Multimodal Transportation Analysis (MMTA) for Site

Development - EXAMPLE
July 2023
This document should be used as a guide when completing an MMTA and is not indicative of a complete
study. This example is an abbreviated version.

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Contents
1 Introduction and Project Description .............................................................................. 3

2 Traffic Review .................................................................................................................... 5

2.1 Existing Roadway Network ................................................................................................... 6
2.2 Existing Traffic Volumes ....................................................................................................... 7
2.3 Existing Traffic Level of Service ........................................................................................... 8
2.4 Background Traffic Volumes ................................................................................................ 9
2.5 Background Traffic Level of Service .................................................................................. 10
2.6 Trip Generation .................................................................................................................... 10
2.7 Mode Split ............................................................................................................................ 11
2.8 Future Roadway Network .................................................................................................... 12
2.9 Future Traffic Volumes ........................................................................................................ 13
2.10 Future Traffic Level of Service............................................................................................ 15
2.11 Traffic Level of Service Summary ...................................................................................... 16

3 Multimodal Review .......................................................................................................... 18

3.1 Bicycle Network Compliance with NDOT Standards ......................................................... 18
3.2 Pedestrian Network Compliance with NDOT Standards ................................................... 18
3.3 Pedestrian Network Connectivity ....................................................................................... 20
3.4 Level of Traffic Stress Analysis .......................................................................................... 21
3.5 Transit Stop Evaluation ....................................................................................................... 25
3.6 Transit Stop Access Evaluation ......................................................................................... 26

4 Safety Review .................................................................................................................. 29

4.1 High Injury Network ............................................................................................................. 29
4.2 Site Access Evaluation ....................................................................................................... 29
4.3 Historical Crash Evaluation ................................................................................................ 31

5 Conclusion ...................................................................................................................... 38
5.1 Demographics...................................................................................................................... 38
5.2 Mitigation Measures ............................................................................................................ 40

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1 Introduction and Project Description
The purpose of this report is to analyze the transportation network adjacent to the proposed Midtown Mixed-Use
development and to evaluate the associated impacts to traffic operations, multimodal mobility, and safety. The
proposed development, expected to be completed in 2026, will consist of approximately 450 multifamily units and
30,000 square feet of commercial space.
The property is located along the south side of McGavock Street between 17th Avenue South and 16th Avenue. The
property has frontage along 17th Avenue South and McGavock Street.
The study area consists of the following intersections:
1. Division Street and 17th Avenue South / Music Square West
2. 17th Avenue South and McGavock Street
3. 16th Avenue South and McGavock Street
4. 17th Avenue South and Broadway
5. Broadway / West End Avenue and 16th Avenue South

The study area consists of the following segments:

1. 17th Avenue South between Division Street and McGavock Street
2. McGavock Street between 17th Avenue South and 16th Avenue South
3. 17th Avenue South between McGavock Street and Broadway
4. Broadway between 17th Avenue South and 16th Avenue South
5. 16th Avenue South between Broadway and McGavock Street

Figure 1.1 provides an aerial image of the development location and study area.

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Figure 1.1 Study Area Aerial

4 3

Development

Study Intersection

N Study Segment

4
2 Traffic Review
The expected traffic impacts of the new development are analyzed in this section. The three scenarios evaluated
as part of the Traffic Review are (1) Existing 2023 Conditions, (2) Background 2026 No-Build Conditions, and (3)
Future 2026 Build Conditions.
For the purposes of this report, 16th Avenue South and 17th Avenue South are considered to have a north-south
orientation. Broadway, West End Avenue, McGavock Street, Division Street, and Music Square West are
considered to have an east-west orientation.

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2.1 Existing Roadway Network
The existing roadway network is illustrated in Figure 2.1.
Figure 2.1 Existing 2023 Intersection Geometry

STOP
Existing Stop Control Music Square W
Music Square W

Existing Traffic Signal

Existing Lane Configuration

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2.2 Existing Traffic Volumes
To provide data for the traffic review, turning movement counts were collected at each study intersection. All counts
follow the guidance provided in Section 2.8 of the MMTA Guidelines.
Figure 2.2 Existing 2023 Peak Hour Traffic Volumes

267 (177)
252 (155)

Music Square W
Music Square W

XX AM Peak Hour Traffic Volume

(XX) PM Peak Hour Traffic Volume

Turning Movement

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2.3 Existing Traffic Level of Service
Existing traffic level of service analysis was conducted using the latest version of Synchro and summarized is in
Table 2.1.
Table 2.1 Existing 2023 Peak Hour Traffic Level of Service

Turning Level of Service (Average Delay in sec/veh)

Intersection
Movement AM Peak PM Peak
1. Division Street and 17th
Avenue South / Music Overall C (27.2) C (28.8)
Square West

2. 17th Avenue South and EB B (12.4) C (22.9)

McGavock Street WB B (10.8) C (16.7)

3. 16th Avenue South and EB B (12.7) C (19.0)

McGavock Street WB B (13.5) C (15.2)

4. 17th Avenue South and

Overall A (7.8) B (11.6)
Broadway
5. Broadway / West End
Avenue and 16th Avenue Overall D (33.8) D (46.8)
South

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2.4 Background Traffic Volumes
To account for background traffic growth, Existing 2023 traffic volumes were increased by 2.0% annually until the
2026 build year. Section 2.6 of the MMTA Guidelines and TDOT’s AADT count stations were referenced to
determine an acceptable background growth rate. The 2.0% background growth rate was approved by NDOT in
the Scoping Evaluation Form.
Figure 2.3 Background 2026 No-Build Traffic Volumes

