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Agenda Packet - 2001-10-10Lake Oswego City Council Jot�t Meeting of P OK60 a/I d an�P �(urso y Cotnmide� JOINT MEETING OF THE CI'T'Y COUNCIL, TRANSPORTATION ADVISORY BOARD AND BOONES FERRY ROAD PROJECT ADVISORY COMMITTEE Wednesday, October 10, 2001 7:00 P.M. Council Chambers City councttors City Hall Judie Hammerstad, Mayor 380 A Avenue Jack Nof)'man, Council President Ellie McPeak AGENDA Gay Graham Karl Rohde Also published on the intcmet at: ci.oswego.or.us Bill Schoen Contact: Robyn Christie, City Recorder John Turchi E -Mail: public_affairs@ci.oswego.or.us Phone: (503) 675-3984 This meeting is in a handicapped accessible location. For any special accommodations, please contact Public Affairs, (503) 635-0236, 48 hours before the meeting. Transportation Advisory Board Ali Rodway. Jim Kronenherg, Joe Cosper, Henry Germond, Rose Rummel-Eury, Donna Jordan, Bill Miller, Steve Schulte Boones Ferry Road Project Advisory Committee Jeff Novak Malt Finnigan, Britt Nelson, Jim Shires, Mike Buck, Stephen Corey, Ron Weinman, Tim Collins, Jim Kronenberg, Young Park 1. CALL TO ORDER 2. ROLL CALL 3. SPECIAL MEETING 3.1 Boones Ferry Road Corridor Study 4. OTHER BUSINESS 5. ADJOURNMENT LakGrm GanknCenter,Inc. 15955 S.W. Boones Ferry Road . P.O. Box 1409 . Lake Oswego, Oregon 97035 Garden Center 636-2414 . Floral Department 636-0162 City of Lake Oswego City Council 380 A Avenue Lake Oswego, Oregon RE: Boones Ferry Road Corridor Study, City Councilors: October 00, Z001 OCT 1 0 2001 CITY OF LAKE OSWEGO I am sorry to be missing the city council meeting regarding the Boones Ferry Corridor Study but a prior business commitment has me out of town. I had hoped to address the Council on the problems my business, Lake Grove Garden Center, will face with the implementation of the corridor study conceptual plan. I have attended the three plan presentation meetings as well as the Transportation Advisory Board meeting but at each meeting it appeared that the plan is not subject to modification. Lake Grove Garden Center is a 45 year old family owned business on Boones Ferry road. If the current plan concept for my property is adopted I will lose approximately half of my exiting parking both in front and on the side of the store. Additionally, access by vendor trucks would be restricted by sharing a joint driveway with the neighboring service station. My business would not be able to continue with such handicaps. I realize that because we have parking in front of the store it seems a logical source of additional right-of-way, but to a retailer, parking and access are as important as retail space. If in fact there is no opportunity to work with the city on a plan modification that would allow my business to continue then I would expect the City to realize that I will take steps to protect my interests. Sincerely, tirr &L Darryl Eddy cc: Charles E. Corrigan KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 510 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228.5230 • FAX(503)273-8169 1 Boones Ferry Road I Corridor Study MOM M Public Involvement Process w6N•6n L NWNN•. � Boones Ferry Road Corridor Study Summary of Existing and Future Conditions Analysis ILI 41WM L N••a1NN. Ir,6, Summary of 2020 Future Conditions ■ Estimated 34 -percent growth In peak hour traffic (approximately 1.7 -percent per year) ■ 30,000 to 35,000 average vehicles per day ■ Intersection operational deficiencies forecasted at the following Intersections: Red Cedar Way Douglas Way Lanewood Street SW Madrona Street E3oonee Ferry Roed Corrloor Stucky K I Public Involvement Process ■ Key to the development of a successful and community supported plan was an active public Involvement process. i In addition to the PAC, elements of the public involvement program Included: City Staff Community Contact (Tom Tushner) Community Newsletters and Mailings (4) Public Workshops (3) Project Web Site • One-on-one, business/property owner meetings (more than 10) n I Oconee Ferry Road Corridor Study '1 RINK... L N•.M.W Summary of Existing Conditions ■ 4 - 5 lane cross-section -J ■ 54 private driveways ■ 7 public access points ■ 4 signalized Intersections ■ 23,000 - 26,000 average vehicles per day ■ 30 — 40 crashes per year (since 1997) ■ Acceptable Intersection operations during peak hours ■ 479'6/5396 split between "through" vs. "local" trips FOr[nliliiiilTC�i Oconee Ferry Road Corridor Study Summary of 2020 Future Conditions J ■ Projected left -turn vehicular storage deficiencies at: Mercantile Drive (NB) I Oakridge Road -Reese Road (SB) Bryant Road (NB and SB) ■ Multl-modal issues: Reduced transit service along corridor • Need and desire for continuous pedestrian and bicycle facilities I �tfltiRifilTfil Oconee Perry Road Corridor Study IQ�U�W�lll�i wua..� a •.•..iw•, w, 2 izc/ KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 • FAX (503) 273-8189 Summary of 2020 Future Conditions - - --- ■ Aceessibllity Issues: Congestion leads to higher delays and longer queues for driveway and Intersectlon turning movements. Likely Increase In number of pedestrian, bicycle. and vehicular conflicts. Mainline congestion due to lack of exclusive len-tum Ion". Boones Ferry Road Corridor Study Ic I� vr•w a •.•..i•u• ww. Presentation of Tech Memo #3 sign alternatives were developed an evaluated tot the following roadway and streetscape elements: Vehicular Travel Lanes Median Treatments Traffic Signal Improvements Bicycle Facilities Pedestrian Facllitie"ridacaping Inietaectionft:rosswolk Treatments Roadway Illumination Parking, circulation, access concepts Boones Ferry Road Corridor Study IYr••n \ h••YIM•• IM. ) SW Boones Ferry Road Corridor Study ;3090 Elements of the PAC Recommended Plan Boones Ferry Road Corridor Study Summary of Corridor Alternatives Analysis GRn ; IL iunww a A•••M•b•, In•. Roadway Cross-Seotion Summary (D((11 I I Boones Ferry Road Corridor Study lNllll I Iy1,M�s, ► h••�el•I��i��i::�l��,y. IIII Vehicular Travel Lanes ■ 11 -foot vehicular travel lanes • 3 F F *1 a ipl 4 —Boones Ferry Road Corridor Study CAP 3 WFKITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 • FAX(503)273-8169 Median Treatments - ■ 12 -Foot Two -Way Left -Turn Lane ■ Landscaping Treatments wherever possible a 4 ' 4) T �® Boones Ferry Road Corridor Study Kinol• LNoaM — Bicycle Facilities ■ 5 -foot Striped Bicycle Lane W S m a r I ((j i Boones Ferry Road Corridor Study Ut KIbN..n Intersection Crosswalk Treatments ■ Concrete, Textured Crossings Soon** Ferry Road Corridor Study Traffic Signal Improvements ■ Traffic Signal Improvement Alternatives Timing Coordination Interconnect omBoonee Ferry Road Corridor Study K] Pedestrian Faoilities/Landecaping ■ 8 -foot Pedestrian Way/Landscaping Strip tU Boones Ferry Road Corridor Study Illll ,� L Iuwe .M K. Roadway Illumination Options ■ Ornamental Lighting Fixtures pE[niiliti7R0 Boone* Ferry Road Corridor Study �f 4 F -'� KITTELSON & ASSOCIATES, INC. Ilk TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 - PORTLAND, OR 97205 - (503) 228-5230 • FAX(503)273-8169 PAC Recommended Cross -Section ■ 66' curb -to -curb width (82' total right-of-way) i Boone* Ferry Road Corridor study Boones Ferry Road Corridor Study I Comment and Discussion Moons* Ferry Road Corridor Study UICC'I MIR.I.M.INw.W.w1K 1 Areas for Further Study ■ Request to the State Speed Advisory Board for is 25 mph posted speed limit. M Land use and building design study for development guidelines within the envisioned Lake Grove Village (2001-2003 TGM Grant project). 7f11iRITiT1(d Boone* Ferry Road Corridor Study K 1 I Pe p Ferr.y.,.R+ Jorplan =4 i City of Lak1IE Oswego, Oregon . v . V �. I: DRAFT ,1.0 _. • 0 • Executive Summary Introduction Existing Conditions Future Conditions Corridor Alternatives Analysis Boones Ferry Road Corridor Plan leferences . � V V .. es Ferre , Riad 'Y dor Plan 'Ce �077— Cityf Lake Oswego, Oregon DRAFT,2,A0 �" r duly 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Preface 0 Preface The Boones Ferry Road Corridor Plan was developed by the Project Advisory Committee (see below), in cooperation with the City of Lake Oswego and the Project Management Team during December, 2000 to June, 2001. The City of Lake Oswego was the managing jurisdiction throughout the project development. The progress of the plan was guided by the Project Management Team and the Project Advisory Committee. The Project Advisory Committee worked diligently to create a successful, community supported plan to provided for the future transportation system needs of the corridor and develop SW Boones Ferry Road in a manner consistent with the community's vision and goals. The Project Management Team would like to acknowledge and thank the Project Advisory Committee and the Lake Grove Community for all of their hard work and valuable contributions. PROJECT MANAGEMENT TEAM Tom Tushner City of Lake Oswego Marc Butorac Sonia Hennum • Gary Katsion Karen Giese Kittelson and Associates, Inc. PROJECT ADVISORY COMMITTEE Michael Buck Gubanc's Pub Steve Corey �7�ank of the Northwest Tim Collins Metro Matt Finnigan (PAC Chairman) Lake Grove Neighborhood Association Mike Faha Michael O'Brien GreenWorks Britt Nelson Lake Forest NA Jeff Novak Waluga Neighborhood Association Young Park Tri -tilt: t Jim Shires Oregon Business Bank Jim Kronenberg`' Ron Weinman Transportation Advisory Board i Clackamas County Kittelson & Assoclates, Inc. 0 0 9 July 2001 Boons Ferry Road Corridor Plan - DRAFT 2.0 SeCtlon 1: Executive Summary • Section 1: Executive Summary The City of Lake Oswego commissioned a corridor study of SW Boones Ferry Road between Kruse Way and SW Madrona Street in December 2000. The study developed a comprehensive corridor plan that set -forth the future vision for SW Boones Ferry Road and developed roadway standards, parking, circulation, and access improvements, and implementation policies to achieve this vision by 2020. The Boones Ferry Road Corridor Plan is cooperative effort of the City of Lake Oswego, the Lake Grove Community, Metro, Tri -Met, and Clackamas County. The purpose of the plan was to provide a guide for the development of the land use and transportation system with the corridor that will provide for the system's long-range needs, while developing the corridor in a manner consistent with the community's long-term vision and goals. The Boones Ferry Road Corridor Plan addresses the operational, geometric, and safety needs of the facility over the next 20 years. It provides a detailed plan of improvements that can be incorporated into the City of Lake Oswego's Capital Improvements List/Public Facilities Plan. The plan identifies future right-of-way requirements, lane geometries, traffic control improvements, multi- modal facility enhancements, streetscape amenities, parking, circulation, and access related improvements both inside and outside of the existing public right-of-way. In addition, the plan has identified potential ordinance changes that provide driveway consolidation opportunities and improved connectivity between adjacent land uses as future development occurs in order to balance roadway capacity and safety with the importance of business accessibility. • The key element to development and success of this corridor plan revolved around the public participation by local neighborhood groups, businesses, and property owners in the study area. A ten member Project Advisory Committee (PAC) reviewed all the technical elements of the project and directed the development of the overall corridor plan. In addition, a series of public workshops and one-on-one property/business owner meetings were held to solicit comments, identify issues and concerns of corridor stakeholders, and share the findings and recommendations developed throughout the course of the project. The information gained from these workshops and meetings was used by the PAC to develop, evaluate, and refine the Boones Ferry Road Corridor Plan alternatives and subsequent recommendations. To assist the Project Advisory Committee with the development of this plan, Kittelson & Associates, Inc. inventoried and evaluated the existing transportation and land use system within the corridor, and solicited public comment from the community to gain an understanding of the key transportation issues and concerns that currently exist. Transportation system deficiencies and needs were identified through a review of the community's comments, and the forecast future year 2020 travel demand developed from regional growth projections for the area. Based on the existing and future conditions evaluations and comments received throughout the duration of this study, it was apparent that the existing corridor has struggled in the past, and will continue to struggle, to balance mobility, safety, and accessibility throughout the corridor. This is evident through the existing and forecasted traffic volumes (23,000 daily vehicle trips increasing to 31,000 over the next 20 years); increasing crash rates due to lack of left -turn refuges and conflicting turning movements; • and deteriorating accessibility to businesses because of a lack of gaps in the traffic stream on SW Boones Ferry Road. In addition to these issues, the relatively small, densely developed commercial area currently lacks adequate parking to serve the various businesses, and is limited in its ability to KItte/son & Associates, Inc. 1 _ 1 July 2001 Boons Ferry Road Corridor Plan - DRAFT 2.0 Sect/an 1: Execullve Sum, tary provide patrons and employees safe and efficient non -vehicular travel modes (i.e., pedestrian, bicycle, and transit). • The Boones Ferry Road Corridor Plan includes a series of roadway cross-section, streetscape, intersection, parking, access, and circulation standards and improvements, and implementation policies, intended to provide for the future transportation needs of the facility, balance the goals and objectives off all effected parties, and to develop the corridor in a manner consistent with the community's long-term vision and goals. As a result, the corridor plan has created a streetscape environment through which the neighborhoods, businesses, and users (motorists, transit riders, bicyclists, and pedestrians) can continue to prosper and operate successfully over the next 20 years. Key elements of the Boones Ferry Road Corridor Plan are summarizes below: The streetscape cross-section was effectively reduced from the recommended 100 to 105 -foot right-of-way, defined in the current City of Lake Oswego Transportation System Plan (TSP), to 82 feet, while preserving the necessary vehicular, bicycle, pedestrian, and landscape elements of the facility. As such, the potential right-of-way impacts to adjacent businesses and properties were significantly minimized through the recommended cross-section design standards. Long-term accessibility to businesses along the corridor has been significantly enhanced through the introduction of a continuous median/two-way left -turn lane throughout the corridor, to be combined with on-site parking, circulation, and access improvement concept plans. • Specifically designed redevelopment and implementation standards for the properties . located along the corridor should encourage redevelopment and additional investment in the businesses district, while ensuring and fostering the community's long-term vision for the corridor. • Street illumination, signalized intersection crosswalk, landscaping, and utility improvements should significantly enhance the aesthetic qualities of the corridor and attract pedestrians and bicyclists to the businesses throughout the area. The specific roadway cross-section, streetscape, intersection, parking, access, and circulation standards and improvements, and implementation policies are outlined in Section 6: Boones Ferry Road Corridor Plan of this document. Ki"Ison & Assoclates, Inc. 1-2 • L 11 Jury 2001 tGoones Ferry Road Corridor Plan - DRAFT 2.0 0 Section 20 Introduction Sectlon 2: Introduction The City of Lake Oswego initiated the Boones Ferry Road Corridor Study in December of 2000. The purpose of the study was to develop a community supported, implementable corridor plan that provided for the long-term safety, accessibility, operational, streetscape, and aesthetic needs of the segment of SW Boones Ferry Road between SW Kruse Way and SW Madrona Street over a 20 - year planning horizon. This section of the report provides a description of the project background, purpose, and need; an overview of the corridor study process and methodology; a summary of the Project Vision Statement and Project Goals developed by the Project Advisory Committee; and describes the public involvement process that was a key element of the corridor plan development. PROJECT BACKGROUND, PURPOSE, and NEED SW Boones Ferry Road serves as a critical link within the City of Lake Oswego's transportation system. The facility provides the City of Lake Oswego with connections to downtown Portland to the northeast and to Interstate -5 (I-5) to the southwest. The segment of SW Boones Ferry Road between SW Kruse Way and SW Madrona Street functions as a major retail, commercial, and business center within the City of Lake Oswego. Within this corridor there is a mix of dense commercial and retail development along SW Boones Ferry Road, including medial offices, specialty retail, restaurants, grocery stores, fast-food establishments, banks, services stations, plus a number of additional commercial and office uses. In addition to providing access to these community businesses, this segment of SW Boones Ferry Road also serves the Lake Grove • Elementary School and the Lake Grove branch of the U.S. Post Office, and provides connections to the Lake Grove, Lake Forest, and Waluga neighborhoods. In recent years, the ability of SW Boones Ferry Road to efficiently provide both adequate throughput capacity and access to the adjacent businesses and neighborhoods, while still maintaining a safe, pleasant environment for motorists, pedestrians, and bicyclists, has become increasingly difficult. And, as indicated in the City of Lake Owego Transportation System Plan (TSP), the forecast travel demand on the segment of SW Boones Ferry Road between SW Kruse Way and SW Madrona Street is expected to exceed the facility's capacity by the year 2015. This 0.8 -mile roadway segment currently handles over 23,000 vehicles per day through its four- to five - lane cross-section. In addition to carrying a large number of both local and regional trips, this segment also serves approximately 130 businesses and contains numerous driveways and access points. According to the City's TSP, the corridor is forecast to experience 15 to 55 percent growth in vehicular traffic volumes, depending on location, over the next 15 years. As a result, the congestion and turning movement conflicts along the corridor will continue to increase with this future growth. The combination of these issues has led the City of Lake Oswego to commission the SW Boones Ferry Road Corridor Study for the 0.8 -mile segment of SW Boones Ferry Road between SW Kruse Way and SW Madrona Street. Figure 2-1 illustrates the study corridor vicinity map for the Boones Ferry Road Corridor Study. CORRIDOR STUDY PROCESS and METHODOLOY The Boones Ferry Road Corridor Study has culminated in the development of a corridor plan that • addresses the operational, geometric, land use, and safety needs of the facility over the next 20 years. It provides a detailed plan of improvements that can be incorporated into the City of Lake Oswego's Capital Improvements List/Public Facilities Plan. The plan identifies future right-of-way Kittelson & Assoc/ates, loc. 2-1 Q DOUGLAS WY RED CEDAR WY cc a LANEWOODST 8 SW OAKRIDGE RD LAKE GROVE ST cr- SW ARWOOD o Rp J SW MADRONA ST 3 i OP �P ¢ ir �PQT' STUDY -AREA ; STUDY I IMITS qnG&RD LAaE OSWEGO QO' LAKE OSWEGO NEL3iOSE4CLUBE OSWEGO r��poCA..AN DR.LAKE OSIfEGO 1.�� ;sen — TUAIATIN TUALTIN / RIVZRGROVE n LAZE OSWEGO LAKE OSWEGO s LAKs OSWEGO BERDIS RD. LAKE OSWEGO & VICINITY 0 NORTH (NOT TO SCALE .-ItNT WP,7 IJNN SITE VICINITY M4 �`.owr7A FIGURE 2-1 4J89�DW GS\F INALFL f'Uf 1 T \4:ki41F112-1 July 2001 Boones Ferry Road Corridor Plan - DRAFr2.0 Section 2: Introduction requirements, lane geometries, traffic control improvements, multi -modal facility enhancements, . streetscape amenities, parking, circulation, and access related improvements both inside and outside of the existing public right-of-way. In addition, the plan has identified potential ordinance changes that provide driveway consolidation opportunities and improved connectivity between adjacent land uses as future development occurs in order to balance roadway capacity and safety with the importance of business accessibility. Several key issues needed to be addressed as part of the Boones Ferry Road Corridor Study. These issues ranged from the ultimate roadway cross-section (i.e., right-of-way requirements, width and number of travel lanes, bicycle facilities, landscaping amenities, etc.) to maintaining safe and efficient vehicular access to adjacent properties (such as the United States Post Office facility located on the northwest corner of the SW Oakridge Road -Reese Road/SW Boones Ferry Road intersection). Another element of the study included the evaluation of potential traffic control improvements throughout the corridor. This effort evaluated existing and potential future signal phasing and timing strategies, as well as the need to provide signal interconnect between the signalized intersections at Kruse Way, Mercantile Drive, Oakridge Road -Reese Road, and SW Firwood Road -Bryant Road and any other potential future signalized intersections within the corridor. In addition to the roadway safety and capacity improvement strategies, the study also provides a streetscape plan to enhance the aesthetic qualities of the corridor. The study examined and incorporated potential street furniture, illumination, and landscaping options that not only enhance the general aesthetic environment of the corridor, but also provide an attractive and safe pedestrian and bicycle environment and foster the village "main street" feel desired by the community. These streetscape elements need to provide a sense of place and also blend with the previous corridor improvements completed further to the north and south on SW Boones Ferry Road. Development of the Boones Ferry Road Corridor Plan began with an inventory of the existing transportation/land use system and streetscape environment along the study corridor. This inventory included documentation of the transportation -related facilities within the study area and allowed for an objective assessment of the system's current physical characteristics, general function, operational and safety performance, and deficiencies. A dcscription of the inventory process, as well as documentation of the existing conditions analyses and their implications, is presented in Section 3, Existing Conditions. Both the Project Advisory Committee and the Lake Grove community in general provided significant input into this portion of the process, because of their familiarity with the area, the existing transportation system, and the transportation and land use issues facing the community. Upon completion of the existing conditions analysis, the focus of the project shifted to forecasting future travel demand and the corresponding long-term future transportation system needs. Development of long-term (year 2020) transportation system forecasts were based on population and employment growth projections for the study area, as designated by Metro's Regional 2040 Growth Concept, and a review of historical traffic growth trends within the region. Section 4, Future Conditions, details the analysis of the future travel demand scenario and identifies the projected system needs within the study area. K/tte/son A Assoclales, Inc. 2-3 July 2001 Boons Ferry Road Corridor Plan - DRAFT 2.0 Section 2: introduction Section 5, Corridor Alternatives Analysis, summarizes the series of roadway cross-section, streetscape, parking, circulation, and access alternatives that were developed to mitigate the • identified transportation system safety and capacity deficiencies, provide for safe and efficient multi -modal travel, and enhance the streetscape and aesthetic features of the corridor. The process of identifying, refining, and evaluating the various opportunities within the corridor included extensive interaction with and direction from the Project Advisory Committee, City staff, and the Lake Grove Community. Advantages, disadvantages, and impacts of each identified alternative were reviewed and considered on individual merits, consistency with existing plans and policies, and potential conflicts to implementation and integration with the surrounding transportation and land use system. Finally, based on the corridor alternatives evaluation by the Project Advisory Committee, Project Management Team, and the general public, a preferred plan was developed that reflects the community's long-term vision for the Boones Ferry Road corridor. The plan and corridor recommendations are presented in Section 6, Boones Ferry Road Corridor Plan, and are summarized as the following: Roadway Cross -Section Plan; Intersection Improvement Plan; Off - Street Parking, Access, and Circulation Plans, and Other Corridor Plan Improvements. PROJECT ADVISORY COMMITTEE VISION STATEMENT and PROJECT COALS Goal setting was an essential element in the public process of envisioning and articulating the community's desired future and developing an effective and implementable plan. At the onset of this planning process, the Project Advisory Committee (PAC) developed goals for the study process to identify the key issues within the corridor, direct the development of alternatives, and to provide a basis for the evaluation of these alternatives and the ultimate selection of the recommended • corridor improvements. Discussions were facilitated with City staff, the Project Advisory Committee, and the general public to identify key community concerns and issues, and review existing comprehensive and neighborhood plan goals and policies. Through those discussions and the public comments received, a series of ten key transportation and community issues and objectives evolved. Using these ten issues as a guide, the PAC then developed an overall project vision statement and a series of project goal policies that they felt reflected the community's concerns, desires, and vision for the Boones Ferry Road corridor. These visions, goals, and objectives, summarized below, served as the framework structure for developing the corridor plan. Project Melon Statement "What is commonly known as the Lake Grove Area, on the west side of Lake Oswego, Oregon, shall be defined as a Village known as the Lake Grove Village. That definition includes the following: The Lake Grove Village commercial area, which is adjacent to both sides of Boones Ferry Road, will provide locally oriented retail and services and permit mixed second floor uses such as small office and housing. This retail is typically defined by grocery and pharmacy stores, small banks, and smaller shops and restaurants. The commercial uses are local in scale and destination, not regional. The Lake Grove Village is supported by and includes a residential area of a few thousand households and the local residents recognize and value the vitality and success of community based businesses. It contains recreation and civic uses such as parks, a post office, and Lake Grove Elementary • Kittelson & Assoclates, Inc. 2-4 July 2001 Doones Ferry Road Corridor Plan - DRAFT 2.0 Section 2: Introduction school. All these activities, retail and services, residential, recreation, civic, and school, • shall be integrated and connected with an accessible and walkable street system." Project Policy Goals Policy 1: Business Community Boones Ferry Road shall enhance the integrity and vitality of the local business community. Policy 2: Neighborhood Community Boones Ferry Road shall maintain and improve the integrity and livability of the residential neighborhoods in the Lake Grove Village. Alterations to Boones Ferry Road shall not result in more traffic being diverted into adjacent residential neighborhoods. The City shall take whatever steps are necessary to achieve this goal. Policy 3: Park/ng The City shall provide opportunities to increase parking supply and parking efficiency within the Lake Grove Village. Po/%Y 4: Access Eff/c/encY Boones Ferry Road shall maintain safe and efficient access to adjacent properties and Puhlic streets within the Lake Grove Village. • Policy 5: Village Main Street Environment Boones Ferry Road shall be a "Village Main Street" as defined by Metro's 2040 land use vision. Policy 6: Aesthetica and LandscapinfC7 The Boones Ferry Road Corridor Plan shall enhance the environment, attractiveness and appeal of the Lake Grove Village through landscaping and other aesthetic improvements. A streetscape plan shall be developed and implemented that includes but is not limited to trees, utilities and lighting. Policy 7.• Right-of-WaY/C>feOmetrY Consistent with the goal statement for this project, the City shall minimize negative impacts to businesses along Boones Ferry Road. Policv B. Pedestr/an and Bicycle Environment The City shall provide pedestrian connectivity between all the activities of the Lake Grove Village and shall provide a safe and pleasant environment for pedestrian and bicycle activities. Polley 9: Vehicular Traval Boones Ferry Road shall maintain a safe, efficient environment primarily for local • travel. The speed of vehicle travel shall be reduced. Kittelson & Associates, Inc. 2-5 July 2001 Boones Feng Road Corrldor Plan - DRAFT 2.O Policy 10., Transit Service Sectlon 2: IntroduCtlon , The Boones Ferry Road Corridor Plan may accommodate convenient and reliable • local and regional transit service. PUBLIC INVOLVEMENT PROCESS While the City staff and consultant team developed numerous strategies to address each identified issue, it was paramount that the project developed a responsive and solution -based public involvement program throughout its development in order to produce a successful and community supported corridor plan. The identification of long-range, balanced transportation solutions requires the consideration of numerous and diverse community needs. The Boones Ferry Road Corridor Study needed to address the area's future transportation needs with the assistance and consultation of community members and business owners, and also with active participation from the local neighborhood groups. Throughout the public involvement program, it was essential that the City and the consultant team look beyond traditional approaches to develop solutions both inside and outside the existing right-of-way that benefit adjacent property owners as well as significantly improve the operation and safety of the roadway. An active public involvement process that responded to the needs of affected and concerned citizens was a key component in the development of a successful and implementable plan. The elements of the public involvement process included: City Staff Key Community Contact; Project Advisory Committee; Community Newsletters and Mailings; Project Vision Statement and Goal Policies; Public Workshops; Project Web Site; and Strategic Business/Property Owner Meetings. City Start Key Community Contact Tom Tushner, P.E., was the City of Lake Oswego Project Manager for the Boones Ferry Road Corridor Study and acted as a community liaison and key contact for citizen input throughout the development of the plan. In this role, Mr. Tushner compiled an ongoing Public Comment Log to document all e-mail, telephone, and written comments provided by the public throughout the duration of the project. A copy, of the Public Comment Log is provided in Appendix "A. " Project Advisory Committee The study's ten member Project Advisory Committee (PAC) consisted of stakeholders from a diverse range of community groups and public jurisdictions, representing a variety of different community interests. The City of Lake Oswego Transportation Advisory Board, Lake Grove Neighborhood Association, Lake Forest Neighborhood Association, Waluga Neighborhood Association, Various Community Businesses, Metro, Tri -Met, and Clackamas County were all represented on the PAC. A detailed list of the Project Advisory Committee members is presented in Appendix "A. " The Project Advisory Committee met a total of eight times throughout the development of the plan to review, develop, and discuss community and technical issues; existing conditions; project vision statement and goals; transportation system projections for the year 2020; corridor opportunities, constraints, and alternatives; and to recommend a preferred corridor plan. In addition, many PAC members attended the project Public Workshops and met with other members of the community to receive additional public comment and to provide feedback information to the community • throughout the development of the plan. Kittelson & Assoclates, Inc. 2-6 July 2001 ,Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 2.• Introduction Community Newsletters and Mailings To inform and update the community on the progress of the project, two community newsletters were produced and distributed at key milestones in the development of the plan. The first newsletter announced Public Workshop #1 (held on February 15, 2001), described the project process and schedule, solicited public input on the key community issues and concerns, and informed citizens on how to become involved in the study. The second newsletter announced the final Public Workshop (held on June 21, 2001), reviewed the study progress to date, provided a general description of the draft corridor plan, and solicited public comment. In addition to the project newsletters, mailings announcing the project progress and Public Workshop #2 were also distributed. The newsletters and mails were distributed to approximately 300 parties on the study mailing list. This list included all adjacent property and business owners along the study corridor, residents within the adjacent neighborhoods, and attendees from the Public Workshops. Each newsletter and mailing included a tear out and mail return citizen comment form to allow the community additional opportunity for involvement in the study process. Appendix "A" includes copies of the community newsletters and mailings distributed throughout the coarse of this project. Project Vision Statement and Goal Policies The foundation for the Project Vision Statement and Goal Policies was provided by the community comments received at the beginning of this planning process. From this foundation, the Project Advisory Committee developed and refined a specific Vision Statement and a set of ten specific project Goal Policies to direct the development, review, and evaluation of corridor alternatives. Public Workshops Throughout the course of the study, three Public Workshops were held to enable the Lake Grove community as a whole to discuss project information directly with the Project Management Team (PMT) and Project Advisory Committee members. The first Public Workshop (held on February 15, 2001) enabled citizens to learn about the purpose, scope, and schedule for the study and gave them the opportunity to identify key community transportation issues and inform the project team on their vision for the Boones Ferry Road corridor. At the second Public Workshop (held on May 10, 2001), the project team provided a summary of the analysis preformed to date and the preliminary corridor opportunities, constraints, and alternatives that had been developed and evaluated at the PAC meetings. Community members reviewed and commented on these preliminary concepts and provided feedback on the various design alternatives. The third Public Workshop (held on June 21, 2001) again gave the community the opportunity to review the study information, and to examine, discuss, and comment on the emerging preferred corridor plan concepts. A summary of the Public Workshop presentation materials and the public comments received is presented in Appendix "A." Project Web Site For the duration of the project, Kittelson & Associates, Inc. (KAI) maintained a Boones Ferry Road Corridor Plan web site as an additional method of communicating information to the public. The web site address was published in all public newsletters and mailings, highlighted at the Project Advisory Committee Meetings and Public Workshops, and linked through both the City of Lake Oswego and the KAI home web pages. The presentation and informational material from all of the Project Advisory Committee Meetings and Public Workshops was posted on an ongoing basis throughout the coarse of the project to enable the public access to the latest information, progress, and development of the project work. Kittelson & Assoclates, Inc. 2-7 July 2001 Boons Ferry Road Corrldor Plan - DRAFT 2.0 Sectlon 2: lntroduttlon Strategic Business/Property Owner Meetings The complexity and constraints of the transportation and land use issues involved in this project also required the consideration of non-traditional approaches in order to develop opportunities and solutions outside the public right-of-way to benefit adjacent land uses as well as significantly improve the operation and safety of the roadway itself. An understanding of the issues facing the adjacent properties and surrounding neighborhoods, and viewing the transportation/]and use system as a whole, was necessary to develop a successful, community supported corridor plan that satisfies the goals and objectives of the interested and affected parties. As such, a series of meetings with specific property and business owners along the Boones Ferry Road Corridor were held to identify possible opportunities to improve both the on- and off-site vehicular, bicycle, and pedestrian operations and safety, while minimizing impacts and/or enhancing the ability of the local businesses to remain viable over the next 20 -years. The enhancements included improved accessibility, increased on-site parking, more efficient on-site circulation, and reduced impacts to overall business function. The consultant team spent approximately an hour with each business/property owner discussing the objectives of the Boones Ferry Road Corridor Study project and the existing and future land use/transportation system environment of the corridor. In addition, each owner was asked to provide his or her specific viewpoint on the existing and future transportation -related issues facing the corridor and his or her specific property and/or business. Based on these discussions, possible solutions were discussed conceptually to determine what potential improvements may or may not be considered beneficial to both the owner and the overall transportation system. Through this process, several preliminary system -wide circulation, parking, operations, safety, and access opportunities that hold potential opportunity for further development and refinement in the future were developed to provide • solutions to the issues facing the properties along the corridor. • Klttelson & Assoclates, Inc. 2-8 C • • July 200 > Boones Ferry Road Corridor Plan - DRAFT 2.0 Sectio ,n 3 Existing Conditions 0 Section 3: Existing Conditions This section summarizes the first stage of the corridor plan process and serves to document, evaluate, and summarize the existing transportation and land use system in the study area. The findings of this existing conditions evaluation helped to define the current opportunities and constraints that exist within the corridor. The transportation needs and assessment resultant from this task was used to forecast the 20 -year conditions on the system and to generate conceptual design alternatives for the corridor. The existing conditions of the following corridor elements are summarized in this section: • Existing Transportation Facilities ■ Roadway Facilities a Pedestrian Facilities ■ Bicycle Facilities ■ Public Transit Facilities • Existing Traffic Operations ■ Existing Traffic Volumes ■ Existing Peak Hour Operational Levels of Service • Existing Traffic Safety Conditions • Existing Travel Demand Patterns • Existing Corridor Access Configuration EXISTING TRANSPORTATION FACILITIES Roadway Facilities Roadway system hierarchy and classification are based on two major roadway characteristics: access and mobility. Higher order facilities, such as freeways and highways, are intended to function as high speed and high volume (i.e., high mobility) roadways. As such, they typically offer very limited access to lower order facilities and adjacent local land uses (i.e., low accessibility). Conversely, the primary function of lower order facilities, such as collector and local streets, is to provide a higher degree of accessibility, with less emphasis on mobility and capacity of operations. Table 3-1 presents a summary of the existing transportation facilities and amenities within the study corridor and Figure 3-1 illustrates the existing functional classification system of the roadways within the City of Lake Oswego. KItte/son & Assoclates, Inc. 3-1 LEGEND - FREEWAY MAJOR ARTERIAL MINOR ARTERIAL MAJOR COLLECTOR ••••••••••NEIGHBORHOOD COLLECTOR SOURCE; CITY OF LAKE OSWEGO TRANSPORTATION SYSTEM PLAN, JULY 1997 NORTH (NOT TO SCALE) CITY OF LAKE OSWEGO FUNCTIONAL CLASSIFICATION SYSTEM oones hrry Roadorn or_an � IIIIII pp /Icc Mal City of Lk ae Oswego, Oregon july, 2001 _ � Tii•7TsSlCfiT7T3iAE� • July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 _ Sect/on 3: Existing Conditions Table 3-1 Existing Transportation Facilities and Amenities Street j Classification Cross Section' Posted Speed Sidewalks= Bike Lanese On -Street Parking2 Trl- Met Service Boones Ferry Rd Major Arterial 4-5 Lanes 30 mph Both Sides (some gaps) Some No Route 37 Kruse Way Major Arterial 4 Lanes Divided 30 mph Both Sides Both Sides +No Route 38 Mercantile Or Local Street 2 Lanes NP No No No No Red Cedar Way Local Street 2 Lanes NP Both No No No Douglas Way Local Street 2 Lanes NP Partial No No No Lanewood St Local Street 2 Lanes NP North Side No Yes No Oakridge Rd Local Street 2 Lanes NP Path on North Side No No No Reese Road Neighborhood Collector 2 Lanes 25 mph Both Sides No No Route 37 Lake Grove St Neighborhood Collector 2 Lanes 25 mph No No Yes Route 37 Quarry Rd Neighborhood Collector 2 Lanes 25 mph Both Sides No No No Firwood Rd Local Street 2 Lanes 25 mph Both Sides No No No Bryant Rd Major Collector 2 Lanes 25 mph East Side No No No Madrona St Neighborhood Collector' 2 Lanes 25 mph No No No No 1. Indicates typical cross-section along the study corridor and in the vicinity of SW Boones Ferry Road. 2. In the immediate proximity of SW Boones Ferry Road. 3. SW Madrona Street Is classified as a local street west of SW Waluga Drive. As can be seen in Table 3-1 and Figure 3-1, the City of Lake Oswego classifies SW Boones Ferry Road as a Major Arterial. Major Arterials connect cities in the metropolitan area. They are intended to serve as the primary routes for major areas of urban activity and to access the freeway system (Reference 1). SW Boones Ferry Road traverses through Lake Oswego from the northeast to the southwest and provides access to community businesses within the city. Throughout the study area, SW Boones Ferry Road maintains two travel lanes in each direction and varies between a four- and five -lane cross-section where left -turn pockets are found at the signalized intersections in the study area. Key intersections and cross streets along the length of the SW Boones Ferry Road study corridor include Kruse Way, Mercantile Drive, Red Cedar Way, Douglas Way, Lanewood Street, Oakridge Road -Reese Road, Quarry Road, SW Firwood Road -Bryant Road, and SW Madrona Street. Signalized intersections currently exist at Kruse Way, Mercantile Drive, Oakridge Road - Reese Road, and SW Firwood Road -Bryant Road. The remainder of the intersections and access points along SW Boones Ferry Road are currently stop -controlled on the minor street approaches. Figure 3-2 illustrates the existing lane configurations and traffic control devices at the key intersections along the SW Boones Ferry Road corridor chosen for inclusion in this study. Figure 3-3 presents a recent aerial photograph view of each of the study intersections. Kittelson & Associates, Inc. 3-3 0 NORTH `. DT TO SCALE) Al X11 �► � � t t � �► VN t tw �o r MF ' qN ' Oq �F'• DOUGLAS WY RED CEDAR WY cr } LANEWOOD ST a O SCHOOL SW OAKRIDGE RD LAKE GROVE ST cr SW FIRWOOD 0 P P RD �N uQQ� 0 J SW MADRONA ST a z cr r � V LEGEND STOP SIGN TRAFFIC SIGNAL l�w EXISTING LANE CONFIGURATIONS AND TRAFFIC CONTROL DEVICE, LMooneI _rr� ]RoadCorridor an FIGURE City of Lake Oawego, Oregon July, 2001 ' ::. . .• • I7 1. SW MADRONA ST/SW BOONES FERRY RD 4. DOUGLAS WY/SW BOONES FERRY RD s Tt NOTE THESE AERIAL PHOTOS WERE TAKEN IN MARCH 1988, PRIOR TO THE RECENT INTERSECTION IMPROVEMENTS. • 2. SW BRYANT RD/SW FIRWOOD RD/SW BOONES FERRY RD 5. LANEWOOD ST/SW BOONES FERRY RD � p o L ' QQ` \` ti "lip0 3. QUARRY RD/SW BOONES FERRY RD 4. OAKRIDGE RD/REESE RD/SW BOONES FERRY RD 7. RED CEDAR WY/BOONES FERRY RD NORTH (NOT TO SCALE) 4. MERCANTILE DR/SW BOONES FERRY RD u; - U. nnUOC VV T/OVV 0VUIVtS 1-tHHY HU EXISTING INTERSECTION AERIAL VIEWS cones _rte�Road_or_ or _an IIIIII ppuu City of Lake Osw go, Oregon July, 7001 Ul�lln5 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Sectlon 3.• Exlst/ng Condltlons isPedestrian Facilities Sidewalks currently exist along the extent of the SW Boones Ferry Road study corridor. However, the existing pedestrian environment along the length of the corridor suffers from non - standardized treatment. For example, some portions of the sidewalk tilt toward the street with no buffer between the pedestrian facility and vehicle traffic. In other areas, the pedestrian path is obstructed with utility poles and/or trees. In addition, many driveways and access points exist along the corridor, providing potential pedestrian -vehicle conflict points. Buffers between the pedestrian facilities and traffic flow on SW Boones Ferry Road are generally non-existent. While field observations revealed that pedestrian activity along SW Boones Ferry Road in the study area is moderately low, the 1997 Transportation System Plan (TSP) requires that Boones Ferry Road have standardized pedestrian facilities along both sides of the street. The TSP indicates that sidewalks should be detached from the curb along major roadways such as SW Boones Ferry Road. Additionally, the Lake Oswego TSP recommends a minimum separation of four feet between pedestrians and vehicular traffic using a planter strip or other pedestrian buffer. Bicycle Facilities Field observations within the site vicinity revealed low levels of bicycle activity along the study roadways with little supporting infrastructure provided. On SW Boones Ferry Road between Kruse Way and Mercantile Drive, designated bike lanes existed in both travel directions. However, between Mercantile Drive and SW Madrona Street, no bike lanes have been provided • on the roadway. Immediately to the southwest of the study area (south of SW Madrona Street), bike lanes exist on the roadway. In the 1997 TSP, the City of Lake Oswego planned for all arterials and major collectors to provide on -street facilities and accommodations for bicycles. As part of any roadway improvement project, bike lanes should be added. The bicycle improvement plan included in the TSP includes projects to add bike lanes/bikeways to SW Boones Ferry Road within the City of Lake Oswego. Public Transit Facilities In the vicinity of the SW Boones Ferry Road corridor, public transit service is provided by Tri - Met, the primary transit provider for the entire Portland metropolitan area. Tri -Met operates inter -city bus routes to major Lake Oswego transit passenger generators and transit connections for the remainder of the metropolitan area, via the Lake Oswego Transit Center (located on 4`h Street between "A" and "B" Avenues in downtown Lake Oswego). Almost all bus routes are accessible to physically challenged and senior transit riders, except for some express routes. Those buses that are not accessible are currently being phased out of Tri-Met's fleet, and Tri -Met will provide alternative transportation to any disabled or senior riders who need to use an inaccessible bus route. Tri -Met serves Lake Oswego with four bus routes that converge at the Lake Oswego Transit Center to allow passengers to transfer between routes. Fares range from • $1.20 for a single two -zone pass to $1.50 for a single, three -zone pass. Within the SW Boones Ferry Road study area, Tri -Met currently operates one bus route. There are, however, two other routes in the vicinity of SW Boones Ferry Road as well as several Park Kittelson & Associates, Inc. 3-6 July 2001 " Boones Ferry Road Corridor Plan - DRAFT 2.0 Sect/61,Y 3: Exist/ng Conditions & Ride facilities. The existing bus routes and bus stop locations in the study area are shown in Figure 3-4. Route 37: North Shore — This route is the only Tri -Met route to provide service in the study area. The route uses SW Boones Ferry Road between Oakridge Road -Reese Road and SW Lake Forest Boulevard (south of the study area). Route 37 provides local service within Lake Oswego and intercity service south to Tualatin. Within Lake Oswego, Route 37 serves the Lake Oswego Library and Iron Mountain Park. Southwest of Lake Oswego, Route 37 travels to the Tualatin Library and provides service into Tualatin. Service is provided between 7 a.m. and 7 p.m. on weekdays, with headways varying from 30 minutes during the peak hours to 2 hours during off- peak hours. No weekend service is provided. Route 38: Booties Ferry Road — Route 38 provides service alon� SW Boones Ferry Road north of Kruse Way and then continues along Kruse Way and SW 72" Avenue to Tualatin. Route 38 provides intercity service between Portland to the north and Tualatin to the southwest as well as local service within Lake Oswego. Service is provided on weekdays between 6 a.m. and 9 a.m. and again between 3 p.m. and 7 p.m. at approximately half hour headways. No midday or weekend service is provided. Park & Ride Facilities — Four park & ride facilities are located in Lake Oswego within the vicinity of the SW Boones Ferry Corridor study area: • Park & Ride 28: Lake Grove United Presbyterian Church is located at the Upper , Drive/Reese Road intersection and is served by Route 37: North Shore. • Park & Ride 29: Hope Church is located at the intersection of SW Boones Ferry Road/Twin Fir Road, just north of Kruse Way and is served by Route 38: Boones Ferry Road. • Park & Ride 33: Christ Church Parish, served by Route 36: South Shore, is located on Chandler Road between A Avenue and Iron Mountain Boulevard. • Park & Ride 34: Lake Oswego United Methodist Church is located at the South Shore Blvd/Cedar Court intersection and is served by Route 36: South Shore. EXISTING TRAFFIC OPERATIONS Existing Traffic Volumes In order to develop a better understanding of the existing transportation system, daily, weekday a.m. peak hour, and weekday p.m. peak hour traffic counts along the study corridor were obtained and/or collected for use in this evaluation. Existing Dally Traffic Volumes A 72 -hour tube count was conducted along the segment of the SW Boones Ferry Road corridor between Lanewood Street and Reese Road. The data collected over the three-day period was • averaged to obtain a representative 24-hour bi-directional volume profile for the corridor, illustrated in Figure 3-5. Kittelson & Associates, Inc. 3_7 EXISTING TRANSIT SERVICE ones_ Road_ _ or _ [3=1 WORKS -"� City of Lake Oswego, Oregon July, 20o, 3-4 L 0 2250 2000 > 1750 f E 1500 _ -- 0 > 1250 - _ - ----- - — — -_ 1000 750 - - ----------- �v c 500 _ --- a� 250 L_ 0 T--T--- -- T -- --1 --- ------ ----T- -- --------Tr_ t m 0 2 4 6 8 10 12 14 16 18 20 22 24 Hour Ending 24-HOUR VOLUME PROFILE {j FIGURE Kf � winI' 3-5 f 4389\DWC4SU-INALflrP \GUI 43A9F� 5.COR 0 July 2001 Boons Ferry Road Corrldor Plan - DRAFT 2.0 Section 3. Existing Conditions As shown in Figure 3-5, the weekday peak hours of traffic demand on the SW Boones Ferry Road corridor occur between 3 p.m. and 6 p.m. A secondary peak occurs during the weekday midday time period between noon and 1 p.m. Figure 3-6 illustrates the existing average daily traffic volumes along the extent of the study corridor. Existing Weekday AM and PM Peak Hour Traffic Volumes For this report, the average weekday a.m. and p.m. peak hour periods were used to evaluate existing traffic operations along the study corridor. Manual turning movement counts were obtained for the nine study intersections on a mid -week day in December 2000 and in May 2001 at the Lanewood Street intersection. These counts were conducted during the weekday morning (7:00 a.m. — 9:00 a.m.) and evening (4:00 p.m. — 6:00 p.m.) peak hours. The turning movement counts from the weekday a.m. and p.m. peak hours were summarized and rounded to the nearest five vehicles per hour as shown in Figures 3-7 and 3-8. The weekday morning peak hour was found to occur between 7:45 and 8:45 a.m. while the evening peak hour was round to occur between 4:30 and 5:30 p.m. Appendix "B " contains the traffic data sheets used in this study. Kittelson & Associates, Inc. 3-10 YEAR 2000 EXISTING TRAFFIC CONDITIONS AVERAGE DAILY TRAFFIC VOLUME FIGURE _ nes 2a — 100RKS City of Lake Oswego, Oregon julq, 2001 6 :.• fj s(,A( F_) O QQ �R) 400 'yFgO 'rte 2so O,q ^o• 1 �� o 650 RED CEDAR WY 7F DOUGLAS WY ¢¢ 750 O LAKE GROVE 1,000 ---► 700 ♦.- LANEWOOD ST SCHOOL 150 —► g j I C8\1 1,150 SW OAKRIDGE RD LAKE GROVE ST 1 p 3gp �p � s SW FIRWOOD RD o 1,450 ^ N0 `�'30\�$ cal 2,950 SW MADRONA ST 3 0, m � NIP/ O� YEAR 2000 EXISTING TRAFFIC CONDITIONS AVERAGE DAILY TRAFFIC VOLUME FIGURE _ nes 2a — 100RKS City of Lake Oswego, Oregon julq, 2001 6 :.• 0 NORTH (NOT TO SCALE) / .§iii \ ilk, 1 CM-WB � <5 30 LOS --C Dek19.0 10 WC --0.14 10' ,1 t PO LOS -A 45 --► De"A 50 V/C=0.35 qtr SW FIRWOOD 5 SW MADRONA ST 3 LEGEND CM =CRITICAL MOVEMENT (UNSIGNALIZED) LOS =INTERSECTION LEVEL OF SERVICE (SIGNALIZED)/ CRITICAL MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del =INTERSECTION AVERAGE DELAY (SIGNALIZED)/ CRITICAL MOVEMENT DELAY (UNSIGNALIZED) WC =CRITICAL VOLUME -TO -CAPACITY RATIO 375 —oo LOS --B Dek 14.8 200—, VVIC=f0.58 11 RED CEDAR WY N LANEWOOD ST • LAKF AAnve er vwcQi ,1 CM --WB 1` 80 10 LOS=D Del -34.8 15 V/C=0.48 J EXISTING TRAFFIC CONDITIONS WEEKDAY AM PEAK HOUR QAVI FIGURE 43890WGSTINAL REPORTT4389FR3-7 (YXE, 4389FR) R 0 NORTH 2S VOT TO SCALE) 806 -14 LOS=B Dek 18.0 85 0 VV//C=0.665-$LOS=B %,-101 5 --W De611.8 f— <5 09 5? 'ON tP 41 j�. age � CM=WB 45 <5 LOS --F 20 De�=>50 f- 30 ; �1 V/C--0.84 Jr V,\ t /w`chi cR SFlyy ��QQ V nl MF CM=WB .J 1 Cq <5 LOS=F 45 10 LOS --C �iq 15 Del=>50 25 11 V/C=0.75 l D 80 V/C=0.34 t t ¢ DOUGLAS WY RED CEDAR WY p LANEWOOD ST d a SCHOOL _ SW OAKRIDGE RD �� 90 LAKE GROVE ST ¢ P e0 <OS SW FIRWOOD RD 9 0 Ar60 - SW MAORONA ST > O �.0� •; 23p CM I C B �5,.,, �//� �5�\�► <O i ted' Ss 1► Cy i i �e� s� i �� zs r so s /' )00 06'^s o-' 41 EXISTING TRAFFIC CONDITIONS WEEKDAY PM PEAK HOU FIGURE •�. t , , KF E� i 3.8 July 2001 Roones Feny Road Corrldor Plan - DRAFT 2.0 Sect/on 3; Existing Conditions EXISTING PEAK HOUR OPERATIONAL LEVELS OF SERVICE All level of service analyses described in this report were performed in accordance with the procedures stated in the 1997 Highway Capacity Manual (Reference 2). Appendix "C" contains a description of and the criteria used to determine the level of service. Appendix "C" also indicates how level of service is measured and generally acceptable ranges of level of service. To ensure that this analysis was based on a reasonable worst-case scenario, the peak 15 -minute flow rate during the weekday a.m. and p.m. peak hours was used in the evaluation of all intersection levels of service. For this reason, the analyses reflect conditions that are only likely to occur for 15 minutes out of each average weekday peak hour. Traffic conditions during all other weekday hours will likely operate under better conditions than those described in this report. Signalized Intersections Currently, four of the nine study intersections are signalized: Kruse Way/SW Boones Ferry Road; • Mercantile Drive/SW Boones Ferry Road; • • Oakridge -Reese Road/SW Boones Ferry Road; and • SW Firwood Road -Bryant Road/SW Boones Ferry Road. Level of service analyses for signalized intersections in this report are based on the average control delay per vehicle entering the intersection. The City of Lake Oswego operating standards require a level of service "E" or better be maintained for all intersections during the peak hour. Using the weekday a.m. and p.m. peak hour traffic volumes, volume -to -capacity ratios and levels of service were calculated for the four signalized study intersections as shown in Figures 3-7 and 3-8. As indicated in the two respective figures, all of the signalized study intersections currently operate at acceptable levels of service during both the weekday a.m. and p.m. peak hours. Appendbr "D" contains the existing conditions level of service worksheets. Unsignalized Intersections 1 -he remaining five study intersections currently operate unsignalized: • Red Cedar Way/SW Boones Ferry Road; • Douglas Way/SW Booties Ferry Road; • • Lanewood Street/SW Boones Ferry Road; • Quarry Road/SW Boones Ferry Road; and KiMlson & Assocla tes, Inc. 3-14 July 2001 Boons Feny Road Conldor Plan - DRAFT 2. o Section 3, Exlst/ng Conditions • SW Madrona Street/SW Boones Ferry Road. • Level of service analyses for unsignalized intersections in this report are based on the intersection's capacity to accommodate the worst or critical movement. Clackamas County/City of Lake Oswego operating standards require a level of service "E" or better be maintained for all unsignalized intersections. Figures 3-7 and 3-8 also summarize the level of service results for the five unsignalized study intersections during the weekday a.m. and p.m. peak hours, respectively. The results shown in the two figures indicate that the five unsignalized intersections operate at acceptable levels of service during the weekday a.m. peak hour and three of the intersections operate at acceptable levels of service during the p.m. peak hour. Only the Red Cedar Way/SW Boones Ferry Road and Lanewood Street/SW Boones Ferry Road intersections operate below the required level of service "E" standard during the weekday p.m. peak hour. Appendix "D" contains the existing conditions level of service worksheets. As can be seen in Figure 3-8, at the Red Cedar Way/SW Boones Ferry Road intersection, the minor approach critical movement was found to operate with relatively high delays, resulting in level of service "F" for the critical movement during the existing average weekday p.m. peak hour conditions. The poor level of service corresponds to the minor approach egress movement and reflects only the minor street vehicle delay. The major street (i.e., SW Boones Ferry Road) turning and through movements at this intersection operate at level of service "C" or better during the existing weekday p.m. peak hour. As indicated by the volume -to -capacity ratio for the critical • movement (0.84 for the westbound approach), although the critical movement operates with an average delay corresponding to level of service "F", there is still additional capacity at this location to accommodate the existing traffic demand. In addition, traffic signal warrants are not met at this location under existing conditions based on Manual on Uniform Traffic Control Devices (MUTCD) criteria (Reference 3). The Lanewood Street/SW Boones Ferry Road intersection also operates at level of service "F" for the critical movement during the existing average weekday p.m. peak hour conditions. Again, this poor level of service corresponds to the minor approach egress movement and reflects only the minor street vehicle delay. The major street at this intersection (i.e., SW Boones Ferry Road) turning and through movements operate at level of service `B" or better during the existing weekday p.m. peak hour. The volume -to -capacity ratio of 0.75 indicates that there is sufficient capacity at this intersection to accommodate the existing traffic demand. Furthermore, MUTCD traffic signal warrants are not met at this location tinder the existing conditions. Appendix "D" contains the existing con,iitions MUTCD signal warrant analysis worksheets used in this study. EXISTING TRAFFIC SAFETY CONDITIONS In addition to the traffic operational analysis, a safcty evaluation for the study corridor was also conducted. The crash history of the study intersections and the Boones Ferry Road corridor was examined to identify any existing safety issues and concerns. ODOT provided historical data that • summarized all reported accidents along the corridor occurring in the time period between January 1, 1997 and June 30, 2000 in terms of both crash severity and type. It should be noted that reported crashes typically under -estimated the total number of crashes that have occurred due Kittelson & Associates, Inc. 3-15 - July 2001 Boones Feny Road Corridor Plan - DRAFT 2.0 SOCtlon $: Exist/ng Conditions • to the fact that minor incidents are not always reported to the local agencies. This data was further reduced to isolate individual roadway segments and intersections within the study area. • Table 3-2 summarizes the crash history along SW Boones Ferry Road between Kruse Way and SW Madrona Street with respect to crash severity and type. As Table 3-2 indicates, during the 40 -month period under review, a total of 93 crashes were reported along SW Boones Ferry Road at the nine study intersections. Forty of these crashes involved personal injury, but no fatalities were reported. The rear -end collision was the most common type of crash reported. Table 3-2 Study Intersection Crash Histories The crash histories were then used to calculate individual crash rates at each of the study intersections along the SW Boones Ferry Road corridor. These crash rates at the intersection are expressed in terms of the number of crashes per nnillionl entering vehicles and are summarized in Table 3-3. In general, a crash rate above 1.00 typically identifies locations where further evaluation should be conducted in regards to safety. Kltte/son & Assoclates, Inc. 3-16 Collision Type Severity Number Lane T Property Personal Intersection of Crashes Change/ Rear- Drive- TurningEnd Angle 9 way Other Damage Injury/ Only Fatality Kruse Way/ SW Boones Ferry Rd 20 O 13 4 0 3 15 5 Mercantile Drive/ 8 1 4 6 0 0 1 4 SW Boones Ferry Rd 4 Red Cedar Way/ 8 3 4 1 0 0 4 SW Boones Ferry Rd Douglas Way/ 5 1 3 1 0 0 4 1 SW Boones Ferry Rd Lanewood Street/ 5 2 2 O 0 1 3 2 SW Boones Ferry Rd Oakridge Rd -Reese Rd/ 16 4 7 4 0 1 SW Boones Ferry Road 8 8 Quarry Rd/ SW Boones Ferry Rd 8 1 5 2 0 U 3 5 SW Firwood Rd -Bryant Rd/ 23 5 8 6 2 2 12 11 SW Boones Ferry Rd SW Madrona St/ SW Boones Ferry Rd 0 O 0 0 O 0 0 0 Total —� 93 17 48 18 2 8 33 I 440 The crash histories were then used to calculate individual crash rates at each of the study intersections along the SW Boones Ferry Road corridor. These crash rates at the intersection are expressed in terms of the number of crashes per nnillionl entering vehicles and are summarized in Table 3-3. In general, a crash rate above 1.00 typically identifies locations where further evaluation should be conducted in regards to safety. Kltte/son & Assoclates, Inc. 3-16 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Sect/on 3.' Ex/stln® Cond/t/ons Table 3-3 Study Intersection Crash Rates TEV = Total Entering Vehicles MEV = Million Entering Vehicles As shown in Table 3-3, the crash rates for all of the study intersections were below the threshold of 1.00 crashes per million entering vehicles. The crash histories were also used to evaluate arterial crash rates for the roadway segments between the eight study intersections. Crash rates for arterial segments are generally expressed in crashes per million vehicle miles (MVM). The crash rate for roadways is typically compared to the statewide average found in ODOT's State Highway Accident Rate Tables (Reference 4) in order to quantify whether a particular roadway's crash rate is lower or higher than the statewide average. SW Boones Ferry Road was compared to the average rate cited for Urban Primary System Non - Freeway in the ODOT rate tables from 1993 to 1997 of 3.6 crashes per MVM. Over the 40 - month period of time between January 1, 1997 and June 30, 2000, a total of 47 non -intersection crashes were reported along SW Boones Ferry Road between Kruse Way and SW Madrona Street. Table 3-4 shows the arterial crash rates for the seven roadway segments evaluated. As can be seen in Table 3-4, the crash rates on these study segments were found to be less than the statewide average rate, with five of the seven segments having a rate of less than 50 percent of the average statewide rate. Figure 3-9 shows the location of all corridor crashes reported over the 40 -month period of time studied. K/ttelson & Assocla tes, Inc. 3-17 C: 0 is Number of Crashes Peak Hour MEW Crashes/ >1 Crash/ Intersection Crashes per Year TEV Year MEV MEV Kruse Way/ f SW Boones Ferry Rd 20 3.75 3,480 12.7 0.45 No Mercantile Drive/ g 1.50 2,411 8.8 0.26 No SW Boones Ferry Rd Red Cedar Way/ 8 1.50 2,353 8.6 0.27 No SW Boones Ferry Rd Douglas Way/ SW Boones Ferry Rd 5 0.94 2,276 8.3 0.17 No Lanewood Street/ SW Boones Ferry Rd 5 0.94 2,408 8.8 0.16 No Oakridge Rd -Reese Rd/ SW Boones Ferry Road 16 3.00 2,455 9.0 0.51 No Quarry Rd/ SW Boones Ferry Rd 8 1.50 2,308 8.4 0.27 No SW Firwood Rd -Bryant Rd/ SW Boones Ferry Rd 23 4.32 2,675 9.8 0.67 No SW Madrona St/ SW Boones Ferry Rd 0 0.00 0 0.0 0.00 No TEV = Total Entering Vehicles MEV = Million Entering Vehicles As shown in Table 3-3, the crash rates for all of the study intersections were below the threshold of 1.00 crashes per million entering vehicles. The crash histories were also used to evaluate arterial crash rates for the roadway segments between the eight study intersections. Crash rates for arterial segments are generally expressed in crashes per million vehicle miles (MVM). The crash rate for roadways is typically compared to the statewide average found in ODOT's State Highway Accident Rate Tables (Reference 4) in order to quantify whether a particular roadway's crash rate is lower or higher than the statewide average. SW Boones Ferry Road was compared to the average rate cited for Urban Primary System Non - Freeway in the ODOT rate tables from 1993 to 1997 of 3.6 crashes per MVM. Over the 40 - month period of time between January 1, 1997 and June 30, 2000, a total of 47 non -intersection crashes were reported along SW Boones Ferry Road between Kruse Way and SW Madrona Street. Table 3-4 shows the arterial crash rates for the seven roadway segments evaluated. As can be seen in Table 3-4, the crash rates on these study segments were found to be less than the statewide average rate, with five of the seven segments having a rate of less than 50 percent of the average statewide rate. Figure 3-9 shows the location of all corridor crashes reported over the 40 -month period of time studied. K/ttelson & Assocla tes, Inc. 3-17 C: 0 is 0 NORTH (NOT TO SCALE) •�r'�' `��.` �":�' `. •� ,�,� t.• `� Vim' �\ ,t :1 •,,��.. ••,'. y vMEL ,I d� r \ �.. i " }� `„•�r��L A i •. • • , sem' Nf Lj ' A • •/�f �[ �� .: • � .•,� •�AA°`,• `� • ♦ \. • V,.�a�� •%``'� e • fir/ � � �•'�, ' : t. of so lb -`�jf a. `�. of 4 �• �a ,��;;*, r ` .• \ �♦�� ♦ � LEGEND • REPORTED CRASH LOCATION 0 CORRIDOR CRASH LOCATION HISTORY (JANUARY 1997 - JUNE 2000) cnL�alca oswe",,, Oregm July, 2001 ' �' I�JORKS July 2001 Boones Ferry Road Corridor Plan -DRAFT 2.0 Section 3: Exist/ng Conditions Table 3-4 Study Arterial Segment Crash Rates �J Length of Number Segment of Crashes/ Statewide Segment (mi) Crashes ADT MVM Average 4 Kruse Way to Mercantile Or 0.10 3 21,170 1.06 3.66 Mercantile Or to Red Cedar Way 0.06 1 22,780 0.54 3.66 Red Cedar Way to 0.09 1 22,080 0.42 3.66 Douglas Way Douglas Way to 0.17 5 21,620 1.07 3.66 Oakridge Rd -Reese Rd Oakridge Rd -Reese Rd to Quarry Rd 0.20 10 20,690 1,88 3,66 Quarry Rd to SW Firwood St -Bryant Rd 0.08 6 22,100 2,70 3.66 SW Flrwood St -Bryant Rd to SW Madrona St 0.21 21 24,000 3.19 3.66 As can be seen from Figure 3-10, the SW Boones Ferry Road corridor shows a growing trend for crashes since 1997. The first six months of the year 2000 particularly show an increase in the number of crashes reported along the study corridor. Given the specific intersection and arterial crash rates and historical crash trends identified, safety is a primary concern along the SW Boones Ferry Road corridor. Throughout this study process, all recommendations and alternatives will focus on improving traffic, pedestrian, and bicyclist safety throughout the study area. EXISTING TRAVEL DEMAND PATTERNS To gain further understanding of the existing travel patterns within the study area, Kittelson & Associates, Inc. conducted an origin -destination demand study as an additional work item for the Boones Ferry Road Corridor Study. The purpose of this study was to determine the relative proportion of "through" verses "local" traffic along SW Boones Ferry Road within the study corridor. The origin -destination demand study was conducted over the course of a series of typical mid- week days during March of 2001. During the weekday p.m. peak hours, vehicles were identified, recorded, and tracked along SW Boones Ferry Road at the north end of the study corridor (just south of SW Kruse Way) and at the south end of the study corridor (just north of SW Madrona Street). The time a vehicle entered the corridor traveling southbound just south of SW Kruse Way was correlated to the time, if and when, the same vehicle was observed exiting the corridor traveling southbound just north of SW Madrona Street. Similarly, the time a vehicle entered the • corridor traveling northbound just north of SW Madrona Street was correlated to the time, if and when, the same vehicle was observed exiting the corridor traveling northbound just south of SW Kruse Way. Given the length and estimated average travel speed along the corridor, it was assumed that if a vehicle entered one observation point and exited the other observation point Kittelson & Associates, Inc. 3-19 70 L 60 - -- aMi �. 50 - - a 40 s 30 20 - U 10 -- 0 ,- --- - --- _ r _ 1997 1998 1999 2000 Year * Data was available for only the first 6 months of 2000. As such, the trend reported here assumes that the data represented half of the total number of crashes for that year. 0 ANNUAL CORRIDOR CRASH TREND FIGURE OIORKS pin City of Lake Oswego, Oregon JULY, 2001 � I July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Sect/on 3., Existing Conditions • within a two -minute time period it could be classified as a "through trip" (i.e., a trip that did not have a final or intermediate destination within the study corridor). If a vehicle was not recorded exiting the corresponding observation point within a two -minute time frame it was classified as a "local trip" (i.e., a trip that had at least one final or intermediate destination within the study corridor). Based on the methodology described above, the results of the origin -destination demand study conducted on SW Boones Ferry Road are summarized in Table 3-5. Table 3-5 Origin -Destination Demand Studv Summary Travel Direction Number Vehicles Entering Corridor Number of Entering Vehicles Exiting within Two -Minute Time Period 386 456 Corresponding "Through Trip" Percentage Northbound 770 50% Southbound 1014 45% Corridor Total 1784 842 47% As can be seen from Table 3-5, the origin -destination demand study indicated that approximately 50 -percent of the northbound traffic and 45 -percent of the southbound traffic along SW Boones . Ferry Road can be classified as "through" traffic (i.e., trips that do not have a final or intermediate destination within the study corridor). For the total corridor, approximately 47 - percent of the traffic can be considered "through" traffic. It can be assumed that the remaining 53 -percent have at least one final or intermediate destination within the study corridor. It should be noted that a proportion of these 53 -percent "local trips" do have a final destination outside of the immediate study area, however, they do make at least one stop (at one of the local businesses and/or neighborhoods) as they travel along SW Boones Ferry Road. CORRIDOR ACCESS CONFIGURATION Under existing conditions, the access configuration along the SW Boones Ferry Road corridor consists of a proliferation of unevenly spaced driveway approaches. This is the result of piecemeal development patterns in the absence of any corridor or overall access management plan for the facility. The large number of varying access approaches, in conjunction with growing traffic volumes along the corridor, impacts the overall mobility and operational safety of SW Boones Ferry Road, making access to and from facilities and adjacent land uses difficult, reducing the potential roadway capacity, and impeding operations of traffic through the corridor. Consequently, motorists are faced with a high potential for encountering conflicting turning vehicles. The frequent, poorly delineated, and inconsistent access spacing along the corridor also provides increased opportunity for conflicts with pedestrians and bicyclists. Figures 3-11A through 3-11C highlight the existing driveway and intersection approaches and access points along the extent of the SW Boones Ferry Road study corridor. As shown in the figures, in many locations the existing access configuration along the corridor provides multiple access points and curb cuts for a single property. The existing access evaluation also revealed that in certain instances there is relatively little delineation identifying approaches to SW Boones Kitteison & Assoolates, Inc. 3-21 0 - A941,4, Mr , W LEGEND 0 a - EXISTING ACCESS LOCATION Ae • A SW BOONES FERRY RD a �., E-101 El' El . �07 Af* Odds EXISTING ACCESS LOCATIONS Wnes nXMRoad Corridor Cfty of Lake Oswego, Oregon July,!200:1 IMIMI TI I M I kl:filMWl:UeAi I N M. • LEGEND -�!! • El - EXISTING ACCESS LOCATION EXISTING ACCESS LOCATIONS oones _ r Roanrr or _ — — UJORRS Citq of Lake Oswego, Oregon julq, 2001 v" T � Ir 0 cn iL cy 4w 'All AqD 41P swso ONESFE R • � rl dw 41 ...... ----- A41 Not _EGEND 1:1 - EXISTING ACCESS LOCATION I "I EXISTING ACCESS LOCATIONS BoonesmirMRom Cogildor PPliamn jl_tv;f_Lake 0sweg;�_Oregon _ Tuly,2001 July 2001 Soones Feny Road Corridor Plan - DRAFT 2.0 Sectlon 3.