Road Conversion Study Plumas Street

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1 Plumas Street Phase I Submitted to The Regional Transportation Commission of Washoe County Submitted by Zong Tian, Ph.D., P.E. Saeedeh Farivar Haiyuan Li, Ph.D. Center for Advanced Transportation Education and Research (CATER) Department of Civil & Environmental Engineering University of Nevada, Reno Reno, NV zongt@unr.edu Tel: (775) Fax: (775) February, 2012

2 Table of Content Table of Content 1. EXECUTIVE SUMMARY INTRODUCTION PROJECT SCOPE AND APPROACHES DATA COLLECTION AND EXISTING CONDITIONS Traffic Volume Survey at the Selected Segments Spot Speed Study Existing Conditions and Signalized Intersection LOS FUTURE CONDITIONS LOS Analyses at Signalized Intersections FINDINGS AND RECOMMENDATIONS Findings Recommendations REFERENCES APPENDIX APPENDIX APPENDIX APPENDIX University of Nevada, Reno i

3 Executive Summary 1. EXECUTIVE SUMMARY As one of the common complete street strategies for improving traffic safety, the City of Reno plans to convert one roadway segment from an existing 4/5-lane cross section to a three-lane cross section with an additional center left-turn lane and bike lanes. The roadway segment is on Plumas Street between Plumb Lane and Moana Lane in Reno, Nevada. This report documents the study results for the planned segment and intersections before the roadway conversion, which will establish the baseline conditions for a future before-after study. One-week 24-hr volume counts, spot speeds, and intersection peak hour turning volumes were collected at the study site. Based on the existing and future potential geometry, operational analyses were conducted for the study intersections. The tables below summarize the key results based on the existing and future geometry and traffic control conditions. Table S1 Signalized intersection performance a.m. peak hour Intersections Existing Future Int. LOS Critical LOS V/C Int. LOS Critical LOS V/C Plumas Street/West Plumb Lane B D (NBL) 0.64 B D (NBL) 0.64 Plumas Street /Moana Lane B B (SBL) 0.60 B C (SBL) 0.63 Note: 1. Int. LOS represents the level-of-service of intersection. 2. Critical LOS represents the level-of-service of the worst movement. 3. V/C represents the volume-to-capacity ratio of the worst movement. Table S2 Signalized intersection performance p.m. peak hour Intersections Existing Future Int. LOS Critical LOS V/C Int. LOS Critical LOS V/C Plumas Street/West Plumb Lane C D (NBL) 0.84 C D (WBL) 0.65 Plumas Street /Moana Lane B D (SBL) 0.83 B C (SBL) 0.70 Note: 1. Int. LOS represents the level-of-service of intersection. 2. Critical LOS represents the level-of-service of the worst movement. 3. V/C represents the volume-to-capacity ratio of the worst movement. University of Nevada, Reno 1

4 Executive Summary Major findings from the study include: The one-week 24-hr volume counts at the two roadway locations along Plumas Street revealed that traffic volumes tended to increase throughout the day and reached to the highest around 5:00 p.m. The south end (referred to as Location 2 in the report) had higher volumes than the north end of the segment. The ADT was about 14,910 vpd and the bi-directional peak hour volume was about 1320 vph. Both the ADT and the peak hour volumes were within the range of road diet guidelines (17,500 vpd and 1500 vph are the recommended values). The speed data at the two roadway locations indicated that the speed differences were slight between the north-south directions. The 85th percentile speeds at the two locations ranged between 38 mph and 42 mph. In comparison with the speed limits (30 mph and 35 mph), the 85th percentile speeds of both locations were about 8 mph higher than their speed limits. Two study signalized intersections before the roadway conversion were operating at acceptable levels of service (D or better) during the weekday a.m. and p.m. peak periods. Both signalized intersections would still maintain LOS D or better with the proposed lane configurations and traffic control conditions. The proposed geometry and traffic control condition would have a minimal impact on intersection and arterial LOS. Major recommendations from this study are summarized below: The lane configurations of both northbound and southbound approaches at Plumas Street/West Plumb Lane need to have an exclusive left-turn lane. A through and right-turn shared lane on both approaches can be designed if an exclusive right-turn lane cannot be stripped. Protected/permitted left-turn control is recommended to replace the existing protected left turn control for the north/south approaches at Plumas Street/West Plumb Lane to further improve intersection LOS. At the Plumas Street/West Moana intersection, the existing exclusive left-turn lanes should remain. It is also preferred to have exclusive right-turn lanes on both southbound and northbound approaches if space is allowed. Otherwise, a shared though/right turn lane would still maintain the intersection at an acceptable level of operations. University of Nevada, Reno 2

