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 9834 425.522.4118 August 15, 218
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.
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.
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 218.. #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:
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 14.295 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
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 425-522-4118. You may also contact me via e-mail at larry@nwtraffex.com. Very truly yours, Larry D. Hobbs, P.E. Principal TraffEx
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 -- 133 (5%) 133 (5%) 266 AM Peak Hour -- 6 (25%) 15 (75%) 21 PM Peak Hour -- 17 (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.
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
Project Site N Ludwig Rd. Subdivision Vicinity Map Figure 1
Bailey Av Covington Av Ludwig Rd N Ludwig Rd. Subdivision Preliminary Site Plan Figure 2
15% 25% 4% Project Site 6% 5% 1 2 3 4% 15% Legend XX% % of Project Traffic X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number 7 Ludwig/2nd St. 11 1 1 3 2 1 2 3 3 4 1 2nd St./SR 9 SB Ramp In 17 Out 11 Total 28 7 2nd St./SR 9 NB Ramp N Ludwig Rd. Subdivision Site Generated PM Peak Hour Traffic Volumes Figure 3 8-15-18
1 2 3 Legend X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number 135 2 22 44 1 166 78 2 198 3 35 7 64 27 137 5 5 315 88 1 29 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
1 2 3 Legend X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number 143 2 23 47 1 176 83 2 21 3 37 7 68 22 145 5 53 334 93 1 38 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
1 2 3 Legend X XX PM Peak Hour Intersection Traffic Volume and Direction Intersection Number 143 2 3 58 1 176 86 2 22 3 41 8 68 22 147 6 53 337 1 1 38 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 6 8-15-18
www.idaxdata.com 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 4 2 2 42 152 4 193 2 TEV: 339 152 124 PHF:.9 1 126 144 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 26 44 11 2 Count Total Peak Hr 2ND ST 2ND ST Eastbound 1 LT TH RT 26 2 226 2 124 34 13 29 46 9 22 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. 37 LUDWIG RD 2ND ST Westbound LT TH RT 6 1 331 78 1 152 4 WB 1.6%.93 NB HV %: TOTAL 1.8%.9.63 41 8 - PHF EB 2.4%.85 SB.% 2 33 2 4 15-min Total 25 4 12 4 81 1 36 37 LUDWIG RD Northbound LT TH RT - LUDWIG RD Southbound LT TH RT 8 3 1 25 1 4 4 5 76 49 15 4 5 4 94 87 82 93 79 83 675 339 Rolling One Hour 338 339 338 33 337 Interval Start 4: PM 1 1 2 4:15 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 1 1 1 2 Count Total 4 4 8 Peak Hr 3 3 6 4 1 EB 2 3 1 1 1 1 8 WB 2 Bicycles NB SB Total East West 2 1 1 3 2 5 1 1 Pedestrians (Crossing Leg) 6 4 6 North South 11 Total 6 5 11 6 Mark Skaggs: 425-25 - 777 mark.skaggs@idaxdata.com
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 71 7 64 Second Street 25 198 Second Street Bicycles 45 27 U-Turn U-Turn 113 78 142 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%.82.86 Peds = INTRS. 3.2%.88 PHF = Peak Hour Factor HV = Heavy Vehicle Second Street @ 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
REDUCED BY: CN DATE OF REDUCTION: 2/5/218 4: PM - 6: PM Total: 3 119 12 19 38 389 6 161 69 113 TOTALS INTERSECTION TURNING MOVEMENTS REDUCTION SHEET LOCATION: Second Street @ 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 1 11 2 56 56 22 13 16 4:3 PM 1 17 1 2 46 4 19 6 129 4:45 PM 11 2 3 47 46 2 23 1 139 5: PM 1 22 1 5 46 48 21 11 149 5:15 PM 15 2 4 72 52 1 17 9 167 5:3 PM 16 2 2 42 52 1 17 5 134 5:45 PM 15 1 2 37 45 1 28 6 132 6: PM 12 1 1 34 5 1 14 9 12 PEAK HOUR TOTALS 1 64 7 14 27 198 4 78 35 INTERSECTION ALL MOVEMENTS 71 45 113 589 % HV 1.4% #N/A 3.5% 3.5% 3.2%.77 #N/A.82.86 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 3 61 6 1 195 19 2 85 4 577 4:15 PM - 5:15 PM 2 65 6 14 211 186 3 8 36 584 4:3 PM - 5:3 PM 1 64 7 14 27 198 4 78 35 589 4:45 PM - 5:45 PM 1 68 6 13 197 197 3 83 31 582 5: PM - 6: PM 58 6 9 185 199 4 76 29 553
