DIVISION STREET PLAT TRAFFIC IMPACT ANALYSIS

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2 DIVISION STREET PLAT TRAFFIC IMPACT ANALYSIS TABLE OF CONTENTS 1. Introduction Project Description Existing Conditions Forecast Traffic Demand and Analysis Conclusions and Mitigation Measures...20 Appendix LIST OF TABLES 1. Existing Level of Service Sight Distance Project Trip Generation Future 2022 Background Level of Service Future 2022 Level of Service with Project...19 LIST OF FIGURES 1. Vicinity Map & Roadway System Site Plan Existing Peak Hour Volumes Trip Distribution & Assignment Pipeline Volumes Background Peak Hour Volumes Peak Hour Volumes with Project

3 DIVISION STREET PLAT TRAFFIC IMPACT ANALYSIS 1. INTRODUCTION This report summarizes traffic impacts related to the proposed Division Street Plat. The general goals of this impact study concentrate on 1) the assessment of existing roadway conditions and intersection congestion, 2) forecasts of newly generated project traffic, 3) estimations of future delay, and 4) recommendations for mitigation. Preliminary tasks include the detailed collection of roadway information, road improvement information, and peak hour traffic counts. A level of service analysis for existing traffic conditions is then made to determine the present degree of intersection congestion. Based on this analysis, forecasts of future traffic levels on the surrounding street system are found. Following this forecast, the future service levels for the key intersections are investigated. As a final step, applicable conclusions and possible on-site or off-site mitigation measures are defined. The findings of this study are intended to ensure safe and efficient progression of vehicular and non-motorist traffic near the site. 2. PROJECT DESCRIPTION The proposed Division Street Residential Plat consists of constructing up to 81 single family dwelling units located in the City of Buckley. The project is approximately 15 acres, located on the east side of South Division Street on tax parcel #: Access to the site is proposed via two new entrances extending east from South Division Street. The anticipated buildout year is assumed to be A five-year horizon of 2022 was used to assess impacts under future conditions. Figure 1 on the following page shows the site location and roadway network serving the site. The general configuration of the project is shown in the design schematic on Figure EXISTING CONDITIONS 3.1 Existing Street System The street network serving the proposed project consists of a variety of roadways. Streets near the site mainly consist of two-lane local roadways and state routes. Characteristics for these roadways vary with respect to lane widths, grades, speeds, and function. Differences are based on specific designations and proximity to major employment areas in the region. The major roadways and arterials surrounding the site are described on page 6. 3

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6 Ryan Road: is an east-west two-lane roadway that is located to the north of the project site and provides connection to SR-165. The posted speed limit is 25 mph and lane widths are approximately 10 feet. Designated 5-foot bicycle facilities can be found along the majority of either side of the roadway. On-street parking is available on the south side of Ryan Road in the vicinity. Shoulders consist of curb/gutter/sidewalk and grades are mild. S. Division Street: is a north-south, two-lane local access roadway that borders the west side of the site with a posted speed limit of 25 mph. Paving is asphalt concrete and lane widths are around 10 feet. Shoulders near the site are primarily grass/gravel. Sidewalks are available generally north of Mountain View Avenue. The grade of the road is generally level. 3.2 Existing Peak Hour Volumes Field data collected for this study was taken in March of The traffic counts were taken during the morning peak period between 7 AM to 9 AM and the evening peak period between the hours of 4 PM to 6 PM. These specific peak periods were targeted for analysis purposes since they generally represent a worst case scenario for roadways with respect to traffic conditions. This is primarily due to the common 8 AM to 5 PM work schedule and the greater number of personal trips occurring before and after work hours. Most commuters leave and return to their dwellings at the same time of day which translates to a natural peak with respect to intersection traffic loads. Figure 3 on page 9 shows the existing AM and PM peak hour volumes for the studied intersections of: Signalized: SR-410 & SR-165 All-way Stop: SR-165 & 112th Street E/Ryan Road Two-Way Stop: S. River Avenue & Ryan Road S. Division Street & Ryan Road 6

