Duportail Street Bridge Project Richland, Washington

Transportation Discipline Report Benton County, Washington

Prepared by: Federal Highway Administration 711 South Capitol Way, Suite 501 Olympia, WA 98501

Submitted by: City of Richland

Prepared for: Washington State Department of Transportation P.O. Box 12560 Yakima, WA 98909

AprilNovember 2011 2011 Review copy for WSDOT

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TABLE OF CONTENTS Acronyms...... 4 Glossary of Technical Terms ...... 6 Applicable Statutes and Regulations ...... 10 Executive Summary ...... 13 What is the purpose of this report? ...... 13 Why construct the Duportail Street Bridge? ...... 13 Where is the project located? ...... 13 How was traffic data evaluated for the Duportail Street Bridge Project? ...... 14 What are the current road and traffic conditions within the Duportail Bridge vicinity? ...... 14 How does the project improve traffic in the future? ...... 16 How will construction activities affect the project area? ...... 16 What measures are proposed to avoid or minimize effects on traffic during construction? ...... 17 What are the key points of this report? ...... 17 Chapter 1 Introduction ...... 18 Design Year and Opening Year ...... 18 Chapter 2 Project Description ...... 19 What is the purpose of the Project? ...... 19 How was the Project designed to provide these elements? ...... 19 Chapter 3 Alternatives ...... 21 What alternatives were considered before development of the Project alternative? ...... 21 What alternatives are considered in this discipline report?...... 22 What is the Without Project Alternative? ...... 22 What is the With-Project Alternative? ...... 22 How will the stormwater system handle the runoff from impervious surfaces? ...... 23 How would Project construction be sequenced and staged? ...... 24

Duportail Street Bridge Project 1 Transportation Discipline Report – Review Copy to WSDOT April 2011 What would happen if the bridge is not constructed? ...... 25 Chapter 4 Affected Environment ...... 26 What are the general transportation features in the project area? ...... 26 What is the study area for transportation and how was it defined? ...... 26 How was information collected? ...... 29 What are the existing traffic volumes within the study area? ...... 29 What is the historical collision data in the study area? ...... 31 How did we evaluate traffic operations? ...... 31 How do we determine what level of congestion is acceptable? ...... 33 How does Duportail Street operate under existing (2008) conditions? ...... 33 What transit service is currently available in the study area and how will it be affected? ...... 35 What pedestrian and bicycle facilities currently exist in the study area and how will they be affected? ...... 35 How will this project affect parking in the area? ...... 35 How will this project meet ADA requirements? ...... 36 How will this project affect waterborne traffic? ...... 36 How will this project affect rail traffic? ...... 36 How will this project affect air traffic? ...... 36 Chapter 5 Potential Effects ...... 37 How was future traffic projected near the proposed Duportail Street Bridge? ...... 37 How did we evaluate traffic operations? ...... 42 How do we expect the project area to operate under future without Project conditions? ...... 42 How do we expect the project area to operate under future With-Project Conditions? ...... 45 What are the potential effects for pedestrians and bicyclists? ...... 50 What is the potential effect on safety in the project area? ...... 50 What are the potential effects on vehicular and non-motorized traffic due to construction? ...... 51

Duportail Street Bridge Project 2 Transportation Discipline Report – Review Copy to WSDOT April 2011 Chapter 6 Measures Taken to Avoid or Minimize Project Effects ...... 52 What mitigation measures are proposed to avoid and/or minimize operational impacts on vehicle traffic? ...... 52 What mitigation measures are proposed to avoid and/or minimize construction impacts on vehicle, pedestrian, and bicycle traffic? ...... 53 Chapter 7 Conclusions...... 55 References ...... 57

List of Exhibits

Exhibit 1: Vicinity Map ...... 28 Exhibit 2: 2008 and 2010 Traffic Count Comparison ...... 29 Exhibit 3: 2008 Existing Weekday AM and PM Peak Hour Traffic Volumes ...... 30 Exhibit 4: Collision Data Summary ...... 31 Exhibit 5: Level of Service Criteria for Signalized Intersections ...... 32 Exhibit 6: Level of Service Criteria for Unsignalized Intersections ...... 32 Exhibit 7: Level of Service Criteria for Merge and Diverge Areas ...... 33 Exhibit 8: 2008 Intersection Peak Hour LOS ...... 34 Exhibit 9: Interchange Ramp Peak Hour LOS ...... 34 Exhibit 10: 2012 Volume Forecasts for AM and PM Peak Hour without the Duportail Bridge ...... 38 Exhibit 11: 2032 Volume Forecasts for AM and PM Peak Hour without the Duportail Bridge ...... 39 Exhibit 12: 2012 Volume Forecasts for AM and PM Peak Hour with the Duportail Bridge ...... 40 Exhibit 13: 2032 Volume Forecasts for AM and PM Peak Hour with the Duportail Bridge ...... 41 Exhibit 14: 2012 Without Project Weekday AM and PM Peak Hour LOS ...... 42 Exhibit 15: 2012 Without Project Weekday AM and PM Peak Interchange Ramp LOS ...... 43 Exhibit 16: 2032 Without Project Weekday AM and PM Peak Hour LOS ...... 44 Exhibit 17: 2032 Without Project Weekday AM and PM Peak Interchange Ramp LOS ...... 45 Exhibit 18: 2012 Weekday AM and PM Peak Hour LOS...... 46 Exhibit 19: 2012 Weekday AM and PM Peak Interchange Ramp LOS ...... 47 Exhibit 20: 2032 Weekday AM and PM Peak Hour LOS...... 48 Exhibit 21: 2032 Weekday AM and PM Peak Interchange Ramp LOS ...... 49

List of Appendices Appendix A: 2010 Traffic Counts

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Acronyms A N acc/mev accidents per million entering vehicles NOx nitrogen oxide acc/mvm accidents per million vehicle miles NB northbound traffic lane traveled O ADA Americans with Disabilities Act OFM Office of Financial Management B P BFCOG Benton-Franklin Council of Governments PALs pedestrian accident locations

BMPs Best Management Practices PM particulate matter of 10 microns in diameter or less C R CMP corrugated metal pipe RAN Regional Arterial Network CO carbon monoxide S E SB southbound traffic lane EB eastbound traffic lane SOV single-occupancy vehicle EPF Essential Public Facility SR 240 State Route 240 F T FAZ Forecast Analysis Zone TAZ Transportation Analysis Zone G TDM Transportation Demand Management GMA Growth Management Act TEEM Effectiveness Estimation Methodology H TMP Traffic Management Plan HACs high accident locations V HALs high accident locations vph vehicles per hour HCM Highway Capacity Manual W HCS Highway Capacity Software WB westbound traffic lane HOV high-occupancy Vehicle WSDOT Washington State Department of HSP Highway System Plan Transportation

HSS Highways of Statewide Significance I I-5 Interstate 5 L LOS level of service M MP milepost mph miles per hour

MPO Metropolitan Planning Organization

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Glossary of Technical Terms Access – The ability to enter or approach a facility or to make use of a facility.

Arterial – A major street that primarily serves through traffic but also provides access to abutting properties. Arterials are often divided into principal and minor classifications depending on the number of lanes, connections made, volume of traffic, nature of traffic, speeds, interruptions (access functions), and length.

Bottleneck – A narrow or obstructed section of a highway; a point or an area of traffic congestion.

Bicycle Lane – A portion of a roadway reserved for preferential or exclusive use by bicycles. These lanes are identified using striping, signs, and other pavement markings.

Capacity – The maximum sustained traffic flow a transportation facility under prevailing traffic and roadway conditions in a specified direction.

Congestion – A condition characterized by unstable traffic flows that prohibit movement on a transportation facility at legal speeds. Recurring congestion is caused by constant excess volume compared with capacity. Nonrecurring congestion is caused by unusual or unpredictable events, such as traffic accidents.

Cumulative Effect – The effects on the environment that result from the incremental consequences of an action when added to other past, present, and reasonable foreseeable future actions.

Daylight - A pipe that daylights begins underground but the end is above ground due to changes in elevation of the ground.

Delay – The increased travel time experienced by a person or a vehicle because of circumstances that impede the desirable movement of traffic.

Demand Forecasting – Procedures for determining the desire for travel by potential users of the transportation system, including the number of travelers, the time of day, and travel routes.

Direct Impact – The impact on the environment that is caused by an action and occurs at the same time and place.

Duportail Street Bridge Project 6 Transportation Discipline Report – Review Copy to WSDOT November 2011 Emergency Vehicle – Any vehicle used to respond to an incident or accident. Examples include police cars, fire engines, ambulances, tow trucks, and maintenance vehicles.

Environmental Impact Statement (EIS) – A document that identifies and analyzes, in detail, environmental effects of a proposed action. As a tool for decision-making, the EIS describes positive and negative effects and examines reasonable alternatives for an undertaking.

General Purpose (GP) Lane – A freeway or arterial lane available for use by all traffic.

Growth Management Act (GMA) – Washington State legislation passed in 1990 and subsequently amended that requires long-range comprehensive plans prepared by cities and counties to be balanced with supporting transportation infrastructure (RCW 36.70A).

High-occupancy Vehicle (HOV) – This term is used to refer to any type of treatment that gives priority to buses, vanpools, and carpools, including HOV lanes, park-and-ride facilities, and other elements.

Impedance – A measure of travel delay used in travel forecasting procedures.

Indirect Effect – The impact on the environment that is caused by an action and occurs later in time or is farther removed in the distance, but is still reasonably foreseeable. Generally, these impacts are induced by the initial action.

Intermodal – Accommodation or interconnection of various transportation modes for the movement of people and goods.

Jurisdiction – A municipal government agency, such as a city or county. As appropriate, the term “jurisdiction” also includes federal and state agencies and federally recognized tribes. Also means “to have authority over.”

Level of Service (LOS) – An established minimum capacity of public facilities or services that must be provided per unit of demand or other appropriate measures of need [WAC 365-195-210]. For transportation facilities and services, LOS may be measured at an intersection, road segment, traffic corridor or zone, and may be based on traffic volume

Duportail Street Bridge Project 7 Transportation Discipline Report – Review Copy to WSDOT November 2011 compared to facility capacity, travel time, or multiple variables (e.g., distance traveled, road conditions, or safety hazards).

Mode – A particular form of travel. Typically, transportation modes include driving alone (SOV), carpooling (HOV), non-motorized (walking, jogging, biking), or riding transit or high-capacity transit (light rail or commuter rail).

Modeling – Use of mathematical equations to simulate and predict real events and processes.

