HomeMy WebLinkAbout16834-R-TRAF-Transpot-2014-04-17Traffic Impact Analysis
Copperwood Plat April 2014
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Table of Contents
Introduction .................................................................................................................................... 1
Project Description ................................................................................................................. 1
Study Scope ........................................................................................................................... 1
Study Area ............................................................................................................................. 1
Existing Conditions ....................................................................................................................... 4
Transportation System ........................................................................................................... 4
Traffic Volumes ...................................................................................................................... 6
Traffic Operations .................................................................................................................. 6
Traffic Safety .......................................................................................................................... 8
Future Without-Project Conditions .............................................................................................. 9
Planned Improvements .......................................................................................................... 9
Traffic Volumes ...................................................................................................................... 9
Traffic Operations .................................................................................................................. 9
Project Impacts ............................................................................................................................ 11
Trip Generation .................................................................................................................... 11
Trip Distribution and Assignment ......................................................................................... 11
Future With-Project Traffic Volumes .................................................................................... 13
Future With-Project Traffic Operations ................................................................................ 13
Site Access Analysis ............................................................................................................ 15
Traffic Safety Impact ............................................................................................................ 15
Mitigation Measures ..................................................................................................................... 16
Traffic Impact Fees .............................................................................................................. 16
Conclusions .................................................................................................................................. 17
Appendix
Appendix A: Traffic Counts
Appendix B: LOS Definitions
Appendix C: LOS Worksheets
Figures
1. Site Vicinity and Study Intersections ............................................................................ 2
2. Preliminary Site Plan .................................................................................................... 3
3. Existing Channelization and Traffic Control at Study Intersections ............................. 5
4. Existing Weekday AM and PM Peak Hour Traffic Volumes ........................................ 7
5. 2016 Without-Project Weekday AM and PM Peak Hour Traffic Volumes ................. 10
6. Project Trip Distribution and Trip Assignment ........................................................... 12
7. 2016 With-Project Weekday AM and PM Peak Hour Traffic Volumes ...................... 14
Tables
1. Study Area Existing Roadway Network Summary ....................................................... 4
2. Existing Transit Service ............................................................................................... 4
3. Existing Weekday AM and PM Peak Hour Intersection Operations ............................ 6
4. Study Intersection Collision Data Summary (2011 – 2013) ......................................... 8
5. Without-Project Weekday AM and PM Peak Hour Intersection Operations ................ 9
6. Estimated Daily and Weekday Peak Hour Project Trip Generation .......................... 11
7. Weekday AM and PM Peak Hour Project Traffic Volumes Impacts .......................... 13
8. With-Project Weekday AM and PM Peak Hour Intersection Operations ................... 13
9. Site Access Operations .............................................................................................. 15
Traffic Impact Analysis
Copperwood Plat April 2014
Page 1
Introduction
This traffic impact analysis (TIA) identifies potential transportation-related impacts associated
with the proposed Copperwood Plat residential development.
Project Description
The project is a development of single-family dwelling units located south of SE 2nd Place
and west of 143rd Avenue SE in the City of Renton. The site currently has six existing
homes. The proposed project would relocate one of the existing houses (remove the
remaining) and construct 46 new single-family dwelling units to be completed and occupied
by 2016. Figure 1 illustrates the project site and surrounding vicinity.
A preliminary site plan is shown in Figure 2. As shown in the site plan, two new roadways
would access the site along SE 2nd Place.
Study Scope
This TIA evaluates existing 2014 and future 2016 weekday AM and PM peak hour
intersection operations in the area surrounding the project site. A horizon year of 2016 was
used for all analysis of future conditions as it represents the anticipated build-out year of the
proposed project.
Study Area
The analysis focuses on the weekday AM and PM peak hour (between 7:00 to 9:00 a.m. and
4:00 to 6:00 p.m., respectively) operations at three existing off-site study intersections
determined through coordination with the City of Renton Public Works Department and
identified in a memorandum between City staff dated January 21, 2014. These periods
represent the highest cumulative total traffic for the adjacent street system providing a
conservative timeframe for level of service (LOS) analysis. The study intersections include
(see Figure 1):
1. NE 4th Street / Jericho Avenue NE
2. SE 2nd Place / Hoquiam Avenue SE
3. SE 2nd Place / Jericho Avenue SE
NE 4th StUnion Ave NEDuvall Ave NEJericho Ave SENE 3rd StNE 2nd StSE 1st PlSE 2nd PlSE 136th StNE 2nd CtNE 3rd CtSE 3
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Chelan Ave SE148th Ave SESE 2nd CtRhody DrEvergreen DrSE 3
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NE 1st StNE 2nd Pl146th Ave SEHoquiam Ave SESE 4
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l SE 2nd PlSpruce DrRosewood DrLaurel DrNE 1st PlNE 2nd LnLyonsAve143rd Ave SEDuvall Pl NWSE 2nd StSITEJericho Ave NE144th Ave SENOT TO SCALE\\srv-dfs-wa\MM_Projects\Projects\14\14004.01 - Copperwood Traffic Study\Graphics\Graphics 14004.01 <Fig 1 Study Area> kassil 04/04/14 11:53Site Vicinity and Study Intersections Copperwood PlatFIGURE1123XLEGENDSTUDY INTERSECTIONS=
NOT TO SCALE\\srv-dfs-wa\MM_Projects\Projects\14\14004.01 - Copperwood Traffic Study\Graphics\Graphics 14004.01 <Fig 2 - Site Plan> kassil 04/04/14 11:53Preliminary Site PlanCopperwood PlatFIGURE2
Traffic Impact Analysis
Copperwood Plat April 2014
Page 4
Existing Conditions
This section describes existing conditions within the identified study area. Characteristics are
provided for the existing transportation system, existing traffic volumes and operations, and
traffic safety.
Transportation System
The project site is located in the City of Renton south of SE 2nd Place and west of
143rd Avenue SE. Existing roadway characteristics within the vicinity of the project are
described in Table 1.
Table 1. Study Area Existing Roadway Network Summary
Roadway Arterial Classification
Posted
Speed Limit
Number of
Travel Lanes Parking? Sidewalks?
Bicycle
Facilities?
NE 4th Street Principal Arterial 35 mph 5 No Yes Yes
Jericho Avenue NE -
Jericho Avenue SE Collector Arterial 30 mph 2 Partial Partial No
SE 136th Street -
SE 2nd Place
Residential Access
Street 25 mph 2 Partial Partial No
Duvall Ave NE
(South of NE 4th Street) Collector Arterial 25 mph 2 Partial Partial No
Hoquiam Ave SE Residential Access
Street 25 mph 2 Yes Partial No
The channelization and traffic control at the three off-site study intersections can be found in
Figure 3. As shown, the two study intersections located along SE 2nd Place are stop sign
controlled intersections; all-way stop sign controlled at Hoquiam Avenue SE and two-way
stop sign controlled at Jericho Avenue SE. The NE 4th Street / Jericho Avenue NE
intersection is a signalized intersection, coordinated along NE 4th Street.
The site is located in a single-family residential area in the Renton Highlands near
Maplewood Elementary School. Pedestrian facilities near the site include partial sidewalks
along the north side of SE 2nd Place as well as pedestrian paths or sidewalks along
Jericho Avenue SE. Crosswalks are provided intermittently along Jericho Avenue SE. There
are bike facilities provided along NE 4th Street and bicycles typically share the roadway with
vehicles along the other roadways in the area.
The project site is located in close proximity to transit served by King County Metro Routes
111 and 908. Route 111 travels along Jericho Avenue SE and stops at SE 2nd Place
providing peak hour access to Downtown Seattle. Route 908 is a Dial-a-Ride-Transit (DART)
route that provides service to Downtown Renton; including the transit center as well as the
Renton Senior Center. Route characteristics are summarized in Table 2.
Table 2. Existing Transit Service
Approximate
Weekday Operating
Hours
AM Peak
Period Trips
PM Peak
Period Trips
Headways
(minutes) Routes Area Served
111 Renton – Seattle 5:20 a.m. – 7:30 a.m. 7 - 15 to 30
3:30 p.m. – 7:00 p.m. - 7 15 to 30
9081 Maplewood Neighborhood –
Downtown Renton 8:00 a.m. – 7:00 p.m. NA NA NA
Source: King County Metro (April 2014).
1. Route 908 Dial-a-Ride Transit (DART) serves the Maplewood neighborhood to the Renton Senior Center (Monday – Friday).
NE 4th StUnion Ave NEDuvall Ave NEJericho Ave SENE 3rd StNE 2nd StSE 1st PlSE 2nd PlSE 136th StNE 2nd CtNE 3rd CtSE 3
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Chelan Ave SE148th Ave SESE 2nd CtEvergreen DrSE 3
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NE 1st StNE 2nd Pl146th Ave SEHoquiam Ave SESE 4
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l SE 2nd PlNE 1st PlNE 2nd LnLyonsAve143rd Ave SEDuvall Pl NWSE 2nd StSITEJericho Ave NE144th Ave SENOT TO SCALE\\srv-dfs-wa\MM_Projects\Projects\14\14004.01 - Copperwood Traffic Study\Graphics\Graphics 14004.01 <Fig 3 Ex Chan> kassil 04/04/14 11:53Existing Channelization and Traffic Control at Study Intersections Copperwood PlatFIGURE3123NE 4TH STREETJERICHO AVENUE NESE 136TH STREETHOQUIAM AVENUE SESE 136TH STREETJERICHO AVENUE SEXLEGENDSTUDY INTERSECTIONS=123TRAFFIC SIGNAL=STOP SIGN=
Traffic Impact Analysis
Copperwood Plat April 2014
Page 6
Traffic Volumes
Figure 4 illustrates the existing weekday AM and PM peak hour traffic volumes at the off-site
study intersections. Traffic counts were collected at each study intersection in March 2014
with detailed intersection traffic counts provided in Appendix A. Traffic volumes were rounded
to the nearest five vehicles since weekday volumes fluctuate day-to-day.
