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Home My WebLink AboutTrafficImpactStudy_AnniePh3_2000 TRAFFIC IMPACT STUDY FOR A NIE SUBDIVISION PHASE III PREPARED FOR ROGER SMITH Bozeman, Montana PREPARED BY ,��<<�inrrrr►r��. N T ROB[RT R. c MARVIN & ASSOCIATES Suite 211 Creekside ' ' 1001 S. 24`" Street West ~. �• Billings, MT 59102 "�•,"�"NA1.'� •�'`~, ,tt ttttl{{3 May 5, 2000 TABLE OF CONTENTS Page INTRODUCTION 1 LOCATION DESCRIPTION & BACKGROUND 1 EXISTING CONDITIONS Street characteristics 3 Traffic Volumes 4 Traffic Operations 4 TRIP GENERATION 6 TRIP DISTRIBUTION 8 TRAFFIC ASSIGNMENT 9 TRAFFIC IMPACTS Traffic Volumes 11 Capacity Impacts 14 Safety 18 IMPACT MITIGATION & RECOMMENDATIONS 18 APPENDIX "A" Traffic Volume Summary 20 APPENDIX "B" Capacity Calculations 21 APPENDIX "C" AASHTO Turn Lane Justification 22 LIST OF FIGURES PAGE Figure 1. Site Location Map 2 Figure 2. Existing Traffic Volumes 5 Figure 3. Trip Distribution 10 Figure 4. Traffic Assignment Volumes 12 Figure 5. Existing Plus Site Traffic Volumes 13 Figure 6. Capacity - Level Of Service Impacts 17 LIST OF TABLES Table 1. Trip Generation Annie Subdivision Phase III 6 Table 2. Trip Mode, Classification & Net Trips 7 Y.' Annie Subdivision Phase III (j (•�� Traffic Impact Study INTRODUCTION This report identifies traffic impacts for the Annie Subdivision Phase 2 located in a tract of land being Lot 1 of Annie Subdivision Phase H in the SE 1/4 of Section 2, T.2S.,R.5E., P.M.M. Gallatin County, Bozeman, Montana. Figure L, on the following page, illustrates the relative location with respect to other areas of Bozeman and the relative magnitude of the subdivision area. The proposed subdivision encompasses a land area of approximately 16.4 acres. The purpose of this study is to determine what traffic impacts the development of this subdivision would have on the surrounding public street system and what impacts would be associated with planned subdivision street intersection with existing streets adjacent to the subdivision. The study methodology and analysis procedures within this study employ the latest technology and nationally accepted standards in the area of site development and transportation impact assessment. Recommendations made within this report are limited to the intersections involving Durston Road since the City of Bozeman, has expressed specific concern regarding this street. LOCATION DESCRIPTION & BACKGROUND Subdivision platting and layout is being completed by Gaston Engineering and Surveying of Bozeman, Montana. All physical details of the subdivision have been or will be presented in the documents prepared by Gaston Engineering and Surveying. Annie Subdivision Phase III is being planned to accommodate approximately 44 lots for single family dwelling units. This subdivision is located adjacent to and directly west of Annie Subdivision Phase 1. Roger Smith of Bozeman, Montana is the owner and developer of this property. Page 1 BAXTER LANE Z' Oak St. -,---Oak St. Is 'LMaplewood St. Annie Subdivision Phase III ,of 011 3;i L Stevens St. Windsor 'Terrace Ave- Fm " NI Durston Rd. bNII Durston -Rd-. (Beaverhead Lr) I > 2! Z Li Gene mendenhalli -oi -7 V) 0: W. Main St. Babcock-St. z Koch St. 7a 0 0 Huffine Lane W. College St. % U, Figure 1. Site Location Map Page 2 Annie Subdivision Phase III is being platted with one approach road to Durston Road. North 25`h Street would be the primary approach to Durston Road and would provide access to internal subdivision streets. Other subdivisions in various development stages, in particular west of this site, are being planned that will also impact traffic operations on Durston Road. Some of these subdivision have already been required to participate in off-site improvements. Reconstruction of the Durston Road - North 19"'Avenue intersection and upgrading of the existing signal is planned. The signal upgrade was designed and will soon be implemented. The City of Bozeman also completed a corridor study on Durston between N. 19`h Avenue and N. 71h Avenue, and that section is currently beginning design as a three lane street. This TIS has accounted for the above noted projects as a part of the impact analysis and assumes that both projects would be completed prior to total development of the Annie Subdivision Phase M. EXISTING CONDITIONS Street Characteristics This study is limited to investigation of impacts on Durston Road which is the main street accessed by the subdivision. Durston Road is an east-west arterial street. Durston Road has continuity from Ferguson Avenue west of the site to Rouse Road on the east end of Bozeman. It varies in width along its length, but is approximately 28' wide along the subdivision boundary. Major intersections with Durston occur at North 19`h Avenue and North 7`h Avenue. Both intersections are signalized and currently have traffic movements that operate below level of service (LOS) "C". Plans are currently being made to reconstruct Durston between N. 19`' and N. 7' which would provide a three lane roadway. Reconstruction of the N. 19`h intersection is also planned to provide east-west left turn lanes and to increases the number of signal phases. Page 3 Traffic Volumes Turning movement counts were taken at the intersection of N. 19' and Durston. In addition, three automatic recording counters were set for a period of 24 hours on Durston east of N. 27`'and on both Durston Approaches to N. 19`h. Hourly count summaries can be found in Appendix A of this report. Figure 2., on the following page, presents a summary of average daily traffic (ADT) on the surrounding street system and turning movement counts at Durston & N. 19"' Avenue. The turning movement count represents the existing peak hour demand at this intersection. ADT volumes for Durston and Oak were determined from the 24 hour counts and counts taken for another study. Current ADT on N. 19`h was calculated from the peak hour turning movement counts. Traffic volumes on Durston are approximately 9700 ADT just west of 19`h Avenue, but drop by approximately 33%to 6450 ADT west of N. 22"" Street. These volumes are significantly different than counts taken by Marvin&Associates for the Durston Road corridor study in 1996. At that time ADT west of N 19'was approximately 6100 and east of N 19`' it