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 43 5 315 Second Street Bicycles 365 U-Turn U-Turn 5 142 137 427 Bicycles 88 1 29 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%.74.83 Peds = INTRS. 2.7%.86 PHF = Peak Hour Factor HV = Heavy Vehicle Second Street @ 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
REDUCED BY: CN DATE OF REDUCTION: 2/5/218 4: PM - 6: PM Total: 2 182 4 546 18 587 12 4 2 261 172 TOTALS INTERSECTION TURNING MOVEMENTS REDUCTION SHEET LOCATION: Second Street @ 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 2 2 1 53 2 9 24 4 29 221 4:3 PM 2 21 66 3 69 15 1 2 36 29 4:45 PM 4 24 1 66 2 68 13 2 2 33 27 5: PM 19 65 6 75 4 1 42 26 5:15 PM 3 22 82 3 11 22 3 257 5:3 PM 2 23 77 1 71 11 1 2 32 216 5:45 PM 4 3 2 61 53 14 8 34 22 6: PM 3 23 76 1 6 17 1 25 22 PEAK HOUR TOTALS 9 88 1 29 12 315 5 3 5 137 INTERSECTION ALL MOVEMENTS 379 365 142 886 % HV #N/A 2.4% 3.3% 2.1% 2.7% #N/A.91.74.83 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 8 84 2 25 13 32 56 3 9 14 843 4:15 PM - 5:15 PM 9 86 1 279 14 313 54 3 5 141 879 4:3 PM - 5:3 PM 9 88 1 29 12 315 5 3 5 137 886 4:45 PM - 5:45 PM 9 94 2 285 1 3 51 1 11 138 881 5: PM - 6: PM 12 98 2 296 5 285 64 1 11 121 877
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 5 137 315 5 88 1 29 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 83 83 83 74 74 74 91 91 91 25 25 25 Heavy Vehicles, % 2 2 2 3 3 3 2 2 2 2 2 2 Mvmt Flow 6 165 426 68 97 1 319 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 493 165 636 67 165 Stage 1 - - - - - - 177 177 - Stage 2 - - - - - - 459 493 - Critical Hdwy 4.12 - - 4.13 - - 6.42 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 5.42 5.52 - Critical Hdwy Stg 2 - - - - - - 5.42 5.52 - Follow-up Hdwy 2.218 - - 2.227 - - 3.518 4.18 3.318 Pot Cap-1 Maneuver 171 - - 147 - - 442 378 879 Stage 1 - - - - - - 854 753 - Stage 2 - - - - - - 636 547 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 171 - - 147 - - 44 879 Mov Cap-2 Maneuver - - - - - - 44 - Stage 1 - - - - - - 849 - Stage 2 - - - - - - 636 - Approach EB WB NB HCM Control Delay, s.3 12.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR Capacity (veh/h) 44 879 171 - - 147 - - HCM Lane V/C Ratio.222.363.6 - - - - - HCM Control Delay (s) 15.5 11.4 8.4 - - - - HCM Lane LOS C B A - - A - - HCM 95th %tile Q(veh).8 1.7 - - - - Baseline Synchro 8 Light Report Page 1
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 78 35 27 198 64 7 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 86 86 86 82 82 82 92 92 92 77 77 77 Heavy Vehicles, % 4 4 4 4 4 4 2 2 2 1 1 1 Mvmt Flow 91 41 252 241 83 9 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 241 131 857 877 241 Stage 1 - - - - - - 746 746 - Stage 2 - - - - - - 111 131 - Critical Hdwy 4.14 - - 4.14 - - 6.41 6.51 6.21 Critical Hdwy Stg 1 - - - - - - 5.41 5.51 - Critical Hdwy Stg 2 - - - - - - 5.41 5.51 - Follow-up Hdwy 2.236 - - 2.236 - - 3.59 4.9 3.39 Pot Cap-1 Maneuver 1314 - - 1442 - - 329 288 8 Stage 1 - - - - - - 471 422 - Stage 2 - - - - - - 916 79 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1314 - - 1442 - - 272 8 Mov Cap-2 Maneuver - - - - - - 272 - Stage 1 - - - - - - 389 - Stage 2 - - - - - - 916 - Approach EB WB SB HCM Control Delay, s 4.1 22.6 HCM LOS C Minor Lane/Major Mvmt EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1314 - - 1442 - - 272 8 HCM Lane V/C Ratio - - -.175 - -.36.11 HCM Control Delay (s) - - 8 - - 24 9.6 HCM Lane LOS A - - A - - C A HCM 95th %tile Q(veh) - -.6 - - 1.3 Baseline Synchro 8 Light Report Page 2