Traffic Operations
The operational characteristics of an intersection are determined by calculating the
intersection’s level of service (LOS). The intersection as a whole and its individual turning
movements can be described alphabetically with a range of levels of service
(A through F), with LOS A indicating free-flow traffic and LOS F indicating extreme
congestion and long vehicle delays. LOS is measured in average control delay per vehicle
and is typically reported for the intersection as a whole at signalized intersections and all-way
stop controlled intersections and for the approach or turning movement that experiences the
most delay at two-way stop-controlled intersections. Control delay is defined as the
combination of initial deceleration delay, queue move-up time, stopped delay, and final
acceleration delay. Appendix B provides a more detailed explanation of intersection
LOS criteria.
Existing levels of service, delays, and volume-to-capacity (v/c) ratios were calculated using
the Highway Capacity Manual (HCM) 2000 methodology. Synchro (version 8.0) was used for
these calculations.
For the operations analysis of existing conditions at the signalized study intersection (NE 4th
Street / Jericho Avenue NE), signal timing and phasing information was obtained from the
City of Renton and input into Synchro. Existing peak hour factors and heavy vehicle
percentages were used for the operations analysis.
Table 3 shows the weekday AM and PM peak hour existing traffic operations. Detailed
intersection LOS worksheets are contained in Appendix C.
Table 3. Existing Weekday AM and PM Peak Hour Intersection Operations
AM Peak Hour PM Peak Hour
Intersection LOS1 Delay2
V/C3 or
WM4 LOS Delay
V/C or
WM
1. NE 4th Street / Jericho Avenue NE C 30.9 0.72 C 26.5 0.70
2. SE 2nd Place / Hoquiam Avenue SE A 7.4 -5 A 7.3 -
3. SE 2nd Place / Jericho Avenue SE B 13.9 EB B 13.9 WB
Source: HCM, 2000 and Transpo Group, 2014.
1. LOS as defined by the HCM (TRB, 2000).
2. Average delay per vehicle in seconds. 3. Volume-to-capacity (V/C) ratio reported for signalized intersections. 4. Worst movement (WM) reported for side-street stop controlled intersections. EB = eastbound approach; and WB = westbound approach 5. “-“ = All-way stop controlled intersection reports delay and LOS for the entire intersection.
Table 3 shows that all study intersections operate at LOS C or better under existing peak
hour conditions.
NE 4th StUnion Ave NEDuvall Ave NEJericho Ave SENE 3rd StNE 2nd StSE 1st PlSE 2nd PlSE 136th StNE 2nd CtNE 3rd CtSE 3
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Chelan Ave SE148th Ave SESE 2nd CtEvergreen DrSE 3
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NE 1st StNE 2nd Pl146th Ave SEHoquiam Ave SESE 4
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l SE 2nd PlNE 1st PlNE 2nd LnLyonsAve143rd Ave SEDuvall Pl NWSE 2nd StSITEJericho Ave NE144th Ave SENOT TO SCALE\\srv-dfs-wa\MM_Projects\Projects\14\14004.01 - Copperwood Traffic Study\Graphics\Graphics 14004.01 <Fig 4 Ex Vol> kassil 04/04/14 11:53Existing Weekday AM and PM Peak Hour Traffic VolumesCopperwood PlatFIGURE41231JERICHO AVENUE NENE 4TH STREET5 (5)5 (5)695 (910)30 (10)25 (55)5(5)(450) 215(125) 340(405) 1,085(5) 30(30) 20(10)5 JERICHO AVENUE SESE 136TH STREET10 (5)5 (15) (5)5 (5)5 (20)210(430)(35) 15(20) 75(5) 5(20) 5(5) 5(80)335 HOQUIUM AVENUESE 136TH STREET5 (15)5 (10)15 (50) (35) 80(5) 5(5) 00XLEGENDSTUDY INTERSECTIONS=WEEKDAY PM PEAK HOURX=WEEKDAY AM PEAK HOUR(X)=11213
Traffic Impact Analysis
Copperwood Plat April 2014
Page 8
Traffic Safety
Collision records were reviewed within the study area to document any potential traffic safety
issues. The most recent summary of collision data from WSDOT is for the three-year period
between January 1, 2011 and December 31, 2013. A historical review of collisions was
conducted at off-site study intersections.
A summary of the total and average annual number of reported collisions as well as the
collisions rate at each study intersection is provided in Table 4. The collision rate is
representative of the number of collisions per one million entering vehicles (MEV) at each
intersection. Intersections with a rate greater than 1.0 collision per MEV are typically flagged
for further investigation to determine whether an adverse condition exists. As shown in the
table, all study intersections are at or below 0.3 collisions per MEV.
Table 4. Study Intersection Collision Data Summary (2011 – 2013)
Number of Reported Collisions Annual
Average
Collisions
per MEV1 Intersection 2011 2012 2013 Total
1. NE 4th Street / Jericho Avenue NE 3 3 2 8 2.7 0.3
2. SE 2nd Place / Hoquiam Avenue SE 0 0 0 0 0.0 0.0
3. SE 2nd Place / Jericho Avenue SE 0 0 0 0 0.0 0.0
Source: WSDOT and Transpo Group, 2014.
1. Million Entering Vehicles
In addition to collisions at study intersections, collisions along SE 2nd Place were also
reviewed as this is the roadway providing access to the site. No collisions were reported
along SE 2nd Place within the vicinity of the project.
Traffic Impact Analysis
Copperwood Plat April 2014
Page 9
Future Without-Project Conditions
This section describes future without-project conditions within the identified study area
including planned improvements, traffic volumes, and traffic operations.
Planned Improvements
Based on a review of the City of Renton’s Six-Year (2014-2019) Transportation Improvement
Program, the NE 3rd / NE 4th Street corridor is planned to provide improved traffic operations
including rechannelization and improved signal timing, transit priority at signalized
intersections, queue jumps, and non-motorized improvements for pedestrians, bicyclists, and
transit users. This improvement is planned between 2015 and 2019. No specific
improvements have been identified to be completed by 2016; therefore no changes to the
roadway network have been included in evaluating future 2016 conditions.
Traffic Volumes
Future without-project weekday AM and PM peak hour traffic volumes were estimated by
growing existing traffic volumes by two percent per year to 2016 conditions. This growth rate
was determined in coordination with the City of Renton and is consistent with other projects
completed in the City. No pipeline projects were identified within the study area. Figure 5
illustrates 2016 without-project weekday AM and PM peak hour traffic volumes at off-site
study intersections.
Traffic Operations
AM and PM weekday peak hour intersection operations were evaluated for forecast 2016
without-project conditions. Intersection LOS was calculated at the study intersections using
the LOS methodology described previously. Table 5 summarizes 2016 without-project
weekday AM and PM peak hour traffic operations and compares these forecast conditions to
2014 existing weekday AM and PM peak hour traffic conditions. The detailed LOS
worksheets are included in Appendix C.
Table 5. Without-Project Weekday AM and PM Peak Hour Intersection Operations
Existing (2014) 2016 Without-Project
Intersection LOS1 Delay2
V/C3 or
WM4 LOS Delay
V/C or
WM
Weekday AM Peak Hour
1. NE 4th Street / Jericho Avenue NE C 30.9 0.72 C 31.6 0.75
2. SE 2nd Place / Hoquiam Avenue SE A 7.4 -5 A 7.4 -
3. SE 2nd Place / Jericho Avenue SE B 13.9 EB B 14.2 EB
Weekday PM Peak Hour
1. NE 4th Street / Jericho Avenue NE C 26.5 0.70 C 27.3 0.73
2. SE 2nd Place / Hoquiam Avenue SE A 7.3 - A 7.4 -
3. SE 2nd Place / Jericho Avenue SE B 13.9 WB B 14.4 WB
Source: HCM, 2000 and Transpo Group, 2014.
1. LOS as defined by the HCM (TRB, 2000).
2. Average delay per vehicle in seconds.
3. Volume-to-capacity (V/C) ratio reported for signalized intersections.
4. Worst movement (WM) reported for side-street stop controlled intersections. EB = eastbound approach; and WB = westbound approach
5. “-“ = All-way stop controlled intersection reports delay and LOS for the entire intersection.
As shown in Table 5, with the addition of background growth under without-project conditions, all
study intersections are expected to continue operating at LOS C or better.
NE 4th StUnion Ave NEDuvall Ave NEJericho Ave SENE 3rd StNE 2nd StSE 1st PlSE 2nd PlSE 136th StNE 2nd CtNE 3rd CtSE 3
rd
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Chelan Ave SE148th Ave SESE 2nd CtEvergreen DrSE 3
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NE 1st StNE 2nd Pl146th Ave SEHoquiam Ave SESE 4
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l SE 2nd PlNE 1st PlNE 2nd LnLyonsAve143rd Ave SEDuvall Pl NWSE 2nd StSITEJericho Ave NE144th Ave SENOT TO SCALE\\srv-dfs-wa\MM_Projects\Projects\14\14004.01 - Copperwood Traffic Study\Graphics\Graphics 14004.01 <Fig 5 Baseline Vol> kassil 04/04/14 11:532016 Without-Project Weekday AM and PM Peak Hour VolumesCopperwood PlatFIGURE5123123JERICHO AVENUE NENE 4TH STREET5 (5)5 (5)725 (945)30 (10)25 (55)5(5)(470) 225(130) 355(420) 1,130(5) 30(30) 20(10)5 JERICHO AVENUE SESE 136TH STREET10 (5)5 (15) (5)5 (5)5 (20)220(445)(35) 15(20) 80(5) 5(20) 5(5) 5(85)350 HOQUIUM AVENUESE 136TH STREET5 (15)5 (10)15 (50) (35) 85(5) 5(5) XLEGENDSTUDY INTERSECTIONS=WEEKDAY PM PEAK HOURX=WEEKDAY AM PEAK HOUR(X)=0011213
Traffic Impact Analysis
Copperwood Plat April 2014
Page 11
Project Impacts
This section of the analysis documents potential project-generated impacts on the
surrounding street network and study intersections. First, estimated traffic volumes generated
by the proposed project are distributed and assigned to the adjacent street system. Next,
project trips are added to future without-project traffic volumes and any potential impacts to
traffic operations and safety are identified. Site access operations are also discussed.
