HomeMy WebLinkAboutAGENDA REPORT 2005 0216 CC REG ITEM 10CTO:
FROM:
DATE:
SUBJECT:
BACKGROUND
CITY OF MOORPARK, CALIFORNIA
City Council Meeting
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ACTION:�T,��/
MOORPARK CITY COUN
AGENDA REPORT BY:
The Honorable City Council
Kenneth C. Gilbert Director of Public Works
February 8, 2005 (Council Meeting 2- 16 -05)
Consider Installation of Bike Lanes on the
Collins Drive Bridge
1. In December of 2004, the City Council discussed this matter and
asked that certain additional information be developed by staff
prior to the City Council's reconsideration of the matter at a
future City Council meeting.
2. Subsequently, a traffic engineering consultant retained by the
City completed its report on the function of the Collins Drive
/ Campus Park Drive intersection. A summary discussion of the
findings and recommendations in that report is discussed
herein.
3. This matter was discussed by the Transportation and Streets
Committee [Mayor Pro Tem Harper and Councilmember Millhouse] on
February 7, 2005.
DISCUSSION
A. Circulation Element
The Circulation Element of the Moorpark General Plan shows the
Class 2 Bike Lanes on Collins Drive extending south of Campus
Park Drive, to the southerly terminus of Collins Drive.
B. Conceptual Striping Design
Staff retained the services of a traffic engineer to prepare a
conceptual striping plan for Collins Drive south of Campus Park
Drive (see Exhibit 1) . This plan shows how the striping on the
bridge could be revised to provide "striped" Bike Lanes.
CollinsBridge 0412
00014 t
Collins Bridge Restriping
February 16, 2005
Page 2
C. One Southbound Lane
It should be noted that, due to the limited width of the
bridge, it was necessary to revise the striping for southbound
vehicular traffic to provide only one southbound lane, plus a
lane for the westbound freeway on -ramp.
D. Width Dimensions of the Collins Drive Bridge
The diagram attached as Exhibit 2 shows three (3) options for
land striping on the Collins Drive bridge, briefly described as
follows:
Option A: the existing striping lay -out;
Option B: a plan showing Bike Lanes and four (4) lanes of
through traffic (this option requires widening the
bridge); and;
Option C: the proposed restriping plan (this plan show one
sixteen feet (16') wide southbound lane).
E. Capacity Study
A Consultant was retained by the City to prepare a traffic
study for the Collins Drive / Campus Park Drive intersection to
determine traffic impacts of implementing the subject
restriping project. A copy of that study has been distributed
to the City Council under separate cover.
The intersection capacity studying prepared by the Consultant
found that the restriping of the bridge, as discussed herein,
is feasible and that traffic impacts are minor.
F. Caltrans Approval
If the City Council directs staff to proceed with the
implementation of this plan, it will be necessary for staff to
first seek and obtain a permit from Caltrans.
G. Committee Review
This matter was reviewed by the Transportation and Streets
Committee [Mayor Pro Tem Harper and Councilmember Millhouse] on
February 7, 2005. The Committee recommended that consideration
of the possible implementation of this striping change, be
deferred until after proposed shopping center (M &M Development)
and related street improvements are constructed.
RECOI&MNDATION
Staff and the Transportation and Streets Committee recommend that
no action be taken on this proposal.
Attachments:
Exhibit l: Restriping Plan
Exhibit 2: Bridge Cross - Sections: Striping Options
Ccllinsbridge2 0502
00014'7
SCALE:
REVISIONS
CAW
RIE i KB I RAMP \ ) 2 C \ \ \\
\� COL L I NS DRIVE
RTE Ills
N8 OFF RAMP
4 \ �\
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..................
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\\
_ REFERENCES
1
LECEND
Qone
enrn lane
OWR
on -ramp
ORik.
Lane
OEnd
of Rik, Lane
J
4
SIGNING AND STRIPING PLAN CONCEPT 2 O
Collins Drivc
IT Campus Park Urivc &Los AngNel Avenuc
CITY OF NI( )RP
Exhibit 2: Bridge Cross - Sections
Striping Options
Collins Drive Bridge
Striping Concepts
(Looking South)
A. Existing Striping
I<--------------------------------------------------- 66'------------------------------------------------- - - - - -> 1
median
_ (left -turn lane) _
1 14' 1 12' 1 10' 1 12' 1 16' 1
B. Striping Plan with Four Lanes and Bike Lanes
I<------------------------------------------------------------ 70'---------------------------------------------------- - - - - -> 1
median
_ (left -turn lane) _
I 5' 1 12' 1 12' 1 12' 1 12' 1 12' 1 5' 1
Bike Bike
[Note: If Caltrans requires the Bike lane to be measured from the lip of a two feet (2') wide gutter, the
Bike Lanes would have to be 7' wide increasing the curb -to -curb width to 74'.)
C. Proposed Plan
l< ------------------------------------------------------------ 66 ----------
median
_ (left -turn lane)
1 7' 1 12' 1 12' 1 12'
Bike
1 16' 1 7' 1
Bike
000149
TO:
FROM:
DATE
ITEM 10-C -
M E M O R A N D U M
The Honorable City Council
Kenneth C. Gilbert, Director of Public Works
February 11, 2005
/--0-
SUBJECT: Supplemental Report Pertaining to:
Installation of Bike Lanes on the Collins
Drive Bridge
The attached study is related to Item No. D.C. on the Agenda
for the February 16, 2005, City Council meeting.
C. HARTZOG
CRABILL, Inc.
