Attachment 13 Traffic Impact

Transcription

~
Transportation Engineering NorthWest, LLC
Memorandum
DATE:
February 1, 2011
TO:
Rod Powell
The Ridge Motorsports Group, L(C iJ. CEDAR ST..
J7RGM:
Michael J. Read, P.E.
Transportation E ngineering Northwest, LLC
RE:
The Ridge Molonpo11.r Park, Mason County, WA - 'fraffic Impactlfili_eys
FEB 1~ 2011
2 I 28 / 11
This report summarizes traffic impacts associated with The fudge Motorspo1ts Pmk, a proposed
racetrack development located on the nortl1 side of Eells Hill Road, in the general vicinity
wesr of its intersection with Dayton Airport Road (SR 102) in Mason County, WA. This
study addresses the following traffic impacts associated with th e proposed action:
~
Description of the proposed project.
~
Assessment of existing coodjtions through field reconnaissance and planning
documents.
~
Estimation of vehicular weekday daily and p.m. peak hour trips and weekend daily
and weekend peak hour trips generated by the proposed action.
);.- Assignment of weekday daily and p.m. peak hour project trips onto the existing
roadway network.
~
Evaluation of level of service (LOS) impacts at two (2) off-site study intersections.
)>
Assessment of site access, safety, and circulation issues.
);.- Identification of mitigation measures to maintain acceptable levels of mobility and
safety based upon the WSDOT and Mason County standards and guidelines.
Project Description
The proposed development would constt-uct a racetrack complex on tbe north side of Eells
Hill Road, in the general viciniry west of irs intersection with D ayton Airport Road (SR 102)
in Mason County, WA. Two types of racing would occur at the facility as described below:
Track Racing and Drag Racing. It should be noted that drag racing is wead1er dependant
and cannot occur when it is rnining. The racetracks would be composed of the following
activities under Phase I:
>
Track Racing Typical Weekdays -This would occur Monday-Friday with gates
op ening at 7 a.m. Racing would occur between 8 a.m. to 6 p.m. Most of the racing
would occur in the mornings with people departing in small groups after lunch. Up
to 70 participants and up to 10 race support staff is anticipated during a typical
weekday.
);.- Track Racing Typical Weekends - Events would occur similar to a typical
weekday.
www.tenw .com
PO Box 65254 • Seattle, WA 98155
OFfice/Fax (206) 361 -7333 • Toll Free (888) 220·7333
The Ridge Motorsports Park
Traffic Impact Study
February 1. 201 1
Page 2
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Track Racing Event Weekends - This would occur twice monthly from April to
September. Up to 250 people (drivers, driver support, event organizers, spectators,
etc.) are anticipated during an event weekend day.
~
Drag Racing Typical Weekdays - This would occur on Wednesday and Friday
evenings from June to September. Participants need to arrive by 4:30 p.m., with the
event starting at 5 p.m. Up to 60 people on Wednesday nigh ts and up to 100 people
on 1•'riday nights arc anticipated.
~
Drag Racing Event Weekends -This event would occur s.i multancous to
weekends when lapping/practice events arc in operation on weekend days. Up to
250 people (drivers, driver support, event o rganizers, spectators, etc.) arc anticipated
during an event weekend. 'l'hese events however, arc sch eduled to occur on a bimonthly basis as the Track Racking events would, however arc highly weather
dependent, so would occur on an less frequent basis than bi-monthly.
Phase I of the project is anticipated for completion and full utilization by 2015. Additional
development could occur sometime in the fu ture, however, the timing and type o f future
additional activities arc currently unknown at this time. Therefore, this traffic impact study
o nly analyzes Phase I conditions in 2015.
Vehicular access to the site is proposed via one prirnaty access roadway onto Eells J !ill Road
at the southwest corner of tbc site. This location would be more than 1,000 feet west of the
western access road serving the County lrindfill site on the south side o f Eells I Iill Road.
The study area is shown in Figure 1, and a proposed site plan is illustrated in Figure 2.
Existing Conditions
This section includes an inventory o f existing roadway conditions, intersectio n levels of
service, and planned roadway improvements.
Existing Roadway Conditions
The following paragraphs describe existing roadway conditjons affecting site access.
Roadway characteristics arc described in terms o f number of lanes, posted speed limits and
sho ulder types and widths.
