Shirk Road at State Route 198 Interchange Analysis Tulare County, California

Shirk Road at State Route 198 Interchange Analysis Tulare County, California DRAFT REPORT Prepared By Tulare County Association of Governments (TCAG) April 2013

Table of Contents Introduction:... 3 Project Purpose:... 3 Study Area:... 3 Methodology:... 5 Existing Operations Analysis:... 9 2035 Operations Analysis:... 10 Conclusions:... 11 Recommendations:... 11 List of Figures Figure 1: Project Location Map... 4 Figure 2: 2012 Intersection Geometrics and Turning Movement Counts...7 Figure 3: 2035 Intersection Geometrics and Turning Movement Counts... 8 List of Tables Table 1: Unsignalized Intersection Levels of Service... 6 Table 2: Shirk Road at State Route 198 Intersection Analysis... 10 Appendix A Intersection Turning Movement Analysis Data Sheets Appendix B Intersection Signalization Analysis Data Sheets Shirk Road at State Route 198 Interchange Study 2 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Introduction: State Route 198 in Tulare County extends from the Kings County line eastward to Sequoia National Park, a distance of approximately 50 miles. In the vicinity of Shirk Avenue (the study area) SR 198 consists of a four lane divided freeway separated by guardrail median barriers. According to Caltrans, the annual average daily traffic volumes (AADT) in the vicinity of SR 198 and Shirk Road interchange is between 42,500 to 54,000 vehicles per day. 1 Project Purpose: The purpose of this study was to assess current (2012) and future (2035) intersection levels of service at the Shirk Road and State Route 198 interchange to assist in determining if future mitigation is necessary to improve traffic flow through the area. Study Area: The study area consisted of the intersections at Shirk Road and the westbound and eastbound ramps to State Route 198. Shirk Road is major north-south arterial connecting southwest Visalia with the Visalia Industrial Park and the Community of Goshen. In the early 1990 s Shirk Avenue existed as a stop controlled, at grade intersection crossing SR 198 west of the City of Visalia. As a result of the State Route 198-Visalia Widening Project in 2000, Shirk Road was constructed as a grade separated crossing with diamond-shaped on-off ramps to Stare Route 198 (aerial photo below, and Figure 1): 2 California Department of Transportation, Business, Transportation, and Housing Agency, Annual Average Daily Truck Traffic on the California State Highway System, (Traffic and Vehicle Data System, 2011), pp. 152-153. Shirk Road at State Route 198 Interchange Study 3 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Shirk Road at State Route 198 Interchange Study 4 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Methodology: Level of Service: The intersections at the State Route 198 and Shirk Road interchange at were analyzed for existing and 2035 operating conditions (approach delay and LOS). Data for the analysis was based on AM and PM peak hour turning movement counts collected by TCAG staff on October 30, 2012. Data was collected during normal traffic operations (i.e. Tuesday through Thursday of non-holiday weeks when school is in session). Count data was obtained during the hours of 6 a.m.to 9 a.m. and 4 p.m. to 7 p.m. on 15 minute intervals. Based on the data collected, the AM and PM peak hour for State Route 198 at Shirk Road was determined to be: EB Ramp Junction WB Ramp Junction AM Peak Hour: 7:30 8:30 AM 7:15 8:15 AM PM Peak Hour: 4:30 5:30 PM 4:30 5:30 PM Existing and future traffic operations were evaluated through the determination of intersection LOS. LOS is a qualitative measure of traffic operating conditions, whereby a letter grade A through F is assigned to an intersection or roadway segment representing progressively worsening traffic conditions, Table 1. LOS is determined for different intersection control types using the methods documented in the Highway Capacity Manual 2010 (HCM 2010) as provided in Appendix A. It should be noted that during data collection, staff observed three near side-impact collisions during the peak hour counting period. This demonstrates the importance of analyzing the SR 198 / Shirk Road interchange for possible intersection control. Signal Warrants: Each intersection was evaluated for traffic signal warrants described in Part 4 of Chapter 4C of the California Manual on Uniform Traffic Control Devices (CAMUTCD). The traffic signal warrant provides a procedure to determine input into the decision of whether or not conditions warrant the installation or the continued operation of a traffic signal. Warrant #3, the Peak Hour warrant was used for the analysis. Warrant #3 applies where traffic conditions are such that for a minimum of 1 hour of an average day, the minor-street traffic suffers undue delay when entering or crossing the major street. The fact that an intersection meets traffic warrant does not necessarily mean that signalization is required. The MUTCD suggests that a detailed engineering analysis be performed before making a final determination. Shirk Road at State Route 198 Interchange Study 5 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Table 1 Level of Service Level of Service Criteria for Unsignalized Intersections Average Control Delay (sec/veh) A 0-10 B >10-15 C >15-25 D >25-35 E >35-50 F >50 Unsignalized intersections Level of Service descriptions are provided as follows: Level of Service A - describes operations where there is very little, to no confliction traffic for a minor side street movement, i.e. an average control delay up to 10 seconds per vehicle. Level of Service B describes operations with average control delay greater than 10 and up to 15 seconds per vehicle. Level of Service C describes operations with average control delay greater than 15 and up to 25 seconds per vehicle. Level of Service D describes operations with average control delay greater than 25 and up to 35 seconds per vehicle. Level of Service E describes operations with average control delay greater than 35 and up to 50 seconds per vehicle. Level of Service F describes operations with average control delay greater 50 seconds per vehicle. LOS F exists when there are insufficient gaps of suitable size to allow a side street demand to cross safely through or enter a major street stream. Shirk Road at State Route 198 Interchange Study 6 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Shirk Road at State Route 198 Interchange Study 7 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Shirk Road at State Route 198 Interchange Study 8 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Existing Operations Analysis: Traffic count data for existing operations was entered into Highway Capacity Software 2010 (HCS 2010) developed by the Center for Microcomputers in Transportation (McTrans) at the University of Florida. The HCS 2010 software is based on analytical procedures and methodologies contained in the Highway Capacity Manual 2010 (HCM 2010). Traffic count data was entered into HCS 2010 for two-way stop controlled intersections analysis based existing intersection geometry, Figure 2. The following HCS inputs were used in the intersection analysis: Volume from data Analysis Period 15 minutes Peak hour factor (PHF) 0.92 Hourly flow rate (HFR) (volume/phf for each approach) Percent heavy vehicles: (heavy vehicles / total volume x100 (per approach) Median type / storage divided / undivided Channelization yes/no Number of lanes and usage lanes per approach / shared? Upstream signals yes/no As performance measures, HCS 2010 outputs the approach volume in vehicles per hour (vph), the capacity in vehicles per hour (vph), the volume to capacity ratio (v/c), the queue length and control delay for each approach to the intersection. The analysis also outputs the approach delay in seconds (sec) and approach level of service (LOS). Results of Existing Operations Analysis The existing operations analysis indicates that the intersections at State Route 198 and Shirk Road are operating at acceptable levels of service for the AM peak hour. The eastbound intersection is operating at LOS C and the westbound intersection at LOS B. For the PM peak hour, the westbound intersection is operating at a LOS C, but the eastbound intersection is at an LOS F (demand exceeds capacity). The HCS 2010 analytical reports for the Existing Operations Analysis are provided in Appendix A. Signal Warrants Analysis The for the existing operations analysis, the westbound intersection at State Route 198 and Shirk Road was found to meet Warrant #3, the Peak Hour warrant, for both the AM and PM peak hour. However the eastbound intersection met Warrant #3 for only the PM peak hour; the warrant was not met for the AM peak hour (Table 3). Shirk Road at State Route 198 Interchange Study 9 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

