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Home My WebLink AboutRS_Traffic_Study_221013_v2Traffic Impact Analysis RENTON TOPGOLF PHASE 2 Prepared for: Realty Link October 2022 Prepared by: 12131 113th Avenue NE, Suite 203 Kirkland, WA 98034-7120 Phone: 425-821-3665 www.transpogroup.com 1.22268.00 © 2022 Transpo Group Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 0 Table of Contents Introduction .............................................................................................................................. 1 Project Description ................................................................................................................. 1 Study Scope and Study Area ................................................................................................. 1 Existing & Future Without-Project Conditions ..................................................................... 4 Street Network ....................................................................................................................... 4 Transit .................................................................................................................................... 6 Traffic Volumes ...................................................................................................................... 7 Traffic Operations ................................................................................................................ 10 Traffic Safety ........................................................................................................................ 11 Project Impacts ...................................................................................................................... 12 Trip Generation .................................................................................................................... 12 Trip Distribution and Assignment ......................................................................................... 13 Future With-Project Traffic Volumes .................................................................................... 13 Future With-Project Traffic Operations ................................................................................ 18 Site Access Analysis ............................................................................................................ 18 Mitigation Measures ............................................................................................................... 19 Transportation Impact Fees ................................................................................................. 19 Findings and Recommendations ......................................................................................... 20 Appendix Appendix A: LOS Definitions Appendix B: LOS Worksheets Appendix C: Detailed Trip Generation Figures Figure 1. Site Vicinity and Study Intersections ................................................................... 2 Figure 2. Preliminary Site Plan ........................................................................................... 3 Figure 3. Existing Channelization and Traffic Control ........................................................ 5 Figure 4. Existing Peak Hour Traffic Volumes .................................................................... 8 Figure 5. Future (2031) Without-Project Peak Hour Traffic Volumes ................................. 9 Figure 6. Hotel Weekday Peak Hour Project Trip Distribution ......................................... 14 Figure 7. Commercial Weekday Peak Hour Project Trip Distribution............................... 15 Figure 8. Weekday Peak Hour Project Trip Assignment .................................................. 16 Figure 9. Future (2031) With-Project Weekday Peak Hour Traffic Volumes .................... 17 Tables Table 1. Existing Transit Service ....................................................................................... 6 Table 2. Existing and Future Without-Project Weekday Peak Hour Intersection Operations ......................................................................................................... 10 Table 3. Study Intersection Collision Data Summary (2019 – 2021) .............................. 11 Table 4. Estimated Weekday Vehicle Trip Generation ................................................... 12 Table 5. Traffic Volume Impacts at Study Intersections .................................................. 13 Table 6. Future Weekday Peak Hour Intersection Operations........................................ 18 Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 1 Introduction This traffic impact analysis (TIA) identifies potential transportation-related impacts associated with the Phase 2 of the TopGolf development in Renton. Project Description The proposed project includes Phase 2 of the TopGolf development located in Renton, WA. The overall site is overall bounded by N 8th Street, Logan Avenue N, Park Avenue N, and the existing Boeing buildings to the south. Within the overall bounded site as described above, the Phase 2 portion is located along Park Avenue N south of N 8th Street. The site vicinity is shown in Figure 1. Phase 2 would develop a 114 room hotel and 7,000 square feet (sf) of commercial space. With the Phase 2 development, a new access is being proposed along Park Avenue N (the primary site access) which would allow 3/4 access by restricting eastbound left-turns (outbound lefts from the site). Additional access to the site is also provided on the west edge of the larger site, along Logan Avenue N. The western driveways were constructed as part of the TopGolf project. Figure 2 illustrates the site plan, site accesses, and on-site surface parking. The buildout year for the second phase is anticipated to be 2025. Study Scope and Study Area The scope of the analysis is consistent with the City of Renton’s Traffic Impact Analysis Policy Guidelines for New Developments (2016) and was reviewed and approved by the city through a scoping process. Through coordination with the City, the analysis for the proposed Phase 2 development focuses on the weekday AM and PM peak hours. The following intersections were identified for analysis: 1. Park Avenue N/N 8th Street 2. Park Avenue N/N 6th Street In addition to these off-site study intersections, the primary site access along Park Avenue N was evaluated under the future with-project conditions. The analysis includes a review of 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. Although the buildout year of the project is projected for 2025, the analysis assumes a future 2031 horizon analysis year, consistent with the recently completed Southport West TIA (TENW, June 2022). 