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Item 7A and 7B - TIALCC ccnana:vinc December 3, 2019 Mr. Frank Bliss Cooper and Stebbins 1256 Main Street Suite 240 Southlake, TX 76092 ARIZONA TEXAS NEW MEXICO r.; OKLAHOMA I Re: Traffic Engineering Analysis — Southlake Town Square — Block 11 Dear Mr. Bliss: This engineering study was conducted to evaluate the traffic impacts of the proposed development of Block 11 of the Southlake Town Square consisting of a four -level multifamily development with 350 dwelling units. The proposed development will be located within the block surrounded by Carroll Avenue, Division Street, State Street, and Federal Way. The buildout is assumed to occur in 2021. The proposed development will be accessible via four proposed access points: • West Driveway — a right-in/right-out driveway on Carroll Avenue; • East Driveway — a full -access driveway on State Street; • North Driveway — a full -access parking garage driveway on Division Street; and • South Driveway — a full -access parking garage driveway on Federal Way. Figure 1 shows the vicinity map of the proposed development. The proposed site plan for this development is provided in Figure 2. Existing Conditions & Background Traffic Adjacent to the proposed development site, Carroll Avenue is a four -lane divided roadway with a posted speed limit of 30 mph. It is designated as an arterial according to the 2030 Southlake Master Thoroughfare Plan. Division Street, State Street, and Federal Way are two-lane undivided roadways with assumed speed limits of 30 mph. The existing and proposed intersection lane configurations are shown in Figure 3. Existing turning movement volumes were counted during the AM and PM peak periods of Thursday, September 19, 2019 at the four intersections at the corners of the proposed development site. Figure 4 presents the existing AM and PM peak hour traffic volumes collected as part of this study. Existing peak hour volumes shown in Figure 4 were for the following study area peak hours: 7:30-8:30 AM and 4:45-5:45 PM. The study area peak hour is the hour within a peak period with the greatest sum of entering volumes at all existing study intersections. According to 2017 Southlake Year B counts for site reference number 65 (Carroll from FM 1709 to SH 114), traffic volumes along Carroll Avenue peak in the morning, just before noon, and in the evening. The AM peak just before noon had a slightly higher volume than the morning peak (1,760 vs. 1,453); However, based on trip generation data found in Trip Generation Manual, Tenth Edition (see page 7 for discussion) for multifamily housing, the highest vehicle volumes were counted between 6:45 and 8:00 AM. Data from ITE also shows 3030 LBJ Freeway, Suite 1660, Dallas, TX 75234 (972) 248-3006 office (972) 248-3855 fax I www.leeengineering.com Page 1 of 19 that for the multifamily land use considered, 15% of the daily traffic occurs in the morning (lam - 8am) and 9% occurs just before noon (11am — 12pm). Therefore, the morning peak hour was used for analysis. The peak just before noon was not used. Based on the 2018 City of Southlake Traffic Count Report, existing turning movement volumes were grown by 10% annually to estimate the background volumes for the buildout year (2021). These buildout background volumes are shown in Figure 5. Figure 1: Vicinity Map for Proposed Development <« rcnenrac:vinc Page 2 of 19 w DIVISION STREET LU t 7 lei ()JUL OWN LU Li W � r t w w r - F r IJ U) I BLOCK 11 LEGEND FEDERAL WAY e�uce ,* a u€v�uwaH. ysiWG OEVELOP�EHF COOPER "COMPANY BLOCK 11 ILLUSTRATIVE SITE PLAN eEa�,9 ® DAVID M.SCHWARZ AMCWITECTS SOUTLAKE, TX 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 972-248-3006 FAX 9AX972-248-3855 Proposed Site Plan Figure 2 TBPE FIRM F-450 gee Encineevinc Southcrest Ct n v cn o � D m < cn CD Legend 4 Existing Lane Configuration 4 Proposed Lane Configuration 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 972-248-3006 FAX 972-248-3855 TBPE FIRM F-450 gee encineevinc Existing and Proposed Lane Configurations Division St Federal Way i NOT TO SCALE Figure 3 n v o � D m m L 3 (9) t-10 (23) � m 0 (1) X14 (39) 1 L,j--8 (4) L, + 6 (18) Southcrest Ct Division St 1 (8)� 41 *1 I F"13 (18)--t� I 8 ( 9)� NmN 2 (10)—� ° 7 ( 7)� N co (D N 0� r+ OD N '10 200 Daily Counts from 2017 Southlake Year 8 Carroll from FM 1709 to SH 114 ti (Ref u 65N & 65S) rm�r co r� N co m 17 ( 77) t 7 (19 ) 1 ( 1) �D 4 12 (56) L, Lt X16 (138) . L, 1 ( 7) Federal Way 1 (18)� '�� T r 7 (21)� '1 T r 0 ( 1)� m 15 (53)� 1 (20)� 32 (38)� �(0�0 000 LO N Legend • Study Intersection AM (PM) Peak Hour Volume NOT TO SCALE 3030 LBJ FREEWAY SUITE160 DALLAS, T DALLAS,,TEXAS 75234 Existing 2019) Figure 4 972-248-3006 FAX 972-248-3855 Peak Hour Traffic Volumes TBPE FIRM F-450 gee encineevinc n v o � �ti� D m <��CD -- 000 �m m OD CN L 3 (10) " t-12 (27) 4 0 ( 1) 00 X16 (47) ♦ 9 ( 4) I L, 7 (21) Southcrest Ct Division St 1 (9)� 41 *1 I F"15 (21)--t� I n N 9 (10)� h c� 2 (12)- m r 8( 8)� v) v •� •� •� N L0 r+ N l0 L� Cl) 00 c m N M M m M Cq m L 20 ( 93) L 8 (22) (0 LOc 1 ( 1) 00 4 14 (67) i L,Lt X19 (166) .1 i L 1 ( 8) Federal Way 1 (21) --t'�'1 T r $ (25) � '1 T r 0 ( 1)� NMc�c� 18 (64)� h� 1 (24)� v v CO v 38 (45)� v° v E— CO 0� co ti 0� N '1' N Legend • Study Intersection AM (PM) Peak Hour Volume NOT TO SCALE 3030 LBJ FREEWAY SUITE DALLAS, DALLAS, TEXAS Buildout Background (2021) Figure 5 FAX 972-248-3855 FAX 9 972-248-3006FIRM Peak Hour Traffic Volumes TBPE FIRM F-450 gee eneineevinc Trip Generation The number of trips generated by a development is a function of the type and quantity of the land use within the development. The number of vehicle trips generated by a proposed development can be estimated based on the trip generation rates and equations provided in the publication entitled Trip Generation Manual, Tenth Edition, by the Institute of Transportation Engineers (ITE). Estimates of the number of trips generated by the development alternatives were made for typical weekdays and AM and PM peak hours. The trip generation equations, directional splits, and the estimated trips are shown in Table 1. Table 1: Trip Generation Characteristics for Proposed Development Land Use Variable ITE Code Average Weekday AM Peak Hour PM Peak Hour (ITE Land Use) (X) Equations' Multifamily Dwelling 221 T = 5.45(X) —1.75 Ln(T) = 0.98 Ln(X)-0.98 Ln(T) = 0.96 Ln(X)-1.00 Housing (Mid Rise) Units Directional Splits' Multifamily Dwelling 221 50/50 26/74 61/39 Housing (Mid Rise) Units Trips Generated Variable Variable Land Use Total Enter Exit Total Enter Exit Total Enter Exit Amount (X) Multifamily Dwelling Housing (Mid Rise) 350 Units 1,906 953 953 117 30 87 147 89 58 Total New Trips 1,906 953 953 117 30 87 147 89 58 'T = Trip Ends;' XX / YY = % entering vehicles / % exiting vehicles Trip Distribution and Assignment The existing traffic volumes were reviewed along with the location of the proposed development to determine the directions from which traffic would approach and depart the development. The directional distribution used for analysis assumes that 30% of the trips that access the site come from the south, and 70% from the north. Traffic volumes predicted to be generated by the proposed development (Table 1) were assigned to the area roadways and site access points based on the directional distribution described above. Assignment percentages for entering and exiting peak hour trips are shown in Figure 6 and Figure 7 respectively. This traffic assignment is conservative because all site traffic has been assigned to the proposed driveways on the parking facilities developed with the proposed development. None of the site traffic has been assumed to park on the street. The resulting site generated peak hour trips are shown in Figure 8 (entering) and Figure 9 (exiting). Total site generated peak hour traffic volumes are shown in Figure 10. Total Traffic Volumes The projected total traffic volumes in the buildout year (2021) were calculated by adding the site generated traffic volumes to the background traffic volumes. The projected total traffic volumes at the study intersections under buildout conditions are shown in Figure 11. <« rcneinre:vinc Page 7 of 19 20% 50% v Cn D m Cn mmCD c N N CD CD X12% (12%) LO LO N N X13% (13%) ♦ Southcrest CtDivision St 41* t I� 8% ( 8%)11 *1 F *1 F *1 t F" 12% (12%)--� 8% (8%)� Z m o o LO0 m LO m �m c+ + N 1 W Dwy E Dwy tr �t (D LO Cn mCD LO o o 0 m N co N L 10% (10%) L 10% (10%) m .J 1 L.0 .J L. •— .J L. 410% (1e%) Federal Way I r 13% (13%)---+ 12% (12%)--+' r 12% (12%)� e o rr Legen 30% 1 • Study Intersection — AM (PM) Peak Hour Percentage NOT TO SCALE 3030 LBJ FREEWAY SUITE DALLAS, Assumed Directional Distribution & Assignment Percentages DALLAS, TEXAS FAX 9 Figure 6 TBPE FIRM FAX 972-248-3855 Entering TBPE FIRM F-450 gee eneineevinc Southcrest Ct 40% v 0 D CD L 20% (20%) � v m u co m N L 5% (5%) W Dwy t r' coco X18% (18%) 27% (27%) 41'1 T r coLo 00 0 0 �— 27% (27%) 30% Legen 30% 1 • Study Intersection — AM (PM) Peak Hour Percentage NOT TO SCALE 3030 LBJ FREEWAY SUITE 60 DALLAS,,TEXAS 75234 Assumed Directional Distribution & Assignment Percentages DALLAS, T 972-248-3006 FAX972-248-3855Exiting igure 7 TBPE FIRM F-450 gee eneineevinc Cn v i n v o_ D CD m0 L ch ch 4 Southcrest Ct 41 1 ? F' co 2 ( 8 ) 1, *1 f 4 (10)--� Dwy Cn G L 3 (9) 4 (12)---+ 3 (11)1, 4 4 (11) V--4 (12) *1 f 2 (8)--111 Z m 0 Cn m L 3 (9) ~ 3 (9) 3 (11)--+ Cn v i n v o � D (D < CD C/) t-18 (12) L Southcrest Ct Division St t 41 *1I � � 10 (7) 0 F" 13 (9)� t F" 8 (6) i O m 0 N co OD c+ c+ Z m c+ o � Cl) i L 5 (3) W Dwy E Dwy tW I F 4 (3)� m � � C/) m co co r ` 00 X23 (16) .1 x-23 (16) 1 t-8 (6) Federal Way T r 8 (6)� '1 T r' 4 (3)� Legend • Study Intersection AM (PM) Peak Hour Trips NOT TO SCALE 3030 LBJ FREEWAY SUITE DALLAS, DALLAS, TEXAS Site Generated Peak Hour Trips Figure 9 FAX 9 FAX 972-248-3855 Exiting gee TBPE IRM F TBPE FIRM F-450 encineevinc n v o_ D CD m t-18 (12) co co .1 Southcrest Ct 41*1Tr' M 00 co r Dwy m�I<< 3 ( 9 ) �1 23 (16) 4 (12)---+ 3 (11)1, 4 4 (11) V--4 (12) 10 (7)0 F' 2 (8)� o o� Cy)� c+ Z m 0 m m M I<< Ln t ( ) 3 9 .1 L. t— 11 (15) 3 (11)--+ 4 ( 3)1, v i Southcrest Ct C7 m 0 w LO < LO s+ < CD m L 21 (22) LO '3'0(1) 1 9(4) 1 (21)� I 2 (12)--� r r 1 (24)---4 M N -,zp m 00 ..JiL, v v M N N N C14 i L 5 (3) 1 (21)� I 0( 1) 0 22 1 (24)---4 I, - ..JiL, v v N N C14 ,41 m 0) co co 18 (64)� N M e+ t-36 (103; � LO co 0) N V N AIIJ 1 L, LtJL X42 (182; 1 (21)� 41 I r 0( 1) 0 N M N 1 (24)---4 � M ..JiL, v v titiLOM 16 (3l)--+� 0) co 18 (64)� N Legend • Study Intersection �— AM (PM) Peak Hour Volume 22 (22) 4 (11) 21 (15)1, 4 (10)--j, �m CZ G 0 Dwy U) m M •i �r L 3 ( 9 ) 64 (277) 4 ( 12)--+ 88 (167) 4 17 (27) i 4 (12) 29 (14) ► *1 F" 2 ( 8)i o m r z M 0 E 07 M m M � 3 ( 9) L, 52 (276) 3 ( 11)--+ 89 (159) 0 U) v CD CO OD a N L 12 (27) M x — 16 (47) + L, 7 (21) Division St 28 (30)--+ *1I (" 9 (10)� 16 (14)� "v N t— a lzv -IV LO LO N n 4 (3)---� I ti � � m 8 (22) N m 4 14 (67) ..JiL, X1(8) Federal Way 16 (3l)--+� I I 18 (64)� d 38 (45)� ch v C' v 0) N V N i NOT TO SCALE 3030 LBJ FREEWAY DSUITE ALLA 660 Buildout Total (2021) DALLAS, TEXAS 75234 972-248-3006 FAX 972-248-3855Peak Hour Traffic Volumes Figure 1 TBPE FIRM F-450 LCC CnCinCC:vinC Intersection Capacity Analysis The Level of Service (LOS) of an intersection is a qualitative measure of capacity and operating conditions and is directly related to vehicle delay. LOS is given a letter designation from A to F, with LOS A representing very short delays and LOS F representing very long delays or over -capacity conditions. Table 2 shows the LOS criteria for signalized and unsignalized intersections and approaches. Table 2: Level of Service Criteria for Intersections & Approaches Level -of- Service (LOS) Control Delay (seconds/vehicle) Signalized Control Delay (seconds/vehicle) Unsignalized A 10.0 or less 10.0 or less B 10.1 to 20.0 10.1 to 15.0 C 20.1 to 