98-101996HEATH & ASSOCIATES, INC Transportation and Civil Engineering
RECEIVED 4r a ARTMEW
J U N 0 2 1999
GARDEN TERRACE
ASSISTED LIVING FACILITY
TRAFFIC IMPACT ANALYSIS
FEDERAL WAY, WA
Prepared for: non R. Kirkman, Architect
t'.l.Box816
Auburn WA 98071
I EXM-K�•. E, QQ I
MAY 1998
77I4 'facuma Road 0 Puyallup. WA 98371 • (21S3) 770-1.101 0 Fax (25:) 770-147;
a
GARDEN TERRACE
ASSISTED LIVING FACILITY
TRAFFIC IMPACT ANALYSIS
TABLE OF CONTENTS
I. Introduction.................................................................................................................3
H. Project Description......................................................................................................3
III. Existing Conditions.....................................................................................................3
IV. Future Traffic Conditions.........................................................................................10
V. Conclusions and Mitigation......................................................................................16
Appendix
LIST OF TABLES
1. Existing Level of Service............................................................................................9
2. Trip Generation.........................................................................................................10
3. Future LOS With and Without the Project...............................................................16
LIST OF FIGURES
1.
Vicinity Map...............................................................................................................4
2.
Roadway System.........................................................................................................5
3.
Site Plan ......................................................................................................................6
4.
Existing Peak Hour Volumes......................................................................................8
5.
Trip Distribution - Project Traffic.............................................................................12
6.
1999 Peak Hour Volumes Without Project
...............................................................13
7.
1999 Peak Hour Volumes With Project....................................................................14
2
GARDEN TERRACE
ASSISTED LIVING FACILITY
TRAFFIC IMYACT ANALYSIS
I. INTRODUCTION
This study serves to assess the anticipated traffic impacts related to the proposed Garden
Terrace assisted living facility. The primary goal is to satisfy specific requirements for
the environmental review of this project. In order to ensure an accurate assessment of
future impacts, a standard four -step study procedure is employed. The first step involves
the collection of site -specific roadway information and traffic data in the form of peak
hour intersection counts and observations of area traffic operations. Next, a detailed level
of service analysis of the primary intersections is made to determine the present degree of
congestion in the local area. Based on this analysis of existing conditions, forecasts of
future traffic conditions and delays on the surrounding street system are then made. As a
final step, appropriate conclusions and on-site/off-site mitigations are defined. The
overall goal of this work is to insure safe and efficient operation of future traffic near the
development and to mitigate potential access and progression conflicts.
II. PROJECT DESCRIPTION
The proposed project consists of a 120 unit assisted living facility intended to serve
Alzheimer's patients. Alzheimer's patients require a reasonably secure and caring
environment to help them cope with the disorientation and physical disabilities inherent
with the disease. The site is bordered by South 338th Street and lies east of 1st Avenue
South. Lying north of the project and providing a main access corridor is South 336th
Street which serves as a connector to SR-99. This project is proposed to have two
primary access driveways both to 338th Street. The driveways will be interconnected on -
site providing free flow to either entrance depending on direction of travel. Nearby
projects in the West Campus area of Federal Way are eclectic in nature with residential,
office and office/commercial being the primary neighbors to the Garden Terrace project.
Based on management forecasts, an aggressive completion date for the project is expected
via 1999. The site location and surrounding street network are shown in Figures 1 and 2,
respectively. Figure 3 represents a site plan showing the on -site layout.
III. EXISTING CONDITIONS
A. Roadway System
Several different street types are present in the area, which vary in width, terrain, posted
speeds, and lane number. As indicated by their specific arterial or non -arterial
designations, these roadways also vary in their overall function as part of the general
network. The nearest regional trunk line (SR-99) is located east of the site while
I
HEATH & ASSOCIATES, INC ROADWAY5Y5TEM
4� Transportation and Civil Engineering
FIGURE 2
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HEATH & ASSOCIATES, INC 51TE PLAN
Transportation and Civil Engineering FIGURE 3
the major Interstate 5 corridor also lies to the east. Several major east -west corridors are
situated near the site (336th Street and 348th Street). The primary streets serving the
project include 1st Avenue, 336th Street, and 338th Street. These are described below.
South 336th Street is an east west, multi -lane major arterial composed of asphalt concrete.
The posted speed limit along this road is 35 mph near the project. The four travel lanes
are each approximately 12 feet wide. Shoulders are 3 to 5 feet wide and are composed of
gravel or standard sidewalk/curb sections. Grades are generally level to rolling along the
corridor with slopes ranging from 0 to 5 percent. Designated left turn lanes are provided
at most major intersections including the 1st Avenue intersection.
South 338th Street/6th Avenue South is an east -west oriented street intertying South 336th
Street and 1st Avenue South. This two-lane roadway is composed of asphalt concrete
with curbs, gutter, and sidewalk sections. The speed limit along this road is not posted
but is assumed to be 25 mph. Lane widths are approximately 16 to 18 feet with on street
parking. Grades are slightly rolling west of 1 st Avenue with slopes of 0 to 7 percent.
1st Avenue South is a north -south, four -lane, major arterial which lies just east of the site.
Lane widths are 12 feet and the posted speed limit is 35 mph. Pavement surfacing is
asphalt concrete with gravel shoulders or curb/gutter sections along the street edges.
Grades near the project are modest with slopes of 0 to 4 percent for major segments.
B. Peak Hour Volumes
Field data for this study was collected in May of 1998. Traffic counts were taken during
the evening peak period between the hours of 4 PM and 6 PM. The PM peak hour was
used for analysis purposes since it generally represents the worst case scenario for
intersections and arterials with respect to traffic conditions. This is primarily due to the
common 8 AM to 5 PM work schedule and the greater number of personal, linked, and
shopping trips associated with the late afternoon period. Commuters in the area typically
return home after work at approximately the same time of day, between 5 PM and 6 PM.
This creates a natural peak in traffic volumes in the early evening when combined with
project related trip volumes. Shown in Figure 4 are the PM peak hour counts taken at the
two primary intersections targeted from the assessment scope (lst/338th and 6th/336th).
C. Level of Service
Peak hour information and geometric intersection data collected in the field were used to
perform capacity analysis computations in accordance with the 1994 Highway Capacity
Manual. Capacity analysis is used to determine level of service, which is an established
measure of congestion for transportation facilities. LOS was pioneered in the 1950's by
the then Bureau of Public Roads and was defined for a variety of facilities including
intersections, freeways, arterials, etc. It is now used as a universal measure of traffic
congestion and delays. The methodology for determining the LOS at unsignalized
intersections strives to determine the potential capacities for the various vehicle
movements and ultimately determines the average total delay for each movement.
I
HEATH & ASSOCIATES, INC EX15TING PEAK HOUR VOLUME5
Transportation and Civil Engineering FIGURE 4
Potential Capacity represents the number of additional vehicles that could effectively
utilize a particular movement, which is essentially the equivalent of the difference
between the movement capacity and the existing movement volume. Total delay is
described as the elapsed time from when a vehicle stops at the end of a queue until the
vehicle departs from the stop line. Average total delay is simply the mean total delay
over the entire traffic stream. Several factors influence potential capacity and total delay,
including the availability of gaps in the traffic stream, the usefulness of gaps, and the
priority ranking of movements. For unsignalized intersections, LOS A indicates a large
potential capacity and low average total delay, while LOS F indicates minimal potential
capacity and significant average delays. The results of the LOS analysis are given below.
