Study - FINAL EXECUTIVE SUMMARY - City of Traverse City · 2013. 12. 31. · City of Traverse City FROM: Mike DeVries, PE and Ray Schneider, AICP SUBJECT: Boardman Lake Avenue Origin-Destination

3950 Sparks Drive SE • Grand Rapids, MI 49546-2420 • (616) 574-8500 • Fax (616) 222-4969

Client: City of Traverse City Project Name: Boardman Lake Avenue Origin Destination Study Location: Traverse City, Michigan Project Number: 12943424 Issue Date: December 2, 2011 PROJECT MEMORANDUM TO: Tim Lodge, PE City of Traverse City FROM: Mike DeVries, PE and Ray Schneider, AICP SUBJECT: Boardman Lake Avenue Origin-Destination Study - FINAL 1.0 EXECUTIVE SUMMARY The City of Traverse City, Michigan is considering construction of a new road along the west side of Boardman Lake. The City desires to understand the potential volumes that might use the new road—Boardman Lake Avenue—should the new road be built. It is anticipated that some traffic currently using local streets such as Cass Street, Union Street, and Lake Avenue would be diverted to Boardman Lake Avenue. A detailed origin/destination (O/D) study was conducted in October 2011 to better estimate the amount of traffic that would potentially be diverted to Boardman Lake Avenue. License plates were recorded at key intersections along 8th Street and 14th Street to determine the amount of “cut through” traffic currently using Cass Street, Union Street, and, to a lesser extent, Lake Avenue. A total of 349 cars using Union Street and Cass Street were found to be “divertable” to a proposed Boardman Lake Avenue in the morning peak hour. Likewise, a total of 500 cars using Union Street and Cass Street were found to be “divertable” to a proposed Boardman Lake Avenue in the afternoon peak hour. The peak-hour O/D data was projected to daily traffic volumes using standard traffic engineering techniques. The results indicate that the projected Average Daily Traffic volume (ADT) on Boardman Lake Avenue will be approximately 5,300 vehicles per day after the road is opened. Since it is not possible to study every possible O/D combination that exists (although the O/D patterns reviewed were the most logical/high volume patterns), it is estimated that the ADT on Boardman Lake Avenue may approach or exceed 6,000 vehicles per day. Daily traffic volumes on Cass Street and Union Street will be reduced by more than 30% between 8th Street and 14th Street. Daily traffic volume between on 8th Street between Cass Street and the proposed Boardman Lake Avenue will be reduced by more than 35%. Study Recommendations

1. It is recommended that an eastbound left-turn lane be constructed opposite the westbound left-turn lane at the 14th Street/Cass Street intersection as part of the construction of Boardman Lake Avenue.

2. It is recommended that the eastbound-westbound protected left-turn phase at the 8th Street/Cass Street intersection be removed and a simple 2-phase signal be implemented. The protected left-turn phase would no longer be needed after Boardman Lake Avenue is open. A simple two-phase signal operation will operate efficiently.

3. With the reduction in traffic on 8th Street and Cass Street that is anticipated when Boardman Lake Avenue opens, the City should consider allowing northbound-to-westbound left-turns at the 8th

Boardman Lake Avenue Origin-Destination Study - FINAL December 2, 2011 Page 2 of 11


Street/Cass Street intersection (currently prohibited). Minor widening of the northbound approach is recommended in order to provide dedicated left-turn storage, similar to how the southbound approach is currently designed. The existing “No Left Turn Symbol” case sign facing northbound traffic would be removed.

4. Upon the opening of Boardman Lake Avenue, the City should specifically monitor and review whether protected left-turn phasing may be needed for the westbound-to-southbound left-turn movement at the new 8th Street/Boardman Lake Avenue intersection. If left-turn volumes are higher than projected in this report, left-turn phasing may be necessary.

5. Upon the opening of Boardman Lake Avenue, it is recommended that traffic signal timings be reviewed and optimized at 8th Street/Cass Street, 8th Street/Union Street, 14th Street/Cass Street, and 14th Street/Union Street to account for the changes in traffic patterns.

2.0 INTRODUCTION The City of Traverse City, Michigan is considering construction of a new road along the west side of Boardman Lake. The City desires to understand the potential volumes that might use the new road, Boardman Lake Avenue, should the new road be built. It is anticipated that some traffic currently using local streets such as Cass Street, Union Street, and Lake Avenue would be diverted to Boardman Lake Avenue. A detailed origin/destination (O/D) study was conducted in October 2011 to better estimate the amount of traffic that would potentially be diverted to Boardman Lake Avenue. The study area for the O/D study is bounded by Union Street on the west, 8th Street on the north, the west bank of Boardman Lake on the east, and 14th Street on the south. The existing study area and proposed Boardman Lake Avenue are shown in Figure 1. 3.0 EXISTING ROADWAY CONDITIONS The study area included seven (7) intersections:

• 14th Street/Union Street • 10th Street/Lake Avenue • 14th Street/Cass Street • 8th Street/Lake Avenue (east junction) • 8th Street/Union Street • 8th Street/Lake Avenue (west junction) • 8th Street/Cass Street

Figure 2 depicts the existing laneage for the seven study area intersections. All roadways in the study area have a 25-mph speed limit and have two-lane two-way cross-sections with the exception of the eastbound 8th Street approach at Union Avenue, which is a one-lane one-way approach with on-street parking on both sides. A description of the roadways in the study area is detailed below.

• 14th Street is major east-west street, providing access to downtown Traverse City via Union Street and Cass Street. 14th Street begins as the east leg of the US-31/M-37/Silver Lake Road/14th Street intersection, southwest of downtown Traverse City. 14th Street terminates at Lake Ridge Drive. The Average Daily Traffic (ADT) volume of 14th Street is approximately 14,900 vehicles per day west of Union Street and 10,400 vehicles per day between Union Street and Cass Street.

