HomeMy WebLinkAboutCOM 0255.001 2006-2008CARLSMITH BALL LLP
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HILo, HAWAII 96721-0686
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May 3, 2007
HAND DELIVERY
Pete Hoffmann, Chairman
Hawaii County Council
K. Angel Pilago, Chairman
Hawaii County Council Committee on Planning
333 Kilauea Avenue, 2nd Floor
Hilo, Hawaii 96720
Re: Traffic Impact Analysis Report
Change of Zone Application (REZ 06-000052)
Applicant: Ginger Patch DP, LLC
Tax Map Key: (3)2-2-39: 031, 057, 068 and 069
Communication 255, Bill 74
Dear Chairman Hoffmann and Chairman Pilago :
OUR REFERENCE NO.:
05%06-01
r.:
4C+
On behalf of the Applicant, Ginger Patch DP, LLC enclosed is the Traffic Impact
Analysis Report TIAR dated May 2007 for the proposed rezone application 06-000052,
Communication 255, Bill 74. In addition, we request that Bill 74 be scheduled for the May 15,
2007 Hawaii County Council Committee on Planning,
Thank you for your attention to this matter, and should you have any questions, please
feel free to call me or Sue Lee Loy of my office at 935.6644.
Respectfully submitted,
V✓ even S.C. Lim
SSL/slkl
Comm. No.________ --
Ref. To:�— —
Ref, Uate^.nny p� 4� 00--
HONOLULU KAPOLEI HILO KONA MAUI GUAM SAIPAN LOS ANGELES
Traffic Impact Analysis Report
Ginger Patch Commercial Development
Hilo, Island of Hawaii, Hawaii
Tax Map Key Number (3)2-2-039: 0319 057, 068 & 069
MAY 2007
Prepared for.,
Ginger Patch DP, LLC
900 Alewa Drive
Honolulu, Hawaii 96817
Prepared by:
M&E Pacific, Inc.
SaiEi FSEiii}Y �,„r=?�,?
i
Davies Pacific Center, 841 Bishop Street
Suite 1900, Honolulu, Hawaii 96813
GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
GINGER PATCH COMMERCIAL DEVELOPMENT
Hilo, Island of Hawai'i, Hawai'i
Traffic Impact Analysis Report
TMK: (3)2-2-039: 031, 057, 068, 069
May 2007
M Y,qa�
,¢ LICENSED p
PROFESSIONAL
ENGINEER
* NO. 3893—C
Expiration Date:
April 30, 2008
This work was prepared by me or under my direct supervision.
Signature
M & E Pacific, In .
METCALF&EDDY; AECOM
Date
M & E PACIFIC, INC. PAGE i 60022261.00300
May 2007 Ginger Patch TIARAOC
GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
Table of Contents
SECTION PAGE
Engineer's Stamp and Signature..................................................................................
i
Tableof Contents...........................................................................................................ii
Listof Figures...............................................................................................................iii
Listof Tables.................................................................................................................iv
ProjectDescription.......................................................................................................
1
ExistingConditions.......................................................................................................
2
ExistingRoadways...............................................................................................
2
TrafficVolumes.....................................................................................................
4
TransitService.................................:....................................................................
7
TrafficForecasts...........................................................................................................
7
Ambient Traffic Forecast......................................................................................
7
Project Generated Traffic.....................................................................................
8
Total Forecast Volumes......................................................................................
13
Levelof Service Analysis...........................................................................................
13
Signalized Intersection Analysis.........................................................................
13
Unsignalized Intersection Analysis.....................................................................
17
DesignConsiderations...............................................................................................
22
Conclusions.................................................................................................................
22
References
Figures
Tables
Appendices
Appendix A: Traffic Turning Movement Counts
Appendix B: Signalized Intersection Level of Service (LOS) Calculations
Appendix C: Unsignalized Intersection Level of Service (LOS) Calculations
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
List of Figures
FIGURE
NUMBER TITLE
Figure 1 Location Map
Figure 2 Site Plan
Figure 3 2007 Existing Peak Hour Traffic Volumes
Figure 4 Comparison of 2003 & 2007 Peak Hour Traffic Volumes
Figure 5 Daily Traffic Volumes on Puainako Street at Kanoelehua Avenue and
Kilauea Avenue
Figure 6A Hourly Traffic Volumes on Kanoelehua Avenue North of Puainako Street
Figure 6B Hourly Traffic Volumes on Puainako Street West of Kanoelehua Avenue
Figure 7 2008 Ambient Traffic Forecasts
Figure 8 Low Project Generated Traffic Assignment with Right Turn In, Right Turn
Out Only
Figure 9 Low Project Generated Traffic Assignment with Inbound Left Turn
Permitted
Figure 10 Average Project Generated Traffic Assignment with Right Turn In, Right
Turn Out Only
Figure 11 Average Project Generated Traffic Assignment with Inbound Left Turn
Permitted
Figure 12 2008 Total with Low Project Traffic Forecast with Right Turn In, Right Turn
Out Only
Figure 13 2008 Total with Low Project Traffic Forecast with Inbound Left Turn
Permitted
Figure 14 2008 Total with Average Project Traffic Forecast with Right Turn In, Right
Turn Out Only
Figure 15 2008 Total with Average Project Traffic Forecast with Inbound Left Turn
Permitted
M & E PACIFIC, INC.
May 2007
PAGE iii
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
List of Tables
TABLE
NUMBER
TITLE
Table 1-A
Trip Generation (Low Rate) and Distribution Analysis
Table 1-13
Trip Generation (Average Rate) and Distribution Analysis
Table 2
Signalized Intersection Level of Service Analysis
Table 3
Unsignalized Intersection Level of Service Analysis
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
TRAFFIC IMPACT ANALYSIS REPORT
for the
GINGER PATCH COMMERCIAL DEVELOPMENT
A commercial/retail/business center
project is being proposed
in Hilo,
Hawai'i.
This
report documents a study that was
conducted to identify the
traffic
impacts
of the
proposed project and to recommend any mitigating measures.
PROJECT DESCRIPTION
Ginger Patch DP, LLC, is seeking to rezone a site in Hilo, Hawai'i, from single-family
residential to neighborhood commercial. This change would enable the site to have
commercial/retail/business center uses. The proposed project site is makai (north) of
Puainako Street, between Kilauea Avenue and Kekela Street. Puainako Street
intersects Kanoelehua Avenue (Highway 11) about 300 feet east of Kekela Street.
Figure 1, Location Map, shows the proposed project site in relationship to the above
three roadways. The proposed project site consists of TMK parcels (3)2-2-039: 31, 57,
68, and 69 for a project area approximately 88,000 square foot in size. The site to the
east of the proposed project site between Kanoelehua Avenue and Kekela Street is the
Ginger Patch Center which includes a gas station and a Firestone Tire Center.
The proposed project site is planned to include two building pads of 9,500 and 10,132
square feet as shown on Figure 2, Site Plan. Specific tenants have not yet been
identified so the exact use is not known at this time. Some of the prospective uses
include retail uses such as furniture store or computer/video repair, and
commercial/service oriented businesses such as copy center, travel agency, real estate
office, law office or medical clinic.
The site would have a single entry from Puainako Street across from an access
driveway to the KTA Center (a.k.a Puainako Town Center). The proposed project
access would be restricted to right turn in, right turn out movements. This access is
proposed as a mitigative measure related to concerns raised during the review proves
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
of the rezoning application. The developer would also like consideration given for an
inbound only lane into the project site from Kekela Street so that vehicles could use the
left turn lane on Puainako Street to make a left turn onto Kekela Street and enter the
project site. Both scenarios were analyzed in this study. The project would not allow
any left turn movements onto Puainako Street from either the project access driveway
or Kekela Street. The proposed project is expected to be open for business in about a
year.
Based on the above information, the four intersections on Puainako Street which were
studied included: 1) Kilauea Avenue, 2) Proposed project access/KTA Center mauka
access, 3) Kekela Street/KTA Center makai access, and 4) Kanoelehua Avenue. These
intersections are identified on Figure 1. The study year for analysis is 2008. The three
periods analyzed were the weekday morning and afternoon, and Saturday midday peak
hours due to the commercial nature of the proposed project.
EXISTING CONDITIONS
A survey of the existing roadway and traffic conditions was made in January and
February 2007.
Existing Roadways
The proposed commercial center would be located in an area adjacent to other major
retailers including the KTA Center and the Prince Kuhio Mall. Major access routes to
this retail area from other areas of Hilo are provided by Kanoelehua Avenue, Puainako
Street, and Kilauea Avenue.
Kanoelehua Avenue is a major arterial that provides north -south access between Hilo
and the Keaau district. It is a five -lane divided arterial in the vicinity of the project site
with turning lanes and traffic signals at major cross streets, including the Puainako
Street intersection. This roadway is also known as the Hawai'i Belt Road and is under
the jurisdiction of the State of Hawai'i Department of Transportation (State DOT), and is
designated as State Route 11.
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GINGER PATCH COMMERCIAL DEVELOPMENT _ TRAFFIC IMPACT ANALYSIS REPORT
Puainako Street is on an east -west alignment that begins at Railroad Avenue on the
east and terminates at Komohana Street on the west. The four -lane section between
Kanoelehua Avenue and Railroad Avenue is named East Puainako Street and is under
the jurisdiction of the County of Hawai'i (COH). The remaining section west of
Kanoelehua Avenue is named West Puainako Street and is under the jurisdiction of the
State of Hawai'i. The roadway section between Kanoelehua Avenue and Kilauea
Avenue is a four -lane collector road with left turn lanes at Kekela Street/KTA Center
(makai access), KTA Center (mauka access), and Kanoelehua Avenue. A combination
of raised and painted medians restrict the locations where left turns can be made. The
speed limit on this section of Puainako Street is 35 miles per hour. The roadway
section west of Kilauea Avenue is a two-lane undivided collector road. The State DOT
currently classifies Puainako Street as a major collector roadway although the General
Plan classifies Puainako Street as a primary arterial with a minimum right-of-way width
of 120 feet.
The State DOT is undertaking the Puainako Street Widening Project from Kaumana
Street to Kilauea Avenue in phases. A new mauka roadway between Komohana Street
and Kaumana has been completed and the roadway section between Kanoelehua
Avenue and Kilauea Avenue has been widened to four lanes. The State DOT is
working from mauka to makai to complete the project. They are currently designing a
new roadway section between Komohana Street and Kawili Street west of the current
alignment. The two lane roadway section between Kawili Street and Kilauea Avenue
would be widened to four lanes. The Statewide Transportation Improvement Program,
FY 2006 through 2008, shows right-of-way acquisition from Komohana Street to Kawili
Street programmed in FY 2008. The remainder of the project has not been
programmed and the State DOT is not able to provide a completion date for the entire
project.
