Intersection

Rating: Teen And Up Audiences Archive Warning: Choose Not To Use Archive Warnings Category: Multi Fandom: 僕のヒーローアカデミア | Boku no Hero Academia | My Hero Academia Relationship: Midoriya Izuku/Hatsume Mei/Yaoyorozu Momo/ Shinsou Hitoshi Character: Midoriya Izuku, Hatsume Mei, Yaoyorozu Momo, Shinsou Hitoshi, Yagi Toshinori | All Might, Iida Tenya, Uraraka Ochako, Todoroki Shouto, Nedzu (My Hero Academia), Aizawa Shouta | Eraserhead, Monoma Neito, Shouji Mezou, Class 1-A (My Hero Academia), Class 1-B (My Hero Academia) Additional Tags: au meets canon, hero class civil warfare, fic of a fic, BAMF Midoriya Izuku, Villain(ish) Midoriya Izuku, Polyamory, fake relationships, Manga Spoilers, THIS IS NOT ACTUALLY CANON IN THE HCCW UNIVERSE, Crack Treated Seriously Series: Part 3 of Hero Class Villain AU Collections: Tales of Class 1-A Stats: Published: 2018-08-28 Updated: 2019-12-07 Chapters: 26/29 Words: 102882

• At Josephine: Southbound right turn lane would impact Gas Station, ER Clinic and adjacent properties.

Response: Agreed. However, the southbound right-turn lane is not required to provide an acceptable level of service. We were using TxDOT's projected level of service for the 6-lane section for this intersection as our level of service target. The southbound right-turn lane and subsequent right-of-way acquisition is needed to match the 6-lane level of service. As noted, an acceptable level of service can be achieved without this southbound right-turn lane.
• At Mulberry: Depending on where the northbound third lane is added and dropped, extensive ROW impacts from Humphreys Ave to Eleanor.

Response: With our target of matching the level of service of TxDOT's 6-lane plan, that is correct. However, this is an area that requires further coordination and discussion. The purpose of providing our 4-lane analysis was to provide an option to carry a compromise solution forward within existing right-of-way.
• At Mulberry: ROW needed on the northeast corner.

Response: It is necessary to maintain the reported intersection delay and level of service. Lane configuration provided at the intersection was such that the intersection delay is as close as possible to the 6-lanes option. Right-of-way at Mulberry has been evaluated and previously coordinated with the property owner for the 4-lane alternative. This may need to be re-evaluated based on the selected alternative. As we have noted elsewhere in this memo, there does need to be consideration of a cross-section narrower than the 6-lane required by TxDOT, south of Mulberry where the existing right-of-way is 80 feet. A TxDOT standard width 6-lane cross-section with a left
-turn lane, will be 79 feet of pavement, with 11 ft lanes and 1-ft curb offsets. Since pedestrians must be accommodated, as well as vehicles, this cross-section requires additional consideration from TxDOT, beyond requiring accommodation of 6-lanes. The existing 6-lanes on Broadway, in the 80 ft rightof-way section are substandard and would not likely be reconstructed as substandard lane widths, on most TxDOT projects.
• At Allensworth: Southbound right turn does not accommodate bicycle lanes; additional ROW would be needed from Incarnate Word.

Response: This was a proposed design alternative and may require additional right-of-way to accommodate bicycle lanes and to maintain the TxDOT standard cross-section configuration with standard lane-widths and curb offsets.
• At Allensworth: Northbound third lane introduced at Allensworth does not accommodate bicycles to Hildebrand. Additional ROW would be needed.

Response: Yes, additional right-of-way would be necessary to accommodate bicycle lanes and to maintain the TxDOT standard cross-section configuration with standard lane-widths and curb offsets.
• At Hildebrand: Additional ROW needed on northeast corner.

Response: Yes, it is necessary to maintain the reported intersection delay and level of service. Lane configuration provided at the intersection was such that the intersection delay is as close as possible to the 6-lanes option.
• At Hildebrand: Additional ROW would be needed where the third lane drops and is added to accommodate bicycles.

Response: Yes, additional right-of-way would be necessary to accommodate bicycle lanes and to maintain the TxDOT standard cross-section configuration with standard lane-widths and curb offsets. Alternatively, trade-offs between intersection level of service and bicycle accommodations are needed. The 6-lane alternative will not likely have bicycle lanes.
• At Hildebrand: Bicycle Lane does not continue for northbound, additional ROW would be needed.

Response: We agree; however, based on our prior experience with bus blockages in delay analyses we have found that for similar levels of transit usage, bus blockage result in little impact on corridor LOS values; however, we have included the AM and PM 2045 Average Delay and LOS values as validation of our assessment in Appendix-A of this memo.
• Through volumes on Broadway were balanced on CoSA Synchro traffic model, which in some cases lowered the through volume, compared to Jacobs volume projections affecting results.

Response: Our balancing of intersection volumes has more to do with our concern of the validity of actual traffic counts than for some nefarious LOS altering purpose. Without a major sink or source, of which we do not feel there are any along the Broadway Corridor, our normal position for corridor traffic analysis is to balance the volumes. We stand behind our decision to balance the volumes as being a more accurate representation of daily intersection volume conditions than merely using straight traffic counts, primarily due to standard issues with techniques used to measure traffic volumes.
• Severing Alamo at Cunningham diverts more traffic to Broadway within a short 400 ft stretch. This would increase more traffic on to Broadway. The Appler Street intersection and traffic rerouting affects results. Extensive Public Involvement would be required for the severing of Alamo at Cunningham.

