Iowa's Clean Air Attainment Program (ICAAP) Application_JFK Rd-NW Arterial Copyright 2014
City of Dubuque Consent Items # 26.
ITEM TITLE: Iowa's Clean Air Attainment Program (ICAAP) Application for Funding
Traffic Improvements - NW Arterial and John F. Kennedy Road
SUMMARY: City Manager recommending approval of a resolution authorizing The City
of Dubuque to submit an application to the Iowa Department of
Transportation for Iowa 's Clean Air Attainment Program (ICAAP) to assist
with funding a proposed right turn lane on John F. Kennedy Road at the
Northwest Arterial.
RESOLUTION Authorizing the filing of a grant application with the Iowa
Department of Transportation for Iowa Clean Air Attainment funding for the
City of Dubuque John F. Kennedy Road and NW Arterial Right Turn Lane
Improvements
SUGGESTED DISPOSITION: Suggested Disposition: Receive and File; Adopt Resolution(s)
ATTACHMENTS:
Description Type
❑ ICAAP Application for JFK Road Tum Lane-MVM Memo City Manager Memo
❑ Staff Memo Staff Memo
❑ Resolution Resolutions
❑ Application Supporting Documentation
THE CITY OF Dubuque
UBE I
erica .i
Masterpiece on the Mississippi 2007-2012-2013
TO: The Honorable Mayor and City Council Members
FROM: Michael C. Van Milligen, City Manager
SUBJECT: Application Authorization for Iowa's Clean Air Attainment Program
(ICAAP) to Assist with Funding a Proposed John F. Kennedy Road Right
Turn Lane Improvement at the Northwest Arterial
DATE: October 1, 2015
City Engineer Gus Psihoyos recommends City Council approval of a resolution
authorizing The City of Dubuque to submit an application to the Iowa Department of
Transportation for Iowa 's Clean Air Attainment Program (ICAAP) to assist with funding
a proposed right turn lane on John F. Kennedy Road at the Northwest Arterial.
The total cost of this improvement is estimated at $247,752 all of which would be
requested as part of the application. If accepted, the ICAAP funding would cover 80%
of this cost and the City will cover the 20%. Construction would take place the
Spring/Summer of 2017.
1 concur with the recommendation and respectfully request Mayor and City Council
approval.
Mic ael C. Van Milligen
MCVM:jh
Attachment
cc: Barry Lindahl, City Attorney
Cindy Steinhauser, Assistant City Manager
Teri Goodmann, Assistant City Manager
Gus Psihoyos, City Engineer
THE CITY ORE
F Dubuque
DuL AA-America 1f
Masterpiece ori the Mississippi 2007•2012•2Q„
TO: Michael C. Van Milligen, City Mana
FROM: Gus Psihoyos, City Engineer
DATE: September 30, 2015
RE: Application Authorization for Iowa's Clean Air Attainment Program
(ICAAP) to assist with funding a proposed John F. Kennedy Road Right
Turn Lane Improvement at the NW Arterial
INTRODUCTION
The attached resolution provides the authorization for the City of Dubuque to officially
submit an application for Iowa's Clean Air Attainment Program (ICAAP) to assist with
funding a proposed John F. Kennedy Road right turn improvement southbound right
turn lane improvement at the NW Arterial. This proposed right turn lane would be on
John F. Kennedy Road at the NW Arterial.
BACKGROUND
The purpose of ICAAP is to help finance transportation projects and programs that
result in attaining or maintaining the national ambient air quality standards (NAAQS) of
the 1990 Clean Air Act Amendments (CAAA). ICAAP funds are awarded to projects
and programs with the highest potential for reducing transportation-related congestion
and air pollution, thereby maintaining Iowa's clean air quality.
The Engineering Department determined that the intersection of NW Arterial and John
F. Kennedy Road is identified as an area of high traffic congestion, causing increased
air pollution.
In conjunction with the Iowa Department of Transportation District 6 office, the City is
seeking $198,201 in ICAAP funding. The City would be contributing $49,551 in local
funds for this project as ICAAP grants require 20% local match if the grant is awarded.
The funding amount would be sufficient to implement a southbound right turn lane on
John F. Kennedy Road at the NW Arterial.
DISCUSSION
This application is requesting funding from ICAAP. The location selected is John F.
Kennedy Road at the NW Arterial. Currently this intersection does not have a
designated southbound right turn lane. Adding a dedicated right turn lane would allow
free right turn movements during the red phase, and would allow overlapping turn
movements to occur during eastbound left turn movements. This improvement in
1
efficiency would result in minimized queue lengths. These lane improvements would
also allow sustained coordination of NW Arterial, which would minimize idling.
RECOMMENDATION
I recommend that the City submit an application with ICAAP to assist with funding a
proposed right turn lane improvement to reduce transportation-related congestion and
reduce air pollution at John F. Kennedy Road at the NW Arterial. The project details and
improvements cost are provided in the attached documents.
BUDGETIMPACT
The total cost of this improvement is estimated at $247,752 all of which would be
requested as part of the application. If accepted, the ICAAP funding would cover 80%
of this cost and the City will cover the 20%. Construction would take place the
Spring/Summer of 2017.
There is no other fee associated with the application process since the City is utilizing
the services of the East Central Intergovernmental Association (ECIA).
ACTION TO BE TAKEN
The City Council is requested to adopt the attached resolution authorizing the filing of
the application with the Iowa Department of Transportation for ICAAP funding for the
John F. Kennedy Road right turn improvement at the NW Arterial.
GNP/kjb
cc: David Ness, Civil Engineer
Chandra Ravada, ECIA
Daniel Fox, ECIA
2
RESOLUTION NO. 343-15
RESOLUTION AUTHORIZING THE FILING OF A GRANT APPLICATION WITH THE
IOWA DEPARTMENT OF TRANSPORTATION FOR IOWA CLEAN AIR
ATTAINMENT FUNDING FOR THE CITY OF DUBUQUE JOHN F. KENNEDY ROAD
AND NW ARTERIAL RIGHT TURN LANE IMPROVEMENT
Whereas, the increasing growth of traffic volumes, along with operational and air
quality concerns, at the intersection of John F Kennedy Road and NW Arterial in the
City of Dubuque could be improved by adding a southbound right turn lane; and
Whereas, the City of Dubuque has determined that improvements to this
intersection, as recommended by the HDR Study commissioned by Iowa Department of
Transportation, will improve traffic flow; and
Whereas, the City of Dubuque is seeking the necessary funding for project
implementation and commits 20% matching funds required to access Iowa Clean Air
Attainment Funds, and upon completion, in cooperation with the Iowa Department of
Transportation, be responsible for adequately maintaining and operating the project for
public use during the project's useful life.
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY
OF DUBUQUE, IOWA, THAT:
Section 1. The City files this grant application for funds through the Iowa Clean
Air Attainment Program to fund John F Kennedy Road and NW Arterial right turn lane
improvement.
Passed, approved and adopted this 5th day of October, 2015
Attest:
K in S. Firnstahl,LCMC, City Clerk
Fan 21
171,
Q10WADOT
APPLICATION FORM FOR
IOWA CLEAN AIR ATTAINNE NT PROGRAM QCAAP) FUNDS
G¢heal lrRormadon
A pplianl Agency: City of Dubuque a-Mail
.
(ooremmem enm..Non Prolh Drg.meon' o ni 1)
Contact Person (Nerre&TM) David Ness Traffic Fngnea
Complete Mailing Address City Fngenveine 50 Wet 13th 5t
Streenddreae andior Rod No
Dubuque IA 52002 563 He 4270
dry zone ad Destine Phone
It more than one agency or organization is involved In this project, please State the name, contact person, mailing
address and telephone number of the second agency (Attach an additional page it rmre than No agencies are
involved)
Applicant Agency: Iowa DOT Distend a-Mail. emrtstear(r➢potiowa gov
Contact Person (Nerre& $m Shed,Di4rlct Plaema
Title)
Complete Aailing 5455 Kivkwood Blvd S W.
Aduress
Streenddreae andior Rod No
Cetlarlar IA 52404 3193640235
dry sore div Destine Phone
Project Informalion
P inject Titav NOMwe4Arta¢1 and JFK Rd lntasecuon lrtwmvanats
Project Descepnon (including length if
applicable).
The proposed improvements at Northwest Ahaial and JFK Rd correct ofadNng night tum orlylane on norma leg of
JFK Rd verb traffic sigrel adjustments AtlNnga delicaAd night tun lane would above five vght tum movema6s
strong the red please and would allow overlapping tum movarrents to omu dunng ®4bmsd left thrift movaments
Plus impmvanent inetntlenry would resilt in purchased probe lengths. These lane improvements wall also
allow susaived coorNnauon ofNoriheve4 Arta¢4 v+Nchwouldpurchase iebing
F inject priority (1 —defeat priorly). (a sponsor submitting multiple applications In this funding cycle
must assign a numerical rank or priority to each application)1
'Assign the proposed project to one or more of the following cSteeples (check one or more).
❑ mansportabo,Reated Provenin t emmpie iemenaben Plan(SIP) ❑ Shared
❑ mansportabon Centel Mai ❑ Scope or ee rian polity,or Program(ebeie any
memo Flowm ,mremertaM=a=aien aienaimbon.other) ❑ Intermodal re or P>senge,mheie one)
❑ Planning and Roadervee me ❑ Aftermachave mea
❑ TravelDemand Managemeni ❑ Vehicle Inspectionan a. wane¢Program
❑ manna Reamhimp,aenen ❑ Ontrea.hAnAndepEducabon evident or Technical
Pusateri
Pagel ofd Pro, No NaAppll®ble
1
*Is the project consistent with the State Implementation Plan for air quality for non-attainment areas? ❑ ® ❑
*Is the project consistent with the MPO's local Congestion Management Plan? ® ❑ ❑
*Is the project consistent with the® MPO❑ RPA❑statewide Long-Range Transportation Plan? ® ❑ ❑
Notes: ' Requires public agency as co-sponsor of application.
3 The term"project"means any ICAAP infrastructure or program proposal.
3 The Iowa Department of Transportation will use the priority ratings to reflect the sponsor.
Project Costs(An itemized breakdown must be included on an attached sheet):
Total Cost $ 190,827
Iowa Clean Air Attainment Program Fund Request $ 152,662
Applicant Match (20% Minimum) $ 38,165
List All Applicant Match Sources Amount Assured or Anticipated
Date Anticipated)
1. -City ofDubuque $38,165.0o July Ist,2016
2.
