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09-26-22 Council Workshop
SPECIAL ACCOMMODATIONS: The City of Arlington strives to provide accessible meetings for people with disabilities. Please contact the ADA coordinator at (360) 403-3441 or 711 (TDD only) prior to the meeting date if special accommodations are required. CALL TO ORDER Mayor Barb Tolbert PLEDGE OF ALLEGIANCE ROLL CALL Mayor Barb Tolbert – Wendy APPROVAL OF THE AGENDA Mayor Pro Tem Jan Schuette SWEARINGS IN Police Officers Nate Bauer, Jeremy Cronauer and Meghan Kidd-Zimmerman. Peter Barrett / Steve Peiffle INTRODUCTION OF SPECIAL GUESTS AND PRESENTATIONS WORKSHOP ITEMS – NO FINAL ACTION WILL BE TAKEN 1. Smokey Point Corridor Update ATTACHMENT A Staff Presentation: Jim Kelly ATTACHMENT B ATTACHMENT C ATTACHMENT D ATTACHMENT E 2.Inflow and Infiltration Repair Contract Award Staff Presentation: Jim Kelly Council Liaison: Debora Nelson 3.Utilities and Transportation Quarterly Report Staff Presentation: Jim Kelly 4.Finance Monthly Report Staff Presentation: Kristin Garcia 5.Community and Economic Development Quarterly Report Staff Presentation: Marc Hayes ADMINISTRATOR & STAFF REPORTS MAYOR’S REPORT Arlington City Council Workshop Monday, September 26, 2022 at 7:00 pm City Council Chambers – 110 E 3rd Street SPECIAL ACCOMMODATIONS: The City of Arlington strives to provide accessible meetings for people with disabilities. Please contact the ADA coordinator at (360) 403-3441 or 711 (TDD only) prior to the meeting date if special accommodations are required. COMMENTS FROM COUNCILMEMBERS/COUNCILMEMBER REPORTS PUBLIC COMMENT For members of the public who wish to speak to the Council. Please limit your remarks to three minutes. REVIEW OF CONSENT AGENDA ITEMS FOR NEXT MEETING EXECUTIVE SESSION RECONVENE ADJOURNMENT Mayor Pro Tem Jan Schuette / Mayor Barb Tolbert City of Arlington Council Agenda Bill Item: WS #1 Attachment A Perteet Engineering ATTACHMENTS: Cover sheet of SPB Corridor PowerPoint Presentation (cover page only) and Traffic analysis Memorandum DEPARTMENT OF ORIGIN Public Works; Jim Kelly, Director 360-403-3505 EXPENDITURES REQUESTED: $0.00 BUDGET CATEGORY: N/A BUDGETED AMOUNT: N/A LEGAL REVIEW: DESCRIPTION: Presentation by Perteet and discussion of the outreach and design of the Smokey Point Boulevard Corridor project with recommendation for preferred corridor alternative. HISTORY: Public Works applied for and received a $959,600 grant from PSRC for the planning, community outreach, design and preliminary right-of-way analysis for improvements to Smokey Point Blvd between 74th St and 200th St. Several design consultants were interviewed and the Perteet team was best suited for this project work, work started in 2020. Both Public Works and CED worked with the Perteet team on outreach efforts, planning, transportation analysis, and design; work was impacted by Covid-19 meeting restrictions but we kept the project moving forward. We are at the point where we have developed a preferred corridor layout and want SMOKEY POINT BOULEVARD Presented to: City of Arlington Council September 26, 2022 MEMORANDUM 2707 Colby Avenue, Suite 900, Everett, WA 98201 ½ P 425.252.7700 1 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx To: Jim Kelly, PE City of Arlington Public Works Director From: Dan Hansen, PE Mike Hendrix, PE, PTOE Jillian Backman, PE Date: March 4, 2022 Re: Smokey Point Boulevard: 2040 Traffic Operations Analysis INTRODUCTION The City of Arlington has hired Perteet to design improvements along Smokey Point Boulevard from 174th Place NE to 200th Street NE. Through Community and Economic Development (CED) Zoning and Transportation Planning, the City of Arlington plans to rebuild Smokey Point Boulevard as a transit emphasis corridor. This project aims to meet the transit goals outlined in the PSRC VISION 2050 plan and Snohomish County’s Planning Policy TR 2.C. A traffic analysis was completed to evaluate roadway sections, traffic control treatments, and intersection configuration to meet the City’s level of service (LOS) and safety requirements. This memorandum documents the traffic volume development process for evaluation of the design year (2040) analysis volumes of the five study intersections. It also includes any assumptions or calculations that were made as part of the traffic analysis process. Further, these numbers were then applied to the intersection operations to determine average delay and level of service for each of these intersections. This work will be utilized to determine the necessary configuration for vehicle accommodation of Smokey Point Boulevard. A level of service analysis of the recommended traffic control type was also conducted at five-year increments to determine the necessary build year to maintain city traffic network requirements. Additionally, recommendations for incorporating and prioritizing transit, bicycle, and pedestrian modes have been included as part of this memorandum. EXISTING CONDITIONS Within the project limits, five intersections will undergo a traffic analysis. Table 1 details the cross streets that intersect Smokey Point Boulevard within the project limits. Table 1. Study Intersections. Cross Street Speed Limit Intersection Control Functional Roadway Classification 174th Place NE 25mph Signal Local roadway 180th Street NE 25mph Minor Street Stop Controlled Local roadway 183rd Place NE 25mph Minor Street Stop Controlled Local roadway 188th Street NE 35mph All-Way Stop Controlled West of Smokey Point Boulevard Local Roadway East of Smokey Point Boulevard Urban Major Collector 200th Street NE 25mph Minor Street Stop Controlled Local Roadway MEMORANDUM 2 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx TRAFFIC VOLUMES ANALYSIS AND FORECAST This project traffic analysis will conduct review of intersection configurations under the following two conditions: · 2020 PM peak hour · 2040 PM peak hour Existing Traffic Volumes and Data The 2020 AM and PM peak hour volumes were established using collected turning movement count data. Due to COVID-19 related shutdowns, turning movement counts were not collected. Historical turning movement count data taken at 15-minute intervals was collected at the following cross streets of Smokey Point Boulevard: · 172nd Street NE (SR 531) · Smokey Point Drive/174th Place NE · 35th Avenue NE · 180th Street NE · 186th Place NE · 188th Street NE · 200th Street NE No historical traffic count data was available for the intersection of Smokey Point Boulevard NE and 183rd Place NE. Patterns of similar intersections, specifically at the 180th Street NE and 186th Place NE intersections, were used to approximate the 183rd Place NE turning movement counts. See Table 3 for assumptions for this approximation. All of the counts were taken during PM peak hours except for Smokey Point Boulevard and 172nd Street NE (SR 531), where a 24-hour 15-minute interval count was conducted. This 24-hour count was used to evaluate the AM volumes compared to the daily volumes and PM peak volumes. The total volume of vehicles passing through this intersection at 15-minute intervals over the course of a day can be seen in Figure 1. Figure 1. Smokey Point Boulevard and 172nd Street NE (SR 531) 24-Hour Volumes. 0 200 400 600 800 1000 1200 1400 1 2 : 0 0 A M 12 : 4 5 A M 1: 3 0 A M 2 : 1 5 A M 3 : 0 0 A M 3 : 4 5 A M 4 : 3 0 A M 5 : 1 5 A M 6 : 0 0 A M 6 : 4 5 A M 7 : 3 0 A M 8 : 1 5 A M 9 : 0 0 A M 9 : 4 5 A M 10 : 3 0 A M 11 : 1 5 A M 12 : 0 0 P M 12 : 4 5 P M 1: 3 0 P M 2 : 1 5 P M 3 : 0 0 P M 3 : 4 5 P M 4 : 3 0 P M 5 : 1 5 P M 6 : 0 0 P M 6 : 4 5 P M 7 : 3 0 P M 8 : 1 5 P M 9 : 0 0 P M 9 : 4 5 P M 10 : 3 0 P M 11 : 1 5 P M Smokey Point Blvd @ 172nd St NE/SR 531 Daily Volumes MEMORANDUM 3 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx Often traffic analysis includes models of both the AM and PM peaks to account for the possible differences of traffic flow and turning movements during each peak. It was found from this 24-hour count that there were not two independent peaks in the AM and PM hours at this location. Rather, there was a steady increase of volume through the morning and afternoon to the PM peak before volumes decreased again. The AM peak hour is simply the highest volume counts within the AM hours, which in this case is the 11:00 AM to 12:00 PM hour. The PM peak hour was determined to be 3:00 PM to 4:00 PM. When comparing the directionality of traffic during each of these hours, it was determined the split between northbound and southbound approach volumes was similar when comparing these two peak hours. Some change in directionality was noted earlier in the AM hours; however, the total intersection volumes at these times were considerably lower than the peak hours. This indicates an analysis of just the PM peak hour is sufficient when analyzing average delay and level of service of various types of intersection control. This additionally allows modeling to be based on historical turning movement counts during the PM peak hour rather than an approximation of hourly volumes based on a percentage of the daily traffic volumes. The expected growth rate, included in Table 2, was then applied to the PM historic volumes to estimate anticipated 2020 turning movement counts without the impact of the COVID-19 pandemic related shutdowns. 2040 Traffic Volumes Forecast Methodology The City of Arlington developed a traffic model in the 2017 Comprehensive Plan update. This model projected traffic volumes to 2035. The intersections of Smokey Point Boulevard and 174th Place NE, Smokey Point Boulevard and 188th Street NE, and Smokey Point Boulevard and 200th Street NE were included in the model. The team worked with the Transpo Group to develop 2040 traffic projections based on both the City’s Comprehensive Plan and recent work conducted by the Transpo Group for new developments occurring in Arlington. To obtain 2040 traffic volumes, the 2035 traffic volumes forecast was adjusted to account for the following: · Regional growth percentage · Arlington-Marysville Cascade Industrial Center (CIC) Transportation Network Analysis (included in Appendix A) · City of Arlington Zoning Map dated October 15, 2020 (included in Appendix B) · Transportation network modifications including: o Completion of 173rd Street NE to 43rd Avenue NE o Extension of 43rd Avenue NE to 180th Place NE allowing connections to Airport Boulevard o Extension of 180th Place NE to Airport Boulevard o Extension of 183rd Place NE to Airport Boulevard A map showing the proposed transportation network modifications is shown in Figure 2. MEMORANDUM 4 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx Figure 2. Proposed 2040 Transportation Network Modifications. The Arlington-Marysville (CIC) Planned Action Environmental Impact Statement (EIS) released January 2021 also proposed adopting a Planned Action to amend the Comprehensive Plan. This resulted in an updated future land MEMORANDUM 5 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx use map accounting for the preferred alternative from the Arlington CIC FEIS which included a blend of the Action Alternative 1 (population and number of dwelling units) and Alternative 2 (jobs). This land use map was then used to make adjustments and volume predictions for the remaining project intersections. For future land uses on the new streets of 180th Place NE and 183rd Place NE between Smokey Point Boulevard and Airport Boulevard, the team applied the Institute of Transportation Engineers’ Trip Generation Manual rates to determine the number of trips added to the network. These rates were applied based on the land area zoned and in the impacted City of Arlington-defined Traffic Analysis Zones (TAZ). The forecasting relied on existing traffic counts and the 2010 and 2040 travel demand models. Traffic counts collected prior to 2021 were grown at an average annual growth rate of one percent (1%) consistent with previous work completed in the area. Additionally, any existing traffic counts collected following the start of the COVID-19 pandemic were factored, as necessary, based on historic counts to account for changes in traffic volumes or travel patterns. Model volumes were post processed following standard procedures described by NCHRP 765 and represent the forecast 2040 conditions in the area. The turning movements derived from this effort are shown in Figure 3. Figure 3. Projected 2040 Volumes and PM Peak Turning Movement Counts* *Traffic projections determined by The Transpo Group. Note that additional intersections are shown in the figure to show the distribution of trips through the local area for reference. MEMORANDUM 6 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx TRAFFIC OPERATIONS ANALYSIS Traffic operations were reviewed for the five intersections noted above for the 2040 PM peak hour to assist in determining what the intersection control and configuration should be to accommodate traffic volumes at an acceptable level of service. Prior to this analysis, the City provided a conceptual roadway cross-section which has been used to provide guidance as developers work to construct new housing and commercial buildings along the corridor. This cross-section is shown in Figure 4. Our work focused on the major intersections to determine the operational impacts of various traffic control options and to determine the number of lanes required at the intersections to meet the City’s concurrency requirements. A two-lane configuration was first analyzed with each form of intersection control to determine if the cross-section would meet the City’s LOS standards. This approach minimizes the potential to overbuild the corridor. Such widening could inflate project costs, increase negative community impacts through right-of-way acquisitions, and reduce flexibility for providing multi-modal facilities within the roadway section. Figure 4. Smokey Point Boulevard Conceptual Roadway Cross-Section Intersection Level of Service Analysis To determine the treatment, an analysis of traffic control was reviewed. The following types of traffic control were analyzed using a two-lane configuration on Smokey Point Boulevard (SPB): · Side street stop control (i.e. Smokey Point Boulevard would be free flowing) · All-way stop control · Traffic signal control · Roundabout Table 2 shows the level of service (LOS) results for side street stop control for each intersection and the all-way stop controlled intersection of Smokey Point Boulevard. The signalized intersection of Smokey Point Boulevard and 174th Place NE is not shown. Note that the level of service (LOS) for side street stop-controlled intersections is determined by the highest delay on an approach. LOS for all-way stop controlled intersections, traffic signal- controlled intersections, and intersections with roundabouts are an average control delay for the entire intersection, including all appraches. MEMORANDUM 7 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx Table 2. 2040 PM Peak Hour Stop Control Delay and LOS. SPB Intersection Minor Street Control Delay (sec/veh) Average Control Delay (sec/veh) LOS 180th Street NE 1,782.1 - F 183rd Place NE 541.3 - F 188th Street NE - 183.9 F 200th Street NE 28.6 - D The intersections of 180th Street NE and 183rd Place NE all operate at LOS F with substantial delays on the stop- controlled side streets. The intersection delay of 188th Street NE has a lower overall amount of delay, however, this is the result of it being controlled by an all-way stop. When broken down into delays based on approaches, the northbound and westbound approaches experience the highest delay during the PM peak hour. The northbound approach experiences delay of 307 seconds and the westbound approach experiences 160.1 seconds of delay. Both approaches operate at LOS F. The intersection with 200th Street NE similarly shows some delay on the stop- controlled side streets but operates at an acceptable LOS during the PM peak. Due to the high delays for the three of the four intersections, the traffic signal control option was reviewed. This was once again conducted using a two-lane configuration on Smokey Point Boulevard. Exclusive left turn lanes were added on all approaches at these intersections for this alternative. Further, the westbound approach of 188th Street NE had an exclusive right turn lane added to accommodate high traffic volumes. These results are shown in Table 3 below. Table 3. 2040 PM Peak Hour Traffic Signal Control Delays and LOS. SPB Intersection Average Control Delay (sec/veh) LOS 174th Street NE 52.5 D 180th Street NE 31.3 C 183rd Place NE 20.3 C 188th Street NE 26.3 C 200th Street NE 7.1 A This analysis show signalizing each intersection north of 174th Place NE improves overall performance of the corridor compared to maintaining the existing two-way stop-controlled condition. Additionally, the existing signal at SPB and 174th Place NE continues to meet City level of service requirements through 2040 and a change in traffic control of this intersection is not warranted based on capacity requirements. However, a roundabout analysis was conducted to determine the LOS and delay of the roundabout option to compare the traffic control alternatives. The intersection of SPB and 200th Street NE will operate at LOS A in the signalized two-lane SPB configuration. However, prior to installing a signal at 200th Street and SPB, a signal warrant analysis should be conducted. Based on projected volumes in 2040, the approach volumes on 200th Street would be roughly 150 vehicles. Of these, 104 vehicles are expected to turn right and head southbound. A traffic signal would be helpful for this movement but would add delay to through traffic and not necessarily reduce the delay for right turning traffic to MEMORANDUM 8 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx compensate for the additional mainline delay. As such, a traffic signal is not considered an appropriate traffic control treatment for capacity reasons. Finally, a roundabout analysis was conducted to determine the impacts on delay. Due to the high westbound right turn movements projected at the intersection of SPB and 188th Street NE, two roundabout configurations were evaluated: a standard single lane roundabout, and a single lane roundabout with a westbound slip lane for right turning traffic (i.e., westbound to northbound). The results of this analysis are shown in Table 4. Table 4. 2040 PM Peak Hour Roundabout Control Delays (second/vehicle) and LOS. Intersection Slip Lane Average Control Delay LOS 174th Place NE None 44.5 D 180th Street NE None 14.9 B 183rd Place NE None 15.5 C 188th Street NE None 63.9 E Westbound 13.5 B 200th Street NE None 13.6 B As shown in Table 4, the intersection of SPB and 188th Street will not meet the City’s LOS requirement with a single lane roundabout in 2040 based on projected traffic volumes. However, the installation of a westbound right-turn slip lane will reduce overall delays and result in operations at a LOS B, exceeding the City’s LOS requirement. A further analysis was conducted to determine when the slip lane would be warranted. The intersection was modeled at five-year intervals: 2025, 2030, 2035, and 2040, to identify delay and LOS for each period. Turning movement volumes were assumed to grow linearly between 2020 and 2040 for this analysis. Table 5 summarizes the level of service (LOS) for each of these conditions. Table 5. 5-Year Interval LOS Comparison for Roundabout Configuration at SPB and 188th Street NE. Year Single Lane Roundabout Single Lane Roundabout with WB Slip Lane 2025 A A 2030 A A 2035 B A 2040 E B Comparing the single lane roundabout options with and without a westbound slip lane, it is also apparent that a westbound slip lane will be needed by 2040, but a single lane roundabout without a slip lane would meet City LOS requirements until at least 2035. This indicates that a single lane roundabout could be constructed in 2025 with a westbound slip lane added at a future date. The roundabout analysis, like the traffic signal control results, shows an acceptable level of LOS for all intersections with a single-lane roundabout except for the intersection of 188th Street NE. For the intersection of SPB and 188th Street NE, a right-turn slip lane for westbound to northbound movements would be required to meet LOS requirements in 2040. MEMORANDUM 9 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx Intersection Traffic Control Determination of the appropriate intersection traffic control is dependent on several factors including safety, warrants, and intersection capacity. From the analysis conducted, it is evident that a two-lane SPB corridor would operate at or above LOS requirements and, thus, a four-lane SPB corridor would not to be necessary. Except for the intersection of SPB and 200th Street NE, the LOS calculation results show side street stop control for the remaining intersections would not meet the City’s LOS standard by the year 2040. Therefore, the choice of traffic control for the intersections south of 200th Street is limited to traffic signals or roundabouts. Table 6 below summarizes the roundabout and traffic signal analysis for the two-lane SPB configuration. Table 6. Comparison between Roundabout and Signal Control. Roundabout Traffic Signal Intersection Slip Lane Average Control Delay LOS Average Control Delay LOS 174th Street NE None 26.9 C 52.5 D 180th Street NE None 14.9 B 31.3 C 183rd Place NE None 15.5 C 20.3 C 188th Street NE None 63.9 E 26.3 C Westbound 13.5 B - - 200th Street NE None 13.6 B 7.1 A The roundabout control alternative results in less average delay per vehicle than traffic signal control with the exception of the 200th Street intersection. Even with the increased delay at the 200th Street intersection, the LOS still meets the City’s concurrency standard. Further, the use of roundabouts on the SPB corridor would produce additional benefits that conventional signals cannot accommodate easily. These include: · Speed Control. A properly designed roundabout can control operating speeds on a corridor through a combination of horizontal curvature inherent to the roundabout design. Further, aesthetic treatments such as landscaping can prevent a driver seeing a line of green lights common to signal controlled corridors resulting in increased operating speeds. · Reduced number and severity of collisions. Roundabouts are commonly used to reduce collisions. Due to their design, collisions at roundabouts are often restricted to rear-end and sideswipe style of collisions. As such, these types of collisions result in more property damage collisions compared to severe injury or fatal collisions. Traffic signals, by comparison, can have more severe injury collisions since there is no deflection to slow approaching vehicles which may violate a traffic signal indication. · Reduced maintenance. Compared to a traffic signal, roundabouts do not have annual maintenance costs such as relamping. Emergency callouts for signal outages are also not required. The City does not have signal maintenance crews inhouse and utilizes Snohomish County forces for signal work. The use of roundabouts would allow in-house City maintenance crews to continue to maintain the infrastructure for lower costs. · Aesthetics. Roundabouts