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Home My WebLink AboutTraffic Impact Study:: .. ......... ............... 0. DOBIE ENGINEERING, INC. WALTMAN COMMERCIAL CENTER TRAFFIC IMPACT STUDY G DECEMBER 17, 2007 SUBMITTED TO: CITY OF MERIDIAN 33 E. IDAHO AVE. MERIDIAN, ID 83642 ADA COUNTY HIGHWAY DISTRICT 3775 N. ADAMS ST. BOISE, ID 83713 DOBIE ENGINEERING, INC. 777 HEARTHSTONE DR., BOISE, ID 83702 (208)345-3290 o SUMMARY OF FINDINGS RECOMMENDATIONS WALTMAN COMMERCIAL CENTER TRAFFIC IMPACT STUDY BRIEF PROJECT DESCRIPTION The proposed Waltman Commercial Center is a mixed -use development located south of Waltman Lane and west of Meridian Road in Meridian, Idaho. The development program evaluated in this study assumes the following land use mix- Retail/Commercial 200,000 SF Office Park 150,000 SF SUMMARY OF FINDINGS AND RECOMMENDATIONS 1. At full buildout the site development will produce a total driveway volume of ` approximately 10,300 vehicles per day with a PM peak hour loading of 975 vehicles per hour. 2. The proposed site access plan includes the extension of Waltman Lane from Meridian Road. A portion of the site traffic is also assigned to the future Corporate Drive extension to the north. 3. The arterial intersection of Meridian and Main now operates with moderate traffic congestion. Extensive modifications to the existing roadways and arterial intersections are needed to accommodate projected regional traffic growth. 4. Prior to buildout of the Waltman Commercial Center, the Meridian/Main intersection will be reconstructed and Phase 1 of the Split Corridor program will be in operation according to the ACHD Capital Improvement Plan (CIP). 5. After completion, the new Meridian/Main intersection and traffic operations will provide sufficient capacity to handle both regional traffic growth plus new site -generated traffic from the Waltman Commercial Center, 6. The Waltman Lane/Corporate Drive intersection within the site should be designed with two-way stop control on the east and west approaches. Left -turn lanes should be constructed on all approaches. _ 7. The site accesses to Waltman Lane should be stop -controlled with single lane approaches. A continuous two-way left -turn lane should be constructed on Waltman Lane across the site frontage. 8. At full buildout the development program will generate approximately $2.5 million in ACHD road impact fees. Study prepared by. Dobie Engineering, Inc. 777 Hearthstone Dr. Boise, ID 83702 208-345-3290 Ph. 208-388-0309 Fax dobie—dei0msn.com Waltman Commercial Center Traffic Impact Study PROPOSED DEVELOPMENT Study Objectives This study was initiated to assess the traffic impacts resulting from the development of the Waltman Commercial Center and to evaluate the capacity of the adjacent road system to accommodate the site -generated traffic. Dobie Engineering, Inc. was retained by the project developer to perform this traffic study in accordance with the City of Meridian and ACHD policy for development impact studies. On -Site Development Waltman Commercial Center is a 38-acre mixed -use development. The site is located on the south side of the proposed Waltman Lane extension west of Meridian Road. The land use mix and site density are conceptual at this time. For the purpose of assessing potential traffic impacts, the following development program was assumed: Retail/Commercial 200,000 SF Office Park 150,000 SF Illustrated in Figure 1 is a site plan showing the location of the proposed site improvements and adjacent roads. Prepared by Dobie Engineering, Inc1 . 0749 "hk NORTH FIGURE 1 WALTMAN LANE COMMERCIAL VICINITY MAP Traffic Study Prepared By. i A DOBIE ENGINEERING, INC. 7" He Vi t_ Dr. B-% D 93M 345--3no Waltman Commercial Center Traffic Impact Study PROJECTED TRAFFIC Existing Traffic and Circulation South Meridian Road is functionally classified as a minor arterial. At the Main Street intersection the road has a 5-lane urban street section with 5-ft. sidewalks. The posted speed limit is 35 mph. Main Street is also classified as a minor arterial. It currently has a 5-lane section and a posted speed limit of 35 mph. Waltman Lane is an unclassified commercial street with a 2-lane rural section. It currently intersects Meridian Road approximately 50 feet west of the Meridian/Main intersection. The Meridian/Main intersection has a traffic -actuated signal with left -turn lanes on all approaches. The northbound and southbound approaches also have dedicated right -turn lanes. Average daily and peak hour traffic counts were collected by ACHD staff. These data were supplemented with more recent peak hour counts taken by Dobie Engineering, Inc. Figure 2 contains current PM peak hour turning movements at the Meridian/Waltman intersection. 