HomeMy WebLinkAboutEagle and Franklin Roads Corridor Study - ACHDEAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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PREPARED BY SIX MILE ENGINEERING, PA
DECEMBER 14, 1999
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^ EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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^ TABLE OF CONTENTS
..
-Introduction .....................................................................................................
..1
'~ Purpose of the Study ....................................................................................... ..1
^
.............................................................................................
Study Objectives
..
,. II -Existing Conditions ....................................................................................... ..2
Existing Roadway Network .............................................................................. ..2
.-,
Existing Traffic Volumes ..................................................................................
..3
^ Analysis .....................................................................
...................................... ..5
^
Conclusions .....................................................................................................
.. 5
III -Analysis of Potential Collector Roads .......................................................... ..7
,~ Potential Collector Roads ................................................................................ ..7
...........................................................................................................
Analysis
..
..
Conclusions .....................................................................................................
.. 9
~ IV -Analysis of Eagle and Franklin Roads ......................................................... 10
, Anticipated Roadway Network ......................................................................... 10
..
Analysis Approach ...........................................................................................
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.......................................................................................
Eagle Road Analysis
1
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Franklin Road Analysis ....................................................................................
16
Conclusions ..................................................................................................... 19
.. V -Conclusions and Recommendations ............................................................ 20
................................................................................
Summary of Conclusions
,~. Recommendations .......................................................................................... 21
^
_, LIST O
F TABLES
Table 1. Existing Signalized Intersection Traffic Operations .............................. ..5
^ Table 2. Planning-Level Cost Estimates for Scenario A ..................................... 12
Table 3.
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Planning-Level Cost Estimates for Scenario B .....................................
13
Table 4. Planning-Level Cost Estimates for Scenario C .................................... 14
"1 Table 5. Planning-Level Cost Estimates for Scenario D .................................... 15
^ Table 6. Planning-Level Cost Estimates for Scenario E ..................................... 17
~., Table 7. Planning-Level Cost Estimates for Scenario F ..................................... 18
Table 8. Summary of Planning-Level Cost Estimates ........................................ 21
..
LIST OF FIGURES
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,~ Figure 1. Existing Roadway Network ..................................................................2
Figure 2. Northbound Traffic Queue on Eagle Road at Franklin Road ............... 2
^ Figure 3. Westbound Traffic Queue on Franklin Road at Eagle Road ............... 3
^~ Figure 4. Existing PM Peak Hour Traffic Volumes .............................................. 4
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^ DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Figure 5. Potential Collector Roads .................................................................... 7
Figure 6. Comparison of Projected ADT Volumes .............................................. 8
Figure 7. Anticipated Roadway Network ............................................................ 10
Figure 8. Eagle Road Lane Configuration Capacities ....................................... 11
Figure 9. Scenario A Lane Configuration .......................................................... 12
Figure 10. Scenario B Lane Configuration ........................................................ 13
Figure 11. Scenario C Lane Configuration ........................................................ 14
Figure 12. Scenario D Lane Configuration ........................................................ 15
Figure 16. Franklin Road Lane Configuration Capacities .................................. 16
Figure 14. Scenario E Lane Configuration ........................................................ 17
Figure 15. Scenario F Lane Configuration ......................................................... 18
PAGE II
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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-INTRODUCTION
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^~ PURPOSE OF THE STUDY
^
Eagle Road (State Highway 55) is a major north-south transportation corridor in
^ Ada County. It is the only route in the west Boise/east Meridian area that
provides access to I-84 and crosses the Boise River, resulting in a tremendous
.. increase in traffic volumes in recent years. According to a recent traffic study
_ contracted by the Ada County Highway District (ACRD), Eagle Road's average
daily traffic (ADT) has increased 15.67 percent annually from 1989 to 1997. In
August of 1999, ACRD counted nearly 45,000 vehicles per day (VPD) on Eagle
^ Road south of Franklin Road.
,.
The ACRD and the Idaho Transportation Department have identified Eagle Road
as a future access-restricted expressway. As part of the expressway concept,
^ several intersections on Eagle Road have been targeted as future grade-
,., separated urban interchanges, including the Franklin Road intersection.
Currently, the evening peak hour traffic volume exceeds the capacity of this
.. signalized intersection, resulting in significant travel delays for motorists. With
^ plans for several new developments in and near the study area, traffic volumes
,-. are expected to continue to increase.