TABLE 1
Existing Level of Service
Delays Given In Seconds Per Vehicle
Intersection Control Geometry
LOS
Delay
1st Ave/338th St Stop Westbound
F
>100.0
Southbound LT
A
4.7
6th Ave/336th St Stop Northbound
D
23.2
Southbound
F
> 100.0
Eastbound LT
B
8.4
Westbound LT
B
4.4
The results of the LOS analysis were determined through the use of the intersection
analysis program known as WinUNSIG 3.0 which is based on established unsignalized
HCM procedures. A detailed definition of level of service is provided in the first section
of the report appendix. As shown in Table 1, existing traffic for the critical intersection
approaches are currently congested. Southbound movements at 6th Avenue/336th Street
operate at LOS F conditions, as do the westbound movements at the intersection of 338th
Street/1 st Avenue. However, some traffic stream platooning and vehicle gapping is
created due to the upstream and downstream signals located near both intersections.
Also, the substantial spacing of arterials in this area provide alternate routes for motorists.
D. Roadway Improvements
A review of the Federal Way Six Year Road Program for 1998 to 2003 indicates one
major improvement project in the area. This project involves the addition of HOV lanes
along the SR-99 corridor between 324th Street and 340th Street. The total project cost is
roughly $11.7 million and the anticipated completion date is estimated at 2002.
E. Pedestrian and Bicycle Activity
Observations for pedestrian and bicycle activity were made at the primary intersections of
1st Avenue/336th Street and 1st Avenue/340th Street. During the evening peak hour,
only two bicyclists were noted for 1 st Avenue/336th Street and one bicyclist at 1 st
Avenue/340th Street. In addition, four pedestrians were observed at both intersections.
For the most part, non -motorist traffic was not shown to affect vehicle progression on
9
336th, 340th, or 1st Avenue. Due to the location and characteristics of the proposed
elderly health facility, negligible non -motorist volumes are anticipated outside of the
complex. A number of internal walking trips are anticipated, however. The majority of
external access trips would be made via passenger cars and transit -type vehicles.
F. Sight Distance at Entrances
Examinations of the proposed site access driveways onto 338th Street were made to
determine whether or not adequate entering and stopping sight distance could be provided
for inbound and outbound project traffic. For a 25 mph speed limit (assumed speed), 295 ss D - zSa
feet to 315 feet of visibility is typically required. Based on field notes, entering sight, ry _ �hd
distance for the entrances appears to be adequate. The specific location of access -re4� z. i
driveways is critical when determining adequate sight distance. This issue should be ��cz5 l99 3
reviewed and addressed at the time of final development review. Appropriate mitigation
should be pursued if jurisdictional sight distance requirements are not satisfied.
G. Public Transit
A review of the Metro Transit regional bus schedule indicates that the nearest transit
service is provided along 336th Street at 1st Avenue (Route 903). The western terminus
is located at 1st Avenue and connects to the Sea-Tac Mall in Federal Way. According to
standard operations, Metro will provide specified shuttle service, i.e. Dial -A -Ride -Transit
service (DART), on request to serve tenants of the proposed health/rehabilitation project.
However, the service must be requested and scheduled by telephone for each trip.
IV. FUTURE TRAFFIC CONDITIONS
A. Trip Generation
Trip generation is used to determine the magnitude of project impacts on the surrounding
street system. Generation data was taken from the well-known Institute of Transportation
Engineers publication Trip Generation, Fifth Edition. The specific land use for this site
was Nursing Home (LUC 620). ADT and AM/PM peak hour volumes are given.
TABLE 2
Project Trip Generation
120 Nursing Home Units
Time Period
Volume
AWDT (estimated)
389 vpd
AM Peak Inbound
14 vph
AM Peak Outbound
9 vph
AM Peak Total
23 vph
PM Peak Inbound
9 vph
PM Peak Outbound
12 vph
PM Peak Total
21 vph
10
As shown in the table, roughly the same number of trips are expected for the AM and PM
peak periods. The overall peak in total traffic would most likely be realized during the
evening peak period, however, due to the combination of commuter and project traffic.
The anticipated split for the AM peak is estimated at 60 percent entering and 40 percent
exiting. A 55 percent145 percent distribution split is expected for the PM peak period. �-
B. Trip Distribution Veil PR f«t—
,�. Z_ ZO.4 �- rs )Z4
Trip distribution describes the process by which project generated trips are dispersed on
the street network surrounding the site. The specific destinations and origins of the
generated traffic primarily influences the key intersections of 1st/338th and 6th/336th that
will receive the majority of all project -related traffic. The trips generated by the project
are expected to follow the trip pattern given in Figure 5. This figure reflects primary trips
and linked trips for project traffic during the evening peak hour and gives a best -guess
estimate of how vehicles are likely to enter and exit the site. As shown in the figure,
most inbound and outbound travel is expected toward the north and east. The ability for
traffic to travel in two directions from each entrance of the Garden Terrace project allows
for circumvention of localized bottlenecks. For example, a driver may elect to use the
Ist/338th intersection to attempt a right turn (heading north) versus a left turn at the
6th/336th intersection. The psychological aspect of driver behavior makes it somewhat
difficult to determine the specific travel patterns of each motorist. Traffic distribution on
this scale is dynamic as drivers determine their best individual routes.
C. Future Traffic Volumes
The owners of the project anticipate a completion date for the build out of this
Alzheimer's facility by 1999. As directed by the Federal Way Traffic Engineering
Division, 1999 was targeted as the horizon forecast year. Future 1999 traffic volumes
(without the project) were derived by applying a 2.7 percent growth rate per year to the
existing traffic volumes shown in Figure 4. Figure 6, given on the following page, shows
future 1999 traffic volumes without the project. Figure 7 shows future 1999 traffic
volumes with background growth and generated traffic included. A single pipeline
project, the Beverly Health Center, is identified based on previous work in the area.
D. Left Turn Warrants at Entrances
A left turn warrant evaluation for the two entrance driveways was not needed due to the
low inbound and outbound project volumes. Based on the low speeds of traffic and the
moderate to low volumes near the two entrance driveways, no significant delays should
occur. HRR 211 or AASHTO left turn warrants are not satisfied at this time.
E. Level of Service
A level of service analysis was next made of the forecasted peak hour volumes with the
project -generated trips added. This analysis again involved the use of the WinUNSIG
program. A summary of the analysis results is given in Table 3 following Figure 8.
11
a
HEATH & ASSOCIATES, INC
Transportation and Civil Engineering
FIFEUNE TRAFFIC FOR:
BEVERLY HEALTH CENTER
FIGURE 6
N
4 HEATH & ASSOCIATES, INC 1999 FMHOUR VOWMES WITH PROJECT
Transportation and Civil Engineering FIGURE 8
I
Intersection
1st Ave/338th St
6th Ave/336th St
338th/W Entrance
338th/E Entrance
TABLE 3
Future 1999 Level of Service
Delays Given In Seconds Per Vehicle
Control
Approach
Stop
Westbound
Southbound LT
Stop
Northbound
Southbound
Eastbound LT
Westbound LT
Stop
Northbound
Westbound LT
Stop
Northbound
Westbound LT
Without Proiect
'With Project
LOS
Delay
LOS
Delay
F
>100.0
F
>100.0
A
4.8
A
4.9
D
29.2
D
29.6
F
>100.0
F
>100.0
B
8.8
B
8.8
A
4.6
A
4.6
A 4.9
A 2.4
- - A 3.3
A 2.6
As Table 4 shows the same approaches identified under present conditions continue to
show congestion. Therefore, the expectation that drivers will re-route during certain
times of the day is great. Based on destination of project traffic, it is assumed that drivers
might avoid the left turn movement at 338th/lst and instead make a right turn at
6th/336th and then route to 9th Avenue South to head south. The amount of redirection
would probably occur during the most congested times and would constitute an estimated
5 to 6 trips during the PM peak hour. Entrance delays would likely be minor with all
major approaches operating at LOS A with delays of 2 to 4 seconds per vehicle.
