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RS_TopGolf_Renton_TIA_190701_v2
Traffic Impact Analysis RENTON TOPGOLF Prepared for: Arco Murray July 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 July 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 ............................................................................................................... 18 Transportation Impact Fees ................................................................................................. 18 Findings and Recommendations ......................................................................................... 19 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 Peak Hour Traffic Volumes ................................. 9 Figure 6. Weekday 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 July 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; however, the Renton TopGolf facility may operate on a 24-hour basis. Based on the unique operating hours for this facility and through coordination with the City, the analysis for the TopGolf development focuses on both the weekday AM and PM peak hours. 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 July 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 July 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 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 June 2019 and March 2019, respectively. Detailed intersection traffic counts are provided in Appendix A. Figure 4 illustrates the existing weekday 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 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 peak hour traffic volumes at off-site study intersections. Existing Weekday Peak Hour Traffic Volumes Renton TopGolf FIGURE 4 Jun 26, 2019 - 3:27pm 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 (5) 40 (20) 25 (15) 20 (20) 5 765 (630) (100) 80 (50) 95 (15) 5 (20) 40 (10) 10 (530) 650 (40) 10 (20) 50 (95) 45 (15) 15 (15) 15 390 (395) (180) 55 (50) 110 (60) 95 (30) 45 (25) 70 (140) 270 (10) 40 Park Ave N N 8th Ave12 X Study Intersection (X) Weekday AM Peak Hour Traffic Volumes LEGEND X Weekday PM Peak Hour Traffic Volumes Future (2020) Without-Project Weekday Peak Hour Traffic Volumes Renton TopGolf FIGURE 5 Jun 26, 2019 - 3:28pm 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 (5) 40 (20) 25 (15) 20 (20) 5 790 (650) (105) 80 (50) 100 (15) 5 (20) 40 (10) 10 (545) 670 (40) 10 (20) 50 (100) 45 (15) 15 (15) 15 400 (405) (185) 55 (50) 115 (60) 100 (30) 45 (25) 70 (145) 280 (10) 40 Park Ave N N 8th Ave12 X Study Intersection (X) Weekday AM Peak Hour Traffic Volumes LEGEND X Weekday PM Peak Hour Traffic Volumes Traffic Impact Analysis Renton TopGolf July 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 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 AM Peak Hour 1. Logan Avenue N/N 8th Street E B 19 - B 19 - 2. Park Avenue N/N 8th Street D B 19 - B 19 - PM Peak Hour 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 July 2019 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, 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 July 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. PM peak hour 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. AM peak hour trip generation rates are based on one facility in Arizona as AM peak hour data is not available for the other existing TopGolf facilities. 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 AM Peak Hour PM Peak Hour TopGolf Location Size Inbound Vehicles Outbound Vehicles Total Trip Rate (trips/bay) Inbound Vehicles Outbound Vehicles Total Trip Rate (trips/bay) Miami Gardens, Florida 102 bays No data available 130 79 209 2.05 Edison, New Jersey 102 bays No data available 88 73 161 1.58 Virginia Beach, Virginia 102 bays No data available 91 101 192 1.88 Scottsdale, Arizona 102 bays 28 4 32 0.31 91 92 183 1.79 Weighted Average 28 4 32 0.31 100 86 186 1.83 As shown in Table 4, trip rates based on existing TopGolf sites are 0.31 and 1.83 trips per bay for the AM and PM peak hours, respectively. The proposed Renton TopGolf facility including 102 golf bays is anticipated to generate 32 AM peak hour (28 inbound and 4 outbound) and 186 PM peak hour (100 inbound and 86 outbound) trips. Trip Distribution and Assignment Weekday AM and PM peak hour 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. Weekday Peak Hour Project Trip Distribution and Assignment Renton TopGolf FIGURE 6 Jun 26, 2019 - 3:30pm 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 (1) 5 (1) 21 (1) 35 (10) 4 (0) 9 (0) 4 (0) 9 (1) 4 (0) 4 (0) (7) 25 10 (3) 5 (1) 5 (2) (3) 10 31 (2) 30 (1) (10) 35 65 (18) (2) 40 (1) 16 N 3RD ST Weekday AM Peak Hour Project Trips(X) Traffic Impact Analysis Renton TopGolf July 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 AM Peak Hour 1. Logan Avenue N/N 8th Street 1,495 12 1,507 0.8% 2. Park Avenue N/N 8th Street 1,060 1 1,061 0.1% A. Logan Avenue N/North Access 1,385 13 1,398 0.9% B. Logan Avenue N/South Access 1,385 32 1,417 2.3% PM Peak Hour 1. Logan Avenue N/N 8th Street 1,795 81 1,876 4.5% 2. Park Avenue N/N 8th Street 1,230 16 1,246 1.3% A. Logan Avenue N/North Access 1,670 86 1,756 5.1% 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 during the weekday PM peak hour, and up to approximately 1 percent and 3 percent and the off-site study intersections and site accesses during the AM peak hour, respectively. Traffic volumes fluctuate day-to-day and the anticipated increase falls within a range of typical traffic volumes. Future (2020) With-Project Weekday Peak Hour Traffic Volumes Renton TopGolf FIGURE 7 Jun 26, 2019 - 3:31pm 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 (5) 40 (20) 25 (15) 20 (20) 5 820 (651) (106) 96 (50) 100 (15) 5 (20) 40 (10) 10 (555) 705 (40) 10 (20) 50 (100) 45 (16) 31 (15) 15 400 (405) (185) 55 (50) 115 (60) 100 (30) 45 (25) 70 (145) 280 (10) 40 Park Ave N N 8th Ave12 Logan Ave N Site Access (North) (777) (1) 5 9 (620) 830 Logan Ave N Site Access (South) (776) (17) 