TERMINAL 91 TRAFFIC MONITORING STUDY

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1 REVISED DRAFT TERMINAL 9 TRAFFIC MONITORING STUDY Prepared for: Port of Seattle Prepared by: 6544 NE 6st Street, Seattle, WA 985 ph: (26) fx: (26) NOVEMBER 22, 2

2 TABLE OF CONTENTS. INTRODUCTION MONITORING PROCESS AND THRESHOLDS GATE COUNTS Count Locations Automobile Traffic Truck Traffic (and other Large Vehicles) HISTORIC TRENDS Automobile Traffic Trends Truck (and Bus) Traffic Trends COMPARISON OF 29 AND 2 COUNTS INTERSECTION LEVEL OF SERVICE Trigger Levels Year 2 Traffic Volumes Level of Service Analysis CONCLUSIONS... 8 FIGURES Figure. Terminal 9 Access Points... 2 Figure 2. Automobile Traffic AM Peak Period... 4 Figure 3. Automobile Traffic PM Peak Period... 5 Figure 4. Automobile Traffic 24-Hour Period... 5 Figure 5. Percent Automobiles by Access Location... 6 Figure 6. Large Vehicles by Day of Week... 7 Figure 7. Automobile Trends AM Peak Period... 8 Figure 8. Automobile Trends PM Peak Period... 9 Figure 9. Automobile Traffic 24-Hour Period... 9 Figure. Truck (and Bus) Trends AM Peak Period... Figure. Truck (and Bus) Trends PM Peak Period... Figure 2. Truck (and Bus) Trends 24-Hour Period... Figure 3. 2 AM Peak Hour Traffic Volumes - Without a Cruise at T Figure 4. 2 AM Peak Hour Traffic Volumes - With a Cruise at T Figure 5. 2 PM Peak Hour Traffic Volumes - Without or With a Cruise at T TABLES Table. SFRA Threshold Criteria... 2 Table 2. Cruise Passengers at Terminal 9 During Monitoring Survey... 3 Table 3. Automobile Traffic to and from Terminal Table 4. Trucks and Buses to and from Terminal Table 5. East Gate Trips Comparison of 29 and 2 Volumes with Cruise Operations... 2 Table 6. Level of Service Trigger Levels from SFRA... 3 Table 7. Peak Hour Traffic: Cruise Day vs. Non-Cruise Day... 4 Table 8. Existing (2) Traffic Operations With and Without Cruise Traffic a... 8 November 22, 2

3 . INTRODUCTION This report presents the results of the traffic monitoring study conducted at the Port of Seattle s Terminal 9 in September 2. This study was conducted in accordance with the Terminal 9 Short Fill Redevelopment Agreement (SFRA). For this monitoring, new traffic counts were collected at all Terminal 9 access points and compared to thresholds identified in the SFRA. The current traffic volumes were also compared to historical data collected for previous Terminal 9 monitoring studies. 2. MONITORING PROCESS AND THRESHOLDS The SFRA was a comprehensive resolution of all disputes regarding the Port s short fill redevelopment of Terminal 9. Additionally the SRFA provided procedures for resolving future issues. The establishment of a traffic monitoring program was one of the elements of the SFRA, and detailed procedures for monitoring traffic are outlined in Section F of the agreement. It states that, the purpose of the monitoring program is to determine whether future traffic volumes and levels of service stay within estimated ranges. The Port and the Communities have established trigger levels for traffic volume which, if exceeded, will result in more intensive review by the Port and action if required. Key steps within the monitoring program stated in the SFRA are as follows: Gates: The Port will obtain daily (24 hour), A.M. and P.M. peak period gate counts of trucks and autos entering or leaving all Terminal 9 gates for one () week each quarter. Gate counts will be reported as trips ends. A trip end is an arrival or a departure. Thus, a single vehicle which enters and then leaves the terminal will generate two trip ends. Intersections: Congestion and delay at intersections are measured in terms of Level of Service (LOS) under a system described in Interim Materials on Highway Capacity (Transportation Research Board, 98). Levels of service range from A through F, with LOS A representing congestion free service and LOS F representing jammed conditions. The Port will obtain LOS determinations for the peak hours at the following intersections once a year: Elliott and Galer; Elliott/5 th Avenue and Garfield; 5 th and Dravus (until Galer access is completed), West Mercer Place and Elliott; and 2 th and Dravus. The methodology to determine level of service has been updated many times since this agreement was originally drafted. Computers now allow more complex calculations to occur, which have resulted in more accurate analyses of intersection operations. Therefore, the most current methodology to calculate level of service from the Highway Capacity Manual (Transportation Research Board, 2) was used for this analysis. Another change that has occurred since the SFRA was created is construction of the Galer Flyover. Therefore, the Galer Flyover/Elliott Avenue W intersection was evaluated instead of Galer Street /Elliott Avenue intersection (which still exists, but is a more minor intersection). Finally, the North Gate to Terminal 9 is not currently active; therefore, no analysis was performed for intersections along W Dravus Street. Short Fill Redevelopment Agreement, As amended 985 including 998 Second Amendment; Port of Seattle, Magnolia Community Club, and Queen Anne Community Council; January November 22, 2

