Loading...
HomeMy WebLinkAboutRS_Traffic_Study_20210521_v1.pdfSECTION 44 TRAFFIC STUDY Traffic Impact Analysis GMD RENTON Prepared for: GMD Development LLC May 2021 Prepared by: 12131 113th Avenue NE, Suite 203 Kirkland, WA 98034-7120 Phone: 425-821-3665 www.transpogroup.com 1.20173.00 © 2020 Transpo Group Traffic Impact Analysis GMD Renton May 2021 11 Table of Contents Introduction ............................................................................................................................ 12 Project Description ............................................................................................................... 12 Study Scope and Study Area ............................................................................................... 12 Existing & Future Without-Project Conditions ................................................................... 15 Transportation System ......................................................................................................... 15 Traffic Volumes .................................................................................................................... 18 Traffic Operations ................................................................................................................ 20 Traffic Safety ........................................................................................................................ 21 Project Impacts ...................................................................................................................... 22 Trip Generation .................................................................................................................... 22 Trip Distribution and Assignment ......................................................................................... 23 Future With-Project Traffic Volumes .................................................................................... 26 Future With-Project Traffic Operations ................................................................................ 28 Site Access Analysis ............................................................................................................ 29 Traffic Safety Impact ............................................................................................................ 29 Mitigation Measures ............................................................................................................... 30 Transportation Impact Fees ................................................................................................. 30 Findings and Recommendations ......................................................................................... 31 Appendix Appendix A: Traffic Counts Appendix B: LOS Definitions Appendix C: LOS Worksheets Appendix D: Trip Generation Figures Figure 1. Site Vicinity and Study Intersections ................................................................. 13 Figure 2. Preliminary Site Plan ......................................................................................... 14 Figure 3. Existing Channelization and Traffic Control at Study Intersections .................. 16 Figure 4. Existing and Future (2024) Without-Project Weekday Peak Hour Traffic Volumes ............................................................................................................. 19 Figure 5. Inbound Project Trip Distribution & Assignment ................................................ 24 Figure 6. Outbound Project Trip Distribution & Assignment ............................................. 25 Figure 7. Future (2024) With-Project Weekday Peak Hour Traffic Volumes .................... 27 Tables Table 1. Existing Transit Service ..................................................................................... 17 Table 2. Existing and Future Without-Project Weekday Peak Hour Intersection Operations ......................................................................................................... 20 Table 3. Study Intersection Collision Data Summary (2017 – 2019) .............................. 21 Table 4. Estimated Weekday Project Trip Generation .................................................... 22 Table 5. Weekday AM and PM Peak Hour Project Traffic Volumes Impacts ................. 26 Table 6. With-Project Weekday Peak Hour Intersection Operations .............................. 28 Table 7. Future (2024) With-Project Site Access Weekday Peak Hour Operations Summary ........................................................................................................... 29 Table 8. Estimated Transportation Impact Fee ............................................................... 30 Traffic Impact Analysis GMD Renton May 2021 12 Introduction This traffic impact analysis (TIA) identifies potential transportation-related impacts associated with the proposed GMD Renton residential development. Project Description The proposed project is a residential development located at 617 Williams Avenue S in Renton, Washington. The site vicinity is shown in Figure 1. The project would construct up to 145 multifamily residential units. The four existing multifamily residential units would be removed with the project. The project is anticipated to be constructed and occupied by 2023. Figure 2 includes the site plan which depicts the site configuration and proposed driveways. As shown in the figure, the proposed project will be accessed via two driveways, one on S Grady Way and one on Williams Avenue S. Both driveways are anticipated to operate as right-in right-out only. Parking will be provided on-site for 99 vehicles, including 10 tandem stalls accommodating 20 vehicles. Study Scope and Study Area The scope of the analysis is consistent with the City of Renton Traffic Impact Analysis Policy Guidelines for New Developments (2016). Per the pre-application meeting, the following three off-site study area intersections were included in the analysis (see Figure 1): 1. Talbot Road S/S Grady Way 2. Williams Avenue S/S Grady Way 3. Main Avenue S/Benson Road S/S Grady Way In addition to these off-site study intersections, the two proposed site driveways were evaluated under the future with-project conditions. The analysis includes an evaluation of the weekday AM and PM peak hour periods. This TIA summarizes the existing conditions in the vicinity of the project site, including the transportation network, planned improvements, existing and future without-project peak hour traffic volumes, traffic operations, and traffic safety. The analysis assumed a future 2024 horizon analysis year, consistent with the project’s anticipated occupation and with Sound Transit’s October 2019 Bus Rapid Transit Technical Memorandum: South Renton Transit Center, BRT Stations, and Park-and-ride Garage Traffic Analysis . Future with-project conditions are evaluated by adding site-generated traffic to future without-project volumes and were then compared to future without-project conditions to identify the relative impacts the proposed project has on the surrounding transportation system. Site Vicinity GMD Renton FIGURE 1 May 05, 2021 - 11:24am jonathans M:\20\1.20173.00 - GMD Renton\Graphics\DWG\Graphics_20173_May 2021.dwg Layout: Site Vicinity Site 1 2 3 B A S 5TH ST S 6TH ST S 7TH ST S GR A D Y W A Y TALBOT RD SWILLIAMS AVE SWELLS AVE SMAIN AVE S108TH AVEStudy Intersection LEGEND X Site AccessX Preliminary Site Plan GMD Renton FIGURE 2 May 05, 2021 - 11:24am jonathans M:\20\1.20173.00 - GMD Renton\Graphics\DWG\Graphics_20173_May 2021.dwg Layout: Site Plan Traffic Impact Analysis GMD Renton May 2021 15 Existing & Future Without-Project Conditions This section describes both existing and future (2024) without-project conditions within the identified study area. Study area characteristics are provided for the transportation system, planned improvements, existing and future forecasted without-project traffic volumes, traffic operations, and traffic safety. Transportation System The following sections describe the existing transportation system within the vicinity of the proposed project and any anticipated changes resulting from planned improvements. Existing Inventory The project site is located at the southwest corner of the Williams Avenue S/S Grady Way intersection. Descriptions of the roadways within the study area are provided below. S Grady Way is a five-lane roadway classified as a principal arterial in the vicinity of the project. Sidewalks are provided on both sides of the street and the posted speed limit is 35 miles per hour (mph). S Grady Way provides east-west connections through Renton. An access to the project site is proposed along S Grady Way at the south side of the site. Talbot Road S is a six-lane north-south roadway classified as a collector arterial. Sidewalks are provided on both sides of the street and the posted speed limit is 35 mph. Talbot Road S provides a north-south connection to SR 515 south of the site. Williams Avenue S is a two to three lane one-way roadway classified as a minor arterial with a posted speed of 25 mph. Sidewalks are provided on both sides of the street. Williams Avenue S provides a southbound only connection through Renton. A right-in right-out (RIRO) access is proposed along Williams Avenue S along the northeast side of the project site. Benson Road S/108th Avenue/Main Avenue S is a five-lane lane roadway classified as a principal arterial. Main Avenue S provides a north-south extension of SR 515 through Renton. Benson Road S/108th Avenue provides a north-south connection across I-405. Sidewalks