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. Jul 26, 2022 - 2:12pm lilyh M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268.dwg Layout: Site Vicinity N 8TH ST LOGAN AVE NN 4TH ST PARK AVE NN 6TH ST GARDEN AVE N1 2 A X X Study Intersection Site Access LEGEND Site Vicinity and Study Intersections FIGURE 1Renton TopGolf Phase 2 Site Phase 2 Site Phase 1 Preliminary Site PlanRenton TopGolf Phase 2FIGURE2 Jul 26, 2022 - 2:12pm lilyh M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268.dwg Layout: Site Plan-newACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACTCOMPACT COMPACT PARK AVE N N 8TH ST Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 4 Existing & Future Without-Project Conditions This section describes both existing and future (2031) 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. Street Network 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 in the City of Renton and is bounded by N 8th Street, Park Avenue N, Logan Avenue N, and N 6th Street. Descriptions of the roadways within the project area are provided below. N 8th Street is a five-lane roadway classified as a minor arterial in the vicinity of the project. Sidewalks are provided on both sides of the street and the posted speed limit is 25 miles per hour (mph). No parking or bicycle facilities are provided along N 8th Street in the vicinity of the project. Park Avenue N is a four to five lane roadway classified as a principal arterial with a posted speed of 30 mph. Sidewalks are provided on both sides of the street. No parking of bicycle facilities is provided along Park Avenue N in the vicinity of the project. Park Avenue N is the primary frontage of the Phase 2 proposed development and provides the primary site access. Logan Avenue N is a four-lane north-south roadway with one northbound lane, two southbound lanes, and a two-way left turn lane in the vicinity of the project. The street is classified as a principal arterial and has a posted speed limit of 35 mph. Sidewalks are provided on both sides of the street and a bicycle lane is provided heading northbound, but no parking is provided. Two access are provided along Logan Avenue N, to the west of the project site. N 6th Street 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 25 miles per hour (mph). No parking or bicycle facilities are provided along N 6th Street in the vicinity of the project. The channelization and traffic control at the two off-site study intersections can be found in Figure 3. As shown in the figure, both off-site study intersections are signalized. Existing Traffic Control and Channelization Renton TopGolf Phase 2 FIGURE 3 Jul 26, 2022 - 2:12pm lilyh M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268.dwg Layout: Chan GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE NSite 2 1 X Study Intersection LEGEND 1 2Park Ave N N 8th St Park Ave N N 6th St Traffic Signal 1 Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 6 Non-Motorized Facilities Sidewalks are provided throughout the study area in the vicinity of the project site. Marked crosswalks are provided at the Park Avenue N/N8th Street and Park Avenue N/N 6th Street intersections. No bicycle facilities are provided in the vicinity of the project site. There is no on-street parking on Park Avenue N, N 8th Street, or N 6th Street in the vicinity of the project. Planned Improvements Based on a review of the City of Renton’s Six-Year (2022-2027) Transportation Improvement Program, there are three improvements planned on the project vicinity. They are as follows: · Park Avenue N Extension: Extending Park Avenue N north of Logan Avenue N, to provide access to Southport, PSE property, and Boeing. Improvements include construction of railroad crossing, signal improvements, utility improvements, illumination installation, underground utility relocation and landscaping. · N 8th Street Direct Access Ramps: As a part of I-405 implementation plan to achieve a successful Regional Bus Rapid Transit (BRT) network and improve transit service utilization by constructing a new direct access ramps to/from I-405 at N 8th Street providing access to neighborhoods west of I-405. · Logan Avenue N Improvements: As a second phase of the Logan Avenue N improvements (N 6th Street to Park Avenue N), improvements will include addition of a new northbound lane, new curb, gutter, sidewalk on the east side, and a pedestrian/bicycle trail on the west side along with illumination, crosswalks, and channelization. None of the identified planned improvements noted above result in changes to the study intersections and as such were not assumed in the operational analysis. Additionally, the pipeline developments did not result in any recommended mitigation measures at the study intersections. Transit Transit service is provided in the vicinity of the project. Service in the area is operated by King County Metro and Sound Transit. These routes provide service to the Downton Renton, South Renton, Bellevue, SeaTac, Tukwila, and Seattle. The closest transit stops to the development are located along Park Avenue N at N 8th Street, within a quarter mile of the site. Transit stops are provided along Logan Avenue, approximately 800 feet north and south of the site. Route characteristics are summarized in Table 1. Table 1. Existing Transit Service Approximate Weekday Operating Hours AM Peak Period Trips (7-9 AM) PM Peak Period Trips (4-6 PM) Headways (minutes) Routes Area Served 167 South Renton P&R to University District 6:05 a.m. – 8:50 a.m. 2 3 30-45 3:40 p.m. - 6:20 p.m. 240 Bellevue to Renton 5:05 a.m. – 11:53 p.m. 5 5 20-35 342 Shoreline P&R to Renton TC 5:15 a.m. – 7:45 a.m. 2 2 50 3:10 p.m. – 6:45 p.m. 560/566 Bellevue to SeaTac to West Seattle 4:45 a.m. - 12:15 a.m. 10 12 12-15 Rapid Ride F Burien to Tukwila to Renton TC to The Landing 4:45 a.m. – 12:45 a.m. 10 10 10-15 Source: King County Metro (June 2022) & Sound Transit (July 2022) Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 7 Traffic Volumes Existing weekday AM (7 a.m. to 9 a.m.) and PM (4 p.m. to 6 p.m.) peak period traffic counts were collected at each study intersection in March 2022 collected for the Southport West TIA (TENW, June 2022). Volumes are rounded to the nearest 5 vehicles to account for the daily fluctuations in traffic volumes. Figure 4 illustrates the existing weekday peak hour traffic volumes at the off-site study intersections. Future (2031) without-project traffic volumes referenced in this analysis are consistent with the recently completed with-project weekday peak hour traffic volumes from Southport West TIA (TENW, June 2022). The Southport West TIA forecasts included an annual background growth rate of 1.5 percent per year applied to the existing traffic volumes, traffic from pipeline developments of Southport unoccupied land, TopGolf, and 800 Garden Avenue Mixed-use, and the proposed Southport West development trips. Figure 5 illustrates the future (2031) without-project weekday peak hour traffic volumes at off-site study intersections. Existing Weekday Peak Hour Traffic Volumes Renton TopGolf Phase 2 FIGURE 4 Jul 26, 2022 - 2:12pm lilyh M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268.dwg Layout: Ex Vols GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE N1 2 Park Ave N N 8th St (25) 70 (85) 215 (10) 30 (15) 20225 (310) (70) 35 (15) 50 (35) 50 (5) 10 (30) 90 (40) 110 (25) 65 (50) 95 (5) 15 (15) 35 (25) 5205 (240) (10) 5 (5) 5 (10) 5 (5) 5 (5) 5 (75) 295 (25) 15 Park Ave N N 6th St12 X Study Intersection (X) Weekday AM Peak Hour Traffic Volumes LEGEND X Weekday PM Peak Hour Traffic Volumes Site Future (2031) Without-Project Weekday Peak Hour Traffic Volumes Renton TopGolf Phase 2 FIGURE 5 Jul 26, 2022 - 2:12pm lilyh M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268.dwg Layout: Baseline Vols GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE N1 2 Park Ave N N 8th St (26) 77 (113) 280 (15) 51 (16) 21 302 (580) (89) 58 (42) 70 (81) 82 (146) 43 (35) 116 (75) 324 (30) 72 (55) 106 (7) 18 (17) 40 (27) 6 296 (507) (10) 3 (6) 3 (11) 1 (2) 1 (7) 2 (143) 562 (26) 16 Park Ave N N 6th St12 (0) X Study Intersection (X) Weekday AM Peak Hour Traffic Volumes LEGEND X Weekday PM Peak Hour Traffic Volumes Site Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 10 Traffic Operations The following section summarizes the traffic operations for existing and future without-project conditions for the off-site study intersections. The operational characteristics of an intersection are determined by calculating the intersection level of service (LOS). At signalized intersections, LOS is measured in average control delay per vehicle and is typically reported using the intersection delay. 