• 10th Street is a local east-west street. 10th Street begins at US-31/M-37 and terminates at Lake Avenue.

The ADT of 10th Street is approximately 1,500 vehicles per day west of Lake Avenue.

• 8th Street is major east-west street, providing crosstown access within the City of Traverse City. 8th Street begins at US-31/M-37 and terminates at US-31/M-72. The ADT of 8th Street is approximately



9,100 vehicles per day between Union Street and Cass Street, 13,300 vehicles per day east of Lake Avenue, and 21,500 vehicles per day between west of Boardman Avenue.

• Union Street is major north-south street providing north-south access to and from downtown Traverse

City. Union Street begins on the southern edge of the city limits south of 14th Street and terminates at US-31/M-72 on the northern edge of downtown. The ADT of Union Street is approximately 6,900 vehicles per day between 14th Street and 8th Street.

• Cass Street is major north-south street providing access to and from downtown Traverse City. Cass

Street begins at the southern city limit south of 14th Street and terminates at US-31/M-72 on the northern edge of downtown. The ADT of Cass Street is approximately 10,500 vehicles per day south of 14th Street and 10,500 vehicles per day between 14th Street and 8th Street.

• Lake Avenue is a two-lane local street in the study area. Lake Avenue is a north-south street between

8th Street and 12th Street. The ADT of Lake Avenue is approximately 3,900 vehicles per day south of 8th Street.

3.1 Data Collection Tube counts, origin/destination (O/D) data, and turning movement counts were collected as described herein. 3.1.1. Tube Counts URS conducted 24-hour directional tube counts from Tuesday, October 18, 2011 to Wednesday, October 19, 2011 at the following fourteen intersections.

• SB Cass Street (north of 14th Street) • NB Lake Avenue (south of 8th Street) • NB Cass Street (south of 8th Street) • EB 14th Street (west of Union Street) • SB Cass Street (south of 14th Street) • WB 14th Street (west of Union Street) • NB Cass Street (south of 14th Street) • EB 8th Street (west of Boardman Avenue) • SB Union Street (north of 14th Street) • WB 8th Street (west of Boardman Avenue) • NB Union Street (south of 8th Street) • EB 8th Street (east of Boardman Avenue) • SB Lake Avenue (south of 8th Street) • WB 8th Street (east of Boardman Avenue)

The results of the 24-hour counts are depicted below, from highest to lowest, in vehicles per day (vpd). The existing 24-hour traffic volumes are also shown in Figure 2.

• 8th Street west of Boardman Avenue 21,500 vehicles per day (vpd) • 8th Street east of Boardman Avenue 19,000 vpd • 14th Street west of Union Street 14,900 vpd • Cass Street south of 14th Street 10,500 vpd • Cass Street north of 14th Street 10,500 vpd • Union Street north of 14th Street 6,900 vpd • Lake Avenue south of 8th Street 3,900 vpd

3.1.2. Turning Movement Counts URS conducted peak period turning movement counts on Tuesday, October 18, 2011 from 4:15 to 5:45 PM and on Wednesday, October 19, 2011 from 7:30 to 9:00 AM at the seven study area intersections listed on page 2.



The existing peak hour traffic volumes are shown in Figure 3. As with the tube counts, the morning peak hour varied between 7:30 to 8:30 AM and 7:45 to 8:45 AM. The afternoon peak hour was 4:30 to 5:30 PM. 3.1.3. Origin/Destination Data Collection To develop a better understanding of the potential traffic volumes that might use Boardman Lake Avenue, an origin/destination (O/D) study was conducted. The purpose of the study was to assess the extent to which traffic currently using roads like Cass Street, Union Street, and Lake Avenue would be diverted to Boardman Lake Avenue. The details of the O/D study are discussed in Section 5. 4.0 EXISTING (2011) CONDITIONS In order to quantify intersection traffic operations, existing “Level-of-Service” (LOS) values were determined using industry-standard HCS 2010 software, which incorporates the methodology of the Highway Capacity Manual (HCM), 2010 Edition, published by the Transportation Research Board. HCS 2010 was used to determine existing peak hour "Levels of Service" of the traffic movements at each intersection. The term “Level of Service” (LOS) indicates how well (or poorly) traffic operates based on traffic volumes, lane configurations, and traffic controls. Each level is determined by the average amount of traffic control delay experienced by motorists. LOS “A” represents little or no delays while LOS “F” represents operational failure (extensive delays which may include long vehicular queues). LOS “D” or better is typically considered acceptable during peak hours for urban settings like City of Traverse City. The Level-of-Service criteria, as defined by the HCM, are described in Table 1 for signalized and unsignalized intersections.

Table 1. Peak-Hour Level-Of-Service Ranges at Intersections Highway Capacity Manual (2010)

Level-of-Service Signalized Intersections Control Delay (sec/veh)

Unsignalized Intersections Control Delay (sec/veh)

A <10 <10 B 10 – 20 10 – 15 C 20 – 35 15 – 25 D 35 – 55 25 – 35 E 55 – 80 35 – 50 F >80 >50

Source: 2010 Highway Capacity Manual 4.1 Existing (2011) Levels-of-Service The existing (2011) peak-hour Levels of Service at the study area intersections are depicted in Figure 3. A review of Figure 3 reveals that all turning movements operate at Level-of-Service “D” or better except for the Lake Avenue approaches to 8th Street which operate at LOS “F” as discussed below.

