JOHNSON RANCH RAPID CITY, SOUTH DAKOTA TRAFFIC IMPACT ANALYSIS

Transcription

1 JOHNSON RANCH RAPID CITY, SOUTH DAKOTA TRAFFIC IMPACT ANALYSIS Prepared for: KTM Design Solutions 528 Kansas City Street, Suite 1 Rapid City, SD Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO / Principal: Lyle DeVries, PE, PTOE Project Manager: Todd S. Frisbie, PE, PTOE FHU Reference No March 2017

2 Johnson Ranch Traffic Impact Analysis TABLE OF CONTENTS Page I. INTRODUCTION II. EXISTING CONDITIONS A. Surrounding Land Uses B. Existing Roadway Network C. Traffic Volumes D. Traffic Operations III. PROPOSED PROJECT A. Site Accesses B. Site Trip Generation C. Trip Distribution and Traffic Assignment IV. BACKGROUND TRAFFIC CONDITIONS A. Roadway Network B. Traffic Volumes C. Traffic Operations V. TOTAL FUTURE TRAFFIC CONDITIONS A. Traffic Volumes C. Traffic Operations D. Site Access (Johnson Ranch Road) Recommendations VI. SUMMARY AND RECOMMENDATIONS APPENDICES APPENDIX A APPENDIX B APPENDIX C APPENDIX D EXISTING TRAFFIC COUNTS EXISTING TRAFFIC LEVEL OF SERVICE WORKSHEETS BACKGROUND TRAFFIC LEVEL OF SERVICE WORKSHEETS TOTAL TRAFFIC LEVEL OF SERVICE WORKSHEETS

3 Johnson Ranch Traffic Impact Analysis LIST OF FIGURES Page Figure 1. Vicinity Map Figure 2. Site Plan Figure 3. Existing Traffic Conditions Figure 4. Trip Distribution Figure 5. Short Term Site Generated Traffic Assignment Figure 6. Long Term Site Generated Traffic Assignment Figure 7. Short Term Background Traffic Conditions Figure 8. Long Term Background Traffic Conditions Figure 9. Short Term Total Traffic Conditions Figure 10. Long Term Total Traffic Conditions LIST OF TABLES Table 1. Short Term Future Trip Generation Estimates Table 2. Long Term Future (Full Buildout) Trip Generation Estimates

4 Johnson Ranch Traffic Impact Analysis I. INTRODUCTION The proposed property development known as Johnson Ranch is adjacent to Saint Patrick Street, State Highway 44 (SH 44), and Valley Drive. Figure 1 shows the site s location relative to major roadways in the Rapid City area. The Johnson Ranch development will consist of commercial and residential land uses and will be completed in phases. Figure 2 provides the conceptual plan, which indicates that retail and service types of uses are planned along SH 44 with residential uses located on the southern portion of the site. The development would be served primarily by a full movement access on Saint Patrick Street. There will be an additional right-in/right-out access on Saint Patrick Street. There will be five access points to the development on Valley Road, one of which will be an extension of the existing Saint Francis Street. The purpose of this study is to assess the traffic impacts on the adjacent roadways related to the proposed development and to identify roadway improvements needed to accommodate vehicle-trips generated by the proposed development. This report includes information on existing traffic conditions, vehicle-trips associated with the planned development, and total traffic volume projections. For these purposes, two future scenarios are considered: Short Term Future. KTM Design has indicated that the initial phase would consist of the development of the western portion of the property, including a gas station, single family housing, and multi-family housing. This represents a significant amount of new development that would take a few years to complete construction. Therefore, this scenario examines traffic impacts in the near term future, which is assumed to be Year Long Term Future. This scenario examines the traffic impacts associated with forecasted traffic volumes for the Year It is assumed that the development would reach full buildout by this time. This will include additional commercial and residential land uses. Page 1

5 Elk Vale Rd. South Valley Dr. Twilight Dr. PROJECT SITE South Dakota Highway 44 South Dakota Highway 44 Figure 1 Vicinity Map FELSBURG HOLT & ULLEVIG Johnson Ranch TIS - Rapid City /24/17 South Dakota Highway 79 Omaha St. St. Patrick St. E. St. Francis St. Long Acre Dr. Jolly Ln. Eden Ln. Garden Ln. Elk Vale Rd. E. St. Joseph St.