4 The SFRA outlined thresholds for both auto and truck traffic volumes over three specific time periods. The time periods and volume thresholds are summarized in Table. It is noted that the AM and PM peak periods differ from traditional traffic analysis time periods. The SFRA defines a 75- minute period for the AM peak and a 5-minute period for the PM peak; a typical traffic analysis would evaluate a 6-minute peak period. Table. SFRA Threshold Criteria Time Period Automobiles Trucks AM Peak 7:5 8:3 A.M PM Peak 3:45 5:3 P.M Daily 24 hours 3,5 325 Source: SFRA (as amended 985, 988) 3. GATE COUNTS 3.. Count Locations There are currently three locations where vehicular traffic can enter and exit Terminal 9; these are shown on Figure : East Gate This gate is located off Alaskan Way W, and is accessed via the Galer Flyover. Center Gate This gate is accessed via the center ramps of the Magnolia Bridge just west of 5 th Avenue W. West Access On days with cruise activity, a retractable gate at the west end of the Magnolia Bridge is open. Vehicles can enter this gate and park, or traverse the yard beneath the Magnolia Bridge to access Pier 9 south of the bridge. Vehicles also exit the parking lot via this gate. When cruise vessels are at sea, the gate is closed to secure the parking lot. Figure. Terminal 9 Access Points West Access Center Gate 2 3East Gate November 22, 2

5 Vehicle classification counts were performed at all three Terminal 9 access locations in September 2. The machine traffic counts track the types of vehicles entering and exiting the terminals for each hour of the day. These data were collected over an eight day period from Friday, September, 2 to Friday, September 7, 2. Cruise vessels called at Terminal 9 on five of the eight days surveyed. The highest volumes occurred on the first weekend (Friday, September through Sunday, September 2). Table 2 identifies the cruise vessels and the number of passengers that embarked or disembarked each vessel while it was at Terminal 9. Table 2. Cruise Passengers at Terminal 9 During Monitoring Survey Number of Passengers Date Vessel Disembark Embark Total per Day Friday, September Zaandam,485,48 Rhapsody of the Seas,979,997 Saturday, September Rotterdam,485,466 Golden Princess 2,64 2,668 Sunday, September 2 Oosterdam 2,,993 Sapphire Princess 2,738 2,682 6,942 8,233 9,44 Monday, September 3 Royal Princess ,9 Tuesday, September 4 None Wednesday, September 5 None Thursday, September 6 None Friday, September 7 Zaandam,479,472 2,95 Source: Port of Seattle, October Automobile Traffic Automobile traffic that entered or exited Terminal 9 was summed for all three access locations. The total reflects the trip ends defined by the SFRA. Table 3 summarizes the automobile trip ends and compares them to the thresholds established in the SFRA. Figures 2 through 4 show these data graphically for the three respective time periods. As shown, the AM peak period and daily automobile thresholds were exceeded only on days when there was high cruise passenger activity at Terminal 9. None of the days exceeded the threshold for the PM peak period November 22, 2

6 Table 3. Automobile Traffic to and from Terminal 9 AM Peak (7:5 8:3 AM) PM Peak (3:45 5:3 PM) Daily Threshold = 395 Threshold = 62 Threshold = 3,5 Friday 9// ,69 Saturday 9// ,99 Sunday 9/2/ ,54 Monday 9/3/ ,46 Tuesday 9/4/ ,526 Wednesday 9/5/ ,67 Thursday 9/6/ ,653 Friday 9/7/ ,389 Source: Eight-day machine count by All Traffic Data, September, through September 7, 2. Combined volumes at three site access locations to Terminal 9. Volumes in bold identify time periods where the Short-Fill Redevelopment Agreement threshold limit is met or exceeded Figure 2. Automobile Traffic AM Peak Period Automobile Volumes Threshold Level = 395 AM Peak Period Friday 9// Saturday 9// Sunday 9/2/ Monday 9/3/ Tuesday 9/4/ Wednesday 9/5/ Thursday 9/6/ Friday 9/7/ Source: Eight-day machine count by All Traffic Data, September, through September 7, 2. Combined volumes at the three site access locations to Terminal November 22, 2

7 Figure 3. Automobile Traffic PM Peak Period 7 6 Threshold Level = 62 PM Peak Period 5 Automobile Volumes Friday 9// Saturday 9// Sunday 9/2/ Monday 9/3/ Tuesday 9/4/ Wednesday 9/5/ Thursday 9/6/ Friday 9/7/ Figure 4. Automobile Traffic 24-Hour Period 6, 5,5 5, 4,5 Automobile Volumes 4, 3,5 3, 2,5 2, Threshold Level = 3,5 Daily Trips,5, 5 Friday 9// Saturday 9// Sunday 9/2/ Monday 9/3/ Tuesday 9/4/ Wednesday 9/5/ Thursday 9/6/ Friday 9/7/ Source: Eight-day machine count by All Traffic Data, September, through September 7, 2. Combined volumes at the three site access locations to Terminal November 22, 2

8 Where traffic enters the terminal varies depending on cruise operations. The percentage by access is shown on Figure 5. On days without a cruise ship call, the parking lot at the West Access is gated and traffic does not enter or exit the terminal via that route. On weekdays, the number of automobiles using the Center Gate does not vary substantially. On Friday, September a day with two cruise ship calls 477 automobiles used this access point. On a typical day without cruise operations (Thursday, September 6), 472 automobiles used this access. The percentages differ because it is based on the total volume to and from Terminal 9, which is higher on a cruise day. Figure 5. Percent Automobiles by Access Location Weekday with Cruise Ship Operations (Friday, September, 2) West Access 4% Center Gate % Weekday Without Cruise Ship Operations (Thursday, September 6, 2) West Access % Center Gate 8% East Gate 75% East Gate 82% 3.3. Truck Traffic (and other Large Vehicles) As with prior Terminal 9 Monitoring efforts, the truck traffic thresholds were measured for all large vehicles generated by Terminal 9 including the buses, school buses, and shuttles. Almost all large vehicles access the terminal through the East Gate; clearance issues prevent large trucks from using the other two access points, although some smaller trucks and shuttles may use those gates. The volume of trucks, buses, and shuttles were derived from the vehicle classification counts. The total number of trip ends for all three access locations is summarized in Table 4. As shown, the volume of trucks and buses exceeds the AM peak and Daily thresholds on all days of the week, and the PM peak threshold on all days but the weekend November 22, 2

9 Table 4. Trucks and Buses to and from Terminal 9 AM Peak PM Peak Daily Threshold = 25 Threshold = 48 Threshold = 325 Friday 9// Saturday 9// Sunday 9/2/ Monday 9/3/ Tuesday 9/4/ Wednesday 9/5/ Thursday 9/6/ Friday 9/7/ 87 3,7 Source: Eight-day machine count by All Traffic Data, September, through September 7, 2. Combined volumes at three site access locations to Terminal 9. Volumes in bold identify time periods where the acceptable threshold limit is met or exceeded The types of vehicles were compiled for each day to show the proportion of each type of large vehicle: buses, small and medium trucks (2 to 4 axles), and large trucks (more than 5 axles). These are shown on Figure 5. Figure 6. Large Vehicles by Day of Week,2, Large Trucks Small & Medium Trucks Buses Vehicle Trip Ends per Day Friday 9// Saturday 9// Sunday 9/2/ Monday 9/3/ Tuesday 9/4/ Wednesday 9/5/ Thursday 9/6/ Friday 9/7/ Source: Eight-day machine count by All Traffic Data, September, through September 7, 2. Combined volumes at three site access locations to Terminal November 22, 2

