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HomeMy WebLinkAboutTrafficImpactStudy INDUSTRY BOZEMAN TRAFFIC IMPACT STUDY 21016 Q Factor 3001 Brighton Blvd, Suite 449 Denver, CO 80216 July 2021 Q Factor INDUSTRY TIS i TABLE OF CONTENTS INTRODUCTION ..................................................................................................................................... 1 SITE LOCATION & DESCRIPTION ............................................................................................................. 1 SITE DEVELOPMENT PLAN ....................................................................................................................... 1 EXISTING CONDITIONS .......................................................................................................................... 1 Streets .............................................................................................................................................. 1 Intersections ...................................................................................................................................... 5 Bicycle/Pedestrian Facilities ................................................................................................................ 6 Traffic Volumes.................................................................................................................................. 6 Intersection Capacity ......................................................................................................................... 8 Crash History .................................................................................................................................... 8 TRIP GENERATION ................................................................................................................................ 10 TRIP DISTRIBUTION ............................................................................................................................... 11 TRAFFIC ASSIGNMENT .......................................................................................................................... 11 TRAFFIC IMPACTS ................................................................................................................................. 11 Traffic Volumes................................................................................................................................ 11 Intersection Capacity ....................................................................................................................... 14 Mitigation Alternatives ..................................................................................................................... 14 CONCLUSIONS & RECOMMENDATIONS .............................................................................................. 14 Conclusions .................................................................................................................................... 14 Recommendations ........................................................................................................................... 15 APPENDICES APPENDIX A – TRAFFIC COUNT DATA APPENDIX B – CAPACITY CALCULATIONS – EXISTING CONDITIONS (2021) APPENDIX C – CAPACITY CALCULATIONS – DESIGN YEAR (2023) LIST OF TABLES TABLE 1: CRASH HISTORY – FREQUENCY AND SEVERITY STATISTICS ....................................................... 9 TABLE 2: CRASH HISTORY – COLLISION TYPE ........................................................................................ 10 TABLE 3: TRIP GENERATION SUMMARY ................................................................................................. 10 Q Factor INDUSTRY TIS ii LIST OF FIGURES FIGURE 1: STUDY AREA .......................................................................................................................... 2 FIGURE 2: SITE PLAN .............................................................................................................................. 3 FIGURE 3: STREET & INTERSECTION CHARACTERISTICS ........................................................................... 4 FIGURE 4: EXISTING CONDITIONS (2021) TRAFFIC VOLUMES ................................................................. 7 FIGURE 5: DESIGN YEAR (2023) TRIP DISTRIBUTION & TRAFFIC ASSIGNMENT SUMMARY ...................... 12 FIGURE 6: DESIGN YEAR (2023) TRAFFIC PROJECTIONS ........................................................................ 13 Q Factor INDUSTRY TIS 1 INTRODUCTION This traffic impact study (TIS) assesses the traffic-related impacts associated with the proposed INDUSTRY development in Bozeman, Montana on the surrounding transportation system. The property owner and developer for the project is Q Factor. This report also provides recommendations to mitigate any such impacts. The methodology and analysis procedures used in this study employ the latest technology and nationally accepted standards in the areas of site development and transportation impact assessment. Recommendations made in this report are based on these accepted standards and professional judgement. SITE LOCATION & DESCRIPTION The Q Factor INDUSTRY Bozeman development site is generally located on 4.9 acres on Montana State University’s Innovation Campus, south of West College Street and west of Technology Boulevard. It is bordered by commercial development to the east, West College Street to the north, and undeveloped properties to the south and west. Figure 1 on the following page depicts the study area. SITE DEVELOPMENT PLAN The current plan for the Q Factor INDUSTRY Bozeman development proposes construction of a two-story commercial office building of approximately 79,883 square feet. The development is anticipated to be completed in 2023. Access to the site is planned via one full movement approach on Technology Boulevard, which will be extended to South 29th Avenue through this project. An additional connection of South 27th Avenue between Technology Boulevard and West Garfield Street is also anticipated to be constructed. Approximately 277 on-site parking spaces will be provided for the site. Figure 2 on page 3 shows the site plan for the development, including new access roadways. EXISTING CONDITIONS Streets Figure 3 on page 4 shows the Montana Department of Transportation (MDT) street classifications and speed limits on study area streets. Additional conditions of study area streets are described below. West College Street Throughout the study area West College Street has one lane in each direction separated by a center island with left-turn lanes approaching most intersections. It has bike lanes, curb and gutter, and sidewalk on both sides. South 29th Avenue South 29th Avenue has a two-lane section with curb and gutter and intermittent diagonal parking. There is generally sidewalk on both sides with some missing sections. South 23rd Avenue South 23rd Avenue generally has a two-lane section with curb and gutter and bike lanes on both sides. There is sidewalk and on-street parking along the east side. South 19th Avenue South 19th Avenue is median-separated with two lanes in each direction and left-turn lanes at intersections. There are bike lanes, curb and gutter, and sidewalk or multi-use paths on both sides. Q Factor INDUSTRY TIS 2 Figure 1: Study Area Q Factor INDUSTRY TIS 3 Figure 2: Site Plan Q Factor INDUSTRY TIS 4 Figure 3: Street & Intersection Characteristics Q Factor INDUSTRY TIS 5 Huffine Lane Huffine Lane has a five-lane section with center TWLTL or left-turn lanes. In the study area, there is curb and gutter and sidewalk on both sides. Technology Boulevard Technology Boulevard currently runs south of West College Street and ends in a cul-de-sac after curving to the west after its intersection with Research Drive. It has curb and gutter and sidewalk on both sides. Another isolated, approximately 800-foot, segment of Technology Boulevard runs east-west and intersects South 29th Avenue. This section has curb and gutter with diagonal parking on both sides. It is anticipated through this project that the two Technology Boulevard segments will be connected. West Garfield Street West Garfield Street generally has a two-lane section in the project area with left-turn lanes at some intersections. There is sidewalk along the north side for approximately 1700 feet west of its intersection with South 19th Avenue, and curb and gutter and a westbound bike lane along the north side. There is also a short segment of striped eastbound bike lane approaching the South 19th Avenue intersection. Research Drive Research Drive extends approximately 700 feet between West Garfield Street and Technology Boulevard. It has a paved surface width of approximately 35 feet with curb and gutter and sidewalk on both sides. Intersections Figure 3 also shows the traffic control utilized at each study area intersection. Additional intersection characteristics are described below. West College Street/Huffine Lane The intersection of West College Street and Huffine Lane has four legs and is signalized. The northbound approach has dual left-turn lanes and a shared thru/right-turn lane. The southbound approach has separate left-turn, thru, and right-turn lanes. The eastbound approach has a left-turn lane, two thru lanes, and a dedicated right-turn lane, and the westbound approach has a left-turn lane, a thru lane, and shared thru/right-turn lane. The traffic signal operates with eight phases and is fully actuated. All four approaches are served by protected or protected/permissive left-turn phases, and the southbound and eastbound approaches have right-turn overlap phases. West College Street/South 29th Avenue The West College Street/South 29th Avenue intersection has three legs and is stop-controlled on the northbound approach. There is a driveway to a bank on the north side of West College Street that is slightly offset from the South 29th Avenue approach, and it was not evaluated in this study. South 29th Avenue has right-in/right-out control with a dedicated eastbound right-turn lane. There is an eastbound left-turn lane just past the intersection that accesses the bank driveway. West College Street/South 23rd Avenue/Technology Boulevard The intersection of West College Street and South 23rd Avenue/Technology Boulevard has four legs and is signalized. The northbound and southbound approaches both have a left-turn lane and shared thru/right-turn lane. The eastbound approach Q Factor INDUSTRY TIS 6 has a dedicated left-turn lane and a shared thru/right-turn lane and the westbound approach has a left-turn lane, thru lane, and right-turn lane. The traffic signal operates with two phases with permissive phasing for all turning movements. West College Street/South 19th Avenue The intersection of West College Street and South 19th Avenue has four legs and is signalized. The northbound and southbound approaches both have left-turn, thru, and shared thru/right-turn lanes. The eastbound and westbound approaches both have left-turn, thru, and right-turn lanes. The traffic signal operates with eight phases and is fully actuated. All four approaches are served by protected/permissive left-turn phases with eastbound and westbound right-turn overlap phasing. Technology Boulevard/South 29th Avenue The intersection of Technology Boulevard and South 29th Avenue has four legs with stop-control on the east and westbound approaches. There are no turn lanes. West Garfield Street/South 29th Avenue The intersection of West Garfield Street and South 29th Avenue has three legs with stop-control on the southbound approach. There are no turn lanes. West Garfield Street/Research Drive The intersection of West Garfield Street and Research Drive has three legs with stop-control on the southbound approach. There is an eastbound left-turn lane. West Garfield Street/South 19th Avenue The intersection of West Garfield Street and South 19th Avenue has four legs and is signalized. The northbound and southbound approaches both have left-turn, thru, and shared thru/right-turn lanes. The eastbound approach has separate left- turn, thru, and right-turn lanes; the westbound approach has a left-turn lane, and shared thru/right-turn lane. The traffic signal operates with protected/permissive left-turn phasing for the northbound and southbound approaches and permissive-only phasing for the eastbound and westbound approaches. The eastbound approach has a right-turn overlap phase. Bicycle/Pedestrian Facilities There are existing bike lanes on West College Street, South 19th Avenue, South 23rd Avenue, and the north side of West Garfield Street between South 19th Avenue and Fowler Avenue. There is generally sidewalk or multi-use paths in the study area on at least one side of each street except for West Garfield Street west of the MSU Innovation Campus. The Bozeman Transportation Master Plan (TMP) recommends that there should be an eastbound bike lane striped on West Garfield Street. Traffic Volumes Weekday AM and PM peak hour turning movement counts were collected for study area intersections on Tuesday, May 18, 2021. The traffic data was collected using Miovision Scout video-based systems. In general, the weekday AM and PM peak hour periods were found to occur from 7:45 to 8:45 AM and 4:45 to 5:45 PM. Raw count data was adjusted for seasonal variation using MDT seasonal adjustment factors. Figure 4 on the following page summarizes the calculated Existing Conditions (2021) peak hour turning movement volumes for the AM and PM peak hours. Detailed traffic count data worksheets are included in Appendix A. Q Factor INDUSTRY TIS 7 Figure 4: Existing Conditions (2021) Traffic Volumes Q Factor INDUSTRY TIS 8 Intersection Capacity Intersection capacity calculations for Existing Conditions (2021) were performed for the study area intersections using Synchro, Version 10, which is based on the Highway Capacity Manual, 6th Edition (Transportation Research Board, 2016). Level of service (LOS) is defined as a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed, travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. LOS is a quantitative measure of the performance of an intersection with values ranging from LOS A, indicating good operation and low vehicle delays, to LOS F, which indicates congestion and longer vehicle delays. LOS C is typically considered a minimum acceptable threshold for operations in Montana-based communities, though exceptions are made in certain cases. The results of the Existing Conditions (2021) intersection capacity calculations showed that all study area intersections operate at LOS C or better during the AM and PM peak hours with the exception of the eastbound approach at the West Garfield Street/South 19th Avenue intersection during the AM peak hour and the northbound approach at the Huffine Lane/West College Street intersection during the PM peak hour, which both operate at LOS D. Projected 95th percentile queuing is minimal at the unsignalized intersections and moderate on most approaches at the signalized intersections. Figure 4 also shows the Existing Conditions (2021) LOS results at each intersection. A detailed capacity summary table and capacity calculation worksheets for each of the study area intersections can be found in Appendix B. Crash History Historical crash data was obtained from MDT for the 7-year period from January 1, 2013 through December 31, 2019. Due to MDT’s declining availability to obtain City of Bozeman crash data during 2018-2019, for