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 A contains a detailed explanation of LOS criteria and definitions. According to 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. Weekday peak hour traffic operations for existing and future without-project conditions were evaluated at the study intersections based on the procedures identified in the Highway Capacity Manual (HCM 6) and were evaluated using Synchro 11. Synchro 11 is a software program that uses HCM methodology to evaluate intersection LOS and average vehicle delays. Signal timing was assumed consistent with the existing timing for the Southport West TIA recently completed in the vicinity. Analysis parameters such as lane channelization and signal timing were maintained for future 2031 without-project conditions relative to 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 B. Table 2. Existing and Future Without-Project Weekday Peak Hour Intersection Operations Existing 2031 Without-Project Intersection LOS1 Delay2 LOS Delay AM Peak Hour 1. Park Avenue N/N 8th Street C 22 C 26 2. Park Avenue N/N 6th Street B 18 B 16 PM Peak Hour 1. Park Avenue N/N 8th Street B 15 B 16 2. Park Avenue N/N 6th Street B 13 B 12 1. Level of Service (A – F) as defined by the 6th Edition Highway Capacity Manual (HCM), Transportation Research Board. 2. Average delay per vehicle in seconds. Table 2 shows that under existing conditions, the study intersections operate at LOS C or better during the weekday AM and PM peak hours, meeting the City’s LOS standard. With the addition of background growth under future without-project conditions, both study intersections are expected to continue operating at the same LOS as under existing conditions, with increases in delay of up to 4 seconds. Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 11 Traffic Safety Collision records were reviewed within the study area to document any potential traffic safety issues. The summary of collision data from WSDOT is for the three-year period between January 1, 2019 and December 31, 2021. A historical review of collisions was conducted at off-site study intersections. A summary of the total and average annual number of reported collisions at each study intersection is provided in Table 3. In addition to reviewing the collision history at the study intersections, the collisions along the adjacent roadway of the project site (Park Avenue N) was also reviewed and is included in the table. Table 3. Study Intersection Collision Data Summary (2019 – 2021) Number of Reported Collisions Total Annual Average Location 2019 2020 2021 Intersection 1. Park Avenue N/N 8th Street 2 3 2 7 2.33 2. Park Avenue N/N 6th Street 1 1 0 2 0.67 Roadway Segment1 Park Avenue N (N 6th Street to N 8th Street) 0 0 0 0 0.00 Source: WSDOT 2021. 1. Collisions at the off-site study intersections are not included in the roadway segments summary. The off-site study intersections had approximately 2 or fewer reported collisions per year. The most common collision type at the study intersections was angle collisions. There was 1 reported collision involving a pedestrian at both the N 6th Street and N 8th Street intersections along Park Avenue N during the review period. No collisions occurred along the roadways bordering the site, with 0 collision reported during the three-year study period along the bordering roadways of the project site. There were no reported fatalities in the study area within the study period. Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 12 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 (2031) traffic volumes including project traffic are developed and the potential impact to traffic volumes and traffic operations are identified. Trip Generation Trip generation for the proposed phase 2 of the project was based on the established trip rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual (11th Edition, 2021). As shown in Figure 2, the 7,000 sf of proposed commercial space is currently demised to include a 2,700 sf restaurant, 2,325 sf restaurant with drive-through, and a 2,075 sf space which is assumed to function as general retail space. However, the specific users of these spaces are unknown at this time. Trip rates consistent with ITE Hotel (LU #310), Strip Retail Plaza (LU #822), Fast-food Restaurant with Drive-Through Window (LU #934)1, and high-turnover (sit-down) restaurant (LU #932) were utilized for the proposed uses. The proposed commercial uses were adjusted for pass-by. Pass-by trips reflect traffic already on streets in the vicinity of the project site that would visit the commercial components of the project while driving by the site on the way to its final destination. ITE’s Trip Generation Manual showed a rate of 40 percent and 43 percent for the retail and high-turn over restaurant uses, respectively, and a 50-55 percent for the peak hours of the fast-food with drive-through use. Table 4 summarizes the estimated weekday trips generated by the proposed project. The detailed trip generation calculations are included in Appendix C. Table 4. Estimated Weekday Vehicle Trip Generation Size Daily Trips AM Peak Hour Trips PM Peak Hour Trips Land Use1 In Out Total In Out Total Hotel 114 rooms 812 28 22 50 29 27 56 Strip Plaza Retail 2,075 sf 112 3 2 5 7 7 14 High-Turnover (Sit-Down) Restaurant 2,600 sf 278 14 11 25 15 9 24 Restaurant with Drive-Through Window 2,325 sf 1,086 53 51 104 39 38 77 Gross Driveway Trips 2,288 98 86 184 90 81 171 Less Commercial Pass-By (retail & restaurants) 734 32 32 64 29 29 58 Net New Trips 1,554 66 54 120 61 52 113 Note: du = dwelling units, sf = square feet 1. Average trip rates from ITE Trip Generation Manual, 11th Edition (2021). As shown in Table 4, the proposed project is estimated to generate 1,554 weekday net new daily trips with 120 weekday AM peak hour trips and 113 weekday PM peak hour trips. 1 There are numerous restaurant land uses available per ITE and current development does not anticipate a quick- service restaurant to occupy the restaurant with the drive-through space. However, for purposes of the traffic impact anlaysis, the fast-food restaurant category was assumed to provide a conservative analysis as this use has a higher tip generation rate than alternative uses such as a fast casual (LU #930). Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 13 Trip Distribution and Assignment Separate distributions were identified for the hotel and commercial land uses, each of which are discussed below. · Hotel – The distribution for hotel use is assumed to reflect a regional distribution. The regional distribution was assumed to be similar to the distribution for the proposed TopGolf use (Phase 1 of the project) and is shown on Figure 6.2 The hotel project trips were assigned to the network based on the anticipated regional project trip distribution. · Commercial – The proposed commercial land uses are assumed to primarily serve local users, such that the commercial uses distribution is based on existing travel patterns and a review of surrounding densities of existing development. The commercial trip distribution is shown in Figure 7. The commercial net new project trips were assigned to the network based on the anticipated local project trip distribution. The resulting overall project trip assignment is shown on Figure 8. Note the assignment reflects the proposed left-out restriction for the new site driveway along Park Avenue N. In addition, with Phase 2 of the development, the project will include a driveway located along Park Avenue N which will provide access to the adjacent TopGolf. To reflect the addition of this driveway, trips associated with the adjacent TopGolf development were reassigned locally to include access via Park Avenue N. It was assumed that trips