60 (2) 40 (2) 37 (10) 35 (610) 795 3 4 912 880 X X Study Intersection Site Access X Weekday PM Peak Hour Traffic Volumes LEGENDBA (X) Weekday AM Peak Hour Traffic Volumes Traffic Impact Analysis Renton TopGolf July 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 AM Peak Hour 1. Logan Avenue N/N 8th Street E B 19 - B 19 - 2. Park Avenue N/N 8th Street D B 19 - B 19 - A. Logan Avenue N/North Access E - - - A 0 WB B. Logan Avenue N/South Access E - - - C 20 WB PM Peak Hour 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 47 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 during both AM and PM peak hours, 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 the PM peak hour and approximately 1 second of less during the AM 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 AM and PM peak hours. The operational analysis was consistent with the methodology described above. LOS worksheets are included in Appendix C. Traffic Impact Analysis Renton TopGolf July 2019 17 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 during the PM peak hour. The north and south site accesses are anticipated to operate at LOS A and LOS C, respectively, under with-project conditions during the AM peak hour. 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 1 vehicle and 3 vehicles during the weekday AM and PM peak hours, respectively. Traffic Impact Analysis Renton TopGolf July 2019 18 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 July 2019 19 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 32 AM peak hour (28 inbound and 4 outbound) and 186 PM peak hour (100 inbound and 86 outbound) trips. · 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 during the weekday PM peak hour, and up to approximately 1 percent and 3 percent and the off-site study intersections and site accesses during the AM peak hour, respectively. . Traffic volumes fluctuate day-to-day and the anticipated increase falls within a range of typical traffic volumes. · During the weekday PM peak hour, 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. During the weekday AM peak hour, both study intersections are anticipated to operate at LOS B with the addition of project traffic. · The site access driveways are forecast to operate at LOS E or better during the weekday PM peak hour and LOS C or better during the weekday AM peak hour, 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 Peak Hour:07:00 AM - 08:00 AM LOGAN AVE N LOGAN AVE NN 8TH STN 8TH ST (303) 216-2439 www.alltrafficdata.net Location:1 LOGAN AVE N & N 8TH ST AM Thursday, June 20, 2019Date: All Vehicles Pedestrians/Bicycles in Crosswalk Traffic Counts - All Vehicles Heavy Vehicles Peak Hour Traffic Counts - Heavy Vehicles and Pedestrians/Bicycles in Crosswalk4001122 17 48 15 19 6 580 657 87 130 749592 40 77 N S EW 0 0 529206291000N 8TH ST N 8TH STLOGAN AVE NLOGAN AVE N1,456 21 172760N S EW 116324 18 3 1248Interval Start Time RightLeft Thru Total Eastbound Westbound Northbound Southbound U-Turn Rolling HourRightLeft ThruU-Turn RightLeft ThruU-Turn RightLeft ThruU-Turn 7:00 AM 1,4560 4 4 0 13 5 0 7 155 0 3 118 3516 6 20 10 7:15 AM 1,4230 0 4 0 11 4 0 6 182 0 5 113 3702 5 23 15 7:30 AM 1,3990 1 6 0 12 5 0 5 157 0 1 138 3845 7 36 11 7:45 AM 1,3650 1 5 0 12 3 0 2 135 0 2 160 3512 4 21 4 8:00 AM 1,4110 1 2 0 10 4 0 5 158 0 0 102 3185 3 26 2 8:15 AM 0 1 2 0 7 3 0 5 181 0 0 115 3465 11 13 3 8:30 AM 0 3 5 0 6 5 0 7 158 0 3 123 3503 6 26 5 8:45 AM 0 2 2 0 15 0 0 5 181 0 4 155 3971 12 16 4 Count Total 0 13 30 0 86 29 0 42 1,307 0 18 1,024 2,86729 54 181 54 Peak Hour 0 6 19 0 48 17 0 20 629 0 11 529 1,45615 22 100 40 HV% PHF 0.71 0.91 0.89 0.87 50.0% 12.6% 4.7% 4.7% 6.4% 0.95 EB WB NB SB All 2021 1 9 5 14 1 27 35 11 18 3537 20 3 N S EW 0 0 2303320Heavy VehiclesInterval Start Time EB NB TotalWB SB 7:00 AM 5 5 5 5 20 7:15 AM 4 13 1 5 23 7:30 AM 6 10 4 6 26 7:45 AM 5 7 1 11 24 8:00 AM 3 8 1 3 15 8:15 AM 2 13 1 4 20 8:30 AM 0 12 2 8 22 8:45 AM 0 9 3 5 17 Count Total 25 77 18 47 167 Peak Hour 20 35 11 27 93 Pedestrians/Bicycles on CrosswalkInterval Start Time EB NB TotalWB SB 7:00 AM 15 7 2 3 27 7:15 AM 18 6 3 4 31 7:30 AM 9 2 5 9 25 7:45 AM 18 12 7 5 42 8:00 AM 13 4 1 3 21 8:15 AM 8 6 5 5 24 8:30 AM 7 2 3 2 14 8:45 AM 9 7 4 2 22 Count Total 97 46 30 33 206 Peak Hour 60 27 17 21 125 Peak Hour:07:15 AM - 08:15 AM PARK AVE N PARK AVE NN 8TH AVEN 8TH AVE (303) 216-2439 www.alltrafficdata.net Location:2 PARK AVE N & N 8TH AVE AM Thursday, June 20, 2019Date: All Vehicles Pedestrians/Bicycles in Crosswalk Traffic Counts - All Vehicles Heavy Vehicles Peak Hour Traffic Counts - Heavy Vehicles and Pedestrians/Bicycles in Crosswalk912232 59 51 13 97 20 174 449 142 299 590206 130 82 N S EW 0 0 142143961800N 8TH AVE N 8TH AVEPARK AVE NPARK AVE N1,036 5 311610N S EW 29279 5 0 19Interval Start Time RightLeft Thru Total Eastbound Westbound Northbound Southbound U-Turn Rolling HourRightLeft ThruU-Turn RightLeft ThruU-Turn RightLeft ThruU-Turn 7:00 AM 1,0160 5 16 0 9 21 0 2 74 0 3 40 2163 4 39 0 7:15 AM 1,0360 3 26 0 9 17 0 2 133 0 4 28 2763 4 45 2 7:30 AM 1,0090 7 30 0 11 14 0 7 77 0 4 43 2595 7 51 3 7:45 AM 9670 6 19 0 14 13 0 4 103 1 5 39 2651 8 50 2 8:00 AM 9680 4 22 0 17 15 0 1 83 0 9 32 2364 13 34 2 8:15 AM 0 3 11 0 5 17 0 4 117 1 1 31 2491 6 51 1 8:30 AM 0 13 21 0 5 14 0 1 72 0 6 32 2173 9 41 0 8:45 AM 0 5 13 0 12 19 0 9 111 0 9 29 2665 8 45 1 Count Total 0 46 158 0 82 130 0 30 770 2 41 274 1,98425 59 356 11 Peak Hour 0 20 97 0 51 59 0 14 396 1 22 142 1,03613 32 180 9 HV% PHF 0.77 0.79 0.82 0.87 13.8% 6.3% 6.4% 5.7% 7.2% 0.94 EB WB NB SB All 0002 7 0 6 12 0 10 37 9 15 3816 18 7 N S EW 0 0 1003530Heavy VehiclesInterval Start Time EB NB TotalWB SB 7:00 AM 3 5 6 3 17 7:15 AM 5 14 2 4 25 7:30 AM 6 4 4 2 16 7:45 AM 2 12 1 1 16 8:00 AM 5 8 2 3 18 8:15 AM 1 10 3 4 18 8:30 AM 3 2 1 1 7 8:45 AM 1 8 3 4 16 Count Total 26 63 22 22 133 Peak Hour 18 38 9 10 75 Pedestrians/Bicycles on CrosswalkInterval Start Time EB NB TotalWB SB 7:00 AM 5 8 4 2 19 7:15 AM 