7 3.3 Roadway Improvements A review of a current City of Buckley 6-Year Transportation Improvement Plan indicates that improvement projects are currently planned in the vicinity of the site. Descriptions of the nearest capacity related projects are provided below. River Avenue Pedestrian Improvements (Priority #7) This project plans to widen and pave River Avenue and install curb/gutter/sidewalk, storm, relocate power and install lighting from Jefferson Avenue to the Buckley skate park. The project has an estimated cost of $157,100 and is projected to be completed in SR-410 & Park Avenue Safety Improvement Project (Priority #8): This project plans on installing a new right-turn pocket on Park Avenue to northbound SR Pedestrian improvements include curb/gutter/sidewalk and relocating the crosswalk to the south of the intersection. The project has an estimated cost of $285,000 and is projected to be completed in Main Street Rehabilitation (Priority #9): This project plans on reconstructing and improving Main Street from River Avenue to SR Plans also include installation of curb/gutter/sidewalk, landscape, and lighting. The project has an estimated cost of $285,600 and is projected to be completed in Ryan Road (Phase II) Reconstruct (Priority #13): This project plans on reconstructing, grind, widen, curb/gutter/sidewalk on one side of the roadway, sewer and storm, and other improvements on Ryan Road from Spiketon Road to Davis Street. The project has an estimated cost of $2,686,800 and is projected to be completed in River Avenue & Main Street Intersection Improvements (Priority #18): This project plans on installing a signal at the Main Street & River Avenue intersection with turn lanes and pedestrian facilities. The project has an estimated cost of $1,089,600 and is projected to be completed in Existing Level of Service Existing peak hour delays were determined using the Highway Capacity Manual (HCM). Capacity analysis is used to determine level of service (LOS) which is an established measure of congestion for transportation facilities. LOS is defined for a variety of facilities including intersections, freeways, arterials, etc. A complete definition of level of service and related criteria can be found in the HCM. 7

8 The methodology for determining the LOS at signalized intersections strives to determine the volume to capacity (v/c) ratios for the various intersection movements as well as the average control delay for those movements. Delay is generally used to measure the degree of driver discomfort, frustration, fuel consumption, and lost time. Control delay, in particular, includes movements at slower speeds and stops on intersection approaches as vehicles move up in queue position or slow down upstream of an intersection. Aside from the overall quantity of traffic, three specific factors influence signalized intersection LOS. These include the type of signal operation provided, the signal phasing pattern, and the specific allocation of green time The methodology for determining the LOS at unsignalized intersections strives to determine the potential capacities for the various vehicle movements and ultimately determines the average total delay for each movement. Potential Capacity represents the number of additional vehicles that could effectively utilize a particular movement, which is essentially the equivalent of the difference between the movement capacity and the existing movement volume. Total delay is described as the elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. Average total delay is simply the mean total delay over the entire stream. A number of factors influence potential capacity and total delay including the availability/usefulness of gaps. The range for intersection level of service is LOS A to LOS F with the former indicating the best operating conditions with low control delays and the latter indicating the worst conditions with heavy control delays. Existing LOS for the peak hours of travel are shown in Table 1 on page 10. Delay analysis involved the use of the Synchro 9.1 analysis program. 8

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10 TABLE 1 Existing Level of Service Delays given in seconds per vehicle AM Peak Hour PM Peak Hour Intersection Control Approach LOS Delay LOS Delay SR-410 & SR-165 SR-165 & 112th St E/Ryan Rd S. River Avenue & Ryan Road S. Division Street & Ryan Road Signal AWSC 1 TWSC 2 TWSC Eastbound B 12.3 B 11.5 Westbound A 8.7 A 8.1 Northbound C 21.5 C 25.3 Southbound B 17.3 C 21.4 Overall B 12.9 B 11.7 Eastbound B 10.5 B 10.6 Westbound B 11.2 B 11.8 Northbound B 14.8 B 12.8 Southbound B 10.6 B 14.4 Overall B 12.3 B 12.9 Eastbound LT A 7.9 A 7.7 Southbound B 10.8 B 10.2 Eastbound LT A 7.5 A 7.6 Westbound LT A 7.6 A 7.5 Northbound B 11.3 B 11.5 Southbound A 9.4 B 10.6 As shown in Table 1, existing delays are generally mild with delays in the LOS A to LOS C range. Synchro analysis depicts current lane geometries and configurations with the recent completion of the SR-410 & SR-165 realignment project; signal timing was obtained from WSDOT 3. The City of Buckley has a level of service standard of LOS D for all roadways and intersections 4 while WSDOT has a LOS standard of LOS C for Tier 3 State Highways (SR-165) and LOS D for Tier 4 State Highways (SR-410) 5. 1 AWSC: All-Way Stop Control 2 TWSC: Two-Way Stop Control 3 Timing obtained from John Holdren, WSDOT, March City of Buckley Comprehensive Plan, Transportation Element, Level of Service Standards for Washington State Highways,

