HomeMy WebLinkAboutRS_Traffic_Impact_Analysis_181116_v1FIRST UKRAINIAN PENTECOSTAL CHURCH
TRAFFIC IMPACT ANALYSIS
TABLE OF CONTENTS
1. Introduction ...................................................................................................................3
2. Project Description ........................................................................................................3
3. Existing Conditions........................................................................................................6
4. Future Traffic Conditions ...............................................................................................8
5. Summary & Mitigation .................................................................................................14
Appendix .............................................................................................................................15
LIST OF TABLES
1. Entering Sight Distance (ESD) ......................................................................................8
2. Project Trip Generation .................................................................................................9
3. Level of Service ..........................................................................................................13
LIST OF FIGURES
1. Vicinity Map & Roadway System ..................................................................................4
2. Site Plan ........................................................................................................................5
3. Existing Sunday Peak Hour Volumes ...........................................................................7
4. Trip Distribution – Sunday Peak Hour .........................................................................10
5. 2023 Sunday Peak Hour Volumes without Project .....................................................11
6. 2023 Sunday Peak Hour Volumes with Project ..........................................................12
2
FIRST UKRAINIAN PENTECOSTAL CHURCH
TRAFFIC IMPACT ANALYSIS
1. INTRODUCTION
This report summarizes traffic impacts related to the First Ukrainian Pentecostal Church
addition and parking lot improvement. The general goals of this impact study concentrate
on 1) the assessment of existing roadway conditions and intersection congestion, 2)
forecasts of newly generated project traffic, 3) estimations of future delay, and 4)
recommendations for mitigation.
Preliminary tasks include the detailed collection of roadway information, road improvement
information, and peak hour traffic counts. A level of service analysis for existing traffic
conditions is then made to determine the present degree of intersection congestion.
Based on this analysis, forecasts of future traffic levels on the surrounding street system
are found. Following this forecast, the future service levels for the key intersections are
investigated. As a final step, applicable conclusions and possible on-site or off-site
mitigation measures are defined.
The findings of this study are intended to ensure safe and efficient progression of vehicular
and non-motorist traffic near the site.
2. PROJECT DESCRIPTION
The First Ukrainian Pentecostal Church (FUPC) project proposes to add 1,641 square feet
to the existing church building. The current building has 17,211 square feet and the total
square footage with the addition is 18,852 square feet. In addition to the increase in
building size, the church also plans on formalizing and improving their parking lot by
increasing the lot from 99 stalls to 176 stalls.
The site is located on the south side of NE 21st Street and west of Union Avenue at 3811
NE 21st Street. The church owns the following parcels: 0423059237, 0423059068 and
0423059307. Access to the site is provided off of NE 21st Avenue with an inbound access
and an outbound access that are operated separately. Development surrounding the site
consist of residential homes. Figure 1 shows the site location and the serving roadway
system. A five year horizon of 2023 was used for future traffic analysis purposes. The
general configuration of the project is shown on the site plan shown in Figure 2 including
the new parking layout.
3
4
5
3. EXISTING CONDITIONS
3.1 Surrounding Roadways
The street network serving the proposed project consists of a several types of roadways
including local roads adjacent to the site and the nearby arterial, Union Avenue located to
the east. These roadways serving the site are described below.
Union Avenue, is a two-lane, north-south minor arterial located easterly of the church site.
The posted speed limit along this segment is 30 mph. Adjacent to the road are
curb/gutter/sidewalk sections. Grades are mild in the area.
NE 21st Street is a two lane local road that provides direct access for the church traffic.
The posted speed limit on the street is 25 mph. Portions of the south side of the street
have curb, gutter and sidewalk with most portions having gravel or grass shoulders.
3.2 Roadway Improvements
A review of the 2018 to 2023 Renton Six-Year Transportation Improvement Program
indicates no improvements are planned in the area that would impact vehicular traffic.
3.3 Peak Hour Volumes
Field data collected for this study was taken in March of 2018. The traffic count was taken
during the Sunday peak period. This specific peak period was targeted for analysis
purposes since it generally represents the worst case scenario with respect to traffic
conditions for this church as it and covered the exiting timeframe when the FUPC church
traffic is outbound toward Union Avenue. The church currently has a single morning
service and a more lightly attended Sunday evening service. Counts were taken at the NE
21st Street entrance and also at the NE 21st and Union intersection. Count data is included
in the appendix.
