technical memorandum€¦ · this analysis assumed phased construction of corridor improvements...

Technical Memorandum

December 21, 2017

Elisabeth Wooton, Transportation Planner SCJ Alliance Via email to [email protected]

SUBJECT: SEDGWICK-BETHEL CORRIDOR STUDY PRELIMINARY LOS AND QUEUING FORECASTS REVISED 12/21/2017

Ms. Wooton:

The purpose of this technical memorandum is to document the preliminary travel demand forecasts and Level of

Service results generated by TSI’s analysis of the Sedgwick Road and Bethel Road corridors for the Sedgwick Road

and Bethel Road Corridor Study.

Analysis Methodology

The travel demand model used in this analysis was based upon the Port Orchard citywide planning model. Land use forecasts were based upon Port Orchard Comprehensive Plan policy with local revisions along the study corridors based on direction from City staff. External trips in the model were linked to trip forecasts generated by the SR 16 corridor model used in the WSDOT SR 16 Congestion Study.

The travel demand model is based on a 2040 year of analysis and a PM peak hour period. The model was calibrated using counts collected in January 2017 by CH2M which were also used in the SR 16 corridor model. Trip generation rates, connector loading points and shares, and link/node capacities were refined to improve calibration result for the study corridors.

Intersection Levels of Service (LOS) were calculated using Highway Capacity Manual 2010 (HCM2010) methodologies. Signalized and stop-controlled intersections were analyzed using Synchro 9 software. Roundabouts were analyzed using Sidra Intersection 7.0 software with analysis parameters consistent with Washington State Department of Transportation (WSDOT) Sidra Policy Guidance.

Transportation Improvement Scenarios

Three 2040 network improvement scenarios were considered in this preliminary analysis, as described below. Improvement assumptions for each of the scenarios are summarized in Table 1.

Elisabeth Wooton, Transportation Planner December 21, 2017

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Table 1. Modeled Network Improvements Analysis Scenario TIP

ID Project Name Location Description

Base A B

X X X 1.1 Tremont St Widening SR 16 – PO Blvd Widen to 4 lanes w/ median, sidewalks, bike lanes, & 2 roundabouts

X X X 1.5 Anderson Hill & Old Clifton Rd Intersection Improvements New roundabout

X X X 1.6 Old Clifton Rd & Campus Pkwy Intersection Improvements New roundabout

X X X 1.7 Arnold Creek Crossing Bay Street Replace wooden span w/ concrete box culvert

X X X 1.8 Bay St. Ped. Pathway Construction PO Shoreline 14-ft multi-modal pathway

X X X 2.41 SR 160 Roundabout #1 Sedgwick & Bravo Terrace New roundabout

X X X 2.51 SR 160 Roundabout #2 Sedgwick e/o Geiger Rd

New roundabout

X X X n/a1 Sedgwick Rd & Geiger Rd Intersection Improvements New signal or roundabout

X X X n/a1 Bethel Rd & Salmonberry Rd Intersection Improvements New signal or roundabout

X X X n/a1 Bethel Rd & Blueberry Rd Intersection Improvements New signal or roundabout

X X X n/a1 Walmart Connector North of Salmonberry to signal @ Bethel Rd

Extend and dedicate to City

X X 2.2 Sedgwick Rd West Construction SR 16 – Sidney Ave Widen to 3 ln w/ TWLTL, bike lanes and sidewalks

X X 2.3 Bethel Corridor ROW & Construction Mile Hill Dr – 1,000 ft s/o Sedgwick

(TBD) Assume 3 ln w/ TWLTL, bike lanes, and sidewalks

X X 2.7 Sedgwick Rd Corridor Construction SR 16 – Bethel (TBD) Assume 5 ln w/ TWLTL, bike lanes, and sidewalks

X X 2.8 Sidney Ave Widening SR 16 – Sedgwick Rd Widen to 3 ln w/TWLTL, bike lanes and sidewalks

X X 2.9 Pottery Ave Widening Tremont – Melcher Widen to urban standard

X X 2.10 Old Clifton Shoulder & Pedestrian Impr. SR 16 - western city limits Shldr widening & grade-separated pedestrian path

X X 2.11 Old Clifton Rd & McCormick Woods Dr Intersection Improvements New roundabout

X X 2.12 Melcher St Widening Pottery – Sherman Widen to urban standard

X X 3.3 Fireweed Rd Widening Sidney – S Flower Ave Widen to urban standard

X X 3.4 Sedgwick Rd W to Glenwood SR 16 – Glenwood Complete streets impr.

