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F ANS"POR"T"A''''nON IMPACwwuw 'ANALYSIS
FOR
WALGREENS ---- EDMONDS WAY
PREPARED F01"Z:
® Hills Properties
PREPARED BY:
6544, NE31 Street, Seattle, WA 98115
ph: (206)523-3939ofx-. (206)5,23-4949
MARCH 30, 2012
Walgreens — Edmonds Way lieffron.
Transportation Impact Analysis
1. INTRODUCTION........................................................................................................................... l
1.1.
Project Description....................................................................................................................
l
1.2.
Study Area.................................................................................................................................
1
2. BACKGROUND CONDITIONS....................................................................................................4
3.4. Traffic Operations...................................................................................................................
2.1.
Roadway Network.....................................................................................................................
4
2.2.
Traffic Volumes........................................................................................................................
4
2.3.
Level of Service.......................................................................................................................
10
2.4.
Traffic Safety...........................................................................................................................
11
2.5.
Transit......................................................................................................................................12
29
2.6.
Non -Motorized Facilities........................................................................................................
12
2.7.
Parking....................................................................................................................................
12
3. PROJECT IMPACTS .............................. ....................
..................................................................
13
3.1. Roadway Network...................................................................................................................
13
3.2. Trip Generation
3
3.3. Trip Distribution and Assignment...........................................................................................
18
3.4. Traffic Operations...................................................................................................................
22
3.5. Site Access and Sight Distance...............................................................................................
23
3.6. Internal Access and Circulation...............................................................................................
24
3.7. Queuing...................................................................................................................................
25
3.8. Safety.......................................................................................................................................28
3.9. Parking Demand and Supply...................................................................................................29
3.10. Transit......................................................................................................................................29
3.11. Non -Motorized Facilities........................................................................................................
29
4. MITIGATION...............................................................................................................................
29
4.1. Traffic Impact Fees.................................................................................................................
29
4.2. Other Mitigation......................................................................................................................
30
APPENDIX A —Traffic Count Data Sheets
APPENDIX B — Level of Service Definitions & Synchro Reports
APPENDIX C — Internal Circulation Assessment
APPENDIX D — Drive -Through Windows — Queuing Analysis Workshects
i - March 30, 2012
Walgreens — Edmonds Way heffron
Transportation Impact Analysis RMITE3•
214"PU
Figure1. Site Vicinity Ma................................................................................................2
Figure2. Proposed Site Plan.................................................................................................................. 3
Figure 3. Hourly Traffic Volumes on Edmonds Way, east of 100"' Avenue W ..................................... 5
Figure 4. Hourly Traffic Volumes on 100"' Avenue W, north of Edmonds Way .................................. 5
Figure 5. Existing (2012) Traffic Volumes - PM Peak Hour................................................................. 7
Figure 6. Future (2014) Without -Project Traffic Volumes — PM Peak Hour ......................................... 8
Figure 7. Future (2019) Without -Project Traffic Volumes — PM Peak Hour ......................................... 9
Figure 8. Net New Project Trip Distribution and Assignment — PM Peak Hour ................................. 19
Figure 9. Future (2014) With -Project Traffic Volumes — PM Peak Hour ............................................ 20
Figure 10. Future (2019) With -Project Traffic Volumes — PM Peak Houi........................................... 21
i
Table 1. Level of Service Summary — Background Conditions — PM Peak Hour ...............................
1 1
Table 2. Collision History (January 1, 2008 to December 31, 2010) ...................................................
12
Table 3. ITE Trip Generation Rates.....................................................................................................
14
Table 4. Total Person Trips Generated by Program.............................................................................
15
Table 5. Primary and Pass -by Trip Percentages...................................................................................
16
Table 6. Proposed Project's Vehicle Trip Generation..........................................................................
16
Table 7. Existing Site Vehicle Trip Generation...................................................................................
17
Table 8. Net Change in Vehicular Trip Generation..............................................................................
17
Table 9. Level of Service Summary — 2014 & 2019 Without- and With -Project Conditions..............22
Table 10. Design Intersection Sight Distance......................................................................................23
Table 11. Existing and Forecast Queues at Edmonds Way1100"' Avenue W .......................................26
Table 12. Vehicle Arrivals at Pharmacy and Bank Drive-through Windows — PM Peak Hour ...........
27
Table 13. Summary of On -Site Drive -Through Lane Queuing Analyses — PM Peak Hour .................
28
Table 14. Project Impact Fee Estimate.................................................................................................30
- ii - March 30, 2012
Walgreens — Edmonds Way heffron
Transportation Impact Analysis • •
This report evaluates the transportation impacts associated with the proposed Walgreens store and
drive-in bank at 9801 Edmonds Way (State Route 104 [SR 104]) in Edmonds, Washington. It
documents the existing conditions in the site vicinity, presents estimates of project -related traffic,
and evaluates the anticipated impacts to the surrounding transportation system including access and
circulation, safety, transit, and pedestrian facilities. The methodology for this analysis follows the
City of Edmonds' guidelines for traffic impact analyses.
1.1. Project Description
The project site is located on Edmonds Way, just east of 100th Avenue W, as shown on Figure 1. The
site is currently occupied by the Robin Hood Lanes bowling alley and has one existing access driveway
at its eastern edge on Edmonds Way. The site is located directly east of the PCC Natural Market and All
the Best Pet Care (together referenced in this report as the PCC site), which has two access driveways
on Edmonds Way and one driveway at 100"' Avenue W. The westernmost PCC driveway on Edmonds
Way is restricted to right -turns -in and out; the easternmost PCC driveway on Edmonds Way is
unrestricted. The PCC driveway on 100`' Avenue W is unrestricted. Vehicle access is allowed between
the two sites, which also share the parking lot, so trips generated by both sites utilize all four of the
existing driveways described.
The proposed project would remove the existing bowling alley (24,336 square feet [sfj) and construct a
Walgreens (14,490 sf) with a pharmacy drive-through window and a bank (up to 4,000 sf) with a drive-
through window.
Figure 2 shows the proposed site plan. The project would reconfigure parking on the site, resulting in a
reduction of about 39 parking spaces. When complete, the combined project site and PCC site would
have a total of 238 parking spaces in the shared surface parking lot. The project would widen and re-
pave the east and center driveways that currently exist at Edmonds Way. Construction is planned to
begin in 2013 and be completed by 2014.
1.2. Study Area
The study area for this analysis was coordinated with City of Edmonds staff.2 It includes the three
City analysis intersections' located nearest the site, and the four access driveways that serve the
project and PCC sites. The analysis intersections are summarized as follows:
® Edmonds Way / 100"' Avenue W
® Edmonds Way / 95"' Place W
® 100"' Avenue W (9"' Avenue S) / 220"' Street (Elm Way)
• Edmonds Way / East Driveway
® Edmonds Way / Center Driveway
® Edmonds Way / West Driveway
® 100"' Avenue W / 100"' Avenue W Driveway
1 City of Edmonds, Development Information, Traffic impact Analysis Requirements, updated June 24, 2010.
2 Bertrand Hauss, City of Edmonds Public Works, February 2012.
3 Analysis intersections are defined in the City of Edmonds Comprehensive Transportation Plan, November 2010.
-- I - March 30, 2012
N
Not to Scale
Edmonds Walgreens Figure I
Edmonds Way & I 00th Avenue W VICINITY MAP
N
NO io Scale
Figure 2
SITE PLAN
.,
,.effrorl
Walgreens — Edmonds Way
Transportation Impact Analysis
This section describes the existing roadway network, traffic volumes, traffic operations at the study
intersections, parking conditions, safety, and transit and pedestrian facilities in the site vicinity. It also
describes how these conditions may change in the future without the proposed project. The project is
expected to be complete and occupied in year 2014. The City of Edmonds requires both a future
`year -of -opening' analysis and a `five-year after year -of -opening analysis.' Therefore, both years
2014 and 2019 were evaluated for future without- and with- project conditions. No major
transportation improvements are planned in the study area.'€ Therefore, existing roadway conditions
were assumed for all future -year analyses.
2.1. Roadway Network
The project is located on the northwest corner of 100`€' Avenue W and Edmonds Way (SR 104). These
roadways are described as follows:
Edmonds Way (SR 104) is a principal arterial that provides regional access for the City of Edmonds,
connecting to the Edmonds -Kingston ferry terminal to the west, and to SR 99, Interstate 5 (1-5), and SR
522 to the east. It has an east -west orientation adjacent to the site but generally has a northwest -
southeast orientation through the city. Adjacent the project site, it has two travel lanes in each direction
and a center -two-way left -turn lane. It has a speed limit of 35 mph. Curbs, gutters and sidewalks are
provided along both sides of the roadway. No on -street parking is provided on this roadway.
1001h Avenue W is a north -south minor arterial. North of 200`x' Street SW, this roadway is called 9"'
Avenue S as it continues north to SR 524. To the south it transitions to 8°i Avenue NW (south of NW
205"' Street). Adjacent to the site, this roadway has two travel lanes in each direction and a center -
two -way left -turn lane. North of Edmonds Way it has a speed limit of 30 mph and south of Edmonds
Way it has a speed limit of 35 mph. Curbs, gutters and sidewalks are provided along both sides of the
roadway. No on -street parking is allowed in the site vicinity.
2.2, Traffic Volumes
New 24-hour machine counts were commissioned for this project and conducted on Tuesday, January
24 and Wednesday January 25, 2012, on the streets adjacent to the site. The 24-hour traffic data were
compiled to confirm Average Daily Traffic (ADT) on the adjacent streets, and also the times at which
the peak periods occur. Figure 3 shows the hourly volumes on Edmonds Way, which currently has an
ADT of about 20,300 vehicles. The peak volumes occur in the evening between about 4:30 and 5:30
P.m. Traffic volumes on this roadway do not reflect typical AM and PM peaks; after the AM peak
hour, volumes decrease slightly, but then build steadily from about 10:00 A.M. until the PM peak
period. Volumes in the eastbound and westbound directions are fairly evenly split throughout a
typical day, with slightly higher eastbound volumes in the morning, and slightly higher westbound
volumes in the evening.
Figure 4 shows the hourly volumes on 100°i Avenue W, which currently has an ADT of about 12,300
vehicles. The peak volumes occur in the evening between about 4:30 and 5:30 P.M. Traffic volumes
on this roadway exhibit more distinct peaks, with higher southbound volumes in the morning, and
higher northbound volumes in the evening.
4 City of Edmonds, Six Year Transportation Improvement Program (2012-201.7)
- 4 - March 30, 2012
Walgreens — Edmonds Way
Transportation Impact Analysis
rn s3r'a ra rno_
Figure 3. Hourly TraMc Volumes on Edmonds Way, east of 100h Avenue W
1,800
1,600
1,400
1,200
0
1,000
m
a
w
$00
L
UI
600
400
200
0
¢ ¢ ¢ ¢ Q Q ¢ ¢ ¢ ¢ a ¢ a a Q d a d a c c&i w chi.
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o q o 0 0 o Q w q
0 0 0 0 0 q q q o 0 0 0 0 0 0 o a o 0 0 0 0 0 0
Weekday -Time Beginning
Source: Quality Counts, LLC, January 2012.
Figure 4. Hourly Traffic Volumes on 100th Avenue W, north of Edmonds Way
1,200
1,000
800
0
2
400
200
0
¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢
O o 0 o O Q q [] O o q q O O O O O O O O O O O o
O O O p [] O O O O O O O O O O O O O O O O O O O
Weekday - Time Beginning
Source: Quality Counts, LLC, January 2012.
- 5 - March Q 2W2
Walgreens — Edmonds Way
Transportation Impact Analysis
New PM peak period traffic counts were conducted at all seven study area intersections by Quality
Counts, LLC on Tuesday, January 24, 2012. The PM peak hour traffic count data sheets are provided in
Appendix A. The existing PM peak hour volumes for the study area intersections are shown on Figure 5,
To estimate future background (without project) traffic conditions, a compound annual growth rate of
1.2% was applied to existing volumes. The growth rate was derived by comparing existing and 2025
traffic volumes from the Comprehensive Transportation Plan' for the Edmonds Way1100°i Avenue W
intersection. Next, trips associated with pipeline projects (development projects that have been
permitted, but not yet constructed) in the area were added to the future baseline volumes. The pipeline
projects included in this analysis are.
® 23014 Edmonds Way Property 6
® Key Bank at the southwest corner of Edmonds Way/ 100'11 Avenue W7
By 2014, Edmonds Way is projected to have an ADT of 20,800 vehicles; 100'1' Avenue W is
projected to have an ADT of 12,600 vehicles." Figure 6 shows the projected PM peak hour volumes at
the study intersections for 2014 without -project conditions.
By 2019, Edmonds Way is projected to have an ADT of 22,100 vehicles; 100" Avenue W is
projected to have an ADT of 13,400 vehicles. Figure 7 shows the projected PM peak hour volumes at
the study intersections for 2019 without -project conditions.
s City of Edmonds, Comprehensive Transportation Plan, November 2009.
6 Gibson Traffic Consultants, 23014 Edmonds Way Property Traffic Impact Analysis, February 2011.
7 Jake Traffic Engineering, Inc., Edmonds Key Bank Traffic Impact Analysis, July 2011.
8 Future ADTs estimated by applying the estimated average annual growth rate of 1.2% to existing ADTs.
- 6 - March 30, 2012
26 t-- 48
*J 14-930
909
LEGEND
Traffic Signal
-*---XX PM Peak Hour Volume
PCC
was
N
Noi to Seale
224th Street SW
Street SW
Edmonds WalgreensFigure
EXISTING (2012) TRAFFIC VOLUMES �
Edmonds Way& 1ON Avenue W Ptd PEAK HOUR
s
O
a-^
s
OD
�
m
PCC
was
N
Noi to Seale
224th Street SW
Street SW
Edmonds WalgreensFigure
EXISTING (2012) TRAFFIC VOLUMES �
Edmonds Way& 1ON Avenue W Ptd PEAK HOUR
175 +._21550 \
255 L 6----615
--150
60----+f
635—> 445130
170 -;,1220
26 +-- 48
954
940
LEGEND
)-4 Traffic Signal
4 XX PM Peak Hour Volume
PCC
25
13 20
—989
14 �
930—
ds
ado
Figure 6
Edmonds
Walgreens
;. TRAFFIC
N
Not lo Scale
224th Street SW
Sw
N
U
�
3
C (p
L
CD
O
C
00
�7
� L!7
m
O
PCC
25
13 20
—989
14 �
930—
ds
ado
Figure 6
Edmonds
Walgreens
;. TRAFFIC
N
Not lo Scale
224th Street SW
Sw
26 1+--48
.4J ®-1019
1000-1.
LEGEND
llr Traffic Signal
-,*--XX PM Peak Four Volume
PCC
611b
LEGEND ate°
N
Not to Scale
220th Street SW
224th Street SW
228th Street SW
Edmonds rens Figure
2019 -WITHOUT -PROJECT TRAFFIC VOLUMES � �.0 f f I.,an
Edmonds Way & 10ft Avenue W PM PEAK HOUR RIMMMMM
(DU
Q7
a_
Q
a'
L
Q
L
00
L �
CD
Q
PCC
611b
LEGEND ate°
N
Not to Scale
220th Street SW
224th Street SW
228th Street SW
Edmonds rens Figure
2019 -WITHOUT -PROJECT TRAFFIC VOLUMES � �.0 f f I.,an
Edmonds Way & 10ft Avenue W PM PEAK HOUR RIMMMMM
Walgreens — Edmonds Way heffron
Transportation Impact Analysis• ®°
2.3. bevel of Service
Level of service (LOS) analysis was performed to document PM peak hour traffic operations in the
study area. The PM peak hour is the focus of this analysis because it is typically the most congested
hour of the day. Level of service is a qualitative measure used to characterize traffic operating
conditions of roadways and intersection. Six letter designations, "A" through "F," are used to define
level of service. LOS A is the best and represents good traffic operations with little or no delay to
motorists. LOS F is the worst and indicates poor traffic operations with long delays. Appendix B
presents the level of service criteria for signalized and unsignalized intersections. The City has
adopted a standard of LOS D for signalized intersections of principal or minor arterials; levels of
service that are worse than LOS D (LOS E or LOF F) are considered to be deficient operations. Since
Edmonds Way (SR 104) is a Highway of Statewide Significance, it is not subject to City standards.
However, the Edmonds Way/ 100`h Avenue W intersection is monitored by the City. The City
standards do not apply to driveway intersections; for this analysis, operations at driveways were
considered to be acceptable if all stop -controlled movements operate at LOS E or better.
Levels of service were calculated using methodologies based on those presented in the Highway
Capacity Manual (HCM).9 All level of service calculations were performed using Traff€cware's
Synchro 8.0 analysis software. The analysis results are reported from the Synchro calculation module,
which refines the HCM methods to account for more detailed driving behavior. Results for
unsignalized intersections were reported using the HCM Unsignalized module. Intersection geometry,
traffic signal timing, and signal phasing for this analysis were verified through field observation.
Appendix B includes the Synchro reports for all level of service analyses completed for this report.
Table 1 summarizes the level of service results for existing (2012), future 2014 -without -project, and
future 2019 -without -project conditions. As shown, the Edmonds Way/ 300`" Avenue W intersection
currently operates at LOS D and the other two City analysis intersections operate at LOS B. All three
intersections are expected to remain at these levels of service in 2014 and 2019 without the Walgreens
project. All movements at the four existing driveways currently operate at LOS C or better, and are
expected to remain so in 2014 and 2019 without the project.
`' Transportation Research Board, Highway Capacity Manual, 2010.
- 10- /larch 30, 2012
Walgreens -- Edmonds Way
Transportation Impact Analysis
.rns ca;r"ta#rt i'nc
Table 1. Level of Service Summary - Background Conditions - PM Peak Hour
Source: Heffron Transportation, February 2092. All level of service analyses were performed using the Synchro 8.0 analysis software
and methodology.
1. Level of service.
2. Average seconds of delay per vehicle.
3. Unsignalized intersection. Level of service and delay are reported for the stop -controlled movements onto the main street and
for the overall intersection average.
2.4. Traffic Safety
The three most recent years of available collision data were obtained from the Washington State
Department of Transportation (WSDOT) for the intersections and roadway segments in the study area.
These data were examined to determine if there are any unusual traffic safety conditions that could
impact or be impacted by the proposed project. The data cover the period from January 1, 2008 through
December 31, 2010 and are summarized in Table 2.
The highest number of collisions (29) occurred at the Edmonds Way/100"' Avenue W intersection,
with over 75% (22) occurring as rear -end collisions. When considering the volume of traffic served by
the intersection, the rate of collisions (approximately 0.81 collisions per million entering vehicles) is
not unusual for a high-volume signalized intersection. None of the collisions reported during the
analysis period resulted in fatalities. The collision data for the study area intersections and roadway
segments do not indicate unusual safety conditions.
March 30, 2012
Existing
2014 Without Project
2019 Without Project
LOS I
Delay 2
LOS
Delay
LOS
Delay
Signalized Intersections
Edmonds Way/100t' Avenue W
D
37.1
D
38.8
D
41.8
Edmonds Wayl951h Place W
B
11.1
B
11.6
B
12.4
10011 Avenue WI220th Street SW
B
15.5
B
16.1
B
16.8
Unsignalized Intersections 3
Edmonds Way/East Driveway (overall)
A
0.3
A
0.3
A
0.3
Northbound movement
B
13.8
B
14.0
B
14.6
Southbound movement
B
12.7
B
12.8
B
13.0
Edmonds Way/Center Driveway (overall)
A
0.4
A
0.4
A
0.3
Southbound movement
B
14.9
C
15.1
C
15.4
Edmonds WaylWest Driveway (overall)
A
0.2
A
0.2
A
0.1
Southbound movement
B
12.4
B
12.5
B
12.9
100th Ave WI100th Ave Driveway (overall)
A
2.6
A
2.5
A
2,4
Eastbound movement
B
12.5
B
12.7
B
12.9
Westbound left -turn movement
C
16.3
C
16.6
C
17.2
Westbound right -turn movement
A
9.3
A
9.3
A
9.4
Source: Heffron Transportation, February 2092. All level of service analyses were performed using the Synchro 8.0 analysis software
and methodology.
1. Level of service.
2. Average seconds of delay per vehicle.
3. Unsignalized intersection. Level of service and delay are reported for the stop -controlled movements onto the main street and
for the overall intersection average.
2.4. Traffic Safety
The three most recent years of available collision data were obtained from the Washington State
Department of Transportation (WSDOT) for the intersections and roadway segments in the study area.
These data were examined to determine if there are any unusual traffic safety conditions that could
impact or be impacted by the proposed project. The data cover the period from January 1, 2008 through
December 31, 2010 and are summarized in Table 2.
The highest number of collisions (29) occurred at the Edmonds Way/100"' Avenue W intersection,
with over 75% (22) occurring as rear -end collisions. When considering the volume of traffic served by
the intersection, the rate of collisions (approximately 0.81 collisions per million entering vehicles) is
not unusual for a high-volume signalized intersection. None of the collisions reported during the
analysis period resulted in fatalities. The collision data for the study area intersections and roadway
segments do not indicate unusual safety conditions.
March 30, 2012
Walgreens — Edmonds Way -i_r o,.....
Transportation Impact Analysis •''
Table 2. Collision History (January 1, 2008 to December 31, 2010)
Source: Compiled by Heffron Transportation, inc., from data provided by Washington State Department of Transportation, February 2092.
2.5. Transit
Community Transit provides transit service to the study area with routes along Edmonds Way and
100'x' Avenue W. Route 130 provides daily local bus service between Edmonds Station and the
Lynnwood Transit Center, with stops in downtown Edmonds, Shoreline, and Mountlake Terrace, with
30 minute headways throughout most of the day. Route 416 provides weekday commuter service
between Edmonds Station and downtown Seattle, with four buses from Edmonds to Seattle in the
morning, and four buses from Seattle to Edmonds in the evening. Bus stops near the site include:
® Edmonds Way, just west of 100`1' Avenue W, serves westbound routes 130 and 416
r Edmonds Way, just east of 100`x' Avenue W, serves eastbound route 416
® 100"' Avenue W, just south of Edmonds Way, serves southbound route 130
2.6. Non -Motorized Facilities
Sidewalks exist along both frontage streets in the site vicinity. There are marked crosswalks on all legs
of the adjacent signalized intersection at Edmonds Way/100"' Avenue W. North of the site, 100`€' Avenue
W is designated as a bicycle route, but does not include any dedicated bicycle facilities.
2.7. Parking
The existing combined PCC and project sites have about 277 parking spaces. On -street parking is not
available along the two adjacent streets (Edmonds Way and 100'x' Avenue W) near the site.
- 12- March 30, 2012
Head-
Rear-
Side-
Right
Left
Right
Pedsl
Total for
Average/
Intersection
On
End
Swipe
Turn
Turn
Angle
G cle
Other
3 Years
Year
Edmonds Way/100th Ave W
0
22
2
1
1
1
0
1
29
9.7
Edmonds Way/97(h Ave W
0
1
0
0
2
0
0
0
3
1.0
Edmonds Wayl95th Place W
0
5
0
2
2
2
1
3
15
5.0
100th Ave W11 51h St SW
0
1
0
0
0
0
0
1
2
0.7
100th Ave W12241h St SW
0
1
0
0
0
0
0
0
1
0.3
1 001 Ave W1911 Ave/Elm/220th St
0
4
0
0
2
0
0
1
7
2.3
Head-
Rear-
Side-
Right
Left
Right
Peds!
Total for
Average/
Roadway Segment & Limits
On
End
Swipe
Turn
Turn
Angle
Cycle
Other
3 Years
Year
Edmonds Way: 97th Ave to 1 001 Ave
0
1
0
0
7
0
0
1
9
3.0
Edmonds Way: 95th PI to 97th Ave
0
0
0
0
2
0
0
0
2
0.7
100th Ave: Edmonds Way to 151h Ave
0
1
1
1
5
0
0
0
8
2.7
100th Ave: 15th Ave to 224th St
0
0
0
0
0
0
0
1
1
0.3
100th Ave: 2201h St to 22411 St
0
1
0
0
0
0
0
2
3
1.0
Source: Compiled by Heffron Transportation, inc., from data provided by Washington State Department of Transportation, February 2092.
2.5. Transit
Community Transit provides transit service to the study area with routes along Edmonds Way and
100'x' Avenue W. Route 130 provides daily local bus service between Edmonds Station and the
Lynnwood Transit Center, with stops in downtown Edmonds, Shoreline, and Mountlake Terrace, with
30 minute headways throughout most of the day. Route 416 provides weekday commuter service
between Edmonds Station and downtown Seattle, with four buses from Edmonds to Seattle in the
morning, and four buses from Seattle to Edmonds in the evening. Bus stops near the site include:
® Edmonds Way, just west of 100`1' Avenue W, serves westbound routes 130 and 416
r Edmonds Way, just east of 100`x' Avenue W, serves eastbound route 416
® 100"' Avenue W, just south of Edmonds Way, serves southbound route 130
2.6. Non -Motorized Facilities
Sidewalks exist along both frontage streets in the site vicinity. There are marked crosswalks on all legs
of the adjacent signalized intersection at Edmonds Way/100"' Avenue W. North of the site, 100`€' Avenue
W is designated as a bicycle route, but does not include any dedicated bicycle facilities.
2.7. Parking
The existing combined PCC and project sites have about 277 parking spaces. On -street parking is not
available along the two adjacent streets (Edmonds Way and 100'x' Avenue W) near the site.
- 12- March 30, 2012
Walgreens — Edmonds Way
Transportation Impact Analysis
This section of the report describes the conditions that would exist with full occupancy of the proposed
Walgreens and bank. The net difference between the without -project and with -project conditions was
evaluated. The net increase in project -generated site trips was added to the 2014 without -project traffic
volumes to estimate with -project traffic. Finally, level of service analysis was performed to detennine
the proposed project's impact on traffic operations in the study area. Impacts to traffic safety, transit,
non -motorized facilities and parking were also determined. The following sections describe the
methodology used to determine these impacts.
