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Home My WebLink AboutThe Northern - SDP Traffic Impact StudyThe Northern Traffic Impact Study Prepared for submittal to: for: Drake Building & Development by: 406 Traffic & Transportation Consulting P.O. Box 249 Bozeman, MT 59771 406.922.7300 October 2025 The Northern Traffic Impact Study October 2025 i TABLE OF CONTENTS 1 Introduction .................................................................................................................................................... 1 1.1 Project Location and Study Area..................................................................................................... 1 1.2 Project Description .......................................................................................................................... 1 1.3 Analysis Methods and References.................................................................................................. 1 2 Existing and Base Conditions ........................................................................................................................ 4 2.1 Streets and Intersections ................................................................................................................ 4 2.2 Historical and Existing Traffic Volumes ........................................................................................... 5 3 Trip Generation and Distribution .................................................................................................................... 8 3.1 Trip Generation ............................................................................................................................... 8 3.2 Trip Distribution and Assignment .................................................................................................... 9 4 Traffic Analysis Results ............................................................................................................................... 12 4.1 Traffic Calming Needs .................................................................................................................. 12 4.2 Intersection LOS and Delay .......................................................................................................... 13 4.3 Alley Access .................................................................................................................................. 14 5 Crash Analysis ............................................................................................................................................. 16 LIST OF EXHIBITS 1. Overall Site Location and Study Intersections ................................................................................................ 2 2. Site Plan ......................................................................................................................................................... 3 3. Intersection LOS Criteria ................................................................................................................................ 3 4. Existing Road and Intersection Basics ............................................................................................................ 6 5. Historical Daily Traffic Volume ........................................................................................................................ 7 6. Existing Traffic Volume ................................................................................................................................... 8 7. Trip Generation ............................................................................................................................................... 9 8. Distribution Percentages for New Project Trips ............................................................................................ 10 9. Assignment of New Project Trips .................................................................................................................. 11 10. Total Traffic Volumes with the Project .......................................................................................................... 12 11. Local Street Daily Traffic Comparison .......................................................................................................... 13 12. Peak Hour Intersection LOS and Delay Summary ........................................................................................ 13 13. Alley Access ................................................................................................................................................. 14 14. Crash History Analysis Results ..................................................................................................................... 17 The Northern Traffic Impact Study October 2025 ii APPENDICES A: Raw Traffic Count Data B: Intersection Analysis Software Output Cover Imagery Upper: Excerpt from SW corner perspective (conceptual only), by Element Design Works, 2/7/25 Lower: Excerpt from civil site plan (conceptual only), by Incline Civil, 10/25/24 The Northern Traffic Impact Study October 2025 1 1 INTRODUCTION This report documents the Traffic Impact Study (TIS) conducted for a new apartment building with limited ground floor retail space near downtown Bozeman, as required by Bozeman Municipal Code (BMC), Section 38.220.060.11, parts g through i. It will have parking on-site for both the residential and retail elements and will replace a small existing retail land use on the property. 1.1 PROJECT LOCATION AND STUDY AREA The overall subdivision site location is shown in Exhibit 1 along with a map of the intersections studied. The study intersections are: 1. 7th Avenue at Lamme Street 2. 7th Avenue at the alley between Lamme and Mendenhall Streets (“Alley”) 3. 7th Avenue at Mendenhall Street 4. 5th Avenue at Lamme Street 5. 5th Avenue at Mendenhall Street From here forward in the body of this report, existing intersections are generally referred to only by their distinguishing street names (e.g., 7th at Lamme) for the sake of brevity. While 7th Avenue carries the “I-90 Business” route designation in this project’s study area, it’s referred to as 7th Avenue (or 7th) here. No new intersections or street access points (driveways) will be created as part of this project. The existing alley access point for the current site will be relocated to the west, closer to 7th Avenue. The existing 7th Avenue access will be permanently removed, and the existing Mendenhall access point will remain and be used by The Northern. 1.2 PROJECT DESCRIPTION The site is currently used by a retail store with off-street surface parking. It was open throughout this traffic study, including during the time field counts were collected. The building that will replace it will include 81 dwelling units on 6 floors over a projected 3,666 square foot ground-floor retail space, with a rooftop amenity/outdoor deck area for the exclusive use of residents. The retail space does not yet have a specific use identified at this stage in project planning, but the applicants believe that its traffic-generating characteristics could be conservatively estimated to resemble those of a fast-food or quick-service restaurant. A boutique grocery market or collection of small food counters are two possibilities, but a full coffee shop is not under consideration. In either case, it is expected to have limited reach and be organized to cater primarily to building residents. Parking will be provided on the site, and the building’s service and delivery access will be from either the existing alley behind the building or the Mendenhall entrance. On-street parking on Mendenhall may be used by some retail customers. Exhibit 2 shows the site plan, in the form of the Ground Floor Plan. 1.3 ANALYSIS METHODS AND REFERENCES Trip generation rates, or equations as applicable, are sourced from the Institute of Transportation Engineers (ITE) Trip Generation package’s 11th edition. ITE trip generation data, when aggregated across enough varied sites, produce both simple average rates and best-fit equations, either linear or logarithmic, to help the analyst derive proper estimates for their situation. Equations are generally preferred over rates, especially for larger sites where trip generation per unit of land use can diminish with increasing project size. General ITE guidance calls for the use of the fitted curve equation when the data set for the land use type in question is comprised of studies from 20 or more separate sites and when the equation produces a correlation coefficient (R2) of 0.75 or The Northern Traffic Impact Study October 2025 2 higher, with 1.0 being the best possible fit. For the residential part of the project, studies in the ITE data are numerous enough to support the use of equations. However, only trip rates are available for the retail part. Exhibit 1. Overall Site Location and Study Intersections Previous traffic studies in this area (central Bozeman) have indicated that the midday peak hour can be busier than the morning peak on some streets. The area’s restaurants, coffee shops, and employers generate a reasonable amount of traffic in the typical morning peak, but the “lunch rush” can outpace morning demand. This typical case could argue for the analysis of the midday peak instead of the morning. However, the nature of this project as