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Exhibit 24 - Snohomish County Traffic Mitigation Offer Form
Traffic Mitigation Offer to Snohomish County The applicant completes part one and submits it to the city with a completed county traffic worksheet. The city completes part two and sends it to the county. The county completes part three and sends it back to the city. Part One to be completed by Applicant Basic Development Information City of Arlington Name of Proposed Development MJS Investors Parcels City Project File Number(if known) Name of Applicant MJS Investors Address of Applicant SE 8th St. #200, Bellevue, WA 98004 Proportionate Share Calculation: Choose Option A or B ✓❑ Option A: Based on a percentage of the County's adopted impact fee (Attach traffic worksheet.) 1. The applicable percentage of the County's fee: 70 % 2. Net New Average Daily Traffic: 1,654 ADT 3. The adopted County impact fee for this development: 242 $/ADT 4. Total Proportionate Share Amount: $280,187.60 ❑ Option B: Based on a comprehensive traffic study (Attach traffic worksheet and traffic study) No road improvements are impacted. Hence, proportionate share amount is zero. The following road improvements are impacted. The calculation of proportionate shares is summarized below. List by Names/Description the Impacted County PHTs Capacity Proportionate Share County Projects (attach other pages if Project Impacting Cost per Obligation per necessary) ID# Project PHT Impacted Project 1. 2. 3. 4. Total Proportionate Share Amount (sum of obligations for each impacted project) $0 -1 Trip Distribution and Assignment if Required If required, attach AM and PM peak-hour trip distribution and assignment. (Attach traffic worksheet showing whether or not it is required and traffic study). ❑ Mitigation of Other Impacts if Required for Developments Generating More than 50 Peak-Hour Trips Mitiga ' of Impacts on Level of Service No impact or not applicable ❑ Mitigation as described in attached traffic study. Mitigaof Impacts on Inadequate Road itions ✓ No impact or not applicable Mitigation as described in attached traffic study. MitigaffNo r Impacts on Access or Circulation impact or not applicable ❑ Mitigation as described in attached traffic study. -1 Written Offer The Applicant hereby voluntarily agrees to pay the total proportionate share amount shown above for impacts of the proposed development on the capacity of Snohomish County roads and provide mitigation of all other impacts as indicated above and described in attached documents. BY: Rob Risinger Digitally signed by Rob Risinger 2/5/26 Date:2026.02.05 16:21:03-08'00' Date Signature by Authorized Official of Applicant or Authorized Representative Print Name and Title Rob Risinger,VP Instructions to Applicant. Submit this offer, a completed county traffic worksheet, and any other attachments to the city with your initial application or send directly to Elbert Esparza, elbert.esparza(c�snoco.org, Snohomish Co. DPW Traffic, 3000 Rockefeller M/S 607, Everett WA 98201. Page 1 of 2 Snohomish County Written Offer Form December 2006 Version Part Two: To be completed by the City Receipt of Written Offer and Attachments by City and Routing to County Name of Proposed Development Lindsav Project 1 City Project File Number PJ26-0104 Date Received February 10, 2026 City Staffer Assigned to Project Amv Rusko Address 18204 59th Avenue NE, Arlinqton, WA 98223 Phone 360-403-3550 Instructions to City. Send this offer and all attachments to Elbert Esparza, elbert.esparza(cDsnoco.org, Snohomish Co. DPW Traffic Operations, 3000 Rockefeller M/S 607, Everett WA 98201. Send copy to staffer shown above. BY: AR Date 4/7/26 Amy Rusko, Community and Economic Development Director Initialed by City Staffer Print Name and Title Part Three: To be completed by Snohomish Count Receipt of Offer and Attachments by Snohomish County and Routing Back to City Name of Proposed Development City Project File Number Received by: Date Initialed by County Staffer Print Name and Title Snohomish County Mitigation Request to City Snohomish County has reviewed the traffic study worksheet and mitigation offer submitted by the applicant and has determined as follows: ❑ Snohomish County requests that the City impose the ❑ Snohomish County requests that the mitigation offered above as a condition of approval for the City require additional supplemental Development. Snohomish County agrees to accept information to adequately evaluate the changes in the mitigation payment amount shown above proposed development's impacts. ❑ The resulting from TDM or lot-yield adjustments approved by information requested is shown in the the City. notes below. BY: Date Signature by Authorized County Staffer Print Name and Title Routing Back to City Instructions to County Send this offer and all attachments to the City Staffer shown in Part Two above. Sent by: Date Initialed by City Staffer Print Name and Title Notes Page 2 of 2 Snohomish County Written Offer Form October 2015 Version Traffic Impact Analysis MJS INVESTORS PARCELS Prepared for: MJS Investors O December 2024 303 Prepared by: transpogroup �r WHAT TRANSPORTATION CAN BE. 12131 113th Avenue NE, Suite 203 Kirkland, WA 98034 Phone: 425-821-3665 Fax: 425-825-8434 www.transpogroup.com 1.24222.00 ©2024 Transpo Group Traffic Impact Analysis MJS Investors Parcels December 2024 Table of Contents Introduction..............................................................................................................................2 ProjectDescription................................................................................................................. 2 StudyScope........................................................................................................................... 2 Existing & Future Without-Project Conditions .....................................................................5 StreetSystem ........................................................................................................................ 5 TrafficVolumes...................................................................................................................... 6 TrafficOperations ................................................................................................................ 10 TrafficSafety........................................................................................................................ 10 ProjectImpacts ......................................................................................................................12 TripGeneration.................................................................................................................... 12 Trip Distribution &Assignment ............................................................................................ 12 TrafficVolume Impact.......................................................................................................... 14 TrafficOperations ................................................................................................................ 16 SiteAccess.......................................................................................................................... 16 Mitigation ................................................................................................................................18 Transportation Mitigation Fees............................................................................................ 18 Findings and Conclusions....................................................................................................19 Appendix Appendix A: Traffic Counts Appendix B: LOS Definitions Appendix C: LOS Worksheets Appendix D: Detailed Trip Generation List of Figures Figure 1. Site Vicinity& Study Intersections....................................................................... 3 Figure2. Preliminary Site Plan...........................................................................................4 Figure 3. Existing Weekday PM Peak Hour Traffic Volumes............................................. 7 Figure 4. Future (2024) Without-Project Weekday PM Peak Hour Traffic Volumes.......... 9 Figure 5. Weekday PM Peak Hour Project Trip Distribution &Assignment..................... 13 Figure 6. Future (2029)With-Project Weekday PM Peak Hour Traffic Volumes............. 15 List of Tables Table 1. Existing and Future (2029)Without-Project Weekday PM Peak Hour Intersection LOS Summary............................................................................... 10 Table 2. Five-Year Collision Summary—2019 to 2023................................................... 11 Table 3. Estimated Weekday Vehicle Trip Generation ................................................... 12 Table 4. Future (2029)Weekday PM Peak Hour Traffic Volume Impacts at Study Intersections...................................................................................................... 14 Table 5. Future (2029) Weekday PM Peak Hour Intersection LOS Summary................ 16 r i Traffic Impact Analysis MJS Investors Parcels December 2024 Introduction The purpose of this traffic impact analysis (TIA) is to identify potential transportation-related impacts to the surrounding street network associated with the development of the proposed MJS Investors Parcels development in Arlington, WA. Project Description The project site is located south of 172nd Street NE (State Route [SR] 531)west of SR 9 in Arlington (see Figure 1). The project is located within the Lindsay Sub area and constitutes the first phase of development within the planned area. The proposed project would consist of 177 single family homes. Access to the site is proposed via three access roads on 172nd Street NE: • 79th Avenue NE will be paved as part of the project's construction process to provide access to the site. Full access will be permitted at 172nd Street NE. • The main access road will be across from 80th Drive NE. The intersection with 172nd Street NE will be improved to provide a single-lane roundabout. • A right-in/right-out access road at 172nd Street NE will be provided between 80th Drive NE and 85th Avenue NE. Figure 2 illustrates the preliminary site plan. It is anticipated that the development would be constructed and operating by the end of 2029. Study Scope The scope of this analysis is based on coordination with City staff and consistent with the City of Arlington's Traffic Analysis Procedures & Checklist(Revised 1012013). The following intersections were identified for study during the weekday PM peak hour by City staff: 1. 