Traffic Analysis Report & Data. Appendix D

Transcription

1 & Data Appendix D

2 Golden View Drive Intersection and Safety Upgrades Final Date: 6/8/2012 Prepared for: Municipality of Anchorage Public Works Department Project Management & Engineering Division And CRW Engineering Group By: Kinney Engineering, LLC 750 West Dimond Blvd., Suite 203 Anchorage, AK

3 Table of Contents Acronyms and Abbreviations... x Summary... xi 1 Introduction Project Conditions Location Land Use and Zoning Functional Classifications for Study Area Streets Current and Proposed Current Municipality of Anchorage & State of Alaska Functional Classifications Functional Classification Recommendations Anchorage Bowl 2025 Long- Range Transportation Plan Official Street and Highways Plan (OS&HP) Update: 2011 Public Review Draft General Street Conditions Intersections and Traffic Control Sight Distance Pedestrian/Bicycle Facilities Transit Service Design Vehicle Future Projects and Plans Affecting Study Area Population Data Road Improvements Currently Underway Alaska Department of Transportation & Public Facilities (DOT/PF) Projects Planning Documents Anchorage 2020 Plan AMATS Long Range Transportation Plan Areawide Trails Plan, Anchorage Pedestrian Plan & Anchorage Bicycle Plan Official Street and Highways Plan (OS&HP) Update: 2011 Public Review Draft Kinney Engineering, LLC i

4 3.4.5 Hillside District Plan Anchorage School District Southeast Anchorage Elementary School Site Selection Municipality of Anchorage Pedestrian Safety for Elementary & Middle Schools ( ) Known Development Plans Traffic Conditions Posted Speeds and Measured Speeds Other speed studies on Golden View Drive and adjacent routes Traffic Volume Historical Data Past Average Annual Daily Traffic KELLC and MOA Traffic Counts Permanent Traffic Recorder (PTR) Data Intersection Turning Movement Counts Crash Analysis Crash Types and Severity Month, Day, Hour, Light Conditions Roadway Surface Conditions & Human Circumstances Crash Rates Crash Analysis for Golden View Drive Intersections with a Critical Crash Rate Rabbit Creek Golden View Drive Crashes Golden View Bluebell Drive Crashes Design Designations and Future Traffic Volumes Road Segments and Existing Road Characteristics Area Type and Design Functional Classification Future Traffic Volumes & Project Design Life Traffic Volumes Average Annual Daily Traffic Turning Movement Volumes Design Hour Volume Percentage Peak Hour Factor Kinney Engineering, LLC ii

5 6.6 Directional Distribution Percent Heavy Vehicle Percentages Compound Growth Rate Pedestrians and Bicyclists Equivalent Single Axle Loads Heavy Vehicle Distribution by Number of Axles ESAL Summary Operational Analysis Existing Conditions for Segments and Intersections Present and Future ADT Segment Capacity Analysis Intersections Existing Conditions Level of Service Cut-Through Traffic on Bridgeview Drive Pedestrian Elements and Intermediate Crossing Issues Pathways Intermediate Crossings Performance Measures for Golden View Drive Pedestrian Crossings Golden View Drive Segment Alternatives Segment LOS Auxiliary Left Turn Lane On Golden View Drive At Minor Cross Street Intersections Pedestrian Alternatives Rabbit Creek Golden View Drive Intersection Alternatives Signalization-Existing Alignment Roundabout-Existing Alignment Westbound Acceleration Lane and Wide Median-Existing Alignment Realigned Rabbit Creek to Golden View Intersection with Westbound (downhill) Bypass Realigned Intersection No Westbound (downhill) Bypass Parallel Flow Concept Indirect Left Turn Concept Kinney Engineering, LLC iii

6 9.8 Continuous Flow Concept (with and without right in/right-out for SB approach) Underpass Concept Special Issues Goldenview Middle School Access and Pedestrian Issues Potential Vehicle and Pedestrian Intersection Improvements Northbound Left Turn Lane into Goldenview Middle School Potential Golden View Drive Student Crossing and School Zone Attachment A: Project References and Standards... A-1 Attachment B - Crash Evaluation Methodology... B-1 Attachment C: Hillside District Plan Transportation Alternative Projects in the Vicinity of Golden View Drive... C-1 Attachment D - Segment, Intersection, and Pedestrian Operations and Capacity Analysis... D-1 Two-Lane Highways... D-1 Signalized Intersections... D-1 Unsignalized Intersections... D-2 Pedestrian Crossing Performance Measures... D-3 Attachment E Alaska Traffic Manual Uncontrolled Crossings... E-1 Attachment F Figure 3 in the School Zone Policy Manual... F-1 Attachment G Rabbit Creek Golden View Drive Traffic Signal Warrant Analysis... G-1 Attachment H Pedestrian Crossing Gap Analysis Results... H-1 Index of Figures Figure 1: Study Area... 3 Figure 2: Project Area Land Use... 4 Figure 3: Study Area Zoning... 5 Figure 4: Functional Classification of Study Area Routes... 6 Kinney Engineering, LLC iv

7 Figure 5: Proposed Functional Class Updates for Golden View Area Road in the Public Review DRAFT 2011 OS&HP Update... 9 Figure 6: Golden View Drive Aerial View (Source: MSRM Maps) Figure 7: Rabbit Creek Golden View Drive Intersection, Lanes and Control Figure 8: Golden View 156th Avenue/Ricky Road Intersection, Lanes and Control Figure 9: Golden View Goldenview Middle School Intersection, Lanes and Control Figure 10: Golden View Prominence Pointe Drive Intersection, Lanes and Control Figure 11: Golden View Bluebell Drive Intersection, Lanes and Control Figure 12: Pathway Facilities on Golden View Drive and Bridgeview Drive Figure 13: Historical and Forecast Future Anchorage Area Populations Figure 14: Recommended 2005 LRTP Road Projects Figure 15: Anchorage Pedestrian Plan Priority Projects in Southeast Anchorage Figure 16: Anchorage Bicycle Plan Proposed Bicycle Network in Southeast Anchorage Figure 17: From Hillside District Plan Alternatives Report: All Planned Roads Figure 18: Hillside District Plan Special Study Areas Figure 19: Full Build-Out Lane Use with Framework Plan HDP Road Network Figure 20: South Anchorage Functional Road Classification (Existing) Showing School Site Locations Figure 21: Goldenview Middle School Walking Area Figure 22: Bridgeview Drive Speed Hump Locations Figure 23: O Malley Road PTR Location Map Figure 24: Existing Golden View Drive Peak Hour Turning Movements (Intersections with Collector Functional Class Figure 25: Golden View Drive Crashes by Month and Severity Figure 26: Golden View Drive Crashes by Day of Week and Severity Figure 27: Golden View Drive Crashes by Time of Day Figure 28: Golden View Drive Crashes by Ambient Light Conditions Figure 29: Golden View Drive Crashes by Roadway Surface Conditions Kinney Engineering, LLC v

8 Figure 30: Golden View Drive crashes by Human Circumstance Figure 31: Golden View Drive Crash Locations Figure 32: Rabbit Creek Golden View Drive Crashes Figure 33: Golden View Bluebell Drive Crash Diagram for Crashes Figure 34: Crashes by Time of year Figure 35: Crashes by Day of the Week Figure 36: Crashes by Time of Day Figure 37: Crashes by MOA Crash Type and Ambient Light Figure 38: Crashes by MOA Crash Type and Road Surface Condition Figure 39: Crashes by Time of year Figure 40: Crashes by Day of the Week Figure 41: Crashes by Time of Day Figure 42: Crashes by MOA Crash Type and Ambient Light Figure 43: Crashes by MOA Crash Type and Road Surface Condition Figure 44: Project Segment Identification and Characteristics Figure 45: AMATS Area & Urban Boundaries in Relation to Golden View Drive Figure 46: 2033 Study Area AADTs with Potter Valley Road connection Figure 47: 2033 Study Area AADTs without Potter Valley Road connection Figure 48: 2033 Turning Movement Volumes (With Potter Valley Road Connection) Figure 49: 2033 Turning Movement Volumes (without Potter Valley Road Connection) Figure 50: ESAL Calculations Segment Figure 51: ESAL Calculations Segment Figure 52: Bridgeview Drive looking west from Golden View Drive & south from Rabbit Creek Road (Residents claim cut-thru traffic here.) Figure 53: Results of AM Peak Period Traffic Counts in September, 2011 at Bridgeview Drive Figure 54: Pedestrian Sight Distance (PSD) and Stopping Sight Distance (SSD) Requirements for Street Widths Figure 55: Pedestrian Refuge Island Detail (Applicable for the Crossings within the Rabbit Creek Road to Prominence Pointe Drive Segment) Figure 56: Rabbit Creek Golden View Drive Traffic Signal Alternative Kinney Engineering, LLC vi

9 Figure 57: Rabbit Creek Golden View Drive Roundabout Alternative Figure 58: Rabbit Creek Golden View Drive Westbound Acceleration Lane and Wide Median Alternatives Figure 59: Realigned Rabbit Creek to Golden View Intersection with Westbound (downhill) Bypass Figure 60: Realigned Rabbit Creek to Golden View Intersection (traffic signal option) without Westbound (downhill) Bypass Figure 61: Parallel Flow Intersection Alternative Figure 62: Indirect Left Turn Intersection Alternative Figure 63: Continuous Flow Signalized Intersection Alternative Figure 64: Underpass Alternative with Standard Intersections on Golden View Drive Figure 65: Underpass Alternative with Roundabout Intersection on South Golden View Drive Figure 66: Goldenview Middle School and Surrounding Roads (Source: MSR Maps) Figure 67: Goldenview Middle School Entrance Looking north and Busses Only Bridgeview Drive school access Figure 68: Goldenview Middle School Driveway AM and PM Peak Hour Counts, Figure 69: School Zone Traffic Control (Table 1 School Zone Policy Manual) Figure 70: Recommended Location for Student Crossing of Golden View Drive Index of Tables Table 1: Municipality and State of Alaska Functional Classifications with 2011 DRAFT OS&HP Recommendations... 7 Table 2: Municipality of Anchorage Planned Projects in the vicinity of Golden View Drive.. 17 Table 3: Recommended Road Improvement Projects & Pedestrian and Trail Projects from 2005 LRTP Table 4: Anchorage Pedestrian Plan Priority Projects in the Golden View Drive Area Table 5: Anchorage Bicycle Plan Priority Projects in the Golden View Drive Area Table 6: Anchorage Bicycle Plan Recommended Bicycle Network (Golden View Area) Table 7: Posted Speeds Table 8: KELLC Golden View Drive Speed Study Results Kinney Engineering, LLC vii

10 Table 9: Results of 2005 and 2006 Municipality of Anchorage and 2011 KELLC Speed Studies on Golden View Drive and Bridgeview Drive Table 10: Past AADTs: Rabbit Creek Road Segments Table 11: Past AADTs: Golden View Drive Segments Table 12: KELLC Counts Taken on Bridgeview Drive, September, Table 13: Municipality of Anchorage Intersection Approach and Mid-Block Counts: Table 14: Crashes at Golden View Drive Intersections and Segments by Severity Table 15: Crashes at Golden View Drive by Year and Severity Table 16: Crash Severity Summary, Golden View Drive, 1999 to Table 17: Golden View Drive Crashes by Crash Type and Severity Table 18: Crash Rates at Golden View Drive Intersections Table 19: Crash Type by Year at Rabbit Creek Golden View Drive, 1999 to Table 20: Crash Type Proportions, Rabbit Creek Golden View Drive, 1999 to Table 21: Crash Severity Summary: Rabbit Creek Golden View Drive, 1999 to Table 22: Crash Severity by Crash Type, Rabbit Creek Golden View Drive, 1999 to Table 23: Intersection Crashes by Vehicle #1 (at fault) Direction and Pre-Crash Action Table 24: Right Angle Crashes by Vehicle #1 (at-fault) Travel Direction and Pre-Crash Action Table 25: Crash Type by Year at Golden View Drive and Bluebell Drive, 1999 to Table 26: Crash Type Proportions, Golden View Drive at Bluebell Drive, 1999 to Table 27: Crash Severity Summary: Golden View Bluebell Drive, 1999 to Table 28: Crash Severity by Crash Type, Golden View Bluebell Drive, 1999 to Table 29: Design Hour Volumes, with Potter Valley Connection Table 30: Recommended PHFs for Design Kinney Engineering, LLC viii

11 Table 31: Recommended PM Design Directional Distributions per Segment Table 32: Heavy Vehicle Percentages per segment Table 33: Percent of Truck Axles per AADT Table 34: Design ESALs, 10 year forecast Table 35: Two-Lane Highway Levels of Service Table 36: Rabbit Creek Golden View Drive Intersection Performance with Existing Geometrics, 2010 and Table 37: Golden View 156th/Ricky Road and Prominence Pointe Drive Intersection Performance with Existing Geometrics, 2010 and Table 38: Pedestrian crossing Performance Measures under 2013, 2023 and 2033 traffic volume scenarios: Rabbit Creek Road to Prominence Pointe Drive Table 39: Left turn Auxiliary Lane Analysis Table 40: Pedestrian Crossing Performance Measures with Refuges: Rabbit Creek Road to Prominence Pointe Drive (with and without Potter Valley Road connection) Table 41: Pedestrian crossing Performance Measures under 2033 traffic volume scenario with no Potter Drive Connection Table 42: Rabbit Creek Golden View Drive Level of Service and Crash Mitigation for Intersection Alternatives Table 43: Roundabout Suitability Questions, Rabbit Creek Golden View Drive Kinney Engineering, LLC ix

12 Acronyms and Abbreviations The following table presents acronyms and abbreviations that may be commonly used throughout this document. ADT, AADT AASHTO ADOT/ (&)PF, or DOT/(&)PF AMATS ASD AWSC CTWLTL DCM DD, DDHV EB, EBLT Hwy ITE K LOS LT MOA Mph MUTCD NB, NBLT OSHP Ped Pkwy PTR PUD RIO RIRO Rd RT SB, SBLT Sec Sf St Th, Thru ITE Veh WB, WBLT Average Daily Traffic, Annual Average Daily Traffic American Association of State Highway and Transportation Officials Alaska Department of Transportation and Public Facilities Anchorage Area Metropolitan Area Solutions Anchorage School District All-way-stop-control (4-way stop signs) Continuous-two-way left turn lane Design Criteria Manual Direction al Distribution, DD Hourly Volume Eastbound, eastbound left turn Highway Institute of Transportation Engineers % of AADT or ADT during peak hour Level of Service (intersection performance grade) Left turn(s) Municipality of Anchorage Miles Per Hour Manual of Uniform Traffic Control Devices Northbound, northbound left turn MOA s Official Streets and Highways Plan Pedestrian Parkway Permanent Traffic Recorder Planned Unit Development Right-in turns only Right-in, Right-out driveway Road Right turn(s) Southbound, southbound left turn Second Square feet Street Through ITE Trip Generation Manual Vehicle Westbound, westbound left turn Kinney Engineering, LLC x

13 Summary This is the for Golden View Drive Intersection and Safety Upgrades- Rabbit Creek Road to Romania Drive (PM&E#10-026, CRW# ). Key points of this are summarized below. Golden View Drive is functionally classified as neighborhood collector (urban collector in Alaska DOT/PF Functional Classification Study) between Rabbit Creek Road and Romania Drive. The DRAFT 2011 revision to the Official Streets and Highways Plan (OS&HP) retains the same functional classification for Golden View Drive. The design year AADT for this project was forecasted for two future scenarios. One scenario includes a future connection to Potter Valley Road on the south end of Golden View Drive and the other assumes no connection. Future traffic volumes on Golden View Drive are forecast to be 2,200 to 11,200 (south to north) for the option which includes the Potter Valley Road connection and 3,500-13,400 (south to north) for the option which does not include a Potter Valley Road connection. Design hour volumes are forecasted to be 10% based on the O Malley permanent traffic recorder (PTR) which indicates a 30th highest hour volume of approximately 10%. Directional splits are assumed to be 65/35 percent between Rabbit Creek Road and Bluebell Drive and 70/30 percent between Bluebell Drive and Romania Drive based on peak hour turning movement counts. Ten years of crash experience was evaluated for intersections and street segments. Crash rates at two Golden View Drive intersections, Rabbit Creek Road and Bluebell Drive, were higher compared to populations of similar facilities. Kinney Engineering, LLC xi

14 A two lane segment configuration for Golden View Drive is expected to operate at LOS C or better for the design life of the project on the Bluebell Drive to Romania Drive segment. The Rabbit Creek Golden View Drive intersection currently operates at LOS F in the AM peak for northbound left turning traffic. Other intersections evaluated included 156th Avenue/Ricky Road (future neighborhood collector) and Prominence Pointe Drive (categorized as a secondary road ). 156th Avenue/Ricky Road is forecast to operate at LOS C or better except in the 2033 PM peak where it will operate at LOS D with a Potter Drive connection and LOS E without this connection. The Prominence Pointe Drive intersection is forecast to operate at LOS B or better for the project design life. The intersections of Golden View 156th Avenue meets left turn channelization guidelines by 2033 (PM peak period). The Goldenview Middle School driveway currently meets left turn guidelines in the AM peak period. Prominence Pointe Drive will meet left turn channelization guidelines by 2033 PM peak hour. Vehicles using Bridgeview Drive as a cut-through route to avoid Golden View Rabbit Creek Road was expressed as a concern by area residents. However, traffic volume counts taken at the Bridgeview Drive intersection during peak periods are not able to confirm this. Traffic using Bridgeview Drive appears to be mostly parents of Goldenview Middle School students who drive their students to school. The Anchorage Nonmotorized Plans (Pedestrian and Bicycle Plans) call for pathway facilities to be added to Golden View Drive, consisting of both a separated pathway and an on-street bicycle lane. Once these facilities are constructed, the Anchorage School District may wish to reconsider busing in this area and expand walking routes to Goldenview Middle School. Any crossings of Golden View Drive near the Goldenview Middle School will require a center refuge island in order to allow students or other pedestrians to cross with a LOS C or better. Kinney Engineering, LLC xii

15 To address level of service and crash issues involving northbound left turning traffic at the Rabbit Creek Road/Golden View Drive intersection, nine (9) intersection configuration alternatives (14 total variations) were considered for this intersection including traffic signal, roundabout, realignment, parallel flow, underpass, and others. Some of these intersection configurations will operate at LOS C or better but some including a NBLT to WB acceleration lane, a wide median, roadway realignment, NBLT parallel flow and indirect left turn options will operate at LOS D or worse for vehicles, pedestrians or both. Kinney Engineering, LLC xiii

16 1 Introduction This is the for Golden View Drive Intersection and Safety Upgrades- Rabbit Creek Road to Romania Drive (PM&E#10-026, CRW# ). CRW Engineering Group is the prime consultant on this project, and Kinney Engineering, LLC is a subconsultant on this project. This report augments the project design study report, and addresses the following traffic elements: Existing Traffic Conditions Crash Experience and Recommendations Future (Design Year) Traffic, Average Daily Traffic, and Design Hour Turning Movements for Intersections Capacity Analyses Auxiliary Lane Evaluations Neighborhood Cut-Through Traffic Pedestrian Mobility and Safety Alternative Intersection Configurations for Rabbit Creek Golden View Drive Goldenview Middle School Issues The construction year for this project is 2013, and the design year is Kinney Engineering, LLC 1

17 2 Project Conditions 2.1 Location The Golden View Drive Intersection and Safety Upgrades-Rabbit Creek Road to Romania Drive project is located in Southeast Anchorage (Hillside), between Rabbit Creek Road and Romania Drive. The project study area, shown in Figure 1, generally lies between the Old Seward Highway on the west, Mountain Air Drive on the east, Rabbit Creek Road on the north, and Potter Valley Road to the south. The area bounded within this study area generates traffic for Golden View Drive. Kinney Engineering, LLC 2

18 Source: Golden View Drive Concept Report DRAFT, CRW October, 2011 Figure 1: Study Area 2.2 Land Use and Zoning Figure 2 presents land use for the study area. Figure 3 presents study area zoning. The Anchorage Municipal Code Improvement areas defined indicates that the zoning in this area is considered urban, and therefore urban design standards will apply to this project. Kinney Engineering, LLC 3

