TIA~•~ HEATH & ASSOCIATES, INC. Transpnrtati~7n and Cir•il l;ngineering
WEST RDAD PRDFESSIDNAL PARK
TRAFFIC IMPACT ANALYSIS
Y~LM, I3~,4
SOS
Prepared for: Erling Birkland
P.D. Box 875
Yelm, WA 98597
MAY 2QQ5
2214 Tacon~u Road • Puyallup. W'A {J~371 • (2S3) 77U-14[}1 • Fax [2531 770-1473
~ EXPIRES 6~ 45
WEST RaA^ PRDFESSIQNAL PARK
TRAFFIC IMPACT ANALYSIS
TABLE OF CUNTEIVTS
I. Introduction .................................................................................................................3
Ii. Project Description .............................................~--~--~--~...............................................3
III. Existing Conditions ......................................................~-~---.........................................3
IV. Future Traffic Demand ........................~--~--~.................................................................4
V. Conclusions and Mitigatian .......................~-----.........................................................lb
Appendix
LIST OF TABLES
1. Existing Level of Service ........................................................................~-..................8
2. Trip Generation .................~.......................................-~--~--.............................---.........10
3. Future Level of Service .............................................................................................15
LIST OF FIG URES
1. Vicinity Map & Roadway System ..............................................................................4
2. Site Plan .....................................................~--~--..............-----~.......................................5
3. Existing PM Feak Hour Voiumes ...............................................................................7
4. Trip Distribution & Assignment ---~---~ ...................~--~~---..........-•---..............---~---........11
S. Pipeline Volumes..---~ ................................~---....................................................---.....12
6. 2007 PM Peak Hour Volumes Without Project ........................................................13
7. 2007 PM Peak Hour Volumes With Project .............................................................14
2
WEST RDAD PROFESSIONAL PARK
TRAFFIC IMPACT ANALYSIS
I. INTkDD ~TCTIDIV
This study serves to investigate traffic impacts related to the proposed West Road
Professional Park. The main goals of this study focus on the assessment of existing
traffic conditions and intersection congestion, forecasts of newly generated project traffic,
and estimations of future intersection delay. The first task includes the collection of
general roadway information, road improvement information, entering sight distance data,
and peak hour traffic counts. Next, a detailed level of service analysis of the existing
volumes is made to determine the present degree of intersection congestion. Forecasts ^f
future traffic and dispersion patterns on the street system are then determined using
established trip generation and distribution techniques. Following this forecast, the future
service levels for the key intersections are investigated. As a final step, appropriate
conclusions and possible Off=site mitigation measures are defined.
II. PI2DJECT DESCRIPTION
The proposed project is an office park comprised of multiple buildings far a total of
49,322 square feet. The site is located an the northeast canner of the intersection of West
Road SE & 143rd Avenue SE in the City of Yelm, WA. Access to the site is to be
provided by a driveway connecting to West Rd SE. Buildout of the project is estimated
by 2047. The year 2047 was therefore designated as the horizon year for traffic study
purposes. Figure 1 shows the general site location and surrounding roadway system,
while the site plan showing the overall building configurations and parking layout is
shown in Figure 2.
III. EXISTING CONDITIONS
A. Surrounding Roadway System
Roadways serving the proposed site range from two lane major arterials to two-lane
collector roads which vary in width, terrain, and posted speeds. These roadways vary in
their overall function as part of the general network. The key streets near the site are
described on page 6.
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Transpartatian and Cieil Engineering
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West Road SE is a two-lane roadway that borders the southwest side of the site. The
posted speed limit is 25 mph, and grades are mild. Shoulders are composed of
grasslgravel.
103rd Avenue SE is a two-lane roadway which lies to the south of the property. Lane
widths aze approximately 11 feet wide, while shoulders are composed of grasslgravel.
The speed limit is posted at 25 mph.
Yelm Avenue is a two-lane roadway which lies to the west of the property and runs in a
northwesterly-southeasterly direction. Lanes aze 12 feet wide, while shoulders are
roughly 4 feet wide and composed of asphaltlgravel or curb and sidewalk. Northwest of
the intersection with the South First Street, Yelm Avenue is also State Route 51 d, while
southeast of the intersection it is State Route 507. Bike lanes are provided.
South First Street is also State Route 507. This is a two lane road, with a left turn lane at
the intersection with SR-5 i 0. The speed limit near the intersection is 25 mph, while to
the south the speed limit is 55 mph. Shoulders are roughly 5 feet wide and consist of
asphalt and grass or curb and sidewalk.
B. Existing Peak Hour Volumes
Field data for this study was collected from November of 2004 to May of 2005. Counts
were taken during the evening peak period between the hours of 4 PM and fi PM. This
specific peak period is targeted far analysis purposes since it generally represents a worst
case scenario far office developments with respect to traffic conditions. This is primarily
due tv the common 8 AM to 5 PM work schedule and the greater number of recreation
and shopping trips associated with the early evening period. Drivers often travel home
after work at approximately the same time of day, typically between 4 PM and fi PM,
which translates to a natural peak in intersection and arterial traffic loads. Figure 3 an the
following page shows the evening peak hour counts taken at the key intersections of
Yelm AvelFirst St, Yelm Ave1103rd Ave, and West Rd1103rd Ave. Average daily traffic
(ADT) volumes for State Routes are available from the Washington State Department of
Transportation.
C. Level of Service
Existing peak hour delays were determined through the use of the Highway Capacity
Manual. Capacity analysis is used to determine level of service ~LCS} which is an
established measure of congestion for transportation facilities. LOS is defined for a
variety of facilities including intersections, freeways, arterials, etc. A complete definition
of level of service and related criteria can be found in the HCM. The methodology for
determining the LDS at signalized intersections strives to determine the volume tv
capacity (vlc} ratios for the various intersection movements as well as the average control
delay far those movements. Delay is generally used to measure the degree of driver
discomfort, frustration, fuel consumption, and lost time. Control delay, in particular,
6
WF5T RDA PRDFFSSIDNAL PARK
HEATH & ASSDCIATES, INC E](15TING PM PEAK HpLlR VOLUMES
Transportation and Civil Engineering
FlGL112P 3
includes movements at slower speeds and stops vn intersection approaches as vehicles
move up in queue position ^r slow down upstream of an intersection. Aside from the
overall quantity of traffic, three specific factors influence signalized intersection LOS.
These include the type of signal operation provided, the signal phasing pattern, and the
specific allocation of green time. The methodology far determining the LOS at
unsignalized intersections strives to determine the potential capacities far the various
vehicle movements and ultimately determines the average total delay for each movement.
Potential Capacity represents the number of additional vehicles that could effectively
utilize a particular movement, which is essentially the equivalent of the difference
between the movement capacity and the existing movement volume. Total delay is
described as the elapsed time from when a vehicle stops at the end of a queue until the
vehicle departs from the slap line. Average total delay is simply the mean total delay
^ver the entire stream. A number of factors influence potential capacity and total delay
including the availabilitylusefulness of gaps.
The range for intersection level of service is LOS A to LDS F with the former indicating
the best operating conditions with law control delays and the latter indicating the worst
conditions with heavy control delays. Existing LOS is shown below in Table 1. This
analysis involved the Srgna12000 and HCS 2000 programs which are based on Chapter
1 b and 17 procedures in the 2000 Highway Capacity Manual.
TABLE 1
Existing Level of Service
Delays given in secvMds per vehicle
Intersection Control Approach ~~~' Delay
Yelm AvelFirst St Signal Southbound D 40,6
Westbound D 49.3
Northbound D 44.0
Eastbound D 49.4
Overall D 44.7
Yelm Ave1103rd Ave Stop Westbound C 22.0
Eastbound C 18.5
Northbound LT B 10,1
Southbound LT B 14.5
West Rd1103rd Ave Stap Northbound B 12.1
Southbound B 12.5
Eastbound A 7.5
Westbound A 7.5
As shown in Table 1, the highest delays are at the signalized intersection of
Yelm AvelFirst St with delays of LOS D overall. Other intersections are currently
operating with delays of LOS A tv LOS B.
D. Pedestrian and Bicycle `t'raffic
Observations for pedestrian and bicycle activity were made during the vehicle count and
during other visits to gather field information. A mild amount of non-motorist activity
was noted. Bike lanes along with sidewalks are provided along Yelm Avenue. Non-
motorist volumes may have a slight influence on vehicle progression.
E. Transit
The nearest transit service available is on Yelm Avenue and 103rd Avenue. Intercity
Route 94 runs from the Qlyzxipia Transit Center to the Nisqually Plaza, with service in the
project vicinity between b:00 AM and 7:30 PM. Some transit usage would likely be
realized in the future with most project trips made via passenger car. No trip generation
reductions were made for transit in order to have a conservative analysis.
F. Sight Distance at Accesses
A preliminary examination of the proposed access location onto West Road was made tv
determine whether or not adequate entering sight distance can be provided for inbound
and outbound project traffic. According to the AASHTO Green Bvok, a minimum
entering sight distance of 335 feet would be required fora 30 mph design speed. Based
on field reviews, it appears that this minirrzum would be met. The project access would
be located near the outside of a horizontal curve in the road. No obstructions were noted
which would restrict sight distance.
IV. FLIT'~IRE TI2,4FFIC DEMAND
A. Trip Generation
Trip generation is used to determine the magnitude of project impacts an the surrounding
street system. Data presented in this report was taken from the Institute of Transportation
Engineer's publication Trip Generation, Seventh Edition. The designated land use far
this project is defined by Office Park {LUC 750). Data for the 4 PM to 5 PM peak hour
was used for future traffic estimations. ITE average rates were used. Table 2 on the
following page gives a summary of the estimated project trip generation. Included are the
average weekday volume and the AM and PM peak hour volumes far the 49,322 square
feet of office park.
9
TABLE ~
Trip Generation Volumes
49, 322 sf of C]ffrce Park
Time Perrod vod ume
Average Weekday Traffic 563 vpd
AM Peak Inbound 76 vph
AM Peak Gutbound 9 vph
AM Peak Total $6 vph
PM Peak Inbound 10 vph
PM Peak Gutbound 64 vph
PM Peak Total 74 vph
As Shawn in Table 2, slightly higher project volumes may be expected for the AM peak
hour versus the PM peak. However, the overall peak in total traffic would most likely be
realized during the evening peak period due to the combination of heavy commuter traffic
and larger evening project generated volumes. The anticipated inboundloutbound split
for the critical PM peak is estimated at 14 percent entering and 86 percent exiting.
B. Trip Distribution Pattern
Trip distribution describes the process by which project generated trips are dispersed onto
the street network surrounding the site. Site generated trips are expected to follow the
trip pattern shown in Figure 4 on the following page. As shown in the figure, the
distribution is split with 20 percent southwesterly on SR-507, 30 percent southeasterly on
SR-507, 14 percent northeasterly on First St, and 40 percent northwesterly on SR-510.
C. Peak Hour Volumes With and Without the Project
Completion of this subdivision is expected by the year 2007, therefore, future traffic
volumes far the 2047 horizon year were targeted and analyzed. Baseline 2007 peak hour
volumes without the project were derived by applying a 3 percent growth rate per year to
the existing volumes of Figure 3. The traffic from several pipeline projects see Figure 5}
were also added to the volume to reflect future 2007 traffic without the project The
pipeline projects identified that will have an effect on the key intersections were Benum-
Coyne Plat, 104th Avenue Plat, Rhoton Industrial Plat, and .Tolson Plat. 2007 intersection
volumes withou# the project (background growth plus pipeline volumes) are given in
Figure 6, while 2007 volumes with the project are shown in Figure 7.
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HEATH & ASSOCIATES, INC 2pp7 PM PEAK fiplJk VptUM>r5 WI7Fipll7 PRpJECT
Transportation and Civi] Engineering
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WEST ROAD PROF~5510~IAL 1~AIZK
HEATH & ASSOCIATES, INC 2007 PM PFAK riOU12 VOLUMES WI7I1 PIZOJFCT
Transportat'son and Civil Engineering
F1GUR~ 7
D. Level of Service
A level of service analysis was made of the future peak hour volumes with and without
project generated trips added tv the primary intersections and entrance nodes. Results for
intersection delay conditions were determined again through the use of the Signa12000
and HCM 2000 programs. A summary of the analysis results is shown in Table 3.
TABLE 3
Future 2007 Level of Service
Delays given in seconds per vehicle
Without Project With Project
Intersection Control Geometry LDS Delay LOS Delay
YelmlFirst St Signal Southbound D 48.3 D 48.7
Westbound E 59.9 E 60.1
Northbound D 51.4 E 57.2
Eastbound E 55.5 E 55.7
Overall D 52.7 D 54.8
Ye1m1103rd Ave Stop Westbound D 25.8 D 30.9
Southbound LT B 11.1 B 11.2
West Rd1103rd Ave Stvp Southbound B 13.1 B 14.5
Eastbound A 7.7 A 7.7
West RdlEntrance Stop Westbound - - B 10.5
Southbound - - A 7.5
The 2007 LOS analysis both with and without the project indicate some LOS D and
LOS E delays for the Yelm AvelFirst St intersection, with overall delays of LOS D.
Other intersections are expected to be at LOS A to LDS D. Entrance delays are expected
to be low at LOS B.
E. Left Turn Lane Warrants
Left tum lanes are a means of providing a necessary storage area for left turning vehicles
at intersections. Methods have been developed by various agencies to determine under
what circumstances a left turn lane would be needed. Far this impact study, procedures
from the WSDOT Design Manual, Figure 910-9a would be used to ascertain storage
requirements on West Road at the project entrance. By inspection a left turn Iane is not
warranted on West Rvad at the project entrance due to the low through volumes and lack
of expected left turn volumes. Refer to the appendix for Figure 910-9a and the applicable
input values.
15
V. CC7NCLUSIUN5.4ND MITIG~ITIC3N
The West Road Professional Park prajec# propascs to add multiple office buildings for a
total of 49,322 square feet of office park space. The site is located an the north side of
the West Rd1103rd Ave intersection in the City of Yelm. Access will be pra~ided onto
West Road. This project is expected to create ax- average of 553 total trip rno~ements
during a typical weekday. An estimated 85 vehicle trips are associated with the AM peak
hour and 74 trips with the PM peak hour.
Several intersections were reviewed for LAS. Based an this review, some slight increases
in delay may be expected due t^ the addition of project traffic. The high volume
intersection of First StlYelm Ave would retrain at L4S D overall. Sight distance at the
project entrance an West Rd is adequate. A left turn lane is not warranted on West Rd.
Based an this analysis the following mitigation is identified:
1. Provide the city ^f Yelm mitigation fee far 71 PM peak hour trips.
No other mitigation is identified.
lb
WEST ROAD PRUFESSIUNAL PARK
TRAFFIC IMPACT ANALYSIS
APPENDIX
I7
LEVEL OF SERVICE
The following are excerpts from the 2~~a Hightivay Capacity Manual -Transportation
Research Board Special Report .~a9.
Quality of service requires quantitative measures to characterize operational conditions
within a traffic stream. Level of service (LOS} is a quality measure describing
operational conditions within a traffic stream, gcncrally in terms of such service measures
as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and
canvemence.
Six LOS are defined for each type of facility that has analysis procedures available.
Letters designate each level, from A to F, with LOS A representing the hest operating
conditions and LOS F the worst. Each level of service represents a range of operating
conditions and the driver's perception of those conditions.
Level-of Service definitions
The following definitions generally define the various levels of service for arterials.
Level of service A represents primarily free-flow operations at average travel speeds,
usually about 9D percent of the free-flaw speed for the arterial classification. Vehicles are
seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized
intersections is minimal.
Level of service B represents reasonably unimpeded operations at average travel speeds,
usually about 7d percent of the free-flow speed for the arterial classification. The ability
to maneuver in the traffic stream is only slightly restricted and delays are not bothersome.
Level of service C represents stable operations; however, ability to maneuver and change
lanes in midblock locations may be more restricted than in LOS B, and longer queues,
adverse signal coordination, or both may contribute to lower average travel speeds of
about S4 percent of the average free-flow speed for the arterial classification.
Level of service D borders on a range in which small increases in flow may cause
substantial increases in approach delay and hence decreases in arterial speed. LOS D may
be due to adverse signal progression, inappropriate signal timing, high volumes, or some
combination of these. Average travel speeds are about 4Q percent of free-flow speed.
Level of'service E is characterized by significant delays and average travel speeds of one-
third the free-flow speed or less. Such operations are caused by some combination of
adverse progression, high signal density, high volumes, extensive delays at critical
intersections, and inappropriate signal timing.
18
Level of service F characterizes arterial flew at extremely low speeds, from less than one-
third to one-quarter of the free-flow speed. Intersection congestion is likely at critical
signalized locations, with long delays and extensive queuing.
These definitions are general and conceptual in nature, and they apply primarily to
uninterrupted flow. Levels of service far interrupted flow facilities vary widely in terms
of both the user's perception of service quality and the operational variables used to
describe them.
Far each type of facility, levels of service are defined based on ^ne or mare operational
parameters that best describe operating quality far the subject facility type. While the
concept of level of service attempts to address a wide range of operating conditions,
limitations on data collection and availability make it impractical to treat the full range of
operational parameters for every type of facility. The parameters selected to define levels
of service for each facility type are called "measures of effectiveness" or "MQE's", and
represent available measures that best describe the quality of operation on the subject
facility type.
Each level of service represents a range of conditions, as defined by a range in the
parameters given. Thus, a level of service is not a discrete condition, but rather a range of
conditions for which boundaries are established.
The Following tables describe levels of service for signalized and unsignalized
intersections. Level of service far signalized intersections is defined in terms of average
control delay. Delay is a measure of driver discomfort, frustration, fuel consumption and
lost travel time, as well as time from movements at slower speeds and stops on
intersection approaches as vehicles move up in queue position or slow down upstream of
an intersection. Level of service for unsignalized intersections is determined by the
computed or measured control delay and is determined for each minor movement.
5ignaiized Intersections - Leved of Service
Control Delay per
Level of Service Vehicle sec
A ~1~
B ~l0and~20
C ~ ZO and X35
D ~ 35 and X55
E ~ 55 and ~8~
F ~ 8fl
19
~Irtsignalized Intersectrans -Level of Service
Level of Service
A
l3
C
1}
E
F
Average Total Delay
per Vehicle sec)
C10
~10and~1S
~i5and~25
~ 2S and X35
~ 35 and ~5~
~ 50
As described in the 200 Highway Capacity Manual, level of service breakpoints far all-
way stop controlled (AWSC) intersections are somewhat different than the criteria used
far signalized intersections. The primary reason for this difference is that drivers expect
different levels of performance from distinct kinds of transportation facilities. The
expectation is that a signalized intersection is designed to carry higher traffic volumes
than an AWSC intersection. Thus a higher Ievel of control delay is acceptable at a
signalized intersection for the same level ^f service.
.4 WSC Intersectrons -Level of Service
Level of Service
A
B
C
I]
E
F
Average Total 1]elay
per_ Vehicle {sect
Ala
~l0and~15
~15ands25
X25 and X35
~ 3 5 and ~ 50
~ 50
~0
Summary of Trip Generation Calculation
For 49.322 Th.Gr_5q.~'t. of Office Park
iNay 26, 2DD5
Average
Rate Standard
Deviation Adjustment
Factor Driveway
Volume
Avg. Weekday 2-Way Volume 11.42 4.69 1.00 553
7-9 AiN Peak Hour Enter 1.55 0.00 1.00 76
7-9 Aid Peak Hour Exit 0.19 a.oo x..DD 9
7-9 AM Peak Hour Total 1.79 1.46 1.00 86
4-5 PM Peak Hour Enter 0.21 0.00 1.00 1D
4-6 PM Peak Hour Exit 1.29 D.DO 1.D0 54
4-5 PM Peak Hour Total 1.50 1.32 1.OQ 79
AM Pk Hr, Generator, Enter 1..55 O.DO 1.00 76
AM Pk Hr, Generator, Exit D.19 O.UO 1.00 9
AM Pk Hr, Generator, Totai 1.74 1.46 1.00 86
PM Pk Hr, Generator, Enter D.21 0.00 1.00 1Q
PM Pk Hr, Generator, Exit 1.29 0.00 1.00 54
PM Pk Hr, Generator, Totai 1.5D 1.32 1.00 74
Saturday 2-Way Volume 1.64 1.32 1.00 81
Saturday Peak Hour Enter 0.10 fl.00 1_DQ 5
Saturday Peak Hour Exit D.09 0.00 1.OD 2
Saturday Peak Hour Total 0.14 0.37 1.OQ 7
Sunday 2-Way Volume D.76 0.91 1.OD 37
Sunday Peak Haur Enter 0.05 0.04 1.00 2
Sunday Peak Haur Exit 0.07 Q.QQ 7..OD 3
Sunday Peak Hour Total D.12 0.35 1.OD 6
Note: A zero indicates no data available.
Source: Institute of Transp ortation Engineers
Trip Generation, 7t h Edition , 2003.
TRIP GENERATION BY MICRdTRANS
Heath & Associates inc.
2214 Tacoma Road
Puyallup, WA 98371
Groups Printed- lJnshifted
File Name : 2289a
Site Code : aQDQ2289
Start Date : 1111 Q12QQ4
Page No : 1
YELM AVE 1ST AVE SE YELM AVE 1ST AVE 5E
Southbound Westbound Northbound Eastbound
Start Time Ri ht Thru Left Ri ht Thru Left Ri ht Thru Left Ri ht Thru Left Int. Total
Factor 1.4 1.0 1.D 1.0 1.D 1.0 T 1.0 1.0 1.D 1.0 1,D 1.0
04:00 PM 11 124 23 26 15 2D 8 116 5D 44 16 44 497
04:15 PM 24 131 29 22 19 12 8 129 49 44 24 36 523
D4:34 PM 9 123 24 21 14 1 D 4 125 42 46 17 52 487
04:45 PM 11 132 17 25 21 15 $ 126 44 42 15 55 511
Total _
51 514 93 _
~ _ 94 ~ _ _ _
~~ ~ 69 57 2$ 496 185 176 72 187 __
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05:00 PM 11 116 49 20 12 15
05:15 PM 12 127 23 25 13 21
05:30 PM 11 136 25 16 9 15
05:45 PM 17 125 29 12 15 18
Total 51 504 126 73 49 69
Grand Total 102 1014 219 167 11 S 126
Apprch °Io 7.6 76.0 15.4 40.6 28.7 30.7
Total °k 2.5 25.0 5.4 4.1 2.9 3.1
7 118 38 45 27 50 508
3 132 56 50 10 43 515
13 118 39 49 26 48 505
9 128 45 54 17 49 518
32 496 178 198 SO 19D~ 204fi
60 992 363 374 152 377 4D64
4.2 70.1 25.7 41.4 16.8 41.7
1.5 24.4 8.9 9.2 3.7 9.3
YELM AVE
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2214 Tacoma Rvad
Puyallup, WA 98371
File Name : 22$9a
Site Cade : QOia~2289
Start ^ate :1111 x12004
Page Nv : 2
YELM AVE 15T AVE 5E YELM AVE 15T AVE 5E
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left ~P' Right Thru Left ~~' Right Thru Left ~~' Right Thru Left '°'pp Int.
Total Total Total Total Total
realc rlaur rrorn u4:uu rm to uo:a^ rm - rep
Intersection 05:00 PM
Volume 51 5l]4 126 B81
Percent 7.5 74.0 18.5
115:45 17 125 29 t 71
Volume
Peak Factor
High tnt. 05:00 PM
Volume 11 11fi 49 17fi
Peak Factor 0.8ti7
ilc ~ or ~
73 49 fig 191
38.2 25.7 36.1
12 15 18 45
05:15 PM
25 13 21 59
0.809
32 49[i 178 706
4.5 70.3 25.2
9 128 45 182
05:15 PM
3 132 5fi 191
0.924
188 80 196 468
42.3 17.1 40.6
54 17 49 120
05:3Q PM
49 26 48 123
0.951
2046
518
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YELM AVE
put In Total
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57 504 12B
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2214 Tacoma Road
Puyallup, WA 58371
Grouns Printed- Unshifted
File Name : untitled2
Site Cade :000023$2
Start ^ate :0512312605
Page Nv : 1
z YELM AVE 1 D3RD AVE SE YELM AVE ENTRANCE
Southbound
~ __ Westbound Northbound Eastbound
Start Time Ri ht Thru Left R't ht Thru Leff Fti ht Thru Left Ri ht Thna Left lnt- Total
_
Factor 1.0 1.0 1.0 1 A 1.D ~1.D T 1.D 1.D 1-D 1-D 1-D 1.D
D4:OD PM 0 212 15 11 0 3 5 161 0 0 0 w D 4D7
D4:15 PM 1 245 2D 9 D 1 7 175 3 2 a D 463
04:3D PM 0 2D9 14 19 D 5 5 194 D 2 0 D 448
D4:45 PM 0 238 23 23 0 3 _ 4 18D 2 3 D fl 474
Total ~ 1 904 72 __
6D 0 12 21 71D 5 7 D 0 1792
DS:OD PNI 3 218
D5:15 PM D 22i
05:3D PM D 2DD
D5:45 PM 1 198
.
__
Total
4 _
__._..
837
Grand Total 5 1741
Apprch °Ia 4.3 93.0
Total °Ia D.1 48.4
i9 13 D 3 5 193 4 3 D D 457
15 18 0 2 3 2DD D 1 1 0 461
7 19 D 2 3 235 1 1 D D 468
__ i4 7 p 3 _ 5 ___ 189 0 3_ D 0 420
55 57 0 14 16 817 1 8~~ 1 D 18D6
' YELM AVE
~ Out In Total
1644 1873 3517
5 7744 127
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~ ?v o
ca ~"'
c ~ ~ ~ r -~ 23l20p5 4:00 00 PM 1---- ? ~ ~ y
z ~ 3!2005 5:45:00 PM ~ ~ ~ ~
O ~ ~ ~~ Unshifted r
~~
I
~ ? ~-
LeR Thru Ri itt I
fi 1527 37
1778 1570 3348
Out In Total
127 117 0 22 37 1527 6 15 1 0~ 3598
6.8 84.2 4.0 15.8 2.4 87.3 0.4 93.8 6.3 D.0
3.5 3.3 D.0 D.6 1.0 42.4 0.2 D.4 D.D 4.0
Heath 8~ Associates Inc.
2214 Tacoma Rvad
Puyallup, WA 98371
Southbound Westhound
Start Time Right Thru Left To a~ Right Thru Left
'eak Hour From 04:DD PM to x5:45 PM -Peak 1 of 1
Intersection 04;45 PM
Volume 3 877 64 944 71 D iD
Percent 0.3 92.9 6.8 87.7 D.0 12.3
04:45 D 238 23 2B1 21 0 3
Volume
Peak Factor
High Int. 04:45 PM 04:45 PM
File Name : untitled2
Site Code : aQ002382
Staff ^a#e : a512312ag5
Page Nv : 2
Northbound Eastbound
Right Thru Left 7v a~ Right I Thru Left
15 808 3 826
1.8 97.8 0.4
4 180 2 186
81
24
8 1 6 9 ; 186fl
88.9 11.1 D.D
3 ~ D 3 474
0.981
04:45 PM
D5:30 PM
3 235 1 239
D.884
Vviume D 238 23 251 21 D 3 24
Peak Factor 0.904 x.844
3 0 D 3
0.75D
YELM AVE
Oul In Total
879 944 1823
I
I
~ - ~ 3 B7T li4
Right Thru L
I
i
s~ ~
H °~~ r ~~ °JO~u
~ ~ lJorlh S I °
w
U m
c ~ ,e' ~ 23Y1005 4:45:170 PM ~ ~ ~ ~ ~ y
N ~ 123!21705 5:30:00 PM °
z
~ oo ._
g~ ~ UnshiRed r .~ m
I
~i T ~
Left Thru Ri hS
-~ 3 BOB _, 15
i -
895 826 1721
^tM1 In Total
A
Heath & Associates Inc.
2214 Tacoma Raad
Puyallup, WA 9$371
_ Grou s Printed- Unshifted
1~3F2^ AVE E EI
Westbound N
Factor 1.0 1.4 1.4 1-D i-0
04:00 PM 7 D 15 10 17
D4:15 PM 7 3 21 18 10
D4:30 PM 5 2 16 17 13
44:45 PM 5 5 17 17 23
Total 24 1 D 69 62 63
45:00 PM 16 1 25 23 21
05:15 PM 7 2 15 16 17
05:3D PM 14 1 11 12 12
05:45 PM 3 4 13 18 21
Tvta! 36 4 54 fig 71
Grand Total 6D 14 133 131 134
Appr~h % 28-D fi.8 ~
64.3 48.3 49.4
Total °k 8-3 1.9 18.3 18.D 18.5
1 4 2
D 4 1
1 4 4
2 4 -5
2 4 1
D 0 2
1 0
1 1 D
4 1 4
51 1 9
2-2 6.3 56.3
D.8 ~ 0.1 i.2
File Name : untitled2
Site Cade : OOQQ2382
Start Date : Q512312QD5
Page No : 1
Eastbound
1 1 15 8 ._ 76
1 2 13 3 81
4 2 21 9 86
1 D 32 7 108
3 5 81 27 351
1 0 35 11 136
1 0 18 7 85
0 0 19 B 73
9 0 15 8 81
_
~3 D 87 32l 375
6 ' 5 168 59 726
37-5 2-2 72.4 25.4
4-8 i D-7 23.1 8.1
WE T RD SE
~ Qul In Trial
= 199 207 _ 406
_,~
_ fi~ 14 133
Right Thru Left
,-~ 1 '--1
N
s ~ ~, ~ ~^
~ ~ ~~ North ~~ w N S
W ~ o
w
7 ~r`tin ap ~ ~~ A
o - ~ m ~~ 2~2oas a:oo:oa PM ~~ ~ ; s a
~ ~ i2~2oos s:as:oo PM ~ ~
r~ m
~ a ~°o~ ~ ~ UnstrfleA ._._ ~tD~ ~
~ °~ ~ m
w-
~ ~ r
Left 7hru Ri ht
_~ 6 9 _ 1
._.~ f
' 25 76 41
Out In Total
Heath 8~ Associates Inc.
22 ~ 4 Tacoma Rvad
Puyallup, WA 98371
File Name : untitle~2
Site Cvde :000023$2
Start ^ate :0512312005
Page No : 2
WEST RD 5E 103RD AVE E ENTRANCE 103RD AVE E
Southbound Westbound Northbound __ Eastbound
A
~~
Start Time Right Thru Left APP' Right Thru Left ~P' Right Thru Leff APP' Right Thru Left App' it
Total Total _ Tata[ Total Tot
reaK Hour tram ua:uu rnn tv u5:45 rnn - rep
Intersection 04:30 PM
Volume 33 10 73 11fi
Perr_ent 28.4 8.fi fi2.9
05:00 1B ~ 25 42
Volume
Peak Factor
High Ent. 05:00 PM
Volume 1fi 1 25 42
Peak Factor 0.690
iKl Oil
73 74 3 150
48.7 49.3 2.0
23 21 2 4S
05:00 PM
23 21 2 46
0.815
rt.
ai_
0 4 3 7 2 106 34 142 415
p.p 57.1 42.9 1.4 74.6 23.9
0 1 1 2 0 35 11 46 13fi
0.753
05:15 PM 05:pp PM
p 2 1 3 0 35 i1 46
0.583 O.T72
WE ^ E
Out In Total
111 116 _ 227
i
33 10 73 ~
Right Thru left
j ~-
N
4
~~ ~ 0
} ~ ~
~ ~ ~ ~ J North ~a ~ ~
W ~" w
N
~ ~ ~ ~ ~ ~ 312f105 4' 34:00 PM ~ ~ ~ ~ ~ Y
~ ~ 312005 5:15:OD PM ` A c c
o ~~ N t Unshifted ~ ~ ~
i
i
~ ~ ~ T r--
i_ef1 Tnn, Rl rn
3 d 0
15 ~ 22
Oul In Total
WEST ROAD PROFESSIONAL PARK
YELM AVE & SR-507 {FIRST ST]
EXISTING PM PEAK HOUR VOLUI~S
SIGNAL200DITEAPAC[Ver 1.10.10] - HCM Input Worksheet
Intersection # 0 -
I I I II
I 51 I 504 I 125 I!
112.0 I lz.v 112.v II
I 1 1 1 1 1 II
I I I II 1
------------- 1 I ~
19v ~2.v 1 /
8D 12.D ~ --
----------
198
---------- ------
D.D
------ ---
D
---
1
-
I
I
I
Heavy veh, $HV
Pk-hr fact, PHF
Pretimed or Act
Strtup lost, 11
Ext eff grn, e
Arrival typ, AT
Ped vol, vped
Sike val, vhic
Parking l.acatns
Park mnvrs, Nm
Bus stops, NB
Grade, $G
+ ~
v51251v5
10:02:14
Area Lacatian Type: NONCBD
I I[ey : VOLUME S - - 7
I I WIDTHS
I v LANES
---------------------
--73 0.0 0
---------------- 11~
49 12.0 1 !
--------------..___- I
69 12.0 1 North
___________________ I
1 I 1
II 178 I 496 I 32 I Phasing: SEQUENCE 46
II 12.D 112.0 112.0 I PERMSV N N N N
II 1 1 1 1 1 1 ~VERLP N N N N
II I ! I LEADLAG LD LD
sB
RT TH LT
1.0 1.4 1,D
.97 .97 .97
A A A
2.0 2.0 2.D
2.D 2.0 2.D
3 3 3
0
0
ND
0
v
.0
we
RT TH LT
1.0 1.0 1.D
.81 .81 .81
A A A
2.o z.v 2.^
2.D z.o z.v
3 3 3
0
0
NO
v
0
.0
NB
RT TH LT
1.0 1.0 1.0
. 92 .92 . 92
A A A
2.D 2.0 2.0
2.D 2.D 2.D
3 3 3
0
D
NQ
D
0
.0
EB
RT TH LT
2.v z.o z.^
.95 .95 .95
A A A
2.0 2.0 2.0
2.0 2.D 2.0
3 3 3
0
0
NO
0
.0
Sq 46 I Phase 1 1 Phase 2 1 Phase 3 1 Phase 4 1 Phase 5 1 Phase 5 1
+ I++ I I I I 1
+ I++ I I I ++++I I
111 I +~ I[+ + I I I [++++I I
v I **** I I I I
I I " I++++ v I**** k I f
North I [* 1 * +~I I++++] !****~ I I
I I * I *+ I I++++ I**** I I
1 * I *+ I I v I v I I
C=120"I G- 20.7" I G= 42.3" I G= 12.1" I G= 4.8" I G= 20.1" I G= D.0"
I Y+R= 4.D" I Y+R= 4.D" I Y+R= 4.0" I Y+R= 4.0" { Y+R= 4.0" I Y+R- 0.0" I
WEST RQAL PROFESSIONAL PARK
XELM AVE & 5R-507 tFIRST STy
EXISTING PM PEAK HOUR VOLUMES
05/26/05
10:02:14
SIGNAL200a/TEAPAC[Ver 1.10.10] - HCM Volume Adjust & Satflow Worksheet
Volume SB WB NB ES
Adjustment RT TH LT RT TH LT RT TH LT RT TH LT
Volume. v
Pk-hr fact, PHF
Adj my flow, vp
Lane group. LG
Adj LG flow, v
Prop LT, PLT
Prop RT, PRT
Saturation
Flow Rate
Hose satfla, so
Number lanes. N
Lane width, fW
Heavy veh, fHV
Grade. fg
Parking. fp
Bus block, fbb
Area type, fa
Lane util, fLCI
Left-turn, fLT
Right-turn, fRT
PedSike LT , f Lpb
PedEike RT,fRp1a
Local adjustmnt
Adj satflow, s
51 5v4 126
.97 .97 .97
53 520 134
RT TH LT
53 520 134
.DDO .DDD 1.DD
l.ova .DDO .DOD
SH
RT TH LT
1900
1
1.000
.990
1.D00
1.DD0
1.000
1.DDo
l.avo
1.DD0
.850
l.vvv
1.aov
l.oov
1599
1904 19x0
1 1
1.00 1.OD
.990 .990
1.x0 1.00
1.ao 1.vv
1.aa 1.00
1.00 1.00
1.00 1.00
1.Oa .950
1.Oa l.aa
1.Oa 1.aa
1.aa 1.oa
l.aa 1.aa
1$81 17$7
73 49 69 32 496 178
.81 _81 .81 .92 .92 .92
9a 60 $5 35 539 193
RT+TH LT RT TH LT
150 85 35 539 193
.ooo l.ov .avv .ovv l.vv
.6DO .oao Lvov .aoo .oao
WB NB
RT TH LT RT TH LT
190D
1
1.OOa
.990
1.000
1.DOD
1.aao
1.a0a
1.000
1.000
.910
1.aa0
l.aoa
l.vaa
1712
19D0
1
l.aa
.994
1.00
1.D0
1.oD
1.00
1.00
.95D
1.04
l.Do
1.00
l.av
1787
1900
1
l.vvv
.990
1.000
1.DD0
1.DDD
1.x00
1.OOD
1.OOo
.850
1.Da0
1.DDD
1.aDD
1599
1900 19DD
1 1
l.av l.vv
.990 .99v
1.00 1.Do
l.ao 1.oD
1.oD l.aa
1.04 1.00
1.00 1.00
1.Q0 .950
1.00 1.00
1.Da 1.DD
l.aa 1.oD
l.aa l.aa
1881 1787
SIGNAL2QOD/TEAPAC[Ver 1.10.1x] - HCM Capacity and LOS Worksheet
Capacity
Analysis
Lane group, LG
Adj Flow, v
Satflow, s
Lost time, tL
Effect green, g
Grn ratio, g/C
LG capacity, c
v/c ratio, ]~
Flow ratio, v/s
Crit lane group
Sum Grit v/s,Yc
Crit v/c, Xc
S8
RT TH LT
RT TH LT
53 520 130
1599 1881 1787
4.0 4.D 4.0
42.3 42.3 2D.7
.352 .352 .172
563 663 308
.x94 .784 .422
.x33 .276 .x73
0.618
.713
W6
RT TH LT
RT+TH LT
150 85
1712 1787
4.D 4.0
2x.1 12.1
.168 .101
287 184
.523 .472
.D$8 .D48
Total lost, L
N8
RT TH LT
RT TH LT
35 539 193
1599 1881 1787
4.0 4.0 4.0
42.3 42.3 20.7
.352 .352 .7.72
563 fi63 308
.062 .813 .627
.022 .287 .108
198 8a 190
.95 .95 .95
208 84 200
RT+TH LT
292 2vo
.Oao 1.OD
.712 .DDD
EB
RT TH LT
1900 1900
1 1
l.vvv 1.aa
.980 .980
1.DOO 1.oa
1.DDD 1.Da
1.0D0 1.00
l.ovv 1.aD
~.. aoo ~ . ao
1.oav .950
.893 1.aa
1.DOD 1.Da
1.000 1.D0
1.DOD l.oo
1664 177v
EH
RT TH LT
RT+TH LT
292 2x0
1664 1774
4.0 4.0
29.0 20.9
.241 .174
4x1 349
.728 .647
.176 .113
16.0
WEST ROAD PROFESSIONAL PARK
YELM AVE & SR-547 (FIRST ST}
EXISTING PM PEAK HOUR VOLUMES
SIGNAL2DOO~TEAPAC[Ver 1.10.10] - HCM Capacity and LOS Worksheet
Delay
and LOS
Lane group, LG
Adj Flaw, v
LG capacity, c
v/c ratio, X
Grn ratio g~C
Unif delay. dl
Incr oalih, k
Incr delay d2
Queue Delay, d3
Unif delay, d1*
Prag factor, PF
Contrl delay, d
Lane group LDS
Final Queue , ~i
Appr delay, dA
Approach LOS
Appr flow, vA
SB
RT TH LT
RT TH LT
53 52D 13D
553 653 3D8
.094 .784 .422
.352 .352 .172
26.0 34.8 44.3
.11 .33 .11
.1 5.2 .9
.0 .0 .0
.o .D .D
l.o0 1.OD 1.00
26.1 40.9 45.3
C+ D+ D
0 0 0
40.6
^+
703
WB
RT TH LT
RT+TH LT
15D 85
287 18D
.523 .472
.168 .101
45.6 50.9
.13 .11
1.7 2.0
.0 .0
.a .o
1.00 l.oo
47.3 52.9
D D
0 0
49.3
D
235
NB
RT TH LT
RT TH LT
35 539 193
563 663 308
.052 .813 .627
.352 .352 .172
25.7 35.3 46.1
.11 .35 .21
.0 7.7 4.0
.^ .0 .D
.v .o .o
1.OD 1.DD 1.D0
25.8 42.9 50.1
c+ n+ D
0 ~ D
44.D
D+
767
D512s/D5
10:02:14
EB
RT TH LT
RT+TH LT
292 20D
401 309
.728 .647
.241 .174
41.9 46.1
.z9 .2z
5.6 4.7
.0 .D
.v .D
1.00 1.00
48.5 50.8
D D
0 0
49.4
D
492
Intersection: Delay 44.7 LOS D+
WEST ROAD PROFESSIQNAL PARE{ 05/26/05
YELM AVE & SR-5D7 tFIRST ST] 10:02:14
EXISTING PM PEAK HOUR VOLUMES
SIGNAL200D/TEAPAC[Ver 1.10.10] - Evaluation of Intersection Performance
Sq 46 I Phase 1 I Phase 2 { Phase 3 1 Phase 4 I Phase 5 1
I + I++ ! I I I
I + I + + { I I ++++I
III I +] IC+ + I I I c++++I
I I I V I **** I I I
I I I I++++ v I**** f {
North { [* { * + ]I I++++] I****] {
* I * + I I++++ I**** {
* I *+ I I v I v {
G/C=0.172 I G/C=D.352 I G/C=0.101 I G/C=0.440 I G/C=D.168 I
G= 20.7" I G= 42.3" I G= 12.1" I G= 4.8" I G= 20.1" I
Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.D" I
I OFF= O.O~S I OFF=20.6'k I OFF=59.15 I OFF=72.5$ { OFF=79.95 I
C=12D sec G=1fl4.0 sec = 83.3 Y=20.D sec = 1 G.7$ Ped= 0.0 sec = D.O~
MVM'P TOTALS SB Approach WB Approach NB Appro ach EB Approach Int
Param:Units RT TH LT RT TH LT RT TH LT RT TH LT Total
AdjVol: vph 53 520 130 9D 60 85 35 539 193 2D8 84 200 2197
Wid/Ln:ft/# 12/1 12/1 12/1 D/D 12/1 12/1 12/1 12/1 12/1 D/0 12/1 12/1
91C RgdL~C:~ 25 38 27 0 27 26 25 39 28 D 32 29
g/C Used: ~ 35 35 17 0 17 10 35 35 17 D 24 17
SV ~E: vph 563 663 283 0 252 150 563 663 283 0 386 285 4101
Svc Lv1:LOS C+ D+ D D D C+ D+ D D D D+
Deg Sat:v/c 0.09 0.78 0.42 0 .00 0.52 0.47 0.05 0.81 0,53 0.00 0.73 0.65 D.68
HCM Del:s/v 26.1 40.9 45.3 D.D 47.3 52.9 25.8 42.9 50.1 0.0 48.5 50.8 44.7
Tot Del:min 6 89 25 0 30 19 4 95 40 0 59 42 410
# Staps:veh 9 116 29 0 34 20 6 122 45 0 57 47 495
Queue l:veh 2 28 7 ^ 9 5 1 29 11 0 17 12 29
Queue 1: ft 55 693 180 0 214 129 35 733 281 0 421 294 733
APPR TOTALS Int
Param:Units SB Approach WB Approach NB Approach EB Approach Total
AdjVol: vph 703 235 767 492 2197
Svc Lv1:L05 D+ D D+ D D+
Deq Sat:v/a 0.57 0.50 0.73 D.69 0.68
HCM Del:sly 40.6 49.3 44.0 49.4 44.7
Tot Del:min 124 49 140 101 410
# Stops:veh 154 54 173 114 495
Queue l:veh 28 9 29 17 29
Queue 1: ft 593 214 733 421 733
WEST ROAD PROFESSIONAL PART{
YELM AVE & SR-5D7 {FIRST ST}
2007 PM PEAI{ HOUR VDLUi~S WITHOUT PROJECT
SIGNAL200DITEAPAC[Ver 1.10.10] - HCM Input Worksheet
Intersection # 0 -
I I I I I
~ 64 I 535 I 198 II
112.0 112.0 ] 12.4 II
I 1 1 1 1 1 II
! I 11 1
-----~-------- 1 I 1
l2D8 12.0 1 /
114 1z.v 1 --
213 0.0 0 1
I
I
I
Heavy veh, ~HV
Pk-hr fact, PHF
Pretimed or Act
Strtup lost, 11
Ext eff grn, e
Arrival typ, AT
Ped vol, vped
BikB Vol, vb1G
Parking lvcatns
Park mavrs~ Nm
Hus stops, NB
Grade, ~G
05/26/05
10:D9:53
Area Location Type: NDNCHD
~ Key : VOLUMES --
I I WII]THS
I v LANES
160 0.0 0
--------------------- 1 i ~
77 12.0 1
110 12.0 1 North
___________________ I
1 I 1
II 194 I 525 1 55 I Phasing: SEQUENCE 4fi
I! 12.0 112.0 112.D I PERMSV N N N N
11 1 1 1 1 1 1 DVERLP N N N N
II I I ! LEADLAG LD LD
SB
RT TH LT
l.D 1.D 1.D
.97 .s7 .97
A A A
2.0 2.D 2.0
2.0 2.D 2.0
3 3 3
D
D
ND
a
D
.D
WB
RT TH LT
1.0 1.D 1.0
.81 .81 .81
A A A
2.4 2.0 2.D
2.0 2.0 2.0
3 3 3
D
0
No
D
D
.o
NB
RT TH LT
1.D 1.D 1.D
.92 .92 .9Z
A A A
2.0 2.D 2.0
2.D 2.0 2.D
3 3 3
D
0
NO
D
0
.v
EH
RT TH LT
2.0 2.0 2.0
.95 .95 .95
A A A
2.0 2.0 2.0
2.0 2.0 2.0
3 3 3
0
0
ND
0
.0
Sq 46 I Phase 1 1 Phase 2 1 Phase 3 1 Phase 4 1 Phase 5 1 Phase 6 I
i + I++ I I I I I
. I + I++ i I I ****I
1!1 I +~ I~+ + I I I ~****I I
I f- I v I **** I ^ I I I
I I I I++++ v !**** I I I
North I [* I * +]I I++++~ I++++~ I
I ~ * I *+ I I++++ I++++ I
{ * i *+ I I v I ~' I I
C=12D"I G=^ 18.3"-I G= 41.5" i G= 12.7" ! G= 1.8" I G= 25.6" I G= O.D" I
I Y+R---- 4.0" I Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.D" I Y+R= 4.D" I Y+R D.D" I
WEST RQAH PROFESSIaNAL PARK
7iCELM AVE & SR-507 FIRST ST]
2007 PM PEAK HOUR VOLUMES WITHOUT PROJECT
SIGNAL200D/TEAPAC[Ver 1.14.10] - HCM Volume Adjust & Satflaw Worksheet
Volume
Adjustment
Volume, V
Pk-hr fact, PHF
Adj my flow, vp
Lane group, LG
Adj LG f1ow, v
Prop LT, PLT
Prop RT, PRT
Saturation
Flow Rate
Rase satflo, so
Number lanes, N
Lane width, fW
Heavy veh, fHV
Grade, fg
Parking, fp
Bus block, fbb
Area type, fa
Lane util, fLU
Left-turn, fLT
Right-turn, fRT
PedSike LT, fLp1a
PadBike RT,fRpb
Local adjustmnt
Adj satflow, s
SB
RT TH LT
64 535 198
.97 .97 .97
66 552 244
RT TH LT
fib 552 244
.ovo .vv^ 1.D4
1.DOD .DVV .DOD
RT
1904
1
1.4Dv
.99D
1.ODv
1.444
1.D00
1.000
1.DOD
1.oov
.850
1.000
1.ooD
1.000
1599
5B
TH LT
1900 19DD
1 1
1.40 l.Do
.990 .990
1.a4 l.oD
1.4a 1.00
1.00 1.40
1.00 1.D0
I.DD 1.00
1.40 .950
1.44 1.D0
1.00 1.00
1.00 i.DO
1.00 1.00
1881 1787
WS NB
RT TH LT RT TH LT
160 77 110 55 526 194
.81 .81 .81 .92 .92 .92
198 95 136 60 572' 211
RT+TH LT RT TH LT
293 136 6^ 572 211
.000 1.04 .ODD .000 1.D0
.676 .044 1.04D .000 .004
WB
RT TH
1900
1
1.000
.990
1.oD4
1.v00
1.DVv
1.000
1.oDD
1.oaD
.899
1.D04
1.OD0
1.ODD
1691
LT
1900
1
1.04
.990
1.oD
1.00
1.DD
1.DD
1.44
.950
1.00
1.00
1.DD
1.v^
17$7
RT
lsoo
1
1.000
.990
1.DVv
1.44^
1.444
1.40D
l.aoo
1.Dao
.85D
1.DaD
1.000
1.000
1599
NB
TH LT
1904 194v
1 1
1.40 1.DD
.990 .990
l.ov 1.04
1.D0 1.OD
1.vv 1.vo
l.ao 1.vv
1.aD 1.OD
1.00 .950
1.DD 1.00
1.4^ 1.00
1.D0 1.DD
l.o0 1.vv
1881 1787
SIGI+1AL2004/TEAPAC[Ver 1.14.10] - HCM Capacity and LaS Worksheet
Capacity
Analysis
Lane group, LG
Adj Flow, v
Satflow, s
Lost time, tL
Effect green, g
Grn ratio, g/C
LG capacity, c
v/c ratio, X
Flow ratio. v1s
Crit lane group
Sum Grit v/s,Yc
Crit v/a, Xc
SB
RT TH LT
RT TH LT
66 552 204
1599 18$1 1787
4.D 4.0 4.0
41.5 41.5 18.3
.346 .34fi .153
553 65v 273
.119 .849 .747
.041 .293 .114
a.719
.830
WB
RT TH LT
RT+TH LT
293 136
1691 1787
4.0 4.4
25.5 12.7
.213 .106
361 190
.812 .71s
.173 .076
Total 103t, L
NB
RT TH LT
RT TH LT
5^ 572 211
1599 1881 1787
4.0 4.0 4.0
41.5 41.5 18.3
.346 .345 .153
553 550 273
.148 .88D .773
.D38 .304 .118
16.0
45/26/05
14:09:53
EB
RT TH LT
213 114 208
.95 .95 .95
224 12D 219
RT+TH LT
344 219
.D4a l.Do
.551 .000
EB
RT TH LT
1900 1940
1 1
1.ovv 1.Do
.984 .980
1.DD0 1.OD
1.DDD 1.00
1.DDD l.Ov
1.OOD 1.04
1.000 1.00
1.000 .954
.902 1.DD
1.DD4 1.00
1.DVO 1.vD
1.000 1.00
1681 1770
EB
RT TH LT
RT+TH LT
344 219
1681 1770
4.D 4.0
31.4 18.6
.262 .155
440 274
.782 .799
.205 .124
WEST ROAD PROFESSIONAL PARE{
YELM AVE & SR-507 {FIRST ST)
2007 PM PEAEC HOUR VOLUMES WITHOUT PROJECT
SIGNAL2vD0~TEAPAC[Ver 1.10.10] - HCM Capacity and LDS Worksheet
Delay
and LOS
Lane group, LG
Adj Flow, v
LG capacity, c
v/c ratio, x
Grn ratio, gID
Unif delay. dl
Incr calib, k
Incr delay, d2
Queue Delay, d3
Unif delay ~ dl*
Prog factor, PF
Contrl delay, d
Lane group LOS
Final Queue,q~oi
Appr delay, dA
Approach LOS
Appr flow, vA
Intersection:
SS
RT TH LT
RT TH LT
66 552 204
553 650 273
.119 .$49 .747
.346 .346 .153
2fi.8 36.4 48.6
.11 .38 .30
.1 10.4 10.8
.0 .0 .0
.o .D .v
1.00 1.D0 1.OD
26.9 46.7 59.4
C+ D E+
a o v
48.3
n
822
Delay 52.7
WB
RT TH LT
RT+TH LT
293 136
361 190
.812 .716
.213 .1D6
44.9 51.9
.35 .28
13.1 12.1
.0 .0
.D .a
1.D0 1.00
58.v 64.0
E+ E+
a D
59.9
E+
429
NB
RT TH LT
LDS D
RT TH LT
60 572 211
553 65D 273
.108 .8$0 .773
.346 .346 .153
26.7 36.9 48.8
.11 .41 .32
.1 13.3 12.9
.0 .0 .D
.0 .0 .v
1.00 1.DD 1.00
26.8 50.2 61.7
C+ D E+
v D v
51.4
D
843
a51261D5
10:09:53
EB
RT TH LT
RT+TH LT
344 219
440 274
.782 .799
.262 .155
41.1 48.9
.33 .34
8.9 15.4
.0 .0
.0 .D
1.00 1.D0
5D.D 64.3
D E+
v D
55.5
E+
563
WEST RQAD PROFESSIONAL PARK D5/26/05
YELM AVE & SR-507 (FIRST ST) 1D:09:53
2007 PM PEAK HOUR VDLUNIES WITHOUT PROJECT
SIGNAL20DD/TEAPAC[Ver 1.10.10] - Evaluation of Intersection Performance
Sq 46 I Phase 1 1 Phase 2 1 Phase 3 1 Phase 4 1 Phase 5 1
I + I++ i i I
+ I + + 1 I I ****i
111 I +7 I~+ + I I I ~****i
! I v I " **** ! I 1
! 1 I I++++ v 1 **** I I
North 1 C* 1 * +7i I ++++7 I++++7 I
I 1 * 1 *+ i I ++++ i++++ i
I * I *+ I I v 1 v
i G/C=0.153 I G/C=0.346 I G/C=0.146 i G/C= 0.015 I G/C=D.213
i G= 18.3" I G- 41.5" I G= 12.7" i G= 1.8" I G= 25.6"
i Y+R= 4.0" I Y+R= 4.0" i Y+R= 4.0" i Y+R= 4.0" i Y+R= 4.0"
i OFF= O.D~ I OFF=18.5$ 1 OFF=56.5 I OFF= 7D.5'~ i OFF=75.3$ i
C=120 sec G=1Da.0 sec = 83.3 Y=2Q.0 se c = 1 6.75 Ped= D.D sec = O.D~k
MVM'i' TOTALS SB Approach WS Approach NB Appro ach EB Approach Int
Param:Units RT TH LT RT TH LT RT TH LT RT TH LT Total
Adjvol: vph 65 552 204 19$ 95 136 5D 572 211 224 120 219 2657
Wid/Ln:ft/# 12/1 12/1 12/1 0/D 12/1 12/1 12/1 12/1 12/1 0/0 12/1 12/1
g/C Rqd@C:~ 25 4D 29 0 32 27 25 40 29 D 34 29
g/C Used: 'k 35 35 15 0 21 11 35 35 15 D 26 15
SV LE: vph 553 650 246 0 342 160 553 650 246 D 429 247 4076
Svc Lv1:LOS C+ D E+ E+ E+ C+ D E+ D E+ ^
Deg Sat:v/c 0.12 D.85 0.75 0 .00 0.81 D.72 0.11 0.88 D.77 D.00 0.78 0.80 D.78
HCM Delis/v 26.9 46.7 59.4 0.0 58.0 64.0 26.8 50.2 61.7 D.0 50.0 64.3 52.7
Tat Del:min 7 1D7 50 0 71 36 7 120 54 D 72 59 583
# Stops:veh 11 128 49 0 70 33 1D 134 51 D 80 53 619
Queue 1:veh 3 31 13 ^ 18 9 3 33 13 D 20 14 33
Queue 1: ft 7D 776 316 0 447 218 64 826 331 ^ 500 350 826
APPR TOTALS Int
Param:Units SB Approach WB Approach NB Approach EB Approach Total
Adjval: vph ---- ~-822--__^ 429 843 563 2657
Svc Lv1:LOS ^ E+ D E+ D
Deg 5at:vlc 0.76 0.78 0.8D 0.79 4.78
HCM Dei:sly 48.3 59.9 51.4 55.5 52.7
Tot Del:min 154 1D7 181 131 583
# Stops:veh 188 103 195 133 519
Queue 1:veh 31 18 33 2D 33
Queue 1: ft 776 447 825 500 826
WEST RDAD PRaFESSIVNAL PARK
YELM AVE & SR-507 [FIRST STy
2D07 PM PEAK HQUR VDLE7NIES WITH PRDJEGT
SIGNAL24DOITEAPAC[Ver 1.10.10] - HCM Input Worksheet
Intersection # 0 -
I I I II
I 54 I 539 I 198 I1
112.0 112.0 112.0 II
I 1 1 1 1 1 ll
I I I fl ~
------------- 1 I ~
2D8 12.0 1 1
114 12.0 1 --
215 0.0 v ~
I
I
I
Heavy veh, ~Hv
Pk-hr fact, PHF
Pretimed or Act
Strtup lost, 11
East eff grn, e
Arrival typ, AT
Ped vol, vped
Bike vol, vbic
Parking Iocatns
Park mnvrs, Nm
Hus stops, NB
Grade, $G
+ 1
05/26/05
10:11:28
Area Location Type: NDNCBD
I Key: VDLUMES -- ]
I I WInTHs
1 v LANES
15D D.D o
------------------~- 111
77 12.0 1
111 12.0 1 North
~_«- -----= 1
~ I I
II 207 I 552 I 61 I Phasing: SEQUENCE 46
II 12.D ! 12.0 112.0 I PERMSV N N N N
I I 1 1 1 1 1 1 DVERLP N N N N
II I I I LEAnLAG Ln LD
$B
RT TH LT
1.D 1.0 1.0
.97 .97 .97
A A A
z.o 2.o z.o
2.0 2.0 2.0
3 3 3
0
0
Nv
a
.D
WB
RT TH LT
l.D l.D 1.0
.81 .81 .81
A A A
2.0 2.o z.v
2.4 2.0 2.D
3 3 3
D
0
NO
v
0
.0
NS
RT TH LT
l.0 1.D 1.v
. 92 .92 . 92
A A A
2.0 2.0 2.0
2.0 2.0 2.0
3 3 3
0
0
Nv
0
0
.0
EB
RT TH LT
2.0 2.0 2.0
.95 .95 .95
A A A
2.D 2.0 2.v
2.D 2.0 2.0
3 3 3
D
D
ND
0
.^
Sq 46 ! Phase 1 1 Phase 2 1 Fhase 3 1 Phase 4 1 Phase 5 1 Phase 6 1
**I** .---------------------------------------__----------------------------------
I + I++ I I I I I
. I + I++ I I I ****I I
111 I +~ I~+ + I I I ~****I I
1 ~ I **** I 1 1 I
1 I I I++++ v I**** I I
North I ~* I * +]l I++++] I++++] I
I I * I *+ I I++++ I++++ I I
I * I *+ I I v I v I I
----------------------------------------------------------------------------
C=120"I G= 18.3" 1 G= 41.5" I G- 12.7" I G= 1.8" I G= 25.5" I G= 0.0" I
l y+R= 4.D" I Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.D" ] Y+R-- 0.0" I
WEST ROAD PRDFESSIaNAL PARE{
YELM AVE & 5R-507 [FIRST ST}
2v07 PM PEAL{ HQUR VOLUMES WITH PROJECT
SIGNAL20D0/TEAPAC[Ver 1.10.1x] - HCM Volume Adjust & Satflow Worksheet
Volume
Adjustment
volume, V
Pk-hr fact, PHF
Adj my flaw, vp
Lane group, LG
Adj LG flow, v
Prop LT, PLT
Prvp RT, PRT
Saturation
Flow Rate
Base satflo, sv
Number lanes, N
Lane width, fW
Heavy veh, fHV
Grade, fg
Parking, fp
Bus block, fbb
Area type , f a
Lane util, fLU
Left-turn, fLT
Right-turn, fRT
PedBike LT,fLpb
PedBike RT,fRpb
Local adjustmnt
Adj satflow, s
D5/26/05
1x:11:28
SB WB NB ES
RT TH LT RT TH LT RT TH LT RT TH LT
-^64 539 198 160 r77~ 111 ~61 552 247 215 114 248
.97 .97 .97 .81 .81 .81 .92 .92 .92 .95 .95 .95
66 556 204 198 95 137 66 6DD 225 225 124 219
-RT -^TH LT RT+TH LT RT TH LT RT+TH LT
56 556 204 293 137 66 640 225 346 219
.ODD .ODD 1.D0 .ova 1.D0 .ODD .vDD 1.D0 .DOD 1.DD
1.0D0 .000 .ODD .676 .000 1.000 .ODD .ODD .653 .ODD
S8
RT TH LT
1900 1900 1904
1 1 1
l.DOO 1.DV l.DD
.99D .99D .99D
1.440 1.D0 1.00
l.voo 1.DO 1.vo
1.DVa 1.00 1.4D
1.40v 1.00 1.04
1.DDO 1.as 1.00
1.DD0 1.DD .950
.854 1.DD 1.00
1.DDO 1.DD 1.DD
1.oDD 1.00 1.x0
1.DOD 1.00 1.DD
1599 1881 1787
SIGNAL2400/TIj.APAC[Ver 1.10.10] - HCM Capacity and LDS Worksheet
Capacity
Analysis
Lane group, LG
Adj Flvw, v
Satflaw, s
Lost time, tL
Effect green, g
Grn ratio, gIC
LG capacity, c
v/c ratio, x
Flow ratio, v/s
Crit lane group
Sum Grit v/s,Yc
Crit vlc, xc
SB
RT TH LT
RT TH LT
66 556 204
1599 1881 1787
4.0 4.D 4.0
41.5 41.5 18.3
.346 .346 .153
553 654 273
.119 .855 .747
.441 .296 .114
D.742
.856
WB
RT TH LT
1900 194D
1 1
1.ovD 1.oD
.99D .990
1.000 1.D0
1.oDD 1.Da
1.OOD 1.00
1.00D 1.DD
l.oo0 1.Dv
1.044 .950
.899 1.00
1.ODD 1.DD
1.Dav 1.oD
1.DOO 1.DD
1691 1787
WB
RT TH LT
RT+TH LT
293 137
1591 1787
4.4 4.0
25.6 12.7
.213 .1D6
361 19D
.812 .721
.173 .077
Total lost, L
NB
RT TH LT
190D 1900 190D
1 1 1
1.DD0 1.04 1.00
.990 .99D .990
1.DDO 1.aD 1.vD
Lvov 1.DD 1.Dv
1.aDV l.ao 1.DD
l.vaD 1.oD 1.00
1.000 1.D4 1.OD
1.DDD 1.ov .95D
.85D 1.OD 1.00
1.D0D 1.00 1.0D
1.4aD 1.DD 1.4D
1.D44 1.Da 1.DD
1599 1881 1787
NB
RT TH LT
RT TH LT
66 600 225
1599 1881 1787
4.D 4.0 4.D
41.5 41.5 18.3
.346 .346 .153
553 650 273
.119 .923 .824
.D41 .319 .126
16.0
EB
RT TH LT
19DD 1900
1 1
1.DDD 1.DD
.98D .98D
1.4DD 1.04
1.040 1.DD
1.DOO 1.00
1.oD4 1.DD
1.aDD 1.oD
1.000 .95D
.902 1.OD
1.OD0 1.00
1.QOD 1.00
1.D00 1.00
1680 1770
IrH
RT TH LT
RT+TH LT
346 219
lseD 177D
4.0 4.0
31.4 18.6
.262 .155
440 274
.786 .799
.206 .124
WEST ROAD PROFESSIONAL PARK
YELM AVE & SR-507 {FIRST ST}
2007 PM PEAK HDi]R VOL[]MES WITH PROJECT
SIGNAL20001TEAPAC[Ver 1.1D.1D] - HCM Capacity and LOS Worksheet
Delay
and LOS
Lane group, LG
Adj Flow, v
LG capacity, ~
v/c ratio, X
Grn ratio, gIC
Unif delay, dl
Incr calib, k
Incr delay, d2
Queue Delay, d3
Unif delay, dl*
Prag factor. PF
Contrl delay. d
Lane group LDS
Final Queue,Qbi
Appr delay, dA
Approach LDS
Appr flow, vA
SB
RT TH LT
RT TH LT
66 556 204
553 650 273
.17.9 .855 .747
.346 .346 .153
26.8 36.5 48.6
.11 .39 .30
.1 10.9 1D.8
.a .D .D
.v .D .o
1.av 1.DO 1.ov
25.9 47.3 59.4
C+ D E+
D 0 0
48.7
D
826
Delay 54.8
WB
RT TH LT
RT+TH LT
293 137
361 190
.812 .721
.213 .106
44.9 51.9
.35 .28
13.I 12.6
.0 .D
.o .D
l.DO 1.aD
58.0 64.5
E+ E+
D 0
60.1
E+
43D
Ng
RT TH LT
RT TH LT
66 600 225
553 650 273
.119 .923 .824
.346 .346 .153
26.8 37.7 49.3
.11 .44 .36
.1 18.9 18.2
.0 .D .D
.D .v .D
1.aD 1.av 1.OD
26.9 55.5 67.5
C+ E+ E
v a D
57.2
E+
891
Intersection:
LOS D
05/261D5
10:11:28
EB
RT TH LT
RT+TH LT
346 219
440 274
.786 .799
.262 .155
41.2 48.9
.33 .34
9.2 15.4
.D .0
.^ .0
1.DD 1.00
50.3 64.3
D E+
0 0
55.7
E+
565
WEST ROAD PROFESSIONAL PARK 05/25/05
YELM AVE & SR-5D7 (FIRST STy 10:11:28
2DD7 PM PEAK HpUR VOLUMES WITH PROJECT
SIGNAL2000/TEAPAC[Ver 1.10.10] - Evaluation of Intersection Performance
Sq 45 I Phase 1 1 Phase 2 1 Phase 3 1 Phase 4 1 Phase 5 J
I + k++ 1 I I I
. I + I++ I I I ****I
/I~ I +] IC+ + I I I ~****I
I k k v I **** I I I
I I I I++++ v I**** I I
North I [* I * + ]I I++++] I++++] I
I I * I *+ I I++++ I++++ I
* I *+ I I v I v I
k G/C=D.153 I G/C=0.346 I G/C=0.105 I GIC= 4.015 k G/C=0.213 I
I G= 18.3" I G= 41.5" I G= 12.7" I G= 1.8" I G= 25.6" I
I Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.0" I Y+R= 4.D" I Y+R= 4.0" I
I OFF= 0.0$ I OFF=18.6 I OFF=56.5$ I DFE= 7Q.5~r k OFF=75.3$ I
C=120 sec G-100.0 sec - 83.3 Y=2 0.0 se c - 1 6.7 Ped= D.0 sec = 0.0~
MVMT TOTALS SH Apprvach Wg Approach NB Appro ach EB Approach Int
Param:Units RT TH LT RT TH LT RT TH LT RT TH LT Total
AdjVol: vph 65 555 204 I98 95 137 66 500 225 225 120 219 2712
WidlLn:ft/# 12/1 12/1 1211 010 1211 12/1 12/1 12/1 12/1 010 1211 1211
gIC Rqd@C:$ 25 40 29 0 32 27 25 41 29 0 34 29
gIC Used: ~ 35 35 15 0 21 I1 35 35 15 0 26 15
SV @E: vph
_
_-__ 553
____ 650 245
_..___ D 342 16D
___ 553
____W 55D
..____ 245 D 429
__.._ 247
___W 4076
_____
__
____
Svc Lv1:LOS C+ _____ _
D E+ __________
E+ E+ C+ E+ __________
E D E+ D
Deg Sat:vlc 0.12 0.86 D.75 0 .00 0.81 4.72 D.12 0.92 D.82 0.00 0.79 0.8D D.80
HCM Delis/v 25.9 47.3 59.4 0.0 58.D 64.5 25.9 55.5 67.5 0.0 50.3 64.3 54.8
Tot Del:min 7 110 50 0 71 37 7 142 63 0 73 59 519
# Stops:veh 11 129 49 0 70 33 11 144 55 0 $0 53 535
Queue 1:veh 3 31 13 0 1$ 9 3 35 14 D 20 14 35
Queue 1: ft 70 785 315 0 447 220 70 905 363 0 505 35D 905
APPR TOTALS Int
Param:[]nits SB Approach WH Approach NB Approa ch EB Approach Total
AdjVnl: vph 826 430 891 555 2712
Svc Lv1:LDS D E+ E+ E+ D
Deg Sat:vlc 0.77 0.78 0.84 D.79 0.$0
HCM Del:sly 48.7 5D.1 57.2 55.7 54.8
Tot Del:min 167 108 212 132 619
# Staps:veh 189 103 210 133 635
Queue 1:veh 31 18 36 2D 35
Queua 1: ft 785 447 906 505 905
TWD-WAY STEP GDNTRDL SUMMARY
& 703rd R v9
Period
Volumes and Adjustments
Year
a or Street Northbound Southbound
Movement 1 2 3 4 5 ~
L T R L T R
alume 3 808 75 S4 877 3
eak-Hour Factor, PHF 0.86 0.86 4.8fi 0.90 0.90 0.90
Hourly Flaw Rate, HFR 3 939 97 7] 974 3
ercent Heavy Vehicles 0 - 3 "'
edian Type Twa Way Le ff Tum Lane
RT Channelized ~ D
ones 7 ~ ~ ~ ~ 4
anfiguratian L TR L TR
U stream 5' nal 4 4
inor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T R L T R
olume 70 0 71 0 9 8
eak-Hour Factor, P1iF 0.84 0.84 0.84 0.75 0.75 D.75
ourly Flvw Rate, HFR ? ~ 0 84 0 ~ 74
Percent Heavy Vehicles ~ 7 ~ 0 0 0
Percent Grade {9~°} 0 4
tared Approaeh N N
torage
0
0
RT Channelixed 0 4
ones 0 7 ~ 0 ~ 4
ontiguration LT R L TR
R.1.... M..w..e i ennF6 sne[ 1 nuol of Corvine
rrproach vN -_ _ _--_- -N13-- --- 5t3 Westbound Eastbound
avement
Lane Cvnflguration 1
L a
t 7
LT 8 9
R 10 11
tTR 42
[vph} 3 79 9 7 84 7 i
[mJ [vph} 774 7'15 737 378 277
Ic 0.00 0.90 0.08 4.2fi 0.44
5°k queue length 0.0'1 0.33 4.27 9.04 0.72
ontrvl delay 90.7 74.6 35.D 24.3 78.5
05 8 B p C C
pproach Celay -- 22.4 78•$
pproach LDS -- -- C C
Rights Reserved
HCSIOROr*+ Copyright O 2003 Uni~eraiey of Florida, All RighlS Reserved Version 4.1d
Version d. ! d
TWD-WAY 57DP CONTROL SUMMARY
enerat Information ite Information
natyst
gencylCo.
Dale Performed
nal s'ts Time Period Intersection
urisdiction
nalysis Year Yelm Ave & 103rd Ave
rfl ect Descri loan 200T PM PERFC HOUR VOLUMES Wt7'NOUT PROJECT
astlWest Street: 703rd Avenue SF NorthlSouth Street: Ye1m AUVenue SR-507
Intersection Orientation: North-South tud Period hrs : 0.25
elhicle Volumes and Ad'ustments
a or Street Northbound Southbound
Movement 1 2 3 4 5 fi
L T R L T R
alume 3 883 16 68 970 3
eak-Hour Factor, PHF 0.86 0.8fi 0.86 0.9D 0.9D 0.90
surly Flow Rate, HFR 3 7026 78 75 1D77 3
Percent Heavy VehiGes 0 - 3 T -
edian Type Two Way LeR Tum Larne
T Channelized 0 0
nes i T 0 7 7 0
vnfigurativn L TR t TR
stream 5i nal 0 0
inor Street Westbound Eastbound
vvement 7 8 9 10 11 i 2
L T R L T R
olume 7 7 D 75 D 7 8
eak-Hour Factor, PHF 0.84 0.84 0.84 0.75 O. TS O.TS
vurly Flow Rate, HFR 73 0 89 0 7 70
Percent Heavy VehiGes 7 7 T 0 0 0
Percent Grade [°k] 0 D
laced Approach N N
forage 0 D
RT Channelized 0 0
apes 0 7 7 0 7 0
onfiguratian LT R LTR
ela aueue Len th and level of Service
prvaeh Nl3 5B Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
ne Configuration L L LT R LTR
[vph} 3 75 i3 89 77
[m} [vph} 653 6fi2 711 283 24'1
1c 0.00 4.17 D. ? 2 0.31 0.05
5°~ queue length 0.07 0.38 0.39 7.37 0.14
vntral Decay 14.5 71.1 41.7 23.5 20.7
LDS B B E C C
pproach Delay - - 25.8 20.7
preach LD5 -- -- D C
Rights Reserved
HC51 WOrH Copyright O 20D3 Sfnircrsiry of Florida, All A~ghss Reserved Vernon 4 I d
Versions Id
TWd-WAY STdl7 CQNTRDL SUMMARY
eneral Information ite Information
ve
Year
pvement 1 2 3 4 5 fi
L T R L T R
olume 3 883 i6 75 S7D 3
eak-Maur Factpr, PHF D.86 D.86 0.86 D.9D 0.90 0.90
Hourly Flpw Rate, HFR 3 1D26 i8 83 ?077 3
ercent Heavy Vehicles D -- - 3 - --
edian Type Two Way LeR Tern Lane
T Channelized 0 0
ones 1 7 0 i 1 0
onfiguration L TR L TR
Flow Rate, HFR
it Heavy Vehicles
d Grade [°,6}
Approach
ne Configuration
[Vph}
[m} (vph}
Ic
5°I° queue length
ontral Delay
DS
prpactt Delay
proach LD5
L
1z
~:$,
i3
i
4
LT
of Ser
!J6
1
L
3
fi53
0.40
4.^7
i0.5
8
T
D
0.8~
D
1
D
N
D
1
SB
4
L
83
ss2
D. i3
0.43
i 7.2
8
Ft L
120 D
7.84 D. 7.
142 0
~ o
D
7 0
F?
Westbound
7 8 9
LT R
13 ]42
1as 283
0.7 2 0.50
0.39 2.63
42.5 29.9
F D
3Q.9
D
11 12
T R
1 $
6.75 0.75
1 1D
D a
0
N
0
Q
1 0
LTR
Eastbound
10 11 12
t 77R
71
239
4.05
0.14
2Q.8
C
20.8
C
HCSZOOpn+ Copyright O 2D03 UniversiTy or Flonda. A]! Rights Resen~ed Version d I d
TWO-WAY STOP CONTROL SUMMARY
eneral Information ite Information
nai st Intersection West Rd 8 903rd Rve
en lCo. urisdidion
date Pertormed na1 sis Year
na sis Time Period
Pra'ect Descri tion E?C15TlNG PM PEAK HOUR VOLUMES
Eastlwest Street: 903rd Avenue 5E NvrthlSouth Street: Wssf Rvad 5E
Intersection Orientation: East-West tud Period hrs ' 4.25
ehicle Volumes and Ad•ustments
Ma•ar Street Eastbound Westbound
Movement 1 2 3 4 5 6
L 7 R L T R
oEume vehlh 34 906 2 3 74 73
Peak-hour factor, PHF 0.77 0.77 4.77 0-82 D.8~ 0.82
~4ourly Flaw Rate {vehlh] 44 937 2 3 90 89
Proportion of heavy vehicles,
P~v D _ -- 0 __
Median type i:Indivrded
RT Channelized? 4 0
Lanes 0 9 0 4 9 0
onfiguration L7R LTF2
U stream Si na1 0 0
inor Street Northbound 5authbound
Movement 7 8 9 10 19 12
L T R L T R
olume vehlh 3 4 0 73 9D 33
Peak-hvurfactor, PHF O.fi4 0.60 0.60 O.fi9 0.69 O.fi9
Hourly Flow Rate {vehlh} 4 8 0 905 i4 47
Proportion of heavy vehicles,
PHV D D D D 0 0
Percent grade {°/a} 0 D
Flared approach N N
Storage 0 0
T Channelized? 0 ~
Lanes 0 9 0 0 7 0
onfiguration L TR L TR
nntrol Dela Queue Len th Level of Service
pproach EB WB Nonhbound 5authbound
Movement 1 4 7 8 9 i p 11 12
one Configuration LTR LTR LTR LTR
vlume, v {vph} 44 3 14 986
opacity, ~„ [vph} ?409 9457 594 836
Ic rati^ 4.43 0.00 0.42 0.28
ueue length {95°I°} 0.10 O.D1 D.Ofi 9.D4
nntrol ^eEay {slveh} 7.fi 7.5 92-9 92.&
L05 A A B B
pproach delay {sNeh] -- -- 92.9 92.6
pproach LOS -- -• B B
NC'S'10UV~+ Cn~+~•riSl~+ 6]?003 llni~~ersily of rlnrida. nll Rigl+is Reserved Vr.swn 4.1d
TWC-WAY STOP CQNTRCL SUMMARY
eneral lnformation ite Information
nal st Intersection West Rd & 943rd Rve
en ICo urisdiction
ate Performed nal sis Year
nal sis Time Period
Pro ect Descri lion 2447 PM PEAK NCiJR VdLUMES WlTNOLI~ PROJECT
EastMlest Street: (03rd Avenue SE NvrthlSouth Street: West Road 5E
Intersection Qrientativn: East-West tud Period hrs : 4.25
ehi~le Volumes and Ad'ustmen#s
Ma yr Street Eastbound Westbound
Movement 1 2 3 4 5 fi
L T R L T R
olume vehlh 36 112 2 3 79 77
Peak-hour factor, PHI= 0.77 D-77 4-77 4-82 4.82 0.82
Hourly Flvw Rate [vehlh] 4& 945 P 3 96 93
Proportion of heavy vehicles, D __
0
PHV __ __
Median type IJndrvided
RT Channelized? D 4
anes D 1 4 D '~ a
vntiguration t TR L TR
U stream 5i nal 4 0
inor Street IVorthhound Southbound
Movement 7 8 9 10 11 12
L T R L T R
vlume vehlh 3 4 0 77 19 35
Peak-hour factor, PHF D.60 D-fi0 4.64 0-69 0.69 0.63
vurlyr Flaw Rate [vehlh} 4 6 4 199 95 50
Proportion of heavy vehicles, D 4 D D D D
PHV
Percent grade [°I°}
~
4
fared approach ~ N
Storage 4 4
RT Channelized? D 4
anes D ~ D 4 ~ D
anfiguration L TR L TR
ontrol Deia Queue Len th Level of Service
pproavh EB WB Northbound Southbound
Movement 1 4 7 8 9 1D 17 12
Lane Configuration LTR LTR LTR LTR
olume, v {vph] 46 3 f 0 ~ 78
apacity, G„ [vph] 9397 9447 49& 699
Ic ratio 4.43 D-DD D.42 0-78
ueue length {95°I°} D. 90 c7-D9 0.46 i-17
^ntral delay (slveh] 7-7 7.5 92-4 73.1
LOS A A 8 B
pproach delay [slveh} -- -- 92 4 93' 1
pproach LD5 -- -- B ~
yC'S'1000~M Copynghi •U ~p[V:~ Lim~~e~s¢ y of Flonda, 111 Hiyhls Heserred Versron d f tl
information
TWO-WAY STEP CONTRQL SUMMARY
ite information
Intersection West Rd cC 'f03rd Ave
urisdictivn
na! sis Year
and
ik-hour factor, PHF
arly Flow Rate [vehlh}
portion of heavy vehic
Tian type
Channelized7
Flow Rafe [vehlh}
tion of heavy vehicles,
it grade [°Ia}
approach
f_ane Configuration
olume, v [vph}
opacity, cn, [vph}
IC ratio
ueue length (95%}
ontrol []elay [slveh}
LQS
pproach delay (sNeh]
ppraach LDS
NGS?OINlrr.+
43
0.77
55
D
a
LrR
I_
3
6i
a
0
0
EB
t
LtR
55
r3s2
0.04
0. i2
7.7
A
Eastbound
2
T
9i2
0.77
i45
3 4
R ~
2 3
77 Q, g;
2 3
-- 0
Undi vided
0
~ o 0
0
Northbound
8 g
T R
4 Q
o.so o.so
6 0
D 0
0
N
0
0
f 4
LTR
e
W8 Narthbouud
4 7 13
LTR LTR
3 io
X447 453
0.00 0.02
O.Of 0.07
7.5 i 3. i
A g
-- 93.?
__ 6
C-o~+vr+yht ~ 2Vi13 l~n+.~ei sit}• of Flor ida, Ail Rights Rcsen•ed
LTR
L
96
a`s9
fs9
0
0
9
Westbound
5 6
T R
79 8Q
4.82 p.g2
9fi 97
0
T 0
T R
9T 80
0. s9 0. s9
T5 ~i5
d 0
N
D
D
I 4
L TR
Southbound
io ,~ t2
LTR
2ss
S45
0.42
2.06
f4.5
B
i4,5
B
~'ersian4 td
TWO-WAY STOP CONTROL 51JMMARY
eneral Information ite Information
nalyst
gencylCo.
Date Performed
nil sis lime Period Intersection
urisdiction
nalysis Year West Rd & Entrance
ro'ect Descri tion 20^7 PM PEAIL HpUR VpLUMES W1TH PROJ ECT
astNVest Street: Entrance orthlSouth Street: West Road 5E
Intersection Qrientativn: North-South tud Period hrs : 0.25
ehicle Volumes and Ad'ustments
a or Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
olume ^ i77 9^ ^ i23 ^
eak-Hour Factor, PHF 0.9^ ^.9^ 0.90 ^.9D ^.9^ ^.9^
ourty Flow Rate, HFR ^ i3^ i ~ ^ 136 0
ercent Heavy Vehicles ^ - - D -- -
edian Type Undrvidsd
T Channelized ^ 0
Lanes D ~ ^ ^ T ^
antiguration TR CT
U tream 5i nil ^ ^
innr Street Westbound Eastbound
ovement 7 8 9 10 11 12
L T R L T R
olume 64 ^ ^ ^ ^ 4
eak-Hour Factor PHF D.9^ ^.9^ D.94 0.9^ ^.9^ ^.9^
Hourly Flow Rate, HFR 77 D ^ ^ ^ ^
Percent Heavy Vehicles D ^ D ^ ^ ^
Percent Grade {%} D ^
Flared Approach N N
tvrage ^ ^
RT Channelized D ^
Lanes ^ ^ ^ D ^ D
onfiguration LR
la queue Len th and Level of Service
pproach NB S8 Westbound Eastbound
ovement 1 4 7 8 9 10 11 12
ne Configuration LT LR
{vph} ^ 71
{m} {vph} X455 722
IC ^. ^^ 0.10
5°/° queue length ^.^^ ^.33
vntrol Delay 7.5 70.5
Lt7S A B
pproach Qelay -- -- 't^•5
pproach LOS -- -- 8
Rights Reserved
HCS70Q4~'~ Capynghl O 2W3 University of Flar~da, All R~ghlS Reserved Version 4.ld
V ersi on 4.1 d
KEY:
Below curve,
storage not
~ needed for
capacity.
Above curve,
-~
~ '
further analysis
recommended.
ti
H ~'tl
Qa Mp ti
~ MpH [~1
6a MPK [2}
i
J
25 20 15 1D 5
9'0 dotal aHV 7uming Left [single turning mavemer~t}
{1) DHV is total volume from both directions.
[~} Speeds are posted speeds.
Left-Turn 5tarage Guidelines - n n lir
F-gure S~0-,~
1200
11D0
1000
900
VLV T
+J
i
d
r
700
4
w
soo
500
400
3Da
0
w ~
V w
~ ~ aC
~
~
u ~
~
o ^
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a
~ ~
fl
~
w
°~ L~ u. N ~
u~ -~
w
q
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~ -+
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~
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cr( ~ ~ ~
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~
w
3 ~
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~ W
~ ~
~
lntersectlons At Grade ~eslgn Manua!
Page $TQ-78 L~ng!!sh Yerslan M8y 2Qp1