Zia Traffic Study
Transcript of Zia Traffic Study
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February L9,20L4
Legislative Council Service
State Capitol, Room 100Santa Fe, NM 87501
Re: Traffic Study in Response to Senate Memorial 41 (SM 41) and House Memorial 45 (HM45),\OLZ Regular Session, Zia Road/St. Francis lntersection Operations
ln response to Senate Memorial 41, Santa Fe Traffic Study, and House Memorial 45, SantaFe Traffic Study, the NMDOT is submitting the completed Zia Road/St. Francis lntersectionOperations Study. Both Memorials were passed during the 2012 Regular Session. SenateMemorial 41 was sponsored by Senator Nancy Rodriguez (District 24, Santa Fe) and HouseMemorial 45 was sponsored by Representative Jim Trujillo (District 45, Santa Fe).
We are providing four (4) hard -copies of the completed report and also provided anelectronic copy of the report on a cd attached to the back of each report. The NMDOT willbe available to respond to questions from Senator Rodriguez and Representative Trujillo.They can contact either Muffet Foy Cuddy (505-690-0101) or Elias Archuleta (505-490-27361.
Sincerely,
Mabinet Secretary
Susana MartineGovernor
Tom ChurchCabinet Secretary
Com missioners
Pete K. RahnCharrnranl)istrict i
Ronald SchmeitsVice ChirirrnanDistrict 4
Dr. Kenneth WhiteSecretarl,District I
Butch lVlathewsConrmissionerDistrict 5
Jackson GibsonConrnrissionerDistrict 6
J
I
87504I
General Of f ice i P.O. Box ll49 | ,"nr. Fe, NM
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New Mexrco DepnnrruENT oF TmrusponranoruPN-U900032
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Zn Purronru VISSIM ArullvsrsSr. Fnancts Dnve lnreRseclon OpeRntrons Assessuerur
Prepared For:
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Prepared By:
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PN U900032, CN-U900032 Zia Platform VISSIM AnalysisiltllawtT St. Francis Drive lntersection operations AssessmentLrsr or Tnsles Pnee
Table 1: Existing(2013) lntersection Delay and
LOS...............4
Table 2: AM Peak Hour SignalTiming Summary... .'......"..'.'.". 9Table 3: PM Peak Hour SignalTiming Summary.. .................. 10Table 4: Rail Preemption at lntersection of St. Francis/Zia Road ............ 10Table 5: Existing (2013) AM Peak Hour Volume Calibration Results... ..... LLTable 5: Existing (2013) PM Peak Hour Volume Calibration Results ........ L2Table 7: Existing (2013) AM Peak Hour Travel Time Calibration Results....... ............. t2Table 8: Existing (2013) PM Peak Hour Travel Time Calibration Results....... ............. t3Table 9: Existing (2013)AM Peak Hour lntersection Queues and LOS (Zia Station Not Open) ... 14Table 10: Existing (2013) PM Peak Hour lntersection Queues and LOS (Zia Station Not Open).. 14
Table 11: Existing (2013)AM Peak Hour lntersection Queues and LOS (Zia Station Open) ........ 15
Table 12: Existing (2013) PM Peak Hour lntersection Queues and LOS (Zia Station Open)......... 15
Table 13: Horizon (2038)AM Peak Hour lntersection Queues and LOS .................... 16Table 14: Horizon (2038) PM Peak Hour lntersection Queues and 1OS..... ................ L7Table 15: 2038 AM Peak Hour lntersection Queues and LOS (Mitigated) ................. 20Table 15: 2038 PM Peak Hour lntersection Queues and LOS (Mitigated) ....,............20Table 17: 2OO7 - 2011 Crash Statistic Summaries at West Zia Road and St. Francis Road.......... 22
List of Appendices
Appendix A: Memorials
Appendix B: Existing (2013)Traffic Counts
Appendix C: Existing Travel Time Summaries
Appendix D: Future Corridor Growth RatesAppendix E: VISSIM Output Reports
Appendix F: Reference Report
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TABTE oF CoNTENTS PAGE
1. lntroduction2. Study Area...
L
3
3. VISSIM Model Evaluation..3.1 lntroduction .
3.2 Model Setup...............................
3.3 Existing Conditions......................
3.5 Mitigation Discussions ........
16
4.
4.2 Pedestrian Connectivity......
5. Conclusions and Recommendations..
Lrsr oF FTGURES
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26
PAGE
Figure 2: Existine (20131 Peak Hour Volumes.........
Figure 3: Future (2038) Peak Hour Vo|umes.............
Figure 4: Generic Study lntersection Phase Diagram
Figure 5: 2038 AM Peak Hour VISSIM Simulation Screenshot ..........................17Figure 6: 2038 Proposed lntersection Configurations..................... ......................... 19
Figure 7: Existing Geometry at West Zia Road and St. Francis Drive....... ............2LFigure 8: Street Views at West Zia Road and St. Francis Road Northbound Travel ..................... 23
Figure 9; Bike and Pedestrian Path Facilities.....
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ExEcurrve Suruunny
The New Mexico Rail Runner Express (NMRXI is a commuter rail system serving the metropolitan areas of
Albuquerque and Santa Fe, New Mexico. lt is administered by the New Mexico Department ofTransportation (NMDOT) and the Mid Region Council of Governments (MRCOC), a regional Bovernmentplanning association. Zia Station platform located at the intersection of St. Francis Drive and West Zia Roadhas been constructed as part of Phase ll, the extension of the line to Santa Fe, in 2008; however, zia Stationhas not been opened yet due to issues with the adjacent land. The purpose of this study is to identify thesignal timin& geometric and safety improvements at the West Zia Road and 5t. Francis Drive intersectiononce the Zia Station is open for use.
ln order to model the vehicular traffic along with rail crossing, VISSIM micro-simulation will be utilized toevaluate the operational conditions for four intersections in the study area:
o Sawmill Road/St. Francis Drive (Signalized). West Zia Road/st. Francis Drive (Signalized). Siringo Road/St. Francis Drive (Signalized). West Zia Road/Galisteo Road (Unsignalized)
The VISSIM model will be developed and calibrated through multiple existing parameters including trafficvolumes, speed, driver behavior, signal timing and controller settings, train operation, and pedestriansettings. The following three scenarios will be analyzed through VISSIM simulation:
. Existing (2013) Without Zia Station in operation
. Existing (2013) With zia station in operation
. Horizon Year (2038) With Zia Station in operationExistins (2013) Conditions
Based on the analysis results for Existing 2013, to open Zia Station may not have adverse impact on the studyintersections.
Existing (20131 Without Zia Platform Open - The without Zia Platform Open scenario represents the currentcondition that New Mexico Rail Runner Express trains do not stop at Zia Station. The analysis indicates thatallthe study intersections are currently operating at acceptable LOS.
Existing (2013) With Zia Platform Open - This scenario assumes that Zla Station would be in use under theexisting conditions and the trains travelling both directions will dwell at Zia Platform for 60 seconds. Theanalysis indicates that all the intersections will operate at acceptable LOS and no significant intersectiondeterioration when compared to the condition without Zia Station open.
ln addition to simulation analysis, five year crash analysis at the most critical intersection (5t. Francis Drive /West Zia Road) shows that the total number of crashes as well as injured crashes were slightly decreased in2007 -201 trcm 2002-2006. Potential solutions that may help reduce crash rate are summarized below thatare consistent with:
lmprovina Rood Sofetv in the Santo Fe Metropolitan Plannina Areo Report dated March, 2012.
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. Solution TtTo add backplates with retro reflective boarders to the traffic signals that will potentiallyreduce the number of crashes that occur due to drivers failing to notice the red light quickly enough.
. Solution 2:Fo increase the traffic signal yellow time which would allow drivers more time to react tothe change and decelerate smoother, decreasing the chance that they will be rear-ended by the carbehind them.
Horizon Year (2035) Conditions
B6sed on the analysis results for Horizon Year 2035, the inteBection deficiencies are sensitive to pedestriancrossing; hence, it is recommended to monitor pedestrian activities along Zia Road to determine the needs ofcapacity enhancement and associated design improvements on Zia Road,
Horizon Year (20381 With Zia Station Open - ln addition to the assumptions made for Existing With ZiaPlatform Open, this scenario assumes increased pedestrian activities as results of new developments on theeast side of the intersection of St. Francis Drive and West Zia Road. The intersections of St. Francis Drive
/West Zia Road and Galisteo Road / Zia Road will operate deficiently during peak hours. The spill backeastbound left turn traffic at St. Francis Drive / West Zia Road will result in operational deficiencl at theunsignaliazed intersection of Galisteo Road / Zia Road. To increase the eastbound capacity on Zia Road, threeleft turn lanes and three through lanes with one shared right turn lane are proposed between Galisteo and St.Francis.
As part ofthis mitigation, the following design improvements would need to be considered:
. Additional right of way acquisition on Zia Road would be required to accommodate eastboundwidening at St. Francis Drive / West Zia Road.
. Due to the encroachment from Zia Road widening, relocation of Zia Station platform would need tobe considered
. Potential relocation and updating the signal equipments for rail and vehicular traffic control at railcrossing and St. Francis | zia road intersection to minimize the rail crossing impact on the vehiculartraffic.
. lnstallation of a chain link fence between railroad and St. Francis beginning at Zia Road and extendingwellsouth of platform that can prevent pedestrians crossing railroad tracks.
Additionally, refuge islands for east-west pedestrian traffic are recommended at Zia Road and St. FrancisDrive to accommodate pedestrian crossinB activities. With a refuge island, the east-west pedestrians crossingtime will be reduced because it would be serviced through two vehicular phases. lt is recommended to revisesignaltiming phases if refuge islands are constructed,
Rio Metro states their northbound train will dwell at the Zia Station for at least 60 seconds and in some casesmore. The traffic signals cannot serve all movements during preemption so it is recommended that a train towayside detector be installed to allow the traffic signal to operate normally until the northbound train isready to depart. The train to wayside detector should be activated approximately 20 seconds prior todeparture to allow track clearance and also allow the gate to be in the down position prior to the trainenterinB the crossing. There is no need for the train to wayside detector for the southbound train movement.
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1. lrurnooucrrolrThe New Mexico Rail Runner Express extends from Belen to Santa Fe, through Los Lunas, Albuquerque, andBernalillo. This express train currently has 13 stations and by passes Zia Station without stopping. Zia Stationplatform located at the intersection of St. Francis Drive and West zia Road has been constructed as well asthe platform fixtures, but vehicular access, lighting off of the platform, and other station amenities need tobe constructed before station can be opened. The railroad track is 50 feet west of 5t. Francis Drive and WestZia Road.