provide a community the opportunity to add landscaping or other treatments to soften the appearance of roadway infrastructure. · Increased motor vehicle accessibility. The SPB corridor is planned to have a landscaped median providing access control on the corridor. Further, side access lanes separated from the mainline by a raised median MEMORANDUM 10 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx will also be constructed. These side lanes would provide access to on-street parking and some local streets. Access to these side lanes will be placed intermittently throughout the corridor. Due to this configuration, access to some locations will only be possible by making U-turns at the major intersections. Roundabouts can provide a safer and more efficient way to complete this maneuver compared to traffic signals. These benefits and LOS results indicate roundabouts would be the most appropriate traffic control option for the corridor. Opening Year Operations Once the recommended final build recommendation was determined, an analysis was conducted to determine the year of opening conditions for the single-lane roundabout configuration. Turning movement volumes were assumed to grow linearly between 2020 and 2040. The assumed opening year is projected to be 2025. Table 7 summarizes the results of the analysis for the intersections of SPB with 180th Street NE, 183rd Place NE, and 188th Street NE. Table 7. Year of Opening (2025) LOS Summary. SPB Intersection LOS 180th Street NE A 183rd Place NE A 188th Street NE A Thus, the 180th Street NE, 183rd Place NE and 188th Street NE intersections still are within the City’s level of service requirements by 2025 with the proposed improvements. Transit Service and Operations SPB, between the Smokey Point Transit Center at 174th Place NE and 188th Street NE/Bjorn Road, is served by Community Transit Routes 220, 227, and 230. There is no transit service north of 188th Street NE/Bjorn Road. The Routes 227 and 230 provide limited service during weekdays and no service on weekends. The Route 227 provides two trips in the morning and two in the evening connecting to the Seaway Transit Center in Everett. The Route 230 provides one trip to and from Darrington in the morning and one trip to and from in the evening. The Route 220 provides all day service from roughly 7:00 AM to 7:00 PM on both weekdays and weekends from the Smokey Point Transit Center to downtown Arlington with one-hour headways. There are three paired bus stops and one single directional bus stop in the corridor. These are identified below: · 177th Place NE (both directions) · 181st Place NE (southbound only) · 183rd Place NE (both directions) · 186th Place NE (both directions) MEMORANDUM 11 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx There is a layover spot located at the intersection of SPB and 183rd Place NE in front of the Villas at Arlington. The impact to transit service by a roundabout or signalized intersection is primarily determined by the traffic operations at the intersection. For example, intersections with high amounts of delay will see a negative impact to transit since transit vehicles will be facing these delays in addition to the time needed to stop to serve riders. Therefore, maintaining traffic operations with lower delays will assist transit service. In the case of SPB, operations for a single-lane roundabout operate with less delay than the signalized intersection option. As such, transit vehicles should experience less delay than with a signalized intersection treatment. There are seven bus stops along the corridor. There are two alternative bus stop configurations that will be considered through the design process. These include the following: · In-lane stops. These stops are where a transit vehicle stops in the traffic lane. Vehicles behind the bus are typically unable to pass without leaving the roadway service. These stops can be used where the bus is not expected to stop for an extended period, such as a scheduled time point or begin/end of a route where a driver may exit the vehicle for a break. Other considerations may be where vehicles would have a difficult time re-entering the traffic stream. · Pull-out stops. These stops are where a transit vehicle pulls out of traffic to service riders. Vehicles can pass a stopped transit vehicle with no need to change lanes or exit the roadway. These types of stops work well for locations where a transit vehicle may need to remain stopped for an extended period. One trade-off is that transit vehicles may experience delay entering back into the traffic stream. The determination of each stop will be done through the design process. Key elements that will be considered will be the following: · Bus stops located near roundabout intersections on the departure side (e.g., far-side) should be pull-put style. This will minimize the possibility of vehicle backups into the roundabout resulting in adverse operational and safety impacts. · Bus stops located near roundabout intersections on the approach side (e.g., near-side) can be in-lane stops as necessary. Pull-out style stops can be used depending on locations. · Bus stops located near intersections controlled by side-street stop signs should be located on the far-side. These stops can be either in-lane or pull-out depending on distance from the intersections controlled by roundabouts. The SPB corridor will have side access lanes, or frontage roads, at selected locations. These will be one-way roads with parking and provide access to some side-streets. To enter these lanes, angled entry points will be constructed. The access lanes will be divided from the mainline by a six-foot wide median. This median will not have enough space for an ADA loading area and, therefore, cannot be used as a bus stop area without modifications such as removal of parking and widening of the bus stop area. Pull-out style bus stops located near the entry points of these access lanes have additional conflict points when a transit vehicle would be exiting. Further, drivers entering the access lane may confuse the bus pull-out as a right-turn only lane. To prevent this, bus stops in advance of the access lane entry points are recommended to be in-lane style stops. Active Transportation Facilities Active transportation refers to people walking or bicycling. There are limited pedestrian and bicycle facilities on SPB within the project’s limits. There are intermittent sidewalks which have been installed primarily due to development. There are no bicycle facilities along SPB within the project’s limits. MEMORANDUM 12 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx The selection of signal control or a roundabout at an intersection will also need to account for the needs of people walking and bicycling. A qualitative comparison of both signalized intersections and roundabout intersections was conducted. The comparison between intersection control types for people walking and people biking. · Signalized Intersections. Pedestrians and bicyclists are served on a cyclical basis. Depending on traffic volumes, pedestrians will wait to cross SPB may be higher during peak times with lower waits when crossing the side streets. People riding bicycles are expected to travel with motor vehicles under the same signal indications and will have delay similar to those of motor vehicles as described above. From a safety perspective, there are multiple conflict points at a signalized intersection for pedestrians and bicyclists. People crossing need to be alert to motorists who may not stop on a red indication as well as be alert for people turning left or right. Similarly, people riding bicycles need to also be alert for these behaviors in addition to vehicles which may drift into the bicycle lane and strike them from behind. Treatments such as leading pedestrian intervals and bicycle signal phases are possible to enhance safety; however, the conflict points will remain. · Roundabout intersections. Pedestrians have the right-of-way and may cross at designated crossings with little to no waiting time. Crosswalks at roundabouts are placed at least one vehicle length from the circulating roadway to allow a driver to concentrate on pedestrians prior to looking for a gap in the circulating traffic. The chicane approach to a roundabout reduces the driver’s speed to 15 to 20 miles per hour which helps reduce the chance of severe injuries if a pedestrian was to be hit. Finally, the splitter island between the two directions of traffic allows for a pedestrian to focus on crossing one direction of traffic at a time. This reduces the need for larger gaps resulting in less delay and enhances safety by minimizing the amount of information a pedestrian needs to process. The use of rapid rectangular flashing beacons (RRFBs) can be used to enhance pedestrian visibility. The use of these treatments will be reviewed as the design proceeds. People riding bicycles may either enter the flow of vehicle traffic around the roundabout or utilize the pedestrian sidewalk and crosswalk to proceed through the roundabout. Bicycle ramps connecting the bike lanes on the approach and on the departure legs allow for this transition. When using the circulatory roadway, the reduced speeds enhance visibility for bicyclists in the roundabout resulting in better safety than other intersection treatments. Further, when bicyclists use the sidewalk and crosswalk, the same elements that make the treatment safer for pedestrians apply to people bicycling. CONCLUSIONS AND RECOMMENDATIONS The following are the conclusions and recommendations based on the traffic analysis and qualitative multi-modal design considerations: 1. A two-lane configuration on SPB between 174th Place NE and 200th Street NE would be sufficient for the projected 2040 traffic volumes to meet City concurrency standards. A four-lane configuration is not warranted based on 2040 projected traffic volumes. 2. A single-lane roundabout at the intersection of SPB with 174th Place NE is recommended. This intersection control would meet the City’s concurrency requirement, maintain safety, and provide access to businesses and homes along the corridor by providing a way for vehicles to make u-turns as needed. The existing northbound configuration will need to be modified to be a single lane entry. This can be accomplished by converting the northbound right lane into a right-turn only lane at 173rd Street NE. 3. Single-lane roundabouts at the major intersections of SPB with 180th Street NE, 183rd Place NE, and 188th Street NE are recommended. This would allow for minimal delay and maintain safety. A westbound to MEMORANDUM 13 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200038ArlingtonSmokey_Point_BlvdInternal/Traffic/06-Documentation/03-Final Memo/20200038_SPB_Traffic_Memo_Draft.docx northbound right-turn slip lane at the proposed roundabout at 188th Street NE is needed to meet level-of- service standards. 4. The intersection of SPB and 200th Street NE should be a stop-controlled intersection for 200th Street NE traffic. 5. Transit stops should be evaluated during the design and use the recommendations in this memorandum for determination on treatments. 6. The use of roundabouts is expected to enhance the overall safety of people riding bicycles and walking compared to signalized intersection alternatives. APPENDICES APPENDIX A Arlington-Marysville Cascade Industrial Center (CIC) Transportation Network Analysis APPENDIX B City of Arlington Zoning Map dated October 15, 2020 APPENDIX C Synchro and Sidra Worksheets APPENDIX A Arlington-Marysville Cascade Industrial Center (CIC) Transportation Network Analysis 12131 113th Avenue NE, Suite 203, Kirkland, WA 98034 | 425.821.3665 | MEMORANDUM Date: June 11, 2021 TG: 1.21064/1.21086 To: Jesse Hannahs, PE, City of Marysville Ryan Morrison, PE, City of Arlington From: Brent Turley, PE Transpo Group cc: Jon Pascal, PE, Transpo Group Jeff Laycock, PE, City of Marysville Nova Heaton, City of Arlington Subject: Marysville-Arlington CIC Transportation Network Analysis The purpose of this memorandum is to document the process and findings of the Marysville - Arlington CIC Transportation Network Analysis. This analysis is meant to redefine and confirm the internal CIC transportation network to be supportive of the adopted Comprehensive Plans by each City, but also reflect known development proposals and environmental constraints . Background information is first presented, then the network alternatives analysis and findings are then discussed. Background The Comprehensive Plans of Marysville and Arlington indicate a series of arterial roadways within the CIC area that were intended to support future development. The main intent of the network was to take traffic pressure off the major arterials (and major intersections) by providing more direct routes to desired destinations, or alternate routes given likely peak period congestion. Figures 1 and 2 show the anticipated supporting internal roadways in Marysville and Arlington. One major element was to provide alternative routes to 51st Avenue NE to allow for the corridor to remain as a three-lane facility through the City of Marysville. Past analysis has shown that connecting 156th Street NE directly east to 51st Avenue NE would overload 51st Avenue NE and create a problematic intersection at 51st Avenue NE/152nd Street intersection with very high left- turning traffic. To avoid potential future bottlenecks, the 156th Street NE corridor transitions to the 152nd Street NE alignment in the vicinity of 47th Avenue NE (see Figure 1). Any direct connection between 156th Street NE and 51st Avenue, even for local streets is to be avoided. With more detailed development applications being presented to each City, it became clear that the supporting network alignments in the CIC would need to be updated for the following reasons: 1. Environmental constraints make the construction of certain roadway segments not feasible. With key street connections in doubt, it calls into question the effectiveness of future network plan. 2. Street network density does not match desired industrial developments. In other words, the proposed industrial building site plans can require a half-mile area, and the proposed grid system only allows quarter-mile areas. 2 (Source: Comprehensive Plan Transportation Element, City of Marysville, 2015) Figure 1. Example of City of Marysville Planned Supporting Network (Source: Smokey Point Transportation Improvement Plan, City of Arlington, 2021) Figure 2. Example of City of Arlington Planned Supporting Network 3 Alternatives Analysis To evaluate potential changes to the CIC transportation network, a series of network alternatives were evaluated. The key goals, network alternatives, analysis, and city coordination are discussed in the following sections. Key Goals The following key goals were established to help guide the network alternatives and supporting analysis. They include: • Avoid expanding 51st Avenue NE beyond a three-lane facility • Leave the most buildable land possible for each parcel in area • Avoid sensitive areas and other feasibility issues In addition to these goals, the major outcome of the alternatives analysis was to identify the CIC transportation network corridors so that right-of-way can be preserved and the roadways eventually built. This includes identifying the general cross-section needs of the corridor and the type of traffic control that would be necessary at the major intersections in the CIC. Transportation Network Alternatives Four CIC transportation network alternatives were developed for the purposes of this study as shown in Attachments 1-4. Scenario 1 represents the “No Change” scenario, which provides the network as envisioned by the Arlington and Marysville adopted Comprehensive Plans. However, some roadway segments that were unlikely to be built due to environmental or new development constraints were removed. The most notable change is that a proposed north-south minor arterial roadway at 43rd Avenue NE is not expected to be built within the CIC. Minor arterials were assumed to be 35 mph roadway facilities with traffic controls favoring through movements to promote greater mobility. Collector streets were assumed to be 30 mph roadway facilities, and are meant to support minor and principal arterials. Scenario 2 provides a minor arterial at 43rd Avenue NE that bends to become 164th Street NE. The goal with this alternative is to funnel more traffic from the center of the CIC area to use this 164th Street NE/43rd Avenue NE corridor, to reduce overall traffic volumes on 51st Avenue NE so it can continue to function as a 3-lane roadway. This scenario also removes the 43rd Avenue NE connection to 152nd Street NE because 43rd Avenue NE no longer is a complete north-south corridor, and it allows more buildable acres. Similarly, 47th Avenue NE (south of 164th Street NE) and 156th Place NE collector streets were removed to increase buildable areas. The 166th Street NE collector street was also removed as it was considered redundant with the parallel 168th Street NE corridor. Scenario 3 is similar to Scenario 2, but 43rd Avenue NE bends to become 47th Avenue NE in Arlington to avoid environmental constraints but still create a north-south minor arterial connection between 156th Street NE and 168th Street NE, as an alternative to 51st Avenue NE. This alternative also upgrades the 168th Street NE corridor to a minor arterial (rather than collector street) between 47th Avenue NE and 59th Avenue NE. The 168th Street NE change is meant to divert traffic away from the 172nd Street NE corridor and also guide traffic directly to the new 47th/43rd Avenue NE north-south corridor. The section of 43rd Avenue NE south of 156th Street NE continued to be omitted from this Scenario in favor of more buildable parcel area s. 4 Scenario 4 is similar to Scenario 3, but shifts the north-south minor arterial to 47th Avenue NE in Marysville. Having a good north-south parallel corridor to 51st Avenue NE reduces the level of traffic on 51st Avenue NE. This scenario also assumes this corridor is extended south to 152nd Street NE (near 44th Avenue NE intersection). This is meant to remove the need of a traffic signal at the 156th Street NE/ 152nd Street NE intersection, which would decrease overall delays along the 156th/152nd Street NE east-west corridor. However, this short section south of 156th Street does reduce some developable acres. Forecast and Analysis The volume forecasts were based on existing traffic counts in the area (pre-COVID) and forecasted land use growth provided by the City of Marysville Travel Demand Model (Marysville Model). The model land use was based on the “2035 Plan” version of the model, with minor adjustments. Land use in some CIC traffic analysis zones (TAZs) were shifted to neighboring TAZs to balance expected growth more evenly, which is more consistent with the number and scale of development proposals submitted to the Cities. However, the total land use in the CIC remained the same. The land use in the Marysville Model was cross -referenced with land use in the Arlington Travel Demand Model (Arlington Model). The Arlington Model was developed after the Marysville Model and adopted many of the same land use and model parameters. However, the City of Arlington adjusted land use within their jurisdiction based on the City’s adopted Comprehensive Plan and local knowledge of the area. For the CIC area along 172nd Street NE, the Arlington Model generally assumes less growth than the Marysville Model. For the purposes of this study, the analysis used the higher land use in the Marysville Model to conservatively forecast traffic growth in the area. Major intersections in the CIC area were evaluated using Highway Capacity Manual (TRB, 2016) methods for level of service (LOS). LOS is average delays at the intersection during peak traffic conditions, assumed to be the PM peak hour, and are given a letter grade A (good operations) through F (poor operations). Synchro software was used for stop-controlled and signalized intersections. Sidra software was used for roundabout intersections. Attachment 5 shows the study intersection locations. The City of Marysville has an LOS Standard of LOS D for all signalized intersection and intersections of two or more arterials, except for a few selected corridors in the City were the standard is LOS E. The LOS Standard for unsignalized intersections is also LOS D. For the purposes of this analysis, the Marysville Standard is LOS D for CIC study intersections. The City of Arlington has an LOS Standard of LOS D for all City arterials, and LOS C for other City streets. Nearly every study intersection involves at least one arterial. For the purposes of this analysis, the Arlington Standard is LOS D for CIC study intersections. Table 1 shows the results of the intersection analysis by scenario. Intersection traffic con trol was selected based on traffic volumes. If poor LOS was expected (generally LOS E or F), the traffic control or channelization was updated to achieve acceptable LOS. Table 2 shows a comparison of the alternatives to the overall study goals. Detailed LOS worksheets are included as attachments. As shown in Table 1, most study intersections are expected to operate at LOS D or better given the traffic control listed in the table. The intersection of 160th Street NE/59th Avenue is shown as LOS E in Scenario 4, but could be mitigated with a signal if needed. The intersection of 152nd Street NE/51st Avenue NE is LOS E in all scenarios, but Scenarios 2, 3, and 4 show much improvement compared to Scenario 1. It is difficult to reduce the LOS to D without significant widening to the 51st Avenue NE corridor. For the purposes of this study and 5 given the study goals, this intersection was left at LOS E. It is recommended that the City of Marysville change its LOS standard for this intersection to LOS E, reflect ing build-out conditions. Table 1. Future Intersection Traffic Control and Level of Service Scenario 1 Scenario 2 Scenario 3 Scenario 4 Intersection1 Control2 LOS3 Control LOS Control LOS Control LOS 172nd Street NE Corridor 1. 172nd St NE/ 43rd Ave NE RAB2 A (9) RAB2 A (9) RAB2 A (9) RAB2 A (9) 2. 172nd St NE/ 51st Ave NE RAB2 A (9) RAB2 A (9) RAB2 A (9) RAB2 A (9) 3. 172nd St NE/ 59th Ave NE RAB2 B (10) RAB2 B (10) RAB2 B (10) RAB2 B (10) 4. 172nd St NE/ 63rd Ave NE RAB2 A (8) RAB2 A (8) RAB2 A (8) RAB2 A (8) 168th/169th Street NE Corridor 5. 169th St NE/ Smokey Point Blvd Signal D (55) Signal D (55) Signal D (55) Signal D (51) 6. 168th St NE/ 47th Ave NE TWSC D (34) TWSC C (19) Signal B (19) Signal C (21) 7. 168th St NE/ 51st Ave NE RAB A (9) RAB A (9) RAB2 A (9) RAB C (21) 8. 168th St NE/ 59th Ave NE RAB A (9) RAB B (11) RAB B (18) RAB B (18) City Boundary Intersections 9. 166th St NE/ 47th Ave NE TWSC B (15) --- --- --- --- --- --- 10. 165th St NE/ 47th Ave NE --- --- --- --- TWSC B (15) --- --- 11. 165th St NE/ 51st Ave NE --- --- --- --- TWSC B (14) --- --- 12. 164th St NE/ 47th Ave NE --- --- TWSC C (20) --- --- --- --- 13. 164th St NE/ 51st Ave NE --- --- RAB A (7) --- --- --- --- 160th Street NE Corridor 14. 