2035 Operations Analysis: The HCS inputs for the 2035 operations analysis were the same as those described above for existing conditions. Turning movement volumes for the AM and PM peak hours were determined by applying a 2% compounding growth factor to existing turn count volumes. The 2% growth factor is based on the assumption, that in a mostly rural area with minimal land use changes, traffic would not increase beyond this level for the foreseeable future. The future year turning count volumes and intersection geometrics are provided in Figure 3. Results of 2035 Operations Analysis The 2035 analysis indicates that the eastbound and westbound intersections at State Route 198 and Shirk Road are operating at LOS F, where demand exceeds capacity. In addition, the eastbound intersection was found to be suffering from extremely high delay times during the PM peak hour. A summary of the LOS analysis for existing and 2035 interchange operations is provided in Table 3. The HCS 2010 analytical reports for the 2035 operations analysis are provided in Appendix B. Signal Warrants Analysis: Based on projected traffic volumes, the intersections at State Route 198 and Shirk Road meet Warrant #3, the Peak Hour warrant for possible signalization for 2035 (Table 3). Intersections which meet warrant may benefit from signalization, but an engineering study should be performed to evaluate this and other options to improve LOS. Table 3 Shirk Road at State Route 198 Intersection Analysis AM Peak Hour PM Peak Hour Control Delay LOS Warrant Delay LOS Warrant Intersection Type (sec/veh) Met (sec/veh) Met Existing Conditions: Shirk Road/State Route 198 EB Ramps T 24.0 C N 201.0 F Y Shirk Road/State Route 198 WB Ramps T 14.9 B Y 17.3 C Y Future Conditions: Shirk Road/State Route 198 EB Ramps T 119.0 F Y 2795.0 F Y Shirk Road/State Route 198 WB Ramps T 57.4 F Y 132.3 F Y T=TWSC A=AWSC Shirk Road at State Route 198 Interchange Study 10 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Conclusions: Based on traffic count data collected during the study, it was determined that the eastbound SR 198 ramp intersection with Shirk Road is operating at failing LOS for the existing PM peak hour. The calculated delay time for this intersection is 201seconds/vehicle. In addition, the westbound and eastbound ramp intersections with Shirk Road are forecast to operate at failing LOS for the 2035 (future) year for both the AM and PM peak hours. The vehicle delay times for the 2035 intersection analysis ranged between 57 seconds/vehicle to over 2700 seconds/vehicle. Both intersections were found to meet the requirements of Warrant #3, the Peak Hour warrant, as described in CAMUTCD, with the exception of the eastbound ramp junction during the existing AM peak hour (see summary table above). The analysis indicates that the westbound and eastbound State Route 198 ramp junctions could benefit from possible signalization to improve LOS. Signalization could raise the LOS to C or better on the eastbound ramp junction for the existing PM peak hour and C or better for both the eastbound and westbound junctions for 2035 AM and PM peak hour conditions (see Appendix B). Recommendations: Based upon the findings of this report, it is recommended that the following be considered for the State Route 198 at Shirk Road interchange: Based on the foregoing analysis, staff s recommendation is for further monitoring of the State Route 198 at Shirk Road interchange followed with a detailed engineering report that fully assesses all options available for improving LOS and vehicle delay. Shirk Road at State Route 198 Interchange Study 11 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Appendix A Intersection Turning Movement Analysis Data Sheets Shirk Road at State Route 198 Interchange Study 12 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information ~nalyst Marvin Demmers Shirk Rd. @ SR 198 EB Intersection Ramps ~gency/co. TCAG Jurisdiction City of Visalia/Caltrans Date Performed 111212012 ~nalysis Year 2012 ~nalysis Time Period lam Peak Hour Project Description Shirk Rd. @ SR 198/nterchange Analysis EasUWest Street: SR 198 North/South Street: Shirk Rd. Intersection Orientation: North-South!Study Period (hrs) : 0.25 Vehicle Volumes and Adjustments Malor Street Northbound Southbound Movement 1 2 3 4 5 6 Volume (veh/h) 298 78 244 210 Peak-Hour Factor, PHF 1.00 0.92 0.92 0.92 0.92 1.00 lrveh/h) 0 323 84 265 228 0 Percent Heavy Vehicles 0 -- -- 4 -- -- Median Type Undivided Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12!Volume (veh/h) 60 0 54 Peak-Hour Factor, PHF 0.92 0.92 0.92 1.00 1.00 1.00 lrveh/h) 65 0 58 0 0 0 Percent Heavy Vehicles 3 0 3 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 Lanes 0 1 1 0 0 0 Configuration LT R Delay, Queue Length and Level of Service f.pproach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LT R 1v (veh/h) 265 65 58 C (m) (veh/h) 1226 177 809!viC 0.22 0.37 0.07 95% queue length 0.82 1.57 0.23 Control Delay (s/veh) 8.7 36.7 9.8 LOS A E A f.pproach Delay (s/veh) -- -- 24.0 f.pproach LOS -- -- c Copyright 2010 University of Florida, All Rights Reserved HCS+ Version 5.6 Generated: 2/4/2013 10:00 AM file:///c:/users/mdemmers/appdata/local/temp/u2k3869.tmp 2/4/2013

