Gaarde Street - Phase I Traffic Study DKS Associates
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MEMORANDUM
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TO: Vannie T.Nguyen,City of Tigard
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DATE: January 31,2000 ���'9i{G�Y�O'
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SUBJECT: Gaarde Street(Phase I)Traffic Study �z-3r-zitP98362A
This memorandum summarizes the results of the traffic analysis for the Gaarde Street(Phase I)
Improvement Project(see Figure 1). Phase I of this project involves designing and constructing an
extension of Gaarde Road between its current terminus northwest of 121"Avenue and Walnut Street.
Elements of this study include the following:
• Evaluation of lane configuration along Gaarde Street.
i,,, • Level of service analysis at Gaarde Street/Walnut Street and Gaarde Street/121st
Avenue.
• Traffic signal warrant analysis at the intersections of Gaarde Street/Walnut Street
and Gaarde Street/121st Avenue.
• Determination of turn lane requirements (and storage) at Gaarde Street/Walnut
Street.
Discussion of cross section alternatives(bikes,parking, sidewalks)
SUMMARY OF FINDINGS
The following is a summary of key findings from the traffic analysis:
• With the construction of the Gaarde Street (Phase I) improvement project, a
significant shift in traffic volumes within the study area should occur.After project
completion (year 2001), daily traffic volumes on Gaarde Street south of Walnut
Street would be about 8,500 compared to about 4,800 daily vehicles along Walnut
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MEMORANDUM
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TO: Vannie T.Nguyen,City of Tigard W 18503 'Q y
FROM: Brian K. Copeland,P.E. m,9 �0 EGO
DATE: January 31,2000 N�1 0''% P
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SUBJECT: Gaarde Street(Phase I)Traffic Study ExP. a-31-1AW1P983620
,■, This memorandum summarizes the results of the traffic analysis for the Gaarde Street (Phase I)
Improvement Project(see Figure 1). Phase I of this project involves designing and constructing an
extension of Gaarde Road between its current terminus northwest of 121'Avenue and Walnut Street.
Elements of this study include the following:
• Evaluation of lane configuration along Gaarde Street.
Level of service analysis at Gaarde Street/Walnut Street and Gaarde Street/121 st
Avenue.
• Traffic signal warrant analysis at the intersections of Gaarde Street/Walnut Street
and Gaarde Street/121 st Avenue.
• Determination of turn lane requirements (and storage) at Gaarde Street/Walnut
Street.
• Discussion of cross section alternatives (bikes,parking,sidewalks)
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SUMMARY OF FINDINGS
r,• The following is a summary of key findings from the traffic analysis:
• With the construction of the Gaarde Street (Phase I) improvement project, a
significant shift in traffic volumes within the study area should occur.After project
completion (year 2001), daily traffic volumes on Gaarde Street south of Walnut
Street would be about 8,500 compared to about 4,800 daily vehicles along Walnut
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LEGEND Figure 1
- Study Intersection PROJECT VICINITY MAP
r, MEMORANDUM
Ron Weigel, Century West
Page 3
Street east of Gaarde Street(see Figure 3).
• Consideration should be given to realigning Gaarde Street at Walnut Street(west leg)
so that Gaarde Street/Walnut(west leg)would be the through route. This route will
carry the majority of the traffic in the future and absorb a larger share of future
growth. The east leg of the Walnut Street/Gaarde Street intersection Street would
then be the minor approach.
• The new section of Gaarde Street which will be constructed as part of the Quail
Hollow West project should consist of a 44 foot cross-section. The planned 40 foot
cross-section cannot accommodate a center turn lane and bike lanes,both of which
,•„ are critical design elements.
• A traffic signal should be installed at the Gaarde Street/Walnut Street intersection
as part of the Gaarde Street(Phase I)project.An eastbound right turn lane would be
needed at this intersection to accommodate year 2015 volumes.
""' • Under year 2001 conditions,the intersection of Gaarde Street/121 st Avenue would
operate at acceptable levels under an all-way stop condition.Under 2015 conditions,
a traffic signal would be necessary at this intersection to provide acceptable
operation. In addition, left turn lanes for the southbound, eastbound, westbound
approaches should be constructed.
EXISTING CONDITIONS
This section discusses existing transportation conditions in the vicinity ofthe proposed Gaarde Street
extension, including roadway geometries, traffic volumes, and intersection operation.
Roadway Network
■ SW Gaarde Street is a two-lane Major Collector' running between Pacific Highway (ORE 99W)
and northwest of 1215`Avenue in Tigard. It is controlled by an all-way stop at 12151 Avenue. The
section of the roadway to the northwest of 12151 has been recently constructed with a 40-47 foot cross
section as part of residential projects in the area. Gaarde Street is effectively a cul-de-sac today,as
City of Tigard Comprehensive Plan Transportation Map, 1991.
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Ron Weigel, Century West
Page 4
it terminates northwest of 121'Avenue. Sidewalks are provided along the new section of Gaarde
Road west of 121 1 Avenue.East of 121'Avenue,Gaarde Street carries approximately 3,500 vehicles
daily (both directions combined)2. Except for in a few areas, no sidewalks or curbs are provided
along Gaarde Road east of 121'Avenue.No bike lanes are currently provided on either side of the
roadway,although there is adequate width to do so west of 121 st Avenue. The posted speed along
Gaarde Street is 35 miles per hour .
SW 1211 Avenue is a north-south, two-lane Major Collector' connecting Gaarde Street to SW
Scholls Ferry Road to the north. It is controlled by all-way stops at both Gaarde Road and Walnut
Street. 121x'Avenue carries approximately 6,800 vehicles daily(both directions combined)'north
of Gaarde Street. A section of sidewalk is provided along west side of 121'Avenue,just north of
�. Gaarde Street.No bike lanes are provide along the roadway. The posted speed along 121'Avenue
is 35 miles per hour .
SW Walnut Street is an east-west,two-lane Major Collectors which runs between the ORE 99W
and the study area. It is controlled by an all-way stop at 121 ' Avenue. Walnut Street carries
approximately 8,600 vehicles daily(both directions combined)'west of 128'Avenue. Sidewalks,
curbs,and bike lanes are generally not provided along the roadway.A substandard vertical curve in
the roadway limits sight distance to the east of the proposed Gaarde Street intersection. While the
posted speed along Walnut Street is 35 miles per hour,the 85'percentile speed along the roadway
is 42 to 43 miles per hour'.
Existing Traffic Operations
While analysis of traffic flows is useful in attempting to reach an understanding of the general nature
of traffic in an area,traffic volume alone indicates neither the ability of the street network to carry
additional traffic nor the quality of service provided by the street facilities. For this,the concept of
2 Based on traffic count data collected 6/29/99.
3 City of Tigard Comprehensive Plan Transportation Map, 1991.
' Based on traffic count data collected 6/29/99.
rw 5 City of Tigard Comprehensive Plan Transportation Map, 1991.
6 Based on speed/traffic data collected along Walnut Street on 7/13/99.
' Speed survey conducted along Walnut Street 7/13/99.
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�. MEMORANDUM
Ron Weigel, Century West
Page 5
"level of service" has been developed to correlate traffic volume data to subjective descriptions of
traffic performance at intersections. Intersections are the controlling bottlenecks of traffic flow,and
the ability of a roadway system to carry traffic efficiently is nearly always diminished in their
vicinity.
Level of service(LOS)is used as a measure of effectiveness for intersection operation. It is similar
to a "report card" rating based upon average vehicle delay. Level of service A, B and C indicate
conditions where traffic moves without significant delay during periods of peak travel demand.
Level of service D and E are progressively worse. Level of service F represents conditions where
traffic volumes exceed the capacity,resulting in long queues and delays. Level of service D or better
is generally desirable for signalized intersections.