Non-motorized – Generally referring to bicycle, pedestrian, and other modes of transportation not involving a motor vehicle.

Peak Hour – The hour in the morning and in the afternoon when the maximum demand occurs on a given transportation facility or corridor.

Peak Period – The period of the day during which the maximum amount of travel occurs. It may be specified as the morning (AM) or afternoon or evening (PM) peak, depending on the facility.

Person Throughput – A term used to describe the number of persons, not vehicles, being carried on a facility. This is usually measured at a specific point on the roadway facility for a predetermined amount of time.

Queue – A line of vehicles waiting to move through an access point in traffic, such as a signal or turn lane.

Screenline – An imaginary line crossing roadways and other transportation facilities and used as a reference point for measuring or reporting travel volumes.

Single-occupant Vehicle (SOV) – A vehicle with only one occupant (i.e., the driver).

State Environmental Policy Act (SEPA) – State legislation passed in 1974, which establishes an environmental review process for all development projects and major planning studies prior to taking any action on these projects. SEPA includes early coordination to identify and mitigate any issues or effects that may result from a project or study.

Duportail Street Bridge Project 8 Transportation Discipline Report – Review Copy to WSDOT November 2011 Transportation Analysis Zone (TAZ) – A transportation analysis zone, or traffic analysis zone, is the unit of geography most commonly used in conventional transportation planning models. The size of a zone varies, but for a typical metropolitan planning software, a zone of under 3,000 people is common. The spatial extent of zones typically varies in models, ranging from very large areas to as small as city blocks or buildings in central business districts.

Transportation Demand Management (TDM) – Institutional and operational methods to reduce travel demand on the transportation system. TDM strategies are usually implemented to support the use of HOVs, typically carpools, vanpools, and public transit programs.

Transportation Facilities and Services of Statewide Significance – Defined in RCW 47.06.140 to include the interstate highway system, interregional state principal arterials, including ferry connections that serve statewide travel, intercity passenger rail services, intercity high- speed ground transportation, major passenger intermodal terminals excluding all airport facilities and services, the freight railroad system, the Columbia/Snake river system, marine port facilities and services that are related solely to marine activities affecting international and interstate trade, and high-capacity transportation systems serving regions as defined in RCW 81.104.015.

Vanpool – A prearranged ridesharing function in which a number of people travel together on a regular basis in a van, usually designed to carry five or more persons.

Vehicle – Any car, truck, van, motorcycle, or bus designed to carry passengers or goods.

Duportail Street Bridge Project 9 Transportation Discipline Report – Review Copy to WSDOT November 2011 Applicable Statutes and Regulations Federal

National Environmental Policy Act

The National Environmental Policy Act (NEPA), 42 USC 4321 et seq., requires that all major actions sponsored, funded, permitted, or approved by federal agencies undergo planning to ensure that environmental considerations, such as impacts on transportation, are given due weight in decision-making.

Federal implementing regulations are at 40 CFR 1500-1508 (CEQ) and 23 CFR 771 (FHWA). In addition, 23 CFR 652 specifically requires that federally aided projects include an analysis of any impacts on bicycle and pedestrian traffic.

River and Harbors Act

Under Section 10 of the Rivers and Harbors Act of 1899 and implementing regulations, U.S. Army Corps of Engineers approval is required prior to any construction, excavation, or deposition of materials in, over, or under navigable waters of the United States, or any work which would affect the course, location, condition, or capacity of such waters. The purpose of this section of the act is to prevent obstruction to navigation.

General Bridge Act

Under the General Bridge Act of 1946 (33 USC Section 525, formerly Section 9 of the Rivers and Harbors Act) and implementing new regulations, U.S. Coast Guard approval is required to construct a new bridge or reconstruct an existing bridge over navigable waters of the United States. The purpose of the act is to preserve the public right of navigation and prevent interference with interstate and foreign commerce.

Americans with Disabilities Act

The Americans with Disabilities Act (ADA), Public Law 10-336, enacted 26 July 1990, prohibits discrimination and ensured equal opportunity for persons with disabilities in employment, state and local government services, public accommodations, commercial facilities, and transportation. The ADA requires public transit agencies to provide

Duportail Street Bridge Project 10 Transportation Discipline Report – Review Copy to WSDOT November 2011 any person with disabilities living within 3/4 of a mile of a bus route a ride from their home to the bus stop.

Public transportation services are not covered by regulations for Title II, Subtitle A, which prohibits discrimination on the basis of disability in all services, programs, and activities provided to the public by state and local governments (Federal Register, 26 July 1991).

Regulations for Title III, CFR, 1 July 1994, which prohibits discrimination on the basis of disability in public places, includes standards for accessible design, including minimum standards for ensuring accessibility when designing and constructing a new facility or altering an existing facility.

National Trails System Act

The National Trails System Act (16 USC 1241-1251) was established in 1968 to provide for recreation, public access, enjoyment, and appreciation of the “open-air,” outdoor areas and historic resources of the nation.” It also requires federal agencies, including the USDOT, having jurisdiction or control over or information concerning the use, abandonment, or disposition of roadways, utility rights-of-way, or other properties suitable for the purpose of improving or expanding the national trails system to cooperate with the Secretary of the Interior and the Secretary of Agriculture to assure that such properties may be made available for such use.

FHWA Regulations

FHWA regulations covering federally aided projects include the following policy (in 23 CFR 652) on accommodation of bicycles and pedestrians: “The safe accommodation of pedestrians and bicyclists should be given full consideration during the development of Federal- aid highway projects, and during the construction of such projects. The special needs of the elderly and the handicapped shall be considered in all Federal-aid projects that include pedestrian facilities. Where current or anticipated pedestrian and/or bicycle traffic presents a potential conflict with motor vehicle traffic, every effort shall be made to minimize the detrimental effects on all highway users who share the facility. On highways without full control of access where a bridge deck is being replaced or rehabilitated, and where bicycles are permitted to operate at each end, the bridge shall be reconstructed so that bicycles

Duportail Street Bridge Project 11 Transportation Discipline Report – Review Copy to WSDOT November 2011 can be safely accommodated when it can be done at a reasonable cost. Consultation with local groups of organized bicyclists is to be encouraged in the development of bicycle projects.” State

State Environmental Policy Act (SEPA)

The State Environmental Policy Act (SEPA) requires that all major actions sponsored, funded, permitted, or approved by state and/or local agencies undergo planning to ensure environmental considerations, such as impacts on transportation, are given due weight in decision-making. State implementing regulations are in WAC 197-11 and WAC 468-12 (WSDOT), and WAC 197-11-444 lists transportation as an element of the built environment that includes transportation systems, vehicular traffic, waterborne, rail, and air traffic, parking, movement/circulation of people or goods, and traffic hazards.

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Executive Summary

What is the purpose of this report?

This report describes the potential effects on transportation of the construction of a four-lane bridge over the Yakima River at Duportail Street. It describes the existing transportation conditions, the proposed project, the potential effects on transportation of the proposed project, and measures taken to minimize effects on transportation. Why construct the Duportail Street Bridge?

The purpose of this project is to provide improved connectivity within the city of Richland and alleviate congestion on the Interstate 182 (I-182) and State Route 240 (SR 240) corridors through the city of Richland. The construction of the Duportail Bridge will

 Provide improved access to local motorists, resulting in increased capacity for regional motorists along SR 240 and I-182

 Improve emergency vehicle response times to currently underserved areas of Richland

 Improve mobility for bicycle and pedestrian users from the south side of the Yakima River to the north Where is the project located?

The proposed project is located within the southwestern section of the city of Richland. The project consists of constructing a bridge over the Yakima River connecting Duportail Street on the southwest side of the river, to Duportail Street on the northeast side of the river. The project is further located within Benton County, Washington. The legal geographic area is Township 09 North, Range 28 East, and Sections 15 and 16.

Duportail Street Bridge Project 13 Transportation Discipline Report – Review Copy to WSDOT November 2011 How was traffic data evaluated for the Duportail Street Bridge Project?

To identify potential effects on the transportation system and to assess transportation performance, the traffic discipline team analyzed the Duportail Street areas on either side of the Yakima River and related transportation systems under future conditions. Future traffic volumes were developed for the report using the Benton-Franklin Council of Governments (BFCOG) Regional Transportation Model. Richland Planning staff estimated future growth in population based on estimates received from the State Office of Financial Management (OFM). Housing and employment estimates were assigned to each traffic analysis zone within the model based on the City's Comprehensive Land Use Plan, zoning map, and vacant land inventory. The project team selected the year 2012 as the opening year and 2032 as the year of design. The 2032 Without Project Alternative presumes the current configuration of the existing roadway network against forecasted 2032 conditions. The discipline team established baseline performance information for the 2032 Without Project Alternative.

The model was calibrated using traffic counts collected in 2008. Traffic counts collected by City of Richland in 2010 show a decrease in traffic volumes within the study area as compared to 2008 volumes. Both the 2008 and 2010 traffic counts are provided in Appendix A. Therefore, the analysis reflected in this report is conservative.

The discipline team compared the With-Project Alternative to the Without Project Alternative using traffic performance measures, as well as safety and construction effects. What are the current road and traffic conditions within the Duportail Bridge vicinity?

The city of Richland is bounded by the Columbia River to the east, SR 240 to the west, the Hanford site to the north, and I-182 to the south. These features limit the access to and from the central part of Richland where there are only four connection points to and from the area. The south end of the city contains two choke points in which

Duportail Street Bridge Project 14 Transportation Discipline Report – Review Copy to WSDOT November 2011 75,000 vehicles per day pass through. The first choke point is at Aaron Drive, a feeder street to I-182, and the second choke point is at George Washington Way, a feeder street to Aaron Drive. Refer to Exhibit 1, Vicinity Map. The cars getting caught in the choke points are making their way from the city center to the Queensgate neighborhood on the southwest side of the Yakima River. Only two roads intersect SR 240 between the existing crossings at SR 224 and I-182 to allow for an additional crossing of the Yakima River, Swift Boulevard, and Duportail Street. Duportail Street is directly across from the Queensgate neighborhood.

The existing Duportail Street is bisected by the Yakima River, resulting in two roads named Duportail Street that dead end on each side of the river. The intersection of Duportail Street and Queensgate Drive (project origin) is surrounded by new commercial and retail development. Moving north along Duportail Street, a mobile home park is located along the east side of the street, and the west side of the street is vacant land and areas for recreational use. Duportail Street picks up again on the north side of the Yakima River and is lined on both sides by apartment complexes to its intersection with SR 240. North of SR 240, single-family residences lie on either side of Duportail Street to the project terminus, approximately at the intersection of Duportail Street and Birch Avenue.