New Mexico House Memorial 45 (HM 45) and Senate Memorial 41 (SM 41) were passed during the January2012 legislative session. These memorials requested the New Mexico Department of Transportation(NMDOT) and Santa Fe Metropolitan Planning Organization (MPO) "provide a traffic study of the intersectionof St. Francis Drive and West Zia Road for current conditions and projected twenty-year traffic conditions"and "that the traffic study include a signal timing analysis, particularly in relation to the New Mexico RailRunner Express, and an intersection geometric improvement analysis for improved operations and safety."Memorials are included in Appendix A. The purpose of this study is to identify the signal timing andgeometric improvements at the West Zia Road and St. Francis Drive intersection to address the legislativeneed- Since the Zia Station is currently not in service, another purpose is to identify the potential impacts tothe adjacent intersections once Zia Station is in operation, lt should be noted that this study addresses onlytraffic issues concerned with the station opening and does not address safety concerns related to the operationsand functionality of the Zia Station site. Other concerns (e.9. installation of fencing between railroad and 5t.Francis Drive to discourage passengers from crossing track to station directly from St. Francis Drive after drop-offalong St. Francis Drive, pedestrian connectivity along West Zia Road, and ADA compliance in the vicinity of theintersection, etc.) may need to be considered before the station can be opened.
The study area will be evaluated through the platform of VISSIM micro-simulation, which will model thetraffic interaction between the intersection and railroad crossings during preemption and normal operation.We also analyze the projected increase in pedestrian traffic with the station open and its effect on the signals.Existing traffic data was collected to calibrate the model to simulate current conditions. The following threescenarios will be analyzed utilizing VISSIM micro-simulation:
o Existing (2013)without zia Station in operation. Existing (20131]d h zia station in operationr Horizon Year (2038)with Zia Station in operation
ln addition, crash analysis will be conducted for West Zia Road at St. Francis Drive, the key intersection to thestudy, to address any safety concerns in the past 5 years at this location. This traffic memorandum presentsVISSIM analyses results and intersection mitigation measures. The opening of the station will be consideredfollowing the outcomes of this study.
2. STUDYAREAFigure 2 illustrates the overall study area. The Zia Station Platform is located approximately 90 feet south ofWest Zia Road at 5t. Francis Drive in Santa Fe, New Mexico, The following intersections were analyzed toevaluate the traffic impact with Zia Station:
r Sawmill Road/St. Francis DriveFebruory 5, 2014 PnRSOilSEff,{c{rN''oFF
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o West Zia Road/Galisteo RoadExisting traffic counts were collected on March 12, 20L3 (Tuesday). Figure 2 shows the counts location andthe existing traffic volumes during the AM and PM peak hours. Existing traffic counts are included inAppendix B. The traffic counts indicate that St. Francis Drive northbound carried more traffic thansouthbound during the AM peak hour and majority of them came from l-25 northbound. The travel patternin the afternoon was reversed and over 1.,000 vehicles were observed traveling onto l-25 southbound.
Existing peak hour travel time data was collected on April 3,20t3 (Wednesday) and April 4,20L3 (Thursday).The floating cars equipped with GPS devices were used to measure travel time for both directions of the tworoutes:
r St. Francis Drive between Siringo Road and Sawmill Roado West Zia Road between Galisteo Road and the first signal east of St. Francis Drive.A total of 4 to 5 travel time runs were conducted for each peak period on each route. The instantaneous timeat each cross road was also collected. This data measured in the field were summarized to derive the traveltime between way-points. The end to end travel time for each route is shown in Table l' The detailed fieldtraveltime summary sheets are provided in Appendix C.
The travel time summary indicates that it takes approximately 2.5 to 3 minutes to travel north-south along St.Francis Drive and approximately 1.5 to 2 minutes to travel east-west on West Zia Road in the study area.
Traffic volumes under the pre-defined horizon year 2038 conditions were projected based on the growth ratefrom the Santa Fe MPO Travel Demand Model developed for the l-2S/Cerrillos Road lnterchange Study. Thegr.owth rate summary is attached in Appendix D. lt should be noted that the 2035 model indicates thatwestbound volumes at the West Zia Road/St. Francis Drive intersection would decrease by 3% from 2011 to2035 in the PM peak hour. lt was determined that this would not be realistic and therefore westbound trafficwas analyzed assuming no growth from 2011 to 2035. Figure 33 illustrates the projected 2038 trafficvolumes during the AM and PM peak hours.
Table 1: Existing (20131 lntersection Delay and LOS
St. Francis Dr /West Zia Rd
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Figure 1: Study Area
O hEa*hsAdvlrdf]] rrmc*mrumrQ'rr**"r**
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Figure 2: Existing (2013) Peak Hour Volumes
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Nots Exisling Traffic Volurcs have been balanced for mhrGsimulaion analysis
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Figure 3: Future (2038) Peak Hour Volumes
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Nde:2038 Trafrc Vdmes haw b en balanced for mam-simulation anarysb
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3. VISSIM MoDEL EvAluATroN3.1 lNTRoDUcnoNTo evaluate operations at the four (4) study intersections and the 5t. Francis Drive corridor in conjunctionwith the operation of the New Mexico Rail Runner and Zia Platform for existin8 and future conditions, aV|SSIM simulation analysis was performed. The VISSIM micro simulation package is capable of modelingmost transportation modes as well as emulating most popular traffic controllers widely used in the field. ltcan analyze the interactions between the rail trains, vehicular and pedestrian traffic in the surrounding areaof the proposed Zia Station and the intersection of West Zia Road and St. Francis Drive. The followingscenarios were analyzed utilizing VlSslM micro-simulation.
o Existing (2013) Without Zia Station in operation. Existing (2013) With Zia Station in operation
. Horizon Year (2038) With Zia Station in operationt,2 MoDEr SErUPThe VlsslM model developed from Traffic lmpact Study for Zia Station prepared by Fehr & Peers (datedFebruary 2011) was utilized. The network, speed, driver behavior, signal timing and controller settings, trainoperation, and pedestrian settings were all initially transferred from the previous model. ln order to simulatethe current existing travel conditions during a typical day, the existing VISSIM model was refined including thefollowing updates:
. C W94 - The network geometry such as turn bay length, taper length and curvature, signal headlocations and pedestrian crosswalks were updated based on the latest aerial image from BinB map(imagery Dated early 2013).
. Vehicular Traffic Soeed - The posted speed limits for St. Francis Drive and the cross roads within thestudy area are 45 mph and 35 mph respectively. The desired range of speeds for St. Francis Drive wasset up as 42.3-48.5 mph and 29.8-36.0 mph for all cross roads.
. Traffic Volumes - The peak hour turning movement volumes input to VISSIM model were consistentwith that in Synchro, except global PHF of 0.92 and 2% heavy vehicle percentaBe were assumed forVISSIM analysis.
. Sisnal Timinss and Controllers - Signal timing plans were obtained from City of Santa Fe on March 27 ,2013. The cycle lenglh, offset, phase split and phase sequence for each intersedion at AM and PMpeak period are presented in Table 2 and Table 3. The existing AM and PM cycle lenglhs on St.Francis Drive from Siringo Road to Sawmill Road are 115 seconds and 130 seconds, respectively. St.
Francis Drive at West Zia Road is the master intersection among the three study intersections andphase 2 (@2) and phase 6 (06) along St. Francis Drive are the coordinate directions. As shown in Table2 and Table 3, all the left turn movements at St. Francis Drive and Sringo Road are controlled byprotected plus permissive phases. The left turn movements at St. Francis Drive and West Zia Road areall controlled by protected phases. At the intersection of St. Francis Drive and Sawmill Road, all theleft turn movements are permissive plus protected phases except the eastbound left turn movementwhich is protected phase. Figure 4,4 illustrates the phase diagram correspondinB to each movementfor the study intersections.
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The signal timing information for rail preemption at intersection of St. Francis Drive and West ZiaRoad is summarized in Table 4. The previous model used RBC controller at this intersection was nowreplaced by an ASC/3 virtual controller to emulate the field conditions more accurately, particularlyfor the rail preemption functionalities. As shown in Table d when a train approaches the intersection,the track clearance phases are activate for phase 4 andT which are the eastbound through and leftturn movements on West Zia Road. When a train is crossing the intersection, the southbound andnorthbound through movements (Phases 62 and 0 5) on St. Francis Drive are allowed to proceedwhich are the directions parallelto train movements and the omitted phases are phase 1 and 8. Aftera train departs the intersection, the first movements to service are southbound and northboundthrough movements (Phases 62 and 6 6) as well.
It should be noted that the east-west pedestrian phase (Ped$a/ Pedfl9l splits are greater than thecompatible vehicle phases (64/ 08lfor all the signalized intersections. When these pedestrian phasesare served, the controller will go out of coordination in that particular rycle and get back intocoordination after two or three cycles.
Figure 4: Generic Study Intersection Phase Diagramt2 0sPed68
fi6stra3
atJAq
Ped O4+
Table 2: AM Peak Hour SignalTiming Summary
@1(NBL): 22
Prot cted+Perm issive
@5 (SBL): 17
Protected+Permissive
02 (SBTI: 47Peda]'oz:35
@6 (NBT): 52
Ped0106: 35
03 (wBL):21
I rg .ect d+ Pg rm issive
A7 GBLI:27
Protected+Permissive
Qa (EBT): 25
Ped@ 04 49
@8 (WBT): 2s
Ped0718t 49
@2 (SBT): 5e
Peda 02134
@6(NBT):
51
@1(NBL): 14
Protected Only
05(SBL):
22
ba(Egrl: 26PedAL} :47
@8 (WBT): 15
03 (wBL): 16
Protected Only
@7 (EBLI:27
St. Francis Dr /Sawmill Rd
01(NBL): 30
Protected+Permissive
/s (SBL): 11Protected+Permissive
@2 (SBT): a5
Ped@IO2:26
@5 (NBT): 5s
Ped0to6 26
@3 (WBL):11
Protected+Permissive
Q7 (EBD:2a
. Protected Only
Aa GBrl: 28
Pedato4i 44
@8 (WBT): 15
PedOLOS:44
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Table 3: PM Peak Hour SignalTiming Summary
lntersection Crrcle Offset Vlrtual Controller, Spllt & leftTurn Tvpe
St. Francis Dr /Siringo Rd
130 1r7
@1(NBL):17
Protected+Pe rm issive
As $BL):2L
Protecte d+Pe rm issive
A2$BT):66Ped0t)2:35
06 (NBT): 62
Ped0106: 35
@3 (wBL): 15
Protected+ Perm issive
07 (EBL):76
P rotected+ Pe rm issive
@4 Gsrl v.PedaL14i 49
@8 (WBT): 31
PedAtjS:49
St. Francis Dr /Zia Rd
130 0
@1(NBL): 14
Protected Only
@6 (NBT): ss
Pedbt06:34
@2 (SBr): 66
Ped0102:34
@s (SBL): 2s
Protected Onlv
@4 (EBII: 27
@toq qt
@7 (EBL):27
Protected Onlv
03 (wBL):23
Protected Only
08 (wBr): 23
PedA\18i 47
St. Francis Dr /Sawmill Rd
130 10
0L (NBL):18
Protected+Pe rm issive
@s (SBL): 11
Protected+Pe rm issive
02 (SBT): 68
Pedal)2i 26
05 (NBr): 7s
PedAI06:26
@3 (WBL): 1s
Protected+Perm issive
A7 GBL\:28
Protected Only
fia (EBrl: 29Ped1tj4:44
08 (WBT): 16
PedOI1S:44
wrtnna4p0'{
St Francis Drive lntersection Operations Assessment
. Trains - The platform was added into model with the north edge aligned with aerial image. The trainoperation was assumed as one train per direction at a rate of 30 mph. The morning peak hour is 7:15- 8:15 AM and afternoon peak hour is 5:00-6:00 PM in VISSIM model. Based on the current NewMexico rail runner schedule, AM southbound train would be at the Zia Platform al7:.26 a.m. andnorthbound train at 7:34 a.m. PM southbound train would arrive at the Zia Platform at 5:15 p.m. andnorthbound train at 5:55 p.m. During the AM peak hour, the southbound train is composed of onelocomotive (70 feet each) and two coaches (80 feet each) with total length of 230 feet, while thenorthbound train consists of two locomotives and four coaches in a total of 460 feet. During the PMpeak, train compositions for the southbound and the northbound were flipped. The total length ofthe platform is modeled as 450 feet to accommodate the full length of the train. lt should be notedthat freight train activity was not included in this study,
r Pedestrians - The pedestrian numbers input to existing VISSIM AM and PM models are consistentwith the field counts. The walking speed for pedestrians was assumed as 3.5 ft/sec.