19 Source: ) Figure 2: Project Area Land Use Kinney Engineering, LLC 4

20 The land use and zoning within this study are predominantly residential, with scattered institutional (Goldenview Middle School) and parkland open areas. As Figure 3 indicates most of the area is zoned residential and large portions on either side of Golden View Drive remain undeveloped. Figure 3: Study Area Zoning Source: & Hillside District Plan, 2010) 2.3 Functional Classifications for Study Area Streets Current and Proposed Current Municipality of Anchorage & State of Alaska Functional Classifications Figure 4 summarizes study area street functional classifications presented in the Municipality of Anchorage Official Streets and Highways Plan (OSHP) with 2005 amendment. Kinney Engineering, LLC 5

21 (Source: OSHP, 2005) Figure 4: Functional Classification of Study Area Routes Table 1 summarizes study area street functional classifications presented in the Municipality of Anchorage Official Streets and Highways Plan (OSHP) with 2005 amendment and the State of Alaska Department of Transportation and Public Facilities Statewide Functional Class Update Project, February Those streets in the project area not mentioned in the table below are local streets. Kinney Engineering, LLC 6

22 Street Municipality of Anchorage Functional Classification (Official Streets and Highways Plan, with 2005 amendment) State of Alaska Functional Classification (DOT/PF Functional Class Update Project, adopted 2/2011) Golden View Drive (142 nd Ave. to Rabbit Creek Rd.) Golden View Drive (Rabbit Creek Road to Bulgaria Drive) Rabbit Creek Road (Seward Hwy. to Golden View Drive) Rabbit Creek Road (Golden View Drive to Hillside Drive) Old Seward Highway (Rabbit Creek to Potter Valley) Unnamed Golden View to Old Seward Connection Unnamed 156 th Avenue to Romania/Portugal Place Connection Class IC Neighborhood Collector Class I Residential Collector Class II Minor Arterial Class I Residential Collector 2011 OS&HP Update proposes upgrade to Class II Minor Arterial between the Seward Highway & Golden View Dr. See Figure 3.*) Class I Residential Collector Class IB Neighborhood Collector Class IB Neighborhood Collector Urban Collector Urban Collector (Rabbit Creek to Prominence Point), Rural Minor Collector (Prominence Point to Bulgaria) Urban Minor Arterial Urban Collector Urban Collector (Rabbit Creek Road to Tidewater), Rural Minor Collector (Tidewater to Potter Valley) N/A N/A Elmore Road Class IC Neighborhood Collector Urban Collector Mountain Air Drive Class IB Neighborhood Collector N/A Potter Valley Road Class I Residential Collector Rural Minor Collector Proposed 156 th Avenue Connector* Romania Drive* 2011 OS&HP DRAFT proposes Class IB Residential Collector 2011 OS&HP DRAFT proposes Class IB Residential Collector * 2011 DRAFT OS&HP Recommendations N/A N/A Table 1: Municipality and State of Alaska Functional Classifications with 2011 DRAFT OS&HP Recommendations Kinney Engineering, LLC 7

23 2.3.2 Functional Classification Recommendations Anchorage Bowl 2025 Long- Range Transportation Plan Appendix C of the Anchorage Bowl 2025 Long-Range Transportation Plan has recommendations for functional classification modifications to the OSHP to two streets in the Golden View Drive study area. (Mountain Air Drive and Unnamed Golden View to Old Seward Connection). Those revisions are included in the preceding table Official Street and Highways Plan (OS&HP) Update: 2011 Public Review Draft The DRAFT 2011 Update to the OS&HP includes recommendations for functional class revisions to hillside roads. Figure 5 highlights proposed changes to the OS&HP reflecting roadway connections and extensions proposed in the DRAFT 2011 OSH&P Update in the vicinity of Golden View Drive. Kinney Engineering, LLC 8

24 Figure 5: Proposed Functional Class Updates for Golden View Area Road in the Public Review DRAFT 2011 OS&HP Update 2.4 General Street Conditions Golden View Drive is a two-lane two-way residential collector street. (See Figure 6.) The roadway has two 11-foot wide, strip-paved lanes with a 2 gravel shoulder on the east side. On the west side shoulder area consists of a 100-foot long separated asphalt pathway from Rabbit Creek Road, becoming a 6-foot wide paved designated bike lane from Rabbit Creek to Bridgeview Drive, and an 8-foot gravel shoulder south of Bridgeview Drive. Golden View Drive is stop controlled at Rabbit Creek Road. All side streets Kinney Engineering, LLC 9

25 entering Golden View Drive are stop controlled. Rabbit Creek Road is a two lane two way minor arterial west of Golden View Drive and a residential collector east of Golden View Drive. The roadway consists of 2-12 foot travel lanes and 6 shoulders. Figure 6: Golden View Drive Aerial View (Source: MSRM Maps) 2.5 Intersections and Traffic Control There is one major intersection and 4 other intersections that are either designated as secondary roads or are intersections with crash or operational issues within the study area. These intersections are: Rabbit Creek Golden View Drive Golden View 156 th Avenue/Ricky Road Golden View Goldenview Middle School Golden View Prominence Pointe Drive Golden View Bluebell Drive The Rabbit Creek Road/Golden View Drive intersection is under two-way stop control. The Golden View intersection is illuminated in the area of the left turn channelization (6 electroliers).the lane configuration is shown in Figure 7: Rabbit Creek Golden View Drive Intersection, Lanes and Control below. Kinney Engineering, LLC 10

26 Aerial Photograph Source for all intersections: MSRM Maps Figure 7: Rabbit Creek Golden View Drive Intersection, Lanes and Control The Golden View 156 th Avenue/Ricky Road intersection is under two-way stop control. The lane configuration is shown in Figure 8 on page 12. Kinney Engineering, LLC 11

27 Figure 8: Golden View 156th Avenue/Ricky Road Intersection, Lanes and Control The Golden View Goldenview Middle School intersection is under stop control for the Goldenview Middle School approach, which consists of 2 one-way roadways separated by a grassy median. The lane configuration is shown Figure 9 below. Figure 9: Golden View Goldenview Middle School Intersection, Lanes and Control Kinney Engineering, LLC 12

28 The Golden View Prominence Pointe Drive intersection is under stop control for the Prominence Pointe approach, which consists of 2 one way roadways separated by a raised landscaped median. The lane configuration is shown in Figure 10, below. Figure 10: Golden View Prominence Pointe Drive Intersection, Lanes and Control The Golden View Bluebell Drive intersection is under stop control for the Bluebell Drive approach. The lane configuration is shown in Figure 11, below. Figure 11: Golden View Bluebell Drive Intersection, Lanes and Control Kinney Engineering, LLC 13

29 All other cross-streets are under stop sign control and yield to the Golden View Drive traffic. 2.6 Sight Distance Since Golden View Drive is a reconstruction project which will change both the typical section and grades along the route, existing stopping, intersection and pedestrian sight distance is not measured. As part of a reconstruction project, stopping, intersection and pedestrian sight distances will be provided commiserate with the design speed. 2.7 Pedestrian/Bicycle Facilities There is a shared path on the west side of Golden View Drive (wide shoulder) between Rabbit Creek Road and Bridgeview Drive. A separated path exists on Bridgeview Drive to the west of Golden View Drive. There is also a short separated path on Golden View Drive, between Rabbit Creek Road and 200 feet south. (See Figure 7) There are currently no pedestrian or bicycle facilities on Rabbit Creek Road beyond the existing 6 foot shoulders. A photo depicting the existing shared path and the Bridgeview Drive path is shown on Figure 12. Southbound Golden View Drive Westbound Bridgeview Drive Figure 12: Pathway Facilities on Golden View Drive and Bridgeview Drive 2.8 Transit Service The closest route to the Golden View Drive area served by People Mover is Route 2 which Kinney Engineering, LLC 14

30 travels as far south as O Malley Road and as far east as Lake Otis Parkway, about 3.5 miles from this project. According to the recently adopted Hillside District Plan, expanded transit service into the Golden View Drive area is not anticipated in the future. 2.9 Design Vehicle Design vehicles for this project are of concern for determining the geometrics of intersections, and to a lesser extent to determine lane requirements. The most frequent large vehicle will be the school buses that serve Middle School. There may be an occasional semi-trailer combination, for example moving vans or construction supplies, in which some lane encroachment during turns may be acceptable. The DCM (draft) Section 6.4B states that: However, for signalized intersections or intersections where signals are anticipated in the future, the right-turn movements shall be designed for a CITY-BUS (AASHTO) design vehicle, if buses are the largest vehicles expected to frequently turn in to or out of the side street, and there are no known commercial developments requiring frequent access of larger vehicles located within the area served by the signal. As such, it would be reasonable to select a CITY-BUS as the design vehicle for lane and intersection geometrics. The measured proportion of large vehicles (including all types of larger vehicles) is 5% of the traffic stream in the AM peak period and 2% in the PM peak period. The higher AM peak percentage is due to the mixture of school buses arriving and leaving Goldenview Middle School along with AM peak commuter traffic. Kinney Engineering, LLC 15

31 3 Future Projects and Plans Affecting Study Area 3.1 Population Data Population data is used as one of the parameters in forecasting traffic, and in some cases population annual growth rates are used as surrogate traffic growth rates. The Alaska Department of Labor and Workforce Development publish historical and forecast future population data for Alaska and the Municipality of Anchorage. Historical population data from 1998 to 2009 is published in the Alaska Population Overview, 2009 Estimates. Forecasted populations for years 2014 to 2034 are published in the Alaska Economic Trends, December 2010 report. The following figure presents a graph showing the department of labor values. Figure 13: Historical and Forecast Future Anchorage Area Populations Note that the figure presents 1.0% and 0.5% compound growth trend lines as a reference to show that the population growth from 2009 to 2034 roughly follows a 1.0% compound growth trend line. Kinney Engineering, LLC 16

32 3.2 Road Improvements Currently Underway The Municipality of Anchorage is in the design phase for 4 projects in the vicinity of Golden View Drive. These projects are part of a committed and planned network on or near Golden View Drive and, as such, affect the Golden View Drive analysis. These projects and latest estimated construction schedules are shown on the following table: Project Mountain Air/Hillside Drive Extension (Project #808) Golden View Drive Intersection & Safety Upgrades: Rabbit Creek to Romania Dr. (Subject project) Bluebell Golden View Drive Intersection Safety Improvements Potter Valley Road Surface Rehab., Old Seward Hwy. to Greece Dr. Project Description This project will construct a new collector connection south of Rabbit Creek Road and east of Golden View Drive. Improvements may include pavement, street lighting, drainage, and pedestrian facilities. Improvements at the Rabbit Creek Road/Mountain Air Drive intersection may be included as part of the project if the Alaska DOT is agreeable. This project will upgrade this collector street to current standards. Improvements are expected to include a new road base, pavement, a drainage system, pedestrian facilities, turn lanes, street lighting, and safety upgrades at the Rabbit Creek Road intersection. This project will construct safety improvements to this intersection. Exact scope will be determined during design study, which is underway. Estimated Begin Construction May, 2012 June, 2013 August, 2012 This project will overlay or replace pavement on this collector street. July, 2016 Table 2: Municipality of Anchorage Planned Projects in the vicinity of Golden View Drive 3.3 Alaska Department of Transportation & Public Facilities (DOT/PF) Projects DOT/PF is currently engaged in a hillside roads planning effort. This effort centers on DeArmoun, Huffman and O Malley Roads. A portion of Huffman Road is currently under construction between the Old Seward Highway and Lake Otis Parkway. The remaining routes in the planning area are in various stages of design. DOT/PF does not show other projects in the vicinity of Golden View Drive or a definitive timetable for their construction with the exception of scheduled pavement overlay only projects. 3.4 Planning Documents This section addresses plans and known projects that influence or are impacted by this project. Kinney Engineering, LLC 17

33 3.4.1 Anchorage 2020 Plan Anchorage 2020 Anchorage Bowl Comprehensive Plan, February 2001 by the Municipality of Anchorage discusses the Hillside as a key planning issue that will influence future growth. The plan addresses the Hillside as follows: Traditional low-density development continues on the upper Hillside. Strategic and limited revisions to zoning and public water/sewer extensions permit additional small-lot subdivisions on the lower Hillside. Significant environmental features are protected and integrated into new subdivisions and public facilities. Transportation and other lane use decisions reduce traffic congestion and trip generation. Hillside wildfire dangers are addressed through an active management program. The plan does not call for land use changes in the Golden View Drive area from the existing residential use and leaves the determination of potential sites for neighborhood commercial centers with the Hillside District Plan. The improvements proposed by the Golden View Drive project are compatible with the elements of the 2020 Plan AMATS Long Range Transportation Plan The Municipality of Anchorage AMATS Anchorage Bowl 2025 Long-Range Transportation Plan with 2027 Revisions, April 2007 is a comprehensive document for surface transportation planning. The following sections discuss road, pedestrian, bicycle, transit and freight mobility elements of the LRTP with emphasis on how the LRTP will affect this development. Kinney Engineering, LLC 18

34 LRTP Roadway, Pedestrian, and Bicycle Elements Figure 14 provides a diagram of the proposed LRTP roadway improvements in the Golden View Drive area. Most of the roadway improvements also will provide pedestrian and bicycle improvements. Source: Anchorage Bowl 2025 Long-Range Transportation Plan with 2027 Revisions, April 2007 Figure 8-1 Figure 14: Recommended 2005 LRTP Road Projects Kinney Engineering, LLC 19

35 The following tables list roadway, pedestrian and trail projects from the 2005 Long Range Transportation Plan in the vicinity of Golden View Drive : Long Range Transportation Plan Table 8-1. Recommended Road Improvement Projects Short Term Projects ( ) Project Number Facility Name From To Project Purpose & Description Mountain Aire Drive Unnamed (Heritage Land Bank/Mental Health Trust/Private) Long-Term Projects ( ) Seward Highway Elmore Road Extension Rabbit Creek Road Rabbit Creek Road Golden View Drive Potter Weigh Station Rabbit Creek Road Seward Hwy. E. 164 th Avenue Potter Valley Road/Old Seward Hwy. Rabbit Creek Road DeArmoun Road Golden View Drive Add new facility extend Mountain Air Dr. from Rabbit Creek Rd. to E. 164th Ave. (extended); Purpose: Circulation and access; Facility class: Collector; Length of project: 1 mile; Length of new sidewalk: 0 mile; Length of new pathway: 1 mile; Estimated cost: To be determined; Funding source: To be determined; Linked project(s): None. Add new facility from Golden View Dr. to Potter Valley Rd./Old Seward Hwy.; Purpose: Circulation and access; Facility class: Collector; Length of project: 1 mile; Length of new sidewalk: 0 mile; Length of new pathway: 1 mile; Estimated cost: To be determined; Funding source: To be determined; Linked project(s): None. Reconstruct and widen Seward Hwy. between Potter Weigh Station and Rabbit Creek Rd.;Purpose: Circulation, access, and freight; Facility class: Freeway (1); Length of project: 2.65 miles; Length of new sidewalk: 2.65 miles; Length of new pathway: 2.65 miles; Estimated cost: $35; Funding source: TIP; Linked project(s): 303 and 311; Priority: Long term ( ) Add new facility extend Elmore Rd. from Rabbit Creek Rd. to DeArmoun Rd.; Purpose: Circulation and access; Facility class: Collector (5); Length of project: 1 mile; Length of new sidewalk: 2 miles; Length of new pathway: Not applicable; Estimated cost: a $8; Funding source: TIP; Linked project(s): 805. Upgrade to 3-lane arterial; Purpose: Capacity; Facility class: Minor arterial (4); Length of project: 1 mile; Length of new sidewalk: 1 mile; Length of new pathway: 1 mile; Estimated cost: a $4.5; Funding source: TIP; Linked project(s): 702. Long Range Transportation Plan Table 8-2. Recommended Pedestrian and Trail Projects-Improvements Associated with Recommended Road Projects Project Number 702 Facility Name From To Sidewalk Miles Elmore Road Extension Rabbit Creek Road 708 Rabbit Creek Road Seward Hwy. DeArmoun Road Golden View Drive 2 N/A 1 1 Separated Pathway Miles Table 3: Recommended Road Improvement Projects & Pedestrian and Trail Projects from 2005 LRTP Kinney Engineering, LLC 20

36 LRTP Transit Elements Transit elements contained in the 2005 LRTP to not extend south of DeArmoun Road as the housing density in the Golden View Drive area is insufficient to support bus routes in this area LRTP Freight Elements There are no freight routes or generators in the Golden View Drive vicinity Areawide Trails Plan, Anchorage Pedestrian Plan & Anchorage Bicycle Plan Areawide Trails Plan The Municipality s Areawide Trails Plan, 1997, includes the following Hillside trails in the vicinity of the Golden View Drive project area in their Top 50 Trail Projects listing: Elmore Road: Rabbit Creek Road to DeArmoun Road (unpaved) Rabbit Creek Road: Old Seward to Golden View Appendix 3 of the Areawide Trails Plan lists potential trails and other pedestrian projects in the vicinity of Golden View Drive including: Elmore Road: DeArmoun to Rabbit Creek Trail Golden View Equestrian trail Rabbit Creek Road: Old Seward Highway to Hillside Anchorage Pedestrian Plan Since the publication of the Areawide Trails Plan, two additional documents relating to MOA Nonmotorized Transportation Plan have been adopted by the Municipality of Anchorage. The Anchorage Pedestrian Plan was adopted in October, 2007 and the Anchorage Bicycle Plan was adopted in March, Kinney Engineering, LLC 21

37 Hillside project priorities in the vicinity Golden View Drive included in the Anchorage Pedestrian Plan are shown on the map to the left. Figure 15: Anchorage Pedestrian Plan Priority Projects in Southeast Anchorage Specific Pedestrian Plan priority projects in this area are as follows: Project Priority Number Project Total Points Improvement Type Length of Project Cost Estimate (2007) 212 Rabbit Creek Rd separated pedestrian Missing 7 facilities to Golden View Sidewalk 12,900 Ft $1,290, Rabbit Creek Rd Seward Hwy to Missing link 3 Golden View Drive walkway 10,000 Ft. $1,000, Elmore Road Huffman Rd to O'Malley Missing 3 Rd sidewalk 9,700 Ft. $970, Golden View Drive Rabbit Creek Road Missing 2 to Bridgeview Drive sidewalk 2,250 Ft. $450, Rabbit Creek Rd separated pedestrian Missing 2 facilities. Golden View Drive east sidewalk 13,000 $2,600, Elmore Road DeArmoun to Rabbit Missing link 2 Creek Rd foot bridge walkway 350 Ft. $200, Mountain Aire Drive 2 Missing link sidewalk 480 Ft. $48, Rabbit Creek Mountain Aire Drive 2 Crossing NA $150, Old Seward Highway to Potter Valley Missing 0 Road sidewalk 13,000 Ft. $650,000 Table 4: Anchorage Pedestrian Plan Priority Projects in the Golden View Drive Area Anchorage Bicycle Plan Proposed bicycle network routes on the Hillside included in the Anchorage Bicycle Plan are shown on the following map. Kinney Engineering, LLC 22

38 Source: Anchorage Bicycle Plan, 2010 Figure 16: Anchorage Bicycle Plan Proposed Bicycle Network in Southeast Anchorage The plan calls for the following bicycle network elements on nearby Hillside Roads (either existing or proposed). Kinney Engineering, LLC 23

39 Paved Shoulder Shared Use Bicycle Separated Multi Route Bikeway Roadway Lane Use Path Rabbit Creek Road X X X Golden View Drive X X X Old Seward Highway Mountain Aire Drive X X Potter Valley Road Future Golden View to Old Seward Connection Elmore Road X X Evergreen/Buffalo Connection Table 5: Anchorage Bicycle Plan Priority Projects in the Golden View Drive Area Specific bicycle network projects included in the Bicycle Plan are shown in Table 6. Core or Collision Route shoulder shoulder shoulder bicycle lane Bicycle System shared shoulder Separated Pathway & Trail to Trail Connector bicycle lane bicycle lane separated path separated path separated path separated path X X X X Bicycle Network Project Elmore Road Extension-Rabbit Creek Road to DeArmoun Road Evergreen Drive-Rabbit Creek Road to Buffalo Street and DeArmoun Road Golden View Drive-Rabbit Creek Road to Ransom Ridge Road Golden View Drive-Rabbit Creek Road to Romania Drive Golden View Drive-Rabbit Creek Road to Romania Drive Golden View Drive Connector- Old Seward Highway to Golden View Drive Mountain Aire Drive-Rabbit Creek Road to future developments Old Seward Highway-Rabbit Creek Road to Potter Creek Road Potter Valley Road-Old Seward Highway to Greece Road Rabbit Creek Road-Evergreen Drive to Clarks Road Rabbit Creek Road-Seward Highway to Golden View Drive Rabbit Creek Road-Seward Highway to Golden View Drive Type* Construction Year Distance (miles) R LRTP 0.7 Estimated Project Cost S 1.18 $40,000 DC 0.87 $50,000 R R R 1.09 $3,000,000 R R 2.6 $85,000 S.M 2.0 $70,000 S.M 1.16 $40,000 R 2.1 $67,000 R 2.1 $2,600,000 *Project Types: R=Design, construction with road project; DC=Design, construction; S=Add signage; M=Add striping & markings Table 6: Anchorage Bicycle Plan Recommended Bicycle Network (Golden View Area) Kinney Engineering, LLC 24