293 (196)
267 (164)

Music Square W
Music Square W

XX AM Peak Hour Traffic Volume

(XX) PM Peak Hour Traffic Volume

Turning Movement

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2.5 Background Traffic Level of Service
Background traffic level of service analysis was conducted using the latest version of Synchro and summarized is
in Table 2.2.
Table 2.2 Background 2026 No-Build Peak Hour Traffic Level of Service

Turning Level of Service (Average Delay in sec/veh)

Intersection
Movement AM Peak PM Peak
1. Division Street and 17th
Avenue South / Music Overall C (32.7) D (41.7)
Square West

2. 17th Avenue South and EB B (14.5) D (29.0)

McGavock Street WB B (12.5) C (22.3)

3. 16th Avenue South and EB C (21.3) E (44.7)

McGavock Street WB C (19.1) C (23.3)

4. 17th Avenue South and

Overall A (9.4) B (14.3)
Broadway
5. Broadway / West End
Avenue and 16th Avenue Overall D (37.1) E (56.1)
South

2.6 Trip Generation

Traffic for the proposed development was calculated using the most recent version of the Institute of Transportation
Engineers (ITE) Trip Generation Manual and supported by guidance in Section 2.2 of the MMTA Guidelines. Internal
capture reductions were calculated using the most recent version of the ITE Trip Generation Handbook and
supported by guidance in Section 2.3 of the MMTA Guidelines.
Table 2.3 Trip Generation

ITE Peak Hour Trips

Land Use Density Daily Trips
Code AM PM

222 Multifamily Housing (High-Rise) 450 units 118 140 2,070

822 Strip Retail Plaza (<40k sf) 15,000 square feet 39 105 862

932 High-Turnover (Sit-Down) Restaurant 15,000 square feet 144 137 1,608

Gross Trips 301 382 4,540

-48 (- -156 (-
Internal Capture -420 (-9%)
16%) 41%)

Remaining Trips 253 226 4,120

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2.7 Mode Split
To account for non-vehicular trips generated by the development, such as pedestrian, bicycle, transit, and other
micromobility transportation modes, 20% of total trips were attributed to transportation modes other than single
occupancy vehicles. 20% of development trips are expected to be multimodal due to the surrounding land uses in
the study area and relatively growing population density. Modal split was approved by NDOT in the Scoping
Evaluation Form and supported by guidance in Section 2.4 of the MMTA Guidelines.
Table 2.4 Modal Split

AM Peak Hour PM Peak Hour Daily Trips

Remaining Trips After

Internal Capture 253 226 4,120
Reduction

Mode Vehicular Multimodal Vehicular Multimodal Vehicular Multimodal

Mode Split 80% 20% 80% 20% 80% 20%

Net Modal Trip

202 51 181 45 3,296 824
Generation

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2.8 Future Roadway Network
The future roadway network is illustrated in Figure 2.4.
Figure 2.4 Future 2026 Build Intersection Geometry

Proposed Development Future

STOP Stop Control

STOP Existing Stop Control

Music Square W
Music Square W

Existing Traffic Signal

Existing Lane Configuration

Future Lane Configuration

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2.9 Future Traffic Volumes
Future traffic volumes were calculated by adding expected development trips to the Background 2026 No-Build
Scenario turning movement volumes. Expected trip distribution is shown in Figure 2.5.
Figure 2.5 Trip Distribution

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Expected vehicular trips on the transportation network in the 2026 build year is shown in Figure 2.6.
Figure 2.6 Future 2026 Build Peak Hour Traffic Volumes

293 (196)
267 (164)

Proposed Development AM
Music Square W
Music Square W

XX Peak Hour Traffic Volume PM

(XX) Peak Hour Traffic Volume

Turning Movement

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2.10 Future Traffic Level of Service
Future traffic level of service analysis was conducted using the latest version of Synchro and summarized is in
Table 2.5.
Table 2.5 Future 2026 Build Peak Hour Traffic Level of Service

Turning Level of Service (Average Delay in sec/veh)

Intersection
Movement AM Peak PM Peak
1. Division Street and 17th
Avenue South / Music Overall C (34.8) D (45.2)
Square West

2. 17th Avenue South and EB C (17.7) E (40.3)

McGavock Street WB C (17.3) E (46.1)

3. 16th Avenue South and EB D (26.3) F (94.2)

McGavock Street WB C (21.4) D (28.1)

4. 17th Avenue South and

Overall B (10.0) B (15.2)
Broadway
5. Broadway / West End
Avenue and 16th Avenue Overall D (38.6) F (88.1)
South

6. McGavock Street and Site NB B (10.1) B (10.6)

Driveway 1 WBL A (7.5) A (7.7)

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2.11 Traffic Level of Service Summary
The results of the traffic level of service analysis are summarized is in Tables 2.6 and 2.7.
Table 2.6 AM Peak Hour Traffic Level of Service Summary

Turning Background 2026

Intersection Existing 2023 Future 2026 Build
Movement No-Build

1. Division Street and 17th

Avenue South / Music Overall C (27.2) C (32.7) C (34.8)
Square West

2. 17th Avenue South and EB B (12.4) B (14.5) C (17.7)

McGavock Street WB B (10.8) B (12.5) C (17.3)

3. 16th Avenue South and EB B (12.7) C (21.3) D (26.3)

McGavock Street WB B (13.5) C (19.1) C (21.4)

4. 17th Avenue South and

Overall A (7.8) A (9.4) B (10.0)
Broadway

5. Broadway / West End

Avenue and 16th Avenue Overall D (33.8) D (37.1) D (38.6)
South

6. McGavock Street and Site NB - - B (10.1)

Driveway 1 WBL - - A (7.5)