~.
To assist with their planning and development review efforts on the Eagle and
^ Franklin Roads corridors, ACRD retained Six Mile Engineering to study the traffic
operations and provide recommendations for intersection and roadway
,,1 improvements.
^ STUDY OBJECTIVES
^
Objective 1: Recommend intersection and roadway improvements on Eagle
,~ and Franklin Roads that will accommodate the anticipated
increase in traffic volume until agrade-separated urban
interchange is warranted at the Eagle Road/Franklin Road
^ intersection.
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Objective 2: Determine if potential collector roads in the study area would
,.
benefit traffic operations at the intersection of Eagle and
'1 Franklin Roads.
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DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
II - EXISTING„ ~;~~~a~~~
EXISTING ROADWAY NETWORK
Figure 1 illustrates the
limits of the existing
roadway network for this
study.
Interstate 84 has three
lanes in each direction in
the study area, with a
posted speed limit of 65
MPH. It is the major
traffic route through the
Treasure Valley. The
Eagle Road interchange
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(IC) is one of only two
interstate access Figure 1. Existing Roadway Network
points between the
Wye IC and Nampa. The Meridian Road IC, located two miles west of Eagle
Road, is the other access point. East of Eagle Road, the nearest interstate
access (I-184) is provided at Franklin Road and Milwaukee Street, located
approximately 3.5 miles east of Eagle Road.
Eagle Road (SH-55) is functionally _ _ __ __ _ _ _ __
classified as a principal arterial in the
study area. It is a five-lane roadway
with an additional right-turn lane ~
northbound at St. Luke's Road and _ ~ ~ {
southbound at the I-84 westbound ~"~~ = °''+ ~
-` ~ : -
(WB) ramps. It has a posted speed _ _
_~
limit of 50 MPH from the intersection ~=_~ __~ ,..~.-=- ~-
of the I-84 WB ramps to Franklin ~ _ '~ ~~ =
Road. North of Franklin Road the ~~- / ' - >'~"`~~ '` ~-~=--
speed limit is 55 MPH. Figure 2. Northbound Traffic Queue on
Eagle Road at Franklin Road
PAGE 2
DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Franklin Road is functionally classified as
a principal arterial in the study area. It is
currently atwo-lane roadway that widens to
three lanes at the Eagle and Cloverdale
Road intersections. It has a posted speed
limit of 45 MPH east of Eagle Road and 35
MPH west of Eagle Road. Franklin Road
is a significant east-west route in the west
Boise/east Meridian area, providing direct
access from the Town Square Mall in Boise
to downtown Meridian. The current ADT
volume is approximately 15,000 VPD.
^ Figure 3. Westbound Traffic
,., Cloverdale Road is functionally classified Queue on Franklin Road at Eagle
as a minor arterial in the study area. It is Road
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currently atwo-lane roadway that widens to
^ three lanes at the Franklin intersection. It has a posted speed limit of 35 MPH.
,..
Locust Grove Road is functionally classified as a minor arterial in the study
,. area. It is currently atwo-lane roadway with a posted speed limit of 35 MPH. It
''' does not cross I-84 and its alignment is currently discontinuous at Franklin Road.
,,~ Nola Road is a connection between Franklin Road and Pine Street, located
approximately 660 feet east of Locust Grove Road. Nola Road is a two-lane
.~ roadway with a posted speed limit of 35 MPH.
~.
,1 St. Luke's Driveway is currently a private road on the side east of Eagle Road
that provides signalized ingress/egress to St. Luke's Meridian Medical Center.
,.
The future St. Luke's Street, which is under constructed during this study effort,
^ extends west of Eagle Road for approximately 300 feet and is planned to connect
-~ with Magic View Drive. Future construction of St. Luke's Street will occur with
,.,, development in the area.
The existing intersection lane configurations are illustrated in Table 1.
...
EXISTING TRAFFIC VOLUMES
..
Refer to Figure 4 on the following page for an illustration of the existing peak
'^ hour traffic volumes at intersections within the study area.
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DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
ANALYSIS
Table 1 summarizes the results of the signalized intersection traffic operations
analysis. The analysis assumed a peak hour factor of 0.95 and two-percent of
traffic consists of heavy vehicles. Saturation flow rates on Eagle Road were
observed to be approximately 1,900 vehicles per lane per hour of green time.