SR 101 is a two-Jane roadway classified by WSDOT as a rural principal arterial. ln the
vicinity of SR 102, travel lanes are 11 feet with 5-foot paved shoulders. The posted speed
limit is 45 mph.
SR 102 is a two-lane roadway classified by WSDOT as a rural minor collector. Travel lanes
are 10 to 11 feet with 3- to 8-foot grnvcl shoulders. The speed limit is posted at 45 mph.
SR 102 begins at SR 101 and ends at the Shelton State Correctional Facility, approximately
1.3 miles west of EeUs r fill Road.
Eells Hill Road is a two-lane roadway. In the site vicinity, the total pavement width is
approximately 24 feet with 5- to 11 - foot gravel shoulders. The posted speed limit is 35 mph.
Transportation Engineering Northwest, LLC
PO Box 65254 • Seattle. WA 98155
Ofnce/Fax (206) 361-7333 • Toll Free (888) 220-7333
February 1, 2011
Page 3
Not to Sc~le
6,AO)
ID
Transportation
Engineering
Northwest
Figure 1
Project Site Vicinity
The Ridge
MotOllPOftS Park
Muon CountY, WA
Tt.Mflc IMIJJ.'.l(t Sttld'f
PO Box 65254 • Seattle. WA 98 155
Office/Fax (206) 361 -7333 • Toll Free (888) 220-7333
February 1. 2011
Page 4
GlCi) Transportation
(!)'
Engineering
Northwest
Figure 2
Project Site Plan
The Ridge
Motorsporu Park
M.1100
C01Jnty, WA
Tt.illlc ~111»« ShlOY
Transportation Engineering Northwest. LLC
Office/Fax (206) 361·7333 + Toll Free (888) 220-7333
February 1. 2011
Page 5
Intersection Level of Service
Level of service (LOS) serves as an indicator of the guality of traffic flow at an intersection
or road segment. The LOS grading ranges from A to F, such that LOS A is assigned when
minimal delays are present and low volumes arc experienced. LOS F indicates long delays,
heavy volumes, and increased traffic congestion. Table 1 sum marizes the delay range for
each level of service at unsignalizcd intersections in the study area. The methods used to
calculate the levels of service arc described in the updated 2000 I f ighn1qy Capacity Man11a/
(Special Report 209, Transportation Research Board).
For unsignalized intersections, a level of service and esti mate of average control delay is
determined for each minor o r controlled movement based upon a sequential analysis of gaps
in the majo r traffic streams and conflicting traffic movements. In additio n, given that
unsignalized intersections create different driver expectations and congestion levels than
signalized intersection s, their delay criteria arc lower. Control delay at unsignalized
intersections include deceleration delay, queue move-up ti me, stopped delay in waiting for an
adequa.te gap in flows t.hrough the intersection, and fi nal acceleration delay.
. . f or U ns1gna
.
rzed
Intersections
Leve I of Serv1ce C ntena
1
Unsignalized Intersection
Table 1
-
Level of Service
A
B
c
0
E
F
So11tce: " I lighWll)' CnpAcity
---
Delay Ranqe (sec)
>
>
>
>
M~(tl)ol", Specinl
:s: 10
10 to :s:
15 to :s:
25 to :s:
35 to :s:
~ 50
15
25
35
50
Report 209, Tu1uspo.-mtion Reseru:ch Boord, 2000, Updn tc.
The l-fighJJl(!J Cttpad!J Sojt11101'C (version 4.1Dwas used to evaluate levels of service at
unsignalized intersections. Evaluation of level of service impacts was conducted at the
following 2 off-site intersections under 2015 Phase T condi tions:
I. SR 101 /SR 102 (Dqy1011 Ailpo11 Road)
2. SR 102 /Delis I Jill Road
Figwe 3 illus trates existing c hannelization and traffic control at the study intersections.
Figure 4 shows existing daily and p.m. peak hour traffic volumes at tl1e stud y intersections
in 2011. Peak hour turning movement counts during tJ1e p.m. peak hour were conducted by
Transportation Engineering o rthwesr in J anuary 2011. Average weekday daily traffic
volumes were provided by WSDOT and Mason County.