3.
Are any state funds involved in this project? ❑ Yes ® No
If yes, please explain the source and conditions
Are any other federal funds involved in this project? ❑ Yes ® No
If yes, please explain the source and conditions
Estimated Project Development Schedule:
Design Start Date December 1,2016 Completion Date June 1,2017
Land Acquisition Start Date Completion Date
Construction Start Date April 1,2018 Completion Date November 1,2018
Has any part of this project been started? ❑ Yes ® No
If yes, explain
The success of this project will be measured through
How do you plan to measure the success of this project?
the use of before and after travel time data collection in each direction through the intersection. It is expected that
travel times through the intersection will decrease with completion of the project as average vehicle delay through
the intersection is reduced.
Page 2 of 6
2
Required Documentation and Narrative Information
The following documents and narratives must be attached to this application. In the upper right-hand corner of each
document or narrative write the corresponding letter shown below.
® A. A NARRATIVE assessing existing congestion/air quality conditions, outlining the concept of the proposed
project, and providing adequate project justification. Howwill this project reduce congestion, reduce travel or
single occupant vehicle usage, and/or improve air quality? Which transportation-related pollutant(s) are
being addressed: carbon monoxide, ozone, or PM?
® B. A DETAILED MAP identifying the location of the project and clearly differentiating the subject project from
any past or future project phases.
® C. An ITEMIZED BREAKDOWN of the total project costs. This documentation does not need to be a detailed,
line-item type of estimate. However, it must accomplish two objectives: first, it must show the method by
which the cost estimate was prepared, and second, it must enable a reviewer to determine if the cost
estimate is reasonable. The manner in which these objectives are achieved may vary widely depending on
the type, scope and complexity of the project. Absent a fully itemized list of costs, some general guidelines
for possible methods of estimating each type of project cost are provided on Attachment A.
® D. A TIME SCHEDULE for the total project development.
® E. An OFFICIAL CERTIFICATION from the applicant's governing body(authority)that it shall:
(1) commit the necessary local matching funding for project implementation and
(2) upon project completion, be responsible for adequately maintaining and operating the project for
public use during the project's useful life.
® F. AN ADOPTED FORMAL RESOLUTION from the appropriate MPO or RPA declaring the sponsor's
proposed project or program conforms to the MPO's or RPA's regional transportation planning process. (For
MPOs, the project or program must be identified in the fiscally-constrained transportation plan and, if
applicable,the congestion management plan in TMAs.)
® G. CALCULATIONS for vehicle emission reductions and total project cost effectiveness for the targeted
pollutants. Project applicant must show through a quantitative analysis how many kilograms of pollutant will
be reduced (CO, VOC, NOx, and, if applicable, PM). Project sponsor must calculate the cost effectiveness
of the project by: Dividing the total annualized project cost by the number of kilograms per year of pollutant
reduced ($ per kg). Applicant must also show all assumptions and source of data used to calculate the
estimates. The applicant must use the most current vehicle emission factors developed by the Iowa DNR
and consistent with EPA's MOBILE 6.2 air quality model. These emission factors are periodically updated
and may be obtained from the Iowa DOT's ICAAP website at:
http://vvww.iowadot.gov/systems planning/icaap.htm.
® H. Completed MINORITY IMPACT STATEMENT attached to application.
The award of Iowa Clean Air Attainment funds, any subsequent funding or letting of contracts for design,
construction, reconstruction, improvement, or maintenance, and the furnishing of materials shall not involve direct or
indirect interest of any state, county, or city official, elective or appointive. All of the above are prohibited by Iowa
Code Sections 314.2, 362.5, or 331.342. Any award of funding or any letting of a contract in violation of the foregoing
provisions shall invalidate the award of Iowa Clean Air Attainment Program funding and authorize a complete
recovery of any funds previously disbursed.
Certification
To the best of my knowledge and belief, all information included in this application is true and accurate, including the
commitment of all physical and financial resources. This application has been duly authorized by the participating
local authority. I understand the attached OFFICIAL ENDORSEMENT(S) binds the participating local governments to
assume responsibility for adequate maintenance of any newer improved facilities.
If ICAAP funding assistance is approved for the project described in this application, I understand that an executed
contract between the applicant and the Iowa Department of Transportation is required before such funding assistance
can be authorized for use in implementing the project.
Representing the
(Name of Applicant's Governing Authority)
September 30,2015
Signature Date
David Ness September 30,2015
Typed Name and Title Typed Date
(Governing Authority Official)
Page 4 of 6
3
A. Narrative
Existing Conditions
The project proposed in this application will reduce congestion and improve emissions at the intersection of
Northwest Arterial/ Iowa Highway 32 (Northwest Arterial) and John F Kennedy Rd (JFK Rd) in Dubuque, Iowa.
Northwest Arterial is a five-mile long state highway that primarily runs north and south across the western por-
tion of the City of Dubuque.Northwest Arterial's northern terminus is at its intersection with US Highway 52
and its southern terminus is at its intersection with US Highway 20. JFK Rd is a Minor Arterial that runs north
and south across the City of Dubuque. Northwest Arterial and JFK Rd intersect on the City of Dubuque's north
side. See Attachment I for a map of the intersection.
Geometry of the Intersection
• The intersection of Northwest Arterial and JFK Rd is a four-way signalized intersection.
• The east leg of the intersection has one left turn lane and two through lanes.
• The west leg of the intersection has one left turn lane and two through lanes.
• The north leg of the intersection has one left turn lane and one through/right turn lane.
• The south leg of the intersection has one left turn lane and one through/right turn lane.
Intersection Diagram
The north leg approach of the Northwest Arterial and JFK Rd intersection has one through lane and one
through/right turn lane. The through/right turn movement to go south and west is a very heavy movement. This
shared through/right turn lane is favored by many drivers going south (through) because it leads to job loca-
tions, shopping and, schools. Unfortunately it only takes one southbound vehicle queued at the light to block all
free right turn movements. Once blocked this lane rapidly backs up 400+ feet and beyond and results in more
idling See Attachment B for a diagram of the intersection, and see Attachment J for pictures of the intersection.
The Northwest Arterial and JFK Rd corridors have experienced a high growth rate in housing and commercial
development in last decade. The area is also home to a ten field soccer complex and the Dubuque Arboretum,
which a major attraction in metro area. This intersection is also travelled by school traffic as it located just north
of Eisenhower Elementary School (530 students). Signal timings at this intersection are reviewed and updated
throughout the year. The existing combination through/right turn lane does not efficiently handle right turning
traffic since a single vehicle going straight blocks all free right turn movements. ITS improvements have been
implemented at this intersection over the last 10 years to get the most efficiency from the existing geometrics.
This approach has come to the point when there is no substitute for geometric improvements. See Attachment
K for a map of the intersection with surrounding housing development, schools, shopping and jobs.
Traffic
With the growth of the City of Dubuque to the north, the daily traffic volume entering the intersection has in-
creased. A review of the Iowa DOT Annual Average Daily Traffic (AADT) maps for the City of Dubuque found
that over 76,900 vehicles per day traveled through the intersection in 2013. The 2013 counts are used as base year
(2015) counts. A review of historical AADT data for the intersection is shown in the following table.
4
A. Narrative
Annual Average Daily Traffic (AADT) Historical Counts
Count Year NW Arterial John F Kennedy Entering
East Leg West Leg North Leg South Leg Vehicles
2001 Did not get built 7,400 6,700 8,300 22,400
2005 8,300 10,500 7,400 6,300 32,500
2013 10,200 12,700 8,000 7,600 38,500
Source: IADOT Traffic Counts
Intersection traffic volumes increased 71.9%between 2001 to 2013. This increase in traffic through the intersec-
tion contributes to the overall congestion.
Future Traffic Volumes
The future traffic volumes for this intersection are based on projection provided in HDR study. The projection
shows that the intersection will have 63,800 vehicles per day in 2030. The projections show that there will be
3.02%growth rate from 2013 to 2030.
Annual Average Daily Traffic (AADT) Future Counts
Count Year NW Arterial John F Kennedy Entering
East Leg West Leg North Leg South Leg Vehicles
2020 13,400 19,300 9,000 7,200 48,900
2030 22,400 25,200 9,000 7,200 63,800
Source: HDR study&DMATS model
Local Efforts
The City of Dubuque and IADOT are all committed to continuing to improve traffic flow within the Dubuque
metro area by in incorporating appropriate ITS assets where necessary. The City has begun construction of a
fiber optics backbone along the Northwest Arterial and through parts of downtown. The following is the list of
improvements that city has implemented on Northwest Arterial &JFK Rd from year 2000 to 2015.
Improvements along Northwest Arterial at JFK Rd:
• In 2010 JFK was linked via fiber optics to the remaining signals to the south. Timing plans were devel-
oped to give progression to traffic along the Northwest Arterial.
• In 2012 an advanced sensor was added to the SB approach that would allow the intersection to"Flush"
vehicles through the approach when the backups extended beyond 450 feet. During this "flush" phase,
twice as many cars would get through on the green phase. This process was similar to a pre-emption in
that it would take the take the signal out of sync due to the longer phase cycle during the flush.
• Currently this signal backs up regularly even with this flushing mechanism in place. An addition of a
right turn lane would allow free right turns during red phases. The right turn would also increase the
capacity and efficiency allowing more vehicles through during the green phase.
Project Concept
The proposed improvements at Northwest Arterial and JFK Rd consist of adding right turn only lane on north
leg of JFK Rd with traffic signal adjustments. Adding a dedicated right turn lane would allow free right turn
movements during the red phase, and would allow overlapping turn movements to occur during eastbound left
turn movements. This improvement inefficiency would result in minimized queue lengths. These lane improve-
5
A. Narrative
ments would also allow sustained coordination of Northwest Arterial,which would minimize idling.
The City of Dubuque in partnership with Iowa DOT District 6 is seeking$152,662 from Iowa Clean Air Attain-
ment Program(ICAAP) to make these improvements.With secured funding, it is anticipated that construction
could begin in April 2017,with completion in November 2017. See Attachment B for a map of the proposed
improvements
Preferred Alternative & Budget
The recommended alternative is to provide a dedicated right turn line on the north leg of JFK Rd and make im-
provements to traffic signal to reduce congestion.
