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RS_Topgolf_Renton_Traffic_Study_190614_v1
Traffic Impact Analysis RENTON TOPGOLF Prepared for: Arco Murray June 2019 Prepared by: 12131 113th Avenue NE, Suite 203 Kirkland, WA 98034-7120 Phone: 425-821-3665 www.transpogroup.com 1.18185.00 © 2019 Transpo Group Traffic Impact Analysis Renton TopGolf June 2019 i Table of Contents Introduction .............................................................................................................................. 2 Project Description ................................................................................................................. 2 Study Scope and Study Area ................................................................................................. 2 Existing & Future Without-Project Conditions ..................................................................... 5 Street Network ....................................................................................................................... 5 Transit .................................................................................................................................... 7 Traffic Volumes ...................................................................................................................... 7 Traffic Operations ................................................................................................................ 10 Traffic Safety ........................................................................................................................ 11 Project Impacts ...................................................................................................................... 12 Trip Generation .................................................................................................................... 12 Trip Distribution and Assignment ......................................................................................... 12 Future With-Project Traffic Volumes .................................................................................... 14 Future With-Project Traffic Operations ................................................................................ 16 Site Access Analysis ............................................................................................................ 16 Mitigation Measures ............................................................................................................... 17 Transportation Impact Fees ................................................................................................. 17 Findings and Recommendations ......................................................................................... 18 Appendix Appendix A: Traffic Counts Appendix B: LOS Definitions Appendix C: LOS Worksheets Appendix D: Trip Generation Studies Figures Figure 1. Site Vicinity and Study Intersections ................................................................... 3 Figure 2. Preliminary Site Plan ........................................................................................... 4 Figure 3. Existing Channelization and Traffic Control ........................................................ 6 Figure 4. Existing Peak Hour Traffic Volumes .................................................................... 8 Figure 5. Future (2020) Without-Project PM Peak Hour Traffic Volumes .......................... 9 Figure 6. PM Peak Hour Project Trip Distribution and Assignment .................................. 13 Figure 7. Future (2022) With-Project Weekday Peak Hour Traffic Volumes .................... 15 Tables Table 1. Existing Transit Service ....................................................................................... 7 Table 2. Existing and Future Without-Project Weekday Peak Hour Intersection Operations ......................................................................................................... 10 Table 3. Study Intersection Collision Data Summary (2015 – 2017) .............................. 11 Table 4. TopGolf Weekday Trip Generation .................................................................... 12 Table 5. Weekday PM Peak Hour Project Traffic Volume Impacts ................................. 14 Table 6. Future Weekday Peak Hour Intersection Operations........................................ 16 Traffic Impact Analysis Renton TopGolf June 2019 2 Introduction This traffic impact analysis (TIA) identifies potential transportation-related impacts associated with the proposed TopGolf development in Renton. Project Description The proposed project includes a TopGolf facility development bounded by N 8th Street, Logan Avenue N, Park Avenue, and the existing Boeing buildings to the south of the site. The site vicinity is shown in Figure 1. The project includes a TopGolf facility with 102 golf driving range bays. The project site is currently undeveloped and construction is anticipated to be completed by 2020. Figure 2 includes the site plan depicting the proposed site and driveways. As shown in the figure, the proposed project will be accessed via two driveways, both along Logan Avenue N. All parking areas are connected via internal circulation. 