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HomeMy WebLinkAboutCOM 0574.005 1996-1998 A a~ { ~ ~ Airpon Office. Room 106 M & E Pacific I'nc. Hilo International Airpon ! HI{o. Hawaii 96720 ielephgne IdOdV 935-4479 Engineers & Architects FAX (808) 961-0079 Date: January 28, 1998 To: Councilwoman Bobbi-Jean Leithead ' County Council C'? Attention: Subject: Traffic Impact Analysis Report TMK: 7-4-06;38 We transmit: the following: for: X herewith calculations approval filing tee X information under separate cover legal descriptions use letter (of authorization) review & comments plans and specifications _ construction prints files reports _ payment shop drawings quotation tracings recordation signature X See below_ Remarks: As requested by Dennis Haserot, attached are ten (10) copies of the Traffic Impact Analysis Report prepared for the proposed development along Palani Road. ~~~-4 Edward K. Harada n_ Presented.SeRl~lACl) r. cc: FEI3 ~ ~ 1998 Big Island Office: 100 Pauahi Street, Suite 272, Hilo, Hawaii 96720 Honolulu Office: Suite 500, Pauahi Tower, 7001 Bishop Street, Honolulu, Hawaii 96813 C J TRAFFIC IMPACT ANALYSIS REPORT EVANGELICAL FREE CHURCH OF KONA By: M8~E Pacific, Inc. 100 Pauahi Street, Suite 212 Hilo, Hawaii 96720 Phone: (808)961-2776 Fax: (808)935-5934 January, 1998 TABLE OF CONTENTS Pape No. Project Description 1 Existing Traffic Conditions 4 Traffic Forecast 6 Traffic Impact Analysis 8 Design Considerations 11 Conclusion 12 Fi ures: Figure 1 Proposed Project Site Plan 2 Figure 2 Daily Traffic Trend on Mamalahoa Highway at Huehue Ranch (Station C-9-B) 5 Figure 3 Traffic Assignment and Total Traffic Forecast 9 Figure 4 Schematic Plan of Proposed Driveway 13 Appendices: Appendix A Abstract of Methodology for the Level of Service Analysis of Unsignalized Intersections Appendix B Abstract of Methodology for the Calculation of Level of Service for Two-Lane Highways Appendix C Traffic Turning Movement Counts Appendix D Traffic Calculations Unsignalized Intersection Level of Service (LOS) Calculations Two-Lane Highway Level of Service (LOS) Calculations TRAFFIC IMPACT ANALYSIS REPORT EVANGELICAL FREE CHURCH OF KONA This report documents a study conducted to identify the traffic impacts of a proposed five acre church development project and to prepare a preliminary intersection design. The study methodology consisted of the following tasks: 1. Identifying existing traffic and roadway conditions; 2. Forecasting traffic volumes with the proposed project; 3. Analyzing traffic volumes to determine the impact of the proposed project; and 4. Preparing a preliminary design for the access road intersection with Palani Road. PROJECT DESCRIPTION Dan Bolton and the Evangelical Free Church of Kona propose to develop a 5 acre site identified as TMK: 7-4-06:38 in North Kona, Hawaii. The project would include a church facility and five single family dwelling units. The church would utilize 2.5 acres of the site and the homes would occupy the remaining half. The proposed project site is shown on Figure 1. . The project site is located on the mauka side of Palani Road about three miles mauka of the Queen Kaahumanu Highway intersection. The frontage of the project site on Palani Road is sufficiently small that it will not make special accommodations for pedestrians and bicyclists. The proposed intersection would be relocated toward the north boundary of the property from the southern boundary to afford better sight distance on Palani Road. _ r L C...q rr~4c. 0~3~ ,113 oyez ~,f rt N ~ _r./ F s.ns e.h.wc-ne/vew~ r Y rsnr. KS.,whe•-ICe/>eco t~ H O N O K O ff A L. C, ,q r•, 11216 ~ 96 o a........r I-r o.._ n, _ Pro osed Pro'ectSite ~ :ti . ~.~~.wr c avn ,.r .r'• it n.».. y..' el s \ P y 0. N r'"•~n' d Lr' \ \ f~br~t .w... y w,w - ~ ,y~~rKwJw•~a Yi COI p{e r~ n E C 7u b TI• ~ P l!/ire6eM S Cr4i//e/.i OrI/?~ fw~ ~ •I e ~ E.eOti. O h.• C ~A//en M. Pbr'y~wf I i.ea... 29 ^ w~L G . pe~~" O PA"saGe~ A.T. •Y~ 5~ C I J.o~2Ae. ~ 2B .c: a ..ee.... s "4 /Ay^T~ iS\ G~'`~ ~ O s Ah. Q ~~i. eiei~~~i•~,..a,K '0 3r ~.J.~r . S~ cily':ne K yrh Cr(CMr/e}fG R.C 2_71..usu. P A. a~~1c. 3 ~ 1.M..•. `l. 1•'..rea 9S _ fK 4N L. N.'MY.IA~f'J ~+vc/L' ~ /c/ 6acrc M 1 3i SJa q ~ ~ ~ T.NM..L) r eu.. e..w•. -rc. La.