V. CONCLUSIONS AND MITIGATION
The Garden Terrace project consists of a 120 unit (bed) nursing home facility which
assists Alzheimer's patients. The site is located in the West Campus area of Federal Way
easterly of 1st Avenue and southerly of South 338th Street. This project is expected to be
a modest generator of new trips in the area. On a daily basis, the site would typically add
an estimated 300 to 400 total trip movements into and out of the site. Of this daily traffic,
roughly 14 movements should enter the site during the AM peak with 9 trips outbound.
A total of 9 inbound trips and 12 outbound trips are anticipated during the critical PM
peak hour (4 PM to 6 PM). Traffic flow associated with this facility would be considered
destination -related typical and would not allow for any credit toward pass -by reduction.
The following project volumes can be used in determining proportionate share values.
SR-99 HOV lanes from S 324th Street to 340th Street
5 peak hour trips north of 336th Street, 4 trips south of 336th Street
Based on the above conclusions, no extensive on -site or off -site traffic mitigation would
be expected for this site. The applicant should participate on a proportionate share basis
toward any planned improvements at the intersections of South 336th Street/6th Avenue
16
South and South 338th Street/1st Avenue. The nature of these improvements is beyond
the scope of the TIA for this particular project. It is anticipated that the low number of
trips generated by the project will re -direct as necessary and that no severe congestion
levels should arise given this expected dilution. Overall, a modest amount of new traffic
is expected by the proposed site with generally low impacts at the outlying intersections
of 1 st/338th and 6th/336th. No mitigation needs are identified at this time.
17
GARDEN TERRACE
ASSISTED LIVING FACILITY
TRAFFIC IlVIPACT ANALYSIS
APPENDLY
18
LEVEL OF SERVICE
The following are excerpts from the 1994 Highway Capacity Manual - Transportation
Research Board Special Report 209
The concept of level of service is defined as a qualitative measure describing operational
conditions within a traffic stream, and their perception by motorists and/or passengers. A
level of service (LOS) definition generally describes these conditions in terms of such
factors as speed and travel time, freedom to maneuver, traffic interruptions, comfort and
convenience, and safety.
Six levels of service are defined for each facility for which analysis procedures are
available. They are given letter designations, from A to F, with LOS A representing the
best operating conditions and LOS F the worst.
Level -of -Service definitions
The following definitions generally define the various levels of service for uninterrupted
flow facilities.
Level of service A represents free flow conditions. individual users are virtually
unaffected by the presence of others in the traffic stream. Freedom to select desired
speeds and to maneuver within the traffic stream is extremely high. The general level of
comfort and convenience provided to the motorist, passenger, and pedestrian is excellent.
Level of service B is in the range of stable flow, but the presence of other users in the
traffic stream begins to be noticeable. Freedom to select desired speeds is relatively
unaffected, but there is a slight decline in the freedom to maneuver within the traffic
stream from level of service A. The level of comfort and convenience provided is
somewhat less than at the level of service A, because the presence of others begins to
affect individual behavior.
Level of service C is in the range of stable flow, but marks the beginning of the range of
flow in which the operation of individual users becomes significantly affected by the
interactions with others in the traffic stream. The selection of speed is now affected by
the presence of others, and maneuvering within the traffic stream requires substantial
vigilance on the part of the user. The general level of comfort and convenience declines
noticeably at this level.
Level ofservice D represents high -density, but stable, flow conditions. Speed and
freedom to maneuver are severely restricted, and the driver or pedestrian experiences a
generally poor level of comfort and convenience. Small increases in traffic flow will
generally result in the occurrence of operational problems at this level.
19
Level of service E represents operating conditions at or near the capacity level of a given
facility. All speeds are reduced to a low but relatively uniform level. Freedom to
maneuver within the traffic stream is extremely difficult, and it is generally accomplished
by forcing a vehicle or pedestrian to "give way" to accommodate such maneuvers.
Comfort and convenience levels are extremely poor, and driver or pedestrian frustration is
generally high. Operations at this level are usually unstable, because small increases in
flow or minor perturbations within the traffic stream will cause breakdowns.
Level of service F is used to define forced or breakdown flow. This condition exists
whenever the amount of traffic approaching a point exceeds the amount, which can
traverse the point. Queues form behind such locations. Operations within the queue are
characterized by stop -and -go waves, and they are extremely unstable. Vehicles may
progress at reasonable speeds for several hundred feet or more, then be required to stop in
a cyclic fashion. Level -of -service F is used to describe the operating conditions within
the queue, as well as the point of the breakdown. It should be noted, however, that in
many cases operating conditions of vehicles or pedestrians discharged from the queue
may be quite good. Nevertheless, it is the point at which arrival flow exceeds discharge
flow, which causes the queue to form, and the level -of -service F is an appropriate
designation for such points.
These definitions are general and conceptual in nature, and they apply primarily to
uninterrupted flow. Levels of service for interrupted flow facilities vary widely in terms
of both the user's perception of service quality and the operational variables used to
describe them.
For each type of facility, levels of service are defined based on one or more operational
parameters which best describe operating quality for the subject facility type. While the
concept of level of service attempts to address a wide range of operating conditions,
limitations on data collection and availability make it impractical to treat the full range of
operational parameters for each type of facility. The parameters selected to define levels
of service for each facility type are called "measures of effectiveness" or "MOE's", and
represent those available measures that best describe the quality of operation on the
subject facility type.
Each level of service represents a range of conditions, as defined by a range in the
parameters given. Thus, a level of service is not a discrete condition, but rather a range of
conditions for which boundaries are established.
The following tables describe levels of service for signalized and unsignalized
intersections. Level of service for signalized intersections is defined in terms of delay.
Delay is a measure of driver discomfort, frustration, fuel consumption and lost travel
time. Specifically, level -of -service criteria are stated in terms of the average stopped
delay per vehicle for a 15-minute analysis period. Level of service for unsignalized
intersections is measured in terms of potential capacity and average total delay of the lane
in question.
20
Signalized Intersections - Level of Service
Level of Service
A
B
C
D
E
F
Stopped Delay per
Vehicle(sec)
less than 5.1
5.1 to 15.0
15.1 to 25.0
25.1 to 40.0
40.1 to 60.0
greater than 60.0
Unsignalized Intersections - Level of Service
Average Total Delay
Level of Service per Vehicle (sec)
A less than 5.1
B 5.1 to 10.0
C
10.1 to 20.0
D
20.1 to 30.0
E
30.1 to 45.0
F
greater than 45.0
As described in the 1994 Highway Capacity Manual, level of service procedures for all -
way stop controlled (AWSC) intersections have been refined significantly, though they
are still treated in a slightly different manner than typical two-way stop controlled
locations. Procedures for AWSC intersections are generally not as well defined as other
forms of control. Due to the presence of stop control on all legs of an AWSC
intersection, factors such as gap frequency and acceptance are generally eliminated,
resulting in procedures which are slightly simplified. Nonetheless, the same criteria
measures for two-way stop intersections are used for all -way stop locations. The table
below describes AWSC intersection level of service.