Existing p.m. peak hour levels of service arc summarized in Table 2. As shown, all study
intersections currently operate at LOS B or better. Detailed level of service su mmary
worksheets arc p rovided in Appendix A
Transportation Engineer ing Northwest. LLC
PO Box 65254 + Seattle, WA 98155
February 1. 201 1
Page 6
SR 101 / SR 102
SR 102
~
t
SR 102
Legend
... Stop Sign
(5lCi) Transportation
©
Engineering
Northwest
Figure 3
Existing Channelization and Traffic Control
The Ridge
MotorsportS Park
MJ>on County, WA
TDtne llhllKI Study
Orrico/Fax (206) 361·7333 • Toll Free (888) 220-7333
February 1 , 2011
Page 7
o-"
a2-
Transportation
Engineering
Northwest
Figure 4
201 1 Existing Daily and
P.M. Peak Hour Traffic Volumes
The Rldae
Motorspons Park
M.uon County, WA
Tnff'k ln'<).an Study
February 1, 201 1
Page 8
Tabl e 2 2011 EXIS
- t-Ing P M Peak Int ersect1on l eves of Serv1ce
Delay
Unsiqnalized Intersection
Movement
LOS
# 1- SR 101 I SR 102
EB
B
13
NB Left
A
8
#3 - SR 102 I Eells Hill Rd
EB Left
7
A
SB
A
10
Notr: t\11nlys1s h"s(·cl on I JCS 2000 results usmg I ICM 2000 coull'OI delays nnd LOS.
Planned Roadway Improvements
111e Washington State Department of Transportation (\'V'SDOT) Project Tndex Lisi and Mason
County's Six-Year Tra11spo11atio11 l111provemc11/ Progmm's (TIP), 2011-2016, identi fied no
transportation-capacity improvement projects that would be impacted by vehicular trips
from the proposed project.
Traffic Impact Analysis
'1'he following section describes transportation impacts the proposed 'The Ridge Motonp011s
Park would have o n roadways and critical inrersections in the site vicinity. The discussion
includes non-pmject traffic forecasts, new trips generated by the proposed development,
dis tribution and assignment" of new project trips, intersection level of service impacts, and an
evaluation of site access, safety, and circulatio n issues.
Non-Project Traffic Forecasts
Por the purpose of this traffic analysis, year 2015 was selected for completion of Phase I as
an1icipatcd by the proponent. Based upon historical traffic volumes o n SR 101 and SR 102
in the vicinity of the p roject site, a 2 percent per year growth rate was used to factor existing
traffic volumes to 2015 baseline conditions witho ut the project. Furore year traffic volume
forecast estimates are provided in Appendix B.
Project Trip Generation
Trip generatio n rates p1..1blished by the Institute of Transportation Engineers (JTE) in the
'/ 'rip Ccneratio11 Manual, 8'h E dition, 2008, would no rmally be used to estimate trips generated
by the proposed project. 1 [owcver, no land use information in the ITE Trip Cencralio11
Man1lalw ould be applicable to the The Ridge Molor.rpotts Pm'k. development; therefore, an
activities-based approach was used to estimare project trip generation.
Trip generation was determined based upon daily use o f each on-site activity under a " worstcase" weekday and event weekend scenario. A "worst-case" weekday for the The Ridge
Moto1Jpo11s Park site was defmed to occur during a weekday when even ts overlap between
track and drag racing even ts. A "worst-case" event weekend for the The Ridge Moto1:rpo11s
Park sire was de fined to occur during a Track Drag Event Weekend scenario on Saturday or
Sunda}' when lapping/practice for Track Racing would occur simultaneously.
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February 1, 2011
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Each activity and associated trip generation level was the n assig ned an arrival/ departure and
use pro file and combined with other activit ies occurring simultaneously. Project trip
generation for each activity was determined based on the following assumptions:
>
>
A schedule by day of the week and time o[ day for racing was provid ed by The Rjdge
Motorspo rts Group with project participants for each type o [ racing, as described in
the P1vject Description section o f the stud y.
l n ord er to determine daily and p.m. peak ho ur project trip generation, project trips
were distribu ted througho ut the day given knowledge of the times of the day each
activity would occur during a weekday or weekend scenario. The highest cumulative
trip generation of any hour o n weekdays was found to occur roughly between the 7-8
a.m. and 5-6 p.m. peak ho urs, as sh own in Table 3, when peak arrivals occur in the
morning and the peak transi tio n period bcrweco Track and Drag events in the
afternoon. Table 4 summarizes p.m. peak ho ur and daily traffic levels used in the
analysis of traffic impacts. As shown, estimated total of approximately 305 daily and
64 p.m. peak hour vehicular trips (41 e ntering and 23cxiting) would be generated
with buildout of Phase I of the project in 201S.