6 8 7 0 21 7:30 AM 0 1 9 0 10 7:45 AM 1 2 6 2 11 8:00 AM 3 5 9 3 20 8:15 AM 2 3 10 0 15 8:30 AM 0 1 11 1 13 8:45 AM 3 2 4 0 9 Count Total 20 30 60 8 118 Peak Hour 10 16 31 5 62 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 AM 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) 5 20 15 50 15 20 20 630 100 10 530 40 Future Volume (veh/h) 5 20 15 50 15 20 20 630 100 10 530 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) 1.00 1.00 1.00 0.88 1.00 0.97 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 1267 1267 1267 1681 1681 1900 1810 1810 1900 1810 1810 1900 Adj Flow Rate, veh/h 5 21 0 53 16 21 21 663 105 11 558 42 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, % 50 50 50 13 13 13 5 5 5 5 5 5 Cap, veh/h 8 192 86 66 183 144 37 989 157 22 1066 80 Arrive On Green 0.01 0.08 0.00 0.04 0.11 0.11 0.02 0.65 0.65 0.01 0.64 0.64 Sat Flow, veh/h 1206 2407 1077 1601 1597 1261 1723 1519 240 1723 1658 125 Grp Volume(v), veh/h 5 21 0 53 16 21 21 0 768 11 0 600 Grp Sat Flow(s),veh/h/ln 1206 1203 1077 1601 1597 1261 1723 0 1759 1723 0 1783 Q Serve(g_s), s 0.5 0.9 0.0 3.6 1.0 1.6 1.3 0.0 29.7 0.7 0.0 19.9 Cycle Q Clear(g_c), s 0.5 0.9 0.0 3.6 1.0 1.6 1.3 0.0 29.7 0.7 0.0 19.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.14 1.00 0.07 Lane Grp Cap(c), veh/h 8 192 86 66 183 144 37 0 1146 22 0 1146 V/C Ratio(X) 0.64 0.11 0.00 0.80 0.09 0.15 0.57 0.00 0.67 0.49 0.00 0.52 Avail Cap(c_a), veh/h 177 484 216 234 321 253 252 0 1146 252 0 1146 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 0.99 0.99 0.99 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 54.5 47.0 0.0 52.3 43.6 43.8 53.3 0.0 11.9 53.9 0.0 10.6 Incr Delay (d2), s/veh 64.5 0.2 0.0 19.2 0.2 0.5 12.8 0.0 3.1 15.8 0.0 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.3 0.0 2.0 0.4 0.6 0.8 0.0 15.3 0.4 0.0 10.2 LnGrp Delay(d),s/veh 119.0 47.2 0.0 71.5 43.8 44.3 66.1 0.0 15.0 69.7 0.0 12.3 LnGrp LOS F D E D D E B E B Approach Vol, veh/h 26 90 789 611 Approach Delay, s/veh 61.0 60.2 16.3 13.3 Approach LOS E E 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 10.4 14.7 8.3 76.6 6.6 18.5 7.3 77.6 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 5.6 2.9 3.3 21.9 2.5 3.6 2.7 31.7 Green Ext Time (p_c), s 0.1 0.2 0.0 6.4 0.0 0.2 0.0 0.3 Intersection Summary HCM 2010 Ctrl Delay 18.5 HCM 2010 LOS B Notes HCM 2010 Signalized Intersection Summary Renton Top Golf 2: Park Ave N & N 8th Ave Existing Weekday AM 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) 20 95 15 50 60 30 15 395 180 25 140 10 Future Volume (veh/h) 20 95 15 50 60 30 15 395 180 25 140 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) 0.96 0.95 0.96 0.95 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 Adj Sat Flow, veh/h/ln 1667 1667 1900 1792 1792 1900 1792 1792 1900 1792 1792 1900 Adj Flow Rate, veh/h 21 101 16 53 64 32 16 420 191 27 149 11 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, % 14 14 14 6 6 6 6 6 6 6 6 6 Cap, veh/h 191 241 37 199 234 107 31 1471 661 45 2106 154 Arrive On Green 0.02 0.09 0.09 0.04 0.10 0.10 0.02 0.65 0.65 0.03 0.66 0.66 Sat Flow, veh/h 1587 2727 420 1707 2233 1024 1707 2275 1023 1707 3215 235 Grp Volume(v), veh/h 21 57 60 53 47 49 16 313 298 27 78 82 Grp Sat Flow(s),veh/h/ln 1587 1583 1564 1707 1703 1554 1707 1703 1594 1707 1703 1747 Q Serve(g_s), s 1.2 3.4 3.6 2.8 2.6 2.9 0.9 8.0 8.1 1.6 1.7 1.7 Cycle Q Clear(g_c), s 1.2 3.4 3.6 2.8 2.6 2.9 0.9 8.0 8.1 1.6 1.7 1.7 Prop In Lane 1.00 0.27 1.00 0.66 1.00 0.64 1.00 0.13 Lane Grp Cap(c), veh/h 191 140 138 199 179 163 31 1101 1031 45 1116 1144 V/C Ratio(X) 0.11 0.41 0.43 0.27 0.27 0.30 0.52 0.28 0.29 0.60 0.07 0.07 Avail Cap(c_a), veh/h 315 317 313 304 341 311 171 1101 1031 256 1116 1144 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 40.1 43.1 43.2 39.4 41.2 41.4 48.7 7.6 7.7 48.2 6.2 6.2 Incr Delay (d2), s/veh 0.1 0.7 0.8 0.3 0.3 0.4 5.0 0.6 0.7 4.7 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 1.5 1.6 1.3 1.2 1.3 0.5 3.9 3.8 0.8 0.8 0.9 LnGrp Delay(d),s/veh 40.2 43.8 44.0 39.7 41.5 41.7 53.7 8.3 8.4 52.8 6.4 6.4 LnGrp LOS D D D D D D D A A D A A Approach Vol, veh/h 138 149 627 187 Approach Delay, s/veh 43.3 40.9 9.5 13.1 Approach LOS D D A 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 8.9 13.8 6.8 70.5 7.2 15.5 7.6 69.7 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 10.0 20.0 10.0 40.0 10.0 20.0 15.0 35.0 Max Q Clear Time (g_c+I1), s 4.8 5.6 2.9 3.7 3.2 4.9 3.6 10.1 Green Ext Time (p_c), s 0.0 0.6 0.0 5.6 0.0 0.7 0.0 5.2 Intersection Summary HCM 2010 Ctrl Delay 18.6 HCM 2010 LOS B 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 AM 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) 5 20 15 50 15 20 20 650 105 10 545 40 Future Volume (veh/h) 5 20 15 50 15 20 20 650 105 10 545 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) 1.00 1.00 1.00 0.88 1.00 0.97 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 1267 1267 1267 1681 1681 1900 1810 1810 1900 1810 1810 1900 Adj Flow Rate, veh/h 5 21 0 53 16 21 21 684 111 11 574 42 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, % 50 50 50 13 13 13 5 5 5 5 5 5 Cap, veh/h 8 192 86 66 183 144 37 985 160 22 1069 78 Arrive On Green 0.01 0.08 0.00 0.04 0.11 0.11 0.02 0.65 0.65 0.01 0.64 0.64 Sat Flow, veh/h 1206 2407 1077 1601 1597 1261 1723 1513 245 1723 1662 122 Grp Volume(v), veh/h 5 21 0 53 16 21 21 0 795 11 0 616 Grp Sat Flow(s),veh/h/ln 1206 1203 1077 1601 1597 1261 1723 0 1758 1723 0 1784 Q Serve(g_s), s 0.5 0.9 0.0 3.6 1.0 1.6 1.3 0.0 31.7 0.7 0.0 20.7 Cycle Q Clear(g_c), s 0.5 0.9 0.0 3.6 1.0 1.6 1.3 0.0 31.7 0.7 0.0 20.