1200 Stewart Street Mixed-Use Mup # 3020943

Transportation Impact Analysis

1200 STEWART STREET MIXED-USE MUP # 3020943

Prepared for: Westbank

March 2017

Prepared by:

11730 118th Avenue NE, Suite 600 Kirkland, WA 98034-7120 Phone: 425-821-3665 Fax: 425-825-8434 www.transpogroup.com

15432.00

Table of Contents Introduction ...... 1 Project Description ...... 1 Study Scope ...... 2 Existing & Future Without-Project Conditions ...... 4 Street System ...... 4 Traffic Volumes ...... 5 Traffic Operations ...... 6 Traffic Safety ...... 10 Non-Motorized Facilities ...... 11 Transit Service ...... 11 Project Impacts ...... 13 Trip Generation ...... 13 Trip Distribution & Assignment ...... 15 Traffic Volume Impact ...... 16 Traffic Operations Impact ...... 21 Site Access Evaluation ...... 23 Transportation Concurrency ...... 23 Parking Analysis ...... 23 Mitigation and Recommendations ...... 28 Denny Triangle Transportation Mitigation Payment ...... 28 South Lake Union Transportation Mitigation Payment ...... 28 Findings and Conclusions ...... 29

Appendix Appendix A: Traffic Counts Appendix B: True Baseline (2021) Traffic Volumes Appendix C: LOS Definitions Appendix D: LOS Worksheets Appendix E: Trip Generation Worksheets Appendix F: Parking Demand Worksheets Appendix G: Preliminary Traffic Impact Fee Calculation

i Transportation Impact Analysis 1200 Stewart Street March 2017

Figures Figure 1. Site Vicinity & Study Intersections ...... 2 Figure 2. Preliminary Site Plan ...... 3 Figure 3. Existing (2015) Weekday PM Peak Hour Traffic Volumes ...... 8 Figure 4. Future (2021) Without-Project Weekday PM Peak Hour Traffic Volumes ...... 9 Figure 5. Inbound Project Trip Distribution & Assignment ...... 18 Figure 6. Outbound Project Trip Distribution & Assignment ...... 19 Figure 7. Future (2021) With-Project Weekday PM Peak Hour Traffic Volumes ...... 20 Figure 8. Hourly Shared Parking ...... 25

Tables Table 1. Study Area Existing Street System Summary ...... 4 Table 2. Existing & Future Weekday PM Peak Hour Intersection LOS Summary ...... 6 Table 3. Three-Year Collision Summary – 2012 to 2014 ...... 10 Table 4. Estimated Weekday Vehicle Trip Generation ...... 15 Table 5. Traffic Volume Impact at Study Intersections ...... 16 Table 6. Traffic Volume Differences at Study Intersections ...... 17 Table 7. Future Weekday PM Peak Hour Intersection LOS Summary ...... 21 Table 8. Future Weekday PM Peak Hour Intersection LOS Summary – WSCC Addition ...... 22 Table 9. Transportation Concurrency Analysis ...... 23 Table 10. Estimated Peak Parking Demand – US Census Data: Census Tract 82 ...... 24 Table 11. Future (2021) With-Project Peak Period Parking Demand Analysis ...... 26 Table 12. Bicycle Parking Code Requirements ...... 27 Table 13. Summary of Intersection Proportional Share Calculations ...... 28

ii Transportation Impact Analysis 1200 Stewart Street March 2017

Introduction

This transportation impact analysis (TIA) identifies potential transportation-related impacts associated with the development of a mixed-use project located at 1200 Stewart Street in the Denny Triangle neighborhood of Seattle. As necessary, mitigation measures are identified that would offset or reduce significant transportation related impacts that the project may have on the surrounding transportation system.

This report focuses on the change in impacts between the previously approved project and the current proposal, reflecting a 440-foot building height. The project as proposed and approved in 2010 included 2 alternatives. The first alternative, and the alternative utilized for comparative purposes in this report, included the 340 condominium units, a 252 room hotel, 21,634 square feet of retail, 5,104 square feet of restaurant, a 79,934 square foot health and fitness club, 12,903 square feet of day care, and a 26,663 square foot social club. Alternative 2 included 546 condominium units, 21,634 square feet of retail, a 79,934 square foot health and fitness club, 12,903 square feet of day care, and a 26,663 square foot social club.

The baseline 2021 conditions summarized in this report included traffic associated with the 1200 Stewart project as previously proposed and approved, the with-hotel alternative, as well as a baseline condition without the previously approved project. The trip distribution and assignment associated with the previously approved project was updated consistent with the proposed project and recent project approvals in the area. This allows for a true comparison and measure of the impacts between the previously approved project and land use as compared to the current proposed project. The future (2021) with-project analysis includes the update to the project description and resulting trip generation and compared to future (2021) with 1200 Stewart as previously proposed and approved.

This report summarizes the results of the updated analysis reflecting a change in the residential unit count as compared to the April 2016 TIA previously submitted to the City for review. This report also outlines the potential project impacts assuming the current proposal is limited in height to only 400 ft.

Project Description As shown in Figure 1, the proposed project is located on the north side of Minor Avenue, between Virginia Street and Stewart Street, in Seattle’s Denny Triangle neighborhood. The proposed project would develop up to 1,050 residential apartment units with approximately 84,215 square feet of retail, 4,500 square feet of restaurant, and 27,000 square feet of health and fitness club. The areas noted for commercial use excludes the common space associated with the galleria as well as residential support areas which total approximately 36,457 square feet.

The proposed project would provide a total of approximately 735 parking spaces within an underground parking garage. Access to the parking garage would be provided via a vehicle access on Minor Avenue between Stewart Street and Denny Way. Figure 2 illustrates the preliminary site plan. It is anticipated that the development would be constructed and occupied by 2021.

The existing buildings and associated parking on the site would be removed as part of the projects. The existing use consists of approximately 7,200 square-feet of retail, 20,760 sf of office, and a public-pay parking lot with approximately 90 stalls.

1 Transportation Impact Analysis 1200 Stewart Street March 2017

Study Scope The scope of this analysis was coordinated with City of Seattle Department of Construction and Inspections (SDCI) staff and is consistent with previous traffic studies conducted in the Denny Triangle area. Based on the anticipated vehicular impacts of the proposed projects, the following intersections were identified for analysis: 1. Westlake Avenue N/Denny Way 8. Stewart Street/Denny Way/Yale Avenue 2. Fairview Avenue N/Denny Way 9. Eastlake Avenue E/John Street 3. Fairview Avenue N/Boren Avenue (Virginia Street) 10. Boren Avenue/Howell Street 4. Minor Avenue/Denny Way 11. Minor Avenue/Howell Street 5. Boren Avenue/Stewart Street 12. Yale Avenue/Howell Street 6. Minor Avenue/Stewart Street 13. Bellevue Avenue/Denny Way

7. Yale Avenue/Stewart Street

Additionally, the site access location on Minor Avenue was analyzed under future (2021) with-project conditions. The study focuses on the weekday PM peak hour as directed by SDCI staff. The report describes existing and future (2021) without-project conditions in the vicinity of the project site. This includes the street system, existing and future without-project weekday PM peak hour traffic volumes, traffic operations, traffic safety, non-motorized facilities, and transit service. Future (2021) with-project conditions are then described. The project’s impacts on the surrounding transportation system were identified by comparing the future with-project conditions to the future without-project conditions.

Preliminary Site Plan Aug 11, 2016 - 12:44pm jessical Q:\Projects\15\15432.00 1200 Stewart\Graphics\15432 Graphics.dwg Layout: Figure 2 Site Plan 1200 Stewart Street MINOR AVE MINOR

DENNY WAY

STEWART ST

WHAT TRANSPORTATION CAN BE. YALE AVE YALE NOT TO SCALE N FIGURE 2 Transportation Impact Analysis 1200 Stewart Street March 2017

Existing & Future Without-Project Conditions

This section describes existing (2015) and future (2021) without-project conditions within the study area. Study area characteristics are provided for the street system, planned improvements, existing and future forecasted without-project traffic volumes, traffic operations, traffic safety, non-motorized facilities, and transit service.

Street System The following describes the existing street network within the vicinity of the proposed project and anticipated changes resulting from planned improvements. Existing Characteristics of the existing street system in the proposed project vicinity are shown in Table 1. As shown on in Table 1, the site is in the immediate vicinity of many four-lane principal arterials.

Table 1. Study Area Existing Street System Summary Posted Number of Bicycle Roadway Arterial Classification Speed Limit Travel Lanes Parking Sidewalks Facilities Westlake Avenue N Principal Arterial 30 mph 4 Yes1 Yes No Denny Way Principal Arterial 30 mph 4 No Yes No Fairview Avenue N Principal Arterial 30 mph 5 Yes2 Yes No Boren Avenue Principal Arterial 30 mph 4 No Yes No Shared Lane Virginia Street 3 30/25 mph 2-3 Yes5 Yes Minor Arterial/Access Street Markings Minor Avenue N Access Street 25 mph 2 Yes Yes No Shared Lane Stewart Street 30 mph 4 Yes4 Yes Principal Arterial Markings Yale Avenue Principal Arterial 30 mph 2 Yes5 Yes No Shared Lane Eastlake Avenue E 30 mph 4 No Yes6 Principal Arterial Markings John Street Access Street 25 mph 2 Yes Yes No Shared Lane Howell Street 30 mph 3-4 Yes4 Yes Principal Arterial Markings Bellevue Avenue E Collector Arterial 30 mph 2 Yes Yes no 1. Parking is allowed on the west side of the street. 2. Parking on both sides with peak hour restrictions. 3. Minor arterial south of Boren Avenue, access street north of Boren Avenue. 4. Intermittent on both sides with peak hour restrictions. 5. Intermittent on both sides. 6. Intermittent on the east side of the street. Future This section identifies specific transportation improvements that will affect the future Denny Triangle transportation system.

Based on a review of the City of Seattle 2016 – 2021 Proposed Capital Improvement Program (CIP) and WSDOT improvements, two street system transportation projects were identified and are anticipated to be completed by 2021. Details related to these two roadway projects in the study area are described below.

Alaskan Way Viaduct Replacement Program is currently under construction and due to delays WSDOT is reevaluating the schedule. This evaluation assumes the Viaduct would be completed by 2018, the analysis horizon year. The project will provide a two-mile long tunnel and connect S Royal Brougham Way in South Downtown to Mercer Street near the proposed

4 Transportation Impact Analysis 1200 Stewart Street March 2017 development project. The tunnel will replace the existing Alaskan Way Viaduct and Broad Street tunnel and will connect to the existing SR 99 roadway on the north and south ends. South of the site, the North Portal of SR 99 will be constructed, providing access to and from SR 99 via Republican Street and Mercer Street/6th Avenue N.

Adaptive Signal Control Implementation is currently under construction as part of the Mercer Corridor project. Phase 2 of the project includes 17 intersections along Denny Way. The project would include implementation of adaptive signal controls in Seattle Center and South Lake Union and supports integrated corridor management on Denny Way, Mercer Street, and SR 99 north tunnel access. It is anticipated that the project would be completed by the end of 2019.

Traffic Volumes The following summarizes the traffic volumes for existing and future without-project conditions. Existing Traffic counts were collected at each study intersection between March and September, 2015. Figure 3 illustrates the existing weekday PM peak hour traffic volumes at the study intersections, rounded to the nearest 5 vehicles. Detailed traffic counts are provided in Appendix A. Future Future (2021) without-project traffic volumes were forecasted by applying a 0.5 percent annual background growth rate to the existing traffic volumes and adding in project trips from known pipeline projects adjacent to the study area. Pipeline projects include projects that have been permitted but are not yet constructed or occupied. Anticipated traffic volumes from the following 41 pipeline projects were used to develop the future without-project traffic volumes:

 1007 Stewart St  924 Howell St  630 Boren Ave N/625 Boren Ave N  2202 8th Ave  527 Fairview Ave N  2101 9th Ave  1016 Republican Ave  2030 8th Ave  501 Fairview Ave N  1900 8th Ave  500 Fairview Ave N  807 Stewart St/  400 Boren Ave N  808 Howell St  425 Fairview Ave N  2200 7th Ave  400 Fairview Ave N  2100 7th/  1210 Harrison St/  2101 7th Ave/  401 Pontius Ave N  2021 7th Ave  300 Terry Ave N  301 E Pine St  300 Boren Ave N  501 E Pike St  1120 John St/  600 E Pike St  1120 Denny Way  714 E Pike St  221 Minor Ave N/  1404 Boylston  222 Fairview Ave N  1901 Minor Ave  1200 Stewart Street  1121 Stewart  1823 Minor Ave  1200 Howell  1812 Boren Ave  1920 Terry  1099 Stewart St

Future (2021) without-project (with the previously approved 1200 Stewart project) weekday PM peak hour traffic volumes reflecting the background growth and traffic from the pipeline

5 Transportation Impact Analysis 1200 Stewart Street March 2017 projects are shown on Figure 4. The future (2021) without-project true baseline volumes are provided in Appendix B.

Due to the current status of the environmental review for the proposed Washington State Convention Center (WSCC) Addition, this project was not included in the pipeline list. Instead, a cumulative impacts section has been added to the project impacts section to identify the future conditions with the traffic associated with the WSCC Addition.

Traffic Operations The operational characteristics of an intersection are determined by calculating the intersection level of service (LOS). For signalized locations, LOS is measured in average delay per vehicle and is reported for the intersections as a whole. At side-street stop- controlled intersections LOS is measured in average delay per vehicle during the peak hour of traffic and is reported for the worst operating approach of the intersection. Traffic operations for an intersection can be described alphabetically with a range of levels of service (LOS A through F), with LOS A indicating free-flowing traffic and LOS F indicating extreme congestion and long vehicle delays. Appendix C contains a detailed explanation of LOS criteria and definitions.

Weekday PM peak hour traffic operations for existing and future without-project conditions were evaluated at the study intersections based on the procedures identified in the Highway Capacity Manual (HCM) (2010), and were evaluated using the Synchro 9 software program. Pedestrian and bicycle volumes were taken into account when evaluating the operations of the intersections. Under future 2021 conditions, signal timing maximum splits were optimized.

The City of Seattle’s Comprehensive Plan does not define a LOS standard for individual intersections; however, the City generally recognizes LOS E and F as poor operations for signalized locations and LOS F for unsignalized locations. Intersection operations for existing and future (2021) without-project weekday PM peak hour conditions are summarized in Table 2. Detailed LOS worksheets for each intersection analyzed are included in Appendix D.

Table 2. Existing & Future Weekday PM Peak Hour Intersection LOS Summary 2021 Without- 2021 With Previously 2015 Existing Project Approved Project5 Intersection Traffic Control LOS1 Delay2 WM3 LOS Delay WM LOS Delay WM 1. Westlake Avenue N/Denny Way Signalized C 22 - C 35 - D 38 - 2. Fairview Avenue N/Denny Way Signalized D 35 - D 51 - D 52 - 3. Fairview Avenue N/Boren Avenue Signalized C 25 - D 40 - D 40 - (Virginia Street)4 4. Minor Avenue/Denny Way Unsignalized F 87 NB F >180 NB F >180 NB 5. Boren Avenue/Stewart Street Signalized D 36 - D 40 - D 41 - 6. Minor Avenue/Stewart Street4 Signalized C 20 - D 36 - D 43 - 7. Yale Avenue/Stewart Street4 Signalized E 70 - D 54 - D 49 - 8. Stewart Street/Denny Way4 Signalized C 27 - E 63 - F 86 - 9. Eastlake Avenue E/John Street4 Signalized B 13 - B 15 - B 16 - 10. Boren Avenue/Howell Street Signalized C 26 - C 31 - C 32 - 11. Minor Avenue/Howell Street Signalized B 15 - C 21 - C 27 - 12. Yale Avenue/Howell Street Signalized F 113 - F >180 - F >180 - 13. Bellevue Avenue/Denny Way Signalized B 19 - C 30 - D 37 - 1. Level of Service (A – F) as defined by the 2010 Highway Capacity Manual (HCM), Transportation Research Board. 2. Average delay per vehicle in seconds. 3. Worst movement reported for unsignalized intersections. 4. Methodology from the 2000 HCM methodology was used at intersections not compatible with HCM 2010 methodology. 5. Operations analysis include 1200 Stewart as previously proposed and approved under the with hotel alternative.

6 Transportation Impact Analysis 1200 Stewart Street March 2017

As shown in Table 2, the study area intersections currently operate at LOS D or better with the exception of three intersections. The Yale Avenue/Stewart Street intersection currently operates at LOS E, and the Minor Avenue/Denny Way and Yale Avenue/Howell Street intersections currently operate at LOS F. Due to the configuration of the Minor Avenue/Denny Way intersection, the south legs of Minor Avenue and Virginia Street were analyzed as a single stop-controlled approach to conform with HCM methodology.

Under future (2021) conditions, without or with consideration of the previously approved 1200 Stewart project, reflective of the updated trip distribution and assignment, the study intersections are anticipated to primarily experience substantial increases in delay due to the increase in traffic volumes from pipeline projects. Under future (2021) without-project conditions LOS at five intersections are expected to degrade due to the increase in traffic volumes. The Minor Avenue/Denny Way and Yale Avenue/Howell Street intersections are anticipated to continue operate at LOS F. The Stewart Street/Denny Way intersection is anticipated to degrade to LOS E under future (2021) without-project conditions. The Yale Avenue/Stewart Street intersection is anticipated to improve to LOS D under future (2021) without-project conditions.

Under future (2021) with the previously approved project, the study area intersections are anticipated to operate at the same LOS as under future (2021) without-project conditions with the exception of two. With addition of the previously approved traffic, the Westlake Avenue N/Denny Way intersection is anticipated to degrade from LOS C to LOS D and the Stewart Street/Denny Way intersection is anticipated to degrade from LOS E to LOS F.

*Note: Left turns are not pemitted Future (2021) Without-Project Weekday PM Peak Hour Traffic Volumes Nov 04, 2016 - 12:47pm jessical Q:\Projects\15\15432.00 1200 Stewart\Graphics\15432 Graphics.dwg Layout: Figure 4 Baseline Vol 1200 Stewart Street 3 2 1 330 130 15* 740 950 25 15 40 5 FAIRVIEW AVE/VIRGINIA ST BOREN AVE DENNY WAY FAIRVIEW AVE N DENNY WAY WESTLAKE AVE N

135 460

45 45 5 610 195 575 425 510 455 285 295 150 300 65 265

550 65 695 90 1,000 250

7TH AVE 7TH LENORA ST N AVE 9TH

WESTLAKE AVE N AVE WESTLAKE 1,215 WESTLAKE AVE WESTLAKE 4 130 15 DENNY WAY MINOR AVE

DENNY WAY

50 15 TERRY AVE N AVE TERRY 10 10

50 15 8TH AVE 8TH

20 730 40 BOREN AVE N AVE BOREN

5 TERRY AVE TERRY 895

60 FAIRVIEW AVE N AVE FAIRVIEW 9TH AVE 9TH BOREN AVE STEWART ST

4 110 60 5 660

HOWELL ST 390

BOREN AVE BOREN 310 SITE OLIVE WAY

PONTIUS AVE N AVE PONTIUS MINOR AVE MINOR 10

6 330 7 125

MINOR AVE STEWART ST

YALE AVE YALE 8

11 YALE AVE N AVE YALE

STEWART ST

12 305 70

880 EASTLAKE AVE E AVE EASTLAKE 9

60 160

7 830 AVE MELROSE 295 1,010 40 20 YALE AVE YALE AVE 1,195 HOWELL ST STEWART ST

13 BELLEVUE AVE BELLEVUE

45 1,260

10 495 SUMMIT AVE SUMMIT

WHAT TRANSPORTATION CAN BE.

E OLIVE WAY 13

100 705 AVE BELMONT 755 45 30 DENNY WAY BELLEVUE AVE DENNY WAY STEWART ST

E PINE ST 105 425

1,180

170 135 NOT TO SCALE BOYLSTON AVE BOYLSTON 10 5 85

5 705 10 555 745 HARVARD AVE HARVARD

11 10 9 190 970 1,675 1,210 30 70 80 MINOR AVE BOREN AVE I-5 RAMPS EASTLAKE AVE N HOWELL ST HOWELL ST

125 280 175 10

130 700 FIGURE

215 275

65 420

570 65

Transportation Impact Analysis 1200 Stewart Street March 2017

Traffic Safety Recent collision records were reviewed within the study area to identify existing traffic safety issues at the study intersections. The most recent three-year summary of accident data from the Seattle Department of Transportation (SDOT) is for the period between January 1, 2012 and December 31, 2014. In addition to the study intersections, collision data along the Fairview Avenue, Virginia Street, Boren Avenue, Minor Avenue, Stewart Street, Howell Street, Denny Way corridors in the study area were analyzed to evaluate the vehicle, pedestrian and bicycle safety conditions. This information is summarized in Table 3.

Table 3. Three-Year Collision Summary – 2012 to 2014 Number of Collisions Annual Location Traffic Control 2012 2013 2014 Total Average Intersection 1. Westlake Avenue N/Denny Way Signalized 4 2 3 9 3.00 2. Fairview Avenue N/Denny Way Signalized 3 3 7 13 4.33 3. Fairview Avenue N/Boren Avenue (Virginia Street) Signalized 4 3 3 10 3.33 4. Minor Avenue/Denny Way Unsignalized 1 1 3 5 1.67 5. Boren Avenue/Stewart Street Signalized 6 2 2 10 3.33 6. Minor Avenue/Stewart Street Signalized 3 2 1 6 2.00 7. Yale Avenue/Stewart Street Signalized 3 2 3 8 2.67 8. Stewart Street/Denny Way Signalized 7 5 5 17 5.67 9. Eastlake Avenue E/Stewart Street Signalized 2 3 0 5 1.67 10. Boren Avenue/Howell Street Signalized 9 5 2 16 5.33 11. Minor Avenue/Howell Street Signalized 6 4 1 11 3.67 12. Yale Avenue/Howell Street Signalized 2 2 1 5 1.67 13. Bellevue Avenue/Denny Way Signalized 3 5 3 11 3.67 Roadway Segments Fairview Avenue (Boren Ave to Denny Way) - 0 3 3 6 2.00 Fairview Avenue (Denny Way to Virginia Street) - 1 0 0 1 0.33 Virginia Street (Fairview Avenue to Boren Avenue) - 0 1 0 1 0.33 Boren Avenue (Virginia Street to Stewart Street) - 1 3 4 8 2.33 Boren Avenue (Stewart Street to Howell Street) - 3 1 4 8 2.67 Minor Avenue (Denny Way to Virginia Street) - 0 0 1 1 0.33 Minor Avenue (Virginia Street to Stewart Street) - 1 1 0 2 0.67 Minor Avenue (Stewart Street to Howell Street) - 0 2 1 3 1.00 Stewart Street (Boren Avenue to Minor Avenue) - 3 4 5 12 4.00 Stewart Street (Minor Avenue to Yale Avenue) - 3 3 0 6 2.00 Stewart Street (Yale Avenue to Denny Way) - 3 3 4 10 3.33 Stewart Street (Denny Way to Eastlake Avenue E) - 3 5 3 11 3.67 Howell Street (Boren Avenue to Minor Avenue) - 2 1 7 10 3.33 Howell Street (Minor Avenue to Yale Avenue) - 2 3 6 11 3.67 Denny Way (Fairview Avenue and Minor Avenue) - 1 2 1 4 1.33 Denny Way (Minor Avenue and Virginia Street) - 0 1 3 4 1.33 Denny Way (Pontius Avenue N and Yale Avenue) - 1 0 0 1 0.33 Denny Way (Yale Avenue and Stewart Street) - 4 2 0 6 2.00 Source: City of Seattle 2015 and Transpo Group, 2017

SDOT annually reviews the previous year’s collisions within the City and creates of list of “high collision locations” (HCL) that are monitored or reviewed in the next year. The SDOT reviews collision records for signalized intersections with 10 or more collisions in a year,

10 Transportation Impact Analysis 1200 Stewart Street March 2017 unsignalized intersections with 5 or more collisions, and locations with 5 or more pedestrian or bike collisions. SDOT’s Candidate Locations for 2015 High Collision Location Reviews did not include any study intersections that met the standards above that would require review or monitoring. One intersection, Denny Way / Stewart Street was listed on the pedestrian location list due to having 4 pedestrian collisions in the previous year. This intersection was reviewed by SDOT in 2012 with additional signage placed to alert drivers to yield to pedestrians when completing turns.

A review of the roadway segments indicates that an average of 4 or less collisions per year occurred along the adjacent corridors. Further review of the collision data indicates no reported fatalities in the study area, 3 bicycle-related collisions, and 19 pedestrian-related collisions. Upon review, of the bicycle-related collisions, most occurred during the day with wet road conditions whereas the pedestrian-related collisions occurred most frequently during dry, daylight conditions.

Non-Motorized Facilities The following describes the existing and future non-motorized facilities within the study area. Existing Sidewalks are provided on all streets in the study area with marked crosswalk at the signalized study intersections. Bicycle facilities within the study area are limited with shared lane markings provided on Stewart Street and Howell Street.

The proposed development is located within the Pronto Cycleshare service area. The nearest bike station is located at Terry Avenue/Stewart Street, approximately one block from the project. The Pronto service area currently provides users with short-term bicycle rental in a service area spanning from Pioneer Square to the University District between the Waterfront and Capitol Hill. Cycleshare can be used an alternate commuting mode or providing a link to other transit services. Future In the immediate vicinity of the site, according to the Adopted Seattle Bicycle Master Plan, April 2014, protected bike lanes are recommended along Eastlake Avenue and Stewart Street as part of the Citywide network. This will increase the connectivity by bicycle of neighborhoods located north of downtown to the CBD as well as providing safe bicycle routes for tenant of the proposed development to these areas.

Transit Service The following sections describe existing and future transit service within the study area. Existing Bus transit service in the study area is provided by King County Metro, Sound Transit, and the City of Seattle Streetcar. The nearest bus stops are located along Denny Way at Yale Avenue and Stewart Street, approximately 300-feet east (or a 1- to 2-minute walk) from the project site. Additional bus stops are also located to the northwest along Denny Way at Fairview Avenue and to the southwest along Boren Avenue at Virginia Street. Within one block of the proposed development, transit service is provided to destinations within Seattle as well as the whole Puget Sound region including Snohomish County, the Eastside and Pierce County.

Additionally, a South Lake Union Streetcar stop is located along Westlake Avenue at 9th Avenue approximately 0.4 miles (or an 8- to 9-minute walk) from the project site and the

11 Transportation Impact Analysis 1200 Stewart Street March 2017

Convention Place Station, providing access to the Downtown Seattle Transit Tunnel (DSTT) is located within one-quarter mile. Future With the closure of the DSTT to buses by 2021 to accommodate future light-rail service to Northgate and Snohomish County, the Convention Place Station (CPS) would close. Buses using this station would be rerouted to use surface street alternatives with changes to transit routing likely to provide direct access to Link Stations. Detailed service changes for 2021 are not known at this time.

12 Transportation Impact Analysis 1200 Stewart Street March 2017

Project Impacts

This section of the report documents the project’s impacts on the surrounding street system and at study intersections. First, estimated traffic generated by the proposed project are distributed and assigned to adjacent roadways and intersections within the study area for the weekday PM peak hour. Next, project trips are added to future without-project traffic volumes and the potential impacts to traffic operations, safety, transit, and non-motorized facilities are identified. An additional cumulative impacts section as included to evaluate traffic operations within the study area with the proposed Washington State Convention Center (WSCC) Addition which is currently under review.

Trip Generation The number of new trips generated by the proposed project was estimated by calculating the trip generation of each of the proposed uses on-site. The net new trips generated takes into account the current trips on the network, which are being generated by the existing uses on- site.

Project trip generation was estimated based on calculating person trips and then estimating the proportion of the person trips that would be vehicle trips. Most Institute of Transportation Engineers (ITE) trip generation rates are for suburban locations and over-predict the number of vehicle trips in an urban environment, which typically has a larger portion of trips served by alternative modes such as walking, biking, and transit given the mix of development and level of transit service.

The trip generation estimate used in this study considers the use of alternative modes of travel. The number of overall vehicle trips generated was determined by calculating person trips for weekday daily and AM and PM peak hour conditions and then separating the person trips by mode of travel (i.e., auto, transit, and walk/bike/other). The flow chart below illustrates the trip generation process.

Total person trips were developed for the existing and proposed uses based on trip rates from the Trip Generation Manual, 9th Edition. For the proposed land uses Apartment (LU

13 Transportation Impact Analysis 1200 Stewart Street March 2017

#220) was utilized for the residential component, Shopping Center (LU #820) was utilized for retail, High-Turnover (Sit-Down) Restaurant (LU #932) for restaurant, and Health and Fitness Club (LU #492) was utilized for the health/fitness component of the development. Due to the size and variety of uses anticipated for the retail component of the development the Shopping Center land use was utilized as opposed to specialty retail which is usually smaller. Based on the existing land uses Specialty Retail (LU #826) was utilized for the retail components and Single Tenant Office Building (LU #715) was utilized for the existing office use. Single tenant and specialty retail uses were selected due to the smaller sizes of the existing uses. Average vehicle occupancy (AVO) was estimated from the Trip Generation Manual for the existing single tenant office (#715) and the National Cooperative Highway Research Program (NCHRP) Report 365 Travel Estimating Techniques for Urban Planning for the proposed residential apartments.

Residential person trips using each transportation mode were determined by multiplying the total person trips by the estimated mode splits from the US Census 2010-2014 American Community Survey 5-year Estimates Commuting Characteristics.1 The survey shows a 35 percent auto mode split for census tract 73 where the project is located. After applying the auto mode split, residential person trips were then converted back to vehicle trips by assuming an AVO of 1.15.2

The Commute Seattle’s 2014 Center City Commuter Mode Split report summarizes Commute Trip Reduction (CTR) data by Seattle neighborhood. The data shows, for the South Lake Union neighborhood, 58 percent of employee trips were made by auto (45 percent single occupancy vehicles and 13 percent carpool/vanpool), 27 percent by transit, and 15 percent walking, biking, or other modes. After applying the auto mode split, office person trips were then converted back to vehicle trips by using average vehicle occupancies of 1.12.3

Appendix E provides the detailed trip generation calculation. Table 4 summarizes the estimated weekday daily and AM and PM peak hour trip generation for the proposed and existing land uses.

1 Based on data for Census Tract 73 where the proposed project is located. 2 Average vehicle occupancy rate (AVO) based on 2009-2013 American Community Survey 5-year estimates for Census Tract 73. 3 Based on 2014 CTR Data for the South Lake Union Neighborhood.

14 Transportation Impact Analysis 1200 Stewart Street March 2017

Table 4. Estimated Weekday Vehicle Trip Generation AM Peak-Hour Trips PM Peak-Hour Trips Daily Land Use Size Trips1 In Out Total In Out Total

Proposed2 Residential 1,050 du 2,190 35 140 175 131 70 201 Retail2 84,215 sf 2,220 30 20 50 92 100 192 Less Pass-By 750 3 3 6 32 32 64 Restaurant3 4,500 360 17 13 30 17 10 27 Health and Fitness Club3 27,000 sf 320 6 7 13 19 14 33 Total Proposed 4,340 85 177 262 227 162 389 Existing Retail 7,200 sf 65 0 1 1 3 2 5 Office 20,760 sf 140 19 2 21 3 18 21 Total Existing 205 19 3 22 6 20 26 Total Net New 4,135 66 174 240 221 142 363 Notes: du = dwelling units, sf = square-feet 1. Vehicle trips were estimated based on person trip calculations and localized mode split information. 2. Reflects traffic associated with a proposal with a 440’ height limitation. 3. The areas noted for commercial use excludes the common space associated with the galleria as well as residential support areas.

As shown in Table 4, the proposed project is anticipated to generate approximately 4,135 net new weekday daily vehicle trips with 240 net new vehicle trips during the AM peak hour and 363 net new vehicle trips during the PM peak hour. As proposed in 2010 the project was anticipated to approximately 289 AM peak hour trips and 417 PM peak hour trips under the with-hotel alternative, and approximately 190 AM peak hour trips and 303 PM peak hour trips under the without-hotel alternative. As previously proposed under the with-hotel alternative the 2010 project is anticipated to generate more AM and PM peak hour trips than currently proposed.

400-Foot Alternative In addition to the proposed 440-foot building alternative described above, a 400-foot building alternative was considered. This alternative would construct up to 964 apartment units, a reduction of approximately 86 apartment units of the above analysis. The 400-foot building alternative would result in approximately 3,965 net new weekday daily vehicle trips with 226 net new vehicle trips during the AM peak hour and 347 net new vehicle trips during the PM peak hour. Impacts are discussed below for the 440-foot building alternative; however, for the 400-foot alternative, impacts (operationally and in terms of mitigation fees) are anticipated to be similar to slightly less than compared with the 440-foot alternative.

Trip Distribution & Assignment Travel patterns for vehicular traffic to and from the proposed site were based on guidance from the Director’s Rule 5-2009, OnTheMap, as well as a review of existing travel patterns, planned improvements, and previous studies conducted in the area.

OnTheMap is a web-based mapping and reporting application, which shows where workers are employed and where they live based on census data. The OnTheMap census data were translated to the number of people that live within a quarter-mile radius of the proposed project and where they work. The zip codes where people work were evaluated to determine if a person would be more likely to travel to the zip code via vehicle or by other means. Trips to zip codes closer to the proposed project site or in more transit oriented locations are more

15 Transportation Impact Analysis 1200 Stewart Street March 2017 likely to use transit, walk, bike, or other non-SOV modes. Zip codes outside the Seattle City limits and/or further from the site are more likely to drive.

Figure 5 and Figure 6 illustrate the expected inbound and outbound project vehicle trip distribution for the proposed project, respectively, to the surrounding local and regional street system. The weekday PM peak hour trips were assigned to the study area based on the travel patterns shown on Figure 5 and Figure 6 and the location of the site access. The project would provide access via a driveway on Minor Avenue. The distribution and assignment considers the primary travel routes within the gridded street system where project impacts would be greatest. It is recognized that drivers may take alternative routes; however, it is anticipated that impacts along these facilities would be less than disclosed in this analysis.

The project traffic was added to future without-project weekday PM peak hour traffic volumes to form the basis of the with-project analysis. The resulting 2021 with-project traffic volumes are shown on Figure 7.

Traffic Volume Impact Table 5 summarizes the project traffic volume impact at the study intersections during the weekday PM peak hour for the project site as compared to the without-project conditions not containing the previously proposed and approved 1200 Stewart project.

Table 5. Traffic Volume Impact at Study Intersections Weekday PM Peak Hour Total Entering Vehicles Percent 2021 New 2021 Project Intersection Without- Project Project Trips1 With-Project1 Share 1. Westlake Avenue N/Denny Way 3,530 72 3,602 2.0% 2. Fairview Avenue N/Denny Way 3,685 72 3,757 1.9% 3. Fairview Avenue N/Boren Avenue 44 2,344 1.9% (Virginia Street) 2,300 4. Minor Avenue/Denny Way 2,220 58 2,278 2.6% 5. Boren Avenue/Stewart Street 2,470 14 2,484 0.6% 6. Minor Avenue/Stewart Street 1,615 293 1,908 15.4% 7. Yale Avenue/Stewart Street 1,960 171 2,131 8.0% 8. Stewart Street/Denny Way 3,230 169 3,399 5.0% 9. Eastlake Avenue E/John Street 1,555 55 1,610 3.4% 10. Boren Avenue/Howell Street 3,175 29 3,204 0.9% 11. Minor Avenue/Howell Street 2,385 108 2,493 4.3% 12. Yale Avenue/Howell Street 3,040 50 3,090 1.6% 13. Bellevue Avenue/Denny Way 2,300 114 2,414 4.7% Source: Transpo Group, 2017 1. Reflects traffic associated with a proposal with a 440’ height limitation

As shown in the table, the percent traffic volume impacts are relatively low even in the site vicinity and range from approximately 1 to 5 percent at the study intersections, with the exception of the Minor Avenue/Stewart Street and Yale Avenue/Stewart Street intersections which are approximately 15 and 8 percent, respectively. These intersections are located nearest the site and provide access to the site via I-5. Overall the project volume impacts identified at the study intersections are within the range of daily fluctuations in traffic, which can be up to 5 percent.

Table 6 summarizes the project traffic volume impact at the study intersections during the weekday PM peak hour for the project site as compared to the without-project conditions

16 Transportation Impact Analysis 1200 Stewart Street March 2017

including the previously proposed and approved 1200 Stewart project. Table 6 also includes a summary of the net change in volumes with the currently proposed project.

Table 6. Traffic Volume Impact at Study Intersections – With Previously Approved Project Weekday PM Peak Hour Total Entering Vehicles 2021 With Previously New 2021 Net Change in Intersection Approved Project1 Project Trips2 With-Project2 Volumes 1. Westlake Avenue N/Denny Way 3,615 72 3,602 -13 2. Fairview Avenue N/Denny Way 3,770 72 3,757 -13 3. Fairview Avenue N/Boren Avenue 44 2,344 +9 (Virginia Street) 2,335 4. Minor Avenue/Denny Way 2,300 58 2,278 -22 5. Boren Avenue/Stewart Street 2,485 14 2,484 -1 6. Minor Avenue/Stewart Street 1,930 293 1,908 -22 7. Yale Avenue/Stewart Street 2,125 171 2,131 +6 8. Stewart Street/Denny Way 3,415 169 3,399 -16 9. Eastlake Avenue E/John Street 1,615 55 1,610 -5 10. Boren Avenue/Howell Street 3,205 29 3,204 -1 11. Minor Avenue/Howell Street 2,515 108 2,493 -22 12. Yale Avenue/Howell Street 3,105 50 3,090 -15 13. Bellevue Avenue/Denny Way 2,420 114 2,414 -6 Source: Transpo Group, 2017 1. Includes volumes from the previously proposed and approved 1200 Stewart project. 2. Reflects traffic associated with a proposal with a 440’ height limitation.

As shown in the table, the difference between the two proposed 1200 Stewart projects would result in a decrease in traffic volumes at most of the study intersections.

17 Inbound Vehicle Trip Distribution & Assignment Jan 11, 2017 - 3:02pm jessical Q:\Projects\15\15432.00 1200 Stewart\Graphics\15432 Graphics.dwg Layout: Figure 5 Inbound Distribution 1200 Stewart Street

BROAD ST

CEDAR ST 99 5TH AVE N VINE ST BATTERY ST

DENNY WAY

WALL ST

BATTERY ST TAYLOR AVE N 1ST AVE 1ST

15% 6TH AVE N 2ND AVE 2ND

99 99

3RD AVE 3RD 4TH AVE 4TH

BELL ST DEXTER AVE N 33

5TH AVE 5TH

THOMAS ST THOMAS

HARRISON ST HARRISON JOHN ST JOHN

BLANCHARD ST 8TH AVE N AVE 8TH

6TH AVE 6TH

DENNY WAY DENNY

7TH AVE 7TH

LENORA ST N AVE 9TH 11

STEWART ST

WESTLAKE AVE N AVE WESTLAKE

VIRGINIA ST AVE WESTLAKE

WESTLAKE AVE N AVE WESTLAKE

TERRY AVE N AVE TERRY

8TH AVE 8TH

REPUBLICAN ST REPUBLICAN BOREN AVE N AVE BOREN

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5% MINOR AVE N AVE MINOR

HOWELL ST

BOREN AVE BOREN

SITE

9TH AVE 9TH OLIVE11 WAY

PONTIUS AVE N AVE PONTIUS MINOR AVE MINOR

PINE ST 35%

78 YALE AVE YALE YALE AVE N AVE YALE

STEWART ST

TERRY AVE TERRY EASTLAKE AVE E AVE EASTLAKE 25%

UNIVERSITY ST 5 BOREN AVE BOREN

MELROSE AVE MELROSE

11 MINOR AVE MINOR

5% BELLEVUE AVE BELLEVUE

WHAT TRANSPORTATION CAN BE. XX% AVE SUMMIT

22 E OLIVE WAY BELMONT AVE BELMONT = =

E PIKE ST

E PINE ST

10%

PM PEAK HOUR NET NEW TRAFFIC VOLUMES PROJECT TRIP DISTRIBUTION BOYLSTON AVE BOYLSTON

LEGEND

HARVARD AVE HARVARD BROADWAY BROADWAY NOT TO SCALE FIGURE N 5 Outbound Vehicle Trip Distribution & Assignment Jan 11, 2017 - 3:04pm jessical Q:\Projects\15\15432.00 1200 Stewart\Graphics\15432 Graphics.dwg Layout: Figure 6 Outbound Distribution 1200 Stewart Street

BROAD ST

CEDAR ST 99 5TH AVE N VINE ST BATTERY ST

DENNY WAY

WALL ST

TAYLOR AVE N 1ST AVE 1ST

BATTERY ST 15% 6TH AVE N 2ND AVE 2ND

99 99

3RD AVE 3RD 4TH AVE 4TH

BELL ST DEXTER AVE N 21

5TH AVE 5TH

THOMAS ST THOMAS

JOHN ST JOHN HARRISON ST HARRISON

BLANCHARD ST WAY DENNY 8TH AVE N AVE 8TH

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7TH AVE 7TH LENORA ST N AVE 9TH

STEWART ST

WESTLAKE AVE N AVE WESTLAKE VIRGINIA ST AVE WESTLAKE

TERRY AVE N AVE TERRY 8TH AVE 8TH

REPUBLICAN ST REPUBLICAN

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7 AVE TERRY

FAIRVIEW AVE N AVE FAIRVIEW 9TH AVE 9TH MINOR AVE N AVE MINOR

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SITE

9TH AVE 9TH OLIVE WAY

PONTIUS AVE N AVE PONTIUS MINOR AVE MINOR

PINE ST 7

35%

YALE AVE YALE YALE AVE N AVE YALE

50 STEWART ST

TERRY AVE TERRY EASTLAKE AVE E AVE EASTLAKE 5% 25%

UNIVERSITY ST 5

BOREN AVE BOREN

MELROSE AVE MELROSE

MINOR AVE MINOR BELLEVUE AVE BELLEVUE 14

WHAT TRANSPORTATION CAN BE. XX% AVE SUMMIT

X E OLIVE WAY

10% BELMONT AVE BELMONT = =

E PIKE ST

E PINE ST

PM PEAK HOUR NET NEW TRAFFIC VOLUMES PROJECT TRIP DISTRIBUTION BOYLSTON AVE BOYLSTON

LEGEND

HARVARD AVE HARVARD BROADWAY BROADWAY NOT TO SCALE FIGURE N 6 *Note: Left turns are not pemitted Future (2021) With-Project Weekday PM Peak Hour Traffic Volumes Jan 11, 2017 - 3:14pm jessical Q:\Projects\15\15432.00 1200 Stewart\Graphics\15432 Graphics.dwg Layout: Figure 7 WP Vol 1200 Stewart Street 3 2 1 330 130 15* 734 948 25 15 40 5 FAIRVIEW AVE/VIRGINIA ST BOREN AVE DENNY WAY FAIRVIEW AVE N DENNY WAY WESTLAKE AVE N

135 469

45 45 5 610 195 575 425 510 455 285 295 150 300 65 261

559 65 679 90 996 247

THOMAS ST THOMAS JOHN ST JOHN A 170

SITE ACCESS MINOR AVE

7TH AVE 7TH 62

LENORA ST N AVE 9TH

1,204 80 4

135

1 114

197

45 N AVE WESTLAKE

DENNY WAY MINOR AVE

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10 50

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55 15 TERRY AVE N AVE TERRY

15 719 40

8TH AVE 8TH BOREN AVE N AVE BOREN

5 895 60

BOREN AVE STEWART ST

TERRY AVE TERRY

FAIRVIEW AVE N AVE FAIRVIEW 9TH AVE 9TH 2

110 60 657

4 390 312 5

HOWELL ST

BOREN AVE BOREN SITE

A OLIVE WAY

PONTIUS AVE N AVE PONTIUS 311 MINOR AVE MINOR 119 10 MINOR AVE STEWART ST

PINE ST 7

YALE AVE YALE 8

11 YALE AVE N AVE YALE 311

STEWART ST 70 880

57 12 160 EASTLAKE AVE E AVE EASTLAKE 9

12 7 5 830 295 1,010 40 20 YALE AVE YALE AVE 1,180 HOWELL ST STEWART ST

30 AVE MELROSE

45 13 BELLEVUE AVE BELLEVUE 1,266

10 495

WHAT TRANSPORTATION CAN BE.

