HomeMy WebLinkAboutRS_TrafficImpactAnalysis_181102_v1.pdfWilliam Popp Associates Transportation Engineers/Planners
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14-400 Building Suite 206 14400 Bel-Red Road Bellevue, WA 98007
TRAFFIC IMPACT ANALYSIS
for
Cedar River Apartments
Prepared for:
SRM Renton, LLC
720 6th Street South Ste. 200
Kirkland, WA 98033
Prepared by:
William Popp Associates
14-400 Building, Suite 206
14400 Bel-Red Rd
Bellevue, WA 98007
November 1, 2018
Traffic Impact Analysis Cedar River Apartments
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T A B L E O F C O N T E N T S
INTRODUCTION.......................................................................................................................................1
A. EXISTING CONDITIONS...................................................................................................................4
Table 1 Three-plus Year Accident History a .............................................................................................8
Table 2 Accident Type History a ...............................................................................................................8
2. TRAFFIC VOLUMES ............................................................................................................................9
Table 3 Existing Peak Hour Volume Summary a ......................................................................................9
3. LEVEL-OF-SERVICE ..........................................................................................................................12
Table 4 Intersection Level-of-Service Criteria........................................................................................13
Table 5 Existing Intersection Level-of-Service (Year 2017) ..................................................................13
Individual Intersection Results (per Synchro) ........................................................................................13
4. PLANNED AND PROGRAMMED IMPROVEMENTS................................................................................14
B. FUTURE CONDITIONS ....................................................................................................................16
1. BACKGROUND TRAFFIC VOLUMES ...................................................................................................16
2. PROJECT TRIP GENERATION .............................................................................................................17
Table 6 Project Trip Generation Estimates a ...........................................................................................18
3. TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT...............................................................................19
4. BACKGROUND TRAFFIC PLUS PROJECT TRAFFIC VOLUMES .............................................................19
5. LEVEL-OF-SERVICE (FUTURE YEAR PHASED PROJECT CONDITIONS)...............................................22
Table 7 Phase 1 Intersection Level-of-Service (Year 2021)...................................................................22
Individual Intersection Results (per Synchro) ........................................................................................22
Table 8 Phase 2 Intersection Level-of-Service (Year 2022)...................................................................25
Individual Intersection Results (per Synchro) ........................................................................................25
Table 9 Phase 3 Intersection Level-of-Service (Year 2023)...................................................................26
Individual Intersection Results (per Synchro) ........................................................................................26
6. PARKING ..........................................................................................................................................27
C. CONCLUSIONS..................................................................................................................................27
1. PROJECT DETAILS ............................................................................................................................27
2. ACCIDENTS ......................................................................................................................................28
3. PROJECT VEHICULAR IMPACT ..........................................................................................................28
4. LEVEL OF SERVICE ...........................................................................................................................28
5. SITE ACCESS ....................................................................................................................................29
6. PARKING ..........................................................................................................................................29
D. MITIGATION AND RECOMMENDATIONS ................................................................................29
1. FRONTAGE IMPROVEMENTS .............................................................................................................29
2. PRIMARY SITE ACCESS ....................................................................................................................29
3. SECONDARY SITE ACCESS................................................................................................................30
4. OFF-SITE PROGRAMMED MITIGATION IMPROVEMENTS....................................................................31
5. TRAFFIC IMPACT FEE .......................................................................................................................33
Traffic Impact Analysis (11/01/18) Cedar River Apartments
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INTRODUCTION
The following report was prepared to address the traffic related impacts of the proposed new
Cedar River Apartments project located in the City of Renton. This study evaluates the
project’s AM and PM peak hour (street peak) traffic impacts at the following intersections per
the pre-application meeting direction:
1. SR 169/Sunset Way/Bronson Way/I-405 Southbound On-Ramp
2. SR 169/I-405 Northbound On-Ramp
3. SR 169/Shari’s Driveway
4. SR 169/Cedar River Park Dr
The study follows the typical City of Renton traffic impact analysis guidelines for project
impacts. These are evaluated for three separate phases, with Phase 3 being the year of
estimated full occupancy.
Project Identification
The site is located at 1915 Maple Valley Highway (SR 169) in the City of Renton. The parcel
number is 1723059026, and the total area of the site is approximately 12.5 acres. The site is
currently vacant in terms of building structures, however, it is used as a storage area for heavy
construction machinery. Presently, there are two access points to the site including one to
Cedar River Park Drive and one to SR 169.
A project vicinity map is shown in Figure 1.
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Figure 1: Vicinity Map (north is up)
The project site fronts to SR 169 to the east, the Cedar River to the south, and Cedar River
Park to the west. A parcel map locating the site is shown in Figure 2.
Figure 2: Site Parcel Map (north is up)
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The proposed Cedar River Apartments site plan consists of three different buildings, to be
constructed in three separate phases. Each building and phase is discussed below:
Phase 1 – Building A will be constructed as Phase 1 and presumed occupied by 2021. This
building will consist of 238 apartment units, on 5 levels; along with 306 parking stalls in the
structure. In addition to the structure parking, there will be some surface parking on the north
side of the building. Building A will be located on the west end of the site and its proposed
access will be to both Cedar River Park Drive and to SR 169. The SR 169 access will replace
the existing driveway opening.
Phase 2 –Building B will be constructed as Phase 2. This building will be located at the east
side of the site and will consist of 243 apartment units, on 5 levels, plus 4,852 gsf of
commercial retail on the ground floor for public use. Phase 2 is presumed to be occupied by
2022. The retail space is currently undetermined. There will be 339 parking stalls in the
structure.
Phase 3 – This phase proposes a Medical Office type use on the commercial pad located in the
north corner of the parcel, identified in this report as Building C. Parking is currently
undetermined. Access is presumed to be to the internal roadway in front of Building B and
the driveway is anticipated to be opposite the garage entry to Building B. No additional
access points to public roadways are proposed with Phase 3.
The site plan is presented in Figure 3.
Figure 3: Site Plan (north is up)
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A. EXISTING CONDITIONS
Roadways
Key roadways serving the site are discussed below.
SR 169 is a two-way east/west Principal Arterial that connects between I-405 to the west and
extends east all the way to Enumclaw. The roadway in the site vicinity is a 7-lane roadway
with three-lanes each direction and left turn pocket / center two-way left turn lane, along with
curb, gutter, and sidewalks on both sides. On-street parking is prohibited. Traffic control
includes signals at all major intersection. The posted speed limit is 35 mph in the vicinity of
the site.
Cedar River Park Dr is a two-way local access public/private street that provides project
access and connection to recreational elements including the Cedar River Park, Carco Theatre,
and the Henry Moses Aquatics Center. The roadway is identified as a public road for a
distance of approximately 300 feet southwest from the SR 169 intersection, at which point it
is a private roadway for access and circulation through the park. The public portion of the
road is approximately 40 feet wide with curb, gutter, and sidewalks on both sides. On-street
parking is not permitted. The public portion of the roadway is channelized with a three-lane
section, two lanes northbound towards the signal at SR 169 (left turn and right turn pockets),
one lane southbound (exiting away from SR 169). The speed limit is presumed to be 25 mph.
On the west side of I-405, nearby roadways include Bronson Way, Houser Way, Sunset Way,
the one-way couplet of S 3rd St and S 2nd St, the one-way couplet of N3rd St and N 4th St, and
N 3rd St east of I-405 (becoming N 4th St further east at top of the hill), are all identified as
Principal Arterials.
A map identifying the City’s arterial classification is shown in Figure 4.
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Figure 4: City Arterial Classification Map (north is up)
Intersection Geometrics and Signal Operations
SR 169 runs in a diagonal direction in the project vicinity, however, for this analysis, it is
described as in an east-west direction with side streets in the north and south directions.
SR 169/Sunset Way/Bronson Way/I-405 Southbound On-Ramp is a signalized intersection
with split phasing for all directions plus some overlaps. The intersection channelization is as
follows:
• Southbound approach – a four lane approach including a one left turn lane, a shared
left/thru lane where the thru is restricted to HOV only, a shared thru/right turn lane,
and a right turn lane. The right turn lanes have a large radius turn along with large
raised island with exclusive signal control to Bronson Way. There is no pedestrian
crosswalk across the main approach or the right turn lanes.
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• Eastbound approach – a four-lane approach including dual left turn lanes, a thru lane
and a shared thru/right lane with a large right turn island. There is no pedestrian
crosswalk across this approach.
• Westbound approach – a four-lane approach that includes a left turn pocket, two thru
lanes and a right turn lane. There is no pedestrian crosswalk across this approach.
• The signal operates with three phases. The southbound phase runs with a westbound
right turn overlap. The westbound phase runs exclusive with no overlaps. The
eastbound phase runs with the southbound right turn lane overlap.
• The south leg is the I-405 southbound on-ramp, a two-lane roadway leaving the
intersection. This ramp has one lane with ramp meter control as well as an HOV
bypass lane. The ramp meter is approximately 510 feet south from the intersection
crosswalk.
SR 169/I-405 Northbound On-Ramp is a signalized intersection with special operations. This
intersection is approximately 400 feet east from the SR 169/I-405 Southbound On-Ramp
intersection. The intersection channelization is as follows:
• Southbound approach – a single lane off-ramp from northbound I-405. The lane is
right turn only. There is a pedestrian crosswalk across this approach.
• Eastbound approach – a three-lane approach including one left turn pocket and two
thru lanes. The two thru lanes do not have signal control and thus run free.
• Westbound approach – a four-lane approach that includes three thru lanes and one
right turn lane. There is no pedestrian crosswalk across this approach.
• The north leg exit lane to I-405 is a single lane with ramp meter approximately 775
feet north from the crosswalk at the intersection.
SR 169/Shari’s Driveway is a signalized intersection serving the restaurant plus a Quality Inn.
This intersection is approximately 270 feet east from the SR 169/I-405 Northbound On-Ramp
intersection. The intersection channelization is as follows:
• Southbound approach – a single or possibly dual lane for right or left turns, however
there is no channelization on this leg, as it is a commercial driveway. The pedestrian
crossing of this approach is the sidewalk across the driveway.
• Eastbound approach – a four-lane approach that includes one left turn pocket, and
three thru lanes. There is a pedestrian crosswalk across this approach. U-turns are
signed as prohibited however there is a fair amount of u-turn traffic observed.
• Westbound approach – a four lane approach that includes three thru lanes and one
designated right turn lane that extends through this intersection to the northbound on-
ramp. There is no pedestrian crossing of the east leg.
SR 169/Cedar River Park Dr is a signalized intersection serving the Cedar River Park and
amenities. This intersection is approximately 700 feet east from the SR 169/Shari’s Driveway
intersection. The intersection channelization is as follows:
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• Eastbound approach – a three-lane approach that includes two thru lanes and one
shared thru/right turn lane. There is no pedestrian crosswalk across this approach.
• Westbound approach – a four-lane approach that includes three thru lanes and one
designated left turn pocket that transitions from a center two-way left turn lane. The
turn pocket is 200 feet in length plus a 150-foot transition opening to the center two-
way left turn lane markings. There is a pedestrian crossing of the east leg.
• Northbound approach – a two lane approach that includes a left turn lane and a right
turn lane that extend back approximately 175 feet to where the proposed Cedar River
Apartments access will be (and where the current gravel yard driveway is now). There
is a pedestrian crossing of this approach.
Pedestrian Facilities
Pedestrian facilities in the vicinity of the site include sidewalks on the adjacent roadways.
Pedestrian access from the site to the west side of I-405 into downtown Renton can be walked
via the sidewalk along the south side of SR 169 and under I-405. Alternatively, pedestrians
can walk through Cedar River Park near the river and underneath I-405 to a pedestrian signal
and crosswalk across Houser Way N.
Transit Service
Transit service in the region is provided by the King County Department of Transportation
(Metro Transit). There are two routes that run along SR 169 in the vicinity of the site. These
are Routes 143 and 907.
Route 143 runs between Black Diamond and Downtown Seattle. Buses run during the AM
and PM commute hours only with bus headways approximately 20 minutes apart in the peak
direction. Route 907 is DART (dial a ride transit) and provides service between Black
Diamond and the Renton Transit Center. Service is generally provided between 9am and
4pm. The bus stop for both of these routes are on SR 169 just east of the Cedar River Park
Drive intersection, essentially adjacent to the site.
The walking distance to/from the Renton Transit Center is approximately 4,000 feet, which is
presumed to be along S 3rd St to Houser Way N and under I-405 and through Cedar River
Park.
Accident Data, last 3 (available) calendar years.
A summary of the three-plus year accident data at the analysis intersections was obtained from
WSDOT Headquarters Olympia. Data for the subject intersection was for the period of
January 1, 2014 through May 31, 2017 for the subject intersections. A summary of available
accident data is presented in Table 1.
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Table 1
Three-plus Year Accident History a
Number of Accidents by Year Accident
Intersection 2014 2015 2016 2017a Total Rate b
SR 169/Sunset Way/I-405 SB On-Ramp 2 4 4 0 10 0.16
SR 169/I-405 NB On & Off-Ramp 4 5 10 3 22 0.43
SR 169/Shari’s Driveway 8 8 10 2 28 0.71
SR 169/Cedar River Park Dr 8 2 3 1 14 0.36
a Data period is 1/1/14 through 5/31/17.
b Accidents per million entering vehicles (acc/mev). Entering vehicles based on 2017 PM peak hour data * 10.
As shown in Table 1, the accident rate ranges between 0.16 acc/mev and 0.71 acc/mev for the
four analysis intersections for the 3-plus year period. The accident rates noted suggest
adequate relatively safe operations at these intersections. The typical standard threshold is 1.0
accidents per million entering vehicles (acc/mev) at which time further evaluation would be
needed.
The most common type of accidents are rear-end, sideswipe and enter-at-angle type of
accidents. Table 2 identifies the number of occurrences by accident type at each of the four
intersections.
Table 2
Accident Type History a
SR 169/Sunset/ SR 169/I-405 SR 169/Shari’s SR 169/Cedar All
I-405 SB Ramps NB Ramps Driveway River Park Drive Intersections
Rear End 2 18% 15 52% 10 33% 14 67% 41 45%
Side Swipe 6 55% 7 24% 5 17% 5 24% 23 25%
Enter at Angle 1 9% 1 3% 6 20% 2 10% 10 11%
Left Turn 1 9% 3 10% 7 23% 0 0% 11 12%
Other 1 9% 3 10% 2 7% 0 0% 6 7%
11 29 30 21 91
a For the period between 1/1/14 and 5/31/17.
As shown in Table 2, the rear-end accident is the most prevalent type of accident at three of
the four intersections. The most prevalent accident type at the SR 169/Sunset Way/I-405 SB
on-ramp intersection is a sideswipe condition, which is most likely due to the large number of
dual turn lanes.
Overall, cumulative for all four intersections, the rear-end type of accident accounts for of
45% of the total accidents, with sideswipe accidents at 25%. In general, rear-end accidents
are most common at heavily congested signalized intersections where motorists are not
anticipating stop conditions during green light situations.
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2. Traffic Volumes
Existing AM and PM peak hour turning movement counts were collected at the four subject
intersections in mid June of 2017. Table 3 below identifies the peak hour volume for each
location.
Table 3
Existing Peak Hour Volume Summary a
Total Entering Volume
Intersection AM PK PM PK
SR 169/Sunset Way/Bronson Way/I-405 Southbound On-Ramp 4,347 5,126
SR 169/I-405 Northbound On & Off-Ramp 3,267 4,058
SR 169/Shari’s Driveway 2,803 3,157
SR 169/Cedar River Park Dr 2,717 3,144
Pk between SB Ramps between NB Ramps between Shari’s Dvwy
Hr Direction and NB Ramps and Shari's Dvwy and Cedar River Park Dr
AM WB 2,220 2,090 2,020
EB 370 680 660
PM WB 1,360 960 950
EB 1,670 2,270 2,120
a Traffic counts conducted in mid June 2017
As shown in Table 3, the intersection with the heaviest amount of traffic is the SR 169/Sunset
Way/Bronson Way/I-405 Southbound On-Ramp intersection. The PM entering volume at this
intersection is about 20% greater than the AM entering volume. In general for all four
intersections, the PM peak hour intersection volume is about 18% greater. This is very high
volume intersection.
The link volume by direction as shown in Table 3 is about 2,100 vehicles during the AM peak
hour in the westbound direction. This volume reflects a 79% directional volume westbound.
The total volume on average is 2,680 vehicles for the AM peak hour.
For the PM peak hour, the peak directional volume is on average 2,020 vehicles. This volume
reflects a 65% directional volume eastbound. The total volume on average is 3,110 vehicles
for the PM peak hour.
A summary of the existing 2017 AM and PM peak hour volumes at the analysis intersections
are presented in Figure 5a and 5b.
A 24-hour count was obtained from WSDOT historical records, albeit somewhat dated, that
shows the hourly volume for an average weekday in April of 2010 (average for Tue through
Friday). The volumes are shown in Figure 6 and are presented to show the peaking nature by
hour of day.
SR
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S h a ri's D rive w a yI-405 N B R am psI-405 NB Off-RampSunset WayI-405 SB On-RampB r o n s o n W a y
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A B
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xx -- 2017 AM Peak Hour Counts
EXISTING AM PEAK TRAFFIC VOLUMES
Figure 5a
Int #1
Int #3
Int #4
Int #2
North
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xx -- 2017 PM Peak Hour Counts
EXISTING PM PEAK TRAFFIC VOLUMES
Figure 5b
Int #1
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Int #4
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Figure 6: SR 169 Hourly Volumes
As shown in Figure 6, the peak hour for the average weekday is during the 5:00 PM hour.
Also shown in this figure is the hourly fluctuation in volume by direction. The westbound
direction clearly peaks in the morning and the eastbound clearly peaks in the evening.
3. Level-of-Service
Level-of-service (LOS) is a term defined by transportation and traffic engineers as a
qualitative and quantitative measure of operational conditions within a traffic stream and the
perception of these conditions by motorists and/or passengers. There are several quantitative
indices utilized depending on the type of intersection control present. There are six levels-of-
service that are given letter designations from "A" to "F", with "A" being the best, or
minimum delay conditions, and "F" being the worst, with maximum delay or jammed
conditions. LOS "C" or "D" is generally considered acceptable for planning and design
purposes, while LOS "E" represents operating conditions at or near capacity with freedom to
maneuver being extremely difficult.
Level-of-service for the existing condition was calculated using Trafficware’s Synchro
software. This software replicates the analytical procedures specified in the Highway
Capacity Manual. The level of service criteria are shown in Table 4. Level-of-service for
signalized and non-signalized intersections is quantified in terms of vehicular delay. Delay,
measured in terms of time (seconds), also represents driver discomfort, frustration, excess fuel
consumption and lost travel time.
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Table 4
Intersection Level-of-Service Criteria
Level of Stopped Delay Per Vehicle1
Service Definition signalized non-signalized
A Little or no delay Less than 10.0 sec Less than 10.0 sec
B Short traffic delays 10.1 to 20 sec 10.1 to 15 sec
C Average traffic delays 20.1 to 35 sec 15.1 to 25 sec
D Long traffic delays 35.1 to 55 sec 25.1 to 35 sec
E Very long traffic delays 55.1 to 80 sec 35.1 to 50 sec
F Extreme delay Greater than 80 sec Greater than 50 sec
1 Delay; seconds per vehicle
Note that for signalized intersections, the delay presented represents the overall operation of
the intersection, whereas the delay presented for unsignalized intersections represents the
delay for the critical approach or movement. The results are presented in this manner since
the overall intersection delay at a non-signalized intersection is generally quite good because
the major through street maneuvers are not impeded and for the most part carry the majority of
the traffic. It is also important to note that the level of service results from the Synchro output
do not fully take into consideration the queue spill back from upstream or downstream-
signalized intersections and the additional congestion that may occur.
The existing level of service at the analysis intersections is presented in Table 5.
Table 5
Existing Intersection Level-of-Service (Year 2017)
Individual Intersection Results (per Synchro)
Intersection LOS a Delay a Comments
AM PEAK HOUR b
1 SR 169/Sunset Way/Bronson Way/I-405 SB On-Ramp D 47 ramp meter not included
2 SR 169/I-405 NB On & Off-Ramp c C 28 ramp meter not included
3 SR 169/Shari’s Café/Quality Inn Driveway A 3 tee intersection
4 SR 169/Cedar River Park Dr A 6 tee intersection
PM PEAK HOUR b
1 SR 169/Sunset Way/Bronson Way/I-405 SB On-Ramp E 56 ramp meter not included
2 SR 169/I-405 NB On & Off-Ramp B 12 ramp meter not included
3 SR 169/Shari’s Café/Quality Inn Driveway A 3 tee intersection
4 SR 169/Cedar River Park Dr A 4 tee intersection
a LOS and Delay are per Synchro v10, HCM 2010 except Int2. Delay values represented in seconds per vehicle, all intersections are
signalized.
b street peak hour: AM 7:00-8:00am, PM 4:45-5:45pm.
c Int2 (SR 169/I-405 NB Ramps) computed using HCM2000 due to fact HCM2010 cannot compute non-NEMA conditions.