• Existing Conditions Ferry Road. Organizing approaches in a more comprehensive manner and increasing access efficiency could allow for both increased capacity along the arterial corridor as well as for more effective land use and parking configurations for the abutting property owners. In the 1997 TSP, the City of Lake Oswego recommended a minimum spacing of private driveways of 300 feet along new construction or redeveloped land uses. However, since many of the major streets in Lake Oswego were developed before it became necessary for them to operate as arterials, including the study area of SW Boones Ferry Road, the existing access spacing pattern is much closer. EXISTING CONDITIONS SUMMARY The results of the existing conditions assessment performed for the Boones Ferry Road Corridor Plan identified or confirmed the current transportation system characteristics within the study corridor. The results generated from this existing conditions evaluation will form the basis for developing the future forecast analysis and improvement alternatives intended to meet the future transportation needs of the corridor. The results of the existing conditions assessment are summarized as follows: Existing Roadway Facilities • The City of Lake Oswego classifies SW Boones Ferry Road as a Major Arterial. • Through the study corridor the cross-section of the roadway varies between four and five • lanes. • There are four signalized intersections along the study corridor, including Kruse Way, Mercantile Drive, SW Oakridge Road -Reese Road, and SW Firwood Road -Bryant Road. • Currently, intermittent sidewalks are provided along both sides of the street for the majority of corridor, although there is no buffer between pedestrians and vehicular traffic. • On -street striped bicycle lanes are only provided along one segment of Booties Ferry Road (between Kruse Way and Mercantile Drive). In the remaining segments of the corridor, vehicles and bicycles to share the roadway. Existing Traffic Operations • All study intersections currently operate at acceptable levels of service during the average weekday a.m. peak hour. • All study intersections currently operate at acceptable levels of service during the average weekday p.m. peak hour, with the exception of the Red Cedar Way/Boones Ferry Road and Lanewood Street/Boones Ferry Road. • The minor street approaches (i.e., Red Cedar Way and Lanewood Street) at these unsignalized intersections were found to operate with relatively long delays, resulting in level of service "F" during the peak 15 minute period. However, the analysis also showed that the existing p.m. peak volume -to -capacity ratio for the critical movements at these locations is 0.84 and 0.75, respectively, indicating that the intersection operates under capacity during the peak period and that there are enough acceptable gaps in the mainline (i.e., SW Boones Ferry Road) traffic flow to accommodate the minor street traffic demand. In addition, a specific signal warrant analysis revealed that MUTCD signal warrants are not met at this location under current conditions. Kltte/son & Associates, Inc. 3-25 • CJ • July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 SectlUn 3: Existing Conditions Roadway Safety • Crash rates for all of the study intersections were below 0.67 crashes per million entering vehicles. • Regardless of the specific intersection crash rates identified, safety is a primary concern among residents, business owners, and city officials along the SW Boones Ferry Road corridor. Existing Travel Demand Patterns • An origin -destination demand study indicated that approximately 47 -percent of the traffic traveling within the SW Boones Ferry Road study corridor can be classified as "through" traffic (i.e., trips that do not have a final or intermediate destination within the study corridor). It can be assumed that the remaining 53 -percent have at least one final or intermediate destination within the study corridor. A proportion of these 53 -percent "local trips" do have a final destination outside of the immediate study area, however, they do make at least one stop (at one of the local businesses and/or neighborhoods) as they travel along SW Boones Ferry Road. Existing Corridor Access Configuration • The existing access configuration along the SW Boones Ferry Road study corridor consists of over 50 unevenly spaced private driveway approaches. • The large number of varying access approaches, in conjunction with growing traffic volumes along the corridor, impacts the overall mobility and operational safety of the corridor, making access to and from facilities and adjacent land uses difficult, reducing the potential roadway capacity, and impeding operations of traffic. • The frequent, poorly delineated, and inconsistent access spacing along the corridor also provides increased opportunity for conflicts with pedestrians and bicyclists. Kittelson & Associates, Inc. 3-26 July 2001 Boones Ferry Road Corridor Plan -DRAFT 2.0 Sect/on 4: Future Conditions Section 4: Future Conditions The purpose of this section is to report the projected future conditions of the study corridor and identify the future transportation system needs under the 20 -year planning horizon assuming a "Base Case" transportation system condition. The future forecast "Base Case" scenario evaluates the traffic conditions likely to exist in the year 2020, assuming that no roadway capacity improvements will be implemented within the study area beyond those projects already committed and acknowledged in the adopted 20 -year Metro "financially constrained" Regional Transportation Plan. The 2020 "Base Case" forecast scenario will serve as the basis for identifying the projected future transportation system deficiencies and needs along the study corridor. The results of this analysis, along with the results from the Existing Conditions (Section 3) and input from the Project Advisory Committee (PAC) and public involvement process, will lead to the development of the future corridor alternative concepts. The following topics are addressed in this section: • A description of the year 2020 "Base Case" transportation system along the study corridor. • A description of the forecast year 2020 "Base Case" scenario daily and weekday p.m. peak hour travel demand volumes for the study corridor. • A summary of year 2020 "Base Case" scenario intersection operational analysis for the • study corridor. • Identification of study corridor deficiencies requiring mitigation for the forecast year 2020 "Base Case" scenario transportation system. • A 95`h percentile maximum back of queue analysis for all signalized left -turn movements on SW Boones Ferry Road. • An assessment of the 20 -year accessibility issues within the study corridor. • A summary of the 20 -year public transit plans for service with the study area. • A review of the 20 -year multi -modal travel issues and requirements within the study corridor. • FORECAST 2020 "BASE CASE" SCENARIO ROADWAY CONFIGURATION The year 2020 "Base Case" analysis scenario identifies traffic conditions likely to exist in the year 2020, assuming no additional improvements beyond those already planned for the corridor. Within the SW Boones Ferry Road study area, only one transportation system improvement has been committed and funded. Based on Metro's regional "financially constrained" transportation network, SW Boones Ferry Road is planned for widening from Kruse Way to SW Quarry Road to a five -lane section with sidewalks and bicycle lanes. No other committed roadway capacity, pedestrian facility, bicycle facility, and/or public transit service improvement plans are funded and committed in the local or regional transportation improvement programs. The year 2020 "Base Case" scenario transportation system lane configurations and traffic control devices are illustrated in Figure 4-1. Kitteison & Associates, Inc. 4-1 X11 NORTH iMOT TO SCALE) it t t �l�► Ott t I �9pSFtyy ��QP X11 MF q� � I 4 to CEDAR WY t t cc DOUGLAS WY 2 CANEWOOD ST C, SCHOOL SW OAKRIDGE RD LAKE GROVE ST N uP P P. SW FIRWOOD 0 RD SW MADRONA ST a cr CCo LEGEND z STOP SIGN TRAFFIC SIGNAL YEAR 2020 "BASE CASE" LANE CONFIGURATIONS AND TRAFFIC CONTROL DEVICE FIGURE i al 7T. &7� 0 L GREEfI I' EK I_ @ 4.1 4388\DWGS\FINAL REPORT\4380FR4-1 (YXE 4S88FR July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Sectlon 4.' Future Conditions FORECAST 2020 "BASE CASE" TRAVEL DEMAND AND PEAK HOUR VOLUMES The forecast 2020 travel demand volumes for SW Boones Ferry Road were developed to be consistent with the Metro regional 2020 travel demand forecasts. The modeling methodology, assumptions, and results used to generate both the regional 2020 "financially constrained" and "strategic" travel demand forecasts were examined and reviewed for their appropriateness and reasonableness for use in this corridor study. From this review, it was determined that the Metro regional 2020 "financially constrained" travel demand forecast was the most realistic and conservative forecast to use for the future conditions analysis given the existing and anticipated funding situation within the region. Comparing the year 2020 "financially constrained" forecast to both the base year (1994) Metro model assignment and to the existing traffic counts obtained along the corridor (presented in Section 3) results in an average growth rate of approximately 1.60 to 1.67 -percent per year for the travel demand along the SW Boones Ferry Road facility and major side streets (i.e., Kruse Way and SW Firwood Road -Bryant Road). As such, a conservative total growth estimate of 34.0 - percent over the 20 -year planning horizon (or a linear growth of approximately 1.70 -percent per year) was applied to the existing year 2000 traffic counts in order to develop a refined 20 -year "financially constrained" travel demand forecast. In addition, a 10 -percent increase in traffic was assumed on the local street connections to SW Boones Ferry Road. The forecast was used to generate projected daily and weekday p.m. peak hour link volumes, as well as weekday p.m. peak hour intersection turning movement volumes for the study area. The resultant forecast year 2020 . "Base Case" scenario average daily traffic volumes along the corridor are presented in Figure 4- 2. Figure 4-3 presents the forecast year 2020 "Base Case" scenario weekday p.m. peak hour traffic volumes and intersection turning movements along the corridor. It should be noted that the future travel demand forecasts outlined in the City of Lake Oswego Transportation System Plan (Reference 1) were also examined and reviewed while developing the future traffic volumes for this study. The travel demand forecast used in the City's TSP was developed assuming a 2015 planning year horizon and using Metro's outdated 2015 population and employment forecasts. Given that Metro has updated and refined 2020 population and employment estimates, and that no significant inconsistencies were found between the 2015 TSP forecast and the updated 2020 forecast, it was determined that the most recent Metro model runs would provide the most reliable and updated 2020 travel demand estimates for the corridor. Appendix "E" includes the regional year 2020 travel demand forecast runs used for this analysis. FORECAST 2020 "BASE CASE" SCENARIO OPERATIONAL ANALYSIS An operational Level of Service (LOS) analysis was conducted for the year 2020 "Base Case" scenario to determine the future operational conditions at intersections within the study corridor. All level of service analyses described in this report were performed in accordance with the procedures outlined in the 1997 Highway Capacity Manual (Reference 2). The results of the year . 2020 "Base Case" scenario intersection operational analysis are summarized in Figure 4-3. The Kittelson & Assoclates, Inc. 4-3 4ORTH ,NOT TO SCALE O 1P 10 QQ Q� r? MFR�q� �� ^�•►l�,�cP <F rs 00 900 S� a kRED CEDAR Wy DOUGLAS Wy, r � _.� 850 cc < LAKE 1,000 80 G GROVE ♦ — LAN EWOOD ST SCHOOL -♦ 200 �o --► C * 1,300 I may,. SW OAKRIDGE RD LAKE GROVE ST d 1,900 ,U ,��0 c'$� \6� SW FIRWOOD RD o ra / 3,950A �9a TOD SW MADRONA ST 3 �2r cr �QQ�PpP co10 • 2� co g� tg �ZO NO O -AX YEAR 2020 'BASE CASE" SCENARIO FORECAST AVERAGE DAILY TRAFFIC VOLUME* / FIGURE t�Zr , , p MMM 4-2 436MDWGS\FINAL REPOR1H:u+oi eta 2 0 NORTH (NOT TO SCALE) LEGEND CM =CRITICAL MOVEMENT (UNSIGNALIZED) LOS =INTERSECTION LEVEL OF SERVICE (SIGNALIZED)/ CRITICAL MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del =INTERSECTION AVERAGE DELAY (SIGNALIZED)/ CRITICAL MOVEMENT DELAY (UNSIGNALIZED) VIC =CRITICAL VOLUME JO -CAPACITY RATIO • l� iO CM=WB ►` 50 LOS=F <5 ,r CM --WB J0 20 LOS=F Del=>50 35 --► Del=12.9 � <5180 VVIC_-}0.70 15 1 r' 1 1 LEGEND CM =CRITICAL MOVEMENT (UNSIGNALIZED) LOS =INTERSECTION LEVEL OF SERVICE (SIGNALIZED)/ CRITICAL MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del =INTERSECTION AVERAGE DELAY (SIGNALIZED)/ CRITICAL MOVEMENT DELAY (UNSIGNALIZED) VIC =CRITICAL VOLUME JO -CAPACITY RATIO • LAK: (robe — l� iO CM=WB ►` 50 LOS=F 1 C:D 701 LOS=B � 105 I / --► Del=12.9 � <5180 VVIC_-}0.70 15 1 1 LAK: (robe — 90o40 Oen C C ��6 R��>> sS !! fir-• 30 �O YEAR 2020 BASE CASE TRAFFIC CONDITIONS WEEKDAY PM PEAK HOUR tFIGURE inL4-3 4389WWGS\FINAL REPORT\4889FR4-9 (YXE. 4380FR) l� c5 CM=WB ►` 50 LOS=F 15 13e=>50 30 V/C=+>1�.0I r I / 90o40 Oen C C ��6 R��>> sS !! fir-• 30 �O YEAR 2020 BASE CASE TRAFFIC CONDITIONS WEEKDAY PM PEAK HOUR tFIGURE inL4-3 4389WWGS\FINAL REPORT\4889FR4-9 (YXE. 4380FR) July 2001 Boons Ferry Road Corridor Plan — DRAFT 2.0 Sect/on 4: Future Conditions current City of Lake Oswego standards require that level of service "E" or better operations be maintained for all intersection during the average peak hour periods. 0 As can be seen from Figure 4-3, four study intersections (Red Cedar Way, Douglas Way, Lanewood Street, and SW Madrona Street) are forecast to operate at an unacceptable level of service during the average weekday p.m. peak hour under forecast 2020 "Base Case" conditions. Table 1 summarizes these forecasted operational deficiencies and potential mitigation measures. Table 4-1 Identified 2020 "Bane Cage" Ooerational Definiennin. The minor street movements on Red Cedar Way, Douglas Way, and Lanewood Street are forecast to operate at level -of -service "F." By potentially realigning the southerly Lake Grove Elementary School access roadway directly opposite Lanewood Street and installing a traffic signal at this reconstructed intersection, the operational deficiencies at Red Cedar Way, Douglas Way, and Lanewood Street could be addressed. Traffic signal warrants would be met at the new intersection following the realignment. The westbound movement at the SW Boones Ferry Road/SW Madrona Street intersection is forecast to operate at level -of -service "F" under year 2020 "Base Case" conditions. However, alternative access is available for vehicles to turn onto SW Boones Ferry Road via the existing traffic signal at the SW Firwood Road -Bryant Road/SW Boones Ferry Road intersection and the planned traffic signal at the SW Sunset Drive/SW Boones Ferry Road intersection. Thus no transportation improvements are likely to be required at this intersection in the future. Appendix "F" includes the level of service analysis and MUTCD signal warrant analysis worksheets for the forecast 2020 "Base Case" scenario. K/tte/son & Assoclates, Inc. 4-6 • 0 2020 "Base Case" Scenario Intersection Operational Deficiency Potential Mitigation Measures Red Cedar Way/ Westbound movement operates over SW Boones Ferry Road capacity and at level -of -service "F' f Realign the southerly Lake Grove I� Elementary School access roadway Douglas Way/ Eastbound movement operates at level -of- SW Boones Ferry Road service "F' opposite Lanewood Street and install a traffic signal. Lanewood Street/ Westbound movement operates over SW Boones Ferry Road capacity and at level -of -service "F' SW Madrona Street/ Westbound movement operates at level- Alternative access available via SW SW Boones Ferry Road of -service "F' Firwood Road -Bryant Road/SW Boones Ferry Road traffic signal and the planned SW Sunset Drive/SW Boones Ferry Road traffic signal. The minor street movements on Red Cedar Way, Douglas Way, and Lanewood Street are forecast to operate at level -of -service "F." By potentially realigning the southerly Lake Grove Elementary School access roadway directly opposite Lanewood Street and installing a traffic signal at this reconstructed intersection, the operational deficiencies at Red Cedar Way, Douglas Way, and Lanewood Street could be addressed. Traffic signal warrants would be met at the new intersection following the realignment. The westbound movement at the SW Boones Ferry Road/SW Madrona Street intersection is forecast to operate at level -of -service "F" under year 2020 "Base Case" conditions. However, alternative access is available for vehicles to turn onto SW Boones Ferry Road via the existing traffic signal at the SW Firwood Road -Bryant Road/SW Boones Ferry Road intersection and the planned traffic signal at the SW Sunset Drive/SW Boones Ferry Road intersection. Thus no transportation improvements are likely to be required at this intersection in the future. Appendix "F" includes the level of service analysis and MUTCD signal warrant analysis worksheets for the forecast 2020 "Base Case" scenario. K/tte/son & Assoclates, Inc. 4-6 • 0 c: 0 • July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 QUEUING ANALYSIS Sectlon 4: Future Condition A queuing analysis was performed at the signalized study intersections to ensure that adequate storage is available for left -turn movements from SW Boones Ferry Road under the forecast 2020 "Base Case" Conditions. Table 4-2 presents the results of the future "Base Case" conditions queuing analysis. It should be noted that the queue lengths reported in Table 4-2 represent the 950, percentile maximum back of queue during the weekday p.m. peak hour conditions. Table 4-2 95" Percentile Maximum Back of Queue - 2020 "BaRp eAaol+ r�.,....a�...a As shown in Table 4-2, the 95" percentile maximum back of queue for the mainline left -turn movements on SW Boones Ferry Road are expected to exceed the existing available storage at the following locations: • northbound left -turn at Mercantile Drive/SW Boones Ferry Road, • southbound left -turn at Oakridge Road -Reese Road/SW Boones Ferry Road, • northbound left -turn at SW Firwood Road -Bryant Road/SW Boones Ferry Road, and • southbound left -turn at SW Firwood Road -Bryant Road/SW Boones Ferry Road. These locations will likely require future widening upstream of the signalized intersections to accommodate future left -turn demands from SW Boones Ferry Road. BOONES FERRY ROAD ACCESSIBILITY ANALYSIS Due to the projected increase in traffic along the SW Boones Ferry Road corridor (i.e., 34 - percent over the next 20 -years), the ability for motorists to access businesses along the corridor will continue to deteriorate (i.e., higher delays) due to the lack of available gaps in the traffic stream and the increase in length of mainline left -tum vehicular queues. This continued deterioration in accessibility could also increase in the number of vehicular, pedestrian, and bicycle conflicts and will likely result in a higher number of crashes along the corridor. The primary contributing factors to this deterioration in accessibility is the lack of left -turn lanes K/ttelson & Associates, Inc. 4-7 95% Max. Back Available Intersection Movement Of Queue (ft) Storage (ft) Adequate? Kruse Way/ SW Boones Ferry Road NB Lett Tum 175 250 75 Yes No Mercantile Orive/ NB Lett Turn 100 SW Boones Ferry Road SS Left Tum 25 50 Yes Lanewood Street/ NB Left Tum 75 100 - —i Yes SW Boones Ferry Road SB Lett Tum 100 200 Yes Oakridge Rd -Reese Rd/ NB Left Tum 100 100 Marginal SW Boones Ferry Road SB Left Tum 150 50 No SW Firwood Rd -Bryant Rd/ NB Left Tum 100 75 No SW Boones Ferry Road SB Left Tum 450 250 No As shown in Table 4-2, the 95" percentile maximum back of queue for the mainline left -turn movements on SW Boones Ferry Road are expected to exceed the existing available storage at the following locations: • northbound left -turn at Mercantile Drive/SW Boones Ferry Road, • southbound left -turn at Oakridge Road -Reese Road/SW Boones Ferry Road, • northbound left -turn at SW Firwood Road -Bryant Road/SW Boones Ferry Road, and • southbound left -turn at SW Firwood Road -Bryant Road/SW Boones Ferry Road. These locations will likely require future widening upstream of the signalized intersections to accommodate future left -turn demands from SW Boones Ferry Road. BOONES FERRY ROAD ACCESSIBILITY ANALYSIS Due to the projected increase in traffic along the SW Boones Ferry Road corridor (i.e., 34 - percent over the next 20 -years), the ability for motorists to access businesses along the corridor will continue to deteriorate (i.e., higher delays) due to the lack of available gaps in the traffic stream and the increase in length of mainline left -tum vehicular queues. This continued deterioration in accessibility could also increase in the number of vehicular, pedestrian, and bicycle conflicts and will likely result in a higher number of crashes along the corridor. The primary contributing factors to this deterioration in accessibility is the lack of left -turn lanes K/ttelson & Associates, Inc. 4-7 July 2001 Booties Ferry Road Corridor Plan - DRAFT 2.0 Sect/on 4: Future Cond/t/ons along the corridor and alternative routes of access to the local businesses, and the numerous • offset driveways (more than 50 access points) and turning conflicts throughout the corridor. TRANSIT SERVICE EVALUATION As part of the future conditions analysis, transit service and future service plans along the corridor were reviewed. SW Boones Ferry Road is designated as a Regional Bus Route and Kruse Way is designated as a Frequent Bus Route in the Regional Transportation Plan. For corridors designated as a Regional Bus Route, the goal is to provide transit service at no greater than 15 -minute headways. As such, the current levels of public transit service provided along SW Boones Ferry Road do not meet the goals and objectives outlined by the region and Tri -Met for the facility. In addition, transit accessibility and efficiency within the study corridor is significantly inhibited by the gap in transit coverage along SW Boones Ferry Road between Kruse Way and Reese Road. Based on discussions with Tri -Met, no future transit service expansions are currently planned along the corridor. Thus, public transit usage in the corridor will likely continue operate at levels similar to those described under existing conditions. By only maintaining the current limited transit service, the corridor will not likely experience any substantial shift in existing travel mode splits due to the inconvenience (i.e., long headways) and lack of coverage of the service provided. In addition, the existing off-street parking supply issues will likely worsen overtime due to a lack of alternative modes of travel to and from the corridor and continued reliance on automobile travel. • PEDESTRIAN & BICYCLE FACILITY REVIEW Pedestrian and bicycle traffic throughout the corridor is expected to grow roughly proportional to the traffic volumes over the next 20 years. The specific amount of pedestrian and bicycle traffic will be directly linked to the condition of the pedestrian and bicycle facilities provided along the corridor. As of today, no significant pedestrian or bicycle facility improvements are funded along the corridor. However, the TSP currently calls for continuous sidewalks and bicycle lanes along this entire segment of SW Boones Ferry Road, consistent with the State of Oregon Transportation Planning Rule (TPR) requirements. CONCLUSIONS The year 2020 forecast traffic volumes for the study corridor were estimated based on Metro regional population and employment projections for the City of Lake Oswego and greater Portland metropolitan area determined by the City's and region's current Comprehensive Plans. The methodology used to develop the future traffic volumes involved a travel demand forecasting model assignment generated by the region's 2020 population and employment projections and assumed transportation network based on various anticipated funding situations. These projections were reviewed and refined to develop a year 2020 travel demand forecast for the study corridor. The forecasts were used to conduct a 20 -year operational analysis for the future "Base Case" conditions scenario, assuming no additional capacity improvements beyond . those projects already planned. KIttelson & Assoclates, Inc. 4-8 ,/uly 2001 Boons Feny Road Corrldor Plan - DRAFT 2.0 Sectlon 4: Future Condldons • The results of the 2020 "Base Case" scenario operational analysis indicate that, due to the extent and nature of the expected growth within the study area, the existing SW Boones Ferry Road corridor will not provide the capacity required to maintain traffic operations at levels that are currently considered acceptable. The 2020 future conditions "Base Case" scenario analysis shows that without additional roadway improvements, capacity constraints will exist at the following study intersections: • Red Cedar Way/SW Boones Ferry Road, • Douglas Way/SW Boones Ferry Road, • Lanewood Street/SW Boones Ferry Road, and • SW Madrona Street/SW Boones Ferry Road. In addition to the capacity constraints, several mainline left -turn vehicular storage deficiencies were identified along the corridor. The following movements are expected to exceed the current available storage areas provided along SW Boones Ferry Road: • northbound left -turn at Mercantile Drive/SW Boones Ferry Road, • southbound left -turn at Oakridge Road -Lake Grove Street/SW Boones Ferry Road, • northbound left -turn at SW Firwood Road -Bryant Road/SW Boones Ferry Road, and • • southbound left -turn at SW Firwood Road -Bryant Road/SW Boones Ferry Road. These operational deficiencies will likely result in a continued deterioration in accessibility to businesses along the corridor due to the lack of left -turn lanes and alternative access routes. Increased congestions and queuing along the major arterial could also result in an increased tendency of vehicles to use alternative adjacent facilities for travel. • Finally, an evaluation of the future transit service and review of pedestrian and bicycle facilities along the corridor concluded that no significant changes in usage would occur over the next 20 years without substantial improvements to the service and/or infrastructure provided today. Thus, the corridor will remain highly reliant on single occupancy vehicles without any improvements in the transit service or the existing pedestrian and bicycle facilities. The information provided by this future forecast analysis, in addition to the input obtained through the public involvement process, was used to develop improvement plan conceptual alternatives for the study corridor. The remainder of this report focuses on the development of long-term and associated near-term improvement concepts in order to implement the community's vision on SW Boones Ferry Road, mitigate the identified safety and operational deficiencies, and provide sufficient capacity to service the future travel demand. K/tte/son & Assoc/ates, Inc. 4-9 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 5: CnrrlciorAlternativesAnalysls 4D Section 5: Corridor Alternatives Analysis INTRODUCTION This section of the report presents conceptual corridor design alternatives developed and evaluated in order to address the identified transportation system needs, work towards the City's and community's vision for the corridor, and meet the study goals and objectives developed by the Project Advisory Committee (PAC). The development of the corridor alternatives was a collaborative process between the consultant team, City of Lake Oswego staff, the Project Advisory Committee (PAC), and community workshops undertaken with the goal of developing a long-range plan for the SW Boones Ferry Road corridor. These preliminary corridor alternatives were then taken forward to Project Advisory Committee and the community and were evaluated based on the public input and recommendations received. - The results of this alternatives development and evaluation will formulate the overall corridor plan for the facility that serves to meet the City's operational, safety, and functional transportation needs, as well as the community's desired goals for aesthetics, mobility, accessibility, multi -modal enhancement, and land use development. Given the lack of parallel facilities, topographical and structural conflicts, and right-of-way constraints along the corridor, opportunities and refinements both within and outside the existing right-of-way were investigated to develop opportunities that balance roadway capacity and safety with business accessibility. • This summary of future transportation system improvement alternatives represents the projects that could be implemented in order to mitigate identified transportation system deficiencies and to develop the SW Boones Ferry Road corridor in such a manner as to achieve the community's long- term vision for the facility over time. The remainder of this section provides various design alternatives for each element of the streetscape environment. Design alternatives for the following elements are presented: • Roadway Cross -Section Alternatives ■ Vehicular Travel Lane Alternatives • Median Treatment Alternatives ■ Traffic Signal Improvement Alternatives • Bicycle Facility Alternatives • Pedestrian Facility and Landscaping Alternatives • Other Streetscape Alternatives • Intersection Crosswalk Treatment Alternatives • Roadway Illumination Alternatives ■ Utility Infrastructure Alternatives • • On -Site Parking, Access, and Circulation Alternatives KIttelson & Associates, Inc. 5-1 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 5: Corrldor Alternatives Analysis Also included in this section of the report is a summary of the Project Advisory Committee's (PAC) evaluation and ranking of the various design alternatives for each of the elements presented. For background informational purposes, it should be noted that current City of Lake Oswego street design standards for a Major Arterial, such as SW Boones Ferry Road, require a minimum public right-of-way width of 100 -feet, 12 -foot vehicular travel lanes, a 14 -foot raised median/left-turn lane, 5 -foot bicycle lanes, a 4.5 -foot landscape strip/pedestrian buffer, and 8 -foot sidewalks. ROADWAY CROSS-SECTION ALTERNATIVES Vehicular Travel Lane Alternatives Number of Vehicular Travel Lanes The existing roadway configuration along the SW Boones Ferry Road study corridor varies between a four- to five -lane cross-section. Two vehicular travel lanes in each direction are provided along the extent of the corridor (i.e., a four -lane cross-section), with widening at all signalized intersections to provide for exclusive left -turn lanes (i.e., a five -lane section). Based on this existing configuration, and the desires and concerns voiced from public comment, three design alternatives were evaluated regarding the number of vehicular travel lanes to be provided as part of this plan: • Alternative #1: Maintaining the existing four- to five -lane cross-section (i.e., two vehicular travel lanes in each direction with widening at all signalized intersections to provide for exclusive left -turn lanes); • Alternative #2: Reducing the existing roadway and intersection section in all location to provide a continuous three -lane cross-section (i.e., one travel lane in each direction plus a raised median/left-turn lane) along the extent of the corridor; and • Alternative #3: Widening the existing roadway in the areas between the existing signalized intersections to provide a continuous five -lane cross-section (i.e., two vehicular travel lanes in each direction plus a continuous raised median/left-turn lane) along the extent of the corridor. Alternative of: Maintain Existing Cross-Sectlon Maintaining the existing roadway cross-section configuration would minimize the short- term right-of-way impacts associated with the implementation of roadway and streetscape improvements, however, this alternative does not provide any options for maintaining and/or improving safety and business accessibility along the corridor. As discussed in the previous section, the projected increase in traffic along SW Boones Ferry Road over the next twenty years will significantly deteriorate the ability for motorists to access the businesses along the corridor (i.e., significantly higher delays) due to the lack of available gaps in the traffic stream and the increase in length of mainline left -turn vehicular queues. A continued deterioration in accessibility will also have safety implications as the number of vehicular, pedestrian, and bicycle conflicts will likely also increase, as will the number of crashes along the corridor, due to the increases in vehicular queues and the decrease in the number of gaps in the traffic stream for motorists to utilize. The primary contributing factors to this • accessibility deficiency are the lack of left -turn lanes along the corridor, the lack of K/ttelson & Associates, Inc. 5-2 July 2001 Boones Ferry Road Corrldor Plan - DRAFT 2.0 Section 5: Corridor Alternatives Analysls alternative access routes to the local businesses, and the numerous offset driveways (more • than 50 access points) and turning conflicts throughout the corridor. The lack of a continuous left -turn lane also enhances the danger for rear -end crashes as left -turning vehicles must wait in a travel lane, blocking the traffic behind them, in order to make left - turn movements. With the projected increase in traffic volumes, the time these vehicles must wait in the traffic stream will increase, thus also increasing the potential for crashes along the corridor. Alternative 02: Three -Lane Cross-Sectlon Reducing the roadway cross-section to three -lanes would also significantly minimize the public right-of-way required to implement roadway improvements and provides a center refuge lane for left -turning vehicles. However, this alternative has very significant roadway capacity implications that effect business accessibility, corridor viability, neighborhood livability, and safety, in addition to corridor operations. A roadway corridor's capacity is dictated by the operations and capacity of the intersections along that corridor. As such, reducing the intersections along SW Boones Ferry Road from five -lanes (as they exist today) to three -lanes will have very significant impacts on the safety and capacity of the entire corridor. As previously mentioned, the effect of this reduced capacity goes beyond the vehicular through -put operations of SW Boones Ferry Road to create transportation, land use, and livability issues within the entire study area. This is most evident by the fact that reducing the capacity of SW Boones Ferry Road, while traffic volumes continue to grow (23,000 to over 30,000 vehicles per day), forces motorists to find other, perhaps less congested routes, to make their trips. Given the existing and forecasted congestion on other • major roadways in the study vicinity, this traffic diversion will likely reroute through the adjacent local neighborhoods and onto local streets, resulting in significant neighborhood cut -through and safety issues. Alternative #3: Continuous Five -Lane Cross -Section Through examining the traffic operations and 20 -year travel demand forecast analysis work presented in Sections 3 and 4 of this report, both the PAC and the Project Management Team concurred that, in order to minimize potential neighborhood cut -through traffic, improve safety for all travel modes, maintain business accessibility, and provide adequate capacity to meet the projected 20 -year travel demand for SW Boones Ferry Road and, a five -lane cross-section will be required through the study area. This will provide two vehicular travel lanes in each direction plus a continuous median/two-way left -turn lane. This geometric configuration will match into the existing 5 -lane cross-section that currently exists on SW Boones Ferry at the north end of the study corridor (i.e., at Kruse Way and Mercantile Drive) and south of the study corridor (i.e., south of Madrona Street). The construction of exclusive left -turn lanes along the facility will improve business accessibility and enhance safety along the corridor. In addition, by removing left -turning vehicles out of the flow of through traffic, the overall vehicular capacity of the corridor will be enhanced. Width of Vehicular Travel Lanes Two alternatives exist for the construction of the vehicular travel lanes along the corridor in terms of width of travel lane provided: • • Alternative #1: 12 -foot Vehicular Travel Lanes Kittelson & Assoclates, Inc. 5-3 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 _ Section 5: Corrldor Altematives Analysis • Alternative #2: 11 -foot Vehicular Travel Lanes On a suburban arterial, such as SW Boones Ferry Road, vehicular travel lanes are typically designed • 12 -feet wide. However, the width of the lanes can be modified depending on the desired roadway characteristic. Narrower 11 -foot lanes, as is sometimes used in urban settings and are seen in Metro's "Boulevard" design guidelines, can be used to develop an urban "main street" environment and have several advantages including less right-of-way requirement, slower vehicular speeds, and shorter pedestrian and bicycle crossing distances. However, reducing the width of the travel lanes will also reduce the vehicle throughput capacity of the roadway facility. Some examples of various vehicular travel lane cross-section alternatives are illustrated in Figure 5-1. Providing 11 -foot travel lanes would require 44 -feet of right-of-way to be dedicated to vehicular travel while 12 -foot travel lanes would require 48 of right-of-way. As such, the alternative travel lane widths can vary the overall corridor cross-section width by up to 4 -feet. Median Treatment Alternatives As described in the previous section, maintaining a continuous 5 -lane cross-section through the study corridor will provide significant benefits to vehicular operations and safety, business accessibility, and corridor aesthetics. The provision of a continuous median lane would allow for the accommodation of left -turn pockets at each public street intersection along the corridor as well as for the opportunity for a left -turn refuge lane for vehicles wishing to access the private approaches to adjacent land uses. In addition, with the implementation of certain access refinement alternatives, sections of raised, landscaped median could also be constructed in segments along the facility as well. The design alternatives for the median treatments along the SW Boones Ferry Road corridor are described below and illustrated graphically in Figures 5-2A and 5-213: 0 Alternative 01: Continuous Two -Way Leff -Tum Lane This alternative, shown in Figure 5-2A, would provide and continuous center two-way left -turn (TWLT) lane along the extent of the corridor. At public street intersections, exclusive left -turn pockets would be developed. Typically, a center two-way left -turn lane is provided with a width of 14 -foot, but it is possible to narrow the median lane to 12 -feet given right-of-way constraints. The alternative would provide both operational and safety benefits over the existing roadway configuration along SW Boones Ferry Road by taking left -turning vehicles throughout the corridor out of the flow of through traffic, thereby reducing the potential for rear -end collisions and increasing the roadway capacity. However, providing a continuous two-way left -turn lane, without any access refinement or enhancement improvements, could create left -turn conflicts and/or back- to-back left -turn queues given the existing number and close spacing of access points along the corridor. Alternative 02.• Landscaped Medlan This design alternative, illustrated in Figure 5-2B, would provide a raised landscaped median to separate the two directions of vehicular travel along SW Boones Ferry Road. Left -turn pockets would still be provided at public street intersections and key mid -block access points. As with Alternative #1, it would be preferred to provide a median width of 14 -feet but this could be reduced to a minimum of 12 -feet. Kittelson & Assoclates, Inc. 5-4 • 10 r: 11 • • (44' Right -of -Way for vehicle travel lanes) g Y q 0 "Urban Main Street" environment Less right-of-way required O Narrower travelway and buses Increased vehicular speeds for trucks Slower vehicular speeds p Not a typical design g standard Shorter pedestrian/bicyclist crossing W lJ ZZ W W distances W Q JZ J J Q W W a Q r 3 WW z ` W a W a } 3 a J W W Z Q VJ Q Q Z --� J JJ W > J W > a z a Q H � W W a iF ¢ W 0 -- --- --- -- aW -- ui i 12-Foot(48' Right -of -Way for vehicle travel lanes) Standard Roadway Design Not as conducive to "Urban Main Accomodating to trucks and O Street'' feel buses More ri ht-of-wn re wired r a Z a_ F - <n W 0 W a • VEHICULAR TRAVEL LANE ALTERNATIVES 4:1H9\DWC3S'.FtNALREPORT\GURFILES\4989F5-1.CDR g Y q Increased vehicular speeds Longer pedestrian/bicycle crossing distances W lJ ZZ W W J J J J W Q JZ J J Q W W a Q Z ZJ W W Cr cr Q a Z cc cc Q W 0 1 i� I a � I • VEHICULAR TRAVEL LANE ALTERNATIVES 4:1H9\DWC3S'.FtNALREPORT\GURFILES\4989F5-1.CDR Two-way , • Left -turn refuge along 12 -FOOT TWO-WAY LEFT -TURN LANE corridor (operational and safety benefits) TRAVEL 12' TURN TRAVEL • High accessibiity for• LANE LANE LANE adjacent properties �- Not as aesthetically pleasing } Potential for left -turn 4, / conflicts and/or back-to-back left -turn queues without - ---- ---- access refinement 14 -FOOT TWO-WAY LEFT -TURN LANE TRAVEL 14' TURN 1 RAVEL LANE LANE LANE MEDIAN TREATMENT ALTERNATIVE Timn-lil1AV i c'c-r --r inA) I „A),— KhL FIGURE 5-2A -17N'.)\U WGS\FINALREPORT\CORFILES\438BF5-2A.C;❑ 0 :7 Very aesthetically pleasing ® Fosters "Main Street" environment Potentially limits access at some locations 12 -FOOT LANDSCAPED MEDIAN 10' _ 3_- 12' Olayb'�H by -1 14 -FOOT -- LANDSCAPED h1EDIAN 12'�/' 14' 77 V MEDIAN TREATMENT ALTERNATIVES LANDSCAPED MEDIAN CONCEPT j 7y 2001 KI- 1389\DWGS\Fl FIGURE �►� , , , 1 i 1, IG�EE� i� 5-2B NA July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Sectlon 5: CorddorAltematives Analysis The provision of median landscaping, similar to that provided in other areas of Lake Oswego and at the north end of this corridor at Kruse Way, would significantly increase the aesthetic appeal and character of the streetscape by providing an area for the planting of trees, shrubs, and groundcovers. Due to the larger planting area, a 14 -foot median would allow for the used of broader trees within the median. In addition, by providing more landscaping between the vehicular travel ways, the amount of landscaping provided outside of the travel way (i.e., adjacent to the pedestrian facilities and adjacent properties) could likely be reduced. While a 12 -foot landscaped median would provide less opportunity to use broad deciduous trees due to the closer proximity of vehicular and truck traffic within the right-of-way, other trees, shrubs, and groundcovers could still be planned to provide an attractive streetscape environment. Maintaining a 12 -foot median would decrease the overall right-of-way required compared to the 14 -foot alternative and would also decrease the width of the paved traversable roadway surface, making pedestrian and bicycle crossing time shorter and more convenient. As previously described, while landscaped medians would significantly enhance the aesthetics and appeal of the streetscape environment, given the numerous and close spacing of access points that currently exists along the corridor, access and circulation reconfiguration, and/or refinement and cross-over easements would likely be required in most locations in order to construct the raised medians while still maintaining efficient, viable access to the adjacent properties (Some access refinement opportunities are discussed tater in this report). In addition, the lack of width within the roadway cross-section to provide for U-turns at intersections, and the lack of sufficient parallel facilities to provide alternative access routes, also limits the number of potential locations where raised landscaped medians can be provided given the existing corridor access configuration. Traffic Signal Improvement Alternatives In developed and redeveloping areas where roadway cross-section and right-of-way opportunities are constrained, the management of the existing and future transportation system infrastructure is a critical component of maximizing both operations and safety of roadway facilities. The proper management of the traffic signals along a corridor can provide significant operational benefits throughout the system. Traffic signal location, timing, coordination, and interconnection can be used to direct the flow of vehicles along the corridor, control vehicular speeds, and provide pedestrians and bicycles with well delineated and protected roadway crossings. In a community business corridor such as SW Boones Ferry Road, the traffic signal system timing and coordination can be used to create and complement the desired corridor characteristics and operations. For example, during business and school hours traffic signals can be placed on a pre - timed signal plan to insure that pedestrian walk phases are activated on each signal phase. This type of signal system strategy encourages pedestrian travel throughout the corridor and can be used to dictate vehicular travel speeds. During other times when pedestrians and bicyclists are not as predominant along the corridor, the traffic signals can be switched to pedestrian actuation to better accommodate vehicular traffic flow while still providing safe pedestrian/bicycle crossings when needed (e.g., weekday a.m. and p.m. peak hour time periods). In addition, timing plans can be developed to control and encourage the desired vehicular travel speed within the corridor. Bicycle Facility Alternatives The provision of continuous and connected bicycle facilities throughout the corridor is also an • important consideration in the development of the overall Boones Ferry Corridor Plan. Enhanced Kittelson 8 Assoclates, Inc. 5-8 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 5 Corridor Alternatives Analysis bicycle facilities that provide connectivity between the businesses and services along the Boones Ferry Road corridor, as well as between the adjacent residential neighborhoods, will also serve to develop an attractive, convenient, and safe multi -modal environment that will contribute to a community "Main Street" feel along the corridor and provide viable multi -modal transportation alternatives within the area. In addition, the statewide Transportation Planning Rule requires that bicycle and pedestrian facilities be provided on all collectors and arterial roadways, such as SW Boones Ferry Road. As such, the City's Transportation System Plan calls for the requirement of both sidewalks and bicycle lanes on SW Boones Ferry Road. Four design alternatives for the bicycle facilities along the SW Boones Ferry Road corridor are described below and illustrated graphically in Figure 5-3: Alternative 01: Fourteen -Foot Shared Outside Lane As shown in Figure 5-3, this alternative would accommodate bicyclists by providing a 14 -foot wide outside travel lane on each side of the corridor. Under this alternative bicyclists and vehicles must share this outside lane. As such, this option could therefore be considered the least conducive to fostering a safe, attractive, and viable multi -modal environment. While this option would require the least amount of additional right-of-way to accommodate bicyclists within the paved travel way, it is inconsistent with Metro's regional street design guidelines. As such, not providing an exclusive bicycle facility within the corridor could jeopardize potential funding partnerships with the regional agency. In addition, the treatment of bicycle facilities should be consistent with those provided on other sections of SW Boones Ferry Road and adjacent facilities (such as Kruse Way) where exclusive striped bicycle lanes are provided. • Alternative #2: Five -Foot Striped Bicycle Lanes This alternative, illustrated in Figure 5-3, would provide an exclusive five-foot bicycle lane striped adjacent to the vehicular travel way. The 5 -foot width would allow for an acceptable travel way for bicyclists and provides a more attractive bicycle environment where cyclists are separated from the vehicles along the corridor. Providing a striped bicycle lane between the vehicular travel way and the curb also serves to maintain a buffer between vehicular traffic and the adjacent sidewalk and pedestrian activity. This alternative would require an additional 6 -feet of right-of-way compared to Alternative #1. Alternative #3: Six -Foot Striped Bicycle Lanes The third bicycle facility alternative, also shown in Figure 5-3, would provide a six-foot striped bicycle lane along both sides of the roadway. As with Alternative #2, the designation of a distinct, exclusive bicycle way provides cyclists with a safe, accommodating, and viable travel route through the corridor. This option would require the most right-of-way to be dedicated for bicycle facilities, 8 -feet more than Alternative #1 and 2 -feet more than Alternative #2. Alternative #4: Parallel Bicycle Route Finally, in addition to the development bicycle facility alternatives along SW Boones Ferry Road, the potential for providing a designated bike route and/or bicycle lanes on a parallel roadway was also investigated. However, field investigation revealed that the adjacent neighborhood streets on both sides of the corridor are quite narrow and curvaceous. The existing street networks to both the • east and the west of SW Boones Ferry Road are not formed in a grid or parallel system and, as such, the opportunity to develop a reasonable continuous, parallel route does not exist. Sight distance Kittelson & Associates, Inc. 5-9 14 -foot Shared Lane 14' SHARED LANF Least amount of right-of-way (76), required Least safe, bicycle -friendly alternative Does not meet TPR, TSP, nor Metro design standards (potential to jeopordize funding partnerships) Not consistent with bicycle treatments on Boones Ferry to the north and south of the study corridor Exclusive lane for bicyclists l� Fosters multi -modal environment Provides buffer between vehicular travel way and curb Meets TPR, TSP, and Metro design guidelines Consistent with bicycle treatments on Boones Ferry to the north and south of the study corridor () More right-of-way required 65):Exclusive lane for bicyclists Fosters multi -modal environment Provides buffer between vehicular travel way and curb Meets TPR, TSP, and Metro design guidelines Consistent with bicycle treatments on Boones Ferry to the north and south of the study corridor More right-of-way required 5' BIKE LANE TRAVEL LANE 6' BIKE TRAVEL LANE LANE BICYCLE FACILITY ALT_FRNATIVF_-* oones RrryRoad o !or an01�� m City of Lake Oswego, Oregon July 2001 �� I Im 4JBB\DWG,S\F INALREPOHI N't)[11 I1_f:!;\4J0!1F5-3.CDR July 2001 • -Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 5: Corridor Altematives Analysis along these streets is very limited at most locations due their circuitous horizontal alignment and dense roadside vegetation. In addition, these local neighborhood streets are not illuminated to provide for a safe cycling environment at night. Finally, providing route continuity for bicyclists would be difficult given the location of signalized intersections in proximity to the existing bicycle lanes on SW Boones Ferry Road to the north and south of the study corridor. As such, it is doubtful that a reasonable alternative bike route along a parallel facility could be provided. Pedestrian Facility and Landscaping Alternatives The provision of continuous, accessible, and accommodating sidewalks along both sides of the SW Boones Ferry Road facility will be an important component of the overall corridor plan. Enhanced pedestrian facilities will provide connectivity between the land uses, businesses, and services along the Boones Ferry Road corridor, as well as between these destinations and the adjacent residential neighborhoods that they serve. The provision of an attractive, convenient, and safe pedestrian environment will aid in the development a community "Main Street" along the corridor and make walking a viable transportation alternative to, from, and within the area. Three design alternatives for the pedestrian facilities along the Boones Ferry Road corridor are described below and illustrated graphically in Figure 5-4: Alternative #1: SIX -Foot Adjacent Sidewalks As shown in Figure 5-4, the adjacent sidewalk alternative would construct a 6 -foot sidewalk directly adjacent to the back of curb. This option provides very limited opportunity for landscape treatments within the public right-of-way and does not provide any pedestrian "buffer" between the traversable sidewalk and the paved roadway width. As such, it would provide the least aesthetic benefit through the corridor and provides little in terms of fostering an attractive pedestrian -friendly, community "main street" environment. However, it would be the least expensive alternative to construct and maintain, and requires the least amount of right-of-way. With this alternative street trees and other plant material could be made the responsibility of the adjacent property owners to provide some landscaping and aesthetic enhancements outside of the public right-of-way. As previously mentioned, the Transportation Planning Rule requires that pedestrian facilities be provided along both sides of all arterial -level streets. The City of Lake Oswego Transportation System Plan requires 6 -foot minimum sidewalks on arterials and also states that 8 -foot sidewalks are recommended where possible. Alternative 02: Eight -Foot Shared Sidewalks This alternative, illustrated in Figure 5-4, would provide an 8 -foot pedestrian facility -landscaping width. The 8 -foot width allows for placement of tree wells, planters, street lighting, and street furniture (such as benches and trash receptacles) at the street side between the paved roadway width and the traversable pedestrian way. The landscaping and street furniture placement provides an urban "main street" aesthetic environment, as well a buffer from vehicular traffic for pedestrian activity. This alternative would likely be more expensive to construct and maintain given the presences of landscaping and furniture amenities. Also, this alternative would require an additional 4 -feet of right-of-way compared to Alternative #1. The tree wells can be grated into the sidewalk concrete for more walking surface within the sidewalk cross-section. Alternative 03: Slx-Foot Separated Sidewalks • Finally, the third pedestrian facility alternative, also shown in Figure 5-4, would provide a six-foot sidewalk separated from the paved roadway by a 4- to 6 -foot landscape strip. This option provides Kittelson & Associates, Inc. 5-11 OcnU3 . Least amount of right-of-way required Not conducive to a pedestrian -friendly C"Main Street" environment I_ No landscaping opportunities No buffer between pedestrians and travel way Does not comply with TPR nor Metro design standards Provides opportunities for landscaping amenities (Creates aesthetically pleasing Main LL Street" community Compromises right-of-way requirements Provides buffer between pedestrian way and vehicle travel way O, Landscaping opportunities more limited than y Provides most options for landscape treatments Aesthetically pleasing Provides distinct pedestrian buffer j ®1 Most amount of right-of-way required 91 101 Al PEDESTRIAN FACILITY ALTERNATIVE 6VI "A111. FIGURE W/ �` ,\� (GREED i' 5-4 w. 4989%DWGS1FINALRE POH"RCDHI ILE Sw 18,I . -a (A 0 July 2001 BOoneS Feny Road Corridor Plan - DRAFT 2.0 Section 5: Corrldor Alternatives Analysis a distinct buffer between the vehicular and pedestrian circulation crcating an appealing, safe pedestrian environment, as well as allowing for landscape materials at the street side for an attractive aesthetic atmosphere. As can be seen from Figure 54, this option would require the most right-of-way from curb to property line (a total of 10 to 12 feet). Roadway Cross -Section Alternatives Summary Figure 5-5 provides an illustrative and graphical summary of the potential cross-sectional alternatives by element as discussed above. As can be seen from Figure 5-5, providing the minimum acceptable option for each element would result in a total right-of-way requirement of 72 - feet. Conversely, providing the most expansive option for each alternative would result in a total right-of-way requirement of 98 -feet. For assistance in the decision making process, Figures 5-6A through 5-6C were created to illustrate a conceptual right-of-way line for both the minimum and maximum cross-section alternatives to identify the potential opportunities and constraints to achieving the desired roadway characteristics. It is important to note that the right-of-way extents shown in these figures are based on the existing SW Boones Ferry Road centerline. Through the refinement of the corridor alternatives, the roadway centerline will be modified and adjusted wherever possible to reduce the potential impacts to adjacent properties and businesses. Kittelson & Associates, Inc. 5-13 W Z W Z W CL Q Y Q Q U U)J Z W Q W Q Y I� _0 J m N H Cr W N N N ,— r— M N r W Z W W W Z Z Q J Z W Q Q Z Q Q J W W Cr W Z Q H Cr W N D N N a— M N r — — _ 76-98' Cross Sectional Element W MIN W Q 2 Z U Y 12' 44' W Y Z W 14' 12' M -1 2' cD c0 _0 U% N N cD 4' 6' I 12' Pedestrian Facility Cross Sectional Element Alternative MIN MAX 1 2 3 Vehicular Travel Lane 11' 12' 44' 48' Median Treatment 12' 14' 12' 14' Bicycle Facility 2' 5' 6' 4' 12' Landscaping Treatment '' 4' 6' 4' 12' Pedestrian Facility 6' 12' 12' Right -of -Way Required 76' 98, CROSS-SECTION ALTERNATIVES SUMMARY ,gdsIftury1oadoor 13M �' CityofLake Oswego, Oregon July 2001 0 4_ 4 _EGEND ❑ EXISTING ACCESS LOCATION NOTE: THESE RIGHT-OF-WAY EXTENTS ARE BASED ON THE EXISTING SW BOONES FERRY ROAD CENTERLINE. IT SHOULD BE UNDERSTOOD - CENTERLINE THAT THE ROADWAY CENTERLINE MAYBE MODIFIED TO REDUCE - - • 78' RIGHT -0F WAY BUSINESS IMPACTS ONCE A FINAL CROSS-SECTIONS IS RECOMMENDED. •98' RIGHT-OF-WAY •%� ' ,) W" r f � N, r .. t. .,. SW BOONES FERRY RD ss loom- -4 .._ , 16 /0 �1 CONCEPTUAL RIGHT-OF-WAY EXTENTS Fj LtUtNU EXISTING ACCESS LOCATION --- - -- CENTERLINE - 76' RIGHT-OF-WAY 98' RIGHT-OF-WAY NOTE: THESE RIGHT-OF-WAY EXTENTS ARE BASED ON THE EXISTING SW BOONES FERRY ROAD CENTERLINE. IT SHOULD BE UNDERSTOOD THAT THE ROADWAY CENTERLINE MAYBE MODIFIED TO REDUCE BUSINESS IMPACTS ONCE A FINAL CROSS-SECTIONS IS RECOMMENDED, CONCEPTUAL RIGHT-OF-WAY EXTENTS 0aF r or oMOO ,�'"- Clty of Lake Oswego, Oregon Ju13 m Ifam 0 • • 1 0' 1 C #i ,. �► W 1.0 S - � 4` {tie• �' • ": a! tv ~cwt ��- — w T , lh' 1 LEGEND EXISTING ACCESS LOCATION - - - - - CENTERLINE — — 76' RIGHT-OF-WAY 98' RIGHT-OF-WAY -- oNE o S FEgR� o � � ' ,� a.1,= { � � � � �� rc M..� .h �� ,� �'.'�}''.. ♦'rte h, IL NOTE: THESE RIGHT-OF-WAY EXTENTS ARE BASED ON THE EXISTING SW BOONES FERRY ROAD CENTERLINE, IT SHOULD BE UNDERSTOOD THAT THE ROADWAY CENTERLINE MAYBE MODIFIED TO REDUCE BUSINESS IMPACTS ONCE A FINAL CROSS-SECTIONS IS RECOMMENDED. CONCEPTUAL RIGHT-OF-WAY EXTENTS j_opWnrMRSadQrdldqrp_ 1'fpu City of Lake Oswego, Oregon July, 2001 lU�llnS 0 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 OTHER STREETSCAPE ALTERNATIVES Section $: CorrldorAltematives Analysls In addition to the design alternatives developed for the roadway cross-section elements, options for other streetscape amenities, focusing on enhancing multi -modal safety and travel and the aesthetic environment within the corridor, were also evaluated and reviewed. The other streetscape features incorporated into the alternatives analysis included: intersection crosswalk treatments, roadway illumination treatments, and options for the utility infrastructure within the corridor. Intersection Crosswalk Treatment Alternatives To supplement the pedestrian facility improvements provided along the length of the corridor, design alternatives were developed for treatments at the intersection pedestrian crossings. These potential treatment options are summarized below and illustrated graphically in Figure 5-7. Altemative 01: Striped lntersectlon Pedestrian Crossing Painted or thermoplastic striped crosswalks are the most commonly used method of distinguishing pedestrian crossings at intersections. This is the least costly alternative for both initial installation and future maintenance. The painted striping likely has the lowest aesthetic appeal of the potential intersection treatment alternatives, but concrete enhancements could be placed in the intersection quadrants to increase the attractiveness of this option. Alternative #2: Combined Concrete and Striped Crosswalks This intermediate alternative would provide painted striped crosswalks across the major street approaches (i.e., SW Boones Ferry Road) and textured concrete crosswalks across the side street approaches. The textured concrete contributes to an aesthetically pleasing pedestrian and streetscape environment as well as further visually distinguishing the crosswalk for both pedestrians and vehicle drivers. Combining the textured concrete with painted striping provides more aesthetic enhancements than Alternative #1 with less initial implementation and maintenance costs than a completely concrete option. Americans with Disabilities Act (ADA) compliance can be achieved at the intersection quadrants with standard ramps. Alternative ,*3: Concrete Crosswalks This design options, also illustrated in Figure 5-7, would provide textured concrete pedestrian crosswalks on all intersection approaches within the asphalt roadway section, similar to that seen in downtown Lake Oswego along "A" Avenue. The intersection corners would be dropped at the intersection quadrant curbs to provide for ADA accessibility. The concrete crosswalks provide for a distinct and aesthetically pleasing streetscape look and are immediately identifiable to both vehicular traffic and pedestrians. Additionally, the concrete could be stamped, scored, or colored to provide additional and/or unique aesthetic enhancements. This option typically provides the highest aesthetic appeal as well as a very identifiable business district, but likely would be the most expensive to implement and maintain. KIttelson & Associates, Inc. 5-18 / "` . Least expensive to implement and maintain �) n Least aesthetic appeal " 01 Al INTERSECTION CROSSWALK ALTERNATIVE FIGURE K GREEfI I'5-7 43891DWOST1NALREPUHTi CDHFu FY,4spac5.; r.nA July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 5: Corrldor Alternatives Analysis Roadway Illumination Alternatives . A key streetscape feature that was evaluated as part of the alternatives analysis was the various options available for improvements to the roadway lighting characteristics on SW Boones Ferry Road. The extent and nature of the roadway lighting provided along a corridor plays an important role in defining the streetscape atmosphere, as well as in the facilitation of a safe and effective vehicular, pedestrian, and bicycle environment. Two potential roadway lighting alternatives were identified for the SW Boones Ferry Road corridor street illumination: traditional cobra -head streetlights and ornamental streetlights. An example of these two roadway lighting fixtures is illustrated in Figure 5-8. A conceptual illumination plan (based on the required pole -spacing for an assumed 80 -foot roadway cross-section), planning level cost estimates, and an outline of the advantages and disadvantages for each roadway lighting alternative was prepared in order to provide more information for the evaluation of the options. This evaluation of the various roadway illumination alternatives is also summarized in Figure 5-8. Alternative #>: Traditional Cobra -Head Lighting A traditional cobra -head lighting system typically utilizes 30 to 40 -foot high illumination poles to project light down onto the roadway. The cobra -head fixture has good light distribution and good light "cut-off', such that light is only projected onto the roadway where it is directed and not onto adjacent properties where it might be undesirable. This unobtrusive feature is beneficial in residential areas. As outlined in Figure 5-8, the traditional cobra -head lighting alternative would require the least number of poles to meeting illumination requirements along the corridor. The planning -level cost analysis determined this alternative to be the least expensive to implement given an assumed cost per illumination pole of $3,500. In addition, this lighting option would likely be the least expensive to maintain. However, because of the height of the cobra -head lighting poles, maintenance of the cobra -head illumination is more difficult, likely negating any cost benefits of fewer lamp poles. In addition, this alternative is typically considered the least aesthetically pleasing and conducive to fostering a pedestrian -friendly, business community corridor environment. Alternative #2: Ornamental Light/ng The second illumination alternative evaluated was ornamental street lighting, similar to that provided in downtown Lake Oswego along "A" Avenue. These light poles are lower to the ground and spread illumination throughout the roadway and roadside/sidewalk areas. This type of illumination will require more poles per mile than the traditional cobra -head lighting to light the roadway to IES (Illumination Engineer Society) standards (approximately 2 poles per 75 -feet are required assuming an 80 -foot roadway cross-section). As such, with an estimated cost of $2,000 per light pole, this was found to be the more expensive option to implement. This estimate represents a typical average cost for the single -head ornamental lighting; however, the price per pole could range higher depending on the illumination style selected. Ornamental lighting is typically considered very aesthetically pleasing and conducive to fostering a pedestrian -friendly, "Main Street" feel for a corridor. For example, hanging flower baskets and banner treatments can be incorporated into the lighting poles with this illumination option. The illumination pole is significantly lower than the traditional cobra -head lighting poles (typically only about 20 feet high) making the maintenance of the lighting system easier. However, because a greater number of light poles are required, the system could be more expensive to maintain than the cobra -head alternative. Kitte/son & Associates, Inc. 5-20 OPTION COST PER POLE POLES PER MILE TOTAL COST ADVANTAGES DISADVANTAGES FOR CORRIDOR ?RADITIONAL COBRA HEAD • FEWER POLES REQUIRED TO • NOT AS AESTHETICALLY MEET ILLUMINATION PLEASING 41 POLES/MILE STANDARDS $3,500/POLE(1 POLE PER 130') $113.725 • LESS EXPENSIVE TO IMPLEMENT • NOT AS PEDESTRIAN-FRIENDIVE O "MAIN STREET" ENVIRONMENT • LESS EXPENSIVE TO MAINTAIN • LUMINAIRE IS HIGHER OFF • MINIMAL LIGHT PROJECTION THE GROUND SO MORE UPWARD OR INTO ROADSIDE DIFFICULT TO MAINTAIN DEVELOPMENTS 0 RNAMENTAL • AESTHETICALLY PLEASING • MORE POLES REQUIRED TO MEET ILLUMINATION • ENCOURAGES A PEDESTRIAN STANDARDS 141 POLES/MILE FRIENDLY ENVIRONMENT $2,000/POLE (2 POLES PER 75) $225,300 • MORE EXPENSIVE TO • LUMINAIRE IS CLOSER TO THE IMPLEMENT GROUND SO EASIER TO MAINTAIN • MORE EXPENSIVE TO MAINTAIN (MORE POLES) C1 • ROADWAY LIGHTING ALTERNATIVES �IFIGURE oones_ Mad _ or _ IIIIff pp pp City of Lake Oswego, Oregon July, 2001 T:I'i1�PiiNA�� ✓uly 2001 Boones Feny Road Corridor Plan - DRAFr2.0 S@Ctlon 5. CO/'/ki,v AlternaUVes Ana -lysis Utility Infrastructure Alternatives STwo basic alternatives exist for the utility infrastructure along the corridor: above ground and underground. These two alternatives are described in greater detail below. Alternatives # 1: Above Ground Under existing conditions, the utility infrastructure along the corridor is maintain above ground on utilities poles. Utility companies tend to prefer to keep the utility infrastructure above ground for ease of accessibility and ease of maintenance. However, the utility poles, transmission lines, and other associated hardware can significantly clutter the streetscape and are considered very detrimental to creating an aesthetically pleasing environment. Alternative #'2: Underground The alternative to above ground utility poles is to underground utilities through a utility easement on the outside of the public right-of-way. While undergrounding the utility infrastructure does require more disturbance and cost when maintenance or other work is required, it has a very significant and beneficial effect on the streetscape atmosphere and aesthetic quality of the corridor. In addition, underground utilities are protected from the environment and, therefore, typically require less maintenance and limit service disruptions due to storm and weather damage. ON-SITE PARKING, ACCESS, AND CIRCULATION ALTERNATIVES In addition to developing design alternatives for the various streetscape elements within the public right-of-way, the complexity and constraints of the transportation and land use issues involved in this project also required the consideration of non-traditional approaches in order to develop opportunities and solutions outside the public right-of-way to benefit adjacent land uses as well as significantly improve the operation and safety of the roadway itself. An understanding of the issues facing the adjacent properties and surrounding neighborhoods, and viewing the transportation/land use system as a whole, was necessary to develop a successful, community supported corridor plan that satisfies the goals and objectives of the interested and affected parties. Through this approach, several preliminary system -wide circulation, parking, operations, safety, and access opportunities were developed to provide solutions to the issues facing the surrounding transportation system and local community within the study corridor. These potential system improvements are summarized below. The concepts were developed through a series of meetings with specific property and business owners along the Boones Ferry Road Corridor. The purpose of these meetings was to identify possible opportunities to improve both the on- and off-site vehicular, bicycle, and pedestrian operations and safety, while minimizing impacts and/or enhancing the ability of the local businesses to remain viable over the next 20 -years. The enhancements included improved accessibility, increased on-site parking, more efficient on-site circulation, and reduced rnpacts to overall business function. The consultant team spent approximately an hour with each business/property owner discussing the objectives of the Boones Ferry Road Corridor Study project and the existing and future land use/transportation system environment of the corridor. In addition, each owner was asked to provide his or her specific viewpoint on the existing and future transportation -related issues facing the corridor and his or her specific property and/or business. Based on these discussions, possible solutions were discussed conceptually to determine what potential improvements may or may not be considered beneficial to both the owner and the overall transportation system. Through this process Kitte/son & Associates. Inc. 5-22 Ju/y 2001 Boons Ferry Road Corridor Plan - DRAFT 2.0 Seotlon 5. COrrlclor Alternatives Analysis several circulation and parking improvement concepts were identified that the owners agreed merited more investigation and held potential opportunity for further development and refinement in the future. It should be noted that no commitments have been made regarding the owner's or the City's willingness to implement such improvements. Thus, these concepts should only be considered as potential opportunities at this time. The site-specific improvement concepts are discussed and illustrated in detail below. Lanewood Street Realignment and Signalization Concept Plan This opportunity, identified through field examination, conceptual design, and discussions with the Lake Oswego School District and the owners of Andrews Furniture Galleries (15659 SW Boones Ferry Road), would potentially provide a new signalized public street access, aligned across from the existing Lanewood Street/SW Boones Ferry Road intersection. A conceptual plan for this alternative is illustrated in Figure 5-9. Given the connectivity of the surrounding local street system, in addition to providing a signalized access for Lanewood Street and the Lake Grove Elementary School, this improvement would also provide signalized access for the adjacent neighborhoods on both the east and west side of the SW Boones Ferry Road corridor that must currently use the unsignalized intersections at Douglas Way, Red Cedar Way, and Lanewood Street. This signal would also provide an additional safe and convenient pedestrian crossing and school bus access. The location of and connectivity to the Lanewood Street intersection not only provides signalized access for neighborhoods on both sides of the corridor, but also provides adequate signal spacing between the existing traffic signals at Mercantile Drive and Oakridge Road -Reese Road. As shown in Figure 5-9, it is also recommended to extend Hallmark Drive to the realigned Lanewood Street so that the new signalized access can be used by areas to the north and west of Douglas Way. If and/or when Hallmark Drive is extended, access restrictions (such as right- in/right-out only or right -in only treatments) at Douglas Way should be evaluated to improve system wide circulation and minimize neighborhood cut -through. Lake Grove Post Office Access and Circulation Concept Plan Given the existing operational and circulation issues associated with the U.S. Post Office Lake Grove Station (15875 SW Boones Ferry Road) in the northwest quadrant of the Oakridge Road - Reese Road/SW Boones Ferry Road intersection, careful consideration was given to potential access, operations, and circulation refinements for this property. One concept plan, developed with Post Office officials and illustrated in Figure 5-10, would be to reverse the on-site circulation pattern of the facility. Under this alternative, full vehicular access to the Post Office would be achieved from Oakridge Road and the existing access onto SW Boones Ferry Road would be converted to a right-in/right-out only driveway. This refinement would eliminate the operational and vehicular queuing conflict that currently exists between the Oakridge Road -Reese Road/SW Boones Ferry Road intersection and the site access driveway on SW Boones Ferry Road. It is recommended that future refinement and final design of this concept include the further evaluation of the lane geometry at the Oakridge Road -Reese Road/SW Boones Ferry Road intersection to determine the need for exclusive right -turn and/or left -turn lanes on the side street (i.e., Oakridge Road, Reese Road) approaches. • Kittelson & Assoclates, Inc. 5-23 ►ayµ �w tW'Wsy. t�, '] 4f .