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 1997 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. All-way stop controlled intersection operations are reported by leg of the
intersection.A summary of the descriptions of level of service for signalized,unsignalized,and all-
way stop controlled intersections is provided in the appendix.
Intersection turn movement counts were conducted(June 1999)at Gaarde Street/121 st Avenue and
Walnut Street/121 st Avenue during the morning and evening peak periods.These volumes were used
to determine existing intersection level of service as well as to estimate traffic volumes along Gaarde
Street immediately after project construction.Level of service calculations were based on the 1997
Highway Capacity Manual methodology . A 24-hour traffic volume/speed survey was also
conducted along Walnut Street in the study area.Figure 2 provides a summary of the existing traffic
+� counts and intersection level of service. The results of the intersection analysis are show in Table
1 below.
The intersection of Gaarde Street/121st Avenue currently operates at LOS B during both AM and
PM peak hours. During the AM peak hour, the eastbound approach of the Walnut Street/121st
Avenue intersection currently operates at LOS F. Both the southbound and westbound legs of this
intersection currently operate at LOS F during the PM peak hour.
8 Highway Capacity Manual,Special Report 209,Transportation Research Board,Chapters 9 and 10, 1997.
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G - Study Intersection EXISTING
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AM(PM) - Peak Hour Traffic Volumes TRAFFIC VOLUMES
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MEMORANDUM
Ron Weigel, Century West
Page 7
Table 1
Existing(1998) Intersection Operation
Intersection AM Peak PM Peak
Delay I v/c I LOS Delay I v/c LOS
Gaarde S 12 st Ave(all-way stop) 10.2 0.46 B 12.2 0.55 B
Walnut St/121st Ave(all-way stop) 41.1 >1.0 F >45.0 >1.0 F
all-way stop: Delay=average delay for entire intersection;v/c=volume-to-capacity ratio;LOS=level of service for highest
delay approach
.. Pedestrian/Bicycle/Transit
Sidewalks are provided along Gaarde Street to the west of 121'Avenue.No bike lanes are provided
along the majority of Gaarde Street,Walnut Street,and 121st Avenue in the study area.Furthermore,
existing bicycle and pedestrian connectivity in the area is poor. Construction of bicycle and
pedestrian facilities along Gaarde Street would provide a critical link to the pedestrian and bicycle
networks. Tri-Met bus line#45 currently travels along Walnut Street in the study area.
Planned Improvements
Improvements are scheduled along Walnut Street(adjacent to the proposed Gaarde Street/Walnut
MIN Street intersection as well as at 121 st Avenue)as part of Washington County's MSTIP3.Intersection
improvements,including signalization,at Walnut Street/121 st Avenue,are scheduled for year 2000,
but the improvements along Walnut Street in the vicinity of the Walnut/Gaarde intersection are not
;;o scheduled to take place until approximately year 2005. Since construction of the Gaarde Street
extension will take place before the improvements along Walnut Street, coordination between the
various projects is critical.
we
FUTURE ANALYSIS
NO
This section summarizes the results of future analysis along Gaarde Street for the following two
scenarios:
• Project Completion(assumed to be year 2001)
• Future(year 2015)
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MEMORANDUM
Ron Weigel, Century West
Page 8
Estimation of future traffic volumes for these two scenarios are based on existing traffic counts as
well as PM peak hour traffic volume forecasts recently developed by DKS Associates as part of the
Tigard Transportation Systems Plan. PM peak hour volumes are shown in Figure 3 and 4 for these
two scenarios.
Project Completion(2001)Analysis
This scenario represents conditions immediately after the project is completed. This is assumed to
,r be in year 2001.To estimate traffic volumes for this scenario,existing(1999)traffic volumes were
first redistributed on the new roadway network (including Gaarde Street). Based on the travel
demand model,additional traffic would be diverted to Gaarde Street from other roadways in the area,
rr such as Walnut Street, 121'Avenue,and Bull Mountain Road. These 1999 base volumes were then
factored up(by approximately three percent per year)to reflect 2001 conditions.In addition,traffic
generated by approximately 210 homes in the Quail Hollow West subdivision(adjacent to Gaarde
Street)was included in this area.Roadway and intersection volumes for this scenario are shown in
Figure 3.
Peak hour traffic signal warrants were analyzed at Gaarde Street/121 st Avenue and Gaarde
Street/Walnut Street based on methodology outlined in the Manual on Uniform Traffic Control
Devices(MUTCD)9. Signal warrants(Warrant 11,peak hour)for the 2001 scenario were met at the
intersection of Gaarde Street/Walnut Street,but not at Gaarde Street/121 st Avenue.
Results of capacity analysis for this scenario are shown in Table 2. The intersection of Gaarde
Street/Walnut Street would operate at acceptable levels with the installation of a traffic signal.
Considering the high northbound left turn volume (and eastbound right turn volume) on Gaarde
Street at Walnut Street, an alternative option would be to realign Gaarde Street at Walnut Street
(west leg) so that Gaarde/Walnut would be the through route. The east leg of the Walnut
Street/Gaarde Street intersection Street would then be the minor approach. The intersection of
Gaarde Street/121st Avenue would operate at LOS D for the highest delay approach(westbound)
under the year 2001 scenario assuming an all-way stop.
Future(2015)Analysis
This scenario represents conditions in approximately year 2015. Traffic volumes for this scenario
were based on the future year 2015 PM peak hour traffic volume forecasts developed by DKS
9 Manual on Uniform Traffic Control Devices,Federal Highway Administration, 1988.
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LEGEND Figure 3
%` - Study Intersection PROJECT COMPLETION (2001)
+--X - PM Peak Hour Traffic Volume PM PEAK HOUR
000 - Estimated Two-way Average Daily Traffic(ADT) TRAFFIC VOLUMES
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0 - Study Intersection FUTURE (2015)
4—x - PM Peak Hour Traffic Volume TRAFFIC VOLUMES
000 - Estimated Two-way Average Daily Traffic(ADT)
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Ron Weigel, Century West
Page 11
Table 2
Intersection Operation at Project Completion (2001)
Intersection PM Peak
Delay v/c LOS
Gaarde St/121st Ave(all-way stop) 23.4 0.88 D
Gaarde St/Walnut St(signal) 19.7 0.79 B
signalized: Delay=avg.delay for entire intersection;v/c=volume-to-capacity ratio;LOS=level of service
unsignalized: Delay=delay for highest-delay approach;LOS=level of service for highest delay approach
all-way stop: Delay=average delay for entire intersection;v/c=volume-to-capacity ratio;LOS=level of service for highest
delay approach.
Associates as part of the Tigard Transportation Systems Plan. Roadway and intersection volumes
for this scenario are shown in Figure 4.
Peak hour traffic signal warrants were analyzed at Gaarde Street/121 st Avenue and Gaarde
++ Street/Walnut Street based on methodology outlined in the Manual on Uniform Traffic Control
Devices(MUTCD)10.Signal warrants(Warrant 11,peak hour)were met at both intersections for this
scenario.
Results of capacity analysis for this scenario are shown in Table 3. The intersection of Gaarde
Street/Walnut Street would be beyond capacity (v/c ratio = >1.0) with no improvements. The
addition of an eastbound right turn lane along Walnut Street would be necessary to maintain an
acceptable level of service. For year 2015, a traffic signal would be needed at the intersection of
Gaarde Street/121st Avenue to provide acceptable operation. Left turns lanes were assumed for
southbound,eastbound and westbound approaches. The geometry for this intersection is shown in
Figure 5.
