NTRAC Final Study - Nebraska Department of Roads - State of ...

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EXISTING CONDITIONS changing lanes, can establish a disruption wave that propagates throughout the upstream traffic flow. At capacity, the traffic stream has no ability to dissipate even the most minor disruption, and any incident can be expected to produce a serious breakdown with extensive queuing. Maneuverability within the traffic stream is extremely limited, and the level of physical and psychological comfort afforded the driver is poor. LOS F describes breakdowns in vehicular flow. Such conditions generally exist within queues forming behind breakdown points. Breakdowns occur for a number of reasons: Traffic incidents can cause a temporary reduction in the capacity of a short segment, so that the number of vehicles arriving at the point is greater than the number of vehicles that can move through it. Points of recurring congestion, such as merge or weaving segments and lane drops, experience very high demand in which the number of vehicles arriving is greater than the number of vehicles discharged. In forecasting situations, the projected peak-hour (or other) flow rate can exceed the estimated capacity of the location. Note that in all cases, breakdown occurs when the ratio of existing demand to actual capacity or of forecast demand to estimated capacity exceeds 1.00. Operations immediately downstream of such a point, however, are generally at or near capacity, and downstream operations improve (assuming that there are no additional downstream bottlenecks) as discharging vehicles move away from the bottleneck. LOS F operations within a queue are the result of a breakdown or bottleneck at a downstream point. LOS F is also used to describe conditions at the point of the breakdown or bottleneck and the queue discharge flow that occurs at speeds lower than the lowest speed for LOS E, as well as the operations within the queue that forms upstream. Whenever LOS F conditions exist, they have the potential to extend upstream for significant distances. Level of Service was calculated based on 2000 data provided by the Nebraska Department of Roads (NDOR) using the 2000 HCM. The following chapters from the 2000 HCM were used: Chapter 20 Two-Lane Highways Methodology, Chapter 21 Multilane Highway Methodology, and Chapter 23 Basic Freeway Segments Methodology. LEVELS OF SERVICE IN THE NEBRASKA CORRIDORS Data provided by NDOR included 2000 highway ADT, 2000 Truck ADT, speed limits, surface type, facility type, median type, National Function Classification, and number of lanes. K factor was determined from ATR data, 10 percent was used on two-lane and multi-lane highway and 11 percent used on Interstate facilities. Analysis Assumptions The following assumptions where made for rural two-lane highway: 12ft. lanes, 6 ft. or greater shoulders, 3 access point per mile, level grade except for US-75, US-77 and N-133 where rolling 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 2 - 12 WILBUR SMITH ASSOCIATES
EXISTING CONDITIONS terrain was used, 20 percent no passing zones on level grades and 40 percent no passing zones on rolling terrain. The following assumptions were made for rural multi-lane highways: 12 ft. lanes, 12 ft. or greater lateral clearance (include shoulder and median clearance), 0 access point per mile, level grade except for US-75, and US-77 where rolling terrain was used, and D factor equal to a 60-40 split. The following assumption where made for rural freeway facilities, 12 ft. lanes, 6 ft. or greater lateral clearance, level grade, 0.5 interchanges per mile, and D factor equal to a 60-40 split. Using the supplied NDOR data and assumptions, LOS was calculated for rural highway segments. The LOS on the segments was averaged to obtain a LOS between cities as presented in the following tables. The results appear in Figure 2-5. The ordering of corridor cities in the narrative below differs slightly from that on page 2-8: it reflects how the analysis was performed. Corridor 1: Omaha-Lincoln-Seward-Grand Island-Kearney Lincoln Grand Island Omaha C Seward B B Kearney B Omaha to Lincoln The primary highways in the corridor between Omaha and Lincoln are US-6 and I-80. US-6 is primarily a two-lane highway in the corridor; I-80 is a four-lane Interstate facility between Omaha and Lincoln. I-680 and US-6 would provide the link to Downtown Omaha for a new bus service. The two-lane section of US-6 was operating at a LOS B, and the four-lane section of I-80 was operating at a LOS C in the year 2000. An average LOS C was calculated for all the roadway sections between Omaha and Lincoln as shown in the table above. The four-lane section of