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.14 1.00 0.07 Lane Grp Cap(c), veh/h 8 192 86 66 183 144 37 0 1145 22 0 1147 V/C Ratio(X) 0.64 0.11 0.00 0.80 0.09 0.15 0.57 0.00 0.69 0.49 0.00 0.54 Avail Cap(c_a), veh/h 177 484 216 234 321 253 252 0 1145 252 0 1147 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 0.99 0.99 0.99 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 54.5 47.0 0.0 52.3 43.6 43.8 53.3 0.0 12.2 53.9 0.0 10.7 Incr Delay (d2), s/veh 64.5 0.2 0.0 19.2 0.2 0.5 12.8 0.0 3.5 15.8 0.0 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.3 0.0 2.0 0.4 0.6 0.8 0.0 16.3 0.4 0.0 10.7 LnGrp Delay(d),s/veh 119.0 47.2 0.0 71.5 43.8 44.3 66.1 0.0 15.7 69.7 0.0 12.5 LnGrp LOS F D E D D E B E B Approach Vol, veh/h 26 90 816 627 Approach Delay, s/veh 61.0 60.2 17.0 13.5 Approach LOS E E 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 10.4 14.7 8.3 76.6 6.6 18.5 7.3 77.6 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 5.6 2.9 3.3 22.7 2.5 3.6 2.7 33.7 Green Ext Time (p_c), s 0.1 0.2 0.0 6.2 0.0 0.2 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 18.8 HCM 2010 LOS B Notes HCM 2010 Signalized Intersection Summary Renton Top Golf 2: Park Ave N & N 8th Ave Future (2020) Without-Project Weekday AM 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) 20 100 15 50 60 30 15 405 185 25 145 10 Future Volume (veh/h) 20 100 15 50 60 30 15 405 185 25 145 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) 0.96 0.95 0.96 0.95 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 Adj Sat Flow, veh/h/ln 1667 1667 1900 1792 1792 1900 1792 1792 1900 1792 1792 1900 Adj Flow Rate, veh/h 21 106 16 53 64 32 16 431 197 27 154 11 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, % 14 14 14 6 6 6 6 6 6 6 6 6 Cap, veh/h 193 247 36 199 237 109 31 1464 662 45 2107 149 Arrive On Green 0.02 0.09 0.09 0.04 0.11 0.11 0.02 0.65 0.65 0.03 0.65 0.65 Sat Flow, veh/h 1587 2748 404 1707 2233 1025 1707 2270 1027 1707 3223 228 Grp Volume(v), veh/h 21 60 62 53 47 49 16 322 306 27 81 84 Grp Sat Flow(s),veh/h/ln 1587 1583 1569 1707 1703 1555 1707 1703 1594 1707 1703 1748 Q Serve(g_s), s 1.2 3.6 3.8 2.8 2.6 2.9 0.9 8.3 8.4 1.6 1.7 1.8 Cycle Q Clear(g_c), s 1.2 3.6 3.8 2.8 2.6 2.9 0.9 8.3 8.4 1.6 1.7 1.8 Prop In Lane 1.00 0.26 1.00 0.66 1.00 0.64 1.00 0.13 Lane Grp Cap(c), veh/h 193 142 141 199 181 165 31 1099 1028 45 1113 1143 V/C Ratio(X) 0.11 0.42 0.44 0.27 0.26 0.29 0.52 0.29 0.30 0.60 0.07 0.07 Avail Cap(c_a), veh/h 317 317 314 304 341 311 171 1099 1028 256 1113 1143 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 40.0 43.0 43.1 39.3 41.1 41.2 48.7 7.8 7.8 48.2 6.3 6.3 Incr Delay (d2), s/veh 0.1 0.7 0.8 0.3 0.3 0.4 5.0 0.7 0.7 4.7 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 1.6 1.7 1.3 1.2 1.3 0.5 4.1 3.9 0.8 0.8 0.9 LnGrp Delay(d),s/veh 40.1 43.8 43.9 39.5 41.4 41.6 53.7 8.4 8.5 52.8 6.4 6.4 LnGrp LOS D D D D D D D A A D A A Approach Vol, veh/h 143 149 644 192 Approach Delay, s/veh 43.3 40.8 9.6 13.0 Approach LOS D D A 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 8.9 14.0 6.8 70.4 7.2 15.6 7.6 69.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 10.0 20.0 10.0 40.0 10.0 20.0 15.0 35.0 Max Q Clear Time (g_c+I1), s 4.8 5.8 2.9 3.8 3.2 4.9 3.6 10.4 Green Ext Time (p_c), s 0.0 0.7 0.0 5.7 0.0 0.7 0.0 5.3 Intersection Summary HCM 2010 Ctrl Delay 18.6 HCM 2010 LOS B 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 AM Peak Hour Future (2020) With-Project Weekday AM Peak Hour Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 20 15 50 15 20 20 651 106 10 555 40 Future Volume (veh/h) 5 20 15 50 15 20 20 651 106 10 555 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) 1.00 1.00 1.00 0.88 1.00 0.97 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 1267 1267 1267 1681 1681 1900 1810 1810 1900 1810 1810 1900 Adj Flow Rate, veh/h 5 21 0 53 16 21 21 685 112 11 584 42 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, % 50 50 50 13 13 13 5 5 5 5 5 5 Cap, veh/h 8 192 86 66 183 144 37 984 161 22 1070 77 Arrive On Green 0.01 0.08 0.00 0.04 0.11 0.11 0.02 0.65 0.65 0.01 0.64 0.64 Sat Flow, veh/h 1206 2407 1077 1601 1597 1261 1723 1511 247 1723 1665 120 Grp Volume(v), veh/h 5 21 0 53 16 21 21 0 797 11 0 626 Grp Sat Flow(s),veh/h/ln 1206 1203 1077 1601 1597 1261 1723 0 1758 1723 0 1784 Q Serve(g_s), s 0.5 0.9 0.0 3.6 1.0 1.6 1.3 0.0 31.8 0.7 0.0 21.2 Cycle Q Clear(g_c), s 0.5 0.9 0.0 3.6 1.0 1.6 1.3 0.0 31.8 0.7 0.0 21.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.14 1.00 0.07 Lane Grp Cap(c), veh/h 8 192 86 66 183 144 37 0 1145 22 0 1147 V/C Ratio(X) 0.64 0.11 0.00 0.80 0.09 0.15 0.57 0.00 0.70 0.49 0.00 0.55 Avail Cap(c_a), veh/h 177 484 216 234 321 253 252 0 1145 252 0 1147 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 0.99 0.99 0.99 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 54.5 47.0 0.0 52.3 43.6 43.8 53.3 0.0 12.2 53.9 0.0 10.8 Incr Delay (d2), s/veh 64.5 0.2 0.0 19.2 0.2 0.5 12.8 0.0 3.5 15.8 0.0 1.9 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 0.3 0.3 0.0 2.0 0.4 0.6 0.8 0.0 16.4 0.4 0.0 10.9 LnGrp Delay(d),s/veh 119.0 47.2 0.0 71.5 43.8 44.3 66.1 0.0 15.7 69.7 0.0 12.7 LnGrp LOS F D E D D E B E B Approach Vol, veh/h 26 90 818 637 Approach Delay, s/veh 61.0 60.2 17.0 13.7 Approach LOS E E 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 10.4 14.7 8.3 76.6 6.6 18.5 7.3 77.6 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 5.6 2.9 3.3 23.2 2.5 3.6 2.7 33.8 Green Ext Time (p_c), s 0.1 0.2 0.0 6.0 0.0 0.2 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 18.9 HCM 2010 LOS B Notes HCM 2010 Signalized Intersection Summary Renton Top Golf 2: Park Ave N & N 8th Ave Future (2020) With-Project Weekday AM Peak Hour Future (2020) With-Project Weekday AM Peak Hour Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 20 100 16 50 60 30 15 405 185 25 145 10 Future Volume (veh/h) 20 100 16 50 60 30 15 405 185 25 145 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) 0.96 0.95 0.96 0.96 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 Adj Sat Flow, veh/h/ln 1667 1667 1900 1792 1792 1900 1792 1792 1900 1792 1792 1900 Adj Flow Rate, veh/h 21 106 17 53 64 32 16 431 197 27 154 11 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, % 14 14 14 6 6 6 6 6 6 6 6 6 Cap, veh/h 193 246 38 199 238 109 31 1464 662 45 2105 149 Arrive On Green 0.02 0.09 0.09 0.04 0.11 0.11 0.02 0.64 0.64 0.03 0.65 0.65 Sat Flow, veh/h 1587 