Trip Generation
Trip generation for the proposed residential development is summarized in Table 6.
Estimates for existing and project-generated vehicle trips were calculated using average peak
hour trip rates for single-family detached housing published by the Institute of Transportation
Engineers (ITE) in Trip Generation (9th Edition, 2012). As described previously, the proposed
project would remove five existing homes and relocate a sixth house located on the project
site and construct 46 new single-family residential units.
Table 6. Estimated Daily and Weekday Peak Hour Project Trip Generation
AM Peak Hour Trips PM Peak Hour Trips
Single Family Detached Housing
(#210)1 DU2 Daily
Trips In Out Total In Out Total
Existing
Demolished Units 5 48 1 3 4 3 2 5
Relocated Units 1 10 0 1 1 1 0 1
Total Units 6 58 1 4 5 4 2 6
Proposed
New Units 46 438 9 26 35 29 17 46
Units (Relocated + New) 47 448 9 27 36 30 17 47
Net New Units 41 390 8 23 31 26 15 41
1. Trip generation estimates based on the number of units and the average daily and peak hour trip rates from ITE Trip Generation, 9th Edition (2012).
2. DU = Dwelling Units
The proposed project would generate approximately 390 net new daily trips. During the
weekday AM peak hour, the project would generate approximately 31 net new trips
(8 inbound and 23 outbound). During the weekday PM peak hour, the project would generate
approximately 41 net new trips (26 inbound and 15 outbound).
Trip Distribution and Assignment
Project trip distribution was estimated based on existing travel patterns in the study area.
Figure 6 illustrates the distribution during the weekday AM and PM peak hours. As shown in
the figure, 65 percent of the trips would be oriented to/from the west, 25 percent to/from the
south, and 10 percent to/from the east.
Project trips for the weekday daily and AM and PM peak hours were assigned to the study
intersections based on the travel patterns. The resulting trip assignment is shown in Figure 6.
NE 4th StUnion Ave NEDuvall Ave NEJericho Ave SENE 3rd StNE 2nd StSE 1st PlSE 2nd PlSE 136th StNE 2nd CtNE 3rd CtSE 3
rd
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Chelan Ave SE148th Ave SESE 2nd CtEvergreen DrSE 3
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NE 1st StNE 2nd Pl146th Ave SEHoquiam Ave SESE 4
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l SE 2nd PlNE 1st PlNE 2nd LnLyonsAve143rd Ave SEDuvall Pl NWSE 2nd StSITEJericho Ave NE144th Ave SENOT TO SCALE\\srv-dfs-wa\MM_Projects\Projects\14\14004.01 - Copperwood Traffic Study\Graphics\Graphics 14004.01 <Fig 6 Dist and Assign> kassil 04/04/14 11:53Project Trip Distribution and Net New Project Trip AssignmentCopperwood PlatFIGURE6123123JERICHO AVENUE NENE 4TH STREET 2 (1)2 (2)(1) 1 1 JERICHO AVENUE SESE 136TH STREET (3) 7(6) 3 (3) 3(1) 3 HOQUIUM AVENUESE 136TH STREET 10 (4) (9) 6 25%10%5%XLEGENDSTUDY INTERSECTIONS=WEEKDAY PM PEAK HOURX=XX%PERCENT TRIP DISTRIBUTION =WEEKDAY AM PEAK HOUR(X)=ABROAD ASE 136TH STREET 1 (4)3 (1)2 (3)(12) 7(4) 13(-1) 4 ROAD BSE 136TH STREET 1 (1)9 (3)5 (8)(4) 3(1) 5(1) 1 XSITE ACCESS INTERSECTIONS=BAXXXAVERAGE DAILY NET NEW =PROJECT TRAFFIC VOLUMES24016060204010012360%(0)
Traffic Impact Analysis
Copperwood Plat April 2014
Page 13
Future With-Project Traffic Volumes
Site-generated weekday AM and PM peak hour traffic volumes were added to the future
without-project traffic volumes at the study intersections. The resulting future (2016) with-
project peak hour traffic volumes are illustrated in Figure 7. Table 7 summarizes the
anticipated increase in total entering traffic at the study intersections as well as the percent of
future with-project traffic volumes attributable to the proposed residential project.
Table 7. Weekday AM and PM Peak Hour Project Traffic Volumes Impacts
AM Peak Hour PM Peak Hour
Intersection
Net New
Project
Trips
2016 Future
With-Project1
Percent
Attributable
to Project
Net New
Project
Trips
2016 Future
With-Project
Percent
Attributable
to Project
1. NE 4th St / Jericho Ave NE 4 2,094 0.2% 6 2,566 0.2%
2. SE 136th St / Hoquiam Ave SE 13 133 9.8% 16 131 12.2%
3. SE 136th St / Jericho Ave SE 13 678 1.9% 16 721 2.2%
Source: Transpo Group, 2014. 1. Total number of vehicles entering the intersection.
The largest percent impact at the SE 2nd Place / Hoquiam Avenue SE intersection was
approximately 10 to 12 percent during the weekday AM and PM peak hours, respectively.
The high percent impact at this intersection compared to the other study intersections
(approximately 2 percent or less) because traffic volumes at this intersection are much less
than at the other study intersections.
Future With-Project Traffic Operations
Future 2016 with-project study intersection operations were evaluated for the weekday
AM and PM peak hours. Intersection LOS was calculated using the methodology described
previously. The without-project conditions are compared to the with-project conditions to
understand the potential traffic impacts of the proposed project. Table 8 summarizes the
2016 without and with-project intersection operations for the weekday AM and PM peak
hours, respectively. LOS worksheets are included in Appendix C. As shown in Table 8, the
LOS with the addition of project traffic remains at LOS C or better when compared to without-
project conditions.
Table 8. With-Project Weekday AM and PM Peak Hour Intersection Operations
2016 Without-Project 2016 With-Project
Intersection LOS1 Delay2
V/C3 or
WM4 LOS Delay
V/C or
WM
Weekday AM Peak Hour
1. NE 4th Street / Jericho Avenue NE C 31.6 0.75 C 31.6 0.75
2. SE 2nd Place / Hoquiam Avenue SE A 7.4 -5 A 7.5 -
3. SE 2nd Place / Jericho Avenue SE B 14.2 WB B 14.3 WB
Weekday PM Peak Hour
1. NE 4th Street / Jericho Avenue NE C 27.3 0.73 C 27.3 0.73
2. SE 2nd Place / Hoquiam Avenue SE A 7.4 - A 7.4 -
3. SE 2nd Place / Jericho Avenue SE B 14.4 WB B 14.7 WB
Source: HCM, 2000 and Transpo Group, 2014.
1. LOS as defined by the HCM (TRB, 2000).
2. Average delay per vehicle in seconds.
3. Volume-to-capacity (V/C) ratio reported for signalized intersections.
4. Worst movement (WM) reported for side-street stop controlled intersections. EB = eastbound approach; and WB = westbound approach
5. “-“ = All-way stop controlled intersection reports delay and LOS for the entire intersection.
NE 4th StUnion Ave NEDuvall Ave NEJericho Ave SENE 3rd StNE 2nd StSE 1st PlSE 2nd PlSE 136th StNE 2nd CtNE 3rd CtSE 3
rd
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Chelan Ave SE148th Ave SESE 2nd CtEvergreen DrSE 3
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NE 1st StNE 2nd Pl146th Ave SEHoquiam Ave SESE 4
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l SE 2nd PlNE 1st PlNE 2nd LnLyonsAve143rd Ave SEDuvall Pl NWSE 2nd StSITEJericho Ave NE144th Ave SENOT TO SCALE\\srv-dfs-wa\MM_Projects\Projects\14\14004.01 - Copperwood Traffic Study\Graphics\Graphics 14004.01 <Fig 7 With Project Vol> kassil 04/04/14 11:532016 With-Project Weekday AM and PM Peak Hour Traffic VolumesCopperwood PlatFIGURE7123123JERICHO AVENUE NENE 4TH STREET5 (5)5 (5)725 (945)32 (11)27 (57)5(5)(471) 226(130) 356(420) 1,130(5) 30(30) 20(10)5 JERICHO AVENUE SESE 136TH STREET10 (5)5 (15) (5)5 (5)5 (20)220(445)(38) 22(26) 83(5) 5(23) 8(6) 8(85)350 HOQUIUM AVENUESE 136TH STREET5 (15)5 (10)25 (54) (44) 91(5) 5(5) XLEGENDSTUDY INTERSECTIONS=WEEKDAY PM PEAK HOURX=WEEKDAY AM PEAK HOUR(X)=ABROAD ASE 136TH STREET 16 (59)3 (1)2 (3)(12) 7(4) 13(39) 89 ROAD BSE 136TH STREET 16 (56)9 (3)5 (8)(4) 3(1) 5(41) 86 XSITE ACCESS INTERSECTIONS=AB0011213
Traffic Impact Analysis
Copperwood Plat April 2014
Page 15
Site Access Analysis
The proposed project will be accessed via two residential roadways along SE 2nd Place as
shown in the site plan (see Figure 2). Traffic operations and sight distance were evaluated at
the two proposed site access intersections.
Traffic Operations
Site access operations were evaluated for the weekday AM and PM peak hours and shown in
Table 9, below. Intersection LOS was calculated using the methodology described previously.