160th St NE/ Smokey Point Blvd Signal C (32) Signal C (36) Signal C (34) Signal D (46) 15. 160th St NE/ 43rd Ave NE Signal C (33) Signal D (51) Signal D (49) --- --- 16. 160th St NE/ 47th Ave NE --- --- --- --- --- --- Signal D (55) 17. 160th St NE/ 51st Ave NE Signal D (41) Signal D (55) Signal D (50) Signal4 C (34) 18. 160th St NE/ 59th Ave NE TWSC C (25) Signal C (22) TWSC D (31) TWSC E (43) 156th/152nd Street NE Corridors 19. 156th St NE/ 43rd Ave NE Signal C (35) Signal C (30) Signal C (32) --- --- 20. 156th St NE/ 47th Ave NE --- --- --- --- --- --- Signal D (39) 21. 152nd St NE/ 44th Ave NE --- --- --- --- --- --- Signal C (31) 22. 152nd St NE/ 51st Ave NE Signal E (78) Signal E (62) Signal E (66) Signal E (65) 23. 152nd St NE/ 59th Ave NE Signal B (16) Signal B (16) Signal B (16) Signal B (14) Source: Transpo Group, 2021 1. Attachment 5 shows a map of the study intersections. 2. Assigned traffic control for intersection. TWSC = Two-way-stop-control; RAB = One-lane Roundabout; RAB2 = Two-lane Roundabout 3. Level of Service (A-F) and average delay in seconds. For TWSC, delay is for worst movement. For all others, delay is average for all movements. 4. For Scenario 4, the 160th St NE/ 47th Ave NE intersection was assumed to have right-turn lanes for all approaches. All other scenarios no separate right-turn lanes are assumed. 6 Table 2. Comparison of Alternatives to Study Goals Goal 1 Goal 2 Goal 3 Avoid expanding 51st Avenue NE beyond a three-lane facility Leave the most buildable land possible for each parcel in area Avoid sensitive areas and other feasibility issues Scenario 1 With no major parallel corridor west of 51st Avenue NE, this scenario has the highest traffic volumes along mid-section of 51st corridor. The intersection of 51st Avenue NE/152nd Street NE has the worst LOS, with delays approaching the LOS F threshold. The delays at this intersection suggest that 51st Avenue NE may need to be expanded beyond 3 lanes. This scenario creates several parcels with 3 or 4 frontages, which can remove a large amount of land from being developed, or limit parcel assemblages. The area most impacted is between 43rd Avenue NE and 51st Avenue NE in Marysville. The 166th Street NE corridor may also unnecessarily remove frontage areas from development. Scenario 1 was developed by removing roads in environmental sensitive areas. Scenario 2 With the eastern terminus of the new 43rd Avenue NE/164th Street NE corridor at 51st Avenue NE, this still puts pressure on the 51st Avenue NE corridor. However it is expected that a 3-lane 51st corridor is sufficient. Operations at 51st Avenue NE/152nd Street NE is much better than Scenario 1. It should be noted that Scenario 2 removes the 156th Place NE collector road that provides an alternate route to 160th Street NE. This puts added pressure on the 51st Avenue NE/160th Street NE intersection. If a collector street isn’t feasible, orienting major access points to 160th Street NE rather than 51st Avenue would help the 51st corridor. Same for Scenario 2 and 3. Scenario 2 attempts to remove to buildable land concerns as noted in Scenario 1. 43rd Avenue NE south of 156th Street NE was also removed to increase buildable areas. In Scenario 2, the 43rd Avenue corridor creates a natural boundary at the edge of environmentally sensitive areas. The road is shifted slightly east to account for anticipated buffers. Scenario 3 The 51st corridor volumes are generally lower than Scenario 2. This is due to a more defined north-south arterial west of the 51st corridor. Scenario 3 also shifts east-west traffic from 172nd Street NE corridor to 168th Street NE. This creates more east-west traffic crossing the 51st corridor. Scenario 3 has many of the same benefits to buildable land as Scenario 2. The main drawback is that the curved corridor near 165th Street NE/47th Avenue NE may create one awkward parcel for development. Scenario 3 is very similar to Scenario 2 in avoiding sensitive areas. Scenario 4 Similar comments as Scenario 3, but 51st corridor volumes are generally lower than Scenario 3 and much lower than Scenario 2. Scenario 4 has similar benefits as Scenarios 2 and 3, but does limit parcel assemblages east-west across the 47th Avenue NE corridor. The small connection of 47th Avenue NE south to 152nd Street NE does use more buildable land. Scenario 4 also avoids sensitive areas. This scenario also tries to avoid a feasibility issue by removing the signal at 152nd/156th Street NE, which potentially was too close to the proposed 47th Avenue NE/156th Street NE signal. Source: Transpo Group, 2021 7 Based on the analysis results shown in Tables 1 and 2, both Scenarios 3 and 4 best met the study objectives. City Coordination The project team met with City of Arlington and City of Maryville staff several times during April and May 2021 to discuss the scenario network alignments, traffic controls, and analysis findings. The following are major points based on feedback from staff from each City. City of Arlington Areas • The 59th Avenue NE corridor is a key north-south corridor for CIC area. This corridor guides traffic directly to the new 152nd Street NE corridor to the south and the 172nd Street NE corridor to the north. • The 63rd Avenue NE/172nd Street NE intersection is critical to the success of the CIC network. Without this connection to 172nd Street NE, CIC-generated traffic in that area would be concentrated at the 59th Avenue NE/172nd Street NE intersection and cause a traffic bottleneck for both north-south traffic and east-west traffic. As mentioned above, the 59th Avenue NE corridor is a key corridor; the 63rd Avenue NE/172nd Street NE intersection is needed to make the 59th Avenue NE corridor and 172nd Avenue NE corridor work effectively. • City of Arlington noted that the area just south of the 43rd Avenue NE/169th Street NE intersection, and west of the Olympic Pipeline, is planned for a recreational/open space area. In other words, a south leg at the 43rd Avenue NE/169th Street NE is not considered feasible. • While most new major intersections in the City of Arlington are roundabouts, the intersection of 47th Avenue NE/168th Street NE would be difficult to convert into a roundabout due to approved developments in the area. A traffic signal is recommended if more traffic controls are needed. City of Marysville Areas • At the intersection of 51st Avenue NE/160th Street NE, the City of Marysville is already requiring right-turn lanes to be provided on all approaches. This is consistent with the assumptions in Scenario 4. • For Scenario 4, the City of Marysville was concerned about having two closely spaced signalized intersections along the 156th Street NE corridor at 47th Avenue NE and at 152nd Street NE. This is mitigated by providing a short 47th Avenue NE connect ion south to 152nd Street NE and removing the signal at the 152nd/156th Street NE intersection. Specific analysis of this trade-off (short connection versus two corridor signals) should be revisited as the area gets developed. • Based on feedback from each city, Scenario 4 is considered the Preferred Scenario. Scenario 3 leaves some significant questions regarding feasibility of 43rd Avenue NE between 156th Street NE and 160th Street NE due to wetlands and dividing parcels in a way that could limit development in the area. Preferred Scenario Intersection Design Details Table 3 provides the intersection traffic control and channelization details assumed for each study intersection. It should be noted that the 172nd Street NE corridor is expected to be evaluated in much more detail by the City of Arlington in the coming months, and that analysis will better determine intersection geometry for those study intersections. 8 Table 3. Preferred Scenario: Intersection Traffic Control and Channelization Channelization3 Intersection1 Control2 EB WB NB SB Comments4 172nd Street NE Corridor 1. 172nd St NE/ 43rd Ave NE RAB2 LT-TR LT-TR LT-TR LT-TR North-south movements may be simplified to a single through movement 2. 172nd St NE/ 51st Ave NE RAB2 LT-TR LT-TR LT-TR LT-TR North-south movements may be simplified to a single through movement 3. 172nd St NE/ 59th Ave NE RAB2 LT-TR LT-TR LT-TR LT-TR North-south movements may be simplified to a single through movement 4. 172nd St NE/ 63rd Ave NE RAB2 LT-TR LT-TR L-T-R LT-R 168th/169th Street NE Corridor 5. 169th St NE/ Smokey Point Blvd Signal L-TR L-TR L-T-TR L-T-TR 6. 168th St NE/ 47th Ave NE Signal TR L-T L-R --- Each road is assumed to be a 3-lane street 7. 168th St NE/ 51st Ave NE RAB LTR LTR LTR LTR Given the nature of 51st Ave NE and variability of potential developments, a larger roundabout footprint should be preserved. 8. 168th St NE/ 59th Ave NE RAB LTR LTR LTR LTR 160th Street NE Corridor 14. 160th St NE/ Smokey Point Blvd Signal --- L-R T-TR L-T-TR 16. 160th St NE/ 47th Ave NE Signal L-TR L-TR L-TR L-TR 17. 160th St NE/ 51st Ave NE Signal L-T-R L-T-R L-T-R L-T-R Given the nature of 51st Ave NE and variability of potential developments, right-turn lanes are proposed for all legs 18. 160th St NE/ 59th Ave NE TWSC L-R --- L-T TR 156th/152nd Street NE Corridors 20. 156th St NE/ 47th Ave NE Signal L-T-TR L-T-TR L-TR L-TR If the south leg does not extend south to 152nd St NE, then the SB approach should be LT-R. 21. 152nd St NE/ 44th Ave NE Signal L-TR L-TR L-TR L-TR 22. 152nd St NE/ 51st Ave NE Signal L-T-T-R L-T-T-R L-T-R L-T-R This represents the maximum that this intersection can be widened. LOS standard may need to be LOS E to avoid further widening. 23. 152nd St NE/ 59th Ave NE Signal L-T-T T-TR --- L-R Source: Transpo Group, 2021 1. Attachment 5 shows a map of the study intersections. 2. Assigned traffic control for intersection. TWSC = Two-way-stop-control; RAB = One-lane Roundabout; RAB2 = Two-lane Roundabout 3. Channelization for each intersection approach (EB = Eastbound, etc.). The channelization code represents the lane-by-lane assignment with lanes separated by a hyphen: L = left-turn lane only; T = through lane only; R = right-turn lane only; LT = shared left-turn and through lane; TR = shared right-turn and through lane; LTR = shared left-through-right lane. èé èé èé èé èé èé èé èé èéèé èé èé èé Sm o k e y P o i n t B l v d Ra m p 40th Ave NE 47 t h A v e N E 156th PL 160th St NE 39th Ave NE 63 r d A v e N E 168th St NE 166th St NE 43 r d A v e N E 174th PL NE 51 s t A v e N E 156th St NE 59 t h A v e N E 169th St NE 152nd St NE 67 t h A v e N E 172nd St NE Arterials Scenario 1 Marysville-Arlington CIC Transportation Network Attachment 1 M:\21\1.21064.00 - Arlington MIC Network\GIS\ArcGISPro\Transpo_ArlingtonMarysville_CICnetwork_FigureExport\Transpo_ArlingtonMarysville_CICnetwork_FigureExport.aprx èé 0 0.50.25 Miles Legend Proposed Street Classification Collector Minor Arterial Principle Arterial Potential Street Network Olympic Pipeline Proposed Roundabout èé Proposed Traffic Light Snohomish County Wetland Inventory Wetlands and Waterbodies Parks and Open Spaces Parcels Study Area Boundary City Boundary èé èé èé èé èé èé èé èé èéèé èé èé èéèé Sm o k e y P o i n t B l v d 47 t h A v e N E Ra m p 40th Ave NE 39th Ave NE 160th St NE 164th St NE 63 r d A v e N E 168th St NE 174th PL NE 51 s t A v e N E 156th St NE 43 r d A v e N E 169th St NE 59 t h A v e N E 152nd St NE 67 t h A v e N E 172nd St NE Arterials Scenario 2 Marysville-Arlington CIC Transportation Network Attachment 2 M:\21\1.21064.00 - Arlington MIC Network\GIS\ArcGISPro\Transpo_ArlingtonMarysville_CICnetwork_FigureExport\Transpo_ArlingtonMarysville_CICnetwork_FigureExport.aprx èé 0 0.50.25 Miles 43 r d A v e N E Legend Proposed Street Classification Collector Minor Arterial Principle Arterial Potential Street Network Olympic Pipeline Proposed Roundabout èé Proposed Traffic Light Snohomish County Wetland Inventory Wetlands and Waterbodies Parks and Open Spaces Parcels Study Area Boundary City Boundary èé èé èé èé èé èé èé èé èéèé èé èé èé èé Sm o k e y P o i n t B l v d Ra m p 40th Ave NE 43 r d A v e N E 39th Ave NE 160th St NE 63 r d A v e N E 168th St NE 174th PL NE 165th St NE 51 s t A v e N E 156th St NE 169th St NE 59 t h A v e N E 152nd St NE 67 t h A v e N E 172nd St NE Arterials Scenario 3 Marysville-Arlington CIC Transportation Network Attachment 3 M:\21\1.21064.00 - Arlington MIC Network\GIS\ArcGISPro\Transpo_ArlingtonMarysville_CICnetwork_FigureExport\Transpo_ArlingtonMarysville_CICnetwork_FigureExport.aprx èé 0 0.50.25 Miles 43 r d A v e N E Legend Proposed Street Classification Collector Minor Arterial Principle Arterial Potential Street Network Olympic Pipeline Proposed Roundabout èé Proposed Traffic Light Snohomish County Wetland Inventory Wetlands and Waterbodies Parks and Open Spaces Parcels Study Area Boundary City Boundary èé èé èé èé èé èé èé èé èé èé èé èé èé èé 47thAVe NE Sm o k e y P o i n t B l v d Ra m p 40th Ave NE 47 t h A v e N E 160th St NE 39th Ave NE 165th St NE 63 r d A v e N E 168th St NE 174th PL NE 51 s t A v e N E 156th St NE 43 r d A v e N E 169th St NE 59 t h A v e N E 152nd St NE 67 t h A v e N E 172nd St NE Arterials Scenario 4 Marysville-Arlington CIC Transportation Network Attachment 4 M:\21\1.21064.00 - Arlington MIC Network\GIS\ArcGISPro\Transpo_ArlingtonMarysville_CICnetwork_FigureExport\Transpo_ArlingtonMarysville_CICnetwork_FigureExport.aprx èé 0 0.50.25 Miles Legend Proposed Street Classification Collector Minor Arterial Principle Arterial Potential Street Network Olympic Pipeline Proposed Roundabout èé Proposed Traffic Light Snohomish County Wetland Inventory Wetlands and Waterbodies Parks and Open Spaces Parcels Study Area Boundary City Boundary !! !!!!!! !! !!!!!! !! !! !! !! !! !! !!!!!!!! !! !! !!!!!! Sm o k e y P o i n t B l v d Ra m p 40th Ave NE 47 t h A v e N E 156th PL 160th St NE 39th Ave NE 63 r d A v e N E 168th St NE 166th St NE 43 r d A v e N E 174th PL NE 51 s t A v e N E 156th St NE 59 t h A v e N E 169th St NE 152nd St NE 67 t h A v e N E 172nd St NE!!1 !!2 !!3 !!4 !!5 !!6 !!7 !!8 !!9 !!10 !!12 !!11 !!13 !!14 !!15 !!16 !!17 !!18 !!19 !!20 !!21 !!22 !!23 Study Intersections Marysville-Arlington CIC Transportation Network Attachment 5 M:\21\1.21064.00 - Arlington MIC Network\GIS\ArcGISPro\Transpo_ArlingtonMarysville_CICnetwork_FigureExport\Transpo_ArlingtonMarysville_CICnetwork_FigureExport.aprx !! 0 0.50.25 Miles Legend Potential Street Network Olympic Pipeline !!Study Intersections Snohomish County Wetland Inventory Wetlands and Waterbodies Parks and Open Spaces Parcels Study Area Boundary City Boundary APPENDIX B City of Arlington Zoning Map dated October 15, 2020 RLC HC BP LI GC LI OTRD GI RHC GC RLC P/SP RHC RLC RMod GI RHC P/SP MS P/SP GC P/SP RHC NC RHC GC NC GC P/SP P/SP NC LI OTBD - 1 P/SP GC RHC P/SP LI HC P/SP P/SP P/SP P/SP P/SP P/SP P/SP MS RLC P/SP RLC RHC RLC BP RMC BP GC RLC GC LI GCNC P/SP P/SP P/SP P/SP RLC AF OTBD - 2 OTBD - 3 RLC RLC GC RLC P/SP HC RLC P/SP OTBD - 3 P/SP P/SP OTBD - 2 OTBD - 2 HC RLC RHC GCRULC P/SP LI RMod RMod RULC RMod RULC RULC RMod RHC RHC RHC HC RLC CC CC RLC RHC HC RMod RMod RLC GI GI RLC RLC RLC «5 «3 «2 «4 «1 «2 «4 «3 «3 «1 «2 «4 «4 «2 «3 «3 «3 «1 «2 «1 «2 «5 «3 «D «C «A «B «B «C «C «D «D 1200 ' 850 ' 800 ' ¥¨§5 ?Ô ?Ó ?| Pioneer MeadowsContract Rezone GleneagleContract Rezone MPN MPN I- 5 I- 5 A B C D " Maps and GIS data are distributed “AS -IS ” w ith out w arranties of any k ind, eith er ex press or im plied, inc luding but notlim ited to w arranties of suitability for a partic ular purpose or use. Map data are c om piled from a variety of sourc esw h ic h m ay c ontain errors and users w h o rely upon th e inform ation do so at th eir ow n risk . Users agree to indem nify,defend, and h old h arm less th e City of Arlington for any and all liability of any nature arising out of or resulting from th elac k of ac c urac y or c orrec tness of th e data, or th e use of th e data presented in th e m aps. File:Date: S c ale: City of ArlingtonZoning Map 1 inc h = 2,900 feet Wendy Van Der MeerscheCity ClerkBarbara TolbertMayor Zoning RULC = Residential Ultra Low Capac ity RLC = Residential Low Capac ity RMod = Residential Moderate Capac ity RMC = Residential Medium Capac ity RHC = Residential High Capac ity OTRD = Old Tow n Residential Distric t NC = Neigh borh ood Com m erc ial OTBD - 1 = Old Tow n Business Distric t 1 OTBD - 2 = Old Tow n Business Distric t 2 OTBD - 3 = Old Tow n Business Distric t 3 GC = General Com m erc ial HC = High w ay Com m erc ial CC = Com m erc ial Corridor Distric t BP = Business Park LI = Ligh t Industrial GI = General Industrial P/S P = Public /S em i-Public MS = Medic al S ervic es AF = Aviation Fligh tline Contrac t Rezone MPN - Master Planned Neigh borh ood Overlay Zone Mix ed Use Overlay APD S afety Zones APD S ubdistric ts City Lim its Urban Grow th Area Zoning_11x 17_20 Rail line S treets THIS IS A COPY OF THE OFFICIAL ZONING MAP OF THE CITY OF ARLINGTON,PURSUANT TO AMC §20.36.100, WHICH WAS ADOPTED BY THE CITY COUNCIL ON 25SEPTEMBER 2020 PURSUANT TO ORDINANCE NO. 2020-019 AND BECAMEEFFECTIVE 30 SEPTEMBER 2020 . 10/15/2020 APPENDIX C Synchro and Sidra Worksheets · Existing (Year 2020) Level of Service and Delay Calculation Worksheets · Design Year (Year 2040) Level of Service and Delay Calculation Worksheets for No-Build Conditions · Design Year (Year 2040) Level of Service and Delay Calculation Worksheets for Traffic Signal Alternative · Design Year (Year 2040) Level of Service and Delay Calculation Worksheets for Roundabout Alternative · Five-Year Interval Level of Service and Delay Calculation Worksheets for Roundabout Alternative at 188th Street NE · Opening Year (Year 2025) Level of Service and Delay Calculation Worksheets for Preferred Alternative Lanes, Volumes, Timings 24: Smokey Point Blvd & Smokey Point Dr 10/01/2021 2020_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 58 0 96 10 0 6 131 791 23 2 549 46 Future Volume (vph) 58 0 96 10 0 6 131 791 23 2 549 46 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 0 200 0 200 0 Storage Lanes 0 0 0 0 1 0 1 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Frt 0.916 0.952 0.996 0.988 Flt Protected 0.982 0.969 0.950 0.950 Satd. Flow (prot) 0 1628 0 0 1753 0 1770 3525 0 1752 3463 0 Flt Permitted 0.982 0.969 0.409 0.307 Satd. Flow (perm) 0 1628 0 0 1753 0 762 3525 0 566 3463 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 101 91 5 14 Link Speed (mph) 25 25 40 40 Link Distance (ft) 383 497 851 227 Travel Time (s) 10.4 13.6 14.5 3.9 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 Heavy Vehicles (%) 5% 5% 5% 0% 0% 0% 2% 2% 2% 3% 3% 3% Adj. Flow (vph) 61 0 101 11 0 6 138 833 24 2 578 48 Shared Lane Traffic (%) Lane Group Flow (vph) 0 162 0 0 17 0 138 857 0 2 626 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 12 12 Link Offset(ft) -12 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway 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 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) 20 100 20 100 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type custom NA custom NA Perm NA Perm NA Protected Phases 4 4 8 8 2 6 Lanes, Volumes, Timings 24: Smokey Point Blvd & Smokey Point Dr 10/01/2021 2020_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 33.3% 33.3% 33.3% 33.3% 33.3% 33.3% 33.3% 33.3% Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 8.2 5.5 44.6 44.6 44.6 44.6 Actuated g/C Ratio 0.14 0.09 0.74 0.74 0.74 0.74 v/c Ratio 0.52 0.07 0.24 0.33 0.00 0.24 Control Delay 16.4 0.6 6.8 5.0 5.5 4.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.4 0.6 6.8 5.0 5.5 4.5 LOS B A A A A A Approach Delay 16.4 0.6 5.2 4.5 Approach LOS B A A A Queue Length 50th (ft) 20 0 11 40 0 26 Queue Length 95th (ft) 62 0 66 141 3 97 Internal Link Dist (ft) 303 417 771 147 Turn Bay Length (ft)200 200 Base Capacity (vph) 508 534 566 2619 420 2575 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.32 0.03 0.24 0.33 0.00 0.24 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.52 Intersection Signal Delay: 5.9 Intersection LOS: A Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 24: Smokey Point Blvd & Smokey Point Dr 10/01/2021 2020_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 3 Splits and Phases: 24: Smokey Point Blvd & Smokey Point Dr HCM 6th TWSC 107: Smokey Point Blvd & 180th St NE 10/01/2021 2020_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 3 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 11 30 29 614 472 7 Future Vol, veh/h 11 30 29 614 472 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 12 33 32 667 513 8 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1248 517 521 0 - 0 Stage 1 517 - - - - - Stage 2 731 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 191 558 1045 - - - Stage 1 598 - - - - - Stage 2 476 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 182 558 1045 - - - Mov Cap-2 Maneuver 182 - - - - - Stage 1 569 - - - - - Stage 2 476 - - - - - Approach EB NB SB HCM Control Delay, s 16.4 0.4 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1045 - 359 - - HCM Lane V/C Ratio 0.03 - 0.124 - - HCM Control Delay (s) 8.6 0 16.4 - - HCM Lane LOS A A C - - HCM 95th %tile Q(veh) 0.1 - 0.4 - - HCM 6th TWSC 110: Smokey Point Blvd & 183th Pl NE 10/01/2021 2020_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 4 Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 5 3 604 8 6 458 Future Vol, veh/h 5 3 604 8 6 458 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 3 657 9 7 498 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1174 662 0 0 666 0 Stage 1 662 - - - - - Stage 2 512 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 212 462 - - 923 - Stage 1 513 - - - - - Stage 2 602 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 210 462 - - 923 - Mov Cap-2 Maneuver 210 - - - - - Stage 1 513 - - - - - Stage 2 596 - - - - - Approach WB NB SB HCM Control Delay, s 19.1 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 264 923 - HCM Lane V/C Ratio - - 0.033 0.007 - HCM Control Delay (s) - - 19.1 8.9 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 0.1 0 - HCM 6th AWSC 16: Smokey Point Blvd/Smokey Pt Blvd & 188th St 03/06/2022 2020_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 19.7 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 8 7 23 174 5 49 20 291 209 41 202 7 Future Vol, veh/h 8 7 23 174 5 49 20 291 209 41 202 7 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, % 9 9 9 4 4 4 2 2 2 0 0 0 Mvmt Flow 9 8 25 191 5 54 22 320 230 45 222 8 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 10.2 14.1 26.1 13.1 HCM LOS B B D B Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 4% 21% 76% 16% Vol Thru, % 56% 18% 2% 81% Vol Right, % 40% 61% 21% 3% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 520 38 228 250 LT Vol 20 8 174 41 Through Vol 291 7 5 202 RT Vol 209 23 49 7 Lane Flow Rate 571 42 251 275 Geometry Grp 1 1 1 1 Degree of Util (X) 0.808 0.077 0.435 0.435 Departure Headway (Hd) 5.091 6.666 6.247 5.701 Convergence, Y/N Yes Yes Yes Yes Cap 709 541 574 626 Service Time 3.152 4.666 4.319 3.776 HCM Lane V/C Ratio 0.805 0.078 0.437 0.439 HCM Control Delay 26.1 10.2 14.1 13.1 HCM Lane LOS D B B B HCM 95th-tile Q 8.4 0.2 2.2 2.2 HCM 6th TWSC 27: 200th St & Smokey Point Blvd 10/01/2021 2020_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 2 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 23 28 30 269 184 40 Future Vol, veh/h 23 28 30 269 184 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 3 3 5 5 Mvmt Flow 25 30 33 292 200 43 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 580 222 243 0 - 0 Stage 1 222 - - - - - Stage 2 358 - - - - - Critical Hdwy 6.42 6.22 4.13 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.227 - - - Pot Cap-1 Maneuver 477 818 1317 - - - Stage 1 815 - - - - - Stage 2 707 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 463 818 1317 - - - Mov Cap-2 Maneuver 463 - - - - - Stage 1 791 - - - - - Stage 2 707 - - - - - Approach EB NB SB HCM Control Delay, s 11.5 0.