was 11,600 ADT. This represents a 62 % increase west of 19`' and a 10% decrease east of 19`''. Traffic on N. 19`' was approximately 15800 ADT south of Durston and 11300 ADT north of Durston, which resulted in increases of 17% and 65% respectively. Traffic Operations The most obvious operational deficiencies on the surrounding street system occur at the intersection of Durston and North 19`h Avenue. Lack of left turn Ianes on the Durston Street approaches along with current signal phasing creates long delays on Durston and long vehicle queues on both Durston approaches. The calculated level of service (LOS) at this intersection is "D"with 46.0 seconds of delay per vehicle during the peak hour period (see Appendix B). Observations indicate that there is just enough pavement width on the Durston approaches to accommodate defacto right turn lanes which are used to some extent, but these free movements do not improve the overall intersection efficiency to any significant degree. All other intersections along Durston operate at varying levels Page 4 I I BAXTER LANE 586 136 52 I I 169�i �`— 98 z 164-- ---242 i 42—� /-222 73 110 1b200 816 , I 32•t2000 I Oak St. PM PEAK HOUR COUNTS Oak St. Maplewood St. 8050 i a: b� m� o° o St.---- -.Windsor Z oI.c qn _� E, ADT (Typical) _ 186001 m z Terrace Ave. — NI Durston Rd. 6450 _� zi -9700 Durston-Rd. -- (Beaverhead 10200 185'100 Ji ili z� z zl; z I� Gana m cl Wi �endanhalli! m iZ El! W. Main 5t. Babcock St q Koch St. o : N of tI Huffine Lane ----------- --- ---- W. College St. !.c - - o, ? •s Figure 2. Existing Traffic Volumes Page 5 of service, with side street approaches experiencing delay. Left turn movements from Durston to the side streets operate at LOS "B" or"A"with no more than 5 seconds delay per vehicle. The Oak Street intersection with N. 19t'Avenue operates at LOS "B". TRIP GENERATION Table 1., below, presents trip generation estimates for Annie Subdivision Phase III using trip generation rates taken from the ITE Trip Generation Report, Sixth Edition. Rates and total trips are shown for the average weekday and for peak PM hours. The total projected average weekday trips (AWT) for. the development would be 1016. Annie Subdivision Phase III would generate approximately 76 trips during the peak p.m. hour period. Table 1. Trip Generation-Annie Subdivision Phase III ITE Code: 210 Generation Units = Dwelling Units (34 This Subdivision) Average Weekday Rate = Ln(T)=0.920Ln(X)+2.707 Peak PM Hour Rate = Ln(T)=0.901 Ln(X)+0.527 ITE Code: 221 Generation Units = Dwelling Units (48 This Subdivision) Average Weekday Rate = T=5.124(X)+387.526 Peak PM Hour Rate = Ln(T)=0.8769Ln(X)+0.165 Enter Exit Total Average Weekday Trips = 508 508 1016 Peak PM Hour Trips = 49 27 76 Page 6 In order to properly evaluate traffic impacts, it is important to consider trip mode and various types of trips. Table 2., below, details trip mode and trip classification. Table Z. Trip Mode,Classification&Net Trips Peak PM Hour: Completed Building AWT Enter Exit Total Gross Number of Trips 1016 49 27 76 Ped, Bike &Transit (5%) 51 2 1 3 Net Vehicular Trips 965 47 26 73 Internal Capture Trips (0%) 0 0 1 1 Net Vehicles At Access 965 47 25 72 Passerby Trips 0 0 0 0 Net No. of New Vehicles 965 47 25 72 At this point, it can be assumed that transit would not play a substantial role in modal trip exchange. Therefore, minimal trips could be attributed to that mode. Some percentage of trips could also be assigned to pedestrians and bikes. This number would probably not be significant during winter months, but could be during summer months. For purposes of analysis, it was assumed that pedestrian bicycle modes would represent approximately 5% of all trips. Since total development of this subdivision will not involve diverse or complementary businesses within the residential area, trip interchange between internal areas of the subdivision will not be substantial.Trips which take place within the subdivision are part of the total trip generation number, but do not involve trips with origins or destinations external to the site are known as "Internal Capture Trips" (ICT). From our distribution model analysis it appears that approximately 0% of the trips would be internal capture trips. Thus no external trip reductions were applied. Page 7 There are also three classifications of trip types related to use of the street system: 1) Primary purpose trips are trips for which the development is a primary destination from any particular origin. 2) Diverted linked trips are trips made to the development as a secondary destination and are diverted from a path between an origin and a primary destination. 3) Passerby trips are also trips made to a development as a secondary destination, but the primary trip path is on the adjacent street system, ie. stop on the way home from work. In this case, all trips to and from the subdivision would be primary trips and no passerby traffic is expected. By applying these factors to trips generation estimates in Tables 2., net traffic projections are calculated. On a peak p.m. hour basis, 72 vehicular trips will be made to and from the development. On an average weekday basis, Annie Subdivision Phase III would generate approximately 965 additional trips on the surrounding street system. TRIPS DISTRIBUTION There are various methods of determining the directional distribution of trips to and from site developments. For large and complex developments within the middle of a large urbanized area, the task is best accomplished by creating a computerized transportation model of the urban street system and including the proposed development changes. Trip distribution for moderate sized developments may be completed by manipulation of data provided by a current transportation plan. Smaller developments or developments on the fringe of a small urban area can be easily handled by using existing traffic volumes on adjacent streets or by an area of influence method, or both. In this case, a transportation planning model was developed for the 1990 Bozeman Transportation Plan and 1993 plan update. In 1995,Marvin&Associates modified the model for the Durston Road Corridor Study to reflect accelerated growth being experienced in Bozeman. Further modifications have been added to the model for