2 Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Additional peak hour turning movements for the Meridian/Main/Waltman intersections were obtained from the Meridian -Main Split Corridor Study prepared by Six Mile Engineering in July 2007. (Ref. Appendix A.) The traffic analysis in ' this report was coordinated with the time frame and traffic assumptions in that Corridor Study. Average daily traffic volumes on the area streets are listed in Table 1. Table 1 Existing Traffic Volumes JVehicles per Day) Location: Traffic Counts Date of Count Meridian Road North of Central 16,994 6/06 Main Street North of Central 27,777 6/06 Waltman Lane 511 7/06 The average AM and PM peak hour traffic on Meridian Street and Main Street accounts for approximately 6.0% and 7.0% respectively of the average daily traffic. Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Existing Conditions The capacities of the system roads and intersections were calculated for the year 2007 traffic conditions without site traffic from the proposed subdivision. This calculation was made to assess the ability of the existing infrastructure to accommodate current traffic demands. Existing average daily traffic capacities of the system roads are shown in Table 2. Table 2 Roadway Capacities - Existina Conditions No. of LOS D Vol./ Location: ADT Lanes Ca acit p y Cap. LOS Meridian Road 16,994 5 33,000 0.44 q Main Street 27,777 5 33,000 0.72 C Waltman Lane 511 2 9,500 0.05 q Assumed in this analysis is a level of service "D" capacity of 33,000 VPD on a 5-lane principal arterial and 9500 VPD on a 2-lane collector. As indicated in Table 2, adequate lane capacity now exists on the arterial roads. Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Service levels at the arterial intersections were calculated using the HCS software. Estimated levels of service and queue lengths on the critical approaches are shown in Table 3. Details of these calculations are contained in Appendix A. Table 3 PM Peak Hour Intersection Analysis Existing Conditions Approaches: Meridian/Main LOS Queue Meridian/Waltman LOS Queue Eastbound F 750' A Westbound F 700' A 25' Northbound D 1525' B 25' Southbound E 1000, --- Intersection E This analysis indicates that the intersections within the study area have very limited capacity to support additional traffic growth. Although the service levels at the Waltman intersection are within generally acceptable standards, the queue lengths on Meridian Road block the intersection during peak periods. System improvements will be required to correct this condition and accommodate projected regional growth. Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Capital Improvement Program The ACHD Capital Improvement Program (CIP) includes reconstruction of Meridian Road and Main Street to a 5-lane split section in 2009 — estimated cost $4.3 million. The first phase of this work involves converting Main and Meridian to parallel one-way traffic corridors between Central Drive and Franklin Road. Phase 1 improvements include a new signal plan and additional turn lanes at the Meridian/Main intersection. y The ACHD Five -Year Work Program (08-12) maintains the Meridian/Main project Phase 1 schedule for year 2009 and advances the Phase 2 schedule for Preliminary Development to 2012. Following completion of this work both ' Meridian and Main will be classified as principal arterials. (Reference: 2030 Functional Classification Map.) Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Baseline Conditions Capacities of the system roads and intersections were calculated for the year 2010 based on the modified COMPASS Model Community Choice Demographics projections. Refer to Appendix B (Table 2) for details. These calculations were made to establish baseline conditions from which to assess site traffic impacts. The projected capacities of the system roads are shown in Table 4. Table 4 Roadway Capacities — 2010 Baseline Conditions Location: ADT VPH No. of Lanes LOS D Capacity —�X Vol./ Cap. LOS Meridian Street 13,400 5 33,000 0.35 A Main Street 14,700 5 33,000 0.38 A Waltman Lane 7,700 2 9,500 0.69 B As indicated in Table 4, acceptable service levels will exist on ACHD system roads through 2010 with the implementation of planned improvements in the ACHD CIP. Projected traffic is less than existing traffic due to the development of parallel traffic capacity now planned for other regionally significant projects including the Locust Grove Overpass and the Ten Mile Interchange. Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study The year 2010 baseline capacities of the arterial intersections were calculated for the improved intersection. Lane geometry proposed in the CIP is illustrated in Appendix B. This analysis assumes that peak hour traffic would be similar to the existing peak hour conditions. Details of these calculations are contained in Appendix B for review. Table 5 PM Peak Hour Intersection Analysis Baseline Conditions Approaches Meridian/Main LOS Queue Eastbound ___ Westbound D 500' Northbound C 875' Southbound C 700' Intersection C With the planned improvements in the CIP the arterial intersection will provide adequate capacity to support Meridian area growth now projected in the COMPASS Regional Transportation Plan. The service levels and queue lengths will remain within acceptable standards. Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Trip Generation The following trip rates are recommended in the latest edition of the ITE Trip Generation Manual (Seventh Edition) for the proposed site uses. Selected land uses include Office Park (#750) and Shopping Center (#820). Table 6 Trip Generation Rates Trip Occurrence Office Park Shopping Center Weekday End Trips 11.42 42.94 Peak AM Hour 1.74 1.03 Enter (89%) (61 %) Exit (11%) (39%) Peak PM Hour 1.50 3.75 Enter (14%) (48%) Exit (86%) (52%) Prepared by Dobie Engineering, Incc 0749 Waltman Commercial Center Traffic Impact Study Future site -generated traffic at full buildout of the Waltman Commercial Center development is shown in Table 7. Table 7 Site -Generated Traffic (Rounded) Land Use: Unit No. Units ADT AM Trips PM Trips Shopping Center KSF 200 8,590 205 750 Office Park KSF 150 1,710 260 225 Total 10,300 465 975 Traffic distribution to the internal streets and project boundary connectors is illustrated in Figure 3. Approximately 20% of the site traffic was distributed to Meridian Road via the Corporate Drive extension. Peak hour turning movements for baseline plus site traffic conditions at the Waltman/Meridian/Main/Central intersection are illustrated in Figure 4. Prepared by Dobie Engineering, Inc0 0749 NORTH 4- -0*- AD T --lb- AVERAGE DAILY TRAFFIC FIGURE 3 WALTMAN LANE COMMERCIAL AVERAGE DAILY TRAFFIC C JJ 'j, F V� Traffic Study Prepared By. FFl sly DOBIE ENGINEERING, INC. [ 7" HsormtaDr, BoF3% ID 8RO2 34SI-3.M. MERIDIAN ROAD 3835 1825 190 1500 I 135 1 1 190 1700 120 190 <I 1 390 10 v I 190 > 190 --- ^ < 390 10 ----> i 190 ----v I WALTMAN LANE 190 1500 515 190 1700 2205 2190 4395 HLL: U749 BASE + SITE FIGURE 4 N A CENTRAL STREET ^---- 120 <---- 10 F 645 v--- 515 1090 135 10 445 > 300 f I 300 MAIN STREET Source: DEI Waltman Commercial Center Traffic Impact Study CAPACITY ANALYSIS -LEVEL OF SERVICE Capacity Analysis: Arterial Intersection Presented in Table 8 are the findings of a level of service analysis for t arterial intersection during the PM peak hour for the buildout year 2 he volumes include baseline traffic plus site -generated traffic y (010�' Traffic Commercial Center development. Turningfrom the Waltman movements for baseline plus site traffic conditions are illustrated on Figure 4, and Appendix C contains the calculations. detailed Table 8 LOS Analysis at Pro'ect Entrances (Signalized Intersection) APPr— oaches Main/Meridian LOS Queue Eastbound E 375' Westbound E 550' Northbound D 1225' Southbound D 925' Intersection D As indicated in Table 8, projected site traffic conditions will not exceed allowable capacity of the arterial intersection during the peak hour the period. Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Capacity Analysis: Collector Intersections Contained in Appendix C is the detailed LOS analysis of the baseline plus site traffic conditions at the Waltman/Corporate intersection and the intersection of the Corporate Drive extension with Meridian Road. Table 9 _Peak Hour LOS Analysis Collector Intersections Approaches Waltman/Corporate Corporate/Meridian (Stop Control) (Signal Control) Eastbound B B Westbound B B Northbound A Southbound A B Intersection B B The installation of a stop control intersection at the Waltman/Corporate intersection will provide adequate service levels. Left -turn lanes will be needed on all approaches. The planned improvements at the Corporate Drive intersection with Meridian Road will provide sufficient capacity to handle regional traffic plus new site -generated traffic. Prepared by Dobie Engineering, I12 nc. 0749 Waltman Commercial Center Traffic Impact Study Capacity Analysis: Internal Intersections Contained in Appendix D is the detailed LOS analysis of the baseline plus site traffic conditions at the intersections within the Waltman Commercial Center development. The results are summarized below in Table 10. Table 10 _Peak Hour LOS Analysis Internal Intersections Approaches: East/Waltman West/Waltman Eastbound g g Westbound g g Northbound A A The proposed Waltman Commercial Center intersections will provide _ adequate capacity with single lane approaches to the parking field. Waltman Lane should be improved with a 3-lane section striped with a two -way -left -turn lane across the project frontage. 13 Prepared by Dobie Engineering, Inc. 0749 Waltman Commercial Center Traffic Impact Study Impact Mitigation At full buildout the Waltman Commercial Center development will generate approximately $2.5 million in road impact fees for current and future projects listed in the ACHD CIP. In addition, right-of-way will be reserved for the extension of Waltman Lane and Corporate Drive through the site. Construction will be scheduled to accommodate site traffic needs and will be coordinated with future system improvements. Table 11 ACHD Road Impact Fees Land Use No. Units Cost/Unit Impact Fee (Million) Retail 200 8574 $1.72 Office 150 5162 0.78 ACHD Impact Fee $2.50 Prepared by Dobie Engineering, I14 nc. 0749 0 APPENDIX Study prepared by. Dobie Engineering, Inc. 777 Hearthstone Dr. Boise, ID 83702 208-345-3290 Ph, 208-388-0309 Fax dobie—dei®msn.com APPENDIX A ./ NOW 1400 MERIDIAN ROAD AND MAIN STREET SPLIT CORRIDOR - PHASE I PROJECT No. 506040 TRAFFIC STUDY ,. configurations at the analyzed intersections. The existing ADT counts are summarized in the Forecasted Design Year Traffic section of the report. All ADT counts were taken in 2006. The peak hour turning movement counts were taken in 2006. A peak hour heavy vehicle percentage of 2 percent for the study area was assumed for use in the analysis. All of the key intersections are currently signalized with the exception of the Corporate Drive/Meridian Road intersection which has two-way stop control on .. the east and west approaches. AM PEAK HOUR Figure 2. Existing AM and PM Peak Hour Traffic EXISTING TRAFFIC ANALYSIS HMV ! ! sm 96 ! x _....... so '` l` pg (' iff— PM PEAK HOUR The existing traffic operations for the unsignalized and signalized intersections were analyzed to determine the existing intersection performance. The existing traffic operations were analyzed following the 2000 Highway Capacity Manual (HCM) methodology for unsignalized and signalized intersections and include average control delay, intersection level of service (LOS) and intersection volume to capacity (v/c) ratio. Highway Capacity Software (HCS) was used to analyze unsignalized intersection operations and Synchro 6.0 was used to analyze signalized intersection operations. The average control delay is the average delay caused by the traffic control device and includes initial deceleration delay, queue move -up time, stopped Juw 27, 2007 ... RAGE 4 of 32 MERIDIAN ROAD AND MAIN STREET SPLIT CORRIDOR - PHASE 1 PROJECT No. 506040 TRAFFIC STUDY Tahip 2 sanmm wm%f g=-i-*;- -a a+„amzsm� --- - Existing 2t110'AQT 2030 ADT COR*Tmnity wnity ADT Choices Choict' �MTMP s/o Central 56,605 45,300 45,100 52,700 Meridian n/o Central 16,994 13,400 9,600 Road n/o Corporate 23,396 17,500 15,700 20,000 nfo Franklin 14,041 10,400 13,700 - n/o Central 28,691 14,700 11,200 - Main Street n/o Corporate 27,777 16,400 16.200 22,600 n/o Franklin 19,330 12,300 15,900 17,000 between Main Franklin and Meridian 14,524 24,700 25,300 - Road elo Main 15,836 15,600 23,000 } - w10 Meridian 27,254 22,000 19,000 _ Corporate bet and Meridian Main and P� 1,717 4,300 $,400 - Drive e3o Main 4,655 7,800 32,600 _ Central Drive elo Meridian 12,901 9,500 14,300 Waltman Large `o*lericiian - 7,700 10,900 _ JULY 27, 2007 PAGE 10 OF 32 MERIDIAN ROAD AND MAIN STREET SPLIT CORRIDOR - PHASE I PROJECT No. 506040 TRAFFIC STUDY _ CONSTRUCTION YEAR TRAFFIC CONDITIONS The traffic operations upon the completion