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As shown in Table 5, as stand-alone intersections, each of these are estimated to operate at
satisfactory level of service except for the SR 169/Sunset Way intersection (Int1), which is
estimated to operate at LOS E during the PM peak hour.
It is important to note that the operations of these four intersections are all affected directly by
the operations of I-405 and the subsequent ramp metering conditions for Intersections 1 and 2.
Any significant ramp congestion due to long ramp meter intervals generally results in
spillback congestion through the intersections in this analysis.
4. Planned and Programmed Improvements
According to the city of Renton’s 2019-2024 Transportation Improvement Program, there are
four roadway project improvement projects in the vicinity of the project.
TIP 34 -- Maple Valley Highway Barriers (Traffic Operations and Safety Project).
This project includes two barriers vicinity of western edge of Riverview Park: One is to install
a concrete median barrier between east and westbound travel lanes of the SR 169 S-Curve
between the Riviera Apartments and S. 5th Street including associated roadway widening to
add the barrier. The second barrier improvement will remove the existing concrete barrier end
treatment located eastbound (east of the Riviera Apartments) and replace with 2 new concrete
barriers extending west.
TIP 36-- NE 3rd Street/NE 4th Street Corridor Improvements (Corridor Project)
This project involves a series of improvements in this corridor to improve traffic operations
such as rechannelization and traffic signal modifications, possible transit priority signal
treatments and queue jumps. This project will seek to meet pedestrian, transit and bicycle
needs.
TIP 24-- South 2nd Street Conversion Project (Corridor Project)
The South 2nd Street Conversion Project will be improving multimodal mobility in around
the downtown core by converting an existing 4–lane one-way roadway to a roadway with one
through-lane in each direction between Main Ave South and Rainier Ave South. This project
also includes pedestrian and bicycle facilities, traffic operations improvements, and transit
upgrades that will provide better traffic operation and circulation for all modes of
transportation. The improvements include a westbound bypass transit lane from just west of
Logan Ave S to just east of Lake Avenue. Transit facility upgrades include new Rapid Ride
stops and a transit queue jump at the new traffic signal at the Shattuck intersection.
TIP 41 -- South 3rd Street Conversion Project (Corridor Project)
The project provides pedestrian and bicyclists facilities and enhancements, traffic operation
and circulation improvements in Downtown. The improvements include adding raised
intersections with bulb outs, parklets, pedestrian plaza, lighting, street furniture, streetscape,
bicycle blvd, bike racks, signage, wayfinding and converting S 3rd St to two-way operations.
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TIP 28 -- Houser Way S/N Non Motorized Improvements (Non-Motorized Project)
This project would install a separated bike facility on the north side of Houser Way S/N,
between Mill Ave S. and Bronson Way N. Intersection crossings would be improved at Cedar
River Park Drive and Mill Ave S. The project will include planning and pavement overlay,
channelization, and intersection crossing improvements. For feasibility and constructability
issues, the roadway and pedestrian bridge sections would not be part of this project.
Another project not included in the Transportation Element but that is included in the City’s
Rate Study for Impact Fees (8/26/11), is Project #10 which consists of widening SR 169 from
the Cedar River Park Entrance to East City Limits – “widen existing 4-lane roadway (7 lanes
for a very limited distance) to provide additional lane in each direction; traffic operations
improvements at intersections.” The total project cost was estimated at $83,693,292 and the
amount eligible for impact fees was $59,204,163. This cost is part of the total fee basis of
$134,330,224 as used for the denominator in the calculations of trip fees.
WSDOT Improvements
There are several projects currently in design or long range proposed that would have
significant impact on traffic operations on I-405 in the vicinity of the proposed Cedar River
Apartments project. They are:
I-405/SR 169 Interchange Improvements
There are currently two interchange projects proposed at this location. The first involves a
proposed short-term enhancement with widening of the southbound on-ramp to include two
general purpose metered lanes and one HOV by-pass lane. As part of this, the westbound
approach would be modified (underneath I-405) to include two westbound turn lanes to the
southbound ramp. This would involve rechannelization of the inside through lane to a shared
thru plus left turn lane. This concept is expected to be completed in 2019 as its benefits to
current traffic operations are substantial..
The second project is along-range plan (currently unfunded part of I-405 Master Plan) and
includes a major change of both the SR 169 interchange and adjacent roadways that would
include new ramps at N 3rd St and a fly-over southbound to eastbound SR 169. The estimated
completion of this concept would be about 15 years out and will require significant legislative
action to fund these remaining portions of the Master Plan.
I-405 - Renton to Bellevue Widening and Express Toll Lanes
The project will add new lanes to create a two-lane express toll lane system between SR 167
in Renton and Northeast 6th Street in Bellevue. In general, the project will add one new tolled
lane in each direction. The existing HOV lane will be combined with this new lane to create a
dual express toll lane system. Since this project adds a lane of capacity each way the
beneficial impacts on mainline and interchange operations should be substantial.
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Project highlights
• Dual express toll lane system from SR 167 in Renton to Northeast Sixth Street in
Bellevue
• New southbound auxiliary lane in the I-90 to 112th Avenue Southeast vicinity
• Improvements at interchanges, including Northeast Park Drive and Northeast 44th
Street in Renton, and 112th Avenue Southeast and Coal Creek Parkway in Bellevue
• Construction of portions of the Eastside Rail Corridor regional trail, including a 2.5-
mile paved section and a new crossing over I-405 in downtown Bellevue at the site of
the former Wilburton rail bridge (in partnership with King County)
• New direct access ramp and inline transit station at NE 44th Street in Renton to help
support Bus Rapid Transit operations (in partnership with Sound Transit)
The project timeline is:
• Summer 2015: Funded by Connecting Washington for preliminary engineering, right
of way acquisition, and construction
• 2019: Start of construction
• 2024: Open to traffic
The longer term plans for the south end of I-405 Master Plan includes one additional general
purpose lane in each direction in this section of the roadway and other associated
improvements to interchanges, local roadways, noise walls and storm water management
facilities. This longer-term work is not currently funded for design or construction.
I-405 - SR 167 Interchange Direct Connector Project
WSDOT is currently constructing a new flyover ramp connecting the HOT lanes on SR 167 to
the carpool lanes on I-405 in Renton.
This highway-to-highway connection will address weaving issues associated with drivers
exiting the carpool or HOT lanes, merging onto I-405 or SR 167, and merging across traffic
again to the toll lanes. The immediate result should be improved operations for both general-
purpose lanes and carpool or express toll lanes. .
B. FUTURE CONDITIONS
1. Background Traffic Volumes
Background traffic volumes were estimated by factoring the existing traffic volumes by a
calculated historical traffic growth rate up to the project's horizon year. The project’s
estimated horizon year was assumed to be 2021 for Phase 1, 2022 for Phase 2, and 2023 for
Phase 3.
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Historical average annual daily traffic counts in the area of the project were obtained from
WSDOT sources for the period between 2008 and 2016. The count locations include
locations on SR 169 just east of I-405. A summary total for all roadway segments noted
above indicate that the historical annual growth rates are trending around 1.3%. Given the
state’s policy directive to limit future travel growth a simplified background growth rate of
1% was used to forecast future volumes for all movements.
No pipeline projects were identified by the City that would have a significant impact on this
analysis.
Background volume forecasts for Year 2021, 2022, and 2023 are all shown in Appendix A.
2. Project Trip Generation
The Cedar River Apartments would consist of 481 apartments in two separate buildings;
Building A and B, with 5 levels each building. The third building is proposed as a medical
office building with a gross floor area of 25,000 gsf approximately, identified as Building C.
The project is proposed to be constructed in three phases. Each phase is discussed below and
the trip generation estimate bases are all per the ITE Trip Generation 10th Edition manual.
Phase 1 will be Building A. This building will consist of 238 apartment units, on 5 levels;
along with 306 structure parking stalls. The best-fit land use is ITE Land Use Code 221,
Multifamily Housing (Mid-Rise). Mid-rise multi-family housing includes apartments,
townhouses, and condominiums located within the same building with at least three other
dwelling units and that have between three and 10 levels (floors).
Phase 2 will be Building B. This building will consist of 243 apartment units, on 5 levels,
plus 4,852 gsf of commercial retail on the ground floor. There will be 339 structure parking
stalls. For the small space of commercial retail public use, and due to the fact the space(s)
is/are currently undefined, this analysis assumes an evenly split mix of four different retail
type uses including: LUC 814 Variety Store, LUC 875 Department Store, LUC 876 Apparel
Store, and LUC 920 Copy/Print/Express Ship Store. For the resultant retail trip generation
estimate, it was also assumed that 50% of the total trips would be pass-by related.
Since for Phase 2 there is a mix of land uses, an estimate of internal trip capture was made for
all non-pass-by related trips using NCHRP 684 “Internal Trip Capture Estimation Tool”. The
results are shown in Table 6.
Phase 3 will be the future commercial pad, identified in this report as Building C. It is
intended to be a Medical Office type use. Therefore, trip generation rates are based on ITE
LUC 720, Medical Office. Similar to Phase 2, since there is a mix of land use types, the
internal trip capture tool (NCHRP 684) was used to estimate internal and external trips with
Phase 3.
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The site is currently occupied by construction trucks and trailers and other heavy equipment.
However, the trips currently generated at the site are likely incidental and are assumed as
insignificant and thus identified in this analysis for any trip credit against future project trips.
The trip generation estimates for the project by phase are presented in Table 6.
Table 6
Project Trip Generation Estimates a
PHASE and, AM Peak PM Peak
ITE Code and Land Use Size AWT Total In Out Total In Out
PHASE 1
LUC 221 b – Multi-Family House Mid-Rise (3 to 10 floors) – 238 units (Building A)
Rate 5.44 0.360 0.260 0.740 0.440 0.610 0.390
Vol 1,295 86 22 64 105 64 41
PHASE 2
LUC 221 b – Multi-Family House Mid-Rise (3 to 10 floors) – 243 units (Building B)
Rate 5.44 0.360 0.260 0.740 0.440 0.610 0.390
Vol 1,322 87 23 64 107 65 42
LUC 814,815,875,920 c – Retail Mix – 4,852 gsf commercial/retail
Rate 61.21 1.85 0.67 0.33 4.95 0.50 0.50
Vol 297 9 6 3 24 12 12
Retail Primary & Diverted (50%) 149 5 3 2 12 6 6
Phase 2 Subtotal 1,471 92 26 66 119 71 48
PHASE 1 and 2
Total Trips (internal & external) 2,766 178 48 130 224 135 89
Internal Trip Capture Estimate d 55 2 1 1 6 3 3
Total External Trips 2,710 176 47 129 218 132 86
PHASE 3
LUC 720 e – Medical-Dental Office Building – approximately 25,000 gsf (Building C)
Rate 34.8 2.780 0.780 0.220 3.460 0.280 0.720
Vol 870 70 55 15 87 24 63
PHASE 1, 2 and 3
Total Trips (internal & external) 3,636 248 103 145 311 159 152
Internal Trip Capture Estimate d 145 10 5 5 14 7 7
Total External Trips 3,490 238 98 140 297 152 145
a ITE Trip Generation 10th Edition
b Mid-rise multifamily housing includes apartments, townhouses, and condominiums located within the same building with at least three
other dwelling units and that have between three and 10 levels (floors)
c A department store is a free-standing facility that specializes in the sale of a wide range of products including apparel, footwear, home
products, bedding and linens, luggage, jewelry, and accessories.
d Multi-Use Trip Capture per NCHRP 684 Internal Trip Capture Estimation Tool (see Appendix B)
e A medical-dental office building is a facility that provides diagnoses and outpatient care on a routine basis but is unable to provide
prolonged in-house medical and surgical care. One or more private physicians or dentists generally operate this type of facility.
As shown in Table 6, for Phase 1 the site is estimated to generate 1,295 average weekday
daily trips, 86 AM, and 105 PM peak hour trips.
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For Phase 2, including Phase 1, the site is estimated to generate 2,710 average weekday daily
trips, 176 AM, and 218 PM peak hour trips to the surrounding street system. These would be
the total external trips to and from the project and for the retail these would be the retail
primary and/or diverted trips. Pass-by trips would already be on the street.
For Phase 3, the site is estimated to generate 3,490 average weekday daily trips, 238 AM, and
297 PM peak hour trips to the surrounding street system (which includes Phase 1 and 2).
Again these would be the external vehicle trips to and from the project as well as the retail
non-pass-by trips.
3. Trip Distribution and Traffic Assignment
The project trip distribution patterns were based in general on traffic volumes for the
surrounding roadways plus knowledge of the surrounding areas with respect to employment
and socio-recreational types of attractions. For all of the land uses including the residential,
retail, and office elements of the project, the analysis assumed the following:
• 25% to I-405 north and 25% to I-405 south,
• 10% to S 2nd St and S 3rd St in downtown Renton,
• 10% to N 3rd St and N 4th St through North Renton and westerly locations,
• 5% to the North Renton via the Houser Way bypass,
• 10% to N 3rd St east to the Renton Highlands via N 3rd-N 4th St,
• 15% to SR 169 east towards Fairwood, Maple Valley, Black Diamond and places east.
The AM peak and the PM street peak hour trip distribution and assignment for the project for
all phases is presented in Figure 7a and 7b. For each individual phase, the project trip
assignment at each intersection is shown in Appendix A.
4. Background Traffic Plus Project Traffic Volumes
Future year AM and PM peak hour with-project traffic volumes were developed by adding
project trips to the background forecast traffic volumes.
For Phase 1, the AM and PM peak hour volumes include the background traffic growth
estimate from 2017 to 2021 as well as the Project Phase 1 traffic, which would all be
representative for Year 2021. Similarly for Phase 2, the horizon year estimate is Year 2022
and the AM and PM peak hour volumes include an additional year of background growth plus
Phase 2 project traffic. With Phase 2 there will be a small amount of trips that stay on site as
a result of the small retail uses on site (trip capture). And finally, for Phase 3, the horizon year
estimate is Year 2023 and would include another year of background growth plus Phase 3
traffic. Like Phase 2, there will be a small amount of trips that stay on site as a result of the
small retail and the medical office mix with the residential.
SR
1
6
9
S h a ri's D rive w a yI-405 N B R am psI-405 NB Off-RampSunset WayI-405 SB On-RampB r o n s o n W a y
I-405 SBI-405 NBSITE
A B
C
xx -- AM Peak Hour Volumes (all Phases)
AM PEAK PROJECT TRAFFIC VOLUMES
Figure 7a
Int #1
Int #3
Int #4
Int #2
Int #5
all Phases (1, 2, and 3)
North
WILLIAM POPP ASSOCIATES
Bellevue, WA 98007
425.401.1030
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Cedar River Apartments
SRM Renton, LLC
SR
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S h a ri's D rive w a yI-405 N B R am psI-405 NB Off-RampSunset WayI-405 SB On-RampB r o n s o n W a y
I-405 SBI-405 NBSITE
A B
C
xx -- PM Peak Hour Volumes (all Phases)
PM PEAK PROJECT TRAFFIC VOLUMES
Figure 7b
Int #1
Int #3
Int #4
Int #2
Int #5
all Phases (1, 2, and 3)
North
WILLIAM POPP ASSOCIATES
Bellevue, WA 98007
425.401.1030
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All of the volumes by movement at each intersection as well as by Phase and per peak hour
are all shown in Appendix A.
The Year 2023 AM and PM peak hour with project volumes are shown in Figure 8a and 8b.
5. Level-of-Service (Future Year Phased Project Conditions)
Level-of-service for the 2021 with- and without-project conditions were calculated for the
subject analysis intersections plus the site access. The results of the analysis are presented in
Table 7. All of the future level of service calculations assume existing geometric and signal
operations conditions.
Table 7
Phase 1 Intersection Level-of-Service (Year 2021)
Individual Intersection Results (per Synchro)
Without Project With Project
Intersection LOS a Delay a LOS a Delay a Comments
AM PEAK HOUR b
1 SR 169/Sunset/Bronson/I-405 SB Ramps D 51 D 52 ramp meter not included
2 SR 169/I-405 NB Ramps B 33 C 32 ramp meter not included
3 SR 169/Shari's Driveway A 3 A 3 tee intersection
4 SR 169/Cedar River Park Drive A 6 A 7 tee intersection
5 SR 169/East Site Access n/a n/a A 9 left turn into site
B 11 right turn to SR 169
PM PEAK HOUR b
1 SR 169/Sunset/Bronson/I-405 SB Ramps E 65 E 65 ramp meter not included
2 SR 169/I-405 NB Ramps B 13 B 13 ramp meter not included
3 SR 169/Shari's Driveway A 3 A 4 tee intersection
4 SR 169/Cedar River Park Drive A 5 A 5 tee intersection
5 SR 169/East Site Access n/a n/a D 25 left turn into site
D 28 right turn to SR 169
a LOS and Delay are per Synchro v10, HCM 2010 except Int2. Delay values represented in seconds per vehicle, all intersections are
signalized.
b street peak hour: AM 7:00-8:00am, PM 4:45-5:45pm.
c Int2 (SR 169/I-405 NB Ramps) computed using HCM2000 due to fact HCM2010 cannot compute non-NEMA conditions.
As shown in Table 7, as stand-alone intersections, each of these are estimated to operate at
satisfactory level of service except for the SR 169/Sunset Way intersection (Int1), which is
estimated to operate at LOS E during the PM peak hour.
The project traffic with Phase 1 is not estimated to have a significant impact on any of the four
signalized intersections.
SR
1
6
9
S h a ri's D rive w a yI-405 N B R am psI-405 NB Off-RampSunset WayI-405 SB On-RampB r o n s o n W a y
I-405 SBI-405 NBSITE
A B
C
xx -- 2023 AM Peak Hour Volumes
YEAR 2023 AM PEAK TRAFFIC VOLUMES
Figure 8a
Int #1
Int #3
Int #4
Int #2
Int #5
with Project (Phase 1, 2, and 3)
North
WILLIAM POPP ASSOCIATES
Bellevue, WA 98007
425.401.1030 33
7
7
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Cedar River Apartments
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S h a ri's D rive w a yI-405 N B R am psI-405 NB Off-RampSunset WayI-405 SB On-RampB r o n s o n W a y
I-405 SBI-405 NBSITE
A B
C
xx -- 2023 PM Peak Hour Volumes
YEAR 2023 PM PEAK TRAFFIC VOLUMES
Figure 8b
Int #1
Int #3
Int #4
Int #2
Int #5
with Project (Phase 1, 2, and 3)
North
WILLIAM POPP ASSOCIATES
Bellevue, WA 98007
425.401.1030 44
4
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Cedar River Apartments
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Traffic Impact Analysis (11/01/18) Cedar River Apartments
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As noted earlier, it is important to note that the operations of these four intersections are all
affected directly by the operations of I-405 and the subsequent ramp metering conditions for
Intersections 1 and 2. Any significant ramp congestion due to long ramp meter intervals
generally results in spillback congestion through the intersections in this analysis.
Level-of-service for the 2022 with project condition was calculated for the subject analysis
intersections plus the site access. The results of the analysis are presented in Table 8. All of
the future level of service calculations assume existing geometric and signal operations
conditions.
Table 8
Phase 2 Intersection Level-of-Service (Year 2022)
Individual Intersection Results (per Synchro)
With Project
Intersection LOS a Delay a Comments
AM PEAK HOUR b
1 SR 169/Sunset/Bronson/I-405 SB Ramps E 59 ramp meter not included
2 SR 169/I-405 NB Ramps C 34 ramp meter not included
3 SR 169/Shari's Driveway A 3 tee intersection
4 SR 169/Cedar River Park Drive A 10 tee intersection
5 SR 169/East Site Access A 9 left turn into site
B 11 right turn to SR 169
PM PEAK HOUR b
1 SR 169/Sunset/Bronson/I-405 SB Ramps E 72 ramp meter not included
2 SR 169/I-405 NB Ramps B 13 ramp meter not included
3 SR 169/Shari's Driveway A 3 tee intersection
4 SR 169/Cedar River Park Drive A 6 tee intersection
5 SR 169/East Site Access D 27 left turn into site
D 29 right turn to SR 169
a LOS and Delay are per Synchro v10, HCM 2010 except Int2. Delay values represented in seconds per vehicle, all intersections are
signalized.
b street peak hour: AM 7:00-8:00am, PM 4:45-5:45pm.
c Int2 (SR 169/I-405 NB Ramps) computed using HCM2000 due to fact HCM2010 cannot compute non-NEMA conditions.
As shown in Table 8, as stand-alone intersections, each of these are estimated to operate at
satisfactory level of service except for the SR 169/Sunset Way intersection (Int1), which is
estimated to operate at LOS E during both the AM and PM peak hour.
The level of service results shown in Table 8 above include one year of background growth
plus Phase 2 traffic. The delay changes do not increase significantly for the majority of
intersections. Intersection 1 for the AM and PM peak hour are both estimated to increase by
an average of 7 sec/veh with Phase 2 traffic and one year of background growth. For the AM
condition, the level changes from LOS D to E, the PM condition is estimated to remain at
LOS E.
Again, as noted earlier, it is important to note that the operations of these four intersections
are all affected directly by the operations of I-405 and the subsequent ramp metering
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conditions for Intersections 1 and 2. Any significant ramp congestion due to long ramp meter
intervals generally results in spillback congestion through the intersections in this analysis.