o Model Calibration - Calibration purpose is to develop a simulation model that can replicate theexisting traffic conditions for a typical weekday. The existing AM and PM peak models werecalibrated with existing volumes collected during the week of March L2 of 20 3 and travel timescollected on April 3rd and April 4th, 2013. Volume throughput and travel time fitness are the twomeasures to calibrate VISSIM model for this project. Table 5 through Table 8 summarize the volumeand travel time calibration results. As indicated in Table 5 and Table 5, the output turning movementvolumes from VISSIM model at each intersection match the input field turning movement counts verywell and both the percentage volume served and GEH statistics are satisfactory. For travel time
Table 4: Rail Preemption at lntersection of St. Francis/Zia Road
Track Oear Entrance Dwdl ExitTrackClearVeh Phase A4&47Track Clear Min Green 32 secTrack Clear Yellow 4 secTrack Clear Red 3.4 sec
Entrance Min Green 7 secEntrance Yellow 4 SecEntrance Red 1 Sec
Dwell Veh Phase 62 &O6Min Dwell Time 1,5 sec
Exit Veh Phase A2 & A6Exit Yellow Time 4.3 secExit Red Time 2 sec
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calibration, the criteria measure is the travel time difference between the model output and fieldmeasurements. Per FHWA guidelines, at least 85% of study segments would need to meet thecalibration acceptance criteria. The model is calibnted when the travel time difference is within oneminute or less than 15%. Tabl 7 and Table 8 indicate that the travel time difference meets thecriteria.
The existing calibrated traveltime outputs are included in Appendix E-l.
St Francis Drive lntersection operations Assessment
Table 5: Existing (2013) AM Peak Hour Volume Callbration Results
GEH Stalidcr a fom-la used h ffic en$E ritlgl faft fqecadt{" ard tafic modelng io ofipaE two sets 0f t"afrc vol{nps
309 m31 257301 m34 26298% 1m96 ]m%
134 987 104128 996 10595% lm% lm%
308 111 134306 111 133
9 100% 99%
116 87 12192 99 138
79% rm% 100%
88 1948 27189 1951 213
lm% 100% 1m96
96 i34 m295 132 2t5
9996 9996 lm%
2m 1n4 6n3 1765 Ilm% 99% 100%
33 602 27234 609 265
lm% lm% 98%
378 8 95311 6 9798% 70% 100%
14 3't 157'14 2't 11'l
lm% 57% lm%
16/'280 6{1 I0% 1m96 95 x
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htTfld
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Table 6: Existlng (2013) PM Peak Hour Volume Calibration Resuhs
GEH Stalisli: a l0rmda used h ffic eqtEe O ffi fo cadng, and raft modeling to cmpaE tro s s of bafic loltflles
146 136 62143 133 609896 98% 96|x
69 2264 144u 2295 14493% 100% 100%
'146 87 286115 84 2849996 9696 99%
192 1100 66lm 1m8 6599% lm% 9896
321 242 170323 247 169
1m96 1m% lm%
317 149 56319 152 56
1m% lm% ]m%
75 841 14473 830 142
98% 90% 99%
253 1766 6n246 1764 68197% lm% 1m%
14 19 7013 18 6891 92% 9796
139 1553 454139 1512 459lm% 1m% 100%
303 23 235295 A 23597% 92% lm%
91 687 2696 680 28
lm% 99% 1m%
128 864 1133 866 0
1m95 1m96 06
'I 191 130 490 130% lm% 10016
Table 7: Exlsting (2013) AM Peak Hour Travel Time Calibration Results
SB St. Framis Dr Sirinm Rd to Rodeo Rd 117 141 30 26Wo < 1 dnute yes
NB Sl. Francis Dr Rodeo Rd to Siir@ Rd 187 't82 -5 -z.Wo +l- 15c1" ves
EB Zia Rd Cardel ro Sth DevdoDmerl Sional 125 106 -19 -15.1% < 1 minute yes
IvB Za Rd Devdooment Sffalto Csndelero St 83 9t) 16 19.0% < 1 minute ves
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Table 8: Existing (2013) PM Peak Hour TravelTime Calibration Results
SB St. Francis Dr Sirinoo Rd to Rodeo Rd 166 161 -5 -3.1% +l- 15o/" yes
NB St. Francis Dr Rodeo Rd to Sirinoo Rd '190 14'l .49 '25.9o/o < 1 minute VES
EB Zia Rd Candelero St to Develooment Sional 117 98 -19 -16.2% < 1 minute VES
WB Zia Rd Develooment Sional to Candelero St 99 102 3 2.8% +l- 15o/o VES
> 85% 100%
Met Taroet
3.3 Exsnrue ConomonsVISSIM analysis of the St. Francis Drive corridor and the study intersections was conducted for the followingexisting conditions scenarios:
o Without Zia Platform Open - The without Zia Platform Open scenario represents the currentcondition that New Mexico Rail Runner Express trains do not stop at Zia Station. Table 9 and Table10 present the overall intersection delay and LOS in the AM and PM peak hours under the existingconditions. Signal preemption assumption for gate down time is approximately 35 seconds and 38seconds for southbound and northbound train, respectively. As shown in the tables, the threesignalized intersections along St. Francis Drive are currently operating at LOS D or better althoughLOS E or F is occurring at several lanes in most cases on cross roads. The unsignalized intersection ofWest Zia Road and Galisteo Road is currently under acceptable operation condition with a relatively
longer delay of 30 seconds at the northbound right turn.o With Zia Platform Open - This scenario assumes that Zia Station would be in use under the existing
conditions and the trains travelling both directions will dwell at Zia Platform for 60 seconds. Thepreemption state will include train dwell time at the station in the simulation for conservativepurpose. Table 11 and Table 12 summarize the intersection queue length, delay and LOS for the AMand PM peak hours. As shown in the tables, the three signalized intersections along St. Francis Driveare currently operating at LOS D or better although LOS E or F is occurring at several lanes in mostcases on cross roads. The unsignalized intersection of West Zia Road and Galisteo Road is currentlyunder acceptable operation condition with a relatively longer delay of 30 seconds at the northboundright turn. When compared to the condition without Zia Station open, none of the intersectionswould be significantly deteriorated under the With Zia Station conditions. The VISSIM outputs forExisting Without Zia Station and With Zia Station
areincluded in
AppendixE-2 and
AppendixE-3,
respectively.
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Table 9: Existing (20131AM Peak Hour lntersection Queues and IOS {Zia Station Not Open}
Avg. Queue (ft)
Max Queue (ft)
Delay (sectueh)
LOS
46 158 0695 1262 5350.9 36.8 25.7DDC
12460123 303 033.1 20.8 2.2CCA
34230160 ',150 4334.0 40.3 5.1CDA
15210122 160 033.0 51.2 0.6CDA
Avg, Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
22 151 196 779 83
67.3 37.2 't2.1EDB
31341147 233 11854.8 22.1 2.9DCA
211 184 184427 425 42566.6 60.8 58.9EEE
24 2999 11562.2 64.5EE
Avg. Queue (t)
Max Queue (ft)
Delay (sectueh)
LOS
7270125 266 010.8 9.7 1.3BAA
114048 171 45
16.9 13.5 8.0BBA
60 10224 54 351.5 40.8 2.9DDA
46049 66 3552.3 56.9 4.6DEA
Avg, Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
0
3
8.9
A
022220 242 2420.0 16.1 5.1
0004005.5 0.2 0.0AAA
Table 10: Existing (20131 PM Peak Hour lntersection Queues and LOS (Zia Station Not Open|
St. Frarrcis Dr
/ Sidngo Rd
Avg. Queue (ft)
Max Queue (fi)
Delay (sec/veh)
LOS
31 '19 0244 246 043.9 10.8 5.4DBA
2105058 675 015.5 20.0 10.4BBB
25259114 144 18244.2 55.1 13.2DEB
45330191 205 047.1 59.0 0.5DEA
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
2455094 282 2682.7 32.3 5.0FCA
41935199 701 4m54.4 24.3 8.0DCA
145 105 105417 413 41366.0 63.4 62.9EEE
85530481 287 2277.2 67.9 6,7EEA
St. Frarcis Dr
/ Sawmill Rd
Avg. Queue (fi)
Max Queue (t)
Delay (sec/veh)
LOS
312081 125 0
12.4 9.4 0.7BAA
5300133 413 I22.9 17.6 14.8
CBB
55132191 241 12358.0 49.0 10.4
EDB
4604958057.3 63.9 1.3EEA
Avg. Queue (ft)
lVtax Queue (ft)
Delay (sedveh)
LOS
000178.7 6.7AA
0220 108 1080.0 3.7 0.5AAA
00043004.9 0.3 0,0AAA
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Zia Platform VISSIM Analysis
Table 11: Existing (20131AM Peak Hour lntersection Queues and LOS (Zia Station Open|
4't 149 0574 1169 4150.6 35.6 25.0DDC
12450128 293 033.0 m.7 2.0ccA
34230160 150 3534.0 40.4 5.0
15210123 160 033.3 51.7 0.6CDA
24 161 1107 827 8877.3 38.1 13.0EDB
35332197 236 1786'1.4 21.0 4.0ECA
244 206 206426 425 42573.2 67.'1 69.4
25311110 133 7866,8 70.3 10.5EEB
7270125 257 010.5 9.8 1.3BAA
114045 173 5215.7 13.1 7.6BBA
60 10222 54 351.5 41.2 2.8
45049 66 3852.3 56.9 4.7DEA
0353s0 310 3100.0 n3 rc.2
0006008.0 0.2 0.0AAA
Table 12: Existing (20131PM Peak Hour lntercection Queues and LOS (Zia Station Open|
Avg, Queue (ft)
Max Queue (ft)
Dday (sectueh)
36340313 378 551.1 17.0 6.4
3138072 748 020.0 24.7 13.1BCB
?3 24 10112 '165 1964'1.2 53.4 14.0
36270213 195 041.1 54.6 0.5
2655096 270 2887.8 32.3 5.1FCA
49 11'l 14265 726 69765.4 27.8 10.8ECB
153 109 10942',t 4',t7 41768.5 65.1 65.0
105 62 0fiz 441 2988.8 77.1 8.3
Avg. Queue (ft)
MaxQuerc (ft)
Delay (sectueh)
120118 0
9.30.8
AA
6270157 3'14 6
26.0 18.816.9
CBB
55 ',tz 2197 2n 1m57.3 47.5
10.1
46049580
57.2 65.31.2
EEA0
0
8.3
A
0330 125 1250.0 4.7 0.5AAA
00049005.9 0.6 0.0AAA
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3.4 Honpor Yenn (20381CoromonsVISSIM network for the 2038 condition was developed based on the existing network. The cycle length and
split for the study intersections were optimized in Synchro and imported as the base timing plan. Zia Stationwas assumed to be in operation by Year 2038 and preemption timing assumptions are consistent withExisting With Zia Station scenario.