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. Existing TopGolf operating hours are outside of the AM peak, with facilities opening at 9:00 a.m. on weekdays. Based on these operating hours and through coordination with the City, the analysis for the TopGolf development focuses on the weekday PM peak hour. Considering anticipated trip distribution patterns described in the following sections and the City’s guidelines stating the study area should include intersections experiencing a 5 percent increase in peak hour traffic volumes as a result of the proposed development, the analysis focused on the following intersections: 1. Logan Avenue N/N 8th Street 2. Park Avenue N/N 8th Street In addition to these off-site study intersections, the two proposed site driveways were 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. The analysis assumes a future 2020 horizon analysis year, consistent with anticipated project horizon year. 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. Jun 14, 2019 - 8:43am jonathans M:\18\1.18185.00 - Renton TopGolf\Graphics\DWG\Graphics_18185.dwg Layout: Site Vicinity N 8TH ST LOGAN AVE NN 4TH ST PARK AVE NN 6TH ST GARDEN AVE NSite 21 B A X X Study Intersection Site Access LEGEND Site Vicinity and Study Intersections FIGURE 1Renton TopGolf Preliminary Site PlanRenton TopGolfFIGURE2 Jun 13, 2019 - 8:48am jonathans M:\18\1.18185.00 - Renton TopGolf\Graphics\DWG\Graphics_18185.dwg Layout: Site Plan Traffic Impact Analysis Renton TopGolf June 2019 5 Existing & Future Without-Project Conditions This section describes both existing and future (2020) 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, Logan Avenue N, and Park Avenue N. 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. 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. 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 are provided along Park Avenue N in the vicinity of the project. Non-Motorized Facilities Sidewalks are provided throughout the study area with the exception of the west side of Logan Avenue N in the vicinity of the project site. Marked crosswalks are provided at the Logan Avenue N/N8th Street and Park Avenue N/N 8th Street intersections. Bicycle facilities in the vicinity of the project site include a dedicated lane in both directions on Logan Avenue N. There is no on-street parking on Logan Avenue N, Park Avenue N, and N 8th Street in the vicinity of the project. Planned Improvements Based on a review of the City of Renton’s Six-Year (2019-2024) Transportation Improvement Program, Logan Avenue is set to be improved between N 6th Street and Park Avenue N. The improvement includes an additional northbound lane, new sidewalks, a landscape buffer, and a pedestrian/cycle trail on the west side of the roadway. This improvement is currently on hold until right of way can be obtained and is not expected to be completed by 2020; therefore, no changes to the roadway network have been included in evaluating future 2020 conditions. The channelization and traffic control at the two off-site study intersections can be found in Figure 3. As shown in the figure, both study intersections are signalized. Existing Traffic Control and Channelization Renton TopGolf FIGURE 3 Jun 14, 2019 - 8:43am jonathans M:\18\1.18185.00 - Renton TopGolf\Graphics\DWG\Graphics_18185.dwg Layout: Chan GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE NSite 21 X Study Intersection LEGEND 1 2Logan Ave N N 8th Ave Park Ave N N 8th Ave Traffic Signal Traffic Impact Analysis Renton TopGolf June 2019 7 Transit The project site is located in close proximity to transit 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 PM Peak Period Trips Headways (minutes) Routes Area Served 167 South Renton P&R to University District 6:05 a.m. – 8:45 a.m. 4 4 30 2:40 p.m. - 6:20 p.m. 240 Bellevue to Renton 5:00 a.m. – 12:20 a.m. 7 7 15 342 Shoreline P&R to Renton TC 4:30 a.m. – 7:45 a.m. 3 3 30 3:10 p.m. – 6:45 p.m. 560/566 Bellevue to SeaTac to West Seattle 4:45 a.m. - 12:15 a.m. 9 9 12-15 Rapid Ride F Burien to Tukwila to Renton TC to The Landing 4:45 a.m. – 12:50 a.m. 10 10 12 Source: King County Metro (March 2019). Traffic Volumes Existing weekday PM (4 p.m. to 6 p.m.) peak period traffic counts were collected at each study intersection in March 2019. Detailed intersection traffic counts are provided in Appendix A. Figure 4 illustrates the existing weekday PM peak hour traffic volumes at the off-site study intersections. Traffic volumes were rounded to the nearest five vehicles since weekday volumes fluctuate day-to-day. Future (2020) without-project weekday PM peak hour traffic volumes were estimated by growing existing traffic volumes by three percent per year to 2020 conditions. This growth rate is consistent with other projects completed in the City. No pipeline projects were identified within the study area. Figure 5 illustrates 2020 without-project weekday PM peak hour traffic volumes at off-site study intersections. Existing PM Peak Hour Traffic Volumes Renton TopGolf FIGURE 4 Jun 14, 2019 - 8:43am jonathans M:\18\1.18185.00 - Renton TopGolf\Graphics\DWG\Graphics_18185.dwg Layout: Ex Vols GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE NSite 21 Logan Ave N N 8th Ave 40 25 20 5 765 80 95 5 40 10 650 10 50 45 15 15 390 55 110 95 45 70 270 40 Park Ave N N 8th Ave12 X Study Intersection X Weekday PM Peak Hour Traffic Volumes LEGEND Future (2020) Without-Project PM Peak Hour Traffic Volumes Renton TopGolf FIGURE 5 Jun 14, 2019 - 8:44am jonathans M:\18\1.18185.00 - Renton TopGolf\Graphics\DWG\Graphics_18185.dwg Layout: Baseline Vols GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE NSite 21 Logan Ave N N 8th Ave 40 25 20 5 790 80 100 5 40 10 670 10 50 45 15 15 400 55 115 100 45 70 280 40 Park Ave N N 8th Ave12 X Study Intersection X Weekday PM Peak Hour Traffic Volumes LEGEND Traffic Impact Analysis Renton TopGolf June 2019 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 and all-way stop controlled intersections, LOS is measured