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2017-045 Eagle Drive Rd. DietDate: June 23, 2017 Report No. 2017-045 INFORMAL STAFF REPORT TO MAYOR AND CITY COUNCIL SUBJECT: Eagle Drive Road Diet EXECUTIVE SUMMARY: The City adopted its Bicycle Plan in February 2012 which included bicycle lanes along Eagle Drive between North Texas Boulevard and Carroll Boulevard. Subsequently, this segment of Eagle Drive was scheduled for pavement rehabilitation (reconstruction) in the summer of 2016. As part of this project, Eagle Drive between North Texas Boulevard and Carroll Drive was converted from a four lane (two lanes each direction) facility to a two lane facility with a median left turn lane and bicycle lanes. Traffic conditions were assessed before (April 2016) and after (April 2017) the conversion of Eagle Drive. Based on the traffic assessment, the road diet has resulted in providing a safer environment for all modes of travel while maintaining acceptable vehicular levels of service. BACKGROUND: In April 2016, the City engaged the services of Kimley Horn (consultant) to conduct an independent analysis to assess the feasibility of a road diet along Eagle Drive between North Texas Boulevard and Carroll Boulevard. As such, the consultant collected the traffic (vehicle), pedestrian and bicycle data along Eagle Drive and evaluated the operational impacts of the road diet. The approximate length of the segment was one mile and included six signalized intersections. emwMii¢"'p, "t &.'NI.M 27 Q$Lo, 36 qp Lni AU o .i Y Ai �v i ��'0^• /AiViA SP h/ PIe SI NI 't), of — w c. �Ncmth rpxos r+ rq 4:p LM 23 k Cliiosa 0.�nkdep . 9ua AP r.nix4W L \Ak W Pk Bgl'0 ek Alvarimmnta rr �,r I OPgW Z ff ".Itn.ln it I'an;iin ':I i .i � r ra v _ a1 Nl 11y5t Study Intersections The operational impacts of the road diet included a review of the following measures of effectiveness at intersections along Eagle Drive between North Texas Boulevard and Carroll Boulevard. • Intersection Level of Service • Intersection Delay • Vehicle Queue Lengths • Arterial Speed • Travel Time Date: June 23, 2017 Report No. 2017-045 Based on the traffic study, it was determined that Eagle Drive was a good candidate for implementing a road diet and the changed configuration would not have a significant impact on the operational characteristics of the roadway segment. The City implemented the road diet (changed configuration) in November 2016 which included bike lanes in both directions. Kimley Horn was hired by the City to conduct an after study to assess the impacts of the road diet. The study concludes that the overall operational characteristics of Eagle Drive are consistent with the projected changes in the before study. The intersections along Eagle Drive are operating at acceptable levels of service which are at or below the projected levels discussed in the before study. As expected, the overall vehicle delay, queue lengths and travel time along the corridor have slightly increased but the average arterial speed has reduced. Table A shows the comparison of traffic volume between before and after road diet conditions along Eagle Drive. The overall vehicular traffic along the corridor has reduced by 7% during the peak hour which may or may not be a direct result of the road diet and is within a reasonable range that can be attributed to monthly/seasonal variations in traffic. The pedestrian activity along the corridor has increased considerably during the peak hour as the road diet provides a safer environment for pedestrians. After the implementation of the road diet which included the bike lanes, this segment of Eagle Drive has now transformed into a bicycle corridor and will continue to see increased usage with the passage of time. Table A: Mid-day Volume Comparison at Intersections i Data collected by City staff * Bike lanes did not exist Table B shows the comparison between the projected and actual measures of effectiveness along the Eagle Drive