Zia Traffic Study

8/13/2019 Zia Traffic Study

1/158

tl il Z{-cL- 9+e^"lfl {trfr# t6fitrffi"Sf,i /Lllilnz {

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


2/158

New Mexrco DepnnrruENT oF TmrusponranoruPN-U900032

cN-u900032

Zn Purronru VISSIM ArullvsrsSr. Fnancts Dnve lnreRseclon OpeRntrons Assessuerur

Prepared For:

tttRT

Prepared By:

P^ffi8arc'(B,'fi,f,.F

Feb.uary 5, 2014


3/158

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

Februory 5,2074 mffigPlilcr(B,rtrFF


4/158

l|lllr$9/rPN U900032, CN-U900032 Zia Platform VISSIM Analysis

Stjr.n.it Dri". l"t"iiection Operations Assessment

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

25

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.....

February 5, 2074 nffiw&xEnffT


5/158

tlI puugooo32,cN-ugooo32 Zia Platform VISSIMlrlt4?trf

St Francis Drive lntersection Operations Assessment

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.

February 5, 2074 F[RtOtFgilucxEnnoFF


6/158

PN U900032, CN-U900032 Zia Platfom VISSIM Analysis|rllu*lt?f


. 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.

Februory 5, 2074 ffiEf,'{c'(ffi'{oFF


7/158

PN U900032, CN.U900032 Zia Platform VISSIM Analysis|llI/J4@A


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


8/158

PN U900032, CN-U900032 Zia Platform VISSIM Analysisiltlnt4tul St Francis Drive lntersection Operations Assessmento West Zia Road/St. Francis Driveo Siringo Road/St. Francis Drive

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

February 5,2074 mBsoilsgnNcxBjHoF,E


9/158

| il PN ueooo3z, cN-ueooo32 Zia Platform VISSIM AnalysisIJn St Francis Drive lntersection Operations Assessment

Figure 1: Study Area

O hEa*hsAdvlrdf]] rrmc*mrumrQ'rr**"r**

Februory 5,2074 -------EtRrBET{CKEBI{OFF


10/158

PN U900032, CN-U900032 Zia Platform VISSIM AnalysisrIlntluna--r


Figure 2: Existing (2013) Peak Hour Volumes

February 5,2074

Nots Exisling Traffic Volurcs have been balanced for mhrGsimulaion analysis

HRsgreBilUCT(EF'trFF


11/158

|llr/a*IPN U900032, C1'l-U900032 Zia Platfom VISSIM

St Francis Drive lntersection opeaations Assessment

Figure 3: Future (2038) Peak Hour Volumes

Februory 5, 2014

Nde:2038 Trafrc Vdmes haw b en balanced for mam-simulation anarysb

nnsffiWTH#F


12/158

PN U900032, CN-U900032 Zia Platform VISSIM AnalysislillIau1)d'I

St Francis Drive lntersection 0perations Assessment

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.

Februdry 5, 2074 mR9offignN{GKEB'IOFF


13/158

I|lllr4?0"1

PN U900032, CN-U900032 Zia Platform VISSIM AnalysisSt Francis Drive lntersection Operations Assessment

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


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


/s (SBL): 11Protected+Permissive

@2 (SBT): a5

Ped@IO2:26

@5 (NBT): 5s

Ped0to6 26

@3 (WBL):11


Q7 (EBD:2a

. Protected Only

Aa GBrl: 28

Pedato4i 44

@8 (WBT): 15

PedOLOS:44

February 5, 2A74 mFsotsAntrGflq'frfF


14/158

PN U900032, CN-U900032 Zia Platform VISSIM Analysis

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


@s (SBL): 11


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'{


. 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

February 5,2014 10 PARSOflSBN,NC'(INHOFF


15/158

|lll $at-r

PN U900032, Ct{-U9m032 Zia Platform VISSIM

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

Februory 5, 2014 11 Er'mffitffi


16/158

|lllt/u?h

PN U900032, C1$U9qD32 Zia Platfom VISslM

> 85% 1m96

htTfld

St Francb Drive lntersection operations Assessmem

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

Febrwry t 2014 L2 F'GMTBI'#F


17/158

PN U900032, CN-U900032 Zia Platform VISSIM Analysis|lrlr//qtu{


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.