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1317 - 608 - - HCM Lane V/C Ratio 0.025 - 0.091 - - HCM Control Delay (s) 7.8 0 11.5 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.1 - 0.3 - - HCM 6th TWSC 109: Smokey Point Blvd & 180th St NE 10/01/2021 2040_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 3 Intersection Int Delay, s/veh 381.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 0 30 275 0 150 80 750 105 10 580 5 Future Vol, veh/h 10 0 30 275 0 150 80 750 105 10 580 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 150 - - 150 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 3 3 3 0 0 0 3 3 3 1 1 1 Mvmt Flow 11 0 32 289 0 158 84 789 111 11 611 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1728 1704 614 1665 1651 845 616 0 0 900 0 0 Stage 1 636 636 - 1013 1013 - - - - - - - Stage 2 1092 1068 - 652 638 - - - - - - - Critical Hdwy 7.13 6.53 6.23 7.1 6.5 6.2 4.13 - - 4.11 - - Critical Hdwy Stg 1 6.13 5.53 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.527 4.027 3.327 3.5 4 3.3 2.227 - - 2.209 - - Pot Cap-1 Maneuver 69 91 490 ~ 78 100 366 959 - - 759 - - Stage 1 464 470 - 291 319 - - - - - - - Stage 2 259 297 - 460 474 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 36 82 490 ~ 67 90 366 959 - - 759 - - Mov Cap-2 Maneuver 36 82 - ~ 67 90 - - - - - - - Stage 1 423 463 - ~ 265 291 - - - - - - - Stage 2 134 271 - 424 467 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 51.5 $ 1782.1 0.8 0.2 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 959 - - 118 94 759 - - HCM Lane V/C Ratio 0.088 - - 0.357 4.759 0.014 - - HCM Control Delay (s) 9.1 - - 51.5$ 1782.1 9.8 - - HCM Lane LOS A - - F F A - - HCM 95th %tile Q(veh) 0.3 - - 1.4 47.7 0 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 111: Smokey Point Blvd & 183rd Pl NE 10/01/2021 2040_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 4 Intersection Int Delay, s/veh 153.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 210 285 600 165 70 425 Future Vol, veh/h 210 285 600 165 70 425 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - 150 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 221 300 632 174 74 447 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1314 719 0 0 806 0 Stage 1 719 - - - - - Stage 2 595 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver ~ 174 428 - - 819 - Stage 1 483 - - - - - Stage 2 551 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver ~ 158 428 - - 819 - Mov Cap-2 Maneuver ~ 158 - - - - - Stage 1 483 - - - - - Stage 2 501 - - - - - Approach WB NB SB HCM Control Delay, s$ 541.3 0 1.4 HCM LOS F Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 248 819 - HCM Lane V/C Ratio - - 2.101 0.09 - HCM Control Delay (s) - -$ 541.3 9.8 - HCM Lane LOS - - F A - HCM 95th %tile Q(veh) - - 39.1 0.3 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th AWSC 16: Smokey Point Blvd/Smokey Pt Blvd & 188th St 03/03/2022 2040_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 183.9 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 35 85 50 140 210 210 105 610 105 90 275 45 Future Vol, veh/h 35 85 50 140 210 210 105 610 105 90 275 45 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 Heavy Vehicles, % 4 4 4 3 3 3 2 2 2 1 1 1 Mvmt Flow 37 89 53 147 221 221 111 642 111 95 289 47 Number of Lanes 0 1 0 0 1 0 1 1 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 2 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 2 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 2 2 1 1 HCM Control Delay 23.5 160.1 307 36.8 HCM LOS C F F E Lane NBLn1 NBLn2 EBLn1 WBLn1 SBLn1 SBLn2 Vol Left, % 100% 0% 21% 25% 100% 0% Vol Thru, % 0% 85% 50% 38% 0% 86% Vol Right, % 0% 15% 29% 38% 0% 14% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 105 715 170 560 90 320 LT Vol 105 0 35 140 90 0 Through Vol 0 610 85 210 0 275 RT Vol 0 105 50 210 0 45 Lane Flow Rate 111 753 179 589 95 337 Geometry Grp 7 7 2 2 7 7 Degree of Util (X) 0.269 1.706 0.45 1.254 0.238 0.79 Departure Headway (Hd) 9.636 9.004 11.461 8.898 10.898 10.262 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 376 414 317 413 332 357 Service Time 7.336 6.704 9.461 6.898 8.598 7.962 HCM Lane V/C Ratio 0.295 1.819 0.565 1.426 0.286 0.944 HCM Control Delay 15.8 349.8 23.5 160.1 17 42.4 HCM Lane LOS C F C F C E HCM 95th-tile Q 1.1 41.5 2.2 21.6 0.9 6.6 HCM 6th TWSC 27: 200th St & Smokey Point Blvd 10/01/2021 2040_PM Peak City of Arlington 11:59 pm 06/20/2011 Synchro 11 Report Page 2 Intersection Int Delay, s/veh 2.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 37 104 2 969 487 90 Future Vol, veh/h 37 104 2 969 487 90 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 150 - - 150 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 39 109 2 1020 513 95 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1537 513 608 0 - 0 Stage 1 513 - - - - - Stage 2 1024 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 128 561 970 - - - Stage 1 601 - - - - - Stage 2 347 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 128 561 970 - - - Mov Cap-2 Maneuver 128 - - - - - Stage 1 600 - - - - - Stage 2 347 - - - - - Approach EB NB SB HCM Control Delay, s 28.6 0 0 HCM LOS D Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 970 - 297 - - HCM Lane V/C Ratio 0.002 - 0.5 - - HCM Control Delay (s) 8.7 - 28.6 - - HCM Lane LOS A - D - - HCM 95th %tile Q(veh) 0 - 2.6 - - Lanes, Volumes, Timings 24: Smokey Point Blvd & Smokey Point Dr 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 80 55 160 50 220 40 315 815 40 40 770 75 Future Volume (vph) 80 55 160 50 220 40 315 815 40 40 770 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 0 200 0 200 0 Storage Lanes 0 0 0 0 1 0 1 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Frt 0.927 0.983 0.993 0.987 Flt Protected 0.987 0.992 0.950 0.950 Satd. Flow (prot) 0 1704 0 0 1816 0 1770 3514 0 1770 3493 0 Flt Permitted 0.987 0.992 0.254 0.250 Satd. Flow (perm) 0 1704 0 0 1816 0 473 3514 0 466 3493 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 51 6 8 17 Link Speed (mph) 25 25 35 35 Link Distance (ft) 383 497 851 227 Travel Time (s) 10.4 13.6 16.6 4.4 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 Adj. Flow (vph) 84 58 168 53 232 42 332 858 42 42 811 79 Shared Lane Traffic (%) Lane Group Flow (vph) 0 310 0 0 327 0 332 900 0 42 890 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 12 12 Link Offset(ft) -12 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway 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 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) 20 100 20 100 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type custom NA custom NA Perm NA Perm NA Protected Phases 4 4 8 8 2 6 Permitted Phases 4 8 2 6 Lanes, Volumes, Timings 24: Smokey Point Blvd & Smokey Point Dr 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 60.0 60.0 60.0 60.0 Total Split (%) 20.0% 20.0% 20.0% 20.0% 60.0% 60.0% 60.0% 60.0% Maximum Green (s) 16.0 16.0 16.0 16.0 56.0 56.0 56.0 56.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 16.0 16.0 56.0 56.0 56.0 56.0 Actuated g/C Ratio 0.16 0.16 0.56 0.56 0.56 0.56 v/c Ratio 0.98 1.11 1.26 0.46 0.16 0.45 Control Delay 83.5 124.4 167.3 13.8 12.7 13.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 83.5 124.4 167.3 13.8 12.7 13.6 LOS F F F B B B Approach Delay 83.5 124.4 55.2 13.6 Approach LOS F F E B Queue Length 50th (ft) 169 ~236 ~266 166 12 162 Queue Length 95th (ft) #345 #411 #438 213 32 209 Internal Link Dist (ft) 303 417 771 147 Turn Bay Length (ft)200 200 Base Capacity (vph) 315 295 264 1971 260 1963 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.98 1.11 1.26 0.46 0.16 0.45 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.26 Intersection Signal Delay: 52.5 Intersection LOS: D Intersection Capacity Utilization 79.5% ICU Level of Service D Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Lanes, Volumes, Timings 24: Smokey Point Blvd & Smokey Point Dr 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 3 Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 24: Smokey Point Blvd & Smokey Point Dr HCM 6th Signalized Intersection Capacity Analysis 109: Smokey Point Blvd & 180th St NE 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 0 30 275 0 150 80 750 105 10 580 5 Future Volume (veh/h) 10 0 30 275 0 150 80 750 105 10 580 5 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, 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 1.00 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 Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1856 1856 1856 1900 1900 1900 1856 1856 1856 1885 1885 1885 Adj Flow Rate, veh/h 11 0 32 289 0 158 84 789 111 11 611 5 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, % 3 3 3 0 0 0 3 3 3 1 1 1 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 133 0 88 272 0 199 107 1078 152 19 1172 10 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 Prop Arrive On Green 0.01 0.00 0.06 0.08 0.00 0.12 0.06 0.68 0.68 0.01 0.63 0.63 Unsig. Movement Delay Ln Grp Delay, s/veh 34.6 0.0 43.4 112.4 0.0 45.4 61.3 0.0 13.1 66.3 0.0 10.8 Ln Grp LOS C A D F A D E A B E A B Approach Vol, veh/h 43 447 984 627 Approach Delay, s/veh 41.2 88.7 17.3 11.7 Approach LOS D F B B Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 2.0 4.0 1.1 4.0 2.0 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 5.0 65.0 11.0 9.1 9.5 60.5 5.0 15.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green (Gmax), s 4.0 47.0 7.0 16.0 7.0 44.0 4.0 19.0 Max Allow Headway (MAH), s 3.7 5.0 3.8 5.6 3.7 5.0 3.8 5.6 Max Q Clear (g_c+l1), s 2.5 30.5 9.0 3.8 6.2 18.3 2.5 10.6 Green Ext Time (g_e), s 0.0 6.1 0.0 0.1 0.0 4.1 0.0 0.5 Prob of Phs Call (p_c) 0.24 1.00 1.00 0.99 0.88 1.00 0.24 1.00 Prob of Max Out (p_x) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.23 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1795 1810 1767 1767 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1591 0 1867 0 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 224 1572 15 1610 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Prot) L (Pr/Pm) L (Prot) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 109: Smokey Point Blvd & 180th St NE 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 9 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 11 0 289 0 84 0 11 0 Grp Sat Flow (s), veh/h/ln 1795 0 1810 0 1767 0 1767 0 Q Serve Time (g_s), s 0.5 0.0 7.0 0.0 4.2 0.0 0.5 0.0 Cycle Q Clear Time (g_c), s 0.5 0.0 7.0 0.0 4.2 0.0 0.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 1399 0 0 0 1219 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 5.1 0.0 0.0 0.0 11.1 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 3.3 0.0 0.0 0.0 2.5 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 3.3 0.0 0.0 0.0 0.1 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 19 0 272 0 107 0 133 0 V/C Ratio (X) 0.57 0.00 1.06 0.00 0.78 0.00 0.08 0.00 Avail Cap (c_a), veh/h 80 0 272 0 137 0 193 0 Upstream Filter (I) 0.90 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 44.3 0.0 40.3 0.0 41.7 0.0 34.4 0.0 Incr Delay (d2), s/veh 22.0 0.0 72.1 0.0 19.6 0.0 0.3 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 66.3 0.0 112.4 0.0 61.3 0.0 34.6 0.0 1st-Term Q (Q1), veh/ln 0.2 0.0 6.0 0.0 1.8 0.0 0.2 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 5.4 0.0 0.6 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 0.4 0.0 11.5 0.0 2.4 0.0 0.2 0.0 %ile Storage Ratio (RQ%) 0.06 0.00 1.15 0.00 0.40 0.00 0.06 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 4.3 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM 6th Signalized Intersection Capacity Analysis 109: Smokey Point Blvd & 180th St NE 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 10 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 900 0 32 0 616 0 158 Grp Sat Flow (s), veh/h/ln 0 1815 0 1572 0 1882 0 1610 Q Serve Time (g_s), s 0.0 28.5 0.0 1.8 0.0 16.3 0.0 8.6 Cycle Q Clear Time (g_c), s 0.0 28.5 0.0 1.8 0.0 16.3 0.0 8.6 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.12 0.00 1.00 0.00 0.01 0.00 1.00 Lane Grp Cap (c), veh/h 0 1230 0 88 0 1181 0 199 V/C Ratio (X) 0.00 0.73 0.00 0.36 0.00 0.52 0.00 0.80 Avail Cap (c_a), veh/h 0 1230 0 280 0 1181 0 340 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 0.90 0.00 1.00 Uniform Delay (d1), s/veh 0.0 9.3 0.0 40.9 0.0 9.3 0.0 38.4 Incr Delay (d2), s/veh 0.0 3.9 0.0 2.5 0.0 1.5 0.0 7.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 13.1 0.0 43.4 0.0 10.8 0.0 45.4 1st-Term Q (Q1), veh/ln 0.0 8.5 0.0 0.7 0.0 5.5 0.0 3.3 2nd-Term Q (Q2), veh/ln 0.0 1.3 0.0 0.1 0.0 0.5 0.0 0.4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 9.8 0.0 0.7 0.0 6.0 0.0 3.7 %ile Storage Ratio (RQ%) 0.00 0.16 0.00 0.03 0.00 0.14 0.00 0.14 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 31.3 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 111: Smokey Point Blvd & 183rd Pl NE 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 11 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 210 285 600 165 70 425 Future Volume (veh/h) 210 285 600 165 70 425 Number 3 18 2 12 1 6 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 221 300 632 174 74 447 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 400 356 738 203 94 1201 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.22 0.22 0.52 0.52 0.05 0.64 Unsig. Movement Delay Ln Grp Delay, s/veh 21.8 34.8 0.0 19.6 51.5 5.9 Ln Grp LOS C C A B D A Approach Vol, veh/h 521 806 521 Approach Delay, s/veh 29.3 19.6 12.4 Approach LOS C B B Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 8 6 Case No 2.0 8.0 9.0 4.0 Phs Duration (G+Y+Rc), s 7.2 35.4 17.5 42.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green (Gmax), s 4.0 28.0 16.0 36.0 Max Allow Headway (MAH), s 3.7 5.1 4.0 5.0 Max Q Clear (g_c+l1), s 4.5 25.2 12.9 8.7 Green Ext Time (g_e), s 0.0 1.4 0.6 2.7 Prob of Phs Call (p_c) 0.71 1.00 1.00 1.00 Prob of Max Out (p_x) 1.00 0.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 1 5 3 Mvmt Sat Flow, veh/h 1781 0 1781 Through Movement Data Assigned Mvmt 2 8 6 Mvmt Sat Flow, veh/h 1412 0 1870 Right-Turn Movement Data Assigned Mvmt 12 18 16 Mvmt Sat Flow, veh/h 389 1585 0 Left Lane Group Data Assigned Mvmt 1 5 3 0 0 0 0 0 Lane Assignment L (Prot) L HCM 6th Signalized Intersection Capacity Analysis 111: Smokey Point Blvd & 183rd Pl NE 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 12 Lanes in Grp 1 0 1 0 0 0 0 0 Grp Vol (v), veh/h 74 0 221 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 1781 0 1781 0 0 0 0 0 Q Serve Time (g_s), s 2.5 0.0 6.6 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 2.5 0.0 6.6 0.0 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 1781 0 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 31.4 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 94 0 400 0 0 0 0 0 V/C Ratio (X) 0.79 0.00 0.55 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 119 0 475 0 0 0 0 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 28.1 0.0 20.6 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 23.4 0.0 1.2 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 51.5 0.0 21.8 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 1.0 0.0 2.5 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.6 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 1.00 1.00 0.00 0.00 0.00 0.00 0.00 %ile Back of Q (50%), veh/ln 1.6 0.0 2.7 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.27 0.00 0.18 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 8 0 0 6 0 0 Lane Assignment T Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 447 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 6.7 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 6.7 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 1201 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.37 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 1201 0 0 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 5.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.9 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 5.9 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 1.5 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 HCM 6th Signalized Intersection Capacity Analysis 111: Smokey Point Blvd & 183rd Pl NE 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 13 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 1.8 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.20 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 18 0 0 16 0 0 Lane Assignment T+R R Lanes in Grp 0 1 1 0 0 0 0 0 Grp Vol (v), veh/h 0 806 300 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1800 1585 0 0 0 0 0 Q Serve Time (g_s), s 0.0 23.2 10.9 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 23.2 10.9 0.0 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.22 1.00 0.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 941 356 0 0 0 0 0 V/C Ratio (X) 0.00 0.86 0.84 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 941 423 0 0 0 0 0 Upstream Filter (I) 0.00 0.70 1.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 12.4 22.2 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 7.2 12.5 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 19.6 34.8 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 6.7 3.7 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 1.9 1.2 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 8.6 5.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.20 1.26 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 20.3 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 16: Smokey Point Blvd/Smokey Pt Blvd & 188th St 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 85 50 140 210 210 105 610 105 90 275 45 Future Volume (veh/h) 35 85 50 140 210 210 105 610 105 90 275 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, 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 1.00 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 Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1856 1856 1856 1870 1870 1870 1885 1885 1885 Adj Flow Rate, veh/h 37 89 53 147 221 221 111 642 111 95 289 47 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, % 4 4 4 3 3 3 2 2 2 1 1 1 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 194 151 90 267 305 363 142 819 142 120 813 132 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 Prop Arrive On Green 0.03 0.14 0.14 0.05 0.16 0.16 0.08 0.53 0.53 0.07 0.51 0.51 Unsig. Movement Delay Ln Grp Delay, s/veh 25.9 0.0 32.6 30.8 34.4 27.5 42.7 0.0 20.7 64.2 0.0 11.9 Ln Grp LOS C A C C C C D A C E A B Approach Vol, veh/h 179 589 864 431 Approach Delay, s/veh 31.2 30.9 23.5 23.4 Approach LOS C C C C Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 2.0 4.0 1.1 4.0 2.0 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 9.0 43.5 8.0 14.5 10.0 42.5 6.1 16.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green (Gmax), s 5.0 34.0 4.0 16.0 10.0 29.0 4.0 16.0 Max Allow Headway (MAH), s 3.7 5.1 3.8 5.4 3.7 5.0 3.8 4.7 Max Q Clear (g_c+l1), s 5.9 27.0 6.0 7.8 6.6 10.2 3.3 11.4 Green Ext Time (g_e), s 0.0 2.8 0.0 0.4 0.1 1.8 0.0 0.9 Prob of Phs Call (p_c) 0.86 1.00 0.95 1.00 0.90 1.00 0.54 1.00 Prob of Max Out (p_x) 1.00 0.00 1.00 0.19 1.00 0.00 1.00 1.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1795 1767 1781 1753 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1553 1081 1582 1856 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 269 644 257 1572 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Prot) L (Pr/Pm) L (Prot) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 16: Smokey Point Blvd/Smokey Pt Blvd & 188th St 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 2 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 95 0 147 0 111 0 37 0 Grp Sat Flow (s), veh/h/ln 1795 0 1767 0 1781 0 1753 0 Q Serve Time (g_s), s 3.9 0.0 4.0 0.0 4.6 0.0 1.3 0.0 Cycle Q Clear Time (g_c), s 3.9 0.0 4.0 0.0 4.6 0.0 1.3 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 1237 0 0 0 932 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 10.5 0.0 0.0 0.0 12.3 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 4.7 0.0 0.0 0.0 3.8 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 3.0 0.0 0.0 0.0 0.4 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 120 0 267 0 142 0 194 0 V/C Ratio (X) 0.79 0.00 0.55 0.00 0.78 0.00 0.19 0.00 Avail Cap (c_a), veh/h 120 0 267 0 238 0 237 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 34.5 0.0 28.4 0.0 33.9 0.0 25.5 0.0 Incr Delay (d2), s/veh 29.7 0.0 2.4 0.0 8.9 0.0 0.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 64.2 0.0 30.8 0.0 42.7 0.0 25.9 0.0 1st-Term Q (Q1), veh/ln 1.6 0.0 0.5 0.0 1.9 0.0 0.5 0.0 2nd-Term Q (Q2), veh/ln 1.0 0.0 0.2 0.0 0.4 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 2.6 0.0 0.7 0.0 2.2 0.0 0.5 0.0 %ile Storage Ratio (RQ%) 0.44 0.00 0.09 0.00 0.38 0.00 0.14 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T Lanes in Grp 0 0 0 0 0 0 0 1 Grp Vol (v), veh/h 0 0 0 0 0 0 0 221 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 1856 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.5 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.5 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 305 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.73 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 396 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 29.7 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 34.4 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.6 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 HCM 6th Signalized Intersection Capacity Analysis 16: Smokey Point Blvd/Smokey Pt Blvd & 188th St 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 3 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.02 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 753 0 142 0 336 0 221 Grp Sat Flow (s), veh/h/ln 0 1822 0 1725 0 1839 0 1572 Q Serve Time (g_s), s 0.0 25.0 0.0 5.8 0.0 8.2 0.0 9.4 Cycle Q Clear Time (g_c), s 0.0 25.0 0.0 5.8 0.0 8.2 0.0 9.4 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1572.5 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.0 Prop RT Outside Lane (P_R) 0.00 0.15 0.00 0.37 0.00 0.14 0.00 1.00 Lane Grp Cap (c), veh/h 0 961 0 241 0 945 0 363 V/C Ratio (X) 0.00 0.78 0.00 0.59 0.00 0.36 0.00 0.61 Avail Cap (c_a), veh/h 0 961 0 368 0 945 0 440 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 14.3 0.0 30.3 0.0 10.8 0.0 25.8 Incr Delay (d2), s/veh 0.0 6.4 0.0 2.3 0.0 1.0 0.0 1.