SUMMIT AVE SUMMIT 13 8 100

704 E OLIVE WAY 754 45 30 DENNY WAY BELLEVUE AVE DENNY WAY STEWART ST

105 418 AVE BELMONT

65 1,175

170 135 NOT TO SCALE

E PIKE ST

E PINE ST 10 5 85

N BOYLSTON AVE BOYLSTON

5 707 10 561 729

11 10 9 181 967 1,675 1,211 70 30 77 MINOR AVE BOREN AVE HOWELL ST HOWELL ST I-5 RAMPS EASTLAKE AVE N

125 270 175 10

130 695 FIGURE

215 276

65 420

570 65

Transportation Impact Analysis 1200 Stewart Street March 2017

Traffic Operations Impact Future with-project LOS analysis was conducted for the weekday PM peak hour to analyze traffic impacts of the proposed project. The same methods were applied as described for existing and future without-project conditions and all intersection parameters such as channelization and traffic control were consistent with those used in the evaluation of future without-project conditions. A comparison of future without and with-project weekday PM peak hour traffic operations is summarized for the project site in Table 7. Detailed LOS worksheets are provided in Appendix D.

Table 7. Future Weekday PM Peak Hour Intersection LOS Summary 2021 Without- 2021 With Previously 2021 With- Project Approved Project5 Project6 Intersection Traffic Control LOS1 Delay2 WM3 LOS Delay WM LOS Delay WM 1. Westlake Avenue N/Denny Way Signalized C 35 - D 38 - D 37 - 2. Fairview Avenue N/Denny Way Signalized D 51 - D 52 - D 52 - 3. Fairview Avenue N/Boren Avenue Signalized D 40 - D 40 - D 40 - (Virginia Street)4 4. Minor Avenue/Denny Way Unsignalized F >180 NB F >180 NB F >180 SB 5. Boren Avenue/Stewart Street Signalized D 40 - D 41 - D 41 - 6. Minor Avenue/Stewart Street4 Signalized D 36 - D 43 - D 42 - 7. Yale Avenue/Stewart Street4 Signalized D 54 - D 49 - D 49 - 8. Stewart Street/Denny Way4 Signalized E 63 - F 86 - F 87 - 9. Eastlake Avenue E/John Street4 Signalized B 15 - B 16 - B 15 - 10. Boren Avenue/Howell Street Signalized C 31 - C 32 - C 32 - 11. Minor Avenue/Howell Street Signalized C 21 - C 27 - C 26 - 12. Yale Avenue/Howell Street Signalized F >180 - F >180 - F >180 - 13. Bellevue Avenue/Denny Way Signalized C 30 - D 37 - D 36 - A. Minor Avenue/Site Access Unsignalized - - - B 14 - B 14 WB 1. Level of Service (A – F) as defined by the 2010 Highway Capacity Manual (HCM), Transportation Research Board. 2. Average delay per vehicle in seconds. 3. Worst movement reported for unsignalized intersections. 4. Methodology from the 2000 HCM methodology was used at intersections not compatible with HCM 2010 methodology. 5. Operations analysis include 1200 Stewart as previously proposed and approved under the with hotel alternative. 6. Reflects traffic associated with a proposal with a 440’ height limitation.

Typically, the City does not consider an impact at intersections operating at LOS E or F, or if an intersection degrades beyond LOS D, significant if it is a less than 5 second increase in delay. Overall, most intersections would continue to operate at the same LOS as under future (2021) without-project conditions with minimal increases and in some cases decreases in delay. As indicated in Table 7, overall impacts to the study intersections would generally be minimal with little to no change in calculated delays or LOS, with the exception of the Stewart Street/Denny Way intersection under future (2021) without-project conditions. The Stewart Street/Denny Way intersection is anticipated to operate at the same LOS under future (2021) with previously approved project as the currently proposed project.

The Stewart Street/Denny Way intersection is anticipated to operate at LOS F with more than a 5 second increase in delay as compared to future (2021) without-project conditions, and no increase in delay as compared to the previously approved project with the updated trip distribution and assignment. The Stewart Street/Denny Way intersection was identified as an impact in the 1200 Stewart Mixed-Use Development.4 The project would be required to contribute to the SDOT Active Traffic Control program for the Denny Way corridor which would include the Stewart Street/Denny Way intersection. At the Minor Avenue/Denny Way

4 1200 Stewart Mixed-Use Development, February 2010, Transportation Engineering NorthWest, LLC.

21 Transportation Impact Analysis 1200 Stewart Street March 2017 intersection it is likely that certain turning movements would be restricted or drivers would take alternate routes through signalized intersections if they experience excessive delay.

Cumulative Impacts Analysis With the pending application of the Washington State Convention Center (WSCC) Addition located at Boren Avenue/Olive Way, cumulative impacts of the proposed project were evaluated. Future without-project horizon year traffic volumes were developed using the same methodology as previously described with the addition of project trips from the WSCC Addition and its associated planned co-development. Project trips from this proposal were then added to the new future without-project traffic volumes as described in the Traffic Volume Impact section.

The LOS at the study intersections was then evaluated for future without-project conditions and with-project conditions to determine the relative impact of this development proposal using the same methodologies as previously described. A summary of the LOS is included in Table 8. Detailed LOS worksheets are provided in Appendix C.

Table 8. Future Weekday PM Peak Hour Intersection LOS Summary – WSCC Addition 2021 Without- 2021 With Previously 5 6 Traffic Project Approved Project 2021 With-Project Intersection Control LOS1 Delay2 WM3 LOS Delay WM LOS Delay WM 1. Westlake Avenue N/Denny Way Signalized D 36 - D 40 - D 39 - 2. Fairview Avenue N/Denny Way Signalized D 54 - D 55 - E 55 - 3. Fairview Avenue N/Boren Avenue Signalized D 41 - D 41 - D 40 - (Virginia Street)4 4. Minor Avenue/Denny Way Unsignalized F >180 NB F >180 NB F >180 SB 5. Boren Avenue/Stewart Street Signalized D 41 - D 41 - D 41 - 6. Minor Avenue/Stewart Street Signalized D 36 - D 46 - D 44 - 7. Yale Avenue/Stewart Street4 Signalized D 53 - D 48 - D 48 - 8. Stewart Street/Denny Way4 Signalized E 64 - F 87 - F 89 - 9. Eastlake Avenue E/John Street4 Signalized B 15 - B 16 - B 16 - 10. Boren Avenue/Howell Street Signalized C 34 - C 36 - D 35 - 11. Minor Avenue/Howell Street Signalized C 22 - C 31 - C 28 - 12. Yale Avenue/Howell Street Signalized F >180 - F >180 - F >180 - 13. Bellevue Avenue/Denny Way Signalized C 30 - D 37 - D 36 - A. Minor Avenue/Site Access Unsignalized - - - B 14 WB B 14 WB 1. Level of Service (A – F) as defined by the 2010 Highway Capacity Manual (HCM), Transportation Research Board. 2. Average delay per vehicle in seconds. 3. Worst movement reported for unsignalized intersections. 4. Methodology from the 2000 HCM methodology was used at intersections not compatible with HCM 2010 methodology. 5. Operations analysis include 1200 Stewart as previously proposed and approved under the with hotel alternative. 6. Reflects traffic associated with a proposal with a 440’ height limitation.

As indicated in Table 8, overall impacts to the study intersections would generally be minimal with no changes in LOS from without-project to with-project conditions at intersections operating at LOS D or worse. As previously described Stewart Street/Denny Way intersection would experience vehicle delay increases greater than 5 seconds under future (2021) without-project but has less than a 5 second increase when compared to future (2021) with previously approved project conditions. As is the case of other development projects in SLU, the developer of this project would be required to contribute a pro-rata contribution to the SDOT Active Traffic Control program for the Denny Way corridor in order to mitigate for project related impacts.

22 Transportation Impact Analysis 1200 Stewart Street March 2017

Site Access Evaluation Parking for the proposed project would be provided via a below grade garage. Access to the garage would be provided via a driveway along Minor Avenue. Minor Avenue operates with two-way traffic. The site access is anticipated to operate at LOS B following completion of the proposed project, both with or without the cumulative addition of traffic from the WSCC Addition.

Transportation Concurrency The City of Seattle has implemented a Transportation Concurrency system to comply with one of the requirements of the Washington State Growth Management Act (GMA). The system, described in the DPD Director’s Rule 5-2009 and the City’s Land Use and Zoning Code, is designed to provide a mechanism that determines whether adequate transportation facilities would be available “concurrent” with proposed development projects.

Screenlines are imaginary lines drawn across primary roadways to monitor traffic going from one side to the other. The screenlines closest to the project site were chosen for review. The screenlines that were analyzed for concurrency review include South of Lake Union (Screenline 8) and South of S Jackson Street (Screenline 10.11), as shown in Table 9. As a conservative estimate, it was assumed that all project-generated traffic traveling in the direction of the screenlines would extend across the screenlines included in this analysis.

Table 9. Transportation Concurrency Analysis

2008 Project V/C Ratio LOS SL#1 Location Dir2 Capacity Volume Traffic3 w/ Project Standard EB 6,000 4,509 50 0.76 1.20 8 South of Lake Union WB 3,600 3,020 77 0.86 1.20 South of S Jackson Street NB 12,900 7,586 100 0.60 1.00 10.11 Alaskan Way S to 4th Ave SB 12,980 8,671 64 0.67 1.00 1. SL# = Screenline Number 2. Direction: NB = Northbound, SB = Southbound, EB = Eastbound, WB = Westbound 3. Reflects traffic associated with a proposal with a 440’ height limitation.

The transportation concurrency analysis indicates that with traffic generated by the proposed project the screenlines would have v/c ratios that are less than the City v/c threshold; thus, the project would meet the City’s concurrency requirements.

Parking Analysis The following sections describe the proposed parking supply, estimated peak parking demand of the project, and parking code requirements. Supply Parking for the proposed project would be provided in an underground parking garage with a total of 735 stalls. Of the 735 parking stalls, 128 stalls would be available for non-residential uses (retail and health and fitness club) and the remaining 607 stalls would be reserved for the residential use. Access to the parking garage would be provided via a vehicle access on Minor Avenue between Stewart Street and Denny Way. Demand The peak parking demand is expected to be below national averages due the project’s proximity to transit service and its location in the Denny Triangle. South Lake Union and the

23 Transportation Impact Analysis 1200 Stewart Street March 2017

CBD would be easily accessible by transit and walking and provide a strong mix of office, residential, and commercial spaces.

The peak parking demand for the proposed project was estimated based on data provided in ITE Parking Generation (4th Edition), local mode of travel data consistent with the trip generation analysis, and local vehicle ownership data.5 This approach is consistent with approved traffic studies conducted in the vicinity of the site. Detailed calculations are provided in Appendix F.

The site is located in census tract 73; the majority of this area is located west of I-5, north of Denny Way predominately in the South Lake Union neighborhood. The parking demand rate based on the US Census Bureau vehicle ownership information from 2010 to 2014 is higher than anticipated parking demand rates in the area due to the rapid development of high- density office and residential projects. It is anticipated that vehicle ownership in the area would decrease with recent or planned improvements in transit, car share opportunities, and multimodal infrastructure as well as do the increase in complementing mixed-uses including grocery stores, restaurants, office buildings and residential buildings.

It is anticipated that vehicle ownership for the proposed development would be similar to the existing US Census Bureau vehicle ownership rates found in Census Tract 82. This Census Tract is located is south of Olive Way and west of I-5 which provides similar land uses to those anticipated to develop in the Denny Triangle area where the project is located. An analysis was completed to estimate the approximate on-site parking demand of the proposed development using the vehicle ownership rates from this Census Tract.

Residential Parking Demand. The parking rate used to estimate the peak parking demand for the apartments (0.42 vehicles per unit) is based on average vehicle ownership6 from US Census data and the proposed mix of apartment units.7

Table 10. Estimated Peak Parking Demand – US Census Data: Census Tract 82 Localized Peak Parking Land Use Size1 Rate Demand

Residential Tenants 1,050 du 0.42 441 Note: du = dwelling units Reflects traffic associated with a proposal with a 440’ height limitation

As shown in Table 10, the peak parking demand associated with the residential tenants is anticipated to be approximately 441 vehicles and would occur overnight. The proposed residential supply of 607 spaces would accommodate the anticipated demand and could result in a surplus of approximately 166 stalls. In addition to the on-site parking demand, it is recognized that some visitors to the residential tenants would likely generate parking demand. It is anticipated that residential guests would utilize street parking in the area. It should be noted however, that the anticipated surplus in the parking garage could accommodate residential guests as well depending on the location of the residential access control.

Non-Residential Parking Demand. The parking rates used to estimate the peak parking demand for the non-residential components are based on the ITE Parking Generation suburban rates for a shopping center (#820), high-turnover (sit-down) restaurant (#932), and

5 American FactFinder (US Census Bureau), American Community Survey 5-Year Estimates 2010-2014, Tenure by Vehicles Available (Report B25044), Census Tract 82. 6 Estimated 0.37 autos owned per studio and open one-bedroom unit and 0.50 autos owned per one bedroom and two-bedroom (American Community Survey). 7 The proposed apartment unit mix includes 63 studio or open one bedroom, 449 one bedroom, and 364 two- bedroom bedroom units.

24 Transportation Impact Analysis 1200 Stewart Street March 2017 health and fitness club (#492). The vehicle mode split was assumed to be the same as used to estimate weekday PM peak hour trip generation (50 percent by vehicle for shopping center and restaurant, and 35 percent by vehicle for health and fitness club).

Based on the proposed land uses and mode split, a parking rate of 1.28 vehicles per 1,000 square-feet was used for the shopping center land use, a rate of 2.78 vehicles per 1,000 square-feet of restaurant, and a parking rate of 1.84 vehicles per 1,000 square-feet was used for the health and fitness club. This results in a peak parking demand of approximately 108 associated with the retail use, 13 associated with the restaurant use, and 50 vehicles associated with the health and fitness club, totaling 171 vehicles. The retail, restaurant, and health club uses are not anticipated to peak at the same time. Figure 8 shows the anticipated parking demand by time of day based on the proposed land uses.

Hourly Shared Parking Demand

160 Proposed Supply: 128 140

120

100

Vehicles 60

Health and Fitness Club Shopping Center Restaurant

Figure 8. Hourly Shared Parking

As shown in Figure 8 the peak shared parking demand is anticipated to be 142 vehicles and would not be accommodated in the total proposed supply of 128 stalls. The commercial portion of the project could result in a spillover of approximately 14 vehicles but could be accommodated in the residential supply depending on the location of the security gate.

Displaced Parking The project would displace 91 public parking spaces on the proposed project site. The anticipated cumulative parking effects with-project development and displacement of parking are summarized in Table 11.

25 Transportation Impact Analysis 1200 Stewart Street March 2017

Table 11. Future (2021) With-Project Peak Period Parking Demand Analysis Parking Characteristics by Time of Day Midday Overnight Study Radius1 800 feet 800 feet Displaced Parking Demand (Paid Parking Lot) 19 12 Proposed Project Potential Spillover 0 0 Available On-Street Parking2 50 25 New Displaced On-Street Demand 19 12 Total Available Parking Supply 50 25 Can parking be accommodated on-street? Yes Yes 1. Study radius based on the nature of daily retail parking and overnight residential parking. 2. Available parking for midday based on SDOT 2014 Annual Paid Parking Study.

As shown in Table 11, both the anticipated midday and overnight displaced vehicles could be accommodated on-street. The cumulative increase in parking demand relative to neighborhood supply would continue to add pressure to mode split choices for all transportation coming to the South Lake Union area. This is consistent with the City of Seattle overall goals associated with commute-related travel to the City and the increasing focus on alternative travel modes.

Parking Code Analysis This section outlines the parking code requirements for vehicular and bicycle parking.

Off-Street Vehicle Parking Per Seattle Municipal Code (SMC) 23.54.015, there is no minimum parking requirement the development as the project is located within the Denny Triangle urban center. However, the proposed project would be provided in an underground parking garage with a total of 735 stalls.

Bicycle Parking Secure, visible and easy to use bicycle parking promotes the use of bicycle travel to and from a site. Beyond the environmental and health benefits of bicycle travel, provisions for cyclists reduce the automobile traffic and parking impacts of a development and support many City and neighborhood comprehensive plan goals. Adequate and well-designed bicycle parking is also important to keep sidewalks fully ADA compliant and passible, and reduces the chances of bicycles obstructing emergency escape routes.

SMC Section 23.49.019, Table A outlines the bicycle parking siting and quantity requirements. The code requires a minimum number of bicycle parking spaces for residential, retail, and office uses. For the purpose bicycle parking, shopping center (#820), restaurant (#932), and health and fitness club (#492) are considered retail uses. Required bicycle parking rate is reduced in half after the first 50 parking spaces provided per land use. The bicycle parking requirements are shown in Table 12.

26 Transportation Impact Analysis 1200 Stewart Street March 2017

Table 12. Bicycle Parking Code Requirements Land Use Size1 Parking Rate2 Required Parking Residential (First 50 spaces) 100 DU 1 per 2 DUs3 50 Residential (Remaining spaces) 950 DU 1 per 4 DUs 238 Total Residential 1,050 DU5 - 288 Retail4 115,715 SF 1 per 5,000 SF 23 Total Bicycle Parking Supply 311 1. DU = Dwelling Unit, SF = Square Feet 2. From Seattle Municipal Code 23.49.019, Table A. 3. For the first 50 spaces, then 1 per 4 DUs. 4. The areas noted for commercial use excludes the common space associated with the galleria as well as residential support areas. 5. Reflects traffic associated with a proposal with a 440’ height limitation.

As shown in Table 12, the project would be required to provide 311 bicycle spaces. The project is proposing to supply 247 residential bicycle parking spaces and 31 retail bicycle parking spaces, which would not meet the required bicycle parking supply or meet code requirements.

27 Transportation Impact Analysis 1200 Stewart Street March 2017

Mitigation and Recommendations

The proposed project would construct frontage improvements along Minor Avenue, Yale Avenue, and Stewart Street. These frontage improvements would fully integrate with the non- motorized facilities along the corridor. In addition, the project impacts to the surrounding transportation system would be mitigated through the project’s pro-rata contribution to the Seattle Department of Transportation’s (SDOT) Active Traffic Control program for the Denny Way corridor. Additional detail on mitigation measures is provided below.

Denny Triangle Transportation Mitigation Payment Table 13 below summarizes project’s pro-rata share for the three study intersections along Denny Way. This approach and calculations are consistent with those presented in the 1007 Stewart Street Project Transportation Technical Report, Heffron Transportation, Inc., January 2014.

Table 13. Summary of Intersection Proportional Share Calculations Baseline Future (2021) Percent Preliminary Project (2021) Project With-Project Pro-Rata SDOT Cost Contribution Intersection Volumes Volumes Volumes1 Share Estimate Estimate

Westlake Avenue N/Denny Way 3,530 72 3,602 2.00% $307,500 $6,150 Fairview Ave N/Denny Way 3,685 72 3,757 1.92% $307,500 $5,904

Stewart Street/Denny Way 3,230 169 3,399 4.97% $307,500 $15,283 Total $27,337 Source: SDOT, July 9, 2014 1. Reflects traffic associated with a proposal with a 440’ height limitation

As shown in Table 13, based on the pro-rata share the project would be required to contribute approximately $27,337 to SDOT’s proposed Active Traffic Control project for the Denny Way corridor. This contribution is based on preliminary cost estimates from SDOT.

South Lake Union Transportation Mitigation Payment Additionally, to mitigate impacts of the proposal on the surrounding transportation system, the developer would be required to pay the South Lake Union transportation mitigation payment. The City has implemented a program in and around the South Lake Union neighborhood that requires new developments to contribute towards planned improvements identified in the South Lake Union Transportation Plan. Improvements in this transportation plan include a combination of vehicle, bicycle, pedestrian, and transit projects located in the neighborhood which would benefit all users.

The development mitigation payment schedule is set forth by DPD’s Client Assistance Memo 243 – Transportation Mitigation Payments. The developer is opting to pay based on a pro- rata share calculation, which is based on the number of weekday PM peak hour trips using the South Lake Union infrastructure. This mitigation fee is estimated to be $14,789, as shown in Appendix G. This fee is a preliminary calculation and would be finalized by the City upon issuance of the decision on the proposed project.

These fees are reflect the contributions assuming a 440’ tower project. If the project were reduced in height to 400’ the fees would decrease accordingly.

28 Transportation Impact Analysis 1200 Stewart Street March 2017

Findings and Conclusions

This TIA summarizes the transportation impacts associated with of the mixed-use development located at 1200 Stewart Street in the Denny Triangle neighborhood of Seattle. General findings and recommendations include:

 The proposed project would construct 1,050 residential apartment units, 84,215 square feet of retail, 4,500 square feet of restaurant, and 27,000 square feet of health and fitness club.  After accounting for the existing uses on the project site, the development is anticipated to generate 4,135 net new vehicular weekday daily trips with 240 net new trips occurring during the weekday AM peak hour and 363 net new trips during the PM peak hour.  Relative to the current approval for this site, the current plan represents a 49 trip decrease in AM trip generation and a 54 trip reduction in PM trip generation.  The off-site study intersections are anticipated to operate at similar LOS during the 2021 horizon year with or without the addition of project related trips with the exception of one intersection. The Stewart Street/Denny Way intersection is anticipated to operate at LOS F with an increase in delay greater than 5 seconds when compared to future (2021) conditions and less than 5 seconds when compared to future (2021) with previously approved project conditions. Due to the grid network in the study area, it is likely that drivers would find alternative routes or alter their time of travel if they experience long delays at this location.  Access to the proposed parking garage would be provided via a driveway along Minor Avenue. The site access on Minor Avenue is anticipated to operate at LOS B during the PM peak hour.  The project would meet City’s transportation concurrency requirements.  The parking supply for the proposed project is 735 vehicle parking stalls. Given the availability of alternative modes of travel within the site vicinity including transit and bicycle facilities as well as the large amount of employment opportunities, it is likely that the site would tend towards lower auto ownership characteristic of higher density residential as seen in areas near the project. Based on anticipated future parking demand rates, the peak parking demand associated with the residential component of the project could be accommodate the on-site and the commercial component could result in an overspill of approximately 10 vehicles.  Displaced parking associated with development of the proposed project could be accommodated on-street.  The developer would be required to pay a transportation mitigation fee. The mitigation fee is estimated to be $27,337 based on the project’s calculated pro-rata share, as well as $14,789 to the South Lake Union transportation mitigation program.

29 Appendix A:Traffic Counts

www.idaxdata.com 617 120 0 N HV %: PHF EB 1.5% 0.74 Date: Tue, Apr 07, 2015 43 568 6 0 WB 11.1% 0.94 Count Period: 4:15 PM to 5:15 PM NB 26.7% 0.83 Peak Hour: 4:15 PM to 5:15 PM

SB 17.5% 0.92 EASTLAKE AVE E NEB - - TOTAL 15.6% 0.95 0

I-5 RAMPS 0 0 JOHN ST 82 0 0 EASTLAKE AVE E 334 39 0 69 45 Peak Hour 295 68 68 TEV: 1,139 0 0 4 PHF: 0.95 JOHN ST 0 0

0 0 0 0 0 0 0 120

1 EASTLAKE AVE E 93193 0 26 STEWART ST

0 6 120

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

Six-Hour Count Summaries JOHN ST I-5 RAMPS EASTLAKE AVE E EASTLAKE AVE E STEWART ST Rolling 15-min Interval Start Eastbound Westbound Northbound Southbound Northeastbound One Total LT TH RT HR LT BL TH RT HL LT TH RT LT TH BR RT HL BL BR HR Hour 4:15 PM 0 0 0 14 0 72 10 0 0 0 36 0 0 4 131 11 0 0 0 0 278 4:30 PM 0 0 0 23 0 78 7 0 0 0 33 0 0 0 135 11 0 0 0 0 287 4:45 PM 0 0 0 17 0 66 12 0 0 0 21 0 0 1 142 15 0 0 0 0 274 5:00 PM 0 0 0 14 0 79 10 0 0 0 30 0 0 1 160 6 0 0 0 0 300 1,139 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 861 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 574 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 300 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 68 0 295 39 0 0 0 120 0 0 6 568 43 0 0 0 0 1,139 Peak Hr 0 0 0 68 0 295 39 0 0 0 120 0 0 6 568 43 0 0 0 0 1,139 Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB NEB Total EB WB NB SB NEB Total East West North South SW Total 4:15 PM 1 10 6 24 0 41 3 0 6 0 0 9 7 16 0 0 0 23 4:30 PM 0 14 11 32 0 57 0 0 8 0 0 8 13 22 0 0 0 35 4:45 PM 0 13 6 28 0 47 1 0 4 0 0 5 13 12 0 0 0 25 5:00 PM 0 0 9 24 0 33 0 0 8 0 0 8 12 19 0 0 0 31 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 1 37 32 108 0 178 4 0 26 0 0 30 45 69 0 0 0 114 Peak Hr 1 37 32 108 0 178 4 0 26 0 0 30 45 69 0 0 0 114

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

WESTLAKE AVE N DENNY WAY

Date: Tue, Apr 21, 2015 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:45 PM to 5:45 PM 413 506 16 43 220 150 WESTLAKE AVE N WESTLAKE DENNY WAY 424

874 90 874 4 16 TEV: 2,607 784 334

775 PHF: 0.96 0 2,202 807 16 991 4

DENNY WAY 522

47 66 HV %: PHF 400

EB 0.9% 0.85 10 WB 0.6% 0.94 NB 5.5% 0.92

236 513 SB 2.7% 0.81

WESTLAKE AVE N WESTLAKE TOTAL 2.0% 0.96 Two-Hour Count Summaries DENNY WAY DENNY WAY WESTLAKE AVE N WESTLAKE AVE N Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 1 251 8 0 184 25 8 67 21 29 36 6 636 4:15 PM 0 262 3 0 172 22 13 74 16 24 35 9 630 4:30 PM 0 245 5 0 158 19 9 77 19 27 54 8 621 4:45 PM 0 237 1 0 192 24 11 100 18 23 41 8 655 2,542 5:00 PM 5 198 2 0 180 24 7 96 15 28 53 11 619 2,525 5:15 PM 2 167 9 0 209 24 13 107 20 53 63 12 679 2,574 5:30 PM 9 173 4 0 203 18 16 97 13 46 63 12 654 2,607 5:45 PM 4 190 8 0 205 28 9 92 16 33 46 18 649 2,601 Count Total 21 1,723 40 0 1,503 184 86 710 138 263 391 84 5,143 Peak Hr 16 775 16 0 784 90 47 400 66 150 220 43 2,607 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 7 7 10 2 26 0 0 3 2 5 379 79 43 99 600 4:15 PM 2 4 7 3 16 0 1 1 0 2 450 77 63 126 716 4:30 PM 4 3 7 2 16 0 1 0 2 3 452 60 64 110 686 4:45 PM 1 0 8 2 11 1 0 3 2 6 738 70 90 107 1,005 5:00 PM 2 3 7 5 17 3 1 3 7 14 505 73 98 104 780 5:15 PM 1 1 7 1 10 0 2 2 4 8 487 106 131 131 855 5:30 PM 3 1 6 3 13 0 1 2 3 6 472 85 105 180 842 5:45 PM 1 5 7 3 16 0 1 3 10 14 396 58 84 94 632 Count Total 21 24 59 21 125 4 7 17 30 58 3,879 608 678 951 6,116 Peak Hr 7 5 28 11 51 4 4 10 16 34 2,202 334 424 522 3,482

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com MIN_01 66 HV %: PHF 59 EB 1.9% 0.96 N WB 1.1% 0.88 NB 8.6% 0.88 1 Date: Tue, Sep 29, 2015 SB 3.0% 0.75 0 1 14 3 48 Count Period: 4:00 PM to 6:00 PM NWB 0.0% 0.94 Peak Hour: 5:00 PM to 6:00 PM TOTAL 1.7% 0.93 AVE MINOR

119

DENNY WAY 6 0 MINOR AVE 40 15 635 633 DENNY WAY 579 844 4 0 5 38 Peak Hour 898 875 TEV: 1,679 11 1 PHF: 0.93 0 1 DENNY WAY

53 0 1 2 11 21 0 VIRGINIA ST VIRGINIA 37 35

Mark Skaggs: (425) 250-0777 [email protected] www.idaxdata.com MIN_01

Two-Hour Count Summaries DENNY WAY DENNY WAY VIRGINIA ST MINOR AVE MINOR AVE Rolling 15-min Interval Start Eastbound Westbound Northbound Southbound Northwestbound One Total UT LT TH BR RT UT HL LT TH RT UT LT TH RT HR UT LT BL TH RT UT HL BL BR HR Hour 4:00 PM 0 3 184 9 0 0 4 0 135 6 0 0 2 6 15 0 3 1 0 9 0 4 0 0 7 388 0 4:15 PM 0 4 184 6 1 0 1 2 124 1 0 0 0 3 13 0 3 0 1 12 0 4 0 0 5 364 0 4:30 PM 0 2 177 12 0 0 4 0 128 9 0 0 0 2 12 0 4 1 1 6 0 7 0 0 3 368 0 4:45 PM 0 0 212 5 0 0 4 1 150 6 0 0 0 2 11 0 4 0 0 10 0 2 1 0 2 410 1,530 5:00 PM 0 3 206 4 0 0 2 2 133 11 0 0 1 4 4 0 2 0 1 8 0 7 1 1 1 391 1,533 5:15 PM 0 4 220 10 0 0 8 1 160 12 0 0 0 2 5 0 4 3 0 9 1 7 2 1 1 450 1,619 5:30 PM 0 5 206 13 1 0 1 0 147 8 0 0 0 3 6 0 6 0 0 16 1 9 1 0 0 423 1,674 5:45 PM 0 3 212 11 0 0 0 2 139 9 0 1 1 2 6 0 2 0 0 15 0 7 1 0 4 415 1,679 Count Total 0 24 1,601 70 2 0 24 8 1,116 62 0 1 4 24 72 0 28 5 3 85 2 47 6 2 23 3,209 0 Peak Hour 0 15 844 38 1 0 11 5 579 40 0 1 2 11 21 0 14 3 1 48 2 30 5 2 6 1,679 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB NWB Total EB WB NB SB NWB Total East West North South Southeast Total 4:00 PM 8 4 4 0 0 16 0 1 0 0 0 1 0 0 20 15 7 42 4:15 PM 8 3 3 1 0 15 0 2 0 0 0 2 3 0 12 14 7 36 4:30 PM 7 7 4 1 0 19 0 1 0 0 2 3 2 1 14 10 10 37 4:45 PM 4 6 4 1 0 15 0 0 0 0 0 0 2 0 18 17 9 46 5:00 PM 7 3 0 2 0 12 0 1 0 0 0 1 0 0 21 20 14 55 5:15 PM 2 0 1 0 0 3 0 0 0 0 1 1 0 0 30 15 7 52 5:30 PM 6 3 1 0 0 10 1 1 0 1 0 3 1 0 33 4 7 45 5:45 PM 2 1 1 0 0 4 0 4 0 0 0 4 3 0 35 14 13 65 Count Total 44 27 18 5 0 94 1 10 0 1 3 15 11 1 183 109 74 378 Peak Hr 17 7 3 2 0 29 1 6 0 1 1 9 4 0 119 53 41 217

Mark Skaggs: (425) 250-0777 [email protected] www.idaxdata.com MIN_02

BELLEVUE AVE DENNY WAY

Date: Tue, Sep 29, 2015 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 237 223 0 129 101 7 0 BELLEVUE BELLEVUE AVE DENNY WAY

10 0 91 732 539 2 47 TEV: 1,637 527 127 PHF: 0.95 2 151 579 489 507 0 43 0 246

DENNY WAY 1 11 AVE 15 104 166 HV %: PHF EB 2.2% 0.94 BELLEVUE BELLEVUE WB 1.7% 0.90 175 282 NB 0.0% 0.90 SB 3.4% 0.88 TOTAL 1.8% 0.95

Two-Hour Count Summaries DENNY WAY DENNY WAY BELLEVUE AVE BELLEVUE AVE Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 11 113 7 0 0 136 3 0 21 30 6 0 3 19 16 365 0 4:15 PM 0 9 85 10 0 0 111 1 0 13 33 1 0 1 14 15 293 0 4:30 PM 0 6 92 6 0 0 139 1 0 19 44 3 0 0 18 25 353 0 4:45 PM 0 12 88 4 0 0 143 2 0 16 34 3 0 4 17 23 346 1,357 5:00 PM 0 10 119 13 0 1 145 4 1 23 31 4 0 2 24 16 393 1,385 5:15 PM 0 8 130 13 0 0 138 3 0 22 51 5 0 1 34 27 432 1,524 5:30 PM 0 12 116 4 0 1 126 2 0 29 46 2 0 2 33 32 405 1,576 5:45 PM 0 17 124 13 0 0 118 1 0 30 38 0 0 2 38 26 407 1,637 Count Total 0 85 867 70 0 2 1,056 17 1 173 307 24 0 15 197 180 2,994 0 Peak Hour 0 47 489 43 0 2 527 10 1 104 166 11 0 7 129 101 1,637 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 5 6 0 3 14 0 1 1 1 3 22 11 11 37 81 4:15 PM 5 1 0 2 8 0 0 3 0 3 17 25 16 26 84 4:30 PM 3 4 2 6 15 0 2 1 1 4 13 14 17 26 70 4:45 PM 1 5 0 2 8 0 2 4 2 8 25 33 10 34 102 5:00 PM 4 5 0 3 12 0 0 1 0 1 25 27 24 35 111 5:15 PM 2 0 0 1 3 0 0 3 0 3 32 44 29 69 174 5:30 PM 3 4 0 1 8 0 0 5 0 5 24 45 14 61 144 5:45 PM 4 0 0 3 7 0 2 6 0 8 46 35 24 81 186 Count Total 27 25 2 21 75 0 7 24 4 35 204 234 145 369 952 Peak Hour 13 9 0 8 30 0 2 15 0 17 127 151 91 246 615

Mark Skaggs: (425) 250-0777 [email protected] www.idaxdata.com MIN_03

VIRGINIA ST ALLEY ACCESS

Date: Tue, Sep 29, 2015 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:00 PM to 5:00 PM 23 71 3 19 1 0 VIRGINIA ST VIRGINIA ALLEY ACCESS

20 2 20 3 TEV: 93 0 0 PHF: 0.93 0 16 3 0 2 0 48

HV %: PHF 12 EB - - WB 15.0% 0.45 VIRGINIA ST VIRGINIA NB 24.0% 0.89 19 50 SB 0.0% 0.64 TOTAL 16.1% 0.93

Two-Hour Count Summaries 0 ALLEY ACCESS VIRGINIA ST VIRGINIA ST Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 11 0 0 12 0 0 0 2 0 25 0 4:15 PM 0 0 0 0 0 0 0 5 0 0 11 0 2 0 7 0 25 0 4:30 PM 0 0 0 0 0 0 0 2 0 0 12 1 0 0 8 0 23 0 4:45 PM 0 0 0 0 0 0 0 2 0 0 13 1 1 1 2 0 20 93 5:00 PM 0 0 0 0 0 0 0 3 0 0 8 0 0 1 10 0 22 90 5:15 PM 0 0 0 0 0 0 0 2 0 0 6 0 0 0 8 0 16 81 5:30 PM 0 0 0 0 0 1 0 1 0 0 7 0 0 0 8 0 17 75 5:45 PM 0 0 0 0 0 0 0 3 0 0 7 0 1 1 7 0 19 74 Count Total 0 0 0 0 0 1 0 29 0 0 76 2 4 3 52 0 167 0 Peak Hour 0 0 0 0 0 0 0 20 0 0 48 2 3 1 19 0 93 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 2 2 0 4 0 0 0 0 0 1 0 0 0 1 4:15 PM 0 1 2 0 3 0 0 1 0 1 5 0 0 0 5 4:30 PM 0 0 4 0 4 0 0 0 0 0 7 0 2 0 9 4:45 PM 0 0 4 0 4 0 0 1 0 1 3 0 0 0 3 5:00 PM 0 0 0 1 1 0 0 0 0 0 5 0 1 0 6 5:15 PM 0 0 1 0 1 0 0 0 0 0 4 0 0 0 4 5:30 PM 0 0 1 0 1 0 0 1 1 2 2 0 1 1 4 5:45 PM 0 0 0 0 0 0 0 2 1 3 5 0 0 0 5 Count Total 0 3 14 1 18 0 0 5 2 7 32 0 4 1 37 Peak Hr 0 3 12 0 15 0 0 2 0 2 16 0 2 0 18

Mark Skaggs: (425) 250-0777 [email protected] www.idaxdata.com MIN_04

STEWART ST ALLEY ACCESS

Date: Tue, Sep 29, 2015 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:45 PM to 5:45 PM 0 572 0 572 0 0 34 STEWART ST ALLEY ACCESS

0 0 1 0 0 0 0 TEV: 574 0 4

PHF: 0.92 0 365 2 0 0 0 2 0 0

ALLEY ACCESS 0 0 0 0 0 HV %: PHF EB 0.0% 0.50

STEWART ST WB - - 574 0 NB - - SB 17.1% 0.92 TOTAL 17.1% 0.92

Two-Hour Count Summaries ALLEY ACCESS ALLEY ACCESS STEWART ST STEWART ST Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 124 2 126 0 4:15 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 139 0 140 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 136 2 138 0 4:45 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 145 0 146 550 5:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 146 0 147 571 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 125 0 125 556 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 156 0 156 574 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 138 1 139 567 Count Total 0 0 0 3 0 0 0 0 0 0 0 0 0 0 1,109 5 1,117 0 Peak Hour 0 0 0 2 0 0 0 0 0 0 0 0 0 0 572 0 574 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 0 0 27 27 0 0 0 6 6 2 70 0 0 72 4:15 PM 0 0 0 29 29 0 0 0 6 6 2 44 0 2 48 4:30 PM 0 0 0 29 29 0 0 0 6 6 0 66 0 0 66 4:45 PM 0 0 0 29 29 0 0 0 6 6 1 76 1 0 78 5:00 PM 0 0 0 31 31 0 0 0 11 11 0 81 0 0 81 5:15 PM 0 0 0 12 12 0 0 0 8 8 2 92 0 0 94 5:30 PM 0 0 0 26 26 0 0 0 9 9 1 116 0 0 117 5:45 PM 0 0 0 11 11 0 0 0 7 7 2 74 1 1 78 Count Total 0 0 0 194 194 0 0 0 59 59 10 619 2 3 634 Peak Hour 0 0 0 98 98 0 0 0 34 34 4 365 1 0 370

Mark Skaggs: (425) 250-0777 [email protected] www.idaxdata.com

FAIRVIEW AVE N DENNY WAY

Date: Thu, Mar 12, 2015 N Peak Hour Count Period: 3:00 PM to 6:00 PM Peak Hour: 4:45 PM to 5:45 PM 465 544 9 59 291 115 FAIRVIEW AVE N DENNY WAY 163

917 62 691 9 90 TEV: 2,562 566

504 PHF: 0.97 63 232 249 595 1 746 1

DENNY WAY 219 HV %: PHF 292 392 127

EB 0.8% 0.97 12 WB 1.3% 0.92 NB 1.5% 0.93

355 811 SB 2.4% 0.92 FAIRVIEW AVE N TOTAL 1.4% 0.97 Peak-Hour Count Summaries DENNY WAY DENNY WAY FAIRVIEW AVE N FAIRVIEW AVE N Interval 15-min Start Eastbound Westbound Northbound Southbound Total LT TH RT LT TH RT LT TH RT LT TH RT 4:45 PM 22 129 1 20 138 19 50 97 39 30 76 13 634 5:00 PM 17 137 0 12 129 13 80 97 25 32 83 12 637 5:15 PM 33 114 0 16 154 18 85 102 31 23 67 17 660 5:30 PM 18 124 0 15 145 12 77 96 32 30 65 17 631 Peak Hr 90 504 1 63 566 62 292 392 127 115 291 59 2,562 Note: For all three-hour count summary, see next page.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:45 PM 1 3 5 5 14 0 2 1 3 6 61 35 34 48 178 5:00 PM 2 2 2 1 7 0 2 5 2 9 72 58 41 46 217 5:15 PM 0 2 3 2 7 1 2 3 3 9 75 66 51 52 244 5:30 PM 2 2 2 3 9 0 3 3 1 7 41 73 37 73 224 Peak Hr 5 9 12 11 37 1 9 12 9 31 249 232 163 219 863

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

Three-Hour Count Summaries DENNY WAY DENNY WAY FAIRVIEW AVE N FAIRVIEW AVE N Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3:00 PM 41 153 3 12 106 9 82 96 36 18 49 13 618 3:15 PM 27 179 1 13 116 14 76 78 24 15 37 17 597 3:30 PM 31 147 0 22 121 14 71 87 26 17 62 9 607 3:45 PM 32 141 0 21 128 14 69 78 35 17 59 6 600 2,422 4:00 PM 29 139 0 12 104 34 83 98 27 25 71 16 638 2,442 4:15 PM 28 141 0 21 138 12 76 84 36 24 67 13 640 2,485 4:30 PM 31 145 1 13 128 8 63 83 29 20 60 17 598 2,476 4:45 PM 22 129 1 20 138 19 50 97 39 30 76 13 634 2,510 5:00 PM 17 137 0 12 129 13 80 97 25 32 83 12 637 2,509 5:15 PM 33 114 0 16 154 18 85 102 31 23 67 17 660 2,529 5:30 PM 18 124 0 15 145 12 77 96 32 30 65 17 631 2,562 5:45 PM 23 168 1 11 116 15 72 96 28 18 62 13 623 2,551 Count Total 332 1,717 7 188 1,523 182 884 1,092 368 269 758 163 7,483 Peak Hr 90 504 1 63 566 62 292 392 127 115 291 59 2,562 Note: Three-hour count summary volumes include heavy vehicles but excludes bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 3:00 PM 4 3 5 7 19 0 0 0 1 1 23 31 22 28 104 3:15 PM 2 4 6 4 16 0 1 1 2 4 37 14 32 27 110 3:30 PM 9 4 6 6 25 0 1 0 1 2 23 34 15 25 97 3:45 PM 6 5 6 7 24 0 1 2 1 4 47 43 24 45 159 4:00 PM 1 2 4 8 15 0 1 0 0 1 33 45 21 35 134 4:15 PM 5 3 4 6 18 0 0 0 0 0 34 31 29 46 140 4:30 PM 3 1 2 11 17 0 1 1 0 2 43 39 29 47 158 4:45 PM 1 3 5 5 14 0 2 1 3 6 61 35 34 48 178 5:00 PM 2 2 2 1 7 0 2 5 2 9 72 58 41 46 217 5:15 PM 0 2 3 2 7 1 2 3 3 9 75 66 51 52 244 5:30 PM 2 2 2 3 9 0 3 3 1 7 41 73 37 73 224 5:45 PM 1 1 4 4 10 0 3 1 0 4 30 57 32 62 181 Count Total 36 32 49 64 181 1 17 17 14 49 519 526 367 534 1,946 Peak Hr 5 9 12 11 37 1 9 12 9 31 249 232 163 219 863