Level-of-service for the 2023 with project condition was calculated for the subject analysis
intersections plus the site access. The results of the analysis are presented in Table 9. All of
the future level of service calculations assume existing geometric and signal operations
conditions.
Table 9
Phase 3 Intersection Level-of-Service (Year 2023)
Individual Intersection Results (per Synchro)
With Project
Intersection LOS a Delay a Comments
AM PEAK HOUR b
1 SR 169/Sunset/Bronson/I-405 SB Ramps E 60 ramp meter not included
2 SR 169/I-405 NB Ramps D 36 ramp meter not included
3 SR 169/Shari's Driveway A 3 tee intersection
4 SR 169/Cedar River Park Drive A 11 tee intersection
5 SR 169/East Site Access A 9 WBL
B 11 NBR
PM PEAK HOUR b
1 SR 169/Sunset/Bronson/I-405 SB Ramps E 75 ramp meter not included
2 SR 169/I-405 NB Ramps B 13 ramp meter not included
3 SR 169/Shari's Driveway A 3 tee intersection
4 SR 169/Cedar River Park Drive A 8 tee intersection
5 SR 169/East Site Access D 28 WBL
D 32 NBR
a LOS and Delay are per Synchro v10, HCM 2010 except Int2. Delay values represented in seconds per vehicle, all intersections are
signalized.
b street peak hour: AM 7:00-8:00am, PM 4:45-5:45pm.
c Int2 (SR 169/I-405 NB Ramps) computed using HCM2000 due to fact HCM2010 cannot compute non-NEMA conditions.
As shown in Table 9, as stand-alone intersections, each of these are estimated to operate at
satisfactory level of service except for the SR 169/Sunset Way intersection (Int1), which is
estimated to operate at LOS E during both the AM and PM peak hour.
The level of service results shown in Table 9 above include one year of background growth
plus Phase 3 traffic. The level of services changes do not increase significantly for the
majority of intersections. Intersection 1 for the PM peak hour is estimated to increase by an
average of 3 sec/veh with Phase 3 traffic and one year of background growth (1 sec/veh for the
AM peak hour). Both peak hour conditions are estimated to remain at LOS E for the Phase 3
condition up from Phase 2.
And to re-iterate, the operations of these four intersections are all affected directly by the
operations of I-405 and the subsequent ramp metering conditions for Intersections 1 and 2.
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Any significant ramp congestion due to long ramp meter intervals generally results in
spillback congestion through the intersections in this analysis.
6. Parking
The project is proposing in total 645 parking stalls in Buildings A and B. There are 41 surface
parking stalls proposed north of Building A, and 14 stalls along the internal access road in
front of Building B. The parking requirement for Buildings A and B is a range between 634
and 700 stalls. Thus the parking proposed complies with City code.
A useful tool in estimating parking demand for residential multi-family development is the
King County Multi-Family Residential Parking Calculator. This program calculates
parking/unit rates for any parcel/area in the county. The model indicates that for the subject
site parcel based on the bedroom count and floor areas as noted in the site plan, and assuming
parking costs are included in rent (not a separate item), the model yields a parking per unit
rate of 1.02 vehicles/unit for Building A and 1.07 vehicles per unit for Building B. The peak
demand is estimated to occur between 10 pm and 5 am.
In total, the parking demand estimate for all of the residential is 503 vehicles for peak demand
conditions. Given the designed parking supply of 645 stalls in the two garages, it is concluded
that the parking supply should be adequate to meet estimated demand.
The parking supply has not yet been identified for Building C, but it is presumed it will meet
or exceed code requirements.
C. CONCLUSIONS
1. Project Details
The site is located at 1915 Maple Valley Highway (SR 169) in the City of Renton. The parcel
number is 1723059026, and the total area of the site is approximately 12.5 acres. The site is
currently vacant in terms of building structures, however, it is used as a storage area for heavy
construction machinery. Presently, there are two access points to the site including one to
Cedar River Park Drive and one two SR 169.
The proposed project consists of three different buildings, to be constructed in three separate
phases. Phase 1 – Building A will consist of 238 apartment units, on 5 levels, along with 306
structure parking stalls and presumed occupied by 2021. In addition to the structure parking,
there will be some surface parking on the north side of the building. Phase 2 –Building B will
consist of 243 apartment units, on 5 levels, along with 339 structure parking stalls, plus 4,852
gsf of commercial retail on the ground floor for public use, and presumed occupied by 2022.
Phase 3 – Building C (as identified in this study) will be a Medical Office type use on the
commercial pad located in the north corner of the parcel. Parking is currently undetermined.
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Access is presumed to be to the internal roadway in front of Building B and the driveway is
anticipated to be opposite the garage entry to Building B. No additional access points to
public roadways are proposed with Phase 3.
2. Accidents
Based on accident records obtained from WSDOT, none of the four subject intersection have
an accident rate higher than 0.71 for the 3-plus year of data. The accident rates ranged
between 0.16 and 0.71 acc/mev. The typical standard threshold is 1.0 acc/mev. The accident
occurrence and rate suggests no unusual unsafe conditions.
Based on all the data at the four intersections, the rear-end type of accident is the most
common accident type with 45% of the total accidents, next with sideswipe type accidents at
25%. In general, rear-end accidents are most common at heavily congested signalized
intersections where motorists are not anticipating stop conditions during green light situations.
3. Project Vehicular Impact
In total for all phases, the project is estimated to generate 3,490 average weekday daily trips,
238 AM peak hour trips and 297 PM peak hour trips to the surrounding street network.
Phase 1 with 238 units is estimated to generate 1,295 average weekday daily trips, 86 AM,
and 105 PM peak hour trips.
Phase 2 with 243 units plus 4,852 gsf retail is estimated to generate 1,471 average weekday
daily trips, 92 AM, and 119 PM peak hour trips to the surrounding street system.
Phase 3 with 25,000 gsf of medical office space is estimated to generate 870 average weekday
daily trips, 70 AM, and 87 PM peak hour trips to the surrounding street system.
When added all together there is the assumption of some trip capture thus as a mixed use
development at full buildout the project is estimated to generate slightly less trips than if each
phase were a stand alone project.
4. Level of Service
The results of the level of service analyses indicate that all of the subject intersections operate
at LOS D or better, with the exception of the SR 169/Sunset Way/I-405 SB On-Ramp
intersection which is estimated to operate at LOS E for the AM or PM peak hour with or
without the project for future conditions.
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5. Site Access
The project will have two access points, one to Cedar River Park Drive and one to SR 169.
This analysis assumes that the majority of the project traffic will access Cedar River Park
Drive which will have signalized access to SR 169. The project site access to SR 169 which
will be approximately 350 feet southeast from the SR 169/Cedar River Park Dr intersection is
presumed to be left-in, right-in, and right-out. No left turn out was assumed for this driveway
due to the expected difficulty in doing so during the peak hour periods.
6. Parking
The project’s peak parking demand for all of the residential in Phase 1 and 2 is estimated to be
503 vehicles. The peak demand would occur for the overnight period. The proposed parking
supply in the two garages in Phase 1 and 2 totals to 645 stalls. Thus, the parking supply as
proposed for the residential will exceed parking demand estimates and no parking spill over is
estimated to occur to surrounding areas, primarily no spill over into the Cedar River Park area.
Parking supply has not yet been identified for Building C, the medical office proposed use.
However, it is assumed that the parking supply will meet or exceed demand. Of course this
will be better identified as the plans develop for that building.
D. MITIGATION and RECOMMENDATIONS
Based on the foregoing traffic impact analysis for the Cedar River Apartments project, the
draft mitigation recommendations are suggested:
1. Frontage Improvements
The City requirement along SR 169 per the development standards and the pre-app meeting is
a 6” curb, 8’ planter, 8’ sidewalk and 2’ clear behind sidewalk to new property line. Currently
there is an 8’ sidewalk. The current site plan provides for an additional 8’ for the sidewalk
and landscaping plus 2’ from back of sidewalk to the new property line (and then there’s a 15’
setback required that is being provided).
2. Primary Site Access
The project’s primary access will be to/from Cedar River Park Drive. The existing
configuration currently consists of two lanes (left and right) from the site access to SR 169,
and one lane exiting from SR 169. With heavy congestion on I-405, it is estimated that there
could be spill back congestion on SR 169 passing through this intersection, which in turn may
result in congestion when exiting from Cedar River Park Dr to SR 169, primarily left turns to
SR 169. Excessive delay from Cedar River Park Dr may be a result.
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One consideration would be widening the Cedar River Park Dr approach to include dual left
turn lanes (for increase storage and shorter green time for dissipation) and a right turn lane.
Additional right of way consideration should be made and potential further evaluation
conducted when Building C as part of Phase 3 is approached.
All of the WSDOT improvements discussed in Section A.4. should result in decreased
congestion and spill back on SR 169.
3. Secondary Site Access
The project is proposing a direct access to SR 169 as a secondary access in addition to the
access to Cedar River Park Drive. There is an existing driveway opening at the point where
the curb lane begins to taper back from 3 lanes to 2 lanes heading east. This existing driveway
is about 490 feet from the stop bar at the Cedar River Park Dr intersection.
There is a two-way left turn lane on SR 169 that begins approximately 350 feet southeast from
the stop bar at the Cedar River Park Dr intersection. This 350-foot section consists of a 200’
left turn pocket plus a 150-foot transition opening. The proposed driveway is recommended
to be no closer than at the beginning of the two-way left turn lane, which as noted is 350 feet
south east from the stop bar at Cedar River Park Dr intersection. This location
recommendation is shown in Figure 9.
Figure 9: East Site Access to SR 169
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William Popp Associates Page 31
Given the heavy volumes on SR 169, it is recommended that the egress for this driveway be
restricted to right turn out only. Due to the fact there is a two-way left turn lane, it is possible
that left turn traffic queuing in the turn lane and turning into the site can be made without
impact on the mainline traffic heading west or impact on those vehicles turning left to Cedar
River Park Drive. In addition, this ingress access option from the east would reduce vehicle
impact for the left turn at Cedar River Park Dr and also keep from extending the green time
for the left turn phase.
4. Off-Site Programmed Mitigation Improvements
An important near term WSDOT programmed project is widening of the southbound on-ramp
to I-405 from SR 169. The widening would include adding an additional lane on the on-ramp
(from two lanes to three lanes), widening from one general purpose metered lane and one
HOV by-pass lane to two general purpose metered lanes and one HOV by-pass lane(see
Figure 10).
In turn the westbound approach (SR 169) would be modified to a left turn lane and a shared
left/through lane. And at the southbound approach (Sunset Boulevard), the HOV lane
designation would be removed from the shared left/through lane, and two general-purpose
lanes would access the southbound on-ramp. It is estimated that this proposal would improve
intersection level of service from LOS E to D during the morning peak by up to 20 seconds
per vehicle (for all movements), and improve the delay for the PM condition by up to 11
seconds per vehicle (for all movements). During the morning commute period, the westbound
traffic on SR 169 can queue back excessively (sometimes exceeding 4,000 ft) and longer with
a rolling queue. It should be noted that this recommended change would significantly reduce
the overall travel time for HOVs to access southbound 1-405 in light of any difference with
the existing HOV bypass.
The proposed channelization plan from WSDOT is shown in Figure 10. This figure shows
paths for two large trucks side-by-side turning left on to the ramp.
Traffic Impact Analysis (11/01/18) Cedar River Apartments
William Popp Associates Page 32
Figure 10: SR 169/Sunset Way/I-405 SB On-Ramp Improvements
The level of service results noted in this traffic study are footnoted to indicate these results
reflect stand-alone intersection conditions. Computerized traffic simulation runs indicate
significant spill back however much of that depends on the operations of I-405 and the ramp
metering. It is expected that the proposed improvement shown in Figure 10 would result in
more efficient storage and metering on the ramp than currently exists thereby minimizing the
queue spill back on SR 169.
Furthermore, the I-405 Renton to Bellevue Widening and Express Toll Lanes project and the
I-405 - SR 167 Interchange Direct Connector Project should significantly reduce congestion
and decrease travel time on I-405 in this area which in turn and in theory would minimize
excessive ramp meter intervals at the SR 169/Sunset Way/I-405 Southbound On-Ramp
intersection and at the SR 169/I-405 Northbound On/Off-Ramp intersection, in particular for
AM commute period conditions.
It is our understanding that Figure 10 southbound ramp widening and rechannelization of SR
169/Sunset Way/I-405 SB On-Ramp intersection ”has been moved to the head of the line for
construction” by WSDOT and is estimated to be constructed las early as late 2019. The
Cedar River Apartments project would benefit from this project. A lower cost immediate type
option that had been analyzed and advocated by the City before the WSDOT current
construction program had advanced is removal of the HOV bypass lane from the on-ramp.
This would involve restriping the southbound on-ramp to remove the HOV bypass lane and
provide two general-purpose metered lanes. In this location, the HOV bypass only provides
Traffic Impact Analysis (11/01/18) Cedar River Apartments
William Popp Associates Page 33
travel time savings once the carpool is on the ramp. Also there are no bus routes that use the
on-ramp. However, since WSDOT has advanced their ramp project to a likely late 2019
implementation, this lower cost project becomes unnecessary.
5. Traffic Impact Fee
The City of Renton’s currently adopted traffic impact fees for various land use types are based
on the City’s “Rate Study for Impact Fees for Transportation, Parks, and Fire Protection”,
dated August 26, 2011.
The City’s impact fee rate based on PM peak hour trips generated by new development is
$7,517.08 per PM peak hour Trip (source: Table 7 of the City’s Rate Study 8/26/11). The
estimated PM peak hour total trips generated to the surrounding street system by this
development are 297 PM peak hour trips with completion of all phases of this development3.
That would result in a traffic impact fee of $2,232,573. It is important to note that this project
is a mixed-use development with residential, retail, and medical office uses. Computation of
traffic impact fees based on stand-alone uses in this case would not be applicable due to the
fact it would not take into consideration of internal trip capture on site between uses.
William Popp Associates Transportation Engineers/Planners
________________________________________________________________________
(425) 401-1030
FAX (425) 401-2125
e-mail: info@wmpoppassoc.com
14-400 Building Suite 206 14400 Bel-Red Road Bellevue, WA 98007
TECHNICAL APPENDIX
for
Cedar River Apartments
November 1, 2018
CONTENTS:
APPENDIX A: AM AND PM PEAK HOUR TURNING MOVEMENT
VOLUMES AND FORECASTS
APPENDIX B: TRIP GENERATION INTERNAL CAPTURE
CALCULATIONS FOR AM AND PM PEAK HOUR
APPENDIX C: AM AND PM PEAK HOUR LEVEL OF SERVICE
CALCULATIONS
APPENDIX AAPPENDIX AAPPENDIX AAPPENDIX A
AM AND PM PEAK HOUR TURNING MOVEMENT
VOLUMES AND FORECASTS
1SR 169/Sunset/Bronson/I-405 SB RampsExisting 2021 2021 Phase 1 2021 2022 Phase 2 2022 2023 Phase 3 2023 All Dev2017 Future Background Project w/Project Future Projectw/Project Future Project w/Project byAM PKGrowth aTraffic Trips AM PK Growth Trips AM PK Growth Trips AM PK 2023EBLT 1 199 8 207 0 207 2 0 209 2 0 211 0EBLT 2 196 395 8 204 411 0 204 411 2 0 206 415 2 0 208 419 0EBT 104 4 108 2 110 1 3 114 1 5 120 10EBRT 47 2 49 0 49 0 0 49 0 0 50 0 WBLT77531 806 16 822 8 16 847 8 2 857 34WBT 578 23 601 6 607 6 7 621 6 1 628 14WBRT89536 931 15 946 9 19 975 10 3 988 37 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 0 0 0 0 0 0 0 0 0 0 0 0 SBLT 1 187 8 195 5 200 2 7 209 2 13 224 25SBLT 2 74 261 3 77 272 6 83 283 1 5 89 297 1 10 100 323 21SBT HOV 358 15 373 0 373 4 0 376 4 0 380 0SBT 495 853 20 515 888 0 515 888 5 0 520 897 5 0 525 905 0SBRT 439 18 457 0 457 5 0 461 5 0 466 04347 177 4524 50 4574 46 57 4676 47 34 4757 1412.0% 1.1%1.2%0.7% 3.0%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)1SR 169/Sunset/Bronson/I-405 SB Ramps1SR 169/Sunset/Bronson/I-405 SB RampsExisting 2021 2021 Phase 1 w/Project 2022 Phase 2 2022 2023Phase 3 2023 All Dev2017 Future Background Project 2021 Future Project w/Project Future Project w/Project byPM PKGrowth aTraffic Trips PM PK Growth Trips PM PK Growth Trips PM PK 2023EBLT 1 314 13 327 0 327 3 0 330 3 0 333 0EBLT 2 359 673 15 374 700 0 374 700 4 0 377 707 4 0 381 714 0EBT 520 21 541 6 547 5 7 560 6 2 567 15EBRT 65 3 68 0 68 1 0 68 1 0 69 0 WBLT 334 14 348 10 358 4 11 372 4 11 387 32WBT 236 10 246 4 250 2 4 256 3 6 265 14WBRT 770 31 801 10 811 8 10 829 8 15 853 35 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 0 0 0 0 0 0 0 0 0 0 0 0 SBLT 1 718 29 747 16 763 8 18 789 8 6 803 40SBLT 2 427 1145 17 444 1191 15 459 1222 5 16 480 1269 5 3 488 1290 34SBT HOV 202 8 210 0 210 2 0 212 2 0 214 0SBT 543 745 22 565 775 0 565 775 6 0 571 783 6 0 576 791 0SBRT 638 26 664 0 664 7 0 671 7 0 677 05126 208 5334 61 5395 54 66 5515 55 43 5613 1702.0% 1.1%1.2%0.8% 3.0%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)
2SR 169/I-405 NB RampsExisting 2021 2021 Phase 1 2021 2022 Phase 2 2022 2023 Phase 3 2023 All Dev2017 Future Background Project w/Project Future Project w/Project Future Project w/Project byAM PKGrowth aTraffic Trips AM PK Growth Trips AM PK Growth Trips AM PK 2023EBLT 17 1 18 0 18 0 0 18 0 0 18 0EBT 348 14 362 13 375 4 15 394 4 28 426 56EBRT 0 0 0 0 0 0 0 0 0 0 0 0 WBLT 0 0 0 0 0 0 0 0 0 0 0 0WBT 1706 69 1775 37 1812 18 42 1872 19 6 1897 85WBRT 412 17 429 16 445 4 16 465 5 2 472 34 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 289 12 301 6 307 3 6 316 3 10 329 22 SBLT 0 0 0 0 0 0 0 0 0 0 0 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 495 20 515 0 515 5 0 520 5 0 525 03267 133 3400 72 3472 35 79 3585 36 46 3667 1972.0% 2.1%2.2%1.3% 5.4%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)2SR 169/I-405 NB RampsExisting 2021 2021 Phase 1 w/Project 2022 Phase 2 2022 2023Phase 3 2023 All Dev2017 Future Background Project 2021 Future Project w/Project Future Project w/Project byPM PKGrowth aTraffic Trips PM PK Growth Trips PM PK Growth Trips PM PK 2023EBLT 61 2 63 0 63 1 0 64 1 0 65 0EBT 1604 65 1669 37 1706 17 41 1764 18 11 1793 89EBRT 0 0 0 0 0 0 0 0 0 0 0 0 WBLT 0 0 0 0 0 0 0 0 0 0 0 0WBT 704 29 733 24 757 8 25 789 8 32 829 81WBRT 246 10 256 10 266 3 11 280 3 11 293 32 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 771 31 802 16 818 8 17 843 8 4 856 37 SBLT 0 0 0 0 0 0 0 0 0 0 0 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 672 27 699 0 699 7 0 706 7 0 713 04058 165 4223 87 4310 43 94 4447 44 58 4550 2392.0% 2.0%2.1%1.3% 5.3%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)