corridor. The average observed speeds along the Eagle Drive corridor were slower than the projected speeds prior to the road diet while the travel time was slightly higher than projected. Table B: Mid-day Measures of Effectiveness Comparison 2016 2017 Change Traffic (Vehicle) — Peak hour 8778 8172 -7% Pedestrians — Peak hour 93 374 302% Bicycles (along Eagle Dr.)' - Daily 0* 50 N/A i Data collected by City staff * Bike lanes did not exist Table B shows the comparison between the projected and actual measures of effectiveness along the Eagle Drive corridor. The average observed speeds along the Eagle Drive corridor were slower than the projected speeds prior to the road diet while the travel time was slightly higher than projected. Table B: Mid-day Measures of Effectiveness Comparison 2016 (EB/WB) 2017 (EB/WB) Change (EB/WB) Arterial Speed 18/18 17.6/18.4 -2%/2% Travel Time 193.6/189 203.4/194.8 5%/3% Number of Stops 2.51/2.28 2/3 N/A Date: June 23, 2017 Report No. 2017-045 CONCLUSION: Based on the review of the before and after analysis conducted by the consultant, it can be concluded that the implementation of the road diet along Eagle Drive between North Texas Boulevard and Carroll Boulevard has resulted in providing a safer environment for all modes of travel while maintaining acceptable vehicular levels of service. The road diet has resulted in increased pedestrian and bicycle usage with minimal impact on the vehicular operation along Eagle Drive which is consistent with the overall goal and vision for this roadway segment. ATTACHMENT(S): Eagle Drive — Road Diet After Study Eagle Drive — Bike Count from Mobile Units STAFF CONTACT: Pritam Deshmukh Traffic Engineer (940) 349-7710 Pritam.Deshmul�l�( cityofdenton.com To: John Davis, P.E. Pritam Deshmukh, P.E. Engineering Services City of Denton From: Jeff Whitacre, P.E., AICP Pete Kelly, P.E. Kimley-Horn and Associates, Inc. TBPE Registered Firm Number F-928 Date: April 28, 2017 Subject: Eagle Drive Road Diet After Study Denton, Texas 11111 '�:it [L'C*1i'�'[:Ti1 The purpose of this evaluation is to analyze the impact of a recently completed road diet on Eagle Drive from North Texas Boulevard to Carroll Boulevard. This segment of Eagle Drive was converted from a four -lane, undivided roadway (before) to a three -lane undivided roadway with bike lanes (after). Prior to the road diet conversion, a road diet study was submitted to analyze the potential impact of the conversion. This study will provide analysis using traffic data collected after the conversion to provide a before and after comparison. Before and After Traffic l Turning movement counts were collected on April 28, 2016 (before) and on February 2, 2017 (after) for the Noon and PM peak periods (12:00-2:OOPM and 4:00-6:OOPM, respectively) at the following locations: • Eagle Drive and North Texas Boulevard • Eagle Drive and Avenue C • Eagle Drive and Avenue A • Eagle Drive and Welch Street • Eagle Drive and Bernard Street • Eagle Drive and Carroll Boulevard The 2016 peak hour traffic volumes at the study intersections are illustrated in Exhibits 1 and 2. The 2017 peak hour traffic volumes at the study intersections are illustrated in Exhibits 3 and 4. Klmley)))Horn 2 A comparison of the 2016 and 2017 total vehicular volumes by intersection is provided in Table 1. Most of the intersections experienced a decrease in vehicular traffic, while some experienced an increase. Overall, the combined total volumes at all intersections in the study area experienced a decrease of 7% in the Noon peak hour and 5% in the PM peak hour. Crass Strut 2©16 2017 Percent Change Noon PM Noon PM Noon PM N Texas Blvd 1014 1236 929 1257 -8% 2% Avenue C 1004 1236 934 1515 -7% 23% Avenue A 1304 1733 1048 1297 -20% -25% Welch St 1206 1613 1202 1469 0% -9% Bernard St 1130 1538 1130 1353 0% -12% Carroll Blvd 3120 3863 2929 3787 -6% -2% Total 8778 1 11219 8172 1 10678 1 -7% -5% The number of pedestrians and bicycles in the