3.4 Non-Motorist Traffic
Observations for pedestrian and bicycle activity were made at the key arterials and
intersections of interest. The nearby NE 21st Street had a few local pedestrians and three
church based pedestrians that used the street to access their cars which were parked
adjacent to the church on NE 21st Street.
6
7
3.5 Transit Service
A review of the Metro Transit regional bus schedule indicates transit service is not
provided in the vicinity of the site. The nearest location are Routes 105 and 240 with a
bus stop located near the intersection of Union Avenue NE and NE Sunset Boulevard.
3.6 Sight Distance at Access Driveways
Assessments of the proposed access driveway were made to determine whether or not
adequate entering sight distance (ESD) can be provided for project traffic. Sight distance
requirements were obtained from AASHTO standards. It should be noted that vegetation
within the right of way has grown up adjacent to the existing entrance and is encroaching
on the sight distance. The vegetation should be removed or lowered below 24 inches.
Table 1
Entering Sight Distance (ESD)
Measurements given in feet
Roadway Posted Speed
Limit Direction Recommended Available
NE 21st and Combined
Entrance 25 mph
North 280 >400
South 280 >400
4. FUTURE TRAFFIC CONDITIONS
4.1 Trip Generation
Trip generation is used to determine the magnitude of project impacts on the surrounding
street system. This is usually denoted by the quantity or specific number of new trips that
enter and exit a project during a designated time period, such as a specific peak hour (AM
or PM) or an entire day. Data presented in this report was taken from the Institute of
Transportation Engineer's publication Trip Generation, Tenth Edition. The designated land
use for this project is defined as Church (LUC 560). Table 2 on the following page
summarizes the estimated project trip generation. Included are the average Sunday daily
trips (ASDT) and Sunday peak hour trips.
8
Table 2
Project Trip Generation
1,640 s.f. Church Addition
Time Period Volume
ASDT 47 vpd
Sunday Peak Inbound 1 vph
Sunday Peak Outbound 17 vph
Sunday Peak Total 18 vph
(vpd: vehicles per day; vph: vehicles per hour)
4.2 Distribution & Assignment
Trip distribution describes the process by which project generated trips are dispersed on
the street network surrounding the site. The trips generated by the project are expected to
follow the general trip pattern as shown in Figure 4. These distribution percentages are
based primarily on existing travel patterns which are primarily oriented toward the nearby
Union Avenue arterial which was noted in the field counts.
4.3 Peak Hour Volumes
A five year horizon, 2023 was used as the horizon study year in order to assess future
impacts. A 3 percent annual background growth rate was applied to the existing volumes
to approximate 2023 volumes. Figure 5 represents 2023 traffic without the project. Figure
6 shows cumulative 2023 volumes with project-generated trips added.
4.4 Level of Service
Peak hour delays were determined through the use of the Highway Capacity Manual, 6th
Edition. Capacity analysis is used to determine level of service (LOS) which is an
established measure of congestion for transportation facilities. LOS is defined for a variety
of facilities including intersections, freeways, arterials, etc. A complete definition
of level of service and related criteria can be found in the HCM.
9
10
11
12
The methodology for determining the LOS at unsignalized intersections strives to
determine the potential capacities for the various vehicle movements and ultimately
determines the average total delay for each movement. Potential Capacity represents the
number of additional vehicles that could effectively utilize a particular movement, which is
essentially the equivalent of the difference between the movement capacity and the
existing movement volume. Total delay is described as the elapsed time from when a
vehicle stops at the end of a queue until the vehicle departs from the stop line. Average
total delay is simply the mean total delay over the entire stream. A number of factors
influence potential capacity and total delay including the availability/usefulness of gaps.
The range for intersection level of service is LOS A to LOS F with the former indicating the
best operating conditions with low control delays and the latter indicating the worst
conditions with heavy control delays. Detailed descriptions of intersection LOS are given
in the 6th Edition Highway Capacity Manual. Level of service calculations were made
through the use of the Synchro 10 program, which follows procedures of the HCM for
unsignalized intersections. Level of service results and accompanying approach delays
are shown below in Table 3. These results reflect existing Sunday peak trips and 2023
future traffic conditions both without and with project trips added to the street system.