It is expected that if Zia Station is opened with many developments located on the east side of theintersection in the future, pedestrians crossings of St. Francis Drive at West Zia Road intersection wouldincrease. Since pedestrian activity projection for 7ia Station Open scenario was not available for the analysis,the intersection operation conditions assuming 5O% of cycles during each AM and PM peak hour would havepedestrian calls served. 40 seconds split was assigned for the eastbound/ westbound pedestrianphases (Ped64 and PedO8) at the intersection of West Zia Road and St. Francis Drive.
Table 13 and Table 14 summarize the intersection queue length, delay and LOS for the AM and PM peak
hours under Horizon Year (20381 conditions. The following two intersections will operate deficiently duringAM or PM peak hour:
o St. Francis Drive / West Zia Road (PM Peak Hour)o Galisteo Road / West Zia Road (AM and PM Peak Hours)
As shown in Figure 55, the unsignalized intersection deficienry would be caused by the vehicle spillbacksfrom eastbound left turn movement on West Zia Road at St. Francis Drive. The VISSIM outputs for Horizonyear 2038 are included in Appendix E4.
Table 13: Horizon (20 l8l AM Peak Hour lntersection Queues and LOS
St. Francis Dr/
Siringo Rd
Avg. Queue (fr)
Max Queue (ft)
Delay (sec/veh)
LOS
41960503 1011 5648.1 32.6 25.7DCC
11 49 0138 339 032.0 19.0 3.5CBA
55400222 198 4951.2 60.3 5.6DEA
50350215 192 059.3 83.9 0.6EFA
31.3
c
St. Francis Dr /Zia Rd
Avg. Queue (ft)
Max Quzue (ft)
Delay (sectueh)
LOS
26 366 3147 ',1186 13678.6 65.9 29,6EEC
37563197 285 23754.2 30.0 4.4DCA
364 296 296439 439 439't11. 69.8 64.0FEE
30283130 148 9371.9 55.0 13.0FFR
54.5
D
St. FrarEis Dr/SawnillRd
Avg. Queue ($
Max Queue (ft)
Delay (sec/veh)
los
7330140 320 011.5 10,7 1.7BBA
2't2056 154 5618.0 10.3 9.7BBA
8330274 75 36s.6 58.1 3]EEA
417049 103 5356.0 70.1 5.2EEA
16.9
B
Zia Rd / GalisteoRd (Unsignalize$
Avg. Queue (ft)
Max Queue (ft)
Delay (sectueh)
LOS
0 4554 884
359. 821.0FF
0 640 6,100 1344 1344
0.0 251. 210.2AFF
000500
13.4 0.3 0.0BAA
Deficient Location
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Table 14: Horizon (2038) PM Peak Hour lntersection Queues and LOS
lntersectionAooroach l,lorthbound Southbound Easlbound Westbound
OverallMovement Left lThrul Rioht LeftlThrul Rioht Left lThrul Rioht LeftlThrul Riqht
St. Francis Dr /
Siringo Rd
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
65 32412 38771.5 17.0EB
0
I8.6
A
3 169 074 886 0223 27.7 16.2CCB
24 21 18f i9 161 26439.0 52.1 17.2DDB
35290198 190 042.6 53.3 0.5DDA
?7.4
c
St. Francis Dr /
Zia Rd
Avg. Queue (ft)
Max Queue (f0
Delay (sec/veh)
LOS
25920107 329 4280.2 47.6 7 .2FDA
66 356 15390 ',1364 61495.5 61 1 25.0FEC
361 113 113436 428 428137. 48.2 49.0FDD
100 31 0516 307 3888.6 47 .3 7.7FDA
57.6
E
St. Francis Dr /
Sawmill Rd
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
3 13 087 139 014.3 9.6 0IBAA
5360158 561 2528 2 23.1 20.6CCC
64142234 259 13758.3 47.8 10.2EDB
46051590
57.3 61.8 1.4EEA22.1
c
Zia Rd / Galisteo Rd(Unsignalized)
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
0900 340
19.0 220.1CF
0 308 3080 836 8360.0 152. 89.6AFF
7002050020.4 0.6 0.0CAA
201.9
F
Deficieni Location
Figure 5: 2038 AM Peak Hour VISSIM Simulation Screenshot
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PN U900032, CN-U900032 Zia Platform VISSIM AnalysislllFIaktul St Francis Drive lntersection operations Assessment3.S MmGAroNDrscussroNsOverall lntersection Performance Mitiqation
Under Horizon Year (2038), West Zia Road / St. Francis Drive and Galisteo Road / West Zia Road willexperience LOS E or F. As discussed in Section 3.4 the vehicle spillbacks from eastbound left turn movementon West Zia Road at St. Francis Drive will go beyond the unsignalized intersection at Galisteo Road resulting inthe deficiency at Galisteo Road and West Zia Road during both AM and PM peak hours.
To increase the eastbound capacity on West Zia Road, three left turn lanes and three through lanes with oneshared right turn lane are proposed between Galisteo Road and St. Francis Drive. ln VISSIM network, the 3rdeastbound through lane is extended to Candelero Street (a driveway west of Galisteo Road) to the east, the3rd through lane will drop after the first left exit to the shopping center east of St. Francis Drive. Theproposed intersection lane configuration is illustrated in Figure 5.
Table 15 and Table 16 present the intersection IOS with mitigations under Horizon Year 2038 conditions. Asshown in the tables, the overall intersection LOS for west Zia Road / St. Francis Drive and West Zia Road /Galisteo Road will be improved to LOS D or better. At the intersection of west Zia Road and St. Francis Drive,the intersection approach delay and queue length are expected to be significantly reduced when comparedto the Without Mitigation scenario.
Several intersection approaches are currently operating at LOS E or F at West Zia Road and 5t. Francis Drive,intersection performance will become sensitive to pedestrian calls.40 seconds would be required fortheeastbound/ westbound pedestrian phases (Pedo4 and PedO8) at this intersection, which is longer than thesplit defined for phase 4 and phase 8 in the coordination timing plan. As the result, ff eastbound-westbou ndpedestrian phases are activated, the controller will go out of coordination for that cycle. To maintain thecoordination as well as serve more pedestrians activities, the refuge islands for east-west pedestrians arerecommended. With a refuge island, the east-west pedestrians crossing time will be reduced but would beserved through two vehicle phases. The lag phases for eastbound and westbound left movements (phase 3and phase 7) are required. The VISSIM outputs for the intersection with mitigation conditions are included inAppendix E-5.
Additionally to enhance pedestrian safety at the intersection of West Zia Road and St. Francis Drive, overlapphases with arrow signal lens could be used for eastbound right turn to protect the pedestrian movementconcerns at west leg and north leg. Another possible improvement could be the use of blank out signs towarn the motorists when pedestrians are present (e.9. to display "No Turn on Red").
lntersection Critical Lane Mitisation
Note that the above are minimum miti8ation measures that would bring overall intersection IOS back to LOS Dor better under Horizon Year 2038 conditions. As indicated in Table 15 and Table 15, approach deficiencieswill also occur at three signalized intersections. These intersections have been studied with proposedcapacity improvements in St. Francis Drive throuoh the Citv of Sdnto Fe Corridor Studv lnitial Evaluation ofAlternatives Prciect dated September 2009.
At West Zia Road and St. Francis Drive, additional proposed capacity improvements include:
. West Zia Road -lnstallthird westbound left turn lane
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o St. Francis Drive - lnstall fourth northbound through laneTo mitigation approach deficiency at Siringo Road / St. Francis Drive and Sawmill Road / St. Francis Drive,capacity improvements are recommended as follows:
Sirineo Road at St. Francis Drive
r Siringo Road - Construct a westbound shared through-right turn laneo St. Francis Drive - Construct a second northbound left turn laneSawmill Road at St. Francis Drive
o Sawmill Road - lnstall third eastbound left turn lane and exclusive right turn only lanelntersection lmprovements from St. Froncis Drive throuah the Citu of Santa Fe Corridor Studv tnitial Evoluationof Alternatives Proiect is included in Appendix F for reference.
Figure 5: 2038 Proposed lntersection Configurations
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Table 15: 2038 AM Peak Hour lntersection Queues and LOS (Mitigated)
38540215 196 058.6 82,0 0.6EFA
Avg. Queue (ft)
Max Queue (ft)
Delay (sectueh)
LOS
45950593 1110 5847.7 28.7 23.4
13 49 0153 344 033.7 19.1 3,5
55390220 191 4450,9 60.3 5.5DEA
30293135 151 1174.6 57.2 13.EEB
Avg. Queue (ft)
Max Queue (fr)
Delay (sec/veh)
26 325 4149 1121 15877.2 66.5 27.5
40554205 312 25158.1 29.7 5.1ECA
86 52 52295 293 29375.2 51.2 53.9EDD
Avg. Queue (ft)
Max Queue (ft)
Delay (sectueh)
7320138 32s 011.5 10.3 1.5
110051 143 2615.4 9.1 9.1BAA
8330276 79 366.1 60.8 3.7EEA
416047 99 4855.2 70.5 5.0EEA
Avg. Quare (fi)
Max Queue (ft)
Delay (sectueh)
LOS
0000330.0 1.0 0.5AAA
0000002.0 0.1 0.0AAA
Table 16:2038 PM Peak Hour lntersection Queues and IOS (Mitisated]
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
41510320 406 249.6 23.4 '1.5DCA
3172070 879 018.9 27.5 17.5BCB
30 31 19137 't87 26648.4 59.8 17.3DEB
46310214 n0 056.7 61.3 0,EEA
71 405 24732 1347 8571m. 60.7 33.2FEC
94 50 50232 180 18064.9 41.8 43.0EDD
1't7 43 0599 362 3
100.2 52.4 8,FDA
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
32740115 335 3s
105.9 38.3 5.9FDA
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
LOS
315089 143 013.0 10.1 1.0BBA
8340154 396 2329.0 20.0 17.5CBB
74173268 280 15767 .7 55.8 11.2EEB
5705162063.0 75.4 1.EEA
Avg. Queue (ft)
Max Queue (ft)
Delay (sec/veh)
0000660.0 0.4 0.5AAA
0003003.9 0.4 0.AAA
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4, Snrew4.L Cnnsx AnnlsrsThe intersection of West Zia Road and St. Francis Road is the key intersection to be evaluated in order todetermine how much impact will be when Zia Station is open to public. As part of the evaluation, five-yearcrash data are reviewed and catalogued by the crash types based on ten-year crash report that was providedby the Santa Fe Metropolitan Planning Area (SFMPO).