)>
On weekends, the high est cumulative trip generatio n of any hou r was found to occur
roughly between the 7-8 a..m. a.nd 5-6 p.m. peak hours, as shown in Table 5. These
events would only occur typically on a. monthly basis betwee n June and Septem ber.
)>
Given the private natu re of each facility and the type of events that wou ld occur on site, an average vehicle-occupancy (AVO) was used to account for carpooling trips
when traveling to/ from the site. The AVO was assumed to be 1.1.
Table 3
Weekdav Pro1ec
. t Trip
. Generat.ion b1y r 1me of Dav
Trip Generation with
Total
Time of Day
(beginning hour)
Person Trip Generation AV0 1 Assumptions
64
7 :00 AM
70
8 :00 AM
9 :00 AM
10:00 AM
11 :00 AM
12:00 PM
1 :00 PM
2:00 PM
3 :00 PM
4 :00 PM
5:00 PM
6 :00 PM
7 :00 PM
8 :00 PM
9 :00 PM
10:00 PM
10
0
0
5
0
Weekday Daily Trip Generation
I
9
0
0
5
0
5
5
10
28
70
30
15
10
10
60
13
336
9
25
64
27
14
9
9
55
12
305
G•vrn th" pro1.,ct ruid t}'p es of cvems, nH nv=~ vcluclr oc;cupancy of I. I pc:rsons P"r vduclc: was assumed ..
PO Box 65254 t Seattle, WA 98155
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Tho Ridge Motorsports Park
February 1, 2011
Page 1O
Weekend Pro1ect
.
r·rip Generat1on
P.M. Peak Trip Generation
Activity
Enter
Exit
Total
41
64
Project Trip Generation
23
Table 4
Daily Trip
Generation
305
Soutce: 'J'Lip ge11CL'lltioa estio1gtcs b•s<'d 011 nn nctivi~irs bn5ecl prol[le prcpo1ctl by TENW ai1d the applicg111_
weekendProject Trip Generat1on -
TrackR acin~ Event2
Time of Day
Total
Trip Generation with
(beginning hour)
Person Trip Generation AV0 1 Assumptions
7 :00 AM
190
173
8 :00 AM
40
36
15
14
9 :00 AM
10
10:00 AM
9
45
41
11 :00 AM
60
55
12:00 PM
32
1 :00 PM
35
2:00 PM
30
27
3:00 PM
32
35
70
64
4 :00 PM
77
5:00 PM
85
6:00 PM
75
68
Weekday Daily Trip Generation
690
627
Table 5:
1 I G1ve11 thc pro1cct 1wd Lyp<.·s o f events, nn nvcmgc vehicle occup:u1cy of 1.1 persons pee veh1dc WAS nssumed ..
2 'll1ese events would occur on 11 bi mo111hly b~sis between 1\pril to Scptrrnl)('r.
Trip Distribution and Assignment
Traffic volumes generated by the proposed action would be general ly distributed as follows
(distribution is shown in Figure 5):
>
>
>
10 percent westerly via Dayton Airport Road (SR 102);
25 percent northerly via SR 101 /Eells Road; and
65 percent southerly via SR 10 I.
Intersection Level of Service Impacts
Table 6 summarizes intersection level of service impacts under 2015 Phase l conditions. As
shown, all study intersections would operate at LOS B or better with the project under 2015
Phase I conditions. Figure 6 illustrates wcekd::iy daily and p.m. peak hour project generated
traffic volumes, and Figure 7 summarizes weekday daily and p.m. peak hour u:affic volumes
with and without the project under 2015 Phase 1 conditions. Detailed level of service
summary worksheets are provided in Appencfoc A.
PO Box 652511 • Soattlo. WA 98155
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Traffic lmpacl Study
February 1 , 2011
Pago 11
Not to ScJfe
6,AO) Transporcatlon
(f)' Engineering
Northwest
Figure S
Project Trip Distribution
The Ridge
Motorsports PJrk
Mason Coonty, WA
Tr.imc 1n1DX1 Sn.ldy
Transportallon Engineering Northwest, LLC
Office/Fax (206) 361-7333 • Toll Free (888) 220-7333
The Ridge Motorsport.s Park
Trame Impact Study
February 1, 2011
Page 12
kQl<.QJD Is
Valley Rd ....__ __
SR 101 /SR 102
9
)
"
27
200
SR 1021 Eells Hil Rd
ill
2
)
20 :
\..