the purpose of this study, crash data from January 1, 2013 through December 31, 2017 was evaluated. The data was analyzed for the purposes of calculating intersection crash and severity rates and evaluating collision type trends. Table 1 on page 9 illustrates the results of the historical crash analysis. Intersection crash rates were calculated on the standard basis of crashes per million vehicles entering (MVE) for each intersection. The MVE metric was estimated based on 2021 peak hour traffic counts and published historical ADT volumes from the MDT website. Crash rates for the study area intersections ranged from 0.00 crashes/MVE to 0.31 crashes/MVE. As a means of evaluating the historical crash frequency rates, Sanderson Stewart calculated expected rates using the predictive crash rate formulas in the American Association of State Highway Transportation Officials (AASHTO) Highway Safety Manual (HSM). The process involves calculating the number of crashes predicted in a year based on traffic demand (AADTs) and various physical and traffic environment-based conditions, such as lane configurations, traffic signal phasing, and approach speeds. The calculations result in a crashes-per-year prediction. Sanderson Stewart then back-calculated a frequency rate on the basis of million vehicles entering for the sake of comparison with the actual historical crash rate. The results of the calculations for this study showed that the historical crash frequency was approximately 2 times the predicted crash rate for the intersection of W Garfield Street/South 19th Avenue. For the remaining study area intersections that were analyzed, the predicted HSM rates were higher than the historical crash rates. The HSM rate predictions and 5-year crash totals for each intersection are summarized in Table 1. Severity index is defined as the weighted average by crash severity, including fatality, injury, and property damage only (PDO) crashes. Severity rate is defined as the crash rate multiplied by the severity index. The highest severity rates were 0.43 and 0.42 at the intersection of College Street/South 19th Avenue and College Street/South 23rd Avenue, respectively. These severity rates are most likely due to the intersections having a significant portion of crashes resulting injuries. Overall severity rates were not high at study area intersections. Severity rate calculation results are also summarized in Table 1. Q Factor INDUSTRY TIS 9 Table 1: Intersection Crash Frequency and Severity Sanderson Stewart also performed an analysis of collision classification to determine if any patterns could be identified. Table 2 on the following page illustrates the results of the types of crashes in the study area. Rear-end crashes were the most common type of collision in the study area at the following four signalized intersections: College Street/Huffine Lane (7 of 15, 47%); College Street/South 23rd Avenue (7 of 11, 64%); College Street/South 19th Avenue (9 of 16, 56%); and West Garfield Street/South 19th Avenue (6 of 8, 75%) of crashes involving rear-end collisions. The intersection of College Street/Huffine Lane had 5 of 15 (33%) crashes involving head-on collisions. Rear-end collisions commonly occur at signalized intersections because the signalized control is dynamic, thereby requiring that drivers recognize and react to changing conditions in real time. High speeds approaching signalized intersections allow drivers less response time, which creates an opportunity for increased rear-end collisions. Therefore, it is possible that the higher speeds on South 19th Avenue are contributing to the high percentage of rear-end collisions. It is also worth noting that 6 of the 15 rear-end crashes at the intersections of College Street/South 19th Avenue and West Garfield Street/South 19th Avenue occurred under what was classified as icy or wet roadway conditions. Another potential contributing factor for rear-end collisions at a signalized intersection is a yellow change interval that is too short for the prevailing operating speeds in that corridor. Based on the application of yellow change interval formulas from the Institute of Transportation Engineers (ITE) Traffic Engineering Handbook with assumed 35 mph thru-movement operating speeds and assumed 35 mph turning-movement operating speeds, it was calculated that the “design” yellow change intervals for the eastbound and westbound approaches for thru traffic at West Garfield Street/South 19th Avenue should be 3.6 seconds. The existing signal timing plan uses a change interval of 3 seconds for eastbound and westbound thru and left-turn movements. It is recommended that this yellow clearance be increased. The variance between the actual and recommended design change intervals may or may not be significant relative to the high percentage of rear-end crashes at this location. Another factor that typically contributes to a high occurrence of rear-end crashes includes lack of dedicated turn lane where high turning movement demands are prevalent. All the intersections with a high number of rear-end crashes have dedicated left-turn lanes; however, most of the approaches have shared thru/right turn lanes, which may contribute to rear-end crashes. PDO Injury Fatality Average Crash Frequency (Crash/Yr) Crash Rate (Crash/ MVE) Severity (Crash/ MVE) Predicted Average Crash Frequency (Crash/Yr) Predicted Crash Rate (Crash/ MVE) College St/Huffine Ln 28726 15 13 2 0 2.14 0.29 0.37 3.07 0.29 College St/South 29th Ave 22286 1 0 1 0 0.14 0.02 0.06 1.58 0.19 College St/South 23rd Ave 19452 11 9 2 0 1.57 0.31 0.42 3.17 0.45 College St/South 19th Ave 28172 16 13 3 0 2.29 0.31 0.43 3.15 0.31 Technology Blvd/South 29th Ave 9358 0 0 0 0 0.00 0.00 0.00 0.15 0.04 W Garfield St/South 29th Ave 11773 0 0 0 0 0.00 0.00 0.00 0.96 0.22 W Garfield St/Research Dr 11916 0 0 0 0 0.00 0.00 0.00 0.25 0.06 W Garfield St/South 19th Ave 27101 8 6 2 0 1.14 0.16 0.24 0.58 0.06 1 Daily Entering Volume (DEV) estimated from 2021 peak hour counts and 2013 through 2017 MDT published ADTs 2 Crashes reported from January 1, 2013 to December 31, 2017 3 Crash rates expressed as crashes per million vehicles entering (MVE) ⁴ Rates calculated using Highway Safety Manual (HSM) 1st Edition predictive methodology HSM Predictions⁴ Intersection Crash Data3Crash Type 2013-2019 DEV1 Reported Crashes2 Q Factor INDUSTRY TIS 10 Other factors that typically contribute to a high occurrence of rear-end crashes include poor signal visibility and poor signal coordination in a corridor. Signal coordination could be reevaluated along South 19th Avenue and Main Street/Huffine Lane, however signal visibility does not pertain to any study area intersections. None of the other study area intersections for which crash data was available exhibited any significant collision type trends. As such, no further investigations related to collision type were pursued. TRIP GENERATION This study utilized Trip Generation, 10th Edition, published by ITE, which is the most widely accepted source in the United States for determining trip generation projections. These projections are used to analyze the impacts of a new development on the surrounding area. For the purposes of this study, General Office Building (Land Use Code 710) was utilized to project trip generation for the Q Factor INDUSTRY development. Table 3 below illustrates the results of the trip generation calculations for this site. At full buildout and occupancy, the Q Factor INDUSTRY development is projected to generate a total of 778 gross average weekday trips with 93 trips (80 entering/13 exiting) generated during the AM peak hour and 91 trips (15 entering/76 exiting) generated during the PM peak hour. Trip generation projections provide an estimate of the total number of trips that would be generated by a proposed development. However, in order to estimate the net number of new trips made by personal vehicles external to the site, adjustments must often be made to account for internal capture trips, pass-by trips, and trips made by alternate modes. Table 3: Trip Generation Summary Intensity Units total enter exit total enter exit total enter exit General Office Building1 79.883 1000 Sq. Ft. 778 389 389 93 80 13 91 15 76 778 389 389 93 80 13 91 15 76 (1) General Office Building - Land Use Code 710* Units = 1000 SF GFA Average Weekday Average Rate = 9.74 (50% entering, 50% exiting) Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 1.16 (86% entering, 14% exiting) Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 1.15 (16% entering, 84% exiting) *Trip Generation, 10th Edition, Institute of Transportation Engineers, 2017 Land Use Independent Variable Average Weekday AM Peak Hour Total New External Trips PM Peak Hour Table 2: Crash History – Collision Type Rear End Head On Right Angle LT, SD LT, OD Bicycle Other Total College Street/Huffine Lane 7 5 2 1 15 College Street/South 29th Avenue 1 1 College Street/South 23rd Avenue 7 1 1 1 1 11 College Street/South 19th Avenue 9 1 2 2 1 1 16 Technology Blvd/South 29th Ave 0 W Garfield Street/South 29th Ave 0 W Garfield Street/Research Drive 0 W Garfield Street/South 19th Ave 6 1 1 8 Collision Type Q Factor INDUSTRY TIS 11 Internal capture (IC) trips are trips that do not have origins or destinations external to a project site. Since IC trips occur internally, they do not have an impact on external traffic operations. IC trips most often occur in mixed-use developments where residential, commercial, and office-related land uses exhibit a high rate of internal trip exchange. IC trips are not expected for this development. Pass-by trips are trips that are made as intermediate stops on the way from a point of origin to a primary trip destination. Pass- by trips are attracted from traffic “passing by” on an adjacent street that offers direct access to that site. Pass-by trips are primarily attracted by commercial type land uses such as restaurants, convenience markets, and gas stations, and were therefore also not calculated for this site. A portion of the external trips generated by the Q Factor INDUSTRY development could be made by alternate modes (walking, biking, transit), thereby reducing vehicular trips generated. There are bike lanes, sidewalks, and/or multi-use paths accessing the site from most directions. In terms of transit potential, the closest Streamline Bus stop is very close, at the intersection of Technology Boulevard/South 23rd Avenue and West College Street. Given the proximity of the development to MSU and other residential areas, some multi-modal trips are likely. However, the need to cross South 19th Avenue or Huffine Lane to access the site may discourage some walking or biking trips. Given the above considerations and the already low trip generation volumes, alternate mode trips were conservatively assumed to be negligible for the purposes of this study. TRIP DISTRIBUTION A trip distribution is an estimate of site-generated trip routing, which can be determined by several methods such as computerized travel demand models, calculation of travel time for various available routes and/or simple inspection of existing traffic patterns within the project area. For this study the trip distribution scheme was calculated using patterns collected from the Existing Conditions (2021) traffic volumes. Figure 5 on the following page presents the calculated trip distribution scheme for the Design Year (2023) scenario. TRAFFIC ASSIGNMENT Traffic assignment is the procedure whereby site-generated vehicle trips are assigned to study area streets, intersections, and site access driveways based on the calculated trip distribution and the physical attributes of the development site. Using this approach, the primary site-generated trips for the Q Factor INDUSTRY development were assigned to the study area roadway network. The results of the traffic assignment exercise for the AM and PM peak hours are also illustrated in Figure 5. TRAFFIC IMPACTS Traffic Volumes For the purposes of this study and based on information from the Client, a buildout year of 2023 was utilized for the purposes of calculating future traffic projections for the Q Factor INDUSTRY development. In addition to site-generated trips, background traffic volumes are also expected to increase for study area streets and intersections due to general growth in the Bozeman area. To account for that growth, projected volume conditions from the Bozeman TMP and historical MDT traffic data over the past 5 years were analyzed and it was seen that the traffic volumes have fluctuated widely over the past 5 years with positive and negative growth rates depending on the year. An annual growth rate of 2% was selected based on historical traffic data and the 2017 Bozeman TMP to conservatively model ambient growth. Design Year (2023) traffic projections for the Q Factor INDUSTRY development were then calculated by combining existing traffic volumes with anticipated background growth and site-generated traffic assignments. Figure 6 on page 13 illustrates the resulting AM and PM peak hour traffic volume projections. Q Factor INDUSTRY TIS 12 Figure 5: Design Year (2023) Trip Distribution & Traffic Assignment Summary Q Factor INDUSTRY TIS 13 Figure 6: Design Year (2023) Traffic Projections Q Factor INDUSTRY TIS 14 Intersection Capacity Intersection capacity calculations were performed for the Design Year (2023) scenario based on the AM and PM peak hour traffic volume projections presented in Figure 6. Peak hour factors (PHFs) for the design year were conservatively assumed to be 0.92 for all intersections, as that is the default value utilized by the HCM. The assumed values were utilized so as not to overestimate future congestion in the study area. Figure 6 also shows the Design Year (2023) LOS results at each intersection. The Design Year (2023) capacity calculation results were very similar to the Existing Conditions (2021) results, with the same intersection approaches operating at LOS D during both AM and PM peak hours. The site access intersection of West Garfield Street/South 27th Avenue was presumed to be stop-controlled with an eastbound left-turn lane as is shown in the site plan. It is projected to operate at LOS C or better during both peak hours. A capacity summary table and detailed capacity calculation worksheets for the Design Year (2023) scenario are included in Appendix C. Mitigation Alternatives Sanderson Stewart evaluated potential mitigation improvement options to address existing and projected LOS deficiencies at the two signalized study area intersections of Huffine Lane/West College Street and West Garfield Street/South 19th Avenue. It was found that minor adjustments to the signal timing plans could improve results to LOS C at the deficient approaches. CONCLUSIONS & RECOMMENDATIONS Conclusions The preceding analysis has shown that the Q Factor INDUSTRY Bozeman development will generate a moderate volume of new traffic demand for area streets and intersections. Through the planned development, it is estimated that approximately 778 new vehicle trips could be generated daily. The conceptual development plan proposes construction of approximately 79,883 square-feet of commercial office space with buildout and occupancy of the site projected for completion by approximately 2023. The Existing Conditions (2021) traffic scenario analysis showed that all study area intersections currently operate at LOS C or better during both peak periods with the exception of the northbound approach at the Huffine