11 3.5 Pedestrian and Bicycle Activity Pedestrian and bicycle activity was observed in the vicinity of the project during peak hours of travel. Observations were made during routine peak hour movement counts and during site visits. Minimal pedestrian and bicycle volumes were noted in the area primarily due to inclement weather during the time of field data collection. However, the growing availability of pedestrian facilities, generally in the form of sidewalks, crosswalks, and bike lanes, help minimize any potential conflict between motorist and non-motorist traffic. 3.6 Public Transit A review of the Pierce Transit regional bus schedule shows transit service is not provided in the area. 3.7 Sight Distance at Access Driveways Assessments of the proposed access driveways were made to determine whether or not adequate entering sight distance (ESD) can be provided for project traffic. Sight distance requirements were obtained from the American Association of State Highway and Transportation Officials (AASHTO) standards for left- and right-turn movements. Table 2 below summarizes the recommended and available sight distance at the proposed project entrances. Roadway Table 2 Entering Sight Distance (ESD) Measurements given in feet Posted Speed Limit S. Division Street 25 mph Direction Recommended Available North 240 >300 South 280 >300 Based on preliminary examinations of the proposed access locations, sight distance appears to be met for both locations. S. Division Street has minor vertical grade (< 1%) and no horizontal curvature, offering a clear sight of visibility. No safety issues are anticipated or detected with the proposed access layout or locations. 11

12 4. FORECASTED TRAFFIC DEMAND AND ANALYSIS 4.1 Trip Generation Trip generation is used to determine the magnitude of project impacts on the surrounding street system. This is usually denoted by the quantity or specific number of new trips that enter and exit a project during a designated time period, such as a specific peak hour (AM or PM) or an entire day. Data presented in this report was taken from the Institute of Transportation Engineer's publication Trip Generation, Ninth Edition. The designated lane use for this project is defined as Single Family Detached Housing (LUC 210). Data for the AM and PM peak hours were used for estimation purposes and was applied to the intersection network for future capacity analysis. Table 3 below summarizes the estimated project trip generation. Included are the average weekday volume and the AM and PM peak hour volumes. Table 3 Project Trip Generation 81 New Single Family Dwelling Units Time Period AWDT AM Peak Inbound AM Peak Outbound AM Peak Total PM Peak Inbound PM Peak Outbound PM Peak Total (vpd: vehicles per day; vph: vehicles per hour) Volume 865 vpd 17 vph 49 vph 66 vph 55 vph 32 vph 87 vph 4.2 Trip Assignment and Distribution The destination and origination of the generated traffic primarily influences the project entrances and the key intersections which would effectively receive the majority of project related traffic. In traffic engineering, trip assignment and distribution is used to determine and apply the expected future project traffic to the road system and the primary roadways. The trips generated by the project are expected to follow the general patterns as shown in Figure 4. Percentages are generally based on the nearby roadway network, existing traffic volumes, and similar nearby projects completed in the past. 12

13 4.3 Future Traffic Volumes With and Without the Project The year 2022 was used for a 5 year horizon for future traffic delay analysis. Future 2022 background traffic volumes without the project were derived by applying a 2.0 percent compound annual growth rate per year to the existing traffic volumes shown in Figure 3. In addition, pipeline volumes from the nearby Spiketon plat are included in future analysis and are shown in Figure 5. Future 2022 background volumes (cumulative annual growth and pipeline volumes) are shown in Figure 6 while Figure 7 portrays future 2022 volumes with the addition of project-generated traffic 13

