Woodburn Interchange Project Transportation Technical Report

Transcription

1 Final Report Woodburn Interchange Project Transportation Technical Report Prepared for Oregon Department of Transportation April 212 Prepared by DKS Associates

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3 Contents Methodologies... 4 Volume Development... 4 Existing Motor Vehicle Volumes th Highest and Design Hour Volume Methodology... 5 System Peak Hour- Step Seasonal Factor Step Volume Calculation and Balancing Step Future Traffic Growth Forecasts Step Existing and Future Analysis... 7 Operational Analysis... 7 Queuing Analysis... 8 Travel Time Analysis... 8 Signal Progression Analysis... 8 Signal Warrant Analysis... 8 Existing Conditions... 1 Study Area... 1 Bicycle and Pedestrian Facilities... 1 Motor Vehicle Volumes th Highest Annual Hour Volumes Motor Vehicle Operations Mobility Standards Queuing Analysis Travel Time Analysis Signal Progression Analysis Signal Warrant Analysis... 2 Future Conditions Methodology Planning Horizon Year Future Roadway Improvements Future Travel Forecasting Operational Analysis Woodburn Revised Environmental Assessment Study Page 2 Final Technical Report April 212

4 235 Intersection Operations Queuing Analysis Travel Time Analysis Signal Progression Analysis Signal Warrant Analysis... 3 Tables Table 1: Methodologies and Assumptions Summary... 4 Table 2: Count Date and Type... 5 Table 3: Seasonal Factor... 6 Table 4: OR 214 Intersection Data Summary Table 5: Intersection Operations Table 6: Queuing Results Table 7: Travel Time Run Comparison Table 8: Progression Analysis Table 9: 235 PM Peak Hour Intersection Operations Table 1: th Percentile Queuing Results Table 11: Travel Time Run Comparison Table 12: Progression Analysis Figures Figure 1: Study Area Figure 2: Existing Motor Vehicle Volumes Figure 3: Average Travel Time by Segment Figure 4: 235 No-Build and Build Lane Configurations Figure 5: 235 Motor Vehicle Volume Woodburn Revised Environmental Assessment Study Page 3 Final Technical Report April 212

5 Project Purpose and Need The purpose of the Woodburn Interchange Project is to improve the traffic flow and safety conditions of the existing Woodburn/I-5 interchange. The exiting Woodburn/I-5 interchange does not meet current design and operational standards, which causes traffic to move at slower speeds and increases congestion. Future growth in the interchange area will increase congestion problems, increase the difficulty to access adjacent businesses, and increase the risk of safety to drivers, bicyclists, and pedestrians. Methodologies and Assumptions This section of the technical report presents the methodology and assumptions proposed for the volume development existing analysis and future analysis for the Woodburn Re-Evaluation of the Environmental Impact Assessment (REA). The methodology and assumptions presented will be applied to the project motor vehicle traffic analysis and a summary is shown in Table 1. Table 1: Methodologies and Assumptions Summary Criteria Volume Development Value Peak Hour Motor vehicle: 4:3 to 5:3 p.m. Truck: 11: a.m. to 12: p.m. Seasonal Factor 1.9 Existing Growth Factor (21 to 211).33% per year 1 Future Motor Vehicle Traffic Volumes Will be developed from the Woodburn Travel Demand Model using NCHRP 257 Processes Existing and Future Analysis Queuing 95 th percentile queue from SimTraffic Operations 18: Ideal Saturation Flow Rate (Synchro Setting).7 v/c ratio at I-5 ramp terminals and.8 v/c ratio elsewhere Signal Progression Synchro Bandwidth Analysis Travel Times SimTraffic Arterial Travel Reports Signal Warrants ODOT Preliminary Signal Warrant Analysis Volume Development The volume development for this study will consist of an evaluation of the existing motor vehicle volumes, a calculation of the 3 th Highest Hourly Volume (3HV) and Design Hour Volume (DHV). Existing Motor Vehicle Volumes In 21 Oregon Department of Transportation (ODOT) re-evaluated the original motor vehicle count data used in the original Woodburn Environmental Analysis. Using a.33% annual growth 1 ODOT, Interoffice Memo, Woodburn Interchange Project Pacific Highway No. 1, Milepost 272, Marion County, Re-Evaluation of Turn Lane Requirements, May 28, 21. Woodburn Revised Environmental Assessment Study Page 4 Final Technical Report April 212

6 rate from the Woodburn Travel Demand Model, ODOT was able to determine that counts were reasonably consistent with current traffic projections. 2 For the purposes of this study, new manual turn movement counts were collected at six of the nine study intersections along OR 214 (see Table 2). 3 The original counts have already been factored to the 3 HV for 23 in the previous study. The new counts will be factored to 3HV and growth rates will be applied to both sets of counts to factor them up to the year 211. Table 2: Count Date and Type Count Location Count Dates Count Duration/Type Woodland Avenue 2/24/21 16 hour manual turn movement Arney Road 1/14/23 2 hour p.m. peak period manual turn movement I-5SB Ramps 2/24/21 16 hour manual turn movement I-5NB Ramps 3/2/21 16 hour manual turn movement Lawson Avenue 3/1/21 16 hour manual turn movement Evergreen Road 3/1/21 16 hour manual turn movement Country Club Way 2/24/21 16 hour manual turn movement Cascade Drive 1/14/23 2 hour p.m. peak period manual turn movement Astor Way 1/14/23 2 hour p.m. peak period manual turn movement 3th Highest and Design Hour Volume Methodology To determine the 3HV and DHV for this study, the ODOT Analysis Procedures Manual (APM) methodology will be applied. 4 The following sections summarize the steps needed determine the: Step 1 System Peak Hour Step 2 Seasonal Factor Step 3 Volume Calculation and Balancing Step 4 Future Traffic Volume Growth System Peak Hour- Step 1 The first step was to determine the system p.m. peak hour for the study intersections. Based on the results from the p.m. peak hour turning movement counts, the peak was revealed to be 4:3 to 5:3 p.m. for motor vehicles and from 11: a.m. to 12: p.m. for trucks. Seasonal Factor Step 2 The second step will be to apply a seasonal factor to each study intersection to calculate the 3 th highest hour volume. Three methods are outlined in the APM for the calculation of the seasonal factor, on-site automatic traffic recorder (ATR), ATR characteristics table, and ATR seasonal trend table. 5 On-site ATR Method and ATR Characteristics Table Method 2 ODOT, Interoffice Memo, Woodburn Interchange Project Pacific Highway No. 1, Milepost 272, Marion County, Re-Evaluation of Turn Lane Requirements, May 28, Turn movement counts were collected by ODOT on February 24, 21 and March 1, Analysis Procedures Manual, Oregon Department of Transportation, January Analysis Procedures Manual, Oregon Department of Transportation, January 211. Woodburn Revised Environmental Assessment Study Page 5 Final Technical Report April 212