AWSC Intersections - Level of Service
Level of Service
A
B
C
D
E
F
Average Total Delay
per Vehicle_�se�
less than 5.1
5.1 to 10.0
10.1 to 20.0
20.1 to 30.0
30.1 to 45.0
greater than 45.0
21
SUMMARY OF TRIP GENERATION CALCULATION
FOR 120 OCCUPIED BEDS OF.NURSING HOME
DRIVE
AVERAGE
STANDARD
ADJUSTMENT
WAY
RATE
DEVIATION
FACTOR
VOLUME
AVG
WKDY 2-WAY VOL
3.24
0.00
1.00
389
7-9
AM PK HR
ENTER
0.12
0.00
1.00
14
7-9
AM PK HR
EXIT
0.07
0.00
1.00
9
7-9
AM PK HR
TOTAL
0.19
0.44
1.00
23
4-6
PM PK HR
ENTER
0.07
0.00
1.00
9
4-6
PM PK HR
EXIT
0.10
0.00
1.00
12
4-6
PM PK HR
TOTAL
0.17
0.42
1.00
20
AM
GEN PK HR
ENTER
0.12
0.00
1.00
15
AM
GEN PK HR
EXIT
0.08
0.00
1.00
9
AM
GEN PK HR
TOTAL
0.20
0.46
1.00
24
PM
GEN PK HR
ENTER
0.10
0.00
1.00
12
PM
GEN PK HR
EXIT
0.17
0.00
1.00
20
PM
GEN PK HR
TOTAL
0.27
0.53
1.00
32
SATURDAY 2-WAY VOL
1.52
1.41
1.00
182
PK
HR ENTER
0.17
0.00
1.00
20
PK
HR EXIT
0.09
0.00
1.00
11
PK
HR TOTAL
0.26
0.52
1.00
31
SUNDAY 2-WAY
VOL
1.98
1.59
1.00
238
PK
HR ENTER
0.17
0.00
1.00
20
PK
HR EXIT
0.17
0.00
1.00
20
PK
HR TOTAL
0.33
0.59
1.00
40
Note: A zero rate indicates no rate data available
Source: Institute of Transportation Engineers
Trip Generation, 6th Edition, 1997.
TRIP GENERATION BY MICROTRANS
Heath
& Associates Inc.
Transportation Division
Site
Code :
00001436
2214 Tacoma Road
Start Date:
05/18/98
Puyallup, WA 98371
File
I.D.
1436A
Page
1
Movement 1
6TH AVE S
S 336TH
ST
6TH AVE S
S 336TH
ST
Southbound
westbound
Northbound
Eastbound
- rt
-_me
ht Thru Left
Raht
Thru
Left
R ht Thru
Left
Rcht
Thru
Left
Total
R
4:00pm
8 5 11
5
207
13
14
3
4
3
116
9
398
12
0
179
9
19
3
5
2
119
3
357
1is
4 2
30
6 5 18
2
207
12
26
1
4
3
151
8
443
4:95
20 2 19
39
2
6
2
i'_8
8
415
.r Total
38 14 60
12
819
42
98
9
19
10
504
28
1653
5:00pm
27 2 22
4
269
18
51
2
4
4
126
7
536
i6 _ _7
3
244
13
33
k
5
0
92
.al
43 4 39
7
513
31
84
3
9
4
218
12
967
3rand
81 18 99
19
1332
73
182
12
28
14
722
40
2620
s
f Total
3.1% .7% 3.8%
.7%
50.8%
2.8%
6.9%
.5%
1.1%
.5%
27.6%
1.5%
]
rch %
7.6%
54.4$
8.511
29.64F
of Apprch
40.9% 9.1% 50.0%
1.3%
93.5%
5.1%
82.0%
5.4%
12.0
1.8%
93.0%
5.2%
Transportation Division
2214 Tacoma Road
Puyallup, WA 98371
S 336TH ST
28
1441 1332
81
40
Heath & Associates Inc.
Site Code : 00001436
Start Date: 05/18/98
File I.D. 1436A
Page 2
6TH AVE S
81 18 99 40
12
19
71
Inbound 198
Outbound 71
Total 269
Inbound 776
Outbound 1441
722 Total 2217
14
Inbound 222
Outbound 105
Total 327
73 28
18
14
105
6TH AVE S
12
Inbound 1424
Outbound 1003
Total 2427
18
19
1332
73
99
722 1003
182
S 336TH ST
Heath 6 Associates Inc.
Transportation Division Site Code : 00001436
2214 Tacoma Road Start Date: 05/18/98
Puyallup, WA 98371 File I.D. 1436A
Page 3
>eak Hour Analysis By Entire intersection for the Period: 04:00pm to 05:15pm on 05/18/98
Start Peak Hr Volumes .........
irection Street Name Peak Hour Factor Rght Thru Left Total
�outhbound '6TH AVE S O4:30pm .765 69 11 76 156
westbound S 336TH ST .869 14 946 51 1011
Northbound 6TH AVE S .763 149 6 19 174
asrbound S 336TH ST .809 9 487 28 524
Movement 1 6TH AVE S
69 11 76 28
6
14
48
Inbound 156
Outbound 48
Total 204
S 336TH ST
19
1034 946
69
28
Inbound 524
--Outbound 1034
487 Total 1558
R
Inbound 174
Outbound 71
Total 245
51 19
11
9
71
6TH AVE S
6
Percentages .......
Rght Thru Left
44.2 7.0 48.7
1.3 93.5 5.0
85.6 3.4 10.9
1.7 92.9 5.3
Inbound 1011
Outbound 712
Total 1723
14
14
946
51
76
487 712
149
S 336TH ST
Heath
6 Associates Inc.
Transportation Division
Site
Code :
00001436
2214 Tacoma Road
Start
Date:
05/19/98
Puyallup,
WA 98371
File
I.D.
1436E
Page
1
Movement 1
1ST WAY S
S 338TH ST
1ST WAY
S
�rt Southbound
Westbound
Northbound
•
Raht Thru Left
R ht ThrU
Left
Rapt
Thru Left
Total
m,P
OOpm
0 180
14
11
0
13
7
114
0
339
�15
0 177
10
10
0
14
5
142
0
358
�.30
0 207
25
10
0
24
1
133
0
400
6:45
0 179
25
9
0
13
2
137
0
365
� Total
0 743
74
40
0
64
15
526
0
1462
5:00pm
0 292
21
25
0
25
5
145
0
513
:,15
0 249
11
11
0
19
8
130
D
428
01
0 541
32
36
0
44
13
275
0
941
:=and
0 1284
106
76
0
108
28
601
0
2403
1f Total
0.0% 53.4%
4.4%
3.2%
0.0%
4.5%
1.2%
33.3%
O.Ot
frch %
57.8%
7.7%
34.5%
s of Apprch
0.0% 92.4%
7.6%
41.3%
0.0%
58.7%
3.4%
96.0
0.0%
Transportation Division
2214 Tacoma Road
Puyallup, WA 98371
Movement 1
j
I
I
I
I
Heath & Associates Inc.
Site Code : 00001436
Start Date: 05/19/98
File I.D. 1436E
Page 2
1ST WAY S
1 1284 106
801
76
877
Inbound 1390
Outbound 877
Total 2267
Inbound 829
Outbound 1392
Total 2221
108 801
1284
1392
1ST WAY S
Inbound 184
Outbound 134
Total 318
E
76
108
106
134
28
S 338TH ST
Heath & Associates Inc.
Transportation Division
Site Code : 00001436
2214 Tacoma Road
Start Date: 05/19/98
Puyallup, WA 98371
File I.D. 1436B
Page 3
peak. Hour Analysis By Entire Intersection for
the Period: 04:00pm to 05:15pm on 05/19/98
Start
Peak Hr .
.......
Volumes .........
