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Tigard Systems Study - April 1997 r ti, '..�, , -Th-f-- '1 ; im Wit Age , a --st - &.• „4/4.,4 . at , ''' 1111517. iff*S71 �L “%- r 4 , .1k. \ x w. 5 .I . ® ..,.y. .�.. u ifarglia.' If .t L lic ,, iN Tigard Systems Study Chapter 1 : Existing Conditions Prepared for City of Tigard Az',1iililliilli '\\, � � IA+-r --_p <. by DKS Associates April 1997 DKS Associates Chapter 1 • . �� III�ig1111! I � Existing Conditions This chapter summarizes existing traffic and transportation conditions in the City of Tigard. The primary focus is on vehicle traffic, although transit, pedestrian, bicycle and truck facilities have been considered as well. To understand existing travel patterns and conditions, a variety of aspects of the city's transportation system were considered. In the fall of 1994, an inventory of traffic conditions in Tigard was undertaken to establish a base year for all subsequent analysis. As refinements have been made to the regional land use forecasts over the past three years, conditions have changed. Current, up-to-date counts were conducted in 1997 at many of the same intersections and at some additional intersections. This data collection update provides a unique opportunity to look at intersection level growth trends within the City over a period of approximately three years. Updated counts were conducted only at intersections, however, the remaining data summarized in this chapter would still apply to current conditions, including relative variation among routes, peaking characteristics, speed zones, high accident locations, bus routes, etc. The following sections briefly describe existing roadway functions, circulation, traffic speeds and volumes and levels of service in the Tigard transportation system. Since other work is currently being undertaken to address pedestrian, bicycle and transit issues, this study focuses primarily on streets and highways. It relies heavily on previous work in these other transportation areas. PREVIOUS WORK There have been a number of previous studies in recent years which have dealt with transportation issues in Tigard. These studies provide extensive background into transportation needs and opportunities in the area, and have been important resources for conduct of the current study. Some of the key studies are summarized below: Tigard Transportation Safety Study, by Straam Engineers, Inc., October, 1979. This study provides an inventory of Tigard's transportation system, an analysis and identification of Tigard's transportation safety problems and a recommended five-year program for improving the transportation safety problems in the Tigard area. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 1 P94126x0 DKS Associates Tigard Triangle Traffic Study, City of Tigard, by ATEP, October 1986. This study focused on the 2005 development in the Triangle area studying traffic impacts from a link volume perspective. The study observed that streets in the Triangle were operating below designed capacity. Future conditions indicated level of service E and F conditions with buildout of the Triangle. Recommendations included widening ORE 99W to six lanes by 1995, 72nd and Dartmouth both being four lanes, an overcrossing of ORE 217 between Dartmouth and Hunziker, and TDM measures. Tigard Triangle Traffic Circulation Analysis, Oregon Department of Transportation, Region 1, 1988. This study assessed existing and future year 2015 conditions and defined a roadway plan for the Triangle. At that time traffic conditions were noted to have excess capacity available. Generalized forecasts of employment, housing and traffic volumes were made using the Metro regional model. The plan called for four lanes on 72nd Avenue south of Dartmouth Street, four lanes on Dartmouth from 68th to ORE 99W, four lanes on 68th from Haines to ORE 99W, plus a new north south connector roadway between Dartmouth and Hunziker. Bull Mountain/Walnut Area Urban Services Study, by City of Tigard, City Administrator's Office, February, 1988. This study addressed the feasibility of providing urban services to the Bull Mountain/Walnut area. The area consists of approximately 2,045 acres of unincorporated Washington County located due west of the current City of Tigard limits. The area is bounded on the north by Old Scholls Ferry Road and on the south by Beef Bend Road to SW 150th Avenue. The Urban Growth Boundary marks the western limit of the study area. The recommendations made by the City Administrator's office included supporting annexation proposals from the Walnut and Bull Mountain II/North Central areas, annexation proposals from Bull Mountain I/Southeast and Bull Mountain II/South Central areas be supported and encouraged by the City, discouraging annexation requests from Bull Mountain III/Northwest areas until annexation of the Walnut and Bull Mountain I-II areas are substantially completed and adequately served. It further stated that temporarily irregular boundaries and piecemeal annexations should be allowed, viewing the entire study area as the eventual logical boundary. Specific roadways in need of improvement (widening and curve realignment) include Bull Mountain Road and Beef Bend Road, which carry much of the traffic to and from the Bull Mountain area. Other roadways needing resurfacing and/or regrading include Walnut Avenue, 121st Avenue and 132nd Avenue. This study is important since much of the growth occurring in Tigard is taking place in this area. Washington Green Retail Development: Transportation Impact Analysis, Kittelson & Associates, October, 1988. The study suggests that the proposed project would have a very small impact on the surrounding street system, however, some improvements were recommended based on projected 2005 volumes. These improvements included 1) a five-lane cross section for the project frontage on Hall Boulevard, 2) a multi-phase traffic signal at Main Project Access/US Bank Access/Hall Boulevard, 3) an exclusive eastbound right-turn lane at Scholls Ferry Road/Hall Boulevard and 4) a second exclusive eastbound left-turn lane, a second westbound through lane and an exclusive southbound right-turn lane at Greenburg Road/Oleson Road/Hall Boulevard. Transportation Analysis for Pacific Realty Associates and The Koll Company, Mackenzie Engineering Incorporated, December, 1988 and update March, 1989. This study was performed to determine if the area transportation system could accommodate the proposed development. It was Tigard Transportation Systems Study April 23, 1997 Existing Conditions 2 P94126x0 DKS Associates determined that the system could accommodate the proposed project with certain improvements in place. These improvements included some internal site improvements as well as widening Upper Boones Ferry Road to five lanes between the I-5 overpass and the "project road" intersection, providing an additional right-turn-in-only access to the project to reduce traffic entering the "project road" intersection with Boones Ferry Road and widening Upper Boones Ferry Road at the 1-5 overpass to provide a right turn lane for southbound I-5 traffic. Some additional restriping was also recommended. It should be noted that the additional right-turn-in-only access was not constructed. Downtown Tigard Traffic and Circulation Study, by Kittelson & Associates, August, 1989. The focus of this study was to identify regional and downtown roadway improvements that would enhance traffic circulation patterns and allow for anticipated area development in accordance with the City's vision of urban design. The recommendations provided included 1) Construction of a Pacific Highway to Tigard Street loop ramp 2) Extension of Tigard Street to Nimbus Avenue through construction of the Tigard-Nimbus-Greenburg improvement option 3) Extension of Ash Street to connect between the Pacific Highway/Walnut Street intersection and the existing Hall Boulevard/Hunziker Road intersection 4) Improvement of Burnham Street between Main Street and Hall Boulevard and 5) Realignment of Burnham Street to connect with the existing Main Street/Tigard Street intersection. This study was later rejected when brought before voters. Washington Square Shopping Center, Existing Conditions Report, Kittelson & Associates, Inc., April, 1991. The study was conducted to determine the adequacy of the existing roadway system in the vicinity of Washington Square. The study states that there are traffic problems resulting from the significant amount of development in the area, such as Washington Square, Lincoln Center, Kohl Business Center, Embassy Suites, Target, etc., combined with growth in regional background traffic. It suggests that the improvements that are necessary to bring capacity-deficit intersections to acceptable levels would be very costly and are of regional nature. The recommendation is that a full transportation study of the area be conducted to determine near-term and long-term traffic needs. The study should consider a ten to twenty year future with appropriate staging over the next 10 to 20 years. Barbur Corridor Light Rail Transit Study, City of Portland, by Parsons Brinckerhoff, November 1991. This study identified preliminary information on potential ridership, capital costs, operations and maintenance costs, and impacts to some elements of the environment. In both the I-5 and Barbur alignments a LRT station was located at 72nd Avenue and Pacific Highway, adjacent to the proposed Tri-Met park and ride station. The LRT alignments studied terminated in downtown at the Tigard Transit Center. About 200 parking spaces were identified for the 72nd Avenue station site. The study provided level of service data at Pacific Highway and ORE 217 southbound ramps and indicated that conditions were E in 1990 and would be F in year 2005 (it identified Pacific Highway and Hall as F in 1990). The Pacific Highway Commercial Strip: (72nd Avenue to 79th Avenue, southside) It's Problems and Possible Solutions, by Michael Ray, December, 1992. This study addresses commercial strip development and identifies problems associated with it, particularly along the section of ORE 99W between SW 72nd Avenue to SW 79th Avenue. The report discusses access, mobility and aesthetic problems with this type of development and makes recommendations such as providing frontage and rear access roads, combining parking lots and driveways, adding additional lanes, consolidating lots, Tigard Transportation Systems Study April 23, 1997 Existing Conditions 3 P94126x0 DKS Associates reorienting buildings and connectivity to the adjoining residential neighborhoods. Suggestions concerning the landscape of the strip, buffer and overlay zones, sign ordinances, vegetation and pedestrian orientation were also presented. Village at Fanno Creek Park: Transportation Impact Analysis, by Kittelson & Associates, Inc., December, 1992. This study focuses on the impacts of a 218 unit multi-family residential development in Tigard. The site is located on the southeast side of SW Main Street and extends eastward to the alignment of the partially completed SW Ash Avenue in Tigard. The report concluded that, with the addition of the project, all study-area intersections are projected to continue to operate within acceptable level-of-service limits. It stated that no specific off-site operational improvements are required to ensure continued safe and efficient movement of traffic within the study area. Washington Green Retail Center Traffic Access Study, Kittelson &Associates, February, 1993. This study was an update to the Transportation Impact Analysis performed in 1988. The following traffic operational and safety improvements were recommended: 1) align main site entrance with existing US Bank access with at least a 40 foot cross-section, 2) install a multi-phase, fully actuated traffic signal and 3)provide half-street improvements on Hall Boulevard along the site frontage. It further stated that by making these improvements, the main site entrance would operate at an acceptable level of service at time of occupancy and accesses and signals along Hall Boulevard will be spaced adequately to ensure safe operations. Cub Foods Traffic Impact Study, Supervalu Inc, by Kittelson & Associates, February 1993. This study focused on the impacts of a new 156,000 square foot shopping center (including Cub Foods) at the intersection of 72nd Avenue and Dartmouth Street. Updated traffic counts were provided. The study found very limited street improvements were needed to accommodate Cub Foods (not even a signal at 72nd and Dartmouth). For the next 15 years the basic two lane configuration of 72nd Avenue and Dartmouth Street would be adequate with provision of turning lanes. Upon build out of the Tigard Triangle area, five lane cross sections on both 72nd and Dartmouth would be required. Picture This...The Results of a Visual Preference Survey, by A. Nelessen Associates, Inc., June, 1993. This study was sponsored by the Cities and Counties of the Portland Metropolitan Region and by Metro and Tri-Met. It was a survey consisting of 240 images representing a range of development forms. The images were rated by participants on a scale of positive 10 to negative 10, and focused on three areas--Transit Station Areas, Main Streets and Neighborhoods. The results showed a strong preference throughout the region for pedestrian-oriented mixed-use development at transit stations and along main streets. In residential neighborhoods, a street lined with small bungalows was the highest- rated preference, with pedestrian-oriented neighborhood centers considered to be desirable development forms. Small parks and open spaces were found to be desirable in all three categories. Tigard Triangle Specific Area Plan: Transportation and Traffic Evaluation, by DKS Associates, October, 1993. This study focused on three primary areas: 1) identification of transportation needs; 2) access needs beyond immediate boundaries of the Triangle; and 3) consistency with the Transportation Planning Rule. A different, and up to date, set of land use forecasts was used, compared to previous studies. The study found that significant improvement to three facilities serving the Triangle area would be required to retain acceptable level of service for external access: 1) refine ORE Tigard Transportation Systems Study April 23, 1997 Existing Conditions 4 P94126x0 DKS Associates 217/72nd Avenue interchange plans to narrow 72nd Avenue, retain loop on-ramp and relocate northbound ramp connection to Hunziker; 2) modify the I-5/Barbur Boulevard/64th interchange for more capacity. An initial concept has been developed to improve safety and capacity which will need further ODOT study; and 3) widen Pacific Highway to six lanes. Through traffic volumes forecast for this roadway warrant the widening. When the widening occurs, accommodations for LRT, bicycles, pedestrians and access control(landscaped medians)will need to be addressed. The recommended land use plan would reduce vehicle miles traveled (VMT) by over 13 percent compared to current zoning. Scaling collector streets to two lanes provides a balance of pedestrian scale, with emphasis on pedestrian linkages and plans for future transit. Hall/Greenburg/Scholls Area Traffic Needs Study, by Parametrix, Inc., January, 1994. This study focused on the area bounded by Hall Boulevard on the north and east, Fanno Creek on the west and Ash Creek on the south. The objectives of the study were to prepare a short-term transportation plan for the study area and to develop a database for use in longer-term planning. Recommended roadway improvements (most within the next five years) included: Adding right turn lanes at various locations within the study area, installing signal interconnect between Washington Square Road and Cascade Boulevard, widening Greenburg Road to add a left turn lane at Washington Square Road, widen Greenburg Road bridge, install traffic signal at Hall Boulevard/US Bank Access, creating dual eastbound left-turn lanes at Hall Boulevard/Greenburg Road (as necessary), acquire right-of-way for ultimate 5-lane cross-section of Greenburg Road from Locust to Hall, improve traffic signal timing to facilitate peak and off-peak through movement and various TDM, access control and alternative modes measures. 130th/Winterlake Connection Traffic Analysis, by Lancaster Engineering, July, 1994. This study analyzes the traffic impacts of the proposed completion of the 128th Avenue, Winterlake Drive, 130th Avenue minor collector via construction of a bridge over Summer Creek. A secondary objective of the study is to determine the potential for cut-through traffic from Hawk's Beard Street to North Dakota Street if the collector is completed. The analysis indicated that the potential for cut-through traffic on 128th/Winterlake/130th is low due to the relatively high travel time involved. It recommended a license plate survey to verify this after construction and implementation of speed reduction devices, if necessary. There is a more obvious need for traffic mitigation measures on Summerlake Drive between Hawk's Beard and North Dakota because of a high travel demand. Full or partial street closures are recommended to reduce or eliminate through traffic on this segment. 72nd Avenue/ORE 217 Interchange Analysis, by DKS Associates, August, 1994. This study evaluated the potential impacts of ODOT's"Phoenix Plan" in the vicinity of 72"d Avenue/ORE 217. The "Phoenix Plan" was ODOT's current plan for the I-5/ORE 217/Kruse Way interchange at the time the study was undertaken. The plan restricted access to 7211d Avenue from the I-5/ORE 217 interchange. Analysis was conducted with and without the diversion caused by the "Phoenix Plan". While the "Phoenix Plan" does divert traffic away from the interchange due to prohibited movements, the diversion does not improve traffic operation significantly enough to avoid the need for capacity improvements. In addition, level of service declines at 72"d Avenue/Bonita Road and at 68th Parkway/Haines/Atlanta due to the diversion. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 5 P94126x0 DKS Associates Tigard Triangle Traffic Analysis Update Study, by DKS Associates, May, 1995. The purpose of this study was to determine the impacts to the transportation network in the Tigard Triangle if the land in the Triangle is developed or redeveloped to commercial/retail use, rather than much of it as multi- family as was assumed in the previous study. The improvements needed under this development scenario include the following: additional east-west capacity (seven lanes on ORE 99W), a five-lane cross-section on 72nd Avenue between ORE 99W and south of ORE 217, modification to the 72nd Avenue/ORE 217 interchange, extension of five lane cross-section on Dartmouth from 72nd Avenue to 68th Parkway/I-5 southbound ramps, extension of Atlanta Street from 69th Avenue to 72nd Avenue as a three-lane cross-section, and new traffic signals at Dartmouth/72nd, Dartmouth/68th, Hanes/Atlanta/68th and potentially Atlanta/72nd. Traffic signal coordination strategies (systems) would be necessary for the network of signals on ORE 99W, 72nd Avenue and Dartmouth Street. Tigard Triangle Study , by Spencer& Kupper, 1996. This study identifies the need for Highway 99W to be widened to seven lanes, as well as widening for Dartmouth, 72nd, and Hall Boulevard. It also identifies the need for studying an additional access point into the Tigard Triangle. Highway 99W Interim Corridor Strategy, by CH2M Hill,March, 1997. This interim corridor strategy plan addresses the operation, preservation, and improvement of transportation facilities in the Highway 99W/OR 18 corridor. It covers a 20-year planning period, building upon federal, state, and local transportation and land use policies and plans. The involvement of residents, users, and other participants has resulted in extensive input to the strategy plan. This strategy will guide subsequent development of the Corridor Plan and Refinement Plans, and serve as the basis for selection of individual improvement projects and implementation of new or expanded transportation services. According to the strategy, traffic volumes for Highway 99W, near Interstate 5, are projected to be 95,600 for the year 2016. During the twenty year period, traffic volumes are expected to increase an average of 75 percent along both Highway 99W and ORE 18. Several major transportation projects under consideration in the corridor could affect future traffic volumes. In the Portland metropolitan area, studies of a Western Bypass, connecting U.S. 26 in Beaverton to I-5 near Wilsonville, were completed in 1995. The recommendations from that study included a variety of arterial improvements within southern Washington County and an expressway connection from Highway 99W in Tualatin to I-5 near the I-205 interchange. This facility, known as the Tualatin-Sherwood Highway, would be a four-lane limited access facility with an intermediate interchange at Tualatin-Sherwood Road. This project would respond to the increasing travel demands among southern and western suburbs of Portland and offer a direct connection between I-5 and Sherwood and Tualatin. The study recommends that ORE 99W remain at five lanes if this connector (between I-5 and ORE 99W) is built. The study also recommends that Transportation System Management/Transportation Demand Management (TSM/TDM) measures be implemented. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 6 P94126x0 DKS Associates STREET NETWORK The Transportation Planning Rule requires that classification of streets within the City be provided.' The classification must be consistent with state and regional transportation plans for continuity between adjacent jurisdictions. The City of Tigard has an existing street classification system. This system is shown in Figure 1.2 The number of lanes on roadways in Tigard are shown in Figure 2. Existing typical street cross-sections are shown in Figure 3. Washington County roadway classifications are generally consistent with City of Tigard designations. The following table shows roadway segments where the classification differs between the two jurisdictions. A table summarizing functional classification of Tigard streets by other jurisdictions is shown in the appendix of this report. ODOT and Metro only classify roads that are of statewide or regional significance, respectively. These classifications are compatible with Tigard classifications, although the specific titles may differ. ODOT and Metro classifications can be found in the Roadway Functional Classification According to Jurisdiction table in the appendix of this report. Functional Classification Differences Roadway Tigard WA County Greenburg Rd Major Collector Minor Arterial Scholls Ferry Rd Arterial Major Collector TRAFFIC SPEED AND VOLUME Speed zones on arterials and collectors within the City of Tigard are summarized in Figure 4. Speed zones are set by the Oregon's State Speed Control Board (SSCB). The SSCB is an independent board who sets speed zones for city streets, county roads and state highways passing through cities. The SSCB considers many factors such as roadway width, surface, lanes, shoulders, signals, intersections, roadside development, parking, accidents and 85th percentile speed. A decision made by the SSCB is not arbitrary or political, and is based on the considerations described above. Speed zones are set by the State of Oregon using an analysis process which considers the measured 85th percentile speed of traffic on a given roadway. Speed zones are not set arbitrarily or as part of a political decision.' Transportation Planning Rule,State of Oregon, Department of Land Conservation and Development, Section 660-12- 020(2)(b), May, 1991. 2 Comprehensive Plan: Transportation Map, City of Tigard,Ordinance No. ORD-91-13, Map adopted June 11, 1991. 