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18 4.4 Future Level of Service Results A level of service analysis was made of the future peak hour volumes without (background) and with project generated trips. Results for intersection delay conditions were again determined using Synchro 9.1 and the HCM analysis program. A summary of the analysis results are shown in Table 4 for the 2022 peak hour background traffic volumes and Table 4 for the 2022 peak hour volumes with project-generated traffic added. TABLE 4 Future 2022 Background Traffic Level of Service Delays given in seconds per vehicle AM Peak Hour PM Peak Hour Intersection Control Approach LOS Delay LOS Delay SR-410 & SR-165 SR-165 & 112th St E/Ryan Rd S. River Avenue & Ryan Road S. Division Street & Ryan Road Signal AWSC TWSC TWSC (TWSC: Two-Way Stop Control; AWSC: All-Way Stop Control) Eastbound B 14.1 B 13.3 Westbound B 10.2 B 10.2 Northbound C 24.7 C 30.2 Southbound B 19.7 C 24.8 Overall B 15.0 B 14.1 Eastbound B 11.4 B 11.5 Westbound B 13.3 B 13.7 Northbound C 18.7 B 14.8 Southbound B 11.7 C 17.1 Overall B 14.6 B 15.0 Eastbound LT A 8.2 A 7.9 Southbound B 11.9 B 10.8 Eastbound LT A 7.7 A 7.7 Westbound LT A 7.7 A 7.6 Northbound B 12.4 B 12.7 Southbound A 9.9 B 11.5 As shown in Table 4, future 2022 background volumes are expected to remain mild at LOS C or better for all studied intersections. Table 5 below portrays the forecasted 2022 peak hour volumes with the addition of project traffic. 18

19 TABLE 5 Future 2022 Level of Service with Project Delays given in seconds per vehicle AM Peak Hour PM Peak Hour Intersection Control Approach LOS Delay LOS Delay SR-410 & SR-165 SR-165 & 112th St E/Ryan Rd S. River Avenue & Ryan Road S. Division Street & Ryan Road Signal AWSC TWSC TWSC (TWSC: Two-Way Stop Control; AWSC: All-Way Stop Control) Eastbound B 14.8 B 14.6 Westbound B 10.8 B 11.9 Northbound C 25.1 C 31.1 Southbound B 19.9 C 25.5 Overall B 15.8 B 15.7 Eastbound B 11.8 B 12.0 Westbound C 15.4 C 15.3 Northbound C 20.5 C 16.1 Southbound B 12.6 C 18.3 Overall C 16.1 C 16.3 Eastbound LT A 8.4 A 7.9 Southbound B 12.8 B 11.2 Eastbound LT A 7.7 A 7.7 Westbound LT A 7.7 A 7.8 Northbound B 13.7 B 13.9 Southbound B 10.2 B 12.2 Table 5 indicates only minor increase in delays with the addition of project generated traffic. All LOS delays are expected to remain at or under the City and WSDOT LOS standards. Overall, the local roadway network servicing the site has the available and future capacity to support the incoming project. 4.5 Turn Lane Warrants turn lanes are a means of providing necessary storage space for left turning vehicles at intersections. Methods have been developed by various agencies to determine under what circumstances a left turn lane would be needed. For this impact study, procedures 19

20 described by the WSDOT Design Manual Exhibit a were used to ascertain storage requirements on S. Division Street at the project entrance. Based on both AM and PM 2022 peak hour volumes with project traffic a left turn lane would not be warranted. Refer to the appendix for the warrant nomographs. 5. CONCLUSIONS AND MITIGATION MEASURES The Division Street Plat project consists of constructing up to 81 new single family dwelling units in the City of Buckley. The project is approximately 15 acres, located on the east side of S. Division Street on tax parcel #: Proposed access is via two new entrances extending east from S. Division Street as shown in the design schematic on Figure 2; preliminary examinations indicate sight distance is adequately met. On a daily basis, roughly 865 new trip movements into and out of the site would be expected. Of this total daily traffic, 66 trips may be associated with the AM peak hour and 87 trips associated with the PM peak hour based on ITE data. Existing delays currently meet the City of Buckley (City roadways) and WSDOT (State Routes) standards and operate with overall delays up to LOS B. Delays are outlined in Table 1 and reflect the recent completion of the SR-410 & SR-165 realignment project. A horizon year of 2022 was used to assess future congestion; forecast delays are outlined in Table 3 for background traffic and Table 4 with project traffic. Delays are expected to operate at LOS C or better, meeting City and WSDOT LOS standards. A left turn lane is not warranted on S. Division Street at the project entrance based of 2022 AM or PM peak hour volumes. Based on the above, no off-site mitigation is recommended. 20