Trammell Hartzog, President
Jerry Crabill, P.E.,
Executive Vice President
275 Centennial Way
Suite 208
Tustin, CA 92780
Phone: (714) 731 -9455
FAX: (714) 731 -9498
www.hartzog-crabill.com
January 3, 2005
Mr. Ken Gilbert
Public Works Director
City of Moorpark
799 Moorpark Avenue
Moorpark, California 93021
Subject: Focused Capacity Analysis on Collins Drive between Campus
Park Drive and Los Angeles Avenue in the City of Moorpark
Dear Mr. Gilbert:
Hartzog & Crabill, Inc. (HCI) has completed a focused traffic capacity
analysis in order to provide recommendations regarding the consideration for
re- striping Collins Drive to include bike lanes. More specifically, the analysis
should show if the proposed bike lane installation on both sides of Collins
Drive, with corresponding lane re- configuration for one continuous
southbound lane, will improve conditions for bicyclists and not significantly
impact existing vehicular traffic. This study is intended to complement the
attached "concept" signing and striping plan prepared for Collins Drive,
between Los Angeles Avenue and Campus Park Drive.
Our analysis showed that the possibility for re- striping Collins Drive,
between Campus Park Drive and Los Angeles Avenue, to include bike
lanes on each side and one southbound through -lane is feasible without
significant traffic impacts. If bike lanes are approved on both sides of
Collins, our recommendation is to re- stripe and re -sign Collins Drive per
the finalized signing and striping plan. In order to minimize the possibility
for traffic backup on Collins Drive, timing parameters should be verified
and adjusted at the Campus Park Drive signal to ensure more efficient
traffic flow.
Thank you again for the opportunity to work with you on this striping project
and capacity analysis. We look forward to working with the City of
Moorpark on any future projects. If you have any questions or need more
information please call.
Very truly yours,
HARTZOG & CRABILL, INC.
r l
Trammell Hartzog
President
Consulting Traffic Engineers to Government Agencies
FOCUSED TRAFFIC CAPACITY ANALYSIS ON COLLINS DRIVE
BETWEEN CAMPUS PARK DRIVE AND LOS ANGELES AVENUE
IN THE CITY OF MOORPARK
EXISTING CONDITIONS
Collins Drive, from Campus Park Drive to Los Angeles Avenue, is a 62 -foot wide north -south
arterial roadway. This 4 -lane roadway provides for two lanes of traffic in each direction
separated by an 11 -foot wide solid - double - yellow painted center median. The east side of
Collins Drive is improved with curb, gutter, and sidewalk, while the west side has only curb and
gutter. Collins Drive has a posted speed limit of 35 MPH and there are NO STOPPING ANY
TIME signs restricting any street parking on both sides of the roadway for the entire segment.
(see Exhibit 1 below)
This segment of Collins Drive serves as a connector to the SR -118 Freeway on/off- ramps. Traffic
control in this segment of Collins Drive consists of a 7 -phase traffic signal at the northerly
intersection with Campus Park Drive and a 2 -phase signal at the SR -118 West on /off - ramps;
along with a 3 -way stop sign installation at Los Angeles Avenue.
Moorpark College is located at the northeast corner of the intersection of Collins Drive and
Campus Park Drive. The traffic data gathered for this study was obtained when this adjacent
college was in session and typical traffic conditions were expected.
Exhibit 1
(Collins Drive looking north towards Campus Park Drive)
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Page 1 of 7
Focused Traffic Capacity Analysis on Collins Drive in the City of Moorpark
SCOPE OF WORK
Data Collection
Our first task was to gather pertinent traffic count data on Collins Drive between Campus Park
Drive and Los Angeles Avenue. Average Daily Traffic (ADT) count data was recorded for three
days from Monday through Wednesday, November 15, 16, and 17, 2004. Three (3) machine
counters were placed on Collins Drive at the following locations in order to collect southbound
traffic data: 1) at the entrance to the State Route 118 (SR -118) Westbound On -Ramp; 2) south
of the SR -118 WB On- Ramps; and 3) at the SB right -turn lane leading into the SR -118 EB On-
Ramp.
Table 1 below shows the results for the southbound ADT at each of these locations. Tuesday,
November 16, 2004 proved to be the mid -week day with the highest traffic volumes.
TABLE 1
Table 2 (next page) shows the results for the highest peak -hour traffic volumes at each of these
four locations.
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Page 2 of 7
ADT
ADT
ADT
ADT COUNT LOCATION
MONDAY
TUESDAY
WEDNESDAY
11/15/04
11/16/04
11/17/04
1)
SB Entrance to SR -118 WB On-
Ramp
7,919
8,429
8,446
2)
SB Collins N/o SR -118 WB Off -
Ramp
5,828
6,013
5,824
3)
SB Collins S/o SR -118 WB
On /Off -Ramps
10,344
10,856
10,441
4)
SB Collins Right -Turn Lane Into
SR -118 EB On -Ramp
9,292
9,800
9,260
Table 2 (next page) shows the results for the highest peak -hour traffic volumes at each of these
four locations.