X X 3.5a Sherman Ave Widening Fireweed Rd – terminus Widen to urban standard

X X 3.6a Port Orchard Blvd Widening Tremont – Bay St New roundabouts at Tremont and Bay St; curb; gutter; bike lanes; sidewalks

X X 3.5b Pottery Ave Widening Tremont – SR 16 Widen to 4 lanes w/ sidewalks

X X 3.6b Old Clifton Rd & Berry Lake Rd Intersection Improvements New roundabout or signal

X X 3.7 Ramsey Rd Widening Sedgwick – Salmonberry Widen to urban standard

X X 3.8 Blueberry Rd Widening Geiger – Bethel Widen to urban standard

X X 3.9 Geiger Rd Widening Sedgwick – Blueberry Widen to urban standard

X X 3.10 Salmonberry Rd Widening Ramsey – Bethel Widen to urban standard

X X 3.11 New Collector Geiger – Ramsey New east-west collector road

X n/a Connector A: Ives Mill Rd terminus – Bravo Terrace New roadway

X n/a Connector B: Sherman Ave terminus – Sedgwick @ Bravo Terr New roadway

X n/a Connector C: Lund 450 ft w/o Bethel – Bethel @ Walmart DW New roadway 1Project is necessary to provide access to major developments and is assumed to be constructed concurrent with development


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Baseline (2040): 2018-2023 Six-Year TIP

The 2040 Baseline scenario assumed construction of all projects identified in the Port Orchard 2018-2023 Six-Year Transportation Improvement Program (TIP) and any anticipated developer-funded improvements.

Baseline improvements not identified in the 2018-2023 Six-Year TIP included a new traffic signal at Bethel & Blueberry Rd and new roundabouts at Sedgwick & Bravo Terrace and Sedgwick east of Geiger Road. The intersection of Bethel Rd & Salmonberry Rd was modeled under both roundabout and traffic signal control. Intersection control for non-TIP intersections was selected based on preliminary MUTCD warrant analyses and proximity of nearby intersections. Final selection of intersection control treatments along the study corridor should also consider right-of-way, topography, and safety.

Baseline developer-funded improvement projects were also assumed to include a new connector roadway extending from the Walmart frontage to the south to serve an anticipated big-box retail site to the east of Bethel Road. This connector roadway will access Bethel Road at the Walmart driveway signal and will access Mile Hill Dr to the north via internal access roads. The connector roadway is shown in Figure 1. All Baseline improvement projects are identified in Table 1.

This analysis assumed phased construction of corridor improvements along Sedgwick Rd and Bethel Rd, with the first phase including minor signal phasing improvements at the intersections of Bethel Road & Sedgwick Road and Bethel Road & Lund Avenue. The addition of protected-permitted left-turn treatments at these locations would represent a low-cost preliminary phase of the Bethel Road and Sedgwick Road corridor improvements and was included in the baseline scenario.

Conceptual drawings of all proposed roundabouts are provided in Attachment A.

Alternative A: 20-Year TIP with Sedgwick & Bethel Corridor Improvements

Alternative A included all projects identified in the Port Orchard 20-year (Tier 2) Transportation Improvement Program and all baseline improvement projects. Tier 2 TIP projects include construction of Sedgwick Road and Bethel Road corridor improvements.

This analysis assumed Sedgwick Road widening will include a four-lane access-controlled section with a raised median from SR 16 to Bethel Road. Left turns will be prohibited at stop-controlled driveways and intersections along Sedgwick Road. Left-run access to access-restricted driveways along Sedgwick Road will be available via U-turn movements at new roundabouts at Bravo Terrace and east of Geiger Road.

Bethel Road widening will include a two-lane access-controlled section with a raised from Mile Hill Drive to 1,000 feet south of Sedgwick Road. Left turns will be prohibited at stop-controlled driveways and intersections along Bethel Road. Left-turn access to access-restricted driveways along Sedgwick Road will be available via U-turn movements at the intersections of Lund Avenue and Salmonberry Road along Bethel Road.

A conceptual drawing showing recommended lane channelization at the intersection of Sedgwick Road and Bethel Road is provided in Attachment B.

These planning-level assumptions are consistent with the Port Orchard Comprehensive Plan and were confirmed by City staff.