3SR 169/Shari's DrivewayExisting 2021 2021 Phase 1 2021 2022 Phase 2 2022 2023 Phase 3 2023 All Dev2017 Future Background Project w/Project Future Project w/Project Future Project w/Project byAM PKGrowth aTraffic Trips AM PK Growth Trips Traffic Growth Trips AM PK2023EBUT 55 2 57 0 57 1 0 58 1 0 58 0EBLT 35 1 36 0 36 0 0 37 0 0 37 0EBT 1 240 10 250 0 250 2 0 252 3 0 255 0EBT 2 260 640 11 271 666 13 284 685 3 15 301 713 3 28 332 758 56EBT 3 140 6 146 6 152 2 6 159 2 10 171 22EBRT 0 0 0 0 0 0 0 0 0 0 0 0 WBLT 0 0 0 0 0 0 0 0 0 0 0 0WBT 1 546 22 569 16 585 6 16 606 6 2 614 34WBT 2 541 2008 22 563 2090 6 569 2143 6 7 581 2222 6 1 588 2252 14WBT 3 541 22 563 15 578 6 19 603 6 3 612 37WBT 4 380 15 395 16 411 4 16 432 4 2 438 34WBRT 7 0 7 0 7 0 0 7 0 0 7 0 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 0 0 0 0 0 0 0 0 0 0 0 0 SBLT 3 0 3 0 3 0 0 3 0 0 3 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 55 2 57 0 57 1 0 58 1 0 58 02803 114 2917 72 2989 30 79 3098 31 46 3175 1972.0% 2.4%2.6%1.4% 6.2%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)3SR 169/Shari's DrivewayExisting 2021 2021 Phase 1 2021 2022 Phase 2 2022 2023 Phase 3 2023 All Dev2017 Future Background Project w/Project Future Project w/Project Future Project w/Project byPM PKGrowth aTraffic Trips PM PK Growth Trips Traffic Growth Trips PM PK2023EBUT 15 1 16 0 16 0 0 16 0 0 16 0EBLT 41 2 43 0 43 0 0 43 0 0 44 0EBT 1 990 40 1030 0 1030 10 0 1040 10 0 1051 0EBT 2 778 2118 32 810 2204 38 848 2258 8 41 897 2339 9 11 917 2377 90EBT 3 350 14 364 16 380 4 17 401 4 4 409 37EBRT 0 0 0 0 0 0 0 0 0 0 0 0 WBLT 0 0 0 0 0 0 0 0 0 0 0 0WBT 1 355 14 369 10 379 4 11 394 4 11 409 32WBT 2 158 935 6 165 973 7 172 1007 2 4 177 1053 2 6 185 1107 17WBT 3 158 6 165 7 172 2 10 183 2 15 200 32WBT 4 264 11 275 10 285 3 11 299 3 11 313 32WBRT 13 1 14 0 14 0 0 14 0 0 14 0 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 0 0 0 0 0 0 0 0 0 0 0 0 SBLT 4 0 4 0 4 0 0 4 0 0 4 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 31 1 32 0 32 0 0 33 0 0 33 03157 128 3285 88 3373 34 94 3501 35 58 3594 2402.0% 2.6%2.7%1.6% 6.7%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)
4SR 169/Cedar River Park DriveExisting 2021 2021 Phase 1 2021 2022 Phase 2 2022 2023 Phase 3 2023 All Dev2017 Future Background Project w/Project Future Project w/Project Future Project w/Project byAM PKGrowth aTraffic Trips AM PK Growth Trips Traffic Growth Trips AM PK 2023EBLT 0 0 0 0 0 0 0 0 0 0 0 0EBT 1 272 11 283 0 283 3 0 286 3 0 289 0EBT 2 296 623 12 308 648 0 308 648 3 0 311 660 3 0 314 682 0EBT 3 55 2 57 0 57 1 5 63 1 16 79 21EBRT 61 2 63 19 82 1 16 99 1 23 123 58 WBLT 12 0 12 0 12 0 0 13 0 3 16 3WBT 1 536 22 558 0 558 6 0 563 6 0 569 0WBT 2 783 1984 32 815 2065 0 815 2065 8 0 823 2085 8 0 831 2106 0WBT 3 665 27 692 0 692 7 0 699 7 0 706 0WBRT 0 0 0 0 0 0 0 0 0 0 0 0 NBLT 31 1 32 54 86 1 55 142 1 9 153 118NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 6 0 6 0 6 0 0 6 0 1 7 1 SBLT 0 0 0 0 0 0 0 0 0 0 0 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 0 0 0 0 0 0 0 0 0 0 0 02717 110 2827 73 2900 29 76 3005 30 52 3087 2012.0% 2.5%2.5%1.7% 6.5%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)4SR 169/Cedar River Park DriveExisting 2021 2021 Phase 1 2021 2022 Phase 2 2022 2023 Phase 2 2023 All Dev2017 Future Background Project w/Project Future Project w/Project Future Project w/Project byPM PKGrowth aTraffic Trips PM PK Growth Trips Traffic Growth Trips PM PK 2023EBLT 0 0 0 0 0 0 0 0 0 0 0 0EBT 1 1013 41 1054 0 1054 11 0 1065 11 0 1075 0EBT 2 989 2082 40 1029 2167 0 1029 2167 10 0 1039 2196 10 0 1050 2224 0EBT 3 80 3 83 0 83 1 8 92 1 6 99 14EBRT 36 1 37 54 91 1 50 142 1 9 153 113 WBLT 12 0 12 5 17 0 5 23 0 1 24 11WBT 1 342 14 356 0 356 4 0 359 4 0 363 0WBT 2 229 910 9 238 947 0 238 947 2 0 241 956 2 0 243 966 0WBT 3 339 14 353 0 353 4 0 356 4 0 360 0WBRT 0 0 0 0 0 0 0 0 0 0 0 0 NBLT 38 2 40 35 75 1 37 112 1 44 157 116NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 66 3 69 0 69 1 0 69 1 3 73 3 SBLT 0 0 0 0 0 0 0 0 0 0 0 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 0 0 0 0 0 0 0 0 0 0 0 03144 128 3272 943366 34 100 3499 35 63 3597 2572.8%2.9%1.8% 7.1%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)
5SR 169/Cedar River Apts East DrivewayExisting 2021 2021 Phase 1 2021 2022 Phase 2 2022 2023 Phase 3 2023 All Dev2017 Future Background Project w/Project Future Project w/Project Future Project w/Project byAM PKGrowth aTraffic Trips AM PK Growth Trips Traffic Growth Trips Growth 2020EBLT 0 0 0 0 0 0 0 0 0 0 0 0EBT 629 26 655 0 655 7 0 661 7 1 669 1EBRT 0 0 0 0 0 0 5 5 0 16 21 21 WBLT 0 0 0 3 3 0 5 8 0 10 18 18WBT 1996 81 2077 0 2077 21 5 2103 21 3 2127 8WBRT 0 0 0 0 0 0 0 0 0 0 0 0 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 0 0 0 10 10 0 10 20 0 2 22 22 SBLT 0 0 0 0 0 0 0 0 0 0 0 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 0 0 0 0 0 0 0 0 0 0 0 02625 107 2732 13 2745 27 25 2797 28 32 2857 702.0% 0.5%0.9%1.1% 2.5%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)5SR 169/Cedar River Apts East DrivewayExisting 2021 2021 Phase 1 w/Project 2022 Phase 2 2022 2023Phase 3 2023 All Dev2017 Future Background Project 2021 Future Project w/Project Future Project w/Project byPM PKGrowth aTraffic Trips PM PK Growth Trips Traffic Growth Trips Growth 2020EBLT 0 0 0 0 0 0 0 0 0 0 0 0EBT 2148 87 2235 0 2235 22 0 2258 23 3 2283 3EBRT 0 0 0 0 0 0 8 8 0 6 14 14 WBLT 0 0 0 5 5 0 5 10 0 4 14 14WBT 922 37 959 5 964 10 5 979 10 1 990 11WBRT 0 0 0 0 0 0 0 0 0 0 0 0 NBLT 0 0 0 0 0 0 0 0 0 0 0 0NBT 0 0 0 0 0 0 0 0 0 0 0 0NBRT 0 0 0 6 6 0 7 13 0 12 25 25 SBLT 0 0 0 0 0 0 0 0 0 0 0 0SBT 0 0 0 0 0 0 0 0 0 0 0 0SBRT 0 0 0 0 0 0 0 0 0 0 0 03070 125 3195 16 3211 32 25 3268 33 26 3326 672.0% 0.5%0.8%0.8% 2.0%aBackground growth estimated based on SR 169 count records WSDOTbProject: 238 apts (Ph1), 243 apts and 4.852 kgsf retail (Ph2), 25 kgsf medical office (Ph3)
APPENDIX BAPPENDIX BAPPENDIX BAPPENDIX B
TRIP GENERATION INTERNAL CAPTURE
CALCULATIONS FOR AM AND PM PEAK HOUR
APPENDIX B (page1)
Project Name:Organization:
Project Location:Performed By:
Scenario Description:Date:
Analysis Year:Checked By:
Analysis Period:Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 0 - GFA 0 0 0
Retail 815,920 4,852 GFA 5 3 2
Restaurant 930,936 - GFA 0 0 0
Cinema/Entertainment 0 0 0
Residential 221 481 DU 173 45 128
Hotel 0
All Other Land Uses2 0
178 48 130
Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 0 0 0 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 1 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips
All Person-Trips 178 48 130 Office N/A N/A
Internal Capture Percentage 1% 2% 1% Retail 33% 0%
Restaurant N/A N/A
External Vehicle-Trips5 176 47 129 Cinema/Entertainment N/A N/A
External Transit-Trips6 0 0 0 Residential 0% 1%
External Non-Motorized Trips6 0 0 0 Hotel N/A N/A
1915 Maple Valley Highway, Renton
AM Street Peak Hour
William Popp Associates
Bill Popp Jr.
At Full Occupancy
24-Oct-18Phase A & B
Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1
Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use
2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator.
5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A.
1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers.
6Person-Trips
*Indicates computation that has been rounded to the nearest whole number.
3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ).
4Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be made
to Tables 5-A, 9-A (O and D). Enter transit, non-motorized percentages that will result with proposed mixed-use project complete.
Table 2-A: Mode Split and Vehicle Occupancy Estimates
Table 4-A: Internal Person-Trip Origin-Destination Matrix*
Destination (To)Origin (From)
Origin (From)Destination (To)
Cinema/Entertainment
Land Use Entering Trips Exiting Trips
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance)
NCHRP 684 Internal Trip Capture Estimation Tool
Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)
0
0
Cinema/Entertainment
Development Data (For Information Only )
0
0
0
Estimated Vehicle-Trips3
Land Use
Cedar River Apartments
NCHRP Report 684 estimator PHASE 2.xlsx, Page 1-A
10/31/2018
APPENDIX B (page 2)
Project Name:
Analysis Period:
Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips*
Office 1.00 0 0 1.00 0 0
Retail 1.00 3 3 1.00 1.5 2
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 45 45 1.00 128 128
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 1 0 0 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 3 1 26 0
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 1 0 0 0
Retail 0 0 1 0
Restaurant 0 0 2 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 1 0 0
Hotel 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 0 0 0 0 0 0
Retail 1 2 3 2 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 0 45 45 45 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 0 0 0 0 0 0
Retail 0 2 2 2 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 1 127 128 127 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
Land Use Table 7-A (D): Entering Trips
2Person-Trips
Person-Trip Estimates
Cedar River Apartments
AM Street Peak Hour
Table 9-A (D): Internal and External Trips Summary (Entering Trips)
Table 8-A (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)
Origin (From)Destination (To)
Cinema/Entertainment
Table 7-A: Conversion of Vehicle-Trip Ends to Person-Trip Ends
Table 7-A (O): Exiting Trips
0
0
0
Table 8-A (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)
Origin (From)
Origin Land Use Person-Trip Estimates External Trips by Mode*
External Trips by Mode*
1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A
0
*Indicates computation that has been rounded to the nearest whole number.
0
0
0
0
0
Destination (To)
Cinema/Entertainment
0
3Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator
Destination Land Use
Table 9-A (O): Internal and External Trips Summary (Exiting Trips)
NCHRP Report 684 estimator PHASE 2.xlsx, Page 2-A
10/31/2018
APPENDIX B (page 3)
Project Name:Organization:
Project Location:Performed By:
Scenario Description:Date:
Analysis Year:Checked By:
Analysis Period:Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 0 - GFA 0 0 0
Retail 815,920 4,852 GFA 12 6 6
Restaurant 930,936 - GFA 0 0 0
Cinema/Entertainment - - - 0 0 0
Residential 221 481 DU 212 129 83
Hotel - - - 0
All Other Land Uses2 - - - 0
224 135 89
Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office 0 0 0
Retail
Restaurant
Cinema/Entertainment
Residential 0 0
Hotel
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 0 0 2 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 1 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips
All Person-Trips 224 135 89 Office N/A N/A
Internal Capture Percentage 3% 2% 3% Retail 17% 33%
Restaurant N/A N/A
External Vehicle-Trips5 218 132 86 Cinema/Entertainment N/A N/A
External Transit-Trips6 0 0 0 Residential 2% 1%
External Non-Motorized Trips6 0 0 0 Hotel N/A N/A
1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers.
2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator.
3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ).
5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P.
Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use
4Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be
6Person-Trips
0
0
0
0
Table 4-P: Internal Person-Trip Origin-Destination Matrix*
Origin (From)Destination (To)
Cinema/Entertainment
0
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance)
Origin (From)Destination (To)
Cinema/Entertainment
NCHRP 684 Internal Trip Capture Estimation Tool
Cedar River Apartments William Popp Associates
1915 Maple Valley Highway, Renton Bill Popp Jr.
*Indicates computation that has been rounded to the nearest whole number.
Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1
Phase A & B 24-Oct-18
At Full Occupancy
PM Street Peak Hour
Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)
Land Use Development Data (For Information Only )Estimated Vehicle-Trips3
Table 2-P: Mode Split and Vehicle Occupancy Estimates
Land Use Entering Trips Exiting Trips
NCHRP Report 684 estimator PHASE 2.xlsx, Page 1-P
10/31/2018
APPENDIX B (page 4)
Project Name:
Analysis Period:
Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips*
Office 1.00 0 0 1.00 0 0
Retail 1.00 6 6 1.00 6 6
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 129 129 1.00 83 83
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 0 2 2 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 3 35 17 2
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 0 0 5 0
Retail 0 0 59 0
Restaurant 0 3 21 0
Cinema/Entertainment 0 0 0 5 0
Residential 0 1 0 0
Hotel 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 0 0 0 0 0 0
Retail 1 5 6 5 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 2 127 129 127 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 0 0 0 0 0 0
Retail 2 4 6 4 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 1 82 83 82 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
0
0
0
0
0
3Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator
Table 9-P (O): Internal and External Trips Summary (Exiting Trips)
Origin Land Use Person-Trip Estimates External Trips by Mode*
Person-Trip Estimates External Trips by Mode*
0
Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)
Origin (From)
2Person-Trips
0
0
Table 9-P (D): Internal and External Trips Summary (Entering Trips)
Destination Land Use
*Indicates computation that has been rounded to the nearest whole number.
Cedar River Apartments
PM Street Peak Hour
Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends
Land Use Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips
Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)
Origin (From)Destination (To)
Destination (To)
Cinema/Entertainment
Cinema/Entertainment
0
0
1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P
NCHRP Report 684 estimator PHASE 2.xlsx, NCHRP Report 684 estimator PHASE 2.xlsx
10/31/2018
APPENDIX B (page 5)
Project Name:Organization:
Project Location:Performed By:
Scenario Description:Date:
Analysis Year:Checked By:
Analysis Period:Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 720 25,000 GFA 70 55 15
Retail 815,920 4,852 GFA 5 3 2
Restaurant 930,936 - GFA 0 0 0
Cinema/Entertainment 0 0 0
Residential 221 481 DU 173 45 128
Hotel 0
All Other Land Uses2 0
248 103 145
Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Office Retail Restaurant Residential Hotel
Office 1 0 0 0
Retail 1 0 0 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 2 1 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips
All Person-Trips 248 103 145 Office 5% 7%
Internal Capture Percentage 4% 5% 3% Retail 67% 50%
Restaurant N/A N/A
External Vehicle-Trips5 238 98 140 Cinema/Entertainment N/A N/A
External Transit-Trips6 0 0 0 Residential 0% 2%
External Non-Motorized Trips6 0 0 0 Hotel N/A N/A
1915 Maple Valley Highway, Renton
AM Street Peak Hour
William Popp Associates
Bill Popp Jr.
At Full Occupancy
24-Oct-18Phase A & B & C
Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1
Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use
2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator.
5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A.
1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers.
6Person-Trips
*Indicates computation that has been rounded to the nearest whole number.
3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ).
4Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be made
to Tables 5-A, 9-A (O and D). Enter transit, non-motorized percentages that will result with proposed mixed-use project complete.
Table 2-A: Mode Split and Vehicle Occupancy Estimates
Table 4-A: Internal Person-Trip Origin-Destination Matrix*
Destination (To)Origin (From)
Origin (From)Destination (To)
Cinema/Entertainment
Land Use Entering Trips Exiting Trips
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance)
NCHRP 684 Internal Trip Capture Estimation Tool
Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)
0
0
Cinema/Entertainment
Development Data (For Information Only )
0
0
0
Estimated Vehicle-Trips3
Land Use
Cedar River Apartments
NCHRP Report 684 estimator PHASE 3.xlsx, Page 1-A
10/31/2018
APPENDIX B (page 6)
Project Name:
Analysis Period:
Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips*
Office 1.00 55 55 1.00 15 15
Retail 1.00 3 3 1.00 1.5 2
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 45 45 1.00 128 128
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 4 9 0 0
Retail 1 0 0 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 3 1 26 0
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 1 0 0 0
Retail 2 0 1 0
Restaurant 8 0 2 0
Cinema/Entertainment 0 0 0 0 0
Residential 2 1 0 0
Hotel 2 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 3 52 55 52 0 0
Retail 2 1 3 1 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 0 45 45 45 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 1 14 15 14 0 0
Retail 1 1 2 1 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 3 125 128 125 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
Land Use Table 7-A (D): Entering Trips
2Person-Trips
Person-Trip Estimates
Cedar River Apartments
AM Street Peak Hour
Table 9-A (D): Internal and External Trips Summary (Entering Trips)
Table 8-A (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)
Origin (From)Destination (To)
Cinema/Entertainment
Table 7-A: Conversion of Vehicle-Trip Ends to Person-Trip Ends
Table 7-A (O): Exiting Trips
0
0
0
Table 8-A (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)
Origin (From)
Origin Land Use Person-Trip Estimates External Trips by Mode*
External Trips by Mode*
1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A
0
*Indicates computation that has been rounded to the nearest whole number.
0
0
0
0
0
Destination (To)
Cinema/Entertainment
0
3Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator
Destination Land Use
Table 9-A (O): Internal and External Trips Summary (Exiting Trips)
NCHRP Report 684 estimator PHASE 3.xlsx, Page 2-A
10/31/2018
APPENDIX B (page 7)
Project Name:Organization:
Project Location:Performed By:
Scenario Description:Date:
Analysis Year:Checked By:
Analysis Period:Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 720 25,000 GFA 87 24 63
Retail 815,920 4,852 GFA 12 6 6
Restaurant 930,936 - GFA 0 0 0
Cinema/Entertainment - - - 0 0 0
Residential 221 481 DU 212 129 83
Hotel - - - 0
All Other Land Uses2 - - - 0
311 159 152
Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office 0 0 0
Retail
Restaurant
Cinema/Entertainment
Residential 0 0
Hotel
Office Retail Restaurant Residential Hotel
Office 0 0 1 0
Retail 0 0 2 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 3 1 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips
All Person-Trips 311 159 152 Office 13% 2%
Internal Capture Percentage 5% 4% 5% Retail 17% 33%
Restaurant N/A N/A
External Vehicle-Trips5 297 152 145 Cinema/Entertainment N/A N/A
External Transit-Trips6 0 0 0 Residential 2% 5%
External Non-Motorized Trips6 0 0 0 Hotel N/A N/A
1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers.
2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator.
3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ).
5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P.
Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use
4Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be
6Person-Trips
0
0
0
0
Table 4-P: Internal Person-Trip Origin-Destination Matrix*
Origin (From)Destination (To)
Cinema/Entertainment
0
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance)
Origin (From)Destination (To)
Cinema/Entertainment
NCHRP 684 Internal Trip Capture Estimation Tool
Cedar River Apartments William Popp Associates
1915 Maple Valley Highway, Renton Bill Popp Jr.
*Indicates computation that has been rounded to the nearest whole number.
Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1
Phase A & B & C 24-Oct-18
At Full Occupancy
PM Street Peak Hour
Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)
Land Use Development Data (For Information Only )Estimated Vehicle-Trips3
Table 2-P: Mode Split and Vehicle Occupancy Estimates
Land Use Entering Trips Exiting Trips
NCHRP Report 684 estimator PHASE 3.xlsx, Page 1-P
10/31/2018
APPENDIX B (page 8)
Project Name:
Analysis Period:
Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips*
Office 1.00 24 24 1.00 63 63
Retail 1.00 6 6 1.00 6 6
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 129 129 1.00 83 83
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 13 3 1 0
Retail 0 2 2 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 3 35 17 2
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 0 0 5 0
Retail 7 0 59 0
Restaurant 7 3 21 0
Cinema/Entertainment 1 0 0 5 0
Residential 14 1 0 0
Hotel 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 3 21 24 21 0 0
Retail 1 5 6 5 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 3 126 129 126 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 1 62 63 62 0 0
Retail 2 4 6 4 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 4 79 83 79 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
0
0
0
0
0
3Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator
Table 9-P (O): Internal and External Trips Summary (Exiting Trips)
Origin Land Use Person-Trip Estimates External Trips by Mode*
Person-Trip Estimates External Trips by Mode*
0
Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)
Origin (From)
2Person-Trips
0
0
Table 9-P (D): Internal and External Trips Summary (Entering Trips)
Destination Land Use
*Indicates computation that has been rounded to the nearest whole number.