�, , p� l q CCUSLA5 ,pop " .. -Vrw + l Cf II Ao a Tit 1 - NORTH (NOT TO SCAT LANEWOOD STREET/BOONES FERRY ROAD REALIGNMENT AND SIGNA L IZA TION CONCEPT PLAN KI FIGURE l I �' S-� 43S9VDWGSV INAI m P(1111i mW 111, 1. LAKE GROVE POST OFFICE ACCESS AND CIRCULATION CONCEPT PLAN oones.L-erMffud Cornaor PlimCORKS Lake Oswego, :on July, E001 _ �_...allRdf[1G111f 4Jill I J ' lotY•"i �1A b K}. �r i M� • r Y 7 r� LAKE GROVE POST OFFICE ACCESS AND CIRCULATION CONCEPT PLAN oones.L-erMffud Cornaor PlimCORKS Lake Oswego, :on July, E001 _ �_...allRdf[1G111f July 2001 Boones Ferry Road Corridor Plan - DRAFT 2_0 SeCtlon 5. COrrldorAlternatives Analysis Naomi's Lampshades Property Concept Plan • Figure 5-11 illustrates a potential access efficiency and re -circulation concept plan for the Naomi's Lampshades property located at 15942 SW Boones Ferry Road. As shown in the figure, this concept proposed to combine the Naomi's property access with that for the medical office building located just to the east. By consolidating access to this point a one-way circulation pattern can be developed on site to provide for the safe and efficient circulation of vehicles and trucks. This alternative as shown in Figure 5-11 will maintain the same number of parking spaces on the property. Lake Grove Garden Center/Chevron Property Concept Plan The access, parking, and circulation concept developed for the Lake Grove Garden Center (15955 SW Boones Ferry Road) and the Chevron (15905 SW Boones Ferry Road) properties is illustrated in Figure 5-12. As shown in the figure the concept proposed to reorient the Lake Grove Garden Center parking so that it is "head -in" parking facing the street as opposed to facing the building. By doing so, a one-way circulation pattern in front of the garden center store would be established. The southern most access driveway for the Chevron property would be consolidated with the entrance for the Lake Grove Garden Center and a shared parking field would be created between the two parcels. In addition, by slightly moving the existing gate along the property's Oakridge Road frontage and relocating a utility pole, truck circulation through the property could be significantly improved and the existing conflict for right -turn truck movements out of the Oakridge Road access could be eliminated. Gubancle Pub/Le Provence Property Concept Plan • Figure 5-13 illustrates a potential access, parking, and circulation concept plan for the Gubanc's Pub/La Provence property located at 16008 SW Boones Ferry Road. As shown in the figure, this concept would increase the existing parking supply for both the Gubanc's Pub and La Provence properties. In addition. through a series of cross-over easements, this concept would also create a parallel "backage road" circulation system to SW Boones Ferry Road connecting through the McDonald's property and eventually out to Bryant Road. Texaco/Lake Grove Office Building Property Concept Plan The access, parking, and circulation concept plan developed for the Texaco (16211 SW Boones Ferry Road) and the Lake Grove Office Building (16325 SW Boones Ferry Road) properties is illustrated in Figure 5-14. As shown in the figure, this concept would consolidate the three existing driveways that serve the two properties from SW Boones Ferry Road into two access points. By consolidating the access points a shared parking field can be created between the two parcels to provide 14 parking stalls. Wells Fargo Bank Property Concept Plan Figure 5-15 illustrates a potential access, parking, and circulation plan for the Wells Fargo Bank (1636.5 SW Boones Feng Road) property. This concept proposes to provide a one-way circulation pattern along the front of the Wells Fargo Bank building. In addition, the concept would realign the southern most driveway across from the existing access point on the east side of SW Boones Ferry Road. By doing so, parking for employees could be accommodated along the western portion of the site, adjacent to the shared on-site circulation route to the southern driveway, as shown in Figure 5- 15. Kite/son & Associates, inC• 5-26 I 0 ft - L -V NORTH (NOT TO SCALE) hlAi-)AAI'C% I AAAr7)C-ILJAMU-0 f- f-) h I /- r- n -F n I A h I A loona Itun City of Lake Oswego, Oregon QQ 10 � 0 3 (NOT NORTH TO SCALA lk AO z' i `aw. t' �� s it �• �+r',�,,,y,� ,�,,, .40 LAWE 'R y • Q�lftu p a oones _ Corridor an IIIp p O"TCity of Lake Oswego, Oregon julp, 2001 ,. � :fit -•p ,: r{{ {..: r CHEVRON/LAKE GROVE GARDEN CENTER CONCEPTUAL PLAN oones _ Corridor an IIIp p O"TCity of Lake Oswego, Oregon julp, 2001 M- -OPP 6A, 9 a *. 4 NORTH %: (NOT TO SCA 00" GUBANC'S PUB/LA PROVENCE CONCEPT PLAA9 m—oones mmkoggp Fl WRE � qd4or Plan I I City of Lak® Oswego, Oregon July, 15- 13' TEXACO/LAKE GROVE OFFICE BUILDING CONCEPT PI AN cones_ _ or or an IIIIII ppFIGURE City of Lain Oa wgq, OsagozL—July,— 2001 Ul�n�S15-14 Ub%f NAi. rAtrUHl\a,18HF11514 40NORTH (NOT TO SCALE) -Owl. -evw_ �e rsle, gs R /411 21 TEXACO/LAKE GROVE OFFICE BUILDING CONCEPT PI AN cones_ _ or or an IIIIII ppFIGURE City of Lain Oa wgq, OsagozL—July,— 2001 Ul�n�S15-14 Ub%f NAi. rAtrUHl\a,18HF11514 JeA (D NORTH (NOT TO SCI � K� .. I 1" 4 0 oe A&I WELLS FARGO BANK CONCEPT PLAIO ti/U/y 2001 Boones Ferry Road Corridor Plan -DRAFT 2.0 Section 5: Corridor Alternatives Analysis Community Parking Lot Local Improvement District Through public and Project Advisory Committee input a significant need for additional parking supply for the businesses throughout the corridor has been identified. A potential solution to address this need could be the development of a Local Improvement District (LID) to fund the purchase of a suitable property along the corridor and the creation of a community parking lot on that property. Preliminary discussions with various business and property owners have indicated that this could be a viable and effective way to address the existing parking shortage in the study area. PROJECT ADVISORY COMMITTEE ALTERNATIVES EVALUATION After all of the design alternatives for each of the cross-section, streetscape, parking, access, and circulation elements were developed, the advantages and disadvantages for each were identified, discussed, and reviewed by the Project Advisory Committee (PAC) and the Project Management Team (PMT). Based on these advantages and disadvantages, each PAC member ranked the various design alternatives and evaluated whether each alternative met or did not meet the guiding policy goals established at the onset of this planning process. For each of the 10 policy goals, the PAC members assigned a numerical value to each design alternative as to whether it "Did Not Meet the Goal" (0), "Somewhat Meet the Goal" (1), or "Fully Meet the Goal" (2). The results of each PAC member's evaluation were then averaged and the rankings of each design alternative under all 10 goals were summed to assign an overall ranking to each alternative. The results of the PAC alternatives evaluation are summarized in Figures 5-16A and 5-16B. . As shown in Table 5-1, based on the PAC's evaluation, the following alternatives for each of the cross-section and streetscape elements were found to most closely meet the guiding policy goals for this planning process: of Element Highest Ranked Alternative Roadway Cross -Section Alternatives Vehicular Travel Lane Alternatives 11 -toot Travel Lanes Median Treatment Alternatives 14 -foot Landscaped Median Bicycle Facility Alternatives 6 -foot Striped Bike Lane Pedestrian Facility and Landscaping Alternatives 6 -foot Separated Sidewalk Streetsoape Alternatives Intersection Crosswalk Treatment Alternatives Concrete Crossings Roadway Illumination Alternatives Ornamental Lighting Utility Infrastructure Alternatives Underground Kitte/son & Associates, Inc. 5-32 a 1. 11 -foot 1.7 1.7 0 � V 2.0 1.7 Q.Cti O�`°a' c O 1 1.3 CO � O 1 .0 13.4 �� <u �� y.• T(Qb',��`° 0.5--F1.2 C? him O ti Vehicle Travel Lanes 1. 11 -foot 1.7 1.7 0 0.7 2.0 1.7 1 1.8 1 1.3 11 .5 1 .0 13.4 2. 12 -foot 1.0 1.25 0.5--F1.2 0.7 1.3 0.80.7 1.7 1.3 10.5 Median Treatments 1a. 12' TWLT Lane _ 1.5 1.4 1.0 1.2 1.2 1.0 1.5 1.8 1.7 1.7 1 14.0 1b. 14' TWLT Lane 0.5 1.0 1.0 1.3 0.8 0.3 0.5 1.0 1.0 1.0 8.4 2a. 12' Landscaped 1.3 1 .7 1.0 1.0 1.3 2.0 1.3 1.3 1.8 1.5 14.2 2b. 14' Landscaped 1.3 1.7 1.5 1.5 1.8 2.0 1.0 1 1.0 2.0 2.0 15.8 Bicycle Facilities 1. 14' Shared Lane 0 0.5 1.0 0 0.3 0.5 0.7 1.0 0.5 0.3 4.8 2. 5' Striped Bike Lane 1.2 1.6 1.0 0.6 1.2 1.3 0.6 1.3 1.2 1.3 11.3 3. 6' Striped Bike Lane 1.0 1.8 1.0 1.3 1.0 1.0 0.6 1.7 1.3 1.0 11.6 Pedestrian Facilities/Landscaping 1. 6' Adjacent Sidewalk 1.0 1.4 1.0 1.4 1.0 1.0 1.6 1.4 0.8 1.0 11.6 2. 8' Shared Sidewalk 1.8 2.0 1.0 1.8 1.8 1.8 0.8 1.5 1.5 1.3 15.3 3. 6' Separated Sidewalk 1.8 1.8 1.0 1.6 1.6 2.0 1.0 2.0 1.8 1.3 15.9 Crosswalk Treatments 1. Striped Crossings 1.0 0.8 1.0 0.3 0.5 0.8 1.3 1.0 1.3 1.3 9.3 2. Combined Crossings 1.4 1.4 1.0 1.0 1.6 1.2 1.3 1.6 1.4 1.8 13.7 3. Concrete Crossings 1.8 1.8 1.0 0.7 1.6 1.6 1.3 1.8 1.8 1.7 15.1 U = Does Not Meet Goal 1 = Somewhat Meets Goal 2 = Fully Meets Goal N/A= Not Applicable 0 PAC ALTERNATIVES EVALUATION oones Rim Roa orr o an sr. , �.FIGURE III City of Lake Oswego, Oregon JULY, 200 1 100RKS 0 a 0 o V ti� ..� ^�' O•' h' ¢, Coy ^' D� �'� �Q Q<(/ Jc V� Jc V F`c O0� ` (i C* O Z4 C?T �� y O Q Qm a C? u O yO/ Illumination Treatments 1. Cobra -Head 0.5 0.5 1.0 1.0 0.3 0 1.3 0.8 1.0 1 1.0 7.4 2. Ornamental 2.0 2.0 1.0 1.5 2.0 2.0 1.3 1.7 1.7 1.7 16.9 Utilities 1. Above Ground 0.5 0.3 0.5 0.7 0 0 0.8.0 0.7 4.8 2. Under Ground 2.0 2.0 0.5 1.2 2.0 2.0 1 .4 1 .7 1 Other Opportunities 1. Ld Street Ranugo ealignmentlSignalization 1 8 1 8 1 5 1 8 1 7 1 .5 1.5 1 .8 1 .8 1.5 16.7 2. Post Office Access/ Circulation Reconfiguration 1.6 1.7 1.3 1.8 1.8 1.3 1.6 1.3 1.7 1.3 1.0 15.4 14.0 3. Chevron Lave Grove Garden Center Concept 1.4 1.7 1.5 1.6 1.6 1.2 1.6 0.8 1.6 4. Gubanc's/La Provence Concept 1.2 1.0 1.4 1.5 1.4 1.4 0.8 1.8 1.2 1.0 12.7 5.Texaco/Lake Grove Office Building Concept 1.2 1.4 1.2 1.6 1.2 1.2 1.4 1.0 1.6 1 .O ____ 12.8 6. Wells Fargo Bank Concept 1.5 1.4 1.2 1.6 1.2 1.4 1.4 0.8 1.1 1.4 - 1.O 12.9 15.5 7. Community Parking Lot (LID) 1.8 1.4 1.8 1.6 1.6 1.6 1.4 1.4 1.5 U = Does Not Meet Goal 1 = Somewhat Meets Goal 2 = Fully Meets Goal N/A = Not Applicable PAC ALTERNA I IVES EVALUATION nesMn RoaLko IIIIII �+ City of Lake Oswego, Oregon JULY, 2001 1 July 2001 Boones Ferry Road Corridor Plan -DRAFT 2.0 _ SecliOn 5. Corr/dor Altematives Analysis ' PROJECT ADVISORY COMMITTEE'S PREFERRED ALTERNATIVE Although the alternatives evaluation described above reviewed each cross-section and streetscape element individually, the Project Advisory Committee and Project Management Team recognized that any proposed improvements within the corridor would have to be reviewed and evaluated in the context of the entire street cross-section as a whole, and also in relation to the surrounding land uses and transportation system. Upon doing so, it was apparent that, due to the existing development on and configuration of the property adjacent to SW Boones Ferry Road, compromises would have to be made in order to provide for a corridor that would accommodate all modes of travel, meet the community's vision and goals for aesthetics and streetscape environment, and would minimize on- site access, parking, and circulation impacts to the adjacent properties. Through further examination of the advantages and disadvantages of the various design alternatives in relation to the overall project goals and objectives, the Project Advisory Committee refined their alternatives evaluation and developed a preferred cross-section recommendation that was carried forward and refined into the Boones Ferry Road Corridor Plan. The specific elements and improvements of the Project Advisory Committee's recommendations are presented in the following section of this report. Kitteison & Associates, Inc. 5-35 I— -I LJ 0 C] 1�1 • July 2001 Boones Feny Road Corridor Plan - DRAFT 2.0 Section 6: Boones Ferry Road Corridor Plan ie Section 6: Boones Ferry road Corridor Plan This section of the report presents the resultant Boones Ferry Road Corridor Plan developed from the evaluation and refinement of the alternatives, opportunities, and constraints presented in Section 5. It summarizes the system -wide design guidelines created to address the facility's existing and future needs, and to develop the SW Boones Ferry Road corridor in a manner consistent with the community's long-term vision for the area. The overall corridor plan was developed to reflect the community's character and to meet the vision statement and policy goals that were outlined at the beginning of this planning process. The Boones Ferry Road Corridor Plan identifies a set of corridor -specific strategies for the following cross-section, streetscape, and system -wide elements: • Roadway Cross -Section Plan ■ Right -of -Way Requirements ■ Vehicular Travel Lanes ■ Median Treatments • Traffic Signal briprovements ■ Bicycle Facilities ■ Pedestrian Facilities/Landscaping Treatments • Intersection Improvement Plan ■ Intersection Signalization and Realignments • Intersection and Crosswalk Design Treatmentsark • Off -Street Ping, Access, and Circulation Plans • Other Corridor Plan Improvements ■ Corridor Illumination Plan • Utilities Plan ■ Public Transit Plan • Redevelopment and Interim Improvement Standards • Implementation Plan • Areas for Further Study Also included in this section of the Boones Ferry Road Corridor Plan are the policies, standards, and phasing for redevelopment within the corridor and implementation of the outlined corridor plan improvements. Kittelson & Associates, Inc. 6-> July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6.• Boones Ferry Road Corridor Plan ROADWAY CROSS-SECTION PLAN The roadway cross-section element of the Boones Ferry Road Corridor Plan was developed based on the identified existing and future safety, accessibility, multi -modal, operational, circulation, and streetscape needs of the corridor. Traffic operations and safety were evaluated and prioritized in conjunction with the community's vision and goals for the Lake Grove area. The Lake Grove community expressed a strong desire to focus the physical and operational characteristics of this segment of SW Boones Ferry Road on reducing vehicular speeds, enhancing multi -modal travel, and developing a community village business district environment with mixed-use and pedestrian/bicycle friendly land uses, while minimizing right-of-way impacts to adjacent properties. The roadway cross-section plan identifies the typical roadway cross-section, design standards, intersection geometry, and traffic signal improvements for implementation to meet existing and future capacity, circulation, and safety needs. The street design standards and typical cross-section developed for the roadway serve to identify and preserve the long-term public right-of-way required within the corridor. Because all travel modes use the public right-of-way that comprises the street network, all transportation modes (pedestrian, bicycle, transit, and vehicular) were considered and incorporated into this planning process. Roadway design standards are based on the functional and operational characteristics of the street, such as travel demand, capacity, desirable operating speed, adjacent land uses, composition of traffic, multi -modal travel, and safety. The standards are also established to provide appropriate right-of-way widths and space for travel lanes and pedestrian and bicycle facilities. • The typical roadway cross-section standard for the SW Boones Ferry Road study corridor was developed through numerous meetings and workshops with both the Project Advisory Committee (PAC) and the Lake Grove community as a whole, and the alternatives analysis process described in Section 5. The resultant street cross-section standard developed for the corridor is illustrated in Figure 6-1. The street cross-section standard depicts the preferred alternative developed by the Project Advisory Committee to meet the project guiding policy goals outlined at the beginning of the planning process. These policy goals focused on enhancing safety, maintaining acceptable levels of operation, and providing direct but efficient access to adjacent land uses, while developing the study segment of SW Boones Ferry Road into an attractive, pedestrian -friendly, village business district community. Right -of -Way Requirements A critical portion of this corridor plan is the establishment of the public right-of-way standards required to meet the long-term needs of and community vision for the SW Boones Ferry Road transportation facility. It is important that this long-term cross-section standard be established so that the necessary public right-of-way is preserved, and so street improvement projects can be implemented as funding becomes available and/or as redevelopment occurs along the corridor. Preserving this right -of way will ensure that future redevelopment and improvement projects along the corridor will occur in a manner that does not preclude the ultimate long-term plan and vision for the community. . As shown in Figure 6-1, the street cross-section standard for the study corridor of SW Boones Ferry Road between Kruse Way and SW Madrona Street requires a minimum public right-of-way dedication of 66 -feet curb -to -curb, 82 -feet total. Kirtelson & Associates, Inc. 6-2 C7 CONSTRAINED CORRIDOR CROSS-SECTION 8 SIDEWALK/ 12' 11' PREFERRED CORRIDOR CROSS-SECTIONE TRAVEL 12' MEDIAN\ THAW I_ LANDSCAPING LANE W c_ W W . W z Z W 'z Q 2 LU )[ 'a v LU 4 J J J w w 4 J w w Z W 4 Q Y (J W O Z W Q Q¢ Q Q W W o W in in in — — - —in i7 ui CONSTRAINED CORRIDOR CROSS-SECTION 8 SIDEWALK/ 12' 11' BIKEWAY/ TRAVEL TRAVEL 12' MEDIAN\ THAW I_ LANDSCAPING LANE LANE TURN LANE LANE 12' 8' SIDEWALK/ TRAVEL BIKEWAY/ LANE LANDSCAPING ROADWAY CROSS-SECTION STANDARD r... _ FIGURE: ' \1 I I - I 1• I r"71 K IGRE 4389\OWGS\FINALRE PORI',CURFILE S,4389F6- , -GUR July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6: Boones Ferny Road Corridor Plan It is recognized that given existing development, building, and/or parking constraints in certain locations along the corridor, all roadway construction projects or land use actions may not be able to develop the full 82 -foot cross-section standard in the near term. As such, an interim modified cross- section has been developed for the constrained locations to allow for roadway and streetscape improvements until the time that redevelopment occurs and the full 82 -foot right-of-way can be developed. The interim constrained area cross-section is also illustrated in Figure 6-1. As shown in the figure, the interim modification allows for a 2 to 6 -foot reduction in right-of-way on one side of the street taken directly from the landscaping buffer between the curb and sidewalk and the bicycle lane. For these type of modification a bicycle lane transition, as illustrated in Figure 6-2, shall be used both upstream and downstream of the constraint points. Vehicular Travel Lanes Through examining the traffic operations and 20 -year travel demand forecast projections presented in Sections 3 and 4 of this report, both the PAC and the Project Management Team (PMT) concurred that, in order to minimize potential neighborhood cut -through traffic, improve corridor safety for all travel modes, maintain business accessibility, and provide adequate capacity to meet the projected 20 -year travel demand for SW Boones Ferry Road, a five -lane cross-section will be required. The five -lane cross-section will provide two vehicular travel lanes in each direction plus a continuous median/two-way left -turn lane. This geometric configuration will match into the existing five -lane cross-section that currently exists on SW Boones Ferry at the north end of the study corridor (i.e., at Kruse Way and Mercantile Drive), south of the study corridor (i.e., south of SW Madrona Street), and at all of the existing signalized intersections within the study corridor. • The construction of a continuous median/two-way left -turn lane along the facility will enhance both corridor safety and accessibility to local businesses. In addition, by removing left -turning vehicles out of the flow of through traffic, the overall long-term vehicular capacity of the corridor will also be enhanced. • As shown in Figure 6-1, in order to minimize potential right-of-way impacts to the adjacent properties along the study corridor, the width of the vehicular travel lanes shall be constructed at 11 - feet. This lane width is consistent with arterial design in other urban settings and with Metro's "Regional Boulevard" design guidelines. The narrower lane width will be used to enhance the urban village business district environment and will serve to dictate and control slower vehicular travel speeds. The narrower travel lane width also minimizes pedestrian and bicycle crossing distances at intersections and other crossing locations. Median Treatments As described in the previous paragraphs, maintaining a continuous five -lane cross-section (with a continuous landscaped median/left-turn lane) through the study corridor will provide significant benefits for safety, business accessibility, vehicular operations, and corridor aesthetics. The provision of a continuous center median/lane will allow for the accommodation of left -turn pockets at each public street intersection along the corridor, a left -turn refuge lane for vehicles wishing to access the private (i.e., business) driveways to adjacent land uses, and for sections of raised, landscaped medians where possible without negatively impacting business accessibility. Kittelson & Associates, Inc. 6-4 5' BIKE o • LANE O 8' RAMP 7- LANDSCAPING/PEDESTRIAN WAY 6' SHARED BIKE/PEDESTRIAN WAY R `5•i 1Nr 7' LESS ROW IMPACT INTERIM BICYCLE AND PEDESTRIAN FACILITY STANDARD MODIFICATION kgs rry a orr or anlcmm,� City ofLakoOsogo,O ion JULY, 2001 4'189UW(;'; WJAI M 1'( 411 f MI IL! 5:4:S8OF8.7 (,UI( July 2001 Boones Ferry Road Corridor Plan - ORA FT 2.0 Section 6. Boones Ferry Road Corridor Plan Given the existing right-of-way constraints within the corridor, and the community's desire to • reduce vehicular speeds and foster a pedestrian -friendly, village business district environment, a 12 - foot continuous landscaped median/left-turn lane will be provided as illustrated in Figure 6-1. As all of the existing signalized intersections along the study corridor are currently constructed to a five -lane cross-section, the focus of this improvement will be to provide the center median/lane in those sections between the existing traffic signals. This design standard will provide safety and operational benefits over the existing roadway configuration along SW Boones Feng Road by taking left -turning vehicles throughout the corridor out of the flow of through traffic, thereby reducing the potential for rear -end collisions. The provision of a continuous two-way left -turn lane also significantly enhances accessibility for the properties and businesses along the corridor as it provides a center refuge lane for both ingress and egress movements, thus allowing for two -staged gap acceptance maneuvers. Furthermore, maintaining a 12 -foot median/two-way left -turn lane (as opposed to a 14 -foot median/lane) provides these benefits with the minimal overall public right-of- way required and also minimizes the width of paved traversable roadway surface, helping to control vehicular travel speeds and making pedestrian and bicycle crossing times shorter and more convenient. Turn Lane and Storage Requirements At public street intersections, exclusive left -turn pockets shall be developed to provide storage for the projected 20 -year left -turn vehicular queues at each location. These required storage lengths, based on the year 2020 operational analysis presented in Section 4 of this report, are summarized in Table 6-1. It is important to recognize that these estimated storage lengths for the 20 -year left - turn queues at each intersection are conservative best estimates based on a 20 -year travel is demand forecast. As such, at this time they are only meant to serve as minimum standards for corridor planning purposes. When roadway improvement projects are implemented, the actual final intersection configuration design should be based on a more refined analysis determined from design year traffic volume forecasts and operational analyses. It is also important to note that these only represent storage lengths for queue stacking at the intersection. An associated transition taper length, in addition to the storage lengths shown in the table, will have to be provided for each left -turn bay. • Kittelson & Associates, Inc. M July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6: Boones Ferry Road Corridor Plan Table 6-1 Intersection Left -Turn Storage Requirement Projections Intersection Movement 95% Max. Back Of Queue (ft) Storage Requirement' (ft) Kruse Way/SW Boones Ferry Road NB Left Turn 175 As existing Mercantile Drive/ SW Boones Ferry Road NB Left Turn 100 100 SB Left Tum 25 502 Lanewood Street/SW Boones Ferry Road NB Left Tum 75 75 SB Left Tum 100 100 Oakridge - Reese Road/SW Boones Ferry Road NB Left Tum 100 100 SB Left Tum 150 150 SW Firwood -Bryant Road/SW Boones Ferry Road NB Left Tum 100 100 SB Left Tum 450 450 1 . Estimated storage requirements are conservative best estimates based on a 20 -year travel demand forecast. At this time they are only meant to serve as minimum standards for corridor planning purposes. Final Intersection configuration design should be based on a more refined analysis determined from design year traffic volume forecasts and operational analyses. 2. A minimum storage distance of 50-teet should be provided for all intersection left -tum lanes. Ralsed/Landscaped Medlan Locations In areas outside of the influence of intersections, the need to maintain left -turn accessibility to • adjacent properties and businesses must be balanced with the community's desire to have raised landscaped medians to enhance the aesthetic environment of the corridor. The provision of median landscaping, similar to that seen in other areas of Lake Oswego and to the south of this study corridor near SW Madrona Street, will significantly increase the aesthetic appeal and character of the streetscape by providing an area for the planting of trees, shrubs, and groundcover. The community as a whole has expressed a strong desire to provide landscaped medians wherever possible along the extent of the corridor, however, only without significantly impacting access to adjacent properties. Given the numerous and close spacing of access points that currently exists along the corridor, only a limited number of landscaped median locations have been identified at this time. These locations, also illustrated in Figure 6-3A through 6-3F, are: • South of the Lanewood Street intersection (along the Lake Grove Elementary School ball field frontage); • South of the Bryant Road intersection (along the Wieser's Plaza parking lot frontage); • South of the Bryant Road intersection (along the Well Fargo Bank property frontage); and • North of the Madrona Street intersection. • It is important to note that theses are the identified locations where landscaped medians can be constructed given the existing corridor access configuration. Access and circulation reconfiguration Kittelson & Associates, Inc. 6-7 July 2001 Boons Ferry Road Corridor Plan - DRAFT 2.0 Section 6: Boones f=erry Road Corridor Plan and/or refinement will be required in order to construct raised/landscaped medians in additional • locations while still maintaining efficient, viable access to the adjacent properties. Discussion of recommended access refinement policies and techniques is provided later in this section. As these policies are implemented and access spacing along the corridor allows for the provision of additional raised landscaped medians, they should be included with roadway improvement projects wherever possible. There are certain locations within the corridor where raised, longitudinal curb medians shall be constructed in conjunction with associated on-site access and circulation concept plans. These medians will serve to restrict left -turn ingress and egress movements at certain driveways in the immediate vicinity of signalized intersections. The specific locations for these longitudinal medians are identified and illustrated in Figures 6-3A through 6-3F. Traffic Signal Improvements In developed and redeveloping areas where roadway cross-section and right-of-way opportunities are constrained, the management of the existing and future transportation system infrastructure is a critical component of maximizing both safety and operations of roadway facilities. The proper management of the traffic signals along a corridor can provide significant operational benefits throughout the system. With the implementation of the Boones Ferry Road Corridor Plan, traffic signal location, timing, coordination, and interconnection will be used to direct the flow of vehicles along the corridor, control vehicular speeds, and provide pedestrians and bicycles with well delineated and protected roadway crossings. Traffic signal modification will be included as the typical cross-section street improvements, and the associated pedestrian, landscaping, and bicycle • enhancement projects, are constructed. • The follow traffic signal timing, coordination, and interconnection improvements will be incorporated as part of future roadway improvement and/or redevelopment projects, in order to take advantage of the benefits that they provide: • Timing plans will be developed commensurate with the desired posted speeds throughout the corridor. • Traffic signal system timing and coordination will be used to create and complement the desired corridor characteristics and operations. • During business and school hours traffic signals will be placed on a pre -timed signal plan to insure regular timing intervals and that pedestrian walk phases are activated on each signal phase. This type of signal system strategy will encourage pedestrian travel throughout the corridor and will also be used to control vehicular travel speeds to an appropriate level. • During other times, when pedestrians and bicyclists are not as predominant along the corridor, the traffic signals can be switched to pedestrian actuation to better accommodate vehicular traffic flow while still providing safe pedestrian/bicycle crossings when needed (e.g., weekday a.m. and p.m. peak hour time periods) and consistent, appropriate travel speeds. Kittelson & Associates, Inc. 6-8 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6: Boones Ferry Road Corridor Plan Bicycle Facilities • The bicycle system improvements were established in order to provide a connected, effective, and safe system for cyclists along the extent of SW Boones Ferry Road. Bicycle lanes currently exist on both sides of SW Boones Ferry Road both to the north and to the south of the study area for this plan. As traffic volumes increase on roadways, the on -street striped bicycle lanes should be provided to maintain safety and comfort of bicyclists within the system and to promote the increase use of cycling as a viable mode of transportation. The typical street cross-section shown in Figure 6-1, ensures that on -street striped bicycle lanes will be provided and maintained along the extent of the SW Boones Ferry Road corridor in conjunction with all future roadway improvement and redevelopment projects. The figure shows that 5 -foot striped, on -street bicycle lanes are to be provided and maintained on both sides of the facility for the extent of the SW Boones Ferry Road corridor. Additional enhancements to the bicycle system, focusing on providing amenities for cyclists, will also be included as part of future streetscape enhancement projects. In addition to the on -street striped bicycle lanes, bicycle racks and bicycle parking areas will be provided along the corridor to encourage cycle use and provide opportunity for cyclists to secure their bicycles during trips. Street furniture, improved intersection crossings, median treatments, and landscaping treatments all enhance safety and aesthetics within the corridor and make cycling a more pleasurable and, therefore, viable mode of travel. Curb extensions and bulb -outs at intersections (to reduce the exposed crossing distance), street planters, and street lighting (to improve visibility at night) will all be implemented as part of future roadway and redevelopment projects to enhance the streetscape . environment for bicyclists. Pedestrian Facilities/Landscaping Treatments The primary objective in the development of the pedestrian system and landscaping treatment improvement plan was to ensure a continuous, connected, safe, and aesthetically pleasing pedestrian environment throughout the Lake Grove community. One of the guiding policy goals for this planning process was the development of the transportation system and adjacent land uses in a pedestrian -oriented and accessible manner in order to achieve a village business community environment in the corridor, where walking is a viable and efficient mode of travel. Maximizing opportunities to increase and improve the quality of pedestrian trips throughout the corridor was a key strategy in the development of this plan. The typical street cross-section, shown in Figure 6-1, will ensure that enhanced pedestrian facilities and street landscaping are provided in conjunction with all roadway and streetscape improvement and redevelopment projects initiated through the corridor. As can be seen from the figure, the street design standard calls for a 5 -foot wide sidewalk, separated from the paved roadway by a 3 -foot landscaping/streetscape strip. This 8 -foot pedestrian way/landscaping width allows for the placement of tree wells, planters, street lighting, and street furniture (such as benches, trash receptacles, kiosks, and flower planters) at the street side between the paved roadway width and the traversable pedestrian way. If desired, the tree wells can be grated into the sidewalk concrete for more walking surface within the sidewalk cross-section. The landscaping and street furniture placement will serve to provide a community business corridor aesthetic environment, as well a • buffer for pedestrian activity from the vehicular traffic. While Figure 6-1 illustrates the typical roadway cross-section, consideration will be given to existing street frontage landscaping and KIttelson & Assoclates, Inc. 6-9 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6: Boones Ferry Road Corridor Plan building location in the final design of pedestrian facility and landscaping improvements. In areas • where it is deemed preferable, a meandering sidewalk could be constructed to accommodate existing trees, landscaping treatments, and other features. INTERSECTION IMPROVEMENT PLAN The intersection geometry, configuration, and treatments along a roadway have significant influence on safety, operations, and aesthetics within that corridor. As such, in addition to the corridor roadway cross-section standards created as part of this study, several intersection traffic control, configuration, and treatment enhancement projects are included for implementation as part of the Boones Ferry Road Corridor Plan. Intersection Signalization and Realignment To enhance safety, operations, and pedestrian/bicycle travel within the corridor, the following intersection traffic control and realignment improvements shall be incorporated into future roadway improvement and/or redevelopment projects; • Lanewood Street/SW Boones Ferry Road: Realignment and Signalization ■ The Lake Grove Elementary School access with SW Boones Ferry Road will be realigned across from Lanewood Street and signalized to provide a four -legged, full access intersection at that location. The intersection will be constructed to provide an exclusive eastbound right -turn lane on the school access approach (i.e., eastbound Lanewood Street to • southbound SW Boones Ferry Road). Full, enhanced pedestrian/bicyclist crossings shall be provided on all intersection approaches. Intersection turn lane storage distances will be provided as described previously in this section (see Table 6-1). This improvement is described and illustrated in greater detail in Figure 6-313 and in the On -Site Parking, Access, and Circulation Concept discussion later in this section. • Oakridge Road -Reese Road/SW Boones Ferry Road: Realignment and Median ■ In conjunction with the on-site Lake Grove Post Office parking, access, and circulation enhancement concept, the Oakridge Road -Reese Road intersection will be realigned to provide safer pedestrian/bicyclist crossings and more efficient operations. A raised curb median will be constructed from the north intersection leg to prevent left -turn ingress and egress movements at the Post Office's SW Boones Ferry Road access and convert it to right-in/right-out only. This improvement will eliminate the existing safety and operational issues resulting from back-to-back left - turn queue conflicts between the Post Office access and the Oakridge Road -Reese Road intersection. Intersection turn lane storage distances will be provided as described previously in this section (see Table 6-1). This improvement is described and illustrated in greater detail in Figure 6-3C and in the On -Site Parking, Access, and Circulation Concept discussion later in this section. Kittelson & Associates, Inc. 6-10 July 2001 Boons Ferry Road Corridor Plan - DRAFT 2.0 Section 6.• Boones Ferry Road Corridor Plan • SW Firwood Road -Bryant Road/SW Boones Ferry Road: Realignment and Median . The SW Firwood Road -Bryant Road intersection will be realigned to provide safer pedestrian bicyclist crossings and more efficient operations. Enhanced pedestrian/bicyclist crossings will be provided on all intersection approaches. A raised curb median will be constructed along the north intersection leg to prevent left -turn ingress and egress movements at Quarry Road intersection. A raised curb median will be constructed along the south intersection leg to prevent left -tum ingress and egress movements at the northern Texaco access onto SW Boones Ferry Road. This improvement will eliminate the existing safety and operational issues resulting from back-to-back left -turn queue conflicts between the access and the SW Firwood Road -Bryant Road intersection. Intersection turn lane storage distances will be provided as described previously in this section (see Table 6-1). This improvement is described and illustrated in greater detail in Figure 6-3E and in the On -Site Parking, Access, and Circulation Concept discussion later in this section. Intersection and Crosswalk Treatments Intersection and crosswalk treatments in community business districts require additional consideration because of the desire to develop an attractive aesthetic environment and to encourage pedestrian and other multi -modal activity. Street furniture, improved crosswalks, median treatments, landscaping treatments, and other pedestrian amenities shall be incorporated as part of this plan to enhance the aesthetics of the corridor and foster a pedestrian -friendly village business district environment. It is also important to maintain the visibility of pedestrians in areas where they are in the proximity of vehicular and bicycle flow, to ensure the safety of all roadway users. Street planters, street lighting (to improve visibility and night), and on -street bicycle lanes shall all be used to act as pedestrian buffers and improve comfort and safety for pedestrians. Enhanced pedestrian crossings shall be constructed at all signalized intersections along the corridor. Concrete treatments that provide textured concrete pedestrian crosswalks on all intersection approaches within the asphalt roadway section, similar to that seen in downtown Lake Oswego along "A" Avenue, will be provided at all signalized intersections along the study corridor. The concrete crosswalks provide for a distinct and aesthetically pleasing streetscape look and are immediately identifiable to both vehicular traffic and pedestrians. Additionally, the concrete can be stamped, scored, or colored to provide additional and/or unique aesthetic enhancements. This design provides significant aesthetic appeal as well as a very identifiable community and business district environment. All pedestrian crossings will be constructed to meet ADA requirements and intersection corners will be dropped at the intersection quadrant curbs to provide for ADA accessibility. At locations where center medians are present, pedestrian refugees within the median shall be provided. Figure 6-4 illustrates the conceptual signalized intersection and crosswalk treatment to be included at all signalized intersections within the study corridor (i.e., Mercantile Drive, Lanewood Street, • Oakridge Road -Reese Road, and SW Firwood Road -Bryant Road). Kittelson $ Associates, Inc. 6-11 Jul y 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6. Boons Forry Road Corridor Plan ROADWAY AND INTERSECTION PLAN SUMMARY . Figures 6-3A through 6-3F present a conceptual summary of the right-of-way, roadway cross- section, alignment, intersection, and streetscape improvements that are included within this plan. 0 Kitte/son & Associates, Inc. 6-12 4`�K t �,' � Ki• J � 6J1i �� , � •Y�„ , �� ,� Tru � s a. �•' Y � Y �Y f" yj"1 T. !T 1 til¢♦ �� y� �� ` a,• �� - r ^'4 r Y . r7"- liolloo_ ►,1_�now LEGEND -- - RIGHT -OE -WAY ---- STRIPING --- MEDIAN LANDSCAPING RAISED CURB MEDIAN 1 I ft Y ti. MATCH INTO EXISTING TH NORTH OF MERCANTILE DR. (NOR50') IF 4pllfY��. CONCEPTUAL CORRIDOR PLAT mm J& FIGURE �Rwd Comm MUM v— Ci ei Lake v ©�rQ o oia JULY, 2Dt?1 '' : �!I!,� ; � � q 3 Y, 6 J a � •x 1` MIL• � , r �4 •;� �-. v r . ', �• _a _ �� r v . � .. "" ---iii-•. i ir •} �" a f y�, ♦ 1k� Y' �t � k '^, • + .4. - s - fir..• •. Y... ;�. .j� - +T,�y�1 0.Mtt f a � n-•• ■y J • 1 Y, ori o,�r..o.�on � aoai I1 'LIMP,r: IIS, I1 w;,; • . _ ._ - fie. ' �"' ,. § d 1. � ,!� .b ".,. �� ..: .� , i .�w •�.`�•I �a1_a �F� � � 4 . 'tom, .w ;-ANI M1 , A' x } f J r r.c a AR dOMMI Y� i Ir . ...it'., a 1# � t; .' ^` _t�, a . _ . }µ :vat •' �� ,�� H'. �., .► +�� iir'Ir�" � art,' i `.. nr 1. _ yeti y. s;.. .nt .. :i'". •.. 4t. a of Lie Oe#bao. Oreacm Tuly 2001 RIGHT-IN/RIGHT-OUT ACCESS (D ONLY AT QUARRY RD. (NORTH 1--50') LEGEND RIGHT-OF-WAY STRIPING -- ---- MEDIAN LANDSCAPING RAISED CURB MEDIAN 4* - - --------- 21L ilM6oln: -04 `.F.I -- -, CONCEPTUAL CORRIDOR PLAN City of Lake Oswego, Oregon FIT :11 n-mlD]OKI *I LANDSCAPED MEDIAN LOCATION LEGEND RIGHT-OF-WAY STRIPING MEDIAN LANDSCAPING RAISED CURB MEDIAN I LANDSCAPED MEDIAN LOCATION 1 �Ae ;A apilmoR - Al At At A"i F NORTH 0 501) CONCEPTUAL CORRIDOR PLAN j Is.B ES F" LEGEND RIGHT-OF-WAY STRIPING MEDIAN LANDSCAPING RAISED CURB MEDIAN I LANDSCAPED MEDIAN LOCATION 1 �Ae ;A apilmoR - Al At At A"i F NORTH 0 501) CONCEPTUAL CORRIDOR PLAN 4,1 r � '4244 1 , _ z111 w 111 WMKJmAdhAA VYLL r:. ro � i 1 • Oil jJ Cit, of 20000N - � II k S TYPICAL INTERSECTION TREATMENT FIGURE Done: ._._^' �I({ISS . � City of Lake Oswego, Oregon July 2001 °' July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 _ _ Section 6: Booner; v Road Corridor Plan OFF-STREET PARKING, ACCESS, and CIRCULATION OPPORTUNITIES The complexity and constraints of the transportation and land use issues involved in this project required the development of non-traditional approaches, in addition to the various streetscape improvements within the public right-of-way, in order to develop opportunities and solutions outside the public right-of-way to benefit adjacent land uses and significantly improve the operation and safety of the roadway itself. An understanding of the issues facing the adjacent properties and surrounding neighborhoods, and viewing the transportation/land use system as a whole, was necessary to develop a successful, community supported corridor plan that satisfies the goals and objectives of the interested and affected parties. Through this approach, several preliminary system -wide circulation, parking, operations, safety, and access opportunities were developed as part of this plan to provide solutions to the issues facing the surrounding transportation system and local community within the study corridor. The concepts developed improve both on- and off-site vehicular, bicycle, and pedestrian operations and safety, while minimizing impacts and/or enhancing the ability of the local businesses to remain viable over the next 20 -years. The enhancements include improved accessibility, increased on-site parking, more efficient on-site circulation, and reduced impacts to overall business function. Site-specific improvement concepts were developed for the following key properties along the corridor and were illustrated in Figures 5-9 through 5-15: • Lanewood Street Realignment and Signalization - Lake Oswego School District and Andrews Furniture Galleries (15659 SW Boones Ferry Road) • • Lake Grove Post Office Access and Circulation - US Post Office Lake Grove Branch (15875 SW Boones Ferry Road • Naomi's Lampshades Property Concept - Naomi's Lampshades property (15942 SW Boones Ferry Road) • Lake Grove Garden Center/Chevron Property Concept - Lake Grove Garden Center (15955 SW Boones Ferry Road) and Chevron (15905 SW Boones Ferry Road) • Gubanc's Pub/La Provence Property Concept - Gubanc's Pub/La Provence (16008 SW Boones Ferry Road) • Texaco/Lake Grove Office Building Property Concept - Texaco (16211 SW Boones Ferry Road) and the Lake Grove Office Building (16325 SW Boones Ferry Road) • Wells Fargo Bank Property Concept - Wells Fargo Bank (16365 SW Boones Ferry Road) In addition to these site specific concepts, the development of a Local Improvement District (LID) to fund the purchase of a suitable property along the corridor, and the creation of a community parking lot on that property, shall be investigated further as a solution to address the significant need for additional parking supply for the businesses throughout the corridor. The concept plans illustrated in Figures 5-9 through 5-15 shall be used as preliminary starting point when implementing corridor improvements at these constrained locations along the corridor. The . City of Lake Oswego shall work with the property and business owners through the entire design Kfttelson d Associates, Inc. 6-20 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6: Boones Ferry Road Corridor Plan and implementation process to refine these concept plans and ensure that adequate on-site parking, • circulation, and access is maintained for the adjacent parcels. • OTHER CORRIDOR PLAN IMPROVEMENTS Corridor Illumination Plan A key streetscape feature that is included as part of this plan is the corridor illumination improvements for SW Boones Ferry Road. The extent and characters of the roadway lighting provided along a corridor plays an important role in defining the streetscape atmosphere, as well as in the facilitation of a safe and effective vehicular, pedestrian, and bicycle environment. After evaluating the various costs, advantages, and disadvantages associated with the identified roadway illumination alternatives, and direction provided by the Project Advisory Committee and the Lake Grove community about their desires for the overall character and streetscape for the facility, the illumination plan for the SW Boones Ferry Road corridor includes the provision of single -head ornamental street lights along the roadway. This lighting strategy provides light poles that are relatively low to the ground, spread illumination evenly throughout the roadway and roadside (i.e., sidewalk) areas, and that can be used to enhance the desired streetscape character and foster a pedestrian -friendly, village "main street" environment within the area. Given the identified street cross-section standard of 82 -feet, the single -head ornamental illumination requires a pole spacing of approximately 2 poles per 75 -feet are (assuming an 82 -foot roadway cross-section) in order to meet IES (Illuminating Engineer Society) standards. It is estimated that this roadway illumination plan will cost approximately $2,000 per light pole to implement, however, the cost could range higher depending on the specific illumination style selected. Ornamental lighting is generally considered to be very aesthetically pleasing and conducive to fostering a pedestrian -friendly, village and business community feel within a corridor. For example, flower baskets and banner treatments can be incorporated onto the lighting poles with this illumination style. Maximizing these (and other) options available for aesthetic improvements with ornamental lighting will be encouraged in order to generate the community's desired environment along the corridor. A conceptual illumination plan (based on the required pole -spacing for the corridor roadway cross- section standards), and planning level cost estimates for the ornamental roadway strategy, are summarized in Figure 6-5. Utility Infrastructure Plan Current City of Lake Oswego policy is to underground utility infrastructure in conjunction with major roadway improvement projects. This makes the roadway streetscape cleaner and much more aesthetically pleasing. Public comments received from both the Project Advisory Committee and the Lake Grove community directed that undergrounding utilities along the corridor is strongly desired in order to develop the aesthetic and village "main street" environment envisioned for the corridor. Therefore, as appropriate and where cost effective, utility infrastructure along the corridor shall be relocated underground as roadway improvements and redevelopment projects are constructed. Kittelson & Associates, Inc. 6-21 0 COST PER POLE POLE SPACING COST FOR CORRIDOR r 52,000 2 POLES PER 75 FT. (141 POLES PER MILE) $226,000 CORRIDOR ILLUMINATION TREATMENT r Ar�FIGUREI, � a l� 6-5 4389',DWG S1FINALREPGRT CDRF ILES 4389F8-5.CD ✓u/y 2001 Boones Feny Road Corridor Plan - DRAFT 2.0 Section 6: Boones F&rry Road Corridor Plan Public Transit Plan • Public transit service provides mobility to community residents who do not have access to automobiles and provides an alternative travel mode choice to those who do. Transit service should meet the needs of travels within the immediate community as well as the needs of those travelers making trips outside of the community. The provision of adequate public transit service is growing increasingly important within the Portland Metropolitan area due to the densification of land use in the Urban Growth Boundary, increasing roadway congestion, and the growing number of community members who do not have access to automobiles, those who are prevented from driving by some physical condition, and those who prefer transit for environmental reasons or because they do not want to drive on congested roads. Metro has designated the study corridor of SW Boones Ferry Road as a Regional Bus Route in its Regional Transportation Plan. This, combined with the community's guiding vision for this area of SW Boones Ferry Road to be nurtured as a village "main street' corridor, emphasizes the need and desire for efficient, convenient transit coverage along the facility. Improved transit service is also important given the future forecast projections for travel demand and the limited funds and right-of- way available for roadway capacity improvements. These factors necessitate a diversion of automobile users to alternatives modes of transportation. As part of the multi -modal component of the Boones Ferry Road Corridor Plan, the City of Lake Oswego shall work with Tri -Met to develop and maintain enhanced public transit service to, from, and within the study corridor and adjacent neighborhoods. A viable, effective public transit plan should be developed that provides reliable transit service at headways of one-hour or less within the • corridor. Ideally, headways of no greater than 15 minutes should be provided given the corridor's designation as a Regional Bus Route. In addition, transit coverage and connectivity should be provided along SW Boones Ferry Road between Kruse Way and Reese Road, where it currently does not exist today. Based on the desire for slower vehicular speeds along the corridor, bus pullouts at stop locations would not be required and, therefore, no additional right-of-way would be needed to accommodate future bus stops. Tri -Met has standards and guidelines for bus stop placement and design that should be referenced at the time of future service planning. For regional connectivity, public transit connections should be provided between the corridor and the Lake Oswego Transit Center, Tualatin, and potentially to the planned Wilsonville -Beaverton commuter rail line. REDEVELOPMENT AND IMPLEMENTATION STANDARDS In order to ensure the integrity and future implementation of the Boones Ferry Corridor Plan, a specific set of redevelopment and implementation recommendations have been developed for properties fronting and/or accessing SW Boones Ferry Road between SW Madrona Street and SW Kruse Way. These redevelopment and implementation recommendations are proposed to operate as an overlay district and govern the transportation and land use elements of any proposed action (new development, redevelopments, comprehensive plan amendments, zone changes, and conditional use permits) within the influence area of the Boones Ferry Corridor Plan. They include recommendations for access spacing, crossover easements, right-of-way dedications, and special • street setbacks. Kitte/son & Associates, Inc. 6-23 July 2001 Boons Ferry Road Corridor Plan - DRAFT 2.0 Section 6.• Boones Ferry Road Corridor Plan Definitions Reference the City of Lake Oswego City Code Chapter 49 Development Code Article 49.20 Types of Development. Access Spacing Criteria The spacing (measured centerline to centerline) between any private or public approach on either side of SW Boones Ferry Road shall be a minimum of 300 feet. Recognizing that the City's current Transportation System Plan (TSP) calls for a 1,000 -foot access spacing and the existing Boones Ferry Road corridor does not and most likely will never meet that standard, the 300 -foot access spacing represents a compromise that will maintain the integrity of Boones Ferry Road and allow for reasonable access to adjacent parcels. The intent is to implement the access spacing standards as properties develop and redevelop through cross access easements and driveway consolidation. Crossover Easements Crossover easements between adjacent properties shall be required and recorded as part of the properties legal description for all properties as actions are taken that would allow for the crossover easement to be required. Determination of exact locations for access shall be done as a part of the land use process and the crossover easements will be utilized to achieve/work towards the identified access spacing standard. Right -of -Way Dedications As actions occur on a parcel, the property shall dedicate sufficient width to provide a minimum of 41 feet of right-of-way from the revised SW Boones Ferry Road centerline illustrated in Figure 6- 3A through 6-F, except as follows: existing buildings located within the proposed right-of-way dedication area will be allowed to remain until such time of a Major Development or New Development application is submitted. In such cases where existing buildings are located within the right-of-way, the property owner shall dedicate right-of-way up to the point of the building location for lesser development action. Special Street Setbacks At a minimum any action taken on a parcel shall maintain a 5 -foot special street setback in additional to the minimum 41 -foot right-of-way dedication along SW Boones Ferry Road (41 feet from the revised centerline illustrated in Figures 6-3A through 6-3F). Existing buildings located within the proposed special street setback area will be allowed to remain until such time of a Major Development or New Development application is submitted. Implementation Variances Reference the City of Lake Oswego City Code Chapter 49 Development Code Article 49.28 Variances. IMPLEMENTATION PLAN In order to implement the Boones Ferry Corridor Plan for the segment of roadway located between Madrona Street and Kruse Way, the City of Lake Oswego needs to initiate the following process: . • Present and receive a recommendation of approval of the corridor plan from the Lake Oswego Transportation Advisory Board (TAB), City of Lake Oswego Planning Commission, and the City of Lake Oswego City Council. Kitte/son & Associates, Inc. 6-24 July 2001 Boones Ferry Road Corridor Plan - DRAFT 2.0 Section 6.• Boones Ferry Road Corridor Plan • Present and receive approval by ordinance and/or resolution through the City of Lake • Oswego City Council to adopt the corridor plan and amendment of the Transportation System Plan. • Present and receive approval by ordinance through the City of' Lake Oswego City Council to adopt amendments to the zoning code, development code, and any other applicable codes or design standards accepting the redevelopment and implementation standards as an overlay district for the properties fronting and/or accessing SW Boones Ferry Road between Kruse Way and SW Madrona. AREAS FOR FURTHER STUDY Throughout the development of the Boones Ferry Corridor Plan (Madrona Street to Kruse Way), the Project Advisory Committee (PAC), Project Management Team (PMT), and public have identified a series of key issues that should be addressed by the City of Lake Oswego. These issues include the following: • The City of Lake Oswego has submitted a request to the State Speed Advisory Board to reduce the posted speed on SW Boones Ferry Road from 30 miles -per -hour to 25 miles - per -hour between SW Bryant Road and Kruse Way. This request should be tracked and implemented if and/or when approved. • The City of Lake Oswego should commission a land use and building design study to further refine and define the appropriate development guidelines within the envisioned Lake Grove Village Center. • • Kittelson & Associates, Inc. 6-25 L' 0 0 June 2001 Boones Ferry Road Corridor Plan - DRAFT 1.0 `,ectlon 7. References • Section 7: References 1. Kittelson and Associates, Inc. City of Lake Ostivego Transportation System Plan. July 21, 1999. • is 2. Transportation Research Board. Highway Capacity Manual, Special Report No. 209. 1997. 3. United States Department of Transportation. Manual on Uniform Traffic Control Devices (MUTCD). 1998. 4. Oregon Department of Transportation. State Highway Accident Rate Tables. 1997. Kitte/son & Assoclates, Inc. 7-1 0 C r� u Appendix A Public Involvement Process 0 SW Boones Ferry Road Corridor Study • Contact List Proiect Management Team (PMT) Name Organization Address Phone Fax Email Tom Tushner City of Lake Oswego 380 A Avenue PO Box 369 Lake Oswego, OR 97034 (503) 635-0270 (503) 635-0269 ttushner@ci.oswego.or.us Michael16008 Marc Butorac Kittelson & Associates 610 SW Alder Street, Suite 700 Portland, OR 97205 (503) 228-5230 (503) 273-8169 mbutorac @kittelson.com Sonia Hennum Kittelson & Associates 610 SW Alder Street, Suite 700 Portland, OR 97205 (503) 228-5230 (503) 273-8169 shennum@kittelson.com 600 NE Grand Avenue Portland, OR 97232 Gary Katsion Kittelson & Associates 610 SW Alder Street, Suite 700 Portland, OR 97205 (503) 228-5230 (503) 273-8169 gkatsion@kittelson.com (503) 636-5468 Proiect Advisory Committee (PAC) Name Organization Address Phone Fax Email Boones Ferry Road Michael16008 Gubanc's Pub PO Box 1461 (503) 699-6980 miibn@teleport.com Buck Lake Oswego, OR 97035 Tim Collins Metro 600 NE Grand Avenue Portland, OR 97232 (503) 797-1762 collinst@metro.or.us att Lake Grove NA 3700 Upper Drive OR 97035 (503) 636-5468 _m—s finnigan@msn.com an Lake Oswe o, im Transportation 15740 Springbrook Court (503) 226-1555 (503) 636-8976 lkmne-gbgg@ Kronenberg Advisory Board Lake Oswego, OR 97034 ormedassoc.or Steve Corey Bank of the PO Box 2084 (503) 417-8955 (503) 417-8979 scorey@bknw.com Northwest Lake Oswego, OR 97035 Britt Nelson Lake Forest NA 5250 Royal Oaks Drive Lake Oswego, OR 97035 (503) 675-2843 (503) 675-5223 minnBritt@aol.com Jeff Novak Waluga NA 4322 Collins Way Lake Oswego, OR 97035 (503) 635-6664 jnovak@teleport.com Young Park Tri -Met 710 NE Holladay Street Portland, OR 97232 (503) 962-2138 (503) 962-2281 parky@trimet.ore Jim Shires Oregon Business Bank PO Box 1648 16099 Boones Ferry Road ishires@oreaon businessbank.com Lake Oswego, OR 97035 Sunnybrook Service Center Ron Clackamas Co. 9101 SE Sunnybrook (503) 353-4533 (503) 353-4559 ronw@co.clacka►nas.co.us Weinman Clackamas, OR 97015 WHAT IS THE BOONES FERRY ROAD CORRIDOR STUDY? The Boones Ferry Road Corridor Study is a long-range transporta- tion planning study that will identify alternatives to meet the future transportation needs of and the community vision for the Lake Oswego Boones Ferry Road corridor through the year 2020. The study area includes the 0.8 - mile segment of Boones Ferry Road between Kruse Way and Madrona Street, as well as the surrounding land use and trans- portation systems. STUDY AREA MAP The study will culminate with a plan that addresses the 20 -year transportation needs of the facility and provides detailed improve- ment projects that can be incorpo- rated into the City's Capital Improvements Plan. Theplanwill identify future right-of-way requirements, lane geometries, traffic control improvements, pedestrian/bicycle facility enhancements, and access enhancement opportunities both inside and outside of the existing right-of-way. A team of transportation planning, €ngineering, landscape architec- re, and public involvement specialists, led by Kittelson & Associates, Inc., have been hired by the City to assist in this seven- monthstudy. What is the Study Process? There are six important steps in this corridor study process. We are now at Step # 1 "Evaluate Existing Conditions." During the next few months the project team will be gathering technical data about the existing and future transportation system Project team members will also meet with citizens at the upcoming Public Meetings (see meeting notice below) to get your input about existing transportation issues and concerns, and about the community's long-term goals and vision for Boones Ferry Road. This information will provide the foundation for developing and evaluating alternatives (Step 3) From these alternatives, the City will develop a comprehensive, multi -modal corridor plan. January 2001 Fvaluate Existing Conditions 2 February 2001 Analyze FutureCondltlons 3 March 2001 Develop 6 Evaluate Alternatives 4 April 2001 Develop Clrculatlon/Access Plan V May 2001 Prepare Draft Corridor Plan 6 June 2001 Finalize Corridor Plan C.mmu Iy Input ................... . Community Input Community Input community Input community Input PRELIMINARY TRANSPORTATION ISSUES IDENTIFIED Project team members have identified some preliminary transportation issues based on previous work within the community and initial information gathering efforts. Citizens will have an opportunity to identify additional key issues and concerns at the first Public Meeting on February 15, 2001 (see meeting notice below). Some of the important issues identified to date include: • Vehicular Circulation and Safety, • Corridor Aesthetics, • Business Accessibility, and • Pedestrian and Bicycle Safety and Mobility. MEETINGS! . . . and You're Invited! Please Join the project team for these important meetings. You can learn about the study and help us identify the existing transportation Issues and problems you face within the study area. DATE: February 15, 2001 TIME: 7:00 - 9:00 pm PLACE: City Council Chambers 380 "A" Avenue Subsequent Public Meetings will be held on April 19, 2001 and June 21, 2001. WHO WILL BE INVOLVED IN THE STUDY? The Roones Ferry Road Corridor Study project team will work closely with a nine -member Project Advisory Commit- tee (PAC). The PAC will include representatives from the Lake Oswego Chamber ofCommerce, the Lake Forest, Lake Grove and Waluga Neighborhood Associations, and business and property owners along the study corridor. The PAC's primary role will be to direct the planning process. In addition, the project team will present findings to the City of Lake Oswego's Transportation Advisory Board (TAB) and the City Council. All three of these groups will review and comment on the various alternatives developed and other pertinent study information. HOW CAN I PARTICIPATE IN THE STUDY? Your input and participation will be critical to the success of this corridor study. You regularly travel through, live or work in the study area and have first-hand knowledge that you can share with the project team, There are a number of ways for you to contribute and get involved. Theseinclude: • Attend the three Public Meetings. • Get on the mailing list and receive newsletters and meeting notices. • Watch the newspaper for information. • Attend project team presentations. • Write, email, or phone the project team. Call or Write for more Information: Tom Tushner, P.E., Community Development Department, Engineering Division 380 "A" Avenue • P.O. Box 369 • Lake Oswego, OR 97034 Phone: (503) 635-0270 • e-mail: ttushner®ci.oswego.or.us Can't Make it to the First Public Meeting? The project team needs your help in identifying key transportation issues within the study area. Please fill out this response form and mail it to the project team. t. Do you (check one): ❑ live ❑ work ❑ own property ❑ own a business along the route? If so. where specifically? 2. What do you feel are the most significant transportation problems 3. What improvements would you like to see along the corridor? within the study area? A. Vehicular Issues B. Pedestrian/Bicycle Issues C. Landscaping/Aesthetic Issues Please list your name and address so we can mail future newsletters and meeting notices to you. ADDRESS CITY STATE ZIP Return To: Tom Tushner, P.E., City of Lake Oswego Community Development Department, Engineering Division S ............ .................. ................................. I....................... . . r. V. OVA 13V.7 Lake Oswego, OR 97034 0 Project Update As part of the on-going public involvement program for the Boones Ferry Road Corridor Plan project, the Project Management Team (PMT) and Project Advisory Committee (PAC) wanted to notify interested parties of the progress to date on the project and a change in the Public Workshop schedule. The project has gone according to schedule with the PAC and PMT meeting three times and the PMT preparing three technical memorandums (Existing Conditions Analysis, Future Conditions Analysis, and Opportunities and Constraints Analysis). In addition, the first Public Workshop held on February 15th was very well attended and many business owners have expressed several promising ideas to promote the development of the overall corridor. Wased on the Project Advisory Committee's recommendation, the second Public orkshop scheduled for April 19th has been postponed to allow the PMT and PAC to develop additional corridor alternatives for the public to review and consider at the next public workshop. While this postponement may have schedule implications, the PMT and PAC believe the outcome of this additional work effort will result in a wider range of alternatives available for public consideration. The public workshop meeting time and place have yet to be determined. Once the additional corridor alternatives are developed, a public notice will be distributed to notify interested parties of the re -scheduled meeting time and location. If you have any questions regarding the project, please contact Tom Tushner at (503) 635-0270. The April 19th Public Workshop has been Postponed. The second Public Workshop for the Boones Ferry Road Corridor Project scheduled for April 19th has been postponed. A new meeting date and location will be announced soon. 0 0 VCOL6 HO '06OMSO OMU-1 cnr+ vnn •�• i Boones Ferry Road Corridor Plan Project & Public Workshop UPDATE • Public Workshop #2 The second public workshop for the Boones Ferry Corridor Study will focus on the presentation and discussion of streetscape, cross-section, and access and circulation alternatives developed for the study corridor by the Project Advisory Committee (PAC) and Project Management Team (PMT). Similar to the first public workshop, stations will be set-up to present and discuss the project development to date, including: 1. Project vision statement and goals developed by the PAC. 2. Summary of the existing and year 2020 future conditions analysis. 