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 20.7 0.0 32.6 0.0 11.9 0.0 27.5 1st-Term Q (Q1), veh/ln 0.0 8.4 0.0 2.3 0.0 2.8 0.0 3.4 2nd-Term Q (Q2), veh/ln 0.0 1.7 0.0 0.2 0.0 0.3 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 10.1 0.0 2.5 0.0 3.1 0.0 3.5 %ile Storage Ratio (RQ%) 0.00 0.20 0.00 0.07 0.00 0.03 0.00 0.45 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 26.3 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 27: 200th St & Smokey Point Blvd 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 32 116 2 748 437 76 Future Volume (veh/h) 32 116 2 748 437 76 Number 7 14 5 2 6 16 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 34 122 2 787 460 80 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 43 155 688 1368 1368 1160 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.12 0.12 0.73 0.73 0.73 0.73 Unsig. Movement Delay Ln Grp Delay, s/veh 30.1 0.0 3.5 5.2 3.3 2.2 Ln Grp LOS C A A A A A Approach Vol, veh/h 157 789 540 Approach Delay, s/veh 30.1 5.2 3.1 Approach LOS C A A Timer: 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 Case No 6.0 12.0 7.0 Phs Duration (G+Y+Rc), s 44.2 10.8 44.2 Change Period (Y+Rc), s 4.0 4.0 4.0 Max Green (Gmax), s 31.0 16.0 31.0 Max Allow Headway (MAH), s 5.0 4.0 4.9 Max Q Clear (g_c+l1), s 12.7 7.2 6.8 Green Ext Time (g_e), s 5.2 0.3 3.0 Prob of Phs Call (p_c) 1.00 0.91 1.00 Prob of Max Out (p_x) 0.00 0.02 0.00 Left-Turn Movement Data Assigned Mvmt 5 7 1 Mvmt Sat Flow, veh/h 866 352 0 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1870 10 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 0 1263 1585 Left Lane Group Data Assigned Mvmt 0 5 0 7 0 1 0 0 Lane Assignment L L+T+R HCM 6th Signalized Intersection Capacity Analysis 27: 200th St & Smokey Point Blvd 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 6 Lanes in Grp 0 1 0 1 0 0 0 0 Grp Vol (v), veh/h 0 2 0 157 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 866 0 1625 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 5.2 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 4.9 0.0 5.2 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 866 0 0 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 40.2 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 35.4 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 40.2 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 0.00 1.00 0.00 0.22 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 688 0 200 0 0 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.79 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 688 0 473 0 0 0 0 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 3.5 0.0 23.4 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 6.7 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.5 0.0 30.1 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 1.8 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 2.2 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.03 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T T Lanes in Grp 0 1 0 0 0 1 0 0 Grp Vol (v), veh/h 0 787 0 0 0 460 0 0 Grp Sat Flow (s), veh/h/ln 0 1870 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 10.7 0.0 0.0 0.0 4.8 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 10.7 0.0 0.0 0.0 4.8 0.0 0.0 Lane Grp Cap (c), veh/h 0 1368 0 0 0 1368 0 0 V/C Ratio (X) 0.00 0.58 0.00 0.00 0.00 0.34 0.00 0.00 Avail Cap (c_a), veh/h 0 1368 0 0 0 1368 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 3.4 0.0 0.0 0.0 2.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.8 0.0 0.0 0.0 0.7 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 5.2 0.0 0.0 0.0 3.3 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.0 0.0 0.0 0.0 0.5 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.7 0.0 0.0 0.0 0.3 0.0 0.0 HCM 6th Signalized Intersection Capacity Analysis 27: 200th St & Smokey Point Blvd 10/01/2021 2040_PM Peak 4:35 pm 11/17/2020 Synchro 11 Report Page 7 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 1.7 0.0 0.0 0.0 0.7 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.07 0.00 0.00 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment R Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 80 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1585 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.00 0.00 0.78 0.00 1.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 0 0 1160 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.07 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 1160 0 0 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 2.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 2.2 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 7.1 HCM 6th LOS A INTERSECTION SUMMARY Site:101 [SPB/174th -2040 PM (No Slip Lane)] New Site Site Category: (None) Roundabout Intersection Performance -Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)20.5 mph 20.5 mph Travel Distance (Total)1179.5 veh-mi/h 1415.4 pers-mi/h Travel Time (Total)57.4 veh-h/h 68.9 pers-h/h Demand Flows (Total)2660 veh/h 3192 pers/h Percent Heavy Vehicles (Demand)2.0 % Degree of Saturation 0.984 Practical Spare Capacity -13.7 % Effective Intersection Capacity 2702 veh/h Control Delay (Total)19.88 veh-h/h 23.86 pers-h/h Control Delay (Average)26.9 sec 26.9 sec Control Delay (Worst Lane)82.5 sec Control Delay (Worst Movement)84.8 sec 84.8 sec Geometric Delay (Average)2.9 sec Stop-Line Delay (Average)24.0 sec Idling Time (Average)12.9 sec Intersection Level of Service (LOS)LOS C 95% Back of Queue -Vehicles (Worst Lane)28.8 veh 95% Back of Queue -Distance (Worst Lane)731.6 ft Queue Storage Ratio (Worst Lane)0.37 Total Effective Stops 3465 veh/h 4157 pers/h Effective Stop Rate 1.30 1.30 Proportion Queued 1.00 1.00 Performance Index 270.4 270.4 Cost (Total)815.67 $/h 815.67 $/h Fuel Consumption (Total)55.4 gal/h Carbon Dioxide (Total)494.9 kg/h Hydrocarbons (Total)0.044 kg/h Carbon Monoxide (Total)0.433 kg/h NOx (Total)0.546 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 7.5 % Number of Iterations: 9 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 2.4% 1.2% 0.6% Intersection Performance -Annual Values Performance Measure Vehicles Persons Demand Flows (Total)1,276,800 veh/y 1,532,160 pers/y Delay 9,542 veh-h/y 11,451 pers-h/y Effective Stops 1,662,962 veh/y 1,995,554 pers/y Travel Distance 566,145 veh-mi/y 679,374 pers-mi/y Travel Time 27,575 veh-h/y 33,090 pers-h/y Cost 391,520 $/y 391,520 $/y Fuel Consumption 26,574 gal/y Carbon Dioxide 237,550 kg/y Hydrocarbons 21 kg/y Carbon Monoxide 208 kg/y NOx 262 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC.| Processed: Friday, March 4, 2022 11:11:14 AM Project: C:\Users\TrafficwareUser\OneDrive -Perteet (1)\Desktop\Perteet\Active Projects -20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site:101 [SPB/174th -2040 PM (No Slip Lane)] New Site Site Category: (None) Roundabout Approaches IntersectionSouthEastNorthWest LOS B F C A C Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC.| Processed: Friday, March 4, 2022 11:11:14 AM Project: C:\Users\TrafficwareUser\OneDrive -Perteet (1)\Desktop\Perteet\Active Projects -20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site:101 [SPB/174th -2040 PM (No Slip Lane)] New Site Site Category: (None) Roundabout Movement Performance -Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h %v/c sec veh ft mph South: Smokey Point Blvd 3 L2 315 2.0 0.937 17.0 LOS B 26.4 669.8 1.00 0.84 1.25 23.1 8 T1 815 2.0 0.937 10.9 LOS B 26.4 669.8 1.00 0.84 1.25 28.9 18 R2 40 2.0 0.937 11.6 LOS B 26.4 669.8 1.00 0.84 1.25 20.2 Approach 1170 2.0 0.937 12.6 LOS B 26.4 669.8 1.00 0.84 1.25 27.1 East: 174th Pl NE 1 L2 50 2.0 0.984 84.8 LOS F 19.7 500.1 1.00 2.09 2.68 9.6 6 T1 220 2.0 0.984 82.1 LOS F 19.7 500.1 1.00 2.09 2.68 9.4 16 R2 40 2.0 0.984 82.1 LOS F 19.7 500.1 1.00 2.09 2.68 12.3 Approach 310 2.0 0.984 82.5 LOS F 19.7 500.1 1.00 2.09 2.68 9.8 North: Smokey Point Blvd 7 L2 40 2.0 0.977 38.1 LOS D 28.8 731.6 1.00 1.71 2.60 20.3 4 T1 770 2.0 0.977 32.0 LOS C 28.8 731.6 1.00 1.71 2.60 21.6 14 R2 75 2.0 0.977 32.7 LOS C 28.8 731.6 1.00 1.71 2.60 18.6 Approach 885 2.0 0.977 32.3 LOS C 28.8 731.6 1.00 1.71 2.60 21.2 West: Smokey Point Dr 5 L2 80 2.0 0.514 11.1 LOS B 4.8 121.8 1.00 1.07 1.16 24.6 2 T1 55 2.0 0.514 8.3 LOS A 4.8 121.8 1.00 1.07 1.16 17.8 12 R2 160 2.0 0.514 8.3 LOS A 4.8 121.8 1.00 1.07 1.16 20.5 Approach 295 2.0 0.514 9.1 LOS A 4.8 121.8 1.00 1.07 1.16 21.1 All Vehicles 2660 2.0 0.984 26.9 LOS C 28.8 731.6 1.00 1.30 1.85 20.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC.| Processed: Friday, March 4, 2022 11:11:14 AM Project: C:\Users\TrafficwareUser\OneDrive -Perteet (1)\Desktop\Perteet\Active Projects -20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 101 [Smokey Point Blvd at 180th - 2 Lane - PM] New Site Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)26.8 mph 26.8 mph Travel Distance (Total)1282.6 veh-mi/h 1539.1 pers-mi/h Travel Time (Total)47.8 veh-h/h 57.4 pers-h/h Demand Flows (Total)2035 veh/h 2442 pers/h Percent Heavy Vehicles (Demand) 1.9 % Degree of Saturation 0.777 Practical Spare Capacity 9.4 % Effective Intersection Capacity 2619 veh/h Control Delay (Total)8.40 veh-h/h 10.08 pers-h/h Control Delay (Average)14.9 sec 14.9 sec Control Delay (Worst Lane)20.3 sec Control Delay (Worst Movement) 20.3 sec 20.3 sec Geometric Delay (Average)0.0 sec Stop-Line Delay (Average)14.9 sec Idling Time (Average)11.0 sec Intersection Level of Service (LOS)LOS B 95% Back of Queue - Vehicles (Worst Lane) 12.0 veh 95% Back of Queue - Distance (Worst Lane) 306.5 ft Queue Storage Ratio (Worst Lane) 0.08 Total Effective Stops 928 veh/h 1114 pers/h Effective Stop Rate 0.46 0.46 Proportion Queued 0.54 0.54 Performance Index 103.6 103.6 Cost (Total)617.49 $/h 617.49 $/h Fuel Consumption (Total)46.7 gal/h Carbon Dioxide (Total)417.3 kg/h Hydrocarbons (Total)0.033 kg/h Carbon Monoxide (Total)0.390 kg/h NOx (Total)0.399 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Site Model Variability Index (Iterations 3 to N): 0.0 % Number of Iterations: 3 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 100.0% 94.7% 0.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)976,696 veh/y 1,172,035 pers/y Delay 4,032 veh-h/y 4,838 pers-h/y Effective Stops 445,676 veh/y 534,811 pers/y Travel Distance 615,656 veh-mi/y 738,787 pers-mi/y Travel Time 22,947 veh-h/y 27,537 pers-h/y Cost 296,395 $/y 296,395 $/y Fuel Consumption 22,403 gal/y Carbon Dioxide 200,327 kg/y Hydrocarbons 16 kg/y Carbon Monoxide 187 kg/y NOx 192 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:52 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site: 101 [Smokey Point Blvd at 180th - 2 Lane - PM] New Site Site Category: (None) Roundabout Approaches Intersection South East North West LOS C C B A B Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:52 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site: 101 [Smokey Point Blvd at 180th - 2 Lane - PM] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Smokey Point Boulevard 3 L2 87 3.0 0.777 15.4 LOS C 12.0 306.5 0.36 0.12 0.36 25.1 8 T1 815 3.0 0.777 15.4 LOS C 12.0 306.5 0.36 0.12 0.36 27.8 18 R2 114 3.0 0.777 15.4 LOS C 12.0 306.5 0.36 0.12 0.36 24.0 Approach 1016 3.0 0.777 15.4 LOS C 12.0 306.5 0.36 0.12 0.36 27.1 East: 180th St NE 1 L2 163 0.0 0.619 20.3 LOS C 4.2 105.7 0.83 1.10 1.46 22.9 6 T1 1 0.0 0.619 20.3 LOS C 4.2 105.7 0.83 1.10 1.46 19.9 16 R2 163 0.0 0.619 20.3 LOS C 4.2 105.7 0.83 1.10 1.46 22.3 Approach 327 0.0 0.619 20.3 LOS C 4.2 105.7 0.83 1.10 1.46 22.6 North: RoadName 7 L2 11 1.0 0.613 11.7 LOS B 6.6 167.0 0.68 0.65 0.88 26.3 4 T1 630 1.0 0.613 11.7 LOS B 6.6 167.0 0.68 0.65 0.88 29.4 14 R2 5 1.0 0.613 11.7 LOS B 6.6 167.0 0.68 0.65 0.88 25.1 Approach 647 1.0 0.613 11.7 LOS B 6.6 167.0 0.68 0.65 0.88 29.3 West: RoadName 5 L2 11 3.0 0.076 7.0 LOS A 0.3 7.2 0.62 0.60 0.62 26.7 2 T1 1 3.0 0.076 7.0 LOS A 0.3 7.2 0.62 0.60 0.62 22.7 12 R2 33 3.0 0.076 7.0 LOS A 0.3 7.2 0.62 0.60 0.62 25.9 Approach 45 3.0 0.076 7.0 LOS A 0.3 7.2 0.62 0.60 0.62 26.0 All Vehicles 2035 1.9 0.777 14.9 LOS B 12.0 306.5 0.54 0.46 0.71 26.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:52 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 101 [Smokey Point Blvd at 183rd - 2 Lane - PM ] New Site Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)26.1 mph 26.1 mph Travel Distance (Total)1200.5 veh-mi/h 1440.6 pers-mi/h Travel Time (Total)46.0 veh-h/h 55.3 pers-h/h Demand Flows (Total)1908 veh/h 2289 pers/h Percent Heavy Vehicles (Demand) 3.0 % Degree of Saturation 0.797 Practical Spare Capacity 6.7 % Effective Intersection Capacity 2394 veh/h Control Delay (Total)8.21 veh-h/h 9.85 pers-h/h Control Delay (Average)15.5 sec 15.5 sec Control Delay (Worst Lane)26.9 sec Control Delay (Worst Movement) 26.9 sec 26.9 sec Geometric Delay (Average)0.0 sec Stop-Line Delay (Average)15.5 sec Idling Time (Average)10.4 sec Intersection Level of Service (LOS)LOS C 95% Back of Queue - Vehicles (Worst Lane) 10.1 veh 95% Back of Queue - Distance (Worst Lane) 259.1 ft Queue Storage Ratio (Worst Lane) 0.07 Total Effective Stops 1267 veh/h 1521 pers/h Effective Stop Rate 0.66 0.66 Proportion Queued 0.63 0.63 Performance Index 86.0 86.0 Cost (Total)611.71 $/h 611.71 $/h Fuel Consumption (Total)47.1 gal/h Carbon Dioxide (Total)422.2 kg/h Hydrocarbons (Total)0.034 kg/h Carbon Monoxide (Total)0.384 kg/h NOx (Total)0.584 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Site Model Variability Index (Iterations 3 to N): 0.0 % Number of Iterations: 3 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 100.0% 93.2% 0.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)915,652 veh/y 1,098,783 pers/y Delay 3,939 veh-h/y 4,726 pers-h/y Effective Stops 608,242 veh/y 729,890 pers/y Travel Distance 576,252 veh-mi/y 691,502 pers-mi/y Travel Time 22,104 veh-h/y 26,524 pers-h/y Cost 293,622 $/y 293,622 $/y Fuel Consumption 22,602 gal/y Carbon Dioxide 202,663 kg/y Hydrocarbons 16 kg/y Carbon Monoxide 184 kg/y NOx 280 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site: 101 [Smokey Point Blvd at 183rd - 2 Lane - PM ] New Site Site Category: (None) Roundabout Approaches Intersection South East North LOS B D A C Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site: 101 [Smokey Point Blvd at 183rd - 2 Lane - PM ] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Smokey Point Boulevard 8 T1 652 3.0 0.672 12.0 LOS B 6.8 174.4 0.48 0.25 0.48 29.2 18 R2 179 3.0 0.672 12.0 LOS B 6.8 174.4 0.48 0.25 0.48 25.0 Approach 832 3.0 0.672 12.0 LOS B 6.8 174.4 0.48 0.25 0.48 28.2 East: 180th Pl NE 1 L2 228 3.0 0.797 26.9 LOS D 10.1 259.1 0.92 1.53 2.16 21.5 16 R2 310 3.0 0.797 26.9 LOS D 10.1 259.1 0.92 1.53 2.16 21.0 Approach 538 3.0 0.797 26.9 LOS D 10.1 259.1 0.92 1.53 2.16 21.2 North: Smokey Point Blvd 7 L2 76 3.0 0.510 9.5 LOS A 3.3 84.2 0.57 0.44 0.57 26.8 4 T1 462 3.0 0.510 9.5 LOS A 3.3 84.2 0.57 0.44 0.57 29.9 Approach 538 3.0 0.510 9.5 LOS A 3.3 84.2 0.57 0.44 0.57 29.5 All Vehicles 1908 3.0 0.797 15.5 LOS C 10.1 259.1 0.63 0.66 0.98 26.1 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - NB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)20.6 mph 20.6 mph Travel Distance (Total)1333.3 veh-mi/h 1599.9 pers-mi/h Travel Time (Total)64.8 veh-h/h 77.8 pers-h/h Demand Flows (Total)2125 veh/h 2550 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 1.218 Practical Spare Capacity -30.2 % Effective Intersection Capacity 1745 veh/h Control Delay (Total)24.89 veh-h/h 29.86 pers-h/h Control Delay (Average)42.2 sec 42.2 sec Control Delay (Worst Lane)130.2 sec Control Delay (Worst Movement) 134.2 sec 134.2 sec Geometric Delay (Average)3.8 sec Stop-Line Delay (Average)38.3 sec Idling Time (Average)27.5 sec Intersection Level of Service (LOS)LOS D 95% Back of Queue - Vehicles (Worst Lane) 52.2 veh 95% Back of Queue - Distance (Worst Lane) 1335.3 ft Queue Storage Ratio (Worst Lane) 0.34 Total Effective Stops 2752 veh/h 3302 pers/h Effective Stop Rate 1.30 1.30 Proportion Queued 0.79 0.79 Performance Index 232.1 232.1 Cost (Total)901.11 $/h 901.11 $/h Fuel Consumption (Total)57.1 gal/h Carbon Dioxide (Total)510.7 kg/h Hydrocarbons (Total)0.045 kg/h Carbon Monoxide (Total)0.472 kg/h NOx (Total)0.583 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 4.0 % Number of Iterations: 7 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.1% 1.6% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)1,019,808 veh/y 1,223,769 pers/y Delay 11,945 veh-h/y 14,334 pers-h/y Effective Stops 1,320,836 veh/y 1,585,003 pers/y Travel Distance 639,979 veh-mi/y 767,975 pers-mi/y Travel Time 31,109 veh-h/y 37,331 pers-h/y Cost 432,532 $/y 432,532 $/y Fuel Consumption 27,398 gal/y Carbon Dioxide 245,158 kg/y Hydrocarbons 21 kg/y Carbon Monoxide 227 kg/y NOx 280 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - NB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Approaches Intersection South East North West LOS A F A A D Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 2010). SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - NB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Smokey Point Blvd 3 L2 114 2.0 0.652 10.6 LOS B 6.4 162.3 0.69 0.62 0.70 28.2 8 T1 663 2.0 0.652 5.2 LOS A 6.4 162.3 0.69 0.62 0.70 32.0 18 R2 114 2.0 0.093 4.0 LOS A 0.5 12.8 0.37 0.48 0.37 32.4 Approach 891 2.0 0.652 5.7 LOS A 6.4 162.3 0.65 0.60 0.66 31.5 East: 188th St 1 L2 152 3.0 1.218 134.2 LOS F 52.2 1335.3 1.00 2.81 5.42 11.6 6 T1 228 3.0 1.218 128.8 LOS F 52.2 1335.3 1.00 2.81 5.42 11.0 16 R2 228 3.0 1.218 129.0 LOS F 52.2 1335.3 1.00 2.81 5.42 11.5 Approach 609 3.0 1.218 130.2 LOS F 52.2 1335.3 1.00 2.81 5.42 11.3 North: Smokey Point Blvd 7 L2 98 1.0 0.568 13.6 LOS B 5.0 126.8 0.82 0.87 0.94 31.3 4 T1 299 1.0 0.568 8.2 LOS A 5.0 126.8 0.82 0.87 0.94 31.2 14 R2 49 1.0 0.568 8.4 LOS A 5.0 126.8 0.82 0.87 0.94 26.5 Approach 446 1.0 0.568 9.4 LOS A 5.0 126.8 0.82 0.87 0.94 30.6 West: 188th St 5 L2 37 4.0 0.255 9.4 LOS A 1.6 40.0 0.71 0.69 0.71 27.5 2 T1 89 4.0 0.255 4.4 LOS A 1.6 40.0 0.71 0.69 0.71 27.5 12 R2 53 4.0 0.255 5.2 LOS A 1.6 40.0 0.71 0.69 0.71 26.9 Approach 179 4.0 0.255 5.7 LOS A 1.6 40.0 0.71 0.69 0.71 27.3 All Vehicles 2125 2.2 1.218 42.2 LOS D 52.2 1335.3 0.79 1.30 2.09 20.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - NB & WB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)29.8 mph 29.8 mph Travel Distance (Total)1333.3 veh-mi/h 1599.9 pers-mi/h Travel Time (Total)44.8 veh-h/h 53.8 pers-h/h Demand Flows (Total)2125 veh/h 2550 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.652 Practical Spare Capacity 30.4 % Effective Intersection Capacity 3258 veh/h Control Delay (Total)5.19 veh-h/h 6.23 pers-h/h Control Delay (Average)8.8 sec 8.8 sec Control Delay (Worst Lane)15.4 sec Control Delay (Worst Movement) 18.7 sec 18.7 sec Geometric Delay (Average)3.8 sec Stop-Line Delay (Average)5.0 sec Idling Time (Average)1.1 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 6.4 veh 95% Back of Queue - Distance (Worst Lane) 162.7 ft Queue Storage Ratio (Worst Lane) 0.04 Total Effective Stops 1691 veh/h 2029 pers/h Effective Stop Rate 0.80 0.80 Proportion Queued 0.79 0.79 Performance Index 94.1 94.1 Cost (Total)606.75 $/h 606.75 $/h Fuel Consumption (Total)49.0 gal/h Carbon Dioxide (Total)438.4 kg/h Hydrocarbons (Total)0.035 kg/h Carbon Monoxide (Total)0.415 kg/h NOx (Total)0.510 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 4.0 % Number of Iterations: 7 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.1% 1.6% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)1,019,808 veh/y 1,223,769 pers/y Delay 2,492 veh-h/y 2,991 pers-h/y Effective Stops 811,615 veh/y 973,938 pers/y Travel Distance 639,978 veh-mi/y 767,974 pers-mi/y Travel Time 21,505 veh-h/y 25,806 pers-h/y Cost 291,240 $/y 291,240 $/y Fuel Consumption 23,509 gal/y Carbon Dioxide 210,439 kg/y Hydrocarbons 17 kg/y Carbon Monoxide 199 kg/y NOx 245 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - NB & WB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Approaches Intersection South East North West LOS A B B A A Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 2010). SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - NB & WB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Smokey Point Blvd 3 L2 114 2.0 0.652 10.6 LOS B 6.4 162.7 0.69 0.62 0.71 28.2 8 T1 663 2.0 0.652 5.2 LOS A 6.4 162.7 0.69 0.62 0.71 32.0 18 R2 114 2.0 0.093 4.0 LOS A 0.5 12.9 0.37 0.48 0.37 32.4 Approach 891 2.0 0.652 5.7 LOS A 6.4 162.7 0.65 0.60 0.66 31.5 East: 188th St 1 L2 152 3.0 0.589 18.7 LOS B 6.0 154.0 0.99 1.10 1.27 28.9 6 T1 228 3.0 0.589 13.2 LOS B 6.0 154.0 0.99 1.10 1.27 25.3 16 R2 228 3.0 0.308 7.7 LOS A 2.2 56.5 0.83 0.81 0.83 31.0 Approach 609 3.0 0.589 12.5 LOS B 6.0 154.0 0.93 0.99 1.10 28.1 North: Smokey Point Blvd 7 L2 98 1.0 0.605 15.2 LOS B 5.8 147.0 0.88 0.96 1.07 30.6 4 T1 299 1.0 0.605 9.8 LOS A 5.8 147.0 0.88 0.96 1.07 30.5 14 R2 49 1.0 0.605 10.0 LOS B 5.8 147.0 0.88 0.96 1.07 26.0 Approach 446 1.0 0.605 11.0 LOS B 5.8 147.0 0.88 0.96 1.07 29.9 West: 188th St 5 L2 37 4.0 0.261 9.6 LOS A 1.6 41.6 0.73 0.71 0.73 27.5 2 T1 89 4.0 0.261 4.7 LOS A 1.6 41.6 0.73 0.71 0.73 27.4 12 R2 53 4.0 0.261 5.5 LOS A 1.6 41.6 0.73 0.71 0.73 26.8 Approach 179 4.0 0.261 5.9 LOS A 1.6 41.6 0.73 0.71 0.73 27.2 All Vehicles 2125 2.2 0.652 8.8 LOS A 6.4 162.7 0.79 0.80 0.88 29.