7 Both the on-site method and characteristic table method were investigated for this project and ruled inadequate due to limits on the number and location of appropriate ATRs. ATR Seasonal Trend Table Method Because no ATR locations were found to meet all of the similarity criteria for OR 214 in Woodburn, the ATR seasonal trend method for the commuter trend group was determined to be most appropriate. Seasonal factors are provided by ODOT for the 1 st and 15 th of each month of the year in this table. The seasonal factor for February 15 th is 1.96 and the seasonal factor for March 1 st is Based on this method and using interpolation, the seasonal factor for the counts conducted on February 24 th and March 1 st 21 would be 1.91 or 1.89 (see Table 3). Table 3: Seasonal Factor Count Location Count Dates Seasonal Factor Woodland Avenue 2/24/ Arney Road 23 3HV N/A* I-5SB Ramps 2/24/ I-5NB Ramps 3/2/ Lawson Avenue 3/1/ Evergreen Road 3/1/ Country Club Way 2/24/ Cascade Drive 23 3HV N/A* Astor Way 23 3HV N/A* Note: N/A = Not Applicable * Indicates seasonal factor is not needed, since count has already been factored to the 3 HV Volume Calculation and Balancing Step 3 The third step will be to calculate the 3HV and then evaluate the volumes throughout the study area and balance where necessary. The seasonal factor (1.9) calculated in the above step is multiplied by the count volume for each turn movement to produce the 3HV. Future Traffic Growth Forecasts Step 4 Future traffic growth forecasts on OR 214 in Woodburn are a function of the future land use and transportation network. Land use is a key factor in how the transportation system operates and how many vehicle trips are on the transportation network. The Oregon Department of Transportation (ODOT), City of Woodburn, and Marion County have worked together to model the future land uses within the City of Woodburn. Projected land uses were developed for all areas within the study area reflecting the City of Woodburn s comprehensive plan assumptions for year 235. Complete data sets were developed by ODOT for the following conditions: Existing base 25 conditions Year 235 No Build conditions Year 235 Build conditions Woodburn Revised Environmental Assessment Study Page 6 Final Technical Report April 212

8 Using methodology described in the Analysis and Procedures Manual (APM), the Transportation Planning Analysis Unit (TPAU) has calibrated the base year (25) travel forecast models. For the purposes of the existing conditions assessment of local traffic, 211 is considered the base year. Year 235 travel demand forecast modeling for each alternative utilize adopted population and employment projections. Year 235 p.m. peak-hour No Build and Build travel forecasts will be generated by ODOT, using the Woodburn Travel Demand Model. The output from the travel models will be used to develop future 235 p.m. peak-hour directional roadway volumes and intersection turning movements. These volumes will be derived using methodologies outlined in National Cooperative Highway Research Program Report 255, Highway Traffic Data for Urbanized Area Project Planning and Design. A post processing application will facilitate the derivation of year 235 p.m. peak-hour turning movement volumes from actual count and model increment (growth) data. Existing and Future Analysis The existing and future analysis of the Woodburn REA will consist of: Operational analysis Queuing analysis Travel time analysis Signal Progression analysis Signal warrant analysis Operational Analysis To be consistent with the previous studies, the operational analysis will be conducted using Synchro 7 software to create reports based on Highway Capacity Manual 2 methodologies. ODOT default input values for Synchro, with the exception of the ideal saturation flow rate. For consistency with the previous studies, a saturation flow rate of 18 will be used. This study will report on the average delay per vehicle, level of service (LOS) and volume to capacity (v/c) ratio for both signalized and unsignalized intersections. Level of service (LOS): A report card rating (A through F) based on the average delay experienced by vehicles at the intersection. 6 LOS A, B, and C indicate conditions where traffic moves without significant delays over periods of peak hour travel demand. LOS D and E are progressively worse operating conditions. LOS F represents conditions where average vehicle delay has become excessive and demand has exceeded capacity. This condition is typically evident in long queues and delays. Volume to capacity (v/c) ratio: A decimal representation (typically between. and 1.) of the proportion of capacity that is being used at a turn movement, approach leg, or intersection. It is determined by dividing the peak hour traffic volume by the hourly capacity of a given intersection or 6 A description of Level of Service (LOS) is provided in the appendix and includes a list of the delay values (in seconds) that correspond to each LOS designation. Woodburn Revised Environmental Assessment Study Page 7 Final Technical Report April 212