6 LOT 15 LOT 17 LOT 22 LOT 26 LOT 25 LOT 24 LOT 23 LOT 20 SINGLE FAMILY HOUSING LOT 14 LOT 31 LOT ACRES± LOT 34 LOT 1 LOT 9 LOT 8 LO T1 0 LOT 7 LOT 6 LOT 5 LOT 4 LOT 3 LOT '± LOT ACRES± LOT 33 LOT 32 LOT 15 LOT 16 LOT 17 LOT 18 LOT 19 LOT 30 LOT 29 LOT 28 LOT 27 LOT 26 LOT 25 LOT 22 LOT 21 LOT 23 LOT 24 LOT ACRES± LOT 21 LOT 20 LOT 19 LOT 18 LOT 15 LOT B 8.77 ACRES± LOT '± MULTI-FAMILY LOT 14 LOT 13 LOT 12 LOT 11 LOT 10 LOT 9 LOT 8 LOT 7 LOT 6 LOT 5 LOT 4 LOT 3 LOT 2 LOT '± 90.0'± LOT C 2.02 ACRES± COMMERCIAL LOT 14 LOT 13 LOT 12 LOT 11 LOT 10 LOT 9 LOT 8 LOT 7 LOT 6 LOT 5 LOT 4 LOT 3 LOT 2 LOT 1 LOT A 2.14 ACRES± 3 T1 LO FELSBURG H O LT & ULLE VI G COMMERCIAL COMMERCIAL WETLAND AND DRAINAGE TRACT A LOT D 2.14 ACRES± LOT ACRES± COMMERCIAL LOT E 9.71 ACRES± COMMUNITY PARK - SHARED OPEN SPACE LOT 11 LOT 12 GREENWAY AND DRAINAGE TRACT B FUTURE DEVELOPMENT Figure 2 Site Plan Johnson Ranch TIS - Rapid City /10/ '±

7 Johnson Ranch Traffic Impact Analysis II. EXISTING CONDITIONS A. Surrounding Land Uses The areas to the east and north of the proposed Johnson Ranch development consist of mostly single family homes. Further to the east is the Rapid Valley Elementary School, a few casinos along SH 44, and a race track. To the south is the Rapid City Elks Golf Course. To the west of the proposed development is a scattering of industrial and residential developments and undeveloped land. Most of this undeveloped land is zoned for a mix of uses including industrial, residential, and commercial development. B. Existing Roadway Network The roadway network surrounding the site consists of the following facilities: State Highway 44 SH 44 is major southeast-northwest highway connecting the Rapid City Central Business District with the regional airport and residential uses located southeast of the city. The posted speed limit is 45 miles per hour (MPH) with two through lanes in each direction separated by a two-way left turn lane. Saint Patrick Street Saint Patrick Street is a four-lane, east-west roadway that provides access to various industrial and residential developments. It provides a connection between SH 44 and US 16. Valley Drive Valley Drive is a two-lane, north-south roadway that provides local access to residential and industrial developments. This roadway extends north to connect with SH 44. Saint Francis Street Saint Francis Street is a two-lane, east-west residential street. It extends approximately ¼ miles to the west of Valley Drive and primarily provides access for single family homes. C. Traffic Volumes Morning and evening peak hour traffic volumes were collected in February 2017 at the following intersections: SH 44 / Saint Patrick Street Saint Patrick Street / Valley Drive Valley Drive / Saint Francis Street The traffic counts were collected in 15-minute intervals on a typical weekday during the hours of 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM. The existing peak hour traffic counts (see Figure 3) show that in the AM peak the primary direction of travel on SH 44 is eastbound, while in the PM peak it is in the westbound direction. High turn movement volumes were observed to/from the west at St. Patrick Street. Appendix A includes traffic counts. Page 4

