willamette street bike lanes memo_final 5-11-11_with appendix
TRANSCRIPT
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Table 1: Study Area Roadway Characteristics
RoadwayFunctional
Classificationa
CrossSection
PostedSpeed
On-StreetParking
SidewalksBike
Lanes
Willamette St Minor Arterial 3-5 Lanes 25 mph No Yes South of32
ndAve
29 Ave Minor Arterial 3-4 lanes 30 mph No Yes Yes
Donald St Major Collector 2 lanes 25 mph Yes Yes No
32n
Ave Local Street 2 Lanes 25 mph North Side Yes No
aObtained from City of Eugene Street Classification Map. November 1999, Figure 60; This map is in Appendix A of theEugene Arterial and Collector Street Plan (ACSP).
Willamette Street Cross-Section-6*7/33"8*44*94.**40.+111*04/+2B*4C**2&;
46*"25?&
25*4."21/4/+21,.+8,/=*
3"2*1+246*2+.464+46.**3"2*1+246*1+>46A-"B3*&16+C16+C46**L/14/2)0.+111*04/+2="./*1
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Existing Traffic Volumes
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F*"NF*./+5DKP''4+QP''FA8AE/2!".06&'$$A$G/)>.*$16+C146**L/14/2)&'$$"A8A"25FA8A
F*"N6+>.4.",,/0=+3>8*1"3+2)C/4646*14>5#/24*.1*04/+23"2*)*+8*4./*1"254.",,/00+24.+3A
R"1*5+246*1*=+3>8*1%46*"=*.")*5"/3#4.",,/0D
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Future Traffic Volumes
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B"1*5+2.*0*246/14+./0"34.*251A&G/)>.*&16+C146*,>4>.*&'$Q"A8A"25FA8AF*"N6+>.4.",,/0
=+3>8*,+.*0"141A
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Intersection Traffic Operations
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94.**4:?&25
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0+25/4/+21A-6*+F*."4/+21"2"3#1/1C"1F*.,+.8*5,+.46*"A8A"25FA8AF*"N6+>.1B"1*5+246*
!"""#$%&'()*(+(,$-).(/0(18*46+5+3+)#?,+.1/)2"3/S*5/24*.1*04/+21A-6/18*46+5+3+)#F.+=/5*1"3*=*3+,1*.=/0*"25=+3>8*4+0"F"0/4#D=:0E."4/+,+.46*/24*.1*04/+2"25/41
8+=*8*241AV*=*3+,1*.=/0*DVW9E/1"X.*F+.40".5Y."4/2)D)6GEB"1*5+246*"=*.")*5*3"#
*LF*./*20*5B#=*6/03*1"446*/24*.1*04/+2AK-6*=+3>8*4+0"F"0/4#D=:0E."4/+/1"5*0/8"3
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Table 3: Existing and Future Study Intersection Operations (A.M. and P.M. Peak Hours)
IntersectionOperatingStandard
A.M. Peak Hour P.M. Peak Hour
Delay LOS V/C Delay LOS V/C
Existing 2011
Willamette St/29 Ave LOS D 25.9 C 0.61 37.9 D 0.76
Willamette St/32n
Ave/Donald St
LOS D 23.8 C 0.88 8.7 A 0.57
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Segment A: 29th Avenue Intersection
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Table 4: 29th Avenue Intersection Operations Comparison (A.M. and P.M. Peak Hours)
Intersection Scenario Option(s)OperatingStandard
A.M. Peak Hour P.M. Peak Hour
Delay LOS V/C Delay LOS V/C
Willamette St/29h
Ave
Future 2016 with existinggeometry (see Table 3)
A1 and A2 LOS D 27.1 C 0.63 40.3 D 0.78
Future 2016 with removalof a northbound lane
A3 LOS D 39.5 D 0.85 41.2 D 0.78
Delay = Average Stopped Delay per Vehicle (sec)
LOS = Level of Service of Intersection
V/C = Volume-to-Capacity Ratio of Intersection
Bold values (if any) do not meet standards or exceedavailable capacity
46
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Table 5: 2016 Queuing Estimates at 29th Avenue (Northbound Approach Lane Needs)
Intersection
(by Scenario) Approach Lane
95 Percentile Queuea Recommended
Storage A.M. Peak Hour P.M. Peak Hour
Current Northbound Approach Geometry
Willamette St/29
thAve
Northbound Left 250 ft 250 ft 175 ft to 250 ftb
Northbound Through 300 ft 325 ft N/Ac
Northbound Through-Right 175 ft 150 ft 175 ftd
Removal of a Northbound Approach Lane
Willamette St/29
thAve
Northbound Left 275 ft 275 ft 175 ft to 275 ft
Northbound Through-Right >1,000 ft 375 ft N/Ac
a95
thpercentile queues are rounded to nearest 25 feet.