primarily residential means that between the two choices, the higher share of traffic impact is likely to occur in the morning peak. This resulted in the selection of the more traditional AM/PM approach. Operational performance was analyzed at the six study intersections using the industry-standard methods presented in the Highway Capacity Manual (HCM), published in its modern form as Transportation Research Board Special Report 209. The Synchro software package, version 12, was employed as both a data repository and a capacity analysis tool, with reports for each intersection generated using Synchro’s application of the assumptions of the HCM’s 7th edition, the most recent at the time of this study. The HCM methodology for intersection capacity analysis produces delay estimates for each turning movement (or “lane group” when multiple turning movements operate from the same lane). These delay estimates are assigned Level of Service (LOS) grades that range from A (best) to F (worst), as indicated in Exhibit 3. The Northern Traffic Impact Study October 2025 3 Exhibit 2. Site Plan Source: Excerpted from Element Design Works, February 2025 Exhibit 3. Intersection LOS Criteria Delay Range (seconds/vehicle) by Control Type LOS Unsignalized Signalized Description A 0 to 10.0 0 - 10.0 Free flow B 10.1 to 15.0 10.1 to 20.0 Stable flow (slight delays) C 15.1 to 25.0 20.1 to 35.1 Stable flow (acceptable delays) D 25.1 to 35.0 35.1 to 55.0 Approaching unstable flow E 35.1 to 50.0 55.1 to 80.0 Unstable flow F 50.1 or more 80.1 or more Forced flow (congested, queues fail to clear) Source: HCM 7th Edition The Northern Traffic Impact Study October 2025 4 For unsignalized intersections with only side-street Stop sign control, LOS for the intersection is represented by the LOS for the worst lane group. All study locations except the 7th at Mendenhall intersection use this type of control. Signals, all-way stops, and roundabouts use a volume-weighted average delay for all lane groups and approaches to establish the LOS grade. City of Bozeman staff have indicated that the LOS for the worst lane group at a stop-controlled intersection is not necessarily grounds for requiring mitigation. Per City code, impact is determined according to the degree to which LOS conforms to acceptability standards. The intersections analyzed here are subject to a standard of LOS C or better, though in some cases and places, a worse LOS can be accepted if special pre-existing physical limitations are recognized. Where LOS without the project is already worse than the standard, an impact is often defined as any increase in delay, and a mitigation requirement can be negotiated so that it results in a delay at or below the pre-project level. 2 EXISTING AND BASE CONDITIONS 2.1 STREETS AND INTERSECTIONS While the BMC requires impact analysis for Collector and Arterial intersections within ½ mile of a TIS-eligible project site, the City worked with the project development team on a more reasoned approach, given that there are a great many such intersections in central Bozeman, and that a project of this scale is not likely to generate a very large amount of peak hour auto traffic that would justify most types of intersection capacity improvements. West Mendenhall Street is a minor arterial with a speed limit of 25 mph and two travel lanes carrying only westbound traffic in the study area. It forms a one-way “bypass couplet” with Babcock Street, separated by Main Street, and provides access to many of downtown Bozeman’s small businesses, residential streets, hotels, and mixed-use developments, as well as extensive on-street and off-street parking resources. For westbound traffic exiting the downtown area, it also serves as an alternative to Main. Mendenhall terminates on the west at North 11th Avenue at Bozeman High School. It has no exclusive turning lanes at the study intersections. Sidewalks exist along both sides of the street, and there are marked crosswalks across each leg of its study area intersections, with the exception of the south leg of its 5th Avenue intersection. Mendenhall is a city-designated bike route in Bozeman’s 2017 Transportation Master Plan, though it is not currently signed as such, the pavement markings known as “sharrows” have faded, and there are no other dedicated bicycle facilities. There is a bus stop on the north side of Mendenhall adjacent to the proposed project site. Streamline’s Blue Line and Purple Line buses travel along Mendenhall and serve this stop with half-hour frequencies during peak hours and hourly service during daytime off-peak hours. North 7th Avenue is a north-south principal arterial with two travel lanes in each direction and a speed limit of 25 mph in the study area. It is a commercial corridor that connects Main Street and Bozeman’s downtown with Interstate 90 and other east-west arterial routes in northern Bozeman. It turns into Frontage Road at its northern terminus. Its southern terminus is at Main Street, where through movements to and from South 7th Avenue are not allowed due to high traffic volumes and the offset nature of 7th north and south of Main. It has no exclusive turning lanes at the study intersections. Sidewalks exist along both sides of North 7th Avenue, and there are crosswalks across each leg of its Mendenhall intersection, as well as across the east and west legs of its Lamme intersection. North of Mendenhall, marked pedestrian crossings of 7th are limited. There are currently no bicycle facilities along 7th in the study area. Streamline’s Blue Line buses travel along 7th with half- hour frequencies during peak hours and hourly service during daytime off-peak hours. West Lamme Street is an east-west local street with an unmarked two-way travel space, on-street parking, and a speed limit of 25 mph in the study area. It serves many residences in central Bozeman and connects them to the city’s north-south routes as well as to the downtown area. Its western terminus is at North 11th Avenue near Bozeman High School, and its eastern terminus is at North Tracy Avenue, where the West Lamme and East Lamme intersections are offset from one another. West Lamme Street has no exclusive The Northern Traffic Impact Study October 2025 5 turning lanes at the study intersections. West Lamme Street is a city-designated bike route, meaning cyclists and motorists are expected to share and operate in the same travel lane. The street is currently signed as such, though the pavement markings known as “sharrows” have faded and there are no other dedicated bicycle facilities. Sidewalks exist along both sides of the street, though the only marked crosswalks are across the east and west legs of its intersection at 7th. North 5th Avenue is a north-south local street with an unmarked two-way travel space, on-street parking, and a speed limit of 25 mph in the study area. It provides connections to east-west streets such as West Peach Street and West Main Street for residents in the eastern half of the Midtown neighborhood. It terminates at West Babcock Street after becoming South 5th Avenue to the south of West Main Street. Its northern terminus is at West Hemlock Street near Westlake Park, north of West Tamarack Street. At the time of this study, a segment of 5th north of Main Street was closed for construction of a new apartment building and a new hotel. North 5th Avenue has no exclusive turning lanes at the study intersections. Sidewalks exist along both sides of the street, and the north, east, and west legs of its intersection with West Mendenhall Street have crosswalks. Its intersection with Lamme lacks crosswalks. No dedicated bicycle facilities exist along 5th. The alley between Mendenhall and Lamme features a 20’ traveled way, but is only paved between 7th and just east of this site’s eastern limit. It is only expected to be used for property access to 7th. No site-oriented traffic is expected to use the alley to reach 5th directly due to that segment’s unpaved surface and low-speed, high- friction driving environment, with trash bins, utility poles, and dense rear access to homes/businesses. The Mendenhall/7th intersection is the only one of the five study intersections that operates with signal control. All others use stop control, though the alley intersection at 7th is not signed. Alley stop control is implied there, as with all alley/street intersections. Exhibit 4 shows traffic control and lane arrangements schematically at each study intersection. Note that the unpaved part of the alley is shown with a dashed line. 2.2 HISTORICAL AND EXISTING TRAFFIC VOLUMES There are two mid-block locations near the study intersections where MDT currently collects or estimates traffic counts annually. These locations are on (1) Mendenhall Street at the existing site access just east of 7th Avenue and (2) 7th Avenue at the alley intersection. Daily volumes were examined for the past 21 years (2004- 2024) at these locations for the purpose of establishing short-term future projections. Exhibit 5 shows historical annualized daily volumes in the project area. The Northern Traffic Impact Study October 2025 6 Exhibit 4. Existing Road and Intersection Basics The Northern Traffic Impact Study October 2025 7 Exhibit 5. Historical Daily Traffic Volume Source: MDT Transportation Data Management System: retrieved 3/26/2025 This look back at historical volumes indicates a strong zero-growth