of Phase I improvements, prior to the construction of the ultimate Phase II improvements, are critical to the success of the project. The Phase I improvements must be sufficient to accommodate PM peak hour traffic; therefore, an analysis of the 2009 construction year traffic was required. Because the COMPASS forecasts were determined to be unsuitable for the peak hour traffic analysis, the project team agreed at the July 26, 2006 meeting that the existing 2006 traffic counts were the most reliable estimate of the construction year traffic conditions. The counts were re -distributed to represent .. traffic conditions with one-way operation on Meridian Road and Main Street. Figure 8 summarizes the Phase I recommended lane configurations and the 2006 PM peak hour counts, which were modified to estimate the 2009 PM peak hour construction year traffic. 2t6 793 � - 293 h oen d2 t Qom, 111 24 \— w Wo 1 112 ... NTS Figure 8. 2009 PM Peak Hour Construction Year Traffic and Recommended Lane Configurations — INTERSECTION ANALYSIS RESULTS ` The signalized intersection analysis results for the existing lane configurations and Phase I lane configurations atl key intersections under the construction — year traffic conditions are summarized in Table 3, with the exception of the Franklin — Road/Main Street intersection. North is oriented to the top of each graphic. — JULY 27, 2007 PAGE 17 OF 32 — MERIDIAN ROAD AND MAIN STREET SPLIT CORRIDOR - PHASE I PROJECT No. 506040 TRAFFIC STUDY Table 3. Traffic Analysis Results with Existing 2006 PM Peak Hour Traffic ('_naintc 17nna Existing Lane Configurations Phase l Lane Configurations Cap�Analysis Results Phase i),' Meridian Road / Main Street / Central Drive / Waltman Lane i LOS D/B Control Delay (seconds) 43/16 rr _�!j �� IL 1 !' - "" =; ►� ' v/c Ratio 0.89 / 0.69 Corporate Drive / Main Street + , LOS B/B Control Delay (seconds) 14 / 10 v/c Ratio 0.56 / 0.61 Corporate Drive / Meridian Road + LOS C (WB), C (EB) / A Control Delay (seconds) 16 (WB), 24 (EB) 18 _� - ' j -r �- '''► r � v/c Ratio N/A / 0.55 Franklin Road ! Meridian Road LOS D/C Control Delay 37 / 32 (seconds) v/c Ratio 0.76 / 0.83 All four intersections will operate with a LOS C or better in the PM peak hour with the estimated 2009 construction year traffic and proposed Phase I lane configurations. The traffic operations will be improved in comparison to existing conditions. At the Franklin Road/Meridian Road intersection ACHD requested a change to the recommended lane configurations; therefore, the southbound thru lanes were reduced from three lane to two lanes to provide more width for the receiving lanes. The analysis of the modified intersection is presented in the Construction Phasing Traffic section of this report. JULY 27, 2007 PAGE 18 OF 32 Short Report ;,_ Pag e I of SHORT REPORT General Information Site Information Analyst P. DOME gency or Co. DEl Oate Performed 111412007 Time Period PM Intersection MERIDIAN/MAIN Area Type All other areas Jurisdiction ACHD nalysis Year 2007 Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH I RT LT TH RT Num. of Lanes 1 2 0 2 1 0 1 2 1 1 2 1 Lane group L TR L TR L T R L T R Volume v h 5 60 615 515 65 54 390 1450 300 75 900 25 Heavy veh 2 2 2 2 2 2 1 2 2 2 2 2 2 PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Actuated P/A A A A A A A A A A A A A Startup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 12.0 2.0 2.0 2.0 2.0 2.0 12.0 2.0 Arrival type 3 4 1 4 4 1 4 4 4 4 1 4 4 Unit Extension 3.0 3.0 13.0 3.0 1 3.0 3.0 1 3.0 3.0 1 3.0 3.0 Ped/Bike/RTOR Volume 10 10 150 1 10 10 50 10 10 150 10 10 25 Lane Width 12.0 112.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 'hasin EB Onl WB OnlyThru & RT 04 Excl. Left NB OnlyThru & RT 08 Timing G = 17.3 G= 25.1 G= 11.1 G= G= 6.1 G= 24.5 G= 45.9 G= IV- Y= 5 Y= 5 Y= 0 Y= Y= 5 Y= 0 Y= 5 Duration of Analysis hrs = 0.25 Cycle Length C = 150.0 -' Lane Group Capacity, ontrol Delay, and LOS Determination - EB WB NB SB _Adj. flow rate 5 570 560 75 424 11576 163 82 978 0 Lane group cap. 204 550 567 507 417 1665 726 72 1085 461 _ /c ratio 0.02 1.04 0.99 0.15 1.02 0.95 0.22 1.14 0.90 0.00 reen ratio 0.12 0.19 0.17 0.27 0.24 0.47 0.47 0.04 0.31 0.31 Unit delay dl 58.9 60.8 62.3 41.1 57.2 38.0 23.6 71.9 49.9 36.1 Delay factor k 0.11 0.50 0.49 0.11 a50 0.46 0.11 0.50 0.42 0.11 Increm. delay d2 0.0 48.1 34.5 0.1 48.4 11.8 0.2 148.7 10.4 0.0 F factor 1.000 1.000 1.000 1.000 1 1.000 0.811 0.811 11,000 0.981 1.000 _Control delay 58.9 108.9 96.8 41.3 105.6 42.6 19.3 220.6 59.3 36.1 Lane group LOS E F F D F D 8 F E D pprch. delay 108.5 90.3 53.2 71.8 pproach LOS F F D E .. Intersec. delay 70.1 t Inersection LOS E ICS2000TM Copyright C 2000 University of Florida, All Rights Reserved Version 4. = file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\s2kC.tmp 11/4/200 Two -Way Stop Control A Page 1 of f:F v TWO-WAY STOP CONTROL SUMMARY eneral Information Site Information 'Analyst P. DOBIE Intersection MERIDIAM/WALTMAN enc /Co. EI Jurisdiction ACHD 2007 Performed last/West 111412007 Analysis Year [ate nal sis Time Period PM roject Description WALTMAN COMMERCIAL CENTER Street: MERIDIAN ROAD North/South Street: WALTMAN LANE Intersection Orientation: East-West IStudy Period hrs : 0.25 ehicle Volumes and Adjustments a"or Street Eastbound Westbound ovement 1 2 3 4 5 E; L T R L T Ft Volume veh/h 0 690 7 4 473 0 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate (veh/h) 0 749 7 4 514 0 roportion of heavy ehicles, PHv 0 _ — 2 — — edian type Two Way Left Turn Lane RT Channelized? 0 0 anes 0 2 0 1 2 0 onfiguration T TR L T U stream Signal 0 1 inor Street Northbound Southbound ovement 7 8 9 10 11 112 L T R L T R Volume veh/h 5 0 7 0 0 0 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.9.2 Hourly Flow Rate (veh/h) 5 0 7 0 0 0 Proportion of heavy vehicles, PHv 2 0 2 0 0 0 Percent grade (%) 0 0 Flared approach N N Storage 0 0 T Channelized? 0 0 Lanes 0 0 0 0 0 0 onfiguration LR ontrol Delay, Queue Len th Level of Service pproach EB WB Northbound Southbound ovement Lane Configuration 1 4 L 7 8 LR 9 10 11 12 olume, v (vph) 4 12 apacity, cm (vph) 851 485 /c ratio 0.00 0.02 ueue length (95%) 0.01 0.08 ontrol Delay (s/veh) 9.3 12.6 LOS A B pproach delay (s/veh) pproach LOS — _ — _ 12.6 B file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\u2k4.tmp 11 /4/200 APPENDIX B APPENDIX B WALTM AN LANE COMMERCIAL INTERSECTION IMPROVEMENTS Short Report /" C940 j , y Page 1 of SHORT REPORT General Information Site Information Analyst P. DOME Intersection MERIDIAN/MAIN agency or Co. DE! Area Type All other areas Date Performed 111412007 Jurisdiction ACHD Time Period PM nalysis Year 2009 (BASELINE) Volume and Timing Input EB WB NB SB LT TH RT LT TH RT IT TH RT LT TH RT um. of Lanes 2 1 1 2 1 1 1 3 1 1 3 1 ane group L T R L T R L T R L T R olume v h 0 0 0 515 0 120 0 1700 300 135 1500 0 Heavyo veh 2 2 2 2 2 2 2 2 2 2 2 2 PH F 0.92 O. 92 0.92 0.92 0.92 0. 92 a 92 0.92 0.92 0.92 0.92 0.92 ctuated P/A A A A A A A A A A A A A tartup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 rrival e 4 4 4 4 4 4 4 4 4 4 4 4 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 0 10 10 60 10 10 1120 10 10 0 Lane Width 12.0 12.0 12.0 112.0 12.0 112.0 12.0 12.0 112.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing EW Perm 02 03 04 Excl. Left Thru & RT 07 08 luring G= 35.0 G= I G= G= G= 15.0 G= 50.0 G= G= Y= 5 Y= Y= Y= Y= 5 Y= 5 Y= Y= uration of Analysis (hrs) = 0.25 Cycle Length C = 115.0 !w v1vu ..a - tatontroibeiay, and WS Determination EB WB NB _Adj. flow rate 0 0 0 560 0 65 0 1848 _ Lane group cap. 636 567 468 636 567 468 231 2206 _ /c ratio 0.00 0.00 0.00 0.88 0.00 0.14 0.00 0.84 _ reen ratio 0.30 0.30 10.30 0.30 0.30 0.13 0.43 .� Unif. delay dl 27.8 27.8 27.8 29.1 43.5 28.9 elay factor k 0.11 0.11 0.11 127.8 0.11 0.11 0.11 0.37 ncrem. delay d2 0.0 0.0 0.0 0.0 0.1 0.0 3.0 .� F factor 1.00E7.080 1.000 .982 1.000 .982 1.000 .855 ontrol delay 27.827.8 50.9 27.8 28.7 43.5 27 7ane group LOS CC D C C D C _ pprch. delay 48.6 26.8 _ pproach LOS D C oL Intersec. delay 9CS2000TM _ file://C:\Documents%o20and%20Settings\DOBIE\Local%20Settings\Temp\s2k18.tmp 29.9 Intersection LOS Copyright ® 2000 University of Florida, All Rights Reserved SB 196 147 1630 661 231 2206 E661 0.30 0.64 0.74 0.00 0.43 0.13 0.43 0.43 21.1 47.4 27.1 18.4 0.11 0.22 0.30 0.11 0.3 5.7 1.4 0.0 9.855 1.000 0.855 1.000 18.3 5 3. 1 124.5 18.4 B D C B 26.9 C C Version 4. 