5 Introduction 2. INTRODUCTION As one of the common complete street strategies for improving traffic safety, the City of Reno plans to convert one roadway segment from an existing 4/5-lane cross section to a three-lane cross section with an additional center left-turn lane and bike lanes. Pedestrian sidewalks may also be added where appropriate to improve pedestrian mobility and level of service. This study primarily focused on the data collection and operational analyses of the major intersections within the study boundary before the roadway conversion, which will establish the baseline conditions for a future before-after study. The roadway segment involved Plumas Street between West Plumb Lane and West Moana Lane as shown in Figure 1. Planned road segment Figure 1 Project Location Map University of Nevada, Reno 3

6 Data Collection and Existing Conditions 3. PROJECT SCOPE AND APPROACHES The scope of this report included data collection and operational analyses before the roadway conversion project and the projected LOS for the study intersections after the roadway conversion project. Data collection was done by staff from the City of Reno which included oneweek 24-hr volume counts and spot speed data at two segment locations, and the peak hour turning movement counts at two signalized intersections. Pedestrian and bicycle data will be collected later during the summer of 2012 to analyze pedestrian mobility and level of service. The LOS analyses included the following two intersections: Plumas Street at West Plumb Lane Plumas Street at West Moana Lane 4. DATA COLLECTION AND EXISTING CONDITIONS The data collection and existing condition analyses mainly focused on investigating the basic characteristics of the study segment and intersections. Data collection was conducted in 2011 and The following tasks were involved in the data collection and existing condition analyses: One-week 24-hr volume counts at two selected locations in the project site; Spot speed data at the same two selected locations where the 24-hr volume counts were collected; and, Two-hour peak periods turning movement counts at two signalized intersections. 4.1 Traffic Volume Survey at the Selected Segment The one-week 24-hr directional traffic volume counts were collected in February 2012 using the tube-counters provided by the City of Reno at two selected locations along the planned segment. The two data collection locations are shown in Figure 2. Figures 3 and 4 show the photo views of the cross sections at the two locations. These two locations represented the typical roadway characteristics along the study segment. The tubes were placed approximately in the middle block of two adjacent minor intersections. Traffic volumes were collected for one week and the average daily traffic (ADT) volumes were obtained as shown in Table 1. Figures 5 and 6 show University of Nevada, Reno 4

7 Data Collection and Existing Conditions the volume profiles throughout the twenty-four hour period at the two locations. Appendix 1 contains the one-week 24-hr volume counts and spot speed data at the two locations. Location 1 Location 2 Figure 2 Locations for traffic volume and spot speed data collection Figure 3 Photo views at Location 1 (Northbound and Southbound) University of Nevada, Reno 5

8 Average hourly traffic (veh/h) Data Collection and Existing Conditions Figure 4 Photo views at Location 2 (Northbound and Southbound) Table 1 Average weekday traffic volumes at the two locations Direction Average Daily Traffic (ADT), veh/day Location 1 Location 2 Total 9,010 14,910 Northbound 5,495 7,545 Southbound 3,515 7,365 In comparison with the ADTs obtained at the two locations, it shows that Location 2 had a higher ADT. The ADTs were slightly higher for the northbound direction at both locations. Southbound Northbound Total :00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Time Figure 5 Daily traffic volume profiles at Location 1 University of Nevada, Reno 6