The signalized intersection analysis performed in this study has limitations with
respect to analyzing over-capacity intersections. The analysis does not model
the effect of vehicle queues at over-capacity intersections, which may spillback to
block upstream intersections. The impact of the vehicle spillback on the existing
intersections is discussed following Table 1.
Table 1. Existing Signalized Intersection Traffic Operations
Intersection Lane
Configuration Critical
V/C Ratio Stopped
DelayNehicle
LOS
seconds
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I-84 WB Ramps/Eagle Road ~ 0.81 11 B
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11 ~
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St. Luke's Driveway/Eagle Road ~ 0.68 6 B
f f ~`
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Eagle Road/Franklin Road ~ ~
~I~~ > 1.0 56 E
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Cloverdale Road/Franklin Road -~ ~
~~ 0.83 22 C
CONCLUSIONS
The Eagle/Franklin Road intersection is currently over-capacity. During the
peak hour, vehicle queues more than 1,000 feet long were observed on all four of
its approaches. The northbound vehicle queues are the greatest concern
because they were observed to spillback to the Eagle/St. Luke's Driveway
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DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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,,,, intersection, restricting the intersection's traffic flow. Therefore, the capacity and
level of service at the St. Luke's Driveway intersection listed in Table 1 are
'"' overstated. In reality, the St. Luke's Driveway functions as though it is over-
capacity at times due to vehicle spillback from the Franklin Road intersection.
When the St. Luke's Driveway intersection is affected by vehicle spillback from
Franklin Road, the vehicle queues from the St. Luke's intersection were observed
^ restricting the westbound right-turn movement at the I-84 WB Ramps
.. intersection.
..
The westbound right-turn at the I-84 WB Ramps intersection is a free
movement for traffic exiting I-84 and traveling northbound on Eagle Road. The
-- capacity of this movement was observed to be approximately 1,450 vehicles per
,~ lane per hour. With an hourly traffic volume of 1,326 counted in November of
1998, this movement is near capacity. However, when the spillback of
.. northbound traffic queues from the St. Luke's Driveway intersection restricts the
flow of this movement, vehicle queues on the I-84 westbound ramp were
.. observed to spillback to the interstate shoulder lane.
Interstate-84 traffic traveling at a posted speed of 65 MPH may not expect
^ vehicle queues on the shoulder lanes waiting to exit at Eagle Road. Because of
~• the high travel speeds of interstate traffic, which require greater reaction and
,,,, braking time, vehicle queues that spillback to the interstate shoulder lanes are a
safety concern.
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
III -ANALYSIS OF POTENTIAL COLLECTOR ROADS
Collector roads were suggested as a potential measure to reduce traffic at the
Eagle/Franklin Road intersection, thereby improving traffic operations. This
section of the report presents the analysis of the potential collector roads. If the
potential collector roads prove to benefit traffic operations, they will be
incorporated in the analysis of Eagle and Franklin Roads.
POTENTIAL COLLECTOR ROADS
Figure 5
illustrates the
anticipated
roadway network
in the study area
with the potential
collector road
locations. The
alignments shown
are conceptual
representations
used for traffic
modeling only
and should not be
considered as
proposed or
recommended
locations.
ANALYSIS
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Figure 5. Potential Collector Roads
To determine whether the potential collector roads provide a benefit to traffic
operations at the Eagle/Franklin Road intersection (Objective 2), the COMPASS
travel forecast model was used. COMPASS is the Community Planning
Association of Southwest Idaho, formerly known as the Ada Planning
Association. Their travel forecast model is the best tool available to analyze
travel demand on potential roadways. The model incorporates the planned
roadway improvements and the anticipated demographics for the entire county
for each of the two planning years analyzed, 2004 and 2020. COMPASS staff
modeled the study area with and without the potential collector roads, providing
projected traffic volumes on the roadways for each scenario.
PAGE 7
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Figure 6, illustrates the projected ADT volumes for traffic entering the intersection
of Eagle and Franklin Roads. A comparison of the projected traffic volumes was
made to determine the impact of the potential collector roads.