40 3.4.4 Official Street and Highways Plan (OS&HP) Update: 2011 Public Review Draft The DRAFT 2011 Update to the OS&HP includes recommendations for functional class revisions to hillside roads. Figure 5 on page 9 under the functional classification section highlights proposed changes to the OS&HP reflecting roadway connections and extensions proposed in the DRAFT 2011 OS&HP Update in the vicinity of Golden View Drive Hillside District Plan Hillside District Plan Current and Proposed Projects The Municipality of Anchorage adopted the Hillside District Plan in April, This plan incorporates recommendations contained in the 2008 Transportation Alternatives Report. The following map and tables detail the roadway improvement projects proposed in the Hillside District Plan. Previously planned road improvements from the LRTP and MOA Capital Improvement Projects form the baseline of recommended projects. In addition to those previously identified needs, the HDP Alternatives Report project team has added additional roadway projects and connections that will serve as a framework for the future. The following map and tables outlines additional proposed HDP road projects and identifies linkages back to the LRTP and MOA CIP. Kinney Engineering, LLC 25

41 Figure 17: From Hillside District Plan Alternatives Report: All Planned Roads Specific projects from the Hillside District Plan in the vicinity of Golden View Drive are listed in Attachment C Hillside District Plan Special Study Areas The Hillside District Plan has designated four Special Study Areas, three of which are in the vicinity of Golden View Drive. The purpose of the special study areas is to conduct further studies for a range of alternatives. Existing connectivity is inadequate but exact alignment, road function and phasing requires additional analysis to address challenging site conditions, need for phasing, impacts to the surrounding road system, and impacts to surrounding neighborhoods. Analysis will be conducted in a manner consistent with MOA s Context Sensitive Design policy and will involve the public in project scoping and design. The special study areas are shown in Figure 18. Kinney Engineering, LLC 26

42 Figure 18: Hillside District Plan Special Study Areas A description of the study areas from the 2010 HDP follows: A. North-south connections between DeArmoun and Rabbit Creek Road in the area from Elmore to Evergreen Street. Connections in this area will need to resolve the most practical creek crossings, traffic control through the neighborhoods, and intersections with Rabbit Creek Road in light of its predicted Level of Service (LOS) F traffic. Challenges along the Elmore alignment include grades and sightlines (particularly at the Rabbit Creek Road intersection), grades down to Elmore Creek, the valley at Rabbit Creek, the natural gas line, and the water utility line. B. East-west connection of Jamie Road or Shangri La area to 152nd Avenue. This east-west connection must be phased after connections to Mountain Air Drive are in place and improvements have relieved congestion along Golden View Drive from 152nd to Rabbit Creek Road in order to avoid further impacts to the Rabbit Creek/Golden View intersection. Grades and soils are further concerns. D. East-west connection from south Golden View Drive to lower Potter Valley Road. The road will have to be designed to serve as a collector for new development in the existing Legacy Pointe area, as well as carry traffic from the upper Hillside, as an alternate route to Golden View Drive. The alignment and design must consider grades, wetlands, streams, traffic volumes, and the amount of cut-and-fill. The new collector must be phased with improvements to the lowest curve on Potter Valley Road and the intersections of the Old and New Seward Highways as traffic volumes increase HDP Evaluation of Proposed Road Network The 2008 Hillside District Plan Transportation Alternatives Report (referenced in the 2010 HDP) conducted roadway analysis for 5 development scenarios. The 2010 Hillside District Kinney Engineering, LLC 27

43 Plan summarizes these scenarios and includes Hillside traffic projections for Scenario 5 (Full Build-out Land Use with Framework Plan HDP Road Network). Scenario 5 Full Build-out Land Use with Framework Plan HDP Road Network. Neighborhood concerns and potential wetland impacts prompted an adjustment to the full HDP road network for the Framework Plan. Road segments such as Bridgeview Drive to Golden View Drive and Rabbit Creek Road to Hillside Drive were pulled out of the full HDP roads network and a final scenario was examined for the Framework Plan. Results from this model indicate an increase in traffic volumes on Elmore Road and Golden View Drive. A portion of the Full Build-Out figure from the 2010 Hillside District Plan for the Golden View Drive area is shown in Figure 19. Figure 19: Full Build-Out Lane Use with Framework Plan HDP Road Network The following discussion of Scenario 5 is contained in the 2010 HDP. Results from the model indicate an increase in traffic volumes on Elmore Road and Golden View Drive for Scenario 5, as compared to Scenarios 3 and 4, but the intersection remains under capacity. With the recommended connections, all Hillside roadways are anticipated to Kinney Engineering, LLC 28

44 function without unacceptable congestion. The critical improvements needed to reduce the congestion along Golden View Drive are the additional connections to Rabbit Creek Road from Mountain Air Drive (running east of and generally parallel to Golden View) and the new road through the Legacy Pointe Subdivision (at the south end of Golden View Drive, extending down to Potter Valley Road). In addition, the plan proposes improving internal circulation in the area by extending 156th Avenue (which runs parallel to and just south of Rabbit Creek Road) east of Golden View Drive to Mountain Air Drive Transit Discussion from the Hillside District Plan Transportation Alternative Report The HDP Transportation Alternatives Report contains a discussion of possible changes to transit service areas. The following is a summary from that report: Land use changes under consideration for the HDP do not warrant changes to the public transit service area map. The build-out scenario does not change land use densities to a degree which would warrant expanding the service area coverage the low density land use would not make service economical. As discussed earlier in the report, transit service does not extend south of O Malley Lake Otis Parkway; a distance of 3.5 miles from Golden View Drive and the HDP does not propose any expansion of transit service to the south Anchorage School District Southeast Anchorage Elementary School Site Selection The Anchorage School District completed an elementary school site selection report for southeast Anchorage in This study evaluated three (3) potential elementary school sites in southeast Anchorage. Two of these potential sites are in the vicinity of Golden View Drive. An excerpt from Figure 1 of the Anchorage School District Southeast Elementary School Site Selection Traffic Impact Analysis showing these locations is shown in Figure 20. Kinney Engineering, LLC 29

45 Figure 20: South Anchorage Functional Road Classification (Existing) Showing School Site Locations Sites A and B are located near the Golden View Drive corridor and each includes recommendations for upgrades to roads adjacent to the sites. Site A calls for signalization of the Rabbit Creek Road/Golden View intersection along with improvements to Golden View Drive and Ricky Road. Site B calls for signalization of the Rabbit Creek Road/Golden View intersection along with improvements to Golden View Drive and Ricky Road. Kinney Engineering, LLC 30

46 3.4.7 Municipality of Anchorage Pedestrian Safety for Elementary & Middle Schools ( ) A map of the Goldenview Middle School walking routes is shown in Source: MOA SRTS Publication, School Year Figure 21. Source: MOA SRTS Publication, School Year Kinney Engineering, LLC 31

47 Figure 21: Goldenview Middle School Walking Area All of the walking routes to Goldenview Middle School are within the Goldenview Gate Subdivision, west of Golden View Drive and south of Rabbit Creek Road. No student is required to walk along Golden View Drive. Golden View Drive has been designated by the Anchorage School District Hazardous Transportation Committee as a hazardous route for school walking purposes, meaning that students are not required to cross the street as there is no designated safe crossing location of Golden View Drive. The Golden View Drive area is in the attendance areas for South High School and Bear Valley Elementary School. However, all students from this area are bussed to school. A discussion of issues relating to Goldenview Middle School is contained in Section on page Known Development Plans There are no known development plans in the vicinity of Golden View Drive. 4 Traffic Conditions Published traffic data was gathered and supplemented with field data for the purpose of determining the design designations to be used for Golden View Drive. This data included: Posted and measured speeds (MOA and KELLC collected) Traffic Volume Historical Data (AADT, PTR, and KELLC collected data) Population Data Intersection Turning Movements Counts 4.1 Posted Speeds and Measured Speeds Posted speeds in the project area are presented below. Street Posted Speed Posted Speed (MPH) Street (MPH) Golden View Drive 35 Old Seward Highway 45 Rabbit Creek Road 45 All Other Routes 25 Table 7: Posted Speeds Kinney Engineering, LLC 32

48 Results of speed studies taken on Golden View Drive and Bridgeview Drive between 2005 and 2011 are presented below. Location Date NB 85% Speed NB Average Speed SB 85% Speed SB Average Speed 0.2 miles south of Bluebell 5/18/ north of Prominence Pointe 4/21/ Near Goldenview Middle School Driveway 9/22/ Table 8: KELLC Golden View Drive Speed Study Results 4.2 Other speed studies on Golden View Drive and adjacent routes Bridgeview Drive 2005 (MOA) & 2011 (KELLC) Location 85 th Percentile Speed Type Date Street Placement North South East West Bridgeview Bridgeview Between Cape Seville and Golden View Between cape Seville and Nobel Point 24 Hour 24 Hour Bridgeview Drive* East end near School 24 Hour North end south of Bridgeview Drive* covered bridge * Data collected by KELLC Golden View Drive 2005 (MOA) 24 Hour 8/9/ /10/ /9/ /10/ /26-29/2011 9/26-29/ Location 85 th Percentile Speed Type Date Street Placement North South East West Golden View South of Rabbit Creek Bridgeview Drive 2006 (MOA) 24 Hour 5/3/ /3/ Location 85 th Percentile Speed Type Date Street Placement North South East West Bridgeview Bridgeview Between Cape Seville and Golden View Between cape Seville and Nobel Point 24 Hour 24 Hour 5/23/ /24/ /23/ /24/ Table 9: Results of 2005 and 2006 Municipality of Anchorage and 2011 KELLC Speed Studies on Golden View Drive and Bridgeview Drive Kinney Engineering, LLC 33

49 The tables demonstrate that speed profiles on Golden View Drive have not changed significantly between 2005 and Golden View Drive speed studies exhibit 85 th percentile speeds nearly 10 miles per hour above the posted speed. Bridgeview Drive speeds have been included here because many residents of Golden View Gate Subdivision felt that they experience cut-thru traffic bound for Golden View Drive from Rabbit Creek Road. Speeds on Bridgeview Drive vary considerably from 2005 to 2006 and beyond. This could be due in part to 6 speed humps that were placed on Bridgeview Drive. Speed hump locations on Bridgeview Drive are shown on Figure 22. Main Street Bridgeview Drive Bridgeview Drive Bridgeview Drive Bridgeview Drive Bridgeview Drive Cross Street West Goldenview Middle School Cape Seville Drive (east Cape Seville Drive (west end) West of Noble Point Cape Seville Drive (north end) Figure 22: Bridgeview Drive Speed Hump Locations 4.3 Traffic Volume Historical Data The following section presents an inventory of the published traffic and demographic data which is used in the calculation of the design designations. Included in this section is data from past reports covering: Average annual daily traffic KELLC and MOA traffic counts Permanent traffic recorder information Annual population estimates Kinney Engineering, LLC 34

50 This data was used in combination with collected field data as the basis of the analysis conducted under Section 6 on page 66 which produces the design designation report elements Past Average Annual Daily Traffic The following tables summarize, by segment, the Average Annual Daily Traffic (AADT) from 1996 to 2010 for major streets within the study area. The sources of these AADT values are the Alaska Department of Transportation and Public Facilities (ADOT&PF) Central Region Annual Traffic Volume Report(s). Kinney Engineering, LLC 35

51 Rabbit Creek Road (CDS Route ) Segment Old Seward Hwy to Elmore Rd 6,200 5,360 6,150 6,020 7,029 7,230 7,251 7,781 8,782 8,630 9,164 9,399 9,250 8,022 8,070 Elmore Rd to Golden View Dr 4,550 4,600 5,095 4,980 4,535 5,701 6,040 7,817 7,500 7,370 8,002 8,212 7,549 7,089 7,130 Golden View Dr to Clarks Rd 1,814 1,900 2,180 2,155 2,285 2,350 2,512 2,607 2,550 2,510 2,612 2,857 2,810 2,394 2,410 Source: DOT/PF Central Region Annual Volume Reports Table 10: Past AADTs: Rabbit Creek Road Segments Golden View Drive (CDS Route ) Segment North of 142nd St to Rabbit Creek Rd Rabbit Creek Rd to Bulgaria Dr 1,160 1,200 1,230 1,465 1,251 1,290 1,795 1,851 1,889 1,860 2,664 2,610 2,570 2,194 2,210 Source: DOT/PF Central Region Annual Volume Reports Table 11: Past AADTs: Golden View Drive Segments KELLC and MOA Traffic Counts KELLC performed speed studies and counts on Bridgeview Drive from September 23-27, Speed study results are summarized in Table 9. Volume counts taken on Bridgeview Drive at the same time produced the following results. Location Dates Eastbound Westbound Northbound Southbound TOTAL Bridgeview Drive near Goldenview Middle School 9/23-27/ Bridgeview Drive near covered bridge (Rabbit Creek end) 9/23-27/ ,338 1,242 2,580 Table 12: KELLC Counts Taken on Bridgeview Drive, September, 2011 Kinney Engineering, LLC 36

52 The Municipality of Anchorage has conducted both intersection and mid-block volume counts in the Golden View Drive area. A summary of MOA counts taken between 2002 and 2009 is shown in Table 13. North/South Street East/West Street Date North South East West TOTAL AADT Golden View Drive 162nd Avenue 5/4/ Golden View Drive Prominence Point Drive 5/4/ Golden View Drive Rabbit Creek Road 5/9/ Golden View Drive Rabbit Creek Road 6/21/ Golden View Drive Rabbit Creek Road 6/17/ Golden View Drive Bluebell Drive 5/5/ Golden View Drive south of Rabbit Creek Road 5/4/ Bridgeview Drive Bridgeview Drive Bridgeview Drive Bridgeview Drive Between Cape Seville and Golden View Drive 8/10/ between Cape Seville and Noble Point 8/10/ Between Cape Seville and Golden View Drive 5/24/ between Cape Seville and Noble Point 5/24/ Table 13: Municipality of Anchorage Intersection Approach and Mid-Block Counts: Permanent Traffic Recorder (PTR) Data The Central Region Alaska Department of Transportation publishes an Annual Traffic Volume Report which has annual Permanent Traffic Recorder (PTR) summaries for locations in the Project area. The nearest PTR in the vicinity of the project study area is on O Malley Road, east of the Seward Highway. O Malley Road serves a similar road function as Rabbit Creek Road; therefore the data will be used to support assumptions made about Rabbit Creek Road and Golden View Drive. Figure 23, on page 38, presents the 2010 PTR summary for this location. Kinney Engineering, LLC 37

53 Figure 23: O Malley Road PTR Location Map 4.4 Intersection Turning Movement Counts Turning movements were observed by Kinney Engineering, LLC at key intersections in the study area. Figure 24 on page 39 presents the AM and PM peak hour counts observed at these intersections. Kinney Engineering, LLC 38

54 Figure 24: Existing Golden View Drive Peak Hour Turning Movements (Intersections with Collector Functional Class Kinney Engineering, LLC 39

55 5 Crash Analysis 5.1 Crash Types and Severity The most recent 10 years ( ) of crash data on Golden View Drive was gathered and analyzed to determine crash rates and patterns at intersections and segments along this route. Nearly all of the 71 crashes recorded on Golden View Drive from Rabbit Creek Road to Romania Drive were located at intersections; therefore a separate segment crash analysis is not necessary. Table 14 shows the locations of reported crashes on Golden View Drive from by location and severity. Table 15 shows these crashes by year and severity Golden View Drive Crashes by Intersection/Segment Intersection/Segment Non-Incapacitating/Possible Property Grand Unknown Injury Damage Only Total Golden View 162nd Avenue 3 3 Golden View 164th Avenue 1 1 Golden View 172nd Avenue Golden View Bluebell Drive Golden View Bridgeview Drive Golden View Prominence Point Drive 2 2 Golden View Ransom Ridge Road Golden View Ricky Rd/156th Ave 5 5 Golden View Romania Drive Golden View Drive bet Bluebell Drive & Romania 1 1 Golden View Drive bet Ransom Ridge & 172nd 2 2 Golden View Drive near Goldenview MS 1 1 Rabbit Creek Golden View Drive Grand Total Table 14: Crashes at Golden View Drive Intersections and Segments by Severity Kinney Engineering, LLC 40

56 Year Golden View Drive Crashes by Year Non- Incapacitating/Possible Injury Property Damage Only Unknown Grand Total Grand Total Table 15: Crashes at Golden View Drive by Year and Severity Following is an analysis of the crash severity on Golden View Drive as a whole. Severity Number % of Total MOA Population % Statement of Significance Fatality % 0.30% Less Than Populations Major Injury % 2.31% Less Than Populations Minor Injury % 26.60% Less Than Populations Property Damage Only % 70.79% Table 16: Crash Severity Summary, Golden View Drive, 1999 to 2008 Crash severity is not statistically overrepresented for any injury category. This means that no injury category on Golden View Drive was proportionally above the Municipal population average during the study period. The following table summarizes crashes on Golden View Drive by crash type. Kinney Engineering, LLC 41

57 Golden View Drive Crashes by Crash Type & Severity Crash Type Non- Incapacitating or Possible Injury Property Damage Only Unknown Grand Total Ditch Embankment 1 1 Mailbox 1 1 MEDIAN BARRIER 1 1 Moose 9 9 Other 1 1 Other Fixed Object 1 1 Overturn 2 2 Parked Vehicle 1 1 RAN OFF ROAD 1 1 Sign 1 1 Tree/shrub Vehicle - Angle Vehicle - Head On Vehicle - Head On (CODED as ANGLE) 1 1 Vehicle - Rear End Grand Total Table 17: Golden View Drive Crashes by Crash Type and Severity Table 17 indicates the rear end and right angle crashes represent 31, or 43.7% of the total crashes on Golden View Drive. 5 of these involved minor injury. Single vehicle run-off-theroad crashes represented 22.5%, Moose at 12.7%, rear end at 12.7% and head-on at 5.6%. 5.2 Month, Day, Hour, Light Conditions Roadway Surface Conditions & Human Circumstances To further analyze crashes Golden View Drive with respect to month of year, day of week and time of day, the following figures have been prepared. Kinney Engineering, LLC 42

58 Figure 25: Golden View Drive Crashes by Month and Severity Figure 26: Golden View Drive Crashes by Day of Week and Severity Kinney Engineering, LLC 43

59 Figure 27: Golden View Drive Crashes by Time of Day As shown on Figure 25, over 69% of the total crashes on Golden View Drive occur during the winter months (November-March). The higher numbers of crashes during the winter months may be due in part to winter driving conditions on the Hillside. Figure 26 illustrates a higher number of crashes occurring during the Tuesday-Friday time period (64% of the total crashes). Figure 27 Shows 25.4% of the total crashes on Golden View Drive occur during the 7AM-9AM morning commuter and Goldenview Middle School Peak period, correlating with the most congested time period of the day. Another 15.5% of total crashes occur during the 2PM-4PM time period, corresponding in part with the release of Goldenview Middle School. An additional 8.5% occur during the 6PM-7PM time period. Figure 28 shows crashes on Golden View Drive by ambient light conditions. Kinney Engineering, LLC 44

60 Figure 28: Golden View Drive Crashes by Ambient Light Conditions Nearly 55% of total crashes on Golden View Drive occur during periods of darkness or twilight which reflects the higher numbers of crashes during winter months depicted in Figure 25. The following figure shows crashes on Golden View drive by roadway surface conditions at the time of the crash. Kinney Engineering, LLC 45