Kilauea Avenue begins in downtown Hilo northwest of the project site. It runs nearly
parallel to Kanoelehua Avenue in the vicinity of the project site, and then eventually
merges with Kanoelehua Avenue about a mile and a half to the south of the project site.
This County roadway has various lane widths along its route, with four lanes at the
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
Puainako Street intersection. Kekela Street is a dead end local street serving the
residential area north of the proposed project site and also provides access to/from the
Ginger Patch Center. The two access driveways to the KTA Center each have a single
inbound lane and an outbound lane with unrestricted turning movements.
The intersection of Kanoelehua Avenue and Puainako Street was improved as part of
the Puainako Street improvement project. All four approaches have separate left turn
and right turn lanes, with the northbound approach having two left turn lanes. The
northbound Kanoelehua Avenue approach has two through lanes while the southbound
approach has three. The eastbound Puainako Street approach has a single through
lane while the westbound approach has two through lanes. The intersection is
controlled by an eight phase traffic signal. The left turn movements from Kanoelehua
Avenue can only be made on a protected left turn phase, while left turns from Puainako
Street can be made on protected and permitted phases.
The intersection of Kilauea Avenue and West Puainako Street is controlled by a two
phase traffic signal. Both approaches of Kilauea Avenue have separate left turn and
through lanes, with the northbound approach having a short right turn lane. The
eastbound approach of West Puainako Street has a single lane serving through, left and
right turn movements, while the westbound approach has separate through/left turn and
right turn lanes. The intersection of Puainako Street and Kekela Street is unsignalized
and includes the makai of two access driveways to the KTA Center. The intersection for
the mauka access driveway to the KTA Center is also unsignalized.
Traffic Volumes
Traffic turning movement counts were taken at the four study intersections on Puainako
Street in January and February, 2007. Weekday counts were taken from January 30 to
February 1 and February 13, for a two and a half hour period during the morning peak
and a three hour period in the afternoon peak. Saturday midday counts were taken on
January 27 and February 3 and 10, for a four hour period. Traffic turning movement
counts require a traffic surveyor to observe traffic flow and record the movements of
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
each vehicle crossing the intersection as through or turning movements by 15 minute
intervals. The worksheets for these traffic counts are included in Appendix A.
The morning counts from 7:00 to 8:00 AM and afternoon counts from 4:15 to 5:15 PM
(peak hour counts) are shown on Figure 3, with volumes rounded to the nearest five
vehicles per hour (vph) except for volumes less than five vph. The dominant direction of
traffic on Kanoelehua Avenue and Kilauea Avenue is northbound toward downtown Hilo
in the morning peak hour and southbound away from downtown Hilo in the PM peak
hour. The midday Saturday volumes are about equal in both directions. There is a
heavy left turn movement from northbound Kanoelehua Avenue onto Puainako Street in
the morning peak hour, which is associated with traffic going to the schools along the
latter roadway. Puainako Street has higher westbound traffic volumes during all three
periods, with large volumes of traffic entering and leaving the two KTA Center access
driveways during the weekday afternoon and Saturday midday peaks.
Long traffic queues were observed on Puainako Street during the weekday afternoon
and Saturday peak periods. Mauka-bound queues backed up from Kilauea Avenue and
makai-bound queues backed up from Kanoelehua Avenue and Kilauea Avenue early in
the afternoon peak; both related to the end of school traffic rush. Mauka-bound traffic
also backed up several other times in the afternoon peak period. Mauka-bound queues
from Kilauea Avenue and makai-bound queues from Kanoelehua Avenue formed
several times during the Saturday counting period. Traffic queues also formed on both
KTA Center driveways and the two westbound left turn lanes into them, the Puainako
Street makai-bound approach to Kilauea Avenue, and the southbound approach of
Kilauea Avenue. The current traffic operations at the four study intersections are
discussed in the Level of Service Analysis section.
Very little pedestrian activity was observed during the traffic counts. Only two instances
of pedestrians crossing from Ginger Patch Center to KTA Center were observed during
the afternoon peak period.
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
Traffic counts were taken at the Kanoelehua Avenue/East Puainako Street intersection
in October 2003 for the "Traffic Impact Analysis Report Home Depot Hilo" (November
2003) report prepared by M&E Pacific, Inc. The 2003 and 2007 traffic volumes are
shown next to each other on Figure 4, with the numerical and percentage changes in
volumes noted. There are a mixed range of changes. Traffic volumes on the
northbound approach of Kanoelehua Avenue increased from 8.2% to 32.8% while the
southbound volumes decreased during the two weekday peak hours but increased on
Saturday. Traffic volumes on Puainako Street increased during the two weekday peak
hours but decreased on Saturday
The State DOT has taken metered traffic counts at selected locations on Hawai'i Island
roadways in even numbered years to 2004. Two of the counts were taken at study
intersections. Station 18-G is located at the intersection of Kanoelehua Avenue and
East Puainako Street and Station 18-E is at Kilauea Avenue and West Puainako Street.
Subsequent to 2004, the State changed their traffic counting policy and switched their
count locations from intersections to roadway approaches so that data was not counted
for all legs of the study intersections. Counts taken on the north leg of Kanoelehua
Avenue and the east leg of Puainako Street in 2006 and on the north and south legs of
Kilauea Avenue in 2005 were used with the corresponding legs of the pre -2004 counts.
The data from these counts provide the historic trend in daily traffic volumes on different
legs of the intersections over twelve and nine year periods ending in 2006 and 2005,
respectively.
The two-way daily traffic volumes for the two major study intersections are shown in
tabular and graph form on Figure 5. The graphs show mixed periods of increases and
decreases which would indicate no or a very low level of growth. For the period from
2002 to 2006, traffic on the north leg of Kanoelehua Avenue increased at an annual rate
of 2.1 % while traffic on the south leg remained stable from 2002 to 2004. Traffic on the
east leg of Puainako Street increased at an annual rate of 5.2% while traffic on the west
leg decreased from 2002 to 2004. From 2002 to 2005, traffic on the north leg of Kilauea
Avenue increased at an annual rate of 1.1% while traffic on the south leg remained
steady.
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
The State DOT data also provides information on the pattern of hourly traffic volumes.
The hourly traffic volumes on Kanoelehua Avenue north of Puainako Street on October
17-18, 2006, are shown in tabular and graph form on Figure 6A. The northbound traffic
flow peaks in the morning between 7:00 to 8:00 AM, while the opposing southbound
traffic peaks in the afternoon starting at 4:00 PM. The traffic volumes on Puainako
Street west of Kanoelehua Avenue on May 11-12, 2004 are shown on Figure 6B. The
westbound traffic flow has a sharp peak in the morning between 7:00 to 8:00 AM and
remains higher than the east bound traffic until the late afternoon.
Transit Service
The County of Hawai'i operates Hele-On, the island -wide free scheduled bus service.
The two major transit termini in Hilo are at the Mooheau Bus Terminal and Prince Kuhio
Plaza. There are currently over 30 two-way trips each weekday between these two
locations, including intra -Hilo routes and out-of-town routes. The bus travel route
utilizes Kilauea Avenue, Lanikaula Street, Kapiolani Street, and Kawili Street. The
public transit buses do not travel on Puainako Street.
TRAFFIC FORECASTS
The proposed project is scheduled for occupancy by 2008. During the one year period
from the traffic count date to expected occupancy, ambient traffic on the area roadways
can be expected to increase due to regional growth and new projects in the area. The
traffic that would be generated from the proposed project was added to the ambient
traffic forecast to obtain the total with project traffic forecast.
Ambient Traffic Forecast
There are no major development or construction projects planned in the study area. A
slow rate of regional growth has been taking place in Hilo as evidenced by the low rates
of traffic growth shown on Figure 5. Therefore, the traffic growth rates indicated by the
State DOT traffic volume counts were used as the index of regional traffic growth to
forecast year 2008. The following growth rates were established for the one-year
forecast period:
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
Kanoelehua Avenue 2.0%
Puainako Street 5.0%
• Kilauea Avenue 1.0%
The existing traffic volumes shown on Figure 3 were increased using the above factors.
The results are summarized on Figure 7, with volumes rounded to the nearest five vph
except for volumes less than five vph. The traffic operations for the ambient forecast
conditions are discussed in the Level of Service Analysis section.
Project Generated Traffic
The traditional three-step process of trip generation, trip distribution and trip assignment
was used to forecast future traffic that would be generated by the proposed project.
The trip generation step forecasts the number of new trips that would be produced in
each of the three study periods. The trip distribution step allocates these new trips by
direction of travel. Finally, the trip assignment step assigns the trips to the specific
turning movements at the study intersections.
The trip generation step forecasts the volume of vehicle trips that would be generated
by the proposed project during the weekday morning and afternoon peak hours and the
Saturday midday peak hour. Since the specific retail/commercial use is not known at
this time and these land uses can have a wide range of trip generation rates, a 'low"
rate and an "average" rate were used for comparison purposes. The trip generation
equations/rates were obtained from the Institute of Transportation Engineers (ITE) Tri
Generation Report (Seventh Edition, 2003) to forecast the peak hour trips.
The low trip generation rate is based on the assumption that commercial uses generate
fewer trips than retail uses. The trip generation rate for specialty retail (land use code
814) was used as the low rate. The Trip Generation Report defines the specialty retail
land use as, "generally small strip shopping centers that contain a variety of retail shops
and specialize in quality apparel, hard goods, and services such as real estate offices,
dance studios, florists, and small restaurants." Therefore, this land use would represent
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
a center with commercial offices. The report gives the following equation for the
afternoon (P.M.) peak hour:
P.M. Peak Hour T = 2AX + 21.48
where, T = hourly trips produced; and
X = thousand square feet of gross leasable area (20).
No equation or rate is given for the morning peak period; however, the ratio of morning
peak hour of generator trips to the afternoon peak hour of gerierator trips calculated for
this land use implies that the morning peak hour produces 36% more trips than the
afternoon peak hour. Therefore, the calculated afternoon peak hour trips were
increased by this factor to obtain the morning peak hour trips. There is no information
given for Saturday peak; therefore, the afternoon rate was assumed for Saturday.
The average trip generation rate is based on the average rates for several
retail/commercial uses from the Trip Generation Report that could occupy the project
site. It should be noted that some of these uses may not be feasible due to existing
activities but have been included for comparison purposes. The following table
summarizes the analysis.