~•r,. O, a, • ii.c. = eleAS/ ~P.ssAC!•v~ 32 ``~~.rx j, a~' LG. Aw 7396 28 e.p? +a ~ io. pf` 090 .IaJ. P FIGURE 1 IS G Q A .a ~ ~ PROPOSED ~ ~ PROJECT SITE PLAN L T ~ ¢ c 2. The church facility and homes are expected to be completed in a year and a half. If the church facility is not built, then the site would be developed for 10 homes. The Evangelical Free Church of Kona would own and utilize the church facilities. Its pastor expects the church to continue many of its existing practices when they relocate to the new site. The primary activity would be the Sunday morning service which is held from 10:00 a.m. to 11:30 a.m. and is attended by about 150 people. The pastor estimates that the attendees arrive in about 50 to 60 vehicles. Most of these individuals arrive before the service and many remain after the service for fellowship. About 10 people meet for a Sunday bible study from 9:00 a.m. to 10:00 a.m. Very little activity is expected the remainder of the week. They do not have Sunday evening services but may have occasional (monthly or less frequent) Sunday evening activities. About 40 people currently meet for Wednesday evening bible study in private homes. Some of these people may start to meet at the new church. The church worship team practices Thursday evenings from 7:00 p.m. to 9:00 p.m. Also, small groups (five to 15 individuals) may meet to use the facility on other week nights. The church has no plans to start apre-school, day care or regular school on the premises. Based on these characteristics, the peak traffic generation period is expected to be Sunday morning hours before the service and after the morning service. The key intersection would be the new project access road with Palani Road. Therefore, this intersection and highway section were analyzed for this study. Traffic generation at other times of the week is expected to be sufficiently small that it would not require analysis. 3. e EXISTING TRAFFIC CONDITIONS Palani Road is a two lane highway under County jurisdiction and is posted at 35 mph. The available sight distances at the project exceed the requirement of DR=440' and DL=530'. These distances were confirmed and verified on site by the County Department of Public Works. Traffic counts were taken on Palani Road fronting the project site on Sunday, December 14, 1997, from 9:00 a.m. to 12:00 noon. Each passing vehicle was recorded by 15 minute intervals. The worksheet for the traffic counts are included in the Appendix. The traffic volumes rounded to the nearest five (5) are summarized below: Hourly Traffic Volumes Hour Southbound Northbound 9:00 a.m. - 10:00 a. m. 355 250 10:00 a.m. - 11:00 a. m. 370 245 11:00 a.m. - 12:00 noon 385 325 Traffic volumes increase gradually as the morning progresses. The State Department of Transportation takes traffic counts every two years at selected roadway sections on Hawaii. This traffic data shows the historical trend of traffic on the roadways. The traffic count station on Mamalahoa Highway at Huehue Ranch is about two miles north of the project site. It is the closest station to the project site. The historical trend in daily traffic volumes shown on Figure 2 indicates increasing traffic from 1980 to 1990, then decreasing volumes thereafter. Traffic grew at about a 4 percent annual rate between 1980 and 1986. The large increase observed 4. AVERAGE DAILY TRAFFIC VOLUMES YEAR TO: KAILUA TO: WAIMEA SUM 1980 627 618 1245 1982 664 547 1211 1984 752 684 1436 1986 795 764 1559 1988 1990 1424 1123 2547 1992 1457 1038 2495 1994 1390 959 2349 TJ J990 N V :309 _ I w W :999 ~ F ua9 d ~._~___Y/ ~ q w ,999 ' t7 ~ :96~:9l~ 1966 'DBe :990 1993 1991 YEAR to kailua ~ to Waimea ~ total Source: State of Hawaii Department of Transportation FIGURE 2 DAILY TRAFFIC TREND ON MAMALAHOA HIGHWAY AT HUEHUE RANCH (STATION C-9-B) s. between 1986 and 1990 can probably be attributed to island's high economic growth in this period. Likewise, the decrease in traffic after 1990 can probably be attributed to the weakening economy on the island. The traffic counts for 1988 were not recorded due to meter malfunction. TRAFFIC FORECAST The proposed church project is expected to be