9 movement. A lower ratio indicates smooth operations and minimal delays. As the ratio approaches 1., congestion increases and performance is reduced. If the ratio is greater than 1., the turn movement, approach leg, or intersection is oversaturated and usually results in excessive queues and long delays. All of the intersections within the study area are under ODOT jurisdiction and are therefore subject to the v/c ratio mobility standard. The mobility standard for the I-5 ramps is.7 v/c ratio. All other locations on OR 214 or OR 219 is.8 v/c ratio. Queuing Analysis Queuing analysis will be performed using the SimTraffic analysis tool that simulates the 95th percentile queue for each study intersection approach. This 95th percentile queue estimates that for any given cycle at a signalized intersection, the queue length calculated is representative of 95 percent of the peak fifteen-minute vehicular queues during the peak hour at that intersection. Methodologies outlined in the APM with regards to vehicle length, saturation flow rates, and other simulation settings will be applied to the SimTraffic analysis tool. Queuing results from SimTraffic will take vehicle type (car, truck, bus, etc.), vehicles arrival during queue clearance, adjustments for over saturated conditions and upstream metering into account. For the purpose of analysis, queuing estimates will be based on an average vehicle length of 25 feet per vehicle. This length will take buffer space in front of and behind a queued vehicle into account. Travel Time Analysis Existing travel time runs will be conducted for the purpose of estimating an average travel time within the study area on OR 214. Travel time measurements will be taken using the floating car method outlined in the 2 HCM. These results will be compared to the existing SimTraffic arterial travel reports. SimTraffic arterial travel reports will be used to estimate the future travel times and average speed along the corridor. The travel time analysis will be based on the differences between the No Build and Build travel times as reported by SimTraffic. Signal Progression Analysis Signalized intersections are often times coordinated along a corridor/roadway for maximizing operations of vehicle throughput on that corridor. The ability to coordinate these signals is predicated on the amount of green time given to the major through movement on the corridor, and the timing between the signals to progress vehicles along the corridor. The green time (amount of time allocated to a movement at an intersection that is green) creates a band of time for vehicles to travel within along a corridor. This band of time is also referred to as a bandwidth for vehicles. Signal progression takes into account this bandwidth of green time on a corridor and can try to optimize the ability for vehicles to progress on a corridor. Synchro bandwidth analysis will be used to report any change to the amount of bandwidth available on OR 214 between the Existing, No Build and Build Scenarios. Signal Warrant Analysis Woodburn Revised Environmental Assessment Study Page 8 Final Technical Report April 212

10 A signal warrant analysis is an investigation into the need for signalized traffic control at an intersection. Nine warrants are described in the Manual on Uniform Traffic Control Devices handbook. These warrants and examples of how to apply them are also outlined in the APM. Additionally, the APM also has a method for investigating the initial need for a signal called preliminary signal warrants. Merely meeting a warrant does not necessarily mean that the warrant should be implemented. Each warrant and location should be evaluated on a case-by-case basis as to the appropriate implementation. For the purpose of this study, preliminary signal warrants will be performed for all unsignalized study area intersections. The procedures and methodology outlined in the APM will be followed for this analysis. Woodburn Revised Environmental Assessment Study Page 9 Final Technical Report April 212

11 Existing Conditions This section of the technical report presents the findings of an updated existing conditions analysis for the OR 214/219 Corridor at the I-5 (exit 271) interchange area in Woodburn. This analysis updates the existing conditions reported in the 25 Woodburn Environmental Analysis (EA). Included is a review of the intersection operations, queuing, corridor travel times, signal progression, and signal warrants analysis for the study intersections. Study Area The study area for this analysis generally runs along OR 214/219 (Newburg Highway) for approximately one mile between Woodland Avenue and Astor Way (see Figure 1), encompassing the I-5 interchange and ten study intersections. The study area is currently well connected to the City of Woodburn and the surrounding region, via OR 214 and I-5. These roadways are state facilities and provide for higher capacity motor vehicle movement through the study area. Access to I-5 is provided via the Exit 271 interchange on OR 214 between Arney Road and Lawson Avenue. West of I-5, the Newburg Highway becomes OR 219 (no longer OR 214). OR 219 connects the study area to Newburg, about 18 miles to the northwest. For simplicity purposes, the Newburg Highway will be referred to as OR 214 throughout this document since most of the study intersections are located east of the I-5 interchange. The major characteristics of the roadways in the study area, including lane configurations and traffic controls for study intersections are illustrated later in this technical report in Figure 2. Bicycle and Pedestrian Facilities Bicycle and pedestrian facilities are provided along some of the OR 214/219 Corridor within the study area. Bicycle lanes are striped on OR 214 between the I-5 southbound ramp terminal and Evergreen Road. While there are sidewalks on one side or the other of the street for the entire length of the corridor, there are two gaps: OR 214 (south side): between the I-5 ramp terminal and the Chevron gas station (approximately 1 feet) OR 214 (north side): between Country Club Road and Broughton Way (approximately 1,95 feet) Motor Vehicle Volumes To determine intersection operations, turn movement counts were obtained from the 25 Woodburn EA, and then supplemented with new 16 hour count data collected in 21 (6: a.m. to 1: p.m.) 7. The 25 Woodburn EA traffic count data was determined by ODOT to be reasonably consistent with current traffic patterns within the study area (after incorporating the growth in motor vehicle volumes between 23 and 211), 8 and therefore was appropriate to be utilized for this study. 7 Based on counts conducted on a weekday during February and March ODOT, Interoffice Memo, Woodburn Interchange Project Pacific Highway No. 1, Milepost 272, Marion County, Re-Evaluation of Turn Lane Requirements, May 28, 21. Woodburn Revised Environmental Assessment Study Page 1 Final Technical Report April 212

12 BUTTEVILLE-GERVAIS RD 219 WOODLAND AV ARNY RD ARNY RD LAWSON AV 5 Driveway 11 EVERGREEN RD COUNTRY CLUB RD CASCADE DR BROUGHTON WY 9 1 ASTOR WY 214 BOONES FERRY RD LEGEND Figure 1 X - Study Intersection & Number - Future Study Intersection STUDY AREA - New Roadway NO SCALE