various TIS studies since that time. The addition of Oak Street and land development changes within the area were also added to the model. Additional modifications which represent specific details within the subject subdivision area were added to the Page 8 QRS H model for purposes of analyzing trip distribution and projecting future street system volumes. Translation of subdivision trips to employment data was necessary within the modified model. In addition, the model parameters and path tree building functions assigns traffic to the street system in a manner that would be difficult to illustrate sufficiently for an accessibility study. Therefore, the model was used on a macro level to determine traffic volumes and then translated in terms of trip distribution to and from the subdivision. Figure 3., on the following page, is a graphic summary of directional trip distribution extracted from the traffic model for primary trips. These distributions primarily account for general distribution of trips to and from external areas far removed from the immediate site, but there would also be some trips made to areas shown within Figure 3. The convenience store located in the northwest corner of 19`h and Durston would capture approximately 2% of the trip distribution. Basically, Durston Road would accommodate 100% of all trips, with 8% to the west and 92%to the east. Trips to and from the site east of 19`h Avenue would account for 42% of all trips. Twenty two % of all trips would be to and from the south and 26% of all trips would be to and from the north. As development increases to the west, the distribution on Durston will change somewhat in fixture years. TRAFFIC ASSIGNMENT Assignment of peak hour site traffic to the street system and at site access points is dependent upon several factors. Two of them are, directional distribution and operational site conditions, with directional distribution being applied to average weekday traffic assignments. These proportions are used to provide traffic access demand and represent traffic movements to and from the site which would occur if street operations and internal site circulation had no effect on the direction of arrival or departure other than the access point used. Traffic distribution is further refined by calculating potential travel times within the sites and at ingress and egress points. The combined calculations of demand and least time accessibility is used to estimate the optimum traffic volumes at each access point. In this case, there is only one primary access to the street system and all trips were assigned relative to the trip distribution percentages. Page 9 i in y19L 'N - -- i C] 4191 'N L � - o 41LL'N N _ 41LL'N r ; ---- --- — 4181'N > a�ow��e18 — ul6L 'N : u16 L 'N \ {----N M o CV 0 - --- --1SLZ -N - o puZZ 'N ai(---- - Pull N colj.any poom aua�8 PJBZ 'N Q- � ' '�4 PUe1 P�oM - — � •w � L , 419Z 'N �� -� 415Z 'N ; - •CL - 1— co o � M C y O i j 'aa AalleA I -- i L •any ssea61aanng a� orfh i m •any uepu94g Page 10 l; Figure 4., on the following page, represents the results of the traffic assignment analysis for this development. Figure 4 indicates the Annie Subdivision Phase III average weekday traffic (AWT) assignments on the surrounding street system and peak hour assignments at Durston Road intersection with North 19`''. The highest traffic concentration of traffic would be on Durston Road between N. 251`' and N. 19`' Streets, with 888 AWT. TRAFFIC IMPACTS Traffic Volumes Figures 5., on the following page, presents a summary of ADT and peak p.m. hour traffic volume impacts on the surrounding street system and at critical intersections for the development. Existing plus site development traffic volumes projections do not necessarily represent a condition that will ever occur, since these developments would need to be completed within a very limited time frame. Because of other development proposals, developments under construction and general growth in the Bozeman area, existing traffic volumes will not remain stagnant. Growth in the background traffic will occur while Annie Subdivision Phase III is being developed and these volumes will change accordingly. However, the traffic projections presented in Figure 5 are only intended to illustrate impacts that could be attributed to the subject site development using existing conditions as a basis of comparison. Figure 5 illustrates resulting ADT and percentage volume increases attributable to development of Annie. The highest increase would be on Durston Road which would experience a 9.1% increase between N 25`'and N 19°i Streets. Because actual ADT can only reasonably be estimated with an error factor of 10% or less, this analysis implies that impacts are probably not statistically significant. Page 11 c � N Q X W +_- L Q� 0 -I- U) rr N a) ccI C O L x N c X ¢ L y19L'N Q — ---- m 4i91'N (� O a -- ------ NO � -- - \ 0 41L1 N a OIFmi _ _ -- O c _ --- 4i81'N m zt �I �; alow�oej9 �� , co y 6L-'N 'z inl -- - —- --— ---— q 61 N o% o I-- -41oz N .. _ y `° _ O 1slZ'N yC u 1� p o - - - --P�ZZ N PUZZ N; — -- -- y mi 'and Poonn qua}9 PIEZ N .�. I, .'-—Q PUL',p°oM I y a = - -- ---- 43gZ'N c 4lgZ'N _ tl! W LO N G o N N 10 v O N E w, '�CL co 1 0)cc N O CL cD CO N • co +— co W _ LLM L—,� — �n } (� N Co i m a� •OAV sseJ6;a9rng; •8AAV UBPiIayg Page 13 Capacity Impacts Capacity calculations are very complex and not entirely understood by the average layperson. The word "capacity" in traffic terminology does not mean "being full", as would be used to describe a reservoir or a pipeline. Traffic capacity is not an absolute measure of how many vehicles can occupy a section of roadway or how many vehicles can pass a single point in a certain amount of time. Rather, capacity refers to set limits differentiating levels-of-service (LOS). These LOS limits are defined in the Transportation Research Board's Highway Capacity Manual (HCM), 1998. On extended two-lane roadways, LOS is a measure of percent time delay and average speed. Under ideal conditions,the ultimate capacity(full condition)a two lane roadway is 2800 passenger cars per hour total, in both directions. Capacity at various levels of services are dependent upon delay and average speeds. LOS ranges from"A"to "F" and are much like school grades. At LOS "A", speeds are above 60 mph with only 30% time delay. At LOS "C", which is generally considered the LOS used for design of new facilities, speeds are greater than 52 mph and time delay is less than 60%. LOS "F" is considered the "full" condition where time delay is 100% and speeds are less than 45 mph. Even with a consistent understanding two-lane roadway capacity and LOS, there are many misconceptions, even among traffic professionals, of what the LOS actually means. As an example, two-lane roadway capacity in urban areas is not typical of conditions encountered in rural areas, where capacity calculations usually apply. On most urban streets, speed criteria is not applicable since most urban streets have speed limits less than 45 mph. The effect of trucks and no passing zones are not as applicable to calculation of time delay since operating characteristics on urban streets are completely different. Thus, LOS limits may not necessarily measure what drivers experience in terms of level of service. Intersection LOS is measured by delay and reflects the average driver's tolerance to waiting time. While specific LOS values for delay in seconds per vehicle are presented in the HCM, a general description for LOS would be: LOS "A"- stops with little if any delay waiting for a traffic gap; LOS "C"(design level)-moderate length stops with tolerable levels of stopped delay; and LOS "F"- long Page 14 waits with little opportunity to cross or enter the traffic stream (complete congestion). Similar to the capacity of two-lane roadways, there are many circumstances that may exist which would make the LOS value inadequate in describing an intersection's actual efficiency. In large urban areas, delay is much more acceptable than in small towns. What seems to be LOS "D" for someone in Bozeman would seem like LOS "B"to someone from Los Angeles. Many times a minor one-lane approach can be calculated at a LOS less than "C", but since the approach lane is wide enough to accommodate stacking of cars side-by-side, a defacto thru and right turn lane would be available for use. By calculating and stating that the LOS of this approach is a "D" or"E" would not correspond with most drivers' experience. Also, a separate left turn lane on the approach to a high volume street will almost always calculate to be less than LOS "C" and often times LOS "I"'. If the left turn volume is less than 30 vehicles in an hour, a seemingly dire situation is no more than a slight inconvenience to a minor number of motorists. The overall efficiency of'the intersection can be at LOS "A" even though some minor movements experience excessive delay. Appendix B contains capacity calculations for various conditions based on the estimated design hour volumes as indicated in the previous report section. It has been a practice, in the City of Bozeman, to use the "Two-Lane Highway" HCM procedure to calculate LOS on city streets even though the methods and resultant LOS calculations are not applicable to city streets. The reasons for using this method are ease of data input and results that seem to correlate with the layperson's understanding of LOS. The traditional LOS calculations for two-lane highways were used for Durston Road between N 27" and N 19" and can be found in Appendix B. These calculations indicate that the roadway currently operates at the upper end of LOS "C". It is known that many two lane arterial and collector streets can carry up to 9000 ADT at LOS "C". Addition of Annie Subdivision Phase III traffic would result in LOS "D", even though the ADT would only be 6500. Since Durston Road is not replete with high volume intersections and driveway approaches and the peak hour volume is only 9% of ADT, it should be able to carry volumes very near the upper limit of LOS "C"even with the added traffic. An HCM capacity method exists for arterial streets which is seldom used except on high volume arterial streets that have a series of signalized intersections. However, it is the accepted standard for Page 15 capacity and LOS measurements on urban arterial streets. It has not been used extensively as an analysis tool related to traffic impact studies because it is complicated, requires more data and calculations, and is not easily understood by the average layperson. LOS measurements are based on travel time (running time) along a continuous length of arterial street. The suggested minimum length of arterial is one mile. Data inputs require: specific signal timing and calculated capacity factors; facility classification based on specific criteria; miscellaneous control delay; and other delay factors. Appendix B contains summaries of arterial capacity calculations for Durston Road between Valley Drive and North 7" Avenue. It was determined that the existing LOS on Durston between 15" and 19`f' is "E" and is "C" or better on the remainder of the arterial street. Long delays at the signal at 19`h is the reason for the LOS "E" calculation. A second calculation was completed which assumed that the planned signal and roadway improvements were completed and existing traffic volumes were used. This calculation indicated that the 15,1 to 19`" section would improve to LOS "C" and the remainder of Durston would be at LOS "C" or better. The third calculation was similar to the second except the traffic assignment for the Annie Subdivision Phase III was added. The results indicated that none of the Durston Road sections would be degraded and the reduction in travel speed would be less than 1%. From this analysis it can be stated that development of the Annie Subdivision will not significantly degrade the arterial LOS on Durston Road. Figure 6., on the following page, presents intersection capacity impacts at the critical intersection of Durston and 19th. Three out of 4 approaches at the intersection of 19`h & Durston currently operate below LOS "C". With planned improvements at that intersection, the LOS would improve to provide LOS "C", or better, on all approaches. The addition of traffic from Annie Subdivision Phase III would not degrade the LOS on any of the approaches or for any individual traffic movement. Page 16 ` Pygn17 Safety In addition to capacity impacts, safety of the proposed site layout and access would be a prime factor in consideration