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HomeMy WebLinkAbout18 - Traffic Impact Study - Van Winkle Stadium & Existing Bozeman High School MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Existing Bozeman High School TIS Update 1 Kyle Scarr, PE TD&H Engineering 234 E Babcock, Suite 3 Bozeman, MT 59715 A p r i l 2 3 , 2 0 1 8 Re: Existing Bozeman High Traffic Impact Study Update This letter along with the attached figures and appendix constitute an update of the original Traffic Impact Study (TIS) dated February 14, 2017. The TIS update is necessitated by changes that occurred to the site plan during the school’s planning and design process. Specifically, relocation of the football stadium was added to the site plan. It would be relocated from the southeast corner of the N 15th Avenue and Beall Street intersection to the northeast corner (see attached Figure A). The stadium relocation was introduced at a public meeting in 2017 and subsequent design of the stadium and related access features was initiated. Thus, this TIS update focuses on the improved access to N 15th Avenue at Beall Street as well as the proposed access road’s circulation and parking. The following narratives present updated analysis assumptions, methodology, and analysis results which reference the attached figures and calculations contained in the appendix. Trip Generation & Distribution Trip generation and distribution estimates remain the same as the original TIS. Some assumptions regarding future changes to parking and on-street pick-up and drop-off areas on N 11th Avenue were made to introduce estimates of trip attractions created by additional parking areas that could be served by the N 15th Avenue access. Traffic Assignment Traffic assignment models were created with new algorithms used to assign site traffic to the N 15th Avenue access at Beall Street. Two models were developed. One was used to address interim operations when the new Bozeman High School opens in the year 2020 and the other addressed future conditions when enrollment is balanced between the two high schools at 1500 students in each. Figures B and C illustrates peak am and pm hour traffic volumes at the N 5th Avenue and Beall Street intersection for year 2020 and year 2035 conditions respectively. Year 2020 traffic volumes shown in attached Figure B are based on the assumptions that initial operations would accommodate a 20% reduction (from 2140 to 1750 students) in current high school enrollment and there would be a shift in pick-up and drop-off traffic from N 11th Avenue to the new N 15th Avenue access. This shift would be driven by improved pick-up and drop-off efficiency created by the new circulation road. In addition, the new parking lot accessed by N 15th Avenue could draw traffic from other parking areas that may not be as expedient. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Existing Bozeman High School TIS Update 2 Year 2035 traffic volumes shown in attached Figure C are based on the maximum design student enrollment of 1,500 students. The planned enrollment would be 70% of the existing enrollment. N 15th Avenue access traffic includes all current traffic plus N 11th Avenue pick- up and drop-off traffic as well as traffic to and from the new parking lot. Intersection Capacity Impacts Capacity calculations were completed using year 2020 interim traffic projections (see Appendix). Two different intersection control conditions were evaluated, as indicated in the table below. The intersection of N 15th Avenue and Beall Street with stop control on the east and west approaches would operate at LOS “C” except during the peak pm hour when the westbound left-turn lane would operate at LOS “E”. That lane would have an average delay of 38.3 seconds per vehicle and a maximum queue of 2 vehicles. Mitigating measures that would normally be considered is all-way stop control. However, N 15th Avenue is a collector street and Beall Street is a local street. Interruption of through traffic on the collector street to serve local street traffic would be contrary to City of Bozeman Standards. A traffic signal could be another consideration, however traffic volumes at this intersection during off-peak hours is minimal and the MUTCD Signal Warrants would not be met. Another alternative that could be considered would addition of a center two way left turn lane (TWLTL) in N 15th Avenue. Capacity