Southbound Lake Avenue Approach The morning and afternoon peak-hour approach volumes on southbound Lake Avenue are low with a 95th-percentile queue of only five (5) vehicles. If a separate southbound left-turn lane was constructed, the



southbound right-turn LOS would improve to “D”, while the southbound left-turn movement (22 vehicles) would remain LOS “F” with a 95th-percentile queue of only four (4) vehicles. Northbound Lake Avenue Approach The morning and afternoon peak-hour approach volumes on northbound Lake Avenue are low with a 95th-percentile queue of twelve (12) vehicles. If a separate northbound left-turn lane was constructed, the northbound right-turn LOS would improve to “D”, while the northbound left-turn movement (10 vehicles) would remain LOS “F” with a 95th-percentile queue of only two (2) vehicles.

5.0 ORIGIN/DESTINATION STUDY To develop a better understanding of the potential volumes that might use Boardman Lake Avenue, an origin/destination (O/D) study was conducted. The purpose of the study was to assess the extent to which traffic currently using roads like Cass Street, Union Street, and Lake Avenue would be diverted to Boardman Lake Avenue. O/D data was collected at twelve locations as depicted in Figure 4 and as listed below. O/D data was estimated for Station 10 to Station 11 based on actual O/D data collected for Station 2 to Station 8. Likewise, O/D data was estimated for Station 6 to Station 12 based on actual O/D data collected for Station 5 to Station 7.

1 - EB-to-NB left-turn at 14th Street/Union Street 8 - NB-to-EB right-turn at 8th Street /Union Street 2 - NB through at 14th/Union Street 9 - SB-to-WB right-turn at 14th Street /Union Street 3 - EB-to-NB left-turn at 14th Street /Cass Street 10 - WB-to-SB left-turn at 8th Street /Union Street 4 - SB-to-WB right-turn at 14th Street /Cass Street 11 – SB through at 14th Street /Union Street 5 - NB through at 14th Street /Cass Street 12 – SB through at 14th Street /Cass Street 6 - WB-to-SB left-turn at 8th Street /Cass Street 13 - WB-to-SB left-turn at 8th Street /Lake Avenue 7 - NB-to-EB right-turn at 8th Street /Cass Street 14 - WB-to-SB left-turn at 8th Street /Union Street

The O/D data was collected by stationing individuals at twelve locations. Each individual used a hand-held digital voice recorder to recite the last three digits/characters of the license plate for those vehicles making the traffic movement of interest. The O/D data was collected during the morning and afternoon peak hour. The peak hours were chosen based on peak hours identified from the 24-hour tube counts. Based on the tube counts, O/D data was collected from 7:40 to 8:50 AM to cover the morning peak hour and from 4:25 to 5:35 PM to cover the afternoon peak hour. Data was collected for the five (5) minutes prior to the five (5) minutes after each peak hour. After the O/D data was collected, the recordings were transcribed. A time stamp was applied to each license plate. Matching license plates that made the O/D trip of interest were counted. The results are shown in Table 2 atop the next page. The results in Table 2 indicate, for example, that 137 vehicles (line 5 of the table) made an eastbound left-turn at the 14th Street/Cass Street intersection (Station 3) and then subsequently made a northbound right-turn at the 8th Street/Cass Street intersection (Station 7) in the morning peak hour. A total of 349 cars using Union Street and Cass Street were found to be “divertable” to a proposed Boardman Lake Avenue in the morning peak hour. Likewise, a total of 500 cars using Union Street and Cass Street were found to be “divertable” to a proposed Boardman Lake Avenue in the afternoon peak hour.



Table 2. Origin/Destination Study Results

Diverted Peak Hour Traffic

O/D Pair (1) O/D Pair Matches (number of vehicles) From Station To Station AM Peak Hour PM Peak Hour

Traffic Divertible from Union Street

1 8 41 31 2 8 20 7 10 9 44 125 10 11 14(2) 42(2)

Traffic Divertible from Cass Street

3 7 137 105 5 7 28 34 3 14 27 4 6 4 45 88 6 12 15(3) 29(3) 13 4 5 39

TOTAL 349 500 (1) Refer to Figure 4 for the O/D pair locations. Source: URS Corporation, November 2011 (2) Estimated based on results for O/D pairs 2-8. (3) Estimated based on results for O/D pairs 5-7. 5.1 Origin-Destination Study Findings Diverted volumes by movement and peak hour were assessed. The findings in Table 2 reveal the following O/D results: 8th Street/Union Street

• Approximately two-thirds of the traffic volume that makes the westbound-to-southbound left-turn movement at 8th Street/Union Street is “thru” traffic (i.e. turns right onto westbound 14th Street or continues south on Union Street) and would use Boardman Lake Avenue.

• Approximately one-half of the traffic volume that makes the northbound-to-eastbound right-turn movement at 8th Street/Union Street is “thru” traffic (i.e. from eastbound 14th Street or northbound Union Street) and would use Boardman Lake Avenue.

8th Street/Cass Street

• Approximately one-half of the traffic volume that makes the westbound-to-southbound left-turn movement at 8th Street/Cass Street is “thru” traffic (i.e. turns right onto westbound 14th Street or continues south on Cass Street) and would use Boardman Lake Avenue.

• Approximately three-fourths of the traffic volume that makes the northbound-to-eastbound right-turn movement at 8th Street/Cass Street is “thru” traffic (i.e. from eastbound 14th Street or northbound Cass Street) and would use Boardman Lake Avenue.

14th Street/Union Street

• Approximately one-fourth of the traffic volume that makes the eastbound-to-northbound left-turn movement at 14th Street/Union Street is “thru” traffic (i.e. turns right onto eastbound 8th Street) and would use Boardman Lake Avenue.