35.0 15.1 to 25.0 D 35.1 to 55.0 25.1 to 35.0 E 55.1 to 80.0 35.1 to 50.0 F Over 80.0 or Volume exceeds Capacity Over 50.0 I or Volume exceeds Capacity SOURCE: Highway Capacity Manual, HCM 2010, Transportation Research Board, 2010 Capacity analyses were conducted using the Synchro 10 traffic analysis software package for the study area intersections under the analysis scenarios listed in Table 3: Table 3: Intersection Capacity Analysis Scenarios Scenario Lane Configurations Traffic Volumes 2019 Existing Existing 2019 Existing (Figure 4) 2021 Buildout Background Existing 2021 Buildout Background (Figure 5) 2021 Buildout Total Proposed 2021 Buildout Total (Figure 11) L« EnanCvvinc Page 14 of 19 Intersection capacity analysis results are presented in Table 4. Table 4: Capacity Analysis Results Scenario AM Peak Hour LOS PM Peak Hour LOS Int. EB WB NB SB Int. EB WB NB SB ed 1: Carroll Ave & Federal Way A A A A A B B B B B 2019 Existing 2021 Buildout Background A A A A A B B B B B 2021 Buildout Total A A A A A B B B C B 3: Carroll Ave & Division St 2019 Existing - 1 C D A* A* - 1 D D B* B* 2021 Buildout Background - 1 C E B* B* - 1 F E B* C* 2021 Buildout Total - 1 D C 2 B* B* -1 F E C* B* 2021 Buildout Total — Add WB Right Turn Lane _ 1 D C B* B* - 1 F D C* B* 5: State St & Division St liffillpsignalized — AWSC 2019 Existing A A A A A A A A A A A A A A A 2021 Buildout Background A A A A A 2021 Buildout Total A A A A A A A A A A 7: State St & Federal WayMMjJjjjWK'ignalizjjj�-_AWSC 2019 Existing A A A A A A A A A A 2021 Buildout Background A A A A A A A A B A 2021 Buildout Total A A A A A A A A B A 2: Carroll Ave & W Dwy Unsignalized — OWSC 2021 Buildout Total B** A - - 1 - B** A 4: NW Dwy & Division St hsignalized —TWSC 2021 Buildout Total - 1 A A* A- - i A A* A - 6: State St & E Dwy Unsignalized — TWSC 2021 Buildout Total - 1 A - A* A - 1 B - A* A 8: Federal Way & SW Dwy Unsignalized —TWSC 2021 Buildout Total - 1 A* A - A - 1 A* A B 9: NE Dwy & Federal Way Unsignalized — TWSC 2021 Buildout Total - 1 A A* A - - 1 A A* A 10: Federal Way & SE Dwy P Unsignalized — TWSC 2021 Buildout Total - 1 A* A - A -1 A* A B 1 HCM methodology does not provide intersection -wide delay/LOS for TWSC analysis 2Additional westbound right turns reduced the average delay — thereby improving LOS from E to C. * LOS for Left Turn Movement ** LOS for Right Turn Movement As shown in Table 4, all intersections and most approaches operate at level of service C or better in all scenarios. In the 2021 Buildout Total scenario, the addition of westbound right -turning traffic volumes decreases the average vehicle delay, and thereby improves the level of service from E to C. The westbound approach of Carroll Avenue at Division Street has enough width to be restriped in order to add a right turn only lane. The addition of this right turn lane would slightly reduce the approach delay. However, the stop - controlled approaches (EB & WB) of Division Street at Carroll Avenue operate at poor levels of service due to the delay associated with crossing against conflicting Carroll Avenue traffic. This is not due to lack of capacity, but to lack of available gaps for left -turning and through -moving vehicles. <« rcncinrcvvinc Page 15 of 19 As shown earlier in Figure 9, it was assumed that due to the existing poor level of service, drivers exiting the north driveway to go south on Carroll Avenue would prefer to avoid making a left turn at the stop -controlled westbound approach of Division Street and would instead turn left at the signalized westbound approach of Federal Way. If Carroll Avenue at Division Street were signalized in the future, levels of service would likely be similar to those at Carroll Avenue at Federal Way. In that case, drivers exiting the north driveway to go south on Carroll Avenue would likely turn left from Division Street. In this way, signalization of Carroll Avenue at Division Street would draw traffic away from the westbound approach of Carroll Avenue at Federal Way. It is possible that other preferred area routes would be similarly affected. Right Turn Lane Analysis According to Southlake Driveway Ordinance No. 634: "5.4 AUXILIARY LANES — a. WHEN REQUIRED: As a condition of a Driveway Permit, the Applicant shall provide a deceleration lane for any driveway located on an arterial street if the right turn ingress volume exceeds 50 vehicles in the design hour..." Carroll Avenue is the only arterial street with a proposed driveway. Table 5 summarizes the predicted right turn volumes under (2021) buildout total traffic conditions (Figure 11) at the proposed West Driveway on Carroll Avenue. Table 5: Right Turn Deceleration Lane Analysis Results Intersection Scenario Approach Speed Limit Volume [vph] Threshold Exceeds Threshold? Distance? Intersection 200 [mph] AM (PM) [vph] AM (PM) Carroll Avenue at 2021 Buildout NB 30 2 (5) 50 No (No) West Driveway Total As shown in Table 5, a right turn deceleration lane is not needed at the proposed West Driveway on Carroll Avenue. Access Spacing According to Southlake Driveway Ordinance No. 634, a driveway on an arterial road needs to meet the following criteria described in Table 6: Table 6: Access Spacing Analysis Results As shown in Table 6, the proposed West driveway location will meet to the required access spacing distances. LEE rcneinrac:vinc Page 16 of 19 Required Proposed Meets Required Distance to [Feet] [Feet] Distance? Intersection 200 -250' Yes Centerline of Other Driveway(s) 250 -420' Yes As shown in Table 6, the proposed West driveway location will meet to the required access spacing distances. LEE rcneinrac:vinc Page 16 of 19 Sight Distance Evaluation As part of this traffic analysis, the available and desired intersection sight distances for motorists accessing adjacent streets from the proposed site were analyzed. The sight distances desired at each site exit driveway were estimated using the procedures developed by the American Association of State Highway and Transportation Officials (AASHTO) and published in the 2011 edition of A Policy on Geometric Design of Highways and Streets. At each driveway, the motorist should be able to see if and when adequate gaps exist to perform their desired maneuver. Table 7 presents the desired and available sight distance at the proposed site access point. Table 7:Analysis of Intersection Sight Distances Major Roadway: Carroll Ave Division St State St Federal Way Minor Roadway: West Dwy. North Dwy. East Dwy. South Dwy. Posted Speed Limit: 30 mph 30 mph 30 mph 30 mph Design Vehicle: Passenger Car Desired Sight Distance to the Left: 290' 290' 290' 290' Available Sight Distance to the Left: 670'330' 470' 165' Sight Distance Available > Desired: Yes Yes Yes No Desired Sight Distance to the Right: N/A1 335' 335' 335' Available Sight Distance to the Right: N/A1 185' 1,050' 330' Sight Distance Available > Desired: N/A' No Yes No 1 Right in/Right out driveway At the time of the field visit to the site and under the existing roadway conditions, desired sight distance is predicted to be available for the exiting traffic from the proposed development at driveways on Carroll Avenue and State Street. Though desired sight distance is not predicted to be available on Division Street or Federal Way, stopping sight distance is predicted to be available for traffic on all approaches that pass a proposed driveway. Intersection sight distance methodology assumes that through traffic is travelling at the speed limit. However, vehicles on Division Street and Federal Way near the proposed driveways will be turning from cross streets or accelerating from a stop — travelling below the speed limit of 30 mph. Available intersection sight distances at the proposed locations of the north and south driveways are adequate for these conditions. Proposed driveway configurations will be similar to other midblock access points throughout Southlake Town Square: • the driveway for the East Park garage on Federal Way (southwest of the movie theater), • the north/south street on Prospect Street between Charming Charlie and Tempur-Pedic, • the driveways on the north side of Main Street between Carroll Avenue and State Street, and • the driveways on Main Street between Grand Avenue and Central Avenue. Note that, as with the existing driveways listed above, while on -street parking could partially obstruct lines of sight at any driveway, the sight triangles are free from fixed obstructions such as buildings and landscaping. Lee Engineering recommends maintaining intersection sight triangles free from fixed obstructions at the proposed driveways. <« rcneinre3inc Page 17 of 19 Conclusions and Recommendations In reviewing the proposed site plan and conducting this traffic analysis, Lee Engineering offers the following conclusions and recommendations: • The proposed development in is predicted to generate 1,906 trips on an average weekday - 117 during the AM peak hour, and 147 during the PM peak hour. • Eastbound and westbound movements of Division Street at Carroll Avenue operate at LOS D or worse under existing conditions. However, these are the minor movements where higher delay are expected; volumes don't exceed the capacity under any scenario; and the overall intersection delay is low. • The westbound approach of Carroll Avenue at Division Street has enough width to be restriped in order to add a right turn only lane. The addition of this right turn lane would slightly reduce the approach delay and bring the approach LOS to D to match existing conditions. • If Carroll Avenue at Division Street were signalized in the future, levels of service for cross -street traffic would likely improve to resemble levels of service of Carroll Avenue at Federal Way. While existing and projected values do not appear to meet warrants for signalization, as a result of decreased minor street delay, traffic that has been avoiding this intersection would likely be attracted to it. We appreciated the opportunity to provide these traffic engineering services for you. Feel free to contact me at (972) 248-3006 should you have any questions. Sincerely, Jos ph T. Short, P.E., PTOE President Lee Engineering TBPE Firm F-450 LCC EnenrcriRinc Page 18 of 19 APPENDIX ITE Land Use 221: P. 1 - 6 Traffic Counts: P. 7 - 10 Synchro Reports: P. 11 - 52 <« manEe3inc Page 19 of 19 Appendix - p. 1 of 52 Land Use: 221 M Itifam ly Housing (M d -Rise) Description M d -rise m Itifam ly housing includes apartm nts, townhouses, and condom nium located within the same building with at least three other dwelling units and that have between three and 10 levels (floors). M Itifam ly housing (low-rise) (Land Use 220), m Itifam ly housing (high-rise) (Land Use 222), off -cam us student apartm nt (Land Use 225), and m d -rise residential with 1 st-floor com rcial (Land Use 231) are related land uses. Additional Data In prior editions of Trip G neration M nual, the m d -rise m Itifam ly housing sites were further divided into rental and condom nium categories. An investigation of vehicle trip data found no clear differences in trip making patterns between the rental and condom nium sites within the ITE database. As m re data are com iled for future editions, this land use classification can be reinvestigated. For the six sites for which both the num er of residents and the num er of occupied dwelling units were available, there were an average of 2.46 residents per occupied dwelling unit. For the five sites for which the num ers of both total dwelling units and occupied dwelling units were available, an average of 95.7 percent of the total dwelling units were occupied. Tim -of-day distribution data for this land use are presented in Appendix A. For the eight general urban/suburban sites with data, the overall highest vehicle volum s during the AM and PM on a weekday were counted between 7:00 and 8:00 a.m and 4:45 and 5:45 p.m , respectively. For the four dense m