LOS worksheets are included in Appendix C. The table shows that the two proposed access
intersections are forecast to operate at LOS A during both peak hours.
Table 9. Site Access Operations
AM Peak Hour PM Peak Hour
Intersection LOS1 Delay2 WM3 LOS Delay WM
A. SE 2nd Place / Road A A 9.2 NB A 9.1 NB
B. SE 2nd Place / Road B A 8.9 NB A 9.0 NB
Source: HCM, 2000 and Transpo Group, 2014. 1. LOS as defined by the HCM (TRB, 2000).
2. Average delay per vehicle in seconds.
3. Worst movement (WM) reported for side-street stop controlled intersections. NB = northbound approach.
Sight Distance
Sight distance was evaluated at the two site access intersections. The methods and
standards used to measure the available sight distance for the sight triangles are defined in A
Policy on Geometric Design of Highways and Streets, 6th Edition produced by the American
Association of State Highway and Transportation Officials (AASHTO). Based on a 30-mph
design speed, the recommended stopping sight distance along the major roadway is 200 feet
from an intersection location. Similarly, the recommended entering sight distance for a
vehicle exiting the minor street onto a major roadway with design speed of 30 mph is 335 feet
exiting to the left and 290 feet exiting to the right.
Field measurements at the two locations show that stopping sight distance is in excess of
200 feet. The entering sight distance measured in the field was also in excess of the required
335 feet and 290 feet at the proposed Road B (the easternmost proposed roadway) for the
exiting left and right turns, respectively. The entering sight distance at proposed Road A
exceeded the required 290 feet and met the required 335 feet.
Traffic Safety Impact
Traffic generated by the proposed project would likely result in a proportionate increase in the
probability of traffic accidents. It is unlikely, however, that this traffic would create a safety
hazard or significantly increase the number of reported accidents in the study area. As
previously noted, no collisions have been reported along SE 2nd Place within the vicinity of
the proposed project site.
Traffic Impact Analysis
Copperwood Plat April 2014
Page 16
Mitigation Measures
Mitigation measures have been identified to reduce potential transportation-related impacts
generated by the proposed residential project. As all study intersections are forecast to
operate at LOS C or better, the proposed project is not required to mitigate any intersection
impact. The proposed project will be required to pay traffic impact fees which are summarized
below.
Traffic Impact Fees
The project would be required to pay the City’s Transportation Impact Fee. The current fee is
approximately $1,431 per single-family residence, which results in a preliminary estimate of
$58,671 for 41 net new single-family dwelling units. The City of Renton adopted a new
Transportation Impact Fee structure in 2011 which is being implemented through a phased
schedule over a five-year period. In January 2015, the fee will increase to approximately
$2,155 per single-family residence, and the final increase will be implemented in 2016,
resulting in a fee of approximately $2,857 per single-family residence. The required
transportation fee for this development will depend on when permits are issued and the fee
collected. Therefore, the fee for this development is estimated to be as low as $58,671 and
as high as approximately $117,137. The final impact fee will be calculated and approved by
the City.
Traffic Impact Analysis
Copperwood Plat April 2014
Page 17
Conclusions
This traffic impact analysis summarizes the project traffic impacts of the proposed
Copperwood Plat development. General findings and recommendations include:
The project consists of removing five existing houses, relocating a sixth house and
constructing 46 new single-family residential units.
The proposed project would generate approximately 390 net new daily trips, 31 net
new trips during the weekday AM peak hour and 41 net new trips during the
weekday PM peak hour.
Project traffic would represent 1 to 12 percent of the 2016 peak hour traffic volumes
at off-site study intersections.
All study intersections are forecast to operate at LOS C or better with the addition of
project traffic.
Both site access intersections would operate at LOS A and meet the minimum sight
distance requirements.
An impact fee for this development is estimated to be as low as approximately
$58,671 (if all building permits were issued in 2014) and as high as approximately
$117,137 (if all building permits were issued in 2016). The final impact fee will be
calculated and approved by the City.
Appendix A: Traffic Counts
www.idaxdata.com
to
to
01
0
0Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
3
4
0
2
1
4
1
1
16
7
1,929
1,976
2,017
2,005
2
510
487
3 1
0
3 220 2
9
8122
114
1 12
0 7
115
109
104
5 15
1
5 216
0 91 12
1 99 21
0
469
499
2 18
0 10
1 91 25 486
522
3 222 0
105
5
1
0 95 16 475113
531
Rolling
One Hour
JERICHO AVE NE
Northbound
LT TH RT
JERICHO AVE NE
Southbound
LT TH RT
9
6 8 1 9
SB 8.5%
NE 4TH ST
Eastbound
LT TH RT145 HV %:
NE 4TH ST
Westbound
LT TH RTJERICHO AVE NENE 4TH ST
JERICHO AVE NE
NE 4TH ST
Wed, Mar 19, 2014
Peak Hour
Peak Hour: 7:30 AM 8:30 AM
0.907573.1%450WB 1.8%0.92
NB
PHF
EB 4.9%0.90 04
Date:
7:00 AM 9:00 AM
531 123
406 PHF:0.97 12471230107 1Count Period:
NE 4TH STJERICHO AVE NE3
Total
1,390 3 925
2 TEV:2,017 910
0 14
0.78
2 239 1 1 8
2
15-min
Total
0 17:15 AM
7:00 AM
8:30 AM
8:15 AM
8:00 AM
470
247 1514
111 37
0 105 40 3 204 1
0 97 24
Interval
Start
2373
TOTAL 3.1%
Count Total
8:45 AM 2 4
89
7
7:45 AM
7:30 AM
2 773 190
2 406 123
0 84 15 1 206 2
23 1,791 11
3
54 4
EB WB NB SB Total
4312
12 910 3
836
Bicycles Pedestrians (Crossing Leg)
1,901382010
12
30450
67
10
7:00 AM 10 4 1 0 15
TotalNBSBEastWest
1 000011
North South
Interval
Start
Heavy Vehicle Totals
Peak Hr
3 0 13 0 0
00
EB WB
0 0
2
0
0 0 0
0000
0 0 0 0
1 1 27:15 AM 4 6
0 0
1
0 0
8:00 AM
7:30 AM 7 3 0 1 11
16
1
3
0 0 0 0 0 0
8:15 AM 6
7:45 AM 5 6 4
4 8
08:30 AM 5
1 19
1
8 4 4 1 17 0
10 4 1
0
000 1
Peak Hr 26 17 16 4 63 0
0
01
0 0 0 0 120000
2001104
8:45 AM 4 7
1
1
1 13
Count Total 49 44 25 6 124
0000
0.97
9 200132
0
3,830
2,017
17
7
19
0 0 1 0
0 0 0 1 0
57
N
Mark Skaggs: 425 - 250 - 0777 mark.skaggs@idaxdata.com
www.idaxdata.com
to
to
00
0
0Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
8
0
8
3
7
2
3
1
32
15
0.97
7 4002201
0
4,722
2,459
6
3
9
0 0 0 3
0 0 0 1 0
27
3000804
5:45 PM 1 1
0
2
0 3
Count Total 24 12 8 0 44
0000
0 0 2 0 13000
001 0
Peak Hr 14 4 2 0 20 0
0
01
5:15 PM 2
4:45 PM 7 3 1
1 0
05:30 PM 3
0 3
0
2 0 1 0 3 0
0 0 0
2
4:15 PM 3 2
0 0
0
0 0
5:00 PM
4:30 PM 2 4 0 0 6
11
2
1
0 0 0 0 0 2
2 1
1
0
0 1 0
0000
0 1 5 0
0 0 040900
10
EB WB
6
4:00 PM 4 1 1 0 6
TotalNBSBEastWest
1 000161
North South
Interval
Start
Heavy Vehicle Totals
Peak Hr
42 1
EB WB NB SB Total
118
31 693 5
415
Bicycles Pedestrians (Crossing Leg)
2,37855504
10
20214
37Count Total
5:45 PM 0 5
51
7
4:45 PM
4:30 PM
50 2,069 649
29 1,086 338
9 229 76 10 178 1
59 1,354 13
3
4:00 PM
5:30 PM
5:15 PM
5:00 PM
1,116
179 4248
265 83
8 261 89 10 177 0
9 295 75
Interval
Start
16410
TOTAL 0.8%
7
Total
927 5 729
29 TEV:2,459 693
0 6
0.66
7 166 0 2 6
3
15-min
Total
0 24:15 PM
4:00 PM 6:00 PM
1,453 338
1,086 PHF:0.97 3129412063 8Count Period:
NE 4TH STJERICHO AVE NEJERICHO AVE NE