• Approximately one-half of the traffic volume that makes the southbound-to-westbound right-turn movement at 14th Street/Union Street is “thru” traffic (i.e. from westbound 8th Street) and would use Boardman Lake Avenue.

• Approximately one-half of the traffic volume that makes the northbound through movement at 14th Street/Union Street is “thru” traffic (i.e. turns right onto eastbound 8th Street from Union Street) and would use Boardman Lake Avenue.



• Approximately one-tenth of the traffic volume that makes the southbound through movement at 14th Street/Union Street is “thru” traffic (i.e. from westbound 8th Street) and would use Boardman Lake Avenue. This estimate is based on the opposite northbound O/D results at 14th Street/Union Street.

14th Street/Cass Street

• Approximately one-half of the traffic volume that makes the eastbound-to-northbound left-turn movement at 14th Street/Cass Street is “thru” traffic (i.e. turns right onto eastbound 8th Street) and would use Boardman Lake Avenue.

• Approximately one-half of the traffic volume that makes the southbound-to-westbound right-turn movement at 14th Street/Cass Street is “thru” traffic (i.e. from westbound 8th Street) and would use Boardman Lake Avenue.

• Approximately one-eighth of the traffic volume that makes the northbound through movement at 14th Street/Cass Street is “thru” traffic (i.e. turns right onto eastbound 8th Street at Cass Street) and would use Boardman Lake Avenue.

• Approximately one-tenth of the traffic volume that makes the southbound through movement at 14th Street/Cass Street is “thru” traffic (i.e. from westbound 8th Street) and would use Boardman Lake Avenue. This estimate is based on the opposite northbound O/D results at 14th Street/Cass Street.

8th Street/Lake Avenue

• A small percentage of northbound thru traffic at 14th Street/Cass Street and 14th Street/Union Street used Lake Avenue to reach 8th Street. Based on discussions with the City, some drivers destined to 8th Street or downtown follow northbound Cass Street, to eastbound 12th Street, to Lake Avenue as their route.

• Approximately one-sixth of the traffic volume that makes the northbound-to-eastbound right-turn movement at 8th Street/Lake Avenue in the morning peak hour is “thru” traffic and would use Boardman Lake Avenue, while less than 5% of the traffic volume that making this movement in the afternoon peak hour is “thru” traffic and would use Boardman Lake Avenue.

• Approximately one-fifth of the traffic volume that makes the westbound-to-southbound right-turn movement at 8th Street/Lake Avenue in the afternoon peak hour is “thru” traffic and would use Boardman Lake Avenue, while less than 5% of the traffic volume making this movement in the afternoon peak hour is “thru” traffic and would use Boardman Lake Avenue.

5.2 K-factors The 24-hour tube counts were used to calculate “K factors”. A “K factor” is the percent of daily traffic volume that occurs in a peak hour. The “K factor” for the morning and afternoon peak hours were applied to the actual morning and afternoon peak hour volumes to project the daily traffic diversion to Boardman Lake Avenue. Table 3 atop the next page shows 24-hour counts, morning and afternoon peak hour counts, and the resulting average K factors for the morning and afternoon peak hours. Table 3 reveals that the average morning K factor is 7.1% on study area streets while the afternoon K factor is 9.5% on study area streets. In other words, approximately 7.1% of the daily traffic volume occurs during the morning peak hour, while approximately 9.5% of the daily traffic volume occurs during the afternoon peak hour.



Table 3. Tube Count Summary and K Factors by Street

Direction (Location) Peak Hour Volume 24-Hour Volume

K Factor AM PM AM PM

Cass Street SB Cass Street (north of 14th Street) 323 556 5,573 5.8% 10.0% NB Cass Street (south of 8th Street) 381 380 4,849 7.9% 7.8% SB Cass Street (south of 14th Street) 364 530 5,548 6.6% 9.6% NB Cass Street (south of 14th Street) 399 401 4,978 8.0% 8.1% Union Street SB Union Street (north of 14th Street) 173 438 4,978 4.6% 11.7% NB Union Street (south of 8th Street) 304 253 3,732 10.1% 8.4% Lake Avenue SB Lake Avenue (south of 8th Street) 113 207 3,011 6.0% 10.9% NB Lake Avenue (south of 8th Street) 148 169 1,895 7.5% 8.5% 14th Street EB 14th Street (west of Union Street) 552 543 1,980 7.7% 7.6% WB 14th Street (west of Union Street) 410 710 7,172 5.4% 9.3% 8th Street EB 8th Street (west of Boardman Avenue) 558 633 7,215 7.7% 8.8% WB 8th Street (west of Boardman Avenue) 715 1,146 11,635 6.1% 9.8% TOTAL 4,440 5,966 62,566 7.1% 9.5%

Source: Tube counts by URS Corporation, October 18 and 19, 2011. 5.3 Average Daily Traffic (ADT) Projections The average K factors were applied to the morning and afternoon peak hour volume diversions (in Table 2) to project the ADT of Boardman Lake Avenue and the corresponding reduction in ADT along other city streets. Table 4 provides a summary of these daily traffic projections. As shown in Table 4, using the afternoon K-factor results in the greatest projection of daily volume (as compared to using the morning K-factor).