The existing southern portion of Duportail Street is a four-lane road, with a center turn lane, as well as curb and gutter and sidewalks (along the western roadside, as well as along the eastern roadside adjacent to the mobile home park). The existing northern portion of Duportail Street is a two-lane roadway with left-hand turn lanes (at its intersection with SR 240), curbs and gutter and sidewalks. Riverstone Drive is a two-lane roadway with incomplete sidewalks, curb and gutter to the south, and shoulders to the north. SR 240 is a six-lane roadway with left-hand turn lanes and shoulders. The intersection of SR 240 and Duportail Street is signalized and a single-track railroad line crosses Duportail Street approximately 75 feet south of the SR 240 intersection.

Duportail Street Bridge Project 15 Transportation Discipline Report – Review Copy to WSDOT November 2011 How does the project improve traffic in the future?

As a result of the bridge connection and improvements to SR 240/Duportail Street, future traffic reductions are anticipated along SR 240 and I-182 due to shifts in travel patterns. Benefits of the Duportail Bridge connection include

 A reduction of approximately 350 vehicles northbound and 1,000 vehicles southbound are anticipated on SR 240 south of Duportail Street.

 A reduction of approximately 1,000 vehicles westbound on I-182 and 700 vehicles eastbound on I-182 is anticipated between SR 240 and the Queensgate on/off ramps.

 Reduction in traffic volumes at the I-182/Queensgate on/off ramps result in approximately 1,000 vehicles at the ramp from southbound SR 240 to westbound I-182 and approximately 700 vehicles at the ramp from eastbound I-182 to northbound SR 240.

 Reductions in traffic show an improvement in level of service at the ramps from southbound SR 240 to westbound I-182 and eastbound I-182 to northbound SR 240. Mainline level of service between the Queensgate interchange and Duportail Street is anticipated to show improved level of service similar to the ramp operations due to reductions in traffic volumes. How will construction activities affect the project area?

Because the proposed bridge project is located in a largely undeveloped site, much of the construction activity will take place outside of the existing roadway network. However, it will be necessary to close travel lanes and restrict certain areas adjacent to the site at various times during the construction phase. Existing walking, hiking, and bicycling paths will also be impacted, either by detouring these routes or closing them temporarily.

Duportail Street Bridge Project 16 Transportation Discipline Report – Review Copy to WSDOT November 2011 What measures are proposed to avoid or minimize effects on traffic during construction?

Access to all vehicles, including emergency vehicles, will be maintained to all residences and businesses during construction. The construction contract will be written in such a way that ensures that the contractor conforms to all applicable federal and local traffic standards and rules. What are the key points of this report?

Transportation policies were reviewed, and safety and operations under existing and projected future conditions were analyzed with and without the Project in place. Following are the key conclusions from this analysis.

 Emergency response times to the south side of the river are lengthy.

 Bicyclists and pedestrians currently do not have access over the three existing Yakima River crossings.

 Without the construction of the Duportail Bridge, increasing traffic volumes along SR 240 and I-182 will result in significant congestion and delay. The construction of the Duportail Bridge will reduce congestion and delay to both local and regional motorists.

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Chapter 1 Introduction

This Transportation Discipline Report documents the effects of the proposed Duportail Bridge Project on Duportail Street between Queensgate Drive and Birch Avenue, crossing the Yakima River.

The Duportail Bridge Project transportation analysis includes volume and traffic operations information needed to design the future corridor and bridge improvements. The analysis will also develop traffic data needed to conduct noise and air quality analyses. Design Year and Opening Year

The assumed opening year for the project is 2012 with a design year of 2032. The year 2012 was selected as being a reasonable implementation year for the Build Alternative improvements, based on corridor priorities and assumed funding availability.

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Chapter 2 Project Description

What is the purpose of the Project?

The Project would improve connectivity and operations, and enhance roadway safety and public amenities. The result would include enhanced connectivity within the city, congestion relief on major thoroughfares, and improved mobility for all users.

The Project purpose is described below.

 Improve connectivity to the Queensgate neighborhood

 Relieve congestion for both local and regional motorists

 Enhance safety for pedestrians, bicyclists, the driving public, and the local neighborhood

 Provide non-motorized facilities that are easily accessible (e.g., bike lanes and sidewalks) and provide connections to existing facilities

 Minimize impacts to the environment How was the Project designed to provide these elements?

The City of Richland proposes to construct a four-lane bridge over the Yakima River, connecting the existing Duportail Street from its intersection with Queensgate Drive on the southwest side of the river to Duportail Street on the northeast side of the river to its intersection with SR 240. The Project includes the following components designed to meet the needs that have been identified.

 Construction of a four-lane bridge; with two travel lanes and a pedestrian/bicycle path on the upriver side of the bridge.

 Bicycle lanes and sidewalks that meet City standards would improve mobility and safety for pedestrians and bicyclist who travel along and across the roadway.

Duportail Street Bridge Project 19 Transportation Discipline Report – Review Copy to WSDOT November 2011  Raised medians would function as traffic calming features to encourage drivers to maintain vehicle speeds within the posted speed limits.

 Locations of the roadway elements, structural elements, and stormwater facilities are chosen to minimize potential effects to the surrounding natural and built environment.

The purpose of this project is to create another crossing of the Yakima River to aid in the movement of traffic from the north side of the Yakima River to the south by providing a bridge that will address current and future transportation needs. An additional north-south crossing in the city of Richland aims to improve mobility and will alleviate current and future congestion within the SR 240 and I-182 corridor areas.

Duportail Street Bridge Project 20 Transportation Discipline Report – Review Copy to WSDOT November 2011 Chapter 3 Alternatives

What alternatives were considered before development of the Project alternative?

In mid-2006, the City of Richland formed an ad hoc citizen steering committee comprised of two members each from the Planning Commission and Economic Development Committee, one member from the Parks & Recreation Commission, and two City Council members. The Transpo Group was the traffic consultant for the study. Initially, staff and the consultant prepared two options for the study – The Duportail/Stevens corridor (Duportail Bridge) and the I-182 corridor (improvements to the existing interstate and interchanges). The ad hoc committee decided that other options should be examined and added the Goethals corridor and Swift corridor as potential crossings of the Yakima River. The committee, consultant, and staff developed scoring criteria and a matrix to evaluate each alternative. Once the basic analysis was completed, the City held a public open house on 8 January 2007, to discuss each alternative and receive feedback from the community. The meeting had a lot of publicity and was well attended by more than 100 people. A questionnaire was distributed that asked for people to circle their preferred option and provided an area at the bottom for comments. Improving the existing interstate corridor was the most popular with those that attended the meeting. Duportail/Stevens was the second choice. A month after the open house, a petition was received with more than 120 signatures from residents of the mobile home park southeast of the project supporting the Duportail/Stevens corridor. The ad hoc committee made a recommendation to Council in February 2007. Council initially tabled the decision. Workshop meetings with Council were held to walk through the analysis. The Council selected the Duportail/Stevens corridor as the Yakima River crossing location in May 2007.

Duportail Street Bridge Project 21 Transportation Discipline Report – Review Copy to WSDOT November 2011 What alternatives are considered in this discipline report?

This report considers the Without Project Alternative and the With- Project Alternative. What is the Without Project Alternative?

The Without Project Alternative consists of no changes to the existing roadway configuration. What is the With-Project Alternative?

The City of Richland proposes to construct a four-lane bridge over the Yakima River, connecting the existing Duportail Street from its intersection with Queensgate Drive on the southwest side of the river to Duportail Street on the northeast side of the river to its intersection with SR 240. Project activities will include the following.

 Construction of a four-lane bridge; with two 12-foot travel lanes and a pedestrian/bicycle path on the upriver side of the bridge.

 Sidewalks will be installed from Queensgate Drive (southwest of Yakima River) to City View Drive.

 The northeast segment of Duportail Street will be extended south to connect with the proposed bridge and will be widened north to the intersection with Cottonwood Drive; sidewalks will be added where needed to connect with the existing network.

 Tanglewood Drive will be extended eastward to intersect with Duportail Street north of the proposed bridge and terminate in a dead-end approximately 700 feet east of the proposed intersection.

 The intersections of SR 240/Duportail Street and Duportail Street/Queensgate Drive will be upgraded to handle higher traffic volumes.

 The BNSF railroad tracks running parallel to SR 240 will be raised to the same grade as the intersection of SR 240 and Duportail Street.

Duportail Street Bridge Project 22 Transportation Discipline Report – Review Copy to WSDOT November 2011  SR 240 will be widened on both sides of the intersection with Duportail Street due to the addition of eastbound and westbound right-turn lanes from SR 240 onto Duportail Street.

 New roadways will be constructed to connect Tanglewood Drive to Riverstone Drive, and Tanglewood Drive to the Shoreline Village apartment complex east of Duportail Street. How will the stormwater system handle the runoff from impervious surfaces?

The proposed project will provide treatment and flow control for all pollutant generating impervious surface, both new and existing, with the exception of approximately 0.55 acre of impervious surface northeast of SR 240 (0.14 acre of which is pollutant generating), which What does impervious mean? will be left untreated. The project proposes the installation of Impervious means incapable of being infiltration trenches parallel to Tanglewood Drive and the southern penetrated. portion of Duportail Street, as well as the installation of a detention pond south of the intersection of Duportail Street and Tanglewood Drive. Existing impervious surface within the project area is 2.36 acres; 2 acres of which is pollutant generating. The total impervious surface at the end of the project will be 9.21 acres. Therefore, the net increase in impervious surface will be 6.85 acres; 5.74 acres of which will be pollutant generating.

Stormwater from Riverstone Drive, Tanglewood Drive, and Duportail Street (south of the bridge) will be collected via curb/gutter, flow into catch basins with oil/water separators, and continue to infiltration trenches. Trenches will treat approximately 5.41 acres of impervious surface. Flows from the Duportail Bridge and Duportail Street north of the bridge (3.25 acres) will be collected via curb/gutter and flow through an oil/water separator before being directed into the detention pond. Overflow from the detention pond will sheetflow into the What does the term daylight refer riparian vegetation south of the detention pond. to?