2722 425 1707 2233 1025 1707 2270 1027 1707 3223 228 Grp Volume(v), veh/h 21 60 63 53 47 49 16 322 306 27 81 84 Grp Sat Flow(s),veh/h/ln1587 1583 1564 1707 1703 1555 1707 1703 1594 1707 1703 1748 Q Serve(g_s), s 1.2 3.6 3.8 2.8 2.6 2.9 0.9 8.3 8.4 1.6 1.7 1.8 Cycle Q Clear(g_c), s 1.2 3.6 3.8 2.8 2.6 2.9 0.9 8.3 8.4 1.6 1.7 1.8 Prop In Lane 1.00 0.27 1.00 0.66 1.00 0.64 1.00 0.13 Lane Grp Cap(c), veh/h 193 143 141 199 182 166 31 1098 1028 45 1112 1142 V/C Ratio(X) 0.11 0.42 0.44 0.27 0.26 0.29 0.52 0.29 0.30 0.60 0.07 0.07 Avail Cap(c_a), veh/h 317 317 313 304 341 311 171 1098 1028 256 1112 1142 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 39.9 43.0 43.1 39.2 41.0 41.2 48.7 7.8 7.8 48.2 6.3 6.3 Incr Delay (d2), s/veh 0.1 0.7 0.8 0.3 0.3 0.4 5.0 0.7 0.7 4.7 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/ln0.5 1.6 1.7 1.3 1.2 1.3 0.5 4.1 3.9 0.8 0.8 0.9 LnGrp Delay(d),s/veh 40.0 43.8 43.9 39.5 41.3 41.5 53.7 8.5 8.5 52.8 6.4 6.4 LnGrp LOS D D D D D D D A A D A A Approach Vol, veh/h 144 149 644 192 Approach Delay, s/veh 43.3 40.7 9.6 13.0 Approach LOS D D A 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), s8.9 14.0 6.8 70.3 7.2 15.7 7.6 69.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s10.0 20.0 10.0 40.0 10.0 20.0 15.0 35.0 Max Q Clear Time (g_c+I1), s4.8 5.8 2.9 3.8 3.2 4.9 3.6 10.4 Green Ext Time (p_c), s 0.0 0.7 0.0 5.7 0.0 0.7 0.0 5.3 Intersection Summary HCM 2010 Ctrl Delay 18.6 HCM 2010 LOS B HCM 2010 TWSC Renton Top Golf 3: Logan Ave N & North Site Access Future (2020) With-Project Weekday AM Peak Hour Future (2020) With-Project Weekday AM Peak Hour Synchro 9 Report Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 777 1 0 620 Future Vol, veh/h 0 0 777 1 0 620 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 0 845 1 0 674 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 845 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 0 362 - - 0 - Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 362 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach WB NB SB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h) - - - - HCM Lane V/C Ratio - - - - HCM Control Delay (s) - - 0 - HCM Lane LOS - - A - HCM 95th %tile Q(veh) - - - - HCM 2010 TWSC Renton Top Golf 4: Logan Ave N & South Site Access Future (2020) With-Project Weekday AM Peak Hour Future (2020) With-Project Weekday AM Peak Hour Synchro 9 Report Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 2 2 776 17 10 610 Future Vol, veh/h 2 2 776 17 10 610 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 2 2 843 18 11 663 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1206 853 0 0 862 0 Stage 1 853 - - - - - Stage 2 353 - - - - - 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 189 358 - - 778 - Stage 1 417 - - - - - Stage 2 683 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 186 358 - - 778 - Mov Cap-2 Maneuver 186 - - - - - Stage 1 417 - - - - - Stage 2 673 - - - - - Approach WB NB SB HCM Control Delay, s 20 0 0.2 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 245 778 - HCM Lane V/C Ratio - - 0.018 0.014 - HCM Control Delay (s) - - 20 9.7 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.1 0 - 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 96 10 705 10 Future Volume (veh/h) 40 25 20 100 5 40 5 820 96 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 5 863 101 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 11 897 105 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 1625 190 1757 1811 27 Grp Volume(v), veh/h 42 26 0 105 5 42 5 0 964 11 0 753 Grp Sat Flow(s),veh/h/ln 1645 1641 1468 1792 1787 1385 1774 0 1815 1757 0 1838 Q Serve(g_s), s 2.8 0.7 0.0 6.3 0.3 2.8 0.3 0.0 55.8 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 55.8 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 0.92 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 50.1 36.4 37.4 54.4 0.0 23.6 53.9 0.0 18.2 Incr Delay (d2), s/veh 20.8 0.0 0.0 9.4 0.0 0.3 24.2 0.0 20.7 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 33.6 0.4 0.0 18.3 LnGrp Delay(d),s/veh 73.6 40.4 0.0 59.5 36.4 37.7 78.6 0.0 44.2 68.9 0.0 22.8 LnGrp LOS E D E D D E D E C Approach Vol, veh/h 68 152 969 764 Approach Delay, s/veh 60.9 52.7 44.4 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 57.8 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 37.4 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 31 115 100 45 15 400 55 70 280 40 Future Volume (veh/h) 50 45 31 115 100 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 0.91 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 33 122 106 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 258 253 147 330 384 154 32 1692 233 95 1781 254 Arrive On Green 0.04 0.13 0.13 0.07 0.16 0.16 0.02 0.54 0.54 0.05 0.58 0.58 Sat Flow, veh/h 1740 2006 1163 1810 2362 949 1774 3105 427 1757 3065 437 Grp Volume(v), veh/h 53 40 41 122 78 76 16 241 244 74 169 172 Grp Sat Flow(s),veh/h/ln1740 1736 1433 1810 1805 1506 1774 1770 1762 1757 1752 1750 Q Serve(g_s), s 2.6 2.1 2.6 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 2.1 2.6 5.7 3.8 4.5 0.9 7.2 7.3 4.2 4.5 4.6 Prop In Lane 1.00 0.81 1.00 0.63 1.00 0.24 1.00 0.25 Lane Grp Cap(c), veh/h 258 219 181 330 293 245 32 964 960 95 1018 1017 V/C Ratio(X) 0.21 0.18 0.23 0.37 0.27 0.31 0.50 0.25 0.25 0.78 0.17 0.17 Avail Cap(c_a), veh/h 365 347 287 375 361 301 177 964 960 264 1018 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 36.0 39.1 39.3 33.7 36.6 36.9 48.7 12.0 12.0 46.7 9.7 9.7 Incr Delay (d2), s/veh 0.1 0.1 0.2 0.3 0.2 0.3 4.5 0.6 0.6 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 2.9 1.9 1.9 0.5 3.7 3.7 2.1 2.3 2.3 LnGrp Delay(d),s/veh 36.1 39.2 39.5 34.0 36.8 37.2 53.2 12.6 12.7 51.8 10.1 10.1 LnGrp LOS D D D C D D D B B D B B Approach Vol, veh/h 134 276 501 415 Approach Delay, s/veh 38.1 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), s12.5 17.6 6.8 63.1 8.9 21.3 10.4 59.