8 St. Patrick St. B/B 3(3) 11(21) 16(23) 11(21) 268(411) 13(33) South Valley Dr. 1(4) 485(282) 10(14) 28(7) 25(15) 53(35) 4(6) 343(772) 2(3) 0(5) 2(1) 1(9) 18(8) 2(1) 396(439) 1(5) 1003(545) 523(314) B/B South Dakota Highway 44 a/a E. St. Francis St. 1(2) 2(2) 32(68) 2(0) 105(55) 5(4) a/a a/a Long Acre Dr. LEGEND XXX(XXX) XXXX X/X x/x = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Figure 3 Existing Traffic Conditions FELSBURG HOLT & ULLEVIG Johnson Ranch TIS - Rapid City /03/17

9 Johnson Ranch Traffic Impact Analysis D. Traffic Operations Traffic operations within the study area were evaluated according to techniques documented in the Highway Capacity Manual (Transportation Research Board, 2000) using the existing traffic volumes and intersection geometry. Level of Service (LOS) is a qualitative measure of traffic operational conditions, based on roadway capacity and vehicle delay. Level of service is described by a letter designation ranging from A to F, with LOS A representing almost free-flow travel, while LOS F represents congested conditions. For signalized intersections, LOS represents average delay for the entire intersection. For unsignalized intersections, LOS is calculated for movements that must yield right-of-way to other traffic movements. The City of Rapid City Street Design and Right of Way Criteria (2012) specify a design objective of LOS C or better for peak hour traffic operations. The following describe LOS results by intersection: SH 44 / Saint Patrick Street Under signalized traffic control, the intersection operates at LOS A during the AM peak and LOS B during PM peak. Saint Patrick Street / Valley Drive Under signalized traffic control, the intersection operates at LOS B during peak hours. Valley Drive / Saint Francis Street Under stopped-controlled, all yielding movements operate at LOS A during peak hours. Figure 3 shows the results of the capacity analyses, along with the associated lane geometry and traffic control. Appendix B contains the existing LOS worksheets. Page 6

10 Johnson Ranch Traffic Impact Analysis III. PROPOSED PROJECT A. Site Accesses The proposed development is to have multiple accesses. Not all accesses will be constructed for the short term scenario. In the short term, the access points are as follows: A right-in/right-out on Saint Patrick Street east of Valley Drive. This is an access to the proposed gas station. Two full movement accesses on Valley Drive between Saint Patrick Street and Saint Francis Street also used to access the proposed gas station. An extension of Saint Francis Street for access to the multi-family portion of the development. A full movement access between Saint Francis Street and Long Acre Drive on Valley Drive that will also access the multi-family development. A full movement access south of Long Acre Drive on Valley Drive that will access the single family homes. In the long term, an additional full movement access will be constructed on Saint Patrick Street to the east of the proposed right-in/right-out. This access is the primary access to the proposed development and is known as Johnson Ranch Road. Johnson Ranch Road will be used for all the long term commercial development access and will extend south to connect to the southernmost access along Valley Drive providing access to the single family homes as well. B. Site Trip Generation The number of vehicle-trips generated by the proposed development was estimated based on rates, equations, and procedures documented in Trip Generation, Institute of Transportation Engineers, Ninth Edition, Site traffic projections were estimated using the land use estimates provided from the developer for both the Short Term and Long Term scenarios. Table 1 shows the trip generation estimates used for the Short Term Future scenario, which are based on the peak hour of adjacent street traffic. Table 1. Short Term Future Trip Generation Estimates Land Use Size ITE Code Convenience / Gas Station 12 Fueling Positions Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total 945 1, Multi-Family 86 Units Single Family 28 Units Total Vehicle Trips Generated 2, Pass-By Trips 1, Total New Trips to Adjacent Street System 1, Pass-by trip percentages: Convenience/Gas Station 60% As shown, the initial phase of the development is estimated to generate approximately 2,800 daily trips, with 190 trips during the AM peak hour and 245 trips during the PM peak hour. Page 7