Cedar River Apartments
PM Street Peak Hour
Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends
Land Use Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips
Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)
Origin (From)Destination (To)
Destination (To)
Cinema/Entertainment
Cinema/Entertainment
0
0
1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P
NCHRP Report 684 estimator PHASE 3.xlsx, NCHRP Report 684 estimator PHASE 3.xlsx
10/31/2018
APPENDIX CAPPENDIX CAPPENDIX CAPPENDIX C
AM AND PM PEAK HOUR LEVEL OF SERVICE
CALCULATIONS AM AND
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2017 existing AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 395 104 47 775 578 895 0 0 0 261 853 439
Future Volume (veh/h) 395 104 47 775 578 895 0 0 0 261 853 439
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 439 116 0 861 642 994 290 948 488
Adj No. of Lanes 2 2 0 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 373 383 0 768 1533 1200 576 1210 686
Arrive On Green 0.11 0.11 0.00 0.76 0.76 0.76 0.34 0.34 0.34
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 1681 3529 1500
Grp Volume(v), veh/h 439 116 0 861 642 994 290 948 488
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 16.0 4.4 0.0 64.0 9.3 64.0 19.2 33.8 36.6
Cycle Q Clear(g_c), s 16.0 4.4 0.0 64.0 9.3 64.0 19.2 33.8 36.6
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 373 383 0 768 1533 1200 576 1210 686
V/C Ratio(X) 1.18 0.30 0.00 1.12 0.42 0.83 0.50 0.78 0.71
Avail Cap(c_a), veh/h 373 383 0 768 1533 1200 576 1210 686
HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.22 0.22 0.22 0.40 0.40 0.40
Uniform Delay (d), s/veh 62.0 56.9 0.0 16.6 10.1 4.0 36.5 41.3 30.6
Incr Delay (d2), s/veh 104.6 0.4 0.0 58.8 0.0 1.2 1.2 2.1 2.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.6 2.1 0.0 41.0 4.2 38.6 9.1 16.8 18.8
LnGrp Delay(d),s/veh 166.6 57.3 0.0 75.4 10.1 5.2 37.8 43.4 33.1
LnGrp LOS F E F B A D D C
Approach Vol, veh/h 555 2497 1726
Approach Delay, s/veh 143.8 30.6 39.6
Approach LOS F C D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 20.0 52.0 68.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 15.0 47.0 63.0
Max Q Clear Time (g_c+I1), s 18.0 38.6 66.0
Green Ext Time (p_c), s 0.0 5.2 0.0
Intersection Summary
HCM 2010 Ctrl Delay 47.0
HCM 2010 LOS D
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2017 existing AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 17 348 0 0 1706 412 0 0 289 0 0 495
Future Volume (vph) 17 348 0 0 1706 412 0 0 289 0 0 495
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 19 387 0 0 1896 458 0 0 321 0 0 550
RTOR Reduction (vph) 0 0 0 0 0 142 0 0 0 0 0 10
Lane Group Flow (vph) 19 387 0 0 1896 316 0 0 321 0 0 540
Turn Type Prot NA NA Perm Free Over
Protected Phases 5 2 6 5
Permitted Phases 6 Free
Actuated Green, G (s) 51.5 140.0 78.5 78.5 140.0 51.5
Effective Green, g (s) 52.5 140.0 79.5 79.5 140.0 52.5
Actuated g/C Ratio 0.38 1.00 0.57 0.57 1.00 0.38
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 607 3241 2034 823 1476 553
v/s Ratio Prot 0.01 0.12 c0.53 c0.37
v/s Ratio Perm 0.22 0.22
v/c Ratio 0.03 0.12 0.93 0.38 0.22 0.98
Uniform Delay, d1 27.7 0.0 27.8 16.7 0.0 43.1
Progression Factor 1.55 1.00 0.74 0.23 1.00 1.00
Incremental Delay, d2 0.0 0.1 9.3 1.4 0.3 32.0
Delay (s) 43.0 0.1 29.9 5.1 0.3 75.1
Level of Service D A C A A E
Approach Delay (s) 2.1 25.0 0.3 75.1
Approach LOS A C A E
Intersection Summary
HCM 2000 Control Delay 27.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 73.8% ICU Level of Service D
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/30/2018
Cedar River Apartments 10/29/2018 2017 existing AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 55 35 640 2008 7 3 55
Future Volume (veh/h) 55 35 640 2008 7 3 55
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 39 711 2231 8 3 61
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 61 3256 4433 16 4 91
Arrive On Green 0.07 1.00 1.00 1.00 0.06 0.06
Sat Flow, veh/h 1681 4235 5977 20 70 1418
Grp Volume(v), veh/h 39 711 1518 721 65 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1761 1511 0
Q Serve(g_s), s 3.2 0.0 0.0 0.0 5.9 0.0
Cycle Q Clear(g_c), s 3.2 0.0 0.0 0.0 5.9 0.0
Prop In Lane 1.00 0.01 0.05 0.94
Lane Grp Cap(c), veh/h 61 3256 3016 1433 97 0
V/C Ratio(X) 0.64 0.22 0.50 0.50 0.67 0.00
Avail Cap(c_a), veh/h 216 3256 3016 1433 194 0
HCM Platoon Ratio 2.00 2.00 2.00 2.00 1.00 1.00
Upstream Filter(I) 0.99 0.99 0.75 0.75 1.00 0.00
Uniform Delay (d), s/veh 64.0 0.0 0.0 0.0 64.5 0.0
Incr Delay (d2), s/veh 10.6 0.2 0.5 0.9 7.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 0.0 0.1 0.4 2.7 0.0
LnGrp Delay(d),s/veh 74.7 0.2 0.5 0.9 72.2 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 750 2239 65
Approach Delay, s/veh 4.0 0.6 72.2
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 127.0 13.0 9.1 117.9
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 113.0 17.0 17.0 91.0
Max Q Clear Time (g_c+I1), s 2.0 7.9 5.2 2.0
Green Ext Time (p_c), s 36.3 0.1 0.1 34.5
Intersection Summary
HCM 2010 Ctrl Delay 3.0
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2017 existing AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 623 61 12 1984 31 6
Future Volume (veh/h) 623 61 12 1984 31 6
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 692 68 13 2204 34 7
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 2897 283 27 3632 228 204
Arrive On Green 1.00 1.00 0.02 0.81 0.14 0.14
Sat Flow, veh/h 4328 371 1681 4765 1681 1500
Grp Volume(v), veh/h 449 311 13 2204 34 7
Grp Sat Flow(s),veh/h/ln 1235 1699 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.1 25.9 2.5 0.6
Cycle Q Clear(g_c), s 0.0 0.0 1.1 25.9 2.5 0.6
Prop In Lane 0.22 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1884 1296 27 3632 228 204
V/C Ratio(X) 0.24 0.24 0.49 0.61 0.15 0.03
Avail Cap(c_a), veh/h 1884 1296 84 3632 228 204
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.98 0.98 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 68.3 5.1 53.4 52.5
Incr Delay (d2), s/veh 0.3 0.4 13.1 0.8 1.4 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.2 0.6 10.7 1.2 0.3
LnGrp Delay(d),s/veh 0.3 0.4 81.5 5.9 54.7 52.8
LnGrp LOS A A F A D D
Approach Vol, veh/h 760 2217 41
Approach Delay, s/veh 0.3 6.3 54.4
Approach LOS A A D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.2 110.8 117.0 23.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 6.0 101.0 112.0 18.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 27.9 4.5
Green Ext Time (p_c), s 0.0 36.8 35.1 0.1
Intersection Summary
HCM 2010 Ctrl Delay 5.5
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2021 background AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 411 108 49 806 601 931 0 0 0 272 888 457
Future Volume (veh/h) 411 108 49 806 601 931 0 0 0 272 888 457
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 457 120 0 896 668 1034 302 987 508
Adj No. of Lanes 2 2 0 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 396 407 0 756 1509 1189 576 1210 696
Arrive On Green 0.12 0.12 0.00 0.75 0.75 0.75 0.34 0.34 0.34
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 1681 3529 1500
Grp Volume(v), veh/h 457 120 0 896 668 1034 302 987 508
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 17.0 4.6 0.0 63.0 10.4 63.0 20.2 35.7 38.4
Cycle Q Clear(g_c), s 17.0 4.6 0.0 63.0 10.4 63.0 20.2 35.7 38.4
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 396 407 0 756 1509 1189 576 1210 696
V/C Ratio(X) 1.15 0.29 0.00 1.18 0.44 0.87 0.52 0.82 0.73
Avail Cap(c_a), veh/h 396 407 0 756 1509 1189 576 1210 696
HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.09 0.09 0.09 0.40 0.40 0.40
Uniform Delay (d), s/veh 61.5 56.0 0.0 17.4 10.9 4.3 36.9 42.0 30.4
Incr Delay (d2), s/veh 94.4 0.4 0.0 84.5 0.0 0.7 1.4 2.5 2.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.8 2.1 0.0 45.8 4.6 40.0 9.5 17.8 20.0
LnGrp Delay(d),s/veh 155.9 56.4 0.0 101.9 10.9 5.0 38.2 44.5 33.1
LnGrp LOS F E F B A D D C
Approach Vol, veh/h 577 2598 1797
Approach Delay, s/veh 135.2 40.0 40.2
Approach LOS F D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 21.0 52.0 67.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 16.0 47.0 62.0
Max Q Clear Time (g_c+I1), s 19.0 40.4 65.0
Green Ext Time (p_c), s 0.0 4.5 0.0
Intersection Summary
HCM 2010 Ctrl Delay 51.1
HCM 2010 LOS D
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 background AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 18 375 0 0 1812 445 0 0 307 0 0 515
Future Volume (vph) 18 375 0 0 1812 445 0 0 307 0 0 515
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 20 417 0 0 2013 494 0 0 341 0 0 572
RTOR Reduction (vph) 0 0 0 0 0 146 0 0 0 0 0 10
Lane Group Flow (vph) 20 417 0 0 2013 348 0 0 341 0 0 562
Turn Type Prot NA NA Perm Free Over
Protected Phases 5 2 6 5
Permitted Phases 6 Free
Actuated Green, G (s) 52.0 140.0 78.0 78.0 140.0 52.0
Effective Green, g (s) 53.0 140.0 79.0 79.0 140.0 53.0
Actuated g/C Ratio 0.38 1.00 0.56 0.56 1.00 0.38
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 613 3241 2021 818 1476 558
v/s Ratio Prot 0.01 0.13 c0.56 c0.38
v/s Ratio Perm 0.24 0.23
v/c Ratio 0.03 0.13 1.00 0.43 0.23 1.01
Uniform Delay, d1 27.4 0.0 30.3 17.5 0.0 43.5
Progression Factor 1.53 1.00 0.65 0.34 1.00 1.00
Incremental Delay, d2 0.0 0.1 16.9 1.3 0.4 39.9
Delay (s) 41.9 0.1 36.8 7.3 0.4 83.4
Level of Service D A D A A F
Approach Delay (s) 2.0 30.9 0.4 83.4
Approach LOS A C A F
Intersection Summary
HCM 2000 Control Delay 32.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 1.00
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 77.3% ICU Level of Service D
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/30/2018
Cedar River Apartments 10/29/2018 2021 background AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 57 36 666 2090 7 3 57
Future Volume (veh/h) 57 36 666 2090 7 3 57
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 40 740 2322 8 3 63
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 62 3251 4422 15 4 93
Arrive On Green 0.07 1.00 1.00 1.00 0.07 0.06
Sat Flow, veh/h 1681 4235 5978 19 68 1420
Grp Volume(v), veh/h 40 740 1579 751 67 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1761 1511 0
Q Serve(g_s), s 3.2 0.0 0.0 0.0 6.1 0.0
Cycle Q Clear(g_c), s 3.2 0.0 0.0 0.0 6.1 0.0
Prop In Lane 1.00 0.01 0.04 0.94
Lane Grp Cap(c), veh/h 62 3251 3008 1430 99 0
V/C Ratio(X) 0.64 0.23 0.53 0.53 0.68 0.00
Avail Cap(c_a), veh/h 228 3251 3008 1430 183 0
HCM Platoon Ratio 2.00 2.00 2.00 2.00 1.00 1.00
Upstream Filter(I) 0.99 0.99 0.72 0.72 1.00 0.00
Uniform Delay (d), s/veh 63.9 0.0 0.0 0.0 64.4 0.0
Incr Delay (d2), s/veh 10.5 0.2 0.5 1.0 7.8 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 0.0 0.1 0.4 2.8 0.0
LnGrp Delay(d),s/veh 74.4 0.2 0.5 1.0 72.2 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 780 2330 67
Approach Delay, s/veh 4.0 0.6 72.2
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 126.8 13.2 9.2 117.6
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 18.0 91.0
Max Q Clear Time (g_c+I1), s 2.0 8.1 5.2 2.0
Green Ext Time (p_c), s 40.3 0.1 0.1 37.8
Intersection Summary
HCM 2010 Ctrl Delay 3.0
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2021 background AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 648 63 12 2065 32 6
Future Volume (veh/h) 648 63 12 2065 32 6
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 720 70 13 2294 36 7
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 2900 281 27 3632 228 204
Arrive On Green 1.00 1.00 0.02 0.81 0.14 0.14
Sat Flow, veh/h 4332 368 1681 4765 1681 1500
Grp Volume(v), veh/h 467 323 13 2294 36 7
Grp Sat Flow(s),veh/h/ln 1235 1700 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.1 28.1 2.6 0.6
Cycle Q Clear(g_c), s 0.0 0.0 1.1 28.1 2.6 0.6
Prop In Lane 0.22 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1884 1296 27 3632 228 204
V/C Ratio(X) 0.25 0.25 0.49 0.63 0.16 0.03
Avail Cap(c_a), veh/h 1884 1296 84 3632 228 204
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.98 0.98 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 68.3 5.3 53.4 52.5
Incr Delay (d2), s/veh 0.3 0.5 13.1 0.8 1.5 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.2 0.6 11.8 1.3 0.3
LnGrp Delay(d),s/veh 0.3 0.5 81.5 6.2 54.9 52.8
LnGrp LOS A A F A D D
Approach Vol, veh/h 790 2307 43
Approach Delay, s/veh 0.4 6.6 54.6
Approach LOS A A D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.2 110.8 117.0 23.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 6.0 101.0 112.0 18.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 30.1 4.6
Green Ext Time (p_c), s 0.0 40.7 38.1 0.1
Intersection Summary
HCM 2010 Ctrl Delay 5.7
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/29/2018 AM Peak 2021 Phase 1 Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 411 110 49 822 607 946 0 0 0 283 888 457
Future Volume (veh/h) 411 110 49 822 607 946 0 0 0 283 888 457
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 457 122 0 913 674 1051 314 987 508
Adj No. of Lanes 2 2 0 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 396 407 0 768 1533 1189 564 1185 686
Arrive On Green 0.12 0.12 0.00 0.76 0.76 0.76 0.34 0.34 0.34
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 1681 3529 1500
Grp Volume(v), veh/h 457 122 0 913 674 1051 314 987 508
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 17.0 4.6 0.0 64.0 10.0 64.0 21.4 36.1 38.9
Cycle Q Clear(g_c), s 17.0 4.6 0.0 64.0 10.0 64.0 21.4 36.1 38.9
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 396 407 0 768 1533 1189 564 1185 686
V/C Ratio(X) 1.15 0.30 0.00 1.19 0.44 0.88 0.56 0.83 0.74
Avail Cap(c_a), veh/h 396 407 0 768 1533 1189 564 1185 686
HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.09 0.09 0.09 0.40 0.40 0.40
Uniform Delay (d), s/veh 61.5 56.1 0.0 16.6 10.2 4.2 38.0 42.9 31.2
Incr Delay (d2), s/veh 94.4 0.4 0.0 86.1 0.0 0.9 1.6 2.9 2.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.8 2.2 0.0 46.8 4.5 40.7 10.2 18.0 20.2
LnGrp Delay(d),s/veh 155.9 56.5 0.0 102.7 10.2 5.1 39.6 45.8 34.1
LnGrp LOS F E F B A D D C
Approach Vol, veh/h 579 2638 1809
Approach Delay, s/veh 135.0 40.2 41.4
Approach LOS F D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 21.0 51.0 68.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 16.0 46.0 63.0
Max Q Clear Time (g_c+I1), s 19.0 40.9 66.0
Green Ext Time (p_c), s 0.0 3.6 0.0
Intersection Summary
HCM 2010 Ctrl Delay 51.5
HCM 2010 LOS D
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 AM Peak 2021 Phase 1 Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 18 375 0 0 1812 445 0 0 307 0 0 515
Future Volume (vph) 18 375 0 0 1812 445 0 0 307 0 0 515
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 20 417 0 0 2013 494 0 0 341 0 0 572
RTOR Reduction (vph) 0 0 0 0 0 146 0 0 0 0 0 10
Lane Group Flow (vph) 20 417 0 0 2013 348 0 0 341 0 0 562
Turn Type Prot NA NA Perm Free Over
Protected Phases 5 2 6 5
Permitted Phases 6 Free
Actuated Green, G (s) 52.0 140.0 78.0 78.0 140.0 52.0
Effective Green, g (s) 53.0 140.0 79.0 79.0 140.0 53.0
Actuated g/C Ratio 0.38 1.00 0.56 0.56 1.00 0.38
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 613 3241 2021 818 1476 558
v/s Ratio Prot 0.01 0.13 c0.56 c0.38
v/s Ratio Perm 0.24 0.23
v/c Ratio 0.03 0.13 1.00 0.43 0.23 1.01
Uniform Delay, d1 27.4 0.0 30.3 17.5 0.0 43.5
Progression Factor 1.58 1.00 0.65 0.33 1.00 1.00
Incremental Delay, d2 0.0 0.0 16.3 1.2 0.4 39.9
Delay (s) 43.3 0.0 36.0 7.0 0.4 83.4
Level of Service D A D A A F
Approach Delay (s) 2.0 30.3 0.4 83.4
Approach LOS A C A F
Intersection Summary
HCM 2000 Control Delay 32.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 1.00
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 77.3% ICU Level of Service D
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/30/2018
Cedar River Apartments 10/29/2018 AM Peak 2021 Phase 1 Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 57 36 685 2143 7 3 57
Future Volume (veh/h) 57 36 685 2143 7 3 57
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 40 761 2381 8 3 63
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 62 3251 4424 15 4 93
Arrive On Green 0.07 1.00 1.00 1.00 0.07 0.06
Sat Flow, veh/h 1681 4235 5978 18 68 1420
Grp Volume(v), veh/h 40 761 1619 770 67 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1761 1511 0
Q Serve(g_s), s 3.2 0.0 0.0 0.0 6.1 0.0
Cycle Q Clear(g_c), s 3.2 0.0 0.0 0.0 6.1 0.0
Prop In Lane 1.00 0.01 0.04 0.94
Lane Grp Cap(c), veh/h 62 3251 3009 1430 99 0
V/C Ratio(X) 0.65 0.23 0.54 0.54 0.68 0.00
Avail Cap(c_a), veh/h 132 3251 3009 1430 183 0
HCM Platoon Ratio 2.00 2.00 2.00 2.00 1.00 1.00
Upstream Filter(I) 0.99 0.99 0.71 0.71 1.00 0.00
Uniform Delay (d), s/veh 64.0 0.0 0.0 0.0 64.4 0.0
Incr Delay (d2), s/veh 10.7 0.2 0.5 1.0 7.8 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 0.1 0.1 0.4 2.8 0.0
LnGrp Delay(d),s/veh 74.6 0.2 0.5 1.0 72.2 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 801 2389 67
Approach Delay, s/veh 3.9 0.7 72.2
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 126.8 13.2 9.2 117.7
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 10.0 99.0
Max Q Clear Time (g_c+I1), s 2.0 8.1 5.2 2.0
Green Ext Time (p_c), s 43.0 0.1 0.0 41.2
Intersection Summary
HCM 2010 Ctrl Delay 2.9
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/30/2018
Cedar River Apartments 10/29/2018 AM Peak 2021 Phase 1 Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 648 82 12 2065 86 6
Future Volume (veh/h) 648 82 12 2065 86 6
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 720 91 13 2294 96 7
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 2762 347 27 3568 252 225
Arrive On Green 1.00 1.00 0.02 0.79 0.15 0.15
Sat Flow, veh/h 4219 464 1681 4765 1681 1500
Grp Volume(v), veh/h 481 330 13 2294 96 7
Grp Sat Flow(s),veh/h/ln 1235 1683 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.1 30.2 7.2 0.6
Cycle Q Clear(g_c), s 0.0 0.0 1.1 30.2 7.2 0.6
Prop In Lane 0.28 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1849 1260 27 3568 252 225
V/C Ratio(X) 0.26 0.26 0.49 0.64 0.38 0.03
Avail Cap(c_a), veh/h 1849 1260 84 3568 252 225
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.98 0.98 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 68.3 6.1 53.6 50.8