SOUTHBOUND ADT
COMPASS 2004 COMPASS 2020
23A00 (Ihd~O} 31,300 (W.C3)
23,400 {V1GC} 30,000 tVIGC)
FRANKLIN RQAD
0
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W
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WESTBOUND ADT
COMPASS 2004 CDMPASS 2020
9,000 {I+IGO} 19,500 }
8,200 {WiC} 18,600 ~}
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EASTBOUND ADT
COMPASS 200 COMPASS 2020
$,700 {V~} 19,900 IWiU}
8,500 {WiC) 21,800 IWiC}
(WiO} =WITHOUT COLLECTORS
(WiC} =WITH COLLECTORS
NORTHBOUND ADT
COMPASS 2004 COMPASS 2020
2a,oov (wbl 2e,9oo (v~c~l
23,600 (V~} 32,300 (Y+6CJ
Figure 6. Comparison of Projected ADT Volumes
Comparing the projected ADT volumes approaching the Eagle/Franklin Road
intersection, results in the following.
The potential collector roads are anticipated to have the following effects on year
2004 traffic operations, compared to the roadway network without collector
roads:
• Decreases traffic entering the Eagle/Franklin Road intersection by 1,200
VPD, or 1.8 percent, compared to the traffic volume anticipated without
collector roads. The 1,200 VPD converts to a decrease in traffic of 97
VPH in the peak hour (by using observed K-factors) entering the
intersection with the potential collector roads.
• Requires identical intersection lane configurations at Eagle/Franklin Road
with or without the potential collector roads to achieve a maximum critical
volume-capacity ratio of 0.99.
PAGE 8
DECEMBER 14, 1999
EAGLE AND FRANKLIN LOADS CORRIDOR STUDY
The potential collector roads are anticipated to have the following effects on year
2020 traffic operations, compared to the roadway network without collector
roads:
• Increases traffic entering the Eagle/Franklin Road intersection by 3,100
VPD, or 3.1 percent, compared to the traffic volume anticipated without
collector roads. The 3,100 VPD converts to an increase in traffic of 240
VPH in the peak hour (by using observed K-factors) entering the
intersection with the potential collector roads.
• Remains over-capacity, with or without the potential collector roads, at the
Eagle/Franklin Road intersection assuming Lane Configuration Scenario
D, illustrated on page 15.
CONCLUSIONS
The potential collector roads do not significantly benefit traffic operations at the
Eagle/Franklin Road intersection. Therefore, they are not incorporated in the
Eagle and Franklin Roads analysis, which is discussed in the following section.
PAGE 9
DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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-- IV -ANALYSIS OF EAGLE AND FRANKLIN ROADS
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,,~ ANTICIPATED ROADWAY NETWORK
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Figure 5 illustrates the
roadway network that
is anticipated for the ~
study area. The first ® ~
phase of St. Luke's ~'~L~N ~~
Street, on the west
side of Eagle Road, is
currently under `~' sT.LUI~'S STREET
construction. It is & ® o ~
being constructed as ~ '-~
a three-lane approach °
at Eagle Road with
plans to ultimately
construct afive-lane
approach. Two Figure 7. Anticipated Roadway Network
additional signalized
intersections are anticipated on Franklin Road at one-third-mile spacing between
Eagle and Cloverdale Roads. Locust Grove Road is anticipated to cross I-84
and extend north connecting with the existing Locust Grove Road located at Pine
Street. Nola Road will become a local street.
,,1 ANALYSIS APPROACH
'1 To recommend intersection and roadway improvements to accommodate future
traffic volumes on Eagle and Franklin Roads (Objective 1 of this study), the
,., following approach was used:
1. Assume several different ADT volume combinations to analyze on Eagle,
~^ Franklin, Locust Grove and Cloverdale Roads and St. Luke's Street. For
,-, example, one combination analyzed was 70,000 VPD on Eagle, 30,000
VPD on Franklin, 15,000 VPD on Cloverdale and Locust Grove and
..
25,000 on St. Luke's Street (based on projected development). The
"' selected volumes start slightly greater than existing and increase to
.. volumes that warrant an urban IC at the Eagle/Franklin Road intersection.
~.
2. Convert roadway ADT volumes to intersection peak hour volumes using
,. observed K-factors. Develop peak hour turning movements using the
PAGE 10
DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
existing turning movement percentages, modified as necessary to
anticipate future travel patterns.