67th Avenue NE/172nd Street NE (SR 531) 2. 80th Drive NE-Project Access/172nd Street NE (SR 531) 3. SR 9/204th Street NE 4. SR 9/172nd Street NE (SR 531) A. West Project Access (79th Avenue NE)/172nd Street NE (SR 531) B. East Project Access/172nd Street NE (SR 531) The analysis includes a review of existing conditions in the vicinity of the project site, including the street network, non-motorized facilities, transit service, existing and future (2029)without- project peak hour traffic volumes, traffic operations, and traffic safety. Future (2029)with-project conditions are evaluated by adding site-generated traffic to future (2029)without-project volumes and were then compared to future (2029)without-project conditions to identify the relative impacts the proposed project has on the surrounding transportation system. T 2 f -Lil Al �P 204T ST TIME G� 2 �Q CEMETERY RD tp 10- P w ,9 z w a w x z ° > a SR 531 (172ND ST NE) 2 4 CO i ° z LEGEND OStudy Intersection Project Site Vicinity and Study Intersections FIGURE Lindsay Sub Area transpogroup �r Nov 25,2024-12:42pm jeffreyc M:\24\1.24222.00-Lindsay Sub Area\Graphics\DWG\Graphics_24222.dwg Layout:Site Vicinit '*IS ors Parcels ` JI 25 1 _ - ,. I I� 256 5 .23b36 sf••�4d 4 \\ f 2 - 2 - ✓33 86 Bj B8 B9 90 91 92 93 94 96 96 9J 98 99 101 557 26J0 s1 2264 9 i 1 /;m l • IS - 5E 237 Fry i A 998 16i 120121 2 2 2 2 2 2 2 2 54 I I 26 A-887 q 3n P 0 313^9 34 3 13J�1i � � I "IN /4 IB -I 19 A395Zsi 138 159 I 2P °I4 A B901 18182 '�.\ 20 \ IS]6-6 5 5 5 49 4] 140 14I 60 \ '� ,813 - 166 14614 t4 142 48 4J 311 35 __. 46 5- S `iA ` D2 I sr i � TT 186 3334 23_ 2 IB) A 99] 36 3I�38 97.131 I 6 6 v2J5 $: 90 ) 4 42 �\ A-881 2d3510 96z9:B (4 hie f �`' 2 -2 22 � 9 /11 J a 4 45 — 15 \194 196 � t b19r T c I 6 4 �o n. I - �- S -Be aes �.n� - �•II I o 0 o Iw as .. 71 d p I 0 O i , 8 L _ d - - _ I —.McphersottRd. I — - - ♦�°a �� IQ Project Site Plan FIGURE Lindsay Sub Area 2 transpogroup �� Traffic Impact Analysis MJS Investors Parcels December 2024 Existing & Future Without-Project Conditions This section describes existing and future (2029)without-project conditions within the study area. Study area characteristics are provided for the existing street network, existing and future without-project peak hour traffic volumes, traffic operations, and traffic safety. Street System The following describes the existing street network within the vicinity of the proposed project and any anticipated changes resulting from planned improvements. Existing Inventory Existing characteristics of 67th Avenue NE, 80th Drive NE, SR 9, 204th Street NE, and 172nd Street NE (SR 531) near the project site are described below. 67th Avenue NE is a 3-lane roadway classified as a minor arterial with a posted speed limit of 35 mph. Sidewalks are provided on both sides of the roadway. No parking or bike lanes are available. 80th Drive NE is a local road with a posted speed limit of 25 mph. Sidewalks are provided in both sides of the roadway; however, no bike lanes are available. SR-9 is a highway with a posted speed limit of 45 miles per hour close to the project site. Current channelization along SR-9 is predominantly 2 lanes with turn lanes at major intersections. This is the primary north/south roadway connection near the project site. Sidewalks and bike lanes are not available close to the site. 204th Street NE is classified as an arterial, with a posted speed limit is 20 mph east of SR-9 and 35 mph west of SR-9. Sidewalks are provided on both sides of the roadway. No bike lanes are available. 172nd Street NE (SR 531) is a highway of regional significance with a posted speed limit of 35 miles per hour. The current channelization along 172nd Street NE is predominantly 2 lanes east of 67th Avenue NE. There are no sidewalks, bike lanes, or on-street parking available on both sides along 172nd Street NE east of 67th Avenue NE. Transit service in the study area is provided by Community Transit with service primarily along 172nd Street NE (SR 531) and Smokey Point Boulevard. The nearest bus stop to the project is located at Smokey Point Boulevard/172nd Street NE approximately 2.75 miles away and is served by routes 201 and 202. Routes 201 and 202 provide service between the Smokey Point Transit Center in Arlington and the Lynnwood Transit Center. Transit service for routes 201 and 202 is provided 7 days a week with AM and PM peak hour headways of approximately 40 minutes on weekdays and 60 minutes on weekends. Planned Improvements Based on a review of the City of Arlington Comprehensive Plan's Six Year Transportation Improvement Plan (2024-2029) and Washington Department of Transportation (WSDOT) 2024- 2027 Statewide Transportation Program (STIP), there are two planned roadway improvements in the study area, which include: • 172nd Street NE (SR 531) Widening, Phase I: Widening of 172nd Street NE (SR 531) from 43rd Avenue NE to 67th Avenue NE to a four-lane facility with two travel lanes in each direction. The improvement project would install roundabouts at the 51 st Avenue NE, 59th Avenue NE, and 67th Avenue NE intersections along 172nd Street NE (SR 531). The project is completely funded by WSDOT with construction beginning in 2025 �r 5 Traffic Impact Analysis MJS Investors Parcels December 2024 and completed in 2026. The roundabout at 67th Avenue NE & 172nd St NE is assumed as part of the future without-project analysis. • 172nd Street NE (SR 531)Widening, Phase II: Widening of 172nd Street NE (SR 531) between 67th Avenue NE and SR-9 to a four-lane facility with two travel lanes in each direction. The timing of this widening project is anticipated following the project's 2029 opening year, such that this improvement was not assumed in the future analysis. Traffic Volumes The following summarizes the traffic volumes for existing and future without-project conditions. Existing Traffic Volumes Existing weekday PM peak period (4-6 p.m.)traffic counts were collected in June 2024 and November 2024. Figure 3 illustrates the existing weekday peak hour traffic volumes at the study intersections. Volumes are rounded to the nearest 5 vehicles to account for the daily fluctuations in traffic volumes. Detailed traffic counts are provided in Appendix A. rr 6 DSR 9 67th Ave NE D204th St NE 2 SR 531(172nd St NE) 295 210 z� 1551 J k.155 260, �_45 � 355 f235 480— —305 1201 `160 55 j65 315 200 204T ST NE �G OSR 9 80th Dr NE �2 SR 531(172nd St NE) OR 531(172nd St NE) IpQ 370 110I 30 30 5 95!J LA_20 60,J L�-10 95 y f60 480 —355 280 `15 �1 N 185 5 385 10- LT- w ,9 z w w a w x z > a SR 531 (172ND ST NE) 2 4 CO t 0 LEGEND OStudy Intersection X Weekday PM Peak Hour Traffic Volumes Existing (2024) Peak Hour Volumes FIGURE Lindsay Sub Area transpogroup 3 Nov 25,2024-12:43pm jeffreyc M:\24\1.24222.00-Lindsay Sub Area\Graphics\DWG\Graphics_24222.dwg Layout:Existing Vols Traffic Impact Analysis MJS Investors Parcels December 2024 Future Without-Project Traffic Volumes Future (2029)without-project PM peak hour traffic volumes were forecasted by applying an annual growth rate to existing traffic volumes and adding traffic from "pipeline" development projects that would also contribute traffic to study intersections. An annual growth rate of 2 percent was applied to existing study intersection traffic volumes to estimate 2029 horizon year background traffic growth, as coordinated with City of Arlington staff. Six pipeline projects were identified by the City to be included in the analysis which include: • The Allen Townhomes development would construct 43 single-family attached residential units on the north side of 172nd Street NE, east of SR 9. The project is anticipated to be constructed and occupied by 2028. • The Amber Grove development would construct 84 single-family attached residential units along the west side of SR-9, south of 204th Street NE and east of 74th Avenue NE. The project is anticipated to be constructed and occupied by 2028. • The Arlington Crossroads development would construct a shopping center, a gas station, and a coffee/donut shop with a drive-through. The project is located at the northeast corner of the SR 9/172nd Street NE intersection. The project was planned to be constructed and occupied by 2023 but has not yet been constructed as of December 2024. • The Harmony at Arlington development would construct 60 single-family townhomes. The project is located north of 204th Street NE on the west side of SR 9. The project is anticipated to be constructed and occupied by 2027. • The Wet Rabbit Car Wash development would construct a car wash at the southeast corner of the SR 9/204th Street NE intersection. The project is anticipated to be constructed and occupied by the end of 2025. • The Zahradnik development would construct 334 residential units with 51,500 square feet of commercial space. The project is located along the north side of 172nd Street NE between 85th Avenue NE and SR 9. The project is anticipated to be constructed and occupied by 2026. The forecast future (2029)without-project weekday PM peak hour traffic volumes are shown in Figure 4. T 8 DSR 9 67th Ave NE D204th St NE 2 SR 531(172nd St NE) 345 235 �JI 2�tr 180 ) k.175 295, �-65 415 f280 605— —400 Q 150 j205 60 j 90 370 225 204T ST NE �G OSR 9 80th Dr NE �2 SR 531(172nd St NE) OR 531(172nd St NE) IpQ 410 140 125 35 5 115l� ('�k.115 65,J Lk-10 190 y �155 650 —500 320 j35 Q1 N 225 25 425 10- LT- w ,9 z w w a w x z > a SR 531 (172ND ST NE) 2 4 CO I 0 LEGEND OStudy Intersection X Weekday PM Peak Hour Traffic Volumes Future (2029) Without-Project Peak Hour Volumes FIGURE Lindsay Sub Area transpogroup �r Nov 25,2024-12:43pm jeffreyc M:\24\1.24222.00-Lindsay Sub Area\Graphics\DWG\Graphics_24222.dwg Layout:Baseline Vols Traffic Impact Analysis MJS Investors Parcels December 2024 Traffic Operations The operational characteristics of an intersection are determined by calculating the intersection level of service (LOS). At signalized and roundabout intersections, LOS is measured in average control delay per vehicle and is typically reported using the intersection delay. At unsignalized side-street, stop-controlled intersections, LOS