~
l6
SRllJ1
Legend
X,XXX D~lly Volumei
rx
P.M. Puk Voh1m11
-+-
Transportation
Engineering
Northwest
Figure 6
Daily and P.M. Peak Hour Project Generated
Traffic Volume Trip Assignment
PO Box 6525 4 • Seattle, WA 98155
Office/Fax (206) 361- 7 333 • Toll Free (888) 220-7333
The Ridge
Motorsporu PJrk
M.uon CountY, WA
Tntnc lntpxt Study
The Rrdge Motorsports Park
February 1, 2011
Page 13
SR 1011 SR 102
l~~I
!a
lff:'
3j
~
)
SR 102
~
(1'1 24....J(
Ill
'''°'
12211212 ,
t
157
(3511
13,200
(13,400)
!Jn IQ?
X,XXX Dally Volumes without Prolro
(X,XXX} OJUy Vo/um•• wkll Pro/«I
"" ~ P.M. Pt•k VOiume> without Prof.ct
(XII) _ . P.M. PtJk Volumt1 -..1rh Pro/«t
Transportation
Engineering
Northwest
Figure 7
2015 Daily and P.M. Peak Hour
Traffic Volume Impacts
Orncc/Fax (206) 361·7333 • Toll Free (888) 220-7333
Not to Sule
The Ridge
Mocorsporu Park
Mason County, WA
Trame lmp.x1 Study
The Ridge Motorsport~ Park
February 1, 2011
Pago 14
Table 6
2015 P M Peak I ntersect1on Leves of Serv1ce mpact s
M ovement
Unsignalized Intersection
#1- SR 101 I SR 102
EB
NB Left
#3 · SR 102 I Eells Hi ll Rd
EB Left
SB
Without Project
Delay
LOS
B
A
A
A
With Project
Delay
LOS
14
B
14
8
8
A
A
A
8
8
10
10
Nore: A11alys1s bnsed 011 HCS 2000 c~sults usl.llg I ICM 2000 conrrol delay11 gnd LOS.
Site Access. Safety, and Circulation Issues
Vehicular access to the site is currently proposed via one primary site access roadway onto
Eells r fill Road, located more thm 1,000 feet west of t.he western access roadway that serves
the County landfill. Peak en1·ering traffic flow into the site are estimated to occur on
weekend mornings during arrival periods on which Track or Drag events occur. During
these periods, approximately 110 vehicles per hour would arrive at the site; nearly all
traveling west on Bells r Till Road toward the site. As this is a priva te club and maintained by
volunteers and members alike, access to the site will be controlled through g,ttes at the main
entrance.
Given the geographic distribution of members on major event periods, it is likely that some
participants would arrive prior to the opening of the gate and/or congestion would occur
given arriv a.ls of <lrivcr::; just prior to rcquin.:<l safety meetings. As such, it is recommen<le<l
to reduce potential impacts to existing "through" traffic levels on Eells Hill Road, a rightturn only lane a minimum of 300 feet in length (not including taper) be consttucted to
provide for vehicle queuing prior to gate opening and deceleration for peak traffic flows
during arrival periods on peak event days that occur on the weekend.
The applicant would also be required to fuLiy fund and construct the necessary site access
roadway and onto Eells I Iili Road and the necessary internal circulation drives within the
property to mitigate impacts onto Eells Hill Road.
Project Mitigation Measures
A review was conducted of vehicular. trip generation, intersection and roadway impacts, and
site access and safety issues of the proposed The Rit(ge Moto1Jpo11s Pmk. Based upon this
traffic impact a nalysis, the following mitiga6on measures may be required:
~
>
The applicant would be required to folly fund and construct the necessary site access
roadway onto Eells Hill Road and the necessary internal circulation drives within the
property to mitigate impacts onto Eells Hill Road.
Install a westbow1d 300-foot right turn lane (not including taper) at the site entrance
to provide for vehicle queuing prioi: to gate opening and deceleration for peak traJfic
flows during arrival periods on peak event days that occur on the weekend.