Adding a dedicated right turn lane would allow free right turn movements during the red phase, and would al-
low overlapping turn movements to occur during westbound left turn movements. This improvement in effi-
ciency would result in minimized queue lengths and blockages of these business entrances. These lane improve-
ments would also allow sustained coordination of Northwest Arterial. See Attachment C for the project budget
and Attachment D for the project implementation schedule.
Significant Improvement to Air Quality
The following calculations represent the specific emissions reductions expected as a result of the improvement
traffic operations and reduced intersection delay at the signalized intersection of Northwest Arterial and JFK Rd.
Traffic counts from Iowa DOT in 2013 were used as base volumes. Traffic projections from HDR study and
Dubuque Metropolitan Area Transportation Study(DMATS) Travel Demand Forecast Model are used for year
2040. Staff kept the traffic volume constant for year 2045.
The percentage of daily traffic that occurs during the a.m. peak hour is 10 percent of the Average daily traffic. The
p.m. peak hour is 10 percent of the Average daily traffic. The percentage from two peak hours was used in the
calculation for daily emissions.
Synchro Professional, traffic modeling software was used to determine existing intersection delay based on the
Webster Delay formula outline in the HCK Existing and future intersection delays with and without improve-
ments, in seconds per vehicle, during the a.m. peak hour and p.m. peak hour were calculated for the intersection
of Northwest Arterial and JFK Rd. The delay savings are calculated by subtracting existing and future intersec-
tion delays with and without improvements. The delay savings for existing and future years were converted to
an hourly delay by multiplying the number of vehicles entering the intersection during the a.m. peak hour and
converting seconds of delay to hours of delay. Table below provides the delay savings of the intersection im-
provements. See Attachment L for detailed delay study.
Delay Savings for Northwest Arterial and JFK Rd Intersection
Intersection Peak Hour Delay 2015 Peak Hour Delay 2045
AM Peak (sec) PM Peak(sec) AM Peak(sec) PM Peak(Sec)
Before Improvements 71.5 41.6 100.6 72
After Improvements 28.4 33.7 31.5 51.2
Savings 43.1 7.9 69.1 20.8
Source: MSA study
Emission factors in grams/hour for Carbon Dioxide(CO), Hydrocarbons Volatile Organic Compounds (VOC),
and Nitrogen Oxide(NOx) were developed using emission factors provided by the Iowa DOT Table below pro-
vides the emission factors. Idle emissions were calculated by multiplying emission factors at 2.5 miles per hour
by 2.5. Emission factors (grams/hr) were then multiplied by both the existing and the proposed total peak-hour
6
A. Narrative
delays (hr) in order to determine emissions for during the a.m. peak hour. Daily emissions were determined by
dividing the peak hour emissions by 0.20, assuming that twenty percent of daily emissions occur in the peak
hour. See Attachment G for detailed calculations.
Overall Cost Benefit Analysis table
These improved are estimated to reduce CO emissions by 197,893 kg/yr, VOC emissions by 57,715 kg/year and
NOX emissions by 9,968 kg/year in 2015. The project is also estimated to reduce CO emissions by 569,754 kg/
year, VOC emissions by 166,166 kg/year and NOX emissions by 28,700 kg/year by 2045.
EMISSIONS SAVINGS CO (Kg/Year) VOC(HC) (Kg/Year) NOX (Kg/Year)
YEAR 2015 197,893 57,715 9,968
YEAR 2045 569,754 166,166 28,700
Based on the project cost of$190,827, the estimated benefits for the projects are as follows
IMPROVEMENTS-COST EFFECTIVENESS
PROJECT DETAILS
Project Cost (ICAAP funded) $190,827
Project Life 30
Annual cost of the project(project cost/ proj- $6,360.90
ect life)
ANNUAL REDUCTIONS DUE TO IM- CO (Kg/year) VOC (Kg/year) NOX (Kg/year)
PROVEMENTS
Base year (2015) 197,893 57,715 9,968
Future Year (2045) 569,754 166,166 28,700
COST EFFECTIVENESS: Base Year (2015) Future Year (2045)
CO =Annual Cost/Kg per year $0.03 $0.01
VOC=Annual Cost/Kg per year $0.11 $0.04
Nox=Annual Cost/Kg per year $0.64 $0.22
7
B. Detailed� Map
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C. Itemized Breakdown of Project Costs
THECITY
DUB F City of Dubuque, Iowa
Masbrpiece on the Mississippi Construction Cost Estimate
Gate: 29-SeP15
Project Name: GRANT PROJECT(RIGHT TURN LANE)
JFK ROAD S NW ARTERIAL
CIP Funding Amount S -
Pillecl Compb0on Data: 9Jan00
UNE R
GE NEREN E DESCRIPTION OA, UNR UNR PRICE TGTAL PRICE
DMslon t-General Provisions
1 1090-10eD Mabillumon 1.00 US Is 101000.0) $ 10.900m
Subtotal $ 10,000.90
Division 2010-Earthwork,Subgnds,ant Subbase
2 2010-108.0.1 Topsoil.On-site 95.00 Cy $ Tom $ 6160M
9 2010-108-EL Evuvalicn,Class 10 460.00 CY $ 1500 $ 81900.00
4 2010.108-1-0 Subbase,Mosinee Small-Gratle0on 14 25040 TON $ 22.00 $ bloom
5 2010-1064-0 Subbase,Come Aggregate&obese-T&ayer 400.00 TON $ 2500 $ 101000.00
SNTatal $ 29,050.00
Division 4020-storm sewer:
5 4OM-10SA-1 SMm Seaver Gal Win,Trenched l Y RCP 26.M U, $ 90.00 $ 2,340M
4020-00&F-0 Concrete Cdler Connection-Type PC-2 4.M EA $ 3[0.00 $ 1,200.00
eastern $ 3,540.00
Division 6010-Strumares for Sanitary and Storm Severe
6 8010-108-AL Rectangular Storm Same Manhole.Social 15W W $ 2110.00 $ 101500.00
9 6010-IMM Intel Type,CIP,SW-501 1350 VF $ 800.00 $ 10,800A0
=0 6010.1WF-0 Manhole Amusbrent,Marr 1.00 FA is 6.000.00 S 500000
sub Tool $ 28,30040
Division 2010-Portland Cement Concrete Pavement
11 7010-10BA-0 Par2manr PCC,to-(T,Anes) =.an SY $ 76.00 6 39.000.W
Unites $ 39,000.00
DMslon 7040-Pavement Rehabilitation
12 7090-10941-0 Raman-Pavement 110.00 SY $ 22.00 $ 2.420.00
Sub Tool $ 2,420.00
TOOT Division2527-Favomenl Marking
13 (DOT 2527.04-M1 CHAeli Coalescing Uns(Whlb) 2.00 SIA $ 4mcm S 1,040.00
14 IDOT2527.04 1 SLW2:Stop Ure(White) 240 ITA $ 400.00 S teem
18 IDOT 2527.00. Patabal Symbds and Lagands 5tW 'FA $ 200.00 $ 11000.00
Sub Total $ 3,000.00
IDIOT Division 2528-Traffic Control
16 (COT 25oAsA Traffic Cent of 1.00 lS $ 5,000.00 $ 3,000.00
Sub Total $ 5000.00
Division 7030-glossaries,Shared Use Pats,and Gdvavrys
17 7030-10800 Shmed Use Pall PCG,T Thiemess) =.Do SY $ 45.00 S 9,903.00
Societe S 9,900.00
Division 8010-Traffic Signals S Lighting
10 8010-106-11] TrMOC Signals 81J9h6n9 1.00 US S 15,90.5.00 Is 151905.00
subiow $ 15,905.00
Division 11010-beading
19 9010-10&Ao Conventional-Seeom FwtaWng,and Mulching,Type 1 0.172 AC $ 13.000.00 $ 2,23100
Sub TPW S 2,236.00
Division 9040-Emsion and Sediment Central
20 9040-106-D-1 rotor Sock%1Y 400.00 IF S 750 $ 31003.00
21 9040-108-D3 Flow Socks Removal 40040 IF $ 575 is ilmol.00
Subiorl $ 4,500.00
TOTAL $ 150,851.00
CONTINGENCY 10.00% $ 15,085.10
ENGINEERING 15.00% $ 24,890.42
TOTAL CONSTRUCTIONESTIMATE $ 190,826.52
9
D. Time Schedule
Description Date
Grant Application October 2015
Notice of Funding January 2016
Approval of Funding Through STIP October 2016
Approval of Agreement November 2016
Construction Plan Preparation December 2016 - June 2017
Plans Approval July 2017
Advertise for Bids August 2017
Open Bid &Award Contract October 2017
Notice to Proceed December 2017
Construction April - November 2018
Project Closeout December 2018
10
E. Official Certification
RESOLUTION NO. -15
RESOLUTION AUTHORIZING THE FILING OF A GRANT APPLICATION WITH
THE IOWA DEPARTMENT OF TRANSPORTATION FOR IOWA CLEAN AIR
ATTAINMENT FUNDING FOR THE CITY OF DUBUQUE NW ARTERIAL AND JOHN
F KENNEDY ROAD RIGHT TURN LANE IMPROVEMENT
Whereas, the increasing growth of traffic volumes, along with operational and air
quality concerns, at the intersection of NW Arterial and John F Kennedy Road in the
City of Dubuque could be improved by adding a westbound right turn lane; and
Whereas, the City of Dubuque has determined that improvements to this
intersection, as recommended by the HDR Study commissioned by Iowa Department of
Transportation, will improve traffic flow; and
Whereas, the City of Dubuque is seeking the necessary funding for project
implementation and commits 20% matching funds required to access Iowa Clean Air
Attainment Funds, and upon completion, in cooperation with the Iowa Department of
Transportation, be responsible for adequately maintaining and operating the project for
public use during the project's useful life.
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY
OF DUBUQUE, IOWA, THAT:
Section 1 . The City files this grant application for funds through the Iowa
Clean Air Attainment Program to fund NW Arterial and John F Kennedy Road right turn
lane improvement.
Passed, approved and adopted this 5th day of October, 2015.
