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HomeMy WebLinkAbout19.00 REC Traffic Operations_Access Assessment_December 2013TRAFFIC OPERATIONS/ACCESS ASSESSMENT Cattle Creek Metropolitan District Submitted by: HDR 2060 Briargate Parkway, Suite 120 Colorado Springs, CO 80920 (719) 272-8800 December 2013 Traffic Operations/Access Assessment Cattle Creek Metropolitan District Revised Traffic Report Submitted by: HDR 2060 Briargate Parkway, Suite 120 Colorado Springs, CO 80920 (719) 272-8800 Revised December 2013 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 Table of Contents Page No. EXECUTIVE SUMMARY ES -1 1. INTRODUCTION 1-1 1.1. Project Description 1-1 1.2. Study Objectives 1-8 1.3. Study Conditions 1-8 1.3.1. Existing Conditions 1-8 1.3.2. 2020 Background Conditions 1-8 1.3.3. 2035 Background Conditions 1-9 1.3.4. 2020 Background Plus Project Conditions 1-9 1.3.5. 2035 Background Plus Project Conditions 1-9 1.4. Intersection Analysis Methodology 1-9 1.4.1. Signalized Intersections 1-9 1.4.2. Unsignalized Intersections 1-10 1.4.3. Significance Criteria 1-11 2. EXISTING CONDITIONS 2-1 2.1. Roadway System 2-1 2.2. Transit, Pedestrian and Bicycle Facilities 2-1 2.2.1. Transit Facilities 2-1 2.2.2. Pedestrian and Bicycle Facilities 2-1 3. PROJECT TRIP GENERATION 3-1 4. TRIP DISTRIBUTION AND ASSIGNMENT 4-1 5. EXISTING AND PROJECTED TRAFFIC 5-1 5.1. Existing Intersection Operations 5-1 5.2. 2020 Projected Traffic and Intersection Operations 5-1 5.3. 2035 Projected Traffic and Intersection Operations 5-1 5.4. 2020 Background Plus Project Traffic 5-5 5.5. 2035 Background Plus Project Traffic 5-5 6. ACCESS CODE HIGHWAY IMPROVEMENTS 6-1 7. CAPACITY AND LOS ANALYSIS 7-1 7.1. Existing Capacity and LOS 7-1 7.2. 2020 Background Capacity and LOS 7-1 7.3. 2020 Background Plus Project Traffic Capacity and LOS 7-3 7.4. 2035 Background Capacity and LOS 7-4 7.5. 2035 Background Plus Project Traffic Capacity and LOS 7-5 7.6. Evaluation of STOP Control of the Continuous Green -T Configured Intersections 7-6 7.7. REC Continuous Green -T Intersection Capacity Analysis 7-6 8. SIGNAL WARRANT AND PROGRESSION ANALYSIS 8-1 8.1. Signal Warrant Analysis 8-1 8.1.1. Marand Road Intersection 8-1 8.1.2. New Access Intersection 8-1 8.1.3. Cattle Creek Road Intersection 8-2 8.2. Progression Analysis 8-2 Cattle Creek Metropolitan District, Garfield County, Colorado TOC -i Cattle Creek Metropolitan District Access and Traffic Assessment ACRONYMS Acronyms -i REFERENCES References -i Appendices Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Existing Traffic Counts Synchro Reports — Existing Conditions Synchro Reports — Future Conditions Signal Warrant Analysis Progression Analysis Continuous Green -T Intersection Capacity Analysis List of Figures Figure ES -1 Figure 1-1. Figure 1-2. Figure 1-3. Figure 1-4. Figure 4-1. Figure 4-2. Figure 5-1. Figure 5-2. Figure 5-3. Figure 5-4. Figure 5-5. Page No. Proposed East Side Improvements at Cattle Creek Road Intersection 2 Project Vicinity 1 Project Site Location 2 Proposed East Side Improvements at Cattle Creek Road Intersection 4 Conceptual Layouts and Signal Phasing for CGT and Traditional T Intersections 1-7 External Trip Distribution 4-2 Assigned Project Trips 2020 and 2035 4-3 Adjusted Existing Counts 5-2 2020 Background Volumes 5-3 2035 Background Volumes 5-4 2020 Total Traffic 5-6 2035 Total Traffic 5-7 Cattle Creek Metropolitan District, Garfield County, Colorado TOC -ii List of Tables Page No. Table ES -1. Summary of Traffic Forecasts Growth Factors ES -4 Table ES -2. Access Design Hour Volumes1 ES -8 Table ES -3. Acceleration and Deceleration Lengths for Cattle Creek Road Access ES -8 Table ES -4. Acceleration and Deceleration Lengths for River Edge Colorado Access ES -8 Table 1-1. LOS Criteria for Signalized Intersections 1-10 Table 1-2. LOS Criteria for Two -Way Stop Controlled Intersections 1-10 Table 3-1. Project Trip Rates and Trip Generation Summary 3-2 Table 3-2. GCCI Property Commercial Development Scenario with Four -Fold Trip Generation 3-2 Table 6-1. Access Design Hour Volumes1 6-2 Table 6-2. Acceleration and Deceleration Lengths for Cattle Creek Road Access 6-2 Table 6-3. Acceleration and Deceleration Lengths for River Edge Colorado Access 6-2 Table 7-1. Level of Service Analysis for Existing Conditions 7-1 Table 7-2. Level of Service Analysis for 2020 Background Traffic 7-2 Table 7-3. Mitigated LOS for 2020 Background Traffic 7-2 Table 7-4. Level of Service Analysis for 2020 Background Traffic plus Project Traffic 7-3 Table 7-5. Mitigated LOS for 2020 Background Traffic plus Project Traffic 7-3 Table 7-6. Level of Service Analysis for 2035 Background Traffic 7-4 Table 7-7. Mitigated LOS for 2035 Background Traffic 7-4 Table 7-8. Level of Service Analysis for 2035 Background Traffic plus Project Traffic 7-5 Table 7-9. Mitigated LOS for 2035 Background Traffic plus Project Traffic 7-5 Table 7-10. Stop Controlled Intersection Capacity Analysis 7-6 Table 8-1. Signal Warrant Analysis Summary 8-1 Table 8-2. Signal Progression Efficiency 8-2 Cattle Creek Metropolitan District, Garfield County, Colorado TOC -iii rraffc Operations/Access Assessment :attfe Creek Metropolitan District Oecember2013 EXECUTIVE SUMMARY The Cattle Creek Metropolitan District (CCMD) encompasses the undeveloped properties owned by Carbondale Investments, LLC (CI) and undeveloped inclusion properties owned by Garfield County Commercial Investments, LLC (GCCI). The two ownerships within the CCMD constitute the Overall Site. The CI property has been approved for residential single family development and is commonly known as River Edge Colorado (REC). The approved REC development plan (Project) is primarily residential, including 366 single family homes, a neighborhood center and a water treatment facility, regional sewage lift facility and community maintenance facility. The GCCI properties are not currently slated for development but the bulk of the property is zoned for residential single family use. The exception to this is for the old Sopris' Restaurant site which is zoned commercial. GCCI envisions future commercial and residential uses of its lands, but has no specific development plan at the present time. The CI and GCCI properties are located in Garfield County west of State Highway 82, approximately six miles south of Glenwood Springs, Colorado. The REC site includes approximately 160 acres (Project Site), while the GCCI site includes approximately 70 acres of developable land. Existing access to the Overall Site is from SH 82 at four locations. The southernmost access, the intersection of SH 82 and Cattle Creek Road, provides access to the Overall Site to the west, and serves residential and commercial development east of SH 82. Approximately 0.7 highway miles north of the Cattle Creek Road intersection, three additional SH 82 accesses serve the former Sopris' Restaurant site, west of SH 82. Marand Road, to the east, is coincident with the central site access at this location, and provides access to commercial properties east of SH 82. The Garfield County Board of County Commissioners has approved the Developer's River Edge Colorado (REC) Planned Unit Development Plan, and associated Planned Unit Development Guide and Preliminary Plan (by Resolution, dated 19 December 2011). The Traffic Report included as part of the Developer's REC PUD application package (Fehr & Peers, 2010) identified a need to reconfigure the local roadway network east of SH 82 (East Intersection Improvements) to increase spacing between the SH 82/Cattle Creek Road and the Cattle Creek Road (CR 113)/Spring Valley Road (CR 110) intersections, as well as the spacing between the CRI13/CR110 and CR110/Frontage Road (north) intersections, and between the CRI 13/CR110 and CR113/Frontage Road (south) intersections. The need to improve the SH 82/Cattle Creek Road intersection, and to reconfigure the local roadway network east of SH 82, was also identified as a priority for Garfield County through their own planning process. In order to advance East Intersection improvements in parallel with permitting and construction for new access improvements for the Developer's property (West Intersection Improvements), Garfield County and the Developer signed an MOU regarding improvements to the SH82/Cattle Creek Intersection (the East Intersection). Pursuant to the MOU, the County and the Developer agreed to work cooperatively and in good faith and to diligently accomplish the planning, design, permitting, funding, and construction of improvements to the East Intersection and the primary access to the Developer's property (the West Intersection), including improvements to local roadways on the east side of SH 82 (at Cattle Creek Road) and to the SH 82 mainline associated with both the East Intersection and the West Intersection. The MOU stipulates that the County shall take a lead role for the East Side Intersection Improvements and that the Developer shall reimburse the County for all East Side Improvement construction costs including staffing, engineering, construction, drainage, permitting, traffic control, and other miscellaneous costs incurred by the County. The MOU also stipulates that "through coordinated planning and design discussions," the Developer and County Public Works and Facilities have identified and agreed upon the preliminary design concept for the East Side Improvements (shown in Figure ES -1) as the basis for advancing final design of the East Side Improvements. Cattle Creek Metropolitan District, Garfield County, Colorado ES -1 Cattle Creek Metropolitan District Access and Traffic Assessment ÷1 East Side Improvements Basis of Design mana ev 3140 Partners, LLC 48f17f2012 A Figure ES -1. Proposed East Side Improvements at Cattle Creek Road Intersection Cattle Creek Metropolitan District, Garfield County, Colorado ES -2 Cattle Creek Metropolitan District Access and Traffic Assessment The MOU assumed that access to the approved REC development would be coincident with the East Intersection at Cattle Creek Road. Through continuing "coordinated planning and design discussions" the Developer and County Public Works and Facilities subsequently identified and agreed upon a revised preliminary design concept for access to the Developer's property whereby split Continuous Green T -Intersections, located approximately 0.5 miles apart, will provide separate West Intersection and East Intersection access. This agreed upon access configuration was presented in the revised Traffic Operations/Access Assessment for the Cattle Creek Metropolitan District (Traffic Report, June 2013) and was used as the basis of future build conditions analysis. This concept, the consensus preferred alternative by the Developer, the County and CDOT, also includes closure of the existing west side access at Cattle Creek Road, closure of three existing accesses that serve the former Sopris' Restaurant parcel, and improvement of the existing livestock underpass at Cattle Creek Road to provide a pedestrian/bicycle crossing. As design development for the West Intersection and East Intersection advanced, it became clear that the locations of Cattle Creek Road and the remaining three existing SH 82 accesses do not provide optimal access to the eastside development Overall Site. The three Sopris' Restaurant site accesses are located approximately 0.4 highway miles south of the existing signalized intersection at Spring Valley Road, and approximately 0.lhighway miles south of an existing, west -side right-in/right-out access. The Sopris' Restaurant site accesses are located at the far north of the Overall Site, north of the Project site. Although the Cattle Creek Road access is more centrally located along the Project Site's SH 82 frontage, this access is located at a point where the Roaring Forks Transit Authority (RFTA) rail corridor/multi-purpose trail and SH 82 are separated by 150 feet. It was recognized that the close spacing between the rail corridor and the roadway at this location would complicate, and may preclude, future grade separation of the access roadway and the RFTA rail corridor at this location. Under certain future potential rail conditions, if rail were to be reintroduced to the corridor, an at -grade crossing at this location, with only 150 feet for storage for queued vehicles, would generate backup queuing on SH 82 during crossing closures. In consideration of the identified constraints associated with each of the four existing Overall Site access locations, additional alternatives were evaluated. Through continuing "coordinated planning and design discussions" the Developer and County Public Works and Facilities identified and agreed upon a revised preliminary design concept for access to the Developer's property whereby split Continuous Green T -Intersections, located approximately 0.5 miles apart, will provide separate West Intersection and East Intersection access. This concept, ultimately the consensus preferred alternative by the Developer, the County and CDOT, also includes closure of the existing west side access at Cattle Creek Road, closure of three existing accesses that serve the former Sopris' Restaurant parcel, and improvement of the existing livestock underpass at Cattle Creek Road to provide a pedestrian/bicycle crossing. The four existing development accesses to SH 82 will be consolidated (closed) and replaced by a single T -Intersection access located approximately 0.4 highway miles north of the Cattle Creek Road/SH 82 intersection (New Access). The consolidation of the west leg of the Cattle Creek Road/SH 82 will create a second, off -set (cross street leg to the east versus to the west) T -intersection at that location. It is proposed that both of the new T -intersections be configured as Continuous Green T -Intersections, with each intersection to be signalized at the time that signal warrants are met. It is further proposed that future connections be made to adjacent undeveloped properties to the north and south of the overall project site and to the existing development to the north and west of SH 82. These connections will provide an alternative local north -south travel route to SH 82, and will facilitate connection of the broader travel shed to alternative SH 82 accesses (Spring Valley Road and the new REC access. Finally, a full reconstruction of SH 82 through the project segment is proposed versus spot widening and overlay. This approach was taken due to the elevation differentials between the northbound and southbound SH 82 travel lanes. The entire corridor was modeled to ensure compliance with current design standards including those for vertical and horizontal curves to provide safe operations and adequate sight distance at a 65 mph design speed. Cattle Creek Metropolitan District, Garfield County, Colorado ES -3 Cattle Creek Metropolitan District Access and Traffic Assessment Continuous Green T (CGT) Intersections are configured to isolate one of the two mainline approaches to continuously bypass the signal, significantly improving intersection performance. For the offset, paired T -intersections at Cattle Creek Road and the New Access, one intersection would isolate, and allow continuous flow of the southbound lanes, and the other intersection would isolate, and allow continuous flow of the northbound lanes. This will have the effect of minimizing the impact of the signalized accesses on SH 82 traffic flow in both directions, and would have significantly less impact than the pair of signalized full -movement and three quarter movement intersections that would otherwise be required to serve the Project Site. Existing and Forecast Corridor Traffic Volumes Traffic volumes for mainline SH 82, the SH 82/REC New Access intersection, the SH 82/ Cattle Creek Road intersection and east side local roadway network intersections were estimated for existing AM and PM peak hour conditions, and for 2020 and 2035 peak hour conditions with and without REC development traffic. Peak hour intersection turning movement counts were collected in January 2012. The count data was adjusted to represent 2013 peak summer conditions using a 1.26 multiplier derived from analysis of CDOT OTIS continuous count data. Per instruction given by CDOT at the project kick-off meeting (2012) growth factors approved by CDOT for the December 2010 Traffic Study, as shown in Table ES -1, were to be used for this traffic study. The CDOT OTIS data base was used to develop independent mainline growth factors for updated 2020 and 2035 planning horizons to verify use of the previously approved growth factors for this study. Based on that analysis, as summarized by Table ES -1, factors of 1.11 and 1.31 were confirmed for use in estimating 2020 and 2035 future conditions. The table below provides a summary of growth factors computed from current OTIS AADT traffic volume statistics. The growth/adjustment factors shown below were used for both SH 82 mainline and cross -street traffic volumes estimation. Table ES -1. Summa of Traffic Forecasts Growth Factors CDOT SH82 ADT Volumes/Growth Factors - Source: OTIS Year Total ADT Volume Single Unit Trucks Combo Trucks Analysis Period Growth Factor 2013 21305 538 294 2020 23436 591 324 2013 to 2020 1.10 2035 28004 707 387 2013 to 2035 1.31 Growth Factors used for July 1, 2013 TIS - Source: 2010 TIS 2010 to 2018 2010 to 2030 1.31 Conversion of January 2013 Traffic Counts to Summer Peak Condition used for July 1, TIS - Source OTIS January ADT = .88 * AADT July (summer peak) ADT = 1.11 * AADT 1.11/.88 = 1.26 2013 0.88 2013 2013 1.26 West Intersection traffic volumes for 2020 and 2035 peak hour conditions were estimated based on approved uses, densities and phasing for the REC development. Supplemental traffic volume forecasts were also developed for the undeveloped 70 -acre parcel of the Overall Site, assuming development at the same density of the REC parcel, 1.5 times the REC density and 2 times the REC development density. Those forecasts were applied to sensitivity analysis to support assessment of development carrying capacity for the undeveloped parcel. Cattle Creek Metropolitan District, Garfield County, Colorado ES -4 Cattle Creek Metropolitan District Access and Traffic Assessment Corridor Traffic Operations Existing traffic operations and future traffic operations without the Project were assessed as a baseline against which future traffic operations could be compared. Future transportation impacts of the Project on SH 82 were assessed for the years 2020 and 2035, with and without the Project. Analysis was conducted based upon CDOT criteria and the existing roadway category. Analysis included intersection Level of Service (LOS), signal warrant analysis, and signal progression analysis. Four intersections were analyzed for AM and PM peak hours. The 2010 Traffic Study for the Project established that the PM peak hour represents the design hour, worst case for the analysis. For this reason, Saturday peak hour operations were not revaluated for the current study. The intersections that were evaluated included: • SH 82 at Spring Valley Road • SH 82 at Marand Road • SH 82 at New Access (new intersection/SH 82 access) • SH 82 at Cattle Creek Road The Spring Valley Road intersection, located to the north of the Overall Site, is the closest signalized intersection. 