Kansas Traffic Engineering Assistance Program

KANSAS TRAFFIC ENGINEERING ASSISTANCE PROGRAM

CORRIDOR ANALYSIS Nelson Drive along K-15

Prepared for CITY OF DERBY

September 2010

TranSystems 2400 Pershing Road Suite 400 Kansas City, MO 64108 Tel 816 329 8600 Fax 816 329 8601

www.transystems.com September 27, 2010

Mr. Daniel Squires, P.E. City Engineer 611 Mulberry, Suite 300 Derby, Kansas 67037

Re: Corridor Analysis – Nelson Drive

Dear Mr. Squires:

In accordance with your request, TranSystems Corporation has prepared the following analysis for the Nelson Drive corridor adjacent to Kansas Highway 15 (K-15) between Buckner Street and 63rd Street in Derby, Kansas. Our data collection efforts, results, and recommendations are summarized in the attached report.

We trust that this study has adequately addressed the concerns of the City. The Kansas Department of Transportation is interested in learning whether this study proves to be useful to you and whether the recommendations will be or have been implemented. A questionnaire for the City’s use has been included in the Appendix (Page A-21). Please send any comments to Mr. Lynn Berges, P.E., Traffic Safety Engineer at the Bureau of Local Projects by using the postage-paid, return envelope included with this report; or, by fax at (785) 296-2079. You can also e-mail it to Lynn at [email protected].

We have appreciated this opportunity to be of service to the Kansas Department of Transportation and the City of Derby. We will be available to review this study with you at your convenience.

Sincerely,

TranSystems

By: ______By: ______Matthew P. Parker, PE James J. Stanek, Jr., PE, PTOE

MPP:JJS:mpp:P101100016 Attachments

Introduction TranSystems Corporation has prepared the following corridor analysis for Nelson Drive adjacent to Kansas Highway 15 (K-15) between Buckner Street and 63rd Street in Derby, Kansas. This study primarily focused on traffic operations and safety along Nelson Drive at its arterial street intersections connecting to K-15. The location of the study corridor is shown on Figure 1. This analysis was requested by Mr. Daniel Squires, P.E., City Engineer for the City of Derby, under the Traffic Engineering Assistance Program (TEAP), administered by the Kansas Department of Transportation (KDOT).

Study Purpose The study segment of Nelson Drive is a two-lane roadway which functions as a north/south frontage road to K-15. The roadway serves moderate traffic volumes as it provides access to a variety of adjacent businesses to the east, both retail and commercial. Its close proximity to K-15 combined with limited access control at the intersecting east/west arterial streets results in congestion and safety concerns throughout the corridor. As a result, the City requested that we review existing safety and operational deficiencies at arterial intersections along the corridor to develop recommendations focused primarily on geometric or access control modifications. Specific options to consider could include the construction of raised median along the east/west arterials, roadway realignment, access modification, and signalization.

Scope of Study TranSystems developed the following program to complete the analysis:

1. Conduct manual turning movement counts during the peak periods along Nelson Drive at the intersections with 63rd Street, Red Powell Drive, Meadowlark Boulevard, Buckner Street, as well as the access point to K-15 between Buckner Street and Meadowlark Boulevard. Also conduct manual turning movement counts along K-15 at the intersections with 63rd Street, Red Powell Drive, Meadowlark Boulevard, Nelson Drive, and Buckner Street.

2. Conduct 24-hour traffic counts along Nelson Drive at selected locations between the intersecting east/west arterials identified in Task 1.

3. Review recent crash experience at the major intersections along Nelson Drive.

4. Perform capacity analyses at the major intersections along the study corridor.

5. Develop recommendations to address observed operational and safety deficiencies along the study corridor.

6. Prepare a report documenting our data collection, analyses and recommendations.

Data Collection

Turning Movement Counts TranSystems was assisted by City staff in conducting manual turning movement counts at the following intersections: • Nelson Drive at 63rd Street • Nelson Drive at Red Powell Drive • Nelson Drive at Meadowlark Boulevard • The Nelson Drive access point to K-15 between Buckner Street and Meadowlark Boulevard • Nelson Drive at Buckner and Crestway Streets • K-15 at 63rd Street • K-15 at Red Powell Drive • K-15 at Meadowlark Boulevard • K-15 at Buckner Street

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The counts were conducted at each location on a typical weekday between Tuesday, April 27, 2010, and Thursday, April 29, 2010, during the peak periods in both the morning (7:00 to 9:00 a.m.) and evening hours (4:00 to 6:00 p.m.). These times were selected based on the typical peak hours of traffic flows in the area. The morning and evening peak hours were found to be 7:15 to 8:15 a.m. and 4:45 to 5:45 p.m. respectively. The counts provided us with the current turning movement patterns at the study intersections on a typical weekday and have been illustrated in the Appendix (Figures A-1 and A-2). Pertinent observations recorded at the time of the counts are summarized below:

• At the intersection of 63rd Street with Nelson Drive, the northbound and southbound approaches are slightly offset. When both northbound and southbound left turning vehicles were in the queue, there appeared to be some confusion regarding which driver had the right-of-way. This generally resulted in some slightly longer delays on 63rd Street.

• At the intersection of Red Powell Drive with Nelson Drive, a westbound vehicle turned southbound into the northbound lanes of K-15. It then turned into the northbound left-turn lane on K-15 to continue westbound on 69th Street.

• At both intersections of Nelson Drive with Red Powell Drive and Meadowlark Boulevard, traffic was observed queuing on the westbound approach to the intersection with K-15. As this queue extended across Nelson Drive, several vehicles along Nelson Drive queued and experienced long delays while waiting for the intersection to clear.

• At both intersections of Nelson Drive with Red Powell Drive and Meadowlark Boulevard, traffic was observed making the maneuver from northbound K-15 to northbound Nelson Drive at relatively high rates of speed. Some near collisions were observed between traffic making this maneuver and traffic travelling along Nelson Drive.

Machine Traffic Volume Counts Machine traffic volume counters were placed at selected locations along Nelson Drive between the east/west arterials to determine 24-hour volume characteristics along the corridor over a typical weekday. The counts were conducted between Tuesday, April 27, 2010, and Wednesday, April 28, 2010. The counts were tabulated in 15-minute intervals and are included in the Appendix (Pages A-3 through A-7). The 24-hour volume totals for all five locations are summarized in Table 1 and are also shown on Figures A-1 and A-2 in the Appendix. The 24-hour volumes shown in Table 1 indicate that Nelson Drive serves generally low/moderate volumes that are typical of a collector-type frontage road.

USE RESTRICTED 23 USC 409 Table 1 24-Hour Traffic Volumes

24-Hour Traffic Volume Location along Nelson Drive NB SB Total south of 63rd Street 1,962 1,790 3,752 north of Red Powell Drive 1,099 1,558 2,657 south of Red Powell Drive 1,360 1,341 2,701 south of Meadowlark Boulevard 1,820 1,225 3,045 north of Buckner Street 667 243 910

Crash Experience Crash records along Nelson Drive were provided by the City for the time period between January 1, 2007, and April 30, 2010. During this 40-month analysis period, several crashes were reported at the intersections of Nelson Drive with 63rd Street, Red Powell Drive, and Meadowlark Boulevard, while a lesser number of crashes were reported at the remaining study intersections. For these locations, a summary of the reported crashes by type is included in Table 2. Collision diagrams for the three above noted intersections have been included in the Appendix (Figures A-8 through A-10).

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Table 2 Crash Summary by Location and Type

40-Month Crash Total by Collision Type Location along Crash Rear- Left- Right Head- Fixed Nelson Drive Sideswipe Backing Total end turn Angle on object 63rd Street 22 3 4 15 - - - - Red Powell Drive 14 - - 9 1 2 1 1 Meadowlark Boulevard 36 3 1 27 4 - 1 - Greenway Street 2 1 - 1 - - - - Buckner Street 4 3 - 1 - - - - TOTALS 78 10 5 53 5 2 2 1

The information in Table 2 indicates that three of the intersections along the study corridor (Nelson Drive at 63rd Street, Red Powell Drive, and Meadowlark Boulevard) have crash frequencies higher than the remaining corridor (4 to 11 crashes per year), which corresponds to rates of roughly 11-33 crashes per ten million entering vehicles (crashes/tmev) using current traffic volume information. For reference purposes, a typical crash rate for an urban intersection along the Kansas state highway system is 8.0 to 10.0 crashes/tmev.

The above information also indicates that right-angle collisions are the predominant crash type along the study corridor which are of concern since these tend to be of higher severity than other crash types. The majority of these are occurring at the three intersections noted above. Several patterns were noted during the review of driver’s statements included with the crash reports:

• Northbound and southbound drivers at 63rd Street experience some difficulty identifying whether vehicles travelling east and west along 63rd Street are turning, continuing straight, or are required to stop. USE RESTRICTED 23 USC 409 • Northbound and southbound drivers at Red Powell Drive and Meadowlark Boulevard have difficulty seeing traffic making turning maneuvers from K-15 (northbound right turns and southbound left turns) to Red Powell Drive and Meadowlark Boulevard, respectively. Contributing to this difficulty is the need for northbound drivers on Nelson Drive to essentially look backwards to see right turning traffic from northbound K-15.

• Northbound and southbound drivers at Red Powell Drive sometimes expect traffic from the adjacent K-15 intersection to stop at Nelson Drive, which is not required.

• Northbound and southbound drivers at Meadowlark Boulevard sometimes expect westbound traffic approaching Nelson Drive to stop. This movement is currently controlled by the traffic signal at K-15, and drivers are not required to stop during the westbound green phase.

• Northbound and southbound drivers at Meadowlark Boulevard sometimes do not recognize that southbound K-15 traffic turning left onto Meadowlark Boulevard has protected phasing and does not stop at Nelson Drive. Capacity Analyses Capacity analyses were conducted for the existing traffic volumes at the study intersections where traffic data was collected. Each of these intersections was evaluated with the existing lane configurations as illustrated in the Appendix (Figures A-11 and A-12). The operating conditions at an intersection are graded by the “level of service” experienced by drivers. Level of service (LOS) describes the quality of traffic operating conditions and is rated from “A” to “F”. LOS A represents the most desirable condition with free-flow movement of traffic with minimal delays. LOS F generally indicates severely congested conditions with excessive delays to motorists. Intermediate grades of B, C, D, and E reflect incremental increases in the average delay per stopped vehicle. Delay is measured in seconds per vehicle. Table 3 shows the delay thresholds associated with each level of service for signalized and unsignalized intersections, as defined by the Highway Capacity Manual (HCM).

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Table 3 Intersection Level of Service Delay Thresholds

Unsignalized Signalized Level of Service (LOS) Intersection Intersection A 0 - 10 Sec 0 - 10 Sec B >10 - 15 Sec >10 - 20 Sec C >15 - 25 Sec >20 - 35 Sec D >25 - 35 Sec >35 - 55 Sec E >35 - 50 Sec >55 - 80 Sec F >50 Sec >80 Sec

The LOS rating deemed acceptable varies by community, facility type and traffic control device. In communities similar to Derby, a LOS C is generally the desirable goal for movements at intersections, although higher delays can be accepted when other alternative means of improving the conditions are not feasible. The results of the intersection analyses have been summarized in Table 4. It should be noted that the HCM does not provide methodology to analyze three-way stop control. Therefore, levels of service values have not been provided for the intersection of Nelson Drive with Red Powell Drive. Summary reports from the Synchro analysis have been included in the Appendix (Pages A-13 through A-20).

Table 4 Intersection Level of Service – Existing Conditions

Intersection A.M. Peak Hour P.M. Peak Hour LOS Delay LOS Delay Nelson at 63rd A 1.4 A 5.7

Eastbound A 1.0 A 1.3 Westbound A 0.2 A 1.3 Northbound B 12.9 D 31.5 Southbound B 12.9 C 17.1 Nelson at Meadowlark A 1.4 A 4.4

Eastbound A 0.4 A 0.6 Westbound A 0.1 A 0.3 Northbound B 14.3 C 17.4 Southbound B 15.0 C 16.7 Nelson at access point to K-15 between A 7.5 A 8.8 Buckner and Meadowlark Eastbound A 6.6 A 6.9 Northbound B 10.1 B 11.7 Southbound A 9.5 B 11.3 Nelson at Buckner A 3.5 A 2.1

Eastbound B 10.1 B 11.2

USE RESTRICTED 23 USC 409 Westbound B 11.9 B 10.7 Northbound A 0.5 A 0.2 Southbound A 4.0 A 0.7

The results in Table 4 indicate that all study intersections currently operate with acceptable overall levels of service, which is generally consistent with our observations during the data collection. Although the overall intersection LOS values are acceptable, the northbound approach at the intersection of Nelson Drive with 63rd Street currently operates at LOS D in the PM peak hour. While this is an undesirable condition, the overall intersection performs adequately and it is not an overly congested condition; therefore, capacity improvements for the northbound approach would not be necessary at this time. If less delay were desired on this approach, consideration could be given to adding a short right-turn lane. This would be expected to reduce the approach delay from 31.5 seconds to roughly 23 seconds, corresponding to LOS C.

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The above capacity analysis results reflect delay for these intersections as isolated locations and are somewhat limited in adjusting for the effect of adjacent intersections or driveways. For example, at the Nelson Drive intersections with both Red Powell Drive and Meadowlark Boulevard, the nearby business drives and adjacent intersection with K-15 have some effect on the levels of service. Although the magnitude of this effect is not documented by the results in Table 4, increased delays and vehicle queuing were observed at these locations during our data collection, primarily due to the westbound vehicle queues extending back from K-15. Given these findings, consideration should be given to implementing more effective access management policies for these intersection influence areas, including driveway location and consolidation, and possibly restriction of some traffic movements to and from Nelson Drive. Analysis Based on the data that were collected, the majority of the Nelson Drive study corridor appears to be operating safely and efficiently at this time. The primary deficiencies documented are associated with conditions at the 63rd Street, Red Powell Drive, and Meadowlark Boulevard intersections where there is a pattern of angle collisions. Many of these crashes at the latter two intersections appear to be associated with the extremely short spacing between K-15 and Nelson Drive (75 feet or less), a condition that also influences delays and vehicle queuing on Nelson Drive. To address these conditions at each intersection, some options are presented below for the City’s consideration. Nelson Drive at 63rd Street At the intersection of Nelson Drive with 63rd Street, crash patterns and driver statements indicate confusion for drivers northbound on Nelson Drive and southbound from the Lowe’s property. Some drivers involved in the angle crashes indicated that they expected traffic along 63rd Street to either turn or stop at Nelson Drive. To reduce the frequency of these collisions, one option to consider would be installation of a traffic signal. These devices can increase the traffic- handling capacity of an intersection while also reducing the frequency and severity of certain types of crashes, especially angle collisions. However, installing a traffic signal without proper justification can result in disadvantages as well, such as higher overall intersection delay, higher vehicle emissions, noncompliance of control, increased use of other routes to avoid the signal, and an increase in the frequency of other types of crashes, particularly rear-end collisions.

Warrants that justify the need for a traffic signal are included in the Manual on Uniform Traffic Control Devices (MUTCD), the Federal Highway Administration (FHWA) reference adopted as the standard governing the use of traffic control devices in the State of Kansas. While the data collected for this study precludes evaluating all nine of the MUTCD signal warrants, there have been five or more reported crashes in a 12-month period that are susceptible to correction by a traffic control signal, which satisfies a component of the Crash Experience warrant; and, the existing traffic volumes USE RESTRICTED 23 USC 409 satisfy some of the traffic signal volume warrants (e.g., the Peak Hour and Four-Hour Vehicular Volumes warrants). Even so, this does not indicate that traffic signal control should be implemented at this location since the MUTCD notes that the satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Guidance is clear that a signal should not be installed unless it is anticipated this will improve the overall safety and/or operation of the intersection. An overriding consideration for this location is that Nelson Drive is located only roughly 450 feet from the center of K-15 along 63rd Street, and operations at both intersections would likely be poor during peak times due to the potential for queues of stopped vehicles extending back from the adjacent signals, particularly those for left- turning traffic. Therefore, we would not recommend a traffic signal at this intersection in its current location.

Another option to consider that would address the existing angle crash pattern at this location would be restricting left-turn and through movements for north/south traffic by using a LIRIRO (left-in, right-in, right-out) configuration along 63rd Street (see Figure 2). This could be accomplished rather quickly with some temporary curb or flexible delineators, but it would be more effective to use a raised median. The latter method would require some additional roadway width to accommodate the raised medians for the channelized left-turn lanes (approximately 8 feet total if the current 12 feet lane widths are maintained). If right-of-way is not readily available to accomplish this, a RIRO (right-in, right-out) configuration could be used with the median constructed within the existing continuous two-way left-turn lane. Either of these configurations will likely improve the existing safety performance of the intersection, but this will impact egress from both Nelson Drive and the Lowe’s property and it may result in the need for a traffic signal at the adjacent intersection just east of the Lowe’s property depending on the future egress patterns.

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Finally, another option to consider for this intersection would involve realigning Nelson Drive further to the east so that it aligns with the intersection just east of the Lowe’s property (see Figure 3). This conceptual realignment would result in a spacing from K-15 that is nearly double the existing separation (roughly 850 feet from the center of K-15), which would allow for much more efficient operations along 63rd Street if traffic signal control were installed at the new intersection at the outset (a desirable measure given the existing crash experience for northbound drivers). Realignment of the Nelson Drive intersection, along with the other modifications shown on Figure 3 (pavement removal, cul-de-sac construction, etc.) and the associated right-of-way acquisition, will be more expensive than either of the two raised median concepts described. But this would be a more desirable long-term modification for this area, particularly when considering long-term access needs for the adjacent properties. If selected, it would be appropriate to also consider implementing one of the raised median concepts for the existing Lowe’s driveway to address collisions that could continue to occur as southbound traffic attempts to enter 63rd Street.

Nelson Drive at Red Powell Drive Angle collisions at the Nelson Drive and Red Powell Drive intersection can generally be attributed to drivers having difficulty identifying turning vehicles from K-15 (northbound right turns and southbound left turns), some of which are traveling at relatively high rates of speed. A compounding factor at this location is the difficult sight lines for northbound drivers on Nelson Drive, who essentially must look backwards to see right turning traffic from northbound K-15. Some drivers also stated that they expected the K-15 turning traffic to stop at Nelson Drive, which is not required. To reduce this crash pattern and improve operations, some options for the City to consider include signing modifications, intersection movement restrictions, access modifications, and realignment of Nelson Drive.

Existing signing along Nelson Drive for the Red Powell Drive intersection includes advance warning signs to alert drivers that traffic is entering from K-15 (see Figure 4). To enhance this signing, we would recommend the addition of a supplemental plaque to each of the Nelson Drive stop signs (MUTCD No. W4-4ap, 24” x 12” size) which reinforces the message to motorists that highway traffic does not stop. As shown on Figure 4, the sign for northbound traffic would have the legend “TRAFFIC FROM LEFT DOES NOT STOP”, while the sign for southbound traffic would indicate “TRAFFIC FROM RIGHT DOES NOT STOP”. Use of these supplemental plaques can be implemented rather quickly at a relatively low cost, but may not be an effective long-term measure to reduce the existing angle crashes. These will also not improve any of the operational deficiencies we observed at this location due to the westbound vehicle queues extending back from K-15.

A more long-term option to address the deficiencies at this intersection has been shown on Figure 5. This option

USE RESTRICTED 23 USC 409 incorporates a raised median along Red Powell Drive, within a modified 3-lane section, to restrict several intersection movements (north/south through and left turns, and east/west left-turn movements onto Nelson Drive). Raised islands on each Nelson Drive approach, along with the corresponding corner radii modifications, are also recommended with this option to channelize the right-turn movements and to reinforce that this is the only permissible movement. Although this solution does not improve visibility of traffic turning off K-15 for northbound drivers on Nelson Drive, it eliminates some of the intersection conflict points, including the relatively high speed maneuver from northbound K-15 to northbound Nelson Drive. As shown on Figure 5, the proposed median design requires some modifications to the existing markings on Red Powell Drive between roughly Johnson Drive and Buckner Street in order to incorporate a 3-lane section. However, this option was selected since it does not require any pavement expansion, which would be necessary if the existing 4-lane section were maintained. In addition, a 3-lane section would adequately accommodate the typical volumes along Red Powell Drive and it also does not require a lane drop for one of the two westbound traffic lanes in advance of Nelson Drive and K-15, a condition which is not well defined at present. In lieu of constructing the raised median/islands, temporary curb with flexible delineators could be installed in the pattern of the proposed designs. This would likely be more cost effective than constructing the raised median/islands, but it may be less effective in preventing motorists from violating the intended restrictions.

Although not shown on Figure 5, the City and KDOT might also consider a reduction in pavement between Nelson Drive and K-15. Tightening the turning radii between intersections, while also accommodating an appropriate design vehicle, would serve to slow the speed of turning traffic from K-15. In turn, this should result in increased awareness of the K-15 turning traffic to drivers along Nelson Drive.

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Another long-term option to consider for this intersection would involve realigning Nelson Drive further to the east to provide improved separation from K-15 (see Figure 6). The conceptual realignment shown generally minimizes impacts on the adjacent properties while also providing nearly three times the existing separation from K-15 (roughly 200 feet from the center of K-15). Also shown on Figure 6 is an access modification for the property immediately east of Nelson Drive on the north side of the street which would serve to reduce turning movements within the intersection influence area. Although there was no apparent crash pattern directly associated with this driveway during the analysis period, the potential for other turning movements within the intersection influence area further complicates driver decisions. As a result, we would recommend removing this entrance as part of the realignment option since adequate alternative access can be provided from the realigned Nelson Drive leg north of Red Powell Drive.

Variations to the conceptual realignment option shown on Figure 6 could also be considered for this area (see Figure 7). This concept involves realigning Nelson Drive even further east so that it aligns with Johnson Drive, and incorporating a single lane roundabout at the resulting intersection with Red Powell Drive. This option would be beneficial as it provides further separation from K-15 (roughly 350 feet from the center of K-15) and roundabout control offers safety and operational enhancements over the use of stop control on the Nelson Drive approaches which would be necessary for the Figure 6 realignment. However, these modifications, along with the driveway changes shown on Figure 7 and the associated property acquisition, are likely to be much more costly than the realignment option shown on Figure 6.

Either of the modifications shown on Figures 6 and 7 should result in improved operations and safety in this area while also eliminating the difficult sight lines for northbound traffic on Nelson Drive when looking toward northbound K-15. As at 63rd Street, any realignment option will be more expensive than the alternative median concept shown on Figure 5, particularly given the other pavement and access modifications along with the associated right-of-way acquisition. Even so, either of these would be a more desirable long-term modification for this area given some of the disadvantages associated with the raised median concept, primarily since it does not address the difficult sight lines for northbound drivers when looking for traffic turning off K-15. In addition, we would anticipate the new Red Powell Drive intersection to operate efficiently without eliminating any traffic movements. In selecting between the two realignment options, the relatively low volumes served by this intersection (as shown on Figure A-2) suggest that it would be prudent to select the least costly modification, which would likely be the option shown on Figure 6.

USE RESTRICTED 23 USC 409 Nelson Drive at Meadowlark Boulevard

Conditions at the Nelson Drive intersection with Meadowlark Boulevard are similar to those found at its intersection with Red Powell Drive, except that there is a more prominent crash pattern given the much higher traffic volumes along Meadowlark Boulevard. As such, many of the same measures identified for the Red Powell Drive intersection should also be considered by the City for this location, including signing modifications, intersection movement restrictions, access modifications, and realignment of Nelson Drive.

Existing signing along Nelson Drive for the Meadowlark Boulevard intersection is similar to that used for Red Powell Drive, including the same advance warning signs to alert drivers that traffic is entering from K-15 (CAUTION TRAFFIC EXITING HIGHWAY). To enhance this signing, it would also be appropriate at this intersection to install a supplemental plaque below each of the Nelson Drive stop signs (MUTCD No. W4-4ap, 24” x 12” size) which reinforces the message to motorists that highway traffic does not stop. These signing modifications have not been illustrated, but the sign for northbound traffic would have the legend “TRAFFIC FROM LEFT DOES NOT STOP”, while the sign for southbound traffic would indicate “TRAFFIC FROM RIGHT DOES NOT STOP”. Use of these supplemental plaques can be implemented rather quickly at a relatively low cost, but may not be an effective long-term measure to reduce the existing angle crashes. These will also not improve any of the operational deficiencies we observed at this location due to the westbound vehicle queues extending back from K-15.

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A more long-term option to address the deficiencies at this intersection has been shown on Figure 8. This option incorporates a raised median along Meadowlark Boulevard to restrict several intersection movements (north/south through and left turns, and east/west left-turn movements onto Nelson Drive), while also maintaining full access to the corner properties. Raised islands on each Nelson Drive approach are also recommended with this option to channelize the right-turn movements and to reinforce that this is the only permissible movement. Although this solution does not improve the visibility of traffic turning off K-15 for northbound drivers on Nelson Drive, it eliminates some of the intersection conflict points, including the relatively high speed maneuver from northbound K-15 to northbound Nelson Drive. As shown on Figure 8, the addition of a raised median would require some minor pavement expansion to accommodate the additional width. Some pavement markings for the westbound lanes would also be needed to better define the proposed lane use in advance of Nelson Drive and K-15. Included with this would be relocating the westbound stop line for the K-15 traffic signal closer to K-15, which should help reduce the confusion noted in crash reports of drivers along Nelson Drive expecting Meadowlark Boulevard traffic to stop at the exiting stop line even while a green signal indication is displayed at K-15. In lieu of constructing the raised median/islands, temporary curb with flexible delineators could be installed in the pattern of the proposed designs. This would likely be more cost effective than constructing the raised median/islands, but it may be less effective in preventing motorists from violating the intended restrictions.

In conjunction with the raised median concept, we have also shown an access modification on Figure 8 for the property immediately east of Nelson Drive on the south side of the street which would serve to reduce turning movements within the intersection influence area. Although there was no apparent crash pattern directly associated with this driveway during the analysis period, the potential for other turning movements within the intersection influence area further complicates driver decisions. As a result, we would recommend removing this entrance as part of this option since this property has multiple drives that provide adequate alternative access.

Similar to the recommendations described for the Red Powell Drive intersection, the City and KDOT might also consider incorporating a reduction in pavement between Nelson Drive and K-15 as part of the raised median concept. Tightening the turning radii between intersections, while also accommodating an appropriate design vehicle, would serve to slow the speed of turning traffic from K-15. In turn, this should result in increased awareness of the K-15 turning traffic to drivers along Nelson Drive.

Finally, another option to consider for this intersection would involve realigning Nelson Drive further to the east to provide improved separation from K-15 (see Figure 9). This conceptual realignment is just one option that could be implemented, but it generally minimizes impacts on the adjacent properties while also providing a more desirable separation from K-15 (about 450 feet from the center of K-15). These modifications should result in improved operations and safety in this area

USE RESTRICTED 23 USC 409 while also eliminating the difficult sight lines for northbound traffic on Nelson Drive when looking toward northbound K-15. As at the other intersections, the realignment option shown for this intersection on Figure 9 will be more expensive than the alternative median concept shown on Figure 8, particularly given the other pavement and access modifications shown along with the associated right-of-way acquisition. Even so, this would be a more desirable long-term modification for this area given some of the disadvantages associated with the raised median concept, primarily since it does not address the difficult sight lines for northbound drivers when looking for traffic turning off K-15. In addition, we would anticipate the new Meadowlark Boulevard intersection to operate efficiently without eliminating any traffic movements. Conclusion The above study has focused on traffic operations and safety needs along the Nelson Drive corridor adjacent to K-15 between 63rd Street and Buckner Street in Derby, Kansas. The primary focus was on traffic operations and safety along Nelson Drive at its arterial street intersections connecting to K-15. Improvement recommendations for the area have been based on the data collected for the study corridor over a typical weekday.

Findings from the data that were collected indicate that the majority of the Nelson Drive study corridor appears to be operating safely and efficiently at this time. The primary deficiencies documented are associated with conditions at the 63rd Street, Red Powell Drive, and Meadowlark Boulevard intersections where there is a pattern of angle collisions. Many of these crashes at the latter two intersections appear to be associated with the extremely short spacing between K-15 and Nelson Drive (75 feet or less), a condition that also influences delays and vehicle queuing on Nelson Drive. To address these conditions at each intersection, several options have been presented for the City’s consideration. A summary of these options is included on Page 18.

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Nelson Drive at 63rd Street • Construct a LIRIRO (left-in, right-in, right-out) configuration along 63rd Street (shown on Figure 2) to restrict left-turn and through movements for north/south traffic. • If right-of-way is not readily available to accomplish the LIRIRO, construct a RIRO (right-in, right-out) configuration along 63rd Street to restrict various intersection turning movements. • Realign Nelson Drive further to the east so that it ties into the intersection just east of the Lowe’s property (shown on Figure 3). It would be desirable to incorporate traffic signal control at the new intersection with 63rd Street at the outset of this option given the existing crash experience for northbound drivers. In addition, it would also be appropriate to consider implementing one of the raised median concepts for the existing Lowe’s driveway.

Nelson Drive at Red Powell Drive • Install a supplemental plaque to each of the Nelson Drive stop signs (MUTCD No. W4-4ap, 24” x 12” size) which reinforces the message to motorists that highway traffic does not stop (shown on Figure 4). • Construct a raised median along Red Powell Drive through the Nelson Drive intersection (shown on Figure 5) to restrict several intersection movements (north/south through and left turns, and east/west left-turn movements onto Nelson Drive). The option illustrated also requires modifying the existing markings on Red Powell Drive between roughly Johnson Drive and Buckner Street to incorporate a 3-lane section rather than the existing 4-lane section. • Consider a reduction in pavement between Nelson Drive and K-15 as part of the raised median concept to tighten the turning radii between intersections, which would serve to slow the speed of turning traffic from K-15. • Realign Nelson Drive further to the east to provide improved separation from K-15 (shown on Figure 6). Modify access for some of the adjacent properties to reduce turning movements within the intersection influence area. • Realign Nelson Drive even further east so that it aligns with Johnson Drive, and incorporate a single lane roundabout at the resulting intersection with Red Powell Drive (shown on Figure 7). Modify access for some of the adjacent properties to reduce turning movements within the intersection influence area.

Nelson Drive at Meadowlark Boulevard • Install a supplemental plaque to each of the Nelson Drive stop signs (MUTCD No. W4-4ap, 24” x 12” size) which reinforces the message to motorists that highway traffic does not stop. The same signs shown on Figure 4 would apply at this intersection. • Construct a raised median along Meadowlark Boulevard through the Nelson Drive intersection (shown on Figure 8) to USE RESTRICTED 23 USC 409 restrict several intersection movements (north/south through and left turns, and east/west left-turn movements onto Nelson Drive). Some pavement marking modifications for the westbound lanes would also be needed in conjunction with this option (as shown on Figure 8) to better define the proposed stopping location at K-15 and the proposed lane use in advance of Nelson Drive and K-15. • Consider eliminating an existing access driveway on Meadowlark Boulevard in conjunction with the raised median option (as shown on Figure 8) to reduce turning movements within the intersection influence area. • Consider a reduction in pavement between Nelson Drive and K-15 as part of the raised median concept to tighten the turning radii between intersections, which would serve to slow the speed of turning traffic from K-15. • Realign Nelson Drive further to the east to provide improved separation from K-15 (shown on Figure 9). Modify access for some of the adjacent properties to reduce turning movements within the intersection influence area.

Based on the above summary, multiple options could be selected at each of these Nelson Drive intersections to improve operations and safety. The ultimate decision regarding which option (or combination of options) to implement may largely depend on the improvement costs and the process of right-of-way acquisition. Even so, we would recommend that the City give strong consideration to implementing the proposed realignment options for Nelson Drive as shown on Figures 3, 6 and 9, primarily since these appear to provide the most prudent and desirable long-term safety and operational improvements for these intersections.

Corridor Analysis – Nelson Drive Derby, Kansas Page 18

Appendix

Summary of Existing Traffic Counts ...... Figures A-1 and A-2

24-Hour Traffic Volumes ...... A-3 to A-7

Collision Diagrams ...... Figures A-8 to A-10

Existing Lane Configurations ...... Figures A-11 and A-12

Level of Service Outputs from Synchro ...... A-13 to A-20

Questionnaire ...... A-21

Corridor Analysis – Nelson Drive Derby, Kansas Page 19

USE

RESTRICTED 23 USC 409

USE

RESTRICTED 23 USC 409

Daily Traffic Count Kansas Traffic Engineering Assistance Program Derby, Kansas

Location: Nelson Drive South of 63rd Street

Period Period Period Period Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL 12:00a 3 4 7 6:00a 5 10 15 12:00p 31 35 66 6:00p 49 22 71 12:15a 7 3 10 6:15a 9 6 15 12:15p 43 26 69 6:15p 33 27 60 12:30a 3 0 3 6:30a 7 15 22 12:30p 34 24 58 6:30p 28 31 59 12:45a 3 0 3 6:45a 22 12 34 12:45p 32 32 64 6:45p 29 30 59 1:00a 6 1 7 7:00a 6 2 8 1:00p 40 20 60 7:00p 43 21 64 1:15a 2 0 2 7:15a 7 14 21 1:15p 39 35 74 7:15p 32 22 54 1:30a 1 2 3 7:30a 15 13 28 1:30p 20 32 52 7:30p 29 21 50 1:45a 2 1 3 7:45a 5 12 17 1:45p 27 41 68 7:45p 27 20 47 2:00a 1 1 2 8:00a 9 9 18 2:00p 42 40 82 8:00p 36 17 53 2:15a 0 2 2 8:15a 8 18 26 2:15p 41 42 83 8:15p 26 18 44 2:30a 2 1 3 8:30a 17 18 35 2:30p 40 37 77 8:30p 22 18 40 2:45a 0 0 0 8:45a 11 19 30 2:45p 45 42 87 8:45p 18 15 33 3:00a 3 0 3 9:00a 14 27 41 3:00p 35 34 69 9:00p 10 17 27 3:15a 4 0 4 9:15a 12 27 39 3:15p 35 37 72 9:15p 15 16 31 3:30a 1 0 1 9:30a 25 25 50 3:30p 39 61 100 9:30p 18 18 36 3:45a 0 3 3 9:45a 42 37 79 3:45p 34 44 78 9:45p 17 8 25 4:00a 2 0 2 10:00a 26 32 58 4:00p 47 33 80 10:00p 13 5 18 4:15a 0 1 1 10:15a 20 25 45 4:15p 51 52 103 10:15p 14 8 22 4:30a 3 7 10 10:30a 27 38 65 4:30p 49 49 98 10:30p 12 2 14 4:45a 1 1 2 10:45a 41 22 63 4:45p 39 39 78 10:45p 11 10 21 5:00a 3 6 9 11:00a 34 33 67 5:00p 50 38 88 11:00p 5 4 9 5:15a 3 3 6 11:15a 39 24 63 5:15p 35 49 84 11:15p 7 2 9 5:30a 3 4USE7 11:30a 42 18 60 5:30p 41 33 74 11:30p 5 5 10 5:45a 1 2 3 11:45a 31 30 61 5:45p 45 26 71 11:45p 1 4 5

HOURLY TOTALS 125 Period TOTAL Start NB SB TOTAL 12:00a 16 7 23 NB 1:00a 11 4 15 100 SB 2:00a 3 4 7 3:00a 8 3 11 4:00a 6 9 15 5:00a 10 15 25 75 6:00a 43 43 86 7:00a 33 41 74 8:00a 45 64 109 9:00a 93 116 209 50 10:00a 114 117 231 11:00a 146 105 251 12:00p 140 117 257 Count in 15min. periodsin Count 1:00p 126 128 254 25 2:00p 168 161 329 3:00p 143 176 319 4:00p 186 173 359 5:00p 171 146 317 6:00p 139 110 249 0 RESTRICTED 7:00p 131 84 215 8:00p 102 68 170

1:00a 2:00a 3:00a 4:00a 5:00a 6:00a 7:00a 8:00a 9:00a 1:00p 2:00p 3:00p 4:00p 5:00p 6:00p 7:00p 8:00p 9:00p 9:00p 60 59 119 12:00a 10:00a 11:00a 12:00p 10:00p 11:00p Time of Day 10:00p 50 25 75 23 USC 11:00p40918 15 33 AM Peak Noon Peak PM Peak Approach Count Date 10:30a - 11:30a 1:45p - 2:45p 4:15p - 5:15p Totals Northbound 4/27/10 Tue 141 150 189 1,962 Southbound 4/27/10 Tue 117 160 178 1,790 TOTAL 4/27/10 Tue 258 310 367 3,752

TranSystems 2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600 A-3

Daily Traffic Count Kansas Traffic Engineering Assistance Program Derby, Kansas

Location: Nelson Drive North of Red Powell Drive

Period Period Period Period Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL 12:00a 2 2 4 6:00a 3 7 10 12:00p 28 31 59 6:00p 19 27 46 12:15a 0 0 0 6:15a 1 10 11 12:15p 32 28 60 6:15p 15 21 36 12:30a 0 2 2 6:30a 3 17 20 12:30p 20 23 43 6:30p 10 18 28 12:45a 0 1 1 6:45a 8 12 20 12:45p 20 23 43 6:45p 23 23 46 1:00a 0 4 4 7:00a 14 6 20 1:00p 16 36 52 7:00p 7 25 32 1:15a 5 2 7 7:15a 13 12 25 1:15p 21 27 48 7:15p 9 19 28 1:30a 1 3 4 7:30a 19 14 33 1:30p 26 29 55 7:30p 8 13 21 1:45a 0 2 2 7:45a 12 11 23 1:45p 17 32 49 7:45p 4 14 18 2:00a 2 4 6 8:00a 14 19 33 2:00p 19 24 43 8:00p 7 11 18 2:15a 1 2 3 8:15a 9 14 23 2:15p 31 35 66 8:15p 8 13 21 2:30a 0 1 1 8:30a 18 19 37 2:30p 20 38 58 8:30p 11 10 21 2:45a 0 1 1 8:45a 29 19 48 2:45p 20 42 62 8:45p 9 5 14 3:00a 0 0 0 9:00a 22 20 42 3:00p 21 44 65 9:00p 3 7 10 3:15a 1 0 1 9:15a 17 20 37 3:15p 27 39 66 9:15p 2 8 10 3:30a 0 0 0 9:30a 20 19 39 3:30p 23 37 60 9:30p 1 4 5 3:45a 0 4 4 9:45a 16 19 35 3:45p 21 45 66 9:45p 2 9 11 4:00a 0 1 1 10:00a 23 23 46 4:00p 13 35 48 10:00p 3 5 8 4:15a 1 4 5 10:15a 29 27 56 4:15p 16 34 50 10:15p 2 6 8 4:30a 1 0 1 10:30a 23 36 59 4:30p 24 34 58 10:30p 4 7 11 4:45a 1 1 2 10:45a 24 27 51 4:45p 18 22 40 10:45p 1 2 3 5:00a 3 2 5 11:00a 25 23 48 5:00p 18 36 54 11:00p 1 1 2 5:15a 1 6 7 11:15a 29 23 52 5:15p 13 30 43 11:15p 2 2 4 5:30a 2 10USE12 11:30a 27 36 63 5:30p 18 32 50 11:30p 1 4 5 5:45a 3 15 18 11:45a 19 25 44 5:45p 21 21 42 11:45p 3 2 5

HOURLY TOTALS 125 Period TOTAL Start NB SB TOTAL 12:00a 2 5 7 NB 1:00a 6 11 17 100 SB 2:00a 3 8 11 3:00a 1 4 5 4:00a 3 6 9 5:00a 9 33 42 75 6:00a 15 46 61 7:00a 58 43 101 8:00a 70 71 141 9:00a 75 78 153 50 10:00a 99 113 212 11:00a 100 107 207 12:00p 100 105 205 Count in 15min. periodsin Count 1:00p 80 124 204 25 2:00p 90 139 229 3:00p 92 165 257 4:00p 71 125 196 5:00p 70 119 189 6:00p 67 89 156 0 RESTRICTED 7:00p 28 71 99 8:00p 35 39 74

1:00a 2:00a 3:00a 4:00a 5:00a 6:00a 7:00a 8:00a 9:00a 1:00p 2:00p 3:00p 4:00p 5:00p 6:00p 7:00p 8:00p 9:00p 9:00p 8 28 36 12:00a 10:00a 11:00a 12:00p 10:00p 11:00p Time of Day 10:00p 10 20 30 23 USC 11:00p4097 9 16 AM Peak Noon Peak PM Peak Approach Count Date 10:15a - 11:15a 11:30a - 12:30p 3:00p - 4:00p Totals Northbound 4/27/10 Tue 101 106 92 1,099 Southbound 4/27/10 Tue 113 120 165 1,558 TOTAL 4/27/10 Tue 214 226 257 2,657

TranSystems 2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600 A-4

Daily Traffic Count Kansas Traffic Engineering Assistance Program Derby, Kansas

Location: Nelson Drive South of Red Powell Drive

Period Period Period Period Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL 12:00a 1 1 2 6:00a 0 2 2 12:00p 28 25 53 6:00p 35 29 64 12:15a 0 2 2 6:15a 6 2 8 12:15p 35 15 50 6:15p 18 23 41 12:30a 1 3 4 6:30a 3 4 7 12:30p 31 27 58 6:30p 26 16 42 12:45a 2 2 4 6:45a 3 14 17 12:45p 37 20 57 6:45p 22 22 44 1:00a 3 3 6 7:00a 5 3 8 1:00p 26 25 51 7:00p 12 21 33 1:15a 0 1 1 7:15a 3 6 9 1:15p 30 18 48 7:15p 16 23 39 1:30a 0 2 2 7:30a 12 13 25 1:30p 29 16 45 7:30p 14 21 35 1:45a 1 1 2 7:45a 5 10 15 1:45p 28 25 53 7:45p 21 28 49 2:00a 0 6 6 8:00a 15 3 18 2:00p 25 22 47 8:00p 18 15 33 2:15a 4 3 7 8:15a 15 9 24 2:15p 33 24 57 8:15p 8 14 22 2:30a 0 0 0 8:30a 16 14 30 2:30p 18 30 48 8:30p 12 14 26 2:45a 3 3 6 8:45a 13 10 23 2:45p 21 27 48 8:45p 7 14 21 3:00a 2 2 4 9:00a 12 14 26 3:00p 25 17 42 9:00p 6 13 19 3:15a 1 2 3 9:15a 12 7 19 3:15p 36 28 64 9:15p 8 15 23 3:30a 1 1 2 9:30a 27 21 48 3:30p 34 40 74 9:30p 4 5 9 3:45a 0 1 1 9:45a 27 17 44 3:45p 36 35 71 9:45p 7 10 17 4:00a 0 1 1 10:00a 28 19 47 4:00p 22 35 57 10:00p 4 11 15 4:15a 0 0 0 10:15a 16 13 29 4:15p 32 27 59 10:15p 0 6 6 4:30a 0 1 1 10:30a 21 26 47 4:30p 28 33 61 10:30p 0 8 8 4:45a 1 2 3 10:45a 23 24 47 4:45p 25 30 55 10:45p 2 5 7 5:00a 1 1 2 11:00a 24 17 41 5:00p 32 29 61 11:00p 4 5 9 5:15a 5 4 9 11:15a 38 23 61 5:15p 24 27 51 11:15p 0 7 7 5:30a 0 2USE2 11:30a 31 31 62 5:30p 34 34 68 11:30p 2 6 8 5:45a 1 1 2 11:45a 39 19 58 5:45p 23 31 54 11:45p 1 4 5

HOURLY TOTALS 125 Period TOTAL Start NB SB TOTAL 12:00a 4 8 12 NB 1:00a 4 7 11 100 SB 2:00a 7 12 19 3:00a 4 6 10 4:00a 1 4 5 5:00a 7 8 15 75 6:00a 12 22 34 7:00a 25 32 57 8:00a 59 36 95 9:00a 78 59 137 50 10:00a 88 82 170 11:00a 132 90 222 12:00p 131 87 218 Count in 15min. periodsin Count 1:00p 113 84 197 25 2:00p 97 103 200 3:00p 131 120 251 4:00p 107 125 232 5:00p 113 121 234 6:00p 101 90 191 0 RESTRICTED 7:00p 63 93 156 8:00p 45 57 102

1:00a 2:00a 3:00a 4:00a 5:00a 6:00a 7:00a 8:00a 9:00a 1:00p 2:00p 3:00p 4:00p 5:00p 6:00p 7:00p 8:00p 9:00p 9:00p 25 43 68 12:00a 10:00a 11:00a 12:00p 10:00p 11:00p Time of Day 10:00p 6 30 36 23 USC 11:00p4097 22 29 AM Peak Noon Peak PM Peak Approach Count Date 10:45a - 11:45a 11:15a - 12:15p 3:15p - 4:15p Totals Northbound 4/27/10 Tue 116 136 128 1,360 Southbound 4/27/10 Tue 95 98 138 1,341 TOTAL 4/27/10 Tue 211 234 266 2,701

TranSystems 2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600 A-5

Daily Traffic Count Kansas Traffic Engineering Assistance Program Derby, Kansas

Location: Nelson Drive South of Meadowlark Street

Period Period Period Period Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL 12:00a 3 1 4 6:00a 0 5 5 12:00p 32 19 51 6:00p 32 26 58 12:15a 5 2 7 6:15a 3 11 14 12:15p 32 16 48 6:15p 17 14 31 12:30a 5 2 7 6:30a 3 8 11 12:30p 29 16 45 6:30p 47 16 63 12:45a 0 2 2 6:45a 3 9 12 12:45p 35 18 53 6:45p 45 32 77 1:00a 5 2 7 7:00a 10 10 20 1:00p 38 19 57 7:00p 17 20 37 1:15a 0 2 2 7:15a 7 14 21 1:15p 42 16 58 7:15p 17 15 32 1:30a 0 1 1 7:30a 15 10 25 1:30p 45 23 68 7:30p 27 16 43 1:45a 0 1 1 7:45a 20 19 39 1:45p 42 16 58 7:45p 25 18 43 2:00a 0 2 2 8:00a 20 11 31 2:00p 13 21 34 8:00p 25 16 41 2:15a 0 3 3 8:15a 17 17 34 2:15p 38 23 61 8:15p 20 11 31 2:30a 0 1 1 8:30a 27 21 48 2:30p 35 20 55 8:30p 22 16 38 2:45a 0 1 1 8:45a 20 20 40 2:45p 17 19 36 8:45p 42 6 48 3:00a 0 2 2 9:00a 35 20 55 3:00p 32 24 56 9:00p 20 11 31 3:15a 0 1 1 9:15a 32 15 47 3:15p 27 27 54 9:15p 13 10 23 3:30a 3 1 4 9:30a 35 15 50 3:30p 38 29 67 9:30p 25 7 32 3:45a 3 2 5 9:45a 15 15 30 3:45p 47 27 74 9:45p 7 3 10 4:00a 0 1 1 10:00a 22 20 42 4:00p 22 27 49 10:00p 5 5 10 4:15a 0 2 2 10:15a 39 13 52 4:15p 42 30 72 10:15p 3 4 7 4:30a 0 5 5 10:30a 32 18 50 4:30p 25 29 54 10:30p 3 5 8 4:45a 0 4 4 10:45a 17 13 30 4:45p 47 17 64 10:45p 0 3 3 5:00a 3 3 6 11:00a 42 19 61 5:00p 29 25 54 11:00p 0 2 2 5:15a 3 5 8 11:15a 79 30 109 5:15p 27 27 54 11:15p 0 1 1 5:30a 5 4USE9 11:30a 52 20 72 5:30p 29 22 51 11:30p 0 3 3 5:45a 3 8 11 11:45a 32 16 48 5:45p 27 26 53 11:45p 3 2 5

HOURLY TOTALS 125 Period TOTAL Start NB SB TOTAL 12:00a 13 7 20 NB 1:00a 5 6 11 100 SB 2:00a 0 7 7 3:00a 6 6 12 4:00a 0 12 12 5:00a 14 20 34 75 6:00a 9 33 42 7:00a 52 53 105 8:00a 84 69 153 9:00a 117 65 182 50 10:00a 110 64 174 11:00a 205 85 290 12:00p 128 69 197 Count in 15min. periodsin Count 1:00p 167 74 241 25 2:00p 103 83 186 3:00p 144 107 251 4:00p 136 103 239 5:00p 112 100 212 6:00p 141 88 229 0 RESTRICTED 7:00p 86 69 155 8:00p 109 49 158

1:00a 2:00a 3:00a 4:00a 5:00a 6:00a 7:00a 8:00a 9:00a 1:00p 2:00p 3:00p 4:00p 5:00p 6:00p 7:00p 8:00p 9:00p 9:00p 65 31 96 12:00a 10:00a 11:00a 12:00p 10:00p 11:00p Time of Day 10:00p 11 17 28 23 USC 11:00p4093 8 11 AM Peak Noon Peak PM Peak Approach Count Date 10:45a - 11:45a 11:00a - 12:00p 3:30p - 4:30p Totals Northbound 4/27/10 Tue 190 205 149 1,820 Southbound 4/27/10 Tue 82 85 113 1,225 TOTAL 4/27/10 Tue 272 290 262 3,045

TranSystems 2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600 A-6

Daily Traffic Count Kansas Traffic Engineering Assistance Program Derby, Kansas

Location: Nelson Drive North of Buckner Street

Period Period Period Period Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL 12:00a 0 1 1 6:00a 1 1 2 12:00p 13 2 15 6:00p 18 3 21 12:15a 0 0 0 6:15a 0 1 1 12:15p 11 2 13 6:15p 10 2 12 12:30a 0 0 0 6:30a 1 2 3 12:30p 14 3 17 6:30p 12 2 14 12:45a 1 1 2 6:45a 1 2 3 12:45p 15 3 18 6:45p 17 3 20 1:00a 1 1 2 7:00a 2 2 4 1:00p 20 4 24 7:00p 14 3 17 1:15a 0 0 0 7:15a 2 3 5 1:15p 11 2 13 7:15p 12 2 14 1:30a 0 0 0 7:30a 2 2 4 1:30p 16 3 19 7:30p 14 3 17 1:45a 0 1 1 7:45a 5 7 12 1:45p 13 2 15 7:45p 12 2 14 2:00a 0 0 0 8:00a 3 5 8 2:00p 21 4 25 8:00p 12 2 14 2:15a 0 0 0 8:15a 3 4 7 2:15p 15 3 18 8:15p 6 1 7 2:30a 0 0 0 8:30a 6 9 15 2:30p 16 3 19 8:30p 9 2 11 2:45a 0 1 1 8:45a 5 7 12 2:45p 13 2 15 8:45p 10 2 12 3:00a 0 1 1 9:00a 7 9 16 3:00p 15 3 18 9:00p 7 1 8 3:15a 0 0 0 9:15a 3 3 6 3:15p 13 2 15 9:15p 7 1 8 3:30a 0 0 0 9:30a 2 2 4 3:30p 15 3 18 9:30p 5 1 6 3:45a 0 1 1 9:45a 5 6 11 3:45p 19 4 23 9:45p 2 0 2 4:00a 0 0 0 10:00a 5 6 11 4:00p 21 4 25 10:00p 4 1 5 4:15a 0 0 0 10:15a 4 5 9 4:15p 17 3 20 10:15p 3 0 3 4:30a 0 1 1 10:30a 7 9 16 4:30p 22 4 26 10:30p 6 1 7 4:45a 0 0 0 10:45a 7 9 16 4:45p 12 2 14 10:45p 1 0 1 5:00a 1 1 2 11:00a 5 6 11 5:00p 19 3 22 11:00p 0 0 0 5:15a 0 1 1 11:15a 7 9 16 5:15p 15 3 18 11:15p 2 0 2 5:30a 1 1USE2 11:30a 8 11 19 5:30p 14 2 16 11:30p 2 0 2 5:45a 1 2 3 11:45a 7 9 16 5:45p 18 3 21 11:45p 1 0 1

HOURLY TOTALS 125 Period TOTAL Start NB SB TOTAL 12:00a 1 2 3 NB 1:00a 1 2 3 100 SB 2:00a 0 1 1 3:00a 1 1 2 4:00a 0 1 1 5:00a 3 5 8 75 6:00a 4 5 9 7:00a 11 14 25 8:00a 18 24 42 9:00a 16 21 37 50 10:00a 22 30 52 11:00a 27 35 62 12:00p 53 10 63 Count in 15min. periodsin Count 1:00p 60 11 71 25 2:00p 65 12 77 3:00p 63 11 74 4:00p 72 13 85 5:00p 65 12 77 6:00p 57 10 67 0 RESTRICTED 7:00p 52 10 62 8:00p 37 7 44

1:00a 2:00a 3:00a 4:00a 5:00a 6:00a 7:00a 8:00a 9:00a 1:00p 2:00p 3:00p 4:00p 5:00p 6:00p 7:00p 8:00p 9:00p 9:00p 20 4 24 12:00a 10:00a 11:00a 12:00p 10:00p 11:00p Time of Day 10:00p 14 2 16 23 USC 11:00p4094 1 5 AM Peak Noon Peak PM Peak Approach Count Date 10:45a - 11:45a 1:30p - 2:30p 3:45p - 4:45p Totals Northbound 4/27/10 Tue 27 65 79 667 Southbound 4/27/10 Tue 35 12 15 243 TOTAL 4/27/10 Tue 62 77 94 910

TranSystems 2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600 A-7

USE

RESTRICTED 23 USC 409

USE

RESTRICTED 23 USC 409

USE

RESTRICTED 23 USC 409

USE

RESTRICTED 23 USC 409

USE

RESTRICTED 23 USC 409

HCM Unsignalized Intersection Capacity Analysis Existing Conditions 11: 63rd St / Patriot & Nelson Dr 9/29/2010

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 42 313 29 17 613 26 21 3 20 10 1 23 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Hourly flow rate (vph) 48 360 33 20 705 30 24 3 23 11 1 26 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 486 pX, platoon unblocked vC, conflicting volume 734 393 891 1247 197 1045 1233 352 vC1, stage 1 conf vol 473 473 744 744 vC2, stage 2 conf vol 418 774 301 490 vCu, unblocked vol 734 393 891 1247 197 1045 1233 352 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) USE2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 94 98 94 99 97 97 100 96 cM capacity (veh/h) 866 1162 398 315 812 333 344 644 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 WB 4 NB 1 SB 1 Volume Total 48 240 153 20 352 352 30 51 39 Volume Left 48 0 0 20 0 0 0 24 11 Volume Right 0 0 33 0 0 0 30 23 26 cSH 866 1700 1700 1162 1700 1700 1700 506 495 Volume to Capacity 0.06 0.14 0.09 0.02 0.21 0.21 0.02 0.10 0.08 Queue Length 95th (ft) 4 0 0 1 0 0 0 8 6 Control Delay (s) 9.4 0.0 0.0 8.2 0.0 0.0 0.0 12.9 12.9 Lane LOS A A BB Approach Delay (s) 1.0 0.2 12.9 12.9 Approach LOS BB Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 34.5% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

AM Peak Hour Synchro 7 Report TranSystems, MPP Page A-13

HCM Unsignalized Intersection Capacity Analysis Existing Conditions 13: Meadowlark St & Nelson Dr 9/29/2010

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 10 200 36 4 428 6 16 13 16 4 6 7 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 12 233 42 5 498 7 19 15 19 5 7 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 87 pX, platoon unblocked vC, conflicting volume 505 274 547 791 253 813 808 252 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 505 274 547 791 253 813 808 252 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) USE2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 99 100 95 95 98 98 98 99 cM capacity (veh/h) 1056 1286 404 316 746 251 309 747 Direction, Lane # EB 1 WB 1 WB 2 NB 1 SB 1 Volume Total 286 253 256 52 20 Volume Left 12 5 0 19 5 Volume Right 42 0 7 19 8 cSH 1056 1286 1700 440 380 Volume to Capacity 0.01 0.00 0.15 0.12 0.05 Queue Length 95th (ft) 1 0 0 10 4 Control Delay (s) 0.4 0.2 0.0 14.3 15.0 Lane LOS AA BB Approach Delay (s) 0.4 0.1 14.3 15.0 Approach LOS BB Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 31.7% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

AM Peak Hour Synchro 7 Report TranSystems, MPP Page A-14

HCM Unsignalized Intersection Capacity Analysis Existing Conditions 14: K-15 Access & Nelson Dr 9/29/2010

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 79 9 9 0 13 13 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 86 10 10 0 14 14 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 0 198 177 182 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 198 177 182 0 tC, single (s) 4.1 7.1 6.5 6.5 6.2 tC, 2 stage (s) tF (s) USE2.2 3.5 4.0 4.0 3.3 p0 queue free % 95 99 100 98 99 cM capacity (veh/h) 1623 709 679 675 1085 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 96 10 28 Volume Left 86 10 0 Volume Right 10 0 14 cSH 1623 709 832 Volume to Capacity 0.05 0.01 0.03 Queue Length 95th (ft) 4 1 3 Control Delay (s) 6.6 10.1 9.5 Lane LOS ABA Approach Delay (s) 6.6 10.1 9.5 Approach LOS BA Intersection Summary Average Delay 7.5 Intersection Capacity Utilization 18.8% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

AM Peak Hour Synchro 7 Report TranSystems, MPP Page A-15

HCM Unsignalized Intersection Capacity Analysis Existing Conditions 15: Nelson Dr & Buckner St 9/29/2010

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 1 0 16 7 0 22 10 153 1 152 168 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.77 0.92 0.77 0.92 0.92 0.92 0.77 0.77 0.92 0.92 0.77 0.77 Hourly flow rate (vph) 1 0 21 8 0 24 13 199 1 165 218 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 543 pX, platoon unblocked vC, conflicting volume 800 777 221 797 779 199 223 200 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 800 777 221 797 779 199 223 200 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) USE3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 97 97 100 97 99 88 cM capacity (veh/h) 265 286 819 267 285 842 1345 1372 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 22 32 213 389 Volume Left 1 8 13 165 Volume Right 21 24 1 5 cSH 729 554 1345 1372 Volume to Capacity 0.03 0.06 0.01 0.12 Queue Length 95th (ft) 2 5 1 10 Control Delay (s) 10.1 11.9 0.5 4.0 Lane LOS BBAA Approach Delay (s) 10.1 11.9 0.5 4.0 Approach LOS B B Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 40.3% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

AM Peak Hour Synchro 7 Report TranSystems, MPP Page A-16

HCM Unsignalized Intersection Capacity Analysis Existing Conditions 11: 63rd St / Patriot & Nelson Dr 9/29/2010

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 107 543 75 87 496 48 66 16 91 27 6 103 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 114 578 80 93 528 51 70 17 97 29 6 110 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 486 pX, platoon unblocked vC, conflicting volume 579 657 1407 1609 329 1335 1598 264 vC1, stage 1 conf vol 845 845 713 713 vC2, stage 2 conf vol 562 764 622 885 vCu, unblocked vol 579 657 1407 1609 329 1335 1598 264 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) USE2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 89 90 64 92 85 85 97 85 cM capacity (veh/h) 991 926 194 213 667 196 204 735 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 WB 4 NB 1 SB 1 Volume Total 114 385 272 93 264 264 51 184 145 Volume Left 114 0 0 93 0 0 0 70 29 Volume Right 0 0 80 0 0 0 51 97 110 cSH 991 1700 1700 926 1700 1700 1700 314 442 Volume to Capacity 0.11 0.23 0.16 0.10 0.16 0.16 0.03 0.59 0.33 Queue Length 95th (ft) 10 0 0 8 0 0 0 87 35 Control Delay (s) 9.1 0.0 0.0 9.3 0.0 0.0 0.0 31.5 17.1 Lane LOS A A DC Approach Delay (s) 1.3 1.3 31.5 17.1 Approach LOS DC Intersection Summary Average Delay 5.7 Intersection Capacity Utilization 49.0% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

PM Peak Hour Synchro 7 Report TranSystems, MPP Page A-17

HCM Unsignalized Intersection Capacity Analysis Existing Conditions 13: Meadowlark St & Nelson Dr 9/29/2010

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 27 308 60 10 259 29 19 35 33 27 40 65 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 30 342 67 11 288 32 21 39 37 30 44 72 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 100 pX, platoon unblocked vC, conflicting volume 320 409 696 778 204 613 795 160 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 320 409 696 778 204 613 795 160 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) USE2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 99 92 88 95 91 86 92 cM capacity (veh/h) 1237 1146 260 315 802 317 308 857 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 201 238 155 176 97 147 Volume Left 30 0 11 0 21 30 Volume Right 0 67 0 32 37 72 cSH 1237 1700 1146 1700 386 454 Volume to Capacity 0.02 0.14 0.01 0.10 0.25 0.32 Queue Length 95th (ft) 2 0 1 0 24 35 Control Delay (s) 1.4 0.0 0.7 0.0 17.4 16.7 Lane LOS A A CC Approach Delay (s) 0.6 0.3 17.4 16.7 Approach LOS CC Intersection Summary Average Delay 4.4 Intersection Capacity Utilization 39.5% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

PM Peak Hour Synchro 7 Report TranSystems, MPP Page A-18

HCM Unsignalized Intersection Capacity Analysis Existing Conditions 14: Crestway & Nelson Dr 9/29/2010

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 123 10 8 12 57 18 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 134 11 9 13 62 20 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 0 323 273 278 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 323 273 278 0 tC, single (s) 4.1 7.1 6.5 6.5 6.2 tC, 2 stage (s) tF (s) USE2.2 3.5 4.0 4.0 3.3 p0 queue free % 92 98 98 89 98 cM capacity (veh/h) 1623 532 582 578 1085 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 145 22 82 Volume Left 134 9 0 Volume Right 11 0 20 cSH 1623 561 651 Volume to Capacity 0.08 0.04 0.13 Queue Length 95th (ft) 7 3 11 Control Delay (s) 6.9 11.7 11.3 Lane LOS ABB Approach Delay (s) 6.9 11.7 11.3 Approach LOS BB Intersection Summary Average Delay 8.8 Intersection Capacity Utilization 21.8% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

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HCM Unsignalized Intersection Capacity Analysis Existing Conditions 16: Nelson Dr & Buckner St 9/29/2010

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 7 0 64 4 0 17 5 174 10 24 301 1 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 8 0 70 4 0 18 5 189 11 26 327 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 528 pX, platoon unblocked vC, conflicting volume 604 591 328 655 586 195 328 200 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 604 591 328 655 586 195 328 200 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) USE3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 98 100 90 99 100 98 100 98 cM capacity (veh/h) 394 410 714 336 413 847 1231 1372 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 77 23 205 354 Volume Left 8 4 5 26 Volume Right 70 18 11 1 cSH 661 657 1231 1372 Volume to Capacity 0.12 0.03 0.00 0.02 Queue Length 95th (ft) 10 3 0 1 Control Delay (s) 11.2 10.7 0.2 0.7 Lane LOS BBAA Approach Delay (s) 11.2 10.7 0.2 0.7 Approach LOS B B Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 39.0% ICU Level of Service A Analysis RESTRICTEDPeriod (min) 15 23 USC 409

PM Peak Hour Synchro 7 Report TranSystems, MPP Page A-20

CORRIDOR ANALYSES Nelson Drive City of Derby

QUESTIONNAIRE

The Kansas Department of Transportation would appreciate your comments concerning the Traffic Engineering Assistance Program. A questionnaire is provided below and can be e-mailed, faxed or returned to Mr. Lynn Berges, P.E., KDOT Traffic Safety Engineer, using the information below or the postage-paid return envelope included with this report.

Yes No

1. Did the study address the issues identified in your TEAP application to KDOT?

2. Were the contents of the report easy to follow and understand?

3. Were the changes implemented?

4. If no, why not?

5. If you would have another traffic safety problem, would you wish to use the TEAP program again?

6. Why or why not?

Please add any additional comments you may have.

Return to:

Mr. Lynn Berges, P.E. Traffic Safety Engineer Bureau of Local Projects Kansas Department of Transportation 700 SW Harrison Street Topeka, Kansas 66603-3754 Phone: (785) 296-3861 Fax: (785) 296-2079 E-mail: [email protected]

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