NE 4TH ST
Wed, Mar 19, 2014
Peak Hour
Peak Hour: 4:45 PM 5:45 PM
0.917270.8%214WB 0.5%0.87
NB
PHF
EB 1.0%0.96 04
Date:
SB 0.0%
NE 4TH ST
Eastbound
LT TH RT375 HV %:
NE 4TH ST
Westbound
LT TH RTJERICHO AVE NENE 4TH ST
4 238 85 53553
621
Rolling
One Hour
JERICHO AVE NE
Northbound
LT TH RT
JERICHO AVE NE
Southbound
LT TH RT
5
0 7 1 2
4 268 79
4 248 71
6
593
580
2 7
2 10
6 265 91 636
607
4 203 2
54
3
1
4 138 3
6
354
52
2 8
1 2
52
56
52
2 2
0
7 149
2,344
2,416
2,432
2,459
0
609
607
0 1
1
N
Mark Skaggs: 425 - 250 - 0777 mark.skaggs@idaxdata.com
www.idaxdata.com
Date:
to
to
00
0
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
1
0
0
0
0
0
0
1
0
HOQUIAM AVE SE
SE 136TH ST
Wed, Mar 19, 2014
Peak Hour
Peak Hour: 8:00 AM 9:00 AM
19139:00 AMCount Period: HOQUIAM AVE SESE 136TH ST
7:00 AM
53 11 60
TEV:117 49415
7:00 AM
WB 5.0%0.83
SB 0.0%0.48
EB
2 PHF:0.68
38 36
SE 136TH ST
Eastbound
LT TH RT
HOQUIAM AVE SESE 136TH ST
Westbound
LT TH RT
Northbound
51
Interval
Start LT TH RT
SE 136TH ST
TOTAL
0 2 0 000082000
7:45 AM
7:30 AM
7:15 AM
Pedestrians (Crossing Leg)
EB WB NB SB Total EB
Peak Hr
Count Total
8:45 AM
8:30 AM
8:15 AM
8:00 AM
Interval
Start
1
South
8 0
0
164
0
0
0 0 0 0
TotalNBSBEastWestNorth
0
0 0 1 0 0
0 0
0
07:00 AM
0
0
7:45 AM 0 0 0
0
0 0 0 0 0
7:15 AM 0 0 0 0
0
8:00 AM 0 0
07:30 AM 0 0 0 0 0
0 0 0
0 0 0
0
0 0
8:45 AM 0 0 0 0 0
0 0
0 0 0 0 000
0 0 0 0
0 0
8:15 AM 0 1
Peak Hr 0 3 0 0
08:30 AM 0 2 0 0 2
0
0 0 0 0 0
0 0 0
0 0Count Total 0 3 0 003
0
0
0
0 0 0 0
0 1 0 0
0 0 0
0
0
0 0
0 0 15
0
0
0 0 0 0 0 0
0
0
0
0 0 1 0
03
0
WB
0
0
0 0
15
0 49 11
Heavy Vehicle Totals Bicycles
0
0 0 0 0 0 0
1100
0
49 0
2 36 0
3
0
0 77
0 7
1 3 0
070
1 14 0
0
0
0
0 3 0 0
0 5 0
0
0
0
0
0
0 0
0
12 3
051
0
0214
0
13 5
8 1
07 00LT TH RT
0 0
1
0 0 0
000
10
12
15-min
Total
HOQUIAM AVE SE
Southbound
0
0 0
0 0
0
0
0 4
0 0
16
4
13
10
12
26
43
28
20
117
0
4
0
47
61
91
109
117
Rolling
One Hour
HV %:PHF
0.0%0.63
0
0
0
0
2
0
3 0
2.6%0.68
0
N
Mark Skaggs: 425 - 250 - 0777 mark.skaggs@idaxdata.com
www.idaxdata.com
Date:
to
to
00
0
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
1
1
1
0
0
0
3
3
100
106
100
103
102
Rolling
One Hour
HV %:PHF
0.0%0.84
0
0
0
0
0
0
1 0
0.0%0.88
0
0
28
21
27
30
22
24
26
106
0
1
3
0
0 0
0 0
0
2
0 7
0 0
8 00LT TH RT
0 1
1
2 0 0
010
2
24
15-min
Total
HOQUIAM AVE SE
Southbound
0
0
0
0
0 0
0
5 1
071
0
014
0
4 2
2 2
12
1 22 0
0240
0 13 0
0
0
0
0 12 0 0
1 21 0
0
150
0
141 0
2 79 0
4
0
0 31
0 17
WB
0
0
0 0
11
0 15 5
Heavy Vehicle Totals Bicycles
0
0 0 0 0 0 0
0
0 0
0 0 5
1
1
0 0 0 0 0 1
0
0
0
0 0 0 0
00
0 0 0 0 000
2
0
0
0 0 0 0
1 0 0 2
0 1 0
0
Peak Hr 0 0 0 0
05:30 PM 0 0 0 0 0
0
0 0 0 0 0
0 0 1
1 0Count Total
5:45 PM 0 0 0 0 0
0 0
0 0 0 0 000
0 0 0 0
0 0
5:15 PM 0 0
5:00 PM 0 0
04:30 PM 0 0 0 0 0
0 0 0
0 0 0
1
0 0
4:00 PM
0
0
4:45 PM 0 0 0
0
0 0 0 0 0
4:15 PM 0 0 0 0
0 0
1 0 0 1
TotalNBSBEastWestNorth
0
0 0 0 0 0
1 0
0
0
4:45 PM
4:30 PM
4:15 PM
Pedestrians (Crossing Leg)
EB WB NB SB Total EB
Peak Hr
Count Total
5:45 PM
5:30 PM
5:15 PM
5:00 PM
Interval
Start
1
South
16 0
0
202
0
1 16 0 200022010
LT TH RT
Northbound
84
Interval
Start LT TH RT
SE 136TH ST
TOTAL
4:00 PM
WB 0.0%0.63
SB 0.0%0.63
EB
2 PHF:0.88
81 79
SE 136TH ST
Eastbound
LT TH RT
HOQUIAM AVE SESE 136TH ST
Westbound
15 5 20
TEV:106 1505HOQUIAM AVE SE
SE 136TH ST
Wed, Mar 19, 2014
Peak Hour
Peak Hour: 4:15 PM 5:15 PM
576:00 PMCount Period: HOQUIAM AVE SESE 136TH ST
4:00 PMN
Mark Skaggs: 425 - 250 - 0777 mark.skaggs@idaxdata.com
www.idaxdata.com
to
to
00
0
0Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
0
0
1
3
0
2
1
0
7
6
0.85
0 700000
2
1,115
650
3
3
773
0 0 0 0
0 0 0 0 0
18
6000000
8:45 AM 0 0
0
0
0 0
Count Total 0 3 2 0 5
0000
0 0 0 0 02000
000 0
Peak Hr 0 1 2 0 3 0
0
00
8:15 AM 0
7:45 AM 0 0 2
1 0
18:30 AM 0
0 1
0
0 0 0 0 0 0
2 0 0
0
7:15 AM 0 0
0 0
0
0 0
8:00 AM
7:30 AM 0 0 0 0 0
2
0
0
0 0 0 0 0 0
0 1
3
0
0 0 0
0000
0 0 0 0
0 0 000000
00
EB WB
82
7:00 AM 0 0 0 0 0
TotalNBSBEastWest
0 000000
North South
Interval
Start
Heavy Vehicle Totals
Peak Hr
7 0
EB WB NB SB Total
0832
4 6 17
61
Bicycles Pedestrians (Crossing Leg)
5536970
137
635
12Count Total
8:45 AM 46 1
25
430
7:45 AM
7:30 AM
27 6 38
22 5 22
0 0 7 0 0 1
5 8 20
1
7:00 AM
8:30 AM
8:15 AM
8:00 AM
26
0 0483
1 9
17 3 6 2 4 13
5 1 4
Interval
Start
21
TOTAL 0.5%
0
Total
47 17 27
22 TEV:650 6
114 1
0.65
0 0 1 110 4
6
15-min
Total
0 177:15 AM
7:00 AM 9:00 AM
49 22
5 PHF:0.85 4914696823 0Count Period:
SE 136TH STJERICHO AVE SEJERICHO AVE SE
SE 136TH ST
Wed, Mar 19, 2014
Peak Hour
Peak Hour: 7:30 AM 8:30 AM
0.94430180.4%35WB 3.7%0.36
NB
PHF
EB 0.0%0.47 00
Date:
SB 0.0%
SE 136TH ST
Eastbound
LT TH RT108 HV %:
SE 136TH ST
Westbound
LT TH RTJERICHO AVE SESE 136TH ST
0 0 2 1224
0114
Rolling
One Hour
JERICHO AVE SE
Northbound
LT TH RT
JERICHO AVE SE
Southbound
LT TH RT
0
104 0 10 1
0 0 3
1 0 5
2
142
144
110 12
104 2
2 1 2 154
160
1 0 0
7
1
1
0 1 0
5
57
8
20 0
1 29
6
14
8
102 3
4
1 1
562
600
650
638
0
192
132
0 19
21
N
Mark Skaggs: 425 - 250 - 0777 mark.skaggs@idaxdata.com
www.idaxdata.com
to
to
00
0
0Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
0
2
0
2
4
0
1
0
9
8
0.90
0 200070
0
1,247
658
11
8
380
0 0 0 3
0 0 0 0 0
3
2000600
5:45 PM 0 0
0
0
0 0
Count Total 2 0 1 0 3
0000
0 0 1 0 00000
000 0
Peak Hr 2 0 1 0 3 0
0
00
5:15 PM 0
4:45 PM 0 0 0
0 0
05:30 PM 0
0 0
0
0 0 0 0 0 0
0 0 0
1
4:15 PM 0 0
0 0
0
0 0
5:00 PM
4:30 PM 2 0 0 0 2
0
0
0
0 0 0 0 0 2
0 0
0
0
0 0 0
1000
0 0 0 0
1 0 010100
00
EB WB
337
4:00 PM 0 0 0 0 0
TotalNBSBEastWest
0 000000
North South
Interval
Start
Heavy Vehicle Totals
Peak Hr
4 1
EB WB NB SB Total
2400
4 0 1
30
Bicycles Pedestrians (Crossing Leg)
626147801
662
216
8Count Total
5:45 PM 43 0
6
208
4:45 PM
4:30 PM
5 6 129
1 5 73
3 0 14 1 0 0
8 0 2
0
4:00 PM
5:30 PM
5:15 PM
5:00 PM
16
0 0227
1 22
0 0 14 0 0 0
0 0 15
Interval
Start
00
TOTAL 0.5%
2
Total
18 1 5
1 TEV:658 0
49 0
0.89
1 0 0 47 1
2
15-min
Total
4 934:15 PM
4:00 PM 6:00 PM
79 73
5 PHF:0.90 434721023378 6Count Period:
SE 136TH STJERICHO AVE SEJERICHO AVE SE
SE 136TH ST
Wed, Mar 19, 2014
Peak Hour
Peak Hour: 4:15 PM 5:15 PM
0.8120830.4%16WB 0.0%0.63
NB
PHF
EB 2.5%0.79 00
Date:
SB 0.0%
SE 136TH ST
Eastbound
LT TH RT414 HV %:
SE 136TH ST
Westbound
LT TH RTJERICHO AVE SESE 136TH ST
1 1 13 1452
0271
Rolling
One Hour
JERICHO AVE SE
Northbound
LT TH RT
JERICHO AVE SE
Southbound
LT TH RT
0
45 1 78 1
0 0 25
0 2 9
1
173
141
47 2
65 0
0 2 17 162
182
1 0 0
2
0
1
2 0 1
3
15
3
84 2
0 87
3
5
6
44 2
1
1 0
621
658
638
641
0
153
144
1 89
80
N
Mark Skaggs: 425 - 250 - 0777 mark.skaggs@idaxdata.com
Appendix B: LOS Definitions
Highway Capacity Manual, 2000
Signalized intersection level of service (LOS) is defined in terms of the average total vehicle
delay of all movements through an intersection. Vehicle delay is a method of quantifying several
intangible factors, including driver discomfort, frustration, and lost travel time. Specifically, LOS
criteria are stated in terms of average delay per vehicle during a specified time period (for
example, the PM peak hour). Vehicle delay is a complex measure based on many variables,
including signal phasing (i.e., progression of movements through the intersection), signal cycle
length, and traffic volumes with respect to intersection capacity. Table 1 shows LOS criteria for
signalized intersections, as described in the Highway Capacity Manual (Transportation Research
Board, Special Report 209, 2000).