PO Box 65254 • Seattle. WA 98155
Office/Fax (206) 361-7333 • Toll Free (888) 220.7333
Appendix A
Intersection Level of Service Calculations
HCS2000 : Unsignalized Intersections Release 4 . lf
Analyst :
JGT
Agency/Co .:
TENW
Date Performed :
1/20/2011
Analysis Time Period : PM Peak
Intersection:
# 1 - SR 101 I SR 102
Jurisdiction :
Maso n County
Units : U. s . Customary
Anal ysi s Year :
2011 Existing
Project ID : Shelton Racetrack
East/West Street:
SR 102 (Dayton Airport Rd )
North/South Street :
SR 101
Intersection Orientation : NS
Study period (hrs ):
Major Street :
Vehi c l e Volumes and Adjustments
Approach
Northbound
Southbound
1
2
3
4
5
6
Movement
T
R
R
L
L
T
Volume
Peak-Hour Factor , PHF
Hourly Flow Rate , HFR
Percent Heavy Ve hicl es
Median Type/Sto r a ge
RT Channelized?
Lanes
Configuration
Upstream Signal?
Minor St reet :
0.25
Approach
Movement
123
0 . 93
132
3
Raised
I 1
curb
L
7
1
T
No
l
T
No
Westbound
8
T
Volume
Peak Hour Factor , PHF
Percent Heavy Vehicles
Percent Grade ( %)
Flared Approach : Exists?/Storage
Lanes
configuration
v (vph)
C (m) (vph)
v/c
95% q ueue length
Control Delay
LOS
Approach Delay
Approach LOS
1
R
Eastbound
9
10
L
R
11
12
T
R
22
0 . 93
1 96
0 . 93
210
23
6
6
0
0
No
I
De l ay, Queue Length , a nd Lev e l of
SB
Westbound
NB
1
4
7
8
9
L
132
1254
0 . 11
0.35
8 .2
A
17
0 . 93
18
No
1
L
Approach
Movement
Lane Config
264
0 . 93
283
330
0 . 93
354
0
I
0
LR
Servi ce~~~~~~~~~-
10
Eastbound
11
LR
233
681
0 . 34
l. 52
13 . 0
B
13 . 0
B
12
HCS2000 : Unsignalized Intersections Release 4 . lf
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co. :
TENW
Date Performed:
1/20/2011
Analysi s Time Period : PM Peak
Intersection :
u - SR 101 I SR 102
Jurisdiction :
Mason County
Units : U. S. Customary
Analysis Year:
2015 Without Project
East/West Street:
SR 102 (Dayton Airport Rd )
SR 101
Intersection Orientation: NS
Study period (hrs):
0 . 25
~~~~~~~~~~~Vehic le
Major Street:
Approach
Moveme nt
Volume
Peak-Hour Factor, PHF
Percent Heavy Vehi c l es
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
Minor Street :
Approach
Movement
Volumes a nd Adjustments~~~~~~~~~~~~Northbound
Southbound
4
5
6
1
2
3
L
T
R
L
T
R
133
0 . 93
143
3
Raised
1
v (vph)
C(m) (vph)
vie
95% queue length
Con t rol Delay
LOS
Approach Delay
Approach LOS
286
0.93
307
L
1
T
No
T
No
7
Westbound
8
L
T
No
1
R
Eastbound
9
R
10
L
12
R
11
T
24
0 . 93
25
212
0 . 93
227
6
6
0
0
No
I
Delay, Queue Length, and Level of
NB
SB
Westbound
4
7
8
9
1
L
143
1228
0 .12
0 . 39
8.3
A
18
0 . 93
19
I 1
curb
1
Volume
Peak Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Grade (%)
Flared Approach: Ex ists?/Storage
Lanes
Configuration
Approach
Movement
Lane Config
357
0. 93
383
0
I
0
LR
Service~~~~~~~~~-
10
Eastbound
ll
LR
252
655
0 . 38
l. 81
13 . 9
B
13 . 9
B
12
HCS2000 : Unsignal ized Intersections Release 4.lf
Analyst :
JGT
Agency/Co . :
TENW
Date Performed:
1/20/2011
Intersection :
#1 - SR 101 I SR 102
Jurisdiction :
Mason County
Analysis Year :
2015 With Project
East/West Street :
SR 102 (Dayton Airport Rd)
SR 101
Intersection Ori entation : NS
Study period (hrs) :
Major Street :
Vehicle Volumes and Adjustments
Approach
Northbound
Southbound
Movement
1
2
3
4
5
6
T
L
T
R
L
R
Volume
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal ?
