TECHNICAL MEMORANDUM Upper Broadway Road Diet Summary of Findings

Transcription

1 TECHNICAL MEMORANDUM Summary of Findings Date: June 17, 2014 Project #: To: Si Lau, P.E.; City of Oakland, CA From: Erin Ferguson, P.E.; Aaron Elias, P.E.; Daphne Dethier; and Mark Bowman, P.E.; Kittelson & Associates, Inc. INTRODUCTION Kittelson and Associates, Inc. (KAI) evaluated the traffic operations, crash history, bicycle travel experience, and pedestrian crossing experiences along Broadway from College Avenue to Ocean View Drive. The results of the analysis indicate the road diet will improve conditions for pedestrians and traffic operations performance thresholds. The enhanced conditions for pedestrians include: Less delay in crossing Broadway; Improved access for a wider range of pedestrians (e.g., younger and older pedestrians will be able to cross Broadway at more locations and in two-stages, if desired); and Reduced exposure to conflicts with vehicles. Improved conditions for bicyclists include: Reduced exposure to vehicles with the provision of a bicycle lane; Reduced levels of stress (e.g., increased comfort) due to fewer vehicle lanes and designated space for bicyclists; and Similar crossing benefits as pedestrians. The expected changes in delay for motorists in the weekday AM and PM peak hour is less than five seconds at the majority of intersections within the study area. Based on research documented in the American Association of State Highway Transportation Officials (AASHTO) Highway Safety Manual (HSM), road diets converting a four-lane undivided roadway to a three-lane roadway reduce total crashes (i.e., crashing involving motorists, pedestrians, and/or bicyclists) by approximately 29%. FILENAME: H:\PROJFILE\ OAKLAND ON CALL\ UPPER BROADWAY ROAD DIET\REPORT\DRAFT\17121_15_SUMMARYMEMO_ DOCX

2 Project #: June 17, 2014 Page 2 The analysis documented in this memorandum focused on evaluating and comparing existing conditions and planned road diet conditions. Within the study limits, Broadway has a four-lane crosssection (two vehicles lanes in each direction) with on-street parking on both sides of the street. Under the road diet conditions, Broadway will have a three-lane cross-section (one vehicle lane in each direction with a center two-way left turn lane), bicycle lanes in each direction, and on-street parking on both sides of the street. Exhibit 1 illustrates the study location. Exhibit 1 Study Location Source: City of Oakland, CA The road diet also includes crossing improvements for pedestrians crossing Broadway at the Lawton Avenue, Kales Avenue, Taft Avenue, and Ada Street intersections. The crossing improvements at these locations include treatments such as adding high-visibility marked crosswalks, crossing signs, pedestrian refuge islands where feasible, rectangular rapid flashing beacons (RRFB) at the Taft Avenue crossing, and a pedestrian hybrid beacon (i.e., HAWK signal) at the Lawton Avenue crossing. This technical memorandum summarizes the traffic operations, crash history, bicycle travel experience, and pedestrian crossing experience analysis findings. The analysis results were also presented to the community at a public meeting on Thursday, May 29, 2014 held at 7:00 p.m. at the Rockridge Library in Oakland, CA. Kittelson & Associates, Inc. Oakland, California

