ay Dist (ft)
Storage Blk Time (%)
Queuing Penaliy (veh)
~ - . ~ .
_4,,~
. . '''~';I
- "'... ~~
^' ~ --- j:
-''t;
,
Intersection: 5: Site DWY & S. 52nd Street, Interval #2
'c.~~ . -=:
".i"". I
Movement!''',., ~ .;ti,@'{ .
Directions Served
Maximum Queue (ft)
. -- --
Average Queue (ft)
95th Queue (ft).
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
'~';;EB
LR
63
26
67
75
10
o
~;NB
LT
78
24
154
376
1
o
-:~-:.
~!
>c..-
, .~
..
lr
_i~
Intersection: 5: Site DWY & S. 52nd Street, All Intervals
Movement" .
Directions Served
Maximum.Queue (ft)
Average Queue (ft)
95th Queue (ft) .
Link Distance (ft)
Upstream Blk Time (%)
Queuin9 Penalty (veh)
Storage Bay.Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
< -EB .-
LR
63
24
63 .
75
8
o
NB....
LT
81
19
133
376
1
o
;c.. .1
',.0..,
~--'- -
-"3-,J
-.:-
.,h.:
- "'.",~
e"../'
Jj"
Network Summary
NetworfWide Queuing Penalty, Interval #1: 63
Network wide Queuing Penalty, Interval #2: 219
Network wide Qu~uing Penalty, All Intervals: 180
~~.; f-.
.: Date Received:
FEB 1 5 2011
^"~;"",I Submittal
2016 PM BUILD NO MAIN STREET OW'(
Sim Traffic Report
Page 4
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Queuing and Blocking Report
2016 BUILD with DWY
Intersection: 1: Site DWY & S. 51st Place, Interval #1
10/5/2010
MOVeme~ ",.._~;;;;~+i" '..gWS'Y ~_~,,~SB.- 4!~<j-~;,~7
Directions Served LR L T
Maximum Queue @ . 58 ' ,.21 ;~" _ ,..
Average Queue (ft) 25 4
95th Queue (ftj. '. ti, .. ' 23.
Link Distance (ft) 89 108
Upstream Blk Time ('!o) . }..':':";;~',.."
Queuing Penalty (veh) 0
Storage BayDist (ftj' '. ,
Storage Blk Time ('!o)
Qu~uing Penalty (veh)
,"-~"."
""-3;;;"'"'-'
;.~~"" ~",;:~"i:0;,:",'$ ___.:~,,___~:-~G:~;.-, > ~'to:"-::".,,'~ = -- 'I
,
,'-"
Intersection: 1: Site DWY & S. 51 st Place, Interval #2
MOVemei1t~~.)7'~~~t=~{I~WBL:~~S8::f~~if":~::-~- =;.~ "-~ ~_:;:-~2c:"~;~:~j:z~,,,~~_~%~:4;-"?~':-'1#~,~~:'-';- >j;.j
Directions Served LR L T
Maximu}llQueue,(~) .~5~.i:;22; "'~'>'. A ..._ .. h
Average Queue (ft) 19 2
95th Queue (ftj " J45.~" "15;~'
Link Distance (ft) 89 108
,-"
Upstream Blk Time ('!o)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
Queuing Penalty (veh)
_.1
. ~. .....
,
,
,'l'
~
"I,.
.1'
Intersection: 1: Site DWY & S. 51 st Place, All Intervals
MOVement~-~:t::~_?~~~-'"0'~:WB__~.7r;:JSB~ : $~::::--~_~~; :~j;'~ ;';:~~~';''j>_!'_::~-~~~-F-.?-c~""'-',,,~~':'~~$!.; .,,>_. _
Directions Served LR L T
!ilaximum Queue (ft) : ~6; . 33 -:E..