9 Average hourly traffic (veh/h) Data Collection and Existing Conditions Northbound Southbound Total :00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Time Figure 6 Daily traffic volume profiles at Location 2 From Table 1 and Figures 5-6, the following observations can be made: (i) for both directions, there was a clear p.m. peak hour occurred around 5:00 p.m. at both locations, and the a.m. peak hour occurred around 8:00 a.m. However, the p.m. peak was more critical for designing the roadway and intersection facilities; (ii) Location 2 had a higher ADT (14,910 vpd) than that at Location 1 (9,010 vpd); therefore, Location 2 is more critical with the roadway conversion; (iii) Both the peak hour volume (about 1350 vph) the ADT (14,910 vpd) are within the ranges typically recommended by some road diet guidelines (1500 vph and 17,500 vpd). 4.2 Spot Speed Study Spot speeds were obtained simultaneously in February 2012 by the tube counters. Both the 50 th and 85 th percentile speeds at the two locations are shown in Table 2. Figures 7 and 8 show the distributions of spot speeds at the two locations. University of Nevada, Reno 7

10 ADT Percentage (%) Data Collection and Existing Conditions Table 2 Average spot speeds and speed limits at the two locations on Plumas Street Location 1 Location 2 50th % (mph) 85th % (mph) 50th % (mph) 85th % (mph) Northbound Southbound Average Speed limit (mph) Northbound Southbound Average <15 15-<20 20-<25 25-<30 30-<35 35-<40 40-<45 45-<50 50-<55 Speed (mph) Figure 7 Distribution of spot speeds at Location 1 University of Nevada, Reno 8

11 ADT Percentage (%) Data Collection and Existing Conditions Northbound Southbound Average <15 15-<20 20-<25 25-<30 30-<35 35-<40 40-<45 45-<50 Speed (mph) Figure 8 Distribution of spot speeds at Location 2 The speed data indicated that the speed differences were slight between the northbound and southbound directions. The 85 th percentile speeds at the two locations ranged between 38 mph and 42 mph. In comparison with the speed limits, the 85 th percentile speeds of both locations were about 8 mph higher than their speed limits. It is apparent that vehicles were traveling at higher-than-required speeds. 4.3 Existing Conditions and Signalized Intersection LOS LOS analyses were conducted based on the existing traffic volume, intersection control, and geometric conditions for the following signalized intersections: Plumas Street at West Plumb Lane Plumas Street at West Moana Lane Figure 9 illustrates the locations of the above study intersections. Figure 10 reflects the existing lane configurations at the study intersections. The intersection of Plumas Street at West Plumb Lane was fully actuated, and the intersection of Plumas Street at West Moana Lane was semiactuated. University of Nevada, Reno 9

12 Data Collection and Existing Conditions W Plumb Lane Plumas St W Moana Lane Figure 9 Locations of signalized intersections along the planned segment University of Nevada, Reno 10

13 Plumas Street Data Collection and Existing Conditions West Plumb Lane NORTH (Not to Scale) West Moana Lane Figure 10 Existing lane configurations at the study intersections University of Nevada, Reno 11

14 Data Collection and Existing Conditions Data Collection Turning movements were collected at the study intersections on normal weekdays in March All of the traffic counts were conducted during the a.m. peak period (7:00 a.m. 9:00 a.m.) and p.m. peak period (4:00 p.m. 6:00 p.m.). The turning movement counts were summarized in Figures 11 and 12. Appendix 2 contains the raw traffic count sheets summarized in 15-minute intervals LOS Analyses The LOS assessment of the two study intersections was based on the procedure and criteria stated in the 2010 Highway Capacity Manual (Reference 1). The peak 15-minute flow rates observed during the weekday a.m. and p.m. peak periods, as a worst-case scenario, were used in evaluating the intersection LOSs. As for the case, the worst conditions were only likely to occur for 15 minutes during the average peak hour. Therefore, it should be safe to claim that vehicles will likely operate under better traffic conditions during other weekday hours than those described in this report. The LOS analyses for the two signalized intersections were conducted using the Synchro software. Using the weekday a.m. and p.m. peak period traffic volumes, LOS, delays and volume/capacity ratio (V/C) were obtained for the study intersections as shown in Figures 11 and 12. The results in both figures indicated that all the signalized intersections currently maintained at acceptable levels of service (D or better). University of Nevada, Reno 12

15 Plumas Street Data Collection and Existing Conditions West Plumb Lane NORTH (Not to Scale) I-LOS=B C-LOS=D V/C= West Moana Lane Note I-LOS=B C-LOS=B V/C= I-LOS denotes intersection level of service. 2- C-LOS denotes critical movement level of service. 3- V/C denotes volume to capacity ratio of critical movement. 4- Critical approach is highlighted. Figure 11 Existing operational condition at the weekday a.m. peak hour University of Nevada, Reno 13

16 Plumas Street Data Collection and Existing Conditions West Plumb Lane NORTH (Not to Scale) I-LOS=C C-LOS=D V/C= West Moana Lane I-LOS=B C-LOS=D V/C= Note 1- I-LOS denotes intersection level of service. 2- C-LOS denotes critical movement level of service. 3- V/C denotes volume to capacity ratio of critical movement. 4- Critical approach is highlighted. Figure 12 Existing operational condition at the weekday p.m. peak hour University of Nevada, Reno 14

17 References 5. FUTURE CONDITIONS A general concern on converting a roadway segment to a three-lane cross section is the degradation of arterial LOS and increased delay and travel time. However, both research and field case studies (Reference 2) have shown that the change of LOS would become significant only if the average daily traffic (ADT) is greater than approximately 17,500 vehicles per day. The actual ADT threshold could also be affected by other factors, such as higher percentage of trucks and the existence of bus stops. There are other reasons that could explain why LOS would not change significantly due to the roadway conversion. One fact is that the arterial LOS is mainly controlled by the critical intersections along an arterial, especially at signalized intersections. At signalized intersections, LOS is largely affected by the left-turn volumes. Converting from four-lane to three-lane would maintain an exclusive left-turn lane, which would be equivalent to the defacto left-turn lane under the four-lane case. At unsignalized intersections, on the other hand, the LOS can actually be improved due to the existence of a two-way left-turn lane that can better serve both the main-street left-turn traffic and the side-street left-turn traffic. As long as the critical intersections operate at an acceptable LOS, reduction of speed should not affect the overall arterial LOS. As indicated by the ADTs collected in this study, the roadway segment had ADTs lower than the 17,500 vehicles per day, the recommended road conversion threshold. 5.1 LOS Analyses at Signalized Intersections As for the case of the planned segment, the LOS of the two signalized intersections was evaluated following the same methodology used for the existing conditions. In the analyses, no traffic volume growth was considered after the roadway conversion. The analyses followed the following steps: Retained the previously existed exclusive left-turn lanes; Assumed one lane for the through movement on the arterial street. If the LOS satisfied the RTC s criteria, the geometry was the final recommended geometry. In this step, an exclusive right-turn lane is preferred if space is allowed. Changed protected left turn phase to protected/permitted phase if the analysis indicated protected/permitted is adequate in order to meet the LOS D requirement. University of Nevada, Reno 15

18 References Tried to keep LOS of each individual movement at D or better. Figure 13 shows the future proposed lane configurations of the study intersections after the roadway conversion. Figures 14 and 15 show the future intersection LOS with the proposed lane configurations during the weekday a.m. and p.m. peak hours. The details of the configurations before and after the roadway conversion are shown in Appendix 3. Detailed analysis reports produced by Synchro software are given in Appendix 4. University of Nevada, Reno 16

19 Plumas Street References West Plumb Lane NORTH (Not to Scale) West Moana Lane Figure 13 Future proposed lane configurations for the study intersections University of Nevada, Reno 17

20 Plumas Street References West Plumb Lane NORTH (Not to Scale) I-LOS=B C-LOS=D V/C= West Moana Lane I-LOS=B C-LOS=C V/C= Note 1- I-LOS denotes intersection level of service. 2- C-LOS denotes critical movement level of service. 3- V/C denotes volume to capacity ratio of critical movement. 4- Critical approach is highlighted. Figure 14 Future operational condition at the weekday a.m. peak hour University of Nevada, Reno 18

21 Plumas Street References West Plumb Lane NORTH (Not to Scale) I-LOS=C C-LOS=D V/C= West Moana Lane I-LOS=B C-LOS=C V/C= Note 1- I-LOS denotes intersection level of service. 2- C-LOS denotes critical movement level of service. 3- V/C denotes volume to capacity ratio of critical movement. 4- Critical approach is highlighted. Figure 15 Future operational condition at the weekday p.m. peak hour University of Nevada, Reno 19