61 Figure 29: Golden View Drive Crashes by Roadway Surface Conditions As shown in Figure 29, the majority of crashes occur during snow or ice roadway surface conditions. These crashes account for 67.65% of all crashes on the corridor. This correlates with the somewhat higher incidence of crashes on Golden View Drive during the winter months. An additional 8.45% occurred during wet roadway surface conditions. Figure 30 shows crashes on Golden View Drive by Human contributing factor. Of those crashes where a human contributing factor was cited, 33.3% cited unsafe speed, 15.6% cited driver inattention, 13.3% cited failure to yield, and 24.4% cited other factors. Kinney Engineering, LLC 46

62 Figure 30: Golden View Drive crashes by Human Circumstance 5.3 Crash Rates The Rate Quality Control Method establishes an upper control limit (UCL) to determine if the facility s crash rate (crashes per million entering vehicles or crashes/mev) is significantly higher than crash rates for facilities with similar characteristics. The UCL, or critical rate, is determined statistically as a function of the statewide average crash rate for the facility category (i.e., highway or intersection) and the vehicle exposure at the location being considered. Facilities with rates that exceed the UCL are inferred to be well above the population average at the stated confidence level, and would therefore have a significant crash experience that is not likely to be due to chance. Also, the ratio of actual rate divided by the UCL is defined as the safety index. Table 18 on the following page summarizes the crash rates during the study period for intersections on Golden View Drive. Figure 31 shows Golden View Drive crash locations by intersection and segment. Kinney Engineering, LLC 47

63 Crash Rates for Golden View Drive Intersections Intersection Intersection Crashes 1999 to 2008 Average Entering AADT 1999 to 2008 Million Entering Vehicles (MEV) Crashes / MEV =Estimated Side Street Volume Control State Populations ( ) 95.00% Confidence Above Average Above Average? Above Critical Above Critical? Below Average Golden View 162nd Avenue 3 2, Stop (4 leg) no no Golden View 164th Avenue 1 2, Stop (3 leg) no no Golden View 172nd Avenue 4 2, Stop (3 leg) no no Golden View Bluebell Drive 12 2, Stop (3 leg) yes yes Golden View Prominence Point Drive 2 2, Stop (3 leg) no no Golden View Ransom Ridge Road 4 2, Stop (3 leg) yes no Golden View Ricky Rd/156th Ave 5 2, Stop (4 leg) yes no Golden View Romania Drive 3 2, Stop (3 leg) no no Golden View Bridgeview Drive 6 2, Stop (3 leg) yes no Rabbit Creek Golden View Drive 27 5, Stop (4 leg) yes yes Safety Index Table 18: Crash Rates at Golden View Drive Intersections Kinney Engineering, LLC 48

64 Figure 31: Golden View Drive Crash Locations Kinney Engineering, LLC 49

65 Figure 32: Rabbit Creek Golden View Drive Crashes Kinney Engineering, LLC 50

66 Figure 33: Golden View Bluebell Drive Crash Diagram for Crashes Kinney Engineering, LLC 51

67 As shown on Table 18, two intersections on Golden View Drive have actual crash rates per million entering vehicles (MEV) that are higher than the state population average and above the upper control limit (UCL) for similar intersections. These intersections are: Golden View Bluebell Drive Golden View Rabbit Creek Road Crash diagrams for these intersections are shown on Figure 32 and Figure 33. Three additional intersections have actual crash rates per million entering vehicles (MEV) that are higher than the state population average. These intersections are: Golden View Ransom Ridge Road Golden View 156h Avenue/Ricky Road Golden View Bridgeview Drive 5.4 Crash Analysis for Golden View Drive Intersections with a Critical Crash Rate As stated earlier, two intersections on Golden View Drive have actual crash rates per million entering vehicles (MEV) that are higher than the state population average and above the upper control limit (UCL) for similar intersections. These intersections are: Rabbit Creek Golden View Drive Golden View Bluebell Drive Rabbit Creek Golden View Drive Crashes The following table summarizes crashes by year and by type, during the study period, at the intersection for Rabbit Creek Golden View Drive. Kinney Engineering, LLC 52

68 Crash Category Left Turn Other Overtaking Sideswipe Rear End Right Angle Annual Totals Crash Type Total Table 19: Crash Type by Year at Rabbit Creek Golden View Drive, 1999 to Overrepresented Crashes The following table summarizes crash type proportions, their population proportion and an assessment of significance for the intersection of Rabbit Creek Road and Golden View Drive. Crash Type Number % MOA Population % Left Turn % 5.97% Other % 6.73% Overtaking Sideswipe % 9.77% Rear End % 30.60% Right Angle % 18.36% TOTAL for INTERSECTION 27 Statement of Significance Not Statistically Significant No Conclusion Possible Not Statistically Significant Not Statistically Significant Much higher than average; this crash type is statistically over represented. Table 20: Crash Type Proportions, Rabbit Creek Golden View Drive, 1999 to 2008 Review of the accident proportion by crash type indicates that the right angle crash type is proportionally overrepresented at this intersection. Out of the 27 crashes reported during the study period, right angle crashes account for 13, or 48% of the crashes at this intersection. Mitigation measures that target these crash types should reduce the overall high crash rate at this intersection. Kinney Engineering, LLC 53

69 Crash Severity Severity of crashes can be statistically over represented along a segment of roadway or at an intersection in addition to crash types. Following is an analysis of the crash severity at the intersection of Rabbit Creek Road and Golden View Drive. Severity Number % of Population MOA Population Statement of Significance % Fatality % 0.30% Less than Populations Major Injury % 2.31% Less than Populations Minor Injury % 26.60% Not Statistically Significant Property Damage Only % 70.79% Not Statistically Significant Table 21: Crash Severity Summary: Rabbit Creek Golden View Drive, 1999 to 2008 Crash severity is not statistically overrepresented for any of the three injury categories at the intersection of Rabbit Creek Road and Golden View Drive. This means that no injury category at this intersection was proportionally above the Municipal population average during the study period. Table 22 table presents crash severity by crash type for this intersection. Crash Severity Crash Type Minor Injury Property Damage Only Grand Total Left Turn 2 2 Other Overtaking Sideswipe 2 2 Rear End Right Angle Grand Total Table 22: Crash Severity by Crash Type, Rabbit Creek Golden View Drive, 1999 to 2008 Table 22 indicates the right angle crashes represent 4, or 57% of the 7 minor injury crashes. Countermeasures that mitigate the right angle crashes, shown to be Kinney Engineering, LLC 54

70 overrepresented during the study period, should also have a significant impact on the number of minor injury crashes at this intersection Monthly, Daily, and Hourly Crash Distribution The following figures have been prepared to present crashes at this intersection by time of year, day of the week, and time of day. Issues related to the seasons, specific days of the week, or times of the day such as rush hour or events can be illustrated by looking into when crashes are occurring. Figure 34: Crashes by Time of year Kinney Engineering, LLC 55

71 Figure 35: Crashes by Day of the Week Figure 36: Crashes by Time of Day Kinney Engineering, LLC 56

72 As shown on Figure 34, nearly 60% of the total crashes at Rabbit Creek Road and Golden View Drive occur during the winter months (December-March). The higher numbers of crashes during the winter months may be due in part to winter driving conditions on the Hillside. Figure 35 illustrates a higher number of crashes occurring during the Tuesday- Friday time period (74% of the total crashes). Figure 36 shows 37% of the total crashes at the Rabbit Creek Road and Golden View Drive intersection occur during the 7AM-9AM morning commuter and Goldenview Middle School Peak period, correlating with the highest congestion. Another 11% of total crashes occur during the 2PM-3PM time period, corresponding in part with the release of Goldenview Middle School Crashes by Ambient Light and Road Surface Conditions The following graphs depict crashes at the Rabbit Creek Road/Golden View Drive intersection by ambient light and roadway surface conditions. Figure 37: Crashes by MOA Crash Type and Ambient Light Kinney Engineering, LLC 57

73 Figure 38: Crashes by MOA Crash Type and Road Surface Condition As shown in Figure 37 and Figure 38, approximately ½ of the crashes occurring at the Golden View Drive/Bluebell Drive intersection occurred during daylight hours. However, nearly 70% occurred under snow, ice or wet roadway surface conditions, correlating with the winter months discussed earlier Contributing Factors The following table presents the crashes at the intersection of Rabbit Creek Road and Golden View Drive by Vehicle #1 (at fault) travel direction and pre-crash action. MOA Crash Type Vehicle #1 (At Fault) Travel Direction East North Unknown West Grand Total Cell Phone Use 1 1 Driver Inattention 4 4 Emotional 1 1 Failure to Yield Improper Turn 1 1 Missing Not Applicable 2 2 Other* 1 1 Stop Sign Violation 3 3 Unknown Unsafe Speed Grand Total Vehicle #1 (At Fault) Pre-Crash Action Table 23: Intersection Crashes by Vehicle #1 (at fault) Direction and Pre-Crash Action Kinney Engineering, LLC 58

74 Table 23 indicates that 15 of the 27 crashes, or 56%, occurred with the at-fault vehicle in the northbound direction Characteristics of Overrepresented Right Angle Crashes As indicated earlier, the right angle crash type is proportionally overrepresented at this intersection. Out of the 27 crashes reported during the study period, right angle crashes account for 13, or 48% of the crashes at this intersection Monthly, Daily, and Hourly Crash Distribution for Overrepresented Right Angle Crashes To help provide a full picture of the crash issues at the intersection of Rabbit Creek Road and Golden View Drive, the following figures have been prepared to present the overrepresented right angle crash type by time of year, day of the week, and time of day. Issues related to the seasons, specific days of the week, or times of the day such as rush hour or events can be illustrated by looking into when overrepresented crashes are occurring. Right angle crashes at the Rabbit Creek Road and Golden View Drive intersection are fairly evenly spread out throughout the year. However, 12 of 13 or 92% occur during weekdays with 5 of 13 or 38% occurring between 8AM and 9AM. This corresponds to the morning commuter and Goldenview Middle School Peak period. Vehicle #1 (At Fault) Pre- Crash Action Contributing Factors for Overrepresented Right Angle Crashes The following table presents the overrepresented right angle crashes at the intersection of Rabbit Creek Road and Golden View Drive by Vehicle #1 (at fault) travel direction and precrash action. Vehicle #1 (at fault) Travel MOA Crash Type Direction Grand Total North West Driver Inattention 4 4 Failure to Yield Improper Turn 1 1 Missing 1 1 Stop Sign Violation 3 3 Grand Total Table 24: Right Angle Crashes by Vehicle #1 (at-fault) Travel Direction and Pre-Crash Action Kinney Engineering, LLC 59

75 Table 24 indicates that 11 of the 13 right angle crashes occurring at the intersection of Rabbit Creek Road and Golden View Drive were the result of vehicle 1, normally coded as the vehicle causing the crash, entering the intersection from the northbound approach. Nearly all of these 13 crashes involved vehicle one attempting to turn left from the northbound approach. This type of crash may be due to drivers attempting to accept inadequate gaps in the east/west traffic, particularly the westbound traffic, due to the westbound 9%+ downgrade on Rabbit Creek Road. Table 36 on page 85 indicates that the level of service (LOS) and corresponding delay for the northbound movements at this intersection is poor during the AM peak period. When the LOS is poor, drivers may attempt to accept less than adequate gaps. Mitigation alternatives for this crash type include signalization or some other form of traffic control to provide gaps for northbound left turning traffic Evaluated Countermeasures Right angle crashes were overrepresented for the intersection of Rabbit Creek Road and Golden View Drive during the study period. The countermeasures considered to improve intersection capacity and mitigate the right angle crashes at the Rabbit Creek Road and Golden View Drive intersection generally controlling the conflicts that are associated with the overrepresented right angle crash type. A discussion of the alternatives considered and their impact on safety and capacity are included in Section 9, Rabbit Creek Golden View Drive Intersection Alternative Golden View Bluebell Drive Crashes A separate effort was undertaken in 2010 to evaluate the intersection of Golden View Drive and Bluebell Drive. The results of that effort and recommendations for this intersection are contained in the Design Study Memorandum Bluebell Drive at Golden View Drive Kinney Engineering, LLC 60

76 Intersection Safety Improvements, PM&E Project No Therefore, crash statistics have been updated but countermeasures are not evaluated as a part of this report. The following table summarizes crashes by year and by type, during the study period, at the intersection of Golden View Drive and Bluebell Drive. Crash Category Grand Total Other (Ditch, Moose, Overturn) Right Angle Rear End 1 1 Grand Total Table 25: Crash Type by Year at Golden View Drive and Bluebell Drive, 1999 to Overrepresented Crashes Severity of crashes can be statistically over represented along a segment of roadway or at an intersection in addition to crash types. Following is an analysis of the crash severity at the intersection of Golden View Drive and Bluebell Drive. Crash Type Number % MOA Population Statement of Significance % Other % 6.73% Not Statistically Significant Rear End % 30.60% Not Statistically Significant Right Angle TOTAL for INTERSECTION % 18.36% 12 Much higher than average; this crash type is statistically over represented. Table 26: Crash Type Proportions, Golden View Drive at Bluebell Drive, 1999 to 2008 Review of the crash proportion by crash type indicates that the right angle crash type is proportionally overrepresented at this intersection. Out of the 12 crashes reported during the study period, right angle crashes account for 7, or 58% of the crashes at this intersection. Mitigation measures that target these crash types should reduce the overall high crash rate at this intersection. Kinney Engineering, LLC 61

77 Crash Severity Severity of crashes can be statistically over represented along a segment of roadway or at an intersection in addition to crash types. Following is an analysis of the crash severity at the intersection of Golden View Drive and Bluebell Drive. Severity Number % of Population MOA Population Statement of Significance % Fatality % 0.30% Less than Populations Major Injury % 2.31% Less than Populations Minor Injury % 26.60% Less than Populations Property Damage Only % 70.79% Not Statistically Significant Table 27: Crash Severity Summary: Golden View Bluebell Drive, 1999 to 2008 Crash severity is not statistically overrepresented for any of the three injury categories at the intersection of Golden View Drive and Bluebell Drive. This means that no injury category at this intersection was proportionally above the Municipal population average during the study period. intersection. Table 28 presents crash severity by crash type for this Crash Type Crash Severity Minor Injury Property Damage Only Grand Total Other 4 4 Rear End 1 1 Right Angle Grand Total Table 28: Crash Severity by Crash Type, Golden View Bluebell Drive, 1999 to 2008 Table 28 indicates the minor injury crash was a right angle crash. Since the number of injury crashes is so low, significant improvements in crash severity are not anticipated Monthly, Daily, and Hourly Crash Distribution The following figures have been prepared to present crashes at this intersection by time of year, day of the week, and time of day. Issues related to the seasons, specific days of the week, or times of the day such as rush hour or events can be illustrated by looking into when crashes are occurring. Kinney Engineering, LLC 62

78 Figure 39: Crashes by Time of year Figure 40: Crashes by Day of the Week Kinney Engineering, LLC 63

79 Figure 41: Crashes by Time of Day As shown on Figure 39, nearly 60% of the total crashes at Golden View Drive and Bluebell Drive occur during the winter months (December-March). The higher numbers of crashes during the winter months may be due in part to winter driving conditions on the Hillside and the approach grade on Bluebell Drive. Figure 40 illustrates a higher number of crashes occurring during the Tuesday-Friday time period (74% of the total crashes). Figure 41 shows 37% of the total crashes at the Golden View Drive and Bluebell Drive intersection occur during the 7AM-9AM morning commuter and Goldenview Middle School Peak period. Another 11% of total crashes occur during the 2PM-3PM time period, corresponding in part with the release of Goldenview Middle School Crashes by Ambient Light and Road Surface Conditions The following graphs depict crashes at the Golden View Drive/Bluebell Drive intersection by ambient light and roadway surface conditions. Kinney Engineering, LLC 64

80 Figure 42: Crashes by MOA Crash Type and Ambient Light Figure 43: Crashes by MOA Crash Type and Road Surface Condition Kinney Engineering, LLC 65

81 As shown in Figure 42 and Figure 43, over ½ of the crashes occurring at the Golden View Drive/Bluebell Drive intersection occurred during daylight hours. However, all but one crash occurred under either snow or ice roadway surface conditions, correlating with the winter months and approach grade of Bluebell Drive discussed earlier. 6 Design Designations and Future Traffic Volumes This section presents the design designation elements. The following subsections address each of the design designations elements for each segment, which include: Design Functional Classification Construction Type Design Life Traffic Volumes o Average Annual Daily Traffic o Peak Hour Turning Movements Design Hour Volume (DHV) % Peak Hour Factor (PHF) Directional Distribution Percent Percent Recreational Vehicles Percent Commercial Trucks Compound Growth Rate Pedestrians and Bicyclists Equivalent Single Axle Loads 6.1 Road Segments and Existing Road Characteristics The existing road configuration for all segments is a 2-way, 2-lane collector road with driveways and street access distributed along its length. The project design designations divided the road into two segments with a break at Bluebell Drive. Figure 44 on page 67 presents these segments and their existing characteristics. Kinney Engineering, LLC 66

82 Figure 44: Project Segment Identification and Characteristics 6.2 Area Type and Design Functional Classification The MOA has a defined urban boundary that is contained within the greater limits of the municipality. Golden View Drive crosses the urban boundary at Bluebell Drive. See Figure 45 on Page 68. Kinney Engineering, LLC 67

83 Source: AMATS Urban Boundary Map, MOA Planning Department, November 16, 2004 Figure 45: AMATS Area & Urban Boundaries in Relation to Golden View Drive Based on Figure 45 above, the segment of Golden View north of Bluebell is Urban and the segment south of Bluebell is considered Rural. The MOA Official Streets and Highway Plan, 2005 Update (OSHP) shows the functional classification of Golden View Drive as an urban collector. The State of Alaska Functional Classification (DOT/PF Functional Class Update Project, adopted 2/2011) lists Golden View Drive as an Urban Collector from Rabbit Creek Road to Prominence Point Drive; and a Rural Minor Collector from Prominence Point Drive to Bulgaria Drive. The 2011 OSHP, currently in public review, retains the 2005 OSHP functional classification of urban collector. Kinney Engineering, LLC 68

84 Note, however, that the OSHP states that collector roads typical carry a maximum of 10,000 AADT. The segment of Golden View Drive between Rabbit Creek Road and Goldenview Middle School is expected to carry more traffic than a typical urban collector, and may warrant an upgrade to a minor arterial as part of a future project. 6.3 Future Traffic Volumes & Project Design Life The project design life is 20 years. The Existing or base year is 2010, because that is the most recent year with published ADOT&PF AADT volumes. The construction year will be 2014, the mid-life year will be 2023, and the design year will be Traffic Volumes Design designations volumes will be presented in the form of road segment AADTs, and as AM and PM peak hour turning movement volumes Average Annual Daily Traffic This section of the report will discuss the results of the AMATS 2027 traffic demand model (TDM) analysis which results in design year AADTs. The model provides forecasted 2027 AADTs, which are applied in combination with traffic growth models based on population to calculate the expected future traffic volumes for The AMATS 2027 TDM is a planning level tool typically used to address the macro level impact of major road projects on the overall Anchorage road network. For this reason it is less sensitive to the micro level impacts of design which will be introduced by this project. Therefore, some modification is typically made prior to using the model to study roads of with a collector functional classification. The recently adopted Hillside District Plan was used as a basis for road planning and development growth. The model was adapted to reflect what the Hillside Plan refers to as a full build out of residential and commercial development. It was conservatively assumed Kinney Engineering, LLC 69

85 that full build out would occur in Likewise, the modeled road network was modified to reflect the recommendations shown in the Hillside Plan. Kinney Engineering, LLC modified the model in the following ways: Increased the density of traffic generation nodes by dividing up existing traffic generation regions, Added Goldenview Middle School as a special generator, Verified reliability and distribution of socioeconomic data by comparing to existing data and observing development capacity per generation region, Validated location of traffic generation zone connections, Refined road centerline locations, Validated road parameters such as travel speed, and segment capacity, Added minor side streets and major driveway accesses that are representations of the street network servicing planned development Applied methods from NCHRP Report 255, Highway Traffic Data for Urbanized Area Project Planning and Design; Pedersen, N.J. and Samdahl, D. R., Transportation Research Board, 1982, to adjust model results on collector roads to better match expected volume to capacity ratios The 2025 Long Range Transportation Plan for the Municipality of Anchorage includes a long range project that would extend Golden View Drive to Potter Valley Road. There is uncertainty regarding whether this project would be constructed prior to the 2033 design year of the Golden View project. Therefore, the model was developed and run in two scenarios, with and without the Potter Valley connection. Figure 46 on page 71 presents the 2033 AADTs for the scenario with the Potter Valley connection. Figure 47 on page 72 presents the 2033 AADTs for the scenario without the Potter Valley connection. Kinney Engineering, LLC 70