Table 4. Daily Traffic Diversion and Daily Traffic Projection on Proposed Boardman Lake Avenue

Street Location

Actual Diverted Peak Hour Traffic

Volume

Average K Factor

Estimated Diverted Daily Traffic Volume

AM PM AM PM Using AM K Factor

Using PM K Factor

8th Street Union Street to Cass Street -119 -205

7.1% 9.5%

-1,700 -2,150 8th Street East of Cass Street -317 -457 -4,450 -4,800 Cass Street 8th Street to 14th Street -225 -295 -3,100 -3,150 Union Street 8th Street to 14th Street -119 -205 -1,700 -2,150 14th Street Cass Street to Union Street +134 +234 +1,900 +2,450 Proposed Boardman Lake Avenue +347 +504 +4,900 +5,300

The projected changes in daily traffic was subtracted or added to the actual daily traffic volumes to arrive at the projected ADT of 8th, Street, Cass Street, Union Street, and 14th Street. The results are shown in Table 5.



Table 5. Existing and Projected ADT

with Proposed Boardman Lake Avenue

Street Location Existing ADT Estimated

Change in ADT*

Projected ADT % Change

8th Street Union Street to Cass Street 9,100 -2,150 6,950 - 23.7 8th Street East of Cass Street 13,300 -4,800 8,500 -36.2Cass Street 14th Street to 8th Street 10,500 -3,150 7,350 -30.2Union Street 14th Street to 8th Street 6,900 -2,150 4,750 -31.314th Street Union Street to Cass Street 10,400 +2,450 12,850 +23.7Proposed Boardman Lake Avenue 0 +5,300 5,300 --- *- using the afternoon K-factor from Table 4. As shown in Table 5, it is projected that ADT on study area streets would be reduced by approximately 20% to 30% upon the opening of Boardman Lake Avenue, with the exception of 14th Street from Cass Street to Union Street, which would increase by approximately 20%. The ADT of the proposed Boardman Lake Avenue is anticipated to be approximately 5,,300 vehicles per day based on the different O/D patterns reviewed. Since it is not possible to study every possible O/D combination that exists (although the O/D patterns reviewed were the most logical/high volume patterns), it is estimated that the ADT on the proposed Boardman Lake Avenue may approach or exceed 6,000 vehicles per day. 6.0 EXISTING (2011) CONDITIONS WITH BOARDMAN LAKE AVENUE EXTENSION An analysis of existing (2011) conditions, assuming the existence of Boardman Lake Avenue, was conducted to determine the impact to control delay and Level of Service at the key intersections along 8th Street, 14th Street, Cass Street, Union Street, and Lake Avenue. The analysis provides a measurement of the traffic impact created by the proposed Boardman Lake Avenue. As shown in Figure 1, the current plan for Boardman Lake Avenue is for the proposed roadway to commence as the east leg of the 14th Street/Cass Street intersection, following some old railroad lines in a northeast/northerly direction, providing access to 10th Street, and terminating at 8th Street east of Lake Avenue and west of the Boardman River. The proposed roadway would have a two-lane cross-section, widening to a three lane cross section on the approach to 8th Street to provide a dedicated northbound left-turn lane. Also, it is assumed that an eastbound left-turn lane would be constructed at the 14th Street/Cass Street intersection. A traffic signal is proposed at the intersection of Boardman Lake Avenue at 8th Street. The assumed lane configurations at the 14th Street/Cass Street and 8th Street/Boardman Lake Avenue intersections are shown in Figure 5. 6.1 Traffic Re-assignment Existing (2011) peak hour traffic was re-assigned from the various O/D stations to Boardman Lake Avenue. Figure 5 depicts the traffic volume re-assignment. Re-assignment assumes no other changes to existing study area roadways or traffic signal timings. The re-assigned traffic (Figure 5) was applied to existing (2011) peak hour traffic volumes (Figure 3) to estimate the existing (2011) peak hour traffic volumes should Boardman Lake Avenue be constructed. The resulting peak hour volume estimates are shown in Figure 6.



As shown in Figure 6, it is projected that approximately 349 vehicles (226 northbound, 123 southbound) vehicles would be diverted in the morning peak hour and 500 vehicles (177 northbound, 323 southbound) vehicles would be diverted in the afternoon peak hour from study area intersections to Boardman Lake Avenue. A review of Figure 6 also reveals that all turning movements are projected to operate at Level-of-Service “D” or better except for the southbound Lake Avenue approach to 8th Street which operates at LOS “E” in the morning peak hour and “F” in the afternoon peak hour, as it does under existing conditions. The reduction in peak hour volumes for several movements at the 8th Street/Lake Avenue intersection associated with the construction of Boardman Lake Avenue improves Level of Service of the northbound Lake Avenue approach in the afternoon peak hour from an existing LOS “F” to a projected LOS “C”. Table 6 depicts overall intersection LOS, comparing LOS under existing conditions with LOS assuming construction of Boardman Lake Avenue.

Table 6. Signalized Intersection Level of Service and Delay With and Without Boardman Lake Avenue

Intersection Existing (2011) Existing (2011) with

Boardman Lake Avenue (1) AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour LOS Delay LOS Delay LOS Delay LOS Delay

14th Street/Cass Street C 21.2 C 30.2 B 16.8 B 19.7 14th Street/Union Street B 17.9 B 19.2 B 18.8 C 23.2 8th Street/Cass Street C 28.4 C 34.0 C 24.9 C 29.3 8th Street/Union Street B 16.4 B 17.8 B 16.1 B 16.5 8th Street/Boardman Lake Avenue B 13.6 B 14.8

(1) Assumes no changes to existing signal timings. Assumes Boardman Lake Avenue has same cycle length as other 8th Street signalized intersections (80 seconds in morning and afternoon peak hours).