3. Analyze the signalized intersections to determine the lane configuration
required to accommodate the assumed traffic volumes. The criterion used
to measure the effectiveness of each intersection configuration is the
maximum critical volume-capacity ratio of 0.99. No critical lane
movements were allowed to exceed capacity in order to minimize
problems from vehicle spillback.
EAGLE ROAD ANALYSIS
Figure 8 summarizes the results of the Eagle Road analysis and illustrates the
capacity traffic volumes for Scenarios A, B, C and D. The capacity traffic
volumes for each scenario are sensitive to the assumed intersection turning
movement volumes and should be treated as planning tool, not a design tool.
Urban IC refers to agrade-separated urban interchange, which is required at the
Eagle/Franklin Road intersection when volumes exceed the Scenario D capacity.
An exhibit illustrating the lane configuration for an urban interchange is not
included this study, but was prepared for a previous ACHD study on Eagle Road.
The lane
configuration
scenarios are
illustrated and
discussed on
the following
pages. The
planning level
cost estimates
for Scenarios A
to D (based on
ACHD historic
costs) include
improvements
on Franklin
Road for the
Eagle/Franklin
Road
intersection.
COMPASS Y EAR 2Q20
PROJECTED VOLUMES
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Figure 8. Eagle Road Lane Configuration Capacities
PAGE 11
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Scenario A consists of
widening the existing roadway
to add:
• right-turn lanes on all
four of the Eagle/Franklin
Road intersection
approaches.
Table 2. Planning-Level Cost
Estimates for Scenario A
Estimated
Cost
Construction $l).2M
(widen from existing)
Right of Way $0
(widen from existing)
TOTAL $0.2M
(widen from existing)
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PAGE 12
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Scenario B consists of
widening the lane configuration
of Scenario A and adds:
• an additional westbound
right-turn lane and a
southbound right-turn
lane at the I-84 WB
Ramps intersection,
• an additional left-turn
lane on St. Luke's Street
approaches, and
• an additional northbound
and southbound through
lane on Eagle Road
from the I-84 WB Ramps
intersection to 500 feet
north of Franklin Road
for the southbound lane
and to Pine Street for the
northbound lane.
Table 3. Planning-Level Cost
Estimates for Scenario B
Estimated
Cost
Construction $2,OM
(widen from existing)
Right of Way $0.10M
(widen from existing)
TOTAL $2.1 M
(widen from existing)
Construction $1.9M
(widen from A)
Right of Way $0.10M
(widen from A)
TOTAL $2,OM
(widen from A)
PAGE 13
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Scenario C consists of
widening the lane configuration
of Scenario B and adds:
• a left-turn lane to all four
approaches at the
Franklin Road
intersection and
• an additional through
lane in each direction on
the Franklin Road
approaches.
Table 4. Planning-Level Cost
Estimates for Scenario C
Estimated
Cost
Construction $2.5M
(widen from existing)
Right of Way $0.12M
(widen from existing)
TOTAL $2 7M
(widen from existing)
Construction $0.9M
(widen from B)
Right of Way $0.02M
(widen from B)
TOTAL $0.9M
(widen from B)
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PAGE 14
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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Scenario D consists of
widening the lane configuration
of Scenario C and adds:
• aright-turn lane on the
Franklin Road
approaches and
• a left-turn lane on the
Eagle Road approaches
at the St. Luke's
intersection.
Table 5. Planning-Level Cost
Estimates for Scenario D
Estimated
Cost
Construction $2,6M
(widen from existing)
Right of Way $0.15M
(widen from existing)
TOTAL $2 8M
(widen from existing)
Construction $0.4M
(widen from C)
Right of Way $0.03M
(widen from C)
TOTAL $0.4M
(widen from C)
Figure 12. Scenario D Lane Configuration
PAGE 15
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
FRANKLIN ROAD ANALYSIS
For the Franklin Road analysis, Cloverdale and Locust Grove Roads were
assumed to have the same traffic volumes and traffic turning-movement
percentages. These assumptions were made because the existing traffic counts
do not reflect the future roadway alignment improvements on Locust Grove
Road, including a connection north to Pine Street from Franklin Road and a
crossing of I-84.
Figure 13 summarizes the results of the Franklin Road analysis and lists capacity
traffic volumes for Scenarios E and F. The capacity traffic volumes for each
scenario are sensitive to the assumed intersection turning movement volumes
and should be treated as planning tool, not a design tool. Traffic volumes
beyond the Scenario F capacity require, as a minimum, that Cloverdale and/or
Locust Grove Roads have at least five lanes.
