APPENDIX E. Traffic Analysis Report

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1 APPENDIX E Traffic Analysis Report

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3 EAGLE RIVER TRAFFIC MITIGATION PHASE I OLD GLENN HIGHWAY/EAGLE RIVER ROAD INTERSECTION IMPROVEMENTS TRAFFIC ANALYSIS Eagle River, Alaska March 2017

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7 Intersection Improvements Traffic Analysis MOA No TABLE OF CONTENTS Page EXECUTIVE SUMMARY... I 1.0 INTRODUCTION Objectives Study Area Study Intersections Eagle Financial Center Roadway Network Multi-Use Pathway METHODOLOGY Signalized Intersection Performance Stop-Controlled Intersection Performance Queue Lengths EXISTING CONDITIONS Roadways Traffic Volumes Existing Operations ALTERNATIVES ANALYSES ALTERNATIVE 1: NO-BUILD Alternative 1, Three-Leg Configuration Traffic Volumes Operations Analysis Alternative 1, Four-Leg Configuration Traffic Volumes Operations Analysis ALTERNATIVE 2: EXTENSION DSR RECOMMENDATIONS Alternative 2, Three-Leg Configuration Traffic Volumes Operations Analysis Alternative 2, Four-Leg Configuration Traffic Volumes Operations Analysis Eagle Financial Center Access Impacts ALTERNATIVE 3: REVISED CONCEPTS Alternative 3, Three-Leg Configuration Traffic Volumes Operations Analysis Alternative 3, Four-Leg Configuration...43 Page i

8 Intersection Improvements Traffic Analysis MOA No TABLE OF CONTENTS, CONTINUED Page Traffic Volumes Operation Analysis CONCLUSIONS AND RECOMMENDATIONS Preferred Alternative Queue Lengths Multi-Use Pathway Implications Outstanding Items...52 FIGURES Figure 1: Project Vicinity and Study Area...2 Figure 2: Existing 2016 A.M. Peak Hour Traffic Volumes...8 Figure 3: Existing 2016 P.M. Peak Hour Traffic Volumes...9 Figure 4: Growth Rates...13 Figure 5: Alternative 1, Three-Leg 2035 A.M. Peak Hour Traffic Volumes...14 Figure 6: Alternative 1, Three-Leg 2035 P.M. Peak Hour Traffic Volumes...15 Figure 7: New Roadway Connection...17 Figure 8: Alternative 1, Four-Leg Configuration...18 Figure 9: Fourth Leg Traffic Reroute...19 Figure 10: Alternative 1, Four-Leg 2035 A.M. Peak Hour Traffic Volumes...20 Figure 11: Alternative 1, Four-Leg 2035 P.M. Peak Hour Traffic Volumes...21 Figure 12: Alternative 2, Three-Leg Configuration...25 Figure 13: Alternative 2, Three-Leg 2035 A.M. Peak Hour Traffic Volumes...27 Figure 14: Alternative 2, Three-Leg 2035 P.M. Peak Hour Traffic Volumes...28 Figure 15: Alternative 2, Four-Leg Configuration...31 Figure 16: Alternative 2, Four-Leg 2035 A.M. Peak Hour Traffic Volumes...33 Figure 17: Alternative 2, Four-Leg 2035 P.M. Peak Hour Traffic Volumes...34 Figure 18: Alternative 3, Three-Leg Configuration...38 Figure 19: Alternative 3, Three-Leg 2035 A.M. Peak Hour Traffic Volumes...40 Figure 20: Alternative 3, Three-Leg 2035 P.M. Peak Hour Traffic Volumes...41 Figure 21: Alternative 3, Four-Lane Configuration...44 Figure 22: Alternative 3, Four-Leg 2035 A.M. Peak Hour Traffic Volumes...46 Figure 23: Alternative 3, Four-Leg 2035 P.M. Peak Hour Traffic Volumes...47 Page ii

9 Intersection Improvements Traffic Analysis MOA No TABLE OF CONTENTS, CONTINUED Page TABLES Table 1: LOS Criteria for Signalized Intersections...5 Table 2: LOS Criteria for Stop-Controlled Intersections...5 Table 3: Existing Traffic Data Collection...7 Table 4: Intersection Delay and LOS for 2016 A.M. and P.M. Peak Hour...10 Table 5: Intersection Delay and LOS for Alternative 1 Three-Leg 2035 A.M. and P.M. Peak Hour...16 Table 6: Intersection Delay and LOS for Alternative 1 Four-Leg 2035 A.M. and P.M. Peak Hour...22 Table 7: Intersection Delay and LOS for Alternative 2 Three-Leg 2035 A.M. and P.M. Peak Hour...29 Table 8: Intersection Delay and LOS for Alternative 2 Four-Leg 2035 A.M. and P.M. Peak Hour...35 Table 9: Intersection Delay and LOS for Alternative 3 Three-Leg 2035 A.M. and P.M. Peak Hour...42 Table 10: Intersection Delay and LOS for Alternative 3 Four-Leg 2035 A.M. and P.M. Peak Hour...48 Table 11: Queue Lengths for Alternative 3 Three-Leg 2035 A.M. and P.M. Peak Hour...50 Table 12: Queue Lengths for Alternative 3 Four-Leg 2035 A.M. and P.M. Peak Hour...51 APPENDICES Appendix A... Traffic Analysis Work Plan Appendix B... Traffic Counts Appendix C... Synchro and SimTraffic Reports Page iii

10 Intersection Improvements Traffic Analysis MOA No LIST OF ACRONYMS AADT... annual average daily traffic A.M.... morning AMATS... Anchorage Metropolitan Area Transportation Solutions DOT&PF... State of Alaska Department of Transportation and Public Facilities DSR... Design Study Report EB... eastbound EFC... Eagle Financial Center Extension DSR... the extension of Eagle River Road to Business Boulevard DSR HCM... Highway Capacity Manual LOS... level of service MOA... Municipality of Anchorage NB... northbound P.M.... evening RIRO... right-in/right-out ROW... right-of-way SB... southbound TWLTL... two-way left-turn lane UAA... University of Alaska Anchorage WB... westbound Page iv

11 Intersection Improvements Traffic Analysis MOA No EXECUTIVE SUMMARY This report documents the traffic operations analysis for the Eagle River Traffic Mitigation Phase I project. This project prepares for intersection improvements at the Old Glenn Highway and Eagle River Road intersection with the intent of improving existing operations in preparation for a potential new north approach leg that would connect to Business Boulevard, pending available future funding. This report includes an operations analysis for the existing condition, future nobuild condition, an alternative consistent with the Draft Design Study Report (February 2015) for the proposed extension to Business Boulevard, and a new revised concept introduced in this study. Findings of traffic analyses for various alternatives are shown in Table ES-1 for the Old Glenn Highway and Eagle River Road intersection. This intersection will experience an unacceptable increase in delay during the morning peak hour for the four-leg configuration if no improvements to the existing intersection are constructed. The intersection design presented in the Draft Design Study Report (February 2015) and the Revised Concept alternative presented herein will both maintain acceptable delays during all peak periods through The Revised Concept alternative will also address other important traffic movements such as accessibility to the Eagle Financial Center located southwest of the intersection. Table ES-1: Delay and LOS at Old Glenn Highway and Eagle River Road Intersection Section Scenario A.M. Peak Hour P.M. Peak Hour Delay LOS Delay LOS 3.0 Existing C 21.2 C No-Build (2035) 4.1 No-Build 2035 Three-Leg 44.4 D 26.3 C 4.2 No-Build 2035 Four-Leg 65.8 E 33.1 C Extension DSR Recommendations (2035) 5.1 Extension DSR 2035 Three-Leg 20.0 C 14.0 B 5.2 Extension DSR 2035 Four-Leg 44.7 D 33.0 C Revised Concepts (2035) 6.1 Revised 2035 Three-Leg 13.2 B 21.9 C 6.2 Revised 2035 Four-Leg 38.0 D 35.0 C Note: Highlighted cell falls below the minimum acceptable LOS D for design year. Page I