Iti-use urban sites with 24-hour count data, the overall highest vehicle volum during the AM and PM on a weekday were counted between 7:15 and 8:15 a.m and 4:15 and 5:15 p.m , respectively. For the three center city core sites with 24-hour count data, the overall highest vehicle volum s during the AM and PM on a weekday were counted between 6:45 and 7:45 a.m and 5:00 and 6:00 p.m , respectively. For the six sites for which data were provided for both occupied dwelling units and residents, there was an average of 2.46 residents per occupied dwelling unit. For the five sites for which data were provided for both occupied dwelling units and total dwelling units, an average of 95.7 percent of the units were occupied. The average num ers of person trips per vehicle trip at the five center city core sites at which both person trip and vehicle trip data were collected were as follows: • 1.84 during W ekday, Peak Hour of Adjacent Street Traffic, one hour between 7 and 9 a.m. • 1.94 during W ekday, AM Peak Hour of G nerator • 2.07 during W ekday, Peak Hour of Adjacent Street Traffic, one hour between 4 and 6 p.m. • 2.59 during W ekday, PM Peak Hour of G nerator Trip G neration M nual 10th Edition • Volum 2: Data • Residential (Land Uses 200-299) 71 Appendix - p. 1 of 52 Appendix - p. 2 of 52 The average num ers of person trips per vehicle trip at the 32 dense m Iti-use urban sites at which both person trip and vehicle trip data were collected were as follows: • 1.90 during W ekday, Peak Hour of Adjacent Street Traffic, one hour between 7 and 9 a.m. • 1.90 during W ekday, AM Peak Hour of G nerator • 2.00 during W ekday, Peak Hour of Adjacent Street Traffic, one hour between 4 and 6 p.m. • 2.08 during W ekday, PM Peak Hour of G nerator The average num ers of person trips per vehicle trip at the 13 general urban/suburban sites at which both person trip and vehicle trip data were collected were as follows: • 1.56 during W ekday, Peak Hour of Adjacent Street Traffic, one hour between 7 and 9 a.m. • 1.88 during W ekday, AM Peak Hour of G nerator • 1.70 during W ekday, Peak Hour of Adjacent Street Traffic, one hour between 4 and 6 p.m. • 2.07 during W ekday, PM Peak Hour of G nerator The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Alberta (CAN), British Colum is (CAN), California, Delaware, District of Colum ia, Florida, G orgia, Illinois, M ryland, M ssachusetts, M nnesota, New Ham shire, New Jersey, O tario, O egon, Pennsylvania, South Carolina, South Dakota, Tennessee, Utah, Virginia, and W sconsin. Source Num ers 168, 188, 204, 305, 306, 321, 357, 390, 436, 525, 530, 579, 638, 818, 857, 866, 901, 904, 910, 912, 918, 934, 936, 939, 944, 947, 948, 949, 959, 963, 964, 966, 967, 969, 970 72 rip G neration M nual 10th Edition • Volum 2: Data • Residential (Land Uses 200-299) W Appendix - p. 2 of 52 Appendix - p. 3 of 52 M Itifam ly Housing (M d -Rise) (221) Vehicle Trip Ends vs: w (ling Units O a: ekday, Peak Hour of Adjacent Street Traffic, O e Hour Betw en 7 and 9 a.m Setting/Location: eneral Urban/Suburban Num er of Studies: 3 Avg. Num of Dwelling Units: 07 Directional Distribution: 6% entering, 74% exiting Vehicle Trip G neration per Dw Iling Unit Average Rate ange of Rates tandard Deviation 0.36 .06-1.61 .19 Data Plot and Equation 300 X X X X X X 126 1 100 17 X X X?§< X X X X XX X- X XX X X X XX X N 0 � 1350 0 200 400 X = Num er of Dwelling Units X Study Site Fitted Curve Fitted Curve Equation: Ln(T) = 0.98 Ln(X) - 0.98 600 Trip G neration M nual, 0th Edition • Institute of Transportation Engineers Appendix - p. 3 of 52 X Average Rate 2= 0.67 800 Appendix - p. 4 of 52 M Itifam ly Housing (M d -Rise) (221) Vehicle Trip Ends vs: w (ling Units O a: ekday, AM Peak Hour of G nerator Setting/Location: neral Urban/Suburban Num er of Studies: 8 Avg. Num of Dwelling Units: 25 Directional Distribution: 7% entering, 73% exiting Vehicle Trip G neration per Dw Iling Unit Average Rate ange of Rates tandard Deviation 0.32 .06-0.77 .17 Data Plot and Equation 400 X X X X X 112 X 100 X 99 XX X )!itX X �CX X X 50 00 200 400 600 800 1,000 X = Num er of Dwelling Units X Study Site Fitted Curve Average Rate Fitted Curve Equation: Ln(T) = 0.83 Ln(X) - 0.27 z= 0.69 Trip G neration M nual, 0th Edition • Institute of Transportation Engineers Appendix - p. 4 of 52 X 1,200 300 w w X 2- I I u 200 X X X X X 112 X 100 X 99 XX X )!itX X �CX X X 50 00 200 400 600 800 1,000 X = Num er of Dwelling Units X Study Site Fitted Curve Average Rate Fitted Curve Equation: Ln(T) = 0.83 Ln(X) - 0.27 z= 0.69 Trip G neration M nual, 0th Edition • Institute of Transportation Engineers Appendix - p. 4 of 52 X 1,200 Appendix - p. 5 of 52 M Itifam ly Housing (M d -Rise) (221) Vehicle Trip Ends vs: w (ling Units O a: ekday, Peak Hour of Adjacent Street Traffic, O e Hour Betw en 4 and 6 p.m Setting/Location: eneral Urban/Suburban Num er of Studies: 0 Avg. Num of Dwelling Units: 08 Directional Distribution: 1 % entering, 39% exiting Vehicle Trip G neration per Dw Iling Unit Average Rate ange of Rates tandard Deviation 0.44 .15 - 1.11 .19 Data Plot and Equation 400 X 300 c U-1 X u X X ~ X X 200 154 X 11 147 X X X X 100 X X XX X X X X xXX X XXX X X X X xX 0 01 XI 850 0 200 400 X = Num er of Dwelling Units X Study Site Fitted Curve Fitted Curve Equation: Ln(T) = 0.96 Ln(X) - 0.63 Q 600 Trip G neration M nual, 0th Edition • Institute of Transportation Engineers Appendix - p. 5 of 52 X Average Rate 2= 0.72 800 Appendix - p. 6 of 52 M Itifam ly Housing (M d -Rise) (221) Vehicle Trip Ends vs: w (ling Units O a: ekday, PM Peak Hour of G nerator Setting/Location: neral Urban/Suburban Num er of Studies: 7 Avg. Num of Dwelling Units: 11 Directional Distribution: 0% entering, 40% exiting Vehicle Trip G neration per Dw Iling Unit Average Rate ange of Rates tandard Deviation 0.41 .09-1.26 .22 Data Plot and Equation 400 144 X ._ ._X " 123 X 'X 100 X X >X1 X *X X X X X XX X XX // X 300 X c W Q X H I ~ X 200 144 X ._ ._X " 123 X 'X 100 X X >X1 X *X X X X X XX X XX // X X X X X 135000 200 400 600 800 1,000 X = Num er of Dwelling Units X Study Site Fitted Curve Average Rate Fitted Curve Equation: Ln(T) = 0.83 Ln(X) - 0.05 z= 0.66 Trip G neration M nual, 0th Edition • Institute of Transportation Engineers Appendix - p. 6 of 52 X 1,200 Appendix - p. 7 of 52 GRAMTraffic N TX Inc. Count Name: 1 - CARROLL 1120 W. Lovers Lane AVE @ FEDERAL WAY Site Code: Arlington, Texas, United States 76013 Start Date: 09/19/2019 817.265.8968 Page No: 1 Turning Movement Data Start Time Left N CARROLL AVE Southbound Thru Right U -Turn Total Left FEDERAL WAY Westbound Thru Right U -Turn Total Left N CARROLL AVE Northbound Thru Right U -Tum Total Left FEDERAL WAY Eastbound Thru Right U -Turn Total Total 6:30 AM 4 97 0 0 101 4 0 3 0 7 0 105 4 0 109 0 0 0 0 0 217 6:45 AM 5 117 0 0 122 2 0 1 0 3 0 108 3 0 111 0 1 0 0 1 237 Hourly Total 9 214 0 0 223 6 0 4 0 10 0 213 7 0 220 0 1 0 0 1 454 7:00 AM 6 109 0 0 115 4 0 3 0 7 0 125 5 0 130 0 0 0 0 0 252 7:15 AM 10 152 0 0 162 5 0 2 0 7 0 151 6 0 157 0 0 0 0 0 326 7:30 AM 3 179 1 0 183 3 0 5 0 8 1 152 11 1 165 0 0 0 0 0 356 7:45 AM 18 172 1 0 191 2 0 3 0 5 3 182 4 1 190 0 0 1 0 1 387 Houdy Total 37 612 2 0 651 14 0 13 0 27 4 610 26 2 642 0 0 1 0 1 1321 8:00 AM 9 176 0 0 185 3 0 5 0 8 0 162 4 2 168 0 0 0 0 0 361 8:15 AM 13 185 1 0 199 8 1 4 0 13 2 158 9 2 171 1 0 0 0 1 384 ... BREAK - Hourly Total 22 361 1 0 384 11 1 9 0 21 2 320 13 4 339 1 0 0 0 1 745 4:30 PM 12 230 1 1 244 33 0 15 0 48 1 138 18 5 162 3 0 7 0 10 464 4:45 PM 14 206 1 0 221 30 1 15 0 46 5 192 16 4 217 4 1 4 0 9 493 Hourly Total 26 436 2 1 465 63 1 30 0 94 6 330 34 9 379 7 1 11 0 19 957 5:00 PM 19 233 0 2 254 46 0 22 0 68 2 216 13 7 238 6 0 6 0 12 572 5:15 PM 19 212 0 3 234 33 0 22 0 55 3 201 19 3 226 1 0 4 0 5 520 5:30 PM 16 209 0 2 227 29 0 18 0 47 1 162 12 5 180 7 0 6 0 13 467 5:45 PM 22 219 0 0 241 24 0 12 0 36 0 194 12 4 210 2 0 3 0 5 492 Hourly Total 76 873 0 7 956 132 0 74 0 206 6 773 56 19 854 16 0 19 0 35 2051 6:00 PM 18 211 0 1 230 32 0 13 0 45 0 180 11 8 199 2 0 6 0 8 482 6:15 PM 6 169 0 2 177 25 0 8 0 33 0 158 13 3 174 5 0 1 0 6 390 Grand Total 194 2876 5 11 3086 283 2 151 0 436 18 2584 160 45 2807 31 2 38 0 71 6400 Approach % 6.3 93.2 0.2 0.4 - 64.9 0.5 34.6 0.0 - 0.6 92.1 5.7 1.6 - 43.7 2.8 53.5 0.0 - - Total % 3.0 44.9 0.1 0.2 48.2 4.4 0.0 2.4 0.0 6.8 0.3 40.4 2.5 0.7 43.9 0.5 0.0 0.6 0.0 1.1 - Lights 193 2843 5 11 3052 280 2 148 0 430 18 2558 156 45 2777 31 1 38 0 70 6329 Lights 99.5 98.9 100.0 100.0 98.9 98.9 100.0 98.0 - 98.6 100.0 99.0 97.5 100.0 98.9 100.0 50.0 100.0 - 98.6 98.9 Mediums 1 23 0 0 24 3 0 2 0 5 0 21 4 0 25 0 1 0 0 1 55 Mediums 0.5 0.8 0.0 0.0 0.8 1.1 0.0 1.3 - 1.1 0.0 0.8 2.5 0.0 0.9 0.0 50.0 0.0 - 1.4 0.9 Articulated Trucks 0 10 0 0 10 0 0 1 0 1 0 5 0 0 5 0 0 0 0 0 16 Articulated Trucks 0.0 0.3 0.0 0.0 0.3 0.0 0.0 0.7 - 0.2 0.0 0.2 0.0 0.0 0.2 0.0 0.0 0.0 - 0.0 0.3 Appendix - p. 7 of 52 Appendix - p. 8 of 52 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turninq Movement Data Count Name: 2 - CARROLL AVE @ DIVISION ST Site Code: Start Date: 09/19/2019 Page No: 1 Start Time Left N CARROLL AVE Southbound Thru Right U -Turn Total Left DIVISION ST Westbound Thru Right U -Turn Total Left N CARROLL AVE Northbound Thru Right U -Tum Total Left SOUTHCREST CT Eastbound Thru Right U -Turn Total Total 6:30 AM 2 94 0 0 96 1 0 3 0 4 0 108 3 0 111 0 0 0 0 0 211 6:45 AM 2 124 0 0 126 0 0 2 0 2 0 108 4 0 112 0 0 1 0 1 241 Hourly Total 4 218 0 0 222 1 0 5 0 6 0 216 7 0 223 0 0 1 0 1 452 7:00 AM 2 115 0 0 117 1 0 1 0 2 0 121 4 0 125 0 0 0 0 0 244 7:15 AM 3 156 1 0 160 1 0 1 0 2 2 154 1 0 157 0 0 0 0 0 319 7:30 AM 1 192 2 0 195 3 0 1 0 4 0 162 1 0 163 0 0 1 0 1 363 7:45 AM 3 200 3 0 206 1 0 0 0 1 0 186 3 0 189 0 0 0 0 0 396 Hourly Total 9 663 6 0 678 6 0 3 0 9 2 623 9 0 634 0 0 1 0 1 1322 8:00 AM 4 196 2 0 202 2 0 1 0 3 0 171 1 0 172 0 0 0 0 0 377 8:15 AM 2 196 2 1 201 2 0 1 0 3 2 164 1 0 167 1 0 1 0 2 373 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 BREAK .. Hourly Total 6 392 4 1 403 4 0 2 0 6 2 335 2 0 339 1 0 1 0 2 750 4:30 PM 0 240 0 0 240 4 0 2 0 6 0 155 0 0 155 1 0 1 0 2 403 4:45 PM 0 220 0 0 220 3 0 2 0 5 2 221 0 0 223 3 0 5 0 8 456 Hourly Total 0 460 0 0 460 7 0 4 0 11 2 376 0 0 378 4 0 6 0 10 859 5:00 PM 0 256 2 0 258 0 0 3 0 3 1 254 1 0 256 2 0 2 0 4 521 5:15 PM 2 230 2 1 235 1 1 2 0 4 1 237 1 0 239 0 0 2 0 2 480 5:30 PM 2 242 0 2 246 0 0 2 0 2 0 202 0 0 202 3 0 1 0 4 454 5:45 PM 1 234 1 2 238 1 0 0 0 1 0 211 0 0 211 4 0 1 0 5 455 Hourly Total 5 962 5 5 977 2 1 7 0 10 2 904 2 0 908 9 0 6 0 15 1910 6:00 PM 2 226 0 0 228 2 0 3 0 5 0 201 1 0 202 1 0 2 0 3 438 6:15 PM 0 197 0 0 197 0 0 1 0 1 0 198 1 0 199 0 0 1 0 1 398 Grand Total 26 3118 15 6 3165 22 1 25 0 48 8 2853 22 0 2883 15 0 18 0 33 6129 Approach % 0.8 98.5 0.5 0.2 - 45.8 2.1 52.1 0.0 - 0.3 99.0 0.8 0.0 - 45.5 0.0 54.5 0.0 - - Total % 0.4 50.9 0.2 0.1 51.6 0.4 0.0 0.4 0.0 0.8 0.1 46.5 0.4 0.0 47.0 0.2 0.0 0.3 0.0 0.5 - Lights 26 3080 15 6 3127 22 1 25 0 48 8 2826 19 0 2853 15 0 17 0 32 6060 Lights 100.0 98.8 100.0 100.0 98.8 100.0 100.0 100.0 - 100.0 100.0 99.1 86.4 - 99.0 100.0 - 94.4 - 97.0 98.9 Mediums 0 31 0 0 31 0 0 0 0 0 0 18 2 0 20 0 0 1 0 1 52 Mediums 0.0 1.0 0.0 0.0 1.0 0.0 0.0 0.0 - 0.0 0.0 0.6 9.1 - 0.7 0.0 - 5.6 - 3.0 0.8 Articulated Trucks 0 7 0 0 7 0 0 0 0 0 0 9 1 0 10 0 0 0 0 0 17 Articulated Trucks 0.0 0.2 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.3 4.5 - 0.3 0.0 - 0.0 - 0.0 0.3 Appendix - p. 8 of 52 Appendix - p. 9 of 52 GRAMTraffic N TX Inc. Count Name: 3 - STATE ST @ 1120 W. Lovers Lane DIVISION ST Site Code: Arlington, Texas, United States 76013 Start Date: 09/19/2019 817.265.8968 Page No: 1 Turning Movement Data Start Time Left STATE ST Southbound Thru Right U -Turn Total Left DIVISION ST Westbound Thru Right U -Turn Total Left Thru STATE ST Northbound Right U -Tum Total Left DIVISION ST Eastbound Thru Right U -Turn Total Total 6:30 AM 0 7 0 0 7 0 0 1 0 1 2 4 1 0 7 0 0 0 0 0 15 6:45 AM 0 8 1 0 9 1 0 0 0 1 0 2 0 0 2 1 1 0 0 2 14 Hourly Total 0 15 1 0 16 1 0 1 0 2 2 6 1 0 9 1 1 0 0 2 29 7:00 AM 1 6 0 0 7 0 1 0 0 1 0 3 1 0 4 1 2 0 0 3 15 7:15 AM 0 9 0 0 9 0 1 2 0 3 0 4 1 0 5 0 1 0 0 1 18 7:30 AM 0 9 0 0 9 0 3 1 0 4 0 3 1 0 4 3 0 1 0 4 21 7:45 AM 0 21 1 0 22 1 8 2 0 11 1 10 0 0 11 1 4 4 0 9 53 Hourly Total 1 45 1 0 47 1 13 5 0 19 1 20 3 0 24 5 7 5 0 17 107 8:00 AM 0 23 0 0 23 2 1 3 0 6 1 9 0 0 10 5 3 1 0 9 48 8:15 AM 1 18 0 0 19 3 2 4 0 9 0 7 0 0 7 4 1 1 0 6 41 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 BREAK .