TRIPLE L REGIONAL RETAIL COMMERCIAL MASTER SITE PLAN …

Traffic Impact Analysis

TRIPLE L REGIONAL RETAIL COMMERCIAL MASTER

SITE PLAN PROJECT

Prepared for:

Triple L, LLC

November 2007

Prepared by:

The Transpo Group, Inc. 11730 118th Avenue NE, Suite 600

Kirkland, WA 98034-7120 Phone: 425.821.3665

Fax: 425.825.8434 www.thetranspogroup.com

© 2007 The Transpo Group

stefanief

Stamp

Triple L Regional Retail Commercial Master Site Plan Project November 2007

The Transpo Group | 04446.01 Final_TIS.doc i

Table of Contents INTRODUCTION....................................................................................... 1

Project Description....................................................................................................................1 Study Scope.................................................................................................................................2

EXISTING & FUTURE WITHOUT-PROJECT CONDITIONS .............................. 4 Roadway Network .....................................................................................................................4 Planned Improvements.............................................................................................................5 Traffic Volumes .........................................................................................................................5 Traffic Operations .....................................................................................................................7 Traffic Safety ..............................................................................................................................9

PROJECT IMPACTS ................................................................................. 11 Trip Generation .......................................................................................................................11 Trip Distribution and Assignment ........................................................................................12 Traffic Volume Impacts..........................................................................................................12 Traffic Operations Impacts ....................................................................................................15 Traffic Safety Impacts .............................................................................................................17 Site Access Operations............................................................................................................17 Parking Analysis .......................................................................................................................19

MITIGATION MEASURES ......................................................................... 21

SUMMARY & CONCLUSIONS................................................................... 22

Appendix A: Intersection Turning Movement Counts Appendix B: LOS Definitions Appendix C: LOS Worksheets Appendix D: Signal Warrant Worksheets Appendix E: Parking Distribution


The Transpo Group | 04446.01 Final_TIS.doc ii

Table of Contents (Continued)

Figures Figure 1. Vicinity Map ............................................................................................................2 Figure 2. Conceptual Site Plan ..............................................................................................3 Figure 3. 2007 Existing PM Peak Hour Traffic Volumes .................................................6 Figure 4. 2010 Without-Project PM Peak Hour Traffic Volumes ...................................8 Figure 5. Project Trip Distribution & Assignment ..........................................................13 Figure 6. 2010 With-Project Weekday PM Peak Hour Traffic Volumes......................14

Tables Table 1. Proposed Project Land Use ..................................................................................1 Table 2. Existing & Future 2010 Without-Project PM Peak Hour LOS Summary.....9 Table 3. Three Year Collision Data Summary.................................................................10 Table 4. Estimated PM Peak Hour Project Trip Generation........................................12 Table 5. Comparison of Future Without and With-Project Traffic Volumes ............15 Table 6. Future 2010 Without & With-Project PM Peak Hour LOS Summary.........16 Table 7. Site Access PM Peak Hour LOS Summary ......................................................18 Table 8. Estimated Peak Hour Parking Demand............................................................19


The Transpo Group | 04446.01 Final_TIS.doc Page 1

Introduction This report summarizes the traffic impact analysis (TIA) prepared for the proposed Triple L Regional Retail Center Commercial Master Site Plan Project located in Ellensburg, Washington. The purpose of the analysis is to identify potential traffic-related impacts associated with this proposed development and, as appropriate, identify measures to mitigate these impacts.

It should be noted that this evaluation is based on the conceptual site plan for the proposed development. Triple L, LLC has not yet identified specific retailers within the development. The land use sizes represent the maximum potential development presenting the worst case as far as transportation impacts, and to allow flexibility in future planning of the development.

Project Description The project site is located on the north side of Interstate 90 and straddles US Highway 97 west of University Way. The project would occupy three parcels with the largest on the north side of US 97 and two parcels on the south side of US 97. Figure 1 illustrates the location of the proposed development and Figure 2 shows the preliminary site plan.

The proposed development would include the construction of approximately 494,000 square feet (sf) of retail space, 60,000 sf of office space, and an 80-room hotel. Table 1 provides a detailed land use breakdown.

Table 1. Proposed Project Land Use

Land Use Size1

Free-Standing Discount Superstore (north of US 97) 185,000 sf

Home Improvement Superstore (north of US 97) 125,000 sf

General Retail (north of US 97) 106,600 sf

General Retail (south of US 97) 77,100 sf

Hotel (south of US 97) 80 rooms

General Office (south of US 97) 60,000 sf

1. sf = square feet.

Through the planning process, the size and mix of land uses of the project is evolving. This evaluation represents the maximum potential development to present a reasonably worst case of expected transportation impacts. This project size and mix of uses generates a higher level of traffic impacts than would likely be constructed, presenting a conservative estimate of potential impacts.

Access is proposed via eight driveways along US 97 including four serving development north of US 97 and four serving development south of US 97. The Washington State Department of Transportation (WSDOT) has reviewed and approved six of the driveway curb cuts. As part of this project, two additional curb cuts, meeting WSDOT standards, are being proposed at western end of the site. WSDOT will review these new curb cuts as part of this project. It is anticipated that the proposed development would be completed and generating traffic by 2010.



Study Scope The study area and scope of this TIA were coordinated with staff from the City of Ellensburg, Kittitas County, and WSDOT. Based on this coordination, the following study intersections were identified:

1. Reecer Creek Road/Bender Road 2. Reecer Creek Road/Dry Creek Road 3. Reecer Creek Road/Old Highway 10 4. Thorp Highway/Hanson Road 5. Thorp Highway/US 97 6. I-90 Westbound Ramps/US 97

7. University Way/Dolarway Road-US 97 8. Reecer Creek Road/University Way 9. Water Street/University Way 10. Main Street/University Way 11. Railroad Avenue/5th Avenue

All study intersections are two-way stop-controlled with the exception of University Way/Dolarway Road-US 97 (all-way stop-controlled), Water Street/University Way (signalized), and Main Street/University Way (signalized).

Intersection operations are evaluated during average weekday PM peak hour conditions. The PM peak hour typically occurs between 4:00 and 6:00 p.m. and reflects the highest hourly traffic volumes throughout an average day.

The TIA begins by describing conditions in the project site vicinity, including the roadway network, planned improvements, existing and future peak hour traffic volumes, traffic operations, and traffic safety. Future with-project conditions are evaluated by adding site-generated traffic to future without-project volumes. Analysis of future conditions addresses cumulative impacts of the proposal and increases in background traffic volumes. Project-generated impacts are identified based on the difference between forecasted with- and without-project conditions. An evaluation of the site access driveways as well as a comparison of the proposed parking supply relative to the anticipated peak parking demand is also included in the TIA. Mitigation measures are identified that would off-set or reduce potentially significant adverse project impacts.



Existing & Future Without-Project Conditions

This section of the report describes both existing and future without-project conditions within the identified study area, including the adjacent roadway network, planned improvements, existing and future (2010) peak hour traffic volumes, traffic operations, and traffic safety.

Roadway Network Characteristics of the existing roadway network are described in detail below.

Interstate 90 is an interstate freeway which travels across Washington State to the east, terminating in Boston, Massachusetts. In the vicinity of the project site, an interchange with I-90 is provided at US 97. I-90 has 2 travel lanes per direction and a posted speed limit of 70 miles per hour (mph).

US 97, on which the project site is located, is a north-south interstate highway which extends from northern California, through Oregon and Washington, and north to the US-Canadian border. It connects Ellensburg with Yakima to the south and Wenatchee to the north. Within the City of Ellensburg, this roadway is classified as an urban principal arterial. In the vicinity of the project site, US 97 varies with a total cross section between two and five lanes. Paved shoulders are provided on both sides and the posted speed limit is 40 mph.

5th Avenue is an east-west urban minor arterial providing access through downtown Ellensburg. The cross section of this roadway is two lanes with sidewalks on both sides.

Bender Road is an east-west urban collector which provides access to neighborhoods north of the downtown area. This roadway has two lanes and the posted speed limit is 35 mph in the vicinity of the project site. No sidewalks are provided.

Dolarway Road is a primarily east-west, two-lane roadway which connects the west end of the downtown area to US 97 and I-90. It is designated as an urban minor arterial and has a posted speed limit of 35 mph. Sidewalks are provided along portions of the roadway, though mostly there are paved shoulders.

Dry Creek Road is a north-south roadway connection the north portion of the downtown area with US 97 north of the study area. It is classified as a major collector in Kittitas County and has a posted speed limit of 35 mph. There is one travel lane in each direction and paved shoulders are provided on each side of the roadway.

Hanson Road is a north-south, two-lane roadway providing access to neighborhoods south of I-90. The roadway is classified as a major collector in Kittitas County. It has gravel shoulders on both sides and a posted speed limit of 35 mph.

Main Street is a north-south urban principal arterial south of University Way and an urban minor arterial north of University Way. It connects downtown Ellensburg to SR 821 and Yakima to the south. The posted speed limit is 25 mph within the study area. Sidewalks and on-street parking are provided along portions of Main Street.

Old Highway 10 is an east-west County roadway connecting Ellensburg to Thorp on the east and Cle Elum on the west. Within the study area, it is a two-lane roadway with turn



lanes at some major intersections as well as paved shoulders along both sides. The posted speed limit in the study area is 50 mph.

Reecer Creek Road is a north-south roadway connecting Ellensburg to residential areas and Wenatchee National Forest to the north. This is a County roadway which is outside the city limits. It is classified as a major collector near the City and a minor collector further north. Reecer Creek Road is primarily two travel lanes with turn lanes at intersections, and paved shoulders along both sides. The posted speed limit in the project vicinity is 40 mph.

Thorp Highway is a north-south County roadway providing access from Ellensburg and Thorp to residences south of I-90. It is a two-lane major collector with a posted speed limit of 50 mph in the study area. Gravel shoulders are provided on both sides of the roadway.

University Way is an east-west roadway connecting downtown Ellensburg to I-90 and US 97 in the west and Vantage Highway to the east. It is classified as an urban principal arterial with a posted speed limit of 40 mph except for downtown where the posted speed limit is 20 mph. The cross section varies from two to four lanes with either gravel or paved shoulders.

Water Street is a north-south roadway in downtown with three lanes south of University Way and two lanes north of University Way. Sidewalks, bicycle lanes, and on-street parking are provided along the majority of the roadway. The posted speed limit is 25 mph.

Planned Improvements Based on a review of Ellensburg’s Six-Year Transportation Improvement Program (TIP), Kittitas County’s 2007-2012 Six-Year TIP, and communication with WSDOT staff, the following improvements are anticipated to be completed by 2010:

• Dolarway Road Improvements. This project will widen/reconstruct Dolarway Road from University Way to 5th Avenue to a three-lane section. Bicycle lanes, curb, gutter, and sidewalk will also be installed on both sides of the roadway.

• University Way/Water Street. This project will widen University Way to provide turn lanes and install protected left-turn phasing on both the eastbound and westbound approaches.

• I-90 Pavement Restoration Project. WSDOT plans to maintain and restore pavement along I-90 from the Yakima River Bridge to US 97.

The planned improvements at University Way/Water Street were included in evaluating future traffic operations at this study intersection. The other improvements identified above would have no effect on the future traffic operations at the remaining study intersections.

Traffic Volumes Existing PM peak hour traffic volumes were collected at study intersections in October 2007 during the PM peak period (4:00 to 6:00 p.m.). Traffic volumes were rounded to the nearest five vehicles because weekday volumes fluctuate day-to-day. These volumes are shown on Figure 3. Traffic counts are provided in Appendix A.



Future (2010) without-project traffic volumes were estimated by applying an average annual growth rate of 3 percent per year to the existing intersection turning movements. This growth rate was estimated using the City of Ellensburg 2005 and 2025 travel demand models and is consistent with recent traffic and population growth in the City. Future 2010 without-project traffic volumes are summarized on Figure 4.

Traffic Operations The operational characteristics of an intersection are determined by calculating the intersection’s level of service (LOS). The intersection as a whole and its individual turning movements can be described alphabetically with a range of levels of service (LOS A to F), with LOS A indicating free-flow traffic and LOS F indicating extreme congestion and long vehicle delays. LOS is measured in average control delay per vehicle and is typically reported for the intersection as a whole at signalized intersections and for the approach or turning movement experiencing the greatest delay at two-way stop-controlled intersections. Control delay is defined as the combination of initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Appendix A provides a more detailed explanation of LOS.

Existing and 2010 without-project PM peak hour levels of service, delays, and volume-to-capacity (v/c) ratios were calculated at study intersections based on methodologies contained in the Highway Capacity Manual (Transportation Research Board, 2000). Synchro (version 6.0) was used to evaluate intersection operations. LOS calculations incorporate existing signal timing information provided by the City of Ellensburg. Table 2 illustrates the results of these calculations. Appendix B contains detailed LOS worksheets for both existing and 2010 without-project conditions.

As outlined in Chapter 5 of the Ellensburg Comprehensive Plan (2006), the City’s adopted LOS standards are as follows:

• LOS B or better for local access streets

• LOS C or better for arterials and collector streets

• LOS D or better for arterials at interchanges (consistent with the LOS D or better standard adopted by WSDOT for urban areas)

As shown above, the City’s standards vary depending on roadway and intersection type. In addition, some of the study intersections fall under the jurisdiction of Kittitas County. Based on the Kittitas County Comprehensive Plan (2006), intersections falling below LOS C in rural areas and below LOS D in urban areas are considered deficient.



Table 2. Existing & Future 2010 Without-Project PM Peak Hour LOS Summary

Existing (2007) 2010 Without-Project

Intersection LOS

Standard LOS1 Delay2 V/C3 or

WM4 LOS Delay V/C or

WM

Unsignalized

1. Reecer Creek Road/Bender Road C B 10.1 WB B 10.3 WB

2. Reecer Creek Road/Dry Creek Road C B 12.0 WB B 12.3 WB

3. Reecer Creek Road/Old Highway 10 C B 12.7 EBL B 13.0 EBL

4. Thorp Highway/Hanson Road C B 10.1 NB B 10.3 NB

5. Thorp Highway/US 97 C B 11.6 NB B 11.8 NB

6. I-90 Westbound Ramps/US 97 D C 17.1 NB C 18.4 NB

7. University Way/Dolarway Road-US 97 D B 10.1 NA B 10.9 NA

8. Reecer Creek Road/University Way C D 25.9 SBL D 29.6 SBL

11. Railroad Avenue/5th Avenue C E 40.6 WB F 55.4 WB

Signalized

9. Water Street/University Way C B 14.0 0.34 C 21.5 0.39

10. Main Street/University Way C B 15.0 0.41 B 14.8 0.46

Notes: NB = northbound approach; WB = westbound approach; EBL = eastbound left-turn lane, SBL = southbound left-turn lane 1. Level of service, based on 2000 Highway Capacity Manual methodology. 2. Average delay in seconds per vehicle. The average delay reported is the average of all movements for all-way stop-

controlled intersections and signalized intersections, and for the approach or turning movement experiencing the greatest delay at two-way stop-controlled intersections.

3. Volume-to-capacity ratio reported for signalized intersections. 4. Worst movement reported for two-way stop-controlled intersections; not applicable (NA) for all-way stop-controlled

intersections.

As shown in Table 2, all study intersections currently meet, and will continue to meet, the applicable LOS standard except the Reecer Creek Road/University Way and Railroad Avenue/5th Avenue intersections. Whereas the applicable LOS standard is LOS C or better for arterial and collector streets, these two intersections currently operate in the LOS D-E range and will operate in the LOS D-F range in 2010.

It should be noted that the average intersection delay for the Main Street/University Way intersection is anticipated to be slightly lower under future without-project conditions while the volume-to-capacity ratio increases. This slight reduction in delay is caused by changes in traffic flows due to the improvements at the adjacent Water Street/University Way intersection.

Traffic Safety Records of reported accidents at study intersections were reviewed to help identify if there are any existing traffic safety issues. The most recent complete three-year accident data (2004 to 2006) was obtained from WSDOT. A historical review of the frequency of accidents was conducted at all study intersections. A summary of the total, average annual, and accidents per one million entering vehicles (MEV) of reported accidents at each study intersection is summarized in Table 3.



Table 3. Three Year Collision Data Summary

Number of Accidents

Intersections 2004 2005 2006 Total

Annual Average

Accidents per MEV1

1. Reecer Creek Road/Bender Road 1 0 0 1 0.33 0.28

2. Reecer Creek Road/Dry Creek Road 0 2 1 3 1.00 0.55

3. Reecer Creek Road/Old Highway 10 1 1 1 3 1.00 0.43

4. Thorp Highway/Hanson Road 0 0 2 2 0.67 0.37

5. Thorp Highway/US 97 1 1 1 3 1.00 0.27

6. I-90 Westbound Ramps/US 97 1 4 2 7 2.33 0.42

7. University Way/Dolarway Road-US 97 3 7 4 14 4.67 0.74

8. Reecer Creek Road/University Way 1 2 2 5 1.67 0.42

9. Water Street/University Way 10 6 7 23 7.63 1.25

10. Main Street/University Way 3 5 5 13 4.33 0.64

11. Railroad Avenue/5th Avenue 0 2 3 5 1.67 0.47

MEV = million entering vehicles

As shown in Table 3, the Water Street/University Way intersection has experienced an average of 1.25 accidents per million entering vehicles. This finding is consistent with the Ellensburg Comprehensive Plan which indicates that this location has a high accident rate and may be designated as a high accident location (HAL) because it has a rate higher than the statewide average of 1.0. The remaining study intersections experienced fewer than 0.75 accidents per MEV during the three-year period.

As mentioned earlier, the City of Ellensburg is planning to improve the intersection of Water Street/University Way by constructing eastbound and westbound left-turn lanes with protected left-turn signal phasing. This improvement would likely result in a reduced number of collisions since many of the accidents are right angle which typically involve motorists failing to yield the right-of-way and running red lights. Implementation of left-turn phasing would reduce the need for motorist to yield to left-turns and/or left-turns to yield to through traffic.



Project Impacts

This section documents the project impacts to the surrounding roadway network, including impacts to traffic volumes, intersection operations, and traffic safety. Project-generated peak hour traffic volumes were estimated, distributed, and assigned to the study intersections. Project traffic volumes were then added to the without-project traffic volumes to generate future with-project traffic volumes; 2010 with-project PM peak hour intersection operations were then evaluated. Future 2010 without-project and with-project conditions are compared in order to identify impacts resulting from traffic generated by the proposed project. This section also includes an evaluation of the site access driveways as well as a comparison of the proposed parking supply relative to the anticipated peak parking demand.

Trip Generation Vehicle trip generation for the proposed project was estimated based on the project’s size and average trip rates published in Institute of Transportation Engineers (ITE) Trip Generation (7th Edition, 2003). PM peak hour trip rates were based on average rates reflecting the peak hour of adjacent street traffic (one-hour period from 4:00 to 6:00 p.m.). Consideration was also given to internal trips and pass-by/diverted trips.

Internal trips are those trips between uses within the project site. Therefore, these trips would not impact the external study intersections. Based on ITE’s Trip Generation Handbook (2nd Edition, 2004), approximately 25 percent of the project-generated traffic is expected to be internal to the project site. In this case, ITE’s method for calculating internal trips for the shopping center does not consider that the average trip rate already provides for internal trips which means that 25 percent may slightly overestimate internal trips for the project. As a conservative estimate, this study assumes approximately 10 percent of the traffic generated by the project would be internal to the project site.

Pass-by or diverted trips are those made en-route to another destination. Pass-by trips are those already on the immediately adjacent street system for another purpose. Diverted trips are those on a nearby roadway which would change their travel route (or divert) to visit the project site. They would visit the site out of convenience or ease, on their way to another location. Once a pass-by/diverted trip is diverted from its original route, it has impact on the immediate street system and the site driveways. Pass-by/diverted trip percentages based on ITE range from about 28 to 48 percent for the proposed project land uses. Considering the existing and future adjacent street traffic volumes, these pass-by/diverted trip percentages appear to be high because they result in approximately 50 percent of the adjacent street traffic visiting the project site. Therefore, pass-by/diverted trip percentages were reduced to approximately 15 to 20 percent.

Table 4 provides a summary of estimated project trip generation. As shown in Table 4, using the ITE trip generation rates, the proposed project is anticipated to generate approximately 1,300 net new PM peak hour trips with about 600 inbound and 700 outbound.



Table 4. Estimated PM Peak Hour Project Trip Generation

Project Trips

ITE Land Use (Code Number) Size Rate1 Total In Out

Free-Standing Discount Superstore (#813) 185,000 sf 3.87 716 351 365

Home Improvement Superstore (#865) 125,000 sf 2.45 306 144 162

Shopping Center (north of US 97) (#820) 106,600 sf 3.75 400 192 208

Shopping Center (south of US 97) (#820) 77,100 sf 3.75 289 139 150

Hotel (#310) 80 rooms 0.59 47 25 22

General Office (#710) 60,000 sf 1.49 89 15 74

Total 1,847 866 981

Internal Trips2 -188 -94 -94

Pass-by/Diverted Trips3 -322 -161 -161

Net New Total 1,337 611 726

1. Average trips rates from ITE Trip Generation, 7th Edition. 2. Assumes approximately 10 percent of the total project traffic is internal to the site. 3. Based on a 40 percent reduction in the published ITE rates for free-standing discount superstore, home improvement

superstore, and shopping center.

Trip Distribution and Assignment The distribution and assignment of project trips onto the roadway network was developed using a variety of sources including Kittitas County census data, anticipated market information, and the City’s travel demand model. These distribution patterns were further refined using existing traffic volumes in the area. The anticipated distribution and assignment of project trips are shown on Figure 5.

Traffic Volume Impacts Site-generated PM peak hour traffic volumes were added to 2010 without-project volumes at study intersections. The resulting future with-project traffic volumes are illustrated in Figure 6. By comparing total entering traffic volumes for future without- and with-project conditions, the percent increase in traffic attributable to site-generated traffic can be identified at study intersections. These calculations are provided in Table 5.



Table 5. Comparison of Future Without and With-Project Traffic Volumes

PM Peak Hour

Intersection

2010 Without-Project

Project Trips¹

2010 With-Project

Percent Project Trips

1. Reecer Creek Road/Bender Road 290 67 357 18.8%

2. Reecer Creek Road/Dry Creek Road 430 134 564 23.8%

3. Reecer Creek Road/Old Highway 10 555 134 689 19.4%

4. Thorp Highway/Hanson Road 450 67 517 13.0%

5. Thorp Highway/US 97 875 298 1,173 25.4%

6. I-90 Westbound Ramps/US 97 1,330 535 1,835 28.7%

7. University Way/Dolarway Road-US 97 1,510 1,302 2,812 46.3%

8. Reecer Creek Road/University Way 940 534 1,474 36.2%

9. Water Street/University Way 1,490 400 1,890 21.2%

10. Main Street/University Way 1,610 267 1,877 14.2%

11. Railroad Avenue/5th Avenue 835 134 969 13.8%

1. Refers to net new project trips.

As shown in the table above, project traffic would account for about 13 to 46 percent of the total PM peak hour traffic volume at the study intersections. Project traffic would have the greatest impact at the University Way/Dolarway Road-US 97 intersection where it would account for about 1,300 trips or 46 percent of the total PM peak hour traffic volume. At the remaining intersections, the project contribution would be much lower with about 70 to 100 project trips at intersections further from the site, and approximately 300 to 500 project trips at intersections located closer to the site.

Traffic Operations Impacts Traffic operations at the study intersections were evaluated for 2010 with-project conditions and then compared to 2010 without-project conditions to identify project-related impacts. The signal timing parameters used in the 2010 without-project analyses were held constant for the with-project analysis. This provides a conservative analysis since the actuated traffic signal controls would adjust signal timing in response to vehicle demand. For comparison purposes, the calculated intersection operations for the 2010 without-project scenario are shown with the 2010 with-project conditions in Table 6. LOS analysis worksheets are included in Appendix C.



Table 6. Future 2010 Without & With-Project PM Peak Hour LOS Summary

2010 Without-Project 2010 With-Project

Intersection LOS

Standard LOS1 Delay2 V/C3 or

WM4 LOS Delay V/C or

WM

Unsignalized

1. Reecer Creek Road/Bender Road C B 10.3 WB B 10.9 WB

2. Reecer Creek Road/Dry Creek Road C B 12.3 WB B 14.8 WB

3. Reecer Creek Road/Old Highway 10 C B 13.0 EBL B 14.7 EBL

4. Thorp Highway/Hanson Road C B 10.3 NB B 10.7 NB

5. Thorp Highway/US 97 C B 11.8 NB B 14.2 NB

6. I-90 Westbound Ramps/US 97 D C 18.4 NB E 40.4 NB

7. University Way/Dolarway Road-US 97 D B 10.9 NA E 37.6 NA

8. Reecer Creek Road/University Way C D 29.6 SBL F >180 SBL

11. Railroad Avenue/5th Avenue C F 55.4 WB F 120.8 WB

Signalized

9. Water Street/University Way C C 21.5 0.39 C 23.3 0.48

10. Main Street/University Way C B 14.8 0.46 B 16.6 0.55

Notes: NB = northbound approach; WB = westbound approach; EBL = eastbound left-turn lane, SBL = southbound left-turn lane 1. Level of service, based on 2000 Highway Capacity Manual methodology. 2. Average delay in seconds per vehicle. The average delay reported is the average of all movements for all-way stop-

controlled intersections and signalized intersections, and for the approach or turning movement experiencing the greatest delay at two-way stop-controlled intersections.

3. Volume-to-capacity ratio reported for signalized intersections. 4. Worst movement reported for two-way stop-controlled intersections; not applicable (NA) for all-way stop-controlled

intersections.

As shown in Table 6, all study intersections would meet the applicable LOS standard with the addition of project traffic except the I-90 Westbound Ramps/US 97, University Way/Dolarway Road-US 97, Reecer Creek Road/University Way, and Railroad Avenue/5th Avenue intersections. These intersections would operate in the LOS E-F range whereas depending on location, the applicable LOS standard is LOS C or better or LOS D or better. The City requires the project mitigate intersections back to pre-project conditions. The following discusses potential mitigation measures for the four impacted locations:

• I-90 Westbound Ramps/US 97 – The addition of project traffic would degrade the northbound approach operations from LOS C to LOS E by increasing the northbound right-turn volume to about 260 vehicles. It is recommended that an exclusive northbound right-turn lane be provided to accommodate the increase in right-turn volume. This mitigation measure would result in LOS D operations with a delay of 34.4 seconds per vehicle for the westbound left/through movement (i.e., this is the worst movement which is reported for two-way stop controlled intersections). This meets the applicable LOS D standard for interchanges.

• University Way/Dolarway Road-US 97 – The addition of project traffic would degrade overall intersection operations from LOS B to LOS E. Based on the Federal Highway Administration’s Manual on Uniform Traffic Control Devices (MUTCD) traffic signal warrant criteria, this intersection would meet the eight-hour vehicular volume and four-hour vehicular volume warrants. Installation of a traffic signal would allow this intersection to operate at LOS B with an overall average delay of 19.8 seconds per vehicle. This meets the applicable LOS D standard for WSDOT facilities. In addition, a second eastbound left-turn lane with approximately 200 feet of storage



should be installed to reduce queues which would otherwise extend in excess of 400 feet. An evaluation of traffic signal warrants is included in Appendix D.

• Reecer Creek/University Way – This intersection does not meet the City’s LOS C threshold under 2010 without-project conditions. The addition of project traffic would degrade the southbound left-turn movement operations from LOS D to LOS F. Based on MUTCD’s traffic signal warrant criteria, this intersection would meet the eight-hour vehicular volume and four-hour vehicular volume warrants. Installation of a traffic signal would allow this intersection to operate at LOS A with a delay of 7.1 seconds per vehicle. This meets the applicable LOS C standard for arterial and collector streets. An evaluation of traffic signal warrants is included in Appendix D.

• Railroad Avenue/5th Avenue – This intersection operates at LOS F under 2010 without-project conditions and does not meet the City’s LOS C threshold. With the addition of project traffic, this intersection would continue to operate at LOS F. This intersection would meet MUTCD’s all-way stop controlled warrants. Installation all-way stop control would allow all four approaches to operate at LOS C or better which meets the applicable LOS C standard for arterial and collector streets.

Traffic Safety Impacts The only intersection analyzed that historically experienced an above average number of collisions is Water Street/University Way. The City’s TIP includes an improvement at this intersection which would likely reduce the number of accidents in the future.

Site Access Operations Access to the site will be provided via five driveways located on US 97. Figure 6 shows with-project traffic volumes at the site access driveway locations. Note that all driveways are assumed stop-controlled except for Driveway C which is assumed to be controlled with a two-phase traffic signal. Based MUTCD’s traffic signal warrant criteria, Driveway C would meet the eight-hour vehicular volume and four-hour vehicular volume warrants. An evaluation of traffic signal warrants is provided in Appendix D.

All driveways were assumed to have a left-turn lane and a shared through/right-turn lane. Traffic was assigned to the site access driveways based upon the anticipated access driveway control and the location of uses illustrated by the site plan. It was assumed that a majority of the traffic would use the signalized intersection to avoid excessive delays at the stopped controlled locations. Table 7 summarizes the operations for all proposed driveways.



Table 7. Site Access PM Peak Hour LOS Summary

2010 With-Project

Intersection with US 97 LOS1 Delay2

V/C3 or

WM4

Driveway A D 30.6 EBL

Driveway B E 42.2 WBL

Driveway C A 9.2 0.57

Driveway D D 34.3 WBL

Driveway E D 25.8 WBL

Notes: EBL = eastbound left-turn lane, WBL = westbound left-turn lane 1. Level of service, based on 2000 Highway Capacity Manual methodology. 2. Average delay in seconds per vehicle. 3. Volume-to-capacity ratio reported for signalized intersections. 4. Worst movement reported for two-way stop-controlled intersections.

Table 7 shows that all driveways would operate at LOS D or better except Driveway B where the westbound left-turn movement would operate at LOS E. However, no mitigation is recommended at this location for the following reasons:

• Although driveway operations at Driveway B may be LOS E, this only affects about 30 vehicles attempting to make a westbound left-turn from the driveway onto US 97.

• This analysis is only for the PM peak hour condition which represents the worst case operations. It is likely that during all other times of the day driveway operations would be improved.

• Should outbound motorist find this movement difficult, it is likely that they would shift to Driveway C (i.e., the signalized intersection) which has plenty of excess capacity.

Site Access Sight-Distance

Sight distance at the project driveways was checked by looking at sight triangles which are created by measuring a distance along US 97 from the driveway to a point on the driveway that is 10 feet from the edge of the crosswalk. This area must be clear of obstructions to allow vehicles along the major roadway and at the driveway to see each other. Based upon WSDOT road-approach sight-distance requirements, and assuming a design speed of 45 mph along US 97, this sight triangle extends 630 feet in either direction along the nearest traveled lane in each direction.

Using AutoCAD and the preliminary sight plan, sight triangles were drawn for each driveway. These drawings showed that for each driveway all of the sight triangles were clear from obstructions. Therefore, sight distance requirements are met at all driveways.

As shown on the preliminary site plane (Figure 2), the northernmost site access driveway is located on the inside of a horizontal curve on US 97 which could limit sight distance. In order to maintain adequate sight distance, the areas in front of the parking on either side of this driveway should be kept free from visibly obstructive vegetation and signage.



Parking Analysis The conceptual site plan includes 2,429 parking spaces with 1,819 spaces north of US 97, 250 spaces south of US 97 near the office uses, and 360 spaces south of US 97 near the retail uses. It should be noted that the parking supply will be refined as the site plan is finalized.

Peak parking demand was estimated for each of these areas based on the size of development and the 85th-percentile parking rates published by the ITE in Parking Generation (3rd Edition, 2004). Parking rates were based on ITE land use for Free-Standing Discount Superstore (#815), Home Improvement Superstore (#862), Shopping Center (#820), Hotel (#310), and office building (#701). Table 8 shows the calculated peak hour parking demand for both weekday and Saturday.

Table 8. Estimated Peak Hour Parking Demand

Weekday Saturday

Land Use Size Rate1 Demand2 Rate Demand

Parking Supply

Retail (north of US 97)

Free-Standing Discount Superstore (#813) 185,000 sf 0.88 163 4.09 757

Home Improvement Superstore (#865) 125,000 sf 3.20 400 4.40 550

Shopping Center (north of US 97) (#820) 106,600 sf 3.35 357 3.56 379

Subtotal 920 1,686 1,819

Retail (south of US 97)

Shopping Center (south of US 97) (#820) 77,100 sf 3.35 258 3.56 274

Hotel (#310) 80 Rooms 1.14 91 1.14 91

Subtotal 349 366 360

Office (south of US 97)

General Office (#701) 60,000 sf 3.44 206 0.50 30 250

Total 1,476 2,082 2,429

1. Based on 85th-percentile rate from ITE’s Parking Generation (3rd Edition). 2. Parking demand represents the peak vehicles per hour that are expected to park for each use.

As shown in the table, the parking supply would meet the weekday estimated parking demand for all parking areas. In addition, the parking supply would meet the Saturday estimated parking demand for all parking areas except the retail south of US 97 where it would be short by six parking spaces. This is a conservative estimate of parking demand for the development since uses within the project would most likely peak during different times of the day and different months of the year.

Appendix E contains charts showing the weekday and Saturday parking demand distribution for the retail north of US 97 and retail south of US 97. These charts illustrate the potential to share parking within parking areas which have different parking characteristics. The retail uses north of US 97 would peak during the noon hour on weekdays and at 11:00 AM on Saturdays with parking demand gradually dropping off both before and after this time.

Based on the hourly distribution chart (see Appendix E), the hotel and retail south of US 97 would have a peak demand at about noon on both weekdays and Saturdays with parking demand dropping off both before and after this time. The hourly distribution for Saturday shows that the hotel and retail shared parking demand would exceed the parking supply for



one hour or less by approximately four vehicles. This parking demand analysis does not consider seasonal variation in parking demand for the uses. Based on ITE Parking, without considering December, retail parking demand typically peaks in April or May and hotel demand typically peaks in June or July. It is unlikely that the two uses would have an event where both reach their maximum parking demand simultaneously. Therefore, the parking supply is adequate and demand is not expected to exceed the supply.



Mitigation Measures

Mitigation measures have been identified to reduce potential traffic-related impacts generated by the proposed Triple L Regional Retail Center Commercial Master Site Plan Project. To ensure that the applicable LOS standard would be met with the addition of project traffic, the following mitigation measures were identified:

• I-90 Westbound Ramps/US 97 – Construction of a northbound right-turn lane would allow both approach lanes to operate at LOS D or better and meet the LOS standard.

• University Way/Dolarway Road-US 97 – The installation of a traffic signal would allow this intersection to operate at LOS B and meet the LOS standard. In addition, a second eastbound left-turn lane with approximately 200 feet of storage should be installed to reduce queues which would otherwise extend in excess of 400 feet.

• Reecer Creek Road/University Way – The installation of a traffic signal would allow this intersection to operate at LOS A and meet the LOS standard.

• Railroad Avenue/5th Avenue – Converting this two-way stop-controlled intersection to an all-way stop-controlled intersection would allow all four approaches to operate at LOS C or better and meet the LOS standard.

The project would not cause any additional intersections to fall below the City’s LOS standards. No further intersection mitigation is identified.



Summary & Conclusions

This TIA evaluated the proposed Ellensburg Regional Retail, which straddles US 97. The following provides a brief summary of the findings and conclusions documented by this report.

• The proposed project would include the construction of approximately 494,000 square feet of retail, 60,000 square feet of office, and a hotel with 80 rooms. It is anticipated to be completed and occupied by 2010.

• Trip generation was calculated for the PM peak hour. The proposed project is anticipated to generate approximately 1,300 net new PM peak hour trips with about 600 inbound and 700 outbound.

• Historic accidents records at the Water Street/University Way intersection indicate that this may be a HAL; however, the City’s TIP has planned improvements at this intersection.

• The level of service (LOS) analyses indicated that the addition of project-generated traffic would not the applicable LOS standard I-90 Westbound Ramps/US 97, US 97/University Way/Dolarway Road, Reecer Creek Road/University Way, and Railroad Avenue/5th Avenue intersections. Mitigation measures (summarized in the previous section) range from traffic signals, all-way stop control, and turn lanes.

• The project would meet WSDOT sight distance requirements at all driveways.

• All driveways would operate at LOS D or better during the PM peak hour. Driveway B would operate at LOS E; however, this affects a relatively small number of vehicles during the peak hour, and would likely not be a problem during other times of the day. Should motorist have difficulty exiting this driveway, it is likely they would shift to the signalized intersection.

• The proposed parking supply of 2,429 spaces would meet the estimated weekday and Saturday peak parking demand.

Appendix A: Intersection Turning Movement Counts

TRAFFICOUNT, INC.P.O. BOX 2508

OLYMPIA, WASHINGTON 98507(360) 491-8116 File Name : TPG28410

Site Code : 00000010Start Date : 10/11/2007Page No : 1

ELLENSBURG, WASHINGTONMAIN STUNIVERSITY WAYLOC # 10 TPG07284M

Groups Printed- PRIMARYMAIN ST

From NorthUNIVERSITY WAY

From EastMAIN ST

From SouthUNIVERSITY WAY

From West

Start Time Right Thru Left Truck App. Total Right Thru Left Truck App. Total Right Thru Left Truck App. Total Right Thru Left Truck App. Total Exclu. Total Inclu. Total Int. Total

04:00 PM 6 19 5 0 30 19 58 47 0 124 11 15 38 1 64 18 54 2 1 74 2 292 294

04:15 PM 5 25 7 2 37 13 45 44 1 102 24 26 45 1 95 32 72 5 1 109 5 343 34804:30 PM 2 33 9 0 44 20 55 40 1 115 19 38 42 4 99 32 75 2 7 109 12 367 37904:45 PM 5 40 11 0 56 14 56 45 0 115 24 41 40 4 105 43 93 5 8 141 12 417 429

Total 18 117 32 2 167 66 214 176 2 456 78 120 165 10 363 125 294 14 17 433 31 1419 1450

05:00 PM 8 27 7 0 42 15 49 38 2 102 23 47 43 0 113 23 53 3 2 79 4 336 34005:15 PM 6 21 8 0 35 15 66 42 2 123 18 42 46 0 106 19 54 1 1 74 3 338 34105:30 PM 12 27 9 0 48 24 68 41 0 133 30 40 41 1 111 31 57 5 2 93 3 385 388

05:45 PM 7 24 9 0 40 12 43 31 0 86 22 45 26 0 93 26 52 6 1 84 1 303 304Total 33 99 33 0 165 66 226 152 4 444 93 174 156 1 423 99 216 15 6 330 11 1362 1373

Grand Total 51 216 65 2 332 132 440 328 6 900 171 294 321 11 786 224 510 29 23 763 42 2781 2823Apprch % 15.4 65.1 19.6 14.7 48.9 36.4 21.8 37.4 40.8 29.4 66.8 3.8

Total % 1.8 7.8 2.3 11.9 4.7 15.8 11.8 32.4 6.1 10.6 11.5 28.3 8.1 18.3 1 27.4 1.5 98.5

MAIN ST

UN

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RS

ITY

WA

Y U

NIV

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SIT

Y W

AY

MAIN ST

Right51

Thru216

Left65

InOut Total455 332 787

Rig

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13

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8

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6

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0

16

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Right171

Out TotalIn768 786 1554

Le

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0

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4

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2

76

3

15

75

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





MAIN STFrom North

UNIVERSITY WAYFrom East

MAIN STFrom South

UNIVERSITY WAYFrom West

Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. TotalPeak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 04:45 PM

04:45 PM 5 40 11 56 14 56 45 115 24 41 40 105 43 93 5 141 417

05:00 PM 8 27 7 42 15 49 38 102 23 47 43 113 23 53 3 79 336

05:15 PM 6 21 8 35 15 66 42 123 18 42 46 106 19 54 1 74 338

05:30 PM 12 27 9 48 24 68 41 133 30 40 41 111 31 57 5 93 385

Total Volume 31 115 35 181 68 239 166 473 95 170 170 435 116 257 14 387 1476

% App. Total 17.1 63.5 19.3 14.4 50.5 35.1 21.8 39.1 39.1 30 66.4 3.6

PHF .646 .719 .795 .808 .708 .879 .922 .889 .792 .904 .924 .962 .674 .691 .700 .686 .885

MAIN ST

UN

IVE

RS

ITY

WA

Y U

NIV

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SIT

Y W

AY

MAIN ST

Right31

Thru115

Left35


Rig

ht

68

T

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23

9

Le

ft1

66

Ou

tT

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lIn

38

7

47

3

86

0

Left170

Thru170

Right95


Le

ft14

T

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7

Rig

ht

11

6

To

tal

Ou

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44

0

38

7

82

7

Peak Hour Begins at 04:45 PM PRIMARY

Peak Hour Data

North





MAIN STFrom North


MAIN STFrom South


Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. TotalPeak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Each Approach Begins at:

04:45 PM 04:45 PM 04:45 PM 04:15 PM

+0 mins. 5 40 11 56 14 56 45 115 24 41 40 105 32 72 5 109

+15 mins. 8 27 7 42 15 49 38 102 23 47 43 113 32 75 2 109

+30 mins. 6 21 8 35 15 66 42 123 18 42 46 106 43 93 5 141

+45 mins. 12 27 9 48 24 68 41 133 30 40 41 111 23 53 3 79

Total Volume 31 115 35 181 68 239 166 473 95 170 170 435 130 293 15 438

% App. Total 17.1 63.5 19.3 14.4 50.5 35.1 21.8 39.1 39.1 29.7 66.9 3.4

PHF .646 .719 .795 .808 .708 .879 .922 .889 .792 .904 .924 .962 .756 .788 .750 .777

MAIN ST

UN

IVE

RS

ITY

WA

Y U

NIV

ER

SIT

Y W

AY

MAIN ST

Right31

Thru115

Left35

In - Peak Hour: 04:45 PM181

Rig

ht

68

T

hru

23

9

Le

ft1

66

In - P

ea

k Ho

ur: 0

4:4

5 P

M4

73

Left170

Thru170

Right95


Le

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T

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3

Rig

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13

0

In -

Pe

ak

Ho

ur:

04

:15

PM

43

8

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONWATER STUNIVERSITY WAYLOC # 09 TPG07277M

Groups Printed- PRIMARYWATER ST

From NorthUNIVERSITY WAY

From EastWATER ST

From SouthUNIVERSITY WAY

From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.004:00 PM 13 34 7 7 54 11 78 19 1 108 16 33 11 1 60 10 81 6 2 97 11 319 330

04:15 PM 7 47 12 4 66 10 55 11 0 76 12 35 14 0 61 9 82 8 5 99 9 302 31104:30 PM 6 37 7 1 50 7 81 16 1 104 10 40 21 0 71 13 72 12 8 97 10 322 332

04:45 PM 7 42 17 1 66 6 84 14 0 104 6 30 12 0 48 11 95 7 7 113 8 331 339Total 33 160 43 13 236 34 298 60 2 392 44 138 58 1 240 43 330 33 22 406 38 1274 1312

05:00 PM 10 45 10 1 65 4 82 24 1 110 15 59 10 0 84 7 101 14 3 122 5 381 38605:15 PM 8 51 4 0 63 11 64 29 1 104 8 61 13 0 82 3 54 8 3 65 4 314 318

05:30 PM 6 45 11 0 62 11 50 18 1 79 8 40 25 0 73 7 67 5 2 79 3 293 29605:45 PM 13 43 10 0 66 8 42 23 2 73 13 51 20 0 84 18 46 5 4 69 6 292 298

Total 37 184 35 1 256 34 238 94 5 366 44 211 68 0 323 35 268 32 12 335 18 1280 1298

Grand Total 70 344 78 14 492 68 536 154 7 758 88 349 126 1 563 78 598 65 34 741 56 2554 2610

Apprch % 14.2 69.9 15.9 9 70.7 20.3 15.6 62 22.4 10.5 80.7 8.8 Total % 2.7 13.5 3.1 19.3 2.7 21 6 29.7 3.4 13.7 4.9 22 3.1 23.4 2.5 29 2.1 97.9

WATER ST

UN

IVE

RS

ITY

WA

Y U

NIV

ER

SIT

Y W

AY

WATER ST

Right70

Thru344

Left78


Rig

ht

68

T

hru

53

6

Le

ft1

54

Ou

tT

ota

lIn

76

4

75

8

15

22

Left126

Thru349

Right88


Le

ft65

T

hru59

8

Rig

ht

78

To

tal

Ou

tIn

73

2

74

1

14

73

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





WATER STFrom North


WATER STFrom South



04:30 PM 6 37 7 50 7 81 16 104 10 40 21 71 13 72 12 97 322

04:45 PM 7 42 17 66 6 84 14 104 6 30 12 48 11 95 7 113 331

05:00 PM 10 45 10 65 4 82 24 110 15 59 10 84 7 101 14 122 381

05:15 PM 8 51 4 63 11 64 29 104 8 61 13 82 3 54 8 65 314

Total Volume 31 175 38 244 28 311 83 422 39 190 56 285 34 322 41 397 1348

% App. Total 12.7 71.7 15.6 6.6 73.7 19.7 13.7 66.7 19.6 8.6 81.1 10.3

PHF .775 .858 .559 .924 .636 .926 .716 .959 .650 .779 .667 .848 .654 .797 .732 .814 .885

WATER ST

UN

IVE

RS

ITY

WA

Y U

NIV

ER

SIT

Y W

AY

WATER ST

Right31

Thru175

Left38


Rig

ht

28

T

hru

31

1

Le

ft 83

Ou

tT

ota

lIn

39

9

42

2

82

1

Left56

Thru190

Right39


Le

ft41

T

hru32

2

Rig

ht

34

To

tal

Ou

tIn

39

8

39

7

79

5


Peak Hour Data

North





WATER STFrom North


WATER STFrom South



04:45 PM 04:30 PM 05:00 PM 04:15 PM

+0 mins. 7 42 17 66 7 81 16 104 15 59 10 84 9 82 8 99

+15 mins. 10 45 10 65 6 84 14 104 8 61 13 82 13 72 12 97

+30 mins. 8 51 4 63 4 82 24 110 8 40 25 73 11 95 7 113

+45 mins. 6 45 11 62 11 64 29 104 13 51 20 84 7 101 14 122

Total Volume 31 183 42 256 28 311 83 422 44 211 68 323 40 350 41 431

% App. Total 12.1 71.5 16.4 6.6 73.7 19.7 13.6 65.3 21.1 9.3 81.2 9.5

PHF .775 .897 .618 .970 .636 .926 .716 .959 .733 .865 .680 .961 .769 .866 .732 .883

WATER ST

UN

IVE

RS

ITY

WA

Y U

NIV

ER

SIT

Y W

AY

WATER ST

Right31

Thru183

Left42


Rig

ht

28

T

hru

31

1

Le

ft 83

In - P

ea

k Ho

ur: 0

4:3

0 P

M4

22

Left68

Thru211

Right44


Le

ft41

T

hru35

0

Rig

ht

40

In -

Pe

ak

Ho

ur:

04

:15

PM

43

1

PRIMARY

Peak Hour Data

North




ELLENSBURG,WASHINGTONREECER CREEK RDW BENDER RDLOC #08P TPG07284M

Groups Printed- PrimaryREECER CREEK RD

From NorthW BENDERFrom East

REECER CREEK RDFrom South From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

04:00 PM 0 18 2 4 20 2 0 10 1 12 13 16 0 5 29 0 0 0 0 0 10 61 71

04:15 PM 0 16 1 0 17 0 0 3 0 3 12 13 0 2 25 0 0 0 0 0 2 45 47

04:30 PM 0 20 0 2 20 2 0 11 2 13 12 7 0 0 19 0 0 0 0 0 4 52 56

04:45 PM 0 15 1 0 16 2 0 6 0 8 12 19 0 1 31 0 0 0 0 0 1 55 56

Total 0 69 4 6 73 6 0 30 3 36 49 55 0 8 104 0 0 0 0 0 17 213 230

05:00 PM 0 16 2 0 18 4 0 12 0 16 9 32 0 1 41 0 0 0 0 0 1 75 76

05:15 PM 0 10 5 0 15 2 0 8 0 10 21 19 0 1 40 0 0 0 0 0 1 65 66

05:30 PM 0 18 5 1 23 3 0 9 0 12 16 17 0 0 33 0 0 0 0 0 1 68 6905:45 PM 0 18 1 0 19 2 0 7 1 9 7 15 0 0 22 0 0 0 0 0 1 50 51

Total 0 62 13 1 75 11 0 36 1 47 53 83 0 2 136 0 0 0 0 0 4 258 262

Grand Total 0 131 17 7 148 17 0 66 4 83 102 138 0 10 240 0 0 0 0 0 21 471 492

Apprch % 0 88.5 11.5 20.5 0 79.5 42.5 57.5 0 0 0 0

Total % 0 27.8 3.6 31.4 3.6 0 14 17.6 21.7 29.3 0 51 0 0 0 0 4.3 95.7

REECER CREEK RD

W

BE

ND

ER

REECER CREEK RD

Right0

Thru131

Left17


Rig

ht

17

T

hru 0

L

eft 6

6

Ou

tT

ota

lIn

11

9

83

2

02

Left0

Thru138

Right102


Le

ft0

T

hru

0

Rig

ht0

To

tal

Ou

tIn

0

0

0

10/3/2007 04:00 PM10/3/2007 05:45 PM Primary

North





REECER CREEK RDFrom North

W BENDERFrom East


Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. TotalPeak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 04:45 PM04:45 PM 0 15 1 16 2 0 6 8 12 19 0 31 0 0 0 0 5505:00 PM 0 16 2 18 4 0 12 16 9 32 0 41 0 0 0 0 75

05:15 PM 0 10 5 15 2 0 8 10 21 19 0 40 0 0 0 0 6505:30 PM 0 18 5 23 3 0 9 12 16 17 0 33 0 0 0 0 68

Total Volume 0 59 13 72 11 0 35 46 58 87 0 145 0 0 0 0 263

% App. Total 0 81.9 18.1 23.9 0 76.1 40 60 0 0 0 0

PHF .000 .819 .650 .783 .688 .000 .729 .719 .690 .680 .000 .884 .000 .000 .000 .000 .877

REECER CREEK RD

W

BE

ND

ER

REECER CREEK RD

Right0

Thru59

Left13


Rig

ht

11

T

hru 0

L

eft 3

5

Ou

tT

ota

lIn

71

4

6

11

7

Left0

Thru87

Right58


Le

ft0

T

hru

0

Rig

ht0

To

tal

Ou

tIn

0

0

0

Peak Hour Begins at 04:45 PM Primary

Peak Hour Data

North






W BENDERFrom East


Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total

Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Each Approach Begins at:

05:00 PM 04:30 PM 04:45 PM 04:00 PM+0 mins. 0 16 2 18 2 0 11 13 12 19 0 31 0 0 0 0

+15 mins. 0 10 5 15 2 0 6 8 9 32 0 41 0 0 0 0

+30 mins. 0 18 5 23 4 0 12 16 21 19 0 40 0 0 0 0+45 mins. 0 18 1 19 2 0 8 10 16 17 0 33 0 0 0 0

Total Volume 0 62 13 75 10 0 37 47 58 87 0 145 0 0 0 0

% App. Total 0 82.7 17.3 21.3 0 78.7 40 60 0 0 0 0

PHF .000 .861 .650 .815 .625 .000 .771 .734 .690 .680 .000 .884 .000 .000 .000 .000

REECER CREEK RD

W

BE

ND

ER

REECER CREEK RD

Right0

Thru62

Left13


Rig

ht

10

T

hru 0

L

eft 3

7

In - P

ea

k Ho

ur: 0

4:3

0 P

M4

7

Left0

Thru87

Right58


Le

ft0

T

hru

0

Rig

ht0

In -

Pe

ak

Ho

ur:

04

:00

PM

0

Primary

Peak Hour Data

North




ELLENSBURG,WASHINGTONREECER CREEK RDW BOWER RDLOC #08P TPG07284M

Groups Printed- PrimaryREECER CREEK RD

From NorthW BENDER RD

From EastREECER CREEK RD

From South From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

04:00 PM 0 14 0 0 14 1 0 3 0 4 4 16 0 1 20 0 0 0 0 0 1 38 39

04:15 PM 0 13 2 4 15 1 0 4 0 5 7 11 0 1 18 0 0 0 0 0 5 38 43

04:30 PM 0 5 5 1 10 5 0 7 0 12 3 19 0 0 22 0 0 0 0 0 1 44 45

04:45 PM 0 17 2 0 19 3 0 2 0 5 5 16 0 0 21 0 0 0 0 0 0 45 45

Total 0 49 9 5 58 10 0 16 0 26 19 62 0 2 81 0 0 0 0 0 7 165 172

05:00 PM 0 13 5 0 18 2 0 6 0 8 10 22 0 0 32 0 0 0 0 0 0 58 58

05:15 PM 0 19 1 2 20 5 0 5 1 10 9 26 0 1 35 0 0 0 0 0 4 65 69

05:30 PM 0 13 0 0 13 2 0 1 0 3 10 17 0 1 27 0 0 0 0 0 1 43 4405:45 PM 0 8 5 1 13 5 0 7 1 12 5 19 0 1 24 0 0 0 0 0 3 49 52

Total 0 53 11 3 64 14 0 19 2 33 34 84 0 3 118 0 0 0 0 0 8 215 223

Grand Total 0 102 20 8 122 24 0 35 2 59 53 146 0 5 199 0 0 0 0 0 15 380 395

Apprch % 0 83.6 16.4 40.7 0 59.3 26.6 73.4 0 0 0 0

Total % 0 26.8 5.3 32.1 6.3 0 9.2 15.5 13.9 38.4 0 52.4 0 0 0 0 3.8 96.2

REECER CREEK RD

W

BE

ND

ER

RD

REECER CREEK RD

Right0

Thru102

Left20


Rig

ht

24

T

hru 0

L

eft 3

5

Ou

tT

ota

lIn

73

5

9

13

2

Left0

Thru146

Right53


Le

ft0

T

hru

0

Rig

ht0

To

tal

Ou

tIn

0

0

0

10/11/2007 04:00 PM10/11/2007 05:45 PM Primary

North






W BENDER RDFrom East


Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. TotalPeak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 PM05:00 PM 0 13 5 18 2 0 6 8 10 22 0 32 0 0 0 0 58

05:15 PM 0 19 1 20 5 0 5 10 9 26 0 35 0 0 0 0 65

05:30 PM 0 13 0 13 2 0 1 3 10 17 0 27 0 0 0 0 43

05:45 PM 0 8 5 13 5 0 7 12 5 19 0 24 0 0 0 0 49

Total Volume 0 53 11 64 14 0 19 33 34 84 0 118 0 0 0 0 215

% App. Total 0 82.8 17.2 42.4 0 57.6 28.8 71.2 0 0 0 0

PHF .000 .697 .550 .800 .700 .000 .679 .688 .850 .808 .000 .843 .000 .000 .000 .000 .827

REECER CREEK RD

W

BE

ND

ER

RD

REECER CREEK RD

Right0

Thru53

Left11


Rig

ht

14

T

hru 0

L

eft 1

9

Ou

tT

ota

lIn

45

3

3

78

Left0

Thru84

Right34


Le

ft0

T

hru

0

Rig

ht0

To

tal

Ou

tIn

0

0

0

Peak Hour Begins at 05:00 PM Primary

Peak Hour Data

North






W BENDER RDFrom East



Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Each Approach Begins at:

04:45 PM 04:30 PM 05:00 PM 04:00 PM+0 mins. 0 17 2 19 5 0 7 12 10 22 0 32 0 0 0 0

+15 mins. 0 13 5 18 3 0 2 5 9 26 0 35 0 0 0 0

+30 mins. 0 19 1 20 2 0 6 8 10 17 0 27 0 0 0 0

+45 mins. 0 13 0 13 5 0 5 10 5 19 0 24 0 0 0 0

Total Volume 0 62 8 70 15 0 20 35 34 84 0 118 0 0 0 0

% App. Total 0 88.6 11.4 42.9 0 57.1 28.8 71.2 0 0 0 0

PHF .000 .816 .400 .875 .750 .000 .714 .729 .850 .808 .000 .843 .000 .000 .000 .000

REECER CREEK RD

W

BE

ND

ER

RD

REECER CREEK RD

Right0

Thru62

Left8


Rig

ht

15

T

hru 0

L

eft 2

0

In - P

ea

k Ho

ur: 0

4:3

0 P

M3

5

Left0

Thru84

Right34


Le

ft0

T

hru

0

Rig

ht0

In -

Pe

ak

Ho

ur:

04

:00

PM

0

Primary

Peak Hour Data

North




ELLENSBURG, WASHINGTONREECER CREEK RDDRY CREEK RDLOC #07 TPG07284M

Groups Printed- PRIMARY

REECER CREEK RD

From North

DRY CREEK RD

From East

REECER CREEK RD

From South

DRY CREEK RD

From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

04:00 PM 2 16 3 0 21 2 3 12 0 17 8 19 11 1 38 6 3 2 1 11 2 87 89

04:15 PM 0 21 0 4 21 1 10 6 0 17 8 22 9 1 39 1 3 2 1 6 6 83 89

04:30 PM 0 11 2 1 13 4 4 4 0 12 2 17 3 1 22 6 5 2 1 13 3 60 63

04:45 PM 0 19 5 1 24 1 4 8 0 13 12 23 5 1 40 4 6 0 1 10 3 87 90

Total 2 67 10 6 79 8 21 30 0 59 30 81 28 4 139 17 17 6 4 40 14 317 331

05:00 PM 0 24 3 1 27 4 10 4 0 18 11 30 9 0 50 5 3 2 0 10 1 105 106

05:15 PM 1 23 5 3 29 2 11 7 0 20 11 32 9 2 52 6 6 2 0 14 5 115 120

05:30 PM 1 15 1 1 17 3 7 4 0 14 12 23 5 1 40 6 2 0 0 8 2 79 81

05:45 PM 0 17 0 0 17 7 9 7 0 23 9 30 10 1 49 4 5 1 0 10 1 99 100

Total 2 79 9 5 90 16 37 22 0 75 43 115 33 4 191 21 16 5 0 42 9 398 407

Grand Total 4 146 19 11 169 24 58 52 0 134 73 196 61 8 330 38 33 11 4 82 23 715 738

Apprch % 2.4 86.4 11.2 17.9 43.3 38.8 22.1 59.4 18.5 46.3 40.2 13.4

Total % 0.6 20.4 2.7 23.6 3.4 8.1 7.3 18.7 10.2 27.4 8.5 46.2 5.3 4.6 1.5 11.5 3.1 96.9

REECER CREEK RD

DR

Y C

RE

EK

RD

DR

Y C

RE

EK

RD

REECER CREEK RD

Right4

Thru146

Left19


Rig

ht

24

Thru5

8

Left52

Out

Tota

lIn

125

134

259

Left61

Thru196

Right73


Left11

Thru3

3

Rig

ht

38

Tota

lO

ut

In123

82

205

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





REECER CREEK RD

From North

DRY CREEK RD

From East

REECER CREEK RD

From South

DRY CREEK RD

From West


Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 05:00 PM

05:00 PM 0 24 3 27 4 10 4 18 11 30 9 50 5 3 2 10 105

05:15 PM 1 23 5 29 2 11 7 20 11 32 9 52 6 6 2 14 115

05:30 PM 1 15 1 17 3 7 4 14 12 23 5 40 6 2 0 8 79

05:45 PM 0 17 0 17 7 9 7 23 9 30 10 49 4 5 1 10 99

Total Volume 2 79 9 90 16 37 22 75 43 115 33 191 21 16 5 42 398

% App. Total 2.2 87.8 10 21.3 49.3 29.3 22.5 60.2 17.3 50 38.1 11.9 PHF .500 .823 .450 .776 .571 .841 .786 .815 .896 .898 .825 .918 .875 .667 .625 .750 .865

REECER CREEK RD

DR

Y C

RE

EK

RD

DR

Y C

RE

EK

RD

REECER CREEK RD

Right2

Thru79

Left9


Rig

ht

16

T

hru 3

7

Le

ft 22

Ou

tT

ota

lIn

68

7

5

14

3

Left33

Thru115

Right43


Le

ft5

T

hru1

6

Rig

ht

21

To

tal

Ou

tIn

72

4

2

11

4


Peak Hour Data

North

Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1

Peak Hour for Each Approach Begins at:04:45 PM 05:00 PM 05:00 PM 04:30 PM

+0 mins. 0 19 5 24 4 10 4 18 11 30 9 50 6 5 2 13

+15 mins. 0 24 3 27 2 11 7 20 11 32 9 52 4 6 0 10

+30 mins. 1 23 5 29 3 7 4 14 12 23 5 40 5 3 2 10

+45 mins. 1 15 1 17 7 9 7 23 9 30 10 49 6 6 2 14

Total Volume 2 81 14 97 16 37 22 75 43 115 33 191 21 20 6 47

% App. Total 2.1 83.5 14.4 21.3 49.3 29.3 22.5 60.2 17.3 44.7 42.6 12.8 PHF .500 .844 .700 .836 .571 .841 .786 .815 .896 .898 .825 .918 .875 .833 .750 .839





REECER CREEK RD

DR

Y C

RE

EK

RD

DR

Y C

RE

EK

RD

REECER CREEK RD

Right2

Thru81

Left14

In - Peak Hour: 04:45 PM97 R

ight

16

Thru3

7

Left22

In - P

eak H

our: 0

5:0

0 P

M75

Left33

Thru115

Right43


Left6

Thru2

0

Rig

ht

21

In -

Peak

Hour:

04:3

0 P

M47

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONREECER CREEK RDOLD HWY 10 (DRY CREEK CONNECTOR)LOC #06 TPG07284M


REECER CREEK RD

From North From East

REECER CREEK RD

From South

OLD HWY 10 (DRY CREEK CONNECTOR)

From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

04:00 PM 4 24 0 2 28 0 0 0 0 0 0 33 17 2 50 21 0 4 4 25 8 103 111

04:15 PM 2 22 0 7 24 0 0 0 0 0 0 32 21 4 53 34 0 6 4 40 15 117 132

04:30 PM 1 18 0 3 19 0 0 0 0 0 0 32 21 2 53 25 0 1 1 26 6 98 104

04:45 PM 4 22 0 1 26 0 0 0 0 0 0 36 21 0 57 23 0 4 0 27 1 110 111

Total 11 86 0 13 97 0 0 0 0 0 0 133 80 8 213 103 0 15 9 118 30 428 458

05:00 PM 5 33 0 2 38 0 0 0 0 0 0 51 16 1 67 30 0 5 3 35 6 140 146

05:15 PM 6 38 0 2 44 0 0 0 0 0 0 49 19 2 68 22 0 3 0 25 4 137 141

05:30 PM 2 31 0 2 33 0 0 0 0 0 0 42 24 0 66 21 0 7 1 28 3 127 130

05:45 PM 3 28 0 2 31 0 0 0 0 0 0 34 23 2 57 19 0 2 0 21 4 109 113

Total 16 130 0 8 146 0 0 0 0 0 0 176 82 5 258 92 0 17 4 109 17 513 530

Grand Total 27 216 0 21 243 0 0 0 0 0 0 309 162 13 471 195 0 32 13 227 47 941 988

Apprch % 11.1 88.9 0 0 0 0 0 65.6 34.4 85.9 0 14.1

Total % 2.9 23 0 25.8 0 0 0 0 0 32.8 17.2 50.1 20.7 0 3.4 24.1 4.8 95.2

REECER CREEK RD

OLD

HW

Y 1

0 (

DR

Y C

RE

EK

CO

NN

EC

TO

R)

REECER CREEK RD

Right27

Thru216

Left0


Rig

ht0

Thru0

Left0

Out

Tota

lIn

0

0

0

Left162

Thru309

Right0


Left32

Thru

0

Rig

ht

195

Tota

lO

ut

In189

227

416

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





REECER CREEK RD

From North From East

REECER CREEK RD

From South

OLD HWY 10 (DRY CREEK CONNECTOR)

From West



04:45 PM 4 22 0 26 0 0 0 0 0 36 21 57 23 0 4 27 110

05:00 PM 5 33 0 38 0 0 0 0 0 51 16 67 30 0 5 35 140

05:15 PM 6 38 0 44 0 0 0 0 0 49 19 68 22 0 3 25 137

05:30 PM 2 31 0 33 0 0 0 0 0 42 24 66 21 0 7 28 127

Total Volume 17 124 0 141 0 0 0 0 0 178 80 258 96 0 19 115 514

% App. Total 12.1 87.9 0 0 0 0 0 69 31 83.5 0 16.5 PHF .708 .816 .000 .801 .000 .000 .000 .000 .000 .873 .833 .949 .800 .000 .679 .821 .918

REECER CREEK RD

OL

D H

WY

10

(D

RY

CR

EE

K C

ON

NE

CT

OR

)

REECER CREEK RD

Right17

Thru124

Left0


Rig

ht 0

Th

ru 0

Le

ft 0

Ou

tT

ota

lIn

0

0

0

Left80

Thru178

Right0


Le

ft19

T

hru

0

Rig

ht

96

To

tal

Ou

tIn

97

1

15

2

12


Peak Hour Data

North



+0 mins. 5 33 0 38 0 0 0 0 0 36 21 57 34 0 6 40

+15 mins. 6 38 0 44 0 0 0 0 0 51 16 67 25 0 1 26

+30 mins. 2 31 0 33 0 0 0 0 0 49 19 68 23 0 4 27

+45 mins. 3 28 0 31 0 0 0 0 0 42 24 66 30 0 5 35

Total Volume 16 130 0 146 0 0 0 0 0 178 80 258 112 0 16 128

% App. Total 11 89 0 0 0 0 0 69 31 87.5 0 12.5 PHF .667 .855 .000 .830 .000 .000 .000 .000 .000 .873 .833 .949 .824 .000 .667 .800





REECER CREEK RD

OLD

HW

Y 1

0 (

DR

Y C

RE

EK

CO

NN

EC

TO

R)

REECER CREEK RD

Right16

Thru130

Left0


Rig

ht0

Thru0

Left0

In - P

eak H

our: 0

4:0

0 P

M0

Left80

Thru178

Right0


Left16

Thru

0

Rig

ht

112

In -

Peak

Hour:

04:1

5 P

M128

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONREECER CREEK RDUNIVERSITY WAYLOC #05 TPG07284M


REECER CREEK RD

From North

W UNIVERSITY WAY

From East From South

W UNIVERSITY WAY

From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

04:00 PM 13 0 33 4 46 33 42 0 5 75 0 0 0 0 0 0 43 15 6 58 15 179 194

04:15 PM 22 0 34 6 56 32 55 0 6 87 0 0 0 0 0 0 50 17 3 67 15 210 225

04:30 PM 20 0 27 3 47 36 34 0 5 70 0 0 0 0 0 0 48 17 5 65 13 182 195

04:45 PM 21 0 24 0 45 32 39 0 0 71 0 0 0 0 0 0 48 27 2 75 2 191 193

Total 76 0 118 13 194 133 170 0 16 303 0 0 0 0 0 0 189 76 16 265 45 762 807

05:00 PM 19 0 36 3 55 51 54 0 6 105 0 0 0 0 0 0 56 31 1 87 10 247 257

05:15 PM 24 0 36 2 60 36 58 0 3 94 0 0 0 0 0 0 36 32 0 68 5 222 227

05:30 PM 23 0 28 2 51 37 44 0 1 81 0 0 0 0 0 0 41 30 0 71 3 203 206

05:45 PM 21 0 28 2 49 35 43 0 2 78 0 0 0 0 0 0 33 24 1 57 5 184 189

Total 87 0 128 9 215 159 199 0 12 358 0 0 0 0 0 0 166 117 2 283 23 856 879

Grand Total 163 0 246 22 409 292 369 0 28 661 0 0 0 0 0 0 355 193 18 548 68 1618 1686

Apprch % 39.9 0 60.1 44.2 55.8 0 0 0 0 0 64.8 35.2

Total % 10.1 0 15.2 25.3 18 22.8 0 40.9 0 0 0 0 0 21.9 11.9 33.9 4 96

REECER CREEK RD

W U

NIV

ER

SIT

Y W

AY

W U

NIV

ER

SIT

Y W

AY

Right163

Thru0

Left246


Rig

ht

292

Thru

369

Left0

Out

Tota

lIn

601

661

1262

Left0

Thru0

Right0

Out TotalIn0 0 0

Left

193

Thru355

Rig

ht0

Tota

lO

ut

In532

548

1080

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





REECER CREEK RD

From North

W UNIVERSITY WAY

From East From South

W UNIVERSITY WAY

From West



04:45 PM 21 0 24 45 32 39 0 71 0 0 0 0 0 48 27 75 191

05:00 PM 19 0 36 55 51 54 0 105 0 0 0 0 0 56 31 87 247

05:15 PM 24 0 36 60 36 58 0 94 0 0 0 0 0 36 32 68 222

05:30 PM 23 0 28 51 37 44 0 81 0 0 0 0 0 41 30 71 203

Total Volume 87 0 124 211 156 195 0 351 0 0 0 0 0 181 120 301 863

% App. Total 41.2 0 58.8 44.4 55.6 0 0 0 0 0 60.1 39.9 PHF .906 .000 .861 .879 .765 .841 .000 .836 .000 .000 .000 .000 .000 .808 .938 .865 .873

REECER CREEK RD

W U

NIV

ER

SIT

Y W

AY

W U

NIV

ER

SIT

Y W

AY

Right87

Thru0

Left124


Rig

ht

15

6

Th

ru1

95

L

eft 0

Ou

tT

ota

lIn

30

5

35

1

65

6

Left0

Thru0

Right0

Out TotalIn0 0 0

Le

ft1

20

T

hru18

1

Rig

ht0

To

tal

Ou

tIn

28

2

30

1

58

3


Peak Hour Data

North



+0 mins. 19 0 36 55 51 54 0 105 0 0 0 0 0 48 27 75

+15 mins. 24 0 36 60 36 58 0 94 0 0 0 0 0 56 31 87

+30 mins. 23 0 28 51 37 44 0 81 0 0 0 0 0 36 32 68

+45 mins. 21 0 28 49 35 43 0 78 0 0 0 0 0 41 30 71

Total Volume 87 0 128 215 159 199 0 358 0 0 0 0 0 181 120 301

% App. Total 40.5 0 59.5 44.4 55.6 0 0 0 0 0 60.1 39.9 PHF .906 .000 .889 .896 .779 .858 .000 .852 .000 .000 .000 .000 .000 .808 .938 .865





REECER CREEK RD

W U

NIV

ER

SIT

Y W

AY

W U

NIV

ER

SIT

Y W

AY

Right87

Thru0

Left128


Rig

ht

159

Thru

199

Left0

In - P

eak H

our: 0

5:0

0 P

M358

Left0

Thru0

Right0


Left

120

Thru181

Rig

ht0

In -

Peak

Hour:

04:4

5 P

M301

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONUS 97/N DOLARWAY RDCASCADE HWY/W UNIVERSITY WYLOC #04 TPG07284M


US 97

From North

W UNIVERSITY WAY

From East

N DOLARWAY RD

From South

CASCADE HWY (US 97)

From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

04:00 PM 48 17 4 18 69 10 46 14 3 70 5 3 32 1 40 43 57 43 23 143 45 322 367

04:15 PM 47 10 7 15 64 17 46 18 3 81 7 10 36 6 53 43 54 44 31 141 55 339 394

04:30 PM 36 12 16 13 64 15 40 9 5 64 13 12 37 4 62 35 44 44 25 123 47 313 360

04:45 PM 43 16 14 15 73 18 39 17 2 74 12 23 45 8 80 46 59 31 25 136 50 363 413

Total 174 55 41 61 270 60 171 58 13 289 37 48 150 19 235 167 214 162 104 543 197 1337 1534

05:00 PM 43 20 5 16 68 11 52 14 4 77 11 6 67 3 84 39 48 39 23 126 46 355 401

05:15 PM 39 15 15 15 69 18 67 6 2 91 10 12 40 3 62 30 58 38 28 126 48 348 396

05:30 PM 48 9 12 16 69 14 54 9 2 77 6 9 35 3 50 33 48 37 28 118 49 314 363

05:45 PM 42 5 12 21 59 14 32 5 1 51 10 10 33 3 53 37 51 37 21 125 46 288 334

Total 172 49 44 68 265 57 205 34 9 296 37 37 175 12 249 139 205 151 100 495 189 1305 1494

Grand Total 346 104 85 129 535 117 376 92 22 585 74 85 325 31 484 306 419 313 204 1038 386 2642 3028

Apprch % 64.7 19.4 15.9 20 64.3 15.7 15.3 17.6 67.1 29.5 40.4 30.2

Total % 13.1 3.9 3.2 20.2 4.4 14.2 3.5 22.1 2.8 3.2 12.3 18.3 11.6 15.9 11.8 39.3 12.7 87.3

US 97

CA

SC

AD

E H

WY

(U

S 9

7) W

UN

IVE

RS

ITY

WA

Y

N DOLARWAY RD

Right346

Thru104

Left85


Rig

ht

117

Thru

376

Left92

Out

Tota

lIn

578

585

1163

Left325

Thru85

Right74


Left

313

Thru419

Rig

ht

306

Tota

lO

ut

In1047

1038

2085

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





US 97

From North

W UNIVERSITY WAY

From East

N DOLARWAY RD

From South

CASCADE HWY (US 97)

From West



04:45 PM 43 16 14 73 18 39 17 74 12 23 45 80 46 59 31 136 363

05:00 PM 43 20 5 68 11 52 14 77 11 6 67 84 39 48 39 126 355

05:15 PM 39 15 15 69 18 67 6 91 10 12 40 62 30 58 38 126 348

05:30 PM 48 9 12 69 14 54 9 77 6 9 35 50 33 48 37 118 314

Total Volume 173 60 46 279 61 212 46 319 39 50 187 276 148 213 145 506 1380

% App. Total 62 21.5 16.5 19.1 66.5 14.4 14.1 18.1 67.8 29.2 42.1 28.7 PHF .901 .750 .767 .955 .847 .791 .676 .876 .813 .543 .698 .821 .804 .903 .929 .930 .950

US 97

CA

SC

AD

E H

WY

(U

S 9

7) W

UN

IVE

RS

ITY

WA

Y

N DOLARWAY RD

Right173

Thru60

Left46


Rig

ht

61

T

hru

21

2

Le

ft 46

Ou

tT

ota

lIn

29

8

31

9

61

7

Left187

Thru50

Right39


Le

ft1

45

T

hru21

3

Rig

ht

14

8

To

tal

Ou

tIn

57

2

50

6

10

78


Peak Hour Data

North



+0 mins. 43 16 14 73 18 39 17 74 13 12 37 62 43 57 43 143

+15 mins. 43 20 5 68 11 52 14 77 12 23 45 80 43 54 44 141

+30 mins. 39 15 15 69 18 67 6 91 11 6 67 84 35 44 44 123

+45 mins. 48 9 12 69 14 54 9 77 10 12 40 62 46 59 31 136

Total Volume 173 60 46 279 61 212 46 319 46 53 189 288 167 214 162 543

% App. Total 62 21.5 16.5 19.1 66.5 14.4 16 18.4 65.6 30.8 39.4 29.8 PHF .901 .750 .767 .955 .847 .791 .676 .876 .885 .576 .705 .857 .908 .907 .920 .949





US 97

CA

SC

AD

E H

WY

(U

S 9

7) W

UN

IVE

RS

ITY

WA

Y

N DOLARWAY RD

Right173

Thru60

Left46


Rig

ht

61

Thru

212

Left46

In - P

eak H

our: 0

4:4

5 P

M319

Left189

Thru53

Right46


Left

162

Thru214

Rig

ht

167

In -

Peak

Hour:

04:0

0 P

M543

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONI-90 WB ON/OFF RAMPSCASCADE HWY (US 97)LOC # 03 TPG07277M

Groups Printed- PRIMARYI-90 WB ON RAMP

From NorthCASCADE HWY (US 97)

From EastI-90 WB OFF RAMP

From SouthCASCADE HWY (US 97)

From West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.004:00 PM 0 0 0 0 0 57 74 0 17 131 39 0 8 10 47 0 109 1 15 110 42 288 330

04:15 PM 0 0 0 0 0 46 86 0 28 132 38 1 3 10 42 0 106 3 22 109 60 283 34304:30 PM 0 0 0 0 0 55 78 0 13 133 37 0 4 9 41 0 97 0 14 97 36 271 307

04:45 PM 0 0 0 0 0 51 72 0 16 123 55 0 2 15 57 0 105 2 18 107 49 287 336Total 0 0 0 0 0 209 310 0 74 519 169 1 17 44 187 0 417 6 69 423 187 1129 1316

05:00 PM 0 0 0 0 0 78 104 0 19 182 34 1 8 11 43 0 96 2 15 98 45 323 36805:15 PM 0 0 0 0 0 73 96 0 19 169 30 0 6 11 36 0 109 2 15 111 45 316 361

05:30 PM 0 0 0 0 0 56 85 0 16 141 29 1 5 5 35 0 103 2 22 105 43 281 32405:45 PM 0 0 0 0 0 51 93 0 31 144 39 0 6 9 45 0 96 0 18 96 58 285 343

Total 0 0 0 0 0 258 378 0 85 636 132 2 25 36 159 0 404 6 70 410 191 1205 1396

Grand Total 0 0 0 0 0 467 688 0 159 1155 301 3 42 80 346 0 821 12 139 833 378 2334 2712

Apprch % 0 0 0 40.4 59.6 0 87 0.9 12.1 0 98.6 1.4 Total % 0 0 0 0 20 29.5 0 49.5 12.9 0.1 1.8 14.8 0 35.2 0.5 35.7 13.9 86.1

I-90 WB ON RAMP

CA

SC

AD

E H

WY

(U

S 9

7)

CA

SC

AD

E H

WY

(US

97

)

I-90 WB OFF RAMP

Right0

Thru0

Left0


Rig

ht

46

7

Th

ru6

88

L

eft 0

Ou

tT

ota

lIn

11

22

1

15

5

22

77

Left42

Thru3

Right301


Le

ft12

T

hru82

1

Rig

ht0

To

tal

Ou

tIn

73

0

83

3

15

63

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





I-90 WB ON RAMPFrom North

CASCADE HWY (US 97)From East

I-90 WB OFF RAMPFrom South

CASCADE HWY (US 97)From West


04:45 PM 0 0 0 0 51 72 0 123 55 0 2 57 0 105 2 107 287

05:00 PM 0 0 0 0 78 104 0 182 34 1 8 43 0 96 2 98 323

05:15 PM 0 0 0 0 73 96 0 169 30 0 6 36 0 109 2 111 316

05:30 PM 0 0 0 0 56 85 0 141 29 1 5 35 0 103 2 105 281

Total Volume 0 0 0 0 258 357 0 615 148 2 21 171 0 413 8 421 1207

% App. Total 0 0 0 42 58 0 86.5 1.2 12.3 0 98.1 1.9

PHF .000 .000 .000 .000 .827 .858 .000 .845 .673 .500 .656 .750 .000 .947 1.000 .948 .934

I-90 WB ON RAMP

CA

SC

AD

E H

WY

(U

S 9

7)

CA

SC

AD

E H

WY

(US

97

)

I-90 WB OFF RAMP

Right0

Thru0

Left0


Rig

ht

25

8

Th

ru3

57

L

eft 0

Ou

tT

ota

lIn

56

1

61

5

11

76

Left21

Thru2

Right148


Le

ft8

T

hru41

3

Rig

ht0

To

tal

Ou

tIn

37

8

42

1

79

9


Peak Hour Data

North





I-90 WB ON RAMPFrom North

CASCADE HWY (US 97)From East

I-90 WB OFF RAMPFrom South

CASCADE HWY (US 97)From West


04:00 PM 05:00 PM 04:00 PM 04:00 PM

+0 mins. 0 0 0 0 78 104 0 182 39 0 8 47 0 109 1 110

+15 mins. 0 0 0 0 73 96 0 169 38 1 3 42 0 106 3 109

+30 mins. 0 0 0 0 56 85 0 141 37 0 4 41 0 97 0 97

+45 mins. 0 0 0 0 51 93 0 144 55 0 2 57 0 105 2 107

Total Volume 0 0 0 0 258 378 0 636 169 1 17 187 0 417 6 423

% App. Total 0 0 0 40.6 59.4 0 90.4 0.5 9.1 0 98.6 1.4

PHF .000 .000 .000 .000 .827 .909 .000 .874 .768 .250 .531 .820 .000 .956 .500 .961

I-90 WB ON RAMP

CA

SC

AD

E H

WY

(U

S 9

7)

CA

SC

AD

E H

WY

(US

97

)

I-90 WB OFF RAMP

Right0

Thru0

Left0


Rig

ht

25

8

Th

ru3

78

L

eft 0

In - P

ea

k Ho

ur: 0

5:0

0 P

M6

36

Left17

Thru1

Right169


Le

ft6

T

hru41

7

Rig

ht0

In -

Pe

ak

Ho

ur:

04

:00

PM

42

3

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONS THORP HWYCASCADE HWYLOC # 01 TPG07277M


From NorthCASCADE HWY

From EastTHORP HWYFrom South

CASCADE HWYFrom West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.004:00 PM 0 0 0 0 0 0 44 44 17 88 38 0 5 3 43 4 74 0 13 78 33 209 242

04:15 PM 0 0 0 0 0 0 48 44 16 92 41 0 1 1 42 1 76 0 18 77 35 211 24604:30 PM 0 0 0 0 0 0 35 39 7 74 20 0 1 0 21 2 70 0 17 72 24 167 191

04:45 PM 0 0 0 0 0 0 38 37 12 75 42 0 2 0 44 0 66 0 13 66 25 185 210Total 0 0 0 0 0 0 165 164 52 329 141 0 9 4 150 7 286 0 61 293 117 772 889

05:00 PM 0 0 0 0 0 0 46 68 11 114 36 0 2 0 38 2 56 0 12 58 23 210 23305:15 PM 0 0 0 0 0 0 51 55 14 106 38 0 0 1 38 2 74 0 14 76 29 220 249

05:30 PM 0 0 0 0 0 0 35 47 6 82 24 0 1 2 25 1 70 0 22 71 30 178 20805:45 PM 0 0 0 0 0 0 41 57 18 98 24 0 2 0 26 1 73 0 14 74 32 198 230

Total 0 0 0 0 0 0 173 227 49 400 122 0 5 3 127 6 273 0 62 279 114 806 920

Grand Total 0 0 0 0 0 0 338 391 101 729 263 0 14 7 277 13 559 0 123 572 231 1578 1809

Apprch % 0 0 0 0 46.4 53.6 94.9 0 5.1 2.3 97.7 0 Total % 0 0 0 0 0 21.4 24.8 46.2 16.7 0 0.9 17.6 0.8 35.4 0 36.2 12.8 87.2

CA

SC

AD

E H

WY

CA

SC

AD

E H

WY

THORP HWY

Right0

Thru0

Left0

InOut Total0 0 0

Rig

ht 0

Th

ru3

38

L

eft

39

1

Ou

tT

ota

lIn

82

2

72

9

15

51

Left14

Thru0

Right263


Le

ft0

T

hru55

9

Rig

ht

13

To

tal

Ou

tIn

35

2

57

2

92

4

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North









05:00 PM 0 0 0 0 0 46 68 114 36 0 2 38 2 56 0 58 210

05:15 PM 0 0 0 0 0 51 55 106 38 0 0 38 2 74 0 76 220

05:30 PM 0 0 0 0 0 35 47 82 24 0 1 25 1 70 0 71 178

05:45 PM 0 0 0 0 0 41 57 98 24 0 2 26 1 73 0 74 198

Total Volume 0 0 0 0 0 173 227 400 122 0 5 127 6 273 0 279 806

% App. Total 0 0 0 0 43.2 56.8 96.1 0 3.9 2.2 97.8 0

PHF .000 .000 .000 .000 .000 .848 .835 .877 .803 .000 .625 .836 .750 .922 .000 .918 .916

CA

SC

AD

E H

WY

CA

SC

AD

E H

WY

THORP HWY

Right0

Thru0

Left0

InOut Total0 0 0

Rig

ht 0

Th

ru1

73

L

eft

22

7

Ou

tT

ota

lIn

39

5

40

0

79

5

Left5

Thru0

Right122


Le

ft0

T

hru27

3

Rig

ht6

To

tal

Ou

tIn

17

8

27

9

45

7


Peak Hour Data

North









04:00 PM 05:00 PM 04:00 PM 04:00 PM

+0 mins. 0 0 0 0 0 46 68 114 38 0 5 43 4 74 0 78

+15 mins. 0 0 0 0 0 51 55 106 41 0 1 42 1 76 0 77

+30 mins. 0 0 0 0 0 35 47 82 20 0 1 21 2 70 0 72

+45 mins. 0 0 0 0 0 41 57 98 42 0 2 44 0 66 0 66

Total Volume 0 0 0 0 0 173 227 400 141 0 9 150 7 286 0 293

% App. Total 0 0 0 0 43.2 56.8 94 0 6 2.4 97.6 0

PHF .000 .000 .000 .000 .000 .848 .835 .877 .839 .000 .450 .852 .438 .941 .000 .939

CA

SC

AD

E H

WY

CA

SC

AD

E H

WY

THORP HWY

Right0

Thru0

Left0


Rig

ht 0

Th

ru1

73

L

eft

22

7

In - P

ea

k Ho

ur: 0

5:0

0 P

M4

00

Left9

Thru0

Right141


Le

ft0

T

hru28

6

Rig

ht7

In -

Pe

ak

Ho

ur:

04

:00

PM

29

3

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONBROWN RD/CARAHAN RDTHORP HWYLOC # 01 TPG07277M

Groups Printed- PRIMARYCARAHAN RD

From NorthTHORP HWY

From EastBROWN RDFrom South

THORP HWYFrom West


Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.004:00 PM 0 0 0 0 0 1 19 28 0 48 23 0 2 1 25 2 14 0 2 16 3 89 92

04:15 PM 0 0 1 0 1 0 26 19 1 45 26 0 6 0 32 4 17 0 0 21 1 99 10004:30 PM 0 0 0 0 0 0 27 31 1 58 22 0 7 1 29 0 22 1 3 23 5 110 115

04:45 PM 0 0 0 0 0 1 27 24 0 52 20 0 7 0 27 3 15 0 1 18 1 97 98Total 0 0 1 0 1 2 99 102 2 203 91 0 22 2 113 9 68 1 6 78 10 395 405

05:00 PM 1 0 0 0 1 1 21 29 1 51 18 0 4 0 22 2 15 0 1 17 2 91 9305:15 PM 0 0 0 0 0 1 20 28 0 49 22 0 4 0 26 2 12 0 1 14 1 89 90

05:30 PM 0 0 1 0 1 1 30 24 1 55 10 0 2 0 12 1 17 0 1 18 2 86 8805:45 PM 0 0 0 0 0 0 21 20 0 41 5 0 1 0 6 0 18 1 0 19 0 66 66

Total 1 0 1 0 2 3 92 101 2 196 55 0 11 0 66 5 62 1 3 68 5 332 337

Grand Total 1 0 2 0 3 5 191 203 4 399 146 0 33 2 179 14 130 2 9 146 15 727 742

Apprch % 33.3 0 66.7 1.3 47.9 50.9 81.6 0 18.4 9.6 89 1.4 Total % 0.1 0 0.3 0.4 0.7 26.3 27.9 54.9 20.1 0 4.5 24.6 1.9 17.9 0.3 20.1 2 98

CARAHAN RD

TH

OR

P H

WY

TH

OR

P H

WY

BROWN RD

Right1

Thru0

Left2

InOut Total7 3 10

Rig

ht 5

Th

ru1

91

L

eft

20

3

Ou

tT

ota

lIn

27

8

39

9

67

7

Left33

Thru0

Right146


Le

ft2

T

hru13

0

Rig

ht

14

To

tal

Ou

tIn

22

5

14

6

37

1

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





CARAHAN RDFrom North

THORP HWYFrom East

BROWN RDFrom South

THORP HWYFrom West


04:15 PM 0 0 1 1 0 26 19 45 26 0 6 32 4 17 0 21 99

04:30 PM 0 0 0 0 0 27 31 58 22 0 7 29 0 22 1 23 110

04:45 PM 0 0 0 0 1 27 24 52 20 0 7 27 3 15 0 18 97

05:00 PM 1 0 0 1 1 21 29 51 18 0 4 22 2 15 0 17 91

Total Volume 1 0 1 2 2 101 103 206 86 0 24 110 9 69 1 79 397

% App. Total 50 0 50 1 49 50 78.2 0 21.8 11.4 87.3 1.3

PHF .250 .000 .250 .500 .500 .935 .831 .888 .827 .000 .857 .859 .563 .784 .250 .859 .902

CARAHAN RD

TH

OR

P H

WY

TH

OR

P H

WY

BROWN RD

Right1

Thru0

Left1

InOut Total3 2 5

Rig

ht 2

Th

ru1

01

L

eft

10

3

Ou

tT

ota

lIn

15

6

20

6

36

2

Left24

Thru0

Right86


Le

ft1

T

hru6

9

Rig

ht9

To

tal

Ou

tIn

12

6

79

2

05


Peak Hour Data

North





CARAHAN RDFrom North

THORP HWYFrom East

BROWN RDFrom South

THORP HWYFrom West


04:15 PM 04:30 PM 04:00 PM 04:15 PM

+0 mins. 0 0 1 1 0 27 31 58 23 0 2 25 4 17 0 21

+15 mins. 0 0 0 0 1 27 24 52 26 0 6 32 0 22 1 23

+30 mins. 0 0 0 0 1 21 29 51 22 0 7 29 3 15 0 18

+45 mins. 1 0 0 1 1 20 28 49 20 0 7 27 2 15 0 17

Total Volume 1 0 1 2 3 95 112 210 91 0 22 113 9 69 1 79

% App. Total 50 0 50 1.4 45.2 53.3 80.5 0 19.5 11.4 87.3 1.3

PHF .250 .000 .250 .500 .750 .880 .903 .905 .875 .000 .786 .883 .563 .784 .250 .859

CARAHAN RD

TH

OR

P H

WY

TH

OR

P H

WY

BROWN RD

Right1

Thru0

Left1


Rig

ht 3

Th

ru 95

L

eft

11

2

In - P

ea

k Ho

ur: 0

4:3

0 P

M2

10

Left22

Thru0

Right91


Le

ft1

T

hru6

9

Rig

ht9

In -

Pe

ak

Ho

ur:

04

:15

PM

79

PRIMARY

Peak Hour Data

North




ELLENSBURG, WASHINGTONRAILROAD ST5TH AVELOC # 11 TPG07284M

Groups Printed- PRIMARYRAILROAD ST

From North5TH AVE

From EastRAILROAD STFrom South

5TH AVEFrom West


04:00 PM 0 22 51 5 73 31 12 20 0 63 16 6 0 3 22 1 2 0 0 3 8 161 169

04:15 PM 0 15 54 3 69 40 8 13 2 61 18 5 1 1 24 1 9 1 0 11 6 165 17104:30 PM 2 10 49 2 61 52 16 13 1 81 11 9 2 3 22 2 6 0 0 8 6 172 17804:45 PM 2 14 57 2 73 45 31 15 0 91 12 3 2 2 17 1 10 0 0 11 4 192 196

Total 4 61 211 12 276 168 67 61 3 296 57 23 5 9 85 5 27 1 0 33 24 690 714

05:00 PM 11 11 52 1 74 40 40 22 3 102 21 6 2 2 29 1 13 1 0 15 6 220 22605:15 PM 1 14 37 5 52 36 35 15 0 86 16 8 2 0 26 1 18 2 0 21 5 185 19005:30 PM 2 15 40 8 57 34 19 13 2 66 26 7 0 1 33 1 12 1 0 14 11 170 181

05:45 PM 3 3 38 0 44 32 9 14 0 55 22 2 2 1 26 1 21 3 0 25 1 150 151Total 17 43 167 14 227 142 103 64 5 309 85 23 6 4 114 4 64 7 0 75 23 725 748

Grand Total 21 104 378 26 503 310 170 125 8 605 142 46 11 13 199 9 91 8 0 108 47 1415 1462Apprch % 4.2 20.7 75.1 51.2 28.1 20.7 71.4 23.1 5.5 8.3 84.3 7.4

Total % 1.5 7.3 26.7 35.5 21.9 12 8.8 42.8 10 3.3 0.8 14.1 0.6 6.4 0.6 7.6 3.2 96.8

RAILROAD ST

5T

H A

VE

5T

H A

VE

RAILROAD ST

Right21

Thru104

Left378


Rig

ht

31

0

Th

ru1

70

L

eft

12

5

Ou

tT

ota

lIn

61

1

60

5

12

16

Left11

Thru46

Right142


Le

ft8

T

hru9

1

Rig

ht9

To

tal

Ou

tIn

20

2

10

8

31

0

10/11/2007 04:00 PM10/11/2007 05:45 PM PRIMARY

North





RAILROAD STFrom North

5TH AVEFrom East

RAILROAD STFrom South

5TH AVEFrom West


04:30 PM 2 10 49 61 52 16 13 81 11 9 2 22 2 6 0 8 172

04:45 PM 2 14 57 73 45 31 15 91 12 3 2 17 1 10 0 11 192

05:00 PM 11 11 52 74 40 40 22 102 21 6 2 29 1 13 1 15 220

05:15 PM 1 14 37 52 36 35 15 86 16 8 2 26 1 18 2 21 185

Total Volume 16 49 195 260 173 122 65 360 60 26 8 94 5 47 3 55 769

% App. Total 6.2 18.8 75 48.1 33.9 18.1 63.8 27.7 8.5 9.1 85.5 5.5

PHF .364 .875 .855 .878 .832 .763 .739 .882 .714 .722 1.000 .810 .625 .653 .375 .655 .874

RAILROAD ST

5T

H A

VE

5T

H A

VE

RAILROAD ST

Right16

Thru49

Left195


Rig

ht

17

3

Th

ru1

22

L

eft 6

5

Ou

tT

ota

lIn

30

2

36

0

66

2

Left8

Thru26

Right60


Le

ft3

T

hru4

7

Rig

ht5

To

tal

Ou

tIn

14

6

55

2

01


Peak Hour Data

North





RAILROAD STFrom North

5TH AVEFrom East

RAILROAD STFrom South

5TH AVEFrom West


04:15 PM 04:30 PM 05:00 PM 05:00 PM

+0 mins. 0 15 54 69 52 16 13 81 21 6 2 29 1 13 1 15

+15 mins. 2 10 49 61 45 31 15 91 16 8 2 26 1 18 2 21

+30 mins. 2 14 57 73 40 40 22 102 26 7 0 33 1 12 1 14

+45 mins. 11 11 52 74 36 35 15 86 22 2 2 26 1 21 3 25

Total Volume 15 50 212 277 173 122 65 360 85 23 6 114 4 64 7 75

% App. Total 5.4 18.1 76.5 48.1 33.9 18.1 74.6 20.2 5.3 5.3 85.3 9.3

PHF .341 .833 .930 .936 .832 .763 .739 .882 .817 .719 .750 .864 1.000 .762 .583 .750

RAILROAD ST

5T

H A

VE

5T

H A

VE

RAILROAD ST

Right15

Thru50

Left212


Rig

ht

17

3

Th

ru1

22

L

eft 6

5

In - P

ea

k Ho

ur: 0

4:3

0 P

M3

60

Left6

Thru23

Right85


Le

ft7

T

hru6

4

Rig

ht4

In -

Pe

ak

Ho

ur:

05

:00

PM

75

PRIMARY

Peak Hour Data

North

Appendix B: LOS Definitions

Highway Capacity Manual, 2000

Signalized intersection level of service (LOS) is defined in terms of the average total vehicle delay of all movements through an intersection. Vehicle delay is a method of quantifying several intangible factors, including driver discomfort, frustration, and lost travel time. Specifically, LOS criteria are stated in terms of average delay per vehicle during a specified time period (for example, the PM peak hour). Vehicle delay is a complex measure based on many variables, including signal phasing (i.e., progression of movements through the intersection), signal cycle length, and traffic volumes with respect to intersection capacity. Table 1 shows LOS criteria for signalized intersections, as described in the Highway Capacity Manual (Transportation Research Board, Special Report 209, 2000). Table 1. Level of Service Criteria for Signalized Intersections

Level of Service

Average Control Delay (sec/veh)

General Description (Signalized Intersections)

A ≤10 Free Flow

B >10 - 20 Stable Flow (slight delays)

C >20 - 35 Stable flow (acceptable delays)

D >35 - 55 Approaching unstable flow (tolerable delay, occasionally wait through more than one signal cycle before proceeding)

E >55 - 80 Unstable flow (intolerable delay)

F >80 Forced flow (jammed)

Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-way stop-controlled and two-way stop-controlled. All-way, stop-controlled intersection LOS is expressed in terms of the average vehicle delay of all of the movements, much like that of a signalized intersection. Two-way, stop-controlled intersection LOS is defined in terms of the average vehicle delay of an individual movement(s). This is because the performance of a two-way, stop-controlled intersection is more closely reflected in terms of its individual movements, rather than its performance overall. For this reason, LOS for a two-way, stop-controlled intersection is defined in terms of its individual movements. With this in mind, total average vehicle delay (i.e., average delay of all movements) for a two-way, stop-controlled intersection should be viewed with discretion. Table 2 shows LOS criteria for unsignalized intersections (both all-way and two-way, stop-controlled).

Table 2. Level of Service Criteria for Unsignalized Intersections

Level of Service Average Control Delay (sec/veh)

A 0 - 10

B >10 - 15

C >15 - 25

D >25 - 35

E >35 - 50

F >50

Appendix C: LOS Worksheets

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail1: Bender Rd & Reecer Creek Rd Existing (2007)

M:\04\04446.01 Ellensburg Regional Retail\LOS\existing.sy7 Synchro 6 ReportThe Transpo Group 10/19/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Volume (veh/h) 0 0 0 35 0 10 0 85 60 15 60 0Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88Hourly flow rate (vph) 0 0 0 40 0 11 0 97 68 17 68 0PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 244 267 68 233 233 131 68 165vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 244 267 68 233 233 131 68 165tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 100 100 94 100 99 100 99cM capacity (veh/h) 698 635 1001 719 663 924 1533 1420

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 0 51 165 85Volume Left 0 40 0 17Volume Right 0 11 68 0cSH 1700 757 1533 1420Volume to Capacity 0.00 0.07 0.00 0.01Queue Length 95th (ft) 0 5 0 1Control Delay (s) 0.0 10.1 0.0 1.6Lane LOS A B AApproach Delay (s) 0.0 10.1 0.0 1.6Approach LOS A B

Intersection SummaryAverage Delay 2.2Intersection Capacity Utilization 25.5% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail2: Dry Creek Rd & Reecer Creek Rd Existing (2007)



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 46 80 40 184 11 98Volume Left 6 23 40 0 11 0Volume Right 23 17 0 52 0 6cSH 688 594 1496 1700 1367 1700Volume to Capacity 0.07 0.14 0.03 0.11 0.01 0.06Queue Length 95th (ft) 5 12 2 0 1 0Control Delay (s) 10.6 12.0 7.5 0.0 7.7 0.0Lane LOS B B A AApproach Delay (s) 10.6 12.0 1.3 0.8Approach LOS B B


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail3: Old Hwy Ten & Reecer Creek Rd Existing (2007)


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsSign Control Stop Free FreeGrade 0% 0% 0%Volume (veh/h) 20 95 80 180 125 15Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 22 103 87 196 136 16PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 514 144 152vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 514 144 152tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 96 89 94cM capacity (veh/h) 488 901 1435

Direction, Lane # EB 1 EB 2 NB 1 NB 2 SB 1Volume Total 22 103 87 196 152Volume Left 22 0 87 0 0Volume Right 0 103 0 0 16cSH 488 901 1435 1700 1700Volume to Capacity 0.04 0.11 0.06 0.12 0.09Queue Length 95th (ft) 3 10 5 0 0Control Delay (s) 12.7 9.5 7.7 0.0 0.0Lane LOS B A AApproach Delay (s) 10.1 2.4 0.0Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail4: Thorp Hwy & Hanson Rd Existing (2007)


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsSign Control Free Free StopGrade 0% 0% 0%Volume (veh/h) 70 10 105 100 25 85Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 78 11 117 111 28 94PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 89 428 83vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 89 428 83tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 92 95 90cM capacity (veh/h) 1513 541 979

Direction, Lane # EB 1 WB 1 NB 1Volume Total 89 228 122Volume Left 0 117 28Volume Right 11 0 94cSH 1700 1513 827Volume to Capacity 0.05 0.08 0.15Queue Length 95th (ft) 0 6 13Control Delay (s) 0.0 4.2 10.1Lane LOS A BApproach Delay (s) 0.0 4.2 10.1Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail5: Cascade Hwy (SR 97) & Thorp Hwy Existing (2007)


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsSign Control Free Free StopGrade 0% 0% 0%Volume (veh/h) 275 5 225 175 5 120Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 299 5 245 190 5 130PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type TWLTLMedian storage veh) 0Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 304 981 302vC1, stage 1 conf vol 302vC2, stage 2 conf vol 679vCu, unblocked vol 304 981 302tC, single (s) 4.2 6.4 6.2tC, 2 stage (s) 5.4tF (s) 2.3 3.5 3.3p0 queue free % 80 98 82cM capacity (veh/h) 1202 241 738

Direction, Lane # EB 1 WB 1 WB 2 NB 1Volume Total 304 245 190 136Volume Left 0 245 0 5Volume Right 5 0 0 130cSH 1700 1202 1700 682Volume to Capacity 0.18 0.20 0.11 0.20Queue Length 95th (ft) 0 19 0 18Control Delay (s) 0.0 8.8 0.0 11.6Lane LOS A BApproach Delay (s) 0.0 4.9 11.6Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail6: Cascade Hwy (SR 97) & WB I-90 Ramps Existing (2007)


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Free Free Stop StopGrade 0% 0% 0% 0%Volume (veh/h) 10 415 0 0 355 260 20 5 150 0 0 0Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Hourly flow rate (vph) 11 446 0 0 382 280 22 5 161 0 0 0PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 382 446 849 849 446 1013 849 382vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 382 446 849 849 446 1013 849 382tC, single (s) 4.3 4.2 7.4 6.8 6.4 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.4 2.3 3.7 4.2 3.5 3.5 4.0 3.3p0 queue free % 99 100 92 98 72 100 100 100cM capacity (veh/h) 1099 1068 255 271 567 153 297 670

Direction, Lane # EB 1 WB 1 WB 2 NB 1Volume Total 457 382 280 188Volume Left 11 0 0 22Volume Right 0 0 280 161cSH 1099 1700 1700 484Volume to Capacity 0.01 0.22 0.16 0.39Queue Length 95th (ft) 1 0 0 45Control Delay (s) 0.3 0.0 0.0 17.1Lane LOS A CApproach Delay (s) 0.3 0.0 17.1Approach LOS C

Intersection SummaryAverage Delay 2.6Intersection Capacity Utilization 59.1% ICU Level of Service BAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail7: Cascade Hwy (SR 97) & Dolarway Rd Existing (2007)


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Stop StopVolume (vph) 145 215 150 45 210 60 185 50 40 45 60 175Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 153 226 158 47 221 63 195 53 42 47 63 184

Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total (vph) 153 226 158 47 221 63 195 95 47 63 184Volume Left (vph) 153 0 0 47 0 0 195 0 47 0 0Volume Right (vph) 0 0 158 0 0 63 0 42 0 0 184Hadj (s) 0.86 0.36 -0.34 0.55 0.05 -0.65 0.60 -0.21 0.87 0.37 -0.33Departure Headway (s) 7.0 6.5 3.2 6.9 6.4 3.2 7.1 6.3 7.7 7.2 3.2Degree Utilization, x 0.30 0.41 0.14 0.09 0.39 0.06 0.39 0.17 0.10 0.13 0.16Capacity (veh/h) 494 531 1121 496 538 1121 474 538 434 463 1121Control Delay (s) 11.8 12.8 5.5 9.4 12.3 5.2 13.3 9.4 10.4 10.1 5.6Approach Delay (s) 10.4 10.5 12.0 7.3Approach LOS B B B A

Intersection SummaryDelay 10.1HCM Level of Service BIntersection Capacity Utilization 46.0% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail8: University Way & Reecer Creek Rd Existing (2007)


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsSign Control Free Free StopGrade 0% 0% 0%Volume (veh/h) 120 180 195 155 125 85Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87Hourly flow rate (vph) 138 207 224 178 144 98PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 402 796 313vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 402 796 313tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 88 54 87cM capacity (veh/h) 1162 313 725

Direction, Lane # EB 1 EB 2 WB 1 SB 1 SB 2Volume Total 138 207 402 144 98Volume Left 138 0 0 144 0Volume Right 0 0 178 0 98cSH 1162 1700 1700 313 725Volume to Capacity 0.12 0.12 0.24 0.46 0.13Queue Length 95th (ft) 10 0 0 58 12Control Delay (s) 8.5 0.0 0.0 25.9 10.7Lane LOS A D BApproach Delay (s) 3.4 0.0 19.8Approach LOS C


Timings Ellensburg Regional Retail9: University Way & Water St Existing (2007)


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 40 320 85 310 55 190 40 175Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Detector Phases 4 4 8 8 2 2 6 6Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0Minimum Split (s) 38.0 38.0 38.0 38.0 32.0 32.0 32.0 32.0Total Split (s) 38.0 38.0 38.0 38.0 32.0 32.0 32.0 32.0Total Split (%) 54.3% 54.3% 54.3% 54.3% 45.7% 45.7% 45.7% 45.7%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5Lead/LagLead-Lag Optimize?Recall Mode C-Min C-Min C-Min C-Min None None None None

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 67 (96%), Referenced to phase 4:EBTL and 8:WBTL, Start of YellowNatural Cycle: 70Control Type: Actuated-Coordinated

Splits and Phases: 9: University Way & Water St

HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail9: University Way & Water St Existing (2007)


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00Frt 0.99 0.99 1.00 0.97 1.00 0.98Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00Satd. Flow (prot) 3376 3501 1805 1850 1787 1840Flt Permitted 0.88 0.79 0.43 1.00 0.38 1.00Satd. Flow (perm) 2983 2805 825 1850 708 1840Volume (vph) 40 320 35 85 310 30 55 190 40 40 175 30Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89Adj. Flow (vph) 45 360 39 96 348 34 62 213 45 45 197 34RTOR Reduction (vph) 0 6 0 0 5 0 0 14 0 0 12 0Lane Group Flow (vph) 0 438 0 0 473 0 62 244 0 45 219 0Heavy Vehicles (%) 5% 5% 5% 1% 1% 1% 0% 0% 0% 1% 1% 1%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 47.7 47.7 14.3 14.3 14.3 14.3Effective Green, g (s) 47.7 47.7 14.3 14.3 14.3 14.3Actuated g/C Ratio 0.68 0.68 0.20 0.20 0.20 0.20Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.5 3.5Lane Grp Cap (vph) 2033 1911 169 378 145 376v/s Ratio Prot c0.13 0.12v/s Ratio Perm 0.15 c0.17 0.08 0.06v/c Ratio 0.22 0.25 0.37 0.64 0.31 0.58Uniform Delay, d1 4.2 4.3 24.0 25.5 23.7 25.2Progression Factor 1.00 1.23 1.00 1.00 1.00 1.00Incremental Delay, d2 0.2 0.3 1.6 3.9 1.4 2.5Delay (s) 4.4 5.6 25.6 29.4 25.1 27.6Level of Service A A C C C CApproach Delay (s) 4.4 5.6 28.7 27.2Approach LOS A A C C

Intersection SummaryHCM Average Control Delay 14.0 HCM Level of Service BHCM Volume to Capacity ratio 0.34Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 57.2% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

Timings Ellensburg Regional Retail10: University Way & Main St Existing (2007)


Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 255 165 240 170 170 95 35 115 30Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 2 2 2 2Detector Phases 4 4 4 4 2 2 2 2 2 2Minimum Initial (s) 20.0 20.0 20.0 20.0 25.0 25.0 25.0 25.0 25.0 25.0Minimum Split (s) 24.0 24.0 24.0 24.0 29.0 29.0 29.0 29.0 29.0 29.0Total Split (s) 30.0 30.0 30.0 30.0 40.0 40.0 40.0 40.0 40.0 40.0Total Split (%) 42.9% 42.9% 42.9% 42.9% 57.1% 57.1% 57.1% 57.1% 57.1% 57.1%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5Lead/LagLead-Lag Optimize?Recall Mode Max Max Max Max Max Max Max Max Max Max

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 0 (0%), Referenced to phase 2:NBSB and 6:, Start of Green, Master IntersectionNatural Cycle: 55Control Type: Pretimed

Splits and Phases: 10: University Way & Main St

HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail10: University Way & Main St Existing (2007)


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.97 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1752 3342 1787 3453 1787 1881 1599 1805 1900 1615Flt Permitted 0.52 1.00 0.47 1.00 0.67 1.00 1.00 0.64 1.00 1.00Satd. Flow (perm) 962 3342 879 3453 1269 1881 1599 1210 1900 1615Volume (vph) 15 255 115 165 240 70 170 170 95 35 115 30Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89Adj. Flow (vph) 17 287 129 185 270 79 191 191 107 39 129 34RTOR Reduction (vph) 0 74 0 0 39 0 0 0 52 0 0 17Lane Group Flow (vph) 17 342 0 185 310 0 191 191 55 39 129 17Heavy Vehicles (%) 3% 3% 3% 1% 1% 1% 1% 1% 1% 0% 0% 0%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 2 2 2 2Actuated Green, G (s) 26.0 26.0 26.0 26.0 36.0 36.0 36.0 36.0 36.0 36.0Effective Green, g (s) 26.0 26.0 26.0 26.0 36.0 36.0 36.0 36.0 36.0 36.0Actuated g/C Ratio 0.37 0.37 0.37 0.37 0.51 0.51 0.51 0.51 0.51 0.51Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Grp Cap (vph) 357 1241 326 1283 653 967 822 622 977 831v/s Ratio Prot 0.10 0.09 0.10 0.07v/s Ratio Perm 0.02 c0.21 c0.15 0.03 0.03 0.01v/c Ratio 0.05 0.28 0.57 0.24 0.29 0.20 0.07 0.06 0.13 0.02Uniform Delay, d1 14.1 15.4 17.5 15.2 9.7 9.2 8.6 8.5 8.9 8.3Progression Factor 1.10 1.20 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.2 0.5 7.0 0.4 1.1 0.5 0.2 0.2 0.3 0.0Delay (s) 15.8 19.1 24.5 15.6 10.9 9.6 8.7 8.7 9.1 8.4Level of Service B B C B B A A A A AApproach Delay (s) 19.0 18.7 9.9 8.9Approach LOS B B A A

Intersection SummaryHCM Average Control Delay 15.0 HCM Level of Service BHCM Volume to Capacity ratio 0.41Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 72.4% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail11: 5th Ave & Railroad Ave Existing (2007)



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 63 414 109 299Volume Left 6 75 11 224Volume Right 6 201 69 17cSH 312 490 1493 1483Volume to Capacity 0.20 0.84 0.01 0.15Queue Length 95th (ft) 19 214 1 13Control Delay (s) 19.5 40.6 0.8 6.2Lane LOS C E A AApproach Delay (s) 19.5 40.6 0.8 6.2Approach LOS C E


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail1: Bender Rd & Reecer Creek Rd Future (2010) Without-Project

M:\04\04446.01 Ellensburg Regional Retail\LOS\baseline-updated_PHF.sy7 Synchro 6 ReportThe Transpo Group 11/9/2007




HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail2: Dry Creek Rd & Reecer Creek Rd Future (2010) Without-Project





HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail3: Old Hwy Ten & Reecer Creek Rd Future (2010) Without-Project



Direction, Lane # EB 1 EB 2 NB 1 NB 2 SB 1Volume Total 21 111 89 205 158Volume Left 21 0 89 0 0Volume Right 0 111 0 0 16cSH 473 894 1428 1700 1700Volume to Capacity 0.04 0.12 0.06 0.12 0.09Queue Length 95th (ft) 3 11 5 0 0Control Delay (s) 13.0 9.6 7.7 0.0 0.0Lane LOS B A AApproach Delay (s) 10.1 2.3 0.0Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail4: Thorp Hwy & Hanson Rd Future (2010) Without-Project





HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail5: Cascade Hwy (SR 97) & Thorp Hwy Future (2010) Without-Project





HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail6: Cascade Hwy (SR 97) & WB I-90 Ramps Future (2010) Without-Project



Direction, Lane # EB 1 WB 1 WB 2 NB 1Volume Total 489 411 300 200Volume Left 11 0 0 21Volume Right 0 0 300 174cSH 1077 1700 1700 466Volume to Capacity 0.01 0.24 0.18 0.43Queue Length 95th (ft) 1 0 0 53Control Delay (s) 0.3 0.0 0.0 18.4Lane LOS A CApproach Delay (s) 0.3 0.0 18.4Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail7: Cascade Hwy (SR 97) & Dolarway Rd Future (2010) Without-Project



Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total (vph) 168 247 174 53 242 68 211 105 53 68 200Volume Left (vph) 168 0 0 53 0 0 211 0 53 0 0Volume Right (vph) 0 0 174 0 0 68 0 47 0 0 200Hadj (s) 0.82 0.32 -0.38 0.55 0.05 -0.65 0.60 -0.21 0.84 0.34 -0.36Departure Headway (s) 7.2 6.7 3.2 7.1 6.6 3.2 7.3 6.5 7.9 7.4 3.2Degree Utilization, x 0.34 0.46 0.15 0.10 0.45 0.06 0.43 0.19 0.12 0.14 0.18Capacity (veh/h) 482 519 1121 481 521 1121 461 521 421 449 1121Control Delay (s) 12.6 14.1 5.6 9.8 13.6 5.2 14.6 9.9 10.8 10.5 5.7Approach Delay (s) 11.2 11.5 13.0 7.5Approach LOS B B B A

Intersection SummaryDelay 10.9HCM Level of Service BIntersection Capacity Utilization 48.7% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail8: University Way & Reecer Creek Rd Future (2010) Without-Project



Direction, Lane # EB 1 EB 2 WB 1 SB 1 SB 2Volume Total 144 217 428 150 106Volume Left 144 0 0 150 0Volume Right 0 0 189 0 106cSH 1137 1700 1700 292 706Volume to Capacity 0.13 0.13 0.25 0.51 0.15Queue Length 95th (ft) 11 0 0 69 13Control Delay (s) 8.6 0.0 0.0 29.6 11.0Lane LOS A D BApproach Delay (s) 3.5 0.0 21.9Approach LOS C


Timings Ellensburg Regional Retail9: University Way & Water St Future (2010) Without-Project


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 45 350 95 340 60 210 45 190Turn Type Prot Prot Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 2 6Detector Phases 7 4 3 8 2 2 6 6Minimum Initial (s) 4.0 10.0 4.0 10.0 10.0 10.0 10.0 10.0Minimum Split (s) 8.0 38.0 8.0 38.0 32.0 32.0 32.0 32.0Total Split (s) 10.0 38.0 10.0 38.0 32.0 32.0 32.0 32.0Total Split (%) 12.5% 47.5% 12.5% 47.5% 40.0% 40.0% 40.0% 40.0%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5Lead/Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None C-Min None C-Min None None None None

Intersection SummaryCycle Length: 80Actuated Cycle Length: 80Offset: 71 (89%), Referenced to phase 4:EBT and 8:WBT, Start of YellowNatural Cycle: 80Control Type: Actuated-Coordinated


HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail9: University Way & Water St Future (2010) Without-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00Frt 1.00 0.98 1.00 0.99 1.00 0.97 1.00 0.98Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1719 3386 1787 3524 1805 1850 1787 1837Flt Permitted 0.95 1.00 0.95 1.00 0.38 1.00 0.31 1.00Satd. Flow (perm) 1719 3386 1787 3524 717 1850 583 1837Volume (vph) 45 350 40 95 340 35 60 210 45 45 190 35Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 50 389 44 106 378 39 67 233 50 50 211 39RTOR Reduction (vph) 0 9 0 0 7 0 0 12 0 0 10 0Lane Group Flow (vph) 50 424 0 106 410 0 67 271 0 50 240 0Heavy Vehicles (%) 5% 5% 5% 1% 1% 1% 0% 0% 0% 1% 1% 1%Turn Type Prot Prot Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 2 6Actuated Green, G (s) 5.5 40.1 11.3 45.9 16.6 16.6 16.6 16.6Effective Green, g (s) 5.5 40.1 11.3 45.9 16.6 16.6 16.6 16.6Actuated g/C Ratio 0.07 0.50 0.14 0.57 0.21 0.21 0.21 0.21Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.5 3.0 3.5 3.5 3.5 3.5 3.5Lane Grp Cap (vph) 118 1697 252 2022 149 384 121 381v/s Ratio Prot 0.03 c0.13 c0.06 0.12 c0.15 0.13v/s Ratio Perm 0.09 0.09v/c Ratio 0.42 0.25 0.42 0.20 0.45 0.71 0.41 0.63Uniform Delay, d1 35.7 11.4 31.4 8.2 27.7 29.4 27.5 28.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 2.4 0.4 1.1 0.2 2.5 6.0 2.7 3.4Delay (s) 38.2 11.7 32.5 8.4 30.2 35.5 30.2 32.3Level of Service D B C A C D C CApproach Delay (s) 14.5 13.3 34.5 31.9Approach LOS B B C C

Intersection SummaryHCM Average Control Delay 21.5 HCM Level of Service CHCM Volume to Capacity ratio 0.39Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 51.7% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

Timings Ellensburg Regional Retail10: University Way & Main St Future (2010) Without-Project





HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail10: University Way & Main St Future (2010) Without-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.97 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1752 3342 1787 3455 1787 1881 1599 1805 1900 1615Flt Permitted 0.50 1.00 0.44 1.00 0.67 1.00 1.00 0.62 1.00 1.00Satd. Flow (perm) 927 3342 831 3455 1257 1881 1599 1182 1900 1615Volume (vph) 15 280 125 180 260 75 185 185 105 40 125 35Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.92Adj. Flow (vph) 17 311 139 200 289 83 206 206 117 44 139 38RTOR Reduction (vph) 0 73 0 0 38 0 0 0 57 0 0 18Lane Group Flow (vph) 17 377 0 200 334 0 206 206 60 44 139 20Heavy Vehicles (%) 3% 3% 3% 1% 1% 1% 1% 1% 1% 0% 0% 0%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 2 2 2 2Actuated Green, G (s) 26.0 26.0 26.0 26.0 36.0 36.0 36.0 36.0 36.0 36.0Effective Green, g (s) 26.0 26.0 26.0 26.0 36.0 36.0 36.0 36.0 36.0 36.0Actuated g/C Ratio 0.37 0.37 0.37 0.37 0.51 0.51 0.51 0.51 0.51 0.51Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Grp Cap (vph) 344 1241 309 1283 646 967 822 608 977 831v/s Ratio Prot 0.11 0.10 0.11 0.07v/s Ratio Perm 0.02 c0.24 c0.16 0.04 0.04 0.01v/c Ratio 0.05 0.30 0.65 0.26 0.32 0.21 0.07 0.07 0.14 0.02Uniform Delay, d1 14.1 15.6 18.2 15.3 9.9 9.3 8.6 8.6 8.9 8.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 0.6 10.1 0.5 1.3 0.5 0.2 0.2 0.3 0.1Delay (s) 14.4 16.2 28.3 15.8 11.2 9.8 8.8 8.8 9.2 8.4Level of Service B B C B B A A A A AApproach Delay (s) 16.2 20.2 10.1 9.0Approach LOS B C B A

Intersection SummaryHCM Average Control Delay 14.8 HCM Level of Service BHCM Volume to Capacity ratio 0.46Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 88.3% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail11: 5th Ave & Railroad Ave Future (2010) Without-Project



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 67 433 111 317Volume Left 6 78 11 239Volume Right 6 211 72 17cSH 292 467 1490 1480Volume to Capacity 0.23 0.93 0.01 0.16Queue Length 95th (ft) 22 270 1 14Control Delay (s) 21.0 55.4 0.8 6.3Lane LOS C F A AApproach Delay (s) 21.0 55.4 0.8 6.3Approach LOS C F


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail1: Bender Rd & Reecer Creek Rd Future (2010) With-Project

M:\04\04446.01 Ellensburg Regional Retail\LOS\with-project-updated PHF.sy7 Synchro 6 ReportThe Transpo Group 11/13/2007




HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail2: Dry Creek Rd & Reecer Creek Rd Future (2010) With-Project





HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail3: Old Hwy Ten & Reecer Creek Rd Future (2010) With-Project



Direction, Lane # EB 1 EB 2 NB 1 NB 2 SB 1Volume Total 21 111 89 282 222Volume Left 21 0 89 0 0Volume Right 0 111 0 0 16cSH 392 826 1353 1700 1700Volume to Capacity 0.05 0.13 0.07 0.17 0.13Queue Length 95th (ft) 4 12 5 0 0Control Delay (s) 14.7 10.0 7.8 0.0 0.0Lane LOS B B AApproach Delay (s) 10.8 1.9 0.0Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail4: Thorp Hwy & Hanson Rd Future (2010) With-Project





HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail5: Cascade Hwy (SR 97) & Thorp Hwy Future (2010) With-Project





HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail6: Cascade Hwy (SR 97) & WB I-90 Ramps Future (2010) With-Project



Direction, Lane # EB 1 WB 1 WB 2 NB 1Volume Total 651 563 453 297Volume Left 11 0 0 21Volume Right 0 0 453 271cSH 960 1700 1700 382Volume to Capacity 0.01 0.33 0.27 0.78Queue Length 95th (ft) 1 0 0 162Control Delay (s) 0.3 0.0 0.0 40.4Lane LOS A EApproach Delay (s) 0.3 0.0 40.4Approach LOS E

Intersection SummaryAverage Delay 6.2Intersection Capacity Utilization 86.4% ICU Level of Service EAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail7: Cascade Hwy (SR 97) & Dolarway Rd Future (2010) With-Project



Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total (vph) 473 220 155 47 217 356 188 192 391 169 553Volume Left (vph) 473 0 0 47 0 0 188 0 391 0 0Volume Right (vph) 0 0 155 0 0 356 0 42 0 0 553Hadj (s) 0.72 0.22 -0.48 0.53 0.03 -0.67 0.59 -0.07 0.60 0.10 -0.60Departure Headway (s) 8.9 8.4 3.2 9.4 8.9 3.2 9.2 8.5 8.8 8.3 3.2Degree Utilization, x 1.17 0.51 0.14 0.12 0.54 0.32 0.48 0.45 0.95 0.39 0.49Capacity (veh/h) 408 412 1121 368 385 1113 377 402 391 425 1116Control Delay (s) 127.9 18.8 5.5 12.5 20.6 6.5 19.1 17.2 62.7 15.4 8.0Approach Delay (s) 77.2 11.9 18.2 28.4Approach LOS F B C D

Intersection SummaryDelay 37.6HCM Level of Service EIntersection Capacity Utilization 79.5% ICU Level of Service DAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail8: University Way & Reecer Creek Rd Future (2010) With-Project



Direction, Lane # EB 1 EB 2 WB 1 SB 1 SB 2Volume Total 226 458 631 150 173Volume Left 226 0 0 150 0Volume Right 0 0 189 0 173cSH 961 1700 1700 111 544Volume to Capacity 0.23 0.27 0.37 1.35 0.32Queue Length 95th (ft) 23 0 0 258 34Control Delay (s) 9.9 0.0 0.0 277.4 14.7Lane LOS A F BApproach Delay (s) 3.3 0.0 136.6Approach LOS F


Timings Ellensburg Regional Retail9: University Way & Water St Future (2010) With-Project


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 81 495 95 462 91 210 45 190Turn Type Prot Prot Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 2 6Detector Phases 7 4 3 8 2 2 6 6Minimum Initial (s) 4.0 10.0 4.0 10.0 10.0 10.0 10.0 10.0Minimum Split (s) 8.0 38.0 8.0 38.0 32.0 32.0 32.0 32.0Total Split (s) 10.0 38.0 10.0 38.0 32.0 32.0 32.0 32.0Total Split (%) 12.5% 47.5% 12.5% 47.5% 40.0% 40.0% 40.0% 40.0%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5Lead/Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None C-Min None C-Min None None None None

Intersection SummaryCycle Length: 80Actuated Cycle Length: 80Offset: 71 (89%), Referenced to phase 4:EBT and 8:WBT, Start of YellowNatural Cycle: 80Control Type: Actuated-Coordinated


HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail9: University Way & Water St Future (2010) With-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00Frt 1.00 0.98 1.00 0.99 1.00 0.97 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1752 3435 1787 3536 1805 1850 1787 1809Flt Permitted 0.95 1.00 0.95 1.00 0.31 1.00 0.31 1.00Satd. Flow (perm) 1752 3435 1787 3536 588 1850 583 1809Volume (vph) 81 495 76 95 462 35 91 210 45 45 190 65Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 90 550 84 106 513 39 101 233 50 50 211 72RTOR Reduction (vph) 0 13 0 0 6 0 0 12 0 0 19 0Lane Group Flow (vph) 90 621 0 106 546 0 101 271 0 50 264 0Heavy Vehicles (%) 3% 3% 3% 1% 1% 1% 0% 0% 0% 1% 1% 1%Turn Type Prot Prot Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 2 6Actuated Green, G (s) 8.8 40.2 11.2 42.6 16.6 16.6 16.6 16.6Effective Green, g (s) 8.8 40.2 11.2 42.6 16.6 16.6 16.6 16.6Actuated g/C Ratio 0.11 0.50 0.14 0.53 0.21 0.21 0.21 0.21Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.5 3.0 3.5 3.5 3.5 3.5 3.5Lane Grp Cap (vph) 193 1726 250 1883 122 384 121 375v/s Ratio Prot 0.05 c0.18 c0.06 0.15 0.15 0.15v/s Ratio Perm c0.17 0.09v/c Ratio 0.47 0.36 0.42 0.29 0.83 0.71 0.41 0.70Uniform Delay, d1 33.4 12.1 31.5 10.3 30.3 29.4 27.5 29.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.8 0.6 1.2 0.4 35.6 6.0 2.7 6.1Delay (s) 35.2 12.7 32.6 10.7 65.9 35.5 30.2 35.5Level of Service D B C B E D C DApproach Delay (s) 15.5 14.3 43.5 34.7Approach LOS B B D C

Intersection SummaryHCM Average Control Delay 23.3 HCM Level of Service CHCM Volume to Capacity ratio 0.48Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 57.0% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

Timings Ellensburg Regional Retail10: University Way & Main St Future (2010) With-Project





HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail10: University Way & Main St Future (2010) With-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.97 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 3373 1787 3473 1787 1881 1599 1805 1900 1615Flt Permitted 0.45 1.00 0.36 1.00 0.67 1.00 1.00 0.62 1.00 1.00Satd. Flow (perm) 836 3373 670 3473 1257 1881 1599 1182 1900 1615Volume (vph) 51 353 161 180 321 75 215 185 105 40 125 66Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.92Adj. Flow (vph) 57 392 179 200 357 83 239 206 117 44 139 72RTOR Reduction (vph) 0 75 0 0 29 0 0 0 57 0 0 35Lane Group Flow (vph) 57 496 0 200 411 0 239 206 60 44 139 37Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 0% 0% 0%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 2 2 2 2Actuated Green, G (s) 26.0 26.0 26.0 26.0 36.0 36.0 36.0 36.0 36.0 36.0Effective Green, g (s) 26.0 26.0 26.0 26.0 36.0 36.0 36.0 36.0 36.0 36.0Actuated g/C Ratio 0.37 0.37 0.37 0.37 0.51 0.51 0.51 0.51 0.51 0.51Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Grp Cap (vph) 311 1253 249 1290 646 967 822 608 977 831v/s Ratio Prot 0.15 0.12 0.11 0.07v/s Ratio Perm 0.07 c0.30 c0.19 0.04 0.04 0.02v/c Ratio 0.18 0.40 0.80 0.32 0.37 0.21 0.07 0.07 0.14 0.04Uniform Delay, d1 14.8 16.2 19.7 15.7 10.2 9.3 8.6 8.6 8.9 8.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.3 0.9 23.3 0.7 1.6 0.5 0.2 0.2 0.3 0.1Delay (s) 16.1 17.1 43.1 16.3 11.8 9.8 8.8 8.8 9.2 8.6Level of Service B B D B B A A A A AApproach Delay (s) 17.1 24.7 10.4 9.0Approach LOS B C B A

Intersection SummaryHCM Average Control Delay 16.6 HCM Level of Service BHCM Volume to Capacity ratio 0.55Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 88.3% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail11: 5th Ave & Railroad Ave Future (2010) With-Project



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 67 433 179 398Volume Left 6 78 11 239Volume Right 6 211 72 17cSH 227 382 1408 1404Volume to Capacity 0.29 1.14 0.01 0.17Queue Length 95th (ft) 29 410 1 15Control Delay (s) 27.3 120.8 0.5 5.5Lane LOS D F A AApproach Delay (s) 27.3 120.8 0.5 5.5Approach LOS D F

Intersection SummaryAverage Delay 52.4Intersection Capacity Utilization 67.6% ICU Level of Service CAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail12: Driveway A & Dolarway Rd Future (2010) With-Project


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsSign Control Stop Free FreeGrade 0% 0% 0%Volume (veh/h) 9 70 66 863 987 8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 9 74 69 908 1039 8PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type TWLTLMedian storage veh) 0Upstream signal (ft) 1185pX, platoon unblockedvC, conflicting volume 1636 524 1047vC1, stage 1 conf vol 1043vC2, stage 2 conf vol 593vCu, unblocked vol 1636 524 1047tC, single (s) 6.8 6.9 4.1tC, 2 stage (s) 5.8tF (s) 3.5 3.3 2.2p0 queue free % 94 85 89cM capacity (veh/h) 150 498 660

Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2Volume Total 9 74 69 454 454 693 355Volume Left 9 0 69 0 0 0 0Volume Right 0 74 0 0 0 0 8cSH 150 498 660 1700 1700 1700 1700Volume to Capacity 0.06 0.15 0.11 0.27 0.27 0.41 0.21Queue Length 95th (ft) 5 13 9 0 0 0 0Control Delay (s) 30.6 13.5 11.1 0.0 0.0 0.0 0.0Lane LOS D B BApproach Delay (s) 15.4 0.8 0.0Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail13: Driveway B & Dolarway Rd Future (2010) With-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Volume (veh/h) 8 0 63 30 0 17 59 701 112 16 902 8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 8 0 66 32 0 18 62 738 118 17 949 8PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type TWLTL TWLTLMedian storage veh) 0 0Upstream signal (ft) 577pX, platoon unblocked 0.94 0.94 0.94 0.94 0.94 0.94vC, conflicting volume 1498 1967 479 1496 1913 428 958 856vC1, stage 1 conf vol 987 987 921 921vC2, stage 2 conf vol 511 980 575 992vCu, unblocked vol 1467 1965 384 1464 1907 428 893 856tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.2tC, 2 stage (s) 6.5 5.5 6.5 5.5tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 94 100 89 75 100 97 91 98cM capacity (veh/h) 136 119 578 128 115 575 711 767

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3Volume Total 8 66 32 18 62 492 364 17 633 325Volume Left 8 0 32 0 62 0 0 17 0 0Volume Right 0 66 0 18 0 0 118 0 0 8cSH 136 578 128 575 711 1700 1700 767 1700 1700Volume to Capacity 0.06 0.11 0.25 0.03 0.09 0.29 0.21 0.02 0.37 0.19Queue Length 95th (ft) 5 10 23 2 7 0 0 2 0 0Control Delay (s) 33.2 12.0 42.2 11.5 10.5 0.0 0.0 9.8 0.0 0.0Lane LOS D B E B B AApproach Delay (s) 14.4 31.1 0.7 0.2Approach LOS B D


Timings Ellensburg Regional Retail14: Driveway C & Dolarway Rd Future (2010) With-Project


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 25 0 315 0 20 523 27 581Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Detector Phases 4 4 8 8 2 2 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5Lead/LagLead-Lag Optimize?Recall Mode None None None None Min Min Min Min

Intersection SummaryCycle Length: 60Actuated Cycle Length: 39.5Natural Cycle: 40Control Type: Actuated-Uncoordinated