The remaining 0.55 acre of impervious surface northeast of SR 240 A pipe that daylights begins underground but the end is (0.14 acre of which is pollutant generating) will enter catch basins; two aboveground due to changes in of which have no outlets and two of which will direct flows through an elevation of the ground. 18-inch CMP located under SR 240. This pipe carries flows west under SR 240 and daylights just east of Riverstone Drive. From here

Duportail Street Bridge Project 23 Transportation Discipline Report – Review Copy to WSDOT November 2011 stormwater flows to an open drainage ditch along Riverstone Drive, enters a second 18-inch CMP pipe, and flows to a second open drainage ditch before finally outletting to an old gravel pit that has no outlet. As stormwater flows from all impervious surfaces within the project area would be infiltrated due to highly permeable soils, no further stormwater analysis is required. How would Project construction be sequenced and staged?

Construction is tentatively scheduled to begin in 2011. Construction hours would adhere to the City’s requirements. Typical construction hours are Monday through Friday from 7 a.m. to 5 p.m.

The general construction sequence is as follows.

1. Install temporary erosion control measures (e.g., filter fabric over catch basins and temporary water quality facilities).

2. Remove existing pavement markings and asphalt for necessary trenching activities. Remove fencing as needed.

3. Relocate existing utilities.

4. Install bridge approach fill and/or retaining walls.

5. Construct bridge piers and abutments.

6. Construct bridge superstructure.

7. Install stormwater quality facilities and storm drainage conveyance systems.

8. Plane existing asphalt; sawcut existing pavement, where necessary; remove existing pavement, where necessary; install curbs and sidewalks; place subgrade for pavement sections; and reconstruct drainages.

9. Install new pavement; adjust valve boxes, catch basins, manholes, water meter boxes, and monument cases and covers to grade.

10. Install landscaping and other amenities.

Staging areas would be determined by the contractor prior to the start of work. Options include keeping all of the work within the right-of-

Duportail Street Bridge Project 24 Transportation Discipline Report – Review Copy to WSDOT November 2011 way or locating it at an off-site location acceptable to the City. No vehicular detours are expected at this time; however, some lane closures may be needed. If a lane is closed during construction, a traffic control plan would be prepared for approval by the City. What would happen if the bridge is not constructed?

If the roadway is not improved, operations are expected to degrade as traffic volumes continue to grow over time. Resulting conditions would increase congestion and vehicle delay for both local commuting traffic and regional traffic destined to areas outside of Richland and the Tri- Cities area. In addition, growing traffic volumes would elevate potential hazards for pedestrians and bicyclists who share roadways with vehicular traffic. These expected conditions are further described in this Transportation Discipline Report.

Duportail Street Bridge Project 25 Transportation Discipline Report – Review Copy to WSDOT November 2011

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Chapter 4 Affected Environment

This chapter describes the existing transportation infrastructure, services, and operations in the project area. What are the general transportation features in the project area?

The existing southern portion of Duportail Street is a four-lane road, with a center turn lane, as well as curb and gutter and sidewalks (along the western roadside, as well as along the eastern roadside adjacent to the mobile home park). The existing northern portion of Duportail Street is a two-lane roadway with left-hand turn lanes (at its intersection with SR 240), curbs and gutter and sidewalks. Riverstone Drive is a two-lane roadway with incomplete sidewalks, curb and gutter to the south, and shoulders to the north. Cottonwood Drive is a two-lane roadway with curb and gutter and sidewalks. Queensgate Drive is five-lane roadway with curb and gutter and sidewalks. SR 240 is a six-lane roadway with left-hand turn lanes and shoulders. Signalized intersections exist at SR 240/Duportail Street and Duportail Street/Queensgate Drive. A single-track railroad line crosses Duportail Street approximately 75 feet south of the SR 240 intersection. What is the study area for transportation and how was it defined?

The study area for the transportation analysis includes the immediate project area and surrounding intersections in which traffic impacts increase by 10 or more percent with the construction of the Duportail Bridge.

Duportail Street Bridge Project 26 Transportation Discipline Report – Review Copy to WSDOT November 2011 Intersections studied as part of this analysis include

 Duportail Street/Cottonwood Drive

 SR 240/Duportail Street

 Duportail Street/Riverstone Drive

 Duportail Street/Queensgate Drive

A site vicinity map depicting the study intersection is shown in Exhibit 1.

In addition to the study intersections, the interchange ramps at SR 240/I-182 were included in the analysis. The ramps studied include

 Eastbound I-182 to Northbound SR 240

 Southbound SR 240 to Westbound I-182

There are other underutilized streets (Kennedy Road and Keene Road) that are not considered major intersection and were not part of this study.

Duportail Street Bridge Project 27 Transportation Discipline Report – Review Copy to WSDOT November 2011 Horn Rapids 240 Athletic Complex

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Exhibit 1 – Vicinity Map Duportail Street Bridge Project Project Limits City of Richland Duportail Street Bridge April 2011

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How was information collected?

Information collected for analysis presented in this report consists of existing traffic volumes, historical collision data, and existing transportation policies. The sources and methods of collecting this information are described in the following sections.

Existing Traffic Volumes

Weekday AM and PM peak hour turning movement counts were collected in May 2008 with the exception of the Duportail Street/Cottonwood Drive intersection. Volumes at this intersection were determined using existing daily traffic volumes and future turning movement forecasts.

Traffic counts were collected on Duportail Street east and west of SR 240 in 2010. Exhibit 2 shows the comparison of 2008 and 2010 traffic counts east and west of SR 240 on Duportail Street.

Exhibit 2: 2008 and 2010 Traffic Count Comparison

Location 2008 2010 % Difference Duportail Street East of SR 240 607 369 -39% Duportail Street West of SR 240 330 200 -39%

The 2010 traffic volumes were observed to be lower than traffic volumes collected in 2008 by approximately 39 percent. The existing analysis in this report reflects traffic volumes collected in 2008, resulting in a conservative analysis. See Appendix A for 2010 traffic counts. What are the existing traffic volumes within the study area?

Exhibit 3 illustrates the existing weekday AM and PM peak hour traffic volumes at the intersection locations.

Duportail Street Bridge Project 29 Transportation Discipline Report – Review Copy to WSDOT November 2011

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Exhibit 3 – 2008 Existing Weekday AM and PM Peak Hour Traffic Volumes Duportail Street Bridge Project City of Richland

April 2011

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What is the historical collision data in the study area?

Traffic accident records were obtained from WSDOT. The records contain data for the most recent complete three-year period (2007 to 2009). These records are summarized in Exhibit 4.

Exhibit 4: Collision Data Summary

Collisions Per Intersection 2007 2008 2009 Annual Average MEV1 SR 240/Duportail Street 9 5 8 7.3 0.44 SR 240/I-182 (Ramp from SB SR 240 to WB I-182) 12 9 7 9.3 4.33 SR 240/I-182 Ramp from EB I-182 to NB SR 240) 6 5 14 8.3 2.26 Duportail Street/Cottonwood Drive 2 1 0 1.0 0.48 Duportail Street/Riverstone Drive 0 2 0 0.7 0.73 Duportail Street/Queensgate Drive 0 1 3 1.3 0.41 1. MEV = Million Entering Vehicles

As shown in Exhibit 4, the freeway ramps associated with the SR 240/I- 182 interchange experienced the highest annual average collision rate. The most common type of collision in the study area, including the freeway ramps, was rear-end collisions. How did we evaluate traffic operations?

Signalized intersection level of service (LOS) is defined in terms of the average total vehicle delay of all movements through an intersection. Vehicle delay is a method of quantifying several intangible factors, including driver discomfort, frustration, and lost travel time. Specifically, LOS criteria are stated in terms of average delay per vehicle during a specified time period (for example, the PM peak hour). Vehicle delay is a complex measure based on many variables, including signal phasing (i.e., progression of movements through the intersection), signal cycle length, and traffic volumes with respect to intersection capacity. Exhibit 5 shows LOS criteria for signalized intersections, as described in the Highway Capacity Manual (Transportation Research Board, Special Report 209, 2000).

Duportail Street Bridge Project 31 Transportation Discipline Report – Review Copy to WSDOT November 2011 Exhibit 5: Level of Service Criteria for Signalized Intersections Average Level of General Description Control Delay Service (Signalized Intersections) (sec/veh)

A <10 Free Flow

B >10 - 20 Stable Flow (slight delays)

C >20 - 35 Stable flow (acceptable delays)

D >35 - 55 Approaching unstable flow (tolerable delay, occasionally wait through more than one signal cycle before proceeding)

E >55 - 80 Unstable flow (intolerable delay)

F >80 Forced flow (jammed)

Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-way, stop-controlled and two-way, stop- controlled. All-way, stop-controlled intersection LOS is expressed in terms of the average vehicle delay of all of the movements, much like that of a signalized intersection. Two-way, stop-controlled intersection LOS is defined in terms of the average vehicle delay of an individual movement(s). This is because the performance of a two-way, stop- controlled intersection is more closely reflected in terms of its individual movements, rather than its performance overall. For this reason, LOS for a two-way, stop-controlled intersection is defined in terms of its individual movements. With this in mind, total average vehicle delay (i.e., average delay of all movements) for a two-way, stop- controlled intersection should be viewed with discretion. Exhibit 6 shows LOS criteria for unsignalized intersections (both all-way and two-way, stop-controlled).

Exhibit 6: Level of Service Criteria for Unsignalized Intersections Level of Average Control Delay Service (sec/veh)

A 0 - 10

B >10 - 15

C >15 - 25

D >25 - 35

E >35 - 50

F >50

Duportail Street Bridge Project 32 Transportation Discipline Report – Review Copy to WSDOT November 2011 Interchange ramp LOS criteria for merge and diverge influence areas are defined in terms of density (pc/mi/ln). LOS is represented from LOS A through LOS E. LOS F exists when the total flow departing from the merge area exceeds the capacity of the downstream freeway segment. No density is predicted for such cases.

Exhibit 7: Level of Service Criteria for Merge and Diverge Areas Level of Average Control Delay Service (pc/mi/ln)

A ≤10

B >10–20

C >20–28

D >28–35

E >35

F Demand Exceeds Capacity

How do we determine what level of congestion is acceptable?

LOS standards are implemented by jurisdictions to evaluate the transportation impacts at an intersection. LOS standards are used to monitor intersection operations and identify when deficiencies exist.

Intersection Traffic Operation Standard

The intersection LOS standard adopted by the City of Richland is LOS D, consistent with the Benton-Franklin Regional Council. The intersection LOS standard adopted by the Washington State Department of Transportation (WSDOT) is LOS D. Intersection LOS is determined using the analysis procedures described in the previous section. How does Duportail Street operate under existing (2008) conditions?