3 Speed Zoning: Who Decides, State Speed Control Board,April, 1992. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 7 P94126x0 L/I%J I-\S iuCIdl&S I i& �S# TAYLOR'S FERRY• .i City of Tigard a0 NOT I0 -i a a TO SCALE I I z Systems S. 1-- a- > Li r N _ DR' 46 411\G CONESTOGA �0 I = RD. K w F- 1::1 s. to > aI w N T ➢ y • a w a w a � d ti z a CU 1- w M a , 9 OAK ^ V/ n } a SOL 1111V NE ST A_ a S SHADY ,F - LI( Legend 9`.9 z ITA ST a _ L- 448.444.0114%, PFAFFLE S m ® — ARTERIAL d 41111: A , INTER LAKE RD w,m,Es �� MAJOR COLLECTOR Q� • ST — MINOR COLLECTOR MORNING . LL FAL P' • RI DR aco niCC � 40‘1111°P\1 *W 4' "A+ • > 1 Li A PARK v S T. Li .tz:i.' ui z Fri 4 TECH CENTER DR Lia BULL MOUNTAIN '• , Notes z •NTERBURY ::11. :i cti <s900 PINEBROOK ST ti›, 15F� a z w a SATTLER 1111..WM i C": SUMMERFIEL �Q ��:j .•r wBEND ' _ PJ� tt SEEP r > .. 0 0K a Q Y N \ / 2 RD. Figure 1 FISCHER EXISTING FUNCTIONAL o�� 1 CLASSIFICATION S $�19�9 DKS Associates c. „, a,,C., 2 TAYLOR'S < FERRY _ RD City of Tigard ilf A NOT Systems Study TO SCALE g” < DR r CONESTOGA o y 0 cS ' % -o. 2 LOCUST ST, <. W . I� i N a > i - l" g ` a OAK „�_ ST, ai P. Q, ��.0 ,` w PINE ST 4 S 4 S SLA. I Legend g $ lN. r NORTH ADAKOTA ST • ® • $o > r PFAFFLE Sr P IIIIIII ttt - 3 LANES vr- SGka q, WINTER LAKE 2 TIGARD roil?, NILANIH NAtH[r a DR ; `.1 :r �� — 5 LANES PORNIND HILL FAL•� �, +4 ' < RSC DR < �4.I}' T hC,M� ` $i�� .t �RR� � 'NT r Airr fT 4 44t ft (�, dliPP / = JpA- . AEti.?kf, ., SCHOLLS J _ ST sr AM; ST =31 " W W < PARK 0 , YARNS ST,_� 4~• VI r y S u 44 F IC". ,n�� ST. r• R. TECH CE TEN RRR LR j' „� AARDE .. I MCDONAlO T. 'IIS 1 _ \4 111 j oR < BULL ` 5.. Notes BULL MOUNTAIN RD BOHITA - RD. RD. CANTERBURY F MOUNTAIN LN ® m PINE BROOK ST. i i j < r 2 Z i Q o SAI TL ER ST, ROSS ST. co J' ' ^' rd I1 cPaP lir le SUMMERFIEL. A$' : L' f 2 gq W : 1`. P C BEND in munsitialitimittu mu I tifflurnr RD. ,t -*N'''N.e..,t P Figure 2 FISCHER / P. Ra 1 _ ROADWAYS WIN MORE oc o� ) THAN TWO LANES �R ,��'� DKS Associates Local Street p Residential 4 '' �q�g .IAS: it IRWuvwwuw � innwiuv 2.5' ll mm { 24'-32' { ml ��{ I II I I R/W 36'-50' 1 1 III Local Street Commercial & Industrial ,1 R4 '�.4,:: ... -- { ii 1 y 1 (ml I 34' Im) 1 ISI 2.5' !m II m I R/W 50'Im) I p Minor Collector ,fir I 2.5' 5• 40' 5" I.5J (m) ' 1(4 (ml1 I R/W 60" Iml Im! I 1 Major Collector Center Turn Lane ill "'� or Median 114 (ml I 16 1 12' I 16' 1 (ml it m II 1 R/W 60'-80' m 1 m Arterial Center Turn Lane .t.r, or Median '!`"-'.„,,,-.r .,1 15' 8' I 14' { 12' 1 I2' 1 I2' { 14' 1 8" 1.5' Iml Iml Im( (ml1 1 R/W 60'-90' 1 (m) - Minimum Required Width • Figure 3 EXISTING TYPICAL STREET CROSS SECTIONS DKS Associates A a• ti �S� TAYLOR'S FERRY p. City of Tigard 411) TOsOLE g Systems Study , 35 CONESTOGA` 1 �, , 4 _ }{i LOCUST `�I T 'D. el r. > a �!1101451100i: - OAK ��I T r > /© O sr¢D l[I PINE ST Ii NO ex eLVp SNADY Legend p�p LN. —MDTA ST 1y35 FIMED X ,a LD a,S (7ffS! > PTACFLE 35�P ST. 5(,t� q. /,©, VINTER LAKE I ARD {J �TL�NTA IMTN[S R. OR ` ti �• .r� ‘Iii � ii xcm 41 IORMNG H1LL FAL•i ` 4 0� O R SE DR 4 ti D^ STN ST �'srcco .L ye P[[D 4 Y 30' • x[i. 45 35 S MOLLS 4 <5,-*" • - sP[n, g ' s 35;, AMPT.. T jo < PARK YARNS ST, kiiiil35 �� y4P F BCT"'. E� �� Y, ^�c� iN Wj TCRR' xii TECH CENTER DR •_.iri1lL MOUNTAIN RDBULL ` 45 Notes rc[D CANTER. 'Y Z 'c- - . 40' LI A,,. .• • NEBROOK ST. 35 J BATTLERlig, ROSS ST. �` v 4111111 Fzl, P# .y a`ti SMMERFIEL• �, V.If •u.... $1BEND • Y\—/ .. !8 Figure 4 RD. FISCNER e 35 SPEED ZONES `f P• DKS Associates Vehicle speeds on several collector and residential streets are a concern for the community. As examples, streets such as Watkins and Bull Mountain Road are locations mentioned in discussions with the community. In most cases, speeding becomes very noticeable when it is above 35 miles per hour. Speeding can usually be expected on local streets which are wide and straight for long stretches or where downhill grades are extended. A complete inventory of peak traffic conditions was performed in the fall of 1994 as part of the Tigard Transportation System Plan. The traffic counts conducted as part of this inventory provide the basis for analyzing existing problem areas as well as establishing a base condition for future monitoring. The City of Tigard conducted evening (4-6 PM) peak period turning movement counts at 30 locations to determine intersection operating conditions. Updated counts have been conducted in 1997 at many of these locations, plus a few additional locations, for a total of 49 intersections. Figure 5 shows the existing average daily and peak hour traffic volumes on several key routes in Tigard. On a typical day, ORE 99W is the most heavily traveled street in Tigard. The segment near the ORE 217 ramps carries about 46,000 vehicles per day (two-way). Figure 6 shows average daily traffic (ADT) on several routes in Tigard. Figure 6 Traffic Variation in Tigard 50000um ORE 99W _ 45000 ❑Scholls Ferry Road 40000 ■Greenburg Road 35000 30000 M Hall Boulevard Q 25000 ❑Bonita Road 20000 ■72nd Avenue 15000 �. um 121st Avenue 10000 ❑Bull Mountain Road 5000 0 - IIIIIIIIIII� ■109th Avenue M 92nd Avenue Roadway ❑Ashford Street Tigard Transportation Systems Study April 23, 1997 Existing Conditions 12 P94126x0 DKS Associates 4 4 p to � TAYLOR'S r3 FERRY D_ City of Tigard M�'S chi i% a NOT Systems Study TO SCALE y W 1 ' gid ii 1 N ; CONE$ DR ` :30 c+ dLd x S RSH §\ -D. " ,LOCUST Si, a E W 3600 Q - BEND".". ` >� °9g, = a > > a % OAK '-�0 0 ST. ^ ; A a ,,, :i.,„..„, I PINE ST 4 ig .� 000, _ `� �O` Legend 4100 NORTH DAKOTA 5400 ST (If ^ �v1y yyy �o ams W W S AVEPFm ST ��XX) — PEAK HOUR VOLUME 5T'� N. RQ n VDRTER LAKE i P > C,Pff �.. ATLANTA sT HASTES xxX – ADT VOLUME i� TIGARD • H i lOC ` > i W MORNING HILL FALCON a _, f, ; ��/�• < a O RISE DA < � l ( J a4-0,-, ,I XXXX — DAILY VOLUMES FROM i ~ r Rci ` r TN sT PREVIOUS COUNTS 1� 4�� wool. s 't+��3` k�� ' (1993-94) r ir5 M1N 4tiy9 - `r SCH0.LS M ST4kb 42 r'Ff�P HAMPTON ST a \> FONNER .'y - df Sr It i a L P a 1000 �4 YARNS ST. PARK ST. R yt 5~ v e� +�s ?'C tfRR' : c5 VV ST. x GAARDE ST. McDONALD ST. TECH CENTER DR \ 0 ) a a nA BULLS a '�AA�.` Notes lull MOUNTAIN RD �]n BONITA RD. ( LW) V��V/ RD' CANTERBURY �Y ` VOLUMES ARE SHOWN IN APPROXIMATE MOUNTAIN m PIPEBROOK ST.�— 10,700 LOCATIONS Li a ® ; W ��/�/� 4j a o SATTLER 1500 ST, ROSS ST. W A o u �A a — g ^ ti�` cp a '- l r V SUMMERFIEL� wq �� /� aT rx- \a 1 G:�/i/�° P J ` BEND DURHAM a RD. n�� (5 00) .6, 19,100 �°v `` 3900 < fe9- "-'' E s Y \ _ ` p87 Figure 6 FISCHER, RD ig �' EXISTING P. TRAFFIC VOLUMES DKS Associates Traffic data collected over the course of this study illustrate the typical fluctuations of traffic over the course of a day (Figure 7). In particular, Figure 7a shows traffic volumes on ORE 99W, both at the south City Limits and near downtown Tigard. This figure demonstrates that morning and evening peak periods have similar characteristics in both locations, but that there is much more midday traffic in downtown than at the south City Limits. In Figure 7b, traffic volumes are shown for streets near retail areas of Tigard. These graphs show that traffic volumes generally tend to increase over the course of the day (through the evening peak period). In Figure 7c, streets showing typical residential and employment areas are shown. These streets generally tend to peak in the morning and evening peak (commute) hours. ACCIDENTS The number of vehicle accidents in Tigard is higher than other cities in the metro area of comparable size and location. Compared to Hillsboro or Lake Oswego, Tigard has two to three times as many accidents. This is due to the regional nature of several of Tigard's facilities.' Both the regional highway and regional retail facilities in Tigard tend to generate significant traffic incidents to which the police department routinely responds. The following four areas are all regional in nature and have the highest accident rates in the City: • ORE 99W-In particular, the segment between Hall Boulevard and ORE 217. Many of the accidents are due to access issues or turning traffic (many driveways). • ORE 217 - In particular, the segment between ORE 99W and 1-5. Many of the problems here are related to merging traffic and rear-end accidents the end of the traffic queue. • Washington Square- In particular, on Greenburg Road between Locust Street and the ORE 217 ramps due to the large volume of vehicles, weaving and turning vehicles. The large number of people from outside the area traveling to shopping areas increases the number of system users who are not familiar with the circulation. • Tigard Triangle (bounded by ORE 99W, I-5, ORE 217) -This is developing as a regional retail center, thereby increasing vehicle trips in the area. It is now experiencing similar "out of area" drivers to the Washington Square area. The accident rate has increased by 50 percent in the last two years.' 4 Per meeting with Tigard Police Chief Ron Goodpaster,on February 14, 1995. 5 Per meeting with Ron Goodpaster, City of Tigard Police Chief, February 14, 1995. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 14 P94126x0 DKS Associates ORE 99W North of Tualatin River Weekday 3500 PM Peak AZ 3000 - 2500 I 2000 Southbound ' Northbound Ta 1500 -- 1000 500 Ell 0 II I 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 g Oaiaiaa aaa ggggggggggggggg rn a In n co rin r;i 4 6 rz.: or ei 6 — nl Time of Day ORE 99W West of ORE 217 Ramps Weekday PM Peak 35001 3000 4 2500 -4- woo 1' Westbound MI Eastbound 1500 T t000 I I 4 I 1111111111111111ill4l 8 8 8 8 8 8 8 8 8 8 g 8 8 8 8 8 8 8 8 8 8 8 8 7 6 r'•.: 6 6 — 6 4 rz.: 6 6 g; a;; ggggggggggggggg nt CV cv Time of Day Figure 7a ORE 99W (Hourly Traffic Variation in Tigard) Tigard Transportation Systems Study April 23, 1997 Existing Conditions 15 P94126x0 DKS Associates Upper Boones Ferry Road South of Durham Road Weekday 1400 - PM Peak —A 1200 1000 - t' 800 Southbound •Northbound TO 600 + 400 - 200 4'- 0 1111111111111 I III 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 Oi 0 N iO 4 Itt 0 n: Ois g ggggggggggggggg 0 ni 4 N 0 Of fi ;7; e4 CO Tiros of Day SW Bonita Road West of I-6 Overpass Weekday 1200 - PM Peak 1000 jr 800 D Westbound t 600 •Eastbound 400 7 200 - 0 In.' ' 1.—.11111 I iiiit I 8 8 8 8 88 $ 88888 $ 8888888aaaa `,; 6. 7 ti 7 4. 'I '. 63. Q000008 2; 8 8 8 8 8 8 a 8 8 8 8 9 8 8 gCi 4 n 000 000) Time of Day Figure 7b Retail Areas (Hourly Traffic Variation in Tigard) Tigard Transportation Systems Study April 23, 1997 Existing Conditions 16 P94126x0 DKS Associates Bull Mountain Road West of SW 150th Avenue 9.e1 Band Road Wast of 105th Avenue Weekday Weekday /PM P.ak 450 T 450 T —I 400 T 400 - PM P.ak 350 • 3501 A7 300 it .- — 300 - — I i 250 7 O Westbound i 250 t0 Westbound .Eastbound Y Eastbound200 - c 200 , r 150 - 150 - 100 - 10) 50 - 1 1 1 1 1 1 50 —� �111 i6 1 �.a:a:�:��1 1 1 1 1 1 f 1 1 1 �1 1 1 I 1I1�1�1❑I .�:=4a : i 1 I 1 1 1 1 1 1 1 0 - 0 .� p $ 8 8 8 $ $ $5 8 8 $ $ 8 $ 8 8 8y $ 8 8 8 8 8 $ $ $ 8 $ 8 8$ 8 8 $ 8 $ 8 8 $ 8 8 8 8 8 8 8 8 8 8 8 $• 8 8 8 8 8 '' $ $. 8 8 8 8 8 $ $ 8 $ $ $ $ $ $ 8 8 8 8 $ $8 8 $ 8 $ $ $ $ 8 8 8 $ $ $ $ $ $ $ $ 8 m O n n r m m n n g - m m n m m o - « n 4 di ad A m m o - A n Tim4 01 Day Tkt.of Day Nall Boulevard South of ORE 217 Overages SW 72nd Avenue 5005 of Bonita Road Weekday Weekday r PM Peak PM Peak 1200 1200 T — 1000 1000t 800 — - € € i I niil — ❑Southbwle500 - O Southbound Y 0 II Northbound li- ii Northbound F 11 4W 400 - 200 - . 200 0 :a�l�.�.�.=,1 4 i Iliil I 1 1 1 1 1 1 1 1 1 6 - 161 0 - - r=-- - v 1 1 1 1 il 1 1 1 1 1 1 iili1611;iii 888888888888888888888888 88888888888_ 8888888888888 g88 ; $ $ $ $ g8888 $ 8 $ g $ $ $ $ $ g $ 8. 888s8 $ 8 $ $ ggggg $ $ $ $ $ $ 8 gn . n m m n O . A n 4 di m n m m .p.: n n n ii g m .'j ::of Dat f - - ' - t H ry n ry Tm.of Day Figure 7c Residential and Employement Areas (Hourly Traffic Variation in Tigard) Tigard Transportation Systems Study April 23, 1997 Existing Conditions 17 P94126x0 DKS Associates SCHOOLS There are a number of schools in Tigard where the surrounding roadways create barriers for access due to limited width and pedestrian facilities. In conversations with the Tigard-Tualatin School District, the following issues were noted by school site:6 • Metzger Elementary • Adequacy of walking paths and adjacent street width • Mary Woodword School • Difficult for traffic circulation due to congestion • Fowler Intermediate School • Access from both Walnut Street and Tiedeman Avenue • Durham Elementary School • Adequacy of Durham Road width, walking paths, turn lanes • Tigard High School • Driveway spacing conflicts • Templeton Elementary School • Adequacy of sidewalks TRAFFIC CONTROL Tigard has 64 signalized intersections, with the majority on arterial streets. A summary of the ownership of these signals as well as who operates and maintains them is shown in Table 1. There are five key coordinated systems within the City. These include: • ORE 99W • 72nd Avenue between ORE 217 southbound ramps and Hampton Street • Scholls Ferry Road • Greenburg Road between ORE 217 southbound ramps and Locust Street • 72nd Avenue between ORE 217 southbound ramps and Hampton Street Of the 64 signals in the City of Tigard, 11 are owned by the City of Tigard, 9 are owned by Washington County and 44 are owned by ODOT. Most signals do not need upgrade or modernization. The signal at Main Street/Scoffins Street is the oldest in the City and would be the most likely candidate for upgrade. The signal at 72nd Avenue/Bonita Road has recently been upgraded to include protective/permissive left turn phasing on all approaches. The signals at Durham/Upper Boones Ferry Road, 72nd Avenue/Boones Ferry Road and 72nd Avenue/Carman Drive should eventually be intertied. 6 Per conversation with Dr.Joki, Superintendent, Tigard-Tualatin School District, February 22, 1995. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 18 P94126x0 DKS Associates Figure 8 shows the signalized locations. Traffic signals are valuable devices for the control of vehicle and pedestrian traffic. Traffic control signals, properly located and operated, can have one or more of the following advantages: • The provide for the orderly movement of traffic • Where proper physical layouts and control measures are used, they can increase the traffic handling capacity of the intersection • They reduce the frequency of certain types of accidents, especially right angle type • Under favorable conditions, they can be coordinated to provide continuous or nearly continuous movement of traffic at a definite speed along a given route • They permit minor street traffic, vehicular or pedestrian, to enter or cross continuous traffic on the major street Improper or unwarranted signal installations may cause: • Excessive delay • Disobedience of signal indications • Circuitous travel of alternative routes • Increased accident frequency, particularly rear-end type Consequently, it is important that the consideration of a signal installation and the selection of equipment be preceded by a thorough study and based on consistent criteria. The study must identify the need for left turn phasing, lanes and phase type. The justification for the installation of a traffic signal at an intersection should be based upon the warrants stated in the Manual on Uniform Traffic Control Devices' (MUTCD). The MUTCD has been adopted by the state of Oregon and is used throughout the nation. The same conditions hold true for installation of stop sign traffic controls. Specific warrants identify conditions which may warrant two-way or multi-way stop sign installations. A stop sign is not a cure- all and is not a substitute for other traffic control devices. Guidelines and warrants for stop sign installations are outlined in the MUTCD. ' Manual on Uniform Traffic Control Devices for Streets and Highways, US Department of Transportation, Federal Highway Administration, 1988,pages 4C1-4C12. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 19 P94126x0 DKS Associates Table 1 Tigard Signal System Intersection Ownership Agency Operating Agency Maintaining Scholls Ferry Road Old Scholls Ferry Road WA County WA County Beaverton Murray Boulevard WA County WA County Beaverton 130th Avenue WA County WA County Beaverton 125th Avenue WA County WA County Beaverton 121st Avenue WA County WA County Beaverton Conestoga Drive WA County WA County Beaverton Nimbus Avenue WA County WA County Beaverton Cascade Avenue ODOT Beaverton Beaverton ORE 217 Southbound Ramps ODOT Beaverton Beaverton ORE 217 Northbound Off-Ramp ODOT Beaverton Beaverton ORE 217 NB On-Ramp/Washington Square ODOT Beaverton Beaverton Hall Boulevard ODOT Beaverton Beaverton Hall Boulevard Scholls Ferry Road ODOT Beaverton Beaverton Embassy Suites Driveway ODOT ODOT ODOT Target Driveway ODOT ODOT ODOT Circuit City/US Bank Driveways ODOT ODOT ODOT Greenburg Road/Oleson Road ODOT ODOT ODOT Locust Street ODOT ODOT ODOT ORE 99W ODOT ODOT ODOT Hunziker Street ODOT ODOT ODOT Burnham Street ODOT ODOT ODOT McDonald Street ODOT ODOT ODOT Bonita Road ODOT ODOT ODOT Durham Road ODOT ODOT ODOT Tigard Transportation Systems Study April 23, 1997 Existing Conditions 20 P94126x0 DKS Associates Intersection Ownership Agency Operating Agency Maintaining Durham Road ORE 99W ODOT ODOT ODOT Summerfield Drive Tigard Tigard WA County 92nd Avenue Tigard Tigard WA County Hall Boulevard ODOT ODOT ODOT Upper Boones Ferry Road ODOT ODOT ODOT 72nd Avenue Tigard Tigard WA County 72nd Avenue Durham Road Tigard Tigard WA County Upper Boones Ferry Road Tigard Tigard WA County Carman Drive Tigard Tigard WA County Bonita Road Tigard Tigard WA County Varns Street/ORE 217 SB Ramps ODOT ODOT ODOT Hunziker Street ODOT ODOT ODOT ORE 217 NB Ramps ODOT ODOT ODOT Hampton Street Tigard Tigard WA County ORE 99W ODOT ODOT ODOT ORE 99W 68th Avenue/69th Avenue ODOT ODOT ODOT 72nd Avenue ODOT ODOT ODOT Tigard Cinemas ODOT ODOT ODOT Dartmouth Street ODOT ODOT ODOT ORE 217 Northbound Ramps ODOT ODOT ODOT ORE 217 Southbound Ramps ODOT ODOT ODOT Hall Boulevard ODOT ODOT ODOT Greenburg Road ODOT ODOT ODOT Johnson Street/Main Street ODOT ODOT ODOT Walnut Place ODOT ODOT ODOT Garrett Street ODOT ODOT ODOT Park Street ODOT ODOT ODOT Tigard Transportation Systems Study April 23, 1997 Existing Conditions 21 P94l26x0 DKS Associates Intersection Ownership Agency Operating Agency Maintaining Tigard Marketplace ODOT ODOT ODOT Gaarde Street/McDonald Street ODOT ODOT ODOT Canterbury Lane ODOT ODOT ODOT Bull Mountain Road ODOT ODOT ODOT Beef Bend Road ODOT ODOT ODOT Royalty Parkway ODOT ODOT ODOT Durham Road ODOT ODOT ODOT Fischer Road ODOT ODOT ODOT Greenburg Road ORE 99W ODOT ODOT ODOT Tiedeman Avenue Tigard Tigard WA County Cascade Boulevard Tigard Tigard WA County ORE 217 Southbound Ramps ODOT ODOT ODOT ORE 217 Northbound Ramps ODOT ODOT ODOT Washington Square Road WA County WA County WA County Locust Street WA County WA County WA County Hall Boulevard/Oleson Road ODOT ODOT ODOT Carman Drive I-5 Southbound Ramps ODOT ODOT ODOT I-5 Northbound Ramps ODOT ODOT ODOT Sequoia Parkway Tigard Tigard WA County Upper Boones Ferry Road Bridgeport Road ODOT ODOT ODOT Durham Road ODOT ODOT ODOT Main Street Scoffins Street Tigard Tigard WA County Tigard Transportation Systems Study April 23, 1997 Existing Conditions 22 P94126x0 DKS Associates �\ /' d,6` z TAYLOR'S FERRY RD. City of Tigard �111� ��g a Systems Study NOT ro SCALE .v/1 1. d CONESTOGA 'I.0 D. LOCUST ST. a Al K J ` y< y 2 6 > a l^ ` OAK ST. 06 n .I` PINE ST 4 SHADY ♦� € LN. j ay Legend Z- v. \ DAKOTA ST NORTH ` ® .I X\ S / `e a `s >� .1ol PFAFFLE ST P • — SIGNALIZED INTERSECTION SGS WINTER LAKE TIGARD CR + ATLANTA IwM[S N� DR W \\ ST M7RNING HRL FAL 3. , ¢ 6° �� ~�� sr� c� od � °ARr �I // CLICI ` TN sT i � yb�y �A \ t A� x 40" (411k ,, 44. SCMOLLS J w '1 sr . ArPTON• pi ,, Z < ' P o < PARK ST. S, AR. \s p� A ---, +0 re tfRR. �� aF, N ST. TECH CENTER DR vi^ ] GAARDE ST, MtDONALD T. 1 4' W BUIL < Notes IULL MOUNTAIN RD BONITA RD. CANTERBURY .i- MOUNTAIN LR m PINEBROOK ST. R g o SAT TLER sT, ROSS ST. SL 1 QDA- V SUMMERFIEL. _r • g II REND . . AM RD. a 9EEF § H 22 Y‘._.1 Ra I Figure 8 FISCHER SIGNALIZED I ' I% INTERSECTIONS DKS Associates TRAVEL TIME INFORMATION Travel time information was collected to provide a gauge of roadway system performance. Travel time runs were conducted on several key routes in Tigard. These travel time runs measured the length of time it took to travel from a starting point to and end point of each key route (typically, a mile or more in length)during various time periods during the week. The key routes surveyed were ORE 99W, Hall Boulevard, 72nd Avenue, Main Street/Greenburg Road and Durham Road. The time periods observed were weekday morning peak, weekday midday, weekday evening peak and Saturday midday. The most significant delays were generally observed in the PM peak hour. However, on two routes which are heavily influenced by retail activity, delays were significant at.other times (ORE 99W Saturday and Greenburg midday). The results of these travel time runs are shown in Figure 9. Travel times from various time periods are shown for comparison. 72nd Avenue shows significant delay both northbound and southbound in the PM peak hour. Since 1994, new signal timings were installed at four intersections near ORE 217 and the four intersections linked via interconnect. Delays through these four intersections were initially reduced by more than 40% in both the northbound and southbound directions as a result of this improvement. Since the initial delay reduction over two years ago,the route has attracted additional demand and approximately 70-100 additional northbound and about 200-300 additional southbound vehicles now use this route in the evening peak hour, which has increased delays on the route. TRAFFIC PERFORMANCE ON KEY STREETS The following sections review the performance of various key routes in Tigard in terms of volumes, capacity, accidents, adjacent land use (including schools), intersection level of service, arterial level of service and general observations. The key routes include ORE 99W, Scholls Ferry Road, Hall Boulevard, Greenburg Road,72nd Avenue and Durham Road/Boones Ferry Road/Carman Drive. Each route evaluation is organized to provide a description in terms of functional classification, number of lanes, existing traffic volumes, accident locations and a summary of PM peak hour operating conditions. The 1994 calculations were based on the 1985 Highway Capacity Manual. Since then,the Highway Capacity Manual has been updated and the 1997 calculations are based on the 1994 Highway Capacity Manual. While there are some subtle distinctions in the methodologies used, the results produced are comparable. In general, intersection level of service in Tigard has either remained the same or degraded slightly over the past three years. As regional growth has occurred, traffic volumes around the City have increased. In 1997, most intersections in Tigard operate at level of service D or better, with some exceptions. The intersections which are operating at conditions below level of service D in 1997 are discussed in the following sections. Travel time runs (which provided the data for the arterial level of service analysis) are shown graphically in Figure 9. Areas where arterial level of service is D or worse are identified on these Tigard Transportation Systems Study April 23, 1997 Existing Conditions 24 P94126x0 DKS Associates , � a TAYLOR'S < FERRY Ra City of Tigard ito n _ Systems Study NOT /1 TO SCALE ,� 7. ` DR CONESTOGA t s �' ' Legend '�Qg� LOCUST eg 14, `..i fill �� £ Hai Boulevard u ; ST. ^ DIRECTION MID PM at tig) �`�{, - f� P NE ST N/B 10:26 11:48 < r S ' S SHADY LN. f1' MIRTH 1111) S/6 9:04 12:58 DAKOTA ST4`e 3 ; . PFAFFLE ST R • Ra Rr. —72nd Avenue* 5� VINTER LAKE < 4p• DR = TIWRD4INRfPM < = fDIRECTION MID BEFORE AFTER IRKING HAL FAL > — r naoIn DRF4�c ' �' /`� I N/B 7:41 15:37 13:25 4�+ S/B 6:42 9:10 8:49 Tt4.0,144-1./. ,,��''` # . *HSI 1111 SOILS ST DIRECTION MID PM IN FOMIER r, E/B-N/B 10:22 9:22 1° < PNM VARNS ST. \ S B—W B L. �� o / / 9:35 9:26 ig y a ' I ��I, ..r Y` TEaa. �'�` fin'I '�e� 00000000 Durham Road 1_ W _ i TECH CENT R DR DIRECTION MID PM SAT DE T. sr. 1 �� E/B 4:15 4:21 4:24 DILL MOUNTAIN RD < MILL < W/B 4:25 6:57 4:56 RD. CANTERBURY € , BONITA 1 MOUNTAIN LN. a PINEBROOK ST. ORE gm ® < PM PM 17 DIRECTION MID 1994 1997 SAT BATTLER ROSS ST. W ap sr• E/B 10:27 13:32 13:47 19:22 �I - n - 1 W/B 11:12 12:39 15:59 11:25 I< SUNMERFIEL va III 1 / MID - MIDDAY, 1:OOpm-3:0Opm 1 I' PM - PM PEAK, 4:00pm-6:00pm sea _ _ * - Signal Timing Change 12/94 10„....i----- '% '`o0 c,,e` Iliom -Sections with D,E,F,LOS V x 1 / m RD. C FISCHER li Figure 9 0 1994 TRAVEL TIME SURVEYS (Except Where Noted) DKS Associates figures. Arterial level of service was calculated according to the 1994 Highway Capacity Manual.' A majority of these runs were conducted in 1994, with updated runs on ORE 99W conducted in 1997. Overall, average evening peak hour travel time along ORE 99W westbound(between 68th Avenue(near I-5) and Fischer Road, west of the City limits) has increased by about three minutes. Travel time in the opposite direction(eastbound)has remained approximately the same. More information on level of service descriptions and calculations (both arterial and intersection) as well as travel time methodology, can be found in the appendix. ORE 99W ORE 99W provides regional access to the City of Tigard, but also serves a large percentage of local traffic. ORE _ s'\ 99W connects Tigard with cities to the QfF ® PEAFGEE, ST A V ( south and west and eventually to the Oregon Coast. To the east, ORE 99W ST becomes Barbur Boulevard, a key route 0"" in Portland, providing access to downtown Portland. ORE 99W carries approximately 33,300 vehicles per day (ADT- Average Daily Ro _ „,o r 40 Traffic)near the south Tigard city limits r° ,E and approximately 45,900 ADT near DULL MOUNT. „° CANTERBURY ° . downtown. ORE 99W is a five lane �a9po CP roadway throughout Tigard. Figure 10 ,`` shows the percentage of vehicles which are local for various segments.9 The percentage of local trips on ORE 99W o Q~ is much higher near downtown Tigard than at either end. !MEER RD The table below summarizes level of service for a number of signalized intersections along ORE 99W. Of the 16 intersections analyzed, all but two intersections perform at level of service 8 1994 Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C., 1994, Chapter 11. 