of impacts to the street system. From observations of existing conditions, it appears that sufficient sight distance exists on all intersection approaches. One other factor that may be involved with potential safety would be an increased number of left and right turn traffic at the subdivision approach streets. Appendix C contains a graphic equivalent Table IX-15., found in the American Association of State Highway and Transportation Officials (AASHTO), "A Policy For Geometric Design of Highways and Streets 1995. This graph indicates what volumes of approaching and opposing traffic are required to warrant a left turn bay when various percentages of the advancing volume are left turn movements. Design hour volumes were checked on this graph and it was determined that left turn lanes would not be justified given the projected traffic volumes. Similarly, right turn bay justification from the MDT design manual was checked and it was determined that right turn lanes would not be required. IMPACT MITIGATION & RECOMMENDATIONS The City of Bozeman policy generally states that all street and intersection facilities must maintain a LOS "C"or better and any development impacts that would degrade LOS to a level lower than"C" requires the developer to construct necessary improvements to maintain LOS "C". The study analysis indicates that the proposed Annie Subdivision Phase III development, by itself, will not reduce the arterial street LOS on Durston Road, if the planned intersection and street improvement projects are constructed prior to full development of the subdivision. It should be noted that several other developments along Durston, both east and west of the site, are in the planning, design or construction phase. The cumulative impacts of these developments was not within the scope of this study, but it is apparent that the total of these developments will eventually reduce the LOS below "C" on Durston west of 19" Avenue. It is known that no provisions have been made to assess developers of these planned subdivisions for proportionate costs of fixture improvements on Durston Road. It seems incomprehensible that the first development that Page 18 would degrade the LOS to a point below "C" would be required to pay for the entire street reconstruction project. Some mechanism should be instituted to assess a fair share of costs based on such factors such as: development area, trip generation or traffic assignment. From our analysis and comparison of periodic traffic counts, the convenience store located in the northwest corner of 19'and Durston has substantially increased traffic volumes on Durston west of 19', but no improvements were required at the intersection prior to construction of that facility. In many urban areas, standard policy requires the developer to construct arterial street improvements adjacent to the development property. It could be considered reasonable to make this requirement on Durston Road, but this would not do anything to improve future LOS between N. 25" and N 19" Avenues. It appears that the only equitable way to proportion costs of improving Durston would be a special improvement district (SID) encompassing property on both sides of Durston Road. Waivers of protest for this SID should be required as a part of all subdivision developments. Perhaps a combination of SID waivers and adjacent arterial construction could be instituted. Whatever conditions are imposed, costs for off-site improvements must be equitable and just. Page 19 APPENDIX "A" Traffic Volume Summaries Page 20 t DURSTON ROAD EAST OF 27TH ST EASTBOUND Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 4 4 0.1% 2 4 4 0.1% 3 4 4 0.1% 4 10 10 0.3% 5 31 31 1.0% 6 95 95 3.0% 7 292 292 9.1% 8 344 344 10.8% 9 185 185 5.8% 10 161 161 5.0% 11 162 162 5.1% 12 238 238 7.4% 13 218 218 6.8% 14 209 209 6.5% 15 232 232 7.3% 16 228 228 7.1% 17 230 230 7.2% 18 205 205 6.4% 19 115 115 3.6% 20 83 83 2.6% 21 77 77 2.4% 22 40 40 1.3% 23 20 20 0.6% 24 13 13 0.4% Total 1243 1957 3200 100% GRAPH 14% 13% 12% 11% 10% �- 9% 0 8% 7% r i Weekday C: 6% U 5% 4% i n_ 3% j 2% 1% 0% Hours of the Day DURSTON ROAD EAST OF 27TH ST WESTBOUND Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 18 18 0.6% 2 10 10 0.3% 3 5 5 0.2% 4 6 6 0.2% 5 8 8 0.2% 6 38 38 1.2% 7 149 149 4.6% 8 195 195 6.0% 9 132 132 4.0% 10 110 110 3.4% 11 198 198 6.1% 12 239 239 7.3% 13 215 215 6.6% 14 238 238 7.3% 15 286 286 8.7% 16 274 274 8.4% 17 356 356 10.9% 18 248 248 7.6% 19 163 163 5.0% 20 134 134 4.1% 21 126 126 3.9% 22 56 56 1.7% 23 42 42 1.3% 24 24 24 0.7% Total 1709 1561 3270 100% GRAPH I I i 14% 13% 1 12% 11% 4- 10% O I— 9% p 8% 7% ! Weekday 6% U 5% 4% 1 d 3% 2% 1% I 0% j Hours of the Day DURSTON ROAD EAST OF 27TH ST EB & WB Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 22 22 0.3% 2 14 14 0.2% 3 9 9 0.1% 4 16 16 0.2% 5 39 39 0.6% 6 133 133 2.1% 7 441 441 6.8% 8 539 539 8.3% 9 317 317 4.9% 10 271 271 4.2% 11 360 360 5.6% 12 477 477 7.4% 13 433 433 6.7% 14 447 447 6.9% 15 518 518 8.0% 16 502 502 7.8% 17 586 586 9.1% 18 453 453 7.0% 19 278 278 4.3% 20 217 217 3.4% 21 203 203 3.1% 22 96 96 1.5% 23 62 62 1.0% 24 37 37 0.6% Total 2952 3518 6470 100% GRAPH 14°i° — -- 13% i 12% 11% O 10% 1- 9% 8% j 0 7% ^` 6% U 5% N 4% 3% 2% Rd 1% 0% � -- " 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 Hours of the Day DURSTON ROAD WEST OF 19TH ST EASTBOUND Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 14 14 0.3% 2 10 10 0.2% 3 6 6 0.1% 4 21 21 0.4% 5 49 49 0.9% 6 135 135 2.6% 7 414 414 7.8% 8 464 464 8.8% 9 289 289 5.5% 10 264 264 5.0% 11 296 296 5.6% 12 401 401 7.6% 13 398 398 7.5% 14 385 385 7.3% 15 376 376 7.1% 16 395 395 7.5% 17 376 376 7.1% 18 356 356 6.7% 19 215 215 4.1% 20 162 162 3.1% 21 138 138 2.6% 22 65 65 1.2% 23 31 31 0.6% 24 26 26 0.5% Total 2140 3146 5286 100% GRAPH i i 14% 13% 12% 11% 0 10% f— 9% O 8% 7% Weekday C: 6% U 5% O 4% 0_ 3% 2% 1% 0% Hours of the Day t DURSTON ROAD WEST OF 19TH ST WESTBOUND Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 26 26 0.6% 2 15 15 0.3% 3 12 12 0.3% 4 6 6 0.1% 5 14 14 0.3% 6 49 49 1.1% 7 176 176 4.0% 8 238 238 5.4% 9 179 179 4.0% 10 180 180 4.1% 11 246 246 5.6% 12 322 322 7.3% 13 315 315 7.1% 14 331 331 7.5% 15 346 346 7.8% 16 373 373 8.4% 17 474 474 10.7% 18 361 361 8.1% 19 246 246 5.6% 20 165 165 