3 Project #: June 17, 2014 Page 3 METHODOLOGIES AND DATA This section presents the study intersections and location specific crossing improvements. It also summarizes the methodologies and data used to conduct traffic operations analysis, crash history review, bicycle analysis, and pedestrian analysis. Study Intersections Table 1 summarizes the study intersections and the numbering system used for this analysis. Table 1 also summarizes the crossing improvements incorporated into the road diet project. Table 1 Study Intersections and Crossing Improvements Number Intersection Crossing Improvements 1 Broadway/College Avenue - 2 Broadway/Clifton Street - 3 Broadway/Broadway Terrace - 4 Broadway/Napa Street - 5 Broadway/ Ada Street High-visibility crosswalk Pedestrian refuge island Crossing signs 6 Broadway/Manila-Monroe Avenue - 7 Broadway/Kales Avenue High-visibility crosswalk Pedestrian refuge island Pedestrian crossing signs Bulbout a (i.e., extending curb on eastbound Kales Avenue) 8 Broadway/Virmar Avenue - 9 Broadway/Taft Avenue 10 Broadway/Lawton Avenue High-visibility crosswalk Rectangular Rapid Flashing Beacon (RRFB) Pedestrian crossing signs Bulbout a (i.e., extending on eastbound Taft Avenue) Median refuge High visibility crosswalk Pedestrian Hybrid Beacon (i.e., HAWK signal) Bulbouts a (i.e., extending curb on Broadway and Lawton Avenue) 11 Broadway/Rockridge Boulevard - 12 Broadway/Ocean View Drive Bulbout a (i.e., extending curb on eastbound Ocean View Drive) Notes: - a Purpose of extending curbs further across minor street approaches is to shorten crossing distance, slow vehicle turning speeds, and improve visibility of pedestrians. At the public meeting held on May 29, 2014, the City of Oakland received a request from a community member to eliminate the pedestrian refuge islands from the crossing improvements to create additional space for left-turn movements by vehicles. The City of Oakland staff is considering this request on a location-by-location basis and will make the decision on where to include pedestrian Kittelson & Associates, Inc. Oakland, California

4 Project #: June 17, 2014 Page 4 Traffic Operations KAI used the Highway Capacity Manual (HCM) 2000 traffic operations methodology, as implemented by the Synchro traffic analysis software. The HCM methodology was used to determine automobile delay and level of service (LOS) at the study intersections. KAI evaluated the weekday AM and PM peak hours using turning movement traffic volume data collected on March 11, For signalized intersections, the HCM methodology bases the LOS on the total average delay motorists are expected to experience at the intersection. The City of Oakland uses LOS D for signalized intersections as the threshold for acceptable operations at a signal. Signalized intersections with LOS D or better (i.e., LOS A, LOS B, or LOS C) are considered to operate acceptably by the City of Oakland. For unsignalized intersections, the HCM methodology bases LOS on the average delay experienced by the critical movement at the intersection. Within this analysis conducted for Broadway, the critical movement at the unsignalized intersections is the through and/or left-turning movements from the minor streets. intersections is based on the number of new vehicles added to the intersection and therefore is not applicable to this road diet analysis as traffic volumes are assumed to remain the same with or without the road diet in place. Table 2 summarizes the delay ranges and brief description associated with each LOS category. Table 2 Intersections Level-of-Service Categories per HCM Crash History Average Delay (sec/veh) LOS Signalized Unsignalized Description A < 10.0 < 10.0 Low Delay: Most vehicles at signalized intersection do not stop. Vehicles controlled by stop signs experience little to no delay. B Minimal Delays: More vehicles stop than at LOS A, creating higher levels of >10.0 & >10.0 & average delay at signals. Vehicles controlled by stop signs need to wait <20.0 <15.0 slightly longer for a gap in traffic. C D E >20.0 & <35.0 >35.0 & <55.0 >55.0 & <80.0 >15.0 & <25.0 >25.0 & <35.0 >35.0 & <50.0 F >80.0 >50.0 Acceptable Delay: The number of vehicles stopping increases at signals; many still pass through the intersection without stopping. Vehicles controlled by stop signs wait a notable amount of time for a gap. Approaching Unstable/Tolerable Delays: The influence of congestion becomes more noticeable. Many vehicles stop at signals. Average stop controlled delay approaches or slightly exceeds half a minute. Unstable Operation/Significant Delays: Some vehicles have to wait for more than one green light to proceed through signal. Average stop control delay approaches 1 minute. Excessive Delays: Considered unacceptable to most drivers. Volume of Source: Highway Capacity Manual, Transportation Research Board, Washington D.C, KAI obtained collision data System (SWITRS) database. KAI reviewed a three-year period of crash data from January 1, 2010 through December 31, Kittelson & Associates, Inc. Oakland, California