Average Queue (ft) 20 3
95th Queue (ft) 53 ;"f! :,'
Link Distance (ft) 89 108
Upstream Blk Time ('!o) . ' L~,~ :.:,:-:-
Queuing Penally (veh) 0
Storage B~y Dist (ft) - ,
Storage Blk Time ('!o)
Queuing Penaity (veh) '.
":'!<~"'''...d.. 'C 1
."-.'
. . ' .
.' ....,-,
1!
I'
Date Received:
fEB 1 5 2011
Original Submittal
2016 PM Build with MAIN STREET DWY
Sim T rafflc Report
Page 1
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Queuing and Blocking Report
2016 BUILD with DWY
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #1
10/5/2010
M6Vefutrnt";i,:',i"". ' ';;~"F.,J'tEB.;;;'fj;WB' ,:- :;NB',":.40:NS;:;c,=,,,
Directions Served
Maximum Queue (ft),
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Bl,k Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (vehl:
TR L L R
14 46 83 69
2 23 36 36
18 51 97 " 84
156 108
6 0
4 0
175 . 75
8 0
,4 0'
. ',-"'::~~%~_"'r~,: '., ';~__>,;::~+ni"~'
<r'~~cioi;""'-..
.........'
~. ,.~'i'l>=
"
- ~ ~.. .
II',
"..
Intersection: 2: Mckenzie Highway (126) & S. 51st Place, Interval #2
,"=-""'EB~ . ~WBE~':NB" .~N-S, "'j:.'",,:Y~ '
~merit?;;;:, iE'~::'
Directions Served
Maximum Q~e~"-(ft)
Average Queue (ft)
'95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dis! (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
TR
'" ,8:,'
o
5'
156
L L R
56. ".J2." ;,64 .,
20 22 27
50 '58,'" 56
108
;0
o
,,~-_j,~~C~~~1:y.g~~~1 -
~-_;:;~~~~7i'
, 175
':: 0
o
75
o
o
~-VfKJf<:'
. ',.1
. ~,. ,
':'" . .~.- .",'
--Y.
- '''" ~
r
Intersection: 2: Mckenzie Highway (126) & S, 51st Place, All Intervals
1
,0
Movement ~ i~,'-~'#",e.::E~~WB..
Directions Served TR L
Maximum Que~e-'ft) . 22 60'"
Average Queue (ft) 1 21
95th Queue (ft) 10 : ,50 :..
Link Distance (ft) 156
Upstream Blk Time (%j
Queuing Penalty (veh)
Storage Bay Dist (ft) 175
Storage Blk Time (%)
Queuing Penalty (veh)
"P'NB
L
" 95
25
70
108
,1
1
" "1i1,NS"""i-:':/.
R
. 81
"
29
:. 64'
:. ,;=- ~F'~';,\:':-j,:+,::..s:~'p, {:: :~"" ~~;~~::-~_ .;, ;_0~~~~~,"-,..r _. ~ -7, ';'1
, .
.'
!
<,"-
Date Receivel":~:
fEB 1 5 2011
Original Submittal
.L 0'
o
,; 75
3 0
'If '0
2016 PM Build with MAIN STREET DWY
Sim Traffic Report
Page 2
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Queuing and Blocking Report
2016 BUILD with DWY
Intersection: 3: Mckenzie Highway (126) & Site DWY, Interval #1
10/5/2010
C-_,* -,'
-I
Movemenf"'Y"" -4:~~"j!:,.
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95tl1 Q~eue (ft):
Link Distance (ft)
,Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
9ueui~gPenalty (veh)
'~"NB '.;y
R
45
30
50
267
--~~4 ~
Intersection: 3: Mckenzie Highway (126) & Site DWY, Interval #2
Movement . ,~~ _ "';";c.",~.
Directions Served
Ma~i~u!'l.a~e~e ,(ft)
Average Queue (ft)
95th QU!lue (ft)
Link Distance (ft)
Upstrea,!, Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Que~ing Penalty (veh)
'"""EB~~NB:-~~;
TR R
8 68
o 29
7 58
120 267
.. .J7
''''1;.< -
Intersection: 3: Mckenzie Highway (126) & Site DWY, All Intervals
'-'","c,:.<,
I
<.
