719 Second Avenue

FINAL DRAFT MEMORANDUM

Suite 1250
Seattle, WA 98104

DATE:

October 1, 2015

TO:

Jonathan Dong and Reiner Blanco, Seattle DOT

FROM:

Chris Long, DKS

SUBJECT:

Pine Street BAT Lane Analysis

206.382.9800
www.dksassociates.com

P#14005-010

INTRODUCTION
The purpose of this project is to evaluate the benefits and impacts of installing a business access and transit
(BAT) lane on Pine Street from north of 9th Avenue to 2nd Avenue. The study area is shown in Figure 1. Pine
Street serves as the start and end of multiple transit routes that travel through downtown Seattle. Multiple
trolley routes loop through downtown using Pine Street down to 2nd Avenue and back out on Pike Street.
Multiple regional routes come into downtown off the I-5 ramp to Seneca Street in the morning, connect to 4th
Avenue and stop at the zone between 4th Avenue and 3rd Avenue. The PM trips for these routes all start on 2nd
Avenue and do not use Pine Street. 33 buses an hour travel this corridor in the PM peak; these routes are 10, 11,
43, 47 and 49, 216, 218 and 219. They will all travel the length of Pine Street in the study area and then make a
left turn at 2nd Avenue. 22 buses an hour travel this corridor in the AM peak; these are routes 10, 11, 43, 47 and
49. There are an additional 18 buses (route 143, 157, 158, 159, 179, 190, and 577) entering the corridor from 4th
Avenue and exiting on 2nd Avenue during the AM peak period.

Figure 1: Study Area

Memorandum
Pine Street BAT Lane Analysis
Page 2 of 16

This memorandum presents a summary of existing conditions on the corridor and provides a description of the
steps taken to perform the corridor analysis. The memorandum concludes with a summary of the impacts from
channelization changes on the corridor.

EXISTING CONDITIONS
Appendix A of this memorandum provides the existing channelization for the corridor. The north end of the
project corridor starts with a two-way, two-lane cross-section over I-5, which gradually widens to two
westbound lanes and one eastbound lane at 9th Avenue. This cross-section continues to 8th Avenue. Pine Street
becomes one-way west of 8th Avenue and has a three-lane cross-section. The block between 8th and 7th Avenues
has a short section of on-street parking on the south side of the street. The three-lane cross-section continues to
5th Avenue. From 5th Avenue to 4th Avenue, Pine Street is narrowed to two travel lanes and a parking pullout on
the south side of the street.
The block between 4th and 3rd Avenues has been reconstructed to remove a westbound transit island. The space
from the island and the southern curb lane has become back-in angle parking, leaving two westbound travel
lanes. These two lanes continue to 2nd Avenue.
The traffic signals currently run on an 80-second cycle length with standard two-phase operation. The one
exception is at 6th Avenue, where a westbound protected right turn phase is provided following the pedestrian
interval to help clear the heavy right turn to 6th Avenue. The westbound left turns to 5th Avenue and 2nd Avenue
have a dedicated left turn lane and a shared left and through lane. One of the proposed improvements is to
eliminate the shared lane to promote pedestrian safety at 5th Avenue.
There are three bus zones in the study area on Pine Street; they are located farside of 9th Avenue, nearside of 5th
Avenue, and farside of 4th Avenue. Table 1 shows the number of passengers boarding and alighting at each bus
zone. The bus volumes, turn locations and bus stop locations are shown in Figure 2.