Lane/West College Street intersection during the PM peak hour and the eastbound approach at the West Garfield Street/South 19th Avenue intersection during the AM peak hour, which both operate at LOS D. The crash and severity rates for the existing study area intersections, with exception to West Garfield Street/South 19th Avenue, were found to be identical to or less than HSM predicted rates, implying that from a crash frequency standpoint, there may not be any particularly concerning trends or patterns at those intersections within the study area. The analysis results did show a high number of rear-end crashes reported at the intersections of College Street/Huffine Lane, College Street/South 23rd Avenue, College Street/South 19th Avenue, and West Garfield Street/South 19th Avenue, which could be caused in part by relatively high speeds in the corridor, inadequate yellow change intervals (as compared with ITE- recommended design values), lack of dedicated right-turn lanes, or other factors less controllable such as poor roadway conditions during inclement weather periods. Design Year (2023) projected intersection capacity results showed that all study area intersections would operate at LOS C or better during both the AM and PM peak hours. The exceptions to this were the same intersection approaches that operated at LOS D during the Existing Conditions (2021), both of which are now projected to operate at LOS D during the AM and PM peak hours. Q Factor INDUSTRY TIS 15 It was shown that small modifications to the traffic signal timing plans could mitigate deficiencies at the signalized intersections of Huffine Lane/West College Street and West Garfield Street/South 19th Avenue, improving capacity on the deficient approaches to LOS C. However, changes should not be made independent of the signal coordination along Main Street/Huffine Lane and South 19th Avenue. The site access intersection of South 27th Avenue with West Garfield Street is anticipated to operate at acceptable levels of service when modeled with southbound stop control and an eastbound left-turn lane as shown on the site plan. Recommendations The following list of recommendations is based on the analysis results from this study and professional judgment: · Stop signs (R1-1) should be installed for the southbound approaches at the intersections of the site with Technology Boulevard and the new South 27th Avenue with West Garfield Street. A northbound stop sign should also be installed at the intersection of South 27th Avenue with Technology Boulevard. · The yellow change interval for eastbound and westbound thru and left-turn traffic at West Garfield Street/South 19th Avenue should be increased to 3.6 seconds to follow ITE minimums for 35 mph traffic on West Garfield Street west of South 19th Avenue. · Dedicated right-turn lanes should be given consideration on approaches at College Street/South 23rd Avenue, College Street/South 19th Avenue, and West Garfield Street/South 19th Avenue to help limit the potential of rear-end crashes. · Any signal timing improvements should be coordinated with the signal systems along Main Street/Huffine Lane and South 19th Avenue. · Bicycle, sidewalk, and/or multi-use path improvements should be constructed as consistent with recommendations in the Bozeman Transportation Master Plan (2017). · All transportation-related improvements shall be designed in accordance with City of Bozeman and/or MDT standards and the Manual on Uniform Traffic Control Devices (MUTCD). APPENDIX A TRAFFIC COUNT DATA Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 0.87 0.87 0.87 0.87 0.89 0.89 0.89 0.89 0 0.89 0.89 0.89 0.89 0 7:45 AM 0 1 0 0 1 2 1 49 0 52 74 147 1 0 222 2 120 9 0 131 406 8:00 AM 0 2 4 0 6 1 3 45 0 49 78 148 0 0 226 1 91 7 0 99 380 8:15 AM 4 2 4 0 10 3 5 35 0 43 50 119 5 0 174 3 113 5 0 121 348 8:30 AM 2 0 5 0 7 3 1 42 1 47 51 143 4 0 198 2 112 4 0 118 370 Grand Total 6 5 13 0 24 9 10 171 1 191 253 557 10 0 820 8 436 25 0 469 1504 Medium Truck % 0.0 20.0 0.0 0.0 4.2 11.1 20.0 0.0 0.0 1.6 2.4 2.0 0.0 0.0 2.1 0.0 3.4 0.0 0.0 3.2 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 2.0 0.0 0.0 1.5 0.0 1.8 4.0 0.0 1.9 Total Truck % 0.0 20.0 0.0 0.0 4.2 11.1 20.0 0.0 0.0 1.6 2.8 3.9 0.0 0.0 3.5 0.0 5.3 4.0 0.0 5.1 Total % 0.4 0.3 0.9 0.0 1.6 0.6 0.7 11.4 0.1 12.7 16.8 37.0 0.7 0.0 54.5 0.5 29.0 1.7 0.0 31.2 100.0 PHF 1.00 1.00 1.00 0.92 0.92 0.92 0.92 0.92 0.92 0.90 0.90 0.90 0.92 RT TH LT U 6 5 13 0 8RT436TH25LT0UU0LT10TH557RT2531 171 10 9 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: W College Street AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound W College Street Northbound Huffine Lane Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information W College Street and Huffine LaneCounted By:Huffine LaneHuffine Lane820Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY W College Street Huffine Lane Huffine Lane Vehicle Volumes and Adjustments W College Street 24 In Out 28 W College Street 191 InOut 284In613 In469Out579Total Entering 1504Out NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 0.87 0.87 0.87 0.87 0.89 0.89 0.89 0.89 0 0.89 0.89 0.89 0.89 0 4:45 PM 9 12 20 0 41 6 11 61 2 80 63 156 7 0 226 12 145 20 0 177 524 5:00 PM 14 12 27 0 53 5 12 93 0 110 60 173 9 0 242 8 182 16 0 206 611 5:15 PM 8 12 16 0 36 3 14 73 0 90 58 178 7 0 243 10 174 10 0 194 563 5:30 PM 20 9 21 0 50 7 16 62 1 86 59 161 12 0 232 6 160 15 0 181 549 Grand Total 51 45 84 0 180 21 53 289 3 366 240 668 35 0 943 36 661 61 0 758 2247 Medium Truck % 0.0 2.2 0.0 0.0 0.6 0.0 3.8 1.7 0.0 1.9 0.8 0.7 2.9 0.0 0.8 0.0 0.8 1.6 0.0 0.8 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 4.8 0.0 0.0 0.0 0.3 0.0 1.8 0.0 0.0 1.3 0.0 0.6 0.0 0.0 0.5 Total Truck % 0.0 2.2 0.0 0.0 0.6 4.8 3.8 1.7 0.0 2.2 0.8 2.5 2.9 0.0 2.1 0.0 1.4 1.6 0.0 1.3 Total % 2.3 2.0 3.7 0.0 8.0 0.9 2.4 12.9 0.1 16.3 10.7 29.7 1.6 0.0 42.0 1.6 29.4 2.7 0.0 33.7 100.0 PHF 0.85 0.85 0.85 0.83 0.83 0.83 0.98 0.98 0.98 0.92 0.92 0.92 0.92 RT TH LT U 51 45 84 0 36RT661TH61LT0UU0LT35TH668RT2403 289 53 21 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain W College Street and Huffine Lane North/South Street: W College Street Huffine Lane Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street:Huffine LaneOut1001Vehicle Volumes and Adjustments W College Street W College Street Huffine Lane Huffine Lane Southbound Northbound Eastbound Westbound In943773OutW College Street In Out 180 124 W College Street 758InHuffine LaneTotal Entering 2247 349 366 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.87 0.87 0.87 0.87 0 0.87 0.87 0.87 0.87 0 7:45 AM 0 0 0 0 0 6 0 0 0 6 16 68 0 0 84 0 54 0 0 54 144 8:00 AM 0 0 0 0 0 5 0 0 0 5 14 69 0 0 83 0 46 0 0 46 134 8:15 AM 0 0 0 0 0 10 0 0 0 10 6 48 0 0 54 0 49 0 0 49 113 8:30 AM 0 0 0 0 0 8 0 0 0 8 9 46 0 0 55 0 41 0 0 41 104 Grand Total 0 0 0 0 0 29 0 0 0 29 45 231 0 0 276 0 190 0 0 190 495 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.0 0.0 0.0 2.5 0.0 2.1 0.0 0.0 2.1 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.2 0.4 0.0 0.0 0.7 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.2 3.5 0.0 0.0 3.3 0.0 2.1 0.0 0.0 2.1 Total % 0.0 0.0 0.0 0.0 0.0 5.9 0.0 0.0 0.0 5.9 9.1 46.7 0.0 0.0 55.8 0.0 38.4 0.0 0.0 38.4 100.0 PHF 1.00 1.00 1.00 1.00 1.00 1.00 0.82 0.82 0.82 0.87 0.87 0.87 0.85 RT TH LT U 0 0 0 0 0RT190TH0LT0UU0LT0TH231RT450 0 0 29 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: S 29th Avenue AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound S 29th Avenue Northbound W College Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information S 29th Avenue and W College Street Counted By:W College Street W College Street 276Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY N/A W College Street W College Street Vehicle Volumes and Adjustments N/A 0 In Out 0 S 29th Avenue 29 InOut 45In190 In190Out260Total Entering 495Out NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.87 0.87 0.87 0.87 0 0.87 0.87 0.87 0.87 0 4:45 PM 0 0 0 0 0 17 0 0 0 17 17 78 0 0 95 0 79 1 0 80 192 5:00 PM 0 0 0 0 0 33 0 0 0 33 22 63 0 0 85 0 115 0 0 115 233 5:15 PM 0 0 0 0 0 26 0 0 0 26 17 61 0 0 78 0 89 0 0 89 193 5:30 PM 0 0 0 0 0 24 0 0 0 24 17 64 0 0 81 0 84 0 0 84 189 Grand Total 0 0 0 0 0 100 0 0 0 100 73 266 0 0 339 0 367 1 0 368 807 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.1 0.0 0.0 0.9 0.0 1.6 0.0 0.0 1.6 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.4 0.4 0.0 0.0 0.6 0.0 0.3 0.0 0.0 0.3 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.4 1.5 0.0 0.0 1.5 0.0 1.9 0.0 0.0 1.9 Total % 0.0 0.0 0.0 0.0 0.0 12.4 0.0 0.0 0.0 12.4 9.0 33.0 0.0 0.0 42.0 0.0 45.5 0.1 0.0 45.6 100.0 PHF 1.00 1.00 1.00 0.76 0.76 0.76 1.00 1.00 1.00 0.80 0.80 0.80 0.87 RT TH LT U 0 0 0 0 0RT367TH1LT0UU0LT0TH266RT730 0 0 100 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain S 29th Avenue and W College Street North/South Street: S 29th Avenue W College Street Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street:W College Street Out367Vehicle Volumes and Adjustments N/A S 29th Avenue W College Street W College Street Southbound Northbound Eastbound Westbound In339366OutN/A In Out 0 0 S 29th Avenue 368InW College Street Total Entering 807 74 100 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.87 0.87 0.87 0.87 1.00 1.00 1.00 1.00 0.87 0.87 0.87 0.87 0 0.87 0.87 0.87 0.87 0 7:45 AM 7 8 26 0 41 2 0 0 0 2 9 67 4 0 80 16 56 9 0 81 204 8:00 AM 3 3 26 0 32 1 2 0 0 3 3 52 11 0 66 11 39 5 0 55 156 8:15 AM 10 6 9 0 25 2 4 1 0 7 2 44 7 1 54 18 44 6 0 68 154 8:30 AM 6 3 21 0 30 0 1 0 0 1 2 48 6 0 56 17 42 4 0 63 150 Grand Total 26 20 82 0 128 5 7 1 0 13 16 211 28 1 256 62 181 24 0 267 664 Medium Truck % 0.0 0.0 0.0 0.0 0.0 20.0 0.0 0.0 0.0 7.7 0.0 4.3 0.0 0.0 3.5 0.0 2.2 0.0 0.0 1.5 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 20.0 0.0 0.0 0.0 7.7 0.0 4.7 0.0 0.0 3.9 0.0 2.2 0.0 0.0 1.5 Total % 3.9 3.0 12.3 0.0 19.3 0.8 1.1 0.2 0.0 2.0 2.4 31.8 4.2 0.2 38.6 9.3 27.3 3.6 0.0 40.2 100.0 PHF 0.79 0.79 0.79 1.00 1.00 1.00 0.80 0.80 0.80 0.83 0.83 0.83 0.82 RT TH LT U 26 20 82 0 62RT181TH24LT0UU1LT28TH211RT160 1 7 5 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: S 23rd Ave/Technology Blvd AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound Technology Blvd Northbound W College Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information S 23rd Ave/Technology Blvd and W College StCounted By:W College Street W College Street 256Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY S 23rd Avenue W College Street W College Street Vehicle Volumes and Adjustments S 23rd Avenue 128 In Out 97 Technology Blvd 13 InOut 60In209 In267Out298Total Entering 664Out NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.87 0.87 0.87 0.87 1.00 1.00 1.00 1.00 0.87 0.87 0.87 0.87 0 0.87 0.87 0.87 0.87 0 4:45 PM 11 1 25 0 37 6 3 3 0 12 0 76 8 0 84 22 64 1 0 87 220 5:00 PM 7 4 16 0 27 5 7 3 0 15 0 78 16 0 94 35 94 1 0 130 266 5:15 PM 13 3 16 0 32 2 3 5 0 10 0 67 13 0 80 29 74 2 0 105 227 5:30 PM 14 3 22 0 39 3 7 4 0 14 2 57 13 0 72 27 62 3 0 92 217 Grand Total 45 11 79 0 135 16 20 15 0 51 2 278 50 0 330 113 294 7 0 414 930 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.6 0.0 1.7 0.0 0.0 1.2 Heavy Truck % 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 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.6 0.0 1.7 0.0 0.0 1.2 Total % 4.8 1.2 8.5 0.0 14.5 1.7 2.2 1.6 0.0 5.5 0.2 29.9 5.4 0.0 35.5 12.2 31.6 0.8 0.0 44.5 100.0 PHF 1.00 1.00 1.00 0.85 0.85 0.85 0.88 0.88 0.88 0.80 0.80 0.80 0.88 RT TH LT U 45 11 79 0 113RT294TH7LT0UU0LT50TH278RT20 15 20 16 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain S 23rd Ave/Technology Blvd and W College St North/South Street: S 23rd Ave/Technology Blvd W College Street Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street:W College Street Out354Vehicle Volumes and Adjustments S 23rd Avenue Technology Blvd W College Street W College Street Southbound Northbound Eastbound Westbound In330373OutS 23rd Avenue In Out 135 183 Technology Blvd 414InW College Street Total Entering 930 20 51 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0 0.87 0.87 0.87 0.87 0 7:45 AM 6 105 16 0 127 18 118 26 0 162 19 54 24 1 98 10 45 17 0 72 459 8:00 AM 3 107 21 0 131 17 153 21 0 191 29 43 10 0 82 9 32 12 0 53 457 8:15 AM 3 111 14 0 128 15 168 30 0 213 12 29 13 0 54 10 35 17 0 62 457 8:30 AM 9 98 10 0 117 7 108 31 1 147 25 31 10 0 66 11 22 8 0 41 371 Grand Total 21 421 61 0 503 57 547 108 1 713 85 157 57 1 300 40 134 54 0 228 1744 Medium Truck % 0.0 1.4 1.6 0.0 1.4 3.5 2.0 1.9 0.0 2.1 2.4 3.8 1.8 0.0 3.0 2.5 0.7 0.0 0.0 0.9 Heavy Truck % 0.0 0.5 0.0 0.0 0.4 0.0 0.5 0.0 0.0 0.4 0.0 1.3 0.0 0.0 0.7 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 1.9 1.6 0.0 1.8 3.5 2.6 1.9 0.0 2.5 2.4 5.1 1.8 0.0 3.7 2.5 0.7 0.0 0.0 0.9 Total % 1.2 24.1 3.5 0.0 28.8 3.3 31.4 6.2 0.1 40.9 4.9 9.0 3.3 0.1 17.2 2.3 7.7 3.1 0.0 13.1 100.0 PHF 0.98 0.98 0.98 1.00 1.00 1.00 0.77 0.77 0.77 0.79 0.79 0.79 0.95 RT TH LT U 21 421 61 0 40RT134TH54LT0UU1LT57TH157RT851 108 547 57 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: S 19th Avenue AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound S 19th Avenue Northbound W College Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information S 19th Avenue and W College Street Counted By:W College StreetW College Street300Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY S 19th Avenue W College Street W College Street Vehicle Volumes and Adjustments S 19th Avenue 503 In Out 644 S 19th Avenue 713 InOut 561In264 In228Out275Total Entering 1744Out NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0 0.87 0.87 0.87 0.87 0 4:45 PM 12 120 16 0 148 12 129 41 0 182 35 48 14 1 98 16 35 14 0 65 493 5:00 PM 15 139 15 1 170 14 126 46 0 186 29 61 17 0 107 18 72 16 0 106 569 5:15 PM 7 150 22 1 180 16 129 48 0 193 31 36 14 1 82 19 48 22 0 89 544 5:30 PM 8 133 24 0 165 13 101 51 0 165 31 44 10 0 85 20 33 10 0 63 478 Grand Total 42 542 77 2 663 55 485 186 0 726 126 189 55 2 372 73 188 62 0 323 2084 Medium Truck % 0.0 0.7 2.6 0.0 0.9 1.8 0.8 2.2 0.0 1.2 0.8 0.5 0.0 0.0 0.5 0.0 1.1 0.0 0.0 0.6 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.7 2.6 0.0 0.9 1.8 1.0 2.2 0.0 1.4 0.8 0.5 0.0 0.0 0.5 0.0 1.1 0.0 0.0 0.6 Total % 2.0 26.0 3.7 0.1 31.8 2.6 23.3 8.9 0.0 34.8 6.0 9.1 2.6 0.1 17.9 3.5 9.0 3.0 0.0 15.5 100.0 PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.87 0.87 0.87 0.76 0.76 0.76 0.92 RT TH LT U 42 542 77 2 73RT188TH62LT0UU2LT55TH189RT1260 186 485 55 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain S 19th Avenue and W College Street North/South Street: S 19th Avenue W College Street Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street:W College StreetOut418Vehicle Volumes and Adjustments S 19th Avenue S 19th Avenue W College Street W College Street Southbound Northbound Eastbound Westbound In372321OutS 19th Avenue In Out 663 615 S 19th Avenue 323InW College StreetTotal Entering 2084 730 726 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 1 6 7 0 14 1 3 0 0 4 0 1 0 0 1 0 0 0 0 0 19 8:00 AM 2 8 5 0 15 0 4 1 0 5 0 0 0 0 0 1 0 0 0 1 21 8:15 AM 0 4 1 0 5 1 4 1 0 6 2 0 0 0 2 0 0 0 0 0 13 8:30 AM 1 3 0 0 4 3 5 2 0 10 0 0 0 0 0 4 0 0 0 4 18 Grand Total 4 21 13 0 38 5 16 4 0 25 2 1 0 0 3 5 0 0 0 5 71 Medium Truck % 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 0.0 0.0 0.0 Heavy Truck % 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 0.0 0.0 0.0 Total Truck % 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 0.0 0.0 0.0 Total % 5.6 29.6 18.3 0.0 53.5 7.0 22.5 5.6 0.0 35.2 2.8 1.4 