3.7% 21 166 166 3.7% 22 89 89 2.0% 23 56 56 1.3% 24 45 45 1.0% Total 2321 2109 4430 100% GRAPH i 14% 13% 12% i l 11% 10% I-- 9% `— 8% 7% I j Weekday C 6% I U 5% 4% N 1 0- 3% j 2% i 1% 0% Hours of the Day ' []URSTON ROAD WEST OF1BTHST EBuxNJB Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES VVEO Weekday Weekday 1 40 40 0.4Y6 2 26 25 0.396 % 18 18 0.296 4 27 27 03% 5 63 83 0.696 G 184 184 1.996 7 590 590 6.1Y6 O 702 702 7296 y 408 468 4.8% 10 444 444 4.6% ii 542 542 5.8% 12 723 723 7.4% 13 713 713 7.3% 14 716 716 7.4% 15 722 722 7.4% 16 768 768 7.996 17 850 850 8.7% 18 717 717 7.496 18 461 461 4.7% 30 327 327 3.496 21 304 304 3.1% 22 154 154 1.896 23 87 87 0.996 34 71 71 0.7Y6 GRAPH 1*m | 13% i 12% | | 11% ! �� 10% � | E� L ' �- +- e% o 7& 6% / om Q) 4% 3% � | 0% Hours Of the Day / DURSTON ROAD EAST OF 19TH ST EAS113OUND Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 10 10 0.2% 2 8 8 0.2% 3 6 6 0.1% 4 8 8 0.2% 5 35 35 0.7% 6 130 130 2.6% 7 459 459 9.1% 8 475 475 9.4% 9 282 282 5.6% 10 246 246 4.9% 11 326 326 6.5% 12 393 393 7.8% 13 308 308 6.1% 14 352 352 7.0% 15 370 370 7.4% 16 387 387 7.7% 17 316 316 6.3% 18 307 307 6.1% 19 198 198 3.9% 20 145 145 2.9% 21 131 131 2.6% 22 73 73 1.5% 23 39 39 0.8% 24 25 25 0.5% Total 1991 3038 5029 100% GRAPH i 14% I 13% I 12% ll% 10% r 9% � I O 8% 7% I Weekday 6% (a)j 5% - 4% F Q 3% 2% 1% 0% Hours of the Day t, DURSTON ROAD EAST OF 19TH ST WEB TBOUND Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 30 30 0.6% 2 14 14 0.3% 3 9 9 0.2% 4 5 5 0.1% 5 14 14 0.3% 6 71 71 1.4% 7 158 158 3.1% 8 246 246 4.8% 9 224 224 4.3% 10 216 216 4.2% 11 305 305 5.9% 12 405 405 7.9% 13 384 384 7.4% 14 403 403 7.8% 15 427 427 8.3% 16 480 480 9.3% 17 562 562 10.9% 18 368 368 7.1% 19 267 267 5.2% 20 194 194 3.8% 21 180 180 3.5% 22 109 109 2.1% 23 51 51 1.0% 24 36 36 0.7% Total 2674 2484 5158 100% i GRAPH i I 14% 13% 12% 11% 10% 1 E-- 9% O 8% 7% Weekday 6% U 5% 4% CL 3% 2% i 1% 0% Hours of the Day DURSTON ROAD EAST OF 19TH ST EB & WB Hour 03/21/2000 03/22/2000 Avg. % of Begin TUES WED Weekday Weekday 1 40 40 0.4% 2 22 22 0.2% 3 15 15 0.1% 4 13 13 0.1% 5 49 49 0.5% 6 201 201 2.0% 7 617 617 6.1% 8 721 721 7.1% 9 506 506 5.0% 10 462 462 4.5% 11 631 631 6.2% 12 798 798 7.8% 13 692 692 6.8% 14 755 755 7.4% 15 797 797 7.8% 16 867 867 8.5% 17 878 878 8.6% 18 675 675 6.6% 19 465 465 4.6% 20 339 339 3.3% 21 311 311 3.1% 22 182 182 1.8% 23 90 90 0.9% 24 61 61 0.6% Total 4665 5522 10187 100% GRAPH 14% 13% 12% 11% O 10% O 8% .� 7% C 6% U 5% 4% r C 3% 2% 1% 0% 1 2 3 4 5 6 7 8 9 10 11 12 1314 15 1617 1819 20 21 22 23 24 Hours of the Day APPENDIX "E" Capacity Calculations Page 21 HCM Analysis Summary EXISTING TRAFFIC & GEOMETRY DURSTON ROAD/_N. 19TI-i ,1.VE R MARV IN 04/09/2000 PEAK PM HOUR Case: DURST19E Analysis Duration: 15 minutes Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane I Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 1 I LTR 12.0 B ! I LTR 12.0 �13 L 12.0 T 12.0 TR 12.0 jB 3 2 L 12.0 T 12.0 TR 12.0 East West North South Data L T_ .. R L T R L __... _7 ._ ement Volume(vph) 169 164 42 222 242 98 73 816 - 1 10 52 586 I..)6 PHF - 0.95 0.95 0.95 0.95 0.95 0.95 095 0.95 0.95 0.95 0 95 U 95 7 °o Heavy Vehicles 2 2 2 2 2 2 2--_-- - __ _2 -__.--- - - - Lane Groups LTR LTR L TR L TR 3 3 Arnval Type 3 . - _ -- 3 - 4, R I-OR Vol (vph) 15 20 30- Peds,Hour - 0 0 0 0 Grade 0 0 0 Packers/Hour --- - _ BusesiHour - ------------ -- 0 0 0 0 Si anal Senings: Semi-Acruated Operational Anal psis Cycle Len the 1 10 0 Sec Lost Time Per Cycle 14.0 Sec p_ .._._ _ _. . . 7 - 3 a 5 6 Phase 1 7 8 Ped nl EB LTP - ��B LTP - �<B L LTP SB L LTP Green 53.0 8.0 35.0 -\II Red 1.7 0.0 1.7 Capacity Analysts Results Approach Lane Cap - v/s g/C - Lane v/c Delav Delay App Group (vph) Ratio Ratio Group Ratio (sec/veh) LOS (sec veh) LOS EB _ - LTR - 475 0.384 _._ 0.482 --. ._._. LTR - 0.798 37_1 D WB _. - • LTR ,53 0.497 - 0.482 LTR 1,033 75A E E _ 41 7 D NB Lper 130 0.000 0.363 _ r 23.2 C Lpro 129 0.044 0.073 L 02)7 TR till 0.270 0.318 - TR - --0 849.._ _ - 43.2 D - - C 68 0.000 0.363 '4 5 SB Lper - - __. ._. _ _. _ _ _ _ _ Lpro 12- 0.031 0.073 L 0.279 25.6 C TR 1103 0.206 0.318 TR 0.646 35.I D Critical Lane Group (vrs)Cnt= 0 S 1 Intersection: Delay = 46.0sec/veh Int, LOS=D Xc= 0.93 Pa e I SI C.Cinema v2.12 HCM Summary Results EXISTING TRAFFIC & GEOMETRY DURSTON ROAD/-N. 19TH AVE R MARVIN 04/09/2000 PEAK PNI HOUR Case: DU-RST19E Lane Group Approach Delav Delay Lanz X (sec,/ (sec/ 586 -\pp Grp %~s v/c veh) LOS" veh) LOS r '; 136 52 T LTR 0.38 0.80 37.1 D 37.1 D 24-2 WB 169 LTR 0.50 1.03 ---75.4 E 75.4 E__ 164 42 - - NB Lper 0.00 41.7 D �F xLpro 0.04 0.30# 23 C t — - — --- 73 110 FR 0.27 0.85 432 D ` S16 j -SB Lper 0.00 34.5 C 1 2 Lpro 0.03 028 TR 0.21 0.65 35.1 D 53 3 2 8 Inc. 0.81 0.93 46.0 % D ' Critical Lane Group # Left Movement Total Page SIG/Cinema v2.12 H M Analysis Summary EXISTING TRAFFIC NEW GEOMETRY & SIG DURSTON RD/N 19TH AVE R 1vIARVIN 04/09/2000 PEAK PNI HOUR Case: DURSTEIMP Analysis Duration: 15 minutes Area Type: Non CBD _- - - Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane I Lane 2 Lane 3 Lane 4 Lane 5 Lane EB 2 I L 12.0 TR 12.0 l B 2 I L 12.0 TR 12,0 �B ; _ L 12.0 T 12.0 TR 12.0 �B L 12.0 T 110 TR 12.0 East West North South T R L 1 R Data R L T R L - - . L _ - NI,%ement volume (,,ph) 169 164 42 222 242 93 73 316 1 10 52 5SG ?b _ __. . PHF 0.95 0.95 0,95 0.95 0.95 0.95 0 95 0.95 0.95 0 9> 0 95 Hea vehicles 0 0 0 1 0 I 0 3 0 0 U L -l-R L -rR L T R L.uie Groups L TR .-yrrtval Type 3 3 3 3 . . 1' 45 415 RTOR vol (vph) ---_- _ ._.__ - - -- O 0 p PtdsHour -- ---- -- - -- --- Grade -_...- ____ _._. Parkers/Hour ------ _ _. . 0 Braes/Hour 0 -- ---...-- ------ timization Analysis Cycle Length: 80.0 Sec Lost Time Per Cycle: 12.0 Sec Signal Settings: Actuated -- �P.- - __._._ 6 7 g Ped Onl} I 4 5 Phase: E B LTP B LTP LTP B LTP L rP - - _. LTP SB 0 S.0 25.7 8.2 '_. l cilo%� 4,0 2_.3 4.0 23 -a11 Red 0.0 1.7 0,0 1.7 -approach Capacity Analysis Results Lane v/c Delay Delay Lane Cap v/s S/C Ratio Group - Ratio (sec/veh LOS (sea veh) LOS App Group -----(vph) _.-.._Ratio E B - - --- C * L 344 0.166 0.321 L 0 17 _-_ .. _3 5 ---- - -- _ .- _ 0 u21 TR 0 336 TR 598 - 0.108 _. -,. ._ = - _- ___- -- - - - aa"B Lper _.340 0_060 - -- ' - --- - - * Lpro 179 0.100 0.100 _. ..