Table 1: Bus Zone Boarding and Alighting

Bus Zone

Boarding

Alighting

9th Avenue and Pine Street

118

984

5th Avenue and Pine Street

226

2407

4th Avenue and Pine Street

257

2923

Memorandum
Pine Street BAT Lane Analysis
Page 3 of 16

Figure 2: Bus Stop Locations and Volumes

Field observations showed that the majority of buses would immediately move into the new westbound lane
that forms at 9th Avenue and stay in this lane through 7th Avenue. Buses change lanes after 7th Avenue to avoid
the queue of right turning vehicles at 6th Avenue, and then merge back to the north curb lane (right lane) to stop
at the bus stop between 6th and 5th Avenues. The bus will stay in the right lane through 5th Avenue, and then
change lanes again to avoid the right turn queue at 4th Avenue. The buses merge back to the right lane after 4th
Avenue for the bus stop. All the trolley buses travel in the left lane after leaving the 3rd Avenue stop because
they need to be in the south curb lane (left lane) on 2nd Avenue to make an immediate left turn onto Pike Street.
Other routes will turn from the shared through and left turn lane so they can get into the BAT lane on 2nd
Avenue.
The westbound left turn at 2nd Avenue will occasionally backup to 3rd Avenue. When this occurs, buses will cross
3rd Avenue and wait in the right lane until they can merge over to the left lane. This backup is primarily caused
by congestion on Pike Street that causes the left turn from 2nd Avenue to Pike Street to fill the left turn pocket
between Pine Street and Pike Street.
All the intersections have heavy pedestrian movements, but the east-west crossings at 3rd, 4th, 5th and 6th
Avenues are exceptionally heavy with over 1,000 pedestrians counted during the peak hour in each crossing.
Table 2 shows the existing AM and PM pedestrian and bicycle volumes at the intersections on Pine Street.

Memorandum
Pine Street BAT Lane Analysis
Page 4 of 16

Table 2: Pedestrian and Bicycle Volume

Pine St./ 9th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 8th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 7th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 6th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 5th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 4th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 3rd Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB

PM
BIKE
33
2
26
34

PED
467
247
220
151
PM
PED
486
257
167
255

BIKE
2
33
30
7
PM

PED
715
426
411
268

BIKE
17
13
18
0
PM

PED
2213
1489
1390
987

BIKE
0
33
17
0
PM

PED
1343
582
473
493

BIKE
6
0
19
1
PM

PED
1432
1301
718
894

BIKE
11
107
33
0
PM

PED
1544
1187
991
876

BIKE
13
42
28
6

Pine St./ 9th Ave

North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 8th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 7th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 6th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 5th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 4th Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB
Pine St./ 3rd Ave
North Leg/SB
South Leg/NB
East Leg/WB
West Leg/EB

AM
PED
386
131
172
124

BIKE
10
1
88
3
AM

PED
280
181
151
212

BIKE
2
11
96
4
AM

PED
246
199
265
93

BIKE
23
1
45
0
AM

PED
576
156
94
419

BIKE
0
3
51
0
AM

PED
763
364
571
367

BIKE
71
1
67
5
AM

PED
770
579
258
382

BIKE
4
33
76
4
AM

PED
809
652
693
318

BIKE
19
5
81
6

Memorandum
Pine Street BAT Lane Analysis
Page 5 of 16

General purpose traffic faces minimal delay while travelling through on Pine Street in both the AM and PM
peaks. The westbound through level of service is B or better during both the AM and PM peak. General purpose
traffic delays for the PM peak are shown in Table 3.
The westbound transit movement on Pine Street operates well during both the AM and PM peaks. Buses do not
experience much delay, despite making multiple lane changes along the corridor as they progress from 9th
Avenue to 2nd Avenue. The only issues on the corridor are related to vehicles turning off Pine Street against the
heavy pedestrian volumes. The protected right turn for 6th Avenue helps dissipate this queue well. The
westbound left turns at 5th Avenue and 2nd Avenue create backups onto Pine Street, but do not impact the
through traffic. This backup is primarily due to congestion on 5th Avenue and 2nd Avenue. The westbound right
turn at 4th Avenue has difficulty turning due to the pedestrians, but the volume is low and the adjacent through
lane is not congested.

PINE STREET TRAFFIC ANALYSIS

The traffic analysis for the proposed BAT lane was performed using a combination of Emme, Synchro and
SimTraffic. Emme evaluated how converting a general purpose traffic lane to a BAT lane will impact overall
travel patterns downtown. Synchro and SimTraffic estimated the changes in delay at each intersection.
These modeling efforts and the results are described further in the following subsections:

Emme Trip Distribution Analysis

The Alaskan Way Viaduct replacement project developed a Trip Distribution Model (TDM) in 2008 for analyzing
various design options associated with the viaduct project. This model was developed to represent 2015 land
use and the 2017 roadway network. At the time this model was prepared, the viaduct was assumed down and
the tunnel operational in 2017.
The model was updated to account for both the Pine Street BAT lane and BAT lanes proposed as part of the
Madison Street Bus Rapid Transit (BRT) project. To best represent future conditions, the project team
determined that both should be included in the model, because both impacted westbound connections into the
City. Appendix B shows the percent of volume diversion anticipated from implementation of these two projects.
The graphic shows that volumes on Pine Street will drop between 48 and 155 vehicles per hour, depending on
the block. The variation is a result of some blocks having greater opportunity for drivers to select an alternate
route. Not all diverted traffic can be accounted for on other Central Business District (CBD) arterial streets. The
model assumes a portion of traffic will shift to other modes of travel, or potentially not travel at all into the CBD.
Stewart Street and Union Street showed the greatest increase in volume near Pine Street. The increase on
Stewart Street is primarily between 6th Avenue and 9th Avenue, which is generally not heavily congested in the
PM peak. The Union Street increase is fairly consistent from 7th Avenue to 1st Avenue. This corridor can also
absorb this volume with little impact on the westbound delay.

Memorandum
Pine Street BAT Lane Analysis
Page 6 of 16

The Emme model results were post-processed to generate future condition volumes in the study area from 1st
Avenue to Boren Avenue and Union Street to Stewart Street. Existing and estimated future volumes are
attached in Appendix C.

Alternatives Analysis
The baseline operational assumption for the corridor was to have a BAT lane from north of 9th Avenue to 2nd
Avenue in the right lane. The projects analysis evaluated the feasibility of this BAT lane configuration and
developed other channelization and signalization concepts to enhance this initial BAT lane direction.
The following is a summary of other alternatives considered on the corridor.

BAT Lane Alignment

The initial operational assumption was for the bus lane to stay in the north curb lane the entire alignment;
however, it is anticipated that drivers will choose to move out of this lane to avoid the congested right turns at
6th Avenue and 4th Avenue. The right turn at 4th Avenue does not have high volume, but does see a consistent
queue in the PM peak. In addition, at 2nd Avenue the majority of the buses must use the heavily congested left
lane to make a left turn at 2nd Avenue. The project team looked for options to preserve dedicated transit space
to avoid each of these congestion points.

6th Avenue: Pine Street at 6th Avenue has three westbound lanes. The right lane acts as a dedicated
right turn lane because of the heavy turn volume; the center lane is where all the through vehicles
travel; and the left lane is primarily used by vehicles eventually turning left at 5th Avenue. Shifting the
BAT lane to the center lane was considered, but deemed unnecessary since the delay in the through
lanes is relatively low (less than 17 seconds in the PM peak) and there are ample gaps in traffic for
drivers to make a lane change between the far side bus zone at 9th Avenue and 6th Avenue.

4th Avenue: Pine Street at 4th Avenue has only two westbound lanes. A BAT lane shift to the left lane
would force the general purpose traffic into the right lane, which is effectively a right turn lane during
the PM peak. Similar to 6th Avenue, the delay in the through lane is very low (less than 12 seconds in the
PM peak), so there is little gained by trying to create a transit lane at 4th Avenue that is not shared with
right turning traffic. The impact of forcing general purpose traffic into the right lane would be significant.

2nd Avenue: Pine Street at 2nd Avenue is also only two lanes. The left lane is left turn-only and the right
lane is a shared through and left turn. A BAT lane through to 2nd Avenue in the right curb lane was
reviewed, but ultimately not considered because two-thirds of the buses making a left turn at 2nd
Avenue need to be in the left lane so they can make a subsequent left turn at Pike Street. The project
team considered a left turn transit queue jump from the right lane, but it would both create a significant
amount of delay at 2nd Avenue for the southbound and westbound general purpose traffic movements.

Memorandum
Pine Street BAT Lane Analysis
Page 7 of 16

The project team also reviewed the option

of a transit lane in the left lane at 2nd
Avenue. The buses that eventually turn left
onto Pike Street would benefit from the
alignment, but this configuration would
require a dual left to allow for general
purpose traffic to turn exclusively from the
shared through-left lane. The City is in the
process of removing all dual turns to help
promote pedestrian safety. There was
concern a left turning general purpose
vehicle would have difficulty seeing a
pedestrian coming around the nose of a bus
waiting to complete their left turn. In
Left Lane Queue at 2nd Avenue

addition, this lane configuration would

increase the delay for the bus routes not
turning onto Pike Street.