86 Figure 46: 2033 Study Area AADTs with Potter Valley Road connection Kinney Engineering, LLC 71

87 Figure 47: 2033 Study Area AADTs without Potter Valley Road connection Turning Movement Volumes The AADTs in the previous section and the turning movement counts on Figure 24 on page 39 were used with NCHRP 255 methodology to forecast 2033 design hour turning movement volumes. Kinney Engineering, LLC 72

88 2033 Turning movement volumes (TMVs) were developed for both AM and PM peak hour cases in scenarios with and without the possible Potter Valley connection. Figure 48 on page on page 74 presents the 2033 peak hour turning movements with the Potter Valley Road connection and Figure 49 on page 75 presents the 2033 peak hour turning volumes without the Potter Valley Road connection. Kinney Engineering, LLC 73

89 Figure 48: 2033 Turning Movement Volumes (With Potter Valley Road Connection) Kinney Engineering, LLC 74

90 Figure 49: 2033 Turning Movement Volumes (without Potter Valley Road Connection) Kinney Engineering, LLC 75

91 6.4 Design Hour Volume Percentage Design Hour Volume and Design Hour Percentage apply to capacity and equivalent single axel load computations for roadway segments. Intersection volume parameters are addressed above. AASHTO s Geometric Design of Highway and Streets 2004 recommends that the design hour volume percentage (DHV%) for a road to be the annual 30th highest hour volume (30HV) based on research that suggests that this DHV will typically capture the desired number of peak hours for design. The O Malley PTR shown in Figure 23 on page 38 indicates a 30HV of approximately 10% and a 2010 PM peak hour of between 8 and 9%. It is therefore assumed that the DHV on Golden View will be 10%. However, since the same PTR indicates an AM peak hour of between 5 and 6%, it is assumed that the AM DHV on Golden View will be 6%. Segment With Potter Valley Connection 2033 Without Potter Valley Connection DHV % AADT DHV % AADT DHV % AADT DHV % AADT % % 1,120 10% 1,340 10% % % % % Table 29: Design Hour Volumes, with Potter Valley Connection Values are calculated from the highest volume sections of the road, per segment. 6.5 Peak Hour Factor Peak hour factors (PHFs) are used to convert volumes to 15-minute design flow rates, for capacity analyses. It has been observed that as congestion and delay increase the PHF approaches 1.00, or even hourly flow. It is assumed for this project that the PHF for the AM and PM periods will be 0.95 for both segments. A peak hour factor of 0.95 was also used for intersections except for the Rabbit Creek Golden View Drive AM peak northbound left turn movement which utilized a peak hour factor of 0.70 due to the high school peak experienced here. Segment 1 2 PHF 0.95 Table 30: Recommended PHFs for Design Kinney Engineering, LLC 76

92 6.6 Directional Distribution Percent Directional distribution percentage was determined from the Kinney Engineering, LLC traffic counts described in Figure 24 on page 39. Traffic counts showed that the daily peak hour was from 5:00 to 6:00 PM. The directional distributions during this evening peak hour are presented in Table 31 below. Segment Direction Distribution 1 North / South 35 / 65 2 North / South 30 / 70 Table 31: Recommended PM Design Directional Distributions per Segment Note that the directional distribution is not affected by the possible Potter Valley extension project. Also note that during the AM peak hour these directional distributions are reversed. These apply primarily to roadway segments. Intersection directional parameters are addressed in the turning movements presented above. 6.7 Heavy Vehicle Percentages The Heavy Vehicle Percentage (HV%) is the percent of the AADT that is made up of heavy vehicles. Heavy vehicles are categorized as any vehicles that fall into class 4 or higher on the Federal Highway Administration s classification chart. The hourly turning movement counts in Figure 24 on page 39 are a combination of passenger car counts and heavy vehicle counts. Therefore, the turning movement field data was used to calculate peak hour HV% Table 32 below presents the HV% per segment. Segment AM PM 1 5.0% 2.0% 2 2.0% 2.0% Table 32: Heavy Vehicle Percentages per segment Kinney Engineering, LLC 77

93 Since the AM peak period coincides with the morning peak period for the school, which includes bus traffic, there are a higher percentage of trucks on Segment 1 in the mornings than what is typical for the rest of the day. 6.8 Compound Growth Rate The design volumes presented in Figure 46 on page 71 and Figure 47 on page 72 were developed through modeling. The model methodology applied the 2010 Hillside District Plan s prediction of full build out and conservatively assumed that this full level of development would occur in The Hillside District Plan does not state a predicted growth rate. The department of labor predictions for overall growth within the MOA was presented in Figure 13 on page 16. Note that the overall MOA population is expected to grow at just under 1.0%. In order to achieve full build out in 2033 the hillside district population would grow at approximately 1.8%, which suggests that the population in this region of the MOA would grow faster than the rest of the MOA. Additionally, the area of the Hillside district that would use Golden View Drive has the greatest potential for growth. 6.9 Pedestrians and Bicyclists Future pedestrian and bicycle volumes are not developed and are assumed to be greater than 50 per day on all segments Equivalent Single Axle Loads Equivalent single axle loads (ESAL) are used for structural pavement design, and are calculated using ADOT&PF calculation methods and forms Heavy Vehicle Distribution by Number of Axles One component of ESAL calculations are the percent of trucks classified by axle grouping. This is calculated based on classification counts at the O Malley PTR which is shown in Figure 23 on page 38. Table 33 on page 79 presents the calculated axle grouping distributions which were used in the ESAL calculations for each of the Golden View Drive segments. Kinney Engineering, LLC 78

94 Truck Axles Percent of AADT Segment 1 Percent of AADT Segment % 0.71% % 0.18% % 0.01% % 0.04% >=6 0.14% 0.14% Total Heavy Vehicles 5.00% 2.00% Table 33: Percent of Truck Axles per AADT Note that the total heavy vehicle percentage was summarized in Table 32 on page 77. ESALs for Segment 1 are conservatively based on the AM percentage applied for the whole day ESAL Summary ESALs are computed for a 10 year design. Table 34 below provides a summary of the equivalent single axle loads recommended for use in design for the life of the project. Segment Design ESALs (2013 to 2023) 1 - Rabbit Creek to Bluebell 390, Bluebell to Bulgaria 19,000 Table 34: Design ESALs, 10 year forecast ESAL computation sheets are presented in Figure 50 and Figure 51 on the following pages. Kinney Engineering, LLC 79

95 Figure 50: ESAL Calculations Segment 1 Kinney Engineering, LLC 80

96 Figure 51: ESAL Calculations Segment 2 Kinney Engineering, LLC 81

97 7 Operational Analysis Existing Conditions for Segments and Intersections 7.1 Present and Future ADT There is one major intersection at the north end of the project limits at Rabbit Creek Road and two minor intersections (156th Avenue and Prominence Pointe Drive) that are designated as secondary roadways. Three traffic volume scenarios were evaluated including: 2010 AADT (existing conditions) 2033 AADT assuming future Potter valley Road Connection (see Figure 46 on page 71) 2033 AADT with no future Potter Valley Road Connection (see Figure 47 on page 72) This section analyzes existing facilities under future traffic volumes; and proposes alternatives for those facilities that will not meet design objectives. Attachment B - Segment, Intersection, and Pedestrian Operations and Capacity Analysis discusses level of service criteria for facilities of this project. 7.2 Segment Capacity Analysis Golden View Drive between Rabbit Creek Road and Romania Drive is presently a two-lane facility. Except for the 2-way stop control at Rabbit Creek Road, Golden View traffic is under an uninterrupted traffic flow regime between the termini of the project. The Highway Capacity Manual 2010 two-lane highway methodology was used as for capacity analysis of this project in its present rural and uninterrupted flow configuration. This methodology may be used for future operations as well for segments, between major controlled intersections, but intersection level of service will dominate facility quality because of the shift from uninterrupted flow to interrupted flow regimes. The HCM2010 classifies two lane highways as Class I, II or III, with Class II highways oriented to lower speed, shorter trips and higher access functions. The portion of Golden View Drive in the study area is 1.71 miles from Rabbit Creek Road to Romania Drive with a Kinney Engineering, LLC 82

98 posted speed limit of 35 mph, with significant development and access points. As such, Class III was selected as the most appropriate HCM2010 class for Golden View Drive. The following table summarizes segment operations as two-lane highway, using existing lane and shoulders widths, and traffic inputs discussed under the above sections. Level of service, percent time spent following and average travel speed is for the peak direction (the direction with the highest directional split). Location of Study Segment 1 Rabbit Creek Road to Bluebell Drive Analysis Year 2013 Design Year 2033 with Potter Design Year 2033 without Potter AADT (Average over Segment) 2,760 5,820** 7,290** Northbound Volume/Capacity Ratio (Design Direction) Percent of Free Flow Speed (41 mph)* 88% 79% 77% Level-Of-Service* B C C Location of Study Segment 2 Bluebell Drive to Romania Drive Analysis Year 2013 Design Year 2033 with Potter Design Year 2033 without Potter AADT (Average over Segment) 900 2,500 3,500 Northbound Volume/Capacity Ratio (Design Direction) Percent of Free Flow Speed (41 mph)* 96% 91% 86% Level-Of-Service* A B B * LOS and percent free flow speed is in the direction of traffic with highest volume. ** Average of projected segment volumes for each AADT segment shown on Figure 46 and Figure 47 on pages 71 and 72. Table 35: Two-Lane Highway Levels of Service As the table demonstrates, a two-lane section will be adequate for achieving acceptable LOS on long segments through the design year. Intersections, however, are evaluated separately under an appropriate methodology. Kinney Engineering, LLC 83

99 7.3 Intersections Existing Conditions Level of Service The following tables depict results of capacity analysis for the three (3) Golden View Drive intersections with roads designated as major or secondary roadways (Rabbit Creek Road, 156th Avenue and Prominence Pointe Drive). Kinney Engineering, LLC 84

100 2010 AM and PM Peak Periods Approach NBL/T NBR SBL/T SBR v/c Existing Two-Way Delay(s) STOP 2010 AM Peak LOS F A C A 95% Queue Length (veh) Existing Two-Way STOP 2010 PM Peak v/c Delay(s) LOS C A C A 95% Queue Length (veh) AM and PM Peak Periods (With Potter Approach Connection) NBL/T NBR SBL/T SBR v/c AM Peak with Potter 2033 PM Peak with Potter Delay(s) LOS F A B A 95% Queue Length (veh) v/c Delay(s) LOS F A D A 95% Queue Length (veh) AM and PM Peak Periods (Without Potter Approach Connection) NBL/T NBR SBL/T SBR v/c AM Peak without Potter 2033 PM Peak without Potter Delay(s) LOS F A B A 95% Queue Length (veh) v/c Delay(s) LOS F B E A 95% Queue Length (veh) Table 36: Rabbit Creek Golden View Drive Intersection Performance with Existing Geometrics, 2010 and 2033 Kinney Engineering, LLC 85

101 Golden View 156th Avenue/Ricky Road Approach Golden View Prominence Pointe Drive Approach WBL/T/R EBL/T/R WBL/T/R v/c v/c AM Peak 2011 PM Peak Delay(s) Delay(s) 9.6 LOS AM B C LOS A Peak 95% Queue Length 95% Queue Length (veh) (veh) 0.28 v/c 0 0 v/c 0.05 Delay(s) Delay(s) 8.9 LOS PM A A LOS A Peak 95% Queue Length 95% Queue Length (veh) (veh) 0.15 Golden View 156th Avenue/Ricky Road 2033 AM Peak with Potter 2033 PM Peak with Potter Approach Golden View Approach WBL/T/R EBL/T/R Prominence Pointe Drive WBL/T/R v/c v/c 0.08 Delay(s) AM Delay(s) 10.0 LOS Peak B C LOS A with 95% Queue Length Potter 95% Queue Length (veh) (veh) 0.27 v/c v/c 0.08 Delay(s) PM Delay(s) 9.6 LOS B D Peak with LOS A Potter 95% Queue Length (veh) % Queue Length (veh) 0.26 Golden View 156th Avenue/Ricky Road 2033 AM Peak without Potter 2033 PM Peak without Potter Approach Golden View Approach WBL/T/R EBL/T/R Prominence Pointe Drive WBL/T/R v/c v/c 0.09 Delay(s) AM Delay(s) 10.4 LOS Peak B C LOS B without 95% Queue Length Potter 95% Queue Length (veh) (veh) 0.29 v/c v/c 0.09 Delay(s) PM Delay(s) 9.9 LOS B E Peak without LOS A Potter 95% Queue Length (veh) % Queue Length (veh) 0.29 Table 37: Golden View 156th/Ricky Road and Prominence Pointe Drive Intersection Performance with Existing Geometrics, 2010 and 2033 Kinney Engineering, LLC 86

102 The intersections of 156th/Ricky Road and Prominence Pointe Drive will operate well with the current configuration under future traffic volumes. With the exception of the 2033 PM peak period at 156th Avenue/Ricky Road which will operate at LOS E if the Potter Valley Connection is not constructed. 7.4 Cut-Through Traffic on Bridgeview Drive Residents are concerned with cut-through traffic both on Golden View Drive from Potter Valley Road and on Bridgeview Drive by drivers trying to avoid the Golden View Drive/Rabbit Creek Road intersection or the congestion in front of Goldenview Middle School. Residents are concerned that the Golden View Drive project won t address cutthrough traffic in the Goldenview Gate Subdivision. Figure 52: Bridgeview Drive looking west from Golden View Drive & south from Rabbit Creek Road (Residents claim cut-thru traffic here.) KELLC conducted peak period traffic volume counts at the Golden View Drive/Bridgeview Drive intersection in September, 2011 to determine if there was a cut-through issue and what the extent of this traffic might be. The results of these counts are shown in Figure 53. Kinney Engineering, LLC 87

103 Figure 53: Results of AM Peak Period Traffic Counts in September, 2011 at Bridgeview Drive These counts show only 5 northbound vehicles on Golden View Drive making a left turn onto Bridgeview Drive. These 5 vehicles could be avoiding the Rabbit Creek/Golden View intersection but their numbers are very small indicating that there is not a significant northbound Golden View Drive AM cut-through issue. What is interesting to note is that vehicles that are southbound on Golden View Drive during the AM peak period are making a right turn onto Bridgeview Drive. These are likely parents who have dropped off their students at Goldenview Middle School. While some of these southbound right turning vehicles may in fact be avoiding the Rabbit Creek/Golden View Drive intersection, is more likely that these drivers live in Goldenview Gate Subdivision as the entire subdivision is designated as a walking route and parents whose students live within the designated walking area often choose to drive them to school. Kinney Engineering, LLC 88

104 7.5 Pedestrian Elements and Intermediate Crossing Issues This section is on pedestrian facilities for the general public. School crossings, and associated school zone improvements are addressed in more detail under Section 10, Special Issues on page Pathways As discussed in the Pedestrian/Bicycle Facilities section on page 14, there is a shared path on the west side of Golden View Drive (wide shoulder) between Rabbit Creek Road and Bridgeview Drive and a short separated path on Golden View Drive near the Rabbit Creek Road intersection. No other pedestrian or bicycle facilities exist on Golden View Drive. At public meetings for Golden View Drive improvements, many area residents have expressed a desire for a combination of separated and adjoining pathways and/or bike lanes along Golden View Drive. There have been no recorded pedestrian or bicycle related crashes from but consensus is that pathway improvements are needed, particularly because Goldenview Middle School is located here and both vehicle and pedestrian/bicycle volumes are increasing and are forecast to increase significantly more when future connections such as 156th Avenue and Potter Valley Road are made. Also, the addition of pathways would allow ASD to designate more walking routes in the area and potentially reduce busing. Pathway improvements on Golden View Drive have been identified in both the Anchorage Pedestrian Plan and the Anchorage Bicycle Plan, which are elements of the Nonmotorized Transportation Plan. A listing of pedestrian and bicycle related projects proposed for the Golden View Drive area is shown in Figure 15 on page 22 and Figure 16 on page 23. As there is overwhelming support for pedestrian/bicycle facilities from the area residents and the adopted MOA Pedestrian and Bicycle Plans contain specific recommendations regarding pedestrian and bicycle facilities on Golden View Drive, these facilities should be included as part of the Golden View Drive upgrade project. Kinney Engineering, LLC 89

105 7.5.2 Intermediate Crossings Safe street crossings are desirable for pedestrian and bicycle connectivity and continuity. A designated crossing should have good pedestrian sight distance and should have adequate gaps in the traffic stream to allow crossing. The ATM s Table 3B-101, included under Attachment E Alaska Traffic Manual Uncontrolled Crossings, has guidelines for marked crossings. With the volumes, speed and number lanes, ATM s Table 3B-101 indicates that a marked crosswalk would be appropriate at locations where there are 20 pedestrian crossings per hour (15 for elderly or school children). It is unlikely that any intermediate location would satisfy the demand requirement for a marked crosswalk. Since the proposed pathway may only be on the west side due to right of way constraints, permitting issues and steep topography on the east side, pedestrians will cross from any side street or driveway on the east side to reach this pathway. Crossings of Golden View Drive may increase in the future as a result of pathway installations recommended in the MOA Pedestrian and Bicycle Plans. A discussion of crossing issues in presented in the next section Performance Measures for Golden View Drive Pedestrian Crossings If a 3 lane section is constructed (one northbound, 1 southbound, one center left turn lane), the pedestrian crossing distance would be approximately 40 from edge stripe to edge stripe. This would require minimum pedestrian sight distance (PSD) of 587 feet and a critical gap of 14.4 seconds to cross Golden View Drive. The following table summarizes pedestrian crossing percent delay, gaps, average delay per pedestrian, and LOS assuming a 40 foot crossing distance under 2013, 2023 and 2033 traffic volume scenarios. Kinney Engineering, LLC 90

106 2013 (with no refuge, crossing width= 40 feet) Conflicting Vehicles Criteria 570 vph Percent Pedestrian Delay* >87%, control required (ITE, see Exhibit B: Exhibit No. 2 from ITE A Program for School Crossing Protection on page 1 of Attachment D - Segment, Intersection, and Pedestrian Operations and Capacity Analysis Crossing Opportunities per minute* 1 per minute 1.45 per minute Average Delay per Pedestrian (seconds) Exhibit C, Attachment D - Segment, Intersection, and 41.3 seconds Crossing Level of Pedestrian Operations and Capacity Analysis Service E 2023 (with no refuge, crossing width= 40 feet) Conflicting Vehicles Criteria 870 vph >87%, control required (ITE, see Exhibit B: Exhibit No. Percent Pedestrian 2 from ITE A Program for School Crossing Protection Delay* on page 1 of Attachment D - Segment, Intersection, and 86% Pedestrian Operations and Capacity Analysis Crossing Opportunities per minute* 1 per minute 0.60 per minute Average Delay per Pedestrian (seconds) Exhibit C, Attachment D - Segment, Intersection, and seconds Crossing Level of Pedestrian Operations and Capacity Analysis Service F 2033 (with Potter connection, no refuge, crossing width= 40 feet) Conflicting Vehicles Criteria 1120 vph >87%, control required (ITE, see Exhibit B: Exhibit No. Percent Pedestrian 2 from ITE A Program for School Crossing Protection Delay* on page 1 of Attachment D - Segment, Intersection, and 94% Pedestrian Operations and Capacity Analysis Crossing Opportunities per minute* 1 per minute 0.25 per minute Average Delay per Pedestrian (seconds) Crossing Level of Service Exhibit C, Attachment D - Segment, Intersection, and Pedestrian Operations and Capacity Analysis 65% seconds Table 38: Pedestrian crossing Performance Measures under 2013, 2023 and 2033 traffic volume scenarios: Rabbit Creek Road to Prominence Pointe Drive F As shown above, pedestrian crossings of Golden View Drive between Rabbit Creek Road and Prominence Pointe Drive will experience unacceptable delay and poor LOS crossing a 40 foot roadway without a center pedestrian refuge. Kinney Engineering, LLC 91