trend, especially on Mendenhall. The data for 7th show sharp drops in 2008 and 2014 followed by steady returns to the previous level of about 16,000 per day, along with a slower drop coincident with the Covid-19 pandemic from which volumes have not recovered. There is no prominent trend in the recent daily traffic count data and no reason to expect volumes to be either higher or lower going forward. To that end, there is no background growth assumed for peak hour intersection turning movement volumes in the conduct of the TIS for this project. Turning movement counts were collected by a third-party vendor using Miovision Scout camera technology at all five study intersections on Tuesday, March 19, 2025. Raw intersection count data for peak periods are provided in Appendix A. The Lamme intersection at 5th was subject to a 24-hour count to establish baseline volumes for traffic calming analysis. Both sets of counts were adjusted using the latest available factors in MDT’s database for converting counts to an annual average. These adjusted peak hour turning movement volumes are shown in Exhibit 6 along with average daily traffic volume estimates. Those corresponding to MDT locations are color-coded by location to match the historical AADT chart shown previously in Exhibit 5. It's important to note that counts were collected while 5th Avenue was fully closed just south of Mendenhall due to construction of an apartment building and a hotel on each side of the street in that segment. To correct for the lower intersection volumes observed in the field, additional traffic data from a recent study of a nearby project (The Guthrie, by Sanderson Stewart) that also counted the two 5th Avenue intersections was used to replace (or factor, if applicable) the affected turning movement volumes prior to analysis. The volume comparison indicated that the alternative recent TIS indicated traffic counts on 5th north of Mendenhall had dropped between 50% and 60% as a result of the closure. 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24Volume Year Annual Average Daily Traffic N 7th Mendenhall The Northern Traffic Impact Study October 2025 8 Exhibit 6. Existing Traffic Volume 3 TRIP GENERATION AND DISTRIBUTION 3.1 TRIP GENERATION While urban mixed-use buildings like The Northern have existed for a very long time, their trip generation characteristics are not yet well-represented in the ITE data. For buildings of this size (“mid-rise”), only non- vehicular trips have been documented. As such, trips are generated separately for each component use and then added together. Apartment/condominium buildings in this category, 221 – Mid-Rise Multi-Family Housing, also have different rates for ‘dense multi-use urban’ and ‘center city core’ settings that are considerably lower, the ‘general urban/suburban’ setting was used here. This choice was made primarily because Bozeman is not the same type of “city” on which ITE data are typically based, but also because there are very limited study data for those alternate settings. The lack of frequent and robust transit service (especially rail) and the lack of office-job density within walking distance is likely to lead to more typical residential access mode share— heavier on vehicles than the core of a more densely populated area. Trip generation for the retail part of this project, using ITE code 933 – Fast Food Restaurant Without Drive-Through, is believed to be highly conservative given the range of possible options for the ground floor space indicated. There is not a strongly analogous ITE land use for “non-coffee” small food service uses, so fast food use was selected for this space. The analysis team believes that it is highly likely that the realized trip generation for the retail portion of this project will be lower than what is reported and analyzed here. The Northern Traffic Impact Study October 2025 9 Three types of adjustments to trip generation were evaluated for this project. First, a discount is sometimes taken to reflect internal capture where multiple uses are present in a single project site. Because the retail space here is not currently defined and is small relative to the number of dwelling units in the building, no separate internal-capture discount is taken. Second, some land uses attract trips that were already using the adjacent or nearby road network by virtue of improved convenience over a similar site that would have been used before. These are called “pass-by” and “diverted-linked” trips. While there is considerable ITE data for such trips for a range of uses subject to this behavior, fast food without drive-through is not one of them. Finally, as indicated previously in Chapter 2 this site is reasonably well-served by transit and has sidewalk and crosswalk connectivity to surrounding neighborhoods and businesses, including restaurants across 7th Avenue, in addition to being in a relatively flat area with cycling routes connecting to it. To that end, some proportion of the trips made by residents and retail patrons/employees can reasonably be expected to use walking (or similar sidewalk-oriented non-auto travel), cycling, and transit to reach this site more frequently than is reflected in the ITE trip generation estimates for a “general urban/suburban” setting. The discount applied for this reduction could also reflect a small number of internal-capture trips, depending on the eventual retail use type and configuration. The modal discount applied here is 15%. The project’s trip generation characteristics are indicated in Exhibit 7. Note that the independent variable for retail is thousands of square feet (ksf). Exhibit 7. Trip Generation Daily AM Peak Hour PM Peak Hour Residential: ITE Land Use 221 T = 4.77(DU) - 46.46 T = 0.44(DU) - 11.61 T = 0.39(DU) + 0.34 Gross total trips (T) for 81 DU 340 24 32 In/out split 50% in, 50% out 23% in, 77% out 61% in, 39% out Gross Residential trips in/out 170 in, 170 out 6 in, 18 out 19 in, 13 out Retail: ITE Land Use 933 T = 450.49(ksf) T = 43.18(ksf) T = 33.21(ksf) Gross total trips (T) for 3,666 sq. ft. 1653 158 122 In/out split 50% in, 50% out 58% in, 42% out 50% in, 50% out Gross Retail trips in/out 827 in, 827 out 92 in, 66 out 61 in, 61 out Total gross project trips, both uses 1993 182 154 Less 15% modal discount -299 -27 -23 Net new project trips 1694 155 131 Net new project trips in/out 847 in, 847 out 83 in, 71 out 68 in, 63 out Source: Rates and equations from ITE Trip Generation, 11th Edition. No additional trip reduction was taken to represent the removal of the small existing retail business on the site. 3.2 TRIP DISTRIBUTION AND ASSIGNMENT Initial, broader-scale directional trip distribution estimates were derived from a combination of existing intersection turning movement data and local knowledge of the street network and local and regional demand. At a more detailed site level, trips were distributed and assigned separately for the project’s two component land uses because they have been assumed to be subject to different access restrictions. The alley access only serves second-floor parking, which is assumed to be for the exclusive use of the residential users of the building. The Mendenhall access only serves ground-level and lower-level parking, which, even if signed as restricted to residents’ use only, could be subject to limited use by retail patrons. Additionally, because 7th has no on-street parking, all other retail parking is assumed to occur on Mendenhall. This use-specific distribution means that residential trips were divided between the two building accesses in proportion to parking supply, while all retail trips were assigned to Mendenhall. Trip distribution and assignment percentages are shown in Exhibit 8 for each use. The net new project trips are shown in Exhibit 9, reflected as new daily volumes and peak hour intersection turning movement volumes. The estimated total volumes with the project are shown in Exhibit 10. The Northern Traffic Impact Study October 2025 10 Exhibit 8. Distribution Percentages for New Project Trips The Northern Traffic Impact Study October 2025 11 Exhibit 9. Assignment of New Project Trips The Northern Traffic Impact Study October 2025 12 Exhibit 10. Total Traffic Volumes with the Project 4 TRAFFIC ANALYSIS RESULTS Three types of traffic analysis were conducted in the course of this study: the need for traffic calming on affected local street segments, intersection LOS/delay, and the projected inbound queue situation at the property’s Alley access. Each is described in its own subsection. 