5 Project #: June 17, 2014 Page 5 Bicycle Level of Traffic Stress he Bicycle Level of Traffic Stress (LTS) methodology documented in the Low-Stress Bicycling and Network Connectivity report produced in 2012 by the Mineta transportation Institute (MTI). The Bicycle Level of Traffic Stress is determined based on the number of vehicle lanes, speed limit, the presence of onstreet parking, presence and width of a bicycle lane, separation between the bicycle lane and motor vehicles. There are four Levels of Traffic Stress: LTS 1 represents ideal bicycle conditions, while LTS 4 is an unfriendly bicycling environment. Table 3 defines the bicyclist experience per LTS and suitability of the facility for different segments of the population. Table 3 Levels of Traffic Stress and Bicyclist Experience Level of Traffic Stress Description Represents little traffic stress and requires little attention, so is suitable for all cyclists, including children. Traffic speeds are low, volumes are low, and there is no more than one lane in each direction. Intersections are easy to cross by children and adults. Typical locations include residential local streets and separated bike paths/cycle tracks. Represents little traffic stress but requires more attention than children can handle; therefore tend to be suitable for adult cyclists. Traffic speeds are slightly higher but speed differentials are still low and roadways can be up to three lanes wide. Intersections are not difficult to cross for most adults. Typical locations include collector-level streets with bike lanes or a central business district. Represents moderate stress and suitable for most cyclists. Traffic speeds are moderate but can be on roadways up to five lanes wide. Intersections are still perceived to be safe by most adults. Typical locations include low-speed arterials with bike lanes or moderate speed non-multilane roadways. Represents high stress and suitable for a few cyclists. Traffic speeds are moderate to high and can be on roadways from two to over five lanes wide. Intersections can be perceived as unsafe by most adults and are difficult to cross. Typical locations include most arterials and other high-speed or multilane roadways with or without bicycle lanes. Suitability of Roadway/Facility Everyone All adults Most adults Experienced adults Pedestrian Level of Service KAI used pedestrian level-of-service (pedestrian LOS) to evaluate pedestrian experience at the unsignalized intersections with proposed crossing improvements. We evaluated the existing crossing experience and the expected crossing experience with the road diet and crossing treatments in-place. The pedestrian LOS was calculated using the methodology in Chapter 19 of the HCM Pedestrian LOS is categorized by the estimated delay a pedestrian is expected to experience crossing a roadway an uncontrolled (i.e., a traffic signal is not present) location. The average delay for a pedestrian is calculated based on the crossing distance measured in feet, number of vehicle lanes to cross, number of motor vehicles during the time period being evaluated, and the rate at which motorists yield to pedestrians waiting to cross. Kittelson & Associates, Inc. Oakland, California