in average control delay per vehicle and is typically reported using the intersection delay. At unsignalized side-street stop-controlled intersections, LOS is measured by the average delay on the worst-movement of the intersection. Traffic operations and average vehicle delay for an intersection can be described qualitatively with a range of levels of service (LOS A through LOS F), with LOS A indicating free-flowing traffic and LOS F indicating extreme congestion and long vehicle delays. Appendix B contains a detailed explanation of LOS criteria and definitions. Weekday PM peak hour traffic operations for existing and future without-project conditions were evaluated at the study intersection based on the procedures identified in the Highway Capacity Manual (2010), and were evaluated using Synchro 9.1. Synchro 9.1 is a software program that uses HCM methodology to evaluate intersection LOS and average vehicle delays. The signal timing and phasing information was obtained from the City of Renton and input into Synchro for the signalized intersections. Analysis parameters such as lane channelization were maintained for future 2020 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 C. Table 2. Existing and Future Without-Project Weekday Peak Hour Intersection Operations Existing 2020 Without-Project Intersection LOS Standard LOS1 Delay2 WM3 LOS Delay WM 1. Logan Avenue N/N 8th Street E C 31 - C 33 - 2. Park Avenue N/N 8th Street D C 22 - C 22 - 1. LOS as defined by the HCM (TRB, 2010) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop-controlled intersections. 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, with some exceptions. One of these exceptions is Logan Avenue, which has a level of service standard of LOS E. Therefore, the N 8th Street/Logan Avenue North intersection has a standard of LOS E and the N 8th Street/ Park Avenue intersection has a standard of LOS D. Table 2 shows that 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 2 seconds. Traffic Impact Analysis Renton TopGolf June 2019 11 Traffic Safety Collision records were reviewed within the study area to document any potential traffic safety issues. The most recent summary of collision data from WSDOT is for the three-year period between January 1, 2015 and December 31, 2017. 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 bordering roadways of the project site (N 8th Street, Logan Avenue N, and Park Avenue N) were also reviewed and are included in the table. Table 3. Study Intersection Collision Data Summary (2015 – 2017) Number of Reported Collisions Total Annual Average Location 2015 2016 2017 Intersection 1. Logan Avenue N/N 8th Street 1 0 3 4 1.33 2. Park Avenue N/N 8th Street 2 0 0 2 0.67 Roadway Segment1 N 8th Street (Logan Avenue N to Park Avenue N) 0 1 0 1 0.33 Logan Avenue N (N 6th Street to N 8th Street) 1 1 0 2 0.67 Park Avenue N (N 6th Street to N 8th Street) 0 0 0 0 0.00 Source: WSDOT 2018. 1. Collisions at the off-site study intersections are not included in the roadway segments summary. The highest number of reported collisions at a study intersection occurred at the N 8th Street/Logan Avenue intersection, which had an average of less than 2 collisions per year. All of the collisions at the N 8th Street/Logan Avenue intersection were rear end collisions or angle collisions and the majority resulted in property damage only. Minimal collisions occurred along the roadways bordering the site, with 0 to 1 collision reported during the three-year study period along the bordering roadways of the project site. The majority of these collisions were either rear end or fixed object and resulted in property damage only. There were no reported fatalities or pedestrian/bicycle collisions within the study area. Traffic Impact Analysis Renton TopGolf June 2019 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 (2020) traffic volumes including project traffic are developed and the potential impact to traffic volumes and traffic operations are identified. Trip Generation The proposed phased development includes a TopGolf facility with 102 golf bays. Trip generation for the TopGolf facility was developed based on trip rates derived from four existing TopGolf facilities in Florida, New Jersey, Virginia, and Arizona. All facilities include 102 bays and are the same size as the proposed project site in Renton. Trip generation methodology for the existing TopGolf sites is described in two traffic studies included in Appendix D. Table 4 summarizes the trip rates for each TopGolf site and the weighted average rate. Table 4. TopGolf Weekday Trip Generation PM Peak Hour TopGolf Location Size Inbound Vehicles Outbound Vehicles Total Trip Rate (trips/bay) Miami Gardens, Florida 102 bays 130 79 209 2.05 Edison, New Jersey 102 bays 88 73 161 1.58 Virginia Beach, Virginia 102 bays 91 101 192 1.88 Scottsdale, Arizona 102 bays 91 92 183 1.79 Weighted Average 100 86 186 1.83 As shown in Table 4, the weighted average PM peak hour trip rate for all four existing TopGolf sites is 1.83 trips per driving range bay. This rate is applied to the proposed 102 bays for the Renton TopGolf site to develop the project trip generation. The proposed Renton TopGolf facility is anticipated to generate 186 PM peak hour trips, with 100 inbound and 86 outbound. Trip Distribution and Assignment Trip distribution patterns to and from the project site were based on existing vehicle travel patterns and the U.S. Census Bureau’s OnTheMap tool. OnTheMap is a web-based mapping and reporting application, which shows where workers are employed and where they live based on census data. Trip distribution