The re-assignment of peak hour traffic volumes to Boardman Lake Avenue results in slightly reduced delays at study area intersections, except at the 14th Street/Union Street intersection, which exhibits an insignificant increase in control delay. The overall signalized LOS for the new 8th Street/Boardman Lake Avenue intersection is “B” in both the morning and afternoon peak hours, assuming a simple 2-phase signal and 80-second cycle length. 7.0 CONCLUSIONS AND RECOMMENDATIONS The following conclusions were drawn based on the results of the analyses contained in this report: 7.1 Recommendations

1. It is recommended that an eastbound left-turn lane be constructed opposite the westbound left-turn lane at the 14th Street/Cass Street intersection as part of the construction of Boardman Lake Avenue.

2. It is recommended that the eastbound-westbound protected left-turn phase at the 8th Street/Cass Street intersection be removed and a simple 2-phase signal be implemented. The protected left-turn phase would no longer be needed after Boardman Lake Avenue is open. A simple two-phase signal operation will operate efficiently.



3. With the reduction in traffic on 8th Street and Cass Street that is anticipated when Boardman Lake Avenue opens, the City should consider allowing northbound-to-westbound left-turns at the 8th Street/Cass Street intersection (currently prohibited). Minor widening of the northbound approach is recommended in order to provide dedicated left-turn storage, similar to how the southbound approach is currently designed. The existing “No Left Turn Symbol” case sign facing northbound traffic would be removed.

4. Upon the opening of Boardman Lake Avenue, the City should specifically monitor and review whether protected left-turn phasing may be needed for the westbound-to-southbound left-turn movement at the new 8th Street/Boardman Lake Avenue intersection. If left-turn volumes are higher than projected in this report, left-turn phasing may be necessary.

5. Upon the opening of Boardman Lake Avenue, it is recommended that traffic signal timings be reviewed and optimized at 8th Street/Cass Street, 8th Street/Union Street, 14th Street/Cass Street, and 14th Street/Union Street to account for the changes in traffic patterns. Table 7 indicates the potential reduction in delay and improvement in LOS if signals were re-timed based on changes in traffic patterns as described in this report. Figure 7 depicts signalized intersection LOS and delay with optimized timings.

Table 7. Signalized Intersection Level of Service and Delay With Boardman Lake Avenue Without and With Optimized Timings

Intersection

Existing (2011) with Boardman Lake Avenue

Existing (2011) with Boardman Lake Avenue

Without Re-timings With Re-timings AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour LOS Delay LOS Delay LOS Delay LOS Delay

14th Street/Cass Street B 16.8 B 19.7 B 16.7 B 19.6 14th Street/Union Street B 18.8 C 23.2 B 15.7 B 17.2 8th Street/Cass Street (1) C 24.9 C 29.3 B 15.8 B 17.8 8th Street/Union Street B 16.1 B 16.5 B 15.4 B 16.0 8th Street/Boardman Lake Avenue B 13.6 B 14.8

(1) Assumes removal of eastbound /westbound left-turn phase as well as optimized timings. 7.2 Conclusions

1. The construction of Boardman Lake Avenue is anticipated to improve traffic operations at study area intersections as traffic is diverted from these intersections to the proposed Boardman Lake Avenue.

2. The traffic volume on Boardman Lake Avenue is projected to approach or exceed 500 vehicles in the peak hour, and 6,000 vehicles per day.

3. Daily traffic volumes on Cass Street and Union Street will be reduced by more than 30% between 8th Street and 14th Street. Daily traffic volume between on 8th Street between Cass Street and the proposed Boardman Lake Avenue will be reduced by more than 35%.

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EXISTING STUDY AREA AND

PROPOSED BOARDMAN LAKE AVENUE

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[7,700]

[7,200]

[5,6

00

][5

,50

0]

[5,0

00

]

-STOP SIGN

-TRAFFIC SIGNAL

-LANE CONFIGURATION

-DIRECTIONAL AVERAGE DAILY TRAFFIC


EXISTING TRAFFIC OPERATIONS

[5,300]

[5,100]

[800]

[700]

[4,600]

[4,500]

[6,800]

[6,500]

UN

ION

ST

CA

SS

ST

LA

KE

AV

E

BO

AR

DM

AN

AV

E

10TH ST

12TH ST

14TH ST

LA

KE

AV

E

BOARDMAN

LAKE

BOARDMAN

RIVER

LAKE AVE

7TH ST

8TH ST

PR

OP

OS

ED

BO

AR

DM

AN

LA

KE

RO

AD

FIGURE

FINAL 12/2/11

M:\PROJECTS\12943424\CADD\PDS\TRAFFIC\FIG 3 EX (2011) PHV & LOS.DGN

EXISTING (2011) PEAK-HOUR VOLUMES

AND LEVEL-OF-SERVICE 3

XXX

(XXX)

A

LEGEND

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT

-AM WEEKDAY PEAK-HOUR VOLUME

-PM WEEKDAY PEAK-HOUR VOLUME

-LEVEL OF SERVICE


(B-33) B-44

(B-213) B-180

(B-18) B-5

101-B

(213-B

)

64-C

(

86-C

)

132-B (197-B)

87-B (242-C)(B

-19

5)

B-1

97

(B-7

8)

B-1

27

(C-27) C-23

(D-375) D-288

(D-36) D-8

25-C

(

29-C

)

165-C

(219-C

)

11-C

(

46-C

)

3-C (13-C)

253-C (337-C)

102-C (218-C)

(C-1

70)

D-1

89

(C-2

01)

D-1

68

25-A (38-A)

83-A (154-A)

(B-2

7)

A

-17

(B-1

23

) A

-11

4

(42) 46

(20) 10

(D-1

07)

C-1

62

(B-2

69

) B

-22

2

(B-1

6)

B

-5

(D-220) C-224

(D-28) C-13

(D-209) C-153

10

4-B

(2

30

-C)

20

3-B

(3

16

-C)

8-B

(1

7-B

)