is measured by the average delay on the worst- movement of the intersection. Traffic operations and average vehicle delay for an intersection can be described qualitatively with a range of levels of service (LOS A through LOS F), with LOS A indicating free-flowing traffic and LOS F indicating extreme congestion and long vehicle delays. Appendix B contains a detailed explanation of LOS criteria and definitions. For the operations analysis of existing conditions at the signalized study intersections, signal timing and phasing information was obtained from the WSDOT and City of Arlington. Future (2029) analysis parameters such as channelization was maintained with the exception of the planned roundabout installation at the 67th Avenue NE/172nd Street NE intersection as noted above as well as signal timing optimization of splits (cycle lengths and offsets were maintained along corridors). Weekday PM peak hour traffic operations for existing and future without-project conditions were evaluated at the study intersections based on the procedures identified in the Highway Capacity Manual 7th Edition, unless otherwise noted for signal timing constraints, and were evaluated using Synchro 12. Synchro 12 is a software program that uses HCM methodology to evaluate intersection LOS and average vehicle delays. Roundabout controlled intersections were evaluated utilizing Sidra 9.1 and the WSDOT methodology for analyzing roundabouts. Results for the existing and future without-project operations analyses are summarized in Table 1. Detailed LOS worksheets for each intersection analysis are included in Appendix C. The City of Arlington and the WSDOT intersections have an LOS Standard of LOS D for the study area intersections. For the roundabout controlled intersections, a volume to capacity (v/c) ratio less than or equal to 0.90 is also generally targeted. Table 1. Existing and Future(2029)Without-Project Weekday PM Peak Hour Intersection LOS Summary Future 2029 Existing Without-Project Traffic Control WM3 Intersection (Existing/Future) LOS' Delay2 or v/c° LOS Delay WM or v/c 1.SR 9/204th St NE Signal C 33 D 44 - 2.67th Ave NE/172nd St NE(SR 531) Signal/Roundabout5 D 47 A 8 0.59 3.SR 9/172nd St NE(SR 531) Roundabout A 7 0.32 A 8 0.48 4.80th Dr NE/172nd St NE(SR 531) TWSC C 20 SBL D 30 SBL Note:TWSC=two-way stop controlled.Bold indicates the intersection is operating below standard. 1. Level of Service(A—F)as defined by the Highway Capacity Manual(HCM)7th Edition(TRB). 2. Average delay per vehicle in seconds. 3. Worst movement reported for two-way stop-controlled intersections.SBL=southbound left movement. 4. Volume to capacity ratio reported for roundabouts. 5. Roundabout with planned improvements. As shown in Table 1, all intersections operate at LOS D or better during the PM peak hour under both existing and future (2029) conditions, meeting the LOS standard. Traffic Safety Recent collision records were reviewed within the study area to identify existing traffic safety issues at the study intersections. The most recent complete five-year summary of accident data Tr 10 Traffic Impact Analysis MJS Investors Parcels December 2024 from the WSDOT is for the period between January 1, 2019 and December 31, 2023. This information is summarized in Table 2. Table 2. Five-Year Collision Summary—2019 to 2023 Number of Collisions Annual Location 2019 2020 2021 2022 2023 Total Average 1.SR 9/204th St NE 6 5 4 6 2 23 4.60 2.67th Ave NE/172nd St NE(SR 531) 8 4 8 2 5 27 5.40 3.SR 9/172nd St NE(SR 531) 2 2 3 2 0 9 1.80 4.80th Dr NE/172nd St NE(SR 531) 1 0 0 0 0 1 0.20 Source:WSDOT,2024 Under 23 U.S.Code§409 and 23 U.S.Code§148,safety data,reports,surveys,schedules,lists compiled or collected for the purpose of identifying,evaluating,or planning the safety enhancement of potential crash sites,hazardous roadway conditions,or railway-highway crossings are not subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports,surveys,schedules,lists,or data. As shown in Table 2, the study intersections had between 1 and 6 collisions reported per year on average during the review period. The collisions in the study area were primarily rear end collisions resulting in property damage only. One fatal collision was reported at the SR 9/204th St NE intersection, which involved a driver under the influence of alcohol striking 2 pedestrians. Additional non-fatal collisions involving a pedestrian or cyclist also occurred at SR 204th St NE and 67th Ave NE/SR 531. As identified above, there are planned SR 531 corridor improvements that will result in widening between 43rd Avenue NE and 67th Avenue NE, as well as implementing a roundabout at the 67th Ave NE/NE 172nd St intersection. These changes are anticipated to relieve congestion by adding capacity, which is a common cause of rear-end collisions. Additionally, studies have shown that roundabouts result in reductions in the overall severity of collision relative to traditional signalized intersections. These reductions are achieved through lower travel speeds through roundabouts, yielding behavior of roundabouts, and one-way travel. As such, it is anticipated that the collision rate would improve at 67th Ave NE/NE 172nd St in the future. There are no current improvements planned at the SR 9/204th St NE intersection. Cr 11 Traffic Impact Analysis MJS Investors Parcels December 2024 Project Impacts This section of the report documents the proposed project's impacts on the surrounding street network and study intersections. First, estimated traffic volumes generated by the proposed project are distributed and assigned to adjacent streets and intersections within the study area for the weekday PM peak hour study period. Next, project trips are added to future without- project traffic volumes and any potential impact to traffic operations. Site specific items are also discussed. Trip Generation Trip generation for the proposed project was calculated based on trip rates using the Institute of Transportation Engineers (ITE) Trip Generation Manual(11th Edition, 2021). ITEs Single- Family Detached Housing (LU #215)was assumed for the proposed project. There is no existing use on the proposed site. Table 3 shows the weekday vehicle trips generated by the proposed project. The detailed trip generation calculations are included in Appendix D. Table 3. Estimated Weekday Vehicle Trip Generation Daily PM Peak Hour Land Use' Size Trips In Out Total Proposed Single-Family Detached Housing(LU#210) 177 du 1,706 105 61 166 Net New Total 1,706 105 61 166 Note:du=dwelling units,sf=square feet 1.Average trip rates and equations from ITE Trip Generation Manual,11th Edition(2021). As shown in Table 3, the proposed project is estimated to generate 1,706 weekday daily trips with 166 occurring in the PM peak hour. Trip Distribution & Assignment Trip distribution patterns developed for the project were based on existing travel patterns and coordination with City of Arlington staff. Figure 5 illustrates the vehicle trip distribution and assignment for the proposed project. TF 12 Al 14 AIL f 5 g / ' _ 1 5 204T ST n CEMETERY RD r--r� UJ i s� s > �10 6 r � 10- 1 6 w z p w f- a f 7 ago H -S"l(172ND ST NE) , ' 2 4 COT 12� 3 3 f LEGEND 2 s OStudy Intersection 4 I 21 37 Site Access© 1 ' X Project Trips p Trip Distribution Z 2 Project Trip Distribution and Assignment FIGURE Lindsay Sub Area transpogroup xgr 5 Dec 06,2024-8:04pm jeffreyc M:\24\1.24222.00-Lindsay Sub Area\Graphics\DWG\Graphics_24222.dwg Layout:Trip Dist Traffic Impact Analysis MJS Investors Parcels December 2024 Traffic Volume Impact The assigned project generated traffic was added to the future without-project weekday PM peak hour traffic volumes at the study intersections under future 2029 conditions. The future (2029)with-project weekday PM peak hour traffic volumes are shown in Figure 6. Table 4 summarizes the project share of traffic volumes at the study intersections during the weekday PM peak hour under the future 2029 conditions. Table 4. Future(2029)Weekday PM Peak Hour Traffic Volume Impacts at Study Intersections PM Peak Hour Total Entering Vehicles 2029 Without- Project 2024 With- Intersection Project Trips Project Project Share 1.SR 9/204th St NE 2,565 48 2,613 1.8% 2.67th Ave NE/172nd St NE(SR 531) 2,430 27 2,457 1.1% 3.SR 9/172nd St NE(SR 531) 2,281 130 2,411 5.4% 4.80th Dr NEM72nd St NE(SR 531) 1,265 142 1,407 10.1% As shown in Table 4, the proposed project is estimated to account for less than 6 percent of the total weekday PM peak hour traffic at the majority of study intersections, with the exception of the central site access at 80th Dr NE/172nd St NE, where the proposed project is estimated to account for approximately 10% of the total weekday PM peak hour traffic. Traffic volumes fluctuate day-to-day and the anticipated traffic increase at study intersections are within the range of typical daily traffic fluctuations. Tr 14 DSR 9 67th Ave NE D204th St NE 2 SR 531(172nd St NE) 359 235 180 ) k_175 295, 4,66 395 —265 617— —407 158 i203 60 j92 378 225 204T ST NE �G OSR 9 80th Dr NE �2 SR 531(172nd St NE) OR 531(172nd St NE) IpQ 410 180 125 35 5 139 J (.�k.115 65,J Lt\10 193 �160 670 —523 341 t j35 4 i59 425 West Access(79th Ave NE) East Access O SR 531(172nd St NE) TOSR 531(172nd St NE) 734--p- f537 699 f597 4-) i23 15� r 11 5 9 L�10- P E -7j - �;1_F_ w 9 z w a w x z ° > f- a SR 531 (172ND AVE NE) 2 4 LEGEND Site O Study Intersection ° z Site Access x X Weekday PM Peak Hour Traffic Volumes Future (2029) With-Project Peak Hour Volumes FIGURE Lindsay Sub Area transpogroup r� 6 Dec 09,2024-1:46pm jeffreyc M:\24\1.24222.00-Lindsay Sub Area\Graphics\DWG\Graphics_24222.dwg Layout:WP Vols Traffic Impact Analysis MJS Investors Parcels December 2024 Traffic Operations The following section summarizes the future with-project LOS at the study intersections relative to the without-project conditions to identify project-related impacts. Intersection parameters such as channelization and intersection control applied to the future with-project analyses were consistent with those used in the evaluation of future without-project conditions. A comparison of the future (2029)without-project and with-project weekday PM peak hour traffic operations are summarized in Table 5. Detailed LOS worksheets are provided in Appendix C. Table 5. Future(2029)Weekday PM Peak Hour Intersection LOS Summary Traffic Control Future 2029 Without-Project Future 2029 With-Project (Future/With- WM or Intersection Project) LOS' Delay2 WM'or v/c LOS Delay v/c 1.SR 9/204th St NE Signal D 44 - D 47 - 2.67th Ave NE/172nd St NE(SR 531) Roundabout A 8 0.59 A 8 0.59 3.SR 9/172nd St NE(SR 531) Roundabout A 8 0.48 B 11 0.61 4.80th Dr NE/172nd St NE SR 531 TWSC D 30 SBL A 6 0.68 ( ) /Roundabouts A.West Access(79th Ave NE)/172nd TWSC - C 17 NB St NE(SR 531) B. East Access/172nd St NE(SR 531) TWSC B 14 NB Note:TWSC=two-way stop-controlled.Bold indicates the intersection is operating below standard. 