21 DIVISION STREET PLAT TRAFFIC IMPACT ANALYSIS APPENDIX 21

22 LEVEL OF SERVICE The following are excerpts from the 2010 Highway Capacity Manual - Transportation Research Board Special Report 209. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six LOS are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver s perception of those conditions. Level-of-Service definitions The following definitions generally define the various levels of service for arterials. Level of service A represents primarily free-flow operations at average travel speeds, usually about 90 percent of the free-flow speed for the arterial classification. Vehicles are seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized intersections is minimal. Level of service B represents reasonably unimpeded operations at average travel speeds, usually about 70 percent of the free-flow speed for the arterial classification. The ability to maneuver in the traffic stream is only slightly restricted and delays are not bothersome. Level of service C represents stable operations; however, ability to maneuver and change lanes in midblock locations may be more restricted than in LOS B, and longer queues, adverse signal coordination, or both may contribute to lower average travel speeds of about 50 percent of the average free-flow speed for the arterial classification. Level of service D borders on a range in which small increases in flow may cause substantial increases in approach delay and hence decreases in arterial speed. LOS D may be due to adverse signal progression, inappropriate signal timing, high volumes, or some combination of these. Average travel speeds are about 40 percent of free-flow speed. Level of service E is characterized by significant delays and average travel speeds of onethird the free-flow speed or less. Such operations are caused by some combination of adverse progression, high signal density, high volumes, extensive delays at critical intersections, and inappropriate signal timing. 22

23 Level of service F characterizes arterial flow at extremely low speeds, from less than onethird to one-quarter of the free-flow speed. Intersection congestion is likely at critical signalized locations, with long delays and extensive queuing. These definitions are general and conceptual in nature, and they apply primarily to uninterrupted flow. Levels of service for interrupted flow facilities vary widely in terms of both the user's perception of service quality and the operational variables used to describe them. For each type of facility, levels of service are defined based on one or more operational parameters that best describe operating quality for the subject facility type. While the concept of level of service attempts to address a wide range of operating conditions, limitations on data collection and availability make it impractical to treat the full range of operational parameters for every type of facility. The parameters selected to define levels of service for each facility type are called "measures of effectiveness" or "MOE's", and represent available measures that best describe the quality of operation on the subject facility type. Each level of service represents a range of conditions, as defined by a range in the parameters given. Thus, a level of service is not a discrete condition, but rather a range of conditions for which boundaries are established. The following tables describe levels of service for signalized and unsignalized intersections. Level of service for signalized intersections is defined in terms of average control delay. Delay is a measure of driver discomfort, frustration, fuel consumption and lost travel time, as well as time from movements at slower speeds and stops on intersection approaches as vehicles move up in queue position or slow down upstream of an intersection. Level of service for unsignalized intersections is determined by the computed or measured control delay and is determined for each minor movement. Level of Service A B C D E F Signalized Intersections - Level of Service Control Delay per Vehicle (sec) and and and and

24 Unsignalized Intersections - Level of Service Level of Service A B C D E F Average Total Delay per Vehicle (sec) and and and and As described in the 2010 Highway Capacity Manual, level of service breakpoints for allway stop controlled (AWSC) intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from distinct kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an AWSC intersection. Thus, a higher level of control delay is acceptable at a signalized intersection for the same level of service. AWSC Intersections - Level of Service Level of Service A B C D E F Average Total Delay per Vehicle (sec) and and and and

