LUDWIG RD. SUBDIVISION PROJECT TRAFFIC IMPACT ANALYSIS

Transcription

1 LUDWIG RD. SUBDIVISION PROJECT TRAFFIC IMPACT ANALYSIS Prepared for Skip Coddington GSC Development, Inc PO Box 1623 Woodinville WA 9872 Prepared by 1141 NE 124 th St., #59 Kirkland, WA August 15, 218

2 August 15, 218 Skip Coddington GSC Development, Inc PO Box 1623 Woodinville WA 9872 Re: Ludwig Rd. Subdivision City of Snohomish Revised Traffic Impact Analysis Dear Mr. Coddington: We are pleased to submit this revised traffic impact analysis (TIA) report for the Ludwig Rd. subdivision project located on the east side of Ludwig Rd., just south of NE 1 th St. in the City of Snohomish. The revised Ludwig Rd. Subdivision project consists of 29 single family residential lots. Access to the site is proposed onto both Ludwig Rd. and the existing Covington Ave. from a new internal plat roadway. There are currently two single family homes on the project site. Both of the existing homes will be removed as part of this development. Only one of the homes has been occupied within the last three years and whose trips will be given credit. Therefore, there are a net total of 28 new lots contained in the Ludwig Rd. Subdivision project. Project Description Figure 1 is a vicinity map showing the location of the Ludwig Rd. Subdivision project in relation to the surrounding street system. Figure 2 shows a preliminary site plan. The total project consists of 29 single family lots with two existing houses to be removed. Since only one of the existing houses has been occupied within the past three years, credit for only one house will be given, so the net new total is 28 single family lots. Access to the site is proposed onto Ludwig Rd. and the new internal plat roads will connect to the existing Covington Avenue. The project will provide frontage improvements to Ludwig Ave. and the internal roadways including curbs, gutters and sidewalks within the limits of the project. The Ludwig Rd. Subdivision project would likely be completed within 2 years. Therefore, future year analysis conditions for this report will reflect 22 conditions. Trip Generation and Distribution Table 1 shows the net new vehicular trips expected to be generated by the Ludwig Rd. Subdivision project during an average weekday and during the AM and PM peak hour. Credit is given for the one occupied house that will be removed on site.

3 Ludwig Rd. Subdivision Traffic Impact Analysis A vehicle trip is defined as a single or one direction vehicle movement with either the origin or destination (exiting or entering) inside the study site. The trip generation is calculated using the average trip rates in the Institute of Transportation Engineers (ITE) Trip Generation, Ninth Edition, for Single Family Homes (ITE Land Use Code 21). These trip generation values account for all site trips made by all vehicles for all purposes, including resident, visitor, and service and delivery vehicle trips. Table 1 shows that the Ludwig Rd. Subdivision will generate a net new total of 28 PM peak hour trips with 17 entering and 11 exiting the site. Figure 3 shows the estimated trip distribution and the calculated site-generated PM peak hour traffic volume assignment for the Ludwig Rd. Subdivision project. The distribution is based on the previous TIA prepared for the Riverview Highlands development located immediately to the south and existing conditions. EXISTING CONDITIONS Ludwig Rd. fronting the project site is two-lane roadway with unpaved shoulders and a posted speed limit of 25 MPH. The asphalt pavement has thickened edges with no shoulders and there are no curbs, gutters or sidewalks. To the south, Ludwig Rd. intersects with Riverview Rd. (2 nd St.) which is a two lane roadway with a posted speed limit of 35 MPH. East of Ludwig Rd., Riverview Rd. intersects with the on and off ramps for SR 9. All of these intersections are stopcontrolled with the stop signs on the ramps and Ludwig Road. Traffic Volumes Figure 4 shows the existing PM peak hour traffic volumes at the following study intersections which were requested by the City of Snohomish: 2 nd St./Ludwig Rd. 2 nd St./SR 9 SB Ramp 2 nd St./SR 9 NB Ramp The City provided 214 counts at the 2 nd St./Ludwig Rd. intersection and TC2 performed turning movement counts at the 2 nd St./SR 9 NB & SB ramp intersections on Thursday, February 1, 218. The 2 nd St./Ludwig Rd. count was increased by 3% per year to approximate existing conditions as suggested by the City. Copies of the counts are attached.

4 Ludwig Rd. Subdivision Traffic Impact Analysis Planned Projects There are two nearby planned project in the City s Six Year Transportation Improvement Program (TIP) 218 to 224: #4 Second Street Corridor Improvements Design work to add Bulbouts, Restrict Parking, Channelization & Signal Coordination along Second Street Between Avenue J and the Pilchuck River Crossing. Scheduled #1 Second Street & Avenue J Intersection Improvements - Channelization on 2nd Street & Avenue J to eliminate NB turning movements from 1st Street. Also, converting small most western section of 1st Street to a one-way eastbound. Scheduled 222. Presumably, the City s traffic impact fee would cover any contributions to these projects. FUTURE CONDITIONS Figure 5 shows the projected 22 PM peak hour traffic volumes at the study intersections without the project. A growth rate of 3% per year was applied to the existing traffic volumes to calculate background growth. This growth rate was suggested by the City and should cover any nearby pipeline projects. Figure 6 shows the projected 22 PM peak hour traffic volumes with the Ludwig Rd. Subdivision project at the study intersections and at the Ludwig Rd. access. These volumes were obtained by adding the project generated traffic volumes from Figure 3 with the future without project traffic volumes from Figure 5. Level of Service The level of service at the study intersections was calculated for existing, future without project and future with project conditions using the traffic volumes from Figures 4, 5 and 6. Level of service (LOS) is a qualitative measure describing operational conditions within a traffic flow, and the perception of these conditions by drivers or passengers. These conditions include factors such as speed, delay, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. Levels of service are given letter designations, from A to F, with LOS A representing the best operating conditions (free flow, little delay) and LOS F the worst (congestion, long delays). Generally, LOS A and B are high, LOS C and D are moderate, and LOS E and F are low. The LOS and corresponding average control delay in seconds are as follows:

5 Ludwig Rd. Subdivision Traffic Impact Analysis TYPE OF INTERSECTION A B C D E F Signalized < 1 > 1 and < 2 > 2 and < 35 > 35 and < 55 > 55 and < 8 > 8 Stop Sign Control < 1 > 1 and < 15 > 15 and < 25 > 25 and < 35 > 35 and < 5 > 5 The LOS were calculated using the procedures in the Transportation Research Board Highway Capacity Manual - 21 Edition. Table 2 shows the results of the PM peak hour LOS analysis for the various scenarios at the study intersections. The 2 nd St./Ludwig Rd. intersection is currently operating at LOS B and will continue to operate at LOS B for future without and with project conditions. The 2 nd St./SR SB ramp currently operates at LOS C and will operate at LOS D for future without and with project conditions. This is within the City standard of LOS E for intersections. The 2 nd St./SR 9 NB ramp is currently operating at LOS C and will continue to operate at LOS C for future without and with project conditions. The addition of the Ludwig Rd. Subdivision project traffic does not significantly affect the operation of the study intersection for future conditions. Traffic Impact Mitigation The City of Snohomish has adopted Ordinance 229 which amends the traffic mitigation fees of Chapter of the Snohomish Municipal Code. The current traffic mitigation fee is $1,63. per net new PM peak hour trip. For the Ludwig Rd. Subdivision, the total traffic impact fee would be $44,884. (28 trips x $1,63.). Summary No other traffic impact fees should be required.. This report analyzed the 2 nd St. intersections with Ludwig Rd. and the SR 9 northbound and southbound ramps for existing, future without and future with the Ludwig Rd. Subdivision project as requested by the City. All of the study intersections are expected to operate at LOS D or better for future conditions which meets the City s standard of LOS E. The Ludwig Rd. Subdivision project is not expected to significantly affect the operation of the study intersections or any other nearby intersections for future conditions. Therefore the Ludwig Rd. Subdivision project should not be required to pay

6 Ludwig Rd. Subdivision Traffic Impact Analysis for roadway mitigation beyond the City s traffic impact fee contribution. The City s traffic impact fee is calculated at $44,884. using the latest impact fee rates. If you have any questions, please call You may also contact me via at larry@nwtraffex.com. Very truly yours, Larry D. Hobbs, P.E. Principal TraffEx

7 TIME PERIOD A. Total Site (29 Lots) TABLE 1 LUDWIG RD. SUBDIVISION PROJECT SNOHOMISH TRIP GENERATION ESTIMATE (28 Net New Lots) AVERAGE TRIP RATE TRIPS ENTERING TRIPS EXITING TOTAL Average Weekday T = 9.52X 138 (5%) 138 (5%) 276 AM Peak Hour T =.75X 6 (25%) 16 (75%) 22 PM Peak Hour T = 1.X 18 (63%) 11 (37%) 29 B. Existing Single Family Home Average Weekday T =9.52X 5 (5%) 5 (5%) 1 AM Peak Hour T =.75X (25%) 1 (75%) 1 PM Peak Hour T = 1.X 1 (63%) (37%) 1 Net New Total (A-B) Average Weekday (5%) 133 (5%) 266 AM Peak Hour -- 6 (25%) 15 (75%) 21 PM Peak Hour (63%) 11 (37%) 28 X = Number of Dwelling Units Based on the Instiute of Transportation Engineers (ITE) Trip Generation, Ninth Edition, 212 for Single Family Homes (ITE Land Use Code 21). A vehicle trip is defined as a single or one direction vehicle movement with either the origin or destination (exiting or entering) inside the proposed development.

8 TABLE 2 LUDWIG RD. SUBDIVISION SNOHOMISH PM PEAK HOUR LEVEL OF SERVICE SUMMARY Intersection Movement 218 Existing 22 Without Project 22 With Project Ludwig Rd./2 nd St. SB Left B (11.) B (11.4) B (11.3) 2 nd St./SR 9 SB Ramp SB Left C (24.) D (28.2) D (28.) 2 nd St./SR 9 NB Ramp NB Left C (15.5) C (16.4) C (16.9) Note: Number shown is the average control delay in seconds per vehicle for the worst approach movements at stop sign controlled intersections and driveways, and overall for signalized and 4-way stop intersections which determines the LOS for intersections per the 21 Highway Capacity Manu

9 Project Site N Ludwig Rd. Subdivision Vicinity Map Figure 1

10 Bailey Av Covington Av Ludwig Rd N Ludwig Rd. Subdivision Preliminary Site Plan Figure 2

11 15% 25% 4% Project Site 6% 5% % 15% Legend XX% % of Project Traffic X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number 7 Ludwig/2nd St nd St./SR 9 SB Ramp In 17 Out 11 Total nd St./SR 9 NB Ramp N Ludwig Rd. Subdivision Site Generated PM Peak Hour Traffic Volumes Figure

12 1 2 3 Legend X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number Ludwig/2nd St. 2nd St./SR 9 SB Ramp 2nd St./SR 9 NB Ramp Ludwig Rd. Subdivision Existing PM Peak Hour Traffic Volumes Figure 4

13 1 2 3 Legend X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number Ludwig/2nd St. 2nd St./SR 9 SB Ramp 2nd St./SR 9 NB Ramp Ludwig Rd. Subdivision Future PM Peak Hour Traffic Volumes Without Project Figure 5

14 1 2 3 Legend X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number Ludwig/2nd St. 2nd St./SR 9 SB Ramp 2nd St./SR 9 NB Ramp Ludwig Rd. Subdivision Future PM Peak Hour Traffic Volumes With Project Figure

15 N LUDWIG RD 2ND ST Peak Hour Date: Thu, Jun 5, 214 Count Period: Peak Hour: 4: PM 4:15 PM to to 6: PM 5:15 PM TEV: PHF: LUDWIG RD 2ND ST 6 Two-Hour Count Summaries Interval Start 4: PM 4:15 PM 4:3 PM 4:45 PM 5: PM 5:15 PM 5:3 PM 5:45 PM Count Total Peak Hr 2ND ST 2ND ST Eastbound 1 LT TH RT Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. 37 LUDWIG RD 2ND ST Westbound LT TH RT WB 1.6%.93 NB HV %: TOTAL 1.8% PHF EB 2.4%.85 SB.% min Total LUDWIG RD Northbound LT TH RT - LUDWIG RD Southbound LT TH RT Rolling One Hour Interval Start 4: PM :15 PM 2 4:3 PM 2 2 4:45 PM 1 5: PM 5:15 PM 5:3 PM 5:45 PM Heavy Vehicle Totals EB WB NB SB Total Count Total Peak Hr EB WB 2 Bicycles NB SB Total East West Pedestrians (Crossing Leg) North South 11 Total Mark Skaggs: mark.skaggs@idaxdata.com

16 SR-9 SB On-Ramp U-Turn Bicycles Peds = Peds = SR-9 SB Off-Ramp Bicycles U-Turn TURNING MOVEMENTS DIAGRAM 4: PM - 6: PM PEAK HOUR: 4:3 PM Peds = TO 5:3 PM Second Street Second Street Bicycles U-Turn U-Turn Bicycles 35 HV PHF INTERSECTION SB 1.4%.77 PEAK HOUR VOLUME 242 NB #N/A #N/A IN OUT 589 WB 3.5% 589 EB 3.5% Peds = INTRS. 3.2%.88 PHF = Peak Hour Factor HV = Heavy Vehicle Second SR-9 SB Ramps Snohomish, WA, WA COUNTED BY: IN DATE OF COUNT: Thu. 2/1/18 REDUCED BY: CN TIME OF COUNT: 4: PM - 6: PM REDUCTION DATE: Mon. 2/5/18 WEATHER: Rainy

17 REDUCED BY: CN DATE OF REDUCTION: 2/5/218 4: PM - 6: PM Total: TOTALS INTERSECTION TURNING MOVEMENTS REDUCTION SHEET LOCATION: Second SR-9 SB Ramps DATE OF COUNT: Thu. 2/1/18 COUNTED BY: IN Snohomish, WA, WA TIME OF COUNT: 4: PM - 6: PM WEATHER: Rainy TIME INTERVAL FROM NORTH ON SR-9 SB Off-Ramp FROM SOUTH ON SR-9 SB On-Ramp FROM EAST ON Second Street FROM WEST ON Second Street INTERVAL ENDING TOTALS AT 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 HV U-Turn Left Thru Right 2:15 PM 2:3 PM 2:45 PM 3: PM 3:15 PM 3:3 PM 3:45 PM 4: PM 4:15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM : PM PEAK HOUR TOTALS INTERSECTION ALL MOVEMENTS % HV 1.4% #N/A 3.5% 3.5% 3.2%.77 #N/A PEAK HOUR FACTOR HV = Heavy Vehicle PHF = Peak Hour Factor 4: PM - 6: PM PEAK HOUR: 4:3 PM TO 5:3 PM ROLLING HOUR COUNT FROM NORTH ON FROM SOUTH ON FROM EAST ON FROM WEST ON SR-9 SB Off-Ramp SR-9 SB On-Ramp Second Street Second Street INTERVAL 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 HV U-Turn Left Thru Right 2: PM - 3: PM 2:15 PM - 3:15 PM 2:3 PM - 3:3 PM 2:45 PM - 3:45 PM 3: PM - 4: PM 3:15 PM - 4:15 PM 3:3 PM - 4:3 PM 3:45 PM - 4:45 PM 4: PM - 5: PM :15 PM - 5:15 PM :3 PM - 5:3 PM :45 PM - 5:45 PM : PM - 6: PM

18 SR-9 NB Off-Ramp U-Turn Bicycles Peds = Peds = SR-9 NB On-Ramp Bicycles U-Turn TURNING MOVEMENTS DIAGRAM 4: PM - 6: PM PEAK HOUR: 4:3 PM Peds = TO 5:3 PM 56 Second Street Second Street Bicycles 365 U-Turn U-Turn Bicycles HV PHF INTERSECTION SB #N/A #N/A PEAK HOUR VOLUME 379 NB 2.4%.91 IN OUT 886 WB 3.3% 886 EB 2.1% Peds = INTRS. 2.7%.86 PHF = Peak Hour Factor HV = Heavy Vehicle Second SR-9 NB Ramps Snohomish, WA, WA COUNTED BY: IN DATE OF COUNT: Thu. 2/1/18 REDUCED BY: CN TIME OF COUNT: 4: PM - 6: PM REDUCTION DATE: Mon. 2/5/18 WEATHER: Rainy

19 REDUCED BY: CN DATE OF REDUCTION: 2/5/218 4: PM - 6: PM Total: TOTALS INTERSECTION TURNING MOVEMENTS REDUCTION SHEET LOCATION: Second SR-9 NB Ramps DATE OF COUNT: Thu. 2/1/18 COUNTED BY: IN Snohomish, WA, WA TIME OF COUNT: 4: PM - 6: PM WEATHER: Rainy TIME INTERVAL FROM NORTH ON SR-9 NB On-Ramp FROM SOUTH ON SR-9 NB Off-Ramp FROM EAST ON Second Street FROM WEST ON Second Street INTERVAL ENDING TOTALS AT 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 HV U-Turn Left Thru Right 2:15 PM 2:3 PM 2:45 PM 3: PM 3:15 PM 3:3 PM 3:45 PM 4: PM 4:15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM : PM PEAK HOUR TOTALS INTERSECTION ALL MOVEMENTS % HV #N/A 2.4% 3.3% 2.1% 2.7% #N/A PEAK HOUR FACTOR HV = Heavy Vehicle PHF = Peak Hour Factor 4: PM - 6: PM PEAK HOUR: 4:3 PM TO 5:3 PM ROLLING HOUR COUNT FROM NORTH ON FROM SOUTH ON FROM EAST ON FROM WEST ON SR-9 NB On-Ramp SR-9 NB Off-Ramp Second Street Second Street INTERVAL 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 HV U-Turn Left Thru Right 2: PM - 3: PM 2:15 PM - 3:15 PM 2:3 PM - 3:3 PM 2:45 PM - 3:45 PM 3: PM - 4: PM 3:15 PM - 4:15 PM 3:3 PM - 4:3 PM 3:45 PM - 4:45 PM 4: PM - 5: PM :15 PM - 5:15 PM :3 PM - 5:3 PM :45 PM - 5:45 PM : PM - 6: PM

20 EXISTING 3: SR 9 NB RAMP & 2ND ST 2/1/218 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B A - - A - - HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 1

21 EXISTING 6: 2ND ST/2ND ST & SR 9 SB RAMP 2/1/218 Intersection Int Delay, s/veh 5.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - - A - - C A HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 2

22 EXISTING 1: 2ND ST & LUDWIG RD 2/1/218 Intersection Int Delay, s/veh.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s.1 11 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B A HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 3

23 FUTURE WITHOUT PROJECT 3: SR 9 NB RAMP & 2ND ST 2/1/218 Intersection Int Delay, s/veh 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B A - - A - - HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 1

24 FUTURE WITHOUT PROJECT 6: 2ND ST/2ND ST & SR 9 SB RAMP 2/1/218 Intersection Int Delay, s/veh 6.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS D Minor Lane/Major Mvmt EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - - A - - D A HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 2

25 FUTURE WITHOUT PROJECT 1: 2ND ST & LUDWIG RD 2/1/218 Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B A HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 3

26 FUTURE WITH PROJECT 3: SR 9 NB RAMP & 2ND ST 8/14/218 Intersection Int Delay, s/veh 5.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B A - - A - - HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 1

27 FUTURE WITH PROJECT 6: 2ND ST/2ND ST & SR 9 SB RAMP 8/14/218 Intersection Int Delay, s/veh 6.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS D Minor Lane/Major Mvmt EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - - A - - D A HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 2

28 FUTURE WITH PROJECT 1: 2ND ST & LUDWIG RD 8/14/218 Intersection Int Delay, s/veh 1.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B A HCM 95th %tile Q(veh) Baseline Synchro 8 Light Report Page 3