Roy D. Buol, Mayor
Attest:
11
F. Adopted Formal Resolution
71 _ Ezy"=
September 30, 2015
Debra Ary
Graft Programs Administration, ICAAP
Office of Systems Planning
Iowa D epvtment of Transformer,
000 Lincoln Way
Ames, IA 50010
Dear OR Ary,
The Dubuque Metropolitan AreaTrmnryoetation Study (DMATS) wound liketo taketltis opportunity
to support the Iowa Clem Air Attanmenf Program QCAAP) application by the City of Dubuque to
seek funding for Iowa Highway 32/ NoMwe4 Arterial and]PK Road This intersection is one of the
improvements recommended in DMATS 2040 Long Range Transformer, Flan (LRTP). This
mnectis also one of therecommendations that romethrough the HDR study commissioned by Iowa
Department of Transformer, dADOT) in 2006. Making these impmvements at this intersection
will help in reducing congestion and emission on NorthwestArreua andJFK Road Corridors.
This project is consist®[ with the DMATS 2040 Long Range Transportaiof Plan Part of the
overall goal is to improve quality oflife within the region The aboveprojectwill play avital role in
address quality oflife impmvementsinthere®of.
Sincerely,
n
,C N'-Z —
Chandalavada
Director of Trmnsf oration
12
G. Calculations
IADOT Emission Factors
Emission Factors at Intersection delay for
intersection with traffic<6,000
Emission Factors Auto
CO (g/mi) 37.58
VOC(HC) (g/mi) 10.96
NOX(g/mi) 1.893
Emission Calculations
Northwest Arterial and JFK Rd Intersection Improvements
SAVINGS Factors
2015 AM 2015 PM 2045 AM 2045 PM
Peak Peak Peak Peak
Auto Auto Auto Auto
% AADT in peak hours 10% 10% 10% 10%
Peak hour volume 3,302 1 3,900 5,367 6,134
Delay savings peak hour (sec/veh) 43.1 7.9 69.1 20.8
Delay savings peak hour (hr) 39.53 8.56 103.02 35.44
Emission Factor CO (EF g/hr) (convert g/mi to g/ 2,255 2,255 2,255 2,255
hr)
Peak Hour Emissions CO =peak delay x EF CO 89,137 19,297 232,282 79,912
(g)
Emission Factor VOC(HC) (EF g/hr) (convert g/ 658 658 658 658
mi to g/hr)
Peak Hour Emissions VOC(HC) =peak delay x 25,996 5,628 67,744 23,306
EF VOC(HC) (g)
Emission Factor NOX (EF g/hr) (convert g/mi to 114 114 114 114
g/hr)
Peak Hour Emissions NOX=peak delay x EF 4,490 972 11,701 4,025
NOX(g)
SAVINGS CO VOC(HC) NOX
Peak hour Emissions for 2015 (2015 AM Peak+ 2015 PM 108,435 31,624 5,462
Peak)
Daily Emissions for 2015 (Peak hour*5) 542,174 158,122 27,311
Annual Emissions in(Kg/Year) =Daily*365/1,000 197,893 57,715 9,968
Peak hour Emissions for 2045 (2045 AM Peak+ 2045 PM 312,194 91,050 15,726
Peak)
Daily Emissions for 2045 (Peak hour*5) 1,560,970 455,248 78,630
Annual Emissions in(Kg/Year) =Daily*365/1,000 569,754 166,166 28,700
13
G. Calculations
Overall Cost Benefit Analysis table
These improved are estimated to reduce CO emissions by 197,893 kg/yr, VOC emissions by 57,715 kg/year and
NOX emissions by 9,968 kg/year in 2015. The project is also estimated to reduce CO emissions by 569,754 kg/
year, VOC emissions by 166,166 kg/year and NOX emissions by 28,700 kg/year by 2045.
EMISSIONS SAVINGS CO (Kg/Year VOC(HC) (K NO
YEAR 2015 1197,893 157,715 19,968
YEAR 2045 1569,754 1166,166 128,700
Based on the project cost of$190,827, the estimated benefits for the projects are as follows
IMPROVEMENTS-COST EFFECTIVENES
PROJECT DETAILS
Project Cost (ICAAP funded) $190,827
Project Life 30
Annual cost of the project(project cost/ proj- $6,360.90
ect life)
El
ANNUAL REDUCTIONS DUE TO IM- CO (Kg/year) VOC (Kg/year) NOX (Kg/year)
PROVEMENTS
Base year (2015) 197,893 57,715 9,968
Future Year (2045) 569,754 166,166 28,700
COST EFFECTIVENESS: Base Year (2015) Future Year (2045)
CO =Annual Cost/Kg per year $0.03 $0.01
VOC=Annual Cost/Kg per year $0.11 $0.04
Nox=Annual Cost/Kg per year $0.64 $0.22
14
H. Minority Impact Statement
(PIMAMT
Form 105101 (0309)
MINORITY IMPACT STATEMENT
Pursuant to 2008 Iowa Acts, HF 2393, Iowa Code Section 8.11, all grant applications submitted to the
state of Iowa that are due beginning January 1, 2009 shall include a Minority Impact Statement. This is
the state's mechanism for requiring grant applicants to consider the potential impact of the grant project's
proposed programs or policies on minority groups.
Please choose the statement(s) that pertains to this grant application. Complete all the
information requested for the chosen statement(s). Submit additional pages as necessary.
® The proposed grant project programs or policies could have a disproportionate or uniqueop sitiye
impact on minority persons.
Describe the positive impact expected from this project. As part of the intersection improvement, intersection
pedestrian facilities will also be improved.Pedestrian ramps will be reconstructed to conformance with
the Americans with Disabilities Act(ADA). In addition,the traffic signal equipment upgrades will
include Accessible Pedestrian Signal features including pedestrian walk interval countdown display and
accessible pedestrian pushbuttons.
Indicate which group is impacted:
❑ Women ® Persons with a disability ❑ Blacks ❑ Latinos ❑ Asians
❑ Pacific Islanders ❑ American Indians ❑ Alaskan Native Americans ❑ Other
❑ The proposed grant project programs or policies could have a disproportionate or unique negative
impact on minority persons.
Describe the negative impact expected from this project.None
Present the rationale for the existence of the proposed program or policy.
15
H. Minority Impact Statement
Provide evidence of consultation with representatives of the minority groups impacted.
Indicate which group is impacted:
❑ Women ❑ Persons with a disability ❑ Blacks ❑ Latinos ❑ Asians
❑ Pacific Islanders ❑ American Indians ❑ Alaskan Native Americans ❑ Other
❑ The proposed grant project programs or policies are not expected to have a disproportionate or
unique impact on minority persons.
Present the rationale for determining no impact.
I hereby certify that the information on this form is complete and accurate, to the best of my knowledge:
Name: David Ness
Title: Traffic Engineer, City Of Dubuque
Definitions
"Minority Persons," as defined in Iowa Code Section 8.11, means individuals who are women, persons
with a disability, Blacks, Latinos, Asians or Pacific Islanders, American Indians, and Alaskan Native
Americans.
"Disability," as defined in Iowa Code Section 15.102, subsection 7, paragraph "b," subparagraph (1):
b. As used in this subsection:
(1) "Disability"means, with respect to an individual, a physical or mental impairment that
substantially limits one or more of the major life activities of the individual, a record of physical or
mental impairment that substantially limits one or more of the major life activities of the
individual, or being regarded as an individual with a physical or mental impairment that
substantially limits one or more of the major life activities of the individual.
"Disability"does not include any of the following:
(a) Homosexuality or bisexuality.
(b) Transvestism, transsexualism, pedophilia, exhibitionism, voyeurism, gender identity disorders
not resulting from physical impairments or other sexual behavior disorders.
(c) Compulsive gambling, kleptomania, or pyromania.
(d) Psychoactive substance abuse disorders resulting from current illegal use of drugs.
"State Agency," as defined in Iowa Code Section 8.11, means a department, board, bureau, commission,
or other agency or authority of the state of Iowa.
16
M1 /
y
411-1
IV
- 1
IV- '_
� ti
No
IN
J. Pictures
Intersection of Northwest Arterial and John F Kenned Road lookin north
Proposed Right Turn
Lane Location _
ial �
� r
Intersection of Northwest Arterial and John F Kenned Road lookin northwest
I
J
JFK Rd
18
J. Pictures
Intersection of NorthwestArterlal and John PKenned Road looking north
Pro osed ltight Tum fit
LaneLoc tion
r
Intersection of NorthwestArterlal and John P Kennedy Road looking northwest
I
I _
JFK Rd. I1
T
?�I
Pr d RI T
Lane Loraion ,
19
Ly-
n y
J At
~ 1:
(�A L. Delay Study
MSA Memo
does
To: David Ness, Cry of proper,
Chandra passes, East Central lntergcz n mental Association
From: Kevin J. Ruh Iand, MSA Professional Services
Subject: NW Arterial Delay Study, Pennsylvania Avenue &JFK Road Interactions
Date: September 29, 2015
1. Introduction
At the request of the Cry of protons and this East Central Intergovernmental Association ECIAj MSA has
prepared a delay analysis for the NW Arterial intersections with Pennsylvania Avenue and John F. Kennedy
(JFK) Road In the City of protons. The agencies art submitting an application for the Iowa Clean Air
Attainment Program (ICAAP)to constmR improvements at each 'mterseRion. A delay Andy is necessary as
part of the application process. A map of the study 'mterseRion is shown on Exhibit 1.
2. Data correction
Trafbc counts were colleRed using video from September 16, 2015 for both the AM and PM peak hours at
both 'mterseRions. The AM Peak Hour occurs from J-0 AM,whllethe PM Peak Hour occurs from 5 6 PM.
Additionally,the volumes were forecastto 2040 utilizing data provided by the ECIA based on the NW Arterial
Andy completed by HDR for the Iowa Department of Transportation. The percentage of traps occurring In
each peak hourfor each appmachwas calculated based on existing count information (k factor). Thatvolume
as further fastored basetl on the cireRion split of traffic on each approach, and the specific turning
movements approaching each leg of the 'mterseRion to determine future year turning movement counts. A
summary of the traffic counts and forecast calculations is attachpd as Exhibit 2 (Pennsylvania Avenue) and
Eahodt3 JFK Road).