6 Project #: June 17, 2014 Page 6 The yield rates used to evaluate the existing conditions were based on observations made during a site visit on Tuesday, March 25, 2014 during the AM and PM peak conditions. The yield rates used to evaluate the road diet conditions were based on research documented in Chapter 19 of HCM 2010 that summarizes the expected yields rates at uncontrolled crossings depending on the treatments (e.g., signs, pavement markings RRFB) present and roadway cross-section. Table 4 summarizes the pedestrian LOS ranges based on the average delay a pedestrian is expected to experience. Table 4 Pedestrian Levels of Service LOS A B C D E F Estimated Pedestrian Delay (seconds/crossing) Less than 5 seconds 5 to 10 seconds 10 to 20 seconds 20 to 30 seconds 30 to 45 seconds 45 seconds or longer The estimated delay represents the average amount of time a pedestrian would need to wait on the curb or sidewalk for: 1)A gap in traffic of sufficient length to walk across the roadway; or 2) Motorists to yield to create a gap in traffic of sufficient length to walk across the roadway. Locations that experience higher levels of pedestrian crossing delay can result in pedestrians not crossing at that location and/or pedestrians exhibiting risky behavior such as stepping into the vehicle lanes forcing motorists to yield to them and/or running across vehicle lanes to use a shorter gap in traffic than what is necessary to walk across the roadway. RESULTS The following subsections summarize the results from the traffic operations analysis, crash history review, bicycle level of traffic stress analysis, and pedestrian level-of-service analysis. Traffic Operations Overall the traffic operations results indicate the road diet has minimal impact on delay for motorists; the majority of the study intersections are expected to have changes in average delay of less than five seconds or a reduction in average delay of greater than 5 seconds in the weekday AM and PM peak conditions. The traffic operations results also indicate the study intersections will continue to operate an acceptable level-of- Exhibits 2 and 3 summarize the intersection analysis comparison between existing and road diet conditions. Appendix 1 contains figures illustrating the turning movement volumes and lane configurations at each intersection under existing and road diet conditions. Kittelson & Associates, Inc. Oakland, California

7 Project #: June 17, 2014 Page 7 Exhibit 2 Mid-Week Weekday AM Peak Hour Estimated Changes in Delay INCREASE < 5 secs/veh (LOS at Intersection) 10. Lawton Avenue (B to C) 8. Virmar Avenue (B) 6. Manila /Monroe (B) (signal) 4. Napa Street (B) 1. College Avenue (B) (signal) DECREASE < 5 secs/veh (LOS at Intersection) 7. Kales Avenue (C to B) 5. Ada Street (B) 3. Broadway Terrace (B) (signal) 2. Clifton Street (B) DECREASE > 5 secs/veh (LOS at Intersection) 12. Ocean View Drive secs (E to C) 11. Rockridge Boulevard 5-10 secs (D to C) 9. Taft Avenue secs (F to C) Estimated changes in delay at the intersections are shown above as potential ranges to reflect that daily traffic operations vary as daily traffic volumes vary. Precise delay estimates per intersection are presented in Appendix 1. Exhibit 2 illustrates that nine (9) of the 12 intersections within the study area will experience less than a five second change in average delay during the weekday AM peak hour; these nine intersections are noted by the black circles. The three (3) other study intersections, Ocean View Drive, Rockridge Boulevard, and Taft Avenue, are expected to experience a decrease in delay greater than five seconds during the weekday AM peak hour with the road diet implemented. These intersections are noted by the green circles in Exhibit 2. The estimated reduced delay can be attributed to the presence of the two-way center left-turn lane that can be used for vehicles turning onto or off of Broadway from the minor streets. Kittelson & Associates, Inc. Oakland, California

8 Project #: June 17, 2014 Page 8 Exhibit 3 Mid-Week Weekday PM Peak Hour Estimated Changes in Delay INCREASE < 5 secs/veh (LOS at Intersection) 12. Ocean View Drive (C) 5. Ada Street (B) 3. Broadway Terrace (B) (signal) 1. College Avenue (B) (signal) INCREASE > 5 secs/veh (LOS at Intersection) 10. Lawton Avenue secs (B to D) 9. Taft Avenue secs (D to E) 8. Virmar Avenue 5-10 secs (C) 7. Kales Avenue 5-10 secs (B) 4. Napa Street 5-10 secs (B to C) 6. Manila-Monroe secs (B to D) (signal) DECREASE > 5 secs/veh (LOS at Intersection) 11. Rockridge Boulevard 5-7 secs (D to C) No Change (LOS at Intersection) 2. Clifton Street (B) Estimated changes in delay at the intersections are shown above as potential ranges to reflect that daily traffic operations vary as daily traffic volumes vary. Precise delay estimates per intersection are presented in Appendix 1. Exhibit 3 illustrates five (5) of the 12 intersections within the study area will experience less than a five second change in average delay in the weekday PM peak hour; these five intersections are noted by the black circles. One intersection, Rockridge Boulevard, will experience a decrease in average delay of five to seven seconds in the weekday PM peak hour. Five intersections will experience an increase in average delay; these are noted by the blue, purple and orange circles in Exhibit 3. Four of those five intersections are estimated to have an average delay increase of 20 seconds or less in the weekday PM peak hour. The Broadway/Manila-Monroe Avenue intersection is estimated to have an increased average delay of 30 to 40 seconds in the weekday PM peak hour. While there is an estimated increase in delay at the Broadway/Manila-Monroe Avenue intersection, the intersection better. City staff recognizes the increased delay at the Broadway/Manila-Monroe Avenue intersection is undesirable and continues to explore opportunities to reduce average delay as the road diet project moves into the next design phase. Kittelson & Associates, Inc. Oakland, California