Movement'
Directions Served
MaXimum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage,Bay Dist (ft) .
Storage Blk Time (%)
Queuing' Penalty (veh) .
EB,.. NB
TR R
8 68
o 29
6 57
120 267
'''I:..-
.~
. c'- ."
'i
-Y:
"
--.'
,
Date Received:
FEB 1 5 2011
Original submittal
2016 PM Build witl1 MAIN STREET DWY
Sim T raffle Report
Page 3
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Queuing and Blocking Report
2016 BUILD with DWY
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #1
10/5/2010
Moveroent -c,- EB' ,WB :..: WBL . :NB ~ - J
- ;. - -.,- -
Directions Served TR L T LR
Maximum Queue (ft) 4 55 )0 i~42
Average Queue (ft) 1 31 4 97
95th Queue (ft) 6 60 50 174
- ."..
Link Distance (ft) 128 138 96
Upstream ~Ik Time ('!o) 0 34
Queuing Penally (veh) 0 41
Storage Bay Dist (ft) 175
Storage Blk Time ('!o) 0
Queuing'Penally (veh) , 0 -'---,
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, Interval #2
Movernenh','~'~_~""",,=:--WB~' "_NB"_~':'
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time ('!o)
Queuing Penally (veh)
Storage Bay Dist (ft)
Storage Blk Time ('!o)
Queuing Penally (veh)
1
--- .-
-.. .--"'-- ----
. - -..,
-~._-"",'-.-
,,::..-,:;-----
L LR
62 160' .'\
, -
28 91
59 158
96
32
31
175
Intersection: 4: Mckenzie Highway (126) & S. 52nd Street, All Intervals
Movement . EB WS'" WB. NB -~ .
Directions Served TR L T LR
Maximum Queue (ft) 4 68 30. ,163
Average Queue (ft) 0 29 1 93
95th Queue (ft) 3 59 24 - ','11'-2
Link Distance (ft) 128 138 96
Upstream Blk Time ('!o) 0 - 33
Queuing Penally (veh) 0 33
Storage Bay Dist (ft) 175
Storage Blk Time (%) 0
Queuing Penally (veh) 0
Date ReceiveJ:
FEB 1 5 2011
I"'lrirlinal Submittal
2016 PM Build with MAIN STREET DWY
Sim T rattic Report
Page 4
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Queuing and Blocking Report
2016 BUILD with DWY
Intersection: 5: Site DWY & S. 52nd Street, Interval #1
10/5/2010
Movement ',\2";
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Up~ream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
NB';",4,"
LT
17
6
36
376
-'-!0'0;
"':;;:"'-
. 'zrj
EBe'"
LR
58
37
80
75
17
o
Intersection: 5: Site DWY & S. 52nd Street, Interval #2
MOVemerit-~:c:::o;:.; _::~~~,;:' ~EBg';;.;:'NBi_:~-=;'~4,-~~ ~~~,~::%1c";:'7c,--~~:"\Z:0g'1Z~_:':":~:y.",,~~~,~::~?
Directions Served LR L T
Maximum o.ueue,(ft) 99 ' 31.
Average Queue (ft) 41 3
95th Queue(ft) 86 22
Link Distance (ft) 75 376
Upstream Blk Time (%) 13
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
"','
:"'~~J;' -"~~." ~,J
Intersection: 5: Site DWY & S. 52nd Street, All Intervals
I
Movement' ' ~
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft) ,
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh) ,
EB c, NB,;
LR LT
99 44
40 4
85 26
75 376
14
o
Network Summary
Network wide ,Queuing p-enalty, Interval #1: 49
Network wide Queuing Penalty, Interval #2: 31
Network wide,Queuingf'enalty, All Intervals: 35
:, Date Received.