Incr Delay (d2), s/veh 0.3 0.5 13.1 0.9 4.3 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.2 0.6 12.6 3.7 0.2
LnGrp Delay(d),s/veh 0.3 0.5 81.5 7.0 58.0 51.1
LnGrp LOS A A F A E D
Approach Vol, veh/h 811 2307 103
Approach Delay, s/veh 0.4 7.4 57.5
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.2 108.8 115.0 25.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 6.0 99.0 110.0 20.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 32.2 9.2
Green Ext Time (p_c), s 0.0 41.0 37.8 0.2
Intersection Summary
HCM 2010 Ctrl Delay 7.3
HCM 2010 LOS A
HCM 2010 TWSC
5: Site East Access & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 AM Peak 2021 Phase 1 Synchro 9 Light Report
BPJ; William Popp Associates
Intersection
Int Delay, s/veh 0
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 655 0 3 2077 0 10
Future Vol, veh/h 655 0 3 2077 0 10
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 0 150 - 150 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 728 0 3 2308 0 11
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 728 0 1658 364
Stage 1 - - - - 728 -
Stage 2 - - - - 930 -
Critical Hdwy - - 4.14 - 6.29 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 6.04 -
Follow-up Hdwy - - 2.22 - 3.67 3.32
Pot Cap-1 Maneuver - - 871 - 112 633
Stage 1 - - - - 427 -
Stage 2 - - - - 319 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 871 - 112 633
Mov Cap-2 Maneuver - - - - 112 -
Stage 1 - - - - 427 -
Stage 2 - - - - 318 -
Approach EB WB NB
HCM Control Delay, s 0 0 10.8
HCM LOS B
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) - 633 - - 871 -
HCM Lane V/C Ratio - 0.018 - - 0.004 -
HCM Control Delay (s) 0 10.8 - - 9.1 -
HCM Lane LOS A B - - A -
HCM 95th %tile Q(veh) - 0.1 - - 0 -
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2021 Phase 2 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 415 114 49 847 621 975 0 0 0 297 897 461
Future Volume (veh/h) 415 114 49 847 621 975 0 0 0 297 897 461
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 461 127 0 941 690 1083 330 997 512
Adj No. of Lanes 2 2 0 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 396 407 0 768 1533 1189 564 1185 686
Arrive On Green 0.12 0.12 0.00 0.61 0.61 0.61 0.34 0.34 0.34
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 1681 3529 1500
Grp Volume(v), veh/h 461 127 0 941 690 1083 330 997 512
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 17.0 4.8 0.0 64.0 15.5 64.0 22.7 36.6 39.4
Cycle Q Clear(g_c), s 17.0 4.8 0.0 64.0 15.5 64.0 22.7 36.6 39.4
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 396 407 0 768 1533 1189 564 1185 686
V/C Ratio(X) 1.16 0.31 0.00 1.22 0.45 0.91 0.58 0.84 0.75
Avail Cap(c_a), veh/h 396 407 0 768 1533 1189 564 1185 686
HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.09 0.09 0.09 0.40 0.40 0.40
Uniform Delay (d), s/veh 61.5 56.2 0.0 27.4 17.9 7.0 38.4 43.1 31.3
Incr Delay (d2), s/veh 98.2 0.4 0.0 102.3 0.0 1.2 1.8 3.1 3.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.0 2.3 0.0 51.1 7.2 42.1 10.8 18.4 20.3
LnGrp Delay(d),s/veh 159.7 56.6 0.0 129.7 18.0 8.1 40.2 46.1 34.3
LnGrp LOS F E F B A D D C
Approach Vol, veh/h 588 2714 1839
Approach Delay, s/veh 137.4 52.8 41.8
Approach LOS F D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 21.0 51.0 68.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 16.0 46.0 63.0
Max Q Clear Time (g_c+I1), s 19.0 41.4 66.0
Green Ext Time (p_c), s 0.0 3.4 0.0
Intersection Summary
HCM 2010 Ctrl Delay 58.5
HCM 2010 LOS E
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 Phase 2 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 18 394 0 0 1872 465 0 0 316 0 0 520
Future Volume (vph) 18 394 0 0 1872 465 0 0 316 0 0 520
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 20 438 0 0 2080 517 0 0 351 0 0 578
RTOR Reduction (vph) 0 0 0 0 0 148 0 0 0 0 0 10
Lane Group Flow (vph) 20 438 0 0 2080 369 0 0 351 0 0 568
Turn Type Prot NA NA Perm Free Perm
Protected Phases 5 2 6
Permitted Phases 6 Free 5
Actuated Green, G (s) 50.0 140.0 80.0 80.0 140.0 50.0
Effective Green, g (s) 51.0 140.0 81.0 81.0 140.0 51.0
Actuated g/C Ratio 0.36 1.00 0.58 0.58 1.00 0.36
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 590 3241 2072 838 1476 537
v/s Ratio Prot 0.01 0.14 c0.58
v/s Ratio Perm 0.25 0.24 c0.38
v/c Ratio 0.03 0.14 1.00 0.44 0.24 1.06
Uniform Delay, d1 28.6 0.0 29.5 16.7 0.0 44.5
Progression Factor 1.57 1.00 0.60 0.35 1.00 1.00
Incremental Delay, d2 0.0 0.0 17.7 1.3 0.4 54.9
Delay (s) 44.9 0.0 35.4 7.1 0.4 99.4
Level of Service D A D A A F
Approach Delay (s) 2.0 29.7 0.4 99.4
Approach LOS A C A F
Intersection Summary
HCM 2000 Control Delay 34.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 78.8% ICU Level of Service D
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/30/2018
Cedar River Apartments 10/29/2018 2021 Phase 2 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 58 37 713 2222 7 3 58
Future Volume (veh/h) 58 37 713 2222 7 3 58
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 41 792 2469 8 3 64
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 63 3249 4416 14 4 94
Arrive On Green 0.08 1.00 1.00 1.00 0.07 0.06
Sat Flow, veh/h 1681 4235 5979 18 67 1422
Grp Volume(v), veh/h 41 792 1679 798 68 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1762 1510 0
Q Serve(g_s), s 3.3 0.0 0.0 0.0 6.2 0.0
Cycle Q Clear(g_c), s 3.3 0.0 0.0 0.0 6.2 0.0
Prop In Lane 1.00 0.01 0.04 0.94
Lane Grp Cap(c), veh/h 63 3249 3003 1427 100 0
V/C Ratio(X) 0.65 0.24 0.56 0.56 0.68 0.00
Avail Cap(c_a), veh/h 216 3249 3003 1427 183 0
HCM Platoon Ratio 2.00 2.00 2.00 2.00 1.00 1.00
Upstream Filter(I) 0.99 0.99 0.65 0.65 1.00 0.00
Uniform Delay (d), s/veh 63.8 0.0 0.0 0.0 64.4 0.0
Incr Delay (d2), s/veh 10.4 0.2 0.5 1.0 7.8 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 0.1 0.1 0.4 2.8 0.0
LnGrp Delay(d),s/veh 74.2 0.2 0.5 1.0 72.2 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 833 2477 68
Approach Delay, s/veh 3.8 0.7 72.2
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 126.7 13.3 9.3 117.4
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 17.0 92.0
Max Q Clear Time (g_c+I1), s 2.0 8.2 5.3 2.0
Green Ext Time (p_c), s 47.2 0.1 0.1 43.6
Intersection Summary
HCM 2010 Ctrl Delay 2.9
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2021 Phase 2 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 660 99 13 2085 142 6
Future Volume (veh/h) 660 99 13 2085 142 6
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 733 110 14 2317 158 7
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 2540 379 28 3375 324 289
Arrive On Green 1.00 1.00 0.02 0.75 0.19 0.19
Sat Flow, veh/h 4133 537 1681 4765 1681 1500
Grp Volume(v), veh/h 501 342 14 2317 158 7
Grp Sat Flow(s),veh/h/ln 1235 1670 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.2 37.1 11.7 0.5
Cycle Q Clear(g_c), s 0.0 0.0 1.2 37.1 11.7 0.5
Prop In Lane 0.32 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1741 1177 28 3375 324 289
V/C Ratio(X) 0.29 0.29 0.50 0.69 0.49 0.02
Avail Cap(c_a), veh/h 1741 1177 60 3375 324 289
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.97 0.97 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 68.3 9.0 50.3 45.8
Incr Delay (d2), s/veh 0.4 0.6 13.2 1.2 5.2 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.2 0.6 15.6 5.9 0.2
LnGrp Delay(d),s/veh 0.4 0.6 81.5 10.2 55.5 46.0
LnGrp LOS A A F B E D
Approach Vol, veh/h 843 2331 165
Approach Delay, s/veh 0.5 10.6 55.1
Approach LOS A B E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.3 102.7 109.0 31.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 4.0 95.0 104.0 26.0
Max Q Clear Time (g_c+I1), s 3.2 2.0 39.1 13.7
Green Ext Time (p_c), s 0.0 42.1 36.0 0.4
Intersection Summary
HCM 2010 Ctrl Delay 10.2
HCM 2010 LOS B
HCM 2010 TWSC
5: Site East Access & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 Phase 2 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Intersection
Int Delay, s/veh 0.1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 661 5 8 2103 0 20
Future Vol, veh/h 661 5 8 2103 0 20
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 0 150 - 150 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 734 6 9 2337 0 22
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 734 0 1686 367
Stage 1 - - - - 734 -
Stage 2 - - - - 952 -
Critical Hdwy - - 4.14 - 6.29 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 6.04 -
Follow-up Hdwy - - 2.22 - 3.67 3.32
Pot Cap-1 Maneuver - - 867 - 108 630
Stage 1 - - - - 424 -
Stage 2 - - - - 310 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 867 - 107 630
Mov Cap-2 Maneuver - - - - 107 -
Stage 1 - - - - 424 -
Stage 2 - - - - 307 -
Approach EB WB NB
HCM Control Delay, s 0 0 10.9
HCM LOS B
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) - 630 - - 867 -
HCM Lane V/C Ratio - 0.035 - - 0.01 -
HCM Control Delay (s) 0 10.9 - - 9.2 -
HCM Lane LOS A B - - A -
HCM 95th %tile Q(veh) - 0.1 - - 0 -
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2021 Phase 3 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 419 120 50 857 628 988 0 0 0 323 905 466
Future Volume (veh/h) 419 120 50 857 628 988 0 0 0 323 905 466
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 466 133 0 952 698 1098 359 1006 518
Adj No. of Lanes 2 2 0 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 396 407 0 768 1533 1189 564 1185 686
Arrive On Green 0.12 0.12 0.00 0.61 0.61 0.61 0.34 0.34 0.34
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 1681 3529 1500
Grp Volume(v), veh/h 466 133 0 952 698 1098 359 1006 518
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 17.0 5.1 0.0 64.0 15.8 64.0 25.3 37.1 40.1
Cycle Q Clear(g_c), s 17.0 5.1 0.0 64.0 15.8 64.0 25.3 37.1 40.1
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 396 407 0 768 1533 1189 564 1185 686
V/C Ratio(X) 1.18 0.33 0.00 1.24 0.46 0.92 0.64 0.85 0.76
Avail Cap(c_a), veh/h 396 407 0 768 1533 1189 564 1185 686
HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.09 0.09 0.09 0.40 0.40 0.40
Uniform Delay (d), s/veh 61.5 56.3 0.0 27.4 18.0 7.0 39.3 43.2 31.5
Incr Delay (d2), s/veh 103.0 0.5 0.0 108.7 0.0 1.4 2.2 3.2 3.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.3 2.4 0.0 52.5 7.3 42.8 12.0 18.6 20.6
LnGrp Delay(d),s/veh 164.5 56.7 0.0 136.1 18.0 8.3 41.5 46.4 34.6
LnGrp LOS F E F B A D D C
Approach Vol, veh/h 599 2748 1883
Approach Delay, s/veh 140.6 55.1 42.2
Approach LOS F E D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 21.0 51.0 68.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 16.0 46.0 63.0
Max Q Clear Time (g_c+I1), s 19.0 42.1 66.0
Green Ext Time (p_c), s 0.0 3.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 60.2
HCM 2010 LOS E
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 Phase 3 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 18 426 0 0 1897 472 0 0 329 0 0 525
Future Volume (vph) 18 426 0 0 1897 472 0 0 329 0 0 525
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 20 473 0 0 2108 524 0 0 366 0 0 583
RTOR Reduction (vph) 0 0 0 0 0 148 0 0 0 0 0 10
Lane Group Flow (vph) 20 473 0 0 2108 377 0 0 366 0 0 573
Turn Type Prot NA NA Perm Free Perm
Protected Phases 5 2 6
Permitted Phases 6 Free 5
Actuated Green, G (s) 50.0 140.0 80.0 80.0 140.0 50.0
Effective Green, g (s) 51.0 140.0 81.0 81.0 140.0 51.0
Actuated g/C Ratio 0.36 1.00 0.58 0.58 1.00 0.36
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 590 3241 2072 838 1476 537
v/s Ratio Prot 0.01 0.15 c0.59
v/s Ratio Perm 0.26 0.25 c0.39
v/c Ratio 0.03 0.15 1.02 0.45 0.25 1.07
Uniform Delay, d1 28.6 0.0 29.5 16.8 0.0 44.5
Progression Factor 1.61 1.00 0.61 0.38 1.00 1.00
Incremental Delay, d2 0.0 0.0 21.2 1.3 0.4 57.8
Delay (s) 46.1 0.0 39.2 7.7 0.4 102.3
Level of Service D A D A A F
Approach Delay (s) 1.9 32.9 0.4 102.3
Approach LOS A C A F
Intersection Summary
HCM 2000 Control Delay 36.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 1.04
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 79.7% ICU Level of Service D
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/30/2018
Cedar River Apartments 10/29/2018 2021 Phase 3 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 58 37 758 2252 7 3 58
Future Volume (veh/h) 58 37 758 2252 7 3 58
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 41 842 2502 8 3 64
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 63 3249 4416 14 4 94
Arrive On Green 0.08 1.00 1.00 1.00 0.07 0.06
Sat Flow, veh/h 1681 4235 5980 17 67 1422
Grp Volume(v), veh/h 41 842 1701 809 68 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1762 1510 0
Q Serve(g_s), s 3.3 0.0 0.0 0.0 6.2 0.0
Cycle Q Clear(g_c), s 3.3 0.0 0.0 0.0 6.2 0.0
Prop In Lane 1.00 0.01 0.04 0.94
Lane Grp Cap(c), veh/h 63 3249 3003 1427 100 0
V/C Ratio(X) 0.65 0.26 0.57 0.57 0.68 0.00
Avail Cap(c_a), veh/h 204 3249 3003 1427 183 0
HCM Platoon Ratio 2.00 2.00 2.00 2.00 1.00 1.00
Upstream Filter(I) 0.99 0.99 0.64 0.64 1.00 0.00
Uniform Delay (d), s/veh 63.8 0.0 0.0 0.0 64.4 0.0
Incr Delay (d2), s/veh 10.4 0.2 0.5 1.0 7.8 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 0.1 0.1 0.4 2.8 0.0
LnGrp Delay(d),s/veh 74.2 0.2 0.5 1.0 72.2 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 883 2510 68
Approach Delay, s/veh 3.6 0.7 72.2
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 126.7 13.3 9.3 117.4
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 16.0 93.0
Max Q Clear Time (g_c+I1), s 2.0 8.2 5.3 2.0
Green Ext Time (p_c), s 50.1 0.1 0.1 46.2
Intersection Summary
HCM 2010 Ctrl Delay 2.8
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2021 Phase 3 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 682 123 16 2106 153 7
Future Volume (veh/h) 682 123 16 2106 153 7
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 758 137 18 2340 170 8
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 2429 436 33 3343 336 300
Arrive On Green 1.00 1.00 0.02 0.74 0.20 0.20
Sat Flow, veh/h 4026 628 1681 4765 1681 1500
Grp Volume(v), veh/h 534 361 18 2340 170 8
Grp Sat Flow(s),veh/h/ln 1235 1654 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.5 39.0 12.6 0.6
Cycle Q Clear(g_c), s 0.0 0.0 1.5 39.0 12.6 0.6
Prop In Lane 0.38 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1716 1149 33 3343 336 300
V/C Ratio(X) 0.31 0.31 0.54 0.70 0.51 0.03
Avail Cap(c_a), veh/h 1716 1149 72 3343 336 300
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.97 0.97 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 68.0 9.6 49.8 45.0
Incr Delay (d2), s/veh 0.5 0.7 13.2 1.2 5.4 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.2 0.8 16.2 6.4 0.3
LnGrp Delay(d),s/veh 0.5 0.7 81.2 10.9 55.2 45.2
LnGrp LOS A A F B E D
Approach Vol, veh/h 895 2358 178
Approach Delay, s/veh 0.6 11.4 54.7
Approach LOS A B D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.8 101.2 108.0 32.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 93.0 103.0 27.0
Max Q Clear Time (g_c+I1), s 3.5 2.0 41.0 14.6
Green Ext Time (p_c), s 0.0 43.8 36.5 0.5
Intersection Summary
HCM 2010 Ctrl Delay 10.8
HCM 2010 LOS B
HCM 2010 TWSC
5: Site East Access & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 Phase 3 AM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Intersection
Int Delay, s/veh 0.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 669 21 18 2127 0 22
Future Vol, veh/h 669 21 18 2127 0 22
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 0 150 - 150 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 743 23 20 2363 0 24
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 743 0 1728 372
Stage 1 - - - - 743 -
Stage 2 - - - - 985 -
Critical Hdwy - - 4.14 - 6.29 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 6.04 -
Follow-up Hdwy - - 2.22 - 3.67 3.32
Pot Cap-1 Maneuver - - 860 - 102 625
Stage 1 - - - - 419 -
Stage 2 - - - - 298 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 860 - 100 625
Mov Cap-2 Maneuver - - - - 100 -
Stage 1 - - - - 419 -
Stage 2 - - - - 291 -
Approach EB WB NB
HCM Control Delay, s 0 0.1 11
HCM LOS B
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) - 625 - - 860 -
HCM Lane V/C Ratio - 0.039 - - 0.023 -
HCM Control Delay (s) 0 11 - - 9.3 -
HCM Lane LOS A B - - A -
HCM 95th %tile Q(veh) - 0.1 - - 0.1 -
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/30/2018 2021 Phase 3 AM Peak -- with dual WBL Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 419 120 50 857 628 988 0 0 0 323 905 466
Future Volume (veh/h) 419 120 50 857 628 988 0 0 0 323 905 466
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 466 133 0 952 698 1098 359 1006 518
Adj No. of Lanes 2 2 0 2 1 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 396 407 0 1537 807 1189 564 1185 686
Arrive On Green 0.12 0.12 0.00 0.61 0.61 0.61 0.34 0.34 0.34
Sat Flow, veh/h 3261 3441 0 3361 1765 1500 1681 3529 1500
Grp Volume(v), veh/h 466 133 0 952 698 1098 359 1006 518
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1765 1500 1681 1765 1500
Q Serve(g_s), s 17.0 5.1 0.0 24.9 45.8 64.0 25.3 37.1 40.1
Cycle Q Clear(g_c), s 17.0 5.1 0.0 24.9 45.8 64.0 25.3 37.1 40.1
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 396 407 0 1537 807 1189 564 1185 686
V/C Ratio(X) 1.18 0.33 0.00 0.62 0.87 0.92 0.64 0.85 0.76
Avail Cap(c_a), veh/h 396 407 0 1537 807 1189 564 1185 686
HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.09 0.09 0.09 0.40 0.40 0.40
Uniform Delay (d), s/veh 61.5 56.3 0.0 19.8 23.9 7.0 39.3 43.2 31.5
Incr Delay (d2), s/veh 103.0 0.5 0.0 0.1 1.0 1.4 2.2 3.2 3.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.3 2.4 0.0 11.5 22.2 42.8 12.0 18.6 20.6
LnGrp Delay(d),s/veh 164.5 56.7 0.0 19.9 24.9 8.3 41.5 46.4 34.6
LnGrp LOS F E B C A D D C
Approach Vol, veh/h 599 2748 1883
Approach Delay, s/veh 140.6 16.5 42.2
Approach LOS F B D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 21.0 51.0 68.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 16.0 46.0 63.0
Max Q Clear Time (g_c+I1), s 19.0 42.1 66.0
Green Ext Time (p_c), s 0.0 3.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 40.0
HCM 2010 LOS D
Notes
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/29/2018
Cedar River Apartments 10/26/2018 2017 existing PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 673 520 65 334 236 770 0 0 0 1145 745 638
Future Volume (veh/h) 673 520 65 334 236 770 0 0 0 1145 745 638