< Hourly Total 1 41 0 0 42 5 3 7 0 15 1 16 0 0 17 9 4 2 0 15 89 4:30 PM 0 21 1 0 22 5 5 5 0 15 1 25 2 0 28 1 1 0 0 2 67 4:45 PM 2 21 4 0 27 5 7 4 0 16 3 24 0 0 27 8 3 0 0 11 81 Hourly Total 2 42 5 0 49 10 12 9 0 31 4 49 2 0 55 9 4 0 0 13 148 5:00 PM 2 22 5 0 29 5 17 8 0 30 3 32 1 0 36 1 4 4 0 9 104 5:15 PM 2 18 2 0 22 3 10 8 0 21 1 31 0 0 32 6 1 1 0 8 83 5:30 PM 1 23 4 0 28 5 5 3 0 13 0 23 1 0 24 3 1 2 0 6 71 5:45 PM 1 17 5 0 23 6 6 7 0 19 1 18 0 0 19 0 1 1 0 2 63 Hourly Total 6 80 16 0 102 19 38 26 0 83 5 104 2 0 111 10 7 8 0 25 321 6:00 PM 2 16 1 0 19 6 9 4 0 19 1 30 1 0 32 2 1 0 0 3 73 6:15 PM 2 10 2 0 14 5 5 1 0 11 0 17 1 0 18 2 1 0 1 4 47 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 Grand Total 14 249 26 0 289 47 80 53 0 180 14 243 10 0 267 38 25 15 1 79 815 Approach % 4.8 86.2 9.0 0.0 - 26.1 44.4 29.4 0.0 - 5.2 91.0 3.7 0.0 - 48.1 31.6 19.0 1.3 - - Total % 1.7 30.6 3.2 0.0 35.5 5.8 9.8 6.5 0.0 22.1 1.7 29.8 1.2 0.0 32.8 4.7 3.1 1.8 0.1 9.7 - Lights 14 249 26 0 289 46 79 51 0 176 14 242 9 0 265 38 25 15 1 79 809 Lights 100.0 100.0 100.0 - 100.0 97.9 98.8 96.2 - 97.8 100.0 99.6 90.0 - 99.3 100.0 100.0 100.0 100.0 100.0 99.3 Mediums 0 0 0 0 0 1 1 2 0 4 0 1 1 0 2 0 0 0 0 0 6 Mediums 0.0 0.0 0.0 - 0.0 2.1 1.3 3.8 - 2.2 0.0 0.4 10.0 - 0.7 0.0 0.0 0.0 0.0 0.0 0.7 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 0.0 i 0.0 Appendix - p. 9 of 52 Appendix - p. 10 of 52 GRAMTraffic N TX Inc. Count Name: 4 - STATE ST @ 1120 W. Lovers Lane FEDERAL WAY Site Code: Arlington, Texas, United States 76013 Start Date: 09/19/2019 817.265.8968 Page No: 1 Turning Movement Data Start Time Left STATE ST Southbound Thru Right U -Turn Total Left FEDERAL WAY Westbound Thru Right U -Turn Total Left Thru STATE ST Northbound Right U -Tum Total Left FEDERAL WAY Eastbound Thru Right U -Turn Total Total 6:30 AM 0 1 5 0 6 0 2 2 0 4 2 3 0 0 5 2 2 3 0 7 22 6:45 AM 0 7 3 0 10 3 1 0 0 4 0 1 1 0 2 1 1 5 0 7 23 Hourly Total 0 8 8 0 16 3 3 2 0 8 2 4 1 0 7 3 3 8 0 14 45 7:00 AM 0 5 1 0 6 0 6 0 0 6 2 2 0 0 4 2 3 3 0 8 24 7:15 AM 1 4 4 0 9 0 2 0 0 2 0 4 0 0 4 1 5 7 0 13 28 7:30 AM 0 7 2 0 9 1 4 1 0 6 1 3 0 0 4 1 5 4 0 10 29 7:45 AM 3 21 3 0 27 0 1 1 0 2 2 7 1 0 10 2 4 7 0 13 52 Hourly Total 4 37 10 0 51 1 13 2 0 16 5 16 1 0 22 6 17 21 0 44 133 8:00 AM 5 18 1 0 24 0 4 4 0 8 1 4 2 0 7 2 4 10 0 16 55 8:15 AM 0 21 3 0 24 0 3 1 0 4 4 5 1 0 10 2 2 11 0 15 53 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 BREAK .. Hourly Total 5 39 4 0 48 0 7 5 0 12 5 9 3 0 17 4 6 21 0 31 108 4:30 PM 0 14 13 0 27 1 10 4 0 15 22 22 2 0 46 3 14 9 0 26 114 4:45 PM 1 11 14 0 26 1 15 4 0 20 15 15 2 0 32 7 10 8 0 25 103 Hourly Total 1 25 27 0 53 2 25 8 0 35 37 37 4 0 78 10 24 17 0 51 217 5:00 PM 0 11 20 0 31 1 9 7 0 17 33 24 5 0 62 4 16 8 0 28 138 5:15 PM 4 6 11 0 21 3 19 5 0 27 27 24 2 0 53 5 14 11 0 30 131 5:30 PM 4 13 14 0 31 2 13 3 0 18 17 14 3 0 34 5 13 11 0 29 112 5:45 PM 1 17 7 0 25 0 14 2 0 16 13 14 2 0 29 3 19 9 0 31 101 Hourly Total 9 47 52 0 108 6 55 17 0 78 90 76 12 0 178 17 62 39 0 118 482 6:00 PM 3 8 9 0 20 4 11 7 0 22 14 25 0 0 39 2 10 12 0 24 105 6:15 PM 1 4 9 0 14 1 11 1 0 13 11 14 1 0 26 3 11 2 0 16 69 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand Total 23 168 119 0 310 17 125 42 0 184 164 181 22 0 367 45 133 120 0 298 1159 Approach % 7.4 54.2 38.4 0.0 - 9.2 67.9 22.8 0.0 - 44.7 49.3 6.0 0.0 - 15.1 44.6 40.3 0.0 - - Total % 2.0 14.5 10.3 0.0 26.7 1.5 10.8 3.6 0.0 15.9 14.2 15.6 1.9 0.0 31.7 3.9 11.5 10.4 0.0 25.7 - Lights 23 168 118 0 309 17 123 41 0 181 164 181 21 0 366 44 129 120 0 293 1149 Lights 100.0 100.0 99.2 - 99.7 100.0 98.4 97.6 - 98.4 100.0 100.0 95.5 - 99.7 97.8 97.0 100.0 - 98.3 99.1 Mediums 0 0 1 0 1 0 2 1 0 3 0 0 1 0 1 1 3 0 0 4 9 Mediums 0.0 0.0 0.8 - 0.3 0.0 1.6 2.4 - 1.6 0.0 0.0 4.5 - 0.3 1 2.2 2.3 0.0 - 1.3 0.8 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 Articulated 1 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 1 0.0 0.8 0.0 - 0.3 0.1 Appendix - p. 10 of 52 Appendix - p. 11 of 52 Timings 2019 Existing AM Peak Hour.syn 1: Carroll Ave & Federal Way f, t 14* Lane Group EBL EBT WBL WBT WBR NBU NBL NBT SBL SBT Lane Configurations 4 r ti� t Traffic Volume (vph) 1 0 16 1 17 6 6 654 43 712 Future Volume (vph) 1 0 16 1 17 6 6 654 43 712 Turn Type Perm NA Perm NA Perm custom pm+pt NA pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 5 2 6 Detector Phase 4 4 8 8 8 5 5 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 20.0 14.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 21.0 14.0 21.0 Total Split (%) 36.4% 36.4% 36.4% 36.4% 36.4% 25.5% 25.5% 38.2% 25.5% 38.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max None Max Act Effct Green (s) 6.0 6.1 6.1 29.1 30.0 30.2 31.9 Actuated g/C Ratio 0.15 0.15 0.15 0.74 0.76 0.77 0.81 v/c Ratio 0.01 0.06 0.05 0.02 0.27 0.07 0.26 Control Delay 0.0 16.2 0.3 2.9 5.9 2.7 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 0.0 16.2 0.3 2.9 5.9 2.7 4.3 LOS A B A A A A A Approach Delay 8.2 5.9 4.2 Approach LOS A A A Intersection Summa Cycle Length: 55 Actuated Cycle Length: 39.4 Natural Cycle: 55 Control Type: Actuated -Uncoordinated Maximum v/c Ratio: 0.27 Intersection Signal Delay: 5.1 Intersection LOS: A Intersection Capacity Utilization 39.4% ICU Level of Service A Analysis Period (min)15 Splits and Phases: 1: Carroll Ave & Federal Way 01 t02 X04 MEOW - X35 06 1 08 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 11 of 52 Appendix - p. 12 of 52 HCM 6th TWSC 2019 Existing AM Peak Hour.syn 3: Carroll Ave & Federal Way Intersection Minorl Majorl Major2 Conflicting Flow All 1218 1577 417 Int Delay, s/veh 0.3 363 834 0 0 725 719 0 0 Stage 1 854 854 - 726 726 - Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations Critical Hdwy '+ 6.54 6.94 7.54 6.54 ) t - 6.44 ) t 6.54 Traffic Vol, veh/h 1 0 2 8 0 3 2 683 6 1 10 784 9 - Future Vol, veh/h 1 0 2 8 0 3 2 683 6 1 10 784 9 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 - Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - 372 None - - None - Platoon blocked, % Yield - - None - Storage Length 0 - - - 134 100 585 - 105 100 - Veh in Median Storage, # - 0 - 107 0 147 - 0 - - 0 - Grade, % - 0 - 427 0 - - 0 - Stage 2 - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 2 8 0 3 2 719 6 1 11 825 9 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1218 1577 417 1163 1584 363 834 0 0 725 719 0 0 Stage 1 854 854 - 726 726 - - - - - - - Stage 2 364 723 - 437 858 - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 6.44 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.52 2.22 - - PotCap-1 Maneuver 136 109 585 150 107 634 795 - 498 878 - Stage 1 320 373 - 382 428 - - - - - - Stage 2 627 429 - 568 372 - - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 134 107 585 147 105 634 795 - 821 821 - Mov Cap -2 Maneuver 134 107 - 147 105 - - - - - - Stage 1 319 367 - 381 427 - - - - - Stage 2 622 428 - 558 366 - - - - - Approach EB WB NB SB HCM Control Delay, s 18.2 25.6 0 0.1 HCM LOS C D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnl SBL SBT SBR Capacity (veh/h) 795 - 134 585 186 821 - HCM Lane V/C Ratio 0.003 - 0.008 0.004 0.062 0.014 - HCM Control Delay (s) 9.5 - 32.1 11.2 25.6 9.5 - HCM Lane LOS A - D B D A - HCM 95th %tile Q(veh) 0 - 0 0 0.2 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing AM Peak Hour.syn Appendix - p. 12 of 52 Synchro 10 Report T1115.11 Appendix - p. 13 of 52 HCM 6th AWSC 2019 Existing AM Peak Hour.syn 5: State St & Federal Way Intersection Intersection Delay, slveh 7.5 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 6% 46% 20% 1% Traffic Vol, vehlh 13 8 7 6 14 10 2 29 1 1 71 1 Future Vol, vehlh 13 8 7 6 14 10 2 29 1 1 71 1 Peak Hour Factor 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 17 10 9 8 18 13 3 38 1 1 92 1 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB 854 875 WB Service Time 2.189 NB 2.114 SB Opposing Approach WB 0.042 0.045 EB HCM Control Delay 7.4 SB 7.3 NB Opposing Lanes 1 A A 1 HCM 95th -tile Q 0.2 1 0.1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 i 1- HCM Control Delay 7.4 7.3 7.4 7.6 HCM LOS WdEEWm A A A A - Lane NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 6% 46% 20% 1% _ Vol Thru, % 91% 29% 47% 97% Vol Right, % 3% 25% 33% 1% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 32 28 30 73 LT Vol 2 13 6 1 Through Vol 29 8 14 71 RT Vol 1 7 10 1 Lane Flow Rate 42 36 39 95 Geometry Grp 1 1 1 1 Degree of Util (X) 0.048 0.042 0.044 0.108 Departure Headway (Hd) 4.131 4.143 4.037 4.091 Convergence,Y/N Yes Yes Yes Yes Cap 860 854 875 871 Service Time 2.189 2.219 2.114 2.138 HCM Lane VIC Ratio 0.049 0.042 0.045 0.109 HCM Control Delay 7.4 7.4 7.3 7.6 HCM Lane LOS A A A A HCM 95th -tile Q 0.2 0.1 0.1 0.4 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 13 of 52 Appendix - p. 14 of 52 HCM 6th AWSC 2019 Existing AM Peak Hour.syn 7: State St & Federal Way Intersection Intersection Delay, slveh 7.4 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1WBLn n Vol Left, % 26% 13% 5% 10% Vol Thru, % 61% 28% 60% Traffic Vol, vehlh 7 15 32 1 12 7 8 19 4 8 67 9 Future Vol, vehlh 7 15 32 1 12 7 8 19 4 8 67 9 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 17 37 1 14 8 9 22 5 9 78 10 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB 7.2 7.2 WB HCM Lane LOS A NB A A SB 0.1 0.2 Opposing Approach WB 0.4 EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RighNB SB WB EB Conflicting Lanes Right 1 ' 1 1 1 HCM Control Delay 7.2 7.2 7.4 7.6 HCM LOS A A A A Lane NBLn1 EBLn1WBLn n Vol Left, % 26% 13% 5% 10% Vol Thru, % 61% 28% 60% 80% Vol Right, % 13% 59% 35% 11% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 31 54 20 84 LT Vol 8 7 1 8 Through Vol 19 15 12 67 RT Vol 4 32 7 9 Lane Flow Rate 36 63 23 98 Geometry Grp 1 1 1 1 Degree of Util (X) 0.041 0.067 0.026 0.11 Departure Headway (Hd) 4.134 3.854 4.015 4.067 Convergence,Y/N Yes Yes Yes Yes Cap 861 919 881 878 Service Time 2.185 1.92 2.087 2.106 HCM Lane VIC Ratio 0.042 0.069 0.026 0.112 HCM Control Delay 7.4 7.2 7.2 7.6 HCM Lane LOS A A A A HCM 95th -tile Q 0.1 0.2 0.1 0.4 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 14 of 52 Appendix - p. 15 of 52 Appendix - p. 15 of 52 Appendix - p. 16 of 52 Timings 2019 Existing PM Peak Hour.syn 1: Carroll Ave & Federal Way -11 --,, r 4--- fl t I* t Lane Group EBL EBT WBL WBT WBR NBU NBL NBT SBU SBL SBT Lane Configurations 4 r ti� t Traffic Volume (vph) 18 1 138 1 77 19 11 771 7 68 860 Future Volume (vph) 18 1 138 1 77 19 11 771 7 68 860 Turn Type Perm NA Perm NA Perm custom pm+pt NA custom pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 5 2 1 6 Detector Phase 4 4 8 8 8 5 5 2 1 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 20.0 14.0 14.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 21.0 14.0 14.0 21.0 Total Split (%) 36.4% 36.4% 36.4% 36.4% 36.4% 25.5% 25.5% 38.2% 25.5% 25.5% 38.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max None None Max Act Effct Green (s) 10.3 10.5 10.5 25.5 23.3 27.3 25.8 Actuated g/C Ratio 0.23 0.23 0.23 0.56 0.51 0.60 0.57 v/c Ratio 0.13 0.52 0.19 0.08 0.51 0.19 0.48 Control Delay 10.5 22.6 3.2 5.9 14.7 6.4 12.