10 4. HISTORIC TRENDS This section compares the current traffic monitoring to results from prior years. The most recent monitoring was performed in the st Quarter of That report also summarized prior monitoring results from 22 (3 rd Quarter) and 23 (2 nd Quarter), which are also included herein for comparison. 4.. Automobile Traffic Trends Figures 7, 8, and 9 compare historic automobile traffic monitoring results for the AM peak, PM peak and 24-hour periods, respectively. As shown, AM peak and daily volumes increased substantially since prior monitoring years on days with cruise ship activity. None of the prior monitoring studies reflected this activity. 7 Figure 7. Automobile Trends AM Peak Period rd QTR 24 st QTR 23 2nd QTR 22 3rd QTR Automobile Volumes Threshold Level = 395 AM Peak Period Ti Monday Tuesday Wednesday Thursday Friday Saturday Sunday Source: The Transpo Group and Heffron Transportation, Inc. 2 Terminal 9 Traffic Monitoring Study, 24 st Quarterly Report, The Transpo Group, May November 22, 2

11 Figure 8. Automobile Trends PM Peak Period Threshold Level = 62 PM Peak Period 2 3rd QTR 24 st QTR 23 2nd QTR 22 3rd QTR Automobile Volumes Monday Tuesday Wednesday Thursday Friday Saturday Sunday Source: The Transpo Group and Heffron Transportation, Inc. Figure 9. Automobile Traffic 24-Hour Period 6, 5, 2 3rd QTR 24 st QTR 23 2nd QTR 22 3rd QTR 4,99 5,54 4,389 4, Automobile Volumes 3, 2, 3,46 Threshold Level = 3,5 Daily Trips 2,438 2,526 2,563 2,87 2,352 2,9 2,84 2,653 2,67 2,576 2,62 2,468 2,359,863,838 2,555 2,47 2,4,, Monday Tuesday Wednesday Thursday Friday Saturday Sunday Source: The Transpo Group and Heffron Transportation, Inc November 22, 2

12 4.2. Truck (and Bus) Traffic Trends Figures,, and 2 compare truck volumes to prior monitoring results for the AM peak, PM peak and 24-hour periods, respectively. These volumes include buses and trucks. These results show that the number of large vehicles has actually decreased in the AM peak compared to 22 conditions. PM peak and daily volumes have increased slightly since prior monitoring efforts. Figure. Truck (and Bus) Trends AM Peak Period rd QTR 24 st QTR 23 2nd QTR 22 3rd QTR 87 Truck Volumes Threshold Level = 25 AM Peak Period Trips Monday Tuesday Wednesday Thursday Friday Saturday Sunday Source Transpo Group and Heffron Transportation, Inc - - November 22, 2

13 Figure. Truck (and Bus) Trends PM Peak Period rd QTR 24 st QTR 23 2nd QTR 22 3rd QTR Truck Volumes Threshold Level = 48 PM Peak Period Trips Monday Tuesday Wednesday Thursday Friday Saturday Sunday Source: The Transpo Group and Heffron Transportation, Inc Figure 2. Truck (and Bus) Trends 24-Hour Period,4,2,7 2 3rd QTR 24 st QTR 23 2nd QTR 22 3rd QTR Truck Volumes, Threshold Level = 325 Daily Trips Monday Tuesday Wednesday Thursday Friday Saturday Sunday Source: The Transpo Group and Heffron Transportation, Inc. - - November 22, 2

14 5. COMPARISON OF 29 AND 2 COUNTS Detailed traffic counts were performed at the East Gate in September 29 for use in evaluating onterminal circulation changes. These counts differed from the traditional monitoring counts in that there were performed with a camera so that different types of vehicles could be discerned (e.g., private passenger vehicles versus taxi cabs, or tour buses versus school buses). Because the 29 counts were very labor-intensive, they were only performed for short time periods in the morning when traffic volumes generated by the cruise operations are highest. They also were batched into hourly increments that do not match the time increments specified in the SFRA for the traffic monitoring. The 29 counts, however, can be compared to the 2 monitoring counts for comparable time periods. Table 5 compares the counts performed on Friday, September, 29 to counts performed on Friday, September, 2. Both counts reflect volumes at the East Gate and include all traffic to both the Cruise Terminal on Pier 9, trips generated by industries located north of the Magnolia Bridge (Trident Seafoods and City Ice), and trips generated by uses on Pier 9. The counts show that traffic volumes have decreased substantially in the past year. During the 8: to 9: A.M. hour, total trips decreased from 659 to 455 vehicles, a 3% decrease. During the 9: to : A.M. hour, trips decreased about 26%. Table 5. East Gate Trips Comparison of 29 and 2 Volumes with Cruise Operations Friday, September, 29 a Friday, September, 2 b Disembark Embark Total Disembark Embark Total 3,448 3,396 6,844 3,464 3,478 6,942 Mode of Travel In Out Total In Out Total 8: to 9: AM Pass. Vehicles c Bus Shuttles Not Available d Trucks Total : to : AM Pass. Vehicles c Bus Shuttles Not Available d Trucks Total a. Based on camera counts performed by All Traffic Data, Inc., Counts compiled by Heffron Transportation, Inc. These counts, particularly those on Friday, likely include some industrial traffic generated by tenants such as Carnitech, City Ice or Trident Seafoods, which are accessed via the same Pier 9 internal access road. b. Based on eight-day machine count by All Traffic Data, September, 2. c. Passenger vehicles include automobiles, SUVs, vans, town cars, limousines and taxi cabs. d. Axle classification counts cannot discern a shuttle from a small truck. The vehicles are included in the truck count November 22, 2