assigned eastbound right and northbound left at the Park Avenue N/N 8th Street intersection would utilize the new site access and no longer travel off-site via Park Avenue N and N 8th Street. This assumed shift in the Phase 1 development is illustrated in Figure 8. Future With-Project Traffic Volumes Site-generated weekday peak hour traffic volumes were added to the future without-project traffic volumes at the study intersections. The resulting future (2031) with-project peak hour traffic volumes are illustrated in Figure 9. Table 5 summarizes the anticipated increase in total entering traffic at the off-site study intersections as well as the percent of future with-project traffic volumes attributable to the proposed project. Table 5. Traffic Volume Impacts at Study Intersections Intersection 2031 Future Without-Project TEV1 Project Trips TEV Reassigned TopGolf Project Trips2 2031 Future With-Project TEV Percent Share AM Peak Hour 1. Park Avenue N/N 8th Street 1,248 13 -1 1,260 1.0% 2. Park Avenue N/N 6th Street 818 68 - 886 7.7% PM Peak Hour 1. Logan Avenue N/N 8th Street 1,496 12 -16 1,492 0.8% 2. Park Avenue N/N 8th Street 1,054 65 - 1,119 5.8% 1. Total Entering Vehicles 2. Reassigned based on assignment along Park Avenue N in Renton Topgolf TIA (Tranpso Group, July 2019), also illustrated in Figure 8. As shown in Table 5, the project share in future (2031) traffic volumes is estimated to be less than 8 and 6 percent at the off-site study intersections during the weekday AM and PM peak hours, respectively. 2 Renton TopGolf Traffic Impact Analysis (Transpo Group, July 2019). Hotel Weekday Peak Hour Project Trip Distribution Renton TopGolf Phase 2 FIGURE 6 Sep 16, 2022 - 11:14am aaronc M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268 9.15.2022.dwg Layout: Hotel Dist 5% 5% 5% 20% 10% 30% 5%5% N 8TH STLOGAN AVE NNE 3RD ST N 4TH STPARK AVE NMA P L E V A L L E Y HW Y N 6TH STCedar R iver AIRPORT WAY Lake Washington RAINIER AVE SN 3RD ST 5% LEGEND XX%Trip Distribution 10% NE P A R K D R Site 10% 10% 10% 15% 5% 5%5% N 8TH STLOGAN AVE NNE 3RD ST N 4TH STPARK AVE NMA P L E V A L L E Y HW Y N 6TH STCedar R iver AIRPORT WAY Lake Washington RAINIER AVE SN 3RD ST 10% 10% Commercial Weekday Peak Hour Project Trip Distribution Renton TopGolf Phase 2 FIGURE 7 Sep 16, 2022 - 11:14am aaronc M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268 9.15.2022.dwg Layout: Commercial Dist 10% 5% 5% LEGEND XX%Trip Distribution NE P A R K D R Site Weekday Peak Hour Project Trip Assignment Renton TopGolf Phase 2 FIGURE 8 Sep 16, 2022 - 11:11am aaronc M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268 9.15.2022.dwg Layout: Project Trips GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE N1 2 A #REF! N 8th St (-1) -16 Park Ave N N 6th St2 Park Ave N Site Access (1) 16 (-1) -16 3 X X Study Intersection Site Access X Weekday PM Peak Hour Project Trips LEGENDA (X) Weekday AM Peak Hour Project Trips Site Park Ave N N 8th St (3) 2 -15(-16) (26) 25 30(31) (11) 10 (26) 25 Park Ave N N 6th St12 Park Ave N Site Access (53) 49 (47) 45 (-16) (-16) -14 (42) 39 3 -15 A Project TripsTopGolf Shifted TripsNO SH I F T S A T INTER S E C TI O N 2 1 Note: Negative project trips associated with pass-by trips and restricted EBL movement at the site access. Park Ave N Future (2031) With-Project Weekday Peak Hour Traffic Volumes Renton TopGolf Phase 2 FIGURE 9 Sep 16, 2022 - 11:12am aaronc M:\22\1.22268.00 - Renton Commercial Update\Graphics\DWG\Graphics_22268 9.15.2022.dwg Layout: Future Vols GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE N1 2 A Park Ave N N 8th St (29) 79 (113) 280 (14) 35 (16) 21 287 (564) (89) 58 (42) 70 (81) 82 (146) 43 (35) 116 (101) 349 (30) 72 (55) 106 (7) 18 (17) 40 (27) 6 326 (538) (10) 3 (6) 3 (11) 1 (2) 1 (18) 12 (169) 587 (26) 16 Park Ave N N 6th St12 Park Ave N Site Access (54) 65 (47) 45 (669) (115) 415 (42) 39 3 366 X X Study Intersection Site Access X Weekday PM Peak Hour Traffic Volumes LEGENDA (X) Weekday AM Peak Hour Traffic Volumes Site Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 18 Future With-Project Traffic Operations Future 2031 with-project study intersection operations were evaluated for the weekday PM peak hour. Intersection LOS was calculated using the methodology described previously. The without-project conditions are compared to the with-project conditions to understand the potential traffic impacts of the proposed project. Table 6 summarizes the 2031 without- and with-project intersection operations for the weekday peak hours. LOS worksheets are included in Appendix B. Table 6. Future Weekday Peak Hour Intersection Operations Traffic Control 2031 Without-Project 2031 With-Project Intersection LOS1 Delay2 WM3 LOS Delay WM AM Peak Hour 1. Park Avenue N/N 8th Street Signal C 26 - C 26 - 2. Park Avenue N/N 6th Street Signal B 16 - B 16 - A. Park Avenue N/Site Access TWSC4 - - - A 9 EBR PM Peak Hour 1. Park Avenue N/N 8th Street Signal B 16 - B 16 - 2. Park Avenue N/N 6th Street Signal B 12 - B 13 - A. Park Avenue N/Site Access TWSC - - - B 10 EBR 1. LOS as defined by the HCM (TRB, 2016) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop-controlled intersections. EBR=eastbound right-turn 4. Two-way Stop Control. Assumes 3/4 access, restricting the eastbound left-turn movement outbound from the site. As shown in Table 6 with the addition of project traffic, the off-site study intersections are anticipated to continue to operate at the at LOS C or better during both AM and PM peak hours, meeting the City’s LOS standard with minimal increases in delay with the project. Site Access Analysis The proposed project includes a primary site access provided adjacent to the Phase 2 site via Park Avenue N (see Figure 2). Additional access via Logan Avenue is also provided via Phase 1 of the project. All accesses are proposed to be side-street stop controlled. The traffic operations at the primary site driveway along Park Avenue N was evaluated under future with-project conditions for the weekday AM and PM peak hours. The operational analysis was consistent with the methodology described above. LOS worksheets are included in Appendix B. As shown above in Table 6, the Park Avenue N site access is anticipated to operate at LOS B or better, under future with-project conditions during the AM and PM peak hours, meeting the City’s standards. In addition, 95th percentile vehicle queues at the Park Avenue N site access (neither the northbound left-turn inbound nor the eastbound right-turn outbound) are not anticipated to exceed 1 vehicle during both weekday AM and PM peak hours. Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 19 Mitigation Measures No mitigation measures are proposed for the project as the study intersections and site access operate within the LOS standard. Transportation Impact Fees Payment of transportation impact fees will be required by the project applicant. As noted above, the traffic impact anlaysis assumed trip rates consistent with hotel, strip retail plaza, restaurant with drive-through window, and high-turnover (sit-down) restaurant. As the specific users are not known at this time, City of Renton staff will finalize the impact fee calculations for the project at the time of building permit issuance as more information will be available as to the breakdown of the commercial uses at that time. Traffic Impact Analysis Renton TopGolf Phase 2 October 2022 20 Findings and Recommendations This traffic impact analysis summarizes the project traffic impacts of the proposed TopGolf Phase 2 development in Renton. General findings and recommendations include: · The proposed development includes a hotel with 114 rooms and 7,000 sf of commercial space. The development includes a site access provided along Park Avenue N. The project is Phase 2 of the TopGolf development which includes additional access along Logan Avenue further west of the site. · The proposed project is anticipated to generate a net 120 AM peak hour (66 inbound and 54 outbound) and 113 PM peak hour (61 inbound and 52 outbound) trips. · The off-site study intersections are anticipated to operate at LOS C or better under future (2031) with-project conditions during both AM and PM peak hours, meeting the City’s LOS standard. There is minimal increase in delay with the project relative to without project conditions. · The primary site access driveway along Park Avenue N is forecast to operate at LOS B or better during the weekday AM and PM peak hours, meeting City LOS standards. · Payment of the transportation impact fees will be required by the project. The fees will be determined by the city at the time of building permit issuance. Appendix A: 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 B: LOS Worksheets HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 1: Park Ave N & N 8th St Existing Weekday AM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 25 85 10 15 35 5 15 310 70 30 40 25 Future Volume (veh/h) 25 85 10 15 35 5 15 310 70 30 40 25 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.97 0.97 0.98 0.97 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 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1752 1752 1752 1707 1707 1707 1811 1811 1811 1856 1856 1856 Adj Flow Rate, veh/h 29 100 12 18 41 6 18 365 82 35 47 29 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 10 10 10 13 13 13 6 6 6 3 3 3 Cap, veh/h 200 215 25 168 178 25 36 1744 387 60 1381 781 Arrive On Green 0.03 0.07 0.07 0.02 0.06 0.06 0.01 0.21 0.21 0.03 0.64 0.64 Sat Flow, veh/h 1668 2988 352 1626 2836 404 1725 2797 621 1767 2168 1227 Grp Volume(v), veh/h 29 55 57 18 23 24 18 223 224 35 37 39 Grp Sat Flow(s),veh/h/ln 1668 1664 1676 1626 1622 1618 1725 1721 1698 1767 1763 1632 Q Serve(g_s), s 1.3 2.5 2.6 0.8 1.1 1.1 0.8 8.6 8.8 1.6 0.6 0.7 Cycle Q Clear(g_c), s 1.3 2.5 2.6 0.8 1.1 1.1 0.8 8.6 8.8 1.6 0.6 0.7 Prop In Lane 1.00 0.21 1.00 0.25 1.00 0.37 1.00 0.75 Lane Grp Cap(c), veh/h 200 120 121 168 102 102 36 1073 1059 60 1122 1039 V/C Ratio(X) 0.15 0.46 0.47 0.11 0.22 0.24 0.51 0.21 0.21 0.59 0.03 0.04 Avail Cap(c_a), veh/h 296 478 482 277 466 465 151 1073 1059 155 1122 1039 HCM Platoon Ratio 1.00 1.00 1.00 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.5 35.6 35.7 34.0 35.6 35.7 39.3 15.4 15.4 38.1 5.4 5.4 Incr Delay (d2), s/veh 0.1 1.0 1.1 0.1 0.4 0.4 4.1 0.4 0.5 3.4 0.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 1.1 1.1 0.3 0.4 0.5 0.4 3.7 3.7 0.7 0.2 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.6 36.6 36.7 34.1 36.0 36.1 43.4 15.8 15.9 41.5 5.4 5.5 LnGrp LOS C D D C D D D B B D A A Approach Vol, veh/h 141 65 465 111 Approach Delay, s/veh 36.1 35.5 16.9 16.8 Approach LOS D D B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.6 10.8 6.6 55.9 7.4 10.0 7.7 54.9 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 7.0 23.0 7.0 23.0 7.0 23.0 7.0 23.0 Max Q Clear Time (g_c+I1), s 2.8 4.6 2.8 2.7 3.3 3.1 3.6 10.8 Green Ext Time (p_c), s 0.0 0.3 0.0 0.3 0.0 0.1 0.0 2.1 Intersection Summary HCM 6th Ctrl Delay 21.9 HCM 6th LOS C HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 2: Park Ave N & N 6th St Existing Weekday AM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 5 15 5 10 5 25 240 10 5 75 25 Future Volume (veh/h) 50 5 15 5 10 5 25 240 10 5 75 25 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.96 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 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1648 1648 1648 1722 1722 1722 1841 1841 1841 1737 1737 1737 Adj Flow Rate, veh/h 57 6 17 6 11 6 29 276 11 6 86 29 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 17 17 17 12 12 12 4 4 4 11 11 11 Cap, veh/h 70 158 138 13 66 36 42 2177 86 10 1514 489 Arrive On Green 0.04 0.10 0.10 0.01 0.06 0.06 0.02 0.63 0.63 0.01 0.62 0.62 Sat Flow, veh/h 1570 1566 1364 1640 1032 563 1753 3429 136 1654 2453 791 Grp Volume(v), veh/h 57 6 17 6 0 17 29 140 147 6 57 58 Grp Sat Flow(s),veh/h/ln 1570 1566 1364 1640 0 1595 1753 1749 1816 1654 1650 1594 Q Serve(g_s), s 2.9 0.3 0.9 0.3 0.0 0.8 1.3 2.5 2.6 0.3 1.1 1.2 Cycle Q Clear(g_c), s 2.9 0.3 0.9 0.3 0.0 0.8 1.3 2.5 2.6 0.3 1.1 1.2 Prop In Lane 1.00 1.00 1.00 0.35 1.00 0.07 1.00 0.50 Lane Grp Cap(c), veh/h 70 158 138 13 0 102 42 1110 1153 10 1019 984 V/C Ratio(X) 0.81 0.04 0.12 0.47 0.00 0.17 0.70 0.13 0.13 0.58 0.06 0.06 Avail Cap(c_a), veh/h 157 372 324 205 0 419 219 1110 1153 207 1019 984 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.9 32.4 32.7 39.5 0.0 35.4 38.8 5.8 5.8 39.6 6.1 6.1 Incr Delay (d2), s/veh 19.1 0.1 0.4 24.4 0.0 0.8 18.8 0.2 0.2 42.6 0.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.1 0.3 0.2 0.0 0.3 0.8 0.9 0.9 0.2 0.4 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.0 32.5 33.1 63.9 0.0 36.2 57.6 6.0 6.0 82.3 6.2 6.2 LnGrp LOS E C C E A D E A A F A A Approach Vol, veh/h 80 23 316 121 Approach Delay, s/veh 50.1 43.4 10.8 10.0 Approach LOS D D B A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.6 13.1 6.9 54.4 8.6 10.1 5.5 55.8 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 10.0 19.0 10.0 21.0 8.0 21.0 10.0 21.0 Max Q Clear Time (g_c+I1), s 2.3 2.9 3.3 3.2 4.9 2.8 2.3 4.6 Green Ext Time (p_c), s 0.0 0.0 0.0 0.5 0.0 0.0 0.0 1.4 Intersection Summary HCM 6th Ctrl Delay 17.8 HCM 6th LOS B HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 1: Park Ave N & N 8th St Existing Weekday PM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 70 215 30 50 50 10 20 225 35 90 110 65 Future Volume (veh/h) 70 215 30 50 50 10 20 225 35 90 110 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.98 0.98 0.99 0.98 1.00 0.98 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 1856 1856 1856 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 74 226 32 53 53 11 21 237 37 95 116 68 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 2 2 2 2 2 2 2 2 2 Cap, veh/h 467 476 66 377 409 82 46 624 96 146 570 312 Arrive On Green 0.07 0.15 0.15 0.06 0.14 0.14 0.03 0.20 0.20 0.08 0.26 0.26 Sat Flow, veh/h 1767 3099 432 1781 2938 589 1781 3079 473 1781 2205 1206 Grp Volume(v), veh/h 74 127 131 53 31 33 21 135 139 95 92 92 Grp Sat Flow(s),veh/h/ln 1767 1763 1769 1781 1777 1751 1781 1777 1776 1781 1777 1635 Q Serve(g_s), s 1.4 2.6 2.7 1.0 0.6 0.6 0.5 2.6 2.7 2.0 1.6 1.8 Cycle Q Clear(g_c), s 1.4 2.6 2.7 1.0 0.6 0.6 0.5 2.6 2.7 2.0 1.6 1.8 Prop In Lane 1.00 0.24 1.00 0.34 1.00 0.27 1.00 0.74 Lane Grp Cap(c), veh/h 467 271 272 377 247 243 46 360 360 146 459 422 V/C Ratio(X) 0.16 0.47 0.48 0.14 0.13 0.13 0.45 0.38 0.39 0.65 0.20 0.22 Avail Cap(c_a), veh/h 1192 1338 1343 1134 1349 1329 2344 3238 3236 856 1754 1613 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.9 15.3 15.3 13.3 14.9 14.9 19.0 13.6 13.6 17.6 11.5 11.5 Incr Delay (d2), s/veh 0.1 0.5 0.5 0.1 0.1 0.1 2.5 0.6 0.7 1.8 0.2 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.9 1.0 0.3 0.2 0.2 0.2 0.9 1.0 0.8 0.5 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.0 15.7 15.8 13.3 15.0 15.0 21.5 14.3 14.3 19.4 11.7 11.8 LnGrp LOS B B B B B B C B B B B B Approach Vol, veh/h 332 117 295 279 Approach Delay, s/veh 15.1 14.2 14.8 14.3 Approach LOS B B B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.2 11.1 6.0 15.2 7.8 10.5 8.2 13.0 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 19.0 30.0 52.0 39.0 19.0 30.0 19.0 72.0 Max Q Clear Time (g_c+I1), s 3.0 4.7 2.5 3.8 3.4 2.6 4.0 4.7 Green Ext Time (p_c), s 0.0 1.0 0.0 1.1 0.1 0.2 0.1 1.8 Intersection Summary HCM 6th Ctrl Delay 14.7 HCM 6th LOS B HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 2: Park Ave N & N 6th St Existing