13-B (16-B)

15-B (32-B)

4-C (10-D)

10-B (11-B)

264-B (374-B)

2-C (3-C)

(B-1

6)

B-2

7

(B-8

6)

B-6

9

(B-3

) B

-2

(C-110) C-145

(C-407) C-386

(C-28) C-10

78

-B (

28

4-B

)

34-B

(96-B

)

27-B

(45-B

)

B

(B)

OVERALL

LOS

17.9

(19.2)

(SEC)DELAY

C

(C)

OVERALL

LOS

21.2

(30.2)

(SEC)DELAY

C

(C)

OVERALL

LOS

28.4

(34.0)

(SEC)DELAY

B

(B)

OVERALL

LOS

16.4

(17.8)

(SEC)DELAY

(F-2

2) F

-16

(F-4

) F-2

(F-3

) F-2

165 (240)

533-A (797-B)

124-A (191-B)

165-C

(214-F

)

0 (2

-F)

2-C

(10-F

)

(B-1) A-1

(B-552) A-480

(B-21) A-8

LEGEND


UN

ION

ST

CA

SS

ST

LA

KE

AV

E

BO

AR

DM

AN

AV

E

10TH ST

12TH ST

14TH ST

LA

KE

AV

E

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT


-MIDDAY WEEKDAY PEAK-HOUR VOLUME


-LEVEL OF SERVICE

BOARDMAN

LAKE

BOARDMAN

RIVER

LAKE AVE

7TH ST

8TH ST

PR

OP

OS

ED

BO

AR

DM

AN

LA

KE

RO

AD

FIGURE

FINAL 12/2/11

LEGEND

4

8TH ST


3

5

4

2

9

8

10

7

6

14

13

TO1 8

TO2 8

TO3 7

TO3 14

TO5 7

TO6 4

TO10 9

TO10 11

O-D ROUTES STUDIED

ORIGIN-DESTINATION STUDY

DATA COLLECTION LOCATIONS

-STOP SIGN

-TRAFFIC SIGNAL

-O-D DATA COLLECTION STATION


X

1

11 12

TO6 12

TO13 4

M:\PROJECTS\12943424\CADD\PDS\TRAFFIC\FIG 4 ORIGIN DESTINATION STUDY.DGN

UN

ION

ST

CA

SS

ST

LA

KE

AV

E

BO

AR

DM

AN

AV

E

10TH ST

12TH ST

14TH ST

LA

KE

AV

EBOARDMAN

LAKE

BOARDMAN

RIVER

LAKE AVE

7TH ST

8TH ST

PR

OP

OS

ED

BO

AR

DM

AN

LA

KE

RO

AD

FIGURE

FINAL 12/2/11

5

XXX

LEGEND

+

+

-

-( XXX)

EXISTING (2011) PEAK-HOUR VOLUME

RE-ASSIGNMENT WITH PROPOSED

BOARDMAN LAKE AVENUE

+123 (+323)

M:\PROJECTS\12943424\CADD\PDS\TRAFFIC\FIG 5 EX (2011) PHV RE-ASSIGN.DGN

8TH ST-58 (-167)

(-38)

-61

(-38) -61

-58 (-167)

-60 (-117)

(-135)

-138

-118 (-284)

-5 (-39)-2

7 (-4

)

+226 (+

177)

+123 (+323)

-5 (-39)

(-4)

-27

-5 (-39)

(-135)

-138

(-4

)

-27

-60 (

-156)

-50 (

-127)

-15

(-2

9)

+123 (+323)

(+177) +226

(-3

4)

-2

8

(+3

4)

+2

8

(-105) -137

(+143) +198

(-7

) -

20

(+7)

+20

(-31) -41

(+31) +41

+73 (+196)

-44 (

-125)

-14

(-4

2)

(-38)

-61

-58 (

-167)

14TH ST

(-173) -199

ADD EB LEFT-TURN LANE

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT

-AM PEAK-HOUR VOLUME RE-ASSIGNMENT

-PM PEAK-HOUR VOLUME RE-ASSIGNMENT


-LANE CONFIGURATION

LEGEND


UN

ION

ST

CA

SS

ST

LA

KE

AV

E

BO

AR

DM

AN

AV

E

10TH ST

12TH ST

14TH ST

LA

KE

AV

E

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT




-LEVEL OF SERVICE

BOARDMAN

LAKE

BOARDMAN

RIVER

LAKE AVE

7TH ST

8TH ST

PR

OP

OS

ED

BO

AR

DM

AN

LA

KE

RO

AD

FIGURE

FINAL 12/2/11

6

XXX

(XXX)

A

LEGEND

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT



-LEVEL OF SERVICE


8TH ST 2

26-C

(177-C

)

25-B

(30-C

)

(B-33) B-44

(B-213) B-180

(B-18) B-5

132-B (197-B)

29-B (75-B)(B

-19

5)

B-1

97

(B-4

0)

B

-66

25-C

(

29-C

)

165-C

(219-C

)

11-C

(

46-C

)

3-C (13-C)

195-C (170-C)

42-B (101-C)

529-B (628-B)

123-B (323-C)

(A-595) A-327

(A-20) A-10

(42) 46

(20) 10

(B-2

7)

A-1

7

(B-1

19

) A

-87

25-A (38-A)

78-A (115-A)

13-B (16-B)

138-B (355-B)

4-B (10-B)

(C-1

07)

C-1

62

(B-2

35

) B

-19

4

(B-5

0)

B

-33

(C-115) B-87

(B-171) B-212

(B-209) B-153

54

-B

(1

03

-B)

188-B

(287-B

)

8-B

(1

7-B

)

10-B (11-C)

337-B (570-C)