ready for occupancy in about 18 months. During this period, ambient traffic on Palani Road can be expected to increase due to regional growth. The traffic which would be generated by the proposed project was added to the ambient traffic forecast to obtain the total with project forecast. For the purposes of this study, it was assumed that ambient traffic would increase by 4 percent a year, the traffic growth observed on Mamalahoa Highway between 1980 and 1986. This rate is probably indicative of a "normal" growth rate. Therefore, the through traffic volumes on Palani Road were increased by 6 percent. The resultant ambient traffic forecast is shown below: Hourlv Traffic Volumes Hour Southbound Northbound 9:00 a.m. - 10:00 a.m. 380 260 10:00 a. m. - 11:00 a.m. 390 260 11:00 a. m. - 12:00 noon 410 345 The traditional procedure of trip generation, distribution, and assignment was used to forecast the number of trips which would be generated by the proposed church, the distribution of these trips, and the specific intersection turning movements which would be utilized, respectively. 6. a 4 The trip generation step forecasts the volume of vehicle trips which would be generated by the proposed church and homes on Sunday mornings. However, the homes are not expected to be a significant traffic generator due to their small number. Five homes are expected to generate less than two trips an hour on a Sunday morning based on trip generation rates from the Institute of Transportation Engineers' Trig Generation (Fourth Edition, 1987). Therefore, the homes' trips were assumed to be part of the church's trip generation. The church is expected to be the major traffic generator on Sunday mornings. Based on the pastor's estimates of current attendance, they can expect 50 to 60 vehicles. Although all these vehicles would not arrive in the hour before the service began and leave in the hour following the end of service, it was assumed that 60 vehicles would arrive in the hour from 9:00 a.m. to 10:00 a.m. and leave between 11:00 a.m. and 12:00 noon. Since many'vehicles would arrive just before the service and leave right after, a peak hour factor of 0.65 was used for these traffic movements. This implies that about 40 percent of the vehicles would enter and leave in a 15 minute period. Peak hour factors on roadways normally range from 0.85 to 1.0, implying a more uniform distribution of vehicle flow. The trip distribution step divides the generated trips by the direction of travel from the project site. The pastor estimates that one fifth (12 vehicles) of the current attendees live north (mauka) of the project site and the remaining four-fifths (48 vehicles) live south (makai). The trip assignment step assigns the distributed trips as turning movements to the study intersection. The results of the trip distribution and assignment procedures J are graphically shown on Figure 3. An additional five vph from each direction were added to the opposing traffic flow (i.e., leaving in the first hour and entering in the second hour) to account for drop offs and pick ups, respectively. The project generated trips from Figure 3 were added to the ambient traffic forecast volumes to obtain the total traffic forecast with project volumes shown on Figure 3. If the church facility is not developed and 10 homes are built instead, the major trip generation times would be during the weekday morning and afternoon peak periods. However, based on trip generation rates from the previously referenced ITE handbook, 10 homes can be expected to generate seven total (inbound and outbound) trips in the morning peak and 10 total trips in the afternoon peak. These volumes of trips are not significant and are not expected to have any adverse impact on traffic operations on Palani Road. Therefore, a formal analysis of the 10 homes was not conducted. TRAFFIC IMPACT ANALYSIS Two distinct level of service methodologies from the Transportation Research Board 1994 Highway Caoacitv Manual Uodate were utilized to calculate levels of service. The first methodology calculated levels of service at the unsignalized intersection of the project access road with Palani Road. The second methodology calculated