1. Level of Service(A—F)as defined by the Highway Capacity Manual(HCM)7th Edition(TRB) 2. Average delay per vehicle in seconds. 3. Worst movement reported for two-way stop-controlled intersections.SBL=southbound left movement. 4. Volume to capacity ratio reported for roundabouts. 5. Single-lane roundabout assumed at project completion. As shown in Table 5, all study intersections continue functioning at an acceptable LOS under with-project conditions with increases in delay of 3 seconds or less. All roundabouts that are planned to be completed by 2029 function with an acceptable v/c ratio below 0.90. Site Access Access to the site is proposed via three driveways on the south side of 172nd Street NE. Full access on the western end of the site would be created along the existing 79th Ave NE, which would be paved as part of the project. A central access would be created as a south leg at the 80th Drive NE/172nd Street NE intersection, and a roundabout is planned at this intersection as part of this project. A third access point would be constructed at the east end of the site. This east access would be right in/right out access only. The future (2029)with-project weekday PM peak hour traffic volumes at the site access are shown in Figure 7 which are assumed for the analysis. The traffic operations at the proposed project's site accesses are reviewed below. Traffic Operations As noted above, the west site access is assumed and evaluated as a full access driveway, while the east site access is assumed and evaluated as a right in/right out access only. The operations as summarized in Table 5 above show the west site access functioning at LOS C with 17 seconds of delay, and the east site access would function at LOS B with 14 seconds of delay. 80th Drive NE Project Access/I72nd Street Roundabout Upon project completion, a roundabout is planned to be constructed at the 80th Drive NE/172nd Street intersection to provide full access. The roundabout will be constructed to have �� 16 Traffic Impact Analysis MJS Investors Parcels December 2024 one circulating lane, along with one inbound and outbound lane in each direction at the project opening. Widening of 172nd Street to a 4-lane roadway is planned to be constructed after the project's estimated completion date of 2029. Frontage improvements will reflect the ultimate configuration of the roundabout as much as feasible to minimize the scope of reconstruction when the SR 531 Phase II improvements are constructed. T 17 Traffic Impact Analysis MJS Investors Parcels December 2024 Mitigation The project impacts to the surrounding transportation system would be mitigated through the City of Arlington, Snohomish County and WSDOT impact fee programs. Transportation Mitigation Fees To mitigate impacts of the proposal on the surrounding transportation system, the developer would be required to pay impact fees to three jurisdictions: the City of Arlington, Snohomish County, and WSDOT based on current interlocal agreements that have been established between these entities. The following provides an estimate only, the final fees will be calculated at time of permit issuance. City of Arlington The City of Arlington traffic mitigation fees are currently$3,355 per PM peak hour trip. Based on the anticipated trip generation of 166 primary trips the resulting City of Arlington impact fee would be$556,930 ($3,355/trip x 166 trips). The fee rate is subject to annual increases and will be based on the adopted rates at the time of building permit issuance. Snohomish County Snohomish County has an interlocal agreement with the City of Arlington. Per the Snohomish County Traffic Worksheet and Traffic Study Requirements for Developments in the City of Arlington, the percentage of trips impacting County Streets was determined to be 70 percent. Per SCC 30.66B.330 the fee for residential uses within the urban growth area of TSA A is $185 per average daily trip (ADT). The resulting fee was estimated to be approximately$220,927 (70% x 1,706 ADT x$185 per ADT). The fee rate is subject to annual increases and will be based on the adopted rates at the time of building permit issuance. WSDOT Per the interlocal agreement with WSDOT, project-related impacts can be mitigated through the payment of a flat fee of$36 per ADT or a proportional share based on the WSDOT projects currently planned. Based on the project distribution, the project would impact the WSDOT projects on 172nd Street NE (SR 531); however, those projects have been identified as funded. As such no impact fees would be paid to WSDOT. T 18 Traffic Impact Analysis MJS Investors Parcels December 2024 Findings and Conclusions This transportation impact analysis summarizes the transportation impacts associated with the proposed MJS Investors Parcels development in Arlington, WA. • The proposed project would consist of 177 single family homes and is estimated to generate 1,706 weekday daily trips with 166 occurring in the PM peak hour. • Upon project completion, a roundabout is planned to be constructed at the 80th Drive NE/172nd Street intersection to provide full access. The roundabout will be constructed to have one circulating lane, along with one inbound and outbound lane in each direction at the project opening. Widening of 172nd Street to a 4-lane roadway is planned to be constructed after the project's estimated completion date of 2029. Frontage improvements will reflect the ultimate configuration of the roundabout as much as feasible to minimize the scope of reconstruction when the SR 531 Phase II improvements are constructed. • Under future (2029)with-project PM peak hour conditions, all study intersections continue functioning at an acceptable LOS under with-project conditions with increases in delay of 3 seconds or less. Access to the site is proposed via three driveways on the south side of 172nd Street NE. All driveways are forecast to operate at an acceptable LOS. • The developer would be required to pay transportation mitigation fees. The mitigation fees are estimated to total $777,857 (including both Arlington and Snohomish County). The final fees are calculated at the time of building permit issuance. �r 19 Appendix A: Traffic Counts 67th Avenue NE @ 172nd Street NE Arlington, WA e Peds Crossing North Leg= 0 W Bicycles = 0 Count Period Z d 3 Heavy Vehicles= 14 Date C N Q SB Total= 448 Tue 11/12/2024 4:00 PM-6:00 PM Right Thru Left U-Turn .r 155 211 82 0 504 172nd Street NE 172nd Street NE 45 N M � o 0 503 Intersection 41111111111111111 304 v II n n j6 L N II tP V W Peak Hour 4:00 PM-5:00 PM 64 > u 3 'm 0° m v W rn o Volume 1992 0 = L c .N o II � •O d 260 M9 PHF 0.95 N U 11 n V N 0 N a 2 > 478 HV 2.9% a m m w = 56 l � 1 Approach PHF HV 331 a as 1ss sa W NB Approach 0.81 1.2% Z U-Turn Left Thru Right to 3 C SB Approach 0.88 3.1% > NB Total= 337 Q EB Approach 0.97 1.9% n Heavy Vehicles= 4 to WB Approach 0.88 5.8% Bicycles= 0 Intersection 0.95 2.9% Peds Crossing South Leg= 0 PHF=Peak Hour Factor HV=Heavy Vehicles TURNING MOVEMENTS DIAGRAM PEAK HOUR SUMMARY TTRA FFIC DATA GATHERING TTRAFF/C OATA GATHER/NG INTERSECTION TURNING MOVEMENTS REDUCTION SHEET LOCATION: 67th Avenue NE A 172nd Street NE DATE OF COUNT: Tue.11/12/2024 COUNTED BY: TDG Arlington,WA START OF COUNT: 4:00 PM DATE OF REDUCTION: 11/14/2024 TIME OF COUNT: 4:00 PM-6:00 PM DURATION OF COUNT Hrs: 2 TIME FROM NORTH ON(Southbound) FROM SOUTH ON(Northbound) FROM EAST ON(Westbound) FROM WEST ON(Eastbound) INTERVAL 67th Avenue NE 67th Avenue NE 172nd Street NE 172nd Street NE INTERVAL ENDING TOTALS AT Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Ri ht Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Ri ht 04:15 PM 0 0 5 0 26 56 46 0 0 1 0 9 51 13 0 0 7 0 22 85 11 0 0 5 0 68 120 16 523 04:30 PM 0 0 5 0 17 41 39 0 0 3 0 12 60 32 0 0 5 0 13 74 11 0 0 4 0 58 112 13 482 04:45 PM 0 0 2 0 24 65 36 0 0 0 0 10 44 27 0 0 6 0 15 74 11 0 0 2 0 70 123 12 511 05:00 PM 0 0 2 0 15 49 34 0 0 0 0 13 44 22 1 0 6 0 14 71 12 0 0 4 0 64 123 15 476 05:15 PM 0 0 4 0 26 40 49 0 0 1 0 8 40 22 2 0 5 0 4 61 12 0 0 5 0 75 131 20 488 05:30 PM 0 0 3 0 16 36 39 0 0 0 0 7 43 22 0 0 3 0 12 65 14 0 0 3 0 64 137 13 468 05:45 PM 0 0 2 0 12 41 48 0 0 3 0 6 28 14 0 0 4 0 17 61 9 0 0 3 0 66 136 13 451 06:00 PM 0 0 4 0 10 29 40 0 0 0 0 4 33 14 0 0 2 0 5 74 7 0 0 4 0 61 122 15 414 PEAK HOUR TOTALS 0 0 14 0 82 1 211 155 0 0 4 0 44 199 94 1 0 1 24 0 64 304 45 0 1 0 15 0 260 1 478 56 INTERSECTION ALL MOVEMENTS 448 1 337 413 794 1992 %HV 3.1% 1.2% 5.8% 1.9% 2.9% PEAK HOUR FACTOR 0.88 0.81 0.88 0.97 0.95 HV=Heavy Vehicle PHF=Peak Hour Factor 4:00 PM-6:00 PM PEAK HOUR: 4:00 PM-5:00 PM ROLLING HOUR COUNT FROM NORTH ON(Southbound) FROM SOUTH ON(Northbound) FROM EAST ON(Westbound) FROM WEST ON(Eastbound) 67th Avenue NE 67th Avenue NE 172nd Street NE 172nd Street NE INTERVAL TOTALS TIME INTERVAL Peds Bicycle HV U-Turn Left Thru Right 2PedsB!cycle HVMU-Turnft Thru Ri ht Peds Bic cle HV U-TurnZThru Peds Bic cle HV U-Turn Left Thru Ri ht 4:00 PM-5:00 PM 0 0 14 0 82 211 1554 199 94 1 0 24 0 0 0 15 0 260 478 56 1992 4:15 PM-5:15 PM 0 0 13 0 82 195 1584 188 103 3 0 22 0 0 0 15 0 267 489 60 1957 4:30 PM-5:30 PM 0 0 11 0 81 190 1581 171 93 3 0 20 0 0 0 14 0 273 514 60 1943 4:45 PM-5:45 PM 0 0 11 0 69 166 1704 155 80 3 0 18 0 0 0 15 0 269 527 61 1883 5:00 PM-6:00 PM 0 0 13 0 64 146 1764 144 72 2 0 14 0 0 0 15 0 266 526 61 1821 4:00 PM-6:00 PM Total: 0 0 27 0 146 357 331 1 0 0 8 0 69 343 166 3 0 38 0 102 565 87 0 1 0 30 0 526 1004 117 3813 Location: 1 80TH DR NE& 172ND ST NE PM atd— Date: Thursday,June 27, 2024 ALL TRAFFIC DATA SERVICES Peak Hour: 04:00 PM-05:00 PM (303)216-2439 www.alltrafficdata.net Peak 15-Minutes: 04:30 PM-04:45 PM Peak Hour Motorized Vehicles Heavy Vehicles Pedestrians/Bicycles in Crosswalk (82) 36 0.82 71 (126) iBOTH DR NE 0 0 172ND ST NE � o o rn o4- 0 0~� V 38684 0 N L 12 7 36)8 0 �~ �L 0 i N i 59 0.90 482 y W 0.93 E r 0 W E 56 0.93 2 ~ o 1 �_ �2 ~ 2 0 ( E o 541 -.