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information ~nalyst Marvin Demmers Shirk Rd. @ SR 19B EB Intersection Ramps Agency/Co. TCAG.lurisdiction City of Visalia/Caltrans Date Performed 111212012 nalysis Year 2012 Analysis Time Period PM Peak Hour Project Description Shirk Rd. @ SR 19Binterchange Analysis EasUWest Street: SR 19B North/South Street: Shirk Rd. Intersection Orientation: Norlh-South Study Period (hrs): 0.25 ~ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 ~olume (veh/h) 222 34 376 20B Peak-Hour Factor, PHF 1.00 0.92 0.92 0.92 0.92 1.00 veh/h) 0 241 36 40B 226 0 Percent Heavy Vehicles 0 -- -- 1 -- -- Median Type Undivided Lanes 0 1 1 0 1 0 Configuration T R LT Upstream SiQnal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 ~olume (veh/h) 171 0 11B Peak-Hour Factor, PHF 0.92 0.92 0.92 1.00 1.00 1.00 veh/h) 1B5 0 12B 0 0 0 Percent Heavy Vehicles 4 0 4 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 Lanes 0 1 1 0 0 0 Configuration LT R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LT R v (veh/h) 40B 1B5 12B C (m) (veh/h) 1331 122 BOB v/c 0.31 1.52 0.16 95% queue length 1.31 13.15 0.56 Control Delay (s/veh) B.9 334.1 10.3 LOS A F B Approach Delay (s/veh) -- -- 201.7 Approach LOS -- -- F Copyright 2010 University of Florida, All Rights Reserved HCS+ Version 5.6 Generated: 2/4/2013 1 o:oo AM file:///c:/users/mdemmers/appdata/local/temp/u2kb056.tmp 2/4/2013