levels of service for Palani Road serving as a rural two lane highway. The methodology for calculating levels of service at unsignalized intersections does it for several critical movements (the outbound movements from the stop sign controlled side street and the left turn movements from the main through street) based a. • TRAFFIC ASSIGNMENT OF PROJECT-GENERATED TRIPS N rl lIl 5 I R_ 1 Z l? 5 I 4 8 Project ~ Project Palani Road Palani Road TOTAL FORECAST O N OJ rl O L(1 M ri ~I 5 1 ~ 12 11 5 4 8 ~ Project ~ ~ Project o w ~ ~ ~ ~ N a' M Palani Road Palani Road 9:00 a.m. to 10:00 a.m. 11:00 a.m. to 12:00 noon FIGURE 3 TRAFFIC ASSIGNMENT AND TOTAL TRAFFIC FORECAST 9. on the expected delay. The results range from level of service A (best with average delays less than five seconds) to F (worst with average delays longer than 45 seconds). Traffic improvements should be considered for level of service F conditions. The results of the intersection analysis only include the "with project" scenario, since the intersection would not exist without the project: Hour of Dav Traffic movement 9:00 to 10:00 a.m. 11:00 a.m. to 12 noon Outbound from Access Road B C Left turn from Palani Road A A The level of service for traffic exiting the site would be at level of service B in the first hour before church services begin and level of service C in the second when services are ended. The level of service is lower in the second hour due to the higher volume of traffic leaving the site as well as the higher volume of traffic on Palani Road. The left turn movement from Palani Road into the project access road is forecast to be at level of service A in both hours, indicating average delays less than five (5) seconds. The above results indicate that the proposed intersection would not present a traffic problem. The methodology for calculating levels of service of a two lane rural highway considers design speed, lane widths, shoulder clearance width, amount of "no passing" zones, vehicle flow composition, directional split of traffic flow, and terrain as factors. Level of service A conditions imply average speeds of 58 mph, while levels of service E and F imply average speeds less than 45 mph. Traffic improvements should be considered for level of service E or F conditions. io. • The results for the two lane highway analysis are shown below: LEVEL OF SERVICE Hour of Dav Current Ambient With Project 9:00 a.m. - 10:00 a.m. C D D 11:00 a.m. - 12:00 noon D D D The traffic volumes at 11:00 a.m. to 12:00 noon are higher than at 9:00 a. m. to 10:00 a.m. as previously noted... The first hour's traffic volumes are currently near the threshold of level of service C, while the second hour's are already at level of service D. With the expected growth in ambient traffic, highway levels of service during both hours are expected to be D, which is considered acceptable. Traffic operations on Palani Road would remain at level of service D with the additional traffic generated by the church. During the first hour when people would be arriving at church, the highway would be operating at level of service D. During the second hour when traffic would be leaving the church, the ambient traffic on Palani Road would be operating at level of service D. The additional traffic from the church would not change the level of service. The above results indicate that the church generated traffic would not have an adverse traffic impact on the highway operations of Palani Road. DESIGN CONSIDERATIONS The proposed driveway for the development would be located toward the north boundary of the property to place it on the horizontal curve of Palani Road. This location would increase the sight distance toward the north while maintaining sight distance to the south. The driveway would only need to be two lanes with one inbound 11. • ~ and one outbound lane. The driveway connection with Palani Road would meet County standards. The above intersection analysis indicated level of service A for the left turn movement from Palani Road, indicating that a separate left turn lane is not necessary. The small volumes of forecast left turns and the 35 mph posted speed limit shows that an exclusive left tum on Palani Road is not mandatory. A schematic plan of the proposed driveway is shown on Figure 4. CONCLUSION The proposed project is not expected to have an adverse traffic impact on the roadway system. The church expects to have only one major activity a week, its Sunday morning service. Based on existing attendance, the traffic generated by the service would not affect the highway operations or present an intersection problem. The traffic turning left into the project site is sufficiently light, and the posted speed limit is not high (35 mph), so that an exclusive left turn is not mandatory. 