16.08.05 Gold Key

CONSULTING

Scenario 1: Proposed signal at Pacific Avenue/ 39th Street (with traditional signal operations and multimodal accommodations)

Atlantic Avenue / 42nd Street

• Construct a proposed signal

• Construct northbound left-turn lane

Pacific Avenue I Atlantic Avenue (Cavalier Oceanfront entrance)

• Remove signal

• Maintain existing laneage along northbound Pacific Avenue andsouthbound Atlantic Avenue

• Construct westbound approach to include a shared left/right-turnlane

Pacific Avenue / 40th Street

• Maintain existing laneage and unsignalized operations

Pacific Avenue 139th Street

• Construct a proposed signal

• Maintain existing laneage along northbound and southbound PacificAvenue

• Remove on street parking from the north side of 39th Street andrestripe the westbound approach to include an exclusive left-turn andright-turn lane

Atlantic Avenue I 40th Street

• Maintain existing laneage

2

16.08.05 Gold Key

Scenario 2: Proposed signal at Pacific A.venue/ 40th Street (with non-standard signal operations and alternate multimodal connections)

Atlantic Avenue I 42nd Street

• Same as Scenario 1

Pacific Avenue f Atlantic Avenue (Cavalier Oceanfront entrance)

• Same as Seen rio 1

Pacific Avenue 140th Street

Construct a proposed signal

- Prohibit the northbound left-turn phase by time of da

• Maintain existing laneage along northbound and southbound PacificAvenue

• Remove on street parking along both sides of 40th Street

- Restripe the westbound approach to include an exclusive left­turn and right-turn lane.

- Restripe the eastbound approach to include an exclusive left­turn and right-turn lane

Pacific Avenue/ 39th Street

• Maintain existing laneage and unsignalized operations

Atlantic Avenue 140th Street

• Same as Scenario 1

The above recommendations are based on the 2016 conservative assumptions that reflect a worst case scenario. These assumptions include a hotel occupancy of 100% for both Phase 1 and 2 hotels. In addition, the horizon year includes the full build out plus an additional 5-years to illustrate 2029 conditions. This includes a background growth rate of 0.05% above and beyond the build out year, even though historical growth in this corridor reflects no growth or negative growth between several years. Furthermore, it should be noted, the proposed signal locations at Atlantic Avenue and 42"d Street, and Pacific Avenue and 39th

Street are based on "ideal" locations to meet vehicular and pedestrian accommodations usin standard signal operations Alterna 1ve s1gna p acement at acific Avenue ree 1s viable with modifications to signal operations during peak periods to limit the number of allowed movements.

3

IVI·,,._. CONSULTING

5 b1IIS1S

16.08.05 Gold Key

Capacity analyses for the study area intersections were performed for the PM peak hours for the following scenario which used the City agreed upon assumptions:

• 2029 Build (Phase 1 and 2 - full build-out) - Summer Peak

fa.nalyses were completed io determine the operating characteristics of siudy area intersections and roadways using Synchro Professional 9, 1,which uses methodologies contained in the 2000 Highway Capacity Manual (HCM) and updated 2010 HCM.

Based on discussion with City staff, it was determined that only the PM peak period would be evaluated. With the reconfigured roadway network, several intersections operations were adjusted in order to meet the multimodal needs of the areas and are noted below.

Atlantic Avenue/ 42"d Street

In order to provide a controlled pedestrian/bicycle crossing of Atlantic Avenue at a public street, as well as provide a direct connection to the multimodal path located west of Atlantic Avenue,.!! sig.nal is. recommende_g at this intersection. While the vehicle demand alone at this location would not warrant a signalized intersection, in order to provide an actuated control (push buttons) for pedestrians and bicycles to cross Atlantic Avenue, a signal is suggested at this location to serve all users (bikes, pedestrians, and cars). This intersection is recommended to have the following Janeage:

• Atlantic Avenue (northbound) - one exclusive left-turn lane, onethrough lane and a shared through-right-turn lane��,·---...,,�·-·-�,,.'"-·�=-,.�.-�,,,-----·�

=

··"�

("""�tlantic Avenue (southbound)- one exclusive left-turn, and a shared"" through-right-turn lane .--· ------------- -

"--.._."�"--·---- ,,----·---_,,,-____ •• -

...,..

- � _<, ___ _ • 42nd Street ( eastbound) - one shared left, through, and right-turn lane

• 42nd Street (westbound) - one shared left, through, and right-turnlane

Table 2 illustrates the proposed signalized intersection delay and LOS.