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Page 2 of 7
Focused Traffic Capacity Analysis on Collins Drive in the City of Moorpark
Data Collection (continued)
TARTY, 2
From the ADT count data, a 4 -hour peak period occurring between 11:00am to 3:00pm was
determined as having the highest daily traffic volumes. Intersection turning movement counts
were then taken at the Collins Drive and Campus Park Drive signal during these four hours on
Tuesday, December 1, 2004. The highest peak hour from this intersection count occurred
between 1 I :00am to 12:00pm. (All traffic count data is also attached)
Signal Operations Analysis
The next task consisted of evaluating existing signal operations at the larger intersection of
Collins and Campus Park Drives utilizing the WEbster program, which is a faithful
implementation of the 2000 Highway Capacity Manual (HCM 2000) procedures. The HCM
2000 bases intersection Level -of- Service (LOS) on the average amount of control delay per
vehicle (in seconds per vehicle). WEbster determines LOS based on the HCM 2000
methodology described below:
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Level of Service
Veh. Delay (seconds)
PEAK HOUR
PEAK HOUR
PEAK HOUR
B
ADT COUNT LOCATION
MONDAY
TUESDAY
WEDNESDAY
20.1 to 35
D
11/15/04
11/16/04
11/17/04
(very long delay)
SB Entrance to SR -118 WB On-
F
(extreme delay /jammed)
Over 80 or V/C > 1.00
1)
Ramp
824
918
783
2)
SB Collins N/o SR -118 WB Off-
Ramp
631
605
496
3)
SB Collins S/o SR -118 WB
On /Off -Ramps
1,033
998
872
4)
SB Collins Right -Turn Lane Into
SR -118 EB On -Ramp
939
910
790
From the ADT count data, a 4 -hour peak period occurring between 11:00am to 3:00pm was
determined as having the highest daily traffic volumes. Intersection turning movement counts
were then taken at the Collins Drive and Campus Park Drive signal during these four hours on
Tuesday, December 1, 2004. The highest peak hour from this intersection count occurred
between 1 I :00am to 12:00pm. (All traffic count data is also attached)
Signal Operations Analysis
The next task consisted of evaluating existing signal operations at the larger intersection of
Collins and Campus Park Drives utilizing the WEbster program, which is a faithful
implementation of the 2000 Highway Capacity Manual (HCM 2000) procedures. The HCM
2000 bases intersection Level -of- Service (LOS) on the average amount of control delay per
vehicle (in seconds per vehicle). WEbster determines LOS based on the HCM 2000
methodology described below:
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Level of Service
Veh. Delay (seconds)
A
(minimal delay)
0 to 10
B
(short delay)
10.1 to 20
C
(average delay)
20.1 to 35
D
(long delay)
35.1 to 55
E
(very long delay)
55.1 to 80
F
(extreme delay /jammed)
Over 80 or V/C > 1.00
Page 3 of 7
Focused Traffic Capacity Analysis on Collins Drive in the City of Moorpark
Signal Operations Analysis (continued)
In order to properly analyze signal operations, some of the input data required in this program
are the signal phasing sequence, approach lane configurations, hourly volumes, peak -hour
factors, and minimum times to be satisfied, i.e., pedestrian times. The 11:OOAM peak -hour
turning movement traffic volumes were used in the WEbster analysis with existing lane
geometry and signal phasing (WEbster routine attached). The signalized intersection operations
were found to be satisfactory during this highest peak -hour with a Whole Intersection delay of
19 seconds and a corresponding LOS B. The Critical Movements had a Weighted Average delay
of 21 seconds, acceptable volume -to- capacity (V /C) ratios, and showed no signs of reaching
saturation values at this time.
The required minimum cycle length calculated during this peak period was 83 seconds. For this
analysis, we will round up the peak cycle length to a more typical 90 seconds.
Lane Capacity Analysis
With the calculation of the minimum cycle length during the peak hour, our following task was
to determine the amount of traffic that the southbound receiving lanes of Collins Drive actually
carry during the highest peak hour. Since this is a 7 -phase traffic signal, we know that not all
movements during this hour will ever be allowed onto the southbound lanes of Collins Drive at
the same time. Approximately 40 signal cycles should occur within the peak hour (3600 seconds
in one hour divided by our cycle length of 90 seconds). The highest amount of traffic allowed
from this project intersection is then determined by the amount of "green" time per cycle that
each signal movement assigns right -of -way onto the SB Collins Drive. The highest hourly
movements, or phases, approaching onto the southbound receiving lanes of Collins Drive occur
during the westbound left -turn movement and the southbound through -lane movement. The
eastbound right -turn volumes must also be included during each of these phases.
It should be noted again, that this focused study is analyzing the effects of the "concept" striping
changes required to accommodate the two receiving lanes from the traffic signal onto
southbound Collins Drive. Specifically, the "concept" striping reduces the existing two (2)
through -lanes to one (1) continuous through -lane and one (1) channelized right -turn lane onto
the WB freeway on -ramp, just south of the intersection of Collins and Campus Park Drives.
Per the HCM 2000, the capacity, or saturation flow, of a through -lane is 1,900 vehicles per hour,
and 1,800 for a left -turn or right -turn lane, before any progression factors are considered. As
shown in the WEbster Routine Output, the westbound protected - permissive left -turn movement
during the peak hour has an adjusted traffic volume of 582 vehicles. Accordingly, the V/C ratio
for this westbound left -turn movement only is 0.32, acceptable for one lane of traffic.
Furthermore, if 582 vehicles are divided by 40 cycles, the total vehicles allowed on this
westbound left -turn movement is approximately 15 vehicles per cycle.
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Page 4 of 7
Focused Traffic Capacity Anal sis on Collins Drive in the City of Moorpark
Lane Capacity Analysis (continued)
Additionally, if we divide the 81 eastbound right -turn vehicles (from the routine output) by 40
cycles, the total vehicles allowed during the eastbound right -turn movement is approximately 2
vehicles per cycle. Therefore, total vehicles average 17 vehicles per cycle during the peak
westbound left -turn movement.
We must also be reminded that this is a worst case, and these numbers represent adjusted hourly
volumes that are normally split at this signal's southbound receiving lanes. Per the southbound
ADT counts shown above, the major amount of immediate traffic (60 %) uses the right lane to
access the WB freeway on -ramp. Thus, 40% continue southbound towards Los Angeles
Avenue.
We can also look at the traffic volumes even more practically, and estimate a conservative 40
seconds of "split" time per cycle for these particular peak hour movements (33 -38s movement
times per the WEbster routine based on a 83s cycle). If we use a typical headway (i.e, time each
vehicle takes to pass a limit line on a green signal) of 2 seconds per vehicle, then the maximum
volume allowed during both these movements is 20 vehicles per cycle. Therefore, at any one
time during the busiest peak hour, the highest volume that one southbound lane on Collins Drive
will receive is 20 vehicles.
Moreover, a typical vehicle length is 25 feet; and therefore a maximum queue length of 500 feet
would be needed to store all these cars if the downstream 2 -phase traffic signal at the WB
freeway on /off -ramps is red for southbound traffic. These vehicles can be stored since there is
approximately 525 feet of lane length from one crosswalk line to the limit line of the other
signal.