Table 3
Level of Service
Delays given in Seconds Per Vehicle
Existing Without Project With Project
Intersection Control Approach LOS Delay LOS Delay LOS Delay
NE 21st and
Union Ave NE TWSC Eastbound B 11.5 B 12.6 B 13.0
NE 21st and
FUPC Entrance TWSC Northbound B 10.1 B 10.2 B 10.4
(TWSC: Two-Way Stop Control)
13
5. SUMMARY & MITIGATION
The FUPC church addition proposes to add 1,641 square feet of new building to the
existing 17,211 square foot existing building. The primary access to the site onto NE 21st
Street would be maintained with an inbound driveway and an outbound driveway as
presently occurs. The addition will be a moderate generator of new trips in the area with
roughly 47 additional total daily trips expected to be generated on a typical Sunday with 18
trips during the Sunday peak hour.
A major part of the project is the improvement and formalization to the parking on-site.
The current 99 formal stalls will be increased to 176 stalls.
Delays at the NE 21st Street Entrance are currently mild at LOS B and little change is
anticipated at the nearby NE 21st Street and Union intersection which operates at LOS B
with the project traffic added and a 3 percent growth factor representing 2023 traffic with
the project.
Provide vegetation removal along NE 21st Street adjacent to the existing entrance to
assure that sight distance is not impaired.
Based on the results of this report the following mitigation is recommended.
1. Pay Traffic Impact Fees as determined and calculated by the City of Renton.
No other mitigation is identified at this time.
14
FIRST UKRAINIAN PENTECOSTAL CHURCH
TRAFFIC IMPACT ANALYSIS
APPENDIX
15
LEVEL OF SERVICE
The following are excerpts from the Highway Capacity Manual - Transportation Research
Board Special Report 209.
Quality of service requires quantitative measures to characterize operational conditions
within a traffic stream. Level of service (LOS) is a quality measure describing operational
conditions within a traffic stream, generally in terms of such service measures as speed
and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience.
Six LOS are defined for each type of facility that has analysis procedures available.
Letters designate each level, from A to F, with LOS A representing the best operating
conditions and LOS F the worst. Each level of service represents a range of operating
conditions and the driver’s perception of those conditions.
Level-of-Service definitions
The following definitions generally define the various levels of service for arterials.
Level of service A represents primarily free-flow operations at average travel speeds,
usually about 90 percent of the free-flow speed for the arterial classification. Vehicles are
seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized
intersections is minimal.
Level of service B represents reasonably unimpeded operations at average travel speeds,
usually about 70 percent of the free-flow speed for the arterial classification. The ability to
maneuver in the traffic stream is only slightly restricted and delays are not bothersome.
Level of service C represents stable operations; however, ability to maneuver and change
lanes in midblock locations may be more restricted than in LOS B, and longer queues,
adverse signal coordination, or both may contribute to lower average travel speeds of
about 50 percent of the average free-flow speed for the arterial classification.
Level of service D borders on a range in which small increases in flow may cause
substantial increases in approach delay and hence decreases in arterial speed. LOS D
may be due to adverse signal progression, inappropriate signal timing, high volumes, or
some combination of these. Average travel speeds are about 40 percent of free-flow
speed.
16
Level of service E is characterized by significant delays and average travel speeds of one-
third the free-flow speed or less. Such operations are caused by some combination of
adverse progression, high signal density, high volumes, extensive delays at critical
intersections, and inappropriate signal timing.
Level of service F characterizes arterial flow at extremely low speeds, from less than one-
third to one-quarter of the free-flow speed. Intersection congestion is likely at critical
signalized locations, with long delays and extensive queuing.
These definitions are general and conceptual in nature, and they apply primarily to
uninterrupted flow. Levels of service for interrupted flow facilities vary widely in terms of
both the user's perception of service quality and the operational variables used to describe
them.
For each type of facility, levels of service are defined based on one or more operational
parameters that best describe operating quality for the subject facility type. While the
concept of level of service attempts to address a wide range of operating conditions,
limitations on data collection and availability make it impractical to treat the full range of
operational parameters for every type of facility. The parameters selected to define levels
of service for each facility type are called "measures of effectiveness" or "MOE's", and
represent available measures that best describe the quality of operation on the subject
facility type.