crosswalks was also documented during data collection. One of the objectives of the road diet conversion was to provide a safer environment for pedestrians and cyclists. A pedestrian volume comparison is provided in Table 2. These volumes represent the total number of pedestrians at all crosswalks in each intersection in the study area. As seen in the table, most intersections experienced an increase in pedestrian traffic. This increase was most prominent in the Noon peak hour, with 302% more pedestrians along the corridor in 2017 compared to 2016. The PM peak hour also saw an increase of 42%. Crass Strut 2016 Noon PM 2017 Noon PM Percent Noon Charge PM N Texas Blvd 9 3 8 12 -11% 300% Avenue C 3 85 113 91 3667% 7% Avenue A 32 40 83 81 159% 103% Welch St 34 73 128 92 276% 26% Bernard St 10 24 40 42 300% 75% Carroll Blvd 5 7 2 11 -60% 57% Total 93 1 232 1 374 1 329 302% 42% Bicycle volume in the crosswalks ranged from one to six per intersection during the peak hours for both the 2016 and 2017 data collection periods. Based on the data collected, there was not a substantial change in bicycles in the crosswalks. These data did not include cyclists using the road or the bike lanes. Klmley)))Horn 3 Traffic I i Kimley-Horn used Synchro and SimTraffic software to simulate progression along the Eagle Drive corridor during the Noon and PM peak hours. The three scenarios analyzed in SimTraffic are as follows: • 2016: Previous four lane configuration with 2016 traffic counts • Future: Current three lane configuration with 2016 traffic counts • 2017: Current three lane configuration with 2017 traffic counts The 2016, Future and 2017 traffic operations were then compared using selected Measures of Effectiveness (MOEs) obtained in the SimTraffic output report. In addition, video -recorded Travel Time Runs (TTR) were performed to obtain actual field data on the traffic conditions in the corridor. Table 3 shows which MOEs were reported in SimTraffic and in the TTRs. SimTraffic Analysis Results For use in simulating 2016 and 2017 traffic operations, signal timing data was obtained from the City of Denton for the Eagle Drive intersections at Avenue C, Avenue A, Welch Street, and Bernard Street. For the Eagle Drive intersections at Carroll Boulevard and at North Texas Boulevard, signal timing data could not be obtained and were therefore developed based on field observations. The resulting MOEs for 2016 and 2017 conditions are presented in Tables 4 through 8 for comparison. Note that the queue lengths provided in Table 5 are the largest Maximum Queue value on each approach based on SimTraffic outputs. Results for Travel Time, Number of Stops, and Average Speed are only provided for Eagle Drive and not for the intersecting cross - streets, since these parameters relate to the driver's experience along the length of the corridor and not at one single intersection. StrnTraffid TTR MO 2016 Future 2017, �� � � � 2017, Delay Queue Length Arterial Speed Travel Time Number of Stops SimTraffic Analysis Results For use in simulating 2016 and 2017 traffic operations, signal timing data was obtained from the City of Denton for the Eagle Drive intersections at Avenue C, Avenue A, Welch Street, and Bernard Street. For the Eagle Drive intersections at Carroll Boulevard and at North Texas Boulevard, signal timing data could not be obtained and were therefore developed based on field observations. The resulting MOEs for 2016 and 2017 conditions are presented in Tables 4 through 8 for comparison. Note that the queue lengths provided in Table 5 are the largest Maximum Queue value on each approach based on SimTraffic outputs. Results for Travel Time, Number of Stops, and Average Speed are only provided for Eagle Drive and not for the intersecting cross - streets, since these parameters relate to the driver's experience along the length of the corridor and not at one single intersection. Noon Peak PM Peak Noon Peak PM Peak Noon Peak PM Peak m