9 Project #: June 17, 2014 Page 9 Appendix 2 contains traffic operations analysis worksheets for the existing and road diet conditions analyses. Crash History KAI reviewed crash data for a three-year period from January 1, 2010 through December 31, During this three-year period there were a total of 19 collisions on Broadway between College Avenue and Keith Avenue. Five of the 19 collisions involved resulted in one or more injuries. The remaining 14 collisions were reported as property damage only (PDO) crashes. There were no fatal collisions reported from January 1, 2010 through December 31, There was one pedestrian injury and four other crashes resulting in injuries of auto occupants. The crash resulting in a pedestrian injury occurred at the Broadway/Broadway Terrace intersection. The motorist was cited as failing to give the right-of-way to a pedestrian crossing in the crosswalk. The crash occurred at 8:20 AM on a rainy day. Table 5 summarizes the injury severities from the reported crash data. Table 5 Injury Severities Reported in Crash Data Severity Auto-Auto Crashes Auto-Bike Crashes Auto-Pedestrian Crashes Fatal Injury Property Damage Only Source: SWITERS Data In addition to considering crash severity, KAI also reviewed crash locations. Intersection collisions are identified in the database as collisions occurring within 50 feet of an intersection. Intersection collisions accounted for 14 of the 19 collisions or 74% of reported crashes. Midblock collisions were the remaining 26% of reported crashes or five collisions. Exhibit 4 presents the collision locations. Exhibit 4 Summary of Collision Locations Crash Frequency Injury PDO Kittelson & Associates, Inc. Oakland, California

10 Project #: June 17, 2014 Page 10 Review of the crash data indicated a higher frequency of crashes tended to occur near or at the intersections with higher traffic volumes and those that are closely spaced (i.e., College Avenue, Clifton Street and Broadway Terrace). The higher traffic volume represents a higher level of exposure or risks for crashes due to the more prevalent presence of vehicles. Closely spaced intersections require motorists to make decisions within a shorter time period and can result in more frequent crashes as motorists misjudge or are unable to react to a situation. Appendix 3 contains the crash data from SWITERS database. With respect to anticipated safety with the road diet implemented, road diets in which a roadway is converted from four-lane undivided facility such as existing Broadway to a three-lane cross-section have been found to reduce total crashes by approximately 29%. This is based on research documented in the Highway Safety Manual. The crash reduction is associated with shorter crossing distances for pedestrians, slower vehicle speeds providing more time for motorists to react, left-turn lane for motorists turning onto and off of the major roadway to use, and fewer lane changing maneuvers. Bicycle Level of Traffic Stress KAI evaluated the bicyclist experience using the Bicycle Level of Traffic Stress (LTS) methodology. The methodology indicates the road diet will improve LTS from LTS 4 under existing conditions to a combination of LTS 2 and LTS 3. The segment of Broadway from Broadway Terrace to Ada Street that is posted at 30 mph would be LTS 2 with the road diet implemented. Broadway from Ada Street to Ocean View Drive would be LTS 3 with the road diet implemented; this segment has a posted speed of 35 mph. The posted speed of 35 mph is the difference between LTS 2 and LTS 3 under the road diet condition. Figure 1 compares the LTS of the existing and road diet conditions on Broadway. The primary reasons the LTS improves from the existing to the road diet condition are the reduced vehicle lanes and providing designated and separate space for bicyclists (e.g., bicycle lanes). The road diet has the potential to result in LTS 2 for Broadway from Broadway Terrace to Ocean View Drive if the road diet results in 85 th percentile speeds of 30 mph enabling the City to change the current portion of Broadway posted as 35 mph speed limit to a 30 mph speed limit. Slower vehicle speeds tend to result in lower severity crashes, which is beneficial to road users regardless of their mode. Pedestrian Level of Service As discussed above, crossing improvements at Lawton Avenue, Taft Avenue, Kales Avenue and Ada Street will be incorporated into the road diet project. KAI evaluated the existing and road diet conditions for pedestrians crossing at those four locations in the weekday AM and PM peak period. The existing conditions analysis indicates that pedestrians crossing at these four locations experience LOS F in the AM and PM peak hours. This means pedestrians waiting for a gap in traffic long enough to walk across Broadway or for vehicles to yield to create a gap would wait longer than 45 seconds. Based on KAI analysis, the existing pedestrian delay is greater than two minutes at the Lawton Avenue, Taft Avenue, Kales Avenue and Ada Street crossing locations. Kittelson & Associates, Inc. Oakland, California