This worst -case cycle assumes that all vehicles, which are approaching at separate times, are not
even accessing the uncontrolled WB freeway on -ramp, but are continuing southbound onto the
EB freeway on -ramp at Los Angeles Avenue. As mentioned, the ADT counts show this is not
the case, with 60% of the southbound traffic immediately using the WB freeway on -ramp.
The same conclusions are made for the southbound traffic volumes south of the WB freeway
on/off - ramps. Since the signal operations do not allow the entire southbound volumes to occur
at one time, the added volumes from the freeway off -ramp can be accommodated similarly to
existing conditions, even with one (1) southbound lane. This is due to the fact that over 90% of
this southbound traffic volume uses the right lane already to enter the right -turn lane into the EB
freeway on -ramp at Los Angeles Avenue.
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Page 5 of 7
Focused Traffic Capacity Analysis on Collins Drive in the City of Moorpark
Signal Timing Adjustments
The lane capacity analysis described above assumes that the traffic signal at Collins Drive and
Campus Park Drive does not rest in green in any one direction (say the southbound direction), so
as to continue allowing approach vehicles to pass if there are no "detector calls" on Campus Park
Drive. This may cause a short backup of traffic on Collins Drive when there is a red signal for
southbound traffic at the downstream 2 -phase WB freeway on /off -ramps signal. In order to
ensure that this does not occur, timing adjustments may be needed at the traffic signal controller
for the intersection of Collins Drive and Campus Park Drive. Preferably, these timing
adjustments may be made with knowledge of the timing parameters set by Caltrans at the
freeway signal, if their signal timing sheets are requested. Timing adjustments to the City's
signal at Collins and Campus Park Drives will improve traffic operations and minimize any
possibility of traffic backing up in both directions of Collins Drive.
Our specific timing recommendations include verifying and /or adjusting the actuation
parameters, such as minimum initial, vehicle extension or gap, added initial, gap reduction,
maximum limits, and recalls, amongst other volume density controls. It is our understanding that
the City desires to ensure northbound traffic on Collins Drive does not backup from the freeway
and is given priority during expected peak periods. Adjustments to the signal timing sheets
using recent traffic count data and fine- tuning in the field, typically make a noticeable difference
in terms of moving traffic more efficiently.
CONCLUSIONS
➢ Traffic counts showed that 60% of southbound traffic coming from the signal at Collins
Drive and Campus Park Drive use the first WB SR -118 Freeway on -ramp, while
approximately 40% continue south toward Los Angeles Avenue.
➢ Existing conditions south of the Caltrans signal have 2 southbound lanes of traffic that
are currently required to merge in order to access the right -turn lane leading into the EB
SR -118 Freeway on -ramp.
➢ Traffic counts also showed that over 90% of the southbound traffic, south of the WB SR-
118 Freeway on /off - ramps, use the EB SR -118 Freeway on -ramp at Los Angeles Avenue.
➢ Existing conditions for the signal operations at the intersection of Collins Drive and
Campus Park Drive, showed that the intersection is running at a Level -of- Service B and
there is no significant delay for any critical movement. Therefore, there are no
mitigations required at this time to accommodate the "concept" striping plan.
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Page 6 of 7
Focused Traffic Capacity Analysis on Collins Drive in the City of Moorpark
CONCLUSIONS (continued)
➢ The lane capacity for one continuous through -lane will be adequate for existing traffic
volumes and not significantly impact the level -of- service. Most southbound vehicles are
entering the freeway on -ramps located on their right side and this "concept" plan should
provide for a more linear and orderly traffic flow. Again, this is due to the fact that 60%
are already using the immediate southbound #2 -lane to access the WB on -ramp, and 90%
of the continuing southbound traffic volumes will not need to merge from the #1 -lane
when accessing the EB on -ramp.
Our analysis shows that the possibility for re- striping the southbound lanes of Collins Drive,
between Campus Park Drive and Los Angeles Avenue, to include bike lanes on each side and re-
stripe for one southbound through -lane is feasible without significant impacts. The "concept"
striping plan shows the layout for the proposed bike lane installation and should meet current
State standards. If bike lanes are approved on both sides of Collins, then our recommendation to
the City of Moorpark is to re- stripe and re -sign Collins Drive per the finalized signing and
striping plan.
RECOMMENDATIONS
In order to minimize any possibility for traffic backup on Collins Drive, timing parameters
should be verified and adjustments made to ensure more efficient traffic flow, with or without re-
striping. HCI will be available to complete any necessary timing adjustments upon the City's
notice. Using current traffic data, these adjustments typically improve signal operations by
making a noticeable difference in moving traffic more efficiently.
Hartzog & Crabill, Inc.
Consulting Traffic Engineers
Page 7 of 7
SCALE: I' - 40•
lngr!n.
REVISIONS
ADT COUNT LOCATIONS
RTE 118
*9 ON RAMP
us PARK
GPMpA
N
R7E* 118
K9 OFF RAMP
ADT COUNT LOCA77ONS
suwum
ll� A
X05 PJ�
REFERENCES
LEGEND-
PR--a sm— & 1-- r0 BE IMST4LE0.
C' FNl Frc
Appm,�
SIGNING tilliv STRIPING luirulty marw 11-UN111,111-1 'I I
-U —
Sheet I of I
Collins Drive
B/T Campus Park Drive & Los Angeles Avenue
CITY OF MOORPARK
C O L L I NS D RI V E
..........
N, ........ . ... . ...... ..... . . ........ .....
.. . ... ... . .....
R
N
R7E* 118
K9 OFF RAMP
ADT COUNT LOCA77ONS
suwum
ll� A
X05 PJ�
REFERENCES
LEGEND-
PR--a sm— & 1-- r0 BE IMST4LE0.