Protected Right Turn Movements

Seattle currently operates a lagging
protected right turn at 6th Avenue on
Pine Street to help clear the locations
heavy turn volume. The project team
reviewed other locations to determine
if queuing in the right lane would cause
a delay for the bus. The analysis found
that the right turn delay was minimal at
8th Avenue, 7th Avenue and 3rd Avenue.
4th Avenue was the one other location
with a queuing issue due to the right
turn conflict with the heavy pedestrian
volume on the north leg (near 1,500
pedestrians in the peak hour). A lagging
protected right turn phase was found to
provide approximately nine seconds of
delay savings to that movement.

Right Turn Pedestrian Conflict at 4th Avenue

To create time for the protected right turn, the split for the northbound movement would need to be reduced
so the overall pedestrian crossing time was not impacted. This timing adjustment would increase the
northbound delay. The project team found that the right turn delay savings was not enough to warrant the

Memorandum
Pine Street BAT Lane Analysis
Page 8 of 16

disruption to the pedestrian movement or an increase in delay to northbound traffic. In addition, field
observations showed buses easily change lanes around the right turn queue and experience very little delay in
the westbound through lane.

Queue Jumps
In addition to the queue jump previously described for 2nd Avenue, a queue jump was also considered for Pine
Street at 3rd Avenue. Periodically throughout the PM peak, the queue for the left turn from 2nd Avenue will reach
3rd Avenue. When the 3rd Avenue signal goes green, general purpose traffic looking to turn left at 2nd Avenue will
quickly fill available space in the queue. The project team considered a queue jump for the buses in the right
curb lane to allow them to get into the queue ahead of general purpose traffic.
There were a few challenges with this operation that resulted in the project team not recommending this queue
jump:
1. The queue jump will only be needed for the buses making a left turn onto 2nd Avenue and then onto Pike
Street. Starting in late September, this will be roughly two-thirds of the routes. The other third could
potentially impact the success of the queue jump if they are at the front of the queue.
2. The BAT lane is also a right turn lane and could have right turning vehicles at the front of the queue
when the queue jump is needed.
3. When the queue is long on the approach to 2nd Avenue, there is often not enough space for the bus to
enter the lane without leaving the tail of the bus in the intersection at 3rd Avenue. The project team
observed that almost all drivers chose to pull forward in the right lane and wait for motorists in the left
lane to let them over.

Synchro and SimTraffic Analysis for Recommended Configuration

The Synchro and SimTraffic models used the PM peak existing conditions model developed for the Seattle Next
Generation ITS City Center project. The City Center project Synchro model is bound by Denny Way, Broadway,
Alaskan Way and Jackson Street. All channelization and signal phasing was updated in this model area to match
existing conditions. The models volumes used a combination of new counts and historic counts less than a year
old.
The large CBD model can be difficult to run in SimTraffic because of the number of nodes; therefore, the model
was trimmed to a smaller area of influence for analyzing the changes on Pine Street. The trimmed model was
bound by Virginia Street, Alaskan Way, Columbia Street and Boren Avenue.
One of the limitations of the large CBD model is the ability to model the true vehicle demand in areas of
downtown that are over-saturated. On 5th Avenue, the congestion near the freeway ramp to Spring Street
causes the southbound movement to exceed capacity, resulting in gridlock at the north end of the CBD during
most evening commutes. Only the vehicles that actually pass through the intersection are counted; there is no
efficient way to account for the cars waiting in the queue at the end of the one-hour count period. This metering
of the volume results in delay values that are significantly less than reality on these congested arterials. For the

Memorandum
Pine Street BAT Lane Analysis
Page 9 of 16

Pine Street study area, this issue impacted Synchro results for the intersections at 2nd Avenue and 5th Avenue.
The delays on Pine Street are realistic, but the reported Synchro delays on the southbound movement and the
westbound left turns are not.
SimTraffic confirmed that conditions in the model matched those observed in the field. Limited data was
collected from SimTraffic because the model is too congested to get accurate delay numbers on a permovement basis. Even with the trimmed model, it reaches an excessive gridlock state at the end of the
simulation, which can alter the results.
The future condition channelization for Pine Street is shown in Appendix D. The final proposed alignment
assumes the BAT lane would start north of 9th Avenue, where the second westbound through lane begins, and
continue to 3rd Avenue.
The future condition channelization includes removing the shared through and left turn lane at 5th Avenue,
making it into a through only lane to eliminate the dual left turn and promote pedestrian safety. 2nd Avenue
also has a dedicated left turn lane and a shared through and left turn lane; however, this channelization will not
be changed through this project since there are no proposed BAT lane improvements on this block.
Table 3 presents the results of the Synchro analysis of existing conditions and future conditions with the BAT
lane. The following is a summary of the results by intersection:

9th Avenue: The north curb lane was simulated as a right turn pocket to estimate a separate delay value
for the BAT lane. The lane was configured to have no right turn on red and no conflicting pedestrian
volume due to no right turning general purpose vehicles at this intersection. There is very little delay at
this intersection, so the delay savings for the bus was minor. Synchro reported approximately 2.5
seconds of savings. This is based on a comparison of the westbound through lane for existing conditions
and the westbound right turns for the BAT lane conditions.

8th Avenue: The BAT lane is simulated as a right turn pocket. Synchro reported approximately 2.2
seconds of savings.

7th Avenue: The BAT lane is simulated as a right turn pocket. The right turn volume is much lower at this
intersection, so it is assumed that all general purpose traffic can make a right turn on red. The lane was
coded as no right turn on red, with no pedestrian conflict to better simulate conditions for the bus. Field
observations showed a bus rarely waited for a right turning vehicle at this intersection. Synchro reported
approximately 3.4 seconds of delay savings from the BAT lane.

6th Avenue: The right lane was coded as a right turn-only lane to simulate a BAT lane, but it is anticipated
the bus will not stay in this lane due to the heavy right turns. This lane acts like a right turn-only lane
under current conditions, so there is no anticipated delay change for buses.

5th Avenue: This intersection was configured the same as 9th Avenue. The model shows a slight increase
in delay for the bus, but it realistically will not operate any differently than todays conditions. There is
no delay savings anticipated at this intersection. The southbound through and westbound left turn
delays are underestimated because the effect of the congestion downstream of Pine Street on 5th

Memorandum
Pine Street BAT Lane Analysis
Page 10 of 16

Avenue is not factored into the Synchro calculation. Synchros results for the westbound left turn lane
without the shared through lane and left turn lane are not reliable because the queuing on 5th Avenue is
not factored into the calculations. SimTraffic showed that adding a protected left turn phase of about 15
seconds would help mitigate the loss of the shared lane, resulting in very little change in delay.

4th Avenue: The BAT lane is simulated as a right turn pocket. It is assumed buses will move out of this
lane because there is a consistent right turn queue. The estimated delay dropped for this movement,
but that is due to the trip redistribution, which reduced the volume of right turning vehicles. Even with
the reduced volume, it is anticipated that buses will move around the right turning vehicles and not gain
any benefit from the BAT lane.

3rd Avenue: This intersection was coded the same as 7th Avenue. There are very few right turn vehicles
so the volume was reduced to the count of buses that would use the lane. The lane was coded as no
right turn on red, with no pedestrian conflict to better simulate conditions for the bus. The anticipated
delay savings of the BAT lane at this intersection is approximately 7.2 seconds.

2nd Avenue: No improvements are proposed for 2nd Avenue, because there was not a reasonable way to
use a BAT lane on the block from 3rd Avenue to 2nd Avenue.