3.1. Roadway Network
The project would improve the existing center and east driveways on Edmonds Way; the center
driveway would be widened to include both an outbound right -turn and left -turn lane. The east driveway
would be widened and paved, but would still have one outbound lane. The project would upgrade the
frontages, including new sidewalk and landscaping along Edmonds Way. No off-site roadway
improvements are proposed with the project.
3.2. Trip Generation
The potential redevelopment would include two actions that would influence traffic near the site:
1. Removal of the existing bowling alley, and
2. Construction of the proposed new Walgreens store and bank.
Traffic analysis was performed using the net change in site -generated trips, which is the difference
between the trips generated by the existing and the proposed uses. The following describes the
methods used to determine the change in traffic anticipated from the proposed project.
3.2.1. Trip Rates
Trip generation for the proposed redevelopment was estimated using rates published by ITE, which
compiles trip generation counts throughout the country for a variety of land -use types. Trip generation
rates and equations from Trip Generation10 were applied based on the existing and proposed types of
uses at this site. Table 3 summarizes the trip generation rates used for this analysis.
30 Institute of Transportation Engineers (ITE), Trip Generation, 8,h Edition, 2008.
- 13 - March 30, 2012
Walgreens — Edmonds Way
Transportation Impact Analysis
Table 3. ITE Trip Generation Rates
ri1S +DYiti.ifx
ITE Land
Use Code
Land Use
Daily
PM Peak
437
Bowling Alley
33.33 trips/1,000 sf
3.54 trips11,000 sf
50% in, 50% out
35% in, 65% out
881
Pharmacy/Drug Store with Drive-Thru Window
88.16 trips/1,000 sf
10.35 trips/1,000 sf
50% in, 50% out
50% in, 50% out
912
Drive -In Bank
148.15 trips11,000 sf
25.82 trips/1,000 sf
50% in, 50% out
50% in, 50%out
Source: Institute of Transportation Engineers, Nh Edition, 2008.
ommonTorlsom,
Person trip estimates were estimated by multiplying rates in Trip Generation by the estimated number
of persons per vehicle (average vehicle occupancy [AVO]) for each specific land -use type. To
determine the total number of person trips that the project would generate, an AVO rate for each land
use was applied. Trip Generation does not include an AVO rate for either of the proposed land uses,
so an average retail rate of 1.20 persons per vehicle was selected based on evaluation of other retail
rates.
The total number of person trips includes "internal trips," or trips made between different uses on the
site. The proposed Walgreens and bank will be adjacent to each other, and adjacent to the existing
PCC Natural Market; therefore, it is reasonable to assume some amount of internal trips would occur
between these three land uses. An example of an internal trip would be if a patron drove to the bank
and then parked the car and walked to Walgreens. If the Walgreens were located on a different site,
the patron would exit the bank driveway and drive to a different location. The internal trips between
uses on the site are assumed to occur primarily on foot, and would not create new vehicle trips at the
site driveways.
Chapter 7 of the Trip Generation Handbook ' ' is devoted to estimating trip generation for multi -use
developments, and provides a methodology to estimate the number of internal trips that can be
expected at specific types of sites. This method is based on the type and size of various land uses. The
more balanced the mix of uses, the higher the percentage of internal trips. Developments with a
predominance of one type of use (e.g., mostly office, or mostly residential) typically have lower
percentages of internal trips. ITE's methodology to determine internal trips has four steps:
1. Determine the number of trips generated by each land use as if each was on a separate site.
2. Determine the number of internal trips from capture rates in the Trip Generation Handbook.
3. Balance the number of internal trips to and from all land uses at the site.
4. Subtract internal person trips based on the percentages determined.
The Trip Generation Handbook provides internal trip capture percentages for retail, office, and
residential uses for daily and PM peals hour conditions. These were applied to the person trip
estimates for each development alternative. Using guidelines set forth in the Trip Generation
1 Institute of Transportation Engineers (ITE), Trip Generation Handbook, 2"4 Edition, June 2004.
- 14- March 30, 2012
Walgreens – Edmonds Way
Transportation Impact Analysis
Handbook `Z about 10% of the daily trips and 10% of the PM peak hour trips generated by the
proposed project are expected to be internal trips. Note, while internal trips would also be expected to
occur between the proposed land uses and the PCC site, no reductions were assumed for the existing
trips generated by the PCC site. This results in a conservatively high estimate of the total trips
generated by the combined project and PCC sites.
Table 4 summarizes the total internal and external person trips expected to be generated by the
proposed project.
Table 4. Total Person Trips Generated by Program
Person Trip Summary
Size
Daily
PM Peak Hour
In Out Total
PharmacylDrug store wlDrive-Thru Window (LU 881)
Drive-in Sank (LU 912)
14,490 sf
4,000 sf
1,530
710
90 90 180
62 62 124
152 152 304
Total Person Tris
2,240
Adjustment for Internal Person Trips
Total External Person Tris
-210
-15 -15 -30
137 137 274
2,030
Source: Heffron Transportation, Inc., February 2092.
3.2.3. Vehicle Trips
To estimate the number of vehicle trips that would be generated by the project, the total number of
external person trips (expected to be made in vehicles) was divided by the 1.20 AVO rate described
previously. It is important to recognize that a portion of the site's vehicular driveway trips would not be
new to the local area roadway network. For the proposed uses, the external trips would consist of two
different types pass -by and primary trips—that would affect local roadways differently. Each of these
trip types is described as follows:
Pass -by trips are attracted from roadways immediately adjacent to the site. For example,
trips to the site made by drivers already using Edmonds Way or 100'h Avenue W past the site
for trips home from work or other origins would be considered pass -by trips.
s Primary trips are single -purpose trips generated by the site. Primary trips are generally assumed
to begin and end at home, although some new trips could originate at work or other locations.
The proportions of these trip components were estimated using infonnation in ITE's Trip Generation
Handbook 13. The average pass -by trip percentages for Pharmacy/Drugstore with Drive -Through
Window (Table 5.18) and Drive-in Bank (Table 5.20) were applied to those uses. The primary and
pass -by trip percentages applied for the proposed uses are shown in Table 5.
12 [bid.
'3 [bid.
- 15 - March 30, 2012
Walgreens -- Edmonds Way
Transportation Impact Analysis
r t o r ti a 1t r� t` I� Ae
Table 5. Primary and Pass -by Trip Percentages
Trip Component Ph armacy/Drug store Drive -In Bank
Primary Trips 51% 53%
Pass -by Trips 49% 47%
1. Percentages reflect average of pass -by trip percentage data presented in Table 5.18 in ITE's Trip
Generation Handbook for Pharmacy/Drug Store with Drive -Through Window [Land Use 881],
2. Percentages reflect average of pass -by trip percentage data presented in Table 5.20 in ITE's Trip
Generation Handbook for Drive-in Bank [Land Use 912],
All of the assumptions described above were used to determine the number of vehicle trips that would
be generated by the proposed project and the net increase compared to existing conditions, Table 6
presents the daily and PM peak hour vehicular trips that would be generated by the proposed project.
Table 6. Proposed Project's Vehicle Trip Generation
Source: Heffron Transportation, Inc., February 2012.
1. Based on Trip Generation Handbook, 2nd Edition, June 2004.
2. The estimated vehicle trips have been adjusted to reflect reductions due to internal trips, as described in Section 3.2.2.
3.2.4. Trip Generation for Existing Uses
Trip generation estimates for the existing bowling alley on the project site were determined using ITE
trip generation rates as described previously. However, since the existing use is a single development,
no adjustments were made to account for internal trips. In addition, since a bowling alley tends to
serve as a primary destination, ITE does not provide pass -by trip rates for this land use. The resulting
trip estimates for the existing site use are presented in Table 7.
- 16- March 30, 2012
PM Peak Hour Trips
In
Out
Total
% of Tris 1
Daily Tris
Proposed Land Use
Walgreens (14,490 so
Primary Trips
51%
650
35
35
70
Pass -by Trips
49%
630
33
68
33
68
66
136
Total Trips 2
100%
1,280
Bank (4,000 so
Primary Trips
53%
220
25
25
50
Pass -by Trips
47%
200
23
48
23
48
46
96
Total Tri2s 2
100%
420
Total Primary Trips
870
60
60
120
Total Pass -by Trips
830
56
56
112
1,700
Total Vehicle Trips —Pro osed
116
116
232
Source: Heffron Transportation, Inc., February 2012.
1. Based on Trip Generation Handbook, 2nd Edition, June 2004.
2. The estimated vehicle trips have been adjusted to reflect reductions due to internal trips, as described in Section 3.2.2.
3.2.4. Trip Generation for Existing Uses
Trip generation estimates for the existing bowling alley on the project site were determined using ITE
trip generation rates as described previously. However, since the existing use is a single development,
no adjustments were made to account for internal trips. In addition, since a bowling alley tends to
serve as a primary destination, ITE does not provide pass -by trip rates for this land use. The resulting
trip estimates for the existing site use are presented in Table 7.
- 16- March 30, 2012
Walgreens — Edmonds Way
Transportation Impact Analysis
Table 7. Existing Site Vehicle Trip Generation
Existing Land Use
Size
Daily Tris
PM Peak Hour Trips
In Out Total
Bowling Alley
24,336 sf
810
30 56 86
Source: Heffron Transportation, Inc., February 2012.
The net change in vehicle trips within the site vicinity is calculated as the difference between existing and
proposed conditions. Table 8 summarizes the total net change in traffic due to the project. As shown, the
redevelopment is expected to result in a net increase of 890 total vehicle trips, but only 60 trips would be
new to the local street system; 830 driveway trips would come from traffic already passing the site.
Similarly, the project would result in a net increase of 146 PM peak hour driveway trips, but only 34
would be new primary trips on the local roadway network. The remaining 112 PM peak hour driveway
trips would come from traffic already passing the site.
Table 8. Net Change in Vehicular Trip Generation
Source: Heffron Transportation, Inc., February 2012.
- 17- March 30, 2012
PM Peak Hour Vehicle Trips
In Out Total
Land Use I Tri Com onent
Size
Daily Tris
Proposed Walgreens and Bank
18,490 sf
Total Primary Trips
870
60 60 120
Total Pass -by Trips
830
56 56 112
116 116 232
Total Vehicle Tris
1,700
Removed Bowling Alley
24,336 sf
Total Primary Trips
810
30 56 86
Total Pass -by Trips
0
0 0 0
30 56 86
Total Vehicle Tris
810
Net Change
Total Primary Trips
60
30 4 34
Total Pass -by Trips
830
56 56 112
86 60 146
Total Vehicle Tris
890
Source: Heffron Transportation, Inc., February 2012.
- 17- March 30, 2012
Walgreens w- Edmonds Way heffron.
Transportation Impact Analysis a
The inbound and outbound trip distribution patterns for this project were derived from trip origin and
destination data obtained from the City of Edmonds travel demand forecasting model. Data for
Transportation Analysis Zone (TAZ) 35, the zone in which the project site is located, were used.
Figure 8 shows the projected distribution of net new project trips throughout the study area, based on
the referenced model data.
The forecasted net changes in project -generated traffic were added to the 2014 and 2019 without -
project traffic volumes to estimate future with -project traffic volumes. In 2014, the project is expected
to increase the ADT on .Edmonds Way from 20,800 to 20,840 vehicles, and on 100'x' Avenue W from
12,600 to 12,620 vehicles. The projected 2014 with -project PM peak hour volumes at the study
intersections are shown on Figure 9.
In 2019, the project is expected to increase the ADT on Edmonds Way from 22,100 to 22,140
vehicles, and on 100'x' Avenue W 13,400 to 13,420 vehicles. The projected 2019 with -project PM
peak hour volumes at the study intersections are shown on Figure 10.
- 18- March 30, 2012
�2
LEGEND
PGC
N
Not to Scale
220th Street SW
224th Street SW
°eet SW
Traffic Signal - XX Net New Primary Trips.,...f, Inbound Trip %
(XX) Net New Pass -By Trips Outbound Trip %
Figure 8
andEdmWalgreensNET NEW PROJECT TRIP .� frol
Edmonds Way& 160th Avenue W DISTRIBUTION AND ASSIGNMENT
PM PEAK HOUR
CD
M
Ln
`�
PGC
N
Not to Scale
220th Street SW
224th Street SW
°eet SW
Traffic Signal - XX Net New Primary Trips.,...f, Inbound Trip %
(XX) Net New Pass -By Trips Outbound Trip %
Figure 8
andEdmWalgreensNET NEW PROJECT TRIP .� frol
Edmonds Way& 160th Avenue W DISTRIBUTION AND ASSIGNMENT
PM PEAK HOUR
29 t— 54
! <— 952
946 --ip.
LEGEND
):L Traffic Signal
m --XX PM Peak Hour Volume
PCC
37
26 L +�- 40
41Io----980
24--+
922
--1-
�65
ado
15 X11 \
2 0 L 4-992
5
947 0 5
5-- 5
N
Not to smle
Street SW
224th Street SW
SW
Edmonds Walgreens Figure 9 1. s 2014-WITH-PROJECTTRAPF'ICVOLUMES 1" �'
Edmonds Way& 10 Avenue W PIN PEAK DOUR
C
Q
Q
L
S
O
o
=
ro
L �
� °7
PCC
37
26 L +�- 40
41Io----980
24--+
922
--1-
�65
ado
15 X11 \
2 0 L 4-992
5
947 0 5
5-- 5
N
Not to smle
Street SW
224th Street SW
SW
Edmonds Walgreens Figure 9 1. s 2014-WITH-PROJECTTRAPF'ICVOLUMES 1" �'
Edmonds Way& 10 Avenue W PIN PEAK DOUR
50 2701$5655
L +--
66--+ C�
678 472143
180 --�, 235
29 1+--54
-J 1017
1006 -�
LEGEND
Traffic Signal
*---XX PM Peak Hour Volume
PCC
37
26 +-- 40
41 14---1045
24
982
was
ago
23 0 4---1057
.,j ...._..___ 5
7 --�
1007 - -*11 5
5 --a, 5
N
Not tc Scale
street SW
224th Street SW
Street SW
Figure 10
d i 11d Walgreen 20`19 -WITH -PROJECT TRAFFIC VOLUMES h'..,.�. ..
Edmonds Way& 100th Avenue W PIS PEAK HOUR .
)
C
ami t�
CD
03
s
PCC
37
26 +-- 40
41 14---1045
24
982
was
ago
23 0 4---1057
.,j ...._..___ 5
7 --�
1007 - -*11 5
5 --a, 5
N
Not tc Scale
street SW
224th Street SW
Street SW
Figure 10
d i 11d Walgreen 20`19 -WITH -PROJECT TRAFFIC VOLUMES h'..,.�. ..
Edmonds Way& 100th Avenue W PIS PEAK HOUR .
Walgreens - Edmonds Way
Transportation Impact Analysis
trr� tfon ll
Table 9 shows the levels of service for study area intersections that were calculated for the 2014 and
2019 with -project conditions, using the methodologies described previously. Levels of service for
without -project conditions are shown for comparison. As shown, the project is expected to add a
small amount of delay at the study area intersections. However, it is not expected to degrade levels of
service. All study area intersections (and unsignalized movements) are expected to operate at or better
than the LOS D standard. Therefore, no mitigation would be required to accommodate the proposed
project.
Table 9. Level of Service Summary - 2014 & 2019 Without- and With -Project Conditions
Source: Heffron Transportation, February 2012. All level of service analyses were performed using the Synchro 8,0 analysis
software and methodology.
1. Level of service.
2. Average seconds of delay per vehicle.
3. Unsignalized intersection. Level of service is reported for the stop -controlled movements onto the main street and for the
average overall intersection.
4. The center driveway at Edmonds Way currently has one outbound lane; it is proposed to be widened to provide two lanes
(left -turn and right -turn) with the project
-22- March 30, 2012
2014 Conditions
2019 Conditions
Without Project
With Project
Without
Project
I With Project
LOS'
Delayz
LOS
Delay
LOS
Delay
` LOS
Delay
Signalized Intersections
Edmonds Way 11001h Avenue W
D
38.8
D
38.9
D
41.8
D
41.9
Edmonds Way 19511 Place W
B
11.6
B
11.7
B
12.4
B
12.6
100th Avenue W / 220th Street SW
B
16.1 ':.
B
96.2
B
16.8
B
17.0
Unsignalized Intersection3
i
Edmonds Way I East Driveway (overall)
A
0.3
A
0.5
A
0.3
A
0.5
Northbound movement
B
14.0
B
14.4
B
14.6
B
14.9
Southbound movement
B
12.8:
B
13.4
B
13.0
B
13.7
Edmonds Way 1 Center Driveway (overall) 4
A
0.4
A
0.6
A
0.3
A
0.6
Southbound movement (left and right turns)
C
15.1
---
---
C
15.4
---
---
Southbound left -turn movement
---
C
17.5
---
---
C
18,1
Southbound right -turn movement
---
...
B
11.0
---
---
B
10.8
Edmonds Way 1 West Driveway (overall)
A
0.2 ;
A
0.2
A
0.1
A
0.2
Southbound movement
B
12.5 1
B
12.6
B
12.9
B
I
13.0
1001n Ave W 11001h Ave Driveway (overall)
A
2.5 !
A
2.8
A
24
A
2,7
Eastbound movement
B
12.7
B
12.9
B
12.9
B
13.2
Westbound left -turn movement
C
16.6
C
17.2
C
17.2
C
17.9
Westbound ri ht -turn movement
A
9.3
A
9,4
A
9.4
A
9.5
Source: Heffron Transportation, February 2012. All level of service analyses were performed using the Synchro 8,0 analysis
software and methodology.
1. Level of service.
2. Average seconds of delay per vehicle.
3. Unsignalized intersection. Level of service is reported for the stop -controlled movements onto the main street and for the
average overall intersection.
4. The center driveway at Edmonds Way currently has one outbound lane; it is proposed to be widened to provide two lanes
(left -turn and right -turn) with the project
-22- March 30, 2012
Walgreens — Edmonds Way
Transportation Impact Analysis
Intersection sight distance was assessed at the site driveways according to guidelines established by
the American associate of State Highway and Ti anspor Cation Officials (AASHTO)AASHTO
determines intersection sight distance (ISD) according to the following formula:
ISD = 1.47 Vmajor tg
Where, ISD intersection sight distance (length of the leg of sight triangle along
the major road) (feet)
V major design speed of major road (mph)
tb_. time gap for minor road vehicle to enter the major road (seconds)
Table 10 summarizes the design intersection sight distance for the study area roadways. Desired sight
distance was calculated for passenger cars, which are expected to be the majority of vehicles
accessing the site, and single unit trucks, which are expected to be used for deliveries to the site. As
shown, the desired intersection sight distance to accommodate both passenger cars and delivery
trucks is 510 feet on Edmonds Way, and 420 feet on 100'x' Avenue W. Stopping sight distance (the
distance needed for a vehicle traveling at the roadway design speed to stop before reaching a
stationary object in its path) is about 250 feet for vehicles approaching the site driveways on
Edmonds Way, and about 165 feet for vehicles approaching the site on 100'x' Avenue W.15
Table 10. Design Intersection Sight Distance
Vmapr (mph) tg (seconds) 2 ISD (feet) 3
Edmonds Way
Passenger Car - Left Turn 34 8.0 400
Single Unit Truck - Left Turn 34 10.2 510
100th Avenue W
Passenger Car - Left Turn 26 8.5 325
Single Unit Truck - Left Turn 26 10,9 420
Source: Heffron Transportation, February 2012.
1. 86h percentile speed, as measured by the 24-hour machine counts on January 24 and 25, 2012.
2. Provided by AASHTO. For passenger cars, 7.5 seconds plus 0.5 seconds for each lane crossed greater than one. For
single unit trucks, 9.5 seconds plus 0.7 seconds for each lane crossed greater than one.
3. ISD = 1.47 V.ajo, a tg
Sight distance along Edmonds Way is constrained by the horizontal curvature of the road; 100`x'
Avenue W has no topographical constraints in the site vicinity. Adequate stopping sight distance
(greater than 400 feet) exists at all four driveways. Intersection sight distance at the four site
driveways was measured as follows:
14 American Association of State Highway and Transportation Officials (AASHTO), Geometric Design of
Highways and Streets, Fifth Edition, 2004.
15 Ibid.
-23- March 30, 2012
Walgreens — Edmonds Way
Transportation Impact Analysis
® Edmonds Way east driveway — Sight distance to the east is approximately 460 feet, which
exceeds the desired sight distance for passenger cars but not for single unit trucks. The sight
distance provided is greater than the minimum stopping sight distance. Sight distance to the
west exceeds 700 feet, extending past the Edmonds Way/100`x' Avenue W intersection.
® Edmonds Way center driveway — Sight distance to the east is approximately 520 feet,
which exceeds the desired sight distance for passenger cars and meets the desired distance for
single unit trucks. Sight distance to the west exceeds 700 feet, extending past the Edmonds
Way/100t" Avenue W intersection.
• Edmonds Way west driveway — Since this driveway is restricted to right turns only (in and
out), the left -turn sight distance is a conservative measure for this location. However, sight
distance to the east is greater than 600 feet, which exceeds the desired sight distance for both
passenger cars and single unit trucks. Sight distance to the west exceeds 600 feet, extending
past the Edmonds Way/100'x' Avenue W intersection.
® 100'x' Avenue W driveway — Sight distance in both directions is greater than 600 feet; to the
south this extends past the Edmonds Way/100"' Avenue W intersection. This exceeds the
desired sight distance for both passenger cars and single unit trucks.
Sight distance at all four site driveways exceed the desirable distance for passenger cars; it meets or
exceeds the desirable sight distance for single unit trucks at all locations except the cast driveway on
Edmonds Way. Since minimum stopping sight distance also exists at all site access driveways, no
adverse impacts to safety are expected. However, to avoid operational impacts associated with slower
moving trucks entering the traffic stream, it is recommended that delivery trucks exiting the site
utilize the center or west Edmonds Way driveways, or the 100"' Avenue W driveway, it is noted that
trucks serving the existing PCC site likely already use these three driveways to exit the site. The
project would maintain all existing driveway locations, and would improve the center and east
driveways on Edmonds Way. Landscaping and frontage improvements would meet City standards
and would not include obstacles to sight distance. Sight distance with the project would remain the
same as it is under existing conditions. Therefore, no adverse sight distance impacts are anticipated at
the site driveways with the project.
3.6. Internal Access and Circulation
A detailed assessment of internal pedestrian and vehicle circulation prepared for this project is
provided in Appendix C. As described in that assessment, the proposed project site has been designed
to provide clearly defined paths for both vehicles and pedestrians, and to minimize the potential
conflicts between them (see Figure 2). Both vehicular and pedestrian safety would be improved over
that of the existing site conditions by providing clearly defined and well -marked drive aisles and
pedestrian pathways.
The project proposes two new cross -property pedestrian pathways. A north -south pedestrian pathway
that would be raised and separated from the parallel drive aisle by a landscape planter strip would be
provided from Edmonds Way to the Walgreens main entry. Where this walkway crosses the main
cross -parcel drive aisle (directly south of the main building entry), a stop sign would be installed on
the east side of the walkway to further enhance pedestrian safety. An east -west crass -property
walkway is proposed fi-om the northwest corner of the Walgreens building to the PCC Market parcel,
This walkway would be direct with only one turn, and would be raised except at drive aisle crossings.
-24- March 30, 2012
Walgreens m- Edmonds Way
Transportation Impact Analysis
Both new walkways would have minimal drive aisle crossings (two each), which would be striped as
crosswalks.
Proposed pedestrian pathways and vehicle drive aisles would be straight, with minimal deviations,
and well lit. The site design separates pedestrian and vehicular areas to the highest extent feasible. At
locations where interaction between pedestrian and vehicles would be unavoidable, highly visible
signage and/or pavement markings are proposed to provide clear direction and reduce vehicular
speeds. Therefore, no adverse impacts to internal pedestrian or vehicle circulation are expected to
result from the project.
3.7. Queuing
3.7.1. Off -Site Queuing
Vehicle queue estimates are also generated by the,Synchro traffic operations models. Table I I
summarizes the calculated 50`s -percentile and 95"' -percentile queues for the traffic movements at the
Edmonds Ways/] 00"' Avenue W intersection that are adjacent to the project site.
Westbound queues on Edmonds Way extend eastward in the direction of the three Edmonds Way site
driveways shared by the PCC and project sites. Southbound queues on 100"' Avenue W extend
northward in the direction of the 100"' Avenue W site driveway. If queued vehicles extend past the
site driveways, they can delay site -generated vehicles entering and exiting one or more driveways.
Currently, the westbound 50"' -percentile through -right queue and the 95"' -percentile left -turn queue
extend past the west (right-in/right-out) site driveway on Edmonds Way. The data indicate that
westbound queues on Edmonds Way do not typically extend past the center and east site driveways.
The southbound 9511' -percentile left -turn queue currently extends past the site driveway on 100"'
Avenue W. Field observation confirmed these findings. Westbound queues on Edmonds Way
regularly extend past the west site driveway, and southbound queues in the left -turn lane on 100"'
Avenue W occasionally extend past the site driveway on that roadway. However, it was observed that
queues clear within each signal cycle, so drivers waiting do not typically need to wait long for the
queues to clear. Queues do not typically extend past the other two driveways on Edmonds Way, so
drivers may also opt to use these alternative access points.
-25 - March 30, 2012
Walgreens ® Edmonds Way heffron
Transportation Impact Analysis Kzo Ili ,
Table 11. Existing and Forecast Queues at Edmonds Way1100" Avenue W
Traffic Movement
5Uh-Percentile Queue feet
95th -Percentile Queue feet
Distance to Site Driveways
Existing Conditions
Westbound left turn
96
158
120 feet (west driveway)
Westbound through right
253
315
360 feet (center driveway)570
feet (east driveway)
Southbound left turn
110
208
160 feet
Southbound through -right
92
135
2014 Conditions
Westbound left turn
99 (without project)
163 (without project)
120 feet (west driveway)
101 (with project)
164 (with project)
360 feet (center driveway)
Westbound through -right
261 (without project)
324 (without project)
570 feet (east driveway)
261 (with project)
324 (with project)
Southbound left turn
120 (without project)
229 (without project)
160 feet
121 (with project)
229 (with project)
Southbound through -right
96 (without project)
140 (without project)
96 (with project)
140 (with project)
2019 Conditions
Westbound left turn
107 (without project)
173 (without project)
120 feet (west driveway)
108 (with project)
175 (with project)
360 feet (center driveway)
Westbound through -right
285 (without project)
353 (without project)
570 feet (east driveway)
285 (with project)
353 (with project)
Southbound left turn
130 (without project)
248 (without project)
160 feet
130 (with project)
248 (with project)
Southbound through -right
103 (without project)
146 (without project)
103 (with project)
146 (with project)
Source: Heffron Transportation, Inc., February 2012.