4.1 TRAFFIC CALMING NEEDS City staff requested an examination of potential traffic calming needs for local streets with volumes over 1,000 vehicles per day, such that an applicant could be required to construct (or contribute to) a street improvement that keeps speeds and volumes at safe and manageable levels consistent with local street function. A check of local street volumes was informed by a 24-hour count at 5th and Lamme (Intersection 4), the two local streets in the study area. The legs of interest are the two that would have the most prominent amounts of traffic added by the project: the western leg and the southern leg. As mentioned earlier in this report, because 5th was closed south of Mendenhall at the time of these counts, to determine the “No Project” volumes, certain traffic movements believed to be affected by that closure were adjusted using information in a recent hotel TIS for which counts were taken when 5th was still open (late 2023). The comparison of these two counts with and without 5th closed indicated that the closure of 5th resulted in a volume reduction on 5th of just over 50%. The factor applied to existing field counts on the southern leg for this analysis was slightly over 2. The summary of daily traffic on the two primary local street segments used by project traffic is provided in Exhibit 11. The Northern Traffic Impact Study October 2025 13 Exhibit 11. Local Street Daily Traffic Comparison 5th between Mendenhall & Lamme Raw Adjusted/Final Lamme between 5th & 7th Without Project 312 645 723 + Project Trips for The Northern 243 217 = Total Traffic 888 940 Both local street segments studied would see a relative increase in traffic due to the project that, while somewhat high in terms of percentage (38% on 5th, 30% on Lamme), would result in total traffic volumes that are below the specified threshold of 1,000 vehicles per day to examine potential traffic calming mitigation. 4.2 INTERSECTION LOS AND DELAY The peak hour intersection Level of Service (LOS) and delay results with and without the project are shown in Exhibit 12. Directions are abbreviated where necessary. Analysis software results are provided in Appendix B. Exhibit 12. Peak Hour Intersection LOS and Delay Summary Traffic LOS (delay, seconds/vehicle) TWSC Worst Intersection Control No Project With Project Lane Groupa AM Peak 1. 7th at Lamme Stop C (15.4) C (16.5) EB 2. 7th at Alley Stop B (13.8) B (12.7)b WB 3. 7th at Mendenhall Signal B (12.0) B (14.4) - 4. 5th at Lamme Stop A ( 9.8) B (10.1) SB 5. 5th at Mendenhall Stop B (10.6) B (10.8) SB/NBc PM Peak 1. 7th at Lamme Stop C (18.4) C (19.6) EB 2. 7th at Alley Stop A ( 0.0) C (15.2) WB 3. 7th at Mendenhall Signal B (19.0) C (20.9) - 4. 5th at Lamme Stop A ( 9.6) A ( 9.8) SB 5. 5th at Mendenhall Stop B (14.3) C (21.5) NB a. Worst lane group is the one that determines the intersection LOS at these Stop-controlled intersections. b. Lower delay with project is due to addition of low-delay right turns where none were observed without the project. c. Project traffic would result in a shift in the worst movement from the SB to the NB approach at Intersection 5. The intersection analysis results indicate only minor changes in delay for most situations. LOS degradation from A to B is not considered significant. Both of the Mendenhall intersections studied indicate PM peak hour LOS degradation from B to C as a result of new project traffic, but the resulting delay is still well below the upper limit indicated previously in Exhibit 3 (that is, less than 25 seconds per vehicle). Note that the Alley intersection at 7th had no delay indicated in the No Project condition for the PM peak hour because no turning movement volume was observed during that hour, as was shown in Exhibit 6. One result that could appear initially to be counterintuitive at that same location (Intersection 2) is the reduction in AM peak hour delay attributable to the addition of project traffic. The delay without the project is higher because the existing count indicated only left-turning traffic in the worst lane group (westbound), which must yield to both northbound and southbound traffic on 7th simultaneously, while the project adds trips to the right- turn movement, which has lower delay due to only needing to yield to northbound traffic on 7th. The resulting weighted average delay for the westbound approach is lower in the “With Project” case despite the approaching volume being higher. No traffic impact mitigations are required as a result of The Northern project. Given its relatively small size and the nature of the project as one that’s not expected to generate heavy- vehicle traffic beyond infrequent small-truck deliveries, no substantial additional street maintenance is expected to be necessary. The Northern Traffic Impact Study October 2025 14 4.3 ALLEY ACCESS City staff requested an examination of the operation of the building’s alley door, which only serves cars that use the second-floor parking area. The building entrance would be located close enough to 7th that only a single entering larger-sized car (17-18’ long) could wait at the garage door while it rolls up to open without its rear end encroaching temporarily into the sidewalk area. Exhibit 13 shows this spacing along with the turning path of a larger passenger vehicle leaving the second-floor parking area via this door. Exhibit 13. Alley Access Source: Excerpted from Elevation Consulting Group, October 2025 A scientific queuing/probability analysis was conducted to evaluate the likelihood of peak-hour traffic involving a second entering vehicle potentially blocking the sidewalk and affecting sidewalk users at the 7th/Alley intersection. All off-street parking for The Northern would be for exclusive use by residents on a rental basis, and those who rent spaces would be issued a garage door transmitter. The garage door openers on this building, like those on any similar one, will be built for higher speed than a traditional house garage door, and because the door will only be used by residents familiar with it (those renting spaces), they’ll be likely to activate it as they approach and enter the alley rather than after stopping completely at the door itself. As such, the time when the door is opening and a vehicle is fully stopped in the alley waiting for it to open is expected to be minimal, if not zero. For the purpose of analysis, this potential wait time has been estimated conservatively The Northern Traffic Impact Study October 2025 15 to be five seconds. Additionally, the parking garage will be built and configured for passenger cars only, so no vehicles longer than the typical 15- to 17-foot ones in the modern vehicle fleet are expected to be present in this alley access situation. To evaluate the likelihood of more than one vehicle arriving at the same time, the projected future PM peak entering volume for the alley presented earlier in Exhibit 10 was expressed as an average arrival rate of 5 vehicles per hour (all entering from 7th Avenue; 2 southbound left and 3 northbound right). Note that no arrivals at this alley door are projected from the east, where the alley is narrower and unpaved and the access street (5th) is much farther away. Next, simple random-arrival queue analysis principles were applied as they are documented in a foundational text, Traffic Flow Fundamentals by Adolf D. May (Prentice Hall, 1990). In the context of queuing analysis, traffic intensity is directly analogous to the commonly computed operations parameter “volume/capacity ratio.” This variable is assigned the letter ρ (rho), and it is the only one necessary, other than the number of vehicles that can fit in the space available, to analyze the alley situation in question. Importantly, the wait time (or service time) for queued vehicles at the door can also be considered random (as with arrivals ) for the purposes of this analysis, as driver behavior could differ from one arrival to the next with respect to when they choose to activate the door. The arrival and service rates in simple queueing are commonly assumed to follow a Poisson distribution, not a Normal distribution. The applicable mathematical relationship here is the probability of a specific number of vehicles in queue (or fewer). The equation for this probability is: P(n) = ρn(1 - ρ) where P(n) = probability of exactly n vehicles waiting, and ρ = traffic intensity (arrival rate divided by service rate) The traffic intensity value here is arrival rate of 5 vehicles per hour divided by the inverse of the average door wait time of 5 seconds, or a theoretical value of 720 vehicles per hour. This traffic intensity (ρ) value is 5 / 720, or 0.0069. Applying the equation above with this average traffic intensity yields the following probability values at any given time: P(0) = 99.3056% [no cars waiting] P(1) = 0.6896% [one car, no sidewalk encroachment] P(2) = 0.0048% [two cars, temporary sidewalk encroachment] With the average PM peak hour arrival rate of 5 vehicles per hour (or one car every 12 minutes), no additional individual outcome probabilities were calculated. The maximum projected cumulative probability of no sidewalk encroachment would be 99.995%. The likelihood of sidewalk encroachment at any given time, therefore, is the remainder of the probability set, or 0.005%. Even this represents a worst-case scenario in that arriving drivers turning into the alley could choose to wait briefly in their lane on 7th rather than block the sidewalk. In addition, any sidewalk encroachment would be very brief because the second vehicle would not need the full ‘service time’; they’d be following another vehicle into the garage, so the door would already be open. A standard design threshold of 90 or 95% sufficiency means the undesirable sidewalk encroachment situation is 100-200 times less likely than should be allowable. The clear result of this evaluation is that a vehicle entering the garage from the alley causing even a partial encroachment on the sidewalk will have a vanishingly low probability even in peak traffic conditions. The Northern Traffic Impact Study October 2025 16 5 CRASH ANALYSIS Information reported in this crash history analysis includes the total number of reported crashes, injuries, and