are provided along both the west side of the street in the vicinity of the site and the posted speed limit is 25 mph. The channelization and traffic control at the three study area intersections can be found in Figure 3. As shown in the figure, the Talbot Road S, Williams Avenue S, and Benson Road S/108th Avenue intersections along S Grady Way are signalized. Existing Channelization and Control GMD Renton FIGURE 3 May 05, 2021 - 11:24am jonathans M:\20\1.20173.00 - GMD Renton\Graphics\DWG\Graphics_20173_May 2021.dwg Layout: Chan Site 1 2 3 S 5TH ST S 6TH ST S 7TH ST S GR A D Y W A Y TALBOT RD SWILLIAMS AVE SWELLS AVE SMAIN AVE S108TH AVEStudy Intersection LEGEND X Site AccessX Talbot Road S S Grady Way Williams Ave S S Grady Way Benson Rd S/Main Ave S S Grady Way123 Traffic Impact Analysis GMD Renton May 2021 17 Nonmotorized Facilities Sidewalks are provided throughout the study area and marked crosswalks are provided at the signalized intersections along S Grady Way. Bicycle facilities in the vicinity of the project site are limited; however, there are bicycle lanes provided along Benson Road S/108th Avenue south of I-405 in the vicinity of the project. Transit The project site is located in close proximity to transit routes operated by King County Metro Routes 101, 148, and 153. These routes provide service to the Renton Transit Center, Seattle, Fairwood, and Kent. Transit stops are provided along S Grady Way adjacent to the project site at Talbot Road S, Williams Avenue S, and Wells Avenue S. Additional transit stops are provided at the South Renton Park & Ride approximately 0.5 miles west or a 9- minute walk from the site. Route characteristics are summarized in Table 1. Table 1. Existing Transit Service Approximate Weekday Operating Hours PM Peak Headways (minutes) Routes Area Served 101 Renton TC – Downtown Seattle 5:15 a.m. - 12:00 a.m. 15 102 Fairwood – Downtown Seattle 4:45 a.m. – 8:45 a.m. 3:15 p.m. – 7:15 p.m. 15 148 Renton TC – Fairwood 5:45 a.m. – 10:30 p.m. 30 153 Kent Station – Renton TC 5:30 a.m. – 7:40 p.m. 30 169 Kent Station – Renton TC 4:30 a.m. – 12:45 a.m. 15 Source: King County Metro (July 2020). Planned Improvements Based on coordination with the City of Renton and a review of the City’s Six-Year (2020- 2025) Transportation Improvement Program (TIP), three roadway improvement projects have been identified within the vicinity of the project:  TIP #28 – Williams Ave S and Wells Ave S Two-Way Conversion Project, S Grady Way to N 1st St: This corridor study provides pedestrian and bicycle improvements as well as improved circulation through Downtown Renton. The improvements include converting Williams Avenue S and Wells Avenue S to two-way traffic operations. Project improvements to the Williams Avenue S/S Grady Way intersection are anticipated to be complete in 2021.  TIP #44 – S Grady Way Multimodal Improvements, Talbot Rd S to Rainier Ave S: This corridor study provides improvements on S Grady Way west of the study area, between Talbot Road S and Rainier Avenue S. The project will remove islands at the S Grady Way/Lake Avenue S and S Grady Way/Shattuck Avenue S to provide a continuous eastbound lane between Rainier Avenue S and Talbot Road S. The project is not fully funded and, pending grant funding availability, is anticipated to be completed in 2024.  Bus Rapid Transit (BRT) I-405 Corridor and South Renton Transit Center: This Sound Transit project will provide BRT service along the I-405 corridor as well as the construction of the South Renton Transit Center and transit priority at signalized intersections in the vicinity of the site. The Williams Avenue S Two-Way Conversion Project will convert Williams Avenue S to two- way traffic in 2021. Based on a review of the improvement projects listed above, channelization updates to the Williams Avenue S/S Grady Way intersection to allow for two- Traffic Impact Analysis GMD Renton May 2021 18 way northbound and southbound traffic have been applied to the future (2024) with- and without-project conditions analysis. Traffic Volumes Existing weekday AM (7 a.m. - 9 a.m.) and PM (4 p.m. - 6 p.m.) peak period traffic counts were provided by the City of Renton. Counts provided were collected in 2017 and 2018. Based on coordination with the City, all counts were grown to existing 2020 and future 2024 conditions assuming an annual 2 percent growth rate. Detailed intersection traffic counts are provided in Appendix A. Figure 4 illustrates the existing weekday AM and PM peak hour traffic volumes at the study area intersections. Traffic volumes were rounded to the nearest five vehicles as weekday volumes fluctuate day-to-day. Note that existing weekday PM peak hour counts were unavailable from the city for the intersection of Talbot Road S / S Grady Way. Future (2024) without-project weekday AM and PM peak hour traffic volumes were estimated by increasing existing traffic volumes by an annual growth rate of 2 percent per year for two years. No pipeline development projects were identified by the City within the study area. Future PM peak hour baseline volumes at the Talbot Road S/S Grady Way intersection were based on Sound Transit’s baseline forecasts included in the Bus Rapid Transit Technical Memorandum: South Renton Transit Center, BRT Stations, and Park-and-ride Garage Traffic Analysis. As noted above the planned improvements resulted in changes to the transportation network that would impact circulation patterns in the area. Specifically, future traffic volumes at the study area intersections were adjusted to accommodate the future two-way traffic on Williams Avenue S. Future eastbound left-turn and northbound through volumes at the Williams Avenue S/S Grady Way intersection were developed based on the 2018 memorandum Traffic Analysis for the Williams Ave S and Wells Ave S Conversion Project – Addendum to the Downtown Traffic Circulation Analysis (2016). Figure 4 illustrates 2024 without-project weekday AM and PM peak hour traffic volumes at the study area intersections. S 5TH ST Existing and Future (2024) Without-Project Weekday Peak Hour Traffic Volumes GMD Renton FIGURE 4 May 05, 2021 - 11:24am jonathans M:\20\1.20173.00 - GMD Renton\Graphics\DWG\Graphics_20173_May 2021.dwg Layout: Ex + Wop Vol Site 1 2 3 B A S 6TH ST S 7TH ST S GR A D Y W A Y TALBOT RD SWILLIAMS AVE SWELLS AVE SMAIN AVE S108TH AVETalbot Road S S Grady Way (40) 85 (650) 870 (115) 1,050 (1,070) 505 525 (810) (185) 230 (75) 505 (550) 725 (85) 65 (20) 95 (110) 880 (35) 50 (845) 1,070 (5) 5 (45) 115 (40) 110 (20) 30 (625) 455 (15) 30 (15) 30 (95) 255 Williams Ave S S Grady Way Benson Rd S/Main Ave S S Grady Way (650) 575 (40) 325 (360) 80 255 (860) (135) 735 (365) 455 1 2 3 Study Intersection X Weekday PM Peak Hour Traffic Volumes LEGEND X (X)Weekday AM Peak Hour Traffic Volumes Talbot Road S S Grady Way (35) 134 (710) 705 (125) 787 (1,160) 398 388 (825) (255) 121 (80) 263 (595) 661 (85) 45 (20) 86 (120) 613 (40) 48 (120) 145 (855) 1,085 (5) 5 (40) 115 10 (10) (45) 120 (20) 30 (675) 495 (15) 30 (15) 30 (105) 275 Williams Ave S S Grady Way Benson Rd S/Main Ave S S Grady Way (705) 620 (45) 350 (390) 85 275 (930) (145) 795 (395) 495 1 2 3 ExistingFuture (2024) Without-Project Traffic Impact Analysis GMD Renton May 2021 20 Traffic Operations The following section summarizes the traffic operations for existing and future without-project conditions for the study area intersections. The operational characteristics of an intersection are determined by calculating the intersection level of service (LOS). At signalized and all-way stop controlled intersections, LOS is measured in average control delay per vehicle and is typically reported using the intersection delay. At unsignalized side-street stop-controlled intersections, LOS is measured by the average delay on the worst-movement of the intersection. Traffic operations and average vehicle delay for an intersection can be described qualitatively with a range of levels of service (LOS A through LOS F), with LOS A indicating free-flowing traffic and LOS F indicating extreme congestion and long vehicle delays. Appendix C contains a detailed explanation of LOS criteria and definitions. Weekday AM and PM peak hour traffic operations for existing and future without-project conditions were evaluated at the study intersection based on the procedures identified in the Highway Capacity Manual 6th Edition (2016), and were evaluated using Synchro 10. Synchro 10 is a software program that uses HCM methodology to evaluate intersection LOS and average vehicle delays. Signal timing and phasing information was obtained from the City of Renton. Analysis parameters such as lane channelization and timing were maintained for future 2024 without-project conditions relative to existing conditions, with the exception of the Williams Avenue S/S Grady Way intersection. Future channelization updates at the Williams Avenue S/S Grady Way intersection were developed through coordination with the City and include allowing two-way traffic on Williams Avenue S and optimized timings at the intersection. Cycle lengths at the Williams Avenue S/S Grady Way intersection were kept consistent with existing conditions. Results for the existing and future without-project operations analyses are summarized in Table 2. Detailed LOS worksheets for the existing and future without-project analysis are included in Appendix D. Table 2. Existing and Future Without-Project Weekday Peak Hour Intersection Operations Existing 2024 Without-Project Intersection LOS1 Delay2 WM3 LOS Delay WM Weekday AM Peak Hour 1. Talbot Road S / S Grady Way D 