* S -.* 488 0 y r 0 0 0 (1,044) 0 �� 4 1 r�nOZND sT NE(954) 0 0 S 0 0 O 4n4 tr o 0 0 0 �~0 0~� 80TH DR NE 1 i (> o 0.00 o O 1 i 0 0 Note:Total study counts contained in parentheses. HV% PHF EB 0.0% 0.90 WB 0.5% 0.93 NB 0.0% 0.00 SB 0.0% 0.82 All 0.2% 0.93 Traffic Counts- Motorized Vehicles 172ND ST NE 172ND ST NE 80TH DR NE 80TH DR NE Interval Eastbound Westbound Northbound Southbound Rolling Start Time U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right Total Hour W4:00 PM � 13 110 0-W 0 IF 0 89 0 0 4:15 PM JW 17 118 0 0 0 84 5 0 0 0 0 1 0 10 235 ' 4:30 PM 17 jr 0 0 0 93 4 0 nr��� 4:45 PM 40 12 1 0 0 0 90 3 0 0 0 0 2 %"P236M 918 5:00 PM 0 6 109 0 0 0 87 3 0 0 0 0 0 1 0 10 216 919 5:15 PM 0 14 119 0 0 0 89 1 0 0 0 0 0 3 0 6 232 5:30 PM 0 14 118 0 0 0 88 2 0 0 0 0 0 2 0 10 234 5:45 PM 0 12 111 0 0 0 97 3 0 0 0 0 0 3 0 11 237 Count Total 0 105 939 0 0 0 717 21 0 0 0 0 0 15 0 67 1,864 Peak Hour 0 59 482 0 0 0 356 12 0 0 0 0 0 6 0 30 945 Traffic Counts- Heavy Vehicles, Bicycles on Road, and Pedestrians/Bicycles in Crosswalk Interval Heavy Vehicles Interval Bicycles on Roadway Interval Pedestrians/Bicycles on Crosswalk Start Time EB NB WB SB Total Start Time EB NB WB SB Total Start Time EB NB WB SB Total 4:00 PM , 0 0 0 4:00 PM 0 0 4:00 PM 0 0 4:15 PM 0 0 1 4:15 PM 0 0 4:15 PM 0 0 0� 0 4:30 PM Elm 4:30 PM09��� 4:45 PM 0 0 1 4:45 PM 0 0 4:45 PM 0 0 0 5:00 PM 0 0 0 0 0 5:00 PM 0 0 0 0 0 5:00 PM 0 0 0 0 0 5:15PM 0 0 0 0 0 5:15PM 0 0 0 0 0 5:15PM 0 0 0 0 0 5:30 PM 0 0 1 0 1 5:30 PM 0 0 0 0 0 5:30 PM 0 0 0 0 0 5:45 PM 0 0 0 0 0 5:45 PM 0 0 0 0 0 5:45 PM 0 0 0 0 0 Count Total 0 0 3 0 3 Count Total 0 0 0 0 0 Count Total 0 0 0 0 0 Peak Hour 0 0 2 0 2 Peak Hour 0 0 0 0 0 Peak Hour 0 0 0 0 0 SR-9 @ 204th Street NE Arlington, WA Ie Peds Crossing North Leg= 4 Bicycles = 0 Count Period Heavy Vehicles= 16 Date LL' SB Total= 465 Tue 11/12/2024 4:00 PM-6:00 PM Right Thru Left U-Turn 108 294 63 0 625 204th Street NE 204th Street NE 155 rn u o N 0 409 Intersection 41111111111111111 233 11 2 11 V Peak Hour 4:00 PM-5:00 PM 161 F- u d 'm m v w o, 0 1 Volume 2185 0 = rn c d °o 15a PHF 0.95 N 2 V y V N o _ N d u > F 356 HV 2.2% 576 a m m w = 120 l � 1 Approach PHF HV s7s 0 67 31s 157 NB Approach 0.94 2.6% U-Turn Left Thru Right SB Approach 0.92 3.4% NB Total= 540 N EB Approach 0.82 1.6% Heavy Vehicles= 14 WB Approach 0.93 1.6% Bicycles= 0 Intersection 0.95 2.2% Peds Crossing South Leg= 7 PHF=Peak Hour Factor HV=Heavy Vehicles TURNING MOVEMENTS DIAGRAM PEAK HOUR SUMMARY TTRA FFIC DATA GATHERING TTRAFF/C OATA GATHER/NG INTERSECTION TURNING MOVEMENTS REDUCTION SHEET LOCATION: SR-9 A 204th Street NE DATE OF COUNT: Tue.11/12/2024 COUNTED BY: TDG Arlington,WA START OF COUNT: 4:00 PM DATE OF REDUCTION: 11/14/2024 TIME OF COUNT: 4:00 PM-6:00 PM DURATION OF COUNT Hrs: 2 TIME FROM NORTH ON(Southbound) FROM SOUTH ON(Northbound) FROM EAST ON(Westbound) FROM WEST ON(Eastbound) INTERVAL SR-9 SR-9 204th Street NE 204th Street NE INTERVAL ENDING TOTALS AT Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Ri ht Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Ri ht 04:15 PM 3 0 8 0 9 87 31 1 0 7 0 14 85 37 1 0 2 0 41 64 39 0 0 3 0 43 101 23 574 04:30 PM 0 0 1 0 19 75 32 0 0 2 0 14 76 43 0 0 1 0 43 63 41 0 0 1 1 32 76 29 544 04:45 PM 0 0 4 0 24 56 23 0 0 1 0 22 75 30 0 0 3 0 34 64 36 0 0 6 0 43 111 38 556 05:00 PM 1 0 3 0 11 76 22 6 0 4 0 17 80 47 0 0 3 0 43 42 39 0 0 0 0 36 68 30 511 05:15 PM 0 0 4 0 11 76 19 0 0 0 0 19 75 33 0 0 0 0 33 60 22 0 0 1 0 27 97 34 506 05:30 PM 0 0 1 0 16 65 22 1 1 0 1 0 0 16 80 36 0 0 2 0 31 51 45 0 0 0 0 34 75 16 487 05:45 PM 0 0 1 0 16 53 27 0 0 0 0 7 81 36 0 0 1 0 33 50 31 0 0 1 0 26 68 16 4" 06:00 PM 0 0 0 0 11 51 19 1 0 0 0 9 57 31 0 0 0 0 34 59 20 0 0 4 0 17 84 18 410 PEAK HOUR TOTALS 4 0 16 0 63 1 294 108 7 0 14 0 1 67 1 316 157 1 0 1 9 0 161 233 155 0 1 0 10 1 154 1 356 120 INTERSECTION ALL MOVEMENTS 465 540 549 631 2185 %HV 3.4% 2.6% 1.6% 1.6% 2.2% PEAK HOUR FACTOR 0.92 0.94 0.93 0.82 0.95 HV=Heavy Vehicle PHF=Peak Hour Factor 4:00 PM-6:00 PM PEAK HOUR: 4:00 PM-5:00 PM ROLLING HOUR COUNT FROM NORTH ON(Southbound) FROM SOUTH ON(Northbound) FROM EAST ON(Westbound) FROM WEST ON(Eastbound) SR-9 SR-9 204th Street NE 204th Street NE INTERVAL TOTALS TIME INTERVAL Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HVMU-TurnjLeft Thru Ri ht 4:00 PM-5:00 PM 4 0 16 0 63 294 108 7 0 14 0 67 316 157 1 0 9 0 161 233 155 0 0 10 356 120 2185 4:15 PM-5:15 PM 1 0 12 0 65 283 96 6 0 7 0 72 306 153 0 0 7 0 153 229 138 0 0 8 352 131 2117 4:30 PM-5:30 PM 1 0 12 0 62 273 86 7 0 5 0 74 310 146 0 0 8 0 141 217 142 0 0 7 351 118 2060 4:45 PM-5:45 PM 1 0 9 0 54 270 90 7 0 4 0 59 316 152 0 0 6 0 140 2 33 137 0 0 2 308 96 1948 5:00 PM-6:00 PM 0 0 6 0 54 245 87 2 0 0 0 51 293 136 0 0 3 0 131 220 118 0 0 6 324 84 1847 4:00 PM-6:00 PM Total: 4 0 22 0 117 539 195 1 9 0 14 0 118 609 293 1 0 12 0 292 453 273 0 1 0 16 1 258 680 204 4032 SR-9 @ 172nd Street NE Arlington, WA Ie Peds Crossing North Leg= 0 Bicycles = 0 Count Period Heavy Vehicles= 11 Date LL' SB Total= 512 Tue 11/12/2024 4:00 PM-6:00 PM Right Thru Left U-Turn 111 371 30 0 499 172nd Street NE 172nd Street NE 18 � u � N 0 360 Intersection 41111111111111111 62 0 �� o n R t d u Peak Hour 4:00 PM-5:00 PM 1s m > u d 'm m v w o, o Volume 1654 1 c .N o n � •o 0 u d 95 mt PHF 0.97 N U V y V N 0 N d cTi > F- 93 HV 3.1% 130 a m m w = 278 l � 1 Approach PHF HV sss o 1s7 ass s NB Approach 0.92 4.8 SB Approach 0.90 2.1% NB Total= 579 N EB Approach 0.89 2.4% Heavy Vehicles= 28 WB Approach 0.84 1.0% Bicycles= 0 Intersection 0.97 3.1% Peds Crossing South Leg= 0 PHF=Peak Hour Factor HV=Heavy Vehicles TURNING MOVEMENTS DIAGRAM PEAK HOUR SUMMARY TTRA FFIC DATA GATHERING TTRAFF/C OATA GATHER/NG INTERSECTION TURNING MOVEMENTS REDUCTION SHEET LOCATION: SR-9 A 172nd Street NE DATE OF COUNT: Tue.11/12/2024 COUNTED BY: TDG Arlington,WA START OF COUNT: 4:00 PM DATE OF REDUCTION: 11/14/2024 TIME OF COUNT: 4:00 PM-6:00 PM DURATION OF COUNT Hrs: 2 TIME FROM NORTH ON(Southbound) FROM SOUTH ON(Northbound) FROM EAST ON(Westbound) FROM WEST ON(Eastbound) INTERVAL SR-9 SR-9 172nd Street NE 172nd Street NE INTERVAL ENDING TOTALS AT Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Ri ht Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Ri ht 04:15 PM 0 0 5 0 6 92 30 0 0 7 0 45 95 3 0 0 1 1 4 20 4 0 0 7 0 23 25 76 424 04:30 PM 0 0 1 0 7 113 22 0 0 6 0 53 103 2 0 0 0 0 4 13 4 0 0 1 0 17 23 67 428 04:45 PM 0 0 3 0 4 84 31 0 0 8 0 39 91 1 0 1 0 0 7 16 1 0 0 2 0 29 21 81 405 05:00 PM 0 0 2 0 13 82 28 0 0 7 0 50 97 0 0 0 0 0 1 13 9 0 0 1 0 26 24 54 397 05:15 PM 0 1 1 0 3 76 35 0 0 9 0 44 95 1 0 0 0 0 0 4 8 0 0 3 0 28 26 78 398 05:30 PM 0 0 2 0 5 93 21 0 0 2 0 51 83 5 0 0 0 0 2 12 0 0 0 1 0 29 29 61 391 05:45 PM 0 0 2 0 4 69 26 0 0 1 0 39 80 2 0 0 2 0 0 9 8 0 0 1 0 40 28 34 339 06:00 PM 0 0 0 1 6 48 23 0 0 3 0 45 1 76 4 0 0 0 0 0 13 6 0 0 2 0 29 20 41 312 PEAK HOUR TOTALS 0 0 11 0 30 371 111 0 0 28 0 187 386 6 0 1 1 1 1 16 62 18 0 1 0 11 0 95 93 278 INTERSECTION ALL MOVEMENTS 512 579 97 466 1654 %HV 2.1% 4.8% 1.0% 2.4% 3.1% PEAK HOUR FACTOR 0.90 0.92 0.84 0.89 0.97 HV=Heavy Vehicle PHF=Peak Hour Factor 4:00 PM-6:00 PM PEAK HOUR: 4:00 PM-5:00 PM ROLLING HOUR COUNT FROM NORTH ON(Southbound) FROM SOUTH ON(Northbound) FROM EAST ON(Westbound) FROM WEST ON(Eastbound) SR-9 SR-9 172nd Street NE 172nd Street NE INTERVAL TOTALS TIME INTERVAL Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right Peds BicycleT222 Peds Bic cle HVMU-Turn Thru Ri ht 4:00 PM-5:00 PM 0 0 11 0 30 371 111 0 0 28 0 187 386 6 0 0 0 11 93 278 1654 4:15 PM-5:15 PM 0 1 7 0 27 355 116 0 0 30 0 186 386 4 0 0 0 7 94 280 1628 4:30 PM-5:30 PM 0 1 8 0 25 335 115 0 0 26 0 184 366 7 0 0 0 7 100 274 1591 4:45 PM-5:45 PM 0 1 7 0 25 320 110 0 0 19 0 184 355 8 0 0 0 6 107 227 1525 5:00 PM-6:00 PM 0 1 5 1 18 286 105 0 0 15 0 179 334 12 0 0 0 7 103 214 1440 4:00 PM-6:00 PM Total: 0 1 16 1 48 657 216 1 0 0 43 0 366 720 18 0 1 3 1 18 100 40 1 0 1 0 18 0 221 196 492 3094 Appendix B: LOS Definitions Highway Capacity Manual 7th Edition Signalized intersection level of service (LOS) is defined in terms of a weighted average control delay for the entire intersection. Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic signal control as well as provides a surrogate measure for driver discomfort and fuel consumption. Signalized intersection LOS is stated in terms of average control delay per vehicle (in seconds) during a specified time period (e.g., weekday PM peak hour). Control delay is a complex measure based on many variables, including signal phasing and coordination (i.e., progression of movements through the intersection and along the corridor), signal cycle length, and traffic volumes with respect to intersection capacity and resulting queues. Table 1 summarizes the LOS criteria for signalized intersections, as described in the Highway Capacity Manual 7th Edition (Transportation Research Board, 2022). Table 1. Level of Service Criteria for Signalized Intersections Average Control Delay Level of Service (seconds/vehicle) General Description A <10 Free Flow B >10—20 Stable Flow(slight delays) C >20—35 Stable flow(acceptable delays) D >35—55 Approaching unstable flow(tolerable delay,occasionally wait through more than one signal cycle before proceeding) E >55—80 Unstable flow(intolerable delay) F' >80 Forced flow(congested and queues fail to clear) Source:Highway Capacity Manual 7th Edition,Transportation Research Board,2022,respectively. 1. If the volume-to-capacity(v/c)ratio for a lane group exceeds 1.0 LOS F is assigned to the individual lane group.LOS for overall approach or intersection is determined solely by the control delay. Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-way stop and two-way stop controlled. All-way stop controlled intersection LOS is expressed in terms of the weighted average control delay of the overall intersection or by approach. Two-way stop-controlled intersection LOS is defined in terms of the average control delay for each minor-street movement(or shared movement) as well as major-street left-turns. This approach is because major-street through vehicles are assumed to experience zero delay, a weighted average of all movements results in very low overall average delay, and this calculated low delay could mask deficiencies of minor movements. Table 2 shows LOS criteria for unsignalized intersections. Table 2. Level of Service Criteria for Unsignalized Intersections Level of Service Average Control Delay(seconds/vehicle) A 0-10 B >10—15 C >15-25 D >25—35 E >35—50 F' >50 Source:Highway Capacity Manual 7th Edition,Transportation Research Board,2022,respectively. 1. If the volume-to-capacity(v/c)ratio exceeds 1.0,LOS F is assigned an individual lane group for all unsignalized intersections,or minor street approach at two-way stop-controlled intersections.Overall intersection LOS is determined solely by control delay. Appendix C: LOS Worksheets HCM 7th Signalized Intersection Summary Lindsay Sub Area 1: SR 9 & 204th St NE Existing Weekday PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t r 1 t r Traffic Volume(veh/h) 155 355 120 160 235 155 65 315 155 65 295 110 Future Volume(veh/h) 155 366 120 160 235 155 65 315 155 65 295 110 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 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 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.99 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1870 1870 1870 1870 1870 1870 1856 1856 1856 1856 1856 1856 Adj Flow Rate,veh/h 163 385 126 168 247 163 68 332 163 68 311 116 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh,% 2 2 2 2 2 2 3 3 3 3 3 3 Cap,veh/h 204 469 392 209 483 403 88 408 200 88 647 544 Arrive On Green 0.11 0.25 0.25 0.12 0.26 0.26 0.05 0.35 0.35 0.05 0.35 0.35 Sat Flow,veh/h 1781 1870 1563 1781 1870 1560 1767 1170 574 1767 1856 1561 Grp Volume(v),veh/h 163 385 126 168 247 163 68 0 495 68 311 116 Grp Sat Flow(s),veh/h/In 1781 1870 1563 1781 1870 1560 1767 0 1744 1767 1856 1561 Q Serve(g_s),s 7.6 16.6 5.6 7.9 9.7 7.4 3.3 0.0 22.1 3.3 11.2 4.5 Cycle Q Clear(g_c),s 7.6 16.6 5.6 7.9 9.7 7.4 3.3 0.0 22.1 3.3 11.2 4.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.33 1.00 1.00 Lane Grp Cap(c),veh/h 204 469 392 209 483 403 88 0 608 88 647 544 V/C Ratio(X) 0.80 0.82 0.32 0.80 0.51 0.40 0.77 0.00 0.81 0.77 0.48 0.21 Avail Cap(c_a),veh/h 539 566 473 530 548 457 320 0 1200 320 1276 1074 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 37.0 30.3 26.2 36.8 27.1 26.3 40.2 0.0 25.4 40.2 21.8 19.6 Incr Delay(d2),s/veh 7.0 8.5 0.6 7.0 1.0 0.8 13.1 0.0 3.8 13.1 0.8 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 3.7 8.3 2.1 3.8 4.3 2.8 1.7 0.0 9.4 1.7 4.9 1.6 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 44.0 38.7 26.7 43.8 28.2 27.1 53.3 0.0 29.2 53.3 22.6 19.9 LnGrp LOS D D C D C C D C D C B Approach Vol,veh/h 674 578 563 495 Approach Delay,s/veh 37.8 32.4 32.1 26.2 Approach LOS D C C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 8.8 35.9 14.6 26.4 8.8 35.9 13.9 27.0 Change Period(Y+Rc),s 4.5 6.1 4.5 *4.9 4.5 6.1 4.1 4.9 Max Green Setting(Gmax),s 15.5 58.9 25.5 *26 15.5 58.9 25.9 25.1 Max Q Clear Time(g_c+I1),s 5.3 24.1 9.9 18.6 5.3 13.2 9.6 11.7 Green Ext Time(p-c),s 0.1 5.4 0.4 1.9 0.1 3.7 0.4 2.0 Intersection Summary HCM 7th Control Delay,s/veh 32.6 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. *HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. Transpo Group Synchro 12 Report HCM 7th Signalized Intersection Summary Lindsay Sub Area 2: 67th Ave NE & SR 531 (172nd St NE) I Existing Weekday PM Peak Hour --* --0- , 4\ t # 41 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T+ 1� 1: Traffic Volume(veh/h) 260 480 55 65 305 45 45 200 95 80 210 155 Future Volume(veh/h) 271 480 55 65 305 51 45 200 95 84 210 155 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 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 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 Adj Sat Flow,veh/h/In 1870 1870 1870 1811 1811 1811 1885 1885 1885 1856 1856 1856 Adj Flow Rate,veh/h 285 505 58 68 321 54 47 211 100 88 221 163 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh,% 2 2 2 6 6 6 1 1 1 3 3 3 Cap,veh/h 626 1129 957 472 829 140 98 239 113 165 217 160 Arrive On Green 0.08 0.60 0.60 0.03 0.55 0.55 0.03 0.20 0.20 0.05 0.22 0.22 Sat Flow,veh/h 1781 1870 1585 1725 1511 254 1795 1208 572 1767 991 731 Grp Volume(v),veh/h 285 505 58 68 0 375 47 0 311 88 0 384 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1725 0 1765 1795 0 1780 1767 0 1722 Q Serve(g_s),s 10.8 23.4 2.4 2.8 0.0 19.5 3.3 0.0 27.2 6.2 0.0 35.1 Cycle Q Clear(g_c),s 10.8 23.4 2.4 2.8 0.0 19.5 3.3 0.0 27.2 6.2 0.0 35.1 Prop In Lane 1.00 1.00 1.00 0.14 1.00 0.32 1.00 0.42 Lane Grp Cap(c),veh/h 626 1129 957 472 0 969 98 0 352 165 0 378 V/C Ratio(X) 0.46 0.45 0.06 0.14 0.00 0.39 0.48 0.00 0.88 0.53 0.00 1.02 Avail Cap(c_a),veh/h 815 1129 957 749 0 969 275 0 391 301 0 378 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 13.9 17.2 13.0 15.5 0.0 20.7 52.2 0.0 62.4 49.4 0.0 62.5 Incr Delay(d2),s/veh 0.5 1.3 0.1 0.1 0.0 1.2 3.6 0.0 20.2 2.7 0.0 50.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/lr4.4 10.6 0.9 1.1 0.0 8.5 1.6 0.0 14.3 2.9 0.0 20.7 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 14.5 18.5 13.2 15.7 0.0 21.8 55.8 0.0 82.7 52.1 0.0 113.0 LnGrp LOS B B B B C E F D F Approach Vol,veh/h 848 443 358 472 Approach Delay,s/veh 16.8 20.9 79.1 101.6 Approach LOS B C E F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s9.3 101.5 9.2 40.0 18.1 92.7 12.7 36.5 Change Period(Y+Rc),s 4.5 4.9 4.5 4.9 4.5 4.9 4.5 4.9 Max Green Setting(Gmaaq,.5 55.1 20.5 35.1 30.5 55.1 20.5 35.1 Max Q Clear Time(g_c+I14,8; 25.4 5.3 37.1 12.8 21.5 8.2 29.2 Green Ext Time(p-c),s 0.1 5.5 0.1 0.0 0.8 3.7 0.1 1.2 Intersection Summary HCM 7th Control Delay,s/veh 47.0 HCM 7th LOS D Transpo Group Synchro 12 Report MOVEMENT SUMMARY V Site: 3 [3. SR 9/SR 531 (Site Folder: Existing 2024)] Output produced by SIDRA INTERSECTION Version:9.1.3.210 Existing(2024)PM Peak Hour Site Category: (None) Roundabout Vehicle Movement Performance Mov Turn .v Demand'I Arrival Deg. Aver. Levelof 95%Back Of Prop. ID Class Flows Flows Satn Delay Service Queue Que Stop No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles South:SR 9 OF 3 L2 All MCs 191 5.0 191 5.0 0.189 11.0 LOS B 0.9 22.4 0.38 0.64 0.38 32.1 8 T1 All MCs 397 5.0 397 5.0 0.319 5.0 LOS A 1.7 44.6 0.40 0.46 0.40 35.1 18 R2 All MCs 5 5.0 5 5.0 0.319 5.0 LOS A 1.7 44.6 0.40 0.46 0.40 34.8 Approach 593 5.0 593 5.0 0.319 6.9 LOS A 1.7 44.6 0.39 0.52 0.39 34.1 Est: 172nd St NEME I 1u U All MCs 1 1.0 1 1.0 0.107 14.2 LOS B 0.4 10.2 0.49 0.61 0.49 33.9 1 L2 All MCs 15 1.0 15 1.0 0.107 11.7 LOS B 0.4 10.2 0.49 0.61 0.49 33.9 6 T1 All MCs 62 1.0 62 1.0 0.107 5.9 LOS A 0.4 10.2 0.49 0.61 0.49 34.6 16 R2 All MCs 21 1.0 21 1.0 0.107 5.7 LOS A 0.4 10.2 0.49 0.61 0.49 34.3 Approach 99 1.0 99 1.0 0.107 6.8 LOS A 0.4 10.2 0.49 0.61 0.49 34.4 North:SR 9 7 L2 All MCs 31 2.0 31 2.0 0.321 10.9 LOS B 1.7 42.6 0.41 0.49 0.41 34.3 4 T1 All MCs 381 2.0 381 2.0 0.321 5.1 LOS A 1.7 42.6 0.41 0.49 0.41 35.0 14 R2 All MCs 113 2.0 113 2.0 0.131 5.6 LOS A 0.5 13.7 0.39 0.55 0.39 35.1 Approach 526 2.0 526 2.0 0.321 5.5 LOS A 1.7 42.6 0.41 0.50 0.41 35.0 West:SR 531 5 L2 All MCs 98 2.0 98 2.0 0.201 11.7 LOS B 1.0 25.1 0.51 0.64 0.51 33.1 2 T1 All MCs 98 2.0 98 2.0 0.201 5.9 LOS A 1.0 25.1 0.51 0.64 0.51 33.8 12 R2 All MCs 289 2.0 289 2.0 0.249 5.7 LOS A 1.3 34.0 0.51 0.58 0.51 34.8 Approach 485 2.0 485 2.0 0.249 7.0 LOS A 1.3 34.0 0.51 0.60 0.51 34.2 All Vehicles 1702 3.0 1702 3.0 0.321 6.5 LOS A 1.7 44.6 0.44 0.54 0.44 34.4 Site Level of Service(LOS)Method: Delay&Degree of Saturation(SIDRA).Site LOS Method is specified in the Parameter Settings dialog(Options 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. Intersection and Approach LOS values are based on average delay for all movements(v/c not used). Roundabout Capacity Model:SIDRA HCM. Delay Model:SIDRA Standard(Control Delay:Geometric Delay is included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:SIDRA Standard(Akgelik M3D). HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 1 Copyright©2000-2023 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation:THE TRANSPO GROUP I Licence:NETWORK/1 PC I Processed:Monday,November 25,2024 1:01:46 PM Project: M:\24\1.24222.00-Lindsay Sub Area\Traffic Analysis\Traffic Operations\Sidra\67th_531 RAB.sip9 HCM 7th TWSC Lindsay Sub Area 4: SR 531 (172nd St NE) & 80th Dr NE Existing Weekday PM Peak Hour Intersection Int Delay,slveh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t T r Traffic Vol,vehlh 60 480 355 10 5 30 Future Vol,veh/h 60 480 355 10 5 30 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 225 - 0 160 Veh in Median Storage,# - 0 0 0 - Grade, % - 0 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles,% 0 0 1 1 0 0 Mvmt Flow 65 516 382 11 5 32 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 392 0 0 1032 387 Stage 1 - - - - 387 - Stage 2 - 645 - Critical Hdwy 4.1 - - 6.4 6.2 Critical Hdwy Stg 1 - 5.4 - Critical Hdwy Stg 2 - - - 5.4 - Follow-up Hdwy 2.2 3.5 3.3 Pot Cap-1 Maneuver 1177 260 665 Stage 1 - 691 - Stage 2 - - 526 - Platoon blocked,% Mov Cap-1 Maneuver 1177 - 246 665 Mov Cap-2 Maneuver - 246 - Stage 1 - 653 Stage 2 526 Approach EB WB SB HCM Control Delay,s/v 0.92 0 12.01 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity(vehlh) 1177 246 665 HCM Lane V/C Ratio 0.055 0.022 0.048 HCM Control Delay(s/veh) 8.2 20 10.7 HCM Lane LOS A C B HCM 95th%tile Q(veh) 0.2 - 0.1 0.2 Transpo Group Synchro 12 Report HCM 7th Signalized Intersection Summary Lindsay Sub Area 1: SR 9 & 204th St NE Future(2029)Without-Project PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t r 1 t r Traffic Volume(veh/h) 180 395 150 195 265 175 95 370 190 75 345 130 Future Volume(veh/h) 180 395 150 195 265 175 95 370 190 75 345 130 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 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 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.99 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1870 1870 1870 1870 1870 1870 1856 1856 1856 1856 1856 1856 Adj Flow Rate,veh/h 189 416 158 205 279 184 100 389 200 79 363 137 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh,% 2 2 2 2 2 2 3 3 3 3 3 3 Cap,veh/h 223 444 371 240 468 390 126 445 229 102 692 582 Arrive On Green 0.13 0.24 0.24 0.13 0.25 0.25 0.07 0.39 0.39 0.06 0.37 0.37 Sat Flow,veh/h 1781 1870 1562 1781 1870 1560 1767 1150 591 1767 1856 1562 Grp Volume(v),veh/h 189 416 158 205 279 184 100 0 589 79 363 137 Grp Sat Flow(s),veh/h/In 1781 1870 1562 1781 1870 1560 1767 0 1742 1767 1856 1562 Q Serve(g_s),s 11.3 23.7 9.3 12.2 14.3 10.9 6.1 0.0 34.1 4.8 16.6 6.6 Cycle Q Clear(g_c),s 11.3 23.7 9.3 12.2 14.3 10.9 6.1 0.0 34.1 4.8 16.6 6.