12. 4 • I 'yid, ~ O2 ~ ~ I I I ~ I\\~ / I i~,, ~ Q ~ ~ w I ~ ~ i f II U ~ D / W I ~ I ~ p (n p I I I \ ~ I > I d- 0 \ ~0 ~ I ~ I I ~ J p l I W d. p w I I I ~ ~ .p ~ I H O \ p I I i ~ i z \ I ~ I I Q I ° I _J I \ NI ~ ~ I I ~ j \ ~ ~ ~ ~ dO1S / U ~ ~ Palani Road ~ 13. • APPENDIX A ABSTRACT OF METHODOLOGY forthe LEVEL OF SERVICE ANALYSIS OF UNSIGNALIZED INTERSECTIONS • + ABSTRACT OF METHODOLOGY for the LEVEL OF SERVICE ANALYSIS OF UNSIGNALIZED INTERSECTIONS This abstract summarizes the procedures for analyzing the capacities of unsignalized intersections. These procedures are described in the Highway Capacity Manual, Special Report 209 (Third Edition, 1994) by the Transportation Research Board (TRB). This manual "is a collection of techniques for estimating highway capacity that have been judged, through consensus, as the best available at the time of publication." This manual does not set legal standards for highway design but the procedures have become widely accepted and used in the traffic engineering profession. The capacity analysis procedure is based on a German method originally published in 1972 and translated in 1974, and modified for U. S. conditions by the TRB in 1985, and new data reflected in 1994. It is intended for two-way STOP- and YIELD-controlled intersection and calculates the capacities of movements which cross or turn through the major traffic stream. The capacity of each movement is based on two factors: the gap distribution in conflicting traffic streams and the gap acceptance behavior of drivers at such intersections. The basic steps in methodology are as follows: 1) Define intersection geometry and traffic volumes. 2) Determine the "conflicting conflicts" through which every minor street movement and major street left turn must cross. 3) Determine the size of the gap in the conflicting stream needed by vehicles in each movement crossing a conflicting traffic stream. 4) Determine the capacity of the gaps in the major traffic stream to accommodate each of the subject movements that will utilize these gaps. • - 5) Adjust the capacities to account for impedance and the use of shared lanes. 6) Estimate average delay and determine level of service for each movement. Tables and charts, as well as computer programs, have been developed to facilitate using this methodology. INTERSECTION DATA Key geometric factors include: number and use of lanes, channelization, percent grade, curb radii and approach angle, and sight distances. One hour volumes are specified by movement and converted to passenger cars per hour using the passenger car equivalents in TABLE 10-1. TABLE lO-1. PASSENGER-CAR EQUIVALENTS FOR TWSC INTERSECITONS GRADE (R~) TYPE OF -rEHICLE -4 -2 0 +2 +4 Motorcycles 0.3 0.4 0.5 0.6 0.7 Passenger Cars 0.8 0.9 LO 1.2 1.4 SU/RVs° 1.0 1.2 1.5 2.0 3.0 Combinsfion Vehicles° 1.2 1.5 2.0 3.0 6.0 All Vehicles° 0.9 1.0 1.1 1.4 1.7 Single-unit trucks and recreuional vehicles. Includes tmnor-trailer combinations and buses. ° If vehicle composition is unlmown, these values may be uaM as an appmxi- mation. CONFLICTING TRAFFIC The conflicting movements and turning movement faces is summarized on Figures 10-3(a) and 10-3(b). The right turn movement from the minor street faces the least number of conflicting movements, the left turn movement from the minor street the most. 2. • UNSIGNALIZED INTERSECTIONS 10.7 Subject Movement Contiicting Trattic, Vc.z Illustration v, I. RIGHT TURN from minor street 1/2(Vt) m+ V= ~ -~v, (V~.9) Va 2. LEFT TURN ~~v' from major street - V= + V~ m _rVi (V c.a) -fit v, dye ~ ~ 3. THROUGH MOVEMENT 1/2(V~m+V=+V, ~-v~ from minor