45 - D 47 - 2. Williams Avenue S / S Grady Way B 12 - B 12 - 3. Benson Road S/Main Avenue S / S Grady Way D 53 - E 66 - Weekday PM Peak Hour 1. Talbot Road S / S Grady Way Not available4 D 53 - 2. Williams Avenue S / S Grady Way B 18 - C 20 - 3. Benson Road S/Main Avenue S / S Grady Way C 30 - C 32 - 1. LOS as defined by the HCM 6th Edition (2016) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop controlled intersections. WB=westbound approach 4. Only 2009 counts were available from the City. Existing conditions for the weekday PM peak hour was excluded from the analysis. Heavy vehicle percentages and peak hour factor (PHF) from the 2009 count were used under future conditions. Based on the City of Renton Comprehensive Plan, the citywide level of service standard for arterials and collectors (includes all roads within the study area) is LOS D, with some exceptions. One of these exceptions is Grady Way, which has a LOS E standard. Therefore, all three study area intersections have a standard of LOS E. Traffic Impact Analysis GMD Renton May 2021 21 Table 2 shows that all study area intersections currently meet City standards at LOS E or better. With the addition of background growth under future without-project conditions, all study area intersections are expected to continue meet City standards. Traffic Safety Collision records were reviewed within the study area to document any potential traffic safety issues. The most recent summary of collision data from WSDOT is for the three-year period between January 1, 2017 and December 31, 2019. A historical review of collisions was conducted at study area intersections. A summary of the total and average annual number of reported collisions at each study intersection is provided in Table 3. Table 3. Study Intersection Collision Data Summary (2017 – 2019) Number of Reported Collisions Total Annual Average Location 2017 2018 2019 Intersection 1. Talbot Road S / S Grady Way 0 7 11 18 6.00 2. Williams Avenue S / S Grady Way 0 2 1 3 1.00 3. Benson Road S/Main Avenue S / S Grady Way 2 2 4 8 2.67 Source: WSDOT 2020. The highest number of reported collisions at a study intersection occurred at the Talbot Road S/S Grady Way intersection which had an average of approximately 6 collisions per year. The Williams Avenue S and Benson Road S/Main Avenue S intersections on S Grady Way experienced an annual average of less than 3 collisions. There were no reported fatalities within the study area and no pedestrian/bicycle collisions. The majority of collisions at the study area intersections resulted in property damage only. The most common collision type at the intersections is rear end collisions, which are typically due to stop-and-go traffic along congested corridors such as S Grady Way. Traffic Impact Analysis GMD Renton May 2021 22 Project Impacts This section of the report documents project-generated impacts within the study area. First, peak hour traffic volumes are estimated, distributed, and assigned to adjacent roadways and intersections within the study area. Next, future (2024) traffic volumes including project traffic are developed and the potential impact to traffic volumes and traffic operations are identified. Trip Generation The proposed project includes 145 multifamily residential units. Weekday daily, AM and PM peak hour trip generation for the proposed development was estimated based on the land use size and trip rates from the Institute of Transportation Engineers’ (ITE) Trip Generation Manual (10th Edition, 2017) for the Multifamily Housing (Mid-Rise) (LU #221) land use. The four existing on-site multifamily units would be removed with the development of the project. The ITE Multifamily (Low-Rise) (LU #220) land use was used to estimate the trip generation for the existing use. Table 4 shows the weekday net new off-site vehicle trips generated by the proposed project. The detailed trip generation calculations are included in Appendix D. Table 4. Estimated Weekday Project Trip Generation Total Trips Size Inbound Outbound Total Weekday Daily Proposed Mid Rise Multifamily Housing (LU #221) 145 DU 394 394 788 Existing Low Rise Multifamily Housing (LU #220) 4 DU 15 15 30 Total Net New 379 355 710 Weekday AM Peak Hour Proposed Mid Rise Multifamily Housing (LU #221) 145 DU 14 38 52 Existing Low Rise Multifamily Housing (LU #220) 4 DU 0 2 2 Total Net New 14 36 50 Weekday PM Peak Hour Proposed Mid Rise Multifamily Housing (LU #221) 145 DU 39 25 64 Existing Low Rise Multifamily Housing (LU #220) 4 DU 1 1 2 Total Net New 38 24 62 Notes: du = dwelling units As shown in Table 4, the proposed project is anticipated to generate 788 net new daily trips. During the weekday AM peak hour, the project would generate approximately 50 net new trips with 14 inbound and 36 outbound trips. During the weekday PM peak hour, the project would generate approximately 62 net new trips with 38 inbound and 24 outbound trips. Traffic Impact Analysis GMD Renton May 2021 23 Trip Distribution and Assignment Trip distribution patterns for the residential uses to and from the project site were based on existing vehicle travel patterns and the U.S. Census Bureau’s OnTheMap tool. OnTheMap is a web-based mapping and reporting application, which shows where workers are employed and where they live based on census data. For the residential distribution, the OnTheMap census data was translated to the number of people that live within a quarter-mile radius of the proposed project and where they work. The zip codes of where people work and where people live were evaluated to determine their likely route to determine the distribution. The inbound and outbound project trip distribution and assignment for vehicle trips is shown in Figure 5 and Figure 6, respectively. Project trips for the weekday AM and PM peak hours were assigned to the study area intersections based on the project trip distribution and are shown in Figure 5 and Figure 6. Inbound Project Trip Distribution & AssignmentGMD RentonFIGURE5 May 05, 2021 - 11:24am jonathans M:\20\1.20173.00 - GMD Renton\Graphics\DWG\Graphics_20173_May 2021.dwg Layout: Inbound Dist15%25%5%35%15%5%SW SUNSET BLVDRAINIER AVE SS GRADY WAYSW 7TH AVETALBOT RD SWILLIAMS AVE SBRONSON WAYNNE 3RD STRENTON AVE STalbot Road SS Grady Way (2) 7 7(2)(3) 6(12) 8(12) 8(5) 4 (5) 13 (2) 6(5) 4 (12) 8Williams Ave SS Grady WayBenson Rd S/Main Ave SS Grady Way(5) 4 (2) 6123 South Site AccessS Grady Way (5) 13 (12) 8(2) 6 (18) 13Williams Ave SNorth Site Access (18) 12 (11) 3345 Study IntersectionSite AccessX PM Project TripsTrip DistributionLEGENDXXXX%(X)AM Project Trips35%35%Site May 05, 2021 - 11:24am jonathans M:\20\1.20173.00 - GMD Renton\Graphics\DWG\Graphics_20173_May 2021.dwg Layout: Outbound Dist25%5%35%15%5%15%SW SUNSET BLVDRAINIER AVE SS GRADY WAYSW 7TH AVETALBOT RD SWILLIAMS AVE SBRONSON WA Y NNE 3RD STRENTON AVE SOutbound Project Trip Distribution & AssignmentGMD RentonFIGURE6Talbot Road SS Grady Way (2) 7 7(2)(3) 6(12) 8(12) 8(5) 4 (5) 13 (2) 6(5) 4 (12) 8Williams Ave SS Grady WayBenson Rd S/Main Ave SS Grady Way(5) 4 (2) 6123 South Site AccessS Grady Way (5) 13 (12) 8(2) 6 (18) 13Williams Ave SNorth Site Access (18) 12 (11) 3345 Study IntersectionSite AccessX PM Project TripsTrip DistributionLEGENDXXXX%(X)AM Project TripsSite Traffic Impact Analysis GMD Renton May 2021 26 Future With-Project Traffic Volumes Site-generated weekday AM and PM peak hour traffic volumes were added to the future without-project traffic volumes at the study area intersections. The resulting future (2024) with-project peak hour traffic volumes are illustrated in Figure 7. Table 5 summarizes the anticipated increase in total entering traffic at the study area intersections as well as the percent of future with-project traffic volumes attributable to the proposed project. Table 5. Weekday AM and PM Peak Hour Project Traffic Volumes Impacts Intersection 2024 Future Without- Project TEV1 Project Trips TEV1 2024 Future With-Project TEV1 Percent Increase Weekday AM Peak Hour 1. Talbot Road S / S Grady Way 4,050 38 4,088 0.9% 2. Williams Avenue S / S Grady Way 1,905 25 1,930 1.3% 3. Benson Road S/Main Avenue S / S Grady Way 2,610 7 2,617 0.3% Weekday PM Peak Hour 1. Talbot Road S / S Grady Way 4,249 40 4,289 0.9% 2. Williams Avenue S / S Grady Way 2,640 31 2,371 1.3% 3. Benson Road S/Main Avenue S / S Grady Way 2,620 10 2,630 0.4% 1. Total number of vehicles entering the intersection. As shown in Table 5, an increase in traffic is estimated at approximately 1.3 percent or less during the weekday AM and PM peak hours. Traffic volumes fluctuate day-to-day and the anticipated increase falls within a range of typical traffic volumes. Future (2024) With-Project Peak Hour Traffic Volumes GMD Renton FIGURE 7 May 05, 2021 - 3:57pm Francescal M:\20\1.20173.00 - GMD Renton\Graphics\DWG\Graphics_20173_May 2021.dwg Layout: Future Vol Talbot Road S S Grady Way (35) 134 (712) 712 (125) 787 (1,160) 398 395 (827) (258) 127 (93) 271 (608) 669 (90) 49 (20) 86 (120) 613 (40) 48 (120) 145 (860) 1,098 (5) 5 (40) 115 10 (10) (45) 120 (20) 30 (677) 501 (20) 34 (15) 30 (118) 283 Williams Ave S S Grady Way Benson Rd S/Main Ave S S Grady Way (710) 624 (45) 350 (390) 85 275 (930) (145) 795 (397) 501 South Site Access S Grady Way (980) 1,243 (828) 898 (2) 6 (19) 13 Williams Ave S North Site Access (19) 12 155 (130) (135) 340 (12) 33 1 2 3 Site 1 2 3 B A S 5TH ST S 6TH ST S 7TH ST S GR A D Y W A Y TALBOT RD SWILLIAMS AVE SWELLS AVE SMAIN AVE S108TH AVEStudy Intersection X Weekday PM Peak Hour Traffic Volumes LEGEND X (X)Weekday AM Peak Hour Traffic Volumes A B Traffic Impact Analysis GMD