For future conditions, Table 11 shows that the proposed project is expected to have negligible effect
on typical queue lengths at the Edmonds Way1100"' Avenue W intersection.. With or without the
project, future traffic growth is expected to increase queue lengths on both Edmonds Way and 100°'
Avenue W, but they are not expected to substantially change the driveway access patterns compared
to existing conditions. Analysis shows that the westbound 95th -percentile through -right queue on
Edmonds Way could extend almost to the center site driveway in 2019, so it is possible that drivers
using this driveway could occasionally need to wait for queues to clear. This type of pattern is
commonly found in developed areas surrounding major intersections, and the project is not expected
to affect overall queuing conditions near the site. Therefore, no adverse queuing impacts are
anticipated at the site driveways under future with -project conditions.
3.7.2. On -Site Queueing
Queuing models were used to estimate on-site queues expected during the PM peak hour at the drive-
through windows of the proposed Walgreens and bank. The PM peak hour was evaluated because this
is the time when vehicular trip generation for both facilities is typically highest. The queuing models
consider the average arrival rates, service tunes (time each vehicle spends at the drive-through
-26- March 30, 2012
Walgreens -- .Edmonds Way
Transportation Impact Analysis
window or service point), and number of drive-through service point. The models also consider
variations in vehicle arrival rates (using Poisson distribution) and service times (using negative
exponential distribution) that are typical for operations at retail and service facilities.
For queuing calculations, a site's average arrival rate is the number of vehicles that are expected to
utilize the drive-through facilities during the analysis period (the PM peak hour in this case). The
numbers of vehicles generated at the drive-through windows were estimated by comparing the
published ITE trip generation rates for banks and pharmacies with and without drive-through
windows. Table 12 summarizes the drive-through window arrival rates that were estimated from this
comparison. As shown, an average arrival rate of approximately 13 vehicles per hour is projected
during the PM peak hour at the proposed Walgreens pharmacy drive-through window. An average
arrival rate of approximately 26 vehicles per hour is projected during the PM peak hour at the
proposed bank drive-through lanes.
Table 12, Vehicle Arrivals at Pharmacy and Bank Drive-through Windows — PM Peak Hour
Source: Heffron Transportation, Ina, March 2012.
1. ITE trip generation rates for Pharmacy/Drug Store without Drive-through Window (LU 880) and Walk-in Bank (LU 911).
2. !TE trip generation rates for Pharmacy/Drug Store with Drive-through Window (LU 881) and Drive-in Bank (LU 912).
3. PharmacylDrug Store = (10.35 - 8.42) / 10.35 = 19%; Bank = (25.82 - 12.13) / 25.82 = 53%.
4. From Table 6, presented previously in this report
5. Total vehicle arrivals multiplied by the percentage of trips attributed to the drive-through window.
Estimated service rates were determined based on observations at similar facilities conducted by
14effron Transportation during the PM peak period on Thursday, March 28, 2012. Bank drive-through
service rates were observed at the US Bank branch located at 6100 15th Avenue NW in Seattle. An
average service time of 2.5 minutes per vehicle was observed, which translates to an hourly service
rate of 24 vehicles per lane per hour. The proposed bank would have three drive-through lanes.
Pharmacy drive-through service rates were observed at the existing Walgreens pharmacy located at
5409 — 15th Avenue NW in Seattle. An average service time of 3 minutes per vehicle was observed,
which translates to a service rate of 20 vehicles per hour per service point. This observed service rate
is consistent with a survey conducted at several pharmacy drive-through windows over a 9t/z hour
period in the City of San Mateo, California, which indicated an average service time of 3.02 minutes
per vehicle per service point." The proposed Walgreens would have one service point window.
Table 13 summarizes the projected queuing characteristics for the proposed bank and Walgreens
drive-through facilities. As shown, the bank is expected to have an average queue of 1 vehicle and a
95th -percentile queue of 3 vehicles. The Walgreens drive-through is projected to have an average
1G Fehr & Peers, San Mateo Longs Drive -Through Queuing Analysis, June 1.1, 2008.
-27- March 30, 2012
Pharmacy/DrugStore
Bank
Trip rate per 1,000 sf without drive-through window 1
8.42
12.13
Trip rate per 1,000 sf with drive-through window2
10.35
25.82
Percentage of trips attributed to drive-through window
19%
53%
Total vehicle arrivals4
68 vehicles/hour
48 vehicles/hour
Total vehicle arrivals for walk-in
55 vehicles/hour
22 vehicles/hour
Total vehicle arrivals for drive-through
13 vehicleslhour
26 vehicles/hour
Source: Heffron Transportation, Ina, March 2012.
1. ITE trip generation rates for Pharmacy/Drug Store without Drive-through Window (LU 880) and Walk-in Bank (LU 911).
2. !TE trip generation rates for Pharmacy/Drug Store with Drive-through Window (LU 881) and Drive-in Bank (LU 912).
3. PharmacylDrug Store = (10.35 - 8.42) / 10.35 = 19%; Bank = (25.82 - 12.13) / 25.82 = 53%.
4. From Table 6, presented previously in this report
5. Total vehicle arrivals multiplied by the percentage of trips attributed to the drive-through window.
Estimated service rates were determined based on observations at similar facilities conducted by
14effron Transportation during the PM peak period on Thursday, March 28, 2012. Bank drive-through
service rates were observed at the US Bank branch located at 6100 15th Avenue NW in Seattle. An
average service time of 2.5 minutes per vehicle was observed, which translates to an hourly service
rate of 24 vehicles per lane per hour. The proposed bank would have three drive-through lanes.
Pharmacy drive-through service rates were observed at the existing Walgreens pharmacy located at
5409 — 15th Avenue NW in Seattle. An average service time of 3 minutes per vehicle was observed,
which translates to a service rate of 20 vehicles per hour per service point. This observed service rate
is consistent with a survey conducted at several pharmacy drive-through windows over a 9t/z hour
period in the City of San Mateo, California, which indicated an average service time of 3.02 minutes
per vehicle per service point." The proposed Walgreens would have one service point window.
Table 13 summarizes the projected queuing characteristics for the proposed bank and Walgreens
drive-through facilities. As shown, the bank is expected to have an average queue of 1 vehicle and a
95th -percentile queue of 3 vehicles. The Walgreens drive-through is projected to have an average
1G Fehr & Peers, San Mateo Longs Drive -Through Queuing Analysis, June 1.1, 2008.
-27- March 30, 2012
Walgrreens -- Edmonds Way _, f
Transportation Impact Analysis
queue of 2 vehicles and a 95°'-pereentile queue of 6 vehicles. Detailed queuing model calculations for
both the bank and the Walgreens drive-through facilities are provided in Appendix D.
Table 13. Summary of On -Site Drive -Through Lane Queuing Analyses -- PM Peak Hour
Drive Through Facility
Number of
Service Points
Drive-thru
Queue Ca acit
Additional
On -Site Storage 1
PM Peak Hour Queues
Avera e
95th Percentile
Bank
Walgreens Pharmacy
3
1
12 vehicles
4 vehicles
0 vehicles
5 vehicles
1 vehicle
2 vehicles
3 vehicles
6 vehicles
Source: Heffron Transportation, Inc., March 2012.
1 In addition to the dedicated drive-through lane queue areas, vehicles could queue on-sito on internal circulation aisles without
extending to Edmonds Way.
The proposed bank site design would provide three drive-through lanes (each approximately 90 feet
long), which could accommodate about 4 vehicles per lane for a total of 12 vehicles of queuing
capacity. Since the capacity of the three drive-through lanes would far exceed the expected average
and peak queue lengths, it is not anticipated that vehicle queues would extend beyond the designated
bank drive-through lanes during typical PM peak conditions and no on-site conflicts are anticipated as
a result of bank drive-through queuing.
The proposed Walgreens site design would provide about 80 feet of queue storage adjacent to the
building, which would accommodate about 4 vehicles. Based on the queuing analyses, the 851h -
percentile queue is projected to be 4 vehicles. As a result, during 85% of the peak hour (about 51
minutes), the pharmacy queue would be accommodated by the dedicated queue storage area.
However, for about 15% of the peak hour (about 9 minutes) the analysis indicates that the queue
could extend beyond the designated queue area to the east -west drive aisle proposed on the south side
of the building, if this occurs, pharmacy -related vehicle queues could occasionally impede internal
vehicle circulation along the east edge of the project site. However, the distance between the proposed
pharmacy window and Edmonds Way would be about 190 feet (over 9 vehicles) and peak queues are
not expected to extend to or affect traffic flow on Edmonds Way. Analysis indicates that queues
exceeding four vehicles would be infrequent if they occur. However, if it is observed that the
pharmacy drive-through queues exceed four vehicles more regularly, Walgreens may examine
options to further define the on-site circulation for drivers destined to the drive-through window.
Additional signage and/or onsite cbannelization could help to reduce potential conflicts at the
southeast corner of the building where the east -west drive aisle, the north -south drive aisle, and the
pharmacy drive-through access converge,
Because queues related to the bank drive-through lanes are expected to be contained entirely within
the designated lanes and separate from the pharmacy drive-through queue, it is not expected that
cumulative queuing between the bank and pharmacy drive-through windows would occur under
normal peak hour conditions.
3.8. Safety
The project is expected to add vehicle trips to the surrounding street network, which could increase
the potential for conflicts. However, historical collision data in the site vicinity do not indicate any
unusual safety concerns, and the project is not expected to have an adverse impact on vehicular or
non -motorized safety.
-28- March 30, 2012
Walgreens — Edmonds Way
Transportation Impact Analysis
is II R's 6 ,
Ca1111 7 t =5'7, 1:
Edmonds Community Development Code (ECDC) requires that the project include a minimum parking
supply of 1 space per 300 sf (or 48 spaces) for the Walgreens pharmacy and Ispace per 200 sf (or up to
20 spaces, depending on the size that is built) for the bank. The proposed project will provide eight
spaces directly near the Walgreens building, 1 1 spaces directly near the bank, and 145 spaces in a
shared parking lot with the PCC site, for a total of 164 parking spaces. The PCC site has an additional
75 spaces on its west side. Combined, the total site would have 239 parking spaces with the project. The
parking areas can be accessed from any of the four driveways serving the site.
Peak parking demand for the proposed project was determined using information from the Institute of
Transportation Engineers (ITE) Parking Generation. r' Based on the published ITE rates, the peak
parking demand for the Walgreens would be 35 vehicles (2.39 vehicles per 1,000 sf); the peak parking
demand for the bank would be 16 vehicles (4.00 vehicles per 1,000 sf). These totals do not reflect any
adjustments for other modes of transportation (such as transit) or reductions for internal trips. In
addition, the peak parking times for each of these types of uses is typically different. The Walgreens
peak parking time is likely close to the PM peak hour (4:00 to 5:00 P.M. based parking accumulation
data in Parking Generation) while the peak parking time for a bank is typically midday (10:00 A.M. to
2:00 P.M.). The estimated parking demand generated by the two new uses is expected to be
accommodated by the proposed on-site parking supply. No off-site parking impacts are anticipated as a
result of the proposed project.
3.10. Transit
The proposed project is not estimated to generate a significant number of transit trips. However, any
trdnsit ridership would be considered positive, since fewer vehicles would be using the local roadway
system. The routes serving this area could accommodate this additional ridership; therefore, the
proposed change of use would not adversely affect transit in the site vicinity.
3.11. Non -Motorized Facilities
As part of redevelopment, the project would provide frontage improvements along Edmonds Way
that would include new sidewalks and landscaping. These improvements would enhance the non -
motorized facilities and environment for pedestrians in the site vicinity. Therefore, the proposed
change of use would not adversely affect non -motorized facilities in the site vicinity.
4.1. Traffic Impact Fees
The City of Edmonds requires new developments and change -of -use developments to pay traffic
impact fees, calculated from the Edmonds Road Impact Fee Rate Study Table 4 ra and as identified in
ECDC Section 18.82.120. Impact fees are to be assessed based upon the road impact fee rates at the
tune of issuance of building permits. For a change -in -use; the impact fee shall be the applicable
17 institute of Transportation Engineers, Parking Generation, 4th Edition, 2010.
is City of Edmonds, 2009 Impact Fee Rate Table, effective May 1, 2010.
-29- March 30, 2012
f et
Wak)remm)s - I..'diriomIs Mag
7'raj rsj,',iofiaiion irrif.)act Am-dysis KIM= WO
umrxicl R� e car the H land i..ise of the new uw,, IcSS earl aHTIOLIW C(IL1,81 to the applicable,, jillpaU l"or the
111' land rise offhe prior rise established id the dine the prior use was per n'ditecL I I'the JAVViOLIS use
was periiiitled prior to September 12, 2004, Hic 200linpact F'e(Rcife 71,lble 4 stiall [)e uscd, which
Imes a cost or,$?63,33 pet- new ti1p, with adJustillents for Irip length,
Not all of [lie land LISCS aSSOCjatCd With the project sile are listed Oil 01C F(JI)I01161S ROCO 11/1PrK"I 1"(2e
Rale StittlY Table 4. However, the r,,dino)w.1s Road linymel Fee ,kite Stud'V Table 4 shows that the eild
cost of the impact Fee is $1,049.41 per new trip with adJustillents for trip length. Therefore, the
primary trip generation estip'nates were used to Cal(Ailate the impact 1ecs For larld LlSe categories not
hleluded in the City's RT SChedUle. The proposed art(,]. existing primary '(rip geiieration was shown ill
Table 6 of this report. Table 14 S1.11-11marizes the impact fee for this prQject, which is estirriated to be
$29,097,
Table '14. Project h-ripact Fee EstirTiate
ITE
Per Unit
.-Code -
Land Use . . . . . ...................... . _
Rate
Unit
- Total
ProposedLand Use
IL
I
881
Drugstore/Pharr'nacy with Drive-7hrough Vvindow 1
$556.19 / b ip
120 primary trips
$66,743
912
Drive -In Bank 2
VA 1 sf
4,flt1tJ st
$28',A
ExiMing Land Use
-1-43�
-3o_wfinq,. !I_eL.. _ 1.11......$763,33/fi,qj...
6.Eirria!]LtriA..... .... .
$65,646
'rotal Estimate Inivact Fee
$29,097
Source: hieffron Transportation, Inc., February 2012. 4 ",44,
1. This land use type is not included in the City's fee schedule, Die 'per trip'Jinpact fee was derived by multipfylng the City's per trip
fee of $1.049,41 by a trip length factor of 0, 53 (assumed to be the same as Shopping Centel).
2. Obtained directly from the 2009 impact fee rate table.
3, 7his land use type is not included in the City's fee schedule. Because the existing use was permitted phor to 2004, the 2004 impact
fee rate table applies. The 'per trip'07pact fee was derived by multiplying the City's per trip fee of $763.33 by a trip length factor of
1.00 (assumed to be the same as other recreational uses such as Golf Course).
4.2. Other Mitigation
To avoid operational impacts associated with slower moving trucks entering the traffic stream at the
cast Edmonds Way driveway, it is recommended that delivery trucks exiting the site utilize the center
or west I-Amonds Way driveways, or the 100"' AVellUe W driveway,
30, 2,012
[., � � ;:.
�:. =- :��
...... � r
� .. �
#� � �� � �;
Tvnp of npak hnur hainn renorted: User -Defined Method for determining peak hour: Total Entering Volum
5 -Min Count
100th Ave
100th Ave
220th Ave
220th Ave
Period
(Northbound)
(Southbound)
(Eastbound)
(Westbound)
Total
Hourly
Beginning At
Left
Thru Right
U
Left
Thru Right
U
Left
Thru Right
U
Left
Thru Right
U
Totals
4:00 PM
0
33 10
0
6
36 1
0
2
8 0
0
6
6 5
0
913
4:05 PM
1
35 12
0
5
27 0
0
0
5 0
0
9
5 3
0
102
4:10 PM
0
28 9
0
5
25 3
0
4
5 1
0
9
a 11
0
108
4:95 PM
2
31 16
0
6
19 0
0
2
1 0
0
9
0 7
0
93
4:20 PM
2
36 8
0
2
12 0
0
0
0 0
0
12
6 11
0
89
4:25 PM
0
29 9
0
4
20 1 ':
0"
0
2 0,
U)
1fl
4 10
0
84
4130 PM
0
37 a::
0.
3
28 1.:..:
0
0
4 t3.G
0
4
.I4 7 ``
0
96
4:35 PM
0
24 12
.:
0
6
i21 1.:.
0
Q.
2 O.i`
0
8
7 11
0
92
4:40 PM.
1
`'98 10,;
0.
4
:.29 4;
0
«}
2 p>:;
0
9
5 8
0
109
Report generated on 1/30/2012 817 PM SOURCE: Quality Counts, LLC (httparwww.quau[ycoums.nei) 1-t61 r-onu-zcjc
Type of peak hour being reported: User -Defined
Method for determining peak hour: Total Entering Volume
5:25 PM
13
30
6
0
6
29
4
0
6
25
10
0
13
48
12
0
202
2959
5:30 PM
25
52
5
0
14
28
1
0
8
20
14
0
7
41
17
0
232
2938
5:35 PM
24
43
9
0
20
34
2
0
4
33
14
0
7
57
20
0
267
2954
5:40 PM
12
33
8
0
13
19
2
0
6
38
17
0
17
43
16
0
224
2956
5:45 PM
20
40
6
0
16
19
3
0
3 4
26
11
0
18
58
18
0
239
2960
5:50 PM
20
33
13
0
12
24
4
0
i 4
24
13
0
16
43
19
0
225
2979
5:55 PM
21
28
10
0
22
31
6
0
6
53
13
0
6
43
12
0
251
2999
Peak 15 -Min
Northbound
Southbound_
Eastbound_
Westbound
Fiowrates
Total
Left Thru Right U
Left Thru R ht U
Left Thru RI ht U
Left Thru Right U
All Vehices
244
472
164
0
204
208
52
0
96
836
144
0
184
584
216
0
3404
Heavy Trucks
4
0
0
0
0
0
0
16
4
0
4
0
28
Pedestrians
0
0
0
0
!
0
Bicycles
0
0
0
0
0
0
0
0
0
0
0
0
0
Railroad
Sto ed Buses
j
Cnmmpnts,
Report generated on 1/30/2012 8:17 PM SOURCE: Quality Counts, LLC (httpWwww.quaiitycounts.net) 1-877-580-2212
Tvne of peak hour beina reported: User -Defined
LOCATION: 95th PI
-- Edmonds Way
CITY/STATE: Edmonds, WA
147
194
las o
as
'�^ & 1.2
2.1 4 0,0 1
0,0 o.o
978 4� 122 j
$, 72 4- 942
766 -0 - 0,88 4@ 668
909 $ 1 1
$ 2 w 628
0.6
0 0
0
0
3
5
14-90�L
0 F
Jg
NA L
d i L
of L
NA -0 NA
�0 '� C "►
$ NA �
Method for determining peak hour: Total Entering Volum(
Peak -Hour: 4:25 PM -- 5:25 PM
Peak 15 -Min: 5:10 PM -- 5:25 PM
QC JOB #: 10699902
DATE: Tue, Jan 24 2012
1.4
4" 0.0
1
5.1
L
j i
1,a 4� 1.6 'P
4
L 1.4 + 1.2
2.2 4 `'.
'�^ & 1.2
2.1 4 0,0 1
0,0 o.o
00* 2.3
0,0
1
{Westbound) _
9
0.0
0.6
0 0
0
0
L 0
0 54, o
0
hC
0 0
C o
0 F
Ri ht
U
Left
Thru
Period
1
(Northbound)
0
0
(Southbound)
S
37
(Eastbound)__
0
1
{Westbound) _
9
Total
Hourly
Beginning At
Left
Thru
Ri ht
U
Left
Thru
Ri ht
U
Left
Thru
Ri ht
U
Left
Thru
Ri ht
U
133
Totals
4:00 PM
0
0
0
0
5
0
6
0
4
49
0
0
0
59
8
0
E 131
5:40 PM
4:05 PM
0
0
0
0
7
0
8
0
5
48
0
0
0
75
15
0
15B
0
4:10 PM
0
0
0
0
3
1
10
0
12
54
1
0
1
76
4
0
162
0
4:15 PM
0
0
0
0
0
0
18
0
7
54
0
0
0
58
3
0
140
1
4:20 PM
0
0
09
5
3
0
5
0
6
38
0
0
0
70
7
0
129
4'25 PM
'. 0
U
0_.
0 5
8
0
4. ;
0
6
67
0 '.
D
0
68
B ':
0
159
Thru
4:3D PM
1
0
0'
0
1
0
5.
0
10
94
.0.
tl
0
80
5>':
0
196
1036
4;35'. PW
0
D
0
0
1
0
9
0 r
:` 9
60
0
0
0
80
6
0
165
0
4t40 PM
0
01
`.
D
7
p
7 .`
0
11
66
0
0
0
65
5 ',
0
152
4:45 PM a
: 1
::0
0 .
0
2
i0
10'..
0
:11.
S2
O z
0 .
0
51 '
.7
0
134
0
4:50 PM
0
0
0
0
3
0
10...
0
8
39
D ',
0
1
68
5
D
134
- 4: 5 PM
D
0
[
0
3
0
12.
0 ..
40
50
.0
0 .
0
80
S.,
0
164
1824
5[00 PM
0
0
0 '
0
1
0
11
0
10
'40
0:'
9
`'` 1
`96
4 -
0
= 163
1856
505 PM
-:'. 0
r':0
" :0 `
0 ;'.
5
,�0
16'.i.
0
11
;069
0.`:
0 [;
.'.� 0
62
7-.-:`
0
'::. 170
�'. 1868
5:25 PM
1
0
0
0
3 0 8 0
S
37
2
0
1
61
9
0
127
1971
5:30 PM
0
0
0
0
3
0 10
0
9
35
1
0
1
67
7
0
133
1908
5:35 PM
0
1
0
0
5
1 10
0
7
49
1
0
0
69
3
0
146
1889
5:40 PM
0
0
1
0
4
1 11
0
9
50
0
0
1
78
2
0
157
1894
5A5 PM
0
0
0
0
2
0 18
0
6
36
0
0
2
68
7
0
139
1899
5:50 PM
1
0
0
0
4
0 11
0
9
45
0
0
0
69
7
0
146
1911
5:55 PM
0
1
1
0
5
0 6
0
5
70
1
0
1
54
5
0
159
1906
Peak 15 -Min
NorthboundSouthbound_
Eastbound
Westbound
Total
Left
Thru
Ri ht
U
Left
Thru Right
U
Left
Thru
Right
U
Left
Thru
Right
U
Flowrates
All Vehicles
0
0
4
0
32
0 96
0
144
1036
4
0
0
872
76
0
2264
Heavy Trucks
0
0
0
0
0 0
0
16
0
0
8
0
24
Pedestrians
0
0
4
0
4
Bicycles
0
0
0
0
0 0
0
0
0
0
0
0
0
Railroad
Sto ed Buses
Comments
Report generated on 1/30/2012 8:17 PM SOURCE: Quality Counts, LLC (http:llwww.qualitycounts.net) 1-zsi r -ow -L2 IL
I ype or Pea nour Ding reportew user-uelmed
LOCATION.- 100th Ave -- Site Dwy
CITY/STATE: Edmonds. WA
Method for determining peak hour: Total Entering Volume
QC JOB #: 10699907
DATE: Tue, .Ian 24 2012
54 110 Peak -Baur: 4:25 PM -- 6:25 PM
a o o Peak 95-M€n: 4:40 PIS - 4:55 PM
.ff * C�L a.0 00 G
77 * 39 j 71 qd 116
.0 4 4 L
0.0 4e 0.0 j 0- 0.0+ 0.0
3 i 0.92.., 1 oa 16 ` 0.0
94 4 52 "i C' 44 Oar 101
°t (� 0.0 + 0.0 1 0.04 0.0
62 0 58 _
96 120 ,.
4
0.0 0.0
0 0 0
A, L
0 j , 0
3 AN
1 0 4 M 0
NA
�j + ,L
4.
NA 4NA
NA NA
NA NA
5 -Min Count 100th Ave 100th Ave Site DwySite Dwy
Period (Northbound) (Southbound (Eastbound) _ iWesthound) Hourly
Beginning At Left Thru Right U Left Thru Ri ht U Left Thru Right Li_
Left Thru Ri ht B Total Totals
4:00 PM 3 0 5 0 1 0 2 0 5 p 6 0 6 0 0 0 26
4:05 PM 5 0 3 0 3 0 1 0 2 0 3 ❑ 3 2 5 0 27
4:10 PM 7 0 4 0 3 0 3 0 3 1 6 0 1 0 4 0 32
4:15 PM 5 0 2 0 4 0 0 0 1 0 1 0 4 0 7 0 24
4720 PM 1 5 0 3 0 4 0 0 0 1 0 5 0 6 0 4 0 26
4c25.PM 9 0 2 0 .. .`,..6 _..o_ 0 0 0 1. 4 D .. 2 ;.0 _ .3 0 27
4:30 PM 3 0; 7 0 S o:. 2 0 3 0,` S 0 d 0 7 0 39
4:35;i'M 6 0` 6. D 1 0 0 :i 0 1 0: 3 0 R .4 5 0 .::26
Report generated on 1/30/2012 8:17 PM SOURCL: Quality Counts, LLC (httpalwww.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: User -Defined
LOCATION: West Site Dwy -- Edmonds Way
CITYISTATE: Edmonds, WA
26 46
76 0 0
26 +0 j 48 4- 48
o* o
Method for determining peak hour: Total Entering Volume
CSC JOB #: 10699903
DTE: Tue, Jan 24 2012
Peak -Hour: 4:25 PM -- 5:25 PM 0.0 00
Peak 15 -Min: 4:35 PM -- 4:50 PM
0 o a
t Qua. i% oun o.o 0.0 00
0 0 ,
U.0 0.0
NA L �rNA
m L
NA -0 NA NA NA
NA NA F
int ' West Site Dwy West Site Dwy Edmonds Way Edmonds Way
- ------ --
Period
0.0 0.0 0.0
(Northbound)
m9 4 tm
0.0 X0.0 j
0D+ 0,0
00
0.0
00 - 00 `�
{' 00 00
0 o a
t Qua. i% oun o.o 0.0 00
0 0 ,
U.0 0.0
NA L �rNA
m L
NA -0 NA NA NA
NA NA F
int ' West Site Dwy West Site Dwy Edmonds Way Edmonds Way
- ------ --
Period
0
(Northbound)
0:
0
(Southbound)
U
U:
(Eastbound)
U
:uu-
(Westbound)
v
Total
Hourly
3eginntng At
Left
Thru Richt
U
Left
Thru Right
...0
Left
Thru Rig ht
U
Left
Thru Ri ht
U
0.
