HomeMy WebLinkAboutMormonTrek_4-3lane_TrafAnalysis.pdfMormon Trek Boulevard
Lane Reconfiguration
Iowa City, Iowa
Prepared By:
Prepared For:
City of Iowa City
July 6, 2016
Mormon Trek Boulevard
Lane Reconfiguration
Prepared by:
Snyder & Associates, Inc.
Prepared for:
City of Iowa City
July 6, 2016
I hereby certify that this Engineering Document was prepared by me or
under my direct personal supervision and that I am a duly Licensed
Professional Engineer under the Laws of the State of Iowa.
Justin C. Jackson, P.E. Date
License Number 20538
My License Renewal Date is December 31, 2016
Mormon Trek 4 Lane to 3 Lane Conversion Study Page 1
Snyder & Associates, Inc.
Background
Iowa City submitted and was successful in applying for the Iowa DOT Traffic Safety
Improvement Program (TSIP) funding in 2014 for Mormon Trek Boulevard 3-lane conversion
from Melrose Avenue to Iowa Highway 1. The following report summarizes the findings of a
detailed analysis of converting Mormon Trek Boulevard from a 4-lane to a 3-lane roadway (with
continuous center left turn lane) based on current and future forecasted traffic conditions. Iowa
City’s DOT Traffic Safety Funds application was used for existing conditions, historic traffic
data, and project concept for the corridor.
Traffic History
The Iowa Department of Transportation (DOT) historic counts were compiled from similar
locations within the corridors to estimate a traffic growth rate and identify traffic pattern trends.
The annual average daily traffic (AADT) volumes from the DOT counts for years 2002, 2006,
2010, and 2014 are shown in Table 1 for locations within the corridor. As is illustrated in Table
1, most of the segments experienced steady traffic or traffic declines, with the exception of Iowa
Hwy 1 increasing. The City collected peak hour counts at intersections in the corridor as part of
the TSIP application. A peak hour traffic volume count was conducted in January 2016 at the
intersection of Cameron Way to validate that the prior traffic counts conducted were still
representative of the corridor peak hour traffic conditions. The total peak hour traffic volumes
with directional split volumes on Mormon Trek Boulevard near intersections with highest traffic
volume within the corridor are listed in Table 2. Since peak hour counts were not conducted on
the same day and the corridor has very few additional access points other than the modeled
intersections, the peak hour traffic volumes were adjusted to smooth the exiting volumes from
one intersection with the entering volume at the next intersection. In most locations, the
recorded peak hour traffic volumes balanced relatively well at consecutive intersections.
Engineering judgment was used to proportionally adjust entering volumes for individual peak
hour volumes at two intersections. The goal was to have less than 10 to 15 percent variation
between the exiting and entering volumes at consecutive intersections with additional access
points between the intersections.
One noticeable traffic pattern dependent on time of day is the Benton Street to Rohret Road
connection. The peak hour traffic volume from Rohret Road to Benton Street is heavily
directional during the AM peak hour demand flow of eastbound on Rohret Road turning left to
northbound on Mormon Trek Boulevard and then turning right to eastbound Benton Street. The
reverse traffic flow pattern was observed during the PM peak hour.
Travel Time Study
Travel time studies were conducted on January 12, 2016 during AM (7-9am), Noon (11-1pm),
and PM (4-6pm) peak hours. A travel time study involves a test car driving each corridor from
beginning to end noting the time at key intersections and continuously recording the speed. The
studies start and end outside the corridor study limits in order to determine the travel speed and
delays at the intersections on the corridor study limits. Ten passes in each direction along the
corridor were made during each peak hour. The floating car technique was used to conduct the
study. In this technique, the test car passes as many vehicles as pass the test car. In this way, the
vehicle’s relative position in the traffic stream remains unchanged, and the test approximates the
behavior of an average vehicle in the traffic stream.
Mormon Trek 4 Lane to 3 Lane Conversion Study Page 2
Snyder & Associates, Inc.