Renton May 2021 28 Future With-Project Traffic Operations Future 2024 with-project study intersection operations were evaluated for the weekday AM and PM peak hours. Intersection LOS was calculated using the methodology described previously. The without-project conditions are compared to the with-project conditions to identify the potential traffic impacts of the proposed project. Table 6 summarizes the 2024 without and with-project intersection operations for the weekday AM and PM peak hours. LOS worksheets are included in Appendix D. Table 6. With-Project Weekday Peak Hour Intersection Operations 2024 Without-Project 2024 With-Project Intersection LOS1 Delay2 WM3 LOS Delay WM Weekday AM Peak Hour 1. Talbot Road S / S Grady Way D 47 - D 48 - 2. Williams Avenue S / S Grady Way B 12 - B 12 - 3. Benson Road S/Main Avenue S / S Grady Way E 66 - E 65 - Weekday PM Peak Hour 1. Talbot Road S / S Grady Way D 53 - D 54 - 2. Williams Avenue S / S Grady Way C 20 - C 22 - 3. Benson Road S/Main Avenue S / S Grady Way C 32 - C 32 - 1. LOS as defined by the HCM 6th Edition (2016) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop controlled intersections. As shown in Table 6, with the addition of project traffic, the study area intersections are anticipated to continue to operate at the same LOS during both the weekday AM and PM peak hours relative to without-project conditions. All study area intersections are anticipated to continue to meet City standards of LOS E or better with the addition of the project. Based on this analysis, no off-site impacts are identified with the addition of the project. Traffic Impact Analysis GMD Renton May 2021 29 Site Access Analysis The proposed project includes 2 driveways; one along Williams Avenue S and one on S Grady Way. Both driveways are proposed to be side-street stop controlled and restricted to right-in/right-out movements. The traffic operations at each of the site driveways was analyzed under future with-project conditions for the weekday AM and PM peak hours. The operational analysis was consistent with the methodology described above. The operational analysis is summarized in Table 7 below. LOS worksheets are included in Appendix C. Table 7. Future (2024) With-Project Site Access Weekday Peak Hour Operations Summary Weekday AM Peak Hour Weekday PM Peak Hour Intersection LOS1 Delay2 WM3 LOS Delay WM A. Site Driveway/S Grady Way B 12 SB B 12 SB B. Williams Avenue S/Site Driveway A 9 EB B 11 EB 1. LOS as defined by the HCM 6th Edition (2016) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop controlled intersections. As shown in Table 7, the site driveways are all anticipated to operate acceptably at LOS B or better under future with-project conditions during both the weekday AM and PM peak hours. Traffic Safety Impact Traffic generated by the proposed project would likely result in a proportionate increase in the probability of traffic accidents. It is unlikely, however, that this traffic would create a safety hazard or significantly increase the number of reported accidents in the study area. Traffic Impact Analysis GMD Renton May 2021 30 Mitigation Measures Mitigation measures have been identified to reduce potential transportation-related impacts generated by the proposed residential project. The proposed project will be required to pay transportation impact fees which are summarized below. Transportation Impact Fees The developer will be required to pay a transportation impact fee to be determined by the City at the time of building permit issuance. The fee is based on the City’s adopted impact fee program. A preliminary fee for the development was estimated based on the City of Renton’s 2019-2020 Fee Schedule and is summarized in Table 8 below. As noted above, the proposed project would construct up to 136 residential apartment units. The 4 existing on-site residential duplex units would be removed with the development of the project. Table 8. Estimated Transportation Impact Fee Land Use Size Fee per DU1 Estimated Fee Proposed Mid Rise Multifamily Housing 145 DU Apartment 145 DU $4,836.31 $701,264.95 Condo/Duplex 0 DU $4,064.56 $0 Subtotal $701,264.95 Existing Mid Rise Multifamily Housing 4 DU Apartment 0 DU $4,836.31 $0 Condo/Duplex 4 DU $4,064.56 $16,258.24 Subtotal $16,258.24 Total Net New Fee $685,006.71 Notes: du = dwelling units 1. Based on City of Renton 2019-2020 Fee Schedule. As shown in Table 8, the proposed project is estimated to result in a net new transportation impact fee of approximately $685,007, including the credit for the removal of the existing residential use. This fee is considered a preliminary estimate and will be finalized by the City and due at building permit issuance. This fee estimate does not reflect any escalation that may be applied to 2021 permits. Traffic Impact Analysis GMD Renton May 2021 31 Findings and Recommendations This traffic impact analysis summarizes the project traffic impacts of the proposed GMD Renton residential development. General findings and recommendations include:  The project would construct up to 145 multifamily residential units. The four existing multifamily residential units would be removed with the project  Access is proposed to the site via two right-in right-out only driveways, with one on Williams Avenue S and one on S Grady Way.  The proposed project is anticipated to generate 758 net new daily trips, with 50 and 62 net new trips occurring during the weekday AM and PM peak hours, respectively.  An increase in traffic is estimated at approximately 1.3 percent or less during the AM and PM peak hours.  All study area intersections are forecast to continue to meet City LOS standards with the addition of project traffic.  The site driveways are forecast to operate at LOS B or better.  The developer will be required to pay a transportation impact fee to be determined by the City at the time of building permit issuance. The transportation impact fee was estimated to be approximately $685,007. Appendix A:Traffic Counts Appendix B: LOS Definitions Highway Capacity Manual 2010/6th Edition Signalized intersection level of service (LOS) is defined in terms of a weighted average control delay for the entire intersection. Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic signal control as well as provides a surrogate measure for driver discomfort and fuel consumption. Signalized intersection LOS is stated in terms of average control delay per vehicle (in seconds) during a specified time period (e.g., weekday PM peak hour). Control delay is a complex measure based on many variables, including signal phasing and coordination (i.e., progression of movements through the intersection and along the corridor), signal cycle length, and traffic volumes with respect to intersection capacity and resulting queues. Table 1 summarizes the LOS criteria for signalized intersections, as described in the Highway Capacity Manual 2010 and 6th Edition (Transportation Research Board, 2010 and 2016, respectively). Table 1. Level of Service Criteria for Signalized Intersections Level of Service Average Control Delay (seconds/vehicle) General Description A £10 Free Flow B >10 – 20 Stable Flow (slight delays) C >20 – 35 Stable flow (acceptable delays) D >35 – 55 Approaching unstable flow (tolerable delay, occasionally wait through more than one signal cycle before proceeding) E >55 – 80 Unstable flow (intolerable delay) F1 >80 Forced flow (congested and queues fail to clear) Source: Highway Capacity Manual 2010 and 6th Edition, Transportation Research Board, 2010 and 2016, respectively. 1. If the volume-to-capacity (v/c) ratio for a lane group exceeds 1.0 LOS F is assigned to the individual lane group. LOS for overall approach or intersection is determined solely by the control delay. Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-way stop and two-way stop control. All-way stop control intersection LOS is expressed in terms of the weighted average control delay of the overall intersection or by approach. Two-way stop-controlled intersection LOS is defined in terms of the average control delay for each minor-street movement (or shared movement) as well as major-street left-turns. This approach is because major-street through vehicles are assumed to experience zero delay, a weighted average of all movements results in very low overall average delay, and this calculated low delay could mask deficiencies of minor movements. Table 2 shows LOS criteria for unsignalized intersections. Table 2. Level of Service Criteria for Unsignalized Intersections Level of Service Average Control Delay (seconds/vehicle) A 0 – 10 B >10 – 15 C >15 – 25 D >25 – 35 E >35 – 50 F1 >50 Source: Highway Capacity Manual 2010 and 6th Edition, Transportation Research Board, 2010 and 2016, respectively. 