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Figure 1. Future (2040) Proposed Connectors


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Mitchel Road – Lundberg Road – Lincoln Avenue Reconfiguration Alternative A assumes realignment of SE Lundberg Road and Lincoln Avenue SE concurrent with the Bethel Corridor project to create a new four-leg roundabout on Bethel Road, as shown in Figure 2. The new intersection will improve access to development parcels to the west of Bethel Road and to Mitchel Avenue and South Kitsap High School to the east of Bethel Road.

Alternative A also assumes Mitchell Road we be reconfigured as a northbound one-way street between Bethel Road and Lincoln Avenue SE. The new one-way will relieve right-turn demand from the new roundabout to the north.

Figure 2. Alternative A (2040) Mitchell Road – Lundberg Road – Lincoln Avenue Reconfiguration

Alternative B: Expanded Roadway Network

Alternative B included all projects which were modeled in Alternative A with the addition of three new local street connections, as shown below and in Figure 1:

Connector A: Ives Mill Road from existing terminus west of Bethel to Bravo Terrace

Connector B: Sherman Avenue from existing terminus north of Sedgwick to intersect Bethel at Bravo Terrace.

Connector C: New roadway from SE Lund Ave 450 west of Bethel Rd to intersect with Bethel Rd at existing signalized intersection opposite Walmart driveway


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Level of Service Standards

Minimum street and intersection LOS requirements are defined in the Port Orchard 2014 Transportation Element as LOS D for all segments and intersections on the City’s arterial street system.

The City’s Level of Service standard does not apply to State facilities within the City of Port Orchard. Minimum LOS for State facilities are set by the Washington State Department of Transportation (WSDOT). SR 16 is designated by WSDOT as a Highway of Statewide Significance (HSS) and is assigned minimum LOS D. SR 160 is designated a Tier 2 non-HSS also with minimum LOS D.

Level of Service Definition

Intersection LOS is based on the average delay experienced by a vehicle traveling through an intersection. Delay at a signalized intersection can be caused by waiting for the signal or waiting for the queue ahead to clear the signal. Delay at unsignalized intersections is caused by waiting for a gap in traffic or waiting for a queue to clear the intersection. Table 2 identifies the delay thresholds used to determine intersection LOS. For the purposes of this analysis and to maintain consistency with WSDOT practice, roundabouts were analyzed using signalized LOS thresholds. Delay is defined differently for signalized and all-way stop controlled intersections than for two-way stop controlled (i.e. stop control on minor approach) intersections. For signalized and all-way stop controlled intersections, level of service thresholds are based upon average control delay for all vehicles using the intersection. For two-way stop controlled intersections, delay is reported for the movement with the worst (highest) delay.

Table 2. Intersection Level of Service Thresholds

LOS Signalized & Roundabout

Delay (sec/veh) Stop-Controlled Delay (sec/veh)

A ≤10 ≤10

B >10 – 20 >10 – 15

C >20 – 35 >15 – 25

D >35 – 55 >25 – 35

E >55 – 80 >35 – 50

F >80 >50


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Results

Baseline (2040): 2018-2023 Six-Year TIP

Baseline intersection LOS results for key intersections along the study corridors are summarized in Table 3.

Table 3. Baseline Intersection Levels of Service

ID Intersection

2017 PM 2040 PM Baseline

Control Type1 TEV2

Delay3 (sec/veh)

LOS Control Type1

TEV2 Delay3 (s/veh)