3. Operational Ana lysis &Results
The study covers the AM and PM peak hour for both current (2015) and future year (2040) conditions,
omparingthe existinggeometry with the proposed improvement conditions. The proposediimpmvement at
the Pennsylvania Avenue 'mterseRion 'is to constmR a westbound dedicated right turn lane. The proposed
improvement atthe RK Roatl 'mterseRionisto conrtrustasouthbound dedicated right-turn lane. Theanalysis
esthatthe new geometri c conditions would lncluderevised signal timings, lncludingright-turn overlaps
for the new dedicated right turn lanes. The analysis was completed using Synchm 0 software, with HCM
outputs. Asummary d the results is shown in Table 1 for Pennsylvania Avenue and Table 2for JFK Road The
Synchm outputs are included 'mthe Appendix.
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21
L. Delay Study
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22
L. Delay Study
EXHIBIT 1 -19 PROJECT LOCATION MAP N
NW ARTERIAL DELAY STUDY
CITY OF DUBUQUE
DUBUQUE COUNTY
JFK ROAD
INTENSECTION
CITY OF NPLouE
GPIGIE COUNTY
PENNSYLVANIA AVE
INTERSECTION
MSA
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23
L. Delay Study
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24
L. Delay Study
APPENDIX
25
L. Delay Study
HCM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial AGN2016
EBL EBT EBR WBL WBi WBR NEL NET NBR BBL BBT SBR
Lane Configurations F }7+ F }7+ F 7+ F A
Volume Nea) 67 367 41 142 409 10 61 60 120 32 194 1a
Number 1 6 16 6 2 12 3 R 1A 7 4 14
InNal Q Grab van 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike VISA son 100 100 100 100 100 100 100 100
Parking Bus,Atli 100 100 100 100 100 100 100 100 100 100 100 100
VOL Bal Flow,veduan 1792 1792 1900 1846 1846 1900 1881 1881 1900 1846 1846 1900
VOL Flow Rale,vents 63 408 46 168 464 11 67 66 1"63 Be 216 198
VOL Noof lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak Mw Factor 090 090 090 090 090 090 090 090 090 090 090 090
Percent Heavy Veh,CO 6 6 6 3 3 3 1 1 1 3 3 3
Cap,pea 102 13(5 163 186 1710 41 149 ea 221 2a2 159 146
Curve On Been 006 044 044 On 049 049 004 019 019 093 018 018
SalFlow,vents 1707 3088 346 1767 3498 R6 1792 496 11a 1767 888 819
Grp Volum ivcvents 63 224 pan 168 227 ZB 67 0 189 Be 0 414
Grp Bal Flowd),veduan 1707 1703 1731 1767 1762 1Sao 1792 0 1673 1767 0 1701
QSeve(Lt1a 3A 8A R1 RA 72 7a 24 00 9A 16 00 170
Cycle Q Heard Lc15 3A 8A Al RA 72 7a 24 00 9A 16 00 170
Prop In Lane 100 020 100 006 100 070 100 OAR
Lane Grp Capd),ants 102 766 767 186 R67 894 149 0 3ID 2a2 0 304
VIC Rano(::) 062 0 B 0 B OA6 027 027 038 000 060 016 000 1 Be
AvallCard a),pear lot 766 767 U5 R67 894 264 0 eta Be) 0 304
HCM PMoon Rano 100 100 100 100 100 100 100 100 100 100 100 100
reaped Fined) 100 100 100 100 100 100 100 000 100 100 000 100
toward Delay 0),soon 436 170 170 41A 143 143 314 00 363 Be 00 Be
nor Delay 02),teen 60 10 10 Bet 0% 07 16 00 32 03 00 1819
InNalQ Why(tl3)pNeh 00 00 00 00 00 00 00 00 00 00 00 00
-Ale Back01Q(60%)vehAn 1A 39 40 66 a7 3A 13 00 4A 0% 00 233
Load Oehyo)pAah 496 1RA 1" 720 160 160 330 00 ad Beg 00 2209
Load LOS 0 B B E B B C 0 C F
Approach Vol,pear 617 623 246 460
Approach Delay,seen 21A 294 W3 2067
Approach LOB C C 0 F
AsignedPhs 1 2 3 4 6 6 7 R
Phs Shadow (GY e),a 107 624 R9 2a0 160 481 Al 2a
Change Period n`,D1a 60 60 60 60 60 60 60 60
Max Green Found (Am ad,a 100 360 100 170 100 Be 100 170
Max Q Clear Due 0 P flTy a 64 93 44 190 104 101 a6 11A
Breen Ad Due do c),a 00 61 00 00 00 60 00 1A
Inlerseplon Bummer
HCM 2010 ad Why 715
HCM 2010 LOS E
2015 AM Peak Hour 9282016 Existing Conditions AnchroA Repos
MBA Paget
26
L. Delay Study
Queues
2'. JFK Rd & NW Arterial AGU2016
1 v Ir ~ ell 1 1
EBL EBT WBL WBi Be NBT BBL BBT
Lane Group Flow Npb) oa 464 16s 466 67 use 36 414
vkTake 041 036 "0 032 026 0W 009 099
Control Belay as 214 ort 202 243 166 216 ]]0
Queue Delay 00 00 00 00 00 00 00 00
Total Delay as 214 ort 202 243 166 216 ]]0
Queue Length6(1h M) 36 W 96 101 2t 40 14 -259
Queue length 96th M) ]] 1 a loos 143 60 104 N M71
HennalWk PS M) 621 6s1 600 4s6
Tum Bay Length PC 136 136 170 100
Bare Capacity(Mh) 179 12N iso 1461 267 614 434 420
Stancher Cap Real 0 0 0 0 0 0 0 0
Splllback Cap Retlupn 0 0 0 0 0 0 0 0
Storage Cap Real 0 0 0 0 0 0 0 0
Reducedvk Rade 036 036 "0 032 022 0W ON 009
Henrepl0n Summar
- volume exceeds apatlry,queue lsmeoretlauonfini.
Queue show is maximum anertw0 cycles.
A 95th Comanche volume exceeds capacity,queue maybe longer.
Queue show It maximum aXertwo cyder.
2016 AM Pak Mur 92s2015 EVSIng Counters SypMm s Paper
MBA Pages
27
L. Delay Study
FICM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial AG&GO15
EBL EBT EBR WBL WBi WBR NBL NBT NBR BBL BBT SBR
Lane Configurations F }7+ F }7+ F TO F A
Volume (Four) 224 394 96 12a 405 27 a8 Too 129 14 121 147
Number 1 6 16 6 2 12 3 a 1a 7 4 14
Initial Q (Qb),per 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike AddAFpb T) 100 100 100 100 100 100 100 100
Pound Bus,ACT 100 100 100 100 100 100 100 100 100 100 100 100
Atli Ban Flow,penmen iaai iaai 1900 1 S4 1 S4 1900 iaai iaai 1900 iaai iaai 1900
AdFlow Fate,venm 243 42a 103 134 440 29 96 199 140 16 1 B 160
Atli No.o1 Lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak HOW Factor 092 092 092 092 092 092 092 092 092 092 092 092
Parent Heavy Veh,CO 1 1 1 3 3 3 1 1 1 1 1 1
Cap,vehm 276 124a 29a 165 1257 So 193 227 160 142 139 16a
Anne OnGreen 016 044 044 009 03a 03a 006 022 022 002 01a 01a
Ban Flow,venin 1792 2a64 6a4 1767 eee) 219 1792 1029 724 1792 776 940
ery VOlume(v),perm 243 265 265 134 SAO FPS 96 0 Be) 16 0 292
ery Ban ROWOyvehmtn 1792 Pal 1761 1767 1762 1806 1792 0 1763 1792 0 1716
QServe s),a 126 94 95 71 90 90 40 00 177 06 00 160
Cycle Q Heard c),t 126 94 95 71 90 90 40 00 177 06 00 160
Pop In Lane 100 039 100 012 100 041 100 056
Lane Grp tapey venin 276 779 767 165 650 ON 193 0 RV 142 0 307
VICFood) "A 034 036 "1 036 036 050 000 0a 011 000 096
AnallCap(c a),verb FAA 779 767 277 650 ON 276 0 RV 300 0 307
TOM Carbon Pon 100 100 100 100 100 100 100 100 100 100 100 100
Upstream NATO) 100 100 100 100 100 100 100 000 100 100 000 100
UnitOim Delayteen 393 17A 17A 422 213 213 300 00 367 Be 00 3a6
ncr Delay(12),teen 256 12 12 a9 16 1A 20 00 195 03 00 3a4
Initial Q Oehydacghoah 00 00 00 00 00 00 00 00 00 00 00 00
°'tile Back01Q(60%),vehM a2 4A 4A 39 46 4A 21 00 107 03 00 100
Nary Wlay(U)pAah 649 190 190 611 227 227 Be 00 662 Bea 00 770
FLAT LOB E B B 0 C C C E C E
Approach Vol,venin 774 6e3 436 307
Approach Delay,soon ea4 29.0 601 74A
Approach Los C C 0 E
Assigned PF 1 2 3 4 6 6 7 a
PF Duation (WYHtc),t 196 41A 106 2t0 140 474 66 270
Change Pound VTFc),a 60 60 60 60 60 60 60 60
Max Green Found (Gma%y t 160 310 100 170 160 310 100 170
Max Q Clear Time 0 cT1),a 146 110 60 1" 91 115 26 197
Gmen FN Time (p c15 00 62 01 00 01 62 00 00
El
TOM 2010 art Delay 416
TOM 2010 TO 0
2016 PM Peak Four 92a2015 EVSIng Condi Bobby Repot
MBA Paget
28
L. Delay Study
Queues
2'. JFK Rd & NW Arterial erzsrzo16
1 v Ir ~ ell 1 1
EBL EBT WBL WBi Be NBT BBL BBT
Lane Group Flow Npb) 243 631 134 469 96 ee) 16 292
vkRate "0 039 060 Das 036 070 006 0]s
Control Belay 615 221 604 246 259 390 214 464
Queue Delay 00 00 00 00 00 00 00 00
Total Delay 615 221 604 246 259 390 214 464
Queue Length 6(th M) 146 11s ]] 113 40 149 6 1W
Queue length own M) 10]s 172 1 e 167 76 #24 20 10]]
HennalWk PS Q1) 621 6s1 600 4s6
Tum Bay Length PC 136 136 170 100
Bare Capacity(Mh) 2s9 136s 276 12x3 292 4s1 322 M
Stancher Cap Real 0 0 0 0 0 0 0 0
Splllback Cap Retlupn 0 0 0 0 0 0 0 0
Storage Cap Real 0 0 0 0 0 0 0 0
Reducedvk Rano 004 039 049 Das 033 070 006 0]s
A 95th Comanche volume exceeds capacity,queue maybe longer.