bDue to roadway narrowing, left-turn lane storage may be limited. At a minimum, 175 feet should be provided (this isthe distance prior to where the road narrows).
cN/A = Not Applicable because this is the through movement.
dThe 5-lane cross-section on Willamette Street starts approximately 175 feet south of 29
thAvenue. The through-right
lane should extend this full length.
Segment B: 32ndAvenue/Donald Street Intersection
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Table 6: 32nd Ave/Donald St Intersection Operations Comparison (A.M. and P.M. Peak Hours)
Intersection Scenario Option(s)OperatingStandard
A.M. Peak Hour P.M. Peak Hour
Delay LOS V/C Delay LOS V/C
Willamette St/32n
Ave/Donald St
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Table 7: 2016 Queuing Estimates at 32nd Avenue (Two-Lane Southbound Approach)
IntersectionIntersection
Approach Lane95 Percentile Queuea Recommended
Storage A.M. Peak Hour P.M. Peak Hour
Willamette St/32n
Ave/Donald St
Southbound Right N/A N/A N/A
Southbound Left 200 ft 250 ft 250 ft
a95
thpercentile queues are rounded to nearest 25 feet.
bN/A = Not Applicable because this movement is operated primarily as a free movement, with the only exceptionbeing to service pedestrian crossings of Willamette Street.
Segment C: Willamette Street
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Appendix
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Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Willamette St -- 29th Ave QC JOB #: 10593301CITY/STATE: Eugene, OR DATE: 3/16/2011
5-Min CountPeriod
Beginning At
Willamette St(Northbound)
Willamette St(Southbound)
29th Ave(Eastbound)
29th Ave(Westbound)
TotalHourlyTotalsLeft Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 7 19 2 0 0 2 3 0 2 13 2 0 1 9 0 0 607:05 AM 14 15 2 0 5 8 3 0 5 8 6 0 1 8 2 0 77
Peak-Hour: 8:00 AM -- 9:00 AMPeak 15-Min: 8:30 AM -- 8:45 AM
292 568 51
5622151
93
254
195 69
240
44
911
328
542
353
705
485
361
583
0.89 0.87
0.85
0.90
0.92
3.1 1.4 7.8
1.83.63.9
1.1
2.8
5.6 5.8
2.5
2.3
2.3
3.4
3.5
3.1
1.4
4.7
3.3
2.9
10
10
4 4
1 1 0
000
0
4
0 0
3
0
276 cars peak
15 min
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Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Willamette St/Donald St -- 32nd Ave/Willamette St QC JOB #: 10593303CITY/STATE: Eugene, OR DATE: 3/16/2011
5-Min CountPeriod
Beginning At
Willamette St/Donald St(Northbound)
Willamette St/Donald St(Southbound)
32nd Ave/Willamette St(Eastbound)
32nd Ave/Willamette St(Westbound)
TotalHourlyTotalsLeft Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 5 0 0 0 3 5 0 28 0 0 0 0 0 0 0 417:05 AM 0 7 0 0 0 4 8 0 22 1 0 0 0 0 0 0 42
Peak-Hour: 8:00 AM -- 9:00 AMPeak 15-Min: 8:30 AM -- 8:45 AM
1 285 2
11187265
600
5
1 6
3
19
288
463
606
28
904
194
18
269
0.83 0.70
0.86
0.82
0.84
0.0 4.2 0.0
0.04.84.2
1.5
0.0
0.0 0.0
0.0
0.0
4.2
4.3
1.5
0.0
2.3
4.6
0.0
4.1
2
3
4 4
0 1 0
000
2
1
0 0
0
0