13 Since previous count data did not represent present day 211 conditions, a growth factor was developed to document traffic increases that may have occurred since the data was collected in 23 or 21. By comparing a newer (27) turn movement count to the 23 traffic volumes (forecasted to 27 volumes) from the previous study, an annual growth rate of just over.3 percent from the Woodburn Travel Demand Model was determined appropriate. 9 The growth rate was then applied to the 23 count data for eight years (for a total of 2.4 percent), and to the 21 count data for one year (for a total.3 percent) to estimate 211 traffic volumes. 3 th Highest Annual Hour Volumes Traffic counts taken during off peak times in the year (like those collected for this study) require a factor to increase them to the 3th highest annual hour (3HV) levels that would be observed during the peak season for analysis. The 3HV was developed for this study using methodologies outlined in the ODOT Analysis Procedures Manual (APM). 1 All assumptions and methodologies specific to this study have been documented above in the Assumptions and Methodologies section of this technical report. It should be noted that the traffic volumes taken from the 25 Woodburn EA were not factored to 3HV since they were previously factored in the 23 analysis. Table 4 shows the count dates, seasonal factor, and growth factor applied to the turn movement volumes at each study intersection. The new intersection counts were factored using three slightly different seasonal growth factors. The reason behind this is that seasonal growth factors vary throughout the year and the counts were collected on three different days in February and March 21. Table 4: OR 214 Intersection Data Summary ID Intersection Name Count Dates Seasonal Factor Growth Factor 1 OR 214/Woodland Avenue 2/24/ OR 214/Arney Road 23 3HV N/A* OR 214/I-5 Southbound Ramps 2/24/ OR 214/I-5 Northbound Ramps 3/2/ OR 214/Lawson Avenue 3/1/ OR 214/Evergreen Road 3/1/ OR 214/Country Club Road 2/24/ OR 214/Cascade Drive 23 3HV N/A* OR 214/Broughton Way N/A** N/A** N/A** 1 OR 214/Astor Way 23 3HV N/A* 1.24 Note: N/A = Not Applicable * Indicates seasonal factor is not needed, since count was previously factored to the 3HV ** Intersection turn movement counts were not available at this intersection in the 25 Woodburn EA or from the 21 count data. The adjacent intersections were counted in 23, and therefore the peak hour traffic volumes were estimated. Source: DKS Associates After the seasonal factor and growth factor were applied to each intersection, a common peak hour for the network was calculated (4:3 to 5:3 p.m.), and the turn movement counts were balanced. The 9 ODOT, Interoffice Memo, Woodburn Interchange Project Pacific Highway No. 1, Milepost 272, Marion County, Re-Evaluation of Turn Lane Requirements, May 28, 21 1 Analysis Procedures Manual, Oregon Department of Transportation, January 211. Woodburn Revised Environmental Assessment Study Page 12 Final Technical Report April 212

14 3HV for OR 214 can be expected to occur during the month of August. Overall, the 211 3HV are between three and eleven percent higher than the 23 3HV from the Woodburn Interchange EA. Figure 2 shows the intersection control, lane geometry, motor vehicle turn movement, bicycle, and pedestrian counts. Motor Vehicle Operations Motor vehicle operations in the study area were evaluated by analyzing the performance of intersections along OR 214. Two common measures of intersection performance are level of service (LOS) and volume-to-capacity (v/c) ratios. Level of service (LOS): A report card rating (A through F) based on the average delay experienced by vehicles at the intersection. 11 LOS A, B, and C indicate conditions where traffic moves without significant delays over periods of peak hour travel demand. LOS D and E are progressively worse operating conditions. LOS F represents conditions where average vehicle delay has become excessive and demand has exceeded capacity. This condition is typically evident in long queues and delays. Volume to capacity (v/c) ratio: A decimal representation (typically between. and 1.) of the proportion of capacity that is being used at a turn movement, approach leg, or intersection. It is determined by dividing the peak hour traffic volume by the hourly capacity of a given intersection or movement. A lower ratio indicates smooth operations and minimal delays. As the ratio approaches 1., congestion increases and performance is reduced. If the ratio is greater than 1., the turn movement, approach leg, or intersection is oversaturated and usually results in excessive queues and long delays. Mobility Standards All of the intersections within the study area are under ODOT jurisdiction and are therefore the mobility standards from the 1999 Oregon Highway Plan (OHP) 12 will apply. ODOT mobility standards establish minimum acceptable performance levels during peak travel periods, are based on volume-to-capacity (v/c) ratios. The OHP specifies maximum allowable v/c ratios for each highway classification according to posted speeds and area types (i.e., inside/outside the UGB, or a freeway interchange). Through the study area, OR 214 is classified as a District Highway, is a truck route east of I-5, and has a posted speed of 3 miles per hour (and 35 miles per hour west of Arney Way). All of the study intersections are located inside the Woodburn Urban Growth Boundary (UGB), and two of the intersections are also ramp terminals of the I-5 Exit 271 interchange. The following summarizes the mobility standards for the study intersections: A v/c ratio of.85 is required for the intersections where the speed limit is 3 miles per hour. A v/c ratio of.8 is required for the intersections where the speed limit is 35 miles per hour. 11 A description of Level of Service (LOS) is provided in the appendix and includes a list of the delay values (in seconds) that correspond to each LOS designation Oregon Highway Plan Oregon Department of Transportation, July 26. Woodburn Revised Environmental Assessment Study Page 13 Final Technical Report April 212