Weekday PM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 95 15 35 5 5 5 5 205 5 5 295 15 Future Volume (veh/h) 95 15 35 5 5 5 5 205 5 5 295 15 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 1856 1856 1856 1900 1900 1900 1870 1870 1870 1856 1856 1856 Adj Flow Rate, veh/h 103 16 38 5 5 5 5 223 5 5 321 16 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, % 3 3 3 0 0 0 2 2 2 3 3 3 Cap, veh/h 163 267 237 12 57 57 10 830 19 10 798 40 Arrive On Green 0.09 0.15 0.15 0.01 0.07 0.07 0.01 0.23 0.23 0.01 0.23 0.23 Sat Flow, veh/h 1767 1763 1566 1810 869 869 1781 3552 79 1767 3416 170 Grp Volume(v), veh/h 103 16 38 5 0 10 5 111 117 5 165 172 Grp Sat Flow(s),veh/h/ln1767 1763 1566 1810 0 1738 1781 1777 1855 1767 1763 1823 Q Serve(g_s), s 1.9 0.3 0.7 0.1 0.0 0.2 0.1 1.7 1.7 0.1 2.6 2.6 Cycle Q Clear(g_c), s 1.9 0.3 0.7 0.1 0.0 0.2 0.1 1.7 1.7 0.1 2.6 2.6 Prop In Lane 1.00 1.00 1.00 0.50 1.00 0.04 1.00 0.09 Lane Grp Cap(c), veh/h 163 267 237 12 0 114 10 415 433 10 412 426 V/C Ratio(X) 0.63 0.06 0.16 0.41 0.00 0.09 0.52 0.27 0.27 0.52 0.40 0.40 Avail Cap(c_a), veh/h 1065 1594 1416 1091 0 3144 1074 2143 2237 1065 3188 3297 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh14.5 12.1 12.2 16.4 0.0 14.6 16.5 10.4 10.4 16.5 10.8 10.8 Incr Delay (d2), s/veh 4.0 0.1 0.3 20.2 0.0 0.3 36.8 0.3 0.3 37.6 0.6 0.6 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/ln0.8 0.1 0.2 0.1 0.0 0.1 0.1 0.6 0.6 0.1 0.9 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 18.5 12.1 12.6 36.6 0.0 14.9 53.3 10.7 10.7 54.0 11.4 11.4 LnGrp LOS B B B D A B D B B D B B Approach Vol, veh/h 157 15 233 342 Approach Delay, s/veh 16.4 22.1 11.6 12.0 Approach LOS B C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.2 10.0 5.2 12.7 8.1 7.2 5.2 12.7 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), s20.0 30.0 20.0 60.0 20.0 60.0 20.0 40.0 Max Q Clear Time (g_c+I1), s2.1 2.7 2.1 4.6 3.9 2.2 2.1 3.7 Green Ext Time (p_c), s 0.0 0.3 0.0 2.3 0.2 0.0 0.0 1.4 Intersection Summary HCM 6th Ctrl Delay 13.0 HCM 6th LOS B HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 1: Park Ave N & N 8th St Future (2031) Without-Project Weekday AM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 26 113 15 42 81 146 16 580 89 35 75 30 Future Volume (veh/h) 26 113 15 42 81 146 16 580 89 35 75 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1752 1752 1752 1707 1707 1707 1811 1811 1811 1856 1856 1856 Adj Flow Rate, veh/h 31 133 18 49 95 172 19 682 105 41 88 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 10 10 10 13 13 13 6 6 6 3 3 3 Cap, veh/h 187 437 58 277 257 226 37 1563 240 66 1348 509 Arrive On Green 0.03 0.15 0.15 0.04 0.16 0.16 0.01 0.17 0.17 0.04 0.54 0.54 Sat Flow, veh/h 1668 2947 392 1626 1622 1428 1725 2988 460 1767 2501 945 Grp Volume(v), veh/h 31 74 77 49 95 172 19 392 395 41 61 62 Grp Sat Flow(s),veh/h/ln 1668 1664 1675 1626 1622 1428 1725 1721 1727 1767 1763 1683 Q Serve(g_s), s 1.2 3.2 3.3 2.0 4.2 9.2 0.9 16.3 16.4 1.8 1.3 1.4 Cycle Q Clear(g_c), s 1.2 3.2 3.3 2.0 4.2 9.2 0.9 16.3 16.4 1.8 1.3 1.4 Prop In Lane 1.00 0.23 1.00 1.00 1.00 0.27 1.00 0.56 Lane Grp Cap(c), veh/h 187 247 248 277 257 226 37 900 903 66 950 907 V/C Ratio(X) 0.17 0.30 0.31 0.18 0.37 0.76 0.51 0.44 0.44 0.62 0.06 0.07 Avail Cap(c_a), veh/h 281 478 481 352 466 410 151 900 903 155 950 907 HCM Platoon Ratio 1.00 1.00 1.00 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 27.9 30.4 30.4 27.2 30.1 32.2 39.3 22.5 22.6 37.9 8.8 8.8 Incr Delay (d2), s/veh 0.2 0.3 0.3 0.1 0.3 2.0 4.0 1.5 1.5 3.5 0.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 1.3 1.3 0.8 1.6 3.3 0.4 7.8 7.8 0.8 0.5 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.1 30.6 30.7 27.3 30.4 34.2 43.3 24.1 24.1 41.5 8.9 9.0 LnGrp LOS C C C C C C D C C D A A Approach Vol, veh/h 182 316 806 164 Approach Delay, s/veh 30.2 32.0 24.5 17.1 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.3 16.9 6.7 48.1 7.5 17.7 8.0 46.8 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 7.0 23.0 7.0 23.0 7.0 23.0 7.0 23.0 Max Q Clear Time (g_c+I1), s 4.0 5.3 2.9 3.4 3.2 11.2 3.8 18.4 Green Ext Time (p_c), s 0.0 0.5 0.0 0.6 0.0 0.9 0.0 2.1 Intersection Summary HCM 6th Ctrl Delay 26.0 HCM 6th LOS C HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 2: Park Ave N & N 6th St Future (2031) Without-Project Weekday AM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 55 7 17 6 11 2 27 507 10 7 143 26 Future Volume (veh/h) 55 7 17 6 11 2 27 507 10 7 143 26 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.96 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 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1648 1648 1648 1722 1722 1722 1841 1841 1841 1737 1737 1737 Adj Flow Rate, veh/h 63 8 20 7 13 2 31 583 11 8 164 30 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 17 17 17 12 12 12 4 4 4 11 11 11 Cap, veh/h 77 165 144 15 95 15 44 2203 42 13 1707 306 Arrive On Green 0.05 0.11 0.11 0.01 0.07 0.07 0.02 0.63 0.63 0.00 0.20 0.20 Sat Flow, veh/h 1570 1566 1365 1640 1449 223 1753 3511 66 1654 2795 501 Grp Volume(v), veh/h 63 8 20 7 0 15 31 290 304 8 95 99 Grp Sat Flow(s),veh/h/ln 1570 1566 1365 1640 0 1672 1753 1749 1829 1654 1650 1646 Q Serve(g_s), s 3.2 0.4 1.1 0.3 0.0 0.7 1.4 5.9 5.9 0.4 3.8 3.9 Cycle Q Clear(g_c), s 3.2 0.4 1.1 0.3 0.0 0.7 1.4 5.9 5.9 0.4 3.8 3.9 Prop In Lane 1.00 1.00 1.00 0.13 1.00 0.04 1.00 0.30 Lane Grp Cap(c), veh/h 77 165 144 15 0 109 44 1097 1148 13 1008 1006 V/C Ratio(X) 0.82 0.05 0.14 0.47 0.00 0.14 0.71 0.26 0.26 0.59 0.09 0.10 Avail Cap(c_a), veh/h 157 372 324 205 0 439 219 1097 1148 207 1008 1006 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.7 32.2 32.5 39.5 0.0 35.3 38.7 6.7 6.7 39.8 13.9 14.0 Incr Delay (d2), s/veh 18.6 0.1 0.4 21.7 0.0 0.6 19.1 0.6 0.6 35.4 0.2 0.2 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 1.6 0.1 0.4 0.2 0.0 0.3 0.8 2.0 2.1 0.3 1.3 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.3 32.3 32.9 61.2 0.0 35.8 57.8 7.2 7.2 75.1 14.1 14.2 LnGrp LOS E C C E A D E A A E B B Approach Vol, veh/h 91 22 625 202 Approach Delay, s/veh 49.0 43.9 9.7 16.6 Approach LOS D D A B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.7 13.4 7.0 53.9 8.9 10.2 5.7 55.2 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 10.0 19.0 10.0 21.0 8.0 21.0 10.0 21.0 Max Q Clear Time (g_c+I1), s 2.3 3.1 3.4 5.9 5.2 2.7 2.4 7.9 Green Ext Time (p_c), s 0.0 0.1 0.0 0.9 0.0 0.0 0.0 3.0 Intersection Summary HCM 6th Ctrl Delay 15.8 HCM 6th LOS B HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 1: Park Ave N & N 8th St Future (2031) Without-Project Weekday PM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 77 280 51 70 82 43 21 302 58 116 324 72 Future Volume (veh/h) 77 280 51 70 82 43 21 302 58 116 324 72 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 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 1856 1856 1856 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 81 295 54 74 86 45 22 318 61 122 341 76 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 2 2 2 2 2 2 2 2 2 Cap, veh/h 456 531 96 366 402 196 48 672 127 159 833 183 Arrive On Green 0.07 0.18 0.18 0.07 0.17 0.17 0.03 0.23 0.23 0.09 0.29 0.29 Sat Flow, veh/h 1767 2975 537 1781 2303 1122 1781 2973 563 1781 2889 635 Grp Volume(v), veh/h 81 173 176 74 65 66 22 188 191 122 208 209 Grp Sat Flow(s),veh/h/ln 1767 1763 1749 1781 1777 1648 1781 1777 1759 1781 1777 1747 Q Serve(g_s), s 1.6 4.1 4.2 1.5 1.4 1.6 0.6 4.2 4.3 3.0 4.3 4.4 Cycle Q Clear(g_c), s 1.6 4.1 4.2 1.5 1.4 1.6 0.6 4.2 4.3 3.0 4.3 4.4 Prop In Lane 1.00 0.31 1.00 0.68 1.00 0.32 1.00 0.36 Lane Grp Cap(c), veh/h 456 314 312 366 311 288 48 401 397 159 513 504 V/C Ratio(X) 0.18 0.55 0.56 0.20 0.21 0.23 0.46 0.47 0.48 0.77 0.41 0.41 Avail Cap(c_a), veh/h 1070 1163 1154 991 1172 1087 2036 2813 2785 744 1524 1498 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.6 17.0 17.1 13.8 16.1 16.1 21.8 15.2 15.3 20.3 13.0 13.1 Incr Delay (d2), s/veh 0.1 0.6 0.6 0.1 0.1 0.1 2.6 0.9 0.9 2.9 0.5 0.5 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 0.6 1.5 1.5 0.5 0.5 0.5 0.2 1.5 1.6 1.3 1.5 1.