3. Streetscape and cross-section alternatives. 4. Access, circulation and parking alternatives. In addition, a formal presentation and group discussion will be held to summarize project progress to date and focus on corridor alternative opportunities and constraints. Public input will be a key component in the refinement of a successful plan and both the PAC and PMT look forward to your attendance at this workshop. If you have any questions regarding the project, please contact Tom Tushner at (503) 635-0270 The second Public Workshop for the Boones Ferry Road Corridor Study will be held May 10, 2001 6:00 to 8:00 PM in the library at Uplands Elementary school 2055 Wembley Park Road Lake Oswego, Oregon n LJ SUBJECT: MEETING DATE: ATTENDEES: KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLAN NING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 (503) 228-5230 FAX (503) 273-8169 MEETING MINUTES Boones Ferry Road Corridor Study Project Advisory Committee (PAC) Meeting #1 February 8, 2001, 3:00 PM, City of Lake Oswego Council Chambers PMT Tom Tushner, P.E. Marc Butorac, P.E. Gary Katsion, P.E. Sonia Hennum PAC Michael Buck Tim Collins Matt Finnigan Jim Kronenbcrg Glenda Michaels Britt Nelson Jeff Novak Young Park Jim Shires Ron Weinman Citizens Tom Lowery DISTRIBUTION: All present Steve Corey City of Lake Oswego Kittelson & Associates, Inc. Kittelson & Associates, Inc. Kittelson & Associates, Inc. Gubanc's Pub Metro Lake Grove Neighborhood Association Transportation Advisory Board Bank of the Northwest Lake Forest Neighborhood Association Waluga Neighborhood Association Tri -Met Oregon Business Bank Clackamas County Hank of the Northwest 1.0 Introduction of the Project Management Team (PMT) and Project Advisory Committee (PAC) — Tom Tushner, City of Lake Oswego Each meeting attendee introduced him/herself and the organization he/she represents. 2.0 PAC Roles and Responsibilities — Tom Tushner Tom Tushner outlined the purpose of having a Project Advisory Committee and the roles and responsibilities of the PAC members. H:\pro,Mile\4389pac1\minutes.doc May 30, 2001 Boones Ferry Road Corridor Study PAC Meeting_C Minutes (DRAFT) 3.0 Project Purpose — Marc Butorac, Kittelson & Associates . Marc Butorac outlined the overall purpose of the project: "A long-range planning study to identify the future transportation system needs of and the community vision for the SW Boones Ferry Road corridor through the year 2020." 4.0 Project Goals — Marc Butorac Marc Butorac discussed some preliminary project goals and solicited the PAC's input on their own personal goals or interests in the project. Those comments are summarized in this section. 4.1 PAC Input on Project Goals 4.1.1 Tom Tushner (City of Lake Oswego) — Plan should coordinate all the needs of the community (safety, livability, business). 4.1.2 Tom Lowery (Citizen) — Area should remain local in focus and nature; businesses should serve local not regional needs; plan should not change the character of the area. 4.1.3 Jim Shires (Oregon Business Bank) — Plan should provide a balance between the efficient movement of traffic and accommodating local access to businesses and the neighborhood. 4.1.4 Mike Buck — Provide a "Main Street" community corridor; limit right-of-way • impacts; define the parameters and boundaries for long-range growth; maintain the viability of the Lake Grove area. 4.1.5 Ron Weinman — Enhance the community; promote a balancing of traffic throughout the community as a whole. 4.1.6 Jim Kronenberg — Minimize impact on businesses and neighborhoods; maintain SW Boones Ferry Road as a local street not a throughway. 4.1.7 Jeff Novak — Protect neighborhoods from cut through traffic and spill over parking; enhance the streetscape and multi -modal aspects of the corridor. 4.1.8 Tim Collins — Minimize vehicular tuning conflicts while still maintaining viable access to adjacent land uses. 4.1.9 Matt Finnigan — Provide an environment where the businesses can succeed without impacting the neighborhoods. 4.1.10 Young Park — Promote the goals and objectives of the Tri -Met Transit Choices for Livability plan; enhance the multi -modal character of the corridor. 4.1.11 Glenda Michael — Minimize construction impacts on businesses as improvements are implemented. 4.1.12 The PAC agreed that parking within the SW Boones Ferry Road corridor should be a primary concern throughout the development of the plan. Alternatives for • Kittelson & Associates, Inc. Page 2 May 30, 2001 Boones Ferry Road Corridor Study PAC Meetin #1 Minutes (DRAFT) an increase in the parking supply within the corridor (both on- and off-street) • should be developed and evaluated. 4.1.13 The PAC recommended that the PMT incorporate the goals and visions of the Lake Grove, Lake Forest, and Waluga Neighborhood Plans into the development of the goals for this project. Action: The PMT will obtain copies of these plans and review them for inclusion in the development of the preliminary project goals. 4.1.14 Action: The PMT will incorporate these comments, and comments received in the upcoming Public Workshop, into a comprehensive set of project goals for review and comment at the next PAC meeting. 5.0 Project Scope and Schedule — Marc Butorac Marc Butorac outlined the anticipated scope and schedule for the project work. 6.0 Presentation of Technical Memorandum #1: Existing Conditions Transportation System Assessment — Marc Butorac Marc Butorac summarized the contents of Technical Memorandum #1: Existing Conditions Transportation System Assessment. 6.1 Existing Pedestrian System 6.1.1 PAC members identified some discrepancies with the sidewalk inventory data presented in Table 1. PAC members stated that: . • there are intermittent gaps in the sidewalks along SW Boones Ferry Road, • there are no sidewalks on Douglas Way, • there are no sidewalks on Lake Grove Street, • there are no sidewalks on Quarry Road but a path on one side of the street. 6.1.2 PAC members discussed the above discrepancies and there was some disagreement about which discrepancies were actually true. Response: Sonia Hennum clarified that the information contained in Table I only refers to the roadway facilities' character in the immediate vicinity of SW Boones Ferry Road. Action: Kittelson & Associates, Inc. will revisit the transportation inventory and confirm the data in Table 1. 6.2 Existing Traffic Safety Conditions 6.2.1 The PAC requested that all recorded crashes be plotted on Figure 9, including those occurring at the study intersections. Action: Kittelson & Associates, Inc. will revise Figure 9 accordingly. 6.3 Other 6.3.1 The PMT requested that the PAC review Technical Memorandum #1 in detail and provide any comments, questions, or revisions by Monday, February 19, 2001. Kittelson & Associates, Inc. Page 3 May 30, 2001 Boones Ferry Road Corridor Study PAC Meeting #1 Minutes (DRAFT) 7.0 Streetscape Vision for the SW Boones Ferry Road corridor — Sonia Hennum Sonia Hennum presented the PAC a series of preliminary ideas and alternatives for the various streetscape elements (cross-section, pedestrian facilities, bicycle facilities, street illumination, landscaping, and street furniture). 8.0 Next Steps and Meetings — Marc Butorac 9.1 The next PAC meeting will be on March 15, 2001 at 3:00 p.m. in the same location. The project goals and the forecast year 2020 future needs assessment memo will be the topic. 9.2 The first Public Workshop will be held on February 15, 2001 from 7:00 to 9:00 p.m. in the City of Lake Oswego Council Chambers. 9.0 Other — Marc Butorac 9.1 A PAC/PMT contact list, PAC #2 Meeting Agenda, summary of Public Workshop comments, and Technical Memorandum #2 will be sent out prior to the next PAC meeting. • END OF MEETING MINUTES • Kittelson & Associates, Inc. Page 4 KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228.5230 • I AX (503) 273-8169 • 0 • PROJECT ADVISORY COMMITTEE MEETING AGENDA Project: Boones Ferry Road Corridor Study Meeting: Project Advisory Committee Meeting #2 Meeting Date: Thursday, March 15, 2001 Meeting Time: 3:00 — 5:00 PM Location: City of Lake Oswego Council Chambers, 380 "A" Avenue, Lake Oswego Meeting Agenda ITEM TIME 1 Elect a PAC Chairperson 3:00 — 3:05 2 Citizen Comment Period 3:05 — 3:10 3 Review of PAC Meeting #1 and Public Workshop #1 3:10 — 3:15 4 Refine Draft Project Goals and Evaluation Criteria 3:15 — 3:40 5 Review of Technical Memorandum #2: Future Conditions Analysis 3:40 —4:00 6 Streetsca /Cross-section Design Workshop 4:00 —4:30 7 Establish Site -Specific Meetings with Business Owners 4:30 - 4:45 8 Next Steps and Meetings 4:45 — 4:50 9 Other Items 4:50 — 5:00 FILENAME: "ApmJf0eW389%pw214 2-aycn.dkx • SUBJECT: KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 • FAX (503) 273-8169 MEETING MINUTES Boones Ferry Road Corridor Study Project Advisory Committee (PAC) Meeting #2 MEETING DATE: March 15, 2001, 3:00 PM, City of Lake Oswego Council Chambers ATTENDEES: PMT Tom Tushner, P.E. City of Lake Oswego Marc Butorac, P.E. Kittelson & Associates, Inc. Sonia Hennum Kittelson & Associates, Inc. PAC Michael Buck Gubanc's Pub Tim Collins Metro Steve Corey Bank of the Northwest Matt Finnigan Lake Grove Neighborhood Association • Jim Kronenberg Britt Nelson Transportation Advisory Board Lake Forest Neighborhood Association Jeff Novak Waluga Neighborhood Association Jim Shires Oregon Business Bank Ron Weinman Clackamas County Citizens Tom Lowery DISTRIBUTION: All present Gary Katsion, P.E. Kittelson & Associates, Inc. Young Park Tri -Met 1.0 Election of a PAC Chairperson — Tom Tushner, City of Lake Oswego Tom Tushner presented the concept of electing a PAC chairperson to be responsible for chairing the PAC meetings and coordinating the efforts of the PAC. The floor was opened for volunteers and nominations. Matt Finnigan was nominated and elected unanimously as the PAC Chairman. 1.1 PAC Requests 1.1.1 The PAC Chairman requested that Meeting Minutes for each of the PAC meetings be recorded and distributed. Action Items: KAI will produce and distribute meeting minutes from PAC meetings #1 and #2 and all upcoming PAC meetings. H:\projfile\4389pac2\minutes.doc May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting #2 Minutes (DRAFT) 1.1.2 The PAC Chairman requested that the notes from the Lake Grove Neighborhood Association Board Meeting (January 11, 2001) regarding the SW Boones Ferry Road corridor be distributed to the PAC and PMT. Action Items: KAI will distribute the meeting notes with the next project mailing. 2.0 Citizen Comment Period — Man Finnigan, PAC Comments and questions from the non -PAC member citizens in attendance were solicited. Tom Lowery handed out and presented a proposed "Vision Statement" and project goals for the "Lake Grove Village Center" for the committee's consideration. 2.1 Funding of Improvements Steven Corey asked if any consideration had been given to the funding of improvements along SW Boones Ferry Road. Response: Tom Tushner explained that the primary purpose of this study was to develop a conceptual long-range plan for the corridor and that the determination of specific funding sources was beyond the scope of this study. The resultant corridor plan will however identify potential funding alternatives for the recommended improvements. In addition, the City of Lake Oswego is submitting an application to include roadway improvements along SW Boones Ferry Road in Metro's 2002-2004 regional transportation improvement program (MTIP). Ron Weinman added that public support for projects (letters, attendance at public meetings and hearings) is a key component of successfully lobbing for MTIP funding. Ron stated that the deadline for MTIP applications is April 2, 2001. Tom Tushner verified that the City 0 would be submitting the application for 2002-2004 MTIP funding by this date. 3.0 Review of PAC Meeting #1 and Public Workshop #1 — Sonia Hennum, Kittelson & Associates Sonia Hennum summarized the proceedings of the previous PAC meeting (held on February S, 2001) and the first Public Workshop (held February 15, 2001). A summary of the public comments received at the workshop was distributed in a mailing prior to this meeting. The PAC did not raise any additional comments or questions about these summaries. 4.0 Refine Draft Project Goals and Objectives — Marc Butorac, Kittelson & Associates Marc Butorac presented the revised Draft Project Goals formulated from the comments received during the first PAC meeting and the first Public Workshop. 4.1 Additional PAC Meeting Given the importance of the project goal development and the additional information presented by Tom Lowery, the PAC elected to hold an additional meeting specifically to discuss and develop the project goals for the Boones Ferry Road Corridor Study. It was agreed to hold a Project Goal Development Meeting on Wednesday, March 21, 2001 at the City offices from 3:00 to 5:00 p.m. Action Items: Tom Tushner will reserve a room for the meeting and provide a recorder to take meeting minutes. The Neighborhood Kittelson & Associates, Inc. Page 2 May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting #2 Minutes (DRAFT) Association representatives on the PAC will provide a summary of the goals and objectives of the respective Neighborhood Plans for the PAC's use at the meeting. KAI will provide the PAC with example project goal and evaluation criteria wording for guidance and use in the goal development meeting. The City will provide a summary of the meeting minutes and the resultant project goals to the PMT and PAC by Monday, March 26, 2001. 5.0 Review of Technical Memorandum #2 — Sonia Hennum Sonia Hennum presented a summary of Technical Memorandum #2: Year 2020 Future Conditions Transportation System Needs Assessment. 5.1 Forecast 2020 "No -Build" Scenario Roadway Configuration The PAC requested clarification regarding the term ""No -Build" Scenario" and what roadway improvements were assumed to be in-place under the 2020 "No -Build" Scenario. Response: Sonia Hennum clarified that the term "No -Build" typically refers to a future scenario that includes any roadway improvements that are committed and/or deemed reasonably funded, but no additional improvements. In this case, it was assumed that the year 2020 "No -Build" Scenario would be consistent with Metro's "Financially Constrained" transportation network and corresponding travel demand projections. This "Financially Constrained" model assumes a five -lane cross-section (two travel lanes in each direction plus a continuous median lane) on SW Boones Ferry Road from Kruse Way to SW Quarry Road. This does not mean that Metro (or any other agency) will be improving SW Boones Ferry Road to five -lanes, only that the region has identified this as a strategic project and has included it in the anticipated year 2020 regional roadway network under a minimal funding scenario. Action Item: KAI will provide additional text in Technical Memorandum #2 to clarify the assumed roadway configuration under the forecast year 2020 conditions. In addition, the year 2020 "No -Build" scenario will be renamed to the 2020 "Base Case" analysis scenario to avoid misinterpretation. 5.2 Forecast 2020 "No -Build" Travel Demand The PAC requested more detailed data regarding the growth in population and employment that had been assumed to generate the forecast year 2020 travel demand projections. A comment was made that the assumed 34 -percent growth rate for the Lake Oswego area over the 20 -year planning horizon seemed too high and that Lake Oswego does not possess the capability to growth at this rate. Response: Tim Collins clarified that the Metro travel demand model that was use to develop the year 2020 forecast is a regional model and, therefore, accounts for growth throughout the entire Portland metropolitan area, not only Lake Oswego. For example, he noted that there are several areas to the south of the study corridor that are slated to accommodate significant growth over the next 20 years. As such, it is likely that a portion of the travel demand associated with this growth will use the SW Boones Ferry Road corridor. Action Item: Tim Collins will coordinate at Metro to provide more detailed data regarding the regional population and employment projections (both 1994 and 2020) for the Transportation Analysis Zones (TAZs) within the study area. In addition, for Kittelson & Associates, /nc. Page 3 May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting #2 Minutes (DRAFT) comparative purposes Tim will also provide the growth projections for other similar local main street corridors within the region. 5.3 SW Boones Ferry Road/Lanewood Street Intersection The PAC questioned why the SW Boones Ferry Road/Lanewood Street -Lake Grove Elementary School intersection was not included as a study intersection when formulating the original scope of work. Response: Marc Butorac and Tom Tushner explained that the original contract and budget provided for eight study intersections that were chosen based on the PMT's initial assessment of significance. The PMT agrees that the Lanewood Street -Lake Grove Elementary School intersection is also a critical and important location to study and would agree to include it for more detailed evaluation. Action Item: The PAC will vote on whether to include the Lanewood Street -Lake Grove Elementary School intersection as a study intersection (provided the City can accommodate the contract modification for the additional work). 6.0 Additional Project Work — Marc Butorac Marc Butorac presented the PAC with four out -of -scope work items that have been raised through the ongoing project work and public involvement process so far. The PAC was asked to vote on each work item as to whether they felt it would provide useful information and should be included as an additional work task as part of a contract modification. The results of this discussion are summarized below. i6.1 Origin -Destination Travel Demand Study A vehicular issue that has been raised by the PAC and other citizens at the Public Workshop was the amount of "non -local" traffic currently using the SW Boones Ferry Road corridor as a regional or cut -through route. The PMT presented to the PAC with the opportunity to conduct an Origin -Destination Study to determine the actual relative percentage of "local" verses "through" traffic. This study will cost approximately $4,000 to $5,000. Response: The PAC voted 6-2 in favor of including an Origin - Destination Study as an additional work item in a contract modification. action Item: KAI will provide a scope -of -work and fee estimate for this additional work to the City for budget approval. 6.2 Vehicular Speed Study A second vehicular issue that has been raised by the PAC and other citizens at the Public Workshop is a concern regarding the excessive vehicle travel speeds throughout the corridor. The PMT presented the PAC with the possibility of conducting a Vehicular Speed Study at three locations along the study corridor to record the actual average travel speeds of vehicles on SW Boones Ferry Road. This study will cost approximately $950. Response: The PAC voted 5-3 against including a Vehicular Speed Study as an additional work item in a contract modification. 6.3 Additional Travel Demand Model Runs The PMT presented the PAC with the option of having Metro perform additional travel demand model runs to evaluate the potential impacts of constructing a 3 -lane cross- section on SW Boones Ferry Road, if the PAC believed that it would be a potential Kittelson & Associates, Inc. Page 4 May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting #2 Minutes (DRAFT) option for the corridor. The additional model runs will cost approximately $2,500. • Response: The PAC voted 4-2 (with 2 abstentions) against conducting the additional travel demand model runs. 6.4 Addition of the Lanewood Street -Lake Grove Elementary Intersection The PMT presented the PAC with the option of including the Lanewood Street -Lake Grove Elementary School intersection for detailed operational study. This additional work will cost approximately $800. Response: The PAC voted 8-0 in favor of including the additional study intersection. Action Item: KAI will provide a scope -of -work and fee estimate for this additional work to the Cityfor budget approval. 7.0 Streetscape/Cross-Section Design Workshop — Marc Butorac Due to time constraints, this agenda item was cut short. Marc Butorac presented the PAC with an interactive streetscape and cross-section design tool (consisting of scaled graphical foam -core cut-outs) for use in the development of roadway design alternatives. There was not enough time to use the design tools at this meeting but it was decided that it would be included in the next PAC meeting agenda. The design tools were left at the City for the PAC's use in the meantime. 8.0 Site -Specific Meetings with Business Owners — Marc Butorac Due to time constraints, this agenda item was cut short. Marc Butorac described the • intent and purpose of holding site-specific meetings with business owners along the corridor who will likely be impacted by proposed improvements on SW Boones Ferry Road. Action Item: Given the time constraints, KAI will provide a preliminary list of impacted businesses for the PAC to review and revise at the March 22, 2001 PAC meeting. KAI will then schedule site-specific meetings with the identified impacted business owners based on the PAC recommended list. 9.0 Next Steps and Meetings — Matt Finnigan: 9.1 Interim PAC Meeting (PAC Meeting #2A) An additional PAC meeting will be held on Wednesday, March 21, 2001 (3:00 to 5:00 p.m.) to develop refined project goals. 9.2 PAC Meeting #3 PAC Meeting #3 will be held on Thursday, April 12, 2001 in the City of Lake Oswego Council Chambers. It was agreed that the meeting time will be extended to 3 hours (3:00 to 6:00 p.m.). 9.3 Public Workshop #2 Public Workshop #2 will be held on Thursday, April 19, 2001 in the City of Lake Oswego Council Chambers. Kittelson & Associates, Inc. Page 5 • • May 31, 2001 Boone.s Ferry Road Corridor Study PAC Meeting #2 Minutes (DRAFT 10.0 Other Items — Matt Finnigan 10.1 Items for PAC Meeting #3 Action Items: KAI will provide the following information prior to PAC Meeting #3 • A comparative list of recommended verse and minimum roadway design standards. • A preliminary draft agenda for Public Workshop #2. • Draft Technical Memorandum #3: Alternatives Analysis Opportunities and Constraints. Kittelson & Associates, Inc. END OF MEETING MINUTES Page 6 CITY OF LAKE OSWEGO BOONES FERRY ROAD PROJECT ADVISORY COMMITTEE 0 Minutes of March 21, 2001 I. CALL TO ORDER The meeting of the Boones Ferry Road Project Advisory Committee (PAC) came to order at approximately 3:00 PM on March 21, 2001 in the Community Development Conference Room on the third floor of City Hall at 380 A Avenue, Lake Oswego, Oregon. II. ROLL CALL Members present included Jim Kronenberg, Transportation Advisory Board; Matt Finnigan, Lake Grove Neighborhood Association; Mike Buck, Lake Grove businessman; Ron Weinman, Clackamas County; and Tom Lowrey, Chair, Lake Oswego Neighborhood Action Committee. Marc Butorac and Sonia Hennum, Kittelson & Associates, were absent. Staff present was Tom Tushner. 111. WORK SESSION Committee members reviewed an information package prepared by the staff that included • suggestions from the previous PAC meeting, Tom Lowery and the City's consultant, Kittelson & Associates. (See Draft Project Goals, dated March 21, 2001). Staff explained the draft goals document also referenced the Lake Grove Neighborhood Association's goal regarding transportation. Members were also asked to provide suggestions for the agenda for the next BAC meeting by March 26, 2001. • The Committee members expressed their desire to review examples of other areas where mixed use (retail on the ground floor and residential on the second floor) was successful. Someone recalled that such mixed use had been contemplated at the time Mercantile Village was developed; however, the applicant had reported that it would not be financially feasible. A motion to adopt the Boones Ferry Road Proiect Goals was made and seconded and the motion passed unanimously. There were no votes against. The members reviewed draft language for Policy 1 and noted the policy would afford the City flexibility in locating traffic management devices as long as the installations did not adversely impact businesses. A motion to adopt the lan2uase drafted for Policv 1 was made and seconded and the motion passed unanimously. There were no votes against. City of Lake Oswego Boones Ferry Road Project Advisory Committee Page 1 of 3 Minutes of March 21, 2001 0 Committee members indicated they desired to leave decisions regarding the types of traffic control or management devices to be used to the City Engineering Department. They stressed that improvements to Boones Ferry Road should not generate increased traffic through neighborhoods. They noted that the Transportation Advisory Board (TAB) heard neighborhood requests for traffic management devices. A motion to adopt the language drafted for Policy 2, was made and seconded with the following modifications and specifications: "The City shall take whatever steps are necessary to achieve this goal." "Improvements to Boones Ferry Road shall not result in more traffic being diverted into a neighborhood." The motion passed unanimously. There were no votes against. Members observed a need for more parking and a more efficient parking configuration in the Boones Ferry Road corridor. They noted that drivers often circulated around the post office parking lot and onto Boones Ferry Road when that lot was full — adding to peak hour congestion. They observed the City had agreed to fund a parking structure in the Downtown area, and they wondered if a similar private/public partnership could be formed to achieve more parking in the corridor. They worried that parking might not be adequate to serve future businesses locating in the corridor. A motion to adopt the language drafted for Policy 3 was made and seconded. The motion passed unanimously. There were no votes against. A motion to adopt the language drafted for Policy 4 was made and seconded. The motion passed unanimously. There were no votes against. Members indicated they felt Metro's term "Main Street" was too broad. A suggestion was made to use some term that would be defined by the Lake Grove commercial district. A motion was made and seconded to adopt the language drafted for Policy 5, modified to specify that "Boones Ferry Road shall be a village main street as defined by the Lake Grove village center." The motion passed unanimously. There were no votes against. The Committee agreed that a street plan should include plans for utilities and lighting in addition to a street tree plan. A motion was made and seconded to adopt the language drafted for Policy 6, modified to specify that "A street plan shall be developed and implemented that includes, but is not limited to trees, utilities and lighting." The motion passed unanimously. There were no votes against. . The members stressed that adverse impact on business owners from corridor improvements should be minimized. They discussed how owners might be compensated City of Lake Oswego Boones Ferry Road Project Advisory Committee Page 2 of 3 Minutes of March 21, 2001 U 0 in situations where there was adverse impact to properties. The staff advised that specific procedures were already in place to address how the City acquired latld for right-of-way. A motion was made and seconded to adopt the language drafted for Policy 7, modified to specify that "Consistent with the Goals Statement for this project, the City shall minimize negative impacts to businesses along Boones Ferry Road." The motion passed unanimously. There were no votes against. The Committee acknowledged that the City's Transportation System Plan committed the City to provide pedestrian and bike facilities along all collector and arterial streets. A motion to adopt the language drafted for Policy 8, was made and seconded. The motion passed unanimously. There were no votes against. A motion to adopt the language drafted for Policy 9 was made and seconded, after language was added "and shall provide pedestrian connectivity." The motion passed unanimously. There were no votes against. The members discussed how to communicate their intention that the corridor was to be used for local travel and not as a connection between I-5 and Downtown. They observed that vehicle speeds could be reduced both through engineering of the roadway and posted speeds. They were advised that the State set speed limits along the corridor. A motion was made and seconded to modify Policy 9 to read "Boones Ferry Road shall maintain a safe, efficient environment primarily for local travel. The speed of vehicle traffic shall be reduced." The motion passed unanimously. There were no votes against. A motion was made and seconded to adopt the language of Policy 10. The motion passed unanimously. There were no votes against. A motion was made and seconded to add the following policy language: "The Lake Grove Village Center plan may accommodate convenient local and regional transit service." The motion passed unanimously. There were no votes against. IV. ADJOURNMENT There being no further business to discuss, the meeting was adjourned at approximately 5:00 PM. Respectfully Submitted Kathy Griffin Administrative Secretary 0 H:\TOM_RWO Boones Ferry Road Corridor Study\BAC3-21-01 minutes.doc City of Lake Oswego Boones Ferry Road Project Advisory Committee Page 3 of 3 Minutes of March 21, 2001 W/1 KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 • I AX (503) 273-8169 • PROJECT ADVISORY COMMITTEE MEETING AGENDA 0 0 Project: Boones Ferry Road Corridor Study Meeting: Project Advisory Committee Meeting #3 Meeting Date: Thursday, April 12, 2001 Meeting Time: 3:00 -.6:00 PM Location: City of Lake Oswego Council Chambers, 380 "A" Avenue, Lake Oswego Meeting Agenda ITEM TIME 1 Citizen Comment Period 3:00 - 3:05 2 Review and Approve Meeting Minutes for PAC Meetings #1, #2, and #2a 3:05 - 3:10 3 Review of PAC Meeting #2 and #2a 3:10 - 3:20 3 Review of Site -Specific Meetings with Business Owners 3:20 - 3:30 Review of Technical Memorandum #3: Opportunities and Constraints 3:30 - 4:00 6 Evaluate Alternatives Based on the Established Project Goals and Evaluation Criteria 4:00 - 5:30 7 Identify Areas for Further Evaluation and Refinement 5:30 - 5:45 8 1 Next Steps and Meetings 5:45 - 5:50 9 1 Other Items 5:50 - 6:00 FILENAME: H:\pmjrikW389\pw3\p.3_Qgcn,.kx KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING \ 610 SW ALDER, SUITE 700 - PORTLAND. OR 97205 • (503) 228-5230 1 AX (503) 273.8169 MEETING MINUTES SUBJECT: Boons Ferry Road Corridor Study Project Advisory Committee (PAC) Meeting #3 MEETING DATE: April 12, 2001, 3:00 PM, City of Lake Oswego Council Chambers ATTENDEES: PMT Tom Tushner, P.E. City of Lake Oswego Marc Butorac, P.E. Kittelson & Associates, Inc. Gary Katsion, P.E. Kittelson & Associates, Inc. Sonia Hennum Kittelson & Associates, Inc. Mike O'Brien Greenworks PAC Michael Buck Gubanc's Pub Tim Collins Metro Steve Corey Bank of the Northwest Matt Finnigan • Lake Grove Neighborhood Association Jim Kronenberg Transportation Advisory Board Britt Nelson Lake Forest Neighborhood Association Jeff Novak Waluga Neighborhood Association Jim Shires Oregon Business Bank Young Park Tri -Met Citizens Tom Lowery DISTRIBUTION: All present Ron Weinman Clackamas County 1.0 Citizen Comment Period -- Matt Finnigan, PAC Chairman No Citizen Comments were received at this time. 2.0 Revietir and Approve Meeting Minutes of PAC Meetings #1, #2, and #2A — Sonia Hennum, Kittelson & Associates 2.1 Meeting Minutes for PAC Meeting #1 The meeting minutes for PAC Meeting #I were unanimously approved without change. 2.2 Meeting Minutes for PAC Meeting #2 The meeting minutes for PAC Meeting #2 were unanimously approved without change. ff:\vro jfile\4389yoac3\PAC3_minutes.doc May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting # f Minutes (DRAFT) • 2.3 Meeting Minutes for PAC Meeting #2A Tom Tushner explained that the City is still in the processes of preparing the meeting minutes for PAC Meeting #2A. They will be distributed for review and approval at a later date. 3.0 Review of PAC Meeting #2A — Sonia Hennum, Kittelson & Associates 3.1 Boones Ferry Road Corridor Study Project Goals A summary of the Project Goal Statement and Project Policy Goals developed by the PAC in PAC Meeting #2A were distributed to the PAC prior to this meeting for review and comment. 3.2 Lake Grove Village Center The Project Management Team (PMT) asked the PAC for a clarification on their interpretation of and intent for the Lake Grove Village Center concept. Response: Tom Lowery clarified that his concept for the Lake Grove Village Center would include all of the commercial property that abuts Boones Ferry Road and the Lake Grove Neighborhood. He stated the desire to form a committee to present City Council with this concept and have it adopted into the City's Comprehensive Plan. The PMT suggested that this Lake Grove Village Center designation could become a follow-up recommendation of this Boones Ferry Road Corridor Plan. Michael Buck suggested that the Lake Grove Village Center concept be more than just a geographic designation and that it should be a transportation, land use, and district plan that would encompass the vision the community has for the area. 4.0 Review of Site Specific Meetings with Business Owners — Marc Butorac, Kittelson & Associates 4.1 Site Specific Meetings with Business Owners Marc Butorac gave a summary review of the purpose of and approach to the site specific meetings with the business owners along the study corridor. Following, each site specific business meeting was reviewed and the various alternatives developed for each site were presented. 4.2 Lanewood Street/Lake Grove Elementary -Andrews Furniture Concept Marc Butorac presented the proposed improvement alternative for the Lanewood Street/Lake Grove Elementary -Andrews Furniture area. Steven Corey asked what the square symbols on the graphic represented. Response: The square symbols represent the general location of existing access points (both public and private) along the corridor. The PAC asked what is the intent and purpose of the proposed Hallmark Drive extension. Response: The Hallmark Drive extension would provide internal connectivityfor the properties to the west of SW Boones Ferry Road in that area. The • extension would provide for connections between the various properties without forcing vehicles to use SW Boones Ferry Road. It would also serve to prevent cut -through Kittelson & Associates, Inc. Page 2 May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting #3 Minutes (DRAFT) traffic within the Lake Grove Elementary and Andrews Furniture internal parking lots. The PAC requested the crash rate at the Lanewood Street intersection. Response: The PAC explained that a specific crash rate for that intersection had not been determined yet but would be included as part of the updated analysis to include this location as a study intersection. The PAC did state that providing an aligned, signalized intersection would improve both operations and safety at this location and at the unsignalized Douglas Way and Red Cedar Way intersections. The proposed altnerative would also provide a signalized pedestrian crossing for the Lake Grove Elementary School. Tom Lowery suggested that if a signalized access is provided at Lanewood Street then the Douglas Way intersection could be converted to right-in/right-out only access or could be completely vacated. The PAC requested that, as part of this alternative, the specific lane geometry of the minor street approaches at the realigned Lanewood Street/SW Boones Ferry Road intersection be evaluated and that exclusive right -tum lanes be considered. Response: The PMT explained that specific intersection geometry would be evaluated as part of the alternatives refinement process. The PAC questions whether there would be a Park Land issue in acquiring some of the school property as shown in the alternative. Response: The PAC will investigate this concern. PAC Recommendation: The PAC voted unanimously to carry this alternative forward for further refinement. 4.3 Lake Grove Post Office Concept Marc Butorac presented the proposed improvement alternative for the Lake Grove Post Office Concept. Matt Finnigan suggested providing a wider throat on the proposed • Oakridge Road driveway to be more accommodating for ingress and egress turning movements. Tom Lowery recommended placing additional drop off boxes on the eastern end of the on-site median that runs parallel to Oakridge Road. PAC Recommendation: The PAC voted unanimously to carry this alternative forward for further refinement. 4.4 Lake Grove Garden Center Concept Marc Butorac presented the proposed improvement alternative for the Lake Grove Garden Center property. He stated that the owners of this property view the existing parking in front of the building as critical to the function of their business. Jeff Novak recommended evaluating the potential of using the rental property parcel as a location for additional parking. Matt Finnigan suggested that an interim improvement may be necessary to accommodate parking at this location until redevelopment occurs. Tom Lowery suggested the possibility of purchasing the houses located to the northwest of the site in order to provide one consolidated signalized access point (to be shared with Ricardo's Restaurante) aligned across from the McDonald's access on SW Boones Ferry Road. PAC Recommendation: The PAC voted unanimously to carry this alternative forward for further evaluation. 4.5 Gubanc's Pub/La Provence Bakery Concept Marc Butorac presented the proposed improvement alternative for the Gubanc's Pub/La Provence Bakery property. Under this alternative access and parking would be • combined with medical office complex property to the north. Michael Buck stated that this alternative would also require a shared parking agreement with the rental units Kittelson & Associates, Inc. Page 3 May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting N3 Minutes (DRAFT) above the La Provence Bakery. He also outline that there are topography issues that . would have to be further evaluated in order to implement this proposed alternative. Michael Buck described the significant infrastructure costs that would be associated with providing the parking field along the southern end of the property as shown in the concept. Response: Tom Tushner responded that the implementation of the concept would likely have to be a partnership between the City and the individual property owners. Michael Buck also raised a concern regarding the necessity for landscape requirement variances. PAC Recommendation: The PAC voted unanimously to continue further discussion and evaluation of this concept before making a definitive recommendation. :7 4.6 Texaco/Lake Grove Office Building Concept Marc Butorac presented the proposed improvement alternative for the Texaco/Lake Grove Office Building properties. Britt Nelson raised concerns regarding access to these properties once the Albertson's redevelopment is complete. The PAC stated that the existing Texaco driveway just to the south of the SW Firwood Road intersection is a safety hazard. The PAC recommended that this access point should be closed if possible (for example, upon redevelopment of the site). PAC Recommendation: The PAC voted unanimously to continue further discussion and evaluation of this concept before making a definitive recommendation. 4.7 Wells Fargo Bank Concept Marc Butorac presented the proposed improvement alternative for the Wells Fargo Bank property. Tom Lowery recommended relocating the existing Starbuck's driveway to align with the northern Wells Fargo Bank access. He also recommended to signalize this relocated access. PAC Recommendation: The PAC voted unanimously to continue further discussion and evaluation of this concept before making a definitive recommendation. 5.0 Discussion of Vehicular Travel Lanes — Matt Finnigan, PAC Chairman Matt Finnigan requested that the PAC discuss the issue of vehicular travel lanes throughout the study corridor. He asked each PAC member to provide his/her input on whether a five -lane cross-section is desired for the corridor. 5.1 Tom Lowery state that he believes that the segment of SW Boones Ferry Road from SW Kruse Way to Bryant Road is the key area for the Village Center concept. 5.2 Steven Corey asked that the PAC better define why the five -lane section is necessary. 5.3 Britt Nelson outlined that pedestrian and bicycle facilities along the west site of SW Boones Ferry Road near the Lake Grove Garden Center are very limited and that no buffer exists between pedestrians/bicyclists and vehicular traffic. She recommended that decreasing the number of access points should be a key focus. She also added that sidewalks and pedestrian buffers should be a priority for the corridor. 5.4 Jim Kronenberg stated that there is a substantial proportion of "through" traffic in the corridor and that traffic volumes are expected to increase substantially over the 20 -year Kittelson &Associates, Inc. Page 4 May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting; #3 Minutes (DRAFT) planning horizon. As the traffic volumes increase, he suggested that the five -lane cross- section will be necessary to maintain accessibility to the corridor businesses. 5.5 Jeff Novak suggested that the corridor may not need a continuous center lane and that it could be combined with center median treatments. He also suggested that maybe some congestion is not a bad as it may discourage non -local traffic from using SW Boones Ferry Road. 5.6 Jim Shires suggested that there may be some areas of the corridor where a five -lane section is not necessary. He would recommend providing enhanced sidewalks on both sides of the roadway but feels bike lanes may not be necessary. 5.7 Michael Buck questioned whether the full five -lane section would fit throughout the corridor. He wanted to ensure and recognize that there are state and regional requirements that would have to be met. He also recognized that accessibility to the corridor businesses is a priority. 5.8 The PAC engaged in a lengthy discussion regarding the desire to provide striped bicycle lanes along SW Boones Ferry Road. PAC members raised concerns regarding the safety of bicycles using SW Boones Ferry Road. Action Item: The PMT will evaluate further options to provide bicycle lanes on a parallel facility. 6.0 Evaluate Alternatives Agenda item #6 was not discussed due to time constraints. • 7.0 Identify Areas for Further Refinement Agenda item #7 was not discussed due to time constraints. • 8.0 Next Steps and Meetings — Matt Finnigan, PAC Chairman 8.1 Public Workshop #2 Matt Finnigan recommended postponing the upcoming Public Workshop #2 to allow the PAC and PMT more time to develop and refine the corridor alternatives. PAC Recommendation: The PAC voted unanimously to postpone Public Workshop #2 to a date to be determined at a later time. 8.2 Additional PAC Meetings Matt Finnigan suggested holding one or more additional PAC meetings in order to further develop and refine the corridor alternatives. PAC Recommendation: The PAC voted unanimously to hold two additional PAC meetings on April 19`t' (3-6 p.m.) and April 261h (3-6 p.m.). Kittelson & Associates, Inc. END OF MEETING MINUTES Page 5 • • W KITTELSON & ASSOCIATES, INC. ri TRANSPORTATION PLAN NING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 (503) 228-5230 1 AX (503) 273-8169 PROJECT ADVISORY COMMITTEE MEETING AGENDA Project: Boones Ferry Road Corridor Study Meeting: Project Advisory Committee Meeting #3A Meeting Date: Thursday, April 19, 2001 Meeting Time: 3:00 — 6:00 PM Location: City of Lake Oswego Council Chambers, 380 "A" Avenue, Lake Oswego MEETING AGENDA ITEM TIME 1 Citizen Comment Period 3:00 — 3:15 2 PMT Presentation of Technical Memorandum #3: Opportunities and Constraints 3:15 — 4:00 3 PAC Discussion of Technical Memorandum #3 4:00 — 5:30 4 Identify Areas for Further Evaluation and Refinement 5:30 — 5:45 5 Next Steps and Meetings 5:45 — 5:50. 6 Other Items 5:50 — 6:00 MENAMF' H:y+mjflk41369�n3�iuwlu..nprne.ikrc • :7 • W KITTELSON & ASSOCIATES, INC. C1 TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 FAX (503) 273.8169 PROJECT ADVISORY COMMITTEE MEETING AGENDA Project: Boones Ferry Road Corridor Study Meeting: Project Advisory Committee Meeting #3B Meeting Date: Thursday, April 26, 2001 Meeting Time: 3:00 — 6:00 PM Location: City of Lake Oswego Council Chambers, 380 "A" Avenue, Lake Oswego MEETING AGENDA 11I'LM TIME 1 Citizen Comment Period 3:00 — 3:10 2 Review and Approve Meeting Minutes for PAC Meetings #2A and #3 3:10 — 3:20 3 PMT Presentation on Potential Roadway Cross -Section, Alignment, and Intersection Alternatives 3:20 — 4:00 4 PAC Discussion of Potential Roadway Cross -Section, Alignment, and Intersection Alternatives 4:00 —4:30 5 Transit Service Alternatives Discussion 4:30 —4:50 6 Revisit Site -Specific Business Opportunities 4:50 — 5:30 5 Review Agenda for Public Meeting #2 5:30 — 5:45 6 Next Steps and Meetings 5:45 — 5:50 7 Other Items 5:50 — 6:00 RL.ENAME H,\pmJfikN31914mc3%pw3tk ag m.dno • KK KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING \ 610 SW ALDER, SUITE 700 PORTLAND, OR 97205 • (503) 228-5230 • FAX (503) 273-8169 MEETING MINUTES SUBJECT: Boones Ferry Road Corridor Study Project Advisory Committee (PAC) Meeting #3B MEETING DATE: April 26, 2001, 3:00 PM, City of Lake Oswego Council Chambers ATTENDEES: PMT Tom Tushner, P.E. City of Lake Oswego Sonia Hennum Kittelson & Associates, Inc. Gary Katsion, P.E. Kittelson & Associates, Inc. Karen Giese Kittelson & Associates, Inc. PAC Michael Buck Gubanc's Pub Tim Collins Metro Steve Corey Bank of the Northwest Matt Finnigan Jim Kronenberg Lake Grove Neighborhood Association Transportation Advisory Board Jim Shires Oregon Business Bank Jeff Novak Waluga Neighborhood Association Young Park Tri -Met DISTRIBUTION: All present Marc Butorac Kittelson & Associates Britt Nelson Lake Forest Neighborhood Association Ron Weinman Clackamas County 1.0 Citizen Comment Period — Matt Finnigan, PAC Chairman No Citizen Comments were received at this time. 2.0 Review and Approve Meeting Minutes of PAC Meetings #2A and #3 — Matt Finnigan, PAC Chairman • 2.1 Meeting Minutes for PAC Meeting #2A The meeting minutes for PAC Meeting #2A were unanimously approved without change. H: \projfi 1 eW 389�pac3\PAC3b_minutes. doc May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting #311 Minutes (DRAFT) 2.2 Meeting Minutes for PAC #3 • The meeting minutes for PAC Meeting #3 were unanimously approved with one minor typing correction. 3.0 PMT Presentation on Potential Roadway Cross -Section, Alignment, and Intersection Alternatives — Sonia Hennum, Kittelson & Associates 3.1 Roadway Cross -Section Summary The proposed cross-section has a total ROW width of 82 feet. Included are four 11 -foot travel lanes, one 12 -foot median/turn lane, two 5 -foot striped bike lanes, two 3 -foot landscape strips, and two 5 -foot sidewalks. 3.2 Lanewood Realignment The SW Boones Ferry Road/SW Lanewood Drive intersection re -alignment proposal is illustrated in Figure 3B. The intersection would be signalized in the future. This proposed re -alignment would allow Douglas Way to be restricted to right-in/right-out access. 3.3 Madrona Street The SW Boones Ferry Road/Madrona Street intersection has not been detailed out but KAI will complete the intersection details for the PAC. . 3.4 Alternatives Evaluation KAI will continue to summarize the results of the rankings of alternatives provided by the PAC. 4.0 PAC Discussion of Potential Roadway Cross -Section, Alignment, and Intersection Alternatives — Matt Finnigan, PAC Chairman 4.1 General Discussion Steve Corey noted: The red lines on the figures represent the 82 -foot ROW distances. Steve Corey noted: No buildings along the corridor have been impacted under the proposed alignment. Tom Tushner noted: The Lake Oswego TSP shows 8 -foot sidewalks and 5 -foot landscape strips, resulting in a total ROW of 92 feet. In discussions with the city planners, the 82 -foot ROW would be the near-term plan but the aim would be to eventually achieve a 92 -foot ROW (to include the 8 -foot sidewalks and 5 -foot landscape strips) as businesses are re -developed along the corridor. PMT response: Exhibit A shows the near -tern? vision while the TSP represents the long- term vision, which would not require any curb -to -curb changes. The changes to expand to the TSP cross-section would occur only on the landscape strips and sidewalks and • only if/when possible upon property redevelopment. Kittelson & Associates, Inc. Page 2 May 31, 2001 Boons Ferry Road Corridor Study PAC Meeting !l3B Minutes (DRAFT) Jim Shires asked: Why does this project have to conform to the TSP? Can we develop the 82 -foot ROW and make the long-term vision/TSP cross-section something to strive for but not make it the standard? PMT response: Besides the TSP, the 92 foot ROW will also provide the village feel the PAC expressed a desire to achieve with this project. PAC noted: Focusing on the 92 -foot ROW may discourage re -development. PMT response: the PAC can recommend to the city the 82 foot ROW. Tom will research what level of conformity with the TSP is required. Jeff Novak asked: Who authored the TSP? Who was involved in the approval? PMT noted: City Council may have to adopt a modification for approval to deviate from the TSP since it's also a land use issue. PLATT noted: Some sections of the corridor may have more than 82 feet of ROW, depending on the roadway alignment. For example, on Figure B3 in front of Andrew's Furniture, the roadway will be expanded north but the southern ROW line will not change, resulting in a ROW greater than 82 feet. Jim Kronenberg noted: He understood that the 82 -foot ROW would be the standard with expanded landscaping/sidewalks where feasible along the corridor. • Michael Buck noted: The PMT needs to emphasize that this is a preliminary design and needs to make sure the preliminary design is realistically shown. • PAC recommended: Show the breaks in the landscape strip at each of the access points. PAC: Formal recommendation is the 82 -foot ROW. 4.2 Figure B1 Matt Finnigan noted: The figures shown are prior to the Kruse Way improvements. Jim Kronenberg asked: Would the ROW near Kruse Way actually be narrowed with the proposed alignment? PMT response: The alignment north of Kruse Way has not been detailed out yet. No changes are expected/recommended in this area. Matt Finnigan suggested: For the public meeting, show how the proposed alignment will tie into the existing configurations. Tom Tushner noted: This project will likely stop at Mercantile since Boones Ferry Road north of Mercantile has been improved. Kittelson & Associates, Inc. Page 3 May .31, 2001 Boones Ferry Road Corridor Study PAC Meeting OB Minutes (DRAFT) 4.3 Figure B2 is PAC noted: Since the aerial is old, some buildings need to be added to identify their location. 4.4 Figure B3 Michael Buck asked: Can the roadway alignment be changed to provide more space to Andrew's Furniture store? KAI response: In that vicinity, there are three buildings constraining the location of the centerline (TUBS, Andrews Furniture, music store). Michael Buck noted: The center median is eliminating the left -in access for Douglas Way, KFC, etc. This is a concern for those businesses that will be affected. Maybe the driveway south of the music store can be closed and the median opened for left turns into a shared access. Steve Corey noted: Andrew's Furniture store is losing all of their customer parking. KAI response: They will gain their parking back along the side of their building with the new alignment of Lanewood along with a new signalized access. PAC suggested: Show the impacts on parking on the figures and show the entire circulation plan with the Hallmark extension/connection. • PAC suggested: Enhanced pedestrian crosswalks at the Lanewood intersection. Previous meetings resulted in having painted walks across Boones Ferry and textured concrete across Lanewood. 0 PAC Motion: Apply the same pedestrian treatments that are proposed for the Bryant intersection to the Lanewood intersection (all four pedestrian crosswalks textured colored concrete). Motion passed with 5 in favor, 3 opposed. PAC Motion: All signalized intersections will have four textured concrete pedestrian crosswalks. Motion passed unanimously. 4.5 Figure B4 Matt Finnigan requested: At the Reese Road intersections, install exclusive right -turn lanes from the minor approaches. PAC response: No support for exclusive right -turn lanes. PMT response: Can have flared lanes to allow for the free right -turn from the minor approaches. Kittelson & Associates, Inc. Page 4 0 iaay 31, 2001 Boones Ferry Road Corridor Study PAC Meeting #3B Minutes (DRAFT) PAC Motion: Explore the potential to obtain more ROW from Post Office property along Oakridge Road to allow for an exclusive right -turn lane (contingent upon the modification of the Post Office re -circulation concept). Motion passed unanimously. PAC Motion: Explore the re -alignment of the Oakridge -Reese Road/Boones Ferry Road intersection. Motion passed unanimously. Matt Finnigan noted: Four crosswalks needed at Reese Road Mike Buck response: According to Sid Pearson, a local resident who frequently crosses at the Reese Road intersection, no additional pedestrian crosswalks are needed. KAI response: A crosswalk may be able to be added with the re -alignment of Oakridge - Reese Road/Boones Ferry Road intersection. PAC noted: Need left -turn access to businesses at both ends of the proposed landscape median. May need to reduce or remove the landscape median through this portion of the corridor. 4.6 Figure B5 PAC noted that the landscape median in this section will interfere with too many businesses. They'd like to eliminate the landscape median for this portion and show it as a TWLTL instead. The landscape median option can be shown as a future alternative with back access circulation plan shown. Jeff Novak noted that instead of having a 12 -foot landscape median, it could be reduced to 2 feet and use the remaining 10 feet of ROW for additional landscape strips and sidewalk width. PAC recommended: PMT will show the five -lane cross-section for this portion of the corridor. PMT response: KAI will look at the five -lane cross-section and the landscape median as options A and B. Jeff Novak noted: It needs to be shown that there are no left -turns allowed to and from Quarry Road. Mike Buck suggested: Show the pinch points along the corridor where the ROW may need to be less than 82 feet. PAC requested: Investigate the feasibility of an additional pedestrian crossing between Bryant Road and Reese Road. Kittelson & Associates, Inc. Page S May 31, 2001 Boones Ferry Road Corridor Study PAC Meetinp # f/t Minutes (DRAFT) 4.7 Figure B6 • PAC suggested: Add a pedestrian refuge island on the southwest corner of the Bryant Road intersection to shorten the distance pedestrians need to cross over Boones Ferry Road. PAC requested: PMT investigate the impacts of widening Bryant Road to two eastbound lanes (left and through/right). PMT response: Tom Tushner explained this concept has already been evaluated as part of the Bryant Road Corridor Study and deemed undesirable. PAC Motion: Have the PMT investigate the feasibility of pedestrian refuge/new concept for pedestrians. Motion passed unanimously. 4.8 Figure B7 Sonia Hennum noted: This section does not have enough room to provide a landscape median. Matt Finnigan noted: This section of the corridor is the most dangerous. PAC recommendation: PMT re -visit the idea of the median to fit in landscaping. This might be done by consolidating driveways (Wizers, Starbucks, Roundtable Pizza). • 5.0 Transit Service Alternatives Discussion — Young Park, Tri -Met PAC Motion: Move this agenda item to the next meeting. Motion passed unanimously. Tim Collins: handed out the RTP discussion. 6.0 Revisit Site -Specific Business Opportunities Sonia Hennum requested: For sake of time, move this discussion to the next meeting. J 7.0 Review Agenda for Public Meeting #2 — Sonia Hennum, Kittelson & Associates The Lake Grove Elementary School is unavailable- may move the meeting to the Presbyterian Church. PAC requested: Add time for public feedback as a group. Shorten the formal presentation to 6:30-6:50 and have the public feedback from 6:50-7:10. Need to establish guidelines/time limits for public feedback. 8.0 Next Steps and Meetings — Sonia Hennum, Kittelson & Associates 8.1 Public Workshop #2: May 10, 6:00-8:00 p.m., location TBD 8.2 PAC Meeting #4: June 7, 3:00-5:00 p.m., City of Lake Oswego Council Chambers Kittelson & Associates, Inc. Page 6 May 31, 2001 Boones Ferry Road Corridor Study PAC Meeting 113B Minutes (DRAFT) 9.0 Other Items • 9.1 Sonia Hennum noted: Attendance at funding meetings has a big impact. • 9.2 Upcoming Public Meeting 9.2.1 Show the additional crosswalk between Bryant and Reese Road. 9.2.2 Show the crosswalk concept for the signalized intersections. 9.2.3 Need to reassure business owners that their landscaping requirements of 15 -percent are exempt with a road project (i.e., business owners will not have to sacrifice additional parking to meet the landscaping requirements). Maybe the PMT/PAC can show recommendations for mitigating parking issues. Kittelson & Associates, Inc. END OF MEETING MINUTES I'rr,;r 7. 0 IZ/KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 - FAX (503) 273-8169 PROJECT ADVISORY COMMITTEE MEETING AGENDA Project: Boones Ferry Road Corridor Study Meeting: Project Advisory Committee Meeting #4 Meeting Date: Thursday, June 7, 2001 Meeting 'Time: 3:00 — 5:00 PM Location: City of Lake Oswego Council Chambers, 380 "A" Avenue, Lake Oswego MEETING AGENDA ITEM TIME ICitizen Comment Period 3:00 — 3:10 2 Review and Approve Meeting Minutes for PAC Meeting #313 3:10 — 3:15 3 Discussion of Transit Alternatives 3:15 — 3:25 4 Review of Public Workshop #2 Issues - 3 -lane vs. 5 -lane - bicycle lanes (i.e., off corridor bike routes) - redevelopment guidelines 3:25 — 3:45 5 Review of Draft Corridor Plan 3:45 — 4:30 6 Review of Newsletter #2 4:30 — 4:40 7 Review of Public Workshop #3 Agenda and PAC's Involvement 4:40 — 4:50 8 Next Steps and Meetings 4:50 — 4:55 9 Other Items 4:55 — 5:00 IIILNAMG'. 1i %pn jfOeW389\pm4\ac4_.ge.,.d,,c K/A 1AW, KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLAN NING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 • FAX (503) 273-8169 MEETING MINUTES SUBJECT: Boones Ferry Road Corridor Study Project Advisory Committee (PAC) Meeting #4 MEETING DATE: June 7, 2001, 3:00 PM, City of Lake Oswego Council Chambers ATTENDEES: PMT Tom Tushner, P.E. City of Lake Oswego Marc Butorac, P.E. Kittelson & Associates, Inc. Sonia Hennum Kittelson & Associates, Inc. PAC Michael Buck Gubanc's Pub Tim Collins Metro Steve Corey Bank of the Northwest Matt Finnigan Lake Grove Neighborhood Association Jim Kronenberg Transportation Advisory Board Britt Nelson Lake Forest Neighborhood Association Jeff Novak Waluga Neighborhood Association Jim Shires Oregon Business Bank Young Park Tri -Met Ron Weinman Clackamas County Citizens Tom Lowery DISTRIBUTION: All present 1.0 Citizen Comment Period — Matt Finnigan, PAC Chairman Tom Lowery commented on the progress of the plan. His comments consisted of the following points: • To order to be successful and implemented, any improvements to SW Boones Ferry Road will need to be supported by the business community. • The corridor is approximately 4000 feet long. If it is widened by 10 feet, that equates to approximately one acre of land or 200 parking spaces. • Some of the project goal policy statements conflict with one another. • In Chapter 12 (Transportation) of the City's Comprehensive Plan, Goal 1 Policy 1B states that preference will be given to projects that improve the transportation system without increasing corridor width. H: projfiile\4389pac4\PAC4_minutes.doc September 4, 2001 Boones Ferry Road Corridor Study PAC Meeting #4 Minutes (DRAFT) 2.0 Review and Approve Meeting Minutes of PAC Meeting #311 — Matt Finnigan, PAC • Chairman The meeting minutes for PAC Meeting #3B were reviewed and unanimously approved. 3.0 Discussion of Transit Alternatives — Young Park, Tri -Met and Tim Collins, Metro Young Park and Tim Collins presented a summary of Tri-Met's and the region's plans for transit service to, from, and within the site vicinity. The following items were discussed: • Tri -Met is not planning to terminate the existing transit service from Route 37: North Shore. • Boones Ferry Road is designated as a Regional Bus Route and Kruse Way is designated as a Frequent Bus Route in Metro's Regional Public Transportation Plan. For corridors designated as Regional Bus Routes, the goal is to provide transit service at no greater than 15 -minute headways. However, the current service on SW Boones Ferry Road does not meet this goal. • Transit service accessibility would be improved by providing a connection between the two existing transit routes on SW Boones Ferry Road (Route 37. North Shore and Route 38: Boones Ferry Road). There currently is no transit coverage between Reese Road and Kruse Way. • Tri -Met is continually attempting to improve the accessibility, connectivity, and safety of transit service. • • Tri -Met has guidelines for bus stop placement (approximately 1 every 1000 feet), bus stop design, and lighting (for safety). • On a street such as SW Boones Ferry Road bus pullouts would not be necessary (i.e., no additional right-of-way would be required in order to provide pull-outs). By staying within the flow of general traffic, buses could also be used to provide traffic calming and slower vehicular speeds through the corridor. • Metro has plans for a regional bus connection between Terwilliger and Tualatin that would travel along SW Boones Ferry Road. The PAC suggested that a frequent noontime shuttle service between the Lake Grove commercial district and the business complexes on Kruse Way might be beneficial. It was recommended to add the general comment to the transit service recommendations in the plan that future bus stop location and design will be decided in the future at the time of service planning. Response: The PMT will add this recommendation to the transit discussion in the plan. 4.0 Review of Public Workshop #2 Issues — Marc Butorac, Kittelson & Associates Marc Butorac reviewed the issues raised in Public Workshop #2. The primary concerns were: • Maintaining a continuous five -lane cross-section (verse a three -lane cross- section); Kittelson & Associates, Inc. Page 2 September 4, 2001 Boones Ferry Road Corridor Study PAC Meeting #4 Minutes (DRAFT) • Providing bicycle lanes on the facility; and • Providing guidelines for redevelopment and implementation along the corridor. 4.1 Steve Corey commented that speed is a major issue within the corridor and needs to be addressed. Response: Tom Tushner stated that, per the PAC recommendation, the City has submitted an application to the State Speed Advisory Board to lower the posted speed on SW Boones Ferry Road to 25 mph (from the current 30 mph). In addition, Tom outlined that marry of the proposed design elements within the plan (i.e., width of travel lanes, pedestrian facilities, landscaping, and traffic signal progression and timing) will serve to dictate lower vehicular travel speeds. 4.2 Mike Buck stated that the business community still has concerns over the recommended right-of-way width of 82 -feet. He commented that the businesses are in favor of providing a center median/turn lane but are reluctant to give up more. He emphasized the desire to find an alternative bike route off of SW Boones Ferry Road. Mike also suggested that the constraint areas along the corridor should be highlighted on the corridor plan map. 4.3 Britt Nelson and Jim Shires both requested clarification on why it is necessary to provide bicycle lanes on SW Boones Ferry Road. Response: Other PAC members and the PMT responded that bicycle lanes are required in order to maintain a balanced transportation system that provides safety and efficiency for all modes of travel. There are state planning laws that require that bicycle lanes are provided on facilities such as SW Boones Ferry Road. Conformance with regional design standards and multi -modal • facility goals will be a major component for the City's success in obtaining funding for future roadway projects. In most places along the corridor bicycle lanes can be provided without significant or unmitigatable impacts to existing businesses and adjacent properties. In those areas were existing right-of-way is constrained, intern solutions have been identified until redevelopment occurs. 4.4 Jim Shires suggested that the constraint area interim solution should be highlighted and identified more clearly. Response: The PMT will outline the constraint areas and the proposed interim cross-section for these locations in the plan document. 5.0 Draft Corridor Plan Review — Matt Finnigan, PAC Chairman 5.1 Given that the material in Sections 1 through 5 of the plan was information the PAC had previously reviewed, Sonia Hennum asked the PAC members to identify any issues or concerns they saw with these chapters. Response: Tim Collins requested additional elaboration on the transit discussion in Section 4. 5.2 The PAC and PMT then reviewed Section 6 of the report item by item. The following issues were raised: 5.2.1 Right -of -Way: Jim Shires recommended highlighting that the right-of- way requirement throughout the corridor will be 82 -feet with the . exception of those areas where the narrower interim cross-section is required due to existing constraints. It was recommended to also show a Kittelson & Associates, Inc. Page 3 • 0 C September 4, 2001 Boones Ferry Road Corridor Study PAC Meeting #4 Minutes (DRAFT) typical cross-section for the constraint areas in Figure 6-1. The PAC also recommended outlining the curb -to -curb width of the roadway in addition to the total right-of-way width. Jeff Novak recommended that those areas where existing constraints exist should be identified in the plan. He also recommended emphasizing the fact that the 82 -foot cross- section is a 20 -year plan for the corridor and will be implemented over time, not in the immediate future. The PAC voted 4-3 in favor of approving the Right -of -Way component of the plan with the above- mentioned revisions. 5.2.2 Vehicular Travel Lanes: The PAC voted unanimously to approve the vehicular travel lane recommendations as described in the draft plan. 5.2.3 Traffic Signal Improvements: The PAC voted unanimously to approve the traffic signal improvements as described in the draft plan. 5.2.4 Pedestrian and Landscaping Treatments: Mike Buck commented that there are some locations (i.e., the music building) where the proposed right-of-way may be very close to the existing buildings along corridor. In these locations, and where landscaping is already provided, he would like to see some text to allow for flexibility in the design standards to allow for meandering sidewalk and landscaping treatments for aesthetic reasons. The PAC voted unanimously to approve the pedestrian and landscaping recommendations with the above addition. 5.2.5 Median Treatments: The PAC commented that the plan should identify locations where landscaped medians can be implemented with the existing corridor access configuration. The plan should recommend that landscaped median be constructed at those locations at the time of plan implementation. The PAC voted unanimously to approve the median treatment recommendations with this addition. 5.2.6 Intersection Treatments, Off -Street Concepts, Illumination Plan, Utilities Plan, Transit Plan: The PAC voted to unanimously approve these sections and recommendations as presented in the in the draft plan. 6.0 Next Steps and Meetings — Matt Finnigan, PAC Chairman 6.1 Public Workshop #3 Public Workshop #3 will be held on Thursday, June 21, 2001. Based on public comments received, the PAC recommended revising all references to the "Lake Grove Village Center" in the project vision statement and policy goals to the "Lake Grove Village. " 6.2 MTIP Public Comment Meeting Tom Tushner informed the PAC that a hearing for public comment on the MTIP project prioritization will be held on June 18, 2001. Public comment on the MTIP funding applications will be open until July 12, 2001. The PAC voted unanimously to draft a Kittelson & Associates, Inc. Page 4 September 4, 2001 Boones Ferry Road Corridor Study PAC Meeting #4 Minutes (DRAFT) letter to submit in support of funding for the SW Boones Ferry Road project. Matt • Finnigan and Tom Tushner will draft the letter. • 6.3 PAC Meeting #5 The next PAC meeting will be held on Thursday, June 28, 2001 from 3:00 to 5:00 p.m.. Kittelson & Associates, Inc. END OF MEETING MINUTES Page S • ES, INC. r �J Wr KITTELSON & ASSOCIATES, INC. • TRANSPORTATION PLANNING/TRAFFIC ENGINEERING IXNN 610 SW ALDER, SUITE 700 PORTLAND, OR 97205 • (503) 228-5230 • FAX (503) 273-8169 • L� PROJECT ADVISORY COMMITTEE MEETING AGENDA Project: Boones Ferry Road Corridor Study Meeting: Project Advisory Committee Meeting #5 Meeting Date: Thursday, June 28, 2001 Meeting Time: 3:00 — 5:00 PM Location: City of Lake Oswego Main Fire Station Conference Room MEETING AGENDA ITEM TIME 1 Citizen Comment Period 3:00 — 3:10 2 Review and Approve Meeting Minutes for PAC Meeting #4 3:10 — 3:15 3 Review of Public Workshop #3 3:15 — 3:30 4 Summary of Comments Received on the Draft Corridor Plan 3:30 — 3:45 5 Additional Comments on the Draft Corridor Plan 3:45 — 4:30 6 Next Steps and Meetings 4:30 — 4:45 7 Other Items 4:45 — 5:00 FILENAME H:\pmjfikW789%pwS�w5_ngene.Jx- KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING \ 610 SW ALDER, SUITE 700 - PORTLAND, OR 97205 • (503) 228-5230 FAX (503) 273-8169 MEETING MINUTES SUBJECT: Boones Ferry Road Corridor Study Project Advisory Committee (PAC) Meeting #5 MEETING DATE: June 28, 2001, 3:00 PM, Lake Oswego Main Fire Station Conference Room ATTENDEES: PMT Tom Tushner, P.E. City of Lake Oswego Marc Butorac, P.E. Kittelson & Associates, Inc. Gary Katsion, P.E. Kittelson & Associates, Inc. Sonia Hennum Kittelson & Associates, Inc. PAC Michael Buck Gubanc's Pub Matt Finnigan Lake Grove Neighborhood Association Jim Kronenberg Transportation Advisory Board Jeff Novak Waluga Neighborhood Association . Jim Shires Oregon Business Bank Ron Weinman Clackamas County Citizens None DISTRIBUTION: All present Tim Collins Metro Steve Corey Bank of the Northwest Britt Nelson Lake Forest Neighborhood Association Young Park Tri -Met r 1.0 Citizen Comment Period — Matt Finnigan, PAC Chairman No citizen comments were received at this time. 2.0 Review and Approve Meeting Minutes of PAC Meeting #4 — Matt Finnigan, PAC Chairman The minutes from PAC Meeting #4 were reviewed and unanimously approved by the PAC. H:\vrojfile\4389\oac5\PAC5—minutes.doc September 4, 2001 Boones Ferry Road Corridor Study PAC Meeting #S Minutes (DRAFT) 3.0 Review of Public Workshop #3 — Marc Butorac, Kittelson & Associates, Inc. Marc Butorac gave a summary of the proceedings at Public Workshop #3. He informed the PAC that the City had problems with the mailing of the meeting announcement and attendance was lower than at the previous public workshops. Matt Finnigan stated that the business community is supportive of providing a 5 -lane cross-section on Boones Ferry Road. Some business owners still are concerned about the loss of property that the proposed roadway cross-section might require. Mike Buck stated that only three corridor businesses were represented at the third public workshop. He also relayed that there were community residents at the meeting who had concerns about cut -through traffic on the neighborhood streets. Tom Tushner discussed their concerns and described the proposed signalization, coordination, and interconnect improvements that will be a part of this project and the Bryant Road improvements. Tom Tushner asked the PAC if they felt another public workshop should be held given the problems with the announcement mailing for Public Workshop #3. PAC Response: Jeff Novak suggested putting the presentation and plan material on display for people who wanted to view them. He suggested that a letter could be mailed to the project mailing list outlining all the ways people could continue to view, obtain, and comment on information about the project. Jim Kronenberg also indicated that the plan presentation to the TAB is also another forum where people can express their support/concerns for the plan. Matt Finnigan recommended that a work session be held with City Council (where the public could also attend) to present the project material before the actual public hearing. PAC Recommendation: The PAC voted unanimously to have staff prepare an additional public mailing informing the community about the upcoming TAB presentation and how they could review and comment on project materials in the meantime. Matt Finnigan informed that PAC that he would be out of town in the upcoming weeks. PAC Response: The PAC voted unanimously to have Jim Kronenberg represent the PAC as vice-chairman at any meetings or work sessions in Matt's absence. 