1. If the volume-to-capacity (v/c) ratio exceeds 1.0, LOS F is assigned an individual lane group for all unsignalized intersections, or minor street approach at two-way stop-controlled intersections. Overall intersection LOS is determined solely by control delay. Appendix C: LOS Worksheets HCM 6th Signalized Intersection Summary GMD Renton 1: Talbot Rd S & S Grady Way Existing (2020) Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 650 115 75 550 85 1070 810 185 20 110 35 Future Volume (veh/h) 40 650 115 75 550 85 1070 810 185 20 110 35 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1796 1796 1796 1856 1856 1856 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 41 670 0 77 567 88 1103 835 191 21 113 36 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 7 7 7 3 3 3 2 2 2 2 2 2 Cap, veh/h 383 1352 143 654 101 1186 1076 246 37 205 60 Arrive On Green 0.22 0.40 0.00 0.04 0.21 0.21 0.34 0.37 0.37 0.02 0.05 0.05 Sat Flow, veh/h 1711 3413 1522 3428 3055 473 3456 2871 657 1781 3911 1142 Grp Volume(v), veh/h 41 670 0 77 326 329 1103 517 509 21 97 52 Grp Sat Flow(s),veh/h/ln 1711 1706 1522 1714 1763 1765 1728 1777 1751 1781 1702 1649 Q Serve(g_s), s 2.3 17.7 0.0 2.6 21.4 21.6 37.0 30.8 30.8 1.4 3.3 3.7 Cycle Q Clear(g_c), s 2.3 17.7 0.0 2.6 21.4 21.6 37.0 30.8 30.8 1.4 3.3 3.7 Prop In Lane 1.00 1.00 1.00 0.27 1.00 0.38 1.00 0.69 Lane Grp Cap(c), veh/h 383 1352 143 377 378 1186 666 656 37 179 87 V/C Ratio(X) 0.11 0.50 0.54 0.87 0.87 0.93 0.78 0.78 0.56 0.54 0.60 Avail Cap(c_a), veh/h 383 1352 200 441 441 1267 711 700 163 426 206 HCM Platoon Ratio 1.00 1.00 1.00 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 0.97 0.97 0.97 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.0 27.2 0.0 56.4 45.5 45.5 38.0 33.1 33.1 58.2 55.4 55.6 Incr Delay (d2), s/veh 0.0 1.3 0.0 1.1 12.8 13.3 11.7 5.1 5.2 4.8 1.0 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 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 7.4 0.0 1.2 10.7 10.8 17.3 14.0 13.8 0.7 1.5 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 37.1 28.5 0.0 57.5 58.3 58.9 49.8 38.2 38.3 63.0 56.4 58.1 LnGrp LOS D C E E E D D D E E E Approach Vol, veh/h 711 A 732 2129 170 Approach Delay, s/veh 29.0 58.5 44.2 57.7 Approach LOS C E D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 31.8 30.7 46.2 11.3 10.0 52.5 7.5 50.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 11.0 30.0 44.0 15.0 7.0 34.0 11.0 48.0 Max Q Clear Time (g_c+I1), s 4.3 23.6 39.0 5.7 4.6 19.7 3.4 32.8 Green Ext Time (p_c), s 0.0 1.6 2.2 0.3 0.0 2.8 0.0 6.1 Intersection Summary HCM 6th Ctrl Delay 44.7 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary GMD Renton 2: S Grady Way & Williams Ave S Existing (2020) Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 845 5 20 625 0 45 0 40 15 15 95 Future Volume (veh/h) 0 845 5 20 625 0 45 0 40 15 15 95 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 0.97 0.97 0.97 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1900 1900 1900 1900 0 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 0 909 5 22 672 0 48 0 43 16 16 102 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0 Cap, veh/h 0 1399 8 308 1844 0 390 0 245 366 242 198 Arrive On Green 0.00 0.38 0.38 0.03 0.51 0.00 0.05 0.00 0.16 0.02 0.13 0.13 Sat Flow, veh/h 0 3776 20 1810 3705 0 1810 0 1564 1810 1900 1553 Grp Volume(v), veh/h 0 446 468 22 672 0 48 0 43 16 16 102 Grp Sat Flow(s),veh/h/ln 0 1805 1896 1810 1805 0 1810 0 1564 1810 1900 1553 Q Serve(g_s), s 0.0 9.8 9.8 0.4 5.4 0.0 1.1 0.0 1.1 0.4 0.4 2.9 Cycle Q Clear(g_c), s 0.0 9.8 9.8 0.4 5.4 0.0 1.1 0.0 1.1 0.4 0.4 2.9 Prop In Lane 0.00 0.01 1.00 0.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 686 721 308 1844 0 390 0 245 366 242 198 V/C Ratio(X) 0.00 0.65 0.65 0.07 0.36 0.00 0.12 0.00 0.18 0.04 0.07 0.52 Avail Cap(c_a), veh/h 0 1317 1383 825 2634 0 678 0 652 895 594 486 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 12.2 12.2 9.6 7.1 0.0 16.7 0.0 17.5 16.4 18.4 19.5 Incr Delay (d2), s/veh 0.0 1.0 1.0 0.0 0.1 0.0 0.1 0.0 0.3 0.0 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 3.4 3.5 0.1 1.5 0.0 0.4 0.0 0.4 0.1 0.1 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 13.3 13.2 9.6 7.1 0.0 16.8 0.0 17.8 16.4 18.5 20.3 LnGrp LOS A B B A A A B A B B B C Approach Vol, veh/h 914 694 91 134 Approach Delay, s/veh 13.3 7.2 17.2 19.6 Approach LOS B A B B Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 29.5 6.0 12.5 6.3 23.2 7.4 11.1 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 35.0 15.0 20.0 15.0 35.0 10.0 15.0 Max Q Clear Time (g_c+I1), s 7.4 2.4 3.1 2.4 11.8 3.1 4.9 Green Ext Time (p_c), s 4.1 0.0 0.1 0.0 6.2 0.0 0.1 Intersection Summary HCM 6th Ctrl Delay 11.6 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. HCM 6th Signalized Intersection Summary GMD Renton 3: S Grady Way/Main Ave S & 108th Ave Existing (2020) Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 360 860 650 40 135 365 Future Volume (veh/h) 360 860 650 40 135 365 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 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1811 1811 1811 1811 Adj Flow Rate, veh/h 391 935 707 43 147 397 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 6 6 6 6 Cap, veh/h 839 846 1139 69 210 1548 Arrive On Green 0.47 0.47 0.35 0.35 0.06 0.45 Sat Flow, veh/h 1781 1585 3386 200 3346 3532 Grp Volume(v), veh/h 391 935 369 381 147 397 Grp Sat Flow(s),veh/h/ln 1781 1585 1721 1775 1673 1721 Q Serve(g_s), s 17.9 56.5 21.4 21.5 5.2 8.6 Cycle Q Clear(g_c), s 17.9 56.5 21.4 21.5 5.2 8.6 Prop In Lane 1.00 1.00 0.11 1.00 Lane Grp Cap(c), veh/h 839 846 595 614 210 1548 V/C Ratio(X) 0.47 1.11 0.62 0.62 0.70 0.26 Avail Cap(c_a), veh/h 839 846 595 614 558 1548 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.91 0.91 1.00 1.00 Uniform Delay (d), s/veh 21.5 28.0 32.7 32.7 55.1 20.5 Incr Delay (d2), s/veh 0.4 64.1 4.4 4.3 4.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.5 38.0 9.6 9.9 2.3 3.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.9 92.1 37.1 37.0 59.4 20.9 LnGrp LOS C F D D E C Approach Vol, veh/h 1326 750 544 Approach Delay, s/veh 71.4 37.0 31.3 Approach LOS E D C Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 12.5 46.5 59.0 61.0 Change Period (Y+Rc), s 5.0 5.0 5.0 4.5 Max Green Setting (Gmax), s 20.0 29.0 54.0 56.5 Max Q Clear Time (g_c+I1), s 7.2 23.5 10.6 58.5 Green Ext Time (p_c), s 0.3 1.6 2.9 0.0 Intersection Summary HCM 6th Ctrl Delay 53.2 HCM 6th LOS D HCM 6th Signalized Intersection Summary GMD Renton 2: S Grady Way & Williams Ave S Existing (2020) Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1070 5 30 455 0 115 0 110 30 30 255 Future Volume (veh/h) 0 1070 5 30 455 0 115 0 110 30 30 255 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 0.99 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1885 1885 1885 1885 0 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 0 1163 5 33 495 0 125 0 120 33 33 277 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 1 1 1 1 0 0 0 0 0 0 0 Cap, veh/h 0 2000 9 375 2208 0 376 0 369 327 356 299 Arrive On Green 0.00 1.00 1.00 0.03 0.62 0.00 0.07 0.00 0.23 0.03 0.19 0.19 Sat Flow, veh/h 0 3752 16 1795 3676 0 1810 0 1600 1810 1900 1597 Grp Volume(v), veh/h 0 569 599 33 495 0 125 0 120 33 33 277 Grp Sat Flow(s),veh/h/ln 0 1791 1882 1795 1791 0 1810 0 1600 1810 1900 1597 Q Serve(g_s), s 0.0 0.0 0.0 1.0 7.4 0.0 6.6 0.0 7.5 1.7 1.7 20.5 Cycle Q Clear(g_c), s 0.0 0.0 0.0 1.0 7.4 0.0 6.6 0.0 7.5 1.7 1.7 20.5 Prop In Lane 0.00 0.01 1.00 0.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 979 1029 375 2208 0 376 0 369 327 356 299 V/C Ratio(X) 0.00 0.58 0.58 0.09 0.22 0.00 0.33 0.00 0.32 0.10 0.09 0.93 Avail Cap(c_a), veh/h 0 979 1029 459 2208 0 488 0 427 382 364 306 HCM Platoon Ratio 1.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.47 0.47 0.99 0.99 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 11.1 10.2 0.0 35.4 0.0 38.4 33.8 40.3 47.9 Incr Delay (d2), s/veh 0.0 1.2 1.1 0.0 0.2 0.0 0.2 0.0 0.4 0.0 0.0 31.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.3 0.3 0.4 2.9 0.0 2.9 0.0 3.0 0.7 0.8 10.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 1.2 1.1 11.1 10.5 0.0 35.6 0.0 38.7 33.9 40.4 79.6 LnGrp LOS A A A B B A D A D C D E Approach Vol, veh/h 1168 528 245 343 Approach Delay, s/veh 1.2 10.5 37.2 71.4 Approach LOS A B D E Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 79.0 8.3 32.7 8.3 70.6 13.6 27.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 66.0 7.0 32.0 9.0 52.0 16.0 23.0 Max Q Clear Time (g_c+I1), s 9.4 3.7 9.5 3.0 2.0 8.6 22.5 Green Ext Time (p_c), s 3.1 0.0 0.5 0.0 10.5 0.1 0.0 Intersection Summary HCM 6th Ctrl Delay 17.7 HCM 6th LOS B HCM 6th Signalized Intersection Summary GMD Renton 3: S Grady Way/Main Ave S & 108th Ave Existing (2020) Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 80 255 575 325 735 455 Future Volume (veh/h) 80 255 575 325 735 455 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 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1885 1885 Adj Flow Rate, veh/h 85 271 612 346 782 484 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 1 1 Cap, veh/h 266 635 1046 592 877 2764 Arrive On Green 0.15 0.15 0.48 0.48 0.25 0.77 Sat Flow, veh/h 1781 1585 2281 1237 3483 3676 Grp Volume(v), veh/h 85 271 497 461 782 484 Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1648 1742 1791 Q Serve(g_s), s 5.1 14.8 24.3 24.3 26.0 4.3 Cycle Q Clear(g_c), s 5.1 14.8 24.3 24.3 26.0 4.3 Prop In Lane 1.00 1.00 0.75 1.00 Lane Grp Cap(c), veh/h 266 635 850 788 877 2764 V/C Ratio(X) 0.32 0.43 0.58 0.58 0.89 0.18 Avail Cap(c_a), veh/h 497 841 850 788 1074 2764 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.87 0.87 1.00 1.00 Uniform Delay (d), s/veh 45.6 26.0 22.7 22.7 43.3 3.6 Incr Delay (d2), s/veh 0.7 0.5 2.6 2.8 8.