20

16.08.05 Gold Key

CONSULTING

Table 3: Pacific Avenue/ Atlantic Avenue (Cavalier Oceanfront Entrance) PM Peak Hour Unsignalized Intersection Level of Service

2029 Build

F (93.3)

[311'/255']

A (0.0)

[12'/534']

A 6.5

8 (12.3) [41 '/200'] /

A (0.0) [O' /522']

Under unsignalized operations, the overall intersection operates at a LOS A. With proposed signals located along Pacific Avenue both north andsouth of the development, there are some gaps created along PacificAvenue lo allow outbound traffic to exit the development, however thereare some delays associated with the westbmmd approach.

With the reconfigured roadway network, the background traffic (local and tourist) currently using the Pacific Avenue/Atlantic Avenue intersection will be diverted to a southern intersection at either 4Qth Street or 39th Street, andwill require a signalized operation at its intersection with Pacific Avenue.

Currently, the Pacific Avenue/Atlantic Avenue is a T-intersection that has an exclusive southbound left-tum lane. This geometry allows for a three­phase signal operation and flexibility within the signal timings to accommodate the pedestrian movements across Pacific Avenue and achieve acceptable levels of service. While the intersection of Pacific Avenue/4Qth Street has the closest proximity to the Pacific Avenue/Atlantic Avenue intersection, it is a four-legged intersection and requires additional signal phases as opposed to a T-intersec!ion.( Furthermore, there is limited

{ righ way o v tle a sout!"iboOnd left-tum lane and extend the multimodal bike path from Atlantic Avenue south to 4Qth Street. Therefore, it is , recommended that the proposed signal be located at 39th Street as it is also ! a T-intersec!ion. The T-intersection provides for three phase signal I

\ operations and greater flexibility with the proposed signal timings to provide \\_ acceptable LOS for all modes of transportatio'.:.:2

22

•

16.08.05 Gold Key

CONSULTING

Atlantic Avenue/ 401h Street Intersection

This unsignalized intersection is recommended to have the following laneage:

• Atlantic Avenue (northbound) - one shared left and through lane

• Atlantic Avenue (southbound) - one shared right and through lane

• 401h Street (eastbound) - one shared left and right-turn lane

Table 6 illustrates the delay and LOS results:

Table 6: Atlantic Avenue I 40'" Street - PM Peak Hour Unsignalized Intersection Level of Service

2029 Build

A (9.8)

[62'/253']

A (2.5)

[15'/318']

A 4.7

A (0.0)

[23'/357']

Under future 2029 conditions, this intersection will operate at a LOS A, with all movements operating at a LOS A or better.

5.1 Additional Analysis

There are a variety of land uses in the project vicinity that include traditional neighborhoods, high rise condominiums, and hotels; each of which have residents and/or tenants with varying needs and priorities. As a result, it is anticipated that there may be concerns on how best to meet the needs of all the users and ultimately, where should the proposed signals be located along Pacific Avenue with the reconfigured roadway. Considerations must include vehicle, pedestrian and bicycle connections, providing a logical

J§rminus for Atlantic Avern i.e, as well as adequate turn-around requirements for the public transit service/trolley lane.

25

16.08.05 Gold Key

CONSUL TING

In order to address these anticipated questions, several additional scenarios were evaluated to determine the impacts of alternative signal locations. Furthermore, 2015 assumptions were also considered which incorporate less conservative assumptions.

The following scenarios were also evaluated:

• Scenario 2: 2016 Assumptions2029 PM Peak - Proposed signal at Pacific Avenue / 4oth Street

• Scenario 3: 2015 Assumptions2025 PM Peak - Proposed signal at Pacific Avenue/ 39th Street

• Scenario 4: 2015 Assumptions2025 PM Peak - Proposed signal at Pacific Avenue / 40th Street

Scenario 2: 2016 Assumptions 2029 PM Peak- Proposed signal at Pacific Avenue I40th Street Intersection

As noted previously, Pacific Avenue and 40th Street is the closest intersection to the existing Pacific Avenue/Atlantic Avenue intersection and provides a logical terminus for both Atlantic Avenue as well as a multi modal connection to the boardwalk.

The Pacific Avenue/40th Street is a four-legged intersection. However, it should be noted that the west leg is a private roadway that serves the Galilee Church (and is gated to prohibit use by the public), therefore this leg of the intersection has minimal, if any, traffic demand during a traditional PM peak hour. In order to test this scenario, it is recommended that the northbound left-turn movement be prohibited during this peak period, to reduce the number phases at this location such that additional green time can be provided to the heavy southbound left turn lane as well as provide for pedestrian timing crossing Atlantic Avenue.

Yl/blJe the signal at Pacific A 40th S · e uire non-standard signal o erations it does provide a logical bic cle and e es nan connection with the sig a At an ue/42nd tree!. It also improves egress for the proposed development as its proximity creates more acceptable gaps for outbound traffic. Furthermore, 40th Street is a more natural terminus for Atlantic Avenue motorists destined to/from Pacific Avenue as well as providing a second multimodal connection across Pacific Avenue with a direct connection to the northern termini of the Boardwalk.

26