Figure 7 illustrates the current roadway condition and lane configuration at this intersection. St. Francis Road,6-lane divided facility, is a major north-south arterial in the City of Santa Fe. West Zia Road is 4-lane dividedfacility with continuous left-turn. The railroad track is 50 feet west of the intersection. Small plazas arelocated at southeast corner and northeast corner. A total of t57 crashes were reported for the five-yearperiod analyzed. Table 17 provides a summary of the crash statistics for the predominant crash types.
Figure 7: Existing Geometry at West Zia Road and St. Francis Drive
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Wd pN ueooo32, cN-ugooo32 Zia Platform VISSIM Analysis3r41n'T St Francis Drive lntersection Operations AssessmentFigure 8: Street Views at West Zia Road and St. Francis Road Northbound Travel
Southbound Travel
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F il pN ue@032, cN-ueooo3zlr Zia Platform VISSIM AnalvsisSt Francis Drive lntersection Operations AssessmentEastbound Travel
Westbound Travel
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PIrl U900032, CN-U900032 Zia Platform VISSIM AnalysislIllrtlutta St. Francis Drive lnterseclion Operations Assessment4,2 PEDEsrRrANCoNNEcflvrrYThe Santa Fe Rail Trail is currently located west of St. Francis Drive, north of West Zia Road the trail isbetween rail road tracks and the roadway and south of West Zia Road, the trail is west of the rail roadtracks. The trail crosses West Zia Road at the west approach of the St. Francis Drive and west Zia Roadintersection at a crosswalk. Currently, the trail e)dends from Rabbit Road (south of lnterstate 25) to theSouth Capitol Complex. There is a non-motorized underpass that is approximately 800-feet north of theintersection that crosses under St. Francis Drive and provides a connection to the Gail Ryba Trail asdepicted in Figure 9. This crossin& in addition to the crosswalks at the St. Francis Drive and West ZiaRoad intersection, connects the Rail Trail to residential and commercial areas east of 5t. Francis Drive.However, it is assumed that the 5t. Francis Drive underpass may not be ideally located to serve as thepreferred crossing of the roadway for users of the Zia Platform. Pedestrians accessing the station fromlocations directly off of and south of West Zia Road will likely not travel out of direction to the north andwould likely cross 5t. Francis Drive at the West Zia Road/St. Francis Drive intersection crosswalks.
The local trail network provides citywide connectivity from the Zia Platform throuBh-out the City ofSanta Fe via connections to other major City trail and on-street facilities including the Arroyo De LosChamisos Trail, Acequia Trail and River Trail. with increased pedestrian activity assumptions for HorizonYear 2038, improvement on pedestrian safety and connectivity should be addressed. Pedestrianconnectivity assessment and recommendations for West Zia Road and St. Francis Drive were studied inSt. Froncis Drive throuqh the CiN of Sonto Fe Corridor Studv lnitiol Evoluotion of Alternotives Proiect daledseptember 2009. The particular section is included in Appendix F.
tN
Figure 9: Eike and Pedestrian Path Facilities
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5. Corrrcrusrorus nND REcoMMENDATIoNSThe purpose of this study is to identify the signal timing and geometric improvements at the West ZiaRoad and St. Francis Drive intersection to address the legislative need. Since the Zia Station is currentlynot in service, another purpose is to identify the potential impacts to the adjacent intersections once ZiaStation is in operation.
The study area was evaluated through VISSIM micro-simulation for the following scenarios:
. ExistinC (2013) Without Zia Station in operation
. Existing (2013) With zia Station in operationo Horizon Year (2038) With Zia Station in operation
Pedestrian activity projection for Zia Statlon Open scenario was not available for the analysis, theintersection operation conditions assuming 50% of cycles during each AM and PM peak hour would havepedestrian calls served under Horizon year (2038) conditions.
ln general, the VISSIM simulation results indicate that the four study intersections are currentlyoperating at acceptable LOS during both AM and PM peak hours under the existing conditions. They willcontinue operale at acceptable LOS when Zia Station is in operation.
Under Horizon Year (2038) with increased pedestrian activity assumptions, the following twointersections would operate deficiently during AM or PM peak hour:
. St. Francis Drive / West Zia Road (PM Peak Hour)
. Galisteo Road I Zia Road (AM and PM Peak Hours)The heavy eastbound left turn volumes at West Zia Road and St. Francis Drive will produce spill backvehicles beyond Galisteo Road access under 2038 conditions. As a result, the unsignaliazed intersectionof West Zia Road and Galisteo Road will deteriorate to tOS F. To increase the eastbound capacity onWest Zia Road, three left turn lanes and three through lanes with one shared right turn lane areproposed between Galisteo Road and St. Francis Drive as shown in Figure 6. lt should be noted thatadditional right of way would need to be acquired with the implementation of Zia Road widening. At railcrossing and St. Francis Drive / West Zia Road inteBection, the existing signal equipments for railandvehicular traffic control would need to be relocated and updated. As part of the widening, the existingZia Station platform on thesouth side of West Zia Road will also be impacted. Hence, the furtherengineering study is strongly recommended to evaluate the potential impacts and design needsassociated with the proposed West Zia Road widening. lt is also recommended that a chain link fencebetween railroad and St. trancis Drive beBinning at West Zia Road and extending well south of platform
toprevent pedestrians
crossing the railroad track.
Additional train to wayside detector is recommended for the northbound train crossing that wouldminimize the impact of rail crossing to the intersection of St. Francis Drive and West Zia Road. With thetrain to wayside detector, the intersection will operate in a normal cycle sequence when a northboundcommuter rail is arriving and dwellinB at the platform. The gates remain in the upright position until thetrain to wayside detector is activated. The preemption of the traffic signal will be activated prior tonorthbound train leaving the station. That activation would initiate the traffic signal track clearance
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interval and when completed would allow the gates to be lowered for safe passage of the train. For thesouthbound train, the preemption can be terminated when the train clears the west Zia roadintersection.
Since more pedestrian activities were assumed in Horizon Year 2038 at West Zia Road and St. FrancisDrive, the controller will go out of coordination for that cycle when eastbou nd-westbou nd pedestrianphases are activated. To maintain the coordination as well as serve more pedestrians activities, refugeislands for east-west pedestrians are recommended at West Zia Road and St. Francis Drive. With arefuge island, the east-west pedestrians crossing time will be reduced because itwould be servicedthrough two vehicular phases. The lag phases for eastbound and westbound left movements (phase 3and phase 7l are required.
The site plan for Zia Station was not reviewed as a part of this study and therefore a morecomprehensive evaluation of the functionality and operations of the site should be conducted withrespect to safety. However, as noted in Section t" pedestrians are currently able to access the ZiaPlatform form the shoulder of St. Francis Drive by crossing the rail road tracks which should beprevented. The installation of a chain link fence or other barrier between St. Francis Drive and the railroad tracks in the vicinity of the platform is recommended. This will reduce the likelihood of pedestrianscrossing the rail road tracks at locations that are not defined crossings.
ln conclusion, to open Zia Station may not have adverse impact on the study intersections under ExistingConditions. However, it is recommended to monitor pedestrian activities along West Zia Road as it mayimpair operational performance at Galisteo Road and at St. Francis Drive when pedestrian activity issignificantly increased. ln the Horizon Year (2038) when Zia Station is in use, additional capacity alongWest Zia Road is recommended to maintain overall intersection performance at LOS D or better.
Februdry 5, 2014 27 i{rW{CTiEnH(EF
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Appendices
Februory 5,2074 Hffiw&r(EFir'oFiF
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Appendix A: Memorials
February 5,20L4 ETR'OM-gnjl''CKffiHOFF
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The Legislatureof the
State of New MexicoLegislature, zrd'. .Session
LAWS 2oL2
CHAPTERHOUSE MEMORIAL 45, as amended
50th
Inroduced byREPRESENTATIVE JlM R. TRUJILLO
REPRESENTATIVE BRIAN F. EGOLF
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5
6
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o
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20
21
a,a.
24
25
A MEMORIAL
REQUESTING THE DEPARTMENT OF TRANSPORTATION AND THE SANTA FE
METROPOLITAN PLANNING ORGANIZATION TO PERFORM A TRAFFIC STUDYFOR TIIE SOUTH SAINT FRANCIS DRIVE-WEST ZIA ROAD INTERSECTIONIN SANTA FE.
hIEEREAS, Saint Francis drive in Santa Fe, a uajorthoroughfare through the city, which becooes United States
highway 84/285 north, is under the control- of the departnenrof tlansportationi andI^IHEREAS, rrest Zia road is a naJor east-west street in
the city, whlch carrles trafflc to several subdivisions andschools 1n the area; and
IIHEREAS, as main transportatlon artelies, these roadshave a hi.gh daily volune of trafflc; and
WHEREAS, the railroad tracks for the Nelr Mexico railrunner express are on rrest Zia road, Just a few feet nest ofSaint Francls drive-sest Zla road, Lntersection; and
WTIEREAS, the Nen Mexico rail runner expressr scheduledtraiu runs often col,nclde wlth tlaes of lntenslfled use ofboth of these najor roads at the beglnning aud end of workdays, and its blockage of east-west traffic affects thelroveEent of traffic on Saint Francis drLve;
NO}I, TEEREFORE, BE IT RESOLVED BY THE ITOUSE OFREPRESENTATMS OF TIIE STATE OF NEW MEXICO that the deoartnent ff 45' Page I
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7
8
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I7
I8
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2I
22e3
25
of transportatlon and the Santa Fe oetropolltan plannlngorganizatlon be requested to provide a traffic study of thelntelsection of Salnt francls drlve and west zla road forcurrent traffic condltions and projected twenty-year trafflccondltlons; and
BE IT FURTHER RESoLVED that the trafflc study include asigDel tinlng analysls, particularly 1n relation to the NesIMexico rail runner exptess' and an Lnte"sectlon geonetlic
lnprovenent analysJ-s for Loproved oPeratlons and safety; andBE IT FURTHER RESoLVED that the departnent of
transportatlon and the Santa Fe netropolitan plannlng
organization report to the Nelt Uexlco flnance authorityoversight coEmlttee and the J-egislative finance coEnittee by
Noveober l, 2012; andBE IT tr.URTflER RESOLVED that a coPy of thls oeoorlal be
tra[sEitted to the departnent of transPoltatlon and the SantaFe netropolitan plannlng organization.