C' FNl Frc
Appm,�
SIGNING tilliv STRIPING luirulty marw 11-UN111,111-1 'I I
-U —
Sheet I of I
Collins Drive
B/T Campus Park Drive & Los Angeles Avenue
CITY OF MOORPARK
ll� A
X05 PJ�
REFERENCES
LEGEND-
PR--a sm— & 1-- r0 BE IMST4LE0.
C' FNl Frc
Appm,�
SIGNING tilliv STRIPING luirulty marw 11-UN111,111-1 'I I
-U —
Sheet I of I
Collins Drive
B/T Campus Park Drive & Los Angeles Avenue
CITY OF MOORPARK
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SR -118 WB ON RAMP / COLLINS DRIVE
DATE:
MONDAY, NOVEMBER 15, 2004
FILE NO:
A -1
DIRECTION:
ENTRANCE
TIME
00 -15
15 -30
30 -45
45-60
HOUR
TOTALS
-00:00
0
8
6
5
19
01 :00'
5
4
4
0
13
- -02:00
1
0
0
0
1
03:Q0 "'
1
1
0
0
2
-04:00 `
1
4
4
10
19
05:00 `
9
10
14
15
48
06:00-
21
371
49
85
192
0 -00`
124
78
83
100
385
08:00'
121
146
90
63
420
09:00
67
70
101
249
487
10:00:'
96
86
74
85
341
1,j:00
204
261
208
151
824
12:00
197
1061
105
215
623
13:00:
174
114
164
195
647
14:00 ,
170
238
174
133
715
;15:00 !
184
133
106
142
565
18:OQ',
148
105
121
78
452
17:00'
83
110
174
122
489
1$;QO
98
851
81
97
361
49:40;
76
57
56
76
265
51
108
84
80
323
21:00
172
157
140
96
565
X2;00;
59
61
22
ill
153
23t00
1
2
3
4
10
TOTAL 7919
AM PEAKHOUK,
11:00 -12:00
VpLIlME
824
PIA" REAK HOUR " `
13:45 -14:45
OLUME"";
777
TOTAL DIRECTIONAL VOLUME 7919
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SR -118 WB ON RAMP / COLLINS DRIVE
DATE:
TUESDAY, NOVEMBER 16, 2004
FILE NO:
A -2
DIRECTION:
ENTRANCE
TIME
00 -15
15 -30
30-45
46-60
HOUR"
TOTALS
00:00 "
7
0
0
5
12
01:00
2
4
1
2
9
,02:00
1
1
0
11
3
03c00.'
0
2
2
0
4
04:00
1
1
2
5
9
05:00':
9
9
10
15
43
06:00
20
35
39
108
202
07 :00
115
90
75
1291
409
0$:00
100
127
91
67
385
013:00
53
66
114
248
481
10:00'
95
541
73
117
339
t1 :00
182
265
221
141
809
12:00
93
98
204
3081
703
13:00'
225
181
139
153
698
:.14:00
158
266
163
151
738
15:00
155
165
200
183
703
16:00;
96
139
127
146
508
17:00 "'
87
137
107
1031
434
'it 0
65
87
105
111
368
83
66
85
92
326
20:00'
95
108
127
162
492
21 ":00
138
170
174
148
630
= 22:00
65
26
18
7
116
%— 23:00 =
3
2
2
1
8
TOTAL
8429
AM" PEAK HOUR
11:00 -12:00
VOLUME;
809
PM, PEAK HOUR
12:30 -13:30
VOLUME
918
TOTAL DIRECTIONAL VOLUME 8429
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SR -118 WB ON RAMP / COLLINS DRIVE
DATE:
WEDNESDAY, NOVEMBER 17, 2004
FILE NO:
A -3
DIRECTION:
ENTRANCE
TIME
00 -15
1'5 -30
30-45
45-60
HOUR
TOTALS
00:00
6
2
3
3
14
01 :w
4
2
5
0
11
02:00
0
31
0
0
3
03 :00
3
ol
2
1
6
04:00'
1
2
1
2
6
05:00'
6
12
14
12
44
06:00 -`
25
42
58
88
213
07 :00
113
84
97
118
412
08:04
105
1121
97
113
427
09 :00'
89
64
87
195
435
10:00;
78
54
71
212
415
11 :00
147
144
140
283
714
12:00
178
85
174
263
700
13:00:
138
137
144
229
648
14 :00
157
244
153
184
738
15:00`
136
154
186
161
637
1 :Ft0 "�
124
129
107
103
463
17:00
83
130
160
126
499
18:00''
103
88
163
120
474
19;OD
124
69
71
671
331
20 :00`
128
1201
202
150
600
140
171
133
93
537
22 :00
50
24
19
10
103
`-23 :00
9
2
4
1
16
TOTAL 8446
AM PEAK`.HOUR
11:15 12:15
VOLUME"
745
PM PEAK 'HOUR
13:45 -14:45
VOLUME
783
TOTAL DIRECTIONAL VOLUME 8446
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SB COLLINS DRIVE @ SR 118 WB RAMPS
DATE:
MONDAY, NOVEMBER 15, 2004
FILE NO:
A -1
DIRECTION:
SOUTHBOUND
'TIME
00.15
15 -30
'30-45
45-60
_
HOUR'
TOTALS
00:00'
0
3
3
1
7
01:001'
3
3
0
0
6
02:00 `—
0
31
1
0
4
03:00
0
2
2
4
8
04:00
2
5
11
10
28
05:00
20
18
29
321
99
06:00;
27
50
43
51
171
07:00,`
55
58
74
86
273
0$100'
67
95
164
48
374
09 :00
49
52
100
164
365
65
45
50
79
239
_.61:00
142
229
144
116
631
12:00;
115
731
64
1731
425
"13;00.