Minor Street :
0.25
Approach
Movement
160
0.93
172
3
Raised
1
L
7
L
v (vph)
C(m) (vph )
vie
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
286
0 . 93
307
1
T
No
1
T
No
10
L
9
R
A
No
1
R
Eastbound
11
T
12
R
29
0.93
31
6
227
0 . 93
244
6
0
0
No
0
I
Delay, Queue Length , a nd Level of
NB
SB
Westbound
7
8
9
1
4
L
172
1218
0 .14
0 . 49
8.4
27
0 . 93
29
I 1
curb
Westbound
8
T
Volume
Peak Hour factor , PHF
Hourly Flow Rate, HFR
Percent Heavy Veh icles
Percent Grade ( %)
Lanes
Configuration
Approach
Moveme nt
Lane Conf ig
357
0.93
383
0
I
LR
Service~~~~~~~~~-
10
Eastbound
11
LR
275
636
0 . 43
2 .1 8
14.9
8
14 . 9
8
12
HCS2000 : Unsign al i zed Intersections Rel ease 4 . lf
Analyst :
Agency/Co. :
TENW
Date Performed :
1/1 9/2012
Intersection:
t 2 - SR 102/Eells Hil l Rd
Ju risdiction :
Mason county
Analysis Year:
2011 Existing
East/West Street:
Eells Hill Rd
Intersection Orientation : EW
Study period (hrs):
Major Street :
Vehicle Volumes and Adjustments
Approach
Westbound
Eastbou nd
Mo vement
1
2
3
4
5
L
T
T
R
L
Volume
Median Type/Storage
RT Channelized?
Lanes
Configu ration
Upstream Signal?
Mi nor Street:
Approach
Movement
0
82
0 . 85
0 . 85
0
96
4
Undivided
0
7
L
~~~~~~~~~Del ay ,
Appr oach
Movemen t
Lane conf ig
EB
1
LT
v (vph)
0
1465
0.00
(vph)
v/c
95% q ue ue length
Control Delay
LOS
Approach Delay
Approach LOS
0 . 00
7.5
A
4
0 . 85
4
I
1
1
No
No
Northbound
9
8
T
6
R
92
0 . 85
1 08
LT
Vol ume
Percent Grade (%)
F lared Approach : Ex ists?/Storage
Lanes
Configuration
C (m)
0 . 25
10
R
L
0
TR
Southbou nd
12
11
T
R
0
0 . 85
0
0
10
0 . 85
11
0
0
0
I
No
0
I
0
LR
Queue Le ngt h , and Level of Se rvice~~~~~~~~~WB
Northbound
Southbound
4
7
8
9
10
11
12
LR
11
787
0 . 01
0 . 04
9. 6
A
9. 6
A
HCS2000: Unsignalized Intersections Release 4.lf
Analyst:
Agency/Co.:
TENW
Date Performed :
1/19/2012
Analysis Time Period: PM Peak
Intersection :
#2 - SR 102/Eells Hill Rd
Jurisdiction :
Mason County
Units : U. s. Customary
Analysis Year:
2015 Without Project
Project ID: Shelton Racetrack
East/West street :
Eells Hill Rd
Study period (hrs):
0.25
~~~~~~~~~~~Vehicle Volumes and Adjustments~~~~~~~~~~~~
Major Street :
Approach
Movement
Volume
Peak- Hour Factor , PHF
Median Type/Storage
RT Cha nnelized?
Lanes
Configuration
Upstream Signal?