107 8 Golden View Drive Segment Alternatives 8.1 Segment LOS In Section 7.2, Golden View Drive shown to operate at LOS C or better over the design life under the current lane and shoulder configuration with or without the Potter Valley Road connection using a Class III two-lane highway methodology. As such, a two-lane basic section is adequate throughout the design life. Additional shoulder width, and provision of some passing zones would marginally increase level of service. Golden View Drive should be constructed to current municipal collector standards, which would normally include shoulders. 8.2 Auxiliary Left Turn Lane On Golden View Drive At Minor Cross Street Intersections Left-turn auxiliary lanes are provided as treatment for intersection rear-end crash problems, and for capacity improvements. Within the segment, only Bluebell Drive has an elevated crash rate, but almost none of the crashes at this location would have been corrected by a southbound auxiliary left turn lane on Golden View Drive. In addition, capacity analyses at the major cross-street intersections indicate that auxiliary left-turn lanes are not required for level of service. However, AASHTO has guidelines for installation of left-turn lanes on two-lane highways, primarily as a proactive measure to prevent future operational or safety issues at higher volume cross-streets. These guidelines are found in AASHTO s Geometric Design For Highways and Streets, Exhibit 9-75, and in the computation spreadsheet tool of Figure 2-5 within NCHRP 457, Engineering Study Guide for Evaluating Intersection Improvements. The intersections of Golden View Drive with 156th Avenue, Goldenview Middle School, and Prominence Pointe Drive were evaluated for left turn lanes under the full range of volume conditions, both with and without the Potter Drive connection. Both 156 th Avenue and Kinney Engineering, LLC 92

108 Prominence Pointe Drive are, or have been classified by planning documents as collector road or roads of primary importance. Goldenview Middle School is a high generator, and as such, the driveway volumes are high. Results of that analysis are shown in the following table. LT Guidelines for Minor intersections from NCHRP 457, Figure 2-5 Figure 2-5. Guideline for determining the need for a major-road left-turn bay at a two-way stopcontrolled intersection. 156th Avenue- Southbound 2010 AM Peak Period-SB 2033 with Potter 2033 Without Potter 2010 PM Peak Period-SB 2033 with Potter 2033 Without Potter Advancing Volume Opposing Volume % LT in Advancing Volume 0% 17.42% 16.29% 1.31% 29.44% 24.58% LT Lane Recommended? No No Yes No Yes Yes Goldenview Middle School-Northbound 2010 AM- NBLT 2010 PM- NBLT Advancing Volume Opposing Volume % LT in Advancing Volume 21.00% 14.29% LT Lane Recommended? Yes No Prominence Pointe Drive-Southbound 2010 AM Peak Period-SB 2033 with Potter 2033 Without Potter 2010 PM Peak Period-SB 2033 with Potter 2033 Without Potter Advancing Volume Opposing Volume % LT in Advancing Volume 49% 29.33% 20.18% 32.24% 19.35% 14.50% LT Lane Recommended? No No No No Yes Yes Source: NCHRP 457, Figure 2-5 Table 39: Left turn Auxiliary Lane Analysis This analysis shows that a left turn lane is recommended at the intersection of 156th Avenue for southbound left turning traffic in the design year. Also, left turn channelization is currently recommended at the Goldenview Middle School driveway during the AM peak Kinney Engineering, LLC 93

109 period. Although these left turn lanes are recommended, right of way constraints, permitting issues and challenges with steep topography may adding these lanes difficult. This analysis methodology was applied to the Bluebell Drive intersection with Golden View Drive in the most conservative volume condition (without Potter connection) in This analysis found that no auxiliary left-turn lane (southbound) would be recommended by these guidelines. Presently, Golden View Drive and Romania Drive are configured so that no left-turn lane is required. A left-turn lane would not be recommended by these guidelines in the future if the Potter Connection is completed and Romania Drive becomes the cross-street leg of the reconfigured tee intersection. 8.3 Pedestrian Alternatives As discussed in Section 7.5 on page 89, pedestrian crossings of Golden View Drive between Rabbit Creek Road and Prominence Pointe Drive will experience unacceptable delay and poor LOS crossing a 40 foot roadway without a center pedestrian refuge. A refuge island solution such as the one shown in Figure 55 on page 98 would enhance crossings. Shorter crossings will also decrease the pedestrian sight distance (PSD) requirements from 587 feet to 293 feet. The following figure illustrates the PSD required at 35 mph for crossing widths. Kinney Engineering, LLC 94

110 Figure 54: Pedestrian Sight Distance (PSD) and Stopping Sight Distance (SSD) Requirements for Street Widths As shown in the above figure, a crossing width of about 17 feet or less would reduce the PSD to SSD values or less, which should be attainable throughout the corridor. Where there are tee intersections, the unused center area opposite of the Golden View Drive leftturn lane will be a good area for the refuge. Crosswalk marking should not be placed until pedestrian volume demands are met, but a textured pattern may be used to delineate the crossing location. If textures are used, then they must be ADA compliant. The following table presents the design hour performance measures for any locations within the Rabbit Creek Road to Prominence Pointe Drive and Prominence Pointe Drive to Bluebell Drive segments, using the following values: 2033 with Potter Drive Connection (Rabbit Creek Road to Prominence Pointe Drive) Design hour volumes: 1,120 vph (Rabbit Creek Road to Prominence Pointe Drive) Design hour volumes: 500 vph (Prominence Pointe Drive to Bluebell Drive) 2033 without Potter Drive Connection (Rabbit Creek Road to Prominence Pointe Drive) Design hour volumes: 1,340 vph (Rabbit Creek Road to Prominence Pointe Drive) Kinney Engineering, LLC 95

111 Design hour volumes: 650 vph (Prominence Pointe Drive to Bluebell Drive) 2033 with Potter Drive Connection (with refuge, crossing width= 19 feet) Conflicting Vehicles Criteria 65% Direction 35% Direction 728 vph 392 vph Percent Pedestrian Delay* >87%, control required (ITE, see Exhibit B: Exhibit No. 2 from ITE A Program for School Crossing Protection of Attachment D - Segment, Intersection, and Pedestrian Operations and Capacity Analysis 48% 22% Crossing Opportunities per 3.7 per 5.56 per 1 per minute minute* minute minute Average Delay per Pedestrian (seconds) Exhibit C, Attachment D - Segment, Intersection, and seconds seconds Pedestrian Operations and Capacity Analysis Crossing Level of Service C B Estimated Total Delay (sum of delay across each lane) 19 seconds Crossing LOS C 2033 without Potter Drive Connection (with refuge, crossing width= 19 feet) Conflicting Vehicles Criteria 65% Direction 35% Direction 871 vph 392 vph Percent Pedestrian Delay* >87%, control required (ITE, see Exhibit B: Exhibit No. 2 from ITE A Program for School Crossing Protection of Attachment D - Segment, Intersection, and Pedestrian Operations and Capacity Analysis 58% 28% Crossing Opportunities per 3.0 per 5.12 per 1 per minute minute* minute minute Average Delay per 19.2 Exhibit C, Attachment D - Segment, Intersection, and 6.9 seconds Pedestrian (seconds) seconds Pedestrian Operations and Capacity Analysis Crossing Level of Service C B Estimated Total Delay (sum of delay across each lane) 25.1 seconds Crossing LOS D Table 40: Pedestrian Crossing Performance Measures with Refuges: Rabbit Creek Road to Prominence Pointe Drive (with and without Potter Valley Road connection) As shown above, total delay for any pedestrian crossing of both lanes of Golden View Drive (with the installation of a pedestrian refuge island) between Rabbit Creek Road and Prominence Pointe Drive would function at LOS C if the Potter Valley Road connection is made and LOS D if it is not. Therefore, pedestrian crossings, with refuges and without crosswalk markings should be considered where appropriate. For the segment of Golden View Drive between Prominence Pointe Drive and Bluebell Drive, segment volumes are considerably less. Kinney Engineering, LLC 96

112 2033 (without Potter connection, no refuge, crossing width= 40 feet) Conflicting Vehicles Criteria 350 vph >87%, control required (ITE, see Exhibit B: Exhibit No. Percent Pedestrian 2 from ITE A Program for School Crossing Protection Delay* on page 1 of Attachment D - Segment, Intersection, and 40% Pedestrian Operations and Capacity Analysis Crossing Opportunities per minute* 1 per minute 2.51 per minute Average Delay per Pedestrian (seconds) Crossing Level of Service Exhibit C, Attachment D - Segment, Intersection, and Pedestrian Operations and Capacity Analysis 17.1 seconds Table 41: Pedestrian crossing Performance Measures under 2033 traffic volume scenario with no Potter Drive Connection Even though this segment can accommodate pedestrian crossings without a refuge island, they should be installed in areas where left turn channelization is installed. Pedestrian crossings, where installed, should adhere to the requirements and guidelines contained in publications including but not limited Alaska Traffic Manual (ATM), the Manual on Uniform Traffic Control Devices (MUTCD), ADA Requirements, A Program for School Crossing Protection and ITE Traffic Engineering Handbook, and A Policy on the Geometric Design of Highways and Streets (GDHS). C The pedestrian crossing analysis worksheets are shown in Attachment H Pedestrian Crossing Gap Analysis Results. Kinney Engineering, LLC 97

113 Offset shift orients the pedestrian to face oncoming traffic stream. Paving pattern (shown) is an alternative to ladder crosswalk markings. Paving pattern must satisfy ADA accessible standards. Figure 55: Pedestrian Refuge Island Detail (Applicable for the Crossings within the Rabbit Creek Road to Prominence Pointe Drive Segment) Kinney Engineering, LLC 98

114 9 Rabbit Creek Golden View Drive Intersection Alternatives The intersection of Rabbit Creek Road and Golden View Drive has been identified as having both capacity and safety issues. As shown in Table 36: Rabbit Creek Golden View Drive Intersection Performance with Existing Geometrics, 2010 and 2033, the northbound left turn movement at this intersection operates at LOS during the AM peak hour for both present and future traffic volumes. In addition, this intersection has actual crash rates per million entering vehicles (MEV) that are higher than the state population average and above the upper control limit (UCL) for similar intersections as shown in Table 18: Crash Rates at Golden View Drive Intersections. Most of the crashes at this intersection involved the northbound left turn movement as well. To address level of service and crash issues involving northbound left turning traffic at this intersection, nine (9) intersection configuration alternatives (14 total variations) were considered for this intersection. Alternatives evaluated included: Traffic Signal Concept o with EBRT Bypass Lane o without EBRT Bypass Lane Roundabout Concept o with EBRT Bypass Lane o without EBRT Bypass Lane Westbound Acceleration Lane & Wide Median Concepts Realigned Intersection with Westbound (downhill) bypass o Option A : Realignment with No WB to SB Acceleration Lane o Option B : Realignment which includes a WB to SB Acceleration Lane o Option C : Realignment with Traffic Signal Realigned Intersection No Westbound (downhill) Bypass Parallel Flow Concept Indirect Left Turn Concept Continuous Flow Concept (with and without right in/right-out for SB approach) Underpass Concept o Option A : Standard Intersections on Golden View Drive o Option B : Roundabout Intersection for south Golden View Drive Intersection A summary of intersection operation (LOS and crash mitigation) is shown in Table 42 and a discussion and sketch of each alternative follows the table. The accompanying figures for Kinney Engineering, LLC 99

115 intersection alternative are conceptual and schematic presentations of the operational analysis parameters. More detailed plans that present line, grade, and scaled geometrics are found in the Design Study Report. Kinney Engineering, LLC 100

116 Concept Time Period AM Intersection LOS PM Intersection LOS Most Congested Movement LOS (AM or PM Peak) Direction LOS Mitigates NBLT LOS Issue? Mitigates NBLT Crash Issue? Worst Case Pedestrians LOS Traffic Signal Concept with EBRT Bypass Traffic Signal Concept without EBRT Bypass Roundabout Concept with EBRT Bypass Roundabout Concept without EBRT Bypass Westbound Acceleration Lane Concept Northbound to Westbound Wide Median Concept Realigned Intersection Concept: No WB to SB Acceleration Lane Realigned Intersection Concept: With WB to SB Acceleration Lane 2010 B B NB B Yes Yes N/A (pedestrian phasing) 2033 with Potter B B WB C Yes Yes N/A (pedestrian phasing) 2033 w/o Potter B B WB D Partially Yes N/A (pedestrian phasing) 2010 B B NB C Yes Yes N/A (pedestrian phasing) 2033 with Potter B B EB C Yes Yes N/A (pedestrian phasing) 2033 w/o Potter C C NB D Partially Yes N/A (pedestrian phasing) 2010 A A WB B Yes Yes LOS B (7 sec. ped. delay) 2033 with Potter B A NB B Yes Yes LOS D (21 sec. ped. delay) 2033 w/o Potter B A NB C Yes Yes LOS D (21 sec. ped. delay) 2010 A A WB B Yes Yes LOS B (7 sec. ped. delay) 2033 with Potter A A NB B Yes Yes LOS D (21 sec. ped. delay) 2033 w/o Potter B B NB C Yes Yes LOS D (21 sec. ped. delay) 2010 N/A N/A NBL/T E No Yes LOS E (32 sec. ped. delay) 2033 with Potter N/A N/A NBL/T D Partially Yes LOS F (50 sec. ped. delay) 2033 w/o Potter N/A N/A NBL/T E No Yes LOS F (50 sec. ped. delay) 2010 N/A N/A NBL/T F No Partially LOS E (32 sec. ped. delay) 2033 with Potter N/A N/A NBL/T E No Partially LOS F (50 sec. ped. delay) 2033 w/o Potter N/A N/A NBL/T F No Partially LOS F (50 sec. ped. delay) 2010 N/A N/A SBLT ERC to GV-RC C Yes Yes LOS B (6 sec. ped. delay) 2033 with Potter N/A N/A SBLT ERC to GV-RC F Yes Yes LOS C (20 sec. ped. delay) 2033 w/o Potter N/A N/A SBLT ERC to GV-RC F Yes Yes LOS C (20 sec. ped. delay) 2010 N/A N/A SBLT ERC to GV-RC B Yes Yes LOS D (21 sec. ped. delay) 2033 with Potter N/A N/A SBLT ERC to GV-RC C Yes Yes LOS F (106 sec. ped. delay) 2033 w/o Potter N/A N/A SBLT ERC to GV-RC D Partially Yes LOS F (106 sec. ped. delay) Page 1 of 2 Kinney Engineering, LLC 101

117 Concept Time Period AM Intersection LOS PM Intersection LOS Most Congested Movement LOS (AM or PM Peak) Direction LOS Mitigates NBLT LOS Issue? Mitigates NBLT Crash Issue? Worst Case Pedestrians LOS Realigned Intersection Concept: With Traffic Signal & WB Bypass Realigned Intersection Concept: With Traffic Signal, No WB Bypass Parallel Flow Concept (Cummlative delay for 2 NBLT Indirect Left turn Concept (cummlative delay for NBRT & EBLT movements) Continuous Flow Traffic Signal Concept Underpass Concept Underpass Concept (Roundabout Option) 2010 B B SB C Yes Yes N/A (pedestrian phasing) 2033 with Potter B B SB C Yes Yes N/A (pedestrian phasing) 2033 w/o Potter B B SB C Yes Yes N/A (pedestrian phasing) 2010 B B SB C Yes Yes N/A (pedestrian phasing) 2033 with Potter B B SB D Partially Yes N/A (pedestrian phasing) 2033 w/o Potter B B SB D Partially Yes N/A (pedestrian phasing) 2010 N/A N/A NBL C Yes Partially LOS B (6 sec. ped. delay) 2033 with Potter N/A N/A NBL D Partially Partially LOS C (12 sec. ped. delay) 2033 w/o Potter N/A N/A NBL D Partially Partially LOS C (12 sec. ped. delay) 2010 N/A N/A NBRT & EBLT F No No LOS D (22 sec. ped. delay) 2033 with Potter N/A N/A NBRT & EBLT F No No LOS D (24 sec. ped. delay) 2033 w/o Potter N/A N/A NBRT & EBLT F No No LOS D (24 sec. ped. delay) 2010 B B EB C Yes Yes LOS B (6 sec. ped. delay) 2033 with Potter B B EB C Yes Yes LOS A (2 sec. ped. delay) 2033 w/o Potter B B EB C Yes Yes LOS A (2 sec. ped. delay) 2010 N/A N/A EBLT B Yes Yes LOS A (3 sec. ped. delay) 2033 with Potter N/A N/A EBLT B Yes Yes LOS C (15 sec. ped. Delay) 2033 w/o Potter N/A N/A EBLT B Yes Yes LOS C (15 sec. ped. Delay) 2010 A A NB A Yes Yes LOS A (3 sec. ped. delay) 2033 with Potter A A EB B Yes Yes LOS C (15 sec. ped. Delay) 2033 w/o Potter B B EB C Yes Yes LOS C (15 sec. ped. Delay) Page 2 of 2 Table 42: Rabbit Creek Golden View Drive Level of Service and Crash Mitigation for Intersection Alternatives Kinney Engineering, LLC 102

118 9.1 Signalization-Existing Alignment This alternative involves installing a signalized intersection on the existing alignment. Two versions, one with an eastbound right turn bypass lane from Rabbit Creek Road to southbound Golden View Drive and one without, were evaluated. In each alternative, pedestrians are accommodated with separate pedestrian phasing at the traffic signal. Signal Warrants Cal-Trans has a methodology for signal warrants based on future AADT that is presented in the Institute of Transportation Engineers (ITE) Manual of Traffic Signal Design, Second Edition, by James H. Kell and Iris J. Fullerton. The method uses future estimated average daily traffic (EADT) as the input variables and estimates whether the intersection with future EADT would meet the Manual of Uniform Traffic Control Devices signal Warrant 1, Condition A- Minimum Vehicular Volume; Condition B- Interruption of Continuous Traffic; and the combination of warrants allowed in MUTCD procedure. EADT was computed through dividing the approach turning volumes by the design hour volume (given as 10%) from the design designations. Rural and Urban threshold volumes are provided for the method. Both Rural and Urban volume levels were evaluated for the project where both east and west approaches were used for the major road volumes. This warrants methodology was applied to the Rabbit Creek Road intersection. In addition, the NCHRP 457 right-turn volume adjustment methodology was applied to the minor street volumes. This adjustment is based upon a Utah DOT procedure that quantifies the rightturn removal discussion in the MUTCD. This intersection currently meets AM peak hour volume warrants. A sketch depicting this alternative and summarizing vehicles and pedestrian LOS is shown in Figure 56. Traffic signal warrant analysis worksheets are shown in Attachment G Rabbit Creek Golden View Drive Traffic Signal Warrant Analysis. Kinney Engineering, LLC 103

119 Figure 56: Rabbit Creek Golden View Drive Traffic Signal Alternative Kinney Engineering, LLC 104

120 9.2 Roundabout-Existing Alignment This alternative involves installing a modern roundabout on the existing alignment. Two versions, one with an eastbound right turn bypass lane from Rabbit Creek Road to southbound Golden View Drive and one without, were evaluated. In each alternative, pedestrians are accommodated with marked crosswalks in advance of the roundabouts at the splitter islands. Roundabout Suitability In NCHRP 457, there is a summary table to determine if a roundabout would be suitable for a location (NCHRP 457 Table 2-12 based on FHWA RD Roundabouts: An Informational Guide). These seven questions are applied to the intersection of Rabbit Creek Road and Golden View Drive. 7) Will the subject junction infrequently be used by pedestrians and bicyclists? Question Answer 1) Will operation as an uncontrolled or two-way-stop-controlled intersection yield unacceptable delay? Yes 2) Is the daily entering volume less than the maximum service volume for a roundabout? (Use Figure 2-3 of NCHRP 457, 1- Yes lanes, 43% LT, 7,850 Entering ADT) 3) Is the subject junction located outside of the coordinated signal network? Yes 4) Is the ratio of major-road to minor-road volume less than 5? No in 2010 (7.5:1) Yes in 2033 (1.6:1) 5) Is the entering drivers view free of sight obstructions? Yes, can be designed 6) Will the subject junction infrequently be used by large or Yes, 5% or less Commercial oversized trucks? Vehicles expected, with less tractortrailer combinations No, expect frequent bikes and pedestrians Table 43: Roundabout Suitability Questions, Rabbit Creek Golden View Drive As NCHRP 457 points out, the more frequently that these questions in Table 43 are answered with Yes, then the more likely that this intersection would work as a roundabout. Given the answers, it can be concluded that this intersection is a reasonable candidate for a roundabout. A sketch depicting this alternative and summarizing vehicles and pedestrian LOS is shown in Figure 57. Kinney Engineering, LLC 105