11 Existing 2014 Conditions Proposed Road Diet Conditions June 2014 LTS 4 2 lanes Parking on both sides 30 MPH 35 MPH 2 lanes LTS 3 LTS 3 LTS 2 1 lane 6 bike lane Parking on both sides 30 MPH 35 MPH 5 bike lane Legend LTS 4 LTS 3 LTS 2 Bicycle Level of Traffic Stress Key Features Influencing Bicycle LTS 0 1,000 Feet Copyright: 2013 Esri, DeLorme, NAVTEQ Bicycle Level of Traffic Stress Figure 1

12 Project #: June 17, 2014 Page 12 The road diet configuration combined with the crossing improvements at those specific locations improves the pedestrian level-of-service (pedestrian LOS) by several letter grades. Pedestrian LOS at: Ada Street improves from LOS F to LOS C in the weekday AM and PM peak hours; Kales Avenue improves from LOS F to LOS C in the weekday AM peak hour and LOS B in the weekday PM peak hour; Taft Avenue improves from LOS F to LOS C in the weekday AM and PM peak hours; and Lawton Avenue improves from LOS F to LOS A in the weekday AM and PM peak hours. The reduced delay for pedestrians and corresponding improved pedestrian LOS are due to the increased yield rate induced by the treatments to be installed (e.g., high visibility crosswalk, RRFB, Pedestrian Hybrid Beacon), fewer vehicle lanes to cross due to the road diet, and pedestrian refuge islands that will enable pedestrians to cross in two stages. This means pedestrians will be able to use shorter gaps in traffics and focus on crossing one conflicting traffic stream at a time. Appendix 4 contains a more detailed summary of the pedestrian LOS results. SUMMARY The results of the analysis indicate the road diet will improve conditions for pedestrians and bicyclists, performance thresholds. The enhanced conditions for pedestrians include: Less delay in crossing Broadway; Improved access for a wider range of pedestrians (e.g., younger and older pedestrians will be able to cross Broadway at more locations and in two-stages, if desired); and Reduced exposure to conflicts with vehicles. Improved conditions for bicyclists include: Reduced exposure to vehicles with the provision of a bicycle lane; Reduced levels of stress (e.g., increased comfort) due to fewer vehicle lanes and designated space for bicyclists; and Similar crossing benefits as pedestrians. The expected changes in delay for motorists in the weekday AM and PM peak hour is less than five seconds at the majority of intersections within the study area. Per the HSM, similar past road diet projects were found to reduce total crashes by approximately 29%. Kittelson & Associates, Inc. Oakland, California