fatalities, the crash frequencies, crash rates, and severity indices, and the types of collisions at each of the five study intersections. Crash data were acquired from MDT for the five-year time frame, from January 1, 2019 through December 31, 2023, the most recent such period for which crash data were available at the time of this study. The following formula was used to calculate crash frequencies for each of the five study intersections, where CF = crash frequency measured in crashes per year: 𝐶𝐹 ൌ 𝑇𝑜𝑡𝑎𝑙 𝐶𝑟𝑎𝑠ℎ𝑒𝑠 𝑤𝑖𝑡ℎ𝑖𝑛 𝑡𝑖𝑚𝑒 𝑝𝑒𝑟𝑖𝑜𝑑 𝑇𝑖𝑚𝑒 𝑃𝑒𝑟𝑖𝑜𝑑 Crash rates, measured in crashes per million entering vehicles, were computed using the following formula, where CF = crash frequency measured in crashes per year, and DEV = daily entering volume: 𝐶𝑟𝑎𝑠ℎ 𝑅𝑎𝑡𝑒 ൌ ൬ 𝐶𝐹 365 ൊ𝐷𝐸𝑉൰ ൈ 1,000,000 The crash frequency is divided by 365 days per year to approximate the average number of crashes per day. To calculate the crash rate, the project’s field data for peak hour entering volume needed to be converted to a daily average. The average daily entering volumes for the study period were calculated using the following formula, where DEV = daily entering volume, Peak Hour TEV = the total entering volume during the study’s current highest peak hour, GrowthFactor = the estimated average annual growth rate (expressed as a ratio) assumed for this study based on MDT historical data, and k = an average K-Factor (ratio of daily to peak hour volume) from MDT’s public-facing traffic count database system for the same two locations where historic AADT is reported: 𝐷𝐸𝑉 ൌ 𝑃𝑒𝑎𝑘 𝐻𝑜𝑢𝑟 𝑇𝐸𝑉 ൈ 𝑘 𝐺𝑟𝑜𝑤𝑡ℎ𝐹𝑎𝑐𝑡𝑜𝑟ଷ The Peak Hour TEV is divided by the annual growth rate cubed (to represent three years of growth) and multiplied by a K-Factor to estimate the average daily entering volumes across the five-year period from which crash data is available. For this calculation, the average DEV is assumed to have occurred in 2021, the middle year of that period. The formula below was used to calculate the crash severity index for each of the five study intersections, where K = the number of fatal crashes, ABC = the number of crashes involving an injury of any severity, and PDO = the number of property damage only crashes: 𝑆𝑒𝑣𝑒𝑟𝑖𝑡𝑦 𝐼𝑛𝑑𝑒𝑥 ൌ ሺ8 ൈ𝐾ሻ ൅ ሺ3 ൈ𝐴𝐵𝐶ሻ ൅ ሺ1 ൈ𝑃𝐷𝑂ሻ 𝑇𝑜𝑡𝑎𝑙 𝐶𝑟𝑎𝑠ℎ𝑒𝑠 This formula assigns a weight to each crash severity. For example, an injury crash is considered three times as severe as a PDO crash in this calculation. These weighting coefficients are used by MDT. Exhibit 14 tabulates the results of the study area crash history analysis. The Northern Traffic Impact Study October 2025 17 Exhibit 14. Crash History Analysis Results Reported Crash Types, Injuries, and Fatalities: Study Intersection 7th/Lamme 7th/Alley 7th/Mendenhall 5th/Lamme 5th/Mendenhall Right angle 16 2 Rear-End 1 4 1 1 Sideswipe, Opposite Direction 1 Sideswipe, Same Direction 1 Head-On 1 Other 1 2 Total Reported Crashes 2 0 24 2 3 Total Number of Fatalities 0 0 0 0 0 Total Number of Injuries 0 0 0 0 0 Crash Severities, Frequencies, and Rates: Study Intersection 7th/Lamme 7th/Alley 7th/Mendenhall 5th/Lamme 5th/Mendenhall Property Damage Only Crashes 2 0 18 1 3 Possible Injury Crashes 0 0 2 0 0 Suspected Minor Injury Crashes 0 0 4 1 0 Suspected Serious Injury Crashes 0 0 0 0 0 Fatal Crashes 0 0 0 0 0 Crash Frequency (crashes/year) 0.4 0.0 4.8 0.4 0.6 Daily Entering Volume 13,665 12,989 15,763 1,017 5,759 Crash Rate (crashes/million entering veh.) 0.080 0.000 0.834 1.077 0.285 Severity Index 1.0 0.0 1.5 2.0 1.0 Note that, while “possible injury crashes” and “suspected minor injury” crashes were reported for the 7th at Mendenhall and 5th at Lamme intersections, no injuries associated with those crashes were reported. In the five-year study period, the highest crash frequency among the five intersections is reported at the intersection of 7th at Mendenhall, likely due to having the highest traffic volumes and its signalized traffic control. This intersection also had the second-highest crash rate and severity index, and it was the only study intersection where sideswipe collisions were reported. Right-angle crashes were the most frequent collision type to be reported at this intersection, as well as the most frequent among the total number of crashes reported in the study area. However, rear-end crashes were more widespread, having been reported at all except one of the study intersections. The highest crash rate and severity index is reported at the intersection of 5th at Lamme, despite having the lowest traffic volumes. The “suspected minor injury” crash at this intersection was a head-on collision with a parked vehicle that was reported to have occurred late at night without adequate lighting while the driver was considered impaired by the MDT. All other “possible injury crashes” and “suspected minor injury” crashes were reported at the intersection of 7th at Mendenhall. No crashes were reported at the intersection of 7th and the alley in the five-year study period, so it consequently had a crash frequency, crash rate, and severity index of 0. All reported crashes of the “other” collision type were property damage only crashes. No fatal crashes were reported at any of the study intersections during the five-year study period. This concludes the TIS for The Northern. The Northern Traffic Impact Study October 2025 Appendix A Appendix A: Raw Traffic Count Data Note: While Intersection 2 was originally counted to include movements into and out of the Dairy Queen restaurant on the west side of 7th, these movements were not included in the intersection analysis due to (a) the substantial offset with the alley on the east side and (b) the lack of any volume crossing 7th between the alley and the restaurant access. Intersection 1. N 7th Avenue & W Lamme Street Start Date 3/19/2025 Start Time 7:00 AM Classification Totals N 7th Avenue W Lamme Street N 7th Avenue W Lamme Street Southbound Westbound Northbound Eastbound Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 0 84 6 0 0 0 1 0 2 43 0 0 1 0 1 0 7:15 AM 0 68 9 0 0 0 1 0 2 48 0 0 0 0 0 0 7:30 AM 1 64 5 0 2 0 0 0 1 66 0 0 0 0 0 0 7:45 AM 2 133 12 0 1 1 1 0 7 87 0 0 0 1 2 0 8:00 AM 0 95 5 0 3 0 0 0 2 76 0 0 0 0 0 0 8:15 AM 1 81 10 0 0 1 0 0 5 78 0 0 2 0 2 0 8:30 AM 1 93 7 0 2 0 1 0 3 79 1 0 2 0 1 0 8:45 AM 2 92 12 0 1 0 1 0 3 109 0 0 1 0 2 0 4:00 PM 1 111 9 0 3 0 1 0 1 164 1 0 3 2 3 0 4:15 PM 2 120 3 0 2 1 1 0 3 136 0 0 0 0 2 0 4:30 PM 1 113 3 0 2 1 1 0 4 156 1 0 1 3 2 0 4:45 PM 2 139 5 0 5 0 0 0 5 131 2 0 5 0 2 1 5:00 PM 3 147 3 0 8 1 1 0 0 177 0 0 3 3 1 0 5:15 PM 1 116 3 0 5 0 1 0 5 130 0 0 4 0 2 0 5:30 PM 0 125 9 0 3 0 0 0 2 156 2 0 2 1 1 0 5:45 PM 1 134 5 0 3 0 0 0 5 132 2 0 1 1 2 0 The Northern Traffic Impact Study October 2025 Appendix A Intersection 2. N 7th Avenue & Alley Access Start Date 3/19/2025 Start Time 7:00 AM Classification Totals N 7th Avenue Alley N 7th Avenue DQ Access Southbound Westbound Northbound Eastbound Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 0 83 0 0 0 0 0 0 0 45 0 0 0 0 0 0 7:15 AM 0 67 0 0 0 0 0 0 0 50 0 0 0 0 0 0 7:30 AM 0 71 0 0 0 0 1 0 1 72 0 0 0 0 0 0 7:45 AM 1 130 0 0 0 0 0 0 0 91 0 0 0 0 0 0 8:00 AM 0 91 0 0 0 0 1 0 0 75 0 0 0 0 0 0 8:15 AM 0 81 0 0 0 0 0 0 0 83 0 0 0 0 0 0 8:30 AM 0 90 0 0 0 0 0 0 0 83 0 0 0 0 0 0 8:45 AM 0 89 0 0 0 0 0 0 1 109 0 0 0 0 0 0 4:00 PM 2 114 0 0 0 0 0 0 0 161 3 0 3 0 3 0 4:15 PM 5 124 0 0 1 0 0 0 0 140 2 0 7 0 0 0 4:30 PM 3 109 0 0 1 0 0 0 0 151 2 0 1 0 1 0 4:45 PM 4 131 0 0 0 0 0 0 0 135 2 0 3 0 0 0 5:00 PM 1 145 0 0 0 0 0 0 0 176 0 0 3 0 0 0 5:15 PM 1 120 0 0 0 0 0 0 0 137 1 0 0 0 0 0 5:30 PM 4 133 0 0 0 0 0 0 0 152 1 0 3 0 0 0 5:45 PM 1 125 0 0 0 0 0 0 0 135 2 0 2 0 0 0 Intersection 3. N 7th Avenue & W Mendenhall Street Start Date 3/19/2025 Start Time 7:00 AM Classification Totals N 7th Avenue W Mendenhall St N 7th Avenue N/A Southbound Westbound Northbound Eastbound Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 4 77 0 13 2 2 34 0 0 7:15 AM 4 71 0 14 9 6 31 1 0 7:30 AM 2 67 0 21 12 7 55 0 0 7:45 AM 14 103 0 16 22 6 63 0 0 8:00 AM 8 94 0 16 9 8 63 3 0 8:15 AM 10 69 0 19 19 10 67 0 0 8:30 AM 5 77 0 21 11 4 55 1 0 8:45 AM 7 73 0 30 17 12 84 3 0 4:00 PM 10 102 0 45 24 23 106 2 0 4:15 PM 11 113 0 37 33 24 101 0 0 4:30 PM 5 103 0 36 46 26 116 4 0 4:45 PM 12 116 0 44 46 23 92 1 0 5:00 PM 9 138 0 67 45 27 106 1 0 5:15 PM 10 118 0 44 56 22 85 0 0 5:30 PM 8 115 0 38 34 17 118 1 0 5:45 PM 7 117 0 27 33 9 106 1 0 The Northern Traffic Impact Study October 2025 Appendix A Intersection 4. N 5th Avenue & W Lamme Street Start Date 3/19/2025 Start Time 12:00 AM [only peak period data shown here] Classification Totals N 5th Avenue W Lamme St N 5th Avenue W Lamme St Southbound Westbound Northbound Eastbound Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 0 2 0 0 0 1 0 0 1 0 0 0 3 6 1 0 7:15 AM 0 0 0 0 0 1 0 0 0 0 0 0 5 2 0 0 7:30 AM 0 0 0 0 0 2 0 0 0 0 0 0 2 9 0 0 7:45 AM 0 2 1 0 2 1 0 0 0 0 0 0 1 17 0 0 8:00 AM 0 2 0 0 0 2 0 0 1 0 0 0 0 9 0 0 8:15 AM 0 0 1 0 0 1 0 0 0 1 0 0 0 16 0 0 8:30 AM 1 0 0 0 1 5 1 0 1 0 0 0 0 8 0 0 8:45 AM 0 0 1 0 0 1 0 0 0 0 0 0 2 12 0 0 4:00 PM 1 2 1 0 0 2 1 0 2 2 1 0 0 9 1 0 4:15 PM 0 4 0 1 0 5 2 0 0 0 0 0 1 7 1 0 4:30 PM 0 2 0 0 1 4 0 0 2 3 0 0 0 8 0 0 4:45 PM 0 4 2 0 0 5 1 0 0 0 1 0 1 9 1 0 5:00 PM 0 3 1 0 0 10 0 0 1 0 1 0 2 6 0 0 5:15 PM 0 1 0 0 0 7 0 0 0 1 0 0 1 3 0 0 5:30 PM 0 2 1 0 0 2 0 0 2 0 0 0 2 5 0 0 5:45 PM 0 0 2 0 0 2 0 0 0 0 0 0 1 10 1 0 Intersection 5. N 5th Avenue & W Mendenhall Street