Future Lane Configuration
o. Based on the volumes shown in Figure 3, Gaarde Street would carry approximately 8,500 vehicles
in year 2001 when the Gaarde Street extension is completed. Figure 4 shows that Gaarde Street
would carry about 11,500 vehicles per day in year 2015. Gaarde would carry approximately 480
vehicles northbound and about 370 vehicles southbound during the PM peak hour in year 2015.One
io Manual on Uniform Traffic Control Devices, Federal Highway Administration, 1988.
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MEMORANDUM
Ron Weigel, Century West
Page 12
Table 3
Future 2015(Mitigated) Intersection Operation
Intersection PM Peak
Delay v/c LOS
Gaarde St/121 st Ave (signalized) 15.4 0.77 B*
Gaarde St/Walnut St(signalized) 15.7 0.79 B**
rr signalized: Delay=avg.delay for entire intersection;v/c=volume-to-capacity ratio;LOS=level of service
* Mitigated to include eastbound right turn lane along Walnut Street
** Assumes southbound,eastbound,and westbound left turn lanes.
lane in each direction should be adequate to handle this traffic demand. However,a center left turn
lane should be included,as center left turn lanes are generally considered along a roadway carrying
more than about 10,000 vehicles per day. In addition, an evaluation of left turn warrants" reveals
that left turn lanes are needed along Gaarde Street.
r As stated earlier,an eastbound right turn lane is needed at the intersection of Gaarde Street/Walnut
Street to maintain acceptable operation. This turn lane ultimately should be 200 feet in length.
However, a right turn lane 100 feet in length would be adequate for the interim (year 2001) case.
Ultimate lane configurations for the year 2015 are shown in Figure 5.
ow cc: Ron Weigel, Century West Engineering
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'rr i 1 A Policy on Geometric Design of Highways and Streets,AASHTO, 1994,Table IX-15,pg 743.
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LEGEND Figure 5
r. - Study Intersection FUTURE (2015)
- Proposed Traffic Signal LANE GEOMETRY
- Existing Lanes
- Proposed Added Lanes
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Appendix A
Traffic Counts
INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT
121ST AVENUE AT GAARDE STREET d 3U
♦ T= 2.6% P=. 7�8
w N 1276 ♦ DATE OF-.-COUNT: 06/30/99
O i 214 DAY OF AVEEK: Wed
R 1 3 272 TIME'STARTED: 07:00
T TIME ENDED: 09:00
H 4-3 L► 4-200
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T= 00 T= 7.3%
16 —► .4-2
P=.638 P=.793
0 1 TEV=TOTAL ENTRY VOLUME
♦ T=%TRUCKS BY APPROACH
1 F0. 300
BY APPROACH
23 —► 300 —► DJEP
rr 0 10 12 Peak Hour
(4 ♦ 07:10-08:10 Traffic Smithy
i T= 6.5% P=.55 122 TEV=521 11 (503) 641-6333
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
TIME PERIOD ♦ ♦ ♦
FROM - TO —► J �J 1 �► �� 1 F► j L ALL
�r. 07:00-07:05 0 0 0 0 0 22 0 0 0 0 0 13 35
07:05-07:10 0 1 1 0 0 9 0 0 0 0 0 19 30
07:10-07:15 0 1 1 0 0 25 0 2 1 0 0 15 45
07:15-07:20 0 3 0 0 0 21 0 2 1 0 0 14 41
07:20-07:25 0 0 0 0 1 18 0 0 1 1 0 21 42
07:25-07:30 0 1 0 0 1 8 0 0 1 0 0 16 27
07:30-07:35 0 2 2 0 0 28 0 0 1 0 1 17 51
07:35-07:40 0 2 0 1 1 24 0 1 0 0 0 18 47
07:40-07:45 0 0 1 0 0 37 0 2 2 0 1 17 60
rr 07:45-07:50 0 1 0 0 0 20 0 2 1 0 0 27 51
07:50-07:55 0 1 1 0 0 33 0 0 3 0 0 12 50
07:55-08:00 0 3 1 0 0 12 0 0 1 0 0 16 33
08:00-08:05 0 2 1 0 0 26 0 1 0 0 0 11 41
08:05-08:10 0 0 0 0 0 20 0 0 0 0 0 13 33
08:10-08:15 0 1 0 0 0 22 0 1 0 1 0 11 36
08:15-08:20 0 0 0 0 0 16 0 0 1 0 1 18 36
08:20-08:25 0 2 1 1 0 11 0 2 1 0 1 14 33
08:25-08:30 0 2 1 0 0 20 0 0 0 0 0 15 38
rr, 08:30-08:35 0 2 1 0 0 27 0 0 1 0 0 20 51
08:35-08:40 0 1 0 0 0 20 0 1 0 0 0 12 34
08:40-08:45 0 1 2 1 0 18 0 0 0 0 1 10 33
08:45-08:50 0 1 0 0 0 15 0 0 0 2 0 18 36
08:50-08:55 0 1 0 0 0 16 0 0 0 0 1 26 44
08:55-09:00 0 2 1 0 0 18 0 1 1 0 0 16 39
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Total Survey 0 30 14 3 3 486 0 15 16 4 6 389 966
PHF 0 .67 .58 .25 .38 .76 0 .5 .5 .25 .25 79 .809
Trucks 0 0 0 0 0 2.7 0 13 .3 0 50 0 6.9 4 . 6
Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0
Peds 0 0 0 0 1 0 0 0 0 0 0 0
Hourly Totals
07:00-08:00 0 15 7 1 3 257 0 9 12 1 2 205 512
07:15-08:15 0 16 6 1 3 269 0 9 11 2 2 193 512
07:30-08:30 0 16 8 2 1 269 0 9 10 1 4 189 509
07:45-08:45 0 16 8 2 0 245 0 7 8 1 3 179 469
08:00-09:00 0 15 7 2 0 229 0 6 4 3 4 184 454
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INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT
121ST AVENUE AT GAARDE STREET ill
♦ T= 1.5. P=.717
N 261 ♦ DATE OF COUNT: 06/30/99
O 1221 DAY OF WEEK: Wed
R 1 3 257 TIME STARTED: 07:00 1111
T TIME ENDED: 09:00
H 4-3 41 L► 4-208
7
T= 0. J L205T= 2.9.
15 —► .4-2
P=.785 P=.945
0 1 TEV=TOTAL ENTRY VOLUME
♦ r T=.TRUCKS BY APPROACH
41 r► P=PHF BY APPROACH
22 —► 284 —► DJEP
0 9 12 Peak Hour
Z4 ♦ 07:00-08:00 Traffic Smithy
T= 0. P=.75 121 TEV=512 11 (503) 641-6333 16
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
TIME PERIOD ♦ ♦
FROM - TO —► 1 .41 I L► .41 I r► j 4— L ALL 16
ALL VEHICLES i
07:00-07:15 0 2 2 0 0 56 0 2 1 0 0 47 110
07:15-07:30 0 4 0 0 2 47 0 2 3 1 0 51 110
07:30-07:45 0 4 3 1 1 89 0 3 3 0 2 52 158
07:45-08:00 0 5 2 0 0 65 0 2 5 0 0 55 134
LIGHT TRUCKS (SINGLE UNIT 2 AXLES)
07:00-07:15 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15-07:30 0 0 0 0 0 1 0 0 0 0 0 2 3
07:30-07:45 0 0 0 0 0 0 0 0 0 0 0 1 1
07:45-08:00 0 0 0 0 0 3 0 0 0 0 0 2 5
MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES)
07:00-07:15 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15-07:30 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30-07:45 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45-08 :00 0 0 0 0 0 0 0 0 0 0 0 1 1
HEAVY TRUCKS (SEMI-TRACTOR TRAILER)
07:00-07:15 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15-07:30 0 0 0 0 0 0 0 0 0 0 0 0 0i
07:30-07:45 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45-08:00 0 0 0 0 0 0 0 0 0 0 0 0 0
BICYCLES
07:00-07:15 0 1 0 0 0 0 0 0 0 0 0 0 1
07:15-07:30 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30-07:45 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45-08:00 0 0 0 0 0 0 0 0 0 0 0 0 0
PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL
SOUTH WEST EAST NORTH
07:00-07:15 0 0 0 0 0
07:15-07:30 0 0 0 0 0
07:30-07:45 0 0 0 0 0
07:45-08:00 0 0 0 0 0
Peak Hour by Movement
PHF 0 .75 .58 .25 .38 72 0 .75 .6 .25 .25 93 .810 ib
Trucks all) 0 0 0 0 0 1.6 0 0 0 0 0 2.9 2
Trucks M+H 0 0 0 0 0 0 0 0 0 0 0 .5 .2
Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals ift
07:00-08:00 0 15 7 1 3 257 0 9 12 1 2 205 512
07:15-08:15 0 16 6 1 3 269 0 9 11 2 2 193 512
07:30-08:30 0 16 8 2 1 269 0 9 10 1 4 189 509
07:45-08:45 0 16 8 2 0 245 0 7 8 1 3 179 469 06
08:00-09:00 0 15 7 2 0 229 0 6 4 3 4 184 454
Ift
16
rr INTERSECTION 'TURN MOVEMENT COUNT SUMMARY REPORT
121ST AVENUE AT GAARDE STREET Z v "ice
T= 2.8% P=.8$7
N 355 ♦ DATE OF-.COUNT: 06/29/99
O1328 DAY QF'=SEEK: Tue
R 10 6 339 TIME STARTED: 16:00
T TIME ENDED: 18:00
H .4-2 7 .41 L► A-347
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T=10 .7% T= 2.20
7 —► .4-17
P=.5 P=.834
0 11 TEV=TOTAL ENTRY VOLUME
r T=%TRUCKS BY APPROACH
.� ( r► P=PHF BY APPROACH
12 —► 353 —o- DJEO
0 4 7 Peak Hour
I17 A 16:50-17:50 Traffic Smithy
i T= 4.8% P=.55 (11 TEV=725 11 (503) 641-6333
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
TIME PERIOD A A A
FROM - TO —► 1 41 i L -43 F► ( L ALL
,
16:00-16:05 0 0 1 0 1 19 0 0 0 0 1 19 41
16:05-16 :10 0 0 0 0 1 33 0 0 2 0 3 23 62
16:10-16 :15 0 0 1 2 0 30 0 0 0 0 1 20 54
16:15-16 :20 0 1 1 0 0 24 0 0 0 1 1 17 45
16:20-16:25 0 2 0 2 0 23 0 0 1 0 0 19 47
+++� 16:25-16:30 0 1 0 1 0 25 0 0 0 0 2 19 48
16:30-16:35 0 1 0 3 0 20 0 0 1 1 1 29 56
16:35-16:40 0 2 0 0 1 19 0 0 0 0 1 27 50
16:40-16:45 0 0 0 1 2 26 0 0 2 2 0 27 60
16:45-16:50 0 2 1 0 0 23 0 0 1 0 0 27 54
16:50-16:55 0 2 0 1 1 29 0 0 0 1 3 24 61
16:55-17:00 0 1 2 2 1 30 0 0 1 2 0 22 61
17:00-17:05 0 0 1 0 1 27 0 0 0 0 0 16 45
17:05-17:10 0 0 0 2 0 31 0 0 0 1 1 27 62
Wr 17:10-17:15 0 0 0 0 1 34 0 0 1 1 0 22 59
17:15-17:20 0 1 0 0 1 31 0 0 0 2 3 29 67
17:20-17:25 0 0 0 0 0 30 0 2 1 0 2 34 69
17:25-17:30 0 0 0 1 0 27 0 0 0 1 1 32 62
17:30-17:35 0 0 0 1 1 20 0 0 1 0 2 32 57
17:35-17:40 0 1 0 2 0 27 0 1 1 1 1 25 59
17:40-17:45 0 0 0 0 0 28 0 1 1 1 2 22 55
17:45-17:50 0 2 2 1 0 25 0 0 1 1 2 34 68
17:50-17:55 0 0 2 1 1 25 0 0 1 2 1 25 58
+.r 17:55-18:00 0 1 0 2 0 30 0 1 1 0 3 17 55
Total Survey 0 17 11 22 12 636 0 5 16 17 31 588 1355
PHF 0 .58 .42 .63 .5 .88 0 .5 .58 .69 .71 .81 . 915
% Trucks 0 11.8 9.1 4 .5 0 2.8 0 0 6 .3 5.9 0 2 .2 2.7
Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0
ir. Peds 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
16:00-17:00 0 12 6 12 7 301 0 0 8 7 13 273 639
16:15-17:15 0 12 5 12 7 311 0 0 7 9 9 276 648
16:30-17:30 0 9 4 10 8 327 0 2 7 11 12 316 706
16:45-17:45 0 7 4 9 6 337 0 4 7 10 15 312 711
17:00-18:00 0 5 5 10 5 335 0 5 8 10 18 315 716
INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT
121ST AVENUE AT GAARDE STREET
♦ T= 2.3. P=.911
N 350 ♦ DATE OF COUNT: 06/29/99
O 1325 DAY OF WEEK: Tue
R 10 5 335 TIME STARTED: 16 :00
T TIME ENDED: 18:00
H A-28 .41 L► 4-343
5 J L315 idly
5 —► .4-18
P=.357 P=.824
0 10 TEV=TOTAL ENTRY VOLUME
♦ T=.TRUCKS BY APPROACH
+1 1 Flo' 348
BY APPROACH
10 —► 348 —pp.
0 5 8 Peak Hour
Z15 ♦ 17:00-18:00 Traffic Smithy
T= 0. P=.65 113 TEV=716 11 (503) 641-6333
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
TIME PERIOD
FROM - TO —► 3 43 1 L► 41 1 f► j .4— L ALL di
ALL VEHICLES
17:00-17:15 0 0 1 2 2 92 0 0 1 2 1 65 166
17:15-17:30 0 1 0 1 1 88 0 2 1 3 6 95 198
17:30-17:45 0 1 0 3 1 75 0 2 3 2 5 79 171
17:45-18 :00 0 3 4 4 1 80 0 1 3 3 6 76 181
LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 1
17:00-17:15 0 0 0 0 0 2 0 0 0 0 0 1 3
17:15-17:30 0 0 0 0 0 1 0 0 0 0 0 1 2
17:30-17:45 0 0 0 0 0 2 0 0 0 0 0 0 2
17:45-18:00 0 0 0 0 0 3 0 0 0 0 0 1 4
MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES)
17:00-17:15 0 0 0 0 0 0 0 0 0 0 0 0 0
17:15-17:30 0 0 0 0 0 0 0 0 0 0 0 0 0
17:30-17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 illi
17:45-18:00 0 0 0 0 0 0 0 0 0 0 0 0 0
HEAVY TRUCKS (SEMI-TRACTOR TRAILER)
17:00-17:15 0 0 0 0 0 0 0 0 0 0 0 0 0 ib
17:15-17:30 0 0 0 0 0 0 0 0 0 0 0 0 0
17:30-17:45 0 0 0 0 0 0 0 0 0 0 0 0 0
17:45-18:00 0 0 0 0 0 0 0 0 0 0 0 0 0
BICYCLES ft
17:00-17:15 0 0 0 0 0 0 0 0 0 0 0 0 0
17:15-17:30 0 0 0 0 0 0 0 0 0 0 0 0 0
17:30-17:45 0 0 0 0 0 0 0 0 0 0 0 0 0
17:45-18 :00 0 0 0 0 0 0 0 0 0 0 1 0 1
PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL
SOUTH WEST EAST NORTH
17:00-17:15 0 0 0 0 0
17:15-17:30 0 0 0 0 0 Mh
17:30-17:45 0 0 0 0 0
17:45-18:00 0 0 0 0 0
Peak Hour by Movement
PHF 0 .42 .31 .63 .63 91 0 .63 .67 .83 .75 .83 .904
. Trucks (all)) 0 0 0 0 0 2.4 0 0 0 0 0 1 1.5
0-. Trucks (M+H) 0 0 0 0 0 0 0 0 0 0 0 0 0
Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
16:00-17:00 0 12 6 12 7 301 0 0 8 7 13 273 639
16:15-17:15 0 12 5 12 7 311 0 0 7 9 9 276 648
16:30-17:30 0 9 4 10 8 327 0 2 7 11 12 316 706
16:45-17:45 0 7 4 9 6 337 0 4 7 10 15 312 711
17:00-18:00 0 5 5 10 5 335 0 5 8 10 18 315 716
�r INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT
WALNUT STREET AT 121ST AVENUE a 3 0 S
♦ T= 3 .8% P=.735
N 1247 ♦ DATE OF COUNT: 06/30/99
O 1293 DAY OF==WEEK: Wed
R 18 175 54 TIME'STARTED: 07:00
T TIME ENDED: 09:00
H 4-158 .41 L► A-117
64 J L34
T= 1.9% T= 9.20
358 —► .4-75
P=.895 P=.75
As 94 8 TEV=TOTAL ENTRY VOLUME
♦ r T=%TRUCKS BY APPROACH
4-1I 0► P=PHF BY APPROACH
516 —► 449 —► DLPN
65 195 37 Peak Hour
1277 ♦ 07:05-08:05 Traffic Smithy
i T= 5.3% P=.894 1297 TEV=1177 11 (503) 641-6333
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
+ TIME PERIOD
FROM - TO —► i 1 L► 41 1 F► r L ALL
07:00-07:05 7 19 5 1 9 2 2 10 3 1 5 1 65
07:05-07:10 5 35 3 0 10 7 5 15 2 0 9 3 94
07:10-07:15 11 23 6 1 10 3 5 12 3 0 5 3 82
07:15-07:20 9 36 1 2 16 1 6 11 5 1 9 5 102
07:20-07:25 5 32 5 2 10 6 5 20 4 0 3 0 92
�r 07:25-07:30 5 25 4 2 7 3 3 23 6 0 6 3 87
07:30-07:35 11 30 7 2 11 6 5 9 3 0 5 2 91
07:35-07:40 8 29 9 2 26 3 7 18 3 0 7 0 112
07:40-07:45 12 33 5 1 22 6 5 23 1 2 6 5 121
07:45-07:50 8 32 7 2 14 8 4 19 3 2 5 5 109
07:50-07:55 8 30 8 1 19 5 7 18 3 1 10 3 113
07:55-08:00 7 31 2 2 9 4 6 13 1 1 5 4 85
08:00-08:05 5 22 7 1 21 2 7 14 3 1 5 1 89
08:05-08:10 5 25 7 2 12 5 4 9 2 0 7 3 81
w. 08:10-08:15 8 28 2 2 11 5 5 14 1 2 5 3 86
08:15-08:20 10 20 4 0 11 2 3 12 2 1 9 3 77
08:20-08:25 5 20 7 2 4 4 7 14 3 0 8 6 80
08:25-08:30 8 18 4 0 13 8 1 11 2 0 6 2 73
08:30-08:35 12 20 6 3 14 0 5 16 0 0 5 4 85
08:35-08:40 12 17 7 1 14 1 2 17 1 0 4 3 79
08:40-08:45 9 19 5 2 7 5 6 10 3 1 7 0 74
08:45-08:50 7 25 9 2 7 5 0 15 3 0 15 7 95
08:50-08:55 5 22 2 0 14 5 8 17 0 1 2 2 78
+Y• 08:55-09:00 3 28 6 4 13 7 0 21 1 1 16 2 102
nr
rr
Total Survey 185 619 128 37 304 103 108 361 58 15 164 70 2152
PHF .76 .94 .76 .75 .71 .71 .81 .81 . 62 .4 .82 65 .857
% Trucks 4.3 1.3 1.6 8.1 2.3 6.8 9.3 4 .4 3 .4 6 .7 8 .5 11.4 4
Stopped Buses 0 0 0 0 0 0 0 0 0 0 2 0
Peds 0 0 0 0 0 0 0 0 0 0 2 0
Hourly Totals
07:00-08:00 96 355 62 18 163 54 60 191 37 8 75 34 1153
07:15-08:15 91 353 64 21 178 54 64 191 35 10 73 34 1168
07:30-08:30 95 318 69 17 173 58 61 174 27 10 78 37 1117
07:45-08:45 97 282 66 18 149 49 57 167 24 9 76 37 1031
08:00-09:00 89 264 66 19 141 49 48 170 21 7 89 36 999
irr
INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT
WALNUT STREET AT 121ST AVENUE
T= 2.811 P=.800
N 253 A DATE OF COUNT: 06/30/99
O 1289 DAY OF WEEK: Wed
R 21 178 54 TIME STARTED: 07:00
T TIME ENDED: 09:00
H A-158 .41 L► 4-117
64 J L34
T= 1.2o T= 8.50 ift
353 —► 4-73
P=.881 P=.812
91 10 TEV=TOTAL ENTRY VOLUME
T=%TRUCKS BY APPROACH ib
4-1I r-00. 442
BY APPROACH
508 —► 442 —o. DLPN
64 191 35 Peak Hour
279 • 07:15-08 :15 Traffic Smithy
T= 2.1% P=.873 1290 TEV=1168 11 (503) 641-6333
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
TIME PERIOD • • •
FROM - TO —► i 4j 1 L► �l �► .4— L ALL, Ib
ALL VEHICLES
07:15-07:30 19 93 10 6 33 10 14 54 15 1 18 8 281
07:30-07:45 31 92 21 5 59 15 17 50 7 2 18 7 324 wi
07:45-08:00 23 93 17 5 42 17 17 50 7 4 20 12 307
08:00-08:15 18 75 16 5 44 12 16 37 6 3 17 7 256
LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 16
07:15-07:30 1 0 0 0 0 0 0 0 1 0 1 1 4
07:30-07:45 0 0 0 0 0 2 0 1 0 0 1 1 5
07:45-08:00 1 0 0 1 1 1 1 1 0 0 1 1 8
08:00-08:15 3 1 0 0 0 1 0 0 0 0 1 1 7 1
MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES)
07:15-07:30 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30-07:45 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45-08:00 0 0 0 0 0 0 1 0 0 0 0 0 1 Ab
08 :00-08:15 0 0 0 0 0 0 0 1 0 1 0 0 2
HEAVY TRUCKS (SEMI-TRACTOR TRAILER)
07:15-07:30 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30-07:45 0 0 0 0 0 0 0 0 0 0 0 0 0 ik
07:45-08:00 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00-08:15 0 0 0 0 1 0 0 0 0 0 0 1 2
BICYCLES
07:15-07:30 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30-07:45 0 0 0 0 0 0 0 1 0 0 0 0 1
07:45-08:00 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00-08:15 0 0 0 0 0 0 0 0 0 0 0 0 0
PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL
SOUTH WEST EAST NORTH
07:15-07:30 0 0 0 0 0
07:30-07:45 0 0 0 0 0 96
07:45-08:00 0 0 0 0 0
08:00-08:15 0 0 0 2 2
Peak Hour by Movement
PHF 73 .95 .76 88 75 79 94 88 58 .63 91 71 .901 lib
Trucks (all)) 5.5 .3 0 4.8 1.1 7.4 3 .1 1.6 2.9 10 5.5 14.7 2.5
Trucks(M+H) 0 0 0 0 .6 0 1.6 .5 0 10 0 2.9 .4
Stopped Buses 0 0 0 0 0 0 0 0 0 0 1 0
Hourly Totals lib
07:00-08:00 96 355 62 18 163 54 60 191 37 8 75 34 1153
07:15-08:15 91 353 64 21 178 54 64 191 35 10 73 34 1168
07:30-08:30 95 318 69 17 173 58 61 174 27 10 78 37 1117
07:45-08 :45 97 282 66 18 149 49 57 167 24 9 76 37 1031 ift
08:00-09:00 89 264 66 19 141 49 48 170 21 7 89 36 999
rir INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT
WALNUT STREET AT 121ST AVENUE
♦ T= 2% P=. 909
N 440 ♦ DATE OF COUNT: 06/29/99
O 1302 DAY (:IF VEEK: Tue
R 107 278 55 TIME STARTED: 16:00
T TIME ENDED: 18:00
H 4-571 41 i L► .4-444
34 J L71
T= 3 .2% T= 2.10
152 —► 4-339
P=.871 P=.925
79 34 TEV=TOTAL ENTRY VOLUME
♦ r T=%TRUCKS BY APPROACH
-4-1 ( r► P=PHF BY APPROACH
265 —► 231 —► DLPM
4w 125 197 24 Peak Hour
391 ♦ 17:00-18:00 Traffic Smithy
T= 1.9% P=.793 346 TEV=1495 11 (503) 641-6333
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
in TIME PERIOD ♦ ♦ ♦
FROM - TO —► i L► 43 1 �► r L ALL
w. 16:00-16:05 9 16 6 6 17 3 2 11 3 1 24 3 101
16:05-16:10 5 8 0 8 15 2 8 16 4 5 23 6 100
16:10-16:15 8 14 8 8 23 4 9 12 3 3 24 3 119
16:15-16:20 6 11 3 9 19 8 7 13 4 4 21 7 112
16:20-16:25 10 13 4 7 14 5 9 8 1 5 26 7 109
16:25-16:30 10 10 4 6 17 4 7 11 1 2 25 6 103
16:30-16:35 4 11 4 8 16 3 9 14 0 2 20 11 102
16:35-16:40 4 12 4 12 18 5 10 12 4 1 32 6 120
16:40-16 :45 2 10 4 6 25 6 11 23 1 5 30 4 127
16:45-16:50 10 13 2 6 21 5 4 12 2 3 30 3 111
16:50-16:55 4 10 1 5 13 7 10 17 1 6 32 2 108
16:55-17:00 12 9 3 9 20 7 9 18 0 5 21 9 122
17:00-17:05 9 9 2 9 23 5 8 15 1 4 22 3 110
17:05-17:10 10 14 1 9 24 2 7 17 3 2 26 4 119
ow 17:10-17:15 5 10 2 9 25 6 8 10 3 3 35 6 122
17:15-17:20 7 14 1 5 30 5 8 17 2 5 26 5 125
17:20-17:25 6 19 1 10 26 5 12 23 2 0 32 8 144
17:25-17:30 4 13 2 7 23 7 15 22 0 3 25 4 125
17:30-17:35 2 11 4 7 18 2 13 18 4 2 35 3 119
17:35-17:40 4 15 7 11 24 4 14 13 1 1 30 5 129
17:40-17:45 8 14 6 9 16 7 6 16 2 2 27 9 122
17:45-17:50 8 10 4 9 22 2 13 14 1 8 25 6 122
17:50-17:55 7 11 1 13 22 4 11 21 1 1 27 8 127
r�r 17:55-18:00 9 12 3 9 25 6 10 11 4 3 29 10 131
Total Survey 163 289 77 197 496 114 220 364 48 76 647 138 2829
PHF .82 .83 .5 .86 .86 .81 .74 .78 .75 71 91 .74 . 948
% Trucks 4.9 3.1 0 .5 2 4.4 2.7 1.1 4 .2 6.6 1.1 4.3 2.2
Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0
`rr Peds 0 0 0 0 7 0 0 0 0 0 0 0
Hourly Totals
16:00-17:00 84 137 43 90 218 59 95 167 24 42 308 67 1334
16:15-17:15 86 132 34 95 235 63 99 170 21 42 320 68 1365
16:30-17:30 77 144 27 95 264 63 111 200 19 39 331 65 1435
16:45-17:45 81 151 32 96 263 62 114 198 21 36 341 61 1456
17:00-18:00 79 152 34 107 278 55 125 197 24 34 339 71 1495
4w
INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT
WALNUT STREET AT 121ST AVENUE
T= 1.411 P=.932
N 440 • DATE OF COUNT: 06/29/99
O 1302 DAY OF WEEK: Tue
R 107 278 55 TIME STARTED: 16:00
T TIME ENDED: 18:00
H A-571 41 I L► .4-444
34 J i X71
T= 3. T= 1.60
152 —► A-339
P=.933 P=.948
79 34 TEV=TOTAL ENTRY VOLUME
• r T=.TRUCKS BY APPROACH
41 1 F► P=PHF BY APPROACH
265 —► 231 —► DLPM
125 197 24 Peak Hour
391 ♦ 17:00-18:00 Traffic Smithy
T= .6. P=.856 1346 TEV=1495 11 (503) 641-6333
EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND
TIME PERIOD A
FROM - TO —► 1 �� �► �� 1 F► r �— L Iilr
ALL
ALL VEHICLES
17:00-17:15 24 33 5 27 72 13 23 42 7 9 83 13 351
17:15-17:30 17 46 4 22 79 17 35 62 4 8 83 17 394
17:30-17:45 14 40 17 27 58 13 33 47 7 5 92 17 370
17:45-18 :00 24 33 8 31 69 12 34 46 6 12 81 24 380
LIGHT TRUCKS (SINGLE UNIT 2 AXLES) iii
17:00-17:15 0 2 0 0 0 1 1 0 0 1 1 0 6
17:15-17:30 0 0 0 0 2 0 1 0 0 1 1 0 5
17:30-17:45 1 2 0 1 0 1 0 0 0 0 1 1 7
17:45-18:00 3 0 0 0 0 1 0 0 0 0 0 1 5 16
MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES)
17:00-17:15 0 0 0 0 0 0 0 0 0 0 0 0 0
17:15-17:30 0 0 0 0 0 0 0 0 0 0 0 0 0
17:30-17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 ib
17:45-18 :00 0 0 0 0 0 0 0 0 0 0 0 0 0
HEAVY TRUCKS (SEMI-TRACTOR TRAILER)
17:00-17:15 0 0 0 0 0 0 0 0 0 0 0 0 0
17:15-17:30 0 0 0 0 0 0 0 0 0 0 0 0 0
17:30-17:45 0 0 0 0 0 0 0 0 0 0 0 0 0
17:45-18:00 0 0 0 0 0 0 0 0 0 0 0 0 0
BICYCLES
17:00-17:15 0 0 0 0 0 0 0 0 0 0 0 0 0
17:15-17:30 0 0 0 0 1 0 0 0 0 0 0 0 1
17:30-17:45 0 0 0 0 0 0 0 0 0 0 0 0 0
17:45-18:00 0 0 0 0 0 0 0 0 0 0 1 0 1
PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL
SOUTH WEST EAST NORTH
17:00-17:15 0 1 0 0 1
17:15-17:30 0 0 0 0 0
17:30-17:45 0 1 0 0 1
17:45-18:00 0 0 0 0 0
Peak Hour by Movement
PHF 82 83 .5 .86 .88 81 89 .79 .86 71 .92 74 .948
Trucks (all) 5.1 2.6 0 .9 .7 5.5 1.6 0 0 5.9 .9 2.8 1.5
. Trucks (M+H) 0 1 0 0 0 0 0 0 0 0 0 0 0 0
Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
16:00-17:00 84 13,7 43 90 218 59 95 167 24 42 308 67 1334
16:15-17:15 86 132 34 95 235 63 99 170 21 42 320 68 1365
16:30-17:30 77 144 27 95 264 63 111 200 19 39 331 65 1435
16:45-17:45 81 151 32 96 263 62 114 198 21 36 341 61 1456
17:00-18:00 79 152 34 107 278 55 125 197 24 34 339 71 1495
66
Yr
07/11/99 TRAFFIC SMITHY Page : 1
3 :31 : 53 1225 NW MURRAY BLVD
No SUITE 111
PORTLAND, OREGON 97229
(503) 641-6333 FAX (503) 643-8866
im
*** Special Speed Study (#203) ***
*$Site ID 12WAL31 Data Starts 00 : 00 on 07/13/99
Info 1 WALNUT Data Ends 23 : 45 on 07/13/99
Info 2 WEST OF 128TH Adj . Factor 1 . 0000-.
Lane #1 Info WESTBOUND
'lodes SPEED
Sensors Axle-Axle Sensor Spacing: 6 . 0 '
k************************* Lane 1 Special Speed Study **************************
rIr
#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13 #14 #15 416
0- 20- 25- 30- 35- 40- 45- 50- 55- 60- 65- 70- 75- 80- 85-
Date Time 19.9 24.9 29.9 34.9 39.9 44.9 49.9 54.9 59.9 64.9 69.9 74.9 79.9 84.9 89.9 Other Error Total
---------------------------------------------------------------------------------------------------------------------------
17/13/99 00:00 0 0 2 9 12 14 2 0 0 0 0 0 0 C 0 0 0 39
Tue 01:00 0 1 1 5 15 4 3 1 1 1 0 0 0 C 0 0 0 32
02:00 0 1 1 1 6 5 2 0 0 0 0 0 0 C 0 0 0 16
03:00 0 0 0 1 1 1 1 1 0 0 0 0 0 0 0 0 0 5
04:00 0 0 1 2 5 3 2 0 0 0 0 0 0 0 0 0 0 13
05:00 2 0 0 3 9 8 5 1 0 0 0 0 0 0 0 0 0 28
06:00 2 0 2 8 26 19 4 0 1 0 0 0 0 0 0 0 0 62
07:00 5 0 4 16 47 47 22 0 0 0 0 0 0 0 0 0 0 141
08:00 3 2 10 43 67 34 4 4 1 0 0 0 0 0 0 0 0 168
IIIc
09:00 4 3 5 30 67 22 6 1 0 0 0 0 0 0 0 0 0 138
10:00 5 4 10 39 60 38 5 1 0 0 0 0 0 0 0 0 0 162
11:00 12 6 12 47 97 41 9 3 0 0 0 0 0 0 0 0 0 227
12:00 8 5 13 53 107 62 13 2 1 0 0 0 0 0 0 0 0 264
13:00 3 6 9 42 82 60 12 3 0 0 0 0 0 0 0 0 0 217
14:00 9 4 8 54 125 54 11 0 1 0 0 0 0 0 0 0 0 266
15:00 7 6 8 54 130 78 20 1 0 0 0 0 0 0 0 0 0 304
16:00 8 5 9 66 191 112 30 1 0 0 0 0 0 0 0 0 0 422
17:00 8 8 23 101 233 197 23 1 0 0 0 0 0 0 0 0 0 594
18:00 10 14 17 65 174 136 26 3 3 0 0 0 0 0 0 0 0 448
iqI
19:00 6 4 11 38 119 66 15 1 0 0 0 0 0 0 0 0 0 260
20:00 6 3 8 65 127 60 10 2 0 0 0 0 0 0 0 0 0 281
21:00 5 1 14 50 120 50 5 0 0 0 0 1 0 0 0 0 0 246
M 22:00 2 0 8 23 55 24 8 0 1 0 0 0 0 0 0 0 0 121
23:00 0 3 3 9 24 13 6 1 1 0 0 0 0 0 0 0 0 60
----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ------
,,�laily Total #1 105 76 179 824 1899 1148 244 27 10 1 0 1 0 0 0 0 0 4514
Percent 2% 2% 4% 18% 42% 25% 5% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Cum. Percent 2% 4% 7% 26% 68% 93% 99% 99% 99% 99% 99% 100%
Average Hour 4 3 7 34 79 47 10 1 0 0 0 0 0 0 0 0 0 168
IIS Avg Speed: 37.2mph 10% Speed: 30.6mph 50% Speed: 37.8mph 85% Speed: 43.2mph
IIY11
07/11/99 TRAFFIC SMITHY Page : 1
13 : 30 : 32 1225 NW MURRAY BLVD
SUITE 111
PORTLAND, OREGON 97229
(503) 641-6333 FAX (503) 643-8866
*** Special Speed Study (#203) ***
Site ID 12WAL47 Data Starts 00 : 00 on 07/13/99
Info 1 WALNUT Data Ends 23 :45 on 07/13/99
Info 2 WEST OF 128TH Adj . Factor 1 . 0000-.
Lane #1 Info EASTBOUND
Modes SPEED
Sensors Axle-Axle Sensor Spacing: 6 . 0 '
************************** Lane 1 Special Speed Study
#1 #2 43 #4 #5 #6 #7 #8 #9 410 #11 #12 #13 #14 #15 #16
0- 20- 25- 30- 35- 40- 45- 50- 55- 60- 65- 70- 75- 80- 85-
Date Time 19.9 24.9 29.9 34.9 39.9 44.9 49.9 54.9 59.9 64.9 69.9 74.9 79.9 84.9 89.9 Other Error Total
----------------------------------------------------------------------------------------------------------------------------
07/13/99 00:00 0 0 3 3 8 4 1 0 0 0 0 0 0 0 0 0 0 19
Tue 01:00 0 2 2 5 3 2 0 0 0 0 0 0 0 0 0 0 0 14
02:00 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 2
03:00 0 1 0 1 1 3 0 0 0 0 0 0 0 0 0 0 0 6
04:00 0 0 0 5 6 2 3 0 0 0 1 0 0 0 0 0 0 17
05:00 0 1 2 23 25 10 4 0 0 0 0 0 0 0 0 0 0 65
06:00 0 1 3 55 121 56 15 0 0 1 0 0 0 0 0 0 0 252
07:00 3 5 9 109 238 109 20 0 0 0 0 0 0 0 0 0 0 493
08:00 3 10 20 82 158 69 7 0 0 0 0 0 0 0 0 0 0 349
09:00 5 3 10 46 105 34 2 0 0 0 0 0 0 0 0 0 0 205
10:00 1 0 12 63 77 32 2 1 0 0 0 0 0 0 0 0 0 188
11:00 2 12 25 66 78 25 5 0 0 0 0 0 0 0 0 0 0 213
12:00 6 7 15 65 71 32 6 0 0 0 0 0 0 0 0 0 0 202
13:00 4 5 17 68 92 32 2 1 0 0 0 0 0 0 0 0 0 221
14:00 18 15 27 74 88 34 2 0 0 0 0 0 0 0 0 0 0 258
15:00 4 11 9 45 97 27 9 0 1 0 0 0 0 0 0 0 0 203
16:00 10 1 12 59 108 57 10 1 0 0 0 0 0 0 0 0 0 258
17:00 15 3 12 43 118 69 12 1 0 0 0 0 0 0 0 0 0 273
18:00 17 11 6 49 124 75 8 1 0 0 0 0 0 0 0 0 0 291
19:00 5 6 16 53 84 49 8 1 0 0 0 0 0 0 0 0 0 222
20:00 3 6 14 45 55 22 4 0 0 0 0 0 0 0 0 0 0 149
21:00 8 2 4 38 52 18 3 0 0 1 0 0 0 0 0 0 0 126
22:00 1 1 2 13 31 18 7 0 0 0 0 0 0 0 0 0 0 73
23:00 0 1 0 5 11 10 5 0 0 0 0 0 0 0 0 0 0 32
----- ----- ----- ----- ----- ----- ----- ----- ---- ----- ----- ----- ----- ----- ----- ----- ----- ------
Daily Total #1 105 104 220 1015 1752 790 135 6 1 2 1 0 0 0 0 0 0 4131
Percent 3% 3% 5% 25% 42% 19% 3% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 16
Cum. Percent 2% 5% 10% 34% 77% 96% 99% 99% 99% 99% 100%
Average Hour 4 4 9 42 73 32 5 0 0 0 0 0 0 0 0 0 0 172
Avg Speed: 35.9mph 10% Speed: 29.5mph 50% Speed: 36.8mph 85% Speed: 42.1mph
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Appendix B
LOS Descriptions
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#• TRAFFIC LEVELS OF SERVICE
Analysis of traffic volumes is useful in understanding the general nature of traffic in an area, but by
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.
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' 1997 Highway Capacity Manual, Special Report 209,Transportation Research Board,Washington D.C., 1998,
Chapters 9, 10, 11.
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ALI.-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.'
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.
Dela (Seconds) Level of Service
s5 A
6- 10 B
11 -20 C
fir
21 - 30 D
31 -45 E
> 45 F
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' Transportation Research Circular#373,Transportation Research Board.
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UNSIGNALIZED INTERSECTIONS (Two-Way Stop Controlled)
r 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 1997 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
r� Unsignalized Intersections
Avg Total Delay
Level of Service Expected Delay (Sec/Veh)
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A Little or no delay < 10.0
Irr B Short traffic delay 10.1-15.0
C Average traffic delays 15.1-25.0
D Long traffic delays 25.1-35.0
E Very long traffic delays 35.1-50.0
F Extreme delays potentially affecting > 50
other traffic movements in the intersection
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Source: HighwW Capacity Manual,Special Report 209(Third Edition),Transportation Research Board Washington,D.C.,1998.
Y1M
1111
1�1
SIGNALIZED INTERSECTIONS
For signalized intersections, level of service is evaluated based upon control delay experienced by
vehicles entering an intersection. Control delay (or signal delay) includes initial deceleration delay,
queue move-up time, stopped delay, and final acceleration delay. In contrast, in previous verstions of
this chapter of the HCM(1994 and earlier),delay included only stopped delay. As delay increases,the
level of service decreases. Calculations for signalized and unsignalized intersections are different due
to the variation in traffic control. The 1997 Highway Capacity Manual provides the basis for these
calculations.
Ib
Level of Service Definitions
Signalized Intersections
Control
Level of Delay
Service (secs.) Description
A <10.00 LOS A:describes operations with very low control delay,up to 10 sec per vehicle. This level of
service occurs when progression is extremely favorable and most vehicles arrive during the green
phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay..
B 10.1-20.0 LOS B:describes operations with control delay greater than 10 and up to 20 sec per vehicle. This
level generally occurs with good progression,short cycle lengths,or both. More vehicles stop than
with LOS A,causing higher levels of average delay..
C 20.1-35.0 LOS C:describes operations with control delay greater than 20 and up to 35 sec per vehicle. These
higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle
failures may begin to appear at this level. The number of vehicles stopping is significant at this level,
though many still pass through the intersection without stopping.
D 35.1-55.0 LOS D:describes operations with control delay greater than 35 and up to 55 sec per vhciel. At level
D, the influence of congestion becomes more noticeable Longer delays may result from some
combination of unfavorable progression,long cycle lengths,or high v/c ratios. Many vehicles stop,
and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.
E 55.1-80.0 LOS E:describes operations with control delay greater than 55 and up to 80 sec per vehicle. This
level is considered by many agencies to be the limit of acceptable delay. These high delay values
generally indicate poor progression,long cycle lengths,and high v/c ratios. Individual cycle failures
are frequent occurrences.
F >80.0 LOS F: describes operations with control delay in excess of 80 sec per vehicle. This level,
considered to be unacceptable to most drivers,often occurs with oversaturation,that is,when arrival
flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1.0 with
many individual cycle failures. Poor progression and long cycle lengths may also be major
contributing factors to such delay levels.
Source: High%W Capachy Manual,Transportation Research Board,Special Report No.209(Third Edition),Washington D.C.,1998.
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MITIG8 - Default Scenario Wed Jul 21, 1999 10:07:19 Page 1-1
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--------------------------------------------------------------------------------
Gaarde Street Improvement Project
Future (2015) Volumes
PM Peak Hour
----------------------------------------------
----------------------------------
Level Of Service Computation Report
1997 HCM Operations Method (Future Volume Alternative)
********************************************************************************
iWr Intersection #3 Gaarde St/Walnut St
********************************************************************************
Cycle (sec) : 60 Critical Vol./Cap. (X) : 1.074
Loss Time (sec) : 12 (Y+R = 4 sec) Average Delay (sec/veh) : 38.6
Optimal Cycle: 168 Level Of Service: D
********************************************************************************
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Control: Split Phase Split Phase Prot+Permit Prot+Permit
Rights: Ovl Include Ovl Include
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 0 1 0 1 0 1 0 0
------------I---------------II---------------II---------------II---------------I
Volume Module: 4-6 pm
Base Vol: 560 0 50 0 0 0 0 200 420 115 485 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
Im Initial Bse: 560 0 50 0 0 0 0 200 420 115 485 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
Initial Fut: 560 0 50 0 0 0 0 200 420 115 485 0
go User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
PHF Volume: 622 0 56 0 0 0 0 222 467 128 539 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 622 0 56 0 0 0 0 222 467 128 539 0
No 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. : 622 0 56 0 0 0 0 222 467 128 539 0
------------I---------------II---------------II---------------II---------------I
WA Saturation Flow Module:
Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 0.85 1.00 1.00 1.00 1.00 0.81 0.81 0.79 1.00 1.00
Lanes: 1.00 0.00 1.00 0.00 0.00 0.00 0.00 0.32 0.68 1.00 1.00 0.00
wr Final Sat. : 1805 0 1615 0 0 0 0 495 1041 1506 1900 0
------------I---------------II---------------11---------------II---------------1
Capacity Analysis Module:
Vol/Sat: 0.34 0.00 0.03 0.00 0.00 0.00 0.00 0.45 0.45 0.08 0.28 0.00
Crit Moves: **** **** ****
Green/Cycle: 0.32 0.00 0.38 0.00 0.00 0.00 0.00 0.42 0.73 0.55 0.48 0.00
Volume/Cap: 1.08 0.00 0.09 0.00 0.00 0.00 0.00 1.08 0.61 0.16 0.59 0.00
Delay/Veh: 81.5 0.0 11.8 0.0 0.0 0.0 0.0 76.9 4.8 9.5 12.3 0.0
it User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 81.5 0.0 11.8 0.0 0.0 0.0 0.0 76.9 4.8 9.5 12.3 0.0
DesignQueue: 15 0 1 0 0 0 0 5 5 4 10 0
********************************************************************************
1rr
Traffix 7.1.0607 (c) 1999 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR
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