HM 45Page 2
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BEN LUJAN, SPEMEREOUSE OF REPRESENTATIVES
TE?HEN R. ARIAS, CHIEF CLERK
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The Legislatureof the
State of New Mexico-soth Legislafure, 2'.d Session
LAWS zotz
CHAPTER
SENATE UEMORIAL 4I
Introduced by
SENATOR I{ANCY RODRIGITEZ
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I
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3
4
5
6
7
I9
IO
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i3
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15
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I9
20
ZI
22
23
24
25
A Un{ORIAL
REQUESTING TEE DEPARII{ENT OF TRANSPORTATIONTO PERFORI{ A
TRAFFIC STI'DY FOR TEE SOUTS SAINT TRANCIS DRIVE-IIEST ZIA ROADIMERSECTION IN SANTA FE.
IISEREAS, Salnt FraDcLs drlve in Saota Fe, a aaJorthoroughfare through the city, whLch becooes UEited Steteshlghway 841285 north, is under the contlol of the departoent
of tratrsportationi aDdI{mR.EAS, veet Zta road is a naJor east-lreat street h
tbe city, whl-ch carries tlafflc to eeveral subdivleions andschoole La the area; and
I{EEREAS, aa Daln transportatioa atteries, theee roadshave a hlgh dai.ly volune of treffic; and
ITEEREAS, the railroad tracke for tbe Nelr Mexico railrunner expreas are on weat Zia road, Just a few feet lrest ofSaiot Francis drive-weet Zia toad Loterseetioo; and
IdEEREAS, the Nelr Mexlco rail runner expressr echeduledtEaiD ruus often coltrclde rrith tires of intenslfied use ofboth of these Dajor roads at rhe begluning aod ead of workdays, and Lts blockage of eaet-lrest traffic affects the
lovelent of trafflc oo Saint Fraocis drive;NOI,I, TEEREFOR.E, BE IT RESOLVED BY 1IE SENATE OF THE
STATE OF NEW MEXICO that rhe departueat of transportarl.oo bereque8ted to provide a traffic study of the lntersectioa of SM 4l
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2
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4
5
5
7
8
9
t0
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t4
15
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t9
20
2L
22
23
24
25
Salnt Francie drlve aod lrest Zia load for curreat tlafflc
co[ditLoD aad plojected tlrenty-yeer trafflc condl-tLoos; aadBE IT TURIBER RISOLVED thet rhe rlaffLc study lnclude a
8Lgtra1 tl-nitrg aaalysls, partlcularLy ltr lelation to theNew llerLco raLl ruaoer expresa, and an luteraectlou geoDetrlcLopro\reueut analyeie for lmproved operatioD.a aud safety; aod
BE IT FIIRTEER RESOLVED rbat a copy of thle uerorlal betraraDltted to the depertueat of traasportatioD. sM 4l
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Appendix B: Existing (2013) Traffic Counts
Februory 5,2074 mffiffi,(FlTI'ffiF
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2
3
4
5
6
7
8
9
l0
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I4
I5
15
L7
I8
I9
20
2T
2223
24
25
A MEUORI.AL
REqUESTING TEE DEPARI'I{ENT OF TRANSPORTATTON TO PERFORM A
TRAFFIC STUDY FOR TEE SOUTS SAINT FRANCIS DRIVE-I{EST ZIA ROADIN?ERSECTION IN SAIfTA FE.
IIflERBAS, Salnt Fraucis drlve Ln Santa Fe, a oaJorthoroughfare through the cLty, whlch becooes Unlted Stateshlghway 84/285 oorth, is uader the control of the depart[ent
of traDsportationi andI{mREAS, veet ZLa road ls e DaJ or eest-lrest stlreet 10
tbe city, whlch carrLes traffic to several subdivlsioue andschools in the areai aad
IISEREAS, aa raln trauaportatloo arterles, these roadshave a hlgh daily voluue of trafflc; aad
flmREAS, the railroad tracks for the Ne , Mexico railrunnef express are on rre6t zLa road, Just a ferc feet lreat ofSaint FraDciB drlve-lrest Zia road iutersection; and
IIEEREAS, the l{ew Mexico rail ru:rner expressr scheduledtraln ruDs often colncide wlth tloes of inteneifled use ofboth of theEe Dajor roads at tbe begtanlug and eud of workdays, and its blockage of east-west traffic affects the
Eoveretrt of traffic oD Salnt Ftancle drive;NOII, TEEREFOPJ, BE IT RESOLVED BY TSE SEI{ATE OF TEE
STATE OF NEW I{EXICO that the depart[eot of traosportatioD berequested to provide a trafflc study of the LDtersectLoa of SM 4l
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6
7
8
9
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2L
2223
24
25
Safurt Fratrcr.B drlve aad west ZLa toad for curreot traffic
condLtloos and proJected trreaty-year trafflccondLtloae
iand
BE IT rURTEER RESOLVED tbat rhe trafflc etudy Lnclude asigual tlnttrg aoalysls, particularly ln relatioa to theNew L{exico raLl runaer expresa, aod an lnter8ectiou geonetrlcLuprorreuent aualysts for lnproved operatLona aad safety; aod
BE IT trltRTHER RESOLVED rhar a copy of this uerorlal betraDeDLtted to tbe depertmetrt of treaaportetlon. su 4l
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Appendix B: Existing (2013) Traffic Counts
February 5,2074 FIrRtots8fi,E{cKER'fiFF
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ti*- Herrderro. Gorrtultingy LLC5301 Camino Sandia NEAlbuquerque, NM 87111
(505) 275-5706
Peak HourAnelysis From 06:00 to 09:15 - Peak 1 of 1Peak Hour for Entire lntersedion Begins at 07:30
Total Volume
PHFCars
% CarsTrucks
% Trucks
16:,4517:0017:.15
Total Volume
Cars% CarsTrucks
o/oTrucks
39 2037 233/-18
8698.9
1
1.'l
16 46322 63913 600
11
__ 14
-4
1
.L4
__4
07:3007:45
08:00
548788
330277
20 12 2227 21 39
36 2230
100159147
60 493 2391 557 5077 517 82
15 2632 3230
31
5995
86
32 27 1356 41 1729 40 1829 28 '14
576698676
16 20927 24043 25548 _ 205 __91 , ,9441207
238290335
13233791
10468 _,L 45308 111 1U7 20.1 24.271 418 87 576
299 1985 242 2526 134 969
.811 _305
99.03
1.0
11635.2
11599.1
,|
0.9
11099.1
1
0.9
13197.8
32.2
553
51699.4
3
0.6
250399.1
230.9
97.234
2.8
512703649
_ 00'-0_2464
32999.7
11J 80.3 __ 8.6_ .6e8 _ t 4_ lQ_3 , 371134 937 102 1'173297 1964 242
99.3 98.9 100221 0
0.7 1.1 0100 96.7 98.1
03220 3.3 1.910.3
Peak HourAnalysis From 14:15 to 18:15 - Peak 1 of 1Peak Hour br Entire lntersec{ion Begins at 16:45
597875
721114 I871
334236
13646
6t1711--1441-
I
zct I
_ 18_ _ 549 3l69 2251 144
69 2230 138100 99.1 95.8
021 6
0 0.94.2
243798.9
271.1
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tt*- Hende"ror, Corrtulttng, LLC5301 Camino Sandia NEAlbuquerque, NM 87111
(505) 275-5706
Collected by: MH9&11
18:0018:15
Grand TotalApprch 06
Cars% CarsTrucks
06 Trucks
File Name : St FrancisSite Code : 00000000Start Date :311212013Page No :1
o7:oo I 64 1007:15 | 1os 2007:30 I 101 36o1i45l 't43 82Total 413 '148
o8:oo | 11408:15 I 11208:30 | 7e
-08:45 | 128Total I 433
15:30 | 105 4515:45 | 93 53Total i 198 98
2082
12 190
31 37132
122_10 2327
666132
_95194
0 4940 5140
1008
0 5561 5230 536I 5831 21980 7850 6880 6590 5140 2646o 4750 3942 9084
62 367 12754 335 13460 360 1166Q 100 163236 1422 s40
255i
264|
257?57)033 l
156 I 56 46 50 O 152 10 210 35 0126 60 38 43 0 1411 I 225 31 0110 I 66 36 48 0 150; 6 227 24 1174 i 48 43 47 0 138 j 32 195 _30 2s66 230 163 188 0 581 56 857 120 S r
246
1
1
5_zI1
03I7
30
36
121224
20I
16
-1162
16:00 | 105 3116:15 | 90 2716:30 | 72 22
. 16:45 I 107 50Total, 374 130
o 13210 1461o 2570 280o sisl
761 9 5 e O 23i 4 2031331 s 12 20 O 37i 17 303149 13 23 26 0 62 15 462234 | 20 Z3 L5 1 88', 18 558592't 47 63 100 1 210 54 1526
643 | 52 224 78 0 354499 i 62 2O1 74 0 337354 I 4s 172 61 1 278380 30 154 63 O 247
1876 i 189 751 276 1 "t216
187 | 24 3't 58 O1761 39 57 73 0123 26 45 60 0173 , 16 18 34 'l659 I 105 151 225 1
L0q
0
14 0 221 15 102 1527 1 347 17 99 3037 O 514 i 32 158 6762 0 638 I 35 188 57140 1 1720 99 547 169