The lane configuration scenarios are illustrated and discussed on the following
pages. The planning level cost estimates for Scenarios E and F (based on
ACRD historic costs) do not include improvements on Franklin Road for the
Eagle/Franklin Road intersection.
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PROJE D VOLUMES AT
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SCENARIO F
SCENARIO E~/ CAPACITY
CAPACITY
EXISTING.
CAPACnY
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FRANKLIN ROAD ADT
Figure 13. Franklin Road Lane Configuration Capacities
PAGE 16
DECEMBER 14, 1999
EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Table 6. Planning-Level Cost
Estimates for Scenario E
Scenario E consists of widening the existing
roadway to add:
• a three-lane roadway from Locust Grove
Road to the intersection located one-
third-mile east of Eagle Road.
Turn bays and traffic signals for the two
intersections located at one-third-mile spacing
between Ea le and Cloverdale Roads are
Estimated
Cost
Construction $0.6M
(widen from existing)
Right of Way $~
(widen from existing)
TOTAL $0.6M
(widen from existing)
9
anticipated to be constructed by developers. Therefore, those costs are not
included in the planning level cost estimates. Improvements costs for the
Eagle/Franklin Road intersection are included in Scenarios A through D.
The two-lane roadway is recommended only if approaches are restricted. All
approaches allowed in the section of Franklin Road should have turn bays.
PAGE 17
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
Scenario F is the total reconstruction of
Franklin Road to five lanes, with right-turn bays
eastbound and westbound at the Cloverdale
and Locust Grove Roads intersections.
In developing planning-level cost estimates, the
proposed roadway was assumed to bean urban
section with curb, gutter and sidewalk.
Table 7. Planning-Level Cost
Estimates for Scenario F
Estimated
Cost
Construction $4
5M
(total reconstruction) ,
Right of Way $0
77M
(total reconstruction) .
TOTAL $5.2M
(total reconstruction)
PAGE 18
DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
^
~.
~• CONCLUSIONS
..
One of the key traffic movements on Eagle Road is the I-84 westbound ramp
free right-turn movement to northbound Eagle. As discussed previously, the
^ observed capacity is approximately 1,450 vehicles per lane per hour. The
^ movement was near capacity in November of 1998 and is estimated to be over-
capacity when the Eagle Road ADT exceeds approximately 50,000 ADT.
..
^ To increase capacity for the I-84 westbound ramp free right-turn movement, an
,.., additional lane is required as illustrated by Lane Configuration Scenarios B, C
and D. To maximize lane usage, the existing and additional northbound
.~
receiving lanes should be extended to the Franklin Road intersection, which
^ would provide a weaving distance of approximately one-half mile for vehicles
--- continuing northbound on Eagle Road. At the Franklin Road intersection, the
additional receiving lane would be a trap right-turn lane, and three lanes would
be extended through the intersection northbound. The three lanes should be
'1 extended to at least the future Pine Street intersection to maximize lane usage.
..
,,~ The additional lane northbound on Eagle Road from the I-84 WB Ramps
intersection to the St. Luke's Street intersection was conceptually analyzed to
^ determine its effect on the weaving operations for vehicles traveling northbound
^ at the I-84 WB Ramp intersection and desiring to turn right at the St. Luke's
,~ intersection. This traffic currently must weave one lane to the right to make the
right-turn maneuver, and would be required to weave two lanes to the right for
^ the Lane Configurations Scenarios B, C or D. Using Highway Capacity Manual
analysis procedures and assuming identical traffic volumes, the additional lane
•. was found to improve the weaving operations by creating more gaps in the I-84
westbound ramp right-turn movement traffic stream.
..
''' When the ADT volume on Eagle Road reaches 50,000 VPD and Franklin Road
.. traffic exceeds 15,000 VPD, three northbound and southbound through lanes are
^ required on Eagle Road.
.~ When its ADT volume reaches approximately 24,000 VPD, five lanes are
^ required on Franklin Road to provide capacity at the Eagle, Cloverdale and the
,.. future-signalized Locust Grove Road intersections.
..
,.
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
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V -CONCLUSIONS AND RECOMMENDATIONS
..