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

FAIRVIEW AVE N BOREN AVE

Date: Thu, Mar 12, 2015 N Peak Hour Count Period: 3:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 344 832 6 1 69 274 FAIRVIEW AVE N BOREN AVE 4

3 403 405 1 13 TEV: 1,475 2 81 297 PHF: 0.97 0 227 310 0 571 1

BOREN AVE 119

0 0 HV %: PHF 416

EB 2.3% 0.75 10 WB 1.2% 0.90 NB 0.7% 0.91

69 416 SB 4.4% 0.89 FAIRVIEW AVE N TOTAL 2.0% 0.97 Peak-Hour Count Summaries BOREN AVE BOREN AVE FAIRVIEW AVE N FAIRVIEW AVE N Interval 15-min Start Eastbound Westbound Northbound Southbound Total LT TH RT LT TH RT LT TH RT LT TH RT 5:00 PM 6 76 0 0 1 96 0 104 0 71 26 0 380 5:15 PM 2 69 0 0 0 112 0 112 0 70 15 0 380 5:30 PM 3 51 0 0 0 84 0 114 0 68 15 0 335 5:45 PM 2 101 0 0 1 111 0 86 0 65 13 1 380 Peak Hr 13 297 0 0 2 403 0 416 0 274 69 1 1,475 Note: For all three-hour count summary, see next page.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 5:00 PM 0 1 1 4 6 0 1 3 2 6 31 70 2 36 139 5:15 PM 4 1 1 3 9 0 0 2 1 3 26 51 0 23 100 5:30 PM 2 1 0 4 7 1 0 4 2 7 15 58 0 33 106 5:45 PM 1 2 1 4 8 0 0 1 1 2 9 48 2 27 86 Peak Hr 7 5 3 15 30 1 1 10 6 18 81 227 4 119 431

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

Three-Hour Count Summaries BOREN AVE BOREN AVE FAIRVIEW AVE N FAIRVIEW AVE N Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3:00 PM 0 81 2 0 0 106 0 108 0 51 13 1 362 3:15 PM 0 75 1 0 0 104 0 81 0 37 12 1 311 3:30 PM 2 95 0 0 1 112 0 82 0 56 28 0 376 3:45 PM 4 67 3 0 0 107 0 77 0 57 24 0 339 1,388 4:00 PM 3 69 0 0 0 116 0 89 0 62 19 0 358 1,384 4:15 PM 6 53 0 0 0 103 0 80 0 65 22 0 329 1,402 4:30 PM 0 54 0 0 0 85 0 81 0 51 12 0 283 1,309 4:45 PM 4 77 2 0 0 78 0 101 0 67 30 0 359 1,329 5:00 PM 6 76 0 0 1 96 0 104 0 71 26 0 380 1,351 5:15 PM 2 69 0 0 0 112 0 112 0 70 15 0 380 1,402 5:30 PM 3 51 0 0 0 84 0 114 0 68 15 0 335 1,454 5:45 PM 2 101 0 0 1 111 0 86 0 65 13 1 380 1,475 Count Total 32 868 8 0 3 1,214 0 1,115 0 720 229 3 4,192 Peak Hr 13 297 0 0 2 403 0 416 0 274 69 1 1,475 Note: Three-hour count summary volumes include heavy vehicles but excludes bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 3:00 PM 2 3 3 5 13 0 0 0 0 0 15 37 2 7 61 3:15 PM 1 1 2 4 8 0 0 1 2 3 12 23 1 5 41 3:30 PM 2 2 2 3 9 0 0 0 2 2 6 30 0 9 45 3:45 PM 3 4 2 6 15 0 1 1 0 2 16 52 0 14 82 4:00 PM 2 1 1 6 10 0 1 0 0 1 10 39 2 15 66 4:15 PM 1 1 4 6 12 0 0 2 0 2 18 16 0 9 43 4:30 PM 2 2 2 11 17 0 0 1 1 2 8 38 1 10 57 4:45 PM 4 3 3 6 16 0 0 0 0 0 22 26 2 16 66 5:00 PM 0 1 1 4 6 0 1 3 2 6 31 70 2 36 139 5:15 PM 4 1 1 3 9 0 0 2 1 3 26 51 0 23 100 5:30 PM 2 1 0 4 7 1 0 4 2 7 15 58 0 33 106 5:45 PM 1 2 1 4 8 0 0 1 1 2 9 48 2 27 86 Count Total 24 22 22 62 130 1 3 15 11 30 188 488 12 204 892 Peak Hr 7 5 3 15 30 1 1 10 6 18 81 227 4 119 431

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

STEWART ST DENNY WAY

Date: Thu, May 28, 2015 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 0 891 23 54 763 74 STEWART ST STEWART DENNY WAY 150

605 0 789 11 0 TEV: 2,206 551

497 PHF: 0.96 238 478 153 526 29 571 2

DENNY WAY 267 HV %: PHF

EB 1.3% 0.87 1 WB 1.3% 0.93 NB - - STEWART ST STEWART

1,030 0 SB 10.2% 0.92 TOTAL 4.9% 0.96 Two-Hour Count Summaries DENNY WAY DENNY WAY STEWART ST STEWART ST Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 118 2 54 135 0 0 0 0 20 211 13 553 4:15 PM 0 89 6 70 123 0 0 0 0 20 204 4 516 4:30 PM 0 111 7 61 135 0 0 0 0 27 191 13 545 4:45 PM 0 96 13 62 121 0 0 0 0 20 186 13 511 2,125 5:00 PM 0 143 8 54 129 0 0 0 0 16 183 19 552 2,124 5:15 PM 0 122 8 57 155 0 0 0 0 18 181 8 549 2,157 5:30 PM 0 126 10 64 135 0 0 0 0 19 209 14 577 2,189 5:45 PM 0 106 3 63 132 0 0 0 0 21 190 13 528 2,206 Count Total 0 911 57 485 1,065 0 0 0 0 161 1,555 97 4,331 Peak Hr 0 497 29 238 551 0 0 0 0 74 763 54 2,206 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4 4 0 28 36 1 3 0 9 13 18 55 20 35 128 4:15 PM 3 4 0 31 38 1 1 0 19 21 19 60 23 36 138 4:30 PM 2 2 0 31 35 0 0 0 2 2 34 91 28 43 196 4:45 PM 2 5 0 32 39 0 3 0 4 7 27 81 29 44 181 5:00 PM 3 5 0 27 35 1 4 0 9 14 36 105 32 61 234 5:15 PM 1 1 0 22 24 0 2 1 3 6 41 131 38 78 288 5:30 PM 0 4 0 19 23 0 2 0 3 5 31 127 27 64 249 5:45 PM 3 0 0 23 26 1 3 0 8 12 45 115 53 64 277 Count Total 18 25 0 213 256 4 18 1 57 80 251 765 250 425 1,691 Peak Hr 7 10 0 91 108 2 11 1 23 37 153 478 150 267 1,048

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

BOREN AVE STEWART ST

Date: Thu, Mar 12, 2015 N Peak Hour Count Period: 3:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 844 405 4 46 798 0 BOREN AVE BOREN STEWART ST 282

513 38 626 22 TEV: 1,887 417 59 PHF: 0.93 171 131 0 0 0

STEWART ST 99 0

50 HV %: PHF 367 EB - - 2 WB 16.3% 0.93

BOREN AVE BOREN NB 1.9% 0.87

969 417 SB 2.5% 0.92 TOTAL 6.9% 0.93 Peak-Hour Count Summaries STEWART ST STEWART ST BOREN AVE BOREN AVE Interval 15-min Start Eastbound Westbound Northbound Southbound Total LT TH RT LT TH RT LT TH RT LT TH RT 5:00 PM 0 0 0 46 112 10 12 90 0 0 198 12 480 5:15 PM 0 0 0 32 97 12 7 100 0 0 195 10 453 5:30 PM 0 0 0 56 98 4 10 78 0 0 188 11 445 5:45 PM 0 0 0 37 110 12 21 99 0 0 217 13 509 Peak Hr 0 0 0 171 417 38 50 367 0 0 798 46 1,887 Note: For all three-hour count summary, see next page.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 5:00 PM 0 39 3 3 45 0 13 1 1 15 29 13 71 23 136 5:15 PM 0 17 2 6 25 0 1 1 1 3 32 16 74 21 143 5:30 PM 0 23 1 6 30 0 5 0 2 7 32 15 77 25 149 5:45 PM 0 23 2 6 31 0 3 0 0 3 38 15 60 30 143 Peak Hr 0 102 8 21 131 0 22 2 4 28 131 59 282 99 571

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

Three-Hour Count Summaries STEWART ST STEWART ST BOREN AVE BOREN AVE Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3:00 PM 0 0 0 44 92 4 15 94 0 0 191 18 458 3:15 PM 0 0 0 48 95 7 15 113 0 0 160 12 450 3:30 PM 0 0 0 28 90 9 7 99 0 0 172 23 428 3:45 PM 0 0 0 47 93 10 7 106 0 0 196 14 473 1,809 4:00 PM 0 0 0 40 83 8 12 107 0 0 184 12 446 1,797 4:15 PM 0 0 0 51 91 8 17 93 0 0 172 6 438 1,785 4:30 PM 0 0 0 28 102 11 4 73 0 0 105 19 342 1,699 4:45 PM 0 0 0 34 78 6 8 76 0 0 203 12 417 1,643 5:00 PM 0 0 0 46 112 10 12 90 0 0 198 12 480 1,677 5:15 PM 0 0 0 32 97 12 7 100 0 0 195 10 453 1,692 5:30 PM 0 0 0 56 98 4 10 78 0 0 188 11 445 1,795 5:45 PM 0 0 0 37 110 12 21 99 0 0 217 13 509 1,887 Count Total 0 0 0 491 1,141 101 135 1,128 0 0 2,181 162 5,339 Peak Hr 0 0 0 171 417 38 50 367 0 0 798 46 1,887 Note: Three-hour count summary volumes include heavy vehicles but excludes bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 3:00 PM 0 25 4 9 38 0 2 1 0 3 15 15 51 10 91 3:15 PM 0 18 5 5 28 0 1 0 0 1 8 8 39 14 69 3:30 PM 0 31 5 7 43 0 3 0 1 4 13 5 38 12 68 3:45 PM 0 25 4 10 39 0 2 1 0 3 13 8 44 13 78 4:00 PM 0 26 3 7 36 0 2 0 0 2 18 7 30 13 68 4:15 PM 0 28 2 9 39 0 3 0 0 3 9 8 43 17 77 4:30 PM 0 31 1 9 41 0 1 0 0 1 15 7 40 16 78 4:45 PM 0 32 3 11 46 0 7 0 1 8 24 9 48 18 99 5:00 PM 0 39 3 3 45 0 13 1 1 15 29 13 71 23 136 5:15 PM 0 17 2 6 25 0 1 1 1 3 32 16 74 21 143 5:30 PM 0 23 1 6 30 0 5 0 2 7 32 15 77 25 149 5:45 PM 0 23 2 6 31 0 3 0 0 3 38 15 60 30 143 Count Total 0 318 35 88 441 0 43 4 6 53 246 126 615 212 1,199 Peak Hr 0 102 8 21 131 0 22 2 4 28 131 59 282 99 571

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

YALE AVE STEWART ST

Date: Thu, May 28, 2015 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 12 266 0 10 256 0 YALE AVE YALE STEWART ST 501

598 0 1,023 24 TEV: 1,345 544

PHF: 0.94 479 262 212 0 0 1

STEWART ST 279 0

44 12 HV %: PHF

EB - - 0 WB 9.0% 0.92 YALE AVE YALE NB 0.0% 0.67

735 56 SB 2.3% 0.90 TOTAL 7.3% 0.94 Two-Hour Count Summaries STEWART ST STEWART ST YALE AVE YALE AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 129 128 0 7 1 0 0 45 1 311 4:15 PM 0 0 0 137 138 0 5 0 0 0 55 1 336 4:30 PM 0 0 0 138 122 0 5 2 0 0 53 3 323 4:45 PM 0 0 0 137 126 0 12 2 0 0 49 1 327 1,297 5:00 PM 0 0 0 114 127 0 7 3 0 0 68 0 319 1,305 5:15 PM 0 0 0 118 129 0 9 2 0 0 71 3 332 1,301 5:30 PM 0 0 0 137 141 0 17 4 0 0 54 5 358 1,336 5:45 PM 0 0 0 110 147 0 11 3 0 0 63 2 336 1,345 Count Total 0 0 0 1,020 1,058 0 73 17 0 0 458 16 2,642 Peak Hr 0 0 0 479 544 0 44 12 0 0 256 10 1,345 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 32 0 0 32 0 9 0 0 9 29 38 61 36 164 4:15 PM 0 32 1 3 36 0 17 0 0 17 31 28 78 29 166 4:30 PM 0 32 0 1 33 0 2 0 0 2 48 56 92 43 239 4:45 PM 0 32 0 1 33 0 3 0 0 3 40 46 95 53 234 5:00 PM 0 30 0 3 33 0 6 0 0 6 56 75 124 81 336 5:15 PM 0 21 0 2 23 1 6 0 0 7 64 71 127 74 336 5:30 PM 0 18 0 1 19 0 3 0 0 3 49 60 114 53 276 5:45 PM 0 23 0 0 23 0 9 0 0 9 43 56 136 71 306 Count Total 0 220 1 11 232 1 55 0 0 56 360 430 827 440 2,057 Peak Hr 0 92 0 6 98 1 24 0 0 25 212 262 501 279 1,254

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

MINOR AVE STEWART ST

Date: Thu, May 28, 2015 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 93 36 4 33 60 0 MINOR AVE MINOR STEWART ST 272

551 19 648 18 TEV: 780 496 PHF: 0.92 133 88 91 0 0 0

STEWART ST 208 0

22 17 HV %: PHF

EB - - 4 WB 13.0% 0.91

MINOR AVE MINOR NB 7.7% 0.75

193 39 SB 6.5% 0.78 TOTAL 11.9% 0.92 Two-Hour Count Summaries STEWART ST STEWART ST MINOR AVE MINOR AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 26 122 5 8 4 0 0 11 8 184 4:15 PM 0 0 0 25 138 2 14 0 0 0 12 7 198 4:30 PM 0 0 0 23 120 4 11 5 0 0 16 5 184 4:45 PM 0 0 0 20 128 6 8 2 0 0 8 1 173 739 5:00 PM 0 0 0 37 114 3 4 5 0 0 19 11 193 748 5:15 PM 0 0 0 40 118 5 4 5 0 0 11 9 192 742 5:30 PM 0 0 0 35 137 6 9 4 0 0 15 6 212 770 5:45 PM 0 0 0 21 127 5 5 3 0 0 15 7 183 780 Count Total 0 0 0 227 1,004 36 63 28 0 0 107 54 1,519 Peak Hr 0 0 0 133 496 19 22 17 0 0 60 33 780 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 28 2 3 33 0 7 1 1 9 22 19 33 40 114 4:15 PM 0 31 0 1 32 0 8 0 2 10 14 11 53 45 123 4:30 PM 0 29 3 1 33 0 18 4 1 23 32 19 35 58 144 4:45 PM 0 26 0 0 26 0 8 0 1 9 18 12 46 34 110 5:00 PM 0 24 2 3 29 0 5 1 1 7 21 34 62 69 186 5:15 PM 0 23 0 1 24 0 5 0 1 6 37 25 69 53 184 5:30 PM 0 15 1 2 18 0 1 1 2 4 11 15 72 50 148 5:45 PM 0 22 0 0 22 0 7 2 0 9 22 14 69 36 141 Count Total 0 198 8 11 217 0 59 9 9 77 177 149 439 385 1,150 Peak Hr 0 84 3 6 93 0 18 4 4 26 91 88 272 208 659

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

YALE AVE EASTLAKE AVE

Date: Thu, Mar 12, 2015 N Peak Hour Count Period: 3:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 42 808 0 0 777 31 YALE AVE EASTLAKE AVE 67

0 0 0 42 TEV: 2,462 976 PHF: 0.96 89 40 1,654 636 1,007 40

HOWELL ST 56 HV %: PHF

EB 3.7% 0.96 0 WB - - YALE AVE NB - -

1,413 0 SB 1.7% 0.97 TOTAL 3.0% 0.96 Peak-Hour Count Summaries HOWELL ST EASTLAKE AVE YALE AVE YALE AVE Interval 15-min Start Eastbound Westbound Northbound Southbound Total LT TH RT LT TH RT LT TH RT LT TH RT 5:00 PM 9 228 161 0 0 0 0 0 0 7 195 0 600 5:15 PM 16 256 157 0 0 0 0 0 0 10 199 0 638 5:30 PM 10 250 164 0 0 0 0 0 0 7 190 0 621 5:45 PM 7 242 154 0 0 0 0 0 0 7 193 0 603 Peak Hr 42 976 636 0 0 0 0 0 0 31 777 0 2,462 Note: For all three-hour count summary, see next page.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 5:00 PM 19 0 0 3 22 5 0 0 0 5 13 25 16 21 75 5:15 PM 14 0 0 3 17 10 0 0 0 10 6 25 22 14 67 5:30 PM 16 0 0 3 19 17 0 0 0 17 10 21 13 3 47 5:45 PM 12 0 0 5 17 8 0 0 0 8 11 18 16 18 63 Peak Hr 61 0 0 14 75 40 0 0 0 40 40 89 67 56 252

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

Three-Hour Count Summaries HOWELL ST EASTLAKE AVE YALE AVE YALE AVE Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3:00 PM 15 159 158 0 0 0 0 0 0 6 181 0 519 3:15 PM 8 163 143 0 0 0 0 0 0 9 194 0 517 3:30 PM 6 183 139 0 0 0 0 0 0 14 197 0 539 3:45 PM 9 201 153 0 0 0 0 0 0 4 196 0 563 2,138 4:00 PM 11 207 154 0 0 0 0 0 0 2 202 0 576 2,195 4:15 PM 14 240 145 0 0 0 0 0 0 8 205 0 612 2,290 4:30 PM 5 212 138 0 0 0 0 0 0 8 196 0 559 2,310 4:45 PM 12 226 144 0 0 0 0 0 0 8 208 0 598 2,345 5:00 PM 9 228 161 0 0 0 0 0 0 7 195 0 600 2,369 5:15 PM 16 256 157 0 0 0 0 0 0 10 199 0 638 2,395 5:30 PM 10 250 164 0 0 0 0 0 0 7 190 0 621 2,457 5:45 PM 7 242 154 0 0 0 0 0 0 7 193 0 603 2,462 Count Total 122 2,567 1,810 0 0 0 0 0 0 90 2,356 0 6,945 Peak Hr 42 976 636 0 0 0 0 0 0 31 777 0 2,462 Note: Three-hour count summary volumes include heavy vehicles but excludes bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 3:00 PM 24 0 0 6 30 2 0 0 0 2 7 9 7 1 24 3:15 PM 22 0 0 3 25 1 0 0 0 1 4 10 8 7 29 3:30 PM 15 0 0 6 21 4 0 0 1 5 10 23 7 11 51 3:45 PM 15 0 0 6 21 4 0 0 0 4 5 16 16 19 56 4:00 PM 19 0 0 6 25 6 0 0 0 6 11 18 24 12 65 4:15 PM 19 0 0 6 25 3 0 0 0 3 12 8 14 10 44 4:30 PM 16 0 0 3 19 8 0 0 0 8 20 26 16 29 91 4:45 PM 25 0 0 4 29 7 0 0 0 7 20 18 23 15 76 5:00 PM 19 0 0 3 22 5 0 0 0 5 13 25 16 21 75 5:15 PM 14 0 0 3 17 10 0 0 0 10 6 25 22 14 67 5:30 PM 16 0 0 3 19 17 0 0 0 17 10 21 13 3 47 5:45 PM 12 0 0 5 17 8 0 0 0 8 11 18 16 18 63 Count Total 216 0 0 54 270 75 0 0 1 76 129 217 182 160 688 Peak Hr 61 0 0 14 75 40 0 0 0 40 40 89 67 56 252

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

MINOR AVE HOWELL ST

Date: Thu, Mar 12, 2015 N Peak Hour Count Period: 3:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 53 168 0 0 55 113 MINOR AVE HOWELL ST 127

0 0 0 26 TEV: 1,699 56 1,260 PHF: 0.96 152 1,292 6 1,585 24

HOWELL ST 116 0

27 HV %: PHF 212 EB 4.6% 0.96 4 WB - -

MINOR AVE NB 2.5% 0.85

61 239 SB 1.2% 0.86 TOTAL 3.9% 0.96 Peak-Hour Count Summaries HOWELL ST HOWELL ST MINOR AVE MINOR AVE Interval 15-min Start Eastbound Westbound Northbound Southbound Total LT TH RT LT TH RT LT TH RT LT TH RT 5:00 PM 7 306 2 0 0 0 0 7 43 33 14 0 412 5:15 PM 5 317 1 0 0 0 0 8 62 30 19 0 442 5:30 PM 6 327 2 0 0 0 0 6 60 22 8 0 431 5:45 PM 8 310 1 0 0 0 0 6 47 28 14 0 414 Peak Hr 26 1,260 6 0 0 0 0 27 212 113 55 0 1,699 Note: For all three-hour count summary, see next page.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 5:00 PM 18 0 1 0 19 3 0 0 0 3 47 20 37 39 143 5:15 PM 13 0 2 1 16 7 0 0 0 7 35 22 36 28 121 5:30 PM 15 0 2 1 18 9 0 1 0 10 24 8 27 20 79 5:45 PM 13 0 1 0 14 5 0 3 0 8 46 6 27 29 108 Peak Hr 59 0 6 2 67 24 0 4 0 28 152 56 127 116 451

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

Three-Hour Count Summaries HOWELL ST HOWELL ST MINOR AVE MINOR AVE Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3:00 PM 4 259 5 0 0 0 0 4 43 21 17 0 353 3:15 PM 9 234 2 0 0 0 0 3 46 18 14 0 326 3:30 PM 7 259 2 0 0 0 0 8 42 16 9 0 343 3:45 PM 6 290 5 0 0 0 0 8 39 25 10 0 383 1,405 4:00 PM 6 300 2 0 0 0 0 6 44 20 15 0 393 1,445 4:15 PM 6 298 2 0 0 0 0 6 63 22 7 0 404 1,523 4:30 PM 8 260 2 0 0 0 0 6 56 24 12 0 368 1,548 4:45 PM 9 290 1 0 0 0 0 10 60 27 15 0 412 1,577 5:00 PM 7 306 2 0 0 0 0 7 43 33 14 0 412 1,596 5:15 PM 5 317 1 0 0 0 0 8 62 30 19 0 442 1,634 5:30 PM 6 327 2 0 0 0 0 6 60 22 8 0 431 1,697 5:45 PM 8 310 1 0 0 0 0 6 47 28 14 0 414 1,699 Count Total 81 3,450 27 0 0 0 0 78 605 286 154 0 4,681 Peak Hr 26 1,260 6 0 0 0 0 27 212 113 55 0 1,699 Note: Three-hour count summary volumes include heavy vehicles but excludes bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 3:00 PM 16 0 5 8 29 0 0 0 0 0 42 11 20 27 100 3:15 PM 18 0 5 4 27 0 0 0 0 0 28 17 28 27 100 3:30 PM 12 0 1 3 16 2 0 0 1 3 32 22 34 33 121 3:45 PM 17 0 3 0 20 1 0 0 2 3 36 11 25 35 107 4:00 PM 18 0 1 1 20 6 0 0 0 6 27 20 46 30 123 4:15 PM 20 0 2 0 22 6 0 0 1 7 35 15 19 26 95 4:30 PM 17 0 2 2 21 4 0 1 0 5 34 15 39 30 118 4:45 PM 21 0 3 0 24 3 0 2 0 5 34 16 29 36 115 5:00 PM 18 0 1 0 19 3 0 0 0 3 47 20 37 39 143 5:15 PM 13 0 2 1 16 7 0 0 0 7 35 22 36 28 121 5:30 PM 15 0 2 1 18 9 0 1 0 10 24 8 27 20 79 5:45 PM 13 0 1 0 14 5 0 3 0 8 46 6 27 29 108 Count Total 198 0 28 20 246 46 0 7 4 57 420 183 367 360 1,330 Peak Hr 59 0 6 2 67 24 0 4 0 28 152 56 127 116 451

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

BOREN AVE HOWELL ST

Date: Thu, Mar 12, 2015 N Peak Hour Count Period: 3:00 PM to 6:00 PM Peak Hour: 5:00 PM to 6:00 PM 945 420 4 0 789 156 BOREN AVE BOREN HOWELL ST 56

0 0 0 28 TEV: 2,408 54 817 PHF: 0.97 206 854 9 1,190 34

HOWELL ST 133

0 HV %: PHF 392 217 EB 7.1% 0.94 4 WB - -

BOREN AVE BOREN NB 0.8% 0.88

798 609 SB 1.9% 0.96 TOTAL 3.5% 0.97 Peak-Hour Count Summaries HOWELL ST HOWELL ST BOREN AVE BOREN AVE Interval 15-min Start Eastbound Westbound Northbound Southbound Total LT TH RT LT TH RT LT TH RT LT TH RT 5:00 PM 10 194 3 0 0 0 0 91 43 36 211 0 588 5:15 PM 7 217 4 0 0 0 0 104 56 37 183 0 608 5:30 PM 4 210 2 0 0 0 0 83 58 41 195 0 593 5:45 PM 7 196 0 0 0 0 0 114 60 42 200 0 619 Peak Hr 28 817 9 0 0 0 0 392 217 156 789 0 2,408 Note: For all three-hour count summary, see next page.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 5:00 PM 19 0 1 5 25 5 0 2 0 7 48 9 8 38 103 5:15 PM 13 0 1 4 18 7 0 1 2 10 42 16 18 33 109 5:30 PM 16 0 2 3 21 15 0 0 2 17 58 17 17 29 121 5:45 PM 13 0 1 6 20 7 0 1 0 8 58 12 13 33 116 Peak Hr 61 0 5 18 84 34 0 4 4 42 206 54 56 133 449

Mark Skaggs: 425 - 250 - 0777 [email protected] www.idaxdata.com

Three-Hour Count Summaries HOWELL ST HOWELL ST BOREN AVE BOREN AVE Interval 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3:00 PM 6 137 4 0 0 0 0 98 42 75 166 0 528 3:15 PM 8 115 3 0 0 0 0 114 74 40 160 0 514 3:30 PM 8 142 3 0 0 0 0 103 74 35 157 0 522 3:45 PM 3 166 2 0 0 0 0 103 67 58 190 0 589 2,153 4:00 PM 8 175 2 0 0 0 0 110 78 40 179 0 592 2,217 4:15 PM 8 191 5 0 0 0 0 105 49 32 192 0 582 2,285 4:30 PM 2 179 6 0 0 0 0 73 52 22 114 0 448 2,211 4:45 PM 4 202 4 0 0 0 0 78 47 37 200 0 572 2,194 5:00 PM 10 194 3 0 0 0 0 91 43 36 211 0 588 2,190 5:15 PM 7 217 4 0 0 0 0 104 56 37 183 0 608 2,216 5:30 PM 4 210 2 0 0 0 0 83 58 41 195 0 593 2,361 5:45 PM 7 196 0 0 0 0 0 114 60 42 200 0 619 2,408 Count Total 75 2,124 38 0 0 0 0 1,176 700 495 2,147 0 6,755 Peak Hr 28 817 9 0 0 0 0 392 217 156 789 0 2,408 Note: Three-hour count summary volumes include heavy vehicles but excludes bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 3:00 PM 13 0 5 7 25 0 0 2 0 2 21 11 18 27 77 3:15 PM 20 0 4 3 27 1 0 0 2 3 15 5 7 24 51 3:30 PM 13 0 3 5 21 3 0 0 1 4 20 10 15 27 72 3:45 PM 15 0 5 11 31 3 0 0 1 4 19 7 11 25 62 4:00 PM 16 0 1 4 21 4 0 0 3 7 41 13 16 40 110 4:15 PM 20 0 4 8 32 4 0 0 0 4 25 2 2 27 56 4:30 PM 17 0 1 5 23 5 0 0 1 6 43 10 12 36 101 4:45 PM 16 0 4 10 30 7 0 0 1 8 43 12 14 39 108 5:00 PM 19 0 1 5 25 5 0 2 0 7 48 9 8 38 103 5:15 PM 13 0 1 4 18 7 0 1 2 10 42 16 18 33 109 5:30 PM 16 0 2 3 21 15 0 0 2 17 58 17 17 29 121 5:45 PM 13 0 1 6 20 7 0 1 0 8 58 12 13 33 116 Count Total 191 0 32 71 294 61 0 6 13 80 433 124 151 378 1,086 Peak Hr 61 0 5 18 84 34 0 4 4 42 206 54 56 133 449

Mark Skaggs: 425 - 250 - 0777 [email protected] Appendix B:True Baseline (2021) Traffic Volumes

*Note: Left turns are not pemitted Sep 17, 2016 - 4:50pm jessical Q:\Projects\15\15432.00 1200 Stewart\Graphics\15432 Graphics.dwg Layout: Appendix B Ture Baseline Vol 1200 Stewart Street 3 2 1 330 130 15* 690 915 25 15 40 5 BOREN AVE DENNY WAY FAIRVIEW AVE N DENNY WAY WESTLAKE AVE N

135 425

45 45 5 610 195 575 425 510 455 285 295 150 300 65 250

515 65 695 90 975 240

7TH AVE 7TH LENORA ST N AVE 9TH

WESTLAKE AVE N AVE WESTLAKE 1,220 WESTLAKE AVE WESTLAKE 4 15 75 DENNY WAY MINOR AVE

DENNY WAY

50 10 TERRY AVE N AVE TERRY 10 10

25 15 8TH AVE 8TH

15 735 40 BOREN AVE N AVE BOREN

5 TERRY AVE TERRY 895

60 FAIRVIEW AVE N AVE FAIRVIEW 9TH AVE 9TH BOREN AVE STEWART ST

4 110 60 5 650

HOWELL ST 390

BOREN AVE BOREN 305 SITE

OLIVE WAY

PONTIUS AVE N AVE PONTIUS MINOR AVE MINOR 10

6 225 7 105

MINOR AVE STEWART ST

YALE AVE YALE 8

11 YALE AVE N AVE YALE

STEWART ST

12 140 70

880 EASTLAKE AVE E AVE EASTLAKE 9

35 160

7 830 AVE MELROSE 295 1,010 40 20 YALE AVE YALE AVE 1,130 HOWELL ST STEWART ST

13 BELLEVUE AVE BELLEVUE

45 1,095

10 495 SUMMIT AVE SUMMIT

E OLIVE WAY 13

100 690 AVE BELMONT 740 45 30 DENNY WAY BELLEVUE AVE DENNY WAY STEWART ST

E PINE ST 340 105

1,120

170 135 NOT TO SCALE BOYLSTON AVE BOYLSTON 10 5 85

5 685 10 445 745 HARVARD AVE HARVARD

11 10 9 145 960 1,675 1,200 30 70 55 MINOR AVE BOREN AVE I-5 RAMPS EASTLAKE AVE N HOWELL ST HOWELL ST

125 220 175 10

80 APPENDIX

130 640

215 265

65 420

570 65

Appendix C: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 Average Control Delay General Description Level of Service (sec/veh) (Signalized Intersections)

A ≤10 Free Flow B >10 - 20 Stable Flow (slight delays) C >20 - 35 Stable flow (acceptable delays) D Approaching unstable flow (tolerable delay, occasionally wait through >35 - 55 more than one signal cycle before proceeding) E >55 - 80 Unstable flow (intolerable delay) F >80 Forced flow (jammed) Source: Highway Capacity Manual, Transportation Research Board, Special Report 209, 2000.

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 Source: Highway Capacity Manual, Transportation Research Board, Special Report 209, 2000.

Highway Capacity Manual 2010

Signalized intersection level of service (LOS) is defined in terms of a weighted average control delay for the entire intersection. Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic signal control as well as provides a surrogate measure for driver discomfort and fuel consumption. Signalized intersection LOS is stated in terms of average control delay per vehicle (in seconds) during a specified time period (e.g., weekday PM peak hour). Control delay is a complex measure based on many variables, including signal phasing and coordination (i.e., progression of movements through the intersection and along the corridor), signal cycle length, and traffic volumes with respect to intersection capacity and resulting queues. Table 1 summarizes the LOS criteria for signalized intersections, as described in the Highway Capacity Manual 2010 (Transportation Research Board, 2010).

Table 1. Level of Service Criteria for Signalized Intersections Average Control Delay Level of Service (seconds/vehicle) General Description

A ≤10 Free Flow B >10 – 20 Stable Flow (slight delays) C >20 – 35 Stable flow (acceptable delays) Approaching unstable flow (tolerable delay, occasionally wait through more D >35 – 55 than one signal cycle before proceeding) E >55 – 80 Unstable flow (intolerable delay) F1 >80 Forced flow (congested and queues fail to clear) Source: Highway Capacity Manual 2010, Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio for a lane group exceeds 1.0 LOS F is assigned to the individual lane group. LOS for overall approach or intersection is determined solely by the control delay.

Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-way stop and two-way stop control. All-way stop control intersection LOS is expressed in terms of the weighted average control delay of the overall intersection or by approach. Two-way stop-controlled intersection LOS is defined in terms of the average control delay for each minor-street movement (or shared movement) as well as major-street left-turns. This approach is because major-street through vehicles are assumed to experience zero delay, a weighted average of all movements results in very low overall average delay, and this calculated low delay could mask deficiencies of minor movements. Table 2 shows LOS criteria for unsignalized intersections.

Table 2. Level of Service Criteria for Unsignalized Intersections Level of Service Average Control Delay (seconds/vehicle) A 0 – 10 B >10 – 15 C >15 – 25 D >25 – 35 E >35 – 50 F1 >50 Source: Highway Capacity Manual 2010, Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio exceeds 1.0, LOS F is assigned an individual lane group for all unsignalized intersections, or minor street approach at two-way stop-controlled intersections. Overall intersection LOS is determined solely by control delay.

Appendix D:LOS Worksheets

HCM 2010 Signalized Intersection Summary 1200 Stewart Street 1: Westlake Ave & Denny Way Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 15 775 15 0 785 90 45 400 65 150 220 45 Future Volume (veh/h) 15 775 15 0 785 90 45 400 65 150 220 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 0.81 1.00 0.82 0.70 0.55 1.00 0.73 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1881 1900 0 1881 1900 1900 1792 1900 1845 1845 1900 Adj Flow Rate, veh/h 16 807 16 0 818 94 47 417 68 156 229 47 Adj No. of Lanes 020020020120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111011666333 Cap, veh/h 59 1692 33 0 1560 179 89 512 80 193 1076 208 Arrive On Green 0.50 0.50 0.50 0.00 0.50 0.50 0.23 0.23 0.23 0.11 0.39 0.39 Sat Flow, veh/h 25 3418 67 0 3245 362 163 2263 355 1757 2742 530 Grp Volume(v), veh/h 437 0 402 0 464 448 297 0 235 156 141 135 Grp Sat Flow(s),veh/h/ln 1829 0 1682 0 1787 1726 1557 0 1223 1757 1752 1520 Q Serve(g_s), s 0.0 0.0 12.7 0.0 14.2 14.2 9.0 0.0 14.7 6.9 4.3 4.7 Cycle Q Clear(g_c), s 12.2 0.0 12.7 0.0 14.2 14.2 14.3 0.0 14.7 6.9 4.3 4.7 Prop In Lane 0.04 0.04 0.00 0.21 0.16 0.29 1.00 0.35 Lane Grp Cap(c), veh/h 952 0 833 0 885 855 405 0 277 193 688 597 V/C Ratio(X) 0.46 0.00 0.48 0.00 0.52 0.52 0.73 0.00 0.85 0.81 0.21 0.23 Avail Cap(c_a), veh/h 952 0 833 0 885 855 430 0 298 275 800 694 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.3 0.0 13.4 0.0 13.8 13.8 29.1 0.0 29.6 34.8 16.1 16.2 Incr Delay (d2), s/veh 1.6 0.0 2.0 0.0 2.2 2.3 6.1 0.0 18.8 11.3 0.1 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.7 0.0 6.3 0.0 7.5 7.3 6.9 0.0 6.4 4.0 2.1 2.0 LnGrp Delay(d),s/veh 14.9 0.0 15.4 0.0 16.0 16.1 35.2 0.0 48.4 46.1 16.2 16.4 LnGrp LOS B B B B D D D B B Approach Vol, veh/h 839 912 532 432 Approach Delay, s/veh 15.1 16.0 41.0 27.0 Approach LOS B B D C Timer 12345678 Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 13.3 22.6 44.1 35.9 44.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.5 19.5 34.5 36.5 34.5 Max Q Clear Time (g_c+I1), s 8.9 16.7 14.7 6.7 16.2 Green Ext Time (p_c), s 0.1 1.4 11.7 6.2 11.1 Intersection Summary HCM 2010 Ctrl Delay 22.4 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 2: Fairview Ave N & Denny Way Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 90 505 5 65 565 60 290 390 125 115 290 60 Future Volume (veh/h) 90 505 5 65 565 60 290 390 125 115 290 60 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.85 1.00 0.84 1.00 0.73 1.00 0.69 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 Adj Sat Flow, veh/h/ln 1693 1693 1710 1693 1693 1710 1609 1676 1710 1744 1676 1710 Adj Flow Rate, veh/h 93 521 5 67 582 62 299 402 129 119 299 62 Adj No. of Lanes 120120220120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 111111222222 Cap, veh/h 138 1470 14 120 1265 134 415 549 170 171 474 92 Arrive On Green 0.09 0.45 0.45 0.07 0.44 0.43 0.05 0.08 0.08 0.10 0.21 0.21 Sat Flow, veh/h 1612 3258 31 1612 2875 305 2974 2184 675 1661 2204 428 Grp Volume(v), veh/h 93 257 269 67 324 320 299 289 242 119 210 151 Grp Sat Flow(s),veh/h/ln 1612 1608 1681 1612 1608 1572 1487 1593 1266 1661 1593 1039 Q Serve(g_s), s 5.6 10.4 10.5 4.0 14.2 14.3 9.9 17.7 18.7 6.9 11.9 13.3 Cycle Q Clear(g_c), s 5.6 10.4 10.5 4.0 14.2 14.3 9.9 17.7 18.7 6.9 11.9 13.3 Prop In Lane 1.00 0.02 1.00 0.19 1.00 0.53 1.00 0.41 Lane Grp Cap(c), veh/h 138 726 758 120 708 691 415 401 319 171 342 223 V/C Ratio(X) 0.68 0.35 0.35 0.56 0.46 0.46 0.72 0.72 0.76 0.70 0.61 0.67 Avail Cap(c_a), veh/h 161 726 758 145 708 691 535 414 329 315 430 281 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.88 0.88 0.88 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.4 17.9 17.9 44.7 19.7 19.7 45.8 42.4 42.9 43.3 35.5 36.1 Incr Delay (d2), s/veh 8.6 1.4 1.3 4.1 2.1 2.2 2.9 5.2 8.5 5.0 1.8 4.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 4.9 5.1 1.9 6.7 6.6 4.3 8.4 7.3 3.4 5.4 4.1 LnGrp Delay(d),s/veh 53.0 19.3 19.2 48.8 21.8 21.9 48.7 47.6 51.4 48.3 37.3 40.6 LnGrp LOS D B B DCCDDDDDD Approach Vol, veh/h 619 711 830 480 Approach Delay, s/veh 24.3 24.4 49.1 41.1 Approach LOS CCDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 11.5 47.0 17.0 24.5 10.4 48.1 13.3 28.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 31.5 16.5 25.5 7.5 32.5 17.5 24.5 Max Q Clear Time (g_c+I1), s 7.6 16.3 11.9 15.3 6.0 12.5 8.9 20.7 Green Ext Time (p_c), s 0.0 4.5 0.6 3.1 0.0 5.0 0.2 1.6 Intersection Summary HCM 2010 Ctrl Delay 35.2 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 3: Fairview Ave N & Boren Ave Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 15 295 0 0 0 405 0 415 0 275 70 5 Future Volume (vph) 15 295 0 0 0 405 0 415 0 275 70 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 10 11 10 10 10 10 10 10 9 10 10 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.95 0.95 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 0.97 Satd. Flow (prot) 1561 2364 3002 1336 1400 Flt Permitted 1.00 1.00 1.00 0.95 0.97 Satd. Flow (perm) 1561 2364 3002 1336 1400 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 15 304 0 0 0 418 0 428 0 284 72 5 RTOR Reduction (vph) 0000059000010 Lane Group Flow (vph) 0 319 0 0 0 359 0 428 0 179 181 0 Confl. Peds. (#/hr) 4 119 119 4 227 81 81 227 Confl. Bikes (#/hr) 1 1 10 6 Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 4% 4% 4% Turn Type Perm NA pt+ov NA Split NA Protected Phases 2 1 2 3 1 1 Permitted Phases 2 1 2 Actuated Green, G (s) 24.8 70.5 20.5 41.2 41.2 Effective Green, g (s) 24.8 70.5 20.5 41.2 41.2 Actuated g/C Ratio 0.25 0.70 0.20 0.41 0.41 Clearance Time (s) 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 387 1666 615 550 576 v/s Ratio Prot 0.15 c0.14 c0.13 0.13 v/s Ratio Perm 0.20 v/c Ratio 0.82 0.22 0.70 0.33 0.31 Uniform Delay, d1 35.5 5.1 36.9 20.0 19.9 Progression Factor 1.00 0.49 1.00 0.54 0.54 Incremental Delay, d2 13.3 0.1 3.4 1.4 1.2 Delay (s) 48.8 2.6 40.3 12.2 12.1 Level of Service D A D B B Approach Delay (s) 48.8 2.6 40.3 12.2 Approach LOS D A D B Intersection Summary HCM 2000 Control Delay 25.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 63.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 4: Denny Way & Minor Ave Existing (2015) Weekday PM Peak Hour