2-B (3-C)

34

-B (

15

9-B

)

20-B

(54-B

)

27-B

(45-B

)

(D-79) C-104

(C-438) C-427

(C-28) C-10

(B-1

6)

B-2

7

(B-7

9)

B-4

9

(B-1

0)

B-2

2

B

(B)

OVERALL

LOS (SEC)DELAY

OVERALL

LOS (SEC)DELAY

B

(B)

OVERALL

LOS (SEC)DELAY

OVERALL

LOS (SEC)DELAY

B

(B)

OVERALL

LOS

13.6

(14.8)

(SEC)DELAY

14TH ST

(F-2

2) E

-16

(F-4

) E-2

(F-3

) E-2

(A-1) A-1

(A-379) A-281

(A-21) A-8

138-B

(210-C

)

0 (2

-C)

2-B

(10-C

)

165 (240)

415-A (513-A)

119-A (152-A)

101-B

(213-B

)

64-C

(

86-C

)

C

(C)

24.9

(29.3)

(C-1

70

) C

-18

9

(C-6

6)

C

-30

(B-27) B-23

(D-337) C-227

(D-36) C-8

EXISITING (2011) PEAK HOUR VOLUMES

AND LEVELS-OF-SERVICE WITH

PROPOSED BOARDMAN LAKE AVENUE M:\PROJECTS\12943424\CADD\PDS\TRAFFIC\FIG 6 EX (2011) PHV & LOS WITH BOARDMAN LAKE.DGN

18.8

(23.2)

B

(C)

16.8

(19.7)

16.1

(16.5)

LEGEND


UN

ION

ST

CA

SS

ST

LA

KE

AV

E

BO

AR

DM

AN

AV

E

10TH ST

12TH ST

14TH ST

LA

KE

AV

E

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT




-LEVEL OF SERVICE

BOARDMAN

LAKE

BOARDMAN

RIVER

LAKE AVE

7TH ST

8TH ST

PR

OP

OS

ED

BO

AR

DM

AN

LA

KE

RO

AD

FIGURE

FINAL 12/2/11

7

XXX

(XXX)

A

LEGEND

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT



-LEVEL OF SERVICE


8TH ST 2

26-C

(177-C

)

25-B

(30-C

)

(B-33) B-44

(B-213) B-180

(B-18) B-5

132-B (197-B)

29-B (75-B)(B

-19

5)

B-1

97

(B-4

0)

B

-66

25-B

(

29-C

)

16

5-B

(2

19

-C)

11-B

(

46-C

)

3-B (13-B)

195-B (170-B)

42-B (101-C)

529-B (628-B)

123-B (323-C)

(A-595) A-327

(A-20) A-10

(42) 46

(20) 10

(B-2

7)

A-1

7

(B-1

19

) A

-87

25-A (38-A)

78-A (115-A)

13-B (16-B)

138-B (355-B)

4-B (10-B)

(C-1

07)

C-1

62

(B-2

35

) B

-19

4

(B-5

0)

B

-33

(C-115) B-87

(B-171) B-212

(B-209) B-153

54

-B

(1

03

-B)

188-B

(287-B

)

8-B

(1

7-B

)

10-B (11-B)

337-B (570-B)

2-B (3-B)

34

-B (

15

9-B

)

20-B

(54-B

)

27-B

(45-C

)

(C-79) B-104

(B-438) B-427

(B-28) B-10

(C-1

6)

B-2

7

(B-7

9)

B-4

9

(B-1

0)

B-2

2

B

(B)

OVERALL

LOS

15.4

(16.0)

(SEC)DELAY

OVERALL

LOS (SEC)DELAY

B

(B)

OVERALL

LOS (SEC)DELAY

B

(B)

OVERALL

LOS

15.7

(17.2)

(SEC)DELAY

B

(B)

OVERALL

LOS

13.6

(14.8)

(SEC)DELAY

14TH ST

(F-2

2) E

-16

(F-4

) E-2

(F-3

) E-2

(A-1) A-1

(A-379) A-281

(A-21) A-8

138-B

(210-C

)

0 (2

-C)

2-B

(10-C

)

165 (240)

415-A (513-A)

119-A (152-A)

101-B

(213-B

)

64-B

(

86-B

)

B

(B)

15.8

(17.8)

(B-1

70

) B

-18

9

(B-6

6)

B

-30

(B-27) B-23

(B-337) B-227

(B-36) B-8

EXISITING (2011) PEAK HOUR VOLUMES

AND LEVELS-OF-SERVICE WITH

PROPOSED BOARDMAN LAKE AVENUE

AND SIGNAL RE-TIMINGSM:\PROJECTS\12943424\CADD\PDS\TRAFFIC\FIG 7 EX (2011) PHV & LOS WITH BOARDMAN LAKE AND RE-TIMINGS.DGN

16.7

(19.6)

LEGEND


UN

ION

ST

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ST

LA

KE

AV

E

BO

AR

DM

AN

AV

E

10TH ST

12TH ST

14TH ST

LA

KE

AV

E

-STOP SIGN

-TRAFFIC SIGNAL

-TRAFFIC MOVEMENT




-LEVEL OF SERVICE

BOARDMAN

LAKE

BOARDMAN

RIVER

LAKE AVE

7TH ST

8TH ST

PR

OP

OS

ED

BO

AR

DM

AN

LA

KE

RO

AD

FIGURE

FINAL 12/2/11

Documents

Study - FINAL EXECUTIVE SUMMARY - City of Traverse City · 2013. 12. 31. · City of Traverse City FROM: Mike DeVries, PE and Ray Schneider, AICP SUBJECT: Boardman Lake Avenue Origin-Destination