Februory 5,2074 13 nE50lu5gllo,C'fCNHOFI


18/158

PN U900032, CN-U900032 Zia Platform VISSIM AnalysisilIt,|,ltlwf


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

Februory 5,2074 t4 Hffig,''GXB'#.F


19/158

fiillflaq?ta

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

February 5,2074 15 mnsffiffiftr{EnttrF


20/158

PN U900032, CN-U900032 Zia Platform VISSIM Analysis|llf,at4ftT

St Francis Drive lntersection 0perations Assessment

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

February 5, 2074 15 nffimf,HrffF


21/158

PN U900032. CN-U900032 Zia Platform VISSIM Analysis:, il&r

l/^'1720-f


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

February 5,2074 17 PAffsgtvsBE'/NCKENHOFF


22/158

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

Februorys,2l74 18 rc


23/158

PN U900032, CN-U900032 Zia Platform VISSIM Analysislttlrqw-a


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

February 5,2074 19 PIRSffiwntct(fnHoF:F


24/158

tiltRNMtatr

PN U900032, Cl'l-U900032 Zia Platform VISSIM Analysis


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

Februory 5, 2074 20 FnffsrcEn'E'(MHff.F


25/158

PN U900032, CN-U900032 Zia Platform VISSIM Analysistt3naupt|


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

Februory 5, 2074 2L mFsffiEnr,prB,tfrF


26/158


27/158

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

February 5, 20L4 23 ,zrnsoilsBEINCKffiHOFF


28/158

F il pN ue@032, cN-ueooo3zlr Zia Platform VISSIM AnalvsisSt Francis Drive lntersection Operations AssessmentEastbound Travel

Westbound Travel

BR'NCKENHC,FFFebruory 5,2014


29/158

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

Februory 5, 2014 25 aagffimf,tEn#F


30/158

PN U900032, CN-U900032 Zia Platform VlSSlM AnalysisttIElt4Q7

St. Francis Drive lntersection operations Assessment

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

Februory 5, 2074 26 FnRSrdSBNrcKEN''o|FF


31/158

llI pru usooo32, cN-ueooo32:itltutua

Zia Platform VISSIM

St. Francis Drive lntersection op ralions Assessment

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


32/158

Appendices

Februory 5,2074 Hffiw&r(EFir'oFiF


33/158

Appendix A: Memorials

February 5,20L4 ETR'OM-gnjl''CKffiHOFF


34/158

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


35/158

I

4

5

6

8

o

1.0

l1

'tD

l3

14

l5

t6

1?

I8

I9

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


36/158

I

4

6

7

8

9

10

l1

t2

T4

15

16

I7

I8

19

20

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


37/158

BEN LUJAN, SPEMEREOUSE OF REPRESENTATIVES

TE?HEN R. ARIAS, CHIEF CLERK


38/158

The Legislatureof the

State of New Mexico-soth Legislafure, 2'.d Session

LAWS zotz

CHAPTER

SENATE UEMORIAL 4I

Introduced by

SENATOR I{ANCY RODRIGITEZ


39/158

I

2

3

4

5

6

7

I9

IO

llL2

i3

L4

15

l6

L7

t8

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

Page I


40/158

t

2

3

4

5

5

7

8

9

t0

llT2

t3

t4

15

l5

t7

l8

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

Page 2


41/158


42/158

Appendix B: Existing (2013) Traffic Counts

Februory 5,2074 mffiffi,(FlTI'ffiF


43/158

I

2

3

4

5

6

7

8

9

l0

IIIt

l3

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

Page I


44/158

I

2

3

4

5

6

7

8

9

l0

llt2

l3

T4

t5

l5

L7

IE

l9

20

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

Page 2


45/158


46/158

Appendix B: Existing (2013) Traffic Counts

February 5,2074 FIrRtots8fi,E{cKER'fiFF


47/158


48/158

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


49/158

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


50/158

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


51/158

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


52/158

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


53/158

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


54/158

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


55/158

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


56/158

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


57/158

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%


58/158

Appendix E: VISSIM Output Reports

Februory 5, 2074 FNRSffiMXEftfi,F.F


59/158

Appendix E-1: VISSIM Output ReportsExisting Calibrated Travel Time

kbruory r 2014 Tffinmtnrffi


60/158

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

Documents

Zia Traffic Study