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.5 22.6 3.2 5.9 14.7 6.4 12.1 LOS B C A A B A B Approach Delay 10.5 15.7 14.4 11.7 Approach LOS B B B B Intersection Summa Cycle Length: 55 Actuated Cycle Length: 45.5 Natural Cycle: 60 Control Type: Actuated -Uncoordinated Maximum v/c Ratio: 0.52 Intersection Signal Delay: 13.2 Intersection LOS: B Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min)15 Splits and Phases: 1: Carroll Ave & Federal Way 01 t02 X04 MEOW - 05 06 1 08 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 16 of 52 Appendix - p. 17 of 52 HCM 6th TWSC 2019 Existing PM Peak Hour.syn 3: Carroll Ave & Federal Way Intersection Minorl Majorl Major2 Conflicting Flow All 1551 2047 517 Int Delay, s/veh 0.6 498 1034 0 0 996 993 0 0 Stage 1 1046 1046 - 1002 1002 - Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations Critical Hdwy '+ 6.54 6.94 7.54 6.54 ) t - 6.44 ) t 6.54 Traffic Vol, veh/h 8 0 10 4 1 9 4 914 2 3 4 948 4 - Future Vol, veh/h 8 0 10 4 1 9 4 914 2 3 4 948 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 - Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - 303 None - - None - Platoon blocked, % Yield - - None - Storage Length 0 - - 73 100 503 - 54 100 - Veh in Median Storage, # - 0 - 54 0 77 - 0 - - 0 - Grade, % - 0 - 316 0 - - 0 - Stage 2 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 9 0 11 4 1 10 4 993 2 3 4 1030 4 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1551 2047 517 1531 2050 498 1034 0 0 996 993 0 0 Stage 1 1046 1046 - 1002 1002 - - - - - - - - Stage 2 505 1001 - 529 1048 - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 6.44 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.52 2.22 - - PotCap-1 Maneuver 77 55 503 80 55 518 668 - 334 692 - Stage 1 244 304 - 260 318 - - - - - - Stage 2 518 319 - 501 303 - - - - - - - Platoon blocked, % - Mov Cap -1 Maneuver 73 54 503 77 54 518 668 - 469 469 - Mov Cap -2 Maneuver 73 54 - 77 54 - - - - - - Stage 1 243 299 - 258 316 - - - - - Stage 2 503 317 - 482 298 - - - - - Approach EB WB NB SB HCM Control Delay, s 33.9 30 0 0.1 HCM LOS D D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnl SBL SBT SBR Capacity (veh/h) 668 - 73 503 159 469 - HCM Lane V/C Ratio 0.007 - 0.119 0.022 0.096 0.016 - HCM Control Delay (s) 10.4 - 60.9 12.3 30 12.8 - HCM Lane LOS B - F B D B - HCM 95th %tile Q(veh) 0 - 0.4 0.1 0.3 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 17 of 52 Appendix - p. 18 of 52 HCM 6th AWSC 2019 Existing PM Peak Hour.syn 5: State St & Federal Way Intersection Intersection Delay, slveh 8.2 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 6% 53% 23% 7% _ Vol Thru, % 92% 26% Traffic Vol, vehlh 18 9 7 18 39 23 7 110 2 7 84 15 Future Vol, vehlh 18 9 7 18 39 23 7 110 2 7 84 15 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 22 11 9 22 48 28 9 136 2 9 104 19 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB A A WB 0.7 0.2 NB 0.6 SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 i 1- HCM Control Delay 8 8.1 8.4 8.2 HCM LOS A A A A - Lane NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 6% 53% 23% 7% _ Vol Thru, % 92% 26% 49% 79% Vol Right, % 2% 21% 29% 14% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 119 34 80 106 LT Vol 7 18 18 7 Through Vol 110 9 39 84 RT Vol 2 7 23 15 Lane Flow Rate 147 42 99 131 Geometry Grp 1 1 1 1 - Degree of Util (X) 0.18 0.054 0.123 0.158 Departure Headway (Hd) 4.404 4.659 4.482 4.351 Convergence,Y/N Yes Yes Yes Yes Cap 817 769 801 826 Service Time 2.423 2.683 2.503 2.369 HCM Lane VIC Ratio 0.18 0.055 0.124 0.159 HCM Control Delay 8.4 8 8.1 8.2 HCM Lane LOS A A A A HCM 95th -tile Q 0.7 0.2 0.4 0.6 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 18 of 52 Appendix - p. 19 of 52 HCM 6th AWSC 2019 Existing PM Peak Hour.syn 7: State St & Federal Way Intersection Intersection Delay, slveh 8.8 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1WBLn n Vol Left, % 51% 19% 9% 8% Vol Thru, % 43% 47% 68% Traffic Vol, vehlh 21 53 38 7 56 19 92 77 12 9 41 59 Future Vol, vehlh 21 53 38 7 56 19 92 77 12 9 41 59 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 24 60 43 8 64 22 105 88 14 10 47 67 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB 8.6 8.4 WB HCM Lane LOS A NB A A SB 1.1 0.6 Opposing Approach WB 0.5 EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RighNB SB WB EB Conflicting Lanes Right 1 ' 1 1 1 HCM Control Delay 8.6 8.4 9.4 8.2 HCM LOS A A A A Lane NBLn1 EBLn1WBLn n Vol Left, % 51% 19% 9% 8% Vol Thru, % 43% 47% 68% 38% Vol Right, % 7% 34% 23% 54% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 181 112 82 109 LT Vol 92 21 7 9 Through Vol 77 53 56 41 RT Vol 12 38 19 59 Lane Flow Rate 206 127 93 124 Geometry Grp 1 1 1 1 Degree of Util (X) 0.266 0.164 0.122 0.151 Departure Headway (Hd) 4.657 4.646 4.732 4.392 Convergence,Y/N Yes Yes Yes Yes Cap 771 770 756 815 Service Time 2.691 2.685 2.774 2.43 HCM Lane VIC Ratio 0.267 0.165 0.123 0.152 HCM Control Delay 9.4 8.6 8.4 8.2 HCM Lane LOS A A A A HCM 95th -tile Q 1.1 0.6 0.4 0.5 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12019 Existing PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 19 of 52 Appendix - p. 20 of 52 Appendix - p. 20 of 52 Appendix - p. 21 of 52 Timings 2021 Background AM Peak Hour.syn 1: Carroll Ave & Federal Way 11/21/2019 ,, t Lane Group EBL EBT WBL WBT WBR NBU NBL NBT SBL SBT Lane Configurations 4 r ti� t Traffic Volume (vph) 1 0 19 1 20 7 7 791 52 861 Future Volume (vph) 1 0 19 1 20 7 7 791 52 861 Turn Type Perm NA Perm NA Perm custom pm+pt NA pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 5 2 6 Detector Phase 4 4 8 8 8 5 5 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 20.0 14.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 21.0 14.0 21.0 Total Split (%) 36.4% 36.4% 36.4% 36.4% 36.4% 25.5% 25.5% 38.2% 25.5% 38.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max None Max Act Effct Green (s) 6.1 6.2 6.2 28.8 29.6 29.9 31.7 Actuated g/C Ratio 0.16 0.16 0.16 0.73 0.76 0.76 0.81 v/c Ratio 0.01 0.07 0.06 0.02 0.32 0.09 0.32 Control Delay 0.0 16.1 0.3 3.0 6.5 2.8 4.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 0.0 16.1 0.3 3.0 6.5 2.8 4.7 LOS A B A A A A A Approach Delay 8.2 6.4 4.6 Approach LOS A A A Intersection Summa Cycle Length: 55 Actuated Cycle Length: 39.2 Natural Cycle: 55 Control Type: Actuated -Uncoordinated Maximum v/c Ratio: 0.32 Intersection Signal Delay: 5.5 Intersection LOS: A Intersection Capacity Utilization 43.5% ICU Level of Service A Analysis Period (min)15 Splits and Phases: 1: Carroll Ave & Federal Way 01 t02 X04 MEOW - 05 06 1 08 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 21 of 52 Appendix - p. 22 of 52 HCM 6th TWSC 2021 Background AM Peak Hour.syn 3: Carroll Ave & Federal Way 11/21/2019 Intersection Minorl Majorl Major2 Ad Conflicting Flow All 1471 1905 505 Int Delay, s/veh 0.3 438 1009 0 0 877 869 0 0 Stage 1 1032 1032 - 877 877 - Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations Critical Hdwy '+ 6.54 6.94 7.54 6.54 ) t - 6.44 ) t 6.54 Traffic Vol, veh/h 1 0 2 9 0 3 2 826 7 1 12 948 10 - Future Vol, veh/h 1 0 2 9 0 3 2 826 7 1 12 948 10 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 - Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - 307 None - - None - Platoon blocked, % Yield - - None - Storage Length 0 - - - 87 100 512 - 66 100 - Veh in Median Storage, # - 0 - 67 0 97 - 0 - - 0 - Grade, % - 0 - 363 0 - - 0 - Stage 2 - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 2 9 0 3 2 869 7 1 13 998 11 - Major/Minor Minor2 Minorl Majorl Major2 Ad Conflicting Flow All 1471 1905 505 1404 1914 438 1009 0 0 877 869 0 0 Stage 1 1032 1032 - 877 877 - - - - - - - Stage 2 439 873 - 527 1037 - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 6.44 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.52 2.22 - - PotCap-1 Maneuver 89 68 512 99 67 567 683 - 398 771 - Stage 1 249 308 - 310 364 - - - - - - Stage 2 567 366 - 502 307 - - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 87 67 512 97 66 567 683 - 719 719 - Mov Cap -2 Maneuver 87 67 - 97 66 - - - - - - Stage 1 248 302 - 309 363 - - - - - Stage 2 562 365 - 490 301 - - - - - Approach EB WB NB SB HCM Control Delay, s 23.7 37.9 0 0.1 HCM LOS C E Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnl SBL SBT SBR Capacity (veh/h) 683 - 87 512 122 719 - HCM Lane V/C Ratio 0.003 - 0.012 0.004 0.104 0.019 - HCM Control Delay (s) 10.3 - 46.9 12.1 37.9 10.1 - HCM Lane LOS B - E B E B - HCM 95th %tile Q(veh) 0 - 0 0 0.3 0.1 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background AM Peak Hour.syn Appendix - p. 22 of 52 Synchro 10 Report T1115.11 Appendix - p. 23 of 52 HCM 6th AWSC 2021 Background AM Peak Hour.syn 5: State St & Federal Way 11/21/2019 Intersection Intersection Delay, s/veh 7.6 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 5% 47% 20% 1% Traffic Vol, veh/h 15 9 8 7 16 12 2 35 1 1 85 1 Future Vol, veh/h 15 9 8 7 16 12 2 35 1 1 85 1 Peak Hour Factor 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 19 12 10 9 21 16 3 45 1 1 110 1 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB 841 864 WB Service Time 2.236 NB 2.171 SB Opposing Approach WB 0.05 0.052 EB HCM Control Delay 7.5 SB 7.4 NB Opposing Lanes 1 A A 1 HCM 95th -tile Q 0.2 1 0.2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 i 1- HCM Control Delay 7.5 7.4 7.5 7.8 HCM LOS dj= A A A A - Lane '_ NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 5% 47% 20% 1% _ Vol Thru, % 92% 28% 46% 98% Vol Right, % 3% 25% 34% 1% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 38 32 35 87 LT Vol 2 15 7 1 Through Vol 35 9 16 85 RT Vol 1 8 12 1 Lane Flow Rate 49 42 45 113 Geometry Grp 1 1 1 1 - Degree of Util (X) 0.057 0.048 0.052 0.129 Departure Headway (Hd) 4.165 4.193 4.08 4.118 Convergence,Y/N Yes Yes Yes Yes Cap 851 841 864 864 Service Time 2.236 2.285 2.171 2.174 HCM Lane V/C Ratio 0.058 0.05 0.052 0.131 HCM Control Delay 7.5 7.5 7.4 7.8 HCM Lane LOS A A A A HCM 95th -tile Q 0.2 0.2 0.2 0.4 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 23 of 52 Appendix - p. 24 of 52 HCM 6th AWSC 2021 Background AM Peak Hour.syn 7: State St & Federal Way 11/21/2019 Intersection Intersection Delay, s/veh 7.6 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1WBLn1 SBLn Vol Left, % 26% 12% 4% 9% Vol Thru, % 63% 28% 61% 81% Traffic Vol, veh/h 8 18 38 1 14 8 9 22 4 9 81 10 Future Vol, veh/h 8 18 38 1 14 8 9 22 4 9 81 10 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 9 21 44 1 16 9 10 26 5 10 94 12 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB 7.3 7.8 WB A A NB A HCM 95th -tile Q SB 0.3 0.1 Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RighNB SB WB EB Conflicting Lanes Right 1 ' 1 1 1 HCM Control Delay 7.3 7.3 7.5 7.8 HCM LOS A A A A Lane NBLn1 EBLn1WBLn1 SBLn Vol Left, % 26% 12% 4% 9% Vol Thru, % 63% 28% 61% 81% Vol Right, % 11% 59% 35% 10% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 35 64 23 100 LT Vol 9 8 1 9 Through Vol 22 18 14 81 RT Vol 4 38 8 10 Lane Flow Rate 41 74 27 116 Geometry Grp 1 1 1 1 Degree of Util (X) 0.047 0.08 0.03 0.132 Departure Headway (Hd) 4.182 3.893 4.063 4.099 Convergence,Y/N Yes Yes Yes Yes Cap 848 906 867 870 Service Time 2.247 1.976 2.153 2.147 HCM Lane V/C Ratio 0.048 0.082 0.031 0.133 HCM Control Delay 7.5 7.3 7.3 7.8 HCM Lane LOS A A A A HCM 95th -tile Q 0.1 0.3 0.1 0.5 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 24 of 52 Appendix - p. 25 of 52 Appendix - p. 25 of 52 Appendix - p. 26 of 52 Timings 2021 Background PM Peak Hour.syn 1: Carroll Ave & Federal Way -11 --,, r 4--- fl t I* t Lane Group EBL EBT WBL WBT WBR NBU NBL NBT SBU SBL SBT Lane Configurations 4 r ti� t Traffic Volume (vph) 21 1 166 1 93 22 13 932 8 82 1040 Future Volume (vph) 21 1 166 1 93 22 13 932 8 82 1040 Turn Type Perm NA Perm NA Perm custom pm+pt NA custom pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 5 2 1 6 Detector Phase 4 4 8 8 8 5 5 2 1 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 20.0 14.0 14.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 21.0 14.0 14.0 21.0 Total Split (%) 36.4% 36.4% 36.4% 36.4% 36.4% 25.5% 25.5% 38.2% 25.5% 25.5% 38.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max None None Max Act Effct Green (s) 11.2 11.5 11.5 25.1 22.9 27.2 25.5 Actuated g/C Ratio 0.24 0.25 0.25 0.54 0.50 0.59 0.55 v/c Ratio 0.14 0.58 0.21 0.10 0.64 0.25 0.59 Control Delay 10.2 23.9 4.3 6.5 19.0 7.3 15.