Minor Street:
Approach
Movement
1
Eastbound
2
3
4
Westbound
5
6
L
T
R
L
T
R
100
0 . 85
117
4
0 . 85
4
89
0
0.85
0 . 85
0
104
4
Undivided
0
7
EB
v (vph)
C(m) (vph)
v/c
95% queue length
control Delay
LOS
Approach Delay
Approach LOS
0
1454
0.00
0.00
7. 5
1
LT
A
1
No
No
Northbound
8
9
T
R
Volume
Pere en t Grade ( %)
Lanes
Configuration
Approach
Movement
Lane Conf ig
1
LT
L
~~~~~~~~--Delay,
I
10
L
0
TR
Southbound
12
11
T
R
0
0 . 85
0
0
11
0 . 85
12
0
0
0
I
No
0
I
0
LR
Queue Length , and Level of Service.~~~~~~~~~WB
Northbound
Southbound
4
7
8
9
10
11
12
LR
12
770
0 . 02
0.05
9.7
A
9.7
A
HCS2000 : Unsignalized Intersections Release 4. lf
Analyst :
JGT
TENW
Agency/Co. :
1/19/2012
Date Performed:
An alysis Time Period : PM Peak
Intersection:
t2 - SR 102/Eells Hill Rd
Jurisdiction :
Mason County
Units : u. s . customary
Analysis Year :
20 1 5 With Project
East/West Street :
SR 102 ( Dayton Airport Rd)
Eel ls Hill Rd
Study period (hrs) :
0.25
~~~~~~~~~~~Vehicle Volumes and Adjustments~~~~~~~~~~~~-
Major Street :
Approach
Movement
Volume
Peak- Hour Factor , PHF
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signa l ?
Minor Street :
Approach
Movement
1
Eastbound
2
3
L
T
R
89
4
0 . 85
0 . 85
4
104
4
Undivided
0
7
EB
1
LT
v (vph)
4
C (m)
1402
( vph)
v/c
95% queue lengt h
control Delay
LOS
Approach Delay
Approach LOS
o.oo
0 . 01
7.6
A
T
6
R
100
0 . 85
117
40
0.85
47
I
1
1
No
No
Northbound
8
9
T
R
Volume
Peak Hour Factor, PHF
Percent Grade (%)
Lanes
Configuration
Approach
Movement
Lane Config
Westbound
5
0
TR
LT
L
~~~~~~~~~Delay ,
4
L
Southbound
10
L
12
R
11
T
2
0 . 85
2
0
31
0 . 85
36
0
0
0
I
Queue Lengt h, and Level of
WB
Northbou nd
4
7
8
9
No
0
I
0
LR
Service~~~~~~~~~-
10
southbound
11
12
LR
38
746
0.05
0 . 16
10 . 1
B
10 . 1
B
Appendix B
2015 Traffic Volume Estimates
1/1
Shelton Racetrack
2015 PM Peak Hour Turning Movement Volumes
Growth Rate=
Existing Year=
Future Year=
2.0%
2011
2015 I
Enter Exit
41
2011 Existing
2015 Baseline
Trip Distribution
,
SR 101 / SR 102 Oa ton Air
rt Rd
....
0
N
lll
M
CD
N
co
~
~
140
0
22
152
218
ri96l
0
M
M
~
,,,,._
M
....
0
0
0
0
0
92
0
0
92
0
I
ii-
SR 102 Oa ton Air
"#.
256
~
,._
lll
M
co
CD
"#.
co
co
10% 10%
88%
0
u:;
~
SR 102 Oa ton Air
M
N
0
....
...,
...,
N
N
0
N
2
36
88%
4
I
"#.
20
0
0
I
TENW
v
0
...
M
0
I
140
o I
120
100
93
0
I
40
0
0~
lll
266
0
0
5.2%
rt Rd Eells Hilt Rd
102
36
63
196%
10%
0
,._
M
ort Rd IEells Hill Rd
'$.
0
8.2%
oI
,._
,,,
N
0
0
2
rt Rd Eells Hilt Rd
...
0
0
Project Share=
::::
%Increase =
co
N
oI
lO
~
lO
1,087
0
2
co
en
100
0
0
,._
lll
lO
co
M
188
0
15
,,,
#.
89
0
20
<D
8.2%
104
0
0
~
203
82
co
N
5
N
....
100
188
0
0%
lll
lO
ells Hill Rd
~
36
'#.
lll
2
~
....
;;;
lll
56
88% 65%
CD
....
~
96
0
82
0%
176%
0
'ells Hill Rd
....
88% 23%
0
SR 101 / SR102 0
CD
M
N
2
...
CD
M
N
'/!
0
%Increase=
0
ii-
M
N
0
CD
....
2
rt Rd
lO
co
M
lll
0
lO
....
co
N
1.030
236
M
N
lO
,
Rd
'/!
M
24
0
952
SR 101 / SR102
CD
M
,._
Rd
2015 With Project
,
,
SR 101 / SR102 Oa ton Al
23
Project Trips
0
0
0
ProJec:t Share = 23 6%
Date Printed; 11261201 1

Attachment 13 Traffic Impact

Transcription

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