4.0 Summary of Comments Received on Draft 1.0 of the Boones Ferry Road Corridor Plan — Sonia Hennum, Kittelson & Associates Sonia Hennum reviewed the comments and revisions that have been received to date on Draft 1.0 of the Boones Ferry Road Corridor Plan. The following revisions were noted: • Based on public comments received, change references to the "Lake Grove Village Center" to simply "Lake Grove Village;" • Indicate the potential future extension of Hallmark Drive on the concept for realigning and signalizing the Lanewood Street intersection (Figure 5-9); • Incorporating the information presented in PAC Meeting #4 into the transit service discussion and recommendations; Kittelson & Associates, Inc. Page 2 September 4, 2001 Boones Ferry Road Corridor Study PAC Meeting #5 Minutes (DRAFT) • Illustrating the constrained area cross-section and highlighting curb -to -curb . widths (as well as total right-of-way) in Figure 6-1; • Identifying areas where landscaped medians can be incorporated with the existing access configuration; and • Adding text to allow for design standard flexibility in locations where landscaping treatments already exist and/or where existing building location is adjacent to the proposed right-of-way. 5.0 Additional Comments on Draft 1.0 of the Boones Ferry Road Corridor Plan — Matt Finnigan, PAC Chairman 5.1 Matt Finnigan suggested providing a summary of the key issues and public comments that were raised throughout the plan development and how they were addressed. PMT/PAC Response: The PMT will draft a cover letter from the PAC to be submitted to the Transportation Advisory Board along with the draft report of the plan. The letter will summarize key issues that were raised throughout the plan development, how these issues were addressed, and the resultant PAC recommendations. 5.2 Mike Buck raised concerns that the parking goal had not sufficiently been addressed as part of this plan. He stated that it would likely only be accomplished and addressed later as part of the final design and implementation process. PAC Response: The PAC agreed that further parking refinements would not be possible until the final design stage. Ron Weinman stated that the on-site concepts do illustrate how parking opportunities within the corridor could be provided. It was also noted that the plan specifically recommends for further investigation into the potential for a community parking lot through an LID or other funding sources. 5.3 Matt Finnigan asked if any consideration had been given to the prioritization of improvement projects within the corridor. PMT Response: Tom Tushner stated that the prioritization and phasing of improvement projects would likely be decided during or after the final design stages because implementation and phasing are dependent on funding allocation and timing. The prioritization will also likely be affected by the detailed right-of-way needs information that will be acquired during the final design process. 5.4 Jeff Novak requested that if/when the Lanewood Street intersection is realigned and signalized, and the extension of Hallmark Drive is completed, consideration be given to restricting access at the Douglas Way/SW Boones Ferry Road intersection to right-in/right-out only or right -in only. PMT Response: The PMT will include this recommendation in the revised draft plan report. 5.5 Matt Finnigan asked if consideration had been given to providing exclusive turn lanes on the SW Oakridge Road approach at the SW Oakridge Road -Reese Kittelson & Associates, Inc. Page 3 September 4, 2001 Boones Ferry Road Corridor Study PAC Meeting #5 Minutes (DRAFT) Road/SW Boones Ferry Road intersection. Of particular concern was the potential • increase in traffic volumes on this intersection approach if/when the Lake Grove Post Office access and circulation pattern is modified. PMT Response: The PMT informed that the forecast traffic volumes developed from this planning study did not warrant the provision of exclusive turn lanes at this location. Furthermore, additional right-of-way would be needed to provide these turn lanes. As such, specific recommendations for turn lanes were not included as part of this plan. Text will be added to the plan stating that the need for exclusive side street turn lanes should be reevaluated during the more detailed final design process. 5.6 Jeff Novak stated that there is currently a significant amount of truck traffic using SW Oakridge Road and cutting through the neighborhood, even though SW Oakridge Road is posted for no truck traffic. PMT Response: Tom Tushner stated that he would investigate the truck restriction and enforcement along SW Oakridge Road. 5.7 Jim Shires noted that in Draft 1.0 of the plan the proposed raised longitudinal median in front of Quarry Road extends past the Oregon Business Bank northern access, prohibiting all left -tum ingress and egress movements. PMT Response: The PMT responded that this was a drafting error and the median length would be modified. • 6.0 Next Steps and Meetings — Matt Finnigan, PAC Chairman • 6.1 Transportation Advisory Board Presentation The PMT will present the draft Boones Ferry Road Corridor Plan to the City of Lake Oswego Transportation Advisory Board on Wednesday, July 11, 2001. The TAB will receive a copy of the plan for their review prior to the presentation. The TAB presentation will also be a forum for additional public comment on the draft plan. 7.0 Other Items — Matt Finnigan, PAC Chairman No other items were raised at this time. Kittelson do Associates, Inc. END OF MEETING MINUTES Page 4 0 9 n L_J K KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING LIS 610 SW ALDER, SUITE 700 • PORTLAND. OR 97205 • (503) 2285230 • FAX(503)273-8169 PUBLIC MEETING AGENDA Project: SW Boones Ferry Road Corridor Study Meeting: Public Meeting #1 Meeting Date: Thursday, February 15, 2001 Meeting Time: 7:00 — 9:00 PM Location: City of Lake Oswego Council Chambers, 380 "A" Avenue, Lake Oswego Meeting Agenda ITEM TIME 1 Project Team Introduction 7:00 —7:10 2 _ Project Introduction Project Purpose Project Goals Project Scope Project Schedule _ 7:10 — 7:30 3 Presentation of Existing Conditions Assessment 7:30 — 7:45 4 Visioning for the Future of SW Boones Ferry Road 7:45 — 8:15 5 _ Next Steps and Meetings 8:15 — 8:30 6 Questions and Answers/Discussion Period 8:30 — 9:00 FILENAME: H:1 "jft%4)89\(mnN IYnnl_ogtrAIA dLw PUBLIC WORKSHOP #1 Please Sign In: NAME ADDRESS CI'T'Y S T'A'T'F, 'Lill, L_ECNCwt GP.EGG 1c,41S T r-2wi'--�c,mk PL-. p c a q-71 c 9 U -7-1 P? 5i �� S I s� �a �.J - aQN� 0 3 05 mrne -F60i4,,11c �d1. !i !a X1`1=r 1N cy n,,} 3-ro� .0, c��r�� t�,c. o►�r 70� 7`1 m L %W p o\l ► S �i 1 l F; r �� r CT L__ v cr r e.. 720d low �v go U 9 Lo 7�3s— -dl �) c � 1� ��m� ro adv//• !/ten3.r /'�„� o ,�� 14 r7l? 9 c- ✓ i-�— C.� t:—K 6-- --f L& J . c C/3s--- - • Boones FerryRoad 1 1 1Study City of Lake Oswego, Oregon �NFOUN PUBLIC WORKSHOP #1 Please Sign In: NAME ADDRESS CITY STATE ZIP y�� 1��r'�.1 �c�►o�� Pzw-c �i'0� Lp-kr ©Swc-!� a -7 O 3 S- _jr�, 0--z-- o\ --I- p3< - ►J F, -o a GG -6 (5 2 'tv 5 e 21 t-3 G (3Q -v c L.,-- c --t 0 T)— O 3 Y Ate` % �u / LCA T 7cgl The project team needs your help in identifying key transportation issues within the study area, Please fill out this response form and mail it to the project team, 1. Do you (check one): ❑ live ❑ work ❑ own property ❑ own a business along the route? If so, where specifically? 2. What do you feel are the most significant transportation problems within the study area? A. Vehicular Issues B. Pedestrian/Bicycle Issues C. Landscaping/Aesthetic Issues 3. What Improvements would you like to see along the corridor? • Please list your name and address so we can mall future newsletters and meeting notices to you. NAME ADDRESS CITY STATE ZIP Return To: Tom Tushner, P.E., City of Lake Oswego Community Development Department, Engineering Division Call or Write Tom Tushner, P.E., Community Development Department, Engineering Division for more 380 "A" Avenue • P.O. Box 369 • Lake Oswego, OR 97034 Information: Phone: (503) 635-0270 • e-mail: ttushner@ci.oswego.or.us 1p All of the Boones Ferry Road Corridor Study presentation rnaterials are available on the web at www.kittelson.com/boonesferry Boones Ferry Road Corridor Study . Public Workshop #1 — February 15, 2001 Summary of Public Comments 1. Business and Neighborhood Issues • (Jim and Ben Searles-Naomi's) 1/ Not in favor of widening the road- believe the PAC needs to establish clear objectives and drive the Project Management Team needs to take this direction and present a plan that meets the objectives. Currently it appears that the Project Management Team is driving the project. • If parking were provided for business employees with well-lit passage to and from the business it would assist with customer parking. • Traffic needs to be slowed down not encouraged to go faster. More lights. Speed limit of 25mph. Roundabout at Bryant. • Improved lighting on the street. • Make the environment of a Main Street not a corridor. • Friendly environment like NW 23`x. • Discourage traffic that wants to pass through. • Parking, shopping, servicing. • DON'T TAKE BUSINESS LAND. • WORK CURB TO CURB. • Bike lane off of Boones Ferry Road- use rear access to avoid collisions at Ingress/egress points • • Perhaps more "central parking areas thus fewer driveways • Keep neighborhood business vibrant • Existing businesses cannot afford to lose frontage to support a wider street. • The Lake Grove commercial district would dramatically change if Boones Ferry were widened because a) parking would be lost b) traffic would go by faster • Need small public parking • Consolidated driveways • Eliminate some left turns • Don't widen Boones Ferry • Landscaping • Sidewalks • Shared parking • Shared driveways • No on-street parking • NO main street environment as L6 has tradition of businesses away from the street • We do not have the density of a Main Street — despite Metro • Keep parking near businesses so traffic doesn't cut through neighborhood • Environment — peaked roofs — lots of landscaping in medians — mixed use comm./residential • (Nathan Spaccarelli — Caf6 Marzocca) Slowing down traffic is essential to • business • Traffic volume is not business volume • People need to be able to turn safely and access business • One lane each direction would be good • Fast traffic could use I-5 • Business need to remain financially viable • They need safe access • Trucks need to be able to make deliveries • They need enough parking for customers • There aren't enough people in walking distance to stay in business so cars must be able to come and turn in easily and safely. 2. Vehicular Travel Issues • Speeds are a factor throughout -especially past Bryant going west- 50mph + between Bryant & Washington Ct. More traffic signals will slow traffic. • 2 lanes and turn lane will limit through and cut off traffic from Kruse way and I-5. • Determine who is using Boones Ferry now; pass through traffic or local shoppers and residents. • Maximize safety. • Make turns safer by slowing traffic. • • Slow it down. • Need to slow the traffic down -widen the sidewalks and if necessary go to two lanes and reduce the speed limit. • Also add more streetlights. • Safety and Usage: One lane each way, center turn lane, parallel parking, all in 60' of width/ Development of neighborhood public parking. • These things would result in slower traffic movement, a neighborhood vista, less safety risks, a walking habit developed through parallel parking availability. • Important to slow traffic down either with more signals and/or only two lanes with landscaping and signals as well. • Eliminate left turns by establishing two or three circles (quarry intersection), + (the Gap Madrona)+(Lanewood) where cars on inside lanes could approach the opposite direction. Right turns only out of business egresses. Slow to 25mph. • Slow down the traffic. Discourage people from using street as simply a way to somewhere else- use Kruse way for that. Give Lake Grove neighborhood feel. Slower traffic would make it easier and safer to turn left. It would make it safer for pedestrians. 3. Non -Vehicular Travel and Corridor Aesthetics • Wider sidewalks for pedestrians • Ornamental lighting and landscape buffers • • Slow vehicular traffic with one lane in each direction Improve landscaping • Make sidewalks meandering around trees, poles and be flexible as to width if needed • Street lighting should be the same as the downtown redevelopment area -street signs also! • Guess it would be too much to ask to keep Line 37 ... but we need some bus service through L.G. and Lake Oswego. • Street trees • Bus service is still an issue- Line 37 will most likely be going away, but if a goal is to reduce traffic and expand safety, we will need some mass transit in place • Aesthetic lighting -landscaping • Underground lighting! • There isn't enough pedestrian use of sidewalks to justify spending major amounts of money on sidewalks furniture, etc. There is no need for the sidewalks to be any wider than they are now. Unless you slow down the traffic, I wouldn't change from cobra lighting to ornamental lighting that wouldn't illuminate things as well. • Underground utilities • Bike access and pedestrian access -safety is always an issue • Parking would be nice in the neighborhood. • With wide sidewalks and landscape buffers -where does traffic go??? On parallel side streets? • 4. Vision For the SW Boones Ferry Road Corridor • A neighborhood area • Discourage through traffic • Not becoming a freeway • Crosswalks! • More lights • Consider roundabouts • "Main Street" environment • Slower traffic • 2 lanes and turn lane will do it • Lots of room for sidewalks, trees • Totally encourage you to adopt what Lake Grove and Lake Forest Neighborhood Plans suggest -also Waluga's if it ever gets finished!! And the Gap Plan (Wash. Lake Design District.) • Build on success and what the businesses/neighbors agreed on already • Discourage traffic just passing through • Slow traffic down • Maintain small community feel • Bury utilities • Don't disturb existing businesses by widening Boones Ferry • Agree with improved landscaping and making the street more attractive -this takes room- as a business owner this would indicate a need to reduce traffic lanes and speeds • Remain a shopping district and not a freeway alternative • Major issues include -kids to Lake Grove School -Lanewood intersection -pedestrian crossing at Oakridge -reduce speed -parking -keep traffic out of neighborhoods • Main street- neighborhood commercial, crosswalks, land use planning with transportation issues. • A commercial neighborhood with shops serving the community. Not a thoroughfare for people to speed down on their way to the freeway. A main street for Lake Grove with our own feel- not a cookie cutter of other places. • 0 C] • IZ/ KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 - PORTLAND, OR 97205 • (503) 228-5230 • FAX(503)273-8169 Project: Meeting: PUBLIC WORKSHOP #2 AGENDA Boones Ferry Road Corridor Study Public Workshop #2 Meeting Date: Thursday, May 10, 2001 Meeting'Fime: 6:00 - 8:00 PM Location: Uplands Elementary School, 2055 Wembley Park Road, Lake Oswego, OR Meeting Agenda TOPIC TIME Opportunity and Constraints Review Session #1 - Presentation Stations • Project Vision and Goals Station • Existing and Future Conditions Summary Station 6:00 — 6:30 p.m. • Cross -Section Alternatives Station • Business Accessibility and Parking Station Formal Project Presentation A PowerPoint presentation will be presented by the Project Management Team summarizing the progress of the project to date 6:30 — 7:00 p.m. and will focus primarily on the project opportunities and constraints alternatives development. Group Discussion and Question & Answer Period 7:00 — 7:15 p.m. Opportunity and Constraints Review Session #2 - Presentation Stations • Project Vision and Goals Station • Existing and Future Conditions Summary Station 7:15 — 8:00 p.m. • Cross -Section Alternatives Station • Business Accessibility and Parking Station Project Next Steps: Newsletter #2 — last week in May Public Meeting #3 — June 21, 2001 Presentation to Transportation Advisory Board —July 11, 2001 Presentation to City Council — August 7, 2001 M.ENAMF. H \ptujrt*W38"2\pw2 u8en2.dkv LAKE p•�R�p ' . oones Corridor Stqdy Fegry Road---- Cityof Oswego, • • nNF.CbN PUBLIC WORKSHOP ##2 Please Sign In: NAME ADDRESS ( IT STATE ZIP r jl NCLf"S ILS ��ci('�/ r Silk, �',�1v ��b�'►9�'S�-U�YY,�� _ (, � �7l 3S"v ��.1l�b'G )7 � Fe-rr-! c, f i a l 3 3 -n L- �� .r,�t. (/ �Z G('7 0 3 � •�- c' � a l i C-3 l D r e, `� S C U 35, -D) `D Sa J fur 5 3 �� C fi LU v o • � G �,1G L.�•�Q n �-0 4v � 5 �� l�� UZ U 3S i 111111 8 0 011• f• 11010N1N01.0 OR . 0p LAKE d,w .. �a ke° 1 1 City of Lake Oswego, - 1 1 1 i t Oregon dv PUBLIC Please Sign In: NAME ADDRESS WORKSHOP CITY #2 STATE ZIP (2�ARCJZ�S J iL e5�/f vC,4 �o5,x4Vg o e -o �'�o3T K- Dn i ✓e L v 720 b/I A- SL L p �� t l5? L) Sw 0 LU CI7D L; --- „...7.4 ��+OF LAKE O,/N,F� 1 I i i Road Corridori City of Lake Oswego, Oregon ORf60N PUBLIC WORKSHOP #2 Please Sign In: NAME ADDRESS CITY STA FI ZIP 14 G'd2 6- For more Tom Tushner, P.E., Community Development Department Information 380 "A" Avenue • P.O. Box 369 • Lake Oswego, OR 97034 Phone: (503) 635-0270 - e-mail: ttushner@ci.oswego.or.us or visit the web site at http://www.kittelson.com/boonesferry Have other comments? Please let us know. 0:4 ....................................................... e list your name and address so we can mail future nowsletters and meeting notices to you. ADDRESS CITY STATE ZIP Return To: Tom Tushner, P.E., City of Lake Oswego Community Development Department, Engineering Division OR LEAVE AT THE DOOR Boones Ferry Road Corridor Study . Public Workshop #2 —May, 2001 Summary of Public Comments Comments • I support the 14' shared bike -car lanes for the outside lanes of Boones Ferry • I support 11' car/vehicle travel lanes • I support 12' turn lanes • I support 3' landscaping on the roadsides, none in the median. The shared sidewalk even seems more appealing • I support a 78' total width, or less • I own a building on Boones Ferry Road I feel very strongly that medians will negatively impact many businesses on Boones Ferry • (Comments from Naorni's) Naomi's gets delivery of product from suppliers — often via 18 wheelers the ability of these delivery trucks to egress ---- the business • The proposed parking layout shows a 14' space between the building entrance and the beginning of the parking space in the front this needs to be tested to show that it is adequate. Also it appears the number of spots in front are reduced • Strongly desire reduced speed limits of 25 MPH max • Eliminate the bike lanes in the tight areas reducing the overall width requirement from 82' proposed to 72' • Consider speed bumps • Employee parking spot would need to have security well understood we have all female employees and safe passage is essential • The new lancewood intersection will benefit the school and children crossing Boones Ferry Road • Please show "hard exterior lines" of 82' correction • Please show stages for the final 82' and those corridor lines • Address truck access issues • Defend the necessity of including bike lanes • Show final beautification concept • Have an on site walk through with temp lanes • (Gary Miller (503) 351-4684) Bike lanes: Sidewalk Road Sidewalk Bike Bike • Put real bike lanes at sidewalk level between road and sidewalk (evergreen style, different color) • Lanewood/post office: purchase piece of corner from Chevron (unused) and put drop boxes for post office there • Stop thinking out 20 years, start thinking out 600-800 years • Shared sidewalk is a nice balance allows trees, etc. but not too expensive (i.e. separate sidewalk) • I would like striped bikelanes • I prefer ornamental lighting • Provide wide sidewalks with landscaping • • Shared bike lanes separated with "big" bumps like those on Iron Mountain • Ornamental lighting would truly bring a village feel • (Vic Keeler Vic's Auto Center 636-3070) We were promised (computer controlled traffic lights) scheduled at 25 MPH when lights were installed on Kruse/Mercantile Dr./Reese Rd. — This was never implemented! Thus no regulated speed on Boones Ferry • (Adra Barlow) You seem to have done a lot of good analysis and hard work to date. I like a lot of your suggested changes to LO school/Andreas and post office area. Changes to Naomies and Garden Center look a bit forced and awkward, but nice try • I support 82' row and would like to see as much tree wells landscape medians as possible While maintaining good business access • What about an overhead ped access in 1 or 2 places? • I would like to see another light/cross intersection between Chevron and Texaco. For instance — get rid of the limited access north of Albertsons (access to Waluga) and align it with Blockbuster or whatever • I support the 5 lane road as long as it tries to slow down traffic, increase ped access to businesses and relieves congestion back up. I would like to see it result in more access to businesses — now there are a lot of limitations due to restricted right lu/ out • How about Lake Grove Village (no center) it is simpler, more descriptive and "local" • easier to say — a bit more • Please address the entire corridor from Kruse Way to Washington Court do not put off a totally coordinated effort, (do not stop the study at Madrona) • A 3 lane corridor — slower- with wider sidewalks and landscaped areas is more compatible with a "village" concept, let the transiting drivers find another route • Eliminate the bike lanes in the tight areas nobody rides here anyway • Love the extra parking behind Gubanc's and McDonald's • In a tight right of way its not fair to have bike lanes when property owners are losing customer parking C� Community Members Participate in Corridor Study Throughout the Boones Ferry Road Corridor Study, there have been numerous opportunities for community members to identify key corridor issues, express their ideas and concerns, and offer suggestions for future transporta- tion improvements in the study area. So far, citizens have attended two public workshops and shared their thoughts with study team members through discussions, email, and written com- ments. The study's ten member Project Advisory Committee (PAC) has met seven times. PAC members have identified, reviewed, and discussed community and technical issues, existing conditions, future needs, and a variety of corridor transportation design alternatives. In addition, two Public Workshops have been held for and •attended by the Lake Grove community. These meetings enabled community members to learn about the study, its goals and objectives, and their impor- tant role in its development. Citizens have reviewed and commented on study information and contributed numerous ideas for and feedback on the future corridor alternatives. Through this public involvement process, some of the most voiced comments and issues have included: • Slowing vehicular travel speeds down in the corridor. • Maintaining the viability of and accessibility to businesses along the corridor. • Developing the corridor as a distinct and attractive community village business district. • Discouraging "cut -through" traffic, especially in the adjacent neighbor- hoods. • Enhancing the multi -modal (i.e., pedestrian, bicycle, transit) and aesthetic (i.e., landscaping, street lighting) features of the corridor. The numerous citizen comments and ideas received provided the foundation on which the PAC developed their Study Vision Statement and Goal Policies. STUDY AREA MAP CIA PROJECT VISION STATEMENT What is commonly known as the Lake Grove Area, on the west side of Lake Oswego, Oregon, shall be defined as a Village Center per Metro's 2040 Land Use vision. That definition includes the following: The Lake Grove Village commercial area, which is adjacent to both sides of Boones Ferry Road, will provide locally oriented retail and services and permit mixed second floor uses such as small office and housing. This retail is typically defined by grocery and pharmacy stores, small banks, and smaller shops and restaurants. The commercial uses are local in scale and destination, not regional. The Lake Grove Village is supported by and includes a residen- tial area of a few thousand house- holds and the local residents recog- nize and value the vitality and success of community based busi- nesses. It contains recreation and civic uses such as parks, a post office, and Lake Grove Elementary school, All these activities, retail and services, residential, recreation, civic, and school, shall be integrated and connected with an accessible and walkable street system. FINAL PUBLIC WORKSHOP --AND YOU'RE INVITED! Your input and participation have been the basis for the project development so far and will be critical to the success of this plan. Please plan now to attend this important meeting so you can review study information, look at the prelimi- nary corridor plan, and discuss your ideas one-on-one with the Project Advisory Committee and City Staff. Pleasejoin the project team for this final public workshop. As part of the workshop, the Project Management Team will provide a formal presentation of the draft corridor plan. The remainder of the evening will provide you with the opportunity to review and comment on the draft Boones Ferry Road Corridor flan. We look forward to meeting you and hearing your comments. DATE: Thursday, June 21, 2001 TIME: 6:00 - 5:00 p.m. PLACE: Uplands Elementary School 2055 Wembly Park Road, Lake Oswego • • Where Is The Study Process? What Is Happening Now? The project team is now in Step 5 of the study process. They have reviewed and evaluated numerous technical and commu- nity issues in order to develop transportation solution alterna- tives. Their efforts have resulted in the preliminary transporta- tion design alternatives and recommendations outlined in this newsletter. When combined, these components appear to be both technically feasible and responsive to the needs of the community and it's citizens. 1 January 2001 Evaluate Existing Conditions Community Input [2—February 2001 Analyze Future Conditions community Input FMarch 2001 Develop &Evaluate Alternatives Community Input /4 April 6•� Developop Circulation/, Plan Community Input 5 May/June 2001 Prepare Draft Corridor Plan 1-4 0 Cornrtiunity Input 6 June 2001 14_-----J Finalize Corridor Plan Where Do We Go From Here? Draft copies of the Boones Ferry Road Corridor Plan will be available at the City of Lake Oswego City Hall (on the web in Adobe Acrobat format at www.kittelson.com/boonesferry). Please review the plan, and bring your comments and questions to the Public Workshop on June 21, 2001. Ifyou are unable to attend the meeting, comments will be accepted until June 25, 2001. You may submit comments in writing, by email, or by calling Tom Tushner at the City of Lake Owego (see the back page of this newsletter for contact information). A revised draft plan, incorporating public comments, will be presented to the Transportation Advisory Board on July I 1 th, and to City Council on August 7th. In addition, the City is currently in the process of pursuing funding for the corridor project through the regional MTIP program. Study Goal Policies Policy 1: Business Coin munity Boones Ferry Road shall enhance the integrity and vitality ofthe local business community. Policy 2: Neighborhood Community Boones Ferry Road shall maintain and improve the integrity and livability of the residential neighborhoods in the Lake Grove Village. Alterations to Boones Ferry Road shall not result in more traffic being diverted into adjacent residential neighborhoods. The City shall take whatever steps are necessary to achieve this goal. Policy 3: Parking The City shall provide opportunities to increase parking supply and parking efficiency within the Lake Grove Village. Policy 4: Access Efficiency Boones Ferry Road shall maintain safe and efficient access to adjacent properties and public streets within the Lake Grove Village. Policy 5: Village Main Street Environment Boones Ferry Road shall be a "Village Main Street" as defined by Metro's 2040 Land Use. vision. Policy b: Aesthetics and Landscaping The Boones Ferry Road Corridor Plan shall enhance the environment, attractiveness and appeal of the Lake Grove Village through landscaping and other aesthetic improvements. A streetscape plan shall be developed and implemented that includes but is not limited to trees, utilities and lighting. I1olicy7: Right-of-Way/Geometry Consistent with the goal statement for this project, the City shall minimize negative impacts to businesses along Boones Ferry Road. Policy 8: Pedestrian and Bicycle Environment The City shall provide pedestrian connectivity between all the activities of the Lake Grove Village and shall provide a safe and pleasant environment for pedestrian and bicycle activi- ties. Policy 9: Vehicular Travel Boones Ferry Road shall maintain a safe, efficient environment primarily for local travel. The speed of vehicle travel shallbereduced. Policy 10: Transit Service The Boones Ferry Road Corridor Plan may accommodate convenient and reliable local and regional transit service. ELEMENTS OF THE PREFERRED CORRIDOR STREETSC:APE 5' 3' 5' 11' 11' 11' 11' SIDE LAND- BIKE TRAVEL TRAVEL 12' MEDIAN\ TRAVEL TRAVI WALK SCAPE LANE LANE LANE TURN LANE LANE LAW i� ® I MSI 66' ---- — CONSTRAINED CORRIDOR CROSS-SECTION 8' SIDEWALK/ '2 BIKEWAY/ TRAVEL LANDSCAPING LANE a 5' 3' S' BIKE LAND- SIDE LANE SCAPE WALK t 1' 12' a' SIDEWALK/ Toeucl BIKEWAY/ I---- 58' — • Public curb -to -curb right-of-way dedication of 66', or 58'in the interim in constraint areas (reduced from 74'in the currelit standard). • 11 -foot vehicular travel lanes to minimize potential right-of-way impacts, minimize crossing distances, and foster slower vehicular travel speeds. Continuous five -lane cross-section (with a continuous median/lett-turn lane) to enhance corridor safety, maintain accessibility to the adj acent properties, and match the existing five -lane section at all signalized intersections within the corridor. • 5 -foot on -street bicycle lanes to maintain the safety and comfort of bicyclists and to promote the increased use of cycling as a viable mode oftransportation (inconstraint areas, bike and pedestrian facilities will be combined to minimize interim right-of-way impacts). • Enhanced pedestrian facilities and street landscaping in the form of a continuous and connected 5 -foot wide sidewalk, separated from the paved roadway by a3 -foot landscaping/streetscape strip, on both sides of theroadway. CROSSWALK TREATMENTS Enhanced pedestrian crossings are proposed at all signalized intersections with concrete treatments that provide textured concrete pedestrian crosswalks on all intersection approaches, similar to that seen in downtownLake Oswego along "A"Avenue. The concrete crosswalks provide for a distinct and aesthetically pleasing streetscape look and are immediately identifiable to both vehicular traffic and pedestrians. UTILITY IMPROVEMENTS Current City of Lake Oswego policy is to underground utility infrastructure in conjunction with major roadway improvement projects. This makes the roadway streetscape cleaner and much more aesthetically pleasing. Public comments received from both the Project Advisory Committee and the Lake Grove community directed that undergrounding utilities along the corridor is strongly •desired in order to develop the aesthetic and village "main street" environment envisioned forthecorridor. CORRIDOR ILLUMINATION PLAN The roadway lighting pro- vided along a corridor plays an important role in defining the streetscape atmosphere, as well as in the facilitation of a safe and effective vehicular, pedestrian, and bicycle environment. Single -head ornamental lighting is planned for the corridor. This illumination standard provides light poles that are relatively low to the ground, spread illumination evenly throughout the roadway and roadside (i.e., sidewalk) areas, and that can be used to enhance the desired streetscape character and foster and pedestrian - friendly, village business district environment within the area. TRAVEL 1Z MtUJAN% in 1 LANE I "" I LANE LANDSCAPING LANE TURN LANE I---- 58' — • Public curb -to -curb right-of-way dedication of 66', or 58'in the interim in constraint areas (reduced from 74'in the currelit standard). • 11 -foot vehicular travel lanes to minimize potential right-of-way impacts, minimize crossing distances, and foster slower vehicular travel speeds. Continuous five -lane cross-section (with a continuous median/lett-turn lane) to enhance corridor safety, maintain accessibility to the adj acent properties, and match the existing five -lane section at all signalized intersections within the corridor. • 5 -foot on -street bicycle lanes to maintain the safety and comfort of bicyclists and to promote the increased use of cycling as a viable mode oftransportation (inconstraint areas, bike and pedestrian facilities will be combined to minimize interim right-of-way impacts). • Enhanced pedestrian facilities and street landscaping in the form of a continuous and connected 5 -foot wide sidewalk, separated from the paved roadway by a3 -foot landscaping/streetscape strip, on both sides of theroadway. CROSSWALK TREATMENTS Enhanced pedestrian crossings are proposed at all signalized intersections with concrete treatments that provide textured concrete pedestrian crosswalks on all intersection approaches, similar to that seen in downtownLake Oswego along "A"Avenue. The concrete crosswalks provide for a distinct and aesthetically pleasing streetscape look and are immediately identifiable to both vehicular traffic and pedestrians. UTILITY IMPROVEMENTS Current City of Lake Oswego policy is to underground utility infrastructure in conjunction with major roadway improvement projects. This makes the roadway streetscape cleaner and much more aesthetically pleasing. Public comments received from both the Project Advisory Committee and the Lake Grove community directed that undergrounding utilities along the corridor is strongly •desired in order to develop the aesthetic and village "main street" environment envisioned forthecorridor. CORRIDOR ILLUMINATION PLAN The roadway lighting pro- vided along a corridor plays an important role in defining the streetscape atmosphere, as well as in the facilitation of a safe and effective vehicular, pedestrian, and bicycle environment. Single -head ornamental lighting is planned for the corridor. This illumination standard provides light poles that are relatively low to the ground, spread illumination evenly throughout the roadway and roadside (i.e., sidewalk) areas, and that can be used to enhance the desired streetscape character and foster and pedestrian - friendly, village business district environment within the area. • OFF-STREET PARKING,ACCESS AND CIRCULATIONOPPORTUNITIES The complexity and constraints of the issues involved in this project also required the consideration of non-traditional approaches to develop opportunities and solutions outside the public right-of-way to benefit adjacent land uses, as well as significantly improve the safety and operation of the roadway itself. An understanding of the issues facing the adjacent properties and surrounding neighborhoods was necessary to develop a successful, community supported corridor plan that satisfies the goals and objectives of the interested and affected parties. Several preliminary system -wide circulation, parking, safety, and access opportunities have been developed to provide solutions to the issues facing the local community within the study corridor. The intent of these concepts is to identify possible opportunities to improve both the on- and off-site vehicular, bicycle, and pedestrian operations and safety, while minimizing impacts and/or enhancing the ability of the local businesses to remain viable over the next 20 -years. The enhancements included improved accessibility, increased on- site parking, more efficient on-site circulation, and reduced impacts to overal l business function. LANEWOOD STREET REALIGNMENT I AND SIGNALIZATION As part of the plan, it is proposed to realign the Lake Grove Elementary School access with SW Boones Ferry Road across from Lanewood Street and signalize the new intersection. This improvement would provide signalized access for the adjacent neighbor- hoods on both the east and west side of the SW Boones Ferry Road corridor that must currently use the unsignalized intersections at Douglas Way and Red Cedar Way. This signal would also provide an additional safe and convenient pedestrian crossing and school bus access point. The project team needs your help in finalizing the Boones Ferry Road Corridor Plan. Please fill out this response form and mail it to the project team. 1. Do you (check one): ❑ live ❑ work ❑ own property ❑ own a business along the route? If so, where specifically? 2. What do you like and dislike about the Draft Boones Ferry Road Corridor Plan (turn lanes, bike lanes, landscaping, etc.)? Likes: Dislikes: 4. General Comments ..............................................................................dam. Call or Write for more Information: Tom Tushner, P.E., Community Development Department, Engineering Division 380 "A" Avenue - P.O. Box 369 - Lake Oswego, OR 97034 Phone: (503) 635-0270 - e-mail: ttushner®ci.oswego.or.us • • 0 IZ KITTELSON & ASSOCIATES, INC. �Xj TRANSPORTATION PLAN NING/TRAFFIC ENGINEERING ILN610 SW ALDER, SUITE 700 • PORTLAND, OR 97205 • (503) 228-5230 • FAX (503) 2738169 Project: Meeting: PUBLIC WORKSHOP #3 AGENDA Boones Ferry Road Corridor Study Public Workshop #3 Meeting Date: Thursday, June 21, 2001 Meeting Time: 6:00 - 8:00 PM Location: Uplands Elementary School, 2055 Wembley Park Road, Lake Oswego, OR Meeting Agenda TOPIC TIME Corridor Plan Review Session #1 Presentation Stations will be set-up similar to Public Workshop #2 - Project Vision Statement and Policy Goals 6:00 — 6:30 p.m. - Existing and Future Conditions - Pro osed Corridor Plan _ Formal Presentation of the Draft Corridor Plan 6:30 — 7:10 p.m. Corridor Plan Review Session #2 7:10 — 8:00 p.m. FTIENAME: H:Vro)Ne%3891pnM3VnW3_agendkfinal doc E:1TEM MwnaFerry- loWn,doc 11111111111111111111111111111111 21E07DA02700 PROTTAS JEFFREY R 4625 FIRWOOD RD LAKE OSWEGO OR 97035 Nathan Spaccarelli P. 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Box 368 710 NE Holladay Street Lake Oswego, Oregon 97034 Lake Oswego, Oregon 97034 Portland, OR 97232 E:\TEMPSBoomFury_1abc15.duc Page 7 of 9 Ron Weinman Andy Cutugno Tim Collins Clackamas County Metro Metro 9101 SE Sunybrook Boulevard 600 NE Grand Avenue 600 NE Grand Avenue Cas, OR 97015 Portland, OR 97232-2736 Portland, OR 97232-2736 Ali Rodway Jim Kronenberg Henry Germond Transportation Advisory Board Transportation Advisory Board Transportation Advisory Board 1139 Westward Ho Road 15740 Springbrook Court 224 iron Mountain Blvd. Lake Oswego, Oregon 97034 Lake Oswego, Oregon 97034 Lake Oswego, Oregon 97034 Joe Cosper Jerry Woods Donna Jordan Transportation Advisory Board Transportation Advisory Board Transportation Advisory Board 18470 Pilkington Road 17110 Wall Street 8 Morningview Lane Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97034 Lake Oswego, Oregon 97035 Bob & Lynn Charles Peter Psihogios Glenda Michael Accent Lighting Andrews Furniture Bank of the Northwest 15794 Boones Ferry Road 15659 Boones FerryRoad 15780 Boones Ferry Road Lake Oswego OR 97035 Lake Oswego, OR 97035 Lake Oswego, OR 97035 Chris Bowdish Bambini's Irene Ellicott Boones Ferry Chevron PO Box 1349 16353 Bryant Road Easy Street 16337 Bryant Road Lake Oswego, OR 97035 Lake Oswego, OR 97035 Lake Oswego, OR 97035 Ltd Grill Jean Groves Mike Buck The Equity Group Groves and Company Gubanc's 4035 Douglas Way 16556 Boones Ferry Road PO Box 1461 Lake Oswego, OR 97035 Lake Oswego, OR 97035 Lake Oswego, OR 97035 Kevin Costello Christine Howell, D.C. The Hassen Company 15880 Quarry Road 15400 Boones Ferry Road Lake Oswego, OR 97035 Lake Oswego, OR 97035 Adra Barlow Jack Lundeen Darryl Eddy Interior Showcase Attorney Lake Grove Garden Center 16146 Boones FerryRoad PO Box 1146 15955 Boones Ferry Road Lake Oswego, OR 97035 Lake Oswego, OR 97035 Lake Oswego, OR 97035 Marva Price Candy Mead Beatrice Searles, Manager Mercantile Hair Salon Minuteman Press Naomi's Lamp Shop PO Box 1913 16066 Bones FerryRoad, #E 15942 Boones Ferry Road Lake Oswego, OR 97035 Lake Oswego, OR 97035 Lake Oswego, OR 97035 Nichols Susan Murray Sundays Oswego Chamber of Commerce Oakridge Medical Clinic 15630 Boones Ferry Road PO Box 368 4309 Oakridge Road Lake Oswego, Oregon 97035 Lake Oswego, OR 97034 Lake Oswego, OR 97035 E\TEMPIZ .Fcrry_I.bcl..Juc Oswego Mortgage American Family Insurance Raymond J. & Associates 15630 Boones Ferry Road 15630 Boones Feng Road 15630 Boones Ferry Road Lake Oswego, Oregon 97035 • Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Grove Flowers Papa Murphy's Today's Photo 15630 Boones Ferry Road 15630 Boones Ferry Road 15630 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Anna's Cleaners Journey's of Lake Oswego 15630 Boones Ferry Road 15835 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Pip Printing Yeatsy's 15450 Boones Ferry Road 3970 Mercantile Drive, Suite 180 A Lake Oswego, OR 97035 Lake Oswego, OR 97035 The Hasson Company Olsen Homes, Inc. The Shipping House 15450 Boones Ferry Road 15450 Boones Ferry Road 15450 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 • Ann's Nails & Skincare Seven Eleven Deja-Vu Deli 15450 Boones Ferry Road PO Box 1258 15572 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Peacock Cleaners Singha Thai Restaurant Oregon Chiropractic Center 15898 Boones Ferry Road 15902 Boones Ferry Road 15962 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Body Works Massage Andy Paris & Associates Dr. Paul Ortner 15962 Boones Feng Road 15962 Boones Ferry Road 15962 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Dr. Jeffery Sessions Bettina Bartch Schulert 15962 Boones Ferry Road 15962 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 hire Jewelers Hair Force One 1 64 Boones Ferry Road 16016 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Page 8 of 9 1L1TEMraoawPeM-1& a sAm Seattle's Best Teriyaki Subway Phil's Auto Clinic 16066 Boones Ferry Road 16066 Boones Ferry Road 16066 Boones Ferry Road It swego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Diana Cleaners Lake Grove Car Wash Blockbuster Video 16066 Boones Ferry Road 16110 Boones Ferry Road 16120 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Pecca Window and Door Aaron Brothers Art & Framing International Tours 16130 Boones Ferry Road 16130 Boones Ferry Road 16144 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Manager Donald Smith, CPA Hoff Architecture Albertson's 16325 Boones Ferry Road 16325 Boones Ferry Road 16199 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Kathleen Ellis Landscape George Guyer, P.C. Client First Group 16325 Boones Ferry Road 16325 Boones Ferry Road 16325 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 0 Equity Advantage Inc. Farmers Insurance Doug Lenhoff & Associates 16325 Boones Ferry Road 16325 Boones Ferry Road 16325 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 River City Travel Bravo Publications Bankers/Wicking 16365 Boones Ferry Road 16365 Boones Ferry Road 16365 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Metropolitan Appraisal Services Lincso Private Ledfer 16365 Boones Ferry Road 16365 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Starbucks Gentle Dental Lake Grove Dental 16398 Boones Ferry Road 16455 Boones Ferry Road 16455 Boones Ferry Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 a Physical Tehrapy t Dr. Tullis Key Bank Boones Ferry Road 16463 Boones Ferry Road 16210 Bryant Road Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Page 9 of 9 &%TEMr_1&WsA= Page 10 of 9 Rite Aid Don's Specialized Barbering Oswego Diamond 16303 Bryant Road 16351 Bryant Road 16637 Bryant Road 1 Lt�swego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Ritz Salon Big Town Hero S. Hearing 3970 Mercantile Drive 3970 Mercantile Drive 3970 Mercantile Drive Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Anna's Bridal Boutique Criscione Family Dental Piazza Fine Coffee 3970 Mercantile Drive 3975 Mercantile Drive 3975 Mercantile Drive Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Columbia Billing Service 3975 Mercantile Drive Lake Oswego, Oregon 97035 Gourmet Flair Preventative Medicine Association Providence St. Vince Health & Fitness 3975 Mercantile Drive 4015 Mercantile Drive 4015 Mercantile Drive Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 0 Tyler Bliss Jenny Brudvig, Manager Chris Duncan Timeless Toys US Bank, Lake Grove Branch Ullr's Ski Shop 16066 B Boones Ferry Road PO Box 1170 16343 Bryant Road Lake Oswego, OR 97035 Lake Oswego, OR 97035 Lake Oswego, OR 97035 Vic Keeler John Lee Vic's Auto Center, Inc. Wells Fargo 15880 Boones Ferry Road 16365 Boones Ferry Road Lake Oswego, OR 97035 Lake Oswego, OR 97035 21E08BA00403 David Hammes Marc Butorac, P.E. U.S. Bank Kittelson and Associates TENANT 15100 BOONES FERRY RD SUITE 750 Corporate Properties 5430 610 S.W. Alder, Suite 700 LAKE OSWEGO OR 97035 10220 S.E. Washingtoonn Street Portland, Oregon 97205 Portland, Oregon 97216 Britt Nelson Matt Finnigan Peter Coffey Lake Forest Neighborhood Association Lake Grove Neighborhood Association DKS Associates 5250 Royal Oaks Drive 3700 Upper Drive 1400 S.W. 5th Avenue, Suite 500 Lake Oswego, Oregon 97035 Lake Oswego, Oregon 97035 Portland, Oregon 97201 0 Hammerstad The Oregonian Lake Oswego Review Lake Oswego Mayor (C/O Lake Oswego City Hall) (C/O Lake Oswego City Hall) &XTZMrYk=st%FwTy_I"b.doc Jane Heisler Carole Dickerson Planning Department Public Information Office C16fLake Oswego City of Lake Oswego City Council (6) City of Lake Oswego (C/O Lake Oswego City Hall) Doug Schmitz Tom Tushner Mark Schoening City Manager Principal Engineer City Engineer City of Lake Oswego City of Lake Oswego City of Lake Oswego Phil Sample Fire Department Debra Siegel/Jill Keller Shirley Schultz City of Lake Oswego Citizen Information Center Secretary to the City Manager Jane McGarvin Mary van KleefBarb Johnson Administrative Secretary Reception Desk 0 Page I I of 9 EM EMNloorve,r•«ry_Ilbel I AoC LJ (VACANT) 21E08CB03100 TENANT 16032 REESE RD LAKE OSWEGO OR 97035 (INSUFFICIENT ADDRESS) 21E08CB90BOI TENANT 15938 QUARRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED UNABLE TO FORWARD) 21E07DD02200 TENANT 16650 BOONES FERRY RD LAKE OSWEGO OR 97035 (NO SUCH NUMBER) 21E08CB04300 TENANT 16000 BOONES FERRY RD LAKE OSWEGO OR 97035 DELIVERABLE AS ADDRESSED LE TO FORWARD) 21 E07DD01500 TENANT 4770 MADRONA ST LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED, UNABLE TO FORWARD) 2IE08BD03300 OCCUPANT 3830 LANEWOOD ST LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED, UNABLE TO FORWARD) K.L. Schmit Thetford & Schmit 3990 Collins Way Lake Oswego, OR 97035 (NO SUCH NUMBER) TENANT 15311 BOONES WY LAKE OSWEGO OR 97035 SCANT) )8CB01900 ANT 4270 OAK RIDGE RD LAKE OSWEGO OR 97035 RETURNED MAIL - DELETIONS (INSUFFICIENT ADDRESS) 21E08CB00300 TENANT 4225 OAK RIDGE RD LAKE OSWEGO OR 97035 (VACANT) 21E07DD04500 TENANT 16710 BOONES FERRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED UNABLE TO FORWARD) 21 E07DD02901 TENANT 16269 BOONES FERRY RD LAKE OSWEGO OR 97035 II 1111111111111 III 1111111 II 11111 (NO SUCH NUMBER) 21E08CB03300 TENANT 15979 REESE RD LAKE OSWEGO OR 97035 (RETURN TO SENDER NO LONGER HERE) 21 E07DD02600 HYDE JAY&JOYCE FAMILY LTD PO BOX 4412 PORTLAND OR 97208 (NOT DELIVERABLE AS ADDRESSED, UNABLE TO FORWARD) 21E08BD02900 TENANT 15560 BOONES FERRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED, UNABLE TO FORWARD) 21E08CB90B02 MALAGAMBA SYLVIA YOUNG 15938 QUARRY RD #B-2 LAKE OSWEGO OR 97035 (NO SUCH NUMBER) 21E08BD03200 TENANT 15870 BOONES FERRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED) Dr. Jack Henry, DMD 3990 Lake Grove Avenue Lake Oswego, OR 97035 Page 12 of 9 (INSUFFICENT ADDRESS) 21E08CB90A05&06&01 OCCUPANT 15938 QUARRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED UNABLE TO FORWARD) 21 E07DA02500&04701 &02600&04702 MANAGER ALBERTSONS INC 4541 FIRWOOD RD (NO MAIL RECEPTACLE) 21E08CB02400 TENANT 3975 LAKE GROVE AVE LAKE OSWEGO OR 97035 (INSUFFICENT ADDRESS) 21E08BA03300 TENANT 3900 KRUSE WAY PL LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED, UNABLE TO FORWARD) 21E08BC08900 TENANT 15485 BOONES FERRY RD LAKE OSWEGO OR 97035 (SUITE NUMBER?) 21E08BA00403 TENANT 15100 BOONES FERRY RD LAKE OSWEGO OR 97035 (RETURN TO SENDER - NO SUCH ADDRESS) 21E07DA02300&02200 ALLEN DENNIS F 1/2 PO BOX 20 BOISE ID 83726 (VACANT) 21E08CA01300&1400 TENANT 3855 LAKE GROVE AVE LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED) 21 E07DA01900&01800 REITER PHILIP J TRUSTEE 921 WASHINGTON #616 PORTLAND OR 97205 &Vr6MP%oomFcrry_Isbc1% 4,A (VACANT) 21E08CB03100 TENANT 160U REESE RD LPWSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED) 21E07DD02600 TENANT 16480 BOONES FERRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED) DR. SEPEHRI PARISA 15964 BOONES FERRY RD LAKE OSWEGO OR 97035 (INSUFFICIENT ADDRESS) McKay Computer 3975 Mercantile Drive Lake Oswego, Oregon 97035 (RETURN TO SENDER) 21 E07DD01800& 1700 ROBINSON LAWANA 1/2 7611 SE SOUTHGATE MILWAUKIE OR 97222 21Etf8CB02302 TENANT 3927 LAKE GROVE AVE LAKE OSWEGO OR 97035 NOT DELIVERABLE AS ADDRESSED 21E08BC00102 PROPERTY DAMAGE APPRAISERS 3975 MERCANTILE DR LAKE OSWEGO OR 97035 (INSUFFICIENT ADDRESS) 21E08CB04400 DANS HONDA/ACURA SERVICE 16088 BOONES FERRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED) Dr. Gordon Wiltshire 15965 Boones Ferry Road Lake Oswego, Oregon 97035 (INSUFFICIENT ADDRESS) Dr. Lynn Smith 3975 Mercantile Drive Lake Oswego, Oregon 97035 (INSUFFICIENT ADDRESS) Allergy Asthma & Dermatology 3975 Mercantile Drive Lake Oswego, Oregon 97035 (RETURN TO SENDER) Jim Vincent, Manager W izer's 16331 Boones Ferry Road Lake Oswego, OR 97035 (NOT DELIVERABLE AS ADDRESSED) Gail Kempler, R.N. 15963 Boones Ferry Road Lake Oswego, Oregon 97035 NOT DELIVERABLE AS ADDRESSED Sun Seekers 15790 Boones Ferry Road Lake Oswego, Oregon 97035 II:\TOM_T\WO Boones Ferry Road Corridor Study\BoonesFerry_labels.doc Page 13 of 9 (NOT DELIVERABLE AS ADDRESSED) 21E08CB03900 TENANT 16008 BOONES FERRY RD LAKE OSWEGO OR 97035 (NOT DELIVERABLE AS ADDRESSED) Dr. Gordon Wiltshire 15965 Boones Ferry Road Lake Oswego, Oregon 97035 (INSUFFICIENT ADDRESS) AADRC, LLC 3975 Mercantile Drive Lake Oswego, Oregon 97035 (INSUFFICIENT ADDRESS) Sight Shop 3975 Mercantile Drive Lake Oswego, Oregon 97035 (NOT DELIVERABLE AS ADDRESSED) 21E08CB02302 TENANT 3927 LAKE GROVE AVE LAKE OSWEGO OR 97035 NOT DELIVERABLE AS ADDRESSED The Lamb Foundation 16365 Boones Ferry Road Lake Oswego, OR 97035 January 22, 2001 Boones Ferry Road Public Comment; Log 1) Jan. 18, 2001 — Via newsletter #1 tear off. Charles M. Paulsen. Notes: A lack of left turn lanes, bike lanes, narrow sidewalks abut the street, and vegetated median dividers. Suggested improvements: Left turn lanes, bike path, wider sidewalks w/division between street and sidewalk. 2) Jan. 18, 2001 — Via newsletter #1 tear off. Kay Marshall. Notes: Needs left hand crossing center lane from Kruse Way to at least US Bank #1. The sidewalk on Boones Ferry is buckled -dangerous for pedestrians from Lake Grove Garden to Quarry Road. Suggested Improvements: Center turn lanes, something to solve Post Office problem and bad sidewalk addressed. 3) Jan. 22, 2001— Via newsletter #1 tear off. Dan' Specialized Barbering. Notes: Congestion on Boones Ferry Road. Suggested Improvements: Instead of allowing left turns on Boones Ferry Road is it possible to allow U -Turns at intersections (signals) like they do in places like Walnut Creek, CA? 4) Jan. 23, 2001— Via a telephone conversation. Jim Searles. Asked if he could added to the PAC. Jim was concerned about the impacts to his business. Jim requested to be on the PAC, after I explained the process, Jim said he would be at the open houses to provide input. • 5) Jan. 23, 2001 — Via a telephone conversation. Matt Finnigan. Called and had questions in general regarding meeting dates, times,.... I told him a letter had been sent. He mentioned the previous Boones Ferry Corridor study done by Kittelson and expressed the opinion that this should be one of the alternatives carried forward. I told him that there would be a number of alternatives that would probably be examined. 6) Jan. 24, 2001— Via newsletter #1 tear off. Cindy Olsen. Notes: Left turns across oncoming traffic, speeding issues, lack of trees, sidewalk inconsistencies and scarcity of crosswalks. Suggested improvements include turn lanes, reduced speed, trees and sidewalks. 7) Jan. 24, 2001 - Via newsletter #1 tear off. Cathleen and Larry Walker. Notes: Safe left turn across median, no bike or ped issues, and more "Hanging Basket Feeling". Construct sheltered stacking lane for southbound traffic from Kruse to Washington Court and creation of islands with flowers and shrubs. 8) Jan. 30, 2001— A letter from City to Riccardo's regarding improvements to Boones Ferry Road from Russ Cheverette. 9) Jan. 30, 2001— Via newsletter #1 tear off. Vic and Earlene Keeler. Notes: Timed signals were told this would be the #1 priority when asked years ago. Also several maintenance issues with proper street sweeping (late night/early morning) with signs notifying people. 10) Feb. 5, 2001 — Via newsletter #1 tear off. Jack and Jean Schukart. Notes: Stresses vehicular issues, with need for turn lanes and wider driveways. 0 11) February 21, 2001— Notes from the fust Open House. Miscellaneous parties. See the attached list. Major concerns included: parking, speeds, cut through • traffic, impacts to businesses, signals, pedestrians,.... 12) February 21, 2001— Phone call. David Hammes of US Bank Corporate Properties. David was alerted that the project was going on and wanted information. A letter was mailed to David on February 22, 2001 with information regarding the project. 13) February 21, 2001 — e-mail. Glenda Michael. Glenda is resigning her position on the PAC due to a job change. A fax was sent to Jack Lundeen requesting confirmation of a sub. Jack confirmed. A note was sent to the City Council via the Friday Letter (confidential version) to inform City Council. PAC members were notified via communications from Kittelson. 14) February 28, 2001 — Via newsletter #1 tear -off. Adelle Jenike. Notes vehicular issues. 15) February 28, 2001 — Via a fax from Stephen Corey, transmitting a letter from Naiomi"s Lamp Shades. 16) March 12, 2001— Via a counter visit. Tom Lowery. Requested a copy of packet for the PAC members. Sent an e-mail to Kittelson requesting additional copies. 17) May 3, 2001— Via a telephone conversation with Aimee Green of the Oregonian. She was asking about PAC, Project in general, and the Open House on May 10. 18) May 7, 2001— Jack Lundeen via telephone conversation. Jack was asking about the open house. He wanted to get more information regarding the May 10 meeting, in follow up to Adra Barlow's concerns. I directed him to the web sites, ® Kittelson's and the City's. 19) May 7, 2001— Aimee Green via a telephone conversation. Needed additional information for her story, faxed her a copy of the accident bar chart. 20) May 8, 2001— Craig Hannum stopped by the counter requesting all of the information from the PAC meetings. I directed him to the web site. He was having problems with his computer being able to download the information. He asked for a copy of all the information on the project, after some discussion he decided that he would have to find a faster computer to access the information. He owns the red buildings. He is going to attempt to download, if he is still unable, he will contact me. May 14, 2001 Craig called left a voice mail, he is interested in viewing the book. I sent Kittelson an e-mail asking when it would be ready. May 17, 2001 contacted Molly Dahms, she will pick up book for Craig. 21) May 14, 2001 — Via a telephone call, Wilna McNulty called regarding bike lanes on the roadway. She would like to see a connection made. She was sent copies of various project information about Corridor project. She was very interested in getting a connection made and said she represented approximately 80 bike riders. 22) May 14, 2001 — Via a letter from Jack Lundeen. In follow up to the open house Jack raised several concerns. Matt F called and asked about response. I will discuss with Kittelson and get back to Matt. A letter was sent to Jack and a copy of his letter will be given to the PAC. 23) May 16, 2001 — Via a phone call from Marc Butorac the nursery owners want to get together and arrange to discuss the impacts to their property. I told Marc to go ahead and arrange a meeting to discuss the issues on their site. May 17 Marc, • Sonia and Tom T met with Daryl regarding the project impacts. Daryl walked the • PMT through the two issues: parking and truck access. PMT will get back with Daryl and discuss the impacts at a later date. It appears that 8 vs. 13 parking spaces and truck access for the proposed conceptual plan do not work for Daryl. 24) May 17, 2001 — Received a copy of a petition from Rose Rummel -Fury for bike lanes on Boones Ferry Road. Sent a copy to Kittelson for inclusion in the next PAC packet. 25) May 17, 2001 — Correspondence section of the Oregonian on May 17, 2001. Two respondents: First discussed speeds and ambience of Lake Grove; second person wants area to remain "Lake Grove". 26) May 18, 2001— Via handout from Open House #2. Sherry Finnigan commented on the name, she believes it can be either a village or a center. She recommends going with the village title. She also commented that there should be a landscape strip between the sidewalk and the road. 27) May 24, 2001 — Via handout from Open House #2. Wilma McNulty letter. Issues include: Speed too fast, left turn lanes back up traffic, lack of a connection of bike lanes, sidewalks with eating areas, reduce speed to 25 mph, safe bike lanes, prohibit left turns during peak hours, provide pedestrian connection via Boones Way to Lanewood, and reduce four lanes to two. JACOMMOV_E\TOM_TNWO Boones Ferry Road Corridor Study\Public Comment Log January 2001.doc 11 • Appendix B Analysis Data 4 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPOR'r - r BOONES FERRY ROAD AT KRUSE WAY • T= 2.4% P=.902 N 11043 BOUND WEST BOUND 796 R 585 448 10 T H 4-877 �� ► 391 J L0 T= 4.6% FROM - TO -► i 0 —►-0 1 L► P=.815 1 r► j �- 219 r0 I r► 610 —► 10 ALL 292 405 0 14 38 667 0 A 23 0 T= 4.81; P=.907 1697 .4-0 T= 0% P=O. DATE OF COUNT: 12/12/00 DAY OF WEEK: Tue TIME STARTED: 07:00 TIME.ENDED: 09:00 TEV=TOTAL ENTRY VOLUME T=%TRUCKS BY APPROACH P=PHF BY APPROACH Peak Hour 08:00-09:00 TEV=2 3 5 0 Traffic Smithy (503) 641-6333 DLCF EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD ♦ • FROM - TO -► i •� 1 L► 4-1 1 r► j �- ALL 07:00-07:05 8 0 14 38 25 0 22 23 0 0 0 0 130 07:05-07:10 10 0 18 29 13 0 23 17 0 0 0 0 110 07:10-07:15 6 0 22 55 33 0 21 28 0 0 0 0 165 07:15-07:20 9 0 26 45 23 0 33 16 0 0 0 0 152 07:20-07:25 11 0 26 55 25 0 28 22 0 0 0 0 167 07:25-07:30 15 0 33 55 37 0 27 29 0 0 0 0 196 07:30-07:35 12 0 26 41 35 0 22 33 0 0 0 0 169 07:35-07:40 20 0 35 55 37 0 22 41 0 0 0 0 210 07:40-07:45 10 0 25 55 34 0 28 42 0 0 0 0 194 07:45-07:50 10 0 35 53 38 0 29 40 0 0 0 0 205 07:50-07:55 17 0 36 45 33 0 25 40 0 0 0 0 196 07:55-08:00 19 0 33 46 31 0 26 47 0 0 0 0 202 08:00-08:05 13 0 19 47 44 0 21 41 0 0 0 0 185 08:05-08:10 15 0 27 57 37 0 23 37 0 0 0 0 196 08:10-08:15 14 0 38 52 35 0 28 42 0 0 0 0 209 08:15-08:20 17 0 32 53 30 0 15 26 0 0 0 0 173 08:20-08:25 15 0 14 64 45 10 20 40 0 0 0 0 208 08:25-08:30 18 0 36 32 24 0 26 31 0 0 0 0 167 08:30-08:35 19 0 37 50 34 0 24 36 0 0 0 0 200 08:35-08:40 20 0 32 35 37 0 30 35 0 0 0 0 189 08:40-08:45 22 0 35 48 43 0 26 24 0 0 0 0 198 08:45-08:50 22 0 42 41 26 0 27 33 0 0 0 0 191 08:50-08:55 22 0 32 59 41 0 23 37 0 0 0 0 214 08:55-09:00 22 0 47 47 52 0 29 23 0 0 0 0 220 Total Survey 366 0 720 1157 812 10 598 783 0 0 0 0 4446 PHF .83 0 .81 .87 .94 .25 .88 .84 0 0 0 0 .94 % Trucks 4.9 0 4.4 1.5 3.7 0 2.5 6.5 0 0 0 0 3.7 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 3 0 0 0 0 0 0 0 Hourly Totals 07:00-08:00 147 0 329 572 364 0 306 378 0 0 0 0 2096 07:15-08:15 165 0 359 606 409 0 312 430 0 0 0 0 2281 07:30-08:30 180 0 356 600 423 10 285 460 0 0 0 0 2314 07:45-08:45 199 0 374 582 431 10 293 439 0 0 0 0 2328 08:00-09:00 I 219 0 391 585 448 10 292 405 0 0 0 0 2350 • 77 -► ITIME FROM - TO PERIOD 6 -► 99 753 5 Peak Hour 1617 ♦ 07:35-08:35 Traffic Smithy i T= 4.6% P=.919 857 TEV=1554 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND • J J L f ► A- L 07:00-07:05 07:05-07:10 07:10-07:15 07:15-07:20 07:20-07:25 07:25-07:30 07:30-07:35 07:35-07:40 07:40-07:45 07:45-07:50 07:50-07:55 07:55-08:00 08:00-08:05 08:05-08:10 08:10-08:15 08:15-08:20 08:20-OB:25 08:25-08:30 08:30-08:35 08:35-08:40 08:40-08:45 08:45-08:50 08:50-08:55 08:55-09:00 Total Survey PHF % Trucks Stopped Buses Peds Hourly Totals 07:00-08:00 07:15-08:15 07:30-08:30 07:45-08:45 08:00-09:00 Z i l r : ALL 1 INTERSECTION BOONES TURN MOVEMENT FERRY ROAD AT COUNT SUMMARY REPORT MERCANTILE DRIVE a15 -7( 0 A 0 T= 3.5% P=.928 0 N 620 0 • DATE OF COUNT: 12/12/00 O 1 1 1774 DAY OF WEEK: Tue R 58 562 0 TIME STARTED: 07:00 T 65 1 0 TIME ENDED: 09:00 H 4-157 26 1 .4-0 55 0 21 3 0 LO 93 ° T= .9% 0 T= 0% 0 1 r0 0 P=.77 0 95 P=O. 0 55 3 0 r TEV=TOTAL ENTRY VOLUME BY APPROACH 6 55 0 0 T=%TRUCKS 0 �l 1 f► P=PHF BY APPROACH 77 -► ITIME FROM - TO PERIOD 6 -► 99 753 5 Peak Hour 1617 ♦ 07:35-08:35 Traffic Smithy i T= 4.6% P=.919 857 TEV=1554 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND • J J L f ► A- L 07:00-07:05 07:05-07:10 07:10-07:15 07:15-07:20 07:20-07:25 07:25-07:30 07:30-07:35 07:35-07:40 07:40-07:45 07:45-07:50 07:50-07:55 07:55-08:00 08:00-08:05 08:05-08:10 08:10-08:15 08:15-08:20 08:20-OB:25 08:25-08:30 08:30-08:35 08:35-08:40 08:40-08:45 08:45-08:50 08:50-08:55 08:55-09:00 Total Survey PHF % Trucks Stopped Buses Peds Hourly Totals 07:00-08:00 07:15-08:15 07:30-08:30 07:45-08:45 08:00-09:00 Z i l r : ALL 1 0 1 2 25 0 1 49 0 0 0 0 79 3 0 1 1 23 0 1 36 0 0 0 0 65 1 0 2 3 26 1 5 55 0 0 0 0 93 0 0 0 7 40 0 6 42 0 0 0 0 95 1 0 1 3 25 0 6 55 0 0 0 0 91 1 0 0 2 46 0 4 64 0 0 0 0 117 1 0 1 5 43 0 5 47 0 0 0 0 102 3 0 2 7 53 0 8 66 0 0 0 0 139 4 0 1 6 37 0 8 71 0 0 0 0 127 6 0 3 4 46 0 7 70 0 0 0 0 136 2 0 2 3 45 0 8 63 0 0 0 0 123 3 0 0 8 46 0 12 68 0 0 0 0 137 3 0 2 5 49 0 7 75 0 0 0 0 141 7 0 3 6 53 0 7 55 0 0 0 0 131 8 0 1 6 47 0 8 65 1 0 0 0 136 3 0 1 1 39 0 6 49 0 0 0 0 99 8 0 4 3 54 0 10 48 4 0 0 0 131 3 0 0 6 50 0 9 63 0 0 0 0 131 5 1 2 3 43 0 9 60 0 0 0 0 123 1 0 2 2 39 0 4 72 0 0 0 0 120 3 0 0 8 67 1 8 49 0 0 0 0 136 3 1 4 5 43 0 4 54 0 0 0 0 114 5 0 0 8 43 1 12 57 0 0 0 0 126 0 0 2 5 66 0 3 53 2 2 0 0 133 75 2 35 109 1048 3 158 1386 7 2 0 0 2825 .72 .25 .88 .76 .94 0 .88 .91 .2.5 0 0 0 .949 1.3 0 0 1.8 3.6 33.3 1.9 4.9 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 3 0 0 6 0 26 0 14 51 455 1 71 686 0 0 0 0 1304 39 0 16 62 530 0 86 741 1 0 0 0 1475 51 0 20 60 562 0 95 740 5 0 0 0 1533 52 1 20 55 578 1 95 737 5 0 0 0 1544 49 2 21 58 593 2 87 700 7 2 0 0 1521 26 —1,- TIME ► TIME PERIOD FROM - TO 07:00-07:05 07:05-07:10 07:10-07:15 07:15-07:20 07:20-07:25 07:25-07:30 07:30-07:35 07:35-07:40 07:40-07:45 07:45-07:50 07:50-07:55 07:55-08:00 08:00-08:05 08:05-08:10 08:10-08:15 08:15-08:20 08:20-08:25 08:25-08:30 08:30-08:35 08:35-08:40 08:40-08:45 08:45-08:50 08:50-08:55 08:55-09:00 16 796 20 48 —►Peak Hour y PBDTJ 1598 T= 4.1%P=.924 1832 TEV=149408:45 Traffic503)641-6333 + EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND A A —► 3 .1 i ► . I ► .— L Total Survey PHF lk Trucks Stopped Buses Peds Hourly Totals 07:00-08:00 07:15-08:15 07:30-08:30 07:45-08:45 08:00-09:00 ALL 1 0 INTERSECTION TURNMOVEMENT BOONES TRED CEDAR SUMMARY REPORT S 11 A 2 T= 3.8% P=.950 1 0 N 597 A DATE OF COUNT: 12/12/00 0 O 0 1827 DAY OF WERK: Tue 0 R 5 564 28 TIME STARTED: 07:00 0 82 0 0 TIME ENDED: 09:00 •T�3 H .-21 3 �►-39 39 1 0 1 J X30 68 4 T= 2°s 0 T= 2.9s 28 0 1 54 1 0 0 P=.722 88 P=.75 0 0 0 25 9 r TEV=TOTAL ENTRY VOLUME 54 2 1 • T=°STRUCKS BY APPROACH 102 1 .1 1 r► P=PHF BY APPROACH 26 —1,- TIME ► TIME PERIOD FROM - TO 07:00-07:05 07:05-07:10 07:10-07:15 07:15-07:20 07:20-07:25 07:25-07:30 07:30-07:35 07:35-07:40 07:40-07:45 07:45-07:50 07:50-07:55 07:55-08:00 08:00-08:05 08:05-08:10 08:10-08:15 08:15-08:20 08:20-08:25 08:25-08:30 08:30-08:35 08:35-08:40 08:40-08:45 08:45-08:50 08:50-08:55 08:55-09:00 16 796 20 48 —►Peak Hour y PBDTJ 1598 T= 4.1%P=.924 1832 TEV=149408:45 Traffic503)641-6333 + EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND A A —► 3 .1 i ► . I ► .— L Total Survey PHF lk Trucks Stopped Buses Peds Hourly Totals 07:00-08:00 07:15-08:15 07:30-08:30 07:45-08:45 08:00-09:00 ALL 1 0 0 1 11 1 2 39 1 0 0 0 56 2 0 0 0 30 2 0 47 0 1 0 0 82 0 0 0 2 21 3 1 39 1 0 0 1 68 4 0 0 0 28 0 1 54 1 0 0 0 88 1 0 0 0 35 2 4 54 2 1 0 3 102 1 0 0 0 31 2 1 ..48 3 2 0 3 91 2 0 0 0 37 2 0 64 2 3 0 2 112 2 0 0 2 43 2 0 60 2 0 0 1 112 1 0 2 0 43 2 3 64 0 2 0 4 121 2 0 0 0 51 1 2 72 2 2 0 2 134 0 0 0 1 47 2 3 81 0 0 0 3 137 3 0 0 0 41 3 3 60 2 0 0 5 117 4 0 0 0 49 2 1 68 1 2 0 3 130 0 0 0 0 45 4 1 61 1 1 0 2 115 0 0 0 0 48 3 3 68 1 0 0 1 124 3 0 0 1 44 5 2 74 0 0 0 3 132 3 0 0 1 41 1 0 53 2 1 0 1 103 2 0 0 0 61 3 0 68 2 2 0 0 138 2 0 0 1 42 1 0 59 5 1 0 5 116 2 0 0 0 43 2 0 68 0 0 0 3 118 4 0 1 1 52 1 1 64 4 0 0 2 130 3 0 0 1 47 5 0 60 0 0 0 1 117 4 0 1 0 47 0 0 57 3 0 0 1 113 1 0 0 0 57 3 1 71 2 2 0 2 139 47 0 4 11 994 52 29 1453 37 20 0 48 2695 .78 0 .25 .63 .97 .58 .5 .93 .56 .56 0 .68 .962 2.1 0 0 0 4 0 0 4.1 5.4 0 0 4.2 3.9 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 3 0 0 1 0 0 0 0 19 0 2 6 418 22 2.0 682 16 11 0 24 1220 20 0 2 3 498 25 22 754 17 13 0 29 1383 22 0 2 5 550 30 18 793 15 13 0 27 1475 25 0 1 5 564 28 16 796 20 9 0 30 1494 28 0 2 5 576 30 9 771 21 9 0 24 1475 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT BOONES FERRY ROAD AT DOUGLAS WAY ► T= 4.5t P=.890 Q 709 Z 43 666 0 1033 C 1 -4-146 L► .4-0 6 J LO T= 3t 0 —► .4-0 P=.666 18 r0 24 —► �l 1 0 684103 1027 0 T= 3.1% P=.951 11130 T= 0% P=O. Ok5-7,�3 DATE OF COUNT: 12/13/00 DAY OF WEEK: Wed TIME STARTED: 07:00 TIME ENDED: 09:00 TEV=TOTAL ENTRY VOLUME T=%TRUCKS BY APPROACH P=PHF BY APPROACH Peak Hour 07:35-08:35 Traffic Smithy TEV=1863 (503) 641-6333 DJQR EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD FROM - TO —► 3 q3 I i L► -4l I r► L ALL 07:00-07:05 1 0 0 0 32 0 1 64 1 0 0 0 99 07:05-07:10 1 0 1 0 31 0 2 57 0 0 0 0 92 07:10-07:15 1 0 0 2 33 0 2 62 0 0 0 0 100 07:15-07:20 1 0 1 0 37 0 4 68 0 0 0 0 111 07:20-07:25 2 0 0 1 43 0 5 89 0 0 0 0 140 07:25-07:30 1 0 1 0 47 0 5 69 0 0 0 0 123 07:30-07:35 1 0 1 1 31 0 3 91 0 0 0 0 128 07:35-07:40 1 0 1 4 52 0 7 91 0 0 0 0 156 07:40-07:45 0 0 1 1 58 0 13 77 0 0 0 0 150 07:45-07:50 2 0 1 1 53 0 18 89 0 0 0 0 164 07:50-07:55 3 0 2 10 65 0 9 89 0 0 0 0 178 07:55-08:00 0 0 0 5 51 0 4 85 0 0 0 0 145 08:00-08:05 0 0 1 4 64 0 6 94 0 0 0 0 169 08:05-08:10 1 0 0 3 45 0 9 70 0 0 0 0 128 08:10-08:15 1 0 0 6 55 0 10 88 0 0 0 0 160 08:15-08:20 2 0 0 2 54 0 10 96 0 0 0 0 164 08:20-08:25 4 0 0 3 59 0 2 87 0 0 0 0 155 08:25-08:30 1 0 0 0 50 0 10 92 0 0 0 0 153 08:30-08:35 3 0 0 4 60 0 5 69 0 0 0 0 141 08:35-08:40 2 0 1 2 46 0 2 81 0 0 0 0 134 08:40-08:45 0 0 1 0 60 0 4 79 0 0 0 0 144 08:45-08:50 7 0 0 1 52 0 12 88 0 0 0 0 160 08:50-08:55 7 1 2 1 51 0 11 94 0 0 0 0 167 08:55-09:00 10 0 0 3 61 0 15 93 0 0 0 0 182 Total Survey 52 1 14 54 1190 0 169 1962 1 0 0 0 3443 PHF 56 0 38 57 93 0 64 .93 0 0 0 0 .946 %- Trucks 1.9 0 7.1 20.4 3.8 0 5.3 3 0 0 0 0 3.6 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 07:00-08:00 14 0 9 25 533 0 73 931 1 0 0 0 1586 07:15-08:15 13 0 9 36 601 0 93 1000 0 0 0 0 1752 07:30-08:30 16 0 7 40 637 0 101 1049 0 0 0 0 1850 07:45-08:45 19 0 6 40 662 0 89 1019 0 0 0 0 1835 08:00-09:00 38 1 5 29 657 0 96 1031 0 0 0 0 1857 • • 0 INTERSECTION TURN MOVEMENT COUNT SUMMARY RF;I )ja BOONES FERRY ROAD AT OAK RIDGE/LAKE GROVE S'1'1+1;ET S J A T= N 618 4.7% P=.882 • DATE OF COUNT: 12/13/00 0 11134 DAY OF WEEK: Wed R 18 560 40 TIME STARTED: 07:00 T TIME ENDED: 09:00 H 4-131 �� ►-137 49 J i X72 T= 5.8% T= 4.0 14 —► 4-23 P=.763 P=.778 47 2 TEV=TOTAL ENTRY VOLUME BY APPROACH T=%TRUCKS .41r► P=PHF BY APPROACH 110 —► 89 —►Peak DLCH 90 1013 35 Hour 1649 A 07:35-08:35Traffic Smithy + T= 3.6% P=.900 11138 TEV=2003 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD• FROM - TO —► i .43 '41 I F10 -r .4_ L ALL 07:00-07:05 1 1 4 3 31 2 2 52 1 2 0 1 100 07:05-07:10 2 1 4 0 29 1 8 55 1 4 2 5 112 07:10-07:15 3 0 4 2 25 2 4 53 4 1 4 4 106 07:15-07:20 3 1 3 1 25 6 6 77 0 3 1 3 129 07:20-07:25 2 4 4 3 45 1 5 54 2 3 2 3 128 07:25-07:30 3 1 4 2 37 2 3 79 0 1 4 7 143 07:30-07:35 2 0 1 2 29 4 4 80 5 3 6 6 142 07:35-07:40 1 1 6 3 37 7 5 81 6 7 0 5 159 07:40-07:45 3 2 3 2 48 4 11 84 5 4 4 12 182 07:45-07:50 3 2 3 1 61 3 10 92 4 2 3 4 188 07:50-07:55 2 2 3 1 50 3 11 86 3 5 4 6 176 07:55-08:00 3 2 7 2 51 3 11 95 4 5 0 6 189 08:00-08:05 0 0 4 3 50 2 8 72 3 0 2 5 149 08:05-08:10 6 1 1 2 33 3 3 82 2 1 0 6 140 08:10-08:15 7 0 2 1 51 6 6 84 2 6 3 2 170 08:15-08:20 3 0 7 0 47 3 9 101 1 1 2 7 181 08:20-08:25 7 2 2 1 49 1 8 79 2 2 2 6 161 08:25-08:30 9 0 3 0 35 3 6 73 1 4 1 6 141 08:30-08:35 3 2 8 2 48 2 2 84 2 5 2 7 167 08:35-08:40 4 0 8 1 40 2 6 69 5 0 2 1 138 08:40-08:45 9 2 3 1 42 3 8 78 4 3 4 3 160 08:45-08:50 9 0 5 2 52 0 2 97 4 0 2 6 179 08:50-08:55 1 2 12 2 44 7 6 89 2 7 3 9 184 08:55-09:00 5 1 4 5 64 4 6 87 2 4 1 4 187 Total Surrey 91 27 105 42 1023 74 150 1883 65 73 54 124 3711 P13F .62 .58 .88 .64 86 71 .7 93 58 81 52 82 .905 % Trucks 1.1 11.1 8.6 4.8 4.8 2.7 3.3 3.3 10.8 8.2 1.9 3.2 4.1 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 1 0 0 3 0 0 2 0 Hourly Totals 07:00-08:00 28 17 46 22 468 38 80 888 35 40 30 62 1754 07:15-08:15 35 16 41 23 517 44 83 966 36 40 29 65 1895 07:30-08:30 46 12 42 18 541 42 92 1009 38 40 27 71 1978 07:45-08:45 56 13 51 15 557 34 88 995 33 34 25 59 1960 08:00-09:00 63 10 59 20 555 36 70 995 30 33 24 62 1957 AM PEAK HOUR TURNING MOVEMENT WORKSHEET Project Name: Boones Ferry Corridor 511-6dy KITTELSON 8 ASSOCIATES, INC. Project Number: 4389 610 SW Alder, Suite 700 Analyst: k(g Portland, Oregon 97205 Date: 01.16.01 (503) 228.5230 Filename: h:.\projfjle\4389\excel\turns xis Fax: (503) 273.8169 Site Location: i 9oones Ferry Rood_.:.. Address: 9oonts; Fc;try Rd/Gkwrry:R'oad City; Lake Os' *-" State: Orl9oh '::', Street: BoonesFerry Road Total 8:30-8:45 8:15.8:30 8:00.8:15 7otai 8:30.8:45 815-8:30 8:00-8:15 7:45-8:1)C 0 15 553 21 3 127 4 2 129 6 8 144 6 2 153 5 � y 71 R T 4 N f- 274 274 18 257 6 243 6 241 8 1015 38 Street Quarry Road 7:45.8:00 8:00-8:15 8:15.8:30 8:30.8:45 Total 8:00.8:15 8:15.8:30 8:30-1:45 Total • Project Name: Project Number: Analyst: Data: Filename: AM PEAK HOUR TURNING MOVEMENT WORKSHEET Boones Ferry drrldor. Study KITTELSON a ASSOCIATES, INC. 4389 610 SW Alder, Suite 700 klg Portland, Oregon 97205 01;16.01 (503) 228.5230 ht\jirojfile\4381\excel\turns xls :: Fax: (503) 273-8169 Site Location: .................... Sw Boone,:Feriy:Aoed:::;:. 2 7:45.8:00 8:00.8:15 8:15.8:30 8:30.8:45 Total 8:00.8:15 8:15.8:30 8:30-8:45 Taal 3 Address: Boons Ftrly. �2d/�rjranY. Rood 5 165 8 City: Lake Osimjo 9 9 7 State: Oregon :. 