Each level of service represents a range of conditions, as defined by a range in the
parameters given. Thus, a level of service is not a discrete condition, but rather a range of
conditions for which boundaries are established.
The following tables describe levels of service for signalized and unsignalized
intersections. Level of service for signalized intersections is defined in terms of average
control delay. Delay is a measure of driver discomfort, frustration, fuel consumption and
lost travel time, as well as time from movements at slower speeds and stops on
intersection approaches as vehicles move up in queue position or slow down upstream of
an intersection. Level of service for unsignalized intersections is determined by the
computed or measured control delay and is determined for each minor movement.
17
Signalized Intersections - Level of Service
Control Delay per
Level of Service Vehicle (sec)
A 10
B 10 and 20
C 20 and 35
D 35 and 55
E 55 and 80
F 80
Unsignalized Intersections - Level of Service
Average Total Delay
Level of Service per Vehicle (sec)
A 10
B 10 and 15
C 15 and 25
D 25 and 35
E 35 and 50
F 50
As described in the 2010 Highway Capacity Manual, level of service breakpoints for all-
way stop controlled (AWSC) intersections are somewhat different than the criteria used for
signalized intersections. The primary reason for this difference is that drivers expect
different levels of performance from distinct kinds of transportation facilities. The
expectation is that a signalized intersection is designed to carry higher traffic volumes than
an AWSC intersection. Thus a higher level of control delay is acceptable at a signalized
intersection for the same level of service.
AWSC Intersections - Level of Service
Average Total Delay
Level of Service per Vehicle (sec)
A 10
B 10 and 15
C 15 and 25
D 25 and 35
E 35 and 50
F 50
18
NE21STST. (N)SIDEWALK MATACH(E)(E) P.L.(N) P.LP.L. = 163.25'(E) SIDEWALK(N) LANDSCAPE(E) SIDEWALK(E) PARKING(E) SEWER LINE(E) GASLINE(E) TREEP.L. = 403.63'PROPOSED ADDITION 1671SF(E) SANCTUARY(E) SIDEWALKP.L. = 163.25'(E) TREES435'435'P.L. = 95.92'P.L. = 217.5'PROPOSED RAMP (1:12 SL)(E) COV'D MAIN ENTRY435'(E) PARKING435'(E) ASPHALT PARKING(E) SIDEWALK(E) FIRE HYDRANT(E) PARKING435'P.P. = 107.01'PS - (E) PARKING STALL*TOTAL PARKING 103 STALLS435'11 PS3 PS11 PS11 PS10 PS435'P.L. =200.83'13 PS11 PS(E) GRASS AREA14 PS9 PS10 PS31' - 5"69' - 6"52' - 0"80' - 0"24' - 0"17' - 6"LANDSCAPINGEXIST. LANDSCAPING(E) CLASSROOMS ANDOFFICESAREA OF INTERIOR REMODELNEW SPRINKLER RISER RM, SEE A2.1FDC & PIV LOCATION, VERIFY WITH SPRINKLER CONTRACTOREXISTING WATER LINE TO HYDRANT - VERIFY LOCATIONPROPOSED WATER LINE TO NEW SPRINKLER RM. LOCATION - SEE PLANS. SIZE OF MAIN TO BE DETERMINED BY SPRINKLER CONTRACTOR UNDER SEPARATE BIDDER/DESIGN PERMIT SUBMITTAL(E) WTR METERSEE CIVIL DWGS / SITE DEVELOPMENT APPLICATION FOR FRONTAGE IMPROVEMENTS28' - 8 1/2"138'-3".14' - 4 3/8"P.L. = 217.5'2' x 2' x 6' ECO BLOCK, TYP.21620 84th Ave. S.Ste. 200Kent, WA 98032(253) 468-7696www.ihbarchitects.comIHBThe drawings and plans set forth onthis set as instrument