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 5.7 10.6 9.9 12.1 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.3 26.4 25.2 25.4 51.6 3.8 LnGrp LOS D C C C D A Approach Vol, veh/h 356 958 1266 Approach Delay, s/veh 31.2 25.3 33.3 Approach LOS C C C Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 35.2 62.4 97.6 22.4 Change Period (Y+Rc), s 5.0 5.0 5.0 4.5 Max Green Setting (Gmax), s 37.0 35.0 77.0 33.5 Max Q Clear Time (g_c+I1), s 28.0 26.3 6.3 16.8 Green Ext Time (p_c), s 2.2 3.0 3.7 1.1 Intersection Summary HCM 6th Ctrl Delay 30.1 HCM 6th LOS C HCM 6th Signalized Intersection Summary GMD Renton 1: Talbot Rd S & S Grady Way Future (2024) Without-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 710 125 80 595 85 1160 825 255 20 120 40 Future Volume (veh/h) 35 710 125 80 595 85 1160 825 255 20 120 40 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1796 1796 1796 1856 1856 1856 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 36 732 0 82 613 88 1196 851 263 21 124 41 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 7 7 7 3 3 3 2 2 2 2 2 2 Cap, veh/h 328 1277 143 693 99 1249 1060 327 37 218 66 Arrive On Green 0.19 0.37 0.00 0.04 0.22 0.22 0.36 0.40 0.40 0.02 0.06 0.06 Sat Flow, veh/h 1711 3413 1522 3428 3091 443 3456 2672 825 1781 3874 1174 Grp Volume(v), veh/h 36 732 0 82 349 352 1196 566 548 21 108 57 Grp Sat Flow(s),veh/h/ln 1711 1706 1522 1714 1763 1771 1728 1777 1720 1781 1702 1644 Q Serve(g_s), s 2.1 20.5 0.0 2.8 23.0 23.1 40.6 33.8 33.9 1.4 3.7 4.1 Cycle Q Clear(g_c), s 2.1 20.5 0.0 2.8 23.0 23.1 40.6 33.8 33.9 1.4 3.7 4.1 Prop In Lane 1.00 1.00 1.00 0.25 1.00 0.48 1.00 0.71 Lane Grp Cap(c), veh/h 328 1277 143 395 397 1249 705 682 37 191 92 V/C Ratio(X) 0.11 0.57 0.57 0.88 0.89 0.96 0.80 0.80 0.56 0.56 0.62 Avail Cap(c_a), veh/h 328 1277 200 441 443 1267 711 688 163 426 206 HCM Platoon Ratio 1.00 1.00 1.00 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 0.96 0.96 0.96 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.1 29.9 0.0 56.5 45.0 45.1 37.4 32.0 32.1 58.2 55.2 55.4 Incr Delay (d2), s/veh 0.1 1.9 0.0 1.3 15.8 16.1 16.1 6.6 6.8 4.8 1.0 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 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 8.7 0.0 1.2 11.7 11.9 19.6 15.6 15.2 0.7 1.6 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.1 31.8 0.0 57.8 60.8 61.2 53.5 38.6 38.9 63.0 56.2 57.9 LnGrp LOS D C E E E D D D E E E Approach Vol, veh/h 768 A 783 2310 186 Approach Delay, s/veh 32.2 60.7 46.4 57.5 Approach LOS C E D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 28.0 31.9 48.4 11.7 10.0 49.9 7.5 52.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 11.0 30.0 44.0 15.0 7.0 34.0 11.0 48.0 Max Q Clear Time (g_c+I1), s 4.1 25.1 42.6 6.1 4.8 22.5 3.4 35.9 Green Ext Time (p_c), s 0.0 1.4 0.8 0.4 0.0 2.8 0.0 5.9 Intersection Summary HCM 6th Ctrl Delay 47.0 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary GMD Renton 2: S Grady Way & Williams Ave S Future (2024) Without-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 855 5 20 675 0 40 10 45 15 15 105 Future Volume (veh/h) 120 855 5 20 675 0 40 10 45 15 15 105 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 0.98 0.97 0.98 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 0 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 129 919 5 22 726 0 43 11 48 16 16 113 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0 Cap, veh/h 434 1507 8 310 1904 0 311 54 234 363 30 214 Arrive On Green 0.41 0.41 0.41 0.03 0.53 0.00 0.04 0.18 0.18 0.02 0.15 0.15 Sat Flow, veh/h 739 3681 20 1810 3705 0 1810 302 1319 1810 198 1400 Grp Volume(v), veh/h 129 451 473 22 726 0 43 0 59 16 0 129 Grp Sat Flow(s),veh/h/ln 739 1805 1896 1810 1805 0 1810 0 1622 1810 0 1598 Q Serve(g_s), s 6.8 10.7 10.7 0.4 6.5 0.0 1.1 0.0 1.7 0.4 0.0 4.0 Cycle Q Clear(g_c), s 6.9 10.7 10.7 0.4 6.5 0.0 1.1 0.0 1.7 0.4 0.0 4.0 Prop In Lane 1.00 0.01 1.00 0.00 1.00 0.81 1.00 0.88 Lane Grp Cap(c), veh/h 434 739 776 310 1904 0 311 0 287 363 0 244 V/C Ratio(X) 0.30 0.61 0.61 0.07 0.38 0.00 0.14 0.00 0.21 0.04 0.00 0.53 Avail Cap(c_a), veh/h 771 1561 1639 429 3785 0 398 0 835 494 0 823 HCM Platoon Ratio 1.00 1.00 1.00 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 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 11.5 12.6 12.6 9.9 7.6 0.0 18.1 0.0 19.1 17.7 0.0 21.2 Incr Delay (d2), s/veh 0.4 0.8 0.8 0.0 0.1 0.0 0.1 0.0 0.3 0.0 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 3.8 4.0 0.1 2.0 0.0 0.4 0.0 0.6 0.1 0.0 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.9 13.5 13.4 9.9 7.7 0.0 18.2 0.0 19.4 17.7 0.0 21.9 LnGrp LOS B B B A A A B A B B A C Approach Vol, veh/h 1053 748 102 145 Approach Delay, s/veh 13.3 7.8 18.9 21.4 Approach LOS B A B C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 33.7 6.1 14.6 6.4 27.3 7.4 13.3 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 57.0 5.0 28.0 5.0 47.0 5.0 28.0 Max Q Clear Time (g_c+I1), s 8.5 2.4 3.7 2.4 12.7 3.1 6.0 Green Ext Time (p_c), s 4.8 0.0 0.2 0.0 8.4 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 12.1 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. HCM 6th Signalized Intersection Summary GMD Renton 3: S Grady Way/Main Ave S & 108th Ave Future (2024) Without-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 390 930 705 45 145 395 Future Volume (veh/h) 390 930 705 45 145 395 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 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1811 1811 1811 1811 Adj Flow Rate, veh/h 424 1011 766 49 158 429 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 6 6 6 6 Cap, veh/h 839 851 1124 72 221 1548 Arrive On Green 0.47 0.47 0.34 0.34 0.07 0.45 Sat Flow, veh/h 1781 1585 3374 210 3346 3532 Grp Volume(v), veh/h 424 1011 401 414 158 429 Grp Sat Flow(s),veh/h/ln 1781 1585 1721 1773 1673 1721 Q Serve(g_s), s 19.8 56.5 24.0 24.0 5.6 9.4 Cycle Q Clear(g_c), s 19.8 56.5 24.0 24.0 5.6 9.4 Prop In Lane 1.00 1.00 0.12 1.00 Lane Grp Cap(c), veh/h 839 851 589 607 221 1548 V/C Ratio(X) 0.51 1.19 0.68 0.68 0.71 0.28 Avail Cap(c_a), veh/h 839 851 589 607 558 1548 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.92 0.92 1.00 1.00 Uniform Delay (d), s/veh 22.0 27.8 33.8 33.9 54.9 20.7 Incr Delay (d2), s/veh 0.5 96.3 5.8 5.6 4.3 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.3 45.8 10.9 11.2 2.5 3.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.5 124.1 39.6 39.5 59.2 21.2 LnGrp LOS C F D D E C Approach Vol, veh/h 1435 815 587 Approach Delay, s/veh 94.1 39.6 31.4 Approach LOS F D C Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 12.9 46.1 59.0 61.0 Change Period (Y+Rc), s 5.0 5.0 5.0 4.5 Max Green Setting (Gmax), s 20.0 29.0 54.0 56.5 Max Q Clear Time (g_c+I1), s 7.6 26.0 11.4 58.5 Green Ext Time (p_c), s 0.4 1.1 3.2 0.0 Intersection Summary HCM 6th Ctrl Delay 65.5 HCM 6th LOS E HCM 6th Signalized Intersection Summary GMD Renton 1: Talbot Rd S & S Grady Way Future (2024) Without-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 705 787 263 661 45 398 388 121 86 613 48 Future Volume (veh/h) 134 705 787 263 661 45 398 388 121 86 613 48 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1870 1870 1870 1885 1885 1885 1900 1900 1900 Adj Flow Rate, veh/h 147 775 0 289 726 49 437 426 133 95 674 53 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 1 1 1 2 2 2 1 1 1 0 0 0 Cap, veh/h 552 1576 342 782 53 406 615 190 119 872 68 Arrive On Green 0.31 0.44 0.00 0.20 0.46 0.46 0.12 0.23 0.23 0.07 0.18 0.18 Sat Flow, veh/h 1795 3582 1598 3456 3377 228 3483 2686 830 1810 4900 383 Grp Volume(v), veh/h 147 775 0 289 382 393 437 283 276 95 474 253 Grp Sat Flow(s),veh/h/ln 1795 1791 1598 1728 1777 1828 1742 1791 1725 1810 1729 1825 Q Serve(g_s), s 7.4 18.6 0.0 9.7 24.3 24.3 14.0 17.3 17.7 6.2 15.7 15.9 Cycle Q Clear(g_c), s 7.4 18.6 0.0 9.7 24.3 24.3 14.0 17.3 17.7 6.2 15.7 15.9 Prop In Lane 1.00 1.00 1.00 0.12 1.00 0.48 1.00 0.21 Lane Grp Cap(c), veh/h 552 1576 342 411 423 406 410 395 119 615 325 V/C Ratio(X) 0.27 0.49 0.85 0.93 0.93 1.08 0.69 0.70 0.80 0.77 0.78 Avail Cap(c_a), veh/h 552 1576 432 444 457 406 537 518 151 922 487 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.97 0.97 0.97 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.4 24.0 0.0 47.3 31.3 31.3 53.0 42.4 42.5 55.3 47.0 47.1 Incr Delay (d2), s/veh 0.1 1.1 0.0 9.6 23.6 23.3 66.3 2.5 2.8 16.3 1.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.2 8.1 0.0 4.2 10.8 11.1 9.8 7.9 7.8 3.4 6.8 7.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.5 25.1 0.0 56.9 54.9 54.6 119.3 44.8 45.3 71.6 48.0 49.3 LnGrp LOS C C E D D F D D E D D Approach Vol, veh/h 922 A 1064 996 822 Approach Delay, s/veh 26.1 55.3 77.6 51.1 Approach LOS C E E D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 41.9 32.8 19.0 26.3 16.9 57.8 12.9 32.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 24.0 30.0 14.0 32.0 15.0 39.0 10.0 36.0 Max Q Clear Time (g_c+I1), s 9.4 26.3 16.0 17.9 11.7 20.6 8.2 19.7 Green Ext Time (p_c), s 0.2 1.2 0.0 2.8 0.2 3.6 0.0 3.2 Intersection Summary HCM 6th Ctrl Delay 53.2 HCM 6th LOS D Notes Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary GMD Renton 2: S Grady Way & Williams Ave S Future (2024) Without-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 145 1085 5 30 495 0 115 10 120 30 30 275 Future Volume (veh/h) 145 1085 5 30 495 0 115 10 120 30 30 275 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 0 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 158 1179 5 33 538 0 125 11 130 33 33 299 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 1 1 1 1 1 0 0 0 0 0 0 0 Cap, veh/h 519 1930 8 362 2139 0 191 32 374 336 34 305 Arrive On Green 1.00 1.00 1.00 0.03 0.60 0.00 0.07 0.25 0.25 0.03 0.21 0.21 Sat Flow, veh/h 873 3658 16 1795 3676 0 1810 126 1494 1810 161 1463 Grp Volume(v), veh/h 158 577 607 33 538 0 125 0 141 33 0 332 Grp Sat Flow(s),veh/h/ln 873 1791 1882 1795 1791 0 1810 0 1620 1810 0 1624 Q Serve(g_s), s 0.1 0.0 0.0 1.0 8.5 0.0 6.4 0.0 8.6 1.6 0.0 24.4 Cycle Q Clear(g_c), s 0.3 0.0 0.0 1.0 8.5 0.0 6.4 0.0 8.6 1.6 0.0 24.4 Prop In Lane 1.00 0.01 1.00 0.00 1.00 0.92 1.00 0.90 Lane Grp Cap(c), veh/h 519 945 993 362 2139 0 191 0 405 336 0 338 V/C Ratio(X) 0.30 0.61 0.61 0.09 0.25 0.00 0.65 0.00 0.35 0.10 0.00 0.98 Avail Cap(c_a), veh/h 519 945 993 386 2139 0 231 0 419 361 0 338 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.82 0.82 0.82 0.99 0.99 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 12.1 11.5 0.0 36.2 0.0 37.0 32.2 0.0 47.3 Incr Delay (d2), s/veh 1.2 2.4 2.3 0.0 0.3 0.0 2.7 0.0 0.4 0.0 0.0 43.