LAND USE
ITE LU
CODE
RANGE OF
SIZES
AVERAGE TRIP GENERATION RATE /
1,000 SF GROSS LEASABLE AREA
AM PEAK
PM PEAK
SAT PEAK
Building Materials
812
< 25,000
2.60
4.49
9.58
Specialty Retail
814
n/a
n/a
2.71
n/a
Hardware/Paint
816
10-12,000
1.08
4.84
11.18
Garden Center
817
< 15,000
1.31
3.80
11.00
Auto Parts
843
3-8,000
2.21
5.98
n/a
Tire Store
848
2-7,000
2.89
4.15
5.05
Supermarket
850
10-30,000
3.25
10.45
10.76
Pharmacy
880
10-13,000
3.20
8.42
10.68
Medical Clinic
630
n/a
n/a
2.71
n/a
AVERAGE
2.4
5.6
9.7
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The retail uses generally have higher rates than the specialty retail use except for the
morning peak. Based on these averages, the Saturday peak hour has the highest trip
generation rate which is four times the lowest rate that takes place in the morning peak.
The afternoon peak rate is more than twice the morning peak rate. The trip generation
analysis is summarized on Table 1-A for the low rate and Table 1-B for the average
rate. The proposed 20,000 square feet commercial project is expected to generate 94
trips in the morning peak and 69 trips in the afternoon and Saturday peak hours with the
low rates. With the average rates, it would generate 47 trips in the morning peak, 112
trips in the afternoon peak, and 194 trips in the Saturday peak hour.
The report also provides the percentage of inbound and outbound trips for each land
use in each peak hour. For both sets of trip generation rates, the morning peak was
assumed to have 60% inbound and 40% outbound trips, while the afternoon and
Saturday peak hours were assumed to have 50% inbound and 50% outbound trips.
A unique aspect of trips generated by commercial centers is that a large portion is
comprised of pass -by and diverted trips. Pass -by trips are attracted from traffic passing
the site on an adjacent roadway and have direct access to the commercial center.
Therefore, these trips do not add to the through volumes on the roadway. They are
added to the turning movements but are subtracted from the through movements where
they turn off to access the commercial center. Diverted trips are attracted from the
roadways in the vicinity of but not adjacent to the commercial center. They require a
diversion from that roadway and add traffic to streets adjacent to the site. Due to the
linear nature of roadways in this project area, diverted trips are not expected and were
not analyzed in this study.
The Institute of Transportation Engineers Trip Generation Handbook (Second Edition,
2004) provides average pass -by trip factors during the weekday PM peak for various
types of commercial land uses as summarized in the following table.
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
LAND USE AND
DIRECTION OF TRAVEL
PM PEAK HOUR
PASS -BY RATE
Shopping Center (LU 820)
34
Shopping Center, Saturday Rate (LU 820)
26
Tire Store (LU 848)
28
Supermarket (LU 850)
36
Sit-down Restaurant (LU 932)
43
Based on this information, it was conservatively assumed that there would be 80%
directly generated trips and 20% pass -by and diverted trips for the low trip generation
rate, although the actual rate of pass -by trips could be higher. The average trip
generation rate would be 70% directly generated trips and 30% pass -by and diverted
trips, reflecting the higher rates for retail uses. Also, trips diverted from Kanoelehua
Avenue and Kilauea Avenue were considered as pass -by trips. Pass -by trips were
assumed to have 50% inbound and 50% outbound trips in all three study periods. This
aspect of the trip generation analysis for the year 2008 is summarized on Tables 1-A
and 1-B.
The directly generated trips were then distributed by direction of travel to and from the
project site. Separate trip distribution factors were developed for directly generated trips
and pass-by/diverted trips. One set of trip distribution factors for directly generated trips
applicable to all three study periods was developed in proportion to the traffic entering
from the five major trip origins in the study area. These factors are summarized as
follows:
TRIP DISTRIBUTION ORIGIN FOR
DIRECTLY GENERATED TRIPS
TRIP DISTRIBUTION
FACTOR
ENTERING
EXITING
North via Kanoelehua Avenue
20%
15%
South via Kanoelehua Avenue
35%
40%
North via Kilauea Avenue
11%
20%
South via Kilauea Avenue
7%
2%
West via Puainako Street
27%
23%
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
Separate sets of trip distribution factors were developed for pass -by trips in each of the
three study periods based on the current traffic volumes on these roadways as follows:
TRIP DISTRIBUTION ORIGIN
FOR PASS-BY/DIVERTED TRIPS
TRIP DISTRIBUTION FACTOR
AM PEAK
HOUR
PM PEAK
HOUR
SATURDAY
PEAK
North from Kanoelehua Avenue
14%
38%
29%
South from Kanoelehua Avenue
43%
18%
28%
North from Kilauea Avenue
8%
16%
10%
South from Kilauea Avenue
18%
9%
12%
West from Puainako Street
12%
11%
14%
East from Puainako Street
5%
81%
80/
The results of the trip distribution analysis are shown on Tables 1-A and 1-B for the low
and average trip generation rates, respectively.
The project generated trips were then assigned to the study network. Two sets of trip
assignments were made with one set assuming right turn in, right turn out only access
to the project site. The second set assumed an inbound only lane off Kekela Street so
that the project site could be accessed by making a left turn from Puainako Street. With
two sets of trip generation rates and two sets of trip assignment scenarios, four figures
show the various combinations trip assignments:
Figure 8 — Low trip generation with right turn in, right turn out access;
Figure 9 — Low trip generation with inbound left turn permitted;
Figure 10 — Average trip generation with right turn in, right turn out access; and
Figure 11 — Average trip generation with inbound left turn permitted.
The trip assignment volumes are not rounded. The pass -by trips are shown as negative
traffic volumes on the through movements from which they were diverted. The right turn
in, right turn out alternative assumed that trips originated from Kilauea Avenue and
West Puainako Street would find their way to Kanoelehua Avenue and increase the
southbound left turns and northbound right turns from Kanoelehua Avenue to Puainako
Street, as well as the westbound traffic volumes on Puainako Street. Rather than
perform this maneuver, drivers could also turn into the KTA Center parking lot and exit
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from the driveway across Kekela Street, and increase delays/traffic queues on this
already congested approach. The inbound left turn permitted alternative would increase
the eastbound traffic volumes on Puainako Street but would have less impact on
Kanoelehua Avenue traffic.
Total Forecast Volumes
The project generated traffic assignment volumes from Figures 8 to 11 were added to
the 2008 ambient traffic forecasts from Figure 7 to obtain four sets of the 2008 total with
project traffic forecasts shown on the following figures:
Figure 12 — Low trip generation with right turn in, right turn out access;
Figure 13 — Low trip generation with inbound left turn permitted;
Figure 14 — Average trip generation with right turn in, right turn out access; and
Figure 15 — Average trip generation with inbound left turn permitted.
The traffic volumes are rounded to the nearest five vph except for volumes less than
five vph.
LEVEL OF SERVICE ANALYSIS
The concept of level of service is used to quantify the quality of traffic flow on roadway
facilities. The Transportation Research Board (TRB) has developed procedures to
calculate level of service value(s) by measuring traffic volumes against the capacities of
different types of roadway facilities. Their Highway Capacity Manual 2000 (HCM2000)
describes the various procedures developed for freeways, highways, signalized and
unsignalized intersections, etc. The study intersections are both signalized and
unsignalized.
Signalized Intersection Analysis
The Kanoelehua Avenue and Kilauea Avenue intersections with Puainako Street are
both signalized. The methodology for analyzing signalized intersections calculates the
levels of service for individual movements, approaches and the intersection as a whole
based on the average stopped delay per vehicle. The results range from level of
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service A (best with average delays less than ten seconds) to F (worst with average
delays longer than 80 seconds, described as follows;
LEVEL OF
SERVICE
CONTROL DELAY PER
VEHICLE
SecondsNehicle
A
< 10.0
B
10.1 to 20.0
C
20.1 to 35.0
D
35.1 to 55.0
E
55.1 to 80.0
F
> 80.1
Many jurisdictions consider levels of service A to D as acceptable for areas like Hilo,
with levels of service E and F indicating the need for mitigating measures. For
signalized intersections, the major streets can be designed to have a higher level of
service than the side streets or turning lanes. Lower levels of service on the latter
approaches can be tolerated if they permit the main approaches to have acceptable
levels of service.
Table 2 summarizes the signalized intersection level of service analysis for the
Kanoelehua Avenue and Kilauea Avenue study intersections. For each of the AM, PM
and Saturday peak hours, the 2007 existing, 2008 ambient and four 2008 total with
project forecast data are placed side by side. This format facilitates a comparison of
traffic performance for the different forecast scenarios to give an indication of the traffic
impacts of ambient traffic growth and the proposed project. Data includes levels of
service, delay (seconds), and 90% back of queue length for movements that are at level
of service F. Data is given for the entire intersection, each approach, and key
movements (lanes) of approaches as appropriate. Key movements include the
Kanoelehua Avenue northbound left turn lane, the Puainako Street westbound
through/left turn lane at Kilauea Avenue, and the Kilauea Avenue southbound left turn
lane. The level of service calculation worksheets are provided in Appendix B.
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The Kanoelehua Avenue/Puainako Street intersection is currently operating at an
acceptable level of service D in both the morning and afternoon peak hours and at level
of service C in the Saturday peak hour. None of the approaches and movements
currently has unacceptable levels of service. The intersection is forecast to operate at
the current acceptable levels of service during the morning and afternoon peak hours
with the increases in ambient traffic and total with project traffic volumes.
The Saturday levels of service are currently near the boundary between level of service
C and D; therefore, the additional traffic will cause a change to level of service D for the
intersection and some approaches. The Kanoelehua Avenue northbound left turn lane
is forecast to change to level of service E with the higher average trip generation
volumes during the Saturday peak. However, level of service E is considered
acceptable for turning movements when the major movements remain at acceptable
levels of service. The actuated traffic signal timing plans at this intersection should be
able to accommodate the traffic increases from ambient growth and from the proposed
project, although it could lead to slightly increased delays for the northbound and
southbound through traffic as it accommodates the increased turning movements.
Therefore, the proposed project is not expected to have an adverse traffic impact at the
Kanoelehua Avenue/Puainako Street intersection. The different traffic patterns created
by the right turn in, right turn out and permitted left turn alternatives are not expected to
have any perceptible impact.