calculations for the TWLT alternative indicate that the east and west stop controlled legs would operate at LOS “C” while the north and south leg left turn movements would operate at LOS “A”. Capacity calculations using the year 2035 traffic projections shown in Figure C of this report were completed for the planned intersection with the TWLTL mitigation alternative. The table below indicates that all approaches to the intersection would operate at LOS “C” with LTR L TR LTR LTR Control Delay (s/veh)16.9 24.1 12.7 7.7 8.1 LOS CC A A V/C Ratio 0.31 0.27 0.18 0.01 0.08 Queue Length (95%)22 1 0 1 LTR L TR LTR LTR Control Delay (s/veh)20.9 38.3 16.7 8.1 8.3 LOS CE C A A V/C Ratio 0.36 0.38 0.29 0.06 0.06 Queue Length (95%)22 2 1 1 LTR L TR L L Control Delay (s/veh)15.7 18.1 12.6 7.7 8.1 LOS CC B A A V/C Ratio 0.29 0.21 0.18 0.01 0.08 Queue Length (95%)21 1 0 1 LTR L TR L L Control Delay (s/veh)17.2 22.1 16.5 8.1 8.3 LOS CC C A A V/C Ratio 0.30 0.24 0.29 0.06 0.06 Queue Length (95%)21 2 1 1 Year 2020 Operations Capacity Analysis Summary Intersection MOE EB WB NB SB North 15th Street & Beall Street Peak AM Hour Stop on Beall with Center Turn Lane on N 15th Movement Group North 15th Street & Beall Street Peak AM Hour Stop Control on Beall Street & HS Access Movement Group North 15th Street & Beall Street Peak PM Hour Stop Control on Beall Street & HS Access Movement Group Movement Group North 15th Street & Beall Street Peak AM Hour Stop on Beall with Center Turn Lane on N 15th MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Existing Bozeman High School TIS Update 3 some minor reductions in delay and vehicle queues, which is attributed to the reduced student enrollment in future years. Since design of a roundabout was proposed as a future improvement to the intersection of N 15th Avenue and Beall Street, capacity calculations for year 2035 traffic projections were completed for a roundabout using Sidra software (see Appendix), which is a current state of the art tool for evaluating roundabout operations. The table below summarizes year 2035 operations using a single lane roundabout. It can be seen in this table that all individual intersection movements would operate at LOS “A” in the year 2035 with ample reserve capacity for much higher levels of future traffic demand. Relocated Stadium Parking & Access During public meeting there was concern expressed about relocation of the football stadium and availability of adequate parking within the school area boundaries. Information provided to date indicates that the stadium will have approximately 3,000 seats and current City of Bozeman parking regulation indicate that 1 parking space is required for every 3 seats. Thus, approximately 1,000 parking spaces would be required. Currently there are approximately 950 parking spaces within existing parking lots and designated on-street spaces adjacent to the school property. The addition of a new 118 space parking lot will increase the number of spaces to a level exceeding 1050 spaces. There were also public comments with regarding location of the relocated stadium and whether existing parking lots were too far from the stadium. To address this issue, an analysis of pedestrian travel time was completed to determine whether the relocated stadium’s location would impact parking lot usage and cause drivers to park in areas beyond the school boundaries. Attached Figure D illustrates the location of the relocated stadium LTR L TR L L Control Delay (s/veh)14.7 16.7 12.2 7.7 8.0 LOS BC B A A V/C Ratio 0.26 0.16 0.15 0.01 0.07 Queue Length (95%)11 1 0 1 LTR L TR L L Control Delay (s/veh)17.4 21.6 15.6 8.1 8.3 LOS CC C A A V/C Ratio 0.31 0.22 0.24 0.07 0.05 Queue Length (95%)11 1 1 1 LTR LTR LTR LTR Control Delay (s/veh)5.5 5.2 6.1 5.5 LOS AA A A V/C Ratio 0.16 0.20 0.29 0.25 Queue Length (95%)11 2 2 LTR LTR LTR LTR Control Delay (s/veh)5.7 6.5 6.9 6.9 LOS AA A A V/C Ratio 0.16 0.26 0.38 0.35 Queue Length (95%)12 3 2 Movement Group North 15th Street & Beall Street Peak AM Hour Single Lane Roundabout Movement Group North 15th Street & Beall Street Peak PM Hour Single Lane Roundabout SB Movement Group North 15th Street & Beall Street Peak AM Hour Stop on Beall with Center Turn Lane on N 15th Movement Group North 15th Street & Beall Street Peak AM Hour Stop on Beall with Center Turn Lane on N 15th Year 2035 Traffic with Future 1500 Student Enrollment - Capacity