^ SUMMARY OF CONCLUSIONS
,.
^ The Eagle/Franklin Road intersection is currently over-capacity. Vehicle
queues more than 1,000 feet in length were observed on the four
^ intersection approaches. Northbound Eagle Road traffic queues were
^ observed extending south on Eagle Road to the interchange, restricting
~, traffic operations at the St. Luke's Driveway and I-84 WB Ramps
intersections.
..
^ The I-84 WB Ramps right-turn movement for northbound Eagle Road
^ traffic is nearly at capacity. When this movement is restricted by
northbound Eagle Road traffic, vehicle queues were observed extending
.. on the I-84 WB exit ramp to the interstate shoulder lane. The movement
'~ is expected to reach capacity when Eagle Road traffic approaches
--~ approximately 50,000 VPD. This will result in longer and more frequent
„ vehicle queues than currently occur. The long ramp queues are a safety
concern as well as a traffic operations issue.
.~
• When the I-84 WB Ramp right-turn movement reaches capacity another
.. lane must be added to the free right-turn movement to provide additional
~. capacity. An additional northbound lane should be added on Eagle Road
as a receiving lane for the I-84 WB Ramp right-turn movement to
maximize lane usage. (Lane Configuration Scenarios B, C and D illustrate
-- the recommend improvements.)
..
^
• When the ADT volume on Eagle Road reaches 50,000 VPD and Franklin
Road traffic exceeds 15,000 VPD, three northbound and southbound
^ through lanes are required on Eagle Road. (Lane Configuration Scenarios
,~ B, C and D illustrate the recommend improvements.)
..
• When its ADT volume reaches approximately 24,000 VPD, five lanes are
" required on Franklin Road to provide capacity at the Eagle, Cloverdale
-~ and the future-signalized Locust Grove Road intersections. (Lane
,~ Configuration Scenario F illustrates the recommended improvements.)
^ The potential collector roads are not anticipated to provide a significant
^ benefit to traffic operations at the Eagle/Franklin Road intersection.
..
PAGE 20
DECEMBER 14, 1999
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EAGLE AND FRANKLIN ROADS CORRIDOR STUDY
^
.~
,-. RECOMMENDATIONS
..
1. Construct the improvements illustrated by Lane Configuration Scenario A
'~"' as soon as possible. This is an interim measure to provide additional
^ capacity at the Eagle/Franklin Road intersection until Scenarios D and F
are constructed.
.. 2. Program the improvements illustrated by Lane Configuration Scenarios D
^ and F for construction as soon as design and right-of--way acquisition
.. allow. Scenario B is required when traffic on Eagle Road increases by
,. 5,000 VPD, or 11 percent. Scenario C and F are required with an
increase of 9,000 VPD on Franklin Road. This may occur within the next
five to seven years based on COMPASS projections of a 28,000 VPD
-- increase on Franklin Road by the year 2020. Scenario D is recommended
,1 instead of C because it provides a longer design life for little additional
cost.
..
^ 3. Monitor traffic volumes, both peak hour and ADT, on Eagle, Franklin,
,~ Locust Grove and Cloverdale Roads at least annually. Evaluate the traffic
volumes using Figure 8 on page 11, "Eagle Road Lane Configuration
'"~ Capacities," to determine when programming should begin for an urban
interchange at the Eagle/Franklin Road intersection.
..
Table 8. Summary of Planninn_I ovol ~_nc+ GQ•:..,~~ee
^
^
..
-.
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...
.~.
~.
~.
Lane Configuration Construction Right of Way Total Estimated
Cost Cost Cost
Scenario A
(widen from existinal $0 2M $0 $0.2M
Scenario B
(widen from existin $2.OM
$0.10M
$2.1M
Scenario B
(widen from Scenario A) $1.9M $0.10M $2.OM
Scenario C
(widen from existin $2.5M $0.12M $2.7M
Scenario C
(widen from Scenario B) $0.9M $0.02M $0.9M
Scenario D
(widen from existin) $2.6M $0.15M $2.8M
Scenario D
(widen from Scenario C) $0.4M $0.03M $0.4M
Scenario E
widen from existin ) $0.6M $0 $0.6M
Scenario F
(total reconstruction) $4.5M
$0.77M
$5.2M
.~.
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,~ DECEMBER 14, 1999
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