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.6 0.6 0.4 3.4 0.0 3.0 0.0 3.5 0.7 0.0 13.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 1.2 2.4 2.3 12.1 11.7 0.0 38.9 0.0 37.3 32.2 0.0 90.8 LnGrp LOS A A A B B A D A D C A F Approach Vol, veh/h 1342 571 266 365 Approach Delay, s/veh 2.2 11.8 38.1 85.5 Approach LOS A B D F Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 76.7 8.3 35.0 8.3 68.3 13.3 30.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 69.0 5.0 31.0 5.0 59.0 11.0 25.0 Max Q Clear Time (g_c+I1), s 10.5 3.6 10.6 3.0 2.3 8.4 26.4 Green Ext Time (p_c), s 3.4 0.0 0.6 0.0 12.8 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 20.1 HCM 6th LOS C HCM 6th Signalized Intersection Summary GMD Renton 3: S Grady Way/Main Ave S & 108th Ave Future (2024) Without-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 85 275 620 350 795 495 Future Volume (veh/h) 85 275 620 350 795 495 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 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1885 1885 Adj Flow Rate, veh/h 90 293 660 372 846 527 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 1 1 Cap, veh/h 279 674 995 560 935 2737 Arrive On Green 0.16 0.16 0.45 0.45 0.27 0.76 Sat Flow, veh/h 1781 1585 2284 1234 3483 3676 Grp Volume(v), veh/h 90 293 535 497 846 527 Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1648 1742 1791 Q Serve(g_s), s 5.4 15.6 28.2 28.3 28.2 4.9 Cycle Q Clear(g_c), s 5.4 15.6 28.2 28.3 28.2 4.9 Prop In Lane 1.00 1.00 0.75 1.00 Lane Grp Cap(c), veh/h 279 674 807 748 935 2737 V/C Ratio(X) 0.32 0.43 0.66 0.66 0.90 0.19 Avail Cap(c_a), veh/h 497 868 807 748 1074 2737 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.86 0.86 1.00 1.00 Uniform Delay (d), s/veh 45.0 24.3 25.6 25.6 42.4 3.9 Incr Delay (d2), s/veh 0.7 0.4 3.7 4.0 9.9 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 2.4 5.9 12.6 11.7 13.3 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.6 24.8 29.3 29.6 52.3 4.1 LnGrp LOS D C C C D A Approach Vol, veh/h 383 1032 1373 Approach Delay, s/veh 29.7 29.4 33.8 Approach LOS C C C Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 37.2 59.5 96.7 23.3 Change Period (Y+Rc), s 5.0 5.0 5.0 4.5 Max Green Setting (Gmax), s 37.0 35.0 77.0 33.5 Max Q Clear Time (g_c+I1), s 30.2 30.3 6.9 17.6 Green Ext Time (p_c), s 2.1 2.1 4.1 1.1 Intersection Summary HCM 6th Ctrl Delay 31.6 HCM 6th LOS C HCM 6th Signalized Intersection Summary GMD Renton 1: Talbot Rd S & S Grady Way Future (2024) With-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 712 125 93 608 90 1160 827 258 20 120 40 Future Volume (veh/h) 35 712 125 93 608 90 1160 827 258 20 120 40 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1796 1796 1796 1856 1856 1856 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 36 734 0 96 627 93 1196 853 266 21 124 41 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 7 7 7 3 3 3 2 2 2 2 2 2 Cap, veh/h 321 1267 152 702 104 1249 1057 329 37 218 66 Arrive On Green 0.19 0.37 0.00 0.04 0.23 0.23 0.36 0.40 0.40 0.02 0.06 0.06 Sat Flow, veh/h 1711 3413 1522 3428 3076 455 3456 2666 830 1781 3874 1174 Grp Volume(v), veh/h 36 734 0 96 359 361 1196 568 551 21 108 57 Grp Sat Flow(s),veh/h/ln 1711 1706 1522 1714 1763 1769 1728 1777 1719 1781 1702 1644 Q Serve(g_s), s 2.1 20.7 0.0 3.3 23.7 23.8 40.6 34.0 34.1 1.4 3.7 4.1 Cycle Q Clear(g_c), s 2.1 20.7 0.0 3.3 23.7 23.8 40.6 34.0 34.1 1.4 3.7 4.1 Prop In Lane 1.00 1.00 1.00 0.26 1.00 0.48 1.00 0.71 Lane Grp Cap(c), veh/h 321 1267 152 402 404 1249 705 682 37 191 92 V/C Ratio(X) 0.11 0.58 0.63 0.89 0.89 0.96 0.81 0.81 0.56 0.56 0.62 Avail Cap(c_a), veh/h 321 1267 200 441 442 1267 711 688 163 426 206 HCM Platoon Ratio 1.00 1.00 1.00 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.5 30.2 0.0 56.4 44.9 44.9 37.4 32.1 32.1 58.2 55.2 55.4 Incr Delay (d2), s/veh 0.1 1.9 0.0 1.6 17.8 18.2 16.1 6.8 7.0 4.8 1.0 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 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 8.8 0.0 1.5 12.3 12.4 19.6 15.7 15.3 0.7 1.6 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.5 32.1 0.0 58.0 62.7 63.1 53.5 38.9 39.2 63.0 56.2 57.9 LnGrp LOS D C E E E D D D E E E Approach Vol, veh/h 770 A 816 2315 186 Approach Delay, s/veh 32.5 62.3 46.5 57.5 Approach LOS C E D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 27.5 32.4 48.4 11.7 10.3 49.6 7.5 52.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 11.0 30.0 44.0 15.0 7.0 34.0 11.0 48.0 Max Q Clear Time (g_c+I1), s 4.1 25.8 42.6 6.1 5.3 22.7 3.4 36.1 Green Ext Time (p_c), s 0.0 1.3 0.8 0.4 0.0 2.8 0.0 5.9 Intersection Summary HCM 6th Ctrl Delay 47.5 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary GMD Renton 2: S Grady Way & Williams Ave S Future (2024) With-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 860 5 20 677 0 40 10 45 20 15 118 Future Volume (veh/h) 120 860 5 20 677 0 40 10 45 20 15 118 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 0.98 0.97 0.98 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 0 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 129 925 5 22 728 0 43 11 48 22 16 127 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0 Cap, veh/h 430 1506 8 306 1898 0 304 53 232 371 28 224 Arrive On Green 0.41 0.41 0.41 0.03 0.53 0.00 0.04 0.18 0.18 0.03 0.16 0.16 Sat Flow, veh/h 738 3681 20 1810 3705 0 1810 302 1319 1810 179 1417 Grp Volume(v), veh/h 129 454 476 22 728 0 43 0 59 22 0 143 Grp Sat Flow(s),veh/h/ln 738 1805 1896 1810 1805 0 1810 0 1622 1810 0 1596 Q Serve(g_s), s 6.9 10.9 10.9 0.4 6.6 0.0 1.1 0.0 1.7 0.5 0.0 4.6 Cycle Q Clear(g_c), s 7.1 10.9 10.9 0.4 6.6 0.0 1.1 0.0 1.7 0.5 0.0 4.6 Prop In Lane 1.00 0.01 1.00 0.00 1.00 0.81 1.00 0.89 Lane Grp Cap(c), veh/h 430 738 776 306 1898 0 304 0 286 371 0 253 V/C Ratio(X) 0.30 0.61 0.61 0.07 0.38 0.00 0.14 0.00 0.21 0.06 0.00 0.57 Avail Cap(c_a), veh/h 758 1539 1617 423 3733 0 389 0 824 489 0 811 HCM Platoon Ratio 1.00 1.00 1.00 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 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh11.8 12.9 12.9 10.0 7.8 0.0 18.2 0.0 19.4 17.8 0.0 21.4 Incr Delay (d2), s/veh 0.4 0.8 0.8 0.0 0.1 0.0 0.1 0.0 0.3 0.0 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.0 3.9 4.1 0.1 2.0 0.0 0.4 0.0 0.6 0.2 0.0 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 12.2 13.7 13.6 10.1 7.9 0.0 18.2 0.0 19.7 17.8 0.0 22.2 LnGrp LOS B B B B A A B A B B A C Approach Vol, veh/h 1059 750 102 165 Approach Delay, s/veh 13.5 7.9 19.1 21.6 Approach LOS B A B C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 34.0 6.4 14.7 6.4 27.5 7.4 13.7 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 57.0 5.0 28.0 5.0 47.0 5.0 28.0 Max Q Clear Time (g_c+I1), s 8.6 2.5 3.7 2.4 12.9 3.1 6.6 Green Ext Time (p_c), s 4.8 0.0 0.2 0.0 8.4 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 12.4 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. HCM 6th Signalized Intersection Summary GMD Renton 3: S Grady Way/Main Ave S & 108th Ave Future (2024) With-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 390 930 710 45 145 397 Future Volume (veh/h) 390 930 710 45 145 397 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 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1811 1811 1811 1811 Adj Flow Rate, veh/h 424 1011 772 49 158 432 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 6 6 6 6 Cap, veh/h 839 851 1125 71 221 1548 Arrive On Green 0.47 0.47 0.34 0.34 0.07 0.45 Sat Flow, veh/h 1781 1585 3376 208 3346 3532 Grp Volume(v), veh/h 424 1011 404 417 158 432 Grp Sat Flow(s),veh/h/ln1781 1585 1721 1774 1673 1721 Q Serve(g_s), s 19.8 56.5 24.2 24.2 5.6 9.5 Cycle Q Clear(g_c), s 19.8 56.5 24.2 24.2 5.6 9.5 Prop In Lane 1.00 1.00 0.12 1.00 Lane Grp Cap(c), veh/h 839 851 589 607 221 1548 V/C Ratio(X) 0.51 1.19 0.69 0.69 0.71 0.28 Avail Cap(c_a), veh/h 839 851 589 607 558 1548 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.88 0.88 1.00 1.00 Uniform Delay (d), s/veh22.0 27.8 33.9 33.9 54.9 20.8 Incr Delay (d2), s/veh 0.5 96.3 5.7 5.5 4.3 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln8.3 45.8 11.0 11.3 2.5 3.