15 6. INTERSECTION LEVEL OF SERVICE 6.. Trigger Levels The SFRA established level of service trigger levels for three off-site intersections. Level of service is a qualitative measure used to characterize traffic operating conditions. Six letter designations, A through F, are used to define level of service. LOS A is the best and represents good traffic operations with little or no delay to motorists. LOS F is the worst and indicates poor traffic operations with long delays. The trigger levels are summarized in Table 6. It is noted that the SFRA included the W Galer Street intersection, which was the primary access to Terminal 9 when the SFRA was created. That access has been replaced with the Galer Street Flyover. Therefore, the trigger level previously established for Galer Street was applied to the Elliott Avenue W/Galer Flyover intersection Table 6. Level of Service Trigger Levels from SFRA Intersection Elliott Avenue W/Galer Flyover a Elliott Avenue W/W Garfield Street Trigger Level LOS E LOS C Elliott Avenue W/W Mercer Place LOS E Source: Short-Fill Redevelopment Agreement, January 2. a. SFRA included the Elliott Avenue W/ W Galer Street intersection, which was the primary access to Terminal 9. That access has been replaced with the Galer Street Flyover. As previously discussed, the level of service methodology prescribed by the SFRA (Critical Lane Analysis) is outdated. Therefore, the most current methodology to calculate level of service from the Highway Capacity Manual (Transportation Research Board, 2) was used for this analysis. Levels of service for study area intersections were calculated using Trafficware s Synchro 7. traffic operations analysis software. Level of service models developed by Seattle Department of Transportation (SDOT) for the Elliott/5 th Avenue corridor were used for all analyses; these models reflect the current configuration (with the BAT lanes) and existing signal timings. This methodology reflects standard traffic engineering practice and is compatible with analyses performed for other projects Year 2 Traffic Volumes New intersection counts were performed at two key intersections Elliott Avenue W at both the Galer Flyover and W Mercer Place in September 2. The counts at the Galer Flyover intersection were performed on September, 2 a day with two cruise ships at Terminal 9. The counts at W Mercer Place were commissioned by the City of Seattle as part of its West Mercer project and were performed on September 5, 2 (AM peak hour) and September 22, 2 (PM peak hour) both days without cruise operations. Counts for the Elliott Avenue W/W Garfield Street intersection were performed on November 9, 28. The counts at the monitored intersections were compiled to reflect year 2 traffic volumes without and with a double-cruise-ship event at Terminal 9. The gate counts described in the prior sections were used to determine the net change in AM and PM peak hour traffic between a cruise and a noncruise day. This information is summarized in Table 7. As shown, cruise operations generated 47 more trips during the AM peak hour (8: to 9: A.M.) than a non-cruise day. During the PM peak hour, traffic generated by Terminal 9 is nearly identical on cruise and non-cruise days confirming prior assumptions that the cruise terminal generates little to no traffic during this period November 22, 2

16 Table 7. Peak Hour Traffic: Cruise Day vs. Non-Cruise Day AM Peak Hour (8: to 9: A.M.) East Gate Center Gate West Access Total Terminal 9 Enter Exit Enter Exit Enter Exit Enter Exit Total Cruise Day (9//) Non-Cruise Day (9/5/) Net Change PM Peak Hour (5: to 6: P.M.) Cruise Day (9//) Non-Cruise Day (9/5/) Net Change Source: Compiled by Heffron Transportation, Inc. from eight-day machine counts performed by All Traffic Data in September 2. The Cruise Day (Friday, September, 2) reflects a condition with two cruise ships at Terminal 9. The non-cruise day was Wednesday, September 5, 2. Figures 3 and 4 show the AM peak hour volumes at the three monitoring intersections without and with a double-cruise operation at Terminal 9, respectively. Figure 5 shows the PM peak hour volumes, which are the same without or with a cruise November 22, 2