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.7 17.6 17.7 13.9 16.2 16.3 24.4 16.1 16.2 23.2 13.6 13.6 LnGrp LOS B B B B B B C B B C B B Approach Vol, veh/h 430 205 401 539 Approach Delay, s/veh 16.9 15.4 16.6 15.8 Approach LOS B B B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.0 13.1 6.2 18.1 8.2 12.9 9.1 15.3 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 19.0 30.0 52.0 39.0 19.0 30.0 19.0 72.0 Max Q Clear Time (g_c+I1), s 3.5 6.2 2.6 6.4 3.6 3.6 5.0 6.3 Green Ext Time (p_c), s 0.1 1.3 0.0 2.7 0.1 0.5 0.1 2.5 Intersection Summary HCM 6th Ctrl Delay 16.2 HCM 6th LOS B HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 2: Park Ave N & N 6th St Future (2031) Without-Project Weekday PM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 106 18 40 3 1 1 6 296 3 2 562 16 Future Volume (veh/h) 106 18 40 3 1 1 6 296 3 2 562 16 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 1856 1856 1856 1900 1900 1900 1870 1870 1870 1856 1856 1856 Adj Flow Rate, veh/h 115 20 43 3 1 1 7 322 3 2 611 17 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, % 3 3 3 0 0 0 2 2 2 3 3 3 Cap, veh/h 165 245 218 7 55 55 13 1152 11 5 1147 32 Arrive On Green 0.09 0.14 0.14 0.00 0.06 0.06 0.01 0.32 0.32 0.00 0.33 0.33 Sat Flow, veh/h 1767 1763 1566 1810 869 869 1781 3607 34 1767 3503 97 Grp Volume(v), veh/h 115 20 43 3 0 2 7 158 167 2 307 321 Grp Sat Flow(s),veh/h/ln1767 1763 1566 1810 0 1738 1781 1777 1864 1767 1763 1837 Q Serve(g_s), s 2.4 0.4 0.9 0.1 0.0 0.0 0.1 2.5 2.5 0.0 5.3 5.3 Cycle Q Clear(g_c), s 2.4 0.4 0.9 0.1 0.0 0.0 0.1 2.5 2.5 0.0 5.3 5.3 Prop In Lane 1.00 1.00 1.00 0.50 1.00 0.02 1.00 0.05 Lane Grp Cap(c), veh/h 165 245 218 7 0 110 13 567 595 5 577 602 V/C Ratio(X) 0.70 0.08 0.20 0.40 0.00 0.02 0.52 0.28 0.28 0.42 0.53 0.53 Avail Cap(c_a), veh/h 970 1416 1257 969 0 2791 978 1903 1996 946 2831 2951 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh16.4 14.0 14.2 18.6 0.0 16.4 18.5 9.5 9.5 18.6 10.2 10.2 Incr Delay (d2), s/veh 5.2 0.1 0.4 31.8 0.0 0.1 28.3 0.3 0.3 50.4 0.8 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 0.1 0.3 0.1 0.0 0.0 0.2 0.8 0.8 0.1 1.7 1.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.7 14.1 14.7 50.3 0.0 16.5 46.8 9.8 9.8 69.0 11.0 11.0 LnGrp LOS C B B D A B D A A E B B Approach Vol, veh/h 178 5 332 630 Approach Delay, s/veh 19.1 36.8 10.5 11.2 Approach LOS B D B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.2 10.2 4.8 17.2 8.0 7.4 5.1 16.9 Change Period (Y+Rc), s 5.0 5.0 4.5 5.0 4.5 5.0 5.0 5.0 Max Green Setting (Gmax), s20.0 30.0 20.5 60.0 20.5 60.0 20.0 40.0 Max Q Clear Time (g_c+I1), s2.1 2.9 2.1 7.3 4.4 2.0 2.0 4.5 Green Ext Time (p_c), s 0.0 0.3 0.0 4.4 0.2 0.0 0.0 2.0 Intersection Summary HCM 6th Ctrl Delay 12.3 HCM 6th LOS B HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 1: Park Ave N & N 8th St Future (2031) With-Project Weekday AM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 29 113 14 42 81 146 16 564 89 35 101 30 Future Volume (veh/h) 29 113 14 42 81 146 16 564 89 35 101 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1752 1752 1752 1707 1707 1707 1811 1811 1811 1856 1856 1856 Adj Flow Rate, veh/h 34 133 16 49 95 172 19 664 105 41 119 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 10 10 10 13 13 13 6 6 6 3 3 3 Cap, veh/h 190 449 53 281 257 226 37 1550 245 66 1454 413 Arrive On Green 0.03 0.15 0.15 0.04 0.16 0.16 0.01 0.17 0.17 0.04 0.54 0.54 Sat Flow, veh/h 1668 2992 354 1626 1622 1428 1725 2976 470 1767 2709 769 Grp Volume(v), veh/h 34 73 76 49 95 172 19 384 385 41 76 78 Grp Sat Flow(s),veh/h/ln 1668 1664 1682 1626 1622 1428 1725 1721 1725 1767 1763 1715 Q Serve(g_s), s 1.4 3.1 3.2 2.0 4.2 9.2 0.9 15.9 16.0 1.8 1.7 1.8 Cycle Q Clear(g_c), s 1.4 3.1 3.2 2.0 4.2 9.2 0.9 15.9 16.0 1.8 1.7 1.8 Prop In Lane 1.00 0.21 1.00 1.00 1.00 0.27 1.00 0.45 Lane Grp Cap(c), veh/h 190 250 253 281 257 226 37 896 899 66 946 921 V/C Ratio(X) 0.18 0.29 0.30 0.17 0.37 0.76 0.51 0.43 0.43 0.62 0.08 0.08 Avail Cap(c_a), veh/h 281 478 484 355 466 410 151 896 899 155 946 921 HCM Platoon Ratio 1.00 1.00 1.00 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 27.7 30.2 30.3 27.0 30.1 32.2 39.3 22.5 22.5 37.9 9.0 9.0 Incr Delay (d2), s/veh 0.2 0.2 0.2 0.1 0.3 2.0 4.0 1.5 1.5 3.5 0.2 0.2 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 0.5 1.3 1.3 0.8 1.6 3.3 0.4 7.6 7.6 0.8 0.6 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.9 30.5 30.5 27.1 30.4 34.2 43.3 24.0 24.0 41.5 9.1 9.2 LnGrp LOS C C C C C C D C C D A A Approach Vol, veh/h 183 316 788 195 Approach Delay, s/veh 30.0 32.0 24.4 15.9 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.3 17.0 6.7 47.9 7.7 17.7 8.0 46.7 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 7.0 23.0 7.0 23.0 7.0 23.0 7.0 23.0 Max Q Clear Time (g_c+I1), s 4.0 5.2 2.9 3.8 3.4 11.2 3.8 18.0 Green Ext Time (p_c), s 0.0 0.5 0.0 0.7 0.0 0.9 0.0 2.1 Intersection Summary HCM 6th Ctrl Delay 25.6 HCM 6th LOS C HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 2: Park Ave N & N 6th St Future (2031) With-Project Weekday AM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 55 7 17 6 11 2 27 538 10 18 169 26 Future Volume (veh/h) 55 7 17 6 11 2 27 538 10 18 169 26 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.96 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 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1648 1648 1648 1722 1722 1722 1841 1841 1841 1737 1737 1737 Adj Flow Rate, veh/h 63 8 20 7 13 2 31 618 11 21 194 30 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 17 17 17 12 12 12 4 4 4 11 11 11 Cap, veh/h 77 165 144 15 95 15 44 2169 39 31 1754 267 Arrive On Green 0.05 0.11 0.11 0.01 0.07 0.07 0.02 0.62 0.62 0.01 0.20 0.20 Sat Flow, veh/h 1570 1566 1365 1640 1449 223 1753 3516 63 1654 2871 437 Grp Volume(v), veh/h 63 8 20 7 0 15 31 307 322 21 110 114 Grp Sat Flow(s),veh/h/ln 1570 1566 1365 1640 0 1672 1753 1749 1829 1654 1650 1658 Q Serve(g_s), s 3.2 0.4 1.1 0.3 0.0 0.7 1.4 6.5 6.5 1.0 4.4 4.5 Cycle Q Clear(g_c), s 3.2 0.4 1.1 0.3 0.0 0.7 1.4 6.5 6.5 1.0 4.4 4.5 Prop In Lane 1.00 1.00 1.00 0.13 1.00 0.03 1.00 0.26 Lane Grp Cap(c), veh/h 77 165 144 15 0 109 44 1079 1129 31 1008 1013 V/C Ratio(X) 0.82 0.05 0.14 0.47 0.00 0.14 0.71 0.28 0.29 0.68 0.11 0.11 Avail Cap(c_a), veh/h 157 372 324 205 0 439 219 1079 1129 207 1008 1013 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.7 32.2 32.5 39.5 0.0 35.3 38.7 7.1 7.1 39.5 14.2 14.2 Incr Delay (d2), s/veh 18.6 0.1 0.4 21.7 0.0 0.6 19.1 0.7 0.6 23.2 0.2 0.2 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 1.6 0.1 0.4 0.2 0.0 0.3 0.8 2.3 2.4 0.6 1.6 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.3 32.3 32.9 61.2 0.0 35.8 57.8 7.8 7.8 62.7 14.4 14.4 LnGrp LOS E C C E A D E A A E B B Approach Vol, veh/h 91 22 660 245 Approach Delay, s/veh 49.0 43.9 10.1 18.6 Approach LOS D D B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.7 13.4 7.0 53.9 8.9 10.2 6.5 54.4 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 10.0 19.0 10.0 21.0 8.0 21.0 10.0 21.0 Max Q Clear Time (g_c+I1), s 2.3 3.1 3.4 6.5 5.2 2.7 3.0 8.5 Green Ext Time (p_c), s 0.0 0.1 0.0 1.0 0.0 0.0 0.0 3.1 Intersection Summary HCM 6th Ctrl Delay 16.4 HCM 6th LOS B HCM 6th TWSC Renton TopGolf Phase 2 3: Park Ave N & Site Access Future (2031) With-Project Weekday AM Peak Hour Transpo Group Synchro 11 Report Intersection Int Delay, s/veh 1.