2013 Existing Conditions The Spring Valley Road/SH 82 intersection currently operates at a LOS B during the AM and PM peaks hours. The SH 82 intersections at Marand Road and Cattle Creek Road operate under Two -Way STOP Control (TWSC). The Marand Road cross street approach has a shared right-turn/through lane and a dedicated left -turn lane. The Cattle Creek Road cross street approaches, westbound and eastbound approaches are single, shared lanes. The cross street approaches/critical approach movements for both intersections currently operate at a LOS "f ' during the AM and PM peak hours. 2020 Background Between 2013 and 2020 traffic volumes along State Highway 82 are expected to increase by a compounded growth factor of 1.11. Analysis results for 2020 background traffic, without traffic generated by the Project, demonstrate the need to implement the following mitigation strategies to maintain efficient operations along the corridor: • Spring Valley Road at SH 82 — Spring Valley Road intersection signal timing improvements will be needed to maintain acceptable LOS operations during the AM and PM peak hours for 2020 background traffic growth without Project traffic. This improvement will support continued LOS B operations. • Marand Road at SH 82 — The cross street approach left -turn movement will operate at a LOS "f' under STOP -control for 2020 background traffic. There are no mitigation strategies available to improve the cross street left -turn movement to an acceptable LOS during the AM and PM peak hours and it is not expected that the Marand Road volumes will be high enough in 2020 to meet any individual signal warrants, with or without Project traffic. By converting the Marand Road intersection to left-in/right-in/right-out operations with rerouting of westbound left -turns to the Spring Valley intersection, a LOS "b" can be achieved for retained intersection movements/approaches for the AM and PM peak hours. Cattle Creek Metropolitan District, Garfield County, Colorado ES -5 Cattle Creek Metropolitan District Access and Traffic Assessment • Cattle Creek Road at SH 82 — The westbound right turn should be separated at this intersection. Even with dedicated turn lanes, however, this intersection will need to be signalized. Eight-hour vehicular volume (#1), four-hour vehicular volume (#2), peak hour (#3), and coordinated signal system (#6) signal warrants are expected to be met in the both the AM and PM peak hours for 2020 background traffic growth without Project traffic. Together, these improvements will support continued LOS "b" operations for 2020 background traffic growth without Project traffic. The recommended mitigation strategies are not necessitated by the Project. 2035 Background Between 2020 and 2035 traffic volumes along State Highway 82 are expected to increase by a compounded growth factor of 1.31. Analysis results for 2035 background traffic, without traffic generated by the Project, demonstrate the need to implement the following mitigation strategies to maintain efficient operations along the corridor: • Spring Valley Road at SH 82 — As for 2020 background traffic, the eastbound and westbound turn movements should be separated from the through movements. This mitigation will support AM and PM peak hour operations at a LOS C or better for 2035 background traffic without Project traffic. • Marand Road at SH 82 — The cross street approach left -turn movement will operate at a LOS "f' under STOP -control for 2035 background traffic. There are no mitigation strategies available to improve the cross street left -turn movement to an acceptable LOS during the AM and PM peak hours and it is not expected that the Marand Road volumes will be high enough in 2035 to meet any individual signal warrants, with or without Project traffic. By converting the Marand Road intersection to left-in/right-in/right-out operations with rerouting of westbound left -turns to the Spring Valley intersection, a LOS "c" or better can be achieved for retained intersection movements/approaches for the AM and PM peak hours. • Cattle Creek Road at SH 82 — This intersection will need to be signalized for 2020 and 2035 traffic with or without Project traffic. Eight-hour vehicular volume (#1), four-hour vehicular volume (#2), peak hour (#3), and coordinated signal system (#6) signal warrants are expected to be met in the both the AM and PM peak hours for 2035 background traffic growth without Project traffic. Signalization of the intersection as a Continuous Green T -Intersection will support continued LOS B operations for 2035 background traffic growth without Project traffic. The recommended improvements will support intersection operations at a LOS B for 2035 background traffic without Project traffic. The recommended mitigation strategies are not necessitated by the Project. 2020 Plus Project All Project traffic will access SH 82 at the new access in the year 2020. The following design elements will be needed with the Project in order to maintain and/or support developments of efficient operations along the corridor: • Spring Valley Road at SH 82 — Additional improvements needed at the Spring Valley Road intersection for 2020 background traffic plus build -out Project traffic include only optimization of signal timing and Cattle Creek Metropolitan District, Garfield County, Colorado ES -6 Cattle Creek Metropolitan District Access and Traffic Assessment corridor progression for the full corridor under actuated, coordinated control. This mitigation will support continued LOS B operations during the AM and PM peak hours. • Marand Road at SH 82 — The cross street approach left -turn movement would operate at a LOS "f" under STOP -control for 2020 background traffic plus build -out Project traffic, and there are no mitigation strategies available to improve the cross street left -turn movement to an acceptable LOS during the AM and PM peak hours. It is not expected that the Marand Road volumes will be high enough to meet any individual signal warrants for 2020 background traffic plus project traffic. Restriction of the Marand Road intersection to left-in/right-in/right-out operations, with rerouting of westbound left -turn traffic to the Spring Valley intersection, will support AM and PM peak hour operations at a LOS "c" or better for all retained Marand Road and SH 82 approach movements. • New Access at SH 82 — The new intersection will require free-flow right -turn lanes to and from the cross street approach, as well as left -turn bays on the eastbound (cross -street) and northbound (SH 82) approaches. The intersection will be signalized and configured as a Continuous Green T -intersection with the northbound through lanes isolated from the signal for continuous free-flow operation. The intersection will operate at a LOS A for 2020 background traffic plus build -out Project traffic. • Cattle Creek Road at SH 82 — This intersection will need to be signalized for 2020 and 2035 traffic with or without Project traffic. Eight-hour vehicular volume (#1), four-hour vehicular volume (#2), peak hour (#3), and coordinated signal system (#6) signal warrants are expected to be met in the both the AM and PM peak hours for 2035 background traffic growth without Project traffic. Signalization of the intersection as a Continuous Green T -Intersection will support continued LOS A operations for 2035 background traffic growth without project traffic. The recommended improvements will support intersection operations at an LOS A for 2020 background traffic with Project traffic. SH 82 will be reconstructed through the project segment versus spot widening and overlay. The mitigation efforts are necessitated by the Project traffic. The Project does not significantly impact Marand Road at SH 82 or Spring Valley Road at SH 82. 2035 Plus Project Similar to 2020, all Project traffic will access SH 82 at Cattle Creek Road in the year 2035. The mitigation efforts are necessitated by the Project traffic. The Project does not significantly impact Marand Road at SH 82 or Spring Valley Road at SH 82. No additional mitigation efforts are recommended. Highway Access Requirements SH 82 is currently a Category E -X roadway. According to the Access Code, direct access service to abutting land is subordinate to providing service to through traffic movements. The following requirements will be necessary to gain improved access: • The Cattle Creek Road intersection, the New Access intersection and the existing Spring Valley Road signalized intersection are spaced at appropriate half -mile intervals, the minimum spacing per the Access Code. Signal progression efficiency and enhanced operational efficiency of the Cattle Creek Road and New Access offset Continuous Green T -Intersection configuration weigh in favor of variance from required spacing per the Access Code. Cattle Creek Metropolitan District, Garfield County, Colorado ES -7 Cattle Creek Metropolitan District Access and Traffic Assessment • Auxiliary left -turn lanes are required at both Cattle Creek Road and New Access. The transition taper lengths will be included with the required storage and deceleration lengths. • Right -turn deceleration lanes with tapers are required for southbound and northbound traffic turning onto Cattle Creek Road and the New Access, respectively. • Left -turn and right -turn acceleration lanes (for traffic from the cross street approaches) are integral to the Continuous Green T -Intersection configuration that will be employed for the upgraded Cattle Creek Road and New Access intersections. In some cases the CDOT access requirements are linked to existing and anticipated access traffic volumes. Table ES -2 provides a summary of access volumes for the 2013, 2020 and 2035 analysis scenarios. The design hour volumes (DHV) for each analysis scenario for the New Access, Cattle Creek Road, the North Frontage Road and the South Frontage Road are for the summer PM Peak Hour highest volume scenario (rounded to the nearest 5 passenger car equivalent vehicles). The new Access traffic volume was evaluated for development build -out for parcels and uses that have been approved by Garfield County. The TIS also included sensitivity analysis for various development intensities for the remaining parcel. This analysis was done to establish the maximum development capacity that could be accommodated by the new Access. Required acceleration, deceleration, taper and storage lengths are listed in Table ES -3 and Table ES -4 for the Cattle Creek Road access and the REC access, respectively. Table ES -2. Access Desi : n HourVolumes1 Design Year New Access Cattle Creek Road North Frontage Road of CR 110 South Frontage Road of CR 113 1q 2013 205 10 80 2020 345 230 15 85 2035 345 285 35 100 Note: 1) Volumes specified are design hourly volume passenger car equivalent (vehicles/hour); the design hour is the PM peak hour. Table ES -3. Acceleration and Deceleration Lengths for Cattle Creek Road Access Length Taper Length (25:1) Total Length Eastbound Left Turn Deceleration Lane 800 feet 300 feet 100 feet 1200 feet Eastbound Left Turn Acceleration Lane 1380 feet 300 feet - 1680 feet Westbound Right Turn Deceleration Lane 800 feet 300 feet - 1100 feet Westbound Right Turn Acceleration Lane 1380 feet 300 feet - 1680 feet Note: 1) Lengths specified are for a 65 mph design speed. Table ES -4. Acceleration and Deceleration Len s for River Ed e Colorado A FF" Westbound Left Turn Deceleration Lane Westbound Left Turn Acceleration Lane Eastbound Right Turn Deceleration Lane Eastbound Right Turn Acceleration Lane Note: 1) Lengths specified are for a 65 mph design speed. 800 feet aper Length (25:1) 300 feet Storage 200 feet Total Length 1300 feet 1680 feet 1100 feet 1680 feet 1380 feet 300 feet 800 feet 300 feet 1380 feet 300 feet Cattle Creek Metropolitan District, Garfield County, Colorado ES -8 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 1. INTRODUCTION 1.1. Project Description The REC development is located in Garfield County. The Project along with approximately 70 acres of developable land owned by GCCI is located within the CCMD. The Overall Site is located west of State Highway (SH) 82, approximately six miles south of Glenwood Springs, Colorado. The Project Site encompasses approximately 160 acres of the Overall Site. The RFTA rail corridor runs along the east edge of the property, somewhat parallel to SH 82. Figure 1-1 shows the location of the Project Site within the Overall Site. Current access to the Overall Site exists on SH 82 at Cattle Creek Road and three existing access driveways associated with the Sopris' Restaurant. The Project Site is planned for residential development and is proposed to include 366 residential units comprised of single family homes plus a neighborhood center and a water treatment facility, regional sewage lift facility and community maintenance facility. Figure 1-2 shows the location of the Overall Site, as well as existing and proposed access to SH 82. As shown, the REC internal roadway network will be extended to the limits of the property held by CCMD with the intent of facilitating future connections to local street networks to the north and south of the property. Offsite improvements to complete these connections to adjacent developments will be built by others. Figure 1-1. Project Vicinity Cattle Creek Metropolitan District, Garfield County, Colorado 1-1 Cattle Creek Metropolitan District Access and Traffic Assessment • Spring Valley Rd Future connection 4 to adjacent development by others r 11. • dy 4:5+, Marand Rd 3 Existing Accesses Proposed Ne Access • 9to to Future connection to adjacent development by others Figure 1-2. Project Site Location Cattle Creek Metropolitan District, Garfield County, Colorado 1-2 Cattle Creek Metropolitan District Access and Traffic Assessment The Cattle Creek Metropolitan District (CCMD) encompasses the undeveloped properties owned by Carbondale Investments, LLC (CI) and undeveloped inclusion properties owned by Garfield County Commercial Investments, LLC (GCCI). The two ownerships within the CCMD constitute the Overall Site. The CI property has been approved for residential single family development and is commonly known as River Edge Colorado (REC). The approved REC development plan (Project) is primarily residential, including 366 single family homes, a neighborhood center and a water treatment facility, regional sewage lift