0.0 0.0 4.2 7.0 0.0 0.0 0.0 7.0 100.0 PHF 0.63 0.63 0.63 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85 RT TH LT U 4 21 13 0 5RT0TH0LT0UU0LT0TH1RT20 4 16 5 U LT TH RTIn8 In5Out19Total Entering 71Out S 29th Avenue 25 InOut 23 S 29th Avenue 38 In Out 21 Technology BlvdTechnology Blvd3Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY S 29th Avenue Technology Blvd Technology Blvd Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information S 29th Avenue and Technology BlvdCounted By: Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: S 29th Avenue AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound S 29th Avenue Northbound Technology Blvd Eastbound East/West Street: NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:45 PM 1 6 0 0 7 0 12 1 0 13 2 1 0 0 3 3 0 2 0 5 28 5:00 PM 0 6 0 0 6 0 4 0 0 4 0 0 2 0 2 3 1 0 0 4 16 5:15 PM 2 9 0 0 11 0 6 0 0 6 1 0 1 0 2 3 0 3 0 6 25 5:30 PM 0 14 0 1 15 1 8 0 0 9 2 0 0 0 2 1 0 0 0 1 27 Grand Total 3 35 0 1 39 1 30 1 0 32 5 1 3 0 9 10 1 5 0 16 96 Medium Truck % 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 0.0 0.0 0.0 Heavy Truck % 0.0 2.9 0.0 0.0 2.6 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 Total Truck % 0.0 2.9 0.0 0.0 2.6 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 Total % 3.1 36.5 0.0 1.0 40.6 1.0 31.3 1.0 0.0 33.3 5.2 1.0 3.1 0.0 9.4 10.4 1.0 5.2 0.0 16.7 100.0 PHF 1.00 1.00 1.00 0.62 0.62 0.62 0.75 0.75 0.75 0.80 0.80 0.80 0.86 RT TH LT U 3 35 0 1 10RT1TH5LT0UU0LT3TH1RT50 1 30 1 U LT TH RT S 29th Avenue 16InTechnology BlvdTotal Entering 96 45 32 Out In S 29th Avenue In Out 39 44 Technology BlvdOut5Vehicle Volumes and Adjustments S 29th Avenue S 29th Avenue Technology Blvd Technology Blvd Southbound Northbound Eastbound Westbound In92OutNorth/South Street: S 29th Avenue Technology Blvd Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain S 29th Avenue and Technology Blvd NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 0 0 5 0 5 0 0 0 0 0 0 135 10 0 145 10 76 0 0 86 236 8:00 AM 3 0 3 0 6 0 0 0 0 0 0 116 5 0 121 14 70 0 0 84 211 8:15 AM 2 0 3 0 5 0 0 0 0 0 0 85 3 0 88 8 71 0 0 79 172 8:30 AM 4 0 1 0 5 0 0 0 0 0 0 77 2 0 79 9 53 0 0 62 146 Grand Total 9 0 12 0 21 0 0 0 0 0 0 413 20 0 433 41 270 0 0 311 765 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.2 0.0 0.0 1.2 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.5 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.0 Total % 1.2 0.0 1.6 0.0 2.7 0.0 0.0 0.0 0.0 0.0 0.0 54.0 2.6 0.0 56.6 5.4 35.3 0.0 0.0 40.7 100.0 PHF 1.00 1.00 1.00 1.00 1.00 1.00 0.75 0.75 0.75 0.90 0.90 0.90 0.81 RT TH LT U 9 0 12 0 41RT270TH0LT0UU0LT20TH413RT00 0 0 0 U LT TH RTIn279 In311Out425Total Entering 765Out N/A 0 InOut 0 S 29th Avenue 21 In Out 61 W Garfield StreetW Garfield Street433Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY S 29th Avenue W Garfield Street W Garfield Street Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information S 29th Avenue and W Garfield StreetCounted By: Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: S 29th Avenue AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound N/A Northbound W Garfield Street Eastbound East/West Street: NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:45 PM 5 0 9 0 14 0 0 0 0 0 0 84 2 0 86 12 96 0 0 108 208 5:00 PM 11 0 12 0 23 0 0 0 0 0 0 68 1 0 69 5 106 0 0 111 203 5:15 PM 10 0 9 0 19 0 0 0 0 0 0 98 0 0 98 3 118 0 0 121 238 5:30 PM 7 0 11 0 18 0 0 0 0 0 0 91 0 0 91 9 106 0 0 115 224 Grand Total 33 0 41 0 74 0 0 0 0 0 0 341 3 0 344 29 426 0 0 455 873 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 0.0 0.5 0.0 0.0 0.4 Heavy Truck % 0.0 0.0 2.4 0.0 1.4 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 Total Truck % 0.0 0.0 2.4 0.0 1.4 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 0.0 0.5 0.0 0.0 0.4 Total % 3.8 0.0 4.7 0.0 8.5 0.0 0.0 0.0 0.0 0.0 0.0 39.1 0.3 0.0 39.4 3.3 48.8 0.0 0.0 52.1 100.0 PHF 0.97 0.97 0.97 1.00 1.00 1.00 0.88 0.88 0.88 0.94 0.94 0.94 0.92 RT TH LT U 33 0 41 0 29RT426TH0LT0UU0LT3TH341RT00 0 0 0 U LT TH RT N/A 455InW Garfield StreetTotal Entering 873 0 0 Out In S 29th Avenue In Out 74 32 W Garfield StreetOut459Vehicle Volumes and Adjustments S 29th Avenue N/A W Garfield Street W Garfield Street Southbound Northbound Eastbound Westbound In344382OutNorth/South Street: S 29th Avenue W Garfield Street Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain S 29th Avenue and W Garfield Street NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 2 0 0 0 2 0 0 0 0 0 0 124 6 0 130 4 106 0 0 110 242 8:00 AM 2 0 3 0 5 0 0 0 0 0 0 108 4 0 112 14 78 0 0 92 209 8:15 AM 1 0 0 0 1 0 0 0 0 0 0 86 9 0 95 16 81 0 0 97 193 8:30 AM 0 0 2 0 2 0 0 0 0 0 0 69 3 0 72 9 62 0 0 71 145 Grand Total 5 0 5 0 10 0 0 0 0 0 0 387 22 0 409 43 327 0 0 370 789 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.6 0.0 0.0 1.5 2.3 0.3 0.0 0.0 0.5 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 0.0 0.0 1.7 2.3 0.3 0.0 0.0 0.5 Total % 0.6 0.0 0.6 0.0 1.3 0.0 0.0 0.0 0.0 0.0 0.0 49.0 2.8 0.0 51.8 5.4 41.4 0.0 0.0 46.9 100.0 PHF 1.00 1.00 1.00 1.00 1.00 1.00 0.79 0.79 0.79 0.84 0.84 0.84 0.82 RT TH LT U 5 0 5 0 43RT327TH0LT0UU0LT22TH387RT00 0 0 0 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: Research Drive AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound N/A Northbound W Garfield Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Research Drive and W Garfield StreetCounted By:W Garfield StreetW Garfield Street409Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY Research Drive W Garfield Street W Garfield Street Vehicle Volumes and Adjustments Research Drive 10 In Out 65 N/A 0 InOut 0In332 In370Out392Total Entering 789Out NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:45 PM 4 0 8 0 12 0 0 0 0 0 0 88 0 0 88 2 105 0 1 108 208 5:00 PM 10 0 10 0 20 0 0 0 0 0 0 83 1 0 84 0 99 0 0 99 203 5:15 PM 5 0 5 0 10 0 0 0 0 0 0 109 0 0 109 2 121 0 0 123 242 5:30 PM 8 0 6 0 14 0 0 0 0 0 0 92 1 0 93 4 105 0 0 109 216 Grand Total 27 0 29 0 56 0 0 0 0 0 0 372 2 0 374 8 430 0 1 439 869 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 0.0 0.2 0.0 0.0 0.2 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.5 0.0 0.2 0.0 0.0 0.2 Total % 3.1 0.0 3.3 0.0 6.4 0.0 0.0 0.0 0.0 0.0 0.0 42.8 0.2 0.0 43.0 0.9 49.5 0.0 0.1 50.5 100.0 PHF 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.86 0.86 0.89 0.89 0.89 0.90 RT TH LT U 27 0 29 0 8RT430TH0LT1UU0LT2TH372RT00 0 0 0 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain Research Drive and W Garfield Street North/South Street: Research Drive W Garfield Street Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street:W Garfield StreetOut457Vehicle Volumes and Adjustments Research Drive N/A W Garfield Street W Garfield Street Southbound Northbound Eastbound Westbound In374402OutResearch Drive In Out 56 10 N/A 439InW Garfield StreetTotal Entering 869 0 0 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 10 120 5 0 135 0 155 72 0 227 123 3 1 0 127 2 8 4 0 14 503 8:00 AM 5 144 0 0 149 1 182 75 0 258 107 1 2 0 110 2 2 0 0 4 521 8:15 AM 5 135 3 0 143 0 191 71 0 262 85 6 1 0 92 2 5 3 0 10 507 8:30 AM 8 120 3 0 131 0 126 61 0 187 63 3 0 0 66 3 1 2 0 6 390 Grand Total 28 519 11 0 558 1 654 279 0 934 378 13 4 0 395 9 16 9 0 34 1921 Medium Truck % 3.6 1.3 9.1 0.0 1.6 0.0 1.7 0.4 0.0 1.3 1.3 0.0 25.0 0.0 1.5 11.1 6.3 11.1 0.0 8.8 Heavy Truck % 0.0 0.4 0.0 0.0 0.4 0.0 0.5 0.0 0.0 0.3 0.3 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 Total Truck % 3.6 1.7 9.1 0.0 2.0 0.0 2.1 0.4 0.0 1.6 1.6 0.0 25.0 0.0 1.8 11.1 6.3 11.1 0.0 8.8 Total % 1.5 27.0 0.6 0.0 29.0 0.1 34.0 14.5 0.0 48.6 19.7 0.7 0.2 0.0 20.6 0.5 0.8 0.5 0.0 1.8 100.0 PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.90 0.90 0.90 1.00 1.00 1.00 0.92 RT TH LT U 28 519 11 0 9RT16TH9LT0UU0LT4TH13RT3780 279 654 1 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: S 19th Avenue AM Peak Hour (7:45 - 8:45 AM) 21016Project Number: Southbound S 19th Avenue Northbound W Garfield Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information S 19th Avenue and W Garfield StreetCounted By:W Garfield Street W Garfield Street 395Bozeman, MT /MDTTuesday, May 18, 2021Date Performed: Count Time Period: Q Factor INDUSTRY S 19th Avenue W Garfield Street W Garfield Street Vehicle Volumes and Adjustments S 19th Avenue 558 In Out 667 S 19th Avenue 934 InOut 906In323 In34Out25Total Entering 1921Out NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:45 PM 3 153 3 0 159 1 161 78 0 240 84 3 7 0 94 6 4 1 0 11 504 5:00 PM 7 167 3 1 178 0 188 79 0 267 84 3 6 0 93 11 5 3 0 19 557 5:15 PM 5 176 8 0 189 3 177 93 0 273 107 3 4 0 114 7 6 1 0 14 590 5:30 PM 3 162 4 0 169 3 149 88 0 240 90 4 5 0 99 6 5 0 0 11 519 Grand Total 18 658 18 1 695 7 675 338 0 1020 365 13 22 0 400 30 20 5 0 55 2170 Medium Truck % 0.0 1.1 0.0 0.0 1.0 0.0 0.7 0.3 0.0 0.6 0.3 0.0 0.0 0.0 0.3 3.3 0.0 0.0 0.0 1.8 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.5 0.0 0.3 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 1.1 0.0 0.0 1.0 0.0 0.7 0.3 0.0 0.6 0.3 0.0 4.5 0.0 0.5 3.3 0.0 0.0 0.0 1.8 Total % 0.8 30.3 0.8 0.0 32.0 0.3 31.1 15.6 0.0 47.0 16.8 0.6 1.0 0.0 18.4 1.4 0.9 0.2 0.0 2.5 100.0 PHF 0.92 0.92 0.92 0.93 0.93 0.93 0.88 0.88 0.88 0.98 0.98 0.98 0.92 RT TH LT U 18 658 18 1 30RT20TH5LT0UU0LT22TH13RT3650 338 675 7 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain S 19th Avenue and W Garfield Street North/South Street: S 19th Avenue W Garfield Street Date Performed: Tuesday, May 18, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: 21016 Q Factor INDUSTRY East/West Street:W Garfield Street Out376Vehicle Volumes and Adjustments S 19th Avenue S 19th Avenue W Garfield Street W Garfield Street Southbound Northbound Eastbound Westbound In40038OutS 19th Avenue In Out 695 728 S 19th Avenue 55InW Garfield Street Total Entering 2170 1028 1020 Out In NNNNN APPENDIX B CAPACITY CALCULATIONS – EXISTING CONDITIONS (2021) Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.0 A 0 0.0 A 0 WB 0.0 A 0 0.0 A 0 NB 9.9 A 1 10.9 B 1 Intersection 0.6 A --1.5 A -- EB 0.4 A 1 0.0 A 0 WB 0.0 A 0 0.0 A 0 SB 14.5 B 1 15.6 C 1 Intersection 0.4 A --1.0 A -- EB 0.4 A 1 0.1 A 0 WB 0.0 A 0 0.0 A 0 SB 14.9 B 1 16.0 C 1 Intersection 0.6 A --1.4 A -- EB 8.8 A 0 8.8 A 0 WB 8.4 A 0 8.8 A 1 NB 1.2 A 0 0.2 A 0 SB 2.5 A 0 0.2 A 0 Intersection 2.7 A --2.4 A -- EB 9.8 A 7 13.8 B 10 WB 9.7 A 5 15.7 B 10 NB 34.6 C 4 37.1 D 6 SB 32.3 C 1 33.8 C 3 Intersection 13.3 B --19.8 B -- EB 4.8 A 4 5.8 A 5 WB 4.3 A 4 5.4 A 5 NB 20.6 C 1 20.8 C 2 SB 22.4 C 3 22.0 C 3 Intersection 8.3 A --8.8 A -- EB 19.7 B 6 21.1 C 8 WB 19.7 B 5 22.0 C 8 NB 14.6 B 10 14.4 B 9 SB 14.4 B 8 17.5 B 11 Intersection 16.1 B --17.7 B -- EB 40.6 D 10 34.1 C 10 WB 31.8 C 2 32.8 C 2 NB 11.9 B 6 13.2 B 7 SB 17.5 B 7 20.4 C 10 Intersection 19.8 B --19.8 B -- S 23rd Avenue/ Technology Blvd & W College Street S 19th Avenue & W Garfield Street Intersection Control Signalized S 19th Avenue & W College St Intersection Control Signalized S 29th Avenue & W Garfield Street Intersection Control Signalized Intersection Control Signalized Intersection Approach Existing (2021) AM Peak PM Peak Huffine Lane & W College Street One-Way Stop-Control (NB)Intersection Control Intersection Control One-Way Stop-Control (SB) S 29th Avenue & W College Street Research Drive & W Garfield St Intersection Control Two-Way Stop-Control (NB/SB) S 29th Avenue & Technology Blvd Intersection Control One-Way Stop-Control (SB) Queues 3: W Garfield St & S 19th Ave 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 4 14 411 10 27 303 712 12 594 v/c Ratio 0.04 0.08 0.83 0.09 0.17 0.40 0.26 0.02 0.31 Control Delay 37.2 37.5 32.7 38.2 29.8 3.7 4.2 3.5 10.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.2 37.5 32.7 38.2 29.8 3.7 4.2 3.5 10.2 Queue Length 50th (ft) 2 7 129 5 9 24 43 1 74 Queue Length 95th (ft) 12 26 249 21 35 83 146 6 154 Internal Link Dist (ft) 813 206 665 1202 Turn Bay Length (ft) 150 150 90 225 250 Base Capacity (vph) 339 575 784 387 507 983 2717 614 1935 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.02 0.52 0.03 0.05 0.31 0.26 0.02 0.31 Intersection Summary HCM 6th Signalized Intersection Summary 3: W Garfield St & S 19th Ave 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 4 13 378 9 16 9 279 654 1 11 519 28 Future Volume (veh/h) 4 13 378 9 16 9 279 654 1 11 519 28 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1409 1750 1723 1600 1668 1600 1750 1723 1750 1627 1723 1695 Adj Flow Rate, veh/h 4 14 411 10 17 10 303 711 1 12 564 30 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 25 0 2 11 6 11 0 2 0 9 2 4 Cap, veh/h 329 431 512 280 241 142 577 2005 3 429 1591 84 Arrive On Green 0.25 0.25 0.25 0.25 0.25 0.25 0.11 0.60 0.60 0.01 0.50 0.50 Sat Flow, veh/h 1129 1750 1435 893 978 576 1667 3354 5 1550 3157 168 Grp Volume(v), veh/h 4 14 411 10 0 27 303 347 365 12 292 302 Grp Sat Flow(s),veh/h/ln 1129 1750 1435 893 0 1554 1667 1637 1722 1550 1637 1688 Q Serve(g_s), s 0.3 0.7 27.0 0.9 0.0 1.5 9.0 11.8 11.8 0.4 11.8 11.8 Cycle Q Clear(g_c), s 1.8 0.7 27.0 1.6 0.0 1.5 9.0 11.8 11.8 0.4 11.8 11.8 Prop In Lane 1.00 1.00 1.00 0.37 1.00 0.00 1.00 0.10 Lane Grp Cap(c), veh/h 329 431 512 280 0 383 577 979 1030 429 825 851 V/C Ratio(X) 0.01 0.03 0.80 0.04 0.00 0.07 0.53 0.35 0.35 0.03 0.35 0.36 Avail Cap(c_a), veh/h 329 431 512 280 0 383 899 979 1030 577 825 851 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.3 31.3 32.0 32.0 0.0 31.6 10.5 11.2 11.2 12.8 16.4 16.4 Incr Delay (d2), s/veh 0.0 0.0 9.0 0.1 0.0 0.1 0.7 1.0 1.0 0.0 1.2 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.3 11.1 0.2 0.0 0.6 3.0 4.2 4.4 0.1 4.4 4.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.3 31.4 41.0 32.0 0.0 31.7 11.3 12.2 12.2 12.9 17.6 17.6 LnGrp LOS C C D C A C B B B B B B Approach Vol, veh/h 429 37 1015 606 Approach Delay, s/veh 40.6 31.8 11.9 17.5 Approach LOS D C B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.5 72.0 33.0 14.8 61.7 33.0 Change Period (Y+Rc), s 3.0 6.5 6.0 3.0 6.5 6.0 Max Green Setting (Gmax), s 12.0 65.5 27.0 33.0 44.5 27.0 Max Q Clear Time (g_c+I1), s 2.4 13.8 29.0 11.0 13.8 3.6 Green Ext Time (p_c), s 0.0 4.6 0.0 0.8 3.6 0.1 Intersection Summary HCM 6th Ctrl Delay 19.8 HCM 6th LOS B Queues 6: S 19th Ave & W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 61 165 89 57 141 42 115 636 64 465 v/c Ratio 0.14 0.48 0.14 0.14 0.40 0.07 0.23 0.52 0.15 0.44 Control Delay 15.2 30.0 3.7 15.2 28.9 0.7 11.8 21.4 11.6 22.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.2 30.0 3.7 15.2 28.9 0.7 11.8 21.4 11.6 22.5 Queue Length 50th (ft) 16 62 0 14 52 0 22 112 12 81 Queue Length 95th (ft) 45 139 25 43 121 3 73 240 45 180 Internal Link Dist (ft) 1121 600 1202 772 Turn Bay Length (ft) 300 300 175 175 450 325 Base Capacity (vph) 485 964 906 492 1002 689 709 1941 555 1478 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.17 0.10 0.12 0.14 0.06 0.16 0.33 0.12 0.31 Intersection Summary HCM 6th Signalized Intersection Summary 6: S 19th Ave & W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 58 157 85 54 134 40 109 547 57 61 421 21 Future Volume (veh/h) 58 157 85 54 134 40 109 547 57 61 421 21 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.97 1.00 0.97 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1682 1723 1750 1736 1723 1723 1709 1695 1723 1723 1750 Adj Flow Rate, veh/h 61 165 89 57 141 42 115 576 60 64 443 22 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 5 2 0 1 2 2 3 4 2 2 0 Cap, veh/h 360 333 386 335 340 358 469 1091 113 384 1114 55 Arrive On Green 0.05 0.20 0.20 0.05 0.20 0.20 0.07 0.37 0.37 0.06 0.35 0.35 Sat Flow, veh/h 1641 1682 1415 1667 1736 1413 1641 2960 308 1641 3168 157 Grp Volume(v), veh/h 61 165 89 57 141 42 115 315 321 64 228 237 Grp Sat Flow(s),veh/h/ln 1641 1682 1415 1667 1736 1413 1641 1624 1644 1641 1637 1689 Q Serve(g_s), s 1.7 5.1 2.9 1.6 4.2 1.3 2.5 8.9 9.0 1.4 6.2 6.2 Cycle Q Clear(g_c), s 1.7 5.1 2.9 1.6 4.2 1.3 2.5 8.9 9.0 1.4 6.2 6.