The Kilauea Avenue/Puainako Street intersection is currently operating at an acceptable
level of service C in both the morning and afternoon peak hours and at a very
acceptable level of service B in the Saturday peak hour; although more traffic queues
were observed on Saturday. The reason for this dichotomy is that weekday traffic
volumes on Kilauea Avenue are much higher than Saturday, while Saturday traffic
volumes on Puainako Street are almost as high as weekday volumes.
The intersection is currently operating at levels of service C or better during the morning
peak hour for its overall and individual approaches, except for the Kilauea Avenue
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southbound left turn lane. Although there is not a large traffic volume (65 vph), this
movement needs to face a large volume of northbound through traffic heading to
downtown Hilo. This intersection will continue to operate at acceptable levels of service
with increased traffic from ambient traffic growth and the proposed project. The Kilauea
Avenue southbound left turn movement is expected to decrease to level of service E
with the increased traffic. However, level of service E would be considered acceptable
for turning movements when the major through movements remain at acceptable levels
of service.
This intersection is currently operating at levels of service C or better overall and on its
approaches during the afternoon peak hour. It will continue to operate at these
acceptable levels with the forecasted traffic increases. The Kilauea Avenue southbound
left turn movement is forecast to remain at level of service C since the main traffic flow
on Kilauea Avenue is in the same direction. The long traffic queue observed on the
Puainako Street westbound approach is expected to lengthen with increased traffic, and
could reach the location of the proposed project driveway. The movement is expected
to remain at level of service C.
The intersection and all but one movement are currently operating at levels of service B
or better during the Saturday peak hour. The Kilauea Avenue southbound left lane is
currently operating at level of service C. The Puainako Street eastbound approach and
the Kilauea Avenue southbound approach are forecast to change to level of service C
with increases in ambient traffic and would remain so with project generated traffic with
the low trip generation rate. The higher Saturday traffic volumes forecast with the
average trip generation rates would also cause the Puainako Street westbound
approach to change to level of service C. Level of service C is considered to be an
acceptable level of service.
Therefore, the proposed project is not expected to have an adverse traffic impact at the
Kilauea Avenue/Puainako Street intersection. The different traffic patterns created by
the right turn in, right turn out and permitted left turn alternatives are not expected to
have any perceptible impact.
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Unsionalized Intersection Analysis
The Kekela Street/KTA Center makai driveway and KTA Center mauka driveway
intersections are currently unsignalized. The procedure used for analyzing unsignalized
intersections calculates vehicle delays and levels of service based on the distribution of
gaps in traffic on the major street and driver judgment in selecting gaps through which
to execute turns. For two-way stop intersections where only the minor street traffic is
controlled by a stop sign, levels of service are calculated for the critical turning
movements including outbound movements from the stop -controlled approach, and left
turns from the major street to the minor street. The procedure does not calculate an
overall intersection level of service.
The Hicihwav Capacity Manual defines the relationship between level of service and
delay (in seconds/vehicle) for unsignalized intersections as follows:
LEVEL OF
SERVICE
DELAY
(Seconds/Vehicle)
A
< 10.0
B
10.1 to 15.0
C
15.1 to 25.0
D
25.1 to 35.0
E
35.1 to 50.0
F
> 50.1
Levels of service A to E are considered acceptable for unsignalized intersections in
urban areas like Hilo. Level of service F (with average delays longer than 50 seconds)
is considered undesirable for unsignalized intersections and would indicate the possible
need for mitigation. Level of service F conditions could be tolerated if the delays are not
much higher than 60 seconds, traffic queues are short, and there are no reasonable
mitigating measures available.
Table 3 summarizes the unsignalized intersection level of service analysis for the two
study intersections. As with Table 2 for the signalized intersection analysis, the
existing, 2008 ambient and four total with project traffic data are placed side by side for
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each of the morning, afternoon, and Saturday peak hours. This format facilitates a
comparison of levels of service for the different forecast scenarios to give an indication
of the traffic impacts of ambient traffic growth and the proposed project. Levels of
service, delay, and queue length (for movements with unacceptable levels of service)
are given for the following approaches and movements: side street approach and its
through, left and right turn movements, and left turn movements from Puainako Street.
The worksheets for the level of service calculations are provided in Appendix C.
The first page of Table 3 shows the results for the Puainako Street/Kekela Street/KTA
Center makai driveway intersection. The Kekela Street approach is currently striped as
one lane for all three outbound movements, but the developer intends to restripe the
approach with two lanes for through/left turns and right turns when the proposed project
is constructed.
During the morning peak hour, the KTA Center driveway currently operates at level of
service C and is forecast to decrease to level D with the higher ambient traffic. This
approach would remain at level of service D with the additional traffic from the four
traffic alternatives of the proposed project. The Kekela Street approach is currently
operating at level of service D despite having fewer vehicles than the opposing KTA
Center driveway because of the higher westbound volumes. This approach would
remain at level of service D with the additional traffic from ambient traffic growth and the
four traffic alternatives of the proposed project. With the approach restriped to two
lanes, the right turn lane would be operating at level of service B while the through/left
turn lane would be at level F. This does not imply an adverse impact, but rather that the
difficult -to -make through and left turn movements have been put into their own lane and
would not delay the higher volume right turn movement. Both east and westbound left
turn movements from Puainako Street are currently operating at level of service A and
forecast to remain at the same level for the ambient and total with project forecasts.
During the afternoon peak hour, both side street approaches are currently operating at
level of service F and would experience longer delays with the higher traffic forecasts.
Adding an inbound lane to the proposed project from Kekela Street would increase the
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volume of left turns on the Puainako Street to Kekela Street movement, which in turn
would increase delays for both side street outbound movements relative to their
respective right turn in, right turn out alternatives. While adding a second lane to the
Kekela Street approach would lower overall delay for the approach, the delay on the
through/left turn lane would increase to very high levels that would require mitigation.
The level of service on the Puainako Street eastbound left turn lane is currently at level
of service A and is forecast to remain so with the four traffic alternatives of the proposed
project. The westbound left turn movement into KTA Center is already at level of
service B and is forecast to remain at that level. However, observations at other
locations on Hawai'i Island would indicate that making left turn movements under level
of service B conditions can be very difficult.
The results for the Saturday peak hour are similar to that for the afternoon peak hour,
except that the KTA Center approach has higher delays than the Kekela Street
approach. This is due to the eastbound Saturday volumes being higher than the
corresponding PM peak volumes and the westbound Saturday volumes being lower
than the corresponding PM peak volumes. Many of the comments for the PM peak are
also appropriate for the Saturday peak. Both side street approaches are currently
operating at level of service F and would experience longer delays with the higher traffic
forecasts, with higher delays if inbound left turns are added to Kekela Street. The high
values of delay on both the KTA Center approach and the Kekela Street through/left
turn lane indicate the need for mitigating measures. The current and forecast level of
service B for the westbound left turn lane into KTA Center would indicate difficulty
making the left turn movement.
The above analysis indicates the need for mitigating measures at the Puainako
Street/Kekela Street/KTA Center makai driveway intersection during the weekday
afternoon and Saturday peaks, with or without the proposed project. If the proposed
project had only right turn in, right turn out access, eastbound vehicles from Kilauea
Avenue and West Puainako Street wanting to access the proposed project would find it
very difficult and experience long delays to turn into KTA Center and cross Puainako
Street at Kekela Street.
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The second page of Table 3 shows the results for the Puainako Street/KTA Center
mauka driveway intersection/proposed project driveway intersection. Levels of service
and delay were calculated for the outbound movement from the KTA Center driveway,
the outbound right turn movement from the proposed project driveway, and the
westbound left turn movement from Puainako Street into the KTA Center driveway.
During the morning peak hour, the KTA Center mauka driveway currently operates at
level of service C and is forecast to remain at the same level with the higher ambient
traffic and the additional traffic from the four traffic alternatives of the proposed project.
The westbound left turn from Puainako Street is currently operating at level of service A
and is forecast to remain at the same level with all forecast alternatives. The right turn
movement from the proposed project is forecast to be at level of service B with all four
traffic alternatives.
During the afternoon peak hour, the KTA Center mauka driveway is currently operating
at level of service E and is forecast to remain at the same level with the higher ambient
traffic forecast. The approach level of service will change to F with the additional traffic
from the four traffic alternatives of the proposed project. However, the delays are not
high enough that they could be tolerated and would not require mitigation. The
westbound left turn from Puainako Street is currently operating at level of service B and
is forecast to remain at that level. As previously discussed, this implies some difficulty
with making the left turn movement. The right turn movement from the proposed project
is forecast to be at level of service B with all four traffic alternatives, which implies no
need for mitigation. .
During the Saturday peak hour, the KTA Center mauka driveway is currently operating
at level of service F and delays will increase with the higher forecast volumes. The
delays associated with adding left turns at Kekela Street would be higher than those
with the respective right turn in, right turn out alternative. The delays would be high
enough to warrant mitigation. The westbound left turn from Puainako Street is currently
operating at level of service B which implies some difficulty with making the left turn
movement, and is forecast to remain at that level. The right turn movement from the
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
proposed project is forecast to be at level of service B with all four traffic alternatives,
which implies no need for mitigation.
The above analysis indicates the need for mitigating measures at the Puainako
Street/KTA Center mauka driveway intersection/proposed project driveway intersection
during the weekday afternoon and Saturday midday peak hours, with or without the
proposed project. To minimize the traffic impact from the proposed project, project
ingress and egress should be limited to a right turn in, right turn out roadway.
The above analysis indicates the current need for mitigation measures at the two
unsignalized study intersections on Puainako Street. The most technically feasible
alternative would be to restrict the two KTA Center driveways' outbound movements to
right turn only. The level of service for this movement would improve to level B at both
driveways. However, the impact of the limited number of vehicles making this
movement and having to use another path was not calculated. This restriction would
also improve the other levels of service on the other movements at these intersections.
In lieu of restricting these two driveways to right turn outs only, widening the driveways
to two outbound lanes (one right turn and one through/left turn) would have the same
impact as at the Kekela Street approach. The approach and right turn lane movements
would improve to acceptable levels of service while the through/left turn lane would be
at level of service F. However, these mitigating actions cannot be implemented as part
of the proposed project.
Eliminating the westbound left turn lanes on Puainako Street at these two intersections
would also improve traffic operations on Puainako Street, however this option is not
considered to be feasible. There are over 450 vph making this movement during the
weekday afternoon and Saturday peak hours, and it would be difficult to identify an
alternate travel path for them to utilize.