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - No Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)17.2 mph 17.2 mph Travel Distance (Total)1333.3 veh-mi/h 1599.9 pers-mi/h Travel Time (Total)77.4 veh-h/h 92.9 pers-h/h Demand Flows (Total)2125 veh/h 2550 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 1.367 Practical Spare Capacity -37.8 % Effective Intersection Capacity 1554 veh/h Control Delay (Total)37.70 veh-h/h 45.24 pers-h/h Control Delay (Average)63.9 sec 63.9 sec Control Delay (Worst Lane)191.6 sec Control Delay (Worst Movement) 195.6 sec 195.6 sec Geometric Delay (Average)3.8 sec Stop-Line Delay (Average)60.0 sec Idling Time (Average)45.3 sec Intersection Level of Service (LOS)LOS E 95% Back of Queue - Vehicles (Worst Lane) 68.2 veh 95% Back of Queue - Distance (Worst Lane) 1745.2 ft Queue Storage Ratio (Worst Lane) 0.44 Total Effective Stops 3334 veh/h 4001 pers/h Effective Stop Rate 1.57 1.57 Proportion Queued 0.93 0.93 Performance Index 327.1 327.1 Cost (Total)1090.45 $/h 1090.45 $/h Fuel Consumption (Total)62.6 gal/h Carbon Dioxide (Total)560.2 kg/h Hydrocarbons (Total)0.051 kg/h Carbon Monoxide (Total)0.512 kg/h NOx (Total)0.632 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 5.2 % Number of Iterations: 8 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 2.3% 1.2% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)1,019,808 veh/y 1,223,769 pers/y Delay 18,097 veh-h/y 21,717 pers-h/y Effective Stops 1,600,336 veh/y 1,920,403 pers/y Travel Distance 639,979 veh-mi/y 767,975 pers-mi/y Travel Time 37,158 veh-h/y 44,590 pers-h/y Cost 523,414 $/y 523,414 $/y Fuel Consumption 30,056 gal/y Carbon Dioxide 268,887 kg/y Hydrocarbons 25 kg/y Carbon Monoxide 246 kg/y NOx 303 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - No Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Approaches Intersection South East North West LOS B F A A E Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 2010). SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - No Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Smokey Point Blvd 3 L2 114 2.0 0.907 20.7 LOS C 21.6 548.2 1.00 1.03 1.42 25.5 8 T1 663 2.0 0.907 15.3 LOS B 21.6 548.2 1.00 1.03 1.42 28.6 18 R2 114 2.0 0.907 15.5 LOS B 21.6 548.2 1.00 1.03 1.42 27.9 Approach 891 2.0 0.907 16.0 LOS B 21.6 548.2 1.00 1.03 1.42 28.1 East: 188th St 1 L2 152 3.0 1.367 195.6 LOS F 68.2 1745.2 1.00 3.17 6.32 8.8 6 T1 228 3.0 1.367 190.2 LOS F 68.2 1745.2 1.00 3.17 6.32 8.4 16 R2 228 3.0 1.367 190.4 LOS F 68.2 1745.2 1.00 3.17 6.32 8.7 Approach 609 3.0 1.367 191.6 LOS F 68.2 1745.2 1.00 3.17 6.32 8.6 North: Smokey Point Blvd 7 L2 98 1.0 0.546 12.8 LOS B 4.6 116.4 0.79 0.82 0.86 31.6 4 T1 299 1.0 0.546 7.4 LOS A 4.6 116.4 0.79 0.82 0.86 31.5 14 R2 49 1.0 0.546 7.6 LOS A 4.6 116.4 0.79 0.82 0.86 26.7 Approach 446 1.0 0.546 8.6 LOS A 4.6 116.4 0.79 0.82 0.86 30.9 West: 188th St 5 L2 37 4.0 0.251 9.2 LOS A 1.5 39.1 0.70 0.68 0.70 27.6 2 T1 89 4.0 0.251 4.3 LOS A 1.5 39.1 0.70 0.68 0.70 27.5 12 R2 53 4.0 0.251 5.1 LOS A 1.5 39.1 0.70 0.68 0.70 26.9 Approach 179 4.0 0.251 5.5 LOS A 1.5 39.1 0.70 0.68 0.70 27.3 All Vehicles 2125 2.2 1.367 63.9 LOS E 68.2 1745.2 0.93 1.57 2.65 17.2 Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)28.2 mph 28.2 mph Travel Distance (Total)1333.3 veh-mi/h 1599.9 pers-mi/h Travel Time (Total)47.2 veh-h/h 56.7 pers-h/h Demand Flows (Total)2125 veh/h 2550 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.908 Practical Spare Capacity -6.3 % Effective Intersection Capacity 2341 veh/h Control Delay (Total)7.99 veh-h/h 9.58 pers-h/h Control Delay (Average)13.5 sec 13.5 sec Control Delay (Worst Lane)17.7 sec Control Delay (Worst Movement) 20.9 sec 20.9 sec Geometric Delay (Average)3.8 sec Stop-Line Delay (Average)9.7 sec Idling Time (Average)3.0 sec Intersection Level of Service (LOS)LOS B 95% Back of Queue - Vehicles (Worst Lane) 21.7 veh 95% Back of Queue - Distance (Worst Lane) 550.8 ft Queue Storage Ratio (Worst Lane) 0.14 Total Effective Stops 2103 veh/h 2523 pers/h Effective Stop Rate 0.99 0.99 Proportion Queued 0.94 0.94 Performance Index 143.6 143.6 Cost (Total)653.04 $/h 653.04 $/h Fuel Consumption (Total)51.0 gal/h Carbon Dioxide (Total)456.4 kg/h Hydrocarbons (Total)0.037 kg/h Carbon Monoxide (Total)0.431 kg/h NOx (Total)0.535 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 5.1 % Number of Iterations: 8 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 2.3% 1.2% 0.6% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)1,019,808 veh/y 1,223,769 pers/y Delay 3,834 veh-h/y 4,601 pers-h/y Effective Stops 1,009,396 veh/y 1,211,275 pers/y Travel Distance 639,979 veh-mi/y 767,974 pers-mi/y Travel Time 22,674 veh-h/y 27,209 pers-h/y Cost 313,459 $/y 313,459 $/y Fuel Consumption 24,474 gal/y Carbon Dioxide 219,050 kg/y Hydrocarbons 18 kg/y Carbon Monoxide 207 kg/y NOx 257 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Approaches Intersection South East North West LOS B B B A B Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 2010). SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane] Projected 2035 with Improvements Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Smokey Point Blvd 3 L2 114 2.0 0.908 20.7 LOS C 21.7 550.8 1.00 1.03 1.43 25.5 8 T1 663 2.0 0.908 15.3 LOS B 21.7 550.8 1.00 1.03 1.43 28.5 18 R2 114 2.0 0.908 15.6 LOS B 21.7 550.8 1.00 1.03 1.43 27.9 Approach 891 2.0 0.908 16.0 LOS B 21.7 550.8 1.00 1.03 1.43 28.0 East: 188th St 1 L2 152 3.0 0.661 20.9 LOS C 7.5 191.6 1.00 1.15 1.36 28.1 6 T1 228 3.0 0.661 15.5 LOS B 7.5 191.6 1.00 1.15 1.36 24.7 16 R2 228 3.0 0.335 7.7 LOS A 2.6 65.6 0.88 0.84 0.88 31.0 Approach 609 3.0 0.661 13.9 LOS B 7.5 191.6 0.96 1.03 1.18 27.6 North: Smokey Point Blvd 7 L2 98 1.0 0.607 15.2 LOS B 5.9 147.7 0.88 0.96 1.07 30.6 4 T1 299 1.0 0.607 9.8 LOS A 5.9 147.7 0.88 0.96 1.07 30.5 14 R2 49 1.0 0.607 10.1 LOS B 5.9 147.7 0.88 0.96 1.07 26.0 Approach 446 1.0 0.607 11.1 LOS B 5.9 147.7 0.88 0.96 1.07 29.9 West: 188th St 5 L2 37 4.0 0.262 9.6 LOS A 1.6 41.6 0.73 0.71 0.73 27.5 2 T1 89 4.0 0.262 4.7 LOS A 1.6 41.6 0.73 0.71 0.73 27.4 12 R2 53 4.0 0.262 5.5 LOS A 1.6 41.6 0.73 0.71 0.73 26.8 Approach 179 4.0 0.262 5.9 LOS A 1.6 41.6 0.73 0.71 0.73 27.2 All Vehicles 2125 2.2 0.908 13.5 LOS B 21.7 550.8 0.94 0.99 1.22 28.2 Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:53 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 101 [Smokey Point Blvd at 200th - 2 Lane - PM] New Site Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)28.0 mph 28.0 mph Travel Distance (Total)1154.7 veh-mi/h 1385.6 pers-mi/h Travel Time (Total)41.2 veh-h/h 49.5 pers-h/h Demand Flows (Total)1836 veh/h 2203 pers/h Percent Heavy Vehicles (Demand) 3.0 % Degree of Saturation 0.822 Practical Spare Capacity 3.4 % Effective Intersection Capacity 2234 veh/h Control Delay (Total)6.93 veh-h/h 8.31 pers-h/h Control Delay (Average)13.6 sec 13.6 sec Control Delay (Worst Lane)18.2 sec Control Delay (Worst Movement) 18.2 sec 18.2 sec Geometric Delay (Average)0.0 sec Stop-Line Delay (Average)13.6 sec Idling Time (Average)11.3 sec Intersection Level of Service (LOS)LOS B 95% Back of Queue - Vehicles (Worst Lane) 14.2 veh 95% Back of Queue - Distance (Worst Lane) 362.3 ft Queue Storage Ratio (Worst Lane) 0.09 Total Effective Stops 331 veh/h 398 pers/h Effective Stop Rate 0.18 0.18 Proportion Queued 0.39 0.39 Performance Index 72.6 72.6 Cost (Total)527.20 $/h 527.20 $/h Fuel Consumption (Total)42.3 gal/h Carbon Dioxide (Total)379.5 kg/h Hydrocarbons (Total)0.030 kg/h Carbon Monoxide (Total)0.366 kg/h NOx (Total)0.519 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Site Model Variability Index (Iterations 3 to N): 0.0 % Number of Iterations: 3 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 100.0% 92.3% 0.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)881,217 veh/y 1,057,461 pers/y Delay 3,325 veh-h/y 3,989 pers-h/y Effective Stops 159,110 veh/y 190,932 pers/y Travel Distance 554,253 veh-mi/y 665,103 pers-mi/y Travel Time 19,795 veh-h/y 23,754 pers-h/y Cost 253,057 $/y 253,057 $/y Fuel Consumption 20,308 gal/y Carbon Dioxide 182,143 kg/y Hydrocarbons 14 kg/y Carbon Monoxide 176 kg/y NOx 249 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 LANE LEVEL OF SERVICE Lane Level of Service Site: 101 [Smokey Point Blvd at 200th - 2 Lane - PM] New Site Site Category: (None) Roundabout Approaches Intersection South North West LOS C A A B Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 MOVEMENT SUMMARY Site: 101 [Smokey Point Blvd at 200th - 2 Lane - PM] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Smokey Point Boulevard 3 L2 2 3.0 0.822 18.2 LOS C 14.2 362.3 0.56 0.23 0.56 24.5 8 T1 1053 3.0 0.822 18.2 LOS C 14.2 362.3 0.56 0.23 0.56 27.1 Approach 1055 3.0 0.822 18.2 LOS C 14.2 362.3 0.56 0.23 0.56 27.1 North: RoadName 4 T1 529 3.0 0.469 7.4 LOS A 3.5 89.7 0.04 0.01 0.04 31.1 14 R2 98 3.0 0.469 7.4 LOS A 3.5 89.7 0.04 0.01 0.04 26.3 Approach 627 3.0 0.469 7.4 LOS A 3.5 89.7 0.04 0.01 0.04 30.2 West: 200th ST NE 5 L2 40 3.0 0.199 6.8 LOS A 0.8 21.5 0.58 0.55 0.58 26.7 12 R2 113 3.0 0.199 6.8 LOS A 0.8 21.5 0.58 0.55 0.58 26.0 Approach 153 3.0 0.199 6.8 LOS A 0.8 21.5 0.58 0.55 0.58 26.2 All Vehicles 1836 3.0 0.822 13.6 LOS B 14.2 362.3 0.39 0.18 0.39 28.0 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 16, 2021 1:28:54 PM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_2040_2ln_PM.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - Standard RB - 2020] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)31.9 mph 31.9 mph Travel Distance (Total)705.6 veh-mi/h 846.8 pers-mi/h Travel Time (Total)22.1 veh-h/h 26.5 pers-h/h Demand Flows (Total)1125 veh/h 1350 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 0.485 Practical Spare Capacity 75.2 % Effective Intersection Capacity 2318 veh/h Control Delay (Total)1.74 veh-h/h 2.09 pers-h/h Control Delay (Average)5.6 sec 5.6 sec Control Delay (Worst Lane)9.7 sec Control Delay (Worst Movement) 11.0 sec 11.0 sec Geometric Delay (Average)4.2 sec Stop-Line Delay (Average)1.4 sec Idling Time (Average)0.1 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 4.0 veh 95% Back of Queue - Distance (Worst Lane) 102.3 ft Queue Storage Ratio (Worst Lane) 0.03 Total Effective Stops 583 veh/h 700 pers/h Effective Stop Rate 0.52 0.52 Proportion Queued 0.44 0.44 Performance Index 43.9 43.9 Cost (Total)304.28 $/h 304.28 $/h Fuel Consumption (Total)25.2 gal/h Carbon Dioxide (Total)225.1 kg/h Hydrocarbons (Total)0.018 kg/h Carbon Monoxide (Total)0.224 kg/h NOx (Total)0.250 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 1.3 % Number of Iterations: 4 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 91.8% 1.6% 1.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)539,896 veh/y 647,875 pers/y Delay 838 veh-h/y 1,005 pers-h/y Effective Stops 279,801 veh/y 335,761 pers/y Travel Distance 338,711 veh-mi/y 406,453 pers-mi/y Travel Time 10,604 veh-h/y 12,725 pers-h/y Cost 146,054 $/y 146,054 $/y Fuel Consumption 12,076 gal/y Carbon Dioxide 108,052 kg/y Hydrocarbons 8 kg/y Carbon Monoxide 107 kg/y NOx 120 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:17 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - Standard RB - 2025] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)31.2 mph 31.2 mph Travel Distance (Total)862.8 veh-mi/h 1035.3 pers-mi/h Travel Time (Total)27.7 veh-h/h 33.2 pers-h/h Demand Flows (Total)1376 veh/h 1651 pers/h Percent Heavy Vehicles (Demand) 3.8 % Degree of Saturation 0.604 Practical Spare Capacity 40.8 % Effective Intersection Capacity 2279 veh/h Control Delay (Total)2.50 veh-h/h 3.00 pers-h/h Control Delay (Average)6.5 sec 6.5 sec Control Delay (Worst Lane)10.4 sec Control Delay (Worst Movement) 12.8 sec 12.8 sec Geometric Delay (Average)4.1 sec Stop-Line Delay (Average)2.4 sec Idling Time (Average)0.4 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 5.7 veh 95% Back of Queue - Distance (Worst Lane) 148.5 ft Queue Storage Ratio (Worst Lane) 0.04 Total Effective Stops 844 veh/h 1012 pers/h Effective Stop Rate 0.61 0.61 Proportion Queued 0.60 0.60 Performance Index 60.5 60.5 Cost (Total)388.39 $/h 388.39 $/h Fuel Consumption (Total)33.0 gal/h Carbon Dioxide (Total)296.4 kg/h Hydrocarbons (Total)0.023 kg/h Carbon Monoxide (Total)0.291 kg/h NOx (Total)0.469 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 2.0 % Number of Iterations: 5 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.1% 1.8% 1.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)660,379 veh/y 792,455 pers/y Delay 1,199 veh-h/y 1,439 pers-h/y Effective Stops 404,909 veh/y 485,890 pers/y Travel Distance 414,136 veh-mi/y 496,963 pers-mi/y Travel Time 13,288 veh-h/y 15,945 pers-h/y Cost 186,426 $/y 186,426 $/y Fuel Consumption 15,828 gal/y Carbon Dioxide 142,270 kg/y Hydrocarbons 11 kg/y Carbon Monoxide 140 kg/y NOx 225 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:17 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - Standard RB - 2030 ] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)30.2 mph 30.2 mph Travel Distance (Total)1022.2 veh-mi/h 1226.6 pers-mi/h Travel Time (Total)33.8 veh-h/h 40.6 pers-h/h Demand Flows (Total)1629 veh/h 1955 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.683 Practical Spare Capacity 24.4 % Effective Intersection Capacity 2383 veh/h Control Delay (Total)3.71 veh-h/h 4.45 pers-h/h Control Delay (Average)8.2 sec 8.2 sec Control Delay (Worst Lane)14.5 sec Control Delay (Worst Movement) 17.7 sec 17.7 sec Geometric Delay (Average)4.0 sec Stop-Line Delay (Average)4.2 sec Idling Time (Average)1.0 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 7.1 veh 95% Back of Queue - Distance (Worst Lane) 179.6 ft Queue Storage Ratio (Worst Lane) 0.05 Total Effective Stops 1196 veh/h 1435 pers/h Effective Stop Rate 0.73 0.73 Proportion Queued 0.74 0.74 Performance Index 82.3 82.3 Cost (Total)464.72 $/h 464.72 $/h Fuel Consumption (Total)37.6 gal/h Carbon Dioxide (Total)336.3 kg/h Hydrocarbons (Total)0.027 kg/h Carbon Monoxide (Total)0.324 kg/h NOx (Total)0.387 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 2.7 % Number of Iterations: 6 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.1% 1.7% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)781,922 veh/y 938,307 pers/y Delay 1,780 veh-h/y 2,136 pers-h/y Effective Stops 573,983 veh/y 688,780 pers/y Travel Distance 490,649 veh-mi/y 588,779 pers-mi/y Travel Time 16,248 veh-h/y 19,497 pers-h/y Cost 223,066 $/y 223,066 $/y Fuel Consumption 18,036 gal/y Carbon Dioxide 161,416 kg/y Hydrocarbons 13 kg/y Carbon Monoxide 156 kg/y NOx 186 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:16 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - Standard RB - 2035 ] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)27.3 mph 27.3 mph Travel Distance (Total)1177.7 veh-mi/h 1413.3 pers-mi/h Travel Time (Total)43.2 veh-h/h 51.8 pers-h/h Demand Flows (Total)1877 veh/h 2252 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.936 Practical Spare Capacity -9.2 % Effective Intersection Capacity 2005 veh/h Control Delay (Total)8.67 veh-h/h 10.41 pers-h/h Control Delay (Average)16.6 sec 16.6 sec Control Delay (Worst Lane)38.4 sec Control Delay (Worst Movement) 42.1 sec 42.1 sec Geometric Delay (Average)3.9 sec Stop-Line Delay (Average)12.7 sec Idling Time (Average)6.0 sec Intersection Level of Service (LOS)LOS B 95% Back of Queue - Vehicles (Worst Lane) 18.5 veh 95% Back of Queue - Distance (Worst Lane) 474.4 ft Queue Storage Ratio (Worst Lane) 0.12 Total Effective Stops 1851 veh/h 2222 pers/h Effective Stop Rate 0.99 0.99 Proportion Queued 0.87 0.87 Performance Index 140.0 140.0 Cost (Total)598.39 $/h 598.39 $/h Fuel Consumption (Total)45.4 gal/h Carbon Dioxide (Total)406.1 kg/h Hydrocarbons (Total)0.033 kg/h Carbon Monoxide (Total)0.386 kg/h NOx (Total)0.472 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 4.0 % Number of Iterations: 7 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.0% 1.6% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)900,873 veh/y 1,081,048 pers/y Delay 4,163 veh-h/y 4,995 pers-h/y Effective Stops 888,622 veh/y 1,066,346 pers/y Travel Distance 565,319 veh-mi/y 678,383 pers-mi/y Travel Time 20,737 veh-h/y 24,885 pers-h/y Cost 287,229 $/y 287,229 $/y Fuel Consumption 21,778 gal/y Carbon Dioxide 194,908 kg/y Hydrocarbons 16 kg/y Carbon Monoxide 185 kg/y NOx 227 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:15 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - Standard RB - 2040 ] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)17.2 mph 17.2 mph Travel Distance (Total)1333.3 veh-mi/h 1599.9 pers-mi/h Travel Time (Total)77.4 veh-h/h 92.9 pers-h/h Demand Flows (Total)2125 veh/h 2550 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 1.367 Practical Spare Capacity -37.8 % Effective Intersection Capacity 1554 veh/h Control Delay (Total)37.70 veh-h/h 45.24 pers-h/h Control Delay (Average)63.9 sec 63.9 sec Control Delay (Worst Lane)191.6 sec Control Delay (Worst Movement) 195.6 sec 195.6 sec Geometric Delay (Average)3.8 sec Stop-Line Delay (Average)60.0 sec Idling Time (Average)45.3 sec Intersection Level of Service (LOS)LOS E 95% Back of Queue - Vehicles (Worst Lane) 68.2 veh 95% Back of Queue - Distance (Worst Lane) 1745.2 ft Queue Storage Ratio (Worst Lane) 0.44 Total Effective Stops 3334 veh/h 4001 pers/h Effective Stop Rate 1.57 1.57 Proportion Queued 0.93 0.93 Performance Index 327.1 327.1 Cost (Total)1090.45 $/h 1090.45 $/h Fuel Consumption (Total)62.6 gal/h Carbon Dioxide (Total)560.2 kg/h Hydrocarbons (Total)0.051 kg/h Carbon Monoxide (Total)0.512 kg/h NOx (Total)0.632 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 5.2 % Number of Iterations: 8 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 2.3% 1.2% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)1,019,808 veh/y 1,223,769 pers/y Delay 18,097 veh-h/y 21,717 pers-h/y Effective Stops 1,600,336 veh/y 1,920,403 pers/y Travel Distance 639,979 veh-mi/y 767,975 pers-mi/y Travel Time 37,158 veh-h/y 44,590 pers-h/y Cost 523,414 $/y 523,414 $/y Fuel Consumption 30,056 gal/y Carbon Dioxide 268,887 kg/y Hydrocarbons 25 kg/y Carbon Monoxide 246 kg/y NOx 303 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:15 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane - 2020] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)32.0 mph 32.0 mph Travel Distance (Total)705.6 veh-mi/h 846.8 pers-mi/h Travel Time (Total)22.1 veh-h/h 26.5 pers-h/h Demand Flows (Total)1125 veh/h 1350 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 0.485 Practical Spare Capacity 75.2 % Effective Intersection Capacity 2318 veh/h Control Delay (Total)1.68 veh-h/h 2.02 pers-h/h Control Delay (Average)5.4 sec 5.4 sec Control Delay (Worst Lane)10.0 sec Control Delay (Worst Movement) 10.2 sec 10.2 sec Geometric Delay (Average)4.2 sec Stop-Line Delay (Average)1.2 sec Idling Time (Average)0.0 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 4.0 veh 95% Back of Queue - Distance (Worst Lane) 102.2 ft Queue Storage Ratio (Worst Lane) 0.03 Total Effective Stops 564 veh/h 677 pers/h Effective Stop Rate 0.50 0.50 Proportion Queued 0.42 0.42 Performance Index 41.5 41.5 Cost (Total)303.57 $/h 303.57 $/h Fuel Consumption (Total)25.1 gal/h Carbon Dioxide (Total)224.7 kg/h Hydrocarbons (Total)0.017 kg/h Carbon Monoxide (Total)0.223 kg/h NOx (Total)0.249 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 1.3 % Number of Iterations: 4 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 91.8% 1.6% 0.9% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)539,896 veh/y 647,875 pers/y Delay 808 veh-h/y 970 pers-h/y Effective Stops 270,835 veh/y 325,002 pers/y Travel Distance 338,710 veh-mi/y 406,453 pers-mi/y Travel Time 10,591 veh-h/y 12,710 pers-h/y Cost 145,711 $/y 145,711 $/y Fuel Consumption 12,053 gal/y Carbon Dioxide 107,842 kg/y Hydrocarbons 8 kg/y Carbon Monoxide 107 kg/y NOx 120 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:17 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane - 2025] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)31.3 mph 31.3 mph Travel Distance (Total)862.8 veh-mi/h 1035.3 pers-mi/h Travel Time (Total)27.5 veh-h/h 33.0 pers-h/h Demand Flows (Total)1376 veh/h 1651 pers/h Percent Heavy Vehicles (Demand) 3.8 % Degree of Saturation 0.603 Practical Spare Capacity 40.8 % Effective Intersection Capacity 2280 veh/h Control Delay (Total)2.32 veh-h/h 2.78 pers-h/h Control Delay (Average)6.1 sec 6.1 sec Control Delay (Worst Lane)9.8 sec Control Delay (Worst Movement) 11.5 sec 11.5 sec Geometric Delay (Average)4.1 sec Stop-Line Delay (Average)2.0 sec Idling Time (Average)0.1 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 5.7 veh 95% Back of Queue - Distance (Worst Lane) 148.4 ft Queue Storage Ratio (Worst Lane) 0.04 Total Effective Stops 795 veh/h 954 pers/h Effective Stop Rate 0.58 0.58 Proportion Queued 0.57 0.57 Performance Index 55.4 55.4 Cost (Total)384.98 $/h 384.98 $/h Fuel Consumption (Total)32.8 gal/h Carbon Dioxide (Total)295.0 kg/h Hydrocarbons (Total)0.023 kg/h Carbon Monoxide (Total)0.289 kg/h NOx (Total)0.467 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 2.0 % Number of Iterations: 5 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.1% 1.8% 1.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)660,379 veh/y 792,455 pers/y Delay 1,112 veh-h/y 1,335 pers-h/y Effective Stops 381,502 veh/y 457,802 pers/y Travel Distance 414,136 veh-mi/y 496,963 pers-mi/y Travel Time 13,211 veh-h/y 15,854 pers-h/y Cost 184,793 $/y 184,793 $/y Fuel Consumption 15,752 gal/y Carbon Dioxide 141,584 kg/y Hydrocarbons 11 kg/y Carbon Monoxide 139 kg/y NOx 224 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:16 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane - 2030] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)30.8 mph 30.8 mph Travel Distance (Total)1022.2 veh-mi/h 1226.6 pers-mi/h Travel Time (Total)33.2 veh-h/h 39.8 pers-h/h Demand Flows (Total)1629 veh/h 1955 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.683 Practical Spare Capacity 24.4 % Effective Intersection Capacity 2384 veh/h Control Delay (Total)2.99 veh-h/h 3.59 pers-h/h Control Delay (Average)6.6 sec 6.6 sec Control Delay (Worst Lane)9.8 sec Control Delay (Worst Movement) 12.0 sec 12.0 sec Geometric Delay (Average)4.0 sec Stop-Line Delay (Average)2.6 sec Idling Time (Average)0.2 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 7.1 veh 95% Back of Queue - Distance (Worst Lane) 179.3 ft Queue Storage Ratio (Worst Lane) 0.05 Total Effective Stops 1058 veh/h 1270 pers/h Effective Stop Rate 0.65 0.65 Proportion Queued 0.68 0.68 Performance Index 69.6 69.6 Cost (Total)451.68 $/h 451.68 $/h Fuel Consumption (Total)37.1 gal/h Carbon Dioxide (Total)331.6 kg/h Hydrocarbons (Total)0.026 kg/h Carbon Monoxide (Total)0.320 kg/h NOx (Total)0.380 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 2.7 % Number of Iterations: 6 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.1% 1.6% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)781,922 veh/y 938,307 pers/y Delay 1,436 veh-h/y 1,723 pers-h/y Effective Stops 508,033 veh/y 609,640 pers/y Travel Distance 490,649 veh-mi/y 588,778 pers-mi/y Travel Time 15,915 veh-h/y 19,097 pers-h/y Cost 216,806 $/y 216,806 $/y Fuel Consumption 17,785 gal/y Carbon Dioxide 159,175 kg/y Hydrocarbons 12 kg/y Carbon Monoxide 154 kg/y NOx 182 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:16 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane - 2035] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)30.2 mph 30.2 mph Travel Distance (Total)1177.7 veh-mi/h 1413.3 pers-mi/h Travel Time (Total)39.0 veh-h/h 46.9 pers-h/h Demand Flows (Total)1877 veh/h 2252 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.791 Practical Spare Capacity 7.5 % Effective Intersection Capacity 2373 veh/h Control Delay (Total)4.52 veh-h/h 5.42 pers-h/h Control Delay (Average)8.7 sec 8.7 sec Control Delay (Worst Lane)11.4 sec Control Delay (Worst Movement) 14.2 sec 14.2 sec Geometric Delay (Average)3.9 sec Stop-Line Delay (Average)4.8 sec Idling Time (Average)0.6 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 11.9 veh 95% Back of Queue - Distance (Worst Lane) 302.0 ft Queue Storage Ratio (Worst Lane) 0.08 Total Effective Stops 1482 veh/h 1778 pers/h Effective Stop Rate 0.79 0.79 Proportion Queued 0.83 0.83 Performance Index 96.6 96.6 Cost (Total)533.96 $/h 533.96 $/h Fuel Consumption (Total)43.4 gal/h Carbon Dioxide (Total)388.4 kg/h Hydrocarbons (Total)0.031 kg/h Carbon Monoxide (Total)0.372 kg/h NOx (Total)0.451 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 4.0 % Number of Iterations: 7 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 3.0% 1.6% 0.8% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)900,873 veh/y 1,081,048 pers/y Delay 2,170 veh-h/y 2,604 pers-h/y Effective Stops 711,166 veh/y 853,399 pers/y Travel Distance 565,319 veh-mi/y 678,383 pers-mi/y Travel Time 18,744 veh-h/y 22,492 pers-h/y Cost 256,302 $/y 256,302 $/y Fuel Consumption 20,830 gal/y Carbon Dioxide 186,437 kg/y Hydrocarbons 15 kg/y Carbon Monoxide 178 kg/y NOx 216 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:15 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 1 [Smokey Point Blvd at 188th St - 2 Lane - PM - WB Slip Lane - 2040] Projected 2035 with Improvements Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)28.2 mph 28.2 mph Travel Distance (Total)1333.3 veh-mi/h 1599.9 pers-mi/h Travel Time (Total)47.2 veh-h/h 56.7 pers-h/h Demand Flows (Total)2125 veh/h 2550 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.908 Practical Spare Capacity -6.3 % Effective Intersection Capacity 2341 veh/h Control Delay (Total)7.99 veh-h/h 9.58 pers-h/h Control Delay (Average)13.5 sec 13.5 sec Control Delay (Worst Lane)17.7 sec Control Delay (Worst Movement) 20.9 sec 20.9 sec Geometric Delay (Average)3.8 sec Stop-Line Delay (Average)9.7 sec Idling Time (Average)3.0 sec Intersection Level of Service (LOS)LOS B 95% Back of Queue - Vehicles (Worst Lane) 21.7 veh 95% Back of Queue - Distance (Worst Lane) 550.8 ft Queue Storage Ratio (Worst Lane) 0.14 Total Effective Stops 2103 veh/h 2523 pers/h Effective Stop Rate 0.99 0.99 Proportion Queued 0.94 0.94 Performance Index 143.6 143.6 Cost (Total)653.04 $/h 653.04 $/h Fuel Consumption (Total)51.0 gal/h Carbon Dioxide (Total)456.4 kg/h Hydrocarbons (Total)0.037 kg/h Carbon Monoxide (Total)0.431 kg/h NOx (Total)0.535 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Site Model Variability Index (Iterations 3 to N): 5.1 % Number of Iterations: 8 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 2.3% 1.2% 0.6% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)1,019,808 veh/y 1,223,769 pers/y Delay 3,834 veh-h/y 4,601 pers-h/y Effective Stops 1,009,396 veh/y 1,211,275 pers/y Travel Distance 639,979 veh-mi/y 767,974 pers-mi/y Travel Time 22,674 veh-h/y 27,209 pers-h/y Cost 313,459 $/y 313,459 $/y Fuel Consumption 24,474 gal/y Carbon Dioxide 219,050 kg/y Hydrocarbons 18 kg/y Carbon Monoxide 207 kg/y NOx 257 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Wednesday, September 22, 2021 7:58:15 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\01_SMP_Construction-Year_2ln_PM-188th.sip8 INTERSECTION SUMMARY Site: 101 [Smokey Point Blvd at 180th - 2 Lane - PM - 2025] New Site Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)30.5 mph 30.5 mph Travel Distance (Total)844.2 veh-mi/h 1013.0 pers-mi/h Travel Time (Total)27.7 veh-h/h 33.2 pers-h/h Demand Flows (Total)1339 veh/h 1607 pers/h Percent Heavy Vehicles (Demand) 2.2 % Degree of Saturation 0.561 Practical Spare Capacity 51.6 % Effective Intersection Capacity 2389 veh/h Control Delay (Total)2.95 veh-h/h 3.54 pers-h/h Control Delay (Average)7.9 sec 7.9 sec Control Delay (Worst Lane)9.0 sec Control Delay (Worst Movement)9.0 sec 9.0 sec Geometric Delay (Average)0.0 sec Stop-Line Delay (Average)7.9 sec Idling Time (Average)6.8 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 4.9 veh 95% Back of Queue - Distance (Worst Lane) 125.7 ft Queue Storage Ratio (Worst Lane) 0.03 Total Effective Stops 96 veh/h 115 pers/h Effective Stop Rate 0.07 0.07 Proportion Queued 0.19 0.19 Performance Index 47.3 47.3 Cost (Total)343.24 $/h 343.24 $/h Fuel Consumption (Total)28.4 gal/h Carbon Dioxide (Total)254.7 kg/h Hydrocarbons (Total)0.019 kg/h Carbon Monoxide (Total)0.251 kg/h NOx (Total)0.275 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Site Model Variability Index (Iterations 3 to N): 0.0 % Number of Iterations: 3 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 100.0% 93.7% 0.