Intersection Int Delay, s/veh 5.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 845 45 15 580 40 10 10 15 15 10 50 Future Vol, veh/h 15 845 45 15 580 40 10 10 15 15 10 50 Conflicting Peds, #/hr 119 0 53 57 0 123 53 0 57 123 0 119 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 1 1 1 9 9 9 3 3 3 Mvmt Flow 16 909 48 16 624 43 11 11 16 16 11 54

Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 790 0 0 1014 0 0 1490 1844 658 1415 1846 575 Stage 1 ------1022 1022 - 800 800 - Stage 2 ------468 822 - 615 1046 - Critical Hdwy 4.14 - - 4.12 - - 7.68 6.68 7.08 7.56 6.56 6.96 Critical Hdwy Stg 1 ------6.68 5.68 - 6.56 5.56 - Critical Hdwy Stg 2 ------6.68 5.68 - 6.56 5.56 - Follow-up Hdwy 2.22 - - 2.21 - - 3.59 4.09 3.39 3.53 4.03 3.33 Pot Cap-1 Maneuver 826 - - 686 - - 80 69 391 97 73 459 Stage 1 ------240 297 - 343 393 - Stage 2 ------527 370 - 443 301 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 744 - - 616 - - 47 54 334 59 57 371 Mov Cap-2 Maneuver ------47 54 - 59 57 - Stage 1 ------218 270 - 294 338 - Stage 2 ------377 318 - 347 274 -

Approach EB WB NB SB HCM Control Delay, s 0.4 0.4 86.5 66.9 HCM LOS F F

Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 79 744 - - 616 - - 133 HCM Lane V/C Ratio 0.476 0.022 - - 0.026 - - 0.606 HCM Control Delay (s) 86.5 9.9 0.2 - 11 0.2 - 66.9 HCM Lane LOS F A A - B A - F HCM 95th %tile Q(veh) 2 0.1 - - 0.1 - - 3.1

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 5: Boren Ave & Stewart St Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 170 415 40 50 365 0 0 800 45 Future Volume (veh/h) 0 0 0 170 415 40 50 365 0 0 800 45 Number 7 4 14 1 6 16 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.86 1.00 1.00 1.00 0.94 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1474 1474 1474 1676 1676 0 0 1660 1710 Adj Flow Rate, veh/h 183 446 43 54 392 0 0 860 48 Adj No. of Lanes 121120020 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 16 16 16 220033 Cap, veh/h 528 1204 399 112 1561 0 0 1150 64 Arrive On Green 0.14 0.14 0.14 0.07 0.49 0.00 0.00 0.13 0.12 Sat Flow, veh/h 1228 2801 939 1597 3269 0 0 3109 169 Grp Volume(v), veh/h 183 446 43 54 392 0 0 448 460 Grp Sat Flow(s),veh/h/ln 1228 1400 939 1597 1593 0 0 1577 1618 Q Serve(g_s), s 13.4 14.4 4.0 3.3 7.2 0.0 0.0 27.4 27.4 Cycle Q Clear(g_c), s 13.4 14.4 4.0 3.3 7.2 0.0 0.0 27.4 27.4 Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.10 Lane Grp Cap(c), veh/h 528 1204 399 112 1561 0 0 599 615 V/C Ratio(X) 0.35 0.37 0.11 0.48 0.25 0.00 0.00 0.75 0.75 Avail Cap(c_a), veh/h 528 1204 399 112 1561 0 0 599 615 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 30.2 30.6 26.4 44.8 14.8 0.0 0.0 39.1 39.1 Incr Delay (d2), s/veh 1.8 0.9 0.5 14.2 0.4 0.0 0.0 8.3 8.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.8 5.7 1.1 1.9 3.2 0.0 0.0 13.4 13.7 LnGrp Delay(d),s/veh 32.0 31.5 27.0 58.9 15.2 0.0 0.0 47.4 47.2 LnGrp LOS C C C E B D D Approach Vol, veh/h 672 446 908 Approach Delay, s/veh 31.4 20.5 47.3 Approach LOS C C D Timer 12345678 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 11.0 42.0 47.0 53.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 37.5 42.5 48.5 Max Q Clear Time (g_c+I1), s 5.3 29.4 16.4 9.2 Green Ext Time (p_c), s 0.3 2.6 3.2 2.1 Intersection Summary HCM 2010 Ctrl Delay 36.1 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 6: Minor Ave & Stewart St Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 135 495 20 20 15 0 0 60 35 Future Volume (veh/h) 0 0 0 135 495 20 20 15 0 0 60 35 Number 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.89 1.00 1.00 1.00 1.00 Parking Bus, Adj 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1518 1710 1710 1621 0 0 1676 1710 Adj Flow Rate, veh/h 147 538 22 22 16 0 0 65 38 Adj No. of Lanes 030010010 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 13 0220022 Cap, veh/h 578 2295 95 168 105 0 0 204 119 Arrive On Green 0.23 0.23 0.23 0.20 0.20 0.00 0.00 0.20 0.20 Sat Flow, veh/h 814 3233 134 543 510 0 0 993 581 Grp Volume(v), veh/h 239 225 242 38 0000103 Grp Sat Flow(s),veh/h/ln 1325 1381 1474 1053 00001574 Q Serve(g_s), s 14.7 13.2 13.3 0.7 0.0 0.0 0.0 0.0 5.6 Cycle Q Clear(g_c), s 14.7 13.2 13.3 6.3 0.0 0.0 0.0 0.0 5.6 Prop In Lane 0.61 0.09 0.58 0.00 0.00 0.37 Lane Grp Cap(c), veh/h 941 981 1046 273 0000323 V/C Ratio(X) 0.25 0.23 0.23 0.14 0.00 0.00 0.00 0.00 0.32 Avail Cap(c_a), veh/h 941 981 1046 273 0000323 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 16.7 16.2 16.2 33.3 0.0 0.0 0.0 0.0 33.8 Incr Delay (d2), s/veh 0.7 0.5 0.5 1.1 0.0 0.0 0.0 0.0 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.6 5.2 5.6 1.0 0.0 0.0 0.0 0.0 2.6 LnGrp Delay(d),s/veh 17.4 16.7 16.7 34.3 0.0 0.0 0.0 0.0 36.4 LnGrp LOS B B B C D Approach Vol, veh/h 707 38 103 Approach Delay, s/veh 16.9 34.3 36.4 Approach LOS B C D Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 75.0 25.0 25.0 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 70.5 20.5 20.5 Max Q Clear Time (g_c+I1), s 16.7 8.3 7.6 Green Ext Time (p_c), s 3.1 0.5 0.5 Intersection Summary HCM 2010 Ctrl Delay 20.1 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 7: Yale Ave & Stewart St Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 480 545 0 45 10 0 0 255 10 Future Volume (vph) 0 0 0 480 545 0 45 10 0 0 255 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1700 1900 Lane Width 12 12 12 10 10 10 11 11 11 11 11 11 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.99 Flpb, ped/bikes 0.43 1.00 0.83 1.00 Frt 1.00 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.96 1.00 Satd. Flow (prot) 592 3997 1323 2703 Flt Permitted 0.95 1.00 0.66 1.00 Satd. Flow (perm) 592 3997 904 2703 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 511 580 0 48 11 0 0 271 11 RTOR Reduction (vph) 000000000030 Lane Group Flow (vph) 0 0 0 511 580 0 0 59 0 0 279 0 Confl. Peds. (#/hr) 501 279 279 501 262 212 212 262 Confl. Bikes (#/hr) 1 24 Heavy Vehicles (%) 0% 0% 0% 9% 9% 9% 0% 0% 0% 2% 2% 2% Parking (#/hr) 0 Turn Type Perm NA Perm NA NA Protected Phases 1 2 3 3 Permitted Phases 1 2 3 Actuated Green, G (s) 64.5 64.5 22.5 22.5 Effective Green, g (s) 65.0 65.0 23.0 23.0 Actuated g/C Ratio 0.65 0.65 0.23 0.23 Clearance Time (s) 4.5 4.5 Lane Grp Cap (vph) 384 2598 207 621 v/s Ratio Prot 0.15 c0.10 v/s Ratio Perm c0.86 0.07 v/c Ratio 1.33 0.22 0.29 0.45 Uniform Delay, d1 17.5 7.2 31.7 33.1 Progression Factor 0.66 0.19 1.00 0.84 Incremental Delay, d2 163.4 0.2 3.4 2.3 Delay (s) 175.0 1.5 35.2 30.0 Level of Service F A D C Approach Delay (s) 0.0 82.8 35.2 30.0 Approach LOS A F D C Intersection Summary HCM 2000 Control Delay 70.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.15 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 67.9% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 8: Stewart St & Denny Way Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 495 30 240 550 00007576555 Future Volume (vph) 0 495 30 240 550 00007576555 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 10 10 10 10 11 12 12 12 10 10 10 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.86 Frpb, ped/bikes 0.98 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 0.98 Frt 0.99 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 1.00 Satd. Flow (prot) 2919 1501 1580 4598 Flt Permitted 1.00 0.95 1.00 1.00 Satd. Flow (perm) 2919 1501 1580 4598 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 516 31 250 573 00007879757 RTOR Reduction (vph) 0000000000100 Lane Group Flow (vph) 0 547 0 250 573 000009220 Confl. Peds. (#/hr) 150 267 267 150 478 153 153 478 Confl. Bikes (#/hr) 2 11 1 23 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 0% 0% 0% 10% 10% 10% Turn Type NA Prot NA Perm NA Protected Phases 3 2 5! 1! Permitted Phases 1! Actuated Green, G (s) 22.5 16.5 66.5 43.5 Effective Green, g (s) 23.0 21.0 67.0 44.0 Actuated g/C Ratio 0.23 0.21 0.67 0.44 Clearance Time (s) 4.5 8.5 4.5 4.5 Lane Grp Cap (vph) 671 315 1058 2023 v/s Ratio Prot c0.19 c0.17 c0.36 v/s Ratio Perm 0.20 v/c Ratio 0.82 0.79 0.54 0.46 Uniform Delay, d1 36.5 37.4 8.5 19.6 Progression Factor 0.86 1.00 1.00 1.00 Incremental Delay, d2 10.3 18.4 2.0 0.7 Delay (s) 41.6 55.8 10.5 20.4 Level of Service D E B C Approach Delay (s) 41.6 24.3 0.0 20.4 Approach LOS D C A C Intersection Summary HCM 2000 Control Delay 26.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.5 Intersection Capacity Utilization 58.4% ICU Level of Service B Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 9: Stewart St/I-5 SB Off-Ramp & Eastlake Ave & John St Existing (2015) Weekday PM Peak Hour

Movement EBR2 NBT SBR SBR2 SWT SWR Lane Configurations Traffic Volume (vph) 70 120 570 45 295 40 Future Volume (vph) 70 120 570 45 295 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 11 11 11 11 11 Total Lost time (s) 3.0 4.0 4.0 3.0 Lane Util. Factor 1.00 0.95 0.88 0.95 Frpb, ped/bikes 0.99 1.00 0.91 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 1.00 0.85 0.98 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1588 2693 2129 3038 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1588 2693 2129 3038 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 74 126 600 47 311 42 RTOR Reduction (vph) 47 09000 Lane Group Flow (vph) 27 126 638 0 353 0 Confl. Peds. (#/hr) 69 69 Confl. Bikes (#/hr) 4 Heavy Vehicles (%) 2% 27% 18% 18% 11% 11% Bus Blockages (#/hr) 0 10 0000 Turn Type Perm NA Perm NA Protected Phases 2 8 Permitted Phases 4 6 Actuated Green, G (s) 23.0 31.0 31.0 22.0 Effective Green, g (s) 23.0 32.0 32.0 23.0 Actuated g/C Ratio 0.37 0.52 0.52 0.37 Clearance Time (s) 3.0 5.0 5.0 4.0 Vehicle Extension (s) 3.0 4.5 4.5 3.0 Lane Grp Cap (vph) 589 1389 1098 1127 v/s Ratio Prot 0.05 c0.12 v/s Ratio Perm 0.02 c0.30 v/c Ratio 0.05 0.09 0.58 0.31 Uniform Delay, d1 12.5 7.6 10.4 13.9 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.1 2.2 0.2 Delay (s) 12.5 7.7 12.6 14.0 Level of Service B A B B Approach Delay (s) 7.7 14.0 Approach LOS A B Intersection Summary HCM 2000 Control Delay 12.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 50.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 10: Boren Ave & Howell St Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 815 10 00003902151557900 Future Volume (veh/h) 30 815 10 00003902151557900 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.89 1.00 0.79 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.86 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1598 1710 0 1693 1710 1676 1676 0 Adj Flow Rate, veh/h 31 840 10 0 402 222 160 814 0 Adj No. of Lanes 0 3 0 020120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 7 0 011220 Cap, veh/h 69 1990 24 0 498 266 197 1397 0 Arrive On Green 0.47 0.47 0.47 0.00 0.27 0.27 0.12 0.44 0.00 Sat Flow, veh/h 146 4211 52 0 1925 984 1597 3269 0 Grp Volume(v), veh/h 337 280 263 0 350 274 160 814 0 Grp Sat Flow(s),veh/h/ln 1591 1454 1364 0 1608 1216 1597 1593 0 Q Serve(g_s), s 12.8 11.3 11.4 0.0 18.2 19.2 8.8 17.3 0.0 Cycle Q Clear(g_c), s 12.8 11.3 11.4 0.0 18.2 19.2 8.8 17.3 0.0 Prop In Lane 0.09 0.04 0.00 0.81 1.00 0.00 Lane Grp Cap(c), veh/h 752 687 644 0 435 329 197 1397 0 V/C Ratio(X) 0.45 0.41 0.41 0.00 0.80 0.83 0.81 0.58 0.00 Avail Cap(c_a), veh/h 752 687 644 0 465 351 248 1557 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 0.60 0.60 0.00 Uniform Delay (d), s/veh 15.9 15.5 15.5 0.0 30.6 31.1 38.4 19.0 0.0 Incr Delay (d2), s/veh 1.9 1.8 1.9 0.0 9.4 15.0 7.4 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.0 4.9 4.6 0.0 9.2 7.8 4.3 7.6 0.0 LnGrp Delay(d),s/veh 17.8 17.3 17.4 0.0 40.0 46.1 45.8 19.3 0.0 LnGrp LOS B B B D D D B Approach Vol, veh/h 881 624 974 Approach Delay, s/veh 17.5 42.7 23.7 Approach LOS B D C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 46.5 43.5 15.1 28.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 37.5 43.5 13.5 25.5 Max Q Clear Time (g_c+I1), s 14.8 19.3 10.8 21.2 Green Ext Time (p_c), s 3.7 7.8 0.0 2.7 Intersection Summary HCM 2010 Ctrl Delay 26.3 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 11: Minor Ave & Howell St Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 25 1260 5000025210115550 Future Volume (veh/h) 25 1260 5000025210115550 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.87 1.00 0.81 0.89 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1629 1710 0 1660 1660 1710 1693 0 Adj Flow Rate, veh/h 26 1312 5 0 26 219 120 57 0 Adj No. of Lanes 0 3 0 011010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 5 0 033110 Cap, veh/h 58 3103 12 0 405 252 229 96 0 Arrive On Green 0.67 0.67 0.67 0.00 0.24 0.24 0.41 0.41 0.00 Sat Flow, veh/h 86 4624 18 0 1660 1034 689 393 0 Grp Volume(v), veh/h 490 407 446 0 26 219 177 0 0 Grp Sat Flow(s),veh/h/ln 1624 1482 1622 0 1660 1034 1082 0 0 Q Serve(g_s), s 14.2 12.5 12.5 0.0 1.2 20.3 11.9 0.0 0.0 Cycle Q Clear(g_c), s 14.2 12.5 12.5 0.0 1.2 20.3 13.1 0.0 0.0 Prop In Lane 0.05 0.01 0.00 1.00 0.68 0.00 Lane Grp Cap(c), veh/h 1090 994 1089 0 405 252 324 0 0 V/C Ratio(X) 0.45 0.41 0.41 0.00 0.06 0.87 0.55 0.00 0.00 Avail Cap(c_a), veh/h 1090 994 1089 0 739 460 539 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.67 1.67 1.00 Upstream Filter(I) 0.82 0.82 0.82 0.00 1.00 1.00 0.96 0.00 0.00 Uniform Delay (d), s/veh 7.8 7.5 7.5 0.0 29.0 36.3 26.2 0.0 0.0 Incr Delay (d2), s/veh 1.1 1.0 0.9 0.0 0.0 3.6 0.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.6 5.4 5.9 0.0 0.6 6.0 4.0 0.0 0.0 LnGrp Delay(d),s/veh 8.9 8.5 8.4 0.0 29.1 39.8 26.7 0.0 0.0 LnGrp LOS A A A C D C Approach Vol, veh/h 1343 245 177 Approach Delay, s/veh 8.6 38.7 26.7 Approach LOS A D C Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 71.1 28.9 28.9 Change Period (Y+Rc), s 4.5 5.5 5.5 Max Green Setting (Gmax), s 46.5 43.5 43.5 Max Q Clear Time (g_c+I1), s 16.2 15.1 22.3 Green Ext Time (p_c), s 6.7 1.1 1.1 Intersection Summary HCM 2010 Ctrl Delay 14.6 HCM 2010 LOS B

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 12: I-5 SB On-Ramp/Yale Ave & Howell St Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 975 635 000000307750 Future Volume (veh/h) 40 975 635 000000307750 Number 5 2 12 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1644 1644 1609 1440 0 Adj Flow Rate, veh/h 42 1016 661 31 807 0 Adj No. of Lanes 0 2 1 1 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 4 4 2 2 0 Cap, veh/h 81 1699 722 609 516 0 Arrive On Green 0.57 0.57 0.57 0.36 0.36 0.00 Sat Flow, veh/h 84 2955 1256 1533 1440 0 Grp Volume(v), veh/h 566 492 661 31 807 0 Grp Sat Flow(s),veh/h/ln 1617 1421 1256 1533 1440 0 Q Serve(g_s), s 6.7 27.0 56.7 1.6 43.0 0.0 Cycle Q Clear(g_c), s 27.0 27.0 56.7 1.6 43.0 0.0 Prop In Lane 0.07 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 962 817 722 609 516 0 V/C Ratio(X) 0.59 0.60 0.92 0.05 1.56 0.00 Avail Cap(c_a), veh/h 962 817 722 609 516 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.80 0.80 0.80 1.00 1.00 0.00 Uniform Delay (d), s/veh 16.5 16.6 22.9 25.2 38.5 0.0 Incr Delay (d2), s/veh 2.1 2.6 15.4 0.1 263.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.7 11.1 22.6 0.7 54.8 0.0 LnGrp Delay(d),s/veh 18.7 19.2 38.3 25.3 301.6 0.0 LnGrp LOS B B D C F Approach Vol, veh/h 1719 838 Approach Delay, s/veh 26.4 291.4 Approach LOS C F Timer 12345678 Assigned Phs 2 4 Phs Duration (G+Y+Rc), s 73.0 47.0 Change Period (Y+Rc), s 4.5 4.5 Max Green Setting (Gmax), s 68.5 42.5 Max Q Clear Time (g_c+I1), s 58.7 45.0 Green Ext Time (p_c), s 9.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 113.2 HCM 2010 LOS F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 13: Bellevue Ave & Denny Way Existing (2015) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 490 45 5 525 10 105 165 10 5 130 100 Future Volume (veh/h) 45 490 45 5 525 10 105 165 10 5 130 100 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.98 0.89 0.99 0.87 1.00 0.84 1.00 0.86 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1900 1900 1900 1845 1900 Adj Flow Rate, veh/h 47 516 47 5 553 11 111 174 11 5 137 105 Adj No. of Lanes 020020010010 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222000333 Cap, veh/h 171 1827 165 36 2278 45 155 216 13 33 245 183 Arrive On Green 0.66 0.66 0.66 0.66 0.66 0.66 0.26 0.26 0.26 0.26 0.26 0.26 Sat Flow, veh/h 206 2764 250 8 3447 68 431 816 48 11 927 694 Grp Volume(v), veh/h 307 0 303 299 0 270 296 0 0 247 0 0 Grp Sat Flow(s),veh/h/ln 1605 0 1615 1852 0 1671 1295 0 0 1632 0 0 Q Serve(g_s), s 0.0 0.0 9.4 0.0 0.0 7.8 11.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 8.0 0.0 9.4 7.8 0.0 7.8 27.2 0.0 0.0 16.2 0.0 0.0 Prop In Lane 0.15 0.15 0.02 0.04 0.37 0.04 0.02 0.43 Lane Grp Cap(c), veh/h 1095 0 1067 1255 0 1105 383 0 0 462 0 0 V/C Ratio(X) 0.28 0.00 0.28 0.24 0.00 0.24 0.77 0.00 0.00 0.54 0.00 0.00 Avail Cap(c_a), veh/h 1095 0 1067 1255 0 1105 771 0 0 867 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 8.3 0.0 8.5 8.2 0.0 8.2 43.1 0.0 0.0 38.4 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 0.7 0.4 0.0 0.5 1.3 0.0 0.0 0.4 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.3 0.0 4.4 4.1 0.0 3.8 9.6 0.0 0.0 7.2 0.0 0.0 LnGrp Delay(d),s/veh 8.9 0.0 9.2 8.7 0.0 8.8 44.4 0.0 0.0 38.8 0.0 0.0 LnGrp LOS A A A A D D Approach Vol, veh/h 610 569 296 247 Approach Delay, s/veh 9.0 8.7 44.4 38.8 Approach LOS A A D D Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 36.2 83.8 36.2 83.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.5 48.5 62.5 48.5 Max Q Clear Time (g_c+I1), s 29.2 11.4 18.2 9.8 Green Ext Time (p_c), s 2.5 1.4 2.6 1.4 Intersection Summary HCM 2010 Ctrl Delay 19.3 HCM 2010 LOS B

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 1: Westlake Ave & Denny Way Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 15 915 15 0 975 240 45 510 65 250 455 45 Future Volume (veh/h) 15 915 15 0 975 240 45 510 65 250 455 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.78 1.00 0.80 0.80 0.58 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1881 1900 0 1881 1900 1900 1792 1900 1845 1845 1900 Adj Flow Rate, veh/h 16 953 16 0 1016 250 47 531 68 260 474 47 Adj No. of Lanes 020020020120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111011666333 Cap, veh/h 50 1294 24 0 1149 280 85 602 75 279 1443 142 Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.25 0.25 0.25 0.16 0.46 0.46 Sat Flow, veh/h 9 3037 57 0 2792 657 137 2444 305 1757 3127 307 Grp Volume(v), veh/h 511 0 474 0 670 596 352 0 294 260 263 258 Grp Sat Flow(s),veh/h/ln 1420 0 1683 0 1787 1568 1566 0 1320 1757 1752 1682 Q Serve(g_s), s 3.3 0.0 18.0 0.0 27.5 28.2 11.3 0.0 17.3 11.7 7.6 7.8 Cycle Q Clear(g_c), s 31.5 0.0 18.0 0.0 27.5 28.2 17.3 0.0 17.3 11.7 7.6 7.8 Prop In Lane 0.03 0.03 0.00 0.42 0.13 0.23 1.00 0.18 Lane Grp Cap(c), veh/h 651 0 717 0 761 668 437 0 325 279 809 776 V/C Ratio(X) 0.78 0.00 0.66 0.00 0.88 0.89 0.81 0.00 0.90 0.93 0.33 0.33 Avail Cap(c_a), veh/h 651 0 717 0 761 668 440 0 328 279 813 780 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.6 0.0 18.3 0.0 21.1 21.3 28.8 0.0 29.2 33.2 13.6 13.7 Incr Delay (d2), s/veh 9.2 0.0 4.7 0.0 13.8 16.7 10.4 0.0 26.8 36.3 0.2 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.5 0.0 9.2 0.0 16.3 15.2 8.8 0.0 8.7 8.4 3.7 3.6 LnGrp Delay(d),s/veh 27.8 0.0 23.1 0.0 34.8 38.0 39.3 0.0 56.0 69.5 13.9 13.9 LnGrp LOS C C C D D EEBB Approach Vol, veh/h 985 1266 646 781 Approach Delay, s/veh 25.5 36.3 46.9 32.4 Approach LOS CDDC Timer 12345678 Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 17.2 24.2 38.6 41.4 38.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.7 19.9 33.9 37.1 33.9 Max Q Clear Time (g_c+I1), s 13.7 19.3 33.5 9.8 30.2 Green Ext Time (p_c), s 0.0 0.4 0.4 9.1 3.4 Intersection Summary HCM 2010 Ctrl Delay 34.5 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 2: Fairview Ave N & Denny Way Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 690 5 65 695 90 425 575 150 300 425 135 Future Volume (veh/h) 130 690 5 65 695 90 425 575 150 300 425 135 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 0.78 1.00 0.75 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 Adj Sat Flow, veh/h/ln 1693 1693 1710 1693 1693 1710 1609 1676 1710 1744 1676 1710 Adj Flow Rate, veh/h 134 711 5 67 716 93 438 593 155 309 438 139 Adj No. of Lanes 120120220120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 111111222222 Cap, veh/h 161 1098 8 120 856 111 543 627 163 332 572 176 Arrive On Green 0.10 0.34 0.33 0.07 0.31 0.31 0.06 0.09 0.09 0.20 0.29 0.28 Sat Flow, veh/h 1612 3268 23 1612 2761 358 2974 2323 603 1661 1993 612 Grp Volume(v), veh/h 134 350 366 67 417 392 438 405 343 309 347 230 Grp Sat Flow(s),veh/h/ln 1612 1608 1682 1612 1608 1511 1487 1593 1333 1661 1593 1012 Q Serve(g_s), s 8.2 18.5 18.5 4.0 24.1 24.2 14.5 25.3 25.6 18.3 19.9 21.0 Cycle Q Clear(g_c), s 8.2 18.5 18.5 4.0 24.1 24.2 14.5 25.3 25.6 18.3 19.9 21.0 Prop In Lane 1.00 0.01 1.00 0.24 1.00 0.45 1.00 0.60 Lane Grp Cap(c), veh/h 161 540 565 120 499 468 543 430 360 332 458 291 V/C Ratio(X) 0.83 0.65 0.65 0.56 0.84 0.84 0.81 0.94 0.95 0.93 0.76 0.79 Avail Cap(c_a), veh/h 161 540 565 145 499 468 565 430 360 332 458 291 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.58 0.58 0.58 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.2 28.2 28.2 44.7 32.1 32.2 45.2 44.8 44.9 39.3 32.5 33.0 Incr Delay (d2), s/veh 29.2 5.9 5.7 4.1 15.2 16.3 4.9 20.3 25.0 32.0 7.2 13.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.0 9.1 9.4 1.9 12.8 12.1 6.4 13.6 12.0 11.4 9.6 6.9 LnGrp Delay(d),s/veh 73.3 34.1 33.9 48.8 47.3 48.5 50.2 65.1 70.0 71.3 39.7 46.7 LnGrp LOS E CCDDDDEEEDD Approach Vol, veh/h 850 876 1186 886 Approach Delay, s/veh 40.2 48.0 61.0 52.5 Approach LOS D D E D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 13.0 34.0 21.3 31.7 10.4 36.6 23.0 30.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 29.5 17.5 26.5 7.5 30.5 18.5 25.5 Max Q Clear Time (g_c+I1), s 10.2 26.2 16.5 23.0 6.0 20.5 20.3 27.6 Green Ext Time (p_c), s 0.0 2.1 0.2 2.1 0.0 4.9 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 51.4 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 3: Fairview Ave N & Boren Ave Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 330 40 0 0 515 0 610 285 295 195 5 Future Volume (vph) 25 330 40 0 0 515 0 610 285 295 195 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 10 11 10 10 10 10 10 10 9 10 10 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.95 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.96 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.99 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 0.99 Satd. Flow (prot) 1497 2364 2735 1336 1425 Flt Permitted 1.00 1.00 1.00 0.95 0.99 Satd. Flow (perm) 1497 2364 2735 1336 1425 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 26 340 41 0 0 531 0 629 294 304 201 5 RTOR Reduction (vph) 04000340550010 Lane Group Flow (vph) 0 403 0 0 0 497 0 868 0 249 260 0 Confl. Peds. (#/hr) 4 119 119 4 227 81 81 227 Confl. Bikes (#/hr) 1 1 10 6 Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 4% 4% 4% Turn Type Perm NA pt+ov NA Split NA Protected Phases 2 1 2 3 1 1 Permitted Phases 2 1 2 Actuated Green, G (s) 28.8 57.8 33.2 24.5 24.5 Effective Green, g (s) 28.8 57.8 33.2 24.5 24.5 Actuated g/C Ratio 0.29 0.58 0.33 0.24 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 431 1366 908 327 349 v/s Ratio Prot 0.21 c0.32 c0.19 0.18 v/s Ratio Perm 0.27 v/c Ratio 0.93 0.36 0.96 0.76 0.75 Uniform Delay, d1 34.7 11.3 32.7 35.0 34.9 Progression Factor 1.00 0.99 1.00 0.63 0.63 Incremental Delay, d2 27.4 0.2 19.7 9.9 8.7 Delay (s) 62.1 11.3 52.4 32.0 30.7 Level of Service E B D C C Approach Delay (s) 62.1 11.3 52.4 31.3 Approach LOS E B D C Intersection Summary HCM 2000 Control Delay 40.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 87.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 4: Denny Way & Minor Ave Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Intersection Int Delay, s/veh 25.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 1220 75 15 735 40 10 10 25 15 10 50 Future Vol, veh/h 15 1220 75 15 735 40 10 10 25 15 10 50 Conflicting Peds, #/hr 119 0 53 57 0 123 53 0 57 123 0 119 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 1 1 1 9 9 9 2 2 2 Mvmt Flow 16 1312 81 16 790 43 11 11 27 16 11 54

Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 956 0 0 1449 0 0 1993 2430 876 1784 2449 659 Stage 1 ------1441 1441 - 967 967 - Stage 2 ------552 989 - 817 1482 - Critical Hdwy 4.14 - - 4.12 - - 7.68 6.68 7.08 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.68 5.68 - 6.54 5.54 - Critical Hdwy Stg 2 ------6.68 5.68 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.21 - - 3.59 4.09 3.39 3.52 4.02 3.32 Pot Cap-1 Maneuver 715 - - 468 - - 33 29 278 52 31 406 Stage 1 ------130 184 - 273 331 - Stage 2 ------468 308 - 337 187 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 644 - - 420 - - 13 20 238 19 22 328 Mov Cap-2 Maneuver ------13 20 - 19 22 - Stage 1 ------110 155 - 217 276 - Stage 2 ------314 257 - 221 158 -

Approach EB WB NB SB HCM Control Delay, s 0.7 0.7 $ 507.1 $ 421.7 HCM LOS F F

Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 33 644 - - 420 - - 54 HCM Lane V/C Ratio 1.466 0.025 - - 0.038 - - 1.493 HCM Control Delay (s) $ 507.1 10.7 0.6 - 13.9 0.5 -$ 421.7 HCM Lane LOS F B A - B A - F HCM 95th %tile Q(veh) 5.3 0.1 - - 0.1 - - 7.4 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 5: Boren Ave & Stewart St Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 305 650 110 60 390 0 0 895 60 Future Volume (veh/h) 0 0 0 305 650 110 60 390 0 0 895 60 Number 7 4 14 1 6 16 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1474 1474 1474 1676 1676 0 0 1660 1710 Adj Flow Rate, veh/h 328 699 118 65 419 0 0 962 65 Adj No. of Lanes 121120020 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 16 16 16 220033 Cap, veh/h 516 1176 410 112 1593 0 0 1169 79 Arrive On Green 0.14 0.14 0.14 0.07 0.50 0.00 0.00 0.13 0.13 Sat Flow, veh/h 1228 2801 988 1597 3269 0 0 3079 202 Grp Volume(v), veh/h 328 699 118 65 419 0 0 506 521 Grp Sat Flow(s),veh/h/ln 1228 1400 988 1597 1593 0 0 1577 1621 Q Serve(g_s), s 25.2 23.4 10.7 3.9 7.6 0.0 0.0 31.3 31.3 Cycle Q Clear(g_c), s 25.2 23.4 10.7 3.9 7.6 0.0 0.0 31.3 31.3 Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12 Lane Grp Cap(c), veh/h 516 1176 410 112 1593 0 0 615 632 V/C Ratio(X) 0.64 0.59 0.29 0.58 0.26 0.00 0.00 0.82 0.82 Avail Cap(c_a), veh/h 516 1176 410 112 1593 0 0 615 632 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 35.8 35.1 29.9 45.1 14.4 0.0 0.0 40.2 40.2 Incr Delay (d2), s/veh 5.9 2.2 1.8 20.2 0.4 0.0 0.0 11.9 11.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.4 9.5 3.1 2.4 3.4 0.0 0.0 15.7 16.1 LnGrp Delay(d),s/veh 41.7 37.3 31.6 65.3 14.8 0.0 0.0 52.1 51.8 LnGrp LOS D D C E B D D Approach Vol, veh/h 1145 484 1027 Approach Delay, s/veh 38.0 21.6 51.9 Approach LOS D C D Timer 12345678 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 11.0 43.0 46.0 54.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 38.5 41.5 49.5 Max Q Clear Time (g_c+I1), s 5.9 33.3 27.2 9.6 Green Ext Time (p_c), s 0.1 2.2 4.9 2.3 Intersection Summary HCM 2010 Ctrl Delay 40.4 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 6: Minor Ave & Stewart St Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 160 880 140 70 35 0 0 255 105 Future Volume (veh/h) 0 0 0 160 880 140 70 35 0 0 255 105 Number 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 1.00 1.00 0.92 Parking Bus, Adj 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1513 1710 1710 1583 0 0 1598 1710 Adj Flow Rate, veh/h 174 957 152 76 38 0 0 277 114 Adj No. of Lanes 030010010 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 13 0880077 Cap, veh/h 264 1553 253 180 76 0 0 417 172 Arrive On Green 0.17 0.17 0.17 0.40 0.40 0.00 0.00 0.40 0.40 Sat Flow, veh/h 510 3001 489 303 191 0 0 1047 431 Grp Volume(v), veh/h 456 427 400 114 0000391 Grp Sat Flow(s),veh/h/ln 1336 1377 1286 494 00001479 Q Serve(g_s), s 32.0 28.8 28.9 8.8 0.0 0.0 0.0 0.0 21.8 Cycle Q Clear(g_c), s 32.0 28.8 28.9 30.6 0.0 0.0 0.0 0.0 21.8 Prop In Lane 0.38 0.38 0.67 0.00 0.00 0.29 Lane Grp Cap(c), veh/h 691 713 665 256 0000588 V/C Ratio(X) 0.66 0.60 0.60 0.44 0.00 0.00 0.00 0.00 0.66 Avail Cap(c_a), veh/h 691 713 665 256 0000588 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 33.4 32.1 32.1 33.7 0.0 0.0 0.0 0.0 24.8 Incr Delay (d2), s/veh 4.9 3.7 4.0 5.5 0.0 0.0 0.0 0.0 5.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.8 11.7 11.0 3.2 0.0 0.0 0.0 0.0 9.8 LnGrp Delay(d),s/veh 38.3 35.8 36.1 39.2 0.0 0.0 0.0 0.0 30.6 LnGrp LOS DDDD C Approach Vol, veh/h 1283 114 391 Approach Delay, s/veh 36.8 39.2 30.6 Approach LOS D D C Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 56.0 44.5 44.5 Change Period (Y+Rc), s 4.5 4.5 * 4.5 Max Green Setting (Gmax), s 51.5 39.5 * 40 Max Q Clear Time (g_c+I1), s 34.0 32.6 23.8 Green Ext Time (p_c), s 5.8 1.9 3.1 Intersection Summary HCM 2010 Ctrl Delay 35.6 HCM 2010 LOS D Notes