facility and community maintenance facility. The GCCI properties are not currently slated for development but the bulk of the property is zoned for residential single family use. The exception to this is for the old Sopris' Restaurant site which is zoned commercial. GCCI envisions future commercial and residential uses of its lands, but has no specific development plan at the present time. The CI and GCCI properties are located in Garfield County west of State Highway 82, approximately six miles south of Glenwood Springs, Colorado. The REC site includes approximately 160 acres (Project Site), while the GCCI site includes approximately 70 acres of developable land. Existing access to the Overall Site is from SH 82 at four locations. The southernmost access, the intersection of SH 82 and Cattle Creek Road, provides access to the Overall Site to the west, and serves residential and commercial development east of SH 82. Approximately 0.7 highway miles north of the Cattle Creek Road intersection, three additional SH 82 accesses serve the former Sopris' Restaurant site, west of SH 82. Marand Road, to the east, is coincident with the central site access at this location, and provides access to commercial properties east of SH 82. The Garfield County Board of County Commissioners has approved the Developer's River Edge Colorado (REC) Planned Unit Development Plan, and associated Planned Unit Development Guide and Preliminary Plan (by Resolution, dated 19 December 2011). The Traffic Report included as part of the Developer's REC PUD application package (Fehr & Peers, 2010) identified a need to reconfigure the local roadway network east of SH 82 (East Intersection Improvements) to increase spacing between the SH 82/Cattle Creek Road and the Cattle Creek Road (CR 113)/Spring Valley Road (CR 110) intersections, as well as the spacing between the CR113/CR110 and CR110/Frontage Road (north) intersections, and between the CRI13/CR110 and CR113/Frontage Road (south) intersections. The need to improve the SH 82/Cattle Creek Road intersection, and to reconfigure the local roadway network east of SH 82, was also identified as a priority for Garfield County through their own planning process. In order to advance East Intersection improvements in parallel with permitting and construction for new access improvements for the Developer's property (West Intersection Improvements), Garfield County and the Developer signed an MOU regarding improvements to the SH82/Cattle Creek Intersection (the East Intersection). Pursuant to the MOU, the County and the Developer agreed to work cooperatively and in good faith and to diligently accomplish the planning, design, permitting, funding, and construction of improvements to the SH 82/Cattle Creek Road intersection (the East Intersection) and the primary access to the Developer's property (the West Intersection), including improvements to local roadways on the east side of SH 82 (at Cattle Creek Road) and to the SH 82 mainline associated with both the East Intersection and the West Intersection. The MOU stipulates that the County shall take a lead role for the East Side Intersection Improvements and that the Developer shall reimburse the County for all East Side Improvement construction costs including staffing, engineering, construction, drainage, permitting, traffic control, and other miscellaneous costs incurred by the County. The MOU also stipulates that "through coordinated planning and design discussions," the Developer and County Public Works and Facilities have identified and agreed upon the preliminary design concept for the East Side Improvements (shown in Figure 1-3) as the basis for advancing final design of the East Side Improvements. Cattle Creek Metropolitan District, Garfield County, Colorado 1-3 Cattle Creek Metropolitan District Access and Traffic Assessment ÷1 East Side Improvements Basis of Design 8140 Partners, LLC 48f17f2012 A Figure 1-3. Proposed East Side Improvements at Cattle Creek Road Intersection Cattle Creek Metropolitan District, Garfield County, Colorado 1-4 Cattle Creek Metropolitan District Access and Traffic Assessment The MOU assumed that access to the approved REC development would be coincident with the East Intersection at Cattle Creek Road. Through continuing "coordinated planning and design discussions" the Developer and County Public Works and Facilities subsequently identified and agreed upon a revised preliminary design concept for access to the Developer's property whereby split Continuous Green T -Intersections, located approximately 0.5 mile apart, will provide separate West Intersection and East Intersection access. This agreed upon access configuration was presented in the revised Traffic Operations/Access Assessment for the Cattle Creek Metropolitan District (Traffic Report, June 2013) and was used as the basis of future build conditions analysis. This concept, the consensus preferred alternative by the Developer, the County and CDOT, also includes closure of the existing west side access at Cattle Creek Road, closure of three existing accesses that serve the former Sopris' Restaurant parcel, and improvement of the existing livestock underpass at Cattle Creek Road to provide a pedestrian/bicycle crossing. As design development for the West Intersection and East Intersection advanced, it became clear that the locations of Cattle Creek Road and the remaining three existing SH 82 accesses do not provide optimal access to the eastside development Overall Site. The three Sopris' Restaurant site accesses are located approximately 0.4 highway miles south of the existing signalized intersection at Spring Valley Road, and approximately 0.lhighway miles south of an existing, west -side right-in/right-out access. The Sopris' Restaurant site accesses are located at the far north of the Overall Site, north of the Project site. Although the Cattle Creek Road access is more centrally located along the Project Site's SH 82 frontage, this access is located at a point where the Roaring Forks Transit Authority (RFTA) rail corridor/multi-purpose trail and SH 82 are separated by 150 feet. It was recognized that the close spacing between the rail corridor and the roadway at this location would complicate, and may preclude, future grade separation of the access roadway and the RFTA rail corridor at this location. Under certain future potential rail conditions, if rail were to be reintroduced to the corridor, an at -grade crossing at this location, with only 150 feet for storage for queued vehicles, would generate backup queuing on SH 82 during crossing closures. In consideration of the identified constraints associated with each of the four existing Overall Site access locations, additional alternatives were evaluated. Through continuing "coordinated planning and design discussions" the Developer and County Public Works and Facilities identified and agreed upon a revised preliminary design concept for access to the Developer's property whereby split Continuous Green T -Intersections, located approximately 0.5 miles apart, will provide separate West Intersection and East Intersection access. This concept, ultimately the consensus preferred alternative by the Developer, the County and CDOT, also includes closure of the existing west side access at Cattle Creek Road, closure of three existing accesses that serve the former Sopris' Restaurant parcel, and improvement of the existing livestock underpass at Cattle Creek Road to provide a pedestrian/bicycle crossing. The four existing development accesses to SH 82 will be consolidated (closed) and replaced by a single T -Intersection access located approximately 0.4 highway miles north of the Cattle Creek Road/SH 82 intersection (New Access). The consolidation of the west leg of the Cattle Creek Road/SH 82 will create a second, off -set (cross street leg to the east versus to the west) T -intersection at that location. It is proposed that both of the new T -intersections be configured as Continuous Green T -Intersections, with each intersection to be signalized at the time that signal warrants are met. It is further proposed that future connections be made to adjacent undeveloped properties to the north and south of the overall project site and to the existing development to the north and west of SH 82. These connections will provide an alternative local north -south travel route to SH 82, and will facilitate connection of the broader travel shed to alternative SH 82 accesses (Spring Valley Road and the new REC access. Finally, a full reconstruction of SH 82 through the project segment is proposed versus spot widening and overlay. This approach was taken due to the elevation differentials between the northbound and southbound SH 82 travel lanes. The entire corridor was modeled to ensure compliance with current design standards including those for vertical and horizontal curves to provide safe operations and adequate sight distance at a 65 mph design speed. Cattle Creek Metropolitan District, Garfield County, Colorado 1-5 Cattle Creek Metropolitan District Access and Traffic Assessment Continuous Green T (CGT) Intersections are configured to isolate one of the two mainline approaches to continuously bypass the signal, as shown in Figure 1-4, significantly improving intersection performance. For the offset, paired T -intersections at Cattle Creek Road and the New Access, one intersection would isolate, and allow continuous flow of the southbound lanes, and the other intersection would isolate, and allow continuous flow of the northbound lanes. This will have the effect of minimizing the impact of the signalized accesses on SH 82 traffic flow in both directions, and would have significantly less impact than the pair of signalized full -movement and three quarter movement intersections that would otherwise be required to serve the Project Site. An assessment of the existing stock under pass/drainage culvert was completed. Based on the findings, it was determined that necessary modifications can be made to utilize the existing under pass as a pedestrian/bicycle crossing. Bicycle/pedestrian tracks observed on the bottom of the existing under pass indicate that the structure is currently being used for the purpose of crossing SH 82. Based on the amount of pedestrian/bicyclists crossing at this location the structure would be sufficient and would provide a safe crossing alternative to that of an at -grade crossing. The current structure, 6 feet wide by 7 feet tall, would need the following modifications to improve function as a bicycle/pedestrian crossing: • Extension of the structure on both ends as required by roadway widening for intersection improvements • Addition of a top slab in the existing SH 82 median • Addressing drainage thru the structure, possibly by the addition of a culvert to accommodate surface runoff and keep sedimentation and debris from accumulating in the crossing. Cattle Creek Metropolitan District, Garfield County, Colorado 1-6 Cattle Creek Metropolitan District Access and Traffic Assessment Figure 1-4. Conceptual Layouts and Signal Phasing for CGT and Traditional T Intersections Source: Litas, Stephen and Rakha, Evaluation of Continuous Green T -Intersections on Isolated Under -Saturated Four -Lane Highways, Paper presented at the National Academy of Sciences Transportation Research Board 2013 Annual Meeting, January 2013. Cattle Creek Metropolitan District, Garfield County, Colorado 1-7 di1 I 4114 ® I I M M M 1 m 1 CONTINUOUS GREEN VERSION h STANDARD VERSION I 1 h \ t t' I ! STANDARD VERSION: PHASE 1 PHASE 2 PHASE 3 4BI4'4', It t CONTINUOUS GREEN VERSION: PHASE 1 PHASE 2 PHASE 3 40l 4 t 3 3 I t 1*41t Figure 1-4. Conceptual Layouts and Signal Phasing for CGT and Traditional T Intersections Source: Litas, Stephen and Rakha, Evaluation of Continuous Green T -Intersections on Isolated Under -Saturated Four -Lane Highways, Paper presented at the National Academy of Sciences Transportation Research Board 2013 Annual Meeting, January 2013. Cattle Creek Metropolitan District, Garfield County, Colorado 1-7 Cattle Creek Metropolitan District Access and Traffic Assessment 1.2. Study Objectives This report provides an assessment of potential traffic impacts to SH 82 associated with the development of the Project. It includes an assessment of traffic operations along four intersections along SH 82, and the three adjacent East Intersection local roadways intersections (east of SH 82) associated with the development of the Project. The study intersections included are as follows: • SH 82 at Spring Valley Road • SH 82 at Marand Road • SH 82 at REC Access (new intersection) • SH 82 at CR 110 (Cattle Creek Road) • CR 110 at Frontage Road (North) • CR 110 at Frontage Road (South) • CR 110 at CR 113 (Spring Valley Road) 1.3. Study Conditions This traffic impact analysis has been compiled in order to determine what impacts the proposed development will have on the infrastructure system. Traffic operations assessment for AM peak hour and PM peak hour conditions was conducted in January 2013, to provide an evaluation of the potential impact of project effects during worst case, design hour conditions. Analysis was completed for the weekday morning and evening peak hours, based on determination by two previous studies that PM peak hour commuter traffic represents the worst-case, design hour condition. Through the analysis, it was determined that weekday commuter traffic is highly directional. Six background and site traffic scenarios were analyzed in this study: existing conditions, 2020 interim future conditions with and without project traffic, and 2035 twenty-year planning horizon conditions with and without project traffic. These three analysis scenarios were evaluated with the corresponding volumes and network configurations. These study analysis scenarios are consistent with requirements identified by the CDOTs Traffic Impact Study guidelines. 1.3.1. Existing Conditions Analysis of the existing conditions in the study area was based on turning movement volumes collected in January 2013 and the existing roadway, intersection geometry, and traffic control as observed in the field. The counts were adjusted to reflect summer conditions. Analysis included existing summer peak season, peak hour traffic operations, and an assessment of intersection delay and level of service performance. The existing conditions provide a baseline for the future analysis. 1.3.2. 2020 Background Conditions Analysis of the 2020 background traffic was conducted to evaluate the impact of background traffic to the study intersections. The analysis of this condition represents volumes associated with traffic growth in the region based upon CDOTs growth rates. Cattle Creek Metropolitan District, Garfield County, Colorado 1-8 Cattle Creek Metropolitan District Access and Traffic Assessment 1.3.3. 2035 Background Conditions Analysis of the 2035 background traffic was conducted to evaluate the impact of background traffic to the study intersections. The analysis of this condition represents volumes associated with traffic growth in the region based upon CDOTs growth rates. 1.3.4. 2020 Background Plus Project Conditions Analysis of the 2020background traffic plus Project traffic was conducted to evaluate the impact of the Project in 2020. This includes full build out of the REC development. The volumes include the existing counts with the background growth rate applied to year 2020along SH 82, combined with the site -generated trips for all land uses. Project access to SH 82 is via one intersection located approximately half way between Cattle Creek Road and Marand Road for 2020. 1.3.5. 2035 Background Plus Project Conditions Analysis of the 2035background traffic plus Project traffic was conducted to evaluate the impact of the Project in 2035. The volumes include the existing counts with the background growth rate applied to year 2035along SH 82, combined with the site -generated trips for all land uses. Project access to SH 82 is via one intersection located approximately half way between Cattle Creek Road and Marand Road for 2035. 1.4. Intersection Analysis Methodology The traffic operations analysis addressed unsignalized and signalized intersection operations using the procedures and methodologies contained in the Highway Capacity Manual 2010 (HCM2010), Transportation Research Board, 2000 for the weekday AM and PM peak hour and weekend peak hour traffic operations. Study intersection operations were evaluated using level of service calculations as analyzed in the Synchro software version 8. Level of Service Criteria To measure and describe the operational status of the local roadway network and corresponding intersections, transportation engineers and planners commonly use a grading system called level of service (LOS). LOS is a description of an intersection's operation, ranging from LOS A (indicating free flow traffic conditions with little or no delay) to LOS F (representing over -saturated conditions where traffic flows exceed design capacity, resulting in long queues and delays). 