22 References The comparisons of intersection LOS, critical movement LOS and V/C ratio for existing and future proposed intersections during the a.m. and p.m. peak hours are presented in Tables 3 and 4, respectively. Table 3 Signalized intersection performance a.m. peak hour Intersections Existing Future Int. LOS Critical LOS V/C Int. LOS Critical LOS V/C Plumas Street/West Plumb Lane B D (NBL) 0.64 B D (NBL) 0.64 Plumas Street/West Moana Lane B B (SBL) 0.60 B C (SBL) 0.63 Note: 1. Int. LOS represents the level-of-service of intersection. 2. Critical LOS represents the level-of-service of the worst movement. 3. V/C represents the volume-to-capacity ratio of the worst movement. Table 4 Signalized intersection performance p.m. peak hour Intersections Existing Future Int. LOS Critical LOS V/C Int. LOS Critical LOS V/C Plumas Street/West Plumb Lane C D (NBL) 0.84 C D (WBL) 0.65 Plumas Street/West Moana Lane B D (SBL) 0.83 B C (SBL) 0.70 Note: 1. Int. LOS represents the level-of-service of intersection. 2. Critical LOS represents the level-of-service of the worst movement. 3. V/C represents the volume-to-capacity ratio of the worst movement. From the LOS results presented in the above figures and tables, the following major findings and recommendations can be reached: Based on the analysis results by the Synchro software after the roadway conversion, both signalized intersections would still maintain LOS D or better with the proposed lane configurations and traffic control conditions. The proposed geometry and traffic control would have minimal impact on intersection and arterial LOS. With an exclusive left-turn lane and protected/permitted control type, one through lane and one exclusive right-turn lane for the NB and SB approaches, the Plumas Street/West Plumb Lane intersection will maintain at LOS D or better for all the movements. University of Nevada, Reno 20

23 References With an exclusive left-turn lane, one through, and one exclusive right-turn lane for the NB and SB approaches, the Plumas Street/West Moana Lane intersection will result in LOS D or better for all movements. 6. FINDINGS AND RECOMMENDATIONS 6.1 Findings The study reached the following findings: The one-week 24-hr volume counts at the two roadway locations along Plumas Street revealed that traffic volumes tended to increase throughout the day and reached to the highest around 5:00 p.m. The south end (referred to as Location 2 in the report) had higher volumes than the north end of the segment. The ADT was about 14,910 vpd and the bi-directional peak hour volume was about 1320 vph. Both ADT and peak hour volumes were within the range of road diet guidelines. The speed data at the two roadway locations indicated that the speed differences were slight between the northbound and southbound directions. The 85th percentile speeds at the two locations ranged between 38 mph and 42 mph. In comparison with the speed limits, the 85th percentile speeds of both locations were about 8 mph higher than their speed limits. Two study signalized intersections before the roadway conversion maintained at acceptable levels of service (D or better) during the weekday a.m. and p.m. peak periods. Based on the analysis results by the Synchro software after the roadway conversion, both signalized intersections would still maintain LOS D or better with the proposed lane configurations and traffic control conditions. The proposed geometry and traffic control condition would have a minimal impact on intersection and arterial LOS. All the proposed intersection lane configurations can be easily accommodated based on the existing right-ofway. 6.2 Recommendations Major recommendations from this study are summarized below: University of Nevada, Reno 21

24 References The lane configurations of both northbound and southbound approaches at Plumas Street/West Plumb Lane need to have an exclusive left-turn lane. A through and right-turn shared lane on both approaches can be designed if an exclusive right-turn lane cannot be stripped. Protected/permitted left-turn control is recommended to replace the existing protected left turn control for the north/south approaches at Plumas Street/West Plumb Lane to further improve intersection LOS. At the Plumas Street/West Moana intersection, the existing exclusive left-turn lanes should remain. It is also preferred to have exclusive right-turn lanes on both southbound and northbound approaches if space is allowed. Otherwise, a shared though/right turn lane would still maintain the intersection at an acceptable level of operations. 7. REFERENCES 1. Transportation Research Board. Highway Capacity Manual Tian Z. and Dayem, A. Wells Avenue Traffic Study. Final report submitted to the Regional Transportation Commission of Washoe County by the Department of Civil & Environmental Engineering, UNR. June 12, University of Nevada, Reno 22