Queue Mourn It maximum aXertwo cycles
2016 PM Pak Mur 92s2015 EVSIng Counters SypMm s Paper
MBA Pages
29
L. Delay Study
FICM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial AG&GO15
EBL EBT EBR WBL WBi WBR NBL NBT NBR SBL SBi SBR
Lane Centel F }7+ F }7+ F 7+ F } IN
Volume Qeh,h) 67 o7 41 142 409 10 61 60 120 Be 194 178
Number 1 6 16 6 2 12 3 A 1s 7 4 14
Initial Q (Qb),van 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike AddAFpb T) 100 100 100 100 100 100 100 100
Pound Bus,ACT 100 100 100 100 100 100 100 100 100 100 100 100
Atli Ban Flow,penmen 1792 1792 1900 1846 1846 1900 1Sol 1Sol 1900 1846 1846 1846
AdFlow Fate,venm 63 4W 46 168 464 11 67 66 1e 36 216 198
Atli No.N Lanes 1 2 0 1 2 0 1 1 0 1 1 1
Peak Hour Factor 090 090 090 090 090 090 090 090 090 090 090 090
Parent Heavy Veh,CO 6 6 6 3 3 3 1 1 1 3 3 3
Cap,vehm 102 1441 162 192 1806 44 1S7 79 1S 196 AN 409
Anne OnGreen 006 047 047 On 052 052 004 016 016 003 016 016
Ban Flow,venin 1707 oWA 346 1767 34eA s6 1792 496 1178 1767 1846 1666
ery VOlume(v),perm 63 224 pan 168 227 ZB 67 0 1S 36 216 198
ery Ban Roweyvehmtn 1707 1703 1731 1767 1762 1Sao 1792 0 1673 1767 1846 1666
QServe s),a 3A 77 7A A 6A 69 25 00 102 16 107 101
Cycle Q Heard Lc),a 3A 77 7A A 6A 69 25 00 102 1 6 107 101
Pop In Lane 100 020 100 006 100 070 100 100
Lane Grp tapey venin 102 796 No 192 904 944 1S7 0 FAA 196 AN 409
VICFood) 062 028 028 002 026 025 030 000 070 018 077 0a
AnallCap(c a),verb 162 796 No 296 904 944 2W 0 "636 SOL 3(5 486
TOM Carbon Ramo 100 100 100 100 100 100 100 100 100 100 100 100
Upstream NATO) 100 100 100 100 100 100 100 000 100 100 100 100
Unitoim Delayteen 436 166 166 414 12A 12A Be 00 WA Be 387 29.7
ncr Delay(12),teen 60 09 09 104 07 O6 09 00 49 0 4 71 09
Initial Q Oehydacghoah 00 00 00 00 00 00 00 00 00 00 00 00
°'tile BackOr)(60%),vehM 1A 3A 39 46 3A 36 13 00 60 OA 60 45
Nery Wlay(U)pAah 496 164 165 619 lea lea ea5 00 427 eat 469 306
FLAT LOS 0 B B 0 B B C 0 C 0 C
Approach Vol,venin 617 623 246 460
Approach Delay,soon 205 232 405 381
Approach LOB C C 0 0
Assigned Phs 1 2 3 4 6 6 7 s
Phs Suallon (WYHtc),t 107 660 s9 204 164 603 Al 212
Change Pound VTFc),a 60 60 60 60 60 60 60 60
Max Green Found (Gma%yt 90 400 60 190 160 ea0 60 190
Max Q Clear Time 0 cTl),t 64 s9 45 127 104 9A 36 122
Goen FN Time do c15 00 62 00 17 02 49 00 1A
TOM 2010 art Delay 284
TOM 2010 TO C
2015 AM Peak Mur 9282015 Improvement Bcemno Bobby Repot
MBA Paget
30
L. Delay Study
Queues
2'. JFK Rd & NW Arterial AGU2016
1 v Ir ~ ell 1 V 1 ell
EBL EBT WBL WBi Be NBT BBL BBT SBR
Lane Group Flow Npk) oa 464 16s 466 67 use 36 216 19s
vkRake 042 031 065 027 024 047 014 071 031
Control Belay 49.7 19A 611 166 26s iso 260 604 46
Queue Delay 00 00 00 00 00 00 00 00 00
Total Delay 49.7 19A 611 166 26s iso 260 604 46
Queue Length 6(th M) 36 94 91 90 26 41 16 124 0
Queue Length own M) ]s 146 163 1 e 63 102 3s 196 44
Hennalunk PS M) 621 6s1 600 4s6
Tum Bay Length Q1) 136 136 170 100
Bare Capacity(Mh) 162 1461 296 1691 2aa 442 261 3(5 641
BhvAlon Cap Real 0 0 0 0 0 0 0 0 0
Splllback Cap Retlupn 0 0 0 0 0 0 0 0 0
Storage Cap Real 0 0 0 0 0 0 0 0 0
Reducedvk Ra110 039 031 064 027 024 04a 014 059 031
Henreplon Summar
2015 AM Peak Mur 92s2015 Improvement Scenano SypMms Report
MBA Pages
31
L. Delay Study
FICM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial AG&GO16
EBL EBT EBR WBL WBi WBR NBL NBT NBR BBL BBT SBR
Lane Centel F }7+ F }7+ F 7+ F } IN
Volume dabm) 224 394 96 12t 405 27 a8 Too 129 14 121 147
Number 1 6 16 6 2 12 3 a 1a ] 4 14
Initial Q (Qb),per 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike AddAFpb T) 100 100 100 100 100 100 100 100
Pound Bus,ACT 100 100 100 100 100 100 100 100 100 100 100 100
Atli Ban Flow,penmen iaai iaai 1900 1 S4 1 S4 1900 iaai iaai 1900 iaai iaai iaai
AdFlow Fate,venm 243 42 103 134 440 29 96 199 140 16 1 B 160
Atli No.o1 Lanes 1 2 0 1 2 0 1 1 0 1 1 1
Peak HOW Factor 092 092 092 092 092 092 092 092 092 092 092 092
Parent Heavy Veh,CO 1 1 1 3 3 3 1 1 1 1 1 1
Cap,vehm AN 1252 299 165 1252 a2 304 226 159 141 347 446
Anne OnGreen 016 044 044 009 03a 03a 006 022 022 002 01a 01a
Ban Flow,venin 1792 264 6a4 1267 eee) 219 1792 1029 724 1792 iaai 1699
ery VOlume(v),perm 243 265 265 134 20 FPS 96 0 Be) 16 1 B 160
ery Ban ROWeyvehmtn 1792 Pa] 1261 1267 1762 TWO 1792 0 1763 1792 iaai 1699
QServe s),a 126 93 95 71 90 90 41 00 17A 06 6A 76
Cycle Q Heard c),t 126 93 95 71 90 90 41 00 17A 06 6A 76
Pop In Lane 100 0 B 100 012 100 041 100 100
Lane Grp tapey venin 20 7A ]]0 165 657 677 304 0 3a6 141 347 446
VICFood) 007 034 034 "1 036 036 0 B 000 "A 011 03a 036
AnallCap(c a),verb W] 7A ]]0 259 657 677 304 0 415 204 466 2A
TOM Platoon Ramo 100 100 100 100 100 100 100 100 100 100 100 100
Upstream NATO) 100 100 100 100 100 100 100 000 100 100 100 100
Unitoim Delayteen Be 177 177 422 21 4 214 21 00 36A 316 340 275
ncr Delay(12),teen 149 12 12 100 16 1A O6 00 176 03 07 05
Initial Q Oehydacghoah 00 00 00 00 00 00 00 00 00 00 00 00
%lle Back01Q(60%),vehM ]A 4A 4A 39 46 4A 21 00 105 03 31 3A
Nary Wlay(U)pAah 640 US US 622 22A 22A 29.7 00 635 Be 34 7 2"
FLAT LOB 0 B B 0 C C C 0 C C C
Approach Vol,venin ]]4 6e3 436 307
Approach Delay,soon 29 29.4 4a2 310
Approach LOB C C 0 C
Assigned PF 1 2 3 4 6 6 ] a
PF Suallon (WYHtc),t 199 416 100 25 14.0 4]5 66 269
Change Pound VTFc),a 60 60 60 60 60 60 60 60
Max Green Found (Gma%yt 200 250 60 20 140 310 60 20
Max Q Clear lme 0 cTl),t 146 110 61 96 91 115 26 19A
Goen FN Time (p c15 03 45 00 29 01 62 00 11
El
TOM 2010 art Delay ea7
TOM 2010 TO C
2016 PM Peak Mur 92a2015 Improvement Bcemno Bobby Repot
MBA Paget
32
L. Delay Study
Queues
2'. JFK Rd & NW Arterial eGoGO15
1 v Ir ~ ell 1 V 1 ell
EBL EBT WBL WBi Be NBT BBL BBT SBR
Lane Group Flow Npb) 243 631 134 465 96 ee) 16 132 160
vkRate 076 0A 062 036 036 Aka ON 040 021
Control Belay 622 194 51k 241 27 4 495 224 Wb 27
Queue Delay 09 09 09 09 09 09 09 09 09
Total Delay 622 194 51k 241 27 4 495 224 W5 27
Queue Length 6(tb M) 139 w n 99 46 1Q ] 76 0
Queue Length own M) 217 172 136 174 76 CPA 19 116 29
HennalWk PS M) 621 6s1 600 4s6
Tum Bay Length PC 136 136 170 100
Bare Capadiy(vph) W6 1642 25s 1"636 316 463 iso 466 so4
Stancher Cap Real 0 0 0 0 0 0 0 0 0
Splllback Cap Retlupn 0 0 0 0 0 0 0 0 0
Storage Cap Real 0 0 0 0 0 0 0 0 0
Reduced vk Rano 055 0A 052 036 030 076 ON 029 020
A 95th Comanche volume exceeds capacity,queue maybe longer.