patterns for the TopGolf use to and from the project site were based on population density using OnTheMap population data. The TopGolf use is a unique destination and travel patterns are anticipated to be directed to and from dense population centers. Populations of residents for each city in King County were summarized with OnTheMap data to develop the percent of trips oriented to and from the TopGolf site. Trip assignment at the site driveways was based on the trips anticipated final destination. To avoid queues at the southern site access driveway, 15% of the outbound trips were assumed to head north on Logan Avenue N, east on N 8th Street, and then south on Park Avenue N to access final destinations south of the site. Anticipated trip distribution patterns for the TopGolf facility are summarized in Figure 6. PM Peak Hour Project Trip Distribution and Assignment Renton TopGolf FIGURE 6 Jun 14, 2019 - 8:44am jonathans M:\18\1.18185.00 - Renton TopGolf\Graphics\DWG\Graphics_18185.dwg Layout: Distribution 2 Accesses 5% Site 5% 10% 25% 10% 35% 5%5% N 8TH STLOGAN AVE NNE 3RD ST N 4TH STPARK AVE NMAP L E VA L L EY HW Y N 6TH ST GARDEN AVE NCedar RiverAIRPORT WAY Lake Washington NE P A R K D R RAINIER AVE SLEGEND XX%Trip Distribution Weekday PM Peak Hour Project TripsX 5 5 21 35 4 9 4 9 4 4 25 10 5 5 10 31 30 35 65 43 13 N 3RD ST Traffic Impact Analysis Renton TopGolf June 2019 14 Future With-Project Traffic Volumes Site-generated weekday PM peak hour traffic volumes were added to the future without- project traffic volumes at the study intersections. The resulting future (2020) with-project peak hour traffic volumes are illustrated in Figure 7. 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. Weekday PM Peak Hour Project Traffic Volume Impacts Intersection 2020 Future Without-Project TEV1 Project Trips TEV1 2020 Future With-Project TEV1 Percent Increase 1. Logan Avenue N/N 8th Street 1,795 78 1,873 4.3% 2. Park Avenue N/N 8th Street 1,230 53 1,283 4.3% A. Logan Avenue N/North Access 1,670 83 1,753 5.0% B. Logan Avenue N/South Access 1,670 177 1,847 10.6% 1. Total number of vehicles entering the intersection. As shown in Table 5, an increase in traffic is estimated up to approximately 4 percent at the off-site study intersections and up to approximately 11 percent at the site access locations. Traffic volumes fluctuate day-to-day and the anticipated increase falls within a range of typical traffic volumes. Future (2020) With-Project PM Peak Hour Traffic Volumes Renton TopGolf FIGURE 7 Jun 14, 2019 - 8:44am jonathans M:\18\1.18185.00 - Renton TopGolf\Graphics\DWG\Graphics_18185.dwg Layout: Future Vols GARDEN AVE NN 8TH ST PARK AVE NN 6TH STLOGAN AVE NSite 21 B A Logan Ave N N 8th Ave 40 25 20 5 820 93 100 5 40 10 705 10 50 45 28 15 400 55 145 100 45 70 290 40 Park Ave N N 8th Ave12 Logan Ave N Site Access (North) 5 9 830 Logan Ave N Site Access (South) 60 43 34 35 795 3 4 909 880 X X Study Intersection Site Access X Weekday PM Peak Hour Traffic Volumes LEGEND BA Traffic Impact Analysis Renton TopGolf June 2019 16 Future With-Project Traffic Operations Future 2020 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 2020 without- and with-project intersection operations for the weekday PM peak hour. LOS worksheets are included in Appendix C. Table 6. Future Weekday Peak Hour Intersection Operations 2020 Without-Project 2020 With-Project Intersection LOS Standard LOS1 Delay2 WM3 LOS Delay WM 1. Logan Avenue N/N 8th Street E C 33 - D 37 - 2. Park Avenue N/N 8th Street D C 22 - C 22 - A. Logan Avenue N/North Access E - - - C 18 WB B. Logan Avenue N/South Access E - - - E 50 WB 1. LOS as defined by the HCM (TRB, 2010) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop controlled intersections. WB=westbound approach As previously mentioned, the level of service standard for intersections along Logan Avenue N is LOS E or better, and the standard for intersections along Park Avenue N is LOS D or better. 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 D or better, meeting the City’s LOS standard. Increases in delay with the development of the project is estimated to be approximately 4 seconds or less during PM peak hour relative to without-project conditions. Site Access Analysis The proposed project will be accessed via two primary driveways, both along Logan Avenue North (see Figure 2). All of the accesses are proposed to be side-street stop controlled. The driveways are described below: · Logan Avenue N (North Access): This access would provide access to parking on the west side of the development. The access would have a restricted left out, making it a right-in, right-out only driveway. · Logan Avenue N (South Access): This access is designed to provide access to the south parking on site. It will be a full access with all turning movements allowed. The traffic operations at each of the site driveways was analyzed under future with-project conditions for the weekday PM peak hour. The operational analysis was consistent with the methodology described above. LOS worksheets are included in Appendix C. As shown above in Table 6, the Logan Avenue N north and south site accesses are anticipated to operate at LOS C and LOS E, respectively, under future with-project conditions. The future with-project operations of the site accesses are anticipated to operate at LOS E or better on Logan Avenue N, meeting City standards. In addition, 95th percentile vehicle queues at the site accesses are not anticipated to exceed 3 vehicles during the weekday PM peak hour. Traffic Impact Analysis Renton TopGolf June 2019 17 Mitigation Measures No mitigation measures