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Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Willamette St -- 29th Ave QC JOB #: 10593302CITY/STATE: Eugene, OR DATE: 3/15/2011
5-Min CountPeriod
Beginning At
Willamette St(Northbound)
Willamette St(Southbound)
29th Ave(Eastbound)
29th Ave(Westbound)
TotalHourlyTotalsLeft Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 23 31 6 0 19 37 11 0 7 13 22 0 7 27 8 0 2114:05 PM 23 24 3 0 14 46 5 0 14 20 16 0 8 22 6 0 201
Peak-Hour: 4:55 PM -- 5:55 PMPeak 15-Min: 5:35 PM -- 5:50 PM
271 298 43
15256093
112
252
317 111
328
66
612
805
681
505
476
988
447
692
0.87 0.87
0.85
0.86
0.95
0.7 3.0 4.7
1.30.70.0
0.0
2.4
1.3 3.6
0.6
1.5
2.1
0.7
1.5
1.4
2.1
1.2
2.2
0.6
8
18
5 10
1 0 0
010
0
0
0 0
7
0
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Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Willamette St/Donald St -- 32nd Ave/Willamette St QC JOB #: 10593304CITY/STATE: Eugene, OR DATE: 3/15/2011
5-Min CountPeriod
Beginning At
Willamette St/Donald St(Northbound)
Willamette St/Donald St(Southbound)
32nd Ave/Willamette St(Eastbound)
32nd Ave/Willamette St(Westbound)
TotalHourlyTotalsLeft Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 22 0 0 4 24 36 0 32 0 0 0 1 0 3 0 1224:05 PM 1 21 0 0 2 20 44 0 19 1 0 0 0 1 0 0 109
Peak-Hour: 5:00 PM -- 6:00 PMPeak 15-Min: 5:10 PM -- 5:25 PM
2 220 1
28300613
325
5
3 5
9
16
223
941
333
30
561
308
34
624
0.81 0.75
0.78
0.93
0.95
0.0 2.3 0.0
0.01.30.7
0.9
0.0
0.0 0.0
0.0
6.3
2.2
0.9
0.9
3.3
1.6
1.3
0.0
0.6
1
0
2 8
0 0 0
000
0
0
0 0
0
0
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TRAFFIC LEVELS OF SERVICE
Analysis of traffic volumes is useful in understanding the general nature of traffic in an area, but by itselfindicates neither the ability of the street network to carry additional traffic nor the quality of service
afforded by the street facilities. For this, the concept oflevel of service has been developed to subjectively
describe traffic performance. Level of service can be measured at intersections and along key roadway
segments.
Level of service categories are similar to report card ratings for traffic performance. Intersections are
typically the controlling bottlenecks of traffic flow and the ability of a roadway system to carry traffic
efficiently is generally diminished in their vicinities. Levels of Service A, B and C indicate conditions
where traffic moves without significant delays over periods of peak travel demand. Level of service D and
E are progressively worse peak hour operating conditions and F conditions represent where demand
exceeds the capacity of an intersection. Most urban communities set level of service D as the minimum
acceptable level of service for peak hour operation and plan for level of service C or better for all other
times of the day. TheHighway Capacity Manualprovides level of service calculation methodology for
both intersectionsandarterials.1 The followingtwo sectionsprovideinterpretationsoftheanalysis
approaches.