15 OR Woodland Ave. 2. OR Arney Rd. OR 214 I-5 SB On/Off Ramps 4. OR I-5 NB On/Off Ramps OR Lawson Ave. 6. OR Evergreen Rd. 7. OR Country Club Rd. 8. OR Cascade Dr OR Broughton Wy. 1. OR Astor Wy. 11. Evergreen Driveway Future Study Intersection 219 WOODLAND AV ARNY RD ARNY RD LAWSON AV 5 11 Driveway EVERGREEN RD COUNTRY CLUB RD CASCADE DR BROUGHTON WY 1 ASTOR WY LEGEND X - Study Intersection & Number - Future Study Intersection - New Roadway - Stop Sign NO SCALE - Traffic Signal Left Thru - PM Peak Hour Pedestrian Volume - PM Peak Hour Bike Volume - Lane Configuration - PM Peak Hour Traffic Volume - Volume Turn Movement Right Figure 2 EXISTING PM PEAK HOUR TRAFFIC CONDITIONS

16 The motor vehicle conditions in the study area were evaluated at the ten study intersections during the 3HV (i.e., weekday p.m. peak hour in August). The evaluation utilized 2 Highway Capacity Manual methodology 13 for signalized and unsignalized intersections. The results of the analysis, in addition to the results from the 25 Woodburn EA existing conditions analysis, can be seen in Table 5. As shown, two study area intersections operate above the adopted OHP mobility standards in 211. In 23, four intersections were reported as failing to meet Highway Design Manual (HDM) mobility standards. As can be seen in the table, the OHP mobility standards are slightly different than the HDM mobility standards, which accounts for the differences in the number of intersections reported as not meeting mobility standard. Typically, the OHP mobility standard is used for reporting on existing intersections and the HDM mobility standards is used when designing intersection improvements. Table 5: Intersection Operations ID Intersection Name Mobility Standard Delay LOS v/c Ratio * *** 1 OR 214/Woodland Avenue C OR 214/Arney Road A/B.12**.1 3 OR 214/I-5 Southbound Ramps D OR 214/I-5 Northbound Ramps C OR 214/Lawson Avenue C/D.17**.28 6 OR 214/Evergreen Road D OR 214/Country Club Road C OR 214/Cascade Drive C/D.14**.39 9 OR 214/Broughton Way B/C.11** N/A**** 1 OR 214/Astor Way B/C.12**.43 Note: LOS = Level of Service LOS for unsignalized intersections (mainline left turn/worst minor street approach) N/A = Not Applicable *Mobility standard reported in 25 Woodburn EA **v/c ratio for unsignalized intersections is reported as the stop controlled movement ***Delay and LOS data not provided for 25 Woodburn EA ****Intersection was not included in 25 Woodburn Interchange Environmental Assessment Bold indicates intersection exceeds the ODOT mobility standard Source: DKS Associates While the volume of motor vehicle traffic has increased, improvements to signal timing and gradual shifts in the arrival pattern of vehicles at the intersection of OR 214/Woodland Avenue have led to an improvement in intersection operations. Similarly, improvements to signal timing at the intersections of OR 214/I-5 Southbound Ramps and OR 214/I-5 Northbound Ramps have resulted in slight improvements to the intersection operations, despite of the increases in motor vehicle volumes. Increases in motor vehicle volumes at the intersections of OR 214/Evergreen Road and OR 214/Country Club Road caused the v/c ratios at these two intersections to increase. Operationally, the most critical intersection within 13 2 Highway Capacity Manual, Transportation Research Board, Washington DC, 2. Woodburn Revised Environmental Assessment Study Page 15 Final Technical Report April 212

17 the study area is the intersection of OR 214/Evergreen Road, which is operating at capacity during the p.m. peak hour. Queuing Analysis An estimate of the 95th percentile vehicle queues for each of the signalized intersection approach movements under existing conditions was made using SimTraffic modeling software. This value estimates the queue length that would not be exceeded in 95 percent of the queues formed during the peak hour. Table 6 shows the 95 th percentile queues recorded during the 211 3HV. Table 6: Queuing Results ID Intersection Name Lane Available Storage (feet) 95th Percentile Queue (feet) 1 OR 214/Woodland Avenue EB Left 6 75 EB Through >1, 275 WB Left WB Through WB Right NB Shared >1, 15 SB Left SB Shared OR 214/I-5 Southbound Ramps EB Through WB Left WB Through SB Shared 35* 1,4 SB Right OR 214/I-5 Northbound Ramps EB Left EB Through 6 85 WB Through 8 25 WB Right 6 5 NB Left NB Shared 34* 1,25 6 OR 214/Evergreen Road EB Left EB Through WB Left 1** 175 WB Through NB Left 65** 3 NB Through 15 9 SB Left 65 5 SB Through Woodburn Revised Environmental Assessment Study Page 16 Final Technical Report April 212

18 Table 6 (cont.): Queuing Results ID Intersection Name Lane Available Storage (feet) 95 th Percentile Queue (feet) 7 OR 214/Country Club Road EB Left 8** 125 EB Through WB Left 1** 75 WB Through >1, 75 NB Left NB Through >1, 1 SB Left SB Through >1, 2 Note: EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound *Storage distance on ramps based on 2.5 seconds perception/reaction time and a deceleration rate of 11.2 feet per second per second. The length of the ramp is measured from the beginning of the painted gore (solid white stripe). **Storage length for left turn lanes that are also part of a two-way-left-turn-lane (TWL) are measured as the length of the white stripe line for the left turn. Bold indicates the 95 th percentile queue exceeds the available storage. Source: DKS Associates The queuing analysis revealed that two or more approaches at each study intersection have 95 th percentile queues that exceed the available storage. The long queues are a result of the intersections operating at or near capacity. Of greatest concern are the I-5 northbound and southbound Ramps. The 95 th percentile queues for both of the ramps are forecast to extend past the ends of the off-ramps onto I-5 mainline. Of lesser concern are the locations where a queue for a left turn lane extends past the available storage when a two-way-left-turn-lane (TWL) is provided, since the available storage does not include the opening for the left turn lane or any of the TWL. Travel Time Analysis Travel time runs were conducted along the OR 214 study corridor to estimate an average travel time. Travel time measurements were taken using the floating car method outlined in the 2 HCM. 14 Seven travel times runs per direction (eastbound and westbound) were recorded between the intersections of OR 214/Woodland Avenue and OR 214/Boones Ferry Road (which is just to the east of the OR 214/Astor Way intersection). For purposes of validating Synchro calibration, the 3HV were reduced by 11% to better approximate the traffic volumes during the travel time runs conducted in June 211. Table 7 shows the results of the eastbound and westbound travel time runs and the travel time estimates for the June 211 and 3HV (August 211) as reported by the SimTraffic arterial travel reports. 14 Travel time data was collected on June 6, 211 between 4: p.m. and 6: p.m. by DKS Associates. Woodburn Revised Environmental Assessment Study Page 17 Final Technical Report April 212