1.4.1. Signalized Intersections At signalized intersections, traffic conditions were evaluated using procedures and methodologies contained in the Highway Capacity Manual 2000 (HCM), Transportation Research Board, 2000. The operation analysis uses various intersection characteristics (such as traffic volumes, lane geometry, and signal phasing) to estimate the intersection's volume -to -capacity (v/c) ratio. For signalized intersections the HCM defines the level of service as the average delay per vehicle for the overall intersection. Table 1-1 summarizes the relationship between delay and LOS for signalized intersections. Cattle Creek Metropolitan District, Garfield County, Colorado 1-9 Cattle Creek Metropolitan District Access and Traffic Assessment Source: HCM2010, Page 19-2. 1.4.2. Unsignalized Intersections For unsignalized (all -way stop -controlled and side -street stop -controlled) intersections, the Transportation Research Board's 2000 Highway Capacity Manual methodology for unsignalized intersections was utilized. With this methodology, operations are defined by the average control delay per vehicle (measured in seconds) for each stop -controlled movement. The method incorporates delay associated with deceleration, acceleration, stopping, and moving up in the queue. For all -way stop -controlled intersections the HCM defines the level of service as the average delay per vehicle for the overall intersection. For side street stop -controlled intersections, LOS is reported for the worst approach. Table 1-2 summarizes the relationship between delay and LOS for unsignalized intersections. Insufficient gaps of suitable size to allow minor street traffic demand to cross safely through a major traffic stream. Table 1-2. LOS Criteria for Two -Way Stop Controlled Intersections Table 1-1. LOS Criteria for Signalized Intersections Service Level of Control Delay (sec/veh) Little or no delay 0-10 Progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may contribute to low delay. 10 B Good progression, short cycle lengths, or both. More vehicles stop than with LOS A. >10 and >_20 C Fair progression, longer cycle lengths, or both. The number of vehicles stopping is significant, though many still pass through without stopping. >20 and >_35 D Longer delays result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop. >35 and >_55 E High delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. >55 and >_80 r This level often occurs with over saturation when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may be major contributing factors to such delays. >80 Source: HCM2010, Page 19-2. 1.4.2. Unsignalized Intersections For unsignalized (all -way stop -controlled and side -street stop -controlled) intersections, the Transportation Research Board's 2000 Highway Capacity Manual methodology for unsignalized intersections was utilized. With this methodology, operations are defined by the average control delay per vehicle (measured in seconds) for each stop -controlled movement. The method incorporates delay associated with deceleration, acceleration, stopping, and moving up in the queue. For all -way stop -controlled intersections the HCM defines the level of service as the average delay per vehicle for the overall intersection. For side street stop -controlled intersections, LOS is reported for the worst approach. Table 1-2 summarizes the relationship between delay and LOS for unsignalized intersections. Insufficient gaps of suitable size to allow minor street traffic demand to cross safely through a major traffic stream. Table 1-2. LOS Criteria for Two -Way Stop Controlled Intersections Note: For two-way stop controlled (TWSC) intersections, level of service is determined by the control delay for each minor movement, LOS is not defined for the intersection as a whole. Source: HCM2010, Page 18.6. Cattle Creek Metropolitan District, Garfield County, Colorado 1-10 Control Delay (sec/veh) .. Level of a Little or no delay 0-10 b Short traffic delays >10-15 c Average traffic delays >15-25 d Long traffic delays >25-35 e Very long traffic delays >25-50 f When demand volume exceeds the capacity of the lane, extreme delays will be encountered with queuing that may cause severe congestion affecting other traffic movements in the intersection. This condition usually warrants improving the intersection. >50 Note: For two-way stop controlled (TWSC) intersections, level of service is determined by the control delay for each minor movement, LOS is not defined for the intersection as a whole. Source: HCM2010, Page 18.6. Cattle Creek Metropolitan District, Garfield County, Colorado 1-10 Cattle Creek Metropolitan District Access and Traffic Assessment 1.4.3. Significance Criteria 1.4.3.1. Minimum Acceptable Levels of Service Garfield County Traffic Study guidelines indicate that all county roads must maintain an overall Level of Service C while intersections should operate at an overall Level of Service D or better. Colorado Department of Transportation minimum design criteria indicate intersections operate at an overall Level of Service D or better. 1.4.3.2. Significant Impact Criteria A project typically is considered to have a significant impact at a study intersection when one of the following criteria is satisfied: For Signalized Intersections: When the added project traffic causes an intersection to exceed the Level of Service standard; or when the background traffic conditions (without project traffic) exceeds the established Level of Service standards, and the project traffic causes more than a 20 percent increase in the intersection delay. For Unsignalized Intersections: Queuing of traffic to adjacent intersections would create impeded traffic flows; or excessive delays are determined to create potential safety problems. It is typical for an unsignalized intersection to notice delay higher than 35 seconds (LOS "e") for a single approach without meeting signal warrants. Therefore LOS "e" or better for a single movement at an unsignali7ed intersection is typically tolerated. Cattle Creek Metropolitan District, Garfield County, Colorado 1-11 rraffc Operations/Access Assessment :attfe Creek Metropolitan District Oecember2013 2. EXISTING CONDITIONS An assessment of the existing transportation system surrounding the Overall Site was conducted. This provides a clear picture of the system today and sets a baseline for future analysis. 2.1. Roadway System SH 82 is a regional highway connecting Interstate 70 (1-70) to the north with Highway 24 to the south and east. The speed limit along the highway varies from 55 to 65 miles per hour. Within the vicinity of the Project, the roadway is a median divided rural highway with two lanes in each direction. Auxiliary turn lanes exist at full movement intersections as well as acceleration and deceleration lanes. SH 82 is classified as an Expressway, Category E -X by CDOT. North of the site is the intersection of Spring Valley Road. The intersection is signalized at SH 82. On the west side of the intersection is a small park—n-ride lot for the transit stop that is located at the intersection. East of the intersection are industrial and commercial uses. Marand Road is located on the north of the Overall Site and is a local, 2 -lane access roadway on the east side of the highway, providing access to industrial and commercial uses. Access exists to a former restaurant site which is currently vacant on the west side of the highway directly across from Marand Road. The access is unsignalized and full movement. Cattle Creek Road intersects CR 110 and the frontage road prior to intersecting SH 82 on the east side of Highway 82. Commercial uses exist along CR 110. West of SH 82, the land is currently undeveloped. The intersection is an unsignalized and full movement access. 2.2. Transit, Pedestrian and Bicycle Facilities 2.2.1. Transit Facilities The RFTA currently operates along SH 82 between Glenwood Springs and Aspen. Valley fare buses operate as Local "L" and Express "X" buses. Both the L and the X buses stop at the intersection of Spring Valley Road and SH 82, on the near side of the intersection. 2.2.2. Pedestrian and Bicycle Facilities The Rio Grande Trail is a multi -use trail system that travels from I-70 to the north to Aspen and runs parallel to SH 82 on the west side of the highway and traverses the Overall Site. This trail was built within the former rail corridor of the Denver and Rio Grande Western Railroad (D&RGW) Aspen Branch. In 1997, the rail corridor and track were purchased using a combination of funding from local governments, Great Outdoors Colorado, the CDOT, and Pitkin County Open Space and Trails. This purchase presented an opportunity to explore transportation alternatives to SH 82 congestion and the challenge of creating recreation connectivity in the Roaring Fork Valley. The RFTA manages and maintains the Rio Grande Trail with the Roaring Fork Valley. Popular recreational bicycle routes in the area include loops on Cattle Creek Road and Spring Valley Road east of Highway 82 to the RFTA trail. The roadways in the area have limited to no sidewalks and there is no existing pedestrian/bicycle crossing at the Cattle Creek Road intersection. Cattle Creek Metropolitan District, Garfield County, Colorado 2-1 Cattle Creek Metropolitan District Access and Traffic Assessment The proposed SH 82 access configuration with off -set Continuous Green T -intersections will allow continuous flow on northbound and southbound SH 82 through traffic at the Cattle Creek Road and REC intersections, respectively. While this benefits SH 82 traffic flow, it is not conducive to trail connectivity, nor to crossing of the SH 82 mainline at Cattle Creek Road by pedestrians and bicyclists. To address this need, an assessment of the feasibility of converting an existing livestock underpass/drainage culvert (at Cattle Creek Road) for use as a pedestrian/bicycle crossing as completed. Based on that review, it was concluded that, with several modifications, the current 6 feet wide by 7 feet tall structure can be successfully converted for use as a pedestrian/bicycle underpass. The structure will need to be extended to provide additional length on both the west and east ends as required by roadway widening for proposed intersection improvements. A top slab in the existing SH 82 median will be needed. Drainage requirements would need to be addressed possibly by the addition of a culvert to accommodate surface runoff, keeping sedimentation and debris from accumulating in the crossing. A field visit to the area revealed that there were bicycle/pedestrian tracks in the bottom of the existing underpass indicating that hikers and bicyclists currently use the underpass for the purpose of crossing SH 82. Based on the relatively low volume of pedestrians and bicyclists that cross/will cross at this location, an improved underpass will be sufficient to meet identified needs and will provide a safe crossing alternative to that of an at -grade crossing. Cattle Creek Metropolitan District, Garfield County, Colorado 2-2 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December2013 3. PROJECT TRIP GENERATION The vehicle trips associated with the Project were calculated using the IlF. Trip Generation Manual, Eighth Edition. Trip generation forecasts were developed for full build -out of the Project. The ITE method consists of choosing an appropriate independent variable for each land use for a particular time of day. The value of the independent variable is multiplied by a weighted average rate or inserted into a regression equation to calculate the trips generated by each land use. The ITE land uses included in the Project approved development plan are: Single Family Housing (210) and Recreation Center (495). Table 3-1 shows the Project trip generation. The notes following the table indicate the regression equation used to generate trips. Table 3-2 shows a possible elementary school/commercial land use mix scenario on the GCCI property that would generate 4 times the number of trips generated by the Project. Full build -out of the land uses shown would constitute a four -fold increase in density from a trip -based perspective. The generated trip totals shown in Table 3-2 were used to develop alternative traffic scenarios for the 70 -acre GCCI Property for signalized intersection capacity analysis. Cattle Creek Metropolitan District, Garfield County, Colorado 3-1 Cattle Creek Metropolitan District Access and Traffic Assessment Notes: 1) The Maintenance Facility is not expected to generate peak hour trips that will affect SH 82 and has not been included; 2) [a] Source: Trip Generation, 8th Edition, Institute of Transportation Engineers (J IE); [b] The recreation center does not fall within the square footage size range evaluated for the ITE rates, the rates will provide an overestimation of trips and thus represents a conservative trip generation estimate; [c] 11E. 210 trip generation equations used rather than linear trip generation rate: Daily: Ln('T) = 0.92 * Ln(x) + 2.71, where T = trips, x = area in ksf AM Peak Hour T = 0.70 * x + 9.74, where T = trips, x = area in ksf PM Peak Hour: Ln(T) = 0.90 *LN(x) + 0.51, where T = trips, x = area in ksf Sat Peak Hour: T = 0.89 *x + 9.56, where T = trips, x = area in ksf Table 3-2. GCCI Property Commercial Development Scenario with Four -Fold Trip Generation 'i�j K i�'• i� i• i r•' i uu• Trip Generation Rates Estimated Trip Generation k Land Use Size ITE Code Trip Generation Rates [a AM Peak Hour PM Peak Hour Daily AM Peak Hour Estimated Trip Generation ITE Code Daily Rate AM Peak Hour PM Peak Hour Saturday Peak Hour Out Daily AM Peak Hour PM Peak Hour Saturday Peak Hour Rate In Out Rate In Out Rate In Out In Out Total In Out Total In Out Total Single Family Housing [c] 366 du 210 IcIlc] Shopping Center [a] 24% 750, [c] 63% 37% [c] 53% 47% 3,430 66 200 266 213 125 338 178 158 335 Recreation Center [b] 6.0 ksf 495 22.80 1.62 61% 39% 1.45 37% 63% 1.07 54% 46% 137 6 4 10 3 6 9 3 3 6 Total Vehicle Trips 3,567 72 204 276 216 131 347 181 161 341 Notes: 1) The Maintenance Facility is not expected to generate peak hour trips that will affect SH 82 and has not been included; 2) [a] Source: Trip Generation, 8th Edition, Institute of Transportation Engineers (J IE); [b] The recreation center does not fall within the square footage size range evaluated for the ITE rates, the rates will provide an overestimation of trips and thus represents a conservative trip generation estimate; [c] 11E. 210 trip generation equations used rather than linear trip generation rate: Daily: Ln('T) = 0.92 * Ln(x) + 2.71, where T = trips, x = area in ksf AM Peak Hour T = 0.70 * x + 9.74, where T = trips, x = area in ksf PM Peak Hour: Ln(T) = 0.90 *LN(x) + 0.51, where T = trips, x = area in ksf Sat Peak Hour: T = 0.89 *x + 9.56, where T = trips, x = area in ksf Notes: [a] Source: Trip Generation, 8th Edition, Institute of Transportation Engineers (1'1F.) Cattle Creek Metropolitan District, Garfield County, Colorado 3-2 Table 3-2. GCCI Property Commercial Development Scenario with Four -Fold Trip Generation ii Land Use Size Trip Generation Rates Estimated Trip Generation ITE Code Daily Rate AM Peak Hour PM Peak Hour Daily AM Peak Hour PM Peak Hour Rate In Out Rate In Out In Out Total IL Out Total Elementary School [a] 54.0 ksf 520 14.49 4.69 54°/, 46` 3 -- -- -- 782 Shopping Center [a] 314.0 ksf 820 42.94 1.03 61' ,) 39°/, 3.75 48% 52% 13,483 187 126 323 565 612 1,177 Total Vehicle Trips 14,265 187 126 323 565 612 1,177 Notes: [a] Source: Trip Generation, 8th Edition, Institute of Transportation Engineers (1'1F.) Cattle Creek Metropolitan District, Garfield County, Colorado 3-2 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 4. TRIP DISTRIBUTION AND ASSIGNMENT Trip distribution was based upon existing traffic patterns. In general, 65% of the traffic along SH 82 travels south towards Carbondale in the AM peak, leaving 35% to travel north. In the evening the traffic shifts so that 35% travels south and 65% travels north. Figure 4-1 shows the external trip distribution. Project traffic was assigned based upon: • One access point onto SH 82 at the New Access in 2020 • One access point onto SH 82 at the New Access in 2035 Figure 4-2 shows the Project trips as assigned. Cattle Creek Metropolitan District, Garfield County, Colorado 4-1 Cattle Creek Metropolitan District Access and Traffic Assessment Proposed New Access XX% E XX% AM/PM Directional Share Fi:ure 4-1. External Trip Distribution Cattle Creek Metropolitan District, Garfield County, Colorado 4-2 Cattle Creek Metropolitan District Access and Traffic Assessment 4- Lane Utilization xxixx AM/PM Peak Hour Volumes Figure 4-2. Assigned Pro'ectTrips 2020 and 2035 Cattle Creek Metropolitan District, Garfield County, Colorado 4-3 rraffc Operations/Access Assessment rattle Creek Metropolitan District Oecember2013 5. EXISTING AND PROJECTED TRAFFIC 5.1. Existing Intersection Operations Existing traffic turning movement counts (TMCs) and 24-hour, directional vehicle classification counts were conducted in January 2013 by All Traffic Data for the AM and PM weekday peak hours. The TMC counts were collected for 13 corridor intersections. The 24-hour, directional count data was collected for 15 -minute intervals, and aggregated to hourly totals by vehicle classification and total vehicular volume. The 24-hour, hourly counts were collected at 5 locations, 2 on SH 82 and 3 at cross street locations. The TMC counts were collected to support development of 2012, 2020 and 2035 peak hour turning movement corridor traffic operations analysis. The 24-hour, hourly count data was collected to support development of hourly intersection approach volumes for2012, 2020 and 2035 to be used in signal warrant analysis. The January 2013 counts were adjusted for use in the study to reflect summer peak traffic. According to CDOT records, January traffic is 0.88 times the average annual traffic. Summer peaks are noticed in July along SH 82 and are 1.11 of the average annual traffic. The counts were factored up by 1.26 to reflect the summer peak. Figure 5-1 shows the adjusted, existing counts along SH 82 and the intersection lane configuration. Appendix A contains the unadjusted traffic count data. 5.2. 2020 Projected Traffic and Intersection Operations Background traffic projections were developed for year 2020. Background traffic is the traffic that is expected to travel along SH 82 irrespective of the development. Traffic volumes on SH 82 can be expected to increase in accordance with historical growth rates, and "background" traffic, without the development can be estimated using rates of growth derived from analysis of OTIS AADT traffic volumes statistics for this segment of SH 82 (2012 to 2020). The derived 8 -year growth factor is 1.11. These volumes provide the baseline conditions for comparative purposes with the total traffic projections including the project. Figure 5-2 shows the projected 2020 background peak hour volumes at each of the study intersections. 5.3. 2035 Projected Traffic and Intersection Operations Background traffic projections were developed for a twenty three-year planning horizon, designated as the year 2035 for purposes of this study. Background traffic is the traffic that is expected to travel along SH 82 irrespective of the development. Traffic volumes on SH 82 can be expected to increase in accordance with historical growth rates, and "background" traffic, without the development can be estimated using rates of growth derived from analysis of OTIS AADT traffic volumes statistics for this segment of SH 82 (2012 to 2035). The derived 23 -year growth factor is 1.31. These volumes provide the baseline conditions for comparative purposes with the total traffic projections including the project. Figure 5-3 shows the projected 2035 background peak hour volumes at each of the study intersections. Cattle Creek Metropolitan District, Garfield County, Colorado 5-1 Fi:ure 5-1. Ad'usted Existing Counts Cattle Creek Metropolitan District Access and Traffic Assessment Spring Valley Rd t Lane Utilization xxixx AM/PM Peak Hour Volumes Note: All counts shown have been adjusted to reflect Summer Peak counts taken in January 2013. Counts were adjusted to Summer Peak with a factor of 1.26. Cattle Creek Metropolitan District, Garfield County, Colorado 5-2 Cattle Creek Metropolitan District Access and Traffic Assessment r____,...... Spring Valley Rd Marand Rd Lane Utilization xxixx AM/PM Peak Hour Volumes Note: All counts shown have been adjusted to reflect Summer Peak counts taken in January 2013. Counts were adjusted to Summer Peak with a factor of 1.26. b Figure 5-2. 2020 Background Volumes Cattle Creek Metropolitan District, Garfield County, Colorado 5-3 r____,...... Spring Valley Rd Marand Rd � I CD (13 Sy ,,,,,„e Aga NCa 11) is ylaao�'►© irN 40. 015 10115 0 0 u9 uCd v � na r rt— 55i85 co O 11 1, 65155 a °h S ,S,:S Tc3a LO r s ., cc 0 00 .c Z1, cc 0 Lane Utilization xxixx AM/PM Peak Hour Volumes Note: All counts shown have been adjusted to reflect Summer Peak counts taken in January 2013. Counts were adjusted to Summer Peak with a factor of 1.26. b Cattle Creek Metropolitan District Access and Traffic Assessment Figure 5-3. 2035 Background Volumes Cattle Creek Metropolitan District, Garfield County, Colorado 5-4 Cattle Creek Metropolitan District Access and Traffic Assessment 5.4. 2020 Background Plus Project Traffic The total traffic will be a combination of background traffic and Project traffic generated from the new development. Figure 5-4 shows the total traffic along SH 82 for 2020 conditions plus Project. 5.5. 2035 Background Plus Project Traffic The total traffic will be a combination of background traffic and Project traffic generated from the new development. Figure 5-5 shows the total traffic along SH 82 for 2035 conditions plus Project. Cattle Creek Metropolitan District, Garfield County, Colorado 5-5 Cattle Creek Metropolitan District Access and Traffic Assessment r"--------.......7 Spring Valley Rd Marand Rd Proposed New Access 71/84 —r 131/45 4— Lane Utilization xx/xx AM/PM Peak Hour Volumes Note: Al counts shown have been adjusted to reflect Summer Peak counts taken in January 2013. Counts were adjusted to Summer Peak with a factor of 1,26 gib Figure 5-4. 2020 Total Traffic Cattle Creek Metropolitan District, Garfield County, Colorado 5-6 Cattle Creek Metropolitan District Access and Traffic Assessment Marand Rd Proposed New Access 71/84 —r 131/45 4— Lane Utilization xxlxx AM/PM Peak Hour Volumes Note: Al counts shown have been adjusted to reflect Summer Peak counts taken in January 2013. Counts were adjusted to Summer Peak with a factor of 1,26 gib Figure 5-5. 2035 Total Traffic Cattle Creek Metropolitan District, Garfield County, Colorado 5-7 rraffc Operations/Access Assessment rattle Creek Metropolitan District Oecember2013 6. ACCESS CODE HIGHWAY IMPROVEMENTS According to the State Highway Access Code direct access from a subdivision to the highway shall be permitted only if the proposed access meets the purposes and requirements of the Code. Local traffic from a subdivision abutting a state highway shall be served by an internal street system of adequate capacity, intersecting and connecting with state highways in a manner that is safe as well as consistent with the assigned access category (Code Section Three) and design requirements (Code Section Four). SH 82 is designated as an Expressway (Category E -X). This category is appropriate for use on highways that have the capacity for high speed and relatively high traffic volumes in an efficient and safe manner. They provide for interstate, interregional, intraregional and intercity travel needs and to a lesser degree, some intra -city travel needs. Direct access service to abutting land is subordinate to providing service to through traffic movements. Typical spacing of intersecting streets, roads and highways shall be planned on intervals of one mile and normally based upon section lines where appropriate. One-half mile spacing of public ways may be permitted to the highway only when no reasonable alternative access to the general street system exists. No access to private property may be permitted unless reasonable access cannot be obtained from the general street system. When private access is permitted, left turns may be allowed if in the opinion of the department such left turns can be reasonably accomplished and it is not a divided highway. When direct private access is permitted, appropriate terms and conditions shall be included in the permit to achieve the following criteria; a) the access should be closed when other reasonable access to a lower functional street, road or highway is reasonably available, b) the access permit should specify under what circumstances the closure may be required, and c) if known, the future access location and the date the closure may occur. The following lists the auxiliary requirements based upon the Expressway (Category E -X) requirements: • Left -turn deceleration lanes will be required for New Access and Cattle Creek Road left turn pockets. The transition taper length will be included within the required deceleration length. • Right -turn lanes with deceleration and taper lengths will be required for the New Access for southbound right -turning traffic, and for Cattle Creek Road for northbound right -turning traffic. • If either or both of these intersections is to be signalized, signal progression analysis must indicate a 40 percent efficiency or better or shall not degrade the existing progression. (See Chapter 8) • Signals at intersections with major cross streets or roads of equal importance may be programmed to optimize traffic on both streets equally. Cross -streets of lesser importance need not be optimized equally. In some cases the CDOT access requirements are linked to existing and anticipated access traffic volumes. As a part of the East Intersection Improvement concept (shown in Figure 1-3) the frontage road and local road intersections will be reconfigured, with all intersection approaches retained as single lane approaches and all local roadways segments retained as two-lane facilities with one lane only in each direction. At the intersection with SH 82, separate right -turn (onto northbound SH 82) and left -turn (onto southbound SH 82) will be retained. Cattle Creek Metropolitan District, Garfield County, Colorado 6-1 Cattle Creek Metropolitan District Access and Traffic Assessment Table 6-1 provides a summary of access volumes for the 2013, 2020 and 2035 analysis scenarios. The design hour volumes (DHV) for each analysis scenario for the New Access, Cattle Creek Road, the North Frontage Road and the South Frontage Road are for the summer PM Peak Hour highest volume scenario (rounded to the nearest 5 passenger car equivalent vehicles). The New Access traffic volume was evaluated for development build -out for parcels and uses that have been approved by Garfield County. The TIS also included sensitivity analysis for various development intensities for the remaining parcel. This analysis was done to establish the maximum development capacity that could be accommodated by the new Access. Required acceleration, deceleration, taper and storage lengths are listed in Table 6-2 and Table 6-3 for the Cattle Creek Road access and the REC access, respectively. Table 6-1. Access Design HourVolumes1 Design Year Cattle Creek Road North Frontage Road South Frontage Road AiCR110 ofCR113 w 2013 205 10 2020 345 230 15 2035 Note: 1) Volumes specified are design hourly volume passenger car equivalent (vehicles/hour); the design hour is the PM peak hour. 345 285 35 80 85 100 Table 6-2. Acceleration and Deceleration Length Lengths for Cattle Creek : Length. ) Road Access S _ otal Length Eastbound Left Turn Deceleration Lane 800 feet 300 feet 100 feet 1200 feet Eastbound Left Turn Acceleration Lane 1380 feet 300 feet - 1680 feet Westbound Right Turn Deceleration Lane 800 feet 300 feet - 1100 feet Westbound Right Turn Acceleration Lane 1380 feet 300 feet - 1680 feet t 1 Length Taper Length (25:1) Storage Total Length Westbound Left Turn Deceleration Lane 800 feet 300 feet 200 feet 1300 feet Westbound Left Turn Acceleration Lane 1380 feet 300 feet - 1680 feet Eastbound Right Turn Deceleration Lane 800 feet 300 feet - 1100 feet Eastbound Right Turn Acceleration Lane 1380 feet 300 feet - 1680 feet Cattle Creek Metropolitan District, Garfield County, Colorado 6-2 rraff c Operations/Access Assessment :attie Creek Metropolitan District )ecember2013 7. CAPACITY AND LOS ANALYSIS 7.1. Existing Capacity and LOS Table 7-1 provides the results of capacity analysis for the three existing intersections for estimated 2012 Summer Peak traffic flows for the AM and PM peak hour conditions. rtrol Table 7-1. Level of Service Analysis for Existing Conditions a Intersection LOS/Delay [in seconds/vehicle] (Critical Movement) AM Peak Hour PM Peak Hour Signal STOP Control STOP Control State Highway 82 & Spring Valley Road B/ 12.5 State Highway 82 & Marand Road e/50.0(WB Thru/LT) State Highway 82 & Cattle Creek Road f/56.9(WB Approach) .5/13.9 f/>100(WB Thru/LT) f/> 100(WB Approach) Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. As shown in Table 7-1, the Spring Valley Road/SH 82 signalized intersection currently operates at an overall LOS B during the AM and PM peaks hours. The SH 82 intersections at Marand Road and Cattle Creek Road operate under Two -Way STOP Control (TWSC). The Marand Road cross street approach has a shared right-turn/through lane and a dedicated left -turn lane. The Cattle Creek Road westbound and eastbound cross street approaches are single, shared lanes. The cross street approaches/critical approach movements for both intersections currently operate at a LOS "e" and LOS "f" during the AM and PM peak hours. Signal warrants were evaluated for the Marand Road and Cattle Creek Road intersections for 2012 background traffic plus build -out Project traffic. Based on that analysis, it is expected that the Marand Road intersection would not meet any individual signal warrants for the existing condition, with or without Project traffic, but that the four-hour vehicular volume (#2) and peak hour (#3) signal warrants are currently met for existing conditions for the Cattle Creek Road intersection (see Chapter 9 for further discussion regarding signal warrant analysis). If signalization of the intersection of Cattle Creek Road at SH 82 is approved by CDOT, it is recommended that the design speed for the Project highway segment be reduced to 60 mph. HCM-based LOS calculations from the existing conditions Synchro corridor models are included in Appendix B. 7.2. 2020 Background Capacity and LOS Table 7.2 provides the results of the 2020 capacity analysis for the AM and PM peak hours without Project traffic, assuming the same geometry as for existing conditions. Cattle Creek Metropolitan District, Garfield County, Colorado 7-1 Level of Service Analysis for 2020 Background Traffic 11 Intersection LOS/Delay [in seconds/vehicle] (Critical Movement) AM Peak Hour PM Peak Hour Signal STOP Control STOP Control State Highway 82 & Spring Valley Road B/13.5 B/16.5 State Highway 82 & Marand Road f/66.2(WB Thru/LT) State Highway 82 & Cattle Creek Road f/>100(WB Approach) f/>100(WB Thru/LT) f/>100(WB Approach) Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. As shown in Table 7.2, the Spring Valley Road/SH 82 intersection would operates at a LOS B during the AM and PM peaks hours for 2020 background traffic without Project traffic. The Marand Road and Cattle Creek Road cross street approaches/critical approach movements would notice increased delay for the 2020 background traffic without the Project, and would operate at LOS "f' with significant delays during the AM and PM peak hours Signal warrant analysis for 2012 conditions demonstrated that the Marand Road intersection is not expected to meet any individual signal warrants for 2020 background traffic, with or without Project traffic. For the same conditions the Cattle Creek Road intersection is expected to meet the eight-hour vehicular volume (#1), four-hour vehicular volume (#2). And peak hour (#3) signal warrants (see Chapter 9 for Signal Warrant Analysis). If signalization of the intersection of Cattle Creek Road at SH 82 is approved by CDOT, it is recommended that the design speed for the Project highway segment be reduced to 60 mph. For the 2020 background condition without the Project, the Spring Valley Road signalized intersection will requires adjustment of the signal timing at the intersection as mitigation. There are no mitigation strategies available to improve the cross street left -turn movement to an acceptable LOS during the AM and PM peak hours. However, by converting the Marand Road intersection to left-in/right-in/right-out operations, with rerouting of westbound left -turns to the Spring Valley intersection, LOS "b" peak hour operations could be achieved for all retained, Marand Road intersection movements/approaches for 2020 background traffic conditions without the Project. Partial mitigation evaluated at the Cattle Creek Road intersection would separate the westbound left -turn and right -turn movements. Signalization of this intersection was evaluated as mitigation only for 2020 background traffic plus build -out Project traffic, 2035 background traffic, and 2035 background traffic plus build -out Project traffic conditions. Table 7-3 shows the operational improvements achieved with optimized signal timing for Spring Valley Road and identified geometric modifications to the Cattle Creek Road intersections. Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. Cattle Creek Metropolitan District, Garfield County, Colorado 7-2 Table 7-3. Mitigated LOS for 2020 Background Traffic Control Intersection LOS/Delay [in seconds/vehicle] (Critical Movement) AM Peak Hour PM Peak Hour Signal State Highway 82 & Spring Valley Road / 12.2 1716.4 STOP Control State Highway 82 & Marand Road e/46.9 (WB LT) f/>100(WB LT) STOP Control State Highway 82 & Cattle Creek Road f/82.4 (WB LT) f/>100(WB LI) Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. Cattle Creek Metropolitan District, Garfield County, Colorado 7-2 LOS/Delay [in seconds/vehicle] (Critical Movement)] AM Peak Hour PM Peak Hour 1 As shown in Table 8-3 delay will continue to be noticed for the side street stop controlled intersections in the PM peak hour. HCM-based LOS calculations from the 2020 background Synchro corridor models are included in Appendix B. 7.3. 2020 Background Plus Project Traffic Capacity and LOS As mentioned previously, all Project traffic will access SH 82 from a new access, located approximately 1/2 mile north of Cattle Creek Road. Table 7-4 provides the results for AM and PM peak hour capacity analysis for 2020 background traffic plus Project build -out traffic. The mitigation previously mentioned for Spring Valley Road and Cattle Creek Road was assumed to be in place, and the Cattle Creek intersection and New Access intersection were assumed to be signalized and configured as offset Continuous Green T -Intersections. Signal Table 7-4. State Highway 82 Level of Service & Analysis for 2020 Background Traffic plus Project Traffic = LOS/Delay [in seconds/vehicle] critical Movement) Spring Valley Road ak Hour B/10.7 PM ° - k Hour 3/15.1 STOP Control State Highway 82 & Marand Road f/81.0(WB Thru/LT) f/>100 (WB Thru/LT) Signal State Highway 82 & Proposed New Access A/2.1 A/2.6 Signal State Highway 82 & Cattle Creek Road A/1.9 A/3.1 Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. As shown in Table 7-4, for 2020 background traffic plus build -out Project traffic, the westbound approach of the full access intersection at Marand Road would operate at LOS "f' and would experience increased delay during the AM and PM peak hours. The signalized intersections at Spring Valley Road, the New Access and Cattle Creek Road would all operate at LOS B or better for the 2020 background condition with the build -out Project traffic. If signalization of the intersections at the New Access and Cattle Creek Road at SH 82 is approved by CDOT, it is recommended that the design speed for the Project highway segment be reduced to 60 mph. Table 7-5 provides a summary of the mitigated LOS results for 2020 background traffic plus build -out Project traffic. As mitigation, the Marand Road westbound approach was converted to left-in/right-in/right-out operations, with rerouting of westbound left -turns to the Spring Valley intersection. With the intersection so configured, all retained Marand Road intersection movements/approaches would operate at a LOS "c" or better for 2020 background traffic plus build -out Project traffic. Table 7-5. Mitigated LOS for 2020 Background Traffic plus Project Traffic 11 Intersection Signal State Highway 82 & Spring Valley Road B/11.2 B/16.0 STOP Control State Highway 82 & Marand Road b/11.1 (WB RT) c/18.6 (WB RT) STOP Control STOP Control State Highway 82 & Proposed New Access A/2.1 A/2.6 State Highway 82 & Cattle Creek Road A/1.9 A/3.1 Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. Cattle Creek Metropolitan District, Garfield County, Colorado 7-3 HCM-based LOS calculations from the 2020 background plus build -out Project traffic Synchro corridor models are included in Appendix B. 7.4. 2035 Background Capacity and LOS Build out of the Project is expected to be completed around 2020. However, in the event the Project is not completed or in place by 2035, an analysis of background traffic in 2035 was completed. Table 7-6 provides the results of the 2035 capacity analysis for the AM and PM peak hours without the development, assuming the same geometry as existing conditions. Analysis results show that the westbound approach of the full access intersections at Marand Road and Cattle Creek Road will experience increased delays during the AM and PM peak hours for 2035 background traffic without the Project. The signalized intersection at Spring Valley Road would all operate at LOS C or better for the 2035 background condition. Level of Service Analysis for 2035 Background Traffic LOS/Delay [in seconds/vehicle] (Critical Movement) AM Peak Hour PM Peak Hour Signal STOP Control STOP Control State Highway 82 & Spring Valley Road /13.6 State Highway 82 & Marand Road f/>100(WB Thru/LT) State Highway 82 & Cattle Creek Road f/>100(WB Approach) C/23.5 f/>100(WB Thru/LT) f/>100(WB Approach) Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. Mitigation evaluated for 2035 background traffic without the Project included conversion of the Marand Road intersection to left-in/right-in/right-out operations with rerouting of westbound left -turns to the Spring Valley intersection, and signalization of the Cattle Creek Road intersection. To mitigate the Marand Road westbound approach delay, the intersection should be converted to left-in/right-in/right-out operations with rerouting of westbound left -turns to the Spring Valley intersection. With the intersection so configured, all retained Marand Road intersection movements/approaches would operate at a LOS "b" for 2035 background traffic plus build -out Project traffic. It is expected that signal warrants will be met at the Cattle Creek Road intersection for 2035 background traffic with or without Project build -out traffic (see Chapter 9 for further discussion regarding signal warrant analysis). If signalization of the intersection of Cattle Creek Road at SH 82 is approved by CDOT, it is recommended that the design speed for the Project highway segment be reduced to 60 mph. Table 7-7. Mitigated LOS for 2035 Background Traffic LOS/Delay [in secnds/vehicle] (Critical Movement) Intersection AM Peak Hour PM Peak Hour Signal STOP Control State Highway 82 & Spring Valley Road B/14.5 C/26.6 State Highway 82 & Marand Road b/>11.2 (WB RI) Signal State Highway 82 & Cattle Creek Road A/2.1 c/23.6 (WB RI) A/3.8 Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. Cattle Creek Metropolitan District, Garfield County, Colorado 7-4 LOS/Delay [in seconds/vehicle] (Critical Movement) Peak Hour PM Peak Hour As shown in Table 7-7, the suggested mitigation alleviates delay for the intersections of SH 82 at Spring Valley Road, SH 82 at Marand Road and SH 82 at Cattle Creek Road. HCM-based LOS calculations from the 2035 background Synchro corridor models are included in Appendix B. 7.5. 2035 Background Plus Project Traffic Capacity and LOS As mentioned previously, all Project traffic will access SH 82 for a new access, located approximately at Cattle Creek Road. Table 7-8 provides the results of the 2035 plus Project capacity analysis for the AM and PM peak hours. The mitigation previously identified for Spring Valley Road and Cattle Creek Road was assumed to be in place, and the Cattle Creek intersection and New Access intersection were assumed to be signalized and configured as offset Continuous Green T -Intersections. If signalization of the intersections of the New Access at SH 82 and Cattle Creek Road at SH 82 is approved by CDOT, it is recommended that the design speed for the Project highway segment be reduced to 60 mph. Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. Mitigation evaluated for 2035 background traffic plus build -out Project traffic included conversion of the Marand Road intersection to left-in/right-in/right-out operations with rerouting of westbound left -turns to the Spring Valley intersection. As shown in Table 7-9, with the intersection so configured, all retained Marand Road intersection movements/approaches would operate at a LOS "c" or better for 2035 background traffic plus build- out Project traffic. Table 7-9. Mitigated LOS for 2035 Background Traffic plus Project Traffic Signal State Highway 82 & Spring Valley Road B/13.3 C/20.2 RT -LT In/RT Out State Highway 82 & Marand Road b/>11.6 (WB RT) c/23.6 (WB RI) Signal State Highway 82 & Proposed New Access A/4.6 A/3.1 Signal State Highway 82 & Cattle Creek Road A/2.1 A/3.8 Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. HCM-based LOS calculations from the 2035 background plus build -out Project traffic Synchro corridor models are included in Appendix C. Cattle Creek Metropolitan District, Garfield County, Colorado 7-5 Table 7-8. Level of Service Analysis for 2035 e • �a � ' c !a , f p e;' o a. Control Intersection LOS/Delay [in seconds/vehicle] (Critical Movement) AM Peak Hour PM Peak Hour Signal State Highway 82 & Spring Valley Road o /13.6 725.3 STOP Control State Highway 82 & Marand Road f/>100 (WB LT) f/>100 (WB LT) Signal State Highway 82 & Proposed New Access A/4.6 A/3.1 Signal State Highway 82 & Cattle Creek Road A/2.1 A/3.8 Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. Mitigation evaluated for 2035 background traffic plus build -out Project traffic included conversion of the Marand Road intersection to left-in/right-in/right-out operations with rerouting of westbound left -turns to the Spring Valley intersection. As shown in Table 7-9, with the intersection so configured, all retained Marand Road intersection movements/approaches would operate at a LOS "c" or better for 2035 background traffic plus build- out Project traffic. Table 7-9. Mitigated LOS for 2035 Background Traffic plus Project Traffic Signal State Highway 82 & Spring Valley Road B/13.3 C/20.2 RT -LT In/RT Out State Highway 82 & Marand Road b/>11.6 (WB RT) c/23.6 (WB RI) Signal State Highway 82 & Proposed New Access A/4.6 A/3.1 Signal State Highway 82 & Cattle Creek Road A/2.1 A/3.8 Notes: 1) The signalized intersection LOS and delay results are reported for the overall intersection. The unsignalized results are reported for the critical (worst case) approach or movement; 2) Delay is reported as the average delay per vehicle in seconds; 3) Levels of Service for signalized intersections are indicated in uppercase. Lower case is used for stop controlled intersections. HCM-based LOS calculations from the 2035 background plus build -out Project traffic Synchro corridor models are included in Appendix C. Cattle Creek Metropolitan District, Garfield County, Colorado 7-5 7.6. Evaluation of STOP Control of the Continuous Green -T Configured Intersections The geometric configuration of the Continuous Green T -Intersection includes an acceleration lane/merging section for left turns from the cross street onto the mainline, and may also include free-flow right -turn lane with deceleration/acceleration lanes and merging sections for cross street right turns exiting and entering the mainline. Intuitively, these design features would support enhanced traffic operations for so configured T -intersections, even under cross street STOP control. To assess operation of the Continuous Green T -Intersection configured New Access and Cattle Creek Road intersections under STOP control, single intersection Synchro models were created for each location with the applicable SH 82 continuous free-flow through movement removed. The results of the analysis, as shown in Table 7-10, show that the New Access eastbound left -turn movement would operate at an acceptable LOS "d" during the AM peak hour with build -out development traffic for 2012 background traffic, and would operate at a LOS "f' for 2020 and 2035 background traffic plus build -out Project traffic. During the PM peak hour the analysis showed that the eastbound left turn would operate at a LOS "f' for all background traffic time periods. The results of the analysis show that the Cattle Creek Road westbound left -turn would operate at an acceptable LOS "c" during the AM peak hour for all background time periods with build -out Project traffic, but would, like the New Access, experience significant cross street left -turn delay during the PM peak hour, operating a LOS "f" for all background traffic time periods during the PM peak hour. Notes: 1) Delay is reported as the average delay per vehicle in seconds; 2) Lower case is used for stop controlled intersections. Evaluation of STOP -control of the Continuous Green T -Intersection configured New Access and Cattle Creek Road intersections showed that high SH 82 peak hour through volumes create unacceptable PM peak hour delays for cross street left -turns for all three evaluated background traffic conditions with build -out Project traffic. Signalized control will be required at both locations at Project build -out. 7.7. REC Continuous Green -T Intersection Capacity Analysis This traffic study evaluates traffic impacts for approved development for the Project Site that is part of a larger Overall Site. Recognizing that the 70 -acre remainder parcel may be developed at similar or increased development density, the ability of the proposed New Access signalized Continuous Green T -Intersection to serve increased peak hour cross street volumes was evaluated for scenarios at the same development density, twice the Cattle Creek Metropolitan District, Garfield County, Colorado 7-6 Table 7-10. Stop Controlled Intersection Capacity Analysis Control Scenario i LOS/Delay [in seconds/vehicle] (Critical Movement) M Peak Hour Peak Hour State Highway 82 & New Access d/31.8 (EB LI) f/71.2 (EB LI) Stop Control 2012 w REC Stop Control 2020 w REC State Highway 82 & New Access e/35.6 (EB LT) f/>100 (EB LI) Stop Control 2035 w REC State Highway 82 & New Access f/70.7 (EB LT) f/>100 (EB LT) Stop Control 2012 w REC State Highway 82 & Cattle Creek Road c/15.7 (WB LT) f/68.6 (WB LT) Stop Control 2020 w REC State Highway 82 & Cattle Creek Road c/18.2 (WB LT) f/>100 (WB LT) Stop Control 2035 w REC State Highway 82 & Cattle Creek Road c/23.7 (WB LT) f/>100 (WB LT) Notes: 1) Delay is reported as the average delay per vehicle in seconds; 2) Lower case is used for stop controlled intersections. Evaluation of STOP -control of the Continuous Green T -Intersection configured New Access and Cattle Creek Road intersections showed that high SH 82 peak hour through volumes create unacceptable PM peak hour delays for cross street left -turns for all three evaluated background traffic conditions with build -out Project traffic. Signalized control will be required at both locations at Project build -out. 7.7. REC Continuous Green -T Intersection Capacity Analysis This traffic study evaluates traffic impacts for approved development for the Project Site that is part of a larger Overall Site. Recognizing that the 70 -acre remainder parcel may be developed at similar or increased development density, the ability of the proposed New Access signalized Continuous Green T -Intersection to serve increased peak hour cross street volumes was evaluated for scenarios at the same development density, twice the Cattle Creek Metropolitan District, Garfield County, Colorado 7-6 development density, three times the development density and four times the development density approved for the Project Site. The results of the analysis show that the proposed New Access signalized Continuous Green T -Intersection has reserve capacity to serve traffic generated by development of the 70 -acre remainder parcel at up to 2.5 times the development density approved for the 160 -acre Project Site. A summary table of analysis results and HCM-based LOS calculations from Synchro corridor models for the evaluated 2020 and 2035 background traffic can be found in Appendix F. Cattle Creek Metropolitan District, Garfield County, Colorado 7-7 Troff c Oaeration$/A cess Assessment Cattle Creek Metropolitan District December2013 8. SIGNAL WARRANT AND PROGRESSION ANALYSIS 8.1. Signal Warrant Analysis Signal warrant analysis was performed for the existing Marand Road and Cattle Creek Road and side -street stop - controlled intersections, and for the proposed New Access intersection. HCM2010 Highway Capacity Software (HCS) was used to evaluate whether these intersections meet warrants for signalization as identified by the Federal Highway Administration's Manual on Uniform Traffic Control Devices (MUTCD). Analysis was completed for 2012, 2020 and 2035 background traffic scenarios with build -out REC project traffic. It is assumed that there will be no or very little project traffic for the warrant analysis for the initial year. Thus, the infrastructure for the signals will be installed with the initial construction and the signals will be installed (or activated) only when warrants are met. The results of the analysis are shown in Table 8-1, below. Appendix D provides Signal Warrant Analysis Worksheets completed using HCS -Warrants. Table 8-1. ' Si<.