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Tigard Commuter Rail Traffic Study - Final - February 2003
Final Ti Tigard .,. ,„?. COmmuter Rai l Traffic Study Prepared for 4,‘ CITY OF TIGARD OREGON 41:ic•vnttE Ltp—tl e. sem_ 44, k �" SP qt )OWNTt � iOWN r,r,e4 , TtGARD Prepared by DKS Assocites February 2003 DKS Associates 1400 SW 5 Avenue, Suite 500 Portland, OR 97201 Phone: (503) 243-3500 Fax: (503) 243-1934 February 21, 2003 Gus Duenas, P.E. City of Tigard 13125 SW Hall Blvd Tigard, OR 97223 Subject: Tigard Commuter Rail Traffic Stud —Final Report P02250-000-000 Dear Gus: DKS is pleased to submit this final report for the Tigard Commuter Rail Traffic Study. This report incorporates the City's comments on the draft report. We have provided you with one bound and one unbound copy of the report for your use. We appreciate the opportunity to work with the City on this project and look forward to working with you in the future. Please call me if you have any further questions. I Sincerely, DKS Associates A Corporation -,,D P R t7F�s GIN Brian K. Copeland, PE r r- Senior Transportation Engineer OREGONCO f CO? .d x P 12-31-0-3 X:\Projects\2002\P02250 (Tigard Commuter Rail Stu dy)\final rep-let.doc Chapter 1 Introduction and Summary This report evaluates the transportation impacts of the proposed Commuter Rail platform and associated park and ride facility in downtown Tigard. The purpose of this study is to identify impacts and recommend improvements that will improve safety and circulation for pedestrians, bicycles and motorists. The study area is shown in Figure 1. The following traffic analysis considers primarily off-site traffic safety and operating conditions on the surrounding public roadways. Traffic volumes and conditions were evaluated during the weekday morning peak period(7:00 AM to 9:00 AM) and evening peak period(4:00 PM to 6:00 PM)for the current year 2002 and for the future year 2005 (assumed year of opening for the Commuter Rail project). EXISTING INTERSECTION PERFORMANCE The three locations selected for analysis of existing conditions are shown in the vicinity map in Figure 1 and listed below: • SW Main Street/SW Commercial Street • SW Main Street/SW Tigard Street • SW Main Street/SW Burnham Street The proposed park and ride access on Main Street is not included in the analysis of existing conditions, but will be included in future conditions. All of the intersections listed above are located within the City of Tigard. All study intersections currently operate at LOS D or better during both peak hours. PROJECT IMPACTS The Commuter Rail line is proposed to extend from Beaverton to Wilsonville along an existing rail corridor with a total of five stations in Beaverton, Tigard, Tualatin and Wilsonville. A broader scope of traffic impacts for the entire project has been addressed by the Draft Environmental Assessment that was issued in August 2000. This report specifically addresses the impacts of a proposed Commuter Rail platform and park and ride facility on downtown Tigard. The park and ride lot would consist of 120 stalls and would be located south of the tracks with a driveway access on Main Street. The proposed park and ride lot would generate approximately 42 AM peak hour trips(34 in/8 out)and 40 PM peak hour trips (9 in/31 out) onto the adjacent transportation system for the year of opening conditions. At full occupancy,the proposed lot would generate approximately 89 AM peak hour trips(72 in/17 out)and 86 PM peak hour trips(20 in/66 out). The following sections summarize traffic analysis findings for the various future scenarios. Future Traffic (2005) Conditions All study intersections experience a slight increase in delay or volume to capacity ratio due to the growth in background traffic between 2002 and 2005. The addition of growth degrades the northbound left turn movement at the intersection of Main Street/Commercial Street from LOS D to LOS E during the PM peak hour. This movement accounts for less than six percent of the entire intersection traffic volume. DKS Associates Page 1 Tigard Commuter Rail Park and Ride Traffic Impact Study—DRAFT October 31,2002 DKS Associates (t) NOT TO SCALE 217 \11111r.- FNe� -411111\111 1 -'o ._. o�� co4'�cc,Qc� de °°G9� 9l J O S,T (Pc, = o TAN 4. (P sj, Tigard Co Transit Center O. .0' o „ PS Site 33 I-py �r� I ,5>-/Z,2, .51.G,p 1:) -9i. s� LEGEND Figure 1 0 - Study Intersection STUDY AREA The remaining study intersections experience no change in service level and continue to operate at an acceptable level of service(D or better)with the addition of traffic growth during the peak hours. Future Traffic (2005) Conditions Plus Proposed Park and Ride Lot with 57 Occupied Stalls All study intersections experience a slight increase in delay or volume to capacity ratio due to the addition of project traffic for 57 occupied stalls. This addition of project traffic degrades the southbound left turn movement at the intersection of Main Street/Tigard Street from LOS D to LOS E during the PM peak hour. This movement accounts for about nine percent of the entire intersection traffic volume. The remaining study intersections experience no change in service level and continue to operate at an acceptable level of service(E or better)with the addition of project traffic during the peak hours. Future Traffic (2005) Conditions Plus Proposed Park and Ride Lot with 120 Occupied Stalls All study intersections experience a slight increase in delay or volume to capacity ratio due to the addition of project traffic for 120 occupied stalls. This addition of project traffic degrades the northbound approach(exiting the lot)at the intersection of Main Street/Park and Ride Access from LOS B to LOS C during the AM peak hour. The remaining study intersections experience no change in service level and continue to operate at an acceptable level of service(E or better)with the addition of project traffic during the peak hours. Consideration should be given to reducing the lot size to 100 stalls. In this case,there would be no need for a westbound left turn lane for the park and ride lot and thus no conflict with the left turn lane for eastbound left turns at Commercial Street. Recommended Improvements Directly Related to Commuter Rail Project The following are a series of recommended improvements that would be specifically tied to the commuter rail project. Refer to Chapter 3 for more detail. • Gated crossing modifications. • Center left turn lane along Main Street between Commercial Street and proposed park and ride access. • Pedestrian treatment at rail crossing. General Safety/Circulation Enhancements The following are general safety and circulation enhancements in the downtown area that would not be part of the commuter rail deign/construction. Refer to Chapter 3 for more detail. • Construct pedestrian crossing of Main Street on west side of Commercial Street. • Remove pedestrian crossing of Main Street on east side of Commercial Street. • Construct pedestrian bulbout on the SW corner of Main Street/Commercial Street. • Construct pedestrian bulbouts on both ends of pedestrian crossing at Tigard Street. • Restriping along Tigard Street. • Construct pedestrian crossing of Main Street on east side of Burnham Street. • Construct pedestrian bulbout on the NW corner of Main Street/Burnham Street. • Construct Pedestrian bulbout on the SW corner of Main Street/Burnham Street. • Access Management. • Parking Signage. DKS Associates Page 3 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 Chapter 2 Existing Conditions This section describes the existing transportation conditions in the study area, including roadway network, intersection traffic controls,traffic volumes, intersection operations, posted speeds, parking, and pedestrian/bicycle/transit facilities. The intersections selected for this study were based on discussions with City of Tigard staff'. The three locations selected for analysis of existing conditions are shown in the vicinity map in Figure 1 and listed below: • SW Main Street/SW Commercial Street • SW Main Street/SW Tigard Street • SW Main Street/SW Burnham Street The proposed park and ride access on Main Street is not included in the analysis of existing conditions, but will be included in future conditions. All of the intersections listed above are located within the City of Tigard. TRAFFIC CONTROLS The intersection of Main Street/Burnham Street operates as a four-way stop. Tigard Street and Burnham Street are controlled by stop signs at Main Street. ROADWAY NETWORK SW Main Street is a two-lane, east-west roadway classified as a Collector, a Transit Route, and a Pedestrian Route by the City of Tigard.' The roadway carries approximately 930 vehicles (two-way) during the evening peak hour.' Exclusive left turn lanes are provided eastbound at Commercial Street, eastbound at Tigard Street, and westbound at Burnham Street. The posted speed limit is 20 miles per hour. Sidewalks are provided on both sides of the roadway. On street parking,both angled and parallel, is provided on both sides of the roadway. SW Commercial Street is a two-lane, north-south roadway classified as a Neighborhood Route, a Transit Route(south approach only), and a Pedestrian Route by the City of Tigard.4 The north and south approaches of Commercial Street are offset by about 120 feet. The roadway carries approximately 360 vehicles(two-way)during the evening peak hour.' Exclusive left turn lanes are provided northbound at Main Street. The posted speed limit is 30 miles per hour. There are sidewalks on the south approach, but not on the north approach. SW Tigard Street is a two-lane,north-south roadway classified as a Neighborhood Route and a Pedestrian Route by the City of Tigard.6 The roadway carries approximately 530 vehicles (two-way) during the evening peak hour.' Exclusive left turn lanes are provided southbound at Main Street. The Conversation between Brian Copeland(DKS)and Gus Duenas(City of Tigard)on August 2,2002. 2 Tigard Transportation System Plan,City of Tigard,January 2002. 3 Intersection turn movement counts conducted by DKS Associates on 8/28/02,9/12/02,and 9/17/02. 4 Tigard Transportation System Plan,City of Tigard,January 2002. 5 Intersection turn movement counts conducted by DKS Associates on 8/28/02,9/12/02,and 9/17/02. 6 Tigard Transportation System Plan,City of Tigard,January 2002. 7 Intersection turn movement counts conducted by DKS Associates on 8/28/02,9/12/02,and 9/17/02. DKS Associates Page 4 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 posted speed limit is 35 miles per hour. Sidewalks are provided on both sides of the roadway. A paved eight-foot shoulder is provided along the east side of the roadway north of Main Street. SW Burnham Street is a two-lane, north-south roadway classified as a Collector, a Transit Route, and a Bike Route by the City of Tigard.' The roadway carries approximately 520 vehicles(two-way)during the evening peak hour.9 The posted speed limit is 30 miles per hour. Sidewalks are provided on the east side of the roadway, but not on the west. EXISTING INTERSECTION PERFORMANCE Intersection turn movement counts were conducted during the AM and PM peak periods to determine existing levels of service (LOS) based on the 2000 Highway Capacity Manual methodology for signalized and unsignalized intersections.10 Traffic counts were conducted during August and September 2002 for the morning peak period(7:00 AM to 9:00 AM)and evening peak period(4:00 PM to 6:00 PM)." Figure 2 provides a summary of the existing traffic counts. 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 vehicles can move freely. Level of service D and E are progressively worse. Level of service F represents conditions where traffic volumes exceed the capacity of a specific movement, in the case of unsignalized intersections, or an entire intersection, in the case of signalized control, resulting in long queues and delays. A summary of the level of service descriptions is provided in the appendix. The unsignalized intersection level of service calculation evaluates each movement separately to identify problems (typically left turns from side streets). The calculation is based on the average total delay per vehicle for stop-controlled movements (typically on the minor side street or left turn movements). Level of service(LOS) F indicates that there are insufficient gaps of suitable size to allow minor street traffic to safely enter or cross the major street. This is generally evident by long delays and queuing on the minor street. Level of service F may also result in more aggressive driving,with side street vehicles accepting shorter gaps. It should be noted that the major street traffic moves without delay and the LOS F is for side street or left turns, which may be only a small percentage of the total intersection volume. It is for these reasons that level of service results must be interpreted differently for signalized and unsignalized locations. The City of Tigard's preferred minimum performance level is LOS D for signalized and LOS E overall for unsignalized intersections. The results of the intersection analysis for existing(2002)conditions are shown in Table L All study intersections currently operate at LOS D or better during both peak hours. Although traffic is restricted and speeds are lower in the downtown area, operational capacity is currently adequate. Level of service descriptions and calculations are provided in the appendix. 8 Tigard Transportation System Plan,City of Tigard,January 2002. 9 Intersection turn movement counts conducted by DKS Associates on 8/28/02,9/12/02,and 9/17/02. 10 Highway Capacity Manual,Transportation Research Board,2000,Chapters 16 and 17. II Intersection turn movement counts conducted by DKS Associates on 8/28/02,9/12/02,and 9/17/02. DKS Associates Page 5 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 DKS Associates T NOT TO SCALE I �391t,A��'�ss e bh� • • • • I 11 fig() .\' • C• 'S'ccc� • 'Po 'i9 9� N COC \ m 3 � �l 01‘t 0 •. O F (---Iki'q) � •\c) i, T/G9� ���C/ QPG J �o3.\q" �J .1.11°11. (Pcb s� \3�\h� 0 Transit Center $.' S Projectecoo -33G 1 2y 9� S,‘ I LEGEND Figure 2 0 - Study Intersection EXISTING (2002) AM(PM) - Peak Hour Traffic Volumes PEAK HOUR TRAFFIC VOLUMES Table 1: Intersection LOS- Existing (2002) Traffic Volumes Study Intersection AM Peak Hour PM Peak Hour Delay LOS V/C Delay LOS V/C Minor Street STOP Control Main Street/Commercial Street 2.6 A/C -- 4.7 A/D -- Main Street/Tigard Street 5.6 A/C -- 5.3 A/D -- Four-Way STOP Control Main Street/Burnham Street 16.1 C 0.74 18.5 C 0.80 LOS Level of service Delay Average vehicle delay in seconds for all movements at the intersection. V/C Volume to capacity ratio of the intersection. A/A Level of service of left turning traffic from major street and the level of service of traffic turning from the minor street onto the major street. PEDESTRIAN/BICYCLE Sidewalks are generally provided throughout the study area. Sidewalks are provided on both sides of Main Street, Tigard Street and the south approach of Commercial Street. Sidewalks are provided on the east side of Burnham Street and the north approach of Commercial Street. On-street bike lanes are not designated within the study area; however,there is an eight-foot shoulder on the east side of Tigard Street that could function as a bike lane. Pedestrian counts were performed at study intersections to help determine the level of pedestrian activity during the AM and PM peak hours. The highest number of pedestrians using a crosswalk during the PM peak hour was 22 on the south side of the intersection at Burnham Street. PUBLIC TRANSIT TriMet provides five bus routes within the study area. Bus route numbers 12, 45, 64, 76, and 78 serve the existing Tigard Transit Center, located on Commercial Street just south of Main Street. Nearby on Highway 99W,there is one additional express bus route, number 94,that serves the area with a stop at Highway 99W/Main Street/Greenburg Road. Additional stops for the routes that serve the Tigard Transit Center are located at Main Street/Burnham Street, at Commercial Street/Ash Avenue, and halfway between Ash Avenue and Hall Boulevard on Commercial Street. The proposed Commuter Rail line will increase connectivity by providing service at the existing Tigard Transit Center. PARKING A parking survey was conducted to determine the quantity of existing parking that might be available for spillover from the park and ride. Surveys were conducted during peak and off-peak times. The area included Main Street from Burnham Street to Scoffins Street, 500 feet north of Main Street on Tigard Street, 500 feet south of Main Street on Burnham Street,Commercial Street from Main Street to Hall Boulevard, and 500 feet east of Commercial Street on Ash Avenue. In this area,there are approximately 147 parking spaces, some of which are restricted parking and some of which appear to be restricted but the signing is unclear. In some places,there is one sign per block indicating the parking restrictions. Assuming that Main Street spaces would be restricted to two hours for downtown businesses, only the 67 spaces on Commercial Street and Ash Avenue were considered available to Commuter Rail riders. During the PM peak hour, approximately 47 of the total 67 spaces were available. Of the 47 that were DKS Associates Page 7 Tigard Commuter Rail Park and Ride Traffic Impact Study-FINAL February 20,2002 available, 24 spaces were restricted to two-hour parking leaving only 23 spaces available for all-day parking. FREIGHT TRAIN IMPACTS Pacific and Western Railroad(P&W)generally runs two trains per day (each direction)through downtown Tigard12. These two trains typically cross Main Street in the downtown Tigard area in the mid- morning(about 10:00 AM)and in the late afternoon(about 3:00 or 4:00 PM). These trains generally range from 30 to 60 cars and block traffic on Main Street for approximately one to three minutes per crossing.P&W sometimes runs a few other shorter trains throughout the day, which block traffic on Main Street for about 45 seconds or less per crossing. Based on field observations 13, a freight train traveling through the downtown Tigard area during the PM peak period blocked traffic on Main Street for about 50 seconds. This resulted in maximum vehicle queues of about 10-15 vehicles eastbound and westbound along Main Street. During this heavy rail crossing,the vehicle queues blocked the intersections of Main Street/Commercial Street and Main Street/Tigard Street. However,these vehicle queues were cleared within a minute after the crossing gates were raised. 