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13 Intersection Improvements Traffic Analysis MOA No INTRODUCTION 1.1 Objectives This report documents traffic analysis for the project, a Municipality of Anchorage (MOA) project to improve traffic operations at the Old Glenn Highway and Eagle River Road intersection in Eagle River, Alaska. This report also includes analysis of nearby intersections on the Old Glenn Highway and Eagle River Road. The goal of this project is to improve intersection operations based on projected traffic volumes through the 2035 design year. This report includes analysis for existing conditions (2016), future no-build conditions (2035), an alternative consistent with the Draft Design Study Report (DSR) prepared in February of 2015 for the extension of Eagle River Road to Business Boulevard (referred to in this report as the Extension DSR), and a new revised concept introduced in this study. This study covers the intersections that were not covered in the Traffic and Safety Analysis portion of the Extension DSR. 1.2 Study Area The project vicinity and the traffic analysis study area are shown in Figure 1. While the focus of the study is on the Old Glenn Highway and Eagle River Road intersection, the study also considers impacts to nearby intersections, roadways, multi-use paths, and access to Eagle Financial Center (EFC) located on the southwest corner of the Old Glenn Highway and Eagle River Road intersection. Accessibility to the EFC was identified as a critical item to address that was not included in the Extension DSR Study Intersections The following intersections are analyzed in this report: 1. Old Glenn Highway and Cross Drive/Glenn Highway northbound (NB) Off-ramp/Onramp 2. Old Glenn Highway and Eagle River Road 3. Old Glenn Highway and Brooks Loop/Monte Road 4. Eagle River Road and EFC North Driveway Page 1

14 Intersection Improvements Traffic Analysis MOA No Eagle River Road and EFC Mid Driveway 6. Eagle River Road and EFC South Driveway 7. Eagle River Road and Fire House Lane Figure 1: Project Vicinity and Study Area Page 2

15 Intersection Improvements Traffic Analysis MOA No These intersections serve as main access points to nearby developments in the corridor. The Old Glenn Highway and Eagle River Road intersection is the only signalized intersection within the project area. At the other intersections, the minor street approaches are stop sign-controlled Eagle Financial Center This two-story office building is located on the southwest corner of the Old Glenn Highway and Eagle River Road intersection. This building contains professional and medical offices, Key Bank, and the Chugiak-Eagle River Campus of University of Alaska Anchorage (UAA) Roadway Network Old Glenn Highway between Glenn Highway NB Ramp and Business Boulevard is primarily a four-lane roadway serving residential and commercial land uses. Eagle River Road between Old Glenn Highway and Fire House Lane has one NB lane and two southbound (SB) lanes. The second lane on the SB direction terminates prior to the Fire House Lane intersection. Eagle River Road serves the traffic for the EFC building and residential land uses. Old Glenn Highway and Eagle River Road are within the State of Alaska Department of Transportation and Public Facilities (DOT&PF) right-of-way (ROW) Multi-Use Pathway A separated multi-use pathway runs through the project area. To the south, it parallels the east side of Glenn Highway. As it nears the Old Glenn Highway interchange, the multi-use pathway veers away from the highway and parallels VFW Road, and continues along the west side of Eagle River Road. A wide sidewalk is provided along the north side of the Old Glenn Highway, and a shared bicycle lane is provided on Brooks Loop. The pathway then resumes from the northwest corner of Brooks Loop and ties back along the Glenn Highway. At-grade crossings are provided at the south and east legs of the Old Glenn Highway and Eagle River Road intersection. A pathway also runs along the east side of Eagle River Road, and continues along the south side of Old Glenn Highway as a wide sidewalk. Page 3

16 Intersection Improvements Traffic Analysis MOA No METHODOLOGY Synchro 9 and SimTraffic 9 are the traffic analysis and simulation programs used for this analysis. These programs assist in calculating intersection operations and queuing. 2.1 Signalized Intersection Performance Procedures outlined in Chapter 18 of the Highway Capacity Manual (HCM) 2010 were used to analyze intersection performance at signalized intersections. HCM 2000 was also used for some cases that are not supported by HCM 2010, such as a three-leg intersection with a dedicated pedestrian phase. Operational effectiveness of an intersection is generally described in terms of level of service (LOS). LOS describes the quality of traffic operations and is graded from A to F; with LOS A representing free-flow conditions and LOS F representing heavily congested conditions. MOA s Design Criteria Manual states that the LOS in the design year shall be LOS D or better, and the LOS provided in the year halfway between project completion and the design year shall be LOS C or better. DOT&PF refers to A Policy on Geometric Design of Highways and Streets, also known as the Green Book, for LOS guidelines. The 2011 edition of the Green Book suggests LOS C or D for the urban and suburban arterials; however, minimum thresholds are left to the judgment of the local jurisdiction. For the purposes of this analysis, the minimum acceptable LOS for existing year peak periods will be C, and for future year peak periods will be D. Table 1 provides details on LOS criteria for signalized intersections, including delay ranges and general descriptions of the traffic flow characteristics. Page 4

17 Intersection Improvements Traffic Analysis MOA No LOS Table 1: LOS Criteria for Signalized Intersections Control Delay (sec/veh) A 10 Free Flow B >10-20 Stable Flow (slight delays) C >20-35 Stable Flow (acceptable delays) D >35-55 General Description Approaching unstable flow (tolerable delay, occasionally wait through more than one signal cycle before proceeding) E >55-80 Unstable flow (intolerable delay) F >80 Forced flow (jammed) Source: HCM 2010, Exhibit 18-4 LOS Criteria for Signalized Intersections 2.2 Stop-Controlled Intersection Performance Procedures outlined in Chapter 19 of HCM 2010 were used to analyze intersection performance at unsignalized intersections. While LOS for signalized intersections is primarily based on the average delay per vehicle traveling through the intersection (control delay), LOS for unsignalized intersections is based primarily on the stop-controlled approach with the longest delay. Similar to signalized intersections, MOA requires LOS D or better in the design year, and DOT&PF requires LOS C or D. Table 2 provides details on LOS criteria for stop-controlled intersections, including delay ranges and general descriptions of the traffic flow characteristics. LOS thresholds similar to those established for signalized intersections are used in this analysis. Table 2: LOS Criteria for Stop-Controlled Intersections Level of Service Worst Approach Delay (sec/veh) General Description A 10 Free Flow B >10-15 Stable Flow (slight delays) C >15-25 Stable Flow (acceptable delays) D >25-35 Approaching unstable flow (tolerable delay) E >35-50 Unstable flow (intolerable delay) F >50 Forced flow (jammed) Source: HCM 2010, Exhibit 19-1 LOS Criteria for Unsignalized Intersections Page 5