were deemed necessary for the project as all study intersections and site accesses operate within the LOS standard. Transportation Impact Fees Payment of transportation impact fees will be required by the project applicant. The fees will be finalized by the city and due at building permit issuance. Traffic Impact Analysis Renton TopGolf June 2019 18 Findings and Recommendations This traffic impact analysis summarizes the project traffic impacts of the proposed Top Golf development in Renton. General findings and recommendations include: · The proposed project full buildout includes a TopGolf facility with 102 golf driving range bays. The project site is currently undeveloped and is anticipated to be constructed by 2020. · The proposed project will be accessed via two driveways, both along Logan Avenue N. · The proposed project is anticipated to generate 186 PM peak hour trips, with 100 inbound and 86 outbound. · An increase in traffic is estimated up to approximately 4 percent at the off-site study intersections and up to approximately 11 percent at the site access locations. Traffic volumes fluctuate day-to-day and the anticipated increase falls within a range of typical traffic volumes. · The N 8th Street/Logan Avenue N intersection is forecast to operate at LOS D with the addition of project traffic, and the N 8th Street/Park Avenue N intersection is expected to operate at LOS C with the addition of project traffic. · The site access driveways are forecast to operate at LOS E or better, meeting City 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:Traffic Counts www.idaxdata.com 1 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 68 23 36 30 23 28 17 8 233 11228136155712 22 52 Peak Hour 9 2 16 18 45 1 1 2 3 4 10 43 116Count Total 17 2 29 31 79 1 5 0 20010115:45 PM 0 0 2 2 4 1 2 4 8 2 3 6 5:30 PM 2 0 3 3 8 0 0 1 0 0 1 4 15 3 3 7 5:15 PM 2 0 2 1 5 0 1 1 0 1 2 2 11 16 2 8 5:00 PM 1 0 3 3 7 0 0 0 1 0 1 4 16 5 9 4 4:30 PM 3 1 5 4 13 1 0 0 0 2 2 3 14 2491700 7 17 0 EB WB NB SB Total East 4:45 PM 2 0 4 2 8 0 1 6 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 5 13 4:15 PM 3 1 0 0 0 0 19 31 West North South 4:00 PM 4 0 6 0 38 27 92 0 7 1,480 174 0 10 1,752 0576482010650220976410 Count Total 0 58 55 38 0 197 9 25 1,272 16 3,423 0 440 1,7512012802164102201600 4 173 1 450 1,731 5:45 PM 0 2 2 2 11 0 0 197 27 0 401 1,698 5:30 PM 0 3 3 4 0 26 1 171 16 0 8 143 302811201 1 174 1 460 1,752 5:15 PM 0 5 9 4 8 0 0 209 24 0 420 1,672 5:00 PM 0 5 2 5 0 28 3 192 13 0 4 159 20201803 2 152 2 417 0 4:45 PM 0 10 5 3 13 0 1 174 21 0 455 0 4:30 PM 0 10 10 6 0 25 1 189 24 0 3 165 5 0 4:15 PM 0 13 10 8 12 0 1 147 21 04:00 PM 0 10 14 6 0 24 1 Interval Start N 8TH ST N 8TH ST LOGAN AVE N LOGAN AVE N 15-min TotalUTLTTHRT 0 24 1 12 0 1 1 142 1 380 0.70 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Peak Hour Date: Tue, Mar 05, 2019 Peak Hour Count Period: 4:00 PM 6:00 PM SB 2.7%0.95 TOTAL 2.6%0.95 TH RT WB 1.4%0.92 NB 1.9%0.91 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 10.3% 1 31112 2857 15N LOGAN AVE N N 8TH ST N 8TH ST LOGAN AVE NN 8TH ST LOGAN AVE N1,752TEV: 0.95PHF:1065010670843041 6 97 144 1190 827645851769022 27 38 87 21 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com 2 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 17 25 39 13 45 28 30 25 222 1162800158237 19 57 Peak Hour 4 0 9 13 26 0 1 1 0 1 2 109 37Count Total 19 3 23 24 69 0 5 3 700000105:45 PM 0 1 2 2 5 0 0 10 8 4 8 6 5:30 PM 1 0 2 5 8 0 0 0 0 0 0 14 6 2 0 11 5:15 PM 1 0 3 3 7 0 0 1 0 0 1 28 6 3 1 3 5:00 PM 1 0 2 4 7 0 0 0 0 0 0 6 0 4 12 7 4:30 PM 5 1 2 5 13 0 0 0 0 1 1 11 5 2521200 2 13 0 EB WB NB SB Total East 4:45 PM 1 0 2 1 4 0 0 23 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 3 3 4:15 PM 4 1 0 0 0 0 7 4 West North South 4:00 PM 6 0 5 0 51 44 90 0 42 708 105 1 42 1,199 0153895616727114011093460 Count Total 0 122 96 33 0 215 196 149 570 64 2,391 0 283 1,1968512013717023241007 22 55 9 286 1,199 5:45 PM 0 21 9 1 16 0 2 82 11 0 319 1,193 5:30 PM 0 18 14 2 0 30 25 105 12 0 10 80 1203130802 19 77 9 308 1,185 5:15 PM 0 12 13 4 9 0 6 105 12 1 286 1,195 5:00 PM 0 14 9 2 0 22 23 97 21 0 16 59 12027151305 19 77 5 280 0 4:45 PM 0 7 8 6 7 0 5 76 10 0 311 0 4:30 PM 0 16 14 6 0 27 18 82 11 0 27 67 8 0 4:15 PM 0 15 16 8 11 0 7 76 16 04:00 PM 0 19 13 4 0 34 29 Interval Start N 8TH ST N 8TH ST PARK AVE N PARK AVE N 15-min TotalUTLTTHRT 0 21 32 16 0 8 23 84 2 318 0.80 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Peak Hour Date: Tue, Mar 05, 2019 Peak Hour Count Period: 4:00 PM 6:00 PM SB 3.4%0.90 TOTAL 2.2%0.94 TH RT WB 0.0%0.88 NB 2.0%0.93 Peak Hour: 4:45 PM 5:45 PM HV %:PHF EB 3.7% 0 0017 2823 58N PARK AVE N N 8TH ST N 8TH ST PARK AVE NN 8TH ST PARK AVE N1,199TEV: 0.94PHF:4227167381487146 93 110 249 1670 5638915460395014 44 51 109 150 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com Appendix B: LOS Definitions Highway Capacity Manual 2010 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 (Transportation Research Board, 2010). 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, Transportation Research Board, 2010. 