of service are,and shall remain, the property ofIHB Architects. Use of this drawingis limited to a specified project forpersons named hereon. And for aconstruction of one building. Anyuse or reuse of said drawings isstrictly prohibited without writtenpermission of IHB ArchitectsPARCEL NO:drawn by:date:job No:reviewed by:revisions:IHB42305923711/20/2017 10:36:36 AMA1.0A1.0 SITE PLANFUPC - Sanctuary Addition & Remodel3811 NE 21st St,Renton, WA 98056Project NumberSept XX, 2017JK/OG/DS1 Revision 1 Date 1N.SCALE: 1" = 20'-0"SITE - Existing21620 84th Ave. S.Ste. 200Kent, WA 98032(253) 468-7696www.ihbarchitects.comIHBThe drawings and plans set forth onthis set as instrument of service are,and shall remain, the property ofIHB Architects. Use of this drawingis limited to a specified project forpersons named hereon. And for aconstruction of one building. Anyuse or reuse of said drawings isstrictly prohibited without writtenpermission of IHB ArchitectsPARCEL NO:drawn by:date:job No:reviewed by:revisions:IHB42305923711/20/2017 10:36:36 AMA1.0A1.0 SITE PLANFUPC - Sanctuary Addition & Remodel3811 NE 21st St,Renton, WA 98056Project NumberSept XX, 2017JK/OG/DS1 Revision 1 Date 119
Project Name: First Ukrainian Renton
Intersection: NE 21st Street & Union Avenue NE Date of Count:
Jurisdiction: Renton Project Number:
HV R T L HV R T L HV R T L HV R T L Total
11:30 AM 227 306 10 277
11:45 AM 029 2865169
12:00 PM 124 3548375
12:15 PM 133 266 11 077
12:30 PM 3 30 31 6 49 29 148
12:45 PM 1 28 38 4 43 11 125
1:00 PM 031 245 26 793
1:15 PM 130 273 13 4781:30
0923200 0 0000239400165057742
12:30 PM to 1:30 PM Total
0511900 0 0000120180131051444
12:30 #### 12:30 #### 0.2 148
125
93
124 171 78
5 119 0
0
23 0 0
12:30 PM ‐ 1:30 PM 00
205 51 Intersection PHF:0.75
182 0 0
131
18 120 0 29 0 36 12
29 0 34 6
250 138 25 0 39 11
34 0 32 11
33 0 37 78 33 0 37 78
29 0 42 54 29 0 42 54
31 0 29 33 31 0 29 33
31 0 30 17 31 0 30 17
Heath & Associates, Inc.
2214 Tacoma Road
Puyallup, WA 98371
Union Avenue NE
295
3/18/2018
4100
Peak Hour
Peak Total
Heavy Veh.
PHF
Total
NE 21st Street
Soutbound Westbound Northbound
388
Union Avenue NE
NE 21st Street
0.0%0.0% 0.0%
0.94 0.82 0.58
EastboundTime
Period Union Avenue NE Union Avenue NE
20
Project Name: First Ukrainian Renton
Intersection: NE 21st Street & Church Entrance Date of Count:
Jurisdiction: Renton Project Number:
HV R T L HV R T L HV R T L HV R T L Total
11:30 AM 511001017
11:45 AM 60000410
12:00 PM 42500516
12:15 PM 51600416
12:30 PM 7 0 92 0 1 3 103
12:45 PM 3 0 42 1 0 4 50
1:00 PM 4 1 29 0 0 6 40
1:15 PM 4 0 12 0 0 5 211:30
0 0000 038501870101410273
12:30 PM to 1:30 PM Total
0 0000 018101750101180214
12:30 #### 12:30 #### 0.2 103
50
40
00 21
000
0
19 18 19
12:30 PM ‐ 1:30 PM 1 212
38 0 Intersection PHF:0.52
19 18 193
1
1 0 175 06110
0604
2 176 0655
0664
07924 07924
03434 03434
05296 05296
04125 04125
EastboundTime
Period OUTBOUND NE 21st Street Church Entrance
178
Church Entrance
NE 21st Street
0.0%0.0% 0.0%
0.68 0.48 0.79
NE 21st Street
Heath & Associates, Inc.
2214 Tacoma Road
Puyallup, WA 98371
0
3/18/2018
4100
Peak Hour
Peak Total
Heavy Veh.