111
74
122
120
427
14:00
101
138
113
126
478
105
90
82
114
391
16:00;:
104
89
87
70
350
17:00
53
69
110
70
302
100
731
57
85
84
299
19:00 s
65
47
55
68
235
20:00
59
77
57
68
261
21:00
120
101
85
451
351
22:00]
36
241
8
8
76
23:00
10
3
10
5
28
TOTAL
5828
AM PEAK HOUR
11:00 -12:00
VOLUME
631
PM PEAK HOUR "
14:15 -15:15
VOLUME'"
482
TOTAL DIRECTIONAL VOLUME 5828
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SB COLLINS DRIVE Q SR 118 WB RAMPS
DATE:
TUESDAY, NOVEMBER 16, 2004
FILE NO:
A -2
DIRECTION:
SOUTHBOUND
TIME'
00 -15
15 -30
" " 36-45
4-68
, "HOUR`
TOTALS
00:00
2
2
1
1
6
_"01:00
0
2
0
1
3
02:00
2
1
2
0
5
03:00 --
2
6
0
6
14
04:00
61
6
13
8
33
45:00'
18
22
27
271
94
35
38
48
56
177
117.00
55
59
88
751
277
0$:00
61
891
52
58
260
"08:00
43
611
80
182
366
10:00
69
43
63
84
259
127
211
122
95
555
12 :00'
61
85
157
219
522
13:00
130
99
66
89
384
x"14:6'
98
1591
115
89
461
15 :00�
89
119
121
119
448
16.'00
88
94
98
103
383
17:00";
69
84
59
821
294
18:00
67
71
73
891
300
19:00`
651
55
78
771
275
20:00
79
91
89
139
398
1 :00,
76
136
102
81
395
22,,00;
45
15
11
10
81
Z.00; 1
10
8
41
1
23
TOTAL 6013
AM PEAK HOUR
11:00 -12:00
VOLUME
555
PM PEAK HOUR
12:30 -13:30
VOLUME
605
TOTAL DIRECTIONAL VOLUME 6013
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT: HARTZOG & CRABILL
PROJECT: CITY OF MOORPARK
LOCATION: SB COLLINS DRIVE @ SR 118 WB RAMPS
DATE: WEDNESDAY, NOVEMBER 17, 2004
FILE NO: A -3
DIRECTION:
SOUTHBOUND
TEME
00 -15
1&30
30-45
45-60•
" . HOUIR
TOTALS
00:00
2
1
0
1
4
01:00
0
2
2
1
5
02:00
2
31
4
7
16
03t}0,`
0
1
2
2
5
04:00
2
3
11
13
29
05 :00'
19
27
22
26
94
96:00
26
47
59
41
173
07:00'
66
66
77
84
293
08:00:
46
80
86
93
305
09:00
67
46
55
164
332
1{} :00 -
61
47
68
1421
318
11:00
100
116
107
167
490
12:00_
105
69
88
146
408
13 :00'
106
771
113
131
427
t4 :00
92
160
110
98
460
15:00:.
89
84
99
73
345
'16 :0.0
96
78
82
801
336
17:00°
61
103
93
98
355
73
66
99
87
325
19:00
65
62
60
55
242
2d:0d :
61
94
103
99
357
2t :00,
112
125
103
491
389
22:00:
39
28
11
11
89
23:00
10
71
2
8
27
TOTAL 1 5824
AM "PEAK HOUR
11:15 -12:15
VOLUME
495
OM, PIE AKHQUR
13:30 -14:30
VOLUME
496
TOTAL DIRECTIONAL VOLUME 5824
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SB COLLINS DRIVE BTWN SR -118 WB & SR 118 EB RAMPS
DATE:
MONDAY, NOVEMBER 15, 2004
FILE NO:
A -1
DIRECTION:
SOUTHBOUND
TIME
00 -15
15-30
30 45.16
45-60
... HOUR
TOTALS
00:00
1
5
6
3
15
01 :00'
4
9
1
6
20
02 :00';`
0
4
4
0
8
03:00'
0
4
4
9
17
04 00
ol
9
22
18
49
05:00.'
36
41
52
58
187
06 :001'
65
88
86
102
341
07:00.
106
110
139
172
527
0:00'
139
154
145
87
525
09:QO'
84
116
129
275
604
�10 :00 ;
153
77
98
128
456
11 :00'
216
344
263
210
1033
12 :06 !
128
159
119
249
655
11W
221
1281
216
194
759
14:00
196
226
209
203
834
15:00!
199
168
150
189
706
16;00
181
141
162
124
608
118
115
194
129
556
14:00
133
105
146
1781
562
I9:00;
140
88
96
135
459
20,00;
126
1441
108
123
501
21:00'
233
199
159
109
700
2260
64
56
17
20
157
23:40'-
21
8
23
13
65
TOTAL 10344
AM PEAK HOUR
11:00 -12:00
\/Ol UME
1033
PM PEAK`HOUR',
14:15 -15:15
VOLUME "°
837
TOTAL DIRECTIONAL VOLUME 10344
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SB COLLINS DRIVE BTWN SR -118 WB & SR 118 EB RAMPS
DATE:
TUESDAY, NOVEMBER 16, 2004
FILE NO:
A -2
DIRECTION:
SOUTHBOUND
TIME
00-15
15 -30
30-45
45 -60:,
'HOUR.
TOTALS
00:00
4
6
3
01
13
01:00:
2
4
0
2
8
02:00
1
2
4
0
7
03 :00'
6
8
5
13
32
04:00
8
12
27
23
70
05:001
29
45
55
52
181
06:00
61
86
91
108
346
07:00:
109
1241
154
156
543
08:00'
125
164
113
101
503
1 09:00
78
117
142
276
613
_10:00'
159
81
107
140
487
11 :00:
219
322
225
169
935
12:00
1171
139
217
359
832
13:00
265
157
140
157
719
14:00
164
273
196
178
811
15 :00:°
157
192
196
2171
762
1&00:
156
1351
186
163
640
17:00'-
133
123
106
133
495
18:00:
144
123
149
154
570
19 :00
127
111
142
151
531
'20,00,
150
165
176
263
754
21:00
1681
241
199
186
794
22:00.'