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.19 1.00 0.09 Lane Grp Cap(c), veh/h 360 333 386 335 340 358 469 598 606 384 575 594 V/C Ratio(X) 0.17 0.49 0.23 0.17 0.41 0.12 0.25 0.53 0.53 0.17 0.40 0.40 Avail Cap(c_a), veh/h 608 1075 1010 590 1110 984 967 1096 1109 630 825 851 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 17.3 20.9 16.6 17.4 20.6 16.9 10.8 14.5 14.5 11.3 14.3 14.3 Incr Delay (d2), s/veh 0.2 1.1 0.3 0.2 0.8 0.1 0.3 0.7 0.7 0.2 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 1.9 0.9 0.6 1.7 0.4 0.8 2.8 2.9 0.4 2.0 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.5 22.0 16.9 17.6 21.4 17.0 11.1 15.2 15.2 11.5 14.7 14.7 LnGrp LOS B C B B C B B B B B B B Approach Vol, veh/h 315 240 751 529 Approach Delay, s/veh 19.7 19.7 14.6 14.4 Approach LOS B B B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.2 28.1 6.0 18.2 7.2 27.1 6.1 18.1 Change Period (Y+Rc), s 3.0 6.5 3.0 6.6 3.0 6.5 3.0 6.6 Max Green Setting (Gmax), s 12.0 39.5 12.0 37.4 22.0 29.5 12.0 37.4 Max Q Clear Time (g_c+I1), s 3.4 11.0 3.6 7.1 4.5 8.2 3.7 6.2 Green Ext Time (p_c), s 0.1 3.9 0.1 1.2 0.2 2.5 0.1 1.0 Intersection Summary HCM 6th Ctrl Delay 16.1 HCM 6th LOS B Queues 8: College St & Huffine Ln 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 5 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 11 605 275 27 483 187 21 14 5 7 v/c Ratio 0.02 0.32 0.24 0.05 0.26 0.40 0.11 0.07 0.03 0.03 Control Delay 5.1 9.8 1.2 5.0 9.1 31.0 22.2 25.2 33.8 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.1 9.8 1.2 5.0 9.1 31.0 22.2 25.2 33.8 0.2 Queue Length 50th (ft) 1 43 0 2 33 32 4 5 2 0 Queue Length 95th (ft) 9 162 23 16 124 81 25 18 13 0 Internal Link Dist (ft) 597 756 206 142 Turn Bay Length (ft) 270 370 390 550 150 90 Base Capacity (vph) 730 1880 1226 649 1869 753 565 601 690 373 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.32 0.22 0.04 0.26 0.25 0.04 0.02 0.01 0.02 Intersection Summary HCM 6th Signalized Intersection Summary 8: College St & Huffine Ln 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 557 253 25 436 8 172 10 9 13 5 6 Future Volume (veh/h) 10 557 253 25 436 8 172 10 9 13 5 6 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1695 1709 1695 1682 1750 1750 1477 1600 1750 1477 1750 Adj Flow Rate, veh/h 11 605 275 27 474 9 187 11 10 14 5 7 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 4 3 4 5 0 0 20 11 0 20 0 Cap, veh/h 549 1699 872 403 1740 33 279 115 105 208 87 106 Arrive On Green 0.01 0.53 0.53 0.03 0.54 0.54 0.09 0.16 0.16 0.02 0.06 0.06 Sat Flow, veh/h 1667 3221 1416 1615 3208 61 3233 713 648 1667 1477 1462 Grp Volume(v), veh/h 11 605 275 27 236 247 187 0 21 14 5 7 Grp Sat Flow(s),veh/h/ln 1667 1611 1416 1615 1598 1671 1617 0 1360 1667 1477 1462 Q Serve(g_s), s 0.2 8.1 6.9 0.6 5.9 5.9 4.1 0.0 1.0 0.6 0.2 0.3 Cycle Q Clear(g_c), s 0.2 8.1 6.9 0.6 5.9 5.9 4.1 0.0 1.0 0.6 0.2 0.3 Prop In Lane 1.00 1.00 1.00 0.04 1.00 0.48 1.00 1.00 Lane Grp Cap(c), veh/h 549 1699 872 403 867 906 279 0 220 208 87 106 V/C Ratio(X) 0.02 0.36 0.32 0.07 0.27 0.27 0.67 0.00 0.10 0.07 0.06 0.07 Avail Cap(c_a), veh/h 797 1699 872 619 867 906 678 0 486 699 627 641 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 8.0 10.2 6.8 7.8 9.1 9.1 32.8 0.0 26.4 31.9 32.9 32.0 Incr Delay (d2), s/veh 0.0 0.6 0.9 0.1 0.8 0.7 2.8 0.0 0.2 0.1 0.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 2.5 2.0 0.2 1.9 1.9 1.7 0.0 0.3 0.2 0.1 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 8.0 10.8 7.8 7.9 9.9 9.8 35.5 0.0 26.6 32.0 33.2 32.2 LnGrp LOS A B A A A A D A C C C C Approach Vol, veh/h 891 510 208 26 Approach Delay, s/veh 9.8 9.7 34.6 32.3 Approach LOS A A C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 4.0 47.1 4.2 18.6 5.1 46.0 11.9 10.9 Change Period (Y+Rc), s 3.0 * 7 3.0 6.6 3.0 * 7 5.5 6.6 Max Green Setting (Gmax), s 12.0 * 39 23.0 26.4 12.0 * 39 15.5 31.4 Max Q Clear Time (g_c+I1), s 2.2 7.9 2.6 3.0 2.6 10.1 6.1 2.3 Green Ext Time (p_c), s 0.0 2.8 0.0 0.1 0.0 5.3 0.4 0.0 Intersection Summary HCM 6th Ctrl Delay 13.3 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC 9: W Garfield St & Research Dr 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 7 Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 22 387 327 43 5 5 Future Vol, veh/h 22 387 327 43 5 5 Conflicting Peds, #/hr 2 0 0 2 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 82 82 82 82 82 82 Heavy Vehicles, % 0 2 0 2 0 0 Mvmt Flow 27 472 399 52 6 6 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 453 0 - 0 953 427 Stage 1 - - - - 427 - Stage 2 - - - - 526 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 1118 - - - 290 632 Stage 1 - - - - 662 - Stage 2 - - - - 597 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1116 - - - 282 631 Mov Cap-2 Maneuver - - - - 282 - Stage 1 - - - - 645 - Stage 2 - - - - 596 - Approach EB WB SB HCM Control Delay, s 0.4 0 14.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1116 - - - 390 HCM Lane V/C Ratio 0.024 - - - 0.031 HCM Control Delay (s) 8.3 - - - 14.5 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.1 - - - 0.1 Queues 11: Technology Blvd/S 23rd Ave & College St/W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 8 Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 35 277 29 221 76 1 15 100 56 v/c Ratio 0.05 0.25 0.04 0.19 0.08 0.00 0.05 0.42 0.18 Control Delay 6.7 7.0 6.8 6.8 2.4 17.0 14.7 26.2 11.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.7 7.0 6.8 6.8 2.4 17.0 14.7 26.2 11.9 Queue Length 50th (ft) 4 36 3 28 0 0 3 30 7 Queue Length 95th (ft) 18 94 15 76 14 3 13 58 26 Internal Link Dist (ft) 1930 1121 811 851 Turn Bay Length (ft) 150 280 280 100 130 Base Capacity (vph) 732 1115 688 1158 1007 608 736 635 780 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.05 0.25 0.04 0.19 0.08 0.00 0.02 0.16 0.07 Intersection Summary HCM 6th Signalized Intersection Summary 11: Technology Blvd/S 23rd Ave & College St/W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 29 211 16 24 181 62 1 7 5 82 20 26 Future Volume (veh/h) 29 211 16 24 181 62 1 7 5 82 20 26 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.97 0.99 0.99 0.99 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1682 1750 1750 1723 1750 1750 1750 1477 1750 1750 1750 Adj Flow Rate, veh/h 35 257 20 29 221 76 1 9 6 100 24 32 Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Percent Heavy Veh, % 0 5 0 0 2 0 0 0 20 0 0 0 Cap, veh/h 775 978 76 765 1096 917 260 120 80 299 82 109 Arrive On Green 0.64 0.64 0.64 0.64 0.64 0.64 0.12 0.12 0.12 0.12 0.12 0.12 Sat Flow, veh/h 1094 1536 120 1115 1723 1440 1356 974 649 1404 662 882 Grp Volume(v), veh/h 35 0 277 29 221 76 1 0 15 100 0 56 Grp Sat Flow(s),veh/h/ln 1094 0 1656 1115 1723 1440 1356 0 1624 1404 0 1544 Q Serve(g_s), s 0.7 0.0 3.8 0.6 2.8 1.1 0.0 0.0 0.4 3.6 0.0 1.7 Cycle Q Clear(g_c), s 3.5 0.0 3.8 4.4 2.8 1.1 1.8 0.0 0.4 4.0 0.0 1.7 Prop In Lane 1.00 0.07 1.00 1.00 1.00 0.40 1.00 0.57 Lane Grp Cap(c), veh/h 775 0 1054 765 1096 917 260 0 200 299 0 191 V/C Ratio(X) 0.05 0.00 0.26 0.04 0.20 0.08 0.00 0.00 0.07 0.33 0.00 0.29 Avail Cap(c_a), veh/h 775 0 1054 765 1096 917 842 0 897 902 0 853 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 4.7 0.0 4.2 5.1 4.0 3.7 21.7 0.0 20.3 22.1 0.0 20.9 Incr Delay (d2), s/veh 0.1 0.0 0.6 0.1 0.4 0.2 0.0 0.0 0.2 0.7 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.0 1.0 0.1 0.7 0.2 0.0 0.0 0.2 1.1 0.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 4.8 0.0 4.8 5.2 4.4 3.8 21.7 0.0 20.5 22.8 0.0 21.8 LnGrp LOS A A A A A A C A C C A C Approach Vol, veh/h 312 326 16 156 Approach Delay, s/veh 4.8 4.3 20.6 22.4 Approach LOS A A C C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.0 12.5 40.0 12.5 Change Period (Y+Rc), s 6.6 6.0 6.6 6.0 Max Green Setting (Gmax), s 33.4 29.0 33.4 29.0 Max Q Clear Time (g_c+I1), s 6.4 3.8 5.8 6.0 Green Ext Time (p_c), s 1.7 0.0 1.9 0.5 Intersection Summary HCM 6th Ctrl Delay 8.3 HCM 6th LOS A HCM 6th TWSC 13: W Garfield St & 29th Ave 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 10 Intersection Int Delay, s/veh 0.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 20 413 270 41 12 9 Future Vol, veh/h 20 413 270 41 12 9 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, % - 0 0 - 0 - Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 0 2 0 0 0 0 Mvmt Flow 25 510 333 51 15 11 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 384 0 - 0 919 359 Stage 1 - - - - 359 - Stage 2 - - - - 560 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 1186 - - - 304 690 Stage 1 - - - - 711 - Stage 2 - - - - 576 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1186 - - - 295 690 Mov Cap-2 Maneuver - - - - 295 - Stage 1 - - - - 690 - Stage 2 - - - - 576 - Approach EB WB SB HCM Control Delay, s 0.4 0 14.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1186 - - - 391 HCM Lane V/C Ratio 0.021 - - - 0.066 HCM Control Delay (s) 8.1 0 - - 14.9 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.2 HCM 6th TWSC 16: 29th Ave & College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 11 Intersection Int Delay, s/veh 0.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 231 45 0 190 0 29 Future Vol, veh/h 231 45 0 190 0 29 Conflicting Peds, #/hr 0 12 12 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - Free - None - None Storage Length - 100 - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 4 2 0 2 0 0 Mvmt Flow 272 53 0 224 0 34 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - - 272 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.2 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.3 Pot Cap-1 Maneuver - 0 0 - 0 772 Stage 1 - 0 0 - 0 - Stage 2 - 0 0 - 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - - 772 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 9.9 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT WBT Capacity (veh/h) 772 - - HCM Lane V/C Ratio 0.044 - - HCM Control Delay (s) 9.9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - - HCM 6th TWSC 17: 29th Ave & Technology Blvd 07/01/2021 Q Factor Industry 06/09/2021 Existing - AM Synchro 10 Report Page 12 Intersection Int Delay, s/veh 2.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 2 0 0 5 4 16 5 13 21 4 Future Vol, veh/h 0 1 2 0 0 5 4 16 5 13 21 4 Conflicting Peds, #/hr 3 0 0 0 0 3 1 0 1 1 0 1 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 Mvmt Flow 0 1 2 0 0 6 5 19 6 15 25 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 97 95 29 92 94 26 31 0 0 26 0 0 Stage 1 59 59 - 33 33 - - - - - - - Stage 2 38 36 - 59 61 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 890 799 1052 897 800 1056 1595 - - 1601 - - Stage 1 958 850 - 988 872 - - - - - - - Stage 2 982 869 - 958 848 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 873 787 1051 884 788 1052 1593 - - 1599 - - Mov Cap-2 Maneuver 873 787 - 884 788 - - - - - - - Stage 1 954 841 - 984 869 - - - - - - - Stage 2 971 866 - 945 839 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 8.8 8.4 1.2 2.5 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1593 - - 945 1052 1599 - - HCM Lane V/C Ratio 0.003 - - 0.004 0.006 0.01 - - HCM Control Delay (s) 7.3 0 - 8.8 8.4 7.3 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - Queues 3: W Garfield St & S 19th Ave 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 24 14 397 5 55 367 742 21 735 v/c Ratio 0.20 0.08 0.81 0.04 0.30 0.55 0.29 0.04 0.39 Control Delay 42.4 38.8 34.5 38.2 24.8 5.8 5.5 4.3 13.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.4 38.8 34.5 38.2 24.8 5.8 5.5 4.3 13.1 Queue Length 50th (ft) 12 7 151 3 11 33 47 2 104 Queue Length 95th (ft) 38 26 245 14 48 103 154 9 227 Internal Link Dist (ft) 813 206 665 1202 Turn Bay Length (ft) 150 150 90 225 250 Base Capacity (vph) 376 543 768 406 504 887 2534 623 1881 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.06 0.03 0.52 0.01 0.11 0.41 0.29 0.03 0.39 Intersection Summary HCM 6th Signalized Intersection Summary 3: W Garfield St & S 19th Ave 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 13 365 5 20 30 338 675 7 19 658 18 Future Volume (veh/h) 22 13 365 5 20 30 338 675 7 19 658 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.97 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1695 1750 1750 1750 1750 1709 1750 1736 1750 1750 1736 1750 Adj Flow Rate, veh/h 24 14 397 5 22 33 367 734 8 21 715 20 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 4 0 0 0 0 3 0 1 0 0 1 0 Cap, veh/h 353 428 551 301 153 230 533 1983 22 449 1586 44 Arrive On Green 0.24 0.24 0.24 0.24 0.24 0.24 0.13 0.59 0.59 0.02 0.48 0.48 Sat Flow, veh/h 1326 1750 1458 990 626 939 1667 3342 36 1667 3277 92 Grp Volume(v), veh/h 24 14 397 5 0 55 367 362 380 21 360 375 Grp Sat Flow(s),veh/h/ln 1326 1750 1458 990 0 1565 1667 1650 1729 1667 1650 1719 Q Serve(g_s), s 1.6 0.7 25.8 0.4 0.0 3.0 11.4 12.6 12.6 0.7 15.9 15.9 Cycle Q Clear(g_c), s 4.6 0.7 25.8 1.1 0.0 3.0 11.4 12.6 12.6 0.7 15.9 15.9 Prop In Lane 1.00 1.00 1.00 0.60 1.00 0.02 1.00 0.05 Lane Grp Cap(c), veh/h 353 428 551 301 0 383 533 979 1026 449 798 832 V/C Ratio(X) 0.07 0.03 0.72 0.02 0.00 0.14 0.69 0.37 0.37 0.05 0.45 0.45 Avail Cap(c_a), veh/h 353 428 551 301 0 383 813 979 1026 595 798 832 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.4 31.7 29.6 32.2 0.0 32.6 12.4 11.7 11.7 13.7 18.8 18.8 Incr Delay (d2), s/veh 0.1 0.0 4.6 0.0 0.0 0.2 1.6 1.1 1.0 0.0 1.8 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.3 9.7 0.1 0.0 1.2 3.9 4.5 4.7 0.3 6.2 6.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.5 31.8 34.1 32.2 0.0 32.8 14.0 12.8 12.7 13.7 20.6 20.6 LnGrp LOS C C C C A C B B B B C C Approach Vol, veh/h 435 60 1109 756 Approach Delay, s/veh 34.1 32.8 13.2 20.4 Approach LOS C C B C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.4 72.0 33.0 17.5 59.9 33.0 Change Period (Y+Rc), s 3.0 6.5 6.0 3.0 6.5 6.0 Max Green Setting (Gmax), s 12.0 65.5 27.0 33.0 44.5 27.0 Max Q Clear Time (g_c+I1), s 2.7 14.6 27.8 13.4 17.9 5.0 Green Ext Time (p_c), s 0.0 4.8 0.0 1.0 4.5 0.3 Intersection Summary HCM 6th Ctrl Delay 19.8 HCM 6th LOS B Queues 6: S 19th Ave & W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 62 205 137 67 204 79 202 587 86 635 v/c Ratio 0.16 0.57 0.20 0.17 0.57 0.14 0.44 0.45 0.21 0.64 Control Delay 17.7 36.0 3.3 17.8 36.4 4.3 14.4 21.5 12.7 29.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.7 36.0 3.3 17.8 36.4 4.3 14.4 21.5 12.7 29.6 Queue Length 50th (ft) 18 88 0 20 88 0 47 111 19 139 Queue Length 95th (ft) 51 186 29 54 185 24 121 220 57 272 Internal Link Dist (ft) 1121 600 1202 772 Turn Bay Length (ft) 300 300 175 175 450 325 Base Capacity (vph) 466 887 871 469 878 662 608 1735 514 1302 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.23 0.16 0.14 0.23 0.12 0.33 0.34 0.17 0.49 Intersection Summary HCM 6th Signalized Intersection Summary 6: S 19th Ave & W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 57 189 126 62 188 73 186 485 55 79 542 42 Future Volume (veh/h) 57 189 126 62 188 73 186 485 55 79 542 42 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 1.00 0.97 1.00 0.99 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1736 1750 1736 1750 1723 1736 1723 1709 1736 1750 Adj Flow Rate, veh/h 62 205 137 67 204 79 202 527 60 86 589 46 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 1 0 1 0 2 1 2 3 1 0 Cap, veh/h 306 346 445 302 347 380 434 1137 129 419 1031 80 Arrive On Green 0.05 0.20 0.20 0.05 0.20 0.20 0.11 0.38 0.38 0.06 0.33 0.33 Sat Flow, veh/h 1667 1750 1437 1667 1736 1442 1641 2983 339 1628 3093 241 Grp Volume(v), veh/h 62 205 137 67 204 79 202 291 296 86 314 321 Grp Sat Flow(s),veh/h/ln 1667 1750 1437 1667 1736 1442 1641 1650 1672 1628 1650 1684 Q Serve(g_s), s 1.8 6.7 4.6 2.0 6.7 2.7 4.6 8.3 8.4 2.1 9.8 9.9 Cycle Q Clear(g_c), s 1.8 6.7 4.6 2.0 6.7 2.7 4.6 8.3 8.4 2.1 9.8 9.