110 93 80 98 381 Street: Boones Ferry Road Total 6 448 119 12 8:30.8:45 1 96 26 30 8:15.8:30 2 119 26 3 8:00.8:15 1 96 44 • Total 8:30.6:45 8:15-6:30 8:00-8:15 7:45.8:00 16 55 2 137 23 0 Street Bryant Road 10 201 2 7:45.8:00 8:00.8:15 8:15.8:30 8:30.8:45 Total 8:00.8:15 8:15.8:30 8:30-8:45 Taal 3 K y 3 5 165 8 5 30 9 9 7 5 " " 110 93 80 98 381 27 5 12 6 4 N F y 6c 39 30 30 23 122 8 3 3 0 2 10 14 15 16 55 10 201 2 7:45.8:00 8:00.8:15 8:15.8:30 8:30.8:45 Total 8:00.8:15 8:15.8:30 8:30-8:45 Taal 3 142 3 5 165 8 5 146 15 23 654 28 r1 LJ 40 INTERSECTION TURN MOVEMENT COUNT SUM14ARY REPORT BOONES FERRY AT MADRONA STREET/WALUGA DRIVE; LSI ♦ T= 5.2% P=.834 N 5434 ♦ DATE OF COUNT: 12/14/00 0 ( 647 DAY OF WEER: Thu R 8 424 2 TIME STARTED: 07:00 T TIME ENDED: 09:00 H .4-40 �� 1 �► -4-6 12 J L2 T= 0% T=12.51r 0 —► .4-0 P=.590 14P=.5 TEV=TOTAL ENTRY VOLUME ♦ T=%TRUCKS BY APPROACH �1 �► P=PHF BY APPROACH 26 —o. 8 _►Peak DJQT 442 32 633 6 ♦ Hour 07:55-08:55 Traffic Smithy T= 5.4* P=.869 671 TEV=1137 11(503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD ♦ ♦ ♦ FROM - TO —► 1 .43 1 L► .41 1 ALL 07:00-07:05 0 0 0 0 16 0 3 33 0 0 0 0 52 07.05-07:10 0 0 0 0 33 0 1 24 0 0 0 0 58 07:10-07:15 1 0 1 0 18 0 0 27 1 0 0 0 48 07:15-07:20 1 0 0 1 27 0 1 29 1 0 0 0 60 07:20-07:25 1 0 0 0 32 0 1 34 2 0 0 0 70 07:25-07:30 2 0 0 0 29 0 2 41 0 0 0 0 74 07:30-07:35 4 0 0 0 24 0 3 46 1 0 0 0 78 07:35-07:40 1 0 0 0 28 1 3 37 2 0 0 0 72 07:40-07:45 2 0 2 0 35 0 1 61 1 1 0 0 103 07:45-07:50 2 0 2 0 30 1 0 55 0 0 0 0 90 07:50-07:55 2 0 0 0 37 0 1 52 1 1 0 0 94 07:55-08:00 1 0 0 2 28 1 7 69 1 0 0 0 109 08:00-08:05 0 0 0 0 38 0 3 61 1 0 0 0 103 08:05-08:10 0 0 2 0 40 0 2 49 0 0 0 0 93 08:10-08:15 4 0 1 0 29 0 1 48 0 0 0 1 84 08:15-08:20 0 0 0 0 29 0 2 47 0 1 0 0 79 08:20-08:25 0 0 1 0 35 0 7 51 1 0 0 0 95 08:25-08:30 1 0 1 1 36 0 2 52 0 0 0 0 93 08:30-08:35 2 0 1 0 34 0 3 54 0 0 0 0 94 08:35-08:40 0 0 1 1 29 1 2 45 1 1 0 0 81 08:40-08:45 2 0 1 0 43 0 0 56 0 0 0 0 102 08:45-08:50 2 0 2 3 41 0 2 53 2 1 0 1 107 08:50-08:55 2 0 2 1 42 0 1 48 0 1 0 0 97 08:55-09:00 2 0 1 0 35 1 0 42 0 0 0 0 81 Total Survey 32 0 18 9 768 5 48 1114 15 6 0 2 2017 PHF .58 0 .6 .5 .84 .5 .67 .88 .5 .5 0 .5 .928 % Trucks 0 0 0 11.1 5.1 20 0 5.7 0 16.7 0 0 5.2 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 07:00-08:00 17 0 5 3 337 3 23 508 10 2 0 0 908 07:15-08:15 20 0 7 3 377 3 25 582 10 2 0 1 1030 07:30-08:30 17 0 9 3 389 3 32 628 8 3 0 1 1093 07:45-08:45 14 0 10 4 408 3 30 639 5 3 0 1 1.117 08:00-09:00 1.5 0 13 6 431 2 25 606 5 4 0 2 1109 0 • 0 N O R T H .4-3 6 T= 13t 1 P=.S INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT BOONES FERRY ROAD AT LANEWOOD STREET 5`13 T= 4.2% P=.918 1658 A DATE OF COUNT: 01/09/01 11159 DAY OF WEEK: Tue 1 638 19 1 L. J L78 42 —► TIME PERIOD FROM - TO 07:00-07:05 07:05-07:10 07:10-07:15 07:15-07:20 07.20-07:25 07:2.5-07:30 107:30-07:35 07:35-07:40 07:40-07:45 07:45-07:50 07:50-07:55 07:55-08:00 08:00-08:05 08:05-08:10 08:10-08:15 08:15-08:20 08:20-08:25 08:25-08:30 08:30-08:35 08:35-08:40 08:40-08:45 08:45-08:50 OB:50-08:55 08:55-09:00 .4-86 T= 4.50 P=.767 TIME STARTED: 07:00 TIME ENDED: 09:00 TEV=TOTAL ENTRY VOLUME T=%TRUCKS BY APPROACH P=PHF BY APPROACH 30 —► 2 1075 10 Peak Hour 1681 ♦ 07:35-08:35 Traffic Smithy T= 3.6k P=.933 11087 TEV=1873 J(503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND I L Total Survey 44 PHF .49 9. Trucks 13.6 Stopped Buses 0 Peds 0 Hourly Totals 0 07:00-08:00 24 07:15-08:15 31 07:30-08:30 34 07:45-08:45 31 08:00-09:00 20 ► -4-1 1 r► j .- 0 34 0 0 28 0 1 0 0 28 0 0 45 1 1 0 0 26 0 0 65 0 1 0 0 31• 1 0 62 0 0 0 3.8 4 0 0 0 0 0 1 0 0 46 6 0 78 1 0 0 0 38 2 0 91 0 0 0 0 59 3 0 91 2 2 0 0 59 2 0 99 0 1 0 1 0 51 1 0 93 0 0 0 54 2 0 103 1 1 0 0 62 1 0 88 0 0 0 0 50 3 0 99 0 0 0 0 43 0 0 78 0 0 0 0 66 0 0 86 2 1 0 0 50 2 0 93 1 1 0 0 44 3 0 66 1 1 0 0 60 4 0 61 1. 0 0 0 64 2 0 94 1 0 0 0 75 3 0 65 2 0 0 0 76 1 0 72 2 2 0 L 3 1 2 9 11 7 8 2 5 7 7 11 8 5 10 2 8 5 8 10 3 11 6 11 GTOG I I ALL 66 76 94 104 130 139 140 133 166 172 147 165 172 160 165 3-26 150 161 156 126 130 176 152 167 1 9 1 1202 43 2 1874 21 15 1 160 3373 .25 .5 .25 .91 .68 .25 .93 .5 .67 0 .75 .942 0 11.1 100 4.2 2.3 0 3.5 14.3 13.3 0 3.8 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 4 0 0 0 0 0 4 1 498 21 0 894 8 8 1 73 1532 1 6 1 576 27 0 1046 8 6 1 90 1793 1 7 1 626 19 2 1073 9 7 0 78 1857 1 7 0 643 21 2 107.6 8 7 0 84 1830 1 5 0 704 22 2 980 13 7 0 87 1.841 • 17J 0 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORTJ U BOONES FERRY ROAD AT KRUSE WAY ♦ T= 2.4% P=.875 N 1260 ♦ DATE OF COUNT: 12/12/00 0 11583 DAY OF WEEK: Tue 542 718 0 TIME ENDED D18:0000 T TIME H 4-899 �� i �► �-0 855 j L0 T= .7% T= 00, 0 —► 4-0 P=.885 P=O. 310 0 r TEV=TOTAL ENTRY VOLUME • T=%TRUCKS BY APPROACH .�r► P=PHF BY APPROACH 1165—► 0 —► DLCG 357 728 0 Peak Hour 1028 • 16:45-17:45Traffic Smithy T= .9% P=.910 1085 TEV=3510 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD • �► • I ► • L FROM - TO —► �� 1 �l t S ALL 16:00-16:05 31 0 81 53 65 0 39 60 0 0 0 0 329 16:05-16:10 28 0 60 45 48 0 34 53 0 0 0 0 268 16:10-16:15 25 0 72 64 46 0 27 54 0 0 0 0 288 16:15-16:20 33 0 69 54 52 0 24 45 0 0 0 0 277 16:20-16:25 26 0 56 53 65 0 26 56 0 0 0 0 282 16:25-16:30 30 0 60 41 49 0 34 571 0 0 0 0 271 16:30-16:35 35 0 61 62 47 0 32 49 0 0 0 0 286 16:35-16:40 30 0 59 51 66 0 40 59 0 0 0 0 305 16:40-16:45 34 0 70 33 49 0 23 54 0 0 0 0 263 16:45-16:50 15 0 71 45 51 0 29 66 0 0 0 0 277 16:50-16:55 26 0 78 42 50 0 27 56 0 0 0 0 279 16:55-17:00 29 0 62 52 63 0 30 44 0 0 0 0 280 17:00-17:05 24 0 64 52 51 0 32 61 0 0 0 0 284 17:05-17:10 25 0 66 56 86 0 22 58 0 0 0 0 313 17:10-17:15 22 0 72 41 63 0 25 62 0 0 0 0 285 17:15-17:20 20 0 78 45 63 0 31 71 0 0 0 0 308 17:20-17:25 26 0 73 46 62 0 32 58 0 0 0 0 297 17:25-17:30 35 0 50 58 71 0 34 59 0 0 0 0 307 17:30-17:35 23 0 86. 28 34 0 36 57 0 0 0 0 264 17:35-17:40 32 0 79 38 64 0 32 80 0 0 0 0 325 17:40-17:45 33 0 76 39 60 0 27 56 0 0 0 0 291 17:45-17:50 22 0 85 28 46 0 26 53 0 0 0 0 260 17:50-17:55 20 0 57 44 55 0 39 62 0 0 0 0 277 17:55-18:00 32 0 57 40 49 0 25 42 0 0 0 0 245 Total Survey 656 0 1642 1110 1355 0 726 1372 0 0 0 0 6861 PHF .86 0 .89 .85 .85 088 .93 0 0 0 0 .962 % Trucks .6 0 .8 2.6 2.1 0 1.1 .8 0 0 0 0 1.4 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 16:00-17:00 342. 0 799 595 651 0 365 653 0 0 0 0 3405 16:15-17:15 329 0 788 582 692 0 344 667 0 0 0 0 3402 16:30-17:30 321 0 804 583 722 0 357 697 0 0 0 0 3484 16:45-17:45 310 0 855 542 718 0 357 728 0 0 0 0 3510 17:00-18:00 314 0 843 515 704 0 361 719 0 0 0 0 3456 0 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT BOONES FERRY ROAD AT MERCANTILE DRIVE 5-1 ♦ T= 1.5% P=.940 N 1035 R 27 1004 4 1102 T H 1-113 �3 ! L► -4-25 DATE OF ('()UNT: 12/12/00 DAY OF WEEK: Tue TIME STAR`T'ED . 16:00 TIME ENDED: 18:00 64 J til BOUND T= 0%; NORTH BOUND T= 0 0 BOUND 5 —► r1 TIME PERIOD P=.797 ♦ P=.446 164 13 r ♦ TEV=TOTAL ENTRY VOLUME ♦ T=%TRUCKS BY APPROACH .1 r)'12 —► P=PHF BY APPROACH ' —► 233 j —► -41 85 1027 3 Peak Hour L 11181 ♦ 16:30-17:30 11(503) Traffic Smithy + T= 1% P=.868 11115 TEV=2408 641-6333 dj EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD ♦ ♦ FROM - TO —► 1 .41 j L► -41 1 r► L ALL , 16:00-16:05 13 0 4 2 89 0 9 91 0 0 0 0 208 16:05-16:10 13 0 4 8 81 0 2 84 0 1 0 0 193 16:10-16:15 6 1 5 2 77 2 3 85 0 1 1 1 184 16:15-16:20 14 1 5 4 82 1 8 71 0 0 0 0 186 16:20-16:25 13 0 3 4 90 0 10 70 2 1 1 0 194 16:25-16:30 17 2 6 3 68 0 6 85 0 1 1 4 193 16:30-16:35 10 0 3 3 88 1 11 80 1 0 0 0 197 16:35-16:40 15 0 3 1 90 1 7 100 0 0 0 1 218 16:40-16:45 21 0 9 2 89 0 2 68 0 1 0 0 192 16:45-16:50 14 1 10 0 81 0 9 77 0 0 0 1 193 16:50-16:55 12 0 4 0 64 0 9 100 0 0 0 0 189 16:55-17:00 11 1 5 3 86 0 2 72 0 1 0 1 182 17:00-17:05 16 1 7 1 71 0 10 79 0 1 0 0 186 17:05-17:10 20 0 10 5 95 0 8 90 0 1 1 4 234 17:10-17:15 11 1 3 5 87 1 6 62 1 4 0 1 182 117:15-17:20 13 0 7 4 73 0 5 110 0 1 0 2 215 17:20-17:25 9 0 1 3 78 1 7 106 1 2 0 1 209 17:25-17:30 12 1 2 0 102 0 9 83 0 2 0 0 211 17:30-17:35 17 0 3 4 66 1 4 95 1 0 1 0 192 17:35-17:40 8 0 3 4 77 0 3 92 2 0 0 0 189 17:40-17:45 7 0 1 0 107 1 2 83 0 1 1 1 204 17:45-17:50 9 0 1 1 69 0 6 89 0 0 0 0 175 17:50-17:55 7 1 7 6 72 1 5 70 1 2 0 0 172 17:55-18:00 10 0 2 3 70 0 7 72 1 0 0 0 165 Total Survey 298 10 108 68 1952 10 150 2014 10 20 6 17 4663 PHF .82 .63 .7 .48 .94 .5 .89 .86 .38 .46 .25 .39 .948 % Trucks 0 0 0 2.9 1.5 0 1.3 .9 0 0 0 0 1.1 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 6 0 0 2 0 0 1 0 Hourly Totals 16:00-17:00 159 6 61 32 985 5 78 983 3 6 3 8 2329 16:15-17:15 174 7 68 31 991 4 88 954 4 10 3 12 2346 16:30-17:30 164 5 64 27 1004 4 85 1027 3 13 1 11 2408 16:45-17:45 150 5 56 29 987 4 74 1049 5 13 3 11 2386 17:00-18:00 139 4 47 36 967 5 72 1031 7 14 3 9 2334 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT BOONES FERRY ROAD AT RED CEDAR WAY 2 • T= 1.4% P=.927 N1198 ♦ DATE OF COUNT: 12/12/00 p + 1078 DAY OF WEEK: Tue R 9 1143 46 TIME STARTED: 16:00 T TIME ENDED: 17:55 H .4-29 .4jt► —77 3 J X47 T= 4.5% T= 2.5% 0 —► .4-1 P=.519 P=.740 24 29 j TEV=TOTAL ENTRY BY VOLUME T=%-TRUCKS APPROACH 4-1I r► P=PHF BY APPROACH 27 —► 79 — PBDS 19 1028 33 Peak Hour 1196 A 16:35-17:35 Traffic Smithy T= 1.1% P=.885 1080 TEV=2382 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD FROM - TO —so.1 • �3 1 �► +1 • I f ► r _ � ALL 16:00-16:05 0 0 0 0 ill 2 4 92 2 1 0 4 216 16:05-16:10 3 0 0 0 99 5 3 88 0 2 0 0 200 16:10-16:15 3 0 0 0 79 1 0 88 5 0 0 2 178 16:15-16:20 2 0 0 0 94 1 0 73 3 2 0 2 177 16:20-16:25 0 0 0 3 101 5 0 75 1 0 0 2 187 16:25-16:30 1 1 1 0 93 4 2 79 1 4 0 5 191 16:30-16:35 1 0 0 2 81 6 0 85 1 1 0 4 181 16:35-16:40 0 0 0 2 113 5 2 99 1 1 0 3 226 16:40-16:45 6 0 1 2 90 4 1 81 4 2 0 5 196 16:45-16:50 2 0 0 0 105 2 0 73 1 2 0 5 190 16:50-16:55 3 0 1 0 77 2 1 111 1 4 0 2 202 16:55-17:00 0 0 0 0 98 3 2 56 2 2 1 5 169 17:00-17:05 5 0 0 0 88 5 2 87 5 4 0 0 196 17:05-17:10 0 0 0 0 105 2 1 79 3 4 0 4 198 0 0 0 1 106 3 2 67 5 0 0 2 186 •17:10-17:15 17:15-17:20 2 0 0 1 76 4 3 106 2 1 0 6 201 17:20-17:25 2 0 0 1 96 3 1 98 2 5 0 2 210 17:25-17:30 1 0 0 1 97 2 2 85 6 3 0 9 206 17:30-17:35 3 0 1 1 92 11 2 86 1 1 0 4 202 17:35-17:40 1 0 0 0 68 4 2 86 2 1 0 3 167 17:40-17:45 2 0 0 0 91 5 0 81 2 2 0 3 186 17:45-17:50 2 0 0 0 71 0 1 87 0 1 0 2 164 17:50-17:55 0 0 0 0 70 7 1 71 2 1 0 1 153 Total Survey 39 1 4 14 2101 86 32 1933 52 44 1 75 4382 PHF .55 0 .38 .56 93 72 .79 89 .63 .73 .25 .69 .963 % Trucks 5.1 0 0 14.3 1.3 1.2 0 1.1 1.9 0 0 4 1.3 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 1 0 0 6 0 0 0 0 Hourly Totals 16:00-17:00 21 1 3 9 1141 40 15 1000 22 21 1 39 2313 16:15-17:15 20 1 3 10 1151 42 13 965 28 26 1 39 2299 16:30-17:30 22 0 2 10 1132 41 17 1027 33 29 1 47 2361 16:45-17:45 21 0 2 5 1099 46 18 1015 32 29 1 45 2313 91 T= 1.8k 0 —► P=.716 86 —78 .4—o- 38 1153 T= .4-0 r0 F► 3 1065 2 It P=.844 11105 T= 0%s P=O. TEV=TOTAL ENTRY VOLUME T=% -TRUCKS BY APPROACH P=PHF BY APPROACH Peak Hour 16:05-17:05 Traffic Smithy TEV=2298 11(503) 641-6333 DJQS INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORTr 5 "I �'( SOUTH BOUND BOONES FERRY ROAD AT DOUGLAS WAY WEST ♦ T= 1.4% P=.889 TIME PERIOD N 1107 ♦ DATE OF COUNT: 12/13/00 O 11073 DAY OF WEEK: Wed R 31 1.075 1 TIME STARTED: 16:00 T TIME ENDED: 18:00 H 4—G9 �� 1 �► .4-0 L► .41 1 8 i L0 r T= 1.8k 0 —► P=.716 86 —78 .4—o- 38 1153 T= .4-0 r0 F► 3 1065 2 It P=.844 11105 T= 0%s P=O. TEV=TOTAL ENTRY VOLUME T=% -TRUCKS BY APPROACH P=PHF BY APPROACH Peak Hour 16:05-17:05 Traffic Smithy TEV=2298 11(503) 641-6333 DJQS EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD • ♦ ♦ FROM - TO —► 3 �3 1 L► .41 1 F► r ` ALL 16:00-16:05 7 0 1 3 60 0 5 80 0 0 0 0 156 16:05-16:10 9 0 0 3 78 0 6 88 0 0 0 0 184 16:10-16:15 5 0 1 4 94 0 2 88 0 0 0 0 194 16:15-16:20 7 0 1 4 95 0 7 79 0 0 0 0 193 16:20-16:25 7 0 0 1 113 0 5 78 0 0 0 0 204 16:25-16:30 4 0 0 4 94 0 1 85 0 0 0 0 188 16:30-16:35 5 0 2 1 78 0 2 85 0 0 0 0 173 16:35-16:40 7 0 1 1 98 0 1 90 1 0 0 0 199 16:40-16:45 3 0 1 1 86 0 5 67 0 0 0 0 163 16:45-16:50 8 0 1 0 96 0 2 86 0 0 0 0 193 16:50-16:55 9 0 0 2 69 1 2 100 0 0 0 0 183 16:55-17:00 11 0 1 6 85 0 2 92 1 0 0 0 198 17:00-17:05 3 0 0 4 89 0 3 127 0 0 0 0 226 17:05-17:10 7 0 0 3 89 0 .5 74 0 0 0 0 178 17:10-17:15 7 0 0 2 97 0 0 85 1 0 0 0 192 117:15-17:20 7 0 3 3 80 0 5 90 1 0 0 0 189 17:20-17:25 7 0 0 2 105 0 4 80 0 0 0 0 198 17:25-17:30 5 0 1 3 85 0 2 85 0 0 0 0 181 17:30-17:35 8 0 2 3 68 0 3 66 0 0 0 0 150 17:35-3.7:40 4 0 1 2 60 0 1 85 0 0 0 0 153 17:40-17:45 6 0 2 0 79 0 3 84 0 0 0 0 174 17:45-17:50 3 0 1 1 S8 0 5 85 0 0 0 0 153 17:50-17:55 6 1 1 5 85 0 2 79 0 0 0 0 179 17:55-18:00 3 0 2 3 63 0 2 92 0 0 0 0 165 Total Survey 148 1 22 61 2004 1 75 2050 4 0 0 0 4366 PHF .7 0 .5 .65 .89 .25 .63 .83 .5 0 0 0 .946 t Trucks 1.4 0 4.5 8.2 1.1 0 2.7 .9 0 0 0 0 1.2 Stopped Buses 1 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 2 0 0 0 0 0 0 0 Hourly Totals 16:00-17:00 82 0 9 30 1046 1 40 1018 2 0 0 0 2228 16:15-17:15 78 0 7 29 1089 1 35 1048 3 0 0 0 2290 16:30-17:30 79 0 10 28 1057 1 33 1061 4 0 0 0 2273 16:45-17:45 82 0 11 30 1002 1 32 1054 3 0 0 0 2215 17:00-18:00 66 1 13 31 958 0 35 1032 2 0 0 0 2138 INTERSECTION TURN MOVEMENT COUNT SUMMARY GROVE REPORT STRRXT BOONES FERRY ROAD AT OAK RIDGE/LAKE ♦ 993 T= 1.1% P=.926 ♦ DATE OF COUNT: 12/13/00 O 11146 DAY OF WEEK: Wed R 25 884 84 TIME STARTED: 16:00 T TIME ENDED: 18:00 H 4-104 Lo. .4-151 109 -j X67 T= 3% P=.857 105 55 P=.857 TEV=TOTAL ENTRY VOLUME ♦ TATRUCKS BY APPROACH .4-1I OP. P=PHF BY APPROACH 302 —► 213 —► DLC 50 1044 970 41 ♦ Peak 16:05-17:05 Hour Traffic Smithy T= 1% P=.855 1061 TEV=2507 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD FROM - TO Z —► A 3 a� 1 t► .41 A 1 r► j .4_ ALL 16:00-16:05 12 3 7 8 3 1 52 83 6 6 4 3 68 105 2 6 3 5 4 4 9 4 173 241 16:05-16:10 16:10-16:15 11 11 5 12 6 1 68 6 3 70 2 4 1 5 189 16:15-16:20 3 7 15 3 81 8 6 79 5 4 3 5 219 16:20-16:25 14 7 12 3 84 7 8 3 6 67 79 1 1 5 3 6 2 4 3 213 206 16:25-16:30 16:30-16:35 12 5 4 6 14 8 2 4 72 72 3 4 60 8 3 2 4 179 16:35-16:40 12 7 5 2 73 10 3 63 6 3 2 6 192 16:40-16:45 8 7 6 1 0 78 68 5 5 4 3 75 84 3 2 3 9 2 1 11 7 203 205 16:45-16:50 16:50-16:55 10 6 11 6 5 13 1 74 5 6 96 2 5 1 5 220 16:55-17:00 5 10 11 1 65 13 5 95 4 3 8 3 2 6 7 221 219 17:00-17:05 8 8 6 9 6 7 6 3 66 76 8 6 4 6 97 70 1 1 9 2 3 200 17:05-17:10 17:10-17:15 2 9 6 5 69 4 6 84 5 9 2 4 205 17:15-17:20 6 8 8 9 2 5 69 79 8 10 4 3 79 73 11 4 5 4 1 2 1 4 202 203 17:20-17:25 17:25-17:30 5 5 5 5 2 2 84 4 2 85 6 3 3 2 203 17:30-17:35 8 7 6 12 2 4 3 47 67 8 3 3 11 58 85 5 4 0 4 3 3 1 2. 156 194 17:35-17:40 17:40-17:45 4 6 6 6 3 55 6 3 89 6 2 2 2 186 17:45-17:50 4 3 6 0 3 68 63 2 9 0 4 80 73 4 9 7 7 4 0 3 2 181 180 17:50-17:55 17:55-18:00 2 2 5 3 3 5 3 55 9 3 72 8 4 2 2 168 Total Survey 169 157 182 61 1668 159 99 1886 106 112 81 57 66 102 4758 PH' % Trucks .85 0 .81 0 .66 .5 69 4.9 93 1.1 .81 0 .83 2 .84 .8 .6 2.8 3.6 1.8 .7 2.9 .949 1.1 Stopped Buses 0 0 0 0 0 3 0 0 0 0 0 10 0 0 0 0 0 4 0 0 Peds 0 1 0 0 Hourly Totals 16:00-17:00 109 85 110 22 870 82 50 941 42 50 31 69 2461 16:15-17:15 93 89 89 108 86 31 32 878 873 82 81 56 50 949 961 39 53 64 64 28 23 65 60 2482 2452 16:30-17:30 16:45-17:45 80 73 88 87 35 819 80 56 995 51 61 25 44 2414 17:00-18:00 60 72 72 39 798 77 49 945 64 62. 26 33 2297 • INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT S -7 BOONES FERRY ROAD AT QUARRY ROAD • T= 1.61s P=.942 • DATE OF ("UUNT: 12/14/00 N 11078 0 11020 DAY OF WH K: Thu R 17 1042 19 TIME STARTED: 16:05 T TIME ENDED: 18:05 0 H .4-18 �3 �► 4-15 2 J i X15 P=.873 P=.625 225 i 0 r TEV=TOTAL T=%TRUCKS EN'T'RY VOLUME BY APPROACH • 1 r► P=PHF BY APPROACH 227 —► 43 —►Peak dged 1 1003 24 Hour 11267 • 16:35-17:35 Traffic Smithy + T= 1.3% P=.911 11028 TEV=2348 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD—► FROM - TO � �3 L► .41 • 1 r► r ALL 16:05-16:10 12 0 1 1 83 1 0 100 2 1 1 1 203 16:10-16:15 15 0 0 2 86 2 1 79 1 1 0 2 189 16:15-16:20 15 0 0 1 92 1 0 87 2 0 0 3. 201 16:20-16:25 11 0 0 2 87 3 0 89 2 0 0 0 194 16:25-16:30 19 0 0 2 81 1 0 105 0 0 0 3 211 16:30-16:35 19 0 0 4 62 1 0 76 1 0 0 3 166 16:35-16:40 20 0 0 3 88 0 0 90 1 0 0 0 202 16:40-16:45 15 0 0 2 85 1 0 74 2 0 0 0 179 16:45-16:50 19 0 0 0 82 1 0 88 1 0 0 1 192 16:50-16:55 23 0 0 0 99 3 0 77 1 0 0 2 205 16:55-17:00 22 0 0 2 88 2 1 62 2 0 0 2 181 17:00-17:05 17 0 1 2 89 1 0 85 1 0 0 1 197 17:05-17:10 14 0 0 2 70 2 0 108 1 0 0 1 198 17:10-17:15 18 0 0 1 91 3 0 71 4 0 0 3 191 17:15-17:20 24 0 1 1 74 1 0 94 2 0 0 2 199 0117:20-17:25 22 0 0 0 83 1 0 85 2 0 0 1 194 17:25-17:30 15 0 0 2 87 0 0 95 4 0 0 1 204 17:30-17:35 16 0 0 2 106 4 0 74 3 0 0 1 206 17:35-17:40 9 0 0 1 88 2 0 89 0 0 0 2 191 17:40-17:45 15 0 0 0 70 2 0 77 1 0 0 0 165 17:45-17:50 14 0 0 1 79 1 0 74 4 0 0 0 173 17:50-17:55 15 0 0 0 83 0 0 90 1 0 0 2 191 17:55-18:00 18 0 0 1 77 2 0 78 2 0 0 1 179 18:00-18:05 14 0 0 1 72 1 0 70 0 0 0 3 161 Total Survey 401 0 0 3 33 2002 94 36 79 2 2017 92 40 2 0 1 0 35 .63 4572 .971 PHF % Trucks .88 .2 0 .5 0 .71 0 1.6 2.8 .25 0 1.3 .67 0 0 0 0 1.4 Stopped Buses 0 0 0 0 0 0 0 1 8 0 0 0 0 0 0 0 0 Peds 0 0 0 0 8 0 0 Hourly Totals 16:05-17:05 207 0 2 21 1022 17 2 1012 16 2 1 18 2320 16:20-17:20 221 0 2 7.1 996 19 1 1019 18 0 0 0 0 18 15 2315 2348 16:35-17:35 225 0 2 17 1042 19 1 1003 24 25 0 0 16 2304 16:50-17:50 17:05-18:05 209 194 0 0 2 1 14 12 1024 980 22 19 1 0 991 1005 24 0 0 17 2252 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT J5 BOONES FERRY ROAD AT FIRWOOD/BRYANT ROAD ♦ T= 1173 1.6% P=.945 ♦ DATE OF COUNT: 12/14/00 N O 1 ( 1005 DAY OF WEEK: Thu R 13 777 383 TIME STARTED: 16:00 T TIME ENDED: 18:00 H 1-151 �3 �► .4--490 72 J X288 T= 1.7% 191 —► i-87 P=.863 34 P=.827 TTS-=%TRUCAL ENTRY VOLUME ♦ x115 KS BY APPROACH .41 I 00' BY APPROACH 297 —► 637 637 —► dlck 51 645 63 Peak Hour A 16:10-17:10 Traffic Smithy 5926 T= 1.5% P=.953 759' TEV=2719 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD♦ FROM - TO —► i q3 '3 I r' �— L , ALL 16:00-16:05 0 14 3 2 64 36 4 55 1 12 8 26 225 16:05-16:10 4 5 5 1 64 31 1 57 14 11 3 25 221 16:10-16:15 3 19 3 1 83 33 3 56 6 8 11 30 256 16:15-16:20 1 14 9 1 63 31 7 52 6 19 5 25 233 16:20-16:25 1 13 2 0 65 26 2 55 2 10 7 32 215 16:25-16:30 3 19 8 0 66 30 6 5 62 57 3 7 11 11 6 2 33 20 247 224 16:30-16:35 4 5 11 17 3 8 0 1 63 54 41 27 2 48 5 7 11 25 210 16:35-16:40 16:40-16:45 4 18 4 7 62 39 4 46 2 5 6 23 220 16:45-16:50 3 12 6 1 64 20 5 3 69 48 7 7 7 12 4 9 17 20 215 237 16:50-16:55 4 5 14 13 3 9 2 0 70 70 45 33 3 43 5 8 6 18 213 16:55-17:00 17:00-17:05 1 21 9 0 58 31 4 51 7 10 5 20 217 17:05-17:10 0 20 8 0 59 27 7 5 58 58 6 5 7 11 15 4 25 23 232 226 17:10-17:15 3 2 17 12 5 6 4 3 72 61 19 28 0 70 6 6 6 28 228 17:15-17:20 17:20-17:25 0 8 3 2 77 27 4 66 2 6 5 19 219 17:25-17:30 2 29 6 1 70 33 3 4 53 55 5 8 9 10 5 10 19 30 235 241 17:30-17:35 0 0 18 21 4 5 0 2 70 70 32 24 4 63 4 8 5 25 231 17:35-17:40 17:40-17:45 4 20 6 0 60 20 3 49 7 12 8 20 209 17:45-17:50 2 17 5 3 46 33 0 53 1 3 13 4 9 7 25 36 207 214 17:50-17:55 1 12 14 4 6 1 2 68 47 26 38 4 1 48 40 2 5 13 7 177 17:55-18:00 2 Total Survey 54 378 130 34 1546 730 84 1312 121 83 222 72 170 571 5352 PHF .65 0 .88 .69 0 32 2.9 .92 2 .88 .85 0 93 1.4 3.3 3.6 .84 0 .8 1.4 .965 1.4 % Trucks Stopped Buses 0 .3 0 0 0 0 .5 0 0 0 0 0 0 0 0 6 0 0 Peds 0 0 0 0 2 0 0 8 Hourly Totals 16:00-17:00 37 169 63 16 788 392 45 648 65 121 78 2.94 2716 16:15-17:15 34 189 74 16 766 369 53 45 647 667 62 64 118 99 80 78 281 257 2689 7.676 16:30-17:30 16:45-17:45 33 24 192 205 70 70 21 1S 780 801 370 339 45 683 69 106 87. 264 2703 • 17:00-18:00 17 209 67 18 758 338 39 664 56 101 92 277 2636 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT a5 -7 � 3 BOONES FERRY ROAD AT MADRONA STREET/WALUGA DRIVE ♦1905 T= 2.5t P=.915 ♦ DATE OF COUNT: 12/14/00 O 1742 DAY OF WEEK: Thu R 16 889 0 TIME STARTED: 16:00 T TIME ENDED: 18:00 H 4-38 �J 1 t► -14 • 11 ♦ J L4 1 —► '4-0P=.85 P=.7 73 10 j TEV=TOTAL T=%TRUCKS ENTRY VOLUME BY APPROACH ♦ I r► P=PHF BY APPROACH 85 —► 4 — DJQ 22 727 - 3 Peak Hour 1972 ♦ 16:50-17:50 11 Traffic Smith + T= 1.5%P=.908 752 TEV=1756 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD—► FROM - TO j �J L► �3 r► �_ L ALL 16:00-16:05 7 0 0 1 65 0 4 49 0 0 0 0 126 16:05-16:10 4 0 0 1 74 2 0 71 0 0 0 1 153 16:10-16:15 0 0 2 2 81 1 3 66 1 0 0 1 157 16:15-16:20 4 0 1 0 76 0 1 57 0 0 0 4 143 16:20-16:25 8 0 3 1 71 1 11 50 1 1 0 0 147 16:25-16:30 1 0 4 2 70 0 1 64 1 1 0 0 144 16:30-16:35 3 0 3 1 61 0 0 68 0 0 0 2 138 16:35-16:40 2 0 1 0 77 0 4 57 1 0 0 0 142 16:40-16:45 4 0 1 1 56 0 3 57 1 0 0 1 124 16:45-16:50 8 0 2 2 70 2 4 54 0 0 0 0 142 16:50-16:55 3 0 1 2 72 0 2 59 0 1 0 0 140 16:55-17:00 4 0 3 1 79 0 7 48 2 1 0 0 145 17:00-17:05 8 0 1 0 73 0 2 46 0 0 0 0 130 17:05-17:10 6 0 1 1 59 0 1 68 0 2 0 1 139 17:10-17:15 8 0 1 2 76 0 4 63 0 1 0 1 156 17:15-17:20 7 0 0 0 70 0 0 71 0 0 0 0 148 17:20-17:25 7 0 1 1 63 0 2 64 0 0 0 1 139 17:25-17:30 7 1 0 1 88 0 1 63 0 1 0 0 162 17:30-17:35 3 0 1 1 86 0 1 60 0 1 0 0 153 17:35-17:40 7 0 2 2 69 0 0 58 0 0 0 1 139 17:40-17:45 7 0 0 2 77 0 1 72 0 3 0 0 162 17:45-17:50 6 0 0 3 77 0 1 55 1 0 0 0 143 17:50-17:55 4 0 0 2 70 0 3 49 0 0 0 0 128 17:55-18:00 3 0 1 0 71 0 1 56 0 0 0 0 132 Total Survey 121 1 29 29 1731 6 57 1425 8 12 0 13 3432 PHF .83 .25 .55 .57 91 0 .5 .9 .38 .63 0 .5 .966 % Trucks .8 0 0 0 2.5 0 1.8 1.5 0 0 0 0 2 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 16:00-17:00 48 0 21 14 852 6 40 700 7 4 0 9 1701 16:15-17:15 59 0 22 13 840 3 40 691 6 7 0 9 1690 16:30-17:30 67 1 15 12 844 2 30 718 4 6 0 6 1705 16:45-17:45 75 1 13 15 882 2 25 726 2 10 0 4 1755 17:00-18:00 73 1 8 15 879 0 1.7 725 1 8 0 4 1.731 INTERSECTION TURN MOVEMENT COUNT SUMKARY REP<aPT BOONES FERRY ROAD AT LANEWOOD STREET SSI j �] ♦' 1 T= it P=.916 6 N 11202 ♦ DATE OF COUNT: 01/09/01 O 57 11013 DAY OF WEEK: Tue R 4 1145 53 TIME 00 T .74 Peak TIME ENDED: 18:00 H .4-7 .67 L► .4-86 .65 .941 0 4 a L60 0 T= 0°s • T= .6% 16:25-17:25 0 1 –► .4-2 1 .9 P=.625 0 P=.716 .8°s P=.946 30 24 r TEV=TOTAL ENTRY VOLUME 0 641-6333 0 T=%TRUCKS BY APPROACH 0 EAST r-► P=PHF BY APPROACH 35 –► TIME PERIOD FROM - TO 16:00-16:05 16:05-16:10 16:10-16:15 16:15-16:20 16:20-16:25 16:25-16:30 16:30-16:35 16:35-16:40 16:40-16:45 16:45-16:50 7.6:50-16:55 16:55-17:00 17:00-17:05 17:05-17:10 17:10-17:1 •17:15-17:2 17:20-17:2 17:25-17:3 17:30-17:3 17:35-17:4 17:40-17:4 17:45-17:5 17:50-17:5 17:55-18:00 0 5 0 5 0 5 0 5 0 5 1 5 6 85 –► 110 3 1906 68 57 2 100 4543 GTOH 1 949 31 .93 .74 Peak Hour .77 .67 .25 .65 .941 0 — I1199 0 .9 • 0 16:25-17:25 0 0 Traffic Smithy 11(503) 1 .9 0 0 + T= .8°s P=.946 1981 TEV=2304 0 0 641-6333 0 0 0 EAST BOUND 0 SOUTH BOUND NORTH BOUND WEST BOUND 0 2 0 '► 3 43 38 1 .41 1 �► r .4 L ALL 1 0 0 1 116 3 0 83 7 0 0 5 216 1 0 1 0 82 7 0 83 1 1 0 2 178 1 0 0 0 81 4 0 83 0 4 0 3 176 0 0 0 0 114 1 1 82 0 4 0 2 204 2 0 0 0 86 4 0 75 1 3 0 3 174 1 0 0 0 103 10 0 96 2 2 0 5 219 1 0 0 0 89 4 0 85 3 3 0 6 191 7 0 1 0 106 4 0 72 1 3 0 8 202 2 0 1 1 92 1 0 62 5 1 0 9 174 2 0 0 0 75 3 0 81 1 5 0 4 171 0 0 0 0 97 3 0 92 4 1 0 5 202 5 0 0 0 86 2 1 74 2 0 1 10 181 2 1 1 1 94 4 0 65 1 3 1 3 176 5 0 0 0 94 5 0 72 4 1 0 2 183 3 0 1 0 86 6 0 88 2 2 0 3 191 0 0 0 0 117 6 0 80 2 1 0 3 209 2 0 0 2 106 5 0 82 4 2 0 2 205 0 0 0 0 84 9 0 80 3 4 0 6 186 0 0 0 0 101 6 0 75 3 3 0 3 191 1 0 0 0 89 5 0 85 5 2 0 1 188 0 0 0 0 75 3 0 70 2 3 0 4 157 1 0 0 1 107 4 1 64 4 3 0 2 187 0 0 0 0 82 4 0 96 5 5 0 6 198 1 0 0 0 85 7 0 81 6 1 0 3 184 Total Survey PHF Trucks Stopped Buses Peds Hourly Totals 16:00-17:00 16:15-17:15 16:30-17:30 16:45-17:45 1.7:00-18:00 38 1 5 6 2247 110 3 1906 68 57 2 100 4543 63 .25 .5 .5 .93 .74 .25 .94 .77 .67 .25 .65 .941 0 0 0 0 .9 1.8 0 .8 0 0 0 1 .9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 0 0 7 0 0 2 0 23 0 3 2 1127 46 2 968 27 27 1. 62 2288 30 1 4 2 1122 47 2 944 26 28 2 60 2268 29 1 4 4 1126 52 1 933 32 26 2 61 2271 20 1 2 3 1104 57 1 944 33 27 2 46 2240 15 1 2 4 1120 64 1 938 41 30 1 38 2255 ROADWAY TRAFFIC SURVEY dway: BOONES FERRY ROAD ation: BETWEEN REESE AND LAKEWOOD ection: NORTH BOUND Date: 1/29/1 Day of Week: MONDAY Axles per Vehicles: 2 Traffic Smithy Traffic Survey Service Hour :00- :05- :10- :15- :20- :25- :30- :35- :40- :45- :50- :55- Hour of Day :05 :10 :15 :20 :25 :30 :35 :40 :45 :50 :55 :00 Tot. 00-01 0 0 0 0 0 0 0 0 0 0 0 0 0 01-02 0 0 0 0 0 0 0 0 0 0 0 0 0 02-03 0 0 0 0 0 0 0 0 0 0 0 0 0 03-04 0 0 0 0 0 0 0 0 0 0 0 0 0 04-05 0 0 0 0 0 0 0 0 0 0 0 0 0 05-06 0 0 0 0 0 0 0 0 0 0 0 0 0 06-07 0 0 0 0 0 0 0 0 0 0 0 0 0 07-08 0 0 0 0 0 0 0 0 0 0 0 0 0 08-09 0 0 0 0 0 0 0 0 0 0 0 0 0 09-10 0 0 0 0 0 0 0 0 0 0 0 0 0 10-11 0 0 0 0 0 0 0 0 0 0 0 0 0 11-12 0 0 0 0 0 0 0 0 0 0 0 0 0 12-13 0 0 0 0 0 0 0 0 0 0 0 0 0 13-14 0 0 0 0 0 0 0 0 0 0 0 0 0 14-15 0 0 0 0 0 0 0 0 0 0 0 0 0 15-16 0 0 0 0 0 0 0 0 0 0 0 0 0 16-17 0 0 0 0 0 0 0 0 0 0 0 0 0 -18 74 95 94 85 82 88 75 90 73 86 70 87 999 19 67 82 75 89 60 54 60 63 37 51 54 51 743 -20 54 43 39 45 45 41 48 42 37 31 43 35 503 20-21 25 27 37 41 32 38 29 27 25 26 21 40 368 21-22 25 40 29 21 22 24 28 26 25 11 15 19 285 22-23 8 15 6 5 15 8 4 12 13 6 7 7 106 23-24 7 6 4 3 6 3 3 2 3 1 1 0 39 Daily Total: AM Peak Hour ( ) % of Daily Total PM Peak Hour ( ) % of Daily Total 4th Highest Hour ( ) % of Daily Total 8th Highest Hour ( ) % of Daily Total 0 ROADWAY TRAFFIC SURVEY fadway: BOONES FERRY ROAD ation: BETWEEN REESE AND LAKEWOOD rection: NORTH BOUND Date: 1/30/1 Day of Week: TUESDAY Traffic Smithy Axles per vehicles: 2 Traffic Survey Service Hour :00- :05- :10- :15- :20- :25- :30- :35- :40- :45- :50- :55- Hour of Day :05 :10 :15 :20 :25 :30 :35 :40 :45 :50 :5S :00 Tot. 00-01 5 3 3 0 4 3 0 3 2 1 1 0 25 01-02 0 5 0 3 1 0 2 0 2 0 2 2 17 02-03 3 2 2 0 0 1 2 1 2 0 0 1 14 03-04 0 0 0 0 0 0 0 1 0 1 2 0 4 04-05 1 3 1 1 1 0 0 4 3 3 2 5 24 05-06 4 2 5 4 5 1 2 3 9 9 12 14 70 06-07 11 9 19 18 21 18 21 22 23 25 22 44 253 07-08 24 38 37 37 48 49 55 59 5S 55 59 55 571 08-09 48 49 51 60 54 76 52 51 60 59 67 82 709 09-10 74 90 73 55 67 66 44 53 61 66 60 61 770 10-11 60 38 60 67 56 52 61 46 44 57 64 72 677 11-12 72 65 79 68 58 68 74 82 87 94 77 82 906 12-13 97 87 92 81 74 69 88 98 77 105 77 83 1028 13-14 75 67 94 78 83 99 66 69 74 73 64 79 921 14-15 62 70 68 70 72 69 94 71 71 67 96 86 896 15-16 86 97 56 92 88 87 83 84 107 89 84 65 1018 16-17 102 80 102 84 80 86 103 111 86 83 108 104 1129 -18 79 110 115 91 98 109 96 98 80 95 75 76 1122 -19 71 76 89 59 47 51 52 72 53 72 58 33 733 -20 57 44 41 45 27 29 46 35 43 28 41 53 489 20-21 39 41 32 34 22 23 32 32 36 25 27 41 384 21-22 27 41 42 3S 49 38 34 29 25 21 17 29 387 22-23 19 26 9 20 10 11 7 10 9 7 9 11 148 23-24 3 12 11 6 2 3 5 8 4 1 2 3 60 Daily Total: 12355 AM Peak Hour (11:00-12:00) 906 7.33 % of Daily Total PM Peak Hour (16:30-17:30) 1197 9.69 % of Daily Total 4th Highest Hour (15:00-16:00 )1018 8.24 % of Daily Total 8th Highest Hour (09:00-01:00 )770 6.23 % of Daily Total 0 ROADWAY TRAFFIC SURVEY dway: BOONES FERRY ROAD Wetion: BETWEEN REESE AND LAKEWOOD ction: NORTH BOUND Date: 1/31/1 Day of Week: WEDNESDAY Axles per Vehicles: 2 Hour :00- :OS- :10- :15- :20- :25- :30- :35- :40 - of Day :05 :10 :15 :20 :25 :30 :35 :40 :45 00-01 4 4 3 0 0 3 4 1 1 01-02 1 3 1 0 0 2 0 2 1' 02-03 1 5 0 3 2 2 1 2 1 03-04 2 2 0 1 0 3 1 2 0 04-05 0 0 4 2 3 1 0 3 2 05-06 6 7 1 4 3 4 2 6 6 06-07 9 8 12 22 20 18 24 17 31 07-08 33 40 23 40 61 66 50 55 46 08-09 56 46 65 55 66 52 47 57 59 09-10 63 60 58 62 62 59 48 54 49 10-11 64 57 63 63 67 56 61 58 50 11-12 60 80 70 78 61 64 65 72 84 12-13 106 102 76 100 71 92 89 86 85 13-14 81 78 87 120 79 71 83 75 81 14-15 85 71 63 80 64 83 81 77 55 15-16 85 83 93 91 87 89 102 86 85 16-17 87 90 70 108 92 81 100 96 81 -18 84 90 99 101 98 97 112 93 105 19 92 70 63 39 83 38 70 59 75 20 69 53 49 54 37 26 37 59 40 20-21 36 33 48 31 25 34 36 41 49 21-22 37 33 27 34 31 19 22 21 24 22-23 15 12 10 12 13 10 8 7 5 23-24 3 7 4 9 5 5 3 3 4 0 Il Traffic Smithy II Traffic Survey Service 45- :50- :55- Hour 50 :55 :00 Tot. 1 1 1 23 0 1 0 11 2 1 1 21 1 6 2 20 1 4 4 24 7 9 19 74 38 29 35 263 48 66 59 587 61 60 70 694 71 45 42 673 65 59 76 739 76 74 108 892 83 93 73 1056 74 85 69 983 78 84 82 903 89 69 87 1046 76 88 98 1067 90 86 68 1123 46 56 49 760 33 55 54 566 41 27 33 434 18 16 16 298 9 6 2 109 7 2 5 57 Daily Total: 12423 AM Peak Hour (11:00-12:00) 892 7.18 % of Daily Total PM Peak Hour (16:50-17:50) 1155 9.3 % of Daily Total 4th Highest Hour (15:00-16:00 )1046 8.42 % of Daily Total 8th Highest Hour (18:00-19:00 )760 6.12 % of Daily Total ROADWAY TRAFFIC SURVEY Roadway: BOONES FERRY ROAD ation: BETWEEN REESE AND LAKEWOOD ection: NORTH BOUND Date: 2/1/1 Day of Week: THURSDAY Traffic Smithy Axles per Vehicles: 2 Traffic Survey Service Hour :00- :05- :10- :15- :20- :25- :30- :35- :40- :45- :50- :55- Hour of Day :05 :10 :15 :20 :25 :30 :35 :40 :45 :50 :55 :00 Tot. 00-01 1 2 3 3 3 5 2 1 3 2 2 3 30 01-02 1 3 1 1 1 1 2 3 0 0 2 0 15 02-03 1 1 0 1 3 0 2 0 3 0 1 0 12. 03-04 2 0 3 1 0 1 0 0 0 5 2 0 14 04-05 1 0 0 1 0 0 4 2 3 2 7 4 24 05-06 4 6 3 2 5 4 10 2 8 8 16 17 85 06-07 16 19 12 9 20 20 30 16 19 29 40 28 258 07-08 38 43 32 47 51 45 48 57 74 71 54 43 603 08-09 47 57 31 42 56 61 62 47 53 58 77 74 665 09-10 68 65 57 58 80 58 58 49 58 67 67 56 741 10-11 55 62 60 50 56 54 65 65 64 63 69 51 714 11-12 54 61 65 91 61 91 66 72 75 77 73 84 870 12-13 81 82 91 74 91 79 108 81 70 80 83 87 1007 13-14 70 77 86 100 90 65 82 84 76 82 80 59 951 14-15 80 80 78 74 82 75 79 74 91 77 71 80 941 15-16 82 100 101 94 75 115 106 76 79 85 94 81 1088 16-17 90 88 92 96 90 92 97 76 95 104 75 77 1072 17-18 97 98 64 113 82 88 106 93 94 68 68 73 1044 019 78 64 68 62 55 78 76 61 53 49 61 43 748 20 63 46 59 45 49 30 33 49 40 47 40 33 534 20-21 30 40 40 23 31 30 35 29 23 34 30 37 382 21-22 36 43 37 31 27 14 20 27 2.7 16 20 18 316 22-23 24 25 16 16 9 4 12 13 9 9 11 5 153 23-24 6 9 5 5 6 10 2 3 2 2 4 5 59 Daily Total: 12326 AM Peak Hour (11:00-12:00) 870 7.06 % of Daily Total PM Peak Hour (15:05-16:05) 1096 8.89 % of Daily Total 4th Highest Hour (12:00-13:00 )1007 8.17 % of Daily Total 8th Highest Hour (18:00-19:00 )748 6.07 % of Daily Tota]_ 0 ROADWAY TRAFFIC SURVEY kdway: BOONES FERRY ROAD ation: BETWEEN REESE AND LAKEWOOD ection: NORTH BOUND Date: 2/2/1 Day of Week: FRIDAY Traffic Smithy Axles per Vehicles: 2 Traffic Survey Service lour :00- :05- :10- :15- :20- :25- :30- :35- :40- :45- :50- :55- Hour )f Day :05 :10 :15 :20 :25 :30 :35 :40 :45 :50 :55 :00 Tot. )0-01 5 8 1 2 4 3 2 5 5 2 1 1 39 )1-02 3 1 2 0 2 1 2 3 0 5 1 0 20 )2-03 1 1 3 3 0 0 0 1 1 2 0 2 14 )3-04 0 1 1 0 1 0 1 0 1 4 10 S 24 )4-05 0 2 1 0 2 6 2 2 3 3 3 4 28 )5-06 3 5 2 7 0 4 9 4 12 5 11 7 69 )6-07 10 10 11 11 18 27 18 25 17 32 29 36 7.44 )7-08 38 41 29 36 63 46 45 55 77 56 58 45 589 )8-09 57 52 51 45 51 53 37 48 63 67 76 72 672 )9-10 64 66 63 54 76 54 50 60 61 58 69 52 727 10-11 66 84 S1 53 56 39 46 78 70 67 63 93 766 L1-12 48 66 69 63 93 86 78 114 106 73 82 93 971 12-13 90 101 84 81 91 66 87 69 95 82 86 97 1029 13-14 109 84 83 97 82 83 68 107 71 74 83 80 1021 14-15 63 86 74 74 97 86 86 64 76 81 81 92 960 15-16 0 0 0 0 0 0 0 0 0 0 0 0 0 16-17 07-18 19 _-20 20-21 21-22 22-23 23-24 Daily Total: AM Peak Hour ( ) % of Daily Total PM Peak Hour ( ) % of Daily Total 4th Highest Hour ( ) % of Daily Total 8th Highest Hour ( ) % of Daily Total ROADWAY TRAFFIC SURVEY oadway: BOONES FERRY ROAD ation: BETWEEN REESE AND LAKEWOOD rection: SOUTH BOUND Date: 1/29/1 Day of Week: MONDAY Traffic Smithy Axles per Vehicles: 2 Traffic Survey Service Hour :00- :05- :10- :15- :20- :25- :30- :35- :40- :45- :50- :55- Hour of Day :05 :10 :15 :20 :25 :30 :35 :40 :45 :50 :55 :00 Tot. 00-01 0 0 0 0 0 0 0 0 0 0 0 0 0 01-02 0 0 0 0 0 0 0 0 0 0 0 0 0 02-03 0 0 0 0 0 0 0 0 0 0 0 0 0 03-04 0 0 0 0 0 0 0 0 0 0 0 0 0 04-05 0 0 0 0 0 0 0 0 0 0 0 0 0 05-06 0 0 0 0 0 0 0 0 0 0 0 0 0 06-07 0 0 0 0 0 0 0 0 0 0 0 0 0 07-08 0 0 0 0 0 0 0 0 0 0 0 0 0 08-09 0 0 0 0 0 0 0 0 0 0 0 0 0 09-10 0 0 0 0 0 0 0 0 0 0 0 0 0 10-11 0 0 0 0 0 0 0 0 0 0 0 0 0 11-12 0 0 0 0 0 0 0 0 0 0 0 0 0 12-13 0 0 0 0 0 0 0 0 0 0 0 0 0 13-14 0 0 0 0 0 0 0 0 0 0 0 0 0 14-15 0 0 0 0 0 0 0 0 0 0 0 0 0 15-16 0 0 0 0 0 0 0 0 0 0 0 0 0 16-17 0 0 0 0 0 0 0 0 0 0 0 69 69 7-18 75 76 72 89 78 71 68 81 83 78 83 80 934 -19 82 66 58 59 76 63 45 59 72 65 55 58 758 -20 65 59 54 36 55 52 50 41 32 36 33 27 540 20-21 40 31 22 31 27 25 28 29 29 30 24 20 336 21-22 22 27 19 25 22 20 21 19 25 16 10 17 243 22-23 23 9 14 8 14 12 5 8 5 4 4 6 112 23-24 4 3 5 4 5 4 3 2 2 2 2 1 37 Daily Total: AM Peak Hour ( ) % of Daily Total PM Peak Hour ( ) % of Daily Total 4th Highest Hour ( ) % of Daily Total 8th Highest Hour ( ) % of Daily Total 0 ROADWAY TRAFFIC SURVEY Roadway: BOONES FERRY ROAD ation: BETWEEN REESE AND LAKEWOOD ection: SOUTH BOUND Date: 1/30/1 Day of Week: TUESDAY Traffic Smithy Axles per Vehicles: 2 Traffic Survey Service Hour :00- :05- :10- :15- :20- :25- :30- :35- :40- :45- :50- :55- Hour of Day :05 :10 :15 :20 :25 :30 :35 :40 :45 :50 :55 :00 Tot. 00-01 0 4 6 2 3 2 2 3 1 0 5 0 28 01-02 0 0 1 1 1 2 0 0 1 2 1 0 9 02-03 0 1 1 1 1 0 1 2 3 2 1 0 13 03-04 0 1 0 3 1 0 0 1 0 2 3 2 13 04-05 2 2 1 2 0 0 5 1 4 6 4 5 32 05-06 4 5 8 8 5 12 13 10 14 10 11 13. 113 06-07 17 13 20 19 24 23 22 37 47 38 42 49 351 07-08 54 69 77 84 63 105 85 100 98 107 112 92 1046 08-09 77 87 84 84 78 76 73 86 92 85 87 84 993 09-10 97 68 80 79 68 68 56 67 65 69 62 74 853 10-11 64 48 82 61 59 83 59 66 72 72 54 74 794 11-12 66 77 69 87 89 97 92 76 77 79 93 78 980 12-13 86 89 •101 78 82 79 92 94 72 106 93 73 1045 13-14 80 84 90 71 76 89 103 72 95 87 81 86 1014 14-15 73 83 93 55 70 82 64 84 79 81 81 68 913 15-16 79 90 87 70 84 71 93 76 94 82 89 80 995 16-17 97 78 87 96 66 83 79 84 85 92 82 95 1024 17-18 92 79 78 77 70 96 87 83 80 82 104 88 1016 G -19 72 75 64 63 65 72 55 52 69 59 52 76 774 -20 43 55 56 48 64 53 38 44 42 49 40 38 570 20-21 47 36 31 36 28 32 25 36 27 28 27 32 385 21-22 24 36 28 33 28 21 37 23 31 24 23 10 318 22-23 7 16 8 4 9 7 3 7 13 7 5 3 89 23-24 16 10 1 4 2 5 4 3 5 5 3 3 61 Daily Total: 13429 AM Peak Hour (07:25-08:25) 1109 8.26 % of Daily Total PM Peak Hour (12:00-13:00) 1045 7.78 °s of Daily Total 4th Highest Hour (17:00-18:00 )1016 7.57 0 of Daily Total 8th Highest Hour (11:00-12:00 )980 7.3 % of Daily Total • ROADWAY TRAFFIC SURVEY Roadway: BOONES FERRY ROAD Iation: BETWEEN REESE AND LAKEWOOD section: SOUTH BOUND Date: 1/31/1 Day of Week: WEDNESDAY Axles per Vehicles: 2 Hour :00- :05- :10- :15- :20- :25- :30 - of Day :05 :10 :15 :20 :25 :30 :35 00-01 1 1 2 2 1 2 1 01-02 2 2 0 1 1 1 1 02-03 1 2 2 1 2 0 0 03-04 3 1 2 1 0 1 0 04-05 5 3 2 6 3 0 5 05-06 7 7 3 6 6 13 10 06-07 11 14 15 17 16 24 37 07-08 58 78 61 82 75 78 91 08-09 80 93 104 86 72 69 64 09-10 74 68 65 67 68 78 72 10-11 57 64 68 65 69 81 71 11-12 67 76 63 80 90 82 63 12-13 68 86 78 82 61 90 90 13-14 74 82 92 104 88 81 81 14-15 82 63 73 64 74 81 77 15-16 78 76 90 82 77 81 84 16-17 76 70 81 83 77 91 80 7.7-18 92 67 93 82 108 83 74 -19 80 69 88 74 61 71 73 -20 55 44 45 50 63 53 32 20-21 50 39 26 40 45 30 33 21-22 29 28 24 42 40 24 22 22-23 16 16 7 13 8 6 12 23-24 10 7 8 2 4 5 5 0 IlTraffic Smithy II Traffic Survey Service :35- :40- :45- :50- :55- Hour :40 :45 :50 :55 :00 Tot. 2 2 1 1 1 17 0 2 1 0 1 12 2 2 0 0 2 14 3 0 1 1 2 15 3 5 4 8 3 47 13 18 13 2 20 118 31 39 47 71 38 360 94 104 113 97 96 1027 83 B6 87 101 99 1024 72 65 54 81 60 824 57 80 60 60 83 815 82 81 80 100 86 950 74 89 97 98 107 1020 81 67 89 79 100 1018' 87 99 92 91 59 942 88 93 99 74 87 1009 89 82 90 89 84 992 79 75 79 89 83 1004 54 72 73 75 73 863 50 46 40 47 28 553 31 30 39 33 42 438 19 22 14 25 19 308 12 7 8 5 4 114 7 1 6 4 4 63 Daily Total: 13547 AM Peak Hour (07:20-08:20) 1111 8.2 % of Daily Total PM Peak Hour (12:25-13:25) 1085 8.01 % of Daily Total 4th Highest Hour (13:00-14:00 )1018 7.51 % of Daily Total 8th Highest Hour (11:00-12:00 )950 7.01 % of Daily Total ROADWAY TRAFFIC SURVEY Roadway: BOONES FERRY ROAD Wation: BETWEEN REESE AND LAKEWOOD ection: SOUTH BOUND Date: 2/1/1 Day of Week: THURSDAY Axles per Vehicles: 2 Hour of Day 00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 77-18 -19 -20 20-21 21-22 22-23 23-24 r1 U :00- :05- :10- :15- :20- :05 :10 :15 :20 :25 0 0 1 0 6 2 5 1 0 1 1 2 2 2 1 1 1 6 2 0 5 1 1 2 3 6 6 10 8 13 28 12 26 19 30 58 51 83 82 79 93 74 89 72 90 69 86 56 80 61 56 76 57 71 69 59 67 73 81 84 81 69 71 76 96 85 88 89 90 82 78 76 80 81 64 79 93 78 75 102 68 100 79 88 87 88 91 78 87 79 85 87 77 67 70 58 51 37 60 38 38 43 33 30 31 28 40 30 15 23 17 15 23 16 17 5 11 5 6 6 I�Traffic Smithy l� Traffic Survey Service f :25- :30- :35- :40- :45- :30 :35 :40 :45 :50 1 6 2 3 3 1 2 1 0 0 3 2 5 2 2 0 0 1 0 0 1 2 1 3 5 10 7 12 11 14 19 21 33 39 54 95 82 116 114 107 77 73 65 85 96 85 68 69 62 92 69 63 77 76 74 66 78 70 72 75 93 87 95 87 112 78 80 78 69 63 72 81 88 87 81 82 96 80 93 85 99 85 67 88 70 71 94 121 78 93 61 67 80 78 64 43 35 42 34 26 28 26 26 26 23 31 19 20 36 11 9 9 10 8 9 2 2 4 6 1 50- 55 4 1 0 1 5 14 50 85 91 54 82 78 94 83 69 73 76 82 73 49 21 26 8 2 :55- Hour 00 Tot. 1 27 0 14 1 23 5 17 6 35 8 119 46 377 120 1072 77 982 62 844 73 843 77 880 86 1047 80 965 86 943 88 1024 69 976 81 1043 53 862 37 510 35 360 27 306 1 142 8 58 Daily Total: 13469 AM Peak Hour (07:25-08:25) 1137 8.44 % of Daily Total PM Peak Hour (12:20-13:20) 1102 8.18 % of Daily Total 4th Highest Hour (15:00-16:00 )1024 7.6 % of Daily Total 8th Highest Hour (14:00-15:00 )943 7 % of Daily Total ROADWAY TRAFFIC SURVEY Roadway: BOONES FERRY ROAD Ration: BETWEEN REESE AND LAKEWOOD ection: SOUTH BOUND Date: 2/2/1 Day of Week: FRIDAY Traffic Smithy Axles per Vehicles: 2 Traffic Survey Service Hour :00- :05- :10- :15- :20- :25- :30- :35- :40- :45- :50-• :55- Hour of Day :05 :10 :15 :20 :25 :30 :35 :40 :45 :50 :55 :00 Tot. 00-01 2 0 1 7 2 3 1 1 2 3 1 0 23 01-02 1 6 0 4 2 1 0 2 0 1 3 3 23 02-03 2 2 0 2 0 1 0 0 1 1 0 0 9 03-04 1 0 3 1 2 4 0 5 1 2 1 5 25 04-05 3 0 4 0 4 4 2 3 4 2 6 4 36 05-06 4 6 7 2 10 6 6 8 12 4 12 8 85 06-07 17 16 16 17 28 23 30 38 39 42 47 45 358 07-08 56 61 65 74 90 86 99 94 110 85 113 90 1023 08-09 84 78 87 63 75 57 80 60 69 76 87 107 923 09-10 78 77 77 69 67 74 59 78 65 63 75 53 835 10-11 63 69 61 64 63 64 64 82 78 78 75 66 827 11-12 87 69 86 95 83 66 90 76 90 88 102 75 1007 12-13 68 66 100 87 108 81 86 91 105 91 109 88 1080 13-14 107 94 97 114 76 83 82 65 77 97 98 80 1070 14-15 89 73 71 88 67 87 91 79 94 104 71 61 975 15-16 0 0 0 0 0 0 0 0 0 0 0 0 0 16-17 17-18 19 20 20-21 21-22 22-23 23-24 Daily Total: AM Peak Hour ( } % of Daily Total PM Peak Hour ( ) % of Daily Total .4th Highest Hour ( ) % of Daily Total 8th Highest Hour ( ) % of Daily Total 9 s 0 Appendix C Description of Level -of -Service Methods and Criteria June 2001 Boons Feny Road Corr/dor Plan - DRAFT 1.0 Appendix C Appendix C • Level of Service Concept Level of service (level of service) is a concept developed to quantify the degree of comfort (including such elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles) afforded to drivers as they travel through an intersection or roadway segment. Six grades are used to denote the various level of service from A to F.1 Signalized intersections The six level of service grades are described qualitatively for signalized intersections in Table Cl. Additionally, Table C2 identifies the relationship between level of service and average control delay per vehicle. Control delay is defined to include initial deceleration delay, queue move -up time, stopped delay, and final acceleration delay. Using this definition, level of service D is generally considered to represent the minimum acceptable design standard. Table C1 Level of Service Definitions (Sienalized Intersections) Level of Service Average Delay per Vehicle Very low average control delay, less than 10 seconds per vehicle. This occurs when A progression Is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. Average control delay is greater than 10 seconds per vehicle and less than or equal to 20 13 seconds per vehicle. This generally occurs with good progression and/or short cycle lengths. More vehicles stop than for a level of service A, causing higher levels of average delay. Average control delay is greater than 20 seconds per vehicle and less than or equal to 35 seconds per vehicle. These higher delays may result from fair progression and/or longer cycle C lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, although many still pass through the Intersection without stopping. Average control delay is greater than 35 seconds per vehicle and less than or equal to 55 seconds per vehicle. The Influence of congestion becomes more noticeable. Longer delays 0 may result from some combination of unfavorable progression, long cycle length, or high volume/capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. Average control delay Is greater than 55 seconds per vehicle and less than or equal to 80 E seconds per vehicle. This is usually considered to be the limit of acceptable delay. These high delay values generally (but not always) Indicate poor progression, long cycle lengths, and high volume/capacity ratios. Individual cycle failures are frequent occurrences. Average control delay Is In excess of 80 seconds per vehicle, This is considered to be F unacceptable to most drivers. This conditlon often occurs with oversaturation. It may also occur at high volume/capacity ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also contribute to such high delay values. 1 Most of the material in this appendix is adapted from the Transportation Research Board, Highway Capacity • Manual, Special Report 209 (1997). K/tte/son & Assoclates, Inc. C -I June 2001 Boons Feny Road Corridor Plan - DRAFT 1.0 Appendix C Table C2 Level of Service Criteria for Signalized Intersections Level of Service Average Control Delay per Vehicle (Seconds) A T10.0 B >10 and s20 C >20 and 535 D >35 and <_55 E >55 and s80 F >80 Unsignallzed Intersections Unsignalized intersections include two-way stop -controlled (TWSC) and all -way stop -controlled (AWSC) intersections. The 1997 Highway Capacity Manual provides new models for estimating control delay at both TWSC and AWSC intersections. A qualitative description of the various service levels associated with an unsignalized intersection is presented in Table C3. A quantitative definition of level of service for unsignalized intersections is presented in Table C4. Using this definition, level of service E is generally considered to represent the minimum acceptable design standard. is Table C3 Level of Service Criteria for UnsiQnalized Intersections 0 Level of Service Average Delay per Vehicle to Minor Street Nearly all drivers find freedom of operation. Aa • Very seldom is there more than one vehicle in queue. Some drivers begin to consider the delay an Inconvenience. B • Occasionally there Is more than one vehicle inqueue._ • Many times there is more than one vehicle in queue. C • Most drivers feel restricted, but not objectionably so. Often there is more than one vehicle in queue. D0 • Drivers feel quite restricted. • Represents a condition in which the demand Is near or equal to the probable maximum number of vehicles that can be accommodated by the movement. F • There is almost always more than one vehicle In queue. • Drivers find the delays approaching Intolerable levels. • Forced flow. F • Represents an intersection failure condition that Is caused by geometric and/or o erationai constraints extemal to the intersection. Kitte/son & Assoc/ates, Inc. C-2 11 June 2001 Boones Ferry Road Corridor Plan - DRAFT 1, 0 Table C4 Level of Service Criteria for Unsi nalized Intersections Appendix C Level of Service Average Control Delay per Vehicle (Seconds) A i10 B >10 and T15 C >15 and T25 D >25 and t35 E >35 and T50 F >50 It should be noted that the level of service criteria for unsignalized intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from different kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection. Additionally, there are a number of driver behavior considerations that combine to make delays at signalized intersections less onerous than at unsignalized intersections. For example, drivers at signalized intersections are able to relax during the red interval, while drivers on the minor street approaches to TWSC intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the . amount of delay experienced by individual drivers at unsignalized intersections than signalized intersections. For these reasons, it is considered that the control delay threshold for any given level of service is less for an unsignalized intersection than for a signalized intersection. While overall intersection level of service is calculated for AWSC intersections, level of service is only calculated for the minor approaches and the major street left turn movements at TWSC intersections. No delay is assumed to the major street through movements. For TWSC intersections, the overall intersection level of service remains undefined: level -of -service is only calculated for each minor street lane. C In the performance evaluation of TWSC intersections, it is important to consider other measures of effectiveness (MOE's) in addition to delay, such as v/c ratios for individual movements, average queue lengths, and 95a' -percentile queue lengths. By focusing on a single MOE for the worst movement only, such as delay for the minor -street left turn, users may make inappropriate traffic control decisions. The potential for making such inappropriate decisions is likely to be particularly pronounced when the HCM level -of -service thresholds are adopted as legal standards, as is the case in many public agencies. KIttelson & Assoclates, Inc. C-3 • 0 Appendix D Existing Conditions Analysis Worksheets 0 Trpffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EKOOAM.OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:05 Page 2-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Turning Movement Report Volume Northbouryd Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #1 SW Boones Ferry Rd/ Kruse Wy Base 295 440 0 0 430 580 375 0 200 0 0 0 2320 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 295 440 0 0 430 580 375 0 200 0 0 0 2320 #2 SW Boones Ferry Rd/ Mercantile Dr Base 95 735 5 1 580 55 20 1 50 0 0 0 1542 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 95 735 5 1 580 55 20 1 50 0 0 0 1542 #3 SW Boones Ferry Rd/ Red Cedar Wy Base 15 795 20 30 565 5 1 0 25 10 0 30 1496 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 15 795 20 30 565 5 1 0 25 10 0 30 1496 #4 SW Boones Ferry Rd/ Douglas Wy Base 90 1020 0 0 660 40 5 0 20 0 0 0 1835 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 90 1020 0 0 660 40 5 0 20 0 0 0 1835 #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Base 90 995 35 35 555 15 50 15 55 35 25 60 1965 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 90 995 35 35 555 15 50 15 55 35 25 60 1965 #6 SW Boones Ferry Rd/ Quarry Rd Base 0 1015 40 20 555 15 0 0 70 1 0 35 1751 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 1015 40 20 555 15 0 0 70 1 0 35 1751 #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd Base 25 655 30 120 450 5 30 25 10 55 120 380 1905 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 25 655 30 120 450 5 30 25 10 55 120 380 1905 #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr Base 30 640 5 5 410 5 10 0 15 5 0 1 1126 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 30 640 5 5 410 5 10 0 15 5 0 1 1126 #9 SW Boones Ferry Rd/ Lanewood-lake Grove Elementary Access Base 2 995 20 20 615 1 10 0 35 15 0 80 1793 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 2 995 20 20 615 1 10 0 35 15 0 80 1793 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 1 of 13 AM Peak (lour Mon May 14, 2001 16:43:05 Page 1-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Scenario Report Scenario: AM Peak Hour Command: AM Peak Hour Volume: AM Peak Hour Geometry: AM Peak Hour Impact Fee: AM Peak Hour Trip Generation: AM Peak Hour Trip Distribution: AM Peak Hour Paths: AM Peak Hour Routes: AM Peak Hour Configuration: AM Peak Hour Trpffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EKOOAM.OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:05 Page 2-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Turning Movement Report Volume Northbouryd Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #1 SW Boones Ferry Rd/ Kruse Wy Base 295 440 0 0 430 580 375 0 200 0 0 0 2320 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 295 440 0 0 430 580 375 0 200 0 0 0 2320 #2 SW Boones Ferry Rd/ Mercantile Dr Base 95 735 5 1 580 55 20 1 50 0 0 0 1542 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 95 735 5 1 580 55 20 1 50 0 0 0 1542 #3 SW Boones Ferry Rd/ Red Cedar Wy Base 15 795 20 30 565 5 1 0 25 10 0 30 1496 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 15 795 20 30 565 5 1 0 25 10 0 30 1496 #4 SW Boones Ferry Rd/ Douglas Wy Base 90 1020 0 0 660 40 5 0 20 0 0 0 1835 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 90 1020 0 0 660 40 5 0 20 0 0 0 1835 #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Base 90 995 35 35 555 15 50 15 55 35 25 60 1965 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 90 995 35 35 555 15 50 15 55 35 25 60 1965 #6 SW Boones Ferry Rd/ Quarry Rd Base 0 1015 40 20 555 15 0 0 70 1 0 35 1751 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 1015 40 20 555 15 0 0 70 1 0 35 1751 #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd Base 25 655 30 120 450 5 30 25 10 55 120 380 1905 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 25 655 30 120 450 5 30 25 10 55 120 380 1905 #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr Base 30 640 5 5 410 5 10 0 15 5 0 1 1126 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 30 640 5 5 410 5 10 0 15 5 0 1 1126 #9 SW Boones Ferry Rd/ Lanewood-lake Grove Elementary Access Base 2 995 20 20 615 1 10 0 35 15 0 80 1793 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 2 995 20 20 615 1 10 0 35 15 0 80 1793 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 1 of 13 AM Peak Hour Mon May 14, 2001 16:43:05 Page 2-2 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #101 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #102 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #103 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #104 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #105 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #106 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #107 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #108 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #109 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOAM.OUT 5-14-101 4:42p L_----- ----- ----- - -- lo ----... - - - - - -- AM Peak Hour Mon May 14, 2001 16:43:05 Page 2-3 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #110 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #111 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #112 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #113 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #114 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #115 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #116 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #117 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #118 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 2 of 13 AM Peak Hour Mon May 14, 2001 16:43:05 Page 2-4 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #119 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #170 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOAN.OUT 5-14-f01 4:42p AM Peak Hour Mon May 14, 2001 16:43:07 Page 3-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Impact Analysis Report Level Of Service Intersection Base Future Change Del/ V/ Del/ V/ in LOS Veh C LOS Veh C # 1 SW Boones Ferry Rd/ Kruse Wy B 14.8 0.580 B 14.8 0.580 + 0.000 DIV # 2 SW Boones Ferry Rd/ Mercantile A 8.1 0.349 A 8.1 0.349 + 0.000 DIV # 3 SW Boones Ferry Rd/ Red Cedar C 19.0 0.000 C 19.0 0.000 + 0.000 VIC # 4 SW Boones Ferry Rd/ Douglas Wy C 17.5 0.000 C 17.5 0.000 + 0.000 VIC # 5 SW Boones Ferry Rd/ Oakridge R B 19.5 0.521 B 19.5 0.521 + 0.000 DIV # 6 SW Boones Ferry Rd/ Quarry Rd C 15.2 0.000 C 15.2 0.000 + 0.000 VIC # 7 SW Boones Ferry Rd/ Firwood Rd C 25.6 0.520 C 25.6 0.520 + 0.000 DIV # 8 SW Boones Ferry Rd/ SW Madrona C 24.2 0.000 C 24.2 0.000 + 0.000 VIC # 9 SW Boones Ferry Rd/ Lanewood-L D 34.8 0.000 D 34.8 0.000 + 0.000 VIC Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 3 of 13 S S AM Peak Hour Mon May 14, 2001 16:43:07 Page 4-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Operations Method (Base Volume Alternative) Intersection #1 SW Boones Ferry Rd/ Kruse Wy Cycle (sec): 75 Critical Vol./Cap. (X): 0.580 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 14.8 Optimal Cycle: 44 Level Of Service: B Approach: North Bound South Bound East Bound West Bound Movement: L - T- R L- T - R L- T- R L- T- R ------------I---------------I I --------.------I I ---------------I I ---------------I Control: Protected Permuted Protected Protected Rights: include Ovl Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 2 0 2 0 0 0 0 2 0 1 2 0 0 0 1 0 0 0 0 0 ------------I---------------I I ---------------I I ---------------I I ---------------I Volume Module: Base Vol: 295 440 0 0 430 580 375 0 200 0 0 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 initial Bse: 295 440 0 0 430 580 375 0 200 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PFF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 PNF Volume: 304 454 0 0 443 598 387 0 206 0 0 0 Re+duct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 304 454 0 0 443 598 387 0 206 0 0 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 304 454 0 0 443 598 387 0 206 0 0 0 Saturation Fl1ow Module:-----II-------------II---------------II---------------I Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.88 0.90 1.00 1.00 0.93 0.83 0.88 1.00 0.81 1.00 1.00 1.00 Lanes. 2.00 2.00 0.00 0.00 2.00 1.00 2.00 0.00 1.00 0.00 0.00 0.00 F; -.al Sat.: 13334 3437 0 0 3538 1581 3334 0 1537 0 0 0 Capacity Analysis Module----II---------------II---------------II--------------- I Vol/Sat: 0.09 0.13 0.00 0.00 0.13 0.38 0.12 0.00 0.13 0.00 0.00 0.00 Crit Moves: **** **** **** Green/Cycle: 0.16 0.61 0.00 0.00 0.45 0.68 0.23 0.00 0.39 0.00 0.00 0.00 Volume/Cap: 0.58 0.22 0.00 0.00 0.28 0.55 0.50 0.00 0.35 0.00 0.00 0.00 Delay/Veh: 30.9 6.7 0.0 0.0 13.0 6.7 25.6 0.0 16.6 0.0 0.0 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 30.9 6.7 0.0 0.0 13.0 6.7 25.6 0.0 16.6 0.0 0.0 0.0 Designoueue: 11 8 0 0 10 9 13 0 5 0 0 0 ••rrrr#**t+**r*#*##**##+*+*#*a######+*a++r*t#*#arra###r###+#########*rr+rrtr*t## - -affix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EX1: .OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:07 Page 5-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 NCM Operations Method Base Volume Alternative Intersection #1 SW Boones Ferry Rd/ Kruse Wy Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T - R L- T- R L- T- R ------------I--------------I--------II---------------II--------------- I HCM Ops Adjusted Lane Utilize ion Module: Lanes: 2 0 2 0 0 0 0 2 0 1 2 0 0 0 1 0 0 0 0 0 Lane Group: L T xxxx xxxx T R L xxxx R xxxx xxxx xxxx #LnslnGrps: 2 2 0 0 2 1 2 0 1 0 0 0 ............ I -------------- II --------------- II--------------- {I--------------- I HCM Ops Input Saturation Adj Module: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 5 2 5 0 Grade: 0% 0% O%. 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type:<<<<<<<<<<<<<<<Other >>>>>>>>>>>>>>> Cnft Ped/Hr: 0 3 0 0 ExclusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ------------ I --- ----- ----Adj --�I--------------- II---------------II--------------- I HCM Ops f(rt and f(lt) ase Module: f(rt) Case: xxxx xxxx xxxx xxxx xxxx 2 xxxx xxxx 2 xxxx xxxx xxxx f(lt) Case: 1 xxxx xxxx xxxx xxxx xxxx 1 xxxx xxxx xxxx xxxx xxxx ----------- ------------------- HCM Ops Saturation Adj Module: " '"' II" -'.""_"'"'"""II'"""" Ln Wid Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx Hev Veh Adj: 0.95 0.95 xxxxx xxxx 0.98 0.98 0.95 xxxx 0.95 xxxx xxxx xxxxx Grade Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx Parking Adj: xxxx 1.00 xxxxx xxxx xxxx 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Bus Stp Adj: xxxx 1.00 xxxxx xxxx xxxx 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Area Add: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx RT Adj: xxxx xxxx xxxxx xxxx xxxx 0.85 xxxx xxxx 0.85 xxxx xxxx xxxxx LT Adj: 0.95 xxxx xxxxx xxxx xxxx xxxxx 0.95 xxxx xxxxx xxxx xxxx xxxxx HCM Sat Adj: 0.90 0.95 1.00 1.00 0.98 0.83 0.90 1.00 0.81 1.00 1.00 1.00 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 0.97 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.88 0.90 1.00 1.00 0.93 0.83 0.88 1.00 0.81 1.00 1.00 1.00 ------------I---------------1I---------------I I ---------------I I---------------� Delay Adjustment Factor Modu e: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signet Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 4 of 13 AM Peak Hour Mon May 14, 2001 16:43:07 Page 6-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM kk#** Operations Method (Base Volume Alternative) !r**#rr***##*#*#wk**#trrt#trrtrr*#t*w##r#rtwwtt#*twrwtrttrettrtt**ltrrkrr*w Intersection #2 SW Boones Ferry Rd/ Mercantile Or lttttrtk*tt*twk*tktrttkt*rt*#ttr}lttk*}r}*}*ktkrkkt4tttkttrrrttrkt#ttrtktt#r}*** Cycle (sec): 70 Critical Vol./Cap. (X): 0.349 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 8.1 Optimal Cycle: 32 Level Of Service: A !*###k}}#r#rt##*k***w#t*t##*t}t#}tt#trw*r***r*tt*r#**w#wk!*t!!rlrkkr*#t#k}*ttk#} Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------- i --------------- --------------- 11 --------------- 11---------------� Control: Protected Protected Permitted Permitted Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 1! 0 0 ----- I --------------- --------------- 1{ --------------- 11---------------� Volume Module: Base Vol: 95 735 5 1 580 55 20 1 50 0 0 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 95 735 5 1 580 55 20 1 50 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 101 782 5 1 617 59 21 1 53 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 101 782 5 1 617 59 21 1 53 0 0 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 101 782 5 1 617 59 21 1 53 0 0 0 Saturation Fl ) ow Module- -------------------- ------------------------------� Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.90 0.90 0.90 0.91 0.90 0.90 0.84 0.84 0.84 1.00 1.00 1.00 Lanes: 1.00 1.99 0.01 1.00 1.83 0.17 0.95 0.05 1.00 0.00 1.00 0.00 Final Sat.: 1718 3411 22 1736 3129 299 1521 72 1599 0 1900 0 ---------------------��---------------��----------• ��' ----- ---- -------------- Capacity Analysis Module: Vol/Sat: 0.06 0.23 0.23 0.00 0.20 0.20 0.01 0.01 0.03 0.00 0.00 0.00 Crit Moves: **** trrt **** Green/Cycle: 0.17 0.73 0.73 0.00 0.57 0.57 0.09 0.09 0.09 0.00 0.00 0.00 Volume/Cap: 0.35 0.31 0.31 0.31 0.35 0.35 0.15 0.15 0.35 0.00 0.00 0.00 Delay/Veh: 26.4 3.3 3.3 83.8 8.4 8.4 29.5 29.5 31.0 0.0 0.0 0.0 User De(Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 26.4 3.3 3.3 83.8 8.4 8.4 29.5 29.5 31.0 0.0 0.0 0.0 Designaucue: 3 9 0 0 11 1 1 0 2 0 0 0 t*rkrrrk#***r#rkk*rtk*##*##rr}k*r}rk*rr•*t#**#***#*w*rk*r*#krtrrrkr}rrlttr#krr#rr Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOAM.OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:07 Page 7-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative *#k*!}##*###r#*##r***t}t**tttr**#*t*}*#*t#**##*tlwrtk**##ktw***kkk*#**#tkk#k*#ktt Intersection #2 SW Boones Ferry Rd/ Mercantile Or kktk}*kk**#rkkkkk*tk*##**#**}k*#***kkw*ktkktk#*kkkrtk*##**#**##*kk*kkk***#**##*## Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ I---------------I----------��--------------- ��--------------- � NCM Ops Adjusted Lane Utiliza ion Module: Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 1! 0 0 Lane Group: L RT RT L RT RT LT LT R LTR LTR LTR #LnslnGrps: 1 2 2 1 2 2 1 1 1 1 1 1 --- --- - ------- HCM -- HCM OpsInpoAdjI-We: 11 --------------- 11 j Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 5 4 1 0 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type:<<<<<<<<<<<<<<<other >>>>>>>>>>>>>>> Cnft Ped/Hr: 3 5 0 6 ExctusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 -------------- HCM Ops f(rt and f(lt) Adj ase Module: f(rt) Case: xxxx 5 5 xxxx 5 5 xxxx xxxx 2 xxxx xxxx xxxx Mt) Case: 1 xxxx xxxx 1 xxxx xxxx 2r 2r xxxx xxxx xxxx xxxx --------------------------H---------------H---------------11---------------I HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 xxxx xxxx xxxxx Hev Veh Adj: 0.95 0.95 0.95 0.96 0.96 0.96 0.99 0.99 0.99 xxxx xxxx xxxxx Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 xxxx xxxx xxxxx Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 xxxx xxxx xxxxx RT Adj: xxxx 1.00 1.00 xxxx 0.99 0.99 xxxx xxxx 0.85 xxxx xxxx xxxxx LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.85 0.85 xxxxx xxxx xxxx xxxxx HCM Sat Adj: 0.90 0.95 0.95 0.91 0.95 0.95 0.84 0.84 0.84 1.00 1.00 1.00 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.90 0.90 0.90 0.91 0.90 0.90 0.84 0.84 0.84 1.00 1.00 1.00 ------------ ---- ------------- -------------- Delay Adjustment Factor Modu e: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 0.00 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 5 of 13 AM Peak Hour Mon May 14, 2001 16:43:07 Page 8-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) #**rwrr##f*wfrr***f**frt*1f#W#**W#*#*#*#t*#**#w♦rrrf#####**##*f*##**f*lf rr#*t*tW intersection #3 SW Boones Ferry Rd/ Red Cedar Wy *rt*fflf#*#fr******t#f#ltrt#****#**r**#*#*rf**t*frf*##**###*##f*******##1rf#*#* Average Delay (sec/veh): 19.0 Worst Case Level Of Service: C r#tfwrfrfr**#*#t#*****#w#*#rf***r#wW*r*t***###trlrf#***#*#t*#Rt*****Wrf*fWfrf#*# Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L- T- R L- T - R L- T - R ------------ --------------- --------------- ------------------------------� Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 0 1 0 0 1 0 1 0 0 0 11 0 0 0 0 11 0 0 --------------- --------------- --------------- ---------------� Volume Module: Base Vol: 15 795 20 30 565 5 1 0 25 10 0 30 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial 8se: 15 795 20 30 565 5 1 0 25 10 0 30 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Volume: 16 828 21 31 589 5 1 0 26 10 0 31 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 16 828 21 31 589 5 1 0 26 10 0 31 --------------------------- --------------- ------------------------------ Critical -------------Critical Gap Module: Critical Gp: 4.2 xxxx xxxxx 4.2 xxxx xxxxx 7.5 xxxx 6.9 7.6 xxxx 7.0 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 xxxx 3.3 3.5 xxxx 3.3 ------------ --------------- --------------- ------------------------------� Capacity Module: Cnflict Vol: 594 xxxx xxxxx 853 xxxx xxxxx 1106 xxxx 302 1228 xxxx 427 Potent Cap.: 965 xxxx xxxxx 769 xxxx xxxxx 165 xxxx 694 133 xxxx 573 Move Cap.: 962 xxxx xxxxx 769 xxxx xxxxx 148 xxxx 691 122 xxxx 571 ---------------------------H---------------11---------------11---------------i Level Of Service Module: Stopped Del: 8.7 xxxx xxxxx 9.7 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A f * A * * * * * * # Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 606 xxxxx xxxx 298 xxxxx Shrd StpOel: 8.8 xxxx xxxxx 9.9 xxxx xxxxx xxxxx 11.2 xxxxx xxxxx 19.0 xxxxx Shared LOS: A * * A * * * B * * C Approachoel: xxxxxx xxxxxx 11.2 19.0 ApproachLOS: * * B C Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOAM.OUT 5-14-101 4:42P AM Peak Hour Mon May 14, 2001 16:43:07 Page 9-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative Intersection #3 SW Boones Ferry Rd/ Red Cedar Wy Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L - T- R L- T- R ----------- I ---------------- I------------------------------------------------� HevVeh: 4% 4% 2% 3% Grade: 0% 0% OX 0% Peds/Hour: 1 3 4 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour --------------------- --------------- --------------- --------------- Upstream Signals: Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signallndex: #5 #2 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 Arriva(Type: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol: 594 xxxxx xxxxx 853 xxxxx xxxxx 1106 0 302 1228 0 427 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol: 594 xxxxx xxxxx 853 xxxxx xxxxx 1106 0 302 1228 0 427 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 965 xxxxx xxxxx 769 xxxxx xxxxx 165 0 694 133 0 573 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 965 xxxxx xxxxx 769 xxxxx xxxxx 165 0 694 133 0 573 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 6 of 13 AM Peak Hour Mon May 14, 2001 16:43:07 Page 10-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) trrrrrtr**ttrtttrttttrtrtrttt**rtwr*rrrrttttrrtrttrtrtwtrtrtwrtrtrttttrtwrtwttrttwrtrrrtrtrtrrtrtrrtrrtr Intersection #4 SW Boones Ferry Rd/ Douglas Wy rrrrr*rwtrrrtrtrtrt*rtrtrtwwtrtrttrrtrrwrtttwwtttrtwrtrrtwrrtwwttttttrttrtrttrwrrrrrrrrrrrrtrr Average Delay (sec/veh): 17.5 Worst Case Level Of Service: C rtrrarrttrrrrtr rrrtrttwwwrtrtwwwrrtrtrrrrrttrtrtttrtttwrrwrtttttttttttttrwrtartrrrtrttrtrtrtrrwrr Approach: North Bound South Bound East Bound West Bound Movement: L - T- R L- T- R L- T- R L- T - R --------------------------- --------------- ------------------------------� Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 1 0 0 0 0 1 1 0 0 0 1l 0 0 0 0 0 0 0 ------------ --------------- --------------- --------------- ---------------� Volume Module: Base Vol: 90 1020 0 0 660 40 5 0 20 0 0 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 90 1020 0 0 660 40 5 0 20 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 PHF Volume: 97 1097 0 0 710 43 5 0 22 0 0 0 R educ t Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 97 1097 0 0 710 43 5 0 22 0 0 0 ..... ....... I --------------- 11 --------------- � �--------------- 11---------------� Critical Gap Module: Critical Gp: 4.2 xxxx xxxxx xxxxx xxxx xxxxx 6.9 xxxx 7.0 xxxxx xxxx xxxxx FoltowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx ------------ I --------------- --------------- --------------- ---------------� Capacity Module: Cnflict Vol: 753 xxxx xxxxx xxxx xxxx xxxxx 1473 xxxx 376 xxxx xxxx xxxxx Potent Cap.: 846 xxxx xxxxx xxxx xxxx xxxxx 116 xxxx 618 xxxx xxxx xxxxx Move Cap.: 846 xxxx xxxxx xxxx xxxx xxxxx 106 xxxx 618 xxxx xxxx xxxxx ------------I---------------� �---------------------------------------------� Level Of Service Module: Stopped Del: 9.3 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 314 xxxxx xxxx xxxx xxxxx Shrd StpDel: 9.8 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 17.5 xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * * * * C ApproachDel: xxxxxx xxxxxx 17.5 xxxxxx ApproachLOS: * * C Traffix 7.1.0607 (c) 1999 Dowling Assoc.. Licensed to DOWLING ASSOCIATES, INC. EX0001 OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:07 Page 11-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative rwwwwwwra-k*****************+***t*++++tttwww*twwttwtrwwwtwwwtwtrtrwwtrrtwrrtrtawwtt Intersection #4 SW Boones Ferry Rd/ Dougles Wy rrt*wtwrtrtrtrt*rtrttrr*tttt*t+trtrwtrtrttrtttrtrwwwwwwwwrtrttwwwwwtrtrrwttrttwrrrwwttrtrrttrtrtrt Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R -----------I--------3X--------------SY--------------3X----------------------� HevVeh: Grade: OX 0% 0% OX Peds/Hour: 0 0 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour Upstream Signals ------------ I--------------------------------I..---------------� Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signal(ndex: #5 #2 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol: 753 xxxxx xxxxx 0 xxxxx xxxxx 1473 0 376 0 0 0 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol: 753 xxxxx xxxxx 0 xxxxx xxxxx 1473 0 376 0 0 0 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 846 xxxxx xxxxx 0 xxxxx xxxxx 116 0 618 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 846 xxxxx xxxxx 0 xxxxx xxxxx 116 0 618 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 7 of 13 AM Peak Hour Mon May 14, 2001 16:43:07 Page 12-1 Kittetson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Operations Method (Base Volume Alternative) ************************+***********************+w+www+++++ww*+++*+ra+www*w+++++ Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd *++a#*+r***a*w*****a##+**********************a#*w***+a**+*+w*a+#aw**+a++*waw#**w Cycle (sec): 120 Critical Vol./Cap. (X): 0.521 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 19.5 Optimal Cycle: 43 Level Of Service: B *+r*##*#*#******aaa#**a*rr*w*++++**#+**a*a*#**w*+**aaw*wr+aa****+a+r####***+**#w Approach: North Bound South Bound East Bound West Bound Movement: L- T - R L- T- R L- T- R L- T- R ----------------------- ------------ Control: Protected II Protected II Permitted II Permitted Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 11 0 0 0 0 11 0 0 ------------I---------------I I ---------------I I ---------------I I ---------------I Volume Module: Base Vol: 90 995 35 35 555 15 50 15 55 35 25 60 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 90 995 35 35 555 15 50 15 55 35 25 60 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 PHF Volume: 101 1118 39 39 624 17 56 17 62 39 28 67 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 101 1118 39 39 624 17 56 17 62 39 28 67 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Add: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 101 1118 39 39 624 17 56 17 62 39 28 67 ---------------- II - II II - i Saturation F ow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.91 0.91 0.91 0.90 0.90 0.90 0.64 0.64 0.64 0.71 0.71 0.71 Lanes: 1.00 1.93 0.07 1.00 1.95 0.05 0.41 0.13 0.46 0.29 0.21 0.50 Final Sat.: 1736 3339 116 1718 3332 91 504 153 559 394 283 677 ------t----------II---------------II II'" I ----- -------------- ------------- Capacity Ana ysis Module: Vol/Sat: 0.06 0.33 0.33 0.02 0.19 0.19 0.11 0.11 0.11 0.10 0.10 0.10 Crit Moves: **** **** **** Green/Cycle: 0.16 0.64 0.64 0.04 0.52 0.52 0.21 0.21 0.21 0.21 0.21 0.21 Volume/Cep: 0.36 0.52 0.52 0.52 0.36 0.36 0.52 0.52 0.52 0.46 0.46 0.46 Delay/Veh: 45.4 11.7 11.7 62.6 16.8 16.8 43.7 43.7 43.7 42.4 42.4 42.4 User Dc(Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 45.4 11.7 11.7 62.6 16.8 16.8 43.7 43.7 43.7 42.4 42.4 42.4 Designoucue: 6 29 1 3 21 1 3 1 3 2 1 4 *+*•#r********r#+ra*aaa*+*rr*#*a*#r*#+w**r+*******r**a*++#++*#*#rar+rar#*#w**r** Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOAM.OUT 5-14-101 4:42p -- - - - - --- - -- -- - -0 --------- AM Peak Hour Mon May 14, 2001 16:43:07 Page 13-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T - R L- T- R ------------ I ---------- . I-----------II---------------II---------------I NCM Ops Adjusted Lane Utilization Module: Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 1! 0 0 0 0 1! 0 0 Lane Group: L RT RT L RT RT LTR LTR LTR LTR LTR LTR #LnslnGrps: 1 2 2 1 2 2 1 1 1 1 1 1 - -- ---- --- I I ---- I I I I I HCM Ops Inpu Saturation Adj Rodule: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 X Hev Veh: 4 5 6 4 Grade: OX OX OX 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type: < < < < < < < < < < < < < < < Other > > > > > > > > > > > > > > > Cnft Ped/Hr: 3 1 0 2 ExclusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ------------ I ---- ------ �I---------------II---------------II--------------- I HCM Ops f(rt and f(lt) Adj ase Module: f(rt) Case: xxxx 5 5 xxxx 5 5 7 7 7 7 7 7 f(lt) Case: 1 xxxx xxxx 1 xxxx xxxx 5 5 5 5 5 5 ------------ -------------------------------- HCM Ops Saturation Adj Modulll'""'"" II" " ' II''''"" I Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hev Veh Adj: 0.96 0.96 0.96 0.95 0.95 0.95 0.94 0.94 0.94 0.96 0.96 0.96 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 0.84 0.84 0.84 0.83 0.83 0.83 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.81 0.81 0.81 0.89 0.89 0.89 HCM Sat Adj: 0.91 0.96 0.96 0.90 0.95 0.95 0.64 0.64 0.64 0.71 0.71 0.71 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.91 0.91 0.91 0.90 0.90 0.90 0.64 0.64 0.64 0.71 0.71 0.71 ------------I--------- �I--- II --------------- II --------------- I Delay Adjustment Factor Modu e: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signal Type: <<<< : <<<<<< << Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 8 of 13 AM Peak Hour Mon May 14, 2001 16:43:07 Page 13-2 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd awwawaaaww«waaaaaaawar+#wawww+www*#+wawwwwawarra«ww«wwwatwwwwwwaww+wawa+aawaawaw Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 120 120 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 25.59 25.59 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 25.59 25.59 Opposing Effective Green Time, go: xxxxxx xxxxxx 25.59 25.59 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vlt: xxxxxx xxxxxx 56 39 Proportion of Left Turns in Lane Group, Plt: xxxxxx xxxxxx 0.42 0.29 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx 0.29 0.42 Left Turns Per Cycle, LTC: xxxxxx xxxxxx 1.87 1.30 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 134 135 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 4.47 4.50 Opposing Platoon Ratio, Rpo., xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, tl: xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 3.16 5.28 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.79 0.79 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 7.99 8.06 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 17.60 17.53 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx 2.42 1.39 Proportion of Opposing Thru & RT cars, ptho: xxxxxx xxxxxx 0.71 0.59 Left -turn Saturation Factor, fs: xxxxxx xxxxxx xxxxxx xxxxxx Proportion of Left Turns in Shared Lane, pl: xxxxxx xxxxxx xxxxxx xxxxxx Through -car Equivalents, ell: xxxxxx xxxxxx 1.60 1.60 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx 1.94 1.27 Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.11 0.10 Single lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.81 0.89 Left Turn Adjustment Factor, flt: xxxxxx xxxxxx 0.81 0.89 +***#«#«*ar*aa##*#arra*aa•«**a*##*waaaaaa«arra*#a#a«###a**«*raw###«*«##«wa«««««« Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOAM.OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:07 Page 14-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) wwwwrwwwwwwawawwwww+ww+wwwwwwwawaa#wwww#waaaawwwwwwwawwwawwwwaww+www+wwwwwwww+#w Intersection #6 SW Boones Ferry Rd/ Quarry Rd +rwww+w++a++ww+wra+w+www+ww+w+ww+aawwwwwwwawwa+wwwaw+w+awww++awawwwwwwwwwwwwwwaw Average Delay (sec/veh): 15.2 Worst Case Level Of Service: C wwwwrwwaww«wwwwwwwwawwaaw+wwwwwwwawwwwawawwwwa#«wwwwwwwwwwww+wawwwwww#www#aawwww Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R --------------------------- --------------- ------------------------------� Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1 1 0 0 1 0 1 0 0 0 0 0 1 0 0 l! 0 0 --------------------------- ��--------------- ��--------------- ��--------------- Volume Module: � Base Vol: 0 1015 40 20 555 15 0 0 70 1 0 35 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 1015 40 20 555 15 0 0 70 1 0 35 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 PHF Volume: 0 1128 44 22 617 17 0 0 78 1 0 39 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 0 1128 44 22 617 17 0 0 78 1 0 39 ------------ I --------------- --------------- --------------- ---------------� Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.2 xxxx xxxxx xxxxx xxxx 7.1 7.5 xxxx 6.9 FollowUpTim:xxxxx xxxx xxxxx 2.3 xxxx xxxxx xxxxx xxxx 3.4 3.5 xxxx 3.3 ------------ I --------------- --------------- --------------- ---------------� Capacity Module: Cnflict Vol: xxxx xxxx xxxxx 1172 xxxx xxxxx xxxx xxxx 320 1510 xxxx 593 Potent Cap.: xxxx xxxx xxxxx 575 xxxx xxxxx xxxx xxxx 647 84 xxxx 454 Move Cap.: xxxx xxxx xxxxx 573 xxxx xxxxx xxxx xxxx 646 72 xxxx 451 ------------ I.