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 2 135 166 44 22 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 85 85 93 93 63 96 Heavy Vehicles, % 2 2 2 2 Mvmt Flow 2 159 178 47 35 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 226-366 22 Stage 1 - - - - 22 - Stage 2 - - - - 164 - Critical Hdwy 4.12 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.218 - - - 3.5 3.3 Pot Cap-1 Maneuver 1342 - - - 638 844 Stage 1 - - - - 837 - Stage 2 - - - - 87 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1342 - - - 637 844 Mov Cap-2 Maneuver - - - - 637 - Stage 1 - - - - 837 - Stage 2 - - - - 868 - 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) 1342 - - - 637 - HCM Lane V/C Ratio.2 - - -.55 - HCM Control Delay (s) 7.7 - - 11 HCM Lane LOS A A - - B A HCM 95th %tile Q(veh) - - -.2 - Baseline Synchro 8 Light Report Page 3
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 5 145 334 53 93 1 38 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 83 83 83 74 74 74 91 91 91 25 25 25 Heavy Vehicles, % 2 2 2 3 3 3 2 2 2 2 2 2 Mvmt Flow 6 175 451 72 12 1 338 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 523 175 674 71 175 Stage 1 - - - - - - 187 187 - Stage 2 - - - - - - 487 523 - Critical Hdwy 4.12 - - 4.13 - - 6.42 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 5.42 5.52 - Critical Hdwy Stg 2 - - - - - - 5.42 5.52 - Follow-up Hdwy 2.218 - - 2.227 - - 3.518 4.18 3.318 Pot Cap-1 Maneuver 143 - - 1395 - - 42 359 868 Stage 1 - - - - - - 845 745 - Stage 2 - - - - - - 618 53 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 143 - - 1395 - - 418 868 Mov Cap-2 Maneuver - - - - - - 418 - Stage 1 - - - - - - 84 - Stage 2 - - - - - - 618 - Approach EB WB NB HCM Control Delay, s.3 12.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR Capacity (veh/h) 418 868 143 - - 1395 - - HCM Lane V/C Ratio.247.39.6 - - - - - HCM Control Delay (s) 16.4 11.8 8.5 - - - - HCM Lane LOS C B A - - A - - HCM 95th %tile Q(veh) 1 1.9 - - - - Baseline Synchro 8 Light Report Page 1
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 83 37 22 21 68 7 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 86 86 86 82 82 82 92 92 92 77 77 77 Heavy Vehicles, % 4 4 4 4 4 4 2 2 2 1 1 1 Mvmt Flow 97 43 268 256 88 9 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 256 14 911 933 256 Stage 1 - - - - - - 793 793 - Stage 2 - - - - - - 118 14 - Critical Hdwy 4.14 - - 4.14 - - 6.41 6.51 6.21 Critical Hdwy Stg 1 - - - - - - 5.41 5.51 - Critical Hdwy Stg 2 - - - - - - 5.41 5.51 - Follow-up Hdwy 2.236 - - 2.236 - - 3.59 4.9 3.39 Pot Cap-1 Maneuver 1297 - - 1431 - - 36 267 785 Stage 1 - - - - - - 447 42 - Stage 2 - - - - - - 91 783 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1297 - - 1431 - - 249 785 Mov Cap-2 Maneuver - - - - - - 249 - Stage 1 - - - - - - 363 - Stage 2 - - - - - - 91 - Approach EB WB SB HCM Control Delay, s 4.1 25.6 HCM LOS D Minor Lane/Major Mvmt EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1297 - - 1431 - - 249 785 HCM Lane V/C Ratio - - -.187 - -.355.12 HCM Control Delay (s) - - 8.1 - - 27.2 9.6 HCM Lane LOS A - - A - - D A HCM 95th %tile Q(veh) - -.7 - - 1.5 Baseline Synchro 8 Light Report Page 2