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.2 23.9 4.3 6.5 19.0 7.3 15.7 LOS B C A A B A B Approach Delay 10.2 16.9 18.6 15.0 Approach LOS B B B B Intersection Summa Cycle Length: 55 Actuated Cycle Length: 46.1 Natural Cycle: 60 Control Type: Actuated -Uncoordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 16.6 Intersection LOS: B Intersection Capacity Utilization 60.2% ICU Level of Service B Analysis Period (min)15 Splits and Phases: 1: Carroll Ave & Federal Way 01 t02 X04 05 06 08 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 26 of 52 Appendix - p. 27 of 52 HCM 6th TWSC 2021 Background PM Peak Hour.syn 3: Carroll Ave & Federal Way Intersection Int Delay, s/veh Movement 0.9 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations 2475 '+ 1251 0 0 1203 1201 0 0 ) t 1263 - ) t - Traffic Vol, veh/h 9 0 12 4 1 10 4 1105 2 3 4 1147 4 - Future Vol, veh/h 9 0 12 4 1 10 4 1105 2 3 4 1147 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 - Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - 2.22 - None 44 - None - 29 Yield 552 - - None - Storage Length 0 239 - 194 - - 100 - - - 100 - 254 Veh in Median Storage, # - 0 - - 0 - - - 0 - - 0 - Grade, % - 0 - - 0 41 - 0 - 28 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 10 0 13 4 1 11 4 1201 2 3 4 1247 4 Am Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1872 2472 626 1848 2475 602 1251 0 0 1203 1201 0 0 Stage 1 1263 1263 - 1210 1210 - - - - - - - Stage 2 609 1209 - 638 1265 - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 6.44 4.14 Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.52 2.22 - Pot Cap -1 Maneuver 44 30 427 46 29 443 552 - 246 577 Stage 1 180 239 - 194 254 - - - - - - Stage 2 449 254 - 431 239 - - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 41 29 427 44 28 443 552 - 360 360 Mov Cap -2 Maneuver 41 29 - 44 28 - - - - - - Stage 1 179 234 - 193 252 - - - - - Stage 2 433 252 - 409 234 - - - - - Approach EB WB NB SB HCM Control Delay, s 58.6 47.4 0 0.1 HCM LOS F E Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnl SBL SBT SBR Capacity (veh/h) 552 - 41 427 101 360 - HCM Lane V/C Ratio 0.008 - 0.239 0.031 0.161 0.021 - HCM Control Delay (s) 11.6 - 118.4 13.7 47.4 15.2 - HCM Lane LOS B - F B E C - HCM 95th %tile Q(veh) 0 - 0.8 0.1 0.5 0.1 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 27 of 52 Appendix - p. 28 of 52 HCM 6th AWSC 2021 Background PM Peak Hour.syn 5: State St & Federal Way Intersection Intersection Delay, slveh 8.6 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 6% 54% 22% 6% _ Vol Thru, % 93% 26% Traffic Vol, vehlh 21 10 8 21 47 27 8 133 2 8 101 18 Future Vol, vehlh 21 10 8 21 47 27 8 133 2 8 101 18 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 26 12 10 26 58 33 10 164 2 10 125 22 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB A A WB 0.8 0.2 NB 0.7 SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 i 1- HCM Control Delay 8.2 8.5 8.8 8.6 HCM LOS A A A A - Lane NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 6% 54% 22% 6% _ Vol Thru, % 93% 26% 49% 80% Vol Right, % 1% 21% 28% 14% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 143 39 95 127 LT Vol 8 21 21 8 Through Vol 133 10 47 101 RT Vol 2 8 27 18 Lane Flow Rate 177 48 117 157 Geometry Grp 1 1 1 1 - Degree of Util (X) 0.221 0.065 0.151 0.194 Departure Headway (Hd) 4.507 4.826 4.627 4.455 Convergence,Y/N Yes Yes Yes Yes Cap 796 741 774 804 Service Time 2.535 2.862 2.659 2.485 HCM Lane VIC Ratio 0.222 0.065 0.151 0.195 HCM Control Delay 8.8 8.2 8.5 8.6 HCM Lane LOS A A A A HCM 95th -tile Q 0.8 0.2 0.5 0.7 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 28 of 52 Appendix - p. 29 of 52 HCM 6th AWSC 2021 Background PM Peak Hour.syn 7: State St & Federal Way Intersection Intersection Delay, slveh 9.5 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1WBLn1 SET - Vol Left, % 51% 19% 8% 8% Vol Thru, % 43% 48% 69% 38% Traffic Vol, vehlh 25 64 45 8 67 22 111 93 14 10 49 71 Future Vol, vehlh 25 64 45 8 67 22 111 93 14 10 49 71 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 28 73 51 9 76 25 126 106 16 11 56 81 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB 8.9 8.7 WB B A NB A HCM 95th -tile Q SB 0.8 0.5 Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RighNB SB WB EB Conflicting Lanes Right 1 ' 1 1 1 HCM Control Delay 9.2 8.9 10.3 8.7 HCM LOS A A = B A Lane NBLn1 EBLn1WBLn1 SET - Vol Left, % 51% 19% 8% 8% Vol Thru, % 43% 48% 69% 38% Vol Right, % 6% 34% 23% 55% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 218 134 97 130 LT Vol 111 25 8 10 Through Vol 93 64 67 49 RT Vol 14 45 22 71 Lane Flow Rate 248 152 110 148 Geometry Grp 1 1 1 1 Degree of Util (X) 0.331 0.205 0.151 0.187 Departure Headway (Hd) 4.808 4.844 4.945 4.568 Convergence,Y/N Yes Yes Yes Yes Cap 743 735 720 780 Service Time 2.865 2.91 3.015 2.632 HCM Lane VIC Ratio 0.334 0.207 0.153 0.19 HCM Control Delay 10.3 9.2 8.9 8.7 HCM Lane LOS B A A A HCM 95th -tile Q 1.5 0.8 0.5 0.7 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Background PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 29 of 52 Appendix - p. 30 of 52 Appendix - p. 30 of 52 Appendix - p. 31 of 52 Timings 2021 Total AM Peak Hour.syn 1: Carroll Ave & Federal Way -11 --,, r 4--- fl t L* t Lane Group EBL EBT WBL WBT WBR NBU NBL NBT SBU SBL SBT Lane Configurations *' r t t Traffic Volume (vph) 1 0 42 1 36 7 7 795 1 54 864 Future Volume (vph) 1 0 42 1 36 7 7 795 1 54 864 Turn Type Perm NA Perm NA Perm custom pm+pt NA custom pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 5 2 1 6 Detector Phase 4 4 8 8 8 5 5 2 1 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 20.0 14.0 14.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 21.0 14.0 14.0 21.0 Total Split (%) 36.4% 36.4% 36.4% 36.4% 36.4% 25.5% 25.5% 38.2% 25.5% 25.5% 38.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max None None Max Act Effct Green (s) 6.8 6.8 6.8 28.0 27.9 29.3 30.1 Actuated g/C Ratio 0.17 0.17 0.17 0.68 0.68 0.71 0.73 v/c Ratio 0.01 0.16 0.11 0.03 0.36 0.10 0.35 Control Delay 0.0 17.0 0.6 3.7 7.8 3.7 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 0.0 17.0 0.6 3.7 7.8 3.7 5.9 LOS A B A A A A A Approach Delay 9.5 7.8 5.8 Approach LOS A A A Intersection Summa Cycle Length: 55 Actuated Cycle Length: 41.2 Natural Cycle: 55 Control Type: Actuated -Uncoordinated Maximum v/c Ratio: 0.36 Intersection Signal Delay: 6.8 Intersection LOS: A Intersection Capacity Utilization 50.7% ICU Level of Service A Analysis Period (min)15 Splits and Phases: 1: Carroll Ave & Federal Way 01 t02 X434 MEOW - 05 06 1 08 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 31 of 52 Appendix - p. 32 of 52 HCM 6th TWSC 2021 Total AM Peak Hour.syn 2: Carroll Ave & W Dwy Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL Lane Configurations Minorl r t Conflicting Flow All - 0.009 - tt Traffic Vol, veh/h 0 5 832 2 0 923 Future Vol, veh/h 0 5 832 2 0 923 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized Stage 1 None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 Stage 2 - 0 Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 5 867 2 0 961 Major/Minor Minorl Majorl Maio Conflicting Flow All - 0.009 - 435 0 0 - Stage 1 - B - - - - - Stage 2 - - - Critical Hdwy - 6.94 - - Critical Hdwy Stg 1 - - - Critical Hdwy Stg 2 - - - Follow-up Hdwy - 3.32 - - Pot Cap -1 Maneuver 0 569 - 0 Stage 1 0 - - 0 Stage 2 0 - - 0 Platoon blocked, % - Mov Cap -1 Maneuver - 569 - - Mov Cap -2 Maneuver - - - - Stage 1 - - - Stage 2 - - - Approach WB NB SB HCM Control Delay, s 11.4 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h) - 569 - HCM Lane V/C Ratio - 0.009 - HCM Control Delay (s) - 11.4 - HCM Lane LOS - B - HCM 95th %tile Q(veh) - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Appendix - p. 32 of 52 Synchro 10 Report T1115.11 Appendix - p. 33 of 52 HCM 6th TWSC 2021 Total AM Peak Hour.syn 3: Carroll Ave & Federal Way Intersection Minorl Majorl Major2 Conflicting Flow All 1495 1939 506 1439 Int Delay, s/veh 0.6 1012 1012 0 0 899 888 0 0 Stage 1 1041 1041 - 904 904 - - - Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR® Lane Configurations 6.94 '+ 6.54 6.94 6.44 4.14 - 6.44 ) t 6.54 5.54 ) 0 5.54 Traffic Vol, veh/h 1 0 2 9 0 21 3 2 844 10 1 15 951 10 - Future Vol, veh/h 1 0 2 9 0 21 3 2 844 10 1 15 951 10 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free Free RT Channelized - None - None - - - Yield - - 63 None Storage Length 0 556 - 411 - 711 - - - 100 - - - 100 - - Veh in Median Storage, # - 0 - 243 0 - - 350 0 - - - 0 - Grade, % - 0 - 297 0 - - - - 0 - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 2 9 0 22 3 2 888 11 1 16 1001 11 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1495 1939 506 1439 1950 450 1012 1012 0 0 899 888 0 0 Stage 1 1041 1041 - 904 904 - - - - - - - - - Stage 2 454 898 - 535 1046 - - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 6.44 4.14 - 6.44 4.14 - -' Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.52 2.22 - 2.52 2.22 Pot Cap -1 Maneuver 85 65 512 94 64 556 326 681 - 385 758 - Stage 1 246 305 - 298 354 - - - - - - - Stage 2 555 356 - 497 304 - - - - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 79 63 512 91 62 556 411 411 - 711 711 - - Mov Cap -2 Maneuver 79 63 - 91 62 - - - - - - - Stage 1 243 298 - 294 350 - - - - Stage 2 526 352 - 483 297 - - - - - - Approach EB WB NB SB HCM Control Delay, s 25.1 24.1 0.1 0.2 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnl SBL SBT SBR Capacity (veh/h) 411 - 79 512 220 711 - HCM Lane V/C Ratio 0.013 - 0.013 0.004 0.144 0.024 - HCM Control Delay (s) 13.9 - 51.2 12.1 24.1 10.2 - HCM Lane LOS B - F B C B - HCM 95th %tile Q(veh) 0 - 0 0 0.5 0.1 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Appendix - p. 33 of 52 Synchro 10 Report T1115.11 Appendix - p. 34 of 52 HCM 6th TWSC 2021 Total AM Peak Hour - Add Turn Lane.syn 3: Carroll Ave & Federal Way Intersection Minorl Majorl Major2 Conflicting Flow All 1495 1939 jj Int Delay, s/veh 0.6 450 1012 1012 0 0 899 888 0 0 Stage 1 1041 1041 - 904 904 - Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR® Lane Configurations - - '+ 7.54 6.54 *' r 6.54 ) t 4.14 - ) 0 Critical Hdwy Stg 1 Traffic Vol, veh/h 1 0 2 9 0 21 3 2 844 10 1 15 951 10 - Future Vol, veh/h 1 0 2 9 0 21 3 2 844 10 1 15 951 10 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free Free RT Channelized - - None 304 - None - - - Yield - - None Storage Length 0 - - 50 - 100 - 63 - 100 62 556 Veh in Median Storage, # - 0 - 711 - - 0 - - - 0 62 - - 0 - Grade, % - 0 - 298 0 - - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 2 9 0 22 3 2 888 11 1 16 1001 11 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1495 1939 506 1439 1950 450 1012 1012 0 0 899 888 0 0 Stage 1 1041 1041 - 904 904 - - - - - - - - - Stage 2 454 898 - 535 1046 - - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 6.44 4.14 - 6.44 4.14 - -' Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.52 2.22 - 2.52 2.22 Pot Cap -1 Maneuver 85 65 512 94 64 556 326 681 - 385 758 - Stage 1 246 305 - 298 354 - - - - - - - Stage 2 555 356 - 497 304 - - - - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 79 63 512 91 62 556 411 411 - 711 711 - - Mov Cap -2 Maneuver 79 63 - 91 62 - - - - - - - Stage 1 243 298 - 294 350 - - - - Stage 2 526 352 - 483 297 - - - - - - Approach EB WB NB SB HCM Control Delay, s 25.1 22.9 0.1 0.2 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2 SBL SBT SBR Capacity (veh/h) 411 - 79 512 91 556 711 - HCM Lane V/C Ratio 0.013 - 0.013 0.004 0.104 0.04 0.024 - HCM Control Delay (s) 13.9 - 51.2 12.1 49.1 11.7 10.2 - HCM Lane LOS B - F B E B B - HCM 95th %tile Q(veh) 0 - 0 0 0.3 0.1 0.1 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour -Add Turn Lane.sy6ynchro 10 Report T1115.11 Appendix - p. 34 of 52 Appendix - p. 35 of 52 HCM 6th TWSC 2021 Total AM Peak Hour.syn 4: NW Dwy & Federal Way