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 748 578 0 371 262 856 1272 828 709
Adj No. of Lanes 2 2 0 2 1 1 2 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 582 599 0 624 328 1104 1849 971 1093
Arrive On Green 0.18 0.18 0.00 0.06 0.06 0.06 0.55 0.55 0.55
Sat Flow, veh/h 3261 3441 0 3361 1765 1500 3361 1765 1500
Grp Volume(v), veh/h 748 578 0 371 262 856 1272 828 709
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1765 1500 1681 1765 1500
Q Serve(g_s), s 25.0 24.0 0.0 15.1 20.5 26.0 38.4 55.7 34.1
Cycle Q Clear(g_c), s 25.0 24.0 0.0 15.1 20.5 26.0 38.4 55.7 34.1
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 582 599 0 624 328 1104 1849 971 1093
V/C Ratio(X) 1.28 0.97 0.00 0.59 0.80 0.78 0.69 0.85 0.65
Avail Cap(c_a), veh/h 582 599 0 624 328 1104 1849 971 1093
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.61 0.61 0.61 0.40 0.40 0.40
Uniform Delay (d), s/veh 57.5 57.1 0.0 60.6 63.1 9.6 22.8 26.7 9.8
Incr Delay (d2), s/veh 140.8 28.2 0.0 0.9 8.4 2.2 0.8 4.0 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 22.6 13.4 0.0 7.1 10.8 33.9 17.9 28.0 23.6
LnGrp Delay(d),s/veh 198.3 85.3 0.0 61.5 71.5 11.8 23.7 30.7 11.0
LnGrp LOS F F E E B C C B
Approach Vol, veh/h 1326 1489 2809
Approach Delay, s/veh 149.0 34.7 22.5
Approach LOS F C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 29.0 81.0 30.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 24.0 76.0 25.0
Max Q Clear Time (g_c+I1), s 27.0 57.7 28.0
Green Ext Time (p_c), s 0.0 14.3 0.0
Intersection Summary
HCM 2010 Ctrl Delay 55.6
HCM 2010 LOS E
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/26/2018 2017 existing PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 61 1604 0 0 704 246 0 0 771 0 0 672
Future Volume (vph) 61 1604 0 0 704 246 0 0 771 0 0 672
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 68 1782 0 0 782 273 0 0 857 0 0 747
RTOR Reduction (vph) 0 0 0 0 0 178 0 0 0 0 0 14
Lane Group Flow (vph) 68 1782 0 0 782 95 0 0 857 0 0 733
Turn Type Prot NA NA Perm Free Perm
Protected Phases 5 2 6
Permitted Phases 6 Free 5
Actuated Green, G (s) 82.3 140.0 47.7 47.7 140.0 82.3
Effective Green, g (s) 83.3 140.0 48.7 48.7 140.0 83.3
Actuated g/C Ratio 0.59 1.00 0.35 0.35 1.00 0.59
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 964 3241 1246 504 1476 878
v/s Ratio Prot 0.04 0.55 0.22
v/s Ratio Perm 0.07 c0.58 c0.50
v/c Ratio 0.07 0.55 0.63 0.19 0.58 0.83
Uniform Delay, d1 12.0 0.0 38.1 31.9 0.0 22.8
Progression Factor 1.31 1.00 0.85 0.41 1.00 1.00
Incremental Delay, d2 0.0 0.1 2.3 0.8 1.7 6.9
Delay (s) 15.7 0.1 34.8 13.8 1.7 29.7
Level of Service B A C B A C
Approach Delay (s) 0.6 29.4 1.7 29.7
Approach LOS A C A C
Intersection Summary
HCM 2000 Control Delay 12.4 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 64.9% ICU Level of Service C
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/29/2018
Cedar River Apartments 10/26/2018 2017 existing PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 15 41 2118 935 13 4 31
Future Volume (veh/h) 15 41 2118 935 13 4 31
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 46 2353 1039 14 4 34
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 69 3320 4448 60 7 62
Arrive On Green 0.08 1.00 1.00 1.00 0.05 0.04
Sat Flow, veh/h 1681 4235 5915 72 156 1327
Grp Volume(v), veh/h 46 2353 715 338 39 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1752 1523 0
Q Serve(g_s), s 3.7 0.0 0.0 0.0 3.5 0.0
Cycle Q Clear(g_c), s 3.7 0.0 0.0 0.0 3.5 0.0
Prop In Lane 1.00 0.04 0.10 0.87
Lane Grp Cap(c), veh/h 69 3320 3061 1447 71 0
V/C Ratio(X) 0.66 0.71 0.23 0.23 0.55 0.00
Avail Cap(c_a), veh/h 132 3320 3061 1447 185 0
HCM Platoon Ratio 2.00 2.00 1.33 1.33 1.00 1.00
Upstream Filter(I) 0.81 0.81 0.97 0.97 1.00 0.00
Uniform Delay (d), s/veh 63.3 0.0 0.0 0.0 65.7 0.0
Incr Delay (d2), s/veh 8.4 1.1 0.2 0.4 6.3 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.9 0.3 0.0 0.1 1.6 0.0
LnGrp Delay(d),s/veh 71.7 1.1 0.2 0.4 72.0 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 2399 1053 39
Approach Delay, s/veh 2.4 0.2 72.0
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 129.4 10.6 9.8 119.6
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 10.0 99.0
Max Q Clear Time (g_c+I1), s 2.0 5.5 5.7 2.0
Green Ext Time (p_c), s 57.5 0.1 0.0 53.8
Intersection Summary
HCM 2010 Ctrl Delay 2.5
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/29/2018
Cedar River Apartments 10/26/2018 2017 existing PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 2082 36 12 910 38 66
Future Volume (veh/h) 2082 36 12 910 38 66
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 2313 40 13 1011 42 73
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 3225 56 27 3696 204 182
Arrive On Green 1.00 1.00 0.02 0.82 0.12 0.12
Sat Flow, veh/h 4680 72 1681 4765 1681 1500
Grp Volume(v), veh/h 1375 978 13 1011 42 73
Grp Sat Flow(s),veh/h/ln 1235 1752 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.1 7.2 3.2 6.3
Cycle Q Clear(g_c), s 0.0 0.0 1.1 7.2 3.2 6.3
Prop In Lane 0.04 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1920 1361 27 3696 204 182
V/C Ratio(X) 0.72 0.72 0.49 0.27 0.21 0.40
Avail Cap(c_a), veh/h 1920 1361 48 3696 204 182
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.60 0.60 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 68.3 2.9 55.4 56.8
Incr Delay (d2), s/veh 1.4 2.0 13.1 0.2 2.3 6.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 0.8 0.6 3.0 1.6 2.9
LnGrp Delay(d),s/veh 1.4 2.0 81.5 3.1 57.7 63.3
LnGrp LOS A A F A E E
Approach Vol, veh/h 2353 1024 115
Approach Delay, s/veh 1.7 4.1 61.2
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.2 112.8 119.0 21.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 3.0 106.0 114.0 16.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 9.2 8.3
Green Ext Time (p_c), s 0.0 49.3 49.5 0.2
Intersection Summary
HCM 2010 Ctrl Delay 4.3
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 without Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 700 541 68 348 246 801 0 0 0 1191 775 664
Future Volume (veh/h) 700 541 68 348 246 801 0 0 0 1191 775 664
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 778 601 0 387 273 890 1323 861 738
Adj No. of Lanes 2 2 0 1 2 1 2 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 606 623 0 300 599 1093 1849 971 1104
Arrive On Green 0.19 0.19 0.00 0.06 0.06 0.06 0.55 0.55 0.55
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 3361 1765 1500
Grp Volume(v), veh/h 778 601 0 387 273 890 1323 861 738
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 26.0 24.9 0.0 25.0 11.0 25.0 40.9 60.0 35.8
Cycle Q Clear(g_c), s 26.0 24.9 0.0 25.0 11.0 25.0 40.9 60.0 35.8
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 606 623 0 300 599 1093 1849 971 1104
V/C Ratio(X) 1.28 0.97 0.00 1.29 0.46 0.81 0.72 0.89 0.67
Avail Cap(c_a), veh/h 606 623 0 300 599 1093 1849 971 1104
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.56 0.56 0.56 0.40 0.40 0.40
Uniform Delay (d), s/veh 57.0 56.6 0.0 65.9 59.3 9.8 23.4 27.7 9.6
Incr Delay (d2), s/veh 140.4 27.5 0.0 143.8 0.3 2.8 1.0 5.2 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 23.5 13.9 0.0 23.6 5.1 35.4 19.2 30.6 25.6
LnGrp Delay(d),s/veh 197.4 84.0 0.0 209.6 59.6 12.6 24.3 32.9 10.9
LnGrp LOS F F F E B C C B
Approach Vol, veh/h 1379 1550 2922
Approach Delay, s/veh 148.0 70.1 23.5
Approach LOS F E C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 30.0 81.0 29.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 25.0 76.0 24.0
Max Q Clear Time (g_c+I1), s 28.0 62.0 27.0
Green Ext Time (p_c), s 0.0 11.7 0.0
Intersection Summary
HCM 2010 Ctrl Delay 65.2
HCM 2010 LOS E
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 without Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 1669 0 0 733 256 0 0 802 0 0 699
Future Volume (vph) 63 1669 0 0 733 256 0 0 802 0 0 699
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 70 1854 0 0 814 284 0 0 891 0 0 777
RTOR Reduction (vph) 0 0 0 0 0 188 0 0 0 0 0 12
Lane Group Flow (vph) 70 1854 0 0 814 96 0 0 891 0 0 765
Turn Type Prot NA NA Perm Free Over
Protected Phases 5 2 6 5
Permitted Phases 6 Free
Actuated Green, G (s) 83.8 140.0 46.2 46.2 140.0 83.8
Effective Green, g (s) 84.8 140.0 47.2 47.2 140.0 84.8
Actuated g/C Ratio 0.61 1.00 0.34 0.34 1.00 0.61
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 981 3241 1207 488 1476 894
v/s Ratio Prot 0.04 0.57 c0.23 c0.52
v/s Ratio Perm 0.07 0.60
v/c Ratio 0.07 0.57 0.67 0.20 0.60 0.86
Uniform Delay, d1 11.4 0.0 39.8 32.9 0.0 22.6
Progression Factor 1.31 1.00 0.85 0.39 1.00 1.00
Incremental Delay, d2 0.0 0.1 2.9 0.9 1.8 8.1
Delay (s) 14.9 0.1 36.6 13.6 1.8 30.7
Level of Service B A D B A C
Approach Delay (s) 0.6 30.7 1.8 30.7
Approach LOS A C A C
Intersection Summary
HCM 2000 Control Delay 12.9 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 67.3% ICU Level of Service C
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/29/2018
Cedar River Apartments 10/29/2018 2021 without Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 16 43 2204 973 14 4 32
Future Volume (veh/h) 16 43 2204 973 14 4 32
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 48 2449 1081 16 4 36
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 72 3315 4426 65 7 64
Arrive On Green 0.09 1.00 1.00 1.00 0.05 0.04
Sat Flow, veh/h 1681 4235 5906 80 148 1336
Grp Volume(v), veh/h 48 2449 745 352 41 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1751 1522 0
Q Serve(g_s), s 3.9 0.0 0.0 0.0 3.7 0.0
Cycle Q Clear(g_c), s 3.9 0.0 0.0 0.0 3.7 0.0
Prop In Lane 1.00 0.05 0.10 0.88
Lane Grp Cap(c), veh/h 72 3315 3051 1441 73 0
V/C Ratio(X) 0.67 0.74 0.24 0.24 0.56 0.00
Avail Cap(c_a), veh/h 144 3315 3051 1441 185 0
HCM Platoon Ratio 2.00 2.00 1.33 1.33 1.00 1.00
Upstream Filter(I) 0.79 0.79 0.97 0.97 1.00 0.00
Uniform Delay (d), s/veh 63.0 0.0 0.0 0.0 65.6 0.0
Incr Delay (d2), s/veh 8.1 1.2 0.2 0.4 6.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.9 0.4 0.1 0.2 1.7 0.0
LnGrp Delay(d),s/veh 71.1 1.2 0.2 0.4 72.1 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 2497 1097 41
Approach Delay, s/veh 2.5 0.3 72.1
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 129.2 10.8 10.0 119.2
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 11.0 98.0
Max Q Clear Time (g_c+I1), s 2.0 5.7 5.9 2.0
Green Ext Time (p_c), s 63.1 0.1 0.0 58.1
Intersection Summary
HCM 2010 Ctrl Delay 2.6
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 without Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 2167 37 12 947 40 69
Future Volume (veh/h) 2167 37 12 947 40 69
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 2408 41 13 1052 44 77
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 3197 54 27 3664 216 193
Arrive On Green 1.00 1.00 0.02 0.81 0.13 0.13
Sat Flow, veh/h 4682 71 1681 4765 1681 1500
Grp Volume(v), veh/h 1431 1018 13 1052 44 77
Grp Sat Flow(s),veh/h/ln 1235 1752 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.1 7.9 3.3 6.6
Cycle Q Clear(g_c), s 0.0 0.0 1.1 7.9 3.3 6.6
Prop In Lane 0.04 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1902 1349 27 3664 216 193
V/C Ratio(X) 0.75 0.75 0.49 0.29 0.20 0.40
Avail Cap(c_a), veh/h 1902 1349 48 3664 216 193
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.56 0.56 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 68.3 3.2 54.6 56.0
Incr Delay (d2), s/veh 1.6 2.2 13.1 0.2 2.1 6.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 0.8 0.6 3.3 1.7 3.1
LnGrp Delay(d),s/veh 1.6 2.2 81.5 3.3 56.7 62.1
LnGrp LOS A A F A E E
Approach Vol, veh/h 2449 1065 121
Approach Delay, s/veh 1.9 4.3 60.1
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.2 111.8 118.0 22.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 3.0 105.0 113.0 17.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 9.9 8.6
Green Ext Time (p_c), s 0.0 54.1 54.1 0.2
Intersection Summary
HCM 2010 Ctrl Delay 4.5
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/29/2018
Cedar River Apartments 10/26/2018 2021 with Phase 1 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 700 547 68 358 250 811 0 0 0 1222 775 664
Future Volume (veh/h) 700 547 68 358 250 811 0 0 0 1222 775 664
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 778 608 0 398 278 901 1358 861 738
Adj No. of Lanes 2 2 0 1 2 1 2 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 606 623 0 300 599 1093 1849 971 1104
Arrive On Green 0.19 0.19 0.00 0.18 0.18 0.18 0.55 0.55 0.55
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 3361 1765 1500
Grp Volume(v), veh/h 778 608 0 398 278 901 1358 861 738
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 26.0 25.3 0.0 25.0 10.4 25.0 42.7 60.0 35.8
Cycle Q Clear(g_c), s 26.0 25.3 0.0 25.0 10.4 25.0 42.7 60.0 35.8
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 606 623 0 300 599 1093 1849 971 1104
V/C Ratio(X) 1.28 0.98 0.00 1.33 0.46 0.82 0.73 0.89 0.67
Avail Cap(c_a), veh/h 606 623 0 300 599 1093 1849 971 1104
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.55 0.55 0.55 0.40 0.40 0.40
Uniform Delay (d), s/veh 57.0 56.7 0.0 57.5 51.5 8.6 23.8 27.7 9.6
Incr Delay (d2), s/veh 140.4 30.1 0.0 159.0 0.3 2.9 1.1 5.2 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 23.5 14.3 0.0 24.8 4.9 35.7 20.1 30.6 25.6
LnGrp Delay(d),s/veh 197.4 86.8 0.0 216.5 51.8 11.5 24.8 32.9 10.9
LnGrp LOS F F F D B C C B
Approach Vol, veh/h 1386 1577 2957
Approach Delay, s/veh 148.9 70.4 23.7
Approach LOS F E C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 30.0 81.0 29.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 25.0 76.0 24.0
Max Q Clear Time (g_c+I1), s 28.0 62.0 27.0
Green Ext Time (p_c), s 0.0 11.8 0.0
Intersection Summary
HCM 2010 Ctrl Delay 65.4
HCM 2010 LOS E
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 Phase 1 PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 63 1706 0 0 757 266 0 0 818 0 0 699
Future Volume (vph) 63 1706 0 0 757 266 0 0 818 0 0 699
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 70 1896 0 0 841 296 0 0 909 0 0 777
RTOR Reduction (vph) 0 0 0 0 0 196 0 0 0 0 0 11
Lane Group Flow (vph) 70 1896 0 0 841 100 0 0 909 0 0 766
Turn Type Prot NA NA Perm Free Over
Protected Phases 5 2 6 5
Permitted Phases 6 Free
Actuated Green, G (s) 83.9 140.0 46.1 46.1 140.0 83.9
Effective Green, g (s) 84.9 140.0 47.1 47.1 140.0 84.9
Actuated g/C Ratio 0.61 1.00 0.34 0.34 1.00 0.61
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 983 3241 1205 487 1476 895
v/s Ratio Prot 0.04 0.58 c0.23 c0.52
v/s Ratio Perm 0.07 0.62
v/c Ratio 0.07 0.59 0.70 0.20 0.62 0.86
Uniform Delay, d1 11.3 0.0 40.3 33.1 0.0 22.6
Progression Factor 1.31 1.00 0.81 0.28 1.00 1.00
Incremental Delay, d2 0.0 0.1 3.3 0.9 1.9 8.1
Delay (s) 14.9 0.1 35.9 10.1 1.9 30.6
Level of Service B A D B A C
Approach Delay (s) 0.6 29.2 1.9 30.6
Approach LOS A C A C
Intersection Summary
HCM 2000 Control Delay 12.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 67.8% ICU Level of Service C
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/29/2018
Cedar River Apartments 10/26/2018 2021 with Phase 1 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 16 43 2258 1007 14 4 32
Future Volume (veh/h) 16 43 2258 1007 14 4 32
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 48 2509 1119 16 4 36
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 73 3315 4427 63 7 64
Arrive On Green 0.04 0.89 1.00 1.00 0.05 0.04
Sat Flow, veh/h 1681 4235 5910 77 148 1336
Grp Volume(v), veh/h 48 2509 770 365 41 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1751 1522 0
Q Serve(g_s), s 3.9 30.9 0.0 0.0 3.7 0.0
Cycle Q Clear(g_c), s 3.9 30.9 0.0 0.0 3.7 0.0
Prop In Lane 1.00 0.04 0.10 0.88
Lane Grp Cap(c), veh/h 73 3315 3049 1441 73 0
V/C Ratio(X) 0.66 0.76 0.25 0.25 0.56 0.00
Avail Cap(c_a), veh/h 144 3315 3049 1441 185 0
HCM Platoon Ratio 1.00 1.00 1.33 1.33 1.00 1.00
Upstream Filter(I) 0.33 0.33 0.96 0.96 1.00 0.00
Uniform Delay (d), s/veh 66.0 2.4 0.0 0.0 65.6 0.0
Incr Delay (d2), s/veh 3.4 0.6 0.2 0.4 6.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.9 10.2 0.1 0.2 1.7 0.0
LnGrp Delay(d),s/veh 69.3 3.0 0.2 0.4 72.1 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 2557 1135 41
Approach Delay, s/veh 4.2 0.3 72.1
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 129.2 10.8 10.0 119.2
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 11.0 98.0
Max Q Clear Time (g_c+I1), s 32.9 5.7 5.9 2.0
Green Ext Time (p_c), s 55.0 0.1 0.0 61.1
Intersection Summary
HCM 2010 Ctrl Delay 3.8
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/29/2018
Cedar River Apartments 10/26/2018 2021 with Phase 1 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 2167 91 17 947 75 69
Future Volume (veh/h) 2167 91 17 947 75 69
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 2408 101 19 1052 83 77
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 3118 130 34 3696 204 182
Arrive On Green 1.00 1.00 0.02 0.82 0.12 0.12
Sat Flow, veh/h 4567 168 1681 4765 1681 1500
Grp Volume(v), veh/h 1469 1040 19 1052 83 77
Grp Sat Flow(s),veh/h/ln 1235 1735 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 1.6 7.6 6.4 6.7
Cycle Q Clear(g_c), s 0.0 0.0 1.6 7.6 6.4 6.7
Prop In Lane 0.10 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1908 1340 34 3696 204 182
V/C Ratio(X) 0.77 0.78 0.55 0.28 0.41 0.42
Avail Cap(c_a), veh/h 1908 1340 48 3696 204 182
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.53 0.53 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 67.9 2.9 56.8 57.0
Incr Delay (d2), s/veh 1.6 2.4 13.1 0.2 5.9 7.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 0.9 0.9 3.2 3.3 3.1
LnGrp Delay(d),s/veh 1.6 2.4 81.1 3.1 62.8 64.0
LnGrp LOS A A F A E E
Approach Vol, veh/h 2509 1071 160
Approach Delay, s/veh 2.0 4.5 63.4
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.9 112.1 119.0 21.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 3.0 106.0 114.0 16.0
Max Q Clear Time (g_c+I1), s 3.6 2.0 9.6 8.7
Green Ext Time (p_c), s 0.0 57.0 57.1 0.3
Intersection Summary
HCM 2010 Ctrl Delay 5.3
HCM 2010 LOS A
HCM 2010 TWSC
5: Site East Access & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2021 Phase 1 PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Intersection
Int Delay, s/veh 0.1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 2235 1 5 964 0 6
Future Vol, veh/h 2235 1 5 964 0 6