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information Analyst Marvin Demmers Shirk Rd. @ SR 198 WB Intersection Ramps Agency/Co. TCAG Jurisdiction City of Visalia/Caltrans Date Performed 111212012 Analysis Year 2012 Analysis Time Period AM Peak Hour Project Description Shirk Rd.@ SR 198 Interchange Anal} sis East/West Street: SR 198 North/South Street: Shirk Rd. Intersection Orientation: North-South Study Period (hrs : 0.25 ~ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 Volume (veh/h) 130 267 444 169 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 veh/h) 141 290 0 0 482 183 Percent Heavy Vehicles 2 -- -- 4 -- -- Median Type Undivided Lanes 1 1 0 0 1 0 Configuration L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 Volume (veh/h) 38 0 261 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 veh/h) 0 0 0 41 0 283 Percent Heavy Vehicles 3 0 3 2 0 2 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 Lanes 0 0 0 0 1 1 Configuration LT R Delay, Queue Length and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LT R v (veh/h) 141 41 283 C (m) (veh/h) 924 186 749 jv/c 0.15 0.22 0.38 95% queue length 0.54 0.81 1.77 Control Delay (s/veh) 9.6 29.7 12.7 LOS A D B!Approach Delay (s/veh) -- -- 14.9!Approach LOS -- -- B Copyright 2010 University of Florida, All Rights Reserved HCS+ Version 5.6 Generated: 214/2013 10:01 AM file:/ I /C :IU sers/mdemmers/ AppData!Local/T emp/u2k9bfb. tmp 2/4/2013