Table 1. Level of Service Criteria for Signalized Intersections
Level of Service
Average Control Delay
(sec/veh)
General Description
(Signalized Intersections)
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)
F >80 Forced flow (jammed)
Source: Highway Capacity Manual, Transportation Research Board, Special Report 209, 2000.
Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-
way stop-controlled and two-way stop-controlled. All-way, stop-controlled intersection LOS is
expressed in terms of the average vehicle delay of all of the movements, much like that of a
signalized intersection. Two-way, stop-controlled intersection LOS is defined in terms of the
average vehicle delay of an individual movement(s). This is because the performance of a two-
way, stop-controlled intersection is more closely reflected in terms of its individual movements,
rather than its performance overall. For this reason, LOS for a two-way, stop-controlled
intersection is defined in terms of its individual movements. With this in mind, total average
vehicle delay (i.e., average delay of all movements) for a two-way, stop-controlled intersection
should be viewed with discretion. Table 2 shows LOS criteria for unsignalized intersections (both
all-way and two-way, stop-controlled).
Table 2. Level of Service Criteria for Unsignalized Intersections
Level of Service Average Control Delay (sec/veh)
A 0 - 10
B >10 - 15
C >15 - 25
D >25 - 35
E >35 - 50
F >50
Source: Highway Capacity Manual, Transportation Research Board, Special Report 209, 2000.
Appendix C: LOS Worksheets
HCM Signalized Intersection Capacity Analysis Existing AM Peak Hour
1: Jericho Avenue SE & NE 4th Street /NE 4th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 5 405 125 10 910 5 450 5 55 5 10 30
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.98 1.00
Satd. Flow (prot) 1719 3316 1770 3536 1758 1568 1715 1482
Flt Permitted 0.26 1.00 0.30 1.00 0.72 1.00 0.90 1.00
Satd. Flow (perm) 468 3316 553 3536 1324 1568 1567 1482
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 5 418 129 10 938 5 464 5 57 5 10 31
RTOR Reduction (vph) 0 30 001000340019
Lane Group Flow (vph) 5 517 0 10 942 0 0 469 23 0 15 12
Heavy Vehicles (%) 5% 5% 5% 2% 2% 2% 3% 3% 3% 9% 9% 9%
Turn Type pm+pt NA pm+pt NA Perm NA Perm Perm NA Perm
Protected Phases 5 2 1 6 4 8
Permitted Phases 2 6 4 4 8 8
Actuated Green, G (s) 37.7 36.5 55.5 49.2 44.3 44.3 44.3 44.3
Effective Green, g (s) 37.7 36.5 55.5 49.2 44.3 44.3 44.3 44.3
Actuated g/C Ratio 0.34 0.33 0.50 0.45 0.40 0.40 0.40 0.40
Clearance Time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Vehicle Extension (s) 3.0 5.0 3.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 174 1100 432 1581 533 631 631 596
v/s Ratio Prot 0.00 0.16 c0.00 c0.27
v/s Ratio Perm 0.01 0.01 c0.35 0.01 0.01 0.01
v/c Ratio 0.03 0.47 0.02 0.60 0.88 0.04 0.02 0.02
Uniform Delay, d1 24.0 29.1 14.5 22.9 30.4 19.9 19.8 19.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 1.4 0.1 1.7 16.4 0.0 0.0 0.0
Delay (s) 24.0 30.5 14.6 24.6 46.8 20.0 19.8 19.8
Level of Service C C B C D B B B
Approach Delay (s) 30.5 24.5 43.9 19.8
Approach LOS C C D B
Intersection Summary
HCM 2000 Control Delay 30.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 15.3
Intersection Capacity Utilization 67.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Existing AM Peak Hour
2: SE 136th Street & Hoquiam Avenue SE Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph) 5 35 50 10 15 5
Peak Hour Factor 0.68 0.68 0.68 0.68 0.68 0.68
Hourly flow rate (vph) 7 51 74 15 22 7
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 59 88 29
Volume Left (vph) 7 0 22
Volume Right (vph) 0 15 7
Hadj (s) 0.03 -0.01 0.00
Departure Headway (s) 4.1 4.0 4.2
Degree Utilization, x 0.07 0.10 0.03
Capacity (veh/h) 868 885 818
Control Delay (s) 7.4 7.4 7.4
Approach Delay (s) 7.4 7.4 7.4
Approach LOS A A A
Intersection Summary
Delay 7.4
Level of Service A
Intersection Capacity Utilization 16.1% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis Existing AM Peak Hour
3: Jericho Avenue SE & SE 136th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 20 5 20 5 5 15 35 430 20 5 80 5
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Hourly flow rate (vph) 24 6 24 6 6 18 41 506 24 6 94 6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 729 721 97 735 712 518 100 529
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 729 721 97 735 712 518 100 529
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 93 98 98 98 98 97 97 99
cM capacity (veh/h) 317 344 965 312 344 554 1505 1048
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 53 29 571 106
Volume Left 24 6 41 6
Volume Right 24 18 24 6
cSH 458 434 1505 1048
Volume to Capacity 0.12 0.07 0.03 0.01
Queue Length 95th (ft) 10 5 2 0
Control Delay (s) 13.9 13.9 0.8 0.5
Lane LOS BBAA
Approach Delay (s) 13.9 13.9 0.8 0.5
Approach LOS B B
Intersection Summary
Average Delay 2.2
Intersection Capacity Utilization 44.3% ICU Level of Service A
Analysis Period (min) 15
HCM Signalized Intersection Capacity Analysis Existing PM Peak Hour
1: Jericho Avenue SE & NE 4th Street /NE 4th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 30 1085 340 30 695 5 215 5 25 5 5 20
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.98 1.00
Satd. Flow (prot) 1787 3446 1787 3571 1793 1599 1854 1615
Flt Permitted 0.38 1.00 0.07 1.00 0.72 1.00 0.88 1.00
Satd. Flow (perm) 710 3446 126 3571 1362 1599 1676 1615
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 31 1119 351 31 716 5 222 5 26 5 5 21
RTOR Reduction (vph) 0 24 000000200016
Lane Group Flow (vph) 31 1446 0 31 721 0 0 227 6 0 10 5
Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA Perm NA Perm Perm NA Perm
Protected Phases 5 2 1 6 4 8
Permitted Phases 2 6 4 4 8 8
Actuated Green, G (s) 72.7 68.7 91.5 82.4 28.3 28.3 28.3 28.3
Effective Green, g (s) 72.7 68.7 91.5 82.4 28.3 28.3 28.3 28.3
Actuated g/C Ratio 0.56 0.53 0.70 0.63 0.22 0.22 0.22 0.22
Clearance Time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Vehicle Extension (s) 3.0 5.0 3.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 430 1821 314 2263 296 348 364 351
v/s Ratio Prot 0.00 c0.42 c0.01 c0.20
v/s Ratio Perm 0.04 0.06 c0.17 0.00 0.01 0.00
v/c Ratio 0.07 0.79 0.10 0.32 0.77 0.02 0.03 0.01
Uniform Delay, d1 12.9 24.9 14.8 10.9 47.8 39.9 40.0 39.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 3.7 0.6 0.4 13.2 0.0 0.1 0.0
Delay (s) 12.9 28.6 15.5 11.3 60.9 40.0 40.1 39.9
Level of Service B C B B E D D D
Approach Delay (s) 28.3 11.5 58.8 40.0
Approach LOS C B E D
Intersection Summary
HCM 2000 Control Delay 26.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.70
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 15.3
Intersection Capacity Utilization 68.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Existing PM Peak Hour
2: SE 136th Street & Hoquiam Avenue SE Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph) 5 80 15 5 5 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 6 91 17 6 6 0
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 97 23 6
Volume Left (vph) 6 0 6
Volume Right (vph) 0 6 0
Hadj (s) 0.01 -0.15 0.20
Departure Headway (s) 3.9 3.9 4.3
Degree Utilization, x 0.11 0.02 0.01
Capacity (veh/h) 904 924 796
Control Delay (s) 7.4 6.9 7.4
Approach Delay (s) 7.4 6.9 7.4
Approach LOS A A A
Intersection Summary
Delay 7.3
Level of Service A
Intersection Capacity Utilization 18.3% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis Existing PM Peak Hour
3: Jericho Avenue SE & SE 136th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 5 5 75 5 0 5 15 210 5 10 335 5
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Hourly flow rate (vph) 6 6 83 6 0 6 17 233 6 11 372 6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 672 669 375 753 669 236 378 239
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 672 669 375 753 669 236 378 239
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 98 98 88 98 100 99 99 99
cM capacity (veh/h) 359 369 669 280 372 808 1192 1340
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 94 11 256 389
Volume Left 6 6 17 11
Volume Right 83 6 6 6
cSH 609 415 1192 1340
Volume to Capacity 0.16 0.03 0.01 0.01
Queue Length 95th (ft) 14 2 1 1
Control Delay (s) 12.0 13.9 0.6 0.3
Lane LOS BBAA
Approach Delay (s) 12.0 13.9 0.6 0.3
Approach LOS B B
Intersection Summary
Average Delay 2.1
Intersection Capacity Utilization 32.6% ICU Level of Service A
Analysis Period (min) 15
HCM Signalized Intersection Capacity Analysis Without Project AM Peak Hour