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.20 1.00 0.14 Lane Grp Cap(c), veh/h 306 346 445 302 347 380 434 629 637 419 550 561 V/C Ratio(X) 0.20 0.59 0.31 0.22 0.59 0.21 0.47 0.46 0.47 0.21 0.57 0.57 Avail Cap(c_a), veh/h 537 1043 1018 529 1035 951 829 1039 1053 629 776 792 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.7 22.9 16.6 18.6 22.8 18.1 11.4 14.6 14.6 12.4 17.2 17.2 Incr Delay (d2), s/veh 0.3 1.6 0.4 0.4 1.6 0.3 0.8 0.5 0.5 0.2 0.9 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 2.7 1.5 0.8 2.8 0.9 1.4 2.7 2.8 0.7 3.3 3.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.0 24.5 17.0 19.0 24.3 18.4 12.2 15.1 15.1 12.6 18.1 18.2 LnGrp LOS B C B B C B B B B B B B Approach Vol, veh/h 404 350 789 721 Approach Delay, s/veh 21.1 22.0 14.4 17.5 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.9 30.4 6.4 19.0 9.9 27.4 6.3 19.1 Change Period (Y+Rc), s 3.0 6.5 3.0 6.6 3.0 6.5 3.0 6.6 Max Green Setting (Gmax), s 12.0 39.5 12.0 37.4 22.0 29.5 12.0 37.4 Max Q Clear Time (g_c+I1), s 4.1 10.4 4.0 8.7 6.6 11.9 3.8 8.7 Green Ext Time (p_c), s 0.1 3.5 0.1 1.6 0.5 3.4 0.1 1.5 Intersection Summary HCM 6th Ctrl Delay 17.7 HCM 6th LOS B Queues 8: College St & Huffine Ln 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 5 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 38 726 261 66 757 317 81 91 49 55 v/c Ratio 0.10 0.48 0.26 0.16 0.49 0.64 0.29 0.30 0.29 0.15 Control Delay 9.3 19.7 1.6 9.7 19.0 41.9 31.2 24.0 44.0 3.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.3 19.7 1.6 9.7 19.0 41.9 31.2 24.0 44.0 3.4 Queue Length 50th (ft) 9 156 0 15 161 88 33 36 27 0 Queue Length 95th (ft) 24 233 27 36 236 139 78 72 63 14 Internal Link Dist (ft) 597 756 206 142 Turn Bay Length (ft) 270 370 390 550 150 90 Base Capacity (vph) 478 1523 1054 484 1556 587 516 558 645 473 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.48 0.25 0.14 0.49 0.54 0.16 0.16 0.08 0.12 Intersection Summary HCM 6th Signalized Intersection Summary 8: College St & Huffine Ln 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 668 240 61 661 36 292 53 21 84 45 51 Future Volume (veh/h) 35 668 240 61 661 36 292 53 21 84 45 51 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1709 1723 1736 1723 1736 1750 1723 1695 1682 1750 1723 1750 Adj Flow Rate, veh/h 38 726 261 66 718 39 317 58 23 91 49 55 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 3 2 1 2 1 0 2 4 5 0 2 0 Cap, veh/h 379 1548 882 349 1543 84 405 203 80 311 146 178 Arrive On Green 0.04 0.47 0.47 0.05 0.48 0.48 0.13 0.18 0.18 0.07 0.08 0.08 Sat Flow, veh/h 1628 3273 1468 1641 3182 173 3183 1150 456 1667 1723 1483 Grp Volume(v), veh/h 38 726 261 66 372 385 317 0 81 91 49 55 Grp Sat Flow(s),veh/h/ln 1628 1637 1468 1641 1650 1705 1591 0 1606 1667 1723 1483 Q Serve(g_s), s 1.0 12.4 7.1 1.7 12.4 12.4 8.0 0.0 3.6 4.0 2.2 2.8 Cycle Q Clear(g_c), s 1.0 12.4 7.1 1.7 12.4 12.4 8.0 0.0 3.6 4.0 2.2 2.8 Prop In Lane 1.00 1.00 1.00 0.10 1.00 0.28 1.00 1.00 Lane Grp Cap(c), veh/h 379 1548 882 349 800 827 405 0 283 311 146 178 V/C Ratio(X) 0.10 0.47 0.30 0.19 0.47 0.47 0.78 0.00 0.29 0.29 0.34 0.31 Avail Cap(c_a), veh/h 559 1548 882 510 800 827 598 0 514 665 656 617 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.1 14.7 8.0 10.9 14.1 14.1 34.9 0.0 29.5 31.5 35.6 33.2 Incr Delay (d2), s/veh 0.1 1.0 0.9 0.3 1.9 1.9 4.0 0.0 0.6 0.5 1.3 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 4.3 2.3 0.5 4.5 4.6 3.2 0.0 1.4 1.7 1.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.2 15.8 8.9 11.2 16.1 16.0 38.9 0.0 30.0 32.0 36.9 34.1 LnGrp LOS B B A B B B D A C C D C Approach Vol, veh/h 1025 823 398 195 Approach Delay, s/veh 13.8 15.7 37.1 33.8 Approach LOS B B D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.9 47.0 8.5 21.1 6.9 46.0 16.0 13.6 Change Period (Y+Rc), s 3.0 * 7 3.0 6.6 3.0 * 7 5.5 6.6 Max Green Setting (Gmax), s 12.0 * 39 23.0 26.4 12.0 * 39 15.5 31.4 Max Q Clear Time (g_c+I1), s 3.0 14.4 6.0 5.6 3.7 14.4 10.0 4.8 Green Ext Time (p_c), s 0.0 4.6 0.2 0.3 0.1 6.0 0.5 0.4 Intersection Summary HCM 6th Ctrl Delay 19.8 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC 9: W Garfield St & Research Dr 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 7 Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 2 372 431 8 29 27 Future Vol, veh/h 2 372 431 8 29 27 Conflicting Peds, #/hr 1 0 0 1 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 2 413 479 9 32 30 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 489 0 - 0 902 485 Stage 1 - - - - 485 - Stage 2 - - - - 417 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 1085 - - - 311 586 Stage 1 - - - - 623 - Stage 2 - - - - 669 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1084 - - - 310 585 Mov Cap-2 Maneuver - - - - 310 - Stage 1 - - - - 621 - Stage 2 - - - - 668 - Approach EB WB SB HCM Control Delay, s 0 0 15.6 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1084 - - - 401 HCM Lane V/C Ratio 0.002 - - - 0.155 HCM Control Delay (s) 8.3 - - - 15.6 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.5 Queues 11: Technology Blvd/S 23rd Ave & College St/W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 8 Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 57 318 8 334 128 17 41 90 64 v/c Ratio 0.09 0.27 0.01 0.29 0.13 0.08 0.14 0.42 0.21 Control Delay 6.4 6.8 6.1 6.9 1.9 19.1 13.9 26.6 9.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.4 6.8 6.1 6.9 1.9 19.1 13.9 26.6 9.8 Queue Length 50th (ft) 7 43 1 46 0 5 7 27 4 Queue Length 95th (ft) 25 107 6 114 19 18 26 60 27 Internal Link Dist (ft) 1930 1121 811 851 Turn Bay Length (ft) 150 280 280 100 130 Base Capacity (vph) 656 1174 668 1164 1007 622 809 625 792 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.27 0.01 0.29 0.13 0.03 0.05 0.14 0.08 Intersection Summary HCM 6th Signalized Intersection Summary 11: Technology Blvd/S 23rd Ave & College St/W College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 278 2 7 294 113 15 20 16 79 11 45 Future Volume (veh/h) 50 278 2 7 294 113 15 20 16 79 11 45 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.97 0.98 0.95 0.97 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1736 1750 1750 1723 1750 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 57 316 2 8 334 128 17 23 18 90 12 51 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 Percent Heavy Veh, % 0 1 0 0 2 0 0 0 0 0 0 0 Cap, veh/h 626 1062 7 702 1062 886 283 134 105 306 43 182 Arrive On Green 0.62 0.62 0.62 0.62 0.62 0.62 0.15 0.15 0.15 0.15 0.15 0.15 Sat Flow, veh/h 941 1723 11 1073 1723 1437 1328 886 693 1351 284 1206 Grp Volume(v), veh/h 57 0 318 8 334 128 17 0 41 90 0 63 Grp Sat Flow(s),veh/h/ln 941 0 1734 1073 1723 1437 1328 0 1579 1351 0 1489 Q Serve(g_s), s 1.7 0.0 4.7 0.2 5.0 2.0 0.6 0.0 1.2 3.4 0.0 2.0 Cycle Q Clear(g_c), s 6.7 0.0 4.7 4.9 5.0 2.0 2.7 0.0 1.2 4.6 0.0 2.0 Prop In Lane 1.00 0.01 1.00 1.00 1.00 0.44 1.00 0.81 Lane Grp Cap(c), veh/h 626 0 1069 702 1062 886 283 0 238 306 0 225 V/C Ratio(X) 0.09 0.00 0.30 0.01 0.31 0.14 0.06 0.00 0.17 0.29 0.00 0.28 Avail Cap(c_a), veh/h 626 0 1069 702 1062 886 794 0 845 826 0 797 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 6.5 0.0 4.9 6.0 4.9 4.4 21.6 0.0 20.1 22.1 0.0 20.4 Incr Delay (d2), s/veh 0.3 0.0 0.7 0.0 0.8 0.3 0.1 0.0 0.3 0.5 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.0 1.3 0.0 1.4 0.5 0.2 0.0 0.4 1.0 0.0 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 6.8 0.0 5.6 6.0 5.7 4.7 21.7 0.0 20.4 22.6 0.0 21.1 LnGrp LOS A A A A A A C A C C A C Approach Vol, veh/h 375 470 58 153 Approach Delay, s/veh 5.8 5.4 20.8 22.0 Approach LOS A A C C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.0 14.2 40.0 14.2 Change Period (Y+Rc), s 6.6 6.0 6.6 6.0 Max Green Setting (Gmax), s 33.4 29.0 33.4 29.0 Max Q Clear Time (g_c+I1), s 7.0 4.7 8.7 6.6 Green Ext Time (p_c), s 2.6 0.2 2.2 0.6 Intersection Summary HCM 6th Ctrl Delay 8.8 HCM 6th LOS A HCM 6th TWSC 13: W Garfield St & 29th Ave 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 10 Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 3 341 426 29 41 33 Future Vol, veh/h 3 341 426 29 41 33 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, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 2 0 Mvmt Flow 3 371 463 32 45 36 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 495 0 - 0 856 479 Stage 1 - - - - 479 - Stage 2 - - - - 377 - Critical Hdwy 4.1 - - - 6.42 6.2 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.2 - - - 3.518 3.3 Pot Cap-1 Maneuver 1079 - - - 328 591 Stage 1 - - - - 623 - Stage 2 - - - - 694 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1079 - - - 327 591 Mov Cap-2 Maneuver - - - - 327 - Stage 1 - - - - 621 - Stage 2 - - - - 694 - Approach EB WB SB HCM Control Delay, s 0.1 0 16 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1079 - - - 408 HCM Lane V/C Ratio 0.003 - - - 0.197 HCM Control Delay (s) 8.3 0 - - 16 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0 - - - 0.7 HCM 6th TWSC 16: 29th Ave & College St 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 11 Intersection Int Delay, s/veh 1.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 266 73 1 367 0 100 Future Vol, veh/h 266 73 1 367 0 100 Conflicting Peds, #/hr 0 11 11 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - Free - None - None Storage Length - 100 - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 87 87 87 87 87 87 Heavy Vehicles, % 2 1 0 2 0 0 Mvmt Flow 306 84 1 422 0 115 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - 317 0 - 317 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - 4.1 - - 6.2 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - 2.2 - - 3.3 Pot Cap-1 Maneuver - 0 1255 - 0 728 Stage 1 - 0 - - 0 - Stage 2 - 0 - - 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - - 1242 - - 720 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 10.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT WBL WBT Capacity (veh/h) 720 - 1242 - HCM Lane V/C Ratio 0.16 - 0.001 - HCM Control Delay (s) 10.9 - 7.9 - HCM Lane LOS B - A - HCM 95th %tile Q(veh) 0.6 - 0 - HCM 6th TWSC 17: 29th Ave & Technology Blvd 07/01/2021 Q Factor Industry 06/09/2021 Existing - PM Synchro 10 Report Page 12 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 3 1 5 5 1 10 1 30 1 1 35 3 Future Vol, veh/h 3 1 5 5 1 10 1 30 1 1 35 3 Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 3 0 Mvmt Flow 3 1 6 6 1 12 1 35 1 1 41 3 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 89 83 44 87 84 36 44 0 0 36 0 0 Stage 1 45 45 - 38 38 - - - - - - - Stage 2 44 38 - 49 46 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 901 811 1032 904 810 1042 1577 - - 1588 - - Stage 1 974 861 - 982 867 - - - - - - - Stage 2 975 867 - 969 861 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 888 809 1031 896 808 1042 1577 - - 1588 - - Mov Cap-2 Maneuver 888 809 - 896 808 - - - - - - - Stage 1 973 860 - 981 866 - - - - - - - Stage 2 962 866 - 960 860 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 8.8 8.8 0.2 0.2 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1577 - - 951 975 1588 - - HCM Lane V/C Ratio 0.001 - - 0.011 0.019 0.001 - - HCM Control Delay (s) 7.3 0 - 8.8 8.8 7.3 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0.1 0 - - APPENDIX C CAPACITY CALCULATIONS – DESIGN YEAR (2023) Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.0 A 0 0.0 A 0 WB 0.0 A 0 0.0 A 0 NB 9.8 A 1 10.9 B 1 Intersection 0.6 A --1.5 A -- EB 0.4 A 1 0.0 A 0 WB 0.0 A 0 0.0 A 0 SB 14.2 B 1 16.7 C 1 Intersection 0.4 A --1.0 A -- EB 0.4 A 1 0.1 A 0 WB 0.0 A 0 0.0 A 0 SB 13.7 B 1 16.5 C 1 Intersection 0.6 A --1.7 A -- EB 9.0 A 0 8.9 A 0 WB 8.8 A 0 9.1 A 1 NB 1.1 A 0 0.2 A 0 SB 4.5 A 1 0.8 A 0 Intersection 4.1 A --3.6 A -- EB 10.4 B 7 14.2 B 10 WB 9.9 A 6 16.2 B 10 NB 35.1 D 4 37.8 D 6 SB 32.7 C 1 34.1 C 3 Intersection 13.7 B --20.3 C -- EB 4.6 A 4 6.5 A 5 WB 4.2 A 4 6.1 A 5 NB 20.8 C 1 20.7 C 2 SB 22.4 C 3 22.1 C 3 Intersection 8.3 A --9.7 A -- EB 19.8 B 7 21.2 C 9 WB 19.9 B 6 22.3 C 8 NB 15.4 B 11 15.1 B 10 SB 15.1 B 9 18.6 B 12 Intersection 16.7 B --18.4 B -- EB 40.2 D 11 36.2 D 11 WB 31.9 C 2 32.9 C 2 NB 12.3 B 7 13.8 B 7 SB 18.7 B 7 21.4 C 11 Intersection 20.2 C --21.0 C -- EB 0.1 A 0 0.0 A 0 WB 0.0 A 0 0.0 A 0 SB 15.5 C 0 17.7 C 1 Intersection 0.1 A --0.5 A -- S 19th Avenue & W Garfield Street Intersection Control One-Way Stop-Control (SB) W Garfield Street & S 27th Avenue S 23rd Avenue/ Technology Blvd & W College Street Intersection Control Signalized S 19th Avenue & W College St Intersection Control Signalized S 29th Avenue & Technology Blvd Intersection Control Signalized Huffine Lane & W College Street Intersection Control Signalized Intersection Control One-Way Stop-Control (SB) S 29th Avenue & W Garfield Street Intersection Control Two-Way Stop-Control (NB/SB) S 29th Avenue & W College Street Intersection Control One-Way Stop-Control (SB) Research Drive & W Garfield St Intersection Approach Design Year (2023) AM Peak PM Peak Intersection Control One-Way Stop-Control (NB) Queues 3: W Garfield St & S 19th Ave 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 4 16 430 10 33 337 740 12 624 v/c Ratio 0.04 0.09 0.83 0.09 0.20 0.44 0.27 0.03 0.34 Control Delay 37.0 37.6 32.5 38.1 31.3 4.1 4.3 4.0 11.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.0 37.6 32.5 38.1 31.3 4.1 4.3 4.0 11.7 Queue Length 50th (ft) 2 8 142 5 12 28 46 1 85 Queue Length 95th (ft) 12 29 264 21 41 94 153 6 175 Internal Link Dist (ft) 813 206 665 1202 Turn Bay Length (ft) 150 150 90 225 250 Base Capacity (vph) 335 572 778 385 512 966 2713 589 1855 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.03 0.55 0.03 0.06 0.35 0.27 0.02 0.34 Intersection Summary HCM 6th Signalized Intersection Summary 3: W Garfield St & S 19th Ave 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 4 15 396 9 21 9 310 680 1 11 540 34 Future Volume (veh/h) 4 15 396 9 21 9 310 680 1 11 540 34 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1409 1750 1723 1600 1668 1600 1750 1723 1750 1627 1723 1695 Adj Flow Rate, veh/h 4 16 430 10 23 10 337 739 1 12 587 37 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 25 0 2 11 6 11 0 2 0 9 2 4 Cap, veh/h 324 431 530 275 270 118 570 2006 3 416 1534 97 Arrive On Green 0.25 0.25 0.25 0.25 0.25 0.25 0.12 0.60 0.60 0.01 0.49 0.49 Sat Flow, veh/h 1123 1750 1435 876 1097 477 1667 3354 5 1550 3122 196 Grp Volume(v), veh/h 4 16 430 10 0 33 337 361 379 12 307 317 Grp Sat Flow(s),veh/h/ln 1123 1750 1435 876 0 1574 1667 1637 1722 1550 1637 1682 Q Serve(g_s), s 0.3 0.8 27.0 1.0 0.0 1.8 10.3 12.4 12.4 0.4 12.9 12.9 Cycle Q Clear(g_c), s 2.1 0.8 27.0 1.7 0.0 1.8 10.3 12.4 12.4 0.4 12.9 12.9 Prop In Lane 1.00 1.00 1.00 0.30 1.00 0.00 1.00 0.12 Lane Grp Cap(c), veh/h 324 431 530 275 0 388 570 979 1030 416 804 827 V/C Ratio(X) 0.01 0.04 0.81 0.04 0.00 0.09 0.59 0.37 0.37 0.03 0.38 0.38 Avail Cap(c_a), veh/h 324 431 530 275 0 388 872 979 1030 564 804 827 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.6 31.4 31.3 32.0 0.0 31.8 11.1 11.4 11.4 13.5 17.4 17.5 Incr Delay (d2), s/veh 0.0 0.0 9.3 0.1 0.0 0.1 1.0 1.1 1.0 0.0 1.4 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.3 11.5 0.2 0.0 0.7 3.5 4.4 4.6 0.1 4.9 5.