Delay Delay Delay Delay (sec/ LOS (sec/ LOS (sec/ LOS (sec/ LOS veh) veh) veh) veh) Northbound 6.2 A 4.6 A 6.9 A 5.2 A 8.7 A Eagle Drive Southbound 4.7 A 5.2 A 4.9 A 6.1 A 5.1 A 8.5 A at North Texas Blvd Westbound 21.2 C 21.7 C 19.6 B 22.2 C 17.7 B 19.5 B Overall 9.3 A 9.9 A 8.9 A 10.5 B 9.3 A 12.3 B Northbound 13.4 B 17.0 B 15.2 B 30.8 C 12.6 B 15.3 B Southbound 15.0 B 16.3 B 16.2 B 45.6 D 14.9 B 17.7 B Eagle Drive at Avenue C Eastbound 8.1 A 10.5 B 9.2 A 9.1 A 7.6 A 12.9 B Westbound 7.8 A 8.5 A 10.2 B 7.8 A 7.8 A 14.8 B Overall 10.4 IL � B 12.0 B 12.1 B 19.6 B 9.9 A 14.9 B Northbound 13.7 B 14.2 B 11.7 B 19.2 B 12.0 B 13.3 B Southbound 23.4 C 24.0 C 18.7 B 29.9 C 15.2 B 13.2 B Eagle Drive at Avenue A Eastbound 7.5 A 18.1 B 17.6 B 23.5 C 10.2 B 16.9 B Westbound 8.6 A 14.3 B 11.6 B 9.8 A 6.1 A 10.3 B Overall 11.0 B 16.8 B 14.4 B 18.8 B 9.5 A 13.6 B Northbound 22.2 C 15.8 B 17.1 B 20.5 C 17.7 B 16.2 B Southbound 15.6 B 18.5 B 12.9 B 21.9 C 15.3 B 19.9 B Eagle Drive at Welch Eastbound 7.0 A 8.1 A 11.2 B 8.9 A 7.1 A 11.4 B Street Westbound 6.4 A 10.3 B 15.1 B 21.7 C 9.3 A 20.6 C Overall 9.2 A 11.3 B 13.0 B 16.1 B 10.1 B 16.8 B Northbound 14.8 B 15.3 B 21.9 C 23.0 C 17.9 B 21.9 C Southbound 16.5 B 20.0 C 26.0 C 34.0 C 19.7 B 23.2 C Eagle Drive at Bernard Eastbound 7.8 A 10.1 B 9.2 A 9.4 A 4.9 A 10.8 B Street Westbound 12.3 :B� 9.2 A 11.0 [�l t3.O B 7.1 A 6.4 [:!8.�5 A 11.5 B Overall 11.1 B 11.5 B B 13.1 B A 13.3 B Northbound 22.6 C 27.2 C 23.3 C 28.5 C 17.1 B 33.9 C Southbound 16.8 B 21.2 C 17.3 B 22.9 C 12.9 B 23.9 C Eagle Drive at Carroll Eastbound 29.8 C 27.4 C 28.3 C 34.7 C 23.2 C 29.9 C Blvd -- Westbound 20.3 C 23.5 C 22.8 C 41.7 D 17.3 B 27.3 Overall 21.4 C 24.5 C 21.8 C 29.6 C 16.7 B 28.1 C MIPMeaMk OR. M. i0e 0. a PM Noon PM Noon PM PM Peak Peak Peak Peak Northbound 100, 151' 96' 148' 97' 141' Eagle Drive - - at North Southbound 112' 114' 107' 126' 116' 118' Texas Blvd - Westbound 228' 260' 180' 281' 298' 366' Northbound 96' 120' 109, 154' 97- 75' Eagle Drive Southbound 115' 165' 139' 398' 113' 306' at Avenue C Eastbound 94' 118' 167' 234' 164' 224' Westbound 106' 118' 127' 169' 126' 172' Northbound 132' 139' 112' 148' 74' 139' Eagle Drive Southbound 130' 163' 124' 147' 156' 109, at Avenue A Eastbound 122' 208' 276 2'7 451' 93' 361' Westbound 136' 198' 138' 161' 147' 166' Northbound 65' 79' 67' 76' 132' 74' Eagle Drive Southbound 235' 256' 165' 291' 200' 247' at Welch - - street Eastbound 102' 149' 178' 161' 190, 247' Westbound 96' 115' 232' 306' 200- 393' Northbound 125' 147' 148' 167' 172' 198' Eagle Drive Southbound 112' 188' 135' 223' 140' 120' at Bernard - - street Eastbound 120' 143' 205' 253' 227' 222' Westbound 174' 126' 225' 147' 179- 258' Northbound 300' 320' 274' 325' 280' 400' Eagle Drive Southbound 323' 371' 286' 358' 305' 461' at Carroll - - Blvd Eastbound 235' 240' 222' 401' 301' 239' Westbound 118' 154' 225' 462' 161' 292' FNh I Noon Noon Peak AMMMEM PM Peak 7 Immmmmmmmm Noon Peak I PM Noon Peak Peak PM Peak 0 Texas Blvd Eastbound 20 19 19 21 20 18 and Avenue Westbound 11 12 12 11 13 14 Avenue C and Eastbound 30 24 19 20 21 20 Avenue A Westbound 28 28 26 28 26 22 Avenue A and Eastbound 22 22 19 22 21 17 Welch Street Westbound 19 15 20 20 20 19 Welch Street and Eastbound 22 20 22 20 21 20 Bernard Street Westbound 23 20 16 14 17 14 Bernard Street and Eastbound 16 18 16 17 17 16 Carroll Blvd Westbound 22 26 22 27 25 23 East of Carroll Blvd Westbound 15 15 14 11 14 14 Eastbound 21 20 18 1919 18 Total - E18 - Westbound 19 18 18 16 17 Klmley)))Horn 'Rounding error may exist in the total travel time values output from SimTraffic M'77 Noon PM Noon PM Noon PM Peak Peak Peak Peak Peak Peak Eastbound 30.5 33.1 31.8 29.8 30.6 33.5 North Texas Blvd and Avenue C Westbound 53.9 53.5 50.2 57.2 47.2 43.7 Eastbound 33 41.5 51.1 49.9 46.9 49 Avenue C and Avenue A Westbound 35.6 35.5 38.8 35.5 38.5 45.8 Eastbound 15.3 15.7 18.3 15.3 17.7 20.2 Avenue A and Welch Street Westbound 17.6 23.2 17.2 16.9 17.1 