11 Johnson Ranch Traffic Impact Analysis Due to the types of uses proposed for the Johnson Ranch development, it is reasonable to assume that some of these estimated vehicle-trips would be pass-by trips. Pass-by trips are attracted from the traffic passing the site on the way from an origin to an ultimate destination. These vehicle-trips are not new trips added to the adjacent street network and thus are subtracted from the site s total trip generation estimate. However, these pass-by trips are still included in the site s driveway turn movements. Pass-by trips were estimated using the percentages shown in Table 1, which are published in Trip Generation Volume 1: User s Guide and Handbook, Institute of Transportation Engineers, Ninth Edition, As shown in Table 1, pass-by trips will make up approximately 1,200 of the daily trips and 75 trips during the AM peak hour and 100 trips during the PM peak hour. This means there will be approximately 1,600 new daily trips to the adjacent street network, with 110 during the AM peak and 145 during the PM peak. In the Long Term Future scenario, it is anticipated that the retail development and additional residential development will build out. Table 2 shows the trip generation estimates for the full development of the site. As shown, the additional development occurring after the Short Term Future scenario adds approximately 6,200 daily trips, with 340 during the AM peak hour and 500 during the PM peak hour. Table 2. Long Term Future (Full Buildout) Trip Generation Estimates Land Use Size ITE Code Daily AM Peak Hour PM Peak Hour Trips In Out Total In Out Total Fast Food 5,000 sq. ft , Shopping Center 75,000 sq. ft 820 3, Multi-Family 17 Units Single Family 47 Units Long Term Subtotal Vehicle Trips Generated 6, Short Term Subtotal Vehicle Trips Generated 2, Total Trips Generated 9, Pass-By Trips 3, Total New Trips to Adjacent Street System 5, Pass-by trip percentages: Fast Food 50% Retail 25% Combining both the Short Term and Long Term trip generation shows that the development is forecasted to generate 5,800 new daily trips to the adjacent street network, with 330 trips during the AM peak hour and 500 during the PM peak hour. Page 8

12 Johnson Ranch Traffic Impact Analysis C. Trip Distribution and Traffic Assignment Trip distribution assumptions were developed based on site location relative to Rapid City, employment centers such as the Central Business District, retail centers, and residential land uses. Figure 4 provides the trip distribution assumptions. As shown, most traffic is expected to use SH 44. The other component of the traffic assignment is the distribution of pass-by trips. Pass-by trips are attracted from the adjacent street traffic flows and depend on both volume and direction. In this effort, all pass-by trips were assumed to come from SH 44 and were distributed according to the peak direction of travel. For example, in the AM peak hour, the heavier SH 44 traffic flow is westbound; therefore, most of the pass-by traffic was assigned westbound. During the PM peak hour, the peak direction of travel is eastbound and thus pass-by trips were assigned accordingly. Vehicle-trips to and from the site, including pass-by trips, were assigned to the roadway network based on the assumed trip distribution percentages for the two future-year scenarios. Figure 5 and Figure 6 show the short and long term site generated traffic volumes, respectively. Page 9

13 5% South Valley Dr. 35% 5% St. Patrick St. 20% South Dakota Highway 44 30% E. St. Francis St. Long Acre Dr. 5% LEGEND XX% FELSBURG HOLT & ULLEVIG = Site Trip Distribution Figure 4 Trip Generation Johnson Ranch TIS - Rapid City /08/17

14 South Dakota Highway 44 Figure 5 Short Term Site Generated Traffic RIRO Johnson Ranch TIS - Rapid City /08/17 South Valley Dr. Pass-by Trips -9(-29) 9(29) -28(-20) 28(20) 28(20) 9(29) 12(24) 1(5) 27(21) 4(4) 21(16) 15(29) 64(107) 36(47) 34(45) 34(57) 56(39) 64(107) 5(6) 19(24) St. Patrick St. 56(47) 4(4) 15(12) 1(5) 7(22) 8(29) 5(6) 3(10) 7(10) 1(2) 20(26) 14(49) 1(2) 49(29) 23(13) E. St. Francis St. 26(16) 10(5) 2(1) 2(10) 6(19) 0(2) 16(11) Long Acre Dr. 15(9) 1(1) 5(17) 3(3) 0(1) 1(4) LEGEND = AM(PM) Peak Hour Traffic Volumes FELSBURG HOLT & ULLEVIG XXX(XXX)