-------------- --------------- --------------- ---------------� Level Of Service Module: Stopped Del:xxxxx xxxx xxxxx 11.3 xxxx xxxxx xxxxx xxxx 11.3 xxxxx xxxx xxxxx LOS by Move: * * * B * * * * B Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 393 xxxxx Shrd StpDel:xxxxx xxxx xxxxx 11.5 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.2 xxxxx Shared LOS: * * * B * * * * * * C ApproachDel: xxxxxx xxxxxx 11.3 15.2 ApproachLOS: * * B C Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 9 of 13 AM Peak Hour Mon May 14, 2001 16:43:08 Page 15-1 Kittelson 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative •:•a+rw+++w++*w***a*+*+a***+wwaaw+++aar+rra+rrwrwaarrra+r+rrrr+r+w++awrarr+rrrrr Intersection #6 SW Boones Ferry Rd/ Quarry Rd *r*r++***►***++**+********r++rrraa+r+r+r+r+++rwwr++rrrrr+rrwawwr+rrrrrr+a+a+rra+ Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R i----------- I ---------------- I ---------------- --------------------------------� Hevveh: 3% 5% 12% OX Grade: OX OX OX OX Peds/Hour: 3 3 0 4 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ---.-----:I----------------I---------------- -------------------------� Upstream Signals: Link Index: #76 #73 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signatlndex: #7 #5 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivatType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol: 0 xxxxx xxxxx 1172 xxxxx xxxxx 0 0 320 1510 0 593 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConfLicLVOL: 0 xxxxx xxxxx 1172 xxxxx xxxxx 0 0 320 1510 0 593 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 0 xxxxx xxxxx 575 xxxxx xxxxx 0 0 647 84 0 454 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 0 xxxxx xxxxx 575 xxxxx xxxxx 0 0 647 84 0 454 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOAM.OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:08 Page 16-1 Kittelson 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM +r+w+ Operations Method (Base Volume Alternative) ++++++++rrrrr+r++r+++w+rr+rr+a+w+wa+rr+r+r+r++rr++++++++++++++++++++++rr+++ Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd ++++++++++rra+rr+rwr++r+++a++w+ar++++rr+r+rrr++rw+++++++++++++++++++++++++++++++ Cycle (sec): 120 Critical Vol./Cap. (X): 0.520 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 25.6 Optimal Cycle: 43 Level Of Service: C +++++++++++++++++++++++++++++++rrrr+++rr+++war+rw+++++++++++++++++++++++++++++++ Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R --------------------------- 1 1--------------- --------------- --------------- Control: Protected Protected Permitted Permitted Rights: Include Include Include OvL Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 1 0 0 1 0 0 1 0 0 1 --------------------------- 11 --------------- --------------- ---------------� Volume Module: Base Vol: 25 655 30 120 450 5 30 25 10 55 120 380 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 25 655 30 120 450 5 30 25 10 55 120 380 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 26 689 32 126 474 5 32 26 11 58 126 400 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 26 689 32 126 474 5 32 26 11 58 126 400 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: I 26 689 32 126 474 5 32 26 11 58 126 400 Saturation Flow Module: ---- --------------- ------------------------------� Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.88 0.88 0.90 0.89 0.89 0.59 0.94 0.94 0.88 0.88 0.83 Lanes: 1.00 1.91 0.09 1.00 1.98 0.02 1.00 0.70 0.30 0.32 0.68 1.00 Final Sat.: 1688 3203 149 1702 3362 35 1121 1250 529 525 1141 1583 Capacity Anal1ysis Module: -- �I--------------- --------------- ---------------I Vol/Sat: 0.02 0.22 0.22 0.07 0.14 0.14 0.03 0.02 0.02 0.11 0.11 0.25 Crit Moves: **** **** **** Green/Cycle: 0.05 0.41 0.41 0.14 0.50 0.50 0.34 0.34 0.34 0.34 0.34 0.49 Volume/Cap: 0.28 0.52 0.52 0.52 0.28 0.28 0.08 0.06 0.06 0.32 0.32 0.52 Delay/Veh: 56.1 26.6 26.6 49.7 17.5 17.5 26.7 26.4 26.4 29.4 29.4 21.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 56.1 26.6 26.6 49.7 17.5 17.5 26.7 26.4 26.4 29.4 29.4 21.8 DesignQueue: 2 28 1 7 16 0 1 1 0 3 6 15 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 10 of 13 AM Peak Hour Mon May 14, 2001 16:43:08 Page 17-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative +wrrr+rrwrwr+++rww+wwrwrwrwwwrrwwwrwrr+rrrwrrrrrrrrrrwrr+rrr+wrrrwrrrrrrrwrrrrrr Intersection #7 SW Boones Ferry Rd/ Firwood Rd-Brnrit Rd r+w+rrar++++++r+rrr+rrrrrrrrrrrrrrrrrrrrrrrr+r++r wrrrrrrrrrrrrrrrrrrrrr+rrrrrr Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ I ---------------1---��--------------- ��--------------- � HCM Ops Adjusted Lane Utiliza ion Module: Lanes: 1 0 1 1 0 1 0 1 1 0 1 0 0 1 0 0 1 0 0 1 Lane Group: L RT RT L RT RT L RT RT LT LT R #LnslnGrps: 1 2 2 1 2 2 1 1 1 1 1 1 1 1---------------� �------------------------------� HCM Ops Inpu Saturation Adj Module: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 7 6 2 2 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type: < < < < < < < < < < < < < < < Other > > > > > > > > > > > > > > > Cnft Ped/Hr: 0 1 0 1 ExclusiveRT: Include include Include Include % RT Prtct: 0 0 0 0 ------ ----- ----- --------------- �� -------------- HCM Ops f(rt and f(lt) Adj ase Module: f(rt) Case: xxxx 5 5 xxxx 5 5 xxxx 5 5 xxxx xxxx 2 f(lt) Case: 1 xxxx xxxx 1 xxxx xxxx 2 xxxx xxxx 5 5 xxxx HCM Ops Satula---- Adj ModuIll---------------II---------------II---------------I tion Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hev Veh Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.98 0.98 0.98 0.98 0.98 0.98 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 0.99 0.99 xxxx 1.00 1.00 xxxx 0.96 0.96 xxxx xxxx 0.85 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.60 xxxx xxxxx 0.90 0.90 xxxxx HCM Sat Adj: 0.89 0.93 0.93 0.90 0.94 0.94 0.59 0.94 0.94 0.88 0.88 0.83 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.89 0.88 0.88 0.90 0.89 0.89 0.59 0.94 0.94 0.88 0.88 0.83 ------- ----I---------------11--------------- ---------------11---------------I Delay Adjustment Factor Modu e: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 r+wr++rr+++r++++++r+rrrrrtrrrrrrrrrrr+rrrrrrrrr+rrrrrrrrrrrrr#rrrrrrrrrrrr#rrrrr Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC Ex00AM.OUT 5-14-101 4.42p AM Peak Hour Mon May 14, 2001 16:43:08 Page 17-2 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative +++r+rr+r++rrrrrrrrrrrrrrrrrrrwrrrr+r+++++rrrr+rr+rwrrrrrw+rr++rrrrrrrrr+rrwrrrr Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd rrrrrrrrrrrrrrrrrrrrrrrrrrrrrr+r+rw+rrrrrr+r+++rwr+rrrrrrrrrrrrrrrrrrr+rr+rrrr+r Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 120 120 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 58.34 58.34 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 58.34 58.34 Opposing Effective Green Time, go: xxxxxx xxxxxx 58.34 58.34 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes in LaneGroup, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, VLt: xxxxxx xxxxxx 32 58 Proportion of Left Turns in Lane Group, PIt: xxxxxx xxxxxx 1.00 0.32 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx xxxxxx xxxxxx Left Turns Per Cycle, LTC: xxxxxx xxxxxx 1.07 1.93 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 184 37 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 6.13 1.23 Opposing Platoon Ratio Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, tt: xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 0.00 10.17 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.51 0.51 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 3.02 0.00 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 55.32 48.17 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx xxxxxx xxxxxx Proportion of Opposing Thru & RT cars, ptho: xxxxxx xxxxxx xxxxxx xxxxxx Left -turn Saturation Factor, fs: xxxxxx xxxxxx 0.76 0.85 Proportion of Left Turns in Shared Lane, pt: xxxxxx xxxxxx 1.00 0.32 Through -car Equivalents, ell: xxxxxx xxxxxx 1.58 1.46 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx xxxxxx xxxxxx Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.07 0.05 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.60 0.89 Left Turn Adjustment Factor fLt: xxxxxx xxxxxx 0.60 0.89 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 11 of 13 AM Peak Hour Mon May 14, 2001 16:43:08 Page 18-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) rrrwrwrrrwwwwrrwrrrrrwrrrwrrrwrwrwrwwrrwrrrrrrarrwrrrwwwwwwwwwwwrrwrrrrrrrrwrwrr Intersection #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr rrrwwwwwwwwwrrwrrrrrrrwrwrtrrrrrwwrwwwrrrrrrrrrrrrrrwrrwrwwrwrrrrwrwrrrwwwwwwrwr Average Delay (sec/veh): 24.2 Worst Case Level Of Service: C rwrwrrrrwwrrwwrwwwwrwrwrrwrwrrrrrrrwrr.rrwrrrrrrrwwwwwrrwrrwrrwrwrwrrwrrwrrwwrwwr Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R --------------------------- --------------------------------------------- Control: -------- -Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 0 1 0 0 1 0 1 0 0 0 11 0 0 0 0 11 0 0 ------------ ---------- ---------- Volume Module: Base Vol: 30 640 5 5 410 5 10 0 15 5 0 1 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 30 640 5 5 410 5 10 0 15 5 0 1 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 PHF Volume: 33 703 5 5 451 5 11 0 16 5 0 1 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 33 703 5 5 451 5 11 0 16 5 0 1 --------------------------- --------------- ------------------------------� Critical Gap Module: Critical Gp: 4.2 xxxx xxxxx 4.2 xxxx xxxxx 7.5 xxxx 6.9 7.8 xxxx 7.2 FollowUpTim: 2.3 xxxx xxxxx 2.3 xxxx xxxxx 3.5 xxxx 3.3 3.6 xxxx 3.4 --------------------------- --------------- --------------- ---------------� Capacity Module: Cnflict Vol: 456 xxxx xxxxx 709 xxxx xxxxx 882 xxxx 228 1008 xxxx 354 Potent Cap.: 1080 xxxx xxxxx 866 xxxx xxxxx 244 xxxx 781 180 xxxx 611 Move Cap.: 1080 xxxx xxxxx 866 xxxx xxxxx 237 xxxx 781 171 xxxx 611 ------------ I.--------------� �---------------� �------------------------------� Level Of Service Module: Stopped Del: 8.3 xxxx xxxxx 9.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS y Move: A * * A Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 407 xxxxx xxxx 194 xxxxx Shrd StpDel: 8.4 xxxx xxxxx 9.2 xxxx xxxxx xxxxx 14.5 xxxxx xxxxx 24.2 xxxxx Shared LOS: A * * A * * * B * * C ApproachOel: xxxxxx xxxxxx 14.5 24.2 ApproachLOS: * * B C Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. E%OOAN.OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:08 Page 19-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative rwwrwwwwwrwrwwrrrrrrrrrrrwrwwwwrrrrrwrrwwwwrrrwrrrrwrwrwwrrwrwwwrrrwrrwrrrwwrwww Intersection #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr rrrarwrrrrrrrwwrwrwrrrrr#wrrrwwrrwwrwrwwwrrwwwwrwwwwwwwwwrwwwwrrrrrrwwrwwwrrrwww Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------:---- I --------SX------ ---------------- ---------------- -------13%------� HevVeh Grade: 0% 0% 0% 0% Peds/Hour: 0 0 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ----------:I----------------------------------------------- Upstream Signals: Link Index: #79 Dist(miles): 0.000 Speed (mph): 0.00 Signallndex: #7 Cycle Time: 0 secs InitVolume: 0 0 Saturation: 0 0 ArrivaLType: 0 0 G/C: 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 gqt: 0.00 0.00 gq2: 0.00 0.00 gq: 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 beta: 0.000 to (secs): 0.000 F• 0.000 f: 0.000 0.000 vcmax: 0 0 vcmin: 0 0 tp: 0.0 0.0 p; 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnfLVol: 456 xxxxx xxxxx 709 xxxxx xxxxx 882 0 228 1008 0 354 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol: 456 xxxxx xxxxx 709 xxxxx xxxxx 882 0 228 1008 0 354 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 1080 xxxxx xxxxx 866 xxxxx xxxxx 244 0 781 180 0 611 UpstreamAdl:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 1080 xxxxx xxxxx 866 xxxxx xxxxx 244 0 781 180 0 611 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 12 of 13 AM Peak Hour Mon May 14, 2001 16:43:08 Page 20-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) rrr##aa##*#*a#*a##a###*#****#*##*#*****##*#*##r##*##***r##aar#####*##*********## Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary **##***##***#*Access r*rraat**#*###a#*rraa##*#*****w#r#**#*******#a##*##*#**##*rrr*#** Average Delay (sec/veh): 34.8 Worst Case Level Of Service: D Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------I--------------- --------------- --------------- II ---------------- Control: ------ ----Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 0 1 0 0 1 0 1 0 0 0 11 0 0 0 0 11 0 0 ------------ f --------------- --------------- Volume Module: >> Count Date: 3 Apr 2001 « 7. 45 - 8.45 am Base Vol: 2 995 20 20 615 1 10 0 35 15 0 80 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 995 20 20 615 1 10 0 35 15 0 80 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 PHF Volume: 2 1157 23 23 715 1 12 0 41 17 0 93 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 2 1157 23 23 715 1 12 0 41 17 0 93 --------------------------- --------------- --------------- ---------------� Critical Gap Module: Critical Gp: 4.2 xxxx xxxxx 4.2 xxxx xxxxx 7.8 xxxx 7.2 7.6 xxxx 7.0 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.7 xxxx 3.5 3.6 xxxx 3.3 ----- ------- -------------- ---------- Capacity Module: Cnflict Vol: 716 xxxx xxxxx 1180 xxxx xxxxx 1350 xxxx 361 1580 xxxx 595 Potent Cap.: 867 xxxx xxxxx 576 xxxx xxxxx 96 xxxx 597 71 xxxx 440 Move Cap.: 867 xxxx xxxxx 576 xxxx xxxxx 73 xxxx 595 64 xxxx 438 ------------ I --------------- --------------- --------------- ---------------� Level Of Service Module: Stopped Del: 9.2 xxxx xxxxx 11.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * B Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 230 xxxxx xxxx 228 xxxxx Shrd StpOel: 9.2 xxxx xxxxx 11.5 xxxx xxxxx xxxxx 25.2 xxxxx xxxxx 34.8 xxxxx Shared LOS: A * * B * * * D * * D ApproachDel: xxxxxx xxxxxx 25.2 34.8 ApproachLOS: * * D D Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOAM.OUT 5-14-101 4:42p AM Peak Hour Mon May 14, 2001 16:43:08 Page 21-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, AM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative aa***#a*raaaraar*#*wa#arr*##aaa*****w**####a**a************###a###***w*****a**** Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L - T- R L- T- R ----------- I----------------I---------.--------------------------------------� HevVeh: 4% 4Y 16% 5% Grade: 0% 0% 0% 0% Peds/Hour: 3 5 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ----------.I ---------------- I ---------------- --------------- Upstream Signals: Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signalindex: #5 #2 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 N: Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVot: 716 xxxxx xxxxx 1180 xxxxx xxxxx 1350 0 361 1580 0 595 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol: 716 xxxxx xxxxx 1180 xxxxx xxxxx 1350 0 361 1580 0 595 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap; 867 xxxxx xxxxx 576 xxxxx xxxxx 96 0 597 71 0 440 UpstreamAd1:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 867 xxxxx xxxxx 576 xxxxx xxxxx 96 0 597 71 0 440 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 13 of 13 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC Ex00PN.0UT 5-14-101 4:44p PM Peak Hour --Mon May 14, 2001 16:45:07 - ---- - Page 2-1 ------------- ------------------------- -------- Kittelson 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Turning Movement Report Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #1 SW Boones Ferry Rd/ Kruse Wy Base 355 695 0 0 720 585 805 0 320 0 0 0 3480 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 355 695 0 0 720 585 805 0 320 0 0 0 3480 #2 SW Boones Ferry Rd/ Mercantile Or Base 85 1025 5 5 1005 25 65 5 165 15 1 10 2411 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 85 1025 5 5 1005 25 65 5 165 15 1 10 2411 #3 SW Boones Ferry Rd/ Red Cedar Wy Base 15 1025 35 40 1130 10 2 0 20 30 1 45 2353 Added 0 0 0 0 0 10 0 0 0 0 0 0 0 Total 15 1025 35 40 1130 10 2 0 20 30 1 45 2353 #4 SW Boones Ferry Rd/ DouglasWy Base 35 1060 0 0 1055 30 10 0 80 0 0 0 2270 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 35 1060 0 0 1055 30 10 0 80 0 0 0 2270 #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Base 50 960 55 80 875 30 85 90 80 65 25 60 2455 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 50 960 55 80 875 30 85 90 80 65 25 60 2455 #6 SW Boones Ferry Rd/ Quarry Rd Base 0 1005 20 15 1000 20 0 0 230 1 0 15 2306 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 1005 20 15 1000 20 0 0 230 1 0 15 2306 #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd Base 45 665 65 370 780 20 70 190 35 100 80 255 2675 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 45 665 65 370 780 20 70 190 35 100 80 255 2675 #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Or Base 30 720 5 2 845 10 15 1 65 5 0 5 1703 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 30 720 5 2 845 10 15 1 65 5 0 5 1703 #9 SW Boones Ferry Rd/ Lanewood-Loke Grove Elementary Access Base 0 995 40 75 1215 0 1 0 15 25 0 45 2411 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 995 40 75 1215 0 1 0 15 25 0 45 2411 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 1 of 14 PM Peak Hour- ------------------ Mon May 14, 2001 16 45:07 Page 1-1 ----------------------- Kittelson -- -- ---------- 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour --------------------------------------------------------- Scenario Report Scenario: PM Peak Hour Coa wand: PM Peak Hour Volume: PM Peak Hour Geometry: PM Peak Hour Impact Fee: PM Peak Hour Trip Generation: PM Peak Hour Trip Distribution: PM Peak Hour Paths: PM Peak Hour Routes: PM Peak Hour Configuration: PM Peak Hour Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC Ex00PN.0UT 5-14-101 4:44p PM Peak Hour --Mon May 14, 2001 16:45:07 - ---- - Page 2-1 ------------- ------------------------- -------- Kittelson 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Turning Movement Report Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #1 SW Boones Ferry Rd/ Kruse Wy Base 355 695 0 0 720 585 805 0 320 0 0 0 3480 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 355 695 0 0 720 585 805 0 320 0 0 0 3480 #2 SW Boones Ferry Rd/ Mercantile Or Base 85 1025 5 5 1005 25 65 5 165 15 1 10 2411 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 85 1025 5 5 1005 25 65 5 165 15 1 10 2411 #3 SW Boones Ferry Rd/ Red Cedar Wy Base 15 1025 35 40 1130 10 2 0 20 30 1 45 2353 Added 0 0 0 0 0 10 0 0 0 0 0 0 0 Total 15 1025 35 40 1130 10 2 0 20 30 1 45 2353 #4 SW Boones Ferry Rd/ DouglasWy Base 35 1060 0 0 1055 30 10 0 80 0 0 0 2270 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 35 1060 0 0 1055 30 10 0 80 0 0 0 2270 #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Base 50 960 55 80 875 30 85 90 80 65 25 60 2455 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 50 960 55 80 875 30 85 90 80 65 25 60 2455 #6 SW Boones Ferry Rd/ Quarry Rd Base 0 1005 20 15 1000 20 0 0 230 1 0 15 2306 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 1005 20 15 1000 20 0 0 230 1 0 15 2306 #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd Base 45 665 65 370 780 20 70 190 35 100 80 255 2675 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 45 665 65 370 780 20 70 190 35 100 80 255 2675 #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Or Base 30 720 5 2 845 10 15 1 65 5 0 5 1703 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 30 720 5 2 845 10 15 1 65 5 0 5 1703 #9 SW Boones Ferry Rd/ Lanewood-Loke Grove Elementary Access Base 0 995 40 75 1215 0 1 0 15 25 0 45 2411 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 995 40 75 1215 0 1 0 15 25 0 45 2411 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 1 of 14 PM Peak Hour Mon May 14, 2001 16:45:07 Page 2-2 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #101 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 i #102 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #103 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #104 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #105 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #106 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #107 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #108 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 i #109 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 I Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOPM.OUT 5-14-101 4:44p PM Peak Hour Mon May 14, 2001 16:45:07 Page 2-3 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #110 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #111 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #112 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #113 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #114 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #115 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #116 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #117 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #118 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 2 of 14 P" Peak Hour Mon May 14, 2001 16:45:07 Page 2-4 -------------------------------------------------------------------------------- Kittelson 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume *1119 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 1120 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 -affix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EX00PM.0UT 5-14-101 4:44p �---- _ -----.- - ---- PM Peak- Hour Mon May 14-,- 2001 16:45:09 Page 3-1 -------------------------------------------------------------------------------- Kittelson 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Impact Analysis Report Level Of Service Intersection Base Future Change Del/ V/ Del/ V/ in LOS Veh C LOS Veh C # 1 SW Boones Ferry Rd/ Kruse Wy B 18.0 0.668 B 18.0 0.668 + 0.000 DIV # 2 SW Boones Ferry Rd/ Mercantile B 11.8 0.561 B 11.8 0.561 + 0.000 DIV # 3 SW Boones Ferry Rd/ Red Cedar F 134.1 0.000 F 134.1 0.000 + 0.000 V/C # 4 SW Boones Ferry Rd/ Douglas Wy C 24.0 0.000 C 24.0 0.000 + 0.000 V/C # 5 SW Boones Ferry Rd/ Oakridge R C 25.6 0.619 C 25.6 0.619 + 0.000 DIV # 6 SW Boones Ferry Rd/ Quarry Rd C 18.9 0.000 C 18.9 0.000 + 0.000 V/C # 7 SW Boones Ferry Rd/ Firwood Rd C 29.6 0.686 C 29.6 0.686 + 0.000 DIV # 8 SW Boones Ferry Rd/ SW Madrona D 26.1 0.000 D 26.1 0.000 + 0.000 V/C # 9 SW Boones Ferry Rd/ Lanewood-L F 113.3 0.000 F 113.3 0.000 + 0.000 V/C Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 3 of 14 PM Peak Hour Mon May 14, 2001 16:45:09 Page 4-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------- Level Of Service Computation Report 1997 HCM :+*tOperations Method (Base Volume Alternative) *+*r*t*trrrtttttwa*rttwt#arrr#r*r*r*t*t*r*t#rtrwrw*trtt*t*rttWtttr#rtrtr#*r* Intersection #1 SW Boones Ferry Rd/ Kruse Wy rtr+rtrrar**ttWr*rWt#rrrrtrtt*+tarry*tatWtrtrrrxrtrtrrr+r*trtrtr*tar#t#rtrrrtttt Cycle (sec): 75 Critical Vol./Cap. (X): 0.668 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 18.0 Optimal Cycle: 52 Level Of Service: B ttratartr+*tttwt*t*r*rWttt*ttttatttrW**t***trttr*trrrWrrrW#ttarrrrrt**trttrttt** Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L - T- R L- T- R L- T - R ............ I--------------- II--------------- II--------------- II ---------------I Control: Protected Permitted Protected Protected Rights: Include Ovl Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 2 0 2 0 0 0 0 2 0 1 2 0 0 0 1 0 0 0 0 0 ---------- I---------------II---------------II---------------1I---------------I Volume Module: Base Vol: 355 695 0 0 720 585 805 0 320 0 0 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 355 695 0 0 720 585 805 0 320 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Volume: 370 724 0 0 750 609 839 0 333 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 370 724 0 0 750 609 839 0 333 0 0 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 370 724 0 0 750 609 839 0 333 0 0 0 Saturation Flow -Module: Module: . --II--------------- 11--------------- 11--------------- 1 Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.91 0.94 1.00 1.00 0.93 0.83 0.91 1.00 0.84 1.00 1.00 1.00 Lanes: 2.00 2.00 0.00 0.00 2.00 1.00 2.00 0.00 1.00 0.00 0.00 0.00 Final Sat.: 3467 3574 0 0 3538 1583 3467 0 1599 0 0 0 ----city Capacity -- I1 ---------------11---------------11---------------I Analysis Module: Vol/Sat: 0.11 0.20 0.00 0.00 0.21 0.38 0.24 0.00 0.21 0.00 0.00 0.00 Crit Moves: **** **** **** Green/Cycle: 0.16 0.48 0.00 0.00 0.32 0.68 0.36 0.00 0.52 0.00 0.00 0.00 Volume/Cap: 0.67 0.42 0.00 0.00 0.67 0.57 0.67 0.00 0.40 0.00 0.00 0.00 Delay/Veh: 32.7 13.0 0.0 0.0 23.7 6.9 21.5 0.0 11.1 0.0 0.0 0.0 User De[Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjOel/Veh: 32.7 13.0 0.0 0.0 23.7 6.9 21.5 0.0 11.1 0.0 0.0 0.0 DesignQueue: 13 17 0 0 22 9 24 0 7 0 0 0 *rt+ttr#rt*a*rwa#ttrtrata+#a#rrrr#t*a#twtrarawawawa+*a*aatarrtrrrara#r*rr*a*rr#* Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOPN.OUT 5-14-101 4:44p PM Peak Hour Mon May 14, 2001 16;45:09 OP-age-5-1- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 NCM Operations Method Base Volume Alternative **##**W*t*t****t*t#*****rt#Wtrt*rw********#*W**wWtrr#*#*#r*****#*t*#*r***#*#*#** Intersection #1 SW Boones Ferry Rd/ Kruse W� *##*t*tttwtW*warrW#ttWt*#rttlt*#**WttW***aw t*Wtt*WWwaw*#**w##aaWtrt*******wt#r# Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L - T- R L- T- R L - T- R -----------.I---------------I---JI---------------I1---------------I HCM Ops Adjusted Lane Utilization Module: Lanes: 2 0 2 0 0 0 0 2 0 1 2 0 0 0 1 0 0 0 0 0 Lane Group: L T xxxx xxxx T R L xxxx R xxxx xxxx xxxx #Lns[nGrps: 2 2 0 0 2 1 2 0 1 0 0 0 -- -- - - - I-----------II---------------II---------------1 HCM Ops-pu InSaturation Adj 4;dine: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 1 2 1 0 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type:<<<<<<<<<<<<<<<other >>>>>>>>>>>>>>> Cnft Ped/Hr: 0 0 0 0 ExclusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ------------II -------------- I1---------------II---------------II---------------I HCM Ops f(rtj and f(It) Adj Case Module: f(rt) Case: xxxx xxxx xxxx xxxx xxxx 2 xxxx xxxx 2 xxxx xxxx xxxx f(lt) Case: 1 xxxx xxxx xxxx xxxx xxxx 1 xxxx xxxx xxxx xxxx xxxx ------------ I --------------- 11 --------------- I I---------------1I---------------I HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx Hev Veh Adj: 0.99 0.99 xxxxx xxxx 0.98 0.98 0.99 xxxx 0.99 xxxx xxxx xxxxx Grade Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx Parking Adj: xxxx 1.00 xxxxx xxxx xxxx 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Bus Stp Adj: xxxx 1.00 xxxxx xxxx xxxx 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Area Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx RT Adj: xxxx xxxx xxxxx xxxx xxxx 0.85 xxxx xxxx 0.85 xxxx xxxx xxxxx LT Adj: 0.95 xxxx xxxxx xxxx xxxx xxxxx 0.95 xxxx xxxxx xxxx xxxx xxxxx HCM Sat Adj: 0.94 0.99 1.00 1.00 0.98 0.83 0.94 1.00 0.84 1.00 1.00 1.00 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 0.97 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 1.00 1.00 Frit Sat Adj: 0.91 0.94 1.00 1.00 0.93 0.83 0.91 1.00 0.84 1.00 1.00 1.00 ------------I---------------1I---------------I I ---------------I1-----------•---1 Delay Adjustment Factor Modu e: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 at*rttttttt*try*ttttrr*rrtrrat*tr*tWaaaartwrtWr*Wattttr##r#*araa####r#*#####rtrw Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 4 of 14 PM Peak Hour Mon May 14, 2001 16:45:09 Page 6-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 NCM rr#rr Operations Method (Base Volume Alternative) #t#rwrrrrrrw*rrrrrrr**rrrrrr#r#rww*rrrrr*w*r*rWrrrrrrrrrrrrrr#rrrrrrrrrrr*r Intersection fit SW Boones Ferry Rd/ Mercantile Or w##rrw##rw*#***#rWw*##*##r*#*# #rrr#w*wr***w*r**ww#w****#*#r#r*rr#r*wrr#rrr###*# Cycle (sec): 70 Critical Vol./Cap. (X): 0.561 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 11.8 Optimal Cycle: 43 Level Of Service: B rrrrr*##r*#rrrrr*r*wr#rrrrrrrrrrr#*#rr**rrrwrrr*#rrWrrrr#rr*#rrrrrrrrrrrrrrrrrr# Approach: North Bound South Bound East Bound West Bound Movement: L- T- R l - T- R L - T- R L - T- R ------------ (--------------- 11 --------------- 11 --------------- I1---------------1 Control: Protected Protected Permitted Permitted Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 1! 0 0 ------------I---------------11---------------11---------------I I---------------1 Volume Module: Base Vol: 85 1025 5 5 1005 25 65 5 165 15 1 10 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 initial Bse: 85 1025 5 5 1005 25 65 5 165 15 1 10 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 89 1079 5 5 1058 26 68 5 174 16 1 11 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 89 1079 5 5 1058 26 68 5 174 16 1 11 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 89 1079 5 5 1058 26 68 5 174 16 1 11 Saturation FlI ow Module:-----11---------------I(---------------1(---------------I Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.94 0.94 0.94 0.93 0.93 0.93 0.72 0.72 0.85 0.73 0.73 0.73 Lanes: 1.00 1.99 0.01 1.00 1.95 0.05 0.93 0.07 1.00 0.57 0.04 0.39 Final Sat.: 1787 3554 16 1769 3439 85 1276 94 1615 788 49 542 ------..... --------------------------------- Copacity Analy"s"is Module: Vol/Sat: 0.05 0.30 0.30 0.00 0.31 0.31 0.05 0.05 0.11 0.02 0.02 0.02 Crit Moves: **** **** **** Green/Cycle: 0.09 0.63 0.63 0.01 0.55 0.55 0.19 0.19 0.19 0.19 0.19 0.19 Volume/Cap: 0.56 0.48 0.48 0.48 0.56 0.56 0.28 0.28 0.56 0.11 0.11 0.11 Delay/Veh: 35.1 7.0 7.0 65.9 10.7 10.7 24.7 24.7 28.0 23.5 23.5 23.5 User DeLAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 35.1 7.0 7.0 65.9 10.7 10.7 24.7 24.7 28.0 23.5 23.5 23.5 Design0ueue: 3 17 0 0 20 0 2 0 6 1 0 0 r*w*w*#***#W#Wrr*#r#*#**r*r*wr*rrrr*rrrrrrr*r*#r#rr*rrrr*rrr##rrrrrrrr#rrrr#rrrr Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOPN.OUT 5-14-101 4:44P PM Peak Hour Mon May 14, 2001 16:45:09 Page 7-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative #****W***#*r**#W#**w***W**W*wW#*Wrr#r*#*#r#W*wW**W*Wr#*rW#***#**************##rr Intersection #2 SW Boones Ferry Rd/ Mercantile Dr w**rrw*wr*rrrrw#*W*#rw#rw*wwwrwwr*rr#rrr**r**w**wwr*rwwrwWw**r*r*r#***r*#rwrrwww Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ i ------------ ---( -----------(I HCM Ops Adjusted Lane Utiliza ion Module: Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 11 0 0 Lane Group: L RT RT L RT RT L1 LT R LTR LTR LTR #LnslnGrps: 1 2 2 1 1 1 1 -- -- --- 2 2 1 1 1 (�----- (( (( HCM Ops inpu Saturation Adj odule: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 1 2 0 0 Grade: O% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type: < < < < < < < < < < < < < < < other > > > > > > > > > > > > > > > Cnft Ped/Hr: 2 6 0 1 ExclusiveRT: Include Include include Include X RT Prtct: 0 0 0 0 -------------------------- --------------- --------------- HCM Ops f(rt and f(lt) Adj Ise Module: II" II""""" "".."""`"I f(rt) Case: xxxx 5 5 xxxx 5 5 xxxx xxxx 2 7 7 7 f(Lt) Case: 1 xxxx xxxx 1 xxxx xxxx 5 5 xxxx 5 5 5 -------- ---- I --------------- 11 --------------- I I---------------((---------------( HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Nev Veh Adj: 0.99 0.99 0.99 0.98 0.98 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 1.00 1.00 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 1.00 1.00 1.00 Area Ad(: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 0.85 0.85 0.85 0.85 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.72 0.72 xxxxx 0.86 0.86 0.86 HCM Sat Adj: 0.94 0.99 0.99 0.93 0.98 0.98 0.72 0.72 0.85 0.73 0.73 0.73 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 FnL Sat Adj: 0.94 0.94 0.94 0.93 0.93 0.93 0.72 0.72 0.85 0.73 0.73 0.73 ------------ I--------------- I---------------((---------------11---------------( Delay Adjustment Factor Modu e: Coordinated: <<<<<<<<<<<<<<<No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 #w*r*rrrw#*#r#r*#*#*rr****rWrrr#rr#aaar#*r*#*wrrw*#*#rrr*rrr****rrrr****r#r#r*W* Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 5 of 14 • -- - PM Peak Hour Mon May 14, 2001 16:45:09 Page 7-2 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative t•••••wwww*****w*wwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwr Intersection #2 SW Boones Ferry Rd/ Mercantile Dr *•w►w*twwwwwww*wwwwwwwwwwwwwwwwwwwwwwwwwrwrwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwww Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 70 70 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 13.43 13.43 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 13.43 13.43 opposing Effective Green Time, go: xxxxxx xxxxxx 13.43 13.43 N:mber Of opposing Lanes, No: xxxxxx xxxxxx 1 1 N:saber Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vit: xxxxxx xxxxxx 68 16 Proportion of Left Turns in Lane Group, Pit: xxxxxx xxxxxx 0.93 0.57 P r.a^,rtion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx 0.57 xxxxxx Le't Turns Per Cycle, LTC: xxxxxx xxxxxx 1.32 0.31 Ad,.sted Opposing Flow Rate, Vo: xxxxxx xxxxxx 28 73 Crncsing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 0.54 1.42 opposing Platoon Ratio Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, t1: xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 0.57 4.89 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.81 0.81 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 0.00 0.00 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 12.86 8.54 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx 0.00 xxxxxx Proportion of Opposing Thru & RT cars, ptho: xxxxxx xxxxxx 0.43 xxxxxx Left -turn Saturation Factor, fs: xxxxxx xxxxxx xxxxxx 0.83 Proportion of Left Turns in Shared Lane, pl: xxxxxx xxxxxx 0.93 0.57 Through -car Equivalents, ell: xxxxxx xxxxxx 1.44 1.51 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx 1.00 xxxxxx Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.29 0.23 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.72 0.86 Left Turn Adjustment Factor fit: xxxxxx xxxxxx 0.72 0.86 •••t••wwww•wwwwwwwwwwwwwwwwiwwwwwwwwww•wwwwwwwwwwwwwwwwwwwwwwwwwww•wwwwwwwwwwwww Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOPM.OUT 5-14-101 4:44p PM Peak Hour Mon May 140 2001 16:45:09 Page 8-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) wwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwww Intersection #3 SW Boones Ferry Rd/ Red Cedar Wy wwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwww wwwwwwwwwwwwwwwwwwwwwwwwwwwwwwww Average Delay (sec/veh): 134.1 Worst Case Level Of Service: F wwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwww*wwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwww Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T R -------------------------- .11 --------------- --------------- --------- -----I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 0 1 0 0 1 0 1 0 0 0 11 0 0 0 0 11 0 0 Volume Module:--------------- 11 --------------- odul---------------11--------------- --------------- ---------------� Base Vol: 15 1025 35 40 1130 10 2 0 20 30 1 45 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 15 1025 35 40 1130 10 2 0 20 30 1 45 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Volume: 16 1068 36 42 1177 10 2 0 21 31 1 47 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 16 1068 36 42 1177 10 2 0 21 31 1 47 ------------ I--------------- --------------- --------------- --------------- Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.6 xxxx 7.0 7.6 6.6 7.0 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.6 xxxx 3.3 3.5 4.0 3.3 ------------ I ------------------------------� �---------------� �---------------� Capacity Module: Cnflict Vol: 1188 xxxx xxxxx 1104 xxxx xxxxx 1832 xxxx 600 1795 2388 553 Potent Cap.: 589 xxxx xxxxx 634 xxxx xxxxx 46 xxxx 437 50 33 474 Move Cap.: 589 xxxx xxxxx 634 xxxx xxxxx 37 xxxx 435 44 30 474 ------------ I --------------- ------------------------------� �---------------� Level Of Service Module: Stopped Del: 11.1 xxxx xxxxx 10.7 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS y Move: B * * B Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 221 xxxxx xxxx 94 xxxxx Shrd StpDel: 11.3 xxxx xxxxx 11.1 xxxx xxxxx xxxxx 23.2 xxxxx xxxxx 134 xxxxx Shared LOS- 8 * * B * * * C * * F ApproachDel: xxxxxx xxxxxx 23.2 134.1 ApproachLOS: * * C F Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC Page 6 of 14 PM Peak Hour Mon May 14, 2001 16:45:09 Page 9-1 Kittelson 8 Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative #**###i#*#*w#*+f#**##w##♦f###*#*w*ww**#w****w*#+#*www##**##***#*##*##i#****+*### Intersection #3 SW Boones Ferry Rd/ Red Ceder Wy Approach: North Bound South Bound East Bound West Bound Movement: L - T- R L- T- R L- T- R L- T- R ----------- I ---------------- I ------------------------------------------------� HevVeh: 1% 1% 5% 3% Grade: 0% 0% 0% OX Peds/Hour: 6 1 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ----------- I ---------------- I ----------• ---------------- ----------------� Upstream Signals: Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signallndex: #5 #2 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVOl:1188 xxxxx xxxxx 1104 xxxxx xxxxx 1832 0 600 1795 2388 553 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol:1188 xxxxx xxxxx 1104 xxxxx xxxxx 1832 0 600 1795 2388 553 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 589 xxxxx xxxxx 634 xxxxx xxxxx 46 0 437 50 33 474 Upstreampdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 589 xxxxx xxxxx 634 xxxxx xxxxx 46 0 437 50 33 474 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOPN.OUT 5-14-101 4:44p PM Peak Hour Mon May 14, 2001 16:45:09 Page 10-1 Kittelson R Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) Intersection #4 SW Boones Ferry Rd/ Douglas Wy Average Delay (sec/veh): 24.0 Worst Case Level Of Service: C Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T R --------------------------- --------------- --------------- --------- -----I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 1 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0 --------------------------- --------------- ------------------------------� Volume Module: Base Vol: 35 1060 0 0 1055 30 10 0 80 0 0 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 35 1060 0 0 1055 30 10 0 80 0 0 0 Use, Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 37 1128 0 0 1122 32 11 0 85 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 37 1128 0 0 1122 32 11 0 85 0 0 0 ------------ --------------- 11 --------------- --------------- ---------------� Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.8 xxxx 6.9 xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx ------------ ---------------I`--------------- --------------- ---------------) Capacity Module: Cnflict Vol: 1154 xxxx xxxxx xxxx xxxx xxxxx 1779 xxxx 577 xxxx xxxx xxxxx Potent Cap.: 607 xxxx xxxxx xxxx xxxx xxxxx 74 xxxx 460 xxxx xxxx xxxxx Move Cap.: 607 xxxx xxxxx xxxx xxxx xxxxx 70 xxxx 460 xxxx xxxx xxxxx ------------I--------------- ------------------------------ --------------- Level Of Service Module: Stopped Del: 10.9 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: B # Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 284 xxxxx xxxx xxxx xxxxx Shrd StpDel: 11.3 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 24.0 xxxxx xxxxx xxxx xxxxx Shared LOS: B * * * * * + C ApproachDel: xxxxxx xxxxxx 24.0 xxxxxx ApproachLOS: * * C Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 7 of 14 PM Peak Hour Mon May 14, 2001 16:45:09 Page 11-1 Kittetson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 NCM Unsignalized Method Base Volume Alternative rrrrrrrrrrr«rrrrrrr******r****************************r««+rrrrrrrr««rrr«rrrrrrr« Intersection #4 SW Boones Ferry Rd/ Douglas Wy rrrr««rr«r««rrrrrrrrrrrrrrrrrrrrrr««rr«rr«rrrr«rr«rrrrr««rrrrrr*rrr*r*rr«rrr«««« Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R HevVeh: ---- I---------------I----------------I--------------------------------� Grade: 0% OX OX 0% Peds/Hour: 0 2 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ----------- I ---------------- I ----------------�- --------------- --------------- Upstream Signals: Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signalindex: #5 #2 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol:1154 xxxxx xxxxx 0 xxxxx xxxxx 1779 0 577 0 0 0 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVot:1154 xxxxx xxxxx 0 xxxxx xxxxx 1779 0 577 0 0 0 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 607 xxxxx xxxxx 0 xxxxx xxxxx 74 0 460 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 607 xxxxx xxxxx 0 xxxxx xxxxx 74 0 460 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. licensed to DOWLING ASSOCIATES, INC. EXOOPM.OUT 5-14-101 4:44p PM Peak Hour Mon May 14, 2001 16:45:09 -AlPage 12-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Operations Method (Base Volume Alternative) «rrrrrrr«rrrrrr«rrrrrrrr«rr««rrrr*r««rrrrrrrr««rr««rrr««rrr«««««««««rr«««rr««««r Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd rrr«rrrrrrrrr««rr«r«rr«rrrrrrrr*««rrrr«rrrrrrr«r«««««««rrrr««««««rr««««r«rr«rr«« Cycle (sec): 120 Critical Vol./Cap. (X): 0.619 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 25.6 Optimal Cycle: 52 Level Of Service: C «r««rrrrr«rr«rrrrr««rr««rrrrrrrrrr«««rr«rr««««««««««rrrrr««««rr«rr««rrr«««««rrr« Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R --------- ------------ ----- --------------------------- Control: Protected 'I Protected II Permitted II Permitted Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 1! 0 0 0 0 if 0 0 -------- I--------------- --------------- 11 --------------- 11---------------� Volume Module: Base Vol: 50 960 55 80 875 30 85 90 80 65 25 60 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 50 960 55 80 875 30 85 90 80 65 25 60 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 PHF Volume: 54 1032 59 86 941 32 91 97 86 70 27 65 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 54 1032 59 86 941 32 91 97 86 70 27 65 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 54 1032 59 86 941 32 91 97 86 70 27 65 ------------- -- Saturation F ow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.94 0.93 0.93 0.94 0.94 0.94 0.72 0.72 0.72 0.61 0.61 0.61 Lanes: 1.00 1.89 0.11 1.00 1.93 0.07 0.33 0.36 0.31 0.43 0.17 0.40 Final Sat.: 1787 3354 192 1787 3439 117 452 481 427 498 192 463 ----------- ----------------------------- ---------------� Capacity Analysis Module: Vol/Sat: 0.03 0.31 0.31 0.05 0.27 0.27 0.20 0.20 0.20 0.14 0.14 0.14 Crit Moves **** **** **** Green/Cycle: 0.06 0.50 0.50 0.08 0.52 0.52 0.33 0.33 0.33 0.33 0.33 0.33 Volume/Cap: 0.53 0.62 0.62 0.62 0.53 0.53 0.62 0.62 0.62 0.43 0.43 0.43 Delay/Veh: 60.1 22.6 22.6 61.9 19.5 19.5 36.9 36.9 36.9 32.6 32.6 32.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 60.1 22.6 22.6 61.9 19.5 19.5 36.9 36.9 36.9 32.6 32.6 32.6 Designoueue: 3 37 2 5 32 1 4 5 4 3 1 3 «rrr««rr«rrrrrrr««rrr««rrrr«rrrrrr««««««««««««rrr«rrr««««««««««««r««««rr«rr««««« Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 8 of 14 • PM Peak Hour Mon May 14, 2001 16:45:09 Page 13-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Approach: North Bound South Bound East Bound West Bound Movement: L- T - R L- T- R L- T- R L- T- R ------------ I ------------ l -----------11 --------------- ��--------------- � HCM Ops Adjusted Lane Utii-ization Module: Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 1! 0 0 0 0 1[ 0 0 Lane Group: L RT RT L RT RT LTR LTR LTR LTR LTR LTR #LnslnGrps: 1 2 2 1 2 2 1 1 1 1 1 1 ..... --- --------------------�� " HCM Ops Inpu Saturation Adj�odule: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Nev Veh: 1 1 0 3 Grade: OX OX 0% OX Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type:<<<<<<<<<<<<<<<other >>>>>>>>>>>>>>> Cnft Ped/Hr: 10 3 1 4 ExctusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ---------- ---- HCM Ops f(rt and f(lt) Adj ase Module: f(rt) Case: xxxx 5 5 xxxx 5 5 7 7 7 7 7 7 f(lt) Case: 1 xxxx xxxx 1 xxxx xxxx 5 5 5 5 5 5 ------------ --------------- 11 --------------- --------------- -------------- HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hev Veh Adj: 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 0.97 0.97 0.97 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 0.99 0.99 xxxx 1.00 1.00 0.86 0.86 0.86 0.85 0.85 0.85 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.84 0.84 0.84 0.74 0.74 0.74 HCM Sat Adj: 0.94 0.98 0.98 0.94 0.99 0.99 0.72 0.72 0.72 0.61 0.61 0.61 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frit Sat Adj: 0.94 0.93 0.93 0.94 0.94 0.94 0.72 0.72 0.72 0.61 0.61 0.61 ............ I --------------- 11 --------------- � �--------------- 1 1---------------� Delay Adjustment Factor Modu e: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 r+•r#r+•rrr*****#r#+rr#++#*#**#*#####****#rr+*##rrr#*#r**+*#rrrr*r*****#+###+#*# Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOPN.OUT 5-14-101 4:44p PM Peak Hour Mon May 14, 2001 16:45:09 Page 13-2 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 120 120 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 39.05 39.05 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 39.05 39.05 Opposing Effective Green Time, go: xxxxxx xxxxxx 39.05 39.05 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vit: xxxxxx xxxxxx 91 70 Proportion of Left Turns in Lane Group, Plt: xxxxxx xxxxxx 0.33 0.43 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx 0.43 0.33 Left Turns Per Cycle, LTC: xxxxxx xxxxxx 3.03 2.33 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 162 274 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 5.40 9.13 Opposing Platoon Ratio Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, th xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 2.93 5.02 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.67 0.67 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 7.77 13.56 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 31.28 25.49 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx 2.42 4.27 Proportion of Opposing Thru & RT cars, ptho: xxxxxx xxxxxx 0.57 0.67 Left -turn Saturation Factor, fs: xxxxxx xxxxxx xxxxxx xxxxxx Proportion of Left Turns in Shared Lane, pl: xxxxxx xxxxxx xxxxxx xxxxxx Through -car Equivalents, ell: xxxxxx xxxxxx 1.64 1.85 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx 1.73 2.47 Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.07 0.07 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.84 0.74 Left Turn Adjustment Factor flt: xxxxxx xxxxxx 0.84 0.74 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 9 of 14 PM Peak Hour Mon May 14, 2001 16:45:09 Page 14-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 NCM Unsignalized Method (Base Volume Alternative) rrr.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr:rrrrrrrrr*rrrr*rrrrrrrrrrrrrrrrrrrrr Intersection #6 SW Boones Ferry Rd/ Quarry Rd •rrrw:rrrrrrrrrrrrrrrrrr**rrrrrrrr*rrr*rrrarrrrrrrrrrrr*rrrrrrrrrrrrrrrrrrrrrrr Average Delay (sec/veh): 18.9 Worst Case Level Of Service: C ***r*rr*r****+***************r*rr**#rrrrrrrr:rrrrr*********r****#rrrr*##rrrrrrrr Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R --------------------------- ---------------II------------------------------I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1 1 0 0 1 0 1 0 0 0 0 0 1 0 0 11 0 0 ------------ Modull---------------��--------------- ��--------------- ��--------------- � Volume Base Vol: 0 1005 20 15 1000 20 0 0 230 1 0 15 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 1005 20 15 1000 20 0 0 230 1 0 15 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 PHF Volume: 0 1036 21 15 1031 21 0 0 237 1 0 15 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 0 1036 21 15 1031 21 0 0 237 1 0 15 ------------ I --- --------------- --------------- ---------------� Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx 6.9 7.5 xxxx 6.9 Folto%UpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx 3.3 3.5 xxxx 3.3 ------------ I --------------- --------------- --------------- ---------------� Capacity Module: Cnflict Vol: xxxx xxxx xxxxx 1057 xxxx xxxxx xxxx xxxx 534 1601 xxxx 536 Potent Cap.: xxxx xxxx xxxxx 655 xxxx xxxxx xxxx xxxx 496 72 xxxx 494 Move Cap.: xxxx xxxx xxxxx 655 xxxx xxxxx xxxx xxxx 493 37 xxxx 491 ------------I---------------I---------------� �---------------� �---------------� Level Of Service Module: Stopped Del:xxxxx xxxx xxxxx 10.5 xxxx xxxxx xxxxx xxxx 18.9 xxxxx xxxx xxxxx LOS by Move: * * * B * * * * C * * r Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 276 xxxxx Shrd StpDel:xxxxx xxxx xxxxx 10.6 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.9 xxxxx Shared LOS: r r r B r r r r r r C r ApproachDel: xxxxxx xxxxxx 18.9 18.9 ApproachLOS: * * C C Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOPM.OUT 5-14-101 4:44p PM Peak Hour Mon May 14, 2001 16:45:09 age 15-1 Kittetson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative rrrr*rr,rrrrrr***rrrrrrr,►**rrrrrrrrrr***rrr*rrrrrrrrrrr*r*r*rrar*rrrr*r**r*rrrrrr Intersection #6 SW Boones Ferry Rd/ Quarry Rd rrrrrrrrrrr:rrrrrrrrrrrrrw**rrrrrrrrrrr**rrrrrrrrrrrr*rr*rrrr**rrr*rrrr*rrrrrrr Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ----------- I ---------------- I ---------------- I--------------------------------� HevVeh: 1% 2% 0% 0% Grade: 0% OX 0% OX Peds/Hour: 8 8 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour Upstream signals--------------------------------------------j----------------� Link Index: #76 #73 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signallndex: #7 #5 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol: 0 xxxxx xxxxx 1057 xxxxx xxxxx 0 0 534 1601 0 536 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConftictVol: 0 xxxxx xxxxx 1057 xxxxx xxxxx 0 0 534 1601 0 536 ***Computation 5: Capactiy for Subject Movement During Unblocked Period Initpotcap: 0 xxxxx xxxxx 655 xxxxx xxxxx 0 0 496 72 0 494 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 0 xxxxx xxxxx 655 xxxxx xxxxx 0 0 496 72 0 494 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 10 of 14 PM Peak Hour Mon May 14, 2001 16:45:09 Page 16-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour Level Of Service Computation Report 1997 HCM Operations Method (Base Volume Alternative) Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd #r#*r****#+#r#*+#*#*#+r*##r##*#*rr***##*r###r#+++***#*r##*#r*r*+**######rr**#**# Cycle (sec): 120 Critical Vol./Cap. (X): 0.686 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 29.6 Optimal Cycle: 60 Level Of Service: C trr*t#*+**********#*********####r*##**##rr#*#******#**###r*###*******#rr#r****#r Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ............ I--------------- 1 1--------------- 11---------------1 1 --------------- Control: Protected Protected Permitted Permitted Rights: Include Include Include Ovl Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 1 0 0 1 0 0 1 0 0 1 Volume ModulI:--------------11--------------- 11 --------------- 11 --------------- � Base Vol: 45 665 65 370 780 20 70 190 35 100 80 255 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 45 665 65 370 780 20 70 190 35 100 80 255 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 PHF Volume: 46 679 66 378 796 20 71 194 36 102 82 260 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 46 679 66 378 796 20 71 194 36 102 82 260 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Add: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 46 679 66 378 796 20 71 194 36 102 82 260 ------- ---- -��- - Saturation F ow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.93 0.92 0.92 0.93 0.93 0.93 0.52 0.98 0.98 0.51 0.51 0.83 Lanes: 1.00 1.82 0.18 1.00 1.95 0.05 1.00 0.84 0.16 0.55 0.45 1.00 Final Sat.: 1769 3179 309 1769 3437 86 992 1564 290 537 431 1577 Ca-acity Ana ---------��--------------- �) ��" ---------------------------- Capacitysis Module: Vol/Sat: 0.03 0.21 0.21 0.21 0.23 0.23 0.07 0.12 0.12 0.19 0.19 0.16 Crit Moves: **** *••* **+* Green/Cycle: 0.06 0.31 0.31 0.31 0.56 0.56 0.28 0.28 0.28 0.28 0.28 0.59 Volume/Cap: 0.41 0.69 0.69 0.69 0.41 0.41 0.26 0.45 0.45 0.69 0.69 0.28 Delay/Veh: 56.6 38.0 38.0 39.8 15.3 15.3 34.3 36.4 36.4 45.9 45.9 12.3 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjOel/Veh: 56.6 38.0 38.0 39.8 15.3 15.3 34.3 36.4 36.4 45.9 45.9 12.3 Designaueue: 3 33 3 18 25 1 3 10 2 5 4 7 *#rrr**r+##**#**#*###*#r####wrrrr#rrr#rrrr#•+***+***##r+rr#+*#****##r#**rr#rr#rr Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC EXOOPN.OUT 5-14-101 4:44p PM Peak Hour Mon May 14, 2001 16:45:09 age 17-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 NCM Operations Method Base Volume Alternative Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Brant Rd +*++*+++++++++++*++++++++++++++++++++++++++++++++ ++++++++++++++++++++++++++++++ Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R ------------ I ------------ ---1 -----------11 --------------- ��--------------- � HCM Ops Adjusted Lane Utilization Module: Lanes: 1 0 1 1 0 1 0 1 1 0 1 0 0 1 0 0 1 0 0 1 Lane Group: L RT RT L RT RT L RT RT LT LT R #Lns(nGrps: 1 2 2 1 2 2 1 1 1 1 1 1 --------------11---------------��--------------- �---------------� HCM Ops Inpu Saturation Adj Module: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 2 2 0 2 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type:<<<<<<<<<<<<<<<other >>>>>>>>>>>>>>> Cnft Ped/Hr: 8 2 0 6 ExclusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ------- �1--------------- ii--------------- ii--------------- i NCM Ops f(rt and f(lt) Adj ase Module: f(rt) Case: xxxx 5 5 xxxx 5 5 xxxx 5 5 xxxx xxxx 2 f(It) Case: 1 xxxx xxxx 1 xxxx xxxx 2 xxxx xxxx 5 5 xxxx ---------------------------HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hev Veh Adj: 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 0.98 0.98 0.98 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 0.99 0.99 xxxx 1.00 1.00 xxxx 0.98 0.98 xxxx xxxx 0.85 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.52 xxxx xxxxx 0.52 0.52 xxxxx HCM Sat Adj: 0.93 0.97 0.97 0.93 0.98 0.98 0.52 0.98 0.98 0.51 0.51 0.83 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.93 0.92 0.92 0.93 0.93 0.93 0.52 0.98 0.98 0.51 0.51 0.83 ------------ i--------------- �i--------------- ii--------------- ii ---------------i Delay Adjustment Factor Modu e: Coordinated: <<<<<<<<<<<<<<<No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 11 of 14 PM Peak Hour Mon May 14, 2001 16:45:10 Page 17-2 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative #*#iif#}R##i#ii*ii*iRRi###*i##**ii**R*#**#R#*##4##**##***#i•######***#ii###iii#* Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd iR***i#*iiiii#i*##iii*i*#**ii* Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 120 120 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 33.23 33.23 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 33.23 33.23 Opposing Effective Green Time, go: xxxxxx xxxxxx 33.23 33.23 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vlt: xxxxxx xxxxxx 71 102 Proportion of Left Turns in Lane Group, Plt: xxxxxx xxxxxx 1.00 0.55 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx xxxxxx xxxxxx Left Turns Per Cycle, LTC: xxxxxx xxxxxx 2.37 3.40 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 184 230 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 6.13 7.67 Opposing Platoon Ratio, Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, tl: xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 0.00 0.00 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.72 0.72 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 5.88 8.71 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 27.35 24.52 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx xxxxxx xxxxxx Proportion of Opposing Thru & RT cars, ptho: xxxxxx xxxxxx xxxxxx xxxxxx Left -turn Saturation Factor, fs: xxxxxx xxxxxx 0.76 0.73 Proportion of Left Turns in Shared Lane, pl: xxxxxx xxxxxx 1.00 0.55 Through -car Equivalents, e11: xxxxxx xxxxxx 1.58 1.76 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx xxxxxx xxxxxx Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.12 0.09 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.52 0.52 Left Turn Adjustment Factor/I fit: xxxxxx xxxxxx 0.52 0.52 **i#f►i}I*i*#*##i##ii#}f*i****i**#**i#*i#i**ii*ii*#***i**i#if iii*#*******#****** Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Ex00PM.OUT 5-14-101 4:44 PM Peak Hour Mon May 14, 2001 16:45:10 Page 18-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) Intersection #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr Average Delay (set/veh): 26.1 Worst Case Level Of Service: D Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L - T- R L- T- R ------------------------- -------------- I_ _II_ II--------------- - _Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 0 1 0 0 1 0 1 0 0 0 11 0 0 0 0 11 0 0 ---------------------- --------------- --------------- ---------------I Volume Module: Base Vol: 30 720 5 2 845 10 15 1 65 5 0 5 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 30 720 5 2 845 10 15 1 65 5 0 5 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 32 758 5 2 889 11 16 1 68 5 0 5 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 32 758 5 2 889 11 16 1 68 5 0 5 ------------ I--------------- --------------- --------------- --------------- Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.2 xxxx xxxxx 7.5 6.5 6.9 7.5 xxxx 6.9 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 xxxx 3.3 ------------ I --------------- --------------- --------------- ---------------I Capacity Module: Cnflict Vol: 900 xxxx xxxxx 763 xxxx xxxxx 1341 1725 450 1273 xxxx 382 Potent Cap.: 751 xxxx xxxxx 839 xxxx xxxxx 112 89 559 126 xxxx 622 Move Cap.: 751 xxxx xxxxx 839 xxxx xxxxx 107 85 559 106 xxxx 622 ------------I---------------� �---------------------------------------------� Level Of Service Module: Stopped Del: 9.8 xxxx xxxxx 9.3 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 302 xxxxx xxxx 181 xxxxx Shrd StpDel: 10.0 xxxx xxxxx 9.3 xxxx xxxxx xxxxx 21.6 xxxxx xxxxx 26.1 xxxxx Shared LOS: B * * A * * * C * * D ApproachDel: xxxxxx xxxxxx 21.6 26.1 ApproachLOS: * * C D Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 12 of 14 PM Peak Hour Mon May 14, 2001 16:45:10 Page 19-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative rr::rrr*r#ww###w*rrr#rw*w*##*#rw*www#wrwrrr*r*r#**wwwwrrrr#**wwwwwrwr***wwwwwwwr Intersection #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr rrrrrrrr**ww#**wrrrrrrwww#www***r*rrr*#ww#*wwwwwwrrrr*wwwwwrrw**#*wwrr*rrr#***** Approach: North Bound South Bound East Bound West Bound Movement: L- T - R L- T- R L- T- R L- T- R I ---------------- I ------------------------------------------------� HevVeh: 2% 3% 1% 0% Grade: 0% OX OX OX Peds/Hour: 0 0 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour Upstream Signals:-----------I------------------------------------------------� Link Index: #79 Dist(miles): 0.000 Speed (mph): 0.00 Signallndex: #7 Cycle Time: 0 secs Initvolume: 0 0 Saturation: 0 0 ArrivalType: 0 0 G/C: 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 gqt: 0.00 0.00 gq2: 0.00 0.00 gq: 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 beta: 0.000 to (secs): 0.000 F: 0.000 f: 0.000 0.000 vcmax: 0 0 vcmin: 0 0 tp: 0.0 0.0 p: 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol: 900 xxxxx xxxxx 763 xxxxx xxxxx 1341 1725 450 1273 0 382 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdJJ':1.00 xxxx x.xxx 1.00 x.xxx xxxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictZ : 900 xxxxx xxxxx 763 xxxxx xxxxx 1341 1725 450 1273 0 382 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 751 xxxxx xxxxx 839 xxxxx xxxxx 112 89 559 126 0 622 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 751 xxxxx xxxxx 839 xxxxx xxxxx 112 89 559 126 0 622 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOPM.OUT 5-14-101 4:44p PM eak Hour Mon May 14, 2001 16:45:10 -4age 20-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) *#w *www#wrrr**r#ww*rw*rrrrrrr#**rw*wwwwwwr*##r*r#*##www**rwrrrw#ww#w**rr**rr#ww Intrsection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access *rw **w*w*wwrr***#wwwrwwwrrrrrr***w#rwwrrrr*rwwww**##*#wwww*#w#w###wwwwwwrwrr#** Ave age Delay (sec/veh): 113.3 Worst Case Level Of Service: F App oach: North Bound South Bound East Bound West Bound Movnt:L - T - R L - T - R L - T - R L - T - R ------------ - ---- -------- -------------- Con rot: Uncontrolled Uncontrolled Stop Sign Stop Sign Rigits: Include Include Include Include Lan?s: 0 1 0 1 0 0 1 0 1 0 0 0 11 0 0 0 0 11 0 0 --- f -------- --------------- --------------- ----------- ---------------� Volme Module: >> Count Date: 9 May 2001 << 4. 30 - 5.30 pm Bas? Vol: 0 995 40 75 1215 0 1 0 15 25 0 45 Gro th Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Int ial Bse: 0 995 40 75 1215 0 1 0 15 25 0 45 Use Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 0 1047 42 79 1279 0 1 0 16 26 0 47 Red ct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Find Vol.: 0 1047 42 79 1279 0 1 0 16 26 0 47 --- - -------- I --------- --------------- --------------- ---------------� Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx 7.5 xxxx 6.9 7.5 xxxx 6.9 Fol�owUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx 3.5 xxxx 3.3 3.5 xxxx 3.3 --- --------------- Capcity Module: Cnf ict Vol: xxxx xxxx xxxxx 1089 xxxx xxxxx 1961 xxxx 639 1866 xxxx 545 Potint Cap.: xxxx xxxx xxxxx 642 xxxx xxxxx 38 xxxx 418 46 xxxx 488 Mov Cap.: xxxx xxxx xxxxx 642 xxxx xxxxx 31 xxxx 418 40 xxxx 488 Lev?( Of --- I--- Module:----��--------------- �I--------------- II--------------- I Serice Sto ped Del:xxxxx xxxx xxxxx 10.6 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS y Move: * * * B Movfinent: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Sha ed Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 234 xxxxx xxxx 97 xxxxx Shr StR . 0.0 xxxx xxxxx 11.4 xxxx xxxxx xxxxx 21.6 xxxxx xxxxx 113 xxxxx Sha ed LOS: A * * B * * * C * * F App oachDel: xxxxxx xxxxxx 21.6 113.3 App oachLOS: * * C F Tiaffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Pape 13 of 14 PM Peak Hour Mon May 14, 2001 16:45:10 Page 21-1 Kittelson & Associates, Inc. -- Project 4389.00, Phase 2A Boones Ferry Road Corridor Study Year 2000 Existing Conditions, PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative wwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwrwwwwwwwwwww Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access www•wwwwwww,rwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwwww Approach: North Bound South Bound East Bound West Bound Movement: L - T- R L- T- R L- T- R L- T- R ----------- I----------------;--------------------------------I----------------� HevVeh: 1% 1% 2% O% Grade: O% O% 0% O% Peds/Hour: 0 0 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour -----------I ---------------- I ---------------- --------------------------------� Upstream Signals: Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signallndex: #5 #2 Cycle Time: 0 secs 0 secs initVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Oueue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gq1: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol: 0 xxxxx xxxxx 1089 xxxxx xxxxx 1961 0 639 1866 0 545 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1..000 1.00 1.000 1.000 ConflictVol: 0 xxxxx xxxxx 1089 xxxxx xxxxx 1961 0 639 1866 0 545 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 0 xxxxx xxxxx 642 xxxxx xxxxx 38 0 418 46 0 488 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 0 xxxxx xxxxx 642 xxxxx xxxxx 38 0 418 46 0 488 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. EXOOPM.OUT 5-14-101 4:44p Pape 14 of 14 0 MUTCD Signal Warrant Analysis KITTELSON & ASSOCIATES, INC. Project #: lei610 SW Alder, Suite 700 Project Name: Portland, Oregon 97205 Analyst: (503) 228-5230 Intersection: Fax: (503) 273-8169 Scenario: Date: 5131101 File:H:Vrojfile\4389\exceNMurcD.xLSIMafn Input Data: Turning Movement Volumes: North-South Approach = Major Required East-West Approach = Minor Approach Volumes Major Street Thru Lanes = Met? 10 1130 40 Minor Street Thru Lanes = 81h Highest/Peak Hour (Major) = 600 J Vehicular Volume 8th Highest/Peak Hour (Minor) = 1 5 e9 1L 45 Speed > 40 mph? Major Street Minor mip *w 5 Minor Population < 10,000? Continuous Traffic 20 -S .- 30 Warrant Factor 100% TV it e 2255 2255 15 1025 35 Minor Street 80 _. Malor. Slanal Warrant Analvsls Results Actual Required Warrant Approach Volumes Volumes Met? 1 - Minimum Major Street 1579 600 No Vehicular Volume Minor Street 56 150 2 - Interruption of Major Street 1579 900 No Continuous Traffic Minor Street 56 75 11 - Peak Hour Major Street 2255 2255 No Volume Minor Street 80 100 0 MUTCD Signal Warrant Analysis KITTELSON & ASSOCIATES, INC. Project #: 610 SW Alder, Suite 700 Project Name: Portland, Oregon 97205 Analyst: (503) 228-5230 Intersection: Fax: (503) 273-8169 Scenario: Date: 5/31/01 File: H:\projfile\4389\excePiMUTCO#9expm.XLSIMain Input Data: Turning Movement Volumes: North-South Approach = ® Ma/or East-West Approach = Minor Major Street Thru Lanes = 0 1215 75 Minor Street Thru Lanes = 8th Highest/Peak Hour (Major) = 8th Highest/Peak Hour (Minor) = 1 45 Speed > 40 mph? Minor U* 4w 5 Minor Population < 10,000? 1 15 '4 #- 25 Warrant Factor 100% 1 0 995 40 Slanal Warrant Analvsls Results Actual Required Warrant Approach Volumes Volumes Met? 1 - Minimum Major Street 1628 600 No Vehicular Volume Minor Street 53 150 2 - Interruption of Major Street 1628 900 No Continuous Traffic Minor Street 53 75 11 - Peak Hour Major Street 2325 2325 No Volume I Minor Street 1 75 1 100 • 0 Appendix E 2020 Travel Demand Forecast • rr BASE NETWORK 1 USER DEFINED LINK DATA 3 900 900 900 900 7pp -� $ X00 ;-1300 99999 O ~ d j -1300.99999 F+ $ 110 d!vdf•13 t„i THRESHOLD. 700 LOUER: -99999 N 1� UPPER: 99999 N $c, �g o y O �O Soo soo $ '� 900 Soo V1 rp t 700 700 700 700 \ 00 p p s ^ ^O w V 1 700 00 1800 p 700 � 18pp --- lgoo 1600 160p n $ g 1800 lg00 �•. 7 �0 700 700 c /00 700 WINDOW: 1444/ 122.03 144G/ 123.53 EMME/2 PROJECT: Rsg}onot Tronsportet;on Plan Round 4 1lodsting 01-02-19 09'15 SCENARIO 9G4G: 1994 RTP AN04 - F+not PM 2 -Hour Assignment - 4/12/00 MODULE' 2.13 +i METROSO.... urs O W C,,kyefcI BASE NETWORK USER DEFINED LINK DATA 3 100 LINKS: 0 i-1300.99999 ° v d i-1300.99999 N 900°p Vvdr-13 N 900 THRESHOLD' LOWER: -99999 N �431toW `up° 70 0 UPPER: 99999 N � 100 00 9 0 ,u0°° a Mp 700 700 700 0 1po 70 g^ 100 00 Soo O o o 1 N 700 X00 700 700 ��0 700 00 o $ o°� A100 �� / m 10 700 700 700 r 1' C5 �o �a yup o o p � 70p 700 O WINDOW: 1444/ 120.53 144G/ 122.03 EMME/2 PROJECT: Ragionot Tronsportation Pton - Rnund 4 Model. Ing 01-02-19 09'35 SCENARIO 9G46: 1994 RTP RN04 - Finot PH 2 -Hour Awaionm.nt - 4/12/00 MODULE 2.13 METROSD... urs O P • ��r HCl �,� • AUTO VOLUMES �/ � j/�','rl^�Yll 4 l3 l J, � � 3"5L 53 632 10 y t N+cs : i-1300.99999 O 93fl, ° 8 )1300.99999 N 21 I 1g t r% N 0 199 � B81919 � 0 1 047 m '` 400 525 79 81 58 w s� ti M �io 4p *COs 3 .............................. ti 400 2313 330 X313 3230 �94J x'34 ! 356 srs 648 271 , 554 356 ti j\b `1 Rh WINDOW, 1444/ 122.03 1446/ 123.53 FMME/2 PROJECT: Regional Transportation Ptan - Round 4 Modsling 01-02-19 09:36 SCENARIO 9646: 1994 RTA RN04 - final PH 2-Hour Assignment - 4/12/00 MODULE: 6.12 METAOSD....urs O Ln AUTO VOLUMES `v" LINKS. -1300.99999 9 8 i-1300.99999 116 8dr-13 N c�4 , NZ�Z v v c,�2 1S4 1 57 "`b ro4� e co 390 S44 544 % 712 127 1274 0 00 °h fp m vii Ca 00 247 3� Q6 750 1 ^A Z82 U / 4, °; WINDOW: 120.53 1446/ 122.03 EMME/2 PROJECT: Reg ionol Transportation Pt on - Ro—d 4 Modeling 01-02-19 09:36 SCENf1RI0 9646' 1934 RTP RND4 - Flnal PM 2 -Hour Rssign,n.nt - 4/12/00 MODULE: 6.12 METROSO.... urs T O Q1 • 20 za +f'. � C.,., C:a yJ. � � � � � Q I - 0 LINKS: O N+ <oa� X00 a o 0 ) 00 i-1300.99999 X00 1303. 99999 N 1°,�00 8 ! vd -700 THRESHOLD: " 00 LOVER' -99999 N 730�0- UPPER: 99999 N 700 700 700 700 1 ^01 ,ao `hL7 O ,o v No o �g 0 lg00 00 a 1800 pp 100 m m 180p`'— ---- 1800 1800 °p 1800 � 1800 C., CIO 70o s� p 700 _ 700 100 700 00 - C% c� $ acUi m WINDOW: 1444/ 122.03 1446/ 123.53 '^ EMME/2 PROJECT: Reglonal Transportation Plan - Round 4 Modeling 01-02-19 09:31 SCENRRIO 9G44: P020 RTP RN04 FINCON - Final PM2 Rasign - 4/10/00 IMETAOSD MODULE: 2.13 _ -- .... c(n N COA e.'7�t j00 m m oa o -- L[ NKS' O i-1300 99999 1Q i-1300.99939 Vvdf-13 f pp 900 N 900 app 1,g�0 THRESHOLD ER: -99999 N 0 UPPER: UPPER: 99999 W 0o o � ca 0 1p0 100 v )700 100 g 900 0 0 90�Q o o n 700 X00 700 y00 700 uo /' gg ;i �oo ,pQp 0 700 �8�p0 700700 700 a 4Q o o >pO0 700 p c WfNOOV: 1444/ 120.53 1446/ 122.03 FMME/2 PROJECT: R•gionol Transportation Ptnn - Round 4 Modating 01-02-19 09:31 SCCNRRIO 9644: 20cO RTP RND4 FINCON - Flnot PMP Resign - 4/10/00 MODULE 2.13 METROSO....ctp O co Q• 13 630 944 493B INKS: NK�S 9 -1300.9rN9rw9MK9■M OHN"NW+ 8 im1300.99999 THRESHOLD: 374 LOWER. 1 �: UPPER: �M v � t I � 401 516 00 �Cb L 197 158 • 374 123 M M M C�) \� b In m M 4ji s 0 4663 2779 2179 b,��Z �4 3724 0 37p4 y e 14j Goy ad 937 gg1 �� 6s 1379 <45 783 -- ml � WINDOW: 1444/ 122 03 144G/ 123.53 EMME/2 PROJECT R.g;onot Transportation PLon - Round 4 Mod*Linq 01-02-19 09:32 SCENARIO 9G44: 2020 RTP RND4 FINCON - Finul PM2 R— 19n - 4/10/00 MODULE: 6.12 METROSD.... cLp m O t0 • 2v�� F�k C,,. �«..�,r . O M LINKS: O ,°" i-1300.99999 & vd 1 ,b1�h 0 f-13.99999 I A 0 2� THRESHOLD: LOVER: " 13G UPPER: wwxsxx (,� 9�' 4 03 1g�g0 w 1100 289 ,-o 6 304 v 91 N ti • n� 44b CIO ti y 15 6> 761 904 `06,? 1917 LO m �^ , In 3 1 2b o20 `Z �g h cl) L e 3326 ^` ^ O r n V v w 336'2 303 82 9 1384 i 414 1,40 ,v WINDOW: 1444/ 120.53 1446/ 122.03 01-02-19 09:31 FMME/2 PROJECT Ragionot TronsportotIon Plon - Round 4 Modollnq SCFNRRIO 9644: 2020 RTP RND4 rINCON - Pinot PM2 Resign - 4/10/00 MODULE: 6 12 ----- ---- -- - METROSO. ..ctP N 0 Q BRSE NETWORK USER DEFINED LINK DATA 3 e� jp0 $oo app LINKS: O ►� �oo� A j-1300 99999 f.+ THRESHOLD:LOVER: -99999UPPER: r'900�1 99999Soo 700 700 1 1$ �^ 700 700 00 Nco o /� 0 700 0 � o $ p 1800 1800 1800 00 100 700 Iaoo18ao 0 1800 o . 1800 � � 500 '��$o u 1800 + 900 gUU 1800 _ 900 n WINDOW: 1444/ 122.04 1446/123.S19 F:MME/2 PROJECT' Ragionol Transportation Plan - Round 4 Modslinq 01-02-19 09:24 SCFNAA10 96411: 2020 Strategic - RND4 PM 2-Hour Asstgnesnt - 4/?S/00 MODUI-E; 2.13 METAOSD.... cLp p N N �A 2.x.1 !► 1 �i .i BASE NETWORK l ~ USER DEFINED LINK DATA 3 O LINKS: ;-1300.95939 d J-1300.99999 N lea I i 90 900 THRESHOLD• " 900 16 0 LOITER: -99999 N X90 0 UPPER: 99999 p $ �� ^o cg cg 100 cm. 0 1 18 \�0p0 o g 700 700 0 s�o 0 0000 100 Soo 900 , `a 1 00 o 0 so�Qo 0 700 �o0 700 moo° l 700 0 700 00 0 �p0 ^n 0 0 �0�00 1p0 m,4%00/ ! o 00 1a C 700 $ 1 / 6000 700 700 700 1 /400 0 >000 X00 700 l o WINDOW: 1444/120.562 g $ 1446/ 122.04 EMME/2 PROJECT: Regional Transportation Plan - Round 4 Modeling 01-02-19 09:23 SCENARIO 9648' 2020 Strategic RN04 PM 2-Hour Assignment - 4/25/00 MODULE: 2 13 METROSO.... cl N N Q AUTO VOLUMES C v 411 513 �o�j !figs P18 i-1300.99999 � O ,� S � X1300.99999 F+ 8!vdf-13 M >p3 N I � ^ ^ � fs �4 969 tt00 � o �( 2 398 509 !! ^4s 157 140 188 1 t �h N dsS _ 4551 f?98 ?509 00 ^ 3273 ?509 M�1` Ica 3?73 � ^ 2 6 924 356 553 � 6' 1611 397 ^b b b ^ +�(0 WINDOW: 1444/ 122.04 1446/123.519 EMME/2 PROJECT: Regionol Tronspnrtotion Plon - Round 4 Model;nq _ .. 