25 Appendix APPENDIX 1 One-week 24-hr volume counts and spot speeds at study locations University of Nevada, Reno 23

26 Appendix Tube Location Configuration Location 1- Plumas Street btw Hillcrest and Sunset Drive Two tubes, 6 foot separation, laid curb to curb Seven Day Volume, per channel Channel: North Interval Begins Tue Wed Thu Fri Sat Sun Mon Week Average 0: : : : : : : : : : : : : : : : : : : : : : : : Totals University of Nevada, Reno 24

27 Appendix Tube Location Configuration Interval Begins Location 1- Plumas Street btw Hillcrest and Sunset Drive Two tubes, 6 foot separation, laid curb to curb Seven Day Volume, per channel Channel: South Tue Wed Thu Fri Sat Sun Mon Week Average 0: : : : : : : : : : : : : : : : : : : : : : : : Totals University of Nevada, Reno 25

28 Appendix Tube Location Configuration Location 1- Plumas Street btw Hillcrest and Sunset Drive Two tubes, 6 foot separation, laid curb to curb Speed Grand Totals Speed (mph) ADT North South Total ADT Percentage ADT ADT Percentage ADT Percentage 0-< < < < < < < < < < < < < Total University of Nevada, Reno 26

29 Appendix Tube Location Configuration Interval Begins Location 2- Plumas Street btw Mountain View and Country Club Drive Two tubes from curb to curb Seven Day Volume, per channel Channel: North Tue Wed Thu Fri Sat Sun Mon Week Average 0: : : : : : : : : : : : : : : : : : : : : : : : Totals University of Nevada, Reno 27

30 Appendix Tube Location Configuration Interval Begins Location 2- Plumas Street btw Mountain View and Country Club Drive Two tubes from curb to curb Seven Day Volume, per channel Channel: South Tue Wed Thu Fri Sat Sun Mon Week Average 0: : : : : : : : : : : : : : : : : : : : : : : : Totals University of Nevada, Reno 28

31 Appendix Tube Location Configuration Location 2- Plumas Street btw Mountain View and Country Club Drive Two tubes from curb to curb Speed Grand Totals Speed (mph) ADT North South Total ADT Percentage ADT ADT Percentage ADT Percentage 0-< < < < < < < < < < < < < Total University of Nevada, Reno 29

32 Appendix APPENDIX 2 Peak hour turning movement counts at study intersections Plumas Street/West Plumb Lane_ a.m. Peak University of Nevada, Reno 30

33 Appendix Plumas Street/West Plumb Lane_ p.m. Peak University of Nevada, Reno 31

34 Appendix Plumas Street/West Moana Lane_ a.m. Peak University of Nevada, Reno 32

35 Appendix Plumas Street/West Moana Lane_ p.m. Peak University of Nevada, Reno 33

36 Appendix APPENDIX 3 Configurations of existing and future proposed intersections Plumas Street/West Plumb Lane (Existing) (Existing Synchro model) (Future Synchro model) University of Nevada, Reno 34

37 Appendix University of Nevada, Reno 35

38 Appendix Plumas Street/West Moana Lane (Existing) (Existing Synchro model) (Future Synchro model) University of Nevada, Reno 36

39 Appendix APPENDIX 4 Analysis reports for the study intersections Plumas Street/West Plumb Lane (Existing operational condition - AM peak hour) University of Nevada, Reno 37

40 Appendix (Existing operational condition - PM peak hour) University of Nevada, Reno 38

41 Appendix (Future operational condition for the proposed case - AM peak hour) University of Nevada, Reno 39

42 Appendix (Future operational condition for the proposed case - PM peak hour) University of Nevada, Reno 40

43 Appendix Plumas Street/West Moana Lane (Existing operational condition - AM peak hour) University of Nevada, Reno 41

44 Appendix (Existing operational condition - PM peak hour) University of Nevada, Reno 42

45 Appendix (Future operational condition for the proposed case - AM peak hour) University of Nevada, Reno 43

46 Appendix (Future operational condition for the proposed case - PM peak hour) University of Nevada, Reno 44

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