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.6 31.4 40.6 32.1 0.0 31.9 12.1 12.4 12.4 13.5 18.8 18.8 LnGrp LOS C C D C A C B B B B B B Approach Vol, veh/h 450 43 1077 636 Approach Delay, s/veh 40.2 31.9 12.3 18.7 Approach LOS D C B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.5 72.0 33.0 16.2 60.3 33.0 Change Period (Y+Rc), s 3.0 6.5 6.0 3.0 6.5 6.0 Max Green Setting (Gmax), s 12.0 65.5 27.0 33.0 44.5 27.0 Max Q Clear Time (g_c+I1), s 2.4 14.4 29.0 12.3 14.9 3.8 Green Ext Time (p_c), s 0.0 4.8 0.0 0.9 3.8 0.2 Intersection Summary HCM 6th Ctrl Delay 20.2 HCM 6th LOS C Queues 6: S 19th Ave & W College St 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 67 178 96 61 155 46 123 682 68 513 v/c Ratio 0.15 0.52 0.16 0.14 0.45 0.08 0.26 0.56 0.17 0.50 Control Delay 15.7 32.5 3.8 15.7 31.5 1.0 12.6 23.1 12.2 24.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.7 32.5 3.8 15.7 31.5 1.0 12.6 23.1 12.2 24.3 Queue Length 50th (ft) 17 68 0 16 59 0 25 126 13 93 Queue Length 95th (ft) 50 154 26 47 137 5 78 263 48 202 Internal Link Dist (ft) 1121 600 1202 772 Turn Bay Length (ft) 300 300 175 175 450 325 Base Capacity (vph) 498 907 875 507 943 664 664 1827 509 1395 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.20 0.11 0.12 0.16 0.07 0.19 0.37 0.13 0.37 Intersection Summary HCM 6th Signalized Intersection Summary 6: S 19th Ave & W College St 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 62 164 88 56 143 42 113 569 59 63 442 30 Future Volume (veh/h) 62 164 88 56 143 42 113 569 59 63 442 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.97 1.00 0.97 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1682 1723 1750 1736 1723 1723 1709 1695 1723 1723 1750 Adj Flow Rate, veh/h 67 178 96 61 155 46 123 618 64 68 480 33 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 5 2 0 1 2 2 3 4 2 2 0 Cap, veh/h 358 344 397 333 350 368 443 1077 111 363 1075 74 Arrive On Green 0.06 0.20 0.20 0.05 0.20 0.20 0.07 0.36 0.36 0.06 0.35 0.35 Sat Flow, veh/h 1641 1682 1416 1667 1736 1414 1641 2962 306 1641 3101 213 Grp Volume(v), veh/h 67 178 96 61 155 46 123 338 344 68 253 260 Grp Sat Flow(s),veh/h/ln 1641 1682 1416 1667 1736 1414 1641 1624 1644 1641 1637 1677 Q Serve(g_s), s 1.9 5.6 3.1 1.7 4.6 1.5 2.8 9.9 10.0 1.5 7.1 7.1 Cycle Q Clear(g_c), s 1.9 5.6 3.1 1.7 4.6 1.5 2.8 9.9 10.0 1.5 7.1 7.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.19 1.00 0.13 Lane Grp Cap(c), veh/h 358 344 397 333 350 368 443 591 598 363 567 581 V/C Ratio(X) 0.19 0.52 0.24 0.18 0.44 0.13 0.28 0.57 0.57 0.19 0.45 0.45 Avail Cap(c_a), veh/h 597 1059 1000 581 1094 974 930 1080 1094 601 813 833 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 17.2 21.0 16.6 17.4 20.8 16.9 11.3 15.2 15.2 11.8 15.0 15.0 Incr Delay (d2), s/veh 0.3 1.2 0.3 0.3 0.9 0.2 0.3 0.9 0.9 0.2 0.5 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 2.1 1.0 0.6 1.9 0.5 0.9 3.2 3.3 0.5 2.3 2.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.5 22.2 16.9 17.6 21.7 17.0 11.6 16.1 16.1 12.0 15.5 15.5 LnGrp LOS B C B B C B B B B B B B Approach Vol, veh/h 341 262 805 581 Approach Delay, s/veh 19.8 19.9 15.4 15.1 Approach LOS B B B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.4 28.1 6.2 18.7 7.4 27.1 6.3 18.6 Change Period (Y+Rc), s 3.0 6.5 3.0 6.6 3.0 6.5 3.0 6.6 Max Green Setting (Gmax), s 12.0 39.5 12.0 37.4 22.0 29.5 12.0 37.4 Max Q Clear Time (g_c+I1), s 3.5 12.0 3.7 7.6 4.8 9.1 3.9 6.6 Green Ext Time (p_c), s 0.1 4.2 0.1 1.3 0.3 2.8 0.1 1.1 Intersection Summary HCM 6th Ctrl Delay 16.7 HCM 6th LOS B Queues 8: College St & Huffine Ln 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 5 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 11 630 303 41 502 195 21 15 5 7 v/c Ratio 0.02 0.35 0.27 0.08 0.27 0.42 0.11 0.08 0.03 0.03 Control Delay 5.1 10.9 1.2 5.0 9.1 32.3 22.7 26.2 34.8 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.1 10.9 1.2 5.0 9.1 32.3 22.7 26.2 34.8 0.2 Queue Length 50th (ft) 1 72 0 4 35 40 4 6 2 0 Queue Length 95th (ft) 9 173 24 21 130 84 25 19 13 0 Internal Link Dist (ft) 597 756 206 142 Turn Bay Length (ft) 270 370 390 550 150 90 Base Capacity (vph) 722 1815 1203 620 1894 727 546 582 666 363 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.35 0.25 0.07 0.27 0.27 0.04 0.03 0.01 0.02 Intersection Summary HCM 6th Signalized Intersection Summary 8: College St & Huffine Ln 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 580 279 38 454 8 179 10 9 14 5 6 Future Volume (veh/h) 10 580 279 38 454 8 179 10 9 14 5 6 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1695 1709 1695 1682 1750 1750 1477 1600 1750 1477 1750 Adj Flow Rate, veh/h 11 630 303 41 493 9 195 11 10 15 5 7 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 4 3 4 5 0 0 20 11 0 20 0 Cap, veh/h 539 1673 864 395 1747 32 287 116 106 209 87 106 Arrive On Green 0.01 0.52 0.52 0.04 0.54 0.54 0.09 0.16 0.16 0.02 0.06 0.06 Sat Flow, veh/h 1667 3221 1416 1615 3210 59 3233 713 648 1667 1477 1462 Grp Volume(v), veh/h 11 630 303 41 245 257 195 0 21 15 5 7 Grp Sat Flow(s),veh/h/ln 1667 1611 1416 1615 1598 1671 1617 0 1360 1667 1477 1462 Q Serve(g_s), s 0.2 8.8 8.0 0.8 6.2 6.2 4.4 0.0 1.0 0.6 0.2 0.3 Cycle Q Clear(g_c), s 0.2 8.8 8.0 0.8 6.2 6.2 4.4 0.0 1.0 0.6 0.2 0.3 Prop In Lane 1.00 1.00 1.00 0.04 1.00 0.48 1.00 1.00 Lane Grp Cap(c), veh/h 539 1673 864 395 869 909 287 0 222 209 87 106 V/C Ratio(X) 0.02 0.38 0.35 0.10 0.28 0.28 0.68 0.00 0.09 0.07 0.06 0.07 Avail Cap(c_a), veh/h 782 1673 864 592 869 909 668 0 478 690 618 632 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 8.4 10.8 7.3 7.8 9.2 9.2 33.2 0.0 26.7 32.3 33.4 32.4 Incr Delay (d2), s/veh 0.0 0.6 1.1 0.1 0.8 0.8 2.8 0.0 0.2 0.1 0.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 2.8 2.4 0.2 2.0 2.1 1.8 0.0 0.3 0.3 0.1 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 8.4 11.4 8.4 7.9 10.0 10.0 36.0 0.0 26.9 32.4 33.6 32.7 LnGrp LOS A B A A B A D A C C C C Approach Vol, veh/h 944 543 216 27 Approach Delay, s/veh 10.4 9.9 35.1 32.7 Approach LOS B A D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 4.0 47.8 4.3 18.9 5.9 46.0 12.2 11.0 Change Period (Y+Rc), s 3.0 * 7 3.0 6.6 3.0 * 7 5.5 6.6 Max Green Setting (Gmax), s 12.0 * 39 23.0 26.4 12.0 * 39 15.5 31.4 Max Q Clear Time (g_c+I1), s 2.2 8.2 2.6 3.0 2.8 10.8 6.4 2.3 Green Ext Time (p_c), s 0.0 2.9 0.0 0.1 0.0 5.6 0.4 0.0 Intersection Summary HCM 6th Ctrl Delay 13.7 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC 9: W Garfield St & Research Dr 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 7 Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 23 407 368 45 5 5 Future Vol, veh/h 23 407 368 45 5 5 Conflicting Peds, #/hr 2 0 0 2 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 2 0 2 0 0 Mvmt Flow 25 442 400 49 5 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 451 0 - 0 919 427 Stage 1 - - - - 427 - Stage 2 - - - - 492 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 1120 - - - 304 632 Stage 1 - - - - 662 - Stage 2 - - - - 619 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1118 - - - 296 631 Mov Cap-2 Maneuver - - - - 296 - Stage 1 - - - - 646 - Stage 2 - - - - 618 - Approach EB WB SB HCM Control Delay, s 0.4 0 14.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1118 - - - 403 HCM Lane V/C Ratio 0.022 - - - 0.027 HCM Control Delay (s) 8.3 - - - 14.2 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.1 - - - 0.1 Queues 11: Technology Blvd/S 23rd Ave & College St/W College St 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 8 Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 33 257 40 204 71 1 20 92 56 v/c Ratio 0.04 0.23 0.06 0.18 0.07 0.00 0.07 0.40 0.18 Control Delay 6.6 6.8 6.7 6.7 2.5 17.0 14.0 25.8 12.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.6 6.8 6.7 6.7 2.5 17.0 14.0 25.8 12.5 Queue Length 50th (ft) 4 32 5 25 0 0 3 28 8 Queue Length 95th (ft) 19 98 22 79 17 3 17 61 31 Internal Link Dist (ft) 1930 1121 811 851 Turn Bay Length (ft) 150 280 280 100 130 Base Capacity (vph) 748 1121 704 1164 1010 608 724 631 786 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.23 0.06 0.18 0.07 0.00 0.03 0.15 0.07 Intersection Summary HCM 6th Signalized Intersection Summary 11: Technology Blvd/S 23rd Ave & College St/W College St 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 220 17 37 188 65 1 10 8 85 25 27 Future Volume (veh/h) 30 220 17 37 188 65 1 10 8 85 25 27 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.97 0.99 0.99 0.99 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1682 1750 1750 1723 1750 1750 1750 1477 1750 1750 1750 Adj Flow Rate, veh/h 33 239 18 40 204 71 1 11 9 92 27 29 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 5 0 0 2 0 0 0 20 0 0 0 Cap, veh/h 796 984 74 787 1100 920 257 107 87 291 91 98 Arrive On Green 0.64 0.64 0.64 0.64 0.64 0.64 0.12 0.12 0.12 0.12 0.12 0.12 Sat Flow, veh/h 1116 1541 116 1135 1723 1440 1355 885 724 1398 752 808 Grp Volume(v), veh/h 33 0 257 40 204 71 1 0 20 92 0 56 Grp Sat Flow(s),veh/h/ln 1116 0 1657 1135 1723 1440 1355 0 1609 1398 0 1560 Q Serve(g_s), s 0.7 0.0 3.5 0.8 2.5 1.0 0.0 0.0 0.6 3.3 0.0 1.7 Cycle Q Clear(g_c), s 3.2 0.0 3.5 4.3 2.5 1.0 1.7 0.0 0.6 3.9 0.0 1.7 Prop In Lane 1.00 0.07 1.00 1.00 1.00 0.45 1.00 0.52 Lane Grp Cap(c), veh/h 796 0 1058 787 1100 920 257 0 194 291 0 188 V/C Ratio(X) 0.04 0.00 0.24 0.05 0.19 0.08 0.00 0.00 0.10 0.32 0.00 0.30 Avail Cap(c_a), veh/h 796 0 1058 787 1100 920 845 0 892 897 0 865 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 4.5 0.0 4.0 5.0 3.9 3.6 21.8 0.0 20.5 22.2 0.0 21.0 Incr Delay (d2), s/veh 0.1 0.0 0.5 0.1 0.4 0.2 0.0 0.0 0.2 0.6 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.0 0.9 0.2 0.7 0.2 0.0 0.0 0.2 1.0 0.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 4.6 0.0 4.6 5.1 4.3 3.8 21.8 0.0 20.7 22.8 0.0 21.8 LnGrp LOS A A A A A A C A C C A C Approach Vol, veh/h 290 315 21 148 Approach Delay, s/veh 4.6 4.2 20.8 22.4 Approach LOS A A C C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.0 12.3 40.0 12.3 Change Period (Y+Rc), s 6.6 6.0 6.6 6.0 Max Green Setting (Gmax), s 33.4 29.0 33.4 29.0 Max Q Clear Time (g_c+I1), s 6.3 3.7 5.5 5.9 Green Ext Time (p_c), s 1.6 0.1 1.7 0.5 Intersection Summary HCM 6th Ctrl Delay 8.3 HCM 6th LOS A HCM 6th TWSC 13: W Garfield St & 29th Ave 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 10 Intersection Int Delay, s/veh 0.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 21 438 280 43 12 11 Future Vol, veh/h 21 438 280 43 12 11 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, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 2 0 0 0 0 Mvmt Flow 23 476 304 47 13 12 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 351 0 - 0 850 328 Stage 1 - - - - 328 - Stage 2 - - - - 522 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 1219 - - - 334 718 Stage 1 - - - - 734 - Stage 2 - - - - 599 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1219 - - - 325 718 Mov Cap-2 Maneuver - - - - 325 - Stage 1 - - - - 715 - Stage 2 - - - - 599 - Approach EB WB SB HCM Control Delay, s 0.4 0 13.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1219 - - - 440 HCM Lane V/C Ratio 0.019 - - - 0.057 HCM Control Delay (s) 8 0 - - 13.7 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.2 HCM 6th TWSC 16: 29th Ave & College St 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 11 Intersection Int Delay, s/veh 0.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 240 75 0 198 0 30 Future Vol, veh/h 240 75 0 198 0 30 Conflicting Peds, #/hr 0 12 12 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - Free - None - None Storage Length - 100 - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 4 2 0 2 0 0 Mvmt Flow 261 82 0 215 0 33 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - - 261 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.2 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.3 Pot Cap-1 Maneuver - 0 0 - 0 783 Stage 1 - 0 0 - 0 - Stage 2 - 0 0 - 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - - 783 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 9.8 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT WBT Capacity (veh/h) 783 - - HCM Lane V/C Ratio 0.042 - - HCM Control Delay (s) 9.8 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - - HCM 6th TWSC 17: 29th Ave & Technology Blvd 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 12 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 2 2 0 5 4 17 5 42 22 4 Future Vol, veh/h 0 1 2 2 0 5 4 17 5 42 22 4 Conflicting Peds, #/hr 3 0 0 0 0 3 1 0 1 1 0 1 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - 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 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 Mvmt Flow 0 1 2 2 0 5 4 18 5 46 24 4 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 153 151 27 150 151 25 29 0 0 24 0 0 Stage 1 119 119 - 30 30 - - - - - - - Stage 2 34 32 - 120 121 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 819 744 1054 822 744 1057 1597 - - 1604 - - Stage 1 890 801 - 992 874 - - - - - - - Stage 2 987 872 - 889 800 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 792 719 1053 799 719 1053 1595 - - 1602 - - Mov Cap-2 Maneuver 792 719 - 799 719 - - - - - - - Stage 1 886 777 - 988 871 - - - - - - - Stage 2 976 869 - 860 776 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9 8.8 1.1 4.5 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1595 - - 912 965 1602 - - HCM Lane V/C Ratio 0.003 - - 0.004 0.008 0.028 - - HCM Control Delay (s) 7.3 0 - 9 8.8 7.3 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0 0.1 - - HCM 6th TWSC 24: W Garfield St & Site Access 07/01/2021 Q Factor Industry 06/09/2021 Future - AM Synchro 10 Report Page 13 Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 8 442 345 28 4 1 Future Vol, veh/h 8 442 345 28 4 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 9 480 375 30 4 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 405 0 - 0 888 390 Stage 1 - - - - 390 - Stage 2 - - - - 498 - 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 1154 - - - 314 658 Stage 1 - - - - 684 - Stage 2 - - - - 611 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1154 - - - 311 658 Mov Cap-2 Maneuver - - - - 311 - Stage 1 - - - - 679 - Stage 2 - - - - 611 - Approach EB WB SB HCM Control Delay, s 0.1 0 15.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1154 - - - 348 HCM Lane V/C Ratio 0.008 - - - 0.016 HCM Control Delay (s) 8.1 - - - 15.5 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0 Queues 3: W Garfield St & S 19th Ave 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 25 20 434 5 58 387 771 22 767 v/c Ratio 0.21 0.12 0.82 0.04 0.32 0.57 0.30 0.05 0.43 Control Delay 42.6 39.3 33.8 38.2 25.2 6.2 5.6 5.0 15.