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 7: Yale Ave & Stewart St Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 495 1095 0 45 10 0 0 295 20 Future Volume (vph) 0 0 0 495 1095 0 45 10 0 0 295 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1700 1900 Lane Width 12 12 12 10 10 10 11 11 11 11 11 11 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.43 1.00 0.85 1.00 Frt 1.00 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.96 1.00 Satd. Flow (prot) 592 3997 1353 2671 Flt Permitted 0.95 1.00 0.63 1.00 Satd. Flow (perm) 592 3997 880 2671 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 527 1165 0 48 11 0 0 314 21 RTOR Reduction (vph) 000000000050 Lane Group Flow (vph) 0 0 0 527 1165 0 0 59 0 0 330 0 Confl. Peds. (#/hr) 501 279 279 501 262 212 212 262 Confl. Bikes (#/hr) 1 24 Heavy Vehicles (%) 0% 0% 0% 9% 9% 9% 0% 0% 0% 2% 2% 2% Parking (#/hr) 0 Turn Type Perm NA Perm NA NA Protected Phases 1 2 3 3 Permitted Phases 1 2 3 Actuated Green, G (s) 64.5 64.5 22.5 22.5 Effective Green, g (s) 65.0 65.0 23.0 23.0 Actuated g/C Ratio 0.65 0.65 0.23 0.23 Clearance Time (s) 4.5 4.5 Lane Grp Cap (vph) 384 2598 202 614 v/s Ratio Prot 0.29 c0.12 v/s Ratio Perm c0.89 0.07 v/c Ratio 1.37 0.45 0.29 0.54 Uniform Delay, d1 17.5 8.6 31.8 33.8 Progression Factor 0.55 0.17 1.00 0.85 Incremental Delay, d2 175.8 0.3 3.6 2.6 Delay (s) 185.4 1.8 35.4 31.4 Level of Service F A D C Approach Delay (s) 0.0 58.9 35.4 31.4 Approach LOS A E D C Intersection Summary HCM 2000 Control Delay 53.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.21 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 8: Stewart St & Denny Way Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 740 30 445 745 0000851120 65 Future Volume (vph) 0 740 30 445 745 0000851120 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 10 10 10 10 11 12 12 12 10 10 10 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.86 Frpb, ped/bikes 0.99 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 0.98 Frt 0.99 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 1.00 Satd. Flow (prot) 2946 1501 1580 4664 Flt Permitted 1.00 0.95 1.00 1.00 Satd. Flow (perm) 2946 1501 1580 4664 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 771 31 464 776 0000891167 68 RTOR Reduction (vph) 000000000070 Lane Group Flow (vph) 0 802 0 464 776 000001317 0 Confl. Peds. (#/hr) 150 267 267 150 478 153 153 478 Confl. Bikes (#/hr) 2 11 1 23 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 0% 0% 0% 10% 10% 10% Turn Type NA Prot NA Perm NA Protected Phases 3 2 5! 1! Permitted Phases 1! Actuated Green, G (s) 22.5 22.5 70.5 37.5 Effective Green, g (s) 23.0 27.0 71.0 38.0 Actuated g/C Ratio 0.23 0.27 0.71 0.38 Clearance Time (s) 4.5 8.5 4.5 4.5 Lane Grp Cap (vph) 677 405 1121 1772 v/s Ratio Prot c0.27 c0.31 0.49 v/s Ratio Perm 0.28 v/c Ratio 1.18 1.15 0.69 0.74 Uniform Delay, d1 38.5 36.5 8.3 26.8 Progression Factor 0.87 1.00 1.00 1.00 Incremental Delay, d2 94.9 90.8 3.5 2.9 Delay (s) 128.4 127.3 11.8 29.6 Level of Service F F B C Approach Delay (s) 128.4 55.0 0.0 29.6 Approach LOS F E A C Intersection Summary HCM 2000 Control Delay 62.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.99 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.5 Intersection Capacity Utilization 84.3% ICU Level of Service E Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 9: Stewart St/I-5 SB Off-Ramp & Eastlake Ave Future& John (2021) St Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBR2 NBT SBR SBR2 SWT SWR Lane Configurations Traffic Volume (vph) 70 130 640 80 570 65 Future Volume (vph) 70 130 640 80 570 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 11 11 11 11 11 Total Lost time (s) 3.0 4.0 4.0 3.0 Lane Util. Factor 1.00 0.95 0.88 0.95 Frpb, ped/bikes 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 1.00 0.85 0.98 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1611 2693 2122 3096 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1611 2693 2122 3096 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 74 137 674 84 600 68 RTOR Reduction (vph) 46 0 14 0 0 0 Lane Group Flow (vph) 28 137 744 0 668 0 Confl. Peds. (#/hr) 69 Confl. Bikes (#/hr) 4 Heavy Vehicles (%) 2% 27% 18% 18% 11% 11% Bus Blockages (#/hr) 0 10 0000 Turn Type Perm NA Perm NA Protected Phases 2 8 Permitted Phases 4 6 Actuated Green, G (s) 23.2 30.8 30.8 22.2 Effective Green, g (s) 23.2 31.8 31.8 23.2 Actuated g/C Ratio 0.37 0.51 0.51 0.37 Clearance Time (s) 3.0 5.0 5.0 4.0 Vehicle Extension (s) 3.0 4.5 4.5 3.0 Lane Grp Cap (vph) 602 1381 1088 1158 v/s Ratio Prot 0.05 c0.22 v/s Ratio Perm 0.02 c0.35 v/c Ratio 0.05 0.10 0.68 0.58 Uniform Delay, d1 12.4 7.7 11.3 15.5 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.1 3.5 0.7 Delay (s) 12.4 7.9 14.8 16.2 Level of Service B A B B Approach Delay (s) 7.9 16.2 Approach LOS A B Intersection Summary HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 57.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 10: Boren Ave & Howell St Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 1200 125 00004202651759600 Future Volume (veh/h) 30 1200 125 00004202651759600 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.88 1.00 0.80 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.86 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1598 1710 0 1693 1710 1676 1676 0 Adj Flow Rate, veh/h 31 1237 129 0 433 273 180 990 0 Adj No. of Lanes 0 3 0 020120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 7 0 011220 Cap, veh/h 40 1688 183 0 494 305 218 1484 0 Arrive On Green 0.45 0.45 0.44 0.00 0.29 0.28 0.14 0.47 0.00 Sat Flow, veh/h 90 3792 411 0 1817 1070 1597 3269 0 Grp Volume(v), veh/h 550 456 391 0 401 305 180 990 0 Grp Sat Flow(s),veh/h/ln 1594 1454 1245 0 1608 1194 1597 1593 0 Q Serve(g_s), s 26.3 22.8 22.9 0.0 21.4 22.1 9.9 21.7 0.0 Cycle Q Clear(g_c), s 26.3 22.8 22.9 0.0 21.4 22.1 9.9 21.7 0.0 Prop In Lane 0.06 0.33 0.00 0.90 1.00 0.00 Lane Grp Cap(c), veh/h 709 647 554 0 459 341 218 1484 0 V/C Ratio(X) 0.77 0.71 0.71 0.00 0.87 0.89 0.83 0.67 0.00 Avail Cap(c_a), veh/h 709 647 554 0 465 345 248 1557 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 0.42 0.42 0.00 Uniform Delay (d), s/veh 21.2 20.2 20.3 0.0 30.6 31.1 37.8 18.6 0.0 Incr Delay (d2), s/veh 8.1 6.3 7.4 0.0 16.6 24.2 7.5 0.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.0 10.3 9.0 0.0 11.6 9.6 4.8 9.6 0.0 LnGrp Delay(d),s/veh 29.2 26.5 27.6 0.0 47.3 55.3 45.3 19.1 0.0 LnGrp LOS C C C D E D B Approach Vol, veh/h 1397 706 1170 Approach Delay, s/veh 27.9 50.7 23.1 Approach LOS C D C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 44.1 45.9 16.3 29.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 37.5 43.5 13.5 25.5 Max Q Clear Time (g_c+I1), s 28.3 23.7 11.9 24.1 Green Ext Time (p_c), s 4.4 8.9 0.0 1.1 Intersection Summary HCM 2010 Ctrl Delay 31.1 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 11: Minor Ave & Howell St Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 55 1675 10 0000652152201450 Future Volume (veh/h) 55 1675 10 0000652152201450 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.85 1.00 0.88 0.94 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1629 1710 0 1660 1660 1710 1693 0 Adj Flow Rate, veh/h 57 1745 10 0 68 224 229 151 0 Adj No. of Lanes 0 3 0 011010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 5 0 033110 Cap, veh/h 75 2444 14 0 628 421 297 164 0 Arrive On Green 0.54 0.54 0.53 0.00 0.38 0.38 0.63 0.63 0.00 Sat Flow, veh/h 140 4555 27 0 1660 1112 633 433 0 Grp Volume(v), veh/h 661 550 601 0 68 224 380 0 0 Grp Sat Flow(s),veh/h/ln 1622 1482 1618 0 1660 1112 1065 0 0 Q Serve(g_s), s 31.9 27.3 27.4 0.0 2.7 15.7 30.5 0.0 0.0 Cycle Q Clear(g_c), s 31.9 27.3 27.4 0.0 2.7 15.7 33.1 0.0 0.0 Prop In Lane 0.09 0.02 0.00 1.00 0.60 0.00 Lane Grp Cap(c), veh/h 870 795 868 0 628 421 461 0 0 V/C Ratio(X) 0.76 0.69 0.69 0.00 0.11 0.53 0.82 0.00 0.00 Avail Cap(c_a), veh/h 870 795 868 0 872 584 626 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.67 1.67 1.00 Upstream Filter(I) 0.41 0.41 0.41 0.00 1.00 1.00 0.71 0.00 0.00 Uniform Delay (d), s/veh 18.1 17.1 17.1 0.0 20.1 24.2 18.5 0.0 0.0 Incr Delay (d2), s/veh 2.6 2.1 1.9 0.0 0.0 0.4 3.4 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 14.8 11.6 12.6 0.0 1.2 4.8 9.9 0.0 0.0 LnGrp Delay(d),s/veh 20.8 19.1 19.0 0.0 20.2 24.6 21.9 0.0 0.0 LnGrp LOS C B B C C C Approach Vol, veh/h 1812 292 380 Approach Delay, s/veh 19.7 23.5 21.9 Approach LOS B C C Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 57.6 42.4 42.4 Change Period (Y+Rc), s 4.5 5.5 5.5 Max Green Setting (Gmax), s 38.5 51.5 51.5 Max Q Clear Time (g_c+I1), s 33.9 35.1 17.7 Green Ext Time (p_c), s 3.2 1.7 1.8 Intersection Summary HCM 2010 Ctrl Delay 20.5 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 12: I-5 SB On-Ramp/Yale Ave & Howell St Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 1010 1130 000000308300 Future Volume (veh/h) 40 1010 1130 000000308300 Number 5 2 12 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1644 1644 1609 1440 0 Adj Flow Rate, veh/h 42 1052 1177 31 865 0 Adj No. of Lanes 0 2 1 1 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 4 4 2 2 0 Cap, veh/h 79 1701 722 609 516 0 Arrive On Green 0.57 0.57 0.57 0.36 0.36 0.00 Sat Flow, veh/h 81 2959 1256 1533 1440 0 Grp Volume(v), veh/h 587 507 1177 31 865 0 Grp Sat Flow(s),veh/h/ln 1618 1421 1256 1533 1440 0 Q Serve(g_s), s 8.3 28.2 69.0 1.6 43.0 0.0 Cycle Q Clear(g_c), s 28.6 28.2 69.0 1.6 43.0 0.0 Prop In Lane 0.07 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 963 817 722 609 516 0 V/C Ratio(X) 0.61 0.62 1.63 0.05 1.68 0.00 Avail Cap(c_a), veh/h 963 817 722 609 516 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.28 0.28 0.28 1.00 1.00 0.00 Uniform Delay (d), s/veh 16.9 16.8 25.5 25.2 38.5 0.0 Incr Delay (d2), s/veh 0.8 1.0 285.2 0.1 312.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.1 11.2 80.9 0.7 61.9 0.0 LnGrp Delay(d),s/veh 17.7 17.8 310.7 25.3 351.3 0.0 LnGrp LOS B B F C F Approach Vol, veh/h 2271 896 Approach Delay, s/veh 169.6 340.0 Approach LOS F F Timer 12345678 Assigned Phs 2 4 Phs Duration (G+Y+Rc), s 73.0 47.0 Change Period (Y+Rc), s 4.5 4.5 Max Green Setting (Gmax), s 68.5 42.5 Max Q Clear Time (g_c+I1), s 71.0 45.0 Green Ext Time (p_c), s 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 217.8 HCM 2010 LOS F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 13: Bellevue Ave & Denny Way Future (2021) Without-Project (True Baseline) Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 690 100 5 685 10 340 170 10 5 135 105 Future Volume (veh/h) 45 690 100 5 685 10 340 170 10 5 135 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 0.82 0.99 0.91 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1900 1900 1900 1845 1900 Adj Flow Rate, veh/h 47 726 105 5 721 11 358 179 11 5 142 111 Adj No. of Lanes 020020010010 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222000333 Cap, veh/h 82 1159 171 33 1543 23 428 189 12 35 455 347 Arrive On Green 0.45 0.45 0.45 0.45 0.45 0.45 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 110 2602 385 6 3466 53 790 395 24 10 949 724 Grp Volume(v), veh/h 457 0 421 387 0 350 548 0 0 258 0 0 Grp Sat Flow(s),veh/h/ln 1556 0 1541 1852 0 1672 1209 0 0 1682 0 0 Q Serve(g_s), s 11.1 0.0 25.0 0.0 0.0 17.6 41.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 28.7 0.0 25.0 17.5 0.0 17.6 52.6 0.0 0.0 11.6 0.0 0.0 Prop In Lane 0.10 0.25 0.01 0.03 0.65 0.02 0.02 0.43 Lane Grp Cap(c), veh/h 726 0 686 855 0 745 629 0 0 838 0 0 V/C Ratio(X) 0.63 0.00 0.61 0.45 0.00 0.47 0.87 0.00 0.00 0.31 0.00 0.00 Avail Cap(c_a), veh/h 726 0 686 855 0 745 705 0 0 932 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 25.8 0.0 25.4 23.3 0.0 23.3 31.8 0.0 0.0 19.3 0.0 0.0 Incr Delay (d2), s/veh 4.1 0.0 4.1 1.7 0.0 2.1 9.7 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.8 0.0 11.4 9.3 0.0 8.5 19.1 0.0 0.0 5.2 0.0 0.0 LnGrp Delay(d),s/veh 29.9 0.0 29.4 25.0 0.0 25.5 41.6 0.0 0.0 19.3 0.0 0.0 LnGrp LOS C C C C D B Approach Vol, veh/h 878 737 548 258 Approach Delay, s/veh 29.7 25.2 41.6 19.3 Approach LOS C C D B Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 62.1 57.9 62.1 57.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 64.5 46.5 64.5 46.5 Max Q Clear Time (g_c+I1), s 54.6 30.7 13.6 19.6 Green Ext Time (p_c), s 3.0 2.0 4.5 2.1 Intersection Summary HCM 2010 Ctrl Delay 29.9 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 1: Westlake Ave & Denny Way Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 15 950 15 0 1000 250 45 510 65 265 455 45 Future Volume (veh/h) 15 950 15 0 1000 250 45 510 65 265 455 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.78 1.00 0.80 0.80 0.58 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1881 1900 0 1881 1900 1900 1792 1900 1845 1845 1900 Adj Flow Rate, veh/h 16 990 16 0 1042 260 47 531 68 276 474 47 Adj No. of Lanes 020020020120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111011666333 Cap, veh/h 49 1265 23 0 1146 282 85 602 75 279 1443 142 Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.25 0.25 0.25 0.16 0.46 0.46 Sat Flow, veh/h 7 2970 55 0 2784 663 137 2444 305 1757 3127 307 Grp Volume(v), veh/h 530 0 492 0 688 614 352 0 294 276 263 258 Grp Sat Flow(s),veh/h/ln 1347 0 1684 0 1787 1566 1566 0 1320 1757 1752 1682 Q Serve(g_s), s 4.2 0.0 19.0 0.0 28.7 29.7 11.3 0.0 17.3 12.5 7.6 7.8 Cycle Q Clear(g_c), s 33.8 0.0 19.0 0.0 28.7 29.7 17.3 0.0 17.3 12.5 7.6 7.8 Prop In Lane 0.03 0.03 0.00 0.42 0.13 0.23 1.00 0.18 Lane Grp Cap(c), veh/h 620 0 718 0 761 667 437 0 325 279 809 776 V/C Ratio(X) 0.85 0.00 0.69 0.00 0.90 0.92 0.81 0.00 0.90 0.99 0.33 0.33 Avail Cap(c_a), veh/h 620 0 718 0 761 667 440 0 328 279 813 780 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.1 0.0 18.6 0.0 21.4 21.7 28.8 0.0 29.2 33.6 13.6 13.7 Incr Delay (d2), s/veh 14.0 0.0 5.3 0.0 16.1 20.1 10.4 0.0 26.8 50.9 0.2 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 11.7 0.0 9.8 0.0 17.5 16.5 8.8 0.0 8.7 10.0 3.7 3.6 LnGrp Delay(d),s/veh 33.2 0.0 23.9 0.0 37.6 41.8 39.3 0.0 56.0 84.5 13.9 13.9 LnGrp LOS C C D D D E F B B Approach Vol, veh/h 1022 1302 646 797 Approach Delay, s/veh 28.7 39.6 46.9 38.3 Approach LOS CDDD Timer 12345678 Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 17.2 24.2 38.6 41.4 38.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.7 19.9 33.9 37.1 33.9 Max Q Clear Time (g_c+I1), s 14.5 19.3 35.8 9.8 31.7 Green Ext Time (p_c), s 0.0 0.4 0.0 9.1 2.1 Intersection Summary HCM 2010 Ctrl Delay 37.6 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 2: Fairview Ave N & Denny Way Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 740 5 65 695 90 460 575 150 300 425 135 Future Volume (veh/h) 130 740 5 65 695 90 460 575 150 300 425 135 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 0.78 1.00 0.75 1.00 0.76 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 Adj Sat Flow, veh/h/ln 1693 1693 1710 1693 1693 1710 1609 1676 1710 1744 1676 1710 Adj Flow Rate, veh/h 134 763 5 67 716 93 474 593 155 309 438 139 Adj No. of Lanes 120120220120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 111111222222 Cap, veh/h 161 1098 7 120 856 111 565 627 163 332 557 171 Arrive On Green 0.10 0.34 0.33 0.07 0.31 0.31 0.06 0.09 0.09 0.20 0.28 0.28 Sat Flow, veh/h 1612 3270 21 1612 2761 358 2974 2323 603 1661 1988 610 Grp Volume(v), veh/h 134 375 393 67 417 392 474 405 343 309 348 229 Grp Sat Flow(s),veh/h/ln 1612 1608 1683 1612 1608 1511 1487 1593 1333 1661 1593 1006 Q Serve(g_s), s 8.2 20.2 20.2 4.0 24.1 24.2 15.8 25.3 25.6 18.3 20.1 21.3 Cycle Q Clear(g_c), s 8.2 20.2 20.2 4.0 24.1 24.2 15.8 25.3 25.6 18.3 20.1 21.3 Prop In Lane 1.00 0.01 1.00 0.24 1.00 0.45 1.00 0.61 Lane Grp Cap(c), veh/h 161 540 565 120 499 468 565 430 360 332 446 282 V/C Ratio(X) 0.83 0.69 0.69 0.56 0.84 0.84 0.84 0.94 0.95 0.93 0.78 0.81 Avail Cap(c_a), veh/h 161 540 565 145 499 468 565 430 360 332 446 282 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.58 0.58 0.58 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.2 28.8 28.8 44.7 32.1 32.2 45.4 44.8 44.9 39.3 33.2 33.7 Incr Delay (d2), s/veh 29.2 7.2 6.9 4.1 15.2 16.3 6.6 20.3 25.0 32.0 8.6 16.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.0 10.0 10.5 1.9 12.8 12.1 7.0 13.6 12.0 11.4 9.9 7.2 LnGrp Delay(d),s/veh 73.3 36.0 35.7 48.8 47.3 48.5 52.0 65.1 69.9 71.3 41.8 50.2 LnGrp LOS E DDDDDDEEEDD Approach Vol, veh/h 902 876 1222 886 Approach Delay, s/veh 41.4 48.0 61.4 54.3 Approach LOS D D E D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 13.0 34.0 22.0 31.0 10.4 36.6 23.0 30.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 29.5 17.5 26.5 7.5 30.5 18.5 25.5 Max Q Clear Time (g_c+I1), s 10.2 26.2 17.8 23.3 6.0 22.2 20.3 27.6 Green Ext Time (p_c), s 0.0 2.1 0.0 1.9 0.0 4.5 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 52.1 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 3: Fairview Ave N & Boren Ave Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 330 40 0 0 550 0 610 285 295 195 5 Future Volume (vph) 25 330 40 0 0 550 0 610 285 295 195 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 10 11 10 10 10 10 10 10 9 10 10 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.95 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.96 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.99 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 0.99 Satd. Flow (prot) 1497 2364 2735 1336 1425 Flt Permitted 1.00 1.00 1.00 0.95 0.99 Satd. Flow (perm) 1497 2364 2735 1336 1425 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 26 340 41 0 0 567 0 629 294 304 201 5 RTOR Reduction (vph) 04000340550010 Lane Group Flow (vph) 0 403 0 0 0 533 0 868 0 249 260 0 Confl. Peds. (#/hr) 4 119 119 4 227 81 81 227 Confl. Bikes (#/hr) 1 1 10 6 Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 4% 4% 4% Turn Type Perm NA pt+ov NA Split NA Protected Phases 2 1 2 3 1 1 Permitted Phases 2 1 2 Actuated Green, G (s) 28.8 57.8 33.2 24.5 24.5 Effective Green, g (s) 28.8 57.8 33.2 24.5 24.5 Actuated g/C Ratio 0.29 0.58 0.33 0.24 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 431 1366 908 327 349 v/s Ratio Prot 0.23 c0.32 c0.19 0.18 v/s Ratio Perm 0.27 v/c Ratio 0.93 0.39 0.96 0.76 0.75 Uniform Delay, d1 34.7 11.5 32.7 35.0 34.9 Progression Factor 1.00 0.98 1.00 0.63 0.63 Incremental Delay, d2 27.4 0.2 19.7 9.8 8.5 Delay (s) 62.1 11.4 52.4 31.9 30.6 Level of Service E B D C C Approach Delay (s) 62.1 11.4 52.4 31.2 Approach LOS E B D C Intersection Summary HCM 2000 Control Delay 39.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 87.8% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 4: Denny Way & Minor Ave Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Intersection Int Delay, s/veh 50.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 1215 130 20 730 40 15 10 50 15 10 50 Future Vol, veh/h 15 1215 130 20 730 40 15 10 50 15 10 50 Conflicting Peds, #/hr 119 0 53 57 0 123 53 0 57 123 0 119 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 1 1 1 9 9 9 2 2 2 Mvmt Flow 16 1306 140 22 785 43 16 11 54 16 11 54

Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 951 0 0 1503 0 0 2026 2460 903 1786 2507 656 Stage 1 ------1466 1466 - 972 972 - Stage 2 ------560 994 - 814 1535 - Critical Hdwy 4.14 - - 4.12 - - 7.68 6.68 7.08 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.68 5.68 - 6.54 5.54 - Critical Hdwy Stg 2 ------6.68 5.68 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.21 - - 3.59 4.09 3.39 3.52 4.02 3.32 Pot Cap-1 Maneuver 718 - - 447 - - 31 27 267 51 28 408 Stage 1 ------126 179 - 271 329 - Stage 2 ------463 306 - 338 176 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 647 - - 401 - - ~ 10 18 228 ~ 14 19 330 Mov Cap-2 Maneuver ------~ 10 18 - ~ 14 19 - Stage 1 ------104 147 - 210 265 - Stage 2 ------300 246 - 185 145 -

Approach EB WB NB SB HCM Control Delay, s 0.7 1 $ 913.8 $ 616.5 HCM LOS F F

Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 33 647 - - 401 - - 43 HCM Lane V/C Ratio 2.444 0.025 - - 0.054 - - 1.875 HCM Control Delay (s) $ 913.8 10.7 0.7 - 14.5 0.7 -$ 616.5 HCM Lane LOS F B A - B A - F HCM 95th %tile Q(veh) 9.2 0.1 - - 0.2 - - 8.3 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 5: Boren Ave & Stewart St Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 310 660 110 60 390 0 0 895 60 Future Volume (veh/h) 0 0 0 310 660 110 60 390 0 0 895 60 Number 7 4 14 1 6 16 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1474 1474 1474 1676 1676 0 0 1660 1710 Adj Flow Rate, veh/h 333 710 118 65 419 0 0 962 65 Adj No. of Lanes 121120020 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 16 16 16 220033 Cap, veh/h 516 1176 410 112 1593 0 0 1169 79 Arrive On Green 0.14 0.14 0.14 0.07 0.50 0.00 0.00 0.13 0.13 Sat Flow, veh/h 1228 2801 988 1597 3269 0 0 3079 202 Grp Volume(v), veh/h 333 710 118 65 419 0 0 506 521 Grp Sat Flow(s),veh/h/ln 1228 1400 988 1597 1593 0 0 1577 1621 Q Serve(g_s), s 25.6 23.8 10.7 3.9 7.6 0.0 0.0 31.3 31.3 Cycle Q Clear(g_c), s 25.6 23.8 10.7 3.9 7.6 0.0 0.0 31.3 31.3 Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12 Lane Grp Cap(c), veh/h 516 1176 410 112 1593 0 0 615 632 V/C Ratio(X) 0.65 0.60 0.29 0.58 0.26 0.00 0.00 0.82 0.82 Avail Cap(c_a), veh/h 516 1176 410 112 1593 0 0 615 632 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 36.0 35.2 29.9 45.1 14.4 0.0 0.0 40.2 40.2 Incr Delay (d2), s/veh 6.1 2.3 1.8 20.2 0.4 0.0 0.0 11.9 11.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.6 9.6 3.1 2.4 3.4 0.0 0.0 15.7 16.1 LnGrp Delay(d),s/veh 42.1 37.5 31.6 65.3 14.8 0.0 0.0 52.1 51.8 LnGrp LOS D D C E B D D Approach Vol, veh/h 1161 484 1027 Approach Delay, s/veh 38.3 21.6 51.9 Approach LOS D C D Timer 12345678 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 11.0 43.0 46.0 54.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 38.5 41.5 49.5 Max Q Clear Time (g_c+I1), s 5.9 33.3 27.6 9.6 Green Ext Time (p_c), s 0.1 2.2 4.9 2.3 Intersection Summary HCM 2010 Ctrl Delay 40.5 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 6: Minor Ave & Stewart St Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 160 880 305 70 60 0 0 330 125 Future Volume (veh/h) 0 0 0 160 880 305 70 60 0 0 330 125 Number 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 1.00 1.00 0.92 Parking Bus, Adj 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1513 1710 1710 1583 0 0 1598 1710 Adj Flow Rate, veh/h 174 957 332 76 65 0 0 359 136 Adj No. of Lanes 030010010 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 13 0880077 Cap, veh/h 221 1289 463 108 72 0 0 429 162 Arrive On Green 0.17 0.17 0.17 0.66 0.66 0.00 0.00 0.40 0.40 Sat Flow, veh/h 427 2492 896 132 180 0 0 1077 408 Grp Volume(v), veh/h 546 510 407 141 0000495 Grp Sat Flow(s),veh/h/ln 1341 1377 1097 312 00001485 Q Serve(g_s), s 39.2 35.2 35.2 9.7 0.0 0.0 0.0 0.0 30.3 Cycle Q Clear(g_c), s 39.2 35.2 35.2 40.0 0.0 0.0 0.0 0.0 30.3 Prop In Lane 0.32 0.82 0.54 0.00 0.00 0.27 Lane Grp Cap(c), veh/h 694 713 567 179 0000591 V/C Ratio(X) 0.79 0.72 0.72 0.79 0.00 0.00 0.00 0.00 0.84 Avail Cap(c_a), veh/h 694 713 567 179 0000591 HCM Platoon Ratio 0.33 0.33 0.33 1.67 1.67 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 36.4 34.7 34.8 26.0 0.0 0.0 0.0 0.0 27.3 Incr Delay (d2), s/veh 8.8 6.1 7.6 28.5 0.0 0.0 0.0 0.0 13.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.3 14.6 11.9 5.3 0.0 0.0 0.0 0.0 14.6 LnGrp Delay(d),s/veh 45.2 40.8 42.3 54.5 0.0 0.0 0.0 0.0 40.6 LnGrp LOS DDDD D Approach Vol, veh/h 1463 141 495 Approach Delay, s/veh 42.9 54.5 40.6 Approach LOS D D D Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 56.0 44.5 44.5 Change Period (Y+Rc), s 4.5 4.5 * 4.5 Max Green Setting (Gmax), s 51.5 39.5 * 40 Max Q Clear Time (g_c+I1), s 41.2 42.0 32.3 Green Ext Time (p_c), s 5.3 0.0 2.6 Intersection Summary HCM 2010 Ctrl Delay 43.1 HCM 2010 LOS D Notes * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 7: Yale Ave & Stewart St Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 495 1260 0 45 10 0 0 295 20 Future Volume (vph) 0 0 0 495 1260 0 45 10 0 0 295 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1700 1900 Lane Width 12 12 12 10 10 10 11 11 11 11 11 11 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.43 1.00 0.85 1.00 Frt 1.00 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.96 1.00 Satd. Flow (prot) 592 3997 1353 2671 Flt Permitted 0.95 1.00 0.63 1.00 Satd. Flow (perm) 592 3997 880 2671 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 527 1340 0 48 11 0 0 314 21 RTOR Reduction (vph) 000000000050 Lane Group Flow (vph) 0 0 0 527 1340 0 0 59 0 0 330 0 Confl. Peds. (#/hr) 501 279 279 501 262 212 212 262 Confl. Bikes (#/hr) 1 24 Heavy Vehicles (%) 0% 0% 0% 9% 9% 9% 0% 0% 0% 2% 2% 2% Parking (#/hr) 0 Turn Type Perm NA Perm NA NA Protected Phases 1 2 3 3 Permitted Phases 1 2 3 Actuated Green, G (s) 64.5 64.5 22.5 22.5 Effective Green, g (s) 65.0 65.0 23.0 23.0 Actuated g/C Ratio 0.65 0.65 0.23 0.23 Clearance Time (s) 4.5 4.5 Lane Grp Cap (vph) 384 2598 202 614 v/s Ratio Prot 0.34 c0.12 v/s Ratio Perm c0.89 0.07 v/c Ratio 1.37 0.52 0.29 0.54 Uniform Delay, d1 17.5 9.2 31.8 33.8 Progression Factor 0.47 0.18 1.00 0.86 Incremental Delay, d2 172.3 0.2 3.6 2.5 Delay (s) 180.5 1.9 35.4 31.7 Level of Service F A D C Approach Delay (s) 0.0 52.3 35.4 31.7 Approach LOS A D D C Intersection Summary HCM 2000 Control Delay 48.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.21 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 8: Stewart St & Denny Way Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 755 30 555 745 0000851180 65 Future Volume (vph) 0 755 30 555 745 0000851180 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 10 10 10 10 11 12 12 12 10 10 10 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.86 Frpb, ped/bikes 0.99 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 0.98 Frt 0.99 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 1.00 Satd. Flow (prot) 2947 1501 1580 4678 Flt Permitted 1.00 0.95 1.00 1.00 Satd. Flow (perm) 2947 1501 1580 4678 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 786 31 578 776 0000891229 68 RTOR Reduction (vph) 000000000070 Lane Group Flow (vph) 0 817 0 578 776 000001379 0 Confl. Peds. (#/hr) 150 267 267 150 478 153 153 478 Confl. Bikes (#/hr) 2 11 1 23 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 0% 0% 0% 10% 10% 10% Turn Type NA Prot NA Perm NA Protected Phases 3 2 5! 1! Permitted Phases 1! Actuated Green, G (s) 22.5 22.5 70.5 37.5 Effective Green, g (s) 23.0 27.0 71.0 38.0 Actuated g/C Ratio 0.23 0.27 0.71 0.38 Clearance Time (s) 4.5 8.5 4.5 4.5 Lane Grp Cap (vph) 677 405 1121 1777 v/s Ratio Prot c0.28 c0.39 0.49 v/s Ratio Perm 0.29 v/c Ratio 1.21 1.43 0.69 0.78 Uniform Delay, d1 38.5 36.5 8.3 27.3 Progression Factor 0.88 1.00 1.00 1.00 Incremental Delay, d2 104.0 206.1 3.5 3.4 Delay (s) 138.0 242.6 11.8 30.6 Level of Service F F B C Approach Delay (s) 138.0 110.3 0.0 30.6 Approach LOS F F A C Intersection Summary HCM 2000 Control Delay 85.6 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.09 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.5 Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 9: Stewart St/I-5 SB Off-Ramp & EastlakeFuture Ave & (2021)John St Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBR2 NBT SBR SBR2 SWT SWR Lane Configurations Traffic Volume (vph) 70 130 700 80 570 65 Future Volume (vph) 70 130 700 80 570 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 11 11 11 11 11 Total Lost time (s) 3.0 4.0 4.0 3.0 Lane Util. Factor 1.00 0.95 0.88 0.95 Frpb, ped/bikes 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 1.00 0.85 0.98 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1611 2693 2122 3096 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1611 2693 2122 3096 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 74 137 737 84 600 68 RTOR Reduction (vph) 46 0 13 0 0 0 Lane Group Flow (vph) 28 137 808 0 668 0 Confl. Peds. (#/hr) 69 Confl. Bikes (#/hr) 4 Heavy Vehicles (%) 2% 27% 18% 18% 11% 11% Bus Blockages (#/hr) 0 10 0000 Turn Type Perm NA Perm NA Protected Phases 2 8 Permitted Phases 4 6 Actuated Green, G (s) 23.2 30.8 30.8 22.2 Effective Green, g (s) 23.2 31.8 31.8 23.2 Actuated g/C Ratio 0.37 0.51 0.51 0.37 Clearance Time (s) 3.0 5.0 5.0 4.0 Vehicle Extension (s) 3.0 4.5 4.5 3.0 Lane Grp Cap (vph) 602 1381 1088 1158 v/s Ratio Prot 0.05 c0.22 v/s Ratio Perm 0.02 c0.38 v/c Ratio 0.05 0.10 0.74 0.58 Uniform Delay, d1 12.4 7.7 11.9 15.5 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.1 4.6 0.7 Delay (s) 12.4 7.9 16.5 16.2 Level of Service B A B B Approach Delay (s) 7.9 16.2 Approach LOS A B Intersection Summary HCM 2000 Control Delay 15.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 59.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 10: Boren Ave & Howell St Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 1210 125 00004202751759700 Future Volume (veh/h) 30 1210 125 00004202751759700 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.88 1.00 0.80 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.86 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1598 1710 0 1693 1710 1676 1676 0 Adj Flow Rate, veh/h 31 1247 129 0 433 284 180 1000 0 Adj No. of Lanes 0 3 0 020120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 7 0 011220 Cap, veh/h 40 1684 181 0 487 313 218 1489 0 Arrive On Green 0.44 0.44 0.44 0.00 0.29 0.28 0.14 0.47 0.00 Sat Flow, veh/h 89 3796 408 0 1785 1093 1597 3269 0 Grp Volume(v), veh/h 554 460 394 0 409 308 180 1000 0 Grp Sat Flow(s),veh/h/ln 1594 1454 1246 0 1608 1185 1597 1593 0 Q Serve(g_s), s 26.6 23.1 23.2 0.0 21.9 22.5 9.9 21.9 0.0 Cycle Q Clear(g_c), s 26.6 23.1 23.2 0.0 21.9 22.5 9.9 21.9 0.0 Prop In Lane 0.06 0.33 0.00 0.92 1.00 0.00 Lane Grp Cap(c), veh/h 707 645 553 0 461 340 218 1489 0 V/C Ratio(X) 0.78 0.71 0.71 0.00 0.89 0.91 0.83 0.67 0.00 Avail Cap(c_a), veh/h 707 645 553 0 465 342 248 1557 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 0.42 0.42 0.00 Uniform Delay (d), s/veh 21.3 20.4 20.4 0.0 30.7 31.2 37.8 18.6 0.0 Incr Delay (d2), s/veh 8.5 6.6 7.6 0.0 18.3 26.5 7.4 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.3 10.4 9.1 0.0 12.0 9.9 4.8 9.7 0.0 LnGrp Delay(d),s/veh 29.8 26.9 28.1 0.0 49.1 57.6 45.3 19.1 0.0 LnGrp LOS C C C D E D B Approach Vol, veh/h 1407 717 1180 Approach Delay, s/veh 28.4 52.7 23.1 Approach LOS C D C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 43.9 46.1 16.3 29.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 37.5 43.5 13.5 25.5 Max Q Clear Time (g_c+I1), s 28.6 23.9 11.9 24.5 Green Ext Time (p_c), s 4.3 9.0 0.0 0.8 Intersection Summary HCM 2010 Ctrl Delay 31.8 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 11: Minor Ave & Howell St Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 80 1675 10 0000652152801900 Future Volume (veh/h) 80 1675 10 0000652152801900 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.82 1.00 0.90 0.95 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1629 1710 0 1660 1660 1710 1693 0 Adj Flow Rate, veh/h 83 1745 10 0 68 224 292 198 0 Adj No. of Lanes 0 3 0 011010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 5 0 033110 Cap, veh/h 90 2022 12 0 772 529 358 204 0 Arrive On Green 0.45 0.45 0.45 0.00 0.46 0.46 0.78 0.78 0.00 Sat Flow, veh/h 200 4491 27 0 1660 1138 647 439 0 Grp Volume(v), veh/h 670 558 609 0 68 224 490 0 0 Grp Sat Flow(s),veh/h/ln 1619 1482 1617 0 1660 1138 1086 0 0 Q Serve(g_s), s 38.9 33.2 33.3 0.0 2.3 13.1 39.7 0.0 0.0 Cycle Q Clear(g_c), s 38.9 33.2 33.3 0.0 2.3 13.1 41.9 0.0 0.0 Prop In Lane 0.12 0.02 0.00 1.00 0.60 0.00 Lane Grp Cap(c), veh/h 729 667 728 0 772 529 562 0 0 V/C Ratio(X) 0.92 0.84 0.84 0.00 0.09 0.42 0.87 0.00 0.00 Avail Cap(c_a), veh/h 729 667 728 0 872 598 631 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.67 1.67 1.00 Upstream Filter(I) 0.39 0.39 0.39 0.00 1.00 1.00 0.46 0.00 0.00 Uniform Delay (d), s/veh 25.8 24.3 24.3 0.0 14.9 17.8 11.7 0.0 0.0 Incr Delay (d2), s/veh 8.9 5.1 4.7 0.0 0.0 0.2 5.4 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 19.1 14.4 15.7 0.0 1.0 4.1 12.8 0.0 0.0 LnGrp Delay(d),s/veh 34.7 29.3 28.9 0.0 14.9 18.0 17.1 0.0 0.0 LnGrp LOS C C C B B B Approach Vol, veh/h 1838 292 490 Approach Delay, s/veh 31.2 17.3 17.1 Approach LOS C B B Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 49.0 51.0 51.0 Change Period (Y+Rc), s 4.5 5.5 5.5 Max Green Setting (Gmax), s 38.5 51.5 51.5 Max Q Clear Time (g_c+I1), s 40.9 43.9 15.1 Green Ext Time (p_c), s 0.0 1.5 2.3 Intersection Summary HCM 2010 Ctrl Delay 27.0 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 12: I-5 SB On-Ramp/Yale Ave & Howell StFuture (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 1010 1195 000000308300 Future Volume (veh/h) 40 1010 1195 000000308300 Number 5 2 12 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1644 1644 1609 1440 0 Adj Flow Rate, veh/h 42 1052 1245 31 865 0 Adj No. of Lanes 0 2 1 1 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 4 4 2 2 0 Cap, veh/h 79 1701 722 609 516 0 Arrive On Green 0.57 0.57 0.57 0.36 0.36 0.00 Sat Flow, veh/h 81 2959 1256 1533 1440 0 Grp Volume(v), veh/h 587 507 1245 31 865 0 Grp Sat Flow(s),veh/h/ln 1618 1421 1256 1533 1440 0 Q Serve(g_s), s 8.3 28.2 69.0 1.6 43.0 0.0 Cycle Q Clear(g_c), s 28.6 28.2 69.0 1.6 43.0 0.0 Prop In Lane 0.07 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 963 817 722 609 516 0 V/C Ratio(X) 0.61 0.62 1.72 0.05 1.68 0.00 Avail Cap(c_a), veh/h 963 817 722 609 516 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.09 0.09 1.00 1.00 0.00 Uniform Delay (d), s/veh 16.9 16.8 25.5 25.2 38.5 0.0 Incr Delay (d2), s/veh 0.3 0.3 326.3 0.1 312.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.0 11.0 89.1 0.7 61.9 0.0 LnGrp Delay(d),s/veh 17.1 17.2 351.8 25.3 351.3 0.0 LnGrp LOS B B F C F Approach Vol, veh/h 2339 896 Approach Delay, s/veh 195.3 340.0 Approach LOS F F Timer 12345678 Assigned Phs 2 4 Phs Duration (G+Y+Rc), s 73.0 47.0 Change Period (Y+Rc), s 4.5 4.5 Max Green Setting (Gmax), s 68.5 42.5 Max Q Clear Time (g_c+I1), s 71.0 45.0 Green Ext Time (p_c), s 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 235.4 HCM 2010 LOS F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 13: Bellevue Ave & Denny Way Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 705 100 5 705 10 425 170 10 5 135 105 Future Volume (veh/h) 45 705 100 5 705 10 425 170 10 5 135 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.82 1.00 0.80 0.99 0.91 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1900 1900 1900 1845 1900 Adj Flow Rate, veh/h 47 742 105 5 742 11 447 179 11 5 142 111 Adj No. of Lanes 020020010010 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222000333 Cap, veh/h 69 952 146 33 1349 20 507 182 11 36 513 391 Arrive On Green 0.39 0.39 0.39 0.39 0.39 0.39 0.54 0.54 0.54 0.54 0.54 0.54 Sat Flow, veh/h 92 2445 376 6 3466 51 850 340 21 10 958 730 Grp Volume(v), veh/h 467 0 427 398 0 360 637 0 0 258 0 0 Grp Sat Flow(s),veh/h/ln 1384 0 1530 1852 0 1671 1212 0 0 1697 0 0 Q Serve(g_s), s 19.0 0.0 28.4 0.0 0.0 20.1 51.8 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 39.1 0.0 28.4 19.9 0.0 20.1 62.0 0.0 0.0 10.3 0.0 0.0 Prop In Lane 0.10 0.25 0.01 0.03 0.70 0.02 0.02 0.43 Lane Grp Cap(c), veh/h 572 0 595 751 0 651 700 0 0 940 0 0 V/C Ratio(X) 0.82 0.00 0.72 0.53 0.00 0.55 0.91 0.00 0.00 0.27 0.00 0.00 Avail Cap(c_a), veh/h 572 0 595 751 0 651 702 0 0 943 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 34.4 0.0 31.0 28.5 0.0 28.5 28.9 0.0 0.0 15.3 0.0 0.0 Incr Delay (d2), s/veh 12.2 0.0 7.2 2.7 0.0 3.4 15.5 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.3 0.0 13.2 10.7 0.0 9.9 23.5 0.0 0.0 4.7 0.0 0.0 LnGrp Delay(d),s/veh 46.7 0.0 38.3 31.1 0.0 31.9 44.4 0.0 0.0 15.4 0.0 0.0 LnGrp LOS D D C C D B Approach Vol, veh/h 894 758 637 258 Approach Delay, s/veh 42.7 31.5 44.4 15.4 Approach LOS D C D B Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 68.8 51.2 68.8 51.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 64.5 46.5 64.5 46.5 Max Q Clear Time (g_c+I1), s 64.0 41.1 12.3 22.1 Green Ext Time (p_c), s 0.2 1.5 5.4 2.1 Intersection Summary HCM 2010 Ctrl Delay 37.0 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 14: Minor Ave & Site Access Future (2021) Without-Project Weekday PM Peak Hour_With Previosuly Approved Project Pipeline

Intersection Int Delay, s/veh 4.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 125 60 45 200 60 170 Future Vol, veh/h 125 60 45 200 60 170 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 136 65 49 217 65 185

Major/Minor Minor1 Major1 Major2 Conflicting Flow All 473 158 0 0 266 0 Stage 1 158 - - - - - Stage 2 315 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 550 887 - - 1298 - Stage 1 871 - - - - - Stage 2 740 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 519 887 - - 1298 - Mov Cap-2 Maneuver 519 - - - - - Stage 1 871 - - - - - Stage 2 699 - - - - -

Approach WB NB SB HCM Control Delay, s 14 0 2.1 HCM LOS B

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 600 1298 - HCM Lane V/C Ratio - - 0.335 0.05 - HCM Control Delay (s) - - 14 7.9 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 1.5 0.2 -