15 South Dakota Highway 44 Figure 6 Long Term Site Generated Traffic Johnson Ranch TIS - Rapid City /08/17 Access 1 RIRO LEGEND XXX(XXX) Pass-by Trips -25(-75) 25(73) -75(-51) 75(51) 75(51) 25(73) 44(78) 7(14) 90(153) 36(47) 51(93) 64(107) 138(202) 63(81) 10(12) 52(66) 88(90) 31(47) 137(193) 26(46) 83(90) 5(6) = AM(PM) Peak Hour Traffic Volumes South Valley Dr. 4(7) 18(32) 68(114) 58(48) 6(7) 19(14) 23(13) 0(0) 0(0) 37(26) 5(7) 2(7) 26(39) 4(13) 7(21) 14(41) Long Acre Dr. 19(24) 0(0) 34(45) 40(89) 0(0) 66(47) St. Patrick St. 7(10) 1(2) 20(28) 20(61) 1(2) 59(37) E. St. Francis St. 10(5) 2(1) 2(10) 12(31) 0(2) 27(21) 21(12) 3(2) 5(17) 9(15) FELSBURG HOLT & ULLEVIG 1(3) 6(11)

16 Johnson Ranch Traffic Impact Analysis IV. BACKGROUND TRAFFIC CONDITIONS A. Roadway Network In the short term horizon, additional roadway and intersection improvements within the study area are not anticipated to be installed. In the Long Term scenario, it is anticipated that SH 44 will be widen from four to six lanes. B. Traffic Volumes Background traffic volumes represent the component of roadway volumes unrelated to the proposed development that are projected to use the adjacent roadway system. Background traffic growth was estimated based on the daily traffic volume projections contained in the Rapid City MPO Demand Model. This model shows the following annual growth rates for study area roadways: SH 44 2 percent per year Saint Patrick Street and Valley Drive 1 percent per year These percentages were applied to existing traffic volumes to estimate both Short and Long Term background traffic volumes for study area roadways. It is assumed that this growth does not include traffic generated by the Johnson Ranch development. Figure 7 and Figure 8 respectively show Short and Long Term peak hour background traffic projections. C. Traffic Operations LOS analyses were conducted to evaluate both the Short and Long Term Future background traffic conditions. The results are described as follows and show that the long term widening of SH 44 from four-lanes to six-lanes will help to maintain existing traffic operations at study intersections. SH 44 / Saint Patrick Street Under signalized traffic control, the intersection operates at LOS C or better during peak hours during the Short Term scenario. The intersection operates at LOS B during the AM peak and LOS D during the PM peak for the Long Term scenario. Saint Patrick Street / Valley Drive Under signalized traffic control, the intersection operates at LOS B during peak hours. This operational condition exists for both Short and Long Term scenarios. Valley Drive / St. Francis Street The minor street movements at this intersection are anticipated to continue to operate at LOS A during the peak hours and in both Short and Long Term scenarios. Figure 7 and Figure 8 show the results of the capacity analyses, and Appendix C contains the background traffic operational analysis worksheets. Page 13

17 St. Patrick St. B/B 5(5) 15(25) 20(25) 15(25) 275(420) 15(35) South Valley Dr. 5(5) 495(290) 10(15) 30(10) 25(15) 55(35) Access 1 5(10) 360(805) 5(5) 0(5) 5(5) 5(10) 20(10) 5(5) 415(460) 5(5) 1050(570) 535(330) B/C South Dakota Highway 44 E. St. Francis St. Access 2 5(5) 5(5) 35(75) 5(0) 105(55) 5(5) a/a a/a a/a LEGEND XXX(XXX) XXXX X/X x/x FELSBURG HOLT & ULLEVIG Long Acre Dr. = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Access 3 Figure 7 Short Term Background Traffic Conditions Johnson Ranch TIS - Rapid City /03/17

18 St. Patrick St. B/B 10(10) 15(30) 20(30) 15(30) 410(525) 20(40) South Valley Dr. 5(5) 620(370) 15(20) 35(10) 30(20) 65(45) Access 1 10(10) 515(1160) 5(10) 5(10) 5(5) 5(15) 30(15) 5(5) 600(660) 5(5) 1500(820) 630(380) B/D South Dakota Highway 44 E. St. Francis St. Access 2 5(5) 5(5) 40(85) 5(5) 125(70) 10(10) a/a a/a a/a LEGEND XXX(XXX) XXXX X/X x/x FELSBURG HOLT & ULLEVIG Long Acre Dr. = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Access 3 Figure 8 Long Term Background Traffic Conditions Johnson Ranch TIS - Rapid City /03/17

