Intersection Control Evaluation Report. This report conforms to the Caltrans Traffic Operations Policy Directive
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1 Intersection Control Evaluation Report This report conforms to the Caltrans Traffic Operations Policy Directive Intersection Control Evaluation (ICE) is a directive issued by the California Department of Transportation (Caltrans) for all proposed highway intersection projects, whether new or for improvement. ICE is performed during the early stages of a project, allocating time to study which types of intersection control alternatives would work. Control types listed by ICE include stop, signal, roundabout and lane configuration changes. Each is to get ample time for consideration. Project Alternative Client Location Number of Intersections 3 Current Control(s) Signalized Railroad Canyon Road Interchange Improvement Continuous Flow Interchange, CFI Cal Poly Pomona An interchange at Interstate 15 with Railroad Canyon Road in the City of Lake Elsinore, California. Coordinates: N, W Need for Control The project site is located in a heavily traveled corridor within the city of Lake Elsinore. The interchange exit with Railroad Canyon Road serves as the main arterial between the residences of the city and major commuting routes along Interstate 15. There are significant truck routes that pass the area as well. Therefore, it is necessary to assess the feasibility of various control types for this project. Page 1 of 14
2 Figure 1 Overview image of the intersections under consideration, numbered 1-3. The CFI alternative replaces the two circled ramp intersections. Page 2 of 14
3 Figure 2 Intersection 1, Diamond Drive and Lakeshore Drive/Mission Trail Page 3 of 14
4 Figure 3 Intersection 2, Diamond Drive and Auto Center Drive/Casino Drive Page 4 of 14
5 Figure 4 Intersection 3, Railroad Canyon Road and Grape Street/Summerhill Drive Page 5 of 14
6 Alternative Description A Continuous Flow Interchange (CFI) will replace the existing ramp intersections. A CFI is where conflicting left turn traffic is channelized away from conflicting through movements in the intersection. Much of the lane conversion applies to the outer edges where the left turns are free to enter the ramps instead of waiting a cycle at a standard intersection. There is enough right-of way to accommodate the lane configuration changes. Traffic analysis show that, with the help of a signal control, the level of service is better improved than that of the no build condition. Geometrically, the interchange can be well accommodated for regular and large truck traffic if including retaining walls at the bridge. Costs for such an alternative may be minimal since there are no major changes to the roads. Figure 5 Image of a CFI in with levels of service for projected 2040 PM volumes. Figure 6 A CFI modeled in AutoCAD. Page 6 of 14
7 Step 1 Configuration Assessment/Screening Control Alternative Overview Table: Intersection 1 Diamond Drive and Lakeshore Drive/Mission Trail Intersection 2 Diamond Drive and Auto Center Drive/Casino Drive Intersection 3 Railroad Canyon Road and Grape Street/Summerhill Drive Stop Control Roundabout Control Signalized Control No Yes Yes No Yes Yes No Yes Yes Intersection 1 Diamond Drive and Lakeshore Drive/Mission Trail Stop Control A stop controlled intersection involves placing stop signs at the intersection, making vehicles that pass through it have to stop and pass with caution. Based on the existing control at the intersection there is no possibility a stop controlled intersection can handle the volume and complexity of traffic going through. This alternative will not be considered in engineering analysis. Roundabout Control Yield control involves slowing vehicle speed to a safe level while making them pay attention to other vehicles in the intersection. One type yield control is the roundabout, a typically circular road where vehicles can enter and exit from different roads. A roundabout can be implemented at this intersection. There is enough right of way to design a traditional roundabout, possibly with an increase of interior lanes and a road diet of the surrounding area. This alternative will be considered further in engineering analysis. Signalized Control A signalized control uses traffic lights to coordinate movements in an intersection. The current control is of this type. A change in timing and/or coordination with other signals is likely needed. This alternative will be considered further in engineering analysis. Page 7 of 14
8 Intersection 2 Diamond Drive and Auto Center Drive/Casino Drive Stop Control A stop controlled intersection involves placing stop signs at the intersection, making vehicles that pass through it have to stop and pass with caution. Based on the existing control at the intersection there is no possibility a stop controlled intersection can handle the volume and complexity of traffic going through. This alternative will not be considered in engineering analysis. Roundabout Control Yield control involves slowing vehicle speed to a safe level while making them pay attention to other vehicles in the intersection. One type yield control is the roundabout, a typically circular road where vehicles can enter and exit from different roads. A roundabout can be implemented at this intersection. There is enough-right of way to design a traditional roundabout, possibly with an increase of interior lanes and a road diet of the surrounding area. This alternative will be considered further in engineering analysis. Signalized Control A signalized control uses traffic lights to coordinate movements in an intersection. The current control is of this type. A change in timing and/or coordination with other signals is likely needed. This alternative will be considered further in engineering analysis. Intersection 3 Railroad Canyon Road and Grape Street/Summerhill Drive Stop Control A stop controlled intersection involves placing stop signs at the intersection, making vehicles that pass through it have to stop and pass with caution. Based on the existing control being signalized, there is no possibility a stop controlled interchange can handle the volume and complexity of traffic going through. This alternative will not be considered in engineering analysis. Roundabout Control Yield control involves slowing vehicle speed to a safe level while making them pay attention to other vehicles in the intersection. One type yield control is the roundabout, a typically circular road where vehicles can enter and exit from different roads. A roundabout can be implemented at this intersection. There is enough right of way to design a traditional roundabout, possibly with an increase of interior lanes and a road diet of the surrounding area. This alternative will be considered further in engineering analysis. Signalized Control A signalized control uses traffic lights to coordinate movements in an intersection. The current control is of this type. A change in timing and/or coordination with other signals is likely needed. This alternative will be considered further in engineering analysis. Page 8 of 14