Totals
4:00 PM
0
0 0
0
0
0 0
0
0
0 0
0
0
0 7
0
7
0
4:05 PM
0
0 0
0
0
0 1
0
0
0 0
0
0
0 5
0
6
79 .}:.
4:10 PM
0
0 0
0
0
0 2
0
0
0 0
0
0
0 6
0
8
0
4:15 PM
0
0 0
0
0
0 3
0
0
0 0
0
0
0 2
0
5
0
4:20 PM
0
0 0
0
0
0 3
0
0
0 0
0
0
0 5
0
8
0
4:25 PM
0
0 p";
0
0
0 4
—
0
0
0 0;
0
0
0 3;
0
7
78
4130 PM
4
0 0 5
0
`: 0
0 2
0
D
0 Q Y
0
0 ...
0 4.,:.
.. 0
6 ......
0
4:50 PM
0
0
0:
0
0
U
U:
U
U
:uu-
v
u
v
a
u
49$5 PM
0
0
0`
D
0
0
4.: ,
0.
": 0
D
0 ';
0
0
0
3:
0
5;00 PM .'
0
0
Q:':
0
0
:0
1
0
i` 0
0
0.
0
D
0
8;'.;
0
9
79 .}:.
5:05 PM
0
0
0
0..
0
0
2
0
'. 0
4
0
0
0
0
0' `
0
2
75
5:10 PM ::'
0.
' 0
0';:
0
0
D
0
0
0
0
0
0
..
6`
0
6
75
5:95 PM
Q
.0
0.:
0
0
0
.2:
2..':
0
0
0
0.i'
i3
0
D
6.;:
0
8
78
5:20 PM
0
0
0
0
0
1'':
0
0.
0_
:.0 :.
0...:.'
0
0
3;
it
4
74
5:25 PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
2
69
5:30 PM
0
0
0
0
0
0
3
D
0
0
0
0
0
0
1
0
4
67
5:35 PM
0
0
0
0
o0
3
0
0
0
0
0
0
0
1
0
4
65
5:40 PM
0
0
0
0
0
0
1
0
0
0
0
0
0
0
4
0
5
64
5:45 PM
0
0
0
0
0
0
1
0
0
0
0
0
0
0
4
0
5
61
5:50 PM
0
0
0
0
0
0
3
0
0
0
0
0
0
0
2
0
5
63
5:55 PM
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
2
58
Peak 15 -Min
Northbound
Southbound
..
Eastbound
_.__
Westbound
-
Total
Left
Thru
Right
_ ..,.
U
Left
Thru
Ri ht
U
Leff
Thru
Ri ht
U
Flowrates
Left Thru Right U
All Vehicles
E 0
0
0
0
0
0
32
0
0
0
0
0
0
0
48
080
Heavy Trucks
0
0
0
0
0
0
0
0
0
0
0
0
0
Pedestrians
0
4
0
0
4
Bicycles
0
0
0
0
0
0
0
0
0
D
0
0
0
Railroad
Stopped Buses
Comments:
Report generated on 1/30/2012 8:17
PM
SOURCE: Quality Counts, LLC (http://www.qualitycounts.net)
1-877-580-2212
Type of peak hour being reported: User -Defined
Method for determining peak hour: Total Entering Volume
LOCATION: Center Site Dwy -- Edmonds Way C JO #-: 10699904
CiTYISTATE: Edmonds, WA DATE: Tue, Jan 24 2012
38 30 Peak -four: 4:25 PM --5:25 PM
[3 0 25
Peak 15 -Min: 4:40 PM me 4:55 PM 0.04
_0 00 00
j
a� � eo
13 4� 10 J 1„ 20 t 20 -L
0.0 X00 j it. 00+0,0
0 � 0
rJJJJJJ 0,0 :: 0.0
10 0 -4 111 C 0* 25
aQ 0 a a
0 0
0.0 0.0
0 1 0
0
0 � � -1 0 0 0
4:55 PtVI
1.11
0
0'
0
0
3
0
q
0
0
0,
0
0
0
O t
3 %'
0
7
64
60
b
0.
0.
13
2.
0::
1
0
0
O i'
0
0
' p
0
2
0
5
65
5:05 PM
0
0`
0.
0
4
0``.
2
00
(}:i
0
0
0
9
70
5:1:0 PM
0
0:
0
0
1
0':
1
0
0
0'
0 .',i
0
S:0
0`
2
0
4
68
5 45;PM
0
0.'
0
3
0
2
0
1
Oi
0: `,
0
0
0 `;
00.
6
fi6
5:20'P
%0
0'
0
0
"0
0'.
6 ;;
0
2
_0;`
0
0
0
0'
2
B8
5:25 PM
0
0
0
0
1
0
5
0
1a
0
0
0
0
1
0
8
72
5:30 PM
0
0
0
0
1
0
1
0
1
0
0
0
0
0
5
0
8
74
5:35 PM
0
0
0
0
2
0
1
0
1
0
0
0
0
0
5
0
9
79
5:40 PM
0
0
0
0
0
0
1
0
0
0
0
0
0
0
3
0
4
76
5:45 PM
0
0
0
0
2
0
0
0
1
0
0
0
0
0
6
0
9
80
5:50 PM
0
0
0
0
2
0
1
0
1
0
0
0
0
0
4
0
8
79
5:55 PM
0
0
0
0
1
0
1
0
1
0
0
0
0
0
11
0
14
86
Peak 1Win
Northbound
Southbound
Eastbound
Westbound
Flowratos
Left Thru
Ri ht
U
Left
Thru
Ri ht
U
Left
Thru
Right
U
Left
Thru
Right
U
Total
All Vehicles
0
0
0
0
36
0
16
0
16
0
0
0
0
0
16
0
84
Heavy Trucks
0
0
0
0
0
0
0
0
0
0
0
0
0
Pedestrians
0
4
0
0
4
Bicycles
0
0
0
0
0
0
0
0
0
0
0
0
0
Railroad
i
S10 ed Buses
i
comments
Report generated on 1/30/2012 8:17 PM SOURCE: Quality Counts, LLC (httpI/www.qualitycounts.not) 1-877-580-2212
Tvoe of neak hour being reported: User -Defined
LOC MON: East Site Dwy -- Edmonds Way
CITYfSTATE: Edmonds, WA
27 0
37 0 10
¢6 4 %a
17 4,0 „9 4„ 0 @* 0
0 0,68 a� °
0 * 0 $ r 0 10
Method for determining peak hour: Total Entering Volume
Peak -Hour: 4:25 PM -- 5:25 PM
Peak 15 -Min: 4:45 PM 5:00 PM
� e P
°� ° LiQ:Q
atity Counts
w.
0 0
C JOB #: 10699905
DATE: Tue, Jan 24 2012
5411n Count East Site Dwy East Site Dwy Edmonds way tamonas uvay
Period (Northbound) (Southbound) _ _ _ {Eastbound) _(Westbound) - _ Total Hourly
Beginning At Left Thru Right V Lett Thru Ri ht U Left Thru Right V Left Thru Ri ht V Totals
q;00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:05 PM D 0 0 0 2 0 0 0 0 0 1 0 0 0 0 0 3
4:10 PM 0 0 0 0 2 0 2 0 0 0 0 ❑ 0 0 0 0 4
4:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
4:20 PM 0 0 0 0 1 0 4 0 0 0 0 0 0 0 0 0 5
_..._-425 PM 0 ._. D a 0 9 0 2 0 0 0 0 0 0 ._ .0 0 0 3
4:30 PM 0 -.0 0 0 0 0 0 0 .0 0 0 0 0 0 0.` 0. 0
4:35 PM 0 0 D. 0 0 0 1; 0 0 0 0 0 0 `10 0. 0 1
4:40 PM 0 - `D .0 0 1 : ..`0 .: 2 p 0 A o p 0 0 0 0 3
5:00 PM 0 0 0 0 2 0 3.: 0 0 0 0. 0 0 0 D 0 5 3S
5:05 PM `: 0 0 0 0 1 0 .0:. 0,. 0 0 D: 0 0 .0 0' 0 A. 33
5:90 PM 0 0 0 0 0 0 0 0.., 0 0 0 0` 0 0 0`- 0 0
5:15 PM 0 il 0 0 0 .0 `3 0. 0 0 0 0 .: 0 .0 0 0 ,3 : 31;
5:20 PM 0 o „ 0 0..........._0 0 1 U D .: fp 0 0 _', - 0 _ ..0 ._:.._:_ D _. _1 27 ,
5;25 PM 0 0 0 0 2 0 3 0 0 0 0 0 0 0 0 0 5 29
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 29
5:35 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 29
5:40 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 27
5:45 PM 0 0 0 0 0 0 1 0 0 0 ❑ 0 0 0 0 0 1 23
5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22
5;55 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 19
Peak 15 -Min Northbound Southbound Eastbound Westbound Total
i orf Th,.. Rinhf it t aff Thr.. Rinhf 11 Lcff Thru Riaht U Lek Thru Rlu t U
Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0
Pedestrians 0 12 0 0 12
Bicycles 0 0 0 0 D 0 0 0 D 0 0 0 i 0
Railroad
Sto2eed Buses
Comrnerits:
Report generated on 1/30/2012 8:17 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts-net) 1-61 r-ouu zn2
0.0 -0m 0.0 j
0.a 4. 0.0
ab oa
o0
0.0 0.0 1
0.0 .► 0.0
0.0 0.0 0.0
0.0 0o
5411n Count East Site Dwy East Site Dwy Edmonds way tamonas uvay
Period (Northbound) (Southbound) _ _ _ {Eastbound) _(Westbound) - _ Total Hourly
Beginning At Left Thru Right V Lett Thru Ri ht U Left Thru Right V Left Thru Ri ht V Totals
q;00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:05 PM D 0 0 0 2 0 0 0 0 0 1 0 0 0 0 0 3
4:10 PM 0 0 0 0 2 0 2 0 0 0 0 ❑ 0 0 0 0 4
4:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
4:20 PM 0 0 0 0 1 0 4 0 0 0 0 0 0 0 0 0 5
_..._-425 PM 0 ._. D a 0 9 0 2 0 0 0 0 0 0 ._ .0 0 0 3
4:30 PM 0 -.0 0 0 0 0 0 0 .0 0 0 0 0 0 0.` 0. 0
4:35 PM 0 0 D. 0 0 0 1; 0 0 0 0 0 0 `10 0. 0 1
4:40 PM 0 - `D .0 0 1 : ..`0 .: 2 p 0 A o p 0 0 0 0 3
5:00 PM 0 0 0 0 2 0 3.: 0 0 0 0. 0 0 0 D 0 5 3S
5:05 PM `: 0 0 0 0 1 0 .0:. 0,. 0 0 D: 0 0 .0 0' 0 A. 33
5:90 PM 0 0 0 0 0 0 0 0.., 0 0 0 0` 0 0 0`- 0 0
5:15 PM 0 il 0 0 0 .0 `3 0. 0 0 0 0 .: 0 .0 0 0 ,3 : 31;
5:20 PM 0 o „ 0 0..........._0 0 1 U D .: fp 0 0 _', - 0 _ ..0 ._:.._:_ D _. _1 27 ,
5;25 PM 0 0 0 0 2 0 3 0 0 0 0 0 0 0 0 0 5 29
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 29
5:35 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 29
5:40 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 27
5:45 PM 0 0 0 0 0 0 1 0 0 0 ❑ 0 0 0 0 0 1 23
5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22
5;55 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 19
Peak 15 -Min Northbound Southbound Eastbound Westbound Total
i orf Th,.. Rinhf it t aff Thr.. Rinhf 11 Lcff Thru Riaht U Lek Thru Rlu t U
Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0
Pedestrians 0 12 0 0 12
Bicycles 0 0 0 0 D 0 0 0 D 0 0 0 i 0
Railroad
Sto2eed Buses
Comrnerits:
Report generated on 1/30/2012 8:17 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts-net) 1-61 r-ouu zn2
Levels of service (LOS) are qualitative descriptions of traffic operating conditions. These levels of
service are designated with letters ranging from LOS A, which is indicative of good operating condi-
tions with little or no delay, to LOS F, which is indicative of stop -and -go conditions with frequent
and lengthy delays. Levels of service for this analysis were developed using procedures presented in
the Highway Capacity Manual (Transportation Research Board, 2010).
Level of service for signalized intersections is defined in terms of delay. Delay can be a cause of driver
discomfort, frustration, inefficient fuel consumption, and lost travel time. Specifically, level of service
criteria are stated in terms of the average delay per vehicle in seconds. Delay is a complex measure and
is dependent on a number of variables including: the quality of progression, cycle length, green ratio,
and a volume -to -capacity ratio for the lane group or approach in question. Table B-1 shows the level of
service criteria for signalized intersections from the Highway Capacity Manual.
Table B-1. Level of Service Criteria
Level of Service
Per Vehicle
A Less than 10.0 Seconds
B 10.1 to 20.0 seconds
C 20.1 to 35.0 seconds
D 35.1 to 55.0 seconds
E 55.1 to 80.0 seconds
F Greater than 80.0 seconds
Source: Transportation Research Board, Highway Capacity Manual, 2010.
General
Free flow
Stable flow (slight delays)
Stable flow (acceptable delays)
Approaching unstable flow (tolerable delay—
occasionally wait through more than one
signal cycle before proceeding.
Unstable flow (approaching intolerable delay)
Forced flow (lammed)
For unsignalized intersections, level of service is based on the average delay per vehicle for each
turning movement. The level of service for a two-way, stop -controlled intersection is determined by
the computed or measured control delay and is defined for each minor movement. Delay is related to
the availability of gaps in the main street's traffic flow, and the ability of a driver to enter or pass
through those gaps. The delay at an all -way, stop -sign (AWSC) controlled intersection is based on
saturation headways, departure headways, and service time using procedures in Chapter 17 —
Unsignalized Intersections, Applications --- AWSC Intel°sections of the Highway Capacity Man lial
2010 (Transportation Research Board (TRB), 2010). Table B-2 shows the level of service criteria for
unsignalized intersections from the Highway Capacity Manual.
Table B-2. Level of Service Criteria for Unsignalized Intersections
Average Delay
Level of Service (seconds per vehicle)
A Less than 10.0
B 10.1 to 15,0
C 15.1 to 25.0
D 25.1 to 35.0
E 35.1 to 50.0
F Greater than 50.0
Source: Transportation Research Board, Highway Capacity Manual, 2010.
Edmonds Walgreens
Existing
17: 100th Ave W/9th Ave S & Elm W/220th St SW
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
15
32
3
126
54
104
2
458
137
51
274
14
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Storage Length (ft)
65
0
235
0
0
200
120
0
Storage Lanes
0
1
0
1
0
1
1
0
Taper Length (ft)
25
25
25
25
Lane Util, Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
1.00
Frt
0.850
0,850
0.850
0.993
Flt Protected
0.985
0.966
0.950
Satd. Flow (prot)
0
1668
1439
0
1636
1439
0
1693
1439
1608
1679
0
Flt Permitted
0,985
0,966
0.999
0.322
Satd. Flow (perm)
0
1668
1439
0
1636
1439
0
1691
1439
545
1679
0
Right Turn on Red
No
Yes
No
No
Satd. Flow (RTOR)
114
Link Speed (mph)
25
30
30
30
Link Distance (ft)
663
721
3020
811
Travel Time (s)
18.1
16.4
68.6
18.4
Confl. Peds. (#Ihr)
1
1
Peak Hour Factor
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0,91
Heavy Vehicles (°/°)
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
16
35
3
138
59
114
2
503
151
56
301
15
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
51
3
0
197
114
0
505
151
56
316
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
0
0
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width (ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1,14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
OA
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Split
NA
Prot
Split
NA
Prot
Perm
NA
Perm
Perm
NA
Protected Phases
4
4
4
8
8
8
2
6
Permitted Phases
2
2
6
Detector Phase
4
4
4
8
8
8
2
2
2
6
6
Switch Phase
Minimum Initial (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
1/24/2012 5:00 pm
Synchro 7 - Report
JAB
Page 5
Edmonds Walgreens
3.0
3.0
3.0 3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode None
Existing
17: 100th Ave VV/9th Ave S & Elm Wy1220th St SW
None None
None
Min
Min
Lanes, Volumes, Timings
Min
Min
Walk Time (s) 5.0
5.0
5.0
5.0 5.0
-
5.0
5,0
5.0
5.0
5.0
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Minimum Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
25.0
25.0
Total Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
33.0
33.0
33.0
33.0
33.0
Total Split (%)
28.0%
28.0%
28.0°/%
28.0%
28.0%
28.0%
44.0%
44.0%
44.0%
44.0%
44.0%
Maximum Green (s)
16.0
16.0
16.0
16.0
16.0
16.0
28.0
28.0
28.0
28.0
28.0
Yellow Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
-2.0
-2.0
B
-2.0
-2.0
24.4
-2.0
-2.0
-2.0
-2,0
Total Lost Time (s)
3.0
3.0
Approach LOS
3.0
3.0
8
3.0
3.0
3.0
3.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s) 3.0
3.0
3.0
3.0 3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode None
None
None
None None
None
Min
Min
Min
Min
Min
Walk Time (s) 5.0
5.0
5.0
5.0 5.0
5.0
5.0
5,0
5.0
5.0
5.0
Flash Dont Walk (s) 10.0
10.0
10.0
10.0 10.0
10.0
10.0
10.0
10.0
15.0
15.0
Pedestrian Calls (#Ihr) 0
0
0
0 0
0
0
0
0
0
0
Act Effct Green (s)
10.5
10.5
14.2
14.2
26.2
26.2
26.2
26.2
Actuated gIC Ratio
0.20
0.20
0.26
0.26
0.49
0.49
0.49
0.49
vlc Ratio
0.16
0.01
0.45
0.24
0.61
0.22
0.21
0.39
Control Delay
24.4
23.7
22.9
6.4
16.7
11.8
13.9
12.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
24.4
23.7
22.9
6.4
16.7
11.8
13.9
12.9
LOS
C
C
C
A
B
B
B
B
Approach Delay
24.4
16.8
15.5
13.1
Approach LOS
C
8
B
B
Queue Length 50th (ft)
16
1
59
0
135
32
12
73
Queue Length 95th (ft)
47
8
128
35
271
75
40
152
Internal Link Dist (ft)
583
641
2940
731
Turn Bay Length (ft)
200
120
Base Capacity (vph)
606
523
595
596
1025
872
330
1018
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.08
0.01
0.33
0.19
0.49
0.17
0.17
0.31
Intersection Summary
Area Type: CBD
Cycle Length: 75
Actuated Cycle Length: 53.7
Natural Cycle: 70
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.61
Intersection Signal Delay: 15.5
Intersection
LOS: B
Intersection Capacity Utilization 71.3%
ICU Level of Service C
Analysis Period (min) 15
and Nhases: 1 l: 1UUth Ave VV/9th Ave 5 & Elm Wv1220th St SW
o2
06
JAb Page 6
Edmonds Walgreens
Existing
18: 100th Ave W & Edmonds Wv
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
61
618
159
145
600
211
205
423
128
163
248
47
Ideal Flow (vphpl)
1900
9900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Util, Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
Ped Bike Factor
1.00
1.00
0.99
1.00
Frt
0.969
0.961
0.965
0.976
Flt Protected
0.950
0,950
0.950
0.950
Satd. Flow (prot)
1770
3429
0
1787
3423
0
1787
3449
0
1787
3477
0
At Permitted
0.950
0.950
0.950
0.950
Satd. Flow (perm)
1769
3429
0
1787
3423
0
1777
3449
0
1787
3477
0
Right Turn on Red
No
No
No
No
Satd. Flow (RTOR)
Link Speed (mph)
35
35
30
30
Link Distance (ft)
801
262
706
259
Travel Time (s)
15.6
5.1
16.0
5.9
Confl. Peds. (#Ihr)
1
1
6
6
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (°/a)
2%
2%
2%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
69
702
181
165
682
240
233
481
145
185
282
53
Shared Lane Traffic (%)
Lane Group Flow (vph)
69
883
0
165
922
0
233
626
0
185
335
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Linin Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Yes
Headway Factor
1.00
1.00
1,00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
5D
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Prot
NA
Prot
NA
Prot
NA
Prot
NA
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
Detector Phase
7
4
3
8
5
2
1
6
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.D
5.0
5.0
5.0
5.0
Minimum Split (s)
9.0
32.5
21.0
32.5
20.0
25,5
9.0
25.5
Total Split (s)
12,0
33.0
21.0
42.0
20.0
29.0
17.0
26.0
Total Split (%)
12.0%
33.0%
21.0%
42.0%
20.0%
29.0%
17,0%
26.0%
1/24/2012 5:00 pm
Synchro 7 -
Report
JAB
Page 7
Edmonds Walgreens
o2
+f m3
o4
Existing
18: 100th Ave W & Edmonds,±y
1#o7 08
r
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR WBL
WBT
WBR NBL
NBT
NBR SBL
SBT SBR
Maximum Green (s)
8.0
27.5
17.0
36.5
16.0
23.5
13.0
20.5
Yellow Time (s)
3.0
4.0
3.0
4.0
3.0
4.0
3.0
4.0
All -Red Time (s)
1.0
1.5
1.0
1.5
1.0
1.5
1.0
1.5
Lost Time Adjust (s)
-1.0
-2.5
-1.0
-2.5
-1.0
-2.5
-1.0
-2,5
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
Min
None
Min
None
None
None
None
Walk Time (s)
7.0
7.0
5.0
5.0
Flash Dont Walk (s)
20.0
20.0
15.0
15,0
Pedestrian Calls (#!hr)
0
0
0
0
Act Effct Green (s)
8.5
28.7
14.3
37.0
15.8
23.3
13.3
20.8
Actuated g/C Ratio
0.09
0.31
0.16
0.40
0.17
0.25
0.14
0.23
vlc Ratio
0.42
0.82
0.59
0.67
0.76
0.71
0.71
0.43
Control Delay
50.7
38.0
46.5
26.7
54.6
37.1
56.1
33.2
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
50.7
38.0
46.5
26.7
54.6
37.1
56.1
33.2
LOS
D
D
D
C
D
D
E
C
Approach Delay
38.9
29.7
41.9
41.4
Approach LOS
D
C
D
D
Queue Length 50th (ft)
41
264
96
253
137
182
110
92
Queue Length 95th (ft)
85
#350
158
315
#248
245
#208
135
Internal Link Dist (ft)
721
182
626
179
Turn Bay Length (ft)
Base Capacity (vph)
176
1138
356
1477
336
992
277
885
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
0.39
0.78
0.46
0.62
0.69
0.63
0.67
0.38
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 91.8
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.82
Intersection Signal Delay: 37.1 Intersection LOS: D
Intersection Capacity Utilization 68.3% ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wv
�1
o2
+f m3
o4
�5
4 ®6
1#o7 08
r
112412012 5:00 pm Synchro 7 - Report
JAB Page 8
Edmonds Walgreens Existing
30: Drivewa /95th P1. & Edmonds W Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
ttl
Volume (vph)
122
786
1
2
868
72
2
0
3
39
0
108
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width (ft)
12
12
12
12
12
12
10
10
10
12
12
12
Storage Length (ft)
250
0
250
0
0
0
0
0
Storage Lanes
1
0
1
0
0
0
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
0.99
Frt
0.988
0.919
0.850
Flt Protected
0,950
0.950
0.980
0.950
Satd. Flow (prot)
1770
3539
0
1787
3531
0
0
1597
0
1787
1576
0
Flt Permitted
0.191
0.258
0.939
0.754
Satd. Flow (perm)
356
3539
0
485
3531
0
0
1529
0
1418
1576
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
26
3
125
Link Speed (mph)
35
35
15
15
Link Distance (ft)
1068
446
262
685
Travel Time (s)
20.8
87
11.9
31.1
Confl. Peds. (#Ihr)
2
2
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1 %
1 %
1 %
0%
0%
0%
1 %
1%
1%
Adj. Flow (vph)
139
893
1
2
986
82
2
0
3
44
0
123
Shared Lane Traffic (%)
Lane Group Flow (vph)
139
894
0
2
1068
0
0
5
0
44
123
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.00
1.00
10.0
1.00
1.00
1.00
1.09
1.09
1.09
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
2
1
2
1
2
Detector Template
Left
Thru
Left
Thru
Left
Thru
Left
Thru
Leading Detector (ft)
20
100
20
100
20
100
20
100
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
6
20
6
20
6
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
OA
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
1/24/2012 5:00 pm
Synchro
7 -
Report
JAB
Page 9
Edmonds Walgreens
Existing
30: Drivewm 5th PI . & Edmonds Wy
Lanes, Volumes, Timings
Lane Group
EBL
EBT EBR
WBL
WBT
WBR NBL
NBT
NBR SBL
SBT SBR
Tum Type
Perm
NA
Perm
NA
Perm
NA
Perm
NA
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
Detector Phase
4
4
8
8
2
2
6
6
Switch Phase
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.D
4.0
4.0
4.0
Minimum Split (s)
20.0
20.0
20.0
20.0
20.0
20,0
20.0
20.0
Total Split (s)
40.0
40.0
40.0
40.0
20.0
20.0
20.0
20.0
Total Split (%)
66.7%
66.7%
66.7%Q
66.7%
33,3%
33.3%
33.3%
33.3%
Maximum Green (s)
36.0
36.0
36.0
36.0
16.0
16.0
16.0
16.0
Yellow Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3,0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
4,0
4.0
4.0
4.0
4.0
4.0
4.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
Min
Min
Min
Min
Max
Max
Min
Min
Walk Time (s)
5.0
5.0
5.0
5.0
5.1)
5.0
5.0
5.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
0
0
0
0
Act Effct Green (s)
24.7
24.7
24.7
24.7
16,5
16.5
16.5
Actuated gIC Ratio
0.50
0.50
0.50
0.50
0.33
0.33
0.33
vlc Ratio
0,78
0,51
0.01
0.60
0,01
0.09
0.20
Control Delay
42.0
8.8
5.0
9.6
12.8
15.9
5.1
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
42.0
8.8
5.0
9.6
12.8
15.9
5.1
LOS
D
A
A
A
B
B
A
Approach Delay
13.3
9.6
12.8
8.0
Approach LOS
B
A
B
A
Queue Length 50th (ft)
29
78
0
97
0
8
0
Queue Length 95th (ft)
#115
107
2
133
7
33
30
Internal Link Dist (ft)
988
366
182
605
Turn Bay Length (ft)
250
250
Base Capacity (vph)
268
2660
365
2661
513
474
610
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced vlc Ratio
0.52
0.34
0.01
0.40
0.01
0.09
0.20
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 49.5
Natural Cycle: 60
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio, 0.78
Intersection Signal Delay: 11.1 Intersection LOS: B
Intersection Capacity Utilization 50.4% ICU Level of Service A
1/2412012 5:00 pm Synchro 7 - Report
JAB Page 10
Edmonds Walgreens Existing
30: ®rivewa /95th PI:. & Edmonds VII lanes, volumes, Timings
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Cnlitc and PhacPc- m. nrivawnvt. mth PI P. Edmonds Wv
o2
04
06
08
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 11
Edmonds Walgreens
TWLTL
TWLTL
Existing
1: 100th Ave W & 100th AV Dwy
HCM Unsignalized Intersection Capacity Analysis
2
2
Upstream signal (ft)
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SST SBR
Lane Configurations
0,87
vC, conflicting volume
1002
1313
197
1145
1287
358
387
Volume (vehlh)
39
3
52
44
1
71
62
575
58
40
362 14
Sign Control
541
Stop
326
Stop
Free
Free
Grade
1057
0%
865
1028
0%
387
0%
366
tC, single (s)
0%
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.89
0.89
0.89
0.98
0.98 0.98
Hourly flow rate (vph)
42
3
57
48
1
77
70
646
65
41
369 14
Pedestrians
4.0
3
2.2
1
2.2
p0 queue free %
2
99
93
1
Lane Width (ft)
92
10.0
10.0
cM capacity (vehlh)
437
12.0
815
367
12.0
Walking Speed (ftls)
1173
4.0
1038
4.0
EB 1
WB 1
4.0
NB 1
NB 2
4.0
Percent Blockage
SB 2
0
Volume Total
0
48
78
0
431
281
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
259
pX, platoon unblocked
0.87
0.87
0.87
0.87
0.87
0,87
vC, conflicting volume
1002
1313
197
1145
1287
358
387
712
vC 1, stage 1 conf vol
461
461
819
819
vC2, stage 2 conf vol
541
852
326
468
vCu, unblocked vol
700
1057
197
865
1028
0
387
366
tC, single (s)
7.5
6.5
6.9
7.5
6.5
6.9
41
4.1
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
15
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
90
99
93
87
100
92
94
96
cM capacity (vehlh)
437
346
815
367
360
946
1173
1038
Direction, Lane #
EB 1
WB 1
WB 2
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
102
48
78
70
431
281
41
246
137
Volume Left
42
48
0
70
0
0
41
0
0
Volume Right
57
0
77
0
0
65
0
0
14
cSH
582
367
925
1173
1700
1700
1038
1700
1700
Volume to Capacity
0.18
0.13
0.08
0.06
0.25
0.17
0.04
0.14
0.08
Queue Length 95th (ft)
16
11
7
5
0
0
3
0
0
Control Delay (s)
12.5
16.3
9.3
8.3
0.0
0.0
8.6
0.0
0.0
Lane LOS
B
C
A
A
A
Approach Delay (s)
12.5
11.9
0.7
0.8
Approach LOS
B
B
Intersection Summa
Average Delay
2.6
Intersection Capacity Utilization
43.4%
ICU
Level of Service
A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 1
Edmonds Walgreens Existing
2. Edmonds M & West Dwy HCM Unsignalized Intersection Capacity Analysis
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 2
Movement
EBL
EBT
WBT
WBR
SBL
SBR
Lane Configurations
tt
1T.