Memorandum
Pine Street BAT Lane Analysis
Page 11 of 16

Table 3: BAT Lane Analysis Results

PM
Existing

Pine St./ 9th Ave

Intersection
EBT/R
WBT/L
WBR
SBT/L/R

BAT Lane Alt 1

Delay (sec)
13.4
4.1
14.1

LOS
B
A
B

14.6

Delay (sec)
15.6
4.3
18.8
11.6
15.2

LOS
B
A
B
B
B

PM
Existing

Pine St./ 8th Ave

Intersection
WBT/L
WBR
NBT/L/R

BAT Lane Alt 1

Delay (sec)
17.5

LOS
B

15.9

18.6

Delay (sec)
17.6
15.1
13.7
19.0

LOS
B
B
B
B

PM
Existing

Pine St./ 7th Ave

Intersection
WBL
WBT
WBR
NBT/L
SBT/R

Delay (sec)
9.9
16.5

BAT Lane Alt 1

LOS
A
B

18.1

6.7
5.2

A
A

Delay (sec)
9.1
18.7
22.8
14.7
6.6
4.2

LOS
A
B
C
B
A
A

PM
Existing

Pine St./ 6th Ave

Intersection
WBT
WBR
NBL
NBT

BAT Lane Alt 1

Delay (sec)
10.0

LOS
B

15.1

4.5
8.0

A
A

Delay (sec)
10.6
16.4
17.6
3.7
8.4

LOS
B
B
B
A
A

PM
Existing

Pine St./ 5th Ave

Intersection
WBL
WBT/L
WBR
SBT

BAT Lane Alt 1

Delay (sec)
10.6
19.9
2.7

LOS
B
B
A

12.3

Delay (sec)
14.8
8.3
5.0
4.5
18.9

LOS
B
A
A
A
B

PM
Existing

Pine St./ 4th Ave

Intersection
WBT
WBR
NBT/L

Delay (sec)
12.8

BAT Lane Alt 1

LOS
B

19.0

11.4

Delay (sec)
14.7
11.2
12.2
15.1

LOS
B
B
B
B

PM
Existing

Pine St./ 3rd Ave

Intersection
WBT / L
WBR
NBT
SBT

BAT Lane Alt 1

Delay (sec)
15.0

LOS
B

17.1

13.4
12.5

B
B

Delay (sec)
14.9
13.9
10.2
15.9
16.3

LOS
B
B
A
B
B

Data does not account for significant downstream congestion impact intersection operations.

Memorandum
Pine Street BAT Lane Analysis
Page 12 of 16

CONCLUSION
The total anticipated delay savings from the BAT lane at 9th, 8th, 7th and 3rd Avenues is 15.3 seconds per trip
during the PM peak hour. No savings is anticipated at 6th, 5th and 4th Avenues. This delay savings is significant
considering it would improve the travel time for 33 trips in the PM peak. The BAT lane would also improve the
reliability of trips, especially on days where the downtown street network begins to break down.
Although the Synchro analysis was only performed for PM conditions, it is anticipated a similar delay savings for
buses would be realized during the AM peak as well because the existing condition volumes are very similar. The
pedestrian volumes are much lower in the AM peak, which will reduce the queuing in the right turn pockets,
making the BAT lane more usable for buses.
General purpose traffic will see no change in travel time along the corridor based on the Synchro results. The
overall intersection delay at each intersection remains virtually unchanged. The net delay change for the
southbound through lane is also near zero. The reduction in southbound through lane capacity is largely offset
by the anticipated reduction in volume resulting from the addition of the BAT lane.
The BAT lane should have no impact on pedestrians. All pedestrian crossing splits remained unchanged with the
exception of the south leg of 5th Avenue where a lagging westbound protected left turn will be added. Although
there will be less crossing time, overall pedestrian safety will be improved because of the elimination of the
westbound dual left turn.
Bicycle travel on the corridor should be improved because cyclists will have the option of riding in the BAT lane,
which will now have a lower vehicle volume through most blocks.