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
DESIGN CONSIDERATIONS
In addition to the separate inbound/outbound access driveway, the project developer
would like consideration to be given for a delivery -only entrance from Kekela Street into
the back of the project site. With this delivery entrance, delivery vehicles would turn
from Kanoelehua Avenue onto Puainako Street, turn right into Kekela Street, then turn
left into a delivery route on the project site. This would remove large vehicles from the
main aisle way and prevent them from driving through the general parking area.
Delivery vehicles would not be able to exit the project site via Kekela Street but must
use the right turn out only lane. This improvement does not lend itself to a level of
service analysis due to the small number of vehicles involved. This proposed
improvement is not shown on Figure 2, Site Plan, but the project developer will work
with State and County engineers on this proposal.
The project developer will include several changes to his project that are not shown on
Figure 2, Site Plan, in response to government comments. The existing paved and
striped pedestrian walkway on Puainako Street will be extended the length of the
proposed project site to Kilauea Avenue. The parking lot layout will be designed to
eliminate turning movements into the first parking aisle to prevent traffic backups into
the main roadway. At the request of the County of Hawaii Fire Department, the island
separating the inbound and outbound access lanes will be designed to be mountable so
that fire engines could make a left turn from westbound Puainako Street directly into the
project site. The volume of trips forecast to be generated by the proposed project is not
expected to require a separate inbound storage lane.
CONCLUSIONS
The proposed project is not expected to have an adverse traffic impact on the two
signalized intersections at Kanoelehua Avenue and Kilauea Avenue. The actuated
traffic signal controller at the Kanoelehua Avenue intersection should be able to adjust
to the small changes in traffic volumes, although there could be slight increases in delay
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GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
for through traffic on Kanoelehua Avenue. The older traffic signal controller at the
Kilauea Avenue intersection would also be able to accommodate the additional traffic.
The biggest impacts would be at the two unsignalized intersections that also service the
KTA Center driveways. These driveways are already or will be operating at undesirable
levels of service and would require mitigation. To minimize the traffic impacts on
Puainako Street, access to the proposed project should be restricted to a right turn in,
right turn out driveway with consideration given for a delivery -only entrance from Kekela
Street into the back of the project site.
The project developer will incorporate several project changes in response to
government comments:
The existing paved and striped pedestrian walkway on Puainako Street will be
extended the length of the proposed project site to Kilauea Avenue.
The parking lot layout will be designed to eliminate turning movements into
the first parking aisle, to prevent traffic backups into the main roadway.
The island
separating the
inbound and outbound
access
lanes will be
designed to
be mountable
so that fire engines could
make a
left turn from
westbound Puainako Street directly into the project site.
The volume of trips forecast to be generated by the proposed project is not
expected to require a separate inbound storage lane.
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Reki-ences
GINGER PATCH COMMERCIAL DEVELOPMENT TRAFFIC IMPACT ANALYSIS REPORT
References
1. Highway Capacity Manual, Transportation Research Board, National Research
Council, Washington, D.C., 2000 Edition.
2. Highway Capacity Analysis Program, Version 1, Catalina Engineering, Inc., 2003.
3. Statewide Transportation Improvement Program, FY 2006 through 2008, State of
Hawai'i Department of Transportation, 2005.
4. Traffic Impact Analysis Report Home Depot Hilo, M&E Pacific, Inc., 2003.
5. Trip Generation Report, Seventh Edition, Institute of Transportation Engineers,
2003.
6. Trip Generation Handbook, Second Edition, Institute of Transportation Engineers,
2004.
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335
0 Ln
r o
t
-2.6%
60
8.6%
-J 1
Lo oo
uo,
n
t
20
175
Lo Ln 0
to M
t
25 45
215 1 17.4%
1
L-
r
70
1 L-
r
75
265
S
-,
T r
PUAINAKO ST 340 J
-,
T r-
180
180
—
Ln
Ln
95 195 -
n
T r
105
7
M
T r
17.1% 110 -1
335
°
11.0%
4 TO WEST TO EAST —�
AM PEAK HOUR
KANOELEHUA AVE KANOELEHUA AVE
4 TO WEST TO EAST
PM PEAK HOUR
KANOELEHUA AVE
KANOELEHUA
AVE
-2.3%
Ln o
Cl)
o
N
t
95
335
0 Ln
r o
t
110
340
60
8.6%
-J 1
r
-,
290
T r
1
PUAINAKO ST 250 ?
r
-,
335
T r-
o Ln
N
225 S
265
265
—
o
o in15
260 —
Loin
o
-i 1
205
7
265
(D -
2.3% 205 -1
r
245
305
J
-,
T r
PUAINAKO ST
275 J
70
T r
4 TO WEST TO EAST
PM PEAK HOUR
KANOELEHUA AVE
KANOELEHUA
AVE
115
9.7%
o Ln
N
Ln
L
60
390
Ln Un o
Lo
N acv -
t
,
100
295
-75
10.8%
-i 1
r
265
" 1 "
r
245
305
J
-,
T r
PUAINAKO ST
275 J
-,
T r
335
-
o
n o
735
320 -
o
NCDN
o n
85
-1
-
oN
5.0%
95 z
of TO WEST TO EAST I,
SATURDAY PEAK HOUR
2003 2007
Legend:
Volume change from 2003 to 2007
Percent change from 2003 to 2007 Not t0 Scale
COMPARISON OF 2003 & 2007 PEAK HOUR TRAFFIC VOLUMES
FIGURE 4
YEAR
14,319
DAILY TRAFFIC VOLUMES
OF
KANOELEHUA AVE
PUAINAKO ST
COUNT
NORTH LEGSOUTH LEG
EAST LEG
WEST LEG
1994
31,399
36,328
16,973
20,164
1996
30,146
28,078
18,418
20,514
1998
29,004
32,255
17,508
17,290
2000
41,178
28,788
16,695
17,946
2002
30,953
34,977
14,769
18,440
2004
32,740
34,644
15,252
2006
33,600
18,156
10,000
Source: State of Hawaii Department of Transportation
YEAR DAILY TRAFFIC VOLUMES
OF KILAUEA AVE PUAINAKO ST
COUNT NORTH LEG SOUTH LEG EAST LEG WEST LEG
1996
14,319
11,471
20,582
13,449
1998
15,232
11,252
17,790
11,834
2000
35,000
2002
14,666
10,434
19,377
12,862
2004
14,145
11,373
19,542
11,788
2005
15,160
10,520
KANOELEHUA AVE-PUAINAKO ST
45,000
U)
40,000
35,000
J
>
30,000
U
LL
25,000
20,000
A
d
15,000
10,000
5,000
1994 1996 1998 2000 2002
2004 2006
YEAR
6 Kanoelehua N. Leg-W-Kanoelehua S. LegPuainako E. Leg
X Puainako W. Leg
r.25,000
KILAUEA AVE-PUAINAKO ST
20,000 A�
LL
15,000
10,000
Y
J
c
5,000
1996 1998 2000 2002 2004 2005
YEAR
Kilauea N. Leg tKilauea S. Leg-�Puainako E. Leg
�FPuainako W. Leg
DAILY TRAFFIC VOLUMES ON PUAINAKO STREET
AT KANOELEHUA AVENUE AND KILAUEA AVENUE
FIGURE 5
_
oa
CO
C6
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ui d
a �
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m
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= O
w
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a
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U) W
O�
a LL
Z
a
IL
cn
LU
J
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U
LL
9
F-
J
2
KILAUEA AVE
PROJECT SITE
KEKELA ST
KANOELEHUA AVE
u� o
,n
t
370
,t Lo
t 35
0 LO
0
o
f
25
N
m
-
355
655
m N
- 580
L
"
-
225
1-
310
r
30
r 85
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r 80
-' 1
4
r
80
50
S
-J 1