Direction
Street Name
Peak Hour
Factor
Rght
Thru Left Total
Southbound
1ST WAY S
O4:30pm
.806
0
927 82 1009
westbound
S 338TH ST
.680
55
0 81 136
_Northbound
1ST WAY S
.935
16
545 0 561
Eastbound
S 33BTH ST
.0
0
0 0 0
Movement 1
1ST
WAY S
927
82
545
55
600
Inbound
1009
Outbound
600
Total
1609
Inbound 561
Outbound 1008
Total 1569
81 545
927
1008
1ST WAY S
Percentages
Rght Thru Left
.0 91.8 8.1
40.4 .0 59.5
2.8 97.1 .0
0.0 0.0 0.0
55
Inbound 136
Outbound 98 81
Total 234
1
82
98
16
S 338TH ST
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 336TH STREET & 6TH AVENUE S
1998 PM PEAK HOUR EXISTING
INTERSECTION GEOMETRY
PREVAILING SPEED = 35 MPH
S = STOP CONTROL
Y = YIELD CONTROL
6TH
SIGHT DISTANCE O.K Grade =
SHARED LANES X X X 0 %
RADIUS < 50 ft IS S S
NO ACCELERATION LANE I
LT SIGHT DISTANCE O.K
EXCLUSIVE LEFT LANE
S 336TH Grade = 0 %
NO RIGHT TURN' LANE
NO RIGHT TURN STOP OR YIELD SIGN
Grade =
0%
LARGE POPULATION
VOLUME ADJUSTMENTS
S 336TH
WINUNSIG version 3.Ob
May 21, 1998 11:11 AM
E:\UNSIG3\336&6TH.INT
T
Q,fNO RIGHT TURN STOP OR YIELD SIGN
NO RIGHT TURN LANE
Grade = 0 % S 336TH
EXCLUSNE LEFT LANE
`� LT SIGHT DISTANCE O.Y- ULTI LANES)
T NO ACCELERATION LAA'E
S S S RADIUS < 50 ft
X ` X ` X SHARED LANES
I I SIGHT DISTANCE O.K.
6TH
S 336TH
6TH
6TH
left thru ri t
left thru ri 1
left thru n t
I len tnru ngpli
UNADJUSTED VOLUMES
28
487
9
51
946
14
19
6
149
76
11
69
i PEAK HOUR FACTORS
.90
.90
.90
.90
.90
.90
.90
.90
.90
.90
.90
.90
PHF ADJUSTED VOLUMES
31
541
1 10
57
1051
16
21
7
166
84
12
77
PCE ADJUSTED VOLUMES
31
541 1 10
57
1051
16
21
7
166
84
12
77
VOLUMES IN PCPH
(PCE ADJUSTED VOLUMES
AND
SATURATION VOLUMES
S 336TH
NOTE:
Saturation Volumes are used
to calculate PrOU'lity of
Queue Free States when the
Major Street Left Turn Lane
is shared
6TH
711 8
7I2 4
�-I�
31 f
] 8UU 541
1200 10
v 2
6TH
16 1200
E— 1051 1800 S 336TH
57
T
7 1
6
6
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 336TH STREET & 6TH AVENUE S
1998 PM PEAK HOUR EXISTING
CAPACITYANALYSIS
RIGHT TURN FROM.
6TH 67H
Conflicting Flow:
276 vph
Critical Gap:
5.5 seconds
Headway Gap:
2.6 seconds
Potential Capacity:
1004 pcpb
Movement Capacity:
1004 pcph
Probability of Queue Free State:
83.5 %
LEFT TURN FROM.-
S 336TH S 3367H
Conflicting Flow:
551 vph
Critical Gap:
5.5 seconds
Headway Gap:
2.1 seconds
Potential Capacity:
867 pcph
Movement Capacity:
867 pcph
Probability of Queue Free State:
(exclusive) 93.4 %
Probability of Queue Free State:
(shared) NA
THROUGH FROM.
6TH 6TH
Conflicting Flow:
1701 vph
Critical Gap:
6.5 seconds
Headway Gap:
3.3 seconds
Potential Capacity.
110 pcph
Capacity Adjustment Factor due to hnpcdmg Movements:
0.87
Movement Capacity:
96 pcph
Probability of Queue Free State:
92.7 %
LEFT TURN FROM. 6TH
6TH
x
x
x
Conflicting Flow:
1691 vph
Critical Gap:
7.0 seconds
Headway Gap:
3.4 seconds
Potential Capacity:
88 pcph
Major Left, Minor Through, Impedance Factor (p"):
0.76
Major Left, Minor Through, Adjusted Impedance Factor (p): 0.82
Capacity Adjustment Factor due to Impeding Movements:
0.73
Movement Capacity:
64 pcph
WINUNSIG version 3.Ob
May 21, 1998 11:11 AM
E:\UNSIG3\336&6TH.INT
533 vph
5.5 seconds
2.6 seconds
743 pcph
743 pcph
89.6 %
1067 vph
5.5 seconds
2.1 seconds
459 pcph
459 pcph
93.2 %
NA
1698 vph
6.5 seconds
3.3 seconds
I I I pcph
0.87
96 pcph
87.6 %
1691 vph
7.0 seconds
3.4 seconds
88 pcph
0.81
0.85
0.71
62 pcph_
SHARED LANE CAPACITYAND LEVEL OFSERVICEANAL YSIS X indicates shared lanes
Shared
1 6TH
volume Capacity. .
Capacity DELAY
Levu " acrvwc
I�.eft Turn
21 j 64
344
23.2
D - Long Delays
E Through
7 96
344
23.2
D - Long Delays
Right Turn
166 1004
344
23.2
D - Long Delays
Shared
' 6TH 1
volume
capacity
t.apacjty
LL' LAY
Levu vt Service
Left Turn
84
62
110
361.1
F - Severe Congestion
Through
12
96
110
361.1
F - Severe Congestion
Right Turn
77
743
1110
361.1
F - Severe Congestion
Major Street Left Turns Volume
Capacity
DELAY
Level Of Service
S 336TH 31
459
8.4
B - Short Delays
S 336TH 57
i 867
4.4
A - Little Delay
Average Total Delay for the entire intersection: 32.6 seconds
Ave Delay
23.2 sec.
Ave Delay
361.1 s
Ave Delay
0.4 sec.
0.2 sec.
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 336TH STREET & 6TH AVENUE S
1999 PM PEAK HOUR WITHOUT PROJECT
INTERSECTION GEOMETRY
PREVAILING SPEED = 35 MPH
S = STOP CONTROL 6TH
Y = YIELD CONTROL
SIGHT DISTANCE O.K Grade =
SHARED LANES X X X 0 %
RADIUS < 50 ft I S S IS
NO ACCELERATION LANE I
LT SIGHT DISTANCE O.K
EXCLUSIVE LEFT LANE
S 336TH Grade = 0 %
NO RIGHT TURN LANE
NO RIGHT TURN STOP OR YIELD SIGN
Grade =
0%
LARGE POPULATION
VOLUME ADJUSTMENTS
WINUNSIG version 3.Ob
May 21, 1998 11:13 AM
E:\UNSIG3\336&6TH.INT
T
NO RIGHT TURN STOP OR YIELD SIGN
NO RIGHT TURN LANE
E— Grade = 0 % S 336TH
EXCLUSIVE LEFT LANE
(MULTI LANES)
LT SIGHT DISTANCE O.K.
T NO ACCELERATION LANE
S S S RADIUS < 50 ft
X X X SHARED LANES
SIGHT DISTANCE O.K.
6TH
S 336TH S 336TH 6TH 6TH
, 1pR th-, right t lPfl• thrr, right i 1Pfl thru right I left thru right I
UNADJUSTED VOLUMES
29
508 9
52
976
14
20
6
153
78
11
71
PEAK HOUR FACTORS
.90
.90 I .90
.90
.90
.90
.90
.90
.90
.90
.90
.90
PHF ADJUSTED VOLUMES
32
1564 1 10
58
1084
16
22
7
170
87
12
79
PCE ADJUSTED VOLUMES
32
1564 1 10
1 58
1084
16
22
7
1 170
87
12
79
VOLUMES IN PCPH
(PCE ADJUSTED VOLUMES)
AND
SATURATION VOLUMES
7
9
6TH
1 8
2 7
1�
�� 32
S 336TH SE 564 --�
1200 10
�2
NOTE:
2
Saturation Volumes are used
to calculate Probability of
Queue Free States when the
Major Street Left Turn Lane 6TH
is shared
"\—I
16 120D
F— 1094 1800 S 336TH
58
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 336TH STREET & 6TH AVENUE S
1999 PM PEAK HOUR WITHOUT PROJECT
CAPACITYANALYSIS
RIGHT TURN FROM.- 6TH
6771
Conflicting Flow:
287 vph
Critical Gap:
5.5 seconds
Headway Gap:
2.6 seconds
Potential Capacity:
990 pcph
Movement Capacity.