9 Data provided to the City of Tigard by Metro, December 1992. A plot was generated showing trips on ORE 99W with either an origin or destination in a Tigard traffic analysis zone. This plot was then related to a plot showing all trips on ORE 99W. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 26 P94126x0 DKS Associates D or above. This is generally Figure 10 considered to be acceptable operating performance for a <: signalized intersection. There arecir five intersections which operate at Q� level of service D, ORE NOT Ftie ® Z 99W/Durham Road, ORE TO SCALE ��o o 99W/Walnut Street, ORE �s'roGTti 99W/Walnut Street, ORE .. o 99W/Greenburg Road/Main Street, ORE 99W/Hall Boulevard, and ORE 99W/72nd Avenue. If additional traffic is added to these intersections, it is possible that GAARDE ST McDONALD ST they may decline to an Legend unacceptable level of service. One intersection ORE ' miy=3 -30-40% 99W/McDonald Street/Gaardemom->40% Street, currently operates at level *-The percentage of trips originating of service E. This intersection is or destined to sites within Tigard DURHAM RD compared to total traffic on ORE 99W. already operating at unacceptable levels of service and long queues tend to form on various legs of the intersection. Sometimes these queues extend to other TIGARD TRAFFIC intersections, creating AV ON ORE 99W unnecessary operating problems there as well. A long queue (greater than 20 vehicles)forms for about 15-20 minutes in the PM peak hour at the intersection at 68th Parkway/69th Avenue. Over the course of the entire peak hour, this intersection performs acceptably. It should be noted that the 1997 LOS calculation at Hall Boulevard/ORE 99W reflects a lane configuration change in the northbound direction, resulting in a slightly improved level of service over 1994 conditions. The 1994 arterial level of service along ORE 99W tends to mimic that at the signalized intersections. ORE 99W generally flows at a level of service between A and C except in certain areas. These areas generally correspond to areas where intersection level of service is poor. Segments experiencing levels of service D or worse include, ORE 99W northbound between Main Street/Johnson Street and ORE 217 southbound ramps, and southbound from I-5 to 72nd Avenue, from ORE 217 northbound ramps to Hall Boulevard and from Main Street/Johnson Street to Walnut Street. It should be noted that, since ORE 99W is congested between Main Street/Johnson Street and ORE 217, it is unable to deliver as much traffic as is demanded at specific intersections. Because of this, intersection level of service does not appear as poor as arterial level of service, which is more reflective of route(rather than intersection) congestion. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 27 P94126x0 DKS Associates PM Peak Hour Intersection Level of Service Signalized Intersections Along ORE 99W 1994 1997 Signalized Intersection LOS Delay V/C LOS Delay D/C ORE 99W/Durham Road D 27.9 0.77 ORE 99W/Beef Bend Road B 12.1 0.86 B 11.1 0.80 ORE 99W/Bull Mountain Road B 8.3 0.67 ORE 99W/Canterbury Lane B 9.8 0.74 ORE 99W/McDonald D 33.0 0.93 E 50.5 1.0 Street/Gaarde Street ORE 99W/Tigard Marketplace B 12.4 0.60 ORE 99W/Park Street A 4.8 0.58 ORE 99W/Walnut Street D 27.2 0.89 D 31.8 0.95 ORE 99W/Main Street/Johnson B 12.6 0.62 B 13.2 0.70 Street ORE 99W/Greenburg Road/Main E 43.1 0.97 D 30.3 0.85 Street ORE 99W/Hall Boulevard E 46.3 0.99 D 34.5 0.91 ORE 99W/ORE 217 SB Ramps C 19.2 0.75 C 21.6 0.83 ORE 99W/ORE 217 NB Ramps B 5.5 0.65 B 6.5 0.75 ORE 99W/SW 78th C 19.7 0.81 C 24.3 0.89 Avenue/Dartmouth Street10 ORE 99W/SW 72nd Avenue" B 14.7 0.75 D 25.6 0.93 ORE 99W/SW 68th Avenue/SW C 16.0 0.87 69th Avenue to 1994 Counts conducted prior to opening of Costco on Dartmouth Street, therefore counts may be lower than normal. 11 1994 Counts conducted during Fred Meyer Strike(August, 1994)and may therefore be lower than normal. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 28 P94126x0 DKS Associates U A ii 410 Y NOT /, TO SCALE OOy 2 cN O � n v Ry n a BC1 �`� C IL o/ - _ �^ o\flrS�i11 m " N �p0 o Q QQ`�VJ Oy £ ?O m O SG zo s� O\' SCHOLLS FERRY RD Scholls Ferry Road Scholls Ferry Road is an east-west roadway that serves as the north city limits for much of Tigard. It is five lanes from Murray Boulevard to Hall Boulevard. It carries approximately 30,000 to 45,000 ADT through Tigard. It is classified by ODOT as "District" level of importance with partial access control. It is classified by Metro, Washington County and the City of Beaverton as a Major Arterial to the west of ORE 217 and as a Minor Arterial to the east of ORE 217. The City of Tigard classifies it as an Arterial for its length within the city limits. Scholls Ferry Road serves local traffic, but also provides regional access to Beaverton, ORE 217 and cities to the west of Tigard. Neither intersection level of service nor arterial level of service was analyzed for Scholls Ferry Road. It serves as a border between Tigard and Beaverton and is under the jurisdiction of ODOT and Washington County. Although it provides access to Tigard, it is not integral to the internal street network of Tigard. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 29 P94126x0 DKS Associates Hall Boulevard Hall Boulevard is a north-south roadway which predominantly serves local Tigard traffic, but also provides access to Beaverton to the north. It is classified > R9 by Metro, Washington County and the City of Beaverton W S0N' as a Minor Arterial and by the City of Tigard as an �� t Arterial. It carries approximately 9,000 to 27,000 ADT c L.I, through Tigard. It is generally two lanes, with occasional left turn lanes, from Durham Road to Greenburg Road. It is three lanes between Durham Road 17 X LOCUST ST. and just south of Sattler Street, between ORE 99W and Pfaffle Street and between just north of Spruce Street and OAK ST. just north of Locust Street, and five lanes from ra. Greenburg Road to Scholls Ferry Road. There are 11 to > traffic signals at intersections on Hall Boulevard. It has IP NOT many driveways connecting directly to the roadway, TO SCALE PFAFFLE ST serving mostly commercial and residential land uses. A driveway survey was conducted along Hall Boulevard VA and can be found in the appendix of this report.t2 copy eco The table below summarizes level of service for a GR-1,,,,,,,,,,s "�ti2,, number of intersections on Hall Boulevard. Of the seven l�� e R sr intersections analyzed, two perform at level of service E s' and Hall Boulevard/ORE 99W performs at level of service D (as discussed previously). Hall Boulevard/McDonald Street and Hall Boulevard/Durham D'MARA ST T Road have long queues on some approaches. The queues at Hall Boulevard/McDonald street are on the McDONALD ST. northbound left and southbound approaches and the queues at the Hall Boulevard/Durham Road intersection BONITA RD. are on the southbound and westbound through PINEBROOK ST. approaches. These queues generally tend to clear during each signal cycle, but both intersections are virtually at SATTLER ST. ROSS ST. capacity. 1994 arterial level of service along Hall Boulevard shows levels of service C and above are z experienced everywhere along Hall Boulevard, except at ORE 99W, where level of service D is experienced both DURHAM RD. \ northbound and southbound. 12 Driveway survey,performed by DKS Associates, September, 1994. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 30 P94126x0 DKS Associates PM Peak Hour Intersection Level of Service Signalized Intersections Along Hall Boulevard 1994 1997 Signalized Intersection LOS Delay D/C LOS Delay D/C Hall Boulevard/Locust Street B 12.7 0.56 C 19.8 0.86 ORE 99W/Hall Boulevard E 46.3 0.99 D 34.5 0.91 Hall Boulevard/Hunziker Street B 14.0 0.62 Hall Boulevard/Burnham Street B 13.0 0.54 Hall Boulevard/McDonald C 20.7 0.99 E 52.7 1.0 Street Hall Boulevard/Bonita Road C 16.8 0.68 C 21.0 0.97 Hall Boulevard/Durham Road C 24.1 0.83 E 48.1 1.0 Greenburg Road R, o' Greenburg Road is a north-south N44 o\os street connecting downtown Tigard to the Washington Square area. It 8<L-D provides direct access to both ORE0 99W and ORE 217. At Hall Boulevard, Greenburg Road becomes ku ce TO SCALE Oleson Road as it proceeds north into WASHINGTON SQUARE tj LOCUST ST. Portland. RD. n Greenburg Road, is classified by . -"it ` OAK Sr. Metro as a Major Arterial and by d n Washington County as a Minor BLVD SHADY Arterial north of ORE 217 and as a LNLil. Major Collector south of ORE 217. It DAKOTA ST is classified, for its length, by Tigard <, as a Major Collector. It is three lanes z Ln L C between ORE 99W and Hall q(<, 'PFS Boulevard, except between ORE 217 �`� ti and Locust Street and just south of �� '%. •Q i Hall Boulevard where it is five lanes. s's Tigard Transportation Systems Study April 23, 1997 Existing Conditions 31 P94126x0 DKS Associates The table below summarizes level of service for four signalized intersections on Greenburg Road. Of these four intersections, two operate acceptably at level of service C and the others, Greenburg Road/Main Street/ORE 99W and Greenburg Road/Oleson Road/Hall Boulevard operate at level of service D. Long queues form in the eastbound direction on ORE 99W in the PM peak hour, with vehicles waiting through multiple cycles to clear the intersection. Some of this queuing may be caused by unacceptable operating conditions at Hall Boulevard, where the queue spills back to the Greenburg Road/Main Street/ORE 99W intersection. Arterial level of service along Greenburg Road/Main Street is above level of service C for most of the length of the route. Locations experiencing levels of service D and lower include northbound Main Street between Scoffins and ORE 99W, northbound Greenburg Road between ORE 217 northbound ramps and Washington Square Road, southbound Greenburg Road between Locust Street and Cascade Boulevard and between Center Street and ORE 99W. The arterial level of service on this route is comparable to intersection level of service, especially since arterial level of service near ORE 99W is poor, where the intersection operates at level of service E. PM Peak Hour Intersection Level of Service Signalized Intersections Along Greenburg Road 1994 1997 Signalized Intersection LOS Delay D/C LOS Delay D/C ORE 99W/Greenburg Rd/Main St E 43.1 0.97 D 30.3 0.85 . .......... .............................. Greenburg Rd/Tiedeman Ave C 19.0 0.77 • Greenburg Rd/Wash Square Rd C 23.2 0.73 Greenburg Rd/Oleson Rd/Hall Blvd D 34.3 0.95 Tigard Transportation Systems Study April 23, 1997 Existing Conditions 32 P94126x0 DKS Associates 72nd Avenue 72nd Avenue is a north-south roadway serving mostly local \\`'Iy traffic in Tigard. It serves industrial traffic from land usesalong its •' to frontages, I--5 and Tualatin to providesconnections ORE the south. Its a ORE 217, three lane QPG�F1� roadway between Bridgeport Road and the ORE 217 ramps. North of there, it is a two lane roadway with occasional left turn lanes. 72nd Avenue is classified as a Minor Collector by Q the City of Tigard and as a Minor Arterial by Metro. 72nd RrM0orki ST Avenue carries approximately 16,000 ADT. The table below summarizes level of service for several signalized intersections on 72nd Avenue. Of the 10 signalized yG"ZfkF�� HAMPTON ST intersections, five perform at level of service C or above sr (generally considered acceptable operating conditions). The five remaining intersections, 72nd Avenue/ORE 99W, 72nd YARNS ST. Avenue/ORE 217 Northbound Ramps, 72nd Avenue/ORE 217 Southbound Ramps/Yarns Street, 72nd Avenue/Bonita Road and 72nd Avenue/Carman Drive operate at level of service D. TECH CENTER DR Several of these intersections have recently been improved. 72nd Avenue/Bonita Road was changed from protected left turn phasing on all approaches to protected/permissive phasing on all approaches. 72nd Avenue/ORE 217 Northbound Ramps and BONITA RD. 72nd Avenue/ORE 217 Southbound Ramps/Yarns Street were part of an overall signal timing/coordination project along 72nd Avenue between Yarns Street/ORE 217 Southbound Ramps and Hampton Street. While these intersections operate at a better level of service as a result of these improvements, the 72nd N Avenue has become a more desirable route, attracting ro s0c.LE �R approximately 70-100 additional northbound vehicles and approximately 200-300 additional southbound vehicles between Hampton Street and the ORE 217 Southbound Ramps/Yarns d4a� " Street intersections. �y9 ° JQ Arterial level of service along 72nd Avenue is poor (level of service D or lower) for a significant portion of its length. In particular level of service is poor northbound from Upper Boones Ferry Road to the ORE 217 southbound ramps. In the southbound direction, level of service is poor between Hampton �e09- Street and the ORE 217 southbound ramps, between Sandburg Street and Bonita Road and between Carman Drive and Upper Boones Ferry Road. This is consistent with the intersection operating conditions, which are level of service E at ORE 217 southbound ramps and at Bonita Road. In this case, arterial Tigard Transportation Systems Study April 23, 1997 Existing Conditions 33 P94126x0 DKS Associates level of service is poor, while intersection level of service may not look so bad since a number of closely spaced signals were not interconnected when the travel time runs were made. Since these signals were not interconnected, additional delay was introduced from uncoordinated signal timing. These signals have since been retimed and the arterial level of service is much improved, however increase traffic volumes have increased delay. PM Peak Hour Intersection Level of Service Signalized Intersections Along 72nd Avenue 1994 1997 Signalized Intersection LOS Delay D/C LOS Delay D/C ORE 99W/72nd Ave B 14.7 0.75 D 25.6 0.93 .............. . . ..... .... .. . ... . .. . .. .......... ............................... :........................ ...................... .............................................. .. ........................ ................ .. ... ........... ...... .......................... .. ............................... .............. ................................................ 72nd Ave/Hampton St B 11.5 0.43 72nd Ave/ORE 217 NB Ramps B 10.9 0.48 D 29.6 0.99 72nd Ave/Hunziker St C 16.3 0.84 C 22.7 0.93 72nd Ave/ORE 217 SB Ramps/Varns St E 40.7 1.00 D 36.2 0.99 72nd Ave/Bonita Rd E 48.2 0.95 D 37.9 0.89 72nd Ave/Carman Dr C 24.8 0.79 D 29.4 0.88 72nd Ave/Upper Boones Ferry Rd B 12.0 0.67 72nd Ave/Durham Rd B 8.7 0.31 Upper Boones Ferry Rd/Bridgeport Rd B 12.5 0.54 Tigard Transportation Systems Study April 23, 1997 Existing Conditions 34 P941260 DKS Associates Y a �1 , > / j > > w o I C.' - a o w Q ) o O ,. OcL a N �,, /�SUMMERFIEL� q i / NW a !l/ m o = a v` DURHAM a RD. �y j Qe w Q ��Q 5 �� Q Z ii2�5 N 4 ., NOT - TO SCALE Durham Road/Boones Ferry Road/Carman Drive Durham Road is an east-west roadway that serves the southern part of Tigard. It is three lanes for its length. Durham Road is classified by Metro and Washington County as a Minor Arterial and as an Arterial by the City of Tigard east of Hall Boulevard. West of Hall Boulevard, it is classified by the City of Tigard as a Major Collector. It provides predominantly local access, but also serves vehicles traveling to ORE 99W or I-5 via Boones Ferry Road and Carman Drive and through traffic between King City and I-5. The table below summarizes level of service conditions along Durham Road/Boones Ferry Road/Carman Drive. Five of the seven intersections perform at level of service D or above. ORE 99W/Durham Road, Upper Boones Ferry Road/Durham Road, 72nd Avenue/Carman Drive and I-5 northbound ramps/Carman Drive all operate at level of service D. Hall Boulevard/Durham Road and the I-5 southbound ramps/Carman Drive operate at level of service E and are just about at capacity. Queues tend to form westbound and southbound at ORE 99W/Durham Road, with some vehicles waiting through more than one signal cycle. The same is true at Hall Boulevard/Durham Road. PM Peak Hour Intersection Level of Service Signalized Intersections on Durham Road 1994 1997 Signalized Intersection LOS Delay D/C LOS Delay D/C ....... ... .................... .................... .. ............. ....................................... . .............. .............. ORE 99W/Durham Rd D 27.9 0.77 Hall Blvd/Durham Rd C 24.1 0.83 E 48.1 1.0 Upper Boones Ferry Rd/Durham Rd C 22.0 0.79 D 32.2 0.97 72nd Ave/Upper Boones Ferry Rd B 12.0 0.67 I-5 SB Ramps/Carman Dr D 34.2 0.83 E 42.6 1.0 I-5 NB Ramps/Carman Dr D 25.9 0.89 D 31.5 0.96 Tigard Transportation Systems Study April 23, 1997 Existing Conditions 35 P94126x0 DKS Associates Unsignalized Intersections In addition to the signalized intersections along Tigard's key routes, there are a number of unsignalized intersections which are important to traffic operations in Tigard. The table below summarizes the capacity analysis for evening peak conditions at 11 unsignalized intersections in Tigard. These 11 additional intersections, combined with the 40 signalized intersections mentioned above, represent the 51 key study intersections identified by City staff for analysis in this study.13 Unsignalized intersections are subject to a separate capacity analysis methodology which is described in the appendix of this report. Of the 11 unsignalized intersections, six are all-way stop controlled and five have one or more approaches which are uncontrolled. The methodology used for each of these cases is different and results are reported slightly differently (please see Appendix for more detail). PM Peak Hour Intersection Level of Service Unsignalized Intersections 1994 1997 Intersection LOS LOS Walnut St/SW 135th Ave A/A A/B Walnut St/SW 121st Ave' C D Walnut St/Tiedeman Ave/Fonner SC B D Main St/Burnham St A/C 68th Pkwy/Atlanta St/Haines Rd' C D 72nd Ave/Dartmouth St' F F McDonald St/SW 97th Ave A/B 68th Ave/Dartmouth St D Hall/Sattler/Ross B/E Greenburg Rd/Oak St B/C 121'Ave/North Dakota St F Most of the unsignalized intersections that were analyzed operate acceptably at level of service D or above. However, three intersections are shown as level of service E or F. In some cases, the methodology used for all-way-stop controlled intersections may not be valid due to the nature and is Per discussions with Laurie Nicholson, City of Tigard staff, December, 1996. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 36 1'94126x0 DKS Associates relative proportions of the turn movements at the intersection14. Often poor levels of service at unsignalized intersections affect only a small number of vehicles, since a majority of the vehicles (on the main street) are uncontrolled and flow freely at level of service A or B. Other Key Routes in Tigard Interstate 5 is the west coast's major north-south corridor and it provides regional and interstate access directly to the City of Tigard. I-5 connects Tigard with adjoining cities in the Portland Metropolitan Region as well as with cities further south in Oregon such as Salem and Eugene. I-5 also provides access to other states such as Washington and California. ORE 217 provides regional access to the City of Tigard. ORE 217 connects Tigard with Beaverton and Lake Oswego and provides access to US 26 and I-5. US 26 is a major route leading to the Oregon Coast to the west and to eastern Oregon. Gaarde Street is an east-west Major Collector providing local access to residential streets in Tigard. It is two lanes and, in conjunction with 121st Avenue, connects ORE 99W and Scholls Ferry Road. Main Street is an east-west Major Collector serving the commercial downtown core of Tigard. It parallels ORE 99W from Johnson Street to Greenburg Road. Bull Mountain Road serves residential and rural traffic west of Tigard as a Major Collector. This area is developing rapidly and, besides Beef Bend Road, Bull Mountain Road is one of the only roadways accessing this area. In addition, as ORE 99W becomes more congested, both Bull Mountain Road and Beef Bend Road are becoming part of an alternate route to rural areas to the west of Tigard. McDonald Street is an east-west Major Collector which runs between Hall Boulevard and ORE 99W. It serves predominantly residential traffic, although, as areas to the west in Tigard develop, it is being used more and more as a cut-through route. 121st Avenue is a north-south Major Collector which runs through mostly residential areas in Tigard. In conjunction with Gaarde Street, it connects Scholls Ferry Road with ORE 99W. North Dakota Street is an east-west Minor Collector which runs through mostly residential areas in Tigard. It connects Scholls Ferry Road to Greenburg Road and generally runs parallel to Scholls Ferry Road. Beef Bend Road is parallel to, and south of, Bull Mountain Road. It is classified as a Major Collector and functions in a similar way as Bull Mountain Road as growth occurs in the area to the west of Tigard. '4 1994 Highway Capacity Manual, Special Report 209,Transportation Research Board, 1994, Table 10-7. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 37 P94126x0 DKS Associates Walnut Street is an east-west Major Collector serving primarily residential traffic in Tigard. In conjunction with 135th Avenue, and with a short jog at Tiedeman Avenue, it provides a connection from ORE 99W to Scholls Ferry Road. Hunziker Street is an east-west Major Collector connecting Hall Boulevard with 72nd Avenue near the ORE 217 ramps. This street serves both commercial and residential traffic and is increasingly being used as a cut-through route across Tigard. Dartmouth Street is a relatively new Major Collector in Tigard. It is five lanes at its west end and three at its east end. It serves the new Cub Foods and Costco developments and provides direct access to ORE 99W and 1-5. Bonita Road is an east-west Major Collector which connects Hall Boulevard with Lake Oswego (via Bangy Road) and I-5 (via 72nd Avenue and Carman Drive or via Bangy Road and Kruse Way). Locust Street is an east-west Major Collector which provides access to local neighborhood streets and between Hall Boulevard and Greenburg Road. Upper Boones Ferry Road is a north-south Arterial which connects Durham Road with I-5 and Tualatin. Since there is very limited access to Tualatin due to the Tualatin River, much of the traffic between Tigard and Tualatin uses this route. Taylors Ferry Road is a Major Collector that serves as the northern boundary of the Tigard planning area. This route provides a link between the Metzger area and I-5 and Portland to the east. AVERAGE VEHICLE OCCUPANCY Average vehicle occupancy (AVO) was measured at two locations in Tigard.'s These locations were at ORE 99W west of Hall Boulevard, and on Hall Boulevard south of ORE 99W. Overall AVO measured in Tigard (between the two locations, over all time periods) was 1.21. This rate is somewhat lower than observed typical ranges for auto occupancy(over all time periods and trip purposes) which range from about 1.31 to 1.54.16 A breakdown by time period and location is shown in Table 2 and the percentage of vehicles by number of passengers and location is shown in Figure 11. 15 Counts performed for DKS Associates on September 28 through October 6, 1994. 16 Calibration and Adjustment of System Planning Models, U.S. Department of Transportation and Federal Highway Administration, December, 1990, and Quick-Response Urban Travel Estimation Techniques and Transferable Parameters: User's Guide, NCHRP Report 187,Transportation Research Board, Washington, D.C., 1978. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 38 P94126x0 DKS Associates Table 2 Average Vehicle Occupancy in Tigard Time Period ORE 99W Hall Boulevard Overall Weekday 7:00 - 9:00 AM Morning 1.13 1.14 1.13 11:30 AM - 1:30 PM Midday 1.23 1.24 1.23 4:00 - 6:00 PM Evening 1.27 1.24 1.26 Overall 1.21 1.21 1.21 Saturday 1:00- 3:00 PM Midday 1.58 1.54 1.57 Figure 11 Average Vehicle Occupancies Average Vehicle Occupancy Average Vehicle Occupancy Hall Boulevard South of ORE 99W ORE 99W West of Hall Boulevard Three >Three 3% / 1% >Three Three- 1% Two Two 16% 17% Single �_ Single 81% 81% Tigard Transportation Systems Study April 23, 1997 Existing Conditions 39 P94126xo DKS Associates ACCESS ISSUES Two major corridors in Tigard are key locations where some form of access management may be applied. These corridors are ORE 99W, which has a significant portion of its frontage occupied by commercial land uses, and Hall Boulevard, which has a large number of access locations for such a major route. ORE 99W is currently being studied as part of another project. Results of this work will be included in this study as they are available. An inventory of driveway conditions along Hall Boulevard was conducted as part of this study. The results of this inventory indicate that access conditions vary greatly along Hall Boulevard. In some segments there are as many as 15 driveways between street intersections. Other segments have as few as zero driveways between street intersections. When adjacent land use was considered, a combination of residential and commercial tended to have the highest number of driveways between streets. A summary of the driveway inventory can be found in the appendix of this report. LAND USE Existing land use in Tigard is shown in Figure 12. In general, most retail activity in Tigard is located on arterial and major collector roadways." Although residential development is found on arterial and major collector roadways, much of the residential land uses in Tigard generally have access to minor collector or local streets. The transportation system is most impacted by changes in land use. Trip generation from added land use has and will create needs for new transportation facilities. The most significant changes in land use which have occurred recently are occurring in the area west of Tigard, in the Tigard Triangle and in the southern and western areas of Tigard. TRANSIT Transit service is provided to the general population of the City of Tigard by Tri-Met. Figure 13 shows the routes passing through Tigard. There are two transit 8000 centers and two express routes serving Tigard. There r 6000 are two express routes which have a limited number of 4,, 4000 f' it z000 1 stops. Coming from Portland, route 95X stops only at - -�/ the Tigard Cinemas before it begins making regular 0 stops at Walnut/ORE 99W. Also coming from 1990 1994 Portland, route 92X does not stop before reaching the Progress Park& Ride station, where it begins making 17 Tigard City Code requires retail development to gain access from arterial or collector streets. Tigard Transportation Systems Study April 23, 1997 Existing Conditions 40 P94126x0 - .._ , �.a• ry'7{;�iy,. ts'{I{��' ... _. .. :51M R. +'Y'/'cjip IL9il II ''.7.Oft)1J" ,./rl. -- g , 7 ct,5ei `,' ts1 1,7 3 is u 'Il�� at W rd v f1 ae„ N °•� I1_7:?�9.1.1,'..57.44. t{ !i it ' ^. Pnhmt«�.u..syn,.... �t� f, 1�tlg~4 • s ? �'i�� i�-1lsr+t ial,.,l lit �u::'; y .1r:;.1.2;* kr` 1 p „ , nnSitil811I1t'.lii• t,l.. 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( {i: il fillin ti l(ka il S1f1' ...lti- .4,,t!i 1:4.n 11??????p Cis 1{. til':11:i33f'd �ii'1` I pt3 i'rll:.'i � i�,'� �'t17tl'rS,. �� t ilii a ': `:{ ,; L I r — Inlilla..ti.► a-) r ��li ..:: rti t; 21:1 1 ®�-6 t:' rl 'rt,r 1 t. Y4i ,_1Rr8i1,2151 ri-il, - j:ri �Lei- o. .. ys<` t �r ` • i■ '•� � .-i',... t �� gni{I{:9°itlGlrS t�ul�'•�� i,5? '1.........lm-i!' I.f rem Y• il 4 , �IAuln 1 �fi' a ,r.rrf�.. Ly --A-- .... flag; WI '_ �St> ,77a T c1,7-r A.—4 fa ' r 1 r .� p� /„.114,,,, IFa& 1. K. tesi 1*:. i'''l s -, t r .4l; i.-----1 .s.\ i;. jf li la �,,`�{IFv��.Sj. iEddd B,•::-J, yII:: DKS Associates aiJr„,h .. a to �!p• iTAYLOR'S •• , City of Tigard -rr 9 •r r NOT , : -.-0- < Systems Study TO SCALE , 54 CONESTOGA •P, f 9 F. II •: •��' 9 LOCUST / R tmcs ��•��I r �9 A a �1 W N Bj�l>41 < Cr A�� • `, OAK ` ST. 41 j Imo.r.,i PINE ST ail •i�II• 54°' .�••.• I1 .-� x `�` SHADY .• Legend At '• ��, NORTH DAKOTA ST ' 4 < :••. „1,:•••% ® ••�• •NN• - 12 BARBUR BLVD. `e �S.•' PFAFI•LE Si s” © - 38 BOONE'S FERRY SGNQ'" ,' WINTER LAKE z TIGARD •• �. R DR ''' 111)!�\••••• 000000 - 43 TAYLOR'S FERRY MIMING HILL FAL. k, fr* Yli .lik AAAAAA — 45 GARDEN HOME v R u"` �� Gym - 56 SCHOLL'S FERRY C J ••• ` D^• "oU �` ' •••/ r" 000000 — 62 MURRAY BLVD. •0•1 - 92X S. BEAVERTON EXPRESS so,N'� e . 111 95X TIGARD I-5 EXPRESS scNOLLs J - r-- ■.-.■ - 76 TIGARD-TUALATIN sr P OW , © ,r4 �� - 78 BEAVERTON-LAKE OSWEGO : �4" A PARS P R 1 EE - EXPRESS BUS STOPS 44 ,g' $" NPss sr. Jl TRANSIT CENTERS _� tcRR r 3 41- , TC Washington Square y - • •0 • TECH CENTER DR lit Routes: 43,45,56,62,78 AARDE 4 • RD' •'•• , Tigard Transit Center < i Routes: 12,45,76,78 /I1LL MOUNTAIN RD BULL • • CANTERBURY r BONITA R.. MOUNTAIN LN r PIIEBROOK ST. Notes 'A X ,=, • SAT TLER sr, ROSS ST. ...i t ti ^ 2 P ,...,•le 4' T� _ &' L; w. 4,: lDURHAM ., 16 t 4: Y •iii m4 P • 1 Ra _ • Figure 13 mock . i. W ,p1 TRI—MET TRANSIT ROUTES • • •• DKS Associates regular stops. Other routes have stops approximately every 200 feet within Tigard. A comparison of 1990 and 1994 transit ridership in Tigard is summarized in Table 3. No data was available for 1994 for route 38 or for 1990 for route 95. OTHER MODES Maps showing existing bicycle and sidewalk facilities in the City of Tigard are shown in Figures 14 and 15. Table 3 Transit Ridership in Tigard 1990 vs. 1994 1990 1994 %Change Route Dir Ons Offs Tot Ons Offs Tot Ons Offs Tot 12 Barbur OU 152 683 835 316 941 1257 108% 38% 51% T 12 Barbur IN 691 160 851 900 254 1154 30% 59% 36% 38 Boones Ferry SB 34 33 67 38 Boones Ferry NB 30 17 47 43 Taylors Ferry WB 24 110 134 24 127 151 0% 15% 13% 43 Taylors Ferry EB 109 19 128 109 19 128 0% 0% 0% 45 Garden Home WB 48 209 257 65 241 306 35% 15% 19% 45 Garden Home EB 220 47 267 199 66 265 -10% 40% -1% 56 Scholls Ferry SB 1 241 242 3 306 309 200% 27% 28% 56 Scholls Ferry NB 253 4 257 261 40 301 3% 900% 17% 62 Murray Blvd EB 24 93 117 43 214 257 79% 130% 120% 62 Murray Blvd WB 67 24 91 200 58 258 199% 142% 184% 78 Beav-LO SB 224 442 666 275 580 855 23% 31% 28% 78 Beav-LO NB 434 219 653 562 285 847 29% 30% 30% ........... ..... ... ......... . 95 Tigard I-5 Exp WB 3 84 87 95 Tigard I-5 Exp EB 64 1 65 Tigard Transportation Systems Study April 23, 1997 Existing Conditions 43 P94126x0 Po CITY OF TIGARD It / • w ` -• • � STREETS WITH BIKE LANES e ��. i AY ORS F,_ AND OFFSTREET PATHS i � O Ry RD„r„ I ,? JMIP 0 SDE BIKE LANEOF ON ONE F `Ls , n,,, � �--.1� BIKE LANES ON BOTH w jo. '�\ ..---- SIDES OF STREET ..6— %l 0 NIIIMIIIIIIIIIMIIME W ��- � .� :-- �-■ OFF STREET PATH$ PO • `P � �AKO� . '� CITY PARKS mi. , TFSP wpape411,9 r� - O��s i 'E ��' 10iii 44ith\T, O , Air WALNUT : 411* Q ` , c , � iphipPAO.c..4, ' IF /YLk ' nHOLLS inn I11111.1 eiSki � k. I „ Pm- Whir aL miou e# Pip 6, ,--(-) 51 N-•-.)„,,,TEl • k 'ARD- VJL � 9 r O BU uU TAIN Rell11411 Q /16 )1 11111611 II . 17 Q N` I -� 1.1.1 libilli J IRMI_ 4011,6 .0 111.11 > r *BEEF BEND Rbog D. ” ir h 'rham 461 �O �CO 11PPL- �\N111 o \ ...... / SOURCE CITY OF TIGARD 11.14 ENGINEERING DEPARTMENT DEFINITIONS. I I STREETS WITH BIKELANES ARE DEFINED AS 111 STREETS WITH 5 FEET OF PAVEMENT DESIGNATED FOR BICYCLES ACAD/DRAW/EIKEP.OW O 11/1/94 DKS Associates ,I B' > . TAYLOR'S ` BERRY �— City of Tigard N07 )ti , _ Systems Study TO SCALE N n CONESTOGA 4 DR m :ill 4 W V D. . > —A • q > < ® r . .. OAK ST. fJ . ' •4-J,. _ `` P/NE ST A • i SHADY f` LNC j Legend •i°' DAKOTA ST dd 1 �LG Q,�.S .• ® . i O 5� LAKE gielPr. o-4Y TIGARD ATLANTA HAfNES �� — CONTINUOUS SIDEWALK bl �',., W ST ON AT LEAST ONE SIDE < OF STREET G" roRNINc < �4b' .1•,:. SAA,, ^h.14.40004 ` R+armour "� r 4 r '"AI. • Jy SCHOLIS J Jd'�t S . / 9y P� Z�f•R g 4� r sT /.� o PARK YARNS ST,� N. • r t ...r ,,, ST. :4 fr % r J , r 1 TECH CENTER DR _{,AARDE McDONALD , T. 1.. DULL MOUNTAIN RD BULL a Notes RD CANTERBURY z ..I.MOUNTAIN LH n PINE BROOK ST. x 117 'A ff o SAT TLER ROSS ST. ca R 0 GB � � -rr: r' ; 4•` 4 i DENS .,... . RD. .IF• s 7♦ St[f F < Y --1 m ti Figure 15 FISCHER/Rn n, SIDEWALK FACILITIES aI< 1 �� 1/ /i f-c, DKS Associates Level of Service Descriptions DKS Associates TRAFFIC LEVELS OF SERVICE Analysis of traffic volumes is useful in understanding the general nature of traffic in an area, but by itself indicates 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 of level 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. The Highway Capacity Manual provides level of service calculation methodology for both intersections and arterials.' The following three sections provide interpretations of the analysis approaches. 1994 Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C., 1994, Chapters 9, 10, 11. DKS Associates SIGNALIZED INTERSECTIONS For signalized intersections, level of service is evaluated based upon average vehicle delay experienced by vehicles entering an intersection. As delay increases, the level of service decreases. Calculations for signalized and unsignalized intersections are different due to the variation in traffic control. The 1994 Highway Capacity Manual provides the basis for these calculations. Level of Service Definitions Signalized Intersections Vehicle Level of Delay Service (secs.) Description A <5.00 Free Flow/Insignificant Delays: No approach phase is fully utilized by traffic and no vehicle waits longer than one red indication. Most vehicles do not stop at all. Progression is extremely favorable and most vehicles arrive during the green phase. B 5.1-15.0 Stable Operation/Minimal Delays: An occasional approach phase is fully utilized. Many drivers begin to feel somewhat restricted within platoons of vehicles. This level generally occurs with good progression,short cycle lengths,or both. C 15.1-25.0 Stable Operation/Acceptable Delays: Major approach phases fully utilized. Most drivers feel somewhat restricted. Higher delays may result from fair progression,longer cycle lengths,or both. Individual cycle failures may begin to appear at this level,and the number of vehicles stopping is significant. D 25.1-40.0 Approaching Unstable/Tolerable Delays: The influence of congestion becomes more noticeable. Drivers may have to wait through more than one red signal indication. Longer delays may result from some combination of unfavorable progression, long cycle lengths,or high v/c ratios. The proportion of vehicles not stopping declines,and individual cycle failures are noticeable. E 40.1-60.0 Unstable Operation/Significant Delays: Volumes at or near capacity. Vehicles may wait though several signal cycles. Long queues form upstream from intersection. These high delay values generally indicate poor progression,long cycle lengths,and high v/c ratios. Individual cycle failures are a frequent occurrence. F >60.0 Forced Flow/Excessive Delays: Represents jammed conditions. Queues may block upstream intersections. 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. Source: Highway Capacity Manual,Transportation Research Board,Special Report No.209(Third Edition),Washington D.C.,1994. DKS Associates UNSIGNALIZED INTERSECTIONS (Two-Way Stop Controlled) Unsignalized intersection level of service is reported for the major street and minor street (generally, left turn 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 1994 Highway Capacity Manual describes 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 Definitions Unsignalized Intersections Avg Total Delay Level of Service Expected Delay (Sec/Veh) A Little or no delay < 5.0 B Short traffic delay 5.1-10.0 C Average traffic delays 10.1-20.0 D Long traffic delays 20.1-30.0 E Very long traffic delays 30.1-45.0 F Extreme delays potentially affecting > 45 other traffic movements in the intersection Source: Highway Capacity Manual,Special Report 209(Third Edition),Transportation Research Board Washington,D.C.,1994. DKS Associates ALL-WAY STOP CONTROLLED INTERSECTIONS Unsignalized intersections and all-way stop controlled intersections are each subject to a separate capacity analysis methodology. All-way stop controlled intersection operations are reported by leg of the intersection. This method was developed by Dr. Michael Kyte of the University of Idaho.2 This method calculates a delay value for each approach to the intersection. The following table describes the amount of delay associated with each level of service. Delay (Seconds) Level of Service s5 A 6 - 10 B 11 -20 C 21 - 30 D 31 -45 E > 45 F 2 Transportation Research Circular#373,Transportation Research Board. DKS Associates ARTERIAL LEVEL OF SERVICE Arterial level of service is based on the average travel speed for the segment, section, or entire arterial under consideration. The average travel speed is computed from the running time on the arterial segment(s) and the intersection approach delay. It is strongly influenced by the number of signals per mile and the average intersection delay. On a given facility, factors such as inappropriate signal timing, poor progression, and increasing traffic flow can substantially degrade the arterial LOS.' Arterial levels of service are summarized in the following table. Arterial Levels of Service Arterial Class I Range of Free Flow 45 to 35 35 to 30 35 to 25 Speeds (mph) Typical Free Flow 40 mph 33 mph 27 mph Speed (mph) ', LevelittSeivicenignAverage Travel Speed(mph) A z 35 z 30 z 25 B z28 z24 z 19 C z22 Z 18 13 D z17 z14 z9 E z 13 z 10 z7 F < 13 < 10 < 7 1994 Highway Capacity Manual,Special Report 209,Transportation Research Board,Washington D.C., 1994, Chapter 11. DKS Associates Level of Service Calculations 04/22/1997 14:39 Filename: TIG.OUT Page 1 04/22/1997 14:39 Filename: TIG.OUT Page 2 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 1-1 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 1-2 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Impact Analysis Report Intersection Base Future Change Level Of Service Del/ V/ Del/ V/ in LOS Veh C LOS Veh C Intersection Base Future Change #385 ORE 217 NB Ramps/72nd Ave D 29.6 0.989 D 29.6 0.989 + 0.000 D/V Del/ V/ Del/ V/ in LOS Veh C LOS Veh C #410 72nd Ave/Bonita Rd D 37.9 0.890 D 37.9 0.890 + 0.000 D/V # 85 121st Ave/Walnut St D 29.2 0.970 D 29.2 0.970 + 0.000 V/C #413 Hall Blvd/McDonald St E 52.7 1.015 E 52.7 1.015 + 0.000 D/V # 94 121st/North Dakota F 75.6 1.390 F 75.6 1.390 + 0.000 V/C #415 Hall Blvd/Bonita Rd C 21.0 0.973 C 21.0 0.973 + 0.000 D/V #122 Greenburg Rd/Oleson Rd/Hall B1 D 34.3 0.950 D 34.3 0.950 + 0.000 D/V #428 72nd Ave/Carman Dr D 29.4 0.883 D 29.4 0.883 + 0.000 D/V #142 Greenburg Rd/Washington Square C 23.2 0.728 C 23.2 0.728 + 0.000 D/V #431 I-5 SB Ramps/Carman Drive F 113.5 1.236 8 42.6 1.057 -70.866 D/V #158 Hall Blvd/Locust Street C 19.8 0.859 C 19.8 0.859 + 0.000 D/V #434 72nd Ave/Upper Boones Ferry Rd B 12.0 0.673 B 12.0 0.673 + 0.000 D/V #174 Greenburg Rd/Oak St C 0.2 0.000 C 0.2 0.000 + 0.000 V/C #436 72nd Ave/Durham Rd B 8.7 0.314 B 8.7 0.314 + 0.000 D/V #207 Greenburg Rd/Tiedeman Ave C 19.9 0.914 C 19.9 0.914 + 0.000 D/V #439 I-5 NB Ramps/Carman Drive D 31.5 0.961 D 31.5 0.961 + 0.000 D/V #212 Main/Greenburg/ORE 99W D 30.3 0.847 D 30.3 0.847 + 0.000 D/V #452 Upper Boones Ferry Rd/Durham R D 32.2 0.968 D 32.2 0.968 + 0.000 D/V #265 Hall Blvd/ORE 99W D 34.5 0.908 D 34.5 0.908 + 0.000 D/V #461 Upper Boones Ferry Rd/Bridgepo B 12.5 0.536 B 12.5 0.536 + 0.000 D/V #270 ORE 217 NB Ramps/ORE 99W B 6.5 0.752 B 6.5 0.752 + 0.000 D/V #484 Hall Blvd/Sattler/Ross E 3.1 0.000 E 3.1 0.000 + 0.000 V/C #273 ORE 217 SB Ramps/ORE 99W C 21.6 0.834 C 21.6 0.834 + 0.000 D/V #490 Hall Blvd/Durham Rd E 48.1 1.028 E 48.1 1.028 + 0.000 D/V #293 Main/Johnson/ORE 99W B 13.2 0.701 B 13.2 0.701 + 0.000 DIV #538 Burnham Street/Main Street C xxxxx 0.000 C xxxxx 0.000 + 0.000 V/C #300 Dartmouth St/ORE 99W C 24.3 0.892 C 24.3 0.892 + 0.000 D/V #550 97th Ave/McDonald St B xxxxx 0.000 B xxxxx 0.000 + 0.000 V/C #303 72nd Ave/ORE 99W D 25.6 0.926 D 25.6 0.926 + 0.000 D/V #559 Walnut St/ORE 99W D 31.8 0.951 D 31.8 0.951 + 0.000 D/V #306 68th Pkwy/ORE 99W C 17.6 0.834 C 17.6 0.834 + 0.000 D/V #561 Garrett St/ORE 99W A 2.3 0.536 A 2.3 0.536 + 0.000 D/V #314 72nd Ave/Dartmouth St F 79.9 1.438 F 79.9 1.438 + 0.000 V/C #563 ORE 99W/Park St A 4.8 0.577 A 4.8 0.577 + 0.000 D/V #317 68th Pkwy/Dartmouth St D 25.8 1.055 D 25.8 1.055 + 0.000 V/C #583 ORE 99W/Tigard Marketplace B 12.4 0.597 B 12.4 0.597 + 0.000 D/V #322 72nd Ave/Hampton St B 13.4 0.413 B 13.4 0.413 + 0.000 D/V #586 ORE 99W/McDonald/Gaarde E 50.5 1.068 E 50.5 1.068 + 0.000 D/V #326 68th Pkwy/Atlanta St/Haines Rd D 25.1 1.081 D 25.1 1.081 + 0.000 V/C #588 ORE 99W/Canterbury Lane B 9.2 0.721 B 9.2 0.721 + 0.000 D/V #346 Hall Blvd/Hunziker St B 14.0 0.616 B 14.0 0.616 + 0.000 D/V #593 ORE 99W/Bull Mountain Rd B 8.3 0.665 B 8.3 0.665 + 0.000 D/V #349 Hall Blvd/Burnham St B 13.0 0.544 B 13.0 0.544 + 0.000 D/V #598 ORE 99W/Beef Bend Rd B 11.1 0.797 B 11.1 0.797 + 0.000 D/V #378 72nd Ave/Hunziker St C 22.7 0.930 C 22.7 0.930 + 0.000 D/V #601 ORE 99W/Durham Rd D 27.9 0.772 D 27.9 0.772 + 0.000 D/V #379 ORE 217 SB Ramps/72nd Ave/yarn D 36.2 0.991 D 36.2 0.991 + 0.000 D/V #656 Tiedeman Ave/Walnut St D 29.4 0.970 D 29.4 0.970 + 0.000 V/C Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 3 04/22/1997 14:39 Filename: TIG.OUT Page 4 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 1-3 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 2-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Intersection Base Future Change Level Of Service Computation Report Del/ V/ Del/ V/ in 1994 HCM 4-Way Stop Method (Future Volume Alternative) LOS Veh C LOS Veh C Intersection #85 121st Ave/Walnut St #728 135th Ave/Walnut Street B xxxxx 0.000 B xxxxx 0.000 + 0.000 V/C Cycle (sec) : 1 Critical Vol./Cap. (X) : 0.970 Loss Time (sec): 0 Average Delay (sec/veh) : 29.2 Optimal Cycle: 0 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 I I I I II Control: Stop Sign Stop Sign Stop Sign Stop Sign Rights: Include include Include Include Lanes: 0 0 11 0 0 0 0 11 0 0 0 0 11 0 0 0 0 11 0 0 I II II II Volume Module: Base Vol: 71 283 82 179 225 12 37 330 85 38 177 104 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 Bee: 71 283 82 179 225 12 37 330 85 38 177 104 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: 71 283 82 179 225 12 37 330 85 38 177 104 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: 74 295 86 187 235 13 39 344 89 40 185 108 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 74 295 86 187 235 13 39 344 89 40 185 108 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.: 74 295 86 187 235 13 39 344 89 40 185 108 1 II II II I Saturation Flow Module: Sat/Lane: 469 469 469 577 577 577 491 491 491 450 450 450 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.16 0.65 0.19 0.43 0.54 0.03 0.08 0.73 0.19 0.12 0.56 0.32 Final Sat.: 76 304 89 248 312 17 41 358 93 54 250 146 11 II II Capacity Analysis Module: Vol/Sat: 0.97 0.97 0.97 0.75 0.75 0.75 0.96 0.96 0.96 0.74 0.74 0.74 Crit Moves: **** **** **** **** II II II Level Of Service Module: Delay/Veh: 39.9 39.9 39.9 17.5 17.5 17.5 38.6 38.6 38.6 16.6 16.6 16.6 Delay 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: 39.9 39.9 39.9 17.5 17.5 17.5 38.6 38.6 38.6 16.6 16.6 16.6 LOS by Move: E E E C C C E E E C C C Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 5 04/22/1997 14:39 Filename: TIG.OUT Page 6 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 3-1 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 4-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1994 HCM 4-Way Stop Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #94 121st/North Dakota Intersection #122 Greenburg Rd/Oleson Rd/Hall Blvd Cycle (sec): 1 Critical Vol./Cap. (X) : 1.390 Cycle (sec): 90 Critical Vol./Cap. (X) : 0.950 Loss Time (sec): 0 Average Delay (sec/veh) : 75.6 Loss Time (sec) : 16 Average Delay (sec/veh) : 34.3 Optimal Cycle: 0 Level Of Service: F Optimal Cycle: 130 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R 11 11 11 1 1 11 11 11 1 Control: Stop Sign Stop Sign Stop Sign Stop Sign Control: Protected Protected Protected Protected Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 0 1! 