T r
535
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T r
345
S
660 h r+
T r
405
-
T r
n o
35 1
o
M°
1
470 -0
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205
Lo
a
0 0
50
-1°
u� o
m
270
-
40 7
o un
115
7
co
CN
1
125
7
w
KTA CENTER DRWY
KTA CENTER DRWY
7-
KTA CENTER DRWY
ro
DRWY
TO
WEST
KTA CENTER DRWY
KTA CENTER
DRWY
TO
EAST
TO
WEST
AM PEAK HOUR
EAST
KILAUEA AVE
PROJECT SITE
KEKELA ST
KANOELEHUA AVE
om
,n
0
t
285
0
t
t
25
rn 0
rot
LO
105
115
0
360
455
720
U)
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-
620
" �
310
�J 1
355
«J 1
'-
r
45
r 245
1
L�
r
220
-J 1
'-
r
350
20
1"
25 S
T r
660 h r+
25
S
ti
T r
255
-T
-,
T x-
415
-
Lo
o o
105 7 Ln
555
Lo
u� o
0
270
-
o
o un
80
7
co
CN
1
125
7
w
210
7-
KTA CENTER DRWY
ro
DRWY
KTA CENTER DRWY
KTA CENTER
DRWY
TO
WEST
TO
EAST
TO
EAST -�
PM PEAK HOUR
KILAUEA AVE
PROJECT SITE
KEKELA ST
KANOELEHUA AVE
Lo o
o
t
300
0 "
t
25
0 0
in
LO
t
105
N N
,
360
595
cO
590
N c
-
310
�J 1
'-
r
35
r 225
1
r
255
-' 1
r
255
25
-T
T r
645 «, rr
25 S
T r
280
1
•,
T r
440
-+
85 7 , Lo
615 —
n
N
335
—
Lo
u� o
40
1
a0
m
N-
120 7
N
1
95
7
not
rn N
KTA CENTER DRWY
KTA CENTER
DRWY
TO
WEST
TO
EAST
SATURDAY PEAK HOUR
Not to Scale
2008 AMBIENT TRAFFIC FORECAST
FIGURE 7
KILAUEA AVE
t 17
1 7
1 r 16
T
1 N
13 7
PROJECT SITE KEKELA ST KANOELEHUA AVE
t 55 I 54 1
KTA CENTER DRWY
t--'- TO WEST
AM PEAK HOUR
KILAUEA AVE
t 12
6
T 16
-1
9 7
TO WEST
KILAUEA AVE
It 13
6
r 16
-1
9 7
TO WEST
«, T
0
CO
TO EAST 10
PROJECT SITE KEKELA ST KANOELEHUA AVE
It 37 36
KTA CENTER DRWY
PM PEAK HOUR
T
N
TO EAST -1
PROJECT SITE KEKELA ST KANOELEHUA AVE
04 Cq
t 37 I 36 1
KTA CENTER DRWY
SATURDAY PEAK HOUR
-, T
N N
TO EAST -11-
Not to Scale
LOW PROJECT GENERATED TRAFFIC ASSIGNMENT
WITH RIGHT TURN IN, RIGHT TURN OUT ONLY
FIGURE 8
KILAUEA AVE PROJECT SITE
t 15 00
7 r' t 30
-' 1 L, T 15
t r
12 ry Ln 22
KEKELA ST KANOELEHUA AVE
30
� 1
N
KTA CENTER DRWY KTA CENTER DRWY
�'— TO WEST TO EAST —�
AM PEAK HOUR
KILAUEA AVE PROJECT SITE KEKELA ST KANOELEHUA AVE
t 13 a>
6 r' t 21 20 M
1 !' 16 'J 1
T r 16 7
8 15
KTA CENTER DRWY KTA CENTER DRWY
4 TO WEST
PM PEAK HOUR
KILAUEA AVE
L 13
7
1 t 16
8 t
4 TO WEST
«, r
TO EAST —►
PROJECT SITE KEKELA ST KANOELEHUA AVE
.j I t 21 I- 20 " i 4
16 -T T
15 ry ry
KTA CENTER DRWY KTA CENTER DRWY
TO EAST -0
SATURDAY PEAK HOUR
Not to Sca
LOW PROJECT GENERATED TRAFFIC ASSIGNMENT
WITH INBOUND LEFT TURN PERMITTED
FIGURE 9
KILAUEA AVE
t 9
3
F 8
5 7
PROJECT SITE
N It 26
KEKELA ST KANOELEHUA AVE
26 c
�T
W M
KTA CENTER DRWY
4— TO WEST TO EAST —�
AM PEAK HOUR
KILAUEA AVE PROJECT SITE KEKELA ST KANOELEHUA AVE
t 19
9 "' t 57 56 C1'
r 28 '' 1
ti t
� M
Cl)
13 7
KTA CENTER DRWY
f— TO WEST TO EAST -�
PM PEAK HOUR
KILAUEA AVE
t 35
16
t 43
22 7
TO WEST
PROJECT SITE
° t 98
KEKELA ST KANOELEHUA AVE
00
94
«� 1
T
00
KTA CENTER DRWY
SATURDAY PEAK HOUR
TO EAST –0
Not to Scale
AVERAGE PROJECT GENERATED TRAFFIC ASSIGNMENT
WITH RIGHT TURN IN, RIGHT TURN OUT ONLY
FIGURE 10
KILAUEA AVE PROJECT SITE
t 9 0
1 3 04 t 15
1 r 8
T r
5 10
N
KEKELA ST KANOELEHUA AVE
15
1
KTA CENTER DRWY KTA CENTER DRWY
O M
f- TO WEST TO EAST
AM PEAK HOUR
KILAUEA AVE PROJECT SITE KEKELA ST KANOELEHUA AVE
C? t 19 fl- � co
9 'A t 32 31
1 r 28 ' 'J 1
T r 25 -T T
11 N 23 M
KTA CENTER DRWY KTA CENTER DRWY
�-- TO WEST TO EAST —►
PM PEAK HOUR
KILAUEA AVE PROJECT SITE KEKELA ST KANOELEHUA AVE
�,y 0 t 35 m N ao
16 ° t 56 54
1 r 43 1
T r 40 S
1836
KTA CENTER DRWY KTA CENTER DRWY
F— TO WEST
SATURDAY PEAK HOUR
M 00
TO EAST 0
Not to Scale
AVERAGE PROJECT GENERATED TRAFFIC ASSIGNMENT
WITH INBOUND LEFT TURN PERMITTED
FIGURE 11
KILAUEA AVE
Ln
Ln
t
390
rn
r N
0
m
«-
360
1
',
r
45
50
-T
T r
400
-+
0
`n o
65
1
°'
N
4 TO WEST
KILAUEA AVE
Ln
Ln
t
295
Ln
N
25
460
1
'-
r
65
20
-T
T r-
410
410
-
220
O o
85
1
a0
N
4 TO WEST
KILAUEA AVE
04 04 I 315
N N 365
1 r 55
25 1 T r-
440
440 0 o
50
TO WEST
PROJECT SITE
0 L 55
655
T 85
535 , r
35 1 0
m O
KTA CENTER DRWY
KEKELA ST
,n t 35
w " - 635
«j 1 '- r 80
30 S -, T r-
470
470 m o
40 1
KTA CENTER DRWY
AM PEAK HOUR
PROJECT SITE
KEKELA ST
,n
t
t 35
0 Lo
t
25
225
-' 1
720
LO "'
-
660
S
F 245
+J 1 '-
r
220
660
-
-, r
25 S
r'
T r
105
1
LO in
555 -
n
o
125 1
KTA CENTER DRWY
KTA CENTER
DRWY
PM PEAK HOUR
PROJECT SITE KEKELA ST
LO L 35 0 _ Ln t 25
595 ° , 625
«i r 225 ' 1 L. r 255
645 - -, r 25 S " T r-
85
85 1 ,n Lo 615 - n N ao
120 1 `�
KTA CENTER DRWY KTA CENTER DRWY
SATURDAY PEAK HOUR
KANOELEHUA AVE
t
25
No N
u,
O
-
225
-' 1
r
80
345
S
T r
205
-
0
0 0
115
1
r'
TO EAST 11
KANOELEHUA AVE
00 t 115
v � 355
.J 1 L-. r 350
255 J I •, T r
270 -+ Ln o n
ce) It
210 1 N
TO EAST —1
KANOELEHUA AVE
in o Ln I t 105
N
00 - 310
+J 1 ', r 255
280 S I -, 1 r-
335
335 0 Ln o
95 1 N M N
TO EAST —1
Not to Scale
2008 TOTAL WITH LOW PROJECT TRAFFIC FORECAST
WITH RIGHT TURN IN, RIGHT TURN OUT ONLY
FIGURE 12
KILAUEA AVE
c
t
385
Ln
u N
-
360
1
C
45
50
1
T r-
415
415
-
N
50
1
m
TO WEST
KILAUEA AVE
o Lo o It 295
u' LO N «- 460
1 I- i' 65
20 1I., T r
420 Lo o 0
80 7 °0 N
TO WEST
KILAUEA AVE
U) It 315
N N 370
1 ! 55
25 S ti T r-
445
445 — O
40 1 o M
f— TO WEST
PROJECT SITE
o t 30
1 655
«� C 85
555
35 1 M C�
KTA CENTER DRWY
KEKELA ST
to Lo t 35
fO `4 — 610
1 " r 80
50 1 -- T r
470 Ln M o0
40 1 co
KTA CENTER DRWY
AM PEAK HOUR
KEKELA ST
t 20 0 n t 25
1 720 LO " - 640
C 245 +' 1 '- r 220
r 40 1 " T r
675 - Ln 555 - Loo
LO
105 7 - 125 7 `4
KTA CENTER DRWY KTA CENTER DRWY
PM PEAK HOUR
PROJECT SITE KEKELA ST
t 20 0 Lo t 25
Cl) 1 595 `O - 610
T 225 " 1 '- f 255
r 40 1 T r
660 n 615
85 1 120 7 N N m
KTA CENTER DRWY KTA CENTER DRWY
SATURDAY PEAK HOUR
KANOELEHUA AVE
vp o t 25
225
1 ti T' 80
345 1 I ^, T r-
205
205 Lo o
115 7
TO EAST —1
KANOELEHUA AVE
to rn 0 115
M — 355
+' 1 ti I r 350
255 1 I " T r
270 o o n
210 7
TO EAST 0
KANOELEHUA AVE
rn m n 105
N o 310
«-L 1 ti I F 255
280 1I T r
335 0 ko o
95 Z N 00)) N
TO EAST 0
Not to Scale
2008 TOTAL WITH LOW PROJECT TRAFFIC FORECAST
WITH INBOUND LEFT TURN PERMITTED
FIGURE 13
KILAUEA AVE
o
o
t
380
'n N
n
cO
--
355
-' 1
'-
r
35
50
S
-
T r
405
-
0
o o
55
-1
co
N
�- TO WEST
KILAUEA AVE
0
o
t
300
0 0
�' uJ
o t
N
25
460
1
'-
r
75
20
-T
-
T r-
415
415
-
0
o o
90
7
co
N
�— TO WEST
KILAUEA AVE
o
o
t
335
N N
t
25
375
liF
720
N
80
25
-T
-,
T r
440
-
0
o
65
7
aD
M
�-'— TO WEST
PROJECT SITE
0 t 25
C-' . 655
-' r 85
535 -, r-
35
35 7 o n
M m
KTA CENTER DRWY
KEKELA ST
to n t 35
605
1 4 r 80
30 J -, T r
470 M
M0
40 -1
KTA CENTER DRWY
AM PEAK HOUR
PROJECT SITE
KEKELA ST
n
t
t 55
0 ,n
t
25
n
1
720
N
-
680
S
-,
F 245
1 '--
r
220
660
-
-, r
25 S
-,
T r
105
7u7
Jn
555
04
o
LO
`04
125 -1
KTA CENTER DRWY
KTA CENTER
DRWY
PM PEAK HOUR
PROJECT SITE KEKELA ST
to t 100 ,n t25
°' 1 595 `O , 685
-' r 225 �' 1 '- r 255
645 - " r 25 S ti T r+
85 7 ,n m 615 - ,n N
C%4co
120 7 �J
KTA CENTER DRWY KTA CENTER DRWY
SATURDAY PEAK HOUR
KANOELEHUA AVE
Ln
t
25
N
N
0
°'
225
1
'-
r
80
345
S
-,
T r-
205
205
-+
o
o
115
7
v
TO EAST —0
KANOELEHUA AVE
o N t 115
355
1 r 350
255 S - T r
270 - u, to Ln
210 7 N (Da
TO EAST 11
KANOELEHUA AVE
Ln � � t 105
c') CO , 310
+-J 1 L, r 255
280 .T I , T r-
335
335 - 0 0 o
95 Z N 0) N
TO EAST 0
Not to Scale
2008 TOTAL WITH AVERAGE PROJECT TRAFFIC FORECAST
WITH RIGHT TURN IN, RIGHT TURN OUT ONLY
FIGURE 14
KILAUEA AVE
o
Ln
t
380
LO
N
o
355
- 1
L.
F
35
50
?