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s10.0 20.0 10.0 40.0 10.0 20.0 15.0 35.0 Max Q Clear Time (g_c+I1), s7.7 4.6 2.9 6.6 4.6 6.5 6.2 9.3 Green Ext Time (p_c), s 0.0 0.8 0.0 5.7 0.0 0.7 0.0 5.4 Intersection Summary HCM 2010 Ctrl Delay 22.0 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 9 912 5 0 830 Future Vol, veh/h 0 9 912 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 10 991 5 0 902 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 994 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 0 297 - - 0 - Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 297 - - - - 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) - - 297 - 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 2.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 40 37 880 60 35 795 Future Vol, veh/h 40 37 880 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 43 40 957 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 47.4 0 0.4 HCM LOS E Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 165 677 - HCM Lane V/C Ratio - - 0.507 0.056 - HCM Control Delay (s) - - 47.4 10.6 - HCM Lane LOS - - E B - HCM 95th %tile Q(veh) - - 2.5 0.2 - Appendix D: Trip Generation Studies Transportation Solutions Building Better Communities mcmahonassociates.com Traffic Impact Statement 777 Dedham Street Canton, MA Prepared for 777 Dedham Owner LLC September 2018 Prepared by McMahon Associates, Inc. 120 Water Street, 4th Floor Boston, MA 02109 617.556.0020 777 Dedham Street Traffic Impact Statement Canton, Massachusetts 2 EXECUTIVE SUMMARY McMahon Associates has completed a traffic assessment of the proposed redevelopment of the priority development site located at 777 Dedham Street in Canton, MA (the “Project Site”). The Project Site was formerly occupied by the Cumberland Farms Corporate Headquarters and has been vacant since the early 2010s. The redevelopment project proposal is a Topgolf entertainment facility, which calls for the construction of a three‐level building housing restaurant, entertainment and event space including three climate‐controlled levels of golf ball hitting bays (90 bays in total) and an outfield with electronic targets (the “Project”). Access to the site would be provided via the full‐access driveway on Dedham Street currently serving the Cumberland Farms property. This traffic assessment reviews the expected trip generating characteristics of the Project and the surrounding roadway network. In addition to the Project, a number of roadway and intersection improvements are currently under construction along Dedham Street by MassDOT in the vicinity of the Project Site. The Dedham Street improvements are expected to accommodate future traffic volumes along the corridor, including those projected to be generated by the Project. The trip generating characteristics of the proposed Project have been reviewed in order to understand the potential traffic related impacts due to the Project. The number of vehicle trips to be generated by the Project during the typical commuter peak periods is expected to be similar to the number of vehicle trips associated with the previous use of the Project Site. Additionally, the peak hourly trip generation of the Project is expected to occur outside of typical commuter peak periods, which would reduce the overall Project impact on the surrounding roadway network during peak operating times. The proposed signal at the Project Site driveway, in coordination with the other MassDOT improvements, will further enhance access to the site and the surrounding roadway network. Accordingly, the traffic volumes associated with the Project are expected to be accommodated by the improved roadway network and the traffic signal to be provided at the Project entrance. EXISTING TRAFFIC VOLUMES To review existing traffic volumes in the vicinity of the Project Site, automatic traffic recorder (ATR) data was collected along Dedham Street, north of the site driveway, for a 48‐hour period from Wednesday, September 6, 2017 through Saturday, September 9, 2017. Table 1 below shows the daily traffic volumes for the weekday average, Friday, and Saturday. 777 Dedham Street Traffic Impact Statement Canton, Massachusetts 3 Table 1: Dedham Street ATR Summary NB SB Total Weekday Average 8,100 10,120 18,220 Friday 7,670 10,210 17,880 Saturday 4,360 5,770 10,130 Table 2 below shows the hourly volumes in each direction on Dedham Street. The traffic volumes were taken from Thursday, September 7, 2017, which is considered to be a typical weekday. Table 2: Dedham Street Hourly ATR Summary Thursday, September 7, 2017 Time NB SB Total 12:00 PM 538 573 1,111 1:00 PM 468 647 1,115 2:00 PM 382 739 1,121 3:00 PM 399 1,079 1,478 4:00 PM 419 1,430 1,849 5:00 PM 425 1,313 1,738 6:00 PM 320 1,102 1,422 7:00 PM 226 624 850 8:00 PM 104 320 424 9:00 PM 47 168 215 10:00 PM 31 93 124 11:00 PM 22 62 84 Table 3 below shows the hourly volume in each direction of Dedham Street on Saturday September 9, 2017. Table 3: Dedham Street Hourly ATR Summary Saturday, September 9, 2017 Time NB SB Total 12:00 PM 402 501 903 1:00 PM 351 481 832 2:00 PM 378 513 891 3:00 PM 322 501 823 4:00 PM 341 530 871 5:00 PM 279 456 735 6:00 PM 254 358 612 7:00 PM 172 297 469 8:00 PM 96 227 323 9:00 PM 86 173 259 10:00 PM 49 128 177 11:00 PM 19 65 84 777 Dedham Street Traffic Impact Statement Canton, Massachusetts 4 TRIP GENERATION The proposed Topgolf development would be the first of its kind in New England. In order to best understand the expected trip generation characteristics of the Project, Topgolf trip generation data was collected at three existing facilities along the east coast. Typical weekday afternoon and Saturday midday peak period traffic volume counts were collected at Topgolf facilities in Miami Gardens, FL, Edison, NJ and Virginia Beach, VA. Using the data collected at the existing Topgolf facilities, a trip generation rate was developed for use at the proposed development in Canton. The data collected at the existing Topgolf facilities is included as an attachment. Table 