17.9 Eastbound 27.9 30.2 27.9 29.7 28.4 30.6 Welch Street and Bernard Street Westbound 26.8 29.9 37.1 43.4 35.9 43.9 Eastbound 63.9 55.9 64.5 60.9 61.7 62.5 Bernard Street and Carroll Blvd Westbound 47.4 39.3 45.7 38.4 40.8 44.4 Eastbound 170.7 176.5 193.6 185.6 185.3 195.9 Total' - Westbound 181.3 181.4 189 191.4 179.5 195.7 'Rounding error may exist in the total travel time values output from SimTraffic Klmley)))Horn 8 Based on the SimTraffic results, the Eagle Drive corridor and each of its study intersections are operating at an acceptable level of service after implementation of the road diet. The following observations were made: Delay: Overall, the corridor is shown to be experiencing slightly increased delay, except for a few approaches which are showing a decrease in delay. In general, the 2017 delay is similar to or less than what was projected prior to the road diet (future scenario). Queues: In general, longer queues were shown in 2017 compared to the 2016 (before) scenario. The queues in 2017 are also similar to or less than what was projected prior to the road diet (future scenario). Approaches with the largest increases in queues include: o Eastbound Eagle Drive at Avenue A and Welch Street; o Westbound Eagle Drive at Welch Street, Bernard Street, and Carroll Boulevard. • ' • • Noon PM Noon PM Noon PM Peak Peak Peak Peak Peak Peak Eagle Drive at North Texas Blvd Westbound 0.66 0.75 0.71 0.71 0.71 0.64 Eastbound 0.45 0.43 0.38 0.35 0.40 0.44 Eagle Drive at 1 1 1 Avenue C Westbound 0.39 0.37 0.34 0.27 0.33 0.42 Eastbound 0.32 0.62 0.6 0.62 0.56 0.58 Eagle Drive at Avenue A Westbound 0.35 0.43 0.39 0.33 0.25 0.30 Eastbound 0.32 0.32 0.39 0.31 0.35 0.34 Eagle Drive at Welch Street Westbound 0.26 0.28 0.46 0.54 0.47 0.51 Eastbound 0.29 0.33 0.33 0.27 0.30 0.34 Eagle Drive at Bernard Street Westbound 0.46 0.31 0.38 0.21 0.39 0.37 Eagle Drive at Carroll Blvd Eastbound 0.8 0.73 0.81 0.82 0.81 0.76 Eastbound 2.18 2.43 2.51 2.37 2.42 2.46 Total Westbound 2.12 2.14 2.28 2.06 2.15 2.24 Based on the SimTraffic results, the Eagle Drive corridor and each of its study intersections are operating at an acceptable level of service after implementation of the road diet. The following observations were made: Delay: Overall, the corridor is shown to be experiencing slightly increased delay, except for a few approaches which are showing a decrease in delay. In general, the 2017 delay is similar to or less than what was projected prior to the road diet (future scenario). Queues: In general, longer queues were shown in 2017 compared to the 2016 (before) scenario. The queues in 2017 are also similar to or less than what was projected prior to the road diet (future scenario). Approaches with the largest increases in queues include: o Eastbound Eagle Drive at Avenue A and Welch Street; o Westbound Eagle Drive at Welch Street, Bernard Street, and Carroll Boulevard. e✓ In a review of the TTR videos, these approaches appear to clear in one cycle length. • Speeds: Slower average speeds were found as a result of the new lane geometry. This outcome is consistent with the goal of providing a safer environment for pedestrians and cyclists along the study corridor. Eastbound Eagle Drive at Avenue A and westbound Eagle Drive at Welch Street are also shown to have the largest decrease in average speed. • Travel Time: Travel time along the corridor experienced a slight increase in both directions. This result correlates with the lower average speed and is also consistent with the goal of providing a safer environment for pedestrians and cyclists. • Stops: Stops per vehicle, saw a slight increase in both directions in the 2017 scenario. This increase was less than previously projected for the Noon peak hour. Travel Time Runs (TTRs) Results The video -recorded TTRs provided results for Arterial Speed, Total Travel Time, and Stops per Vehicle. These results are presented in Tables 9-11. r r ' r r • " Noon PM Peak Peak North Texas