1: Jericho Avenue SE & NE 4th Street /NE 4th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 5 420 130 10 945 5 470 5 55 5 10 30
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.98 1.00
Satd. Flow (prot) 1719 3316 1770 3537 1758 1568 1715 1482
Flt Permitted 0.22 1.00 0.29 1.00 0.72 1.00 0.90 1.00
Satd. Flow (perm) 391 3316 548 3537 1324 1568 1564 1482
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 5 433 134 10 974 5 485 5 57 5 10 31
RTOR Reduction (vph) 0 29 001000330018
Lane Group Flow (vph) 5 538 0 10 978 0 0 490 24 0 15 13
Heavy Vehicles (%) 5% 5% 5% 2% 2% 2% 3% 3% 3% 9% 9% 9%
Turn Type pm+pt NA pm+pt NA Perm NA Perm Perm NA Perm
Protected Phases 5 2 1 6 4 8
Permitted Phases 2 6 4 4 8 8
Actuated Green, G (s) 39.4 38.2 54.3 48.0 45.5 45.5 45.5 45.5
Effective Green, g (s) 39.4 38.2 54.3 48.0 45.5 45.5 45.5 45.5
Actuated g/C Ratio 0.36 0.35 0.49 0.44 0.41 0.41 0.41 0.41
Clearance Time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Vehicle Extension (s) 3.0 5.0 3.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 154 1151 392 1543 547 648 646 613
v/s Ratio Prot 0.00 0.16 c0.00 c0.28
v/s Ratio Perm 0.01 0.01 c0.37 0.02 0.01 0.01
v/c Ratio 0.03 0.47 0.03 0.63 0.90 0.04 0.02 0.02
Uniform Delay, d1 23.2 28.0 15.1 24.2 30.0 19.2 19.1 19.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 1.4 0.1 2.0 18.1 0.0 0.0 0.0
Delay (s) 23.3 29.3 15.2 26.2 48.2 19.2 19.1 19.1
Level of Service C C B C D B B B
Approach Delay (s) 29.3 26.0 45.1 19.1
Approach LOS C C D B
Intersection Summary
HCM 2000 Control Delay 31.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 15.3
Intersection Capacity Utilization 69.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Without Project AM Peak Hour
2: SE 136th Street & Hoquiam Avenue SE Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph) 5 35 50 10 15 5
Peak Hour Factor 0.68 0.68 0.68 0.68 0.68 0.68
Hourly flow rate (vph) 7 51 74 15 22 7
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 59 88 29
Volume Left (vph) 7 0 22
Volume Right (vph) 0 15 7
Hadj (s) 0.03 -0.01 0.00
Departure Headway (s) 4.1 4.0 4.2
Degree Utilization, x 0.07 0.10 0.03
Capacity (veh/h) 868 885 818
Control Delay (s) 7.4 7.4 7.4
Approach Delay (s) 7.4 7.4 7.4
Approach LOS A A A
Intersection Summary
Delay 7.4
Level of Service A
Intersection Capacity Utilization 16.1% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis Without Project AM Peak Hour
3: Jericho Avenue SE & SE 136th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 20 5 20 5 5 15 35 445 20 5 85 5
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Hourly flow rate (vph) 24 6 24 6 6 18 41 524 24 6 100 6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 753 744 103 759 735 535 106 547
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 753 744 103 759 735 535 106 547
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 92 98 98 98 98 97 97 99
cM capacity (veh/h) 306 334 957 301 333 541 1498 1032
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 53 29 588 112
Volume Left 24 6 41 6
Volume Right 24 18 24 6
cSH 444 421 1498 1032
Volume to Capacity 0.12 0.07 0.03 0.01
Queue Length 95th (ft) 10 6 2 0
Control Delay (s) 14.2 14.2 0.8 0.5
Lane LOS BBAA
Approach Delay (s) 14.2 14.2 0.8 0.5
Approach LOS B B
Intersection Summary
Average Delay 2.2
Intersection Capacity Utilization 45.0% ICU Level of Service A
Analysis Period (min) 15
HCM Signalized Intersection Capacity Analysis Without Project PM Peak Hour
1: Jericho Avenue SE & NE 4th Street /NE 4th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 30 1130 355 30 725 5 225 5 25 5 5 20
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.98 1.00
Satd. Flow (prot) 1787 3446 1787 3571 1793 1599 1854 1615
Flt Permitted 0.37 1.00 0.06 1.00 0.72 1.00 0.88 1.00
Satd. Flow (perm) 689 3446 106 3571 1362 1599 1675 1615
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 31 1165 366 31 747 5 232 5 26 5 5 21
RTOR Reduction (vph) 0 23 000000200016
Lane Group Flow (vph) 31 1508 0 31 752 0 0 237 6 0 10 5
Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA Perm NA Perm Perm NA Perm
Protected Phases 5 2 1 6 4 8
Permitted Phases 2 6 4 4 8 8
Actuated Green, G (s) 73.1 69.1 90.7 81.6 29.1 29.1 29.1 29.1
Effective Green, g (s) 73.1 69.1 90.7 81.6 29.1 29.1 29.1 29.1
Actuated g/C Ratio 0.56 0.53 0.70 0.63 0.22 0.22 0.22 0.22
Clearance Time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Vehicle Extension (s) 3.0 5.0 3.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 421 1831 287 2241 304 357 374 361
v/s Ratio Prot 0.00 c0.44 c0.01 c0.21
v/s Ratio Perm 0.04 0.06 c0.17 0.00 0.01 0.00
v/c Ratio 0.07 0.82 0.11 0.34 0.78 0.02 0.03 0.01
Uniform Delay, d1 12.7 25.4 16.4 11.4 47.4 39.3 39.4 39.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 4.3 0.8 0.4 13.8 0.0 0.1 0.0
Delay (s) 12.7 29.7 17.2 11.8 61.2 39.3 39.5 39.3
Level of Service B C B B E D D D
Approach Delay (s) 29.4 12.0 59.1 39.4
Approach LOS C B E D
Intersection Summary
HCM 2000 Control Delay 27.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 15.3
Intersection Capacity Utilization 70.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Without Project PM Peak Hour
2: SE 136th Street & Hoquiam Avenue SE Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph) 5 85 15 5 5 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 6 97 17 6 6 0
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 102 23 6
Volume Left (vph) 6 0 6
Volume Right (vph) 0 6 0
Hadj (s) 0.01 -0.15 0.20
Departure Headway (s) 3.9 3.9 4.4
Degree Utilization, x 0.11 0.02 0.01
Capacity (veh/h) 904 923 793
Control Delay (s) 7.4 7.0 7.4
Approach Delay (s) 7.4 7.0 7.4
Approach LOS A A A
Intersection Summary
Delay 7.4
Level of Service A
Intersection Capacity Utilization 18.6% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis Without Project PM Peak Hour
3: Jericho Avenue SE & SE 136th Street Copperwood Plat
4/2/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 5 5 80 5 0 5 15 220 5 10 350 5
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Hourly flow rate (vph) 6 6 89 6 0 6 17 244 6 11 389 6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 700 697 392 786 697 247 394 250
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 700 697 392 786 697 247 394 250
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 98 98 86 98 100 99 99 99
cM capacity (veh/h) 344 355 655 262 359 796 1175 1327
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 100 11 267 406
Volume Left 6 6 17 11
Volume Right 89 6 6 6
cSH 597 394 1175 1327
Volume to Capacity 0.17 0.03 0.01 0.01
Queue Length 95th (ft) 15 2 1 1
Control Delay (s) 12.2 14.4 0.6 0.3
Lane LOS BBAA
Approach Delay (s) 12.2 14.4 0.6 0.3
Approach LOS B B
Intersection Summary
Average Delay 2.1
Intersection Capacity Utilization 33.7% ICU Level of Service A
Analysis Period (min) 15
HCM Signalized Intersection Capacity Analysis With Project AM Peak Hour
1: Jericho Avenue SE & NE 4th Street /NE 4th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 5 420 130 11 945 5 471 5 57 5 10 30
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.98 1.00
Satd. Flow (prot) 1719 3316 1770 3537 1758 1568 1715 1482
Flt Permitted 0.22 1.00 0.29 1.00 0.72 1.00 0.90 1.00
Satd. Flow (perm) 389 3316 548 3537 1324 1568 1564 1482
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 5 433 134 11 974 5 486 5 59 5 10 31
RTOR Reduction (vph) 0 29 001000350018
Lane Group Flow (vph) 5 538 0 11 978 0 0 491 24 0 15 13
Heavy Vehicles (%) 5% 5% 5% 2% 2% 2% 3% 3% 3% 9% 9% 9%
Turn Type pm+pt NA pm+pt NA Perm NA Perm Perm NA Perm
Protected Phases 5 2 1 6 4 8
Permitted Phases 2 6 4 4 8 8
Actuated Green, G (s) 39.4 38.2 54.2 47.9 45.6 45.6 45.6 45.6
Effective Green, g (s) 39.4 38.2 54.2 47.9 45.6 45.6 45.6 45.6
Actuated g/C Ratio 0.36 0.35 0.49 0.44 0.41 0.41 0.41 0.41
Clearance Time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Vehicle Extension (s) 3.0 5.0 3.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 153 1151 391 1540 548 650 648 614
v/s Ratio Prot 0.00 0.16 c0.00 c0.28
v/s Ratio Perm 0.01 0.01 c0.37 0.02 0.01 0.01
v/c Ratio 0.03 0.47 0.03 0.64 0.90 0.04 0.02 0.02
Uniform Delay, d1 23.2 28.0 15.2 24.2 30.0 19.2 19.0 19.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 1.4 0.1 2.0 18.1 0.0 0.0 0.0
Delay (s) 23.3 29.3 15.3 26.2 48.1 19.2 19.1 19.0
Level of Service C C B C D B B B
Approach Delay (s) 29.3 26.1 45.0 19.1
Approach LOS C C D B
Intersection Summary
HCM 2000 Control Delay 31.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 15.3