4 below shows the entering and exiting volumes and trip generation rates associated with the traffic volume data collected at three existing Topgolf facilities. Table 4: Trip Generation Rates Weekday Afternoon Peak Hour Enter Veh Ent/Bay Exit Veh Exit/Bay Miami Gardens, FL(1)130 1.27 79 0.77 Edison, NJ(2)88 0.86 73 0.72 Virginia Beach, VA(3)91 0.89 101 0.99 Average 103 1.01 84 0.83 Saturday Midday Peak Hour Enter Veh Ent/Bay Exit Veh Exit/Bay Miami Gardens, FL 82 0.80 74 0.73 Edison, NJ 107 1.05 65 0.64 Virginia Beach, VA 100 0.98 74 0.73 Average 96 0.94 71 0.70 (2) Based on counts performed on Tuesday, July 17, 2018 and Saturday, July 14, 2018 for a facility with 102 hitting bays and a 65,000 s.f. building. (3) Based on counts performed on Thursday, August 16, 2018 and Saturday, August 18, 2018 for a facility with 102 hitting bays and a 65,000 s.f. building. (1) Based on counts performed on Thursday, July 12, 2018 and Saturday, July 14, 2018 for a facility with 102 hitting bays and a 65,000 s.f. building. The trip generation estimate for the proposed Canton Topgolf development was calculated for a 90‐bay facility using the weekday afternoon and Saturday midday peak hour trip generation rates above. The expected trip generation for the Topgolf development during the weekday afternoon and Saturday midday peak hours for the site is shown in Table 5 below. Table 5: Proposed Topgolf Canton Trip Generation Description Enter Exit Total Enter Exit Total Project Trips 91 74 165 85 63 148 Saturday Midday Peak Hour Weekday PM Peak Hour 777 Dedham Street Traffic Impact Statement Canton, Massachusetts 5 As shown in Table 5, based on the data collected at the existing Topgolf facilities, the proposed Topgolf development in Canton is projected to generate approximately 165 total vehicle trips (91 entering vehicles and 74 exiting vehicles) during the weekday afternoon peak hour and 148 total vehicle trips (85 entering vehicles and 63 exiting vehicles) during the Saturday midday peak hour. The trip generation rates above were determined using the traffic volume counts from the typical weekday afternoon commuter peak period (4:00 PM to 6:00 PM) and the typical Saturday midday peak period (11:00 AM to 2:00 PM), when the combination of traffic on the surrounding roadway network and associated with the Project would be expected to be highest. Traffic volume data was also collected outside of the typical peak periods for the Edison, NJ and Virginia Beach, VA locations. A review of the data collected for these sites indicates that the overall peak hours for the sites fell outside of the typical peak periods. Both the Virginia Beach, VA and Edison, NJ were determined to have a weekday peak hour of 8:15 PM to 9:15 PM. Traffic volumes on Dedham Street between 8:15 PM and 9:15 PM are approximately 80% lower than the traffic volumes on Dedham Street during the typical commuter peak hour (4:30 PM to 5:30 PM). Exhibit 1 below shows a comparison between the existing volumes on Dedham Street and the projected additional vehicle trips associated with the Topgolf development during a typical weekday. Exhibit 1: Typical Weekday Vehicular Trip Volume Comparison 0 200 400 600 800 1,000 1,200 1,400 1,600 1,800 2,000 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PMVolume Time Topgolf Canton Trips Dedham Street Volume Total Volume 777 Dedham Street Traffic Impact Statement Canton, Massachusetts 6 The Saturday data collection indicates that the Edison, NJ location has a peak hour of 10:00 PM to 11:00 PM and the Virginia Beach, VA location as a peak hour of 8:45 PM to 9:45 PM. The traffic volumes on Dedham Street during the expected peak of the Topgolf facility are approximately 70% to 80% lower than the traffic volumes on Dedham Street during the Saturday midday peak hour (11:30 AM to 12:30 PM). Exhibit 2 below shows a comparison between the existing volumes on Dedham Street and the projected additional vehicle trips associated with the Topgolf development on a typical Saturday. Exhibit 2: Typical Saturday Vehicular Trip Volume Comparison 0 200 400 600 800 1000 1200 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM11:00 PMVolume Time Topgolf Canton Trips Dedham Street Volume Total Volume As shown in Exhibit 1 and Exhibit 2 the peak traffic volumes associated with the Project occur when traffic volumes on Dedham Street are much lower and therefore there is more capacity on the adjacent roadway network. The number of vehicle trips projected to be generated by the proposed Project during the typical commuter peak periods is expected to be similar to the number of vehicle trips associated with the previous Cumberland Farms Corporate Headquarters. Additionally, as noted above, the peak hourly trip generation of the Topgolf site is expected to occur outside of typical commuter peak periods which would reduce the overall Project impact on the surrounding roadway network during peak operating times. 777 Dedham Street Traffic Impact Statement Canton, Massachusetts 7 MASSDOT DEDHAM STREET IMPROVEMENTS MassDOT is proposing to implement improvements along Dedham Street to accommodate additional access to and from Interstate 95. Improvements would include the addition of one travel lane in each direction on Dedham Street and a five‐foot wide bicycle lane in each direction. Access would be provided to Interstate 95 Southbound from Dedham Street and access from Interstate 95 Northbound would be provided to Dedham Street. New traffic signals would also be proposed at the intersections of Dedham Street with the Interstate 95 Southbound Ramp, the Interstate 95 Northbound Ramp, and Shawmut Road. The Dedham Street corridor has been designed to accommodate future traffic along the corridor, including traffic volumes associated with the previous Cumberland Farms facility. Adding an additional travel lane in each direction of Dedham Street will increase the capacity of the roadway and placing the intersections of Dedham