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Table 2.7 PM Peak Hour Traffic Level of Service Summary

Turning Background 2026

Intersection Existing 2023 Future 2026 Build
Movement No-Build

1. Division Street and 17th

Avenue South / Music Overall C (28.8) D (41.7) D (45.2)
Square West

2. 17th Avenue South and EB C (22.9) D (29.0) E (40.3)

McGavock Street WB C (16.7) C (22.3) E (46.1)

3. 16th Avenue South and EB C (19.0) E (44.7) F (94.2)

McGavock Street WB C (15.2) C (23.3) D (28.1)

4. 17th Avenue South and

Overall B (11.6) B (14.3) B (15.2)
Broadway

5. Broadway / West End

Avenue and 16th Avenue Overall D (46.8) E (56.1) F (88.1)
South

6. McGavock Street and Site NB - - B (10.6)

Driveway 1 WBL - - A (7.7)

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3 Multimodal Review

3.1 Bicycle Network Compliance with NDOT Standards

There are no existing bicycle facilities in the study area. An evaluation of each study segment was conducted to
determine the feasibility of aligning with desired roadway cross sections as described in the Major and Collector
Street Plan (MCSP). Due to the absence of bicycle facility plans, bicycle facility upgrades are not
recommended with this development.
Segment 1: 17th Avenue South between Division Street and McGavock Street
Segment 1 currently consists of three (3) southbound vehicular lanes and no bicycle facilities. The MCSP illustrates
a preferred 60’ ROW cross section consisting of two (2) southbound vehicular travel lanes and a vehicular parking
lane. No bicycle facilities are included in the MCSP cross section. If bicycle facilities are desired in the
future, a vehicular travel lane could be converted.
Segment 2: McGavock Street between 17th Avenue South and 16th Avenue South
Segment 2 currently consists of two (2) vehicular travel lanes and one (1) parking lane on the north side of the
roadway. This is in alignment with the cross section illustrated in the MCSP.
Segment 3: 17th Avenue South between McGavock Street and Broadway
Segment 3 consists of the same existing cross section and MCSP cross section as Segment 1. No bicycle facilities
are included; however, a vehicular travel could be converted if bicycle facilities are desired in the future.
Segment 4: Broadway between 17th Avenue South and 16th Avenue South
Segment 4 currently consists of two (2) eastbound and two (westbound) vehicular travel lanes and no bicycle
facilities. This is in alignment with the cross section illustrated in the MCSP.
Segment 5: 16th Avenue South between Broadway and McGavock Street
Segment 5 currently consists of three (3) northbound vehicular lanes and no bicycle facilities. The MCSP illustrates
a preferred 83’ ROW cross section consisting of four (4) vehicular travel lanes, an 8’ bike lane, and 4.5’ of bike lane
buffer. Existing ROW is approximately 51’. The bicycle facilities illustrated in the MCSP are not feasible unless
a significant amount of ROW is dedicated on the east side. Since this outcome is highly unlikely, an existing
vehicular travel lane could be converted if bicycle facilities are desired in the future.

3.2 Pedestrian Network Compliance with NDOT Standards

Segment 1: 17th Avenue South between Division Street and McGavock Street
Figure 3.1 Segment 1 MCSP Compliance

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Segment 1 currently consists of approximately 14’ of combined sidewalk and buffer on the west side of the roadway
and approximately 8.5’ of sidewalk on the east side of the roadway. The MCSP illustrates a preferred 60’ ROW
cross section with 14’ of combined sidewalk and buffer on either side of the roadway. The existing total ROW meets
the preferred 60’ cross section. Along site frontage, the developer should enhance the existing pedestrian
facilities on the eastern side of the roadway to align with the MCSP cross section.
Segment 2: McGavock Street between 17th Avenue South and 16th Avenue South
Figure 3.2 Segment 2 MCSP Compliance

Segment 2 currently consists of approximately 10’ of combined sidewalk and buffer space on the north and south
side of the roadway. The exact combination of sidewalk and buffer space varies along the segment. The MCSP
illustrates a preferred 59’ total ROW section with 10’ of sidewalk and 4’ of buffer on either side of the roadway.
Existing total ROW is approximately 50’, leaving a 9’ differential between the existing and preferred cross section.
To accommodate the full preferred ROW section, the developer must dedicate approximately 8’ of ROW. The more
likely and cost-effective option would be for the developer to dedicate at least half of the additional 9’ of
ROW to enhance pedestrian facilities along site frontage.
Segment 3: 17th Avenue South between McGavock Street and Broadway
Figure 3.3 Segment 3 MCSP Compliance

Segment 3 currently consists of approximately the same pedestrian facilities as Segment 1. The sidewalk and buffer
on the west side of the roadway aligns with the preferred MCSP cross section. The northern 110’ of the sidewalk
on the east side of the roadway is approximately 8’ wide and is the only portion of the pedestrian facilities that
deviates from the MCSP. Since Segment 3 is not part of site frontage and is rated PLTS 1, it is recommended
that NDOT prioritize other pedestrian improvements.
Segment 4: Broadway between 17th Avenue South and 16th Avenue South
Figure 3.4 Segment 4 MCSP Compliance

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Segment 4 currently consists of a 10’ sidewalk on either side of the roadway. The MCSP illustrates a preferred 74’
total ROW cross section, including 16’ of total sidewalk and buffer space on either side of the roadway. Existing
total ROW is approximately 61’, leaving a 13’ ROW differential between the existing and preferred cross sections.
Modifications to the pedestrian facilities along Segment 4 is not currently feasible. If the parcels on the north and
south sides of the segment get developed in the future, NDOT can seek a ROW dedication to accommodate
the preferred pedestrian facilities.
Segment 5: 16th Avenue South between Broadway and McGavock Street
Figure 3.5 Segment 5 MCSP Compliance

