Item 5 - PH on Laurel Hill Plan - Laserfiche WebLink

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Larson Property Traffic Impact Study Page 9 4. Development Impacts - 2019 For the planning horizon year, 2019, the peak hour traffic volumes without the zone change are assumed to be the same as the full build-out traffic volumes estimated in the JRH study for the year 2021 depicted in Figure 6 of that study and reproduced here in Figure 7 in Appendix A. At full build-out the first two stages of roadway improvements from table 3 above are to be in place.. Stage 3, signalization of the Glenwood Blvd./Glenwood Dr./Brackenfem Dr. intersection, is dependent on the intersection meeting signal warrants. The analyses at both the Glenwood Blvd. at NB 1-5 Ramp and the Glenwood Blvd. at Glenwood Dr/MQon Mountain Dr. intersections were performed assuming signalizati°n would be in place under the mitigation plan for full build-out of the Son Blaze development. The improvements assumed to be in place for this analysis include the following: · At the Glenwood Blvd. ~ NB I-5 Ramps intersection: Widening of Glenwood Blvd. to provide a southbound left-mm pocket and a northbound right-mm pocket and widening the off-ramp approach to provide separate left and right-mm lanes. The length of the mm lanes is to be determined by ODOT, however the length of the northbound right-mm lane is restricted by the overPass structure approximately 150 feet south of the intersection. · At the Glenwood Drive ~ SB I-5 Ramps intersection: Widen the southbound off-ramp to provide separate left and right-mm lanes, the length of which to be determined by ODOT. · At the Glenwood Blvd./Glenwood Dr/Brackenfem Dr./Moon Mountain Dr. intersection: Relocate the intersection to the south and provide a southbound left-mm pocket, northbound left and right- turn pockets, and a westbound right-turn lane continuous from the SB I-5 Ramps intersection. The lengths of the other mm lanes are to be determined by ODOT, however the length of the southbound left-mm lane is restricted by the overPass structure approximately 250 feet north of the intersection. Removal of the eastbound Moon Mountain Drive approach is dependent on the extension of 25~ Avenue to Brackenfem Drive. The analysis was first performed assuming that a Single-lane eastbound Moon Mountain Drive approach would remain and second with that movement removed.. The east and westbound phases are assumed to move concurrently. Peak hour traffic volumes resulting from the proposed zone change are shown in Figure 8 in Appendix A. Again all traffic to and from the proposed hotel/motel on the site were assigned to the Glenwood interchange area and no reduction for residential traffic generated under the current plan and zoning was made. For existing 2019 conditions, the Highway Capacity Manual Software (HCM2000 v.4.1d) was used to evaluate the operation of all unsignalized intersections while Sigcap2, ODOT's signal analysis program, was used to evaluate potential signalized intersections. The 2019 peak hour factors (PHF) used were 0.90 for freeway ramp traffic and 0.85 for all other traffic. The right tums permitted without stopping were treated as before. The results of the analyses are shown in Table 5. The HCM2000 and Sigeap2 worksheets are found in Appendix C. Access Engineering December 1, 2003 II-B-35