Intersection Int Delay, s/veh 2.8 Movement EBT EBR WBL WBT NBL NBI Lane Configurations 1� - - - 30 - Stage 2 - Traffic Vol, veh/h 21 4 4 22 9 10 Future Vol, veh/h 21 4 4 22 9 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 933 1044 - - 0 - Veh in Median Storage, # 0 990 - 0 0 983 Grade, % 0 Approach EB - 0 0 HCM Control Delay, s 0 Peak Hour Factor 77 77 77 77 77 77 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 27 5 5 29 12 13 Major/Minor Majorl Major2 Minorl HCM Lane V/C Ratio Conflicting Flow All 0 0 32 0 69 30 Stage 1 - - - - 30 - Stage 2 - 39 - Critical Hdwy - 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap -1 Maneuver - 1580 936 1044 Stage 1 - - 993 - Stage 2 - - 983 - Platoon blocked, % - Mov Cap -1 Maneuver - 1580 933 1044 Mov Cap -2 Maneuver - - 933 - Stage 1 - - 990 Stage 2 - - 983 Approach EB WB NB HCM Control Delay, s 0 1.1 8.7 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 988 - 1580 HCM Lane V/C Ratio 0.025 - 0.003 HCM Control Delay (s) 8.7 - 7.3 0 HCM Lane LOS A - A A HCM 95th %tile Q(veh) 0.1 - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Appendix - p. 35 of 52 Synchro 10 Report T1115.11 Appendix - p. 36 of 52 HCM 6th AWSC 2021 Total AM Peak Hour.syn 5: State St & Federal Way Intersection Intersection Delay, slveh 7.8 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 4% 53% 20% 1% _ Vol Thru, % 94% Traffic Vol, vehlh 28 9 16 7 16 12 2 47 1 1 93 9 Future Vol, vehlh 28 9 16 7 16 12 2 47 1 1 93 9 Peak Hour Factor 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 36 12 21 9 21 16 3 61 1 1 121 12 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB 7.7 7.7 WB 8 HCM Lane LOS NB A SB A HCM 95th -tile Q Opposing Approach WB 0.2 0.5 EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 i 1- HCM Control Delay 7.7 7.5 7.7 8 HCM LOS WdEEWm A A A A - Lane NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 4% 53% 20% 1% _ Vol Thru, % 94% 17% 46% 90% Vol Right, % 2% 30% 34% 9% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 50 53 35 103 LT Vol 2 28 7 1 Through Vol 47 9 16 93 RT Vol 1 16 12 9 Lane Flow Rate 65 69 45 134 Geometry Grp 1 1 1 1 - Degree of Util (X) 0.078 0.083 0.054 0.153 Departure Headway (Hd) 4.333 4.349 4.285 4.131 Convergence,Y/N Yes Yes Yes Yes Cap 832 828 840 855 Service Time 2.333 2.354 2.291 2.219 HCM Lane VIC Ratio 0.078 0.083 0.054 0.157 HCM Control Delay 7.7 7.7 7.5 8 HCM Lane LOS A A A A HCM 95th -tile Q 0.3 0.3 0.2 0.5 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 36 of 52 Appendix - p. 37 of 52 HCM 6th TWSC 2021 Total AM Peak Hour.syn 6: State St & E Dwy Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT Lane Configurations 0 NBT EBLn1 SBT SBR Traffic Vol, veh/h 4 0 Future Vol, veh/h 4 0 Conflicting Peds, #/hr 0 0 Sign Control Stop Stop RT Channelized - None Storage Length 0 - Veh in Median Storage, # 0 None Grade, % 0 - Peak Hour Factor 81 81 Heavy Vehicles, % 2 2 Mvmt Flow 5 0 - 0 0 NBT EBLn1 SBT SBR - 0 0 47 115 2 0 47 115 2 0 0 0 0 Free Free Free Free - None - None - 0 0 NBT EBLn1 SBT SBR - 0 0 201 81 81 81 81 2 2 2 2 0 58 142 2 Major/Minor Minor2 NBT EBLn1 SBT SBR Majorl Major2 Conflicting Flow All 201 143 144 0 - 0 Stage 1 143 - - - - - Stage 2 58 - - - Critical Hdwy 6.42 6.22 4.12 - Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - - Follow-up Hdwy 3.518 3.318 2.218 - - PotCap-1 Maneuver 788 905 1438 - Stage 1 884 - - - Stage 2 965 - - - Platoon blocked, % - Mov Cap -1 Maneuver 788 905 1438 - Mov Cap -2 Maneuver 788 - - - Stage 1 884 - - Stage 2 965 - - Approach EB NB SB HCM Control Delay, s 9.6 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1438 - 788 - HCM Lane V/C Ratio - - 0.006 - HCM Control Delay (s) 0 - 9.6 - HCM Lane LOS A - A - HCM 95th %tile Q(veh) 0 - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Appendix - p. 37 of 52 Synchro 10 Report T1115.11 Appendix - p. 38 of 52 HCM 6th AWSC 2021 Total AM Peak Hour.syn 7: State St & Federal Way Intersection Intersection Delay, slveh 7.6 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 0Ln1 WBLn1'SB'Ln-1 91 Vol Left, % 26% 22% 4% 8% Vol Thru, % 63% 25% Traffic Vol, vehlh 16 18 38 1 14 8 9 22 4 9 81 24 Future Vol, vehlh 16 18 38 1 14 8 9 22 4 9 81 24 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 19 21 44 1 16 9 10 26 5 10 94 28 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB A A WB 0.2 0.3 NB 0.5 SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 i 1- HCM Control Delay 7.5 7.3 7.5 7.8 HCM LOS A A A A - Lane NBLn1 0Ln1 WBLn1'SB'Ln-1 91 Vol Left, % 26% 22% 4% 8% Vol Thru, % 63% 25% 61% 71% Vol Right, % 11% 53% 35% 21% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 35 72 23 114 LT Vol 9 16 1 9 Through Vol 22 18 14 81 RT Vol 4 38 8 24 Lane Flow Rate 41 84 27 133 Geometry Grp 1 1 1 1 - Degree of Util (X) 0.048 0.093 0.031 0.149 Departure Headway (Hd) 4.211 3.982 4.201 4.046 Convergence,Y/N Yes Yes Yes Yes Cap 840 886 857 879 Service Time 2.29 2.071 2.201 2.107 HCM Lane VIC Ratio 0.049 0.095 0.032 0.151 HCM Control Delay 7.5 7.5 7.3 7.8 HCM Lane LOS A A A A HCM 95th -tile Q 0.2 0.3 0.1 0.5 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 38 of 52 Appendix - p. 39 of 52 HCM 6th TWSC 2021 Total AM Peak Hour.syn 8: Federal Way & SW Dwy Intersection Int Delay, s/veh 1.1 Movement EBL EBT WBT WBR SBL SBf Lane Configurations 0 188 *' Stage 1 - - - - 76 Traffic Vol, veh/h 4 88 64 3 4 16 Future Vol, veh/h 4 88 64 3 4 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 0 0 Grade, % 799 0 0 0 799 Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 102 74 3 5 19 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 77 0 - 0 188 76 Stage 1 - - - - 76 - Stage 2 - - 112 - Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap -1 Maneuver 1522 - 801 985 Stage 1 - - 947 - Stage 2 - - 913 - Platoon blocked, % - Mov Cap -1 Maneuver 1522 - 799 985 Mov Cap -2 Maneuver - - 799 - Stage 1 - 944 Stage 2 - 913 Approach EB WB SB HCM Control Delay, s 0.3 0 8.9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1522 - - 941 HCM Lane V/C Ratio 0.003 - - 0.025 HCM Control Delay (s) 7.4 0 - 8.9 HCM Lane LOS A A - A HCM 95th %tile Q(veh) 0 - - 0.1 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Appendix - p. 39 of 52 Synchro 10 Report T1115.11 Appendix - p. 40 of 52 HCM 6th TWSC 2021 Total AM Peak Hour.syn 9: NE Dwy & Federal Way Intersection Int Delay, s/veh 2.9 Movement EBT EBR WBL WBT NBL NBI Lane Configurations 1� - - - 40 A A - Stage 2 Traffic Vol, veh/h 29 2 4 17 9 11 Future Vol, veh/h 29 2 4 17 9 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 991 None - None - None Storage Length 1568 929 - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 77 77 77 77 77 77 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 38 3 5 22 12 14 Major/Minor Majorl Major2 Minorl HCM Lane V/C Ratio Conflicting Flow All 0 0 41 0 72 40 Stage 1 - - - - 40 A A - Stage 2 - 32 - Critical Hdwy - 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap -1 Maneuver - 1568 932 1031 Stage 1 - - 982 - Stage 2 - - 991 - Platoon blocked, % - Mov Cap -1 Maneuver - 1568 929 1031 Mov Cap -2 Maneuver - - 929 - Stage 1 - - 979 Stage 2 - - 991 Approach EB WB NB HCM Control Delay, s 0 1.4 8.8 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 982 - 1568 HCM Lane V/C Ratio 0.026 - 0.003 HCM Control Delay (s) 8.8 - 7.3 0 HCM Lane LOS A - A A HCM 95th %tile Q(veh) 0.1 - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Appendix - p. 40 of 52 Synchro 10 Report T1115.11 Appendix - p. 41 of 52 HCM 6th TWSC 2021 Total AM Peak Hour.syn 10: Federal Way & SE Dwy Intersection Int Delay, s/veh 1.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 0 171 *' Stage 1 - - - - 62 Traffic Vol, veh/h 3 89 52 3 4 15 Future Vol, veh/h 3 89 52 3 4 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 819 None - None - None Storage Length Stage 2 - - - 916 0 Platoon blocked, % Veh in Median Storage, # 0 0 Mov Cap -1 Maneuver 1540 0 - Grade, % 1003 0 0 - 0 - Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 3 103 60 3 5 17 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 63 0 - 0 171 62 Stage 1 - - - - 62 - Stage 2 - - 109 - Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap -1 Maneuver 1540 - 819 1003 Stage 1 - - 961 - Stage 2 - - 916 - Platoon blocked, % - Mov Cap -1 Maneuver 1540 - 817 1003 Mov Cap -2 Maneuver - - 817 - Stage 1 - 959 Stage 2 - 916 Approach EB WB SB HCM Control Delay, s 0.2 0 8.9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1540 - - 957 HCM Lane V/C Ratio 0.002 - - 0.023 HCM Control Delay (s) 7.3 0 - 8.9 HCM Lane LOS A A - A HCM 95th %tile Q(veh) 0 - - 0.1 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total AM Peak Hour.syn Appendix - p. 41 of 52 Synchro 10 Report T1115.11 Appendix - p. 42 of 52 Timings 2021 Total PM Peak Hour.syn 1: Carroll Ave & Federal Way 11/22/2019 -11 --,, r 4--- fl t I* t Lane Group EBL EBT WBL WBT WBR NBU NBL NBT SBU SBL SBT Lane Configurations 4 r ti� t Traffic Volume (vph) 21 1 182 1 103 22 13 944 10 90 1042 Future Volume (vph) 21 1 182 1 103 22 13 944 10 90 1042 Turn Type Perm NA Perm NA Perm custom pm+pt NA custom pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 5 2 1 6 Detector Phase 4 4 8 8 8 5 5 2 1 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 20.0 14.0 14.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 14.0 14.0 21.0 14.0 14.0 21.0 Total Split (%) 36.4% 36.4% 36.4% 36.4% 36.4% 25.5% 25.5% 38.2% 25.5% 25.5% 38.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max None None Max Act Effct Green (s) 11.6 12.0 12.0 25.5 22.1 28.9 27.1 Actuated g/C Ratio 0.24 0.25 0.25 0.53 0.46 0.60 0.56 v/c Ratio 0.14 0.64 0.24 0.10 0.71 0.28 0.58 Control Delay 10.1 26.5 5.0 6.6 21.9 7.8 15.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.1 26.5 5.0 6.6 21.9 7.8 15.6 LOS B C A A C A B Approach Delay 10.1 18.8 21.4 14.9 Approach LOS B B C B Intersection Summa Cycle Length: 55 Actuated Cycle Length: 48 Natural Cycle: 60 Control Type: Actuated -Uncoordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 18.0 Intersection LOS: B Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min)15 Splits and Phases: 1: Carroll Ave & Federal Way 01 t02 X04 05 06 08 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 42 of 52 Appendix - p. 43 of 52 HCM 6th TWSC 2021 Total PM Peak Hour.syn 2: Carroll Ave & W Dwy 11/22/2019 Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL Lane Configurations Minorl r t Conflicting Flow All - 0.007 - tt Traffic Vol, veh/h 0 3 1075 5 0 1144 Future Vol, veh/h 0 3 1075 5 0 1144 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 Stage 2 - 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 3 1181 5 0 1257 Major/Minor Minorl Majorl Maio Conflicting Flow All - 0.007 - 593 0 0 - Stage 1 - B - - - - - Stage 2 - - - Critical Hdwy 6.94 - - Critical Hdwy Stg 1 - - - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - 3.32 - - - Pot Cap -1 Maneuver 0 449 - 0 Stage 1 0 - - 0 Stage 2 0 - - 0 Platoon blocked, % - Mov Cap -1 Maneuver - 449 - - Mov Cap -2 Maneuver - - - - Stage 1 - - - Stage 2 - - - Approach WB NB SB HCM Control Delay, s 13.1 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h) - 449 - HCM Lane V/C Ratio - 0.007 - HCM Control Delay (s) - 13.1 - HCM Lane LOS - B - HCM 95th %tile Q(veh) - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Appendix - p. 43 of 52 Synchro 10 Report T1115.11 Appendix - p. 44 of 52 HCM 6th TWSC 2021 Total PM Peak Hour.syn 3: Carroll Ave & Federal Way 11/22/2019 Intersection Int Delay, s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Lane Configurations NBL '+ SBL SBT SBR Capacity (veh/h) 365 - 36 424 ) t HCM Lane V/C Ratio 0.018 ) t 0.207 0.039 - Traffic Vol, veh/h 9 0 12 4 1 22 2 4 1116 11 3 13 1157 4 0.1 Future Vol, veh/h 9 0 12 4 1 22 2 4 1116 11 3 13 1157 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free Free RT Channelized - None - None - - - Yield - - None Storage Length 0 - - - 100 - - 100 Veh in Median Storage, # - 0 - 0 - 0 - - 0 - Grade, % - 