N
Pedestrian facility aligns
with MCSP
Pedestrian facility not
aligned with MCSP

Segment 5 currently includes sidewalk facilities of varying widths on each side of the roadway. The minimum width
along this segment is approximately 8.5’ of sidewalk, meeting the criteria for a PLTS 1. The MCSP illustrates a
preferred 83’ total ROW cross section consisting of a 10’ sidewalk and 4’ buffer on each side. Existing total ROW
is 50’. The pedestrian facilities illustrated in the MCSP cannot be reasonably supported by this development. If
adjacent parcels are developed in the future, significant ROW contributions could support pedestrian
facility enhancements.

3.3 Pedestrian Network Connectivity

Opportunities to improve pedestrian connectivity were identified at three locations throughout the study area, shown
below in Table 3.1.
Table 3.1 Pedestrian Network Connectivity

Feasibility to Construct
Issue Type Location Description
Improvement

1. Pedestrian Crossing Intersection of 17th Ave S

See below See below
Infrastructure/Spacing & McGavock St

2. Pedestrian Crossing Intersection of 16th Ave S

See below See below
Infrastructure/Spacing & McGavock St

Pedestrian crossing
3. Pedestrian Crossing EB approach crossing of Feasible – must realign
should be realigned to
Length Broadway & 16th Ave S crosswalk
reduce crossing distance

At the intersection of 17th Avenue South and McGavock Street, there is no existing pedestrian crossing
infrastructure. Installations should be made to improve pedestrian safety and reduce the likelihood of a pedestrian-
vehicular conflict. A similar issue exists at the intersection of 16th Avenue South and McGavock Street, which also
lacks adequate pedestrian infrastructure to support safe crossings.
The EB approach crossing of Broadway at the intersection of West End / Broadway and 16th Avenue South is not
optimally designed. The current crossing length is approximately 103’ for a four-lane road. Relocation of the
crosswalk can significantly reduce the crossing distance, improving comfort and safety for the traveling pedestrian.

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Recommendations to address these issues are described in Section 5.

3.4 Level of Traffic Stress Analysis

Figures 3.1 and 3.1 summarize the outcomes of the Level of Traffic Stress (LTS) Analysis. LTS ratings were
assigned using the LTS flow charts provided in Appendix C of the MMTA Guidelines and supported by Sections
4.2.2 and 4.3.3 of the MMTA Guidelines.
Figure 3.6 Bicycle Level of Traffic Stress Aerial Map Summary

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All study segments and intersections were assigned BLTS 4, except for McGavock Street, due to the absence of
bicycle facilities in the study area. McGavock Street was assigned BLTS 3 due to the low posted speed limit and
two-travel lane cross section.
Figure 3.7 Pedestrian Level of Traffic Stress Aerial Map Summary

All segments and intersections in the study area were rated PLTS 1 or PLTS 2 except for the intersections described
below. The PLTS analysis suggests that study segments provide pedestrians with adequate safety and comfort,
while intersections are the biggest obstruction to connectivity.

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Intersection 2
East-west crossings across 17th Avenue South, despite not being recognized as a pedestrian crossing and not
supported by pedestrian infrastructure, were analyzed for PLTS due to the expectation that pedestrians will cross
17th Avenue South at this location. The nearest intersections (Intersection 1 and Intersection 4) are approximately
440’ apart, less than the maximum recommended distance of 600’ for pedestrian crossing spacing, however, a
PLTS rating was assigned to indicate the need to better accommodate pedestrian crossings at this location.
Additionally, the crossing at the WB approach of McGavock Street poses increased risk to pedestrians due to the
absence of a crosswalk, and free-flow left-turns into McGavock Street.
Table 3.2 Intersection 2 PLTS Rating

Intersection Analysis Weakest Link Characteristics Rating

Unsignalized intersection; 25
th
2. 17 Avenue South and SB approach mph posted speed limit; stop
Pedestrian PLTS 4*
McGavock Street crossing controlled crossing; 2 vehicular
lane crossing width

Figure 3.8 17th Avenue South and McGavock Street (Intersection 2)

Intersection 3
A notable lack of adequate pedestrian crossing infrastructure across 16th Avenue South contributes to an unsafe
environment for pedestrians at Intersection 3. PLTS 4 was assigned for the NB approach crossing. The EB and WB
approach crossings are also lacking adequate pedestrian infrastructure.
Table 3.3 Intersection 3 PLTS Rating

Intersection Analysis Weakest Link Characteristics Rating

Unsignalized intersection; 25
th
3. 16 Avenue South and NB approach mph posted speed limit; crossing
Pedestrian PLTS 4
McGavock Street crossing not stop controlled; unknown
AADT; 3-lane crossing width

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Figure 3.9 16th Avenue South and McGavock Street (Intersection 3)

Intersection 5
The intersection of Broadway / West End Avenue and 16th Avenue South was rated PLTS 3 due to the 7-lane
pedestrian crossing along the WB approach. It should also be noted that the pedestrian crossing along the EB
approach of Broadway creates an excessive pedestrian crossing distance.
Table 3.4 Intersection 5 PLTS Rating

Intersection Analysis Weakest Link Characteristics Rating

5. Broadway / West End

WB approach Signalized intersection; 7-lane
Avenue and 16th Pedestrian PLTS 3
crossing crossing width
Avenue South