18 Intersection Improvements Traffic Analysis MOA No Queue Lengths Queue lengths were estimated using SimTraffic 9 simulation modeling software (average of five simulation runs) and are reported as the 95th percentile queue, which is the queue length that has only a five percent probability of being exceeded during the analysis time period. The 95th percentile queue is typically the basis for designing turn pockets. 3.0 EXISTING CONDITIONS 3.1 Roadways MOA Official Streets and Highways Plan classifies both Old Glenn Highway and Eagle River Road as arterials. DOT&PF classifies both the Old Glenn Highway and Eagle River Road as minor arterials. The Old Glenn Highway is primarily a four-lane roadway with left-turn lanes provided at the Eagle River Road, Brooks Loop, and the NB Glenn Highway intersections. The Brooks Loop approach is signed and stop-controlled but is not located within an official ROW. Eagle River Road is a two-lane roadway, with a second SB lane provided between the Old Glenn Highway and Fire House Lane. A NB left-turn bay is provided at the Old Glenn Highway intersection. 3.2 Traffic Volumes Existing traffic volumes were collected in the study area in March 2016 during mid-week while classes were in session at the UAA Chugiak-Eagle River Campus located within EFC building. These traffic counts included the peak hour intersection turning movement volumes and the 24-hour directional volumes. Directional volumes were collected using either tube counter or radar counter. Table 3 shows the locations and times for the 2016 traffic data collection. A seasonal adjustment factor of was applied to the turning movement volumes based on the DOT&PF permanent traffic recorder data from the Eagle River Road and Caribou Street intersection, approximately one mile south of the project area. Figure 2 and Figure 3 show the 2016 morning (A.M.) and evening (P.M.) peak hour turning movement volumes at the study intersections and the Average Daily Traffic for each study segment. Page 6

19 Intersection Improvements Traffic Analysis MOA No Table 3: Existing Traffic Data Collection Intersection Location 1) Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/On-ramp Turning Movement Volume A.M. 3-hr Midday 2-hr 2) Old Glenn Highway and Eagle River Road X X X 3) Old Glenn Highway and Brooks Loop/Monte Road X X 4) Eagle River Road and EFC North Driveway X X X 5) Eagle River Road and EFC Mid Driveway X X X 6) Eagle River Road and EFC South Driveway X X X 7) Eagle River Road and Fire House Lane X X Roadway Brooks Loop (west of Old Glenn Highway) Fire House Lane (east of Eagle River Road) Source: DOWL, 2016 X P.M. 3-hr X Directional Volume Tube 24-hr Radar 24-hr X X Page 7

20 Intersection Improvements Traffic Analysis MOA No Figure 2: Existing 2016 A.M. Peak Hour Traffic Volumes Page 8

21 Intersection Improvements Traffic Analysis MOA No Figure 3: Existing 2016 P.M. Peak Hour Traffic Volumes Page 9

22 Intersection Improvements Traffic Analysis MOA No Existing Operations Existing intersection operations were evaluated to provide a baseline for comparison. This baseline helps determine how the capacity and operation are impacted by the design alternatives and the expected traffic growth through the 2035 design year. Table 4 shows the delay and LOS at the study intersections during the 2016 A.M. and P.M. peak hours. Note that the Old Glenn Highway and Eagle River Road intersection is signalized and its capacity is reported based on the intersection control delay. All other intersections are stop-controlled and their capacities are reported based on the worst approach delay Table 4: Intersection Delay and LOS for 2016 A.M. and P.M. Peak Hour Intersection Old Glenn Highway and Cross Drive/Glenn Highway NB Offramp/On-ramp Old Glenn Highway and Eagle River Road Old Glenn Highway and Brooks Loop/Monte Road Eagle River Road and EFC North Driveway Eagle River Road and EFC Mid Driveway Eagle River Road and EFC South Driveway Eagle River Road and Fire House Lane A.M. Peak Hour Worst Delay LOS Approach Note: Highlighted cells fall below the minimum acceptable LOS C. * LOS for signalized intersection is reported based on the intersection control delay. eastbound (EB), westbound (WB) P.M. Peak Hour Worst Delay LOS Approach NB 84.2 F NB 29.5 D * 23.4 C * 21.2 C WB 20.1 C WB >300 F EB 8.9 A EB 20.7 C EB 15.6 C EB 18.8 C EB 15.0 C EB 16.7 C WB 13.7 B WB 16.2 C The Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/On-ramp intersection falls below the minimum acceptable level during existing 2016 A.M. and P.M. peak hours. The Old Glenn Highway and Brooks Loop/Monte Road intersection falls below the minimum acceptable level during existing 2016 P.M. peak hour. Detailed Synchro and SimTraffic reports are included in Appendix C. Page 10

23 Intersection Improvements Traffic Analysis MOA No ALTERNATIVES ANALYSES Three alternatives were analyzed for the 2035 future year. Alternative 1, identified as the No- Build alternative, was analyzed assuming no improvements in the study area. Alternative 2, which consists of improvements recommended in the Extension DSR, was analyzed to determine how well these improvements will accommodate the future 2035 traffic conditions. Alternative 3, named Revised Concepts, was developed to identify improvements that still provide acceptable operation at the Old Glenn Highway and Eagle River Road intersection but also mitigate access impacts to the EFC site and improve operations for all of the subject intersections. For each alternative, two different scenarios were analyzed. The first scenario assumed the current three-leg configuration at the Old Glenn Highway and Eagle River Road intersection, and the second scenario assumed the addition of a fourth leg at this intersection, which is a part of the original project s primary design objective to provide a connection from the Old Glenn Highway and Eagle River Road intersection to Business Boulevard. Analyses of the three-leg scenarios are intended to determine how each alternative prepares this intersection for the anticipated fourth leg connection. 5.0 ALTERNATIVE 1: NO-BUILD Section 5.1 discusses the three-leg scenario, and Section 5.2 discusses the four-leg scenario. As this alternative is for a no-build condition, a minimal lane configuration is assigned to the fourth leg; however, some shared turn movements on other approaches are needed so vehicles can turn onto the new fourth leg. No other capacity improvements are included on this alternative. 5.1 Alternative 1, Three-Leg Configuration Traffic Volumes The 2016 existing year traffic volumes were projected to 2035 future year volumes by using annual compound growth rates. The Extension DSR had used the Annual Average Daily Traffic (AADT) for 2007 and 2035 shown in the Anchorage Metropolitan Area Transportation Solutions (AMATS) regional travel demand model to determine the growth rate. To incorporate more recent, real-life data, this study used the 2013 AADT from DOT&PF s Annual Traffic Volume Report and the 2035 AADT from the AMATS model. This method yielded different link growth Page 11

24 Intersection Improvements Traffic Analysis MOA No trends for Old Glenn Highway west of Eagle River Road (1.3 percent), Old Glenn Highway east of Eagle River Road (1.0 percent), and Eagle River Road south of Old Glenn Highway (2.0 percent). Each turning movement volume was projected at a certain rate so that the resulting link growth rates are matched. Minor balancing and rounding adjustments were performed to account for slight volume forecast differences that would otherwise result at adjacent intersections. No growth was assumed for the EFC property driveways because no land use changes are expected. Figure 4 shows the annual compound growth rates for the three links and the turning movements. Figure 5 and Figure 6 show the resulting 2035 future year A.M. and P.M. peak hour turning movement volumes at the study intersections. Page 12