19 Johnson Ranch Traffic Impact Analysis V. TOTAL FUTURE TRAFFIC CONDITIONS A. Traffic Volumes Short Term Future The short term site generated traffic (Figure 5) was added to the short term background traffic (Figure 7) to develop total Short Term Future traffic volumes provided in Figure 9. In the Short Term Future scenario, the addition of site trips would increase peak hour traffic volumes by the following percentages: SH 44 west of Elk Vale Road interchange 3 percent SH 44 east of Elk Vale Road interchange 2 percent Saint Patrick Street west of Valley Drive 3 percent Long Term Future The long term site generated traffic (Figure 6) was added to the long term background traffic (Figure 8) to develop total Long Term Future traffic volumes provided in Figure 10.In the Long Term scenario, the addition of site trips would increase peak hour traffic volumes by the following percentages: SH 44 west of Elk Vale Road interchange 15 percent SH 44 east of Elk Vale Road interchange 6 percent Saint Patrick Street west of Valley Drive 7 percent C. Traffic Operations Good traffic operations are generally achieved at all study intersections both in the Short and Long Term scenarios. Figure 9 and Figure 10 summarize these traffic operations described by a LOS and discussed in the following sections: SH 44 / Saint Patrick Street Forecasted to operate at LOS C or better during both peak hours in the Short Term scenario. For the Long Term scenario, the intersection operates at LOS C during the AM peak hour and LOS D during the PM peak hour. Saint Patrick Street / Valley Drive Will continue to operate at LOS B during peak hours in both the Short and Long Term scenarios. Valley Drive / Saint Francis Street The yielding movements at this intersection will continue to operate at LOS A during peak hours in both scenarios. Saint Patrick Street / Johnson Ranch Road Under stop-control, the yielding movements at this intersection operate at LOS C or better during both peak hours for the Short Term scenario. For the Long Term scenario, the northbound left-turn is anticipated to operate at LOS F during both peak hours. LOS F is typical on a stop-controlled, low volume left-turn movement, when the cross street has high traffic volumes. In the long term PM peak hour, the v/c ratio for this movement is 0.66 with the 95 th percentile queue length approximately 75 feet, indicating the movement is under capacity and should not experience queueing problems despite the poor LOS in the Long Term scenario. All other accesses All other stop-controlled accesses are forecasted to have yielding turning movements operate at LOS B or better during all peak hours in both scenarios. Page 16

20 South Dakota Highway 44 Figure 9 Short Term Total Traffic Conditions LEGEND RIRO B/C 5(5) 1022(550) 575(374) XXX(XXX) X/X x/x = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Johnson Ranch TIS - Rapid City /08/17 0(5) 6(10) 5(10) 75(51) 9(9) 445(505) b/b a/a a/a 5(10) 351(776) 29(63) a/a a/a 610(450) 490(520) 5(6) 37(47) South Valley Dr. 5(5) 530(330) 75(122) 5(5) 16(30) 20(25) 83(53) 30(20) 70(47) 15(25) 405(470) 18(45) 19(24) 23(13) 0(0) 0(0) 7(22) 43(104) 5(0) 164(96) a/a 5(5) 0(0) 5(5) 0(0) 129(68) 5(5) 7(10) 1(2) a/a 10(5) 2(1) 2(10) 46(99) a/a 1(2) 157(86) 0(2) 119(56) Long Acre Dr. 15(9) 1(1) 5(17) 43(92) 0(1) 119(64) B/B St. Patrick St. 35(45) 74(152) a/a a/a a/a E. St. Francis St. 20(28) 54(124) a/a a/a a/a a/a a/a FELSBURG HOLT & ULLEVIG a/a