19 Table 7: Travel Time Run Comparison Direction Travel Time Recording (June 211) June 211 Volume Estimate SimTraffic Arterial LOS Output 211 3HV (August) (In minutes and seconds) Travel Time Estimate Percent Difference from Recorded Travel Time Estimate Percent Difference from Recorded Eastbound 5:5 4:5-5 % 5: % Westbound 3:39 4: + 1 % 4: % Source: DKS Associates Note: Time is given in minutes and seconds As can be seen in Table 7, the travel time estimates for June 211 closely approximate the actual travel time runs conducted in June 211. The travel time estimates for the 3HV are greater than the actual recorded travel time runs. This increase in forecasted travel time is indicative of the level of congestion the corridor experiences during the 3HV. To better understand the travel times, a visualization of the average travel time for each segment was calculated. Figure 3 shows the average travel time for the Non-3HV (June 211) and the 3 HV for each travel direction (eastbound and westbound). The segments were divided at the logical breakpoints of the signalized intersections. Figure 3: Average Travel Time by Segment The average speed for several of the segments under both 3HV and non-3hv conditions is reflective of the level of congestions that is currently being experienced by drivers during the p.m. peak hour. The four signalized intersections of OR 214/I-5 Southbound Ramps and OR 214/I-5 Northbound Ramps, OR 214/Evergreen Road and OR 214/Country Club Road impact the average travel speed for the corridor. The OR 214/Evergreen Road intersection causes the most decrease in average travel time, as can be Woodburn Revised Environmental Assessment Study Page 18 Final Technical Report April 212

20 seen with the Arterial LOS segment colored in dark red to represent LOS F and an average travel speed of nine miles per hour. Signal Progression Analysis Closely spaced signalized intersections are often coordinated along a corridor/roadway for maximizing operations of vehicle throughput. The ability to coordinate the signals is predicated on the amount of green time given to the major through movement on the corridor, and the timing between the signals to progress vehicles along the corridor. The green time (amount of time allocated to a movement at an intersection that is green) creates a band of time for vehicles to travel within along a corridor. This band of time is also referred to as a bandwidth for vehicles. Signal progression takes into account this bandwidth of green time on a corridor and can try to optimize the ability for vehicles to progress on a corridor. A Synchro bandwidth analysis was performed for the study corridor using existing signal timing data supplied by ODOT. Table 8 shows the eastbound and westbound 9 th percentile arterial band time between the intersections of OR 214/Woodland Avenue and OR 214/Country Club Road. This time is the smallest band of green time for progression along a corridor and is compiled from timing details of all of the coordinated signals. ODOT s APM describes a method to calculate the minimum bandwidth to meet the progression bandwidth required in OAR The analysis focuses on the critical intersection for the state highway. The critical intersection is defined as having the highest highway volume per lane in the arterial signal system. For the OR 214 study corridor, the critical intersection is the intersection of OR 214/Country Club Lane. This signalized intersection carries the highest number of vehicles per lane during the 3HV, with 1,15 vehicles traveling eastbound and 84 vehicles traveling westbound. Table 8: Progression Analysis Method Bandwidth Eastbound Westbound Arterial Band (Synchro) 3 seconds 36 seconds Critical Intersection: OR 214/Country Club Road (ODOT APM 81.9 seconds 75.2 seconds Calculated Minimum) Source: DKS Associates, AMP The minimum bandwidth calculated for the critical intersection of OR 214/Country Club is much greater than the bandwidth currently available along this corridor. The goal of providing a minimum bandwidth is to safely and efficiently progress motor vehicles through the corridor. It should also be noted that the available bandwidth is limited by competing needs. In the case of this study, the bandwidth provided on the mainline is balanced with the green time provided to traffic exiting from the I-5 off-ramps, with the goal of minimizing traffic queuing on the bridge between the I-5 off-ramps. 15 ODOT Transportation Analysis Unit, Analysis and Procedures Manual, Addendum B Progression Analysis, accessed June 17, 211. Woodburn Revised Environmental Assessment Study Page 19 Final Technical Report April 212

21 Signal Warrant Analysis A preliminary signal warrant analysis was not performed for the unsignalized study intersections, because they currently all meet ODOT mobility standards. Woodburn Revised Environmental Assessment Study Page 2 Final Technical Report April 212