LOS

39 Sedgwick Rd & SR 16 EB ramps

Signal 2175 30.4 C Signal 3050 48.8 D

40 Sedgwick Rd & SR 16 WB ramps

Signal 2280 17.6 B Signal 2701 20.7 C

109 Sedgwick Rd & Bravo Terrace

TWSC 2006 29.5 D RAB 2429 5.2 A

110 Sedgwick Rd & Geiger Rd

TWSC 1959 67.5 F RIRO 2332 18.6 C

121 Sedgwick Rd & New Roundabout

- - - - RAB 2514 6.1 A

41 Sedgwick Rd & Bethel Rd

Signal 2935 42.8 D Signal 3970 63.7 E

129 Bethel Rd & Blueberry Rd

TWSC 1448 49.9 E Signal 1909 4.2 A

84 Bethel Rd & Salmonberry Rd

TWSC 1566 48.8 E RAB

Signal 2482

8.3 12.1

A B

108 Bethel Rd & Walmart

Signal 1749 6.4 A Signal 2132 6.4 A

30 Bethel Rd & Lund Ave

Signal 3135 35.5 D Signal 4323 48.4 D

47 Bethel Rd & Mitchell Rd SE

TWSC 1483 17.5 C TWSC 2181 49.8 E

132 Bethel Rd & SE Lundberg Rd

TWSC 1100 13.8 B TWSC 1586 22.2 C

29 Bethel Rd & Lincoln Ave SE

TWSC 1134 15.8 C TWSC 1492 23.2 C

133 Mitchell Ave & Lincoln Ave

TWSC 176 9.5 A TWSC 315 10.7 B

46 Bethel Rd & Mile Hill Dr

RAB 1913 13.4 B RAB 2647 51.6 D

1TWSC = two-way stop control; AWSC = all-way stop control; RAB = roundabout; Signal = signalized; RIRO= right-in right-out access 2Total Entering Volume, PM peak hour 3Two-way stop controlled intersection delay is expressed as average worst (i.e. highest delay) movement delay

The intersections of Sedgwick Rd & Bethel Rd and Bethel Rd & Mitchell Rd will operate below minimum LOS standards at LOS E by 2040.

Baseline signal phasing improvements at the intersection of Bethel Rd & Lund Ave will allow the intersection to operate at LOS D through 2040, satisfying minimum LOS standards. The intersection would operate with 104.5 seconds per vehicle delay (LOS F) without signal improvements.


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The intersection of Bethel Rd & Salmonberry Rd will operate with LOS B under signal control or LOS A under roundabout control. This analysis indicated that a two-lane roundabout with flared entries will be necessary to maintain minimum LOS standards at the intersection. A roundabout will result in control delay of 8.3 seconds per vehicle while a traffic signal will result in control delay of 12.1 seconds per vehicle.

Queue results are summarized in Table 4.

Table 4: Baseline Queue at Key Locations Control

Mvmt Storage Average Q2 95th Q3

Intersection Type1 (feet) (feet) (feet)

39 Sedgwick Rd & SR 16 EB ramps Signal WBL 250 232 376

WBT 600 185 261

SBLT 1600 304 501

SBR 600 189 402

40 Sedgwick Rd & SR 16 WB ramps Signal EBL 240 04 04

EBT 575 04 04

WB 270 288 441 NBLT 1500 188 340

NBR 430 101 242

109 Sedgwick & Bravo Terrace RAB EBT 270 24 58

EBR 200 5 12

WBT 1250 21 53

41 Sedgwick Rd & Bethel Rd Signal EBL 500 165 286

EBT 570 758 1006 EBR 90 98 170

WBL 260 40 122

WBT 1650 277 393 WBR 60 0 38

NBL 250 169 341

NBT 1910 348 525 NBR 800 1 48

SBL 200 139 297

SBT 600 412 635

SBR 110 118 213

84A Bethel Rd & Salmonberry Rd (Signal) Signal NBL 200 1 4

NBT 1280 108 190

NBR 200 0 28

SBL 300 5 17

SBT 1160 151 290

SBR 200 0 21

84B Bethel Rd & Salmonberry Rd (Roundabout) RAB NBLT 1280 37 91

NBR 200 19 47

SBLT 1160 58 144

SBR 200 16 40

29 Bethel Rd & Lincoln Ave TWSC WB 150 - 45

133 Mitchell Ave & Lincoln Ave TWSC EB 150 - 5

1. AWSC = All-way stop control; RAB = Roundabout; RIRO = Two-way stop control with right-in-right-out access restriction; Signal = Signalized; TWSC = Two-way stop control

2. Average (50th percentile) queue, in feet (HCM 2010 methodology does not calculate for TWSC intersections 3. 95th percentile queue, in feet 4. Volume is metered by upstream signal

Queue exceeds storage capacity


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Westbound queue at the Sedgwick Rd & SR 16 WB ramps will stack to Bravo Terrace and impact roundabout operations, assuming the existing intersection spacing of 270 feet is maintained.

The intersection of Sedgwick Rd & Bethel Rd will operate with queue exceeding storage capacity for eastbound right, northbound left, southbound left, and southbound right turn lanes. Queuing on the westbound through movement will block the 60-foot westbound right turn lane for the majority of the PM peak hour, limiting the effectiveness of the right-turn lane.