Splits and Phases: 14: Driveway C & Dolarway Rd

HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail14: Driveway C & Dolarway Rd Future (2010) With-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 0.92 1.00 0.85 1.00 0.96 1.00 1.00Flt Protected 0.98 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1680 1770 1583 1770 3402 1719 3425Flt Permitted 0.91 0.72 1.00 0.39 1.00 0.32 1.00Satd. Flow (perm) 1565 1334 1583 720 3402 576 3425Volume (vph) 25 0 35 315 0 28 20 523 183 27 581 15Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 26 0 37 332 0 29 21 551 193 28 612 16RTOR Reduction (vph) 0 23 0 0 18 0 0 60 0 0 3 0Lane Group Flow (vph) 0 40 0 332 11 0 21 684 0 28 625 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 5% 5% 5%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 14.6 14.6 14.6 16.5 16.5 16.5 16.5Effective Green, g (s) 14.6 14.6 14.6 16.5 16.5 16.5 16.5Actuated g/C Ratio 0.37 0.37 0.37 0.42 0.42 0.42 0.42Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 584 498 591 304 1436 243 1445v/s Ratio Prot 0.01 c0.20 0.18v/s Ratio Perm 0.03 c0.25 0.03 0.05v/c Ratio 0.07 0.67 0.02 0.07 0.48 0.12 0.43Uniform Delay, d1 7.9 10.2 7.7 6.7 8.2 6.9 8.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.0 3.4 0.0 0.1 0.3 0.2 0.2Delay (s) 7.9 13.6 7.7 6.8 8.4 7.1 8.2Level of Service A B A A A A AApproach Delay (s) 7.9 13.1 8.4 8.2Approach LOS A B A A

Intersection SummaryHCM Average Control Delay 9.2 HCM Level of Service AHCM Volume to Capacity ratio 0.57Actuated Cycle Length (s) 39.1 Sum of lost time (s) 8.0Intersection Capacity Utilization 53.2% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail15: Driveway D & Dolarway Rd Future (2010) With-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Volume (veh/h) 2 0 29 145 0 23 1 419 161 22 449 0Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 2 0 31 153 0 24 1 441 169 23 473 0PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type TWLTL TWLTLMedian storage veh) 0 0Upstream signal (ft) 564pX, platoon unblocked 0.99 0.99 0.99 0.99 0.99 0.99vC, conflicting volume 766 1132 236 841 1047 305 473 611vC1, stage 1 conf vol 519 519 528 528vC2, stage 2 conf vol 247 613 313 519vCu, unblocked vol 753 1122 236 829 1037 287 473 596tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.2 4.2tC, 2 stage (s) 6.5 5.5 6.5 5.5tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.3p0 queue free % 99 100 96 44 100 97 100 98cM capacity (veh/h) 287 232 765 272 253 702 1079 940

Direction, Lane # EB 1 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3Volume Total 33 153 24 1 294 316 23 315 158Volume Left 2 153 0 1 0 0 23 0 0Volume Right 31 0 24 0 0 169 0 0 0cSH 691 272 702 1079 1700 1700 940 1700 1700Volume to Capacity 0.05 0.56 0.03 0.00 0.17 0.19 0.02 0.19 0.09Queue Length 95th (ft) 4 79 3 0 0 0 2 0 0Control Delay (s) 10.5 33.8 10.3 8.3 0.0 0.0 8.9 0.0 0.0Lane LOS B D B A AApproach Delay (s) 10.5 30.6 0.0 0.4Approach LOS B D


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail16: Driveway E & Dolarway Rd Future (2010) With-Project


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Volume (veh/h) 2 0 29 103 0 14 1 347 96 12 339 0Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 2 0 31 108 0 15 1 365 101 13 357 0PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 1104pX, platoon unblockedvC, conflicting volume 815 851 357 831 800 416 357 466vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 815 851 357 831 800 416 357 466tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.2tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.3p0 queue free % 99 100 96 60 100 98 100 99cM capacity (veh/h) 287 294 687 274 314 637 1191 1064

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 33 123 467 369Volume Left 2 108 1 13Volume Right 31 15 101 0cSH 630 294 1191 1064Volume to Capacity 0.05 0.42 0.00 0.01Queue Length 95th (ft) 4 50 0 1Control Delay (s) 11.0 25.8 0.0 0.4Lane LOS B D A AApproach Delay (s) 11.0 25.8 0.0 0.4Approach LOS B D


HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail6: Cascade Hwy (SR 97) & WB I-90 Ramps Future (2010) With-Project - Mitigated

M:\04\04446.01 Ellensburg Regional Retail\LOS\with-project (mit)-updated PHF.sy7 Synchro 6 ReportThe Transpo Group 11/9/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Free Free Stop StopGrade 0% 0% 0% 0%Volume (veh/h) 10 608 0 0 535 430 20 5 257 0 0 0Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 11 640 0 0 563 453 21 5 271 0 0 0PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 907pX, platoon unblockedvC, conflicting volume 563 640 1224 1224 640 1497 1224 563vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 563 640 1224 1224 640 1497 1224 563tC, single (s) 4.2 4.2 7.3 6.7 6.4 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.3 2.3 3.6 4.1 3.4 3.5 4.0 3.3p0 queue free % 99 100 85 97 40 100 100 100cM capacity (veh/h) 960 921 145 166 451 39 179 529

Direction, Lane # EB 1 WB 1 WB 2 NB 1 NB 2Volume Total 651 563 453 26 271Volume Left 11 0 0 21 0Volume Right 0 0 453 0 271cSH 960 1700 1700 149 451Volume to Capacity 0.01 0.33 0.27 0.18 0.60Queue Length 95th (ft) 1 0 0 16 96Control Delay (s) 0.3 0.0 0.0 34.4 24.2Lane LOS A D CApproach Delay (s) 0.3 0.0 25.1Approach LOS D

Intersection SummaryAverage Delay 3.9Intersection Capacity Utilization 72.5% ICU Level of Service CAnalysis Period (min) 15

Timings Ellensburg Regional Retail7: Cascade Hwy (SR 97) & Dolarway Rd Future (2010) With-Project - Mitigated


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBRLane ConfigurationsVolume (vph) 449 209 147 45 206 338 179 142 371 161 525Turn Type Prot Perm Perm Perm Perm Perm PermProtected Phases 7 4 8 2 6Permitted Phases 4 8 8 2 6 6Detector Phases 7 4 4 8 8 8 2 2 6 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 8.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0Total Split (s) 19.0 39.0 39.0 20.0 20.0 20.0 41.0 41.0 41.0 41.0 41.0Total Split (%) 23.8% 48.8% 48.8% 25.0% 25.0% 25.0% 51.3% 51.3% 51.3% 51.3% 51.3%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5Lead/Lag Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None None None None None None None None None None None


Splits and Phases: 7: Cascade Hwy (SR 97) & Dolarway Rd

HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail7: Cascade Hwy (SR 97) & Dolarway Rd Future (2010) With-Project - Mitigated


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 3099 1681 1429 1770 1863 1583 1719 1750 1703 1792 1524Flt Permitted 0.95 1.00 1.00 0.62 1.00 1.00 0.65 1.00 0.62 1.00 1.00Satd. Flow (perm) 3099 1681 1429 1156 1863 1583 1177 1750 1120 1792 1524Volume (vph) 449 209 147 45 206 338 179 142 40 371 161 525Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 473 220 155 47 217 356 188 149 42 391 169 553RTOR Reduction (vph) 0 0 84 0 0 287 0 14 0 0 0 322Lane Group Flow (vph) 473 220 71 47 217 69 188 177 0 391 169 231Heavy Vehicles (%) 13% 13% 13% 2% 2% 2% 5% 5% 5% 6% 6% 6%Turn Type Prot Perm Perm Perm Perm Perm PermProtected Phases 7 4 8 2 6Permitted Phases 4 8 8 2 6 6Actuated Green, G (s) 13.5 30.2 30.2 12.7 12.7 12.7 27.5 27.5 27.5 27.5 27.5Effective Green, g (s) 13.5 30.2 30.2 12.7 12.7 12.7 27.5 27.5 27.5 27.5 27.5Actuated g/C Ratio 0.21 0.46 0.46 0.19 0.19 0.19 0.42 0.42 0.42 0.42 0.42Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 637 773 657 223 360 306 493 732 469 750 638v/s Ratio Prot c0.15 0.13 c0.12 0.10 0.09v/s Ratio Perm 0.05 0.04 0.04 0.16 c0.35 0.15v/c Ratio 0.74 0.28 0.11 0.21 0.60 0.22 0.38 0.24 0.83 0.23 0.36Uniform Delay, d1 24.5 11.0 10.1 22.3 24.2 22.3 13.2 12.4 17.1 12.3 13.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 4.7 0.2 0.1 0.5 2.8 0.4 0.5 0.2 12.1 0.2 0.4Delay (s) 29.1 11.2 10.2 22.8 27.0 22.7 13.7 12.5 29.1 12.4 13.4Level of Service C B B C C C B B C B BApproach Delay (s) 21.0 24.2 13.1 18.8Approach LOS C C B B

Intersection SummaryHCM Average Control Delay 19.8 HCM Level of Service BHCM Volume to Capacity ratio 0.76Actuated Cycle Length (s) 65.7 Sum of lost time (s) 12.0Intersection Capacity Utilization 67.4% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

Timings Ellensburg Regional Retail8: University Way & Reecer Creek Rd Future (2010) With-Project - Mitigated


Lane Group EBL EBT WBT SBL SBRLane ConfigurationsVolume (vph) 203 412 398 135 156Turn Type Perm PermProtected Phases 4 8 6Permitted Phases 4 6Detector Phases 4 4 8 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 20.0 20.0 20.0 20.0 20.0Total Split (s) 40.0 40.0 40.0 20.0 20.0Total Split (%) 66.7% 66.7% 66.7% 33.3% 33.3%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 0.5 0.5 0.5 0.5 0.5Lead/LagLead-Lag Optimize?Recall Mode Min Min Min None None


Splits and Phases: 8: University Way & Reecer Creek Rd

HCM Signalized Intersection Capacity Analysis Ellensburg Regional Retail8: University Way & Reecer Creek Rd Future (2010) With-Project - Mitigated


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.96 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1805 1900 1787 1770 1583Flt Permitted 0.35 1.00 1.00 0.95 1.00Satd. Flow (perm) 671 1900 1787 1770 1583Volume (vph) 203 412 398 170 135 156Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 226 458 442 189 150 173RTOR Reduction (vph) 0 0 23 0 0 141Lane Group Flow (vph) 226 458 608 0 150 32Heavy Vehicles (%) 0% 0% 2% 2% 2% 2%Turn Type Perm PermProtected Phases 4 8 6Permitted Phases 4 6Actuated Green, G (s) 28.5 28.5 28.5 8.4 8.4Effective Green, g (s) 28.5 28.5 28.5 8.4 8.4Actuated g/C Ratio 0.63 0.63 0.63 0.19 0.19Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 426 1206 1134 331 296v/s Ratio Prot 0.24 c0.34 c0.08v/s Ratio Perm 0.34 0.02v/c Ratio 0.53 0.38 0.54 0.45 0.11Uniform Delay, d1 4.5 3.9 4.5 16.2 15.1Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.3 0.2 0.5 1.0 0.2Delay (s) 5.8 4.1 5.0 17.2 15.3Level of Service A A A B BApproach Delay (s) 4.7 5.0 16.2Approach LOS A A B

Intersection SummaryHCM Average Control Delay 7.1 HCM Level of Service AHCM Volume to Capacity ratio 0.52Actuated Cycle Length (s) 44.9 Sum of lost time (s) 8.0Intersection Capacity Utilization 60.0% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Ellensburg Regional Retail11: 5th Ave & Railroad Ave Future (2010) With-Project - Mitigated



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 67 433 179 398Volume Left (vph) 6 78 11 239Volume Right (vph) 6 211 72 17Hadj (s) -0.03 -0.24 -0.16 0.15Departure Headway (s) 6.5 5.5 6.0 5.9Degree Utilization, x 0.12 0.67 0.30 0.65Capacity (veh/h) 451 621 532 585Control Delay (s) 10.4 18.9 11.6 19.2Approach Delay (s) 10.4 18.9 11.6 19.2Approach LOS B C B C

Intersection SummaryDelay 17.2HCM Level of Service CIntersection Capacity Utilization 67.6% ICU Level of Service CAnalysis Period (min) 15

Appendix D: Signal Warrant Worksheets

Warrants Summary Information Analyst JBB Agency/Co The Transpo Group Date Performed 10/23/2007 Project ID Ellensburg Regional Retail East/West Street SR 97-University File Name 7 University-Dolarway.xhy

Intersection 7 Jurisdiction Ellensburg, WA Units U.S. Customary Time Period Analyzed Weekday PM Peak Hour North/South Street Dolarway Rd-SR 97 Major Street East-West

Project Description Ellensburg Regional Retail General Roadway Network

Major Street Speed (mph) 40 Nearest Signal (ft) 0 Crashes (per year) 0

gfedc Population < 10,000

gfedc Coordinated Signal System

gfedc Adequate Trials of Alternatives

Two Major Routes gfedc

Weekend Count gfedc

5-yr Growth Factor 0

Geometry and TrafficEB WB NB SB

LT TH RT LT TH RT LT TH RT LT TH RT

Number of lanes, N 1 1 1 1 1 1 1 1 0 1 1 1

Lane usage L T R L T R L TR L T R

Vehicle Volume Averages (vph) 298 173 121 36 169 228 147 85 33 250 101 354

Peds (ped/h) / Gaps (gaps/h) -- / -- -- / -- -- / -- -- / --

Delay (s/veh) / (veh-hr) -- / -- -- / -- -- / -- -- / --

Warrant 1: Eight-Hour Vehicular Volume gfedcb

1 A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) --or-- gfedcb 1 B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) --or-- gfedcb 1 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 2: Four-Hour Vehicular Volume gfedcb

2 A. Four-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 3: Peak Hour gfedcb

3 A. Peak-Hour Conditions (Minor delay --and-- minor volume --and-- total volume ) --or-- gfedc 3 B. Peak- Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 4: Pedestrian Volume gfedc

4 A. Pedestrian Volumes (Four hours --or-- one hour) --and-- gfedc 4 B. Gaps Same Period (Four hours --or-- one hour) gfedc Warrant 5: School Crossing gfedc

5. Student Volumes --and-- gfedc 5. Gaps Same Period gfedc Warrant 6: Coordinated Signal System gfedc

6. Degree of Platooning (Predominant direction or both directions) gfedc Warrant 7: Crash Experience gfedc

7 A. Adequate trials of alternatives, observance and enforcement failed --and-- gfedc 7 B. Reported crashes susceptible to correction by signal (12-month period) --and-- gfedc 7 C. 80% Volumes for Warrants 1A, 1B --or-- 4 are satisfied gfedcb Warrant 8: Roadway Network gfedc

8 A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2 or 3) --or-- gfedc 8 B. Weekend Volume (Five hours total) gfedcCopyright © 2005 University of Florida, All Rights Reserved HCS+TM Version 5.2 Generated: 11/9/2007 4:00 PM

Page 1 of 1Warrants Summary

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Warrants Summary Information Analyst JBB Agency/Co The Transpo Group Date Performed 10/23/2007 Project ID Ellensburg Regional Retail East/West Street University Way File Name 8 University-Reecer.xhy

Intersection 8 Jurisdiction Ellensburg, WA Units U.S. Customary Time Period Analyzed Weekday PM Peak Hour North/South Street Reecer Creek Rd Major Street East-West







Weekend Count gfedc




Number of lanes, N 1 1 0 0 1 0 0 0 0 1 0 1

Lane usage L T TR L R



Delay (s/veh) / (veh-hr) -- / -- -- / -- -- / -- -- / --


1 A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) --or-- gfedc 1 B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) --or-- gfedc 1 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 2: Four-Hour Vehicular Volume gfedcb

2 A. Four-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 3: Peak Hour gfedc

3 A. Peak-Hour Conditions (Minor delay --and-- minor volume --and-- total volume ) --or-- gfedc 3 B. Peak- Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) gfedc Warrant 4: Pedestrian Volume gfedc







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Warrants Summary Information AnalystAgency/Co The Transpo Group Date Performed 10/23/2007 Project ID Ellensburg Regional Retail East/West Street Driveway C File Name 14 Driveway C.xhy

Intersection 14 Jurisdiction Ellensburg, WA Units U.S. Customary Time Period Analyzed Weekday PM Peak Hour North/South Street SR 97 Major Street North-South







Weekend Count gfedc




Number of lanes, N 1 1 0 1 1 0 1 2 0 1 2 0

Lane usage L TR L TR L TR L TR



Delay (s/veh) / (veh-hr) -- / -- -- / -- -- / -- -- / --


1 A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) --or-- gfedc 1 B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) --or-- gfedc 1 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 2: Four-Hour Vehicular Volume gfedcb

2 A. Four-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 3: Peak Hour gfedcb

3 A. Peak-Hour Conditions (Minor delay --and-- minor volume --and-- total volume ) --or-- gfedc 3 B. Peak- Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) gfedcb Warrant 4: Pedestrian Volume gfedc







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Appendix E: Parking Distribution

Weekday 85th Percentile Parking Demand Distribution

0

50

100

150

200

250

300

350

400

6:00 A

M7:0

0 AM

8:00 A

M9:0

0 AM

10:00

AM11

:00 AM

12:00

PM1:0

0 PM

2:00 P

M3:0

0 PM

4:00 P

M5:0

0 PM

6:00 P

M7:0

0 PM

8:00 P

M9:0

0 PM

10:00

PM11

:00 PM

Park

ing

Dem

and

(veh

icle

s pe

r hou

r)

General Retail (south of US 97) Hotel (south of US 97)

Parking Supply = 360

Saturday 85th Percentile Parking Demand Distribution

0

50

100

150

200

250

300

350

400

6:00 AM

7:00 AM

8:00 AM

9:00 AM

10:00 AM

11:00 AM

12:00 PM

1:00 PM

2:00 PM

3:00 PM

4:00 PM

5:00 PM

6:00 PM

7:00 PM

8:00 PM

9:00 PM

10:00 PM

11:00 PM

Park

ing

Dem

and

(veh

icle

s pe

r hou

r)

Retail (south of Us 97) Hotel (south of US 97)

Parking Supply = 360

Weekday 85th Percentile Parking Demand Distribution

0

200

400

600

800

1000

1200

1400

1600

1800

2000

6:00 AM

7:00 AM

8:00 AM

9:00 AM

10:00 AM

11:00 AM

12:00 PM

1:00 PM

2:00 PM

3:00 PM

4:00 PM

5:00 PM

6:00 PM

7:00 PM

8:00 PM

9:00 PM

10:00 PM

11:00 PM

Park

ing

Dem

and

(veh

icle

s pe

r hou

r)

Free Standing (north of US 97) Home Improvement (north US 97) General Retail (north of US 97)

Parking Supply = 1,819

Saturday 85th Percentile Parking Demand Distribution

0

300

600

900

1200

1500

1800

6:00 A

M7:0

0 AM

8:00 A

M9:0

0 AM

10:00

AM11

:00 AM

12:00

PM1:0

0 PM

2:00 P

M3:0

0 PM

4:00 P

M5:0

0 PM

6:00 P

M7:0

0 PM

8:00 P

M9:0

0 PM

10:00

PM11

:00 PM

Park

ing

Dem

and

(veh

icle

s pe

r hou

r)

Free Standing (US 97 north) Home Improvement (US 97 north) Retail (US 97 north)

Parking Supply = 1,819