22 Future Conditions This section of the technical report presents the findings of an updated future conditions analysis for the OR 214/219 corridor at the I-5 (exit 271) interchange in Woodburn. This analysis will extend the future planning horizon ten years beyond that reviewed in the 25 Woodburn Environmental Assessment (EA) (from 225 to 235), and will identify any potential impacts at study intersections. Included are a description of the future volume forecasting methodology and a summary of the intersection operations, queuing, travel time, signal progression, and signal warrant analysis. Methodology The following section outlines the assumptions and methodologies utilized to determine future forecasted volumes for analysis. Areas covered in this section include the planning horizon year, roadway and intersection improvements, and future forecasting method. Planning Horizon Year This analysis will extend the future planning horizon ten years beyond that reviewed in the 25 Woodburn Environmental Assessment (EA) (from 225 to 235). The planning horizon year correlates to the Woodburn travel demand model forecast model for future lane uses and future roadway improvements. Future Roadway Improvements Several roadway and intersection improvements have been previously identified in the previous analysis. These improvements were assumed in the 235 Build scenario. The improvements include the widening of OR 214 to a five-lane cross section. In general, the corridor modifications would increase the capacity and available motor vehicle queue storage at the study intersections. Figure 4 shows the proposed changes in the lane configuration for each of the study intersections. The improvements at the study intersections increase the available queue storage space and improve the operational capacity for both through and turning vehicles through the corridor. Future Travel Forecasting Future travel forecasting using 235 Design Hour Volumes (DHV) were developed for the study intersections using methodologies outlined in the ODOT Analysis Procedures Manual (APM). Forecasting the amount of future traffic at the intersections was done by using a methodology incorporating existing counts, base case travel demand model counts, and future travel demand model counts. This methodology minimized the effects of model error by adding the increment of growth projected between the base and future travel demand models to the 211 base year counts. Therefore, intersection approach and departure volumes used in the intersection operational analysis have been adjusted and may not exactly match raw volumes from the Woodburn travel demand model. Figure 5 shows the motor vehicle turn movements for the 235 p.m. peak hour No Build and Build Scenarios. Traffic growth along the OR 214/219 Corridor in the No-Build Scenario would be controlled by congestion along the facility. The traffic growth from 211 to 235 would be limited to approximately 15 vehicles or less in each direction during the p.m. peak hour between Woodland Avenue and Boones Woodburn Revised Environmental Assessment Study Page 21 Final Technical Report April 212

23 Figure 4: 235 No- Build and Build Lane Configurations Ferry Road. Likewise, turn movements onto the facility would have minimal growth due to vehicles avoiding the congestion and using alternate routes. Under the Build scenario, the drivers that were choosing other routes would return to the interchange area. These drivers would represent an increase of nearly 5 motor vehicles beyond what would have been forecast for the No-Build Scenario. This increase in traffic would be a direct result of decreased congestion and travel time through the interchange area. Operational Analysis To be consistent with the previous studies, the operational analysis has been conducted using Synchro 7 software to create reports based on Highway Capacity Manual 2 methodologies and ODOT default input values. The operational analysis was based on ODOT s mobility standard of the volume to capacity ratio (v/c ratio), since ODOT has jurisdiction for all of the study area intersections. The mobility standard identified in the Oregon Highway Design Manual for the I-5 ramp terminals was.7 v/c ratio, while the mobility standard for all other locations on OR 214 or OR 219 was identified as.8 v/c ratio. Volume to capacity (v/c) ratio: A decimal representation (typically between. and 1.) of the proportion of capacity that is being used at a turn movement, approach leg, or intersection. It is determined by dividing the peak hour traffic volume by the hourly capacity of a given intersection or Woodburn Revised Environmental Assessment Study Page 22 Final Technical Report April 212

24 1. OR Woodland Ave. 2. OR Arney Rd. OR 214 I-5 SB On/Off Ramps 4. OR I-5 NB On/Off Ramps 3 (3) 1 (1) 43 (515) (295) (58) (55) 13 (15) 33 (44) (825) (375) 5 () 475 (55) 395 (475) 82 (1215) (6) 6 (675) 53 (1) 15 (15) 15 (15) 1 (12) (131) (895) (415) (545) (89) () () (1125) (32) (22) 25 () (595) OR Lawson Ave. 6. OR Evergreen Rd. 7. OR Country Club Rd. 8. OR Cascade Dr (169) () (75) 45 (4) 45 (7) 45 (5) 5 81 (1165) (2) 3 75 (9) 2 (3) 115 (1) 9 (8) (1195) (125) (1465) 3 (65) (151) 185 (21) 275 (25) 25 (75) 75 4 (1365) (95) 7 (45) 36 (25) 35 (295) (1) 75 (1575) 111 (55) 35 (5) 35 (4) 4 (2) (1685) 128 (1) 5 ()45 (4) OR Broughton Wy. 1. OR Astor Wy. 11. Evergreen Driveway (2) 15 (15) (3) 3 41 (1695) (5) 145 (151) 15 (15) (25) 25 (25) (3) 3 41 (168) (15) 47 1 (2) 2 (15) 95 1 (1) 7 (8) (9) 9 (6) WOODLAND AV ARNY RD ARNY RD LAWSON AV 5 11 Driveway EVERGREEN RD COUNTRY CLUB RD CASCADE DR BROUGHTON WY 1 ASTOR WY LEGEND X - Study Intersection & Number NO SCALE - Stop Sign - Traffic Signal - Lane Configuration Left Thru - No-Build PM Peak Hour Traffic Volume () - Build PM Peak Hour Traffic Volume - Volume Difference - Volume Turn Movement Right Figure NO-BUILD & BUILD PM PEAK HOUR TRAFFIC CONDITIONS