Memorandum
Pine Street BAT Lane Analysis
Page 13 of 16

Appendix A
Existing Channelization

Memorandum
Pine Street BAT Lane Analysis
Page 14 of 16

Appendix B
Trip Distribution Results

39

-1

-0

-3

34

-1

18
-114

-150

18
-2

-1

30

-4

-1

12

12

-22

-4

-6

-3

-14

20

2
3

-10

-0

-3

-15

-0

17

-51

17

-21

25

-13

9
-0

-51

9
0

-16

11

-9

19

-6

23

-8

-130
-142

23

1
70

41

-22

-2

14
14

12

-9

-5

-6

-2

17

-6

-2

-13

-3

12
27

19

10

-35
20

-6

1
-2
2
-2

189

5
15

-2

20
1

-7

-4
12

-2

-12

16

20

-4

20

21
-12

12

-2
-9

-5

-8
-5

16

20
9

13

-13

-18

20
-13

-4

29

-11

7
28

-10

13

16

-9

-40

21

9
-16

-3

-0

-2
56

15

9
11
5

-3

-0

25

7
7

-1
7
-9

0
12

23

t
ew
a
25 rt
S
St

21

52

1
2

6
0

30

3
-0

-6
-2

-2

-9

11

0
-0

-5
-6

12

-2

11

2
-0

-2

-7
-36
-22

17

-17

-12
-11

-17

-2

17

-13

-2

11

me
Ja -30

38

-5

31

2
-5
6

-16 -22
6

4
-3

15

11

11
-3

11

-0

-0

-5

-0

t
sS

-0

14

-18

24
-15

20

-5

30

-33

rr

e
Ch
5

-33

t
yS

-8

-23

-4

24

14

1
-6

-12

49

16

-16

53

78

-14
-1

-2
48

-43

-19

13

-28

12

-9
-3

-3

15

37

30

-21

-6

-42

-11

-10

-14

62
-25

44

-16
16

58

5
-12

9
14

-3

48

14

30

-3

-17
-1

12

20

15

2
-13

-37

30
62

11

16

-1

-24

30

-1
6

-4

-40

46

-3
6

-8

-64

-42

46

-40

9
-21

17

11

35
8

-11

-10

-4

-39

-97

23

-2

20

-61

-18

16

9
-14

22

19

9
-17

36
-2

40

12 1

-2

26

-8

-18

-33

-1

-1

-9

17

29

-3

32

7
-5

19

-40

18

-74

-41
24

-23

0
-17

9
-15

9
-16

-24

-2

-54

63

-30

-18

44

-1

36
9

71

-6

-76

20

0
8

1
-19

-20

-3

-0

1
-3

2
31

11

-8

-2

-6

28

28

93

-0
5
-2

-1

15

12

-14

-1
-1

32

-0

21

-27
--5363

-42

-2

-20

Ma

-16

40

24

24

St

-14

-8

ve
nA
-9

13
5

8
-5

15

-2

-10

-18

-21

re
Bo

-7

16

20

27

-2

e
Av0

28

on
dis 3
5

-7

31

1
4

47

22

-31

-0

-1
0

3
2

2
-1

-15
1

-0

-8

1st
6

Volume Differenc e
2015 W ith Bus Lanes - 2015 Base
Hourly Volume PM Peak

27

0
4

28

Inc rease in Volume

24

36

Dec rease in Volume

-16

25

ve
dA

3r

-2

26
-2

-9

n
Se

53

61

St

eca 24

-3

15

e
Av

-5

-2

91

-14

-14

29

5th

24

-2

51

-3

42

-1

-8

46

-8

12

23

41

46

48

39

21

12
-0

-5

-7

-6

Un

-4

23

-4

0
0

-7
6
-1

St
ion 67

-1

-3

-0

35

3
-1

2
-1

-4

-1

-7

15

4
-3

5
12

25

-0

-7

-33

-3
1

-1

-6

1
-34

-5

14

-5

-33

-2

-54

-13

-22

20

4
-5

12

8
-1

-0

10

-4

27

-18

-1

-26

29

-2

-0

122

-13

-12

-6

-8

-3

-46

-48

-61

-66

t
eS
Pin -101

-68

20

-11

-31

3
-1

-3

-2

-16

-35

9
-13

12

21

-2

37

-8
3

10

14

-1

10

3
-1

16

ve
hA

-2

-3 4
-

-8

-5

-1

-3

20

-6

36

-4

73

-3
2

11

-2

-8

18

-2
1

7t

-1

-6

21

-4
2

1
-5

-8

9
-2

-9

52

1
-1

12

12

10

73

-1

-6

-1
4
-8

55

-6

-7

-7

-6

10

21

-6

44

-653

-6

-14

-4

-0

21

-7

4
-1
0

-1

-2

-7

-7

-0

-2

-7

-5 -0

-6

17

-1

-17

-0

-2
6

-3

24

12

-1
5

-3

24

-2

-3

-2

-4

24

-2

-3

-4

Memorandum
Pine Street BAT Lane Analysis
Page 15 of 16

Appendix C
Existing and Future Volumes

Existing Condition Volumes

Alternative 1 Volumes

Memorandum
Pine Street BAT Lane Analysis
Page 16 of 16

Appendix
BAT Lane Channelization