Street with the Interstate 95 Southbound Ramp, the Interstate 95 Northbound Ramp, and Shawmut Road under traffic signal control should improve the safety and overall operations of those locations. A traffic signal had previously been proposed at the Project Site driveway as part of the MassDOT improvements project prior to the Cumberland Farms shutdown. That signal will now be installed as part of the proposed Project. This improvement, in coordination with the other MassDOT improvements, will accommodate the increase in traffic associated with the proposed Project. The Project Site access would be designed and permitted in coordination with MassDOT. POTENTIAL TRAFFIC IMPACT AND PROJECT MITIGATION The traffic volumes projected to be generated by the proposed Topgolf facility are anticipated to be accommodated east of the Project Site with the new signalized intersections and access to Interstate 95. West of the Project Site, the intersection of Dedham Street and University Avenue may require signal timing adjustments to reduce the delay experienced at the intersection. A new traffic signal at the Project Site driveway will be implemented and coordinated with the nearby signalized intersections in order to better accommodate traffic entering and exiting the proposed Project Site. The signalized site driveway should allow vehicles to safely and efficiently enter and exit the proposed development. Draft Transportation Impact Study for the North Central Roseville Specific Plan Parcel 49 November 14, 2014 19 TABLE 7 – TOPGOLF TRIP GENERATION Weekday Saturday Sunday AM Peak Hour PM Peak Hour Before Service After Service Before Service After Service 7:30 AM to 8:30 AM 4:30 PM to 5:30 PM 5:15 PM to 6:15 PM 7:00 PM to 8:00 PM 10:15 AM to 11:15 AM 12:00 PM to 1:00 PM In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total 28 4 32 91 92 183 153 109 262 161 151 312 65 33 98 107 77 184 Note: Trip generation reflects the Scottsdale Topgolf 15-minute counts for the specified analysis periods. PARKING UTILIZATION The Topgolf facility on Parcel 49 is planned to have 439 parking spaces. Parking supply for Topgolf is expected to be adequate under near-term conditions when Topgolf is the only facility on Parcel 49; however, the City requested we estimate Topgolf’s parking utilization for Saturday evening and Sunday morning church services. Therefore, we obtained parking utilization data from the Scottsdale Topgolf facility on Saturday evening at 7 PM and on Sunday morning at noon. The results showed that 397 parking spaces were occupied at 7 PM on Saturday evening and 234 parking spaces were occupied at noon on Sunday morning. TRIP DISTRIBUTION The expected distribution of project trips onto the adjacent roadway network was determined based on existing traffic volumes and travel patterns, the location of complementary uses, and output from the City of Roseville CIP traffic model. Figure 10 shows that 65 percent of project traffic is expected to travel to/from the north on Washington Boulevard, with 35 percent travelling to/from the south. TRAFFIC ASSIGNMENT The trips expected to be generated by the Topgolf facility were assigned to the study intersections. Figure 11 shows the resulting weekday AM and PM peak hour traffic volumes under Baseline Plus Phase 1 (Topgolf) conditions. Draft Transportation Impact Study for the North Central Roseville Specific Plan Parcel 49 November 14, 2014 20 Figure 6 Friday Inbound and Outbound Trips – Scottsdale Topgolf Note: Count data was collected by 15-minute increments. For illustrative purposes, the counts were aggregated into 1-hour periods 0 50 100 150 200 12:00 AM 1:00 AM 2:00 AM3:00 AM 4:00 AM 5:00 AM6:00 AM 7:00 AM 8:00 AM9:00 AM 10:00 AM 11:00 AM12:00 PM 1:00 PM 2:00 PM3:00 PM 4:00 PM 5:00 PM6:00 PM 7:00 PM 8:00 PM9:00 PM 10:00 PM 11:00 PMFigure 6 Friday Inbound and Outbound Trips - Scottsdale Topgolf Inbound Outbound Draft Transportation Impact Study for the North Central Roseville Specific Plan Parcel 49 November 14, 2014 21 Figure 7 Saturday Inbound and Outbound Trips – Scottsdale Topgolf Note: Count data was collected by 15-minute increments. For illustrative purposes, the counts were aggregated into 1-hour periods . Analysis period for Saturday before service is from 5:15 PM to 6:15 PM based on Church peak period, which differs from Topgolf peak period. 0 50 100 150 200 12:00 AM 1:00 AM 2:00 AM3:00 AM 4:00 AM 5:00 AM6:00 AM 7:00 AM 8:00 AM9:00 AM 10:00 AM 11:00 AM12:00 PM 1:00 PM 2:00 PM3:00 PM 4:00 PM 5:00 PM6:00 PM 7:00 PM 8:00 PM9:00 PM 10:00 PM 11:00 PMFigure 7 Saturday Inbound and Outbound Trips - Scottsdale Topgolf Inbound Outbound Draft Transportation Impact Study for the North Central Roseville Specific Plan Parcel 49 November 14, 2014 22 Figure 8 Sunday Inbound and Outbound Trips – Scottsdale Topgolf Note: Count data was collected by 15-minute increments. For illustrative purposes, the counts were aggregated into 1-hour periods 0 50 100 150 200 12:00 AM 1:00 AM 2:00 AM3:00 AM 4:00 AM 5:00 AM6:00 AM 7:00 AM 8:00 AM9:00 AM 10:00 AM 11:00 AM12:00 PM 1:00 PM 2:00 PM3:00 PM 4:00 PM 5:00 PM6:00 PM 7:00 PM 8:00 PM9:00 PM 10:00 PM 11:00 PMFigure 8 Sunday Inbound and Outbound Trips - Scottsdale Topgolf Inbound Outbound Draft Transportation Impact Study for the North Central Roseville Specific Plan Parcel 49 November 14, 2014 23 Figure 9 Weekend Inbound and Outbound Trips – Scottsdale Topgolf Note: Count data was collected by 15-minute increments. For illustrative purposes, the counts were aggregated into 1-hour periods 0 50 100 150 200 250 10:00 PMFRI 12:00 AM 2:00 AM 4:00 AM6:00 AM 8:00 AM 10:00 AM12:00 PM 2:00 PM 4:00 PM6:00 PM 8:00 PM 10:00 PMSAT 12:00 AM 2:00 AM 4:00 AM6:00 AM 8:00 AM 10:00 AM12:00 PM 2:00 PM 4:00 PM6:00 PM 8:00 PM 10:00 PMSUN 12:00 AM 2:00 AM 4:00 AM6:00 AM 8:00 AM 10:00 AM12:00 PM 2:00 PM 4:00 PM6:00 PM 8:00 PM 10:00 PMMON 12:00 AMVehicles per hour Figure 9 Scottsdale Topgolf - Inbound and Outbound Trips Inbound Outbound