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.34 1.00 1.00 Lane Grp Cap(c),veh/h 223 444 371 240 468 390 126 0 674 102 692 582 V/C Ratio(X) 0.85 0.94 0.43 0.86 0.60 0.47 0.79 0.00 0.87 0.78 0.52 0.24 Avail Cap(c_a),veh/h 424 445 372 418 468 390 252 0 943 252 1005 846 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 46.5 40.7 35.2 46.0 35.9 34.7 49.7 0.0 30.9 50.6 26.6 23.5 Incr Delay(d2),s/veh 8.5 27.6 0.9 8.5 2.3 1.1 10.5 0.0 7.8 11.9 0.9 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 5.5 14.2 3.6 6.0 6.8 4.2 3.0 0.0 15.4 2.5 7.4 2.5 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 55.0 68.3 36.1 54.5 38.2 35.7 60.2 0.0 38.8 62.5 27.5 23.7 LnGrp LOS E E D D D D E D E C C Approach Vol,veh/h 763 668 689 579 Approach Delay,s/veh 58.3 42.5 41.9 31.4 Approach LOS E D D C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 10.8 48.2 19.1 30.7 12.3 46.6 17.7 32.1 Change Period(Y+Rc),s 4.5 6.1 4.5 *4.9 4.5 6.1 4.1 4.9 Max Green Setting(Gmax),s 15.5 58.9 25.5 *26 15.5 58.9 25.9 25.1 Max Q Clear Time(g_c+I1),s 6.8 36.1 14.2 25.7 8.1 18.6 13.3 16.3 Green Ext Time(p-c),s 0.1 6.0 0.4 0.1 0.1 4.4 0.4 1.8 Intersection Summary HCM 7th Control Delay,s/veh 44.4 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. *HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. Transpo Group Synchro 12 Report MOVEMENT SUMMARY 8 Site: 2 [2. SR 531/67th Avenue NE (Site Folder: Baseline 2029)] Output produced by SIDRA INTERSECTION Version:9.1.3.210 Future(2029)Without-Project PM Peak Hour Site Category: (None) Roundabout Vehicle Movement Performance Demand Arrival Deg Aver. Level of 95%Back Of Prop. FlowsID Class Flows - .. No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles South:67th Ave NE 3 L2 All MCs 53 1.0 53 1.0 0.574 13.6 LOS B 3.2 80.6 0.74 0.88 0.91 33.0 8 T1 All MCs 237 1.0 237 1.0 0.574 8.3 LOS A 3.2 80.6 0.74 0.88 0.91 33.7 18 R2 All MCs 132 1.0 132 1.0 0.574 8.4 LOS A 3.2 80.6 0.74 0.88 0.91 33.3 Approach 421 1.0 421 1.0 0.574 9.0 LOS A 3.2 80.6 0.74 0.88 0.91 33.5 East:SR 531 (172nd St NE) 1 L2 All MCs 95 6.0 95 6.0 0.308 13.3 LOS B 1.8 48.2 0.69 0.69 0.69 32.5 6 T1 All MCs 421 6.0 421 6.0 0.308 7.5 LOS A 2.0 53.1 0.69 0.65 0.69 33.7 16 R2 All MCs 68 6.0 68 6.0 0.308 7.0 LOS A 2.0 53.1 0.69 0.63 0.69 33.8 Approach 584 6.0 584 6.0 0.308 8.4 LOS A 2.0 53.1 0.69 0.65 0.69 33.5 North:67th Ave NE 7 L2 All MCs 111 3.0 111 3.0 0.588 12.1 LOS B 3.2 82.4 0.61 0.75 0.71 33.3 4 T1 All MCs 247 3.0 247 3.0 0.588 6.8 LOS A 3.2 82.4 0.61 0.75 0.71 34.0 14 R2 All MCs 184 3.0 184 3.0 0.588 6.9 LOS A 3.2 82.4 0.61 0.75 0.71 33.7 Approach 542 3.0 542 3.0 0.588 7.9 LOS A 3.2 82.4 0.61 0.75 0.71 33.8 West:SR 531 (172nd St NE) 5 L2 All MCs 311 2.0 311 2.0 0.455 12.4 LOS B 3.1 79.5 0.70 0.69 0.70 32.2 2 T1 All MCs 637 2.0 637 2.0 0.455 6.6 LOS A 3.4 85.9 0.68 0.62 0.68 33.8 12 R2 All MCs 63 2.0 63 2.0 0.455 6.3 LOS A 3.4 85.9 0.68 0.60 0.68 33.9 Approach 1011 2.0 1011 2.0 0.455 8.4 LOS A 3.4 85.9 0.69 0.64 0.69 33.3 All Vehicles 2558 3.0 2558 3.0 0.588 8.4 LOS A 3.4 85.9 0.68 0.71 0.73 33.5 Site Level of Service(LOS)Method: Delay&Degree of Saturation(SIDRA).Site LOS Method is specified in the Parameter Settings dialog(Options 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. Intersection and Approach LOS values are based on average delay for all movements(v/c not used). Roundabout Capacity Model:SIDRA HCM. Delay Model:SIDRA Standard (Control Delay:Geometric Delay is included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:SIDRA Standard(Akcelik M3D). HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 i Copyright©2000-2023 Akcelik and Associates Pty Ltd i sidrasolutions.com Organisation:THE TRANSPO GROUP I Licence:NETWORK/1 PC I Processed:Monday,November 25,2024 1:17:24 PM Project: M:\24\1.24222.00-Lindsay Sub Area\Traffic Analysis\Traffic Operations\Sidra\67th_531 RAB.sip9 MOVEMENT SUMMARY V Site: 3 [3. SR 9/SR 531 (Site Folder: Baseline 2029)] Output produced by SIDRA INTERSECTION Version:9.1.3.210 Future (2029)Without-Project PM Peak Hour Site Category: (None) Roundabout Vehicle Movement Performance Mov Turn .v Demand'I Arrival Deg. Aver. Levelof 95%Back Of Prop. ID Class Flows Flows Satn Delay Service Queue Que Stop No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles South:SR 9 3 L2 All MCs 232 5.0 232 5.0 0.273 12.3 LOS B 1.4 36.2 0.56 0.71 0.56 31.7 8 T1 All MCs 438 5.0 438 5.0 0.431 6.2 LOS A 2.7 69.9 0.62 0.58 0.62 34.4 18 R2 All MCs 26 5.0 26 5.0 0.431 6.3 LOS A 2.7 69.9 0.62 0.58 0.62 34.0 Approach 696 5.0 696 5.0 0.431 8.2 LOS A 2.7 69.9 0.60 0.62 0.60 33.4 Est: 172nd St NE 1u U All MCs 1 1.0 1 1.0 0.376 15.1 LOS B 1.8 45.8 0.64 0.70 0.66 33.7 1 L2 All MCs 36 1.0 36 1.0 0.376 12.6 LOS B 1.8 45.8 0.64 0.70 0.66 33.7 6 T1 All MCs 160 1.0 160 1.0 0.376 6.8 LOS A 1.8 45.8 0.64 0.70 0.66 34.3 16 R2 All MCs 119 1.0 119 1.0 0.376 6.6 LOS A 1.8 45.8 0.64 0.70 0.66 34.1 Approach 315 1.0 315 1.0 0.376 7.4 LOS A 1.8 45.8 0.64 0.70 0.66 34.2 North:SR 9 7 L2 All MCs 129 2.0 129 2.0 0.478 11.9 LOS B 3.0 76.7 0.60 0.61 0.60 33.4 4 T1 All MCs 423 2.0 423 2.0 0.478 6.1 LOS A 3.0 76.7 0.60 0.61 0.60 34.0 14 R2 All MCs 144 2.0 144 2.0 0.192 6.7 LOS A 0.9 21.8 0.52 0.62 0.52 34.7 Approach 696 2.0 696 2.0 0.478 7.3 LOS A 3.0 76.7 0.59 0.61 0.59 34.0 West:SR 531 5 L2 All MCs 119 2.0 119 2.0 0.364 12.9 LOS B 2.2 56.4 0.69 0.69 0.69 32.8 2 T1 All MCs 196 2.0 196 2.0 0.364 7.1 LOS A 2.2 56.4 0.69 0.69 0.69 33.4 12 R2 All MCs 330 2.0 330 2.0 0.332 6.7 LOS A 2.1 53.4 0.68 0.65 0.68 34.4 Approach 644 2.0 644 2.0 0.364 8.0 LOS A 2.2 56.4 0.68 0.67 0.68 33.8 All Vehicles 2352 2.8 2352 2.8 0.478 7.8 LOS A 3.0 76.7 0.62 0.64 0.63 33.8 Site Level of Service(LOS)Method: Delay&Degree of Saturation(SIDRA).Site LOS Method is specified in the Parameter Settings dialog(Options 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. Intersection and Approach LOS values are based on average delay for all movements(v/c not used). Roundabout Capacity Model:SIDRA HCM. Delay Model:SIDRA Standard(Control Delay:Geometric Delay is included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:SIDRA Standard(Akgelik M3D). HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 1 Copyright©2000-2023 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation:THE TRANSPO GROUP I Licence:NETWORK/1 PC I Processed:Monday,November 25,2024 1:17:25 PM Project: M:\24\1.24222.00-Lindsay Sub Area\Traffic Analysis\Traffic Operations\Sidra\67th_531 RAB.sip9 HCM 7th TWSC Lindsay Sub Area 4: SR 531 (172nd St NE) & 80th Dr NE Future(2029)Without-Project PM Peak Hour Intersection Int Delay,slveh 0.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t T r Traffic Vol,vehlh 65 650 500 10 5 35 Future Vol,veh/h 65 650 500 10 5 35 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 225 - 0 160 Veh in Median Storage,# - 0 0 0 - Grade, % - 0 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles,% 0 0 1 1 0 0 Mvmt Flow 70 699 538 11 5 38 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 548 0 0 1382 543 Stage 1 - - - - 543 - Stage 2 - 839 - Critical Hdwy 4.1 - - 6.4 6.2 Critical Hdwy Stg 1 - 5.4 - Critical Hdwy Stg 2 - - - 5.4 - Follow-up Hdwy 2.2 3.5 3.3 Pot Cap-1 Maneuver 1031 160 544 Stage 1 - 586 - Stage 2 - - 428 - Platoon blocked,% Mov Cap-1 Maneuver 1031 - 149 544 Mov Cap-2 Maneuver - 149 - Stage 1 - 547 Stage 2 428 Approach EB WB SB HCM Control Delay,s/v 0.79 0 14.35 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity(veh/h) 1031 149 544 HCM Lane V/C Ratio 0.068 0.036 0.069 HCM Control Delay(s/veh) 8.7 30 12.1 HCM Lane LOS A D B HCM 95th%tile Q(veh) 0.2 - 0.1 0.2 Transpo Group Synchro 12 Report HCM 7th Signalized Intersection Summary Lindsay Sub Area 1: SR 9 & 204th St NE Future(2029)With-Project PM Peak Hour 4\ t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t r 1 t r Traffic Volume(veh/h) 180 395 158 203 265 175 100 378 195 75 359 130 Future Volume(veh/h) 180 395 158 203 265 175 100 378 195 75 359 130 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 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 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.99 1.00 0.99 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1870 1870 1870 1870 1870 1870 1856 1856 1856 1856 1856 1856 Adj Flow Rate,veh/h 189 416 166 214 279 184 105 398 205 79 378 137 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh,% 2 2 2 2 2 2 3 3 3 3 3 3 Cap,veh/h 223 434 362 248 467 389 132 451 233 101 697 587 Arrive On Green 0.12 0.23 0.23 0.14 0.25 0.25 0.07 0.39 0.39 0.06 0.38 0.38 Sat Flow,veh/h 1781 1870 1561 1781 1870 1560 1767 1150 592 1767 1856 1562 Grp Volume(v),veh/h 189 416 166 214 279 184 105 0 603 79 378 137 Grp Sat Flow(s),veh/h/In 1781 1870 1561 1781 1870 1560 1767 0 1742 1767 1856 1562 Q Serve(g_s),s 11.6 24.6 10.2 13.1 14.7 11.2 6.5 0.0 35.9 4.9 17.8 6.7 Cycle Q Clear(g_c),s 11.6 24.6 10.2 13.1 14.7 11.2 6.5 0.0 35.9 4.9 17.8 6.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.34 1.00 1.00 Lane Grp Cap(c),veh/h 223 434 362 248 467 389 132 0 684 101 697 587 V/C Ratio(X) 0.85 0.96 0.46 0.86 0.60 0.47 0.80 0.00 0.88 0.78 0.54 0.23 Avail Cap(c_a),veh/h 413 434 362 407 467 389 245 0 918 245 978 823 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 47.9 42.4 36.9 47.1 37.0 35.7 50.9 0.0 31.5 52.0 27.3 23.9 Incr Delay(d2),s/veh 8.7 32.9 1.1 10.2 2.3 1.1 10.5 0.0 8.8 12.0 0.9 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 5.7 15.2 4.0 6.5 7.0 4.4 3.3 0.0 16.4 2.5 8.0 2.5 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 56.6 75.3 38.0 57.2 39.3 36.8 61.3 0.0 40.3 64.0 28.3 24.2 LnGrp LOS E E D E D D E D E C C Approach Vol,veh/h 771 677 708 594 Approach Delay,s/veh 62.7 44.3 43.5 32.1 Approach LOS E D D C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 10.9 50.0 20.0 30.8 12.8 48.1 18.1 32.8 Change Period(Y+Rc),s 4.5 6.1 4.5 *4.9 4.5 6.1 4.1 4.9 Max Green Setting(Gmax),s 15.5 58.9 25.5 *26 15.5 58.9 25.9 25.1 Max Q Clear Time(g_c+I1),s 6.9 37.9 15.1 26.6 8.5 19.8 13.6 16.7 Green Ext Time(p-c),s 0.1 5.9 0.4 0.0 0.1 4.6 0.4 1.8 Intersection Summary HCM 7th Control Delay,s/veh 46.6 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. *HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. Transpo Group Synchro 12 Report MOVEMENT SUMMARY 8 Site: 2 [2. 