13 Project #: June 17, 2014 Appendix 1 Figures Summarizing Volumes, Lane Configurations and Traffic Operations Results Kittelson & Associates, Inc. Oakland, California

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20 Project #: June 17, 2014 Appendix 2 Synchro Worksheets Kittelson & Associates, Inc. Oakland, California

21 Queues Existing AM 11: Broadway & College Ave 2014/03/11 Lane Group EBR NBL NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Kittelson & Associates, Inc. Page 1

22 HCM Signalized Intersection Capacity Analysis Existing AM 11: Broadway & College Ave 2014/03/11 Movement EBL EBR NBL NBT SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) 79 Confl. Bikes (#/hr) 3 Heavy Vehicles (%) 0% 7% 4% 3% 1% 4% Turn Type Over Prot NA NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.14 c c0.21 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B A B Approach Delay (s) Approach LOS B A B HCM 2000 Control Delay 11.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 60.4 Sum of lost time (s) 10.0 Intersection Capacity Utilization 41.2% ICU Level of Service A c Critical Lane Group Kittelson & Associates, Inc. Page 2

23 HCM Unsignalized Intersection Capacity Analysis Existing AM 12: Broadway & Clifton Street 2014/03/11 Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.2 Intersection Capacity Utilization 47.6% ICU Level of Service A Kittelson & Associates, Inc. Page 3

24 Queues Existing AM 13: Broadway & Broadway Terrace 2014/03/11 Lane Group WBL NBT NBR SBL SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) # Internal Link Dist (ft) Turn Bay Length (ft) 120 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Kittelson & Associates, Inc. Page 4

25 HCM Signalized Intersection Capacity Analysis Existing AM 13: Broadway & Broadway Terrace 2014/03/11 Movement WBL WBR NBT NBR SBL SBT Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 2% 5% 2% 4% 9% 2% Turn Type Prot NA Perm Prot NA Protected Phases Permitted Phases 2 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c0.19 v/s Ratio Perm 0.05 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C B B F A Approach Delay (s) Approach LOS C B B HCM 2000 Control Delay 16.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 50.8% ICU Level of Service A c Critical Lane Group Kittelson & Associates, Inc. Page 5

26 HCM Unsignalized Intersection Capacity Analysis Existing AM 14: Broadway & Napa Street 2014/03/11 Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 17 5 Lane Width (ft) Walking Speed (ft/s) Percent Blockage 1 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked 0.98 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.3 Intersection Capacity Utilization 31.4% ICU Level of Service A Kittelson & Associates, Inc. Page 6

27 HCM Unsignalized Intersection Capacity Analysis Existing AM 15: Broadway & Ada Street 2014/03/11 Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.2 Intersection Capacity Utilization 27.9% ICU Level of Service A Kittelson & Associates, Inc. Page 7

28 Queues Existing AM 16: Manila Avenue & Broadway & Monroe Avenue 2014/03/11 Lane Group WBL NBT SBT NET SWT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Kittelson & Associates, Inc. Page 8

29 HCM Signalized Intersection Capacity Analysis Existing AM 16: Manila Avenue & Broadway & Monroe Avenue 2014/03/11 Movement WBL2 WBL WBR WBR2 NBL NBT NBR NBR2 SBL2 SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) 0% 2% 0% 0% 25% 1% 0% 0% 0% 0% 2% 5% Turn Type Perm Prot Perm NA Perm Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c0.23 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C A A Approach Delay (s) Approach LOS C A A HCM 2000 Control Delay 11.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 67.7 Sum of lost time (s) 11.0 Intersection Capacity Utilization 80.8% ICU Level of Service D c Critical Lane Group Kittelson & Associates, Inc. Page 9