PHF
Total
NE 21st Street
Soutbound Westbound Northbound
21
22
23
HCM 6th TWSC Existing Sunday Peak Hour
2: Union Avenue NE & NE 21st Street 03/20/2018
Baseline Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 51 131 18 120 119 5
Future Vol, veh/h 51 131 18 120 119 5
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 75 75 75 75 75 75
Heavy Vehicles, %0 0 0 1 1 0
Mvmt Flow 68 175 24 160 159 7
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 371 163 166 0 - 0
Stage 1 163 -- -- -
Stage 2 208 -- -- -
Critical Hdwy 6.4 6.2 4.1 -- -
Critical Hdwy Stg 1 5.4 -- -- -
Critical Hdwy Stg 2 5.4 -- -- -
Follow-up Hdwy 3.5 3.3 2.2 -- -
Pot Cap-1 Maneuver 634 887 1424 -- -
Stage 1 871 -- -- -
Stage 2 832 -- -- -
Platoon blocked, %-- -
Mov Cap-1 Maneuver 623 887 1424 -- -
Mov Cap-2 Maneuver 623 -- -- -
Stage 1 855 -- -- -
Stage 2 832 -- -- -
Approach EB NB SB
HCM Control Delay, s 11.5 1 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h)1424 - 793 - -
HCM Lane V/C Ratio 0.017 - 0.306 - -
HCM Control Delay (s) 7.6 0 11.5 - -
HCM Lane LOS A A B - -
HCM 95th %tile Q(veh) 0.1 - 1.3 - -
24
HCM 6th TWSC Existing Sunday Peak Hour
3: FUPC Entrance & NE 21st Street 03/20/2018
Baseline Synchro 10 Report
Page 2
Intersection
Int Delay, s/veh 8.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 18 1 1 18 1 175
Future Vol, veh/h 18 1 1 18 1 175
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 52 52 52 52 52 52
Heavy Vehicles, %0 0 0 0 0 0
Mvmt Flow 35 2 2 35 2 337
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 37 0 75 36
Stage 1 - -- -36 -
Stage 2 - -- -39 -
Critical Hdwy - - 4.1 -6.4 6.2
Critical Hdwy Stg 1 - -- -5.4 -
Critical Hdwy Stg 2 - -- -5.4 -
Follow-up Hdwy - - 2.2 -3.5 3.3
Pot Cap-1 Maneuver - - 1587 -933 1042
Stage 1 - -- -992 -
Stage 2 - -- -989 -
Platoon blocked, %- --
Mov Cap-1 Maneuver - - 1587 -932 1042
Mov Cap-2 Maneuver - -- -932 -
Stage 1 - -- -991 -
Stage 2 - -- -989 -
Approach EB WB NB
HCM Control Delay, s 0 0.4 10.1
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h)1041 - - 1587 -
HCM Lane V/C Ratio 0.325 - - 0.001 -
HCM Control Delay (s) 10.1 - - 7.3 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 1.4 - - 0 -
25
HCM 6th TWSC 2023 Sunday Peak Hour without Project
2: Union Avenue NE & NE 21st Street 03/20/2018
Baseline Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 5.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 59 152 21 139 138 6
Future Vol, veh/h 59 152 21 139 138 6
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 75 75 75 75 75 75
Heavy Vehicles, %0 0 0 1 1 0
Mvmt Flow 79 203 28 185 184 8
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 429 188 192 0 - 0
Stage 1 188 -- -- -
Stage 2 241 -- -- -
Critical Hdwy 6.4 6.2 4.1 -- -
Critical Hdwy Stg 1 5.4 -- -- -
Critical Hdwy Stg 2 5.4 -- -- -
Follow-up Hdwy 3.5 3.3 2.2 -- -
Pot Cap-1 Maneuver 587 859 1394 -- -
Stage 1 849 -- -- -
Stage 2 804 -- -- -
Platoon blocked, %-- -
Mov Cap-1 Maneuver 574 859 1394 -- -
Mov Cap-2 Maneuver 574 -- -- -
Stage 1 830 -- -- -
Stage 2 804 -- -- -
Approach EB NB SB
HCM Control Delay, s 12.6 1 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h)1394 - 754 - -
HCM Lane V/C Ratio 0.02 - 0.373 - -
HCM Control Delay (s) 7.6 0 12.6 - -
HCM Lane LOS A A B - -
HCM 95th %tile Q(veh) 0.1 - 1.7 - -