Alternative A: 20-Year TIP with Sedgwick & Bethel Corridor Improvements

Geiger-Blueberry-Ramsey-Salmonberry Bypass Route

Alternative A includes planned widening projects along Geiger Road, Blueberry Road, Ramsey Road, and Salmonberry Road. The combination of these widening and improvement projects, in addition to intersection capacity improvements at Sedgwick Rd & Bethel Rd and Bethel Rd & Salmonberry Rd, create a bypass route to the northwest of the Sedgwick Rd & Bethel Rd intersection. The northwest bypass route will serve approximately 167 vehicles during the 2040 PM peak hour, as shown in Figure 3.

Figure 3. Alternative A (2040) Geiger-Blueberry-Ramsey-Salmonberry Bypass Demand


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Level of Service (LOS) and Queuing

Alternative A (2040) intersection LOS results are summarized in Table 5.

Table 5. Alternative A Intersection Levels of Service

ID Intersection

Baseline (2040) Alternative A (2040)

Control Type1 TEV2

Delay3 (sec/veh)

LOS Control Type1

TEV2 Delay3 (s/veh) LOS


Signal 3050 48.8 D Signal 3087 52.6 D


Signal 2701 20.7 C Signal 3069 22.2 C


RAB 2429 5.2 A RAB 3021 5.2 A


RIRO 2332 18.6 C RIRO 2874 16.0 C


RAB 2514 6.1 A RAB 3143 7.2 A


Signal 3970 63.7 E Signal 4455 42.6 D




RAB Signal

2482 8.3

12.1 A B

RAB Signal

3038 14.9 21.9

B C


Signal 2132 6.4 A Signal 3001 16.6 C


Signal 4323 48.4 D Signal 4837 53.1 D


TWSC 2181 49.8 E Removed


TWSC 1586 22.2 C RAB 1980 8.1 A

29 Bethel Rd & Lincoln Ave SE

TWSC 1492 23.2 C

133 Mitchell Ave & Lincoln Ave

TWSC 315 10.7 B TWSC 405 10.2 B


RAB 2647 51.6 D RAB 2535 37.9 D

1TWSC = Two-way stop control; AWSC = All-way stop control; RAB = Roundabout; Signal = Signalized 2Total Entering Volume, PM peak hour 3Two-way stop controlled intersection delay is expressed as average worst (i.e. highest delay) movement delay

The Mitchell Road – Lundberg Road – Lincoln Avenue reconfiguration will mitigate an LOS deficiency at Bethel Road & Mitchell Road, with the new roundabout operating at LOS A through 2040.

The widening of Sedgwick Road to include a two through lanes in each direction will allow the Sedgwick Rd & Bethel Rd intersection to operate at LOS D through 2040. This analysis also assumed revised turn bay storage capacities, as described above, to allow turn bays to operate effectively.


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This analysis assumed widening of Sedgwick Road to a point east of the Bethel Road intersection in order to allow two westbound through lanes at the intersection. This extension of the Sedgwick Road widening project would be necessary to maintain intersection LOS standards at the intersection, as the intersection will operate at LOS E with 65 seconds average delay with a one-lane westbound approach.

A two-lane roundabout at the intersection of Bethel Road & Salmonberry Road will allow slightly lower delay (14.9 sec/veh) than signal control (21.9 sec/veh) at the same location. Roundabout

Intersection operations at Bethel Rd and Mile Hill Dr (SR 166) are improved by demand redistribution and rebalancing associated with the Port Orchard Boulevard improvements and the Bethel Road widening.

Queuing results are summarized in Table 6.


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Table 6: Alternative A Queuing at Key Locations Control




WBT 600 173 284

SBLT 1600 344 541 SBR 600 141 311

40 Sedgwick Rd & SR 16 WB ramps Signal EBL 240 11 11

EBT 575 188 1881

WB 270 228 338

NBLT 1500 154 251 NBR 430 196 390

109 Sedgwick & Bravo Terrace RAB EBT 270 35 88 EBR 200 4 11

WBT 1250 34 85


EBT 570 238 311

EBR 150 14 74 WBL 260 33 63

WBT 1650 126 177

WBR 200 0 54

NBL 300 137 298 NBT 1910 264 445

NBR 800 0 19

SBL 350 132 301

SBT 600 312 523

SBR 200 110 178


NBT 1280 427 697

NBR 200 8 35

SBL 300 95 249

SBT 1160 306 705

SBR 200 11 47


NBR 200 22 54

SBLT 1160 168 417

SBR 200 25 62

29 Bethel Rd & Lincoln Ave RAB WB 150 22 54

133 Mitchell Ave & Lincoln Ave TWSC EB 150 - 5




Westbound 95th percentile queue at the intersection of Sedgwick Rd & SR 16 WB ramps will extend 338 feet and through the Bravo Terrace roundabout. Eastbound 95th percentile queue at Bravo Terrace will extend 88 feet and will not stack to the ramp intersection.