21 South Dakota Highway 44 Figure 10 Long Term Total Traffic Conditions Johnson Ranch TIS - Rapid City /08/17 RIRO LEGEND XXX(XXX) X/X x/x = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service C/D 5(5) 1475(509) 749(509) = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal 5(10) 12(19) 5(15) 10(10) 490(1087) 81(176) 168(147) 15(17) 677(799) b/b f/f b/b B/B 730(548) 718(770) 5(6) a/a b/b 36(47) South Valley Dr. 9(12) 638(402) 83(134) 15(17) 17(37) 20(30) 704(502) 138(202) St. Patrick St. 723(770) 31(47) 137(193) 26(46) 93(58) 36(27) 84(59) 15(30) 436(564) 24(53) a/a Access 1 19(24) 0(0) 34(45) 90(179) a/a a/a E. St. Francis St. Access 2 23(13) 0(0) 0(0) 7(22) 54(126) 5(5) 1(2) 196(122) a/a 5(5) 0(0) 5(5) a/a a/a 0(0) 172(106) 5(5) 7(10) 1(2) 20(28) 70(151) a/a a/b 10(5) 2(1) 2(10) 57(121) a/a 1(2) 189(112) a/a Long Acre Dr. Access 3 0(2) 162(101) a/a a/a a/a 21(12) 3(2) 5(17) 54(105) a/a FELSBURG HOLT & ULLEVIG 1(3) 141(91)

22 Johnson Ranch Traffic Impact Analysis D. Site Access (Johnson Ranch Road) Recommendations The access onto Saint Patrick Street is not expected to warrant signalization, even with the full buildout of the site. It will operate adequately as a full movement, stop-controlled intersection. Right- and left-turn lanes should be provided on Saint Patrick Street. Additionally, a northbound right- and left-turn lane will be required on Johnson Ranch Road. There should be no internal access points to the development for at least 75 feet south of the intersection with Saint Patrick Street to ensure that queues do not block access points. Page 19

23 Johnson Ranch Traffic Impact Analysis VI. SUMMARY AND RECOMMENDATIONS The proposed property development is in the southwest quadrant of the Saint Patrick Street and SH 44 intersection. The development is planned to consist of general uses such as residential, retail, restaurants, and a gas stations. The development would be served primarily by a new access on Saint Patrick Street. There will be an additional right-in/right-out access on Saint Patrick Street east of Valley Drive. There will be five accesses on Valley Drive, with one access being an extension of the existing Saint Francis Street. In the short term planning horizon, Johnson Ranch is estimated to add approximately 1,600 new daily trips to the adjacent street network, with approximately 110 trips occurring during the AM peak hour and 145 trips during the PM peak hour. At buildout, the site would generate approximately 5,800 new daily trips on the adjacent street network. Approximately 330 new trips are anticipated to be added to the roadway network during the AM peak hour and 500 trips during the PM peak hour. Overall the adjacent roadway network, intersections, and site access appear to have sufficient capacity to accommodate new trips generated by Johnson Ranch without significantly degrading the operations at the study intersections. Based on this general finding, the recommended improvements focus primarily on ensuring adequate operations at the main site access to SH 44. The following describes the recommended improvements: The Johnson Ranch Road intersection is not expected to warrant signalization. Johnson Ranch Road should not have any internal access points within 75 feet of Saint Patrick Street. This will ensure queuing at the intersection does not block any internal access points. Page 20

24 Johnson Ranch Traffic Impact Analysis APPENDIX A EXISTING TRAFFIC COUNTS Appendix A

25 Name: Jack Hattervig Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: Intersection of: South Valley Dr and E St Patrick St Street: E St Patrick E St Patrick South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 7: : : : : : : : Peak Hour Peak Hour Factor = 924 = AM PEAK HOUR COUNTS Name: Jack Hattervig Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: Intersection of: South Valley Dr and E St Patrick St Street: E St Patrick E St Patrick South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 4: : : : : : : : Peak Hour Peak Hour Factor = 869 = PM PEAK HOUR COUNTS

26 Name: JF & KT Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: Intersection of: St Patrick and HWY 44 Street: Hwy 44 Hwy 44 St Patrick St St Patrick St Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 7: : : : : : : : Peak Hour Peak Hour Factor = 2183 = AM PEAK HOUR COUNTS Name: JF & MS Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: Intersection of: St Patrick and HWY 44 Street: Hwy 44 Hwy 44 St Patrick St St Patrick St Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 4: : : : : : : : Peak Hour Peak Hour Factor = 2108 = PM PEAK HOUR COUNTS