Blvd Eastbound 15.0 13.7 and Avenue C Westbound 16.4 17.6 Avenue C and Eastbound 15.9 18.4 Avenue A Westbound 21.2 19.3 Avenue A and Eastbound 18.6 21.2 Welch Street Westbound 12.6 11.9 Welch Street and Eastbound 25.0 16.6 Bernard Street Westbound 19.3 19.7 Bernard Street and Eastbound 17.9 14.0 Carroll Blvd Westbound 19.6 25.6 East of Carroll Blvd Westbound - - Eastbound 17.6 15.9 Total Westbound 18.4 19.3 m f MRffaEggQ=ffQg=M r r ` ' r r • , Noon PM Peak Peak North Texas Blvd Eastbound 42.4 45.4 and Avenue C Westbound 38.6 36.2 Avenue C and Eastbound 62.2 54 Avenue A Westbound 46.4 50.6 Avenue A and Welch Eastbound 18.2 16.2 Street Westbound 26.2 28 Welch Street and Eastbound 23.6 36 Bernard Street Westbound 30.8 30.6 Bernard Street and Eastbound 57 71.8 Carroll Blvd Westbound 52.9 39.6 East of Carroll Blvd Westbound - - Eagle Drive at Eastbound 203.4 223.4 Total' ...- ...- - - Westbound 194.8 185 f MRffaEggQ=ffQg=M Noon PM Peak Peak Eagle Drive at Westbound 0.80 0.60 North Texas Blvd Eagle Drive at Eastbound 0.60 0.60 Avenue C Westbound 0.40 0.40 Eagle Drive at Eastbound 0.80 0.60 Avenue A Westbound 0.60 0.60 Eagle Drive at Eastbound 0.20 0.00 Welch Street Westbound 0.40 0.60 Eagle Drive at Eastbound 0.00 0.80 Bernard Street Westbound 0.80 0.00 Eagle Drive at Eastbound 0.40 0.80 Carroll Blvd Westbound - - Eastbound 2.00 2.80 Total Westbound 3.00 2.20 10 Klmley)))Horn 11 Based on the TTRs, the following observations were made: • Speeds: Consistent with the SimTraffic results, slower average speeds were observed along the corridor in both directions. • Travel Time: Travel time along the corridor was observed as slightly longer than shown in the SimTraffic results except for the westbound direction in the PM peak. Stops: Stops per vehicle are shown to be similar to 2017 SimTraffic conditions, with a slight increase in the westbound direction during the Noon peak hour. One of the original goals of the road diet conversion was to provide a safer environment for pedestrians and cyclists along the corridor. Based on the pedestrian counts, considerably more pedestrians are using routes along the corridor than prior to the road diet. This increase suggests that the road diet may be a contributing factor to the increase of pedestrian traffic. Based on data counting bicycles in the crosswalk, the number of bicycles remained steady from 2016 to 2017. These data do not include the number of cyclists in the bike lanes. Eagle Drive after the road diet conversion is operating at a similar level of service compared to 2016 conditions before the conversion. Some increases were found in queue lengths, travel times, and stops per vehicle. Average speeds were also shown to have decreased, which is consistent with the goal of providing a safer environment for pedestrians and cyclists. In general, the 2017 simulated and observed impacts are in most cases less than projected in the before study. It is our conclusion based on the results of the analysis that the road diet conversion is meeting the original goal of providing a safer environment for all modes, while also maintaining acceptable vehicular levels of service. 1. Exhibit 1 — 2016 Noon Peak Hour Traffic Volumes 2. Exhibit 2 — 2016 PM Peak Hour Traffic Volumes 3. Exhibit 3 — 2017 Noon Peak Hour Traffic Volumes 4. Exhibit 4 — 2017 PM Peak Hour Traffic Volumes `W i E) i O 4-J ^(f) W 4-J O U _N U u W � D /b V W N N t a-+ C N 7 C N Q L U +- ro N �L r) fa LU O N U (6 Q 0 fa 3 c D a-+ c D O U N U u U N O U C t U t VI Y N N L D O m E X O L Q Q O U (6 Q r� 3 -j D O U N N C (6 N Y D O 00 m t U L Cfu G Y (6 N m w C �L Q L) 6 Q 4.1 m C: D O U C N N N qA (6 N > W `W i 0 4-J /� V W 4-J 0 U _N U u ^W W � D /b V W (6 N N t a-+ C Q L U (6 �L r) fa LU C O U (6 Q 0 fa 3 c D a-+ C D O U U u U N O WIN L D U C t U t V D O w +1 m E x O Q Q O U i2 Q -j D O U N C (6 N Y C D O C w C 7 N L V L O L 4- U C N �L Q x w 4.1 C D a-+ C D O U 06 m t U L Cfu G Y (6 N m qA C �L Q L) Q:n trcwu t!L"k