01-02-•19 09:24 SCENARIO 9G48: 2020 Stroteglc - RN04 PM 2-Hour Assignment - 4/2S/00 MODULE' 6.12 METROSO.... ct N W AUTO VOLUMES LINKS: i-1300.99999 N i-1300.99999 N b 8!vdr-13 N 21�3� 01 12p1 10b7 276 290 a 81 218 o 76 3500 m 2 X111 r' o 756 o 1983 1814 Nv r co 0 v 313 b` 778 285 t�53 h h �sIr w � w 1b�t� Ir 3g8 �oys< 1455 u' 14414/D120.562 1446/ 122.04 FMMF/2 PROJECT' Flogionot ironsportotion Pton - Round 4 Modsting 01-02-19 09:24 SCENRRIO 9648: 2020 Strotogic - RND4 PM 2 -Hour R--iqnm*nt - 4/25/00 MODULE' 6.12 T METROSD ...ctp ` N A CJ Appendix F 2020 Future Conditions Analysis • Worksheets PM Peak Hour Tue May 15, 2001 13:55:58 Page 1-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------•---- -- - - Scenario Report Scenario: PH Peak Hour Coamiev+d: PH Peak Hour Volume: PM Peak Hour Geometry: PH Peak Hour Impact Fee: PM Peak Hour Trip Generation: PM Peak Hour Trip Distribution: PM Peak Hour Paths: PM Peak Hour Routes: PH Peak Hour Configuration: PH Peak Hour -raffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC 2020NSPII.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:55:58 Page 2-1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour Turning Movement Report Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #1 SW Boones Ferry Rd/ Kruse Wy Base 476 931 0 0 965 784 1079 0 429 0 0 0 4663 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 476 931 0 0 965 784 1079 0 429 0 0 0 4663 #2 SW Boones Ferry Rd/ Mercantile Dr Base 94 1374 6 6 1347 28 72 6 182 17 1 11 3139 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 94 1374 6 6 1347 28 72 6 182 17 1 11 3139 #3 SW Boones Ferry Rd/ Red Cedar Wy Base 17 1374 39 44 1514 11 2 0 22 33 1 50 3106 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 17 1374 39 44 1514 11 2 0 22 33 1 50 3106 #4 SW Boones Ferry Rd/ Douglas Wy Base 39 1420 0 0 1414 33 11 0 88 0 0 0 3005 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 39 1420 0 0 1414 33 11 0 88 0 0 0 3005 #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Base 55 1286 61 88 1173 33 94 99 88 72 28 66 3141 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 55 1286 61 88 1173 33 94 99 88 72 28 66 3141 #6 SW Boones Ferry Rd/ Quarry Rd Base 0 1347 22 17 1340 22 0 0 253 1 0 17 3018 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 1347 22 17 1340 22 0 0 253 1 0 17 3018 #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd Base 60 891 87 710 1045 27 94 255 47 134 107 342 3799 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 60 891 87 710 1045 27 94 255 47 134 107 342 3799 #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr Base 33 965 6 2 1132 11 17 1 72 6 0 6 2249 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 33 965 6 2 1132 11 17 1 72 6 0 6 2249 #9 SW Boones Ferry Rd/ Lonewood-Lake Grove Elementary Access Base 0 1333 44 83 1627 0 1 0 17 28 0 50 3181 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 1333 44 83 1627 0 1 0 17 28 0 50 3181 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 1 of 14 PM Peak Hour Tue May 15, 2001 13:55:58 Page 2-2 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #101 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 -otal 0 0 0 0 0 0 0 0 0 0 0 0 0 *102 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 'otaL 0 0 0 0 0 0 0 0 0 0 0 0 0 #103 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #104 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #105 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #106 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #107 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #108 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #109 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 otal Ta l 0 0 0 0 0 0 0 0 0 0 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 202ONBPM.OUT 5-15-101 1:SSp PM Peak Hour Tue May 15, 2001 13:55:58 Page 2-3 Kittelson $ Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume #110 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #111 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #112 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #113 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #114 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #115 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #116 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #117 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 #118 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 2 of 14 PM Peak Hour Tue May 15, 2001 13:55:58 Page 2-4 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No-Build" Scenario Conditions Weekday PM Peak Hour Volume Northbound Southbound Eastbound Westbound Total Type Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume 8119 ease 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 8120 Base 0 0 0 0 0 0 0 0 0 0 0 0 0 Added 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 2020NBPM.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:01 Page 3-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Impact Analysis Report Level of Service Intersection Base Future Change Del/ V/ Del/ V/ in LOS Veh C LOS Veh C # 1 SW Boones Ferry Rd/ Kruse Wy C 25.0 0.895 C 25.0 0.895 + 0.000 D/V # 2 SW Boones Ferry Rd/ Mercantile B 12.9 0.704 B 12.9 0.704 + 0.000 D/V # 3 SW Boones Ferry Rd/ Red Cedar F 965.3 0.000 F 965.3 0.000 + 0.000 V/C # 4 SW Boones Ferry Rd/ Douglas Wy F 71.5 0.000 F 71.5 0.000 + 0.000 V/C # 5 SW Boones Ferry Rd/ Oakridge R C 27.6 0.767 C 27.6 0.767 + 0.000 D/V # 6 SW Boones Ferry Rd/ Quarry Rd E 47.6 0.000 E 47.6 0.000 + 0.000 V/C # 7 SW Boones Ferry Rd/ Firwood Rd E 73.5 1.138 E 73.5 1.138 + 0.000 D/V # 8 SW Boones Ferry Rd/ SW Madrona F 52.3 0.000 F 52.3 0.000 + 0.000 V/C # 9 SW Boones Ferry Rd/ Lanewood-L F 904.4 0.000 F 904.4 0.000 + 0.000 V/C Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 3 of 14 P14 Peak Hour Tue May 15, 2001 13:56:01 Page 4-1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM ##*** Operations Method (Base Volume Alternative) **rrr**r**«#rr**r#r«***r***#*r********#*#*****#***********###**#**#******** Intersection #1 SW Boones Ferry Rd/ Kruse Wy Cycle (sec): 75 Critical Vol./Cap. (X): 0.895 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 25.0 Optimal Cycle: 92 Level Of Service: C *#*a*#***rr*r**rw***rw****##*#***w*w**********w***********#*****#*rrw*******#**# Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R --------------------------- ---------------11--------------- ---------------� Control: Protected Protected Split Phase Split Phase Rights: Include Ovl Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 2 0 2 0 0 0 0 2 0 1 2 0 0 0 1 0 0 0 0 0 ------------ --------------- ---------------11--------------- ---------------� Volume Module: Base Vol: 355 695 0 0 720 585 805 0 320 0 0 0 Growth Adj: 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 initial Bse: 476 931 0 0 965 784 1079 0 429 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Volume: 496 970 0 0 1005 817 1124 0 447 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 496 970 0 0 1005 817 1124 0 447 0 0 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 496 970 0 0 1005 817 1124 0 447 0 0 0 Saturation Flow -Module: ow Module:----- --------------- ------------------------------� Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.91 0.94 1.00 1.00 0.93 0.83 0.91 1.00 0.84 1.00 1.00 1.00 Lanes: 2.00 2.00 0.00 0.00 2.00 1.00 2.00 0.00 1.00 0.00 0.00 0.00 Final Sat.: 3467 3574 0 0 3538 1583 3467 0 1599 0 0 0 ..------...---------- --------------- ------------------------------� Capacity Ana ysis Module: Vol/Sat: 0.14 0.27 0.00 0.00 0.28 0.52 0.32 0.00 0.28 0.00 0.00 0.00 Crit Moves: **** *'** **** Green/Cycle: 0.16 0.48 0.00 0.00 0.32 0.68 0.36 0.00 0.52 0.00 0.00 0.00 Vo(une/Cap: 0.89 0.57 0.00 0.00 0.89 0.76 0.89 0.00 0.54 0.00 0.00 0.00 Delay/Veh: 47.8 14.5 0.0 0.0 33.8 11.1 31.1 0.0 12.6 0.0 0.0 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjOel/Veh: 47.8 14.5 0.0 0.0 33.8 11.1 31.1 0.0 12.6 0.0 0.0 0.0 Oesign0ueue: 18 23 0 0 31 12 32 0 9 0 0 0 rrr♦♦*rr*rrrrr**rr**rr#*rr#***#***#**##**r********#*****##***#*rr****##**#****#* Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC 2020MBPM.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:01 Page 5-1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative Intersection #1 SW Boones Ferry Rd/ Kruse Wy Approach: North Bound South Bound East Bound West Bound Movement: L- T - R L- T- R L - T- R L- T- R ------------I---------------1I-----------��--------------- ��--------------- � NCM Ops Adjusted Lane Utilization Module: Lanes: 2 0 2 0 0 0 0 2 0 1 2 0 0 0 1 0 0 0 0 0 Lane Group: L T xxxx xxxx T R L xxxx R xxxx xxxx xxxx #LnslnGrps: 2 2 0 0 2 1 2 0 1 0 0 0 - i�---------------ii---------------ii---------------i NCM Ops Inpu Saturation Adj odule: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 1 2 1 0 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type: < < < < < < < < < < < < < < < other > > > > > > > > > > > > > > > Cnft Ped/Hr: 0 0 0 0 ExclusiveRT: Include include Include Include % RT Prtct: 0 0 0 0 - - -I - --..... 1 ---------------II HCM Ops f(rt and f(lt) Adj Case Module: f(rt) Case: xxxx xxxx xxxx xxxx xxxx 2 xxxx xxxx 2 xxxx xxxx xxxx f(lt) Case: 1 xxxx xxxx xxxx xxxx xxxx 1 xxxx xxxx xxxx xxxx xxxx ------------ I -- ---_------11--------------- --------------- ---------------� HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx Hev Veh Adj: 0.99 0.99 xxxxx xxxx 0.98 0.98 0.99 xxxx 0.99 xxxx xxxx xxxxx Grade Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx Parking Adj: xxxx 1.00 xxxxx xxxx xxxx 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Bus Stp Adj: xxxx 1.00 xxxxx xxxx xxxx 1.00 xxxx xxxx 1.00 xxxx xxxx xxxxx Area Adj: 1.00 1.00 xxxxx xxxx 1.00 1.00 1.00 xxxx 1.00 xxxx xxxx xxxxx RT Adj: xxxx xxxx xxxxx xxxx xxxx 0.85 xxxx xxxx 0.85 xxxx xxxx xxxxx LT Adj: 0.95 xxxx xxxxx xxxx xxxx xxxxx 0.95 xxxx xxxxx xxxx xxxx xxxxx HCM Set Adj: 0.94 0.99 1.00 1.00 0.98 0.83 0.94 1.00 0.84 1.00 1.00 1.00 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Set Adj: 0.97 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.91 0.94 1.00 1.00 0.93 0.83 0.91 1.00 0.84 1.00 1.00 1.00 ------------ --------------- I 1--------------- ---------------1 1---------------� Delay Adjustment Factor Module: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signal Type: << <<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 ******r#*****#****r**r*******r*r*r#r**w*rr###*w**********r**#**##******r*r**r*#* Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 4 of 14 PM Peak Hour Tue May 15, 2001 13:56:01 Page 6-1 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "NO -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCMOperations Method (Base Volume Alternative) wwrawwwraa«ww+w++ww+x w+www«wxw+rw+wwaa+wxwwwxwwwwrwrwwwwwwwxx««wrxwrwwwwwaaarwww Intersection #2 SW Boones Ferry Rd/ Mercantile Dr x«rwxwwww«wwa««ww«+rwwwwwwwrww+++ww+rwarxwwxxww«axaxwwwwwwwwwrwxx«xwwwxawawawww+ Cycle (sec): 70 Critical Vol./Cap. (X): 0.704 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 12.9 Optimal Cycle: 55 Level Of Service: B aaa+aaaarararr+rr++w+ww+rrrw+awwwrwwawwwwwxw+ww+wr«r«rxwwwwrraarwww+ww+awwar+aaw Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ I --------------- I I ---------------I I ---------------I I ---------------I Control: Protected Protected Permitted Permitted Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 11 0 0 ------------I---------------1 I ---------------I I ---------------I I ---------------I Volume Module: Base Vol: 85 1025 5 5 1005 25 65 5 165 15 1 10 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 Initial Bse: 94 1374 6 6 1347 28 72 6 182 17 1 11 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 98 1446 6 6 1418 29 75 6 191 17 1 12 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 98 1446 6 6 1418 29 75 6 191 17 1 12 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 98 1446 6 6 1418 29 75 6 191 17 1 12 Saturation Flow -Module: ----- --------------- --------------- --------------- lowModule:--------------------II---------------II--------------- Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.94 0.94 0.94 0.93 0.93 0.93 0.71 0.71 0.85 0.71 0.71 0.71 Lanes: 1.00 1.99 0.01 1.00 1.96 0.04 0.93 0.07 1.00 0.57 0.03 0.40 Final Sat.: 11787 3556 15 1769 3456 71 1244 100 1615 767 45 541 Capacity Analysis Module----II---------------II---------------II--------------- I Vol/Sat: 0.05 0.41 0.41 0.00 0.41 0.41 0.06 0.06 0.12 0.02 0.02 0.02 Crit Moves: **** **** **** Green/Cycle: 0.08 0.66 0.66 0.01 0.58 0.58 0.17 0.17 0.17 0.17 0.17 0.17 Volume/Cap: 0.70 0.62 0.62 0.62 0.70 0.70 0.36 0.36 0.70 0.13 0.13 0.13 Delay/Veh: 46.6 7.5 7.5 119.1 11.5 11.5 26.8 26.8 35.6 25.0 25.0 25.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDet/Veh: 46.6 7.5 7.5 119.1 11.5 11.5 26.8 26.8 35.6 25.0 25.0 25.0 DesignQueue: 4 22 0 0 26 1 2 0 6 1 0 0 rarrrarr•rwrrr++r«rarwr+rww«+wrw+r+arrraarwarrwrxaaaraaaarwwwawrrx+arrarwraawrra Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC 202ONBPH.01JT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:01 Page 7-1 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour --------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative ««+««««««««+««««+«««««++««+«+««««+++++++++««««««+««++««««++««+«+++«««+++«««+++«« Intersection #2 SW Boones Ferry Rd/ Mercantile Dr Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------I---------------I--------------- II --------------- II ---------------I HCM Ops Adjusted Lane Utiliza ion Module: Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 1! 0 0 Lane Group: L RT RT L RT RT LT LT R LTR LTR LTR #LnslnGrps: 1 2 2 1 2 2 1 1 1 1 1 1 ----------- - -I� -I1 II I HCM Ops Inpu Saturation Adj odule: Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 1 2 0 0 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type:<<<<<<<<<<<<<<<other >>>>>>>>>>>>>>> Cnft Ped/Hr: 2 6 0 1 ExctusiveRT: Include Include include Include % RT Prtct: 0 0 0 0 ----------- ------------- I---------------I�---------------II--------------- I HCM Ops f(rt and f(lt) Adj ase Module: f(rt) Case: xxxx 5 5 xxxx 5 5 xxxx xxxx 2 7 7 7 f(lt) Case: 1 xxxx xxxx 1 xxxx xxxx 5 5 xxxx 5 5 5 ------------ I--------------- I I---------------I---------------I---------------I HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hev Veh Adj: 0.99 0.99 0.99 0.98 0.98 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 1.00 1.00 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 1.00 1.00 1.00 Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 0.85 0.85 0.85 0.85 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.71 0.71 xxxxx 0.84 0.84 0.84 HCM Sat Adj: 0.94 0.99 0.99 0.93 0.98 0.98 0.71 0.71 0.85 0.71 0.71 0.71 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.94 0.94 0.94 0.93 0.93 0.93 0.71 0.71 0.85 0.71 0.71 0.71 ------------I--------------- I ---------------II--------------- ---------------I Delay Adjustment Factor Modu e: Coordinated: <<<<<<<<<<<<<<<No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 5 of 14 PM Peak Hour Tue May 15, 2001 13:56:01 Page 7-2 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative ++++wwwwww+++wwww+++++w+www+++ww+wwww+w+++ww++++w+++++++++++++++++++++++++++++++ Intersection #2 SW Boones Ferry Rd/ Mercantile Dr ww+wwwwwwwww+++ww+++wwawwwwwwwwwwwww++wwww+www+www+wwwwwwwwww+aawawwwwwawawaaa+a Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 70 70 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 11.76 11.76 Effective Green Time Per lane Group, g: xxxxxx xxxxxx 11.76 11.76 Opposing Effective Green Time, go: xxxxxx xxxxxx 11.76 11.76 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vit: xxxxxx xxxxxx 75 17 Proportion of Left Turns in Lane Group, PLt: xxxxxx xxxxxx 0.93 0.57 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx 0.57 xxxxxx Left Turns Per Cycle, LTC: xxxxxx xxxxxx 1.46 0.33 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 30 81 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 0.58 1.58 Opposing Platoon Ratio Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, t1: xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 0.00 3.66 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.83 0.83 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 0.00 0.00 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 11.76 8.10 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx 0.00 xxxxxx Proportion of Opposing Thru 8 RT cars, ptho: xxxxxx xxxxxx 0.43 xxxxxx Left -turn Saturation Factor, fs: xxxxxx xxxxxx xxxxxx 0.82 Proportion of Left Turns in Shared Lane, pl: xxxxxx xxxxxx 0.93 0.57 Through -car Equivalents, ell: xxxxxx xxxxxx 1.45 1.52 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx 1.00 xxxxxx Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.33 0.27 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.71 0.84 Left Turn Adjustment Factor, flt: xxxxxx xxxxxx 0.71 0.84 awwwwww++wwwwwwwwwww+w++++++++wwwr+ww+++++++++++++++++www++wwwaawwwwwwwrwaww+www Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 202ON8PM.OUT 5-15-101 1:55P PM Peak Hour Tue May 15, 2001 13:56:01 Page 8-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) +w+waw+++w+wwwwwwwwwwwwwwwwwwwwwwww+w+wwwwwwwww++wwwwww+wwwww+ww+wwww+wwwww+++++ Intersection 93 SW Boones Ferry Rd/ Red Cedar W +ww++www++w+++a++ww+w+ww+w+wwwawwwwwwwwwwwwwwww wwwwwww++wwwww+ww+w+wwwwwwwwwwww Average Delay (sec/veh): 965.3 Worst Case Level Of Service: F wwwaw+rwa++++ww++++w+ww+wwwwww+wwwwww+wwwwwwwwwwwww+wwww+wwwwww+ww+wwwwww*wwwwww Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------I--------------- ------------------------------II---------------I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 1! 0 0 0 0 1! 0 0 ---------- --------------- --------------- ------------------------------� Volume Module: Base Vol: 15 1025 35 40 1130 10 2 0 20 30 1 45 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 Initial Bse: 17 1374 39 44 1514 11 2 0 22 33 1 50 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 PHF Volume: 17 1431 40 46 1577 11 2 0 23 34 1 52 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 17 1431 40 46 1577 11 2 0 23 34 1 52 --------------------------- --------------- ------------------------------� Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.6 xxxx 7.0 7.6 6.6 7.0 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.6 xxxx 3.3 3.5 4.0 3.3 ----------------��---------------��---------------��----•---------- Capacity Module:� Cnflict Vol: 1589 xxxx xxxxx 1471 xxxx xxxxx 2426 xxxx 800 2371 3166 736 Potent Cap.: 414 xxxx xxxxx 459 xxxx xxxxx 16 xxxx 321 18 10 359 Move Cap.: 414 xxxx xxxxx 459 xxxx xxxxx 11 xxxx 320 15 9 359 ------------I:--------------------------------------------� �---------------� Level Of Service Module: Stopped Del: 14.1 xxxx xxxxx 13.7 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: B * * B Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 90 xxxxx xxxx 34 xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 59.8 xxxxx xxxxx 965 xxxxx Shared LOS: * * * * * * * F * * F ApproachDel: xxxxxx xxxxxx 59.8 965.3 ApproachLOS: * * F F Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 6 of 14 PM Peak Hour Tue May 15, 2001 13:56:01 Page 9-1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative rrrrrrrrrrrrrrrrrrrrrrwwrwrrrrrrwrrrrrrrrwrrrrrrrrrrrrrrrrrrrrrrrrrrrrrwrrrrrrwr Intersection #3 SW Boones Ferry Rd/ Red Cedar rrrrrrrrrrrrrrrrrrrrrrrrrrrrrr rrrrwwrrrrrrrrr,Wr+rrrrrrrrwrrrrrrrrrrrrrrrrrrrr*rr Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R ----------- I ---------------- I ---------------- --------------------------------� HevVeh: 1% 1% 5% 3% Grade: 0% 0% 0% 0% Peds/Hour: 6 1 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ----------- I ---------------- I ---------------- ---------------- --------------- Upstream Signals: Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signallndex: #5 #2 Cycle Time: 0 secs 0 secs InitVolLine: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gqt: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 P: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol:1589 xxxxx xxxxx 1471 xxxxx xxxxx 2426 0 800 2371 3166 736 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol:1589 xxxxx xxxxx 1471 xxxxx xxxxx 2426 0 800 2371 3166 736 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 414 xxxxx xxxxx 459 xxxxx xxxxx 16 0 321 18 10 359 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 414 xxxxx xxxxx 459 xxxxx xxxxx 16 0 321 18 10 359 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 202ONBPM.OUT 5-15-101 1:55p - ------ ------- PM Peak Hour Tue May 15, 2001 13:56:01 ---,*page Page 10 - 1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) *wrrarrrrr*wwrrrr*rrwwrrrrrrrrwrw*rwrwrwwrrrrwrrrrwrwrrrrrwrrrrrwrrrrrwrwwrrrrrr Intersection #4 SW Boones Ferry Rd/ Douglas Wy rrrrrrrrrrrrrrrrwrwwwwrrrrwwwwwwwwwrww,wwwwwwwwwwwwwwwwwwwwwwwwwwwww*wwwwwwwwwwww Average Delay (sec/veh): 71.5 Worst Case Level Of Service: F ***r+*********r*****r*r*rwrrwrrrrrrrww*wwwrrwrrrrrrrrrrrwwwrrrwwrrrrrrrrrrrrrwrr Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L - T- R L- T R ------------ --------------- --------------- --------------- --------- -----I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0 VolumeModull--------------- --------------- --------------- ---------------� Base Vol: 35 1060 0 0 1055 30 10 0 80 0 0 0 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 Initial Bse: 39 1420 0 0 1414 33 11 0 88 0 0 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 41 1511 0 0 1504 35 12 0 94 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 41 1511 0 0 1504 35 12 0 94 0 0 0 --------------------------- 11 --------------- --------------- 11---------------� Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.8 xxxx 6.9 xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3 xxxxx xxxx xxxxx --------------------------- --------------- ------------------------------� Capacity Module: Cnflict Vol: 1539 xxxx xxxxx xxxx xxxx xxxxx 2361 xxxx 770 xxxx xxxx xxxxx Potent Cap.: 433 xxxx xxxxx xxxx xxxx xxxxx 30 xxxx 344 xxxx xxxx xxxxx Move Cap.: 433 xxxx xxxxx xxxx xxxx xxxxx 27 xxxx 344 xxxx xxxx xxxxx ------------ I --------------- --------------- --------------- ---------------� Level Of Service Module: Stopped Del: 14.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: B * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 150 xxxxx xxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 71.5 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * F ApproachOel: xxxxxx xxxxxx 71.5 xxxxxx ApproachLOS: * * F Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 7 of 14 PM Peak Hour Tue May 15 2001 13.56:01 Page 11-1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative Intersection #4 SW Boones Ferry Rd/ Douglas Wy Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R HevVen:----I ---------------- I ---------------- I ---------------- ----------------� Grade: 0% 0% 0% 0% Peds/Hour: 0 2 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour Upstream Signals: ----------- I ---------------- ---------------- ----------------� Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signalindex: #5 #2 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gq1: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 P: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol:1539 xxxxx xxxxx 0 xxxxx xxxxx 2361 0 770 0 0 0 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstrearrAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol:1539 xxxxx xxxxx 0 xxxxx xxxxx 2361 0 770 0 0 0 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 433 xxxxx xxxxx 0 xxxxx xxxxx 30 0 344 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 433 xxxxx xxxxx 0 xxxxx xxxxx 30 0 344 0 0 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 2020NBPN.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:01 Page 12-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Operations Method (Base Volume Alternative) Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd Cycle (sec): 120 Critical Vol./Cap. (X): 0.767 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 27.6 Optimal Cycle: 74 Level of Service: C **w**w***************##*#***www********#**ww*w#*#**w**##**#*#*###*#a*##*#******* Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ I--------------- 1 1--------------- --------------- --------------- Control: Protected Protected Permitted Permitted Rights: Include include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 11 0 0 0 0 1! 0 0 ------------ I --------------- 11 --------------- --------------- ---------------� Volume Module: Base Vol: 50 960 55 80 875 30 85 90 80 65 25 60 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 initial Bse: 55 1286 61 88 1173 33 94 99 88 72 28 66 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Ad!-: 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 PHF Volume: 59 1383 65 95 1261 35 101 106 95 77 30 71 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 59 1383 65 95 1261 35 101 106 95 77 30 71 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: I 59 1383 65 95 1261 35 101 106 95 77 30 71 Saturation Flow Module: ----- --------------- ------------------------------� Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.94 0.93 0.93 0.94 0.94 0.94 0.70 0.70 0.70 0.57 0.57 0.57 Lanes: 1.00 1.91 0.09 1.00 1.95 0.05 0.33 0.36 0.31 0.43 0.17 0.40 Final Sat.: 11787 3390 159 1787 3463 96 442 464 415 469 183 433 Capacity Analysis Module: -- --------------- ---------------� Vol/Set: 0.03 0.41 0.41 0.05 0.36 0.36 0.23 0.23 0.23 0.16 0.16 0.16 Crit Moves: **** **** **** Green/Cycle: 0.05 0.53 0.53 0.07 0.55 0.55 0.30 0.30 0.30 0.30 0.30 0.30 Volume/Cap: 0.66 0.77 0.77 0.77 0.66 0.66 0.77 0.77 0.77 0.55 0.55 0.55 Delay/Veh: 72.8 24.1 24.1 79.4 19.8 19.8 47.1 47.1 47.1 37.4 37.4 37.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 72.8 24.1 24.1 79.4 19.8 19.8 47.1 47.1 47.1 37.4 37.4 37.4 DesignQueue: 4 48 2 6 41 1 5 5 5 4 1 3 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 8 of 14 PM Peak Hour Tue May 15, 2001 13:56:01 Page 13-1 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd **##***####*#*#********##***##***#**#**#***********************##*##**####****** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T R ------------ I ----------- ----II - -II - II -- HCM Ops Adjusted Lane Utilization Module: Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 11 0 0 0 0 1I 0 0 Lane Group: L RT RT L RT RT LTR LTR LTR LTR LTR LTR #LnslnGrps: 1 2 2 1 2 2 1 1 1 1 1 1 --------- -------------- -------------- HCM Ops Inpu Saturation Adj odule: II- II' I Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 1 1 0 3 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type: < < < < < < < < < < < < < < < other > > > > > > > > > > > > > > > Cnft Ped/Hr: 10 3 1 4 ExclusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ---- ---------------II------------- HCM Opsf(-r-t-andf(lt)AdjaI seModule: II -- I f(rt) Case: xxxx 5 5 xxxx 5 5 7 7 7 7 7 7 f(lt) Case: 1 xxxx xxxx 1 xxxx xxxx 5 5 5 5 5 5 ------------I ---:------ II --------------- II---------------II---------------I HCM Ops Saturation Ad) Module: Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hev Veh Adj: 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 0.97 0.97 0.97 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 0.99 0.99 xxxx 1.00 1.00 0.86 0.86 0.86 0.85 0.85 0.85 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.81 0.81 0.81 0.70 0.70 0.70 HCM Sat Adj: 0.94 0.98 0.98 0.94 0.99 0.99 0.70 0.70 0.70 0.57 0.57 0.57 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.94 0.93 0.93 0.94 0.94 0.94 0.70 0.70 0.70 0.57 0.57 0.57 i--------------- (I --------------- I I ---------------I I ---------------I Delay Adjustment Factor Modu e: Coordinated: <<<<<< << << << <<<No >>>>>>>>>>>>>>>> Signal Type: <<<<<< << <<<<< Actuated >>>>>>>>>>>>> DelAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ###r«r*r*##*rr##+***r***r#*r*##**«rrrrrrrrr*#****#rrr###**rrrrrrrrr*r*#r***#r#*a Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 202MBPM.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:01 Page 13-2 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative Intersection #5 SW Boones Ferry Rd/ Oakridge Rd-Resse Rd *****raarrwarrrrr**r******##**r**rrr*******r«**#*#**##************************** Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 120 120 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 35.82 35.82 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 35.82 35.82 Opposing Effective Green Time, go: xxxxxx xxxxxx 35.82 35.82 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vlt: xxxxxx xxxxxx 101 77 Proportion of Left Turns in Lane Group, Pit: xxxxxx xxxxxx 0.33 0.43 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx 0.43 0.33 Left Turns Per Cycle, LTC: xxxxxx xxxxxx 3.37 2.57 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 178 302 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 5.93 10.07 Opposing Platoon Ratio Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, th xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 1.66 3.56 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.70 0.70 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 9.18 15.72 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 26.64 20.10 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx 3.76 6.08 Proportion of Opposing Thru 8 RT cars, ptho: xxxxxx xxxxxx 0.57 0.67 Left -turn Saturation Factor, fs: xxxxxx xxxxxx xxxxxx xxxxxx Proportion of Left Turns in Shared Lane, pt: xxxxxx xxxxxx xxxxxx xxxxxx Through -car Equivalents, ell: xxxxxx xxxxxx 1.67 1.90 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx 2.04 2.74 Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.07 0.08 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.81 0.70 Left Turn Adjustment Factor fit: xxxxxx xxxxxx 0.81 0.70 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 9 of 14 PM Peak Hour Tue May 15, 2001 13:56:02 Page 14-1 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) Intersection #6 SW Boones Ferry Rd/ Quarry Rd ##*#*#*****#***+*****###+a*#*###**w*******+*w#*####***+**##*w**www++***+w#**##*# Average Delay (sec/veh): 47.6 Worst Case Level Of Service: E Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------I--------------- ---------------II------------------------------I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 1 0 1 1 0 1 0 1 1 0 0 0 0 0 1 0 0 1! 0 0 --------------------------- --------------- --------------- ---------------� Volume Module: Base Vol: 0 1005 20 15 1000 20 0 0 230 1 0 15 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 Initial Bse: 0 1347 22 17 1340 22 0 0 253 1 0 17 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 PHF Volume: 0 1388 23 17 1381 23 0 0 261 1 0 17 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 0 1388 23 17 1381 23 0 0 261 1 0 17 ------------ I --------------- --------------- --------------- ---------------� Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx 6.9 7.5 xxxx 6.9 FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx 3.3 3.5 xxxx 3.3 ------------ Capacity ModIle- --------------- �---------------11--------------- ---------------� Cnflict Vol: xxxx xxxx xxxxx 1411 xxxx xxxxx xxxx xxxx 710 2132 xxxx 714 Potent Cap.: xxxx xxxx xxxxx 479 xxxx xxxxx xxxx xxxx 381 29 xxxx 379 Move Cap.: xxxx xxxx xxxxx 479 xxxx xxxxx xxxx xxxx 378 9 xxxx 376 ------------ I --------------- --------------- --------------- 11---------------� Level Of Service Module: StoppPed Del:xxxxx xxxx xxxxx 12.8 xxxx xxxxx xxxxx xxxx 33.2 xxxxx xxxx xxxxx LOS by Move: * * * B * * * * D Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 102 xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 47.6 xxxxx Shared LOS: * * * * * * * * * * E ApproachDel: xxxxxx xxxxxx 33.2 47.6 ApproachLOS: * * D E Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 2020NBPN.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:02 Page 15-1 -------------------------------------------------------------------------------- Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative Intersection #6 SW Boones Ferry Rd/ Quarry Rd Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T - R L- T- R ----------- I ---------------- I------------------------0-----------------------� HevVeh: Grade: 0% 0% 0% 0% Peds/Hour: 8 8 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ----------- I ---------------- I ---------------- --------------------------------� Upstream Signals: Link Index: #76 #73 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signalindex: #7 #5 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivalType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 0.00 0.00 0.00 M: gq: 0.00 0.00 0.00 0.00 Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol: 0 xxxxx xxxxx 1411 xxxxx xxxxx 0 0 710 2132 0 714 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol: 0 xxxxx xxxxx 1411 xxxxx xxxxx 0 0 710 2132 0 714 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 0 xxxxx xxxxx 479 xxxxx xxxxx 0 0 381 29 0 379 UpstreamAdl:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 0 xxxxx xxxxx 479 xxxxx xxxxx 0 0 381 29 0 379 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 10 of 14 PM Peak Hour Tue May 15, 2001 13:56:02 Page 16-1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No-BUiLd" Scenario Conditions Weekday PM Peak Hour ----------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCL Operations Method (Base Volume Alternative) *ri+ret*i**riii+*rr*rrr******rrrttt***t+*t*t+i***i*i***t+ Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd Cycle (sec): 120 Critical Vol./Cap. (K): 1.138 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 73.5 Optimal Cycle: 180 level Of Service: E Approach: North Bound South Bowed East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ ---------------1 1---------------� �---------------� �---------------� Control: Protected Protected Permitted Permitted Rights: Include Include Include Ovl Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 1 0 0 1 0 0 1 0 0 1 ---------------------------1------------------------------� �---------------� Volume Module: Base Vol: 45 665 65 530 780 20 70 190 35 100 80 255 Growth Adj: 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 Initial Bse: 60 891 87 710 1045 27 94 255 47 134 107 342 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 PHF Volume: 62 909 89 725 1067 27 96 260 48 137 109 349 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 62 909 89 725 1067 27 96 260 48 137 109 349 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 62 909 89 725 1067 27 96 260 48 137 109 349 Saturation Flow -Module: ow Module:-----�--------------- --------------- ---------------� Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.93 0.92 0.92 0.93 0.93 0.93 0.44 0.98 0.98 0.39 0.39 0.83 Lanes: 1.00 1.82 0.18 1.00 1.95 0.05 1.00 0.84 0.16 0.56 0.44 1.00 Final Sat.: 1769 3177 311 1769 3437 87 827 1567 289 417 332 1577 ------------ --------- ��--------------- ��--------------- ��--------------- � Capacity Analysis ysis Module: Vol/Sat: 0.04 0.29 0.29 0.41 0.31 0.31 0.12 0.17 0.17 0.33 0.33 0.22 Crit Moves: **** **** **** Green/Cycle: 0.06 0.25 0.25 0.36 0.55 0.55 0.29 0.29 0.29 0.29 0.29 0.65 Volume/Cap: 0.57 1.14 1.14 1.14 0.57 0.57 0.40 0.57 0.57 1.14 1.14 0.34 Delay/Veh: 61.4 121 121.0 118.7 18.1 18.1 35.5 37.9 37.9 146.2 146 9.7 User DeLAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 61.4 121 121.0 118.7 18.1 18.1 35.5 37.9 37.9 146.2 146 9.7 DesignQueue: 4 49 5 34 35 1 5 13 2 7 5 9 rrtaa+#t*i*#t*r*#+r***#ra#*#****r+***#rtrrrrrrrrrriirrrirrr+r#ir+rr*rt*t*r***ret Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 2020MBPM.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:02 Page 17-1 -------------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Base Volume Alternative Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R ------------ i --------------- it ---------------i i ---------------i i ---------------i HCM Ops Adjusted Lane Utiliza ion Module: Lanes: 1 0 1 1 0 1 0 1 1 0 1 0 0 1 0 0 1 0 0 1 Lane Group: L RT RT L RT RT L RT RT LT LT R #LnslnGrps: 1 2 2 1 2 2 1 1 1 1 1 1 --- Ops -----Inpu--- S- - 11 --------------- ��--------------- ��--------------- � aturation Adj Module: HCM Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 2 2 0 2 Grade: 0% 0% 0% 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type:<<<<<<<<<<<<<<<Other >>>>>>>>>>>>>>> Cnft Ped/Hr: 8 2 0 6 ExclusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ---------------------------------------�I---------------�� - -------------- HCM Ops f(rt and f(Lt) Adj ase Module: f(rt) Case: xxxx 5 5 xxxx 5 5 xxxx 5 5 xxxx xxxx 2 f(lt) Case: 1 xxxx xxxx 1 xxxx xxxx 2 xxxx xxxx 5 5 xxxx ------------I --------------- 11--------------- --------------- ---------------� HCM Ops Saturation Adj Module: Ln Wid Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hev Veh Adj: 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 0.98 0.98 0.98 Grade Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx 1.00 1.00 xxxx xxxx 1.00 Area Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Adj: xxxx 0.99 0.99 xxxx 1.00 1.00 xxxx 0.98 0.98 xxxx xxxx 0.85 LT Adj: 0.95 xxxx xxxxx 0.95 xxxx xxxxx 0.44 xxxx xxxxx 0.40 0.40 xxxxx HCM Sat Adj: 0.93 0.97 0.97 0.93 0.98 0.98 0.44 0.98 0.98 0.39 0.39 0.83 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 0.93 0.92 0.92 0.93 0.93 0.93 0.44 0.98 0.98 0.39 0.39 0.83 ------- ------------------- I�--------------- ��--------------- ��--------------- � Delay Adjustment Factor Module: Coordinated: < < < < < < < < < < < < < < < No >>>>>>>>>>>>>>>> Signal Type: <<<<<<<<<<<<< Actuated >>>>>>>>>>>>> DeLAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 11 of 14 PM Peak Hour Tue May 15, 2001 13:56:02 Page 17-2 Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Base Volume Alternative rrrrrrr****+rrrrr*+*r+*++**#x#*xw#xx+*r***rr#+#x+r+#rrrrrrr+rr*+++r#rrrrr+r++*#* Intersection #7 SW Boones Ferry Rd/ Firwood Rd -Bryant Rd rr##*+xrr+*+*rr#rrrxxw#*#*#x**+++r******x#wx*txx#++#xx#xx*x+++#+#++++rrr###r+r## Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 120 120 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 34.68 34.68 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 34.68 34.68 Opposing Effective Green Time, go: xxxxxx xxxxxx 34.68 34.68 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vlt: xxxxxx xxxxxx 96 137 Proportion of Left Turns in Lane Group, Plt: xxxxxx xxxxxx 1.00 0.56 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx xxxxxx xxxxxx Left Turns Per Cycle, LTC: xxxxxx xxxxxx 3.20 4.57 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 246 308 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 8.20 10.27 Opposing Platoon Ratio, Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, tl: xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 0.00 0.00 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.71 0.71 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 9.51 13.61 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 25.17 21.07 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx xxxxxx xxxxxx Proportion of Opposing Thru 8 RT cars, ptho: xxxxxx xxxxxx xxxxxx xxxxxx Left -turn Saturation Factor, fs: xxxxxx xxxxxx 0.72 0.68 Proportion of Left Turns in Shared Lane, pt: xxxxxx xxxxxx 1.00 0.56 Through -car Equivalents, ell: xxxxxx xxxxxx 1.67 1.92 Single Lane Through -car Equivalents, eL2: xxxxxx xxxxxx xxxxxx xxxxxx Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.12 0.09 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.43 0.40 Left Turn Adjustment Factor/I fit: xxxxxx xxxxxx 0.43 0.40 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC 2020NBPN.OUT 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:02 4ge-18-1 -------------------------------------------------------------------------------- Kittelson 8 Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "NO-BuiLd" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) ###x*xrxr##♦#r#r*x++#+x*+xrx+++w+#+##+#####+x#+x+###########++#+x++########+##+r Intersection #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr ##xr##xrxxxr+rrrrr#rr##*xrx#*+xw*+#x*#x**++#xr#x#rx#***+#**xr##**#*+*#x##**##### Average Delay (sec/veh): 52.3 Worst Case Level Of Service: F rrx####xxr#r###r#r#**##xx#**x++*x++++x++x+*x**x+*x#########x+*+++*###*x########x Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R I--------------- II ---------------II--------------- - ._Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 0 1 0 0 1 0 1 0 0 0 1! 0 0 0 0 1! 0 0 ------------ ---------------II--------------- ------------------------------� Volume Module: Base Vol: 30 720 5 2 845 10 15 1 65 5 0 5 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 Initial Bse: 33 965 6 2 1132 11 17 1 72 6 0 6 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 35 1016 6 2 1192 12 17 1 75 6 0 6 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 35 1016 6 2 1192 12 17 1 75 6 0 6 --------------------------- --------------- --------------- ---------------I Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.2 xxxx xxxxx 7.5 6.5 6.9 7.5 xxxx 6.9 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 xxxx 3.3 Capacity Module-------------��---------------� ---------------- -------------- Cnflict Vol: 1203 xxxx xxxxx 1021 xxxx xxxxx 1780 2293 602 1689 xxxx 511 Potent Cap.: 576 xxxx xxxxx 669 xxxx xxxxx 53 39 445 62 xxxx 513 Move Cap.: 576 xxxx xxxxx 669 xxxx xxxxx 49 37 445 48 xxxx 513 ------------ I--------------- ------------------------------ --------------- Level Of Service Module: Stopped Del: 11.3 xxxx xxxxx 10.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: B * * B Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 170 xxxxx xxxx 88 xxxxx Shrd StpOel: 11.7 xxxx xxxxx 10.4 xxxx xxxxx xxxxx 49.7 xxxxx xxxxx 52.3 xxxxx Shared LOS: B * * B * * * E * * F ApproachDel: xxxxxx xxxxxx 49.7 52.3 ApproachLOS: * * E F Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 12 of 14 PM Peak Hour Tue May 15, 2001 13:56:02 Page 19-1 ----------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative wrawwwwwrwxwwwwxw+wxwwwxxw+wxx#wxwwwwrw•xxwwrx#wx++++ww+++#x+wwxw#++#ww+####+xw# Intersection #8 SW Boones Ferry Rd/ SW Madrona St- Waluga Dr #r#wx#x#+##w##xx+#x#+#xw#++x###x##xxw##+xx+rx#++x#+#++++#+###+###+####+##++####+ Approach: North Bound South Bound East Bound West Bound Movement: L- T- R L- T- R L- T- R L- T- R ----------- I--------------------------------�---------------- ---------------- HevVeh: 2% 3% Grade: 0% 0% 0% 0% Peds/Hour: 0 0 0 0 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour ----------- I---------------- ---------------- ---------------- ---------------- Upstream Signals: Link Index: #79 Dist(miles): 0.000 Speed (mph): 0.00 Signaltndex: #7 Cycle Time: 0 secs InitVolume: 0 0 Saturation: 0 0 ArrivalType: 0 0 G/C: 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 gql: 0.00 0.00 gq2: 0.00 0.00 gq: 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 beta: 0.000 to (secs): 0.000 F: 0.000 f: 0.000 0.000 vcmax: 0 0 vcmin: 0 0 tp: 0.0 0.0 p: 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnflVol:1203 xxxxx xxxxx 1021 xxxxx xxxxx 1780 2293 602 1689 0 511 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx xxxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol:1203 xxxxx xxxxx 1021 xxxxx xxxxx 1780 2293 602 1689 0 511 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 576 xxxxx xxxxx 669 xxxxx xxxxx 53 39 445 62 0 513 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 576 xxxxx xxxxx 669 xxxxx xxxxx 53 39 445 62 0 513 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 2020NBPN.Ci1T 5-15-101 1:55p PM Peak Hour Tue May 15, 2001 13:56:02 Page 20-1 Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour Level Of Service Computation Report 1997 HCM Unsignalized Method (Base Volume Alternative) #xx+x++x##+x#++x+#++xx#ww#x##+#x##wxxw+w#w+#wxx#+xxx+wxxx#w#+xxx#+w#+x##+ww#x+#x Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access #++w#+++###+##x++x#x+xxw##x#xwxx#wx#rx#x+xx+xx+#xx++x+#+#x+x##x#x#w+wx#x#w+x#+## Average Delay (sec/veh): 904.4 Worst Case Level Of Service: F x+#x#+##xxx#xxx##xx+wwxx##xx#w#w++x#w+xx#+x+w+xwxwxx+#xx##+####wwx#wxwx#x##w#++w Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T R ------------ --------------- ---------------10--------------- --------- ---I Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 1 0 1 0 0 1 0 1 0 0 0 1! 0 0 0 0 11 0 0 --------------------------- ---------------------------- ---------------� Volume Module: » Count Date: 9 May 2001 « 4. 0 - 5.30 pm Base Vol: 0 995 40 75 1214 0 1 0 15 25 0 45 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 Initial Bse: 0 1333 44 83 1627 0 1 0 17 28 0 50 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 0 1403 46 87 1712 0 1 0 17 29 0 52 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 0 1403 46 87 1712 0 1 0 17 29 0 52 ------------ I ---------------------------------------------� �---------------� Critical Gap Module: Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx 7.5 xxxx 6.9 7.5 xxxx 6.9 FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx 3.5 xxxx 3.3 3.5 xxxx 3.3 ------------ I--------------- ---------------------------------------------� Capacity Module: Cnflict Vol: xxxx xxxx xxxxx 1451 xxxx xxxxx 2608 xxxx 863 2465 xxxx 746 Potent Cap.: xxxx xxxx xxxxx 468 xxxx xxxxx 12 xxxx 298 16 xxxx 361 Move Cap.: xxxx xxxx xxxxx 467 xxxx xxxxx 9 xxxx 296 13 xxxx 354 ------------ I --------------- ------------------------------ ---------------� Level Of Service Module: Stopped Del:xxxxx xxxx xxxxx 12.7 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS y Move: * * * B Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 96 xxxxx xxxx 33 xxxxx Shrd StpDel: 0.0 xxxx xxxxx 14.5 xxxx xxxxx xxxxx 51.5 xxxxx xxxxx 904 xxxxx Shared LOS: A * * 8 * * * F * * F ApproachDel: xxxxxx xxxxxx 51.5 904.4 ApproachLOS: * * F F Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. Page 13 of 14 PM Peak Hour Tue May 15, 2001 13:56:02 Page 21-1 Kittelson B Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour ---------------------------------------------------••---------------------------- Level Of Service Detailed Computation Report 1997 HCM Unsignalized Method Base Volume Alternative war araaaaarrrrrr+rrrwwtawtwarawrraataaarwwarrrrrrrraawrrwwwatwrwwwwrttwrwtwwwwwa Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access wwrararaarwrwaarrrarr+trwwwrrrrarrrawwaawwwwrawwrawawwrwraawrwaaaawrraatrtrwrrrr Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Hevveh: ------------ I----------------I---...--1-------I---------------- ----------------� Grade: O% O% O% 0% Peds/Hour: 6 19 1 2 Pedestrian Walk Speed: 4.00 feet/sec LaneWidth: 12 feet 12 feet 12 feet 12 feet Time Period: 0.25 hour Upstream Signals: ---------- I ---------------- ---------------- ----------------� Link Index: #66 #63 Dist(miles): 0.000 0.000 Speed (mph): 0.00 0.00 Signallndex: #5 #2 Cycle Time: 0 secs 0 secs InitVolume: 0 0 0 0 Saturation: 0 0 0 0 ArrivaLType: 0 0 0 0 G/C: 0.00 0.00 0.00 0.00 *** Computation 1: Time for Queue to Clear at Each Upstream Intersection P: 0.000 0.000 0.000 0.000 gql: 0.00 0.00 0.00 0.00 gq2: 0.00 U.00 0.00 0.00 gq: 0.00 0.00 0.00 0.00 *** Computation 2: Time Intersection Blocked Because of Upstream Platoons alpha: 0.000 0.000 beta: 0.000 0.000 to (secs): 0.000 0.000 F: 0.000 0.000 f: 0.000 0.000 0.000 0.000 vcmax: 0 0 0 0 vcmin: 0 0 0 0 tp: 0.0 0.0 0.0 0.0 p: 0.000 0.000 *** Computation 3: Platoon Event Periods pdom/psubo: 0.000/0.000/Unconstrained *** Computation 4: Conflicting Flows During Each Unblocked Period InitCnfLVol: 0 xxxxx xxxxx 1451 xxxxx xxxxx 2608 0 863 2465 0 746 UpstreamSat: 0 xxxxx xxxxx 0 xxxxx xxxxx 0 0 0 0 0 0 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 ConflictVol: 0 xxxxx xxxxx 1451 xxxxx xxxxx 2608 0 863 2465 0 746 *** Computation 5: Capactiy for Subject Movement During Unblocked Period InitPotCap: 0 xxxxx xxxxx 468 xxxxx xxxxx 12 0 298 16 0 361 UpstreamAdj:1.00 x.xxx x.xxx 1.00 x.xxx x.xxx 1.00 1.000 1.000 1.00 1.000 1.000 PotentCap: 0 xxxxx xxxxx 468 xxxxx xxxxx 12 0 298 16 0 361 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 2020NBPM.OUT 5-15-101 1:55p Page 14 of 14 MUTCD Signal Warrant Analysis KITTELSON & ASSOCIATES, INC. Project #: 10A610 SW Alder, Suite 700 Project Name: Portland, Oregon 97205 Analyst: (503) 228-5230 Intersection: Fax: (503) 273-8169 Scenario: Date: 5/31101 File: H:\pro)file\4389\excel\sigwar\[2020nb3.xLS)Ma+n Input Data: Turning Movement Volumes: North-South Approach = Major East-West Approach = Minor Actual Required Major Street Thru Lanes = 10 1515 45 Volumes Minor Street Thru Lanes = 8th Highest/Peak Hour (Major) _ Met? 1 - Minimum Major Street 8th Highest/Peak Hour (Minor) = 1 2 f No 50 Speed > 40 mph? Minor G 150 1 Minor Population < 10,000? 20 -U 2100 35 Warrant Factor 100% ( 1 Minor Street 60 75 15 1375 40 Major Street n �J Sianal Warrant Analvsis Results 0 Major Actual Required Warrant Approach Volumes Volumes Met? 1 - Minimum Major Street 2100 600 No Vehicular Volume Minor Street 60 150 2 - Interruption of Major Street 2100 900 No Continuous Traffic Minor Street 60 75 11 - Peak Hour Major Street 3000 3000 No Volume Minor Street 86 100 0 Major 0 • 0 MUTCD Signal Warrant Analysis KITTELSON & ASSOCIATES, INC. Project #: 610 SW Alder, Suite 700 Project Name: Portland, Oregon 97205 Analyst: (503) 228-5230 Intersection: Fax: (503) 273.8169 Scenario: Date: 5/31/01 File: H:\pro)file\4389\exceMigwar\12020nb4.XLS)Main Input Data: Turning Movement Volumes: North-South Approach = Major East-West Approach = Minor Major Street Thru Lanes = 35 1415 0 Minor Street Thru Lanes = 8th Highest/Peak Hour (Major) = 49 16 8th Highest/Peak Hour (Minor) = 10 . 0 Speed > 40 mph? Mlnor w* 43- 0 Minor Population < 10,000? 1 90 Z' 0 Warrant Factor 100%7 �t 40 1420 0 Slqnal Warrant Analvsls Results Major Actual Required Warrant Approach Volumes Volumes Met? 1 - Minimum Major Street 2037 600 No Vehicular Volume Minor Street 70 150 2 - Interruption of Major Street 2037 900 No Continuous Traffic Minor Street 70 75 11 - Peak Hour Major Street 2910 2910 No Volume Minor Street 100 100 Major MUTCD Signal Warrant Analysis Ir KITTELSON & ASSOCIATES, INC. Project #: Il,10A 610 SW Alder, Su Ito 700 Project Name: II Portland, Oregon 97205 Analyst: (503) 228-5230 Intersection: Fax: (503) 273-8169 Scenario: Date: 5/31/01 File: H:\projfilek3389\excel\sigwaN2020nb8.xLS]Main Input Data: Turning Movement Volumes: North-South Approach = East-West Approach = Minor Major Street Thru Lanes = Minor Street Thru Lanes = 8th Highest/Peak Hour (Major) = 8th Highest/Peak Hour (Minor) = Speed > 40 mph? Population < 10,000? Warrant Factor 100% C] Sianal Warrant Analvsis Results Major 10 1130 2 15 -9J fLt= 5 Minor 1 W 1 Minor 70 -:!a �' 5 '1 35 965 5 Major 0 Actual Required Warrant Volumes Volumes Met? __Approach 1 - Minimum Major Street 1503 600 No Vehicular Volume Minor Street 60 150 2 - Interruption of Major Street 1503 900 No Continuous Traffic Minor Street 60 75 11 - Peak Hour Major Street 2147 2147 No Volume Minor Street 86 1 100 0 MUTCD Signal Warrant Analysis KITTELSON & ASSOCIATES, INC. Project #: 610 SW Alder, Suite 700 Project Name: Portland, Oregon 97205 Analyst: (503) 228-5230 Intersection: Fax: (503) 273-8169 Scenario: Date: 5/31/01 File: H:\pro}tilew389texcel\sigwaN202onbs.xt.SiMain Input Data: Turning Movement Volumes: North-South Approach = Major East-West Approach = Minor Major Street Thru Lanes = 0 1625 85 Minor Street Thru Lanes = m 8th Highest/Peak Hour (Major) _ �J 8th Highest/Peak Hour (Minor) = 1 50 Speed > 40 mph? Minor 0 M 0 Minor Population < 10,000? 1 15 -!a 30 Warrant Factor 100% 0 1335 45 • Sianal Warrant Analvsis Results 0 Major Actual Required Warrant Approach Volumes Volumes Met? 1 - Minimum Major Street 2163 600 No Vehicular Volume Minor Street 56 150 2 - Interruption of Major Street 2163 900 No Continuous Traffic Minor Street 56 75 11 - Peak Hour Major Street 3090 3090 No Volume Minor Street 80 100 0 Major METHODOLOGY AND FORk4ULAS USED: Length of red Imervsl . 0 - CLC: ' C" WVIN Avenge queue/ian.. VOAIme ' leo tl a 17600 Muimum queue: Random -howcahesanl eervk'e Random efrNels behave SCM16% To a Pdeeon wribrAlon. Thera Is a p.1,61,11y sous- ei 111. —%+lace WIN d -W (..g. 95%) that the queue loaned Cu,'" sew^ rad +.swat w0 be W. then or equal 1. Ina ma tmu. %..w rumb of amusia . N) . MRC tmenAl)MI ' sap( N) / NI (the Pobeon dislnbNan) (Probe.1 erdvals — N) . I . S— or preb.bdaNa la vehicle. 0. 1, .... N.I Mu N /lgh"I N such Mer M e— d probsb"As > 0 • caNldanp I-0) 0 Queue length. G4aimum Queue' Storage length per vshale Required Nang. per lane . Queue lenglh / Numbs, of Is,... m.,W.d up lo the neat highest what. vehld. Oppo.ing Ilex rata Yo • opposing volume vo / oppoeing eat. Ilow rale sop UnbMked GIC (gu1C) - (VC • Y00 -Yo) SIGNALIZED QUEUE ANALYSIS Project Name:��■ SON &ASSOCIATES, INC. 81010 SW SW Alder, Suite 700 Project Number: Analyst: Portland, Oregon 97205 Date: 5/31/01 (503) 228.5230 Filename: H-Waf.4,a xooM20stque rcRUSEXLSISIGOUEUE Fax: (503) 273.8169 Intersection: Conditions (yr, alt., else): GENERAL INPUT PARAMETERS: Cycle Length: Sec Confidence Level (C L.): Stora alen th/vehxte feet APPROACH/MOVEMENT #1 #2 1 #3 #4 #5 #6 #7 #8 INPUT PARAMETERS: Volume (pre-PHF) GIC for movement: Number of lanes: CALCULATIONS: Length of red Interva: (sec): 63.0 Average total queue (veh): 8.3 Maximum total queue (veh) 13 Total queue longth (feet): 325 Required storage/lane (feet): 175 PERMITTED LEFT TURNS: Opposing volume (pre-PHF): Opposing sat. flow rate. CALCULATIONS: Opposing flow ratio (Yo): 7 Unblocked G/C: Effective red Interval (sec): Average total queue (`✓eth): Maximum total queue (veh): Total queue length (Wt): Required storage/tarre (feet): METHODOLOGY AND FORk4ULAS USED: Length of red Imervsl . 0 - CLC: ' C" WVIN Avenge queue/ian.. VOAIme ' leo tl a 17600 Muimum queue: Random -howcahesanl eervk'e Random efrNels behave SCM16% To a Pdeeon wribrAlon. Thera Is a p.1,61,11y sous- ei 111. —%+lace WIN d -W (..g. 95%) that the queue loaned Cu,'" sew^ rad +.swat w0 be W. then or equal 1. Ina ma tmu. %..w rumb of amusia . N) . MRC tmenAl)MI ' sap( N) / NI (the Pobeon dislnbNan) (Probe.1 erdvals — N) . I . S— or preb.bdaNa la vehicle. 0. 1, .... N.I Mu N /lgh"I N such Mer M e— d probsb"As > 0 • caNldanp I-0) 0 Queue length. G4aimum Queue' Storage length per vshale Required Nang. per lane . Queue lenglh / Numbs, of Is,... m.,W.d up lo the neat highest what. vehld. Oppo.ing Ilex rata Yo • opposing volume vo / oppoeing eat. Ilow rale sop UnbMked GIC (gu1C) - (VC • Y00 -Yo) 0 s 0 Project Name: Project Number: Analyst: Date: Fllename: Intersection: Conditions (yr, alt., etc.): SIGNALIZED QUEUE ANALYSIS KITTELSON & ASSOCIATES, INC 610 SW Alder, Suite 700 Portland, Oregon 97205 5/31101 lmkk (503) 228.5230 H:4xopo\43891axca112020sowo4MERCANTILE.XLSISI000EUE Fax: (503) 273.8169 GENERAL INPUT PARAMETERS: Cycle Length: sec Confidence Level (C.L.): Stora a len tNvehicle: Mfeet METHODOLOGY AND FORMULAS USED: Long1h of red Inlarvel . (1 •OIC)' Cycle length Average quaue/.1.. volume' nod Interval / 3600 Maximum quoue: nendom W"IlConetanl-1ce nandom errWele behave .wording to a Poleem d wbullon. there In a probabdily equal to the conlidence level deeded (a. g. 95%) Ilsl the queue lonnad during math red Interval wit be lame than or q..l In In. —.1— q ... (Prot, of ardvale . N) . (Red I0—I)^N ' exp(.N) / NI (the Polaeon deldpulan) (Poohof onlvale — N) . i - sum of pnnt b.1eleo Ia whklea 0, 1. ._ IC1 Max N Highest N sucn that Ilia sum of pmbablsllee v (1 - confidence levan 0— length . W.Irnum quota' Blmage length par vehicle nequirsd elaraga PM lane . oueue length I Number of IaMe, rounded Up to the nevi h"t whole vahid. Opposing bpw raw Yo. oppoeing volume W / opposing MI. flow role oop Unblecead GIC (µ91C) . (yC • Yoy(1 -Yo) APPROACHIMOVEMENT #1 02 #3 #4 05 #6 1 #7 1 #8 INPUT PARAMETERS: Volume (pre-PHF) (vph): G/C for movement: Number of lanes: CALCULATIONS: Length of red interval (sec): 64.4 69.3 Average total queue (veh): 1.8 0.1 Maximum total queue (veh): 4 1 Total queue length (feet): 100 25 Required storagoAano (fool): 100 25 PERMITTED LEFT TURNS: Opposing volume (pre-PHF): Opposing sat. flow rate: CALCULATIONS: Opposing flow ratio (Yo): Unblocked WC: Effective red interval (sec): Average total queue (voh): Maximum total queue (veh): Total gLleue length (feel): Required storage/lane (feet): METHODOLOGY AND FORMULAS USED: Long1h of red Inlarvel . (1 •OIC)' Cycle length Average quaue/.1.. volume' nod Interval / 3600 Maximum quoue: nendom W"IlConetanl-1ce nandom errWele behave .wording to a Poleem d wbullon. there In a probabdily equal to the conlidence level deeded (a. g. 95%) Ilsl the queue lonnad during math red Interval wit be lame than or q..l In In. —.1— q ... (Prot, of ardvale . N) . (Red I0—I)^N ' exp(.N) / NI (the Polaeon deldpulan) (Poohof onlvale — N) . i - sum of pnnt b.1eleo Ia whklea 0, 1. ._ IC1 Max N Highest N sucn that Ilia sum of pmbablsllee v (1 - confidence levan 0— length . W.Irnum quota' Blmage length par vehicle nequirsd elaraga PM lane . oueue length I Number of IaMe, rounded Up to the nevi h"t whole vahid. Opposing bpw raw Yo. oppoeing volume W / opposing MI. flow role oop Unblecead GIC (µ91C) . (yC • Yoy(1 -Yo) • r� 0 Project Name: Project Number: Analyst: Date: Filename: Intersection: Conditions (yr, alt., etc.): SIGNALIZED QUEUE ANALYSIS 5/31101 H:tproifileW3891axca112020sgWoXlw ewoDd XLSPGOUEUE GENERAL INPUT PARAMETERS: Cycle Length: WSec Confidence Level (C.L.): Storage length/vehicle: feet KITTELSON b ASSOCIATES, INC. 610 SW Alder, Suite 700 Portland, Oregon 97205 j� (503)226-5230 L—� Fax: (503) 273.8169 METHODOLOGY AND FORMULAS USED: Length of red Intend - (1 • G/C)' Cycle Isegth Average queus/btne - Voluha' Red Interval / AW Maximum queue: Random ertWepCanslsnl service Random urlvmt. behave scconsng to a Pudaan dsalautlon. Thera la e p ubablRy equal to the C.fld-oa Iwel desired (e.g. 95%) that the queue formed during each red Interval w01 be bee than or equal b the maxvn,en queue. (Pmbof artlwle . N) . (Rat tnt.—I)'N - sxp( N) / NI (Me POWon d41+Ih 11pn) (Prop of -1-1s .. N) . 1 . Sum d probslx!alse for vnhkles U. t, ..., N.I kW N Highest N such pat the sum of pmb AIA$ > (I - con0dxnI a haven Oueue length - Maximum queue' Storage length per vehicle Required storage per lane - Ouxu , length / Numtmr of lanae, rounded up to the next highest whole vehicle Opposing flow ratio yo • opposing volume vo I opposing sal. lbw rete sop unblocked Ox: (putt:) - (g/C - YoY(t-Yo) APPROACH/MOVEMENT M1 N2 f3 kir 1 M5 1 06 1 k7 q8 INPUT PARAMETERS: Volume (pre-PHF) (vph): G/C for movement: Number of lanes: CALCULATIONS: Length of red interval (sec): 86.4 27.0 82.8 23.4 82.8 82.8 82.8 Average total queue (veh): 1.0 10.3 2.0 10.8 0.3 0.3 1.8 Maximum total queue (veh): 3 16 4 16 1 1 4 Total queue length (feet): 75 400 100 400 25 25 100 Required storagoAano (toot): 75 200 100 200 25 25 100 PERMITTED LEFT TURNS: Opposing volume (pre-PHF): Opposing sal, flow rate: CALCULATIONS: Opposing flow ratio (Yo): 0.05 0.01 Unblocked G/C: 0.03 0.07 Effective red interval (sec): 87.5 83.6 Average total queue (veh): 0.4 1.9 Maximum total queue (veh): 2 4 Total queue length (feet): 50 100 Required storage/lane (feet): 50 1 100 METHODOLOGY AND FORMULAS USED: Length of red Intend - (1 • G/C)' Cycle Isegth Average queus/btne - Voluha' Red Interval / AW Maximum queue: Random ertWepCanslsnl service Random urlvmt. behave scconsng to a Pudaan dsalautlon. Thera la e p ubablRy equal to the C.fld-oa Iwel desired (e.g. 95%) that the queue formed during each red Interval w01 be bee than or equal b the maxvn,en queue. (Pmbof artlwle . N) . (Rat tnt.—I)'N - sxp( N) / NI (Me POWon d41+Ih 11pn) (Prop of -1-1s .. N) . 1 . Sum d probslx!alse for vnhkles U. t, ..., N.I kW N Highest N such pat the sum of pmb AIA$ > (I - con0dxnI a haven Oueue length - Maximum queue' Storage length per vehicle Required storage per lane - Ouxu , length / Numtmr of lanae, rounded up to the next highest whole vehicle Opposing flow ratio yo • opposing volume vo I opposing sal. lbw rete sop unblocked Ox: (putt:) - (g/C - YoY(t-Yo) Project Name: Project Number: Analyst: Date: Fllename: Intersection: Conditions (yr, all., etc.): SIGNALIZED QUEUE ANALYSIS 5/31/01 H:Wrop sIA38ftxcoM20s"o jOAKRIDOE.xLSI,SI000EUE GENERAL INPUT PARAMETERS: Cycle Length: sec Confidence Level (C.L.): Storage length/ ehicle: Mleet KITTELSON & ASSOCIATES, INC. 610 SW Alder, Suite 700 Portland, Oregon 97205 (503) 228.5230 Fax: (503) 273.8169 METHODOLOGY AND FORMULAS USED: Length of red iMervu . (1 • Q/C) ' cycle length Avenge q'uouaft • Volume' fled Interval / 36M Maeknum queue Random ardvaXonelanl wvim Rardom W h sla behave according to a Po aeon dW&t orlon. Tfv+e to a probsbl!ay equal to the conrelence WN destined (e g. 95%) Nal the q~ formed during each red Imsrval v ; be yore than or "-I to W muenum queue. (Robof anh ale . N) . (Red Inlen alyH' eq,( N) I N' (Ne Poleso , d@Idbudon) (Rob N aMwte — N) . I - Sum W probaMAles V vehicles 9. 1...., N I Mu N HVW N such that the sum of probabAt e* - it • conndence revert 0 Queue length . N4.vlmum queue • Storage lenglh per vehlcle Rng0red storage per Ian@ . Qusue length I Nuclber of lanes, rounded up 10 the next highest whole vahlNe Opposing Aow ratio Yo • opposing volume w I opposing MI row ole sop UntlWi ed (LC (gWC) . (WC • Yhy(l•Yo) APPROACH/MOVEMENT #1 #2 1 #3 1 #4 #5 1 #6 1 #7 #8 INPUT PARAMETERS: Volume (pre-PHF) (vph): 000000ioio G/C for movement: Number of lanes: CALCULATIONS: Length of red interval (sec): 114.0 111.6 Average total queue (veh): 1.7 2.7 Maximum total queue (veh): 4 6 Total queue length (feel): 100 150 Required storage4ane (feet): 100 150 PERMITTED LEFT TURNS: Opposing volume (pro-PHF): Opposing sat. flow rate: CALCULATIONS: Opposing flow ratio (Yo): Unblocked G/C: Effective red interval (sec): Average total queue (veh): Maximum total queue (veh): Total queue length (feet): Required storage/lane (feet): METHODOLOGY AND FORMULAS USED: Length of red iMervu . (1 • Q/C) ' cycle length Avenge q'uouaft • Volume' fled Interval / 36M Maeknum queue Random ardvaXonelanl wvim Rardom W h sla behave according to a Po aeon dW&t orlon. Tfv+e to a probsbl!ay equal to the conrelence WN destined (e g. 95%) Nal the q~ formed during each red Imsrval v ; be yore than or "-I to W muenum queue. (Robof anh ale . N) . (Red Inlen alyH' eq,( N) I N' (Ne Poleso , d@Idbudon) (Rob N aMwte — N) . I - Sum W probaMAles V vehicles 9. 1...., N I Mu N HVW N such that the sum of probabAt e* - it • conndence revert 0 Queue length . N4.vlmum queue • Storage lenglh per vehlcle Rng0red storage per Ian@ . Qusue length I Nuclber of lanes, rounded up 10 the next highest whole vahlNe Opposing Aow ratio Yo • opposing volume w I opposing MI row ole sop UntlWi ed (LC (gWC) . (WC • Yhy(l•Yo) Project Name: Project Number: Analyst: Date: Fllename: Intersection: Conditions (yr, alt., etc.): SIGNALIZED QUEUE ANALYSIS 5/31/01 H:I7opoaA�xceI12020alpque(jaRYANT.XLSIS1eQUEUE GENERAL INPUT PARAMETERS: Cycle Length: sec Confidence Level (C.L.): Storage length/vehicle: feet KITTELSON & ASSOCIATES, INC. 610 SW Alder, Suite 700 Portland, Oregon 97205 (503)228.5230 Fax: (503) 273.8169 METHODOLOGY AND FORMULAS USED: Length of red interval . (I � GIC)' Cycle length Avmage qumAsne . Vobma' Red Interval 136M Mai Queue: Raramm errivelfc-1sn1 eers+w llendom arrivals bNUW sttording to a Po~ Aes-D.Abn There is a probability equal to the eanlidenc$ IwN dsef'ed (a g 95%) that me true. lonmd during each rad hNerval asl be flee than or equal to lit♦ measn— queue (Prob. of Arrivals . N) a (Red Inlervel)MI' asp( hl ! NI one Pols— dteutbulbn) (Pmbpl erdvels — N) . I • 6um of probabrnws b vMxaea 0, 1, ... N I Mea NHighest N art± that the sum of rvobabdk." v (I • confidence level) 0 Oueue lenglh . Maximum queue' Storage length per vehicle nequlred sk"Oo per Mne . Queue length I Number of lanes, munded up to the nen tmgmel whale vehicle Opposing now rate Yo . opposing volume ro I oppoekeg eelflow rale top Unblocked GSC ;wdc) • (WC - Yown-Yol APPROACH/MOVEMENT N1 82 1 M3 1 04 M5 1 46 1 q7 1 k8 INPUT PARAMETERS: Volume (pre-PHF) (vph): G/C for movement: Number of lanes: CALCULATIONS: Length of rod interval (sec): 112.8 82.8 Average total queue (veh): 1.9 12.2 Maximum total queue (veh): 4 18 Total queue length (feet): 100 450 Required storage/lane (feet): 100 450 PERMITTED LEFT TURNS: Opposing volume (pre-PHF): Opposing sat. flow rate: CALCULATIONS: Opposing flow ratio (Yo): Unblocked G/C: Effective red interval (sec): Average total queue (veh). Maximum total queue (veh): Total queue length (feet): Required storage/lano (feet): METHODOLOGY AND FORMULAS USED: Length of red interval . (I � GIC)' Cycle length Avmage qumAsne . Vobma' Red Interval 136M Mai Queue: Raramm errivelfc-1sn1 eers+w llendom arrivals bNUW sttording to a Po~ Aes-D.Abn There is a probability equal to the eanlidenc$ IwN dsef'ed (a g 95%) that me true. lonmd during each rad hNerval asl be flee than or equal to lit♦ measn— queue (Prob. of Arrivals . N) a (Red Inlervel)MI' asp( hl ! NI one Pols— dteutbulbn) (Pmbpl erdvels — N) . I • 6um of probabrnws b vMxaea 0, 1, ... N I Mea NHighest N art± that the sum of rvobabdk." v (I • confidence level) 0 Oueue lenglh . Maximum queue' Storage length per vehicle nequlred sk"Oo per Mne . Queue length I Number of lanes, munded up to the nen tmgmel whale vehicle Opposing now rate Yo . opposing volume ro I oppoekeg eelflow rale top Unblocked GSC ;wdc) • (WC - Yown-Yol Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 0 MITIG8 - PM Peak Hour Thu May 31, 2001 13:09:26 Page 1-1 ---------------------------------------------------------------------••---------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour ----------------------------------------------------------------------•---------- Level Of Service Computation Report 1997 HCM Operations Method (Future Volume Alternative) Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access Cycle (sec): 90 Critical Vol./Cap. (X): 0.622 Loss Time (sec): 12 (Y+R = 4 sec) Average Delay (sec/veh): 8.5 Optimal Cycle: 49 Level Of Service: A Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ Control: --------------- Protected --------------- Protected --------------- Permitted ---------------� Permitted Rights: include Include Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 1! 0 0 ------------ Volume Module: --------------- >> Count Date: --------------- 9 May 2001 << 4.30 --------------- - 5.30 pm ---------------� Base Vol: 0 995 40 75 1214 0 1 0 15 25 0 45 Growth Adj: 1.10 1.34 1.10 1.10 1.34 1.10 1.10 1.10 1.10 1.10 1.10 1.10 Initial Bse: 0 1333 44 83 1627 0 1 0 17 28 0 50 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 1333 44 83 1627 0 1 0 17 28 0 50 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 0 1403 46 87 1712 0 1 0 17 29 0 52 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 1403 46 87 1712 0 1 0 17 29 0 52 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 0 1403 46 87 1712 0 1 0 17 29 0 52 ------------ Saturation Flow I --------------- Module: --------------- --------------- ---------------� Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.94 0.94 0.94 0.94 0.95 0.80 1.00 0.83 0.71 1.00 0.71 Lanes: 1.00 1.94 0.06 1.00 2.00 0.00 1.00 0.00 1.00 0.36 0.00 0.64 Final Sat.: 1900 3443 113 1787 3574 0 1529 0 1583 486 0 871 ------------ Capacity Analysis I --------------- Module: --------------- --------------- ---------------� Vol/Sat: 0.00 0.41 0.41 0.05 0.48 0.00 0.00 0.00 0.01 0.06 0.00 0.06 Crit Moves: **** **** **** Green/Cycle: 0.00 0.69 0.69 0.08 0.77 0.00 0.10 0.00 0.10 0.10 0.00 0.10 Volume/Cap: 0.00 0.59 0.59 0.59 0.62 0.00 0.01 0.00 0.11 0.62 0.00 0.62 Delay/Veh: 0.0 7.8 7.8 46.1 5.0 0.0 36.8 0.0 37.5 48.0 0.0 48.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 7.8 7.8 46.1 5.0 0.0 36.8 0.0 37.5 48.0 0.0 48.0 DesignQueue: 0 24 1 4 22 0 0 0 1 1 0 2 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 0 MITIG8 - PM Peak Hour Thu May 31, 2001 13:09:26 Page 2-1 ------------------------------------------------------------------------- Kittelson & Associates, Inc. -- Project 4389.00 • Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report 1997 HCM Operations Method Future Volume Alternative Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------I---------------11--------------- HCM Ops Adjusted --------------- Lane Utilization Module: ---------------� Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 0 1! 0 0 Lane Group: L RT RT L RT RT LT LT R LTR LTR LTR #LnsInGrps: 1 2 2 1 2 2 1 1 1 1 1 1 ------------I---------------11--------------- HCM Ops Input --------------- Saturation Adj Module: ---------------� Lane Width: 12 12 12 12 12 12 12 12 12 12 12 12 % Hev Veh: 1 1 2 0 Grade: 0% 0% 08 0% Parking/Hr: No No No No Bus Stp/Hr: 0 0 0 0 Area Type: < < < < < < < < < < < < < < < Other > > > > > > > > > > > > > > > Cnft Ped/Hr: 6 19 1 2 ExclusiveRT: Include Include Include Include % RT Prtct: 0 0 0 0 ------------I---------------11--------------- HCM Ops f(rt) --------------- and f(lt) Adj Case Module: ---------------� f(rt) Case: xxxx 5 5 xxxx xxxx xxxx xxxx xxxx 2 7 xxxx 7 • f(lt) Case: ------------I---------------11--------------- xxxx xxxx xxxx 1 xxxx xxxx 5 xxxx xxxx --------------- 5 xxxx ----------------� 5 HCM Ops Saturation Adj Module: Ln Wid Adj: xxxx 1.00 1.00 1.00 1.00 xxxxx 1.00 xxxx 1.00 1.00 xxxx 1.00 Hev Veh Adj: xxxx 0.99 0.99 0.99 0.99 xxxxx 0.98 xxxx 0.98 1.00 xxxx 1.00 Grade Adj: xxxx 1.00 1.00 1.00 1.00 xxxxx 1.00 xxxx 1.00 1.00 xxxx 1.00 Parking Adj: xxxx 1.00 1.00 xxxx 1.00 xxxxx xxxx xxxx 1.00 1.00 xxxx 1.00 Bus Stp Adj: xxxx 1.00 1.00 xxxx 1.00 xxxxx xxxx xxxx 1.00 1.00 xxxx 1.00 Area Adj: xxxx 1.00 1.00 1.00 1.00 xxxxx 1.00 xxxx 1.00 1.00 xxxx 1.00 RT Adj: xxxx 1.00 1.00 xxxx xxxx xxxxx xxxx xxxx 0.85 0.81 xxxx 0.81 LT Adj: xxxx xxxx xxxxx 0.95 xxxx xxxxx 0.82 xxxx xxxxx 0.88 xxxx 0.88 HCM Sat Adj: 1.00 0.99 0.99 0.94 0.99 1.00 0.80 1.00 0.83 0.71 1.00 0.71 Usr Sat Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Sat Adj: 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Fnl Sat Adj: 1.00 0.94 0.94 0.94 0.94 0.95 0.80 1.00 0.83 0.71 1.00 0.71 ------------I---------------11--------------- Delay Adjustment --------------- 11---------------� Factor Module: Coordinated: < < < < < < < < < < < < < < < No > > > > > > > > > > > > > > > > Signal Type: < < < < < < < < < < < < < Actuated > > > > > > > > > > > > > DelAdjFctr: 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 0 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 40 MITIG8 - PM Peak Hour Thu May 31, 2001 13:09:26 Fuge 2-2 --------------------------------------------------------------------..._._--------- Kittelson & Associates, Inc. -- Project 4389.00 Boones Ferry Road Corridor Study 2020 "No -Build" Scenario Conditions Weekday PM Peak Hour -------------------------------------------------------------------------------- Level Of Service Detailed Computation Report (Permitted Left Turn Sat Adj) 1997 HCM Operations Method Future Volume Alternative Intersection #9 SW Boones Ferry Rd/ Lanewood-Lake Grove Elementary Access Approach: North South East West Cycle Length, C: xxxxxx xxxxxx 90 90 Actual Green Time Per Lane Group, G: xxxxxx xxxxxx 8.65 8.65 Effective Green Time Per Lane Group, g: xxxxxx xxxxxx 8.65 8.65 Opposing Effective Green Time, go: xxxxxx xxxxxx 8.65 8.65 Number Of Opposing Lanes, No: xxxxxx xxxxxx 1 1 Number Of Lanes In Lane Group, N: xxxxxx xxxxxx 1 1 Adjusted Left -Turn Flow Rate, Vlt: xxxxxx xxxxxx 1 29 Proportion of Left Turns in Lane Group, Plt: xxXcxx xxxxxx 1.00 0.36 Proportion of Left Turns in Opp Flow, Plto: xxxxxx xxxxxx 0.36 xxxxxx Left Turns Per Cycle; LTC: xxxxxx xxxxxx 0.03 0.73 Adjusted Opposing Flow Rate, Vo: xxxxxx xxxxxx 81 1 Opposing Flow Per Lane Per Cycle, Volc: xxxxxx xxxxxx 2.03 0.03 Opposing Platoon Ratio, Rpo: xxxxxx xxxxxx 1.00 1.00 Lost Time Per Phase, tl: xxxxxx xxxxxx 4.00 4.00 Eff grn until arrival of left -turn car, gf: xxxxxx xxxxxx 4.12 0.28 Opposing Queue Ratio, qro: xxxxxx xxxxxx 0.90 0.90 Eff grn blocked by opposing queue, gq: xxxxxx xxxxxx 3.60 0.00 Eff grn while left turns filter thru, gu: xxxxxx xxxxxx 4.53 8.37 Max opposing cars arriving during gq-gf, n: xxxxxx xxxxxx 0.00 xxxxxx Proportion of Opposing Thru & RT cars, ptho: xxxxxx xxxxxx 0.64 xxxxxx Left -turn Saturation Factor, fs: xxxxxx xxxxxx xxxxxx 0.87 • Proportion of Left Turns in Shared Lane, pl: xxxxxx xxxxxx 1.00 0.36 Through -car Equivalents, ell: xxxxxx xxxxxx 1.52 1.40 Single Lane Through -car Equivalents, e12: xxxxxx xxxxxx 1.00 xxxxxx Minimum Left Turn Adjustment Factor, fmin: xxxxxx xxxxxx 0.46 0.31 Single Lane Left Turn Adjustment Factor, fm: xxxxxx xxxxxx 0.82 0.88 Left Turn Adjustment Factor, flt: xxxxxx xxxxxx 0.82 0.88 Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DOWLING ASSOCIATES, INC. 40 Kittelson & Associates, Inc. Transportation Planning/Traffic Engineering 610 SW Alder, Suite 700 Portland, Oregon 97205 (503) 228-5230 www.kittelson.com