----J -._ 0451 1=9 B - - --- 0.378 13.9 B TR 866 0.178 0,471 _. _ IS 4 B �.B LpeC 97 0.000 0,326 - L 0.272 15.8 B Lpro 186 0.043 0.103 I4S6 0.267 0:4'--9 TR 0.624 18. - TR _....._ - SB L 126 0.1 0 0.276 L 0,437 26.3 C 29 .4 -- _ . . 29,7 C TR 956 0.206 0.276 TR-- 0.746 X = 0.63 * Critical Lane Group (v/s)Crit= 0.53 Intersection: Delay= 21.1 sec/veh Int. LOS=C c Page I SIG/Cinema v2.12 HCM Summary Results L-'XIS7-ING TRAFFIC NEW GEOMETRY &' SIG DURSTON RD/N 19T1-1 AVE: R v1ARVIN 04/09/2000 PEAK PNI HOUR Case: DURSTEIMP Lane Group Approach Delay Delay ' L.aiiC X (Sec/ (sec/ 586 %,pp Grp v;S v/c veh) LOS veh) LOS 136 52 -L 117 152 231 C 22.2 C I R OA 1 134 21.0 C � 24 � r - \\ B Lper 0.06 13.9 -;- - L.pro 0.10 0.45 4 131 B - ' TR 0.1 169 S 0.38 13.9 B _ 164 42 - \13 Lper 0.00 18.4 B 1 Lpro O.M 0274 151 B , 73 110 "[ R 0.'_7 0.62 181 EB 8 1 6 t, 1 I u 12 0.44 26.3 C 29.4 C T R, 0.21 035 5 217 C s4 0 26 2 -. h". 0.>3 013 ?1.1 C Critical Lane Group # Lett Movement "Total P i_e = SWI Cinema 012 HCM Analysis Summary ANNIE SUB TRAFFIC ADDED DURSTON RD/N 19TH AVE P, MARVIN 04/09/2000 PEAK PNI HOUR Case: DURSTOT Analysis D>tration: 15 minutes Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (Feet) Approach Outbound Lane I Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB '_ 1 L 12.0 TR 12.0 WB 2 1 L 12.0 TR 12.0 NB 3 2 L 12.0 T 12.0 TR 12.0 SB 3 2 L 12.0 T 12.0 TR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume(vph) 177 172 48 2212 256 98 89 816 110 52 586 153 PHF 0.95 0.95 0.95 0-95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavv Vehicles 0 0 0 1 0 I 0 _ 3 0 0 3 0 Lane Groups L TR L TR L TR L TR Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol (vph) 30 45 45 Peds,,HOur 0 o a o Grade 0 0 0 0 Parkers"Hour --- -- -- Buses/Hour 0 0 0 0 Signal Settings: Actuated Optimization Analysis Cycle Length: 80.0 Sec Lost Time Per Cycle: 12.0 Sec ------------ Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP W'13 LTP LTP g LTP LTP SB LTP Green 8.0 26.0 8.4 21.7 0 Yellow- 4.0 2.3 4.0 2.3 All Red 0.0 1.7 0.0 1.7 Ca aci Analysis Results _- _.__ _ Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group (vph) Ratio Ratio Group Ratio (sec/veh) LOS (sec/veh) LOS -- --- -. .EB 76 0324 L 0 54.* 2..� 9 C 22.E L 343 0.1 . TR 608 0.107 0.324_. _- ._._TR _. 0.329 20.8 C WB L er 345 0.060 0.374 13.8 B *-LpYO --- 179 _ 0.100 0-100 - --L- 0.447 _ 13.7 .__..- TR 873 0.185 0.474 TR 0391_ _.. _- 139 B _. ._ NB Lper 95 0.000 0.321 18.7 B Lpro 189 0.052 0.105 L -- 0.331 _ ._ 16.4 _._ B . -- * TR 1475 0,267 - 0.426-- -TR--- - 0.628 --- 18.9 B.. - SB L 124 0.120 0.271 L 0.444 26.7 C 31,0 C TR 936 0.213 0.271 TR 0.781 31.3 C Intersection: Delav= 21.6sec/veh Int. LOS=C xc 0.64 * Critical Lane Group (v/s)Crit= 0.54 SIG/Cinema v2.12 Page 1 CM Summary Results ANNIE SUB TRAFFIC ADDED DURSTON RD/N 19TH AVE R MARVIN 04/09/2000 PEAK PM HOUR Case: DURSTOT Lane Group Approach Delay Delay Lane X (sec/ (sec/ 586 App Grp v/s v/c veh) LOS veh) LOS - _ 153 52 EB L 0.18 0.54 23.9 C 22.3 C TR 0.11 0.33 20.8 C 98 256 WB Lper 0.06 13i 8 B _ - -- ---- Lpro 0.10 0.454 13.7 B TR 0.19 0.39 13.9 B 177 -- - - ----------------- -- - - 172 -� 48 -- _ NB Lper 0.00 18.7 B , Lpro 0.05 0.33 m 16,4 B *TR 0. 7 0.63 18.9 B 89 110 2 - --- - - -. - - 816 SB 2 3 4 L 0.12 0.44 26.7 C 31.0 C 8 4 0, 26 2 2 8 4 0,22 TR 0.21 0.78 i.3 C ------- --. -- - --- - Int. 0.54 0.64 21.6 C * Critical Lane Group 4 Left Movement Total SIG/Cinema v2.12 Page 2 Tr-, J�d I 1985 HCM:TWO-LANE HIGHWAYS FACILITY LOCATION. . . . DURSTON WEST OF 22ND ANALYST. . . . . . . . . . . . . . R MARVIN TIME OF ANALYSIS . . . . . PEAK PM HOUR DATE OF ANALYSIS . . . . . 04-22-2000 OTHER INFORMATION. . . . EXISTING TRAFFIC A) ADJUSTMENT FACTORS -- -- ------ ----------------------- ------------------ ------ - - -- PERCENTAGE OF TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . 0 PERCENTAGE OF BUSES . . . . . . . . . . . . . . . . . . . . . . . . . 0 PERCENTAGE OF RECREATIONAL VEHICLES . . . . . . . . . 2 DESIGN SPEED (MPH) . . . . . . . . . . . . . . . . . . . . . . . . . . 50 PEAK HOUR FACTOR. . . . . . . . . . . . . . . . . . . . . . . . . ... . . 93 DIRECTIONAL DISTRIBUTION (UP/DOWN) . . . . . . . . . . 60 / 40 LANE WIDTH (FT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 USABLE SHOULDER WIDTH (AVG. WIDTH IN FT . ) . . . 2 PERCENT NO PASSING ZONES . . . . . . . . . . . . . . . . . . . . 100 13) CORRECTION FACTORS --------------------------------------- ------------------- --- LEVEL TERRAIN E E E f f f LOS T B R w d HV --- ----- ---- - ---- - ----- ----- ----- A 2 1 . 8 2 . 2 . 81 . 94 . 98 3 2 . 2 2 2 . 5 . 81 . 94 . 97 C 2 . 2 2 2 . 5 . 81 . 94 . 97 D 2 1 . 6 1 . 6 . 81 . 94 . 99 E 2 1 . 6 1 . 6 . 93 . 94 99 C) LEVEL OF SERVICE RESULTS ------------------------------- -------- --- ------------- ------ INPUT VOLUME (vph) : 586 ACTUAL FLOW RATE : 630 SERVICE LOS FLOW RATE V/C --- -------- - -- - -- A 83 . 04 B 331 . 16 662 . 32 D 1201 . 57 E 2419 1 LOS FOR GIVEN CONDITIONS : C 1985 HCM:TWO-LANE HIGHWAYS FACILITY LOCATION. . . . DURSTON WEST OF 22ND ANALYST. . . . . . . . . . . . . . R MARVIN TIME OF ANALYSIS . . . . . PAEK PM HOUR DATE OF ANALYSIS . . . . . 05-05-2000 OTHER INFORMATION. . . . EXISTING PLUS SITE TRAFFIC A) ADJUSTMENT FACTORS - - -- - -- ------ ----- ------ ----- - --- ------- ----------- --- --- - - - - PERCENTAGE OF TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . 0 PERCENTAGE OF BUSES . . . . . . . . . . . . . . . . . . . . . . . . . 0 PERCENTAGE OF RECREATIONAL VEHICLES . . . . . . . . . 2 DESIGN SPEED (MPH) . . . . . . . . . . . . . . . . . . . . . . . . . . 50 PEAK HOUR FACTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 DIRECTIONAL DISTRIBUTION (UP/DOWN) . . . . . . . . . . 60 40 LANE WIDTH (FT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 USABLE SHOULDER WIDTH (AVG. WIDTH IN FT. ) . . . 2 PERCENT NO PASSING ZONES . . . . . . . . . . . . . . . . . . . . 100 13) CORRECTION FACTORS -- -- -- - - ----- ---------- ---- -- --- ------ -- - -- --- ----- ----- - - - - - LEVEL TERRAIN E E E f f f LOS T B R w d HV --- ----- ----- ----- - ---- ---- - ----- A 2 1 . 8 2 . 2 . 81 . 94 . 98 3 2 . 2 2 2 . 5 . 81 . 94 . 97 C 2 . 2 2 2 . 5 . 81 . 94 . 97 D 2 1 . 6 1 . 6 . 81 . 94 . 99 E 2 1 . 6 1 . 6 . 93 . 