25 Detailed Average Rate Trip Calculations For 81 Dwelling Units of Single Family Detached Housing(210) - [E] Project: Division Plat Phase: Open Date: Analysis Date: Description: Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume AM Peak Hour Enter AM Peak Hour Exit AM Peak Hour Total PM Peak Hour Enter PM Peak Hour Exit PM Peak Hour Total AM Pk Hr, Generator, Enter AM Pk Hr, Generator, Exit AM Pk Hr, Generator, Total PM Pk Hr, Generator, Enter PM Pk Hr, Generator, Exit PM Pk Hr, Generator, Total Saturday 2-Way Volume Saturday Peak Hour Enter Saturday Peak Hour Exit Saturday Peak Hour Total Sunday 2-Way Volume Sunday Peak Hour Enter Sunday Peak Hour Exit Sunday Peak Hour Total The above rates were calculated from these equations: 24-Hr. 2-Way Volume: LN(T) =.92LN(X) , R^2 = AM Peak Hr. Total: T =.7(X) R^2 = 0.89, 0.25 Enter, 0.75 Exit 4-6 PM Peak Hr. Total: LN(T) =.9LN(X) +.51 R^2 = 0.91, 0.63 Enter, 0.37 Exit AM Gen Pk Hr. Total: T =.7(X) R^2 = 0.89, 0.26 Enter, 0.74 Exit PM Gen Pk Hr. Total: LN(T) =.88LN(X) +.62 R^2 = 0.91, 0.64 Enter, 0.36 Exit Sat. 2-Way Volume: LN(T) =.93LN(X) , R^2 = 0.92 Sat. Pk Hr. Total: T =.89(X) R^2 = 0.91, 0.54 Enter, 0.46 Exit Sun. 2-Way Volume: T = 8.63(X) , R^2 = 0.93 Sun. Pk Hr. Total: LN(T) =.91LN(X) +.31 R^2 = 0.88, 0.53 Enter, 0.47 Exit Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation Manual, 9th Edition, 2012 TRIP GENERATION 2013, TRAFFICWARE, LLC 25

26 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA Driveway Southbound SR-410 Westbound Groups Printed- Unshifted SR-165 Northbound File Name : 3923a Site Code : Start Date : 3/22/2017 Page No : 1 SR-410 Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total % Driveway SR /22/ :00 AM 3/22/ :45 AM Unshifted North SR SR

27 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA File Name : 3923a Site Code : Start Date : 3/22/2017 Page No : 2 Driveway Southbound SR-410 Westbound SR-165 Northbound SR-410 Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM 07:00 AM :15 AM :30 AM :45 AM Total Volume % App. Total PHF Driveway Peak Hour Data SR Peak Hour Begins at 07:00 AM Unshifted North SR SR

28 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA Driveway Southbound SR-410 Westbound Groups Printed- Unshifted SR-165 Northbound File Name : 3923b Site Code : Start Date : 3/21/2017 Page No : 1 SR-410 Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total 04:00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % Driveway SR /21/ :00 PM 3/21/ :45 PM Unshifted North SR SR

29 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA File Name : 3923b Site Code : Start Date : 3/21/2017 Page No : 2 Driveway Southbound SR-410 Westbound SR-165 Northbound SR-410 Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM :45 PM :00 PM :15 PM Total Volume % App. Total PHF Driveway Peak Hour Data SR Peak Hour Begins at 04:30 PM Unshifted North SR SR

30 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA SR-165 Southbound Ryan Road Westbound Groups Printed- Unshifted SR-165 Northbound File Name : 3923c Site Code : Start Date : 3/22/2017 Page No : 1 112th Street East Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total % SR th Street East /22/ :00 AM 3/22/ :45 AM Unshifted North Ryan Road SR

31 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA File Name : 3923c Site Code : Start Date : 3/22/2017 Page No : 2 SR-165 Southbound Ryan Road Westbound SR-165 Northbound 112th Street East Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM 07:00 AM :15 AM :30 AM :45 AM Total Volume % App. Total PHF SR Peak Hour Data 112th Street East Peak Hour Begins at 07:00 AM Unshifted North Ryan Road SR

32 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA SR-165 Southbound Ryan Road Westbound Groups Printed- Unshifted SR-165 Northbound File Name : 3923d Site Code : Start Date : 3/22/2017 Page No : 1 112th Street E Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total 04:00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % SR th Street E /22/ :00 PM 3/22/ :45 PM Unshifted North Ryan Road SR