-
T r
410
--
oo
Ln
50
7
rn
N
— TO WEST
KILAUEA AVE
0
Ln
t
300
on
LO LO
m
460
- 1
L.
f
75
20
S
-i
T r-
425
425
--
,n
o Ln
80
7
a0
N
�— TO WEST
KILAUEA AVE
0
o
t
335
N
m
375
-J 1
"
r
80
25
S
-
T r
455
~mom
40
1
�--'— TO WEST
PROJECT SITE
o t 15
655
T 85
-, r
545
35 7 m '
KTA CENTER DRWY
KEKELA ST
n n t 35
m 595
I - r 80
40 ? " T r
470 — M m o
40 7
KTA CENTER DRWY
AM PEAK HOUR
KEKELA ST
t 30 0 t 25
. 720 LO — 655
-J T 245 " 1 L-- T 220
r 50 J " T r
685 — Ln 555 — Loo
105 7 m 125 7 N
KTA CENTER DRWY KTA CENTER DRWY
PM PEAK HOUR
PROJECT SITE KEKELA ST
n t 551
25
595 LD 645
- t 225 -J 1 T 255
-, r 65 S I " T r
680 - u Ln 615 -- Lo Lo
85 7 N m 120 Z N N o
KTA CENTER DRWY KTA CENTER DRWY
SATURDAY PEAK HOUR
KANOELEHUA AVE
Loot 25
LO 225
I L- r 80
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Not to Scale
2008 TOTAL WITH AVERAGE PROJECT TRAFFIC FORECAST
WITH INBOUND LEFT TURN PERMITTED
FIGURE 15
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rr ,tir° Turnin,(; Alosterr ent Counts
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / Kanoelehua Avenue
DATE:
February 1, 2007, Thursday
TIME:
6:30a -9:00a / 3:00p -6:00p
WEATHER:
Clear
RECORDER:
Carole Darby / Robert Miguel
4 10
To Keaau 7 8 9 To Banyan Drive
1 L+
1 1 L 10
2 + 11
3 -1 r 12
KANOELEHUA -i T r+ AVENUE
4 5 6
PUAINAKO STREET
TIME MOVEMENT NUMBER
PERIOD 1 2 3 4 5 6 7 8 9 10 11 12 TOTAL
6:30-6:45a 64 226 28 9 14 0 31 35 61 25 90 1 584
6:45-7:00a 93 264 50 20 47 4 29 56 71 16 78 9 737
7:00-7:15a 122 311 47 24 56 7 35 47 83 26 117 4 879
7:15-7:30a 137 364 30 19 51 6 30 53 84 21 108 6 909
7:30-7:45a 110 373 21 15 58 5 23 47 86 26 140 7 911
7:45-8:00a 76 325 37 17 48 5 24 46 86 30 149 14 857
8:00-8:15a 73 337 40 24 38 6 24 51 61 32 137 8 831
8:15-8:30a 75 255 41 37 48 7 20 55 67 38 168 5 816
8:30-8:45a 77 234 43 26 33 8 15 48 43 35 120 14 696
8:45-9:00a 63 235 44 24 35 11 23 49 58 40 104 14 1 700
6:30-8:30a 890 2924 381 215 428 59 254 487 700 289 1211 82 1 7920
7:30-8:30a 334 1290 139 93 192 23 91 199 300 126 594 34 3415
PHF 0.875 0.946 1.09
TIME MOVEMENT NUMBER
PERIOD 1 2 3 4 5 6 7 8 9 10 11 12 TOTAL
3:00-3:15p 58 194 49 77 88 31 63 131 117 119 415 69
3:15-3:30p 54 240 58 71 95 43 28 47 51 45 171 23
3:30-3:45p 60 161 45 83 75 23 59 84 60 83 314 49 1096
3:45-4:00p 57 188 43 83 68 32 59 71 70 77 285 30 1063
4:00-4:15p 44 161 33 88 80 36 41 43 41 53 241 36 897
4:154:30p 47 178 40 80 86 35 57 79 82 88 295 40 1107
4:304:45p 57 167 33 83 93 26 54 53 69 106 351 41 1133
4:45-5:00p 46 155 37 94 87 24 41 56 50 85 308 39 1022
5:00-5:15p 27 117 32 77 73 24 52 71 47 101 351 35 1007
5:15-5:30p 36 112 37 85 84 21 54 58 45 96 347 47 1022
5:30-5:45p 49 118 21 83 105 27 39 66 54 72 270 28 932
5:45-6700p 43 115 35 87 77 15 41 57 53 48 251 27 1 849
3:00-6:00p 578 1906 463 991 1011 337 588 816 739 973 3599 464 10128
4:30-5:30p 166 551 139 339 337 95 201 238 211 388 1357 162 4184
PHF 1.216 0.923 0.957
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / KTA / Kekela Street
DATE:
February 1, 2007, Thursday
TIME:
6:30a -9:00a / 3:00p-6:OOp
WEATHER:
Clear
RECORDER:
Carole Darby / Robert Miguel
4 — —►
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«� 1 '4
1 J L 10
2 11
3 7 l 12
KTA ACCESS '-7 T r' KEKELA ST
4 5 6
PUAINAKO STREET
TIME
MOVEMENT
NUMBER
PERIOD
1
2
3
4
5
6
7
8
9
10
11
12
TOTAL
6:30-6:45a
12
0
24
23
75
12
13
88
12
11
1
9
280
6:45-7:00a
11
1
20
20
115
7
7
137
10
8
1
13
350
7:00-7:15a
7
1
21
26
146
12
9
138
10
20
1
2
393
7:15-7:30a
6
0
34
16
149
9
9
84
4
11
1
3
326
7:30-7:45a
12
1
19
16
138
8
11
100
7
16
2
10
340
7:45-8:00a
8
1
25
23
120
7
11
124
7
15
0
10
351
8:00-8:15a
10
0
25
28
120
13
12
91
8
12
3
5
327
8:15-8:30a
10
0
32
21
128
8
18
74
5
13
1
3
313
8:30-8:45a
9
0
32
26
136
6
13
73
5
11
5
5
321
8:45-9:00a
16
1
30
30
137
10
25
93
8
14
1
8
373
6:30-8:30a
101
5
262
229
1264
92
128
1002
76
131
16
68
3374
7:15-8:15a
36
2
103
83
527
37
43
399
26
54
6
28
1344
PHF
1.102
0.824
0.786
TIME
MOVEMENT
NUMBER
PERIOD
1
2
3
4
5
6
7
8
9
10
11
12
TOTAL
3:00-3:15p
5
1
52
50
139
10
20
125
10
8
4
11
3:15-3:30p
0
1
42
41
162
12
20
125
11
10
5
7
3:30-3:45p
4
0
41
49
139
5
17
136
7
15
4
4
421
3:45-4:00p
9
0
42
46
165
6
20
129
5
11
2
9
444
4:00.4:15p
3
2
35
34
148
8
25
140
11
10
1
9
426
4:154:30p
9
1
32
53
142
10
26
125
1
14
1
7
421
4:304:45p
4
0
26
57
150
2
35
143
7
12
0
3
439
4:45-5:00p
10
0
49
62
154
5
33
133
9
13
3
7
478
5:00-5:15p
4
0
41
44
146
10
28
127
8
11
0
6
425
5:15-5:30p
8
0
30
47
126
6
24
121
8
13
1
7
391
5:30-5:45p
10
1
38
35
158
2
25
93
11
9
0
6
388
5:45-6700p
4
0
19
30
110
6
18
111
5
7
0
8
318
3:00-6:00p
70
6
447
548
1739
82
291
1508
93
133
21
84
4151
4:30-5:30p
26
0
146
210
576
23
120
524
32
49
4
23
1733
PHF
0.956
0.914
1.267
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / Kilauea Avenue
DATE:
February 1, 2007, Thursday
TIME:
6:30a -9:00a / 3:00p -6:00p
WEATHER:
Clear
RECORDER:
Carole Darby / Robert Miguel
4 —0
To Keaau 7 8 9 To Banyan Drive
«� 1 L+
1 1 t 10
2 11
3 7 f 12
KILAUEA '"i T �"" AVENUE
4 5 6
PUAINAKO STREET
TIME
MOVEMENT
NUMBER
PERIOD
1
2
3
4
5
6
7
8
9
10
11
12
TOTAL
6:30-6:45a
9
48
19
7
59
66
32
35
26
25
68
34
428
6:45-7:00a
17
75
20
1
73
58
17
127
2
6
33
12
441
7:00-7:15a
19
117
33
5
103
96
6
80
10
16
65
19
569
7:15-7:30a
31
186
35
11
99
106
17
110
10
22
71
11
709
7:30-7:45a
17
153
33
6
76
79
11
106
22
12
88
18
621
7:45-8:00a
20
161
40
6
59
86
17
88
9
6
60
18
570
8:00-8:15a
10
80
29
7
66
75
12
74
6
4
61
31
455
8:15-8:30a
16
80
18
2
63
60
13
68
6
2
42
15
385
8:30-8:45a
11
84
15
3
80
75
17
69
3
5
35
18
415
8:45-9:00a
20
99
14
6
55
76
10
66
8
1
34
24
1 413
6:30-8:30a
170
1083
256
54
733
777
152
823
102
99
557
200
5006
7:30-8:30a
63
474
120
21
264
300
53
336
43
24
251
82
2031
PHF
0.809
0.947
0.756
TIME
MOVEMENT
NUMBER
PERIOD
1
2
3
4
5
6
7
8
9
10
11
12
TOTAL
3:00-3:15p
17
70
21
16
79
80
25
109
6
10
115
57
3:15-3:30p
25
96
28
8
102
77
17
99
3
9
84
49
3:30-3:45p
22
75
14
10
98
82
13
94
8
11
77
41
545
3:45-4:00p
16
76
20
13
99
85
31
127
4
8
111
37
627
4:00-4:15p
16
77
25
11
102
63
13
100
4
3
85
41
540
4:1,5-4:30p
14
59
29
16
103
69
16
92
5
11
114
49
577
4:30-4:45p
15
68
30
6
102
74
20
95
6
13
118
50
597
4:45-5:00p
28
68
27
9
116
74
18
108
4
12
143
51
658
5:00-5:15p
29
72
21
16
110
63
23
98
5
15
126
54
632
5:15-5:30p
19
68
19
23
92
61
15
88
5
8
118
43
559
5:30-5:45p
14
51
26
11
79
59
24
111
8
8
91
52
534
5745-6700p
23
66
27
10
93
58
12
75
4
2
87
36
493
3:00-6:00p
238
B46
287
149
1175
845
227
1196
62
110
1269
560
5762
4:30-5:30p
91
276
97
54
420
272
76
389
20
48
505
198
2446
PHF
0.951
1.002
1.037
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / KTA Access (Mauka) 4
DATE: February 13, 2007, Tuesday To Keaau 2 1
TIME: 6:30a -9:00a 13:00p -6:00p '' 1
WEATHER: Cloudy 3 -T
RECORDER: Carole Darby
4 -1
KTA ACCESS T
(MAUKA) 5 6
PUAINAKO STREET
— 0
To Banyan Drive
TIME
MOVEMENT
NUMBER
PERIOD
1
2
3
4
5
6
TOTAL
6:30-6:45a
85
9
6
11
19
97
227
6:45-7:00a
131
11
5
16
13
109
285
7:00-7:15a
120
9
7
19
26
176
357
7:15-7:30a
138
8
5
23
13
169
356
7:30-7:45a
111
13
13
25
23
144
329
7:45-8:00a
140
6
7
26
22
135
336
8:00-8:15a
134
15
11
28
25
123
336
8:15-830a
113
13
9
31
19
126
311
8:30-8:45a
82
14
4
29
30
139
298
8:45-9:00a
111
19
7
34
30
113
1 314
6:30-8:30a
1165
117
74
242
220
1331
0 0
0
0
0
0
3149
7:00-8:00a
509
36
32
93
84
624
0 0
0
0
0
0
1378
PHF
0.93
0.88
TIME
MOVEMENT
NUMBER
PERIOD
1
2
3
4
5
6
7 8
9
10
11
12
TOTAL
3:00-3:15p
169
22
2
33
39
201
466
3:15-3:30p
180
14
2
30
50
172
448
3:30-3:45p
154
18
5
17
50
173
417
3:45-4:00p
157
25
3
33
45
160
423
4:00-4:15p
130
22
4
35
46
164
401
4:15-4:30p
144
18
5
30
59
165
421
4:30-4:45p
176
21
4
30
68
197
496
4:45-5:00p
132
24
2
40
55
151
404
5:00-5:15p
169
35
5
26
53
150
438
5:15-5:30p
152
23
4
38
65
189
471
5:30-5:45p
129
29
4
36
37
134
369
5:45-6:00p
1 173
26
10
31
64
146
450
3:00-6:00p
1865
277
50
379
631
2002
0 0
0
0
0
0
5204
4:30-5:30p
629
103
15
134
241
687
0 0
0
0
0
0
1809
PHF
0.93
0.88
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / Kanoelehua Avenue 10
DATE: Saturday, January 27, 2007 To Keaau 7 8 9 To Banyan Dr.