Figure 3.10 West End / Broadway and 16th Avenue South (Intersection 5)

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3.5 Transit Stop Evaluation
Two transit stops in the study area were evaluated as part of the Multimodal Review. Figure 3.5 shows the location
of the transit stops in relation to the development. Table 3.6 summarizes the transit stop evaluation. Guidance
provided in Section 3.4 of the MMTA Guidelines and the most recent version of the WeGo Design guidelines was
used to support the transit evaluation.
Figure 3.11 Study Area Transit Stop Location

Stop 1: Broadway & 17 th Ave S EB

Stop 2: Broadway & 17 th Ave S WB

Development

Table 3.5 Transit Stop Evaluation Summary

Transit Stop Design and

Transit Stop Type Upgrade? Transit Stop Spacing
ADA Compliance
Stop 1: Broadway & Previous Stop: 0.19 miles
Sign No Compliant
17th Ave S EB Following Stop: 0.48 miles
Stop 2: Broadway & Previous Stop: 0.43 miles
Bench No Compliant
17th Ave S WB Following Stop: 0.20 miles

WeGo Transit Design Guidelines states that benches should be installed at transit stops with 25 or more daily
boardings. Average Fall 2022 boarding data obtained from WeGo’s public GIS layer and other criteria provided in
Section 3.4.1 of the MMTA Guidelines demonstrate that the existing transit stop facilities are sufficient.

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Table 3.6 Transit Stop Boardings and Alightings

Transit Stop Average Daily Boardings Average Daily Alightings

Stop 1: Broadway & 17th Ave S EB 14.91 16.88
Stop 2: Broadway & 17th Ave S WB 13.72 29.10

Each transit stop serves local route #7. WeGo Transit Design Guidelines recommend that transit stops serving local
routes be spaced no more than 0.25 miles apart. The distance between adjacent stops to the east along each route
are greater than the recommended distance for a local route. If new development is initiated in the surrounding
area, WeGo should consider constructing additional stops along Broadway between 16th Avenue South and 14th
Avenue South. Figure 3.6 summarizes the evaluation of stop spacing.
Figure 3.12 Transit Stop Spacing

2a

N
1a

2
EB route transit stops

Distance between Stop 1 and following stop

WB route transit stops

Distance between Stop 2 and previous stop

1
Development

3.6 Transit Stop Access Evaluation

Accessibility of each transit stop for future pedestrians using the new development was evaluated. A summary of
the pedestrian path of travel is summarized in Figure 3.7.

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Figure 3.13 Transit Stop Pedestrian Route Aerial Map

Stop 1: Broadway & 17 th Ave S EB

Stop 1 Pedestrian Route

Stop 2: Broadway & 17 th Ave S WB

Stop 2 Pedestrian Route

Development
2

PLTS flow charts provided in the appendices of the MMTA Guidelines were used to calculate the average PLTS
experienced by a pedestrian walking to each transit stop from the new development.
Table 3.7 Transit Stop 1 Access Evaluation

Length
Segment Rating
(ft)

McGavock St from site access to 17th Ave S 125 PLTS 1

EB approach crossing of McGavock St at 17th Ave S 30 PLTS 3

17th Ave S from McGavock St to Broadway 215 PLTS 1

Southern leg crossing of 17th Ave S and Broadway intersection 40 PLTS 2

Broadway from 17th Ave S to Transit Stop 1 221 PLTS 1

Weighted Average Rating PLTS 1.2

The total walking distance from the site access to Transit Stop 1 is 631 feet.

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Table 3.8 Transit Stop 2 Access Evaluation

Length
Segment Rating
(ft)

McGavock St from site access to 17th Ave S 125 PLTS 1

EB approach crossing of McGavock St at 17th Ave S 30 PLTS 3

17th Ave S from McGavock St to Broadway 215 PLTS 1

WB approach crossing of Broadway at 17th Ave S 47 PLTS 2

Broadway from 17th Ave S to Transit Stop 2 17 PLTS 1

Weighted Average Rating PLTS 1.2

The total walking distance from the site access to Transit Stop 2 is 434 feet. A summary of the findings of the Transit
Access Analysis is shown in Table 3.10.
Table 3.9 Transit Stop Access Evaluation Summary

Route Number of Is Transit Stop on

Average Distance on PLTS
Transit Stop Distance Crossing Rated PLTS 4 Facility?
PLTS 4 Facilities (feet)
(feet) PLTS 4 (Y/N)

1. Broadway and
631 1.2 0 0 N
17th Ave S EB

2. Broadway and
434 1.2 0 0 N
17th Ave S WB

The entire paths of travel to each transit stop were rated PLTS 1 and 2, except for the crossing of the EB approach
of McGavock Street at 17th Avenue South. As discussed in Section 3.3 and 3.4, the addition of pedestrian
infrastructure at this intersection would significantly improve safety, comfort, and access for pedestrians.
Recommendations to address this are describe in Section 5.

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4 Safety Review
The safety review includes an evaluation of vehicular movements at the site access and crashes within the study
area.

4.1 High Injury Network

Nashville’s High Injury Network (HIN) consists of streets with the highest numbers of people who have died or been
injured in a traffic crash. The only segment within the study area that is on the HIN is Broadway between 17th
Avenue South and 16th Avenue South. This segment was assigned a “Medium” ranking, indicating the crash risk is
moderate compared to other segments on the HIN.

4.2 Site Access Evaluation

The development has a single full access on McGavock Street, approximately 165 feet from 17th Avenue South.
Figure 4.1 Site Access Vehicular Movements

3
2
1

1 EB Ingress

2 WB Egress

3 WB Ingress

4 EB Egress

Development

McGavock Street is a two-lane, 25 mph road with vehicular parking on the north side, opposite the access. Vehicular
ingress and egress movement cross a sidewalk on the south side of the roadway.
The AASHTO Green Book recommends a stopping sight distance of 115 feet for a 25 mph roadway, which is met
in both directions at this access.

29
Figure 4.2 Site Access Sight Distance

There are no expected high risk conflict points at this access due to the low posted speed limit, low AADT, and
good visibility at this access.

30
4.3 Historical Crash Evaluation
Historical crash data in the study area was pulled from the AASHTOWare Safety Data Warehouse and provided by
NDOT. The crash data used in this analysis was collected over 5 years between January 1st, 2018 and December
31st, 2022. Figure 4.3 illustrates the crash locations throughout the study area.
Figure 4.3 Study Area Crash History Summary

31
 Table 4.1 categorizes the crashes by severity. According to the AASHTOWare database, 261 crashes occurred in
the study area between January 2018 and December 2022, with approximately 1.1% resulting in a suspected
serious injury, 19.5% resulting in a suspected minor injury, 6.5% resulting in a possible injury, and 72.0% resulting
in only property damage.
Table 4.1 Crash Severity Summary

Crash Severity
Year Total Crashes Property-
Fatal Serious Injury Minor Injury Possible Injury
Damage Only

2022 57 - 1 17 10 29
2021 32 - 2 4 2 24
2020 34 - - 4 2 28
2019 79 - - 12 3 64
2018 59 - - 14 - 43
Sum 261 - 3 51 17 188

Of the 261 total crashes, 156 (59.8%) occurred at intersections and 105 occurred along roadways (40.2%). There
were 222 crashes involving two vehicles. Of those 222 crashes, approximately 2% were head on, 16% were rear-
ends, 56% were angled, and 26% were sideswipes. In addition, there were also 5 crashes involving a pedestrian
or other non-motorist. Table 4.2 summarizes the location and type of crashes in the study area.
Table 4.2 Crash Location and Type Summary

Crash Location Crash Type

Total Crash involving two vehicles Crash involving one vehicle
Year At an Along
Crashes Pedestrian Other Non- Other/
Intersection Roadway Head On Rear-End Angle Sideswipe Property
Involved Motorist Unknown
2022 57 29 28 1 7 37 5 2 1 1 3
2021 32 19 13 1 2 18 8 - - 1 2
2020 34 17 17 1 6 11 7 - - 2 7
2019 79 55 24 - 10 33 25 1 - - 10
2018 59 36 23 1 10 26 13 1 - 4 4
Sum 261 156 105 4 35 125 58 4 1 8 26

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An intersection crash analysis was conducted using AASHTOWare data and peak hour traffic counts collected in
the field. The purpose of analyzing each study intersection is to understand the relative crash risk of a study
intersection and identify potential crash hotspots. The crash rate estimations in Table 4.3 are likely conservative
due to the application of the K factor and reduced traffic volumes due to COVID-19. More information on the
methodology can be found in the MMTA Guidelines.
The resulting crash rates are estimations; however, consistent application of the methodology allows for conclusions
to be drawn from the relative crash rate of each intersection. The analysis revealed that the intersection of 17th
Avenue South and Broadway had the highest intersection crash rate (3.16), followed by Division Street and 17th
Avenue South / Music Square West (0.60), and 17th Avenue South and McGavock Street.
Table 4.3 Intersection Crash Analysis

Crashes per
Peak Hour Total
Total K Daily million
Intersection Entering entering
Crashes factor volume entering
Volume* volume**
vehicles
1. Division Street and 17th Avenue
17 1090 7% 15,571 28,417,075 0.60
South / Music Square West
2. 17th Avenue South and
11 810 7% 11,571 21,117,075 0.52
McGavock Street
3. 16th Avenue South and
8 733 7% 10,471 19,109,575 0.42
McGavock Street
4. 17th Avenue South and
85 1032 7% 14,743 26,905,975 3.16
Broadway
5. Broadway / West End Avenue
35 3490 7% 49,857 90,989,025 0.38
and 16th Avenue South
*Peak hour entering volume is the greatest peak hour entering volume (AM or PM) on the day of traffic count collection
**Total entering volume is the estimated number of vehicles entering the intersection during the time the crash data was collected
(01/01/2018-12/31/2022)

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In total, there were four recorded crashes involving pedestrians, with one resulting in a suspected serious injury. A
summary of pedestrian crashes is provided in Table 4.4.
Table 4.4 Pedestrian Crash Summary

Driver Vehicle
Date Type Location Severity Conditions
Actions Direction

Suspected Failure to
12/16/2018 17th Avenue South Clear;
Pedestrian Minor Yield Right North
(Tuesday) and Broadway Daylight
Injury of Way

Division Street and

Suspected
03/02/2019 17th Avenue South Cloudy;
Pedestrian Minor Unknown East
(Saturday) / Music Square Daylight
Injury
West (Intersection)
Broadway / West
Suspected No
07/06/2022 End Avenue and Clear;
Other Non-Motorist minor contributing East
(Wednesday) 16th Avenue South Daylight
injury actions
(Along Roadway)
Broadway / West
Suspected No Clear;
08/27/2022 End Avenue and
Pedestrian serious contributing West Dark-
(Saturday) 16th Avenue South
injury actions Lighted
(Intersection)
Broadway / West
Suspected No
10/27/2022 End Avenue and Clear;
Pedestrian minor contributing East
(Thursday) 16th Avenue South Daylight
injury actions
(Intersection)