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UNSIGNALIZED INTERSECTIONS (Two-Way Stop Controlled)
Unsignalized intersection level of service is reported for the major street and minor street (generally, leftturn movements). The method assesses available and critical gaps in the traffic stream which make it
possible for side street traffic to enter the main street flow. The 2000 Highway Capacity Manualdescribes
the detailed methodology. It is not unusual for an intersection to experience level of service E or F
conditions for the minor street left turn movement. It should be understood that, often, a poor level of
service is experienced by only a few vehicles and the intersection as a whole operates acceptably.
Unsignalized intersection levels of service are described in the following table.
Level of Service Expected Delay (Sec/Veh)
A Little or no delay 0-10.0
B Short traffic delay >10.1-15.0
C Average traffic delays >15.1-25.0
D Long traffic delays >25.1-35.0
E Very long traffic delays >35.1-50.0
F Extreme delays potentially affecting > 50
other traffic movements in the intersection
Source: 2000Highway Capacity Manual, Transportation Research Board Washington, D.C.
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SIGNALIZED INTERSECTIONS
For signalized intersections, level of service is evaluated based upon average vehicle delay experienced byvehicles entering an intersection. Control delay (or signal delay) includes initial deceleration delay, queue
move-up time, stopped delay, and final acceleration delay. In previous versions of this chapter of the HCM
(1994 and earlier), delay included only stopped delay. As delay increases, the level of service decreases.
Calculations for signalized and unsignalized intersections are different due to the variation in traffic
control. The 2000 Highway Capacity Manualprovides the basis for these calculations.
Level of DelayService (secs.) Description
A 80.0 Forced Flow/Excessive Delays: Represents jammed conditions. Queues may block upstreamintersections. This level occurs when arrival flow rates exceed intersection capacity, and is considered to
be unacceptable to most drivers. Poor progression, long cycle lengths, and v/c ratios approaching 1.0 may
contribute to these high delay levels.
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Queuing and Blocking Report
2016 Future AM Peak Hour (Remove Lane) 4/28/2011
Willamette Street Bike Lanes Analysis SimTraffic Report
Page 1
Intersection: 1: 29th Ave & Will amette St
Movement EB EB EB WB WB WB NB NB B9 SB SB SB
Directions Served L T R L T R L TR T L T TR
Maximum Queue (ft) 145 475 145 100 359 85 239 1008 227 116 188 156Average Queue (ft) 84 194 78 57 190 29 193 501 25 40 95 45
95th Queue (ft) 148 376 169 110 344 79 277 978 176 86 161 110
Link Distance (ft) 536 336 940 443 348 348
Upstream Blk Time (%) 1 3 3 1
Queuing Penalty (veh) 0 0 28 5
Storage Bay Dist (ft) 120 120 75 60 215 115
Storage Blk Time (%) 6 18 0 8 37 0 6 20 0 6
Queuing Penalty (veh) 26 55 1 25 44 0 40 60 0 3
Intersection: 2: Willamette St & 32nd Ave
Movement EB WB NB SB B9 B9
Directions Served LTR LTR LTR LTR T
Maximum Queue (ft) 299 48 202 462 132 82
Average Queue (ft) 202 13 107 213 13 3
95th Queue (ft) 316 33 190 431 117 57
Link Distance (ft) 280 324 195 443 940 940
Upstream Blk Time (%) 2 2 3
Queuing Penalty (veh) 0 0 18Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 306
Queuing and Blocking Report
2016 Future PM Peak Hour (Remove Lane) 4/28/2011
Willamette Street Bike Lanes Analysis SimTraffic Report
Page 1