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 1 11 11 11 1 Lanes: 1 0 1 0 1 1 0 1 0 1 1 0 1 0 1 1 0 2 0 1 Volume Module: 1 11 11 11 1 Base Vol: 112 280 27 65 403 39 21 57 110 90 287 132 Volume Module: 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 Base Vol: 187 339 78 76 255 344 398 558 105 84 531 69 Initial Bee: 112 280 27 65 403 39 21 57 110 90 287 132 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 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Bee: 187 339 78 76 255 344 398 558 105 84 531 69 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 112 280 27 65 403 39 21 57 110 90 287 132 PasserByVol: 0 0 0 0 0 0 0 0 0 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 Initial Fut: 187 339 78 76 255 344 398 558 105 84 531 69 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 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 Volume: 120 300 29 70 432 42 23 61 118 97 308 142 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 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Volume: 201 365 84 82 274 370 428 601 113 90 572 74 Reduced Vol: 120 300 29 70 432 42 23 61 118 97 308 142 Reduct Vol: 0 0 0 0 0 0 0 0 0 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 Reduced Vol: 201 365 84 82 274 370 428 601 113 90 572 74 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 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 Final Vol.: 120 300 29 70 432 42 23 61 118 97 308 142 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.00 11 11 11 1 Final Vol.: 201 365 84 82 274 370 428 601 113 90 600 74 Saturation Flow Module: 1 11 11 11 1 Sat/Lane: 355 355 355 341 341 341 398 398 398 542 542 542 Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lanes: 1.00 0.91 0.09 1.00 0.91 0.09 0.11 0.30 0.59 0.18 0.56 0.26 Adjustment: 0.95 0.99 0.85 0.94 0.99 0.84 0.95 0.99 0.85 0.95 0.99 0.85 Final Sat.: 355 324 31 341 311 30 45 120 232 96 305 141 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 1.00 11 11 11 1 Final Sat.: 1701 1791 1522 1693 1782 1515 1701 1791 1522 1701 3582 1522 Capacity Analysis Module: 1 11 11 11 1 Vol/Sat: 0.34 0.93 0.93 0.21 1.39 1.39 0.51 0.51 0.51 1.01 1.01 1.01 Capacity Analysis Module: Crit Moves: **** **** **** **** Vol/Sat: 0.12 0.20 0.06 0.05 0.15 0.24 0.25 0.34 0.07 0.05 0.17 0.05 I11 11 11 1 Crit Moves: **** **** **** **** Level Of Service Module: Green/Cycle: 0.12 0.31 0.31 0.07 0.26 0.26 0.26 0.38 0.38 0.06 0.18 0.18 Delay/Veh: 3.6 33.8 33.8 2.2 197 196.8 6.9 6.9 6.9 46.3 46.3 46.3 Volume/Cap: 0.95 0.66 0.18 0.66 0.60 0.95 0.95 0.88 0.19 0.88 0.95 0.28 Delay 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 1 11 11 11 1 AdjDel/Veh: 3.6 33.8 33.8 2.2 197 196.8 6.9 6.9 6.9 46.3 46.3 46.3 Level Of Service Module: LOS by Move: A E E A F F B B B F F F Delay/Veh: 64.6 22.6 17.3 39.1 23.9 49.1 46.7 28.8 14.2 68.3 45.6 24.5 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 64.6 19.2 14.7 39.1 20.3 41.7 46.7 24.5 12.1 68.3 38.8 20.9 Queue: 8 8 2 2 6 12 14 16 2 4 19 2 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 7 04/22/1997 14:39 Filename: TIG.OUT Page 8 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 5-1 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 6-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation ReportLevel Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #142 Greenburg Rd/Washington Square Rd Intersection #158 Hall Blvd/Locust Street Cycle (sec): 100 Critical Vol./Cap. (X) : 0.728 Cycle (sec): 80 Critical Vol./Cap. (X) : 0.859 Loss Time (sec) : 0 Average Delay (sec/veh) : 23.2 Loss Time (sec) : 12 Average Delay (sec/veh) : 19.8 Optimal Cycle: 84 Level Of Service: C Optimal Cycle: 84 Level Of Service: C Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I 1 II II II Control: Split Phase Split Phase Split Phase Split Phase Control: Protected Protected Permitted Permitted Rights: Include Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 1 0 1 0 1 0 1 1 0 0 1 0 0 2 1 0 1! 0 0 Lanes: 1 0 1 0 1 1 0 0 1 0 0 1 0 0 1 0 1 0 0 1 II II II I 1 II II II Volume Module: Volume Module: Base Vol: 464 497 44 25 617 50 56 15 408 306 32 22 Base Vol: 99 568 130 57 549 21 21 190 245 91 80 34 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 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 Bete: 464 497 44 25 617 50 56 15 408 306 32 22 Initial Bse: 99 568 130 57 549 21 21 190 245 91 80 34 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 464 497 44 25 617 50 56 15 408 306 32 22 initial Fut: 99 568 130 57 549 21 21 190 245 91 80 34 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 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 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: 494 529 47 27 656 53 60 16 434 326 34 23 PHF Volume: 112 641 147 64 620 24 24 214 277 103 90 38 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 494 529 47 27 656 53 60 16 434 326 34 23 Reduced Vol: 112 641 147 64 620 24 24 214 277 103 90 38 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 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: 1.05 1.00 1.00 1.00 1.05 1.05 1.00 1.00 1.05 1.05 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.: 518 529 47 27 689 56 60 16 456 342 34 23 Final Vol.: 112 641 147 64 620 24 24 214 277 103 90 38 II II II I I 11 II II Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.92 0.99 0.99 0.95 0.99 0.99 0.95 0.95 0.74 0.95 0.95 0.95 Adjustment: 0.95 0.99 0.85 0.95 0.99 0.99 0.98 0.98 0.85 0.36 0.36 0.84 Lanes: 1.48 1.40 0.12 1.00 1.85 0.15 0.79 0.21 2.00 1.75 0.15 0.10 Lanes: 1.00 1.00 1.00 1.00 0.96 0.04 0.10 0.90 1.00 0.53 0.47 1.00 Final Sat.: 2431 2483 221 1701 3280 267 1351 360 2673 2979 254 172 Final Sat.: 1701 1791 1522 1701 1707 66 177 1578 1522 342 299 1515 1 II II it 1 I II II II I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.21 0.21 0.21 0.02 0.21 0.21 0.04 0.04 0.17 0.11 0.13 0.13 Vol/Sat: 0.07 0.36 0.10 0.04 0.36 0.36 0.14 0.14 0.18 0.30 0.30 0.03 Crit Moves: **** **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.29 0.29 0.29 0.29 0.29 0.29 0.23 0.23 0.23 0.18 0.18 0.18 Green/Cycle: 0.08 0.45 0.45 0.05 0.42 0.42 0.35 0.35 0.35 0.35 0.35 0.35 Volume/Cap: 0.73 0.73 0.73 0.05 0.73 0.73 0.19 0.19 0.73 0.62 0.73 0.73 Volume/Cap: 0.86 0.79 0.21 0.79 0.86 0.86 0.39 0.39 0.52 0.86 0.86 0.07 I II II II I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 25.4 25.4 25.4 19.5 26.2 26.2 23.3 23.3 29.8 29.9 32.6 32.6 Delay/Veh: 54.9 18.0 10.1 54.6 22.8 22.8 15.1 15.1 16.4 36.7 36.7 13.2 Delay 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 Delay 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 ProgAdjFctr: 0.85 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 AdjDel/Veh: 21.6 21.6 21.6 19.5 22.3 22.3 19.8 19.8 25.3 25.4 27.7 27.7 AdjDel/Veh: 54.9 15.3 8.6 54.6 19.4 19.4 12.8 12.8 14.0 31.2 31.2 11.2 Queue: 28 28 28 1 19 19 2 2 12 11 11 11 Queue: 4 13 2 2 15 15 4 4 5 5 5 1 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 1 04/22/1997 14:39 Filename: TIG.OUT Page 9 04/22/1997 14:39 Filename: TIG.OUT Page 10 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 7-1 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 8-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1994 HCM Uneignalized Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #174 Greenburg Rd/Oak St Intersection #207 Greenburg Rd/Tiedeman Ave Average Delay (sec/veh) : 0.2 Worst Case Level Of Service: C Cycle (sec): 100 Critical Vol./Cap. (X) : 0.914 Loss Time (sec): 12 Average Delay (sec/veh) : 19.9 Approach: North Bound South Bound East Bound West Bound Optimal Cycle: 116 Level Of Service: C Movement: L - T - R L - T - R L - T - R L - T - R I II II II I Approach: North Bound South Bound East Bound West Bound Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II II I Lanes: 0 0 1 1 0 0 1 1 1 0 0 0 0 0 0 0 0 0 0 1 Control: Protected Permitted Protected Protected I II II II I Rights: Include Ovl Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 0 1146 153 10 1449 0 0 0 0 0 0 51 Lanes: 1 0 1 0 0 0 0 1 0 1 1 0 0 0 1 0 0 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 I II II II Initial Bse: 0 1146 153 10 1449 0 0 0 0 0 0 51 Volume Module: Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 185 399 0 0 604 1065 398 0 105 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 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 Fut: 0 1146 153 10 1449 0 0 0 0 0 0 51 Initial Bse: 185 399 0 0 604 1065 398 0 105 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 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Adj: 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Volume: 0 1240 166 11 1568 0 0 0 0 0 0 55 Initial Fut: 185 399 0 0 604 1065 398 0 105 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 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 Final Vol.: 0 1240 166 11 1568 0 0 0 0 0 0 55 PHF 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 Adjusted Volume Module: PHF Volume: 185 399 0 0 604 1065 398 0 105 0 0 0 Grade: Ot Ot 0% Ot Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 t Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Reduced Vol: 185 399 0 0 604 1065 398 0 105 0 0 0 t Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx 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 PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10 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 Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Final Vol.: 185 399 0 0 604 1065 398 0 105 0 0 0 Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx I II II II Adj Vol.: 0 1240 166 12 1568 0 0 0 0 0 0 61 Saturation Flow Module: Critical Gap Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 2.6 Adjustment: 0.95 1.00 1.00 1.00 1.00 0.85 0.95 1.00 0.85 1.00 1.00 1.00 Critical Gp:xxxxx xxxx xxxxx 5.5 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 5.5 Lanes: 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 I II II II I Final Sat.: 1710 1800 0 0 1800 1530 1710 0 1530 0 0 0 Capacity Module: III II II I Cnflict Vol: xxxx xxxx xxxxx 1406 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 703 Capacity Analysis Module: Potent Cap.: xxxx xxxx xxxxx 302 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 610 Vol/Sat: 0.11 0.22 0.00 0.00 0.34 0.70 0.23 0.00 0.07 0.00 0.00 0.00 Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 1.00 Crit Moves: **** **** **** Move Cap.: xxxx xxxx xxxxx 302 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 610 Green/Cycle: 0.12 0.63 0.00 0.00 0.51 0.76 0.25 0.00 0.25 0.00 0.00 0.00 I II II II I Volume/Cap: 0.91 0.35 0.00 0.00 0.66 0.91 0.91 0.00 0.27 0.00 0.00 0.00 Level Of Service Module: III II II I Stopped Del:xxxxx xxxx xxxxx 12.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 6.5 Level Of Service Module: LOS by Move: * * * C * * * * * * * B Delay/Veh: 61.5 6.9 0.0 0.0 15.2 15.1 44.3 0.0 22.8 0.0 0.0 0.0 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Delay 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 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx AdjDel/Veh: 61.5 5.9 0.0 0.0 12.9 12.8 44.3 0.0 19.3 0.0 0.0 0.0 Shared LOS: * * * * * * * * * * * * Queue: 7 5 0 0 13 27 13 0 2 0 0 0 ApproachDel: 0.0 0.1 0.0 6.5 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 11 04/22/1997 14:39 Filename: TIG.OUT Page 12 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 9-1 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 10-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #212 Main/Greenburg/ORE 99W Intersection #265 Hall Blvd/ORE 99W Cycle (sec): 140 Critical Vol./Cap. (X): 0.847 Cycle (sec): 140 Critical Vol./Cap. (X) : 0.908 Loss Time (sec): 16 Average Delay (sec/veh): 30.3 Loss Time (sec): 16 Average Delay (sec/veh) : 34.5 Optimal Cycle: 114 Level Of Service: D Optimal Cycle: 145 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II Control: Split Phase Split Phase Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Ovl Ovl Include Include Rights: Ovl Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 0 1 0 0 1 0 1 0 0 1 1 0 1 1 0 1 0 2 0 1 Lanes: 0 1 0 0 1 1 0 0 1 0 1 0 1 1 0 1 0 2 0 1 I II II II I I I I I I I I Volume Module: Volume Module: Base Vol: 8 130 295 155 106 376 183 911 8 213 1253 253 Base Vol: 96 265 263 204 219 82 202 1050 49 194 1461 95 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 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: 8 130 295 155 106 376 183 911 8 213 1253 253 Initial Bee: 96 265 263 204 219 82 202 1050 49 194 1461 95 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 8 130 295 155 106 376 183 911 8 213 1253 253 Initial Fut: 96 265 263 204 219 82 202 1050 49 194 1461 95 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 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 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: 9 138 313 165 113 400 194 968 9 226 1332 269 PHF Volume: 99 275 273 211 227 85 209 1088 51 201 1514 98 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 9 138 313 165 113 400 194 968 9 226 1332 269 Reduced Vol: 99 275 273 211 227 85 209 1088 51 201 1514 98 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 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 MLP Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.05 1.00 1.05 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.05 1.00 1.05 1.00 Final Vol.: 9 138 313 165 113 400 194 1017 9 226 1398 269 Final Vol.: 99 275 273 211 227 85 209 1142 53 201 1590 98 I II II II I I I I I I I I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.98 0.98 0.83 0.97 0.97 0.85 0.94 0.99 0.99 0.94 0.99 0.84 Adjustment: 1.18 1.18 1.01 1.13 1.15 1.15 1.12 1.17 1.17 1.12 1.18 1.00 Lanes: 0.06 0.94 1.00 0.59 0.41 1.00 1.00 1.98 0.02 1.00 2.00 1.00 Lanes: 0.26 0.74 1.00 1.00 0.73 0.27 1.00 1.91 0.09 1.00 2.00 1.00 Final Sat.: 108 1656 1499 1031 706 1522 1693 3533 31 1693 3564 1515 Final Sat.: 563 1564 1827 2042 1501 562 2021 4026 187 2021 4255 1808 I II Il II I I II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.08 0.08 0.21 0.16 0.16 0.26 0.11 0.29 0.29 0.13 0.39 0.18 Vol/Sat: 0.18 0.18 0.15 0.10 0.15 0.15 0.10 0.28 0.28 0.10 0.37 0.05 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.10 0.10 0.29 0.19 0.19 0.32 0.14 0.41 0.41 0.19 0.46 0.46 Green/Cycle: 0.19 0.19 0.33 0.17 0.17 0.17 0.11 0.39 0.39 0.14 0.41 0.41 Volume/Cap: 0.85 0.85 0.72 0.85 0.85 0.81 0.85 0.70 0.70 0.70 0.85 0.38 Volume/Cap: 0.91 0.91 0.45 0.62 0.91 0.91 0.91 0.73 0.73 0.73 0.91 0.13 I II II II I I I I I I I I Level Of Service Module: Level Of Service Module: Delay/Veh: 67.7 67.7 38.2 54.2 54.2 39.8 61.6 27.2 27.2 45.0 28.3 18.8 Delay/Veh: 58.6 58.6 28.5 43.7 62.5 62.5 71.6 28.9 28.9 50.4 34.7 19.5 Delay 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 Delay 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 ProgAdjFctr: 0.85 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 57.6 57.6 32.5 46.1 46.1 33.8 61.6 23.1 23.1 45.0 24.1 16.0 AdjDel/Veh: 49.9 49.9 24.2 43.7 53.1 53.1 71.6 24.6 24.6 50.4 29.5 16.6 Queue: 7 7 12 12 12 15 9 34 34 9 50 7 Queue: 17 17 8 8 14 14 10 40 40 8 61 2 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 13 04/22/1997 14:39 Filename: TIG.OUT Page 14 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 11-1 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 12-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #270 ORE 217 NB Ramps/ORE 99W Intersection #273 ORE 217 SB Ramps/ORE 99W Cycle (sec) : 140 Critical Vol./Cap. (X): 0.752 Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.834 Loss Time (sec) : 8 Average Delay (sec/veh) : 6.5 Loss Time (sec): 12 Average Delay (sec/veh) : 21.6 Optimal Cycle: 59 Level Of Service: B Optimal Cycle: 96 Level Of Service: C Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I I I I I I I Control: Split Phase Split Phase Permitted Permitted Control: Split Phase Split Phase Protected Protected Rights: Include Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 0 1 0 0 0 0 0 0 0 2 0 1 0 0 2 0 1 Lanes: 0 0 0 0 0 1 1 0 0 1 0 0 2 0 1 1 0 2 0 0 I I I I I I I I I I I I I I Volume Module: Volume Module: Base Vol: 172 0 86 0 0 0 0 1953 389 0 1535 611 Base Vol: 0 0 0 766 16 396 0 1524 206 45 1524 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 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 Bee: 172 0 86 0 0 0 0 1953 389 0 1535 611 Initial Bele: 0 0 0 766 16 396 0 1524 206 45 1524 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 172 0 86 0 0 0 0 1953 389 0 1535 611 Initial Fut: 0 0 0 766 16 396 0 1524 206 45 1524 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 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 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 PHP Volume: 180 0 90 0 0 0 0 2041 406 0 1604 638 PHF Volume: 0 0 0 784 16 405 0 1560 211 46 1560 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 180 0 90 0 0 0 0 2041 406 0 1604 638 Reduced Vol: 0 0 0 784 16 405 0 1560 211 46 1560 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 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 1.05 1.00 1.00 1.05 1.00 MLF Adj: 1.00 1.00 1.00 1.05 1.05 1.00 1.00 1.05 1.00 1.00 1.05 1.00 Final Vol.: 180 0 90 0 0 0 0 2143 406 0 1684 638 Final Vol.: 0 0 0 823 17 405 0 1638 211 46 1638 0 I II II II I I II II II Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.93 1.00 0.83 1.00 1.00 1.00 1.00 0.99 0.84 1.00 0.99 0.84 Adjustment: 1.00 1.00 1.00 0.85 0.85 0.85 1.00 0.99 0.84 0.94 0.99 1.00 Lanes: 1.00 0.00 1.00 0.00 0.00 0.00 0.00 2.00 1.00 0.00 2.00 1.00 Lanes: 0.00 0.00 0.00 1.96 0.04 1.00 0.00 2.00 1.00 1.00 2.00 0.00 Final Sat.: 1676 0 1499 0 0 0 0 3564 1515 0 3564 1515 Final Sat.: 0 0 0 2983 62 1522 0 3564 1515 1693 3564 0 I I I I I I I I I I I I I I I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.11 0.00 0.06 0.00 0.00 0.00 0.00 0.60 0.27 0.00 0.47 0.42 Vol/Sat: 0.00 0.00 0.00 0.28 0.28 0.27 0.00 0.46 0.14 0.03 0.46 0.00 Crit Moves: **** **** Crit Moves: **** **** **** Green/Cycle: 0.14 0.00 0.14 0.00 0.00 0.00 0.00 0.80 0.80 0.00 0.80 0.80 Green/Cycle: 0.00 0.00 0.00 0.33 0.33 0.33 0.00 0.55 0.55 0.03 0.58 0.00 Volume/Cap: 0.75 0.00 0.42 0.00 0.00 0.00 0.00 0.75 0.34 0.00 0.59 0.53 Volume/Cap: 0.00 0.00 0.00 0.83 0.83 0.80 0.00 0.83 0.25 0.83 0.79 0.00 II II II I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 52.2 0.0 42.4 0.0 0.0 0.0 0.0 6.2 3.0 0.0 4.3 4.0 Delay/Veh: 0.0 0.0 0.0 37.2 37.2 38.8 0.0 22.2 12.5 93.7 18.6 0.0 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 52.2 0.0 36.0 0.0 0.0 0.0 0.0 5.2 2.5 0.0 3.6 3.4 AdjDel/Veh: 0.0 0.0 0.0 31.7 31.7 33.0 0.0 18.9 10.6 93.7 15.8 0.0 Queue: 7 0 3 0 0 0 0 43 4 0 25 9 Queue: 0 0 0 32 32 16 0 55 4 3 50 0 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 15 04/22/1997 14:39 Filename: TIG.OUT Page 16 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 13-1 TIG.CMD Tue Apr 22, 1997 15:44:58 Page 14-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #293 Main/Johnson/ORE 99W Intersection #300 Dartmouth St/ORE 99W Cycle (sec): 140 Critical Vol./Cap. (X) : 0.701 Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.892 Loss Time (sec) : 16 Average Delay (sec/veh): 13.2 Loss Time (sec) : 16 Average Delay (sec/veh) : 24.3 Optimal Cycle: 75 Level Of Service: B Optimal Cycle: 135 Level Of Service: C Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II 1 I II I I II II II Control: Split Phase Split Phase Protected Protected Control: Split Phase Split Phase Protected Protected Rights: Include Ovl Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 2 0 0 1 0 0 1 0 0 1 1 0 2 0 1 1 0 1 1 0 Lanes: 1 1 0 0 1 1 0 0 1 0 1 0 2 0 1 1 0 1 1 0 I I I 11 II I I II II II Volume Module: Volume Module: Base Vol: 247 27 12 27 19 55 21 1051 298 32 1474 73 Base Vol: 208 79 43 162 142 55 42 1526 424 53 1624 13 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 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: 247 27 12 27 19 55 21 1051 298 32 1474 73 Initial Bse: 208 79 43 162 142 55 42 1526 424 53 1624 13 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 247 27 12 27 19 55 21 1051 298 32 1474 73 Initial Fut: 208 79 43 162 142 55 42 1526 424 53 1624 13 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 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 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: 265 29 13 29 20 59 23 1126 319 34 1580 78 PHF Volume: 232 88 48 180 158 61 47 1699 472 59 1808 14 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 265 29 13 29 20 59 23 1126 319 34 1580 78 Reduced Vol: 232 88 48 180 158 61 47 1699 472 59 1808 14 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 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: 1.05 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.00 1.00 1.05 1.05 MLF Adj: 1.05 1.05 1.00 1.00 1.00 1.00 1.00 1.05 1.00 1.00 1.05 1.05 Final Vol.: 278 29 13 29 20 59 23 1183 319 34 1659 82 Final Vol.: 243 92 48 180 158 61 47 1784 472 59 1899 15 II II II I I II I I I I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.91 0.94 0.94 0.96 0.96 0.84 0.94 0.98 0.84 0.94 0.98 0.98 Adjustment: 0.96 0.96 0.85 0.94 0.95 0.95 0.94 0.99 0.84 0.94 0.99 0.99 Lanes: 2.00 0.69 0.31 0.59 0.41 1.00 1.00 2.00 1.00 1.00 1.91 0.09 Lanes: 1.45 0.55 1.00 1.00 0.72 0.28 1.00 2.00 1.00 1.00 1.98 0.02 Final Sat.: 3262 1163 521 1018 702 1507 1684 3546 1507 1693 3362 166 Final Sat.: 2507 949 1530 1693 1234 477 1693 3564 1515 1693 3536 28 I II II II I 1 II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.09 0.02 0.02 0.03 0.03 0.04 0.01 0.33 0.21 0.02 0.49 0.49 Vol/Sat: 0.10 0.10 0.03 0.11 0.13 0.13 0.03 0.50 0.31 0.03 0.54 0.54 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.12 0.12 0.12 0.04 0.04 0.06 0.02 0.68 0.68 0.04 0.70 0.70 Green/Cycle: 0.11 0.11 0.11 0.14 0.14 0.14 0.03 0.59 0.59 0.04 0.60 0.60 Volume/Cap: 0.70 0.21 0.21 0.70 0.70 0.65 0.70 0.49 0.31 0.49 0.70 0.70 Volume/Cap: 0.89 0.89 0.29 0.74 0.89 0.89 0.89 0.85 0.53 0.85 0.89 0.89 I II I I II I I II II I I Level Of Service Module: Level Of Service Module: Delay/Veh: 48.6 42.2 42.2 67.5 67.5 59.0 82.2 8.2 6.9 54.1 9.8 9.8 Delay/Veh: 62.6 62.6 43.9 51.4 66.2 66.2 109.6 20.1 13.3 89.2 21.9 21.9 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 48.6 35.8 35.8 57.3 57.3 50.1 82.2 7.0 5.8 54.1 8.4 8.4 AdjDel/Veh: 53.2 53.2 37.3 51.4 56.3 56.3 109.6 17.1 11.3 89.2 18.6 18.6 Queue: 11 1 1 2 2 3 1 22 5 1 40 40 Queue: 15 15 2 7 10 10 3 58 11 3 67 67 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 17 04/22/1997 14:39 Filename: TIG.OUT Page 18 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 15-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 16-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #303 72nd Ave/ORE 99W Intersection #306 68th Pkwy/ORE 99W Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.926 Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.834 Loss Time (sec): 12 Average Delay (sec/veh): 25.6 Loss Time (sec): 12 Average Delay (sec/veh): 17.6 Optimal Cycle: 149 Level Of Service: D Optimal Cycle: 96 Level Of Service: C Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I I I I I I I Control: Permitted Permitted Protected Protected Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 0 1 0 1 0 0 1 1 0 2 0 1 2 0 1 1 0 Lanes: 1 0 0 1 0 1 0 0 1 0 1 0 1 1 0 1 0 1 1 0 I I I I I I I I I II II II Volume Module: Volume Module: Base Vol: 92 102 168 136 70 121 93 1461 54 103 1517 55 Base Vol: 155 92 84 166 77' 22 12 1628 116 56 1861 24 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 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: 92 102 168 136 70 121 93 1461 54 103 1517 55 Initial Bse: 155 92 84 166 77 22 12 1628 116 56 1861 24 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 92 102 168 136 70 121 93 1461 54 103 1517 55 Initial Fut: 155 92 84 166 77 22 12 1628 116 56 1861 24 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 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 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 Volume: 102 113 185 150 77 134 103 1613 60 114 1674 61 PHF Volume: 155 92 84 166 77 22 12 1628 116 56 1861 24 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 102 113 185 150 77 134 103 1613 60 114 1674 61 Reduced Vol: 155 92 84 166 77 22 12 1628 116 56 1861 24 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 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 1.05 1.00 1.05 1.05 1.05 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.05 1.00 1.05 1.05 Final Vol.: 102 113 185 150 77 134 103 1693 60 119 1758 64 Final Vol.: 155 92 84 166 77 22 12 1709 122 56 1954 25 I I I I I II I I II II II Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.32 1.00 0.85 0.47 0.47 0.85 0.94 0.99 0.84 0.91 0.98 0.98 Adjustment: 0.70 0.93 0.93 0.45 0.81 0.81 0.95 0.99 0.99 0.95 1.00 1.00 Lanes: 1.00 1.00 1.00 0.66 0.34 1.00 1.00 2.00 1.00 2.00 1.93 0.07 Lanes: 1.00 0.52 0.48 1.00 0.78 0.22 1.00 1.87 0.13 1.00 1.97 0.03 Final Sat.: 576 1800 1530 556 286 1522 1693 3564 1515 3279 3404 124 Final Sat.: 1260 875 799 807 1127 322 1710 3327 237 1710 3555 45 I I I I I I I I I II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.18 0.06 0.12 0.27 0.27 0.09 0.06 0.48 0.04 0.04 0.52 0.52 Vol/Sat: 0.12 0.11 0.11 0.21 0.07 0.07 0.01 0.51 0.51 0.03 0.55 0.55 Crit Moves: **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.29 