Table 3 lists the results of the travel time study. The average speeds and travel times of all three
peak periods were within a narrow range despite the difference in traffic volume characteristics
for each peak. This demonstrates that there is additional capacity of the roadway not being
utilized. Further conclusions of this are shown in the following peak hour capacity analysis.
During all three peaks, no areas caused excessive delay except for the randomness of being
stopped at a traffic signal. Summaries of the travel time studies are included in the appendix.
Table 1: Historic Annual Average Daily Traffic
Roadway Segment
(Mormon Trek Blvd)
Historic Daily Traffic
2002 2006 2010 2014
Melrose Ave, south of 16,900 - 14,100 -
Rohret Rd, north of - 15,400 - 8,800
Rohret Rd, south of 10,900 - 10,300
Plain View Dr, south of - 11,100 - 9,200
Iowa Hwy 1, north of 12,200 9,800 12,100 13,300
- DOT did not count location during count year
Table 2: Existing Total Peak Hour Traffic Volumes
Roadway Segment AM PM
(Mormon Trek Blvd) Total NB SB Total NB SB
Melrose Ave, south of 1,100 720 380 1,400 620 780
Cameron Way, south of 1,030 680 350 1,250 550 700
Benton St, north of 1,150 740 410 1,620 760 860
Benton St, south of 1,130 760 370 1,410 590 820
Rohret Rd, north of 1,040 670 370 1,240 520 720
Abbey Ln, south of 810 410 400 960 460 500
Westside Dr, north of 810 410 400 960 460 500
Iowa Hwy 1, north of 1,040 560 480 1,160 540 620
Mormon Trek 4 Lane to 3 Lane Conversion Study Page 3
Snyder & Associates, Inc.
Table 3: Travel Time Study Results
Peak Period Run
Start Time Travel Time (sec) Stops Speed (mph)
NB SB NB SB NB SB NB SB
AM
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Run 1 7:00 7:06 275 369 2 4 23.4 17.7
Run 2 7:15 7:20 240 323 1 2 26.8 20.3
Run 3 7:26 7:32 258 307 2 3 24.9 21.3
Run 4 7:38 7:46 389 293 3 2 16.5 22.4
Run 5 7:51 7:58 291 248 2 2 22 26.4
Run 6 8:03 8:09 291 267 3 2 21.9 24.5
Run 7 8:15 8:21 274 272 2 3 22.8 24.2
Run 8 8:26 8:32 268 297 2 3 23.6 22
Run 9 8:38 8:44 261 289 2 2 24.7 22.7
Run 10 8:50 8:56 275 260 3 2 23.3 25.2
Average 282 296 2 2 23 22
No
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Run 1 11:02 11:09 282 211 3 1 22.9 31.3
Run 2 11:13 11:20 261 294 2 4 24.5 22.5
Run 3 11:27 11:33 284 281 3 3 22.8 23.5
Run 4 11:38 11:44 255 282 2 2 25.2 23.4
Run 5 11:49 11:57 359 267 5 3 18.1 24.8
Run 6 12:02 12:08 300 243 3 1 21.4 27.2
Run 7 12:13 12:21 291 247 4 2 21.9 26.7
Run 8 12:26 12:32 242 279 2 2 26.5 23.7
Run 9 12:37 12:43 256 272 3 2 25.3 24.2
Run 10 12:48 12:53 229 274 1 2 27.4 24.1
Average 276 265 3 2 23 25
PM
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Run 1 16:00 16:06 302 196 3 0 21.3 33.5
Run 2 16:11 16:18 345 269 2 1 18.7 24.5
Run 3 16:23 16:29 270 305 3 3 23.8 21.6
Run 4 16:35 16:41 254 193 2 0 25.3 34
Run 5 16:45 16:51 276 204 2 1 23.3 32.2
Run 6 16:55 17:01 252 307 2 2 25.5 21.4
Run 7 17:07 17:13 246 291 1 2 25.6 22.6
Run 8 17:19 17:25 280 270 4 2 22.6 24.4
Run 9 17:30 17:36 254 209 2 0 25.2 31.4
Run 10 17:40 17:47 327 312 3 2 19.7 21
Run 11 17:53 18:01 356 271 3 2 18.1 24.2
Average 288 257 3 1 22 26
Mormon Trek 4 Lane to 3 Lane Conversion Study Page 4
Snyder & Associates, Inc.