27 Name: Jack Hattervig Date: 2/22/2017 City: Rapid City, SD Project Name: Project #: 0 Intersection of: South Valley Dr and St Francis Street: St Francis St Francis South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 7: : : : : : : : Peak Hour Peak Hour Factor = 157 = AM PEAK HOUR COUNTS Name: Jack Hattervig Date: 2/22/2017 City: Rapid City, SD Project Name: Project #: 0 Intersection of: South Valley Dr and St Francis Street: St Francis St Francis South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 4: : : : : : : : Peak Hour Peak Hour Factor = 197 = PM PEAK HOUR COUNTS

28 Johnson Ranch Traffic Impact Analysis APPENDIX B EXISTING TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix B

29 HCM 2010 Signalized Intersection Summary Existing AM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B A A A C C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS B A C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 12.2 HCM 2010 LOS B Page 1

30 HCM 2010 Signalized Intersection Summary Existing AM 10: S. Valley Dr. & E. Saint Patrick St 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B A A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 11.0 HCM 2010 LOS B Page 2

31 HCM 2010 TWSC Existing AM 13: S. Valley Dr. & St. Francis St. 03/03/2017 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - - HCM 95th %tile Q(veh) Page 3

32 HCM 2010 Signalized Intersection Summary Existing PM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C C B A A D B D Approach Vol, veh/h Approach Delay, s/veh Approach LOS C A B D Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 16.9 HCM 2010 LOS B Page 1

33 HCM 2010 Signalized Intersection Summary Existing PM 10: S. Valley Dr. & E. Saint Patrick St. 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B A A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 10.9 HCM 2010 LOS B Page 2

34 HCM 2010 TWSC Existing PM 13: S. Valley Dr. & E. St. Francis St. 03/03/2017 Intersection Int Delay, s/veh 0.5 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - - HCM 95th %tile Q(veh) Page 3

35 Johnson Ranch Traffic Impact Analysis APPENDIX C BACKGROUND TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix C

36 HCM 2010 Signalized Intersection Summary Short-Term Background AM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B A A A C C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS B A C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 12.6 HCM 2010 LOS B Page 1

37 HCM 2010 Signalized Intersection Summary Short-Term Background AM 10: S. Valley Dr. & E. Saint Patrick St 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B A A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 10.7 HCM 2010 LOS B Page 2

38 HCM 2010 TWSC Short-Term Background AM 14: S. Valley Dr. 03/03/2017 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - - HCM 95th %tile Q(veh) Page 3

39 HCM 2010 Signalized Intersection Summary Short-Term Background PM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C C B A A D B D Approach Vol, veh/h Approach Delay, s/veh Approach LOS C A B D Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 17.9 HCM 2010 LOS B Page 1

40 HCM 2010 Signalized Intersection Summary Short-Term Background PM 10: S. Valley Dr. & E. Saint Patrick St 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B A A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 10.8 HCM 2010 LOS B Page 2

41 HCM 2010 TWSC Short-Term Background PM 14: S. Valley Dr. & E. St. Francis St. 03/03/2017 Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - - HCM 95th %tile Q(veh) Page 3

42 HCM 2010 Signalized Intersection Summary Long-Term Background AM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B A A C D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS B A D C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 16.1 HCM 2010 LOS B Page 1

43 HCM 2010 Signalized Intersection Summary Long-Term Background AM 10: S. Valley Dr. & E. Saint Patrick St. 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B A A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 11.2 HCM 2010 LOS B Page 2

44 HCM 2010 TWSC Long-Term Background AM 15: S. Valley Dr. & E. St. Francis 03/03/2017 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - - HCM 95th %tile Q(veh) Page 3

45 HCM 2010 Signalized Intersection Summary Long-Term Background PM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C D B A A D C D Approach Vol, veh/h Approach Delay, s/veh Approach LOS D A C D Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 21.2 HCM 2010 LOS C Page 1

46 HCM 2010 Signalized Intersection Summary Long-Term Background PM 10: S. Valley Dr. & E. Saint Patrick St. 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B A A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 10.8 HCM 2010 LOS B Page 2

47 HCM 2010 TWSC Long-Term Background PM 15: S. Valley Dr. & E. St. Francis 03/03/2017 Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - - HCM 95th %tile Q(veh) Page 3

48 Johnson Ranch Traffic Impact Analysis APPENDIX D TOTAL TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix D