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HomeMy WebLinkAboutExhibit 09-02 Updated Traffic Impact Analysis dated May 15, 2025Technical Memorandum 719 2nd Avenue, Suite 200 • Seattle, WA 98104 | 206.394.3700 | Parametrix.com DATE: May 15, 2025 TO: Eric Kuzma, Jefferson County FROM: Emily Welter, PE SUBJECT: Mason Street Neighborhood Development Traffic Impact Analysis PROJECT NUMBER: 217-9085-002 PROJECT NAME: Mason Street Neighborhood Development Introduction This technical memorandum analyzes traffic impacts of the proposed Mason Street Neighborhood Development along Mason Street in Jefferson County, Washington. The proposed development is expected to generate more than 200 average daily trips and 25 peak hour trips, so a traffic impact analysis is required per the Jefferson County’s Traffic Impact Analysis Technically Complete Checklist. This traffic impact analysis documents the project background information, existing roadway conditions and traffic operations, project impact analysis, and potential mitigation. Project Information The Mason Street Neighborhood Development (project) will be an attractive and vibrant neighborhood, providing affordable homeownership opportunities in East Jefferson County, particularly for the local workforce. The physical design will offer a welcoming, walkable neighborhood emphasizing internal social interaction while enhancing connectivity for the surrounding community. The project includes the construction of 24 duplexes (48 units), 22 fourplexes (88 units), and two group home buildings. The duplexes and fourplexes will provide 136 dwelling units for affordable ownership. The two group home buildings will provide common living spaces and caregiving services with a total of 12 dwelling units. The expected opening year of the full site is 2031. The project is bound by Mason Street to the north and Cedar Avenue to the east. There are four site access points to the project site. There is an internal roadway that runs from the northwest corner of the site to the southeast corner of the site. This roadway will be used for emergency services, waste service, resident moves, and major deliveries but will not be used for daily traffic. Figure 1 shows the proposed project site layout. Study Area The study area for this project includes the following nine study intersections, as shown in Figure 2: 1. SR 19/Irondale Road 2. Patison Street/Irondale Road 3. Cedar Avenue/Mason Street 4. Cedar Avenue/SR 116 5. SR 19/SR 116 6. Site Access #1/Mason Street (new intersection) 7. Site Access #2 (Meg’s Way)/Mason Street 8. Site Access #3 (Sycamore Street)/Mason Street 9. Cedar Avenue/Site Access #4 Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 3 May 15, 2025 Figure 2. Study Area Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 4 May 15, 2025 Existing Conditions The Existing Conditions scenario represents Year 2024 conditions. The following sections summarize the existing roadway network characteristics, intersection and roadway segment traffic volumes, intersection and roadway segment traffic operations analysis, and safety analysis. Roadway Network The project site and study intersections are all located within the Port Hadlock-Irondale urban growth area (UGA). The classification and characteristics of the roadways within the study area are as follows:  SR 19 is a two-lane north-south highway with a two-way left-turn lane. It is classified as a rural minor arterial and is a designated Highway of Statewide Significance (HSS). The posted speed limit on SR 19 is 40 mph.  SR 116 is a two-lane rural major collector that intersects with SR 19 at the western terminus. The posted speed limit on SR 116 is 40 mph.  Irondale Road is a two-lane rural major collector that intersects with SR 19 at the western terminus. The posted speed limit on Irondale Road is 35 mph.  Cedar Avenue, Mason Street, and Patison Street are two-lane local roads. The posted speed limit on these roads is 25 mph. The three study intersections along SR 19 and SR 116 are under Washington State Department of Transportation (WSDOT) jurisdiction. The remaining study intersections are under Jefferson County jurisdiction. All study intersections are two-way stop-controlled (TWSC). There is an existing sidewalk on the west side of Cedar Avenue between Mason Street and the Jefferson County library access just north of SR 116. There are marked crosswalks at the future intersection of Cedar Avenue and Site Access #4 (intersection #9). There are existing bus stops for Jefferson Transit routes 1, 6B, and 7 located on both sides of Cedar Avenue north of SR 116. Traffic Volumes The study team met with Eric Kuzma at Jefferson County Public Works on October 9, 2024 to discuss methodology for this traffic impact analysis. Jefferson County confirmed the nine study intersections and the use of the weekday PM peak hour as the study period for the intersection traffic operations analysis. Existing intersection turning movement counts (TMCs) were collected on Tuesday, October 22nd, 2024, between 4 and 6 p.m. The nearby Chimacum Creek Primary School was in session for a full day. TMCs were collected for eight of the nine study intersections; the remaining study intersection (intersection #8) will be built as a part of the project. Based on the collected TMCs, the system peak hour for the study intersections is from 4 to 5 p.m. The collected intersection data is available in Attachment A. The County provided 24-hour tube counts along Cedar Avenue, Mason Street, and Patison Street that were collected in October 2024. There is additional annual average daily traffic (AADT) data available on the WSDOT Traffic Data Reporting System for SR 19 and SR 116. These two sets of data were used to develop Existing Conditions average daily traffic (ADT) volumes. Figure 3 shows the Existing Conditions PM peak hour intersection volumes and ADT along select roadway segments. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 5 May 15, 2025 Figure 3. Existing Conditions Traffic Volumes Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 6 May 15, 2025 Traffic Operations Analysis This section discusses the traffic operations analysis of the study intersections and select roadway segments. Intersection Traffic Operations Traffic operations are often measured by an approach called “intersection level of service (LOS).” LOS is a scale ranging from A to F, with LOS A representing the best conditions with minimal amount of delay and LOS F representing the worst conditions with severe congestion and delay. Table 1 the intersection LOS delay thresholds for signalized intersections and unsignalized intersections. At two- way or one-way stop-controlled intersections, LOS is calculated and reported based on the worst movement at the intersection. The LOS standards for HSS facilities are set by WSDOT, with the LOS standard for HSS facilities in urban areas being LOS D or better. HSS facilities are exempt from County concurrency requirements. For the remaining roadways within the study area, the Jefferson County LOS standard is LOS D for better on all roadway facilities within the Port Hadlock-Irondale UGA, per Jefferson County Comprehensive Plan Policy LU-P-33.6 (December 2018). Table 1. Highway Capacity Manual LOS Ratings LOS Average Delay (seconds/vehicle) Signalized Intersections Average Delay (seconds/vehicle) Unsignalized Intersections A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 Source: Highway Capacity Manual (6th Edition), Transportation Research Board, 2016. LOS = level of service Intersection volume-to-capacity (v/c) ratio is another measure of effectiveness and assesses performance by comparing the volume for each movement against the available lane capacity. Neither WSDOT nor Jefferson County has v/c ratio standards for two-way stop-controlled intersections. The study intersections were evaluated for the Existing Conditions PM peak hour traffic operations using Synchro 11. Synchro 11 is a macroscopic analysis and optimization software application that supports the methodology of the Transportation Research Board’s Highway Capacity Manual (6th Edition). The intersection traffic operations results, including LOS, delay, and v/c ratio, are summarized in Table 2 and shown in Figure 4. The Synchro reports are available in Attachment B. All study intersections except for the intersection of SR 19 and SR 116 (intersection #5) operate within LOS standards. The intersection of SR 19 and SR 116 (intersection #5) operates at LOS F with 97 seconds of delay for the westbound left-turn movement. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 7 May 15, 2025 Figure 4. Existing Conditions Intersection Level of Service – PM Peak Hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 8 May 15, 2025 Table 2. Existing Conditions Intersection Traffic Operations Results – PM Peak Hour ID Intersection Jurisdiction Control Type Delay (s) LOS v/c Ratio 1 SR 19/Irondale Road WSDOT TWSC 25 D 0.08 2 Patison Street/Irondale Road County TWSC 11 B 0.04 3 Cedar Avenue/Mason Street County TWSC 9 A 0.03 4 Cedar Avenue/SR 116 WSDOT TWSC 13 B 0.18 5 SR 19/SR 116 WSDOT TWSC 97 F 0.72 6 Site Access #1/Mason Street1 - - - - - 7 Site Access #2 (Meg’s Way)/Mason Street County TWSC 9 A 0.01 8 Site Access #3 (Sycamore Street)/Mason Street County TWSC 9 A 0.01 9 Cedar Avenue/Site Access #4 County TWSC 9 A 0.01 LOS = level of service; TWSC = two-way stop-controlled; v/c = volume-to-capacity 1 This intersection will be built with the project Roadway Segment Traffic Operations The segment of SR 19 between Irondale Road (intersection #1) and SR 116 (intersection #5) was analyzed for roadway segment LOS during the PM peak hour. The segment LOS analysis was completed using Highway Capacity Software (HCS) version 8.2 for two-lane highways. The WSDOT LOS standard for SR 19 in the study area is LOS D. The roadway segment analysis results for the Existing Conditions PM peak hour are shown in Table 3. HCS Reports are included in Attachment C. The segment of SR 19 operates within the LOS standard of LOS D or better. Table 3. Existing Conditions Roadway Segment Traffic Operations Results – PM Peak Hour Location Direction PM Peak Hour Volume (vph) Demand/Capacity LOS SR 19 between Irondale Road and SR 116 Northbound 460 0.30 C Southbound 590 0.40 D LOS = level of service; vph = vehicles per hour Safety Analysis Under 23 U.S. Code § 148 and 23 U.S. Code § 407, safety data, reports, surveys, schedules, lists compiled or collected for the purpose of identifying, evaluating, or planning the safety enhancement of potential crash sites, hazardous roadway conditions, or railway-highway crossings are not subject to discovery or admitted into evidence in a federal or state court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data. Crash data was collected from WSDOT for the most recent 5-year period (2019 to 2023) for all roadways within the study. A total of 40 crashes occurred in this area during the study period. The crash locations and crash severity are shown in Figure 5. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 9 May 15, 2025 Figure 5. Crash Locations (2019–2023) Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 10 May 15, 2025 Table 4 summarizes the crashes by severity for each intersection and segment within the study area. A total of 22 crashes occurred at intersections and 18 crashes occurred on roadway segments. No fatal crashes occurred in the study area during this time period, but there were two serious injury crashes that both occurred at the intersection of SR 19 and Irondale Road (intersection #1). One was an angle crash involving a speeding motorcyclist and the other was a head-on collision. Table 4. Total Crashes by Severity and Location (2019 to 2023) Location Fatal Serious Injury Minor Injury Possible Injury PDO Total Intersections 0 2 2 3 15 22 SR 19 & Irondale Road (#1) 0 2 0 0 5 7 SR 19 & W Patison Street 0 0 0 0 1 1 SR 19 & Kennedy Road 0 0 1 0 0 1 SR 19 & SR 116 (#5) 0 0 1 2 7 10 SR 116 & Hunt Road 0 0 0 1 0 1 SR 116 & Shotwell Place 0 0 0 0 1 1 Mason Street & Cedar Avenue (#3) 0 0 0 0 1 1 Segments 0 0 2 2 14 18 SR 19: Irondale Road to SR 116 0 0 1 2 6 9 Irondale Road: SR 19 to Patison Street 0 0 0 0 4 4 SR 116: SR 19 to Cedar Avenue 0 0 1 0 4 5 Total 0 2 4 5 29 40 PDO = property damage only Source: WSDOT 2024 Table 5 summarizes the total study area crashes by crash type and location. The majority of crashes were angle crashes (43%), followed by fixed object crashes (28%). The segment angle crashes all occurred at driveways. A utility pole was struck in over 63% of the fixed object crashes. No pedestrian- or bicycle-related crashes occurred in the study area during the study period. Table 5. Total Crashes by Crash Type and Location (2019 to 2023) Location Angle Fixed Object Rear End Animal Other Total Intersections 13 3 3 0 3 22 SR 19 & Irondale Road (#1) 5 0 1 0 1 7 SR 19 & W Patison Street 1 0 0 0 0 1 SR 19 & Kennedy Road 0 1 0 0 0 1 SR 19 & SR 116 (#5) 6 1 1 0 2 10 SR 116 & Hunt Road 0 0 1 0 0 1 SR 116 & Shotwell Place 1 0 0 0 0 1 Mason Street & Cedar Avenue (#3) 0 1 0 0 0 1 Segments 4 8 2 4 0 18 Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 11 May 15, 2025 Location Angle Fixed Object Rear End Animal Other Total SR 19: Irondale Road to SR 116 2 6 0 1 0 9 Irondale Road: SR 19 to Patison Street 0 1 1 2 0 4 SR 116: SR 19 to Cedar Avenue 2 1 1 1 0 5 Total 17 11 5 4 3 40 Source: WSDOT 2024 Future Without Project The expected opening year of the full site 2031. The Year 2031 Future Without Project scenario represents the expected roadway channelization and traffic operations in 2031 without the proposed Mason Street Neighborhood Development. This scenario serves as a baseline to compare the Year 2031 Future With Project scenario with. The following sections summarize the intersection and roadway segment traffic volumes and intersection and roadway segment traffic operations analysis. Roadway Network Per discussions with Jefferson County, there are no permitted or proposed developments or roadway projects in the study area. There is a planned extension of the Elsie Lopeman Trail south of SR 116 that would extend the existing sidewalk along the west side of Cedar Avenue to SR 116. Traffic Volume Forecasting The Year 2031 Future Without Project PM peak hour volumes were developed by applying a background growth rate and adding traffic generated from planned “pipeline” developments in the study area. A background growth rate of 4% per year was calculated by averaging annual growth rates from the following two sources. The average annual growth rate of 4% was confirmed by Jefferson County for use in this traffic impact analysis.  According to the WSDOT Traffic Data Reporting System, the 2023 annual growth rate for SR 19 near SR 116 was 3%.  According to the 2018 Jefferson County Comprehensive Plan, the average annual growth for ADTs along Cedar Avenue, Irondale Road, and Mason Street was 5%. Per discussions with Jefferson County, there are no permitted or proposed “pipeline” developments that would generate additional vehicle trips in the study area. The Year 2031 Future Without Project PM peak hour intersection volumes and ADT along select roadway segments were developed by applying a total growth rate of 28% to the Existing Conditions PM peak hour intersection and ADT volumes. Figure 6 shows the Year 2031 Future Without Project PM peak hour intersection volumes and ADT along select roadway segments. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 12 May 15, 2025 Figure 6. Year 2031 Future Without Project Traffic Volumes Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 13 May 15, 2025 Traffic Operations Analysis This section discusses the traffic operations analysis of the study intersections and select roadway segments. Intersection Traffic Operations The intersection traffic operations results for the Year 2031 Future Without Project PM peak hour are summarized in Table 6 and shown in Figure 7. The Synchro reports are available in Attachment B. The intersection of SR 19 and SR 116 (intersection #5) continues to operate at LOS F with 75 seconds of additional delay for the westbound left-turn movement compared with Existing Conditions. The intersection of SR 19 and Irondale Road (intersection #1) worsens from LOS D to LOS E. The remaining study intersections operate within LOS standards in the Year 2031 Future Without Project scenario. Table 6. Year 2031 Future Without Project Intersection Traffic Operations Results – PM Peak Hour ID Intersection Jurisdiction Control Type Delay (s) LOS v/c Ratio 1 SR 19/Irondale Road WSDOT TWSC 36 E 0.15 2 Patison Street/Irondale Road County TWSC 12 B 0.06 3 Cedar Avenue/Mason Stret County TWSC 9 A 0.03 4 Cedar Avenue/SR 116 WSDOT TWSC 14 B 0.22 5 SR 19/SR 116 WSDOT TWSC 172 F 0.97 6 Site Access #1/Mason Street - - - - - 7 Site Access #2 (Meg’s Way)/Mason Street County TWSC 9 A 0.01 8 Site Access #3 (Sycamore Street)/Mason Street County TWSC 9 A 0.01 9 Cedar Avenue/Site Access #4 County TWSC 9 A 0.01 LOS = level of service; TWSC = two-way stop-controlled; v/c = volume-to-capacity Roadway Segment Traffic Operations The roadway segment analysis results for the Year 2031 Future Without Project PM peak hour are shown in Table 8. HCS Reports are included in Attachment C. The segment of SR 19 between Irondale Road and SR 116 continues to operate within the LOS standard of LOS D or better, similar to Existing Conditions. Table 7. Year 2031 Future Without Project Roadway Segment Traffic Operations Results – PM Peak Hour Location Direction PM Peak Hour Volume (vph) Demand/Capacity LOS SR 19 between Irondale Road and SR 116 Northbound 590 0.35 C Southbound 755 0.46 D LOS = level of service; vph = vehicles per hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 14 May 15, 2025 Figure 7. Year 2031 Future Without Project Intersection Level of Service – PM Peak Hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 15 May 15, 2025 Future With Project The expected opening year of the full site 2031. The Year 2031 Future With Project scenario represents the expected roadway channelization and traffic operations in 2031 with the proposed Mason Street Neighborhood Development. The following sections summarize the project trip generation, intersection and roadway segment traffic volumes and intersection and roadway segment traffic operations analysis. Roadway Network The project would maintain the existing sidewalk on the west side of Cedar Avenue and construct a new sidewalk along the south side of Mason Street for the full length of the project. Trip Generation The Mason Street Neighborhood Development (project) includes the construction of 24 duplexes (48 units), 22 fourplexes (88 units), and two adult family home buildings. The duplexes and fourplexes will provide 136 dwelling units for affordable ownership. The two adult family home buildings will provide common living spaces and caregiving services with six dwelling units each for a total of 12 dwelling units. There are no age restrictions for residents and the residents are not expected to operate their own vehicles. Project trips for the development were estimated using methodologies established in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition (2022). The ITE land use (LU) codes of LU 215 Single-Family Attached Housing and LU 253 Congregate Care Facility were used to estimate trip generation for this project. LU 223 Affordable Housing was considered due to the inclusion of affordable duplexes and fourplexes, but LU 223 did not seem appropriate since it specifies multifamily housing that is rented, not owned. It is likely that the number of trips generated by the affordable duplexes and fourplexes in the Mason Street Neighborhood Development will be less than the trip generation estimates for LU 215. The estimated trip generation for 136 units of LU 215 and 12 units of LU 253 is a total of 1,012 daily trips and 80 weekday PM peak hour trips, with 47 inbound trips and 33 outbound trips. The trip generation calculations and LU code descriptions are included in Attachment D. Trip Distribution and Assignment The estimated trips generated from the proposed project were distributed and assigned to the roadway network based on existing travel patterns in the study area. Of the trips currently traveling to the study area, about 50% travel from SR 19 southbound and 50% travel from SR 19 northbound. Of the trips currently traveling from the study area, about 40% travel to SR 19 northbound and 60% travel to SR 19 southbound. Parking will be provided throughout the site, with about 25% located along the north side of the site along Mason Street, 20% located south of Site Access #2, 25% located south of Site Access #3, and 30% located west of Site Access #4. To be conservative, it is assumed that all of the generated trips will travel through one of the three site access locations. Figure 8 and Figure 9 show the trip distribution percentages used to assign the PM peak hour and daily project trips to the study intersections. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 16 May 15, 2025 Figure 8. Trip Distribution Percentages – Entering Trips Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 17 May 15, 2025 Figure 9. Trip Generation Distribution Percentages – Exiting Trips Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 18 May 15, 2025 The Year 2031 With Project PM peak hour intersection and ADT volumes were developed by adding the project trips to the Year 2031 Without Project PM peak hour intersection and ADT volumes. Figure 10 shows the Year 2031 With Project PM peak hour intersection volumes and ADT along select roadway segments. Traffic Operations Analysis This section discusses the traffic operations analysis of the study intersections and select roadway segments. Intersection Traffic Operations The intersection traffic operations results for the Year 2031 Future With Project PM peak hour are summarized and compared to the Year 2031 Future Without Project in Table 9. The Year 2031 Future With Project intersection traffic operations results are also shown in Figure 11. The Synchro reports are available in Attachment B. The Year 2031 Future With Project intersection operations are similar to the Year 2031 Future Without Project scenario. The intersection of SR 19 and Irondale Road (intersection #1) continues to operate at LOS E with a slight increase in delay. The intersection of SR 19 and SR 116 (intersection #5) continues to operate at LOS F with 84 seconds of additional delay for the westbound left-turn movement compared with the Year 2031 Future Without Project scenario. Roadway Segment Traffic Operations The roadway segment analysis results for the Year 2031 Future With Project PM peak hour are shown in Table 8. HCS Reports are included in Attachment C. The volumes are not expected to change along the segment of SR 19 between Irondale Road and SR 116 between the two Year 2031 scenarios, so the roadway segment results for the Year 2031 Future With Project PM peak hour are the same as the Year 2031 Future Without Project PM peak hour. The segment of SR 19 between Irondale Road and SR 116 continues to operate within the LOS standard of LOS D or better. Table 8. Year 2031 Future With Project Roadway Segment Traffic Operations Results – PM Peak Hour Location Direction PM Peak Hour Volume (vph) Demand/Capacity LOS SR 19 between Irondale Road and SR 116 Northbound 590 0.35 C Southbound 755 0.46 D LOS = level of service; vph = vehicles per hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 19 May 15, 2025 Figure 10. Year 2031 Future With Project Traffic Volumes Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 20 May 15, 2025 Table 9. Year 2031 Future Without and With Project Intersection Traffic Operations Results – PM Peak Hour ID Intersection Jurisdiction Control Type 2031 Without Project 2031 Future With Project Delay (s) LOS v/c Ratio Delay (s) LOS v/c Ratio 1 SR 19/Irondale Road WSDOT TWSC 36 E 0.15 39 E 0.16 2 Patison Street/Irondale Road County TWSC 12 B 0.06 12 B 0.09 3 Cedar Avenue/Mason Stret County TWSC 9 A 0.03 9 A 0.05 4 Cedar Avenue/SR 116 WSDOT TWSC 14 B 0.22 14 B 0.26 5 SR 19/SR 116 WSDOT TWSC 172 F 0.97 256 F 1.22 6 Site Access #1/Mason Street - - - - - 0 A 0.00 7 Site Access #2 (Meg’s Way)/Mason Street County TWSC 9 A 0.01 9 A 0.01 8 Site Access #3 (Sycamore Street)/Mason Street County TWSC 9 A 0.01 9 A 0.01 9 Cedar Avenue/Site Access #4 County TWSC 9 A 0.01 10 B 0.01 LOS = level of service; TWSC = two-way stop-controlled; v/c = volume-to-capacity Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 21 May 15, 2025 Figure 11. Year 2031 Future With Project Intersection Level of Service – PM Peak Hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 22 May 15, 2025 Mitigation This section summarizes the traffic impact analysis and discusses potential mitigation at intersections that are below LOS standards during the PM peak hour and site access intersections. The LOS standards for HSS facilities are set by WSDOT, with the LOS standard for HSS facilities in urban areas being LOS D or better. HSS facilities are exempt from County concurrency requirements. For the remaining roadways within the study area, the Jefferson County LOS standard is LOS D for better on all roadway facilities within the Port Hadlock-Irondale UGA, per Policy LU-P-33.6. Intersection #1: SR 19 and Irondale Road This intersection operates at LOS D today and will worsen to LOS E in the Year 2031 Future Without Project scenario. The project would add 37 trips to the intersection, or about 2% of the total entering volume in the Year 2031 Future Without Project scenario. With the addition of the project trips, this intersection will continue to operate at LOS E with 3 seconds of additional delay for the westbound left-turn movement. This intersection is exempt from County concurrency requirements and is expected to operate worse than LOS standards in the Year 2031 Future Without Project scenario. Mitigation due to the project is not required. Intersection #5: SR 19 and SR 116 This intersection operates at LOS F today and will continue to operate at LOS F in 2031 without the project. The project would add 44 trips to the intersection, or about 3% of the total entering volume in the Year 2031 Future Without Project scenario. With the addition of the project trips, this intersection will continue to operate at LOS F with 84 seconds of additional delay for the westbound left-turn movement. This intersection is exempt from County concurrency requirements and is expected to operate worse than LOS standards in the Year 2031 Future Without Project scenario. Mitigation due to the project is not required. Site Access Intersections All of the site access intersections are expected to operate at LOS B or better in the Year 2031 Future With Project scenario, within Jefferson County LOS standards. Mitigation is not required. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 22 December 3, 2024 Attachment A Traffic Counts www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00114000 0 0 Peak Hr 0 5 18 21 44 0 2 3 2 1 6 0 0Count Total 0 8 31 48 87 0 0 0 00010105:45 PM 0 0 3 5 8 0 0 0 0 0 0 0 5:30 PM 0 1 3 6 10 0 0 0 0 0 1 0 0 0 0 0 5:15 PM 0 0 1 7 8 0 1 0 1 1 2 0 0 0 0 0 5:00 PM 0 2 1 3 6 0 0 1 0 0 1 0 0 0 0 0 4:30 PM 0 1 4 5 10 0 0 0 0 0 1 0 0 0 9 17 0 EB WB NB SB Total East 4:45 PM 0 0 7 5 12 0 0 0 --4%HV%----- 0 0 4:15 PM 0 2 6 8 16 0 1 0 0 0 0 0 0 West North South 4:00 PM 0 2 6 0 0 422 43 0 232 570001701740 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 5%-1%3%-3%0%-3% Peak Hour All 0 0 0 322 0 0 788 62 0 0 2 19 0 44 00500162 0 1,458 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 36 0 430 1,101 0 2,739 0 275 1,30282603311700703000 48 127 0 291 1,401 5:45 PM 0 0 0 0 35 0 0 72 5 0 355 1,455 5:30 PM 0 0 0 0 0 4 0 103 2 0 57 149 00404000 53 148 0 381 1,458 5:15 PM 0 0 0 0 50 0 0 113 10 0 374 1,437 5:00 PM 0 0 0 0 0 7 0 120 13 0 54 149 00103700 58 134 0 345 0 4:45 PM 0 0 0 0 50 0 0 89 11 0 358 0 4:30 PM 0 0 0 0 0 3 0 100 9 0 67 139 00603700 60 138 0 360 0 4:15 PM 0 0 0 0 43 0 0 109 6 04:00 PM 0 0 0 0 0 4 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start 0 Irondale Rd SR-19 SR-19 15-min TotalUTLTTHRT SB 2.6%0.97 TOTAL 3.0%0.96 TH RTUTLTTHRTUTLT WB 2.6%0.84 NB 3.9%0.87 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB -- Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PMN SR-19 Irondale Rd Irondale RdSR-19SR-191,458TEV: 0.96PHF:5702328025960174 17 191 2750 43422465587010012 0 0 00 0project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 4 0201001Peak Hour 0 0 0 0 0 0 0 1 0 6 0Count Total 0 0 0 0 0 3 0 2 4100001 0 4 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 5:30 PM 0 0 0 0 0 0 1 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 1 0 2 4 2 5:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 4:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 4:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 44 0 Interval Start 0 Irondale Rd SR-19 SR-19 15-min Total Rolling One HourEastbound 16 2 0 2 19 0000500 7 41 0 87 0 Peak Hour 0 0 0 0 7 0 0 28 3 0Count Total 0 0 0 0 0 1 0 8 32300140000000 1 5 0 10 36 5:45 PM 0 0 0 0 1 0 0 3 0 0 8 36 5:30 PM 0 0 0 0 0 0 0 1 0 0 2 5 0000000 0 3 0 6 44 5:15 PM 0 0 0 0 2 0 0 1 0 0 12 55 5:00 PM 0 0 0 0 0 0 0 6 1 0 0 5 0000000 0 5 0 10 0 4:45 PM 0 0 0 0 1 0 0 4 0 0 16 0 4:30 PM 0 0 0 0 0 0 0 5 1 0 2 6 0000200 1 8 0 17 0 4:15 PM 0 0 0 0 1 0 0 5 1 0 TH RT 4:00 PM 0 0 0 0 0 1 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start 0 Irondale Rd SR-19 SR-19 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 2 0 0 4 0 1 0 8 3 WB 2.4%0.90 NB 0.0%0.50 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 0.8%0.95 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM UT LT TH RT Interval Start Irondale Rd Irondale Rd Patison St 0 15-min TotalUTLTTHRT SB -- TOTAL 1.4%0.95 TH RT 4:00 PM 0 0 59 5 0 5 39 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 5 41 0 0 2 0 0 0 112 0 4:15 PM 0 0 55 7 0 0 4 0 0 0 0 0 0 105 0 4:45 PM 0 0 52 5 0 0 6 0 6 0 113 0 4:30 PM 0 0 51 8 0 3 31 0 3 0 0 0 0 101 431 5:00 PM 0 0 44 9 0 2 44 0 1 0 0 0 00338002 0 1 35 0 0 4 0 0 0 102 421 5:15 PM 0 0 47 7 0 0 2 0 1 0 0 0 0 83 382 5:45 PM 0 0 35 2 0 0 1 0 2 0 96 404 5:30 PM 0 0 39 3 0 4 34 0 2 0 0 0 0 73 3540400000228002 Count Total 0 0 382 46 0 25 290 0 0 0 785 0 Peak Hour All 0 0 217 0 0 23 0 19 0 0 0 0 0 6 0200000 0 431 0 HV 0 0 2 0 0 2 14 0 10 0 0 02501614900 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----1%13%1%--0%-HV%--1%0%- 0 0 4:15 PM 1 3 0 0 4 0 2 1 0 0 1 1 0 West North South 4:00 PM 1 1 0 0 2 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 1 5:15 PM 2 0 0 0 2 0 1 0 0 0 1 0 3 0 0 0 5:00 PM 1 3 0 0 4 1 0 1 0 0 1 0 5:45 PM 1 0 0 0 1 0 0 1 0 0 0 0 5:30 PM 1 1 0 0 2 0 0 0 0 0 1 0 0 0 0 0 0000000 0 1 Peak Hr 2 4 0 0 6 0 4 5 0 0 6 4 3Count Total 7 8 0 0 15 1 0004300 0 0 002 2 0 00 3N Patison St Irondale Rd Irondale Rd Patison StIrondale Rd 431TEV: 0.95PHF: 149 16 165 2270 10142441025 217242 163 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Irondale Rd Irondale Rd Patison St 0 15-min Total Rolling One HourEastboundWestbound 0 0 0 2 0 4:15 PM 0 0 1 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 1 0 0 1 0 UT LT TH RT UT LT 4 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0012000 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8 5:15 PM 0 0 2 0 0 0 0 0 0 0 0 6 5:00 PM 0 0 1 0 0 0 3 0 0 0 0 0 0 2 6 5:30 PM 0 0 1 0 0 0 1 0 0 0 0 0 0000000 0 0 0 0 0 0 0 0 0 2 8 5:45 PM 0 0 0 1 0 0 0 0 0 0 1 9000000 0 0 0 15 0 Peak Hour 0 0 2 0 0 0 0 0 0 0Count Total 0 0 6 1 0 2 6 Westbound Northbound Southbound LT TH RT LT TH RT LT 6 0 Interval Start Irondale Rd Irondale Rd Patison St 0 15-min Total Rolling One HourEastbound 0 0 0 0 0 0022000 0 0 1 0 4:15 PM 0 0 0 2 0 1 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 4:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 1 0 0 0 0 1 4 4 5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 3 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 2000000 Count Total 0 1 0 2 3 0 0 0 0 4 0000000Peak Hour 0 0 0 2 2 0 0 0 0 6 0 project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 4 0 0 2 3 0 0 0 9 50101050 2 0 Peak Hr 3 0 1 1 5 0 0 0 1 0 1 0 7Count Total 3 0 3 2 8 0 0 0 00000005:45 PM 0 0 1 1 2 0 0 0 0 0 0 0 5:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 3 2 0 0 5:00 PM 0 0 1 0 1 0 0 0 1 0 1 0 0 0 0 0 4:30 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 -0%2%HV%-0%-19%- 2 0 4:15 PM 2 0 0 1 3 0 0 0 0 0 0 0 2 West North South 4:00 PM 0 0 0 0 31 42 0 0 0 331600000 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total ---3%0%4%--- Peak Hour All 0 5 0 0 0 57 86 0 0 0 0 1 0 5 0000010 1 128 0 HV 0 0 0 3 0 Count Total 0 6 0 36 0 0 0 0 58 4 247 0 25 1211300030000003 0 6 1 34 124 5:45 PM 0 0 0 6 0 0 6 16 0 0 25 124 5:30 PM 0 0 0 5 0 0 0 4 0 0 0 8 0000009 0 7 1 37 128 5:15 PM 0 0 0 4 0 0 7 16 0 0 28 126 5:00 PM 0 4 0 2 0 0 0 10 0 0 0 8 0000004 0 6 0 34 0 4:45 PM 0 1 0 5 0 0 14 10 0 0 29 0 4:30 PM 0 0 0 4 0 0 0 6 0 0 0 12 0000006 0 8 2 35 0 4:15 PM 0 0 0 5 0 0 8 11 0 04:00 PM 0 1 0 5 0 0 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Mason St 0 Cedar Ave Cedar Ave 15-min TotalUTLTTHRT SB 2.9%0.71 TOTAL 3.9%0.86 TH RTUTLTTHRTUTLT WB -- NB 1.4%0.76 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 14.3%0.88 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 0 0 00100 05 0N Cedar Ave Mason St Cedar AveCedar AveMason St 128TEV: 0.86PHF:1333447042317349016 521 32 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 0001000Peak Hour 0 0 0 0 0 0 0 0 0 1 0Count Total 0 0 0 0 0 0 0 1 0000000 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 1 1 5:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 5 0 Interval Start Mason St 0 Cedar Ave Cedar Ave 15-min Total Rolling One HourEastbound 1 0 0 0 1 0000000 0 2 0 8 0 Peak Hour 0 0 0 3 0 0 0 3 0 0Count Total 0 0 0 3 0 0 0 2 4100010000000 0 0 0 1 2 5:45 PM 0 0 0 0 0 0 0 1 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 5 5:15 PM 0 0 0 0 0 0 0 1 0 0 0 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 3 0 4:30 PM 0 0 0 1 0 0 0 0 0 0 0 1 0000000 0 0 0 0 0 4:15 PM 0 0 0 2 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Mason St 0 Cedar Ave Cedar Ave 