Traffic Volume Forecasts
Metropolitan Planning Organization of Johnson County (MPOJC) provided traffic volumes from
their regional travel demand model for base year 2010 and the 2040 horizon year as the source of
information for annual rates of traffic change for the corridor. The traffic demand model
addresses future changes in the region and/or corridor development trends that are different from
the historical trend. In addition, the model has the capability of taking into account street
network changes that may result in Mormon Trek Boulevard becoming a more attractive or less
attractive route relative to alternative corridors. Thus, there is the potential for observing
substantial changes from historical traffic trends if there are forecasted employment, residential
development, or roadway network changes from the current conditions or historical trends.
MPOJC base year traffic volumes, future year traffic volumes, and annual change rate are listed
in Table 4. Table 5 lists the 2040 future total peak hour traffic volumes. The annual rate of
traffic volume change was applied to existing peak hour traffic volumes to calculate future 2040
peak hour traffic volumes. Given that the majority of the corridor intersecting roads are fully
developed (no undeveloped land along the roadway), the growth factor was applied only to the
through traffic on Mormon Trek Boulevard future projections while the turning traffic from
Mormon Trek Boulevard and the intersecting roadway traffic remained constant with the
exception of Iowa Highway 1, Rohret Road, Benton Street, and Melrose Avenue. Traffic
volumes of these roadways and turning traffic volumes onto these roadways were grown at the
same rate as the adjacent Mormon Trek Boulevard through traffic volumes.
Table 4: MPOJC Traffic Model Volumes
Roadway Segment
(Mormon Trek Blvd)
Daily Traffic
2010 2040 Annual Rate
Melrose Ave to Benton St 14,100 14,300 0.05%
Benton St to Rohret Rd 15,400 19,980 0.87%
Rohret Rd to Westside Dr 10,300 13,800 0.98%
Westside Dr to Iowa Hwy 1 12,100 14,900 0.70%
Table 5: 2040 Total Peak Hour Traffic Volumes
Roadway Segment AM PM
(Mormon Trek Blvd) Total NB SB Total NB SB
Melrose Ave, south of 1,110 730 380 1,410 630 780
Cameron Way, south of 1,040 680 360 1,260 560 700
Benton St, north of 1,220 810 410 1,640 770 870
Benton St, south of 1,290 820 470 1,580 700 880
Rohret Rd, north of 1,320 870 450 1,520 650 870
Abbey Ln, south of 1,010 510 500 1,200 570 630
Westside Dr, north of 960 470 490 1,150 550 600
Iowa Hwy 1, north of 1,230 650 580 1,370 640 730
Mormon Trek 4 Lane to 3 Lane Conversion Study Page 5
Snyder & Associates, Inc.
Proposed Corridor Improvements
The current and forecasted traffic volumes for the corridor are within the limits of what a 3-lane
roadway can typically accommodate with acceptable user delay. The one exception would be
the peak hour traffic volume from Rohret Road to Benton Street. However, given the heavily
directional AM peak hour demand flow of eastbound traffic on Rohret Road turning left to
northbound Mormon Trek Boulevard and then turning right to eastbound Benton Street (and the
reverse during the PM peak hour), as well as low side friction from additional accesses and
intersecting roads, the vehicle delay is not excessive with the addition of dedicated left turn lanes
for this portion of Mormon Trek Boulevard. The 3-lane corridor was evaluated with every
signalized intersection providing protected/permissive left turn phasing on Mormon Trek
Boulevard along with the traffic signals operating in coordination. Additional consideration was
taken into account for transit stops on Mormon Trek Boulevard. As found in the funding
application, the infrequency of buses stopping is to be insignificant in adding constant vehicle
delay. The existing and future 3-lane traffic conditions were analyzed with the following
improvements:
x 3-lane cross section from Petsel Place to 1,000’ north of Westside Drive
x Protected/permissive left turn phasing at all signalized intersections
x Traffic signals operating in coordination
x Benton Street - dedicated northbound right turn lane
o Existing traffic conditions, 150’ storage lane length
o Future traffic conditions, 300’ storage lane length
x Rohret Road – dedicated southbound right turn lane
o Future traffic conditions, 125’ storage lane length
Capacity and Intersection Analysis
Traffic operations were evaluated at each key intersection using the existing conditions, existing
traffic volumes with 3-lane configuration, and year 2040 forecasted traffic volumes with 4-lane
and 3-lane configuration for AM and PM peak period traffic volumes. The “measure of
effectiveness” (MOE’s) for the corridor was characterized by quantifying the following:
x The level-of-service (LOS) at each intersection for either STOP controlled or traffic
signalized intersection resulted from applying Highway Capacity Manual, 2010
methodology incorporated into traffic analysis and modeling software, Synchro 8.