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)642,783 veh/y 771,339 pers/y Delay 1,415 veh-h/y 1,698 pers-h/y Effective Stops 46,005 veh/y 55,206 pers/y Travel Distance 405,194 veh-mi/y 486,232 pers-mi/y Travel Time 13,299 veh-h/y 15,959 pers-h/y Cost 164,753 $/y 164,753 $/y Fuel Consumption 13,655 gal/y Carbon Dioxide 122,235 kg/y Hydrocarbons 9 kg/y Carbon Monoxide 120 kg/y NOx 132 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 23, 2021 10:22:52 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\03_SMP_2025_2ln_PM_180th 183rd.sip8 INTERSECTION SUMMARY Site: 101 [Smokey Point Blvd at 183rd - 2 Lane - PM - 2025 ] New Site Site Category: (None) Roundabout Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average)30.9 mph 30.9 mph Travel Distance (Total)783.0 veh-mi/h 939.6 pers-mi/h Travel Time (Total)25.3 veh-h/h 30.4 pers-h/h Demand Flows (Total)1242 veh/h 1491 pers/h Percent Heavy Vehicles (Demand) 3.0 % Degree of Saturation 0.527 Practical Spare Capacity 61.4 % Effective Intersection Capacity 2359 veh/h Control Delay (Total)2.59 veh-h/h 3.11 pers-h/h Control Delay (Average)7.5 sec 7.5 sec Control Delay (Worst Lane)8.3 sec Control Delay (Worst Movement)8.3 sec 8.3 sec Geometric Delay (Average)0.0 sec Stop-Line Delay (Average)7.5 sec Idling Time (Average)7.0 sec Intersection Level of Service (LOS)LOS A 95% Back of Queue - Vehicles (Worst Lane) 4.4 veh 95% Back of Queue - Distance (Worst Lane) 111.4 ft Queue Storage Ratio (Worst Lane) 0.03 Total Effective Stops 26 veh/h 32 pers/h Effective Stop Rate 0.02 0.02 Proportion Queued 0.09 0.09 Performance Index 36.5 36.5 Cost (Total)314.57 $/h 314.57 $/h Fuel Consumption (Total)26.9 gal/h Carbon Dioxide (Total)240.9 kg/h Hydrocarbons (Total)0.018 kg/h Carbon Monoxide (Total)0.238 kg/h NOx (Total)0.324 kg/h Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Site Model Variability Index (Iterations 3 to N): 0.0 % Number of Iterations: 3 (Maximum: 10) Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations: 100.0% 93.5% 0.0% Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total)596,348 veh/y 715,617 pers/y Delay 1,244 veh-h/y 1,493 pers-h/y Effective Stops 12,717 veh/y 15,260 pers/y Travel Distance 375,852 veh-mi/y 451,023 pers-mi/y Travel Time 12,148 veh-h/y 14,578 pers-h/y Cost 150,992 $/y 150,992 $/y Fuel Consumption 12,889 gal/y Carbon Dioxide 115,631 kg/y Hydrocarbons 9 kg/y Carbon Monoxide 114 kg/y NOx 155 kg/y SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: PERTEET INC. | Processed: Thursday, September 23, 2021 10:22:53 AM Project: C:\Users\TrafficwareUser\OneDrive - Perteet (1)\Desktop\Perteet\Active Projects - 20200038-Arlington-Smokey_Point_Blvd-Internal\Traffic \04-Models\02-Sidra\03_SMP_2025_2ln_PM_180th 183rd.sip8 City of Arlington Council Agenda Bill Item: WS #2 Attachment B 2022/2023/2024 Budget and infiltration into the sanitary sewer system robs capacity at both the WRF and lift stations and causes excessive and unnecessary operation costs. Public Works advertised the Sanitary Sewer Inflow and Infiltration Control project as a unit-priced contract on the MRSC Small Works Roster, only one bid was received. The contract for this project is a City of Arlington standard Unit-Priced contract that will have all work issued on a Task Order basis. Sanitary Inflow & Infiltration Project Bid Date: 8/18/2022 Bid Estimated Price per TOTAL BID PRICE ($)Unit Price Total Price Item 2‐Yr Quantit Unit ($)(Excluding Sales Tax) 1 Mobilization and Demobilization EA 4 $2,000 $8,000 3,250.00$ 13,000.00$ 2 Traffic Control – 1 Person Crew HR 30 $60 $1,800 145.00$ 4,350.00$ 3 Traffic Control – 2 Person Crew HR 30 $120 $3,600 245.00$ 7,350.00$ 4 CIPP Sectional Liner, 6”‐8” Pipe Diameter x 3 ft.EA 5 $850 $4,250 2,950.00$ 14,750.00$ 5 CIPP Sectional Liner, 6” ‐ 8” Pipe Diameter x 4 ft.EA 5 $1,150 $5,750 3,100.00$ 15,500.00$ 6 Trim Protruding Lateral EA 5 $250 $1,250 2,700.00$ 13,500.00$ 7 Lateral Reconnection & Grouting EA 4 $400 $1,600 3,100.00$ 12,400.00$ 8 Top Hat Liner EA 8 $800 $6,400 3,100.00$ 24,800.00$ 9 Testing of 6”‐8” Pipe (Sewer Mainline Pipe Joint)EA 25 $150 $3,750 975.00$ 24,375.00$ 10 Testing of 10”‐12” Pipe (Sewer Mainline Pipe Joint)EA 25 $225 $5,625 975.00$ 24,375.00$ 11 Chemical Grouting 6”‐8” Pipe Sewer Mainline Pipe Joint & Defect EA 15 $400 $6,000 1,150.00$ 17,250.00$ 12 Chemical Grouting 10”‐12” Pipe Sewer Mainline Pipe Joint & Defect EA 15 $500 $7,500 1,150.00$ 17,250.00$ 13 Chemical Grouting Manholes and Other Utilities EA 10 $2,000 $20,000 1,250.00$ 12,500.00$ 14A Acrylamide Chemical Grout (Material)GAL 450 $35 $15,750 27.00$ 12,150.00$ 14B Urethane Chemical Grout (Material)GAL 120 $140 $16,800 135.00$ 16,200.00$ 15 Sewage Bypass Pumping – 8” Pipe EA 10 $750 $7,500 750.00$ 7,500.00$ 16 Sewage Bypass Pumping – 10” Pipe Diameter EA 10 $825 $8,250 750.00$ 7,500.00$ 17 Smoke Testing (Mainline Sewer, Manhole to Manhole)EA 12 $350 $4,200 765.00$ 9,180.00$ $128,025 Total Includes WSST 253,930.00$ Pro‐Vac TOTAL BID Description Unit Engineer's Estimate City of Arlington Council Agenda Bill Item: WS #3 Attachment C COUNCIL MEETING DATE: September 26, 2022 SUBJECT: Public Works Quarterly Report ATTACHMENTS: Public Works Quarterly Report, 2022-Q3 DEPARTMENT OF ORIGIN Public Works; Jim Kelly, Director 360-403-3505 EXPENDITURES REQUESTED: None BUDGET CATEGORY: N/A BUDGETED AMOUNT: N/A LEGAL REVIEW: DESCRIPTION: Public Works Quarterly Report for 2022-Q3. HISTORY: Review of current personnel, regulatory, maintenance and project issues affecting Public Works’ Transportation, Utilities, Cemetery, Engineering, GIS and Administration departments for the third quarter of 2022. ALTERNATIVES: None. RECOMMENDED MOTION: Workshop; discussion only. Public Works Utilities, Transportation, Cemetery, Engineering & GIS Quarterly Report September 12, 2022 Staffing Report 1. New FTE Hires Advertised: The following positions are currently being advertised. The Sewer Collections Specialist (SCS-I) position and the Water Distribution Specialist (WDS-I) positions have both been filled with internal transfers. - Assoc. Engineer (ENG-I) – PW to be looking for engineering support for Utilities Design PW Operations 1. Grants Update – The following is an update on Transportation grants: Public Works Quarterly Report Sep 12, 2022 Page 2 of 11 2. New Position Evaluation - Utility Locator: Public Works locates all City owned/operated underground infrastructure (water, sewer, storm, telecom, misc. electric, and traffic signals). Locating activities are completed by Water, Sewer and Storm employees for their specific utility and they rotate locating of telecom and misc. electric. We contract with SnoCo for traffic signal utility locating. Review of Utility Locating Task Orders from a six-month period (Jan-Jun 2022) show that the worked hours are an equivalent of 1.4 FTE hours spent on Utility Locating. Two options being evaluated (see attached July 22, 2022 Utility Locate Memo): a.) Hire one additional FTE to perform Public Works locates. This option will not only provide relief to short staffed crews, but also create more efficiency by sending one person out to locate utilities rather than three different divisions of Public Works each sending crew members out to do locates. In addition, when the work-load is light on utility locates, this FTE can perform surveying and assessment of existing and new infrastructure. b.) Contract out utility locating services. 3. New Speed Awareness Signs – A summary of traffic and speed data collected with the Speed Awareness Signs (radar speed signs) is summarized below: Radar Data French-NB French-SB Cemetery-EB Cemetery-WB 211th-EB 211th-WB Period of Analysis August NA June August July July Operational Efficiency1 100% 0% 25% 100% 15% 55% ADT2 950 NA 3500 5000 3100 3500 Avg Speed 23 NA 31 37 29 27 85% Speed 28 NA 35 42 36 32 NOTES: 1. Operational Efficiency: Percent of time radar signs were operational, not in failure mode. 2. ADT: Average Daily Traffic 3. An M&O ticket submitted for the SB French sign to determine why it does not have power, thus no data is available 4. Staff is following up on the low data collection and reporting efficiency determine why the radar signs did not collect a complete set of data during the sampling quarter. Public Works Quarterly Report Sep 12, 2022 Page 3 of 11 4. Pavement Condition Assessment – PW issued a proposal for automated data collection and pavement analysis services to perform an updated Pavement Condition Index (PCI) rating of Arlington roads. Two proposals were received and evaluated, PW has selected to award the project to IMS Infrastructure Management Services, LP. Assessment will be completed in fourth quarter of 2022, a final report will be available in late December. 5. Utility Easement Reconciliation and Corrections – As follows: - Washington Trucking utility easement has been redefined with property owners, executed, and recorded. - Premier Properties (Gale Insulation) utility easement in process; survey and legal descriptions have been obtained and we are proceeding with agreement execution. - Builders Choice utility easement (former ProBuild) is in discussions. 6. Pretreatment Program Update – The City’s Pretreatment Program has been overhauled and updated for better management, reporting and discharger accountability. The program is now being managed by the Utility Manager (Caitlin), Pretreatment Staff (Sandy) and PW Administration (Katy). 7. Sewer Department Tax Analysis – Resolution of this issue is in process. The Department of Revenue requested for the financial analysis of the Sewer Utility revenue stream to evaluate costs associated with “sewerage collection” to determine appropriate tax rate (see WAC 458-20-251). PW staff is working with the City’s long time utilities Financial Consultant, Katy Isaksen & Associates; however, Katy is retiring and this will be one of her final projects. 8. GIS Operations – The GIS Department serves all City of Arlington departments, a listing of all tasks completed over the past three months would be exhaustive. Listed below are projects/tasks that are considered significant in support of City activities; a graphic summary of total Task Orders and “Hits” on the City GIS based web applications is also presented below. - Provided training to Council members on use of public web apps and updating the apps based on Council feedback. - Geocoding vehicle collisions for June-Aug - Built a Transportation Benefit District dashboard of work completed and change in pavement condition over time. - Worked with M&O to capture road striping in GIS - Customized Elements for M&O use on the annual catch basin cleaning process - Expanded Elements to include the Engineering Division to track bridges, signals and miscellaneous Engineering Traffic Studies - Develop alternative process to help M&O track Park Safety Checks using Survey 123 - Built a model to support the Parks and Trails app - Updated cemetery burials - Updated developer projects for web application - Continue building the Water Department Pressure Logger data library and dashboard - Started electrical meter data push into GIS - Worked with staff for using Survey 123 for more items including Storm Self-Inspection, Parks Checks Public Works Quarterly Report Sep 12, 2022 Page 4 of 11 9. Task Order and Asset Management Summary – As follows: - In August Engineering was added to Elements for management of specific Engineering requests (non-Capital or Misc. project related). - A summary of Task Orders Opened/Closed for Jun-Aug is presented below (non-Utility Locate Task Orders): Department Task Orders Engineering 13 GIS 236 Water Treatment Plant 75 Water Reclamation Facility 47 Stormwater 52 Water Distribution 208 Sewer Collections 303 Public Works Quarterly Report Sep 12, 2022 Page 5 of 11 10. Cemetery Operations – Updates as follows: - The Cemetery landscape contractor, Southern By Design, terminated their contract. Their last day of service was Aug 25, 2022. We will be evaluating several options for moving forward. - Due to the high amount of internments, Tawnya is working full time at the Cemetery. - Leilani decided not to renew her Cemetery Board term, as such we are currently interviewing for new candidates to the vacant Cemetery Board position. The Cemetery staff and the Cemetery Board offer a big thank you to Leilani for her years of service to the Cemetery. - The mural on the Well House Building has been complete, it looks very nice and is a great compliment to the Cemetery. - On the morning of August 4th a vehicle crashed into the cemetery fence on 67th Ave. Arlington Police responded and completed an incident report. Quotes for fence repairs were obtained and repairs have been completed. - Due to staffing issues, M&O is not able to commit to installing headstones within the one-week requirement following delivery of the headstone. The Cemetery is contracting with Pacific Coast Memorials for headstone installation and removal activities. - An Arlington family is relocating to Idaho and will not be returning back to the area; the family wants to disinter their loved one for reinternment at the Heritage Memorial Cemetery in Idaho. Staff worked with the family, Wilber Vault, and funeral directors at Heritage Memorial Chapel to obtain permits and schedule for this disinterment and reinternment. The disinterment was performed by Wilbert and will took place on August 31, 2022. 11. Cemetery Pump System and Irrigation – The Cemetery’s hose bib and irrigation system operates from a groundwater well (non-potable water system). While the current system is adequate for the minor water needs for the hose bibs, the irrigation system places too many cycles (starts/stops) on the well pump. This year the frequent cycling caused the well pump’s voltage regulator to short circuit, the voltage regulator protected the pump and motor from becoming damaged. Water Dept staff placed a pressure monitor on the pump system and discovered that system pressure drops below 40 psi when the irrigation system is running. PW engineering staff analyzed the water demands from the Cemetery’s hose bib and irrigation system and determined the existing pump system was inadequate. Several options were evaluated and it was determined a new three-phase Variable Frequency Drive (VFD) controller and pump motor was the best alternative. The VFD and pump motor will be installed this fall and the system will be tested for three weeks to ensure system performance adequacy, after testing the hose-bib and irrigation system will be winterized. Cemetery Operations (Jun-Aug) Burials: June July Aug Traditional 3 6 3 Cremation-Ground 4 6 0 Infant Urn Garden 1 1 Niche Wall 4 TOTAL 7 13 8 NOTE: 1 Disinterment 8/31/2022 Headstones: June July Aug Headstone Orders 7 15 9 Install 3 7 6 Bronze & Install 1 2 1 Pull for Pick Up 1 1 2 Re-Install 1 Niche Shutter - Pull 2 Niche Shutter - Install 1 1 On Site Inscription 3 Pressure Wash TOTAL 13 25 25 Public Works Quarterly Report Sep 12, 2022 Page 6 of 11 12. Solid Waste – While the City does not provide solid waste management services, we have responsibility for managing solid waste collection and disposal (see RCW 35.21.120, RCW 35.21.130, and RCW 36.58.040). The following solid waste management activities occurred during the previous quarter: - Waste Management Contract Renewal: The City negotiated and executed a new 10-year contract with Waste Management for collection and disposal of municipal solid waste, compostable waste, and recyclable waste. - Snohomish County Solid Waste Management Plan: The City finished a 12-month participation in drafting the Snohomish County Solid and Hazardous Waste Comprehensive Plan. This Plan was presented to and adopted by City Council. Miscellaneous and Other Projects The following is a summary of PW 2022 “Miscellaneous and Other” projects that support PW Operations (repairs, regular maintenance, and preventative maintenance) and are contracted or publicly bid. These projects do not rise to the status of a Capital Project. Misc & Other Project Department Status PW Security Improvements (Key Pad & Cameras) Multiple Complete LS-03 Roof Repair Sewer Complete LS-04 Roof Repair Sewer Complete LS-06 Roof Repair Sewer Complete LS-09 Roof Repair Sewer Complete LS-06 Wet Well Access Project Sewer Complete 2nd & Dunham Storm System Repairs Storm Complete 177th Place Storm System Repairs Storm Complete Facility Asbestos Assessment (Old WTP & Roundhouse) Storm/Water Complete Division & Broadway Pilot Crosswalks Trans/TIB Complete Tree-Hydrant Repair Water Complete 520 Reservoir Vegetation Facility Maintenance Water Complete GE Reservoir Vegetation Facility Maintenance Water Complete MBR Blower Rehabilitation (4 ea) WRF Complete Huber Fine Screen Replacement, Phase 2 WRF Complete Cemetery Well Pump Improvements Cemetery In process Fence Repairs (520 Res., Cemetery, Utility Plant access gate) Multiple In process 2022 Airport Telecom Project Sewer In process Olympic & Highland Storm System Repairs Storm In process Detention Pond #2 Facility Vegetation Maintenance Storm In process Detention Pond #3 Facility Vegetation Maintenance Storm In process Detention Pond #18 Facility Vegetation Maintenance Storm In process Detention Pond #42 Vegetation Facility Maintenance Storm In process Public Works Quarterly Report Sep 12, 2022 Page 7 of 11 Misc & Other Project (cont’d) Department Status Broadway/Haller Multi-house Water Service Line Water In process Airport Blvd Water Service Removals Water In process Biosolids Wasting Valve Relocation WRF In process Chlorine Generator Replacement WTP In Process Infiltration & Inflow Control Project Sewer In Contracting Facility Asbestos Abatement (Old WTP & Roundhouse) Storm/Water Out for Bid PW Security Improvements (Utility Plant Lighting) Multiple Pending Roundhouse Demolition Storm Pending Legion Building Water Service Replacement Water Pending Update on Current Contracts and Capital Projects 2. Smokey Point Blvd Overlay Project [Close-out] – This project is complete and going through close- out, waiting for final payments and various state agencies acceptance. Smokey Point Overlay project website. 3. 169th St Connection [Design] – The City submitted for a federal grant for the design, ROW and construction of this road segment. While waiting for the grant the City funded the 30% design effort, work is being completed per federal requirements and includes survey, cultural resources, selection of a preferred alignment, preliminary ROW needs, and preliminary environmental assessment. As this 30% Phase is nearing completion, staff is negotiating Scope of Work and Fees for the 30%-60% effort. 169th Street Connection project website. 4. Broadway & Division Rehabilitation Project [Design]: This project has been placed on the State Transportation Improvement Project (STIP) list and funding is available. Staff is arranging contracts and agreements with WSDOT who will serve as our Certifying Agency for this federal grant funded project. Once state contracts are executed, staff will submit the Request for Qualification (RFQ) to select and contract with a design team. Broadway & Division Rehabilitation project website. 5. Smokey Point Blvd Corridor [Design] – This project is continuing to move forward; status as follows: - A draft Phase #2 Communication & Outreach plan has been drafted and is ready for implementation once the preferred alignment is selected. - The preliminary alignment and layout has been finalized and is ready for presentation to Council for approval on the Sep 26th/Oct 3rd cycle. - The City has received preliminary ROW plans for the 188th and 180th St roundabouts, these will be used to open dialogue with affected properties. - The City has grant funding for the 188th RAB construction, scheduled for 2024, and the 180th RAB, scheduled for 2026 but will try to advance to 2024. - More information on Smokey Point Blvd Corridor website. Public Works Quarterly Report Sep 12, 2022 Page 8 of 11 6. SR-530 and Smokey Point Blvd Roundabout [Design] – Status as follows: - Staff is in contact with the Everett office of the Kelly Millhouse, Bureau of Indian Affairs Real Estate Officer, regarding federal requirements for easement dedication for roadway improvements. - City staff are still seeking funding for construction of this project. - More information is available on the SR-530 Roundabout project website. 7. 