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Figure 4.4 shows the location of pedestrian crashes occurring in the study area.
Figure 4.4 Pedestrian Crash Location

3 pedestrian crashes N

1 pedestrian crash

1 pedestrian crash

Development

PedestrianCrash
Location

35
While there were no fatal crashes in the study area, Table 4.5 provides a summary of four crashes that resulted in
a suspected serious injury.
Table 4.5 Suspected Serious Injury Crash Summary

Vehicle
Date Location Type Driver Actions Conditions
Direction(s)
17th Avenue South
11/20/2021 Angle No contributing
and Broadway East/South Clear; Dark-Lighted
(Saturday (Vehicle/Vehicle) actions/Unknown
(intersection)
Broadway / West No contributing
12/19/2021 End Avenue and Angle actions/no
North/West Clear; Daylight
(Sunday) 16th Avenue South (Vehicle/Vehicle) contributing
(Along Roadway) actions
Broadway / West
08/27/2022 End Avenue and No contributing
Pedestrian West Clear; Dark-Lighted
(Saturday) 16th Avenue South actions
(Intersection)

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Figure 4.5 illustrates the location of the serious injury crashes that occurred in the study area.
Figure 4.5 Serious Injury Crash Locations

2 suspected serious injuries

(inc. 1 pedestrian)

1 suspected
serious injuries

Development

Serious Injury
N Crash Location

The safety analysis highlighted the need for safety-focused improvements in the study area. Specifically, Metro
should consider ways to enhance the intersection of 17th Avenue South and Broadway, and the intersection of
West End / Broadway and 16th Avenue South, where a greater share of crashes with pedestrians and crashes
that resulted in a suspected serious injury occurred.

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5 Conclusion
The analysis presented in this MMTA provided the following findings:

 Traffic performance is performing well in the study area and is not expected to excessively deteriorate with the
proposed development.

 Transit facilities in the study are in good condition. Pedestrians have safe and comfortable access to both transit
stops from the proposed development.

 There are multiple instances of inadequate pedestrian and bicycle infrastructure in the study area. While there
are no planned bicycle facilities, pedestrian connectivity should be improved through the enhancement of
existing facilities and installation of infrastructure.

 Crashes were concentrated at the intersection of 17th Avenue South and Broadway and Broadway / West End
and 16th Avenue South.
The mitigation measures provided in this section are focused on addressing the findings of this MMTA.

5.1 Demographics
It is important to consider community demographics when determining mitigation measures, since demographics
often dictate the effectiveness of new transportation facilities or designs. Metrics were reviewed using the US
Environmental Protection Agency’s (EPA) Environmental Justice Screening and Mapping Tool (EJScreen).
Specifically, an area including the proposed development was reviewed, shown in Figure 5.1.
Figure 5.1 Tract for Demographics Review

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According to the EJScreen Community Report, the tract has a population of 2,475 within the 0.39 square mile area.
Table 5.1 summarizes additional metrics that should be considered when implementing improvements to the
transportation network.
Table 5.1 Demographic Metrics

Metric Percentage
Persons from 1 to 18 years old 0%
Persons 65 years and older 0%
Low Income 35%
Metric Tennessee State Percentile
Traffic proximity and volume 77th
Metric Value
Per Capita Income $62,556

Metrics illustrated by the EPA screening tool show that proximity to traffic may lead to an unpleasant experience
due to pollutants, noise, and increased conflict risk. Additionally, low-income earners may have limited access to
single occupancy vehicles, underscoring the importance of a robust transit system in the area.

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5.2 Mitigation Measures
Table 5.1 summarizes the recommended mitigation measures based on the traffic, multimodal, and safety analysis
conducted as part of this MMTA.
Table 5.2 Recommended Mitigation Measures

# Description Location Benefit Cost Commitment

HAWK installation and Improved PLTS,
Intersection 2 (17th Avenue
1 additional pedestrian pedestrian connectivity, TBD TBD
South and McGavock Street)
infrastructure and transit access
HAWK installation and
Intersection 3 (16th Avenue Improved PLTS and
2 additional pedestrian TBD TBD
South and McGavock Street) pedestrian connectivity
infrastructure
Segment 1 (17th Avenue South
Consolidate accesses along
3 between Division Street and Improved PLTS TBD TBD
frontage
McGavock Street)
Reduce pedestrian crossing Intersection 5 (Broadway / West
Reduce pedestrian
4 distance at EB approach of End Avenue and 16th Avenue TBD TBD
th
crossing distance
Broadway at 16 Ave S South)
Dedicate ROW along
Segment 2 (McGavock Street
McGavock St to Improve pedestrian
5 between 17th Avenue South TBD TBD
accommodate pedestrian facilities
and 16th Avenue South)
enhancements
Implement Leading Intersection 4 (17th Avenue Improve pedestrian
6 TBD TBD
Pedestrian Intervals (LPIs) South and Broadway) safety
Intersection 5 (Broadway / West
Implement Leading Improve pedestrian
7 End Avenue and 16th Avenue TBD TBD
Pedestrian Intervals (LPIs) safety
South)
Coordinate with NDOT on
Intersection 4 (17th Avenue
8 intersection modifications Improve safety TBD TBD
South and Broadway)
(geometry/timing)
Note: Cost estimates and commitment estimation should be provided in a finalized MMTA.
Figures 5.1 and 5.2 depict the recommended improvements at the intersection of 17th Avenue South and McGavock
Street and 16th Avenue South and McGavock Street. To improve pedestrian safety, it is recommended that
Rectangular Rapid Flashing Beacons (RRFBs) are installed at both intersections, in addition to new crosswalks and
curb ramps with warning mats. Curb extensions should be installed as depicted in the figures to slow vehicular
speeds when turning. It is recommended that the curb extensions be implemented with new paint and vertical
delineators.