qxqu. rorar r.q". rq,", l tfri
0 2000 2230 2922 4492 11640 4523 6631 9821 12405 33371 12973 11813 8863 868
10 4232
113 26 517 100 0169 29 396 74 1131 34 278 42 0qci t ?45 29 A481 i 96 1536 244 1
162 52158 i 62320 i 114
59 72 0 183i 9 212 38 0 25971 8rL 1 ?fL ZZ 221 30 _ o 273130 156 1 400 31 433 68 o - ssz75 299 12058 312 1M133 611 264
75 536 17466 451 17152 438 16943 a50 1? 1236 1775 635
1 11192 10546 10534 115213 43781 1378't 13294 12124 1074
10 49933 8891 804
51 220s7 229930 21
000
2 10985 11627 2260
17:00 | 66 21 1317:15 | 97 35 1717:30 I 77 33 I17:45 | 81 34 14Totat i 321 123 53
100 | 95 67 43 O 205 t 12 240 36149; 90 67 33 0 190 | 19 23s s0119 91 65 47 0 203 12 191 28129 I 97 49 28 0 174 t 17 z1O 30497 i 373 248 151 o ztz ao 874 144
o 288]'l 3021 231i1 25713 1078 |
6084
205066.7
31 1629 11
770 25525 8.3
107124
3075
52 31 34 0 117 i I 146 35 O 190 i 51 309 11544 40 32 0 116 5 140 25 1 17Ol 31 254 109973 835 918 3 2726, 328 6042 802 10 7172i 98s 5934 216535.7 30.6 33.7 i 4.6 84.2 11.2 , 10.8 65.3 23.84.4 q.8 4.2 12.4 | 1.5 27.4 3.6 3?,5 i 4.5 26.9 9.8960 810 903 2676i 305 5921 793 7\2gl 965 SS1S 2149e8l eJ gcl_ 100 e8ll _e3 98 lg,e 100 97.e i 98 e8.1 ee.313 25 15 53 23 121 I 1s3 20 115 161.3 3 1.6 0 1.9 7 2 1.1 o 2.1 2 1.9 0.7
2042ee.0
80.4
764 239 30819e.2 3.7 100 e9616300.8 6.3 0 1
41.2893598.31511.7
0.20000
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tr*- He.de".on Cornrurtingr LLC5301 Camino Sandia NEAlbuquerque, NM 87111
(505) 275-5706
Collected by: MH4&5**tNB Right is Ramp Traffic From l-25***SB Right is Ramp Traffic To l-25
File Name : St Francis@l-25 On-Off RSite Code : 00000000Start Date :311212013Page No :1
IGroup'lPrliLd' c''. ' Truct' or st F'ncrr D. ;
I Eltbound t b4 9 d- i{o.thLor4d -qodhbound Ioeoo
I o o_o
o ol- o- o t 0l o 4 a2 o E o 15 37 0 52 o 138
mrsl o o 0 o o o 0 o o o o I 'lo2 o llo; 0 i5 tt4 0 49 0 1590630l O O O O O 0 O O O O O 22 1m 0 1.21 0 l0 52 0 66 0 21006:45 O O O 0 0i 0 O 0 o o o 27 172 O 199 0 2f 65 0 921 O 291-i 6 o o i ol a 0 6 o o o oi a7o o $71 0 n 188 - 281 I o 7eB
0i 0 o 0 o 00r 0 0 0 0 0ol o o o o oqi 0 _0 0 q_ 0l0i 0 0 0 0 0
o 25 65 0 901 0 3050 36 75 0 1111 0 4s40 61 80 0 1411 0 6540 sg 10.3 0 16a I 0 7760 181 323 0 s04 0 2189 2
0 14 201 g 2150 36 307 0 3430 78 435 0 5130 109 505 0 6_140 237 1448 0 1685o 83 3s2 o 475i o 83 110 O 1931 O 6680 69 32g 0 398 o 69 108 0 177 0 575o 50 266 o 316 i o 58 110 o 168 o 484-s 60_ 254 0 314 i O 63 s4 O 157, 0 471o 262 1241 0 1503 0 273 422 0 695 0 2198 Z
o8:ool o o o o08:151 0 0 o 0o8:3oi o o o o08:45 I o o o o- rotali o o o o
0 4950 5030 9980 5480 5190 5520 , 5640 21830 7110 7050 6490 5930 26480 4690 3960 11879 10 1000 0 10 000247002.1
15:30 I15:a5 |Totd I
o o o o ol0 0 0 0_ 0l0 0 0 0 0i
000
0000
000
000'0_
0
000I0
288i
321 )609
0 0 37 143 0 1801 0 126 242 0 3680 0 48 143 0 191] 0 114 214 0 3280 o 41 159 0 200 o 124 228 o 352o o $ 7q s 1.eq_i q e8 *- 249 s 3140 0 169 592 0 761 i 0 492 930 0 1422
0000-_0
000q0
00000321640196018033505150000047170021701843040488o o o oi o 46 134 o 18ol o 171 298 o 4690_ 0 o Lr o 44 107,_ I ?111 0 153 21e o 3720 0 0 0i 0 169 635 0 80tl 0 688 1156 o 1844
0l o 47 160 0 207i o 101 't87 0_0 r 0 4q 1Q- 0 1a2l 0 1qe 2't2 00087302038902103990
0 0 0 0 0 28 118 0 146i o 125 1980 0 0 0 0 18 106 0 1241 O 117 1550 0 0 0 0 1031 4918 0 59491 0 2159 37710 0 0 17.3 82.7 0 36.4 63.6o_ o o_ _ 0 9.7 41.1_ 50.1 I o 18.? ?1.70 0 0 0 1027 4792 58191 O 2117 36960 ,_0 0 qL 0 9 O w4 _, o _97.8; 0 e9.1 9800004126130042750 o 0 ol 0 0.4 2.6 o 2.2 0 1.9 2
000000
000000p000
49.95813
098117
02
0i 00l 00l 0l00i 0
O-'- 0al o0l 000
000
0
0
000000000000q_,0 _0000s__ 0 0000000
Il-
000al0r
18:0018:15
Grand TotalApprch %
Islal%Cars
- % carsTrucks
% Trucks
0 3230 2720 5930
17:00 | 0 017:15 | o o17:30 i 0 0fi:as) o oioGtl o o
07:00O7:1507:30olasTotal
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t,*- Henaerro' C.",.t..rtirn9y LLC5301 Camino Sandia NEAlbuquerque, NM 87111
(505) 275-5706
Peak Hour Analysis From 06:00 to 09:1 5 - Peak 1 of 1Peak Hour for Entire lnterseclion Begins at 07:30
07:3007:4508:00
:15Total Volume
0 78 4350 109 505
0 83392
St Francis DrNorthbound
_ _,..89q -$4_168 62099.4 97.6
1 150.6 2.4
61 8059 10383
110
09 _ 1080 272 401__a__ Q4 ,qe-6
513614475
141162
193177673
000
0000
_.00_0 _ ___900 _ _.00000
_ 0 69__l?L ___ 3e80 339 1661 2000
0 339 1633 19720 100 98.3 98.60028280 0 1.7 1.4
32 16447 17046 ',t34
_ 44 _1s7** _41169 635 804
,8Je =911263 39096.7 97.3
I 113.3 2.7
180 33s184 304171 298153 219
.81L653
97.020
3.0
515488469372
Cars%o CarsTrucks
% Trucks
Peak Hour Analysis From 14'.15 to 18:1 5 - Peak 1 of 1Peak Hour for Entire lntersection Begins at 17:00
0000
000000000
00000
0000.0
000
0
000
0
000000000
000000000000
0000
0000
000g0
00
0
000
-00
17:0017:1517:30
0000_
0
000q0
196217180
0000
Total Volumeo---- o--0. _l__ __o o._ o ._
.000 -, =Q98 -QqQ_ -, .000 I .890 .000 __0 0 0 0t 0 0
0
PHFCars
o/o CarcTrucks
% Trucks
000
0
78898.0
16
2.O
680 114398.8 98.9
8131.2 1.1
182398.9
21
1.1
0000000000 0 _,- 0000
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tt*- H-,ra-r.o^ C.",..ultingy LIC5301 Camino Sandia NEAlbuquerque, NM 87111
(50s) 275-5706
Peak Hour for Entire lntersection Begins at 07:3007:30 I 10107'.451 14308:00 | '114
Total Volume
323552
514638643
3762
100
15 46218 55826 51729 396
13 23 26 6220 23 45 8824 31 58 113
321219
138205190
48 4395 6790 67
502135
323 24299.7 100
10
0.30
u7 136100 97.8
03
o2.2
36 12 14982 I 23466 7 187
245100
00
31
3096.8
,|
3.2
74399.6
9295.8
44.2
12291.0
129.0
257280354
1 19397.1
352.9
74 _73_J5g .866 .6_8386 '.t914 27397.7 99.0 100
21902.3 1.0 0
62.8 22.5___23_0___.900 , __j 5174 751 268
96.1 97.4 97j2.6 2.9
360536451
_4181785
1
Cars% CarsTrucks
% Trucks
17:0017:15
Total Volume
Cars% CarsTrucks
% Trucks
139 56__2_5.6 _ 10.3
1
100 99.403
00.6
46899.6
20.4
3l0.4 I
41295.4
204.6
73499.7
20.3
19898.0
42.0
47433347
227399.'l
210.9
Peak HourAnalysis From 14:15 to 18:15 - Peak 1 of 1Peak Hour for Entire lntersection Begins at 16:45
16:451 107 583785688
67499.6
30.4
73.9
607566
25',99.2
20.8
30 25736 28850 302
195240233191
84598.4
141.6
66171317
174100149
__&4 _ ,, tl-g_56 539 14'l97.9
32.1
1 05397.7
252.3
. 3x176298.7
231.3
16999.4
1
0.6
6789.3
I't0.7
St Francis Dr
242 170 736 75 859 144 10781779.7 1
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Collected by: MH3&8
07:00 2907:15 I 5407:30 I s207:45 | 10eTotal | 284
_ Q-451 86 , 3 ?5 o 114)Totar I 332 13 9, o -tti I
15:30 I 8215:45 I s3iotar I rzs16:00 | 102 316:15 I 66 316:30 86 316i451 8q 6Totar | 334 15
58 0 163
5301 Camino Sandia NEAlbuquerque, NM 87111
(s05) 275-5706
21001432 18.1 00213 17730052103033300003330862901031048574171047531185109_ 47 A _ 601 16 509 4 o 5.8 1 4 135 71 o26 109 0 152 i 198 1407 5 0 161b 8 qa fi1 0
1 0 482, 14 158 690 0 405 12 158 662 0 321 11 159 59202967119525 0 1504 44 -% 246
tr*- H-rr.t-..o,,. Co,n"rrtingy LLC
10217181824215 0 25t 10 156 3 O252423433872
File NameSite CodeStart DatePage No
St Francis@Sa000000003t12t20131
.o' ] ,*r to,"' i tnt
0 1770 1980 2620 3690 1006
40179
11',|134 I3t4l
11911787
0 11 0124021701?404760235031905130
829569
08:0008:1508:30
2474
17
21244058454361635042i373683 9 14 0 26 34 285I _e ?9 o L) 33 ?A110 36 122 0 168 .t49 1350
2537512
108 |115
I
't72 I210 |605 I
0 3750 5s70 8060 9930 27310 9000 8000 6630 6300 2993
00000
817731788809
3145
984953890791
361 I
4o
401
01
2
1
001
2
241236229178884
376340
716455388433447
1723
617s53553434
2157
204175379
179193204