x Corridor travel time and delays of the corridor were modeled utilizing SimTraffic 8 traffic
signal coordination software.
At signalized intersections, the LOS is based on weighted average of all approach delays. For
unsignalized intersections, the LOS is based on the minor street approach delay. LOS is
expressed as a letter grade from A through F, with each grade representing a range of vehicle
delay. The most acceptable delay per each movement corresponds to LOS D. The
recommended improvements were based on all resulting movements having LOS D or better.
Tables 6 and 7 list vehicle delay and LOS of each intersection by approach for existing
conditions, existing traffic volume with 3-lane configuration, and forecasted traffic volumes with
3-lane configurations for AM and PM peak periods. Analysis of 3-lane configurations include
the proposed improvements as previously discussed. The travel times of the corridor during the
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3
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4
1
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3
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32
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34
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C
34
C
Mormon Trek 4 Lane to 3 Lane Conversion Study Page 8
Snyder & Associates, Inc.
peak analysis periods is listed in Table 8.The 2040 4-lane modeled travel time includes
coordinating the traffic signals.
Table 8: Travel Time in Minutes
Peak
Hour
Direction of
Travel
2016
Field
Measured
2016
Model
4-lane
2016
Model
3-Lane
2040
Model
4-Lane
2040
Model
3-Lane
AM
Peak
Northbound 4.7 4.8 5.4 4.9 5.3
Southbound 4.9 4.9 5.0 4.8 5.0
PM
Peak
Northbound 4.8 4.6 4.8 4.5 5.0
Southbound 4.3 4.7 5.1 4.6 5.3
Summary
Given the existing traffic volumes and the limited accesses along Mormon Trek Boulevard,
converting the 4-lane roadway to a 3-lane roadway with a continuous center left turn from Petsel
Place to north of Westside Drive does not result in a significant change in side street delay which
will remain acceptable. In addition the travel time through the corridor will only increase
slightly. Future forecasted traffic volumes along the corridor are projected to have a minimal
increase since there are no undeveloped areas adjacent to the corridor, with the exception of
undeveloped areas along Rohret Road west of the corridor which may generate new traffic with
destinations east of the corridor. As such, future 3-lane traffic conditions should mimic existing
3-lane traffic conditions except between Rohret Road and Benton Street. Traffic conditions
should be monitored between these intersections to determine if and when future
recommendations are needed as vehicle delay would increase past the acceptable threshold.
However, with the future recommended improvements, traffic conditions should still be
acceptable between the two intersections. The future recommended improvements should be
planned for but do not need to be implemented with the current traffic conditions. The following
are recommended improvements to the corridor:
x 3-lane cross section from Petsel Place to 1,000’ north of Westside Drive
x Protected/permissive left turn phasing at all signalized intersections
x Traffic signals operating in coordination
x Benton Street - dedicated northbound right turn lane
o Existing traffic conditions, 150’ storage lane length
o Future traffic conditions, 300’ storage lane length
x Rohret Road – dedicated southbound right turn lane
o Future traffic conditions, 125’ storage lane length