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 2 143 176 47 23 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 85 85 93 93 63 96 Heavy Vehicles, % 2 2 2 2 Mvmt Flow 2 168 189 51 37 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 24-388 215 Stage 1 - - - - 215 - Stage 2 - - - - 173 - Critical Hdwy 4.12 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.218 - - - 3.5 3.3 Pot Cap-1 Maneuver 1327 - - - 619 83 Stage 1 - - - - 826 - Stage 2 - - - - 862 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1327 - - - 618 83 Mov Cap-2 Maneuver - - - - 618 - Stage 1 - - - - 826 - Stage 2 - - - - 86 - Approach EB WB SB HCM Control Delay, s.1 11.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1327 - - - 618 - HCM Lane V/C Ratio.2 - - -.59 - HCM Control Delay (s) 7.7 - - 11.2 HCM Lane LOS A A - - B A HCM 95th %tile Q(veh) - - -.2 - Baseline Synchro 8 Light Report Page 3
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 6 147 337 53 1 1 38 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 83 83 83 74 74 74 91 91 91 25 25 25 Heavy Vehicles, % 2 2 2 3 3 3 2 2 2 2 2 2 Mvmt Flow 7 177 455 72 11 1 338 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 527 177 683 719 177 Stage 1 - - - - - - 192 192 - Stage 2 - - - - - - 491 527 - Critical Hdwy 4.12 - - 4.13 - - 6.42 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 5.42 5.52 - Critical Hdwy Stg 2 - - - - - - 5.42 5.52 - Follow-up Hdwy 2.218 - - 2.227 - - 3.518 4.18 3.318 Pot Cap-1 Maneuver 14 - - 1393 - - 415 354 866 Stage 1 - - - - - - 841 742 - Stage 2 - - - - - - 615 528 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 14 - - 1393 - - 412 866 Mov Cap-2 Maneuver - - - - - - 412 - Stage 1 - - - - - - 835 - Stage 2 - - - - - - 615 - Approach EB WB NB HCM Control Delay, s.3 13.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR Capacity (veh/h) 412 866 14 - - 1393 - - HCM Lane V/C Ratio.269.391.7 - - - - - HCM Control Delay (s) 16.9 11.8 8.5 - - - - HCM Lane LOS C B A - - A - - HCM 95th %tile Q(veh) 1.1 1.9 - - - - Baseline Synchro 8 Light Report Page 1
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 86 41 22 22 68 8 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 86 86 86 82 82 82 92 92 92 77 77 77 Heavy Vehicles, % 4 4 4 4 4 4 2 2 2 1 1 1 Mvmt Flow 1 48 268 268 88 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 268 148 929 953 268 Stage 1 - - - - - - 85 85 - Stage 2 - - - - - - 124 148 - Critical Hdwy 4.14 - - 4.14 - - 6.41 6.51 6.21 Critical Hdwy Stg 1 - - - - - - 5.41 5.51 - Critical Hdwy Stg 2 - - - - - - 5.41 5.51 - Follow-up Hdwy 2.236 - - 2.236 - - 3.59 4.9 3.39 Pot Cap-1 Maneuver 1284 - - 1421 - - 298 26 773 Stage 1 - - - - - - 442 397 - Stage 2 - - - - - - 94 777 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1284 - - 1421 - - 242 773 Mov Cap-2 Maneuver - - - - - - 242 - Stage 1 - - - - - - 359 - Stage 2 - - - - - - 94 - Approach EB WB SB HCM Control Delay, s 4.1 26.3 HCM LOS D Minor Lane/Major Mvmt EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1284 - - 1421 - - 242 773 HCM Lane V/C Ratio - - -.189 - -.365.13 HCM Control Delay (s) - - 8.1 - - 28.2 9.7 HCM Lane LOS A - - A - - D A HCM 95th %tile Q(veh) - -.7 - - 1.6 Baseline Synchro 8 Light Report Page 2
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 2 143 176 58 3 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 85 85 93 93 63 96 Heavy Vehicles, % 2 2 2 2 Mvmt Flow 2 168 189 62 48 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 252-393 22 Stage 1 - - - - 22 - Stage 2 - - - - 173 - Critical Hdwy 4.12 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.218 - - - 3.5 3.3 Pot Cap-1 Maneuver 1313 - - - 615 825 Stage 1 - - - - 821 - Stage 2 - - - - 862 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1313 - - - 614 825 Mov Cap-2 Maneuver - - - - 614 - Stage 1 - - - - 821 - Stage 2 - - - - 86 - Approach EB WB SB HCM Control Delay, s.1 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1313 - - - 614 - HCM Lane V/C Ratio.2 - - -.78 - HCM Control Delay (s) 7.7 - - 11.4 HCM Lane LOS A A - - B A HCM 95th %tile Q(veh) - - -.3 - Baseline Synchro 8 Light Report Page 3