95
361
16
15
162
23:Q0
21
14
13
0
48
TOTAL
10856
AM PEAKHOUR
11:00 -12:00
V,QLQIgE ,'.
935
PM PEAK !-TOUR .'
12:30 -13:30
VOLUME
998
TOTAL DIRECTIONAL VOLUME 10856
STRATEGIC CONSULTANTS - ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SB COLLINS DRIVE BTWN SR -118 WB & SR 118 EB RAMPS
DATE:
WEDNESDAY, NOVEMBER 17, 2004
FILE NO:
A -3
DIRECTION:
SOUTHBOUND
TIME,` �-
, 00 -15
15 -30
30-45
' 45 6D
� HOUR TOTALS
00:00
4
3
1
ol
_8
01:00':`
1
3
5
1
10
02M
3
61
8
11
28
03 :00
1
2
2
6
11
04 :00;
4
5
17
26
52
05:00
36
56
411
59
192
06:Odi
1 49
89
116
84
338
07:00
117
126
144
149
536
08:00
106
141
167
169
583
09:06''
135
1001
88
2751
598
t0:f}0
122
90
108
223
543
11:00'
197
192
205
254
848
12:00:
221
133
135
255
744
13 :00
215
163
169
236
783
14 :00
160
2651
198
161
784
15:001
169
157
163
121
610
16:00'
141
124
151
114
530
17:00'
93
162
155
125
535
18:00"
171
108
188
153
620
19;60
1301
126
1181
110
484
20:00
129
164
219
196
708
21 :00'
167
208
174
102
651
22 :00
82
52
26
28
188
213:00
20
121
4
21
57
TOTAL 10441
AM PEAK HOUR
11:15 -12:15
VOLUME.
872
PM PEAK HOUR
13:45 -14:45
VOLUME
859
TOTAL DIRECTIONAL VOLUME 10441
STRATEGIC CONSULTANTS- ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SR 118 EB ON RAMP / COLLINS DRIVE
DATE:
MONDAY, NOVEMBER 15, 2004
FILE NO:
A -1
DIRECTION:
ENTRANCE
TIME
00 -15
1 530
30.45
45-60
' HOUR`
TOTALS
00:00
0
5
6
3
14
01:00
4
8
0
6
18
42 00
0
41
4
ol
8
03:00 i
0
4
4
9
17
04:00
0
8
21
18
47
05:00
35
39
49
56
179
06:00
1 64
83
80
97
324
07:00
94
104
122
1571
477
;08:001
134
135
131
76
476
OS :00
77
108
120
242
547
140
70
91
117
418
11 ":00
200
317
230
1921
939
12:00'
109
141
93
233
576
13:00''
207
104
203
171
685
14:00:
176
207
175
177
735
15:00
176
146
128
161
611
16.00'
148
1121
141
1011
502
1 ?:00
92
90
160
113
455
- "t8 :00`
104
95
135
162
496
10:00.
132
83
89
130
434
20:00.
125
135
102
114
476
21:0E1`
221
187
151
105
664
22:00::
581
53
14
18
143
23 :00`
14
6
18
13
51
TOTAL 9292
AM PEAK HOUR l
11:00 -12:00
VOLUME
939
PM PEAK HOUR !
13:30 -14:30
VOLUME
757
TOTAL DIRECTIONAL VOLUME 9292
STRATEGIC CONSULTANTS- ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SR 118 EB ON RAMP / COLLINS DRIVE
DATE:
TUESDAY, NOVEMBER 16, 2004
FILE NO:
A -2
DIRECTION:
ENTRANCE
TIME
00 -15
15-30
"' x30-45
45-60
' HOUR
TOTALS
00:00
4
5
3
0
12
01:00;
2
4
0
2
8
02:oU
0
1
4
0
5
03:00
5
7
4
13
29
04;00
8
11
27
221
68
moo
29
43
54
47
173
06:00
59
83
88
104
334
07;00':
104
117
141
139
501
08 :00'"
120
155
102
93
470
09:00
71
109
130
2511
561
10:00;
149
75
99
134
457
11:00'
205
296
206
152
859
12:00 "
105
132
200
325
762
13;00`
242
143
131
146
662
14:00'
147
252
171
160
730
15x00`
138
1601
171
163
632
woo;
123
99
142
123
487
17:00;
92
91
77
113
373
16:00`
126
113
135
1381
512
19:00 :"
120
105
131
146
502
20:00-
139
153
172
253
717
21;00
156
2321
194
178
760
90
34
14
9
147
18
121
9
0
39
TOTAL 9800
AM WEAK HOUR
11:00-12:00
VOLUME
859
PM PEAK HOUR
12:30 -13:30
1fOWME -'
910
TOTAL DIRECTIONAL VOLUME 9800
STRATEGIC CONSULTANTS- ADT WORKSHEET
CLIENT:
HARTZOG & CRABILL
PROJECT:
CITY OF MOORPARK
LOCATION:
SR 118 EB ON RAMP / COLLINS DRIVE
DATE:
WEDNESDAY, NOVEMBER 17, 2004
FILE NO:
A -3
DIRECTION:
ENTRANCE
TIME
0045
'15 -30
30-45
"45-60
'HOUR'
TOTALS
00:00
4
3
0
0
7
01 :00
0
2
2
0
4
02:00 !