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 1: Westlake Ave & Denny Way Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 15 915 15 0 990 260 45 510 65 250 455 45 Future Volume (veh/h) 15 915 15 0 990 260 45 510 65 250 455 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.78 1.00 0.80 0.80 0.58 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1881 1900 0 1881 1900 1900 1792 1900 1845 1845 1900 Adj Flow Rate, veh/h 16 953 16 0 1031 271 47 531 68 260 474 47 Adj No. of Lanes 020020020120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111011666333 Cap, veh/h 49 1266 24 0 1134 294 85 602 75 277 1439 141 Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.25 0.25 0.25 0.16 0.46 0.46 Sat Flow, veh/h 7 2964 57 0 2747 688 137 2444 305 1757 3127 307 Grp Volume(v), veh/h 511 0 474 0 690 612 352 0 294 260 263 258 Grp Sat Flow(s),veh/h/ln 1345 0 1683 0 1787 1554 1566 0 1320 1757 1752 1681 Q Serve(g_s), s 4.0 0.0 18.0 0.0 28.8 29.8 11.3 0.0 17.3 11.7 7.6 7.8 Cycle Q Clear(g_c), s 33.8 0.0 18.0 0.0 28.8 29.8 17.3 0.0 17.3 11.7 7.6 7.8 Prop In Lane 0.03 0.03 0.00 0.44 0.13 0.23 1.00 0.18 Lane Grp Cap(c), veh/h 621 0 719 0 763 664 437 0 325 277 807 774 V/C Ratio(X) 0.82 0.00 0.66 0.00 0.90 0.92 0.81 0.00 0.90 0.94 0.33 0.33 Avail Cap(c_a), veh/h 621 0 719 0 763 664 440 0 328 277 810 778 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.8 0.0 18.3 0.0 21.4 21.7 28.8 0.0 29.2 33.3 13.7 13.8 Incr Delay (d2), s/veh 11.7 0.0 4.7 0.0 16.1 20.3 10.4 0.0 26.8 38.1 0.2 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.8 0.0 9.2 0.0 17.6 16.5 8.8 0.0 8.7 8.6 3.7 3.6 LnGrp Delay(d),s/veh 30.5 0.0 23.0 0.0 37.5 41.9 39.3 0.0 56.0 71.5 13.9 14.0 LnGrp LOS C C D D D EEBB Approach Vol, veh/h 985 1302 646 781 Approach Delay, s/veh 26.9 39.6 46.9 33.1 Approach LOS CDDC Timer 12345678 Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 17.1 24.2 38.7 41.3 38.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.6 19.9 34.0 37.0 34.0 Max Q Clear Time (g_c+I1), s 13.7 19.3 35.8 9.8 31.8 Green Ext Time (p_c), s 0.0 0.4 0.0 9.1 2.1 Intersection Summary HCM 2010 Ctrl Delay 36.1 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 2: Fairview Ave N & Denny Way Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 690 5 65 695 90 460 645 150 300 435 135 Future Volume (veh/h) 130 690 5 65 695 90 460 645 150 300 435 135 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.79 1.00 0.78 1.00 0.77 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 Adj Sat Flow, veh/h/ln 1693 1693 1710 1693 1693 1710 1609 1676 1710 1744 1676 1710 Adj Flow Rate, veh/h 134 711 5 67 716 93 474 665 155 309 448 139 Adj No. of Lanes 120120220120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 111111222222 Cap, veh/h 145 1065 7 120 856 111 565 699 162 315 582 175 Arrive On Green 0.09 0.33 0.32 0.07 0.31 0.31 0.06 0.10 0.09 0.19 0.29 0.28 Sat Flow, veh/h 1612 3267 23 1612 2761 358 2974 2409 560 1661 2007 604 Grp Volume(v), veh/h 134 350 366 67 417 392 474 439 381 309 353 234 Grp Sat Flow(s),veh/h/ln 1612 1608 1682 1612 1608 1511 1487 1593 1376 1661 1593 1019 Q Serve(g_s), s 8.2 18.7 18.8 4.0 24.1 24.2 15.8 27.4 27.6 18.5 20.2 21.2 Cycle Q Clear(g_c), s 8.2 18.7 18.8 4.0 24.1 24.2 15.8 27.4 27.6 18.5 20.2 21.2 Prop In Lane 1.00 0.01 1.00 0.24 1.00 0.41 1.00 0.59 Lane Grp Cap(c), veh/h 145 524 548 120 499 468 565 462 399 315 462 295 V/C Ratio(X) 0.92 0.67 0.67 0.56 0.84 0.84 0.84 0.95 0.95 0.98 0.76 0.79 Avail Cap(c_a), veh/h 145 524 548 145 499 468 565 462 399 315 462 295 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.57 0.57 0.57 1.00 1.00 1.00 Uniform Delay (d), s/veh 45.2 29.0 29.0 44.7 32.1 32.2 45.4 44.5 44.6 40.3 32.4 32.9 Incr Delay (d2), s/veh 52.3 6.6 6.3 4.1 15.2 16.3 6.5 20.5 23.4 44.9 7.4 13.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.8 9.2 9.7 1.9 12.8 12.1 7.0 14.7 13.1 12.4 9.8 7.1 LnGrp Delay(d),s/veh 97.4 35.6 35.4 48.8 47.3 48.5 51.8 65.0 68.0 85.2 39.8 46.7 LnGrp LOS F DDDDDDEEFDD Approach Vol, veh/h 850 876 1294 896 Approach Delay, s/veh 45.3 48.0 61.0 57.2 Approach LOS D D E E Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 12.0 34.0 22.0 32.0 10.4 35.6 22.0 32.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.5 29.5 17.5 27.5 7.5 29.5 17.5 27.5 Max Q Clear Time (g_c+I1), s 10.2 26.2 17.8 23.2 6.0 20.8 20.5 29.6 Green Ext Time (p_c), s 0.0 2.1 0.0 2.5 0.0 4.5 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 53.8 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 3: Fairview Ave N & Boren Ave Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 335 40 0 0 595 0 635 285 305 195 5 Future Volume (vph) 25 335 40 0 0 595 0 635 285 305 195 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 10 11 10 10 10 10 10 10 9 10 10 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.95 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.96 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.99 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 0.99 Satd. Flow (prot) 1498 2364 2742 1336 1424 Flt Permitted 1.00 1.00 1.00 0.95 0.99 Satd. Flow (perm) 1498 2364 2742 1336 1424 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 26 345 41 0 0 613 0 655 294 314 201 5 RTOR Reduction (vph) 04000350520010 Lane Group Flow (vph) 0 408 0 0 0 578 0 897 0 254 265 0 Confl. Peds. (#/hr) 4 119 119 4 227 81 81 227 Confl. Bikes (#/hr) 1 1 10 6 Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 4% 4% 4% Turn Type Perm NA pt+ov NA Split NA Protected Phases 2 1 2 3 1 1 Permitted Phases 2 1 2 Actuated Green, G (s) 28.4 56.8 34.2 23.9 23.9 Effective Green, g (s) 28.4 56.8 34.2 23.9 23.9 Actuated g/C Ratio 0.28 0.57 0.34 0.24 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 425 1342 937 319 340 v/s Ratio Prot 0.24 c0.33 c0.19 0.19 v/s Ratio Perm 0.27 v/c Ratio 0.96 0.43 0.96 0.80 0.78 Uniform Delay, d1 35.2 12.4 32.2 35.8 35.6 Progression Factor 1.00 0.98 1.00 0.60 0.60 Incremental Delay, d2 32.9 0.2 19.6 12.1 10.5 Delay (s) 68.1 12.3 51.8 33.6 31.9 Level of Service E B D C C Approach Delay (s) 68.1 12.3 51.8 32.7 Approach LOS E B D C Intersection Summary HCM 2000 Control Delay 40.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 90.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 4: Denny Way & Minor Ave Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Approach EB WB NB SB HCM Control Delay, s 0.7 0.7 $ 507.1 $ 421.7 HCM LOS F F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 5: Boren Ave & Stewart St Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 320 670 120 60 460 0 0 910 65 Future Volume (veh/h) 0 0 0 320 670 120 60 460 0 0 910 65 Number 7 4 14 1 6 16 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1474 1474 1474 1676 1676 0 0 1660 1710 Adj Flow Rate, veh/h 344 720 129 65 495 0 0 978 70 Adj No. of Lanes 121120020 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 16 16 16 220033 Cap, veh/h 516 1176 410 112 1593 0 0 1163 83 Arrive On Green 0.14 0.14 0.14 0.07 0.50 0.00 0.00 0.13 0.13 Sat Flow, veh/h 1228 2801 988 1597 3269 0 0 3066 213 Grp Volume(v), veh/h 344 720 129 65 495 0 0 517 531 Grp Sat Flow(s),veh/h/ln 1228 1400 988 1597 1593 0 0 1577 1619 Q Serve(g_s), s 26.6 24.2 11.8 3.9 9.2 0.0 0.0 32.0 32.0 Cycle Q Clear(g_c), s 26.6 24.2 11.8 3.9 9.2 0.0 0.0 32.0 32.0 Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.13 Lane Grp Cap(c), veh/h 516 1176 410 112 1593 0 0 615 632 V/C Ratio(X) 0.67 0.61 0.31 0.58 0.31 0.00 0.00 0.84 0.84 Avail Cap(c_a), veh/h 516 1176 410 112 1593 0 0 615 632 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 36.4 35.4 30.3 45.1 14.8 0.0 0.0 40.5 40.5 Incr Delay (d2), s/veh 6.7 2.4 2.0 20.2 0.5 0.0 0.0 13.1 12.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.0 9.8 3.5 2.4 4.2 0.0 0.0 16.2 16.6 LnGrp Delay(d),s/veh 43.1 37.8 32.3 65.3 15.3 0.0 0.0 53.6 53.3 LnGrp LOS D D C E B D D Approach Vol, veh/h 1193 560 1048 Approach Delay, s/veh 38.7 21.1 53.4 Approach LOS D C D Timer 12345678 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 11.0 43.0 46.0 54.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 38.5 41.5 49.5 Max Q Clear Time (g_c+I1), s 5.9 34.0 28.6 11.2 Green Ext Time (p_c), s 0.2 2.0 4.9 2.7 Intersection Summary HCM 2010 Ctrl Delay 40.7 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 6: Minor Ave & Stewart St Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 165 905 140 75 35 0 0 235 115 Future Volume (veh/h) 0 0 0 165 905 140 75 35 0 0 235 115 Number 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 1.00 1.00 0.92 Parking Bus, Adj 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1513 1710 1710 1583 0 0 1598 1710 Adj Flow Rate, veh/h 179 984 152 82 38 0 0 255 125 Adj No. of Lanes 030010010 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 13 0880077 Cap, veh/h 267 1567 248 185 72 0 0 388 190 Arrive On Green 0.17 0.17 0.17 0.40 0.40 0.00 0.00 0.40 0.40 Sat Flow, veh/h 513 3014 478 315 183 0 0 983 482 Grp Volume(v), veh/h 467 438 411 120 0000380 Grp Sat Flow(s),veh/h/ln 1336 1377 1291 498 00001464 Q Serve(g_s), s 32.7 29.4 29.5 9.5 0.0 0.0 0.0 0.0 21.2 Cycle Q Clear(g_c), s 32.7 29.4 29.5 30.7 0.0 0.0 0.0 0.0 21.2 Prop In Lane 0.38 0.37 0.68 0.00 0.00 0.33 Lane Grp Cap(c), veh/h 695 716 672 257 0000578 V/C Ratio(X) 0.67 0.61 0.61 0.47 0.00 0.00 0.00 0.00 0.66 Avail Cap(c_a), veh/h 695 716 672 257 0000578 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 33.4 32.1 32.1 34.2 0.0 0.0 0.0 0.0 24.7 Incr Delay (d2), s/veh 5.1 3.9 4.1 6.0 0.0 0.0 0.0 0.0 5.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.1 12.0 11.3 3.5 0.0 0.0 0.0 0.0 9.5 LnGrp Delay(d),s/veh 38.5 35.9 36.2 40.1 0.0 0.0 0.0 0.0 30.5 LnGrp LOS DDDD C Approach Vol, veh/h 1315 120 380 Approach Delay, s/veh 36.9 40.1 30.5 Approach LOS D D C Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 56.0 44.0 44.0 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 51.5 39.5 39.5 Max Q Clear Time (g_c+I1), s 34.7 32.7 23.2 Green Ext Time (p_c), s 5.9 1.8 3.1 Intersection Summary HCM 2010 Ctrl Delay 35.8 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 7: Yale Ave & Stewart St Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 495 1115 0 45 10 0 0 295 20 Future Volume (vph) 0 0 0 495 1115 0 45 10 0 0 295 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1700 1900 Lane Width 12 12 12 10 10 10 11 11 11 11 11 11 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.43 1.00 0.85 1.00 Frt 1.00 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.96 1.00 Satd. Flow (prot) 592 3997 1353 2671 Flt Permitted 0.95 1.00 0.63 1.00 Satd. Flow (perm) 592 3997 880 2671 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 527 1186 0 48 11 0 0 314 21 RTOR Reduction (vph) 000000000050 Lane Group Flow (vph) 0 0 0 527 1186 0 0 59 0 0 330 0 Confl. Peds. (#/hr) 501 279 279 501 262 212 212 262 Confl. Bikes (#/hr) 1 24 Heavy Vehicles (%) 0% 0% 0% 9% 9% 9% 0% 0% 0% 2% 2% 2% Parking (#/hr) 0 Turn Type Perm NA Perm NA NA Protected Phases 1 2 3 3 Permitted Phases 1 2 3 Actuated Green, G (s) 64.5 64.5 22.5 22.5 Effective Green, g (s) 65.0 65.0 23.0 23.0 Actuated g/C Ratio 0.65 0.65 0.23 0.23 Clearance Time (s) 4.5 4.5 Lane Grp Cap (vph) 384 2598 202 614 v/s Ratio Prot 0.30 c0.12 v/s Ratio Perm c0.89 0.07 v/c Ratio 1.37 0.46 0.29 0.54 Uniform Delay, d1 17.5 8.7 31.8 33.8 Progression Factor 0.54 0.17 1.00 0.86 Incremental Delay, d2 175.4 0.3 3.6 2.5 Delay (s) 184.9 1.8 35.4 31.5 Level of Service F A D C Approach Delay (s) 0.0 58.1 35.4 31.5 Approach LOS A E D C Intersection Summary HCM 2000 Control Delay 53.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.21 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 8: Stewart St & Denny Way Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 740 30 455 745 0000851135 65 Future Volume (vph) 0 740 30 455 745 0000851135 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 10 10 10 10 11 12 12 12 10 10 10 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.86 Frpb, ped/bikes 0.99 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 0.98 Frt 0.99 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 1.00 Satd. Flow (prot) 2946 1501 1580 4668 Flt Permitted 1.00 0.95 1.00 1.00 Satd. Flow (perm) 2946 1501 1580 4668 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 771 31 474 776 0000891182 68 RTOR Reduction (vph) 000000000070 Lane Group Flow (vph) 0 802 0 474 776 000001332 0 Confl. Peds. (#/hr) 150 267 267 150 478 153 153 478 Confl. Bikes (#/hr) 2 11 1 23 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 0% 0% 0% 10% 10% 10% Turn Type NA Prot NA Perm NA Protected Phases 3 2 5! 1! Permitted Phases 1! Actuated Green, G (s) 22.5 22.5 70.5 37.5 Effective Green, g (s) 23.0 27.0 71.0 38.0 Actuated g/C Ratio 0.23 0.27 0.71 0.38 Clearance Time (s) 4.5 8.5 4.5 4.5 Lane Grp Cap (vph) 677 405 1121 1773 v/s Ratio Prot c0.27 c0.32 0.49 v/s Ratio Perm 0.29 v/c Ratio 1.18 1.17 0.69 0.75 Uniform Delay, d1 38.5 36.5 8.3 26.9 Progression Factor 0.87 1.00 1.00 1.00 Incremental Delay, d2 94.6 100.1 3.5 3.0 Delay (s) 128.3 136.6 11.8 29.9 Level of Service F F B C Approach Delay (s) 128.3 59.1 0.0 29.9 Approach LOS F E A C Intersection Summary HCM 2000 Control Delay 63.9 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.5 Intersection Capacity Utilization 85.2% ICU Level of Service E Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 9: Stewart St/I-5 SB Off-Ramp & EastlakeFuture (2021)Ave &Without-Project John St (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBR2 NBT SBR SBR2 SWT SWR Lane Configurations Traffic Volume (vph) 70 140 640 80 585 65 Future Volume (vph) 70 140 640 80 585 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 11 11 11 11 11 Total Lost time (s) 3.0 4.0 4.0 3.0 Lane Util. Factor 1.00 0.95 0.88 0.95 Frpb, ped/bikes 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 1.00 0.85 0.99 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1611 2693 2122 3097 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1611 2693 2122 3097 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 74 147 674 84 616 68 RTOR Reduction (vph) 46 0 14 0 0 0 Lane Group Flow (vph) 28 147 744 0 684 0 Confl. Peds. (#/hr) 69 Confl. Bikes (#/hr) 4 Heavy Vehicles (%) 2% 27% 18% 18% 11% 11% Bus Blockages (#/hr) 0 10 0000 Turn Type Perm NA Perm NA Protected Phases 2 8 Permitted Phases 4 6 Actuated Green, G (s) 23.2 30.8 30.8 22.2 Effective Green, g (s) 23.2 31.8 31.8 23.2 Actuated g/C Ratio 0.37 0.51 0.51 0.37 Clearance Time (s) 3.0 5.0 5.0 4.0 Vehicle Extension (s) 3.0 4.5 4.5 3.0 Lane Grp Cap (vph) 602 1381 1088 1158 v/s Ratio Prot 0.05 c0.22 v/s Ratio Perm 0.02 c0.35 v/c Ratio 0.05 0.11 0.68 0.59 Uniform Delay, d1 12.4 7.8 11.3 15.6 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.2 3.5 0.8 Delay (s) 12.4 7.9 14.8 16.4 Level of Service B A B B Approach Delay (s) 7.9 16.4 Approach LOS A B Intersection Summary HCM 2000 Control Delay 14.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 57.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 10: Boren Ave & Howell St Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 1220 130 00004903101809850 Future Volume (veh/h) 30 1220 130 00004903101809850 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.88 1.00 0.82 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.86 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1598 1710 0 1693 1710 1676 1676 0 Adj Flow Rate, veh/h 31 1258 134 0 505 320 186 1015 0 Adj No. of Lanes 0 3 0 020120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 7 0 011220 Cap, veh/h 36 1563 173 0 555 350 213 1585 0 Arrive On Green 0.41 0.41 0.41 0.00 0.32 0.31 0.13 0.50 0.00 Sat Flow, veh/h 88 3779 418 0 1822 1094 1597 3269 0 Grp Volume(v), veh/h 561 466 396 0 467 358 186 1015 0 Grp Sat Flow(s),veh/h/ln 1594 1454 1238 0 1608 1223 1597 1593 0 Q Serve(g_s), s 28.7 24.9 24.9 0.0 25.1 25.3 10.3 21.1 0.0 Cycle Q Clear(g_c), s 28.7 24.9 24.9 0.0 25.1 25.3 10.3 21.1 0.0 Prop In Lane 0.06 0.34 0.00 0.89 1.00 0.00 Lane Grp Cap(c), veh/h 659 601 512 0 514 391 213 1585 0 V/C Ratio(X) 0.85 0.77 0.77 0.00 0.91 0.91 0.87 0.64 0.00 Avail Cap(c_a), veh/h 659 601 512 0 518 394 213 1593 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 0.38 0.38 0.00 Uniform Delay (d), s/veh 23.9 22.8 22.8 0.0 29.4 29.7 38.3 16.7 0.0 Incr Delay (d2), s/veh 13.1 9.4 10.9 0.0 19.9 25.4 13.8 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 14.9 11.5 10.0 0.0 14.0 11.3 5.4 9.4 0.0 LnGrp Delay(d),s/veh 36.9 32.2 33.7 0.0 49.2 55.1 52.0 17.0 0.0 LnGrp LOS D C C D E D B Approach Vol, veh/h 1423 825 1201 Approach Delay, s/veh 34.5 51.8 22.4 Approach LOS C D C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 41.2 48.8 16.0 32.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 36.5 44.5 11.5 28.5 Max Q Clear Time (g_c+I1), s 30.7 23.1 12.3 27.3 Green Ext Time (p_c), s 3.3 10.2 0.0 0.9 Intersection Summary HCM 2010 Ctrl Delay 34.4 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 11: Minor Ave & Howell St Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 55 1750 10 0000652152251500 Future Volume (veh/h) 55 1750 10 0000652152251500 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.85 1.00 0.88 0.94 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1629 1710 0 1660 1660 1710 1693 0 Adj Flow Rate, veh/h 57 1823 10 0 68 224 234 156 0 Adj No. of Lanes 0 3 0 011010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 5 0 033110 Cap, veh/h 70 2392 14 0 649 436 305 171 0 Arrive On Green 0.52 0.52 0.52 0.00 0.39 0.39 0.52 0.52 0.00 Sat Flow, veh/h 134 4562 26 0 1660 1116 634 437 0 Grp Volume(v), veh/h 690 573 627 0 68 224 390 0 0 Grp Sat Flow(s),veh/h/ln 1622 1482 1618 0 1660 1116 1071 0 0 Q Serve(g_s), s 35.2 30.0 30.1 0.0 2.6 15.3 31.8 0.0 0.0 Cycle Q Clear(g_c), s 35.2 30.0 30.1 0.0 2.6 15.3 34.4 0.0 0.0 Prop In Lane 0.08 0.02 0.00 1.00 0.60 0.00 Lane Grp Cap(c), veh/h 850 777 848 0 649 436 476 0 0 V/C Ratio(X) 0.81 0.74 0.74 0.00 0.10 0.51 0.82 0.00 0.00 Avail Cap(c_a), veh/h 850 777 848 0 855 575 617 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.00 Upstream Filter(I) 0.25 0.25 0.25 0.00 1.00 1.00 0.70 0.00 0.00 Uniform Delay (d), s/veh 19.7 18.5 18.5 0.0 19.4 23.2 23.8 0.0 0.0 Incr Delay (d2), s/veh 2.2 1.6 1.5 0.0 0.0 0.3 3.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.2 12.6 13.8 0.0 1.2 4.8 10.5 0.0 0.0 LnGrp Delay(d),s/veh 21.9 20.1 20.0 0.0 19.4 23.6 27.6 0.0 0.0 LnGrp LOS C C B B C C Approach Vol, veh/h 1890 292 390 Approach Delay, s/veh 20.7 22.6 27.6 Approach LOS C C C Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 56.4 43.6 43.6 Change Period (Y+Rc), s 4.5 5.5 5.5 Max Green Setting (Gmax), s 39.5 50.5 50.5 Max Q Clear Time (g_c+I1), s 37.2 36.4 17.3 Green Ext Time (p_c), s 1.8 1.7 1.9 Intersection Summary HCM 2010 Ctrl Delay 22.0 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 12: I-5 SB On-Ramp/Yale Ave & HowellFuture St (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 1020 1200 000000308300 Future Volume (veh/h) 40 1020 1200 000000308300 Number 5 2 12 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1644 1644 1609 1440 0 Adj Flow Rate, veh/h 42 1062 1250 31 865 0 Adj No. of Lanes 0 2 1 1 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 4 4 2 2 0 Cap, veh/h 78 1702 722 609 516 0 Arrive On Green 0.57 0.57 0.57 0.36 0.36 0.00 Sat Flow, veh/h 80 2960 1256 1533 1440 0 Grp Volume(v), veh/h 593 511 1250 31 865 0 Grp Sat Flow(s),veh/h/ln 1619 1421 1256 1533 1440 0 Q Serve(g_s), s 8.8 28.6 69.0 1.6 43.0 0.0 Cycle Q Clear(g_c), s 29.1 28.6 69.0 1.6 43.0 0.0 Prop In Lane 0.07 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 963 817 722 609 516 0 V/C Ratio(X) 0.62 0.63 1.73 0.05 1.68 0.00 Avail Cap(c_a), veh/h 963 817 722 609 516 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.19 0.19 0.19 1.00 1.00 0.00 Uniform Delay (d), s/veh 17.0 16.9 25.5 25.2 38.5 0.0 Incr Delay (d2), s/veh 0.6 0.7 330.0 0.1 312.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.2 11.4 89.9 0.7 61.9 0.0 LnGrp Delay(d),s/veh 17.5 17.6 355.5 25.3 351.3 0.0 LnGrp LOS B B F C F Approach Vol, veh/h 2354 896 Approach Delay, s/veh 197.0 340.0 Approach LOS F F Timer 12345678 Assigned Phs 2 4 Phs Duration (G+Y+Rc), s 73.0 47.0 Change Period (Y+Rc), s 4.5 4.5 Max Green Setting (Gmax), s 68.5 42.5 Max Q Clear Time (g_c+I1), s 71.0 45.0 Green Ext Time (p_c), s 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 236.4 HCM 2010 LOS F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 13: Bellevue Ave & Denny Way Future (2021) Without-Project (Ture Baseline) Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 690 100 5 690 10 340 170 10 5 135 105 Future Volume (veh/h) 45 690 100 5 690 10 340 170 10 5 135 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 0.82 0.99 0.91 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1900 1900 1900 1845 1900 Adj Flow Rate, veh/h 47 726 105 5 726 11 358 179 11 5 142 111 Adj No. of Lanes 020020010010 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222000333 Cap, veh/h 82 1157 171 33 1544 23 428 189 12 35 455 347 Arrive On Green 0.45 0.45 0.45 0.45 0.45 0.45 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 110 2597 385 6 3466 52 790 395 24 10 949 724 Grp Volume(v), veh/h 457 0 421 390 0 352 548 0 0 258 0 0 Grp Sat Flow(s),veh/h/ln 1551 0 1541 1852 0 1673 1209 0 0 1682 0 0 Q Serve(g_s), s 11.2 0.0 25.0 0.0 0.0 17.8 41.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 29.0 0.0 25.0 17.6 0.0 17.8 52.6 0.0 0.0 11.6 0.0 0.0 Prop In Lane 0.10 0.25 0.01 0.03 0.65 0.02 0.02 0.43 Lane Grp Cap(c), veh/h 724 0 686 855 0 745 629 0 0 838 0 0 V/C Ratio(X) 0.63 0.00 0.61 0.46 0.00 0.47 0.87 0.00 0.00 0.31 0.00 0.00 Avail Cap(c_a), veh/h 724 0 686 855 0 745 705 0 0 932 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 25.8 0.0 25.4 23.3 0.0 23.4 31.8 0.0 0.0 19.3 0.0 0.0 Incr Delay (d2), s/veh 4.2 0.0 4.1 1.8 0.0 2.1 9.7 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.9 0.0 11.4 9.4 0.0 8.7 19.1 0.0 0.0 5.2 0.0 0.0 LnGrp Delay(d),s/veh 30.0 0.0 29.5 25.1 0.0 25.5 41.6 0.0 0.0 19.3 0.0 0.0 LnGrp LOS C C C C D B Approach Vol, veh/h 878 742 548 258 Approach Delay, s/veh 29.7 25.3 41.6 19.3 Approach LOS C C D B Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 62.1 57.9 62.1 57.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 64.5 46.5 64.5 46.5 Max Q Clear Time (g_c+I1), s 54.6 31.0 13.6 19.8 Green Ext Time (p_c), s 3.0 2.0 4.5 2.1 Intersection Summary HCM 2010 Ctrl Delay 29.9 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 1: Westlake Ave & Denny WayFuture (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 15 950 15 0 1015 265 45 510 65 265 455 45 Future Volume (veh/h) 15 950 15 0 1015 265 45 510 65 265 455 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.78 1.00 0.80 0.80 0.58 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1881 1900 0 1881 1900 1900 1792 1900 1845 1845 1900 Adj Flow Rate, veh/h 16 990 16 0 1057 276 47 531 68 276 474 47 Adj No. of Lanes 020020020120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111011666333 Cap, veh/h 48 1242 23 0 1136 292 85 602 75 277 1439 141 Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.25 0.25 0.25 0.16 0.46 0.46 Sat Flow, veh/h 5 2907 55 0 2754 684 137 2444 305 1757 3127 307 Grp Volume(v), veh/h 529 0 493 0 705 628 352 0 294 276 263 258 Grp Sat Flow(s),veh/h/ln 1282 0 1684 0 1787 1556 1566 0 1320 1757 1752 1681 Q Serve(g_s), s 3.1 0.0 18.9 0.0 29.8 31.0 11.3 0.0 17.3 12.6 7.6 7.8 Cycle Q Clear(g_c), s 34.2 0.0 18.9 0.0 29.8 31.0 17.3 0.0 17.3 12.6 7.6 7.8 Prop In Lane 0.03 0.03 0.00 0.44 0.13 0.23 1.00 0.18 Lane Grp Cap(c), veh/h 594 0 720 0 763 665 437 0 325 277 807 774 V/C Ratio(X) 0.89 0.00 0.68 0.00 0.92 0.95 0.81 0.00 0.90 1.00 0.33 0.33 Avail Cap(c_a), veh/h 594 0 720 0 763 665 440 0 328 277 810 778 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.2 0.0 18.5 0.0 21.7 22.0 28.8 0.0 29.2 33.7 13.7 13.8 Incr Delay (d2), s/veh 18.1 0.0 5.2 0.0 18.4 23.8 10.4 0.0 26.8 53.4 0.2 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.3 0.0 9.8 0.0 18.6 17.7 8.8 0.0 8.7 10.2 3.7 3.6 LnGrp Delay(d),s/veh 37.3 0.0 23.8 0.0 40.1 45.8 39.3 0.0 56.0 87.0 13.9 14.0 LnGrp LOS D C D D D E F B B Approach Vol, veh/h 1022 1333 646 797 Approach Delay, s/veh 30.8 42.8 46.9 39.3 Approach LOS CDDD Timer 12345678 Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 17.1 24.2 38.7 41.3 38.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.6 19.9 34.0 37.0 34.0 Max Q Clear Time (g_c+I1), s 14.6 19.3 36.2 9.8 33.0 Green Ext Time (p_c), s 0.0 0.4 0.0 9.1 0.9 Intersection Summary HCM 2010 Ctrl Delay 39.5 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 2: Fairview Ave N & Denny WayFuture (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 740 5 65 695 90 495 645 150 300 435 135 Future Volume (veh/h) 130 740 5 65 695 90 495 645 150 300 435 135 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.79 1.00 0.78 1.00 0.77 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 Adj Sat Flow, veh/h/ln 1693 1693 1710 1693 1693 1710 1609 1676 1710 1744 1676 1710 Adj Flow Rate, veh/h 134 763 5 67 716 93 510 665 155 309 448 139 Adj No. of Lanes 120120220120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 111111222222 Cap, veh/h 145 1066 7 120 856 111 565 699 162 315 582 175 Arrive On Green 0.09 0.33 0.32 0.07 0.31 0.31 0.06 0.10 0.09 0.19 0.29 0.28 Sat Flow, veh/h 1612 3270 21 1612 2761 358 2974 2409 560 1661 2007 604 Grp Volume(v), veh/h 134 375 393 67 417 392 510 439 381 309 353 234 Grp Sat Flow(s),veh/h/ln 1612 1608 1683 1612 1608 1511 1487 1593 1376 1661 1593 1019 Q Serve(g_s), s 8.2 20.5 20.5 4.0 24.1 24.2 17.0 27.4 27.6 18.5 20.2 21.2 Cycle Q Clear(g_c), s 8.2 20.5 20.5 4.0 24.1 24.2 17.0 27.4 27.6 18.5 20.2 21.2 Prop In Lane 1.00 0.01 1.00 0.24 1.00 0.41 1.00 0.59 Lane Grp Cap(c), veh/h 145 524 548 120 499 468 565 462 399 315 462 295 V/C Ratio(X) 0.92 0.72 0.72 0.56 0.84 0.84 0.90 0.95 0.95 0.98 0.76 0.79 Avail Cap(c_a), veh/h 145 524 548 145 499 468 565 462 399 315 462 295 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.56 0.56 0.56 1.00 1.00 1.00 Uniform Delay (d), s/veh 45.2 29.6 29.6 44.7 32.1 32.2 45.9 44.5 44.6 40.3 32.4 32.9 Incr Delay (d2), s/veh 52.3 8.1 7.8 4.1 15.2 16.3 11.2 20.3 23.2 44.9 7.4 13.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.8 10.3 10.7 1.9 12.8 12.1 7.9 14.7 13.1 12.4 9.8 7.1 LnGrp Delay(d),s/veh 97.4 37.8 37.4 48.8 47.3 48.5 57.2 64.8 67.8 85.2 39.8 46.7 LnGrp LOS F DDDDDEEEFDD Approach Vol, veh/h 902 876 1330 896 Approach Delay, s/veh 46.5 48.0 62.7 57.2 Approach LOS D D E E Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 12.0 34.0 22.0 32.0 10.4 35.6 22.0 32.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.5 29.5 17.5 27.5 7.5 29.5 17.5 27.5 Max Q Clear Time (g_c+I1), s 10.2 26.2 19.0 23.2 6.0 22.5 20.5 29.6 Green Ext Time (p_c), s 0.0 2.1 0.0 2.5 0.0 4.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 54.6 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 3: Fairview Ave N & Boren AveFuture (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 335 40 0 0 630 0 635 285 305 195 5 Future Volume (vph) 25 335 40 0 0 630 0 635 285 305 195 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 10 11 10 10 10 10 10 10 9 10 10 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.95 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.96 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.99 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 0.99 Satd. Flow (prot) 1498 2364 2742 1336 1424 Flt Permitted 1.00 1.00 1.00 0.95 0.99 Satd. Flow (perm) 1498 2364 2742 1336 1424 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 26 345 41 0 0 649 0 655 294 314 201 5 RTOR Reduction (vph) 04000350520010 Lane Group Flow (vph) 0 408 0 0 0 614 0 897 0 254 265 0 Confl. Peds. (#/hr) 4 119 119 4 227 81 81 227 Confl. Bikes (#/hr) 1 1 10 6 Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 4% 4% 4% Turn Type Perm NA pt+ov NA Split NA Protected Phases 2 1 2 3 1 1 Permitted Phases 2 1 2 Actuated Green, G (s) 28.4 56.8 34.2 23.9 23.9 Effective Green, g (s) 28.4 56.8 34.2 23.9 23.9 Actuated g/C Ratio 0.28 0.57 0.34 0.24 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 425 1342 937 319 340 v/s Ratio Prot 0.26 c0.33 c0.19 0.19 v/s Ratio Perm 0.27 v/c Ratio 0.96 0.46 0.96 0.80 0.78 Uniform Delay, d1 35.2 12.6 32.2 35.8 35.6 Progression Factor 1.00 0.97 1.00 0.60 0.60 Incremental Delay, d2 32.9 0.2 19.6 12.1 10.5 Delay (s) 68.1 12.5 51.8 33.6 31.9 Level of Service E B D C C Approach Delay (s) 68.1 12.5 51.8 32.7 Approach LOS E B D C Intersection Summary HCM 2000 Control Delay 40.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 91.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 4: Denny Way & Minor Ave Future (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Approach EB WB NB SB HCM Control Delay, s 0.7 1 $ 913.8 $ 616.5 HCM LOS F F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 5: Boren Ave & Stewart St Future (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 330 680 120 60 460 0 0 910 65 Future Volume (veh/h) 0 0 0 330 680 120 60 460 0 0 910 65 Number 7 4 14 1 6 16 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1474 1474 1474 1676 1676 0 0 1660 1710 Adj Flow Rate, veh/h 355 731 129 65 495 0 0 978 70 Adj No. of Lanes 121120020 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 16 16 16 220033 Cap, veh/h 516 1176 410 112 1593 0 0 1163 83 Arrive On Green 0.14 0.14 0.14 0.07 0.50 0.00 0.00 0.13 0.13 Sat Flow, veh/h 1228 2801 988 1597 3269 0 0 3066 213 Grp Volume(v), veh/h 355 731 129 65 495 0 0 517 531 Grp Sat Flow(s),veh/h/ln 1228 1400 988 1597 1593 0 0 1577 1619 Q Serve(g_s), s 27.5 24.6 11.8 3.9 9.2 0.0 0.0 32.0 32.0 Cycle Q Clear(g_c), s 27.5 24.6 11.8 3.9 9.2 0.0 0.0 32.0 32.0 Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.13 Lane Grp Cap(c), veh/h 516 1176 410 112 1593 0 0 615 632 V/C Ratio(X) 0.69 0.62 0.31 0.58 0.31 0.00 0.00 0.84 0.84 Avail Cap(c_a), veh/h 516 1176 410 112 1593 0 0 615 632 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 36.8 35.6 30.3 45.1 14.8 0.0 0.0 40.5 40.5 Incr Delay (d2), s/veh 7.3 2.5 2.0 20.2 0.5 0.0 0.0 13.1 12.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.4 10.0 3.5 2.4 4.2 0.0 0.0 16.2 16.6 LnGrp Delay(d),s/veh 44.1 38.1 32.3 65.3 15.3 0.0 0.0 53.6 53.3 LnGrp LOS D D C E B D D Approach Vol, veh/h 1215 560 1048 Approach Delay, s/veh 39.2 21.1 53.4 Approach LOS D C D Timer 12345678 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 11.0 43.0 46.0 54.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 38.5 41.5 49.5 Max Q Clear Time (g_c+I1), s 5.9 34.0 29.5 11.2 Green Ext Time (p_c), s 0.2 2.0 4.8 2.7 Intersection Summary HCM 2010 Ctrl Delay 40.9 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 6: Minor Ave & Stewart St Future (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 165 905 305 75 60 0 0 340 130 Future Volume (veh/h) 0 0 0 165 905 305 75 60 0 0 340 130 Number 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 1.00 1.00 0.92 Parking Bus, Adj 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1513 1710 1710 1583 0 0 1598 1710 Adj Flow Rate, veh/h 179 984 332 82 65 0 0 370 141 Adj No. of Lanes 030010010 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 13 0880077 Cap, veh/h 224 1307 457 98 59 0 0 425 162 Arrive On Green 0.17 0.17 0.17 0.66 0.66 0.00 0.00 0.40 0.40 Sat Flow, veh/h 431 2514 878 107 148 0 0 1075 410 Grp Volume(v), veh/h 557 520 418 147 0000511 Grp Sat Flow(s),veh/h/ln 1340 1377 1105 255 00001484 Q Serve(g_s), s 39.9 35.8 35.8 7.7 0.0 0.0 0.0 0.0 31.8 Cycle Q Clear(g_c), s 39.9 35.8 35.8 39.5 0.0 0.0 0.0 0.0 31.8 Prop In Lane 0.32 0.79 0.56 0.00 0.00 0.28 Lane Grp Cap(c), veh/h 697 716 575 157 0000586 V/C Ratio(X) 0.80 0.73 0.73 0.94 0.00 0.00 0.00 0.00 0.87 Avail Cap(c_a), veh/h 697 716 575 157 0000586 HCM Platoon Ratio 0.33 0.33 0.33 1.67 1.67 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 36.4 34.7 34.8 28.2 0.0 0.0 0.0 0.0 27.9 Incr Delay (d2), s/veh 9.3 6.4 7.8 56.7 0.0 0.0 0.0 0.0 16.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.6 14.9 12.2 6.5 0.0 0.0 0.0 0.0 15.6 LnGrp Delay(d),s/veh 45.7 41.1 42.6 84.8 0.0 0.0 0.0 0.0 44.2 LnGrp LOS D D D F D Approach Vol, veh/h 1495 147 511 Approach Delay, s/veh 43.2 84.8 44.2 Approach LOS D F D Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 56.0 44.0 44.0 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 51.5 39.5 39.5 Max Q Clear Time (g_c+I1), s 41.9 41.5 33.8 Green Ext Time (p_c), s 5.2 0.0 2.2 Intersection Summary HCM 2010 Ctrl Delay 46.3 HCM 2010 LOS D

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 495 1280 0 45 10 0 0 295 20 Future Volume (vph) 0 0 0 495 1280 0 45 10 0 0 295 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1700 1900 Lane Width 12 12 12 10 10 10 11 11 11 11 11 11 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.43 1.00 0.85 1.00 Frt 1.00 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.96 1.00 Satd. Flow (prot) 592 3997 1353 2671 Flt Permitted 0.95 1.00 0.63 1.00 Satd. Flow (perm) 592 3997 880 2671 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 527 1362 0 48 11 0 0 314 21 RTOR Reduction (vph) 000000000050 Lane Group Flow (vph) 0 0 0 527 1362 0 0 59 0 0 330 0 Confl. Peds. (#/hr) 501 279 279 501 262 212 212 262 Confl. Bikes (#/hr) 1 24 Heavy Vehicles (%) 0% 0% 0% 9% 9% 9% 0% 0% 0% 2% 2% 2% Parking (#/hr) 0 Turn Type Perm NA Perm NA NA Protected Phases 1 2 3 3 Permitted Phases 1 2 3 Actuated Green, G (s) 64.5 64.5 22.5 22.5 Effective Green, g (s) 65.0 65.0 23.0 23.0 Actuated g/C Ratio 0.65 0.65 0.23 0.23 Clearance Time (s) 4.5 4.5 Lane Grp Cap (vph) 384 2598 202 614 v/s Ratio Prot 0.34 c0.12 v/s Ratio Perm c0.89 0.07 v/c Ratio 1.37 0.52 0.29 0.54 Uniform Delay, d1 17.5 9.3 31.8 33.8 Progression Factor 0.47 0.18 1.00 0.86 Incremental Delay, d2 172.0 0.2 3.6 2.4 Delay (s) 180.1 1.9 35.4 31.6 Level of Service F A D C Approach Delay (s) 0.0 51.6 35.4 31.6 Approach LOS A D D C Intersection Summary HCM 2000 Control Delay 48.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.21 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 755 30 560 745 0000851195 65 Future Volume (vph) 0 755 30 560 745 0000851195 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 10 10 10 10 11 12 12 12 10 10 10 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.86 Frpb, ped/bikes 0.99 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 0.98 Frt 0.99 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 1.00 Satd. Flow (prot) 2947 1501 1580 4682 Flt Permitted 1.00 0.95 1.00 1.00 Satd. Flow (perm) 2947 1501 1580 4682 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 786 31 583 776 0000891245 68 RTOR Reduction (vph) 000000000070 Lane Group Flow (vph) 0 817 0 583 776 000001395 0 Confl. Peds. (#/hr) 150 267 267 150 478 153 153 478 Confl. Bikes (#/hr) 2 11 1 23 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 0% 0% 0% 10% 10% 10% Turn Type NA Prot NA Perm NA Protected Phases 3 2 5! 1! Permitted Phases 1! Actuated Green, G (s) 22.5 22.5 70.5 37.5 Effective Green, g (s) 23.0 27.0 71.0 38.0 Actuated g/C Ratio 0.23 0.27 0.71 0.38 Clearance Time (s) 4.5 8.5 4.5 4.5 Lane Grp Cap (vph) 677 405 1121 1779 v/s Ratio Prot c0.28 c0.39 0.49 v/s Ratio Perm 0.30 v/c Ratio 1.21 1.44 0.69 0.78 Uniform Delay, d1 38.5 36.5 8.3 27.4 Progression Factor 0.88 1.00 1.00 1.00 Incremental Delay, d2 103.7 211.4 3.5 3.5 Delay (s) 137.8 247.9 11.8 30.9 Level of Service F F B C Approach Delay (s) 137.8 113.1 0.0 30.9 Approach LOS F F A C Intersection Summary HCM 2000 Control Delay 86.5 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.10 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.5 Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 9: Stewart St/I-5 SB Off-RampFuture & Eastlake (2021) AveWithout-Project & John St Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBR2 NBT SBR SBR2 SWT SWR Lane Configurations Traffic Volume (vph) 70 140 700 80 585 65 Future Volume (vph) 70 140 700 80 585 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 11 11 11 11 11 Total Lost time (s) 3.0 4.0 4.0 3.0 Lane Util. Factor 1.00 0.95 0.88 0.95 Frpb, ped/bikes 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 1.00 0.85 0.99 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1611 2693 2122 3097 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1611 2693 2122 3097 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 74 147 737 84 616 68 RTOR Reduction (vph) 46 0 13 0 0 0 Lane Group Flow (vph) 28 147 808 0 684 0 Confl. Peds. (#/hr) 69 Confl. Bikes (#/hr) 4 Heavy Vehicles (%) 2% 27% 18% 18% 11% 11% Bus Blockages (#/hr) 0 10 0000 Turn Type Perm NA Perm NA Protected Phases 2 8 Permitted Phases 4 6 Actuated Green, G (s) 23.2 30.8 30.8 22.2 Effective Green, g (s) 23.2 31.8 31.8 23.2 Actuated g/C Ratio 0.37 0.51 0.51 0.37 Clearance Time (s) 3.0 5.0 5.0 4.0 Vehicle Extension (s) 3.0 4.5 4.5 3.0 Lane Grp Cap (vph) 602 1381 1088 1158 v/s Ratio Prot 0.05 c0.22 v/s Ratio Perm 0.02 c0.38 v/c Ratio 0.05 0.11 0.74 0.59 Uniform Delay, d1 12.4 7.8 11.9 15.6 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.2 4.6 0.8 Delay (s) 12.4 7.9 16.5 16.4 Level of Service B A B B Approach Delay (s) 7.9 16.4 Approach LOS A B Intersection Summary HCM 2000 Control Delay 15.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 59.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 10: Boren Ave & Howell St Future (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 1235 130 00004903251809950 Future Volume (veh/h) 30 1235 130 00004903251809950 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.88 1.00 0.82 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.86 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1598 1710 0 1693 1710 1676 1676 0 Adj Flow Rate, veh/h 31 1273 134 0 505 335 186 1026 0 Adj No. of Lanes 0 3 0 020120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 7 0 011220 Cap, veh/h 36 1560 171 0 546 360 213 1590 0 Arrive On Green 0.41 0.41 0.41 0.00 0.32 0.32 0.13 0.50 0.00 Sat Flow, veh/h 87 3786 414 0 1784 1122 1597 3269 0 Grp Volume(v), veh/h 567 471 401 0 478 362 186 1026 0 Grp Sat Flow(s),veh/h/ln 1594 1454 1239 0 1608 1212 1597 1593 0 Q Serve(g_s), s 29.2 25.3 25.3 0.0 25.8 26.0 10.3 21.4 0.0 Cycle Q Clear(g_c), s 29.2 25.3 25.3 0.0 25.8 26.0 10.3 21.4 0.0 Prop In Lane 0.05 0.33 0.00 0.93 1.00 0.00 Lane Grp Cap(c), veh/h 657 599 510 0 517 390 213 1590 0 V/C Ratio(X) 0.86 0.79 0.79 0.00 0.92 0.93 0.87 0.65 0.00 Avail Cap(c_a), veh/h 657 599 510 0 518 391 213 1593 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 0.37 0.37 0.00 Uniform Delay (d), s/veh 24.1 23.0 23.1 0.0 29.5 29.8 38.3 16.7 0.0 Incr Delay (d2), s/veh 14.1 10.0 11.5 0.0 22.5 28.4 13.4 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 15.3 11.7 10.2 0.0 14.6 11.7 5.3 9.5 0.0 LnGrp Delay(d),s/veh 38.2 33.0 34.6 0.0 52.0 58.2 51.7 17.0 0.0 LnGrp LOS D C C D E D B Approach Vol, veh/h 1438 840 1212 Approach Delay, s/veh 35.5 54.7 22.3 Approach LOS D D C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 41.1 48.9 16.0 32.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 36.5 44.5 11.5 28.5 Max Q Clear Time (g_c+I1), s 31.2 23.4 12.3 28.0 Green Ext Time (p_c), s 3.1 10.3 0.0 0.4 Intersection Summary HCM 2010 Ctrl Delay 35.5 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 11: Minor Ave & Howell St Future (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 80 1750 10 0000652152851950 Future Volume (veh/h) 80 1750 10 0000652152851950 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.82 1.00 0.90 0.95 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1629 1710 0 1660 1660 1710 1693 0 Adj Flow Rate, veh/h 83 1823 10 0 68 224 297 203 0 Adj No. of Lanes 0 3 0 011010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 5 0 033110 Cap, veh/h 84 1971 11 0 792 545 366 211 0 Arrive On Green 0.44 0.44 0.43 0.00 0.48 0.48 0.63 0.63 0.00 Sat Flow, veh/h 192 4501 25 0 1660 1141 648 443 0 Grp Volume(v), veh/h 699 582 635 0 68 224 500 0 0 Grp Sat Flow(s),veh/h/ln 1619 1482 1617 0 1660 1141 1090 0 0 Q Serve(g_s), s 42.7 36.3 36.4 0.0 2.2 12.8 41.2 0.0 0.0 Cycle Q Clear(g_c), s 42.7 36.3 36.4 0.0 2.2 12.8 43.5 0.0 0.0 Prop In Lane 0.12 0.02 0.00 1.00 0.59 0.00 Lane Grp Cap(c), veh/h 709 649 708 0 792 545 578 0 0 V/C Ratio(X) 0.99 0.90 0.90 0.00 0.09 0.41 0.87 0.00 0.00 Avail Cap(c_a), veh/h 709 649 708 0 855 588 621 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.00 Upstream Filter(I) 0.24 0.24 0.24 0.00 1.00 1.00 0.38 0.00 0.00 Uniform Delay (d), s/veh 27.8 26.0 26.0 0.0 14.3 17.0 18.6 0.0 0.0 Incr Delay (d2), s/veh 13.5 5.1 4.8 0.0 0.0 0.2 4.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 21.7 15.8 17.2 0.0 1.0 4.0 13.5 0.0 0.0 LnGrp Delay(d),s/veh 41.3 31.1 30.8 0.0 14.3 17.2 23.1 0.0 0.0 LnGrp LOS D C C B B C Approach Vol, veh/h 1916 292 500 Approach Delay, s/veh 34.7 16.5 23.1 Approach LOS C B C Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 47.8 52.2 52.2 Change Period (Y+Rc), s 4.5 5.5 5.5 Max Green Setting (Gmax), s 39.5 50.5 50.5 Max Q Clear Time (g_c+I1), s 44.7 45.5 14.8 Green Ext Time (p_c), s 0.0 1.2 2.3 Intersection Summary HCM 2010 Ctrl Delay 30.6 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 12: I-5 SB On-Ramp/Yale AveFuture & Howell (2021) St Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 1020 1260 000000308300 Future Volume (veh/h) 40 1020 1260 000000308300 Number 5 2 12 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1644 1644 1609 1440 0 Adj Flow Rate, veh/h 42 1062 1312 31 865 0 Adj No. of Lanes 0 2 1 1 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 4 4 2 2 0 Cap, veh/h 78 1702 722 609 516 0 Arrive On Green 0.57 0.57 0.57 0.36 0.36 0.00 Sat Flow, veh/h 80 2960 1256 1533 1440 0 Grp Volume(v), veh/h 593 511 1312 31 865 0 Grp Sat Flow(s),veh/h/ln 1619 1421 1256 1533 1440 0 Q Serve(g_s), s 8.8 28.6 69.0 1.6 43.0 0.0 Cycle Q Clear(g_c), s 29.1 28.6 69.0 1.6 43.0 0.0 Prop In Lane 0.07 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 963 817 722 609 516 0 V/C Ratio(X) 0.62 0.63 1.82 0.05 1.68 0.00 Avail Cap(c_a), veh/h 963 817 722 609 516 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.09 0.09 1.00 1.00 0.00 Uniform Delay (d), s/veh 17.0 16.9 25.5 25.2 38.5 0.0 Incr Delay (d2), s/veh 0.3 0.3 368.0 0.1 312.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.1 11.3 97.5 0.7 61.9 0.0 LnGrp Delay(d),s/veh 17.2 17.3 393.5 25.3 351.3 0.0 LnGrp LOS B B F C F Approach Vol, veh/h 2416 896 Approach Delay, s/veh 221.6 340.0 Approach LOS F F Timer 12345678 Assigned Phs 2 4 Phs Duration (G+Y+Rc), s 73.0 47.0 Change Period (Y+Rc), s 4.5 4.5 Max Green Setting (Gmax), s 68.5 42.5 Max Q Clear Time (g_c+I1), s 71.0 45.0 Green Ext Time (p_c), s 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 253.6 HCM 2010 LOS F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 13: Bellevue Ave & Denny WayFuture (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 705 100 5 715 10 425 170 10 5 135 105 Future Volume (veh/h) 45 705 100 5 715 10 425 170 10 5 135 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.82 1.00 0.80 0.99 0.91 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1900 1900 1900 1845 1900 Adj Flow Rate, veh/h 47 742 105 5 753 11 447 179 11 5 142 111 Adj No. of Lanes 020020010010 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222000333 Cap, veh/h 68 947 146 33 1350 20 507 182 11 36 513 391 Arrive On Green 0.39 0.39 0.39 0.39 0.39 0.39 0.54 0.54 0.54 0.54 0.54 0.54 Sat Flow, veh/h 90 2432 376 6 3467 50 850 340 21 10 958 730 Grp Volume(v), veh/h 467 0 427 404 0 365 637 0 0 258 0 0 Grp Sat Flow(s),veh/h/ln 1369 0 1530 1852 0 1671 1212 0 0 1697 0 0 Q Serve(g_s), s 19.2 0.0 28.4 0.0 0.0 20.5 51.8 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 39.7 0.0 28.4 20.3 0.0 20.5 62.0 0.0 0.0 10.3 0.0 0.0 Prop In Lane 0.10 0.25 0.01 0.03 0.70 0.02 0.02 0.43 Lane Grp Cap(c), veh/h 566 0 596 751 0 651 700 0 0 940 0 0 V/C Ratio(X) 0.82 0.00 0.72 0.54 0.00 0.56 0.91 0.00 0.00 0.27 0.00 0.00 Avail Cap(c_a), veh/h 566 0 596 751 0 651 702 0 0 943 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 34.6 0.0 31.1 28.6 0.0 28.6 28.9 0.0 0.0 15.3 0.0 0.0 Incr Delay (d2), s/veh 12.9 0.0 7.3 2.8 0.0 3.5 15.5 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.5 0.0 13.2 11.0 0.0 10.1 23.5 0.0 0.0 4.7 0.0 0.0 LnGrp Delay(d),s/veh 47.5 0.0 38.3 31.3 0.0 32.1 44.4 0.0 0.0 15.4 0.0 0.0 LnGrp LOS D D C C D B Approach Vol, veh/h 894 769 637 258 Approach Delay, s/veh 43.1 31.7 44.4 15.4 Approach LOS D C D B Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 68.8 51.2 68.8 51.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 64.5 46.5 64.5 46.5 Max Q Clear Time (g_c+I1), s 64.0 41.7 12.3 22.5 Green Ext Time (p_c), s 0.2 1.4 5.4 2.1 Intersection Summary HCM 2010 Ctrl Delay 37.2 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 14: Minor Ave & Site AccessFuture (2021) Without-Project Weekday PM Peak Hour_With WSCC_With Previously Approved Project Pipeline

Approach WB NB SB HCM Control Delay, s 14 0 2.1 HCM LOS B

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 1: Westlake Ave & Denny Way Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 15 948 15 0 996 247 45 510 65 261 455 45 Future Volume (veh/h) 15 948 15 0 996 247 45 510 65 261 455 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.78 1.00 0.80 0.80 0.58 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1881 1900 0 1881 1900 1900 1792 1900 1845 1845 1900 Adj Flow Rate, veh/h 16 988 16 0 1038 257 47 531 68 272 474 47 Adj No. of Lanes 020020020120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111011666333 Cap, veh/h 49 1271 23 0 1148 281 85 602 75 279 1443 142 Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.25 0.25 0.25 0.16 0.46 0.46 Sat Flow, veh/h 7 2985 55 0 2789 659 137 2444 305 1757 3127 307 Grp Volume(v), veh/h 529 0 491 0 684 611 352 0 294 272 263 258 Grp Sat Flow(s),veh/h/ln 1362 0 1684 0 1787 1567 1566 0 1320 1757 1752 1682 Q Serve(g_s), s 4.0 0.0 18.9 0.0 28.5 29.3 11.3 0.0 17.3 12.3 7.6 7.8 Cycle Q Clear(g_c), s 33.4 0.0 18.9 0.0 28.5 29.3 17.3 0.0 17.3 12.3 7.6 7.8 Prop In Lane 0.03 0.03 0.00 0.42 0.13 0.23 1.00 0.18 Lane Grp Cap(c), veh/h 627 0 717 0 761 668 437 0 325 279 809 776 V/C Ratio(X) 0.84 0.00 0.68 0.00 0.90 0.92 0.81 0.00 0.90 0.98 0.33 0.33 Avail Cap(c_a), veh/h 627 0 717 0 761 668 440 0 328 279 813 780 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.1 0.0 18.6 0.0 21.4 21.6 28.8 0.0 29.2 33.5 13.6 13.7 Incr Delay (d2), s/veh 13.1 0.0 5.3 0.0 15.6 19.3 10.4 0.0 26.8 46.9 0.2 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 11.5 0.0 9.8 0.0 17.2 16.1 8.8 0.0 8.7 9.6 3.7 3.6 LnGrp Delay(d),s/veh 32.1 0.0 23.9 0.0 37.0 40.9 39.3 0.0 56.0 80.4 13.9 13.9 LnGrp LOS C C D D D E F B B Approach Vol, veh/h 1020 1295 646 793 Approach Delay, s/veh 28.2 38.8 46.9 36.7 Approach LOS CDDD Timer 12345678 Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 17.2 24.2 38.6 41.4 38.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.7 19.9 33.9 37.1 33.9 Max Q Clear Time (g_c+I1), s 14.3 19.3 35.4 9.8 31.3 Green Ext Time (p_c), s 0.0 0.4 0.0 9.1 2.4 Intersection Summary HCM 2010 Ctrl Delay 36.9 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 2: Fairview Ave N & Denny Way Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 734 5 65 679 90 469 575 150 300 425 135 Future Volume (veh/h) 130 734 5 65 679 90 469 575 150 300 425 135 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 0.78 1.00 0.75 1.00 0.76 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 Adj Sat Flow, veh/h/ln 1693 1693 1710 1693 1693 1710 1609 1676 1710 1744 1676 1710 Adj Flow Rate, veh/h 134 757 5 67 700 93 484 593 155 309 438 139 Adj No. of Lanes 120120220120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 111111222222 Cap, veh/h 161 1098 7 120 853 113 565 627 163 332 557 171 Arrive On Green 0.10 0.34 0.33 0.07 0.31 0.31 0.06 0.09 0.09 0.20 0.28 0.28 Sat Flow, veh/h 1612 3270 22 1612 2751 365 2974 2323 603 1661 1988 610 Grp Volume(v), veh/h 134 372 390 67 409 384 484 405 343 309 348 229 Grp Sat Flow(s),veh/h/ln 1612 1608 1683 1612 1608 1507 1487 1593 1333 1661 1593 1006 Q Serve(g_s), s 8.2 20.0 20.0 4.0 23.5 23.6 16.1 25.3 25.6 18.3 20.1 21.3 Cycle Q Clear(g_c), s 8.2 20.0 20.0 4.0 23.5 23.6 16.1 25.3 25.6 18.3 20.1 21.3 Prop In Lane 1.00 0.01 1.00 0.24 1.00 0.45 1.00 0.61 Lane Grp Cap(c), veh/h 161 540 565 120 499 467 565 430 360 332 446 282 V/C Ratio(X) 0.83 0.69 0.69 0.56 0.82 0.82 0.86 0.94 0.95 0.93 0.78 0.81 Avail Cap(c_a), veh/h 161 540 565 145 499 467 565 430 360 332 446 282 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.58 0.58 0.58 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.2 28.7 28.7 44.7 31.9 32.0 45.5 44.8 44.9 39.3 33.2 33.7 Incr Delay (d2), s/veh 29.2 7.0 6.7 4.1 14.0 15.0 7.7 20.3 25.0 32.0 8.6 16.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.0 10.0 10.4 1.9 12.4 11.8 7.3 13.6 12.0 11.4 9.9 7.2 LnGrp Delay(d),s/veh 73.3 35.7 35.4 48.8 45.9 47.0 53.2 65.1 69.9 71.3 41.8 50.2 LnGrp LOS E DDDDDDEEEDD Approach Vol, veh/h 896 860 1232 886 Approach Delay, s/veh 41.2 46.6 61.7 54.3 Approach LOS D D E D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 13.0 34.0 22.0 31.0 10.4 36.6 23.0 30.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 29.5 17.5 26.5 7.5 30.5 18.5 25.5 Max Q Clear Time (g_c+I1), s 10.2 25.6 18.1 23.3 6.0 22.0 20.3 27.6 Green Ext Time (p_c), s 0.0 2.4 0.0 1.9 0.0 4.5 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 51.9 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 3: Fairview Ave N & Boren Ave Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 330 40 0 0 559 0 610 285 295 195 5 Future Volume (vph) 25 330 40 0 0 559 0 610 285 295 195 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 10 11 10 10 10 10 10 10 9 10 10 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.95 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.96 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.99 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 0.99 Satd. Flow (prot) 1497 2364 2735 1336 1425 Flt Permitted 1.00 1.00 1.00 0.95 0.99 Satd. Flow (perm) 1497 2364 2735 1336 1425 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 26 340 41 0 0 576 0 629 294 304 201 5 RTOR Reduction (vph) 04000340550010 Lane Group Flow (vph) 0 403 0 0 0 542 0 868 0 249 260 0 Confl. Peds. (#/hr) 4 119 119 4 227 81 81 227 Confl. Bikes (#/hr) 1 1 10 6 Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 4% 4% 4% Turn Type Perm NA pt+ov NA Split NA Protected Phases 2 1 2 3 1 1 Permitted Phases 2 1 2 Actuated Green, G (s) 28.8 57.8 33.2 24.5 24.5 Effective Green, g (s) 28.8 57.8 33.2 24.5 24.5 Actuated g/C Ratio 0.29 0.58 0.33 0.24 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 431 1366 908 327 349 v/s Ratio Prot 0.23 c0.32 c0.19 0.18 v/s Ratio Perm 0.27 v/c Ratio 0.93 0.40 0.96 0.76 0.75 Uniform Delay, d1 34.7 11.6 32.7 35.0 34.9 Progression Factor 1.00 0.98 1.00 0.63 0.63 Incremental Delay, d2 27.4 0.2 19.7 9.8 8.5 Delay (s) 62.1 11.5 52.4 31.9 30.6 Level of Service E B D C C Approach Delay (s) 62.1 11.5 52.4 31.2 Approach LOS E B D C Intersection Summary HCM 2000 Control Delay 39.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 88.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 4: Denny Way & Minor Ave Future (2021) With-Project Weekday PM Peak Hour

Intersection Int Delay, s/veh 35.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 1204 135 15 719 40 10 10 55 15 10 50 Future Vol, veh/h 15 1204 135 15 719 40 10 10 55 15 10 50 Conflicting Peds, #/hr 119 0 53 57 0 123 53 0 57 123 0 119 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 1 1 1 9 9 9 2 2 2 Mvmt Flow 16 1295 145 16 773 43 11 11 59 16 11 54

Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 939 0 0 1497 0 0 1999 2427 900 1758 2479 650 Stage 1 ------1456 1456 - 950 950 - Stage 2 ------543 971 - 808 1529 - Critical Hdwy 4.14 - - 4.12 - - 7.68 6.68 7.08 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.68 5.68 - 6.54 5.54 - Critical Hdwy Stg 2 ------6.68 5.68 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.21 - - 3.59 4.09 3.39 3.52 4.02 3.32 Pot Cap-1 Maneuver 726 - - 449 - - 33 29 268 54 29 412 Stage 1 ------128 181 - 280 337 - Stage 2 ------474 314 - 341 178 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 654 - - 403 - - 12 20 229 ~ 16 20 333 Mov Cap-2 Maneuver ------12 20 - ~ 16 20 - Stage 1 ------106 149 - 218 280 - Stage 2 ------319 261 - 183 147 -

Approach EB WB NB SB HCM Control Delay, s 0.7 0.7 $ 516.1 $ 534.4 HCM LOS F F

Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 48 654 - - 403 - - 47 HCM Lane V/C Ratio 1.68 0.025 - - 0.04 - - 1.716 HCM Control Delay (s) $ 516.1 10.6 0.7 - 14.3 0.5 -$ 534.4 HCM Lane LOS F B A - B A - F HCM 95th %tile Q(veh) 7.9 0.1 - - 0.1 - - 8 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 5: Boren Ave & Stewart St Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 312 657 110 60 390 0 0 895 60 Future Volume (veh/h) 0 0 0 312 657 110 60 390 0 0 895 60 Number 7 4 14 1 6 16 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1474 1474 1474 1676 1676 0 0 1660 1710 Adj Flow Rate, veh/h 335 706 118 65 419 0 0 962 65 Adj No. of Lanes 121120020 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 16 16 16 220033 Cap, veh/h 516 1176 410 112 1593 0 0 1169 79 Arrive On Green 0.14 0.14 0.14 0.07 0.50 0.00 0.00 0.13 0.13 Sat Flow, veh/h 1228 2801 988 1597 3269 0 0 3079 202 Grp Volume(v), veh/h 335 706 118 65 419 0 0 506 521 Grp Sat Flow(s),veh/h/ln 1228 1400 988 1597 1593 0 0 1577 1621 Q Serve(g_s), s 25.8 23.7 10.7 3.9 7.6 0.0 0.0 31.3 31.3 Cycle Q Clear(g_c), s 25.8 23.7 10.7 3.9 7.6 0.0 0.0 31.3 31.3 Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12 Lane Grp Cap(c), veh/h 516 1176 410 112 1593 0 0 615 632 V/C Ratio(X) 0.65 0.60 0.29 0.58 0.26 0.00 0.00 0.82 0.82 Avail Cap(c_a), veh/h 516 1176 410 112 1593 0 0 615 632 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 36.1 35.2 29.9 45.1 14.4 0.0 0.0 40.2 40.2 Incr Delay (d2), s/veh 6.2 2.3 1.8 20.2 0.4 0.0 0.0 11.9 11.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.7 9.6 3.1 2.4 3.4 0.0 0.0 15.7 16.1 LnGrp Delay(d),s/veh 42.3 37.4 31.6 65.3 14.8 0.0 0.0 52.1 51.8 LnGrp LOS D D C E B D D Approach Vol, veh/h 1159 484 1027 Approach Delay, s/veh 38.3 21.6 51.9 Approach LOS D C D Timer 12345678 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 11.0 43.0 46.0 54.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 38.5 41.5 49.5 Max Q Clear Time (g_c+I1), s 5.9 33.3 27.8 9.6 Green Ext Time (p_c), s 0.1 2.2 4.9 2.3 Intersection Summary HCM 2010 Ctrl Delay 40.5 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 6: Minor Ave & Stewart St Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 160 880 311 70 57 0 0 311 119 Future Volume (veh/h) 0 0 0 160 880 311 70 57 0 0 311 119 Number 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 1.00 1.00 0.92 Parking Bus, Adj 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1513 1710 1710 1583 0 0 1598 1710 Adj Flow Rate, veh/h 174 957 338 76 62 0 0 338 129 Adj No. of Lanes 030010010 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 13 0880077 Cap, veh/h 220 1282 469 123 81 0 0 428 163 Arrive On Green 0.17 0.17 0.17 0.66 0.66 0.00 0.00 0.40 0.40 Sat Flow, veh/h 425 2477 907 171 204 0 0 1074 410 Grp Volume(v), veh/h 549 513 407 138 0000467 Grp Sat Flow(s),veh/h/ln 1341 1377 1091 375 00001484 Q Serve(g_s), s 39.5 35.4 35.4 10.8 0.0 0.0 0.0 0.0 27.8 Cycle Q Clear(g_c), s 39.5 35.4 35.4 38.6 0.0 0.0 0.0 0.0 27.8 Prop In Lane 0.32 0.83 0.55 0.00 0.00 0.28 Lane Grp Cap(c), veh/h 694 713 565 205 0000591 V/C Ratio(X) 0.79 0.72 0.72 0.67 0.00 0.00 0.00 0.00 0.79 Avail Cap(c_a), veh/h 694 713 565 205 0000591 HCM Platoon Ratio 0.33 0.33 0.33 1.67 1.67 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 36.5 34.8 34.9 24.1 0.0 0.0 0.0 0.0 26.6 Incr Delay (d2), s/veh 9.0 6.2 7.7 16.4 0.0 0.0 0.0 0.0 10.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.4 14.7 11.9 4.6 0.0 0.0 0.0 0.0 13.0 LnGrp Delay(d),s/veh 45.5 41.0 42.6 40.5 0.0 0.0 0.0 0.0 36.9 LnGrp LOS DDDD D Approach Vol, veh/h 1469 138 467 Approach Delay, s/veh 43.1 40.5 36.9 Approach LOS D D D Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 56.0 44.5 44.5 Change Period (Y+Rc), s 4.5 4.5 * 4.5 Max Green Setting (Gmax), s 51.5 39.5 * 40 Max Q Clear Time (g_c+I1), s 41.5 40.6 29.8 Green Ext Time (p_c), s 5.2 0.0 3.0 Intersection Summary HCM 2010 Ctrl Delay 41.5 HCM 2010 LOS D Notes

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 7: Yale Ave & Stewart St Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 495 1266 0 45 10 0 0 295 20 Future Volume (vph) 0 0 0 495 1266 0 45 10 0 0 295 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1700 1900 Lane Width 12 12 12 10 10 10 11 11 11 11 11 11 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.43 1.00 0.85 1.00 Frt 1.00 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.96 1.00 Satd. Flow (prot) 592 3997 1353 2671 Flt Permitted 0.95 1.00 0.63 1.00 Satd. Flow (perm) 592 3997 880 2671 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 527 1347 0 48 11 0 0 314 21 RTOR Reduction (vph) 000000000050 Lane Group Flow (vph) 0 0 0 527 1347 0 0 59 0 0 330 0 Confl. Peds. (#/hr) 501 279 279 501 262 212 212 262 Confl. Bikes (#/hr) 1 24 Heavy Vehicles (%) 0% 0% 0% 9% 9% 9% 0% 0% 0% 2% 2% 2% Parking (#/hr) 0 Turn Type Perm NA Perm NA NA Protected Phases 1 2 3 3 Permitted Phases 1 2 3 Actuated Green, G (s) 64.5 64.5 22.5 22.5 Effective Green, g (s) 65.0 65.0 23.0 23.0 Actuated g/C Ratio 0.65 0.65 0.23 0.23 Clearance Time (s) 4.5 4.5 Lane Grp Cap (vph) 384 2598 202 614 v/s Ratio Prot 0.34 c0.12 v/s Ratio Perm c0.89 0.07 v/c Ratio 1.37 0.52 0.29 0.54 Uniform Delay, d1 17.5 9.2 31.8 33.8 Progression Factor 0.47 0.19 1.00 0.86 Incremental Delay, d2 172.2 0.2 3.6 2.5 Delay (s) 180.4 2.0 35.4 31.7 Level of Service F A D C Approach Delay (s) 0.0 52.1 35.4 31.7 Approach LOS A D D C Intersection Summary HCM 2000 Control Delay 48.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.21 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 8: Stewart St & Denny Way Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 754 30 561 729 0000851175 65 Future Volume (vph) 0 754 30 561 729 0000851175 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 10 10 10 10 11 12 12 12 10 10 10 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.86 Frpb, ped/bikes 0.99 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 0.98 Frt 0.99 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 1.00 Satd. Flow (prot) 2947 1501 1580 4677 Flt Permitted 1.00 0.95 1.00 1.00 Satd. Flow (perm) 2947 1501 1580 4677 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 785 31 584 759 0000891224 68 RTOR Reduction (vph) 000000000070 Lane Group Flow (vph) 0 816 0 584 759 000001374 0 Confl. Peds. (#/hr) 150 267 267 150 478 153 153 478 Confl. Bikes (#/hr) 2 11 1 23 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 0% 0% 0% 10% 10% 10% Turn Type NA Prot NA Perm NA Protected Phases 3 2 5! 1! Permitted Phases 1! Actuated Green, G (s) 22.5 22.5 70.5 37.5 Effective Green, g (s) 23.0 27.0 71.0 38.0 Actuated g/C Ratio 0.23 0.27 0.71 0.38 Clearance Time (s) 4.5 8.5 4.5 4.5 Lane Grp Cap (vph) 677 405 1121 1777 v/s Ratio Prot c0.28 c0.39 0.48 v/s Ratio Perm 0.29 v/c Ratio 1.21 1.44 0.68 0.77 Uniform Delay, d1 38.5 36.5 8.1 27.2 Progression Factor 0.88 1.00 1.00 1.00 Incremental Delay, d2 103.4 212.5 3.3 3.3 Delay (s) 137.4 249.0 11.4 30.6 Level of Service F F B C Approach Delay (s) 137.4 114.7 0.0 30.6 Approach LOS F F A C Intersection Summary HCM 2000 Control Delay 87.1 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.10 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.5 Intersection Capacity Utilization 92.8% ICU Level of Service F Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 9: Stewart St/I-5 SB Off-Ramp & Eastlake Ave & John St Future (2021) With-Project Weekday PM Peak Hour

Movement EBR2 NBT SBR SBR2 SWT SWR Lane Configurations Traffic Volume (vph) 70 130 695 80 570 65 Future Volume (vph) 70 130 695 80 570 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 11 11 11 11 11 Total Lost time (s) 3.0 4.0 4.0 3.0 Lane Util. Factor 1.00 0.95 0.88 0.95 Frpb, ped/bikes 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 1.00 0.85 0.98 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1611 2693 2122 3096 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1611 2693 2122 3096 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 74 137 732 84 600 68 RTOR Reduction (vph) 46 0 13 0 0 0 Lane Group Flow (vph) 28 137 803 0 668 0 Confl. Peds. (#/hr) 69 Confl. Bikes (#/hr) 4 Heavy Vehicles (%) 2% 27% 18% 18% 11% 11% Bus Blockages (#/hr) 0 10 0000 Turn Type Perm NA Perm NA Protected Phases 2 8 Permitted Phases 4 6 Actuated Green, G (s) 23.2 30.8 30.8 22.2 Effective Green, g (s) 23.2 31.8 31.8 23.2 Actuated g/C Ratio 0.37 0.51 0.51 0.37 Clearance Time (s) 3.0 5.0 5.0 4.0 Vehicle Extension (s) 3.0 4.5 4.5 3.0 Lane Grp Cap (vph) 602 1381 1088 1158 v/s Ratio Prot 0.05 c0.22 v/s Ratio Perm 0.02 c0.38 v/c Ratio 0.05 0.10 0.74 0.58 Uniform Delay, d1 12.4 7.7 11.8 15.5 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.1 4.5 0.7 Delay (s) 12.4 7.9 16.3 16.2 Level of Service B A B B Approach Delay (s) 7.9 16.2 Approach LOS A B Intersection Summary HCM 2000 Control Delay 15.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 59.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 10: Boren Ave & Howell St Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 1211 125 00004202761759670 Future Volume (veh/h) 30 1211 125 00004202761759670 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.88 1.00 0.80 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.86 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1598 1710 0 1693 1710 1676 1676 0 Adj Flow Rate, veh/h 31 1248 129 0 433 285 180 997 0 Adj No. of Lanes 0 3 0 020120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 7 0 011220 Cap, veh/h 40 1684 181 0 487 314 218 1489 0 Arrive On Green 0.44 0.44 0.44 0.00 0.29 0.28 0.14 0.47 0.00 Sat Flow, veh/h 89 3797 408 0 1782 1095 1597 3269 0 Grp Volume(v), veh/h 554 460 394 0 410 308 180 997 0 Grp Sat Flow(s),veh/h/ln 1594 1454 1246 0 1608 1184 1597 1593 0 Q Serve(g_s), s 26.7 23.2 23.2 0.0 21.9 22.6 9.9 21.8 0.0 Cycle Q Clear(g_c), s 26.7 23.2 23.2 0.0 21.9 22.6 9.9 21.8 0.0 Prop In Lane 0.06 0.33 0.00 0.92 1.00 0.00 Lane Grp Cap(c), veh/h 707 645 553 0 461 340 218 1489 0 V/C Ratio(X) 0.78 0.71 0.71 0.00 0.89 0.91 0.83 0.67 0.00 Avail Cap(c_a), veh/h 707 645 553 0 465 342 248 1557 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 0.42 0.42 0.00 Uniform Delay (d), s/veh 21.4 20.4 20.5 0.0 30.7 31.2 37.8 18.6 0.0 Incr Delay (d2), s/veh 8.5 6.6 7.6 0.0 18.5 26.7 7.4 0.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.4 10.4 9.1 0.0 12.1 9.9 4.8 9.6 0.0 LnGrp Delay(d),s/veh 29.8 27.0 28.1 0.0 49.2 57.9 45.2 19.0 0.0 LnGrp LOS C C C D E D B Approach Vol, veh/h 1408 718 1177 Approach Delay, s/veh 28.4 52.9 23.0 Approach LOS C D C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 43.9 46.1 16.3 29.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 37.5 43.5 13.5 25.5 Max Q Clear Time (g_c+I1), s 28.7 23.8 11.9 24.6 Green Ext Time (p_c), s 4.3 9.0 0.0 0.7 Intersection Summary HCM 2010 Ctrl Delay 31.8 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 11: Minor Ave & Howell St Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 77 1675 10 0000652152701810 Future Volume (veh/h) 77 1675 10 0000652152701810 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.83 1.00 0.89 0.95 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1629 1710 0 1660 1660 1710 1693 0 Adj Flow Rate, veh/h 80 1745 10 0 68 224 281 189 0 Adj No. of Lanes 0 3 0 011010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 5 0 033110 Cap, veh/h 90 2090 12 0 748 511 348 196 0 Arrive On Green 0.46 0.46 0.46 0.00 0.45 0.45 0.75 0.75 0.00 Sat Flow, veh/h 194 4498 27 0 1660 1135 646 434 0 Grp Volume(v), veh/h 669 557 608 0 68 224 470 0 0 Grp Sat Flow(s),veh/h/ln 1619 1482 1617 0 1660 1135 1080 0 0 Q Serve(g_s), s 37.7 32.3 32.3 0.0 2.3 13.5 38.0 0.0 0.0 Cycle Q Clear(g_c), s 37.7 32.3 32.3 0.0 2.3 13.5 40.4 0.0 0.0 Prop In Lane 0.12 0.02 0.00 1.00 0.60 0.00 Lane Grp Cap(c), veh/h 752 689 751 0 748 511 544 0 0 V/C Ratio(X) 0.89 0.81 0.81 0.00 0.09 0.44 0.86 0.00 0.00 Avail Cap(c_a), veh/h 752 689 751 0 872 596 629 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.67 1.67 1.00 Upstream Filter(I) 0.39 0.39 0.39 0.00 1.00 1.00 0.54 0.00 0.00 Uniform Delay (d), s/veh 24.4 23.0 23.0 0.0 15.7 18.8 12.9 0.0 0.0 Incr Delay (d2), s/veh 6.6 4.1 3.8 0.0 0.0 0.2 5.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 18.1 13.9 15.2 0.0 1.1 4.3 12.4 0.0 0.0 LnGrp Delay(d),s/veh 31.1 27.1 26.8 0.0 15.8 19.0 18.4 0.0 0.0 LnGrp LOS C C C B B B Approach Vol, veh/h 1835 292 470 Approach Delay, s/veh 28.4 18.3 18.4 Approach LOS C B B Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 50.5 49.5 49.5 Change Period (Y+Rc), s 4.5 5.5 5.5 Max Green Setting (Gmax), s 38.5 51.5 51.5 Max Q Clear Time (g_c+I1), s 39.7 42.4 15.5 Green Ext Time (p_c), s 0.0 1.6 2.2 Intersection Summary HCM 2010 Ctrl Delay 25.5 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 12: I-5 SB On-Ramp/Yale Ave & Howell St Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 1010 1180 000000308300 Future Volume (veh/h) 40 1010 1180 000000308300 Number 5 2 12 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1644 1644 1609 1440 0 Adj Flow Rate, veh/h 42 1052 1229 31 865 0 Adj No. of Lanes 0 2 1 1 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 4 4 2 2 0 Cap, veh/h 79 1701 722 609 516 0 Arrive On Green 0.57 0.57 0.57 0.36 0.36 0.00 Sat Flow, veh/h 81 2959 1256 1533 1440 0 Grp Volume(v), veh/h 587 507 1229 31 865 0 Grp Sat Flow(s),veh/h/ln 1618 1421 1256 1533 1440 0 Q Serve(g_s), s 8.3 28.2 69.0 1.6 43.0 0.0 Cycle Q Clear(g_c), s 28.6 28.2 69.0 1.6 43.0 0.0 Prop In Lane 0.07 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 963 817 722 609 516 0 V/C Ratio(X) 0.61 0.62 1.70 0.05 1.68 0.00 Avail Cap(c_a), veh/h 963 817 722 609 516 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.09 0.09 1.00 1.00 0.00 Uniform Delay (d), s/veh 16.9 16.8 25.5 25.2 38.5 0.0 Incr Delay (d2), s/veh 0.3 0.3 316.4 0.1 312.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.0 11.0 87.1 0.7 61.9 0.0 LnGrp Delay(d),s/veh 17.1 17.2 341.9 25.3 351.3 0.0 LnGrp LOS B B F C F Approach Vol, veh/h 2323 896 Approach Delay, s/veh 188.9 340.0 Approach LOS F F Timer 12345678 Assigned Phs 2 4 Phs Duration (G+Y+Rc), s 73.0 47.0 Change Period (Y+Rc), s 4.5 4.5 Max Green Setting (Gmax), s 68.5 42.5 Max Q Clear Time (g_c+I1), s 71.0 45.0 Green Ext Time (p_c), s 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 231.0 HCM 2010 LOS F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 13: Bellevue Ave & Denny Way Future (2021) With-Project Weekday PM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 704 100 5 707 10 418 170 10 5 135 105 Future Volume (veh/h) 45 704 100 5 707 10 418 170 10 5 135 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.82 1.00 0.80 0.99 0.91 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1900 1900 1900 1845 1900 Adj Flow Rate, veh/h 47 741 105 5 744 11 440 179 11 5 142 111 Adj No. of Lanes 020020010010 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222000333 Cap, veh/h 69 964 148 33 1362 20 501 183 11 36 509 388 Arrive On Green 0.39 0.39 0.39 0.39 0.39 0.39 0.53 0.53 0.53 0.53 0.53 0.53 Sat Flow, veh/h 93 2453 377 6 3466 51 846 344 21 10 957 730 Grp Volume(v), veh/h 466 0 427 399 0 361 630 0 0 258 0 0 Grp Sat Flow(s),veh/h/ln 1392 0 1531 1852 0 1671 1212 0 0 1696 0 0 Q Serve(g_s), s 18.6 0.0 28.2 0.0 0.0 20.0 50.8 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 38.6 0.0 28.2 19.9 0.0 20.0 61.2 0.0 0.0 10.4 0.0 0.0 Prop In Lane 0.10 0.25 0.01 0.03 0.70 0.02 0.02 0.43 Lane Grp Cap(c), veh/h 580 0 602 758 0 657 696 0 0 933 0 0 V/C Ratio(X) 0.80 0.00 0.71 0.53 0.00 0.55 0.91 0.00 0.00 0.28 0.00 0.00 Avail Cap(c_a), veh/h 580 0 602 758 0 657 703 0 0 942 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 33.8 0.0 30.7 28.1 0.0 28.2 29.1 0.0 0.0 15.6 0.0 0.0 Incr Delay (d2), s/veh 11.3 0.0 6.9 2.6 0.0 3.3 14.9 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.2 0.0 13.0 10.8 0.0 9.8 23.2 0.0 0.0 4.7 0.0 0.0 LnGrp Delay(d),s/veh 45.1 0.0 37.6 30.8 0.0 31.5 43.9 0.0 0.0 15.6 0.0 0.0 LnGrp LOS D D C C D B Approach Vol, veh/h 893 760 630 258 Approach Delay, s/veh 41.5 31.1 43.9 15.6 Approach LOS D C D B Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 68.3 51.7 68.3 51.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 64.5 46.5 64.5 46.5 Max Q Clear Time (g_c+I1), s 63.2 40.6 12.4 22.0 Green Ext Time (p_c), s 0.7 1.6 5.4 2.1 Intersection Summary HCM 2010 Ctrl Delay 36.4 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 14: Minor Ave & Site Access Future (2021) With-Project Weekday PM Peak Hour

Intersection Int Delay, s/veh 4.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 114 80 45 197 62 170 Future Vol, veh/h 114 80 45 197 62 170 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 124 87 49 214 67 185

Major/Minor Minor1 Major1 Major2 Conflicting Flow All 476 156 0 0 263 0 Stage 1 156 - - - - - Stage 2 320 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 548 890 - - 1301 - Stage 1 872 - - - - - Stage 2 736 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 517 890 - - 1301 - Mov Cap-2 Maneuver 517 - - - - - Stage 1 872 - - - - - Stage 2 694 - - - - -

Approach WB NB SB HCM Control Delay, s 13.7 0 2.1 HCM LOS B

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 625 1301 - HCM Lane V/C Ratio - - 0.337 0.052 - HCM Control Delay (s) - - 13.7 7.9 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 1.5 0.2 -