Queue Mourn It maximum aXertwo cycles
2016 PM Pak Mur 92s2015 Improvement Banano SypMms Paper
MBA Pages
33
L. Delay Study
FICM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial 9n912015
EBL EBT EBR WBL WBi WBR NBL NBT NBR SBL SBi SBR
Lane Configurations F }7+ F }7+ F TO F A
Volume (Four) 96 ON 63 321 926 2a 30 182 167 62 61 122
Number 1 6 16 6 2 12 3 A 1s 7 4 14
Initial Q (Qb),per 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike AddAFpb T) 100 100 100 100 100 100 100 100
Pound Bus,ACT 100 100 100 100 100 100 100 100 100 100 100 100
Atli Ban Flow,penmen 1792 1792 1900 1846 1846 1900 1Sol 1Sol 1900 1846 1846 1900
AdFlow Fate,venm 106 676 76 367 1028 26 ea 202 1 d 6s 67 136
Atli No.N Lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak Hour Factor 090 090 090 090 090 090 090 090 090 090 090 090
Parent Heavy Veh,% 6 6 6 3 3 3 1 1 1 3 3 3
Cap,vehm 1 B 1366 164 1 S 1644 42 228 162 149 198 92 219
Anne OnGreen 0W 044 044 On 047 047 003 018 018 004 019 019
Ban Flow,venin 1707 oW7 347 1767 3493 ss 1792 903 Set 1767 486 1166
ery VOlume(v),perm 106 373 W9 367 616 638 ea 0 an 6s 0 193
ery Ban Row Qyvehmtn 1707 1703 1731 1767 1762 1829 1792 0 1734 1767 0 1641
QServe s),a 6A 14A 149 100 210 210 14 00 170 2b 00 103
Cycle Q Clearse c),a 6A 14A 149 100 210 210 14 00 170 2b 00 103
Pop In Lane 100 020 100 006 100 048 100 070
Lane Grp tapey venin 1 B 764 767 1 S 826 861 228 0 310 198 0 311
VICFood) "0 049 049 193 003 003 014 000 125 039 000 062
AnallCap(c a),verb 1W 764 767 1 S 826 861 362 0 310 261 0 311
HCM Platoon Rano 100 100 100 100 100 100 100 100 100 100 100 100
Upstream NATO) 100 100 100 100 100 100 100 000 100 100 000 100
Unitoim Delayteen 431 US US 425 1A9 US 307 00 390 314 00 364
ncr Delay(12),teen 165 23 23 4380 a 6 34 03 00 1365 17 00 a7
Initial Q Oehydacghoah 00 00 00 00 00 00 00 00 00 00 00 00
°'tile Backc Q(60%),vehM 33 74 75 273 100 113 07 00 199 13 00 60
Nery Wlay(U)pAah 596 212 212 4W5 224 223 310 00 1765 ea1 00 391
NOry LOS E C C F C C C F C 0
Approach Vol,verb SEA 1411 421 251
Approach Delay,soon 259 1383 1641 W7
Approach LOB C F F 0
Assigned Phs 1 2 3 4 6 6 7 s
Phc Duation (WVHtc),t 124 607 79 240 160 481 s9 2t0
Change Pound VTFc),a 60 60 60 60 60 60 60 60
Max Green Found (Gma%y t 100 360 100 170 100 360 100 170
MaxQ Clear Time 0 cTl),a 7A 2t0 34 123 120 169 45 190
Gmen FN Time do c15 00 8A 00 16 00 103 00 00
El
HCM 2010 art Delay 1006
HCM 2010 TO F
2040 AM Peak Four 92s2015 EVSIng Condi Bobby Repot
MBA Paget
34
L. Delay Study
Queues
2'. JFK Rd & NW Arterial 929Ro16
v Ir ~ ell 1 1
EBL EBT- Be NBT BBL BBT
Lane Group Flow Npb) 106 762 367 1064 ea an 6s 193
vkTake 064 059 194 0Ta 0" 092 026 Das
Control Belay 6s9 254 46s.] 2s3 215 633 241 179
Queue Delay 09 09 09 09 09 09 09 09
Total Delay 6s9 254 46s.] 2s3 215 633 241 179
Queue Length 6(tb M) 62 1 a4 -"636 291 13 -217 2a 42
Queue Length 95th Q1) M26 243 M67 a74 33 Mai 61 109
Hennalunk PS M) 621 6s1 600 4s6
Turn Bay Length PC 136 136 170 100
Bare Capacity(Mh) 179 12N iso 143s 442 422 25s 667
Stancher Cap Real 0 0 0 0 0 0 0 0
Splllback Cap Retlupn 0 0 0 0 0 0 0 0
Storage Cap Real 0 0 0 0 0 0 0 0
Reducedvk Rade 059 059 194 073 097 092 022 Das
Henreplon Summar
- volume exceeds apatlry,queue lstheoretlauonfini.
Queue Mourn is maximum anertwo cycles.
A 96thpercentlle volume exceeds capacity,queue maybe longer.
Queue Mourn It maximum aXertwo cyder.
2040 AM Pak Mur 92s2016 EVSIng Counters SypMm s Report
MBA Pages
35
L. Delay Study
FICM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial 9n912015
EBL EBT EBR WBL WBi WBR NBL NBT NBR SBL SBi SBR
Lane Centel F }7+ F }7+ F 7+ F A
Volume Qeh,h) W1 Sea 168 27A 916 61 S9 too 131 13 113 138
Number 1 6 16 5 2 12 3 A 1s 7 4 14
Initial Q (Qb),van 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike AddAFpb T) 100 100 100 100 100 100 100 100
Pound Bus,ACT 100 100 100 100 100 100 100 100 100 100 100 100
Atli Ban Flow,penmen 1Sol 1Sol 1900 1846 1846 1900 1Sol 1Sol 1900 1Sol 1Sol 1900
AdFlow Fate,venm 403 710 172 302 996 66 W 202 142 14 12t 150
Atli No.o1 Lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak HOW Factor 092 092 092 092 092 092 092 092 092 092 092 092
Parent Heavy Veh,CO 1 1 1 3 3 3 1 1 1 1 1 1
Cap,vehm FAA 1067 268 277 1247 So 207 227 160 137 1W 167
Anne OnGreen 016 OW OW 016 0a OW 006 022 022 002 018 018
Ban Flow,venin 1792 2866 691 1757 eeW 221 1792 1030 724 1792 FAA 942
ery VOlume(v),perm 403 444 GSA 302 623 5g) W 0 344 14 0 FAA
ery Ban ROWeyvehmtn 1792 178] 1759 1757 1752 TWO 1792 0 1763 1792 0 1715
QServe s),a 150 197 197 150 263 263 41 00 lot 06 00 14A
Cycle Q Heard c),t 150 197 197 150 263 263 41 00 lot 06 00 14A
Pop In Lane 100 0B 100 012 100 041 100 066
Lane Grp tapey venin FAA 0A 657 277 666 616 207 0 RV 137 0 304
VICFood) 142 067 067 109 "0 0W 047 000 "a 010 000 090
AnallCap(c a),verb FAA 0A 657 277 666 616 2" 0 RV 296 0 307
TOM Carbon Ran10 100 100 100 100 100 100 100 100 100 100 100 100
Upstream NATO) 100 100 100 100 100 100 100 000 100 100 000 100
UnitOim Delayteen 400 24A 24A 400 266 266 29A 00 369 Be 2 00 382
ncr Delay(12),teen 2105 52 63 79A 99 96 17 00 215 03 00 271
Initial Q Oehydacghoah 00 00 00 00 00 00 00 00 00 00 00 00
%lle Back01Q(50%),vehM 2t9 106 106 lea 140 144 21 00 110 03 00 93
Nary Wlay(U)pAah 2505 300 301 119A Be Bet 316 00 574 Bey 00 654
NOry LOS F C C F 0 0 C E C E
Approach Vol,verb 1286 1364 441 ASP
Approach Delay,soon 992 bas Ell so
Approach LOB F 0 0 E
Assigned Phs 1 2 3 4 5 6 7 s
Phs Sua110n (WYHtc),t 200 415 107 22A 200 415 65 270
Change Pound VTFc),a 50 60 50 60 50 60 50 60
Max Green Found (Gma%y t 150 310 100 170 150 310 100 170
Max Q Clear lme 0 cT1),t 170 273 61 160 170 217 26 201
Goen FN Time (p c15 00 30 01 00 00 66 00 00
TOM 2010 art Delay 720
TOM 2010 L05 E
2040 PM Peak Four 92s2015 EVSIng Condi Bobby Repot
MBA Faget
36
L. Delay Study
Queues
2'. JFK Rd & NW Arterial 929/1016
1 v Ir ~ ell 1 1
Lane Group Flow Npb) 40J ss2 302 1062 97 344 14 273
vkRate 121 076 093 093 033 Obs 006 073
Control Delay 1675 320 764 464 25.4 A9 214 424
Queue Delay 00 00 00 00 00 00 00 00
Total Delay 1675 320 764 464 254 A9 214 424
Queue Length5(1h Q1) s31 240 -207 321 40 162 6 124
Queue Length 95th Q1) M11 3ID CEO M54 77 HI40 19 1047
Hennalunk DS Q1) 621 6s1 600 4s6
Turn Bay Length PC 136 136 170 100
Bare Capadiy(vph) "632 1164 315 113s 311 62t "63s a7s
Stancher Cap Real 0 0 0 0 0 0 0 0
Splllback Cap Retlupn 0 0 0 0 0 0 0 0
Storage Cap Real 0 0 0 0 0 0 0 0
Reducedvk Ra110 121 076 093 093 031 Obs 004 072
Henrepl0n Summary
- volume exceeds apatlry,queue lstheoretlauonfini.
Queue show is maximum anertw0 cycles.
A 95th Comanche volume exceeds capacity,queue maybe longer.
Queue show It maximum aXertwo cyder.