Analysis Summary Intersection MOE EB WB NB MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Existing Bozeman High School TIS Update 4 and all parking spaces within the school boundaries. Figure D also shows pedestrian paths to the stadium’s entrance (portal) from the farthest space within each individual parking lot along with the travel time, in minutes from that space to the portal, based on a 3.5 feet per second walking speed. Individual parking lots are label from Tier 1 to Tier 10. Tier designations are numbered from least travel time (1) to the greatest travel time (10). The Tier designation also indicates the order in which lots would tend to fill-up prior to the start of an event. The tier system does not account for variables in human behavior which may include different priorities. For some people, more efficient egress after the events would outweigh a shorter walk to and from the portal. The tables below present a comparison between the existing football stadium location and the relocated stadium location in terms of travel time differences. It should be noted that Tier ranking for existing conditions are different than those associated with the relocated stadium. Within this table the distance and calculated travel times are noted for each individual lot along with the number of spaces in each lot. The percentage of total number of spaces in each lot is calculated which provides the weighted maximum travel time. The summation of the weighted maximum times provides the average travel time from all of the parking lots. Existing Conditions - Maximum Pedestrian Travel Times Parking % Total Weighted Tier No. Distance Minutes Spaces Spaces Max Time 1 729 3.47 345 36% 1.25 2 729 3.47 63 7% 0.23 3 844 4.02 53 6% 0.22 4 895 4.26 38 4% 0.17 5 989 4.71 42 4% 0.21 6 1182 5.63 22 2% 0.13 7 1594 7.59 135 14% 1.07 8 1884 8.97 224 23% 2.11 9 1928 9.18 32 3% 0.31 Totals = 954 100% 5.70 499 Spaces within 1,500 feet New Stadium - Maximum Pedestrian Travel Times Parking % Total Weighted Tier No. Distance Minutes Spaces Spaces Max Time 1 454 2.16 224 21% 0.45 2 710 3.38 22 2% 0.07 3 760 3.62 118 11% 0.40 4 1344 6.40 135 13% 0.81 5 1485 7.07 53 5% 0.35 6 1504 7.16 63 6% 0.42 7 1628 7.75 345 32% 2.51 8 2327 11.08 42 4% 0.44 9 2358 11.23 32 3% 0.34 10 3068 14.61 32 3% 0.44 Totals = 1066 100% 6.23 615 Spaces within 1,500 feet Maximums Maximums MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Existing Bozeman High School TIS Update 5 The results of this analysis indicate that the average time to walk to the relocated stadium portal from all of the high school parking spaces would be approximately 0.53 minutes (32 seconds) longer than for existing conditions. However, when comparing the number of parking spaces within 1,500 feet of the stadium portals, it can be seen that the relocated stadium location would have approximately 23% more spaces within the ideal maximum walking distance of 1,500 feet. While there are no guarantees that all drivers would park within designated parking areas, there is no overwhelming evidence that the location of the relocated stadium would create impacts within the surrounding neighborhoods. In addition, the number of available parking space is well in excess of the number required by City Code. Conclusions and Recommendations The updated TIS analysis indicates that with the proposed site access improvements currently under design as a part of Existing Bozeman High School development, initial operations of the school in the year 2020 could impact operations at the intersection of N 15th Avenue and Beall Street in the peak pm hour of operation. Construction of a proposed roundabout at that intersection would mitigate those impacts and accommodate increased traffic demand well into future years of operation. However, implementation of a TWLTL on N 15th Avenue appears to be a viable alternative to ensure that all legs of the intersection operate at LOS “C” or better. In addition, the TWLTL would also improve operations at the parking lot accesses along N 15th Avenue by reducing delay and improving safety for southbound through traffic at those accesses. Because of inherent uncertainties that are associated with future traffic patterns, the roundabout could be considered as the ultimate traffic control measure at N 15th Avenue and Beall Street and should only be considered if excessive delays are evident. Analysis