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information!Analyst Marvin Demmers Shirk Rd. @ SR 198 WB Intersection Ramps jagency/co. TCAG [Jurisdiction City of Visalia/Caltrans Date Performed 111212012!Analysis Year 2012!Analysis Time Period PM Peak Hour Project Description Shirk Rd. @ SR 198/nterchange Anal~ysis East/West Street: SR 198 North/South Street: Shirk Rd. Intersection Orientation: North-South Study Period (hrs): 0.25 Wehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 Volume (veh/hl 79 291 581 107 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 veh/hl 85 316 0 0 631 116 Percent Heavy Vehicles 3 -- -- 1 -- -- Median Type Undivided Lanes 1 1 0 0 1 0 Configuration L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 Volume (veh/h) 61 0 175 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 veh/h) 0 0 0 66 0 190 Percent Heavy Vehicles 4 0 4 1 0 1 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 Lanes 0 0 0 1 1 0 Configuration L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L TR v (veh/h) 85 66 190 C (m) (veh/h) 857 192 727 v/c 0.10 0.34 0.26 95% queue length 0.33 1.44 1.05 Control Delay (s/veh) 9.7 33.3 11.7 LOS A D 8 Approach Delay (s/veh) -- -- 17.3 f.pproach LOS -- -- c Copyright 2010 University of Florida, All Rights Reserved HCS+ Version 5.6 Generated: 214/2013 10:02 AM file:///c:/users/mdemmers/appdata/local/temp/u2k4e78.tmp 2/4/2013

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information ~nalyst Marvin Demmers Shirk Rd. @ SR 198 EB Intersection Ramps ~ency/co. TCAG ~urisdiction City of Visalia!Caltrans Date Performed 111212012 ~nalysis Year 2035 ~nalysis Time Period ~M Peak Hour Project Description Shirk Rd. @ SR 198 Interchange Analysis East/West Street: SR 198 North/South Street: Shirk Rd. Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 Volume (veh/h) 470 123 385 0 Peak-Hour Factor, PHF 1.00 0.92 0.92 0.92 0.92 1.00 0 510 133 418 0 0 vehlhj Percent Heavy Vehicles 0 -- - 4 -- -- Median Type Undivided Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 Volume (veh/h) 95 0 85 Peak-Hour Factor, PHF 0.92 0.92 0.92 1.00 1.00 1.00 veh/h) 103 0 92 0 0 0 Percent Heavy Vehicles 3 0 3 0 0 0 Percent Grade (%) 2 0 Flared Approach N N Storage 0 0 Lanes 0 1 1 0 0 0 Configuration LT R Delay, Queue Length, and Level of Service lapp roach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LT R tv (vehlh) 418 103 92 C (m) (vehlh) 1045 77 1082 tvtc 0.40 1.34 0.09 95% queue length 1.95 8.05 0.28 Control Delay (s/veh) 10.7 311.9 8.6 LOS 8 F A!Approach Delay (s/veh) -- -- 168.8!Approach LOS -- -- F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 2/4/2013 10:03 AM file:/ //C:IU sers/mdemmers/ AppData/Local/Temp/u2k53B6. tmp 2/4/2013

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information Shirk Rd. @ SR 198 E8 ~ na l yst Marvin Demmers Intersection Ramps ~gency/co. TCAG blurisdiction City of Visalia/Caltrans Date Performed 111212012 ~nalys i s Year 2035!Analysis Time Period PM Peak Hour Project Description Shirk Rd. @ SR 198/nterchange Analysis EasUWest Street: SR 198 North/South Street: Shirk Rd. Intersection Orientation : North-South Study Period (hrs : 0.25 ~ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 Volume (veh/h) 350 54 593 328 Peak-Hour Factor, PHF 1.00 0.92 0.92 0.92 0.92 1. 00 veh/h) 0 380 58 644 356 0 Percent Heavy Vehicles 0 -- -- 1 -- -- Median Type Undivided Lanes 0 1 1 0 1 0 Configuration T R LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 rvolume (veh/h) 270 0 186 Peak-Hour Factor, PHF 0.92 0.92 0.92 1.00 1.00 1.00 veh/h) 293 0 202 0 0 0 Percent Heavy Vehicles 4 0 4 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 Lanes 0 1 1 0 0 0 Configuration LT R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LT R v (veh/h) 644 293 202 C (m) (veh/h) 1184 27 684 v/c 0.54 10.85 0.30 95% queue length 3.41 36.28 1.23 Control Delay (s/veh) 11.6 4714 12.5 LOS 8 F 8 Approach Delay (s/veh) -- -- 2795 Approach LOS -- -- F Copyright 2010 University of Florida, All Rights Reserved HCS+ Version 5.6 Generated: 2/4/2013 10:03 AM file:/ I /C:IU sers/mdemmers/ AppData/Local/Temp/u2kA992. tmp 2/4/2013