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, Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio exceeds 1.0, LOS F is assigned an individual lane group for all unsignalized intersections, or minor street approach at two-way stop-controlled intersections. Overall intersection LOS is determined solely by control delay. Appendix C: LOS Worksheets HCM 2010 Signalized Intersection Summary Renton Top Golf 1: Logan Ave N & N 8th Ave Existing Weekday PM Peak Hour Transpo Group Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 25 20 95 5 40 5 765 80 10 650 10 Future Volume (veh/h) 40 25 20 95 5 40 5 765 80 10 650 10 Number 5 2 12 1 6 16 3 8 18 7 4 14 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 0.86 1.00 0.94 1.00 0.95 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 Adj Sat Flow, veh/h/ln 1727 1727 1727 1881 1881 1900 1863 1863 1900 1845 1845 1900 Adj Flow Rate, veh/h 42 26 0 100 5 42 5 805 84 11 684 11 Adj No. of Lanes 1 2 1 1 2 0 1 1 0 1 1 0 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, % 10 10 10 1 1 1 2 2 2 3 3 3 Cap, veh/h 54 482 215 127 330 255 11 915 95 23 1016 16 Arrive On Green 0.03 0.15 0.00 0.07 0.18 0.18 0.01 0.55 0.55 0.01 0.56 0.56 Sat Flow, veh/h 1645 3282 1468 1792 1787 1382 1774 1648 172 1757 1809 29 Grp Volume(v), veh/h 42 26 0 100 5 42 5 0 889 11 0 695 Grp Sat Flow(s),veh/h/ln 1645 1641 1468 1792 1787 1382 1774 0 1820 1757 0 1838 Q Serve(g_s), s 2.8 0.7 0.0 6.0 0.3 2.8 0.3 0.0 46.7 0.7 0.0 29.3 Cycle Q Clear(g_c), s 2.8 0.7 0.0 6.0 0.3 2.8 0.3 0.0 46.7 0.7 0.0 29.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.09 1.00 0.02 Lane Grp Cap(c), veh/h 54 482 215 127 330 255 11 0 1010 23 0 1032 V/C Ratio(X) 0.78 0.05 0.00 0.79 0.02 0.16 0.44 0.00 0.88 0.48 0.00 0.67 Avail Cap(c_a), veh/h 241 659 295 262 359 278 260 0 1010 257 0 1032 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.92 0.92 0.92 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 52.8 40.4 0.0 50.3 36.7 37.7 54.4 0.0 21.3 53.9 0.0 17.0 Incr Delay (d2), s/veh 20.8 0.0 0.0 9.5 0.0 0.3 24.2 0.0 10.9 15.0 0.0 3.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.6 0.3 0.0 3.3 0.1 1.1 0.2 0.0 26.3 0.4 0.0 15.9 LnGrp Delay(d),s/veh 73.6 40.4 0.0 59.8 36.7 38.0 78.6 0.0 32.2 68.9 0.0 20.5 LnGrp LOS E D E D D E C E C Approach Vol, veh/h 68 147 894 706 Approach Delay, s/veh 60.9 52.8 32.4 21.3 Approach LOS E D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.7 22.0 6.6 67.7 9.5 26.2 7.3 66.9 Change Period (Y+Rc), s * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 Max Green Setting (Gmax), s * 16 * 22 * 16 * 32 * 16 * 22 * 16 * 32 Max Q Clear Time (g_c+I1), s 8.0 2.7 2.3 31.3 4.8 4.8 2.7 48.7 Green Ext Time (p_c), s 0.1 0.3 0.0 0.7 0.0 0.3 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 30.8 HCM 2010 LOS C Notes HCM 2010 Signalized Intersection Summary Renton Top Golf 2: Park Ave N & N 8th Ave Existing Weekday PM Peak Hour Transpo Group Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 45 15 110 95 45 15 390 55 70 270 40 Future Volume (veh/h) 50 45 15 110 95 45 15 390 55 70 270 40 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.84 0.88 0.90 0.83 1.00 0.95 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1900 1900 1900 1900 1863 1863 1900 1845 1845 1900 Adj Flow Rate, veh/h 53 48 16 117 101 48 16 415 59 74 287 43 Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 4 4 4 0 0 0 2 2 2 3 3 3 Cap, veh/h 259 322 98 337 375 157 32 1690 238 95 1775 262 Arrive On Green 0.04 0.13 0.13 0.07 0.16 0.16 0.02 0.55 0.55 0.05 0.58 0.58 Sat Flow, veh/h 1740 2531 772 1810 2325 974 1774 3094 436 1757 3049 451 Grp Volume(v), veh/h 53 32 32 117 75 74 16 236 238 74 163 167 Grp Sat Flow(s),veh/h/ln 1740 1736 1567 1810 1805 1494 1774 1770 1760 1757 1752 1747 Q Serve(g_s), s 2.6 1.6 1.8 5.5 3.7 4.3 0.9 7.0 7.1 4.2 4.3 4.4 Cycle Q Clear(g_c), s 2.6 1.6 1.8 5.5 3.7 4.3 0.9 7.0 7.1 4.2 4.3 4.4 Prop In Lane 1.00 0.49 1.00 0.65 1.00 0.25 1.00 0.26 Lane Grp Cap(c), veh/h 259 221 199 337 291 241 32 966 961 95 1020 1017 V/C Ratio(X) 0.20 0.14 0.16 0.35 0.26 0.31 0.50 0.24 0.25 0.78 0.16 0.16 Avail Cap(c_a), veh/h 366 347 313 386 361 299 177 966 961 264 1020 1017 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 35.9 38.8 38.9 33.9 36.7 37.0 48.7 11.9 11.9 46.7 9.6 9.6 Incr Delay (d2), s/veh 0.1 0.1 0.1 0.2 0.2 0.3 4.5 0.6 0.6 5.1 0.3 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 1.3 0.8 0.8 2.8 1.8 1.8 0.5 3.6 3.6 2.1 2.1 2.2 LnGrp Delay(d),s/veh 36.0 38.9 39.0 34.2 36.9 37.3 53.2 12.5 12.5 51.8 10.0 10.0 LnGrp LOS D D D C D D D B B D A A Approach Vol, veh/h 117 266 490 404 Approach Delay, s/veh 37.6 35.8 13.8 17.6 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.2 17.7 6.8 63.2 8.9 21.1 10.4 59.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 10.0 20.0 10.0 40.0 10.0 20.0 15.0 35.0 Max Q Clear Time (g_c+I1), s 7.5 3.8 2.9 6.4 4.6 6.3 6.2 9.1 Green Ext Time (p_c), s 0.0 0.7 0.0 5.5 0.0 0.7 0.0 5.3 Intersection Summary HCM 2010 Ctrl Delay 21.8 HCM 2010 LOS C HCM 2010 Signalized Intersection Summary Renton Top Golf 1: Logan Ave N & N 8th Ave Future (2020) Without-Project Weekday PM Peak Hour Transpo Group Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 25 20 100 5 40 5 790 80 10 670 10 Future Volume (veh/h) 40 25 20 100 5 40 5 790 80 10 670 10 Number 5 2 12 1 6 16 3 8 18 7 4 14 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 0.87 1.00 0.94 1.00 0.95 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 Adj Sat Flow, veh/h/ln 1727 1727 1727 1881 1881 1900 1863 1863 1900 1845 1845 1900 Adj Flow Rate, veh/h 42 26 0 105 5 42 5 832 84 11 705 11 Adj No. of Lanes 1 2 1 1 2 0 1 1 0 1 1 0 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, % 10 10 10 1 1 1 2 2 2 3 3 3 Cap, veh/h 54 482 215 132 336 260 11 913 92 23 1010 16 Arrive On Green 0.03 0.15 0.00 0.07 0.19 0.19 0.01 0.55 0.55 0.01 0.56 0.56 Sat Flow, veh/h 1645 3282 1468 1792 1787 1385 1774 1654 167 1757 1810 28 Grp Volume(v), veh/h 42 26 0 105 5 42 5 0 916 11 0 716 Grp Sat Flow(s),veh/h/ln 1645 1641 1468 1792 1787 1385 1774 0 1821 1757 0 1838 Q Serve(g_s), s 2.8 0.7 0.0 6.3 0.3 2.8 0.3 0.0 49.9 0.7 0.0 31.0 Cycle Q Clear(g_c), s 2.8 0.7 0.0 6.3 0.3 2.8 0.3 0.0 49.9 0.7 0.0 31.