I-80 between Omaha and Lincoln is to be upgraded to a six-lane Interstate in the future. NDOR 2003-2008 Surface Transportation Program states that I-80 will upgraded in the five-year program (2004-2008). A new interchange for I-680 and US-6 is currently under construction. US-6 is being is being widened in the 2004-2008 timeframe to a four-lane expressway. Lincoln to Seward The primary highways in the corridor between Lincoln and Seward are US-34 and I-80. US-34 is a two-lane highway in the corridor; I-80 is a four-lane Interstate facility between Lincoln and Seward. The two-lane section of US-34 was operating at a LOS B, and the four-lane section of I-80 was operating at a LOS B in the year 2000. An average LOS B was calculated for all the roadway sections between Lincoln and Seward as shown in the table above. 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 2 - 13 WILBUR SMITH ASSOCIATES
Page 3: Nebraska Transit Corridors Study Co
Page 6 and 7: EXECUTIVE SUMMARY between 141,000 a
Page 9 and 10: TABLE OF CONTENTS Executive Summary
Page 11 and 12: TABLE OF CONTENTS Chapter 8 Financi
Page 13 and 14: Chapter 1 STUDY PURPOSE AND METHODO
Page 15 and 16: CHAPTER 1 - INTRODUCTION Table 1-1
Page 17: CHAPTER 1 - INTRODUCTION services,
Page 21: North Platte Lexington Kearney Gran
Page 25: NEBRASKA CORRIDORS STUDY Figure 2-2
Page 32 and 33: EXISTING CONDITIONS TRAVEL PATTERNS
Page 34 and 35: EXISTING CONDITIONS Table 2-3: Summ
Page 42 and 43: EXISTING CONDITIONS expressway. Als
Page 44 and 45: EXISTING CONDITIONS CORRIDOR RAIL L
Page 46 and 47: EXISTING CONDITIONS airports, which
Page 49 and 50: Chapter 3 RIDERSHIP POTENTIAL INTRO
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Page 55 and 56: CHAPTER 3 - RIDERSHIP POTENTIAL Tab
Page 57 and 58: CHAPTER 3 - RIDERSHIP POTENTIAL 2.
Page 59 and 60: CHAPTER 3 - RIDERSHIP POTENTIAL SUM
Page 61 and 62: Chapter 4 TECHNOLOGY OPTIONS INTROD
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Page 69 and 70: CHAPTER 4 - TECHNOLOGY OPITONS Tabl
Page 71 and 72: CHAPTER 4 - TECHNOLOGY OPITONS Trai
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Page 76 and 77: CHAPTER 5 - COMMUTER RAIL PLAN MINI
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Page 80 and 81: CHAPTER 5 - COMMUTER RAIL PLAN REVE
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CHAPTER 5 - COMMUTER RAIL PLAN stri
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CHAPTER 5 - COMMUTER RAIL PLAN OPER
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CHAPTER 5 - COMMUTER RAIL PLAN Stre
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Chapter 6 EXPRESS BUS PLANS INTRODU
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CHAPTER 6 - EXPRESS BUS PLANS Expre
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CHAPTER 6 - EXPRESS BUS PLANS Table
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CHAPTER 6 - EXPRESS BUS PLANS Five
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Chapter 7 ENVIRONMENTAL AND SOCIAL
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CHAPTER 7 - ENVIRONMENTAL AND SOCIA
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CHAPTER 7 - ENVIRONMENTAL AND SOCIA
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Chapter 8 FINANCIAL AND ECONOMIC AN
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CHAPTER 8 - FINANCIAL AND ECONOMIC
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Chapter 9 NEXT STEPS TOWARD IMPLEME
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CHAPTER 9 - NEXT STEPS TOWARD IMPLE
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APPENDICES
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APPENDIX A - RIDERSHIP COMPARISONS
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Appendix B COMMUTER RAIL COSTS Appe
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Coffee and water per month 100 Annu
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Advertising per month 4,000 Telecom
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Table B-2b Omaha Suburban Station E
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Table B-2d Lincoln at N. 48th St. S
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Table B-3a Lincoln Maintenance Faci
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Table B-4a Melia Siding Description
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Table B-4c Chalco Siding Descriptio
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Table C-1 Fremont Park-and-Ride Cos
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Appendix D NTRAC MEMBERS The follow
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NTRAC Final Study - Nebraska Department of Roads - State of ...

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