t
Volume (vehlh)
0
909
930
48
0
26
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.93
0.93
Hourly flow rate (vph)
0
1181
959
49
0
28
Pedestrians
2
Lane Width (ft)
10.0
Walking Speed (ftls)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
262
pX, platoon unblocked
0.78
vC, conflicting volume
1010
1576
506
vC1, stage 1 conf vol
986
vC2, stage 2 conf vol
590
vCu, unblocked vol
1010
1176
506
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
100
100
95
cM capacity (vehlh)
687
309
516
Direction, Lane #
EB 1
EB 2
WB 1
WB 2
SB 1
Volume Total
590
590
639
369
28
Volume Left
0
0
0
0
0
Volume Right
0
0
0
49
28
cSH
1700
1700
1700
1700
516
Volume to Capacity
0.35
0.35
0.38
0.22
0.05
Queue Length 95th (ft)
0
0
0
0
4
Control Delay (s)
0.0
0.0
0.0
0.0
12.4
Lane LOS
B
Approach Delay (s)
0.0
0.0
12.4
Approach LOS
B
Intersection Summa
Average Delay
0.2
Intersection Capacity Utilization
37.2%
ICU Level of Service A
Analysis Period (min)
15
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 2
Edmonds Walgreens
Existing
3: Edmonds Wj & Center Dwy
HCM Unsignalized Intersection Capacity Analysis
Movement
EBL
EBT
WBT
WBR
SBL
SBR
Lane Configurations
Vi
tt
fl.
Volume (vehlh)
10
899
965
20
25
13
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.81
0.81
Hourly flow rate (vph)
13
1168
995
21
31
16
Pedestrians
1
Lane Width (ft)
10.0
Walking Speed (ft/s)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
528
1298
pX, platoon unblocked
0.92
0.83
0.92
vC, conflicting volume
1016
1616
509
vC 1, stage 1 cont vol
1006
vC2, stage 2 cont vol
610
vCu, unblocked vol
854
931
305
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
98
91
98
cM capacity (vehlh)
727
344
644
Direction, Lane #
EB 1
E8 2
EB 3
WB 1
WB 2
SB 1
Volume Total
13
584
584
663
352
47
Volume Left
13
0
0
0
0
31
Volume Right
0
0
0
0
21
16
cSH
727
1700
1700
1700
1700
409
Volume to Capacity
0.02
0.34
0.34
0.39
0.21
0.11
Queue Length 95th (ft)
1
0
0
0
0
10
Control Delay (s)
10.0
0.0
0.0
0.0
0.0
14.9
Lane LOS
8
B
Approach Delay (s)
0.1
0.0
14.9
Approach LOS
B
Intersection Summa
Average Delay
0.4
Intersection Capacity Utilization
37.3%Q
ICU Level of Service A
Analysis Period (min)
15
112412012 5:00 pm Synchro 7 - Report
JAB Page 3
Edmonds Walgreens
0
796
404
5
662
331
15
40
Volume Left
Existing
/East Dwy & Edmonds WY
0
5
0
HCM Unsignalized Intersection Capacity Analysis
7
15
Volume Right
0
0
6
Walking Speed (ftls)
0
0
7
25
cSH
1700
1700
1700
683
1700
Percent Blockage
425
505
Volume to Capacity
0,00
Movement
EBL
EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Lane Configurations
0
0
3
6
Control Delay (s)
Median type
0.0
TWLTL
10.3
TWLTL
Volume (vehlh)
0
919 5
5
963
0
5
0
5
10
0 17
Sign Control
Approach Delay (s)
Free
Free
0.1
Upstream signal (ft)
Stop
758
12.7
Stop
Grade
0%
0%
pX, platoon unbiocked
0%
Intersection Summary
0.81
0%
Peak Hour Factor
0.77
0.77 0.77
0.97
0.97
0.97
0.68
0.68
0.68
0,68
0.68 0.68
Hourly flow rate (vph)
0
1194 6
5
993
0
7
0
7
15
0 25
Pedestrians
0
796
404
5
662
331
15
40
Volume Left
0
Lane Width (ft)
0
5
0
0
7
15
Volume Right
0
0
6
Walking Speed (ftls)
0
0
7
25
cSH
1700
1700
1700
683
1700
Percent Blockage
425
505
Volume to Capacity
0,00
0.47
0.24
0.01
0.39
0.19
0.03
Right turn flare (veh)
Queue Length 95th (ft)
0
0
0
1
0
0
3
6
Control Delay (s)
Median type
0.0
TWLTL
10.3
TWLTL
0.0
13.8
12.7
Lane LOS
Median storage veh)
B
2
2
B
Approach Delay (s)
0.0
0.1
Upstream signal (ft)
758
12.7
1068
pX, platoon unbiocked
0.88
Intersection Summary
0.81
0.87
0.87
0.81
0.87
0.87
0.88
vC, conflicting volume
993
1200
1728
2200
600
1607
2203
496
vC1, stage 1 cont vol
36.6%
ICU Level of Service
1197
1197
1003
1003
vC2, stage 2 conf vol
532
1003
604
1200
vCu, unblocked vol
728
772
926
1470
29
786
1474
166
tC, single (s)
4.1
4.1
7.5
6.5
6.9
7.5
6.5
6.9
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
2.2
2.2
3.5
4.0
3.3
3.5
4.0
3.3
p0 queue free %
100
99
97
100
99
95
100
97
cM capacity (vehlh)
776
683
284
265
845
323
262
756
Direction, Lane #
EB 1
EB 2
EB 3 WB 1
WB 2 WB 3
NB 1
SB 1
Volume Total
0
796
404
5
662
331
15
40
Volume Left
0
0
0
5
0
0
7
15
Volume Right
0
0
6
0
0
0
7
25
cSH
1700
1700
1700
683
1700
1700
425
505
Volume to Capacity
0,00
0.47
0.24
0.01
0.39
0.19
0.03
0.08
Queue Length 95th (ft)
0
0
0
1
0
0
3
6
Control Delay (s)
0.0
0.0
0.0
10.3
0.0
0.0
13.8
12.7
Lane LOS
B
B
B
Approach Delay (s)
0.0
0.1
13.8
12.7
Approach LOS
B
B
Intersection Summary
Average Delay
0.3
Intersection Capacity Utilization
36.6%
ICU Level of Service
A
Analysis Period (min)
15
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 4
EARN,
Edmonds Walgreens
2014 Without Project
1T 100th Ave W/9th Ave S & Elm W/220th St SW
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
15
35
5
130
55
105
5
480
140
50
290
15
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Storage Length (ft)
65
0
235
0
0
200
120
0
Storage Lanes
0
1
0
1
0
1
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
1.00
Frt
0.850
0.850
0.850
0.993
Flt Protected
0.985
0.966
0.950
Satd. Flow (prot)
0
1668
1439
0
1636
1439
0
1693
1439
1608
1679
0
Flt Permitted
0.985
0.966
0.997
0.302
Satd. Flow (perm)
0
1668
1439
0
1636
1439
0
1688
1439
511
1679
0
Right Turn on Red
No
Yes
No
No
Satd. Flow (RTOR)
115
Link Speed (mph)
25
30
30
30
Link Distance (ft)
663
721
3020
811
Travel Time (s)
18.1
16.4
68.6
18.4
Confl. Peds. (#/hr)
1
1
Peak Hour Factor
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
Heavy Vehicles (%)
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
16
38
5
143
60
115
5
527
154
55
319
16
Shared Lane Traffic (°/a)
Lane Group Flow (vph)
0
54
5
0
203
115
0
532
154
55
335
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
0
0
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
C1+Ex
Cl+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Split
NA
Prot
Split
NA
Prot
Perm
NA
Perm
Perm
NA
Protected Phases
4
4
4
8
8
8
2
6
Permitted Phases
2
2
6
Detector Phase
4
4
4
8
8
B
2
2
2
6
6
Switch Phase
Minimum Initial (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
1/24/2012 5:00 pm
Synchro 7 -
Report
JAB
Page 5
Edmonds Walgreens
2014 Without Project
17: 100th Ave W19th Ave S & Elm Wy1220th St SW
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Minimum Split (s)
21.0
21.0
21.0
21.0
21.0
21,0
21.0
21.0
21.0
25.0
25.0
Total Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
33.0
33.0
33.0
33.0
33.0
Total Split (%)
28.0%
28.0%
28.0%
28.0%
28.0%
28.0%
44.0%
44.0%
44.0°/%
44.0%
44.0%
Maximum Green (s)
16.0
16.0
16.0
16.0
16.0
16.0
28.0
28.0
28.0
28.0
28.0
Yellow Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
None
None
None
None
done
Min
Min
Min
Min
Min
Walk Time (s)
5.0
5.0
5,0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Flash Dont Walk (s)
10.0
10.0
10.0
10.0
10.0
10.0
10.0
10.0
10.0
15.0
15.0
Pedestrian Calls (#Ihr)
0
0
0
0
0
0
0
0
0
0
0
Act Effct Green (s)
10.6
10.6
14.5
14.5
26.8
26.8
26.8
26.8
Actuated gIC Ratio
0.19
0.19
0.27
0.27
0.49
0.49
0.49
0.49
vlc Ratio
0.17
0.02
0.47
0.25
0.64
0.22
0.22
0.41
Control Delay
24,8
23.8
23.5
6.4
17.6
11.9
14.4
13.2
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0,0
Total Delay
24.8
23.8
23.5
6.4
17.6
11.9
14,4
13.2
LOS
C
C
C
A
B
B
B
B
Approach Delay
24.7
17.3
16.3
13.4
Approach LOS
C
B
B
B
Queue Length 50th (ft)
18
2
64
0
148
33
12
80
Queue Length 95th (ft)
49
11
132
35
293
77
40
163
Internal Link Dist (ft)
583
641
2940
731
Turn Bay Length (ft)
200
120
Base Capacity (vph)
594
513
583
587
1003
855
304
997
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
0.09
0.01
0.35
0.20
0.53
0.18
0.18
0.34
Intersection Summa
Area Type: CBD
Cycle Length: 75
Actuated Cycle Length: 54.6
Natural Cycle: 70
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.64
Intersection Signal Delay: 16.1 Intersection LOS: B
Intersection Capacity Utilization 70.7% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 17: 100th Ave W19th Ave S & Elm WyI220th St SW
m2 m4 00
RUM
06
JAB Page 6
Edmonds Walgreens
2014 Without Project
18: 100th Ave W & Edmonds W
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
60
635
170
150
615
215
220
445
130
175
255
50
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
Ped Bike Factor
1.00
1.00
0.99
1.00
Fri
0.968
0.961
0.966
0.975
Flt Protected
0.950
0.950
0.950
0.950
Satd. Flow (prat)
1770
3426
0
1787
3423
0
1787
3453
0
1787
3473
0
Flt Permitted
0.950
0.950
0.950
0.950
Satd. Flow (perm)
1769
3426
0
1787
3423
0
1777
3453
0
1787
3473
0
Right Turn on Red
No
No
No
No
Satd. Flow (RTOR)
Link Speed (mph)
35
35
30
30
Link Distance (ft)
801
262
706
259
Travel Time (s)
15.6
5.1
16.0
5.9
Confl. Peds. (#/hr)
1
1
6
6
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
68
722
193
170
699
244
250
506
148
199
290
57
Shared Lane Traffic (%)
Lane Group Flow (vph)
68
915
0
170
943
0
250
654
0
199
347
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1,00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0,0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Prot
NA
Prot
NA
Prot
NA
Prot
NA
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
Detector Phase
7
4
3
8
5
2
1
6
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Minimum Split (s)
9.0
32.5
21.0
32,5
20.0
25.5
9.0
25.5
Total Split (s)
12.0
33.0
21.0
42.0
20.0
29.0
17.0
26.0
Total Split (%)
12.0%
33.0%
21,0%
42,0%
20.0%
29.0%
17.0%
26.0%
1/24/2012 5:00 pm
Synchro 7 -
Report
JAB
Page 7
Edmonds Walgreens,
t o2
03
o4
MIN
2014 Without Project
18: 100th Ave W & Edmonds Wy
05
Lanes, Volumes, Timings
o7
08
Lane Group
EBL
EBT
EBR WBL
WBT
WBR NBL
NBT
NBR SBL
SBT SBR
Maximum Green (s)
8.0
27.5
17.0
36.5
16.0
23.5
13.0
20.5
Yellow Time (s)
3.0
4.0
3.0
4.0
3.0
4.0
3.0
4,0
All -Red Time (s)
1.0
1.5
1,0
1.5
1.0
1.5
1.0
1.5
Lost Time Adjust (s)
-1,0
-2.5
-1.0
-2.5
-1.0
-2.5
-1.0
-2.5
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
Min
None
Min
None
None
None
None
Walk Time (s)
7.0
7.0
5.0
5,0
Flash Dont Walk (s)
20.0
20.0
15.0
15.0
Pedestrian Calls (#Ihr)
0
0
0
0
Act Effct Green (s)
8.5
29.1
14.6
37.6
16.3
23.7
13.5
21,0
Actuated g/C Ratio
0.09
0.31
0.16
0.40
0.18
0.25
0.15
0.23
v!c Ratio
0.42
0.85
0.61
0.68
0,80
0.74
0.77
0.44
Control Delay
51.0
40.3
47.2
27.2
58.4
38.3
60.5
33.8
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
51.0
40.3
47.2
27.2
58.4
38.3
60.5
33.8
LOS
D
D
D
C
E
D
E
C
Approach Delay
41.0
30.2
43.9
43.5
Approach LOS
D
C
D
D
Queue Length 50th (ft)
41
280
99
261
150
192
120
96
Queue Length 95th (ft)
84
#388
163
324
#274
257
#229
140
Internal Link Dist (ft)
721
182
626
179
Turn Bay Length (ft)
Base Capacity (vph)
173
1117
349
1450
330
975
272
868
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
0.39
0,82
0.49
0.65
0.76
0.67
0.73
0.40
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 93
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum v!c Ratio: 0.85
Intersection Signal Delay: 38.8 Intersection LOS: D
Intersection Capacity Utilization 70.8% ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wv
01
t o2
03
o4
MIN
T
p
05
I
W o6
o7
08
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 8
Edmonds Walgreens
2014 Without Project
30: Drivewa /95th PI . & Edmonds Wv
Lanes, Volumes, Timings
Lane Group
EBL
EBT
ESR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
125
810
5
5
900
75
5
5
5
40
5
110
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width (ft)
12
12
12
12
12
12
10
10
10
12
12
12
Storage Length (ft)
250
0
250
0
0
0
0
0
Storage Lanes
1
0
1
0
0
0
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
0.99
Frt
0.999
0.988
0.955
0.857
Flt Protected
0.950
0.950
0.984
0.950
Satd. Flow (prat)
1770
3536
0
1787
3531
0
0
1666
0
1787
1590
0
Flt Permitted
0.180
0.248
0.934
0.746
Satd. Flow (perm)
335
3536
0
467
3531
0
0
1581
0
1403
1590
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
2
26
6
114
Link Speed (mph)
35
35
15
15
Link Distance (ft)
1068
446
262
685
Travel Time (s)
20.8
8.7
11.9
31.1
Confl. Peds, (#Ihr)
2
2
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (°/o)
2%
2%
2%
1%
1%
1%
0%
0%
0%
1%
1%
1%
Adj. Flow (vph)
142
920
6
6
1023
85
6
6
6
45
6
125
Shared Lane Trak (%)
Lane Group Flow (vph)
142
926
0
6
1108
0
0
18
0
45
131
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.09
1.09
1.09
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
2
1
2
1
2
Detector Template
Left
Thru
Left
Thru
Left
Thru
Left
Thru
Leading Detector (ft)
20
100
20
100
20
100
20
100
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
6
20
6
20
6
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0,0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
OA
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
1/2412012 5:00 pm
Synchro 7 -
Report
JAB
Page 9
Edmonds Walgreens
2014 Without Project
30: Driveway195th PI
. & Edmonds Wy
Lanes, Volumes, Timings
Lane Group
EBL
EBT EBR
WBL
WBT WBR
NBL
NBT
NBR SBL
SBT SBR
Turn Type
Perm
NA
Perm
NA
Perm
NA
Perm
NA
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
Detector Phase
4
4
8
8
2
2
6
6
Switch Phase
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
Total Split (s)
40.0
40.0
40.0
4H
20.0
20.0
20.0
20.0
Total Split (%)
66.7%
66.7%
66.7%
66.7%
33.3%
33.3%
33.3%
33.3%
Maximum Green (s)
36.0
36.0
36.0
36.0
16.0
16.0
16.0
16.0
Yellow Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
LeadlLag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
10
Recall Mode
Min
Min
Min
Min
Max
Max
Min
Min
Walk Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
0
0
0
0
Act Effct Green (s)
25.9
25.9
25.9
25.9
16.5
16.5
16.5
Actuated g/C Ratio
0.51
0.51
0.51
0.51
0.33
0.33
0.33
vlc Ratio
0.83
0.51
0.03
0.61
0.03
0.10
0.22
Control Delay
50.1
8.7
5.4
9.5
13.6
16.4
6.6
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
50.1
8.7
5.4
9.5
13.6
16.4
6.6
LOS
D
A
A
A
B
B
A
Approach Delay
14.2
9.5
13.6
9.1
Approach LOS
B
A
B
A
Queue Length 50th (ft)
31
82
1
103
2
9
4
Queue Length 95th (ft)
#123
112
5
140
16
33
37
Internal Link Dist (ft)
988
366
182
605
Turn Bay Length (ft)
250
250
Base Capacity (vph)
246
2591
342
2594
519
457
595
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced vlc Ratio
0.58
0.36
0.02
0.43
0.03
0.10
0.22
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 50.7
Natural Cycle: 60
Control Type: Actuated -Uncoordinated
Maximum v!c Ratio: 0.83
Intersection Signal Delay: 11.6
Intersection LOS: B
Intersection Capacity Utilization 51.9%
ICU Level of Service
A
1/24/2012 5:00 pm
Synchro 7 - Report
JAB
Page 10
Edmonds Walgreens 2014 Without Project
30: Drivew 195th Pi . & Edmonds W Lanes, Volumes, Timings
Analysis Period (min) 15
A 95th percentile voiume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 11
Edmonds Walgreens
TWLTL
2014 Without Project
1: 100th Ave W & 100th AV ®Wy
Median storage veh)
HCM Unsignalized Intersection Capacity Analysis
2
2
Upstream signal (ft)
7
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL SBT SBR
Lane Configurations
0.86
s
0.86
T.