Start Date 3/19/2025 Start Time 7:00 AM Classification Totals N 5th Avenue W Mendenhall St N 5th Avenue N/A Southbound Westbound Northbound Eastbound Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 3 2 0 0 18 0 0 0 0 7:15 AM 5 0 0 0 27 0 0 0 0 7:30 AM 3 0 0 0 38 2 0 1 0 7:45 AM 3 0 0 0 45 1 0 0 0 8:00 AM 0 1 0 1 34 0 1 2 0 8:15 AM 0 0 0 2 47 1 0 0 0 8:30 AM 1 0 0 1 37 2 0 0 0 8:45 AM 1 2 0 0 56 0 0 0 0 4:00 PM 3 0 0 2 94 1 1 3 0 4:15 PM 5 0 0 0 91 2 0 0 0 4:30 PM 1 0 0 3 107 0 0 0 0 4:45 PM 8 1 0 1 110 1 0 0 0 5:00 PM 4 0 0 2 140 1 0 1 0 5:15 PM 2 0 0 1 118 2 0 0 0 5:30 PM 4 0 0 2 86 1 0 0 0 5:45 PM 2 1 0 0 68 0 0 0 0 The Northern Traffic Impact Study October 2025 Appendix B Appendix B: Intersection Analysis Software Output Scenario Order: No Project AM No Project PM With Project AM With Project PM HCM 7th TWSC Northern 1: 7th Ave & Lamme Street 04/03/2025 No Project, AM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 1 4 2 2 6 1 310 16 33 390 4 Future Vol, veh/h 5 1 4 2 2 6 1 310 16 33 390 4 Conflicting Peds, #/hr505505505505 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 81 81 81 81 81 81 81 81 81 81 81 81 Heavy Vehicles, % 000101010444333 Mvmt Flow 6 1 5 2 2 7 1 383 20 41 481 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 770 980 253 728 973 211 491 0 0 407 0 0 Stage 1 570 570 - 400 400 ------- Stage 2 200 410 - 328 573 ------- Critical Hdwy 7.5 6.5 6.9 7.7 6.7 7.1 4.18 - - 4.16 - - Critical Hdwy Stg 16.55.5-6.75.7------- Critical Hdwy Stg 26.55.5-6.75.7------- Follow-up Hdwy 3.5 4 3.3 3.6 4.1 3.4 2.24 - - 2.23 - - Pot Cap-1 Maneuver 294 252 752 297 238 770 1054 - - 1141 - - Stage 1 478 508 - 576 580 ------- Stage 2 789 599 - 637 483 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 273 239 746 278 225 763 1050 - - 1136 - - Mov Cap-2 Maneuver 273 239 - 278 225 ------- Stage 1 457 485 - 573 577 ------- Stage 2 773 596 - 602 461 ------- Approach EB WB NB SB HCM Ctrl Dly, s/v 15.39 13.88 0.04 0.91 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 10 - - 359 418 274 - - HCM Lane V/C Ratio 0.001 - - 0.034 0.03 0.036 - - HCM Ctrl Dly (s/v) 8.4 0 - 15.4 13.9 8.3 0.3 - HCM Lane LOS A A - C B A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0.1 - - HCM 7th TWSC Northern 2: 7th Ave & Alley 04/03/2025 No Project, AM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 0 322 0 0 380 Future Vol, veh/h 1 0 322 0 0 380 Conflicting Peds, #/hr 5 5 0 5 5 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 82 82 82 82 82 82 Heavy Vehicles, % 0 0 4 4 3 3 Mvmt Flow 1 0 393 0 0 463 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 634 206 0 0 398 0 Stage 1 398 ----- Stage 2 237 ----- Critical Hdwy 6.8 6.9 - - 4.16 - Critical Hdwy Stg 15.8----- Critical Hdwy Stg 25.8----- Follow-up Hdwy 3.5 3.3 - - 2.23 - Pot Cap-1 Maneuver 416 806 - - 1150 - Stage 1 653 ----- Stage 2 786 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 412 799 - - 1146 - Mov Cap-2 Maneuver 412 ----- Stage 1 651 ----- Stage 2 783 ----- Approach WB NB SB HCM Ctrl Dly, s/v 13.76 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 412 1146 - HCM Lane V/C Ratio - - 0.003 - - HCM Ctrl Dly (s/v) - - 13.8 0 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0 0 - HCM 7th Signalized Intersection Summary Northern 3: 7th Ave & Mendenhall Street 04/03/2025 No Project, AM Peak Hour Synchro 12 Report 406 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 33 54 83 7 261 0 0 304 29 Future Volume (veh/h) 0 0 0 33 54 83 7 261 0 0 304 29 Initial Q (Qb), veh 000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1501 1501 1501 1526 1526 0 0 1526 1526 Adj Flow Rate, veh/h 38 61 94 8 297 0 0 345 33 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 666440044 Cap, veh/h 97 156 214 66 1923 0 0 1848 176 Arrive On Green 0.20 0.20 0.20 0.69 0.69 0.00 0.00 0.69 0.69 Sat Flow, veh/h 495 794 1089 38 2849 0 0 2748 254 Grp Volume(v), veh/h 99 0 94 163 142 0 0 186 192 Grp Sat Flow(s),veh/h/ln 1289 0 1089 1499 1319 0 0 1450 1476 Q Serve(g_s), s 6.4 0.0 7.3 0.0 3.6 0.0 0.0 4.4 4.4 Cycle Q Clear(g_c), s 6.4 0.0 7.3 3.5 3.6 0.0 0.0 4.4 4.4 Prop In Lane 0.38 1.00 0.05 0.00 0.00 0.17 Lane Grp Cap(c), veh/h 254 0 214 1076 912 0 0 1003 1021 V/C Ratio(X) 0.39 0.00 0.44 0.15 0.16 0.00 0.00 0.19 0.19 Avail Cap(c_a), veh/h 537 0 454 1076 912 0 0 1003 1021 HCM Platoon Ratio 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 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 33.5 0.0 33.9 5.1 5.1 0.0 0.0 5.2 5.2 Incr Delay (d2), s/veh 1.0 0.0 1.4 0.3 0.4 0.0 0.0 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 %ile BackOfQ(50%),veh/ln 2.1 0.0 2.0 1.1 1.0 0.0 0.0 1.3 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 34.5 0.0 35.3 5.4 5.5 0.0 0.0 5.6 5.7 LnGrp LOS C D A A A A Approach Vol, veh/h 193 305 378 Approach Delay, s/veh 34.9 5.4 5.6 Approach LOS C A A Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 71.5 71.5 24.5 Change Period (Y+Rc), s 5.1 5.1 5.6 Max Green Setting (Gmax), s 45.0 45.0 40.0 Max Q Clear Time (g_c+I1), s 5.6 6.4 9.3 Green Ext Time (p_c), s 2.0 2.6 1.3 Intersection Summary HCM 7th Control Delay, s/veh 12.0 HCM 7th LOS B HCM 7th TWSC Northern 4: 5th Ave & Lamme Street 04/03/2025 No Project, AM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 3.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 49 8 1 9 3 0 12 2 2 26 1 Future Vol, veh/h 0 49 8 1 9 3 0 12 2 2 26 1 Conflicting Peds, #/hr505505505505 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 77 77 77 77 77 77 77 77 77 77 77 77 Heavy Vehicles, % 000000000222 Mvmt Flow 06410112401633341 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 21 0 0 79 0 0 110 97 79 98 100 24 Stage 1 ------7474-2121- Stage 2 ------3623-7679- Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.15.5-6.125.52- Critical Hdwy Stg 2 ------6.15.5-6.125.52- Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.518 4.018 3.318 Pot Cap-1 Maneuver 1609 - - 1532 - - 873 797 987 884 790 1053 Stage 1 ------941837-997878- Stage 2 ------985880-933829- Platoon blocked, % - - - - Mov Cap-1 Maneuver 1602 - - 1525 - - 826 789 979 856 782 1044 Mov Cap-2 Maneuver ------826789-856782- Stage 1 ------936834-992873- Stage 2 ------940875-909826- Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0.57 9.54 9.76 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 812 1602 - - 132 - - 794 HCM Lane V/C Ratio 0.022 - - - 0.001 - - 0.047 HCM Ctrl Dly (s/v) 9.5 0 - - 7.4 0 - 9.8 HCM Lane LOS A A - - A A - A HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1 HCM 7th TWSC Northern 5: 5th Ave & Mendenhall Street 04/03/2025 No Project, AM Peak Hour Synchro 12 Report 406 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 000817187500268 Future Vol, veh/h 000817187500268 Conflicting Peds, #/hr000505500005 Sign Control Stop Stop Stop Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80 Heavy Vehicles, % 000444880033 Mvmt Flow 000102141096003310 Major/Minor Major2 Minor1 Minor2 Conflicting Flow All 5 0 0 153 254 - - 249 122 Stage 1 - - - 5 5 - - 244 - Stage 2 - - - 148 249 - - 5 - Critical Hdwy 4.18 - - 7.66 6.66 - - 6.56 6.96 Critical Hdwy Stg 1 -------5.56- Critical Hdwy Stg 2 - - - 6.66 5.66 - - - - Follow-up Hdwy 2.24 - - 3.58 4.08 - - 4.03 3.33 Pot Cap-1 Maneuver 1600 - - 783 635 0 0 650 903 Stage 1 -----00701- Stage 2 - - - 822 685 0 0 - - Platoon blocked, % - - Mov Cap-1 Maneuver 1593 - - 727 625 - - 640 899 Mov Cap-2 Maneuver - - - 727 625 - - 640 - Stage 1 -------693- Stage 2 - - - 770 677 - - - - Approach WB NB SB HCM Ctrl Dly, s/v 0.35 10.41 10.59 HCM LOS B B Minor Lane/Major Mvmt NBLn1 WBL WBT WBRSBLn1 Capacity (veh/h) 681 145 - - 687 HCM Lane V/C Ratio 0.022 0.006 - - 0.062 HCM Ctrl Dly (s/v) 10.4 7.3 0 - 10.6 HCM Lane LOS B A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0.2 HCM 7th TWSC Northern 1: 7th Ave & Lamme Street 04/03/2025 No Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 7 4 14 2 1 20 4 576 12 19 511 6 Future Vol, veh/h 7 4 14 2 1 20 4 576 12 19 511 6 Conflicting Peds, #/hr505505505505 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 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, % 000000222111 Mvmt Flow 8 5 16 2 1 23 5 662 14 22 587 7 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 985 1330 307 1028 1326 348 599 0 0 681 0 0 Stage 1 639 639 - 683 683 ------- Stage 2 346 690 - 345 643 ------- Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.14 - - 4.12 - - Critical Hdwy Stg 16.55.5-6.55.5------- Critical Hdwy Stg 26.55.5-6.55.5------- Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.22 - - 2.21 - - Pot Cap-1 Maneuver 205 156 695 191 157 654 974 - - 914 - - Stage 1 435 473 - 410 452 ------- Stage 2 649 449 - 650 472 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 188 150 688 173 150 648 969 - - 910 - - Mov Cap-2 Maneuver 188 150 - 173 150 ------- Stage 1 421 458 - 406 448 ------- Stage 2 617 444 - 607 456 ------- Approach EB WB NB SB HCM Ctrl Dly, s/v 18.44 13.14 0.11 0.55 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 24 - - 296 469 126 - - HCM Lane V/C Ratio 0.005 - - 0.097 0.056 0.024 - - HCM Ctrl Dly (s/v) 8.7 0.1 - 18.4 13.1 9.1 0.2 - HCM Lane LOS A A - C B A A - HCM 95th %tile Q(veh) 0 - - 0.3 0.2 0.1 - - HCM 7th TWSC Northern 2: 7th Ave & Alley 04/03/2025 No Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 582 0 0 513 Future Vol, veh/h 0 0 582 0 0 513 Conflicting Peds, #/hr 5 5 0 5 5 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, % 0 0 1 1 1 1 Mvmt Flow 0 0 654 0 0 