Roadway improvements under Alternative A included increased turn bay storage at the intersection of Sedgwick Rd & Bethel Rd. Turn bay storage capacities identified in Table 6 at the Sedgwick & Bethel intersection were defined based on 95th percentile queue results.


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Alternative B: Expanded Roadway Network

Connector A, as shown in Figure 1, will operate as a cut-through route to the southwest of the intersection of Sedgwick Rd and Bethel Rd. It will serve approximately 490 vehicles per hour in the 2040 PM peak hour condition, some of which include vehicles which would otherwise travel through the Sedgwick & Bethel intersection.

Connector B will create an alternate north-south route east of SR 16 from Sedgwick Road to Sidney Avenue, which continues north to Tremont Street. The connector will serve anticipated development in the vicinity but will also serve cut-through demand. Connector B will serve up to 530 vehicles per hour by 2040.

Connector C as defined by City staff will provide internal connectivity to commercial developments southwest of the intersection of Bethel Road and Lund Avenue. the route will also function as a bypass route during the PM peak hour, serving approximately 170 vehicles per hour which would otherwise use the intersection of Bethel & Lund. Consideration should be given to the intended purpose of this connector. If the route is intended to serve as a collector roadway, alignment and intersection control along the corridor should be designed to provide capacity to through movements.

Alternative B intersection LOS results are summarized in Table 7.


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Table 7. Alternative B Intersection Levels of Service

ID Intersection Baseline (2040) Alternative B (2040)

Control Type1 TEV2

Delay3 (sec/veh)

LOS Control Type1

TEV2 Delay3 (s/veh) LOS


Signal 3050 48.8 D Signal 3138 54.5 D


Signal 2701 20.7 C Signal 3226 32.1 C


RAB 2429 5.2 A RAB 3604 7.7 A


RIRO 2332 18.6 C RIRO 2806 14.2 B


RAB 2514 6.1 A RAB 3002 6.9 A


Signal 3970 63.7 E Signal 4087 37.3 D




RAB Signal

2482 8.3

12.1 A B

RAB Signal

3034 15.7 22.0

B C


Signal 2132 6.4 A Signal 2875 10.0 B


Signal 4323 48.4 D Signal 4526 44.2 D


TWSC 2181 49.8 E Removed


TWSC 1586 22.2 C

RAB 1876 8.1 A 29

Bethel Rd & Lincoln Ave SE

TWSC 1492 23.2 C


TWSC 315 10.7 B RAB 2457 32.6 C

1TWSC = Two-way stop control; AWSC = All-way stop control; RAB = Roundabout; Signal = Signalized 2Total Entering Volume, PM peak hour 3Two-way stop controlled intersection delay is expressed as average worst (i.e. highest delay) movement delay

The intersection of Sedgwick Road with the SR 16 WB ramps will operate at LOS D, satisfying WSDOT LOS standards but within 0.5 seconds of LOS E and failure threshold. An increase in delay at the Sedgwick Rd & SR 16 WB ramp intersection is a result of increased northbound right-turn demand which will exit SR 16 to use Connector B.

A two-lane roundabout at the intersection of Bethel Road & Salmonberry Road will allow slightly lower delay (15.7 sec/veh) than signal control (22.0 sec/veh) at the same location.

Queuing results are summarized in Table 8.


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Table 8: Alternative B Queuing at Key Locations Control




WBT 600 238 341

SBLT 1600 376 580 SBR 600 155 313

40 Sedgwick Rd & SR 16 WB ramps Signal EBL 240 1 6 EBT 575 820 1154

WB 270 371 523

NBLT 1500 157 239 NBR 430 410 627

109 Sedgwick & Bravo Terrace RAB EBT 270 45 112 EBR 200 11 28

WBT 1250 51 126


EBT 570 225 293

EBR 150 0 12 WBL 260 29 56

WBT 1650 145 201

WBR 200 0 24

NBL 300 44 105 NBT 1910 253 444

NBR 800 0 0

SBL 350 133 302

SBT 600 259 421

SBR 200 92 151


NBT 1280 435 704

NBR 200 9 38

SBL 300 143 194

SBT 1160 307 438

SBR 200 19 33


NBR 200 23 58

SBLT 1160 181 451

SBR 200 25 63

29 Bethel Rd & Lincoln Ave RAB WB 150 20 49

133 Mitchell Ave & Lincoln Ave TWSC EB 150 -




Westbound 95th percentile queue at the intersection of Sedgwick Rd & SR 16 WB ramps will extend 523 feet and through the Bravo Terrace roundabout. Eastbound 95th percentile queue at Bravo Terrace will extend 112 feet and will not stack to the ramp intersection.


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Eastbound 95th percentile queue will extend 1,154 feet, well beyond the SR 16 eastbound ramp intersection, impacting operations on the SR 16 eastbound off-ramp. Queue mitigation would require widening of the Sedgwick overpass to provide two eastbound through lanes at the SR 16 westbound ramps.

Eastbound 95th percentile queue at the intersection of Sedgwick Road and Bravo Terrace will extend 112 feet and will not reach the SR 16 WB ramp intersection.

As PM peak hour demand on SR 16 approaches or exceeds capacity in 2040, regional demand may begin to spill over to the Port Orchard street network. This analysis did not consider capacity improvements to SR 16, which are currently being evaluated as part of the WSDOT SR 16 Congestion Study. As a result, this analysis reflects a “worst case” scenario with regional demand potentially using the Port Orchard street network to bypass freeway congestion. This analysis should be updated as WSDOT identifies potential SR 16 improvement strategies.

Conclusion

This preliminary analysis indicates that minimum LOS standards along the Sedgwick Road and Bethel Road

corridors can be maintained through 2040 with a combination of signal phasing improvements, developer-funded

project improvements, and widening of Sedgwick Road and Bethel Road.

Several developer-funded project improvements will be necessary to provide access to anticipated commercial

and residential development sites along the study corridor.

Sedgwick Road widening is recommended to include a five-lane section extending to the east of Bethel Road in

order to satisfy intersection LOS at the intersection of Sedgwick Road & Bethel Road.

A two-lane roundabout will provide the greatest operational benefit at the intersection of Bethel Road and

Salmonberry Road. In addition to providing delay and queuing benefits over signal control, roundabout control

will allow the northbound and southbound U-turn movements which will be necessary given the proposed access

restrictions along the Bethel Road corridor. Roundabout control also offers safety and traffic calming benefits for

the Bethel & Salmonberry intersection.

Realignment of the Bethel Road & Lundberg Road and Bethel Road & Lincoln Avenue intersections, in combination

with one-way channelization of Mitchell Road between Bethel Road and Lincoln Avenue, will mitigate intersection

LOS deficiency on the westbound stop-controlled approach of Mitchell Road at Bethel Road.

The proposed connector roadways in Alternative B will provide alternate routes to Sedgwick Road and Bethel

Road. These routes will not be necessary to maintain minimum intersection LOS in the 2040 analysis horizon but

will improve network connectivity and access to anticipated commercial and residential development.

Future analyses should consider the impacts of potential improvement strategies along the SR 16 corridor through

Port Orchard, pending WSDOT SR 16 corridor study results.

This document summarizes the preliminary findings of TSI’s Sedgwick-Bethel corridor travel demand and LOS

forecasts. If you have any questions about the analysis or findings presented above, please contact me at your

convenience.


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Sincerely,

Transportation Solutions, Inc.

Andrew L. Bratlien, PE Senior Transportation Engineer Attachment A: Roundabout Concepts Attachment B: Sedgwick & Bethel Intersection Channelization Concept Attachment B: 2040 Baseline Network Volume Plot Attachment C: Alternative A Network Volume Plot Attachment D: Alternative B Network Volume Plot

SITE LAYOUTSite: [29_Bethel & Lincoln]

Sedgwick & Bethel Corridor Study - 2040 Alternative ARoundabout

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRANSPORTATION SOLUTIONS INC | Created: Monday, December 18, 2017 4:34:54 PMProject: C:\Users\jakep\Dropbox (TSI)\TSI Projects\2017\217040 Sedgwick Road & Bethel Corridor Study\LOS\Sedgwick & Bethel_2040 Alt A.sip7

SITE LAYOUTSite: [46_Bethel & Mile Hill]



SITE LAYOUTSite: [84_Bethel & Salmonberry]



SITE LAYOUTSite: [109_Sedgwick & Bravo Terrace]