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.5 124.1 39.6 39.4 59.2 21.2 LnGrp LOS C F D D E C Approach Vol, veh/h 1435 821 590 Approach Delay, s/veh 94.1 39.5 31.4 Approach LOS F D C Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s12.9 46.1 59.0 61.0 Change Period (Y+Rc), s 5.0 5.0 5.0 4.5 Max Green Setting (Gmax), s20.0 29.0 54.0 56.5 Max Q Clear Time (g_c+I1), s7.6 26.2 11.5 58.5 Green Ext Time (p_c), s 0.4 1.1 3.2 0.0 Intersection Summary HCM 6th Ctrl Delay 65.4 HCM 6th LOS E HCM 6th TWSC GMD Renton 4: S Grady Way & Site Access Future (2024) With-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 980 828 2 0 19 Future Vol, veh/h 0 980 828 2 0 19 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 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1065 900 2 0 21 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 451 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.94 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.32 Pot Cap-1 Maneuver 0 - - - 0 556 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 556 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SB HCM Control Delay, s 0 0 11.7 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBR SBLn1 Capacity (veh/h) - - - 556 HCM Lane V/C Ratio - - - 0.037 HCM Control Delay (s) - - - 11.7 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.1 HCM 6th TWSC GMD Renton 5: Williams Ave S & Site Access Future (2024) With-Project Weekday AM Peak Hour Transpo Group Synchro 10 Report Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 19 0 130 135 12 Future Vol, veh/h 0 19 0 130 135 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 21 0 141 147 13 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 154 - 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 - - - - Pot Cap-1 Maneuver 0 892 0 - - - Stage 1 0 - 0 - - - Stage 2 0 - 0 - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 892 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 9.1 0 0 HCM LOS A Minor Lane/Major Mvmt NBT EBLn1 SBT SBR Capacity (veh/h) - 892 - - HCM Lane V/C Ratio - 0.023 - - HCM Control Delay (s) - 9.1 - - HCM Lane LOS - A - - HCM 95th %tile Q(veh) - 0.1 - - HCM 6th Signalized Intersection Summary GMD Renton 1: Talbot Rd S & S Grady Way Future (2024) With-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 712 787 271 669 49 398 395 127 86 613 48 Future Volume (veh/h) 134 712 787 271 669 49 398 395 127 86 613 48 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1870 1870 1870 1885 1885 1885 1900 1900 1900 Adj Flow Rate, veh/h 147 782 0 298 735 54 437 434 140 95 674 53 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 1 1 1 2 2 2 1 1 1 0 0 0 Cap, veh/h 546 1567 350 787 58 406 609 195 119 872 68 Arrive On Green 0.30 0.44 0.00 0.20 0.47 0.47 0.12 0.23 0.23 0.07 0.18 0.18 Sat Flow, veh/h 1795 3582 1598 3456 3355 246 3483 2662 850 1810 4900 383 Grp Volume(v), veh/h 147 782 0 298 389 400 437 291 283 95 474 253 Grp Sat Flow(s),veh/h/ln 1795 1791 1598 1728 1777 1824 1742 1791 1721 1810 1729 1825 Q Serve(g_s), s 7.4 18.9 0.0 10.0 24.8 24.9 14.0 17.9 18.2 6.2 15.7 15.9 Cycle Q Clear(g_c), s 7.4 18.9 0.0 10.0 24.8 24.9 14.0 17.9 18.2 6.2 15.7 15.9 Prop In Lane 1.00 1.00 1.00 0.14 1.00 0.49 1.00 0.21 Lane Grp Cap(c), veh/h 546 1567 350 417 428 406 410 394 119 615 325 V/C Ratio(X) 0.27 0.50 0.85 0.93 0.93 1.08 0.71 0.72 0.80 0.77 0.78 Avail Cap(c_a), veh/h 546 1567 432 444 456 406 537 516 151 922 487 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.6 24.3 0.0 47.0 31.0 31.0 53.0 42.6 42.7 55.3 47.0 47.1 Incr Delay (d2), s/veh 0.1 1.1 0.0 10.8 25.4 25.1 66.3 2.9 3.3 16.3 1.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.3 8.2 0.0 4.4 11.2 11.5 9.8 8.3 8.1 3.4 6.8 7.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.7 25.4 0.0 57.8 56.3 56.1 119.3 45.5 46.0 71.6 48.0 49.3 LnGrp LOS C C E E E F D D E D D Approach Vol, veh/h 929 A 1087 1011 822 Approach Delay, s/veh 26.4 56.6 77.5 51.1 Approach LOS C E E D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 41.5 33.1 19.0 26.3 17.2 57.5 12.9 32.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 24.0 30.0 14.0 32.0 15.0 39.0 10.0 36.0 Max Q Clear Time (g_c+I1), s 9.4 26.9 16.0 17.9 12.0 20.9 8.2 20.2 Green Ext Time (p_c), s 0.2 1.1 0.0 2.8 0.2 3.6 0.0 3.2 Intersection Summary HCM 6th Ctrl Delay 53.7 HCM 6th LOS D Notes Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary GMD Renton 2: S Grady Way & Williams Ave S Future (2024) With-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 145 1098 5 30 501 0 115 10 120 34 30 283 Future Volume (veh/h) 145 1098 5 30 501 0 115 10 120 34 30 283 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 0 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 158 1193 5 33 545 0 125 11 130 37 33 308 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 1 1 1 1 1 0 0 0 0 0 0 0 Cap, veh/h 515 1930 8 358 2139 0 186 31 371 336 33 305 Arrive On Green 1.00 1.00 1.00 0.03 0.60 0.00 0.07 0.25 0.25 0.03 0.21 0.21 Sat Flow, veh/h 868 3658 15 1795 3676 0 1810 126 1494 1810 157 1466 Grp Volume(v), veh/h 158 584 614 33 545 0 125 0 141 37 0 341 Grp Sat Flow(s),veh/h/ln 868 1791 1882 1795 1791 0 1810 0 1620 1810 0 1624 Q Serve(g_s), s 0.2 0.0 0.0 1.0 8.7 0.0 6.4 0.0 8.6 1.8 0.0 25.0 Cycle Q Clear(g_c), s 0.5 0.0 0.0 1.0 8.7 0.0 6.4 0.0 8.6 1.8 0.0 25.0 Prop In Lane 1.00 0.01 1.00 0.00 1.00 0.92 1.00 0.90 Lane Grp Cap(c), veh/h 515 945 993 358 2139 0 186 0 402 336 0 338 V/C Ratio(X) 0.31 0.62 0.62 0.09 0.25 0.00 0.67 0.00 0.35 0.11 0.00 1.01 Avail Cap(c_a), veh/h 515 945 993 383 2139 0 226 0 419 358 0 338 HCM Platoon Ratio 2.00 2.00 2.00 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 1.00 0.99 0.99 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 12.1 11.5 0.0 36.2 0.0 37.1 32.3 0.0 47.5 Incr Delay (d2), s/veh 1.5 3.0 2.9 0.0 0.3 0.0 3.5 0.0 0.4 0.1 0.0 51.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 0.8 0.8 0.4 3.5 0.0 3.0 0.0 3.5 0.8 0.0 14.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 1.5 3.0 2.9 12.1 11.8 0.0 39.7 0.0 37.5 32.3 0.0 98.5 LnGrp LOS A A A B B A D A D C A F Approach Vol, veh/h 1356 578 266 378 Approach Delay, s/veh 2.8 11.8 38.5 92.0 Approach LOS A B D F Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 76.7 8.5 34.8 8.3 68.3 13.3 30.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 69.0 5.0 31.0 5.0 59.0 11.0 25.0 Max Q Clear Time (g_c+I1), s 10.7 3.8 10.6 3.0 2.5 8.4 27.0 Green Ext Time (p_c), s 3.4 0.0 0.6 0.0 13.1 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 21.6 HCM 6th LOS C HCM 6th Signalized Intersection Summary GMD Renton 3: S Grady Way/Main Ave S & 108th Ave Future (2024) With-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 85 275 624 350 795 501 Future Volume (veh/h) 85 275 624 350 795 501 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 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1885 1885 Adj Flow Rate, veh/h 90 293 664 372 846 533 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 1 1 Cap, veh/h 279 674 997 558 935 2737 Arrive On Green 0.16 0.16 0.45 0.45 0.27 0.76 Sat Flow, veh/h 1781 1585 2290 1230 3483 3676 Grp Volume(v), veh/h 90 293 537 499 846 533 Grp Sat Flow(s),veh/h/ln1781 1585 1777 1649 1742 1791 Q Serve(g_s), s 5.4 15.6 28.4 28.4 28.2 4.9 Cycle Q Clear(g_c), s 5.4 15.6 28.4 28.4 28.2 4.9 Prop In Lane 1.00 1.00 0.75 1.00 Lane Grp Cap(c), veh/h 279 674 807 749 935 2737 V/C Ratio(X) 0.32 0.43 0.67 0.67 0.90 0.19 Avail Cap(c_a), veh/h 497 868 807 749 1074 2737 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.86 0.86 1.00 1.00 Uniform Delay (d), s/veh 45.0 24.3 25.6 25.6 42.4 3.9 Incr Delay (d2), s/veh 0.7 0.4 3.7 4.0 9.9 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.4 5.9 12.6 11.8 13.3 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.6 24.8 29.4 29.7 52.3 4.1 LnGrp LOS D C C C D A Approach Vol, veh/h 383 1036 1379 Approach Delay, s/veh 29.7 29.5 33.7 Approach LOS C C C Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s37.2 59.5 96.7 23.3 Change Period (Y+Rc), s 5.0 5.0 5.0 4.5 Max Green Setting (Gmax), s37.0 35.0 77.0 33.5 Max Q Clear Time (g_c+I1), s30.2 30.4 6.9 17.6 Green Ext Time (p_c), s 2.1 2.1 4.2 1.1 Intersection Summary HCM 6th Ctrl Delay 31.6 HCM 6th LOS C HCM 6th TWSC GMD Renton 4: S Grady Way Future (2024) With-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 1243 898 6 0 13 Future Vol, veh/h 0 1243 898 6 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 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1351 976 7 0 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 492 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.94 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.32 Pot Cap-1 Maneuver 0 - - - 0 522 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 522 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SB HCM Control Delay, s 0 0 12.1 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 522 HCM Lane V/C Ratio - - - 0.027 HCM Control Delay (s) - - - 12.1 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.1 HCM 6th TWSC GMD Renton 5: Williams Ave S Future (2024) With-Project Weekday PM Peak Hour Transpo Group Synchro 10 Report Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 12 0 155 340 33 Future Vol, veh/h 0 12 0 155 340 33 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 13 0 168 370 36 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 388 - 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 - - - - Pot Cap-1 Maneuver 0 660 0 - - - Stage 1 0 - 0 - - - Stage 2 0 - 0 - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 660 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 10.6 0 0 HCM LOS B Minor Lane/Major Mvmt NBT EBLn1 SBT SBR Capacity (veh/h) - 660 - - HCM Lane V/C Ratio - 0.02 - - HCM Control Delay (s) - 10.6 - - HCM Lane LOS - B - - HCM 95th %tile Q(veh) - 0.1 - - Appendix D: Trip Generation Appendix D: Trip Generation Land Use Setting Size Units Model Rate Units Inbound % Inbound Outbound Subtotal Inbound Outbound Total 145 du Daily General Urban/Suburban Rate 5.44 per du 50%394 394 788 394 394 788 AM Peak Hour General Urban/Suburban Rate 0.36 per du 26%14 38 52 14 38 52 PM Peak Hour General Urban/Suburban Rate 0.44 per du 61%39 25 64 39 25 64 Subtotal Daily 394 394 788 394 394 788 AM Peak Hour 14 38 52 14 38 52 PM Peak Hour 39 25 64 39 25 64 Land Use Size Units Model Rate Units Inbound % Inbound Outbound Subtotal Inbound Outbound Total 4 du Daily General Urban/Suburban Rate 7.32 per du 50%15 15 30 15 15 30 AM Peak Hour General Urban/Suburban Rate 0.46 per du 23%0 2 2 0 2 2 PM Peak Hour General Urban/Suburban Rate 0.56 per du 63%1 1 2 1 1 2 Subtotal Daily 15 15 30 AM Peak Hour 0 2 2 PM Peak Hour 1 1 2 Daily 379 379 758 AM Peak Hour 14 36 50 PM Peak Hour 38 24 62 1. Trip rates based on Institute of Transportation Engineers' (ITE) Trip Generation 10th Edition average trip rate as shown above. GMD Renton Proposed Use Existing Use Net New Trips Total Net New Multifamily (Mid-Rise) (LU 221) Notes: Gross Trips Gross Trips Total Net New Multifamily (Low-Rise) (LU 220)