172nd Street NE/67th Avenue NE (Site Folder: WP 2029)] Output produced by SIDRA INTERSECTION Version:9.1.3.210 Future(2029)With-Project PM Peak Hour Site Category: (None) Roundabout Vehicle Movement Performance Demand Arrival Deg Aver. Level of 95%Back Of Prop. FlowsID Class Flows - .. No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles South:67th Ave NE 3 L2 All MCs 53 1.0 53 1.0 0.586 13.7 LOS B 3.3 83.4 0.75 0.89 0.93 33.0 8 T1 All MCs 237 1.0 237 1.0 0.586 8.5 LOS A 3.3 83.4 0.75 0.89 0.93 33.6 18 R2 All MCs 136 1.0 136 1.0 0.586 8.6 LOS A 3.3 83.4 0.75 0.89 0.93 33.3 Approach 425 1.0 425 1.0 0.586 9.2 LOS A 3.3 83.4 0.75 0.89 0.93 33.4 East:SR 531 (172nd St NE) 1 L2 All MCs 97 6.0 97 6.0 0.313 13.4 LOS B 1.9 49.3 0.70 0.69 0.70 32.5 6 T1 All MCs 428 6.0 428 6.0 0.313 7.5 LOS A 2.1 54.3 0.69 0.65 0.69 33.7 16 R2 All MCs 69 6.0 69 6.0 0.313 7.1 LOS A 2.1 54.3 0.69 0.63 0.69 33.8 Approach 595 6.0 595 6.0 0.313 8.4 LOS A 2.1 54.3 0.69 0.66 0.69 33.5 North:67th Ave NE 7 L2 All MCs 112 3.0 112 3.0 0.592 12.2 LOS B 3.3 83.8 0.62 0.75 0.72 33.3 4 T1 All MCs 247 3.0 247 3.0 0.592 6.9 LOS A 3.3 83.8 0.62 0.75 0.72 34.0 14 R2 All MCs 184 3.0 184 3.0 0.592 7.0 LOS A 3.3 83.8 0.62 0.75 0.72 33.6 Approach 543 3.0 543 3.0 0.592 8.0 LOS A 3.3 83.8 0.62 0.75 0.72 33.7 West:SR 531 (172nd St NE) 5 L2 All MCs 311 2.0 311 2.0 0.462 12.5 LOS B 3.2 81.5 0.70 0.69 0.70 32.2 2 T1 All MCs 649 2.0 649 2.0 0.462 6.6 LOS A 3.5 87.9 0.69 0.63 0.69 33.8 12 R2 All MCs 63 2.0 63 2.0 0.462 6.4 LOS A 3.5 87.9 0.69 0.61 0.69 33.8 Approach 1023 2.0 1023 2.0 0.462 8.4 LOS A 3.5 87.9 0.69 0.65 0.69 33.3 All Vehicles 2586 3.0 2586 3.0 0.592 8.4 LOS A 3.5 87.9 0.69 0.71 0.74 33.5 Site Level of Service(LOS)Method: Delay&Degree of Saturation(SIDRA).Site LOS Method is specified in the Parameter Settings dialog(Options 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. Intersection and Approach LOS values are based on average delay for all movements(v/c not used). Roundabout Capacity Model:SIDRA HCM. Delay Model:SIDRA Standard (Control Delay:Geometric Delay is included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:SIDRA Standard(Akcelik M3D). HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 i Copyright©2000-2023 Akcelik and Associates Pty Ltd i sidrasolutions.com Organisation:THE TRANSPO GROUP I Licence:NETWORK/1 PC I Processed:Friday,December 6,2024 4:15:22 PM Project: M:\24\1.24222.00-Lindsay Sub Area\Traffic Analysis\Traffic Operations\Sidra\67th_531 RAB.sip9 MOVEMENT SUMMARY V Site: 3 [3. SR 9/SR 531 (Site Folder: WP 2029)] Output produced by SIDRA INTERSECTION Version:9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Mov Turn .v Demand'I Arrival Deg. Aver. Level of 95%Back Of Prop. ID Class Flows Flows Satn Delay Service Queue Que Stop No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles South:SR 9 3 L2 All MCs 270 5.0 270 5.0 0.335 8.3 LOS A 1.4 36.4 0.57 0.46 0.57 29.5 8 T1 All MCs 438 5.0 438 5.0 0.535 11.4 LOS B 3.8 97.8 0.67 0.64 0.97 30.9 18 R2 All MCs 26 5.0 26 5.0 0.535 11.4 LOS B 3.8 97.8 0.67 0.64 0.97 30.7 Approach 734 5.0 734 5.0 0.535 10.3 LOS B 3.8 97.8 0.63 0.57 0.82 30.4 Est: 172nd St NE 1u U All MCs 1 1.0 1 1.0 0.494 13.2 LOS B 2.6 66.3 0.72 0.79 1.05 29.5 1 L2 All MCs 36 1.0 36 1.0 0.494 13.2 LOS B 2.6 66.3 0.72 0.79 1.05 29.5 6 T1 All MCs 165 1.0 165 1.0 0.494 13.2 LOS B 2.6 66.3 0.72 0.79 1.05 30.0 16 R2 All MCs 119 1.0 119 1.0 0.494 13.2 LOS B 2.6 66.3 0.72 0.79 1.05 29.8 Approach 321 1.0 321 1.0 0.494 13.2 LOS B 2.6 66.3 0.72 0.79 1.05 29.9 North:SR 9 1 FINE 7 L2 All MCs 129 2.0 129 2.0 0.608 12.8 LOS B 5.4 138.2 0.72 0.73 1.16 29.4 4 T1 All MCs 423 2.0 423 2.0 0.608 12.8 LOS B 5.4 138.2 0.72 0.73 1.16 29.9 14 R2 All MCs 186 2.0 186 2.0 0.222 6.6 LOS A 0.9 22.4 0.53 0.42 0.53 32.7 Approach 737 2.0 737 2.0 0.608 11.3 LOS B 5.4 138.2 0.67 0.66 1.00 30.5 West:SR 531 5 L2 All MCs 143 2.0 143 2.0 0.455 10.9 LOS B 2.6 64.9 0.67 0.65 0.88 29.8 2 T1 All MCs 199 2.0 199 2.0 0.455 10.9 LOS B 2.6 64.9 0.67 0.65 0.88 30.3 12 R2 All MCs 352 2.0 352 2.0 0.428 9.7 LOS A 2.2 57.1 0.64 0.59 0.80 31.3 Approach 694 2.0 694 2.0 0.455 10.3 LOS B 2.6 64.9 0.66 0.62 0.84 30.7 All Vehicles 2486 2.8 2486 2.8 0.608 10.9 LOS B 5.4 138.2 0.66 0.64 0.91 30.4 Site Level of Service(LOS)Method: Delay&v/c(HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options 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. Delay Model:HCM Delay Formula(Stopline Delay:Geometric Delay is not included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 1 Copyright©2000-2023 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation:THE TRANSPO GROUP I Licence:NETWORK/1 PC I Processed:Friday,December 6,2024 3:33:55 PM Project: M:\24\1.24222.00-Lindsay Sub Area\Traffic Analysis\Traffic Operations\Sidra\67th_531 RAB.sip9 MOVEMENT SUMMARY Site: 4 [4. SR 531/80th Dr NE (Site Folder: WP 2029)] Output produced by SIDRA INTERSECTION Version:9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Mov Turn .v Demand'I Arrival Deg. Aver. Levelof 95%Back Of Prop. ID Class Flows Flows Satn Delay Service Queue Que Stop No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles South: Project Driveway 3 L2 All MCs 2 0.0 2 0.0 0.064 14.0 LOS B 0.4 9.0 0.72 0.73 0.72 32.9 8 T1 All MCs 1 0.0 1 0.0 0.064 9.1 LOS A 0.4 9.0 0.72 0.73 0.72 33.5 18 R2 All MCs 37 0.0 37 0.0 0.064 9.0 LOS A 0.4 9.0 0.72 0.73 0.72 33.2 Approach 40 0.0 40 0.0 0.064 9.3 LOS A 0.4 9.0 0.72 0.73 0.72 33.2 East:SR 531 (172nd St N 1 L2 All MCs 64 1.0 64 1.0 0.550 9.9 LOS A 4.5 113.9 0.37 0.46 0.37 34.2 6 T1 All MCs 568 1.0 568 1.0 0.550 5.0 LOS A 4.5 113.9 0.37 0.46 0.37 34.9 16 R2 All MCs 11 1.0 11 1.0 0.550 4.9 LOS A 4.5 113.9 0.37 0.46 0.37 34.5 Approach 643 1.0 643 1.0 0.550 5.5 LOS A 4.5 113.9 0.37 0.46 0.37 34.8 North:80th Dr NE 7 L2 All MCs 5 0.0 5 0.0 0.060 12.6 LOS B 0.3 7.6 0.62 0.68 0.62 33.4 4 T1 All MCs 1 0.0 1 0.0 0.060 7.7 LOS A 0.3 7.6 0.62 0.68 0.62 34.1 14 R2 All MCs 38 0.0 38 0.0 0.060 7.6 LOS A 0.3 7.6 0.62 0.68 0.62 33.8 Approach 45 0.0 45 0.0 0.060 8.2 LOS A 0.3 7.6 0.62 0.68 0.62 33.7 West:SR 531 (172nd St NE) 5 L2 All MCs 71 0.0 71 0.0 0.678 10.1 LOS B 7.0 174.8 0.45 0.46 0.45 34.0 2 T1 All MCs 728 0.0 728 0.0 0.678 5.2 LOS A 7.0 174.8 0.45 0.46 0.45 34.7 12 R2 All MCs 4 0.0 4 0.0 0.678 5.1 LOS A 7.0 174.8 0.45 0.46 0.45 34.4 Approach 803 0.0 803 0.0 0.678 5.6 LOS A 7.0 174.8 0.45 0.46 0.45 34.6 All Vehicles 1532 0.4 1532 0.4 0.678 5.8 LOS A 7.0 174.8 0.42 0.47 0.42 34.6 Site Level of Service(LOS)Method: Delay&Degree of Saturation(SIDRA).Site LOS Method is specified in the Parameter Settings dialog(Options 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. Intersection and Approach LOS values are based on average delay for all movements(v/c not used). Roundabout Capacity Model:SIDRA HCM. Delay Model:SIDRA Standard(Control Delay:Geometric Delay is included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:SIDRA Standard(Akgelik M3D). HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 i Copyright©2000-2023 Akcelik and Associates Pty Ltd i sidrasolutions.com Organisation:THE TRANSPO GROUP I Licence:NETWORK/1 PC I Processed:Friday,December 6,2024 3:27:55 PM Project: M:\24\1.24222.00-Lindsay Sub Area\Traffic Analysis\Traffic Operations\Sidra\67th_531 RAB.sip9 SITE LAYOUT Site: 4 [4. SR 531180th Dr NE (Site Folder: WP 2029)] New Site Site Category: (None) Roundabout Layout pictures are schematic functional drawings reflecting input data.They are not design drawings. w z 0 0 0 m JN T SR 531 (172nd St NE) 70 70®4 70 ~� 70 SR 531 (172nd St NE) W Y A 3 0 L �o G d SIDRA INTERSECTION 9.1 Copyright©2000-2023 Akcelik and Associates Pty Ltd sidrasolutions.com Organisation:THE TRANSPO GROUP I Licence:NETWORK/1 PC I Created:Friday,December 6,2024 3:27:40 PM Project: M:\24\1.24222.00-Lindsay Sub Area\Traffic Analysis\Traffic Operations\Sidra\67th_531 RAB.sip9 HCM 7th TWSC Lindsay Sub Area 5: West Access (79th Ave NE) & SR 531 (172nd St NE) Future(2029)With-Project PM Peak Hour Intersection Int Delay,slveh 0.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Traffic Vol,vehlh 734 4 23 537 11 5 Future Vol,veh/h 734 4 23 537 11 5 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None None Storage Length 50 - 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 798 4 25 584 12 5 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 802 0 1434 800 Stage 1 - - - - 800 - Stage 2 - 634 - Critical Hdwy - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - - - 5.42 - Follow-up Hdwy - 2.218 3.518 3.318 Pot Cap-1 Maneuver 821 148 385 Stage 1 - 442 - Stage 2 - 529 - Platoon blocked,% Mov Cap-1 Maneuver 821 143 385 Mov Cap-2 Maneuver - 281 - Stage 1 - 442 Stage 2 513 Approach EB WB NB HCM Control Delay,s/v 0 0.39 17.42 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity(veh/h) 307 821 HCM Lane V/C Ratio 0.057 0.03 HCM Control Delay(s/veh) 17.4 9.5 HCM Lane LOS C A HCM 95th%tile Q(veh) 0.2 0.1 Transpo Group Synchro 12 Report HCM 7th TWSC Lindsay Sub Area 6: East Access & SR 531 (172nd St NE) Future(2029)With-Project PM Peak Hour Intersection Int Delay,slveh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� t r Traffic Vol,vehlh 699 15 0 597 0 9 Future Vol,veh/h 699 15 0 597 0 9 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None None Storage Length - 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 760 16 0 649 0 10 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 768 Stage 1 - - - - - Stage 2 - Critical Hdwy - - 6.22 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - - - Follow-up Hdwy - 3.318 Pot Cap-1 Maneuver 0 0 402 Stage 1 0 0 - Stage 2 0 0 - Platoon blocked,% Mov Cap-1 Maneuver - - 402 Mov Cap-2 Maneuver Stage 1 - - Stage 2 Approach EB WB NB HCM Control Delay,s/v 0 0 14.19 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity(veh/h) 402 HCM Lane V/C Ratio 0.024 HCM Control Delay(s/veh) 14.2 HCM Lane LOS B HCM 95th%tile Q(veh) 0.1 - Transpo Group Synchro 12 Report Appendix D: Detailed Trip Generation 1.24222 Lindsay Sub-Area (MJS Parcels) MJS Investors Parcels Only Gross Trips Land Use Setting Size Units Model Equation Rate Inbound% Inbound Outbound Subtotal Single Family Homes(LU 210) 177 du Daily General Urban/Suburban Equation(log) Ln(T)=0.92 Ln(X)+2.68 - 50% 853 853 1,706 PM Peak Hour General Urban/Suburban Rate 0.94 63% 105 61 166 Notes: 1.Trip rates based on Institute of Transportation Engineers'(ITE) Trip Generation Manual(11th Edition)equation and average trip rates as shown above.