94 99 C) LEVEL OF SERVICE RESULTS ----- ---- --------- -- ----------- ------ ------ -- ------ -- - ---- - - - INPUT VOLUME (vph) : 658 ACTUAL FLOW RATE : 708 SERVICE LOS FLOW RATE V/C --- - - ------- -- - -- A 83 . 04 B 331 . 16 C 662 . 32 D 1201 . 57 E 2419 1 LOS FOR GIVEN CONDITIONS : D HCS : Urban and Suburban Arterials Release 3 . 1c ROBERT R MARVIN vIARVIN & ASSOCIATES SUITE #211 CREEKSIDE 1001 S 24TH ST W BILLINGS, MT 59102 Phone : (406) 655-4550 Fax: (406) 655-4991 -Mail : marvin@enginc . com OPERATIONAL ANALYSIS krterial Name : DURSTON ROAD 27TH TO 7TH ?ile Case : EXISTING Prepared By: R MARVIN Direction: West-bound Date : 04/10/2000 Description of Arterial knalysis Period Length 0 . 25 hr Free Art . Flow Running 3eg. Cross Street Name Length Class Speed Time Section (mi) (mph) (sec) N 7TH L N 11TH 0 . 25 3 35 30 . 0 1 2 N 15TH 0 . 25 3 35 30 . 0 2 3 N 19TH 0 . 25 3 35 30 . 0 3 I WESTERN 0 . 40 3 35 41 . 1 4 VALLEY DR 0 . 45 3 35 46 . 3 5 S 7 3 3 L0 L1 L2 L3 L4 L5 Intersection Delay Estimates 3eg Cycle Green v/c Lane PVG Arr. I Unit Init . Cntrl . Other Inter. Length Ratio Ratio Cap. if Type Fac- Ext . Queue Delay Delay LOS C g/C X c Input AT for (sec) (veh) (sec) (sec) L 4 1 . 000 0 . 0 0 0 . 0- 20 . 0 A 0 . 0 0 . 000 0 0 . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 12 . 0 A 3 80 . 0 0 . 482 0 . 384 475 4 1 . 000 0 . 0 0 37 . 1* 12 . 0 D 1 0 . 0 0 . 000 0 4 1 . 000*0 . 0 0 0 . 0- 32 . 0 A 0 . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 12 . 0 A 7 3 3 10 11 12. 13 14 15 Arterial Level of Service Inter. Sum of Sum of Arterial Running Control . Other Time by Length by Arterial LOS by Seg . Sect . Time Delay Delay Section Section Speed Section (sec) (sec) (sec) (sec) (mi) (mph) L 1 30 . 0 0 . 0- 20 . 0 50 . 0 0 . 25 18 . 0 C 2 2 30 . 0 0 . 0- 12 . 0 42 . 0 0 . 25 21 . 4 C 3 3 30 . 0 37 . 1* 12 . 0 79 . 1 0 . 25 11 . 4 E ? 4 41 . 1 0 . 0- 32 . 0 73 . 1 0 . 40 19 . 7 C 5 46 . 3 0 . 0- 12 . 0 58 . 3 0 . 45 27 . 8 3 7 3 a L0 L1 L2 L3 L4 15 3rand Sum of Time (x) = 302 . 5 sec Brand Sum of Length (y) = 1 . 60 miles krterial Speed = 3600 x (y) / (x) = 19 . 0 mph krterial Level of Service, LOS = C Intersection Files in the Analysis 1 : 2 : 3 : 4 • 5 : 6 : 7 : 8 : 9 : 10 : 11 : 12 : 13 : 14 : 15 : HCS : TT--ban and Suburban Arterials, Release3 . 1c <OBERT R MARVIN 4ARVIN & ASSOCIATES SUITE #211 CREEKSIDE i001 S 24TH ST W 3ILLINGS, MT 59102 ?hone : (406) 655-4550 Fax: (406) 655-4991 marvin@enginc . com OPERATIONAL ANALYSIS �rcer_al Name : DURSTON ROAD 27TH TO 7TH -ile Case : EXISTING W/PLANNED IMPROVE )recared By : R MARVIN _-ec- on : West-bound ;ace : 04/10/2000 Description of Arterial analysis Period Length 0 . 25 hr Free Art . Flow Running ;eg . Cross Street Name Length Class Speed Time Section. (mi) (mph) (sec) N 7TH N 1iTH 0 . 25 3 35 30 . 0 1 ? N 15TH 0 . 25 3 35 30 . 0 2 N 19TH 0 . 25 3 35 30 . 0 3 WESTERN 0 . 40 3 35 41 . 1 4 VALLEY DR 0 . 45 3 35 46 . 3 5 3 i .0 .1 _2 _3 a _5 Intersection Delay Estimates ;eg Cycle Green v/c Lane PVG Arr . I Unit Init . Cntrl . Other Incer . Length Ratio Ratio Cap . if Type Fac- Ext . Queue Delay Delay LOS C g/C X c Input AT for (sec) (veh) (sec) (sec) 1 . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 8 . 0 A J . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 2 . 0 A 80 . 0 0 . 471 0 . 178 866 4 1 . 000 0 . 0 0 13 . 8* 0 . 0 B 0 . 0 0 . 000 0 4 1 . 000*0 . 0 0 0 . 0- 34 . 0 A 0 . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 12 . 0 A 7 3 3 iG 1 12F 13` 14 15 Arterial Level of Service Inter. Sum of Sum of Arterial Running Control . Other Time by Length by Arterial LOS by ea , Sect . Time Delay Delay Section Section Speed Section (sec) (sec) (sec) (sec) (mi) (mph) _ 1 30 . 0 0 . 0- 8 . 0 38 . 0 0 . 25 23 . 7 C 2 30 . 0 0 . 0- 2 . 0 32 . 0 0 . 25 28 . 1 8 3 30 . 0 13 . 8* 0 . 0 43 . 8 0 . 25 20 . 5 C 4 41 . 1 0 . 0- 34 . 0 75 . 1 0 . 40 19 . 2 C 5 46 . 3 0 . 0- 12 . 0 58 . 3 0 . 45 27 . 8 8 7 3 9 _0 L4 :3rand Sum of Time (x) = 247 . 2 sec Brand Sum of Length (y) = 1 . 60 miles �.rteriai Speed = 3600 x (y) / (x) = 23 . 3 mph krterial Level of Service , LOS = C Intersection Files in the Analysis 2 : 6 : 7 : 8 : 9 : 10 : 13 : 14 • HCS : Urban and Suburban Arterials Release 3 . 1c ROBERT R MARVIN MARVIN & ASSOCIATES SUITE #211 CREEKSIDE 1001 S 24TH ST W BILLINGS, MT 59102 Phone : (406) 655-4550 Fax: (406) 655-4991 E-Mail : marvin@enginc . com OPERATIONAL ANALYSIS Arterial Name : DURSTON ROAD 27TH TO 7TH File Case : ANNIE SUE W/PLANNED IMPROVE Prepared By: R MARVIN Direction : West-bound Date : 04/10/2000 Description of Arterial Analysis Period Length 0 . 25 hr Free Art . Flow Running Seg . Cross Street Name Length Class Speed Time Section (mph) (sec) 0 N 7fH IL N 11TH 0 . 25 3 35 30 . 0 1 2 N 15TH 0 . 25 3 35 30 . 0 2 3 N 19TH 0 . 25 3 35 30 . 0 3 4 WESTERN 0 . 40 3 35 41 . 1 4 5 VALLEY DR 0 . 45 3 35 46 . 3 5 6 7 8 9 10 11 12 13 14 15 Intersection Delay Estimates Seg Cycle Green v/c Lane PVG Arr . I Unit Init . Cntrl . other Inter . Length Ratio Ratio Cap. if Type Fac- Ext . Queue Delay Delay LOS C g/C X c Input AT for (sec) (veh) (sec) (sec) 0 . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 8 . 0 A 2 0 . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 2 . 0 A 3 80 . 0 0 . 473 0 . 386 870 4 1 . 000 0 . 0 0 13 . 8* 0 . 0 3 4 0 . 0 0 . 000 0 4 1 . 000*0 . 0 0 0 . 0- 32 . 0 A 5 0 . 0 0 . 000 0 4 1 . 000 0 . 0 0 0 . 0- 12 . 0 A 6 7 8 9 lU 12 13; 14 15 Arterial Level of Service Inter. Sum of Sum of Arterial Running Control . Other Time by Length by Arterial LOS by Seg . Sect . Time Delay Delay Section Section Speed Section (sec) (sec) (sec) (sec) (mi) (mph) 1 1 30 . 0 0 . 0- 8 . 0 38 . 0 0 . 25 23 . 7 C 2 2 30 . 0 0 . 0- 2 . 0 32 . 0 0 . 25 28 . 1 B 3 3 30 . 0 13 . 8* 0 . 0 43 . 8 0 . 25 20 . 5 C i 4 41 . 1 0 . 0- 32 . 0 73 . 1 0 . 40 19 . 7 C D 5 46 . 3 0 . 0- 12 . 0 58 . 3 0 . 45 27 . 8 B S 7 3 3 L0 L1 L2 L3 4 _5 'rand Sum of Time (x) = 245 . 2 sec 7rand Sum of Length (y) = 1 . 60 miles arterial Speed = 3600 x (y) / (x) = 23 . 5 mph irterial Level of Service, LOS = C Intersection Files in the Analysis 1 : 2 : 3 : 4 : 5 : 6 : 7 : 8 : 9 : 0 : 1 : 2 : 3 : 4 : 5 : APPENDIX "C" 5HTO Turn Lane Justification Page 22 AASHTO Table IX-15. Guide For Left Turn Lane 800 700 '40 mph P 600 5% LT > 500 10% LT .3 400 15% LTO 300 20% LT 200 100 100 200 300 400 500 600 700 800 Opposing Volume