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 0 150 - 150 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2483 1 6 1071 0 7
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 2483 0 2923 1242
Stage 1 - - - - 2483 -
Stage 2 - - - - 440 -
Critical Hdwy - - 4.14 - 6.29 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 6.04 -
Follow-up Hdwy - - 2.22 - 3.67 3.32
Pot Cap-1 Maneuver - - 182 - 19 166
Stage 1 - - - - 48 -
Stage 2 - - - - 582 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 182 - 18 166
Mov Cap-2 Maneuver - - - - 18 -
Stage 1 - - - - 48 -
Stage 2 - - - - 563 -
Approach EB WB NB
HCM Control Delay, s 0 0.1 27.6
HCM LOS D
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) - 166 - - 182 -
HCM Lane V/C Ratio - 0.04 - - 0.031 -
HCM Control Delay (s) 0 27.6 - - 25.4 -
HCM Lane LOS A D - - D -
HCM 95th %tile Q(veh) - 0.1 - - 0.1 -
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2022 with Phase 2 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 707 560 68 372 256 829 0 0 0 1269 783 671
Future Volume (veh/h) 707 560 68 372 256 829 0 0 0 1269 783 671
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 786 622 0 413 284 921 1410 870 746
Adj No. of Lanes 2 2 0 1 2 1 2 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 582 599 0 312 623 1104 1849 971 1093
Arrive On Green 0.18 0.18 0.00 0.06 0.06 0.06 0.55 0.55 0.55
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 3361 1765 1500
Grp Volume(v), veh/h 786 622 0 413 284 921 1410 870 746
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 25.0 25.0 0.0 26.0 11.5 26.0 45.5 61.3 37.6
Cycle Q Clear(g_c), s 25.0 25.0 0.0 26.0 11.5 26.0 45.5 61.3 37.6
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 582 599 0 312 623 1104 1849 971 1093
V/C Ratio(X) 1.35 1.04 0.00 1.32 0.46 0.83 0.76 0.90 0.68
Avail Cap(c_a), veh/h 582 599 0 312 623 1104 1849 971 1093
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.51 0.51 0.51 0.40 0.40 0.40
Uniform Delay (d), s/veh 57.5 57.5 0.0 65.7 58.9 9.6 24.4 28.0 10.3
Incr Delay (d2), s/veh 168.6 47.2 0.0 156.7 0.3 3.0 1.2 5.7 1.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 24.9 15.5 0.0 25.7 5.4 36.7 21.3 31.3 26.1
LnGrp Delay(d),s/veh 226.1 104.7 0.0 222.4 59.1 12.6 25.6 33.6 11.7
LnGrp LOS F F F E B C C B
Approach Vol, veh/h 1408 1618 3026
Approach Delay, s/veh 172.5 74.3 24.5
Approach LOS F E C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 29.0 81.0 30.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 24.0 76.0 25.0
Max Q Clear Time (g_c+I1), s 27.0 63.3 28.0
Green Ext Time (p_c), s 0.0 11.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 72.2
HCM 2010 LOS E
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2022 with Phase 2 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 64 1764 0 0 789 280 0 0 843 0 0 706
Future Volume (vph) 64 1764 0 0 789 280 0 0 843 0 0 706
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 71 1960 0 0 877 311 0 0 937 0 0 784
RTOR Reduction (vph) 0 0 0 0 0 203 0 0 0 0 0 10
Lane Group Flow (vph) 71 1960 0 0 877 108 0 0 937 0 0 774
Turn Type Prot NA NA Perm Free Over
Protected Phases 5 2 6 5
Permitted Phases 6 Free
Actuated Green, G (s) 83.4 140.0 46.6 46.6 140.0 83.4
Effective Green, g (s) 84.4 140.0 47.6 47.6 140.0 84.4
Actuated g/C Ratio 0.60 1.00 0.34 0.34 1.00 0.60
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 977 3241 1217 493 1476 889
v/s Ratio Prot 0.04 0.60 c0.24 c0.52
v/s Ratio Perm 0.07 0.64
v/c Ratio 0.07 0.60 0.72 0.22 0.63 0.87
Uniform Delay, d1 11.5 0.0 40.4 33.0 0.0 23.2
Progression Factor 1.31 1.00 0.78 0.20 1.00 1.00
Incremental Delay, d2 0.0 0.1 3.6 1.0 2.1 9.3
Delay (s) 15.2 0.1 35.0 7.6 2.1 32.5
Level of Service B A D A A C
Approach Delay (s) 0.6 27.8 2.1 32.5
Approach LOS A C A C
Intersection Summary
HCM 2000 Control Delay 12.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 68.9% ICU Level of Service C
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/29/2018
Cedar River Apartments 10/29/2018 2022 with Phase 2 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 16 43 2339 1053 14 4 33
Future Volume (veh/h) 16 43 2339 1053 14 4 33
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 48 2599 1170 16 4 37
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 72 3313 4428 61 7 66
Arrive On Green 0.09 1.00 1.00 1.00 0.05 0.04
Sat Flow, veh/h 1681 4235 5913 74 145 1340
Grp Volume(v), veh/h 48 2599 805 381 42 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1752 1521 0
Q Serve(g_s), s 3.9 0.0 0.0 0.0 3.8 0.0
Cycle Q Clear(g_c), s 3.9 0.0 0.0 0.0 3.8 0.0
Prop In Lane 1.00 0.04 0.10 0.88
Lane Grp Cap(c), veh/h 72 3313 3048 1441 74 0
V/C Ratio(X) 0.67 0.78 0.26 0.26 0.56 0.00
Avail Cap(c_a), veh/h 144 3313 3048 1441 185 0
HCM Platoon Ratio 2.00 2.00 1.33 1.33 1.00 1.00
Upstream Filter(I) 0.75 0.75 0.95 0.95 1.00 0.00
Uniform Delay (d), s/veh 63.0 0.0 0.0 0.0 65.6 0.0
Incr Delay (d2), s/veh 7.7 1.5 0.2 0.4 6.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.9 0.5 0.1 0.2 1.7 0.0
LnGrp Delay(d),s/veh 70.8 1.5 0.2 0.4 72.1 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 2647 1186 42
Approach Delay, s/veh 2.7 0.3 72.1
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 129.1 10.9 10.0 119.2
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 11.0 98.0
Max Q Clear Time (g_c+I1), s 2.0 5.8 5.9 2.0
Green Ext Time (p_c), s 72.1 0.1 0.0 65.4
Intersection Summary
HCM 2010 Ctrl Delay 2.7
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2022 with Phase 2 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 2196 142 23 956 112 69
Future Volume (veh/h) 2196 142 23 956 112 69
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 2440 158 26 1062 124 77
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 3020 194 44 3696 204 182
Arrive On Green 1.00 1.00 0.03 0.82 0.12 0.12
Sat Flow, veh/h 4468 253 1681 4765 1681 1500
Grp Volume(v), veh/h 1522 1076 26 1062 124 77
Grp Sat Flow(s),veh/h/ln 1235 1720 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 2.1 7.7 9.8 6.7
Cycle Q Clear(g_c), s 0.0 0.0 2.1 7.7 9.8 6.7
Prop In Lane 0.15 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1895 1319 44 3696 204 182
V/C Ratio(X) 0.80 0.82 0.60 0.29 0.61 0.42
Avail Cap(c_a), veh/h 1895 1319 48 3696 204 182
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.48 0.48 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 67.5 2.9 58.3 57.0
Incr Delay (d2), s/veh 1.8 2.8 15.7 0.2 12.7 7.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 1.0 1.2 3.2 5.3 3.1
LnGrp Delay(d),s/veh 1.8 2.8 83.2 3.1 71.1 64.0
LnGrp LOS A A F A E E
Approach Vol, veh/h 2598 1088 201
Approach Delay, s/veh 2.2 5.0 68.4
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 7.6 111.4 119.0 21.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 3.0 106.0 114.0 16.0
Max Q Clear Time (g_c+I1), s 4.1 2.0 9.7 11.8
Green Ext Time (p_c), s 0.0 61.0 61.1 0.3
Intersection Summary
HCM 2010 Ctrl Delay 6.4
HCM 2010 LOS A
HCM 2010 TWSC
5: Site East Access & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2022 with Phase 2 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Intersection
Int Delay, s/veh 0.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 2258 8 10 979 0 13
Future Vol, veh/h 2258 8 10 979 0 13
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 0 150 - 150 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2509 9 11 1088 0 14
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 2509 0 2966 1254
Stage 1 - - - - 2509 -
Stage 2 - - - - 457 -
Critical Hdwy - - 4.14 - 6.29 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 6.04 -
Follow-up Hdwy - - 2.22 - 3.67 3.32
Pot Cap-1 Maneuver - - 178 - 18 163
Stage 1 - - - - 46 -
Stage 2 - - - - 570 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 178 - 17 163
Mov Cap-2 Maneuver - - - - 17 -
Stage 1 - - - - 46 -
Stage 2 - - - - 535 -
Approach EB WB NB
HCM Control Delay, s 0 0.3 29.2
HCM LOS D
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) - 163 - - 178 -
HCM Lane V/C Ratio - 0.089 - - 0.062 -
HCM Control Delay (s) 0 29.2 - - 26.6 -
HCM Lane LOS A D - - D -
HCM 95th %tile Q(veh) - 0.3 - - 0.2 -
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2023 with Phase 3 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 714 567 69 387 265 853 0 0 0 1290 791 677
Future Volume (veh/h) 714 567 69 387 265 853 0 0 0 1290 791 677
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 793 630 0 430 294 948 1433 879 752
Adj No. of Lanes 2 2 0 1 2 1 2 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 582 599 0 312 623 1104 1849 971 1093
Arrive On Green 0.18 0.18 0.00 0.06 0.06 0.06 0.55 0.55 0.55
Sat Flow, veh/h 3261 3441 0 1681 3353 1500 3361 1765 1500
Grp Volume(v), veh/h 793 630 0 430 294 948 1433 879 752
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1676 1500 1681 1765 1500
Q Serve(g_s), s 25.0 25.0 0.0 26.0 11.9 26.0 46.8 62.5 38.2
Cycle Q Clear(g_c), s 25.0 25.0 0.0 26.0 11.9 26.0 46.8 62.5 38.2
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 582 599 0 312 623 1104 1849 971 1093
V/C Ratio(X) 1.36 1.05 0.00 1.38 0.47 0.86 0.78 0.91 0.69
Avail Cap(c_a), veh/h 582 599 0 312 623 1104 1849 971 1093
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.48 0.48 0.48 0.40 0.40 0.40
Uniform Delay (d), s/veh 57.5 57.5 0.0 65.7 59.1 9.6 24.7 28.2 10.3
Incr Delay (d2), s/veh 173.8 51.3 0.0 179.5 0.3 3.5 1.3 6.2 1.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 25.3 15.8 0.0 27.7 5.5 37.9 22.0 31.9 26.5
LnGrp Delay(d),s/veh 231.3 108.8 0.0 245.2 59.3 13.1 26.0 34.4 11.8
LnGrp LOS F F F E B C C B
Approach Vol, veh/h 1423 1672 3064
Approach Delay, s/veh 177.1 80.9 24.9
Approach LOS F F C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 29.0 81.0 30.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 24.0 76.0 25.0
Max Q Clear Time (g_c+I1), s 27.0 64.5 28.0
Green Ext Time (p_c), s 0.0 10.1 0.0
Intersection Summary
HCM 2010 Ctrl Delay 75.3
HCM 2010 LOS E
Notes
HCM Signalized Intersection Capacity Analysis
2: I-405 NB Off-Ramp/I-405 NB On-Ramp & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2023 with Phase 3 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 65 1793 0 0 829 293 0 0 856 0 0 713
Future Volume (vph) 65 1793 0 0 829 293 0 0 856 0 0 713
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 *0.70 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 0.86 0.86
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1621 3241 3582 1450 1476 1476
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 1621 3241 3582 1450 1476 1476
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 72 1992 0 0 921 326 0 0 951 0 0 792
RTOR Reduction (vph) 0 0 0 0 0 204 0 0 0 0 0 9
Lane Group Flow (vph) 72 1992 0 0 921 122 0 0 951 0 0 783
Turn Type Prot NA NA Perm Free Over
Protected Phases 5 2 6 5
Permitted Phases 6 Free
Actuated Green, G (s) 83.0 140.0 47.0 47.0 140.0 83.0
Effective Green, g (s) 84.0 140.0 48.0 48.0 140.0 84.0
Actuated g/C Ratio 0.60 1.00 0.34 0.34 1.00 0.60
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 972 3241 1228 497 1476 885
v/s Ratio Prot 0.04 0.61 c0.26 c0.53
v/s Ratio Perm 0.08 0.64
v/c Ratio 0.07 0.61 0.75 0.25 0.64 0.88
Uniform Delay, d1 11.7 0.0 40.7 33.0 0.0 23.9
Progression Factor 1.31 1.00 0.74 0.16 1.00 1.00
Incremental Delay, d2 0.0 0.1 4.1 1.1 2.2 10.5
Delay (s) 15.3 0.1 34.3 6.4 2.2 34.4
Level of Service B A C A A C
Approach Delay (s) 0.6 27.0 2.2 34.4
Approach LOS A C A C
Intersection Summary
HCM 2000 Control Delay 12.7 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 70.2% ICU Level of Service C
Analysis Period (min) 15
Description: SR 169/I-405 NB On-Ramp
c Critical Lane Group
HCM 2010 Signalized Intersection Summary
3: SR 169 & Shari's Driveway 10/30/2018
Cedar River Apartments 10/29/2018 2023 with Phase 3 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBU EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 16 44 2377 1107 14 4 33
Future Volume (veh/h) 16 44 2377 1107 14 4 33
Number 5 2 6 16 7 14
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1765 1800 1765 1800
Adj Flow Rate, veh/h 49 2641 1230 16 4 37
Adj No. of Lanes 1 3 4 0 0 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 0 0
Cap, veh/h 73 3313 4428 58 7 66
Arrive On Green 0.09 1.00 1.00 1.00 0.05 0.04
Sat Flow, veh/h 1681 4235 5918 70 145 1340
Grp Volume(v), veh/h 49 2641 846 400 42 0
Grp Sat Flow(s),veh/h/ln 1681 1235 1235 1752 1521 0
Q Serve(g_s), s 4.0 0.0 0.0 0.0 3.8 0.0
Cycle Q Clear(g_c), s 4.0 0.0 0.0 0.0 3.8 0.0
Prop In Lane 1.00 0.04 0.10 0.88
Lane Grp Cap(c), veh/h 73 3313 3045 1440 74 0
V/C Ratio(X) 0.67 0.80 0.28 0.28 0.56 0.00
Avail Cap(c_a), veh/h 144 3313 3045 1440 185 0
HCM Platoon Ratio 2.00 2.00 1.33 1.33 1.00 1.00
Upstream Filter(I) 0.74 0.74 0.93 0.93 1.00 0.00
Uniform Delay (d), s/veh 62.9 0.0 0.0 0.0 65.6 0.0
Incr Delay (d2), s/veh 7.6 1.6 0.2 0.4 6.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.0 0.5 0.1 0.2 1.7 0.0
LnGrp Delay(d),s/veh 70.5 1.6 0.2 0.4 72.1 0.0
LnGrp LOS E A A A E
Approach Vol, veh/h 2690 1246 42
Approach Delay, s/veh 2.8 0.3 72.1
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 129.1 10.9 10.1 119.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 114.0 16.0 11.0 98.0
Max Q Clear Time (g_c+I1), s 2.0 5.8 6.0 2.0
Green Ext Time (p_c), s 75.4 0.1 0.0 68.1
Intersection Summary
HCM 2010 Ctrl Delay 2.8
HCM 2010 LOS A
Notes
HCM 2010 Signalized Intersection Summary
4: Cedar River Park Dr & SR 169 10/30/2018
Cedar River Apartments 10/29/2018 2023 with Phase 3 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 2224 153 24 966 157 73
Future Volume (veh/h) 2224 153 24 966 157 73
Number 2 12 1 6 3 18
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1800 1765 1765 1765 1765
Adj Flow Rate, veh/h 2471 170 27 1073 174 81
Adj No. of Lanes 3 0 1 3 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 2976 202 45 3664 216 193
Arrive On Green 1.00 1.00 0.03 0.81 0.13 0.13
Sat Flow, veh/h 4451 267 1681 4765 1681 1500
Grp Volume(v), veh/h 1547 1094 27 1073 174 81
Grp Sat Flow(s),veh/h/ln 1235 1718 1681 1500 1681 1500
Q Serve(g_s), s 0.0 0.0 2.2 8.1 14.1 7.0
Cycle Q Clear(g_c), s 0.0 0.0 2.2 8.1 14.1 7.0
Prop In Lane 0.16 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1875 1304 45 3664 216 193
V/C Ratio(X) 0.82 0.84 0.60 0.29 0.81 0.42
Avail Cap(c_a), veh/h 1875 1304 48 3664 216 193
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.46 0.46 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 67.4 3.2 59.3 56.2
Incr Delay (d2), s/veh 2.0 3.2 17.2 0.2 26.5 6.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 1.1 1.3 3.3 8.1 3.2
LnGrp Delay(d),s/veh 2.0 3.2 84.6 3.4 85.8 62.8
LnGrp LOS A A F A F E
Approach Vol, veh/h 2641 1100 255
Approach Delay, s/veh 2.5 5.4 78.5
Approach LOS A A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 7.7 110.3 118.0 22.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 3.0 105.0 113.0 17.0
Max Q Clear Time (g_c+I1), s 4.2 2.0 10.1 16.1
Green Ext Time (p_c), s 0.0 62.8 62.7 0.1
Intersection Summary
HCM 2010 Ctrl Delay 8.1
HCM 2010 LOS A
HCM 2010 TWSC
5: Site East Access & SR 169 10/29/2018
Cedar River Apartments 10/29/2018 2023 with Phase 3 Project PM Peak Synchro 9 Light Report
BPJ; William Popp Associates
Intersection
Int Delay, s/veh 0.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 2283 14 14 990 0 25
Future Vol, veh/h 2283 14 14 990 0 25
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 0 150 - 150 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2537 16 16 1100 0 28
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 2537 0 3008 1268
Stage 1 - - - - 2537 -
Stage 2 - - - - 471 -
Critical Hdwy - - 4.14 - 6.29 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 6.04 -
Follow-up Hdwy - - 2.22 - 3.67 3.32
Pot Cap-1 Maneuver - - 173 - 16 160
Stage 1 - - - - 45 -
Stage 2 - - - - 560 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 173 - 15 160
Mov Cap-2 Maneuver - - - - 15 -
Stage 1 - - - - 45 -
Stage 2 - - - - 508 -
Approach EB WB NB
HCM Control Delay, s 0 0.4 32.2
HCM LOS D
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) - 160 - - 173 -
HCM Lane V/C Ratio - 0.174 - - 0.09 -
HCM Control Delay (s) 0 32.2 - - 27.9 -
HCM Lane LOS A D - - D -
HCM 95th %tile Q(veh) - 0.6 - - 0.3 -
HCM 2010 Signalized Intersection Summary
1: I-405 SB On-Ramp/Sunset Blvd & Bronson Way/SR 169 10/30/2018
Cedar River Apartments 10/30/2018 2023 with Phase 3 Project PM Peak -- dual WBL Synchro 9 Light Report
BPJ; William Popp Associates
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 714 567 69 387 265 853 0 0 0 1290 791 677
Future Volume (veh/h) 714 567 69 387 265 853 0 0 0 1290 791 677
Number 5 2 12 1 6 16 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1765 1765 1800 1765 1765 1765 1765 1765 1765
Adj Flow Rate, veh/h 793 630 0 430 294 948 1433 879 752
Adj No. of Lanes 2 2 0 2 1 1 2 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2
Cap, veh/h 582 599 0 624 328 1104 1849 971 1093
Arrive On Green 0.18 0.18 0.00 0.06 0.06 0.06 0.55 0.55 0.55
Sat Flow, veh/h 3261 3441 0 3361 1765 1500 3361 1765 1500
Grp Volume(v), veh/h 793 630 0 430 294 948 1433 879 752
Grp Sat Flow(s),veh/h/ln 1630 1676 0 1681 1765 1500 1681 1765 1500
Q Serve(g_s), s 25.0 25.0 0.0 17.6 23.2 26.0 46.8 62.5 38.2
Cycle Q Clear(g_c), s 25.0 25.0 0.0 17.6 23.2 26.0 46.8 62.5 38.2
Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 582 599 0 624 328 1104 1849 971 1093
V/C Ratio(X) 1.36 1.05 0.00 0.69 0.90 0.86 0.78 0.91 0.69
Avail Cap(c_a), veh/h 582 599 0 624 328 1104 1849 971 1093
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.48 0.48 0.48 0.40 0.40 0.40
Uniform Delay (d), s/veh 57.5 57.5 0.0 61.7 64.4 9.6 24.7 28.2 10.3
Incr Delay (d2), s/veh 173.8 51.3 0.0 1.5 14.6 3.5 1.3 6.2 1.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 25.3 15.8 0.0 8.3 12.7 37.9 22.0 31.9 26.5
LnGrp Delay(d),s/veh 231.3 108.8 0.0 63.3 79.0 13.1 26.0 34.4 11.8
LnGrp LOS F F E E B C C B
Approach Vol, veh/h 1423 1672 3064
Approach Delay, s/veh 177.1 37.6 24.9
Approach LOS F D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 29.0 81.0 30.0
Change Period (Y+Rc), s 5.0 5.0 5.0
Max Green Setting (Gmax), s 24.0 76.0 25.0
Max Q Clear Time (g_c+I1), s 27.0 64.5 28.0
Green Ext Time (p_c), s 0.0 10.1 0.0
Intersection Summary
HCM 2010 Ctrl Delay 63.5
HCM 2010 LOS E
Notes