street +V6 VS + Va ~ ~v, (Vc.B) ~Va 1 Ve 1 ~~a 4. LEFT TURN +1/2(V6)m + VS + V, from minor street +l/2( V„+V,Z~) w' ivz Vr O Where aright-tum lane is provided on major street, and/or where V3 is STOP-/YIELD-controlled, eliminate V~ m V2 includes only [he volume in the right hand lane. ® Where the right-[um is STOP- or YIELD-controlled, eliminate Vj , Vg O Vtp should be eliminated on multi-lane major streets. ® Where aright-tum lane is provided on major street, and/or where V6 is STOP-/YIELD-controlled, and/or on multi-lane major streets, eliminate V6 Figure 10-3(a). Definition and computation of conflicting trajgic volumes far two minor approaches. 3. • 10-8 URBAN STREETS Subject iviovement Conflicting Traffic, Vc.x Illustration 5. RIGHT TURN VIZ VB from minor street 1/2(V°)®+Vsm (Vc.12) Vs ~ 6. LEFT TURN from major street ~ VS + V6® v, . (Vc,]) 7. THROUGH MOVEMENT 1/2(V6~®+VS+V, lv„ from minor street +V, +V2+V, ~_v (Vc.I I) ~V, Vs ~ s VZ Vs Va t0 8. LEFT TURN + 1/2(V3)®+ Vz + V ~ _~t v, ~ v° from minor street + 1/2( VB+ Vy®) v'-~ V ~-v° z (uc,10) V~ e~ ' Vy © Where aright-tum lane is provided on major street, and/or where Vg is STOP-/YIELD-controlled, eliminate V6 ~ V5 includes only the volume m the right hand lane. ® Where the right-tum is STOP- or YIELD-controlled, eliminate V6 , Vg ® V9 should be eliminated on multi-lane major streets. ® Where aright-tum lane is provided on major street, and/or where V3 is STOP-/YIELD-controlled, and/or multi-lane streets, eliminate V7 Figure 10-3(b). Definition and computation of conflicting tmffrc volumes for two minor approaches. 4. • ~ CRITICAL GAP SIZE "The 'critical gap' is defined as the median time headway between two successive vehicles in the major traffic stream that is accepted by drivers in a subject movement that must cross and/or emerge with the major street traffic." It is dependent upon a number of factors, including: 1) The type of maneuver being executed. 2) STOP or YIELD sign control. 3) The average running speed on the major street. 4) The number of lanes on the major street. 5) The geometrics and environmental conditions at the intersection. The value of the critical gap is selected from TABLE 10-2. The basic critical gap is selected and adjustments and modifications made. TABLE LO-Z. CRITICAL GAPS tr AND FOLLOW-UP TEdES tt FOR TWSC INTERSECLIONS CRITICAL GAP tt TWO-LANE FOUR-LANE MAIOR MA]OR FOLLOW-UP VEHICLE MANEUVER ROAD ROAD TDHE tf (SEC) Left tum, major street 5.0 5.5 2.1 Right tum, minor street 5.5 5.5 2.6 Through traffic, minor street 6.0 6.5 3.3 Leh turn, minor street 6.5 7.0 3.4 NOTE: 1Le aitlcal gap and follow-up time values presented m this table teflect dam obtained on roadways where the average approach speed of the major street through vehicles approzisnated 30 mph. In taus whete no better dam are available, N<u same values may be uud to approximate r~ and y far roadways wiN approach speeds other than 30 mph. POTENTIAL CAPACITY FOR MOVEMENT "The potential capacity is defined as the 'ideal' capacity for a specific movement," and is selected from Figures 10~ and 10-5. It is based on the conflicting traffic volume and movement type. The result is read in passenger cars per hour. s. • • taoo isoo L 1400 i Q U d Q - 1200 ~ ~ U 1000 ~ - U ~ ~T m 800 a - U yr `a 600 i - C by m bo ~ 400 M - 200 0 0 500 1000 1500 2000 2500 3000 Conflicting Volume V~,x Figure 10-4. Potential capacity based on conflicting volume and movement type (two-lane roadways). 1800 1600 ~ - a 1400 - - U _d - 1200 - Q I i U 1000 i U I it lA c9 800 a. ~ - ~ U 9r i ca 600 y° - - - C Ttiy aJ ~°l d 400 <r i Min°~ 200 0 0 500 1000 1500 2000 2500 3000 Conflicting Volume V~,x Figure 10-5. Potential capacity based on conflicting volume anrt movement type ((our-[one roadways). 6. • ~ IMPEDANCE EFFECTS The methodology assumes that vehicles use gaps at an unsignalized intersection in a prioritized manner. Thus, when traffic becomes congested in a high-priority movement, it can reduce the potential capacity of lower priority traffic movements. Given the priority of gap usage: 1) Left turn from the major street impede both through movements and left turns from the minor street. 