FED 1 5 2011
Original Submittal
2016 PM Build with MAIN STREET DWY
Sim Traffic Report
Page 5
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APPENDIX
M
ASSHTO INTERSECTION SIGHT
DISTANCE TABLES
Oat'" F' """ ""v...,..:'
t;;; ",~....v",~,,,
FEB 1 5 2011
Crl:;inc! Submittal
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AASHTo-Geometric Design of Highways and Streets
Time gap (t.) (seconds) at design speed
Desion vehicle of maior road
Passenger car 7.5
Single-unit truck 9.5
CDmbinatiDn truck 11.5
NDte: Time gaps are fDr a stDpped vehicle tD turn ieft DntD a twD-lane
highway with nD median and grades 3 percent Dr less. The table
values require adjustment as follows:
For multilane highways:
For left turns onto two-way highways with more than two lanes,
add 0.5 seconds fDr passenger cars or 0.7 seconds for trucks for
each additional lane, from the left, in excess of one, to be
crossed by the turning vehicle.
For minor road approach grades:
If the approach grade is an upgrade that exceeds 3 percent; add
.0.2 seconds for each percent grade fDr left turns
Exhibit 9-54. Time Gap for Case BI-Left Turn from Stop
-..,
For example, a passenger car turning left DntD a two-lane majDr rDad shDuld be provided
sight distance equivalent tD a time gap Df 7.5 s in major-rDad traffic. If the design speed Df the
majDr road is 100 km!h [60 mph], this cDrrespDnds tD a sight distance of 0.278(100)(7.5) = 208.5
or 210 m [1.47(60)(7.5) = 661.5 or 665 ft), rounded fDr design.
A passenger car turning left DntD a fDur-lane undivided roadway will need to cross two near
lanes, rather than Dne. This increases the recDmmended gap in major-road traffic frDm 7.5 to
8.0 s. The correspDnding value Df sight distance for this example wDuld be 223 m [706 ft]. If the
minDr-rDad approach tD such an intersectiDn is IDcated on a 4 percent upgrade, then the time gap
selected fDr intersection sight distance design for left turns should be increased from 8.0 to 8.8 s,
equivalent to an increase of 0.2 s for each percent grade.
The design values for intersection sight distance for passenger cars are shDwn in
Exhibit 9-55. Exhibit 9-56 includes design values, based on the time gaps for the design vehicles
included in Exhibit 9-54.
No adjustment Df the recommended sight distance values for the majDr-road grade is
generally needed because both the major- and minor-road vehicle will be on.the same grade when
departing from the intersection. However, if the minor-road design vehicle is a heavy truck and
the intersection is IDeated near a sag vertical curve with grades Dver 3 percent, then an adjustment
to ex\end the recommendedsight distance based Dn the major-road grade should betfat~ef~~?::;ZjVDC:~:
fEB t 5 2011
i'
f'\r;:;:nnl Submittal
660
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Intersections
.US Customa
I' Intersection sight
Stopping distance for
Design sighl assen er cars
speed distance Calculated Design
(mph) (ft) t ft ft
15 80 165.4 170
20 '115 220.5 .225
25 155 275.6 280
30 200 330.8 335
35 250 385.9 390
40 305 441.0 445
45 360 496.1 500
50 425 551.3 555
55 495 606.4 610
60 570 661.5 665
65 645 , 716.6 720
70 730 . 771.8 775
, 75 '820 I' 826.9 830
80 910 I 882.0 885
Note: Intersection sight distance shown is for a stopped passenger car to turn left onto a
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two-lane highway with no median and grades 3 percent or less. For other conditions,
the time gap must be adjusted and required sight distance 'recalculated.