11 /5/200 Back -of -Queue Worksheet BACK -OF -QUEUE WORKSHEET Page I of General Information 'roject Description WALTMAN COMMERCIAL Average Back of Queue EB WB NB gB -- LT TH RT LT TH RT LT TH I RT LT TH RT Lane group L T R L T R L T R L T R Init. queue/lane 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Flow rate/lane 0 0 0 560 0 65 1 0 1848 196 147 1630 0 atflow per lane 1076 1863 1538 1076 1863 1538 1770 1862 1520 1770 1862 1520 Capacity/lane 636 567 468 636 567 468 231 2206 661 231 2206 661 Flow ratio 0.00 0.00 0.00 0.27 0.00 0.04 0.00 0.36 0.13 0.08 0.32 0.00 /c ratio 0.00 0.00 0.00 0.88 0.00 0.14 0.00 0.84 0.30 0.64 0.74 0.00 I factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Arrival type 4 1 4 4 4 4 4 1 4 4 4 4 4 4 Platoon ratio 1.00 1.00 1.00 1.33 1.00 1.33 1.00 1.33 1.33 1.33 1.33 1.00 PF factor 1.00 1.00 1.00 0.97 1.00 0.87 1.00 0.92 a 78 0.98 a 88 1.00 ao I 0.0 0.0 8.5 0.0 1.3 0.0 17.7 3.2 4.4 14.0 0.0 s 0.4 0.6 0.5 a4 0.6 0.5 0.3 a7 a6 a3 a7 0.6 D2 0.0 0.0 0.0 2.1 0.0 0.1 0.0 3.1 0.3 0.6 1.9 0.0 avg. 0.0 0.0 a o 10. 6 0.0 1.4 0.0 20. 8 3.4 4.9 15.9 0. 0 _ Percentile Back of Queue (95th percentile) _ % 2.1 2.1 2.1 11.8 12.1 2.1 2.1 11.7 1 2.0 2.0 1.7 2.1 _ BOQ, Q% 0.0 0.0 0.0 19.5 0.0 2.9 0.0 35.1 6.9 9.6 27.8 0.0 _Queue Storage Ratio _Q spacing 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 _ storage 0 0 0 0 0 0 0 0 0 0 0 0 Avg. RQ 5% RQ% HCS2000TM Copyright ® 2000 University of Florida, All Rights Reserved Version 4. file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\s2kD.tmp 12/16/200 APPENDIX C Back -of -Queue Worksheet C. rage i or BACK -OF -QUEUE WORKSHEET _General Information roject Description WALTMAN COMMERCIAL 5- 4- -5 t� Average Back of Queue EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Lane group L T R L T R L T R L T R Init. queue/lane 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Flow rate/lane 207 11 207 560 11 65 207 1848 196 147 1630 207 atflow per lane 1770 1863 1521 1677 1863 1536 1770 1862 1515 1770 1862 1515 Capacity/lane 330 343 280 625 522 430 241 1867 558 241 1867 558 Flow ratio 0.06 0.01 0.14 0.17 0.01 0.04 0.12 0.36 0.13 0.08 0.32 0.14 /c ratio 0.63 10.03 0.74 10.90 0.02 a 15 0.86 a 99 a 35 a 61 0.87 a 37 factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Arrival type 4 1 4 4 4 4 4 4 4 4 4 4 4 Platoon ratio 1.33 1.33 1.33 1.33 1.33 1.33 1.33 1.33 1.33 1.33 1.33 1.33 F factor 0.99 0.93 0.98 0.99 0.87 0.88 0.99 1.00 0.85 0.98 0.96 0.85 3.5 a3 6.6 9.7 0.2 1.5 7.0 23.3 4.2 4.7 18.5 4.5 0.3 0.4 0.4 0.4 0.6 0.5 0.4 0.7 0.6 0.4 0.7 0.6 0.5 0.0 1.0 2.4 0.0 0.1 1.6 7.1 0.3 0.5 3.5 0.3 avg. 4.0 0.3 7.6 12.0 0.3 1.6 8.6 30.4 4.5 5.2 22.0 4.8 Percentile Back of Queue (95th percentile) °i° 2.0 2.1 1.9 1.8 2.1 2.0 1.9 1.6 2.0 1.9 1.7 2.0 BOQ, Q% 7.8 0.6 14.4 . 21.7 0.5 3.3 16.0 49.0 8.9 10.2 36.9 9.4 Queue Storage Ratio spacing 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 storage 0 0 0 0 0 0 0 0 1 0 0 0 0 Avg. RQ 5% RQ% HCS2000TM Copyright ® 2000 University of Florida, All Rights Reserved Version 4. file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\s2kB.tmp 1115/200 Short Report '4V ,t,C E "( C___ Page I of SHORT REPORT General Information Site Information Analyst P. DOME '>gency or Co. DE! Date Performed 111412007 Time Period PM Intersection MERIDIAN/CORPORATE Area Type All other areas Jurisdiction ACHD nalysis Year 2009 (BASE + SITE) Volume and Timing Input EB WB NB SB LT TH RT LT TH I RT LT TH RT LT TH RT Num. of Lanes 0 1 1 2 1 0 0 0 0 0 3 0 Lane group T R L T LTR Volume v h % Heavy veh PHF Actuated P/A Startup lost time Ext. eff. green 90 2 0.92 A 2.0 2.0 10 2 0.92 A 2.0 2.0 175 2 0.92 A 2.0 2.0 50 2 0.92 A 2.0 2.0 1601465 2 0.92 A 2 0.92 A 2.6 50 2 0.92 A Arrival type 4 4 4 4 .2 .0 4 Unit Extension 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 10 10 10 10 10 Lane Width 112.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 Unit Extension 13.0 3.0 13.0 3.0 3.0 ohasin EW Perm 02 TimingG= 35.0 G= Y= 5 Y= Duration of Analysis hrs = 0.25 03 G= 04 G= 1Y= JY= SB Only06 G= 50.0 G= 07 G= ly= 08 G= Y= 5 Y= Y= cle Length C = 95.0 Lane Group Capacity, Control Delay,and LOS Determination - EB WB NB _Adj. flow rate 98 0 190 54 _ Lane group cap. 686 568 667 686 _ /c ratio 0.14 0.00 0.28 0.08 - reen ratio 0.37 0.37 0.37 0.37 Unif. delay d1 20.0 18.9 21.2 19.5 _ Delay factor k 0.11 0.11 0.11 0.11 Increm. delay d2 0.1 0.0 0.2 0.0 - PF factor 0.926 1.000 0.926 0.926 -Control delay 18.6 18.9 19.8 18.1 Lane group LOS B B B B pprch. delay 18.6 19.5 proach LOS FIntersec. 8 8 delay 13.8 Intersection LOS ' rCS2000TM Copyright C 2000 University of Florida, All Rights Reserved = file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\s2kB.tmp 0.68 0.53 16.7 0.25 0.7 0.724 12.8 B 12.8 B Version 4. 