17 N W DRAVUS ST 5 AVE W AVE NW THORNDYKE AVE W W ARMORY WY GILMAN AVE W AVE W MAGNOLIA BRIDGE PIER 9 GARFIELD STREET GALER STREET FLYOVER W ALASKAN WY AMGEN SITE MERCER ST W MERCER PL ELLIOTT AVE W BNSF MAINLINE ELLIOTT BAY TERMINAL 9 TRAFFIC MONITORING Figure 3 EXISTING (2) AM PEAK HOUR TRAFFIC VOLUMES WITHOUT CRUISE AT TERMINAL 9-5-

18 N W DRAVUS ST 5 AVE W AVE NW THORNDYKE AVE W W ARMORY WY GILMAN AVE W AVE W MAGNOLIA BRIDGE PIER 9 GARFIELD STREET GALER STREET FLYOVER W ALASKAN WY AMGEN SITE MERCER ST ELLIOTT AVE W W MERCER PL BNSF MAINLINE ELLIOTT BAY TERMINAL 9 TRAFFIC MONITORING Figure 4 EXISTING (2) AM PEAK HOUR TRAFFIC VOLUMES WITH CRUISE AT TERMINAL 9-5-

19 N W DRAVUS ST 5 AVE W AVE NW THORNDYKE AVE W W ARMORY WY GILMAN AVE W AVE W MAGNOLIA BRIDGE PIER 9 GARFIELD STREET GALER STREET FLYOVER W ALASKAN WY AMGEN SITE MERCER ST ELLIOTT AVE W W MERCER PL BNSF MAINLINE ELLIOTT BAY TERMINAL 9 TRAFFIC MONITORING Figure 5 EXISTING (2) PM PEAK HOUR TRAFFIC VOLUMES WITHOUT or WITH CRUISE AT TERMINAL 9-5-

20 6.3. Level of Service Analysis Peak hour traffic volumes shown on Figures 3 through 5 were used to determine the intersection level of service. This analysis reflects existing conditions on a normal day (without cruise operations at Terminal 9) and on a cruise day (with the cruise traffic added to the roadways). As previously discussed, levels of service were calculated using traffic operations models developed by SDOT for the Elliott Avenue corridor. The results are summarized in Table 8. These results show that all three intersections currently operate at a better level of service than established by the SFRA Trigger Levels without or with a double-cruise at Terminal 9. Table 8. Existing (2) Traffic Operations With and Without Cruise Traffic a SFRA Existing (September 2) Level of Service Trigger Without Cruise With Cruise a Condition/Intersection Level LOS Delay LOS Delay AM Peak Hour 5th Ave/Garfield Street LOS C A 3. A 3. Elliott Ave/Galer Street Flyover LOS E B.6 C 29.4 Elliott Ave/W Mercer Place LOS E D 4.6 D 53.8 PM Peak Hour 5th Ave/Garfield Street LOS C A 9.6 Same as without cruise Elliott Ave/Galer Street Flyover LOS E B 4. Same as without cruise Elliott Ave/W Mercer Place LOS E C 29.8 Same as without cruise Source: Heffron Transportation, Inc. Levels of service were calculated using traffic operations models developed by SDOT for the Elliott Avenue corridor. They reflect existing signal timing and lane geometry. All analysis was performed using the Synchro 7. model and methodology. a. Reflects a condition with two cruise ships at Terminal CONCLUSIONS This Terminal 9 Monitoring Study shows that truck trips continue to exceed the volume thresholds for AM, PM and Daily periods, and have exceeded those thresholds for many years. Automobile trips now exceed the thresholds during the AM and Daily periods on days with cruise operations. Currently, this occurs on Fridays and on weekends. However, despite the fact that the traffic volume thresholds are exceeded, it does not affect intersection operations for neighbors and others who travel through the Elliott/5 th Avenue corridor. All of the monitored intersections would operate better than the level of service thresholds, even on days with cruise operations. In addition, SDOT continues to upgrade signal equipment and coordination along the corridor, which has also improved operations compared to past conditions November 22, 2

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