TIME: 10:00 a.m. - 2:00 p.m.
WEATHER: 1 ? L 10
RECORDER: Carole Darby / Robert Miguel 2 '" 11
3 7 l 12
KANOELEHUA -7 1 r' AVENUE
4 5 6
PUAINAKO STREET
TIME MOVEMENT NUMBER
PERIOD 1 2 3 4 5 6 7 8 9 10 11 12 TOTAL
10:00-10:15a 69 204 69 36 58 17 27 76 58 57 160 22 853
10:15-10:30a 50 168 53 40 82 15 35 124 88 75 220 27 977
10:30-10:45a technical difficulty 7 27 25 13 47 15 134
10:45-11:00a 6 77 28 9 18 4 10 43 52 33 84 6 370
11:00-11:15a 64 257 59 56 70 16 22 89 72 92 258 36 1091
11:15-11:30a 35 203 79 64 66 29 30 73 80 66 198 46 969
11:30-11:45a 49 220 81 55 71 21 25 72 63 58 173 42 930
11:45-12:00n 54 208 65 68 86 36 18 87 58 60 216 28 984
12:00n -12:15p 30 Minute Break (12:00n - 12:30p) 0
12:15-12:30p 30 Minute Break (12:00n - 12:30p) 0
12:30-12:45p 39 175 81 76 81 20 12 102 68 78 261 36 1029
12:45-1:00p 59 188 59 89 100 30 11 62 63 42 187 34 924
1:00-1:15p 27 185 55 64 83 32 18 73 70 64 240 31 942
1:15-1:30p 31 145 64 97 100 38 21 85 92 67 237 33 1010
1:30-1:45p 39 164 51 67 73 31 19 65 62 65 179 20 835
1745-2:00p 32 135 47 70 105 28 28 74 62 65 173 34 1 853
10:00a -2:00p 554 2329 791 791 993 317 283 1052 913 835 2633 410 1 11901
1:00p -2:00p 129 629 217 298 361 129 86 297 286 261 829 118 3640
PHF 0.913 0.845 0.901
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / KTA / Kekela Street 4 — 0
DATE: Saturday, February 3, 2007 To Keaau 7 8 9 To Banyan Dr.
TIME: 10:00 a.m. - 2:00 p.m. 1 L'
WEATHER: Partly Cloudy 1 l L 10
RECORDER: Carole Darby / Robert Miguel 2 11
3 7 l 12
KTA ACCESS '-t T N KEKELA ST
4 5 6
PUAINAKO STREET
TIME MOVEMENT NUMBER
PERIOD 1 2 3 4 5 6 7 8 9 10 11 12 TOTAL
10:00-10:15a 7 1 38 56 126 11 23 149 4 11 4 10 239
10:15-10:30a 7 1 35 58 120 3 27 132 8 13 0 6 224
10:30-10:45a 3 1 30 57 130 4 21 173 5 15 0 9 225
10:45-11:00a 4 0 39 61 153 4 32 131 7 16 0 0 261
11:00-11:15a 6 1 54 51 120 5 38 176 6 15 0 6 237
11:15-11:30a 5 0 47 59 166 7 21 142 8 18 0 2 284
11:30-11:45a 8 1 45 80 122 10 27 134 3 14 1 5 266
11:45-12:00n 4 0 37 58 127 7 31 155 6 16 0 6 233
12:00n -12:15p 30 Minute Break (12:00n - 12:30p) 0
12:15-12:30p 30 Minute Break (12:00n - 12:30p) 0
12:30-12:45p 3 1 47 56 122 5 35 150 8 15 1 6 234
12:45-1:00p 2 0 52 65 137 8 26 139 7 12 0 4 264
1:00-1:15p 8 0 46 60 128 5 24 126 8 15 2 12 247
1:15-1:30p 5 0 47 50 141 7 23 130 10 17 0 7 250
1:30-1:45p 9 0 35 61 121 8 24 135 4 12 0 11 234
1:45-2:00p 6 1 51 55 143 9 27 107 1 18 1 8 1 265
10:00a -2:00p 77 7 603 827 1856 93 379 1981 85 207 9 92 1 3463
11'00p -12:00n 23 2 183 248 535 29 117 609 23 63 1 19 1020
PHF 0.329 3.601 0.108
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / Kilauea Avenue
DATE: Saturday, February 3, 2007
TIME: 10:00 a.m. - 2:00 p.m.
WEATHER: Partly Cloudy
RECORDER: Udel Smith / Patrick Farias
TIME
PERIOD
10:00-1-0 15a
10:15-10:30a
10:30-10:45a
10:45-11:00a
11:00-11:15a
11:15-11:30a
11:30-11:45a
11:45-12:00n
12:00n -12:15p
12:15-12:30p
12:30-12:45p
12:45-1:00p
1:00-1:15p
1:15-1:30p
1:30-1:45p
4 — 0
To Keaau 7 8 9 Banyan Dr.
1 J L 10
2 11
3 7 r 12
KILAUEA ti T r♦ AVENUE
4 5 6
PUAINAKO STREET
MOVEMENT NUMBER
1
2
3
4
5
6
7
8
9
10
11
12
8
69
20
15
84
44
10
113
4
0
52
28
10
90
27
4
81
58
5
96
3
3
37
47
22
79
33
8
98
54
19
97
3
12
37
37
18
78
26
12
102
63
11
114
12
7
51
36
12
87
28
5
70
73
15
95
7
3
63
39
23
95
29
12
96
83
6
101
4
3
57
44
28
100
26
8
76
79
9
107
2
11
49
28
20
89
24
14
62
46
13
94
7
6
51
40
Minute Break (12:00n - 12:30p)
1 Minute Break (12:00n - 12:30p)
23
96
26
11
75
20
80
23
17
90
16
66
12
11
83
21
67
16
11
89
19
79
15
6
86
25
72
21
11
83
265
1147
326
145
117E
11:00p-12:00nI 83 371 107 39 304
PHF 1.492
60
5
56
1
1
28
11
52
12
78
1
6
32
22
47
16
100
1
1
42
31
70
6
105
10
13
44
35
39
5
95
6
3
46
26
46
6
52
6
1
38
35
814
138
1303
67
70
627
45£
281
43
397
20
23
220
151
0.95
1.331
447
461
499
530
497
553
523
466
0
0
393
433
426
487
425
6536
2039
TRAFFIC TURNING MOVEMENT COUNT
GINGER PATCH
LOCATION: Puainako Street / KTA Access (Mauka) 4
DATE: Saturday, February 10, 2007 To Keaau 2 1
TIME: 10:00 a.m. - 2:00 p.m. 'J 1
WEATHER: Cloudy 3 J
RECORDER: Carole Darby
4 7
KTA ACCESS h T
(MAUKA) 5 6
PUAINAKO STREET
To Banyan Dr.
TIME
PERIOD
1
2 3
4
MOVEMENT NUMBER
5 6
TOTAL
10:00-10:15a
139
20 4
34
49
112
358
10:15-10:30a
151
25 3
37
60
128
404
10:30-10:45a
120
10 6
32
49
106
323
10:45-11:00a
158
26 5
36
57
129
411
11:00-11:15a
147
21 6
51
57
136
418
11:15-11:30a
161
33 5
45
61
154
459
11:30-11:45a
146
16 6
40
55
138
401
11:45-12:00n
161
14 7
46
52
139
419
12:00n -12:15p
30 Minute Break (12:00n
- 12:30p)
0
12:15-12:30p
30 Minute
Break (12:00n
- 12:30p)
0
12:30-12:45p
143
30 2
44
64
147
430
12:45-1:00p
108
28 10
37
54
143
380
1:00-1:15p
110
15 12
45
58
122
362
1:15-1:30p
160
20 3
44
74
127
428
1:30-1:45p
130
27 6
29
66
137
395
1:45-2700p
120
17 5
53
68
131
1 394
10:00a -2:00p
1954
302 80
573
824
1849 0 0
0 0 0 0 1 5582
11:00p -12:00n
615
84 24
182
225
567 0 0
0 0 0 0 1697
PHF
0.90
0.92
,Sagynoli,,ed Intersection
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