0.86
vC, conflicting volume
1039
Volume (vehlh)
39
3
52
44
1
71
62
600
58 40 384 14
Sign Control
484
Stop
847
847
Stop
Free
Free
Grade
555
0%
338
0%
0%
0%
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.89
0.89
0.89 0.98 0.98 0.98
Hourly flow rate (vph)
42
3
57
48
1
77
70
674
65 41 392 14
Pedestrians
3
tC, 2 stage (s)
6.5
1
6.5
2
1
Lane Width (ft)
10.0
tF (s)
10.0
4.0
3.3
12.0
12.0
Walking Speed (ftls)
2.2
4.0
2.2
4.0
90
99
4.0
4.0
Percent Blockage
92
0
0
cM capacity (vehlh)
430
0
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
259
pX, platoon unblocked
0.86
0.86
0.86
0.86
0.86
0.86
vC, conflicting volume
1039
1363
208
1185
1338
372
409
740
vC1, stage 1 conf vol
484
484
847
847
vC2, stage 2 conf vol
555
880
338
491
vCu, unblocked vol
714
1092
208
884
1062
0
409
366
tC, single (s)
7.5
6.5
6.9
7.5
6.5
6.9
4.1
4.1
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
90
99
93
87
100
92
94
96
cM capacity (vehlh)
430
338
801
359
350
934
1151
1026
Direction, Lane #
EB 1
WB 1
WB 2
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
102
48
78
70
449
290
41
261
145
Volume Left
42
48
0
70
0
0
41
0
0
Volume Right
57
0
77
0
0
65
0
0
14
cSH
571
359
913
1151
1700
1700
1026
1700
1700
Volume to Capacity
0.18
0.13
0.09
0.06
0.26
0.17
0.04
0.15
0.09
Queue Length 95th (ft)
16
11
7
5
0
0
3
0
0
Control Delay (s)
12.7
16.6
9.3
8.3
0.0
0.0
8.7
0.0
0.0
Lane LOS
B
C
A
A
A
Approach Delay (s)
12.7
12.1
0.7
0.8
Approach LOS
B
B
Intersection Summar
Average Delay
2.5
Intersection Capacity Utilization
44.1%
ICU
Level of Service
A
Analysis Period (min)
15
1/2412012 5:00 pm Synchro 7 - Report
JAB Page 1
Edmonds Walgreens 2014 Without Project
2: Edmonds Wy & West D1WV HCM Unsignalized Intersection Capacity Analysis
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 2
Movement
EBL
EBT
WBT
WBR
SBL
SBR
Lane Configurations
Volume (vehlh)
0
940
954
48
0
26
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.93
0.93
Hourly flow rate (vph)
0
1221
984
49
0
28
Pedestrians
2
Lane Width (ft)
10.0
Walking Speed (fUs)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
262
pX, platoon unblocked
0.77
vC, conflicting volume
1035
1621
518
vC1, stage 1 conf vol
1010
vC2, stage 2 conf vol
610
vCu, unblocked vol
1035
1207
518
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
100
100
94
cM capacity (vehlh)
672
299
507
Direction, Lane #
EB 1
EB 2
WB 1
WB 2
SB 1
Volume Total
610
610
656
377
28
Volume Left
0
0
0
0
0
Volume Right
0
0
0
49
28
cSH
1700
1700
1700
1700
507
Volume to Capacity
0.36
036
0.39
0.22
0.06
Queue Length 95th (ft)
0
0
0
0
4
Control Delay (s)
0.0
0.0
0.0
0.0
12,5
Lane LOS
B
Approach Delay (s)
0.0
0.0
12.5
Approach LOS
B
Intersection Summary
Average Delay
0.2
Intersection Capacity Utilization
37.9%
ICU
Level of Service A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 2
Edmonds Walgreens 2014 Without Project
3- Edmonds Wy Center ®vvy HCM Unsignalized Intersection Capacity Analysis
Movement EBL EBT W8T WBR SBL SBR
Lane Configurations
j
Volume (vehlh)
10
930
989
20
25
13
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.81
0.81
Hourly flow rate (vph)
13
1208
1020
21
31
16
Pedestrians
1
Lane Width (ft)
10.0
Walking Speed (ft/s)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
528
1298
pX, platoon unblocked
0.92
0.83
0.92
vC, conflicting volume
1041
1661
521
vC1, stage 1 conf vol
1031
vC2, stage 2 conf vol
630
vCu, unblocked vol
862
922
295
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
98
91
98
cM capacity (veh fl
716
338
648
Direction, Lane #
EB 1
EB 2
EB 3
WB 1
WB 2
SB 1
Volume Total
13
604
604
680
360
47
Volume Left
13
0
0
0
0
31
Volume Right
0
0
0
0
21
16
cSH
716
1700
1700
1700
1700
404
Volume to Capacity
0.02
0.36
0.36
0.40
0.21
0.12
Queue Length 95th (ft)
1
0
0
0
0
10
Control Delay (s)
10.1
0.0
0.0
0.0
0.0
15.1
Lane LOS
B
C
Approach Delay (s)
0.1
0.0
15.1
Approach LOS
C
Intersection Summary
Average Delay
0.4
Intersection Capacity Utilization
38.0%
ICU
Level of
Service A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 3
Edmonds Walgreens
0
823
418
5
678
339
15
2014 Without Project
4: Dw /East Dwy & Edmonds W
0
Lane Width (ft)
0
HCM Unsignalized Intersection Capacity Analysis
0
0
7
15
Volume Right
0
0
6
Walking Speed (ftls)
0
0
7
25
cSH
1700
1700
1700
663
Movement
EBL
EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL SBT SBR
Lane Configurations
0.20
0.04
Right turn flare (veh)
Queue Length 95th (ft)
0
0
0
1
Volume (vehlh)
0
950 5
5
987
0
5
0
5 10 0 17
Sign Control
0.0
Free
12.8
Free
Stop
Stop
Grade
0%
B
0%
0.0
0%
0%
Peak Hour Factor
0.77
0.77 0.77
0.97
0.97
0.97
0.68
0.68
0.68 0.68 0.68 0.68
Hourly flow rate (vph)
0
1234 6
5
1018
0
7
0
7 15 0 25
Pedestrians
0
823
418
5
678
339
15
40
Volume Left
0
Lane Width (ft)
0
5
0
0
7
15
Volume Right
0
0
6
Walking Speed (ftls)
0
0
7
25
cSH
1700
1700
1700
663
1700
Percent Blockage
414
500
Volume to Capacity
0.00
0.48
0.25
0.01
0.40
0.20
0.04
Right turn flare (veh)
Queue Length 95th (ft)
0
0
0
1
0
0
3
6
Control Delay (s)
Median type
0.0
TWLTL
10.5
TWLTL
0.0
14.0
12.8
Lane LOS
Median storage veh)
B
2
2
B
Approach Delay (s)
0.0
0.1
Upstream signal (ft)
758
12.8
1068
pX, platoon unblocked
0.88
Intersection Summary
0.80
0.86
0.86
0.80
0.86
0.86
0.88
vC, conflicting volume
1018
1240
1781
2265
620
1652
2268
509
vC1, stage 1 conf vol
37.3%
ICU Level of Service
1237
1237
1028
1028
vC2, stage 2 conf vol
544
1028
624
1240
vCu, unblocked vol
738
790
931
1495
11
781
1499
157
tC, single (s)
4.1
4.1
7.5
6.5
6.9
7.5
6.5
6.9
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
2.2
2.2
3.5
4.0
3.3
3.5
4.0
3.3
PO queue free %
100
99
97
100
99
95
100
97
cM capacity (veh/h)
763
663
273
257
855
316
254
759
Direction, Lane #
EB 1
EB 2
EB 3 WB 1
WB 2
WB 3 NB 1
SB 1
Volume Total
0
823
418
5
678
339
15
40
Volume Left
0
0
0
5
0
0
7
15
Volume Right
0
0
6
0
0
0
7
25
cSH
1700
1700
1700
663
1700
1700
414
500
Volume to Capacity
0.00
0.48
0.25
0.01
0.40
0.20
0.04
0.08
Queue Length 95th (ft)
0
0
0
1
0
0
3
6
Control Delay (s)
0.0
0.0
0.0
10.5
0.0
0.0
14.0
12.8
Lane LOS
B
B
B
Approach Delay (s)
0.0
0.1
14.0
12.8
Approach LOS
B
B
Intersection Summary
Average Delay
0.3
Intersection Capacity Utilization
37.3%
ICU Level of Service
A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 4
/gi't �``��
Edmonds Walgreens
2019 Without Project
17: 100th Ave W/9th Ave S & Elm W 1220th St SW
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBI_
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
15
35
5
135
60
115
5
510
150
55
310
15
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Storage Length (ft)
65
0
235
0
0
200
120
0
Storage Lanes
0
1
0
1
0
1
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
1.00
Frt
0.850
0.850
0.850
0.993
Flt Protected
0.985
0.967
0.950
Satd. Flow (prot)
0
1668
1439
0
1637
1439
0
1693
1439
1608
1680
0
Flt Permitted
0.985
0.967
0.997
0.274
Satd. Flow (perm)
0
1668
1439
0
1637
1439
0
1688
1439
464
1680
0
Right Turn on Red
No
Yes
No
No
Satd. Flow (RTOR)
126
Link Speed (mph)
25
30
30
30
Link Distance (ft)
663
721
3020
811
Travel Time (s)
18.1
16.4
68.6
18.4
Confl. Peds. (#Ihr)
1
1
Peak Hour Factor
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
Heavy Vehicles (°/o)
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
16
38
5
148
66
126
5
560
165
60
341
16
Shared Lane Traffic t%)
Lane Group Flow (vph)
0
54
5
0
214
126
0
565
165
60
357
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
0
0
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width (ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Split
NA
Prot
Split
NA
Prot
Perm
NA
Perm
Perm
NA
Protected Phases
4
4
4
8
8
8
2
6
Permitted Phases
2
2
6
Detector Phase
4
4
4
8
8
8
2
2
2
6
6
Switch Phase
Minimum Initial (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7,0
7.0
7.0
7.0
112412012 5:00 pm
Synchro
7 -
Report
JAB
Page 5
Edmonds Walgreens
2019 Without Project
17: 100th Ave W/9th Ave S & Elm WY/220th St SW
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Minimum Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
25.4
25.0
Total Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
33.0
33.0
33.0
33.0
33.0
Total Split (%)
28.0%
28.0%
28.0%
28.0%
28.0%
28.0%
44.0%
40%
44.0%
44.0%
44,0%
Maximum Green (s)
16.0
16.0
16.0
16.0
16.0
16.0
28.0
28.0
28.0
28.0
28.0
Yellow Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4,0
4.0
4.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
-2,0
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
None
None
None
None
None
Min
Min
Min
Min
Min
Walk Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Flash Dont Walk (s)
10.0
10.0
10.0
10.0
10.0
10.0
10.0
10.0
10.0
15.0
15.0
Pedestrian Calls (ftr)
0
0
0
0
0
0
0
0
0
0
0
Act Effct Green (s)
10.6
10.6
14.8
14.8
273
27.3
27.3
27.3
Actuated g/C Ratio
0.19
0.19
0.27
0.27
0.49
0.49
0.49
0.49
v/c Ratio
0.17
0.02
0,49
0.26
0.68
0.23
0.26
0.43
Control Delay
25,2
24.0
24.2
6.3
19.1
12.0
15.7
13.6
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
25.2
24.0
24.2
6.3
19.1
12,0
15.7
13.6
LOS
C
C
C
A
B
B
B
B
Approach Delay
25.1
17.6
17.5
13.9
Approach LOS
C
B
B
B
Queue Length 50th (ft)
19
2
73
0
165
36
13
88
Queue Length 95th (ft)
49
11
139
36
#359
82
45
175
Internal Link Dist (ft)
583
641
2940
731
Turn Bay Length (ft)
200
120
Base Capacity (vph)
586
505
575
587
988
842
272
983
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
0.09
0.01
0.37
0.21
0.57
0.20
0.22
0.36
Intersection Summa
Area Type: CBD
Cycle Length: 75
Actuated Cycle Length: 55.4
Natural Cycle: 70
Control Type: Actuated -Uncoordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 16,8 Intersection LOS: B
Intersection Capacity Utilization 75.9% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 17: 100th Ave WI9th Ave S & Elm Wy/220th St SW
m2 o4 08
W
®6
R
Edmonds Walgreens
2019 Without Project
1& 100th Ave W & Edmonds Wv
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SSR
Lane Configurations
Volume (vph)
65
675
180
160
655
230
235
470
140
185
270
50
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
Ped Bike Factor
1.00
1.00
0.99
1.00
Frt
0.968
0.961
0.966
0.977
Flt Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1770
3426
0
1787
3423
0
1787
3453
0
1787
3481
0
Flt Permitted
0.950
0.950
0.950
0.950
Satd. Flow (perm)
1769
3426
0
1787
3423
0
1777
3453
0
1787
3481
0
Right Turn on Red
No
No
No
No
Satd. Flow (RTOR)
Link Speed (mph)
35
35
30
30
Link Distance (ft)
801
262
706
259
Travel Time (s)
15.6
5.1
16.0
5.9
Confl. Peds. (#/hr)
1
1
6
6
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
74
767
205
182
744
261
267
534
159
210
307
57
Shared Lane Traffic (%)
Lane Group Flow (vph)
74
972
0
182
1005
0
267
693
0
210
364
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
Cl+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Prot
NA
Prot
NA
Prot
NA
Prot
NA
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
Detector Phase
7
4
3
8
5
2
1
6
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5,0
5.0
5.0
5.0
5.0
Minimum Split (s)
9.0
32.5
21.0
32.5
20.0
25.5
9.0
25.5
Total Split (s)
12.0
33.0
21.0
42.0
20.0
29.0
17.0
26.0
Total Split (%)
12.0%
33.0%
21.0%
42.0%
20.0%
29.0%
17.0%
26.0%
1/24/2012 5:00 pm
Synchro 7 -
Report
JAB
Page 7
Edmonds Walgreens 2019 Without Project
18- 100th Ave W & Edmonds_W Lanes, Volumes, Timings
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 95.2
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 41.8 Intersection LOS: D
Intersection Capacity Utilization 74.3% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer,
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wy
01
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04
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� h,:F �� .5�.%'v ,r'r„ FY���SU' .... �"'
7 '
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Lane Group
EBL
EBT
CBR WBL
WBT
WBR NBL
NBT
NBR SBL
SBT SBR
Maximum Green (s)
8.0
27.5
17.0
36.5
16.0
23.5
13.0
20.5
Yellow Time (s)
3.0
4.0
3.0
4.0
3.0
4.0
3.0
4.0
All -Red Time (s)
1.0
1.5
1.0
1.5
1.0
1.5
1.0
1.5
Lost Time Adjust (s)
-1.0
-2.5
-1.0
-2.5
1.0
-2.5
-1.0
-2.5
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
Min
None
Min
None
None
None
None
Walk Time (s)
7.0
7.0
5.0
5.0
Flash Dont Walk (s)
20.0
20.0
15.0
15.0
Pedestrian Calls (#Ihr)
0
0
0
0
Act Effct Green (s)
8.5
29.9
15.1
38.7
16.6
24.5
13.7
21.6
Actuated gIC Ratio
0.09
0.31
0.16
0.41
0.17
0.26
0.14
0.23
v/c Ratio
0.47
0.90
0.64
0.72
0.86
0.78
0.82
0.46
Control Delay
53.1
45.2
49.1
28.6
65.5
40.3
66.1
34.4
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
53.1
452
49.1
28.6
65.5
40.3
66.1
34.4
LOS
D
D
D
C
E
D
E
C
Approach Delay
45.7
31.8
47.3
46.0
Approach LOS
D
C
D
D
Queue Length 50th (ft)
45
308
107
285
164
210
130
103
Queue Length 95th (ft)
90
#430
173
353
#300
275
#248
146
Internal Link Dist (ft)
721
182
626
179
Turn Bay Length (ft)
Base Capacity (vph)
168
1086
340
1433
321
947
264
845
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.44
0.90
0.54
0.70
0.83
0.73
0.80
0.43
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 95.2
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 41.8 Intersection LOS: D
Intersection Capacity Utilization 74.3% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer,
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wy
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42-V2122
1/2412012 5:00 pm Synchro 7 - Report
,IAB Page 8
Edmonds Walgreens
2019 Without Project
30: Drivewa 195th PI
. & Edmonds ly
Lanes, Volumes, Timings
`i
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NSR
SBL
SBT
SSR
Lane Configurations
Volume (vph)
135
860
5
5
955
80
5
5
5
40
5
115
Ideal Flow (vphpl)
1900
9900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width (ft)
12
12
12
12
12
12
10
10
10
12
12
12
Storage Length (ft)
250
0
250
0
0
0
0
0
Storage Lanes
1
0
1
0
0
0
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
0.99
Frt
0.999
0.988
0,955
0.857
Flt Protected
0.950
0.950
0.984
0.950
Satd. Flow (prot)
1770
3536
0
1787
3531
0
0
1666
0
1787
1590
0
At Permitted
0.168
0.233
0.932
0.746
Satd. Flow (perm)
313
3536
0
438
3531
0
0
1577
0
1403
1590
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
2
26
6
99
Link Speed (mph)
35
35
15
15
Link Distance (ft)
1068
446
262
685
Travel Time (s)
20.8
8.7
11.9
31.1
Confl. Peds. (#Ihr)
2
2
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1%
1%
1%
0%
0%
0%
1%
1%
1%
Adj. Flow (vph)
153
977
6
6
1085
91
6
6
6
45
6
131
Shared Lane Traffic (%)
Lane Group Flow (vph)
153
983
0
6
1176
0
0
18
0
45
137
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.09
1.09
1.09
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
2
1
2
1
2
Detector Template
Left
Thru
Left
Thru
Left
Thru
Left
Thru
Leading Detector (ft)
20
100
20
100
20
100
20
100
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
6
20
6
20
6
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0,0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
1124/2012 5:00 pm
Synchro 7 -
Report
JAB
Page 9
Edmonds Walgreens
2019 Without Project
30: Driveway/95th PI
. & Edmonds W
Lanes, Volumes, Timings
7
Lane Group
EBL
EBT EBR
WBL
WBT WBR
NBL
NBT
NBR SBL
SBT SBR
Turn Type
Perm
NA
Perm
NA
Perm
NA
Perm
NA
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
Detector Phase
4
4
8
8
2
2
6
6
Switch Phase
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
20,0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
Total Split (s)
40.0
40.0
40.0
40.0
20.0
20.0
20.0
20.0
Total Split (%)
66.7%
667%
66.7%
66.7%
33.3%
33.3%
33.3%o
33.3%
Maximum Green (s)
36.0
36.0
36.0
36.0
16.0
16.0
16.0
16.0
Yellow Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
All-Red Time (s)
1,0
1.0
1.0
1,0
1.0
1.0
1,0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
0,0
0.0
0.0
0.0
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
Min
Min
Min
Min
Max
Max
Min
Min
Walk Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
0
0
0
0
Act Effct Green (s)
29.1
29.1
29.1
29.1
16.4
16.4
16.4
Actuated g1C Ratio
0.54
0.54
0.54
0.54
0.30
0,30
0.30
vlc Ratio
0.90
0.51
0.03
0.61
0.04
0.10
0.25
Control Delay
64.9
8.4
5.2
9.3
14.1
17.3
8.4
Queue Delay
0.0
0.0
OA
0.0
0.0
0.0
0.0
Total Delay
64.9
8.4
5.2
9.3
141
17.3
8.4
LOS
E
A
A
A
B
B
A
Approach Delay
16.0
9.3
14.1
10.6
Approach LOS
B
A
B
B
Queue Length 50th (ft)
38
89
1
112
3
12
10
Queue Length 95th (ft)
#140
122
4
152
16
33
45
Internal Link Dist (ft)
988
366
182
605
Turn Bay Length (ft)
250
250
Base Capacity (vph)
215
2432
301
2436
486
429
555
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced vlc Ratio
0.71
0.40
0.02
0.48
0.04
0.10
0.25
Intersection Summa
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 53.8
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum vlc Ratio: 0.90
Intersection Signal Delay: 12,4
Intersection
LOS: B
Intersection Capacity Utilization
54.4%
ICU Level of Service
A
112412012 5:00 pm
Synchro 7 - Report
JAB
Page 10
Edmonds Walgreens 2019 Without Project
30: Driveway/95th PI & Edmonds Lanes, Volumes, Timings
Analysis Period (min)15
# O5thpercentile volume exceeds capacity, queue maybe longer.
Queue shown iomaximum after two cycles.
sninpndPhpnmx- 30-Dhvewmv/95th PI ,& Edmonds VVv
-
06
08
1124/2012 5:00 pm Synohm7 Report
Edmonds Walgreens 2019 Without Project
1: 100th Ave W & 100th Av lbw HCM Unsignalized Intersection Capacity Analysis
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBI_ SBT SBR
Lane Configurations
Volume (vehlh)
39
3
52
44
1
71
62
645
58
40
409 14
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.89
0.89
0.89
0.98
0.98 0.98
Hourly flow rate (vph)
42
3
57
48
1
77
70
725
65
41
417 14
Pedestrians
3
1
2
1
Lane Width (ft)
10.0
10.0
12.0
12.0
Walking Speed (fils)
4.0
4.0
4.0
4.0
Percent Blockage
0
0
0
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
259
pX, platoon unblocked
0.84
0.84
0.84
0.84
0.84
0.84
vC, conflicting volume
1090
1439
221
1248
1414
397
435
791
vC1, stage 1 conf vol
509
509
898
898
vC2, stage 2 cont vol
580
930
350
516
vCu, unblocked vol
737
1151
221
925
1121
0
435
383
tC, single (s)
7.5
6.5
6.9
7.5
6.5
6.9
4.1
4.1
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
90
99
93
86
100
92
94
96
cM capacity (vehlh)
418
323
786
344
335
919
1126
995
Direction, Lane #
EB 1
WB 1
WB 2
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
102
48
78
70
483
307
41
278
153
Volume Left
42
48
0
70
0
0
41
0
0
Volume Right
57
0
77
0
0
65
0
0
14
cSH
557
344
898
1126
1700
1700
995
1700
1700
Volume to Capacity
0.18
0.14
0.09
0.06
0.28
0.18
0.04
0.16
0.09
Queue Length 95th (ft)
17
12
7
5
0
0
3
0
0
Control Delay (s)
12.9
17.2
9.4
8.4
0.0
0.0
8.8
0.0
0.0
Lane LOS
B
C
A
A
A
Approach Delay (s)
12,9
12.3
0.7
0.8
Approach LOS
B
B
Intersection Summary
Average Delay
2.4
Intersection Capacity Utilization
45.4%
ICU Level of Service
A
Analysis Period (min)
15
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 1
Edmonds Walgreens 2019 Without Project
2: Edmonds W West DW HCM Unsignalized Intersection Capacity Analysis
112412012 5:00 pm Synchro 7 - Report
,IAB Page 2
Movement
EBL
BBT
WBT
WBR
SBL
SBR
Lane Configurations
Volume (vehlh)
0
1000
1019
48
0
26
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.93
0.93
Hourly flow rate (vph)
0
1299
1051
49
0
28
Pedestrians
2
Lane Width (ft)
10.0
Walking Speed (ffls)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
262
pX, platoon unblocked
0.75
vC, conflicting volume
1102
17.27
552
vC1, stage 1 conf vol
1077
vC2, stage 2 conf vol
649
vCu, unblocked vol
1102
1296
552
tC, single (s)
4,1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
100
100
94
cM capacity (vehlh)
634
276
482
Direction, Lane #
EB 1
EB 2
WB 1
WB 2
SB 1
Volume Total
649
649
700
400
28
Volume Left
0
0
0
0
0
Volume Right
0
0
0
49
28
cSH
1700
1700
1700
1700
482
Volume to Capacity
0.38
0.38
0.41
0.24
0.06
Queue Length 95th (ft)
0
0
0
0
5
Control Delay (s)
0.0
0.0
0.0
OA
12.9
Lane LOS
B
Approach Delay (s)
0.0
0.0
12.9
Approach LOS
B
Intersection Summary
Average Delay
0.1
Intersection Capacity Utilization
39.7%
ICU Level of Service A
Analysis Period (min)
15
112412012 5:00 pm Synchro 7 - Report
,IAB Page 2
Edmonds Walgreens 2019 Without Project
3: Edmonds Wy & Center Dwy HCM Unsignalized Intersection Capacity Analysis
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (vehlh)
10
990
1054
20
25
13
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.81
0.81
Hourly flow rate (vph)
13
1286
1087
21
31
16
Pedestrians
1
Lane Width (ft)
10.0
Walking Speed (ft/s)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
528
1298
pX, platoon unblocked
0.89
0.82
0.89
vC, conflicting volume
1108
1767
555
vC1, stage 1 cont vol
1098
vC2, stage 2 conf vol
669
vCu, unblocked vol
876
886
254
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3,5
3.3
p0 queue free %
98
91
98
cM capacity (vehlh)
688
325
669
Direction, Lane #
EB 1
EB 2
EB 3
WB 1
WB 2
SB 1
Volume Total
13
643
643
724
383
47
Volume Left
13
0
0
0
0
31
Volume Right
0
0
0
0
21
16
cSH
688
1700
1700
1700
1700
394
Volume to Capacity
0.02
0.38
0.38
0.43
0.23
0.12
Queue Length 95th (ft)
1
0
0
0
0
10
Control Delay (s)
10.3
0.0
0,0
0.0
0.0
15.4
Lane LOS
B
C
Approach Delay (s)
0.1
0.0
15.4
Approach LOS
C
Intersection Summa
Average Delay
0.3
Intersection Capacity Utilization
39.8%
ICU Level of Service A
Analysis Period (min)
15
1/2412012 5:00 pm Synchro 7 - Report
JAB Page 3
Edmonds Walgreens
2019 Without Project
4: DW /East DW & Edmonds W
HCM Unsignalized Intersection Capacity Analysis
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vehlh)
0
1010
5
5
1052
0
5
0
5
10
0
17
Sign Control
Free
Free
Stop
Stop
Grade
0%
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.77
0.97
0.97
0.97
0.68
0.68
0.68
0.68
0.68
0.68
Hourly flow rate (vph)
0
1312
6
5
1085
0
7
0
7
15
0
25
Pedestrians
Lane Width (ft)
Walking Speed (ftls)
Percent Blockage
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
758
1068
pX, platoon unblocked
0.86
0.77
0.85
0.85
0.77
0.85
0.85
0.86
vC, conflicting volume
1085
1318
1893
2410
659
1758
2413
542
vC 1, stage 1 conf vol
1315
1315
1095
1095
vC2, stage 2 conf vol
578
1095
663
1318
vCu, unblocked vol
763
825
924
1536
0
765
1540
129
tC, single (s)
4.1
4.1
7.5
6.5
6.9
7.5
6.5
6.9
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
2,2
2.2
3.5
4.0
3.3
3.5
4.0
3.3
p0 queue free %
100
99
97
100
99
95
100
97
cM capacity (vehlh)
730
624
254
242
844
299
239
773
Direction, Lane #
EB 1
EB 2
EB 3
WB 1
WB 2
WB 3
NB 1
SB 1
Volume Total
0
874
444
5
723
362
15
40
Volume Left
0
0
0
5
0
0
7
15
Volume Right
0
0
6
0
0
0
7
25
cSH
1700
1700
1700
624
1700
1700
391
487
Volume to Capacity
0.00
0.51
0.26
0.01
0.43
0.21
0.04
0.08
Queue Length 95th (ft)
0
0
0
1
0
0
3
7
Control Delay (s)
0.0
0.0
0.0
10.8
0.0
0.0
14.6
13.0
Lane LOS
B
B
B
Approach Delay (s)
0.0
0.1
14.6
13.0
Approach LOS
B
B
Intersection Summa
Average Delay
0.3
Intersection Capacity Utilization
39.1%
ICU Level
of Service
A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 4
Edmonds Walgreens
2014 With Project
17: 100th Ave W/9th Ave S & Elm WV/220th St SW
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
15
35
6
132
55
105
5
481
140
50
292
15
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Storage Length (ft)
65
0
235
0
0
200
120
0
Storage Lanes
0
1
0
1
0
1
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
1.00
Frt
0.850
0.850
0.850
0.993
Flt Protected
0.985
0.966
0.950
Satd. Flow (prot)
0
1668
1439
0
1636
1439
0
1693
1439
1608
1679
0
Flt Permitted
0.985
0.966
0.997
0.299
Satd. Flow (perm)
0
1668
1439
0
1636
1439
0
1688
1439
506
1679
0
Right Turn on Red
No
Yes
No
No
Satd. Flow (RTOR)
115
Link Speed (mph)
25
30
30
30
Link Distance (ft)
663
721
3020
811
Travel Time (s)
18.1
16.4
68.6
18.4
Confl. Peds. (#/hr)
1
1
Peak Hour Factor
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
Heavy Vehicles (%)
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
16
38
7
145
60
115
5
529
154
55
321
16
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
54
7
0
205
115
0
154
55
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
0
0
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.14
1.14
1.14
1.14
1.14
1,14
1.14
1.14
1.14
1.14
1.14
1.14
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0,0
0.0
0.0
Turn Type
Split
NA
Prot
Split
NA
Prot
Perm
NA
Perm
Perm
NA
Protected Phases
4
4
4
8
8
8
2
6
Permitted Phases
2
2
6
Detector Phase
4
4
4
8
8
8
2
2
2
6
6
Switch Phase
Minimum Initial (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
1/24/2012 5:00 pm
Synchro 7 -
Report
JAB
Page 5
Edmonds Walgreens
3.0
3.0
3.0 3.0
3.0
3.0
3.0
3.0
3.0
3.0
2014 With Project
17: 100th Ave W19th rove S & Elm Wy1220th St SW
None
None None
None
Min
Lanes, Volumes, Timings
Min
Min
Min
Walls Time (s) 5.0
5.0
5.0
5.0 5.0
5.0
5.0
/
5.0
5.0
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Minimum Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
25.0
25.0
Total Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
33.0
33.0
33.0
33.0
33.0
Total Split (%)
28.0%
28.0%
28.0%
28.0%
28.0%
28.0%
44.0%
44.0%
44.0%
44.0%
44.0%
Maximum Green (s)
16.0
16.0
16.0
16.0
16.0
16.0
28.0
28.0
28.0
28.0
28.0
Yellow Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1,0
1.0
Lost Time Adjust (s)
A
-2.0
-2.0
B
-2.0
-2.0
Approach Delay
-2.0
-2.0
-2.0
-2.0
Total Lost Time (s)
16.4
3.0
3.0
13.5
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s) 3.0
3.0
3.0
3.0 3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode None
None
None
None None
None
Min
Min
Min
Min
Min
Walls Time (s) 5.0
5.0
5.0
5.0 5.0
5.0
5.0
5.0
5.0
5.0
5.0
Flash Dont Walk (s) 10.0
10.0
10.0
10.0 10.0
10.0
10.0
10.0
10.0
15.0
15.0
Pedestrian Calls (#Ihr) 0
0
0
0 0
0
0
0
0
0
0
Act Effct Green (s)
10.6
10.6
14.5
14.5
26.9
26.9
26.9
26.9
Actuated g/C Ratio
0.19
0.19
0.27
0.27
0.49
0.49
0.49
0.49
vlc Ratio
0.17
0.03
0.47
0.25
0.64
022
0.22
0.41
Control Delay
24.8
23.8
23.6
6.4
17.8
11.9
14,5
13.3
Queue Delay
0.0
0.0
0.0
0.0
9.0
0.0
0.0
0.0
Total Delay
24.8
23.8
23.6
6.4
17.8
11.9
14.5
13.3
LOS
C
C
C
A
B
B
B
B
Approach Delay
24.7
17.4
16.4
13.5
Approach LOS
C
B
B
B
Queue Length 50th (ft)
18
2
65
0
149
33
12
81
Queue Length 95th (ft)
49
12
134
35
295
77
40
164
Internal Link Dist (ft)
583
641
2940
731
Turn Bay Length (ft)
200
120
Base Capacity (vph)
594
512
582
586
1001
854
300
996
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
0.09
0.01
0.35
0.20
0,53
0.18
0.18
0.34
Intersection Summary
.............. ....