121 Figure 57: Rabbit Creek Golden View Drive Roundabout Alternative Kinney Engineering, LLC 106

122 9.3 Westbound Acceleration Lane and Wide Median-Existing Alignment Both of these alternatives involve widening Rabbit Creek Road to add median space. The first of these alternatives involves installing a westbound acceleration lane to receive northbound left turning traffic from Golden View Drive on the existing alignment. The second alternative involves installing a wide median on Rabbit Creek Road to allow a twostage entry onto westbound from northbound Golden View Drive without an acceleration lane on the existing alignment. Both options include an eastbound right turn bypass lane from Rabbit Creek Road to southbound Golden View Drive. In each alternative, pedestrians are accommodated with refuge islands creating two-stage crossings of Rabbit Creek Road and Golden View Drive. A sketch depicting these alternatives and summarizing vehicles and pedestrian LOS is shown in Figure 58. Kinney Engineering, LLC 107

123 Figure 58: Rabbit Creek Golden View Drive Westbound Acceleration Lane and Wide Median Alternatives Kinney Engineering, LLC 108

124 9.4 Realigned Rabbit Creek to Golden View Intersection with Westbound (downhill) Bypass This alternative involves the realignment of Rabbit Creek Road west of Golden View Drive to sweep into Golden View Drive south of the Rabbit Creek Road intersection, with the resulting through traffic route being Rabbit Creek Road west to Golden View Drive south. Rabbit Creek Road east of Golden View Drive would tee into the new West Rabbit Creek Road to South Golden View Drive alignment with a stop-controlled intersection. Westbound through (downhill) traffic on Rabbit Creek Road east of Golden View Drive would have a bypass lane, allowing them to avoid the stop-controlled intersection. There are 3 options included in this alternative. Option A : Realignment with No WB to SB Acceleration Lane The realignment option with stop control and without an acceleration lane for SBLT traffic from westbound Rabbit Creek Road to southbound Golden View Drive. Pedestrian refuge is provided on the new Rabbit Creek/Golden View alignment. Option B : Realignment which includes a WB to SB Acceleration Lane The realignment option with stop control but with an acceleration lane for SBLT traffic from westbound Rabbit Creek Road to southbound Golden View Drive. Pedestrian refuge is not provided on the new Rabbit Creek/Golden View alignment due to the acceleration lane. Option C : Realignment with Traffic Signal The realignment option with a traffic signal for SBLT and SBRT traffic to enter the new westbound Rabbit Creek Road to southbound Golden View Drive alignment. Pedestrians are accommodated with separate pedestrian phasing at the traffic signal. A sketch depicting these alternatives and summarizing vehicles and pedestrian LOS is shown in Figure 59. Kinney Engineering, LLC 109

125 Figure 59: Realigned Rabbit Creek to Golden View Intersection with Westbound (downhill) Bypass Kinney Engineering, LLC 110

126 9.5 Realigned Intersection No Westbound (downhill) Bypass This alternative is similar to the traffic signal option (Option C ) shown in the Realigned Rabbit Creek to Golden View Intersection with Westbound (downhill) Bypass option except the westbound bypass lane has been eliminated. This realignment option would include a traffic signal for SBLT and SBRT traffic to enter the new westbound Rabbit Creek Road to southbound Golden View Drive alignment. Pedestrians are accommodated with separate pedestrian phasing at the traffic signal. A sketch depicting these alternatives and summarizing vehicles and pedestrian LOS is shown in Figure 60. Kinney Engineering, LLC 111

127 Figure 60: Realigned Rabbit Creek to Golden View Intersection (traffic signal option) without Westbound (downhill) Bypass Kinney Engineering, LLC 112

128 9.6 Parallel Flow Concept This alternative involves installing a median on Rabbit Creek Road and separating the northbound left turning traffic on Golden View Drive from the northbound through and right turning traffic by crossing this traffic over southbound Golden View prior to Rabbit Creek Road and creating a separate northbound left turn lane west of the other intersection movements. This creates two separate intersections for northbound left turning traffic, one crossing southbound Golden View Drive and one at the Rabbit Creek Road intersection. This option also includes an eastbound right turn bypass lane from Rabbit Creek Road to southbound Golden View Drive. Pedestrians are accommodated with refuge islands creating two-stage crossings of Rabbit Creek Road and Golden View Drive. A sketch depicting these alternatives and summarizing vehicles and pedestrian LOS is shown in Figure 61. Kinney Engineering, LLC 113

129 Figure 61: Parallel Flow Intersection Alternative Kinney Engineering, LLC 114

130 9.7 Indirect Left Turn Concept This alternative involves closing northbound and southbound left turn access from Golden View Drive to Rabbit Creek Road with a median. Northbound through and left turning traffic would be redirected eastbound on Rabbit Creek Road to a U-turn lane located approximately 500 feet east of the Golden View Drive intersection. Southbound through and left turning traffic would be redirected westbound on Rabbit Creek Road to a U-turn lane located approximately 500 feet west of the Golden View Drive intersection. Eastbound and westbound left turns from Rabbit Creek Road to Golden View Drive would either be redirected to the U-turn lanes or a puzzle piece median break could be provided at the Golden View intersection to allow left turns from Rabbit Creek Road to Golden View Drive. A separate eastbound right turn bypass lane is provided from Rabbit Creek Road to southbound Golden View Drive. In each alternative, pedestrians are accommodated with refuge islands creating two-stage crossings of Rabbit Creek Road. A sketch depicting these alternatives and summarizing vehicles and pedestrian LOS is shown in Figure 62. Kinney Engineering, LLC 115

131 Figure 62: Indirect Left Turn Intersection Alternative Kinney Engineering, LLC 116

132 9.8 Continuous Flow Concept (with and without right in/right-out for SB approach) This alternative is similar to the traffic signal on existing alignment alternative with the following exceptions: The southbound Golden View Drive approach is either eliminated by installing a cul-de-sac or only right in-right out access is provided. Westbound through (downhill) traffic has a continuous green and is not stopped. A northbound to westbound acceleration lane is provided to allow this traffic to merge with westbound through traffic on Rabbit Creek Road. This alternative includes an eastbound bypass lane from Rabbit Creek Road to southbound Golden View Drive. Pedestrians are accommodated with separate pedestrian phasing and refuge islands at the traffic signal. Because of the westbound continuous flow through lane, pedestrians either must yield to this movement or a separate pedestrian phase could be provided which would interrupt the westbound through movement for pedestrians to cross Rabbit Creek Road. A sketch depicting these alternatives and summarizing vehicles and pedestrian LOS is shown in Figure 63. Kinney Engineering, LLC 117

133 Figure 63: Continuous Flow Signalized Intersection Alternative Kinney Engineering, LLC 118

134 9.9 Underpass Concept This alternative involves constructing a grade separated intersection with Rabbit Creek Road passing over Golden View Drive with ramp connections to and from Rabbit Creek Road to Golden View Drive. Two options with different configurations for Golden View Drive intersections were considered. They are: Option A : Standard Intersections on Golden View Drive There are 4 standard intersections on Golden View Drive serving the following movements from south to north: Intersection #1: NB through vs. SBLT Intersection #2: EBLT vs. NB & SB through Intersection #3: NBLT vs. SB Intersection #4: WBLT & WBRT vs. NB & SB through Option B : Roundabout in place of Standard Intersection for south Golden View Drive There are three intersections on Golden View Drive serving the following movements from south to north: Intersection #1: Roundabout: EBLT & EBRT vs. NB through & NBRT and SB through and SBLT Intersection #2: NB through and NBLT vs. SB through Intersection #3: WBLT & WBRT vs. NB & SB through In the standard intersection alternative, pedestrians are accommodated with refuge islands and marked crosswalks. In the roundabout alternative, pedestrians are accommodated with refuge islands and marked crosswalks and marked crosswalks in advance of the roundabouts at the splitter islands. Kinney Engineering, LLC 119

135 Ramps for either of the underpass alternatives should be designed in accordance with AASHTO requirements for auxiliary lanes (ramp length of 720 feet or more, Exhibit 10-70). With these ramps, the merge junctions are estimated to operate at LOS B or better. Sketches depicting these alternatives and summarizing vehicles and pedestrian LOS are shown in Figure 64 and Figure 65. Kinney Engineering, LLC 120

136 Figure 64: Underpass Alternative with Standard Intersections on Golden View Drive Kinney Engineering, LLC 121

137 Figure 65: Underpass Alternative with Roundabout Intersection on South Golden View Drive Kinney Engineering, LLC 122

138 10 Special Issues 10.1 Goldenview Middle School Access and Pedestrian Issues Goldenview Middle School is a grade 7-8 facility located on Golden View Drive approximately ¼ mile south of the Rabbit Creek Road intersection. School hours are 8:15AM-2:45PM. As of August 29, 2011, there were 795 students enrolled at the school. There is not a crash history at the Goldenview Middle School intersection but there is congestion associated with arriving busses, parents dropping off children, and in the AM peak period, commuter traffic on Golden View Drive not associated with the school. Specific school related issues include: Children attending Goldenview Middle School are bussed or driven by parents since there are no walking facilities along Golden View Drive with the exception of a wide shoulder on the west side between Rabbit Creek Road and Bridgeview Drive. Students living on the west side of Golden View Drive between Ricky Road and the school entrance may walk to school as this portion is within the school walking boundary. The intersection is congested during peak school start and stop times. (8:00-8:45 AM and 2:30-3:00 PM.) ASD does not provide bussing on steep roads such as Prominence Pointe Drive, requiring parents to drive students to a bus stop or to school. The highest time of day crash times on all of Golden View Drive are 7-9 AM and 2-4 PM, correlating with the AM peak period and school starting and stopping times. Kinney Engineering, LLC 123

139 Figure 66: Goldenview Middle School and Surrounding Roads (Source: MSR Maps) Several issues and/or requests have been raised in relation to the Goldenview Middle School during public meetings and input opportunities for the Golden View Drive project including: Cut-through traffic on Bridgeview Drive related to school traffic. Parents picking their kids up on the road versus on the school grounds, blocking the pathway. Students unable to walk to school due to lack of a pathway on Golden View Drive. The lack of ASD bus service to Hillside routes with steep grades causes more parents to drive their students to school, resulting in increased congestion. Residents want the project to consider a separate left turn lane into Goldenview Middle School. An alternative parent drop-off route at Bridgeview Drive has been requested to relieve congestion. A roundabout or right hand turn lane has been requested at the Goldenview Middle School entrance. A request was made for a second access to the school via Ricky Road. A pedestrian overpass was requested for school drop off. A change in school bus routing was requested. Installation of a 20 MPH flashing school zone was suggested. Kinney Engineering, LLC 124

140 Figure 67: Goldenview Middle School Entrance Looking north and Busses Only Bridgeview Drive school access As discussed in Section 3.4.7, all of the walking routes to Goldenview Middle School are within the Goldenview Gate Subdivision, west of Golden View Drive and south of Rabbit Creek Road. No student is required to walk along Golden View Drive. Golden View Drive has been designated by the Anchorage School District Hazardous Transportation Committee (HTC) as a hazardous route for school walking purposes, meaning that students are not required to cross the street as there is no designated safe crossing location of Golden View Drive. Therefore, no analysis of students crossing Golden View Drive is included in the existing conditions summary. The Golden View Drive area is in the attendance areas for South High School and Bear Valley Elementary School. However, all students from this area are bussed to school. As discussed in Section 7.5.1, pathway improvements on Golden View Drive have been identified in both the Anchorage Pedestrian Plan and the Anchorage Bicycle Plan, which are elements of the Nonmotorized Transportation Plan. With the improvements to Golden View Drive including walkways on both sides of the roadway, opportunities exist to designate walking routes along Golden View Drive along with crossing protection at the Goldenview Middle School entrance. These opportunities should be discussed and evaluated with the HTC discussed above, a group made up of Kinney Engineering, LLC 125

141 school, police, transportation and traffic engineering, maintenance, PTA and general public members whose purpose is to make recommendations to the Anchorage School Board regarding designation of hazardous routes and other recommendations concerning hazardous transportation Potential Vehicle and Pedestrian Intersection Improvements Peak hour traffic volumes were collected on Golden View Drive at the Middle School driveway in Results of these peak hour counts are shown on Figure 68. Figure 68: Goldenview Middle School Driveway AM and PM Peak Hour Counts, 2010 Results of these counts were utilized to evaluate potential vehicle and pedestrian related improvements at this intersection Northbound Left Turn Lane into Goldenview Middle School In Section 8.2 on page 92, intersections along Golden View Drive were evaluated for left turn channelization. As shown in Table 39 on page 93, left turn channelization is currently warranted at the Goldenview Middle School driveway during the AM peak period. Kinney Engineering, LLC 126

142 Potential Golden View Drive Student Crossing and School Zone Improved pedestrian/bike facilities would accommodate students attending Goldenview who live along Golden View Drive and adjacent side streets and reduce the need for busing or parent drop off. If the HTC designates walking routes on Golden View Drive following the completion of pathways, students would likely be required to cross Golden View Drive from the east side to reach the school. At present, the MOA s School Zone Policy Manual does not require treatment beyond school advance signs since students are not required to cross Golden View Drive. However, if a crossing were established, the manual provides guidelines for crossing locations and treatments, and school zone speed and signing based upon vehicle speeds and acceptable gaps. An acceptable gap is the minimum time between vehicles that 85 percent of all groups of pedestrians waiting to cross a street will accept as adequate to cross the street. If there is at least one safe gap per minute of crossing time, there may be no need for any special traffic controls of signals or crossing guard. The 2013 and 2033 design hour traffic projections for Golden View Drive indicate that pedestrians would suffer a poor level of service attempting to cross a two lane typical section with a center turning lane. However, as Table 41 on page 97 shows, gaps are adequate for current and future traffic conditions, provided that a mid-crossing refuge island is installed in conjunction with a potential left turn lane into the school. Figure 69 presents Table 1 School Zone Traffic Control from the School Zone Policy Manual. In this figure, the assumed conditions are as follows: Student pedestrians generated on the east side of Golden View Drive are required to cross Golden View Drive at-grade, and the nearest stop controlled crossings are over approximately ¼ mile away (Rabbit Creek Road to the north). There are sufficient gaps, > 1 per minute for crossing opportunities; and that will be enhanced by installing a refuge at mid-crossing. Speed limit is 35 mph. There are currently no crossing pedestrians during school opening and dismissal times. However, the Policy doesn t have a pedestrian number threshold. If a crossing treatment were to be installed, then a latent demand would likely be satisfied for both students, recreational and utilitarian uses. Kinney Engineering, LLC 127

143 Figure 69: School Zone Traffic Control (Table 1 School Zone Policy Manual) Kinney Engineering, LLC 128

144 In summary, if school walking routes are designated along Golden View Drive following the installation of a pathway (possibly limited to the west side of Golden View Drive), this location should have a marked crosswalk (ladder style). There should be advance and crossing signs and 20 mph zone sign and flasher. There should be pavement markings to augment the signing. Figure 3 in the School Zone Policy Manual (Attachment D) presents a schematic layout of the treatment. If installed, this crossing should be located at the south end of the Goldenview Middle School egress driveway as shown in Figure 70. Figure 70: Recommended Location for Student Crossing of Golden View Drive (Assuming school walking routes are established) The Goldenview south driveway intersection with Golden View Drive is a one-way eastbound (egress) and has less vehicle volume and turning conflicts than the north approach. Suggestions have been made regarding alternate access and pick up areas for the middle school such as opening the buses only access from Bridgeview Drive or creating a second access point on Ricky Road. These potential improvements are not necessarily part of the Golden View Drive project unless these drop off-picks up areas are associated with Golden View Drive. Kinney Engineering, LLC 129

145 Attachment A: Project References and Standards This project was evaluated in accordance with the following municipal and state references and standards: Alaska Preconstruction Manual (PCM) by DOT&PF A Policy on the Geometric Design of Highways and Streets (GDHS), American Association of State Highway and Transportation Officials (AASHTO) Central Region Annual Traffic Volume Report, published by DOT&PF. Alaska Traffic Manual (ATM), DOT&PF. Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration (FHWA). Access Management Manual, Transportation Research Board (TRB), Trip Generation, 8th Edition, Institute of Transportation Engineers (ITE). Official Streets and Highways Plan (OSHP) 2005 Update, Municipality of Anchorage Community Planning and Development Transportation Planning Division Design Criteria Manual (DCM) Municipality of Anchorage Project Management and Engineering, June 2005 Driveway General Guidelines Memorandum, MOA Traffic Department (from ). Anchorage Annual Traffic Report (miscellaneous years), Municipality of Anchorage, Traffic Department. Anchorage Pedestrian Plan, Anchorage Metropolitan Area Transportation Solutions, October 2007 Anchorage Bicycle Plan, Anchorage Metropolitan Area Transportation Solutions, March 2010 Anchorage Long Range Transportation Plan with 2027 Revisions, CH2MHill, April, Highway Safety Improvement Program Handbook (HSIPHB) published by the State of Alaska, Department of Transportation and Public Facilities National Cooperative Highway Research Program (NCHRP) Report 162, Methods for Evaluating Highway Safety Improvements, Laughland, et. al. NCHRP Report 255, Highway Traffic Data for Urbanized Area Project Planning and Design; Pedersen, N.J. and Samdahl, D. R., Transportation Research Board, NCHRP Report 279, Intersection Channelization Design Guide, Transportation Research Board, NCHRP Report 457, Engineering Study Guide for Evaluating Intersection Improvements, Bonneson, P.E., and Fontaine, Texas Transportation Institute, Municipality of Anchorage websites for Planning and Zoning, Traffic, and Transit. Areawide Trails Plan, Department of Community Planning and Development, Municipality of Anchorage, April Highway Capacity Manual 2010 (HCM2010), TRB. Kinney Engineering, LLC Page A-1

146 Traffic Engineering Handbook, Fourth and Fifth editions, Institute of Transportation Engineers (ITE). NCHRP Report 672, Roundabouts: An Informational Guide, Second Edition, Transportation Research Board, Highway Capacity Software 2010 (HCS), McTrans. Synchro and SimTraffic, Trafficware. Anchorage 2020 Anchorage Bowl Comprehensive Plan, 2001 Pedestrian Safety for Elementary & Middle Schools ( ), Municipality of Anchorage Traffic Department and HDL, Inc. A Program for School Crossing Protection and Traffic Engineering Handbook Institute of Transportation Engineers Manual of Traffic Signal Design, Second Edition, by James H. Kell and Iris J. Fullerton, Institute of Transportation Engineers Alaska Traffic Accidents, DOT&PF Statewide Planning FHWA-RD Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations, Zeeger, Stewart, and Huang, University of North Carolina Highway Safety Research Center, Traffic Calming Policy Manual, MOA Traffic Department, Draft 2005 Traffic Calming Protocol Manual, MOA Traffic Department, 2001 School Zone Policy Manual, MOA Traffic Department, 2006 Kinney Engineering, LLC Page A-2

147 Attachment B - Crash Evaluation Methodology The crash evaluation methodology uses elements from the Highway Safety Improvement Program Handbook by DOT&PF, and NCHRP Report 162 from Transportation Research Board, Methods for Evaluating Highway Safety Improvements by John C. Laughland, et al., National Research Council, Washington, D.C Intersection crash rates are calculated with the following formula: Equation A1. A R = 1,000, N V The variables in this equation are: R= Accident rate for the intersection expressed as crashes per million entering vehicles (MEV), A= Frequency of crashes in the study period, N= Number of years of data, V= Traffic volumes entering the intersection daily, usually ½ of the sum of the Average Annual Daily Traffic (AADT) volumes on the intersection s legs for two way approaches, or the sum of entering AADT volumes on one-way approaches. Segment rates are defined as: A Equation A2. R = 1, 000, N ADT L R= Crash rate for the intersection expressed as crashes per million vehicle miles (MVM), A= Frequency of crashes in the study period, N= Number of years of data, ADT= Segment Average Annual Daily Traffic (AADT) volumes, both directions. L= Segment length, miles Rate analysis is especially useful when there is a population of facilities to which we can compare the study area. DOT&PF has developed statewide populations for segments and intersections, and provides this data in the HSIPHB and supplements and the annual Traffic Accident Report. We can calculate crash rates using Equation 1a or 1b to compare the facility to the corresponding like State of Alaska accident populations. However, by only comparing the rate of the facility under analysis to an average, we may erroneously infer that those facilities with higher than average rates are problem areas. Kinney Engineering, LLC Page B-1