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Figure 5.2 Recommended Improvements at Intersection 2

Crosswalks

Curb ramp/
warning mat

Curb ramp/
warning mat

Curb extension

41
Figure 5.3 Recommended Improvements at Intersection 3

42
Figure 5.3 depicts the recommended relocation of the crosswalk across the EB approach of Broadway at the
intersection of West End / Broadway and 16th Avenue South. This relocation would reduce the crossing distance
from approximately 103’ to 42’ (61’ total reduction in crossing distance).
Figure 5.4 Crosswalk Relocation at Intersection 5

Recommended mitigation measures are designed to address deficiencies identified through the analysis conducted
in this MMTA. If implemented, the listed improvements should preserve a safe and comfortable transportation
network for the users of the proposed development in alignment with Metro plans.

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Appendix A: Level of Traffic Stress Ratings
Segment Level of Traffic Stress
Segment 1 LTS Analysis

Segment Analysis Weakest Link Characteristics Rating

Mixed traffic; 25 mph speed limit;

1. 17th Avenue South Bicycle N/A BLTS 4
3 vehicular travel lanes
between Division Street
and McGavock Street 8’ sidewalk; 25 mph speed limit;
Pedestrian N/A PLTS 2*
excessive curb cuts
*Excessively long curb cuts (adjusted PLTS 1 to PLTS 2)
17th Avenue South between Division Street and McGavock Street

Segment 2 LTS Analysis

Segment Analysis Weakest Link Characteristics Rating

2. McGavock Street Mixed traffic; 25 mph speed limit;

between 17th Avenue Bicycle N/A 2 vehicular travel lanes; mixed BLTS 3
South and 16th Avenue surrounding land use
South Pedestrian N/A 8’ sidewalk; 25 mph speed limit PLTS 1

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McGavock Street between 17th Avenue South and 16th Avenue South

Segment 3 LTS Analysis

Segment Analysis Weakest Link Characteristics Rating

3. 17th Avenue South Mixed traffic; 25 mph speed limit;

Bicycle N/A BLTS 4
between McGavock 3 vehicular travel lanes
Street and Broadway Pedestrian N/A 8’ sidewalk; 25 mph speed limit PLTS 1

17th Avenue South between McGavock Street and Broadway

Segment 4 LTS Analysis

Segment Analysis Weakest Link Characteristics Rating

4. Broadway between 17th Mixed traffic; 25 mph speed limit;

Bicycle N/A BLTS 4
Avenue South and 16th 4 vehicular travel lanes
Avenue South Pedestrian N/A 8’ sidewalk; 25 mph speed limit PLTS 1

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Broadway between 17th Avenue South and 16th Avenue South

Segment 5 LTS Analysis

Segment Analysis Weakest Link Characteristics Rating

5. 16th Avenue South Mixed traffic; 25 mph speed limit;

Bicycle N/A BLTS 4
between Broadway and 3 vehicular travel lanes
McGavock Street Pedestrian N/A 8’ sidewalk; 25 mph speed limit PLTS 1

16th Avenue South between Broadway and McGavock Street

Intersection Level of Traffic Stress

Intersection 1 LTS Analysis

Intersection Analysis Weakest Link Characteristics Rating

Bicycle N/A Approach segment rated BLTS 4 BLTS 4

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 Signalized intersection; no
th
1. Division Street and 17 permissive turns; adequate
Avenue South / Music Pedestrian N/A pedestrian crossing PLTS 1
Square West infrastructure; enhanced
crosswalks

Division Street approach is rated PLTS 1.

Intersection of Division Street and 17th Avenue South/Music Square West

Intersection 2 LTS Analysis

Intersection Analysis Weakest Link Characteristics Rating

Bicycle N/A Approach segment rated BLTS 4 BLTS 4

2. 17th Avenue South and Unsignalized intersection; 25

McGavock Street SB approach mph posted speed limit; stop
Pedestrian PLTS 4*
crossing controlled crossing; 2 vehicular
lane crossing width

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Intersection of 17th Avenue South and McGavock Street

Intersection 3 LTS Analysis

Intersection Analysis Weakest Link Characteristics Rating

Bicycle N/A Approach segment rated BLTS 4 BLTS 4

3. 16th Avenue South and Unsignalized intersection; 25

McGavock Street NB approach mph posted speed limit; crossing
Pedestrian PLTS 4
crossing not stop controlled; unknown
AADT; 3-lane crossing width
Intersection of 16th Avenue South and McGavock Street

PLTS 4 rating was assigned due to unknown AADT of 16th Avenue South. Also notable is lack of adequate crossing
infrastructure across 16th Avenue South.
Intersection 4 LTS Analysis

Intersection Analysis Weakest Link Characteristics Rating

Bicycle N/A Approach segment rated BLTS 4 BLTS 4

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 Signalized intersection; 4-lane
4. 17th Avenue South and
Pedestrian N/A crossing width; permissive left PLTS 2
Broadway
and right turns

Intersection of 17th Avenue South and Broadway

Intersection 5 LTS Analysis

Intersection Analysis Weakest Link Characteristics Rating

5. Broadway / West End Bicycle N/A Approach segment rated BLTS 4 BLTS 4
Avenue and 16th Avenue WB approach Signalized intersection; 7-lane
South Pedestrian PLTS 3
crossing crossing width

Intersection of Broadway/West End Avenue and 16th Avenue South

49