Exhihit 9-55. Design Intersection Sight Distance-Case BltLeft Turn from Stop
Sight distance design for left turns at divided-highway iotersections should consider multiple
design vehicles and median width. If the design vehicle used to dbtennine sight distance for a
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divided-highway iotersection is larger than a passenger car, then sight distance for left turns will
need to be checked for that selected design vehicle and for smaller design vehicles as well. If the
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divided-highway median is wide enough to store the design vehicle with a clearance to the
through lanes of approximately I m [3 ft] at both ends of the vehicld, no separate analysis for the
departure sight tJ;iangle for left turns is needed on' the Olinor-road aJproach for the near roadway
to the left. In most cases, the departure sight niangle for right tthns (Case B2) will provide
sufficient sight distance for a passenger. car to cross the near roAdway to reach the median.
Possible exceptions are addressed in the discussion of Case B3,
Design
speed
km/h)
20
30
40
50
60
70
80
90
100
110
120
130
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Stopping
sight
distance
(m)
20
35
50
65
85
105
130
160
185
220
250
285
Metric
Intersection sight
distance for
assen er cars
. Calculated Design
m m
41.7 45
62.6 65
83.4 85
104.3 105
125.1 130
146.0 150
166.8 170
187.7 190
208.5 210
229.4 230
250.2 255
271.1 275
If the design vehicle can be stored io the median with adeq~te clearance to the through
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lanes, a departure sight mangle to the right for left turns should I,be provided for that design
vehicle turning left from the median roadway. Where the median is not v.ide enough to store the
design vehicle, a departure sight mangle should be provided for th~t design vehicle to turn left
from the minor-road approach. I
The median width should be considered io .detenniniog the number of lanes to be crossed.
The median width should be converted to equivalent lanes. For ex~ple, a 7.2-m [24-ft] median
should be considered as two additional lanes to be crossed io applyiog the multilane highway .
adjustJnent for time gaps io Exhibit 9-54, Furthermore, a departurb sight mangle for left turns
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AASHTO-Geometric Design of Highways and Streets
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Time gap (tg) (seconds) at design
Desion vehicle soeed of maior road
Passenger car 6,5
Single-unit truck 8.5
.Combination truck 10,5
. Note: Time gaps are for a stopped vehicle to tum right onto or cross a
tWo-lane ,highway with no median and grades 3 percent or less,
The table values require adjustment as follows:
For multilane highways:
For crossing a major road with more than two lanes, add
0.5 seconds for passenger 'cars and 0.7 seconds for trucks
for each additional lane to be crossed and for narrow
medians that cannot store the design vehicle.
For minor road approach grades:
If the approach grade is an upgrade that exceeds
3 percent, add 0.1 seconds for each percent grade.
Exbibit 9-57. Time Gap for Case B2-Right Turn from Stop
and Case B3-Crossing Maneuver
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Metric US Customary
Intersection sight Intersection sight
Stopping distance for Stopping distance for
Desig n sight . oassenoer cars Design sight oassenoer cars
speed distance Calculated Design speed distance Calculated Design
(km/h) (m) 1m) 1m) (mph) (ft) 1ft) Ift)-
20 20 36.1 40 15 80 143.3 145
30 35 54.2 55 20 115 191.1 195
40 50 72.3 75 25 155 238.9 240
50 65 90.4 95 30 200 286.7 290
60 85 108.4 110 35 250 334.4 335
70 105 126.5 130 40 305 382.2 385
80 130 144.6 145 45 360 430.0 430
90 160 162.6 165 50 425 477.8 480
100 185 180.7 185 55 495 525.5 530
110 220 198.8 200 60 570 573.3 575
120 250 216.8 220 65 645 621.1 625
130 285 234.9 235 70 730 668.9 670
75 820 716.6 720
80 910 764.4 765
Note: Intersection sight distance shown is for a stopped passenger car to tum right onto or cross a
two-lane highway with no median and grades 3 percent or less. For other conditions, the time
gap must be adjusted and required sight distance recalculated.
Exhibit 9-58. Design Intersectioo Sigbt DistancC-Case B2-Rigbt Turn from Stop and
Case B3-Crossing Maneuver
Date Receiw)d:
664
FED 1 5 2011
(""-:'''~.' ~urymittal
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Date Received:
FEB I 5 2011
Original Submittal