67th Sewer Main Improvements [Design] – As follows: - This project will replace approximately 4,900 LF 67th Ave trunk sewer main (200th St to 185th St). - RH2 and the City are continuing with design. - RH2 working with the City to obtain all existing utility information for the design phase, several new side sewer connections were not able to be located. - Metron has completed a preliminary project survey and will be returning to the project site to collect additional information requested by the consultant. - More information is available on the 67th Ave Sewer Main Replacement Project website. 8. 204th St and 74th Ave Intersection [Design] – Status as follows: - Project design is at 100% completion. - Staff is continuing to work on obtaining ROW for the north side of the intersection. The property was recently sold and there are new owners. - Construction of this project is scheduled for 2023, however this might be deferred due to budget limits on the City’s transportation improvement fund and resolution of north-side ROW. - More information is available on the 204th St & 74th Ave Intersection website. 9. 74th Ave Trail Completion [Design] – Status as follows: - Design is at 90% completion; 100% completion is expected in early January 2023. - Staff is working on obtaining ROW and temporary construction easements. - Based on release of federal funds, this project is scheduled for 2024 construction. - More information is available on the 74th Ave Trail project website. 10. SR-531 Widening Project [Design] – Status as follows: - Staff attended a “Core” stakeholder meeting. Core group includes WSDOT, City of Arlington, FAA, and other involved permitting agencies. - Construction to start summer 2024 and completion in 2025. - A public stakeholder meeting scheduled for Wednesday, November 1, 2022 at 10:00 am. - More information is available on the SR-531 Widening project website. 11. SR-530 and 59th Ave and 211th Place Roundabouts [Design] – As follows: - The 90% design submittal package has been reviewed by the City with minor comments. - Construction scheduled for spring/summer 2023. - More information is available on the SR-530 and 59th Ave & 211th Place Roundabouts project website. Public Works Quarterly Report Sep 12, 2022 Page 9 of 11 12. Haller Well South Expansion [Design] – As follows: - The drilling of two new 36-inch diameter potable water wells by cable drilling method was advertised and only one bid received (Note – there are only three contractors in the state of Washington capable of this type of drilling). - The Project Engineering Report has been submitted to the Department of Health for review and approval; typical review time is three months. - More information is available on the Haller Wellfield South project webpage. 13. Water Treatment Expansion Project [Design] – As follows: - The Project Engineering Report has been submitted to the Department of Health for review and approval; typical review time is three months. - In preparation for demolition, staff had the old WTP surveyed for asbestos containing material (ACM). Once the ACM was identified, the project was bid for asbestos abatement. Asbestos abatement project is in contracting and will be complete by the end of November. - Staff is working with Snohomish County PUD No. 1 to have the overhead electric lines entering the Utility Plant placed underground. This is needed for the demolition of the old WTP and construction of the new (expanded) WTP. - Once electric power undergrounding is underway, staff will advertise the old WTP demolition. - More information is on the Water Treatment Plant Expansion project website. 14. 520 Booster Pump Station [Design] – As follows: - The City received approval from the Department of Health to move forward with the 520 Booster Pump Station (BPS) project. - To accelerate the project and save costs, the City will be bidding and purchasing a skid mounted BPS that meets the pressure, flow and capacity requirements included in the Engineering Report. Staff reached out to PumpTech for a preliminary BPS design and sizing configuration. - Staff is also negotiating with RH2 for Scope & Fee to design support infrastructure for the new BPS and new pressure zone (pipe layout for connection to existing water distribution system, bldg architectural & structural for new BPS, electrical and backup generator design, etc.). 15. 2023 Utility and Pavement Preservation [Design] – Staff identified roads to be resurfaced in 2023 and water main replacement projects, please see attached preliminary plan. 16. 2022 Utility and Pavement Preservation [Construction] – As follows: - The 2022 UPP project was bid, Reece Construction was the low bidder and was awarded the project. - All paving and striping has been complete for 2022. - Water main replacement work is on hold pending availability of ductile iron water main piping and fittings. - More information is on the 2022 UPP project webpage. 17. SPB/Pilot Roadway Repair [Design] – Staff has designed an interim repair to Smokey Point Blvd near the pilot driveway, this work is being added to the 2022 UPP project as a change order. Public Works Quarterly Report Sep 12, 2022 Page 10 of 11 18. SR-531/40th Ave Intersection [Construction] – As follows: - Project is continuing to move forward even with several delays due to other issues (WSDOT fiber optic line broken and not located correctly, car accident hit signal pole concrete base). - The final traffic control configuration to be implemented on Sep 26th that will allow contractor to finish median work and install signal mast arms. - Intersection signals will be activated the first week of October. - More information is on the SR-531/40th Ave Intersection project website. 19. SR-531/43rd Ave Roundabout [Construction] – As follows - This is a developer project that Public Works is taking the lead in coordinating communication with the business and public. - Developer’s contractor has placed final paving on hold until October. - More information is on the SR-531/43rd Ave Roundabout project website. 20. EQ Basin and Digested Sludge Pump Project [Construction] – As follows: - Project is continuing to move forward despite delays in obtaining equipment and supplies. - Kubota and Process solutions have arrived on site and are getting ready to begin programming updates and system integration. - Reclaimed water meter work completed, EQ basin piping complete and waiting on valve actuators, sludge pump work on hold pending arrival of pressure gauges. - System start-up and testing scheduled for late October. - More information is on the Water Reclamation Facility Modifications project website. 21. Membrane Replacement and Optimization [Construction] – As follows: - Replacement of membranes for MBR trains #1, #3 and #4 is complete. - Staff is working with BHC to evaluate MBR system to make sure it is optimized (operating at maximum design efficiency). - Staff is focusing on possible issues with MBR blower operation and delivery of air to MBR trains. - While Kubota is on-site for the EQ Basin project, they are working with staff and BHC at evaluating MBR computer operated control system to make sure it is running at optimal level . - More information is on the Water Reclamation Facility Modifications project website. 22. Water Rights – Update on water rights work as follows: - The Hammer water right Record of Examination is with the Department of Ecology for their review, they are still having concerns with transferring the water right to the Haller South Wellfield. - The City had a discussion with Sarah Mack of Tupper, Mack, Wells PLLC to discuss the water right transfer, Sarah said there should be no hold up based on the Postema supreme court decision and that WIRA 5 is a closed basin (Postema v. Pollution Control Hearings Board, 142 Wn.2d 68 (2000). - The City is planning to contract with Tupper, Mack, Wells for legal support on the water right transfer application. Public Works Quarterly Report Sep 12, 2022 Page 11 of 11 23. South CIC Utilities [Construction]– Update on the projects four components as well as out-of-scope and additional work is as follows: - South CIC Utilities Part IA: Complete, working with BYK on finalization of punchlist. - South CIC Utilities Part IB (Lift Station 16): Complete, going through final start-up with generator. - South CIC Part 2: Significantly complete, waiting for final specification package. - More information is on the South CIC Utilities project webpage. 24. Haller Well North Expansion [Planning] – As follows: - Staff is obtaining appraisal for purchase of the Haller North Wellfield property. - Staff is in negotiations with consultant and DOH on background work needed to have a potable water well installed at this location. - Our goal is to have this new water source on line by 2027. 25. Island Crossing Compensatory Storage [Planning] – as follows: - On hold. Proposed team includes SoundView Consultants, Weden Engineers and Watershed Science & Engineering, Inc. 26. Gleneagle Reservoir Upgrades [Planning] – As follows: - An interior inspection of the existing roofing super structure is scheduled for Sep 22nd; a final Engineering Condition Report is due mid-October. - Based on the report, we will make a decision on how to proceed with the reservoir roof replacement. 27. Burn Road Repair [Planning] – as follows: - Survey and preliminary geotechnical reports have been completed. - This project is on hold, it is not scheduled to actively start until 2023 due to funding and staffing issues. 28. New Reservoir Siting [Planning] – As follows: - Staff has begun looking at various sites for construction of a third reservoir. The water modeling being performed for the 520 Pump Station project is evaluating several possible locations for a new reservoir. - This project is on hold. Challenges 1. Staffing/workload 2. Inability to obtain materials for construction 3. Transportation, Water, Sewer and Storm long range funding Opportunities & New Programs 1. TBD Renewal for 2023 and beyond Public Works Task Order Summary Report Date Created from 06/01/2022 to 08/31/2022 # of Tasks Labor Hours Engineering Inspect 11 1.00 11 1.00Totals PW Admin-GIS GIS - Administrative Tasks 25 69.00 GIS - ArcGIS Online 13 86.50 GIS - Data collection 18 103.50 GIS - Database management 38 153.50 GIS - Development for asset management 6 24.00 GIS - Elements 26 90.50 GIS - Geocortex 7 22.00 GIS - IT desktop architecture 4 6.00 GIS - IT web architecture 2 6.00 GIS - Mapping 51 194.00 GIS - Portal 14 43.00 GIS - Trainings 5 17.00 GIS - Web development 14 93.00 Recurring (1 Week)13 178.50 236 1086.50Totals Page 1 of 1Monday, September 12, 2022 Public Works Task Order Summary Report Work Completed Date from 06/01/2022 to 08/31/2022 # of Tasks Labor Hours Stormwater 811 Locates (SW)428 173.45 Admin Services 2 37.00 IDDE 3 5.50 Inspect 5 6.00 Maintain 15 2.45 Recurring (1 Month)2 2.00 Recurring Inspect (1 Week)20 134.50 Repair 4 22.00 Special Projects 1 6.00 480 388.90Totals Wastewater 811 Locates (WW)431 351.50 Admin Services 1 8.00 GIM meetings 4 11.50 Inspect 55 190.15 Maintain 65 132.35 Recurring Inspect (1 Week)167 405.85 Repair 11 38.75 734 1138.10Totals Water 811 Locates (W)427 219.30 Admin Services 12 365.50 Inspect 7 59.00 Maintain 123 110.75 Recurring Inspect (1 Month)31 20.25 Recurring Inspect (1 Week)2 23.00 Repair 6 86.00 Replace 2 2.00 Special Projects 25 356.00 635 1241.80Totals WTP Admin Services 2 60.50 Haden Park flush 2 3.00 Inspect Site 36 284.50 Install Pump 2 1.00 Leak Repair 1 1.00 PM Clarifier 3 3.00 Remove Pump 2 1.00 Repair Analyzer 1 .50 Repair Meter 1 2.00 Page 1 of 2Monday, September 12, 2022 WTP Repair Meter Installation 1 2.00 Repair Pump 2 .50 Repair Tank 2 3.50 Replace Valve 1 2.00 Sharpshooter 1 clean 2 1.00 WTP building 3 6.00 WTP Routine Duties 14 910.50 75 1282.00Totals WWTP Admin and Meetings 3 45.50 Calibrate Turbidity Meter 4 5.50 Exercise Generator 2 2.00 Inspect Extinguisher 2 1.50 Inspect Station 8 2.00 Install Sensor 1 3.00 PM Blower 11 5.00 PM Diffuser 1 32.00 PM Equipment 1 1.00 PM Pump 5 .00 Read Meter 7 .85 Repair Pump 1 4.00 Repair Rotary Fan Press 1 7.00 47 109.35Totals Page 2 of 2Monday, September 12, 2022 Prepared By: City of Arlington Public Works – Engineering Division Date Prepared: August 22, 2022 Engineering has prepared the following proposed Pavement Preservation Work plan for 2023. This work plan has been developed in accordance with the City of Arlington Pavement Management Program (PMP) and with the goals and objectives set forth by the TBD Board. 2023 WORK PLAN The 2023 Work plan addresses pavement preservation needs as prioritized in the PMP based on the Overall Condition Index (OCI) of each roadway segment. Priority is given to roadways where utility upgrades have/will occur to ensure all upgrades and connections occur before final paving. 1. Pavement Design Projects – During 2022-2023 staff will perform the following towards Pavement Preservation projects: - Utility Upgrade & Pavement Preservation Program: Utility upgrades will primarily occur along 195th, 59th, and 66th Ave, replacing older 10” AC transmission mains with new 12” DI main. The estimated total of main to be replaced is 2,300 feet. (Asset ID’s M-653, M-846 & M-287) - Pavement Preservation: Under the same contract as the Utility Upgrade work above, Pavement preservation will occur on roadway segments as identified by the TBD based on their OCI and visual confirmation of poor roadway conditions. The below table identifies the remaining roadways in the Old Town area that require preservation: SEG_ID NAME START END LENGTH (FT) PCI th nd th th th nd th nd rd Transportation Benefit District Proposed 2023 Pavement Preservation Work plan 2023 Utility Improvements and Pavement Preservation Workplan Map 1 of ?? 9/8/2022 PMLayouts:UPP_Planning 2023 City of Arlington Sheet: Date: Scale: File:Maps and GIS data are distributed “AS-IS” without warranties of any kind, either express or implied, including but not limited to warranties of suitability for a particular purpose or use. Map data are compiled from a variety of sources which may contain errors and users who rely upon the information do so at their own risk. Users agree to indemnify, defend, and hold harmless the City of Arlington for any and all liability of any nature arising out of or resulting from the lack of accuracy or correctness of the data, or the use of the data presented in the maps. 82 N D D R N E TOPPER 63 R D A V E N E CARLISLEPL INVERNESSDR 71STDRNE NOBLEDR BALLANTRAE DR 78THPLNE CAMBRIDGEDR 191ST PL NE 62 N D A V E N E NCEDARBOUGHLOOP HLANDVIEW DRUPLANDDR OX F O R D D R W COUNTRY CLUB WHITEHAWKDR BOVEE LN 192ND ST NE KN O L L D R 188TH ST NE VALLEYVIEWDR GREYWALLSDR 192ND PL NE CH A M P I O N S D R 190TH P L N E NEWPORT DR VISTADR 180TH ST NE HAWKSVIEW DR59 T H A V E N E WOODLANDSWAY WO O D B I N E D R ARLINGTONVALLEYROAD ECOUNTRYCLUBDR 63 R D A V E N E EAGLE F I E L D D R CROWN RIDGE BLVD SR9 67TH AVE NE 1357 1304 1306 136 2 1358 13 5 9 13 6 3 1022 1005 1286 10 2 7 1303 ±Legend Water Pipe PR Segments 1:13,347 Aerial 2020 Asset_ID Shape_Leng COA_YRINST PipeType PipeSize StreetName ProposedMa ProposedDi M-287 864.00 1960 AC 10 66th Ave NE DI 12 M-653 1,087.00 1970 AC 10 195th St NE DI 12 M-846 300.00 1970 AC 10 59th Ave NE DI 12 Draf t SEG_ID NAME START END LENGTH (FT)PCI 1027 59 Ave NE 192 195 1005 1022 1286 Woodbine Dr Woodlands Way Silverleaf Pl 800 31.49 1358 Woodbine Dr Silverleaf Pl Whitehawk Dr 250 44.38 1359 Woodbine Dr Whitehawk Dr Cedarbough 350 36.6 1363 Cedarbough Loop Woodlands Way Oakwood 420 34.97 1362 Cedarbough Loop Oakwood Shady Grove 250 53.14 1303 Cedarbough Loop Shady Grove Country Club Dr 900 23.67 1304 Oakwood Pl Cedarbough End of Cul-de-sac 160 22.06 1306 Shady Grove Pl Cedarbough End of Cul-de-sac 200 25.86 1357 Woodbine Dr Hawksview Woodlands Way 150 49.2 City of Arlington Council Agenda Bill Item: WS #4 Attachment DCOUNCIL MEETING DATE: September 26, 2022 SUBJECT: August 2022 Financial Report ATTACHMENTS: Financial Reports – Narrative General Fund Operating Statement Revenue Charts ARPA Program Summary August 2022 Totals:Spent to Date:Completed By: Laptops for remote work/field use $ 5,000 306$ Complete 1 full time employee to perform custodial and cleaning of public spaces $ 246,000 38,884$ Expenses thru 2024 or until exhausted Touchless entry lock systems for City $ 261,000 243,965$ Complete by 9/2022 Replenish Personal Protective Equipment (PPE) stock $ 12,985 8,237$ ongoing thru 2024 as needed Cold weather shelter $ 20,000 20,000$ Complete by 12/2022 Cyber security upgrades $ 94,000 55,961$ Complete by 12/2022 Utility system security improvements $ 237,310 14,494$ Complete by 12/2023 Design/build food truck park $ 1,366,625 Design 2022, construction 2023 Food distribution (food bank) $ 60,000 In discussions Workforce development (partner with County) $ 25,000 Complete by 12/2023 Tourism event funding (similar to Lodging Tax Advisory Committee) $ 150,000 74,435$ Complete by 12/2022 Winter festival funding/Legion Park Electrical Upgrades $ 200,000 82,558$ Complete by 12/2022 Chamber of Commerce (possible partner for communications position) $ 150,000 15,784$ Contract thru 12/2022 Purchase parklets for more outdoor eating spaces $ 150,000 119,847$ Complete Arlington Community Resource Center $ 360,000 41,565$ Contract thru 12/2024 Utility Credit program $ 280,907 29,306$ Phase 1 complete NW Innovation Center $ 25,000 475$ Contract thru 12/2024 After school program/childcare (Boys & Girls Club) $ 77,000 In discussions Smokey Point Park Land $ 1,000,000 In negotiations Smokey Point Park Improvements $ 1,013,723 RFP for design issued 7/2022 TOTAL ARPA BUDGET 5,734,550$ 745,817$ City of Arlington Council Agenda Bill Item: WS #5 Attachment ECOUNCIL MEETING DATE: September 26, 2022 SUBJECT: Community and Economic Development (CED) Quarterly Report ATTACHMENTS: 3rd Quarter Report DEPARTMENT OF ORIGIN Community and Economic Development, Marc Hayes, Director 360-403-4603 EXPENDITURES REQUESTED: 0 BUDGET CATEGORY: 0 BUDGETED AMOUNT: 0 LEGAL REVIEW: DESCRIPTION: Quarterly department report to Council. HISTORY: Review current development projects and work being conducted by the CED department, and address any questions that Council may have. ALTERNATIVES: Information only. RECOMMENDED MOTION: Workshop; discussion only. Community and Economic Development Quarterly Status Report Reporting Period: Q3 2022 Staffing Report: • Staffing levels have not improved in CED thus far. We still have not filled the Planner II position or the Development Services Manager position. We interviewed one applicant for each of the positions but were unsuccessful in finding qualified individuals to fulfill them. We will continue to advertise and search any viable resources in hope of finding qualified individuals. This deficit in staffing is beginning to have an impact on timelines for departmental work product. Update on Current Contracts/Grants: • CED met with Otak, the prime consultant for the 2024 Comprehensive Plan Periodic Update, and we brainstormed over the framework for the Public Participation/Community Engagement Plan. The engagement plan will incorporate the following principles: Diversity, Equity, and Inclusion; Respect; and Transparency. Participants of the outreach will include, but not limited to: Residents, Business Owners, Community Groups and Non-profit Organizations, Government Partners, and the Development Community. Click the link below to access the webpage that will provide ongoing Comp Plan work product, beginning with the public outreach process for the 2024 update. At the bottom of the webpage is the link for the COMMUNITY SURVEY. Please take a moment to fill it out. https://www.arlingtonwa.gov/784/Comprehensive-Plan-Update-2024 • CED conducted a “kickoff meeting” with the FCS Group, who is now the prime consultant, for the Housing Action Plan Implementation (HAPI) grant funded by the Department of Commerce. The current work product includes: Market/Economic Analysis, Financial Forecasting, Establishing the boundaries for the Tax Increment Financing area, Review of the City’s CIP’s, and review of the City’s Growth and Land Use assumptions. • CED selected Otak as the prime consultant, through the Request for Proposal (RFP) process, for conceptual design and civil engineering related to the creation of the Food Truck Court, to be located in the Airport Business Park, at the northeast corner of 172nd St./Airport Blvd. We have received two conceptual site plans (attached) for review. The second design incorporates space for a future commercial kitchen. This project is funded by American Rescue Plan Act (ARPA) monies. Construction is projected to occur in 2023. 20220825_Initial Concept.pdf Arlington Food Truck Park Concept 0 • WA Department of Commerce has offered a grant opportunity for partial re-imbursement of funds expended in the periodic update of the 2024 Comprehensive Plan. Cities with a population between 3,000-49,999 are eligible for $124,000.00, split between 2022 and 2023. Application is due by September 30. Challenges: • As stated above, staffing deficits are the primary concern at this time, as this is beginning to have minor impacts regarding work product, and will most likely have significant impacts on staff morale, project review and permitting timelines. New Programs/General Information Meetings: • CED met with representatives from the Atonement Free Lutheran Church located at 6905 172nd St. NE., looking to fill some wetland areas, and expand their building and parking lot. • CED met with an individual who was conducting feasibility of a parcel located at 133 S Stillaguamish Ave. The lot would not accommodate what he was proposing without fully developing the property. • CED met with the developer that is designing a Mixed-Use building (Cascade Mixed-Use) to be constructed on parcel #310521-003-073-00, adjacent to the Best Western Hotel in Smokey Point. The building will be 4 stories with underground parking, 108 units of residential, with 12,136 S.F. commercial space. • CED met with owner of Bad Dog Distillery who is proposing to open a second location a 127 N Olympic Ave. to sell merchandise, cocktails, and charcuterie trays. • CED met with a development group that is proposing to construct a Mixed-Use project at 19402 Smokey Point Blvd. The project will consist of 40 townhomes, 74 apartments, two standalone commercial buildings, and 36 commercial incubator spaces. • CED met with the owner of Halterman’s RV, who is looking to construct a maintenance/repair shop, for RVs/motorhomes and construct other onsite improvements. • CED met with an individual looking to subdivide their existing parcel located at 718 Broadway. • CED met with a real estate broker conducting feasibility on the parcel located at 18726 Smokey Point Blvd. • CED met with individual conducting feasibility on parcel located at 4832 Cemetery Rd. Current Development Activity • Current Project status worksheet, right click and chose “open hyperlink” to view file; https://arlingtonwa.sharepoint.com/:x:/g/ced/EQWjmOetdP5PnfO0x6L55OwB7As6hKqiXun aIRVu_1Zajw Upcoming Planning Commission Items: Public Hearing for AMC Title 20 Code Amendments presentation. Upcoming Council Items: September 26 - Mayor’s letter of support October 10 - 2022 Code Amendments (Amy).