30 HCM Signalized Intersection Capacity Analysis Existing AM 16: Manila Avenue & Broadway & Monroe Avenue 2014/03/11 Movement NEL NET NER NER2 SWL SWT SWR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) 1 1 Heavy Vehicles (%) 0% 0% 5% 0% 0% 0% 0% Turn Type Perm NA Perm NA Protected Phases 1 1 Permitted Phases 1 1 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C C Approach Delay (s) Approach LOS C C Kittelson & Associates, Inc. Page 10

31 HCM Unsignalized Intersection Capacity Analysis Existing AM 17: Broadway & Kales Avenue 2014/03/11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 415 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS C B A A Approach Delay (s) Approach LOS C B Average Delay 0.5 Intersection Capacity Utilization 40.8% ICU Level of Service A Kittelson & Associates, Inc. Page 11

32 HCM Unsignalized Intersection Capacity Analysis Existing AM 18: Broadway & Virmar Avenue 2014/03/11 Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 22 1 Lane Width (ft) Walking Speed (ft/s) Percent Blockage 2 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 674 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.1 Intersection Capacity Utilization 32.2% ICU Level of Service A Kittelson & Associates, Inc. Page 12

33 HCM Unsignalized Intersection Capacity Analysis Existing AM 19: Broadway & Taft Avenue 2014/03/11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 896 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS F B A A Approach Delay (s) Approach LOS F B Average Delay 4.1 Intersection Capacity Utilization 52.8% ICU Level of Service A Kittelson & Associates, Inc. Page 13

34 HCM Unsignalized Intersection Capacity Analysis Existing AM 20: Broadway & Lawton Avenue 2014/03/11 Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage 3 5 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 1.6 Intersection Capacity Utilization 59.5% ICU Level of Service B Kittelson & Associates, Inc. Page 14

35 HCM Unsignalized Intersection Capacity Analysis Existing AM 21: Broadway & Rockridge Boulevard 2014/03/11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 904 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS C D A A Approach Delay (s) Approach LOS C D Average Delay 1.5 Intersection Capacity Utilization 58.2% ICU Level of Service B Kittelson & Associates, Inc. Page 15

36 HCM Unsignalized Intersection Capacity Analysis Existing AM 22: Broadway & Ocean View Drive 2014/03/11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage 2 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 462 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS E B A A Approach Delay (s) Approach LOS E B Average Delay 1.5 Intersection Capacity Utilization 56.8% ICU Level of Service B Kittelson & Associates, Inc. Page 16

37 Queues Existing AM 23: Broadway & Keith Avenue 2014/03/11 Lane Group EBL EBR NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Kittelson & Associates, Inc. Page 17

38 HCM Signalized Intersection Capacity Analysis Existing AM 23: Broadway & Keith Avenue 2014/03/11 Movement EBL EBR NBL NBT SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 2% 2% 0% 1% 2% 0% Turn Type Prot Perm NA NA Protected Phases Permitted Phases 2 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.20 c v/s Ratio Perm 0.11 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B A A Approach Delay (s) Approach LOS B A A HCM 2000 Control Delay 12.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 56.2 Sum of lost time (s) 10.0 Intersection Capacity Utilization 46.0% ICU Level of Service A c Critical Lane Group Kittelson & Associates, Inc. Page 18

39 Queues Existing PM 11: Broadway & College Avenue 03/11/2014 Lane Group EBR NBL NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Kittelson & Associates, Inc. Page 1

40 HCM Signalized Intersection Capacity Analysis Existing PM 11: Broadway & College Avenue 03/11/2014 Movement EBL EBR NBL NBT SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) 143 Confl. Bikes (#/hr) 5 Heavy Vehicles (%) 0% 2% 3% 0% 2% 2% Turn Type Over Prot NA NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.15 c0.19 c v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B A A Approach Delay (s) Approach LOS B A A HCM 2000 Control Delay 10.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 60.4 Sum of lost time (s) 10.0 Intersection Capacity Utilization 43.3% ICU Level of Service A c Critical Lane Group Kittelson & Associates, Inc. Page 2