• ,:: t :, t :: is .1 • , Marand Road New Access Cattle Creek Road 2012 2020 Opening Year 2020 2035 2012 2020 2035 Warrant #1 — Eight -Hour Volume N N N \ N N N Warrant #2 — Four -Hour Volume N N Y Y N N N Warrant #3 — Peak Hour Volume N N N Y Y N N N Warrant #4 — Pedestrian Volume N N N N N N N N Warrant #5 — School Crossing N N N N N N N N Warrant #6 — Coordinated Signal System Y Y Y Y Y Y Y Y Warrant #7 — Crash Experience N N N N N N N N Warrant #8 — Roadway Network N N N N N N N N 8.1.1. Marand Road Intersection The Marand Road intersection, which does not currently meet warrants for signalization, will not meet any of the individual signal warrants for either the 2012 background traffic scenario plus Project traffic or the 2020 background traffic plus Project traffic. Given that the travel shed served by the Marand Road access is relatively built -out, it is also not expected that this access will meet any of the individual signal warrants for 2035 with or without Project build -out traffic. 8.1.2. New Access Intersection Signal warrants analysis results for the proposed New Access T -intersection demonstrate that the intersection will meet individual warrants for 2012 background traffic and build -out REC traffic for Four -Hour Vehicular Volume (Warrant #2) and Coordinated Signal System (Warrant #6). For 2020 and 2035 individual warrants would be met for Eight -Hour Vehicular Volume (Warrant #1), Four -Hour Vehicular Volume (Warrant #2), Peak Hour Vehicular Volume (Warrant #3), and Coordinated Signal System (Warrant #6). The 80% volume criteria for Crash Cattle Creek Metropolitan District, Garfield County, Colorado 8-1 Experience (Warrant #7) is also met by the New Access intersection for 2012 and for 2020 and 2035 background traffic with build -out Project traffic, although Warrant #7 is not met. 8.1.3. Cattle Creek Road Intersection Signal warrants analysis results for the Cattle Creek Road T -intersection demonstrate that the intersect ion will meet the individual warrant for the Coordinated Signal System (Warrant #6) only for 2012, 2020 and 2035 background traffic with Project build -out traffic. The 80% volume criteria for Crash Experience (Warrant #7) is also met by the Cattle Creek Road intersection for 2012, 2020 and 2035 background traffic with Project build -out traffic, although Warrant #7 is not met. 8.2. Progression Analysis A signal progression analysis was completed to ensure SH 82 will operate with the appropriate efficiently based upon the existing category of the highway. CDOT requires an efficiency of at least 40. Efficiency represents the proportion of all green time that is in progression along a corridor. As a guideline, efficiency below 12% is considered poor, efficiency between 13 to 24% is considered fair, and efficiency between 25 to 36% is good. Great progression is anything over 36%. Table 8-2 provides the 90th percentile arterial bandwidths on SH 82 the AM and PM peak hours for 2020 and 2035 background traffic plus Project build -out traffic. As shown in Table 8-2, both 2020 and 2035 scenarios with the Project meet the minimum 40% efficiency for the highway. Appendix E provides the Time — Space Diagrams of the progression analysis completed with Synchro 8. Cattle Creek Metropolitan District, Garfield County, Colorado 8-2 - Table 8-2. ` Signal Progression Efficiency Peak Hour Cycle Len 90th Percentile Bandwidth (%) 2020 AM 55 45% PM 70 57% 2035 AM 60 43% PM 110 66% Cattle Creek Metropolitan District, Garfield County, Colorado 8-2 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 ACRONYMS ADT AM du EB FHWA HCM HCS ITE ksf LOS LT mph MUTCD NB PM RT SB sec sec/veh TMC TWSC U.S. DOT vph WB Average Daily Traffic (measured in vehicles per day) Morning Dwelling Units Eastbound Federal Highway Administration Highway Capacity Manual Highway Capacity Software Institute of Transportation Engineers 1000 square feet Level of Service Left Turn miles per hour Manual on Uniform Traffic Control Devices Northbound Evening Right Turn Southbound seconds seconds per vehicle Turning Movement Count Two -Way STOP Control United States Department of Transportation vehicles per hour Westbound Cattle Creek Metropolitan District, Garfield County, Colorado Acronyms -i Traffic Operations/Access Assessment Cattle Creek Metropolitan District December2013 REFERENCES A Policy on Geometric Design of Highways and Streets, 5th Edition, Association of State Highway and Transportation Officials, 2004. Colorado Department of Transportation Recommended Outline for Traffic Impact Study, Access Management Unit, CDOT, February, 2008. Continuous Green T -Intersections - Colorado Case Studies (Znamenacek, Zane), Federal Highway Administration Office of Safety, FHWA-SA-09-016, February, 2010. Highway Capacity Manual 2010 (HCM2010), Transportation Research Board, 2010. Litas, Stephen and Rakha, Evaluation of Continuous Green T -Intersections on Isolated Under -Saturated Four -Lane Highways, Paper presented at the National Academy of Sciences Transportation Research Board 2013 Annual Meeting, January, 2013. Manual on Uniform Traffic Control Devices (MUTCD), USDOT-Federal Highway Administration, 2009. State of Colorado, State Access Code, Volume 2, Code of Colorado Regulations 601-1, March, 2002. Cattle Creek Metropolitan District, Garfield County, Colorado References -i Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 Appendix A: Existing Traffic Counts Cattle Creek Metropolitan District, Garfield County, Colorado Appendix A PEAK HOUR TURN MOVEMENT COUNTS A-1 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #1 FRONTAGE&SPRINGVALLEYAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 v N CD N E FRONTAGE RD Out In Total 1 201 141 51 01 11 Rpht Thru Left Other /--T' 1 1 281 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 481 4 T r* Left Thru Rght Other 671 11 71 01 1 751 Out In Total E FRONTAGE RD 1 1371 2121 T-cn r 0 N CO 01 01 w A A-2 E FRONTAGE RD Southbound SPRING VALLEY RD Westbound E FRONTAGE RD Northbound SPRING VALLEY RD Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 1 1 0 1 0 15 0 0 1 1 2 0 11 3 2 1 39 07:15 AM 0 0 0 0 0 20 1 0 3 0 9 0 12 7 2 0 54 07:30 AM 2 0 0 0 0 27 0 0 1 0 7 0 17 7 0 0 61 07:45 AM 2 0 0 0 1 19 0 0 0 0 8 0 23 13 6 0 72 Total 5 1 0 1 1 81 1 0 5 1 26 0 63 30 10 1 226 08:00 AM 2 0 0 0 0 18 1 0 0 0 5 0 18 9 6 0 59 08:15 AM 3 0 0 0 0 18 2 1 1 0 14 0 18 9 1 0 67 08:30 AM 4 3 0 0 0 16 0 0 1 0 11 0 15 13 5 0 68 08:45 AM 0 1 0 0 0 15 1 0 0 0 11 0 13 11 4 0 56 Total 9 4 0 0 0 67 4 1 2 0 41 0 64 42 16 0 250 Grand Total 14 5 0 1 1 148 5 1 7 1 67 0 127 72 26 1 476 Apprch % 70 25 0 5 0.6 95.5 3.2 0.6 9.3 1.3 89.3 0 56.2 31.9 11.5 0.4 Total % 2.9 1.1 0 0.2 0.2 31.1 1.1 0.2 1.5 0.2 14.1 0 26.7 15.1 5.5 0.2 v N CD N E FRONTAGE RD Out In Total 1 201 141 51 01 11 Rpht Thru Left Other /--T' 1 1 281 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 481 4 T r* Left Thru Rght Other 671 11 71 01 1 751 Out In Total E FRONTAGE RD 1 1371 2121 T-cn r 0 N CO 01 01 w A A-2 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #1 FRONTAGE&SPRINGVALLEYAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Be ins at 07:45 AM Int. Total 07:45 AM E FRONTAGE RD Southbound SPRING VALLEY RD Westbound E FRONTAGE RD Northbound SPRING VALLEY RD Eastbound Start Time Rght Thru Left other App.TmA Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App.Tofal Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Be ins at 07:45 AM Int. Total 07:45 AM 2 0 0 0 2 1 19 0 0 20 0 0 8 0 8 23 13 6 0 42 72 08:00 AM 2 0 0 0 2 0 18 1 0 19 0 0 5 0 5 18 9 6 0 33 59 08:15 AM 3 0 0 0 3 0 18 2 1 21 1 0 14 0 15 18 9 1 0 28 67 08:30 AM 4 3 0 0 7 0 16 0 0 16 1 0 11 0 12 15 13 5 0 33 68 Total volume 11 3 0 0 14 1 71 3 1 76 2 0 38 0 40 74 44 18 0 136 266 App. Total 78.6 21.4 0 0 1.3 93.4 3.9 1.3 5 0 95 0 54.4 32.4 13.2 0 PHF .688 .250 .000 .000 .500 .250 .934 .375 .250 .905 .500 .000 .679 .000 .667 .804 .846 .750 .000 .810 .924 CO N co N co O z cce—; L 0 E FRONTAGE RD Out In Total 1 1141 111 31 01 01 Rght Thru Left Other 14:_t I`,► 191 1 331 Peak Hour Data North Peak Hour Begins at 07:45 AM Class 1 4 14 Left Thru Rght Other 381 01 21 01 1 401 Out In Total E FRONTAGE RD 1 801 1 1201 ti m 0 m w W m A-3 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #1 FRONTAGE&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 0,2 } w J J J C9 z co O n co M co rn CD 0 r cce—; t O E FRONTAGE RD Out In Total 241 1 321 1 1 561 1 I 271 11 11 31 Rpht Thru Left Other /--T' 1 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 1291 21 61 21 1 1411 Out In Total E FRONTAGE RD 1 1491 1 290 T-co� O m CD co 0 0 co 01 A-4 E FRONTAGE RD Southbound SPRING VALLEY RD Westbound E FRONTAGE RD Northbound SPRING VALLEY RD Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 3 0 0 0 0 18 0 0 0 0 15 0 23 15 1 0 75 04:15 PM 2 0 0 1 0 19 3 0 3 0 14 0 15 10 3 0 70 04:30 PM 5 0 0 0 1 21 2 0 1 0 15 0 17 11 1 0 74 04:45 PM 4 0 0 0 1 29 1 0 1 0 16 0 17 13 3 4 89 Total 14 0 0 1 2 87 6 0 5 0 60 0 72 49 8 4 308 05:00 PM 4 0 1 0 1 27 1 0 1 1 25 0 19 13 3 0 96 05:15 PM 3 1 0 0 0 31 1 0 0 0 12 1 26 15 2 1 93 05:30 PM 4 0 0 2 0 14 0 0 1 1 19 1 12 13 3 0 70 05:45 PM 2 0 0 0 0 20 0 0 1 0 13 0 11 16 3 2 68 Total 13 1 1 2 1 92 2 0 3 2 69 2 68 57 11 3 327 Grand Total 27 1 1 3 3 179 8 0 8 2 129 2 140 106 19 7 635 Apprch % 84.4 3.1 3.1 9.4 1.6 94.2 4.2 0 5.7 1.4 91.5 1.4 51.5 39 7 2.6 Total % 4.3 0.2 0.2 0.5 0.5 28.2 1.3 0 1.3 0.3 20.3 0.3 22 16.7 3 1.1 0,2 } w J J J C9 z co O n co M co rn CD 0 r cce—; t O E FRONTAGE RD Out In Total 241 1 321 1 1 561 1 I 271 11 11 31 Rpht Thru Left Other /--T' 1 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 1291 21 61 21 1 1411 Out In Total E FRONTAGE RD 1 1491 1 290 T-co� O m CD co 0 0 co 01 A-4 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #1 FRONTAGE&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM E FRONTAGE RD Southbound SPRING VALLEY RD Westbound E FRONTAGE RD Northbound SPRING VALLEY RD Eastbound Start Time Rght Thru Left Other App.Total Rght Thru Left Other App Total Rght Thru Left Other App. Total Rght Thru Left Other App.Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 5 0 0 0 5 1 21 2 0 24 1 0 15 0 16 17 11 1 0 29 74 04:45 PM 4 0 0 0 4 1 29 1 0 31 1 0 16 0 17 17 13 3 4 37 89 05:00 PM 4 0 1 0 5 1 27 1 0 29 1 1 25 0 27 19 13 3 0 35 96 05:15 PM 3 1 0 0 4 0 31 1 0 32 0 0 12 1 13 26 15 2 1 44 93 Total volume 16 1 1 0 18 3 108 5 0 116 3 1 68 1 73 79 52 9 5 145 352 App. Total 88.9 5.6 5.6 0 2.6 93.1 4.3 0 4.1 1.4 93.2 1.4 54.5 35.9 6.2 3.4 PHF .800 .250 .250 .000 .900 .750 .871 .625 .000 .906 .750 .250 .680 .250 .676 .760 .867 .750 .313 .824 .917 v rn co cu u-) 0) u, r h t 0 E FRONTAGE RD Out In Total 1 1181 1 I 161 11 11 01 Rght Thru Left Other rl I`,► 131 1 311 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 47 Left Thru Rght Other I 681 11 31 11 1 1 1 73I Out In Total E FRONTAGE RD 851 1 1581 m 0 m W m 0 m A-5 All Traffic Data Services Wheat Ridge,CO 80033 303-668-0220 File Name : #2 SH82&SPRINGVALLEYAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 N Out 1 9791 SH 82 In 1 17361 1 1 721 15021 1601 21 Rght Thru Left Other Total 1 27151 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 47 r Left Thru Rght Other 1 411 8411 291 21 9131 In SH 82 1 17621 Out 1 26751 Total c 0 <D W 0, CO W W cri Cn oz 0 r- r O n 9 v DJ A-6 SH 82 Southbound SPRING VALLEY RD - CR 154 Westbound SH 82 Northbound SPRING VALLEY RD - CR 154 Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru I Left Other Rght Thru Left Other Int. Total 07:00 AM 6 154 11 0 10 4 7 0 0 59 3 0 21 6 2 0 283 07:15 AM 8 210 19 1 9 2 15 0 3 89 6 1 25 2 3 1 394 07:30 AM 7 203 22 0 17 4 15 0 2 109 7 0 28 3 4 0 421 07:45 AM 14 193 28 0 14 6 11 0 6 137 8 0 24 5 4 2 452 Total 35 760 80 1 50 16 48 0 11 394 24 1 98 16 13 3 1550 08:00 AM 12 211 19 0 10 6 7 0 6 90 5 0 18 8 4 0 396 08:15 AM 14 171 16 1 16 3 17 0 4 119 2 0 24 7 7 3 404 08:30 AM 3 203 27 0 17 3 9 0 3 111 4 1 13 4 5 0 403 08:45 AM 8 157 18 0 13 0 12 0 5 127 6 0 14 4 3 0 367 Total 37 742 80 1 56 12 45 0 18 447 17 1 69 23 19 3 1570 Grand Total 72 1502 160 2 106 28 93 0 29 841 41 2 167 39 32 6 3120 Apprch % 4.1 86.5 9.2 0.1 46.7 12.3 41 0 3.2 92.1 4.5 0.2 68.4 16 13.1 2.5 Total % 2.3 48.1 5.1 0.1 3.4 0.9 3 0 0.9 27 1.3 0.1 5.4 1.2 1 0.2 N Out 1 9791 SH 82 In 1 17361 1 1 721 15021 1601 21 Rght Thru Left Other Total 1 27151 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 47 r Left Thru Rght Other 1 411 8411 291 21 9131 In SH 82 1 17621 Out 1 26751 Total c 0 <D W 0, CO W W cri Cn oz 0 r- r O n 9 v DJ A-6 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 SH 82 Southbound SPRING VALLEY RD - CR 154 Westbound File Name Site Code Start Date Page No : #2 SH82&SPRINGVALLEYAM :00000000 : 1/2/2013 :2 SH 82 Northbound SPRING VALLEY RD - CR 154 Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 7 203 22 0 232 17 4 15 0 36 2 109 7 0 118 28 3 4 0 35 421 07:45 AM 14 193 28 0 235 14 6 11 0 31 6 137 8 0 151 24 5 4 2 35 452 08:00 AM 12 211 19 0 242 10 6 7 0 23 6 90 5 0 101 18 8 4 0 30 396 08:15 AM 14 171 16 1 202 16 3 17 0 36 4 119 2 0 125 24 7 7 3 41 404 Total Volume 47 778 85 1 911 57 19 50 0 126 18 455 22 0 495 94 23 19 5 141 1673 %.App. Total 5.2 85.4 9.3 0.1 45.2 15.1 39.7 0 3.6 91.9 4.4 0 66.7 16.3 13.5 3.5 P H F .839 .922 .759 .250 .941 .838 .792 .735 .000 .875 .750 .830 .688 .000 .820 .839 .719 .679 .417 .860 .925 V M N 0a SH 82 Out In Total 1 9111 1 471 7781 851 11 Rght Thru Left Other 1J1 1 1 5311 1 14421 Peak Hour Data A. North Peak Hour Begins at 07:30 AM Class 1 4 14 Left Thru Rght Other 221 4551 181 01 I I 4951 Out In Total SH 82 9221 1 14171 V r0 0 m IN) 01 N A A-7 All Traffic Data Services Wheat Ridge,CO 80033 303-668-0220 File Name : #2 SH82&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 N 0) co SH 82 Out In 1 23021 1 14491 1 1 1 401 12691 1371 31 Rght Thru Left Other Total 1 37511 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 47 r Left Thru Rght Other 1 1541 20101 801 111 1 22551 In SH 82 1 14121 Out 1 36671 Total J A m A-8 SH 82 Southbound SPRING VALLEY RD - CR 154 Westbound SH 82 Northbound SPRING VALLEY RD - CR 154 Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left I Other Int. Total 04:00 PM 7 156 20 0 24 8 5 0 11 235 21 1 8 8 9 2 515 04:15 PM 3 146 14 1 21 3 11 0 9 257 17 2 10 3 12 0 509 04:30 PM 5 193 20 0 27 6 7 0 6 266 10 2 10 3 5 1 561 04:45 PM 8 161 13 0 33 8 9 0 10 243 23 5 12 8 11 0 544 Total 23 656 67 1 105 25 32 0 36 1001 71 10 40 22 37 3 2129 05:00 PM 3 157 21 0 32 10 16 0 8 244 22 0 10 6 15 0 544 05:15 PM 4 159 22 0 29 7 8 0 14 303 23 0 11 7 10 0 597 05:30 PM 7 155 15 2 28 7 4 0 11 243 22 0 9 4 7 0 514 05:45 PM 3 142 12 0 23 8 4 0 11 219 16 1 9 4 6 0 458 Total 17 613 70 2 112 32 32 0 44 1009 83 1 39 21 38 0 2113 Grand Total 40 1269 137 3 217 57 64 0 80 2010 154 11 79 43 75 3 4242 Apprch % 2.8 87.6 9.5 0.2 64.2 16.9 18.9 0 3.5 89.1 6.8 0.5 39.5 21.5 37.5 1.5 Total % 0.9 29.9 3.2 0.1 5.1 1.3 1.5 0 1.9 47.4 3.6 0.3 1.9 1 1.8 0.1 N 0) co SH 82 Out In 1 23021 1 14491 1 1 1 401 12691 1371 31 Rght Thru Left Other Total 1 37511 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 47 r Left Thru Rght Other 1 1541 20101 801 111 1 22551 In SH 82 1 14121 Out 1 36671 Total J A m A-8 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 SH 82 Southbound SPRING VALLEY RD - CR 154 Westbound File Name : #2 SH82&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 SH 82 Northbound SPRING VALLEY RD - CR 154 Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 5 193 20 0 218 27 6 7 0 40 6 266 10 2 284 10 3 5 1 19 I 561 04:45 PM 8 161 13 0 182 33 8 9 0 50 10 243 23 5 281 12 8 11 0 31 544 05:00 PM 3 157 21 0 181 32 10 16 0 58 8 244 22 0 274 10 6 15 0 31 544 05:15 PM 4 159 22 0 185 29 7 8 0 44 14 303 23 0 340 11 7 10 0 28 597 Total Volume 20 670 76 0 766 121 31 40 0 192 38 1056 78 7 1179 43 24 41 1 109 2246 %.App. Total 2.6 87.5 9.9 0 63 16.1 20.8 0 3.2 89.6 6.6 0.6 39.4 22 37.6 0.9 P H F .625 .868 .864 .000 .878 .917 .775 .625 .000 .828 .679 .871 .848 .350 .867 .896 .750 .683 .250 .879 .941 O N c` a�-� i L 0 SH 82 Out In Total 1 7661 1 l 201 6701 761 01 Rght Thru Left Other 1J1 1 1 12181 1 19841 Peak Hour Data A. North Peak Hour Begins at 04:30 PM Class 1 4 14 Left Thru Rght Other I 781 10561 381 71 1 11791 Out In Total SH 82 1 7531 1 19321 R; 0) co W A A-9 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #3 EFRONTAGE&MARANDAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 0 0 0 mJ E FRONTAGE RD Out In Total 1 561 1 1 I 01 341 221 01 Rght Thru Left Other 1 491 T North 1 1051 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 Left Thru Rght Other 01 381 31 01 1 411 Out In Total E FRONTAGE RD 1 351 1 761 L-cn 1-7 0 s m 0 0 o N m 0 A-10 E FRONTAGE RD Southbound MARAND RD Westbound E FRONTAGE RD Northbound MARAND RD Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 