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 89557 Email: zongt@unr.edu Tel: (775)784-1232 Fax: (775)784-1390 February, 2012
Table of Content Table of Content 1. EXECUTIVE SUMMARY... 1 2. INTRODUCTION... 3 3. PROJECT SCOPE AND APPROACHES... 4 4. DATA COLLECTION AND EXISTING CONDITIONS... 4 4.1 Traffic Volume Survey at the Selected Segments... 4 4.2 Spot Speed Study... 7 4.3 Existing Conditions and Signalized Intersection LOS... 9 5. FUTURE CONDITIONS... 15 5.1 LOS Analyses at Signalized Intersections... 15 6. FINDINGS AND RECOMMENDATIONS... 21 6.1 Findings... 21 6.2 Recommendations... 21 7. REFERENCES... 22 APPENDIX 1... 23 APPENDIX 2... 30 APPENDIX 3... 34 APPENDIX 4... 37 University of Nevada, Reno i
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
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
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
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 2012. 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
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
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 900 800 700 600 500 400 300 200 100 0 0:00 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
Average hourly traffic (veh/h) Data Collection and Existing Conditions Northbound Southbound Total 1600 1400 1200 1000 800 600 400 200 0 0:00 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
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 33.9 38.0 37.8 41.4 Southbound 33.8 37.4 38.2 42.0 Average 33.9 37.7 38.0 41.7 Speed limit (mph) 30 35 Northbound Southbound Average 60.0 50.0 40.0 30.0 20.0 10.0 0.0 0-<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
ADT Percentage (%) Data Collection and Existing Conditions Northbound Southbound Average 60 50 40 30 20 10 0 0-<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
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
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
Data Collection and Existing Conditions 4.3.1 Data Collection Turning movements were collected at the study intersections on normal weekdays in March 2011. 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. 4.3.2 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
12 384 24 32 376 444 124 320 124 Plumas Street 28 300 60 Data Collection and Existing Conditions West Plumb Lane NORTH (Not to Scale) 56 752 340 I-LOS=B C-LOS=D V/C=0.64 76 488 40 West Moana Lane Note 44 168 40 I-LOS=B C-LOS=B V/C=0.6 216 128 16 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 11 Existing operational condition at the weekday a.m. peak hour University of Nevada, Reno 13
36 400 40 68 464 364 280 436 112 Plumas Street 28 416 136 Data Collection and Existing Conditions West Plumb Lane NORTH (Not to Scale) 36 588 228 I-LOS=C C-LOS=D V/C=0.84 100 900 108 West Moana Lane 20 160 24 I-LOS=B C-LOS=D V/C=0.83 608 340 48 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
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
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
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
12 384 24 32 376 444 124 320 124 Plumas Street 28 300 60 References West Plumb Lane NORTH (Not to Scale) 56 752 340 I-LOS=B C-LOS=D V/C=0.64 76 488 40 West Moana Lane 44 168 40 I-LOS=B C-LOS=C V/C=0.63 216 128 16 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