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 0 0 0 0 0 0 0 1 10003001 1 0 Peak Hr 3 11 0 4 18 1 2 3 0 1 6 0 0Count Total 13 15 0 5 33 2 0 0 00100105:45 PM 2 2 0 1 5 0 0 0 0 0 0 0 5:30 PM 5 1 0 0 6 0 0 0 0 0 1 0 0 0 0 0 5:15 PM 2 1 0 0 3 1 0 0 0 1 1 0 0 0 0 0 5:00 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 2 1 0 1 4 0 0 0 0 0 2 0 0 0 0 1 1 EB WB NB SB Total East 4:45 PM 0 2 0 0 2 0 0 0 ---HV%-0%1%-0% 1 0 4:15 PM 1 7 0 3 11 0 2 0 0 0 1 0 0 West North South 4:00 PM 0 1 0 0 0 0 0 0 45 0010181670 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --7%-2%3%-6%1% Peak Hour All 0 36 217 117 0 0 0 0 0 0 3 0 1 18 01010000 45 592 0 HV 0 0 3 0 0 Count Total 0 92 427 0 1 0 335 78 0 82 1,132 0 116 54000040900331300 7 0 8 130 570 5:45 PM 0 11 46 0 16 0 0 0 0 0 140 567 5:30 PM 0 14 60 0 0 0 25 0 0 0 12 0 70043800 10 0 13 154 577 5:15 PM 0 11 59 0 13 0 0 0 0 0 146 592 5:00 PM 0 20 45 0 0 0 53 0 0 0 13 0 110044800 9 0 6 127 0 4:45 PM 0 17 53 0 22 0 0 0 0 0 150 0 4:30 PM 0 8 36 0 0 0 46 0 0 0 13 0 1400371500 10 0 14 169 0 4:15 PM 0 3 68 0 22 0 0 0 0 04:00 PM 0 8 60 0 1 0 54 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start SR-116 SR-116 0 Cedar Ave 15-min TotalUTLTTHRT SB 4.4%0.83 TOTAL 3.0%0.88 TH RTUTLTTHRTUTLT WB 4.4%0.81 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 1.2%0.89 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 1 0 002 0 1 00 0N Cedar Ave SR-116 SR-116Cedar AveSR-116 592TEV: 0.88PHF:454590103067 181 249 2631 217 36253 226 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 3 0200000Peak Hour 0 1 0 0 0 0 0 0 1 6 0Count Total 0 2 0 0 0 3 0 0 3000001 0 2 5:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 1 0 0 0 0 0 0 1 1 3 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 1 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 18 0 Interval Start SR-116 SR-116 0 Cedar Ave 15-min Total Rolling One HourEastbound 0 0 0 3 0 10010100 3 0 2 33 0 Peak Hour 0 0 3 0 1 0 0 0 0 0Count Total 0 3 10 0 0 0 14 5 15000001002000 0 0 0 6 12 5:45 PM 0 1 1 0 0 0 0 0 0 0 3 10 5:30 PM 0 0 5 0 0 0 1 0 0 0 0 0 0001000 0 0 0 1 18 5:15 PM 0 1 1 0 0 0 0 0 0 0 2 18 5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0002000 1 0 0 4 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 11 0 4:30 PM 0 0 2 0 0 0 1 0 0 0 2 0 1006100 0 0 0 1 0 4:15 PM 0 0 1 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 1 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start SR-116 SR-116 0 Cedar Ave 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00113000 0 0 Peak Hour 0 3 8 16 27 0 1 2 1 1 4 0 0Count Total 0 11 22 42 75 0 0 0 00100105:45 PM 0 3 4 4 11 0 0 0 0 0 0 0 5:30 PM 0 0 4 8 12 0 0 0 0 0 1 0 0 0 0 0 5:15 PM 0 0 1 2 3 0 1 0 1 1 2 0 0 0 0 0 5:00 PM 0 1 0 2 3 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 1 2 7 10 0 0 0 0 0 0 0 0 0 6 9 0 EB WB NB SB Total East 4:45 PM 0 1 5 5 11 0 0 0 -0%3%HV%-0%0%0%- 0 0 4:15 PM 0 5 3 8 16 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 3 1 1 293 68 0 187 433205901620 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%-2%3%-2%2%-1% Peak Hour All 0 1 1 283 0 1 555 149 0 0 4 12 0 27 0020080 0 1,207 0 HV 0 0 0 0 0 Count Total 0 1 1 4 0 128 0 370 814 1 2,307 0 268 1,102831604189001602300 45 94 0 248 1,187 5:45 PM 0 0 0 0 14 0 0 52 29 0 300 1,207 5:30 PM 0 0 0 0 0 14 0 66 17 0 60 102 001504000 50 102 0 286 1,190 5:15 PM 0 0 0 0 41 0 0 61 13 0 353 1,205 5:00 PM 0 0 0 1 0 18 0 103 27 0 45 125 001203900 32 104 0 268 0 4:45 PM 0 1 0 1 42 0 1 63 11 0 283 0 4:30 PM 0 0 1 0 0 14 0 65 20 0 48 100 101803100 49 98 0 301 0 4:15 PM 0 0 0 0 53 0 0 62 16 04:00 PM 0 0 0 2 0 21 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Charles St Ness' Corner Rd Rhody Dr Rhody Dr 15-min TotalUTLTTHRT Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM SB 2.6%0.91 TOTAL 2.2%0.85 TH RT WB 1.4%0.94 NB 2.2%0.70 Peak Hour: 4:30 PM 5:30 PM HV %:PHF EB 0.0%0.50 0 0 0 0010101 0 0 0 00 0N Rhody Dr Charles St Ness' Corner Rd Rhody DrCharles St Rhody Dr1,207TEV: 0.85PHF:04331876204560162 0 59 221 2560 68293136249402 1 1 4 1 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 1 0 0 0 0 0 0 0 1 000 0 0 1 000 0 0 2 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 3010001 4 00010 0 0 0 0 Peak Hour 1 0Count Total 0 410000000 0 3 5:45 PM 0 0 0 0 3 5:30 PM 1000000 2 2 5:15 PM 0 1 0 0 0 0 0 0 0 0 0 1 0 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 27 0 Interval Start Charles St Ness' Corner Rd Rhody Dr Rhody Dr 15-min Total Rolling One Hour 8 0 0 4 12 0010200 RTTHLT RTTHLTRT 11 31 0 75 0 Peak Hour 0 0 0 0 8 0 0 20 2 0Count Total 0 0 0 0 0 3 0 11 29400220020100 4 4 0 12 29 5:45 PM 0 0 0 0 0 0 0 3 1 0 3 27 5:30 PM 0 0 0 0 0 0 0 1 0 0 2 0 0000000 1 1 0 3 40 5:15 PM 0 0 0 0 1 0 0 0 0 0 11 46 5:00 PM 0 0 0 0 0 0 0 5 0 0 0 5 0000100 1 6 0 10 0 4:45 PM 0 0 0 0 0 0 0 2 0 0 16 0 4:30 PM 0 0 0 0 0 1 0 2 1 0 1 7 0000500 0 6 0 9 0 4:15 PM 0 0 0 0 0 0 0 3 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Charles St Ness' Corner Rd Rhody Dr Rhody Dr 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 1 0 1 2 00002000 1 0 Peak Hr 3 0 0 0 3 2 0 0 0 0 2 1 0Count Total 3 0 0 0 3 2 0 0 00000015:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 ---HV%--18%-- 0 0 4:15 PM 2 0 0 0 2 2 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 0 0 0 0 0 0 1 00002340 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-0%7%-0%0% Peak Hour All 0 0 17 6 0 0 0 0 0 0 0 0 0 3 0000000 1 46 0 HV 0 0 3 0 0 Count Total 0 0 32 0 0 0 39 3 0 1 81 0 7 35000100001000 1 0 0 9 37 5:45 PM 0 0 5 0 1 0 0 0 0 0 10 43 5:30 PM 0 0 4 0 0 0 3 0 0 0 0 0 0007100 0 0 0 9 42 5:15 PM 0 0 2 0 0 0 0 0 0 0 9 46 5:00 PM 0 0 4 0 0 0 5 0 0 0 0 0 0003000 0 0 0 15 0 4:45 PM 0 0 6 0 1 0 0 0 0 0 9 0 4:30 PM 0 0 3 0 0 0 11 0 0 0 0 0 0004100 1 0 1 13 0 4:15 PM 0 0 4 0 2 0 0 0 0 04:00 PM 0 0 4 0 0 0 5 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Mason St Mason St 0 Meg's Way 15-min TotalUTLTTHRT SB 0.0%0.25 TOTAL 6.5%0.77 TH RTUTLTTHRTUTLT WB 0.0%0.56 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 17.6%0.71 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 2 0 000 0 0 00 0N Meg's Way Mason St Mason StMeg's WayMason St 46TEV: 0.77PHF:112404 23 27 180 17 017 24 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 2 0000000Peak Hour 0 2 0 0 0 0 0 0 0 2 0Count Total 0 2 0 0 0 0 0 0 0000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 2 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 2 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 3 0 Interval Start Mason St Mason St 0 Meg's Way 15-min Total Rolling One HourEastbound 0 0 0 0 0 0000000 0 0 0 3 0 Peak Hour 0 0 3 0 0 0 0 0 0 0Count Total 0 0 3 0 0 0 0 0 0000000000000 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 3 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 0 4:15 PM 0 0 2 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Mason St Mason St 0 Meg's Way 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 1 0 0 1 00002000 0 0 Peak Hr 3 0 0 0 3 2 0 0 0 0 2 0 1Count Total 3 0 0 0 3 2 0 0 00000005:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 ---HV%--17%-- 0 0 4:15 PM 2 0 0 0 2 2 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 0 0 0 0 0 0 3 00002760 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%--6%-0%0% Peak Hour All 0 0 18 14 0 0 0 0 0 0 0 0 0 3 0000000 0 54 0 HV 0 0 3 0 0 Count Total 0 1 34 0 0 0 46 6 0 0 101 0 10 47000100002100 0 0 0 12 47 5:45 PM 0 1 5 0 3 0 0 0 0 0 13 53 5:30 PM 0 0 5 0 0 0 4 0 0 0 1 0 0008200 1 0 0 12 51 5:15 PM 0 0 2 0 2 0 0 0 0 0 10 54 5:00 PM 0 0 4 0 0 0 5 0 0 0 1 0 0003000 1 0 0 18 0 4:45 PM 0 0 6 0 2 0 0 0 0 0 11 0 4:30 PM 0 0 3 0 0 0 12 0 0 0 0 0 0005200 1 0 0 15 0 4:15 PM 0 0 4 0 2 0 0 0 0 04:00 PM 0 0 5 0 0 0 7 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Mason St Mason St 0 Sycamore St 15-min TotalUTLTTHRT SB 0.0%0.75 TOTAL 5.6%0.75 TH RTUTLTTHRTUTLT WB 0.0%0.59 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 16.7%0.75 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 0 2 000 0 0 00 0N Sycamore St Mason St Mason StSycamore StMason St 54TEV: 0.75PHF:033606 27 33 210 18 018 27 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 2 0000000Peak Hour 2 0 0 0 0 0 0 0 0 2 0Count Total 2 0 0 0 0 0 0 0 0000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 2 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 2 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 3 0 Interval Start Mason St Mason St 0 Sycamore St 15-min Total Rolling One HourEastbound 0 0 0 0 0 0000000 0 0 0 3 0 Peak Hour 0 0 3 0 0 0 0 0 0 0Count Total 0 0 3 0 0 0 0 0 0000000000000 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 3 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 0 4:15 PM 0 0 2 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Mason St Mason St 0 Sycamore St 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00101000 0 0 Peak Hr 0 0 1 1 2 0 0 0 1 0 1 0 0Count Total 0 0 3 5 8 0 0 0 00000005:45 PM 0 0 1 1 2 0 0 0 0 0 0 0 5:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 1 0 1 0 0 0 1 0 1 0 0 0 0 0 4:30 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 --1%HV%----- 0 0 4:15 PM 0 0 0 3 3 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 0 0 0 81 3 0 0 49004000 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%--2%-1%0%-- Peak Hour All 0 0 0 1 0 0 155 5 0 0 0 1 0 2 0000010 0 137 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 5 0 0 100 0 266 0 29 13315200100010100 0 10 0 34 135 5:45 PM 0 0 0 0 0 0 0 24 0 0 31 137 5:30 PM 0 0 0 0 0 0 0 15 1 0 0 15 0000000 0 10 0 39 136 5:15 PM 0 0 0 0 0 0 0 25 2 0 31 133 5:00 PM 0 0 0 0 0 2 0 17 0 0 0 13 0010000 0 11 0 36 0 4:45 PM 0 0 0 0 0 0 0 24 0 0 30 0 4:30 PM 0 0 0 0 0 1 0 13 0 0 0 17 0000000 0 14 0 36 0 4:15 PM 0 0 0 0 0 0 0 22 0 04:00 PM 0 0 0 0 0 0 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start 0 Driveway Cedar Ave Cedar Ave 15-min TotalUTLTTHRT SB 2.0%0.82 TOTAL 1.5%0.88 TH RTUTLTTHRTUTLT WB 0.0%0.50 NB 1.2%0.78 Peak Hour: 4:30 PM 5:30 PM HV %:PHF EB -- Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PMN Cedar Ave Driveway DrivewayCedar AveCedar Ave137TEV: 0.88PHF:490498100 4 4 30 3818453000010 0 0 00 0project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 0001000Peak Hour 0 0 0 0 0 0 0 0 0 1 0Count Total 0 0 0 0 0 0 0 1 0000000 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 1 1 5:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 2 0 Interval Start 0 Driveway Cedar Ave Cedar Ave 15-min Total Rolling One HourEastbound 1 0 0 0 1 0000000 0 5 0 8 0 Peak Hour 0 0 0 0 0 0 0 3 0 0Count Total 0 0 0 0 0 0 0 2 4100010000000 0 0 0 1 2 5:45 PM 0 0 0 0 0 0 0 1 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 5 5:15 PM 0 0 0 0 0 0 0 1 0 0 0 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 1 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 3 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 3 0000000 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start 0 Driveway Cedar Ave Cedar Ave 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 23 December 3, 2024 Attachment B Synchro Reports Existing PM Peak Hour 1: SR 19 & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 3.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 15 165 420 40 240 560 Future Vol, veh/h 15 165 420 40 240 560 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 125 0 - - 350 - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 3 3 5 5 3 3 Mvmt Flow 16 172 438 42 250 583 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1542 459 0 0 480 0 Stage 1 459 - - - - - Stage 2 1083 - - - - - Critical Hdwy 6.43 6.23 - - 4.13 - Critical Hdwy Stg 1 5.43 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.527 3.327 - - 2.227 - Pot Cap-1 Maneuver 126 600 - - 1077 - Stage 1 634 - - - - - Stage 2 323 - - - - - Platoon blocked, %- -- Mov Cap-1 Maneuver 97 600 - - 1077 - Mov Cap-2 Maneuver 196 - - - - - Stage 1 634 - - - - - Stage 2 248 - - - - - Approach WB NB SB HCM Control Delay, s 14.4 0 2.8 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h)- - 196 600 1077 - HCM Lane V/C Ratio - - 0.08 0.286 0.232 - HCM Control Delay (s) - - 25 13.4 9.3 - HCM Lane LOS - - D B A - HCM 95th %tile Q(veh) - - 0.3 1.2 0.9 - Existing PM Peak Hour 2: Patison Street & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 0.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 215 25 15 150 15 10 Future Vol, veh/h 215 25 15 150 15 10 Conflicting Peds, #/hr 0 0 0 0 0 3 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 1 1 2 2 0 0 Mvmt Flow 226 26 16 158 16 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 252 0 429 242 Stage 1 - - - - 239 - Stage 2 - - - - 190 - Critical Hdwy - - 4.12 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.218 - 3.5 3.3 Pot Cap-1 Maneuver - - 1313 - 587 802 Stage 1 - - - - 805 - Stage 2 - - - - 847 - Platoon blocked, % - -- Mov Cap-1 Maneuver - - 1313 - 579 800 Mov Cap-2 Maneuver - - - - 579 - Stage 1 - - - - 805 - Stage 2 - - - - 836 - Approach EB WB NB HCM Control Delay, s 0 0.7 10.8 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)651 - - 1313 - HCM Lane V/C Ratio 0.04 - - 0.012 - HCM Control Delay (s) 10.8 - - 7.8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - Existing PM Peak Hour 3: Cedar Avenue & Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 5 20 35 40 35 5 Future Vol, veh/h 5 20 35 40 35 5 Conflicting Peds, #/hr 2 0 4 0 0 4 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 14 14 0 0 3 3 Mvmt Flow 6 22 39 44 39 6 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 170 46 49 0 - 0 Stage 1 46 - - - - - Stage 2 124 - - - - - Critical Hdwy 6.54 6.34 4.1 - - - Critical Hdwy Stg 1 5.54 - - - - - Critical Hdwy Stg 2 5.54 - - - - - Follow-up Hdwy 3.626 3.426 2.2 - - - Pot Cap-1 Maneuver 793 990 1571 - - - Stage 1 947 - - - - - Stage 2 873 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 766 986 1565 - - - Mov Cap-2 Maneuver 766 - - - - - Stage 1 919 - - - - - Stage 2 870 - - - - - Approach EB NB SB HCM Control Delay, s 9 3.4 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)1565 - 932 - - HCM Lane V/C Ratio 0.025 - 0.03 - - HCM Control Delay (s) 7.4 0 9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0.1 - 0.1 - - Existing PM Peak Hour 4: Ness Corner Road (SR 116) & Cedar Avenue Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 35 220 180 65 45 45 Future Vol, veh/h 35 220 180 65 45 45 Conflicting Peds, #/hr 1 0 0 1 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 1 1 4 4 4 4 Mvmt Flow 40 250 205 74 51 51 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 280 0 - 0 573 243 Stage 1 - - - - 243 - Stage 2 - - - - 330 - Critical Hdwy 4.11 - - - 6.44 6.24 Critical Hdwy Stg 1 - - - - 5.44 - Critical Hdwy Stg 2 - - - - 5.44 - Follow-up Hdwy 2.209 - - - 3.536 3.336 Pot Cap-1 Maneuver 1288 - - - 478 791 Stage 1 - - - - 793 - Stage 2 - - - - 724 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1287 - - - 460 790 Mov Cap-2 Maneuver - - - - 460 - Stage 1 - - - - 764 - Stage 2 - - - - 723 - Approach EB WB SB HCM Control Delay, s 1.1 0 12.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1287 - - - 581 HCM Lane V/C Ratio 0.031 - - - 0.176 HCM Control Delay (s) 7.9 0 - - 12.5 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.6 Existing PM Peak Hour 5: SR 19 & Charles Street/Ness Corner Road (SR 116) Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 8.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 5 65 0 160 5 295 75 175 425 5 Future Vol, veh/h 5 5 5 65 0 160 5 295 75 175 425 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - 150 - 0 - - - 150 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 0 0 0 3 3 3 4 4 4 4 4 4 Mvmt Flow 6 6 6 76 0 188 6 347 88 206 500 6 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1412 1362 503 1324 - 391 506 0 0 435 0 0 Stage 1 915 915 - 403 - - - - - - - - Stage 2 497 447 - 921 - - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.13 - 6.23 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.1 5.5 - 6.13 - - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.13 - - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.527 - 3.327 2.236 - - 2.236 - - Pot Cap-1 Maneuver 117 149 573 132 0 655 1049 - - 1114 - - Stage 1 329 354 - 622 0 - - - - - - - Stage 2 559 577 - 323 0 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 71 120 573 107 - 655 1049 - - 1114 - - Mov Cap-2 Maneuver 71 120 - 107 - - - - - - - - Stage 1 326 289 - 617 - - - - - - - - Stage 2 395 572 - 255 - - - - - - - - Approach EB WB NB SB HCM Control Delay, s 38.8 37 0.1 2.6 HCM LOS E E Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1049 - - 124 107 655 1114 - - HCM Lane V/C Ratio 0.006 - - 0.142 0.715 0.287 0.185 - - HCM Control Delay (s) 8.5 0 - 38.8 96.7 12.7 9 - - HCM Lane LOS A A - E F B A - - HCM 95th %tile Q(veh) 0 - - 0.5 3.8 1.2 0.7 - - Existing PM Peak Hour 7: Mason Street & Meg's Way Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 15 25 5 5 5 Future Vol, veh/h 0 15 25 5 5 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 18 18 0 0 0 0 Mvmt Flow 0 19 31 6 6 6 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 37 0 - 0 53 34 Stage 1 - - - - 34 - Stage 2 - - - - 19 - Critical Hdwy 4.28 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.362 - - - 3.5 3.3 Pot Cap-1 Maneuver 1476 - - - 960 1045 Stage 1 - - - - 994 - Stage 2 - - - - 1009 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1476 - - - 960 1045 Mov Cap-2 Maneuver - - - - 960 - Stage 1 - - - - 994 - Stage 2 - - - - 1009 - Approach EB WB SB HCM Control Delay, s 0 0 8.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1476 - - - 1001 HCM Lane V/C Ratio - - - - 0.012 HCM Control Delay (s) 0 - - - 8.6 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 Existing PM Peak Hour 8: Mason Street & Sycamore Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 20 30 10 5 0 Future Vol, veh/h 0 20 30 10 5 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 17 17 0 0 0 0 Mvmt Flow 0 25 38 13 6 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 51 0 - 0 70 45 Stage 1 - - - - 45 - Stage 2 - - - - 25 - Critical Hdwy 4.27 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.353 - - - 3.5 3.3 Pot Cap-1 Maneuver 1464 - - - 939 1031 Stage 1 - - - - 983 - Stage 2 - - - - 1003 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1464 - - - 939 1031 Mov Cap-2 Maneuver - - - - 939 - Stage 1 - - - - 983 - Stage 2 - - - - 1003 - Approach EB WB SB HCM Control Delay, s 0 0 8.9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1464 - - - 939 HCM Lane V/C Ratio - - - - 0.007 HCM Control Delay (s) 0 - - - 8.9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 Existing PM Peak Hour 9: Cedar Avenue & Driveway Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 5 0 75 5 0 55 Future Vol, veh/h 5 0 75 5 0 55 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 7 7 Mvmt Flow 5 0 82 5 0 60 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 145 85 0 0 87 0 Stage 1 85 - - - - - Stage 2 60 - - - - - Critical Hdwy 6.4 6.2 - - 4.17 - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 - - 2.263 - Pot Cap-1 Maneuver 852 980 - - 1478 - Stage 1 943 - - - - - Stage 2 968 - - - - - Platoon blocked, %- -- Mov Cap-1 Maneuver 852 980 - - 1478 - Mov Cap-2 Maneuver 852 - - - - - Stage 1 943 - - - - - Stage 2 968 - - - - - Approach WB NB SB HCM Control Delay, s 9.3 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 852 1478 - HCM Lane V/C Ratio - - 0.006 - - HCM Control Delay (s) - - 9.3 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - 0 0 - Year 2031 Future Without Project PM Peak Hour 1: SR 19 & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 20 210 540 50 305 715 Future Vol, veh/h 20 210 540 50 305 715 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 125 0 - - 350 - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 3 3 5 5 3 3 Mvmt Flow 20 210 540 50 305 715 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1890 565 0 0 590 0 Stage 1 565 - - - - - Stage 2 1325 - - - - - Critical Hdwy 6.43 6.23 - - 4.13 - Critical Hdwy Stg 1 5.43 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.527 3.327 - - 2.227 - Pot Cap-1 Maneuver 77 522 - - 981 - Stage 1 567 - - - - - Stage 2 247 - - - - - Platoon blocked, %- -- Mov Cap-1 Maneuver 53 522 - - 981 - Mov Cap-2 Maneuver 135 - - - - - Stage 1 567 - - - - - Stage 2 170 - - - - - Approach WB NB SB HCM Control Delay, s 18.2 0 3.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h)- - 135 522 981 - HCM Lane V/C Ratio - - 0.148 0.402 0.311 - HCM Control Delay (s) - - 36.3 16.5 10.3 - HCM Lane LOS - - E C B - HCM 95th %tile Q(veh) - - 0.5 1.9 1.3 - Year 2031 Future Without Project PM Peak Hour 2: Patison Street & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 275 30 20 190 20 15 Future Vol, veh/h 275 30 20 190 20 15 Conflicting Peds, #/hr 0 0 0 0 0 3 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 1 1 2 2 0 0 Mvmt Flow 275 30 20 190 20 15 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 305 0 520 293 Stage 1 - - - - 290 - Stage 2 - - - - 230 - Critical Hdwy - - 4.12 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.218 - 3.5 3.3 Pot Cap-1 Maneuver - - 1256 - 520 751 Stage 1 - - - - 764 - Stage 2 - - - - 813 - Platoon blocked, % - -- Mov Cap-1 Maneuver - - 1256 - 511 749 Mov Cap-2 Maneuver - - - - 511 - Stage 1 - - - - 764 - Stage 2 - - - - 798 - Approach EB WB NB HCM Control Delay, s 0 0.8 11.5 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)592 - - 1256 - HCM Lane V/C Ratio 0.059 - - 0.016 - HCM Control Delay (s) 11.5 - - 7.9 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0 - Year 2031 Future Without Project PM Peak Hour 3: Cedar Avenue & Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 5 25 45 50 45 5 Future Vol, veh/h 5 25 45 50 45 5 Conflicting Peds, #/hr 2 0 4 0 0 4 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 14 14 0 0 3 3 Mvmt Flow 5 25 45 50 45 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 194 52 54 0 - 0 Stage 1 52 - - - - - Stage 2 142 - - - - - Critical Hdwy 6.54 6.34 4.1 - - - Critical Hdwy Stg 1 5.54 - - - - - Critical Hdwy Stg 2 5.54 - - - - - Follow-up Hdwy 3.626 3.426 2.2 - - - Pot Cap-1 Maneuver 768 983 1564 - - - Stage 1 941 - - - - - Stage 2 856 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 739 979 1558 - - - Mov Cap-2 Maneuver 739 - - - - - Stage 1 909 - - - - - Stage 2 853 - - - - - Approach EB NB SB HCM Control Delay, s 9 3.5 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)1558 - 929 - - HCM Lane V/C Ratio 0.029 - 0.032 - - HCM Control Delay (s) 7.4 0 9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0.1 - 0.1 - - Year 2031 Future Without Project PM Peak Hour4: Ness Corner Road (SR 116) & Cedar Avenue Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 2.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 45 280 230 85 60 60 Future Vol, veh/h 45 280 230 85 60 60 Conflicting Peds, #/hr 1 0 0 1 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 1 1 4 4 4 4 Mvmt Flow 45 280 230 85 60 60 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 316 0 - 0 644 274 Stage 1 - - - - 274 - Stage 2 - - - - 370 - Critical Hdwy 4.11 - - - 6.44 6.24 Critical Hdwy Stg 1 - - - - 5.44 - Critical Hdwy Stg 2 - - - - 5.44 - Follow-up Hdwy 2.209 - - - 3.536 3.336 Pot Cap-1 Maneuver 1250 - - - 434 760 Stage 1 - - - - 768 - Stage 2 - - - - 694 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1249 - - - 414 759 Mov Cap-2 Maneuver - - - - 414 - Stage 1 - - - - 734 - Stage 2 - - - - 693 - Approach EB WB SB HCM Control Delay, s 1.1 0 13.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1249 - - - 536 HCM Lane V/C Ratio 0.036 - - - 0.224 HCM Control Delay (s) 8 0 - - 13.6 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.9 Year 2031 Future Without Project PM Peak Hour5: SR 19 & Charles Street/Ness Corner Road (SR 116) Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 5 85 0 205 5 380 95 225 545 5 Future Vol, veh/h 5 5 5 85 0 205 5 380 95 225 545 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - 150 - 0 - - - 150 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 0 0 0 3 3 3 4 4 4 4 4 4 Mvmt Flow 5 5 5 85 0 205 5 380 95 225 545 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1538 1483 548 1441 - 428 550 0 0 475 0 0 Stage 1 998 998 - 438 - - - - - - - - Stage 2 540 485 - 1003 - - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.13 - 6.23 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.1 5.5 - 6.13 - - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.13 - - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.527 - 3.327 2.236 - - 2.236 - - Pot Cap-1 Maneuver 95 126 540 110 0 625 1010 - - 1077 - - Stage 1 296 324 - 595 0 - - - - - - - Stage 2 530 555 - 291 0 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 53 99 540 88 - 625 1010 - - 1077 - - Mov Cap-2 Maneuver 53 99 - 88 - - - - - - - - Stage 1 294 256 - 591 - - - - - - - - Stage 2 354 551 - 224 - - - - - - - - Approach EB WB NB SB HCM Control Delay, s 48.8 59.9 0.1 2.7 HCM LOS E F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1010 - - 97 88 625 1077 - - HCM Lane V/C Ratio 0.005 - - 0.155 0.966 0.328 0.209 - - HCM Control Delay (s) 8.6 0 - 48.8 171.8 13.5 9.2 - - HCM Lane LOS A A - E F B A - - HCM 95th %tile Q(veh) 0 - - 0.5 5.5 1.4 0.8 - - Year 2031 Future Without Project PM Peak Hour 7: Mason Street & Meg's Way Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 1.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 20 35 5 5 5 Future Vol, veh/h 0 20 35 5 5 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 18 18 0 0 0 0 Mvmt Flow 0 20 35 5 5 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 40 0 - 0 58 38 Stage 1 - - - - 38 - Stage 2 - - - - 20 - Critical Hdwy 4.28 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.362 - - - 3.5 3.3 Pot Cap-1 Maneuver 1473 - - - 954 1040 Stage 1 - - - - 990 - Stage 2 - - - - 1008 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1473 - - - 954 1040 Mov Cap-2 Maneuver - - - - 954 - Stage 1 - - - - 990 - Stage 2 - - - - 1008 - Approach EB WB SB HCM Control Delay, s 0 0 8.7 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1473 - - - 995 HCM Lane V/C Ratio - - - - 0.01 HCM Control Delay (s) 0 - - - 8.7 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 Year 2031 Future Without Project PM Peak Hour 8: Mason Street & Sycamore Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 0.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 25 40 10 5 0 Future Vol, veh/h 0 25 40 10 5 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 17 17 0 0 0 0 Mvmt Flow 0 25 40 10 5 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 50 0 - 0 70 45 Stage 1 - - - - 45 - Stage 2 - - - - 25 - Critical Hdwy 4.27 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.353 - - - 3.5 3.3 Pot Cap-1 Maneuver 1466 - - - 939 1031 Stage 1 - - - - 983 - Stage 2 - - - - 1003 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1466 - - - 939 1031 Mov Cap-2 Maneuver - - - - 939 - Stage 1 - - - - 983 - Stage 2 - - - - 1003 - Approach EB WB SB HCM Control Delay, s 0 0 8.9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1466 - - - 939 HCM Lane V/C Ratio - - - - 0.005 HCM Control Delay (s) 0 - - - 8.9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 Year 2031 Future Without Project PM Peak Hour 9: Cedar Avenue & Driveway Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 5 0 95 5 0 70 Future Vol, veh/h 5 0 95 5 0 70 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 0 0 0 0 7 7 Mvmt Flow 5 0 95 5 0 70 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 168 98 0 0 100 0 Stage 1 98 - - - - - Stage 2 70 - - - - - Critical Hdwy 6.4 6.2 - - 4.17 - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 - - 2.263 - Pot Cap-1 Maneuver 827 963 - - 1462 - Stage 1 931 - - - - - Stage 2 958 - - - - - Platoon blocked, %- -- Mov Cap-1 Maneuver 827 963 - - 1462 - Mov Cap-2 Maneuver 827 - - - - - Stage 1 931 - - - - - Stage 2 958 - - - - - Approach WB NB SB HCM Control Delay, s 9.4 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 827 1462 - HCM Lane V/C Ratio - - 0.006 - - HCM Control Delay (s) - - 9.4 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - 0 0 - Year 2031 Future With Project PM Peak Hour 1: SR 19 & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 4.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 20 223 540 50 329 715 Future Vol, veh/h 20 223 540 50 329 715 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 125 0 - - 350 - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 3 3 5 5 3 3 Mvmt Flow 20 223 540 50 329 715 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1938 565 0 0 590 0 Stage 1 565 - - - - - Stage 2 1373 - - - - - Critical Hdwy 6.43 6.23 - - 4.13 - Critical Hdwy Stg 1 5.43 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.527 3.327 - - 2.227 - Pot Cap-1 Maneuver 72 522 - - 981 - Stage 1 567 - - - - - Stage 2 234 - - - - - Platoon blocked, %- -- Mov Cap-1 Maneuver 48 522 - - 981 - Mov Cap-2 Maneuver 125 - - - - - Stage 1 567 - - - - - Stage 2 156 - - - - - Approach WB NB SB HCM Control Delay, s 18.7 0 3.3 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h)- - 125 522 981 - HCM Lane V/C Ratio - - 0.16 0.427 0.335 - HCM Control Delay (s) - - 39.2 16.9 10.5 - HCM Lane LOS - - E C B - HCM 95th %tile Q(veh) - - 0.5 2.1 1.5 - Year 2031 Future With Project PM Peak Hour 2: Patison Street & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 1.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 275 54 20 190 33 15 Future Vol, veh/h 275 54 20 190 33 15 Conflicting Peds, #/hr 0 0 0 0 0 3 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 1 1 2 2 0 0 Mvmt Flow 275 54 20 190 33 15 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 329 0 532 305 Stage 1 - - - - 302 - Stage 2 - - - - 230 - Critical Hdwy - - 4.12 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.218 - 3.5 3.3 Pot Cap-1 Maneuver - - 1231 - 512 740 Stage 1 - - - - 755 - Stage 2 - - - - 813 - Platoon blocked, % - -- Mov Cap-1 Maneuver - - 1231 - 503 738 Mov Cap-2 Maneuver - - - - 503 - Stage 1 - - - - 755 - Stage 2 - - - - 798 - Approach EB WB NB HCM Control Delay, s 0 0.8 12 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)559 - - 1231 - HCM Lane V/C Ratio 0.086 - - 0.016 - HCM Control Delay (s) 12 - - 8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.3 - - 0.1 - Year 2031 Future With Project PM Peak Hour 3: Cedar Avenue & Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 4.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 5 46 64 50 45 5 Future Vol, veh/h 5 46 64 50 45 5 Conflicting Peds, #/hr 2 0 4 0 0 4 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 14 14 0 0 3 3 Mvmt Flow 5 46 64 50 45 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 232 52 54 0 - 0 Stage 1 52 - - - - - Stage 2 180 - - - - - Critical Hdwy 6.54 6.34 4.1 - - - Critical Hdwy Stg 1 5.54 - - - - - Critical Hdwy Stg 2 5.54 - - - - - Follow-up Hdwy 3.626 3.426 2.2 - - - Pot Cap-1 Maneuver 730 983 1564 - - - Stage 1 941 - - - - - Stage 2 823 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 694 979 1558 - - - Mov Cap-2 Maneuver 694 - - - - - Stage 1 898 - - - - - Stage 2 820 - - - - - Approach EB NB SB HCM Control Delay, s 9 4.2 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)1558 - 941 - - HCM Lane V/C Ratio 0.041 - 0.054 - - HCM Control Delay (s) 7.4 0 9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0.1 - 0.2 - - Year 2031 Future With Project PM Peak Hour 4: Ness Corner Road (SR 116) & Cedar Avenue Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 3.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 69 280 230 85 60 80 Future Vol, veh/h 69 280 230 85 60 80 Conflicting Peds, #/hr 1 0 0 1 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 1 1 4 4 4 4 Mvmt Flow 69 280 230 85 60 80 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 316 0 - 0 692 274 Stage 1 - - - - 274 - Stage 2 - - - - 418 - Critical Hdwy 4.11 - - - 6.44 6.24 Critical Hdwy Stg 1 - - - - 5.44 - Critical Hdwy Stg 2 - - - - 5.44 - Follow-up Hdwy 2.209 - - - 3.536 3.336 Pot Cap-1 Maneuver 1250 - - - 407 760 Stage 1 - - - - 768 - Stage 2 - - - - 660 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1249 - - - 380 759 Mov Cap-2 Maneuver - - - - 380 - Stage 1 - - - - 717 - Stage 2 - - - - 659 - Approach EB WB SB HCM Control Delay, s 1.6 0 14.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1249 - - - 532 HCM Lane V/C Ratio 0.055 - - - 0.263 HCM Control Delay (s) 8.1 0 - - 14.2 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.2 - - - 1 Year 2031 Future With Project PM Peak Hour5: SR 19 & Charles Street/Ness Corner Road (SR 116) Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 20.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 5 105 0 205 5 380 119 225 545 5 Future Vol, veh/h 5 5 5 105 0 205 5 380 119 225 545 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - 150 - 0 - - - 150 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 0 0 0 3 3 3 4 4 4 4 4 4 Mvmt Flow 5 5 5 105 0 205 5 380 119 225 545 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1550 1507 548 1453 - 440 550 0 0 499 0 0 Stage 1 998 998 - 450 - - - - - - - - Stage 2 552 509 - 1003 - - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.13 - 6.23 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.1 5.5 - 6.13 - - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.13 - - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.527 - 3.327 2.236 - - 2.236 - - Pot Cap-1 Maneuver 94 122 540 108 0 615 1010 - - 1055 - - Stage 1 296 324 - 587 0 - - - - - - - Stage 2 522 541 - 291 0 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 52 95 540 ~ 86 - 615 1010 - - 1055 - - Mov Cap-2 Maneuver 52 95 - ~ 86 - - - - - - - - Stage 1 294 255 - 583 - - - - - - - - Stage 2 346 537 - 222 - - - - - - - - Approach EB WB NB SB HCM Control Delay, s 49.9 95.9 0.1 2.7 HCM LOS E F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1010 - - 95 86 615 1055 - - HCM Lane V/C Ratio 0.005 - - 0.158 1.221 0.333 0.213 - - HCM Control Delay (s) 8.6 0 - 49.9 256.2 13.8 9.3 - - HCM Lane LOS A A - E F B A - - HCM 95th %tile Q(veh) 0 - - 0.5 7.6 1.5 0.8 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Year 2031 Future With Project PM Peak Hour 6: Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 0 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 44 0 0 53 0 0 Future Vol, veh/h 44 0 0 53 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 44 0 0 53 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 44 0 97 44 Stage 1 - - - - 44 - Stage 2 - - - - 53 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1564 - 902 1026 Stage 1 - - - - 978 - Stage 2 - - - - 970 - Platoon blocked, % - -- Mov Cap-1 Maneuver - - 1564 - 902 1026 Mov Cap-2 Maneuver - - - - 902 - Stage 1 - - - - 978 - Stage 2 - - - - 970 - Approach EB WB NB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)- - - 1564 - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - Year 2031 Future With Project PM Peak Hour 7: Mason Street & Meg's Way Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 38 6 6 45 5 3 0 5 5 0 5 Future Vol, veh/h 0 38 6 6 45 5 3 0 5 5 0 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 18 18 2 2 0 0 2 2 2 0 2 0 Mvmt Flow 0 38 6 6 45 5 3 0 5 5 0 5 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 50 0 0 44 0 0 103 103 41 104 104 48 Stage 1 - - - - - - 41 41 - 60 60 - Stage 2 - - - - - - 62 62 - 44 44 - Critical Hdwy 4.28 - - 4.12 - - 7.12 6.52 6.22 7.1 6.52 6.2 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.1 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.1 5.52 - Follow-up Hdwy 2.362 - - 2.218 - - 3.518 4.018 3.318 3.5 4.018 3.3 Pot Cap-1 Maneuver 1460 - - 1564 - - 877 787 1030 881 786 1027 Stage 1 - - - - - - 974 861 - 957 845 - Stage 2 - - - - - - 949 843 - 975 858 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1460 - - 1564 - - 870 784 1030 874 783 1027 Mov Cap-2 Maneuver - - - - - - 870 784 - 874 783 - Stage 1 - - - - - - 974 861 - 957 842 - Stage 2 - - - - - - 941 840 - 970 858 - Approach EB WB NB SB HCM Control Delay, s 0 0.8 8.8 8.9 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)964 1460 - - 1564 - - 944 HCM Lane V/C Ratio 0.008 - - - 0.004 - - 0.011 HCM Control Delay (s) 8.8 0 - - 7.3 0 - 8.9 HCM Lane LOS A A - - A A - A HCM 95th %tile Q(veh) 0 0 - - 0 - - 0 Year 2031 Future With Project PM Peak Hour 8: Mason Street & Sycamore Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 39 8 8 51 10 5 0 7 5 0 0 Future Vol, veh/h 0 39 8 8 51 10 5 0 7 5 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 17 17 2 2 0 0 2 2 2 0 2 0 Mvmt Flow 0 39 8 8 51 10 5 0 7 5 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 61 0 0 47 0 0 115 120 43 119 119 56 Stage 1 - - - - - - 43 43 - 72 72 - Stage 2 - - - - - - 72 77 - 47 47 - Critical Hdwy 4.27 - - 4.12 - - 7.12 6.52 6.22 7.1 6.52 6.2 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.1 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.1 5.52 - Follow-up Hdwy 2.353 - - 2.218 - - 3.518 4.018 3.318 3.5 4.018 3.3 Pot Cap-1 Maneuver 1452 - - 1560 - - 862 770 1027 861 771 1016 Stage 1 - - - - - - 971 859 - 943 835 - Stage 2 - - - - - - 938 831 - 972 856 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1452 - - 1560 - - 859 766 1027 852 767 1016 Mov Cap-2 Maneuver - - - - - - 859 766 - 852 767 - Stage 1 - - - - - - 971 859 - 943 831 - Stage 2 - - - - - - 933 827 - 965 856 - Approach EB WB NB SB HCM Control Delay, s 0 0.8 8.8 9.3 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)950 1452 - - 1560 - - 852 HCM Lane V/C Ratio 0.013 - - - 0.005 - - 0.006 HCM Control Delay (s) 8.8 0 - - 7.3 0 - 9.3 HCM Lane LOS A A - - A A - A HCM 95th %tile Q(veh) 0 0 - - 0 - - 0 Year 2031 Future With Project PM Peak Hour 9: Cedar Avenue & Driveway Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report Parametrix 12/03/2024 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 0 8 5 0 0 9 109 5 0 82 9 Future Vol, veh/h 5 0 8 5 0 0 9 109 5 0 82 9 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 2 2 2 0 2 0 2 0 0 7 7 2 Mvmt Flow 5 0 8 5 0 0 9 109 5 0 82 9 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 217 219 87 221 221 112 91 0 0 114 0 0 Stage 1 87 87 - 130 130 - - - - - - - Stage 2 130 132 - 91 91 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.1 6.52 6.2 4.12 - - 4.17 - - Critical Hdwy Stg 1 6.12 5.52 - 6.1 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.1 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.5 4.018 3.3 2.218 - - 2.263 - - Pot Cap-1 Maneuver 739 679 971 739 678 947 1504 - - 1445 - - Stage 1 921 823 - 878 789 - - - - - - - Stage 2 874 787 - 921 820 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 735 675 971 729 674 947 1504 - - 1445 - - Mov Cap-2 Maneuver 735 675 - 729 674 - - - - - - - Stage 1 915 823 - 873 784 - - - - - - - Stage 2 869 782 - 913 820 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.2 10 0.5 0 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1504 - - 864 729 1445 - - HCM Lane V/C Ratio 0.006 - - 0.015 0.007 - - - HCM Control Delay (s) 7.4 0 - 9.2 10 0 - - HCM Lane LOS A A - A B A - - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 24 December 3, 2024 Attachment C HCS Reports HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2024JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 NB -Existing PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h511Opposing Demand Flow Rate, veh/h672Peak Hour Factor0.90Total Trucks, %5.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.30Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.1Speed Slope Coefficient (m)2.70732Speed Power Coefficient (p)0.46233PF Slope Coefficient (m)-1.33232 PF Power Coefficient (p)0.72983In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln7.1%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.3Vehicle ResultsAverage Speed, mi/h40.3Percent Followers, %55.8Segment Travel Time, minutes1.38Follower Density (FD), followers/mi/ln7.1Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11070.117.1CCopyright © 2024 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 11/20/2024 10:15:232024_Existing_PM_Northbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2024JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 SB -Existing PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h672Opposing Demand Flow Rate, veh/h511Peak Hour Factor0.90Total Trucks, %4.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.40Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.2Speed Slope Coefficient (m)2.67472Speed Power Coefficient (p)0.48061PF Slope Coefficient (m)-1.31043 PF Power Coefficient (p)0.73602In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln10.5%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.1Vehicle ResultsAverage Speed, mi/h40.1Percent Followers, %62.4Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln10.5Vehicle LOSDFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11400.1710.5DCopyright © 2024 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 11/20/2024 10:15:532024_Existing_PM_Southbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 NB -No Build PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h590Opposing Demand Flow Rate, veh/h775Peak Hour Factor1.00Total Trucks, %5.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.35Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.1Speed Slope Coefficient (m)2.72714Speed Power Coefficient (p)0.45302PF Slope Coefficient (m)-1.34411 PF Power Coefficient (p)0.72633In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln8.8%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.2Vehicle ResultsAverage Speed, mi/h40.2Percent Followers, %60.0Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln8.8Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11370.168.8CCopyright © 2024 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 11/20/2024 10:12:322031_NoBuild_PM_Northbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 SB -No Build PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h775Opposing Demand Flow Rate, veh/h590Peak Hour Factor1.00Total Trucks, %4.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.46Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.2Speed Slope Coefficient (m)2.69216Speed Power Coefficient (p)0.47101PF Slope Coefficient (m)-1.32184 PF Power Coefficient (p)0.73285In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln12.9%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--39.9Vehicle ResultsAverage Speed, mi/h39.9Percent Followers, %66.6Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln12.9Vehicle LOSDFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11800.2412.9DCopyright © 2024 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 11/20/2024 10:13:082031_NoBuild_PM_Southbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 NB - Bu ild PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h590Opposing Demand Flow Rate, veh/h775Peak Hour Factor1.00Total Trucks, %5.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.35Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.1Speed Slope Coefficient (m)2.72714Speed Power Coefficient (p)0.45302PF Slope Coefficient (m)-1.34411 PF Power Coefficient (p)0.72633In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln8.8%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.2Vehicle ResultsAverage Speed, mi/h40.2Percent Followers, %60.0Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln8.8Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11370.168.8CCopyright © 2024 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 11/20/2024 17:13:112031_Build_PM_Northbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 SB - Bu ild PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h775Opposing Demand Flow Rate, veh/h590Peak Hour Factor1.00Total Trucks, %4.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.46Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.2Speed Slope Coefficient (m)2.69216Speed Power Coefficient (p)0.47101PF Slope Coefficient (m)-1.32184 PF Power Coefficient (p)0.73285In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln12.9%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--39.9Vehicle ResultsAverage Speed, mi/h39.9Percent Followers, %66.6Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln12.9Vehicle LOSDFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11800.2412.9DCopyright © 2024 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 11/20/2024 17:12:242031_Build_PM_Southbound.xuf Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 25 December 3, 2024 Attachment D Trip Generation Calculations Jefferson County Habitat for Humanity - Mason Street Trip Generation BUILDING AND UNIT DISTRIBUTION Source: Site Plan 11/5/24 TRIP GENERATION CALCULATIONS Land Use LU Code Unit Value Time Period Calculation Method Avg Rate Total Trips 215 136 Weekday Fitted Curve 986 50%493 50%493 136 Weekday, Peak Hour of Adj Traffic 4-6pm Fitted Curve 78 59%46 41%32 253 12 Weekday Average Rate 2.21 27 50%13 50%14 12 Weekday, Peak Hour of Adj Traffic 4-6pm Average Rate 0.18 2 49%1 51%1 TOTAL 148 Weekday 1,012 506 507 148 Weekday, Peak Hour of Adj Traffic 4-6pm 80 47 33 Source: ITE Trip Generation, 11th Edition Exiting Trips Single-Family Attached Housing Dwelling Units 11/12/2024 Congregate Care Facility Dwelling Units Entering Trips 237 Land Use: 215 Single-Family Attached Housing Description Single-family attached housing includes any single-family housing unit that shares a wall with an adjoining dwelling unit, whether the walls are for living space, a vehicle garage, or storage space. Additional Data The database for this land use includes duplexes (defined as a single structure with two distinct dwelling units, typically joined side-by-side and each with at least one outside entrance) and townhouses/rowhouses (defined as a single structure with three or more distinct dwelling units, joined side-by-side in a row and each with an outside entrance). The technical appendices provide supporting information on time-of-day distributions for this land use. The appendices can be accessed through either the ITETripGen web app or the trip generation resource page on the ITE website (https://www.ite.org/technical-resources/topics/trip- and-parking-generation/). The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in British Columbia (CAN), California, Georgia, Illinois, Maryland, Massachusetts, Minnesota, New Jersey, Ontario (CAN), Oregon, Pennsylvania, South Dakota, Utah, Virginia, and Wisconsin. Source Numbers 168, 204, 211, 237, 305, 306, 319, 321, 357, 390, 418, 525, 571, 583, 638, 735, 868, 869, 870, 896, 912, 959, 1009, 1046, 1056, 1058, 1077 General Urban/Suburban and Rural (Land Uses 000–399) Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a: Weekday Setting/Location:General Urban/Suburban Number of Studies: 22 Avg. Num. of Dwelling Units: 120 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 7.20 4.70 - 10.97 1.61 Data Plot and Equation 0 200 400 6000 1000 2000 3000 4000 5000 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 7.62(X) - 50.48 R²= 0.94 X = Number of Dwelling UnitsT = Trips Ends238 Trip Generation Manual 11th Edition • Volume 3 Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location:General Urban/Suburban Number of Studies: 46 Avg. Num. of Dwelling Units: 135 Directional Distribution: 31% entering, 69% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.48 0.12 - 0.74 0.14 Data Plot and Equation 0 200 400 600 8000 100 200 300 400 500 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.52(X) - 5.70 R²= 0.92 X = Number of Dwelling UnitsT = Trips Ends239General Urban/Suburban and Rural (Land Uses 000–399) Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies: 51 Avg. Num. of Dwelling Units: 136 Directional Distribution: 57% entering, 43% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.57 0.17 - 1.25 0.18 Data Plot and Equation 0 200 400 600 8000 100 200 300 400 500 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.60(X) - 3.93 R²= 0.91 X = Number of Dwelling UnitsT = Trips Ends240 Trip Generation Manual 11th Edition • Volume 3 Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 31 Avg. Num. of Dwelling Units: 110 Directional Distribution: 25% entering, 75% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.55 0.35 - 0.97 0.16 Data Plot and Equation 0 100 200 300 400 5000 100 200 300 Average RateStudy Site Fitted Curve Fitted Curve Equation: Ln(T)= 0.92 Ln(X)- 0.26 R²= 0.91 X = Number of Dwelling UnitsT = Trips Ends241General Urban/Suburban and Rural (Land Uses 000–399) Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 34 Avg. Num. of Dwelling Units: 110 Directional Distribution: 62% entering, 38% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.61 0.29 - 1.25 0.18 Data Plot and Equation 0 100 200 300 400 5000 100 200 300 Average RateStudy Site Fitted Curve Fitted Curve Equation: Ln(T)= 0.88 Ln(X)+ 0.06 R²= 0.87 X = Number of Dwelling UnitsT = Trips Ends242 Trip Generation Manual 11th Edition • Volume 3 Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a: Saturday Setting/Location:General Urban/Suburban Number of Studies: 5 Avg. Num. of Dwelling Units: 100 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 8.76 6.75 - 11.40 2.02 Data Plot and Equation 0 100 2000 1000 2000 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 13.21(X) - 444.34 R²= 0.91 X = Number of Dwelling UnitsT = Trips Ends243General Urban/Suburban and Rural (Land Uses 000–399) Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a: Saturday, Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 7 Avg. Num. of Dwelling Units: 182 Directional Distribution: 48% entering, 52% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.57 0.46 - 0.93 0.17 Data Plot and Equation 0 100 200 300 400 5000 100 200 300 Average RateStudy Site Fitted Curve Fitted Curve Equation: Ln(T)= 0.82 Ln(X)+ 0.43 R²= 0.91 X = Number of Dwelling UnitsT = Trips Ends244 Trip Generation Manual 11th Edition • Volume 3 Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a:Sunday Setting/Location:General Urban/Suburban Number of Studies: 5 Avg. Num. of Dwelling Units: 100 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 7.17 5.52 - 8.41 1.34 Data Plot and Equation 0 100 2000 1000 2000 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 9.79(X) - 262.10 R²= 0.93 X = Number of Dwelling UnitsT = Trips Ends245General Urban/Suburban and Rural (Land Uses 000–399) Single-Family Attached Housing(215) Vehicle Trip Ends vs:Dwelling Units On a:Sunday,Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 5 Avg. Num. of Dwelling Units: 100 Directional Distribution: Not Available Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.79 0.54 - 1.07 0.24 Data Plot and Equation 0 100 2000 100 200 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 1.18(X) - 38.18 R²= 0.83 X = Number of Dwelling UnitsT = Trips Ends246 Trip Generation Manual 11th Edition • Volume 3 Single-Family Attached Housing(215) Vehicle Trip Ends vs: Residents On a: Weekday Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Residents: 36 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Resident Average Rate Range of Rates Standard Deviation 3.28 3.28 - 3.28 *** Data Plot and Equation Caution –Small Sample Size 0 10 20 30 400 100 200 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of ResidentsT = Trips Ends247General Urban/Suburban and Rural (Land Uses 000–399) Single-Family Attached Housing(215) Vehicle Trip Ends vs: Residents On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Residents: 36 Directional Distribution: Not Available Vehicle Trip Generation per Resident Average Rate Range of Rates Standard Deviation 0.39 0.39 - 0.39 *** Data Plot and Equation Caution –Small Sample Size 0 10 20 30 400 10 20 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of ResidentsT = Trips Ends248 Trip Generation Manual 11th Edition • Volume 3 Single-Family Attached Housing(215) Vehicle Trip Ends vs: Residents On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Residents: 36 Directional Distribution: Not Available Vehicle Trip Generation per Resident Average Rate Range of Rates Standard Deviation 0.44 0.44 - 0.44 *** Data Plot and Equation Caution –Small Sample Size 0 10 20 30 400 10 20 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of ResidentsT = Trips Ends249General Urban/Suburban and Rural (Land Uses 000–399) Single-Family Attached Housing(215) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location:General Urban/Suburban Number of Studies: 7 Avg. Num. of Dwelling Units: 87 Directional Distribution: 75% entering, 25% exiting Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.11 0.03 - 0.36 0.09 Data Plot and Equation 0 100 200 3000 10 20 30 40 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends250 Trip Generation Manual 11th Edition • Volume 3 Single-Family Attached Housing(215) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies: 7 Avg. Num. of Dwelling Units: 87 Directional Distribution: 38% entering, 62% exiting Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.18 0.08 - 0.31 0.11 Data Plot and Equation 0 100 200 3000 10 20 30 40 50 Average RateStudy Site Fitted Curve Fitted Curve Equation: Ln(T)= 0.69 Ln(X)- 0.42 R²= 0.65 X = Number of Dwelling UnitsT = Trips Ends251General Urban/Suburban and Rural (Land Uses 000–399) Land Use: 253 Congregate Care Facility Description A congregate care facility is an independent living development that provides centralized amenities such as dining, housekeeping, communal transportation, and organized social/ recreational activities. Each individual dwelling unit often has a kitchenette. Assistance is typically available for housekeeping or minor household maintenance. Limited medical services (such as nursing and dental) may or may not be provided. The resident may contract additional medical services or personal assistance. Senior adult housing—single-family (Land Use 251), senior adult housing—multifamily (Land Use 252), assisted living (Land Use 254), and continuing care retirement community (Land Use 255) are related uses. Additional Data Resident vehicle ownership levels are very low at a congregate care facility. The majority of site- generated trips are made by facility employees, contracted services, and visitors. The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Alberta (CAN), Minnesota, Ontario (CAN), and Oregon. Source Numbers 155, 584, 910, 970, 1049 426 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday Setting/Location:General Urban/Suburban Number of Studies: 4 Avg. Num. of Dwelling Units: 180 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 2.21 1.63 - 2.44 0.31 Data Plot and Equation 0 100 200 3000 200 400 600 800 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 2.33(X) - 22.53 R²= 0.96 X = Number of Dwelling UnitsT = Trips Ends427General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location:General Urban/Suburban Number of Studies: 8 Avg. Num. of Dwelling Units: 140 Directional Distribution: 58% entering, 42% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.08 0.05 - 0.16 0.03 Data Plot and Equation 0 100 200 3000 10 20 30 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.08(X) + 1.11 R²= 0.58 X = Number of Dwelling UnitsT = Trips Ends428 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies: 9 Avg. Num. of Dwelling Units: 136 Directional Distribution: 49% entering, 51% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.18 0.08 - 0.30 0.05 Data Plot and Equation 0 100 200 3000 10 20 30 40 50 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.16(X) + 2.67 R²= 0.84 X = Number of Dwelling UnitsT = Trips Ends429General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 6 Avg. Num. of Dwelling Units: 158 Directional Distribution: 56% entering, 44% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.19 0.10 - 0.26 0.05 Data Plot and Equation 0 100 200 3000 20 40 60 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.20(X) - 1.71 R²= 0.74 X = Number of Dwelling UnitsT = Trips Ends430 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 6 Avg. Num. of Dwelling Units: 158 Directional Distribution: 54% entering, 46% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.23 0.16 - 0.30 0.05 Data Plot and Equation 0 100 200 3000 20 40 60 80 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.25(X) - 2.00 R²= 0.84 X = Number of Dwelling UnitsT = Trips Ends431General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Dwelling Units: 99 Directional Distribution: Not Available Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.03 0.03 - 0.03 *** Data Plot and Equation Caution –Small Sample Size 0 20 40 60 80 1000 1 2 3 4 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends432 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 2 Avg. Num. of Dwelling Units: 116 Directional Distribution: Not Available Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.00 0.00 - 0.00 *** Data Plot and Equation Caution –Small Sample Size 0 100 2000 1 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends433General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 2 Avg. Num. of Dwelling Units: 116 Directional Distribution: Not Available Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.01 0.00 - 0.03 *** Data Plot and Equation Caution –Small Sample Size 0 100 2000 1 2 3 4 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends434 Trip Generation Manual 11th Edition • Volume 3