990 pcph
Probability of Queue Free State:
82.8 %
LEFT TURN FROM. S 336TH
S 336TH
Conflicting Flow:
574 vph
Critical Gap:
5.5 seconds
Headway Gap:
2.1 seconds
Potential Capacity:
843 pcph
Movement Capacity:
843 pcph
Probability of Queue Free State: (exclusive)
93.1 %
Probability of Queue Free State: (shared)
NA
THROUGH FROM: 6TH
67H
Conflicting Flow:
1759 vph
Critical Gap:
6.5 seconds
Headway Gap:
3.3 seconds
Potential Capacity:
102 pcph
Capacity Adjustment Factor due to lm*M1, Movements:
0.86
Movement Capacity.
88 pcph
Probability of Queue Free State:
92.0 %
LEFT TURN FROM. 6TH
6TH
x
x
x
x
A
Conflicting Flow-
1750 vph
Critical Gap:
7.0 seconds
Headway Gap:
3.4 seconds
Potential Capacity:
81 pcph
Major Left, Minor Throw Impedance Factor (p"):
0.75
Major Left, Minor Through, Adjusted Impedance Factor (p'): 0.80
Capacity Adjustment Factor due to Impeding Movements:
0.72
Movement Capacity:
58 pcph
SHARED LANE CAPACITY AND LEVEL OFSERVICEANAL YSIS
Shared
WWUNSIG version 3.Ob
May 21, 1998 11:13 AM
E:\UNSIG31336&6TH.INT
550 vph
5.5 seconds
2.6 seconds
729 pcph
729 pcph
89.2 %
1100 vph
5.5 seconds
2.1 seconds
440 pcpb
440 pcph
92.7 %
NA
1757 vph
6.5 seconds
3.3 seconds
102 pcph
0.86
88 pcph
86.4 %
1750 vph
7.0 seconds
3.4 seconds
81 pcph
0.79
0.84
0.70
56 pcph
X indicates shared lanes
6TH 1
Volume
Capacity i Capacity
VELAY
Level yr berwce
Left Turn
22
58
315
29.2
D - Long Delays
Through
7
88
315
29.2
D - Long Delays
Right Turn
170
990
315
E 29.2
D - Long Delays
Shared
6TH
Volume
Capacrt
LapaCTty
I LLLAIt
Level Vr aervlce
Left Turn
87
56
99
461.9
F - Severe Congestion
Through
12
88
99
461.9
F - Severe Congestion
Right Turn
79
729
99
461.9
F - Severe Congestion
Major Street Left Turns
! Volume
Capacity
DELAY
Level Of Service
S 336TH
32
440
8.8
B - Short Delays
S 336TH
58
843
4.6
A - Little Delay
Average Total Delay for the entire intersection: 41.4 seconds
Ave Delay
29.2 sec.
Ave Delay
461.9 -secJ
Ave Delay
0.5 sec.
0.2 sec.
_J
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 336TH STREET & 6TH AVENUE S
1999 PM PEAK HOUR WITH PROJECT
INTERSECTION GEOMETRY
PREVAILING SPEED = 35 MPH
S = STOP CONTROL
Y = YIELD CONTROL
6TH
SIGHT DISTANCE OK i Grade =
SHARED LANES X X X 0 %
RADIUS < 50 ft S S S
NO ACCELERATION LANE
LT SIGHT DISTANCE Q.K.
EXCLUSIVE LEFT LAR'E
S 336TH Grade = 0 %
NO RIGHT TURN LANE
NO RIGHT TURN STOP OR YIELD SIGN
Grade =
0%
[f LARGE POPULATION
VOLUMEADJUSTMENTS
S 336TH
WINUNSIG version 3.Ob
May 21, 1998 l 1:13 AM
E:\UNSIG3\336&6TH.INT
T
I NO RIGHT TURN STOP OR YIELD SIGN
Q NO RIGHT TURN LANE
E— Grade = 0 % S 336TH
EXCLUSIVE LEFT LANE
LT SIGHT DISTANCE O.K. (MULTI LANES)
T NO ACCELERATION LANE
S S S RADIUS < 50 ft
X X X SHARED LANES
SIGHT DISTANCE OK
6TH
S 336TH
6TH
6TH
left thru riot
left tbru nght
left thru n t
Len Inru ngot
UNADJUSTED VOLUMES
29 1508
9
56
976
14
20
6
158
78
11
71
PEAK HOUR FACTORS
.90 .90
.90
.90
.90
.90
.90
.90
.90
.90
.90
.90
PHF ADJUSTED VOLUMES
32 1564
10
62
11.1084
16
22
7
176
87
12
79
PCE ADJUSTED VOLUMES
32 564
10
62
11084
16
22
7
176
87
12
79
VOLUMES IN PCPR
(PCE ADJUSTED VOLUMES
AND
SATURATION VOLUMES
6TH
I
7 1 8
9 2 7
�- I <-
32
S 336TH 1 ROU 564 —�
1200 10
�v
NOTE:
Saturation Volumes are used
to calculate Probability of
Queue Free States when the
Major Street Left Tum Lane
is share&
T
2 7
11�
2 I7
16
6TH
62
S 336TH
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 336TH STREET & 6TH AVENUE S
1999 PM PEAK HOUR WITH PROJECT
CAPACITYANALYSIS
RIGHT TURN FROM: 6TH
67H
Conflicting Flow:
287 vph
Critical Gap:
5.5 seconds
Headway Gap:
2.6 seconds
Potential Capacity:
990 pcph
Movenient Capacity:
990 pcph
Probability of Queue Free State:
82.2 %
LEFT TURN FROM. S 336TH
S 3367H
Conflicting Flow:
574 vph
Critical Gap:
5.5 seconds
Headway Cap:
2.1 seconds
Potential Capacity:
843 pcph
Movement Capacity:
843 pcph
Probability of Queue Free State: (exclusive)
92.6 %
Probability of Queue Free State: (shared)
NA
THROUGH FROM: 6TH
6TH
Conflicting Flow:
1764 vph
Critical Gap:
6.5 seconds
Headway Gap:
3.3 seconds
Potential Capacity:
101 pcph
Capacity Adjustment Factor due to Impaftg Movements:
0.86
Movement Capacity:
87 pcph
Probability of Queue Free State:
92.0 %
LEFT TURN FROM: 6TH
6TH
R
x
x
Conflicting Flow:
1754 vph
Critical Gap:
7.0 seconds
Headway Gap:
3.4 seconds
Potential Capaciq':
80 pcph
Major Lela, Minor Through, Impedance Factor (p").
0.74
Major Left, Minor Through, Adjusted Impedance Factor (p'): 0.80
Capacity Adjustment Factor due to impeding Movements:
0.71
Movement Capacity:
57 pcph
SHARED LANE CAPACITYAND LEVEL OF SERVICE ANALYSIS
Shared
WINUNSIG version 3.Ob
May 21, 1998 11:13 AM
E:1UN S IG3\i 368t6TH.INT
550 vph
5.5 seconds
2.6 seconds
729 pcph
729 pcph
89.2 %
1100 vph
5.5 seconds
2.1 seconds
440 pcph
440 pcph
92.7 %
NA
1761 vph
6.5 seconds
3.3 seconds
102 pcph
0.86
87 pcph
86.3 %
1754 vph
7.0 seconds
3.4 seconds
80 pcph
0.79
0.84
0.69
55 pcph
X indicates shared lanes
6TH Volume
Capacity
Capacity
DELAY
Level yr bervice
Left Turn 22
57
319
29.6
D - Long Delays
Through 7
87
319
29.6
D - Long Delays
Right Turn 176
990
319
29.6
D - Long Delays
Shared
6TH iVolume
Capacity
Capxeity
DELAY
Lever yr bervice
Left Turn
87
55
98
476.2
F - Severe Congestion
Through
12
87
98
476.2
F - Severe Congestion
Right Turn
79
729
98
476.2
F - Severe Congestion
Major Street Left Turns
Volume
Capacity
DELAY j Level Of Service
S 336TH
32
440
8.8 B - Short Delays
S 336TH
62
843 4.6 A - Little Delay
Average Total Delay for the entire intersection: 42.5 seconds
Ave Delay
29.6 see.