The LOS was calculated at the study intersections and interchange ramps for the weekday AM and PM peak hours. The LOS analysis methodology was based on procedures identified in the Highway Capacity Manual (2000) and were evaluated using Synchro 7 analysis software for intersections and HCS software for the interchange ramps.

Duportail Street Bridge Project 33 Transportation Discipline Report – Review Copy to WSDOT November 2011 The results of the intersection LOS analysis are shown in Exhibit 8. The results of the interchange ramp analysis are shown in Exhibit 9.

Exhibit 8: 2008 Intersection Peak Hour LOS Existing Conditions Standard Met? Intersection LOS1 Delay2 V/C3 or WM4

Weekday AM Peak Hour

SR 240/Duportail Street C 30.6 0.64 Yes

Duportail Street/Riverstone Drive A 9.2 EB Yes

Duportail Street/Queensgate Drive A 9.5 0.35 Yes

Duportail Street/Cottonwood Drive C 19.9 WB Yes

Weekday PM Peak Hour

SR 240/Duportail Street D 53.2 0.88 Yes

Duportail Street/Riverstone Drive A 9.9 EB Yes

Duportail Street/Queensgate Drive B 13.8 0.52 Yes

Duportail Street/Cottonwood Drive C 21.7 WB Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Average delay per vehicle in seconds, by approach movement. 3 Volume-to-capacity ratio. 4 WM = Worst Movement for unsignalized intersections.

As shown in Exhibit 8, all intersections within the study area meet both City and State LOS standards during the weekday AM and PM peak hours.

Exhibit 9: Interchange Ramp Peak Hour LOS Existing Conditions Standard Met? LOS Intersection 1 Density (pc/mi/ln) Speed2

Weekday AM Peak Hour

EB I-182 to NB SR 240 (Merge) C 23.0 54.7 Yes

SB SR 240 to WB I-182 (Diverge) A 1.9 49.1 Yes

SB SR 240 to WB I-182 (Merge) A 2.9 63.0 Yes

Weekday PM Peak Hour

EB I-182 to NB SR 240 (Merge) B 11.9 56.3 Yes

SB SR 240 to WB I-182 (Diverge) C 21.1 48.2 Yes

SB SR 240 to WB I-182 (Merge) B 18.7 62.0 Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Space mean speed in ramp influence area

Duportail Street Bridge Project 34 Transportation Discipline Report – Review Copy to WSDOT November 2011 As shown in Exhibit 9, all intersections meet the state LOS standard during the weekday AM and PM peak hours. What transit service is currently available in the study area and how will it be affected?

Ben Franklin Transit currently serves the greater Richland area. Routes 20 and 25 run along SR 240 to the north of the bridge and Routes 39 and 110 run along Queensgate Drive south of the project limits. These routes will not be detoured during construction; however, travel lanes may be shifted at various times. Similarly, pedestrian access to the bus stops may be detoured at various times. Once the bridge is completed, it is anticipated that new bus routes will be created or existing bus routes modified to make use of the new crossing and provide a connection to downtown from the Queensgate neighborhood. What pedestrian and bicycle facilities currently exist in the study area and how will they be affected?

Sidewalks exist on Duportail Street at both ends of the project location. Variable width shoulders provide some dedicated space for bicyclists. Extensive walking/running/bicycling paths exist on both banks of the Yakima River. During construction, sidewalks and shoulders will be temporarily closed and detoured at various times to allow construction activity to take place. Similarly, the paths on both sides of the river will be closed and detoured during bridge construction to provide safe passage for non-motorized vehicles. How will this project affect parking in the area?

A limited number of on-street parking spots currently exists along Duportail Street and will be removed during the construction process and not restored following project completion. All other parking areas will be unaffected.

Duportail Street Bridge Project 35 Transportation Discipline Report – Review Copy to WSDOT November 2011 How will this project meet ADA requirements?

The proposed sidewalks along Duportail Street and all cross streets will be constructed to maintain a maximum grade, minimum width, and minimum roughness. All pedestrian ramps will meet maximum slope standards and will include tactile warning strips at the landing. Crosswalks will include audible cues for the vision impaired to notify them that it is safe to cross. Handrails will be provided at all traffic barriers and in any location where the slope behind the sidewalks exceeds 4:1. How will this project affect waterborne traffic?

The Yakima River is navigable, but currently only small boats and occasional swimmers use the river in the vicinity of the proposed bridge. It is not anticipated that use of the river will be restricted during construction. How will this project affect rail traffic?

There is currently a Tri-city Rail crossing of Duportail Street approximately 75 feet south of the SR 240 intersection. This crossing will remain operational during construction but will be reconfigured, signalized, and gated as part of the project. The contractor will coordinate his work with the railroad such that the rail line will experience no obstructions or delays. How will this project affect air traffic?

No airports exist in the immediate vicinity of the project site, and no construction activities will cause air vehicles to change their flight paths.

Duportail Street Bridge Project 36 Transportation Discipline Report – Review Copy to WSDOT November 2011 Chapter 5 Potential Effects

This chapter describes the potential effects of the Without Project and With-Project alternatives under projected future traffic conditions. Conditions are evaluated for the years 2012 (year of opening) and 2032 (long-range planning year). How was future traffic projected near the proposed Duportail Street Bridge?

Future intersection weekday AM and PM peak hour volume forecasts were projected for the years 2012 and 2032. The BFCOG regional transportation planning model was used to determine 2032 forecast traffic volumes for the Duportail Bridge connection between the Queensgate subarea and downtown Richland. This model was calibrated using 2008 weekday PM peak hour traffic volumes. As mentioned previously, traffic volumes collected in 2010 are lower than traffic volumes collected in 2008, resulting in a conservative analysis.

Weekday AM peak hour traffic volumes were determined from existing turning movement counts and peak hour movements and growth observed within the weekday PM peak hour traffic volume forecasts. The 2012 traffic forecasts were determined by using straight-line interpolation between 2008 existing and 2032 forecast conditions.

The resulting post-processed traffic volumes forecasts for the 2012 and 2032 horizon years for both the weekday AM and PM peak hour without the Duportail Bridge are shown in Exhibits 10 and 11, respectively. Traffic volumes forecasts for the 2012 and 2032 horizon years for both the weekday AM and PM peak hour with the Duportail Bridge are shown in Exhibits 12 and 13, respectively.

Duportail Street Bridge Project 37 Transportation Discipline Report – Review Copy to WSDOT November 2011

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Exhibit 10 – 2012 Without-Project Weekday AM and Duportail Street Bridge Project PM Peak Hour Traffic Volumes City of Richland

April 2011

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Exhibit 11 – 2032 Without-Project Weekday AM and Duportail Street Bridge Project PM Peak Hour Traffic Volumes City of Richland

April 2011

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Exhibit 12 – 2012 With-Project Weekday AM and Duportail Street Bridge Project PM Peak Hour Traffic Volumes City of Richland

April 2011

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Exhibit 13 – 2032 With-Project Weekday AM and Duportail Street Bridge Project PM Peak Hour Traffic Volumes City of Richland

April 2011

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How did we evaluate traffic operations?

Traffic operations were evaluated by calculating intersection LOS and comparing these values to adopted City and State LOS standards. How do we expect the project area to operate under future without Project conditions?

2012 Without Project Alternative

Exhibit 14 shows the intersection LOS analysis for the weekday AM and PM peak hour.

Exhibit 14: 2012 Without Project Weekday AM and PM Peak Hour LOS 2012 Without Project Conditions Standard Met? Intersection LOS1 Delay2 V/C3 or WM4

Weekday AM Peak Hour

SR 240/Duportail Street C 29.7 0.68 Yes

Duportail Street/Riverstone Drive A 9.1 EB Yes

Duportail Street/Queensgate Drive B 11.8 0.41 Yes

Duportail Street/Cottonwood Drive C 17.0 WB Yes

Weekday PM Peak Hour

SR 240/Duportail Street F 96.8 1.05 No

Duportail Street/Riverstone Drive A 10.0 EB Yes

Duportail Street/Queensgate Drive E 72.3 1.18 No

Duportail Street/Cottonwood Drive C 24.3 WB Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Average delay per vehicle in seconds, by approach movement. 3 Volume-to-capacity ratio. 4 WM = Worst Movement for unsignalized intersections.

As shown in Exhibit 14, the intersections of SR 240/Duportail Street and Duportail Street/Queensgate Drive do not meet LOS standards during the weekday PM peak hour.

Duportail Street Bridge Project 42 Transportation Discipline Report – Review Copy to WSDOT November 2011 Exhibit 15 shows the interchange ramp analysis for the weekday AM and PM peak hours.

Exhibit 15: 2012 Without Project Weekday AM and PM Peak Interchange Ramp LOS 2012 Without Project Conditions Standard Met?

Intersection LOS1 Density (pc/mi/ln) Speed2

Weekday AM Peak Hour

EB I-182 to NB SR 240 (Merge) C 26.0 54.4 Yes

SB SR 240 to WB I-182 (Diverge) A 2.5 49.1 Yes

SB SR 240 to WB I-182 (Merge) A 3.5 63.0 Yes

Weekday PM Peak Hour

EB I-182 to NB SR 240 (Merge) B 13.4 56.1 Yes

SB SR 240 to WB I-182 (Diverge) C 22.8 48.1 Yes

SB SR 240 to WB I-182 (Merge) C 20.8 61.0 Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Space mean speed in ramp influence area

As shown in Exhibit 15, all intersections meet the state LOS standard during the weekday AM and PM peak hours.

Duportail Street Bridge Project 43 Transportation Discipline Report – Review Copy to WSDOT November 2011 2032 Without Project Alternative

Exhibit 16 shows the intersection LOS analysis for the weekday AM and PM peak hours.

Exhibit 16: 2032 Without Project Weekday AM and PM Peak Hour LOS 2032 Without Project Conditions Standard

1 2 3 4 Met? Intersection LOS Delay V/C or WM

Weekday AM Peak Hour

SR 240/Duportail Street D 50.8 0.91 Yes

Duportail Street/Riverstone Drive A 9.3 EB Yes

Duportail Street/Queensgate Drive E 63.7 1.18 No

Duportail Street/Cottonwood Drive C 21.1 WB Yes

Weekday PM Peak Hour

SR 240/Duportail Street F 182.4 1.32 No

Duportail Street/Riverstone Drive B 10.1 EB Yes

Duportail Street/Queensgate Drive F >200 3.87 No

Duportail Street/Cottonwood Drive D 32.7 WB Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Average delay per vehicle in seconds, by approach movement. 3 Volume-to-capacity ratio. 4 WM = Worst Movement for unsignalized intersections.