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 54 47 669 115 42 Future Vol, veh/h 0 54 47 669 115 42 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 85 85 85 85 85 85 Heavy Vehicles, % 0 0 6 6 3 3 Mvmt Flow 0 64 55 787 135 49 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 92 184 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.9 4.22 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.3 2.26 - - - Pot Cap-1 Maneuver 0 954 1359 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 954 1359 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 9 0.7 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1359 - 954 - - HCM Lane V/C Ratio 0.041 - 0.067 - - HCM Control Delay (s) 7.8 0.2 9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0.1 - 0.2 - - HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 1: Park Ave N & N 8th St Future (2031) With-Project Weekday PM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 79 280 35 70 82 43 21 287 58 116 349 72 Future Volume (veh/h) 79 280 35 70 82 43 21 287 58 116 349 72 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 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 1856 1856 1856 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 83 295 37 74 86 45 22 302 61 122 367 76 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 2 2 2 2 2 2 2 2 2 Cap, veh/h 453 544 67 371 386 188 48 655 130 159 835 171 Arrive On Green 0.07 0.17 0.17 0.07 0.17 0.17 0.03 0.22 0.22 0.09 0.29 0.29 Sat Flow, veh/h 1767 3150 391 1781 2302 1121 1781 2945 586 1781 2931 600 Grp Volume(v), veh/h 83 164 168 74 65 66 22 180 183 122 221 222 Grp Sat Flow(s),veh/h/ln 1767 1763 1778 1781 1777 1647 1781 1777 1754 1781 1777 1754 Q Serve(g_s), s 1.7 3.8 3.9 1.5 1.4 1.6 0.5 3.9 4.0 3.0 4.5 4.6 Cycle Q Clear(g_c), s 1.7 3.8 3.9 1.5 1.4 1.6 0.5 3.9 4.0 3.0 4.5 4.6 Prop In Lane 1.00 0.22 1.00 0.68 1.00 0.33 1.00 0.34 Lane Grp Cap(c), veh/h 453 304 307 371 298 276 48 395 390 159 506 500 V/C Ratio(X) 0.18 0.54 0.55 0.20 0.22 0.24 0.46 0.46 0.47 0.77 0.44 0.44 Avail Cap(c_a), veh/h 1078 1185 1196 1010 1195 1107 2076 2868 2832 759 1553 1533 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.6 16.8 16.9 13.8 16.0 16.1 21.4 15.0 15.0 19.9 13.0 13.1 Incr Delay (d2), s/veh 0.1 0.6 0.6 0.1 0.1 0.2 2.6 0.8 0.9 2.9 0.6 0.6 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 0.6 1.4 1.4 0.5 0.5 0.5 0.2 1.4 1.5 1.2 1.6 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.6 17.4 17.4 13.9 16.2 16.3 24.0 15.8 15.9 22.8 13.6 13.7 LnGrp LOS B B B B B B C B B C B B Approach Vol, veh/h 415 205 385 565 Approach Delay, s/veh 16.7 15.4 16.3 15.6 Approach LOS B B B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.0 12.7 6.2 17.7 8.2 12.5 9.0 14.9 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 19.0 30.0 52.0 39.0 19.0 30.0 19.0 72.0 Max Q Clear Time (g_c+I1), s 3.5 5.9 2.5 6.6 3.7 3.6 5.0 6.0 Green Ext Time (p_c), s 0.1 1.2 0.0 2.9 0.1 0.5 0.1 2.4 Intersection Summary HCM 6th Ctrl Delay 16.0 HCM 6th LOS B HCM 6th Signalized Intersection Summary Renton TopGolf Phase 2 2: Park Ave N & N 6th St Future (2031) With-Project Weekday PM Peak Hour Transpo Group Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 106 18 40 3 1 1 6 326 3 12 587 16 Future Volume (veh/h) 106 18 40 3 1 1 6 326 3 12 587 16 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 1856 1856 1856 1900 1900 1900 1870 1870 1870 1856 1856 1856 Adj Flow Rate, veh/h 115 20 43 3 1 1 7 354 3 13 638 17 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, % 3 3 3 0 0 0 2 2 2 3 3 3 Cap, veh/h 164 244 216 7 55 55 13 1143 10 24 1177 31 Arrive On Green 0.09 0.14 0.14 0.00 0.06 0.06 0.01 0.32 0.32 0.01 0.34 0.34 Sat Flow, veh/h 1767 1763 1566 1810 869 869 1781 3611 31 1767 3507 93 Grp Volume(v), veh/h 115 20 43 3 0 2 7 174 183 13 320 335 Grp Sat Flow(s),veh/h/ln1767 1763 1566 1810 0 1738 1781 1777 1865 1767 1763 1838 Q Serve(g_s), s 2.4 0.4 0.9 0.1 0.0 0.0 0.1 2.8 2.8 0.3 5.6 5.6 Cycle Q Clear(g_c), s 2.4 0.4 0.9 0.1 0.0 0.0 0.1 2.8 2.8 0.3 5.6 5.6 Prop In Lane 1.00 1.00 1.00 0.50 1.00 0.02 1.00 0.05 Lane Grp Cap(c), veh/h 164 244 216 7 0 109 13 562 590 24 592 617 V/C Ratio(X) 0.70 0.08 0.20 0.40 0.00 0.02 0.52 0.31 0.31 0.54 0.54 0.54 Avail Cap(c_a), veh/h 956 1395 1239 955 0 2751 964 1875 1968 933 2791 2910 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh16.7 14.2 14.5 18.8 0.0 16.7 18.7 9.8 9.8 18.6 10.2 10.2 Incr Delay (d2), s/veh 5.4 0.1 0.4 31.8 0.0 0.1 28.3 0.3 0.3 17.9 0.8 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/ln1.1 0.1 0.3 0.1 0.0 0.0 0.2 0.9 0.9 0.2 1.7 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.1 14.4 14.9 50.6 0.0 16.7 47.1 10.1 10.1 36.5 11.0 11.0 LnGrp LOS C B B D A B D B B D B B Approach Vol, veh/h 178 5 364 668 Approach Delay, s/veh 19.5 37.1 10.8 11.5 Approach LOS B D B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.2 10.2 4.8 17.7 8.0 7.4 5.5 17.0 Change Period (Y+Rc), s 5.0 5.0 4.5 5.0 4.5 5.0 5.0 5.0 Max Green Setting (Gmax), s20.0 30.0 20.5 60.0 20.5 60.0 20.0 40.0 Max Q Clear Time (g_c+I1), s2.1 2.9 2.1 7.6 4.4 2.0 2.3 4.8 Green Ext Time (p_c), s 0.0 0.3 0.0 4.6 0.2 0.0 0.0 2.2 Intersection Summary HCM 6th Ctrl Delay 12.6 HCM 6th LOS B HCM 6th TWSC Renton TopGolf Phase 2 3: Park Ave N & Site Access Future (2031) With-Project Weekday PM Peak Hour Transpo Group Synchro 11 Report Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 65 45 366 415 39 Future Vol, veh/h 0 65 45 366 415 39 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 95 95 95 95 95 95 Heavy Vehicles, % 0 0 2 2 2 2 Mvmt Flow 0 68 47 385 437 41 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 239 478 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.9 4.14 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.3 2.22 - - - Pot Cap-1 Maneuver 0 768 1081 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 768 1081 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 10.1 1.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1081 - 768 - - HCM Lane V/C Ratio 0.044 - 0.089 - - HCM Control Delay (s) 8.5 0.2 10.1 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.1 - 0.3 - - Appendix C: Detailed Trip Generation Land Use Setting Size Units Model Equation Rate Units Inbound % Inbound Outbound Subtotal % In Out Total Inbound Outbound Total 114 rooms Daily General Urban/Suburban Equation (lin)T= 10.84x-423.51 --50%406 406 812 ---406 406 812 AM Peak Hour General Urban/Suburban Equation (lin)T= 0.50x-7.45 --56%28 22 50 ---28 22 50 PM Peak Hour General Urban/Suburban Equation (lin)T= 0.74x-27.89 --51%29 27 56 ---29 27 56 2,075 sf Daily General Urban/Suburban Rate -54.45 per ksf 50%56 56 112 40%22 22 44 34 34 68 AM Peak Hour General Urban/Suburban Rate -2.36 per ksf 60%3 2 5 40%1 1 2 2 1 3 PM Peak Hour General Urban/Suburban Rate -6.59 per ksf 50%7 7 14 40%3 3 6 4 4 8 2,325 sf Daily General Urban/Suburban Rate -467.48 per ksf 50%543 543 1,086 53%285 285 570 258 258 516 AM Peak Hour General Urban/Suburban Rate -44.61 per ksf 51%53 51 104 50%26 26 52 27 25 52 PM Peak Hour General Urban/Suburban Rate -33.03 per ksf 50%39 38 77 55%21 21 42 18 17 35 2,600 sf Daily General Urban/Suburban Rate -107.20 per ksf 50%139 139 278 43%60 60 120 79 79 158 AM Peak Hour General Urban/Suburban Rate -9.57 per ksf 55%14 11 25 43%5 5 10 9 6 15 PM Peak Hour General Urban/Suburban Rate -9.05 per ksf 61%15 9 24 43%5 5 10 10 4 14 Subtotal Daily 1,144 1,144 2,288 367 367 734 777 777 1,554 AM Peak Hour 98 86 184 32 32 64 66 54 120 PM Peak Hour 90 81 171 29 29 58 61 52 113 Hotel (LU #310) Strip Retail Plaza (<40k) (822) Fast-Food Restaurant with Drive-Through Window (934) Resturant (LU#932) Phase 2 Retail/Hotel Proposed Use Gross Trips Pass-By2 Total Net New 1. Trip rates based on Institute of Transportation Engineers' (ITE) Trip Generation 11th Edition equation and average trip rate as shown above. 2. Passby per Trip Generation (11th Ed). Assuming passby per LU 821 for retail (most similar available). Notes: