Loading...
140331 -7. Edmonds Starbucks Traffic Impact Analysis dated July 2014.pdf Traffic Impact Analysis EDMONDS STARBUCKS Prepared for: KDW Salas O’Brien July 2014 Prepared by: 11730 118th Avenue NE, Suite 600 Kirkland, WA 98034-7120 Phone: 425-821-3665 Fax: 425-825-8434 www.transpogroup.com 14183.00 © 2014 Transpo Group Traffic Impact Analysis Edmonds Starbucks July 2014 Table of Contents Project Description ................................................................................................................. 1 Study Scope ........................................................................................................................... 1 StudyArea ............................................................................................................................. 1 Roadway Network .................................................................................................................. 4 Traffic Volumes ...................................................................................................................... 4 Traffic Operations .................................................................................................................. 6 Traffic Safety .......................................................................................................................... 7 Planned Improvements .......................................................................................................... 8 Traffic Volumes ...................................................................................................................... 8 Traffic Operations .................................................................................................................. 8 Trip Generation .................................................................................................................... 10 Trip Distribution and Assignment ......................................................................................... 10 Future With-Project Traffic Volumes .................................................................................... 10 Future With-Project Traffic Operations ................................................................................ 14 Site Access Analysis ............................................................................................................ 15 Parking ................................................................................................................................. 15 Traffic Impact Fee ................................................................................................................ 16 Appendix Appendix A:Traffic Counts Appendix B:LOS Definitions Appendix C:LOS Worksheets Appendix D: Drive-Through Queuing Analysis Figures 1.Site Vicinity and Study Driveways ................................................................................ 2 2.Preliminary Site Plan .................................................................................................... 3 3.Existing Weekday Daily and AM Peak Hour Traffic Volumes ...................................... 5 4.Future Without-Project Weekday Daily and AM Peak Hour Traffic Volumes .............. 9 5.Project Trip Distribution and Net New Average Daily Traffic Volumes ...................... 11 6.Weekday AM Peak Hour Project Trip Assignment .................................................... 12 7.Future With-Project Weekday Daily and AM Peak Hour Traffic Volumes ................. 13 Tables 1.Existing Weekday AM Peak Hour Driveway Operations ............................................. 6 2.Existing 95th-Percentile Queue Lengths ..................................................................... 6 3.Three-Year Collision Summary (2011 – 2013) ............................................................ 7 4.Future Without-Project Weekday AM Peak Hour Driveway Operations ...................... 8 5.Estimated Weekday AM Peak Hour Trip Generation ................................................ 10 6.Future With-Project Weekday AM Peak Hour Driveway Operations ......................... 14 7.Estimated Traffic Impact Fee ..................................................................................... 16 Page i Traffic Impact Analysis Edmonds Starbucks July 2014 The purpose of this traffic impact analysis (TIA) is to identify potential traffic-related impacts associated with the proposed Edmonds Starbucks Coffee shop. The proposed project is a Starbucks Coffee shop generally located north of Edmonds Way and east of 100th Avenue W in the City of Edmonds. The project site is specifically located at 9801 Edmonds Way at the southeast corner of an existing shopping center with PCC Natural Markets and Walgreens. The proposed project would construct approximately 2,130 square feet of coffee shop with drive-through window and would be completed and occupied by 2015. Figure 1 illustrates the project site and surrounding vicinity. A preliminary site plan is shown in Figure 2. As shown in the site plan, there are two existing full access driveways to Edmonds Way located on the east and west sides of the project site. In addition to these two adjacent driveways, there are two other existing driveways into the shopping center; a full access driveway located on 100th Avenue W at the northwest corner of the shopping center and a right-in/right-out access only driveway located at the southwest corner of the shopping center on Edmonds Way. This TIA evaluates existing (2014) and future (2015 and 2020) weekday AM peak hour intersection operations in the area surrounding the project site. Horizon years of 2015 and 2020 were used for all analysis of future conditions as it represents the anticipated build-out year of the proposed project and five years beyond the change of land use as required per the City of Edmonds Traffic Impact Analysis Requirements. The analysis focuses on the weekday AM peak period (7:00 to 9:00 a.m.) operations at three full-access driveways determined through coordination with the City of Edmonds, including: 1. 100th Avenue W / Driveway 1 2. Edmonds Way / Driveway 2 3. Edmonds Way / Driveway 3 The fourth driveway described above, the right-in/right-out access only driveway, was not studied as very few, if any, project traffic is anticipated to access the site via this driveway. The Edmonds Way/100th Avenue W intersection was also not studied because this intersection was recently evaluated in a traffic study completed by Heffron Transportation and shown to operate acceptably during the weekday PM peak hour (one-hour period between 4:00 and 6:00 p.m.), a time period when there is more traffic at this intersection than during 1 the weekday AM peak hour. Similarly, weekday PM peak period operations were not evaluated at the full-access driveways because (1) the proposed project is anticipated to generate less traffic during this hour as compared with the AM peak hour and (2) the aforementioned Walgreens traffic study evaluated these driveways with a more intensive use (drive-in bank) and determined these driveways would operate acceptably during this time period. 1 , Heffron Transportation, March 30, 2012. Page 1 FIGURE E T 3 I S 2 1 Site Vicinity and Study Driveways 104 X FIGURE Preliminary Site Plan Traffic Impact Analysis Edmonds Starbucks July 2014 This section describes existing condition within the identified study area. Characteristics are provided for the roadway network, existing traffic volumes, traffic operations, and traffic safety. Existing roadway characteristics within the vicinity of the project site are described below: is a five-lane roadway classified as a principal arterial with a posted speed limit of 35 miles per hour (mph). Sidewalks are provided along both sides of the street. is a five-lane roadway classified as a minor arterial with a posted speed limit of 30 mph. Sidewalks are provided along both sides of the street. Traffic at the three study driveways is controlled with stop signs. Figure 3 illustrates existing weekday AM peak hour traffic volumes at the study driveways as well as the average daily traffic (ADT) volumes along both Edmonds Way and 100th Avenue W. Traffic counts were collected at each study driveway in June 2014 and tube counts were taken along the roadways in January 2012. Since the ADT volumes were collected in 2012, these volumes were grown by 1.5 percent per year for two years to estimate existing conditions. Detailed intersection traffic counts are provided in Appendix A. Traffic volumes were rounded to the nearest five vehicles since weekday volumes fluctuate day-to-day. Page 4 FIGURE 12233 X 3 Existing Weekday AM Peak Hour Traffic Volumes 2 E T I S 1 Traffic Impact Analysis Edmonds Starbucks July 2014 Weekday AM peak hour traffic operations were evaluated at the study driveways based on levels of service (LOS). The LOS analysis method was based on procedures identified in the (2010) and evaluated using Synchro version 8.0. At stop-sign-controlled intersections, LOS is measured in delay per vehicle. Traffic operations for an intersection can be described alphabetically with a range of levels of service (LOS A through F), with LOS A indicating free-flowing traffic and LOS F indicating extreme congestion and long vehicle delays. Appendix B provides a more detailed explanation of intersection LOS criteria. Table 1 shows the weekday AM peak hour existing traffic operations. Detailed intersection LOS worksheets are contained in Appendix C. 1. 100th Avenue W / Driveway 1 B12.4WB 2. Edmonds Way / Driveway 2 B13.9SB 3. Edmonds Way / Driveway 3 C17.1SB Source: HCM, 2010 and Transpo Group, 2014. 1. LOS as defined by the HCM (TRB, 2010). 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop controlled intersections. SB = southbound approach, WB = westbound approach As shown in Table 1, all study driveways currently operate at LOS C or better. A queuing analysis was performed at the three study driveways. The 95th-percentile queues 2 are shown in Table 2 below. As shown in the table, the 95th-percentile queues for all movements at the three study driveways are one vehicle length or less and within the existing storage lengths. 50’ 20’ 200’ 20’ 125’ 20’ 50’ 20’ 150’ 20’ 50’ 20’ Note: 50th-percentile queues reported for traffic signal controlled intersections only. 2 The 50th-percentile queues are not reported for stop controlled intersections. Page 6 Traffic Impact Analysis Edmonds Starbucks July 2014 Collision records were reviewed within the study area to document any potential traffic safety issues. The most recent summary of collision data from WSDOT is for the three-year period between January 1, 2011 and December 31, 2013. A historical review of collisions was conducted at the three existing driveways. A summary of the total and average annual number of reported collisions as well as the collisions rate at each study driveway is provided in Table 3. The collision rate is representative of the number of collisions per one million entering vehicles (MEV) at each intersection. Intersections with a rate greater than 1.0 collision per MEV are typically flagged for further investigation to determine whether an adverse condition exists. As shown in the table, all study driveways experienced 0.5 collisions per MEV or less. 1. 100th Avenue W / Driveway 1 0 1 1 2 0.7 0.2 2. Edmonds Way / Driveway 2 1 3 3 7 2.3 0.5 3. Edmonds Way / Driveway 3 2 0 0 2 0.7 0.1 Source: WSDOT and Transpo Group, 2014. 1. Million Entering Vehicles Within the analysis time period, the highest number of collisions occurred at Edmonds Way/Driveway 2 with approximately two collisions per year. The most common collision type at Driveway 2 was a vehicle entering at an angle. One bicyclist collision occurred at a study driveway (100th Avenue W/Driveway 1) during this time period as well. Page 7 Traffic Impact Analysis Edmonds Starbucks July 2014 This section describes the future 2015 and 2020 traffic conditions during the AM peak hour without the addition of project traffic. The following describes planned transportation improvements, traffic volume forecasts, and traffic operations (LOS and queue lengths). Based on coordination with the City of Edmonds, no planned improvements have been identified; therefore no changes to the roadway network have been included in evaluating future 2015 and 2020 conditions. Future without-project weekday AM peak hour traffic volumes and average daily traffic (ADT) volumes were estimated by growing existing traffic volumes by 1.5 percent per year to 2015 and 2020 conditions. This growth rate was determined in coordination with the City of Edmonds. No pipeline projects were identified within the study area. Figure 4 illustrates 2015 and 2020 without-project weekday AM peak hour traffic volumes and ADT volumes at study driveways. Weekday AM peak hour intersection operations were evaluated for forecast 2015 and 2020 without-project conditions. Intersection LOS was calculated at the study intersections using the LOS methodology described previously. Table 4 summarizes the 2015 and 2020 without- project weekday AM peak hour traffic operations and compares these forecast conditions to 2014 existing weekday AM peak hour traffic conditions. The detailed LOS worksheets are included in Appendix C. 1. 100th Avenue W / Driveway 1 B 12.4 WB B 12.5 WB B 12.8 WB 2. Edmonds Way / Driveway 2 B 13.9 SB B 14.0 SB B 14.6 SB 3. Edmonds Way / Driveway 3 C 17.1 SB C 17.3 SB C 18.3 SB Source: HCM, 2010 and Transpo Group, 2014. 1. LOS as defined by the HCM (TRB, 2010). 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop controlled intersections. SB = southbound approach, WB = westbound approach As shown in Table 4, all study driveways are forecast to continue to operate at LOS C or better under 2015 and 2020 without-project AM peak hour conditions. The 95th-percentile queues for all movements at the three study driveways are forecast to continue to be one vehicle length or less and within the existing storage lengths. Page 8 FIGURE 12233 X 3 Future Without-Project Weekday AM Peak Hour Volumes 2 E T I S 1 Traffic Impact Analysis Edmonds Starbucks July 2014 This section of the analysis documents potential project-generated impacts at study driveways. First, estimated traffic volumes generated by the proposed project are distributed and assigned to the adjacent street system. Next, project trips are added to future without- project traffic volumes and any potential impacts to traffic operations are identified. The need for turn lanes and an evaluation of sight distance at study driveways is also included. This section concludes by comparing the parking supply to the anticipated parking demand. Trip generation estimates are summarized in Table 5. Estimates for project-generated vehicle trips were calculated using average peak hour trip rates for a coffee/donut shop with drive- through window (Land Use No. 937) published by the Institute of Transportation Engineers 3 (ITE) in (8th Edition, 2008). As described previously, the proposed project would construct a Starbucks Coffee shop totaling approximately 2,130 square feet. Coffee Shop with Drive 2.13 ksf 1,750 110.75 236 -188 Through Window (LU #937) Source: Transpo Group, 2014. Notes: ksf = one thousand square-feet 1. Trip generation estimates based on size and average daily and peak hour trip rates from ITE Trip Generation, 8th Edition (2008). 2. Daily trip generation based on only two data points. Generally three or more data points are preferred. 3. Pass-by of 80 percent based per City of Edmonds Traffic Impact Fee Table. The proposed project would generate approximately 1,750 daily trips, with approximately 350 daily primary trips (non-pass-by trips). During the weekday AM peak hour, the project would generate approximately 48 net new trips (26 inbound and 22 outbound). The analysis did not account for trips internal to the existing shopping center in order to provide a conservative estimate at the study driveways. Net new project trip distribution was estimated using the City’s travel demand forecasting model and anticipated peak hour distribution of retail trips to/from Transportation Analysis Zone (TAZ) 35, the zone in which the project site is located. Figure 5 illustrates the daily and AM peak hour trip distribution. As shown in the figure, approximately 40 percent of the trips would be oriented to/from the east, 20 percent to/from the south, 20 percent to/from the north, and 20 percent to/from the east. In contrast, pass-by trip distribution was based on existing AM peak hour travel patterns on Edmonds Way and 100th Avenue W. Project trips were assigned to the study driveways based on the travel patterns and the resulting net new daily and weekday AM peak hour trip assignment is shown in Figures 5 and 6, respectively. The project traffic volumes were added to the future 2015 and 2020 without-project traffic volumes to form the basis of the with-project analysis. The resulting future (2015 and 2020) with-project weekday daily and AM peak hour traffic volumes are illustrated in Figure 7. 3 Institute of Transportation Engineers (ITE) in (8th Edition, 2008) was used in accordance with the City of Edmonds Traffic Impact Analysis Worksheet. Page 10 FIGURE 40% 3 XX% X Project Trip Distribution and Net New Average Daily Traffic Volumes E 2 T I S 20% 20% 1 20% PRIMARY AND PASS-BY 1 TRIP ASSIGNMENT SITE X 2 3 OVERALL TRIP ASSIGNMENT 1 SITE X 2 3 Weekday AM Peak Hour Project Trip Assignment FIGURE FIGURE 12233 X 3 Future With-Project Weekday AM Peak Hour Volumes 2 E T I S 1 Traffic Impact Analysis Edmonds Starbucks July 2014 Future 2015 and 2020 with-project study intersection operations were evaluated for the weekday AM peak hour. Intersection LOS was calculated using the methodology described previously. The without-project conditions are compared to the with-project conditions to understand the potential traffic impacts of the proposed project. Table 6 summarizes the 2015 and 2020 without- and with-project driveway operations for the weekday AM peak hour. LOS worksheets are included in Appendix C. As shown in Table 6, the LOS with the addition of project traffic remains at LOS C or better when compared to without-project conditions. 2015 1. 100th Avenue W / Driveway 1 B 12.5 WB B 13.2 WB 2. Edmonds Way / Driveway 2 B 14.0 SB B 14.4 SB 3. Edmonds Way / Driveway 3 C 17.3 SB C 17.3 SB 2020 1. 100th Avenue W / Driveway 1 B 12.8 WB B 13.6 WB 2. Edmonds Way / Driveway 2 B 14.6 SB C 15.0 SB 3. Edmonds Way / Driveway 3 C 18.3 SB C 18.4 SB Source: HCM, 2010 and Transpo Group, 2014. 1. LOS as defined by the HCM (TRB, 2010). 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for side-street stop controlled intersections. SB = southbound approach, WB = westbound approach The 95th-percentile queues for all movements at the three study driveways are forecast to continue to be one vehicle length or less and within the existing storage lengths. As a result of the minimal queues forecast at the driveways, particularly the two adjacent driveways (Driveways 2 and 3), access to the on-site parking stalls and the drive-through window entrance are not likely to be blocked by driveway queues. In addition to queues at the three study driveways, queues were evaluated at the proposed drive-through window. The drive-through queue was estimated using the Poisson queuing 4 distribution. Based on a study completed by QSR in 2012, the average service rate for a fast-food restaurant drive-through window is approximately 175 seconds, slightly less than three minutes per customer. A detailed Poisson queuing worksheet is provided in Appendix D. The weekday AM peak hour anticipated drive-through 95th-percentile queue length is estimated at 10 vehicles or approximately 200 feet. The proposed site plan provides approximately 200 feet of drive-through storage. Based on this, queues are anticipated to be accommodated within the proposed driveway storage. 4 , QSR, Accessed July 2014 <http://www.qsrmagazine.com/content/2012-qsr-drive-thru-study-average-service-time> Page 14 Traffic Impact Analysis Edmonds Starbucks July 2014 Since all study driveways have an existing two-way center left-turn lane to access the site, left-turn lane warrants were not evaluated. Similarly, right-turn lane warrants were not evaluated because the Washington State Department of Transportation (WSDOT) guidelines for right-turn lanes is limited to two-lane highways and since both Edmonds Way and 100th Avenue W are five-lane roadways, these guidelines do not apply. Sight distance was measured in the study previously submitted by Heffron Transportation, (Heffron Transportation, 2012) for the three study driveways and was shown to meet American Association of State Highway and Transportation Officials (AASHTO) standards. The location of these driveways have not changed since this study was completed and are not proposed to change as part of the proposed Starbucks Coffee shop. Therefore, adequate sight distance exists at each study driveway. The required parking supply was calculated in accordance with the City of Edmonds Municipal Code 17.50.020 – B1. A retail store is required to provide one space per 300 square-feet, requiring a total of approximately 7 parking spaces. As shown in the site plan (Figure 2), the project is proposing to provide 7 on-site parking spaces, meeting the City of Edmonds requirements. In addition, the shopping center has 230 existing parking spaces serving the PCC Natural Markets and Walgreens. This would result in a total of 237 parking spaces for the shopping center has a whole. The peak parking demand was estimated based on the size of the proposed building and average rates published by the Institute of Transportation Engineers (ITE) in (4th Edition, 2010). The average peak hour parking rate for a coffee/donut shop with drive-through window (Land Use No. 937) is 10.4 vehicles per 1,000 square feet, resulting in an estimated peak parking demand of approximately 22 vehicles. This estimate does not reflect any adjustment for other modes of travel (e.g., transit) or reductions for trips internal to the existing shopping center. The peak demand is anticipated to be accommodated by the total parking available in the shopping center as the peak parking demand for grocery and drug stores does not generally occur at the same time as a coffee shop and as such, no off-site parking impacts are expected as a result of the project. Page 15 Traffic Impact Analysis Edmonds Starbucks July 2014 Mitigation measures have been identified to reduce potential transportation-related project impacts. As all study driveways are forecast to operate at LOS C or better, the proposed project should not be required to mitigate any driveway impact. The proposed project will be required to pay traffic impact fees which are summarized below. The project would be required to pay the City’s Transportation Impact Fee. A fee for the ITE Land Use No. 937, coffee/donut shop with drive-through window, is not included in the , 2009. Instead, the impact fee was calculated based on the most current edition of ITE, (9th Edition, 2012) in accordance with the City of Edmonds Traffic Impact Analysis Worksheet and consistent with the calculation of other coffee shops in the 2009 Impact Fee Rate Table. The calculated impact fee for land use 937 can be found in Table 7 below. Coffee Shop with Drive 42.80 20% 0.67 5.74/1,000 sf 6.02 per square foot Through Window (LU #937) Source: Transpo Group, 2014. Notes: sf = square-feet 1. Trip generation estimates based on the square feet and the average peak hour trip rate from ITE Trip Generation, 9th Edition (2012). 2. PM Peak Hour Trip Ends (4-6 p.m.) 3. Per the Edmonds Streets and Roads Impact Fee Rate Study, Table 4, 2009. Consistent with land uses 936 and 938. As shown in Table 7, an impact fee of $6.02 per square foot was calculated resulting in a preliminary estimate of approximately $12,800 for a Starbucks Coffee shop with drive-through window totaling approximately 2,130 square feet. The final impact fee will be calculated and approved by the City. Page 16 Traffic Impact Analysis Edmonds Starbucks July 2014 This traffic impact analysis summarizes the anticipated traffic impacts of the proposed Edmonds Starbucks Coffee shop. General findings and recommendations include: The project consists of constructing a Starbucks Coffee shop with drive-through window totaling approximately 2,130 square feet. The proposed project would generate approximately 350 net new daily trips and 48 net new trips during the weekday AM peak hour. All study driveways are forecast to operate at LOS C or better during the weekday AM peak hour with the addition of project traffic. The 95th-percentile queue lengths at study driveways as well as the drive-through window are anticipated to be accommodated within the existing and proposed storage, respectively. The project will provide 7 parking spaces on site, consistent with the City of Edmonds Code requirements, and is forecast to have a peak parking demand of approximately 22 vehicles. The peak demand is anticipated to be accommodated by the total parking available within the shopping center (a total of 237 parking spaces including the proposed parking spaces) because the peak parking demand of coffee shops and grocery and drug stores do not generally occur simultaneously. Edmond’s traffic impact fee is estimated to be approximately $12,800 for a coffee shop with drive-through window totaling approximately 2,130 square feet. The final impact fee will be calculated and approved by the City. Page 17 Appendix A: Traffic Counts Peak Hour DRIVEWAY 01 TEV:894 PHF:0.91 DRIVEWAY 01 EB2.4%0.64 WB4.5%0.61 NB4.6%0.83 SB2.9%0.97 TOTAL3.5%0.91 EastboundWestboundNorthboundSouthbound LTTHRTLTTHRTLTTHRTLTTHRT 7:00 AM107202445591188201 7:15 AM4073026397101397224 7:30 AM204801246871356219 7:45 AM2076011051691214217861 869 850 877 Count Total1705838229404205362999371,755 EBWBNBSBTotalEBWBNBSBTotalEastWestNorthSouthTotal 7:00 AM001300110130 7:15 AM016300000110 7:30 AM014600210220 7:45 AM001000000120 90 1 102 1 61 2 60 8 Count Total142527004461090 313 12 Peak Hour EDMONDS WAY TEV:1,247 PHF:0.92 EDMONDS WAY EB4.0%0.84 WB6.4%0.89 SB0.0%0.60 TOTAL5.1%0.92 EastboundWestboundNorthboundSouthbound LTTHRTLTTHRTLTTHRTLTTHRT 7:00 AM018800911000500285 7:15 AM211500974000301222 7:30 AM1209001162000701336 7:45 AM21410012930005012811,124 1,103 1,207 1,210 Count Total91,253001,02530000390152,371 EBWBNBSBTotalEBWBNBSBTotalEastWestNorthSouthTotal 7:00 AM180000000010 7:15 AM860000001010 7:30 AM1130000000000 7:45 AM170000000010 80 0 220 3 190 0 140 1 Count Total45630000001070 630 4 Peak Hour EDMONDS WAY TEV:1,269 PHF:0.92 EDMONDS WAY EB4.5%0.86 WB5.9%0.87 NB0.0%0.50 SB0.0%0.25 TOTAL5.1%0.92 EastboundWestboundNorthboundSouthbound LTTHRTLTTHRTLTTHRTLTTHRT 7:00 AM018400890000001274 7:15 AM011800990000000217 7:30 AM0219011140000000334 7:45 AM01390013500020002761,101 1,101 1,212 1,224 Count Total11,305231,04813051012,370 EBWBNBSBTotalEBWBNBSBTotalEastWestNorthSouthTotal 7:00 AM190000000000 7:15 AM840000000001 7:30 AM1230010000000 7:45 AM360000000011 70 0 240 2 170 0 170 1 Count Total53580010000042 650 3 Appendix B: LOS Definitions level of service (LOS) is defined in terms of a weighted average control delay for the entire intersection. Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic signal control as well as provides a surrogate measure for driver discomfort and fuel consumption. Signalized intersection LOS is stated in terms of average control delay per vehicle (in seconds) during a specified time period (e.g., weekday PM peak hour). Control delay is a complex measure based on many variables, including signal phasing and coordination (i.e., progression of movements through the intersection and along the corridor), signal cycle length, and traffic volumes with respect to intersection capacity and resulting queues. Table 1 summarizes the LOS criteria for signalized intersections, as described in the (Transportation Research Board, 2010). AFree Flow 10 B>10 – 20 Stable Flow (slight delays) C>20 – 35 Stable flow (acceptable delays) Approaching unstable flow (tolerable delay, occasionally wait D>35 – 55 through more than one signal cycle before proceeding) E>55 – 80 Unstable flow (intolerable delay) 1 F>80Forced flow (congested and queues fail to clear) Source: , Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio for a lane group exceeds 1.0 LOS F is assigned to the individual lane group. LOS for overall approach or intersection is determined solely by the control delay. LOS criteria can be further reduced into three intersection types: all-way stop, two-way stop, and roundabout control. All-way stop and roundabout control intersection LOS is expressed in terms of the weighted average control delay of the overall intersection or by approach. Two-way stop-controlled intersection LOS is defined in terms of the average control delay for each minor-street movement (or shared movement) as well as major-street left-turns. This approach is because major-street through vehicles are assumed to experience zero delay, a weighted average of all movements results in very low overall average delay, and this calculated low delay could mask deficiencies of minor movements. Table 2 shows LOS criteria for unsignalized intersections. A0 – 10 B 10 – 15 C 15 – 25 D 25 – 35 E 35 – 50 1 F 50 Source: , Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio exceeds 1.0, LOS F is assigned an individual lane group for all unsignalized intersections, or minor street approach at two-way stop-controlled intersections. Overall intersection LOS is determined solely by control delay. Appendix C: LOS Worksheets HCM 2010 TWSCExisting AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCExisting AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCExisting AM Peak Hour 2: Edmonds Way & Driveway 2 HCM 2010 TWSCExisting AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCExisting AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCBaseline 2015 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCBaseline 2015 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCBaseline 2015 AM Peak Hour 2: Edmonds Way & Driveway 2 HCM 2010 TWSCBaseline 2015 AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCBaseline 2015 AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCBaseline 2020 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCBaseline 2020 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCBaseline 2020 AM Peak Hour 2: Edmonds Way & Driveway 2 HCM 2010 TWSCBaseline 2020 AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCBaseline 2020 AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCWith Proj 2015 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCWith Proj 2015 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCWith Proj 2015 AM Peak Hour 2: Edmonds Way & Driveway 2 HCM 2010 TWSCWith Proj 2015 AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCWith Proj 2015 AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCWith Proj 2020 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCWith Proj 2020 AM Peak Hour 1: 100th Ave W & Driveway 1 HCM 2010 TWSCWith Proj 2020 AM Peak Hour 2: Edmonds Way & Driveway 2 HCM 2010 TWSCWith Proj 2020 AM Peak Hour 3: Driveway 3 & Edmonds Way HCM 2010 TWSCWith Proj 2020 AM Peak Hour 3: Driveway 3 & Edmonds Way Appendix D: Drive-Through Queuing Analysis Starbucks Drive-thru Queuing Number of Service Channels (lanes)1 Hourly Flow Rate (vph)111per channel Total Hourly Flow Rate111vehicles per hour Average Stopped Time2:55(mm:ss) Average Service Rate (Total)20.6vehicles per hour Average Vehicle Length20feet 95th Percentile Queue Number of VehiclesLength (ft) 10200