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 1: Westlake Ave & Denny Way Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 15 948 15 0 1011 267 45 510 65 261 455 45 Future Volume (veh/h) 15 948 15 0 1011 267 45 510 65 261 455 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.78 1.00 0.80 0.80 0.58 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1881 1900 0 1881 1900 1900 1792 1900 1845 1845 1900 Adj Flow Rate, veh/h 16 988 16 0 1053 278 47 531 68 272 474 47 Adj No. of Lanes 020020020120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111011666333 Cap, veh/h 48 1243 23 0 1133 294 85 602 75 277 1439 141 Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.25 0.25 0.25 0.16 0.46 0.46 Sat Flow, veh/h 5 2909 55 0 2746 689 137 2444 305 1757 3127 307 Grp Volume(v), veh/h 528 0 492 0 704 627 352 0 294 272 263 258 Grp Sat Flow(s),veh/h/ln 1284 0 1684 0 1787 1554 1566 0 1320 1757 1752 1681 Q Serve(g_s), s 3.2 0.0 18.9 0.0 29.8 31.0 11.3 0.0 17.3 12.3 7.6 7.8 Cycle Q Clear(g_c), s 34.2 0.0 18.9 0.0 29.8 31.0 17.3 0.0 17.3 12.3 7.6 7.8 Prop In Lane 0.03 0.03 0.00 0.44 0.13 0.23 1.00 0.18 Lane Grp Cap(c), veh/h 595 0 720 0 763 664 437 0 325 277 807 774 V/C Ratio(X) 0.89 0.00 0.68 0.00 0.92 0.94 0.81 0.00 0.90 0.98 0.33 0.33 Avail Cap(c_a), veh/h 595 0 720 0 763 664 440 0 328 277 810 778 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.2 0.0 18.5 0.0 21.7 22.0 28.8 0.0 29.2 33.6 13.7 13.8 Incr Delay (d2), s/veh 17.8 0.0 5.2 0.0 18.3 23.7 10.4 0.0 26.8 49.2 0.2 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.2 0.0 9.8 0.0 18.6 17.6 8.8 0.0 8.7 9.8 3.7 3.6 LnGrp Delay(d),s/veh 37.0 0.0 23.7 0.0 40.0 45.7 39.3 0.0 56.0 82.8 13.9 14.0 LnGrp LOS D C D D D E F B B Approach Vol, veh/h 1020 1331 646 793 Approach Delay, s/veh 30.6 42.7 46.9 37.6 Approach LOS CDDD Timer 12345678 Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 17.1 24.2 38.7 41.3 38.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.6 19.9 34.0 37.0 34.0 Max Q Clear Time (g_c+I1), s 14.3 19.3 36.2 9.8 33.0 Green Ext Time (p_c), s 0.0 0.4 0.0 9.1 1.0 Intersection Summary HCM 2010 Ctrl Delay 39.1 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 2: Fairview Ave N & Denny Way Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 734 5 65 679 90 504 645 150 300 435 135 Future Volume (veh/h) 130 734 5 65 679 90 504 645 150 300 435 135 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.79 1.00 0.78 1.00 0.77 1.00 0.77 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 Adj Sat Flow, veh/h/ln 1693 1693 1710 1693 1693 1710 1609 1676 1710 1744 1676 1710 Adj Flow Rate, veh/h 134 757 5 67 700 93 520 665 155 309 448 139 Adj No. of Lanes 120120220120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 111111222222 Cap, veh/h 145 1065 7 120 853 113 565 699 162 315 582 175 Arrive On Green 0.09 0.33 0.32 0.07 0.31 0.31 0.06 0.10 0.09 0.19 0.29 0.28 Sat Flow, veh/h 1612 3269 22 1612 2751 365 2974 2409 560 1661 2007 604 Grp Volume(v), veh/h 134 372 390 67 409 384 520 439 381 309 353 234 Grp Sat Flow(s),veh/h/ln 1612 1608 1683 1612 1608 1507 1487 1593 1376 1661 1593 1019 Q Serve(g_s), s 8.2 20.3 20.3 4.0 23.5 23.6 17.4 27.4 27.6 18.5 20.2 21.2 Cycle Q Clear(g_c), s 8.2 20.3 20.3 4.0 23.5 23.6 17.4 27.4 27.6 18.5 20.2 21.2 Prop In Lane 1.00 0.01 1.00 0.24 1.00 0.41 1.00 0.59 Lane Grp Cap(c), veh/h 145 524 548 120 499 467 565 462 399 315 462 295 V/C Ratio(X) 0.92 0.71 0.71 0.56 0.82 0.82 0.92 0.95 0.95 0.98 0.76 0.79 Avail Cap(c_a), veh/h 145 524 548 145 499 467 565 462 399 315 462 295 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.56 0.56 0.56 1.00 1.00 1.00 Uniform Delay (d), s/veh 45.2 29.6 29.6 44.7 31.9 32.0 46.1 44.5 44.6 40.3 32.4 32.9 Incr Delay (d2), s/veh 52.3 7.9 7.6 4.1 14.0 15.0 13.2 20.3 23.2 44.9 7.4 13.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.8 10.2 10.6 1.9 12.4 11.8 8.2 14.7 13.1 12.4 9.8 7.1 LnGrp Delay(d),s/veh 97.4 37.5 37.2 48.8 45.9 47.0 59.3 64.8 67.8 85.2 39.8 46.7 LnGrp LOS F DDDDDEEEFDD Approach Vol, veh/h 896 860 1340 896 Approach Delay, s/veh 46.3 46.6 63.5 57.2 Approach LOS D D E E Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 12.0 34.0 22.0 32.0 10.4 35.6 22.0 32.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.5 29.5 17.5 27.5 7.5 29.5 17.5 27.5 Max Q Clear Time (g_c+I1), s 10.2 25.6 19.4 23.2 6.0 22.3 20.5 29.6 Green Ext Time (p_c), s 0.0 2.4 0.0 2.5 0.0 4.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 54.6 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 3: Fairview Ave N & Boren Ave Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 335 40 0 0 639 0 635 285 305 195 5 Future Volume (vph) 25 335 40 0 0 639 0 635 285 305 195 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 10 11 10 10 10 10 10 10 9 10 10 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.88 0.95 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.96 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.99 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 0.99 Satd. Flow (prot) 1498 2364 2742 1336 1424 Flt Permitted 1.00 1.00 1.00 0.95 0.99 Satd. Flow (perm) 1498 2364 2742 1336 1424 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 26 345 41 0 0 659 0 655 294 314 201 5 RTOR Reduction (vph) 04000350520010 Lane Group Flow (vph) 0 408 0 0 0 624 0 897 0 254 265 0 Confl. Peds. (#/hr) 4 119 119 4 227 81 81 227 Confl. Bikes (#/hr) 1 1 10 6 Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 1% 1% 1% 4% 4% 4% Turn Type Perm NA pt+ov NA Split NA Protected Phases 2 1 2 3 1 1 Permitted Phases 2 1 2 Actuated Green, G (s) 28.4 56.8 34.2 23.9 23.9 Effective Green, g (s) 28.4 56.8 34.2 23.9 23.9 Actuated g/C Ratio 0.28 0.57 0.34 0.24 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 425 1342 937 319 340 v/s Ratio Prot 0.26 c0.33 c0.19 0.19 v/s Ratio Perm 0.27 v/c Ratio 0.96 0.47 0.96 0.80 0.78 Uniform Delay, d1 35.2 12.7 32.2 35.8 35.6 Progression Factor 1.00 0.98 1.00 0.60 0.60 Incremental Delay, d2 32.9 0.3 19.6 12.1 10.5 Delay (s) 68.1 12.6 51.8 33.6 31.9 Level of Service E B D C C Approach Delay (s) 68.1 12.6 51.8 32.7 Approach LOS E B D C Intersection Summary HCM 2000 Control Delay 40.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 92.3% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 4: Denny Way & Minor Ave Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Approach EB WB NB SB HCM Control Delay, s 0.7 0.7 $ 516.1 $ 534.4 HCM LOS F F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 5: Boren Ave & Stewart St Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 327 677 120 60 460 0 0 910 65 Future Volume (veh/h) 0 0 0 327 677 120 60 460 0 0 910 65 Number 7 4 14 1 6 16 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 1.00 0.99 Parking Bus, Adj 0.88 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1474 1474 1474 1676 1676 0 0 1660 1710 Adj Flow Rate, veh/h 352 728 129 65 495 0 0 978 70 Adj No. of Lanes 121120020 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 16 16 16 220033 Cap, veh/h 516 1176 410 112 1593 0 0 1163 83 Arrive On Green 0.14 0.14 0.14 0.07 0.50 0.00 0.00 0.13 0.13 Sat Flow, veh/h 1228 2801 988 1597 3269 0 0 3066 213 Grp Volume(v), veh/h 352 728 129 65 495 0 0 517 531 Grp Sat Flow(s),veh/h/ln 1228 1400 988 1597 1593 0 0 1577 1619 Q Serve(g_s), s 27.3 24.5 11.8 3.9 9.2 0.0 0.0 32.0 32.0 Cycle Q Clear(g_c), s 27.3 24.5 11.8 3.9 9.2 0.0 0.0 32.0 32.0 Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.13 Lane Grp Cap(c), veh/h 516 1176 410 112 1593 0 0 615 632 V/C Ratio(X) 0.68 0.62 0.31 0.58 0.31 0.00 0.00 0.84 0.84 Avail Cap(c_a), veh/h 516 1176 410 112 1593 0 0 615 632 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 36.7 35.5 30.3 45.1 14.8 0.0 0.0 40.5 40.5 Incr Delay (d2), s/veh 7.1 2.4 2.0 20.2 0.5 0.0 0.0 13.1 12.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.3 9.9 3.5 2.4 4.2 0.0 0.0 16.2 16.6 LnGrp Delay(d),s/veh 43.9 38.0 32.3 65.3 15.3 0.0 0.0 53.6 53.3 LnGrp LOS D D C E B D D Approach Vol, veh/h 1209 560 1048 Approach Delay, s/veh 39.1 21.1 53.4 Approach LOS D C D Timer 12345678 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 11.0 43.0 46.0 54.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 38.5 41.5 49.5 Max Q Clear Time (g_c+I1), s 5.9 34.0 29.3 11.2 Green Ext Time (p_c), s 0.2 2.0 4.8 2.7 Intersection Summary HCM 2010 Ctrl Delay 40.9 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 6: Minor Ave & Stewart St Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 165 905 311 75 57 0 0 321 129 Future Volume (veh/h) 0 0 0 165 905 311 75 57 0 0 321 129 Number 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 0.80 1.00 1.00 1.00 0.92 Parking Bus, Adj 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1513 1710 1710 1583 0 0 1598 1710 Adj Flow Rate, veh/h 179 984 338 82 62 0 0 349 140 Adj No. of Lanes 030010010 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 13 0880077 Cap, veh/h 223 1300 462 111 65 0 0 417 167 Arrive On Green 0.17 0.17 0.17 0.66 0.66 0.00 0.00 0.40 0.40 Sat Flow, veh/h 429 2500 889 137 164 0 0 1056 424 Grp Volume(v), veh/h 560 523 418 144 0000489 Grp Sat Flow(s),veh/h/ln 1341 1377 1100 302 00001480 Q Serve(g_s), s 40.1 36.0 36.0 9.7 0.0 0.0 0.0 0.0 29.8 Cycle Q Clear(g_c), s 40.1 36.0 36.0 39.5 0.0 0.0 0.0 0.0 29.8 Prop In Lane 0.32 0.81 0.57 0.00 0.00 0.29 Lane Grp Cap(c), veh/h 697 716 572 176 0000585 V/C Ratio(X) 0.80 0.73 0.73 0.82 0.00 0.00 0.00 0.00 0.84 Avail Cap(c_a), veh/h 697 716 572 176 0000585 HCM Platoon Ratio 0.33 0.33 0.33 1.67 1.67 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 36.5 34.8 34.9 27.1 0.0 0.0 0.0 0.0 27.3 Incr Delay (d2), s/veh 9.5 6.5 8.0 33.1 0.0 0.0 0.0 0.0 13.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.7 15.0 12.2 5.5 0.0 0.0 0.0 0.0 14.3 LnGrp Delay(d),s/veh 46.0 41.3 42.9 60.2 0.0 0.0 0.0 0.0 40.6 LnGrp LOS D D D E D Approach Vol, veh/h 1501 144 489 Approach Delay, s/veh 43.5 60.2 40.6 Approach LOS D E D Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 56.0 44.0 44.0 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 51.5 39.5 39.5 Max Q Clear Time (g_c+I1), s 42.1 41.5 31.8 Green Ext Time (p_c), s 5.1 0.0 2.6 Intersection Summary HCM 2010 Ctrl Delay 44.0 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 7: Yale Ave & Stewart St Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 495 1286 0 45 10 0 0 295 20 Future Volume (vph) 0 0 0 495 1286 0 45 10 0 0 295 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1700 1900 Lane Width 12 12 12 10 10 10 11 11 11 11 11 11 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.43 1.00 0.85 1.00 Frt 1.00 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.96 1.00 Satd. Flow (prot) 592 3997 1353 2671 Flt Permitted 0.95 1.00 0.63 1.00 Satd. Flow (perm) 592 3997 880 2671 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 527 1368 0 48 11 0 0 314 21 RTOR Reduction (vph) 000000000050 Lane Group Flow (vph) 0 0 0 527 1368 0 0 59 0 0 330 0 Confl. Peds. (#/hr) 501 279 279 501 262 212 212 262 Confl. Bikes (#/hr) 1 24 Heavy Vehicles (%) 0% 0% 0% 9% 9% 9% 0% 0% 0% 2% 2% 2% Parking (#/hr) 0 Turn Type Perm NA Perm NA NA Protected Phases 1 2 3 3 Permitted Phases 1 2 3 Actuated Green, G (s) 64.5 64.5 22.5 22.5 Effective Green, g (s) 65.0 65.0 23.0 23.0 Actuated g/C Ratio 0.65 0.65 0.23 0.23 Clearance Time (s) 4.5 4.5 Lane Grp Cap (vph) 384 2598 202 614 v/s Ratio Prot 0.34 c0.12 v/s Ratio Perm c0.89 0.07 v/c Ratio 1.37 0.53 0.29 0.54 Uniform Delay, d1 17.5 9.3 31.8 33.8 Progression Factor 0.46 0.19 1.00 0.86 Incremental Delay, d2 171.6 0.2 3.6 2.4 Delay (s) 179.7 2.0 35.4 31.6 Level of Service F A D C Approach Delay (s) 0.0 51.4 35.4 31.6 Approach LOS A D D C Intersection Summary HCM 2000 Control Delay 48.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.21 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 8: Stewart St & Denny Way Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 754 30 571 729 0000851190 65 Future Volume (vph) 0 754 30 571 729 0000851190 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 10 10 10 10 11 12 12 12 10 10 10 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.86 Frpb, ped/bikes 0.99 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 0.98 Frt 0.99 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 1.00 Satd. Flow (prot) 2947 1501 1580 4681 Flt Permitted 1.00 0.95 1.00 1.00 Satd. Flow (perm) 2947 1501 1580 4681 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 785 31 595 759 0000891240 68 RTOR Reduction (vph) 000000000070 Lane Group Flow (vph) 0 816 0 595 759 000001390 0 Confl. Peds. (#/hr) 150 267 267 150 478 153 153 478 Confl. Bikes (#/hr) 2 11 1 23 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 0% 0% 0% 10% 10% 10% Turn Type NA Prot NA Perm NA Protected Phases 3 2 5! 1! Permitted Phases 1! Actuated Green, G (s) 22.5 22.5 70.5 37.5 Effective Green, g (s) 23.0 27.0 71.0 38.0 Actuated g/C Ratio 0.23 0.27 0.71 0.38 Clearance Time (s) 4.5 8.5 4.5 4.5 Lane Grp Cap (vph) 677 405 1121 1778 v/s Ratio Prot c0.28 c0.40 0.48 v/s Ratio Perm 0.30 v/c Ratio 1.21 1.47 0.68 0.78 Uniform Delay, d1 38.5 36.5 8.1 27.3 Progression Factor 0.88 1.00 1.00 1.00 Incremental Delay, d2 103.2 224.2 3.3 3.5 Delay (s) 137.2 260.7 11.4 30.8 Level of Service F F B C Approach Delay (s) 137.2 121.0 0.0 30.8 Approach LOS F F A C Intersection Summary HCM 2000 Control Delay 89.4 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.11 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.5 Intersection Capacity Utilization 93.6% ICU Level of Service F Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Transpo Group Synchro 9 Report HCM Signalized Intersection Capacity Analysis 1200 Stewart Street 9: Stewart St/I-5 SB Off-Ramp & Eastlake Ave & JohnFuture St (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBR2 NBT SBR SBR2 SWT SWR Lane Configurations Traffic Volume (vph) 70 140 695 80 585 65 Future Volume (vph) 70 140 695 80 585 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 11 11 11 11 11 Total Lost time (s) 3.0 4.0 4.0 3.0 Lane Util. Factor 1.00 0.95 0.88 0.95 Frpb, ped/bikes 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 1.00 0.85 0.99 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1611 2693 2122 3097 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1611 2693 2122 3097 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 74 147 732 84 616 68 RTOR Reduction (vph) 46 0 13 0 0 0 Lane Group Flow (vph) 28 147 803 0 684 0 Confl. Peds. (#/hr) 69 Confl. Bikes (#/hr) 4 Heavy Vehicles (%) 2% 27% 18% 18% 11% 11% Bus Blockages (#/hr) 0 10 0000 Turn Type Perm NA Perm NA Protected Phases 2 8 Permitted Phases 4 6 Actuated Green, G (s) 23.2 30.8 30.8 22.2 Effective Green, g (s) 23.2 31.8 31.8 23.2 Actuated g/C Ratio 0.37 0.51 0.51 0.37 Clearance Time (s) 3.0 5.0 5.0 4.0 Vehicle Extension (s) 3.0 4.5 4.5 3.0 Lane Grp Cap (vph) 602 1381 1088 1158 v/s Ratio Prot 0.05 c0.22 v/s Ratio Perm 0.02 c0.38 v/c Ratio 0.05 0.11 0.74 0.59 Uniform Delay, d1 12.4 7.8 11.8 15.6 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.2 4.5 0.8 Delay (s) 12.4 7.9 16.3 16.4 Level of Service B A B B Approach Delay (s) 7.9 16.4 Approach LOS A B Intersection Summary HCM 2000 Control Delay 15.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 59.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 10: Boren Ave & Howell St Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 1231 130 00004903211809920 Future Volume (veh/h) 30 1231 130 00004903211809920 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.88 1.00 0.82 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.86 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1598 1710 0 1693 1710 1676 1676 0 Adj Flow Rate, veh/h 31 1269 134 0 505 331 186 1023 0 Adj No. of Lanes 0 3 0 020120 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 7 0 011220 Cap, veh/h 36 1560 171 0 549 358 213 1589 0 Arrive On Green 0.41 0.41 0.41 0.00 0.32 0.32 0.13 0.50 0.00 Sat Flow, veh/h 87 3784 415 0 1794 1114 1597 3269 0 Grp Volume(v), veh/h 565 469 400 0 475 361 186 1023 0 Grp Sat Flow(s),veh/h/ln 1594 1454 1239 0 1608 1215 1597 1593 0 Q Serve(g_s), s 29.1 25.2 25.2 0.0 25.6 25.8 10.3 21.3 0.0 Cycle Q Clear(g_c), s 29.1 25.2 25.2 0.0 25.6 25.8 10.3 21.3 0.0 Prop In Lane 0.05 0.34 0.00 0.92 1.00 0.00 Lane Grp Cap(c), veh/h 657 600 511 0 516 390 213 1589 0 V/C Ratio(X) 0.86 0.78 0.78 0.00 0.92 0.93 0.87 0.64 0.00 Avail Cap(c_a), veh/h 657 600 511 0 518 392 213 1593 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 0.37 0.37 0.00 Uniform Delay (d), s/veh 24.1 22.9 23.0 0.0 29.4 29.7 38.3 16.7 0.0 Incr Delay (d2), s/veh 13.8 9.8 11.4 0.0 21.8 27.6 13.5 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 15.2 11.7 10.2 0.0 14.5 11.6 5.3 9.5 0.0 LnGrp Delay(d),s/veh 37.9 32.8 34.4 0.0 51.2 57.3 51.8 17.0 0.0 LnGrp LOS D C C D E D B Approach Vol, veh/h 1434 836 1209 Approach Delay, s/veh 35.2 53.9 22.3 Approach LOS D D C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 41.1 48.9 16.0 32.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 36.5 44.5 11.5 28.5 Max Q Clear Time (g_c+I1), s 31.1 23.3 12.3 27.8 Green Ext Time (p_c), s 3.1 10.2 0.0 0.5 Intersection Summary HCM 2010 Ctrl Delay 35.2 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 11: Minor Ave & Howell St Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 77 1750 10 0000652152751860 Future Volume (veh/h) 77 1750 10 0000652152751860 Number 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 0.82 1.00 0.90 0.95 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1629 1710 0 1660 1660 1710 1693 0 Adj Flow Rate, veh/h 80 1823 10 0 68 224 286 194 0 Adj No. of Lanes 0 3 0 011010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 5 0 033110 Cap, veh/h 84 2038 12 0 768 527 357 203 0 Arrive On Green 0.45 0.45 0.45 0.00 0.46 0.46 0.62 0.62 0.00 Sat Flow, veh/h 186 4508 25 0 1660 1138 647 439 0 Grp Volume(v), veh/h 698 581 634 0 68 224 480 0 0 Grp Sat Flow(s),veh/h/ln 1619 1482 1618 0 1660 1138 1085 0 0 Q Serve(g_s), s 41.5 35.3 35.3 0.0 2.3 13.2 39.6 0.0 0.0 Cycle Q Clear(g_c), s 41.5 35.3 35.3 0.0 2.3 13.2 41.9 0.0 0.0 Prop In Lane 0.11 0.02 0.00 1.00 0.60 0.00 Lane Grp Cap(c), veh/h 732 670 732 0 768 527 560 0 0 V/C Ratio(X) 0.95 0.87 0.87 0.00 0.09 0.43 0.86 0.00 0.00 Avail Cap(c_a), veh/h 732 670 732 0 855 586 619 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.00 Upstream Filter(I) 0.24 0.24 0.24 0.00 1.00 1.00 0.44 0.00 0.00 Uniform Delay (d), s/veh 26.4 24.7 24.7 0.0 15.0 18.0 19.5 0.0 0.0 Incr Delay (d2), s/veh 8.5 3.9 3.6 0.0 0.0 0.2 4.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 20.1 15.1 16.4 0.0 1.1 4.1 13.0 0.0 0.0 LnGrp Delay(d),s/veh 34.9 28.6 28.3 0.0 15.1 18.2 24.1 0.0 0.0 LnGrp LOS C C C B B C Approach Vol, veh/h 1913 292 480 Approach Delay, s/veh 30.8 17.4 24.1 Approach LOS C B C Timer 12345678 Assigned Phs 2 4 8 Phs Duration (G+Y+Rc), s 49.2 50.8 50.8 Change Period (Y+Rc), s 4.5 5.5 5.5 Max Green Setting (Gmax), s 39.5 50.5 50.5 Max Q Clear Time (g_c+I1), s 43.5 43.9 15.2 Green Ext Time (p_c), s 0.0 1.4 2.2 Intersection Summary HCM 2010 Ctrl Delay 28.2 HCM 2010 LOS C

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 12: I-5 SB On-Ramp/Yale Ave & Howell St Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 1020 1250 000000308300 Future Volume (veh/h) 40 1020 1250 000000308300 Number 5 2 12 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1710 1644 1644 1609 1440 0 Adj Flow Rate, veh/h 42 1062 1302 31 865 0 Adj No. of Lanes 0 2 1 1 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 4 4 2 2 0 Cap, veh/h 78 1702 722 609 516 0 Arrive On Green 0.57 0.57 0.57 0.36 0.36 0.00 Sat Flow, veh/h 80 2960 1256 1533 1440 0 Grp Volume(v), veh/h 593 511 1302 31 865 0 Grp Sat Flow(s),veh/h/ln 1619 1421 1256 1533 1440 0 Q Serve(g_s), s 8.8 28.6 69.0 1.6 43.0 0.0 Cycle Q Clear(g_c), s 29.1 28.6 69.0 1.6 43.0 0.0 Prop In Lane 0.07 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 963 817 722 609 516 0 V/C Ratio(X) 0.62 0.63 1.80 0.05 1.68 0.00 Avail Cap(c_a), veh/h 963 817 722 609 516 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.09 0.09 1.00 1.00 0.00 Uniform Delay (d), s/veh 17.0 16.9 25.5 25.2 38.5 0.0 Incr Delay (d2), s/veh 0.3 0.3 361.8 0.1 312.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.1 11.3 96.3 0.7 61.9 0.0 LnGrp Delay(d),s/veh 17.2 17.3 387.3 25.3 351.3 0.0 LnGrp LOS B B F C F Approach Vol, veh/h 2406 896 Approach Delay, s/veh 217.5 340.0 Approach LOS F F Timer 12345678 Assigned Phs 2 4 Phs Duration (G+Y+Rc), s 73.0 47.0 Change Period (Y+Rc), s 4.5 4.5 Max Green Setting (Gmax), s 68.5 42.5 Max Q Clear Time (g_c+I1), s 71.0 45.0 Green Ext Time (p_c), s 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 250.7 HCM 2010 LOS F

Transpo Group Synchro 9 Report HCM 2010 Signalized Intersection Summary 1200 Stewart Street 13: Bellevue Ave & Denny Way Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 704 100 5 712 10 418 170 10 5 135 105 Future Volume (veh/h) 45 704 100 5 712 10 418 170 10 5 135 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.82 1.00 0.80 0.99 0.91 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1900 1900 1900 1845 1900 Adj Flow Rate, veh/h 47 741 105 5 749 11 440 179 11 5 142 111 Adj No. of Lanes 020020010010 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222000333 Cap, veh/h 69 962 148 33 1362 20 501 183 11 36 509 388 Arrive On Green 0.39 0.39 0.39 0.39 0.39 0.39 0.53 0.53 0.53 0.53 0.53 0.53 Sat Flow, veh/h 92 2448 376 6 3467 51 846 344 21 10 957 730 Grp Volume(v), veh/h 466 0 427 402 0 363 630 0 0 258 0 0 Grp Sat Flow(s),veh/h/ln 1386 0 1531 1852 0 1671 1212 0 0 1696 0 0 Q Serve(g_s), s 18.6 0.0 28.2 0.0 0.0 20.2 50.8 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 38.8 0.0 28.2 20.1 0.0 20.2 61.2 0.0 0.0 10.4 0.0 0.0 Prop In Lane 0.10 0.25 0.01 0.03 0.70 0.02 0.02 0.43 Lane Grp Cap(c), veh/h 578 0 602 758 0 657 696 0 0 933 0 0 V/C Ratio(X) 0.81 0.00 0.71 0.53 0.00 0.55 0.91 0.00 0.00 0.28 0.00 0.00 Avail Cap(c_a), veh/h 578 0 602 758 0 657 703 0 0 942 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 33.9 0.0 30.7 28.2 0.0 28.2 29.1 0.0 0.0 15.6 0.0 0.0 Incr Delay (d2), s/veh 11.5 0.0 6.9 2.6 0.0 3.3 14.9 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 16.2 0.0 13.0 10.8 0.0 9.9 23.2 0.0 0.0 4.7 0.0 0.0 LnGrp Delay(d),s/veh 45.4 0.0 37.6 30.8 0.0 31.6 43.9 0.0 0.0 15.6 0.0 0.0 LnGrp LOS D D C C D B Approach Vol, veh/h 893 765 630 258 Approach Delay, s/veh 41.7 31.2 43.9 15.6 Approach LOS D C D B Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 68.3 51.7 68.3 51.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 64.5 46.5 64.5 46.5 Max Q Clear Time (g_c+I1), s 63.2 40.8 12.4 22.2 Green Ext Time (p_c), s 0.7 1.5 5.4 2.1 Intersection Summary HCM 2010 Ctrl Delay 36.4 HCM 2010 LOS D

Transpo Group Synchro 9 Report HCM 2010 TWSC 1200 Stewart Street 14: Minor Ave & Site Access Future (2021) With-Project Weekday PM Peak Hour_With WSCC

Approach WB NB SB HCM Control Delay, s 13.7 0 2.1 HCM LOS B

Transpo Group Synchro 9 Report Appendix E:Trip Generation Worksheets

Trip Generation

1200 Stewart

Person Trips Land Use Size Trip Rate1 Inbound % AVO Rate Person Trips Proposed Use Apartment (LU 220) 1,050 units 1.11 Daily T = 6.06(X)+123.56 50% 7,200 AM Peak Hour T = 0.49(X)+3.73 20% 575 PM Peak Hour T = 0.55(X)+17.65 65% 661

Shopping Center (LU 820) 84,215 sf 1.48 Daily 42.70 trips/1,000 sq. ft. 50% 5,322 AM Peak Hour 0.96 trips/1,000 sq. ft. 62% 120 PM Peak Hour 3.71 trips/1,000 sq. ft. 48% 462

High-Turnover (Sit-Down) Restaurant (LU 932) 4,500 sf 1.48 Daily 127.15 trips/1,000 sq. ft. 50% 847 AM Peak Hour 10.81 trips/1,000 sq. ft. 55% 72 PM Peak Hour 9.85 trips/1,000 sq. ft. 60% 66

Health & Fitness Club (LU 492) 27,000 sf 1.00 Daily 32.93 trips/1,000 sq. ft. 50% 889 AM Peak Hour 1.41 trips/1,000 sq. ft. 50% 38 PM Peak Hour 3.53 trips/1,000 sq. ft. 57% 95

Existing Use Shopping Center (LU 820) 7,200 sf 1.48 Daily 42.70 trips/1,000 sq. ft. 50% 455 AM Peak Hour 0.96 trips/1,000 sq. ft. 62% 10 PM Peak Hour 3.71 trips/1,000 sq. ft. 48% 40

Single Tenant Office Building (LU 715) 20,760 sf 1.11 Daily 11.65 trips/1,000 sq. ft. 50% 268 AM Peak Hour 1.80 trips/1,000 sq. ft. 89% 41 PM Peak Hour 1.74 trips/1,000 sq. ft. 15% 40

Notes: 1. Trip rates based on Institute of Transportation Engineers' (ITE) Trip Generation Manual 9th Edition average trip rate and equation as shown for the land uses noted.

Q:\Projects\15\15432.00 - 1200 Stewart\Traffic Analysis\Trip Generation\1200 Stewart_Trip Gen_Addnl Floors_1-9-2017 1/11/2017 Trip Generation

1200 Stewart

Person Trips by Mode of Travel Percent Daily AM Peak Hour PM Peak Hour Trip Generation Summary By Mode1 Person Trips In Out Total In Out Total Proposed Use Residential1 Walk, Bike, Other Trips 50% 3,600 58 230 288 215 116 331 Transit Trips 15% 1,080 17 69 86 64 35 99 Person Trips by Vehicle 35% 2,520 40 161 201 151 80 231 Total 100% 7,200 115 460 575 430 231 661 Shopping Center Walk, Bike, Other Trips 25% 1,330 19 11 30 56 60 116 Transit Trips 25% 1,330 19 11 30 56 60 116 Person Trips by Vehicle 50% 2,662 36 24 60 110 120 230 Total 100% 5,322 74 46 120 222 240 462 Restaurant Walk, Bike, Other Trips 25% 210 10 8 18 10 7 17 Transit Trips 25% 210 10 8 18 10 7 17 Person Trips by Vehicle 50% 427 20 16 36 20 12 32 Total 100% 847 40 32 72 40 26 66 Health & Fitness Club2 Walk, Bike, Other Trips 50% 440 10 9 19 27 21 48 Transit Trips 15% 130 3 3 6 8 6 14 Person Trips by Vehicle 35% 319 6 7 13 19 14 33 Total 100% 889 19 19 38 54 41 95 Existing Use Specialty Retail3 Walk, Bike, Other Trips 80% 360 5 3 8 15 17 32 Transit Trips 5% 20 1 0 1 1 1 2 Person Trips by Vehicle 15% 75 0 1 1 3 3 6 Total 100% 455 6 4 10 19 21 40

Office4 Walk, Bike, Other Trips 15% 40 5 1 6 1 5 6 Transit Trips 27% 70 10 1 11 2 9 11 Person Trips by Vehicle 58% 158 21 3 24 3 20 23 Total 100% 268 36 5 41 6 34 40 Net New Project Person Trips Walk, Bike, Other Trips 5,180 87 254 341 292 182 474 Transit Trips 2,660 38 90 128 135 98 233 Person Trips by Vehicle 5,695 81 204 285 294 203 497 Total 13,535 206 548 754 721 483 1,204

1. Person trip mode splits based on 2010-2014 American Community Survey 5-Year Estimates for census tract (#73) of the proposed project. 2. Mode split assumed to be consistent with residential travel patterns. 3. Mode split considers that larger retail space is anticipated to have more of a regional draw. 4. Mode splits for office use were based on a review of 2014 CTR data, which is based on office with 100 or more employees and adjusted considering the potential for higher vehicle use wit hthe smaller existing office buildings.

Q:\Projects\15\15432.00 - 1200 Stewart\Traffic Analysis\Trip Generation\1200 Stewart_Trip Gen_Addnl Floors_1-9-2017 1/11/2017 Trip Generation

Vehicle Trip Generation Daily Vehicle AM Peak Hour Vehicle Trips PM Peak Hour Vehicle Trips Land Use AVO1 Trips In Out Total In Out Total Proposed Use Residential1 1.15 2,190 35 140 175 131 70 201 Shopping Center 1.20 2,220 30 20 50 92 100 192 Pass-By Trips 2 -750 -3 -3 -6 -32 -32 -64 Restaurant 1.20 360 17 13 30 17 10 27 Health & Fitness Club 1.00 320 6 7 13 19 14 33 Subtotal 4,340 85 177 262 227 162 389 Existing Use Shopping Center 1.20 65 0 1 1 3 2 5 Office 1.12 140 19 2 21 3 18 21 Subtotal 205 19 3 22 6 20 26 Net New Trips 4,135 66 174 240 221 142 363 1. Average Vehicle Occupancy (AVO) based on 2010-2014 American Community Survey 5-Year Estimates for census tract (#73) of the proposed project.

2. No AM pass-by rate is published by ITE. A rate of 10 percent was assumed based on a PM rate of 34 percent and a midday rate of 26 percent.

Q:\Projects\15\15432.00 - 1200 Stewart\Traffic Analysis\Trip Generation\1200 Stewart_Trip Gen_Addnl Floors_1-9-2017 1/11/2017 Appendix F:Parking Demand Worksheets

Appendix F- Parking Demand Seattle Retail Parking Demand Rate Calculation Project Information Project: 1200 Stewart Project No: 15432.00 Retail Size: Commercial Space 84,215 sf

Local Mode Split Data:

Vehicle 50% Walk / Bicycle 25% Transit 25% 100%

Parking Demand Rate1:

2.55 stalls / 1,000 sf (ITE Shopping Center #820)

Localized Parking Demand Rate:

Parking Demand Rate x Vehicle Mode Split 1.28 vehicles / 1,000 sf (Shopping Center)

Parking Demand: Retail Size x Localized Parking Demand Rate 108 vehicles

Notes: 1 Based on ITE Parking Generation (4th Edition, 2010) shopping center land use 820 for non-Friday weekday, non-December.

Shopping Center Demand 1/11/2017 Appendix F- Parking Demand Seattle Restaurant Parking Demand Rate Calculation Project Information Project: 1200 Stewart Project No: 15432.00 Retail Size: Commercial Space 4,500 sf

Local Mode Split Data:

Vehicle 50% Walk / Bicycle 25% Transit 25% 100%

Parking Demand Rate1:

5.55 stalls / 1,000 sf (ITE High-Turnover (Sit-Down) Restaurant #932)

Localized Parking Demand Rate:

Parking Demand Rate x Vehicle Mode Split 2.78 vehicles / 1,000 sf (High-Turnover (Sit-Down) Restaurant)

Parking Demand: Retail Size x Localized Parking Demand Rate 13 vehicles

Notes: 1 Based on ITE Parking Generation (4th Edition, 2010) High-Turnover (Sit-Down) Restaurant, weekday, urban, no bar or lounge.

Restaurant Demand 1/11/2017 Appendix F - Parking Demand Seattle Health and Fitness Club Parking Demand Rate Calculation Project Information Project: 1200 Stewart Project No: 15432.00 Retail Size: Commercial Space 27,000 sf

Local Mode Split Data:

Vehicle 35% Walk / Bicycle 50% Transit 15% 100%

Parking Demand Rate1:

5.27 stalls / 1,000 sf (ITE Health/Fitness Club #492)

Localized Parking Demand Rate:

Parking Demand Rate x Vehicle Mode Split 1.84 vehicles / 1,000 sf (Health and Fitness Club)

Parking Demand: Retail Size x Localized Parking Demand Rate 50 vehicles

Notes: 1 Based on ITE Parking Generation (4th Edition, 2010) Health/Fitness Center land use 492 for weekday

Health and Fitness Club 1/11/2017 Appendix F - Parking Demand Seattle Apartment Parking Demand Rate Calculation Project Information Project: 1200 Stewart Project No: 15432.00 Unit Mix Studio & Open one bedroom units: 138 One bedroom units: 518 Two bedroom units: 355 Three bedroom units 39 Total apartment units: 1050

Census Data Census Tract Number: 82

Renter occupied housing with: No Vehicle 1,268 1 Vehicle 750 2 vehicles 176 *US Census Bureau, 2010 - 2014 American Community Survey, Online "FactFinder" report B25044

Vehicle Ownership Rate Calculation

Studio, open, and one bedroom unit auto ownership:1 0.37 autos/unit

One, two, and three bedroom unit auto ownership:2 0.50 autos/unit

1. Assumes no vehicle or one vehicle ownership 2. Assumes no vehicle, one vehicle, two, and three vehicle ownership

Weighted Average Vehicle Ownership Rate for Proposed Apartments: 0.42 autos/unit

Residential Peak Parking Demand

441 Vehicles

Apartment Demand_Census 82 1/11/2017 Appendix G: Preliminary Traffic Impact Fee Calculation

1200 Stewart Street

2030 Impacts - Redistribution based on proposed infrastructure Existing 2030 Total Growth SLU Growth Project Trips Total SLU Growth % of Total Growth Volumes Baseline Volumes Adjustment Valley Corridor Fairview to Boren 0 -416 0.00% 3175 1380 -416 23.2% Boren to Terry 0 -414 0.00% 3125 1340 -414 23.2% Terry to Westlake 0 -425 0.00% 3085 1255 -425 23.2% 0.00%

Mercer Corridor Fairview to Boren 0 487 0.00% 3450 5550 487 23.2% Boren to Terry 0 491 0.00% 3420 5535 491 23.2% Terry to Westlake 0 536 0.00% 3140 5450 536 23.2% Westlake to 9th 0 363 0.00% 2870 4435 363 23.2% 9th to 8th 0 334 0.00% 2175 3615 334 23.2% 8th to Dexter 0 327 0.00% 2185 3595 327 23.2% 0.00%

2-Way Westlake Aloha to Valley 17 90 18.79% 1405 1795 90 23.2% Valley to Mercer 17 206 8.23% 815 1705 206 23.2% Mercer to Republican 17 133 12.74% 1110 1685 133 23.2% Republican to Harrison 17 172 9.90% 1045 1785 172 23.2% Harrison to Thomas 17 176 9.64% 955 1715 176 23.2% Thomas to John 17 190 8.94% 860 1680 190 23.2% John to Denny 17 176 9.64% 840 1600 176 23.2% 11.13%

2-Way 9th Aloha to Broad 0 46 0.00% 1205 1405 46 23.2% Broad to Mercer 0 130 0.00% 1205 1765 130 23.2% Mercer to Republican 0 167 0.00% 385 1105 167 23.2% Republican to Harrison 0 132 0.00% 370 940 132 23.2% Harrison to Thomas 0 59 0.00% 410 665 59 23.2% Thomas to John 0 59 0.00% 460 715 59 23.2% John to Denny 0 59 0.00% 440 695 59 23.2% 0.00%

2-Way Westlake and 9th Aloha to Broad 17 137 12.42% 2610 3200 137 23.2% Broad to Mercer 17 336 5.05% 2020 3470 336 23.2% Mercer to Republican 17 300 5.66% 1495 2790 300 23.2% Republican to Harrison 17 304 5.59% 1415 2725 304 23.2% Harrison to Thomas 17 235 7.22% 1365 2380 235 23.2% Thomas to John 17 249 6.82% 1320 2395 249 23.2% John to Denny 17 235 7.22% 1280 2295 235 23.2% 7.14%

Dexter@Republican 0 289 0.00% 1085 2330 289 23.2%

Mercer@Fairview 0 478 0.00% 7125 9185 478 23.2%

Taylor@Mercer 0 -155 0.00% 1755 1085 -155 23.2%

Fairview@Denny 72 222 32.50% 3360 4315 222 23.2%

Fairview@Harrison 0 255 0.00% 1665 2765 255 23.2%

Fairview@Valley 0 -198 0.00% 3485 2633 -198 23.2%

Harrison Street @Yale 0 31 0.00% 300 435 31 23.2% @Pontius 0 32 0.00% 310 450 32 23.2% @Minor 0 27 0.00% 370 485 27 23.2% @Fairview 0 255 0.00% 1665 2765 255 23.2% @Boren 0 90 0.00% 330 720 90 23.2% @Terry 0 74 0.00% 365 685 74 23.2% @Westlake 17 266 6.40% 1300 2445 266 23.2% @9th 0 251 0.00% 685 1765 251 23.2% @8th 0 196 0.00% 400 1245 196 23.2% @Dexter 0 348 0.00% 1020 2520 348 23.2% 0.64% Fairview Ave north of valley 0 135 0.00% 1585 2165 135 23.2%

Fairview@Eastlake 0 186 0.00% 2695 3495 186 23.2%

Eastlake@Thomas 0 57 0.00% 940 1185 57 23.2%

Eastlake@Republican 0 66 0.00% 1290 1575 66 23.2%

Stop Signs at Harrison@Yale 0 -6 0.00% 510 485 -6 23.2% Harrison@Pontius 0 -10 0.00% 495 450 -10 23.2% Harrison@Minor 0 -17 0.00% 510 435 -17 23.2% Thomas@Yale 0 30 0.00% 370 500 30 23.2% Thomas@Pontius 0 17 0.00% 310 385 17 23.2% Thomas@Minor 0 22 0.00% 300 395 22 23.2% 0.00%

Around Cascade Park Harrison 0 20 0.00% 245 330 20 23.2% Thomas 0 10 0.00% 270 315 10 23.2% Minor 0 6 0.00% 135 160 6 23.2% Pontius 0 10 0.00% 120 165 10 23.2% 0.00%

Eastlake Bike Routes North of Lakeview 0 51 0.00% 1110 1330 51 23.2% Mercer-Lakeview 0 67 0.00% 1525 1815 67 23.2% Republican-Mercer 0 61 0.00% 1240 1505 61 23.2% Harrison-Republican 0 57 0.00% 910 1155 57 23.2% Thomas-Harrison 0 51 0.00% 855 1075 51 23.2% John-Thomas 0 50 0.00% 850 1065 50 23.2% Denny-John 0 131 0.00% 1300 1865 131 23.2% 0.00%

Streetcar # of Transit Trips 233 Estimated % using Streetcar 20% 75% Picked up 75% 35 - 14.00% 250 -

Transit Shelters # Transit Trips - # using Streetcar 198 Approximate % of block faces with transit within walking distance 20% 40 - 15.84% 250 - Mode Conversion Factors

1200 Stewart Street From Trip Generation Assumed % split Trips Use Total Vehicle Trips Transit Walk or Bicycle Trips Walk Bike Walk Bike Residential 201 99 331 50% 50% 166 165 Retail 123 114 84 75% 25% 63 21 Restaurant 27 17 17 75% 25% 13 4 Health/Fitness 12 3 42 50% 50% 21 21 363 233 474 263 211

Mode Conversion Factor for Pedestrian Projects: 72.45% Mode Conversion Factor for Bike Projects: 58.13% Mode Conversion Factor for Transit Projects: 64.19% Proportional Share Estimate

1200 Stewart Street

SLU Only Growth Impact vs. SLU Only Growth Cost 320 0 3000

PRO-RATA X APPLIED PROJECT COST = PROJECT SHARE South Lake Union Transportation Study Capital Improvements Total Costs from Mitigation Program Report (Tables 1-4)(Nov 05) SLU Only Growth 2030 Auto Based Mode Conversion Existing Adjustment (Mirai Adjusted Total Resulting Auto Traffic Projects Impacts Factor 2030 Impacts Traffic Bike Pedestrian Transit Deficiency % Table 5)(June 05) Cost Contribution Two-Way Mercer/Narrow Valley Concept 1+2 Construct 2-way Mercer St/2-lane Valley St 0.00% 100% 0.00% $ 68,200,000 23.0% 23.2% $ 3,639,152 $ - 3 Signal @ Dexter/Republican 0.00% 100% 0.00% $ 250,000 86.0% 23.2% $ 49,880 $ - Mercer/Fairview/I-5 Ramps 4 Mercer/Fairview Improvements 0.00% 100% 0.00% $ 430,000 86.0% 23.2% $ 85,794 $ - Harrison St. East of Aurora 5 Harrison from Fairview to 5th 0.64% 100% 0.64% $ 750,000 86.0% 23.2% $ 149,640 $ 957.64 Two-way traffic on 9th and Westlake 6 2-way Westlake and 9th 7.14% 100% 7.14% $ 835,000 86.0% 23.2% $ 166,599 $ 11,895.19 Eastlake Avenue 7 Allow SB Eastlake left-turns at NB I-5 Express Lanes 0.00% 100% 0.00% $ 250,000 86.0% 23.2% $ 49,880 - 8 Signal @ Eastlake/Thomas 0.00% 100% 0.00% $ 250,000 86.0% 23.2% $ 49,880 $ - 9 Signal @ Eastlake/Republican 0.00% 100% 0.00% $ 250,000 86.0% 23.2% $ 49,880 $ - Auto Traffic Project Sub-Total $ 71,215,000 - 23.2% $ 4,240,705 $ 12,852.84

Bicycle Projects Improve around the lake bike facilities 10 Fairview bicycle lanes 0.00% 58.13% 0.00% $ 275,000 75.0% 46.7% $ 96,319 $ - 11 Modify Fairview near Eastlake for ped/bike access 0.00% 58.13% 0.00% $ 1,200,000 75.0% 46.7% $ 420,300 $ - Bike Routes 12 Sign Lakeview bike route 0.00% 58.13% 0.00% $ 1,000 75.0% 46.7% $ 350 - 13 Sign Eastlake bike route 0.00% 58.13% 0.00% $ 2,000 75.0% 46.7% $ 701 $ - 14 Sign commonly used bike routes 0.00% 58.13% 0.00% $ 6,000 75.0% 46.7% $ 2,102 $ - Maintain/Improve Dexter as a north/south bicycle corridor Average Bike Project Impact 15 Improve Dexter bike corridor 0.00% 58.13% 0.00% $ 2,000 75.0% 46.7% $ 701 - Bike Project Sub-Total $ 1,486,000 75.0% 46.7% $ 520,472 $ -

Pedestrian Projects Cascade Neighborhood Ped Improvements 16 Add stop signs at Thomas and Harrison intersections 0.00% 72.45% 0.00% $ 8,000 96.1% 60.5% $ 4,651 17 Widen sidewalks around Cascade Park 0.00% 72.45% 0.00% $ 140,000 96.1% 60.5% $ 81,397 $ - Improve Denny Way Pedestrian Environment & I-5 Crossing 18 Improve Denny/I-5 crossing 0.00% 72.45% 0.00% $ 2,750,000 96.1% 60.5% $ 1,598,864 - 19 Improve five Denny intersections 0.00% 72.45% 0.00% $ 580,000 96.1% 60.5% $ 337,215 - Pedestrian Project Sub-Total $ 3,478,000 96.1% 60.5% $ 2,022,127 $ -

Transit Projects Create transit emphasis/TSP on Fairview Ave 20 Transit Signal Priority on Fairview @ Denny 32.50% 64.19% 20.86% $ 110,000 68.6% 12.3% $ 9,282 $ 1,936.03 21 TSP and queue jump on Fairview @ Harrison 0.00% 64.19% 0.00% $ 110,000 68.6% 12.3% $ 9,282 $ - 22 TSP at Fairview @ Mercer 0.00% 64.19% 0.00% $ 110,000 68.6% 12.3% $ 9,282 $ - 23 TSP on Fairview @ Valley 0.00% 64.19% 0.00% $ 110,000 68.6% 12.3% $ 9,282 $ - Construct Proposed SLU Streetcar/Trolley Route 24 Construct streetcar 14.00% - 14.00% $ 2,500,000 100.0% 50.2% $ 1,255,000 - 25 New rail route from Uptown to N Capitol Hill 0.00% - 0.00% $ 11,700,000 100.0% 50.2% $ 5,873,400 - Install bus shelters along bus routes in study area 26 Install eleven bus shelters 15.84% - 15.84% $ 235,000 55.6% 100.0% $ 130,660 - Transit Project Sub-total $ 14,875,000 - - $ 7,296,186 $ 1,936.03

Grand Total $ 71,215,000 $ 1,486,000 $ 3,478,000 $ 14,875,000 $ 14,079,489 $ 14,789 Cost per SF

Notes Unfunded Portion Only Total project cost does not include negative costs (potential credits) where background traffic volumes have decreased between 2004 and 2030

Based on proportional impact to growth in transit trips

Q:\Projects\15\15432.00 - 1200 Stewart\Traffic Analysis\Impact Fee\SLU Mitigation Spreadsheet - Inside SLU_1200 Stewart_1-11-2017 <2030 SLU Growth Cost Share> 1/11/2017