12 Conversation with Brian Enfield of Pacific and Western Railroad on 2/20/03. 13 Field visit on September 5,2002 at approximately 4:00 PM. DKS Associates Page 8 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 Chapter 3 Project Impacts This chapter reviews the impacts of the proposed Commuter Rail platform and associated park and ride facility in downtown Tigard. The analysis includes an assessment of trip generation and trip distribution, capacity analysis of study intersections for year 2005 (assumed year of opening for Commuter Rail project), and an evaluation of vehicle queuing,turn lane needs, pedestrian/bicycle needs and sight distance for the proposed project access. This chapter will also assess the feasibility of an alternative access location. The four locations selected for analysis of year 2005 (assumed year of opening for Commuter Rail project)conditions are listed below: • SW Main Street/Park and Ride Access • SW Main Street/SW Commercial Street • SW Main Street/SW Tigard Street • SW Main Street/SW Burnham Street PROJECT DESCRIPTION The Commuter Rail line is proposed to extend from Beaverton to Wilsonville along an existing rail corridor with a total of five stations in Beaverton, Tigard, Tualatin and Wilsonville. A broader scope of traffic impacts for the entire project has been addressed by the Draft Environmental Assessment(EA)that was issued in August 2000. This report specifically addresses the impacts of a proposed Commuter Rail platform and park and ride facility on downtown Tigard. The park and ride lot would consist of 120 stalls and would be located south of the tracks with a driveway access on Main Street. The lot would be served by a single access along Main Street, with a secondary emergency vehicle access from Hall Boulevard14. According to the Commuter Rail Draft EA15,park and ride access to commuter rail at the Tigard station will account for 13 percent of projected riders and bus transfers will account for 71 percent. The remaining 16 percent will walk to the station. A total of 1,460 riders are expected to board and deboard each day at the Tigard station,which is 16 percent of the overall ridership. The commuter rail line would operate at 30-minute headways from 6:00 am to 9:00 am and from 3:00 pm to 6:00 pm. PROPOSED PARK AND RIDE TRIP GENERATION The proposed project trip generation for the park and ride site is based on a comparison of ITE's Trip Generation 16 and recent surveys of other light rail park and ride lots. The trip generation rates from the ITE manual are not consistent with trip generation data obtained at other park and ride sites in the Portland area for AM and PM peak trips,but are consistent for daily weekday trips. Since only one study was reported in the ITE manual for peak period trip generation, and these rates were inconsistent with data collected at multiple rail-related park and ride sites in the Portland area,trip generation data from the Portland sites were used. 14 Washington County Commuter Rail Preliminary Engineering Plans,Feb.2002. 15 Washington County Wilsonville to Beaverton Commuter Rail Draft Environmental Assessment,August 2000. 16 Trip Generation,6th Edition,Institute of Transportation Engineers,Vol.2. 1997,land use 090. DKS Associates Page 9 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 The Commuter Rail Draft EA" forecasted station-parking demand would be 57 stalls the year of opening. The proposed lot would have 120 stalls. The proposed park and ride lot would generate approximately 42 AM peak hour trips (34 in/8 out)and 40 PM peak hour trips(9 in/31 out)onto the adjacent transportation system for the year of opening conditions. At full occupancy,the proposed lot would generate approximately 89 AM peak hour trips(72 in/17 out)and 86 PM peak hour trips(20 in/66 out). The estimated trip generation is summarized in Table 2. Table 2: Project Vehicle Trip Generation Land Use Quantity AM Peak Hour Trips PM Peak Hour Trips In Out Total In Out Total Proposed Park and Ride 57 Occ.Stalls 34 8 42 9 31 40 (2005) Proposed Park and Ride 120 Occ. Stalls 72 17 89 20 66 86 (Full Occupancy) TRIP DISTRIBUTION Trip distribution was based on vehicle turn movements observed at study area intersections and information obtained from Metro's regional travel demand model The trip distribution shows about half of the peak hour traffic is split between eastbound Main Street and Commercial Street with the remaining half split between westbound Main Street, Tigard Street and Burnham Street. It was assumed the trip distribution would be approximately the same for both the AM and PM peak hours. The estimated project trip distribution for the proposed park and ride lot is shown in Figure 3. TRAFFIC FORECASTS Traffic volume forecasts for the study area were based on Metro's regional travel demand model as developed for the Tigard TSP and existing vehicle travel patterns. Future traffic volume forecasts were developed for year 2005 (assumed year of opening for the Commuter Rail project) using growth rates calculated from the Tigard TSP model. STUDY INTERSECTION PERFORMANCE The forecasted traffic volumes for the future and future plus project scenarios were evaluated during the morning and evening peak hours to assess changes to intersection operations within the study area as a result of the proposed park and ride lot. The findings are summarized in Tables 3 through 5. Future traffic volumes for each of these scenarios are shown in Figures 4 through 6. The scenarios assume no improvements to the roadway network. Results of capacity analysis for the Future Traffic (2005)Conditions are shown in Table 3. All study intersections experience a slight increase in delay or volume to capacity ratio due to the growth in background traffic between 2002 and 2005. The addition of growth degrades the northbound left turn movement at the intersection of Main Street/Commercial Street from LOS D to LOS E during the PM 17 Washington County Wilsonville to Beaverton Commuter Rail Draft Environmental Assessment,August 2000,p.3-23. DKS Associates Page 10 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 DKS Associates NOT ' TO SCALE 0 co 4/4i \\G m T 9` 13% PPG Si. 26% %.. Q J'2, Tigard Transit Center �P Project S e \° 11 3�G 23/ ... 6, oG y-7 s1 LEGEND Figure 3 eQ% - Distribution Percentage TRIP DISTRIBUTION peak hour. This movement accounts for less than six percent of the entire intersection traffic volume. The remaining study intersections experience no change in service level and continue to operate at an acceptable level of service(D or better)with the addition of traffic growth during the peak hours. Table 3: Intersection LOS- Future Traffic (2005) Conditions Study Intersection AM Peak Hour PM Peak Hour Delay LOS V/C Delay LOS V/C Minor Street STOP Control Main Street/Commercial Street 2.7 A/C -- 5.9 A/E — Main Street/Tigard Street 5.6 A/C -- 6.4 A/D -- Four-Way STOP Control Main Street/Burnham Street 16.1 C 0.74 21.6 C 0.86 LOS Level of service Delay Average vehicle delay in seconds for all movements at the intersection. V/C Volume to capacity ratio of the intersection. A/A Level of service of left turning traffic from major street and the level of service of traffic turning from the minor street onto the major street. Results of capacity analysis for the Future Traffic(2005)Conditions Plus Proposed Park and Ride Lot with 57 Occupied Stalls(forecasted parking demand for day of opening)are shown in Table 4. All study intersections experience a slight increase in delay or volume to capacity ratio due to the addition of project traffic for 57 occupied stalls. This addition of project traffic degrades the southbound left turn movement at the intersection of Main Street/Tigard Street from LOS D to LOS E during the PM peak hour. This movement accounts for about nine percent of the entire intersection traffic volume. The remaining study intersections experience no change in service level and continue to operate at an acceptable level of service(E or better)with the addition of project traffic during the peak hours. Table 4: Intersection LOS - Future Traffic (2005) Conditions Plus Proposed Park and Ride Lot with 57 Occupied Stalls Study Intersection AM Peak Hour PM Peak Hour Delay LOS V/C Delay LOS V/C Minor Street STOP Control Main Street/Commercial Street 2.9 A/C -- 6.3 A/E -- Main Street/Park and Ride Access 1.3 A/B -- 2.7 A/C -- Main Street/Tigard Street 5.9 A/C -- 6.6 A/E -- Four-Way STOP Control Main Street/Burnham Street 16.6 C 0.76 22.0 C 0.86 LOS Level of service Delay Average vehicle delay in seconds for all movements at the intersection. V/C Volume to capacity ratio of the intersection. A/A Level of service of left turning traffic from major street and the level of service of traffic turning from the minor street onto the major street. DKS Associates Page 12 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 Results of capacity analysis for the Future Traffic(2005)Conditions Plus Proposed Park and Ride Lot with 120 Occupied Stalls are shown in Table 5. All study intersections experience a slight increase in delay or volume to capacity ratio due to the addition of project traffic for 120 occupied stalls. This addition of project traffic degrades the northbound approach at the intersection of Main Street/Park and Ride Access from LOS B to LOS C during the AM peak hour. The remaining study intersections experience no change in service level and continue to operate at an acceptable level of service(E or better)with the addition of project traffic during the peak hours. Table 5: Intersection LOS - Future Traffic (2005) Conditions Plus Proposed Park and Ride Lot with 120 Occupied Stalls Study Intersection AM Peak Hour PM Peak Hour Delay LOS V/C Delay LOS V/C Minor Street STOP Control Main Street/Commercial Street 3.0 A/C -- 6.8 A/E -- Main Street/Park and Ride Access 1.5 A/C -- 3.0 A/C -- Main Street/Tigard Street 6.2 A/C -- 7.0 A/E -- Four-Way STOP Control Main Street/Burnham Street 17.3 C 0.78 22.5 C 0.87 LOS Level of service Delay Average vehicle delay in seconds for all movements at the intersection. V/C Volume to capacity ratio of the intersection. A/A Level of service of left turning traffic from major street and the level of service of traffic turning from the minor street onto the major street. The level of service analysis presented above does not reflect impacts to the study intersections resulting from vehicle queues associated with train crossings. As part of the Commuter Rail Draft EA, queuing at the grade crossing on Main Street was analyzed for existing conditions plus project and for future(2020) conditions. For these two scenarios respectively,the eastbound queue is anticipated to be 300 feet and 350 feet, and the westbound queue is anticipated to be 375 feet and 475 feet.18. These vehicle queues would, in the presence of a train, extend along Main Street and impact the Commercial Street and Tigard Street intersections. Although there would be intermittent delay and vehicle queuing associated with the proposed commuter rail activity, Main Street would continue to operate at acceptable levels (LOS "D"or better)through the downtown Tigard area during the peak hours with the addition of commuter rail activity. s Washington County Wilsonville to Beaverton Commuter Rail Draft Environmental Assessment,August 2000 DKS Associates Page 13 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 DKS Associates NOT TO SCALE l:‘ l'"\1 <.).\) '3\b ‹, "\1 SS \g.\\ 0j � LR � Ir�O � � � ? Jo o Pe,o 1eilc_i A /mo ' \ l i 0.� �O'0 si � Ol � Kb' � ,- � . /I/v ) 1 • -10�°�a, • c-7'FF p9� • NBA •• :41/00 o\0lb",n " • 0041 m�vc' �i1 %9 ST • C = ..b:\ ,:15 Ij Transit Center OS"' ProStet ock 3) 1,y s2, LEGEND Figure 4 0 - Study Intersection FUTURE (2005) AM(PM) - Peak Hour Traffic Volumes PEAK HOUR TRAFFIC VOLUMES DKS Associates t 1 NOT TO SCALE b��l ��'1aq�hol �3\ ik- i. 1 �5R le .<\ iS %j92��A `s • 9l r:l . A \l �i bq�9L� •�p� �1 o:(p()b'rq1 • CSF�c3 • F'ye• e% 1 99W i Jg1 q 0�„q' �Q,�9 CO'9• m v �\ \ Tj ,Li�c :40ell :QP /PJ� b`l C �CJ9�O /yJ<.D SJ00 _ I l l �O p %\10:4Q>` \3 lj T ansit Center p. 0P0 Project S etno �� ,A' G-P �y 91-7 S>, l LEGEND Figure 5 O - Study Intersection FUTURE (2005) PLUS PARK AND RIDE LOT AM(PM) - Peak Hour Traffic Volumes WITH 57 OCCUPIED STALLS PEAK HOUR TRAFFIC VOLUMES DKS Associates NOT TO SCALE 1 (----- 1,,:\ �g3b0\ /�BJ • 1''(5N1 if 3b <5;,/.?1 3, /j ♦� �bbob� ���J g11Q50""�cp/ Flo \ \ \b \bb • • • 7'`-3-1 1.`°.055 • • • • • 7" b°0�� • • • c�F• F',6)• li• po Ao• �9W r N`� o I �,� tel/J��� 0 5 `b C1 rd \� /40•4111140A1,, ibr4 , 1\3\ • ►j T ansit Center 0 cP �P�� PS tet o e. y5 (J.) I 2, \ I LEGEND Figure 6 O - Study Intersection FUTURE (2005) PLUS PARK AND RIDE LOT AM(PM) - Peak Hour Traffic Volumes WITH 120 OCCUPIED STALLS PEAK HOUR TRAFFIC VOLUMES VEHICLE QUEUING Turn lane needs were evaluated for left turns from Main Street into the proposed park and ride lot and onto Commercial Street for both future plus project scenarios and for both AM and PM peak hours. Evaluation of left turn lane needs at these unsignalized intersections was based on warrants from the Highway Research Record 21119 as well as estimation of maximum queues by Gard's method20. Table 5 summarizes the required left turn lane needs on Main Street at both Commercial Street and the park and ride access. For both scenarios and both peak hours, the eastbound left from Main Street onto Commercial Street meets turn lane warrants,with a maximum queue of three vehicles. This is consistent with what was observed in the field during the PM peak period. Presently,there is an eastbound left turn lane with room for two vehicles before vehicles begin to queue on the railroad tracks. Eastbound left turning vehicles at Commercial were observed to queue over the railroad tracks from time to time. For the short-term (2005),the park and ride lot would not require a left turn lane. However, when the park and ride lot reaches full capacity of 120 vehicles,the project access is shown to meet left turn lane warrants during the AM peak hour. Therefore,there is not adequate space for dedicated left turn lanes at both the eastbound left at Commercial Street and the westbound right at the project access. Consideration should be given to reducing the lot size to 100 stalls. In this case,there would be no need for a westbound left turn lane for the park and ride lot and thus no conflict with the left turn lane for eastbound left turns at Commercial Street. As discussed previously, vehicle queues would, in the presence of a train, extend along Main Street and impact the Commercial Street and Tigard Street intersections. Left turning vehicles along Main Street between Commercial Street and Tigard Street could potentially queue across the tracks (both today and in the future). The proposed gated crossing modifications outlined below would eliminate any vehicle queuing across the tracks by allowing vehicles time to clear off the trackway prior to train arrival. Table 5: Left Turn Lane Needs - Future Traffic (2005) Conditions Plus Proposed Park and Ride Lot Location Movement Maximum Vehicle Queue(ft) Main Street/Commercial Street Eastbound Left 75 Main Street/Park and ride Access Westbound Left 75 SIGNAL WARRANT ANALYSIS Traffic signal warrants were evaluated at all study intersections for Future Traffic (2005)Conditions Plus Proposed Park and Ride Lot with 120 Occupied Stalls.21 A summary of warrants that were met for the study intersections can be found in Table 6. Although at least one warrant is met for each intersection, installation of traffic signals is not recommended at this time because all are operating at an acceptable level of service. Traffic operations at these intersections should be monitored to determine future needs. 19 Volume warrants for Left Turn Storage Lanes at Unsignalized Grade Intersections,Highway Research Record, 1967. 20"Young Consultant's Award Paper:Estimation of Maximum Queue Lengths at Unsignalized Intersection",John T.Gard,ITE Journal,November 2001. 21 MUTCD 2000,Chapter 4C,Federal Highway Administration,December 2000. DKS Associates Page 17 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 Table 6: Signal Warrants Location Warrants Met 1: Eight-Hour 2: Four-Hour 3: Peak Hour Main Street/Commercial Street X X Main Street/Tigard Street X Main Street/Burnham Street X X X PARK AND RIDE ACCESS The park and ride site would be served by a single access point along Main Street,with an emergency vehicle access via Hall Boulevard to the south. It is not uncommon for park and ride lots in the Portland/Metro area larger than the proposed Tigard lot to be served effectively by a single access. Examples of such lots can be found at Scholls Ferry/ORE 217 park and ride lot in Tigard and at the Fishers Landing Park and Ride lot in Vancouver,WA. Sight distance at this access point was evaluated in the field and determined to be adequate. RECOMMENDED IMPROVEMENTS This section outlines a series of proposed enhancements within the downtown Tigard study area to improve safety and circulation for vehicles, pedestrians and bicycles. These enhancements are broken out into: 1) improvements that would be specifically tied to the commuter rail project, 2) general safety and circulation enhancements in the downtown area that would not be part of the commuter rail design/construction and 3) planned long-range improvements. Planning level construction cost estimates are provided for each of the general safety/circulation enhancements listed. Recommended Improvements Directly Related to Commuter Rail Project The following are a series of recommended improvements that would be specifically tied to the commuter rail project. Gated crossing modifications. Due to the close proximity of the rail crossing to adjacent intersections (Commercial Street and the proposed park and ride access)and the potential for left turning vehicles to be queued on the trackway, four sets of gates should be installed as shown in Figure 7. When activated by an advancing train,the first set of gates (gates 1 and 2 in Figure 7)would come down. This would provide a clearance phase for left turning vehicles on or near the trackway to clear out. Once vehicles are cleared off the trackway,the second set of gates(gates 3 and 4 in Figure 7)will come down and the train will arrive. The center median between the trackway and Tigard Street should remain, but may need to be extended to the east to help keep vehicles from driving around the gate ends. These proposed gated crossing modifications would eliminate any vehicle queuing across the tracks by allowing vehicles time to clear off the trackway prior to train arrival. Although traffic signals could be installed at each side of the rail crossing as an alternative to the double-gated design just described,this is not recommended as it would add to vehicle delays and queuing along Main Street in the downtown area. With these traffic so closely spaced, good vehicle progression through the downtown area would likely be difficult to achieve. The addition of traffic signals would not eliminate the need for gates adjacent to the rail crossing. DKS Associates Page 18 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 DKS Associates NOT TO SCALE 1-,I r-i } cr) Qi �t } Q Q Z z o . e_} MAIN ST 'V ir � O s MUM r . t s 1 i ; ' .... 1.. EXISTING ® Z I. CENTER MEDIAN : Z CENTER MECDIAN DRIVEWAY i f g U + i w f f S 0 0 Commuter Rail Platform LEGEND Figure 7 - ===2 - Proposed RR Gate Location PROPOSED CONFIGURATION 10 - Gate Number TIGARD COMMUTER RAIL PARK AND RIDE Center left turn lane along Main Street between Commercial Street and proposed park and ride access. Currently, an eastbound left turn lane is provided along Main r : Street at Commercial Street. When the commuter rail park and ride access is opened,this lane should be restriped as a two- way left turn lane between Commercial Street and the proposed park and ride lot access. The gated crossing modifications outlined above will clear vehicle queues off of the trackway prior to train arrival. As mentioned earlier in the report, consideration should be given to reducing the number L:\ISI ING IFI:I II RN I_kNI. F.�R of stalls to 100. If this is done, a separate left turn lane would moms! I)I RK 1,NI)RlI)l; (( ESS not be required into the park and ride site. Pedestrian treatment at rail crossing. Well-defined pedestrian ramps should be provided on each side of the rail crossing to bring pedestrians down to grade as they cross the trackway. A detectable warning surface(also called"truncated domes")should be installed between the —— ramps and the rail crossing itself to warn visually impaired persons of the crossing. The sidewalk should be widened out to approximately 20 feet adjacent to the park and ride -- lot to accommodate higher pedestrian activity. Chain and bollard or other type of fencing should also be utilized to 1NIPLFwoF PEDESTRIAN'I REATAJEN F a'r RAIL(RMSING channelize pedestrians to specific,treated crossing locations. General Safety/Circulation Enhancements The following are general safety and circulation enhancements in the downtown area that would not be part of the commuter rail deign/construction. The intent of these proposed enhancements is to provide pedestrian facilities that maximize pedestrian circulation and connectivity while limiting potential pedestrian-vehicle conflicts. The number listed by each improvement is cross-referenced to Figure 8 for the location of the improvement. 1. Construct pedestrian crossing of Main Street - x on west side of Commercial Street. The addition of this crossing would improve _ 1, pedestrian circulation and connectivity,especially for pedestrians traveling between the transit center and the downtown area(less out of direction travel). Bulbouts would be constructed at both ends of the west crossing to increase pedestrian sidewalk space, minimize crossing distance,and further delineate parking areas. The bulbout on the SW corner should also include an extension to reduce the length of the south crosswalk. This crossing would eliminate one or two parking stalls F:X AMPLE OF PED TRI..N III I.B OI''I' on the north side of Main Street. Turning templates should be used to ensure buses and emergency vehicles can maneuver through the intersection. Estimated construction cost: $30,000. DKSAssociates Page 20 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 DKS Associates t NOT TO SCALE C qs.:'.... 0,, '''.. '. .© Tigard s� Transit Center 0 °• • Project 0 \# • Site mac. mor �ti-V LEGEND ----�— Figure 8 0 - Proposed Improvement Location PROPOSED IMPROVEMENTS 2.Remove pedestrian crossing of Main Street on east side of Commercial Street. With the addition of the crossing on the west side of this intersection, this crossing is no longer necessary. While pedestrian crossings are important for pedestrian circulation,pedestrian crossings of unsignalized locations should be limited to reduce potential conflicts. One or two parking stalls could be added along the north side of Main Street with the removal of this pedestrian crossing. Estimated construction cost: $5,000. 3.Construct pedestrian bulbouts on both ends of existing east pedestrian crossing at Tigard Street. Addition of pedestrian bulbouts would increase pedestrian space on the corner, reduce pedestrian crossing distance, and further delineate parking areas. This enhancement would eliminate one parking space on the south side of Main Street. Estimated construction cost: $25,000. 4.Restriping along Tigard Street. There are currently • three 10'-11'lanes and an 8' paved shoulder along Tigard v_. Street at its intersection with Main Street. This intersection . approach could be restriped to provide three 10'-11' lanes r`""'' and a 4' bike lane on each side of the street.This would provide bike circulation in both directions and alleviate the safety issues associated with two-way bicycle traffic on one side of the road. This would also provide improved geometrics for vehicles utilizing the right turn lane. Estimated construction cost: $1,500. c nc.uiu' I RI I I CRo:' 5.Construct pedestrian crossing of Main Street on east side of Burnham Street Addition of this crossing would improve pedestrian circulation and connectivity in the area, especially since there is no pedestrian crossing today between the intersections of Burnham Street and Tigard Street. Bulbouts would be constructed at both ends of the east crossing to increase pedestrian sidewalk space, minimize crossing distance, and further delineate parking areas. This enhancement would eliminate one to two parking stalls on Main Street. Turning templates should be used to ensure buses and emergency vehicles can maneuver through the intersection. Estimated construction cost: $25,000. 6. Construct pedestrian bulbout on the NW corner of Main Street/Burnham Street.The addition of this pedestrian bulbout for the west crosswalk would increase pedestrian space on the corner, reduce pedestrian crossing distance, and further delineate the parking area. Turning templates should be used to ensure buses and emergency vehicles can maneuver through the intersection. This enhancement would likely eliminate one parking stall on Main Street. Estimated construction cost: $12,000. 7. Construct Pedestrian bulbout on the SW corner of Main Street/Burnham Street. The addition of this pedestrian bulbout for the south crosswalk would increase pedestrian space on the corner, reduce pedestrian crossing distance, and further delineate the parking area. Turning templates should be used to ensure buses and emergency vehicles can maneuver through the intersection. Estimated construction cost: $12,000. 8.Access Management. The potential for sharing access along Main Street should be pursued,especially along the north side of the roadway between Tigard Street and Burnham Street. Estimated construction costs will vary depending on options pursued. 9. Parking Signage. It appears that some of the parking in the downtown study area is unrestricted and some has a two-hour limit. However,there are certain situations where it is unclear whether parking is unrestricted or subject to the two-hour limit. Parking signage in the downtown area should be supplemented and clarified to make it clear where restrictions apply. Estimated construction costs are unknown. DKS Associates Page 22 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 Planned Long-Range Improvements The recently adopted Tigard TSP includes an extension of Walnut Street between Ore 99W and approximately Ash Street,with a new railroad crossing midway between the Main Street and Hall Boulevard crossings.22 According to the TSP,this project is estimated to cost $19 million and is not yet funded. This proposed roadway.extension would not interfere with the proposed park and ride lot. In fact, when the extension is constructed,there is potential to add a second access to the park and ride lot on Walnut Street,which could serve as either a second access or a replacement for the proposed access on Main Street. 22 Tigard Transportation System Plan,City of Tigard,January 2002. DKS Associates Page 23 Tigard Commuter Rail Park and Ride Traffic Impact Study—FINAL February 20,2002 Appendix Traffic Counts INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT SW MAIN STREET AT COMMERCIAL STREET ♦ T= 0% P=O. I ♦ DATE OF COUNT: 08/28/02 N 0 10 DAY OF WEEK: Wed R 0 0 0 TIME STARTED: 07:00 T TIME ENDED: 09:00 H 4-199 4 1 L► .4-205 T= 3 .7% 0 J LO T= 6.8% 413 —► A-177 P=.823 P=.868 45 28 TEV=TOTAL ENTRY VOLUME ♦ T=%TRUCKS BY APPROACH 4-1I r► P=PHF BY APPROACH 458 —► 461 —► DJVV 22 0 48 Peak Hour I73 ♦ 07:15-08:15 Traffic Smithy y T=19.5% P=.833 170 TEV=733 11 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD A ♦ L FROM - TO —10, 1 �3 1 �► 43 N ,� �— ALL 07:00-07:05 3 23 0 0 0 0 5 0 5 1 12 0 49 07:05-07:10 2 22 0 0 0 0 2 0 6 3 8 0 43 07:10-07:15 0 24 0 0 0 0 1 0 5 3 7 0 40 07:15-07:20 4 28 0 0 0 0 3 0 3 2 15 0 55 07:20-07:25 3 36 0 0 0 0 0 0 5 3 18 0 65 07:25-07:30 0 28 0 0 0 0 4 0 3 2 11 0 48 07:30-07:35 3 39 0 0 0 0 2 0 1 0 11 0 56 07:35-07:40 0 32 0 0 0 0 2 0 5 3 15 0 57 07:40-07:45 6 45 0 0 0 0 1 0 4 3 9 0 68 07:45-07:50 2 25 0 0 0 0 2 0 6 4 13 0 52 07:50-07:55 5 41 0 0 0 0 0 0 5 0 20 0 71 07:55-08:00 13 35 0 0 0 0 2 0 6 3 14 0 73 08:00-08:05 5 40 0 0 0 0 1 0 3 2 19 0 70 08:05-08:10 3 34 0 0 0 0 3 0 3 3 17 0 63 08:10-08:15 1 30 0 0 0 0 2 0 4 3 15 0 55 08:15-08:20 3 31 0 0 0 0 0 0 4 1 12 0 51 08:20-08:25 3 22 0 0 0 0 3 0 6 3 11 0 48 08:25-08:30 0 33 0 0 0 0 1 0 2 2 15 0 53 08:30-08:35 4 23 0 0 0 0 2 0 1 3 15 0 48 08:35-08:40 5 28 0 0 0 0 1 0 5 2 13 0 54 08:40-08:45 2 23 0 0 0 0 5 0 4 2 16 0 52 08:45-08:50 4 15 0 0 0 0 4 0 2 0 11 0 36 08:50-08:55 1 28 0 0 0 0 3 0 9 3 11 0 54 08:55-09:00 2 26 0 0 0 Total Survey 74 711 0 0 0 0 52 0 102 52 314 0 1305 PHF 49 89 0 0 0 0 69 0 71 .7 83 0 .856 % Trucks 18.9 2.1 0 0 0 0 17.3 0 20.6 38.5 1.6 0 6.4 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 19 0 0 0 0 0 6 0 0 0 0 Hourly Totals 07:00-08:00 41 378 0 0 0 0 24 0 54 27 153 0 677 07:15-08:15 45 413 0 0 0 0 22 0 48 28 177 0 733 07:30-08:30 44 407 0 0 0 0 19 0 49 27 171 0 717 07:45-08:45 46 365 0 0 0 0 22 0 49 28 180 0 690 08:00-09:00 33 333 0 0 0 0 28 0 48 25 161 0 628 INTERSECTION TURN MOVENIENT COUNT PEAK HOUR REPORT SW MAIN STREET AT COMMERCIAL STREET ♦ T= 0% P=O. ♦ DATE OF COUNT: 08/28/02 N 0 10 DAY OF WEEK: Wed R 0 0 0 TIME STARTED: 07:00 T TIME ENDED: 09:00 H A-199 L► 4-205 T= 3.1% 0 J L0 T= 5.9% 413 —► .4-177 P=.916 P=.868 45 28 TEV=TOTAL ENTRY VOLUME ♦ r T=%TRUCKS BY APPROACH I Fol461 P=PHF BY APPROACH DJVV 458 —► 22 0 48 —►Peak Hour 173 ♦ 07:15-08:15 Traffic Smithy + T= 20% P=.833 170 TEV=733 11 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD • A _ FROM - TO —► �� 1 LI, 4l F' r L ALL ALL VEHICLES 07:15-07:30 7 92 0 0 0 0 7 0 11 7 44 0 168 07:30-07:45 9 116 0 0 0 0 5 0 10 6 35 0 181 07:45-08:00 20 101 0 0 0 0 4 0 17 7 47 0 196 08 :00-08:15 9 104 0 0 0 0 6 0 10 8 51 0 188 LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 07:15-07:30 2 2 0 0 0 0 1 0 3 3 0 0 11 07:30-07:45 2 2 0 0 0 0 2 0 3 2 0 0 11 07:45-08:00 1 1 0 0 0 0 0 0 2 1 0 0 5 08:00-08:15 2 1 0 0 0 0 1 0 2 3 3 0 12 MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES) 07:15-07:30 1 0 0 0 0 0 0 0 0 0 0 0 1 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 08:00-08:15 0 0 0 0 0 0 0 0 0 0 0 0 0 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 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 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 0 0 0 0 0 0 07:45-08:00 0 0 0 0 0 0 0 0 0 0 0 0 0 08:00-08:15 0 1 0 0 0 0 0 0 0 0 0 0 1 PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL SOUTH WEST EAST NORTH 07:15-07:30 4 0 0 0 4 07:30-07:45 1 0 4 0 5 07:45-08:00 1 0 0 0 1 08:00-08:15 2 0 0 0 2 Peak Hour by Movement PHF 56 89 0 0 0 0 79 0 7188 87 0 .934 % Trucks(all 17.8 1.5 0 0 0 0 18.2 0 20.8 32.1 1. 7 0 5.5 % Trucks(M+H; 2.2 0 0 0 0 0 0 0 0 0 0 0 .1 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 07:00-08:00 41 378 0 0 0 0 24 0 54 27 153 0 677 07:15-08:15 45 413 0 0 0 0 22 0 48 28 177 0 733 07:30-08:30 44 407 0 0 0 0 19 0 49 27 171 0 717 07:45-08:45 46 365 0 0 0 0 22 0 49 28 180 0 690 08:00-09:00 33 333 0 0 0 0 28 0 48 25 161 0 628 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT SW MAIN STREET AT COMMERCIAL STREET ♦ T= 0% P=O. ♦ DATE OF COUNT: 08/28/02 N 0 12 DAY OF WEEK: Wed R 0 0 0 TIME STARTED: 16:00 TIME ENDED: 18:00 H .4-435 .4-427 T= 2.5% 0 J LO T= 3 .6% 355 —► 4-383 P=.898 P=.847 334 TEV=TOTAL ENTRY VOLUME ♦ T=%TRUCKS BY APPROACH -41 I r P=PHF BY APPROACH 388 —► 443 —► DJVU 52 2 88 Peak Hour I77 ♦ 16:30-17:30 Traffic Smithy i T= 11% P=.865 142 TEV=957 11 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD —01j� � L► �� r r L ALL FROM - TO 16:00-16:05 0 19 0 0 0 0 3 0 3 8 15 0 48 16:05-16:10 4 18 0 0 0 0 6 0 4 3 27 0 62 16:10-16:15 4 35 0 0 0 0 8 0 4 4 28 0 83 16:15-16:20 2 30 0 0 0 0 4 0 6 4 29 0 75 16:20-16:25 2 40 0 0 0 0 9 0 6 5 16 0 78 16:25-16:30 6 26 0 0 0 0 4 0 7 7 23 0 73 16:30-16:35 6 32 0 0 0 0 5 0 7 4 29 0 83 16:35-16:40 3 33 0 0 0 0 2 0 6 3 25 0 72 16:40-16:45 4 25 0 0 0 0 6 0 7 6 34 0 82 16:45-16:50 4 29 0 0 0 0 2 0 10 4 35 0 84 16:50-16:55 0 31 0 0 0 0 3 0 7 1 23 0 65 16:55-17:00 4 23_ 0 0 0 0 8 0 7 2 26 0 70 17:00-17:05 1 42 0 0 0 0 7 0 9 2 29 0 33 0 71 17:10 3 23 0 0 0 0 3 1 6 17:05 2 45 0 96 7:10-17:15 2 37 0 0 0 0 4 1 5 1 0 74 17:15-17:20 3 24 0 0 0 0 1 0 5 6 36 0 75 17:20-17:25 2 22 0 0 0 0 4 0 17:25-17:30 1 34 0 0 0 0 7 0 10 5 37 0 94 17:30-17:35 1 29 0 0 0 0 6 0 11 4 24 0 75 17:35-17:40 4 23 1 0 0 0 9 0 7 4 27 0 75 0 55 17:40-17:45 5 21 0 0 0 0 0 0 4 2 23 17:45-17:50 2 18 0 0 0 0 7 0 13 2 20 0 62 17:50-17:55 2 23 0 0 0 0 9 0 8 4 33 0 79 17:55-18:00 2 15 0 0 0 0 5 0 6 3 26 0 57 Total Survey 67 652 1 0 0 0 122 2 167 94 674 0 1779 PHF .63 .87 0 0 0 0 72 .25 92 65 .85 0 .927 % Trucks 17.9 .9 0 0 0 0 8.2 0 13 .2 22 .3 1 0 4.4 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 30 0 0 4 0 0 7 0 0 0 0 Hourly Totals 16:00-17:00 39 341 0 0 0 0 60 0 74 51 310 0 875 16:15-17.15 37 371 0 0 0 0 57 2 83 43 347 0 940 16:30-17:30 33 355 0 0 0 0 52 2 88 44 383 0 957 16:45-17:45 30 338 1 0 0 0 54 2 90 41 369 0 925 17:00-18:00 28 311 1 0 0 0 62 2 93 43 364 0 904 INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT SW MAIN STREET AT COMMERCIAL STREET ♦ T= 0% P=O. ♦ DATE OF COUNT: 08/28/02 N 0 12 DAY OF WEEK: Wed R 0 0 0 TIME STARTED: 16:00 T TIME ENDED: 18 :00 H .4-435 .4-427 T= 2.1% 0 3 LO T= 3.7% 355 –► .4-383 P=.898 P=.882 33 4 TEV=TOTAL ENTRY VOLUME ♦ T=°%TRUCKS BY APPROACH I F"' 443 P=PHF BY APPROACH DJVU 388 52 2 88 —Peak Hour �77 ♦ 16:30-17:30 Traffic Smithy T=13 .4% P=.959 142 TEV=957 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD ♦ FROM - TO –► J �J i L� .41I F'� r �– ALL ALL VEHICLES 16:30-16:45 13 90 0 0 0 0 13 0 20 13 88 0 237 16:45-17:00 8 83 0 0 0 0 13 0 24 7 84 0 219 17:00-17:15 6 102 0 0 0 0 14 2 20 7 107 0 258 17:15-17:30 6 80 0 0 0 0 12 0 24 17 104 0 243 LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 16:30-16:45 1 1 0 0 0 0 2 0 4 3 3 0 14 16:45-17:00 1 1 0 0 0 0 1 0 4 2 1 0 10 17:00-17:15 1 0 0 0 0 0 1 0 1 2 2 0 7 17.15-17:30 2 0 0 0 0 0 1 0 4 3 0 0 10 MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES) 16:30-16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 16:45-17:00 0 0 0 0 0 0 1 0 0 0 0 0 1 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 HEAVY TRUCKS (SEMI-TRACTOR TRAILER) 16:30-16:45 1 0 0 0 0 0 0 0 0 0 0 0 1 16:45-17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 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 BICYCLES 16:30-16:45 0 0 0 0 0 0 0 0 0 1 1 0 2 16:45-17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 17:00-17:15 0 0 0 0 0 0 0 0 0 0 17:15-17:30 0 0 0 0 0 . 0 0 0 0 0 1 0 1 PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL SOUTH WEST EAST NORTH 16:30-16:45 7 0 0 0 7 16:45-17:00 4 0 0 0 4 17:00-17:15 5 0 0 0 5 17:15-17:30 4 0 3 0 7 Peak Hour by Movement PHF .63 .87 0 0 0 093 .25 92 65 89 0 .927 % Trucks(all) 18.2 .6 0 0 0 0 11.5 0 14.8 22. 7 1.6 0 4.5 % Trucks(M+H) 3 0 0 0 0 0 1.9 0 0 0 0 0 .2 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 16:00-17:00 39 341 0 0 0 0 60 0 74 51 310 0 875 16:15-17:15 37 371 0 0 0 0 57 2 83 43 347 0 940 16:30-17:30 33 355 0 0 0 0 52 2 88 44 383 0 957 16:45-17:45 30 338 1 0 0 0 54 2 90 41 369 0 925 17:00-18:00 28 311 1 0 0 0 62 2 93 43 364 0 904 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT SW MAIN STREET AT TIGARD STREET T= 5.3% P=.787 N 271 • DATE OF COUNT: 08/28/02 p 1140 DAY OF WEEK: Wed R 115 0 156 TIME STARTED: 07:00 T TIME ENDED: 09:00 H 4-2S7 41 L► .4-206 76 J x-64 T= 5.4% T= 5.5% 313 —► .4-142 P=.817 P=.817 p 0 TEV=TOTAL ENTRY VOLUME r T=%TRUCKS BY APPROACH .� I Flo' 469 BY APPROACH 389 --► 4 6 9 —► DLJA 0 0 0 Peak Hour p A 07:15-08:15Traffic Smithy T= 0% P=O. 10 TEV=866 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD _ A FROM - TO Z —► 1 1 4, 1 F� j L ALL 07:00-07:05 0 12 5 9 0 11 0 0 0 0 10 6 53 07:05-07:10 0 13 5 7 0 7 0 0 0 0 6 5 43 07:10-07:15 0 14 10 5 0 12 0 0 0 0 2 3 46 07:15-07:20 0 25 4 9 0 12 0 0 0 0 12 79 79 07:20-07:25 0 24 8 6 0 15 0 0 0 0 11 07:25-07:30 0 19 6 9 0 8 0 0 0 0 9 6 57 07:30-07:35 0 30 2 17 0 13 0 0 0 0 11 3 76 07:35-07:40 0 23 4 5 0 8 0 0 0 0 11 4 55 07:40-07:45 0 28 6 9 0 18 0 0 0 0 10 1 72 07:45-07:50 0 17 8 8 0 14 0 0 0 0 10 4 61 07:50-07:55 0 33 3 10 0 17 0 0 0 0 10 7 80 07:55-08:00 0 27 3 14 0 23 0 0 0 0 11 7 85 08:00-08:05 0 36 9 7 0 10 0 0 0 0 16 3 81 08:05-08:10 0 29 10 10 0 7 0 0 0 0 17 3 76 08:10-08:15 0 22 13 11 0 11 0 0 0 0 14 10 81 08:15-08:20 0 26 3 14 0 9 0 0 0 0 9 4 65 08:20-08:25 0 21 5 6 0 9 0 0 0 0 7 6 54 08:25-08:30 0 24 6 4 0 11 0 0 0 0 10 5 60 08:30-08:35 0 21 1 8 0 3 0 0 0 0 11 5 49 08:35-08:40 0 27 4 4 0 8 0 0 0 0 11 4 58 08:40-08:45 0 15 3 4 0 6 0 0 0 0 15 3 46 08:45-08:50 0 15 8 10 0 3 0 0 0 0 11 4 51 08:50-08:55 0 28 9 6 0 9 0 0 0 0 5 3 60 08:55-09:00 0 21 6 8 0 5 0 0 0 0 10 2 52 Total Survey 0 550 141 200 0 249 0 0 0 0 249 114 1503 PHF 0 .82 .59 .9 0 72 0 0 0 0 76 73 .880 % Trucks 0 4.7 7.8 6.5 0 4.4 0 0 0 0 5.6 5.3 5.4 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 0 0 0 0 0 0 4 0 0 11 0 Hourly Totals 07:00-08:00 0 265 64 108 0 158 0 0 0 0 113 62 770 07:15-08:15 0 313 76 115 0 156 0 0 0 0 142 64 866 07:30-08:30 0 316 72 115 0 150 0 0 0 0 136 57 846 07:45-08:45 0 298 68 100 0 128 0 0 0 0 141 61 796 08:00-09:00 0 285 77 92 0 91 0 0 0 0 136 52 733 INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT FSW MAIN STREET AT TIGARD STREET ♦ T= 4.1% P=.787 N 271 ♦ DATE OF COUNT: 08/28/02 0 1140 DAY OF WEEK: Wed R 115 0 156 TIME STARTED: 07:00 T TIME ENDED: 09:00 H .4-257 .41 I �► .4-206 76 J +' X64 T= 4.6% T= 5.8% 313 —► 4-142 P=.817 P=.817 0 TEV=TOTAL ENTRY VL_ UM ♦ T %TRUCKS BY APPROACH P=PHF BY APPROACH 389 —► 4-1I f 469 —► DLJA 0 0 0 Peak Hour I0 _ ♦ 07:15-08:15 Traffic Smithy ♦ T 0% P=O. 0 TEV=866 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD A ♦ A FROM - TO —► 3 �� 1 �► �� f j �— ALL ALL VEHICLES 07:15-07:30 0 68 18 24 0 35 0 0 0 0 32 22 199 07:30-07:45 0 81 12 31 0 39 0 0 0 0 32 8 203 07:45-08 :00 0 77 14 32 0 54 0 0 0 0 31 18 226 08:00-08:15 0 87 32 28 0 28 0 0 0 0 47 16 238 LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 07:15-07:30 0 4 0 0 0 3 0 0 0 0 1 1 9 07:30-07:45 0 3 2 1 0 1 0 0 0 0 2 0 9 07:4508:00 - 0 4 0 2 0 1 0 0 0 0 1 0 8 08:00-08:15 0 2 2 2 0 1 0 0 0 0 5 2 14 MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES) 07:15-07:30 0 1 0 0 0 0 0 0 0 0 0 0 1 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 • 08:00-08:15 0 0 0 0 0 0 0 0 0 0 0 0 0 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 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 BICYCLES 07:15-07:30 0 0 1 2 0 0 0 0 0 0 0 0 3 07:30-07:45 0 0 3 0 0 0 0 0 0 0 1 0 4 07:45-08:00 0 0 0 1 0 0 0 0 0 0 1 0 2 08:00-08:15 0 2 0 0 0 1 0 0 0 0 0 0 3 PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL SOUTH WEST EAST NORTH 07:15-07:30 0 0 1 0 1 07:30-07:45 0 0 0 1 1 07:45-08:00 0 0 0 1 1 08:00-08:15 0 0 0 2 2 Peak Hour by Movement PHF 0 .9 .59 .9 0 72 0 0 0 0 7673 .909 % Trucks(all) 0 4.5 5.3 4.3 0 3.8 0 0 0 0 6.3 4.7 4.7 % Trucks(M+H) 0 .3 0 0 0 0 0 0 0 0 0 a .1 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 07:00-08:00 0 265 64 108 0 158 0 0 0 0 113 62 770 07:15-08:15 0 313 76 115 0 156 0 0 0 0 142 64 866 07:30-08:30 0 316 72 115 0 150 0 0 0 0 136 57 846 07:45-08:45 0 298 68 100 0 128 0 0 0 0 141 61 796 08:00-09:00 0 285 77 92 0 91 0 0 0 0 136 52 733 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT SW MAIN STREET AT TIGARD STREET T= 3 .5% P=.833 N 180 • DATE OF COUNT: 08/28/02 O 1359 DAY OF WEEK: Wed R 104 0 76 TIME STARTED: 16 :00 T TIME ENDED: 18 :00 H *-389 .4-459 185 J + X174 T= 2.7% T= 2.4% 326 —► .4-285 P=.946 0P=.918 �-p TEV=TOTAL ENTRY VOLUME i T=%TRUCKS BY APPROACH I Fo' P=PHF BY APPROACH 511 —► 402 —► DLJB 0 0 0 Peak Hour 0 ♦ 16:30-17:30 Traffic Smithy T= 0% P=O . 10 TEV=1150 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD • • A FROM - TO —► i �� 1 �► A-1f j �— ALL , 16:00-16:05 0 16 9 6 0 4 0 0 0 0 14 4 53 16:05-16:10 0 21 12 6 0 7 0 0 0 0 22 7 75 16:10-16:15 0 29 5 12 0 10 0 0 0 0 19 13 88 16:15-16:20 0 34 12 12 0 6 0 0 0 0 28 6 98 16:20-16:25 0 27 13 8 0 8 0 0 0 0 20 7 83 16:25-16:30 0 31 12 7 0 6 0 0 0 0 16 9 81 16:30-16:35 0 32 16 11 0 7 0 0 0 0 27 7 100 16:35-16:40 0 29 14 14 0 7 0 0 0 0 22 12 98 16:40-16:45 0 31 12 7 0 4 0 0 0 0 24 14 92 16:45-16:50 0 24 15 7 0 5 0 0 0 0 22 18 91 16:50_16:55 0 24 13 8 0 4 0 0 0 0 25 8 82 16:55-17:00 0 4 0 __27 _ 17 7_ 0 0 0 0 23 12 90 17:00-17:05 0 30 8 10 0 11 0 0 0 0 22 20 101 17:05-17:10 0 18 21 10 0 8 0 0 0 0 26 13 96 17:10-17:15 0 28 20 6 0 9 0 0 0 0 17 27 107 17:15-17:20 0 22 15 9 0 8 0 0 0 0 15 16 85 17:20-17:25 0 28 22 9 0 4 0 0 0 0 27 14 104 17:25-17:30 0 33 12 9 0 2 0 0 0 0 35 13 0 9 0 0 0 0 22 12 9 1040 17:30-17:35 0 19 22 6 81 17:35-17:40 0 20 13 8 0 4 0 0 0 0 27 9 17:40-17:45 0 22 10 8 0 3 0 0 0 0 24 6 73 17:45-17:50 0 17 13 5 0 6 0 0 0 0 21 8 70 17:50-17:55 0 17 10 7 0 3 0 0 0 0 21 12 70 17:55-18:00 0 18 13 7 0 1 0 0 0 0 18 17 74 Total Survey 0 597 329 196 0 143 0 0 0 0 537 284 2086 PHF 0 89 81 81 0 68 0 0 0 0 93 73 .945 % Trucks 0 2.7 2.7 4.1 0 2 .8 0 0 0 0 3.2 1.1 2.7 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 peas 0 0 0 0 0 0 0 1 0 0 14 0 Hourly Totals 16:00-17:00 0 325 150 102 0 75 0 0 0 0 262 117 1031 16:15-17:15 0 335 173 104 0 82 0 0 0 0 272 153 1119 16:30-17:30 0 326 185 104 0 76 0 0 0 0 285 174 1150 16:45-17:45 0 295 188 94 0 74 0 0 0 0 285 168 1104 17:00-18:00 0 272 179 94 0 68 0 0 0 0 275 167 1055 INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT SW MAIN STREET AT TIGARD STREET T= 1.7% P=.833 N 180 • DATE OF COUNT: 08/28/02 0 1359 DAY OF WEEK: Wed R 104 0 76 TIME STARTED: 16:00 T TIME ENDED: 18:00 H .4-389 4j i �► .4-459 185 J L174 T= 2.5% T= 2.8% 326 —► 4-285 P=.953 P=.918 0TEV=TOTAL ENTRY VOLUME i TATRUCKS BY APPROACH 4-1I F+ P=PHF BY APPROACH 511 —► 402 —► DLJB 0 0 0 Peak Hour I0 . 16:30-17:30 Traffic Smithy + T= 0% P=O. 10 TEV=1150 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD • FROM - TO —► �� 1 �l r r L ALL ALL VEHICLES 16:30-16:45 0 92 42 32 0 18 0 0 0 0 73 33 290 16:45-17:00 0 75 45 19 0 16 0 0 0 0 70 38 263 17:00-17:15 0 76 49 26 0 28 0 0 0 0 65 60 304 17:15-17:30 0 83 49 27 0 14 0 0 0 0 77 43 293 LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 16:30-16:45 0 2 0 1 0 1 0 0 0 0 3 1 8 16:45-17:00 0 3 3 0 0 0 0 0 0 0 2 0 8 17:00-17:15 0 1 1 0 0 0 0 0 0 0 4 1 7 17:15-17:30 0 3 0 0 0 0 0 0 0 0 1 0 4 MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES) 16:30-16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 _ 16:45 17.00 0 0 0 0 0 0 0 0 0 0 1 0 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 HEAVY TRUCKS (SEMI-TRACTOR TRAILER) 16:30-16:45 0 0 0 0 0 1 0 0 0 0 0 0 1 16:45-17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 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 BICYCLES 16:30-16:45 0 0 0 1 0 0 0 0 0 0 1 0 2 16:45-17:00 0 1 0 0 0 0 0 0 0 0 0 0 1 17:00-17:15 0 0 0 0 0 0 0 0 0 0 0 0 0 17:15-17:30 0 1 0 1 0 0 0 0 0 0 1 0 3 PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL SOUTH WEST EAST NORTH 16:30-16:45 0 0 1 2 3 16:45-17:00 0 0 0 5 5 17:00-17:15 0 0 0 2 2 17:15-17:30 0 0 0 2 2 Peak Hour by Movement PHF 0 .89 .94 .81 068 0 0 0 0 93 73 .945 % Trucks(all 0 2.8 2.2 1 0 2.6 0 0 0 0 3 .9 1.1 2.5 % Trucks(M+H; 0 0 0 0 0 1.3 0 0 0 0 .4 0 .2 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 16:00-17:00 0 325 150 102 0 75 0 0 0 0 262 117 1031 16:15-17:15 0 335 173 104 0 82 0 0 0 0 272 153 1119 16:30-17:30 0 326 185 104 0 76 0 0 0 0 285 174 1150 16:45-17:45 0 295 188 94 0 74 0 0 0 0 285 168 1104 17:00-18:00 0 272 179 94 0 68 0 0 0 0 275 167 1055 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT SW MAIN STREET AT SW BURNHAM STREET ♦ T= 0% P=.4 ♦ DATE OF COUNT: 08/28/02 N 8 14 DAY OF WEEK: Wed R 1 4 3 TIME STARTED: 07:00 T TIME ENDED: 09:00 H A-148 .4-257 1 J L2 T= 4.6% T= 6.3% 319 -► .4-99 P=.744 P=.823 103 156 TEV=TOTAL ENTRY VOLUME ♦ j T=%TRUCKS BY APPROACH 423 1 r► 408 P=PHF BY APPROACH —► —► MAWK 48 1 86 Peak Hour 263 ♦ 07:20-08:20 Traffic Smithy + T=13 .1% P=.803 1135 TEV=823 11 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD —01 �� � FROM - TO4 �l 1 f �— r ALL 07:00-07:05 6 ll 0 0 0 1 1 0 5 15 7 1 47 07:05-07:10 7 12 0 0 0 0 4 0 4 11 3 0 41 07:10-07:15 6 10 0 0 0 0 3 0 10 5 5 0 39 07:15-07:20 4 19 0 0 0 0 5 0 11 6 5 0 50 07:20-07:25 5 23 1 1 0 0 3 0 5 12 9 0 59 07:25-07:30 3 22 0 0 0 0 7 0 7 10 7 0 56 07:30-07:35 10 28 0 0 0 0 3 0 6 19 3 0 69 07:35-07:40 10 19 0 0 0 0 3 0 7 16 7 0 62 07:40-07:45 9 28 0 0 0 1 4 0 8 9 8 0 67 07:45-07:50 17 17 0 0 0 0 3 0 7 10 10 0 64 07:50-07:55 7 26 0 0 0 0 5 1 9 13 10 0 71 07:55-08:00 14 31 0 0 0 0 2 0 3 12 1 0 63 08:00-08:05 9 36 0 0 0 1 5 0 7 15 8 0 81 08:05-08:10 13 39 0 0 2 0 5 0 7 13 10 1 90 08:10-08:15 0 27 0 0 1 1 8 0 10 13 11 1 72 08:15-08:20 6 23 0 0 1 0 0 0 10 14 15 0 69 08:20-08:25 3 18 0 0 0 0 3 0 4 11 3 0 42 08:25-08:30 6 13 0 0 0 0 3 0 11 9 5 0 47 08:30-08:35 9 18 1 0 0 0 4 0 8 7 7 0 54 08:35-08:40 1 24 0 2 0 0 5 3 7 3 13 1 59 08:40-08:45 2 10 0 1 1 0 1 0 2 4 3 1 25 08:45-08:50 4 20 0 0 1 0 5 0 5 7 9 0 51 08:50-08:55 3 16 0 0 0 0 2 0 9 10 6 0 46 08:55-09:00 10 18 0 0 0 0 1 1 8 8 4 0 50 Total Survey 164 508 2 4 6 4 85 5 170 252 169 5 1374 PHF .68 .75 .25 .25 .25 .38 67 .25 .8 87 69 .25 .846 % Trucks 7.3 3 .7 0 0 0 0 17.6 0 11.2 5.6 7.7 0 6.7 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 PeAo 0 15 0 0 5 0 0 0 0 0 0 0 Hourly Totals 07:00-08:00 98 246 1 1 0 2 43 1 82 138 75 1 688 07:15-08:15 101 315 1 1 3 3 53 1 87 148 89 2 804 07:30-08:30 104 305 0 0 4 3 44 1 89 154 91 2 797 07:45-08:45 87 282 1 3 5 2 44 4 85 124 96 4 737 08:00-09:00 66 262 1 3 6 2 42 4 88 114 94 4 686 INTERSECTION TURN MOVIINENT COUNT PEAK HOUR REPORT SW MAIN STREET AT SW BURNHAM STREET 0 ♦ T= 0s P=.35 ♦ DATE OF COUNT: 08/28/02 0 7 14 DAY OF WEEK: Wed R 1 3 3 TIME STARTED: 07:00 T TIME ENDED: 09:00 H 4-143 �� �► .4-239 � T= 3.4% 1 J L2 T= 4.6% 315 —► .4-89P=.840 P=.829 101 148 TEV=TOTAL ENTRY VOLUME ♦ r T=%TRUCKS BY APPROACH 417 Flo' 405 P=PHF BY APPROACH —► MAWK 53 1 87 Peak Hour 252 ♦ 07:15-08:15 Traffic Smithy + T=14.2% P=.839 1141 TEV=804 11 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD _ ♦ FROM - TO —► �3 1 �► 4l F► r L ALL ALL VEHICLES 07:15-07:30 12 64 1 1 0 0 15 0 23 28 21 0 165 07:30-07:45 29 75 0 0 0 1 10 0 21 44 18 0 198 07:45-08:00 38 74 0 0 0 0 10 1 19 35 21 0 198 08:00-08:15 22 102 0 0 3 2 18 0 24 41 29 2 243 LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 07:15-07:30 1 1 0 0 0 0 3 0 3 0 1 0 9 07:30-07:45 2 1 0 0 0 0 2 0 3 2 2 0 12 07:45-08:00 2 3 0 0 0 0 2 0 2 0 2 0 11 08:00-08:15 1 1 0 0 0 0 3 0 2 3 1 0 11 MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES) 07:15-07:30 0 1 0 0 0 0 0 0 0 0 0 0 1 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 08:00-08:15 0 0 0 0 0 0 0 0 0 0 0 0 0 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 07:45-08:00 1 0 0 0 0 0 0 0 0 0 0 0 1 08:00-08:15 0 0 0 0 0 0 0 0 0 0 0 0 0 BICYCLES 07:15-07:30 0 1 0 0 0 0 0 0 1 2 1 0 5 07:30-07:45 0 0 0 0 0 0 0 0 2 0 0 0 2 07:45-08:00 0 0 0 0 0 0 0 0 0 2 1 0 3 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 1 0 0 0 1 07:30-07:45 2 1 0 0 3 07:45-08:00 2 2 0 0 4 08:00-08:15 0 2 0 0 2 Peak Hour by Movement PHF 66 77 .25 .25 .25 .38 74 .25 91 84 77 .25 .827 % Trucks(all)) 6.9 2 .2 0 0 0 0 18.9 0 11.5 3 .4 6.7 0 5.6 % Trucks WM 1 .3 0 0 0 0 0 0 0 0 0 0 .2 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 07:00-08:00 98 246 1 1 0 2 43 1 82 138 75 1 688 07:15-08:15 101 315 1 1 3 3 53 1 87 148 89 2 804 07:30-08:30 104 305 0 0 4 3 44 1 89 154 91 2 797 07:45-08:45 87 282 1 3 5 2 44 4 85 124 96 4 737 08:00-09:00 66 262 1 3 6 2 42 4 88 114 94 4 686 INTERSECTION TURN MOVEMENT COUNT SUMMARY REPORT FSW MAIN STREET AT SW BURNHAM STREET T= 6.7% P=.625 N �10 • DATE OF COUNT: 08/28/02 O 17 DAY OF WEEK: Wed R 3 4 3 TIME STARTED: 16:00 T TIME ENDED: 18 :00 H .4-284 �� �► .4-343 3� T= 4.6% 0 J T= 3 .9% 271 —► .4-189P=.818 P=.824 76 151 TEV=TOTAL ENTRY VOLUME T=%TRUCKS BY APPROACH I P=PHF BY APPROACH 347 —► 472 —► MAWL 92 4 198 Peak Hour 231 • 16:50-17:50 Traffic Smithy T= 3 .2% P=.825 294 TEV=994 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD • L FROM - TO —► �� 4 �� I♦ r �— ALL , 16:00-16:05 9 19 0 0 0 0 4 0 12 11 12 0 67 16:05-16:10 12 17 0 0 0 0 5 0 14 8 12 1 69 16:10-16:15 2 19 0 0 1 0 4 0 15 12 16 0 69 16:15-16:20 17 16 0 0 2 1 5 1 12 14 15 0 83 16:20-16:25 6 16 0 0 0 0 3 0 4 14 12 0 55 16:25-16:30 4 28 0 0 0 0 8 0 10 9 16 0 75 16:30-16:35 8 14 0 0 0 0 6 0 21 12 17 0 78 16:35-16:40 19 12 0 0 0 0 6 0 16 14 13 0 80 16:40-16:45 10 16 0 0 0 0 3 1 18 12 8 0 68 16:45-16 :50 3 20 0 1 0 0 4 2 6 15 9 0 60 16:50-16:55 0 25 0 0 0 0 6 0 15 11 18 0 75 16:55-17:00 6 14 0 1 2 0 3 0 14 13 15 0 68 17:00-17:05 7 26 0 0 0 0 6 0 21 9 15 0 84 17:05-17:10 6 24 0 1 0 0 10 0 13 13 18 0 85 17:10-17:15 8 25 0 0 0 0 9 1 23 12 10 0 88 17:15-17:20 7 24 0 0 0 1 11 2 13 7 14 0 79 17:20-17:25 6 25 0 0 0 0 8 0 22 13 10 2 86 17:25-17:30 6 22 0 0 1 0 3 1 21 19 25 0 98 17:30-17:35 10 37 0 1 0 1 7 0 20 16 16 0 108 17:35-17:40 9 14 0 0 0 0 11 0 12 15 13 0 74 17:40-17:45 4 20 0 0 1 1 14 0 12 11 18 1 82 17:45-17:50 7 15 0 0 0 0 4 0 12 12 17 0 67 17:50-17:55 8 29 1 0 0 0 4 0 14 10 6 0 72 17:55-18:00 3 18 0 0 0 0 2 0 8 12 16 0 59 Total Survey 177 495 1 4 7 4 146 8 348 294 341 4 1829 PHF 76 81 0 .38 .5 .38 72 .33 79 75 88 .38 .851 % Trucks 8.5 3 .2 0 0 0 25 4.8 0 2.6 4 .1 3 .8 0 4 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Peds 0 35 0 0 8 0 0 3 0 0 1 0 Hourly Totals 16:00-17:00 96 216 0 2 5 1 57 4 157 145 163 1 847 16:15-17:15 94 236 0 3 4 1 69 5 173 148 166 0 899 16:30-17:30 86 247 0 3 3 1 75 7 203 150 172 2 949 16:45-17:45 72 17:00-18:00 81 279 1 2 2 3 89 4 191 149 178 3 982 INTERSECTION TURN MOVEMENT COUNT PEAK HOUR REPORT SW MAIN STREET AT SW BURNHAM STREET T= 0% P=.687 N Ill • DATE OF COUNT: 08/28/02 0 19 DAY OF WEEK: Wed R 4 4 3 TIME STARTED: 16:00 T TIME ENDED: 18:00 H .4-277 .41 .4-338 T= 4.9% 0 J L3 T= 3 .3% 276 -► .4-181 P=.906 P=.938 72 154 TEV=TOTAL ENTRY VOLUME r T=%TRUCKS BY APPROACH 1 Flo' 471 BY APPROACH 348 —► 471 —► MAWL 92 6 192 Peak Hour 230 A 16:45-17:45 Traffic Smithy T= 3 .1% P=.873 1290 TEV=987 11 (503) 641-6333 EAST BOUND SOUTH BOUND NORTH BOUND WEST BOUND TIME PERIOD • • • FROM - TO —► �� i 4 �l 1 r r r L ALL ALL VEHICLES 16:45-17:00 9 59 0 2 2 0 13 2 35 39 42 0 203 17:00-17:15 21 75 0 1 0 0 25 1 57 34 43 0 257 17:15-17:30 19 71 0 0 1 1 22 3 56 39 49 2 263 17:30-17:45 23 71 0 1 1 2 32 0 44 42 47 1 264 LIGHT TRUCKS (SINGLE UNIT 2 AXLES) 16:45-17:00 0 3 0 0 0 0 2 0 2 1 2 0 10 17:00-17:15 3 3 0 0 0 0 0 0 0 0 4 0 10 17:15-17:30 2 2 0 0 0 0 0 0 0 1 1 0 6 17:30-17:45 2 1 0 0 0 0 4 0 1 0 1 0 9 MEDIUM TRUCKS (SINGLE UNIT > 2 AXLES) 16:45-17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 17:00-17:15 1 0 0 0 0 0 0 0 0 0 0 0 1 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 HEAVY TRUCKS (SEMI-TRACTOR TRAILER) 16:45-17:00 0 0 0 0 0 0 0 0 0 0 1 0 1 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 BICYCLES 16:45-17:00 1 1 0 0 0 0 1 0 0 0 1 0 4 17:00-17:15 1 0 0 0 0 0 0 0 0 0 2 0 3 17:15-17:30 0 0 0 0 0 0 0 0 0 0 1 0 1 17:30-17:45 0 0 0 0 0 0 0 0 1 0 0 0 1 PEDESTRIANS ----------------------CROSSWALK USEAGE--------------------- ALL SOUTH WEST EAST NORTH 16:45-17:00 2 1 2 0 5 17:00-17:15 8 2 0 0 10 17:15-17:30 2 0 0 0 2 17:30-17:45 10 2 0 0 12 Peak Hour by Movement PHF 78 92 0 .5 .5 .38 72 .5 84 92 .92 .38 .934 % Trucks all)) 11.1 3 .3 0 0 0 0 6.5 0 1.6 1.3 5 0 3.7 % Trucks(M+H) 1.4 0 0 0 0 0 0 0 0 0 .6 0 .2 Stopped Buses 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Totals 16:00-17:00 96 216 0 2 5 1 57 4 157 145 163 1 847 16:15-17:15 94 236 0 3 4 1 69 5 173 148 166 0 899 16:30-17:30 86 247 0 3 3 1 75 7 203 150 172 2 949 16:45-17:45 72 276 0 4 4 3 92 6 192 154 181 3 987 17:00-18:00 81 279 1 2 2 3 89 4 191 149 178 3 982 Level of Service Descriptions 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. 1 2000 Highway Capacity Manual,Transportation Research Board,Washington D.C.,2000,Chapters 16 and 17. 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 calculates a delay value for each approach to the intersection.The 2000 Highway Capacity Manual describes the detailed methodology. The following table describes the amount of delay associated with each level of service. Dela (Seconds) Level of Service 0- 10 A 10- 15 B 15 -25 C 25 -35 D 35 -50 E >50 F Source: 2000 Highway Capacity Manual, Transportation Research Board,Washington,D.C. 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 2000 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 Expected Delay (SecNeh) A Little or no delay 0-10.0 B Short traffic delay >10.1-15.0 C Average traffic delays >15.1-25.0 D Long traffic delays >25.1-35.0 E Very long traffic delays >35.1-50.0 F Extreme delays potentially affecting >50 other traffic movements in the intersection Source: 2000 Highway Capacity Manual, Transportation Research Board Washington.D.C. Level of Service Calculations i AM Peak Wed Sep 18, 2002 09:48:27 Page 3-1 AM Peak Wed Sep 18, 2002 09:48:27 Page 4-1 -------------------------------------------------------------------------------- ------------------------------ Tigard Commuter Rail Tigard Commuter Rail Existing Conditions Existing Conditions AM Peak AM Peak -------------------------------------------------------------------------------- ------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Base Volume Alternative) 2000 HCM Unsignalized Method (Base Volume Alternative) rrw*ff*♦:r*rww**w**raarr******f*+f**f wf xwf*1ffwlrf«***w«**arffaw«***w*+rrw*f*w 1w wffwr•*x1ff+*«rfw•rf wwwffw••*xxw+f wllr*rr*rf•wf wffff+wr••rr+••••«+***•*rfffff rr• Intersection #1 Burnham/Main Intersection #2 Tigard/Main •r wfwr**:*fafw•**•*f*afwr*w***+*wf**1ff*rr**flaw«***:wx***aar*«*+*+*a*r«w**+*wfw +rrr*••wwwf+f*+r*•xfw+«***•wfxlfffwfrrr*w*wxf wwwwfr•**•r****++f•f***•**www++++.+ Cycle (sec): 100 Critical Vol./Cap. (X): 0.744 Average Delay (sec/veh) : +fw5.6++r.+•,*.fwWorst rCase*Level+Off Service* + Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 16.1 Optimal Cycle: 0 Level Of Service: C Approach: North Bound South Bound East Bound West Bound rr:.**w***:+*+f+1rr***a1r+:rw***:++ww*•*1lffxrf*••++af**w*afwfw«wr***+rrf r**r*+* Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound ------------ --------------- --------------- I-------"'-----II--------------- Movement: L - T - R L - T - R L - T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled ------------I---------------II---------------I --------------- --------------- Rights: Include Include Include Include Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include Include Include Include ------------ ---------------II---------------II---------------II------- I Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: >> Count Date: 28 Aug 2002 << Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 1! 0 0 1 0 0 1 0 Base Vol: 0 0 0 200 0 124 60 384 0 0 148 68 ------------I---------------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: >> Count Date: 28 Aug 2002 << Initial Bse: 0 0 0 200 0 124 60 384 0 0 148 68 Base Vol: 72 1 96 8 12 1 1 408 88 164 116 8 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 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 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 Bae: 72 1 96 8 12 1 1 408 88 164 116 8 PHF Volume: 0 0 0 200 0 124 60 384 0 0 148 68 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.: 0 0 0 200 0 124 60 384 0 0 148 68 PHF Volume: 72 1 96 8 12 1 1 408 88 164 116 8 ------------I--------------- ------- - I--------------- ---------------I Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gap Module: Reduced Vol: 72 1 96 8 12 1 1 408 88 164 116 8 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx 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 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I--------------- I--------------- --------------- --------------- Final -- ----- I--------------- Final Vol.: 72 1 96 8 12 1 1 408 88 164 116 8 Capacity Module: I---------------II---------------II---------------II---------------I Cnflict Vol: xxxx xxxx xxxxx 691 xxxx 186 220 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Potent Cap.: xxxx xxxx xxxxx 407 xxxx 851 1332 xxxx xxxxx xxxx xxxx xxxxx 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 Move Cap.: xxxx xxxx xxxxx 392 xxxx 848 1327 xxxx xxxxx xxxx xxxx xxxxx Lanes: 0.99 0.01 1.00 0.38 0.57 0.05 0.01 0.82 0.17 1.00 0.94 0.06 ------------I--------------- --------------- --------------- -------- Final Sat.: 477 7 576 180 269 22 1 548 118 577 591 41 Level Of Service Module: ____________ -------------- -------------- Stopped Del:xxxxx xxxx xxxxx 23.4 xxxx 10.0 7.8 xxxx xxxxx xxxxx xxxx xxxxx Capacity Analysis Module: LOS by Move: * * C A A Vol/Sat: 0.15 0.15 0.17 0.04 0.04 0.04 0.74 0.74 0.74 0.28 0.20 0.20 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: *+r* f**f **f+ a*** Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Delay/Veh: 10.8 10.8 9.5 10.1 10.1 10.1 21.7 21.7 21.7 11.1 9.5 9.5 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 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 Shared LOS: AdjDel/Veh: 10.8 10.8 9.5 10.1 10.1 10.1 21.7 21.7 21.7 11.1 9.5 9.5 ApproachDel: xxxxxx 18.3 xxxxxx xxxxxx LOS by Move: B B A B B B C C C B A A ApproachLOS: C ApproachDel: 10.1 10.1 21.7 10.4 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 10.1 10.1 21.7 10.4 �I LOS by Appr: B B C B rar+1*a*a*+wf«**•4*f+*«*♦f+***+wwr*«**ff+«wfw*f1f«*f if wr**+af««**f*w#***f+w*•*w Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Wed Sep 18, 2002 09:48:27 Page 1-1 AM Peak Wed Sep 18, 2002 09:48:27 Page 2-1 ----------- ------------- ------------------------------------------------ -------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Existing Conditions Existing Conditions AM Peak AM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report Impact Analysis Report Scenario: AM Peak Level Of Service Command: AM Peak Intersection Base Future Change Volume: AM Peak Del/ V/ Del/ V/ in Geometry: AM Peak LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 Burnham/Main C 16.1 0.744 C 16.1 0.744 + 0.000 V/C Trip Generation: Default Trip Generation Trip Distribution: Default Trip Distribution # 2 Tigard/Main C 5.6 0.000 C 5.6 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main C 2.6 0.000 C 2.6 0.000 + 0.000 V/C Configuration: Default Configuration Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Wed Sep 18, 2002 09:48:27 Page 5-1 -------------------------------------------------------------------------------- Tigard Commuter Rail Existing Conditions AM Peak -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 ACM Unsignalized Method (Base Volume Alternative) ffff}r•1ffflr*}}}rflr•ffff**}rlrrlflf***}}###f1f**}#+}+f#1rf1f***}ff+1f*1f}**+f+ Intersection M4 Commercial/Main ffffffffffff*f lrf**f*}frfllffifff**r}##}}+1f**}}}f*f}}1ff**f#r#fflfff*f*f}f4#f 1f Average Delay (sec/veh): 2.6 Worst Case Level Of Service: C fff*ffffrfffflrrfffff#f lrrlfflff}**}f#f11f****}+f**#1r1f 1fff}rrff lrf*f rfff11f1ff Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ --------------- --------------- --------------- ---------------� Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 l! 0 0 ------------ --------------- --------------- --------------- ---------------� Volume Module: >> Count Date: 28 Aug 2002 << Base Vol: 24 4 96 40 1 36 40 428 80 40 160 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 Initial Bse: 24 4 96 40 1 36 40 428 80 40 160 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 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: 24 4 96 40 1 36 40 428 80 40 160 24 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 24 4 96 40 1 36 40 428 80 40 160 24 p ------------ --------------- --------------- --------------- ---------------� Critical Gap Module: Critical Gp: 7.3 6.7 6.4 7.2 6.6 6.3 4.1 xxxx xxxxx 4.2 xxxx xxxxx FollowUpTim: 3.7 4.2 3.5 3.5 4.0 3.3 2.2 xxxx xxxxx 2.3 xxxx xxxxx ------------ --------------- --------------- --------------- ---------------� Capacity Module: Cnflict Vol: 831 822 480 854 850 176 185 xxxx xxxxx 517 xxxx xxxxx Potent Cap.: 273 293 556 275 294 859 1378 xxxx xxxxx 1019 xxxx xxxxx Move Cap.: 244 270 551 212 272 857 1377 xxxx xxxxx 1011 xxxx xxxxx ------------I--------------- --------------- --------------- ---------------I Level Of Service Module: Stopped Del:xxxxx xxxx 12.9 xxxxx xxxx xxxxx 7.7 xxxx xxxxx 8.7 xxxx xxxxx LOS by Move: * • B * " f A * f A " Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 248 xxxx xxxxx xxxx 329 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 21.4 xxxx xxxxx xxxxx 19.3 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: C " f * C ApproachDel: 14.8 19.3 xxxxxx xxxxxx ApproachLOS: B C * " Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:37:52 Page 1-1 PM Peak Thu Sep 19, 2002 13:37:52 Page 2-1 ------------------------------------------------------------------------- ------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Existing Conditions Existing Conditions PM Peak PM Peak ------------------------------------------------------------------------------ Scenario Report Impact Analysis Report Scenario: PM Peak Level Of Service Command: PM Peak Intersection Base Future Change Volume: PM Peak Del/ V/ Del/ V/ in Geometry: PM Peak LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 Burnham/Main C 18.5 0.796 C 18.5 0.796 + 0.000 V/C Trip Generation: Default Trip Generation Trip Distribution: Default Trip Distribution # 2 Tigard/Main D 5.3 0.000 D 5.3 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main D 4.7 0.000 D 4.7 0.000 + 0.000 V/C Configuration: Default Configuration Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:37:52 Page 3-1 PM Peak Thu Sep 19, 2002 13:37:52 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Existing Conditions Existing Conditions PM Peak PM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Base Volume Alternative) 2000 HCM Unsignalized Method (Base Volume Alternative) Intersection #1 Burnham/Main Intersection #2 Tigard/Main :«+«+«:+++++++««++++++++aa+»»+«»««»«««++++w+aww+w»««««r++++aa+wwww»»w»«««++«++xx w»»«»++wwxwwwwwwwwwwwwwwwwwww+wwwwwwwwxwwwwwww+www+++xwxwwx+w++wwwwwwwwwwww+wwww Cycle (sec): 100 Critical Vol./Cap. (X): 0.796 Average Delay (sec/veh): 5.3 Worst Case Level Of Service: D Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 18.5 Optimal Cycle: 0 Level Of Service: C Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound ------------I--------------- ---------------I --------------- I---------------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 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include Include Include Include ------------ --------------- I--------------- I--------------- ---------------I Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: >> Count Date: 28 Aug 2002 << Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 1! 0 0 1 0 0 1 0 Base Vol: 0 0 0 112 0 104 196 329 0 0 245 230 ------------I--------------- I--------------- ---------------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: >> Count Date: 28 Aug 2002 << Initial Bse: 0 0 0 112 0 104 196 329 0 0 245 230 Base Vol: 72 4 252 4 4 4 1 386 88 192 229 8 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 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 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 Bse: 72 4 252 4 4 4 1 386 88 192 229 8 PHF Volume: 0 0 0 112 0 104 196 329 0 0 245 230 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.: 0 0 0 112 0 104 196 329 0 0 245 230 PHF Volume: 72 4 252 4 4 4 1 386 88 192 229 8 ------------I---------------II---------------II---------------II-- ----I Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gap Module: Reduced Vol: 72 4 252 4 4 4 1 386 88 192 229 8 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx 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 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I--------------- I---------------II---------------II---------------I Final Vol.: 72 4 252 4 4 4 1 386 88 192 229 8 Capacity Module: ------------I---------------II---------------II---------------11---------------I Cnflict Vol: xxxx xxxx xxxxx 1093 xxxx 371 486 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Patent Cap.: xxxx xxxx xxxxx 237 xxxx 675 1072 xxxx xxxxx xxxx xxxx xxxxx 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 Move Cap.: xxxx xxxx xxxxx 201 xxxx 669 1062 xxxx xxxxx xxxx xxxx xxxxx Lanes: 0.95 0.05 1.00 0.34 0.33 0.33 0.01 0.81 0.18 1.00 0.97 0.03 ------------I--------------- I---------------I --------------- I---------------I Final Sat.: 448 25 561 143 143 143 1 485 111 528 553 19 Level Of Service Module: ------------I---------------I --------------- ---------------I ---------------I Stopped Del:xxxxx xxxx xxxxx 43.2 xxxx 11.4 9.2 xxxx xxxxx xxxxx xxxx xxxxx Capacity Analysis Module: LOS by Move: * * * E * B A Vol/Sat: 0.16 0.16 0.45 0.03 0.03 0.03 0.80 0.80 0.80 0.36 0.41 0.41 Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Crit Moves: **** **** **** **** Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Delay/Veh: 11.3 11.3 13.3 10.6 10.6 10.6 27.6 27.6 27.6 13.0 12.9 12.9 Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 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 Shared LOS: Adj Del/Veh: 11.3 11.3 13.3 10.6 10.6 10.6 27.6 27.6 27.6 13.0 12.9 12.9 ApproachDel: xxxxxx 27.9 xxxxxx xxxxxx LOS by Move: B B B B B B D D D B B B ApproachLOS: * D ApproachDel: 12.8 10.6 27.6 12.9 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 12.8 10.6 27.6 12.9 LOS by Appr: B B D B Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:37:52 Page 5-1 --------------- Tigard Commuter Rail Existing Conditions PM Peak -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) Intersection #4 Commercial/main Average Delay (sec/veh): 4.7 Worst Case Level Of Service: D ***#ttttt***++tt*tttt***+t+t*******++***#**+++++*++*+##*****+###*****t***+++x+** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------ --------------- --------------- --------------- ---------------� Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 1! 0 0 ------------ --------------- --------------- --------------- ---------------� Volume Module: >> Count Date: 28 Aug 2002 << Base Vol: 76 1 104 36 1 52 28 452 56 48 476 8 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: 76 1 104 36 1 52 28 452 56 48 476 8 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 Volume: 76 1 104 36 1 52 28 452 56 48 476 8 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 76 1 104 36 1 52 28 452 56 48 476 8 ------------ --------------- --------------- --------------- ---------------� Critical Gap Module: Critical Gp: 7.2 6.6 6.3 7.1 6.5 6.2 4.1 xxxx xxxxx 4.1 xxxx xxxxx FollcwUpTim: 3.6 4.1 3.4 3.5 4.0 3.3 2.2 xxxx xxxxx 2.2 xxxx xxxxx ------------ --------------- --------------- --------------- ---------------� Capacity Module: Cnflict Vol: 1148 1123 487 1169 1147 486 486 xxxx xxxxx 513 xxxx xxxxx Potent Cap.: 168 197 561 170 199 581 1072 xxxx xxxxx 1037 xxxx xxxxx Move Cap.: 143 182 557 130 183 578 1070 xxxx xxxxx 1033 xxxx xxxxx ------------I--------------- --------------- --------------- ---------------I Level Of Service Module: Stopped Del:xxxxx xxxx 12.9 xxxxx xxxx xxxxx 8.5 xxxx xxxxx 8.7 xxxx xxxxx LOS by Move: ' * B * ' ' A * * A * ' Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 143 xxxx xxxxx xxxx 239 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 56.1 xxxx xxxxx xxxxx 28.8 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: F ' ' * D ApproachDel: 31.3 28.8 xxxxxx xxxxxx ApproachLOS: D D * ' Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 16:23:43 Page 1-1 AM Peak Thu Sep 19, 2002 16:23:43 Page 2-1 --------------- -------------------------------------------------- ----------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - Baseline Future Conditions (2005) - Baseline AM Peak AM Peak -------------------------------------------------------------------------------- ------------------- Scenario Report Impact Analysis Report Scenario: AM Peak Level Of Service Command: AM Peak Intersection Base Future Change Volume: AM Peak Del/ V/ Del/ V/ in Geometry: AM Peak LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 Burnham/Main C 16.1 0.744 C 16.1 0.744 + 0.000 V/C Trip Generation: AM Park and Ride Trip Distribution: Park and Ride # 2 Tigard/Main C 5.6 0.000 C 5.6 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main C 2.7 0.000 C 2.7 0.000 + 0.000 V/C Configuration: Default Configuration # 5 Commuter Rail Park & Ride Acce A 0.0 0.000 A 0.0 0.000 + 0.000 V/C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 16:23:43 Page 3-1 AM Peak Thu Sep 19, 2002 16:23:43 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - Baseline Future Conditions (2005) - Baseline AM Peak AM Peak --------------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) t#rrrraaa♦:wttt#1t####fr#frafratrrwwxxt#f xf#fix+ffffffrxxfittrrttawa*f wxt**r#xfi}tx wwf wfxxxxwxxwfi*+fifi+xx+ffafaawwwwwwxwawwwxxx*xff+xaxfwwxxwwxxxw**+++*rrxwww*+++fw Intersection #1 Burnham/Main Intersection #2 Tigard/Main •frit lttf#a}}###ofaff#f#rt#aa**x#t#lrfriffffraff wrf a**###1ff 11x#*#*#####t}f♦•waa wfi+x#}}*fffwfif wwawwwwww*wxxw***+++t++f+++fawwwwxxxw++x+ff+ifffffxtww*w**++w***+ Cycle (sec): 100 Critical Vol./Cap. (X): 0.744 Average Delay (sec/veh): 5.6 Worst Case Level Of Service: C Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 16.1 Optimal Cycle: 0 Level Of Service: C Approach: North Bound South Bound East Bound West Bound aa•11tt:tf##}}}frrf of araf as r•wawaw**r}#f rfff of aa#fwaffaaararat*w}fi tt#x:#}+rfffaf Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound ------------ ---------------II ----II---------------II--------------- Movement: --- ---Movement: L - T - R L - T - R L - T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled ------------ ---------------II---------------II---------------II---------------I Rights: Include Include Include Include Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include Include Include Include ------------ ---------------II ----II -------II--------------- Min. ----Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 1! 0 0 1 0 0 1 0 Base Vol: 0 0 0 200 0 124 60 384 0 0 148 68 ------------I--------------- 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: 0 0 0 200 0 124 60 384 0 0 148 68 Base Vol: 72 1 96 8 12 1 1 408 88 164 116 8 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: 72 1 96 8 12 1 1 408 88 164 116 8 Initial Fut: 0 0 0 200 0 124 60 384 0 0 148 68 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: 72 1 96 8 12 1 1 408 88 164 116 8 PHF Volume: 0 0 0 200 0 124 60 384 0 0 148 68 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.: 0 0 0 200 0 124 60 384 0 0 148 68 PHF Volume: 72 1 96 8 12 1 1 408 88 164 116 8 Critical Gap Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 72 1 96 8 12 1 1 408 88 164 116 8 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I--------------- I--------------- ---------------II--------------- 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 Capacity Module: Final Vol.: 72 1 96 8 12 1 1 408 88 164 116 8 Cnflict Vol: xxxx xxxx xxxxx 691 xxxx 186 220 xxxx xxxxx xxxx xxxx xxxxx ------------I---------------II--------------- I--------------- --------------- Potent Cap.: xxxx xxxx xxxxx 407 xxxx 851 1332 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 392 xxxx 848 1327 xxxx xxxxx xxxx xxxx xxxxx 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 ------------I--------------- --------I --------------- I ---------I Lanes: 0.99 0.01 1.00 0.38 0.57 0.05 0.01 0.82 0.17 1.00 0.94 0.06 Level Of Service Module: Final Sat.: 477 7 576 180 269 22 1 548 118 577 591 41 Stopped Del:xxxxx xxxx xxxxx 23.4 xxxx 10.0 7.8 xxxx xxxxx xxxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------I LOS by Move: a + C + A A + + + Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.15 0.15 0.17 0.04 0.04 0.04 0.74 0.74 0.74 0.28 0.20 0.20 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: *"* **** "" "" Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 10.8 10.8 9.5 10.1 10.1 10.1 21.7 21.7 21.7 11.1 9.5 9.5 Shared LOS: 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 ApproachDel: xxxxxx 18.3 xxxxxx xxxxxx Adj Del/Veh: 10.8 10.8 9.5 10.1 10.1 10.1 21.7 21.7 21.7 11.1 9.5 9.5 ApproachLOS: ` C ' LOS by Move: B B A B B B C C C B A A ApproachDel: 10.1 10.1 21.7 10.4 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 10.1 10.1 21.7 10.4 LOS by Appr: B B C B •f:#•:r•ra•fae*:}rf•rltf#}#farraaxfi}##}af rff+#flat#a}f+f raetf##af++tr###f+rrffx: Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 16:23:43 Page 5-1 AM Peak Thu Sep 19, 2002 16:23:43 Page 6-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - Baseline Future Conditions (2005) - Baseline AM Peak AM Peak ---------------- ------------------------------------------------------------- --------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) .raraa«a«rrrarrra««««««wrra♦x«»««rr rrrx»»•+xrrrrx»rrr+rrrrrax«ra«rrar aax+rarxxwx •xrxrrxxx•x•rrxwxx»x•••••rrrrxxxxxxxxx••x++r+rrrrxxxx»xx••++rrrrx••»•+•••+w rxx++ Intersection #4 Commercial/Main Intersection #5 Commuter Rail Park & Ride Access a««rasa«:a♦»«arararr awe*««rrrrarr»arrrrwrww»x»rrrxrrrrra«arrrrawrara«rrr•xx+r•. rrrxww•+wrrxw••••.rrrr+xxxx••••rr.wwxxxwwxxx••»•»+rrwrxrrxx••••.+.+rrrrrrrx•+•rr Average Delay (sec/veh): 2.7 Worst Case Level Of Service: C Average Delay (sec/veh): 0.0 Worst Case Level Of Service: A aax««rararaa:axx««ararar:rr:»♦«rrrarawrrrrrrrrwwrrra•xraa aaaa♦wx«aura«arrarrxxx ••+rrwxxx••x+wrxxx••••++raxxww••+•++++rrrr rx rxx••••rrr.rrxx••••.••x•rw•rw.xw••+. 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 ------------ Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 11 0 0 Lanes: 0 0 1! 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 ------------ --------------- --------------- --------------- --------------- ------------ --------------- --------------- --------------- ---------------� Volume Module: Volume Module: Base Vol: 25 4 102 42 1 38 42 454 85 42 170 25 Base Vol: 0 0 0 0 0 0 0 620 0 0 233 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: 25 4 102 42 1 38 42 454 85 42 170 25 Initial Bse: 0 0 0 0 0 0 0 620 0 0 233 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: 25 4 102 42 1 38 42 454 85 42 170 25 Initial Fut: 0 0 0 0 0 0 0 620 0 0 233 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: 25 4 102 42 1 38 42 454 85 42 170 25 PHF Volume: 0 0 0 0 0 0 0 620 0 0 233 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 Final Vol.: 25 4 102 42 1 38 42 x}54 85 42 170 25 Final Vol.: 0 0 0 0 0 0 0 620 0 0 233 0 Critical Gap Module: Critical Gap Module: Critical Gp: 7.3 6.7 6.4 7.2 6.6 6.3 4.1 xxxx xxxxx 4.2 xxxx xxxxx Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 3.7 4.2 3.5 3.5 4.0 3.3 2.2 xxxx xxxxx 2.3 xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx ------------ --------------- --------------- ---------------II- ------------I--------------- --------------- --------------- ---------------I Capacity Module: Capacity Module: Cnflict Vol: 879 870 509 904 899 187 196 xxxx xxxxx 548 xxxx xxxxx Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 253 274 536 255 275 848 1365 xxxx xxxxx 992 xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 225 252 530 191 253 845 1364 xxxx xxxxx 985 xxxx xxxxx Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx ------------ ------------ --------------- --------------- Level ----- ---------- ----- �---------------� �---------------��-- � �- � --------------- Level Of Service Module: Level Of Service Module: Stopped Del:xxxxx xxxx 13.4 xxxxx xxxx xxxxx 7.7 xxxx xxxxx 8.8 xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: " ' B * * * A " " A ` * LOS by Move: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 228 xxxx xxxxx xxxx 302 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx 0 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 23.1 xxxx xxxxx xxxxx 21.3 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: C ' * C ` ' " * * ` ` Shared LOS: ApproachDel: 15.5 21.3 xxxxxx xxxxxx ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx ApproachLOS: C C ` ' ApproachLOS: Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 16:25:23 Page 1-1 PM Peak Thu Sep 19, 2002 16:25:23 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - Baseline Future Conditions (2005) - Baseline PM Peak PM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report Impact Analysis Report Scenario: PM Peak Level Of Service Command: PM Peak Intersection Base Future Change Volume: PM Peak Del/ V/ Del/ V/ in Geometry: PM Peak LOS Veh C LOS Veh C Inq>act Fee: Default Impact Fee # 1 Burnham/Main C 21.6 0.856 C 21.6 0.858 + 0.000 V/C Trip Generation: PM Park and Ride Trip Distribution: Park and Ride # 2 Tigard/Main D 6.4 0.000 D 6.4 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main E 5.9 0.000 E 5.9 0.000 + 0.000 V/C Configuration: Default Configuration # 5 Commuter Rail Park & Ride Acce A 0.0 0.000 A 0.0 0.000 + 0.000 V/C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 16:25:23 Page 3-1 PM Peak Thu Sep 19, 2002 16:25:23 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - Baseline Future Conditions (2005) - Baseline PM Peak PM Peak ------- -------------------------------------------- ------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) 11tf1ffff xfxff llfxRt}x11f R1r11xfifffx}}}11!!lffffRtfilRflffxflRffff*xxR}ffff++}+ +}!!l!r}#++ffff!lxx+*++ffiflffffxl+#+l++fi!!!l++++++iffffifffl++++++++}+yfff!!f! Intersection #1 Burnham/Main Intersection #2 Tigard/Main ff11ff1ffif rffRRlff Rffftflrfxxfffiflxx}fff!lxff}f lffiflRftf#f}}f lfflxxxlRfff♦!f! ++f1!lf++f}!!f!!!++li+++ffffff!l+++++++f+fi+!#f11lf lffffffff fffff el1ff xf++++iff! Cycle (sec): 100 Critical Vol./Cap. (X): 0.858 Average Delay (sec/veh) : i + 6.4 Worst Case Level Of Service: D Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 21.6 ••*'+`••*"""'"'"'"*"' '" """""""""'"""""' Optimal Cycle: 0 Level Of Service: C Approach: North Bound South Bound East Bound West Bound ltf tfffff if lxxRfffffff.rfx:x}fffff rxlff!!!xx!}fffff lxfflfff111xx}ffflfflf:l}!!fx Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound ------------ ---------------II---------------II---------------II---------------I Movement: L - T - R L - T - R L - T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled ------------ ---------------II--------------_II---------------II---------------I Rights: Include Include Include Include Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include Include Include Include ------------I---------------II---------------II---------------II---------------I Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 1! 0 0 1 0 0 1 0 Base Vol: 0 0 0 119 0 110 208 349 0 0 260 244 ------------ --------------- --------------- ---------------II--------------- 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: 0 0 0 119 0 110 208 349 0 0 260 244 Base Vol: 76 4 267 4 4 4 1 410 93 204 243 8 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: 76 4 267 4 4 4 1 410 93 204 243 8 Initial Fut: 0 0 0 119 0 110 208 349 0 0 260 244 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: 76 4 267 4 4 4 1 410 93 204 243 8 PHF Volume: 0 0 0 119 0 110 208 349 0 0 260 244 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.: 0 0 0 119 0 110 208 349 0 0 260 244 PHF Volume: 76 4 267 4 4 4 1 410 93 204 243 8 Critical Gap Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 76 4 267 4 4 4 1 410 93 204 243 8 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I---------------I -------------- --------------- --- ----- 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 Capacity Module: Final Vol.: 76 4 267 4 4 4 1 410 93 204 243 8 Cnflict Vol: xxxx xxxx xxxxx 1159 xxxx 393 515 xxxx xxxxx xxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------I Potent Cap.: xxxx xxxx xxxxx 216 xxxx 656 1046 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 181 xxxx 650 1036 xxxx xxxxx xxxx xxxx xxxxx 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 ------------I---------------II---------------II---------------II---------------I Lanes: 0.95 0.05 1.00 0.34 0.33 0.33 0.01 0.81 0.18 1.00 0.97 0.03 Level Of Service Module: Final Sat.: 443 23 550 141 141 141 1 478 108 518 542 18 Stopped Del:xxxxx xxxx xxxxx 56.4 xxxx 11.7 9.3 xxxx xxxxx xxxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------I LOS by Move: ! + f F f B A Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.17 0.17 0.49 0.03 0.03 0.03 0.86 0.86 0.86 0.39 0.45 0.45 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: *f*" '*"" !""' """* Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 11.6 11.6 14.2 10.9 10.9 10.9 34.5 34.5 34.5 13.7 13.8 13.8 Shared LOS: • ' 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 ApproachDel: xxxxxx 34.9 xxxxxx xxxxxx Adj Del/Veh: 11.6 11.6 14.2 10.9 10.9 10.9 34.5 34.5 34.5 13.7 13.8 13.8 ApproachLOS: ! D LOS by Move: B B B B B B D D D B B B ApproachDel: 13.6 10.9 34.5 13.7 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 13.6 10.9 34.5 13.7 LOS by Appr: B B D B lfflfffttfflfxxf 1ff11fR}flxxRxfffflxxfifffxx lfffftfff!lf lffffrrxxRRf lf4*xR}iflf+ Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 16:25:23 Page 5-1 PM Peak Thu Sep 19, 2002 16:25:23 Page 6-1 ------------ - ---------------------------------------- ------------------------------------------ - Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - Baseline Future Conditions (2005) - Baseline PM Peak PM Peak -----------------------------------------------------P-------------------------- - Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) w«r««xraararrax»rwxxxxrrraraa a«xxrrrrarawwx»«wxxrr rr rrrrrrwa awxxrx»xxw«xxrraaaaw axwwwwxxwxrrrwrawwwwxwwx»wxrrraaaaraaxxxw+x+rwraawwxwx+rwwrrraraxwwwwwwwrwxxwwww Intersection #4 Commercial/Main Intersection #5 Commuter Rail Park & Ride Access ««w««xa:«xxxrxrarrrrw«wx♦xxxxrarrxxw»rr aaxxraaaaxar»»w«xxxararraaa rra«r«xxxrrarr rxar aaxxwwwxxx»rwaaraawxxwxxwrwxrrrwaaaxxxwwwrwr aaaawxxxxwxwxrrrraaxaxwwwwrxawww Average Delay (sec/veh): 5.9 Worst Case Level Of Service: E Average Delay (sec/veh): 0.0 Worst Case Level Of Service: A «««rrrw«wwx♦wxx♦rrrrararx«w«wwxraaxrxa»«wrxwrrrrrarrararx««rxrrr arrraaa saw:»wrra awrawaxxawww++x»rra aaarrawrxwx.r wrwrarwxxxxwrrrwaaaawrxxwxrraaara.waww xxwrwwxxwx 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 ------------ --------------- --------------- -------------- --------------- ------------ --------------- --------------- --------------- ---------------� Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include include include Include Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 1! 0 0 Lanes: 0 0 1! 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 ------------ --------------- --------------- --------------- --------------- ------------ --------------- --------------- --------------- -----� Volume Module: Volume Module: Base Vol: 81 1 110 38 1 55 30 480 59 51 505 8 Base Vol: 0 0 0 0 0 0 0 468 0 0 641 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: 81 1 110 38 1 55 30 480 59 51 505 8 Initial Bse: 0 0 0 0 0 0 0 468 0 0 641 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: 81 1 110 38 1 55 30 480 59 51 505 8 Initial Fut: 0 0 0 0 0 0 0 468 0 0 641 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: 81 1 110 38 1 55 30 480 59 51 505 8 PHF Volume: 0 0 0 0 0 0 0 468 0 0 641 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 Final Vol.: 81 1 110 38 1 55 30 480 59 51 505 8 Final Vol.: 0 0 0 0 0 0 0 468 0 0 641 0 Critical Gap Module: Critical Gap Module: Critical Gp: 7.2 6.6 6.3 7.1 6.5 6.2 4.1 xxxx xxxxx 4.1 xxxx xxxxx Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 3.6 4.1 3.4 3.5 4.0 3.3 2.2 xxxx xxxxx 2.2 xxxx xxxxx FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx ------------ --------------- --------------- --------------- ---------------I ------------I--------------- --------------- --------------- ---------------I Capacity Module: Capacity Module: Cnflict Vol: 1218 1192 517 1240 1217 515 515 xxxx xxxxx 544 xxxx xxxxx Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 150 179 539 152 181 560 1046 xxxx xxxxx 1010 xxxx xxxxx Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 126 164 536 113 165 557 1044 xxxx xxxxx 1006 xxxx xxxxx Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx ------------I--------------- --------------- --------------- ---------------I ------------I- ------ --------------- --------------- ---------------I Level Of Service Module: Level Of Service Module: Stopped Del:xxxxx xxxx 13.4 xxxxx xxxx xxxxx 8.6 xxxx xxxxx 8.8 xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: • * B * ` * A * ' A * * LOS by Move: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 126 xxxx xxxxx xxxx 212 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx 0 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 75.5 xxxx xxxxx xxxxx 34.7 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: F • ` ` D ` * ` ` ' ` ` Shared LOS: ApproachDel: 40.0 34.7 xxxxxx xxxxxx ApproachDel: xxxxxx xxxxxx xxxxxx xxxxxx ApproachLOS: E D ' * ApproachLOS: Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 13:40:50 Page 1-1 AM Peak Thu Sep 19, 2002 13:40:51 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 57 occupied stalls Future Conditions (2005) - 57 occupied stalls AM Peak AM Peak ------------------------------------------- -------------------- --------------------------------Scenario ReportP im act Analysis Report Scenario: AM Peak Level Of Service Command: AM Peak Intersection Base Future Change Volume: AM Peak Del/ V/ Del/ V/ in Geometry: AM Peak LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 Burnham/Main C 16.1 0.744 C 16.6 0.759 + 0.014 V/C Trip Generation: AM Park and Ride Trip Distribution: Park and Ride # 2 Tigard/Main C 5.6 0.000 C 5.9 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main C 2.7 0.000 C 2.9 0.000 + 0.000 V/C Configuration: Default Configuration # 5 Commuter Rail Park & Ride Acce A 0.0 0.000 B 1.3 0.000 + 0.000 V/C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 13:40:51 Page 3-1 AM Peak Thu Sep 19, 2002 13:40:51 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 57 occupied stalls Future Conditions (2005) - 57 occupied stalls AM Peak AM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) ♦tfflxfxf♦rffrf wfwtr#rfftxrtxttxxxxf xf rfwifw#w#wwfr»#»ffxxxxxxxxxxxxxf rrrffllww# frr lw ifwif##w##»x*ff*rrfffrf#ifw#iw#w##w#*rf ff#w wwwwwfw»rfwxif lww#ww##wfrif wf#fr Intersection #1 Burnham/Main Intersection #2 Tigard/Main ♦:rtrt ttfxfrrrxxxxxfxrf rrrf rf rf rf#rw#xrxrffrff ifffrfffrrffr rffff wi»»*xtxxxxxxfff *wxffrifirxifwwwix##»»xw»#****ffiifiix#ww*»*#w.*ffffwfftffww#x*»*i if iwifww#w»ifw Cycle (sec): 100 Critical Vol./Cap. (X): 0.759 Average Delay (sec/veh): 5.9 Worst Case Level Of Service: C Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 16.6 ffi.fi.w#fi#ww#»»»*ffriffffiiifiw#wifw#ww»ffiiiffffwww»»wwffi.#ww#wwi#»*..fw:*** Optimal Cycle: 0 Level Of Service: C Approach: North Bound South Bound East Bound west Bound *rf♦f rrw+ftrttrrertt:wtf♦f xxxrf rfrrrrwrrff##rtt»rt:xxxxxwxx♦+w+f ffff rirrttxt»x»x Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound ------------ --------------- --------------- ---------------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 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include Include Include Include ------------I---------------II---------------II--------"'----II--------------'I Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 1! 0 0 1 0 0 1 0 Base Vol: 0 0 0 200 0 124 60 384 0 0 148 68 ------------ --------------- 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: 0 0 0 200 0 124 60 384 0 0 148 68 Base Vol: 72 1 96 8 12 1 1 408 88 164 116 8 Added Vol: 0 0 0 5 0 0 0 12 0 0 3 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 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Bse: 72 1 96 8 12 1 1 408 88 164 116 8 Initial Fut: 0 0 0 205 0 124 60 396 0 0 151 69 Added Vol: 0 0 4 0 0 0 0 8 0 1 2 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: 72 1 100 8 12 1 1 416 88 165 118 8 PHF Volume: 0 0 0 205 0 124 60 396 0 0 151 69 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.: 0 0 0 205 0 124 60 396 0 0 151 69 PHF Volume: 72 1 100 8 12 1 1 416 88 165 118 8 Critical Gap Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 72 1 100 8 12 1 1 416 88 165 118 8 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I---------------II--------------- --------------- ---------------I 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 Capacity Module: Final Vol.: 72 1 100 8 12 1 1 416 88 165 118 8 Cnflict Vol: xxxx xxxx xxxxx 707 xxxx 190 224 xxxx xxxxx xxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------I Potent Cap.: xxxx xxxx xxxxx 399 xxxx 847 1327 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 384 xxxx 844 1323 xxxx xxxxx xxxx xxxx xxxxx 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 ----- I--------------- I--------------- --------------- --------------- Lanes: 0.99 0.01 1.00 0.38 0.57 0.05 0.01 0.82 0.17 1.00 0.94 0.06 Level Of Service Module: Final Sat.: 475 7 574 179 269 22 1 548 116 575 589 40 Stopped Del:xxxxx xxxx xxxxx 24.7 xxxx 10.0 7.9 xxxx xxxxx xxxxx xxxx xxxxx ------------I--------------- I---------------II--------------- --------------- LOS by Move: i w # C w A A Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.15 0.15 0.17 0.04 0.04 0.04 0.76 0.76 0.76 0.29 0.20 0.20 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: •••• ***• '•'* '••' Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 10.8 10.8 9.6 10.2 10.2 10.2 22.7 22.7 22.7 11.2 9.6 9.6 Shared LOS: 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 ApproachDel: xxxxxx 19.1 xxxxxx xxxxxx AdjDel/Veh: 10.8 10.8 9.6 10.2 10.2 10.2 22.7 22.7 22.7 11.2 9.6 9.6 ApproachLOS: C LOS by Move: B B A B B B C C C B A A ApproachDel: 10.1 10.2 22.7 10.5 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 10.1 10.2 22.7 10.5 LOS by Appr: B B C B rf ttfrf r��fffxf rffrrf xrxrf rf rfrrrtxtxxf rf if rffr»xxr rf frrxf xfffftf xfffrrxxfrfffxx Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 13:40:51 Page 5-1 AM Peak Thu Sep 19, 2002 13:40:51 Page 6-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 57 occupied stalls Future Conditions (2005) - 57 occupied stalls AM Peak AM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) Intersection #4 Commercial/Main Intersection #5 Commuter Rail Park & Ride Access Average Delay (sec/veh): 2.9 Worst Case Level Of Service: C Average Delay (sec/veh): 1.3 Worst Case Level Of Service: B ♦##}#}•}r}#}!#}###}ffr}♦f}#}!f}!}}#x#!fflx#}#!ff!!}}#}}f*#!##}*f#+*##}ff**#}}}!! !***ixi##**x**++f#!#!**}#flxx***+x+x*!#**x*++}}}#!!x*+}}ii##x!#*#++i}#!!!!##**ix 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 -----------' Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 l! 0 0 Lanes: 0 0 1! 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 ------------ ------ ------------ ----- --------- ----- --- -------------- -------------- ---- ------ ( �- � �- � �- � �--------------- --------------- --------------- Volume Module: Volume Module: Base Vol: 25 4 102 42 1 38 42 454 85 42 170 25 Base Vol: 0 0 0 0 0 0 0 620 0 0 233 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: 25 4 102 42 1 38 42 454 85 42 170 25 Initial Bse: 0 0 0 0 0 0 0 620 0 0 233 0 Added Vol: 4 0 0 0 0 4 1 2 1 0 9 0 Added Vol: 4 0 4 0 0 0 0 0 17 17 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: 29 4 102 42 1 42 43 456 86 42 179 25 Initial Fut: 4 0 4 0 0 0 0 620 17 17 233 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: 29 4 102 42 1 42 43 456 86 42 179 25 PHF Volume: 4 0 4 0 0 0 0 620 17 17 233 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 Final Vol.: 29 4 102 42 1 42 43 456 86 42 179 25 Final Vol.: 4 0 4 0 0 0 0 620 17 17 233 0 Critical Gap Module: Critical Gap Module: Critical Gp: 7.3 6.7 6.4 7.2 6.6 6.3 4.1 xxxx xxxxx 4.2 xxxx xxxxx Critical Gp: 6.4 xxxx 6.2 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.7 4.2 3.5 3.5 4.0 3.3 2.2 xxxx xxxxx 2.3 xxxx xxxxx FollowUpTim: 3.5 xxxx 3.3 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------ --------------- --------------- --------------- ------------- ------------ ---------------H--------------- --------------- ---------------� Capacity Module: Capacity Module: Cnflict Vol: 894 883 511 918 914 196 205 xxxx xxxxx 551 xxxx xxxxx Cnflict Vol: 896 xxxx 629 xxxx xxxx xxxxx xxxx xxxx xxxxx 637 xxxx xxxxx Potent Cap.: 246 269 534 249 270 838 1355 xxxx xxxxx 989 xxxx xxxxx Potent Cap.: 314 xxxx 486 xxxx xxxx xxxxx xxxx xxxx xxxxx 956 xxxx xxxxx Move Cap.: 218 247 529 187 248 835 1353 xxxx xxxxx 982 xxxx xxxxx Move Cap.: 309 xxxx 486 xxxx xxxx xxxxx xxxx xxxx xxxxx 956 xxxx xxxxx ------------ ----------- -------------- -------------- ---------- ------------ - Level Of Service Module: Level Of Service Module: Stopped Del:xxxxx xxxx 13.4 xxxxx xxxx xxxxx 7.7 xxxx xxxxx 8.8 xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.8 xxxx xxxxx LOS by Move: * " B * * * A * * A * * LOS by Move: * * * * * " ! * A Movement: IT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 221 xxxx xxxxx xxxx 305 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx 378 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 24.1 xxxx xxxxx xxxxx 21.3 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx 14.7 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.8 xxxx xxxxx Shared LOS: C " " " C * " * * * * * Shared LOS: * B * * * * * " * A * " ApproachDel: 16.0 21.3 xxxxxx xxxxxx ApproachDel: 14.7 xxxxxx xxxxxx xxxxxx } + * + * chLOS. B A roachLOS: C C Approa PP Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:41:06 Page 1-1 PM Peak Thu Sep 19, 2002 13:41:06 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 57 occupied stalls Future Conditions (2005) - 57 occupied stalls PM Peak PM Peak ------------------------------------------------------------------------------- ------- --------- - Scenario Report Impact Analysis Report Scenario: PM Peak Level Of Service Command: PM Peak Intersection Base Future Change Volume: PM Peak Del/ V/ Del/ V/ in Geometry: PM Peak LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 Burnham/Main C 21.6 0.858 C 22.0 0.864 + 0.006 V/C Trip Generation: PM Park and Ride Trip Distribution: Park and Ride # 2 Tigard/Main D 6.4 0.000 E 6.6 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main E 5.9 0.000 E 6.3 0.000 + 0.000 V/C Configuration: Default Configuration # 5 Commuter Rail Park & Ride Acce A 0.0 0.000 C 2.7 0.000 + 0.000 V/C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:41:06 Page 3-1 PM Peak Thu Sep 19, 2002 13:41:06 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 57 occupied stalls Future Conditions (2005) - 57 occupied stalls PM Peak PM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) a*r+fr+•fr•r+}}\+}rf}+aaa+tl++r+*r+rrrrr}r###*#+r*++}r}+}r+«++}r+}r++*r#+++*##*# ##*###++#i++••r•r++••}rf lrrr##########•#x••x+#x##*xx*****xr*rr*x♦*x#******###### Intersection #1 Burnham/Main Intersection #2 Tigard/Main •r•r•t++f#r}♦+}}«+}«+fa+ar+rf#+*}r«+ruff}fffr}k++rr•r}f+r+++#*}«*}arrr++++*##*# #**x###+•rr+•rrir•rx*rx****#####*•+#•rx+rx*x•*x#*x##*r**xr#rx**x#x##****xx#####x Cycle (sec): 100 Critical Vol./Cap. (X): 0.864 Average Delay (sec/veh): 6.6 Worst Case Level Of Service: E Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 22.0 Optimal Cycle: 0 Level Of Service: C Approach: North Bound South Bound East Bound West Bound ••:•.+.+•}rr+rrr+}}+:a+aa ar++++«}«+r:rrr}}a:xx••+rrr+r+++•++:+«++}+•r+.++.++++:# Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound ------------I---------------1 --------------- --------------- --------------- Movement: - ----11--------------- Movement: L - T - R L - T - R L - T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled ------------ ---------------II---------------II---------------11---------------I Rights: Include Include Include Include Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include Include Include Include ------------I---------------I ---------------I ---------------II---------------I Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 1! 0 0 1 0 0 1 0 Base Vol: 0 0 0 119 0 110 208 349 0 0 260 244 ------------ --------------- I---------------II---------------II---------------) 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: 0 0 0 119 0 110 208 349 0 0 260 244 Base Vol: 76 4 267 4 4 4 1 410 93 204 243 8 Added Vol: 0 0 0 1 0 0 0 3 0 0 11 5 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Bse: 76 4 267 4 4 4 1 410 93 204 243 8 Initial Fut: 0 0 0 120 0 110 208 352 0 0 271 249 Added Vol: 0 0 1 0 0 0 0 2 0 3 7 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: 76 4 268 4 4 4 1 412 93 207 250 8 PHF Volume: 0 0 0 120 0 110 208 352 0 0 271 249 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.: 0 0 0 120 0 110 208 352 0 0 271 249 PHF Volume: 76 4 268 4 4 4 1 412 93 207 250 8 Critical Gap Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 76 4 268 4 4 4 1 412 93 207 250 8 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I--------------- I--------------- --------------- --------------- 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 Capacity Module: Final Vol.: 76 4 268 4 4 4 1 412 93 207 250 8 Cnflict Vol: xxxx xxxx xxxxx 1176 xxxx 407 531 xxxx xxxxx xxxx xxxx xxxxx ------------I---------------11---------------11---------------11---------------I Potent Cap.: xxxx xxxx xxxxx 212 xxxx 644 1031 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 177 xxxx 639 1022 xxxx xxxxx xxxx xxxx xxxxx 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 ------------I---------------II---------------II---------------II---------------I Lanes: 0.95 0.05 1.00 0.34 0.33 0.33 0.01 0.81 0.18 1.00 0.97 0.03 Level Of Service Module: Final Sat.: 441 23 548 140 140 140 1 477 108 518 542 17 Stopped Del:xxxxx xxxx xxxxx 60.2 xxxx 11.8 9.4 xxxx xxxxx xxxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------) LOS by Move: * } * F + B A r * r Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.17 0.17 0.49 0.03 0.03 0.03 0.86 0.86 0.86 0.40 0.46 0.46 Snared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: **** **** "*' *'*' Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 11.6 11.6 14.3 10.9 10.9 10.9 35.3 35.3 35.3 13.8 14.0 14.0 Shared LOS: 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 ApproachDel: xxxxxx 37.0 xxxxxx xxxxxx AdjDel/Veh: 11.6 11.6 14.3 10.9 10.9 10.9 35.3 35.3 35.3 13.8 14.0 14.0 ApproachLOS: E LOS by Move: B B B B B B E E E B B B ApproachDel: 13.7 10.9 35.3 13.9 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 13.7 10.9 35.3 13.9 LOS by Appr: B B E B •++•+++••••.r•••r+rr++r+r*#}##•+•}r}*r+••.•+rr#rrr•}+:}r++•*••r}r+rrrr}r}rrx•rx# Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:41:06 Page 5-1 PM Peak Thu Sep 19, 2002 13:41:06 Page 6-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 57 occupied stalls Future Conditions (2005) - 57 occupied stalls PM Peak PM Peak ---------------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) !f«f#flfxxf«####f lflf xf««###}!lffYf•f*«xflflffffx###t!}ffffxYfff#*Yf#*##fff#f*!* *x•#*ff}!!!!*•**ff}!f!f*x#Y}#+}f}flff#f**}!!!lxlx**•*}ff}!f!!f••f*ff}f!f••*lffff Intersection #4 Commercial/Main Intersection #5 Commuter Rail Park & Ride Access #.flfffff«#t##!l lffxY«ft«}#fflfxl#*#!f}!f!•#x*}!!}!!!}l1f:##«f#.##f Rf lflxf«#}f}! *}.lf1f!!!*••*f}lfff#x#ff:f+f}+f}}•••**+!!!!ff•f•***f}!ff!}f}**•xief}!f*•*fff!!* Average Delay (sec/veh): 6.3 Worst Case Level Of Service: E Average Delay (sec/veh): 2.7 Worst Case Level Of Service: C ♦ffxx#t!tlff#f♦##«fffffffffx*#}ff!!flfxx}}}f}•!!!fx#f«f##!lfff4lxY#«####}fff if•f ffx*f*ff lff++••#••f+♦f;lf}#•••*••*}}}+f•••*+++f if llf•***•}ff}fff•f••f xf♦ff!••f+f 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 ------------ --------------- --------------- --------------- --------------- ------------ --------------- --------------- --------------- ---------------� Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include include Include Include Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 1! 0 0 Lanes: 0 0 1! 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 ------------ --------------- --------------- --------------- --------------- ------------ --------------- --------------- --------------- ---------------� Volume Module: Volume Module: Base Vol: 81 1 110 38 1 55 30 480 59 51 505 8 Base Vol: 0 0 0 0 0 0 0 468 0 0 641 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: 81 1 110 38 1 55 30 480 59 51 505 8 Initial Bse: 0 0 0 0 0 0 0 468 0 0 641 0 Added Vol: 1 0 0 0 0 1 4 8 3 0 2 0 Added Vol: 16 0 16 0 0 0 0 0 5 5 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: 82 1 110 38 1 56 34 488 62 51 507 8 Initial Fut: 16 0 16 0 0 0 0 468 5 5 641 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: 82 1 110 38 1 56 34 488 62 51 507 8 PHF Volume: 16 0 16 0 0 0 0 468 5 5 641 0 Reduct Vol: 0 0 0 0 0 0 0 d 0 0 0 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Final Vol.: 82 1 110 38 1 56 34 488 62 51 507 8 Final Vol.: 16 0 16 0 0 0 0 468 5 5 641 0 Critical Gap Module: Critical Gap Module: Critical Gp: 7.2 6.6 6.3 7.1 6.5 6.2 4.1 xxxx xxxxx 4.1 xxxx xxxxx Critical Gp: 6.4 xxxx 6.2 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.6 4.1 3.4 3.5 4.0 3.3 2.2 xxxx xxxxx 2.2 xxxx xxxxx FollowUpTim: 3.5 xxxx 3.3 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------ --------------- --------------- --------------- -------- ------------ --------------- --------------- --------------- ---------------� Capacity Module: Capacity Module: Cnflict Vol: 1238 1211 526 1260 1238 517 517 xxxx xxxxx 555 xxxx xxxxx Cnflict Vol: 1144 xxxx 493 xxxx xxxx xxxxx xxxx xxxx xxxxx 495 xxxx xxxxx Potent Cap.: 146 174 533 147 176 558 1044 xxxx xxxxx 1001 xxxx xxxxx Potent Cap.: 223 xxxx 580 xxxx xxxx xxxxx xxxx xxxx xxxxx 1053 xxxx xxxxx Move Cap.: 121 159 530 108 160 555 1042 xxxx xxxxx 996 xxxx xxxxx Move Cap.: 218 xxxx 570 xxxx xxxx xxxxx xxxx xxxx xxxxx 1034 xxxx xxxxx ------------I--------------- --------------- --------------- ---------------I ------------I--------------- --------------- --------------- ---------------I Level Of Service Module: Level Of Service Module: Stopped Del:xxxxx xxxx 13.6 xxxxx xxxx xxxxx 8.6 xxxx xxxxx 8.8 xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.5 xxxx xxxxx LOS by Move: ` ` B ` ` ` A ` ` A ` ` LOS by Move: ` ` ' ` ` ` ` ` ` A Movement: IT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 121 xxxx xxxxx xxxx 208 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx 316 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 82.6 xxxx xxxxx xxxxx 36.2 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx 17.7 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.5 xxxx xxxxx Shared LOS: F ' ' ' E ` ` ' ' ' ` Shared LOS: ` C ` ' ' A ApproachDel: 43.3 36.2 xxxxxx xxxxxx ApproachDel: 17.7 xxxxxx xxxxxx xxxxxx ApproachLOS: E E ` * ApproachLOS: C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 13:45:04 Page 1-1 AM Peak Thu Sep 19, 2002 13:45:04 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 120 occupied stalls Future Conditions (2005) - 120 occupied stalls AM Peak AM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report Impact Analysis Report Scenario: AM Peak Level Of Service Command: AM Peak Intersection Base Future Change Volume: AM Peak Del/ V/ Del/ V/ in Geometry: AM Peak LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 Burnham/Main C 16.1 0.744 C 17.3 0.775 + 0.030 V/C Trip Generation: AM Park and Ride Trip Distribution: Park and Ride # 2 Tigard/Main C 5.6 0.000 C 6.2 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main C 2.7 0.000 C 3.0 0.000 + 0.000 V/C Configuration: Default Configuration # 5 Commuter Rail Park & Ride Acce A 0.0 0.000 C 1.5 0.000 + 0.000 V/C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 13:45:04 Page 3-1 AM Peak Thu Sep 19, 2002 13:45:04 Page 4-1 -------------------------------------------------------------------------------- ------------------------- ------------------ Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 120 occupied stalls Future Conditions (2005) - 120 occupied stalls AM Peak AM Peak -------------------------------------------------------------------------------- ----------------- -- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) :»»wwrwxww»»+»x»»»»wxxwxwwwx ww:xxww»w»++»+xwxx wwxxwwwwxxxxw+wwww+wxwww»»»»»+»+xw xwwxwwwwx+++++xxxwwxxxwwxxwwxxsxxxxwxwxwxxw»»+++»++xxxxxwxxwwwwx+++»w+xrrxwxwwwx Intersection #1 Burnham/Main Intersection #2 Tigard/Main »»»:+»+»»wrwxwxwxwxwx+»»»»+»+xwxwwxwxxwxwxwwxw»++»:wxww++x+»»»»wx»xwxxxwwww»wx»+ xwrxwxwxxxwww+ww+»+x+++wx»wwx+w+»xx+xxxxxxwwwwxxxxxxw+»»xxwwxxxxwxxxwwxxxx»+xwwx Cycle (sec): 100 Critical Vol./Cap. (X): 0.775 Average Delay (sec/veh): 6.2 Worst Case Level Of Service: C Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 17.3 Optimal Cycle: 0 Level of Service: C Approach: North Bound South Bound East Bound West Bound ♦»»+»»+»x»x+xxwxxwxwxwxwxxw»wxx»+»+w++xww+wxxwxww w»x+ww++x»»»»»»+»+»x+»++»xxxx ww 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---------------I Movement: L - T - R L - T - R L - T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled ------------I---------------II---------------II---------------11---------------I Rights: Include Include Include Include Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include Include Include Include ------------ ---------------II---------------II---------------II---------------I Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 1! 0 0 1 0 0 1 0 Base Vol: 0 0 0 200 0 124 60 384 0 0 148 68 ------------I---------------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: 0 0 0 200 0 124 60 384 0 0 148 68 Base Vol: 72 1 96 8 12 1 1 408 88 164 116 8 Added Vol: 0 0 0 12 0 0 0 24 0 0 6 3 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: 72 1 96 8 12 1 1 408 88 164 116 8 Initial Fut: 0 0 0 212 0 124 60 408 0 0 154 71 Added Vol: 0 0 8 0 0 0 0 17 0 2 4 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: 72 1 104 8 12 1 1 425 88 166 120 8 PHF Volume: 0 0 0 212 0 124 60 408 0 0 154 71 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.: 0 0 0 212 0 124 60 408 0 0 154 71 PHF Volume: 72 1 104 8 12 1 1 425 88 166 120 8 Critical Gap Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 72 1 104 8 12 1 1 425 88 166 120 8 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I--------------- I -------- --------------- I--------------- 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 Capacity Module: Final Vol.: 72 1 104 8 12 1 1 425 88 166 120 8 Cnflict Vol: xxxx xxxx xxxxx 723 xxxx 194 229 xxxx xxxxx xxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------I Potent Cap.: xxxx xxxx xxxxx 390 xxxx 843 1322 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 375 xxxx 840 1317 xxxx xxxxx xxxx xxxx xxxxx 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 ------------I---------------II---------------II---------------II---------------I Lanes: 0.99 0.01 1.00 0.38 0.57 0.05 0.01 0.82 0.17 1.00 0.94 0.06 Level Of Service Module: Final Sat.: 473 7 570 179 268 22 1 549 114 572 587 39 Stopped Del:xxxxx xxxx xxxxx 26.3 xxxx 10.0 7.9 xxxx xxxxx xxxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------I LOS by Move: x x » D w B A » x w w + Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.15 0.15 0.18 0.04 0.04 0.04 0.77 0.77 0.77 0.29 0.20 0.20 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: ***' **** *'** **'* Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 10.9 10.9 9.7 10.2 10.2 10.2 23.9 23.9 23.9 11.2 9.7 9.7 Shared LOS: 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 ApproachDel: xxxxxx 20.3 xxxxxx xxxxxx Adj Del/Veh: 10.9 10.9 9.7 10.2 10.2 10.2 23.9 23.9 23.9 11.2 9.7 9.7 ApproachLOS: * C LOS by Move: B B A B B B C C C B A A ApproachDel: 10.2 10.2 23.9 10.6 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 10.2 10.2 23.9 10.6 LOS by Appr: B B C B »++»»+w»++xx»»x+wxwxww+x+xx+x+xwx+w»+x+x+wxwwxwwxw+++xx»++++x+xx+xxxx+xw++++xx+w Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR AM Peak Thu Sep 19, 2002 13:45:04 Page 5-1 AM Peak Thu Sep 19, 2002 13:45:04 Page 6-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 120 occupied stalls Future Conditions (2005) - 120 occupied stalls AM Peak AM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) rfr:frf rrffrRRR:}rfrff if fffRR}rf rfrf xwf RRflrrwffrwwR}ff:xRRrf rwlf****}}}ffwxxw*+ ++lrlfww+xwxf+f!!lwfwxxxwxf++!lwxxwxxwx++*!+!!wlxfxwwwwwwwwwxx++++xl+l.xwwxxx+++ Intersection #4 Commercial/Main Intersection #5 Commuter Rail Park & Ride Access 11Rffr}ffffffffltrf rf rffflfRRf}f}fffwff}111x1111 wf llf♦fl1RRr 1r1rf 11RRf}rf if xxfff xtiwfxwx+ff*!111!x11 lw+++++++ww+wxw++++++t+!!!!lff 1111+w 1w+++xfff!!!!!llwlww+++f Average Delay (sec/veh): 3.0 Worst Case Level Of Service: C Average Delay (sec/veh): 1.5 Worst Case Level Of Service: C f#}x1.111 RfllffRRf t}rfrlfffRRR}llrfrwRRf ilwffxxi}R!lf1rR}}rrlrfrRR}Riff rfflR**Rf }xlixwxww*w++iffw!liwf+lf}flxwww+xw+++++fxxw!llRxxxxx+*}fftf+w!*lwxff lflrwlwww++ 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 ------------ --------------- --------------- -------------- --------------- ------------ --------------- --------------- --------------- --------------- Control: -------------Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 1! 0 0 Lanes: 0 0 1! 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 ------------ --------------- --------------- --------------- --------------- ------------ --------------- --------------- --------------- --------------- Volume ------ --Volume Module: Volume Module: Base Vol: 25 4 102 42 1 38 42 454 85 42 170 25 Base Vol: 0 0 0 0 0 0 0 620 0 0 233 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: 25 4 102 42 1 38 42 454 85 42 170 25 Initial Bse: 0 0 0 0 0 0 0 620 0 0 233 0 Added Vol: 8 0 0 0 0 9 2 4 2 0 19 0 Added Vol: 9 0 9 0 0 0 0 0 36 36 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: 33 4 102 42 1 47 44 458 87 42 189 25 Initial Fut: 9 0 9 0 0 0 0 620 36 36 233 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: 33 4 102 42 1 47 44 458 87 42 189 25 PHF Volume: 9 0 9 0 0 0 0 620 36 36 233 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 Final Vol.: 33 4 102 42 1 47 44 458 87 42 189 25 Final Vol.: 9 0 9 0 0 0 0 620 36 36 233 0 Critical Gap Module: I Critical Gap Module: Critical Gp: 7.3 6.7 6.4 7.2 6.6 6.3 4.1 xxxx xxxxx 4.2 xxxx xxxxx Critical Gp: 6.4 xxxx 6.2 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.7 4.2 3.5 3.5 4.0 3.3 2.2 xxxx xxxxx 2.3 xxxx xxxxx FollowUpTim: 3.5 xxxx 3.3 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------ --------------- --------------- ---------------H-------------- I ------------ --------------- ---------------II --------II---------------I Capacity Module: Capacity Module: Cnflict Vol: 911 898 514 932 929 206 215 xxxx xxxxx 554 xxxx xxxxx Cnflict Vol: 943 xxxx 638 xxxx xxxx xxxxx xxxx xxxx xxxxx 656 xxxx xxxxx Potent Cap.: 240 264 532 244 265 827 1343 xxxx xxxxx 987 xxxx xxxxx Potent Cap.: 294 xxxx 480 xxxx xxxx xxxxx xxxx xxxx xxxxx 941 xxxx xxxxx Move Cap.: 210 242 527 182 243 825 1342 xxxx xxxxx 979 xxxx xxxxx Move Cap.: 285 xxxx 480 xxxx xxxx xxxxx xxxx xxxx xxxxx 941 xxxx xxxxx ------------I--------------- --------------- ---------------II---------------I ------------I--------------- --------------- --------------- ---------------I Level Of Service Module: Level Of Service Module: Stopped Del:xxxxx xxxx 13.5 xxxxx xxxx xxxxx 7.8 xxxx xxxxx 8.8 xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 9.0 xxxx xxxxx LOS by Move: ' • B ' * • A • ' A * ' LOS by Move: ' • A Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 213 xxxx xxxxx xxxx 309 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx 358 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 25.4 xxxx xxxxx xxxxx 21.4 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx 15.6 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 9.0 xxxx xxxxx Shared LOS: D ' ' * C ' ' ' ' * " * Shared LOS: C ' + ' ' ' ' ' A ApproachDel: 16.6 21.4 xxxxxx xxxxxx ApproachDel: 15.6 xxxxxx xxxxxx xxxxxx ApproachLOS: C C • ' ApproachLOS: C • ' + Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:44:51 Page 1-1 PM Peak Thu Sep 19, 2002 13:44:51 Page 2-1 ------------------------- - ------------------------------- ----------------------------- - Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 120 occupied stalls Future Conditions (2005) - 120 occupied stalls PM Peak PM Peak -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report Impact Analysis Report Scenario: PM Peak Level Of Service Command: PM Peak Intersection Base Future Change Volume: PM Peak Del/ V/ Del/ V/ in Geometry: PM Peak LOS Veh C LOS Veh C Impact Fee: Default Impact Fee # 1 Burnham/Main C 21.6 0.858 C 22.5 0.872 + 0.014 V/C Trip Generation: PM Park and Ride Trip Distribution: Park and Ride # 2 Tigard/Main D 6.4 0.000 E 7.0 0.000 + 0.000 V/C Paths: Default Paths Routes: Default Routes # 4 Commercial/Main E 5.9 0.000 E 6.8 0.000 + 0.000 V/C Configuration: Default Configuration # 5 Commuter Rail Park & Ride Acce A 0.0 0.000 C 3.0 0.000 + 0.000 V/C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:44:51 Page 3-1 PM Peak Thu Sep 19, 2002 13:44:51 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 120 occupied stalls Future Conditions (2005) - 120 occupied stalls PM Peak PM Peak Level Of Service Computation Report Level Of Service Computation Report 2000 HCM 4-Way Stop Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) aaaar+arraaaa««««a«aaaarra«aaaraa+«««wa:»xaa««««a+aa++«aaa««««««ea:»aaa+««+«xxa» «x»»«««»»xwwww»»w«a««wxwxxw»»»»««xwwwxw»ww»»w++««++++++»»++wwxx»wxww»wxxxwww»wx» Intersection #1 Burnham/Main Intersection #2 Tigard/Main ««a«a«aa++aaaaaa+«««««aa aaaaaaaa♦+«««««axw»a««««arra««««a:a«+«««««««rwaa«««««+«x «wwxxw««««««xxxwx»»«w««wxxwx»w»wx»»««wwxwwwwwww«««««++«+««+xxxxwwwwxx»wwwxww«www Cycle (sec): 100 Critical Vol./Cap. (X): 0.872 Average Delay (sec/veh): 7.0 Worstw Case.Level�OfwService: +w***wwwE Loss Time (sec): 0 (Y+R = 4 sec) Average Delay (sec/veh): 22.5 "•*"******"*"'******""**********`•"*"***** Optimal Cycle: 0 Level Of Service: C Approach: North Bound South Bound East Bound West Bound +aaaaaa:aa:arra.a:«a««arra:aaa«««++«a++«:«««xww++«++aaa as:«««+.rare aaa«««aa«wx»x Movement: L - T - R L - T - R L - T - R L - T - R Approach: North Bound South Bound East Bound West Bound ------------ -' ------ I ---------I ---------------I --------------- Movement: L - T - R L - T - R L - T - R L - T - R Control: Stop Sign Stop Sign Uncontrolled Uncontrolled ------------I---------------II---------------I ---------------I ---------------I Rights: Include Include Include Include Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 1 0 Rights: Include include include Include ------------ -' ----- I------`-------I --------------- --------------- Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Volume Module: Lanes: 0 1 0 0 1 0 0 1! 0 0 0 0 11 0 0 1 0 0 1 0 Base Vol: 0 0 0 119 0 110 208 349 0 0 260 244 ------------I---------------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: 0 0 0 119 0 110 208 349 0 0 260 244 Base Vol: 76 4 267 4 4 4 1 410 93 204 243 8 Added Vol: 0 0 0 3 0 0 0 7 0 0 22 11 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: 76 4 267 4 4 4 1 410 93 204 243 8 Initial Fut: 0 0 0 122 0 110 208 356 0 0 282 255 Added Vol: 0 0 2 0 0 0 0 5 0 7 15 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: 76 4 269 4 4 4 1 415 93 211 258 8 PHF Volume: 0 0 0 122 0 110 208 356 0 0 282 255 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0-0 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.: 0 0 0 122 0 110 208 356 0 0 282 255 PHF Volume: 76 4 269 4 4 4 1 415 93 211 258 8 Critical Gap Module: Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Critical Gp:xxxxx xxxx xxxxx 6.4 xxxx 6.2 4.1 xxxx xxxxx xxxxx xxxx xxxxx Reduced Vol: 76 4 269 4 4 4 1 415 93 211 258 8 FollowUpTim:xxxxx xxxx xxxxx 3.5 xxxx 3.3 2.2 xxxx xxxxx xxxxx xxxx xxxxx 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 ------------I--------------- I--------------- ---------------I ------ 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 Capacity Module: Final Vol.: 76 4 269 4 4 4 1 415 93 211 258 8 Cnflict Vol: xxxx xxxx xxxxx 1194 xxxx 421 548 xxxx xxxxx xxxx xxxx xxxxx ______________ ______________ ______________ ______________ Potent Cap.: xxxx xxxx xxxxx 206 xxxx 633 1016 xxxx xxxxx xxxx xxxx xxxxx Saturation Flow Module: Move Cap.: xxxx xxxx xxxxx 172 xxxx 627 1007 xxxx xxxxx xxxx xxxx xxxxx 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 ------------I-- ------ --------------- I---------------I ---------------I Lanes: 0.95 0.05 1.00 0.34 0.33 0.33 0.01 0.81 0.18 1.00 0.97 0.03 Level Of Service Module: Final Sat.: 440 23 547 140 140 140 1 476 107 517 541 17 Stopped Del:xxxxx xxxx xxxxx 65.4 xxxx 12.0 9.5 xxxx xxxxx xxxxx xxxx xxxxx ------------I---------------II---------------II---------------II---------------I LOS by Move: + « x F w B A « x + « Capacity Analysis Module: Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Vol/Sat: 0.17 0.17 0.49 0.03 0.03 0.03 0.87 0.87 0.87 0.41 0.48 0.48 Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Crit Moves: •*•* ***' '••' '••* Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Delay/Veh: 11.7 11.7 14.5 11.0 11.0 11.0 36.5 36.5 36.5 14.0 14.4 14.4 Shared LOS: • * ` ` " ' 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 ApproachDel: xxxxxx 40.0 xxxxxx xxxxxx Adj Del/Veh: 11.7 11.7 14.5 11.0 11.0 11.0 36.5 36.5 36.5 14.0 14.4 14.4 ApproachLOS: * E LOS by Move: B B B B B B E E E B B B ApproachDel: 13.8 11.0 36.5 14.2 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 13.8 11.0 36.5 14.2 LOS by Appr: B B E B Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR PM Peak Thu Sep 19, 2002 13:44:51 Page 5-1 PM Peak Thu Sep 19, 2002 13:44:51 Page 6-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Tigard Commuter Rail Tigard Commuter Rail Future Conditions (2005) - 120 occupied stalls Future Conditions (2005) - 120 occupied stalls PM Peak PM Peak -------------------------------------------------------------------------------- -- Level Of Service Computation Report Level of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) 2000 HCM Unsignalized Method (Future Volume Alternative) f}t}t*#ff4#}f11ff 1f*ftRR#RwRf}f tf wfxwwwwxw**f#R1}rf}1lwwwff**R##w##*#R#11w 1wwxwx 1rwlwwxxx**++#wf#4f1fr1w 1f 1wwxwwwwx*+}ff1f11x xf1wwww+•+fR1f1x1xwxwwwwf+wfww+++fw Intersection #4 Commercial/Main Intersection #5 Commuter Rail Park & Ride Access ttwRfflffffttf Rf tRflffwfffftwwRRR 1f}ffrfxrlfflw lx*fR#trfff 1fx11r*f*R#Rff11fr1f 1w •11111xRwfwxxlwxw++*+1141111+xRwwf xxw+•+.+ffrffllxxw+*ff•#flxwwwfwwww++1111+++f♦ Average Delay (sec/veh): 6.8 Worst Case Level Of Service: E Average Delay (sec/veh): 3.0 Worst Case Level Of Service: C tt if lff ltwRRfrllfffffwtRttR#}r}f lrtlf if if rx**#1ff}}11f111tfwRR#w1}#1t}x111*w 1x#* rwlw*w*xxw**+#w+f wwwxww#*f+w++++111 1x1 wwfrwwxxt++•i#1w lwwwwwf++++1•xxfrwww++fx++ 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---------------I ------------ ---------------II---------------II---------------II---------------I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Rights: Include Include Include Include Rights: Include Include Include Include Lanes: 0 1 0 0 1 0 0 1! 0 0 1 0 0 1 0 0 0 1! 0 0 Lanes: 0 0 1! 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 ------------ --------------- --------------- --------------- ---------------i ------------ -------- H------- II---------------II---------------I Volume Module: Volume Module: Base Vol: 81 1 110 38 1 55 30 480 59 51 505 8 Base Vol: 0 0 0 0 0 0 0 468 0 0 641 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: 81 1 110 38 1 55 30 480 59 51 505 8 Initial Bse: 0 0 0 0 0 0 0 468 0 0 641 0 Added Vol: 2 0 0 0 0 3 9 17 7 0 5 0 Added Vol: 33 0 33 0 0 0 0 0 10 10 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: 83 1 110 38 1 58 39 497 66 51 510 8 Initial Fut: 33 0 33 0 0 0 0 468 10 10 641 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: 83 1 110 38 1 58 39 497 66 51 510 8 PHF Volume: 33 0 33 0 0 0 0 468 10 10 641 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 Final Vol.: 83 1 110 38 1 58 39 497 66 51 510 8 Final Vol.: 33 0 33 0 0 0 0 468 10 10 641 0 Critical Gap Module: Critical Gap Module: Critical Gp: 7.2 6.6 6.3 7.1 6.5 6.2 4.1 xxxx xxxxx 4.1 xxxx xxxxx Critical Gp: 6.4 xxxx 6.2 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.6 4.1 3.4 3.5 4.0 3.3 2.2 xxxx xxxxx 2.2 xxxx xxxxx FollowUpTim: 3.5 xxxx 3.3 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------ --------------- --------------- --------------- --------------- ------------ --------------- --------------- --------------- --------------- Capacity ------ -Capacity Module: Capacity Module: Cnflict Vol: 1263 1235 537 1284 1264 520 520 xxxx xxxxx 568 xxxx xxxxx Cnflict Vol: 1156 xxxx 495 xxxx xxxx xxxxx xxxx xxxx xxxxx 500 xxxx xxxxx Potent Cap.: 140 169 525 142 169 556 1041 xxxx xxxxx 989 xxxx xxxxx Potent Cap.: 219 xxxx 579 xxxx xxxx xxxxx xxxx xxxx xxxxx 1049 xxxx xxxxx Move Cap.: 115 153 522 103 153 553 1039 xxxx xxxxx 985 xxxx xxxxx Move Cap.: 214 xxxx 568 xxxx xxxx xxxxx xxxx xxxx xxxxx 1030 xxxx xxxxx ------------I--------------- --------------- --------------- ---------------I ------------I--------------- --------------- --------------- --------------- Level --- ----Level Of Service Module: Level Of Service Module: Stopped Del:xxxxx xxxx 13.7 xxxxx xxxx xxxxx 8.6 xxxx xxxxx 8.9 xxxx xxxxx Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.5 xxxx xxxxx LOS by Move: ` * B ' ' ` A * ' A * ` LOS by Move: ` ' ` A ' Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 116 xxxx xxxxx xxxx 203 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shared Cap.: xxxx 311 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Shrd StpDel: 92.9 xxxx xxxxx xxxxx 38.1 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd StpDel:xxxxx 19.7 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 8.5 xxxx xxxxx Shared LOS: F ' ` * E ` ` ' ` ' ` * Shared LOS: ` C ' * ' ` ` A ' ApproachDel: 48.0 38.1 xxxxxx xxxxxx ApproachDel: 19.7 xxxxxx xxxxxx xxxxxx ApproachLOS: E E ` * ApproachLOS: C Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR Traffix 7.5.0715 (c) 2002 Dowling Assoc. Licensed to DKS ASSOC., PORTLAND, OR