0 - 0 - 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 10 0 13 4 1 24 2 4 1213 12 3 14 1258 4 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1913 2519 631 1894 2527 613 1262 1262 0 0 1225 1213 0 0 Stage 1 1294 1294 - 1231 1231 - - - - - - - - - - Stage 2 619 1225 - 663 1296 - - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 6.44 4.14 - 6.44 4.14 - -' Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.52 2.22 - 2.52 2.22 Pot Cap -1 Maneuver 41 28 424 43 27 435 225 547 - 238 571 - Stage 1 172 231 - 188 248 - - - - - - - Stage 2 443 249 - 417 231 - - - - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 36 26 424 40 25 435 365 365 - 444 444 - - Mov Cap -2 Maneuver 36 26 - 40 25 - - - - - - - Stage 1 169 222 - 184 243 - - - - - Stage 2 409 244 - 389 222 - - - - - - Approach EB WB NB SB HCM Control Delay, s 67.4 36.8 0.1 0.2 HCM LOS F E Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnl SBL SBT SBR Capacity (veh/h) 365 - 36 424 142 444 - HCM Lane V/C Ratio 0.018 - 0.272 0.031 0.207 0.039 - HCM Control Delay (s) 15 - 138.8 13.8 36.8 13.4 - HCM Lane LOS C - F B E B - HCM 95th %tile Q(veh) 0.1 - 0.9 0.1 0.7 0.1 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Appendix - p. 44 of 52 Synchro 10 Report T1115.11 Appendix - p. 45 of 52 HCM 6th TWSC 2021 Total PM Peak Hour - Add Turn Lane.syn 3: Carroll Ave & Federal Way 11/22/2019 Intersection Int Delay, s/veh Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR - Lane Configurations '+ *' r ) t ) 0 Traffic Vol, veh/h 9 0 12 4 1 22 2 4 1116 11 3 13 1157 4 Future Vol, veh/h 9 0 12 4 1 22 2 4 1116 11 3 13 1157 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free Free RT Channelized - None - None - - - Yield - - None Storage Length 0 - - 50 - 100 - - 100 Veh in Median Storage, # - 0 - 0 - - - 0 - - 0 - Grade, % - 0 - 0 - - - 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 10 0 13 4 1 24 2 4 1213 12 3 14 1258 4 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1913 2519 631 1894 2527 613 1262 1262 0 0 1225 1213 0 0 Stage 1 1294 1294 - 1231 1231 - - - - - - - - - - Stage 2 619 1225 - 663 1296 - - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 6.44 4.14 - 6.44 4.14 - -' Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.52 2.22 - 2.52 2.22 Pot Cap -1 Maneuver 41 28 424 43 27 435 225 547 - 238 571 - Stage 1 172 231 - 188 248 - - - - - - - Stage 2 443 249 - 417 231 - - - - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 36 26 424 40 25 435 365 365 - 444 444 - - Mov Cap -2 Maneuver 36 26 - 40 25 - - - - - - - Stage 1 169 222 - 184 243 - - - - - Stage 2 409 244 - 389 222 - - - - - - Approach EB WB NB SB HCM Control Delay, s 67.4 33.8 0.1 0.2 HCM LOS F D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2 SBL SBT SBR Capacity (veh/h) 365 - 36 424 36 435 444 - HCM Lane V/C Ratio 0.018 - 0.272 0.031 0.151 0.055 0.039 - HCM Control Delay (s) 15 - 138.8 13.8 122 13.8 13.4 - HCM Lane LOS C - F B F B B - HCM 95th %tile Q(veh) 0.1 - 0.9 0.1 0.5 0.2 0.1 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour - Add Turn Lane.sy6ynchro 10 Report T1115.11 Appendix - p. 45 of 52 Appendix - p. 46 of 52 HCM 6th TWSC 2021 Total PM Peak Hour.syn 4: NW Dwy & Federal Way 11/22/2019 Intersection Int Delay, s/veh 2.7 Movement EBT EBR WBL WBT NBL NBf Lane Configurations 1� - - - 25 A A - Stage 2 Traffic Vol, veh/h 15 10 11 22 6 7 Future Vol, veh/h 15 10 11 22 6 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 968 None - None - None Storage Length 1582 914 - - 0 914 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - 0 0 Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 12 14 27 7 9 Major/Minor Majorl Major2 Minorl HCM Lane V/C Ratio Conflicting Flow All 0 0 31 0 80 25 Stage 1 - - - - 25 A A - Stage 2 - 55 - Critical Hdwy - 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap -1 Maneuver - 1582 922 1051 Stage 1 - - 998 - Stage 2 - - 968 - Platoon blocked, % - Mov Cap -1 Maneuver - 1582 914 1051 Mov Cap -2 Maneuver - - 914 - Stage 1 - - 989 Stage 2 - - 968 Approach EB WB NB HCM Control Delay, s 0 2.4 8.7 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 983 - 1582 HCM Lane V/C Ratio 0.016 - 0.009 HCM Control Delay (s) 8.7 - 7.3 0 HCM Lane LOS A - A A HCM 95th %tile Q(veh) 0.1 - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Appendix - p. 46 of 52 Synchro 10 Report T1115.11 Appendix - p. 47 of 52 HCM 6th AWSC 2021 Total PM Peak Hour.syn 5: State St & Federal Way 11/22/2019 Intersection Intersection Delay, s/veh 9 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 5% 56% 22% 5% _ Vol Thru, % 93% 19% Traffic Vol, veh/h 30 10 14 21 47 27 8 142 2 8 123 41 Future Vol, veh/h 30 10 14 21 47 27 8 142 2 8 123 41 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 37 12 17 26 58 33 10 175 2 10 152 51 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB A A WB 0.9 0.3 NB 1.1 SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 = 1 1 - HCM Control Delay 8.5 8.8 9.1 9.1 HCM LOS A A A A - Lane NBLn1 EBLn1 WBLn1 SBt�i"' Vol Left, % 5% 56% 22% 5% _ Vol Thru, % 93% 19% 49% 72% Vol Right, % 1% 26% 28% 24% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 152 54 95 172 LT Vol 8 30 21 8 Through Vol 142 10 47 123 RT Vol 2 14 27 41 Lane Flow Rate 188 67 117 212 Geometry Grp 1 1 1 1 - Degree of Util (X) 0.241 0.092 0.157 0.264 Departure Headway (Hd) 4.627 4.959 4.809 4.47 Convergence,Y/N Yes Yes Yes Yes Cap 775 719 744 803 Service Time 2.667 3.01 2.855 2.508 HCM Lane V/C Ratio 0.243 0.093 0.157 0.264 HCM Control Delay 9.1 8.5 8.8 9.1 HCM Lane LOS A A A A HCM 95th -tile Q 0.9 0.3 0.6 1.1 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 47 of 52 Appendix - p. 48 of 52 HCM 6th TWSC 2021 Total PM Peak Hour.syn 6: State St & E Dwy 11/22/2019 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT Lane Configurations Y NBT EBLn1 SBT SBR Capacity (veh/h) *' - 640 - HCM Lane V/C Ratio Traffic Vol, veh/h 3 0 0 147 155 4 - B - Future Vol, veh/h 3 0 0 147 155 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 4 0 0 173 182 5 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 358 185 187 0 - 0 Stage 1 185 - - - - - Stage 2 173 - - - Critical Hdwy 6.42 6.22 4.12 - Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - - Follow-up Hdwy 3.518 3.318 2.218 - - Pot Cap -1 Maneuver 640 857 1387 - Stage 1 847 - - - Stage 2 857 - - - Platoon blocked, % - Mov Cap -1 Maneuver 640 857 1387 - Mov Cap -2 Maneuver 640 - - - Stage 1 847 - - Stage 2 857 - - Approach EB NB SB HCM Control Delay, s 10.7 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1387 - 640 - HCM Lane V/C Ratio - - 0.006 - HCM Control Delay (s) 0 - 10.7 - HCM Lane LOS A - B - HCM 95th %tile Q(veh) 0 - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Appendix - p. 48 of 52 Synchro 10 Report T1115.11 Appendix - p. 49 of 52 HCM 6th AWSC 2021 Total PM Peak Hour.syn 7: State St & Federal Way 11/22/2019 Intersection Intersection Delay, s/veh 9.6 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations NBLn1 EBLn1 WBLn1 SIB Vol Left, % 51% 22% 8% 6% _ Vol Thru, % 43% 46% Traffic Vol, veh/h 31 64 45 8 67 22 111 93 14 10 49 95 Future Vol, veh/h 31 64 45 8 67 22 111 93 14 10 49 95 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 73 51 9 76 25 126 106 16 11 56 108 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB A A WB 1.5 0.8 NB 0.8 SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 i 1- HCM Control Delay 9.4 9 10.4 8.9 HCM LOS adMEWm A A B A - Lane NBLn1 EBLn1 WBLn1 SIB Vol Left, % 51% 22% 8% 6% _ Vol Thru, % 43% 46% 69% 32% Vol Right, % 6% 32% 23% 62% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 218 140 97 154 LT Vol 111 31 8 10 Through Vol 93 64 67 49 RT Vol 14 45 22 95 Lane Flow Rate 248 159 110 175 Geometry Grp 1 1 1 1 Degree of Util (X) 0.335 0.218 0.154 0.221 Departure Headway (Hd) 4.865 4.925 5.022 4.553 Convergence,Y/N Yes Yes Yes Yes Cap 733 722 708 781 Service Time 2.931 2.999 3.102 2.624 HCM Lane V/C Ratio 0.338 0.22 0.155 0.224 HCM Control Delay 10.4 9.4 9 8.9 HCM Lane LOS B A A A HCM 95th -tile Q 1.5 0.8 0.5 0.8 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Synchro 10 Report T1115.11 Appendix - p. 49 of 52 Appendix - p. 50 of 52 HCM 6th TWSC 2021 Total PM Peak Hour.syn 8: Federal Way & SW Dwy 11/22/2019 Intersection Major2 Minor2 Conflicting Flow All 325 0 Int Delay, s/veh 0.5 320 Stage 1 - - - - 320 Movement EBL EBT WBT WBR SBL SB Lane Configurations - 6.42 6.22 Critical Hdwy Stg 1 - - Traffic Vol, veh/h 12 167 277 9 3 10 Future Vol, veh/h 12 167 277 9 3 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 721 - - - 0 - Veh in Median Storage, # 0 0 0 Grade, % 818 0 0 Approach EB 0 WB Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 14 190 315 10 3 11 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 325 0 - 0 538 320 Stage 1 - - - - 320 - Stage 2 - - 218 - Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap -1 Maneuver 1235 - 504 721 Stage 1 - - 736 - Stage 2 - - 818 - Platoon blocked, % - Mov Cap -1 Maneuver 1235 - 497 721 Mov Cap -2 Maneuver - - 497 - Stage 1 - 726 Stage 2 - 818 Approach EB WB SB HCM Control Delay, s 0.5 0 10.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1235 - - 653 HCM Lane V/C Ratio 0.011 - - 0.023 HCM Control Delay (s) 7.9 0 - 10.6 HCM Lane LOS A A - B HCM 95th %tile Q(veh) 0 - - 0.1 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Appendix - p. 50 of 52 Synchro 10 Report T1115.11 Appendix - p. 51 of 52 HCM 6th TWSC 2021 Total PM Peak Hour.syn 9: NE Dwy & Federal Way 11/22/2019 Intersection Major2 Minorl HCM Lane V/C Ratio Conflicting Flow All 0 0 27 0 85 Int Delay, s/veh 2.8 - - - 22 - Stage 2 - - Movement EBT EBR WBL WBT NBL NB Lane Configurations 5.42 - Critical Hdwy Stg 2 - - 5.42 - Traffic Vol, veh/h 14 8 12 27 6 8 Future Vol, veh/h 14 8 12 27 6 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Approach EB - - 0 HCM Control Delay, s 0 Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 17 10 15 33 7 10 Major/Minor Majorl Major2 Minorl HCM Lane V/C Ratio Conflicting Flow All 0 0 27 0 85 22 Stage 1 - - - - 22 - Stage 2 - - 63 - Critical Hdwy - 4.12 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy - 2.218 3.518 3.318 Pot Cap -1 Maneuver - 1587 916 1055 Stage 1 - - 1001 - Stage 2 - - 960 - Platoon blocked, % - Mov Cap -1 Maneuver - 1587 907 1055 Mov Cap -2 Maneuver - - 907 - Stage 1 - - 991 Stage 2 - - 960 Approach EB WB NB HCM Control Delay, s 0 2.2 8.7 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 986 - 1587 HCM Lane V/C Ratio 0.018 - 0.009 HCM Control Delay (s) 8.7 - 7.3 0 HCM Lane LOS A - A A HCM 95th %tile Q(veh) 0.1 - 0 - H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Appendix - p. 51 of 52 Synchro 10 Report T1115.11 Appendix - p. 52 of 52 HCM 6th TWSC 2021 Total PM Peak Hour.syn 10: Federal Way & SE Dwy 11/22/2019 Intersection Major2 Minor2 Conflicting Flow All 324 0 Int Delay, s/veh 0.5 319 Stage 1 - - - - 319 Movement EBL EBT WBT WBR SBL SB Lane Configurations - 6.42 6.22 Critical Hdwy Stg 1 - - Traffic Vol, veh/h 11 159 276 9 3 10 Future Vol, veh/h 11 159 276 9 3 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 722 - - - 0 - Veh in Median Storage, # 0 0 0 Grade, % 828 0 0 Approach EB 0 WB Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 13 181 314 10 3 11 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 324 0 - 0 526 319 Stage 1 - - - - 319 - Stage 2 - - 207 - Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap -1 Maneuver 1236 - 512 722 Stage 1 - - 737 - Stage 2 - - 828 - Platoon blocked, % - Mov Cap -1 Maneuver 1236 - 506 722 Mov Cap -2 Maneuver - - 506 - Stage 1 - - 728 Stage 2 - 828 Approach EB WB SB HCM Control Delay, s 0.5 0 10.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1236 - - 657 HCM Lane V/C Ratio 0.01 - - 0.022 HCM Control Delay (s) 7.9 0 - 10.6 HCM Lane LOS A A - B HCM 95th %tile Q(veh) 0 - - 0.1 H:1T1115.11 - TIA for Proposed Development Block 111Synchro-Updated12021 Total PM Peak Hour.syn Appendix - p. 52 of 52 Synchro 10 Report T1115.11