Response: Appler street as well as Ailing street are operating at level of service A with redirected traffic without traffic signals. Hence it won't affect the overall results. Since Appler is the location of a proposed, enhanced pedestrian crossing, it is possible that signalization could be provided to accommodate redirected traffic and provide a safer crossing for pedestrians; however, signalization is not required to accommodate the redirected traffic volumes.
• Geometric improvements such as turn bays and raised medians proposed in CoSA exhibit needs to be verified for operational and safety requirements of the projected corridor traffic volumes. Response: We agree; however, we do anticipate that providing a raised median along Broadway will improve both pedestrian comfort and pedestrian safety. The raised medians will also provide access management and is expected to improve overall vehicular safety along the corridor.
• Lane widths in the CoSA Synchro models of 11 ft and 12 ft did not match what is shown in the typical 10 ft.

Response: The Lane widths on the exhibit are 10 feet; however, a 1-foot curb offset is provided from both the curb lane curb as well as from the raised median lane width. However, these are not the final designs and lane widths will be optimized in PS&E. In the Synchro models, 11 ft. lanes were used based on engineering judgement.
Clayton Ripps, P.E. Broadway Street Intersection Analysis -Response to Comments July 25, 2022 Page 5 of 10 • Schematic introduces raised medians, does the traffic analysis capture the rerouted movements for the local streets? Response: The raised medians will result in re-routing, we have not attempted to re-route those movements, as that would likely add another variable to the comparison that would then be further debated. We used the volumes from TxDOT's report, so if the traffic was re-routed due to the raised medians in that analysis, it is carried forward in our analyses. We did re-route the movements from

Alamo/Cunningham at Ailing Street for our proposed modifications to fix the inefficient intersection operations at Alamo/Cunningham. The re-routing by the raised medians was analyzed in other City of San Antonio studies for this corridor.
• At Newell Ave: Approach lanes need dual lefts to prevent queuing at US 281 off ramp.

Response: The existing configuration does not have dual left-turn lanes. We do not have a copy of TxDOT's Jacobs models or analyses to confirm this statement. We recommend that TxDOT continue coordinating with the City of San Antonio to develop a solution to what appears to be an existing issue.
• At Grayson: Was the parallel parking for 4 lane sections taken into account in the traffic analysis?

Response: Not explicitly, as more detailed analyses with a simulation model would be needed. Otherwise, parking maneuvers for a total of 15 spaces will have little impact on intersection delays or level of service values.
• At Josephine: Southbound right turn lanes do not show the storage length required.

Response: In our traffic analyses, storage lengths were modeled to show queue lengths that do not result in spillover. Additional queue length analyses will be evaluated if/when TxDOT agrees to move forward with a 4-lane alternative. This comment will apply to the entire corridor with a raised median whether it was 4-lanes or 6-lanes.
• At Alamo and Cunningham: Cul-de-sac on Alamo diverts traffic to Appler.

Response: Traffic is diverted/redirected to both Appler and Ailing St.
• At Alamo and Cunningham: Appler will be signalized, introducing signals would this cause delay?

Response: Appler will not be signalized. Southbound lefts will be accommodated as permitted lefts at Ailing St. We have evaluated a signal for Appler to replace the proposed enhanced pedestrian crossing. That signal operated at a level of service A, so it will not create noticeable additional delays.
• At Alamo and Cunningham: Appler would need additional turn lanes on Broadway.

Response: Yes, we propose a southbound left-turn lane to Appler and a turn lane to the driveway at Cunningham, located back-to-back, not side-by-side.
Clayton Ripps, P.E. Broadway Street Intersection Analysis -Response to Comments July 25, 2022 Page 6 of 10 • At Alamo and Cunningham: More detailed traffic analysis would be required to assess the impacts to Broadway due to this proposed alternative concept.

Response: Agreed. Public involvement will be needed for approval of the concept, but the Alamo & Cunningham intersection is a long-term problem due to the inefficiencies of the 5-legged intersection and additional traffic signal phases required to service all of the movements.
• At Mulberry: Was the merge of the dropped lane analyzed in the traffic analysis?

Response: Lane drops at Eleanor and not Mulberry. Based on traffic volumes, this merge would not pose significant operational issues.
3. TxDOT finds several deficiencies in the CoSA exhibit. Listed below are the high points: (Additional comments are provided on CosA exhibit) • Remove TxDOT branding from the CoSA exhibit.

Response: Agreed.
• A six-lane roadway section allows U-turns when medians are introduced. It is difficult to accommodate U-turns in a 4-lane section when medians are introduced.

Response: Agreed; however, the Broadway corridor has a network of surrounding streets that can facilitate and accommodate vehicles turning around. Within the City of San Antonio, U-turns at traffic signals are normally prohibited by Code and can be supplemented with signing.
• Improvements to side streets do not accommodate bicycles due to lane width reductions.

Response: Agreed, accommodating bicycles along the cross-streets will require additional right-ofway that may not be possible to obtain. Neither proposed solution (4-lane; 6-lane) would accommodate bicycles on side streets.
• Access management strategy is not utilized for the 4 lane sections, for example between Mill Race Road and Avenue B south bound, there are 11 driveways. Response: We presume the same will be true for the 6-lane section. The raised median provides access management, we are not proposing driveway consolidations.
• Third through lane accommodates deceleration and acceleration to and from driveways along the corridor. Having only two lanes would create blockages for through traffic.

Response: Adding blockages would not impact intersection level of service and delay significantly. Based on the Bus blockages used by Jacobs (6/hr), LOS does not change significantly. The existing substandard lane widths create their own blockages/obstacles for through traffic involving vehicles.
• Do the additional cross street improvements shown on the exhibits meet ADA requirements? Response: The additional cross street improvements shown on the exhibits are not a final or 90% schematic, they are merely concepts for further discussion and development of the concept to reach a consensus on a plan for the Broadway corridor. Any final design will satisfy ADA.