at the intersections of N 11th Avenue and N 15th Avenue with Durston Road and Main Street were not evaluated in detail as a part of the TIS. Since there is very little in-fill development that could occur in the area served by N 11th Avenue and N 15th Avenue, future traffic volumes are not expected to see appreciable growth. The majority of peak hour traffic on N 11th Avenue and N 15th Avenue is high school traffic. Future planning projections expect a 30% reduction in high school traffic. Thus, proposed high school improvements will actually reduce traffic demand at those arterial and collector intersections. Robert R. Marvin, P.E., P.T.O.E HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 4/18/2018 East/West Street Beall Street Analysis Year 2020 North/South Street N 15th Avenue Time Analyzed Peak AM Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 1 1 0 0 0 1 0 0 0 1 0 Configuration LTR L TR LTR LTR Volume, V (veh/h)20 40 65 65 25 70 15 180 65 100 150 5 Percent Heavy Vehicles (%)1 0 1 0 0 0 1 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.50 6.21 7.10 6.50 6.20 4.11 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.00 3.31 3.50 4.00 3.30 2.21 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)136 71 103 16 109 Capacity, c (veh/h)436 258 571 1348 1286 v/c Ratio 0.31 0.27 0.18 0.01 0.08 95% Queue Length, Q₉₅ (veh)1.3 1.1 0.7 0.0 0.3 Control Delay (s/veh)16.9 24.1 12.7 7.7 8.1 Level of Service, LOS C C B A A Approach Delay (s/veh)16.9 17.3 0.5 3.6 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 4/18/2018 5:01:44 PM15th & Beall Year 2020 AM WB Left Lane.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 4/18/2018 East/West Street Beall Street Analysis Year 2020 North/South Street N 15th Avenue Time Analyzed Peak PM Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 1 1 0 0 0 1 0 0 0 1 0 Configuration LTR L TR LTR LTR Volume, V (veh/h)25 15 75 60 30 85 75 240 70 65 220 40 Percent Heavy Vehicles (%)1 0 1 0 0 0 1 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.50 6.21 7.10 6.50 6.20 4.11 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.00 3.31 3.50 4.00 3.30 2.21 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)125 65 125 82 71 Capacity, c (veh/h)349 171 432 1255 1156 v/c Ratio 0.36 0.38 0.29 0.06 0.06 95% Queue Length, Q₉₅ (veh)1.6 1.6 1.2 0.2 0.2 Control Delay (s/veh)20.9 38.3 16.7 8.1 8.3 Level of Service, LOS C E C A A Approach Delay (s/veh)20.9 24.1 2.1 2.1 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 4/18/2018 5:03:57 PM15th & Beall Year 2020 PM WB Left Lane.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 4/18/2018 East/West Street Beall Street Analysis Year 2020 North/South Street N 15th Avenue Time Analyzed Peak AM NS Left Turn Lane Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 1 1 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR L TR Volume, V (veh/h)20 40 65 65 25 70 15 180 65 100 150 5 Percent Heavy Vehicles (%)1 0 1 0 0 0 1 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.50 6.21 7.10 6.50 6.20 4.11 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.00 3.31 3.50 4.00 3.30 2.21 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)136 71 103 16 109 Capacity, c (veh/h)472 344 574 1348 1286 v/c Ratio 0.29 0.21 0.18 0.01 0.08 95% Queue Length, Q₉₅ (veh)1.2 0.8 0.7 0.0 0.3 Control Delay (s/veh)15.7 18.1 12.6 7.7 8.1 Level of Service, LOS C C B A A Approach Delay (s/veh)15.7 14.9 0.4 3.2 Approach LOS C B Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 4/20/2018 4:52:14 PM15th & Beall Year 2020 AM Dual Lefts N&S.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 4/18/2018 East/West Street Beall Street Analysis Year 2020 North/South Street N 15th Avenue Time Analyzed Peak PM Hour NS Left Lane Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 1 1 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR L TR Volume, V (veh/h)25 15 75 60 30 85 75 240 70 65 220 40 Percent Heavy Vehicles (%)1 0 1 0 0 0 1 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.50 6.21 7.10 6.50 6.20 4.11 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.00 3.31 3.50 4.00 3.30 2.21 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)125 65 125 82 71 Capacity, c (veh/h)420 275 438 1255 1156 v/c Ratio 0.30 0.24 0.29 0.06 0.06 95% Queue Length, Q₉₅ (veh)1.2 0.9 1.2 0.2 0.2 Control Delay (s/veh)17.2 22.1 16.5 8.1 8.3 Level of Service, LOS C C C A A Approach Delay (s/veh)17.2 18.4 1.6 1.7 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 4/20/2018 4:50:02 PM15th & Beall Year 2020 PM Dual Lefts N&S.