12 384 24 32 376 444 124 320 124 Plumas Street 28 300 60 References West Plumb Lane NORTH (Not to Scale) 56 752 340 I-LOS=C C-LOS=D V/C=0.65 76 488 40 West Moana Lane 44 168 40 I-LOS=B C-LOS=C V/C=0.70 216 128 16 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
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
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
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. 2010. 2. 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, 2008. University of Nevada, Reno 22
Appendix APPENDIX 1 One-week 24-hr volume counts and spot speeds at study locations University of Nevada, Reno 23
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 0:00 23 27 24 32 37 25 28.0 1:00 17 17 24 42 25 15 23.3 2:00 11 9 11 21 24 7 13.8 3:00 14 11 13 22 11 17 14.7 4:00 17 20 20 10 13 18 16.3 5:00 51 47 45 27 23 42 39.2 6:00 115 124 124 51 45 121 96.7 7:00 12 361 375 353 98 98 394 241.6 8:00 449 471 454 441 146 109 409 354.1 9:00 328 377 364 374 235 210 324 316.0 10:00 371 343 348 361 277 234 360 327.7 11:00 381 396 396 411 337 298 387 372.3 12:00 409 461 415 433 328 303 405 393.4 13:00 450 474 479 429 359 284 419 413.4 14:00 519 531 445 452 364 335 476 446.0 15:00 484 488 502 508 334 238 431 426.4 16:00 514 495 508 496 387 180 511 441.6 17:00 531 584 605 519 339 171 557 472.3 18:00 326 372 430 372 325 127 355 329.6 19:00 229 226 215 252 236 241 222 231.6 20:00 178 203 177 194 150 168 162 176.0 21:00 155 154 123 160 160 126 126 143.4 22:00 88 92 100 131 127 49 74 94.4 23:00 48 51 57 66 75 41 40 54.0 Totals 5472 6327 6248 6213 4482 3390 5897 5465.9 University of Nevada, Reno 24
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 0:00 24 28 26 41 52 22 32.2 1:00 12 19 22 31 31 10 20.8 2:00 10 13 11 26 29 7 16.0 3:00 8 3 8 26 26 6 12.8 4:00 10 7 7 22 24 13 13.8 5:00 46 42 32 14 21 29 30.7 6:00 85 69 67 34 23 83 60.2 7:00 4 250 240 230 75 51 283 202.6 8:00 315 296 303 296 103 101 290 243.4 9:00 256 235 256 246 142 140 281 222.3 10:00 258 213 239 243 257 220 267 242.4 11:00 313 276 284 305 263 219 305 280.7 12:00 263 280 286 377 243 247 251 278.1 13:00 177 250 240 263 238 177 240 226.4 14:00 193 226 243 204 173 133 254 203.7 15:00 242 265 238 238 189 136 283 227.3 16:00 304 305 316 305 227 114 292 266.1 17:00 312 360 366 342 224 112 372 298.3 18:00 163 224 212 180 179 87 251 185.1 19:00 117 141 166 157 145 138 124 141.1 20:00 124 111 116 121 99 89 107 109.6 21:00 67 103 164 110 131 82 71 104.0 22:00 52 67 73 101 103 48 55 71.3 23:00 27 41 45 73 72 34 35 46.7 Totals 3187 3838 3968 3964 3057 2334 3931 3535.9 University of Nevada, Reno 25
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-<15 40.6 0.7 75.6 2.1 1.4 15-<20 23.4 0.4 20.5 0.6 0.5 20-<25 72 1.3 24.9 0.7 1.0 25-<30 659.6 12.0 357.6 10.1 11.0 30-<35 2611.7 47.5 1798.4 50.8 49.1 35-<40 1684.1 30.6 1108.5 31.3 31.0 40-<45 291.8 5.3 137.2 3.9 4.6 45-<50 63.6 1.2 12.5 0.4 0.8 50-<55 30.6 0.6 1.4 0.0 0.3 55-<60 12.9 0.2 0.6 0.0 0.1 60-<65 6.1 0.1 0.3 0.0 0.1 65-<70 1.8 0.0 0.5 0.0 0.0 70-<200 5.8 0.1 1.1 0.0 0.1 Total 5504.0 3539.1 University of Nevada, Reno 26