148 Instead, we would like to establish an upper limit for the rate that is our threshold of concern. The Rate Quality Control Method establishes an upper control limit (UCL) to determine if the facility s crash rate, as calculated in Equation 1, is significantly higher than crash rates in facilities with similar characteristics. The UCL is determined statistically as a function of the statewide average crash rate for the facility category (i.e., highway or intersection) and the vehicle exposure at the location being considered. UCL is calculated with the following equation: Equation A3. UCL = Ra + Z Ra M M, The variables in this equation are: R a = Average Crash Rate for the population in accidents per MEV (intersections) or accidents per MVM (road segments); M= Facility Exposure in MEV for the intersections or MVM for roadway section; Z= Normal Distribution Transformation Variable (1.64 for 95% confidence) Intersections or segments with rates that exceed the UCL are considered truly to have a crash rate above average. Kinney Engineering, LLC Page B-2

149 Attachment C: Hillside District Plan Transportation Alternative Projects in the Vicinity of Golden View Drive Previously Planned Road Improvement Projects in the Hillside District Plan Area Map ID Project Location Description Municipality of Anchorage Long-Range Transportation Plan Short-Term Projects ( ) in the HDP Mountain Air Drive: From Rabbit Creek Road to E. 164th Avenue Extend Mountain Air Drive from Rabbit Creek Road to East 164 th Avenue extended. (LRTP ID 808) Extend Mountain Air Drive from Rabbit Creek Road to East 164 th Avenue extended. (LRTP ID 808) Construct a road for circulation and access. (LRTP ID 809) Municipality of Anchorage Long-Range Transportation Plan Long-Term Projects ( ) in the HDP Rabbit Creek Road (From Seward Highway to Golden View Drive) Upgrade the road to a three-lane arterial for capacity. Municipality of Anchorage Roadway Capital Improvement Projects in the HDP South Golden View Rural Road Service Area Road & Drainage Improvements Potter Valley Road Improvements Surface Rehabilitation (Old Seward Hwy to Greece Drive) Elmore Road/ Rabbit Creek Intersection Improvements Old Seward Highway Repair/Upgrade (from Potter Valley Road to Rabbit Creek Road) Golden View Drive at 142nd Ave Intersection Safety Improvements Golden View Drive at Bluebell Drive Intersection Safety Improvements Golden View Drive Extension (Bulgaria Drive to Potter Valley Road) A 2007 state grant of $250,000 was provided for road and drainage improvements, which will be coordinated with the Rural Road Service Area. This project will overlay or replace pavement that is currently deteriorating between Old Seward Highway to Greece Drive. Design has been finalized and will await construction funding which is currently planned for No work is currently scheduled in the 6-year CIP. This is a state owned facility and evaluation and funding would be by the State of Alaska. Safety concerns have been raised about this intersection. No work is underway or scheduled in the six-year CIP. This is a state owned facility and evaluation and funding would be by the State. The pavement is deteriorating and the road should be constructed to collector standards. No work is currently scheduled in the 6-year CIP. This project has been added to Capital Project Needs List for evaluation and prioritization. A state grant was requested. Safety concerns have been raised regarding this intersection. Improvements will be developed in design study. No work is currently scheduled in the 6-year CIP. This project has been added to Capital Project Needs List for evaluation and prioritization. A state grant was requested. Safety concerns have been raised regarding this intersection. Improvements will be developed in design study. No work is currently scheduled in the 6-year CIP. This project has been added to Capital Project Needs List for evaluation and prioritization. A state grant was requested. This connection will be a vital link in south Anchorage that will enhance traffic circulation in the area and promote safety. This project will construct a collector route between the current southern end of Golden View Drive and Potter Valley Road. The exact route and scope will be determined in the design process, which include public involvement. Kinney Engineering, LLC Page C-1

150 Elmore Rd Extension (De Armoun Road to Rabbit Creek Road) Mountain Air Drive /Hillside Drive Extension Golden View Drive Upgrade (Rabbit Creek Road to Potter Valley Road) Clarks Road Rut Repair Heights Hill Surface Rehabilitation (South of Clarks Rd) No work is currently scheduled in the 6-year CIP. However, this project has been added to the needs list for future funding consideration. The project is identified as a collector in the Official Streets and Highways Plan. There are no north/south collector streets connecting De Armoun Road and Rabbit Creek Road. The need for this project increased with the opening of South High School. This project will construct a collector street from De Armoun Road to Rabbit Creek Road. Improvements are expected to include pavement, drainage facilities, street lighting, pedestrian facilities on both sides, landscaping, and a bridge traversing Rabbit Creek. No work is underway, but a 2007 state grant has been requested. The area must be annexed into a limited road service area prior to construction. Currently all traffic is routed to Golden View Drive to the west and Clarks Road to the east. This project will construct a new collector connection south of Rabbit Creek Road and east of Golden View Drive. Improvements are expected to include pavement, curbs, street lighting, storm drains, pedestrian facilities, and landscaping. No work is underway. Design funding has been requested as a state grant. This existing roadway is a narrow two-lane, strip-paved roadway with no pedestrian facilities, and inadequate drainage and lighting. This project will upgrade this collector street to current standards. This project is a priority to the LRSA, the Community Councils, and the neighborhoods. Improvements are expected to include a new road base, pavement, a drainage system, pedestrian facilities, turn lanes, and street lighting. No work is currently scheduled in the 6-year CIP. This is a State owned facility and prioritization and funding would be through the State. The pavement is deteriorating and needs to be rehabilitated. No work is currently scheduled in the 6-year CIP. This project has been added to Capital Project Needs List for evaluation and prioritization. The road needs rehabilitation and drainage improvements. Exhibit A: Previously Planned MOA LRTP and HDP Roadway Capital Improvement Projects Additional Roadway Improvements Recommended in the HDP Project Facility Name From To Project Purpose & Description Number Primary Roads Potter Valley Rd/Potter Heights Drive. Steamboat Dr. to Potter Heights Dr. Hillside Dr. South Old Seward Hwy. Steamboat Drive E. 156 th Ave. Miller Dr. Miller Drive Potter Heights Drive Upgrade Potter Valley Rd. and Potter Heights Dr.; Purpose: Deteriorating road surface requires rehabilitation, provide access to platted and potential developments, trailhead access, emergency access; Facility class: Residential collector; Length of project: 2.92 miles; Estimated cost: To be determined; Linked project(s): CIP #2. Upgrade Steamboat drive and extend it to connect to Potter Heights Dr.; Purpose: Provide trailhead access, two-way emergency access, traffic circulation, and access to future subdivisions; Facility class: Neighborhood collector; Length of project: 3.74 miles. Extend Hillside Dr. to the south, connecting E. 156th Ave. to Potter Heights Dr. The exact northsouth route is to be determined.; Purpose: Northsouth traffic circulation, interneighborhood connectivity and access to platted developments, emergency access to Potter Heights, access to trailhead and Heritage Land Bank; Facility class: Residential collector; Length of project: Approx. 3.5 miles; Linked project(s): LRTP # 7, CIP #13. Kinney Engineering, LLC Page C-2

151 Romania Dr./Portugal Pl. Golden View Dr. Legacy Pointe 156th Ave. Secondary Roads Rabbit Creek Rd. Clarks Rd. Heights Hill Rd. Miller Drive Unnamed Road Unnamed new road Greece Dr. Golden View Drive Rabbit Creek Road Potter Valley Road Golden View Drive Seward Hwy. Rabbit Creek Road Clarks Road Potter Valley Rd Potter Heights Dr. England Ave. Greece Dr. Unnamed Road (0.67 miles) Bulgaria Drive Golden View Drive Kings Way Drive De Armoun Road Kinks Way Drive Jamie Ave. Potter Heights Dr. Half mile south of Potter Heights Dr. Potter Heights Dr. Potter Heights dr. Upgrade Romania Dr. and Portugal Pl.; Purpose Road and pedestrian safety from subdivisions to Golden View Dr. a route to Goldenview Middle School, capacity, emergency access; Facility class: Residential collector; Length of project: 0.67 miles; Linked project(s): CIP # 1. Upgrade Golden View Dr. This existing roadway is a narrow two-lane, strip-paved roadway with no pedestrian facilities, and inadequate drainage and lighting; Purpose: Upgrade Golden View Dr. to current capacity and road safety standards; Facility class: Minor arterial and residential collector; Length of project: 1.83 miles; Linked project(s): CIP # 14. Construct Legacy Pointe Rd. as a primary class neighborhood collector; Purpose: Access to Legacy Pointe subdivision, neighborhood connectivity, two-way emergency access; Facility class: Neighborhood collector; Length of project: 2.9 miles; Linked project(s): LRTP # 8. Connect Golden View Dr. to Kings Way Dr. (via 156th Ave. and Jamie Ave.) following an easement north of the planned subdivision; Purpose: East-west traffic circulation, alternate neighborhood access; Facility class: Residential collector; Length of project: 2.00 miles. Upgrade Rabbit Creek Rd.*; Purpose: Capacity, road safety; Facility class: Minor arterial, residential collector; Length of project: 0.37 mile; Estimated cost: To be determined; Linked project(s): CIP #5, LRTP # 7, 12. Upgrade Clarks Rd. to primary class neighborhood collector; Purpose: Pavement is deteriorating and needs to be rehabilitated, access to trailhead and Heritage Land Bank; Facility class: Neighborhood collector; Length of project: 1.50 miles; Linked project(s): CIP # 16. Upgrade Heights Hill Rd. to primary class neighborhood collector*; Purpose: Road rehabilitation; Facility class: Neighborhood collector; Length of project: 0.37 mile; Linked project(s): CIP # 17. Connect pending Southpointe Subdivision to Potter Valley Rd. and Miller Dr.; Purpose: Twoway access to new developments, secondary trail access; Facility class: Country Lane; Length of project: 1.09 miles. Connect pending Southpointe Subdivision to Potter Valley Rd. and Miller Dr.; Purpose: Twoway access to new developments, secondary trail access; Facility class: Country Lane; Length of project: 1.09 miles. Connect potential Viewpoint South Subdivision to England Ave. and Potter Heights Dr.; Purpose: Fire sensitive area- two-way access to new developments; Facility class: Country Lane; Length of project: 0.37 mile. Provide access to Potter Valley Rd. through potential Viewpoint South Subdivision via Greece Dr.; Purpose: Two-way access to new developments; Facility class: Country Lane; Length of project: 0.51 mile. Kinney Engineering, LLC Page C-3

152 Prominence Point Dr. Golden View Dr. Cobblestone Hill Rd. Connect Prominence Point Dr. to adjacent platted developments, provide through access to Cobblestone Hill Rd.; Purpose: Two-way access to new developments; Facility class: Neighborhood collector; Length of project: 1.57 miles. Connect Views of Providence Subdivision and Shangri-La Subdivision to Jamie Ave., Marino Dr., Byron Dr., Mount McKinley View Dr., and to proposed Hillside Dr. South; Purpose: Two-way access to new developments, interneighborhood connectivity; Facility class: Country lane; Length of project: 1.74 miles. New unnamed roads Jamie Ave. Byron Dr, Marioo Dr., Mt. McKinley Dr., proposed Hillside Dr. S. New unnamed roads Our Road Proposed 156 th Avenue Our Rd. Lost Horizon Dr., proposed Hillside Dr. S., unnamed rd. Heritage Heights Dr. Jumar Ave. East Our Rd. Birch Road Connect Shangri-La Subdivision to Lost Horizon Dr., proposed Hillside Dr. South, and Unnamed Rd.; Purpose: Two-way access to new developments, inter-neighborhood connectivity; Facility class: Country lane; Length of project: 0.97 mile Extend Our Rd. south to connect to Heritage Heights Dr.; Purpose: Provide local connectivity from Huffman Rd. to O Malley Rd.; Facility class: County lane; Length of project: 0.25 mile. Extend Jumar Ave. east to connect to Birch Rd. Purpose: Alternate access to existing subdivisions; Facility class: County lane; Length of project: 0.50 mile. Exhibit B: Additional Roadway Improvements Recommended in the HDP Primary and Secondary Roads Kinney Engineering, LLC Page C-4

153 Attachment D - Segment, Intersection, and Pedestrian Operations and Capacity Analysis Two-Lane Highways The methods for this analysis are found in Chapters 12 and 20 in the HCM. HCM provides two levels of service (LOS) descriptions for two lane highways according to its class. Class I highways are higher speed, higher mobility two-lane highways, suitable for longer trips. Class II highways are lower speed and oriented towards access and shorter trips. Class I uses two performance measures for level of service, percent time spent following (PTSF) and average travel speed (ATS) (mph). The following level of service (LOS) table is reproduced from Exhibit 20-2 of HCM2000. The operational level of service for a twolane highway would be the least LOS rating of either the PTSF and ATS ratings. LOS Percent Time Spent Average Travel Speed Following (mph) A 35 >55 B >35-50 >50-55 C >50-56 >45-50 D >65-80 >40-45 E >80 40 Exhibit A- Two-Lane Class I Highway LOS The LOS for two-lane, Class II highways uses PTSF for LOS ratings. LOS for Class II highways is as follows: LOS A: 40 Percent Time Following LOS B: >40 and 55 Percent Time Following LOS C: >55 and 70 Percent Time Following LOS D: >70 and 55 Percent Time Following LOS E: >85 Percent Time Following Signalized Intersections The following narrative from Chapter 9 of the 1997 HCM defines LOS for signalized intersections. (Note that these definitions have not changed with the 2000 edition of HCM) Kinney Engineering Page D-1

154 LOS A describes operations with very low control delay, up to 10 seconds per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. LOS B describes operations with control delay greater than 10 and up to 20 seconds per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of average delay. LOS C describes operations with control delay greater than 20 and up to 35 seconds per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. LOS D describes operations with control delay greater than 35 and up to 55 seconds per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. LOS E describes operations with control delay greater than 55 and up to 80 seconds per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. LOS F describes operations with control delay in excess of 80 seconds per vehicle. This level, considered unacceptable to most drivers, often occurs with over saturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors to such delay. Unsignalized Intersections Intersection capacity analysis was performed in accordance with the procedures outlined in Transportation Research Board Highway Capacity Manual 2000 (HCM) for interrupted flow facilities, using Highway Capacity Software 2000 by McTrans. The operational performance measures used for this intersection analysis are levels of service, control delay (seconds delay per vehicle), and volume to capacity ratio, v/c. A common limit for v/c values is 0.85, or 85% of capacity. This upper value represents good Kinney Engineering Page D-2

155 design practice, in that there is some reserve capacity to absorb surges in volumes or flow turbulence. The methodology for unsignalized intersections only computes LOS for the minor movements of the intersection, which include the minor street approaches under sign control, or major movements that must yield to oncoming traffic, such as left-turning traffic. Unsignalized LOS is defined as follows (HCM Exhibit 17-2): LOS A: 10 seconds of control delay per vehicle LOS B: >10 and 15 seconds of control delay per vehicle LOS C: >15 and 25 seconds of control delay per vehicle LOS D: >25 and 35 seconds of control delay per vehicle LOS E: >35 and 50 seconds of control delay per vehicle LOS F: >50 seconds of control delay per vehicle Pedestrian Crossing Performance Measures The minimum gap time for crossing uncontrolled streets is computed with the following formula (from ITE s A Program for School Crossing and HCM 2000 Chapter 18, Equation and 18-20): t G L = + ts + 2 N 1 S P ( ) Where: t G = critical gap for single pedestrian crossing (seconds) L= width of crossing (feet) S P = walking speed (fps), assumed to b 3.5 fps (from ITE) t s = startup time (sec), 3 seconds (from ITE) N= spatial distribution of pedestrians (rows), N=1, up to 5 children in one crossing. Percent pedestrian delay, D %, is directly computed from a pedestrian gap study as: Time Gaps Total ( D% = TimeTotal t G ) Where: Time Total = total observation time (seconds) Gaps t G = sum of individual gap recordings that are equal to or greater than the critical gap crossing (seconds) Kinney Engineering Page D-3

156 The following figure is from A Program for School Crossing Protection, Institute of Transportation Engineers (ITE), 1971, which indicates when control (schools) may be needed. Exhibit B: Exhibit No. 2 from ITE A Program for School Crossing Protection The MUTCD Warrant 5, School Crossing establishes that a signal should be considered where available safe crossing gaps are less than 1 gap per minute on the average, and 20 or more children use the crossing. MUTCD suggests other remedial measures be considered such as signage and flashing beacons, reduced speed zones, crossing guards, and grade separated crossings. Also, ITE s School Trip Safety Program Guidelines indicates that there should be at least one gap per minute Number of adequate crossing gaps per minute, A gap is computed as: Kinney Engineering Page D-4

157 A gap = ( Gaps t t G G ) 60 x Time Total If a pedestrian gap study is not available, or if delay and adequate crossing are to be established for future traffic flows, then this information can be computed upon the basis that gaps generally are well modeled with a negative exponential distribution. For a negative exponential distribution, the probability that a gap exceeds any value t is calculated as: P vtg ( h t G ) = e Where: t is the critical time, seconds h is any gap, seconds v is the vehicular flow rate, vehicles per second (volume in an hour divided by 3,600 seconds). The value v is also the gap flow rate (1 vehicle 1 gap). The estimated frequency of gaps in any time bin, h, would be the product of the probability of h by the Volume, V, or: ( h) V N h = P And if: ( h) = P( t ) P( t ) P h i h + i Then: i h i ( h) e vt vt h = e P + Where: v is the forecasted vehicular and gap flow rate, vehicles (gaps) per second, t h+1, t h-1 are the time bins immediately adjacent to the bin of interest, h. The following presents the pedestrian unsignalized crossing delay equation from HCM2000. HCM2000 based this equation on pedestrian delay equations in Gerlough & Huber 1975 Special Report 165 Traffic Flow Theory A Monograph. Kinney Engineering Page D-5

158 d p 1 v vtg ( e vt 1) = G Where: d P = average pedestrian delay (seconds) v= vehicular flow rate (vehicles per second) Gerlough and Huber s derivation for Equation 3 assumes that traffic gaps are in a random traffic flow state, and gaps distributions are represented well by the negative exponential distribution. HCM Exhibit provides pedestrian unsignalized crossing LOS based on delay. This is summarized the following table. LOS Average Delay per Pedestrian HCM2000 Comments on Risk A <5 seconds Low likelihood of accepting gaps that are less than t G B 5 and 10 seconds - C >10 and 20 seconds Moderate likelihood of accepting gaps that are less than t G D >20 and 30 seconds - E >30 and 45 seconds High likelihood of accepting gaps that are less than t G F >45 seconds Very high likelihood of accepting gaps that are less than t G Exhibit C - Pedestrian LOS Kinney Engineering Page D-6

159 Attachment E Alaska Traffic Manual Uncontrolled Crossings Kinney Engineering Page E-1

160 Kinney Engineering Page E-2

161 Attachment F Figure 3 in the School Zone Policy Manual Kinney Engineering Page F-1

162 Attachment G Rabbit Creek Golden View Drive Traffic Signal Warrant Analysis Kinney Engineering Page G-1

163 2010 Peak Period Traffic Signal Warrant Analysis Results Existing Intersection Kinney Engineering Page G-2

164 2010 Peak Period Traffic Signal Warrant Analysis Results Realigned Intersection Kinney Engineering Page G-3

165 2010 Peak Period Traffic Signal Warrant Analysis Results Realigned Intersection- NO WB Bypass Kinney Engineering Page G-4

166 Attachment H Pedestrian Crossing Gap Analysis Results Kinney Engineering Page H-1

167 2013 Pedestrian Gap Analysis 40 Foot Crossing Kinney Engineering Page H-2

168 2023 Pedestrian Gap Analysis 40 Foot Crossing Kinney Engineering Page H-3

169 2033 Pedestrian Gap Analysis 40 Foot Crossing Kinney Engineering Page H-4

170 2033 Pedestrian Gap Analysis 19 Foot Crossing 65% Direction - Pedestrian Refuge Island Kinney Engineering Page H-5

171 2033 Pedestrian Gap Analysis 19 Foot Crossing 35% Direction - Pedestrian Refuge Island Kinney Engineering Page H-6