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information Analyst Marvin Demmers Shirk Rd. @ SR 198 WB Intersection Ramps Agency/Co. TCAG Jurisdiction City of Visalia/Caltrans Date Performed 111212012 Analysis Year 2035 Analysis Time Period AM Peak Hour Project Description Shirk Rd.@ SR 198/nterchange Analysis East/West Street: SR 198 North/South Street: Shirk Rd. Intersection Orientation: North-South Study Period (hrs): 0.25!Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 ~olume (veh/h) 205 421 700 266 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 veh/h) 222 457 0 0 760 289 Percent Heavy Vehicles 2 -- -- 4 -- -- Median Type Undivided Lanes 1 1 0 0 1 0 Configuration L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 ~olume (veh/h) 60 0 412 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 veh/h) 0 0 0 65 0 447 Percent Heavy Vehicles 3 0 3 2 0 2 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 Lanes 0 0 0 0 1 1 Configuration LT R Delay, Queue Length, and Level of Service fa.pproach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LT R v (veh/h) 222 65 447 C (m) (veh/h) 663 58 604 v/c 0.33 1.12 0.74 95% queue length 1.47 5.39 6.43 Control Delay (s/veh) 13.1 273.2 26.0 LOS 8 F D Approach Delay (s/veh) -- -- 57.4 f.pproach LOS -- -- F Copyright 2010 University of Florida, All Rights Reserved HCS+ Version 5.6 Generated: 2/4/2013 10:04 AM file: ///C:/Users/MDemmers/AppData/Local/Temp/u2kF235.tmp 2/4/2013

Two-Way Stop Control Page 1 of 1 General Information TWO-WAY STOP CONTROL SUMMARY Site Information Analyst Marvin Demmers Shirk Rd.@ SR 198 WB Intersection Ramps Agency/Co. TCAG.Jurisdiction City of Visalia!Caltrans Date Performed 111212012 nalysis Year 2035 Analysis Time Period PM Peak Hour Prolect Description Shirk Rd. @ SR 198/nterchanqe Analysis East/West Street: SR 198 North/South Street: Shirk Rd. Intersection Orientation: North-South Study Period (hrs): 0.25 ~ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 ~olume (veh/h) 125 459 916 169 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 135 498 0 0 995 183 veh/h} Percent Heavy Vehicles 3 -- -- 1 -- -- Median Type Undivided Lanes 1 1 0 0 1 0 Configuration L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 Volume (veh/h) 96 0 276 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 veh/h) 0 0 0 104 0 299 Percent Heavy Vehicles 4 0 4 1 0 1 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 Lanes 0 0 0 1 1 0 Configuration L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L TR v (veh/h) 135 104 299 C (m) (veh/h) 589 63 574!VIc 0.23 1.65 0.52 95% queue length 0.88 9.31 3.00 Control Delay (s/veh) 12.9 461.3 17.9 LOS 8 F c Approach Delay (s/veh) -- -- 132.3 Approach LOS -- -- F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 2/4/2013 10:04 AM file:///c:/users/mdemmers/appdata/local!temp/u2k4d02.tmp 2/4/2013

Appendix B Intersection Signalization Analysis Data Sheets Shirk Road at State Route 198 Interchange Study 13 K\Special Projects\Shirk SR 198 Interchange\Report Tulare County Association of Governments