25 movement. A lower ratio indicates smooth operations and minimal delays. As the ratio approaches 1., congestion increases and performance is reduced. If the ratio is greater than 1., the turn movement, approach leg, or intersection is oversaturated and usually results in excessive queues and long delays. 235 Intersection Operations Based on the forecasted volumes shown in Figure 5, an operational analysis was conducted at study intersections. The purpose of the analysis was to determine volume-to-capacity (v/c) ratios under both the No-Build and Build Scenarios to see if the proposed improvements would allow study intersections to meet mobility standards under the Build scenario. Since the study intersections are under ODOT jurisdiction, the operational analysis results in Table 9 have been reported for the v/c ratio only, including the results from the previous ODOT scenario that assumed the future roadway improvements. Under the No-Build scenario five of the ten intersections would fail to meet mobility standards in the year 235. Two of these intersections would operate with v/c ratios greater than 1., which indicates that the motor vehicle demand at these intersections would be greater than the available capacity. This situation could result in the formation of queues as drivers would experience long delays when attempting to travel through the intersection. Corridor wide improvements have been included as part of the 235 Build Scenario, and were analyzed by previously ODOT. Under the previous analysis, all but one of the study intersections (OR 214/Country Club Road) would be expected to operate within mobility standards. Additional improvements were not recommended at OR 214/Country Club Road, because the intersection would be very close to meeting mobility standards. ODOT determined that the cost of adding additional capacity was not justified. Under the Build Scenario for this technical report, fewer northbound left-turning vehicles were found to be using this road. Instead, the majority of the northbound left turning vehicles were found to use Evergreen Road to access OR 214, due to the proposed improvements at that intersection. Under the Build scenario all but one of the study intersections would meet operational standards in the year 235. The intersection of OR 214/Evergreen Road would operate with a 235 p.m. peak hour v/c ratio of.82 under the build scenario. Woodburn Revised Environmental Assessment Study Page 24 Final Technical Report April 212

26 Table 9: 235 PM Peak Hour Intersection Operations ID Intersection Name Mobility Standard No Build Build (Previous ODOT) Build (Current DKS) v/c Ratio v/c Ratio v/c Ratio v/c Ratio 1 OR 214/Woodland Avenue OR 214/Arney Road.8.32 (EB).29 (SBR).4 (EB).18(SBR).42 (EB).16 (SBR) 3 OR 214/I-5 Southbound Ramps OR 214/I-5 Northbound Ramps OR 214/Lawson Avenue.8.82 (EB).48 (EB).51 (WB) 6 OR 214/Evergreen Road OR 214/Country Club Road OR 214/Cascade Drive.8.8 (EB).46 (NBR).52 (EB).7 (NBR).7 (EB).7 (NBR) 9 OR 214/Broughton Way.8.66 (EB).16 (SB) N/A.53 (EB).19 (SB) 1 OR 214/Astor Way.8.67 (EB).3 (SB).73 (EB).38(SB).53 (EB).22 (SB) Note: Bold LOS = Level of Service LOS for unsignalized intersections (mainline left turn or worst minor street approach as identified in table) N/A = Not Applicable indicates intersection exceeds the ODOT mobility standard Source: DKS Associates When comparing the 235 Build Scenario conducted by ODOT and the current analysis, the intersection operations were generally similar. The most significant difference between the two analyses were the operations at the intersections of OR 214/Evergreen Road and OR 214/Country Club Road. Three factors influenced the difference in operations between the two intersections: Increased Capacity: More capacity improvements have been proposed for the OR 214/Evergreen Road intersection than for the OR 214/Country Club Road intersection. This has resulted in improved operations beyond No-Build conditions, but also increased the potential demand for motor vehicle traffic. Much of the increase in potential demand for motor vehicle traffic came from the traffic that was previously using alternate routes, including the intersection of OR 214/Country Club Road. Modified Geometry and Signal Timing: The capacity increases at the intersection of OR 214/Evergreen Road also required a modification of the current signal operations. The northbound lane geometry of a left turn lane and a shared through/left turn lane would require split phase signal timing for safe operation. This timing scheme would reduce the amount of green time available for OR 214 because of the increased time required for Evergreen Road. Pedestrian Crossing Time: Increased roadway width on OR 214 and Evergreen Road would also increase the amount of time required for pedestrians to cross the intersection. OR 214 would Woodburn Revised Environmental Assessment Study Page 25 Final Technical Report April 212

27 measure approximately 88 feet (curb to curb), and assuming an average walking speed of 3. 5 feet per second, the minimum pedestrian crossing times at this location would have to be 25 seconds, compared to the current conditions which would require only 14 seconds. The combination of increased capacity (and increased volume), modified signal timing, and increased pedestrian crossing time requirements contribute to the v/c ratio differences between the previous Build Scenario analyzed by ODOT and the current Build Scenario. While this intersection would not meet ODOT mobility standards, the intersection improvements identified for the Build Scenario would greatly improve motor vehicle operations beyond the No-Build conditions. It should be noted, that 235 mobility standards could be met if pedestrian crossings of OR 214 would be limited to the eastern leg of the intersection. However, since this option would adversely impact pedestrian circulation at the intersection for a minimal increase in motor vehicle operations, it is not recommended that closing that pedestrian movement be pursued. Queuing Analysis An estimate of the 95 th percentile vehicle queues for each of the signalized intersection approach movements under the No-Build and Build scenarios was made using SimTraffic modeling software. This value estimates the queue length that would not be exceeded in 95 percent of the queues formed during the peak hour. Table 1 shows the 95 th percentile queues recorded during the 235 DHV under the No Build and Build Scenarios (including ODOT s previous scenario). Table 1: th Percentile Queuing Results ID Intersection Name Lane Available Storage1 (in feet) 1 OR 214/Woodland Avenue No Build 95th Percentile Queue (in feet) Build (Previous ODOT) Build (Current DKS) EB Left 6 (225) EB Through >1, EB Right (15) N/A N/R 5 WB Left WB Through N/R 3 WB Right 95(1) NB Left (1) N/A NB Shared >1, SB Left 2(5) SB Shared 525 (5) OR 214/I-5SB Ramps EB Through EB Right 95 N/A WB Left 575(6) 7 N/A N/A WB Through 575(6) SB Left (9)* N/A N/R 35 SB Shared 35(9)* 1, SB Right 315(475)* Woodburn Revised Environmental Assessment Study Page 26 Final Technical Report April 212