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.09 1.00 0.02 Lane Grp Cap(c), veh/h 54 482 215 132 336 260 11 0 1005 23 0 1026 V/C Ratio(X) 0.78 0.05 0.00 0.79 0.01 0.16 0.44 0.00 0.91 0.48 0.00 0.70 Avail Cap(c_a), veh/h 241 659 295 262 359 278 260 0 1005 257 0 1026 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.91 0.91 0.91 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 52.8 40.4 0.0 50.1 36.4 37.4 54.4 0.0 22.2 53.9 0.0 17.6 Incr Delay (d2), s/veh 20.8 0.0 0.0 9.3 0.0 0.3 24.2 0.0 13.7 15.0 0.0 3.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.6 0.3 0.0 3.5 0.1 1.1 0.2 0.0 28.8 0.4 0.0 16.6 LnGrp Delay(d),s/veh 73.6 40.4 0.0 59.5 36.4 37.7 78.6 0.0 35.9 68.9 0.0 21.5 LnGrp LOS E D E D D E D E C Approach Vol, veh/h 68 152 921 727 Approach Delay, s/veh 60.9 52.7 36.2 22.2 Approach LOS E D D C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.0 22.0 6.6 67.3 9.5 26.6 7.3 66.6 Change Period (Y+Rc), s * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 Max Green Setting (Gmax), s * 16 * 22 * 16 * 32 * 16 * 22 * 16 * 32 Max Q Clear Time (g_c+I1), s 8.3 2.7 2.3 33.0 4.8 4.8 2.7 51.9 Green Ext Time (p_c), s 0.1 0.3 0.0 0.0 0.0 0.3 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 33.0 HCM 2010 LOS C Notes HCM 2010 Signalized Intersection Summary Renton Top Golf 2: Park Ave N & N 8th Ave Future (2020) Without-Project Weekday PM Peak Hour Transpo Group Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 45 15 115 100 45 15 400 55 70 280 40 Future Volume (veh/h) 50 45 15 115 100 45 15 400 55 70 280 40 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.84 0.88 0.90 0.83 1.00 0.95 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1900 1900 1900 1900 1863 1863 1900 1845 1845 1900 Adj Flow Rate, veh/h 53 48 16 122 106 48 16 426 59 74 298 43 Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 4 4 4 0 0 0 2 2 2 3 3 3 Cap, veh/h 257 317 96 339 382 153 32 1695 233 95 1784 254 Arrive On Green 0.04 0.13 0.13 0.08 0.16 0.16 0.02 0.55 0.55 0.05 0.58 0.58 Sat Flow, veh/h 1740 2530 771 1810 2361 949 1774 3105 427 1757 3065 437 Grp Volume(v), veh/h 53 32 32 122 78 76 16 241 244 74 169 172 Grp Sat Flow(s),veh/h/ln 1740 1736 1565 1810 1805 1505 1774 1770 1763 1757 1752 1750 Q Serve(g_s), s 2.6 1.6 1.9 5.7 3.8 4.5 0.9 7.2 7.3 4.2 4.5 4.6 Cycle Q Clear(g_c), s 2.6 1.6 1.9 5.7 3.8 4.5 0.9 7.2 7.3 4.2 4.5 4.6 Prop In Lane 1.00 0.49 1.00 0.63 1.00 0.24 1.00 0.25 Lane Grp Cap(c), veh/h 257 217 196 339 292 243 32 966 962 95 1020 1018 V/C Ratio(X) 0.21 0.15 0.17 0.36 0.27 0.31 0.50 0.25 0.25 0.78 0.17 0.17 Avail Cap(c_a), veh/h 364 347 313 384 361 301 177 966 962 264 1020 1018 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 36.1 39.0 39.1 33.8 36.7 37.0 48.7 11.9 12.0 46.7 9.7 9.7 Incr Delay (d2), s/veh 0.1 0.1 0.1 0.2 0.2 0.3 4.5 0.6 0.6 5.1 0.3 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.8 0.8 2.9 1.9 1.9 0.5 3.7 3.7 2.1 2.3 2.3 LnGrp Delay(d),s/veh 36.2 39.1 39.2 34.0 36.9 37.3 53.2 12.6 12.6 51.8 10.0 10.1 LnGrp LOS D D D C D D D B B D B B Approach Vol, veh/h 117 276 501 415 Approach Delay, s/veh 37.8 35.7 13.9 17.5 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.5 17.5 6.8 63.2 8.9 21.2 10.4 59.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 10.0 20.0 10.0 40.0 10.0 20.0 15.0 35.0 Max Q Clear Time (g_c+I1), s 7.7 3.9 2.9 6.6 4.6 6.5 6.2 9.3 Green Ext Time (p_c), s 0.0 0.7 0.0 5.7 0.0 0.7 0.0 5.4 Intersection Summary HCM 2010 Ctrl Delay 21.8 HCM 2010 LOS C HCM 2010 Signalized Intersection Summary Renton Top Golf 1: Logan Ave N & N 8th Ave Future (2020) With-Project Weekday PM Peak Hour Transpo Group Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 25 20 100 5 40 5 820 93 10 705 10 Future Volume (veh/h) 40 25 20 100 5 40 5 820 93 10 705 10 Number 5 2 12 1 6 16 3 8 18 7 4 14 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 0.87 1.00 0.94 1.00 0.95 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 Adj Sat Flow, veh/h/ln 1727 1727 1727 1881 1881 1900 1863 1863 1900 1845 1845 1900 Adj Flow Rate, veh/h 42 26 0 105 5 42 5 863 98 11 742 11 Adj No. of Lanes 1 2 1 1 2 0 1 1 0 1 1 0 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, % 10 10 10 1 1 1 2 2 2 3 3 3 Cap, veh/h 54 482 215 132 336 260 11 900 102 23 1011 15 Arrive On Green 0.03 0.15 0.00 0.07 0.19 0.19 0.01 0.55 0.55 0.01 0.56 0.56 Sat Flow, veh/h 1645 3282 1468 1792 1787 1385 1774 1631 185 1757 1811 27 Grp Volume(v), veh/h 42 26 0 105 5 42 5 0 961 11 0 753 Grp Sat Flow(s),veh/h/ln 1645 1641 1468 1792 1787 1385 1774 0 1817 1757 0 1838 Q Serve(g_s), s 2.8 0.7 0.0 6.3 0.3 2.8 0.3 0.0 55.4 0.7 0.0 33.7 Cycle Q Clear(g_c), s 2.8 0.7 0.0 6.3 0.3 2.8 0.3 0.0 55.4 0.7 0.0 33.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.10 1.00 0.01 Lane Grp Cap(c), veh/h 54 482 215 132 336 260 11 0 1002 23 0 1026 V/C Ratio(X) 0.78 0.05 0.00 0.79 0.01 0.16 0.44 0.00 0.96 0.48 0.00 0.73 Avail Cap(c_a), veh/h 241 659 295 262 359 278 260 0 1002 257 0 1026 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.94 0.94 0.94 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 52.8 40.4 0.0 50.1 36.4 37.4 54.4 0.0 23.5 53.9 0.0 18.2 Incr Delay (d2), s/veh 20.8 0.0 0.0 9.6 0.0 0.3 24.2 0.0 20.0 15.0 0.0 4.6 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 1.6 0.3 0.0 3.5 0.1 1.1 0.2 0.0 33.1 0.4 0.0 18.3 LnGrp Delay(d),s/veh 73.6 40.4 0.0 59.7 36.4 37.7 78.6 0.0 43.5 68.9 0.0 22.8 LnGrp LOS E D E D D E D E C Approach Vol, veh/h 68 152 966 764 Approach Delay, s/veh 60.9 52.9 43.7 23.5 Approach LOS E D D C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.0 22.0 6.6 67.3 9.5 26.6 7.3 66.6 Change Period (Y+Rc), s * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 * 5.9 Max Green Setting (Gmax), s * 16 * 22 * 16 * 32 * 16 * 22 * 16 * 32 Max Q Clear Time (g_c+I1), s 8.3 2.7 2.3 35.7 4.8 4.8 2.7 57.4 Green Ext Time (p_c), s 0.1 0.3 0.0 0.0 0.0 0.3 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 37.1 HCM 2010 LOS D Notes HCM 2010 Signalized Intersection Summary Renton Top Golf 2: Park Ave N & N 8th Ave Future (2020) With-Project Weekday PM Peak Hour Transpo Group Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 45 28 145 100 45 15 400 55 70 290 40 Future Volume (veh/h) 50 45 28 145 100 45 15 400 55 70 290 40 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.83 0.88 0.92 0.84 1.00 0.95 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1900 1900 1900 1900 1863 1863 1900 1845 1845 1900 Adj Flow Rate, veh/h 53 48 30 154 106 48 16 426 59 74 309 43 Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 4 4 4 0 0 0 2 2 2 3 3 3 Cap, veh/h 265 260 139 360 419 169 32 1647 226 95 1746 240 Arrive On Green 0.04 0.13 0.13 0.09 0.18 0.18 0.02 0.53 0.53 0.05 0.57 0.57 Sat Flow, veh/h 1740 2077 1109 1810 2370 958 1774 3105 427 1757 3081 424 Grp Volume(v), veh/h 53 39 39 154 78 76 16 241 244 74 174 178 Grp Sat Flow(s),veh/h/ln1740 1736 1450 1810 1805 1523 1774 1770 1762 1757 1752 1752 Q Serve(g_s), s 2.6 2.0 2.4 7.1 3.7 4.3 0.9 7.4 7.5 4.2 4.8 4.9 Cycle Q Clear(g_c), s 2.6 2.0 2.4 7.1 3.7 4.3 0.9 7.4 7.5 4.2 4.8 4.9 Prop In Lane 1.00 0.76 1.00 0.63 1.00 0.24 1.00 0.24 Lane Grp Cap(c), veh/h 265 217 182 360 319 269 32 939 935 95 993 993 V/C Ratio(X) 0.20 0.18 0.22 0.43 0.24 0.28 0.50 0.26 0.26 0.78 0.18 0.18 Avail Cap(c_a), veh/h 372 347 290 378 361 305 177 939 935 264 993 993 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 36.1 39.1 39.3 32.1 35.4 35.7 48.7 12.8 12.8 46.7 10.4 10.4 Incr Delay (d2), s/veh 0.1 0.1 0.2 0.3 0.1 0.2 4.5 0.7 0.7 5.1 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.3 1.0 1.0 3.6 1.9 1.8 0.5 3.8 3.8 2.1 2.4 2.5 LnGrp Delay(d),s/veh 36.2 39.3 39.5 32.4 35.6 35.9 53.2 13.4 13.5 51.8 10.8 10.8 LnGrp LOS D D D C D D D B B D B B Approach Vol, veh/h 131 308 501 426 Approach Delay, s/veh 38.1 34.0 14.7 17.9 Approach LOS D C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.0 17.5 6.8 61.7 8.9 22.7 10.4 58.1 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), s10.0 20.0 10.0 40.0 10.0 20.0 15.0 35.0 Max Q Clear Time (g_c+I1), s9.1 4.4 2.9 6.9 4.6 6.3 6.2 9.5 Green Ext Time (p_c), s 0.0 0.8 0.0 5.8 0.0 0.7 0.0 5.5 Intersection Summary HCM 2010 Ctrl Delay 22.3 HCM 2010 LOS C HCM 2010 TWSC Renton Top Golf 3: Logan Ave N & North Site Access Future (2020) With-Project Weekday PM Peak Hour Transpo Group Synchro 9 Report Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 9 909 5 0 830 Future Vol, veh/h 0 9 909 5 0 830 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 10 988 5 0 902 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 991 0 0 - - Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.23 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.319 - - - - Pot Cap-1 Maneuver 0 298 - - 0 - Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 298 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach WB NB SB HCM Control Delay, s 17.5 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h) - - 298 - HCM Lane V/C Ratio - - 0.033 - HCM Control Delay (s) - - 17.5 - HCM Lane LOS - - C - HCM 95th %tile Q(veh) - - 0.1 - HCM 2010 TWSC Renton Top Golf 4: Logan Ave N & South Site Access Future (2020) With-Project Weekday PM Peak Hour Transpo Group Synchro 9 Report Intersection Int Delay, s/veh 2.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 43 34 880 60 35 795 Future Vol, veh/h 43 34 880 60 35 795 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 - - - 25 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 47 37 957 65 38 864 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1497 989 0 0 1022 0 Stage 1 989 - - - - - Stage 2 508 - - - - - Critical Hdwy 6.63 6.23 - - 4.13 - Critical Hdwy Stg 1 5.43 - - - - - Critical Hdwy Stg 2 5.83 - - - - - Follow-up Hdwy 3.519 3.319 - - 2.219 - Pot Cap-1 Maneuver 124 299 - - 677 - Stage 1 359 - - - - - Stage 2 570 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 117 299 - - 677 - Mov Cap-2 Maneuver 117 - - - - - Stage 1 359 - - - - - Stage 2 538 - - - - - Approach WB NB SB HCM Control Delay, s 49.9 0 0.4 HCM LOS E Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 160 677 - HCM Lane V/C Ratio - - 0.523 0.056 - HCM Control Delay (s) - - 49.9 10.6 - HCM Lane LOS - - E B - HCM 95th %tile Q(veh) - - 2.6 0.2 - Appendix D: Trip Generation Studies Renton Top Golf Weekday PM Peak Hour Trip Generation Completed Studies - Canton Top Golf TIA and Scottsdale Top Golf Trip GenerationTop Golf LocationNumber of BaysInbound VehiclesInbound RateOutbound VehiclesOutbound RateTotal VehiclesTotal Trip Rate (trip/bay)Miami Gardens, FL1021301.27790.772092.05Edison, NJ102880.86730.721611.58Virginia Beach, VA102910.891010.991921.88Scottsdale, AZ102910.89920.901831.79Average0.980.851.83Weighted Average100.000.9886.250.85186.251.83Percent In54%Percent Out46%Renton Top Golf Trip GenNumber of BaysInbound VehiclesInbound RateOutbound VehiclesOutbound RateTotal VehiclesTotal Trip Rate (trip/bay)Weekday PM Peak Hour1021000.98860.851861.82Weekday PM Peak Hour (Weighted Avg Rate) 102 100 86 186 1.83 Renton TopGolf Development Land UseIntensity Units Rate Total Rate % Inbound Inbound Outbound Total Rate % Inbound Inbound Outbound TotalProposedTopGolf Facility102 bays- - 100 86 186Net New Trips000010086186Not evaluated for AM Peak HourNot evaluated for Daily tripsWeekday Daily Weekday AM Peak Hour Weekday PM Peak HourTrip Generation, ITE 10th Edition