25 Intersection Improvements Traffic Analysis MOA No Figure 4: Growth Rates Page 13

26 Intersection Improvements Traffic Analysis MOA No Figure 5: Alternative 1, Three-Leg 2035 A.M. Peak Hour Traffic Volumes Page 14

27 Intersection Improvements Traffic Analysis MOA No Figure 6: Alternative 1, Three-Leg 2035 P.M. Peak Hour Traffic Volumes Page 15

28 Intersection Improvements Traffic Analysis MOA No Operations Analysis Intersection operations analysis was performed for the Alternative 1 three-leg configuration. Table 5 shows the delay and LOS at the study intersections for the 2035 A.M. and P.M. peak hours. As shown, the Old Glenn Highway and Eagle River Road intersection and the mid and south EFC driveway intersections maintain the minimum acceptable level during both peak hours. The Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/On-ramp intersection and the Old Glenn Highway and Brooks Loop/Monte Road intersection falls below the minimum acceptable level under both peak hours, the Fire House Lane intersection falls below the minimum acceptable level during the P.M. peak hour. The primary contributor to the poor intersection performance is the significant amount of commuter traffic leaving the area in the morning (i.e., traveling to the nearby Glenn Highway interchange) and then returning in the evening (i.e., traveling from the Glenn Highway interchange). Table 5: Intersection Delay and LOS for Alternative 1 Three-Leg 2035 A.M. and P.M. Peak Hour Intersection Old Glenn Highway and Cross Drive/Glenn Highway NB Offramp/On-ramp Old Glenn Highway and Eagle River Road Old Glenn Highway and Brooks Loop/Monte Road Eagle River Road and EFC North Driveway Eagle River Road and EFC Mid Driveway Eagle River Road and EFC South Driveway A.M. Peak Hour Worst Delay LOS Approach P.M. Peak Hour Worst Delay LOS Approach NB >300 F NB 79.8 F * 44.4 D * 26.3 C WB 40.4 E WB >300 F EB 9.2 A EB 35.3 E EB 19.8 C EB 32.3 D EB 19.4 C EB 27.2 D 7 Eagle River Road and Fire House Lane WB 23.3 C WB 36.7 E Note: Highlighted cells fall below the minimum acceptable LOS D. * LOS for signalized intersection is reported based on the intersection control delay. Page 16

29 Intersection Improvements Traffic Analysis MOA No Alternative 1, Four-Leg Configuration The objective of the original project was to provide design alternatives that improve traffic operations in the area while preparing for a potential new roadway connection from Eagle River Road to Business Boulevard. Therefore, this scenario assumes that the new connection is constructed and becomes the fourth leg at the Old Glenn Highway and Eagle River Road intersection; however, no additional improvements to the study intersections and lanes are assumed. Figure 7 shows a generic illustration of the roadway connection. Figure 8 shows the assumed four-leg configuration at the Old Glenn Highway and Eagle River Road intersection for Alternative 1. Because no eastbound (EB) left-turn lane currently exists and to avoid left turning vehicles impacting through traffic, no eastbound left turns are allowed in this scenario. Figure 7: New Roadway Connection Page 17

30 Intersection Improvements Traffic Analysis MOA No Figure 8: Alternative 1, Four-Leg Configuration Traffic Volumes Analysis of the four-leg configuration considers the expected change of traffic patterns due to the direct connection from Old Glenn Highway and Eagle River Road to the retail stores on Business Boulevard. Figure 9 shows the assumed changes in the traffic volumes due to the reroute during 2035 A.M. and P.M. peak hours. These changes are based on the 2035 traffic reroute volumes presented in the Traffic and Safety Analysis of the Business Boulevard Extension DSR. Figure 10 and Figure 11 show the resulting 2035 A.M. and P.M. peak hour turning movement volumes under the Alternative 1 four-leg configuration. Page 18

31 Intersection Improvements Traffic Analysis MOA No Figure 9: Fourth Leg Traffic Reroute Page 19

32 Intersection Improvements Traffic Analysis MOA No Figure 10: Alternative 1, Four-Leg 2035 A.M. Peak Hour Traffic Volumes Page 20

33 Intersection Improvements Traffic Analysis MOA No Figure 11: Alternative 1, Four-Leg 2035 P.M. Peak Hour Traffic Volumes Page 21

34 Intersection Improvements Traffic Analysis MOA No Operations Analysis Table 6 shows the delay and LOS at the study intersections for the Alternative 1 four-leg configuration during the 2035 A.M. and P.M. peak hours. The LOS results under the four-leg configuration are similar to those under the three-leg configuration, but with a longer delay at the Old Glenn Highway and Eagle River Road intersection by 21.4 seconds during the A.M. peak hour and shorter delays at the Old Glenn Highway and Brooks Loop/Monte Road intersection by 9.4 seconds during A.M. peak hour and seconds during P.M. peak hour. Table 6: Intersection Delay and LOS for Alternative 1 Four-Leg 2035 A.M. and P.M. Peak Hour Intersection Old Glenn Highway and Cross Drive/Glenn Highway NB Offramp/On-ramp Old Glenn Highway and Eagle River Road Old Glenn Highway and Brooks Loop/Monte Road Eagle River Road and EFC North Driveway Eagle River Road and EFC Mid Driveway Eagle River Road and EFC South Driveway Eagle River Road and Fire House Lane A.M. Peak Hour Worst Approach Delay Note: Highlighted cells fall below the minimum acceptable LOS D. * LOS for signalized intersection is reported based on the intersection control delay. LOS Worst Approach P.M. Peak Hour Delay LOS NB >300 F NB 79.8 F * 65.8 E * 33.1 C WB 31.0 D WB >300 F EB 9.2 A EB 35.3 E EB 19.8 C EB 32.3 D EB 19.4 C EB 27.2 C WB 23.3 C WB 36.7 E 6.0 ALTERNATIVE 2: EXTENSION DSR RECOMMENDATIONS Because the study intersections operate at LOS below the minimum acceptable level under Alternative 1, intersection improvements are needed. The Extension DSR for the extension to Business Boulevard recommended a number of improvements; these improvements are identified as Alternative 2, and are evaluated to determine how well the 2035 traffic condition will be accommodated. Page 22

35 Intersection Improvements Traffic Analysis MOA No Alternative 2, Three-Leg Configuration Alternative 2 includes the following improvements for the three-leg configuration of the Old Glenn Highway and Eagle River Road intersection: At the Old Glenn Highway and Eagle River Road intersection, add a second left-turn lane for NB and westbound (WB) approaches and add a second WB through lane that terminates at the Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/Onramp intersection; At the Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/On-ramp intersection, close the north leg connection to Cross Drive or limit it to right-in/right-out (RIRO); At the Old Glenn Highway and Brooks Loop/Monte Road intersection, close the west leg connection to Brooks Loop; From the Glenn Highway NB Off-ramp to the SB movement on Eagle River Road, construct a hook ramp to provide uninterrupted traffic flow and provide a third SB through lane on Eagle River Road that receives traffic from the hook ramp and terminates near the VFW Road intersection; On Eagle River Road from VFW Road to Old Glenn Highway, construct a raised median; and Due to the construction of the hook ramp and raised median on Eagle River Road, close the north EFC driveway and convert the mid- and south-efc driveways to RIRO access. Figure 12 shows the improvements in Altenative 2. Note that the outside lane of the dual WB through movement on Old Glenn Highway terminates at the intersection with the Glenn Highway NB Off-ramp/On-ramp, forcing the traffic on the outside lane to merge to the left. Therefore, utilization of this outside lane is expected to be lower than that of the inside lane. To reflect this, the lane utilization ratio of the dual NB left-turn lanes and the dual WB through lanes at the Old Glenn Highway and Eagle River Road intersection are assumed at 75 percent for the inside lane and 25 percent for the outside lane. One of the key benefits of providing the hook ramp is that it reduces weaving on the EB roadway section of the Old Glenn Highway between the interchange ramps and Eagle River Road. Page 23

36 Intersection Improvements Traffic Analysis MOA No Currently, many vehicles coming from the west side of the bridge are performing two lane changes and weaving with vehicles coming from the NB off-ramp, who may also perform two lane changes. With the hook ramp, vehicles will only be able to make one lane change, which will significantly reduce weaving and associated crashes. Page 24

37 Intersection Improvements Traffic Analysis MOA No Figure 12: Alternative 2, Three-Leg Configuration Page 25

38 Intersection Improvements Traffic Analysis MOA No Traffic Volumes Traffic pattern changes are expected from this alternative. The use of the hook ramp will reduce the traffic load on the Old Glenn Highway segment west of Eagle River Road and are expected to require closure of the EFC north driveway due to the close proximity and impacted sight distance. The construction of the raised median on Eagle River Road will force RIRO access for the EFC driveways, therefore a new access alternative would be needed for the left-turn movements into and out of the EFC site. The closure of the north leg connection to Cross Drive and the west leg connection to Brooks Loop will require traffic to reroute. Figure 13 and Figure 14 show the 2035 A.M. and P.M. peak hour turning movement volumes under the Alternative 2 three-leg configuration. Page 26

39 Intersection Improvements Traffic Analysis MOA No Figure 13: Alternative 2, Three-Leg 2035 A.M. Peak Hour Traffic Volumes Page 27

40 Intersection Improvements Traffic Analysis MOA No Figure 14: Alternative 2, Three-Leg 2035 P.M. Peak Hour Traffic Volumes Page 28

41 Intersection Improvements Traffic Analysis MOA No Operations Analysis Table 7 shows the delay and LOS at the study intersections for the Alternative 2 three-leg configuration during the 2035 A.M. and P.M. peak hours. Compared with the Alternative 1 threeleg configuration results shown in Table 5, Alternative 2 three-leg configuration improves the operations at two intersections and two driveways, including the Old Glenn Highway and Glenn Highway NB Off-ramp/On-ramp intersection, the Old Glenn Highway and Eagle River Road intersection, and the mid and south EFC driveways. Table 7: Intersection Delay and LOS for Alternative 2 Three-Leg 2035 A.M. and P.M. Peak Hour Intersection Old Glenn Highway and Glenn Highway NB Off-ramp/On-ramp Old Glenn Highway and Eagle River Road Old Glenn Highway and Monte Road Eagle River Road and Hook Ramp Eagle River Road and EFC Mid Driveway Eagle River Road and EFC South Driveway Eagle River Road and Fire House Lane Worst Approach A.M. Peak Hour Delay LOS Note: Highlighted cells fall below the minimum acceptable LOS D. * LOS for signalized intersection is reported based on the intersection control delay. This location was previously the EFC North Driveway. Traffic flow is uninterrupted. Worst Approach P.M. Peak Hour Delay LOS NB 32.7 D NB 25.3 D * 20.0 C * 14.0 B WB 31.9 D WB >300 F A A EB 9.9 A EB 13.0 B EB 9.7 A EB 12.5 B WB 23.3 C WB 36.7 E Page 29

42 Intersection Improvements Traffic Analysis MOA No Alternative 2, Four-Leg Configuration When the fourth leg is added to the Old Glenn Highway and Eagle River Road intersection, only minor adjustments will be needed to the other three legs. This is because the Alternative 2 threeleg configuration was intended to prepare the intersection for the eventual fourth leg construction. The changes include the conversion of the chevron-hatched area on the south leg (see Figure 12) into the NB through lane and the allowance of right turn from the outside WB through lane. In the EB direction, the EB left-turn would continue to be prohibited until the Artillery Road Interchange is reconstructed (see Section 5.2 of the Extension DSR). Figure 15 shows the four-leg improvements for Alternative 2. As with the three-leg configuration, the lane utilization ratio of the dual NB left-turn lanes and the dual WB through lanes at the Old Glenn Highway and Eagle River Road intersection are assumed at 75 percent for the inside lane and 25 percent for the outside lane due to the right lane merge. Page 30

43 Intersection Improvements Traffic Analysis MOA No Figure 15: Alternative 2, Four-Leg Configuration Page 31

44 Intersection Improvements Traffic Analysis MOA No Traffic Volumes Traffic volumes for the four-leg configuration will be similar to those for the three-leg configuration in terms of the introduction of the hook ramp and the raised median, but with the fourth leg traffic as shown in Figure 9 and a slightly different reroute pattern for the Cross Drive and Brooks Loop closures. Figure 16 and Figure 17 show the 2035 A.M. and P.M. peak hour turning movement volumes under the Alternative 2 four-leg configuration. Page 32

45 Intersection Improvements Traffic Analysis MOA No Figure 16: Alternative 2, Four-Leg 2035 A.M. Peak Hour Traffic Volumes Page 33

46 Intersection Improvements Traffic Analysis MOA No Figure 17: Alternative 2, Four-Leg 2035 P.M. Peak Hour Traffic Volumes Page 34

47 Intersection Improvements Traffic Analysis MOA No Operations Analysis Table 8 shows the delay and LOS at the study intersections for the Alternative 2 four-leg configuration during the 2035 A.M. and P.M. peak hours. Compared with the Alternative 1 results shown in Table 6, Alternative 2 improves the operations at the same two intersections and the same two driveways as the three-leg alternative, including the Old Glenn Highway and Glenn Highway NB Off-ramp/On-ramp intersection, the Old Glenn Highway and Eagle River Road intersection, and the mid and south EFC driveways. Operations at the Old Glenn Highway and Monte Road intersection improved to LOS C during the A.M. peak hour. Table 8: Intersection Delay and LOS for Alternative 2 Four-Leg 2035 A.M. and P.M. Peak Hour 1 2 Intersection Cross Drive/Old Glenn Highway and Glenn Highway NB Off-ramp/Onramp Old Glenn Highway and Eagle River Road A.M. Peak Hour Worst Delay LOS Approach P.M. Peak Hour Worst Delay LOS Approach NB 32.7 D NB 25.3 D * 44.7 D * 33.0 C 3 Old Glenn Highway and Monte Road WB 24.1 C WB >300 F 4 Eagle River Road and Hook Ramp A A Eagle River Road and EFC Mid Driveway Eagle River Road and EFC South Driveway Eagle River Road and Fire House Lane Note: Highlighted cells fall below the minimum acceptable LOS D. *LOS for signalized intersection is reported based on the intersection control delay. This location was previously the EFC North Driveway. Traffic flow is uninterrupted. EB 9.9 A EB 13.0 B EB 9.8 A EB 12.6 B WB 23.3 C WB 36.7 E Page 35

48 Intersection Improvements Traffic Analysis MOA No Eagle Financial Center Access Impacts The recommended improvements in Alternative 2 would impact access to the EFC building located at the southwest quadrant of the Old Glenn Highway and Eagle River Road intersection. Construction of the raised median on Eagle River Road would restrict left-turn movements and only allow RIRO movements at the EFC driveways. In addition, the hook ramp is expected to require closure of the campus s north driveway. A new access route for the left-turning movements into and out of the EFC site would be needed, and the preferred location would likely be to the south with a connection to VFW Road. Full access to Eagle River Road would be provided at the adjacent VFW Road and Eagle River Road intersection. 7.0 ALTERNATIVE 3: REVISED CONCEPTS While the Alternative 2 recommendations allow the Old Glenn Highway and Glenn Highway NB Off-ramp/On-ramp intersection to meet required LOS standards, they also limit the access to the EFC site. Therefore, revised expanded concepts were developed to identify improvements that still provide acceptable operation at the Old Glenn Highway and Eagle River Road intersection but that also mitigate access impacts to the EFC site, and that improve operations for other project area intersections. 7.1 Alternative 3, Three-Leg Configuration Three-leg configuration of Alternative 3 is shown in Figure 18. This configuration includes the following (compared to Alternative 1): At the Old Glenn Highway and Eagle River Road intersection, add a second NB left-turn lane and a second WB through lane; At the Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/On-ramp intersection, convert the north leg connection to Cross Drive as a RIRO access, convert the existing WB left-turn lane into a raised median, convert the existing WB through lane to a WB left-turn lane, and add a new WB through lane on the outside; Page 36

49 Intersection Improvements Traffic Analysis MOA No At the Old Glenn Highway and Monte Road intersection, maintain left-turn movements particularly for the west leg (i.e., Brooks Loop), which would be the only full access to this area due to the conversion of the Cross Drive approach to RIRO; From the Glenn Highway NB Off-ramp to SB movement on Eagle River Road, construct a hook ramp that uses the existing outside SB through lane on Eagle River Road to receive traffic from the hook ramp and terminates near the middle EFC site driveway; and On Eagle River Road from VFW Road to Old Glenn Highway, install a two-way left-turn lane (TWLTL) to allow left-turn movements into and out of the EFC site. Page 37

50 Intersection Improvements Traffic Analysis MOA No Figure 18: Alternative 3, Three-Leg Configuration Page 38

51 Intersection Improvements Traffic Analysis MOA No Traffic Volumes Traffic volumes were developed to reflect the use of the hook ramp and the RIRO access for Cross Drive. Figure 19 and Figure 20 show the 2035 A.M. and P.M. peak hour turning movement volumes under the three-leg configuration of Alternative 3. Page 39

52 Intersection Improvements Traffic Analysis MOA No Figure 19: Alternative 3, Three-Leg 2035 A.M. Peak Hour Traffic Volumes Page 40

53 Intersection Improvements Traffic Analysis MOA No Figure 20: Alternative 3, Three-Leg 2035 P.M. Peak Hour Traffic Volumes Page 41

54 Intersection Improvements Traffic Analysis MOA No Operations Analysis Table 9 shows the delay and LOS at the study intersections for the Alternative 3 three-leg configuration during the 2035 A.M. and P.M. peak hours. Key findings are summarized below: Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/On-ramp When compared with the Alternative 2 operations (see Table 7), the combination of allowing the RIRO access at Cross Drive (rather than closing it) and having a single WB through lane (rather than two through lanes) increased the NB left-turn lane approach delay from 32.7 seconds to over 300 seconds during the A.M. peak hour. Eagle River Road and EFC Mid and South Driveways Analysis showed that these locations can maintain acceptable LOS operation with a TWLTL and full turning access. Table 9: Intersection Delay and LOS for Alternative 3 Three-Leg 2035 A.M. and P.M. Peak Hour Intersection Old Glenn Highway and Cross Drive/Glenn Highway NB Offramp/On-ramp Old Glenn Highway and Eagle River Road Old Glenn Highway and Brooks Loop/Monte Road A.M. Peak Hour Worst Approach Delay LOS Worst Approach P.M. Peak Hour Delay LOS NB >300 F NB 51.0 F * 13.2 B * 21.9 C WB 44.5 E WB >300 F 4 Eagle River Road and Hook Ramp A A 5 6 Eagle River Road and EFC Mid Driveway Eagle River Road and EFC South Driveway EB 13.4 B EB 19.5 C EB 14.5 B EB 17.0 C 7 Eagle River Road and Fire House Lane WB 23.3 C WB 36.7 E Note: Highlighted cells fall below the minimum acceptable LOS D. * LOS for signalized intersection is reported based on the intersection control delay. This location was previously the EFC North Driveway. Traffic flow is uninterrupted. Page 42

55 Intersection Improvements Traffic Analysis MOA No Alternative 3, Four-Leg Configuration The four-leg configuration of Alternative 3 is shown in Figure 21. From the three-leg configuration (see Figure 18), the following has been added: Convert the Eagle River Road NB right-turn lane into a NB through lane, and convert the landscape buffer into a NB right-turn lane; and Add the new SB approach that consists of a single SB left-turn, through, and right-turn lane, and a single NB receiving lane. Page 43

56 Intersection Improvements Traffic Analysis MOA No Figure 21: Alternative 3, Four-Lane Configuration Page 44

57 Intersection Improvements Traffic Analysis MOA No Traffic Volumes Traffic volumes for the revised four-leg configuration are similar to the revised three-leg configuration, but they include a slight change along the Old Glenn Highway to reflect the fourth leg operation. Figure 22 and Figure 23 show the 2035 A.M. and P.M. peak hour turning movement volumes under the four-leg configuration of Alternative 3. Page 45

58 Intersection Improvements Traffic Analysis MOA No Figure 22: Alternative 3, Four-Leg 2035 A.M. Peak Hour Traffic Volumes Page 46

59 Intersection Improvements Traffic Analysis MOA No Figure 23: Alternative 3, Four-Leg 2035 P.M. Peak Hour Traffic Volumes Page 47

60 Intersection Improvements Traffic Analysis MOA No Operation Analysis Table 10 shows the delay and LOS at the study intersections for the Alternative 3 four-leg configuration during the 2035 A.M. and P.M. peak hours. Operations for the revised four-leg configuration are similar to those for the revised three-leg configuration shown in Table 9. The NB approach delay at the Old Glenn Highway and Cross Drive/Glenn Highway NB Offramp/On-ramp intersection is reduced slightly from the Alternative 1 condition (from seconds to seconds for the A.M., from 79.8 seconds to 50.4 seconds for the P.M.). The WB approach at the Eagle River Road and Fire House Lane intersection still operates at LOS E during the P.M. peak hour Table 10: Intersection Delay and LOS for Alternative 3 Four-Leg 2035 A.M. and P.M. Peak Hour Intersection Old Glenn Highway and Cross Drive/Glenn Highway NB Offramp/On-ramp Old Glenn Highway and Eagle River Road Old Glenn Highway and Brooks Loop/Monte Road A.M. Peak Hour Worst Approach Delay LOS P.M. Peak Hour Worst Approach Delay LOS NB >300 F NB 50.4 F * 38.0 D * 35.0 C WB 32.5 D WB >300 F 4 Eagle River Road and Hook Ramp A A 5 6 Eagle River Road and EFC Mid Driveway Eagle River Road and EFC South Driveway EB 13.3 B EB 19.4 C EB 14.4 B EB 16.8 C 7 Eagle River Road and Fire House Lane WB 23.1 C WB 36.4 E Note: Highlighted cells fall below the minimum acceptable LOS D. * LOS for signalized intersection is reported based on the intersection control delay. This location was previously the EFC North Driveway. Traffic flow is uninterrupted. Page 48

61 Intersection Improvements Traffic Analysis MOA No CONCLUSIONS AND RECOMMENDATIONS 8.1 Preferred Alternative Analysis of Alternative 1 showed that the growing traffic demands through 2035 will cause deficiencies at many of the study intersections if no roadway improvements are provided. Alternative 2 will improve operations at the Old Glenn Highway and Eagle River Road intersection but will limit the access to the EFC site. In addition, Alternative 2 did not cover all the intersections studied in this report. Alternative 3 will provide acceptable operations at the Old Glenn Highway and Eagle River Road intersection while maintaining greater access to the EFC site than Alternative 2. The hook ramp in Alternatives 2 and 3 is advantageous because it reduces the merge points on SB Eagle River Road from two to one, and eliminates weaving on Old Glenn Highway. Alternative 3 is preferred because it results in smaller ROW impacts and lessens traffic impacts to the EFC site. Alternative 3 also includes improvements for the Old Glenn Highway and Cross Drive/Glenn Highway NB Off-ramp/On-ramp intersection that will result in a shorter delay when compared with the Alternative 1 condition, but still results in LOS below the minimum acceptable level. Further improvement at this intersection will require greater turning movement restrictions or upgrades to the Glenn Highway interchange. 8.2 Queue Lengths Queue lengths under Alternative 3 were determined to understand the queueing condition under the preferred alternative. Table 11 and Table 12 show the 95th percentile queue lengths during the 2035 A.M. and P.M. peak hours for the three-leg and four-leg scenarios. As shown, queues in the three-leg and four-leg scenarios are similar except for the movements affected by the fourth leg. As shown in Table 12, a 95th percentile queue of 750 feet is expected for WB through/right lane during A.M. peak hour at Old Glenn Highway and Eagle River Road intersection due to the high SB traffic demand towards Anchorage. This 750-foot WB queue backs up past the Brooks Loop/Monte Road intersection. The adjacent lane (WB through) shows a shorter queue of 200 feet because this lane becomes the left-turn only lane that leads NB towards Wasilla and Palmer. Similarly, the dual NB left-turn lanes show 100 feet for the inside lane (leading towards Page 49

62 Intersection Improvements Traffic Analysis MOA No Wasilla and Palmer) and 575 feet for the outside lane (leading towards Anchorage). This 575-foot NB queue backs up to the south EFC driveway. Table 11: Queue Lengths for Alternative 3 Three-Leg 2035 A.M. and P.M. Peak Hour Intersection Movement Lane Direction 95th Queue (feet) A.M. Peak Hour P.M. Peak Hour Old Glenn Highway and Cross NB L Drive/Glenn Highway NB Off-ramp/Onramp SB R EB T TR L Old Glenn Highway and Eagle River WB T Road T L NB L R EB LTR Old Glenn Highway and Brooks WB LTR Loop/Monte Road NB L SB L Eagle River Road and Fire House Lane WB LR Page 50

63 Intersection Improvements Traffic Analysis MOA No Table 12: Queue Lengths for Alternative 3 Four-Leg 2035 A.M. and P.M. Peak Hour Intersection Movement Lane Direction 95th Queue (feet) A.M. Peak Hour P.M. Peak Hour Old Glenn Highway and Cross NB L Drive/Glenn Highway NB Offramp/On-ramp SB R EB T TR L WB T TR Old Glenn Highway and Eagle River L Road L NB T R L SB T R EB LTR Old Glenn Highway and Brooks WB LTR Loop/Monte Road NB L SB L Eagle River Road and Fire House Lane WB LR Multi-Use Pathway Implications Because the multi-use pathway serving Glenn Highway bicycle and pedestrian traffic crosses the Old Glenn Highway and Eagle River Road intersection at both the south and east legs, special accommodations should be made at these crossings. Rather than allowing the hook ramp to turn unimpeded onto the south leg, this movement should be controlled by the stop light that can stop traffic to accommodate bicyclist or pedestrian crossings. In addition, a pedestrian island may be provided between the hook ramp and the adjacent EB through-right lane to improve the crossing for bicyclists and pedestrians. Because it is not common to have a median between a right-turn lane (i.e., the hook ramp) and a through-right lane, special consideration should be made for pedestrian and bicycle safety. One option is to provide a leading pedestrian interval to allow Page 51

64 Intersection Improvements Traffic Analysis MOA No bicyclists and pedestrians a few seconds to begin crossing and make their presence clear to motorists. 8.4 Outstanding Items A gap analysis for pedestrian crossings at the hook ramp and an evaluation of possible improvement alternatives, such as pedestrian push buttons, will be further evaluated in the Intersection Improvements DSR. Page 52

65 APPENDIX A Traffic Analysis Work Plan

66

67 MEMORANDUM TO: FROM: THROUGH: CC: Dean Karcz, PTS, P.E. Nichole Rehm, PTS. P.E. Brad Coy, DOWL Aaron Christie, DOWL, P.E. Gary Katsion, Kittelson and Associates, P.E. Anne Brooks, Brooks and Associates, P.E. DATE: February 26, 2016 SUBJECT: Eagle River Traffic Mitigation Phase 1: Traffic Analysis Work Plan DOWL has prepared this memorandum to document the methods and assumptions we intend to use as the basis for our traffic analysis as part of the Eagle River Traffic Mitigation Phase 1 project we are performing for the Municipality of Anchorage (MOA). The purpose of our traffic analysis is to identify transportation improvements at the Old Glenn Highway/Eagle River Road intersection and the nearby vicinity that will provide acceptable traffic operations through the project s designated design year of 2035, while accommodating access and minimizing impacts to adjacent properties. This memorandum addresses the following elements influencing the analysis: Study area Peak hours Traffic count collection Future design year and volume forecast methods Traffic operations analysis methods The information in this memorandum will be coordinated with the MOA, the State of Alaska Department of Transportation and Public Facilities (DOT&PF), and a group of vicinity stakeholders prior to performing the data collection and analysis to improve the effectiveness of the analysis in accomplishing our stated purpose. 1.0 STUDY AREA The traffic analysis study area covers the area shown in Figure 1 which includes the intersections and driveways along the following roadways: Old Glenn Highway between Brooks Loop and the Glenn Highway overpass bridge Eagle River Road between Old Glenn Highway and Fire House Lane

68 Dean Karcz Nicole Rehm February 26, 2016 Page 2 Johnson s Tire Strip Development Figure 1: Study Area Figure 1 also shows locations of some nearby businesses and land uses that may be affected by transportation improvements to this area. The University of Alaska Anchorage (UAA) has its Chugiak-Eagle River Campus (CERC) located in Eagle Subdivision Tract A (i.e., on the southwest corner of the Old Glenn Highway/Eagle River Road intersection). The property currently has three driveways that access Eagle River Road within 700 feet of the Old Glen

69 Dean Karcz Nicole Rehm February 26, 2016 Page 3 Highway intersection. Anchorage Fire Department Station 11 is located south of VFW Road and accesses both Eagle River Road and VFW Road. On the north side of Old Glenn Highway, there is a church (Alliance Christian Fellowship (ACF)) located immediately north of the Old Glenn Highway/Eagle River Road intersection. Farther to the west near Cross Drive is a multiuse development with a number of businesses (St. Pierre s Jewelers, Gold and Diamond Buyers of Alaska, Alaska Velo Sport) on the lower level and apartments upstairs. On the other side of Cross Drive, there is Johnson s Tire Service and another strip mall (Pizza Man, Eagle River Grooming and Pet Supplies, Styling Salon Day Spa). Behind these businesses (i.e., to the north along Cross Drive) are Alaska ATV Salvage and the Church of the Nazarene. These businesses have their main access at the Old Glenn Highway/Cross Drive intersection which also serves the Glenn Highway northbound interchange ramps on the south side of the street. There is also secondary access to the north along Brooks Street. 2.0 PEAK HOURS DOWL will perform traffic analysis during peak periods. The analysis will focus on the peak hours which consist of the highest four consecutive fifteen minute periods as determined from traffic counts to be conducted during the following time periods: Old Glenn Highway/Eagle River Road Intersection and UAA Driveways Weekday morning commute (6:30 a.m. to 9:30 a.m.) Weekday midday class (11:00 a.m. to 1:00 p.m.) Weekday evening commute (4:00 p.m. to 7:00 p.m.) All Other Study Intersections Weekday morning commute (6:30 a.m. to 9:30 a.m.) Weekday evening commute (4:00 p.m. to 7:00 p.m.) These peak periods correspond to the greatest expected traffic volumes from a combination of commuters, students/staff at UAA s CERC, patrons of the adjacent businesses, and regular travel in the area. Table 1 lists the total number of Spring 2016 classes at CERC that start or end during each hour of the day. This table gives a general idea that more classes occur on Tuesday, Wednesday, or Thursday and that it will be beneficial to include 9:00 a.m. to 9:30 a.m., 11:00 a.m. to 1:00 p.m., and 6:00 p.m. to 7:00 p.m. within the peak count windows. Therefore, the recommended count periods listed above are slightly modified compared to the original scope of work.

70 Dean Karcz Nicole Rehm February 26, 2016 Page 4 Table 1: Total Classes Starting or Ending by Hour of Day at UAA CERC Spring 2016 Time Mon Tue Wed Thu Fri Sat Sun 6:30-8 am am :30 am :30-10 am am am-12 pm pm pm pm pm pm pm pm pm pm pm Note: Shading is based on relative value between 0 (min) and 12 (max), with darker shades corresponding to higher values. Black boxes correspond to proposed count periods. 3.0 TRAFFIC COUNT COLLECTION One of DOWL s first tasks will be to collect traffic counts that include a combination of peak period turn movement counts and 24-hour tube/radar counts at the locations listed in Table 2 and shown in Figure 2. All of the counts will be collected midweek (i.e., Tuesday, Wednesday, or Thursday) because these days experience the most consistent traffic patterns for commuters. These times also have the greatest number of college classes at UAA s CERC as discussed previously. The counts will be collected on the same day as much as practicable and will occur after January 11 which is when UAA Spring 2016 classes start. Because a portion of VFW Road is currently closed to traffic, the counts at the Eagle River Road/VFW Road intersection and along VFW Road will occur later in the year once the road is open to traffic. If the road opens prior to the end of UAA Spring 2016 classes (i.e., April 30), then the counts will be performed in time to capture UAA-related traffic. If the road is not opened prior to the end of the spring semester, the counts will be performed during the Fall 2016 semester. In addition to being counted with the original data collection, turn movement and pedestrian counts will be counted a second time at the Old Glenn Highway/Eagle River Road intersection at the same time as the VFW Road counts. This will provide a baseline for comparison purposes and an opportunity to obtain additional pedestrian data during spring weather. Because of the

71 Dean Karcz Nicole Rehm February 26, 2016 Page 5 potential for pedestrian traffic near Brooks Loop and Monte Road, additional pedestrian crossing counts will also be collected at the Old Glenn Highway/Brooks Loop/Monte Road intersection during spring weather. A pedestrian gap study will also be collected along Eagle River Road north of VFW Road at this same time to assist in the pedestrian crossing analysis that will be performed at this location. Table 2: 2016 Traffic Counts Planned for Study Area Location Peak Turn Movement Counts 24-Hour Counts A.M. Midday P.M. Ped Tube Radar Intersection Old Glenn Hwy/Eagle River Rd X X X X a Old Glenn Hwy/Brooks Lp/Monte Rd X X X a Old Glenn Hwy/Cross Dr/Glenn Hwy NB Ramps X X Eagle River Rd/VFW Rd X a X a X a Eagle River Rd/Fire House Ln X X Driveway Eagle River Rd/UAA North Driveway X b X b X b Eagle River Rd/UAA Middle Driveway X b X b X b Eagle River Rd/UAA South Driveway X b X b X b Roadway Eagle River Rd (south of VFW Rd) X Eagle River Rd (north of VFW Rd) X a Brooks Lp (west of Old Glenn Hwy) X VFW Rd (west of Eagle River Rd) X a Fire House Ln (east of Eagle River Rd) X a Because a portion of VFW Road is currently closed to traffic, the counts at the Eagle River Road/VFW Road intersection and along VFW Road will occur later in the year once the road is open to traffic. In conjunction with these later counts, additional pedestrian crossing counts will be collected at the Old Glenn Highway/Eagle River Road and Old Glenn Highway/Brooks Loop/Monte Road intersections and a pedestrian gap study will be collected along Eagle River Road north of VFW Road. If the road opens prior to the end of UAA Spring 2016 classes (i.e., April 30), then the counts will be performed in time to capture UAA-related traffic. If the road is not opened prior to the end of the spring semester, the counts will be performed during the Fall 2016 semester. b The counts at the three UAA driveways will only include turning movements. They will not include separate through movements on Eagle River Road, but because the counts will be performed simultaneously as the Old Glenn Highway/Eagle River Road intersection and there are no other nearby driveways, the through volumes on Eagle River Road can be extrapolated.

72 Dean Karcz Nicole Rehm February 26, 2016 Page 6 Legend AM/PM TMC AM/PM TMC (driveways) AM/Mid/PM TMC and Pedestrian Count AM/Mid/PM TMC (Driveway only) AM/PM TMC and Pedestrian Count (Once VFW Rd Reopens) 24-Hr Tube or Radar 24-Hr Tube or Radar (Once VFW Rd Reopens) Study Area Note: TMC = Turn Movement Count Figure 2: Traffic Count Locations