Area Type: CBD
Cycle Length: 75
Actuated Cycle Length: 54.7
Natural Cycle: 70
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.64
Intersection Signal Delay: 16.2
Intersection
LOS: B
Intersection Capacity Utilization 70.8%
ICU Level of Service C
Analysis Period (min)15
>p{its and Phases: 17: 100th Ave WI9th Ave S & Elm Wy1220th St SW
i °' 02 04 08
06
JAB Page 6
Edmonds Walgreens 2014 With Project
1 & 100th Ave W & Edmonds WV Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NST
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
61
638
170
151
615
215
220
447
133
175
255
50
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Util, Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
Ped Bike Factor
1.00
1.00
0.99
1.00
Frt
0.968
0.961
0.966
0.975
Flt Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1770
3426
0
1787
3423
0
1787
3453
0
1787
3473
0
Flt Permitted
0.950
0.950
0.950
0.950
Satd. Flow (perm)
1769
3426
0
1787
3423
0
1777
3453
0
1787
3473
0
Right Turn on Red
No
No
No
No
Satd. Flow (RTOR)
Link Speed (mph)
35
35
30
30
Link Distance (ft)
801
262
706
259
Travel Time (s)
15.6
5.1
16.0
5.9
Confl. Peds. (#/hr)
1
1
6
6
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
69
725
193
172
699
244
250
508
151
199
290
57
Shared Lane Traffic (%)
Lane Group Flow (vph)
69
918
0
172
943
0
250
659
0
199
347
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Prot
NA
Prot
NA
Prot
NA
Prot
NA
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
Detector Phase
7
4
3
8
5
2
1
6
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Minimum Split (s)
9.0
32.5
21.0
32.5
20.0
25.5
9.0
25.5
Total Split (s)
12.0
33.0
21.0
42.0
20.0
29.0
17.0
26.0
Total Split (%)
12.0%
33.0°/%
21.0°/%
42.0%
20.0%
29.0%
17.0%
26.0%
1/24/2012 5:00 pm
Synchro 7
- Report
JAB
Page 7
Edmonds Walgreens 2014 With project
18: 100th Ave W & Edmonds W Lanes, Volumes, Timings
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 93.2
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.86
Intersection Signal Delay: 38.9 Intersection LOS: D
Intersection Capacity Utilization 71A% ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wy
01
t 02
03
04
" ''*'<✓y„a �'�y
a
/
...�,�ti n., 7
Lane Group
EBL
EBT
EBR WBL
WBT
WBR NBL
NIST
NBR SBL
SBT SBR
Maximum Green (s)
8.0
27.5
17.0
36.5
16.0
23.5
13.0
20,5
Yellow Time (s)
3.0
4.0
3.0
4.0
3.0
4.0
3.0
4.0
All -Red Time (s)
1.0
1.5
1.0
1.5
1.0
1.5
1.0
1.5
Lost Time Adjust (s)
-1.0
-2.5
-1.0
-2.5
1.0
-2.5
-1.0
-2.5
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
LeadILag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
Min
None
Min
None
None
None
None
Walk Time (s)
7.0
7.0
5.0
5.0
Flash Dant Walk (s)
20.0
24.0
15.0
15.0
Pedestrian Calls (#/hr)
0
0
0
0
Act Effct Green (s)
8.4
29.1
14.7
37.7
16.3
23.8
13.5
21.0
Actuated gIC Ratio
0.09
0.31
0.16
0.40
0.17
0.26
0.14
0.23
vlc Ratio
0.43
0.86
0.61
0.68
0.80
0.75
0.77
0.44
Control Delay
51.3
40.6
47.4
27.2
58.7
38.5
60.7
33.8
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
51.3
40.6
47.4
27.2
58.7
38.5
60.7
33.8
LOS
D
D
D
C
E
D
E
C
Approach Delay
41.4
30.3
44.1
43.6
Approach LOS
D
C
D
D
Queue Length 50th (ft)
41
282
101
261
151
195
121
96
Queue Length 95th (ft)
85
#391
164
324
#274
260
#229
140
Internal Link Dist (ft)
721
182
626
179
Turn Bay Length (ft)
Base Capacity (vph)
172
1114
349
1447
329
973
271
866
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
4.40
0.82
0.49
0.65
0.76
0.68
0.73
0.40
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 93.2
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.86
Intersection Signal Delay: 38.9 Intersection LOS: D
Intersection Capacity Utilization 71A% ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wy
01
t 02
03
04
" ''*'<✓y„a �'�y
a
t •"" bac. .���,''•�.+.. `..? r✓'L. c _;
...�,�ti n., 7
r
08
x r - '� ��
o7
J
112412012 5:00 pm Synchro 7 - Report
JAB Page 8
Edmonds Walgreens 2014 With Project
30: Driveway/95th Pi . & Edmonds Wv Lanes, Volumes, Timings
WBT WBR NBL NBT NSR SBL SBT SBR
Lane Configurations
0
Lane Group EBL
EBT
EBR
WBL
WBT WBR NBL NBT NSR SBL SBT SBR
Lane Configurations
0
Volume (vph)
126
811
5
5
910
75
5
5
5
40
5
116
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width (ft)
12
12
12
12
12
12
10
10
10
12
12
12
Storage Length (ft)
250
0
250
0
0
0
0
0
Storage Lanes
1
0
1
0
0
0
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
0.99
Frt
0.999
0.989
0,955
0.857
Flt Protected
0.950
0.950
0.984
0.950
Satd. Flow (prot)
1770
3536
0
1787
3535
0
0
1666
0
1787
1590
0
Flt Permitted
0.178
0.248
0.933
0.746
Satd. Flow (perm)
332
3536
0
467
3535
0
0
1579
0
1403
1590
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTO R)
2
25
6
112
Link Speed (mph)
35
35
15
15
Link Distance (ft)
1068
446
262
685
Travel Time (s)
20.8
8.7
11.9
31.1
Confl. Peds. (#Ihr)
2
2
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1%
1%
1%
0%
0%
0%
1%
1%
1%
Adj. Flow (vph)
143
922
6
6
1034
85
6
6
6
45
6
132
Shared Lane Traffic (%)
Lane Group Flow (vph)
143
928
0
6
1119
0
0
18
0
45
138
0
Enter Blocked Intersection
No.
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Leff Turn Lane
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.09
1.09
1.09
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
2
1
2
1
2
Detector Template
Left
Thru
Left
Thru
Left
Thru
Left
Thru
Leading Detector (ft)
20
100
20
100
20
100
20
100
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
6
20
6
20
6
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0,0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
1/2412012 5:00 pm
Synchro 7 -
Report
JAB
Page 9
Edmonds Walgreens
2014 With Project
30: Driveway/95th P1. & Edmonds Wy
Lanes, Volumes, Timings
Lane Grou
PBL
EBT EBR
WBL
WBT WBR
NBL
NBT
NBR SBL
SBT SBR
Turn Type
Perm
NA
Perm
NA
Perm
NA
Perm
NA
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
Detector Phase
4
4
8
8
2
2
6
6
Switch Phase
Minimum Initial (s)
4.0
4.0
4,0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
Total Split (s)
40.0
40.0
40.0
40.0
20.0
20.0
20.0
20.0
Total Split (%)
66.7%
66.7%
66.7%
66.7%
33.3%
33.3%
33.3%
33.3%
Maximum Green (s)
36.0
36.0
36.0
36.0
16.0
16.0
16.0
16.0
Yellow Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
Min
Min
Min
Min
Max
Max
Min
Min
Walk Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
0
0
0
0
Act Effct Green (s)
26.2
26.2
26.2
26.2
16.5
16.5
16.5
Actuated g/C Ratio
0.51
0.51
0.51
0.51
032
0.32
0.32
vlc Ratio
0.84
0.51
0.03
0.61
0.03
0.10
0.23
Control Delay
51.8
8.6
5.4
9.6
13.7
16.5
7.2
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
51.8
8.6
5.4
9.6
13.7
16.5
7.2
LOS
D
A
A
A
B
B
A
Approach Delay
14.4
9.5
13.7
9.5
Approach LOS
B
A
B
A
Queue Length 50th (ft)
32
82
1
104
3
10
6
Queue Length 95th (ft)
#125
113
5
142
16
33
41
Internal Link Dist (ft)
988
366
182
605
Turn Bay Length (ft)
250
250
Base Capacity (vph)
242
2578
340
2583
515
454
591
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v!c Ratio
0.59
0.36
0.02
0.43
0.03
0.10
0.23
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 50.9
Natural Cycle: 60
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.84
Intersection Signal Delay: 11.7
Intersection
LOS: B
Intersection Capacity Utilization 52.5%
ICU Level of Service
A
1/24/2012 5:00 pm
Synchro 7 - Report
JAB
Page 10
Edmonds Walgreens
2014 With Project
30: Driveway/95t i PI. & Edmonds W Lanes, Volumes, Timings
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue maybe longer.
Queue shown is maximum after two cycles.
1!2412012 5:00 pm
JAB
Synchro 7 - Report
Page 11
Edmonds Walgreens
2014 With Project
1: 100th Ave W & 100th AV L7w
HCM Unsignalized Intersection Capacity Analysis
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Lane Configurations
Volume (vehlh)
39
3
52
53
1
83
62
589
72
54
375 14
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Peak Hour Factor
0.92
0.92
0.92
0,92
0.92
0.92
0.89
0.89
0.89
0.98
0.98 0.98
Hourly flow rate (vph)
42
3
57
58
1
90
70
662
81
55
383 14
Pedestrians
3
1
2
1
Lane Width (ft)
10.0
10.0
12.0
12.0
Walking Speed (ft/s)
4.0
4,0
4,0
4.0
Percent Blockage
0
0
0
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
259
pX, platoon unblocked
0.86
0.86
0.86
0.86
0.86
0.86
vC, conflicting volume
1065
1386
203
1204
1353
373
400
744
vC 1, stage 1 conf vol
503
503
843
843
vC2, stage 2 conf vol
562
883
362
510
vCu, unblocked vol
740
1115
203
903
1076
0
400
365
tC, single (s)
7.5
6.5
6.9
7.5
6.5
6.9
4.1
4.1
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2,2
p0 queue free %
90
99
93
84
100
90
94
95
cM capacity (vehlh)
409
325
807
353
344
933
1160
1025
Direction, Lane #
EB 1
WB 1
WB 2
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
102
58
91
70
441
301
55
255
142
Volume Left
42
58
0
70
0
0
55
0
0
Volume Right
57
0
90
0
0
81
0
0
14
cSH
556
353
914
1160
1700
1700
1025
1700
1700
Volume to Capacity
0.18
0.16
0.10
0,06
0.26
0.18
0.05
0.15
0.08
Queue Length 95th (ft)
17
14
8
5
0
0
4
0
0
Control Delay (s)
12.9
17.2
9.4
8.3
0.0
0.0
8.7
0.0
0.0
Lane LOS
B
C
A
A
A
Approach Delay (s)
12.9
12.4
0.7
1.1
Approach LOS
B
B
Intersection Summary
Average Delay
2.8
Intersection Capacity Utilization
44.3%
ICU
Level of Service
A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 1
Edmonds Walgreens 2014 With Project
2: Edmonds Wv & West DW HCM Unsignalized Intersection Capacity Analysis
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 2
Movement
EBL
EBT
WBT
WBR
SBL
SSR
Lane Configurations
Volume (vehlh)
0
946
952
54
0
29
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.93
0.93
Hourly flow rate (vph)
0
1229
981
56
0
31
Pedestrians
2
Lane Width (ft)
10.0
Walking Speed (ftls)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
262
pX, platoon unblocked
0.77
vC, conflicting volume
1039
1626
521
vC1, stage 1 conf vol
1011
vC2, stage 2 cont vol
614
vCu, unblocked vol
1039
1211
521
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
100
100
94
cM capacity (vehlh)
670
299
505
Direction, Lane #
EB 1
EB 2
WB 1
WB 2
SB 1
Volume Total
614
614
654
383
31
Volume Left
0
0
0
0
0
Volume Right
0
0
0
56
31
cSH
1700
1700
1700
1700
505
Volume to Capacity
0.36
0.36
0.38
0.23
0.06
Queue Length 95th (ft)
0
0
0
0
5
Control Delay (s)
0.0
0.0
0,0
0.0
12.6
Lane LOS
B
Approach Delay (s)
0.0
0.0
12.6
Approach LOS
B
Intersection Summa
Average Delay
0.2
Intersection Capacity Utilization
38.0%
ICU Level of Service A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 2
Edmonds Walgreens
2014 With Project
3: Edmonds W & Center Dwy
HCM Unsignalized Intersection Capacity Analysis
Movement
EBL
EBT
WBT
WBR
SBL
SBR
Lane Configurations
Volume (vehlh)
24
922
980
40
37
26
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.81
0.81
Hourly flow rate (vph)
31
1197
1010
41
46
32
Pedestrians
1
Lane Width (ft)
10.0
Walking Speed (ftls)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
528
1298
pX, platoon unblocked
0.92
0.83
0.92
vC, conflicting volume
1053
1693
527
vC1, stage 1 conf vol
1032
vC2, stage 2 conf vol
661
vCu, unblocked vol
882
979
311
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
96
86
95
cM capacity (vehlh)
706
333
635
Direction, Lane #
EB 1
EB 2
EB 3
WB 1
WB 2
SB 1
SB 2
Volume Total
31
599
599
674
378
46
32
Volume Left
31
0
0
0
0
46
0
Volume Right
0
0
0
0
41
0
32
cSH
706
1700
1700
1700
1700
333
635
Volume to Capacity
0.04
0.35
0.35
0.40
0.22
0.14
0,05
Queue Length 95th (ft)
3
0
0
0
0
12
4
Control Delay (s)
10.3
0.0
0,0
0.0
0.0
17.5
11.0
Lane LOS
B
C
B
Approach Delay (s)
0.3
0.0
14.8
Approach LOS
B
Intersection Summary
Average Delay
0.6
Intersection Capacity Utilization
38.4%
ICU
Level of
Service
A
Analysis Period (min)
15
1124/2012 5:00 pm Synchro 7 - Report
,IAB Page 3
Edmonds Walgreens
2014 With Project
4: Dw IE st Dw & Edmands W
HCM Unsignalized Intersection Capacity Analysis
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vehlh)
7
947
5
5
992
11
5
0
5
15
0
23
Sign Control
Free
Free
Stop
Stop
Grade
0%
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.77
0.97
0.97
0.97
0.68
0.68
0.68
0.68
0.68
0.68
Hourly flow rate (vph)
9
1230
6
5
1023
11
7
0
7
22
0
34
Pedestrians
Lane Width (ft)
Walking Speed (ftls)
Percent Blockage
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
758
1068
pX, platoon unblocked
0.87
0.80
0.86
0.86
0.80
0.86
0.86
0,87
vC, conflicting volume
1034
1236
1807
2296
618
1679
2293
517
vC1, stage 1 cont vol
1251
1251
1039
1039
vC2, stage 2 conf vol
555
1044
640
1255
vCu, unblocked vol
746
795
953
1519
22
805
1516
153
tC, single (s)
4.1
4.1
7.5
6.5
6.9
7.5
6.5
6.9
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
2.2
2.2
3.5
4.0
3.3
3.5
4.0
3.3
p0 queue free %
99
99
97
100
99
93
100
96
cM capacity (vehlh)
754
663
261
248
845
313
248
760
Direction, Lane #
EB 1
EB 2
EB 3
WB 1
WB 2
WB 3
NB 1
SB 1
Volume Total
9
820
416
5
682
352
15
56
Volume Left
9
0
0
5
0
0
7
22
Volume Right
0
0
6
0
0
11
7
34
cSH
754
1700
1700
663
1700
1700
399
486
Volume to Capacity
0.01
0.48
0.24
0.01
0.40
0.21
0.04
0.11
Queue Length 95th (ft)
1
0
0
1
0
0
3
10
Control Delay (s)
9.8
0.0
0.0
10.5
0.0
0.0
14.4
13.4
Lane LOS
A
B
B
B
Approach Delay (s)
0.1
0.1
14.4
13.4
Approach LOS
B
6
Intersection Summary
Average Delay
0.5
Intersection Capacity Utilization
37.8%
ICU Level of Service
A
Analysis Period (min)
15
1/2412012 5:00 pm Synchro 7 - Report
SAB Page 4
Edmonds Walgreens 2019 With Project
17: 100th Ave W19th Ave S & Elm W/220th St SW Lanes, Volumes, Timings
Lane Group EBL EBT EBR
SBL SBT SBR
Lane Configurations
WBL
WBT
WBR
NBL
NIST
NBR
SBL SBT SBR
Lane Configurations
Volume (vph)
15
35
6
137
60
115
5
511
150
55
312
15
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Storage Length (ft)
65
0
235
0
0
200
120
0
Storage Lanes
0
1
0
1
0
1
1
0
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
1.00
FO
0.850
0.850
0.850
0.993
Flt Protected
0.985
0.966
0.950
Satd. Flow (prot)
0
1668
1439
0
1636
1439
0
1693
1439
1608
1680
0
Flt Permitted
0.985
0.966
0.997
0.272
Satd. Flow (perm)
0
1668
1439
0
1636
1439
0
1688
1439
461
1680
0
Right Turn on Red
No
Yes
No
No
Satd. Flow (RTOR)
126
Link Speed (mph)
25
30
30
30
Link Distance (ft)
663
721
3020
811
Travel Time (s)
18.1
16.4
68.6
18.4
Confl. Peds. (#/hr)
1
1
Peak Hour Factor
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
0.91
Heavy Vehicles (%)
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
16
38
7
151
66
126
5
562
165
60
343
16
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
54
7
0
217
126
0
567
165
60
359
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
0
0
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
1.14
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Split
NA
Prot
Split
NA
Prot
Perm
NA
Perm
Perm
NA
Protected Phases
4
4
4
8
8
8
2
6
Permitted Phases
2
2
6
Detector Phase
4
4
4
8
8
8
2
2
2
6
6
Switch Phase
Minimum Initial (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
1/24/2012 5:00 pm
Synchro 7 -
Report
JAB
Page 5
Edmonds Walgreens
2019 With Project
17: 100th Ave W19th Ave S & Elm VVI/220th St SW
Lanes, Volumes, Timings
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Minimum Split (s)
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
21.0
25.0
25.0
Total Split (s)
21.0
21.0
21.0
21,0
21.0
21.0
33.0
33.0
33.0
33.0
33.0
Total Split (%)
28.0%
28.0%
28.0%
28.0%
28.0%
28.0%
44.0%
44.0%
44.0%
40%
44.0%
Maximum Green (s)
16.0
16.0
16.0
16.0
16.0
16.0
28.0
28.0
28.0
28.0
28.0
Yellow Time (s)
4.0
4.0
4,0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1,0
1.0
1.0
Lost Time Adjust (s)
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
-2.0
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
None
None
None
None
None
Min
Min
Min
Min
Min
Walk Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Flash Dont Walk (s)
10.0
10.0
10.0
10.0
10,0
10.0
10.0
10.0
10.0
15.0
15.0
Pedestrian Calls (#!hr)
0
0
0
0
0
0
0
0
0
0
0
Act Effct Green (s)
10.6
10.6
14.8
14.8
27.3
27.3
27.3
27.3
Actuated g1C Ratio
0.19
0.19
0.27
0.27
0.49
0.49
0.49
0.49
v)c Ratio
0.17
0.03
0.50
0.26
0.68
0.23
0.26
0.43
Control Delay
25.3
24.2
24.3
6.3
19.2
12.1
15.8
13.7
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
25.3
24,2
24.3
6.3
19.2
12.1
15.8
13.7
LOS
C
C
C
A
B
B
B
B
Approach Delay
25.1
17.7
17.6
14,0
Approach LOS
C
B
B
B
Queue Length 50th (ft)
19
2
74
0
167
36
13
89
Queue Length 95th (ft)
49
12
141
36
#362
82
45
177
Internal Link Dist (ft)
583
641
2940
731
Turn Bay Length (ft)
200
120
Base Capacity (vph)
584
504
573
586
986
840
269
981
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
0.09
0.01
0.38
0.22
0.58
0.20
0.22
0.37
Intersection Summa
Area Type: CBD
Cycle Length: 75
Actuated Cycle Length: 55.4
Natural Cycle: 70
Control Type. Actuated -Uncoordinated
Maximum vic Ratio: 0.68
Intersection Signal Delay: 17.0 Intersection LOS: B
Intersection Capacity Utilization 76.1% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 17: 100th Ave W19th Ave S & Elm Wy1220th St SW
T, a2 o4 08
06
Edmonds Walgreens 2019 With Project
1& 100th Ave W & Edmonds W Lanes, Volumes, Timings
Lane Group
EBL
EST
EBR
WBL
WBT
WSR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vph)
66
678
180
161
655
230
235
472
143
185
270
50
Ideal Flow (vphpl)
1900
1900
1900
1900
190D
1900
1900
1900
1900
1900
1900
1900
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
1.00
0.95
0.95
Ped Bike Factor
1.00
1.00
0.99
1.00
Frt
0.968
0.961
0.965
0.977
Flt Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1770
3426
0
1787
3423
0
1787
3449
0
1787
3481
0
Flt Permitted
0.950
0.950
0.950
0.954
Said. Flow (perm)
1769
3426
0
1787
3423
0
1777
3449
0
1787
3481
0
Right Turn on Red
No
No
No
No
Satd. Flow (RTOR)
Link Speed (mph)
35
35
30
30
Link Distance (ft)
801
262
706
259
Travel Time (s)
15.6
5.1
16.0
5.9
Confl. Peds. (#/hr)
1
1
6
6
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1%
1%
1%
1%
1%
1%
1%
1%
1%
Adj. Flow (vph)
75
770
205
183
744
261
267
536
162
210
307
57
Shared Lane Traffic (%)
Lane Group Flow (vph)
75
975
0
183
1005
0
267
698
0
21D
364
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
1
1
1
1
1
1
1
Detector Template
Leading Detector (ft)
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
50
50
50
50
50
50
50
50
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
D.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Turn Type
Prot
NA
Prot
NA
Prot
NA
Prot
NA
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
Detector Phase
7
4
3
8
5
2
1
6
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Minimum Split (s)
9.0
32.5
21.0
32.5
20.0
25.5
9.0
25.5
Total Split (s)
12.0
33.0
21.0
42.0
20.0
29.0
17.0
26.0
Total Split (%)
12.0%
33.0%
21.0%
42.0%
20.0%
29.0%
17.0%
26.0%
1/24/2012 5:00 pm
Synchro 7 -
Report
SAB
Page 7
Edmonds Walgreens 2019 With Project
18: 100th Ave W & Edmonds Wy Lanes, Volumes, Timings
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 95.4
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.91
Intersection Signal Delay: 41.9 Intersection LOS: D
Intersection Capacity Utilization 74.6% ICU Level of Service D
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wy
01
t 02 m3
.............