Intersection: 1: 29th Ave & Willamette St
Movement EB EB EB WB WB WB NB NB SB SB SB
Directions Served L T R L T R L TR L T TR
Maximum Queue (ft) 145 462 145 100 435 85 239 414 174 407 437Average Queue (ft) 93 207 104 84 381 27 170 197 116 204 224
95th Queue (ft) 157 391 179 120 525 81 262 358 192 350 364
Link Distance (ft) 536 415 616 501 501
Upstream Blk Time (%) 0 34 0
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 120 120 75 60 215 150
Storage Blk Time (%) 6 19 1 30 50 0 4 5 5 18
Queuing Penalty (veh) 33 83 5 123 91 1 15 15 15 29
Intersection: 2: Willamette St & 32nd Ave
Movement EB WB NB SB
Directions Served LTR LTR LTR LTR
Maximum Queue (ft) 258 51 146 780
Average Queue (ft) 129 13 54 764
95th Queue (ft) 212 36 106 791
Link Distance (ft) 280 324 195 750
Upstream Blk Time (%) 0 52
Queuing Penalty (veh) 0 0Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 410
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Queuing and Blocking Report Willamette Street Bike Lanes Analysis
Summary of 5 Runs 2016 Future AM_Preferred (Same Timing)
DKS Associates SimTraffic Report
4/28/2011 Page 1
Intersection: 1: 29th Ave & Will amette St
Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T R L T R L T TR L T TR
Maximum Queue (ft) 144 363 145 98 396 85 224 456 190 105 135 152Average Queue (ft) 70 153 69 53 151 29 147 130 111 39 67 71
95th Queue (ft) 134 292 154 99 301 76 233 281 176 79 115 124
Link Distance (ft) 618 676 561 554 554
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 120 120 75 60 200 150 115
Storage Blk Time (%) 2 11 0 10 25 0 4 2 2 0 1
Queuing Penalty (veh) 7 32 1 30 30 1 23 11 14 0 1
Intersection: 2: Willamette St & 32nd Ave
Movement EB WB NB SB
Directions Served LTR LTR LTR LT
Maximum Queue (ft) 398 49 283 190
Average Queue (ft) 179 13 120 80
95th Queue (ft) 306 36 223 154
Link Distance (ft) 473 440 350 832
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 149
Queuing and Blocking Report Willamette Street Bike Lanes Analysis
Summary of 5 Runs 2016 Future PM_Preferred (Same Timing)
DKS Associates SimTraffic Report
4/28/2011 Page 1
Intersection: 1: 29th Ave & Willamette St
Movement EB EB EB WB WB WB NB NB NB B9 SB SB
Directions Served L T R L T R L T TR T L T
Maximum Queue (ft) 145 620 145 100 694 85 224 490 186 7 140 403Average Queue (ft) 94 300 109 86 514 37 167 127 81 0 114 237
95th Queue (ft) 161 609 184 123 818 92 244 326 141 5 166 371
Link Distance (ft) 618 676 561 832 554
Upstream Blk Time (%) 4 18 0
Queuing Penalty (veh) 0 0 1
Storage Bay Dist (ft) 120 120 75 60 200 150 115
Storage Blk Time (%) 7 23 1 38 48 0 8 1 1 19 31
Queuing Penalty (veh) 39 105 5 156 89 2 27 2 3 54 49
Intersection: 1: 29th Ave & Willamette St
Movement SB
Directions Served TR
Maximum Queue (ft) 415
Average Queue (ft) 234
95th Queue (ft) 367
Link Distance (ft) 554
Upstream Blk Time (%)
Queuing Penalty (veh)Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: Willamette St & 32nd Ave
Movement EB WB NB SB B9
Directions Served LTR LTR LTR LT T
Maximum Queue (ft) 212 66 212 342 5
Average Queue (ft) 92 15 87 165 0
95th Queue (ft) 165 41 163 293 5
Link Distance (ft) 473 440 350 832 561
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network SummaryNetwork wide Queuing Penalty: 531
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10
10
10
10
10
4
5
10
10
105
510
10
13
6
5
10
10
13
6
6
10
10
106
Conceptual Willamette Street Striping Black lines correspond with prior design plans.Red lines correspond with new recommendation.
Shown only for northern section, primarily to illustrate approach to 29th Ave.