3
4
81
8
23
03:00 ,
0
2
2
6
10
04.001
3
5
16
25
49
- 05:00
34
52
40
55
181
06:00`
461
87
109
73
315
07:00,
105
123
128
135
491
08 ;00
96
124
1521
155
527
09 :00
124
86
79
260
549
'10:00
1 108
86
99
206
499
11:00
187
173
182
234
776
12 :00
201
123
122
237
683
:13:00
205
148
145
214
712
14:00
150
2421
177
139
708
15:OU
151
137
135
85
508
� Woo,:
107
81
104
75
367
17:00 i
55
128
94
85
362
'`18:00':
141
91
1711
136
539
19:00'
116
118
113
99
446
20:00,
121
154
206
189
670
21:00
154
197
166
95
612
-22:00
781
461
21
25
170
23:00 `
18
11
3
20
52
TOTAL
9260
AM PEAK HOUR
11:15 -12:15
VOLUME.
790
PM PEAK HOUR
13:45 -14:45
VOLUME
783
TOTAL DIRECTIONAL VOLUME 9260
Location: COLLINS DRIVE/ CAMPUS PARK DRIVE TURNING MOVEMENT COUNTS
Date: TUESDAY, DECEMBER 01, 2004
SOUTHBOUND
TIME PERIOD
11:00AM 11:15AM
11:15AM 11:30 AM
11:30 AM 11:45 AM
11:45 AM 12:00 PM
12:00 PM 12:15 PM
12:15 PM 12:30 PM
12:30 PM 12:45 PM
12:45 PM 1:00 PM
1:00 PM 1:15 PM
1:15 PM 1:30 PM
1:30 PM 1:45 PM
1:45 PM 2:00 PM
2:00 PM 2:15 PM
2:15 PM 2:30 PM
2:30 PM 2:45 PM
2:45 PM 3:00 PM
149
116
119
154
121
88
134
148
152
94
117
140
169
224
173
163
WESTBOUND
Left Thru Right
0
0
0
0
0
0
0
0
0 0 0 0
0 0 0 0
WESTBOUND
i
0 0 0 0
NORTHBOUND
EASTBOUND
Left Thru Right
0
0
0
0
0
0
0
0
0 0 0 0
0 0 0 0
PEAK HOUR FACTOR=
EASTBOUND
0
0
0
0
0
0
0
0
O
0
#DIV/0!
93
104
156
177
118
82
93
157
133
103
82
108
114
168
138
109..
10 '
11`,'^,10D=
SOUTHBOUND
TIME PERIOD
Left Thru Right
7:OOAM
7:15AM
0
7:15 AM
7:30 AM
0
7:30 AM
7:45 AM
0
7:45 AM
8:00 AM
0
8:00 AM
8:15 AM
0
8:15AM
8:30 AM
0
8:30 AM
8:45 AM
O
8:45 AM
9:00 AM
0
TOTAL=
-12,.•
0 0 0 0
PERCENT-
.8 �"
•• •• ••
Peak Period-
0 0 0 0
7:00 AM
8:OD AM
•• •• ••
SOUTHBOUND
TIME PERIOD
11:00AM 11:15AM
11:15AM 11:30 AM
11:30 AM 11:45 AM
11:45 AM 12:00 PM
12:00 PM 12:15 PM
12:15 PM 12:30 PM
12:30 PM 12:45 PM
12:45 PM 1:00 PM
1:00 PM 1:15 PM
1:15 PM 1:30 PM
1:30 PM 1:45 PM
1:45 PM 2:00 PM
2:00 PM 2:15 PM
2:15 PM 2:30 PM
2:30 PM 2:45 PM
2:45 PM 3:00 PM
149
116
119
154
121
88
134
148
152
94
117
140
169
224
173
163
WESTBOUND
Left Thru Right
0
0
0
0
0
0
0
0
0 0 0 0
0 0 0 0
WESTBOUND
i
0 0 0 0
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Version 2.0.9
WEBSTER
WEbster Based Signal Timing Evaluation Routine
For Capacity and Level of Service Analysis Using HCM 2000 Control Delay
Existing Traffic with Existing Lane Geometrics
Collins Dr & Campus Park Dr City of Moorpark
Inout
Movement Times
Eastbound
Westbound
Northbound
Southbound
L
T
R
'L'
T
R
L
'T
R
'L'
T
R
Movement 1: 0 secs
X
X
X
3500
Sat Flow (1 Thru lane, vphg)
1900
Sat Flow (1 Right lane, vphg)
Movement 2: 33 secs
X
X
X
X
X
X
Movement 3: 10 secs
X
X
Movement 4: 2 secs
X
X
X
Movement 5: 38 secs
X
X
X
X
Movement 6: 0 secs
# of Lanes # S P
1
2
1
P
2
1
1
1
2
1
2
1
Unadjusted Volume
50
28
65
466
47
17
45
409
369
8
1 503
30
Peak Hour Factor PHF
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.801
0.80
0.80
Growth Factor N
Project Tri p Volume v h
Sat. Flow Override v h
PIP
_
Min. Time or Ped. Time
10
36
36
8
33
33
10
10
10
10
37
37
Permissive Veh/C cle
2
Progression Ad . Factor (PAF)
1.00
1.00
1.00
PIP
1.00 1
1.00
1.00
1.00 1
1.00
1.00
1.00
1.00
01 -04 -2005
MD Peak Hour
Duration of Peak Period (min)
15
Lost Time (sec)
2
Min. Time (Left Turns, sec)
10
Min/Ped Time (Thru Lanes, sec)
20
Sat Flow (1 Left lane, vphg)
1800
Sat Flow (2 Left lanes, vphg)
3500
Sat Flow (1 Thru lane, vphg)
1900
Sat Flow (1 Right lane, vphg)
1800
Vehicle Length (feet)
20
Summa
Whole Intersection
Weighted Avg Delay (sec) = 19
Level of Service - LOS = B
Critical Movements
Weighted Avg Delay (sec) = 21
Level of Service - LOS = C+
Intersection Capacity Utilization - ICU = 0.57
Required Cycle Length is 83 sec
MInJPed. Times May Not Be Satisfied
Filename: Collins- Campus Webster Analysi, Scenario 1 Collins Dr & Campus Park Dr, MD Peak Hour