576 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 952 337 0 0 659 0 Stage 1 659 ----- Stage 2 293 ----- Critical Hdwy 6.8 6.9 - - 4.12 - Critical Hdwy Stg 15.8----- Critical Hdwy Stg 25.8----- Follow-up Hdwy 3.5 3.3 - - 2.21 - Pot Cap-1 Maneuver 261 665 - - 932 - Stage 1 482 ----- Stage 2 737 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 259 659 - - 928 - Mov Cap-2 Maneuver 259 ----- Stage 1 480 ----- Stage 2 734 ----- Approach WB NB SB HCM Ctrl Dly, s/v 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - - 928 - HCM Lane V/C Ratio ----- HCM Ctrl Dly (s/v) - - 0 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - - 0 - HCM 7th Signalized Intersection Summary Northern 3: 7th Ave & Mendenhall Street 04/03/2025 No Project, PM Peak Hour Synchro 12 Report 406 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 95 187 185 6 387 0 0 461 35 Future Volume (veh/h) 0 0 0 95 187 185 6 387 0 0 461 35 Initial Q (Qb), veh 000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.98 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1563 1563 1563 1563 1563 0 0 1563 1563 Adj Flow Rate, veh/h 107 210 208 7 435 0 0 518 39 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 111110011 Cap, veh/h 133 259 251 49 1822 0 0 1767 133 Arrive On Green 0.26 0.26 0.26 0.63 0.63 0.00 0.00 0.63 0.63 Sat Flow, veh/h 518 1012 980 16 2953 0 0 2874 210 Grp Volume(v), veh/h 277 0 248 236 206 0 0 274 283 Grp Sat Flow(s),veh/h/ln 1341 0 1168 1546 1351 0 0 1485 1521 Q Serve(g_s), s 18.6 0.0 19.2 0.0 6.3 0.0 0.0 8.0 8.1 Cycle Q Clear(g_c), s 18.6 0.0 19.2 6.3 6.3 0.0 0.0 8.0 8.1 Prop In Lane 0.39 0.84 0.03 0.00 0.00 0.14 Lane Grp Cap(c), veh/h 344 0 299 1016 854 0 0 939 962 V/C Ratio(X) 0.81 0.00 0.83 0.23 0.24 0.00 0.00 0.29 0.29 Avail Cap(c_a), veh/h 559 0 487 1016 854 0 0 939 962 HCM Platoon Ratio 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 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 33.5 0.0 33.7 7.7 7.7 0.0 0.0 8.0 8.0 Incr Delay (d2), s/veh 4.5 0.0 6.2 0.5 0.7 0.0 0.0 0.8 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 %ile BackOfQ(50%),veh/ln 6.4 0.0 5.9 2.1 1.9 0.0 0.0 2.6 2.7 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 37.9 0.0 39.9 8.2 8.3 0.0 0.0 8.8 8.8 LnGrp LOS D D A A A A Approach Vol, veh/h 525 442 557 Approach Delay, s/veh 38.8 8.3 8.8 Approach LOS D A A Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 65.8 65.8 30.2 Change Period (Y+Rc), s 5.1 5.1 5.6 Max Green Setting (Gmax), s 45.0 45.0 40.0 Max Q Clear Time (g_c+I1), s 8.3 10.1 21.2 Green Ext Time (p_c), s 3.0 4.0 3.4 Intersection Summary HCM 7th Control Delay, s/veh 19.0 HCM 7th LOS B HCM 7th TWSC Northern 4: 5th Ave & Lamme Street 04/03/2025 No Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 29 4 4 24 1 4 18 6 4 23 0 Future Vol, veh/h 2 29 4 4 24 1 4 18 6 4 23 0 Conflicting Peds, #/hr505505505505 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 000000000000 Mvmt Flow 2314426141964250 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 32 0 0 40 0 0 94 83 43 90 85 36 Stage 1 ------4343-4040- Stage 2 ------5240-5045- Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.15.5-6.15.5- Critical Hdwy Stg 2 ------6.15.5-6.15.5- Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1593 - - 1582 - - 894 811 1033 899 809 1042 Stage 1 ------977863-980866- Stage 2 ------966865-968862- Platoon blocked, % - - - - Mov Cap-1 Maneuver 1586 - - 1575 - - 855 800 1024 861 799 1033 Mov Cap-2 Maneuver ------855800-861799- Stage 1 ------971858-973859- Stage 2 ------932859-935857- Approach EB WB NB SB HCM Ctrl Dly, s/v 0.42 1.01 9.4 9.62 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 848 100 - - 246 - - 808 HCM Lane V/C Ratio 0.036 0.001 - - 0.003 - - 0.036 HCM Ctrl Dly (s/v) 9.4 7.3 0 - 7.3 0 - 9.6 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1 HCM 7th TWSC Northern 5: 5th Ave & Mendenhall Street 04/03/2025 No Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 0 22 467 7 19 20 0 0 21 12 Future Vol, veh/h 0 0 0 22 467 7 19 20 0 0 21 12 Conflicting Peds, #/hr000505500005 Sign Control Stop Stop Stop Free Free Free Stop Stop Stop Stop Stop Stop 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, % 000111880033 Mvmt Flow 0 0 0 26 549 8 22 24 0 0 25 14 Major/Minor Major2 Minor1 Minor2 Conflicting Flow All 5 0 0 349 619 - - 615 289 Stage 1 - - - 5 5 - - 610 - Stage 2 - - - 344 614 - - 5 - Critical Hdwy 4.12 - - 7.66 6.66 - - 6.56 6.96 Critical Hdwy Stg 1 -------5.56- Critical Hdwy Stg 2 - - - 6.66 5.66 - - - - Follow-up Hdwy 2.21 - - 3.58 4.08 - - 4.03 3.33 Pot Cap-1 Maneuver 1622 - - 567 390 0 0 403 705 Stage 1 -----00480- Stage 2 - - - 629 466 0 0 - - Platoon blocked, % - - Mov Cap-1 Maneuver 1615 - - 509 380 - - 392 702 Mov Cap-2 Maneuver - - - 509 380 - - 392 - Stage 1 -------469- Stage 2 - - - 572 455 - - - - Approach WB NB SB HCM Ctrl Dly, s/v 0.44 14.29 13.41 HCM LOS B B Minor Lane/Major Mvmt NBLn1 WBL WBT WBRSBLn1 Capacity (veh/h) 433 156 - - 467 HCM Lane V/C Ratio 0.106 0.016 - - 0.083 HCM Ctrl Dly (s/v) 14.3 7.3 0.1 - 13.4 HCM Lane LOS B A A - B HCM 95th %tile Q(veh) 0.4 0 - - 0.3 HCM 7th TWSC Northern 1: 7th Ave & Lamme Street 04/03/2025 With Project, AM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 1 4 2 2 6 1 329 20 50 391 4 Future Vol, veh/h 5 1 4 2 2 6 1 329 20 50 391 4 Conflicting Peds, #/hr505505505505 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 81 81 81 81 81 81 81 81 81 81 81 81 Heavy Vehicles, % 000101010444333 Mvmt Flow 6 1 5 2 2 7 1 406 25 62 483 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 825 1052 254 796 1042 225 493 0 0 436 0 0 Stage 1 614 614 - 426 426 ------- Stage 2 212 438 - 370 616 ------- Critical Hdwy 7.5 6.5 6.9 7.7 6.7 7.1 4.18 - - 4.16 - - Critical Hdwy Stg 16.55.5-6.75.7------- Critical Hdwy Stg 26.55.5-6.75.7------- Follow-up Hdwy 3.5 4 3.3 3.6 4.1 3.4 2.24 - - 2.23 - - Pot Cap-1 Maneuver 268 228 752 264 216 754 1053 - - 1113 - - Stage 1 451 486 - 556 565 ------- Stage 2 776 582 - 601 461 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 243 212 745 242 200 747 1049 - - 1108 - - Mov Cap-2 Maneuver 243 212 - 242 200 ------- Stage 1 420 453 - 553 561 ------- Stage 2 761 579 - 554 429 ------- Approach EB WB NB SB HCM Ctrl Dly, s/v 16.48 14.8 0.03 1.33 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 10 - - 326 380 399 - - HCM Lane V/C Ratio 0.001 - - 0.038 0.033 0.056 - - HCM Ctrl Dly (s/v) 8.4 0 - 16.5 14.8 8.4 0.4 - HCM Lane LOS A A - C B A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0.2 - - HCM 7th TWSC Northern 2: 7th Ave & Alley 04/03/2025 With Project, AM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 4 2 343 1 1 380 Future Vol, veh/h 4 2 343 1 1 380 Conflicting Peds, #/hr 5 5 0 5 5 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 82 82 82 82 82 82 Heavy Vehicles, % 0 0 4 4 3 3 Mvmt Flow 5 2 418 1 1 463 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 663 220 0 0 425 0 Stage 1 424 ----- Stage 2 239 ----- Critical Hdwy 6.8 6.9 - - 4.16 - Critical Hdwy Stg 15.8----- Critical Hdwy Stg 25.8----- Follow-up Hdwy 3.5 3.3 - - 2.23 - Pot Cap-1 Maneuver 399 790 - - 1124 - Stage 1 634 ----- Stage 2 784 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 395 784 - - 1120 - Mov Cap-2 Maneuver 395 ----- Stage 1 631 ----- Stage 2 779 ----- Approach WB NB SB HCM Ctrl Dly, s/v 12.73 0 0.03 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 473 9 - HCM Lane V/C Ratio - - 0.015 0.001 - HCM Ctrl Dly (s/v) - - 12.7 8.2 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0 0 - HCM 7th Signalized Intersection Summary Northern 3: 7th Ave & Mendenhall Street 04/03/2025 With Project, AM Peak Hour Synchro 12 Report 406 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 59 73 104 7 262 0 0 306 30 Future Volume (veh/h) 0 0 0 59 73 104 7 262 0 0 306 30 Initial Q (Qb), veh 000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1501 1501 1501 1526 1526 0 0 1526 1526 Adj Flow Rate, veh/h 67 83 118 8 298 0 0 348 34 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 666440044 Cap, veh/h 122 150 200 65 1920 0 0 1841 179 Arrive On Green 0.20 0.20 0.20 0.69 0.69 0.00 0.00 0.69 0.69 Sat Flow, veh/h 618 759 1011 38 2849 0 0 2742 259 Grp Volume(v), veh/h 139 0 129 164 142 0 0 188 194 Grp Sat Flow(s),veh/h/ln 1283 0 1105 1499 1319 0 0 1450 1475 Q Serve(g_s), s 9.4 0.0 10.2 0.0 3.6 0.0 0.0 4.4 4.5 Cycle Q Clear(g_c), s 9.4 0.0 10.2 3.6 3.6 0.0 0.0 4.4 4.5 Prop In Lane 0.48 0.91 0.05 0.00 0.00 0.18 Lane Grp Cap(c), veh/h 254 0 219 1074 911 0 0 1001 1019 V/C Ratio(X) 0.55 0.00 0.59 0.15 0.16 0.00 0.00 0.19 0.19 Avail Cap(c_a), veh/h 534 0 461 1074 911 0 0 1001 1019 HCM Platoon Ratio 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 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 34.6 0.0 35.0 5.1 5.1 0.0 0.0 5.3 5.3 Incr Delay (d2), s/veh 1.8 0.0 2.5 0.3 0.4 0.0 0.0 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 %ile BackOfQ(50%),veh/ln 3.1 0.0 2.9 1.1 1.0 0.0 0.0 1.3 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 36.5 0.0 37.5 5.4 5.5 0.0 0.0 5.7 5.7 LnGrp LOS D D A A A A Approach Vol, veh/h 268 306 382 Approach Delay, s/veh 37.0 5.5 5.7 Approach LOS D A A Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 71.4 71.4 24.6 Change Period (Y+Rc), s 5.1 5.1 5.6 Max Green Setting (Gmax), s 45.0 45.0 40.0 Max Q Clear Time (g_c+I1), s 5.6 6.5 12.2 Green Ext Time (p_c), s 2.0 2.6 1.8 Intersection Summary HCM 7th Control Delay, s/veh 14.4 HCM 7th LOS B HCM 7th TWSC Northern 4: 5th Ave & Lamme