As shown in Exhibit 16, the intersection of SR 240/Duportail Street does not meet LOS standards during the weekday PM peak hour. Duportail Street/Queensgate Drive does not meet LOS standards during the weekday AM and PM peak hours.

Duportail Street Bridge Project 44 Transportation Discipline Report – Review Copy to WSDOT November 2011 Exhibit 17 shows the interchange ramp analysis for the weekday AM and PM peak hours.

Exhibit 17: 2032 Without Project Weekday AM and PM Peak Interchange Ramp LOS 2032 Without Project Conditions Standard Met?

Intersection LOS1 Density (pc/mi/ln) Speed2

Weekday AM Peak Hour

EB I-182 to NB SR 240 (Merge) F 58.0 51.4 No

SB SR 240 to WB I-182 (Diverge) A 7.5 49.0 Yes

SB SR 240 to WB I-182 (Merge) A 8.6 63.0 Yes

Weekday PM Peak Hour

EB I-182 to NB SR 240 (Merge) D 30.1 54.5 Yes

SB SR 240 to WB I-182 (Diverge) C 27.2 47.4 Yes

SB SR 240 to WB I-182 (Merge) F 42.4 24.0 No

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Space mean speed in ramp influence area As shown in Exhibit 17, during the weekday AM peak hour, the eastbound I-182 to northbound SR 240 ramp does not meet the LOS standard. During the weekday PM peak hour, the southbound SR 240 to westbound I-182 ramps does not meet the LOS standard. How do we expect the project area to operate under future With-Project Conditions?

Previous analysis within the Duportail Bridge Summary Memo (April, 2009) and the Queensgate Sub-Area Study (July 2007) detail the future channelization needs at the SR 240/Duportail Street and Duportail Street/Queensgate intersections. Additional channelization needs at the intersection of SR 240/Duportail Street include

 Additional right-turn lane at eastbound approach

 Additional left-turn land at northbound approach (resulting in dual lefts)

 Additional right-turn lane at the northbound approach

 Additional left-turn lane at the southbound approach (resulting in dual lefts)

Duportail Street Bridge Project 45 Transportation Discipline Report – Review Copy to WSDOT November 2011  Additional right-turn lane at the westbound approach

Additional channelization needs at the intersection of Duportail Street/Queensgate Drive include

 Additional right-turn lane at northbound approach

 Additional left-turn land at westbound approach (resulting in dual lefts)

 Additional right-turn lane at the westbound approach

 Additional right-turn lane at southbound approach

 Additional left-turn lane at southbound approach (resulting in dual lefts)

 Additional left-turn lane at eastbound approach (resulting in dual lefts)

2012 With-Project Alternative

Exhibit 18 shows the intersection LOS analysis for the weekday AM and PM peak hours.

Exhibit 18: 2012 Weekday AM and PM Peak Hour LOS 2012 With-Project Conditions Standard Met? Intersection LOS1 Delay2 V/C3 or WM4

Weekday AM Peak Hour

SR 240/Duportail Street5 C 26.3 0.53 Yes

Duportail Street/Riverstone Drive A 8.9 EB Yes

Duportail Street/Queensgate Drive5 B 15.3 0.30 Yes

Duportail Street/Cottonwood Drive C 19.8 WB Yes

Weekday PM Peak Hour

SR 240/Duportail Street5 D 42.0 0.83 Yes

Duportail Street/Riverstone Drive B 10.8 EB Yes

Duportail Street/Queensgate Drive5 C 24.5 0.52 Yes

Duportail Street/Cottonwood Drive D 28.2 WB Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Average delay per vehicle in seconds, by approach movement. 3 Volume-to-capacity ratio. 4 WM = Worst Movement for unsignalized intersections. 5 Future channelization assumed in analysis.

Duportail Street Bridge Project 46 Transportation Discipline Report – Review Copy to WSDOT November 2011 As shown in Exhibit 18, all intersections, with the exception of Duportail Street/Queensgate Drive, operate at acceptable levels of service during the weekday PM peak hour.

Exhibit 19 shows the interchange ramp analysis for the weekday AM and PM peak hours.

Exhibit 19: 2012 Weekday AM and PM Peak Interchange Ramp LOS 2012 With-Project Conditions Standard Met?

Intersection LOS1 Density (pc/mi/ln) Speed2

Weekday AM Peak Hour

EB I-182 to NB SR 240 (Merge) C 24.8 54.8 Yes

SB SR 240 to WB I-182 (Diverge) A 2.1 49.2 Yes

SB SR 240 to WB I-182 (Merge) A 3.2 63.0 Yes

Weekday PM Peak Hour

EB I-182 to NB SR 240 (Merge) B 12.8 56.4 Yes

SB SR 240 to WB I-182 (Diverge) C 21.8 48.2 Yes

SB SR 240 to WB I-182 (Merge) C 20.1 61.0 Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Space mean speed in ramp influence area

As shown in Exhibit 19, the interchange ramps are anticipated to operate at LOS C or better.

Duportail Street Bridge Project 47 Transportation Discipline Report – Review Copy to WSDOT November 2011 2032 With-Project Alternative

Exhibit 20 shows the intersection LOS analysis for the weekday AM and PM peak hours.

Exhibit 20: 2032 Weekday AM and PM Peak Hour LOS 2032 With-Project Conditions Standard

1 2 3 4 Met? Intersection LOS Delay V/C or WM

Weekday AM Peak Hour

SR 240/Duportail Street5 D 50.7 1.03 Yes

Duportail Street/Riverstone Drive B 14.2 EB Yes

Duportail Street/Queensgate Drive5 C 29.3 0.69 Yes

Duportail Street/Cottonwood Drive F >200 WB No

Weekday PM Peak Hour

SR 240/Duportail Street5 F 84.4 1.11 No

Duportail Street/Riverstone Drive C 21.9 EB Yes

Duportail Street/Queensgate Drive5 E 78.1 1.01 No

Duportail Street/Cottonwood Drive F >200 WB No

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Average delay per vehicle in seconds, by approach movement. 3 Volume-to-capacity ratio. 4 WM = Worst Movement for unsignalized intersections. 5 Future channelization assumed in analysis.

As shown in Exhibit 20, the intersection of SR 240/Duportail Street is anticipated to operate below the LOS standard during the weekday PM peak hour. Duportail Street/Queensgate Drive and Duportail Street/Cottonwood Drive are anticipated to operate below LOS standards during the weekday AM and PM peak hour.

The intersection operations at SR 240/Duportail Street would require for a fourth southbound through lane on SR 240 to meet acceptable LOS standards in 20321. The implementation of the fourth eastbound through lane on SR 240 is considered a long-range improvement to be studied further in the BFCOG’s next Regional Transportation Plan. Further study in the development of the Hanford and North Richland areas over the next 20 years is necessary to determine if land use projections in these areas will require additional channelization needs

1 Based on Duportail Bridge Summary Memo, April 2009.

Duportail Street Bridge Project 48 Transportation Discipline Report – Review Copy to WSDOT November 2011 at the SR 240/Duportail Street intersection. Based on this, three through lanes have been assumed for design purposes. This channelization configuration is anticipated to serve the intersection at acceptable LOSs through 2024.

The intersection of Duportail Street/Cottonwood Drive falls below the LOS standard and would require additional channelization and/or turning restrictions to meet the acceptable LOS standard. This intersection is influenced by the operation of SR 240/Duportail Street located to the west.

The intersection of Duportail Street/Queensgate Drive falls below the LOS standard and would require additional channelization to meet the acceptable LOS standard.

Similar to the SR 240/Duportail Street intersection, future needs at the Duportail Street/Cottonwood Drive and Duportail Street/Queensgate Drive intersections will be monitored. Future improvements identified at these intersections would be funded through the City’s impact fee program.

Exhibit 21 shows the interchange ramp analysis for the weekday AM and PM peak hours.

Exhibit 21: 2032 Weekday AM and PM Peak Interchange Ramp LOS 2032 With-Project Conditions Standard Met?

Intersection LOS1 Density (pc/mi/ln) Speed2

Weekday AM Peak Hour

EB I-182 to NB SR 240 (Merge) C 24.8 54.8 Yes

SB SR 240 to WB I-182 (Diverge) A 2.1 49.2 Yes

SB SR 240 to WB I-182 (Merge) A 3.2 63.0 Yes

Weekday PM Peak Hour

EB I-182 to NB SR 240 (Merge) B 12.8 56.4 Yes

SB SR 240 to WB I-182 (Diverge) C 21.8 48.2 Yes

SB SR 240 to WB I-182 (Merge) C 20.1 61.0 Yes

1 Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000) 2 Space mean speed in ramp influence area

As shown in Exhibit 21, the interchange ramps are anticipated to operate at LOS C or better.

Duportail Street Bridge Project 49 Transportation Discipline Report – Review Copy to WSDOT November 2011 What are the potential effects for pedestrians and bicyclists?

Without Project Alternative

Under without project conditions, pedestrians and bicyclists who travel along the roadway will need to continue to use the existing sidewalks and shoulders, adjacent to the roadway travel lanes. Increasing traffic volumes could elevate potential hazards for bicyclists who share the roadway with vehicular traffic.

With-Project Alternative

The with-project alternative includes installation of a 5-foot sidewalk on both sides of the roadway, curb and gutter. Four-foot bike lanes will also be installed on both sides of the roadway to replace the existing shoulders and will be identified as bicycle lanes. What is the potential effect on safety in the project area?

Without Project Alternative

Under without project conditions, operations within the study area are expected to degrade as traffic volumes increase. Traffic volumes at SR 240/Duportail Street and Duportail Street/Queensgate Drive are anticipated to exceed their respective intersection capacity without further channelization improvements, resulting in an increasing effect on intersection safety.

With-Project Alternative

Under with-project alternative, traffic congestion on SR 240 is anticipated to be reduced by the construction of the Duportail Bridge. Collision rates within the study area are not anticipated to increase as a result of the Duportail Bridge construction.

Duportail Street Bridge Project 50 Transportation Discipline Report – Review Copy to WSDOT November 2011 What are the potential effects on vehicular and non-motorized traffic due to construction?

Without Project Alternative

Under without project conditions, no construction would take place, so there would be no construction impacts.