04
05
Lane Group
EBL
EBT
EBR WBL
WBT
WBR NBL
NBT
NBR SBL
SBT SBR
Maximum Green (s)
8.0
27.5
17.0
36.5
16.0
23.5
13.0
20.5
Yellow Time (s)
3.0
4.0
3.0
4.0
3.0
4,0
3.0
4.0
All -Red Time (s)
1.0
1.5
1.0
1.5
1,0
1.5
1.0
1.5
Lost Time Adjust (s)
-1.0
-2.5
-1.0
-2.5
-1.0
-2.5
-1.0
-2.5
Total Lost Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lead/Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
Min
None
Min
None
None
None
None
Walk Time (s)
7.0
7.0
5.0
5.0
Flash Dont Walk (s)
20.0
20.0
15.0
15.0
Pedestrian Calls (#Ihr)
0
0
0
0
Act Effct Green (s)
8.5
30.0
15.1
38.8
16.6
24.5
13.7
21.7
Actuated gIC Ratio
0.09
0.31
0.16
0.41
0.17
0.26
0.14
0.23
vJc Ratio
0.47
0.91
0.65
0.72
0.86
0.79
0.82
0.46
Control Delay
53.3
45.3
49.4
28.6
65.8
40.6
66.3
34.4
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
53.3
45.3
49.4
28.6
65.8
40.6
66.3
34.4
LOS
D
D
D
C
E
D
E
C
Approach Delay
45.9
31.8
47.6
46.1
Approach LOS
D
C
D
D
Queue Length 50th (ft)
45
310
108
285
164
212
130
103
Queue Length 95th (ft)
90
#432
175
353
#300
277
#248
146
Internal Link Dist (ft)
721
182
626
179
Turn Bay Length (ft)
Base Capacity (vph)
168
1084
339
1433
320
945
263
844
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced vlc Ratio
0.45
0.90
0.54
0.70
0.83
0.74
0.80
0.43
Intersection Summa
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 95.4
Natural Cycle: 100
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.91
Intersection Signal Delay: 41.9 Intersection LOS: D
Intersection Capacity Utilization 74.6% ICU Level of Service D
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: 100th Ave W & Edmonds Wy
01
t 02 m3
.............
04
05
06 07
08
A .✓ ,:,
112412012 5:00 pm Synchro 7 - Report
JAB Page 8
Edmonds Walgreens 2019 With Project
30. Drivewa 195th Pl . & Edmonds WV Lanes, Volumes, Timings
WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Lane Group EBL
EBT
EBR
WBL
WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)
336
861
5
5
965
80
5
5
5
40
5
121
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
3900
Lane Width (ft)
12
12
12
12
12
12
10
10
10
12
12
12
Storage Length (ft)
250
0
250
0
0
0
0
0
Storage Lanes
1
0
1
0
0
0
1
0
Taper Length (ft)
25
25
25
25
Lane Utit. Factor
1.00
D.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
1.00
0.99
Frt
0.999
0.989
0.955
0.856
At Protected
0.950
0.950
0.984
0.950
Satd. Flow (prot)
1770
3536
0
1787
3535
0
0
1666
0
1787
1588
0
Flt Permitted
0.166
0.234
0.930
0.746
Satd. Flow (perm)
309
3536
0
440
3535
0
0
1574
0
1403
1588
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
2
26
6
97
Link Speed (mph)
35
35
15
15
Link Distance (ft)
1068
446
262
685
Travel Time (s)
20.8
8.7
11.9
31.1
Confl. Peds. (#/hr)
2
2
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
0.88
Heavy Vehicles (%)
2%
2%
2%
1%
1%
1%
0%
0%
0%
1%
1%
1%
Adj. Flow (vph)
155
978
6
6
1097
91
6
6
6
45
6
138
Shared Lane Tratfic (%)
Lane Group Flow (vph)
155
984
0
6
1188
0
0
18
0
45
144
0
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Yes
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.09
1.09
1.09
1,00
1.00
1.00
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
2
1
2
1
2
Detector Template
Left
Thru
Left
Thru
Left
Thru
Left
Thru
Leading Detector (ft)
20
100
20
100
20
100
20
100
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
Detector Size(ft)
20
6
20
6
20
6
20
6
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
OA
0.0
0.0
0.0
1/2412012 5:00 pm
Synchro 7 -
Report
JAB
Page 9
Edmonds Walgreens
2019 With Project
30: Driveway/95th Pl
. & Edmonds Wy
Lanes, Volumes, Timings
Lane Group
EBL
EBT ESR
WBL
WBT WBR
NBL
NBT
NBA SBL
SBT SBR
Turn Type
Perm
NA
Perm
NA
Perm
NA
Perm
NA
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
Detector Phase
4
4
8
8
2
2
6
6
Switch Phase
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
Total Split (s)
40.0
40.0
40.0
40.0
20.0
20.0
20.0
20.0
Total Split (%) 66.7%
66.7%
66.7%
66.7%
33.3%
33.3%
33.3%
33.3%
Maximum Green (s)
36.0
36.0
36.0
36.0
16.0
16.0
16.0
16.0
Yellow Time (s)
3.0
3.0
3.0
3.0
3.0
3.0
3,0
3.0
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lead/Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
Min
Min
Min
Min
Max
Max
Min
Min
Walk Time (s)
5A
5.0
5.0
5.0
5.0
5,0
5.0
5.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
0
0
0
0
Act Effct Green (s)
29.8
29.8
29.8
29.8
16.4
16.4
16.4
Actuated g/C Ratio
0,55
0.55
0.55
0.55
0.30
0.30
0.30
v1c Ratio
0.92
0.51
0.02
0.61
0.04
0.11
0.26
Control Delay
68.3
8.3
5.2
9.2
14.1
17.4
9,1
Queue Delay
0.0
D.0
0.0
0.0
0,0
0.0
0.0
Total Delay
68.3
8.3
5.2
9.2
14.1
17.4
9.1
LOS
E
A
A
A
B
B
A
Approach Delay
16.4
9.2
14.1
11.0
Approach LOS
B
A
B
B
Queue Length 50th (ft)
39
89
1
114
3
12
13
Queue Length 95th (ft)
#143
122
4
155
16
33
48
Internal Link Dist (ft)
988
366
182
605
Turn Bay Length (ft)
250
250
Base Capacity(vph)
209
2395
298
2402
478
422
546
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
D
0
Reduced v!c Ratio
0.74
0.41
0.02
0.49
0.04
0.11
0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 54.4
Natural Cycle: 60
Control Type: Actuated -Uncoordinated
Maximum vlc Ratio: 0.92
Intersection Signal Delay: 12.6
Intersection
LOS: B
Intersection Capacity Utilization
55.1%
ICU Level of Service
B
1/24/2012 5:00 pm
Synchro 7 - Report
JAB
Page 10
Edmonds Walgreens 2019 With Project
30: Driveway/95th PI. & Edmunds Wv Lanes, volumes, Timings
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases- M Driveway/95th PI. & Edmonds Wy
02
M
-2
o6
08
�mn
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 11
Edmonds Walgreens 2019 With Project
1: 100th Ave W & 100th Av IiW HCM Unsignalized In#ersection Capacity Analysis
Movement EBL CBT CBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vehlh)
39
3
52
53
1
83
62
634
72
54
400 14
Sign Control
Stop
Stop
Free
free
Grade
0%
0%
0%
0%
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.89
0.89
0.89
0.98
0.98 0.98
Hourly flow rate (vph)
42
3
57
58
1
90
70
712
81
55
408 14
Pedestrians
3
1
2
1
Lane Width (ft)
10.0
10.0
12.0
12.0
Walking Speed (ftls)
4.0
4.0
4.0
4,0
Percent Blockage
0
0
0
0
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
259
pX, platoon unblocked
0,84
0.84
0.84
0.84
0.84
0.84
vC, conflicting volume
1116
1462
216
1268
1429
399
425
794
vC1, stage 1 conf vol
529
529
893
893
vC2, stage 2 conf vol
587
934
374
536
vCu, unblocked vol
765
1175
216
945
1136
0
425
383
tC, single (s)
7.5
6.5
6.9
7.5
6.5
6.9
4.1
4.1
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
89
99
93
83
100
90
94
94
cM capacity (veh/h)
398
310
792
337
329
918
1135
993
Direction, Lane #
EB 1
WB 1
WB 2
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
102
58
91
70
475
318
55
272
150
Volume Left
42
58
0
70
0
0
55
0
0
Volume Right
57
0
90
0
0
81
0
0
14
cSH
542
337
899
1135
1700
1700
993
1700
1700
Volume to Capacity
0.19
0.17
0.10
0.06
0.28
0.19
0.06
0.16
0.09
Queue Length 95th (ft)
17
15
8
5
0
0
4
0
0
Control Delay (s)
13.2
17.9
9.5
8.4
0.0
0.0
8.8
0.0
0.0
Lane LOS
B
C
A
A
A
Approach Delay (s)
13.2
12.7
0.7
1.0
Approach LOS
B
B
Intersection Summary
Average Delay
2.7
Intersection Capacity Utilization
45.5%
ICU Level of
Service
A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 1
Edmonds Walgreens 2019 With Project
2: Edmonds W West ®W HCM Unsignalized Intersection Capacity Analysis
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
EB 1
EB 2
WB 1
WB 2
SB 1
Volume (vehlh)
0
1006
1017
54 0
29
Sign Control
0
Free
Free
Stop
0
Grade
0
0%
0%
0%
31
Peak Hour Factor
0.77
0.77
0.97
0.97 0.93
0.93
Hourly flow rate (vph)
0
1306
1048
56 0
31
Pedestrians
0
0
0
2
5
Lane Width (ft)
0.0
0.0
0.0
10.0
13.0
Walking Speed (fUs)
4.0
B
Percent Blockage
0.0
0.0
0
13.0
Right turn flare (veh)
B
Median type
None
None
Median storage veh)
0.2
Upstream signal (ft)
262
39.8%
ICU Level of Service A
pX, platoon unblocked
15
0.75
vC, conflicting volume
1106
1732
554
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1106
1308
554
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
tF (s)
2.2
3.5
3.3
p0 queue free %
100
100
94
cM capacity (vehlh)
632
115
480
Direction, Lane #
EB 1
EB 2
WB 1
WB 2
SB 1
Volume Total
653
653
699
405
31
Volume Left
0
0
0
0
0
Volume Right
0
0
0
56
31
cSH
1700
1700
1700
1700
480
Volume to Capacity
0.38
0.38
0.41
0.24
0.06
Queue Length 95th (ft)
0
0
0
0
5
Control Delay (s)
0.0
0.0
0.0
0.0
13.0
Lane LOS
B
Approach Delay (s)
0.0
0.0
13.0
Approach LOS
B
Intersection Summa
Average Delay
0.2
Intersection Capacity Utilization
39.8%
ICU Level of Service A
Analysis Period (min)
15
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 2
Edmonds Walgreens
2019 With Project
3: Edmonds
HCM Unsignaiized Intersection Capacity Analysis
Movement
EBL
EBT
WBT
WBR
SBL
SBR
Lane Configurations
Volume (vehlh)
24
982
1045
40
37
26
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.97
0.97
0.81
0.81
Hourly flow rate (vph)
31
1275
1077
41
46
32
Pedestrians
1
Lane Width (ft)
10.0
Walking Speed (ft/s)
4.0
Percent Blockage
0
Right turn flare (veh)
Median type
None
TWLTL
Median storage veh)
2
Upstream signal (ft)
528
1298
pX, platoon unblocked
0.89
0.82
0.89
vC, conflicting volume
1120
1799
560
vC1, stage 1 conf vol
1099
vC2, stage 2 conf vol
700
vCu, unblocked vol
897
943
272
tC, single (s)
4.1
6.8
6,9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
95
86
95
cM capacity (vehlh)
678
320
654
Direction, Lane #
EB 1
EB 2
EB 3
WB 1
WB 2
SB 1
SB 2
Volume Total
31
638
638
718
400
46
32
Volume Left
31
0
0
0
0
46
0
Volume Right
0
0
0
0
41
0
32
cSH
678
1700
1700
1700
1700
320
654
Volume to Capacity
0.05
0.38
0.38
0.42
0.24
0.14
0.05
Queue Length 95th (ft)
4
0
0
0
0
12
4
Control Delay (s)
10.6
0.0
0.0
0.0
0.0
18.1
10.8
Lane LOS
B
C
B
Approach Delay (s)
0.3
0.0
15.1
Approach LOS
C
Intersection Summary
Average Delay
0.6
Intersection Capacity Utilization
40.2%
ICU
Level of Service
A
Analysis Period (min)
15
1124/2012 5:00 pm Synchro 7 - Report
JAB Page 3
Edmonds Walgreens
2019 With Project
4: Dw IEast Dwv & Edmonds Wy
HCM Unsignalized Intersection Capacity Analysis
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Volume (vehlh)
7
1007
5
5
1057
11
5
0
5
15
0
23
Sign Control
Free
Free
Stop
Stop
Grade
0%
0%
0%
0%
Peak Hour Factor
0.77
0.77
0.77
0.97
0.97
0.97
0.68
0.68
0.68
0.68
0.68
0.68
Hourly flow rate (vph)
9
1308
6
5
1090
11
7
0
7
22
0
34
Pedestrians
Lane Width (ft)
Walking Speed (ftls)
Percent Blockage
Right turn flare (veh)
Median type
TWLTL
TWLTL
Median storage veh)
2
2
Upstream signal (ft)
758
1068
pX, platoon unblocked
0.85
0.78
0.85
0,85
0.78
0.85
0.85
0.85
vC, conflicting volume
1101
1314
1918
2441
657
1785
2438
551
vC 1, stage 1 conf vol
1329
1329
1106
1106
vC2, stage 2 conf vol
589
1111
679
1332
vCu, unblocked vol
775
828
950
1565
0
793
1562
130
tC, single (s)
4.1
4.1
7.5
6.5
6.9
7.5
6.5
6.9
tC, 2 stage (s)
6.5
5.5
6.5
5.5
tF (s)
2.2
2.2
3.5
4.0
3.3
3.5
4.0
3.3
p0 queue free %
99
99
97
100
99
93
100
96
cM capacity (vehlh)
720
625
243
232
847
295
232
770
Direction, Lane #
EB 1
EB 2
EB 3
WB 1
WB 2
WB 3
NB 1
SB 1
Volume Total
9
872
442
5
726
375
15
56
Volume Left
9
0
0
5
0
0
7
22
Volume Right
0
0
6
0
0
11
7
34
cSH
720
1700
1700
625
1700
1700
378
471
Volume to Capacity
0.01
0.51
0.26
0.01
0.43
0.22
0.04
0.12
Queue Length 95th (ft)
1
0
0
1
0
0
3
10
Control Delay (s)
10.1
0.0
0.0
10.8
0.0
0.0
14.9
13.7
Lane LOS
B
B
B
B
Approach Delay (s)
0.1
0.1
14.9
13.7
Approach LOS
B
8
Intersection Summary
Average Delay
0.5
Intersection Capacity Utilization
39.6%
ICU Level
of Service
A
Analysis Period (min)
15
1/24/2012 5:00 pm Synchro 7 - Report
JAB Page 4
March 20, 2012
Kernen Lien, Associate Planner
City of Edmonds
Development Services department
1215 th Avenue North, 2,d Floor
Edmonds, WA 98020
RE: Walgreens, 9801 Edmonds Way,
Response to Completeness letter,
SH 09020 Walgreens Edmonds
Dear Kernen,
Edmonds, WA
Engineering Letter: Traffic Item
This letter is provided in response to Engineering Program Manager Jeanie
McConnell's letter of Additional Required Information that was attached to your
communication with us on January 20, 2012. In particular the following internal
pedestrian and vehicle circulation assessment relates to her request listed under
"Traffic", item 1,
The site, located at 9801 Edmonds Way, is comprised of two parcels (tax parcel IDs
2703350113200 (Lot 3200) and 27033500113300 (Lot 3300). Lot 3200 houses the
existing Robin Hood Lanes Bowling alley and associated supporting site features. Lot
3300 exists as parking and landscaping and is shared with the adjacent PCC Market
to the west. There are no existing pedestrian pathways on either parcel; no
pathways connect Robin Hood Lanes to the parking of Lot 3300, the adjacent PCC
Market parcel or to the Edmonds Way sidewalk.
The proposed project will demolish the Robin Hood Lanes building, subdivide Lot
3200 into two parcels and construct an approximately 14,4.90 square -foot (SF)
retail building on the northern parcel and an approximately 3,373 SF bank building
on the south parcel. The project will also improve the existing parking on Lot 3300,
adding planter islands, natural stormwater features and landscaping, and a portion
of a new east -west pedestrian pathway. Pedestrian and vehicular safety was given
great consideration throughout the design of the proposed project and the resulting
internal layout was guided by several City objectives and requirements. To comply
with the City's proposed Five Corners & Westgate Planning Goals, an alley is being
provided along the northern edge of the project site (behind Walgreens). This alley
is designed to be integrated into a future east -west connector that would be parallel
to Edmonds Way, consistent with the Westgate 2 and Westgate 3 plans and
diagrams. The primary goal of the future connector would be to reduce traffic on
Edmonds Way by more directly serving locally -generated traffic. Also, the bank
building will be located at the 8 -feet minimum setback (per Ordinance 3846, July
15, 2011) to support the proposed pedestrian walkway along Edmonds Way. in
addition to compatibility with Westgate area planning goals, the project site design
Baysinger Partners Architecture
1006 SE Grand Ave , Suite 300
Portland, OR 97214
m 503-546-1600
503-546-1601
viww.8rysingerPariners cam
is consistent with Urban Design Objectives laid out in the City's Comprehensive Plan
that specify multiple requirements for creating a site that is pedestrian- and vehicle -
friendly as well as safe. The project's key features to enhance internal circulation
and safety for pedestrians and vehicles are summarized as follows;
Pedestrian Access and Circulation
• The bank building will be located adjacent to the minimum required setback of
3 feet from the Edmonds Way right-of-way, giving pedestrians direct access
from Edmonds Way. This is consistent with Urban Design Objectives C.2.b and
C.2.d and, as stated previously, also supports the proposed Edmonds Way
walkway.
• Nearly half of the parking spaces adjacent to the proposed bank building (5 of
11 spaces) will be accessible without crossing the parking field, meeting Urban
Design Objectives C.2.b and C.2.d.
• A north -south pedestrian pathway will also be provided from the Edmonds
Way right-of-way to the retail building main entry (Urban Design Objective
C.2.d). This pathway will be direct, raised and separated from the parallel
drive aisle by a landscape planter strip (Urban Design Objective C.3.c).
Additionally it will have minimal drive aisle crossings (2) which will be striped
as crosswalks. The aisles crossed will be 24 feet wide, which is the code -
required minimum for a two-way drive aisle. Where this walk crosses the main
cross -parcel drive aisle (directly south of the main building entry) a stop sign
will be installed on the east side of the walkway to further improve pedestrian
safety.
• An east -west cross -property walkway will be constructed from the retail
building's east fagade walkway through the adjacent parking parcel (Lot 3300)
to the PCC Market parcel. This is consistent with Urban Design Objectives
C.2.e and C.3.c which require integration of direct, safe, pedestrian access
between adjacent developments. This walkway will be direct with only one
turn. It will be raised except at drive aisle crossings. It will have minimal drive
aisle crossings (2) which will be striped as crosswalks. The drive aisles crossed
are within 6 inches of the code required minimum width for a two-way drive
aisle.
• Sidewalks will be constructed along the sides of each building that face the
parking lot and pedestrian pathways, allowing pedestrians to approach the
building entrances separated from the vehicle traffic stream"
• All pedestrian pathways will be direct, well lit, have minimal drive aisle
crossings, will be striped at all drive aisle crossings, will be raised (except at
crossings) and will fully comply with Americans with Disabilities Act (ADA)
accessibility standards. These walkways will fully comply with Urban Design
Objectives C.1.1b, C.2.d, C.2.e, C.3.a, C.3.b, C.3.c and C.6.c.
Vehicular Access and Circulation
• The loading area for the retail building will be provided at the rear (north side)
of the building away from all pedestrian accessible areas.
® Stop signs will be placed at each end of the retail building's north fagade to
stop trucks and other vehicles before they turn south to exit the site. The west
stop sign will ensure that westbound vehicles exiting the loading dock area will
yield to pedestrians using the east -west cross -parcel walkway and to vehicles
in the intersecting drive aisles. The east stop sign will ensure that eastbound
vehicles exiting the loading dock area will yield to northbound vehicles exiting
the pharmacy drive-through lanes. The intended truck route will have trucks
entering via the east driveway and exiting via the west driveway.
® Drive-through activities for both buildings will be congregated toward the
eastern portion of the site away from the pedestrian pathways at west and
central portions of the site. Additionally, these facilities will be located to the
side and rear of buildings as far as possible from the pedestrian activity
associated with the building entries and parking lot.
a The drive-through lanes for both buildings will be separated from adjacent
drive aisles through the installation of a permanent curb, constructed of
durable materials.
a Ample directional signage will be installed and could include painted drive aisle
directional arrows, on -building signage indicating drive-through entries,
freestanding direction arrows and entry/exit signage.
® All vehicular drive aisles are direct and straight with minimal turns, curves and
deviations.
Planter islands within the parking field will be curbed (except at swale
locations that require stormwater penetration) as will perimeter parking
spaces to prevent vehicles from accidental interactions with pedestrians, as
well as trees, landscaping and swale ditches.
o The internal drive aisle associated with Lot 3200's Edmonds Way vehicular
access drive will be widened slightly, but the curb cut widths at the west site
driveway will remain the same. This increase will allow for one ingress lane
and two egress lanes (right -only and left -only). The two egress lanes will
shorten queues of exiting vehicles, improving circulation and safety on-site as
well as at the driveway.
In conclusion, the proposed project site has been designed to provide clearly
defined paths for both vehicles and pedestrians, and to minimize the potential
conflicts between them. Both vehicular and pedestrian safety will be greatly
improved over existing site conditions. Pedestrian pathways and vehicle drive aisles
will be straight, with minimal deviations, and well lit. Care has been taken to
separate pedestrian and vehicular areas to the highest degree possible. At locations
where interaction between these modes of transportation would be unavoidable,
ample, well-placed and highly visible signage will be used to provide clear directions
and reduce vehicular speeds.
Sincerely,
BAY R PAeeA
ARC ITE URE PC
Zffliam . R „
Principal
40%
35%
30%
25%
T
20%
0
15%
10%
5%
o%
Data
�= 13 (average arrival rate) vehlhour
µ - 20.0 (average service rate) vehlhouf
S = 1 (# servers)
0 2 4 6 8 10 12 14 16 18 20 22 24
Number of Customers at the Pharmacy Drive -Through
where:
L = average number of vehicles at the pharmacy drive-thru at any one time
Lq=average number of vehicles in queue
W = average wait time at the pharmacy drive-thru (hours)
W9 = ave. wait time in queue (hours)
p = pharmacy drive-thru utilization
PO = probability of 0 vehicles at the pharmacy drive-thru
P1 = probability of 1 vehicle at the pharmacy, etc.
2 =Average number of vehicles at the pharmacy drive-thru at any one time
6 =Peak (95th -percentile) number of vehicles at the pharmacy drive-thru at any one
Results
7= 1.85714
Lq= 1.20714
W= 0.1428571
11Vq = 0.0928571
P =
0.65
Prob
< x vehicles
PO =
0.35
35.0%
P1=
0.2275
57.8%
P2 =
0.147875
72.5%
P3 =
0.09619 875
82.1%
P4 =
0.062477188
88.4%
P5 =
0.040610172
92.5%
P6 =
0.026396612
95,1%
P7 =
0.017157798
96.8%
P8=
0.011152568
97.9%
P9=
0.007249169
98.7%
P10 =
0.00471196
99.1%
P71 =
0.003062774
99.4%
P12 =
0.001990803
99.6%
Pi3 =
0.001294022
99.8%
P14 =
0.000841114
99.8%
P15 =
0.000546724
99.9%
P16=
0.000355371
99.9%
P1, =
0.000230991
100.0%
P18 =
0.000150144
100.0%
P19 =
9.75937E-05
100.0%
P20 =
6.34359E-05
100.0%
P21 =
4.12333E-05
100.0%
P22 =
2.68017E-05
100A%
P23 =
1.74211 E-05
100.0%
P24 =
1.13237E-05
100.0%
P25 =
7.36041 E-06
100.0%
40%
35%
30%
26
a
20%
0
° 15%
10%
5%
0%
Data
= 26 (average arrival' rate)vehlhour
Fr = 24.0 (average service rate) vehlhour
S = 3 (9 servers)
0 2 4 6 8 10 12 14 16 18 20 22 24
Number of Customers at Bank Drive -Through
where:
L = average number of vehicles at the bank drive-thru at any one time
L,, -average number of vehicles in queue
W = average wait time at the bank drive-thru (hours)
Wq = ave, wailt time in queue (hours)
p = bank drive-thru utilization
Pp = probability of 0 vehicles at the bank drive-thru
P1 = probability of 1 vehicle at the bank drive-thru, etc.
1 =Average number of vehicles at the bank drive-thru at any one time
3 =Peak (95th -percentile) number of vehicles at the bank drive-thru at any one time
Results
L= 1.145784
Lq = 0.062451
W = 0.044068642
Wy = 0.002401975
P -
0.361111111
Prob
< x vehicles
Po =
0.333132167
33.3%
P1=
0.36089318
69.4%
P2 =
0.195483806
89.0%
P3 =
0.070591374
96.0%
P4 =
0.02549933
98.6%
P5 =
0.009205202
99.5%
P6 =
0.003324101
99.8%
P7 =
0.00120037
99.9%
P8 =
0.000433467
100.0%
P9 =
0.00015653
100,0%
P10 =
5.65246E-05
100.0%
P11 =
2.04117E-05
100.0%
P12 =
7,37088E-06
100.0%
P13=
2,66171E-06
100.0%
P14 =
9.61172E-07
100.0%
Pts =
3.4709E-07
100.0%
P76 =
1.25338E-07
100.0%
P1y =
4.52609E-08
100.0%
P18 =
1.63442E-08
900.0%
P19 =
5.90208E-09
100.0%
P26 =
2.13131 E-09
100.0%
P21 =
7.69639E-10
100.0%
P22 =
2.77925E-10
100.0%
P23 =
4.00362E-10
100.0%
P24 =
3.62418E-11
100.0%
P25 =
1.30873E-11
900.0%