2040 Be Pak Mur 92s2015 EVSIng Counters SypMm s Paper
MSA Pages
37
L. Delay Study
FICM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial 9n912015
EBL EBT EBR WBL WBi WBR NBL NBT NBR SBL SBi SBR
Lane Configurations F }7+ F }7+ F TO F } IN
Volume (enb) 96 ON 63 321 926 2t 62 61 122 30 182 167
Number 1 6 16 6 2 12 3 8 1s 7 4 14
Initial Q (Qb),per 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike AddAFpb T) 100 100 100 100 100 100 100 100
Pound Bus,ACT 100 100 100 100 100 100 100 100 100 100 100 100
Atli Ban Flow,venben 1792 1792 1900 1846 1846 1900 1881 1881 1900 1846 1846 1846
AdFlow Fate,venb 106 676 76 367 1028 26 6s 67 136 33 202 186
Atli No.N Lanes 1 2 0 1 2 0 1 1 0 1 1 1
Peak Hour Factor 090 090 090 090 090 090 090 090 090 090 090 090
Parent Heavy Veh,% 6 6 6 3 3 3 1 1 1 3 3 3
Cap,vehb 1e 1111 125 394 1766 46 1a 76 181 lot 264 676
Anne OnGreen 008 036 036 022 051 051 004 016 016 003 014 014
Ban Flow,verb 1707 3087 347 1767 3493 ss 1792 494 1179 1767 1846 1666
ery VOlume(v),6ehb 106 373 W9 367 616 638 6s 0 193 ea 202 186
ery Ban Row Qyvehbtn 1707 1703 1731 1767 1762 1829 1792 0 1673 1767 1846 1666
QServe s),a 6A 170 171 180 196 196 26 00 105 15 100 Al
Cycle Q Clearse c),a 6A 170 171 180 196 196 26 00 105 15 100 Al
Pop In Lane 100 020 100 006 100 070 100 100
Lane Grp tapey vent 1e 613 Sea 394 ss7 926 1a 0 257 lot 264 676
VICFood) "a Ofl Ofl 091 058 058 031 000 076 018 076 0B
AnallCap(c a),verb 216 613 Sea 481 ss7 926 208 0 317 219 360 649
HCM Platoon Rano 100 100 100 100 100 100 100 100 100 100 100 100
Upstream NATO) 100 100 100 100 100 100 100 000 100 100 100 100
Unitoim Delayteen 431 249 249 369 164 164 eat 00 384 33.6 392 216
ncr Delay(12),teen 104 4A 4A 183 2s 27 09 00 76 06 70 03
Initial Q Oehydacghoah 00 00 00 00 00 00 00 00 00 00 00 00
°'tile Back01Q(60%),vehM 31 87 s9 111 101 106 13 00 64 0 7 66 35
Nery Wlay(U)pAah 634 294 293 642 192 191 341 00 460 340 462 219
FLAT LOS 0 C C 0 B B C 0 C 0 C
Approach Vol,verb SEA 1411 251 421
Approach Delay,soon Bea 28 0 433 345
Approach LOB C C 0 C
Assigned Phs 1 2 3 4 6 6 7 s
Phs Duation (WYHtc),t 124 641 s9 196 263 402 79 206
Change Pound VTFc),a 60 60 60 60 60 60 60 60
Max Green Found (Gma%yt 120 38A 60 180 260 240 60 180
Max Q Clear Time 0 cTl),t 7A 216 46 120 2" 191 35 125
Gmen FN Time do c15 01 94 00 16 O5 37 00 15
HCM 2010 art Delay 315
HCM 2010 LOS C
2040 AM Peak Mur 9282015 Improvement Bcemno Bobby Repot
MBA Paget
38
L. Delay Study
Queues
2'. JFK Rd & NW Arterial 929/2016
v Ir ~ ell 1 V 1 ell
EBL EBT-IBL NBT BBL BBT SBR
Lane Group Flow Npb) 106 762 367 1064 6s 193 ea 202 iso
vkTake Ob] Obs "4 064 026 049 013 070 030
Control Belay 623 32b 620 ZU 27 6 19A 256 606 70
Queue Delay 00 00 00 00 00 00 00 00 00
Total Delay 623 326 620 ZU 27 6 19A 256 606 70
Queue Length6(1h M) 61 213 200 263 26 43 16 116 16
Queue length own Q1) 114 #30 HI20 age 66 10s 36 is6 6s
Hennalunk PS M) 621 6s1 600 4s6
Turn Bay Length PC 136 136 170 100 200
Bare Capacity(Mh) 216 11W 4W 1644 2N 427 249 349 641
Stancher Cap Real 0 0 0 0 0 0 0 0 0
Splllback Cap Retlupn 0 0 0 0 0 0 0 0 0
Storage Cap Real 0 0 0 0 0 0 0 0 0
Reducedvk Ra110 049 Obs 074 064 026 045 013 Obs 029
A 95th Comanche volume exceeds capacity,queue maybe longer.
Queue show It maximum aXertwo cycles
2040 AM Pak Mur 92s2015 Improvement Banano SypMms Paper
MBA Pages
39
L. Delay Study
FICM 2010 Signalized Intersection Summary
2'. JFK Rd & NW Arterial 9n912015
EBL EBT EBR WBL WBi WBR NBL NBT NBR SBL SBi SBR
Lane Centel F }7+ F }7+ F 7+ F } IN
Volume Qeh,h) W1 Sea 168 27A 916 61 S9 too 131 13 113 138
Number 1 6 16 5 2 12 3 A 1s 7 4 14
Initial Q (Qb),vela 0 0 0 0 0 0 0 0 0 0 0 0
Per Bike AddAFpb T) 100 100 100 100 100 100 100 100
Pound Bus,ACT 100 100 100 100 100 100 100 100 100 100 100 100
Atli Ban Flow,penmen 1Sol 1Sol 1900 1846 1846 1900 1Sol 1Sol 1900 1Sol 1Sol 1Sol
AdFlow Fate,venm 403 710 172 302 996 66 W 202 142 14 12a 150
Atli No.o1 Lanes 1 2 0 1 2 0 1 1 0 1 1 1
Peak HOW Factor 092 092 092 092 092 092 092 092 092 092 092 092
Parent Heavy Veh,CO 1 1 1 3 3 3 1 1 1 1 1 1
Cap,vehm 41A 1045 263 343 1095 P3 267 1S 129 109 261 634
Anne OnGreen 02a OW OW 020 033 0e 006 018 018 002 014 014
Ban Flow,venin 1792 2866 691 1757 eeW 221 1792 1030 724 1792 1Sol 1699
ery VOlume(v),perm 403 444 GSA 302 623 5g) W 0 344 14 12t 150
ery Ban ROWeyvehmtn 1792 Ps] 1759 1757 1752 TWO 1792 0 1763 1792 1Sol 1699
QServe s),a 200 US US 150 257 257 41 00 160 06 54 62
Cycle Q Heard Lc),a 200 US US 150 257 257 41 00 160 0 6 54 62
Pop In Lane 100 0B 100 012 100 041 100 100
Lane Grp tapey venin 41A 664 644 343 575 592 267 0 312 109 261 634
VICFood) 096 Oso Oso "A 091 091 0B 000 110 013 047 028
AnallCap(c a),verb 41A 664 644 608 575 592 267 0 312 180 "634 597
TOM Carbon Rat is 100 100 100 100 100 100 100 100 100 100 100 100
Upstream NATO) 100 100 100 100 100 100 100 000 100 100 100 100
Unit0im Delay dU teen 341 241 241 362 29.0 290 on 7 00 W0 ea2 367 220
ncr Delay(12),teen 347 56 57 115 209 204 0% 00 A7 0 5 13 03
Initial Q Oehydacghoah 00 00 00 00 00 00 00 00 00 00 00 00
°'tile Back01Q(50%),vehM 139 103 101 s4 157 161 21 00 14A 03 29 2A
Nary Wlay(U)pAah 6s% 29.7 29A 467 49A 494 316 00 1U7 eaA W0 223
NOry LOS E C C 0 0 0 C F C 0 C
Approach Vol,verb 1286 1364 441 ASP
Approach Delay,soon 420 49.0 995 292
Approach LOB D D F C
Assigned Phs 1 2 3 4 5 6 7 s
Phs Sua110n (WYHtc),s 260 366 100 U5 226 389 65 220
Change Pound VTFAF,a 50 60 50 60 50 60 50 60
Max Green Found (Gma%ys 210 260 50 160 260 210 50 160
Max Q Clear lme 0 cTl),s 220 277 61 s2 170 209 26 180
Goen FN Time do cl s 00 00 00 21 06 01 00 00
TOM 2010 art Delay 512
TOM 2010 L05 D
2040 PM Peak Mur 9282015 Improvement Bcemno Bobby Perot
MBA Faget
40
L. Delay Study
Queues
2'. JFK Rd & NW Arterial 929/2016
1 v Ir ~ ell 1 V 1 ell
2a SBR
Lane to Flow NPb) 402 ss2 302 1PC 29 344 14 M 160
vkRolo 092 079 076 192 020 404 2aa 036 Ous 1
Queue Delay 622 369 461 (00 20 0 400 Z00 360 61
QueueDelay09 09 09 09 09 09 09 09 09
Total Delay 622 26% 461 A9 2]0 400 Zt6 360 61
Queue Length9(1h Q1) 09 203 161 -349 42 167 6 63 12
QueueHenna Length 95th QI) 1p P9 1621 Ys3 tgot 79 600 20 114 44
(Turn B yUnkLe eS QI) 621 641 600 486
Buse Payla Length(o Ql) 136 136 PO 100 200
BaseCapacity
Rea 430 1111 606 1020 "s30 464 P20 3C0 846
Qhnra110n Cap Retlutln 0 0 0 0 0 0 0 0 0
SpIlbStorage Cap Froducteal 0 0 0 0 0 0 0 0 0
Rome Cap Fatic 0 0 0 0 0 0 6 0 0
Reduced vk Rano 092 079 090 1A3 029 074 096 034 018
Inlerretilon Summary
- volume exceeds apatlry,queue lsmeorDllauonfini.
Queue show is maximum anerrw0 cytlaz.
A 95th Comanche volume exceeds capacity,queue maybe longer.
Queue show It maximum aXetlwo cycles
2040 Be Pak Mur 92s2015 Improvement Sanano SypMms Paper
MSA Pagel
41