Ave Delay
476.2 secJ
Ave Delay
0.5 sec.
0.2 sec.
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 338TH ST &. 1 ST AVENUE
1998 PEAK HOUR VOLUMES EXISTING
INTERSECTION GEOMETRY
S = STOP CONTROL
Y = YIELD CONTROL
PREVAILING SPEED = 25 MPH
<-- Grade = 0 %
(Multi LANES) IGHT DISTANCE OX
1ST AVE S �XCLUSIVE LEFT LANE
Grade = 0 % 1ST AVE S
NO RIGHT TURN LANE e_NO ACCEL. LANE
NO RIGHT TURN I S S RADIUS < 50 ft
STOP OR YIELD SIGN Gra e X SHARED LANES
X
ARGE 1
UPULATION
S 338TH ST
VOLUME ADJUSTMENTS
VOLUMES IN PCPH
(PCE ADJUSTED VOLUMES)
AND
SATURATION VOLUMES
V AiUNSIG version 3.Ob
May 21, 1998 10:59 AM
E:\UNSIG3\338& 1 STINT
E-- 1030 1800
1ST AVE S 92
606 1ST AVE S
18
9 6
1 2 NOTE:
Saturation Volumes are used
to calculate Probability of
Queue Free States when the
Major Street Left Tum Lane
is shared
S 338TH ST
1ST AVE S 1ST AVE S S 338TH ST
I thn, I riv t I left I thru I left I right
UNADJUSTED VOLUMES
545
16
82
927
81
55
PEAK HOUR FACTORS
.90
.90
.90
.90
.90
.90
PHF ADJUSTED VOLUMES
606
18
91
1030
90
61
PCE ADJUSTED VOLUMES
606
18
92
1030
91
62
CAPACITYANALYSIS
S 338TH ST LEFT TURN
Conflicting Flow:
1736 vph
Critical Gap:
6.5 seconds
Headway Gap:
3.4 seconds
Potential Capacity:
105 pcph
Capacity Adjustment Factor due to Impeding Movements:
0.89
Movement Capacity:
94 pcph
LEFT TURN FROM 1ST AVE S
Conflicting Flow:
Critical Gap:
Headway Gap:
Potential Capacity:
Movement Capacity:
Probability of Queue Free State:
Probability of Queue Free State:
623 vph
5.0 seconds
2.1 seconds
865 pcph
865 pcph
(exclusive) 89.4 %
(shared) NA
SHARED LANE CAPACITYAND LEVEL OFSERVICEANAL YSIS
C!L---.A
TURN
312 vph
5.5 seconds
2.6 seconds
963 pcph
963 pcph
X indicates shared lanes
Movements
Volume
Capacity
Capacity
DELAY
Level Of Service
Left From S 338TH ST
91
94
148
139.8
F -Severe Congestion
Right From S 338TH ST
62
963
148
139.8
F - Severe Congestion
Left From 1ST AVE S
92
865
-
4.7
A - Little Delay
Average Total Delay for the entire intersection: 11.5 seconds
Ave Dela
139.8 sec.
0.4 sec.
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
S 338TH ST & 1 ST AVENUE
1999 PEAK HOUR VOLUMES WITHOUT PROJECT
INTERSECTION GEOMETRY
S = STOP CONTROL
y = YIELD CONTROL
PREVAILING SPEED = 25 MPH
E-- Grade = 0 %
(Multi LANES) _SIGHT DISTANCE O.K
1ST AVE S XCLUSIVE LEFT LANE
Grade = 0 % 1ST AVE S
NO RIGHT TURN LANE erSHAURED
NO ACCEL. LANE
NO RIGHT TURN S S50 It
STOP OR YIELD SIGN Gr� e XANES
X
CILARGE
POPULATION
S 338TH ST
VOLUME ADJUSTMENTS
VOLUMES IN PCPH
(PCE ADJUSTED VOLUMES)
AND
SATURATION VOLUMES
1ST AVE S
633
18
WINUNSIG version 3.Ob
May 21, 1998 11:00 AM
E:1UN SIG31338& 1 ST.INT
F-- 1067 1800
94
1ST AVE S
9 6
3 3FsharecL
olumes are used
robability of
States x4m the
Left Tum Lane
S 338TH ST
1ST AVE S 1ST AVE S S 338TH ST
E An, I rialst J IPA f thrn 1 left i ri6l
UNADJUSTED VOLUMES
570
16
84
960
83
56
PEAK HOUR FACTORS
.90
.90
90
.90
.90
.90
PHF ADJUSTED VOLUMES
633
18
93
1067
92
62
PCE ADJUSTED VOLUMES
633
18
94
1067
93
63
CAPACITYANALYSIS
S 338TH ST LEFT TURN
Conflicting Flow:
1802 vph
Critical Gap:
6.5 seconds
Headway Gap:
3.4 seconds
Potential Capacity:
96 pcph
Capacity Adjustment Factor due to Impeding Movements:
0.89
Movement Capacity:
85 pcph
LEFT TURNFROM 1STAVE S
Conflicting Flow:
Critical Gap:
Headway Cap:
Potential Capacity:
Movement Capacity:
Probability of Queue Free State:
Probability of Queue Free State:
651 vph
5.0 seconds
2.1 seconds
839 pcph
839 pcph
(exclusive) 88.8 %
(shared) NA
SHARED LANE CAPACITYAND LEVEL OF SERVICE ANALYSIS
RIGHT TURN
326 vph
5.5 seconds
2.6 seconds
947 pcph
947 pcpb
X indicates shared lanes
Movements
Volume
Capacity
Gptiai y
DELAY
Level Of Service
Left From S 338TH ST
93
85
134
186.4
F - Severe Congestion
Right From S 338TH ST
63
947
134
186.4
F - Severe Congestion
Left From 1ST AVE S
94
839
-
4.8
A - Little Delay
Average Total Delay for the entire intersection: 15.0 seconds
Ave Dela
186.4 sec.
0.4 sec.