9 Step 2 Engineering Analysis Intersection 1 Diamond Drive and Lakeshore Drive/Mission Trail Roundabout Control A traffic simulation was run using a traditional roundabout using yield control for entry points. Lanes from all streets were reduced to two before entering the two lane roundabout. Existing and predicted 2040 peak hour traffic volume was used. Results from this analysis concluded that the roundabout will breakdown. Therefore, this alternative will not be considered. Figure 7 A roundabout simulation using projected 2040 volumes. Page 9 of 14
10 Signalized A traffic simulation was run using a signalized control. Signals were re-implemented at this intersection, but with a change of lane configurations of the surrounding streets and a change in phasing/timing of the signal. Existing and predicted 2040 peak hour traffic volume was used. Results from this analysis concluded that signalized control can handle the input. The Level of Service at this intersection, along with other employed alternatives, during peak hours reaches a D. This is an improvement from the existing conditions at a LOS of F. Figure 8 The existing signalized intersection with projected 2040 PM traffic volumes. Other Considerations Other intersection control methods, including left turn offsets, are likely to fail do to the need for drastic lane configuration changes and purchase of considerable right of way. It is recommended that the alternative selections be put into the study area network of intersections to gauge its effect. However, since the standalone analysis already fails, then inclusion into the network is not necessary. Page 10 of 14
11 Intersection 2 Diamond Drive and Auto Center Drive/Casino Drive Roundabout Control A traffic simulation was run using a traditional roundabout using yield control for entry points. Lanes from all streets were reduced to two before entering the two lane roundabout. Existing and predicted 2040 peak hour traffic volume was used. Results from this analysis concluded that the roundabout will breakdown. Therefore, this alternative will not be considered. Figure 9 A roundabout using projected 2040 volumes. Signalized A traffic simulation was run using a signalized control. Signals were re-implemented at this intersection, but with a change of lane configurations of the surrounding streets and a change in phasing/timing of the signal. Existing and predicted 2040 peak hour traffic volume was used. Results from this analysis concluded that signalized control can handle the input. The Level of Service at this intersection, along with other employed alternatives, during peak hours reaches a D. This is an improvement from the existing conditions at a LOS of F. Figure 10 The existing signalized intersection with projected 2040 PM traffic volumes. Page 11 of 14
12 Other Considerations Other intersection control methods, including left turn offsets, are likely to fail do to the need for drastic lane configuration changes and purchase of considerable right of way. It is recommended that the alternative selections be put into the study area network of intersections to gauge its effect. However, since the standalone analysis already fails, then inclusion into the network is not necessary. Intersection 3 Railroad Canyon Road and Grape Street/Summerhill Drive Roundabout Control. A traffic simulation was run using a traditional roundabout using yield control for entry points. Lanes from all streets were reduced to two before entering the two lane roundabout. Existing and predicted 2040 peak hour traffic volume was used. Results from this analysis concluded that the roundabout will breakdown. Therefore, this alternative will not be considered. Figure 11 A roundabout using projected 2040 volumes. Page 12 of 14
13 Signalized A traffic simulation was run using a signalized control. Signals were re-implemented at this intersection, but with a change of lane configurations of the surrounding streets and a change in phasing/timing of the signal. Existing and predicted 2040 peak hour traffic volume was used. Results from this analysis concluded that signalized control can handle the input. The Level of Service at this intersection, along with other employed alternatives, during peak hours reaches a D. This is an improvement from the existing conditions at a LOS of F. Figure 12 The existing signalized intersection with projected 2040 PM traffic volumes. Other Considerations Other intersection control methods, including left turn offsets, are likely to fail do to the need for drastic lane configuration changes and purchase of considerable right of way. It is recommended that the alternative selections be put into the study area network of intersections to gauge its effect. However, since the standalone analysis already fails, then inclusion into the network is not necessary. Page 13 of 14
14 Evaluation Summary Stop control, roundabout control and non-traditional control at intersections 1, 2 and 3 are not likely to work due to high volumes that are projected to exist within the life of the proposed project, year Therefore these alternatives will be rejected. Based on an evaluation using predicted traffic conditions, signalized control for all intersections is the likely candidate to be chosen for the CFI and therefore recommended for the project. Page 14 of 14
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