Intersection Capacity Utilization 69.6% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis With Project AM Peak Hour
2: SE 136th Street & Hoquiam Avenue SE Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph) 5 44 54 10 15 5
Peak Hour Factor 0.68 0.68 0.68 0.68 0.68 0.68
Hourly flow rate (vph) 7 65 79 15 22 7
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 72 94 29
Volume Left (vph) 7 0 22
Volume Right (vph) 0 15 7
Hadj (s) 0.02 -0.01 0.00
Departure Headway (s) 4.1 4.0 4.3
Degree Utilization, x 0.08 0.11 0.03
Capacity (veh/h) 868 881 807
Control Delay (s) 7.4 7.5 7.4
Approach Delay (s) 7.4 7.5 7.4
Approach LOS A A A
Intersection Summary
Delay 7.5
Level of Service A
Intersection Capacity Utilization 16.5% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis With Project AM Peak Hour
3: Jericho Avenue SE & SE 136th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 23 5 26 5 5 15 38 445 20 5 85 6
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Hourly flow rate (vph) 27 6 31 6 6 18 45 524 24 6 100 7
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 761 752 104 774 744 535 107 547
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 761 752 104 774 744 535 107 547
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 91 98 97 98 98 97 97 99
cM capacity (veh/h) 301 330 957 291 329 541 1496 1032
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 64 29 592 113
Volume Left 27 6 45 6
Volume Right 31 18 24 7
cSH 455 416 1496 1032
Volume to Capacity 0.14 0.07 0.03 0.01
Queue Length 95th (ft) 12 6 2 0
Control Delay (s) 14.2 14.3 0.9 0.5
Lane LOS BBAA
Approach Delay (s) 14.2 14.3 0.9 0.5
Approach LOS B B
Intersection Summary
Average Delay 2.4
Intersection Capacity Utilization 46.1% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis With Project AM Peak Hour
4: Road A & SE 136th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h) 39 4 1 59 12 3
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.68 0.68 0.68 0.68 0.68 0.68
Hourly flow rate (vph) 57 6 1 87 18 4
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 63 150 60
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 63 150 60
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 98 100
cM capacity (veh/h) 1520 846 1011
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 63 88 22
Volume Left 0 1 18
Volume Right 6 0 4
cSH 1700 1520 874
Volume to Capacity 0.04 0.00 0.03
Queue Length 95th (ft) 0 0 2
Control Delay (s) 0.0 0.1 9.2
Lane LOS A A
Approach Delay (s) 0.0 0.1 9.2
Approach LOS A
Intersection Summary
Average Delay 1.2
Intersection Capacity Utilization 13.9% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis With Project AM Peak Hour
5: Road B & SE 136th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h) 41 1 3 56 4 8
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.68 0.68 0.68 0.68 0.68 0.68
Hourly flow rate (vph) 60 1 4 82 6 12
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 62 152 61
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 62 152 61
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 99 99
cM capacity (veh/h) 1522 842 1010
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 62 87 18
Volume Left 0 4 6
Volume Right 1 0 12
cSH 1700 1522 947
Volume to Capacity 0.04 0.00 0.02
Queue Length 95th (ft) 0 0 1
Control Delay (s) 0.0 0.4 8.9
Lane LOS A A
Approach Delay (s) 0.0 0.4 8.9
Approach LOS A
Intersection Summary
Average Delay 1.1
Intersection Capacity Utilization 15.4% ICU Level of Service A
Analysis Period (min) 15
HCM Signalized Intersection Capacity Analysis With Project PM Peak Hour
1: Jericho Avenue SE & NE 4th Street /NE 4th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 30 1130 356 32 725 5 226 5 27 5 5 20
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.98 1.00
Satd. Flow (prot) 1787 3446 1787 3571 1793 1599 1854 1615
Flt Permitted 0.37 1.00 0.06 1.00 0.72 1.00 0.88 1.00
Satd. Flow (perm) 689 3446 106 3571 1361 1599 1674 1615
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 31 1165 367 33 747 5 233 5 28 5 5 21
RTOR Reduction (vph) 0 23 000000220016
Lane Group Flow (vph) 31 1509 0 33 752 0 0 238 6 0 10 5
Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA Perm NA Perm Perm NA Perm
Protected Phases 5 2 1 6 4 8
Permitted Phases 2 6 4 4 8 8
Actuated Green, G (s) 73.2 69.2 90.7 81.6 29.1 29.1 29.1 29.1
Effective Green, g (s) 73.2 69.2 90.7 81.6 29.1 29.1 29.1 29.1
Actuated g/C Ratio 0.56 0.53 0.70 0.63 0.22 0.22 0.22 0.22
Clearance Time (s) 5.1 5.1 5.1 5.1 5.1 5.1 5.1 5.1
Vehicle Extension (s) 3.0 5.0 3.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 421 1834 286 2241 304 357 374 361
v/s Ratio Prot 0.00 c0.44 c0.01 c0.21
v/s Ratio Perm 0.04 0.07 c0.17 0.00 0.01 0.00
v/c Ratio 0.07 0.82 0.12 0.34 0.78 0.02 0.03 0.01
Uniform Delay, d1 12.6 25.3 16.5 11.4 47.5 39.3 39.4 39.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 4.3 0.8 0.4 14.2 0.0 0.1 0.0
Delay (s) 12.7 29.6 17.3 11.8 61.6 39.4 39.5 39.3
Level of Service B C B B E D D D
Approach Delay (s) 29.3 12.0 59.3 39.4
Approach LOS C B E D
Intersection Summary
HCM 2000 Control Delay 27.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 15.3
Intersection Capacity Utilization 70.6% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis With Project PM Peak Hour
2: SE 136th Street & Hoquiam Avenue SE Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph) 5 91 25 5 5 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 6 103 28 6 6 0
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 109 34 6
Volume Left (vph) 6 0 6
Volume Right (vph) 0 6 0
Hadj (s) 0.01 -0.10 0.20
Departure Headway (s) 4.0 3.9 4.4
Degree Utilization, x 0.12 0.04 0.01
Capacity (veh/h) 901 909 784
Control Delay (s) 7.5 7.1 7.4
Approach Delay (s) 7.5 7.1 7.4
Approach LOS A A A
Intersection Summary
Delay 7.4
Level of Service A
Intersection Capacity Utilization 18.9% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis With Project PM Peak Hour
3: Jericho Avenue SE & SE 136th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 8 5 83 5 0 5 22 220 5 10 350 8
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Hourly flow rate (vph) 9 6 92 6 0 6 24 244 6 11 389 9
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 717 714 393 807 716 247 398 250
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 717 714 393 807 716 247 398 250
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 97 98 86 98 100 99 98 99
cM capacity (veh/h) 333 345 653 251 348 796 1172 1327
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 107 11 274 409
Volume Left 9 6 24 11
Volume Right 92 6 6 9
cSH 580 382 1172 1327
Volume to Capacity 0.18 0.03 0.02 0.01
Queue Length 95th (ft) 17 2 2 1
Control Delay (s) 12.6 14.7 0.9 0.3
Lane LOS BBAA
Approach Delay (s) 12.6 14.7 0.9 0.3
Approach LOS B B
Intersection Summary
Average Delay 2.3
Intersection Capacity Utilization 34.9% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis With Project PM Peak Hour
4: Road A & SE 136th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h) 89 13 3 16 7 2
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 101 15 3 18 8 2
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 116 134 109
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 116 134 109
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 99 100
cM capacity (veh/h) 1485 863 951
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 116 22 10
Volume Left 0 3 8
Volume Right 15 0 2
cSH 1700 1485 881
Volume to Capacity 0.07 0.00 0.01
Queue Length 95th (ft) 0 0 1
Control Delay (s) 0.0 1.2 9.1
Lane LOS A A
Approach Delay (s) 0.0 1.2 9.1
Approach LOS A
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 15.5% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis With Project PM Peak Hour
5: Road B & SE 136th Street Copperwood Plat
4/17/2014 Synchro 8 Report
Transpo Group
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h) 86 5 9 16 3 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 98 6 10 18 3 6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 103 139 101
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 103 139 101
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 100 99
cM capacity (veh/h) 1501 853 960
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 103 28 9
Volume Left 0 10 3
Volume Right 6 0 6
cSH 1700 1501 917
Volume to Capacity 0.06 0.01 0.01
Queue Length 95th (ft) 0 1 1
Control Delay (s) 0.0 2.7 9.0
Lane LOS A A
Approach Delay (s) 0.0 2.7 9.0
Approach LOS A
Intersection Summary
Average Delay 1.1
Intersection Capacity Utilization 18.0% ICU Level of Service A
Analysis Period (min) 15