1 193 I 38 465 114 00 232 31 412 110 O0 185 | 38 395 120 01 ?99i 45 306 83 02 819 i 152 1578 tZz b
17:001 92 1 53 0 146i 517:151 67 5 61 0 133i 717:30 | 64 11 60 O 135' 111:451 54 6 53 0 113 2Totat i 277 23 227 0 s27: 1s
28 119 4 1 151 33 255 71 0 35917 99 3 2 1191 28 228 64 0 32ol683 5136 66 I 5885 I 413 4s26 1697 0 7036 I1 1 .6 87.3 1.1 5.9 70 Z.t.,t4.2 31,9 0-4 36.5 | 2.6 30.6 10.5 43.6 i653 5016 66 57441 403 4781 1672 6856 |95.6_ 9i'.7 10q 1qQ gzd I .e7.6 97.1 e8.s 0 97.4 l30 120 o 150 I 10 145 2.5 180 |4.4 2.3 0 0 2.5 I 2.4 2.9 1.5 o 2.6
6875301283397380842
1586 79 870 0 2535 i 6862.6 3.1 94.3 | n.z-L8 0.5 94 ls,z l_ o.a1558 77 834 2469 i 66
9.8.? e7,5 5.e o 9741 97.128 2 36 661 21.8 2.5 4.1 0 2.6 2.9
1470130_5 q6 0_ 1546 103 0 284
17 262 9715 233 9232 495
189
29 302 12422 2U 10228 306 993e r05 11011 1177 435
0_0
0
00000
727694
1421
3
56 0 12543 0 1326'1 0 147ar u lf i218 0 567 I
3201
6
21s020i2115534190252017037 12 0 19i 36 163 s9 Je q _4i ]? 197 316 65 0 87 99 655 145180281817057 21 0 351 24 199 I4 12 0 17i 27 149 Ig 24 0 3Jl Le 178 225 75 0 115 I 98 696 256141237 14 O 23)
139 458 3 66520.9 68.90.e __2.8_ - _4.1 I139 M2 650 i100 90.5 rco 97.3;0 16 181
0 3.5 o 2]
01
01
21s2 i7681 1
18:0018:15
Grand TotalApprch %
lolal%Cars
_ , % Cats_Trucks
06 Trucks
2 6612 546
12 16121 160.1
0000
99.90 1500
0
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tr*- H-,ra-*or. Corrrurtingl LIG5301 Camino Ssndia NEAlbuqueque, NM 87 1 1 I
(505) 275-5706
- | di;nrrr or -, a m-fliDr |- $ Frd;b Dr j srFrlnct. DrI *r"una i trb.tbound | edn g r c-, _ I souo'bound II surr rnB l- fofl rtru I ni'nt &s&tatl Lsi f j$iu P.ic App-Iglcll l.,nLlhlql RiohtlApElabll L6ft Thru tlightlApp Totslt m rPeak Hour Analysis From 06:00 to 09:1 5 - Peak 1 of 1Peak Hour br Entire lntersection Begins at 07:30
217't 24't11134119
481
55298.4
9
1.6
71049
212
14 37100 100
0000
43 i 57 41760 76 50958 45 436
0 3.7
517169
_ _06257
-_,_ 29.9.e05252
98.15
1.9
305 110465 114412 110l9s 1?o1577 45472.7 20.9.948 *e461545 44998.0 98.9
3252.0 1.1
314744
15498.1
31.9
3
1721210241 I236 IesTl
.BO1-f833-l
97.026 1
3.0 l
34
14
1
41
118135158
9_ _ 1e ___ tllI8 1 _6_l_5 - 42i _ 37 368 0 -4051 12 19q14 37 157 208 ' 21? T:9 ":1e51 I ,r: "tj:
35tl995otal Volume
Cars% CarsTrucks
o/o Trucks
16:4517:0017:15
Total Volume
Cars% Cars
891100 9s.8
04o 4.2
75.5 ,__ i _.soo __ .zzr __ -935 _ g? i -7q_ _.850
.3L5_ --,939.1 .qry- .999 3
3
-_3
37398.7
51.3
o.7
47298.1
I1_9
209 170405 209 1704,8.6 I s7.2 e8.58.6
6100
31 6 26 01.4I 2.8 1.5 0
Peak Hour Analysis From 14:15 to 18:15 - Peak 1 of 1Peak Hourfor Entire lntenedion Begins at 16:45
80926764
--q23301
99.32
23 23554 4.1 41.9
661153561
11 60
__.523__.e09 _ _23 228100 97.0o70 3.0
447617553559
2170
Trucks i
% Trucks I
213198.2
391.8
07:30 I 9207:451 109
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Collected by: MH10
tr*- H-^de.ro^ Corr.rrtir.gy LIC5301 Camino Sandia NEAlbuquerque, NM 87111
(505) 275-5706
Groups,Pri4 gd- Cqrs_-lruc ksGalisteo Rd
File NameSite CodeStart DatePage No
Zia@Ga00000003t12t201
Trail Parking Driveway II
Totat I e,uu.rotur . rncru.rorar j tnt
0l o 470l 0 s50l 0 83o | ' _1180l 1 303
Faq i.^p".000a0
0lol0l0loI0l 'lol ool o21 021 1
00000
]htu000
-LeJl000
033003303200320530053
Risil
0_ _63 -0 0 ___0910 181 0 0 181t
12
I 0 0 2O
191 o o 4 onal2 10 0 0 121 0 0 2o
o 19 0 0 191 0 0 4 03 20 0 o 23i 1 0 6 o,4* _3 _ o 0 _l4l L_ o 2a 1e 7s 0 o 881 2 o-3{--1-
0 1060 1960 2740 .333 _0 909
346329276251 _
1202
34640,3749
*- BLANK *-
17:001 0 109 1 0 110i 33 236 0 O 269 1 0 14 0 1517:151 O 129 4 0 1331 36 222 1 O 2591 3 0 I 0 12117:301 0 116 2 0 118 43 202 1 0 246i 0 0 I 1 9l17:4sl 0 112 3 0 1j5._L8 167 0 __0_ 19s:____l _0 1Q __1 17_rro-tai 0 466 -io- o +zol-t+o sz7 2 - o 96ti--__s - 0 48 2 s3]
000000001000
0q0
22
15
20t
00
00 1003
50
18:0018:1 5
Grand TotalApprch %
Truckso/o Trucks
0950 104't 27't70 98.3
1110
37591.9
001030
500
0121127 408
263275
6531
41.6-1 26861 0 9_9.e _031
0 1.11
33.325
0.5 28.6 1.2
0-0e8140
0
21 131 025 129 1
357 2989 610.7 89.2 0.2355 2528 5994 98 83 3 100
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ilt*- Hencterror. Gorr.ulting, [[C5301 Camino Sandia NEAlbuquerque, NM 87111
(505) 275-5706
Zia RdEastbound
Peak HourAnalysis From 06:00 to 09:15 - peak 1 of 1Peak Hour fur Entire lntersedion Begins at0Z:45
019710182601420o 121 __1
202510178087
8.4 0 91 6
Galisteo Rd
O7:4508:0008:15
000q0
30262019
198188142
0870 1000000
1
000
292127
321512
68100
0
0
00000
00000 -"
Total Volume%App. Total
Cars% CarsTrucks
% Trucks
06428.000 ,_ --q15_ .33306388
0 99.4 100040
0 1370 109o 129
64699.4
40.6
143110133
2896.6
I3.4
48695.7
224.3
51595.5
244.5
787.5
1
12.5
0
0000
0001
1
1000
0
000000000
0000
000
0
30291014309
10000
16 2't8 0 23433 236 0 26936 222 1 259
1
50.01
50.0
2100
00
. Q-0_ _.qaq _00000000
Peak HourAnalysis From 14:15to 18:15 - peak 1 of 1Peak Hour for Entire lntersection Begins at 16:45
16:4517:0017:15
0 __ 116 __2 1Total Volume 0 491
Carso/o CarsTrucks
% Trucks
1a3 _ __q_ 99t, I q 0_ 100 L.583 _ .000 _ .526 _ .531 r .000 .Qgo 250 .2501
61
42
13
0000
0000
1
1
0 486 13 4990 99.0 100 99.005050 1.0 0 1.0
86898.9
101.1
60 100 0 100
00
6 't00 08129071530
128 878 2 1008
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St Flancis Drivezia Road lnteFection Traffic StudySanta Fe MPO Travel Demand Model Preliminary Traffic Growth Projections
The following daia wss pulled from the Santa FE MPO TravEl Demand Model developed for the l-2slcerrillos Rd lnterchange StudyThls model reflects an updated Base Year of2011 and updated demographics in the 2035 Forecast lhat reflect the projEctions in the MPO Melropolilan Transporletion PlanThese are preliminary rgsults for intormation only and the level of confidence on lhese projections will b confirmed with Bob Schull.This modelhas been calibrated forthe AM and PM Peak hours.
St Francis Drive - Between Zia Rd and Slrlnoo Rd (Llnk 684)AM Peak
2011 2035 Annual Growth RateNB 2,900 3,020 017%sB 1,480 1,720 0.63%Total 4,380 4,740 0.33%Pit Peak
21t11 2035 Annual Growth RateNB 1,700 1,910 0.490/0sB 3,470 3,670 0.23VoTotal 5,170 5,580 0.32%Zia Road - Wost of Gallsteo Rd (llnk 726)AM Peak
2011 2035 AnnualGrowth RateEB 840 910 0.330/0wB 570 660 0.610/0@Plt Peak
2011 2035 Annual GroMh RateEB 500 580 0.62%wB 't,300 '1,260 -0.130/0Total 1,800 1,8/O 0.09%
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Appendix E: VISSIM Output Reports
Februory 5, 2074 FNRSffiMXEftfi,F.F
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Appendix E-1: VISSIM Output ReportsExisting Calibrated Travel Time
kbruory r 2014 Tffinmtnrffi
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Table of Travel Times
File: q:\trftprojects\santafe-ziastationvissim\existing am\existing am,inpComment:Date: Wednesday, April 17, 2013 2i29:42 PMVISSIM: 5.40-08 [38878]
No. 1 (Siringo to Rodeo ):fromlink 45 at 1803.8 ft to link fg at L232.L ft, Distance 5790.5 ftNo. 2 (Rodeo to Siringo ):from link10150at 17.7fttolink 47at 953.3ft, Distance 5891.8ftNo. 3 (Candelero to Devel..): from link 10088 at 29.8 ft to link 79 at 193.0 ft, Distance 1729.8 ftNo. 4 (Development Signal..): from link 10073 at 5.4fttolink10091 at 34.2ft, Distance 1853.3ft
Time; Trav;#Veh; Trav;#Veh; Trav;#Veh; Trav;#Veh;VehC; All;; All;; All;; All;;No.:; I; t; 2; 2; 3; 3; 4; 4;
Name;Siringo to Rodeo;Siringo to Rodeo;Rodeo to Siringo;Rodeo to Siringo;Candelero to Development
Signal;Candelero to Development Signal;Development Signal to Candelero;Dev