0.29 0.29 0.29 0.29 0.29 0.07 0.58 0.58 0.04 0.56 0.56 Green/Cycle: 0.21 0.21 0.21 0.21 0.21 0.21 0.01 0.66 0.66 0.04 0.69 0.69 Volume/Cap: 0.61 0.22 0.42 0.93 0.93 0.30 0.93 0.82 0.07 0.82 0.93 0.93 Volume/Cap: 0.59 0.50 0.50 0.98 0.33 0.33 0.70 0.78 0.78 0.82 0.80 0.80 II II II I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 36.8 28.6 30.8 63.8 63.8 29.4 93.8 19.9 9.8 70.3 27.5 27.5 Delay/Veh: 40.3 38.1 38.1 89.1 35.9 35.9 100.7 13.9 13.9 84.6 12.7 12.7 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 36.8 24.3 26.2 54.2 54.2 25.0 93.8 16.9 8.3 70.3 23.4 23.4 AdjDel/Veh: 40.3 32.4 32.4 89.1 30.5 30.5 100.7 11.8 11.8 84.6 10.8 10.8 Queue: 4 3 6 11 11 4 6 54 1 6 69 69 Queue: 6 6 6 9 3 3 1 51 51 3 54 54 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 19 04/22/1997 14:39 Filename: TIG.OUT Page 20 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 17-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 18-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1994 HCM 4-Way Stop Method (Future Volume Alternative) 1994 HCM 4-Way Stop Method (Future Volume Alternative) Intersection #314 72nd Ave/Dartmouth St Intersection #317 68th Pkwy/Dartmouth St Cycle (sec): 1 Critical Vol./Cap. (X) : 1.438 Cycle (sec) : 1 Critical Vol./Cap. (X) : 1.055 Loss Time (sec): 0 Average Delay (sec/veh) : 79.9 Loss Time (sec) : 0 Average Delay (sec/veh) : 25.8 Optimal Cycle: 0 Level Of Service: F Optimal Cycle: 0 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II Control: Stop Sign Stop Sign Stop Sign Stop Sign Control: Stop Sign Stop Sign Stop Sign Stop Sign Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 1 0 0 1 0 1 0 0 1 0 1 0 1 0 1 1 0 0 1 0 Lanes: 1 0 1 0 1 1 0 0 1 0 1 0 1 0 1 0 1 0 0 1 I II II II I I II II II Volume Module: Volume Module: Base Vol: 114 210 45 81 145 23 45 346 119 122 213 46 Base Vol: 21 131 123 151 71 135 132 292 24 70 159 50 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 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 Bee: 114 210 45 81 145 23 45 346 119 122 213 46 Initial Bse: 21 131 123 151 71 135 132 292 24 70 159 50 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 114 210 45 81 145 23 45 346 119 122 213 46 Initial Fut: 21 131 123 151 71 135 132 292 24 70 159 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 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: 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 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: 123 227 49 88 157 25 49 374 129 132 231 50 PHF Volume: 22 138 130 159 75 142 139 308 25 74 168 53 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 123 227 49 88 157 25 49 374 129 132 231 50 Reduced Vol: 22 138 130 159 75 142 139 308 25 74 168 53 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 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 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.: 123 227 49 88 157 25 49 374 129 132 231 50 Final Vol.: 22 138 130 159 75 142 139 308 25 74 168 53 II II II I I I I I I II Saturation Flow Module: Saturation Flow Module: Sat/Lane: 240 240 240 234 234 234 260 260 260 274 274 274 Sat/Lane: 227 227 227 259 259 259 292 292 292 250 250 250 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.82 0.18 1.00 0.86 0.14 1.00 1.00 1.00 1.00 0.82 0.18 Lanes: 1.00 1.00 1.00 1.00 0.35 0.65 1.00 1.00 1.00 0.31 0.69 1.00 Final Sat.: 240 197 43 234 202 32 260 260 260 274 225 49 Final Sat.: 227 227 227 259 90 169 292 292 292 76 174 250 Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.51 1.15 1.15 0.38 0.78 0.78 0.19 1.44 0.50 0.48 1.03 1.03 Vol/Sat: 0.10 0.61 0.57 0.61 0.84 0.84 0.48 1.05 0.09 0.97 0.97 0.21 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** II II II I I II II II I Level Of Service Module: Level Of Service Module: Delay/Veh: 7.0 79.0 79.0 4.2 19.2 19.2 2.0 237 6.6 6.2 49.3 49.3 Delay/Veh: 1.4 10.1 8.8 10.3 24.1 24.1 6.1 55.0 1.4 39.6 39.6 2.2 Delay 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 Delay 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: 7.0 79.0 79.0 4.2 19.2 19.2 2.0 237 6.6 6.2 49.3 49.3 AdjDel/Veh: 1.4 10.1 8.8 10.3 24.1 24.1 6.1 55.0 1.4 39.6 39.6 2.2 LOS by Move: B F F A C C A F B B F F LOS by Move: A C B C D D B F A E E A Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 21 04/22/1997 14:39 Filename: TIG.OUT Page 22 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 19-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 20-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1994 HCM 4-Way Stop Method (Future Volume Alternative) Intersection #322 72nd Ave/Hampton St Intersection #326 68th Pkwy/Atlanta St/Haines Rd Cycle (sec) : 100 Critical Vol./Cap. (X): 0.413 Cycle (sec): 1 Critical Vol./Cap. (X): 1.081 Loss Time (sec) : 12 Average Delay (sec/veh): 13.4 Loss Time (sec) : 0 Average Delay (sec/veh) : 25.1 Optimal Cycle: 48 Level Of Service: B Optimal Cycle: 0 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I 1 II II II 1 Control: Protected Protected Split Phase Split Phase Control: Stop Sign Stop Sign Stop Sign Stop Sign Rights: Ovl Include Include Ovl Rights: Ignore Include Include Include Min. Green: 0 15 15 6 15 0 0 0 0 15 0 15 Lanes: 0 1 0 0 1 0 0 11 0 0 0 1 0 0 1 1 0 1 0 1 Lanes: 0 0 1 0 1 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 I II II II I I II II II I Volume Module: Volume Module: Base Vol: 5 47 479 113 99 7 6 81 17 329 69 130 Base Vol: 0 277 199 13 256 0 0 0 0 345 0 23 Growth Adj: 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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: 5 47 0 113 99 7 6 81 17 329 69 130 Initial Bse: 0 277 199 13 256 0 0 0 0 345 0 23 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 5 47 0 113 99 7 6 81 17 329 69 130 Initial Fut: 0 277 199 13 256 0 0 0 0 345 0 23 User Adj: 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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: 0.92 0.92 0.00 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 PHF 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 Volume: 5 51 0 123 108 8 7 88 19 359 75 142 PHF Volume: 0 277 199 13 256 0 0 0 0 345 0 23 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 5 51 0 123 108 8 7 88 19 359 75 142 Reduced Vol: 0 277 199 13 256 0 0 0 0 345 0 23 PCE Adj: 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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 0.00 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.: 5 51 0 123 108 8 7 88 19 359 75 142 Final Vol.: 0 277 199 13 256 0 0 0 0 345 0 23 I 11 11 II 1 II II II 1 Saturation Flow Module: Saturation Flow Module: Sat/Lane: 279 279 279 516 516 516 226 226 226 332 332 332 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adjustment: 1.00 1.00 0.85 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.85 Lanes: 0.09 0.91 1.00 0.52 0.45 0.03 0.07 0.93 1.00 1.00 1.00 1.00 Lanes: 0.00 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 0.00 1.00 Final Sat.: 25 254 279 266 233 17 17 209 226 332 332 332 Final Sat.: 0 1800 1530 1710 1800 0 0 0 0 1710 0 1530 I 11 II II I II II 11 1 Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.20 0.20 0.00 0.46 0.46 0.46 0.42 0.42 0.08 1.08 0.23 0.43 Vol/Sat: 0.00 0.15 0.13 0.01 0.14 0.00 0.00 0.00 0.00 0.20 0.00 0.02 Crit Moves: **** **** **** **** Crit Moves: **** **** **** I II 11 11 Green/Cycle: 0.00 0.35 0.82 0.06 0.41 0.00 0.00 0.00 0.00 0.47 0.00 0.53 Level Of Service Module: Volume/Cap: 0.00 0.43 0.16 0.13 0.34 0.00 0.00 0.00 0.00 0.43 0.00 0.03 Delay/Veh: 2.1 2.1 0.0 5.8 5.8 5.8 4.9 4.9 1.4 60.9 2.4 5.1 II II 11 1 Delay 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 Level Of Service Module: AdjDel/Veh: 2.1 2.1 0.0 5.8 5.8 5.8 4.9 4.9 1.4 60.9 2.4 5.1 Delay/Veh: 0.0 19.0 1.4 33.9 15.3 0.0 0.0 0.0 0.0 13.9 0.0 8.7 LOS by Move: A A * B B B A A A F A B Delay 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 ProgAdjFctr: 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 19.0 1.4 33.9 15.3 0.0 0.0 0.0 0.0 13.9 0.0 8.7 Queue: 0 6 1 0 5 0 0 0 0 6 0 0 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 23 04/22/1997 14:39 Filename: TIG.OUT Page 24 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 21-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 22-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #346 Hall Blvd/Hunziker St Intersection #349 Hall Blvd/Burnham St Cycle (sec): 80 Critical Vol./Cap. (X): 0.616 Cycle (sec): 80 Critical Vol./Cap. (X) : 0.544 Loss Time (sec): 16 Average Delay (sec/veh): 14.0 Loss Time (sec): 12 Average Delay (sec/veh): 13.0 Optimal Cycle: 56 Level Of Service: B Optimal Cycle: 42 Level Of Service: B Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R II II II I I II II II Control: Protected Protected Split Phase Split Phase Control: Protected Permitted Protected Protected Rights: Include Include Include Include Rights: Include Include Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 1 0 0 1 Lanes: 1 0 1 0 0 0 0 1 0 1 1 0 0 1 0 0 0 0 0 0 I II 11 II I I 11 II II Volume Module: Volume Module: Base Vol: 19 412 75 70 512 1 1 0 0 297 2 138 Base Vol: 165 500 0 0 372 34 65 1 243 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 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: 19 412 75 70 512 1 1 0 0 297 2 138 Initial Bse: 165 500 0 0 372 34 65 1 243 0 0 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 19 412 75 70 512 1 1 0 0 297 2 138 Initial Fut: 165 500 0 0 372 34 65 1 243 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 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: 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: 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 Volume: 19 412 75 70 512 1 1 0 0 297 2 138 PHF Volume: 165 500 0 0 372 34 65 1 243 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 19 412 75 70 512 1 1 0 0 297 2 138 Reduced Vol: 165 500 0 0 372 34 65 1 243 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 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 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.: 19 412 75 70 512 1 1 0 0 297 2 138 Final Vol.: 165 500 0 0 372 34 65 1 243 0 0 0 I II II II I I II II II Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.95 0.98 0.98 0.95 1.00 1.00 1.00 1.00 1.00 0.95 0.95 0.85 Adjustment: 0.95 1.00 1.00 1.00 1.00 0.85 0.85 0.85 0.85 1.00 1.00 1.00 Lanes: 1.00 0.85 0.15 1.00 0.99 0.01 1.00 0.00 0.00 0.99 0.01 1.00 Lanes: 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.01 0.99 0.00 0.00 0.00 Final Sat.: 1710 1492 272 1710 1796 4 1800 0 0 1699 11 1530 Final Sat.: 1710 1800 0 0 1800 1530 1530 6 1524 0 0 0 I II II II I I II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.01 0.28 0.28 0.04 0.29 0.28 0.00 0.00 0.00 0.17 0.17 0.09 Vol/Sat: 0.10 0.28 0.00 0.00 0.21 0.02 0.04 0.16 0.16 0.00 0.00 0.00 Crit Moves: **** **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.02 0.45 0.45 0.07 0.50 0.50 0.00 0.00 0.00 0.28 0.28 0.28 Green/Cycle: 0.18 0.56 0.00 0.00 0.38 0.38 0.29 0.29 0.29 0.00 0.00 0.00 Volume/Cap: 0.57 0.62 0.62 0.62 0.57 0.57 0.62 0.00 0.00 0.62 0.62 0.32 Volume/Cap: 0.54 0.50 0.00 0.00 0.54 0.06 0.14 0.54 0.54 0.00 0.00 0.00 II II II I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 44.0 13.8 13.8 34.2 11.5 11.5 168.5 0.0 0.0 20.6 20.6 17.3 Delay/Veh: 24.3 8.6 0.0 0.0 15.4 12.0 15.9 19.1 19.1 0.0 0.0 0.0 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 44.0 11.7 11.7 34.2 9.8 9.8 168.5 0.0 0.0 17.5 17.5 14.7 AdjDel/Veh: 24.3 7.3 0.0 0.0 13.1 10.2 15.9 16.3 16.3 0.0 0.0 0.0 Queue: 1 9 9 2 8 8 0 0 0 6 6 2 Queue: 4 7 0 0 7 0 1 5 5 0 0 0 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 25 04/22/1997 14:39 Filename: TIG.OUT Page 26 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 23-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 24-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #378 72nd Ave/Hunziker St Intersection #379 ORE 217 SB Ramps/72nd Ave/yarns Cycle (sec) : 100 Critical Vol./Cap. (X): 0.930 Cycle (sec) : 100 Critical Vol./Cap. (X) : 0.991 Loss Time (sec) : 12 Average Delay (sec/veh) : 22.7 Loss Time (sec): 12 Average Delay (sec/veh) : 36.2 Optimal Cycle: 126 Level Of Service: C Optimal Cycle: 179 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I I I I I I I I I I I I I I I Control: Protected Protected Split Phase Split Phase Control: Protected Protected Permitted Permitted Rights: Include Include Ovl Include Rights: Include Include Include Ovl Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 6 15 15 6 15 15 6 15 15 6 15 15 Lanes: 1 0 1 0 0 0 0 0 1 0 1 0 0 0 1 0 0 0 0 0 Lanes: 1 0 1 0 1 1 0 0 1 0 0 0 11 0 0 0 1 0 0 1 I I I I I I I I I I I I I I I Volume Module: Volume Module: Base Vol: 129 789 0 0 591 305 229 0 347 0 0 0 Base Vol: 1 786 225 264 637 21 23 8 5 354 10 81 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 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: 129 789 0 0 591 305 229 0 347 0 0 0 Initial Bse: 1 786 225 264 637 21 23 8 5 354 10 81 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 129 789 0 0 591 305 229 0 347 0 0 0 Initial Fut: 1 786 225 264 637 21 23 8 5 354 10 81 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 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: 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 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: 141 859 0 0 644 .332 249 0 378 0 0 0 PHF Volume: 1 828 237 278 671 22 24 8 5 373 11 85 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 141 859 0 0 644 332 249 0 378 0 0 0 Reduced Vol: 1 828 237 278 671 22 24 8 5 373 11 85 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 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 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.: 141 859 0 0 644 332 249 0 378 0 0 0 Final Vol.: 1 828 237 278 671 22 24 8 5 373 11 85 I II II II I I II II II I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 1.03 1.09 1.10 1.10 0.92 0.92 1.03 1.10 0.93 1.10 1.10 1.10 Adjustment: 0.94 0.98 0.84 0.94 0.98 0.98 0.15 0.15 0.15 0.89 0.89 0.83 Lanes: 1.00 1.00 0.00 0.00 0.66 0.34 1.00 0.00 1.00 0.00 0.00 0.00 Lanes: 1.00 1.00 1.00 1.00 0.97 0.03 0.65 0.22 0.13 0.97 0.03 1.00 Final Sat.: 1862 1960 0 0 1088 561 1862 0 1666 0 0 0 Final Sat.: 1684 1773 1507 1684 1717 56 180 60 38 1551 46 1492 I II II II I I I I I I I I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.08 0.44 0.00 0.00 0.59 0.59 0.13 0.00 0.23 0.00 0.00 0.00 Vol/Sat: 0.00 0.47 0.16 0.17 0.39 0.39 0.13 0.13 0.13 0.24 0.24 0.06 Crit Moves: **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.08 0.72 0.00 0.00 0.64 0.64 0.16 0.00 0.24 0.00 0.00 0.00 Green/Cycle: 0.06 0.47 0.47 0.17 0.58 0.58 0.24 0.24 0.24 0.24 0.24 0.41 Volume/Cap: 0.93 0.61 0.00 0.00 0.93 0.93 0.82 0.00 0.93 0.00 0.00 0.00 Volume/Cap: 0.01 0.99 0.33 0.99 0.68 0.68 0.55 0.55 0.55 0.99 0.99 0.14 I I I I I I I I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 72.3 6.0 0.0 0.0 22.5 22.5 42.1 0.0 48.2 0.0 0.0 0.0 Delay/Veh: 33.6 42.0 12.7 70.6 12.4 12.4 31.7 31.7 31.7 61.7 61.7 14.1 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 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: 72.3 5.1 0.0 0.0 19.2 19.2 42.1 0.0 40.9 0.0 0.0 0.0 AdjDel/Veh: 33.6 42.0 12.7 70.6 12.4 12.4 31.7 31.7 31.7 61.7 61.7 14.1 Queue: 6 12 0 0 28 28 8 0 13 0 0 0 Queue: 0 29 4 12 14 14 1 1 1 15 15 1 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 27 04/22/1997 14:39 Filename: TIG.OUT Page 28 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 25-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 26-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #385 ORE 217 NB Ramps/72nd Ave Intersection #410 72nd Ave/Bonita Rd Cycle (sec) : 100 Critical Vol./Cap. (X): 0.989 Cycle (sec) : 120 Critical Vol./Cap. (X) : 0.890 Loss Time (sec) : 12 Average Delay (sec/veh) : 29.6 Loss Time (sec) : 16 Average Delay (sec/veh) : 37.9 Optimal Cycle: 176 Level Of Service: D Optimal Cycle: 124 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I I I I I I I Control: Protected Protected Split Phase Split Phase Control: Prot+Permit Prot+Permit Prot+Permit Prot+Permit Rights: Include Include Include Ovl Rights: Include Ovl Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 6 15 15 6 15 15 5 15 15 5 15 15 Lanes: 0 0 0 1 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 I I I I I I I I I II II II Volume Module: Volume Module: Base Vol: 0 471 531 173 722 0 0 0 0 194 0 133 Base Vol: 321 424 71 212 351 308 88 367 163 37 426 62 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 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 Bee: 0 471 531 173 722 0 0 0 0 194 0 133 Initial Bse: 321 424 71 212 351 308 88 367 163 37 426 62 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 471 531 173 722 0 0 0 0 194 0 133 Initial Fut: 321 424 71 212 351 308 88 367 163 37 426 62 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 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 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: 0 526 593 193 807 0 0 0 0 217 0 149 PHF Volume: 343 453 76 226 375 329 94 392 174 39 455 66 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 526 593 193 807 0 0 0 0 217 0 149 Reduced Vol: 343 453 76 226 375 329 94 392 174 39 455 66 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 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 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.: 0 526 593 193 807 0 0 0 0 217 0 149 Final Vol.: 343 453 76 226 375 329 94 392 174 39 455 66 I I I I I I I I I I I I I I I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 1.15 0.94 0.94 1.08 1.14 1.15 1.15 1.15 1.15 1.07 1.15 0.95 Adjustment: 0.98 1.01 0.96 0.98 1.03 0.88 0.99 0.99 0.84 0.99 0.97 0.97 Lanes: 0.00 0.47 0.53 1.00 1.00 0.00 0.00 0.00 0.00 1.00 0.00 1.00 Lanes: 1.00 0.85 0.15 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.87 0.13 Final Sat.: 0 800 901 1947 2049 0 0 0 0 1917 0 1716 Final Sat.: 1768 1550 260 1768 1861 1582 1786 1782 1515 1786 1525 221 I II II II I I II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.00 0.66 0.66 0.10 0.39 0.00 0.00 0.00 0.00 0.11 0.00 0.09 Vol/Sat: 0.19 0.29 0.29 0.13 0.20 0.21 0.05 0.22 0.11 0.02 0.30 0.30 Crit Moves: **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.00 0.67 0.67 0.10 0.77 0.00 0.00 0.00 0.00 0.11 0.00 0.21 Green/Cycle: 0.23 0.33 0.33 0.14 0.24 0.30 0.06 0.35 0.58 0.04 0.34 0.34 Volume/Cap: 0.00 0.99 0.99 0.99 0.51 0.00 0.00 0.00 0.00 0.99 0.00 0.40 Volume/Cap: 0.85 0.89 0.89 0.89 0.82 0.69 0.89 0.62 0.20 0.52 0.89 0.89 I I I I I I I I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 0.0 30.6 30.6 80.5 3.7 0.0 0.0 0.0 0.0 77.2 0.0 26.1 Delay/Veh: 44.7 40.0 40.0 53.9 40.7 30.7 65.2 25.9 9.1 47.9 39.8 39.8 Delay 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 Delay 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 ProgAdjFctr: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ProgAdjFctr: 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 30.6 30.6 80.5 3.7 0.0 0.0 0.0 0.0 77.2 0.0 26.1 AdjDel/Veh: 44.7 40.0 40.0 53.9 40.7 30.7 65.2 25.9 9.1 47.9 39.8 39.8 Queue: 0 38 38 9 9 0 0 0 0 9 0 4 Queue: 13 19 19 7 13 10 2 11 3 1 19 19 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 29 04/22/1997 14:39 Filename: TIG.OUT Page 30 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 27-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 28-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #413 Hall Blvd/McDonald St Intersection #415 Hall Blvd/Bonita Rd Cycle (sec) : 100 Critical Vol./Cap. (X) : 1.015 Cycle (sec) : 100 Critical Vol./Cap. (X) : 0.973 Loss Time (sec) : 12 Average Delay (sec/veh): 52.7 Loss Time (sec) : 12 Average Delay (sec/veh) : 21.0 Optimal Cycle: 180 Level Of Service: E Optimal Cycle: 159 Level Of Service: C Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II Control: Protected Protected Permitted Permitted Control: Permitted Protected Split Phase Split Phase Rights: Include Include Ovl Include Rights: Include Include Include Ovl Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 1 0 1 0 0 1 0 1 0 0 0 1 0 0 0 0 1 Lanes: 0 0 1 0 1 1 0 1 0 0 0 0 0 0 0 1 0 0 0 1 I I I I I I I I I I I I I I I Volume Module: Volume Module: Base Vol: 449 545 5 2 771 197 108 0 228 0 0 1 Base Vol: 0 369 124 327 606 0 0 0 0 405 0 608 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 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: 449 545 5 2 771 197 108 0 228 0 0 1 Initial Bse: 0 369 124 327 606 0 0 0 0 405 0 608 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 449 545 5 2 771 197 108 0 228 0 0 1 Initial Fut: 0 369 124 327 606 0 0 0 0 405 0 608 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 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: 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 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: 552 670 6 2 947 242 133 0 280 0 0 1 PHF Volume: 0 395 133 350 648 0 0 0 0 433 0 650 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 552 670 6 2 947 242 133 0 280 0 0 1 Reduced Vol: 0 395 133 350 648 0 0 0 0 433 0 650 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 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 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.: 552 670 6 2 947 242 133 0 280 0 0 1 Final Vol.: 0 395 133 350 648 0 0 0 0 433 0 650 I II II II I I II II II I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 1.15 1.21 1.21 1.15 1.17 1.17 1.20 1.22 1.02 1.22 1.22 0.94 Adjustment: 1.00 0.98 0.84 0.94 0.99 1.00 1.00 1.00 1.00 0.95 1.00 0.85 Lanes: 1.00 0.99 0.01 1.00 0.80 0.20 1.00 0.00 1.00 0.00 0.00 1.00 Lanes: 0.00 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 0.00 1.00 Final Sat.: 2065 2155 19 2065 1680 429 2152 0 1829 0 0 1691 Final Sat.: 0 1773 1507 1693 1782 0 0 0 0 1701 0 1522 I I I I I I I I I II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.27 0.31 0.31 0.00 0.56 0.56 0.06 0.00 0.15 0.00 0.00 0.00 Vol/Sat: 0.00 0.22 0.09 0.21 0.36 0.00 0.00 0.00 0.00 0.25 0.00 0.43 Crit Moves: +*** **** **** Crit Moves: **** **** **** Green/Cycle: 0.25 0.86 0.00 0.00 0.61 0.61 0.04 0.00 0.32 0.00 0.00 0.00 Green/Cycle: 0.00 0.34 0.34 0.27 0.61 0.00 0.00 0.00 0.00 0.27 0.00 0.57 Volume/Cap: 1.07 0.36 xxxx xxxx 0.92 0.92 1.55 0.00 0.48 0.00 0.00 xxxx Volume/Cap: 0.00 0.66 0.26 0.77 0.60 0.00 0.00 0.00 0.00 0.94 0.00 0.75 I I I I I I I I I I I I I I I Level Of Service Module: Level Of Service Module: Delay/Veh: 81.3 1.1 0.0 0.0 21.5 21.5 578.0 0.0 21.2 0.0 0.0 0.0 Delay/Veh: 0.0 23.1 18.2 30.8 9.7 0.0 0.0 0.0 0.0 47.5 0.0 14.8 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 81.3 1.0 0.0 0.0 18.2 18.2 578.0 0.0 18.1 0.0 0.0 0.0 AdjDel/Veh: 0.0 19.6 15.5 30.8 8.3 0.0 0.0 0.0 0.0 47.5 0.0 12.6 Queue: 25 4 0 0 33 33 21 0 6 0 0 0 Queue: 0 10 3 10 11 0 0 0 0 15 0 14 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 31 04/22/1997 14:39 Filename: TIG.OUT Page 32 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 29-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 30-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #428 72nd Ave/Carman Dr Intersection #431 I-5 SB Ramps/Carman Drive Cycle (sec) : 120 Critical Vol./Cap. (X): 0.883 Cycle (sec) : 75 Critical Vol./Cap. (X) : 1.057 Loss Time (sec): 16 Average Delay (sec/veh): 29.4 Loss Time (sec) : 12 Average Delay (sec/veh) : 42.6 Optimal Cycle: 121 Level Of Service: D Optimal Cycle: 180 Level Of Service: E Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I I I I I I I I I I I I I I I Control: Protected Protected Split Phase Split Phase Control: Split Phase Split Phase Protected Protected Rights: Ovl Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 1 0 1 1 0 0 1 0 0 1 0 1 0 1 0 0 1 0 Lanes: 0 0 0 0 0 1 0 0 0 2 0 0 1 1 0 1 0 1 0 0 I II II II I I II II II I Volume Module: Volume Module: Base Vol: 5 365 603 271 362 12 25 101 8 491 33 126 Base Vol: 0 0 0 96 0 520 0 905 850 294 495 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 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: 5 365 603 271 362 12 25 101 8 491 33 126 Initial Bse: 0 0 0 96 0 520 0 905 850 294 495 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 -400 0 0 0 Initial Fut: 5 365 603 271 362 12 25 101 8 491 33 126 Initial Fut: 0 0 0 96 0 520 0 905 450 294 495 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 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: 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 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: 5 399 659 296 396 13 27 110 9 537 36 138 PHF Volume: 0 0 0 107 0 577 0 1004 499 326 549 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 5 399 659 296 396 13 27 110 9 537 36 138 Reduced Vol: 0 0 0 107 0 577 0 1004 499 326 549 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 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 1.05 1.05 1.05 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.05 1.00 1.05 1.05 1.00 1.00 1.00 Final Vol.: 5 399 659 296 396 13 29 116 9 537 36 138 Final Vol.: 0 0 0 107 0 606 0 1055 524 326 549 0 I I I I I I I I I I I I I I I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.94 0.98 0.84 0.93 0.97 0.97 0.98 0.98 0.98 0.94 0.87 0.87 Adjustment: 1.00 1.00 1.00 0.94 1.00 0.74 1.00 0.94 0.94 0.93 0.98 1.00 Lanes: 1.00 1.00 1.00 1.00 0.97 0.03 0.38 1.50 0.12 1.00 0.21 0.79 Lanes: 0.00 0.00 0.00 1.00 0.00 2.00 0.00 1.34 0.66 1.00 1.00 0.00 Final Sat.: 1684 1773 1507 1667 1699 56 661 2644 205 1684 323 1237 Final Sat.: 0 0 0 1693 0 2673 0 2262 1124 1676 1764 0 I II II II I I I I I I I I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.00 0.23 0.44 0.18 0.23 0.23 0.04 0.04 0.04 0.32 0.11 0.11 Vol/Sat: 0.00 0.00 0.00 0.06 0.00 0.23 0.00 0.47 0.47 0.19 0.31 0.00 Crit Moves: **** **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.01 0.25 0.62 0.20 0.45 0.45 0.05 0.05 0.05 0.36 0.36 0.36 Green/Cycle: 0.00 0.00 0.00 0.21 0.00 0.21 0.00 0.44 0.44 0.18 0.63 0.00 Volume/Cap: 0.52 0.88 0.71 0.88 0.52 0.52 0.88 0.88 0.88 0.88 0.31 0.31 Volume/Cap: 0.00 0.00 0.00 0.29 0.00 1.06 0.00 1.06 1.06 1.06 0.50 0.00 I II II II I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 71.3 45.5 13.7 51.5 18.5 18.5 68.8 68.8 68.8 37.5 21.1 21.1 Delay/Veh: 0.0 0.0 0.0 18.9 0.0 68.6 0.0 50.9 50.9 81.0 6.1 0.0 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 71.3 38.7 11.7 51.5 15.7 15.7 58.5 58.5 58.5 37.5 17.9 17.9 AdjDel/Veh: 0.0 0.0 0.0 18.9 0.0 58.3 0.0 43.3 43.3 81.0 5.2 0.0 Queue: 0 15 16 12 10 10 7 7 7 19 4 4 Queue: 0 0 0 2 0 22 0 53 53 13 6 0 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 33 04/22/1997 14:39 Filename: TIG.OUT Page 34 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 31-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 32-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #434 72nd Ave/Upper Boones Ferry Rd Intersection #436 72nd Ave/Durham Rd Cycle (sec) : 100 Critical Vol./Cap. (X): 0.673 Cycle (sec): 60 Critical Vol./Cap. (X): 0.314 Loss Time (sec): 0 Average Delay (sec/veh): 12.0 Loss Time (sec): 12 Average Delay (sec/veh): 8.7 Optimal Cycle: 57 Level Of Service: B Optimal Cycle: 30 Level Of Service: B Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II I Control: Protected Protected Permitted Permitted Control: Protected Permitted Split Phase Split Phase Rights: Include Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 1 0 1 0 0 1 0 0 1 0 0 0 1 0 0 0 1 Lanes: 1 0 1 0 0 0 0 1 0 1 0 0 11 0 0 0 0 0 0 0 I II II II I I II II II I Volume Module: Volume Module: Base Vol: 0 645 9 102 771 1 4 1 0 37 0 283 Base Vol: 109 185 0 0 226 14 7 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 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: 0 645 9 102 771 1 4 1 0 37 0 283 Initial Bse: 109 185 0 0 226 14 7 0 80 0 0 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 645 9 102 771 1 4 1 0 37 0 283 Initial Fut: 109 185 0 0 226 14 7 0 80 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 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 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 Volume: 0 697 10 110 833 1 4 1 0 40 0 306 PHF Volume: 109 185 0 0 226 14 7 0 80 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 697 10 110 833 1 4 1 0 40 0 306 Reduced Vol: 109 185 0 0 226 14 7 0 80 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 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 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.: 0 697 10 110 833 1 4 1 0 40 0 306 Final Vol.: 109 185 0 0 226 14 7 0 80 0 0 0 I II II II I I II II II I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 1.00 0.99 0.99 0.94 0.99 0.99 0.74 0.74 1.00 0.89 1.00 0.83 Adjustment: 0.95 1.00 1.00 1.00 1.00 0.85 0.78 1.00 0.78 1.00 1.00 1.00 Lanes: 1.00 0.99 0.01 1.00 0.99 0.01 0.80 0.20 0.00 1.00 0.00 1.00 Lanes: 1.00 1.00 0.00 0.00 1.00 1.00 0.08 0.00 0.92 0.00 0.00 0.00 Final Sat.: 1800 1757 25 1693 1780 2 1067 267 0 1597 0 1492 Final Sat.: 1710 1800 0 0 1800 1530 113 0 1291 0 0 0 I II II II I I II II II I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.00 0.40 0.40 0.06 0.47 0.47 0.00 0.00 0.00 0.03 0.00 0.21 Vol/Sat: 0.06 0.10 0.00 0.00 0.13 0.01 0.06 0.00 0.06 0.00 0.00 0.00 Crit Moves: **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.00 0.60 0.60 0.10 0.70 0.70 0.30 0.30 0.00 0.30 0.00 0.30 Green/Cycle: 0.20 0.60 0.00 0.00 0.40 0.40 0.20 0.00 0.20 0.00 0.00 0.00 Volume/Cap: 0.00 0.66 0.66 0.66 0.67 0.67 0.01 0.01 0.00 0.08 0.00 0.67 Volume/Cap: 0.31 0.17 0.00 0.00 0.31 0.02 0.31 0.00 0.31 0.00 0.00 0.00 I II II II I I II II II I Level Of Service Module: Level Of Service Module: Delay/Veh: 0.0 11.3 11.3 39.5 7.7 7.7 18.4 18.4 0.0 18.8 0.0 25.8 Delay/Veh: 15.6 4.0 0.0 0.0 9.5 8.3 15.9 0.0 15.9 0.0 0.0 0.0 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 0.0 9.6 9.6 39.5 6.5 6.5 15.7 15.7 0.0 18.8 0.0 21.9 AdjDel/Veh: 15.6 3.4 0.0 0.0 8.1 7.0 13.5 0.0 13.5 0.0 0.0 0.0 Queue: 0 14 14 3 14 14 0 0 0 1 0 8 Queue: 2 1 0 0 3 0 1 0 1 0 0 0 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 35 04/22/1997 14:39 Filename: TIG.OUT Page 36 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 33-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 34-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #439 I-5 NB Ramps/Carman Drive Intersection #452 Upper Boones Ferry Rd/Durham Rd Cycle (sec) : 75 Critical Vol./Cap. (X): 0.961 Cycle (sec) : 90 Critical Vol./Cap. (X) : 0.968 Loss Time (sec) : 12 Average Delay (sec/veh): 31.5 Loss Time (sec): 16 Average Delay (sec/veh): 32.2 Optimal Cycle: 118 Level Of Service: D Optimal Cycle: 139 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I I I I I I I Control: Split Phase Split Phase Split Phase Split Phase Control: Protected Protected Protected Protected Rights: Include Include Include Include Rights: Include Ovl Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 0 1 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 1 Lanes: 1 0 0 1 0 1 0 1 0 1 1 0 1 0 1 1 0 0 1 0 I I I I I I I I I I I I I I I Volume Module: Volume Module: Base Vol: 382 4 228 0 0 0 639 277 0 0 377 49 Base Vol: 299 308 19 67 498 426 282 194 328 36 335 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 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 Bae: 382 4 228 0 0 0 639 277 0 0 377 49 Initial Bse: 299 308 19 67 498 426 282 194 328 36 335 30 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 382 4 228 0 0 0 639 277 0 0 377 49 Initial Fut: 299 308 19 67 498 426 282 194 328 36 335 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 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: 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 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: 436 5 260 0 0 0 729 316 0 0 430 56 PHF Volume: 315 325 20 71 525 449 297 205 346 38 353 32 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 436 5 260 0 0 0 729 316 0 0 430 56 Reduced Vol: 315 325 20 71 525 449 297 205 346 38 353 32 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 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 1.05 1.05 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.: 436 5 260 0 0 0 766 332 0 0 430 56 Final Vol.: 315 325 20 71 525 449 297 205 346 38 353 32 I II II II I I I I I I I I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 1.05 0.84 0.84 1.00 1.00 1.00 0.91 0.91 1.00 1.00 0.99 0.84 Adjustment: 1.03 1.07 1.07 1.03 1.09 0.93 1.03 1.09 0.93 1.03 1.08 1.08 Lanes: 1.00 0.02 0.98 0.00 0.00 0.00 1.40 0.60 0.00 0.00 1.00 1.00 Lanes: 1.00 0.94 0.06 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.92 0.08 Final Sat.: 1884 28 1479 0 0 0 2291 993 0 0 1782 1515 Final Sat.: 1853 1819 112 1862 1960 1666 1862 1960 1666 1862 1779 161 I II II II I I II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.23 0.18 0.18 0.00 0.00 0.00 0.33 0.33 0.00 0.00 0.24 0.04 Vol/Sat: 0.17 0.18 0.18 0.04 0.27 0.27 0.16 0.10 0.21 0.02 0.20 0.20 Crit Moves: **** - **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.24 0.24 0.24 0.00 0.00 0.00 0.35 0.35 0.00 0.00 0.25 0.25 Green/Cycle: 0.18 0.37 0.37 0.08 0.28 0.44 0.16 0.34 0.51 0.03 0.20 0.20 Volume/Cap: 0.96 0.73 0.73 0.00 0.00 0.00 0.96 0.96 0.00 0.00 0.96 0.15 Volume/Cap: 0.97 0.48 0.48 0.48 0.97 0.61 0.97 0.31 0.41 0.62 0.97 0.97 II II II I I I I I I I I Level Of Service Module: Level Of Service Module: Delay/Veh: 45.2 24.9 24.9 0.0 0.0 0.0 31.5 31.5 0.0 0.0 45.1 16.6 Delay/Veh: 58.5 16.8 16.8 32.0 47.1 15.7 59.9 16.9 10.4 43.9 54.1 54.1 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 45.2 21.2 21.2 0.0 0.0 0.0 26.8 26.8 0.0 0.0 38.3 14.1 AdjDel/Veh: 58.5 14.3 14.3 32.0 40.0 13.3 59.9 14.4 8.9 43.9 46.0 46.0 Queue: 13 6 6 0 0 0 28 28 0 0 13 1 Queue: 11 7 7 2 17 9 11 4 5 1 13 13 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 37 04/22/1997 14:39 Filename: TIG.OUT Page 38 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 35-1 TIG.CMD Tue Apr 22, 1997 15:44:59 Page 36-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1994 HCM Unsignalized Method (Future Volume Alternative) Intersection #461 Upper Boones Ferry Rd/Bridgeport Rd Intersection #484 Hall Blvd/Sattler/Ross Cycle (sec): 100 Critical Vol./Cap. (X) : 0.536 Average Delay (sec/veh) : 3.1 Worst Case Level Of Service: E Loss Time (sec): 12 Average Delay (sec/veh): 12.5 Optimal Cycle: 43 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 Approach: North Bound South Bound East Bound West Bound I II II II Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign I II II II I Rights: Include Include Include Include Control: Protected Protected Permitted Permitted Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Rights: Include Include Include Include I II II II Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 1 0 1 0 1 Base Vol: 78 442 5 7 661 167 58 1 38 6 2 2 I II II II I 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 Volume Module: Initial Bse: 78 442 5 7 661 167 58 1 38 6 2 2 Base Vol: 13 470 94 145 550 7 9 9 8 115 32 93 Added Vol: 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Bee: 13 470 94 145 550 7 9 9 8 115 32 93 Initial Fut: 78 442 5 7 661 167 58 1 38 6 2 2 Added Vol: 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 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 Initial Fut: 13 470 94 145 550 7 9 9 8 115 32 93 PHF Volume: 86 488 6 8 730 185 64 1 42 7 2 2 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 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF 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.: 86 488 6 8 730 185 64 1 42 7 2 2 PHF Volume: 13 470 94 145 550 7 9 9 8 115 32 93 Adjusted Volume Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Grade: 0% 0% Ot 0% Reduced Vol: 13 470 94 145 550 7 9 9 8 115 32 93 t Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx 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 t Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx 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 PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10 Final Vol.: 13 470 94 145 550 7 9 9 8 115 32 93 Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx I I II I I I Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Saturation Flow Module: Adj Vol.: 95 488 6 9 730 185 70 1 46 7 2 2 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Critical Gap Module: Adjustment: 0.95 0.97 0.97 0.95 1.00 1.00 0.65 0.93 0.93 1.00 1.00 0.85 MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6 Lanes: 1.00 0.83 0.17 1.00 0.99 0.01 1.00 0.53 0.47 1.00 1.00 1.00 Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5 Final Sat.: 1710 1455 291 1710 1777 23 1170 886 788 1800 1800 1530 I I I I I I I I II Il II I Capacity Module: Capacity Analysis Module: Cnflict Vol: 915 xxxx xxxxx 494 xxxx xxxxx 1410 1410 823 1429 1500 491 Vol/Sat: 0.01 0.32 0.32 0.08 0.31 0.31 0.01 0.01 0.01 0.06 0.02 0.06 Potent Cap.: 628 xxxx xxxxx 997 xxxx xxxxx 162 198 530 157 178 781 Crit Moves: **** **** **** Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.81 0.77 1.00 0.75 0.77 1.00 Green/Cycle: 0.02 0.60 0.60 0.16 0.74 0.74 0.12 0.12 0.12 0.12 0.12 0.12 Move Cap.: 628 xxxx xxxxx 997 xxxx xxxxx 131 153 530 118 138 781 Volume/Cap: 0.42 0.54 0.54 0.54 0.42 0.42 0.06 0.09 0.09 0.54 0.15 0.51 I II II II I II II II I Level Of Service Module: Level Of Service Module: Stopped Del: 6.6 xxxx xxxxx 3.6 xxxx xxxxx 53.0 23.6 7.4 32.4 26.6 4.6 Delay/Veh: 41.7 9.3 9.3 31.1 3.8 3.8 29.7 29.8 29.8 33.5 30.0 33.4 LOS by Move: B * * A * * * * * * Delay 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 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 186 xxxxx xxxx 147 xxxxx AdjDel/Veh: 41.7 7.9 7.9 31.1 3.2 3.2 29.7 25.3 25.3 33.5 25.5 28.4 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 44.6 xxxxx xxxxx 26.5 xxxxx Queue: 0 9 9 4 6 6 0 0 0 3 1 3 Shared LOS: * * * * * * * E * * D ApproachDel: 1.1 0.0 34.8 25.7 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 39 04/22/1997 14:39 Filename: TIG.OUT Page 40 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 37-1 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 38-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Unsignalized Method (Future Volume Alternative) Intersection #490 Hall Blvd/Durham Rd Intersection #538 Burnham Street/Main Street Cycle (sec) : 115 Critical Vol./Cap. (X) : 1.028 Level Of Service: C Loss Time (sec) : 16 Average Delay (sec/veh): 48.1 Optimal Cycle: 180 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 Approach: North Bound South Bound East Bound West Bound I II II II Movement: L - T - R L - T - R L T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled I II II II I Rights: Include Include Include Include Control: Split Phase Split Phase Protected Protected Lanes: 0 0 11 0 0 0 0 11 0 0 0 0 11 0 0 1 0 0 1 0 Rights: Include Ovl Include Ovl I II II II Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 0 0 11 0 0 1 0 1 0 1 1 0 0 1 0 1 0 1 0 1 Base Vol: 72 1 208 3 1 5 8 285 75 169 280 12 I II II I I I 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 Volume Module: - Initial Bse: 72 1 208 3 1 5 8 285 75 169 280 12 Base Vol: 17 25 30 363 5 419 201 461 2 14 842 351 Added Vol: 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Bse: 17 25 30 363 5 419 201 461 2 14 842 351 Initial Fut: 72 1 208 3 1 5 8 285 75 169 280 12 Added Vol: 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF 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 Fut: 17 25 30 363 5 419 201 461 2 14 842 351 PHF Volume: 72 1 208 3 1 5 8 285 75 169 280 12 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 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 Final Vol.: 72 1 208 3 1 5 8 285 75 169 280 12 PHF Volume: 19 28 33 402 6 464 223 511 2 16 932 389 Adjusted Volume Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Grade: 0% 0% 0% Ot Reduced Vol: 19 28 33 402 6 464 223 511 2 16 932 389 t Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx 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 % Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx 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 PCE Adj: 1.10 1.10 1.10 1.10 1.10 1.10 1.10 1.00 1.00 1.10 1.00 1.00 Final Vol.: 19 28 33 402 6 464 223 511 2 16 932 389 Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx I II II II I Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Saturation Flow Module: Adj Vol.: 79 1 229 3 1 6 9 285 75 186 280 12 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Critical Gap Module: » Population: 0 cc » Run Speed(E/W) : 30 MPH cc Adjustment: 0.83 0.83 0.83 1.08 0.99 0.97 0.94 1.09 1.09 0.94 1.05 0.84 RT Rad/Ang: 20.0 ft/90.0 deg 20.0 ft/90.0 deg 20.0 ft/90.0 deg 20.0 ft/90.0 deg Lanes: 0.24 0.35 0.41 1.00 1.00 1.00 1.00 0.99 0.01 1.00 1.00 1.00 Critical Gp: 6.5 6.0 5.5 6.5 6.0 5.5 5.0 xxxx xxxxx 5.0 xxxx xxxxx Final Sat.: 356 524 617 1947 1782 1742 1693 1953 8 1693 1889 1515 I II Il II I II II II I Capacity Module: Capacity Analysis Module: Cnflict Vol: 798 792 323 1032 823 286 292 xxxx xxxxx 360 xxxx xxxxx Vol/Sat: 0.05 0.05 0.05 0.21 0.00 0.27 0.13 0.26 0.26 0.01 0.49 0.26 Potent Cap.: 311 368 765 225 354 800 898 xxxx xxxxx 836 xxxx xxxxx Crit Moves: **** **** *+** **** t Used Cap.: 25.5 0.3 29.9 1.5 0.3 0.7 1.0 xxxx xxxxx 22.2 xxxx xxxxx Green/Cycle: 0.05 0.05 0.05 0.25 0.25 0.42 0.12 0.54 0.54 0.02 0.44 0.69 Impedance: xxxx 1.00 0.78 xxxx 1.00 1.00 1.00 xxxx xxxxx 0.84 xxxx xxxxx Volume/Cap: 1.07 1.07 1.07 0.83 0.01 0.63 1.10 0.48 0.48 0.47 1.12 0.37 Actual Cap.: 262 310 765 148 298 800 898 xxxx xxxxx 836 xxxx xxxxx I II II II I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 150.7 151 150.7 38.7 24.7 21.3 123.9 12.8 12.8 49.4 94.9 5.8 Unused Cap.: 183 309 536 145 297 795 889 xxxx xxxxx 650 xxxx xxxxx Delay 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 LOS by Move: * * * * * * A * * A * * ProgAdjFctr: 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT AdjDel/Veh: 128.1 128 128.1 38.7 21.0 18.1 123.9 10.9 10.9 49.4 80.7 4.9 Shared Cap.: xxxx 511 xxxxx xxxx 301 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Queue: 6 6 6 13 0 12 13 10 10 1 53 5 Unused Cap.: xxxx 202 xxxxx xxxx 292 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared LOS: * C * * C * * * * * * Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 41 04/22/1997 14:39 Filename: TIG.OUT Page 42 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 39-1 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 40-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Unsignalized Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #550 97th Ave/McDonald St Intersection #559 Walnut St/ORE 99W Level Of Service: B Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.951 Loss Time (sec): 16 Average Delay (sec/veh) : 31.8 Approach: North Bound South Bound East Bound West Bound Optimal Cycle: 180 Level Of Service: D Movement: L - T - R L - T - R L - T - R L - T - R II II II I Approach: North Bound South Bound East Bound West Bound Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Movement: L - T - R L - T - R L - T - R L - T - R Rights: Include Include Include Include I II II II Lanes: 0 0 1! 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 Control: Split Phase Split Phase Protected Protected I II II II I Rights: Include Include Include Include Volume Module: Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 32 0 30 0 0 0 0 254 41 49 549 0 Lanes: 0 0 1! 0 0 1 0 0 1 0 1 0 1 1 0 1 0 2 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 I II II II Initial Bse: 32 0 30 0 0 0 0 254 41 49 549 0 Volume Module: Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Base Vol: 28 22 21 151 12 228 164 1046 10 19 1438 200 PasserByVol: 0 0 0 0 0 0 0 0 0 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 Fut: 32 0 30 0 0 0 0 254 41 49 549 0 Initial Bse: 28 22 21 151 12 228 164 1046 10 19 1438 200 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 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHP 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Volume: 32 0 30 0 0 0 0 254 41 49 549 0 Initial Fut: 28 22 21 151 12 228 164 1046 10 19 1438 200 Reduct Vol: 0 0 0 0 0 0 0 0 0 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 Final Vol.: 32 0 30 0 0 0 0 254 41 49 549 0 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 Adjusted Volume Module: PHF Volume: 29 22 21 154 12 233 167 1067 10 19 1467 204 Grade: Ot Ot Ot 03 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 t Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Reduced Vol: 29 22 21 154 12 233 167 1067 10 19 1467 204 t Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx 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 PCE Adj: 1.10 1.10 1.10 1.10 1.10 1.10 1.10 1.00 1.00 1.10 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.05 1.00 1.05 1.00 Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Final Vol.: 29 22 21 154 12 233 167 1121 11 19 1541 204 Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx I II II II Adj Vol.: 35 0 33 0 0 0 0 254 41 54 549 0 Saturation Flow Module: Critical Gap Module: » Population: 0 « » Run Speed(E/W): 30 MPH « Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 RT Rad/Ang: 20.0 ft/90.0 deg 20.0 ft/90.0 deg 20.0 ft/90.0 deg 20.0 ft/90.0 deg Adjustment: 0.27 0.27 0.27 0.94 0.85 0.85 0.93 0.98 0.98 0.94 0.99 0.84 Critical Gp: 6.5 xxxx 5.5 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 5.0 xxxx xxxxx Lanes: 0.40 0.31 0.29 1.00 0.05 0.95 1.00 1.98 0.02 1.00 2.00 1.00 I II I I I I I Final Sat.: 193 147 140 1693 75 1457 1676 3494 34 1693 3564 1515 Capacity Module: I II II II Cnflict Vol: 873 xxxx 275 xxxx xxxx xxxxx xxxx xxxx xxxxx 295 xxxx xxxxx Capacity Analysis Module: Potent Cap.: 278 xxxx 813 xxxx xxxx xxxxx xxxx xxxx xxxxx 895 xxxx xxxxx Vol/Sat: 0.15 0.15 0.15 0.09 0.16 0.16 0.10 0.32 0.32 0.01 0.43 0.13 t Used Cap.: 12.7 xxxx 4.1 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 6.0 xxxx xxxxx Crit Moves: **** **** **** **** Impedance: xxxx xxxx 0.98 xxxx xxxx xxxxx xxxx xxxx xxxxx 0.96 xxxx xxxxx Green/Cycle: 0.16 0.16 0.16 0.17 0.17 0.17 0.10 0.54 0.54 0.02 0.45 0.45 Actual Cap.: 268 xxxx 813 xxxx xxxx xxxxx xxxx xxxx xxxxx 895 xxxx xxxxx Volume/Cap: 0.95 0.95 0.95 0.54 0.95 0.95 0.95 0.59 0.59 0.59 0.95 0.30 I II I I II I I II II II Level Of Service Module: Level Of Service Module: Unused Cap.: 233 xxxx 780 xxxx xxxx xxxxx xxxx xxxx xxxxx 841 xxxx xxxxx Delay/Veh: 107.1 107 107.1 42.1 74.8 74.8 86.3 16.9 16.9 68.4 37.1 18.3 LOS by Move: * * * * * * * * * A * * Delay 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 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT ProgAdjFctr: 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 Shared Cap.: xxxx 397 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx AdjDel/Veh: 91.1 91.1 91.1 42.1 63.6 63.6 86.3 14.4 14.4 68.4 31.6 15.6 Unused Cap.: xxxx 329 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Queue: 4 4 4 6 12 12 9 30 30 1 63 5 Shared LOS: * B * * * * * * * * * * Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 43 04/22/1997 14:39 Filename: TIG.OUT Page 44 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 41-1 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 42-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #561 Garrett St/ORE 99W Intersection #563 ORE 99W/Park St Cycle (sec) : 140 Critical Vol./Cap. (X): 0.536 Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.577 Loss Time (sec) : 8 Average Delay (sec/veh): 2.3 Loss Time (sec) : 12 Average Delay (sec/veh) : 4.8 Optimal Cycle: 35 Level Of Service: A Optimal Cycle: 48 Level Of Service: A Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I I I I I I I I II II II Control: Permitted Permitted Protected Protected Control: Protected Protected Permitted Permitted Rights: Include Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 0 0 11 0 0 0 0 11 0 0 1 0 1 1 0 1 0 1 1 0 Lanes: 1 0 1 1 0 1 0 1 1 0 1 0 1 0 1 0 1 0 0 1 I I I I I I I I I II II II Volume Module: Volume Module: Base Vol: 5 0 24 1 0 2 3 1370 14 33 1651 5 Base Vol: 34 1351 4 14 1613 28 42 4 44 3 7 23 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 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: 5 0 24 1 0 2 3 1370 14 33 1651 5 Initial Bse: 34 1351 4 14 1613 28 42 4 44 3 7 23 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 5 0 24 1 0 2 3 1370 14 33 1651 5 Initial Fut: 34 1351 4 14 1613 28 42 4 44 3 7 23 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 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: 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: 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 Volume: 5 0 24 1 0 2 3 1370 14 33 1651 5 PHF Volume: 34 1351 4 14 1613 28 42 4 44 3 7 23 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 5 0 24 1 0 2 3 1370 14 33 1651 5 Reduced Vol: 34 1351 4 14 1613 28 42 4 44 3 7 23 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 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 1.05 1.05 1.00 1.05 1.05 MLF Adj: 1.00 1.05 1.05 1.00 1.05 1.05 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 5 0 24 1 0 2 3 1439 15 33 1734 5 Final Vol.: 34 1419 4 14 1694 29 42 4 44 3 7 23 I II II II I I II II II Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.79 1.00 0.79 0.81 1.00 0.81 0.95 1.00 1.00 0.95 1.00 1.00 Adjustment: 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Lanes: 0.17 0.00 0.83 0.33 0.00 0.67 1.00 1.98 0.02 1.00 1.99 0.01 Lanes: 1.00 1.99 0.01 1.00 1.97 0.03 1.00 1.00 1.00 0.30 0.70 1.00 Final Sat.: 245 0 1177 486 0 972 1710 3563 37 1710 3590 10 Final Sat.: 1710 3590 10 1710 3539 61 1800 1800 1530 540 1260 1530 I I I I I I I I I II II II Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.02 0.00 0.02 0.00 0.00 0.00 0.00 0.40 0.40 0.02 0.48 0.48 Vol/Sat: 0.02 0.40 0.40 0.01 0.48 0.48 0.02 0.00 0.03 0.01 0.01 0.02 Crit Moves: **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.04 0.00 0.04 0.04 0.00 0.04 0.00 0.86 0.86 0.04 0.90 0.90 Green/Cycle: 0.03 0.85 0.85 0.02 0.83 0.83 0.05 0.05 0.05 0.05 0.05 0.05 Volume/Cap: 0.54 0.00 0.54 0.05 0.00 0.05 0.54 0.47 0.47 0.47 0.54 0.54 Volume/Cap: 0.58 0.47 0.47 0.47 0.58 0.58 0.47 0.04 0.58 0.11 0.11 0.30 I II II II I I II II II I Level Of Service Module: Level Of Service Module: Delay/Veh: 57.6 0.0 57.6 49.3 0.0 49.3 95.6 1.7 1.7 53.3 1.1 1.1 Delay/Veh: 59.6 2.1 2.1 59.2 3.2 3.2 52.0 48.1 56.6 48.3 48.3 49.4 Delay 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 Delay 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 ProgAdjFctr: 0.85 0.85 0.85 0.85 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 AdjDel/Veh: 48.9 0.0 48.9 41.9 0.0 41.9 95.5 1.5 1.5 53.3 1.0 1.0 AdjDel/Veh: 59.6 1.8 1.8 59.2 2.7 2.7 52.0 40.9 48.1 41.1 41.1 42.0 Queue: 1 0 1 0 0 0 0 13 13 1 13 13 Queue: 1 14 14 1 22 22 2 0 2 0 0 1 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 45 04/22/1997 14:39 Filename: TIG.OUT Page 46 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 43-1 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 44-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #583 ORE 99W/Tigard Marketplace Intersection #586 ORE 99W/McDonald/Gaarde Cycle (sec): 140 Critical Vol./Cap. (X): 0.597 Cycle (sec): 140 Critical Vol./Cap. (X) : 1.068 Loss Time (sec) : 16 Average Delay (sec/veh) : 12.4 Loss Time (sec) : 16 Average Delay (sec/veh) : 50.5 Optimal Cycle: 60 Level Of Service: B Optimal Cycle: 180 Level Of Service: E Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II Control: Protected Protected Split Phase Split Phase Control: Protected Protected Protected Protected Rights: Include Include Include Include Rights: Include Ovl Ovl Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 2 0 1 1 0 1 1 0 0 1 0 0 1 1 1 0 0 1 Lanes: 1 0 1 1 0 1 0 2 0 1 1 0 1 0 1 1 0 0 1 0 II II II I I 11 II II Volume Module: Volume Module: Base Vol: 2 1250 93 138 1438 4 2 2 4 177 1 123 Base Vol: 285 1358 138 131 1648 127 81 143 104 200 167 138 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 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 Bee: 2 '1250 93 138 1438 4 2 2 4 177 1 123 Initial Bse: 285 1358 138 131 1648 127 81 143 104 200 167 138 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 2 1250 93 138 1438 4 2 2 4 177 1 123 Initial Fut: 285 1358 138 131 1648 127 81 143 104 200 167 138 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 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: 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: 2 1250 93 138 1438 4 2 2 4 177 1 123 PHF Volume: 304 1451 147 140 1761 136 87 153 111 214 178 147 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 2 1250 93 138 1438 4 2 2 4 177 1 123 Reduced Vol: 304 1451 147 140 1761 136 87 153 111 214 178 147 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 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 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.05 1.05 1.00 MLF Adj: 1.00 1.05 1.05 1.00 1.05 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Final Vol.: 2 1313 93 138 1510 4 2 2 4 186 1 123 Final Vol.: 304 1523 155 140 1849 136 87 153 111 214 178 147 II II II I I II II II Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.95 1.00 0.85 0.95 1.00 1.00 0.98 0.98 0.85 0.95 0.95 0.85 Adjustment: 0.94 0.98 0.98 0.94 0.99 0.84 0.94 0.99 0.84 0.95 0.93 0.93 Lanes: 1.00 2.00 1.00 1.00 1.99 0.01 0.50 0.50 1.00 1.99 0.01 1.00 Lanes: 1.00 1.82 0.18 1.00 2.00 1.00 1.00 1.00 1.00 1.00 0.55 0.45 Final Sat.: 1710 3600 1530 1710 3590 10 882 882 1530 3402 18 1530 Final Sat.: 1684 3186 324 1693 3564 1515 1693 1782 1515 1701 912 753 I II II II I I II II 11 Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.00 0.36 0.06 0.08 0.42 0.42 0.00 0.00 0.00 0.05 0.05 0.08 Vol/Sat: 0.18 0.48 0.48 0.08 0.52 0.09 0.05 0.09 0.07 0.13 0.20 0.20 Crit Moves: **** **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.00 0.61 0.61 0.14 0.74 0.74 0.00 0.00 0.00 0.13 0.13 0.13 Green/Cycle: 0.17 0.56 0.56 0.10 0.49 0.53 0.05 0.09 0.26 0.14 0.18 0.18 Volume/Cap: 0.56 0.60 0.10 0.60 0.56 0.56 0.52 0.52 0.60 0.41 0.41 0.60 Volume/Cap: 1.07 0.86 0.86 0.86 1.07 0.17 1.07 0.92 0.28 0.92 1.07 1.07 I II II II I I 11 II II Level Of Service Module: Level Of Service Module: Delay/Veh: 120.4 13.0 8.6 46.2 6.2 6.2 83.4 83.4 105.6 42.5 42.5 46.6 Delay/Veh: 108.4 22.7 22.7 70.1 66.3 12.7 155.5 80.5 31.3 71.6 106 106.1 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 120.4 11.0 7.3 46.2 5.3 5.3 70.9 70.9 89.8 36.1 36.1 39.6 AdjDel/Veh: 108.4 19.3 19.3 70.1 56.4 10.8 155.5 68.4 26.6 71.6 90.2 90.2 Queue: 0 32 1 5 26 26 0 0 0 7 7 5 Queue: 19 57 57 7 100 3 6 8 3 10 20 20 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 47 04/22/1997 14:39 Filename: TIG.OUT Page 48 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 45-1 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 46-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #588 ORE 99W/Canterbury Lane Intersection #593 ORE 99W/Bull Mountain Rd Cycle (sec): 140 Critical Vol./Cap. (X): 0.721 Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.665 Loss Time (sec) : 12 Average Delay (sec/veh) : 9.2 Loss Time (sec): 12 Average Delay (sec/veh) : 8.3 Optimal Cycle: 67 Level Of Service: B Optimal Cycle: 58 Level Of Service: B Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R I II II II I I II II II I Control: Protected Protected Permitted Permitted Control: Protected Protected Split Phase Split Phase Rights: Include Include Include Include Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 2 0 1 1 0 2 0 1 0 1 0 0 1 0 1 0 0 1 Lanes: 1 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 I I I I I I I Volume Module: Volume Module: Base Vol: 84 1447 64 70 1907 65 49 10 44 35 6 57 Base Vol: 112 1403 0 0 1675 330 138 0 72 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 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: 84 1447 64 70 1907 65 49 10 44 35 6 57 Initial Bee: 112 1403 0 0 1675 330 138 0 72 0 0 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 84 1447 64 70 1907 65 49 10 44 35 6 57 Initial Fut: 112 1403 0 0 1675 330 138 0 72 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 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: 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: 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 Volume: 84 1447 64 70 1907 65 49 10 44 35 6 57 PHF Volume: 112 1403 0 0 1675 330 138 0 72 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 84 1447 64 70 1907 65 49 10 44 35 6 57 Reduced Vol: 112 1403 0 0 1675 330 138 0 72 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 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 1.05 1.00 1.00 1.05 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.05 1.00 1.00 1.05 1.00 1.05 1.00 1.00 1.00 1.00 1.00 Final Vol.: 84 1519 64 70 2002 65 49 10 44 35 6 57 Final Vol.: 112 1473 0 0 1759 330 145 0 72 0 0 0 II II II I I II II II I Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.95 1.00 0.85 0.95 1.00 0.85 0.61 0.61 0.85 0.57 0.57 0.85 Adjustment: 0.94 0.98 1.00 1.00 0.99 0.84 0.91 1.00 0.84 1.00 1.00 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 0.83 0.17 1.00 0.85 0.15 1.00 Lanes: 1.00 2.00 0.00 0.00 2.00 1.00 2.00 0.00 1.00 0.00 0.00 0.00 Final Sat.: 1710 3600 1530 1710 3600 1530 912 186 1530 876 150 1530 Final Sat.: 1684 3546 0 0 3564 1515 3279 0 1515 0 0 0 I I I I I I I I I I I I I I I Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.05 0.42 0.04 0.04 0.56 0.04 0.05 0.05 0.03 0.04 0.04 0.04 Vol/Sat: 0.07 0.42 0.00 0.00 0.49 0.22 0.04 0.00 0.05 0.00 0.00 0.00 Crit Moves: **** **** **** Crit Moves: **** **** **** Green/Cycle: 0.07 0.77 0.77 0.07 0.77 0.77 0.07 0.07 0.07 0.07 0.07 0.07 Green/Cycle: 0.10 0.84 0.00 0.00 0.74 0.74 0.07 0.00 0.07 0.00 0.00 0.00 Volume/Cap: 0.72 0.55 0.05 0.55 0.72 0.06 0.72 0.72 0.39 0.54 0.54 0.50 Volume/Cap: 0.66 0.49 0.00 0.00 0.66 0.29 0.62 0.00 0.66 0.00 0.00 0.00 I II II II I I II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 61.3 5.2 3.1 51.3 6.9 2.9 65.1 65.1 48.0 52.8 52.8 50.2 Delay/Veh: 52.5 2.4 0.0 0.0 7.4 4.5 51.4 0.0 57.6 0.0 0.0 0.0 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 AdjDel/Veh: 61.3 4.5 2.6 51.3 5.9 2.5 55.3 55.3 40.8 44.9 44.9 42.6 AdjDel/Veh: 52.5 2.0 0.0 0.0 6.3 3.9 51.4 0.0 48.9 0.0 0.0 0.0 Queue: 4 24 1 3 41 1 3 3 2 2 2 2 Queue: 5 16 0 0 35 4 6 0 3 0 0 0 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 49 04/22/1997 14:39 Filename: TIG.OUT Page 50 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 47-1 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 48-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1985 HCM Operations Method (Future Volume Alternative) 1985 HCM Operations Method (Future Volume Alternative) Intersection #598 ORE 99W/Beef Bend Rd Intersection #601 ORE 99W/Durham Rd Cycle (sec): 140 Critical Vol./Cap. (X): 0.797 Cycle (sec) : 140 Critical Vol./Cap. (X) : 0.772 Loss Time (sec) : 12 Average Delay (sec/veh): 11.1 Loss Time (sec) : 16 Average Delay (sec/veh) : 27.9 Optimal Cycle: 84 Level Of Service: B Optimal Cycle: 90 Level Of Service: D Approach: North Bound South Bound East Bound West Bound Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Movement: L - T - R L - T - R L - T - R L - T - R 1 II II 11 I 1 II II II Control: Protected Protected Split Phase Split Phase Control: Protected Protected Split Phase Split Phase Rights: Include Include Ovl Include Rights: Include Include Include Ovl Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes: 1 0 2 0 0 0 0 1 1 0 1 0 0 0 1 0 0 0 0 0 Lanes: 1 0 2 0 1 2 0 2 0 1 0 1 0 1 0 1 1 0 0 1 I II II II I I II II II 1 Volume Module: Volume Module: Base Vol: 123 1543 0 0 1588 234 117 0 117 0 0 0 Base Vol: 64 1088 192 369 1000 12 36 162 69 443 110 199 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 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 Bee: 123 1543 0 0 1588 234 117 0 117 0 0 0 Initial Bse: 64 1088 192 369 1000 12 36 162 69 443 110 199 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 123 1543 0 0 1588 234 117 0 117 0 0 0 Initial Fut: 64 1088 192 369 1000 12 36 162 69 443 110 199 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 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 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 Volume: 129 1623 0 0 1670 246 123 0 123 0 0 0 PHF Volume: 64 1088 192 369 1000 12 36 162 69 443 110 199 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 129 1623 0 0 1670 246 123 0 123 0 0 0 Reduced Vol: 64 1088 192 369 1000 12 36 162 69 443 110 199 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 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 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.05 1.00 1.05 1.05 1.00 1.05 1.05 1.05 1.05 1.05 1.00 Final Vol.: 129 1704 0 0 1753 258 123 0 123 0 0 0 Final Vol.: 64 1142 192 387 1050 12 38 170 72 465 116 199 1 II II II I I II II II 1 Saturation Flow Module: Saturation Flow Module: Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Sat/Lane: 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Adjustment: 0.94 0.98 1.00 1.00 0.97 0.97 0.93 1.00 0.83 1.00 1.00 1.00 Adjustment: 0.95 1.00 0.85 0.92 1.00 0.85 0.95 0.95 0.95 0.96 0.96 0.85 Lanes: 1.00 2.00 0.00 0.00 1.74 0.26 1.00 0.00 1.00 0.00 0.00 0.00 Lanes: 1.00 2.00 1.00 2.00 2.00 1.00 0.27 1.22 0.51 1.60 0.40 1.00 Final Sat.: 1684 3546 0 0 3029 446 1676 0 1499 0 0 0 Final Sat.: 1710 3600 1530 3312 3600 1530 464 2077 880 2766 690 1530 I II II II 1 I II II II 1 Capacity Analysis Module: Capacity Analysis Module: Vol/Sat: 0.08 0.48 0.00 0.00 0.58 0.58 0.07 0.00 0.08 0.00 0.00 0.00 Vol/Sat: 0.04 0.32 0.13 0.12 0.29 0.01 0.08 0.08 0.08 0.17 0.17 0.13 Crit Moves: **** **** **** Crit Moves: **** **** **** **** Green/Cycle: 0.13 1.00 0.00 0.00 0.67 0.67 0.12 0.00 0.12 0.00 0.00 0.00 Green/Cycle: 0.06 0.41 0.41 0.15 0.50 0.50 0.11 0.11 0.11 0.22 0.22 0.37 Volume/Cap: 0.59 0.48 0.00 0.00 0.86 0.86 0.61 0.00 0.68 0.00 0.00 0.00 Volume/Cap: 0.59 0.77 0.31 0.77 0.59 0.02 0.77 0.77 0.77 0.77 0.77 0.35 I I II II I 1 II II II Level Of Service Module: Level Of Service Module: Delay/Veh: 46.6 0.0 0.0 0.0 16.4 16.4 48.2 0.0 51.7 0.0 0.0 0.0 Delay/Veh: 53.9 28.9 21.2 48.4 19.3 13.5 53.1 53.1 53.1 42.6 42.6 24.5 Delay 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 Delay 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 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 1.00 0.85 0.85 ProgAdjFctr: 1.00 0.85 0.85 1.00 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 AdjDel/Veh: 46.6 0.0 0.0 0.0 13.9 13.9 48.2 0.0 44.0 0.0 0.0 0.0 AdjDel/Veh: 53.9 24.5 18.0 48.4 16.4 11.5 45.1 45.1 45.1 36.2 36.2 20.8 Queue: 5 0 0 0 63 63 5 0 5 0 0 0 Queue: 3 39 5 15 29 0 11 11 11 22 22 6 Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland 04/22/1997 14:39 Filename: TIG.OUT Page 51 04/22/1997 14:39 Filename: TIG.OUT Page 52 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 49-1 TIG.CMD Tue Apr 22, 1997 15:45:00 Page 50-1 Tigard Transportation System Plan Tigard Transportation System Plan PM Peak Hour PM Peak Hour Existing Volumes Existing Volumes Level Of Service Computation Report Level Of Service Computation Report 1994 HCM 4-Way Stop Method (Future Volume Alternative) 1985 HCM Unsignalized Method (Future Volume Alternative) Intersection #656 Tiedeman Ave/Walnut St Intersection #728 135th Ave/Walnut Street Cycle (sec) : 1 Critical Vol./Cap. (X) : 0.970 Level Of Service: B Loss Time (sec) : 0 Average Delay (sec/veh) : 29.4 Optimal Cycle: 0 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 Approach: North Bound South Bound East Bound West Bound I 11 II II I Movement: L - T - R L - T - R L - T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled I II II II I Rights: Include Include Include Include Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 1 0 0 0 0 0 0 1 0 0 0 1! 0 0 0 1 0 0 0 Rights: Include Include Include Include I I I II II I Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Volume Module: I II II II I Base Vol: 45 361 0 0 208 107 4 0 27 0 0 0 Volume Module: 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 Base Vol: 23 36 35 194 96 145 56 155 37 50 338 76 Initial Bse: 45 361 0 0 208 107 4 0 27 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 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Bee: 23 36 35 194 96 145 56 155 37 50 338 76 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 45 361 0 0 208 107 4 0 27 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 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 Initial Fut: 23 36 35 194 96 145 56 155 37 50 338 76 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 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 Volume: 48 387 0 0 223 115 4 0 29 0 0 0 PHF Adj: 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PHF Volume: 26 41 40 220 109 164 63 176 42 57 383 86 Final Vol.: 48 387 0 0 223 115 4 0 29 0 0 0 Reduct Vol: 0 0 0 0 0 0 .0 0 0 0 0 0 Adjusted Volume Module: Reduced Vol: 26 41 40 220 109 164 63 176 42 57 383 86 Grade: 0% 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 % Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx 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 % Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Final Vol.: 26 41 40 220 109 164 63 176 42 57 383 86 PCE Adj: 1.10 1.10 1.10 1.10 1.10 1.10 1.10 1.00 1.00 1.10 1.00 1.00 II II II I Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Saturation Flow Module: Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Sat/Lane: 357 357 357 508 508 508 541 541 541 555 555 555 Adj Vol.: 53 425 0 0 245 126 5 0 29 0 0 0 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Critical Gap Module: » Population: 0 « » Run Speed(E/W) : 30 MPH « Lanes: 0.24 0.39 0.37 0.45 0.22 0.33 0.22 0.63 0.15 0.11 0.73 0.16 RT Rad/Ang: 20.0 ft/90.0 deg 20.0 ft/90.0 deg 20.0 ft/90.0 deg 20.0 ft/90.0 deg Final Sat.: 87 137 133 227 112 169 121 339 81 60 404 91 Critical Gp: 6.5 6.0 xxxxx xxxxx 6.0 5.5 5.0 xxxx xxxxx xxxxx xxxx xxxxx II II II I I II II II Capacity Analysis Module: Capacity Module: Vol/Sat: 0.30 0.30 0.30 0.97 0.97 0.97 0.52 0.52 0.52 0.95 0.95 0.95 Cnflict Vol: 356 19 xxxxx xxxx 33 0 0 xxxx xxxxx xxxx xxxx xxxxx Crit Moves: **** **** **** **** Potent Cap.: 586 978 xxxxx xxxx 960 1000 1000 xxxx xxxxx xxxx xxxx xxxxx I II II II I % Used Cap.: 9.0 43.5 xxxxx xxxxx 25.5 12.6 0.5 xxxx xxxxx xxxxx xxxx xxxxx Level Of Service Module: Impedance: xxxx 0.65 xxxxx xxxx 0.82 0.92 1.00 xxxx xxxxx xxxx xxxx xxxxx Delay/Veh: 3.1 3.1 3.1 40.0 40.0 40.0 7.2 7.2 7.2 36.7 36.7 36.7 Actual Cap.: 442 978 xxxxx xxxx 960 1000 1000 xxxx xxxxx xxxx xxxx xxxxx Delay 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 I II II II AdjDel/Veh: 3.1 3.1 3.1 40.0 40.0 40.0 7.2 7.2 7.2 36.7 36.7 36.7 Level Of Service Module: LOS by Move: A A A E E E B B B E E E Unused Cap.: 389 552 xxxxx xxxx 715 874 995 xxxx xxxxx xxxx xxxx xxxxx LOS by Move: * * * * * * A * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 862 xxxx xxxxx xxxx xxxx 973 xxxx xxxx xxxxx xxxx xxxx xxxxx Unused Cap.: 383 xxxx xxxxx xxxx xxxx 602 xxxx xxxx xxxxx xxxx xxxx xxxxx Shared LOS: B * * * * A * * * * * * Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland Traffix 6.8.1511 (c) 1995 Dowling Assoc. Licensed to DKS Associates, Portland DKS Associates Functional Classification by Jurisdiction 0 Roadway Functional Classificational in Nill ii According to Jurisdiction Jurisdiction 0 Roadway Lake ODOT Metro WA CO Tigard Beav Oswego Portland ' ORE 217 Statewide (Other) Prin Art Region Art Art Maj Art CD ORE 99W(City Limits to Hamilton) Statewide(AOH) Prin Art Maj Art Art Maj City Traff St ORE 99W (Hamilton to East) District Maj Art Art Maj City Traff St ORE 210 (Scholls Ferry Road -West of ORE 217) District Maj Art Maj Art Art Maj Art ORE 210 (Scholls Ferry Road -East of ORE 217) District Min Art Art Min Art Hall Boulevard Min Art Min Art Art Min Art Greenburg Road (N. of ORE 217) Min Art Min Art Maj Coll Durham Road (E. of Hall Boulevard) Min Art Min Art Art Boones Ferry Road Min Art Art Oleson Road Min Art Min Art Art Min Art Neigh Coll Bonita Road Maj Coll Maj Coll Maj Coll 98th Avenue Maj Coll Maj Coll McDonald Street Maj Coll Maj Coll Beef Bend Road Maj Coll Maj Coll Bull Mountain Road Maj Coll Maj Coil Gaarde Street Maj Coll Maj Coll 121st Avenue :. ' '.:�..: Maj Coll Maj Coll Neigh Coll Walnut Street Maj Coll Maj Coll Tiedeman Avenue .. . ?:.::.';:; Maj Coll Maj Coll Jurisdiction Roadway Lake ODOT Metro WA CO Tigard Beav Oswego Portland Main Street Maj Coll Maj Coll n Burnham Street Maj Coll Maj Coll Cl) Hunziker Street ; j Maj Coll Maj Coll vJ Hampton Street Maj Coll Maj Coll 68th Parkway (a portion is proposed) Maj Coll Maj Coll Cascade Avenue Maj Coll Maj Coll Scholls Ferry Road (Betw. Old Scholia) Maj Coll Arterial Maj Coll Oak Street Maj Coll Maj Coll Locust Street Maj Coll Maj Coll 80th Avenue Maj Coll Maj Coll Taylor's Ferry Road Maj Coll Maj Coll Maj Coll Neigh Coll 97th Avenue Maj Coll Maj Coll Murray Extension(Proposed) Collector Maj Coll Prop Maj Coll Greenburg Road (S. of ORE 217) Min Art Maj Coll Maj Coll Dartmouth Street Maj Coll Maj Coll 71st Avenue(Between Oak&Pine) Maj Coll Maj Coll 150th Avenue Maj Coll Maj Coll Pine StreetBetween 69th& ( 71st) Maj Coll Maj Coll 69th Avenue(Between Pine&ORE 99W) Maj Coll Maj Coll 92nd Avenue Min Coll Min Coll Summerfield Drive Mm Coll Min Coll Jurisdiction Roadway Lake ODOT Metro WA CO Tigard Beav Oswego Portland Sattler Street Min Coll Min Coll O Ross Street Min Coll Min Coll Q) 79th Avenue ` ) Min Coll Min Coll O'Mara Street Min Coll Min Coll Ash Avenue Min Coll Min Coll 135th Avenue Min Coll Min Coll 128th Avenue Min Coll Min Coll Springwood Drive Min Coll Min Coll North Dakota Street Min Coll Min Coll Fortner Street Min Coll Min Coll 115th Avenue Min Coll Min Coll 110th Avenue Min Coll Min Coll Watkins Avenue Min Coll Min Coll Grant Avenue Min Coll Min Coll Tigard Street Min Coll Min Coll 98th Avenue Min Coll Min Coll 95th Avenue Min Coll Min Coll Oak Street Mm Coll Maj/Min Coll :. Pfaffle Street Min Coll Min Coll 72nd Avenue/74th Avenue(Proposed) Min Coll Min Coll Jurisdiction Roadway Lake ODOT Metro WA CO Tigard Beav Oswego Portland Washington Drive(S. of Taylor's Ferry Road) Min Coll Min Coll 0 Durham Road (W. of Hall Boulevard) Undet Min Coll • CI) rnrn 72nd Avenue Undet Min Coll 108th Avenue Mm Coll Alderbrook Drive Mm Coll Pinebrook Street Min Coll Canterbury Lane Mm Coll Tech Center Drive Min Coll Morning Hill Drive Min Coll 130th Avenue Min Coll Winter Lake Drive Min Coll Shady Lane Min Coll • Lincoln Street Mm Coll Sunrise Lane Min Coll • Peachtree Drive Min Coll 133rd Avenue Min Coll Park Street Min Coll Falcon Rise Drive Min Coll DKS Associates Hall Boulevard Driveway Survey Hall Boulevard Driveway Survey Segment West # of Driveways East Begin End Dist Develop West East Develop Durham Road Avon Street 0.09 Ret 1 2 Res Avon Street Hamlet Street 0.04 Res 0 1 Res Hamlet Street Ashford Street 0.13 Res 0 3 Res Ashford Street Sattler Road 0.15 Res 3 0 Res Sattler Road Ross Road 0.02 Vac 0 0 Vac Ross Road Murdock Street 0.15 Res 2 0 Res Murdock Street Pinebrook Street 0.08 Res 2 0 Res Pinebrook Street Bonita Road 0.08 Res 2 0 Res Bonita Road Greensward Lane 0.11 Res 1 4 Res Greensward Lane McDonald Street 0.15 Res/Inst 5 7 Res McDonald Street Omara Street 0.26 Res 9 6 Res Omara Street Burnham Road 0.28 Inst/Park 2 3 Res/Comm/In Burnham Road SP & BN RR 0.08 Inst 0 1 Ind SP & BN RR Commercial Street 0.05 Comm 0 1 Ind Commercial Street Scoffins Road 0.14 Comm/Res 6 5 Ind/Comm Scoffins Road Hunziker Road 0.02 Res 0 0 Ind Hunziker Road Knoll Drive 0.07 Res 2 3 Res Knoll Drive Garden Place 0.07 Res/Comm 4 3 Res/Comm Garden Place Pacific Highway (ORE 99W) 0.13 Res/Comm 5 3 Res/Comm ORE 99W Beav-Tigard Hwy 0.26 Comm/Res 8 10 Comm/Res Beav-Tigard Hwy Pfaffle Road 0.02 Vac 0 0 Vac Pfaffle Road Spruce Street 0.28 Res/Comm 15 8 Res Spruce Street Pine Street 0.09 Res 2 1 Res Pine Street Oak Street 0.07 Res/Comm 2 2 Res Oak Street Locust Street 0.16 Res 0 2 Res/Comm Locust Street Hemlock Street 0.25 Res/Comm 9 4 Res/Comm Hemlock Street Washington Drive 0.08 Res 0 0 Res Washington Drive 88th Avenue 0.10 Res 3 3 Res 88th Avenue 90th Avenue 0.08 Res 3 0 Res 90th Avenue 91st Avenue 0.10 Res 3 1 Res 91st Avenue Greenburg/Oleson 0.17 Comm 3 3 Res/Vac Greenburg/Oleson Scholls Ferry Road 0.47 Comm 9 9 Comm jxs/c:\users\p94126\excel\halldwys.xls 3/28/95