33 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA File Name : 3923d Site Code : Start Date : 3/22/2017 Page No : 2 SR-165 Southbound Ryan Road Westbound SR-165 Northbound 112th Street E Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM :15 PM :30 PM :45 PM Total Volume % App. Total PHF SR Peak Hour Data 112th Street E Peak Hour Begins at 04:00 PM Unshifted North Ryan Road SR

34 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA S. River Avenue Southbound Ryan Road Westbound Groups Printed- Unshifted Northbound File Name : 3923e Site Code : Start Date : 3/23/2017 Page No : 1 Ryan Road Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total % S. River Avenue Ryan Road /23/ :00 AM 3/23/ :45 AM Unshifted North Ryan Road

35 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA File Name : 3923e Site Code : Start Date : 3/23/2017 Page No : 2 S. River Avenue Southbound Ryan Road Westbound Northbound Ryan Road Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM 07:00 AM :15 AM :30 AM :45 AM Total Volume % App. Total PHF S. River Avenue Peak Hour Data Ryan Road Peak Hour Begins at 07:00 AM Unshifted North Ryan Road

36 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA South River Avenue Southbound Ryan Road Westbound Groups Printed- Unshifted Northbound File Name : 3923f Site Code : Start Date : 3/22/2017 Page No : 1 Ryan Road Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total 04:00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % South River Avenue Ryan Road /22/ :00 PM 3/22/ :45 PM Unshifted North Ryan Road

37 Heath & Associates, Inc 2214 Tacoma Road Puyallup, WA File Name : 3923f Site Code : Start Date : 3/22/2017 Page No : 2 South River Avenue Southbound Ryan Road Westbound Northbound Ryan Road Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM :45 PM :00 PM :15 PM Total Volume % App. Total PHF South River Avenue Peak Hour Data Ryan Road Peak Hour Begins at 04:30 PM Unshifted North Ryan Road

38 HCM 2010 Signalized Intersection Summary Existing AM Peak Hour 3: SR-165/Driveway & SR-410 4/4/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS A B A A A B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B A C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 12.9 HCM 2010 LOS B Baseline Synchro 9 Light Report Page 1 38

39 HCM 2010 AWSC Existing AM Peak Hour 6: SR-165 & 112th Street East/Ryan Road 4/4/2017 Intersection Intersection Delay, s/veh 12.3 Intersection LOS B Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes Conflicting Approach SB NB EB Conflicting Lanes Conflicting Approach NB SB WB Conflicting Lanes HCM Control Delay HCM LOS B B B Lane NBLn1 NBLn2 EBLn1 EBLn2 WBLn1 WBLn2 SBLn1 SBLn2 Vol, % 100% 0% 100% 0% 100% 0% 100% 0% Vol, % 0% 73% 0% 99% 0% 57% 0% 75% Vol, % 0% 27% 0% 1% 0% 43% 0% 25% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS A B A B B B B A HCM 95th-tile Q Baseline Synchro 9 Light Report Page 1 39

40 HCM 2010 AWSC Existing AM Peak Hour 6: SR-165 & 112th Street East/Ryan Road 4/4/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach WB Conflicting Lanes 2 Conflicting Approach EB Conflicting Lanes 2 HCM Control Delay 10.6 HCM LOS B Lane Baseline Synchro 9 Light Report Page 2 40

41 HCM 2010 TWSC Existing AM Peak Hour 9: Ryan Road & S. River Avenue 4/4/2017 Intersection Int Delay, s/veh 2.7 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A B HCM 95th %tile Q(veh) Baseline Synchro 9 Light Report Page 1 41

42 HCM 2010 TWSC Existing AM Peak Hour 11: S. Division Street & Ryan Road 4/4/2017 Intersection Int Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - A HCM 95th %tile Q(veh) Baseline Synchro 9 Light Report Page 1 42

43 HCM 2010 Signalized Intersection Summary Existing PM Peak Hour 3: SR-165/Driveway & SR-410 4/4/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS A B A A A C C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS B A C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 11.7 HCM 2010 LOS B Baseline Synchro 9 Light Report Page 1 43