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 0:00 33 33 28 44 54 29 36.8 1:00 20 20 27 49 35 15 27.7 2:00 18 13 13 26 33 12 19.2 3:00 14 15 13 23 15 14 15.7 4:00 23 24 23 12 18 24 20.7 5:00 54 55 56 36 28 51 46.7 6:00 143 158 154 67 65 148 122.5 7:00 449 485 466 118 122 481 353.5 8:00 214 562 544 521 213 177 527 394.0 9:00 437 519 488 493 324 295 405 423.0 10:00 488 474 450 480 372 348 465 439.6 11:00 528 563 518 558 466 397 530 508.6 12:00 546 610 586 568 482 443 610 549.3 13:00 629 654 675 623 521 411 567 582.9 14:00 695 696 602 640 542 456 608 605.6 15:00 682 663 629 695 516 373 658 602.3 16:00 745 738 794 739 542 251 742 650.1 17:00 855 900 888 803 488 239 864 719.6 18:00 504 510 625 522 449 201 512 474.7 19:00 320 338 342 356 320 336 315 332.4 20:00 245 272 259 272 213 217 231 244.1 21:00 195 211 186 227 222 137 164 191.7 22:00 112 110 123 161 162 60 92 117.1 23:00 60 72 70 79 95 47 50 67.6 Totals 7255 8646 8582 8517 6302 4758 8114 7545.2 University of Nevada, Reno 27
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 0:00 44 44 45 80 71 37 53.5 1:00 17 28 35 51 52 14 32.8 2:00 19 16 18 43 42 17 25.8 3:00 9 10 14 39 40 12 20.7 4:00 20 19 21 35 26 24 24.2 5:00 75 76 78 41 40 64 62.3 6:00 193 171 156 70 49 180 136.5 7:00 576 554 541 150 102 570 415.5 8:00 208 606 589 588 220 209 552 424.6 9:00 529 520 516 459 331 266 543 452.0 10:00 474 501 482 483 467 417 478 471.7 11:00 600 591 573 589 492 450 529 546.3 12:00 597 641 587 715 463 514 532 578.4 13:00 560 646 568 618 510 459 578 562.7 14:00 617 648 602 598 476 414 573 561.1 15:00 685 646 644 644 449 332 660 580.0 16:00 775 687 683 643 472 231 645 590.9 17:00 729 747 699 667 445 214 698 599.9 18:00 370 436 405 337 328 157 461 356.3 19:00 284 272 309 289 253 294 241 277.4 20:00 210 224 242 230 167 179 174 203.7 21:00 142 176 307 198 237 130 123 187.6 22:00 99 113 125 163 180 82 91 121.9 23:00 63 66 81 123 122 48 54 79.6 Totals 6942 8473 8330 8252 6121 4818 7850 7365.3 University of Nevada, Reno 28
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-<15 59.1 1 59.3 1 1 15-<20 37.5 0 36 0 0 20-<25 26.9 0 27.6 0 0 25-<30 106 1 103 1 1 30-<35 1260.7 17 1140.2 15 16 35-<40 4111.1 55 3721.2 50 52 40-<45 1723.3 23 1963.7 27 25 45-<50 189.4 3 288.5 4 3 50-<55 20.9 0 24.4 0 0 55-<60 2.9 0 3.6 0 0 60-<65 0.3 0 1.5 0 0 65-<70 0.4 0 0.6 0 0 70-<200 1.8 0 2.4 0 0 Total 7540.3 7372 University of Nevada, Reno 29
Appendix APPENDIX 2 Peak hour turning movement counts at study intersections Plumas Street/West Plumb Lane_ a.m. Peak University of Nevada, Reno 30
Appendix Plumas Street/West Plumb Lane_ p.m. Peak University of Nevada, Reno 31
Appendix Plumas Street/West Moana Lane_ a.m. Peak University of Nevada, Reno 32
Appendix Plumas Street/West Moana Lane_ p.m. Peak University of Nevada, Reno 33
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
Appendix University of Nevada, Reno 35
Appendix Plumas Street/West Moana Lane (Existing) (Existing Synchro model) (Future Synchro model) University of Nevada, Reno 36
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
Appendix (Existing operational condition - PM peak hour) University of Nevada, Reno 38
Appendix (Future operational condition for the proposed case - AM peak hour) University of Nevada, Reno 39
Appendix (Future operational condition for the proposed case - PM peak hour) University of Nevada, Reno 40
Appendix Plumas Street/West Moana Lane (Existing operational condition - AM peak hour) University of Nevada, Reno 41
Appendix (Existing operational condition - PM peak hour) University of Nevada, Reno 42
Appendix (Future operational condition for the proposed case - AM peak hour) University of Nevada, Reno 43
Appendix (Future operational condition for the proposed case - PM peak hour) University of Nevada, Reno 44