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 4/23/18 East/West Street Beall Street Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Peak AM NS TWLTL Future Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 1 1 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR L TR Volume, V (veh/h)20 35 65 55 20 60 15 195 55 85 150 5 Percent Heavy Vehicles (%)1 0 1 0 0 0 1 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.50 6.21 7.10 6.50 6.20 4.11 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.00 3.31 3.50 4.00 3.30 2.21 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)130 60 87 16 92 Capacity, c (veh/h)501 368 588 1348 1280 v/c Ratio 0.26 0.16 0.15 0.01 0.07 95% Queue Length, Q₉₅ (veh)1.0 0.6 0.5 0.0 0.2 Control Delay (s/veh)14.7 16.7 12.2 7.7 8.0 Level of Service, LOS B C B A A Approach Delay (s/veh)14.7 14.0 0.4 2.8 Approach LOS B B Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 4/23/2018 3:51:14 PM15th & Beall Year 2035 AM Dual Lefts N&S.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 4/18/2018 East/West Street Beall Street Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Peak PM NS TWLTL Future Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 1 1 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR L TR Volume, V (veh/h)30 15 75 55 25 75 80 240 60 55 230 40 Percent Heavy Vehicles (%)1 0 1 0 0 0 1 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.50 6.21 7.10 6.50 6.20 4.11 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.00 3.31 3.50 4.00 3.30 2.21 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)130 60 109 87 60 Capacity, c (veh/h)420 277 449 1244 1167 v/c Ratio 0.31 0.22 0.24 0.07 0.05 95% Queue Length, Q₉₅ (veh)1.3 0.8 0.9 0.2 0.2 Control Delay (s/veh)17.4 21.6 15.6 8.1 8.3 Level of Service, LOS C C C A A Approach Delay (s/veh)17.4 17.7 1.7 1.4 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 4/23/2018 3:54:33 PM15th & Beall Year 2035 PM Dual Lefts N&S.xtw LANE SUMMARY Site: 101 [15th & Beall AM] New Site Roundabout Lane Use and Performance Demand Flows 95% Back of QueueCap.Deg. Satn Lane Util. Average Delay Level of Service Lane Config Lane Length Cap. Adj. Prob. Block.Total HV Veh Dist veh/h % veh/h v/c % sec ft ft % % South: N 15th Ave Lane 1d 315 2.2 1089 0.289 100 6.1 LOS A 1.5 37.8 Full 1600 0.0 0.0 Approach 315 2.2 0.289 6.1 LOS A 1.5 37.8 East: BHS Access Lane 1d 212 0.0 1061 0.200 100 5.2 LOS A 1.0 23.8 Full 1600 0.0 0.0 Approach 212 0.0 0.200 5.2 LOS A 1.0 23.8 North: N 15th Avenue Lane 1d 299 1.7 1179 0.254 100 5.4 LOS A 1.3 33.1 Full 1600 0.0 0.0 Approach 299 1.7 0.254 5.4 LOS A 1.3 33.1 West: Beall Street Lane 1d 147 1.9 914 0.161 100 5.5 LOS A 0.7 17.7 Full 1600 0.0 0.0 Approach 147 1.9 0.161 5.5 LOS A 0.7 17.7 Intersection 973 1.5 0.289 5.6 LOS A 1.5 37.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. d Dominant lane on roundabout approach SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Tuesday, April 17, 2018 5:06:27 PM Project: C:\Users\Robert-M\Documents\A PROJECT FOLDERS\17-862 New BHS Traffic Consult\TIS Revisions 121217\Capacity\Year 2035 Without Cottonwood N\2035 Without pdf\Cattail & Max 110 Inscribed RA Future PM.sip7 LANE SUMMARY Site: 101 [15th & Beall PM] New Site Roundabout Lane Use and Performance Demand Flows 95% Back of QueueCap.Deg. Satn Lane Util. Average Delay Level of Service Lane Config Lane Length Cap. Adj. Prob. Block.Total HV Veh Dist veh/h % veh/h v/c % sec ft ft % % South: N 15th Ave Lane 1d 440 2.4 1164 0.378 100 6.9 LOS A 2.2 56.7 Full 1600 0.0 0.0 Approach 440 2.4 0.378 6.9 LOS A 2.2 56.7 East: BHS Access Lane 1d 239 0.0 925 0.258 100 6.5 LOS A 1.2 30.9 Full 1600 0.0 0.0 Approach 239 0.0 0.258 6.5 LOS A 1.2 30.9 North: N 15th Avenue Lane 1d 380 2.3 1078 0.353 100 6.9 LOS A 1.9 49.0 Full 1600 0.0 0.0 Approach 380 2.3 0.353 6.9 LOS A 1.9 49.0 West: Beall Street Lane 1d 136 2.5 865 0.157 100 5.7 LOS A 0.7 17.0 Full 1600 0.0 0.0 Approach 136 2.5 0.157 5.7 LOS A 0.7 17.0 Intersection 1196 1.9 0.378 6.7 LOS A 2.2 56.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. d Dominant lane on roundabout approach SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Tuesday, April 17, 2018 5:10:32 PM Project: C:\Users\Robert-M\Desktop\18-887 Existing BHS TIS Update\15th & Beall Roundabout PM.sip7