26
HCM 6th TWSC 2023 Sunday Peak Hour without Project
3: FUPC Entrance & NE 21st Street 03/20/2018
Baseline Synchro 10 Report
Page 2
Intersection
Int Delay, s/veh 8.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 21 1 1 21 1 175
Future Vol, veh/h 21 1 1 21 1 175
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 52 52 52 52 52 52
Heavy Vehicles, %0 0 0 0 0 0
Mvmt Flow 40 2 2 40 2 337
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 42 0 85 41
Stage 1 - -- -41 -
Stage 2 - -- -44 -
Critical Hdwy - - 4.1 -6.4 6.2
Critical Hdwy Stg 1 - -- -5.4 -
Critical Hdwy Stg 2 - -- -5.4 -
Follow-up Hdwy - - 2.2 -3.5 3.3
Pot Cap-1 Maneuver - - 1580 -921 1036
Stage 1 - -- -987 -
Stage 2 - -- -984 -
Platoon blocked, %- --
Mov Cap-1 Maneuver - - 1580 -920 1036
Mov Cap-2 Maneuver - -- -920 -
Stage 1 - -- -986 -
Stage 2 - -- -984 -
Approach EB WB NB
HCM Control Delay, s 0 0.3 10.2
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h)1035 - - 1580 -
HCM Lane V/C Ratio 0.327 - - 0.001 -
HCM Control Delay (s) 10.2 - - 7.3 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 1.4 - - 0 -
27
HCM 6th TWSC 2023 Sunday Peak Hour with Project
2: Union Avenue NE & NE 21st Street 03/20/2018
Baseline Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 5.9
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 63 165 22 139 138 6
Future Vol, veh/h 63 165 22 139 138 6
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 75 75 75 75 75 75
Heavy Vehicles, %0 0 0 1 1 0
Mvmt Flow 84 220 29 185 184 8
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 431 188 192 0 - 0
Stage 1 188 -- -- -
Stage 2 243 -- -- -
Critical Hdwy 6.4 6.2 4.1 -- -
Critical Hdwy Stg 1 5.4 -- -- -
Critical Hdwy Stg 2 5.4 -- -- -
Follow-up Hdwy 3.5 3.3 2.2 -- -
Pot Cap-1 Maneuver 585 859 1394 -- -
Stage 1 849 -- -- -
Stage 2 802 -- -- -
Platoon blocked, %-- -
Mov Cap-1 Maneuver 572 859 1394 -- -
Mov Cap-2 Maneuver 572 -- -- -
Stage 1 829 -- -- -
Stage 2 802 -- -- -
Approach EB NB SB
HCM Control Delay, s 13 1 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h)1394 - 754 - -
HCM Lane V/C Ratio 0.021 - 0.403 - -
HCM Control Delay (s) 7.6 0 13 - -
HCM Lane LOS A A B - -
HCM 95th %tile Q(veh) 0.1 - 2 - -
28
HCM 6th TWSC 2023 Sunday Peak Hour with Project
3: FUPC Entrance & NE 21st Street 03/20/2018
Baseline Synchro 10 Report
Page 2
Intersection
Int Delay, s/veh 8.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 21 1 2 21 1 192
Future Vol, veh/h 21 1 2 21 1 192
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 52 52 52 52 52 52
Heavy Vehicles, %0 0 0 0 0 0
Mvmt Flow 40 2 4 40 2 369
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 42 0 89 41
Stage 1 - -- -41 -
Stage 2 - -- -48 -
Critical Hdwy - - 4.1 -6.4 6.2
Critical Hdwy Stg 1 - -- -5.4 -
Critical Hdwy Stg 2 - -- -5.4 -
Follow-up Hdwy - - 2.2 -3.5 3.3
Pot Cap-1 Maneuver - - 1580 -917 1036
Stage 1 - -- -987 -
Stage 2 - -- -980 -
Platoon blocked, %- --
Mov Cap-1 Maneuver - - 1580 -914 1036
Mov Cap-2 Maneuver - -- -914 -
Stage 1 - -- -984 -
Stage 2 - -- -980 -
Approach EB WB NB
HCM Control Delay, s 0 0.6 10.4
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h)1035 - - 1580 -
HCM Lane V/C Ratio 0.359 - - 0.002 -
HCM Control Delay (s) 10.4 - - 7.3 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 1.6 - - 0 -
29