With-Project Alternative

The construction-generated traffic would consist primarily of daily commutes by construction workers and periodic delivery and removal of materials to and from the site over the course of the construction period. Nearly all construction activities would be confined to the project site. The addition of these trips would temporarily increase the traffic volumes on local roadways in the project area. Any closure of lanes or detouring of traffic that results from construction could also potentially increase delays and congestion.

Duportail Street Bridge Project 51 Transportation Discipline Report – Review Copy to WSDOT November 2011 Chapter 6 Measures Taken to Avoid or Minimize Project Effects

What mitigation measures are proposed to avoid and/or minimize operational impacts on vehicle traffic?

Under the With-Project Alternative, based on the discussion provided in Chapter 5, additional channelization is to be provided at the intersections of SR 240/Duportail Street and Duportail Street/Queensgate Drive to accommodate traffic in the study area during the weekday AM and PM peak hour. Additional channelization to be provided at these intersections includes

SR 240/Duportail Street

 Additional right-turn lane at eastbound approach

 Additional left-turn land at northbound approach (resulting in dual lefts)

 Additional right-turn lane at the northbound approach

 Additional left-turn lane at the southbound approach (resulting in dual lefts)

 Additional right-turn lane at the westbound approach

Duportail Street/Queensgate Drive

 Additional right-turn lane at northbound approach

 Additional left-turn land at westbound approach (resulting in dual lefts)

 Additional right-turn lane at the westbound approach

 Additional right-turn lane at southbound approach

Duportail Street Bridge Project 52 Transportation Discipline Report – Review Copy to WSDOT November 2011  Additional left-turn lane at southbound approach (resulting in dual lefts)

 Additional left-turn lane at eastbound approach (resulting in dual lefts)

The implementation of additional channelization at the intersection of SR 240/Duportail Street will be studied further in the BFCOG’s next Regional Transportation Plan. Further study in the development of the Hanford and North Richland areas over the next 20 years is necessary to determine if land use projections in these areas will require additional channelization needs. What mitigation measures are proposed to avoid and/or minimize construction impacts on vehicle, pedestrian, and bicycle traffic?

The construction traffic control plan could include the following measures.

 Adequate off-street parking would be provided for construction- related vehicles through the construction period.

 Access to existing residences in the area would be maintained at all times.

 Pedestrian and bicycle access would be maintained during project construction where safe to do so. If construction encroaches on a sidewalk or shoulder, a safe detour would be provided.

 Delivery of construction materials would be restricted to the hours between 9 a.m. and 3 p.m. to avoid more congested morning and evening hours.

 Construction warning signs would be posted in advance of the construction area and at any intersection that provides access to the construction area.

 Construction signage and work zone traffic control would be provided that complies with standards set forth in the Manual on Uniform Traffic Control Devices (Federal Highway Administration 2009) and/or City standards.

Duportail Street Bridge Project 53 Transportation Discipline Report – Review Copy to WSDOT November 2011  If lane closures occur, local fire and police departments would be notified of construction locations and alternative evacuation and emergency routes, to maintain response time during construction periods, if necessary.

 Written notification would be provided to appropriate contractors regarding appropriate routes to and from construction sites, and weight and speed limits for local roads would be used to access construction sites.

The traffic control plan will be as required in the construction specifications or included in the construction plans, implemented by the construction contractor throughout the construction period, and monitored by the City.

Duportail Street Bridge Project 54 Transportation Discipline Report – Review Copy to WSDOT November 2011

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Chapter 7 Conclusions

The proposed project is located within the southwestern section of the city of Richland and consists of constructing a bridge over the Yakima River connecting Duportail Street on the southwest side of the river, to Duportail Street on the northeast side of the river. To identify potential effects on the transportation system and to assess transportation performance, the traffic discipline team analyzed the Duportail Street areas on either side of the Yakima River and related transportation systems under future conditions. The future conditions were established based on forecasts of regional population and employment.

The project team selected the year 2012 as the opening year and 2032 as the year of design. The 2032 Without Project Alternative presumes the current configuration of the existing roadway network against forecasted 2032 conditions. The discipline team compared the Without Project Alternative to the With-Project Alternative using traffic performance measures, as well as safety and construction effects.

The construction of Duportail Bridge improves connectivity within the city of Richland and alleviates congestion on the I-182 and SR 240 corridors through the city of Richland. Specifically, this project will provide

 A reduction in emergency response times by providing a direct route to the currently underserved areas of Richland. Currently, in order to serve the south side of the river, emergency response vehicles must travel south on George Washington Boulevard to cross the river via I-182 then back track to serve the south side of the river.

 Improved mobility for bicycle and pedestrian users from the south side of the Yakima River to the north. Currently, none of the three crossings (I-182, SR 240, or SR 224) over the Yakima River contain pedestrian or bicycle facilities.

Duportail Street Bridge Project 55 Transportation Discipline Report – Review Copy to WSDOT November 2011  Improved access to local motorists, resulting in increased capacity for regional motorists along SR 240 and I-182 by reducing the number of vehicles on these overburdened crossings.

As a result of the bridge connection and improvements to SR 240/Duportail Street, future traffic reductions are anticipated along SR 240 and I-182 due to shifts in travel patterns. Benefits of the Duportail bridge connection include

 A reduction of vehicles northbound and southbound is anticipated on SR 240 south of Duportail Street

 A reduction of vehicles westbound and eastbound is anticipated between SR 240 and the Queensgate on/off ramps

Because the proposed bridge project is located in a largely undeveloped site, much of the construction activity will take place outside of the existing roadway network. However, it will be necessary to close travel lanes and restrict certain areas adjacent to the site at various times during the construction phase. Existing walking, hiking, and bicycling paths will also be impacted, either by detouring these routes or closing them temporarily.

Duportail Street Bridge Project 56 Transportation Discipline Report – Review Copy to WSDOT November 2011 References

Federal Highway Administration (FHWA). 2009. Manual on Uniform Traffic Control Devices. U.S. Department of Transportation. Publication No. MUTCD-1

Transportation Research Board (TRB). 2000. Highway Capacity Manual. Special Report 209. National Research Council. Washington, DC

Duportail Street Bridge Project 57 Transportation Discipline Report – Review Copy to WSDOT November 2011

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Duportail Street Bridge Project Richland, Washington

Transportation Discipline Report

Appendix A 2010 Traffic Counts

A-1 of A-14

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A-2 of A-14 Peak Hour Counts Duportail Street & Cottonwood Drive 8/5/2010 Cottonwood Duportail Start NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 0700 5 0 2 2 6 1 2 6 1 0 32 0 0715 7 1 0 1 0 6 1 21 3 1 35 0 0730 14 3 2 3 1 12 1 16 2 0 41 2 0745 13 0 0 0 1 8 4 16 2 2 40 1 27 3 2 3 2 20 5 32 4 2 81 3

Start NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 1615 8 0 0 2 1 14 4 45 7 1 46 2 1630 9 1 4 1 1 8 4 52 7 0 64 2 1645 8 2 2 0 2 7 11 37 7 7 48 1 1700 9 0 4 1 4 4 7 38 14 6 57 4 34 3 10 4 8 33 26 172 35 14 215 9 Cottonwood

83 36 45 AM Peak Hour 33 8 4 38 PM Peak Hour 25 11 20 2 3

3 9 Duportail 282 128 81 86 215 238 184 2 14 515 169 123 424 26 5 563 233 172 41 32 37 186 35 4

27 3 2 8 32 57 34 3 10 47 40 104

A-3 of A-14

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A-4 of A-14 Peak Hour Summary

Mark Skaggs (206) 251-0300 Duportail St & SR 240

4:30 PM to 5:30 PM Tuesday, April 29, 2008

00

Duportail St 326 281

10 48 268

É Æ Ê SR 240

Ç 205

0 1038 Ã 993 1271 0

É 73

58 È

0 2798 2662 Ä 3008 0

78 Ê

SR 240

Ç Å È

35 18 78

199 131

00 Duportail St

Approach PHF HV% Volume EB 0.90 1.1% 2,798 WB 0.89 2.5% 1,271 NB 0.82 0.8% 131 SB 0.96 0.3% 326 Intersection 0.92 1.4% 4,526

Count Period: 4:00 PM to 6:00 PM

A-5 of A-14 In Out 326 281 0.3%

Total Vehicle Summary 0.96 10 48 268 HV PHF 2.5%HV 0.89PHF 0.89PHF

58 205 Mark Skaggs 1,038Out In1,271 (206) 251-0300 2,662 993 2,79 8In 2,798In Out3,008 78 73

1.1%HV Duportail St & SR 240 0.90PHF 0.82 35 18 78 0.8%

Tuesday, April 29, 2008 Out In HV 4:00 PM to 6:00 PM 199 131 PHF Peak Hour Summary 4:30 PM to 5:30 PM 15-Minute Interval Summary 4:00 PM to 6:00 PM Interval Northbound Southbound Eastbound Westbound Start Duportail St Duportail St SR 240 SR 240 Interval Time LTRHVLTRHVLTRHVLTRHVTotal 4:00 PM 4 3 12 0 49 10 6 1 19 381 5 21 14 226 38 9 767 4:15 PM 5 4 17 0 37 7 4 0 13 582 18 15 17 239 42 12 985 4:30 PM 6 5 16 1 69 6 2 0 14 600 14 10 16 231 45 8 1,024 4:45 PM 9 3 20 0 63 16 0 0 13 685 20 6 14 232 47 8 1,122 5:00 PM 8 2 22 0 67 12 6 0 15 741 25 9 19 255 55 10 1,227 5:15 PM 12 8 20 0 69 14 2 1 16 636 19 6 24 275 58 6 1,153 5:30 PM 7 6 21 0 64 12 4 0 11 583 7 8 21 240 42 6 1,018 5:45 PM 9 11 23 0 37 6 7 0 16 474 21 3 24 207 41 2 876 Total Survey 60 42 151 1 455 83 31 2 117 4,682 129 78 149 1,905 368 61 8,172

Peak Hour Summary 4:30 PM to 5:30 PM Northbound Southbound Eastbound Westbound By Duportail St Duportail St SR 240 SR 240 Total Approach In Out Total HV In Out Total HV In Out Total HV In Out Total HV Volume 131 199 330 1 326 281 607 1 2,798 1,038 3,836 31 1,271 3,008 4,279 32 4,526 %HV 0.8% 0.3% 1.1% 2.5% 1.4% PHF 0.82 0.96 0.90 0.89 0.92

Northbound Southbound Eastbound Westbound By Duportail St Duportail St SR 240 SR 240 Total Movement LTRTotal LTRTotal LTRTotal LTRTotal Volume 35 18 78 131 268 48 10 326 58 2,662 78 2,798 73 993 205 1,271 4,526 PHF 0.73 0.56 0.89 0.82 0.97 0.75 0.42 0.96 0.91 0.90 0.78 0.90 0.76 0.90 0.88 0.89 0.92

Rolling Hour Summary 4:00 PM to 6:00 PM Interval Northbound Southbound Eastbound Westbound Start Duportail St Duportail St SR 240 SR 240 Interval Time LTRHVLTRHVLTRHVLTRHVTotal 4:00 PM 24 15 65 1 218 39 12 1 59 2,248 57 52 61 928 172 37 3,898 4:15 PM 28 14 75 1 236 41 12 0 55 2,608 77 40 66 957 189 38 4,358 4:30 PM 35 18 78 1 268 48 10 1 58 2,662 78 31 73 993 205 32 4,526 4:45 PM 36 19 83 0 263 54 12 1 55 2,645 71 29 78 1,002 202 30 4,520 5:00 PM 36 27 86 0 237 44 19 1 58 2,434 72 26 88 977 196 24 4,274

A-6 of A-14 Basic Volume Report: DUPE240

Station ID : DUPE240 Last Connected Device Type : Unic-L Info Line 1 : DUPORTAIL E OF Version Number : 1.30 Info Line 2 : SR240 Serial Number : 85619 GPS Lat/Lon : Number of Lanes : 2 DB File : DUPESR240.DB Posted Speed Limit :

Lane #1 Configuration

# Dir. Information Volume Mode Volume Sensors Divide By 2 Comment 1. EASTBOUND Directional^ Axle Yes

Lane #1 Basic Volume Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Date Time :00 :15 :30 :45 Total 05/17/10 00:00 4 5 1 6 16 Mon 01:00 2 3 1 2 8 02:00 2 1 0 5 8 03:00 0 1 2 1 4 04:00 0 3 6 7 16 05:00 7 4 4 10 25 06:00 10 8 18 28 64 07:00 28 39 48 28 143 08:00 33 40 36 47 156 09:00 16 27 17 20 80 10:00 27 24 28 22 101 11:00 18 31 39 32 120 12:00 33 37 36 24 130 13:00 25 26 36 25 112 14:00 31 31 42 53 157 15:00 54 52 46 52 204 16:00 60 48 82 64 254 17:00 85 69 56 69 279 18:00 58 39 37 37 171 19:00 44 33 33 33 143 20:00 22 32 23 26 103 21:00 25 26 13 18 82 22:00 11 5 10 12 38 23:00 9 9 1 3 22 Day Total : 2436

AM Total : 741 (30.4%) Peak AM Hour : 08:00 = 156 (6.4%) Peak AM Factor : 0.812 Average Period : 25.4 PM Total : 1695 (69.6%) Peak PM Hour : 16:30 = 300 (12.3%) Peak PM Factor : 0.882 Average Hour : 101.5

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A-7 of A-14 Station: DUPE240 Lane #1 Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Date Time :00 :15 :30 :45 Total 05/18/10 00:00 7 6 2 4 19 Tue 01:00 4 3 1 0 8 02:00 3 4 3 1 11 03:00 2 0 2 2 6 04:00 1 3 3 5 12 05:00 8 3 11 6 28 06:00 13 19 13 26 71 07:00 21 46 50 30 147 08:00 28 31 38 43 140 09:00 29 20 30 24 103 10:00 16 36 27 26 105 11:00 30 33 40 38 141 12:00 47 40 36 40 163 13:00 31 35 32 25 123 14:00 35 47 41 60 183 15:00 47 64 61 51 223 16:00 70 50 67 70 257 17:00 80 69 51 62 262 18:00 62 54 62 47 225 19:00 41 42 48 59 190 20:00 44 25 34 26 129 21:00 26 19 14 11 70 22:00 18 16 18 10 62 23:00 6 12 6 3 27 Day Total : 2705

AM Total : 791 (29.2%) Peak AM Hour : 07:15 = 154 (5.7%) Peak AM Factor : 0.770 Average Period : 28.2 PM Total : 1914 (70.8%) Peak PM Hour : 16:30 = 286 (10.6%) Peak PM Factor : 0.894 Average Hour : 112.7

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A-8 of A-14 Station: DUPE240 Lane #1 Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Date Time :00 :15 :30 :45 Total 05/19/10 00:00 3 5 4 4 16 Wed 01:00 1 2 0 0 3 02:00 3 1 1 1 6 03:00 0 0 3 1 4 04:00 1 3 3 2 9 05:00 6 9 9 9 33 06:00 11 20 11 36 78 07:00 20 28 49 42 139 08:00 40 32 34 43 149 09:00 38 36 28 32 134 10:00 23 28 18 35 104 11:00 37 21 64 37 159 12:00 55 40 49 35 179 13:00 34 34 25 34 127 14:00 26 31 54 65 176 15:00 49 52 64 44 209 16:00 69 60 81 78 288 17:00 74 86 61 62 283 18:00 46 57 48 34 185 19:00 40 38 29 25 132 20:00 18 29 26 32 105 21:00 28 25 13 15 81 22:00 21 11 10 11 53 23:00 8 9 5 6 28 Day Total : 2680

AM Total : 834 (31.1%) Peak AM Hour : 07:30 = 163 (6.1%) Peak AM Factor : 0.637 Average Period : 27.9 PM Total : 1846 (68.9%) Peak PM Hour : 16:30 = 319 (11.9%) Peak PM Factor : 0.927 Average Hour : 111.7

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A-9 of A-14 Station: DUPE240 Lane #2 Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Lane #2 Configuration

# Dir. Information Volume Mode Volume Sensors Divide By 2 Comment 2. WESTBOUND Directional^ Axle Yes

Lane #2 Basic Volume Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Date Time :00 :15 :30 :45 Total 05/17/10 00:00 5 6 3 2 16 Mon 01:00 2 2 2 3 9 02:00 0 1 2 3 6 03:00 1 1 3 8 13 04:00 5 11 7 12 35 05:00 22 27 23 31 103 06:00 30 33 54 58 175 07:00 49 57 86 83 275 08:00 56 43 57 63 219 09:00 35 35 23 34 127 10:00 27 37 33 38 135 11:00 35 29 50 39 153 12:00 29 32 53 41 155 13:00 38 29 31 46 144 14:00 31 39 83 87 240 15:00 67 59 64 52 242 16:00 73 65 79 66 283 17:00 111 70 66 51 298 18:00 75 52 51 51 229 19:00 47 51 34 26 158 20:00 26 20 17 22 85 21:00 26 20 19 16 81 22:00 5 9 10 4 28 23:00 8 5 5 3 21 Day Total : 3230

AM Total : 1266 (39.2%) Peak AM Hour : 07:15 = 282 (8.7%) Peak AM Factor : 0.820 Average Period : 33.6 PM Total : 1964 (60.8%) Peak PM Hour : 16:30 = 326 (10.1%) Peak PM Factor : 0.734 Average Hour : 134.6

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A-10 of A-14 Station: DUPE240 Lane #2 Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Date Time :00 :15 :30 :45 Total 05/18/10 00:00 2 3 3 2 10 Tue 01:00 6 2 2 3 13 02:00 0 0 3 2 5 03:00 2 3 4 9 18 04:00 5 11 7 16 39 05:00 23 25 30 33 111 06:00 28 43 43 53 167 07:00 50 56 82 74 262 08:00 58 52 68 53 231 09:00 43 29 32 31 135 10:00 24 29 24 34 111 11:00 29 41 52 34 156 12:00 46 39 41 45 171 13:00 47 40 45 32 164 14:00 30 29 99 85 243 15:00 67 80 66 61 274 16:00 57 63 85 80 285 17:00 103 84 66 78 331 18:00 65 52 62 44 223 19:00 52 27 35 32 146 20:00 60 29 37 38 164 21:00 27 19 12 11 69 22:00 17 7 9 10 43 23:00 4 5 8 3 20 Day Total : 3391

AM Total : 1258 (37.1%) Peak AM Hour : 07:15 = 270 (8.0%) Peak AM Factor : 0.823 Average Period : 35.3 PM Total : 2133 (62.9%) Peak PM Hour : 16:30 = 352 (10.4%) Peak PM Factor : 0.854 Average Hour : 141.3

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A-11 of A-14 Station: DUPE240 Lane #2 Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Date Time :00 :15 :30 :45 Total 05/19/10 00:00 5 5 2 0 12 Wed 01:00 1 5 0 4 10 02:00 4 1 3 2 10 03:00 2 3 5 5 15 04:00 6 11 5 9 31 05:00 16 33 36 28 113 06:00 37 44 47 60 188 07:00 54 43 94 75 266 08:00 57 59 67 51 234 09:00 57 32 41 38 168 10:00 29 25 33 35 122 11:00 40 51 49 43 183 12:00 49 49 40 52 190 13:00 51 37 37 44 169 14:00 36 35 79 67 217 15:00 69 71 51 42 233 16:00 85 70 95 88 338 17:00 90 96 94 58 338 18:00 57 57 50 58 222 19:00 34 25 46 32 137 20:00 25 32 43 24 124 21:00 16 22 21 20 79 22:00 13 11 9 6 39 23:00 9 4 5 4 22 Day Total : 3460

AM Total : 1352 (39.1%) Peak AM Hour : 07:30 = 285 (8.2%) Peak AM Factor : 0.758 Average Period : 36.0 PM Total : 2108 (60.9%) Peak PM Hour : 16:30 = 369 (10.7%) Peak PM Factor : 0.961 Average Hour : 144.2

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A-12 of A-14 Basic Volume Summary: DUPE240

Grand Total For Data From: 00:00 - 05/17/2010 To: 23:59 - 05/19/2010

Lane Total Count # Of Days ADT Avg. Period Avg. Hour AM Total & Percent PM Total & Percent

#1. 7821 (43.7%) 3.00 2607 27.2 108.6 2366 (30.3%) 5455 (69.7%) #2. 10081 (56.3%) 3.00 3360 35.0 140.0 3876 (38.4%) 6205 (61.6%) ALL 17902 3.00 5967 62.2 248.6 6242 (34.9%) 11660 (65.1%)

Lane Peak AM Hour Date Peak AM Factor Peak PM Hour Date Peak PM Factor #1. 07:30 = 163 05/19/2010 0.637 16:30 = 319 05/19/2010 0.927 #2. 07:30 = 285 05/19/2010 0.758 16:30 = 369 05/19/2010 0.961

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A-13 of A-14

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A-14 of A-14