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTERSECTION ANALYSIS
VANUNSIG version 3.Ob
May 21, 1998 11:02 AM
E:\UNSIG3133 8& 1 ST.INT
S 338TH ST & 1ST AVENUE
1999 PEAK HOUR VOLUMES WITH PROJECT
INTERSECTION GEOMETRY
S = STOP CONTROL
Y = YIELD CONTROL
PREVAILING SPEED = 25 MPH
<-- Grade = 0 %
(Multi LANES) SIGHT DISTANCE O.K
1ST AVE S /EXCLUSIVE LEFT LANE
Grade = 0 % 1ST AVE S
.NO RIGHT TURN LANE rSH=RED
NO ACCEL. LANE
NO RIGHT TURN S S 50 ft
STOP OR YIELD SIGN ade% XLANES
X
LARGE
POPULATION
S 338TH ST
VOLUME ADJUSTMENTS
VOLUMES IN PCPH
(PCE ADJUSTED VOLUMES)
AND
SATURATION VOLUMES
1ST AVE S
633
22
F— 1067 F1800
95
1ST AVE S
1 6
0 4 NOTE:
0 Saturation Volumes are used
to calculate Probability of
Queue Free States when the
Major Street Left Turn Lane
is shared
S 338TH ST
1ST AVE S 1ST AVE S S 338TH ST
thru
right
left
thru
left
right
i UNADJUSTED VOLUMES
570
20
85
960
89
57
PEAK HOUR FACTORS
.90
.90
.90
.90
.90
.90
PHF ADJUSTED VOLUMES
633
22
94
1067
99
63
` PCE ADJUSTED VOLUMES
633
22
95
1067
100
64
CAPACITYANALYSIS
S 338TH ST LEFT TURN
Conflicting Flow:
Critical Gap:
Headway Gap:
Potential Capacity:
Capacity Adjustment Factor due to Impeding Movements:
Movement Capacity:
LEFT TURN FROM 1ST AVE S
Conflicting Flow:
Critical Gap:
Headway Gap:
Potential Capacity:
Movement Capacity:
Probability of Queue Free State:
Probability of Queue Free State:
1806 vph
6.5 seconds
3.4 seconds
95 pcph
0.89
84 pcph
656 vph
5.0 seconds
2.1 seconds
835 pcph
835 pcph
(exclusive) 88.6 %
(shared) NA
SHARED LANE CAPACITYAND LEVEL OFSERVICEANALYSIS
A
A
rr.. _J
RIGHT TURN
328 vph
5.5 seconds
2.6 seconds
945 pcph
945 pcph
X indicates shared lanes
Movements
Volume
I Capacity
Caipaaty
DELAY
I Level Of Service
Left From S 338TH ST
100
84
131
220.6
F - Severe Congestion
Right From S 338TH ST
64
945
131
220.6
F -Severe Congestion
Left From 1ST AVE S
95
835
-
4.9
A - Little Delay
Average Total Delay for the entire intersection: 18.5 seconds
Ave Della
220.E sec.
0.4 sec.
Heath and Associates, Inc.
1994 HCM UNSIGNALMD INTERSECTION ANALYSIS
WINUNSIG version 3.Ob
May 21, 1998 10:54 AM
EAUNSIG3\336&ENTRANT
S 338TH ST & EAST ENTRANCE
1999 PEAK HOUR VOLUMES WITH PROJECT
INTERSECTION GEOMETRY
S = STOP CONTROL
Y = YIELD CONTROL
PREVAILING SPEED = 25 MPH
E— Grade = 0 %
(2 LANES) IGHT DISTANCE O.K.
S 338TH ST HARED LEFT LANE
Grade = 0 % S 336TH ST
40 RIGHT TURN LANE �NO ACCEL. LANE
NO RIGHT TURN S S RADIUS < 50 ft
STOP OR YIELD SIGN Graad°ee X SHARED LANES
SIGHT DISTANCE O.K.
OLARGE
POPULATION
DRIVEWAY
VOLUMEADJUSTMENTS
VOLUMES IN PCPH
(PCE ADJUSTED VOLUMES)
AND
SATURATION VOLUM)rS
S 338TH ST
199 --->
6
F— 80 1800
4
�S 336TH ST
0 6
NOTE:
Saturation Volumes are used
to calculate Probability of
Queue Free States when the
Major Street Left Tum Lane
is shared -
DRIVEWAY
S 338TH ST S 336TH ST DRIVEWAY
i thn, f right f left I thin I left I rizh[
UNADJUSTED VOLUMES
179
5
4
72
0
5
l PEAK HOUR FACTORS
.90
.90
.90
.90
.90
.90
HF ADJUSTED VOLUMES
6
4
80
0
6
CE ADJUSTED VOLUMES
F�_p
�199
6
4
80
0
6
CAPACITYANALYSIS
DRIVEWAY LEFT TURN
Conflicting Flow:
286 vph
Critical Gap:
6.5 seconds
Hea&,a Gap:
3.4 seconds
Potential Capacity:
723 pcph
Capacity Adjustment Factor due to Impeding Movcmcnts:
1.00
Movement Capacity:
721 pcph
LEFT TURN FROM S 336771 ST
Conflicting Flow:
Critical Gap:
Hcadwary Gap:
Potential Capacity:
Movement Capacity:
Probability of Queue Free State:
Probability of Queue Free State:
204 vph
5.0 seconds
2.1 seconds
1370 pcph
1370 pcph
(exclusive) 99.7 %
(shared) 99.7 %
SHARED LANE CAPACITYAND LEVEL OFSERVICEANALYSIS
RIGHT TURN
202 vph
5.5 seconds
2.6 seconds
1094 pcph
1094 pcph
X indicates shared lanes
Movements
Volume
Capacity
I Capicity
DELAY
I Level Of Service
Left From DRIVEWAY
0
721
1094
3.3
A - Little Delay
Right From DRIVEWAY
6
1094
1094
3.3
A - Little Delay
Left From S 336TH ST
4
1370
-
2.6
A - Little Delay
Average Total Delay for the entire intersection: 0.1 seconds
Ave Dela
3.3 sec.
Q.1 sec.
Heath and Associates, Inc.
1994 HCM UNSIGNALIZED INTTERSECTION ANALYSIS
WINUNSIG version 3.0b
May 21, 1998 10:53 AM
E:\UNSIG3\336&ENTRINT
S 338TH ST & WEST ENTRANCE
1999 PEAK HOUR VOLUMES WITH PROJECT
INTERSECTION GEOMETRY
S = STOP CONTROL
Y = YIELD CONTROL
PREVAILING SPEED = 25 MPH
<_ Grade = 0 %
(2 LANES) IGHHAT DISTANCE O.K.
S 338TH ST RED LEFT LANE
Grade = 0 % — S 336TH ST
NO RIGHT TURN LANE � �NO ACCEL. LANE
NO RIGHT TURN Gr Is i S RADIUS < 50 ft
STOP OR YIELD SIGN Grade = I X X SHARED LANES
LARGE 0 % SIGHT DISTANCE OX_
POPULATION
DRIVEWAY
VOL UME ADJUSTMENTS
VOLUMES IN PCPH
(PCE ADJUSTED VOLUMES)
AND
+ SATURATION VOLUMES
S 338TH ST
111 -i
6
E— 154 1800
0
---
S 336TH ST
1 81 0
NOTE:
Saturation Volumes are used
to calculate Probability of
Queue Free States when the
Major Street Left Turn Lane
is shared.
DRIVEWAY
S 338TH ST S 336TH ST DRIVEWAY
thru 1 right
left
tiro
left
right
UNADJUSTED VOLUMES
12LL 5
0
139
7
0
PEAK HOUR FACTORS
.90 .90
.90
.90
.90
.90
PHF ADJUSTED VOLUMES
Ill 6
0
154
8
0
PCE ADJUSTED VOLUMES
111 6
0
154
8
0
CAPACITYANALYSIS
DRIVEWAY LEFT TURN
Conflicting Flow:
268 ,.ph
Critical Gap:
6.5 seconds
Headway Gap:
3.4 seconds
Potential Capacity:
740 pcpb
Capacity Adjustment Factor due to Impeding Movements:
1.00
Movement Capacity:
740 pcph
LEFT TURN FROM S 336TH ST
Conflicting Flow:
Critical Gap:
Headway Gap:
Potential Capacity:
Movement Capacity.
Probability of Queue Free State:
Probability of Queue Free State:
117 ,%Vh
5.0 seconds
2.1 seconds
1508 pcph
1508 pcph
(exclusive) 100.0 %
(shaved) 100.0 %
SHARED LANE CAPACITYAND LEVEL OFSERTICE ANALYSIS
RIGHT TURN
114 vph
5.5 seconds
2.6 seconds
1212 pcph
1212 pcph
X indicates shared lanes
Movements
Volume
Capacity I Capacity
DELAY
Level Of Service
Left From DRIVEWAY
8
7407 740
4.9
A -Little Delay
Right From DRIVEWAY
0
1212 740
4.9
A - Little Delay
j Left From S 336TH ST
0
1508 -
2.4
A - Little Delay
Average Total Delay for the entire intersection: 0.1 seconds
Ave Dela
4.9 sec..
0.0 9eC.