SITE LAYOUTSite: [121_Sedgwick & NW Connector]



Lanes and Geometrics41: Bethel Rd SE & SE Sedgwick Rd 12/19/2017

Bethel 2040 PM 5:00 pm 06/24/2015 Alternative A Synchro 9 ReportTSI Page 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT

Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12Grade (%) 0% 0% 0% 0%Storage Length (ft) 500 150 260 200 300 800 350Storage Lanes 1 1 1 1 1 1 1Taper Length (ft) 0 0 0 0Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike Factor 0.97Frt 0.850 0.850 0.850Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1787 3574 1599 1805 3610 1615 1787 1881 1599 0 1803 1900Flt Permitted 0.218 0.286 0.154 0.148Satd. Flow (perm) 410 3574 1599 543 3610 1615 290 1881 1552 0 281 1900Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 285 176 158Link Speed (mph) 35 35 35 35Link Distance (ft) 682 2613 839 1107Travel Time (s) 13.3 50.9 16.3 21.6

Intersection Summary

Area Type: Other

Lane Group SBR

Lane ConfigurationsIdeal Flow (vphpl) 1900Lane Width (ft) 12Grade (%)Storage Length (ft) 200Storage Lanes 1Taper Length (ft)Lane Util. Factor 1.00Ped Bike FactorFrt 0.850Flt ProtectedSatd. Flow (prot) 1615Flt PermittedSatd. Flow (perm) 1615Right Turn on Red YesSatd. Flow (RTOR) 61Link Speed (mph)Link Distance (ft)Travel Time (s)


Timings41: Bethel Rd SE & SE Sedgwick Rd 12/19/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT

Lane ConfigurationsTraffic Volume (vph) 515 858 306 98 423 167 284 462 108 15 279 529Future Volume (vph) 515 858 306 98 423 167 284 462 108 15 279 529Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm custom pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 8 2 2 1 6Detector Phase 7 4 4 3 8 8 5 2 2 1 1 6Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 20.0 8.0 20.0 20.0 8.0 8.0 20.0Total Split (s) 25.0 34.0 34.0 11.0 20.0 20.0 14.0 30.0 30.0 15.0 15.0 31.0Total Split (%) 27.8% 37.8% 37.8% 12.2% 22.2% 22.2% 15.6% 33.3% 33.3% 16.7% 16.7% 34.4%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None None Max Max None None MaxAct Effct Green (s) 40.0 31.3 31.3 21.8 15.0 15.0 36.0 26.0 26.0 38.0 27.0Actuated g/C Ratio 0.45 0.35 0.35 0.24 0.17 0.17 0.40 0.29 0.29 0.43 0.30v/c Ratio 1.06 0.72 0.43 0.45 0.73 0.42 1.05 0.89 0.20 1.01 0.97Control Delay 83.0 29.7 6.2 23.2 43.0 8.7 90.7 50.4 2.6 78.5 62.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 83.0 29.7 6.2 23.2 43.0 8.7 90.7 50.4 2.6 78.5 62.7LOS F C A C D A F D A E EApproach Delay 41.8 31.8 57.7 49.2Approach LOS D C E D


Cycle Length: 90Actuated Cycle Length: 89Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.06Intersection Signal Delay: 45.4 Intersection LOS: DIntersection Capacity Utilization 97.1% ICU Level of Service FAnalysis Period (min) 15

Splits and Phases: 41: Bethel Rd SE & SE Sedgwick Rd

Timings41: Bethel Rd SE & SE Sedgwick Rd 12/19/2017


Lane Group SBR

Lane ConfigurationsTraffic Volume (vph) 411Future Volume (vph) 411Turn Type pm+ovProtected Phases 7Permitted Phases 6Detector Phase 7Switch PhaseMinimum Initial (s) 4.0Minimum Split (s) 8.0Total Split (s) 25.0Total Split (%) 27.8%Yellow Time (s) 3.5All-Red Time (s) 0.5Lost Time Adjust (s) 0.0Total Lost Time (s) 4.0Lead/Lag LeadLead-Lag Optimize? YesRecall Mode NoneAct Effct Green (s) 52.0Actuated g/C Ratio 0.58v/c Ratio 0.45Control Delay 10.7Queue Delay 0.0Total Delay 10.7LOS BApproach DelayApproach LOS


© OpenStreetMap contributors© OpenStreetMap contributors© OpenStreetMap contributors

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technical memorandum€¦ · this analysis assumed phased construction of corridor improvements...

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