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Josh Nyquist, Executive Director of Building OperationsApril28, 2022 <br />PACT Charter School | Traffic Impact Study tğŭĻА <br />Year 2028No-Build Conditions <br />To understand how the existingtransportation systemand general background growth are expected <br />to impact the study intersections, year 2028no-build conditions were reviewed(no proposed PACT <br />Charter School site-generated traffic is included in this scenario). Note that year 2028represents the <br />yearwhere thePACT Charter Schoolcan beassumed to be completedwith full occupancy of the <br />proposed development and includes all phases of the proposed PACT Charter Schoolprojectplus <br />completion of the adjacent future proposed St. Katharine Drexel Church. <br />Background Growth <br />To account for general background traffic growth within the study area, a conservative annual growth <br />rate of one (1) percent was applied to the existing peak hour volumes to develop year 2028background <br />traffic forecasts. <br />Intersection Capacity Analysis <br />To determine how the adjacent roadway network will accommodate the year 2028no-build traffic <br />volumes, an intersection capacity analysis was completed using Synchro/SimTraffic Software. Year <br />2028no-build traffic forecasts, which include general background growth, are shown in Figure 3. <br />Results of the year 2028no-build intersection capacity analysis shown in Table 4, indicate that all study <br />intersections are expected to continue to operate at an acceptable overall LOS Bor better duringthe <br />peak hoursunder existing traffic control and intersection geometrics.No significant queuing or delay <br />issues were identified, except for the Armstrong Boulevard/Alpine Drive intersection where the <br />westbound approach wouldnow operateat a LOS Fduring the p.m. peak hour(note:no proposed <br />PACT Charter School site-generated traffic is included in this scenario). <br />Table 4.Year 2028Weekday No-Build Conditions Peak Hour Traffic Operations/Capacity Analysis <br />DismissalPeak HourP.M. Peak Hour <br />A.M.Peak Hour <br />Study Intersection <br />LOSDelayQueueLOSDelayQueueLOSDelayQueue <br />(1) <br />A/A9 sec.NB/1A/A9 sec.NB/1A/A10 sec.NB/1 <br />Variolite Street/173rd Avenue <br />(1) <br />A/A10 sec.WB/1A/A10 sec.EB/1A/A10 sec.EB/1 <br />Variolite Street/161st Avenue <br />(1) <br />A/B11 sec.SB/1A/A10 sec.SB/1A/B11 sec.SB/1 <br />Variolite Street/Alpine Drive <br />(1) <br />A/B11 sec.EB/1A/B13sec.WB/1A/B15 sec.WB/1 <br />Armstrong Boulevard/161st Avenue <br />(1) <br />A/C19 sec.WB/2A/C17sec.WB/2A/F60sec.WB/6 <br />Armstrong Boulevard/Alpine Drive <br />(2) <br />B/B12 sec.SB/2A/B11 sec.NB/2B/B13 sec.NB/2 <br />Ramsey Boulevard/Alpine Drive <br />(1) <br />A/B14 sec.EB/1A/B12 sec.EB/1A/B14sec.EB/1 <br />175th Avenue/Nowthen Boulevard <br />(1)Indicates a side-street stop-controlled intersection, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the <br />worst side-street approach average delay per vehicle. The queue shown is the 95th percentile queue (in vehicles) for the worst approach at the intersection. <br />The 95th percentile queues shown in redboldfontspill back to and beyond the adjacent upstream intersection. <br />(2)Indicates anall-way stop-controlled intersection, where the overall LOS and average delay per vehicle are shown. The queue shown is the 95th percentile <br />queue (in vehicles) for the worst side-street approach at the intersection. The 95th percentile queues shown in redboldfontspill back to and beyond the <br />adjacent upstream intersection. <br /> <br />