2) Through movements from the minor streets impede left turns from the minor street. The impact of impedance is addressed by multiplying the potential capacity of a movement by a series of impedance factors for each higher priority impeding movement. Impedance factors are derived using Figure 10-6. SHARED LANE CAPACITY The methodology has assumed to this point that each minor street movements has an exclusive lane. In reality, most minor street approaches have two or three movements sharing one lane. An equations used to compute the capacity of the shared lane. LEVEL OF SERVICE CRITERIA The above computations yield a capacity solution for each lane in the minor street approaches and for left turn movements from the major streets. The movement capacity and conflicting volumes for each movement are used to calculate the average total delay (seconds/vehicle) per Figure 10-7. The level of service based on the average total delay is summarized on Table 10-3. ` , I i o.s 0.8 0.7 0.6 'a o.s o.a 0.3 0.2 i a.1 i o 0 0:1 o'z o'.s o.a os de o.7 o:e o's i Figure IO-6. Adjustment to the major left, minor through imped- ance factor (2). 45 li 40 0 o I o~ ~ m° o T, v = 36 i I u n ~ n a~ J ~ i ~ E E ~'i ~E ~ UE p i U I U U UE V i N 30 ~ I i P5 m i ~ i d ~i ~ o m 20 i i o i r. ~ 1s m m ~ 10 Q s 0 0 200 400 600 800 1000 1200 1400 1600 1800 Movement Volume, vph Figure l0-7. Average total delay based ort conflicting volume and movement capacity (IS-min analysis period). 8. APPENDIX B ABSTRACT OF METHODOLOGY forthe CALCULATION OF LEVEL OF SERVICE FOR TWO-LANE HIGHWAYS + a ABSTRACT OF METHODOLOGY for the CALCULATION OF LEVEL OF SERVICE FOR TWO-LANE HIGHWAYS A two-lane highway may be defined as a two-lane roadway having one lane for use by traffic in each direction. Three parameters are used to describe service quality for two-lane highways: 1. Average travel speed- is defined as the highway length divided by the average travel time, which reflects the mobility function of two- lane highways. 2. Percent time delay- is defined as the average percent of time that all vehicles are delayed while traveling in platoons due to the inability to pass, which reflects the mobility and access functions of two-lane highways. 3. Capacity utilization- is the ratio of the demand flow rate to the capacity of the facility, which reflects the access function of two- lane highways. The levels of service associated with the first iwo parameters for level terrain are summarized below: LOS Percent No Passing Average Speed A <30 >58 B <45 >55 C <60 >52 D <75 >50 E >75 >45 F 100 <45 The capacity of two-lane highways is 2,800 pcph under the following conditions: 1. Design speed greater than 60 mph. 2. Lane widths greater than or equal to 12 feet. 3. Clear shoulder widths wider than or equal to 6 feet. 4. No "no passing zones° on the highway. 5. All passenger cars in the traffic stream. 6. A 50/50 directional split of traffic. 7. No impediments to through traffic due to traffic control or turning vehicles 8. Level terrain. As each of these conditions are deviated from, the capacity of the highway facility decreases. Factors have been developed for each condition that show the decrease in capacity in relationship to the change in conditions. Application of these factors results in a roadway service capacity rate for the highway segment being analyzed. Then the equivalent number of passenger cars in the stream is compared to the roadway service capacity to calculate the level of service on the roadway segment. 2. APPENDIX C TRAFFIC COUNTS: 1) Palani Road -Fronting Property ~ - TRAFFIC TURNING MOVEMENT COUNT Bolton Development - Kailua-Kona LOCATION: Palani Road -Fronting Property Proposed Dev. DATE: Sunday, December 14, 1997 TIME: 9:00 a.m. - 12:00 noon To Waimea 2 WEATHER: 1------> To Kona RECORDER: Palani Road TIME MOVEMENT NUMBER PERIOD 1 2 TOTAL 9:OOa-9:15a 82 55 137 9:15a-9:30a 94 57 151 9:30a-9:45a 77 60 137 9:45a-10:OOa 103 77 180 10:OOa-10:15a 102 61 163 10:15a-10:30a 72 49 121 10:30a-10:45a 108 69 177 10:45a-11:OOa 87 67 154 11:OOa-11:15a 95 88 183 11:15a-11:30a 110 82 192 11:30a-11:45a 77 67 144 11:45a-12:OOn 101 90 191 9:OOa-12:OOn 1108 822 1930 9:OOa-10:OOa 356 249 605 10:OOa-11:OOa 369 246 615 11:OOa-12:OOn 383 327 710