Street 04/03/2025 With Project, AM Peak Hour Synchro 12 Report 406 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 0 53 25 5 9 3 0 12 2 2 30 1 Future Vol, veh/h 0 53 25 5 9 3 0 12 2 2 30 1 Conflicting Peds, #/hr505505505505 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 77 77 77 77 77 77 77 77 77 77 77 77 Heavy Vehicles, % 000000000222 Mvmt Flow 06932612401633391 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 21 0 0 106 0 0 139 124 95 113 138 24 Stage 1 ------9090-3232- Stage 2 ------4934-82106- Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.15.5-6.125.52- Critical Hdwy Stg 2 ------6.15.5-6.125.52- Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.518 4.018 3.318 Pot Cap-1 Maneuver 1609 - - 1497 - - 836 771 967 864 753 1053 Stage 1 ------922824-985869- Stage 2 ------969871-927807- Platoon blocked, % - - - - Mov Cap-1 Maneuver 1602 - - 1491 - - 781 760 959 833 743 1044 Mov Cap-2 Maneuver ------781760-833743- Stage 1 ------918821-976861- Stage 2 ------916863-903804- Approach EB WB NB SB HCM Ctrl Dly, s/v 0 2.18 9.7 10.06 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 784 1602 - - 504 - - 755 HCM Lane V/C Ratio 0.023 - - - 0.004 - - 0.057 HCM Ctrl Dly (s/v) 9.7 0 - - 7.4 0 - 10.1 HCM Lane LOS A A - - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.2 HCM 7th TWSC Northern 5: 5th Ave & Mendenhall Street 04/03/2025 With Project, AM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 00082048325002632 Future Vol, veh/h 00082048325002632 Conflicting Peds, #/hr000505500005 Sign Control Stop Stop Stop Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80 Heavy Vehicles, % 000444880033 Mvmt Flow 0001025510406003340 Major/Minor Major2 Minor1 Minor2 Conflicting Flow All 5 0 0 174 295 - - 290 143 Stage 1 - - - 5 5 - - 285 - Stage 2 - - - 169 290 - - 5 - Critical Hdwy 4.18 - - 7.66 6.66 - - 6.56 6.96 Critical Hdwy Stg 1 -------5.56- Critical Hdwy Stg 2 - - - 6.66 5.66 - - - - Follow-up Hdwy 2.24 - - 3.58 4.08 - - 4.03 3.33 Pot Cap-1 Maneuver 1600 - - 757 601 0 0 617 876 Stage 1 -----00672- Stage 2 - - - 799 656 0 0 - - Platoon blocked, % - - Mov Cap-1 Maneuver 1593 - - 676 592 - - 607 872 Mov Cap-2 Maneuver - - - 676 592 - - 607 - Stage 1 -------664- Stage 2 - - - 721 649 - - - - Approach WB NB SB HCM Ctrl Dly, s/v 0.31 10.83 10.48 HCM LOS B B Minor Lane/Major Mvmt NBLn1 WBL WBT WBRSBLn1 Capacity (veh/h) 663 124 - - 729 HCM Lane V/C Ratio 0.07 0.006 - - 0.099 HCM Ctrl Dly (s/v) 10.8 7.3 0 - 10.5 HCM Lane LOS B A A - B HCM 95th %tile Q(veh) 0.2 0 - - 0.3 HCM 7th TWSC Northern 1: 7th Ave & Lamme Street 04/03/2025 With Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 7 4 14 2 1 20 4 593 15 33 513 6 Future Vol, veh/h 7 4 14 2 1 20 4 593 15 33 513 6 Conflicting Peds, #/hr505505505505 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 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, % 000000222111 Mvmt Flow 8 5 16 2 1 23 5 682 17 38 590 7 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1030 1387 308 1082 1382 359 602 0 0 704 0 0 Stage 1 674 674 - 704 704 ------- Stage 2 356 713 - 378 677 ------- Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.14 - - 4.12 - - Critical Hdwy Stg 16.55.5-6.55.5------- Critical Hdwy Stg 26.55.5-6.55.5------- Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.22 - - 2.21 - - Pot Cap-1 Maneuver 191 144 694 174 145 643 972 - - 896 - - Stage 1 415 457 - 398 442 ------- Stage 2 640 438 - 621 455 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 170 135 687 154 136 637 968 - - 893 - - Mov Cap-2 Maneuver 170 135 - 154 136 ------- Stage 1 392 431 - 394 438 ------- Stage 2 609 434 - 567 430 ------- Approach EB WB NB SB HCM Ctrl Dly, s/v 19.65 13.61 0.11 0.94 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 23 - - 274 445 212 - - HCM Lane V/C Ratio 0.005 - - 0.105 0.059 0.042 - - HCM Ctrl Dly (s/v) 8.7 0.1 - 19.6 13.6 9.2 0.4 - HCM Lane LOS A A - C B A A - HCM 95th %tile Q(veh) 0 - - 0.3 0.2 0.1 - - HCM 7th TWSC Northern 2: 7th Ave & Alley 04/03/2025 With Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 2 2 600 3 2 513 Future Vol, veh/h 2 2 600 3 2 513 Conflicting Peds, #/hr 5 5 0 5 5 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, % 0 0 1 1 1 1 Mvmt Flow 2 2 674 3 2 576 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 979 349 0 0 683 0 Stage 1 681 ----- Stage 2 298 ----- Critical Hdwy 6.8 6.9 - - 4.12 - Critical Hdwy Stg 15.8----- Critical Hdwy Stg 25.8----- Follow-up Hdwy 3.5 3.3 - - 2.21 - Pot Cap-1 Maneuver 251 653 - - 913 - Stage 1 470 ----- Stage 2 733 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 248 648 - - 909 - Mov Cap-2 Maneuver 248 ----- Stage 1 468 ----- Stage 2 728 ----- Approach WB NB SB HCM Ctrl Dly, s/v 15.16 0 0.06 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 359 14 - HCM Lane V/C Ratio - - 0.013 0.002 - HCM Ctrl Dly (s/v) - - 15.2 9 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 0 0 - HCM 7th Signalized Intersection Summary Northern 3: 7th Ave & Mendenhall Street 04/03/2025 With Project, PM Peak Hour Synchro 12 Report 406 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 119 204 204 6 389 0 0 463 36 Future Volume (veh/h) 0 0 0 119 204 204 6 389 0 0 463 36 Initial Q (Qb), veh 000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.98 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1563 1563 1563 1563 1563 0 0 1563 1563 Adj Flow Rate, veh/h 134 229 229 7 437 0 0 520 40 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 111110011 Cap, veh/h 162 276 272 48 1745 0 0 1689 130 Arrive On Green 0.28 0.28 0.28 0.61 0.61 0.00 0.00 0.61 0.61 Sat Flow, veh/h 573 976 962 15 2954 0 0 2869 214 Grp Volume(v), veh/h 313 0 279 237 207 0 0 276 284 Grp Sat Flow(s),veh/h/ln 1339 0 1173 1547 1351 0 0 1485 1520 Q Serve(g_s), s 21.0 0.0 21.5 0.0 6.8 0.0 0.0 8.7 8.7 Cycle Q Clear(g_c), s 21.0 0.0 21.5 6.8 6.8 0.0 0.0 8.7 8.7 Prop In Lane 0.43 0.82 0.03 0.00 0.00 0.14 Lane Grp Cap(c), veh/h 379 0 332 975 818 0 0 899 920 V/C Ratio(X) 0.83 0.00 0.84 0.24 0.25 0.00 0.00 0.31 0.31 Avail Cap(c_a), veh/h 558 0 489 975 818 0 0 899 920 HCM Platoon Ratio 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 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 32.2 0.0 32.4 8.8 8.8 0.0 0.0 9.2 9.2 Incr Delay (d2), s/veh 6.5 0.0 8.4 0.6 0.7 0.0 0.0 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 %ile BackOfQ(50%),veh/ln 7.4 0.0 6.8 2.4 2.1 0.0 0.0 2.9 3.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 38.6 0.0 40.8 9.4 9.6 0.0 0.0 10.1 10.1 LnGrp LOS D D A A B B Approach Vol, veh/h 592 444 560 Approach Delay, s/veh 39.7 9.5 10.1 Approach LOS D A B Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 63.2 63.2 32.8 Change Period (Y+Rc), s 5.1 5.1 5.6 Max Green Setting (Gmax), s 45.0 45.0 40.0 Max Q Clear Time (g_c+I1), s 8.8 10.7 23.5 Green Ext Time (p_c), s 3.0 4.0 3.7 Intersection Summary HCM 7th Control Delay, s/veh 20.9 HCM 7th LOS C HCM 7th TWSC Northern 4: 5th Ave & Lamme Street 04/03/2025 With Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 4.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 32 18 7 24 1 4 18 6 4 26 0 Future Vol, veh/h 2 32 18 7 24 1 4 18 6 4 26 0 Conflicting Peds, #/hr505505505505 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 000000000000 Mvmt Flow 23419826141964280 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 32 0 0 59 0 0 113 100 54 100 109 36 Stage 1 ------5353-4646- Stage 2 ------6047-5363- Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.15.5-6.15.5- Critical Hdwy Stg 2 ------6.15.5-6.15.5- Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1593 - - 1558 - - 869 794 1019 886 784 1042 Stage 1 ------964854-972860- Stage 2 ------957860-964846- Platoon blocked, % - - - - Mov Cap-1 Maneuver 1586 - - 1551 - - 825 782 1010 846 773 1033 Mov Cap-2 Maneuver ------825782-846773- Stage 1 ------959849-963852- Stage 2 ------917852-931841- Approach EB WB NB SB HCM Ctrl Dly, s/v 0.28 1.6 9.51 9.8 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 828 65 - - 391 - - 782 HCM Lane V/C Ratio 0.036 0.001 - - 0.005 - - 0.041 HCM Ctrl Dly (s/v) 9.5 7.3 0 - 7.3 0 - 9.8 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1 HCM 7th TWSC Northern 5: 5th Ave & Mendenhall Street 04/03/2025 With Project, PM Peak Hour Synchro 12 Report 406 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 0 22 492 7 39 20 0 0 21 31 Future Vol, veh/h 0 0 0 22 492 7 39 20 0 0 21 31 Conflicting Peds, #/hr000505500005 Sign Control Stop Stop Stop Free Free Free Stop Stop Stop Stop Stop Stop 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 1 1 1 100 100 100 6 6 6 Mvmt Flow 0 0 0 26 579 8 46 24 0 0 25 36 Major/Minor Major2 Minor1 Minor2 Conflicting Flow All 5 0 0 364 649 - - 645 304 Stage 1 - - - 5 5 - - 640 - Stage 2 - - - 359 644 - - 5 - Critical Hdwy 4.12 - - 9.5 8.5 - - 6.62 7.02 Critical Hdwy Stg 1 -------5.62- Critical Hdwy Stg 2 - - - 8.5 7.5 - - - - Follow-up Hdwy 2.21 - - 4.5 5 - - 4.06 3.36 Pot Cap-1 Maneuver 1622 - - 381 236 0 0 381 681 Stage 1 -----00459- Stage 2 - - - 426 285 0 0 - - Platoon blocked, % - - Mov Cap-1 Maneuver 1615 - - 329 230 - - 371 678 Mov Cap-2 Maneuver - - - 329 230 - - 371 - Stage 1 -------448- Stage 2 - - - 373 278 - - - - Approach WB NB SB HCM Ctrl Dly, s/v 0.43 21.49 13.06 HCM LOS C B Minor Lane/Major Mvmt NBLn1 WBL WBT WBRSBLn1 Capacity (veh/h) 287 149 - - 508 HCM Lane V/C Ratio 0.242 0.016 - - 0.12 HCM Ctrl Dly (s/v) 21.5 7.3 0.1 - 13.1 HCM Lane LOS C A A - B HCM 95th %tile Q(veh) 0.9 0 - - 0.4