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.6 39.3 33.8 38.2 25.2 6.2 5.6 5.0 15.3 Queue Length 50th (ft) 13 10 170 3 12 36 50 2 121 Queue Length 95th (ft) 40 33 264 13 50 110 161 9 258 Internal Link Dist (ft) 813 206 665 1202 Turn Bay Length (ft) 150 150 90 225 250 Base Capacity (vph) 375 543 763 404 506 868 2532 590 1770 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.04 0.57 0.01 0.11 0.45 0.30 0.04 0.43 Intersection Summary HCM 6th Signalized Intersection Summary 3: W Garfield St & S 19th Ave 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 23 18 399 5 22 31 356 702 7 20 685 20 Future Volume (veh/h) 23 18 399 5 22 31 356 702 7 20 685 20 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.97 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1695 1750 1750 1750 1750 1709 1750 1736 1750 1750 1736 1750 Adj Flow Rate, veh/h 25 20 434 5 24 34 387 763 8 22 745 22 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 4 0 0 0 0 3 0 1 0 0 1 0 Cap, veh/h 350 428 562 289 159 225 526 1983 21 437 1558 46 Arrive On Green 0.24 0.24 0.24 0.24 0.24 0.24 0.14 0.59 0.59 0.02 0.48 0.48 Sat Flow, veh/h 1323 1750 1458 951 649 920 1667 3343 35 1667 3271 97 Grp Volume(v), veh/h 25 20 434 5 0 58 387 376 395 22 376 391 Grp Sat Flow(s),veh/h/ln 1323 1750 1458 951 0 1569 1667 1650 1729 1667 1650 1718 Q Serve(g_s), s 1.7 1.0 27.0 0.4 0.0 3.2 12.2 13.3 13.3 0.7 17.1 17.1 Cycle Q Clear(g_c), s 4.9 1.0 27.0 1.4 0.0 3.2 12.2 13.3 13.3 0.7 17.1 17.1 Prop In Lane 1.00 1.00 1.00 0.59 1.00 0.02 1.00 0.06 Lane Grp Cap(c), veh/h 350 428 562 289 0 384 526 978 1025 437 786 818 V/C Ratio(X) 0.07 0.05 0.77 0.02 0.00 0.15 0.74 0.38 0.38 0.05 0.48 0.48 Avail Cap(c_a), veh/h 350 428 562 289 0 384 792 978 1025 581 786 818 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.6 31.9 29.9 32.4 0.0 32.7 13.3 11.9 11.9 14.1 19.6 19.6 Incr Delay (d2), s/veh 0.1 0.0 6.5 0.0 0.0 0.2 2.0 1.1 1.1 0.0 2.1 2.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.4 11.1 0.1 0.0 1.3 4.3 4.8 5.0 0.3 6.6 6.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.7 31.9 36.4 32.5 0.0 32.9 15.3 13.0 12.9 14.1 21.7 21.6 LnGrp LOS C C D C A C B B B B C C Approach Vol, veh/h 479 63 1158 789 Approach Delay, s/veh 36.2 32.9 13.8 21.4 Approach LOS D C B C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.5 72.0 33.0 18.3 59.1 33.0 Change Period (Y+Rc), s 3.0 6.5 6.0 3.0 6.5 6.0 Max Green Setting (Gmax), s 12.0 65.5 27.0 33.0 44.5 27.0 Max Q Clear Time (g_c+I1), s 2.7 15.3 29.0 14.2 19.1 5.2 Green Ext Time (p_c), s 0.0 5.1 0.0 1.1 4.7 0.3 Intersection Summary HCM 6th Ctrl Delay 21.0 HCM 6th LOS C Queues 6: S 19th Ave & W College St 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 76 218 142 71 214 83 211 611 89 663 v/c Ratio 0.19 0.59 0.20 0.18 0.60 0.14 0.47 0.47 0.22 0.67 Control Delay 18.7 37.5 3.2 18.7 38.5 4.8 15.1 22.0 13.1 31.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.7 37.5 3.2 18.7 38.5 4.8 15.1 22.0 13.1 31.0 Queue Length 50th (ft) 24 98 0 22 98 0 52 121 20 153 Queue Length 95th (ft) 61 201 30 58 200 27 129 234 59 294 Internal Link Dist (ft) 1121 600 1202 772 Turn Bay Length (ft) 300 300 175 175 450 325 Base Capacity (vph) 449 860 865 457 851 654 590 1683 501 1263 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.25 0.16 0.16 0.25 0.13 0.36 0.36 0.18 0.52 Intersection Summary HCM 6th Signalized Intersection Summary 6: S 19th Ave & W College St 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 70 201 131 65 197 76 194 505 57 82 565 45 Future Volume (veh/h) 70 201 131 65 197 76 194 505 57 82 565 45 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.97 1.00 0.99 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1736 1750 1736 1750 1723 1736 1723 1709 1736 1750 Adj Flow Rate, veh/h 76 218 142 71 214 83 211 549 62 89 614 49 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 1 0 1 0 2 1 2 3 1 0 Cap, veh/h 310 361 464 302 354 386 421 1130 127 404 1007 80 Arrive On Green 0.06 0.21 0.21 0.06 0.20 0.20 0.11 0.38 0.38 0.06 0.33 0.33 Sat Flow, veh/h 1667 1750 1438 1667 1736 1442 1641 2986 336 1628 3087 246 Grp Volume(v), veh/h 76 218 142 71 214 83 211 303 308 89 328 335 Grp Sat Flow(s),veh/h/ln 1667 1750 1438 1667 1736 1442 1641 1650 1673 1628 1650 1683 Q Serve(g_s), s 2.3 7.2 4.8 2.1 7.2 2.9 5.0 9.0 9.0 2.3 10.7 10.8 Cycle Q Clear(g_c), s 2.3 7.2 4.8 2.1 7.2 2.9 5.0 9.0 9.0 2.3 10.7 10.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.20 1.00 0.15 Lane Grp Cap(c), veh/h 310 361 464 302 354 386 421 624 633 404 538 549 V/C Ratio(X) 0.25 0.60 0.31 0.24 0.60 0.21 0.50 0.48 0.49 0.22 0.61 0.61 Avail Cap(c_a), veh/h 525 1020 1006 520 1012 933 797 1016 1030 607 759 774 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.7 23.1 16.5 18.8 23.2 18.3 12.0 15.2 15.2 13.0 18.2 18.2 Incr Delay (d2), s/veh 0.4 1.6 0.4 0.4 1.7 0.3 0.9 0.6 0.6 0.3 1.1 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 2.9 1.5 0.8 3.0 0.9 1.6 3.0 3.0 0.7 3.7 3.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.1 24.7 16.8 19.2 24.8 18.6 12.9 15.8 15.8 13.3 19.3 19.3 LnGrp LOS B C B B C B B B B B B B Approach Vol, veh/h 436 368 822 752 Approach Delay, s/veh 21.2 22.3 15.1 18.6 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.0 30.8 6.6 19.8 10.3 27.4 6.7 19.7 Change Period (Y+Rc), s 3.0 6.5 3.0 6.6 3.0 6.5 3.0 6.6 Max Green Setting (Gmax), s 12.0 39.5 12.0 37.4 22.0 29.5 12.0 37.4 Max Q Clear Time (g_c+I1), s 4.3 11.0 4.1 9.2 7.0 12.8 4.3 9.2 Green Ext Time (p_c), s 0.1 3.7 0.1 1.7 0.5 3.5 0.1 1.6 Intersection Summary HCM 6th Ctrl Delay 18.4 HCM 6th LOS B Queues 8: College St & Huffine Ln 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 5 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 39 755 275 71 788 330 84 95 51 58 v/c Ratio 0.10 0.50 0.27 0.18 0.51 0.65 0.30 0.31 0.30 0.15 Control Delay 9.5 20.2 1.6 10.0 19.5 42.4 31.7 24.2 44.3 3.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.5 20.2 1.6 10.0 19.5 42.4 31.7 24.2 44.3 3.7 Queue Length 50th (ft) 9 168 0 17 172 92 35 37 28 0 Queue Length 95th (ft) 24 246 27 38 250 145 81 75 66 16 Internal Link Dist (ft) 597 756 206 142 Turn Bay Length (ft) 270 370 390 550 150 90 Base Capacity (vph) 464 1513 1055 468 1550 583 513 559 641 473 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.50 0.26 0.15 0.51 0.57 0.16 0.17 0.08 0.12 Intersection Summary HCM 6th Signalized Intersection Summary 8: College St & Huffine Ln 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 36 695 253 65 688 37 304 55 22 87 47 53 Future Volume (veh/h) 36 695 253 65 688 37 304 55 22 87 47 53 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1709 1723 1736 1723 1736 1750 1723 1695 1682 1750 1723 1750 Adj Flow Rate, veh/h 39 755 275 71 748 40 330 60 24 95 51 58 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 3 2 1 2 1 0 2 4 5 0 2 0 Cap, veh/h 366 1538 883 337 1537 82 417 202 81 314 145 178 Arrive On Green 0.04 0.47 0.47 0.05 0.48 0.48 0.13 0.18 0.18 0.07 0.08 0.08 Sat Flow, veh/h 1628 3273 1468 1641 3185 170 3183 1147 459 1667 1723 1483 Grp Volume(v), veh/h 39 755 275 71 387 401 330 0 84 95 51 58 Grp Sat Flow(s),veh/h/ln 1628 1637 1468 1641 1650 1705 1591 0 1606 1667 1723 1483 Q Serve(g_s), s 1.0 13.2 7.6 1.8 13.2 13.2 8.3 0.0 3.8 4.2 2.3 3.0 Cycle Q Clear(g_c), s 1.0 13.2 7.6 1.8 13.2 13.2 8.3 0.0 3.8 4.2 2.3 3.0 Prop In Lane 1.00 1.00 1.00 0.10 1.00 0.29 1.00 1.00 Lane Grp Cap(c), veh/h 366 1538 883 337 796 823 417 0 283 314 145 178 V/C Ratio(X) 0.11 0.49 0.31 0.21 0.49 0.49 0.79 0.00 0.30 0.30 0.35 0.33 Avail Cap(c_a), veh/h 543 1538 883 494 796 823 594 0 511 661 652 614 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.3 15.2 8.1 11.2 14.5 14.5 35.0 0.0 29.7 31.6 35.9 33.4 Incr Delay (d2), s/veh 0.1 1.1 0.9 0.3 2.1 2.1 4.7 0.0 0.6 0.5 1.4 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 4.6 2.4 0.6 4.8 5.0 3.4 0.0 1.5 1.7 1.0 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.5 16.3 9.0 11.6 16.6 16.6 39.7 0.0 30.3 32.1 37.3 34.5 LnGrp LOS B B A B B B D A C C D C Approach Vol, veh/h 1069 859 414 204 Approach Delay, s/veh 14.2 16.2 37.8 34.1 Approach LOS B B D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.0 47.1 8.7 21.3 7.0 46.0 16.4 13.6 Change Period (Y+Rc), s 3.0 * 7 3.0 6.6 3.0 * 7 5.5 6.6 Max Green Setting (Gmax), s 12.0 * 39 23.0 26.4 12.0 * 39 15.5 31.4 Max Q Clear Time (g_c+I1), s 3.0 15.2 6.2 5.8 3.8 15.2 10.3 5.0 Green Ext Time (p_c), s 0.0 4.8 0.2 0.3 0.1 6.2 0.5 0.4 Intersection Summary HCM 6th Ctrl Delay 20.3 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC 9: W Garfield St & Research Dr 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 7 Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 2 410 453 8 30 28 Future Vol, veh/h 2 410 453 8 30 28 Conflicting Peds, #/hr 1 0 0 1 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 2 456 503 9 33 31 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 513 0 - 0 969 509 Stage 1 - - - - 509 - Stage 2 - - - - 460 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 1063 - - - 284 568 Stage 1 - - - - 608 - Stage 2 - - - - 640 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1062 - - - 283 567 Mov Cap-2 Maneuver - - - - 283 - Stage 1 - - - - 606 - Stage 2 - - - - 639 - Approach EB WB SB HCM Control Delay, s 0 0 16.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1062 - - - 373 HCM Lane V/C Ratio 0.002 - - - 0.173 HCM Control Delay (s) 8.4 - - - 16.7 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.6 Queues 11: Technology Blvd/S 23rd Ave & College St/W College St 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 8 Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 59 330 10 348 134 18 77 93 67 v/c Ratio 0.09 0.28 0.02 0.30 0.13 0.08 0.25 0.43 0.21 Control Delay 6.6 7.0 6.2 7.2 1.9 19.1 13.9 26.8 9.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.6 7.0 6.2 7.2 1.9 19.1 13.9 26.8 9.8 Queue Length 50th (ft) 7 45 1 49 0 5 12 28 4 Queue Length 95th (ft) 26 112 7 119 20 18 39 61 28 Internal Link Dist (ft) 1930 1121 811 851 Turn Bay Length (ft) 150 280 280 100 130 Base Capacity (vph) 640 1161 652 1151 999 631 826 615 806 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.28 0.02 0.30 0.13 0.03 0.09 0.15 0.08 Intersection Summary HCM 6th Signalized Intersection Summary 11: Technology Blvd/S 23rd Ave & College St/W College St 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 52 289 2 9 306 118 16 36 32 82 12 47 Future Volume (veh/h) 52 289 2 9 306 118 16 36 32 82 12 47 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.97 0.98 0.95 0.98 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1736 1750 1750 1723 1750 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 59 328 2 10 348 134 18 41 36 93 14 53 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 Percent Heavy Veh, % 0 1 0 0 2 0 0 0 0 0 0 0 Cap, veh/h 591 1035 6 668 1035 863 307 145 127 301 54 205 Arrive On Green 0.60 0.60 0.60 0.60 0.60 0.60 0.17 0.17 0.17 0.17 0.17 0.17 Sat Flow, veh/h 924 1724 11 1062 1723 1436 1327 837 735 1316 313 1186 Grp Volume(v), veh/h 59 0 330 10 348 134 18 0 77 93 0 67 Grp Sat Flow(s),veh/h/ln 924 0 1734 1062 1723 1436 1327 0 1572 1316 0 1499 Q Serve(g_s), s 1.9 0.0 5.2 0.3 5.6 2.3 0.7 0.0 2.4 3.7 0.0 2.2 Cycle Q Clear(g_c), s 7.5 0.0 5.2 5.5 5.6 2.3 2.8 0.0 2.4 6.0 0.0 2.2 Prop In Lane 1.00 0.01 1.00 1.00 1.00 0.47 1.00 0.79 Lane Grp Cap(c), veh/h 591 0 1042 668 1035 863 307 0 272 301 0 259 V/C Ratio(X) 0.10 0.00 0.32 0.01 0.34 0.16 0.06 0.00 0.28 0.31 0.00 0.26 Avail Cap(c_a), veh/h 591 0 1042 668 1035 863 770 0 820 760 0 782 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 7.4 0.0 5.5 6.8 5.6 4.9 21.1 0.0 20.0 22.6 0.0 19.9 Incr Delay (d2), s/veh 0.3 0.0 0.8 0.0 0.9 0.4 0.1 0.0 0.6 0.6 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.0 1.6 0.1 1.7 0.6 0.2 0.0 0.8 1.1 0.0 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 7.8 0.0 6.3 6.9 6.4 5.3 21.2 0.0 20.6 23.2 0.0 20.4 LnGrp LOS A A A A A A C A C C A C Approach Vol, veh/h 389 492 95 160 Approach Delay, s/veh 6.5 6.1 20.7 22.1 Approach LOS A A C C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.0 15.6 40.0 15.6 Change Period (Y+Rc), s 6.6 6.0 6.6 6.0 Max Green Setting (Gmax), s 33.4 29.0 33.4 29.0 Max Q Clear Time (g_c+I1), s 7.6 4.8 9.5 8.0 Green Ext Time (p_c), s 2.7 0.4 2.3 0.6 Intersection Summary HCM 6th Ctrl Delay 9.7 HCM 6th LOS A HCM 6th TWSC 13: W Garfield St & 29th Ave 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 10 Intersection Int Delay, s/veh 1.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 3 356 443 30 43 52 Future Vol, veh/h 3 356 443 30 43 52 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, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 2 0 Mvmt Flow 3 387 482 33 47 57 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 515 0 - 0 892 499 Stage 1 - - - - 499 - Stage 2 - - - - 393 - Critical Hdwy 4.1 - - - 6.42 6.2 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.2 - - - 3.518 3.3 Pot Cap-1 Maneuver 1061 - - - 312 576 Stage 1 - - - - 610 - Stage 2 - - - - 682 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1061 - - - 311 576 Mov Cap-2 Maneuver - - - - 311 - Stage 1 - - - - 608 - Stage 2 - - - - 682 - Approach EB WB SB HCM Control Delay, s 0.1 0 16.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1061 - - - 416 HCM Lane V/C Ratio 0.003 - - - 0.248 HCM Control Delay (s) 8.4 0 - - 16.5 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0 - - - 1 HCM 6th TWSC 16: 29th Ave & College St 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 11 Intersection Int Delay, s/veh 1.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 277 81 0 382 0 104 Future Vol, veh/h 277 81 0 382 0 104 Conflicting Peds, #/hr 0 11 11 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - Free - None - None Storage Length - 100 - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 87 87 87 87 87 87 Heavy Vehicles, % 2 1 0 2 0 0 Mvmt Flow 318 93 0 439 0 120 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - - 318 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.2 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.3 Pot Cap-1 Maneuver - 0 0 - 0 727 Stage 1 - 0 0 - 0 - Stage 2 - 0 0 - 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - - 727 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 10.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT WBT Capacity (veh/h) 727 - - HCM Lane V/C Ratio 0.164 - - HCM Control Delay (s) 10.9 - - HCM Lane LOS B - - HCM 95th %tile Q(veh) 0.6 - - HCM 6th TWSC 17: 29th Ave & Technology Blvd 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 12 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 3 1 5 23 1 10 1 31 1 5 36 3 Future Vol, veh/h 3 1 5 23 1 10 1 31 1 5 36 3 Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 3 0 Mvmt Flow 3 1 6 27 1 12 1 36 1 6 42 3 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 101 95 45 99 96 37 45 0 0 37 0 0 Stage 1 56 56 - 39 39 - - - - - - - Stage 2 45 39 - 60 57 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 885 799 1031 888 798 1041 1576 - - 1587 - - Stage 1 961 852 - 981 866 - - - - - - - Stage 2 974 866 - 957 851 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 871 795 1030 878 794 1041 1576 - - 1587 - - Mov Cap-2 Maneuver 871 795 - 878 794 - - - - - - - Stage 1 960 849 - 980 865 - - - - - - - Stage 2 961 865 - 946 848 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 8.9 9.1 0.2 0.8 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1576 - - 942 917 1587 - - HCM Lane V/C Ratio 0.001 - - 0.011 0.043 0.004 - - HCM Control Delay (s) 7.3 0 - 8.9 9.1 7.3 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0.1 0 - - HCM 6th TWSC 25: W Garfield St & Site Access 07/02/2021 Q Factor Industry 06/09/2021 Future - PM Synchro 10 Report Page 13 Intersection Int Delay, s/veh 0.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 397 475 6 23 5 Future Vol, veh/h 1 397 475 6 23 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 432 516 7 25 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 523 0 - 0 954 520 Stage 1 - - - - 520 - Stage 2 - - - - 434 - 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 1043 - - - 287 556 Stage 1 - - - - 597 - Stage 2 - - - - 653 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1043 - - - 287 556 Mov Cap-2 Maneuver - - - - 287 - Stage 1 - - - - 596 - Stage 2 - - - - 653 - Approach EB WB SB HCM Control Delay, s 0 0 17.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1043 - - - 314 HCM Lane V/C Ratio 0.001 - - - 0.097 HCM Control Delay (s) 8.5 - - - 17.7 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.3