12/17/200 Two -Way Stop Control *` Page 1 of TWO-WAY STOP CONTROL SUMMARY eneral Information Site Information nalyst agency/Co. P. DOBIE DEl Intersection CORPORATE/WALTMAN Date Performed 11/4/2007 Jurisdiction Analysis Year ACHD 2010 BASE + SITE nal sis Time Period PM Pro'ect Description WALTMAN COMMERCIAL CENTER ast/West Street: WALTMAN LANE North/South Street: CORPORATE DR. In Orientation: North -South tud Period hrs : 0.25 ehicle Volumes and Ad'ustments a'or Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R olume 10 70 210 20 70 10 Peak -Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 10 76 228 21 76 10 Percent Heavy Vehicles 2 -- _ 2 Median Type Two Way Left Turn Lane RT Channelized 0 Lanes 1 1 0 1 1 0 0 onfiguration L TR L TR eam Signal 0 0 r Street Westbound Eastbound ment reak-Hour 7 8 9 10 11 12 L T R L T R me 170 50 20 10 10 10 Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 184 54 21 10 10 10 Percent Heavy Vehicles 2 2 2 2 2 2 ercent Grade (%) 0 0 Flared Approach N N Storage 0 0 T Channelized 0 Lanes 1 1 0 1 1 0 onfiguration L TR L 0 TR elay, Queue Length, and Level of Service pproach NB SB Westbound Eastbound ovement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR (vph) 10 21 184 75 L 10 TR (m) (vph) 1486 1236 722 20 623 lc 0.01 0.02 0.25 0.025% 727 0.03 queue length 0.02 0.05 1.01 V709 0.050.08 ontrol Delay 7.4 8.0 11.7 10.9LOS A A B 10.1 pproach Delay _ B B 10.4 pproach LOS _ _ 11.4 _ B B -lights Reserved dCS2000TM Copyright C 2003 University of Florida, All Rights Reserved Version 4.1d Version 4. file://C: \Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\u2k6.tmp 12/17/200 APPENDIX D Two -Way Stop Control } Page I of TWO-WAY STOP CONTROL SUMMARY eneral Information Site Information kinalyst P. DOBIE Intersection agency/Co. DEI Jurisdiction _ Date Performed 111412007 Analysis Year nal sis Time Period PM _ _ Pro"ect Descri tion WALTMAN COMME asttvvest Street: WALTMAN LANE ntersection Orientation: North -South - �- _ - - ehicle Volumes and Ad'ustmenl a'or Street Movement 1 L olume 10 Peak -Hour Factor, PHF 0.92 Hourly Flow Rate, HFR Percent Heavy Vehicles 10 2 Median Type RT Channelized _ Lanes onfiguration Northbound 2 T 0 0.92 .AST A 25 3 R 4 L 85 0.92 0 0.92 92 - 0 0 Two Way Left Tum Lane 0 0 0 - mor Street Westbound _ Movement 7 8 9 10 - L T R L olume 85 305 0 0 - Peak -Hour Factor, PHF 0.92 0.92 0.92 0.92 _ Hourly Flow Rate, HFR 92 331 0 0 Percent Heavy Vehicles 2 2 0 0 _ Percent Grade (%) 0 - Flared Approach N _ torage 0 _ RT Channelized 0 _ Lanes 1 1 0 0 onfiguration L T - el a ,Queue Len th and Level of Service _ pproach NB SB Westbound _ Movement 1 4 7 8 Lane Configuration LTR L 9 _ T (vph) 10 92 331 (m) (vph) 1597 482 800 - /c 0.01 0.19 0.41 _ 5% queue length 0.02 0.70 2.05 _ ontrol Delay 73 14.2 12.6 _ LOS A B B pproach Delay _ _ 13.0 pproach LOS _ Rights Reserved _ 8 B dCS2000TM Version 4- Id Copyright ® 2003 University of Florida, All Rights Reserved file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\u2k6.tmp SITE ACCESS/WA ACHD 2010 BASE + SITE and Eastbound 0 Version 4. 12/17/200 1 wo- Way Stop Control A^ F-.c� , �' Page 1 of TWO-WAY STOP CONTROL SUMMARY 'eneral Information Site Information nalyst Ngency/Co. P. DOBIE DEI Intersection SITEACCESS/WALTMAN Date Performed 111412007 Jurisdiction Analysis Year ACHD 2010 BASE +SITE nal sis Time Period PM Pro'ect Descri tion WALTMAN COMMERCIAL CENTER East/West Street: WALTMAN LANE North/South Street WEST A CCESS Intersection Orientation: North -South tud Period hrs : 0.25 ehicle Volumes and Adiustments Ma'or Street Northbound Southbound ovement 1 2 3 4 5 6 olume L 10 T 0 R L 85 0 T R Peak -Hour Factor, PHF 0.92 0.92 0.92 0.92 0 0.92 0 0,92 HourlyFlow Rate, HFR 10 0 92 0 0 Percent Heavy Vehicles 2 0 — — 0 edian Type Two Way Left Tum Lane RT Channelized 0 Lanes 0 0 0 0 0 0 onfiguration LTR LR 0 Upstream Si nal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R olume 85 230 0 0 230 10 Peak -Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 92 249 0 0 249 Percent Heavy Vehicles 2 2 0 0 10 Percent Grade (%) 0 2 2 0 Flared Approach N N torage 0 0 RT Channelized 0 0 Lanes 1 1 0 0 1 onfiguration L T 0 TR eta Queue Length, and Level of Service pproach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR L T (vph) 10 92 249 TR TR 259 (m)(vph) 1597 584 800 lc 0.01 0.16 0.31 772 5%queue length 0 02 0.56 1.33 0.34 1.48 ontrol Delay 7.3 12.3 11.5 OS A 12.0 B pproach Delay _ B B pproach LOS _ _ 11.7 12.0 — B Rights Reserved HCS2000 Copyright ® 2003 University of Florida, All Rights Reserved Version 4.1d file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\u2k6.tmp Version 4. 12/17/200