0 9 3 0 0 0 0 0 0 1 0 0 0 1 0 0 14 07:15 AM 0 1 4 0 3 0 1 0 2 5 0 0 0 0 0 0 16 07:30 AM 0 7 3 0 3 0 0 0 0 0 0 0 0 0 0 0 13 07:45 AM 0 6 4 0 2 0 0 0 0 4 0 0 0 0 0 0 16 Total 0 23 14 0 8 0 1 0 2 10 0 0 0 1 0 0 59 08:00 AM 0 3 2 0 0 0 0 0 0 8 0 0 0 0 0 0 13 08:15 AM 0 1 1 0 0 0 0 0 1 8 0 0 0 0 0 0 11 08:30 AM 0 3 1 0 1 0 0 0 0 4 0 0 0 0 0 0 9 08:45 AM 0 4 4 0 2 0 0 0 0 8 0 0 0 0 0 0 18 Total 0 11 8 0 3 0 0 0 1 28 0 0 0 0 0 0 51 Grand Total 0 34 22 0 11 0 1 0 3 38 0 0 0 1 0 0 110 Apprch % 0 60.7 39.3 0 91.7 0 8.3 0 7.3 92.7 0 0 0 100 0 0 Total % 0 30.9 20 0 10 0 0.9 0 2.7 34.5 0 0 0 0.9 0 0 0 0 0 mJ E FRONTAGE RD Out In Total 1 561 1 1 I 01 341 221 01 Rght Thru Left Other 1 491 T North 1 1051 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 Left Thru Rght Other 01 381 31 01 1 411 Out In Total E FRONTAGE RD 1 351 1 761 L-cn 1-7 0 s m 0 0 o N m 0 A-10 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #3 EFRONTAGE&MARANDAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM Int. Total 07:00 AM E FRONTAGE RD Southbound MARAND RD Westbound E FRONTAGE RD Northbound MARAND RD Eastbound Start Time Rght Thru Left other App.Tme Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App.Tofal Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM Int. Total 07:00 AM 0 9 3 0 12 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 14 07:15 AM 0 1 4 0 5 3 0 1 0 4 2 5 0 0 7 0 0 0 0 0 16 07:30 AM 0 7 3 0 10 3 0 0 0 3 0 0 0 0 0 0 0 0 0 0 13 07:45 AM 0 6 4 0 10 2 0 0 0 2 0 4 0 0 4 0 0 0 0 0 16 Total volume 0 23 14 0 37 8 0 1 0 9 2 10 0 0 12 0 1 0 0 1 59 App. Total 0 62.2 37.8 0 88.9 0 11.1 0 16.7 83.3 0 0 0 100 0 0 PHF .000 .639 .875 .000 .771 .667 .000 .250 .000 .563 .250 .500 .000 .000 .429 .000 .250 .000 .000 .250 .922 0) 1- 0 cc 0 c z— Q 0 O O 0 H� a s O E FRONTAGE RD Out In Total 1 371 1 1 1 01 231 141 01 Rght Thru Left Other rl I`,► 181 1 551 Peak Hour Data North Peak Hour Begins at 07:00 AM Class 1 4 14 Left Thru Rght Other 1 01 101 21 01 1 1 1 121 Out In Total E FRONTAGE RD 1 241 1 361 1— (D 0 s m co 0 0 V (D 0 c —D 3 z 0 0 0 w A-11 All Traffic Data Services Wheat Ridge,CO 80033 303-668-0220 File Name : #3 EFRONTAGE&MARANDPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 0 0 c Q 2 0 0 E FRONTAGE RD Out In Total 1 401 1 01 261 141 01 Rght Thru Left Other 1131 1 1531 1 ~ North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 r Left Thru Rght Other 1 01 751 11 01 1 761 Out In Total E FRONTAGE RD 1 261 1 102 0 m " 0 0 0 0 w 0 c > D 0 O d 0 A-12 E FRONTAGE RD Southbound MARAND RD Westbound E FRONTAGE RD Northbound MARAND RD Eastbound Start Time Rght Thru I Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left I Other Int. Total 04:00 PM 0 3 3 0 7 0 0 0 0 6 0 0 0 0 0 0 19 04:15 PM 0 7 2 0 5 0 0 0 0 8 0 0 0 0 0 0 22 04:30 PM 0 5 2 0 4 0 0 0 0 7 0 0 0 0 0 0 18 04:45 PM 0 3 2 0 4 0 0 0 0 12 0 0 0 0 0 0 21 Total 0 18 9 0 20 0 0 0 0 33 0 0 0 0 0 0 80 05:00 PM 0 3 2 0 9 0 0 0 0 9 0 0 0 0 0 0 23 05:15 PM 0 4 2 0 3 0 0 0 0 14 0 0 0 0 0 0 23 05:30 PM 0 1 0 0 3 0 0 0 0 8 0 0 0 0 0 0 12 05:45 PM 0 0 1 0 3 0 0 0 1 11 0 0 0 0 0 0 16 Total 0 8 5 0 18 0 0 0 1 42 0 0 0 0 0 0 74 Grand Total 0 26 14 0 38 0 0 0 1 75 0 0 0 0 0 0 154 Apprch % 0 65 35 0 100 0 0 0 1.3 98.7 0 0 0 0 0 0 Total % 0 16.9 9.1 0 24.7 0 0 0 0.6 48.7 0 0 0 0 0 0 0 0 c Q 2 0 0 E FRONTAGE RD Out In Total 1 401 1 01 261 141 01 Rght Thru Left Other 1131 1 1531 1 ~ North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 r Left Thru Rght Other 1 01 751 11 01 1 761 Out In Total E FRONTAGE RD 1 261 1 102 0 m " 0 0 0 0 w 0 c > D 0 O d 0 A-12 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #3 EFRONTAGE&MARANDPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM E FRONTAGE RD Southbound MARAND RD Westbound E FRONTAGE RD Northbound MARAND RD Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 0 5 2 0 7 4 0 0 0 4 0 7 0 0 7 0 0 0 0 0 18 04:45 PM 0 3 2 0 5 4 0 0 0 4 0 12 0 0 12 0 0 0 0 0 21 05:00 PM 0 3 2 0 5 9 0 0 0 9 0 9 0 0 9 0 0 0 0 0 23 05:15 PM 0 4 2 0 6 3 0 0 0 3 0 14 0 0 14 0 0 0 0 0 23 Total Volume 0 15 8 0 23 20 0 0 0 20 0 42 0 0 42 0 0 0 0 0 85 App. Total 0 65.2 34.8 0 100 0 0 0 0 100 0 0 0 0 0 0 PHF .000 .750 1.00 .000 .821 .556 .000 .000 .000 .556 .000 .750 .000 .000 .750 .000 .000 .000 .000 .000 .924 1- 0 0 cc 0 c z— Q 0 0 0 O 0 O 0 H� a s O E FRONTAGE RD Out In Total 1 231 01 151 81 01 Rght Thru Left Other rl I`,► 621 1 851 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 4 14 Left Thru Rght Other 01 421 01 01 1 421 Out In Total E FRONTAGE RD 151 1 571 1— (D O s m 0 0 O 0 0 N O 0 —D 3 z 0 0 0 w A-13 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 #4 EFRONTAGE&MARANDSOUTHAM 00000000 1/2/2013 1 ITS = H F 0 l) 0 c 0 z g0 co 0 M rn M N O r h t 0 E FRONTAGE RD Out In Total 1 311 1 1 191 71 51 0I Rght Thru Left Other 1 451 1 761 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other l 241 71 0I 01 1 31 Out In Total E FRONTAGE RD 1 341 1 651 T-cfl� 4—g c 0 s (D w 0 0 O N w J A-14 E FRONTAGE RD Southbound MARAND RD SOUTH Westbound E FRONTAGE RD Northbound MARAND RD SOUTH Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 3 2 0 0 0 4 0 0 0 0 6 0 1 3 1 0 20 07:15 AM 1 0 1 0 0 2 0 0 0 2 1 0 4 5 7 0 23 07:30 AM 2 1 3 0 0 3 0 0 0 1 3 0 2 3 0 0 18 07:45 AM 3 0 1 0 0 2 0 0 0 0 1 0 3 10 4 0 24 Total 9 3 5 0 0 11 0 0 0 3 11 0 10 21 12 0 85 08:00 AM 1 1 0 0 1 3 0 0 0 0 5 0 4 1 8 0 24 08:15 AM 0 1 0 0 1 3 0 0 0 1 1 0 4 3 9 0 23 08:30 AM 3 1 0 0 1 0 0 0 0 1 5 0 6 5 3 0 25 08:45 AM 6 1 0 0 0 3 0 0 0 2 2 0 3 9 3 0 29 Total 10 4 0 0 3 9 0 0 0 4 13 0 17 18 23 0 101 Grand Total 19 7 5 0 3 20 0 0 0 7 24 0 27 39 35 0 186 Apprch % 61.3 22.6 16.1 0 13 87 0 0 0 22.6 77.4 0 26.7 38.6 34.7 0 Total % 10.2 3.8 2.7 0 1.6 10.8 0 0 0 3.8 12.9 0 14.5 21 18.8 0 ITS = H F 0 l) 0 c 0 z g0 co 0 M rn M N O r h t 0 E FRONTAGE RD Out In Total 1 311 1 1 191 71 51 0I Rght Thru Left Other 1 451 1 761 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other l 241 71 0I 01 1 31 Out In Total E FRONTAGE RD 1 341 1 651 T-cfl� 4—g c 0 s (D w 0 0 O N w J A-14 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #4 EFRONTAGE&MARANDSOUTHAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Be ins at 08:00 AM Int. Total 08:00 AM E FRONTAGE RD Southbound MARAND RD SOUTH Westbound E FRONTAGE RD Northbound MARAND RD SOUTH Eastbound Start Time Rght Thru Left other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Tota Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Be ins at 08:00 AM Int. Total 08:00 AM 1 1 0 0 2 1 3 0 0 4 0 0 5 0 5 4 1 8 0 13 24 08:15 AM 0 1 0 0 1 1 3 0 0 4 0 1 1 0 2 4 3 9 0 16 23 08:30 AM 3 1 0 0 4 1 0 0 0 1 0 1 5 0 6 6 5 3 0 14 25 08:45 AM 6 1 0 0 7 0 3 0 0 3 0 2 2 0 4 3 9 3 0 15 29 Total volume 10 4 0 0 14 3 9 0 0 12 0 4 13 0 17 17 18 23 0 58 101 App. Total 71.4 28.6 0 0 25 75 0 0 0 23.5 76.5 0 29.3 31 39.7 0 PHF .417 1.00 .000 .000 .500 .750 .750 .000 .000 .750 .000 .500 .650 .000 .708 .708 .500 .639 .000 .906 .871 2 F 5 0 rn c 0 CC Z 2O 0 O) op M N op 1- 0 H� O E FRONTAGE RD Out In Total 1 14I 1 101 41 01 0I Rght Thru Left Other rl I`,► 301 44 Peak Hour Data North Peak Hour Begins at 08:00 AM Class 1 4 14 Left Thru Rght Other I 13I 4I 01 01 1 17I Out In Total E FRONTAGE RD 1 211 1 381 1— N 0 s m CO 0 0 N 0 A-15 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 #4 EFRONTAGE&MARANDSOUTHPM 00000000 1/2/2013 1 cn m 0 n rn u, E FRONTAGE RD Out In Total 851 1 251 1 1 1101 l 1161 41 51 01 Rght Thru Left Other T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 1 151 61 31 01 1 241 Out In Total E FRONTAGE RD 1 91 1 331 T-cn 0 s m N 0 V w w 0 A-16 E FRONTAGE RD Southbound MARAND RD SOUTH Westbound E FRONTAGE RD Northbound MARAND RD SOUTH Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 2 0 1 0 0 5 0 0 2 0 2 0 1 1 5 0 19 04:15 PM 2 2 1 0 1 7 0 0 0 1 0 0 0 2 4 0 20 04:30 PM 2 0 1 0 0 5 0 0 0 2 0 0 0 2 12 0 24 04:45 PM 2 1 1 0 0 6 0 0 1 1 9 0 3 3 8 0 35 Total 8 3 4 0 1 23 0 0 3 4 11 0 4 8 29 0 98 05:00 PM 4 1 0 0 0 2 0 0 0 2 1 0 0 2 12 0 24 05:15 PM 3 0 1 0 0 2 0 0 0 0 2 0 0 2 15 0 25 05:30 PM 1 0 0 0 0 2 0 0 0 0 0 0 0 3 9 0 15 05:45 PM 0 0 0 0 1 2 0 0 0 0 1 0 1 4 12 0 21 Total 8 1 1 0 1 8 0 0 0 2 4 0 1 11 48 0 85 Grand Total 16 4 5 0 2 31 0 0 3 6 15 0 5 19 77 0 183 Apprch % 64 16 20 0 6.1 93.9 0 0 12.5 25 62.5 0 5 18.8 76.2 0 Total % 8.7 2.2 2.7 0 1.1 16.9 0 0 1.6 3.3 8.2 0 2.7 10.4 42.1 0 cn m 0 n rn u, E FRONTAGE RD Out In Total 851 1 251 1 1 1101 l 1161 41 51 01 Rght Thru Left Other T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 1 151 61 31 01 1 241 Out In Total E FRONTAGE RD 1 91 1 331 T-cn 0 s m N 0 V w w 0 A-16 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #4 EFRONTAGE&MARANDSOUTHPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM E FRONTAGE RD Southbound MARAND RD SOUTH Westbound E FRONTAGE RD Northbound MARAND RD SOUTH Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Tota Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 2 0 1 0 3 0 5 0 0 5 0 2 0 0 2 0 2 12 0 14 24 04:45 PM 2 1 1 0 4 0 6 0 0 6 1 1 9 0 11 3 3 8 0 14 35 05:00 PM 4 1 0 0 5 0 2 0 0 2 0 2 1 0 3 0 2 12 0 14 24 05:15 PM 3 0 1 0 4 0 2 0 0 2 0 0 2 0 2 0 2 15 0 17 25 Total volume 11 2 3 0 16 0 15 0 0 15 1 5 12 0 18 3 9 47 0 59 108 App. Total 68.8 12.5 18.8 0 0 100 0 0 5.6 27.8 66.7 0 5.1 15.3 79.7 0 PHF .688 .500 .750 .000 .800 .000 .625 .000 .000 .625 .250 .625 .333 .000 .409 .250 .750 .783 .000 .868 .771 c loc<O 0) rn (r) 0 H� O E FRONTAGE RD Out In Total 1 16I 1 1 111 21 31 0l Rght Thru Left Other rl I`,► 521 1 68 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 41 Left Thru Rght Other I 121 51 1I of 5� I 18] Out In Total E FRONTAGE RD 1 231 Li? (D 0 s m O to O 0 A-17 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #5 SH82&MARANDNORTHAMA Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 0 D = Q cc0 M O 0 CO O z H Out 9261 SH 82 In 17731 1 I 101 17631 01 01 Rght Thru LeftOther Total 26991 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 Left Thru Rght Other I 01 9261 01 01 1 9261 In SH 82 I 17661 Out 26921 Total O 2 0 O 0 O O 0 0 D SZ A-18 SH 82 Southbound MARAND RD Westbound SH 82 Northbound MARAND RD Eastbound Start Time Int. Total 07:00 AM 0 181 0 0 0 0 0 0 0 65 0 0 0 0 0 0 246 07:15 AM 0 246 0 0 0 0 0 0 0 98 0 0 0 0 0 0 344 07:30 AM 0 238 0 0 0 0 0 0 0 120 0 0 0 0 0 0 358 07:45 AM 0 226 0 0 0 0 0 0 0 151 0 0 0 0 0 0 377 Total 0 891 0 0 0 0 0 0 0 434 0 0 0 0 0 0 1325 08:00 AM 0 248 0 0 0 0 0 0 0 99 0 0 0 0 0 0 347 08:15 AM 3 201 0 0 0 0 0 0 0 131 0 0 1 0 0 0 336 08:30 AM 3 238 0 0 0 0 0 0 0 122 0 0 1 0 0 0 364 08:45 AM 4 185 0 0 0 0 0 0 0 140 0 0 1 0 0 0 330 Total 10 872 0 0 0 0 0 0 0 492 0 0 3 0 0 0 1377 Grand Total 10 1763 0 0 0 0 0 0 0 926 0 0 3 0 0 0 2702 Apprch % 0.6 99.4 0 0 0 0 0 0 0 100 0 0 100 0 0 0 Total % 0.4 65.2 0 0 0 0 0 0 0 34.3 0 0 0.1 0 0 0 0 D = Q cc0 M O 0 CO O z H Out 9261 SH 82 In 17731 1 I 101 17631 01 01 Rght Thru LeftOther Total 26991 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 Left Thru Rght Other I 01 9261 01 01 1 9261 In SH 82 I 17661 Out 26921 Total O 2 0 O 0 O O 0 0 D SZ A-18 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #5 SH82&MARANDNORTHAMA Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM Int. Total 07:15 AM SH 82 Southbound MARAND RD Westbound SH 82 Northbound MARAND RD Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Tow Rght Thru Left Other App. mu Rght Thru Left Other App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM Int. Total 07:15 AM 0 246 0 0 246 0 0 0 0 0 0 98 0 0 98 0 0 0 0 0 344 07:30 AM 0 238 0 0 238 0 0 0 0 0 0 120 0 0 120 0 0 0 0 0 358 07:45 AM 0 226 0 0 226 0 0 0 0 0 0 151 0 0 151 0 0 0 0 0 377 08:00 AM 0 248 0 0 248 0 0 0 0 0 0 99 0 0 99 0 0 0 0 0 347 Total Volume 0 958 0 0 958 0 0 0 0 0 0 468 0 0 468 0 0 0 0 0 1426 App. Total 0 100 0 0 0 0 0 0 0 100 0 0 0 0 0 0 P H F .000 .966 .000 .000 .966 .000 .000 .000 .000 .000 .000 .775 .000 .000 .775 .000 .000 .000 .000 .000 .946 Et Q Q 2 0 0 0 0 0 0 0 Out 4681 SH 82 In 9581 1 Total 1 14261 1 01 9581 01 01 Rght Thru Left Other Peak Hour Data North Peak Hour Begins at 07:15 AM Class 1 Left Thru Rght Other 01 4681 01 01 1 1 4681 In SH 82 9581 Out 14261 Total 11—= c 0 0 0 0 0 0 0 0 0 D 3Z 0 0 v w A-19 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #5 SH82&MARANDNORTHPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 H 0 cr 0 0 O 0 0 mJ r cce—; m L O SH 82 Out In Total 1 14211 1 1 231 13981 01 01 Rght Thru Left Other 1 22341 1 36551 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 Left Thru Rght Other 01 22341 01 01 1 22341 Out In Total SH 82 1 14381 1 36721 C 0 m 0 O 0 O O O A-20 SH 82 Southbound MARAND RD Westbound SH 82 Northbound MARAND RD Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 2 172 0 0 0 0 0 0 0 262 0 0 3 0 0 0 439 04:15 PM 7 161 0 0 0 0 0 0 0 286 0 0 3 0 0 0 457 04:30 PM 5 212 0 0 0 0 0 0 0 296 0 0 9 0 0 0 522 04:45 PM 2 178 0 0 0 0 0 0 0 270 0 0 7 0 0 0 457 Total 16 723 0 0 0 0 0 0 0 1114 0 0 22 0 0 0 1875 05:00 PM 3 173 0 0 0 0 0 0 0 271 0 0 6 0 0 1 454 05:15 PM 2 175 0 0 0 0 0 0 0 336 0 0 5 0 0 0 518 05:30 PM 2 171 0 0 0 0 0 0 0 270 0 0 3 0 0 0 446 05:45 PM 0 156 0 0 0 0 0 0 0 243 0 0 4 0 0 0 403 Total 7 675 0 0 0 0 0 0 0 1120 0 0 18 0 0 1 1821 Grand Total 23 1398 0 0 0 0 0 0 0 2234 0 0 40 0 0 1 3696 Apprch % 1.6 98.4 0 0 0 0 0 0 0 100 0 0 97.6 0 0 2.4 Total % 0.6 37.8 0 0 0 0 0 0 0 60.4 0 0 1.1 0 0 0 H 0 cr 0 0 O 0 0 mJ r cce—; m L O SH 82 Out In Total 1 14211 1 1 231 13981 01 01 Rght Thru Left Other 1 22341 1 36551 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 Left Thru Rght Other 01 22341 01 01 1 22341 Out In Total SH 82 1 14381 1 36721 C 0 m 0 O 0 O O O A-20 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #5 SH82&MARANDNORTHPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM SH 82 Southbound MARAND RD Westbound SH 82 Northbound MARAND RD Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App.Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 5 212 0 0 217 0 0 0 0 0 0 296 0 0 296 9 0 0 0 9 522 04:45 PM 2 178 0 0 180 0 0 0 0 0 0 270 0 0 270 7 0 0 0 7 457 05:00 PM 3 173 0 0 176 0 0 0 0 0 0 271 0 0 271 6 0 0 1 7 454 05:15 PM 2 175 0 0 177 0 0 0 0 0 0 336 0 0 336 5 0 0 0 5 518 Total volume 12 738 0 0 750 0 0 0 0 0 0 1173 0 0 1173 27 0 0 1 28 1951 App. Total 1.6 98.4 0 0 0 0 0 0 0 100 0 0 96.4 0 0 3.6 PHF .600 .870 .000 .000 .864 .000 .000 .000 .000 .000 .000 .873 .000 .000 .873 .750 .000 .000 .250 .778 .934 0 F 0 cc 0 c z— Q 0 0 N 0 0 1- N H� L h m s 0 SH 82 Out In Total 1 7501 1 121 7381 01 01 Rght Thru Left Other 1--1' 1 11731 1 19231 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 4 14 Left Thru Rght Other 01 11731 01 01 1 11731 Out In Total SH 82 1 7651 1 19381 1— N 0 m 0 0 0 0 0 0 0 0 = —D 3 z 0 0 0 w A-21 All Traffic Data Services Wheat Ridge,CO 80033 303-668-0220 File Name : #6 SH82&MARANDAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 w_ U < S 0 cc0 0 = z cc 0 0 SH 82 Out In 9121 1 17831 1 1 1 01 17351 481 01 Rght Thru Left Other Total 1 26951 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 47 r Left Thru Rght Other 1 01 9021 551 01 1 9571 In SH 82 1 17911 Out 1 2748 Total 0 2 0 0 A o co A-22 SH 82 Southbound MARAND RD (SOUTH) & ACCESS Westbound SH 82 Northbound MARAND RD (SOUTH) & ACCESS Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru I Left Other Rght Thru Left I Other Int. Total 07:00 AM 0 185 4 0 1 0 13 0 1 62 0 0 0 0 0 0 266 07:15 AM 0 247 9 0 2 0 2 0 7 99 0 0 0 0 0 0 366 07:30 AM 0 248 4 0 0 0 8 0 1 129 0 0 0 0 0 0 390 07:45 AM 0 208 10 0 0 0 6 0 7 138 0 0 0 0 0 0 369 Total 0 888 27 0 3 0 29 0 16 428 0 0 0 0 0 0 1391 08:00 AM 0 243 3 0 1 0 7 0 10 100 0 0 0 0 0 0 364 08:15 AM 0 209 5 0 1 0 4 0 11 125 0 0 0 0 0 0 355 08:30 AM 0 215 5 0 0 0 8 0 9 120 0 0 0 0 0 0 357 08:45 AM 0 180 8 0 5 0 8 0 9 129 0 0 0 0 0 0 339 Total 0 847 21 0 7 0 27 0 39 474 0 0 0 0 0 0 1415 Grand Total 0 1735 48 0 10 0 56 0 55 902 0 0 0 0 0 0 2806 Apprch % 0 97.3 2.7 0 15.2 0 84.8 0 5.7 94.3 0 0 0 0 0 0 Total % 0 61.8 1.7 0 0.4 0 2 0 2 32.1 0 0 0 0 0 0 w_ U < S 0 cc0 0 = z cc 0 0 SH 82 Out In 9121 1 17831 1 1 1 01 17351 481 01 Rght Thru Left Other Total 1 26951 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 47 r Left Thru Rght Other 1 01 9021 551 01 1 9571 In SH 82 1 17911 Out 1 2748 Total 0 2 0 0 A o co A-22 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No : #6 SH82&MARANDAM :00000000 : 1/2/2013 :2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM Int. Total 07:15 AM SH 82 Southbound MARAND RD (SOUTH) & ACCESS Westbound SH 82 Northbound MARAND RD (SOUTH) & ACCESS Eastbound Start Time Rght Thru Left other App. Total Rght Thru Left other App. Total Rght Thru Left Other App. Total Rght Thru Left other App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM Int. Total 07:15 AM 0 247 9 0 256 2 0 2 0 4 7 99 0 0 106 0 0 0 0 0 366 07:30 AM 0 248 4 0 252 0 0 8 0 8 1 129 0 0 130 0 0 0 0 0 390 07:45 AM 0 208 10 0 218 0 0 6 0 6 7 138 0 0 145 0 0 0 0 0 369 08:00 AM 0 243 3 0 246 1 0 7 0 8 10 100 0 0 110 0 0 0 0 0 364 Total volume 0 946 26 0 972 3 0 23 0 26 25 466 0 0 491 0 0 0 0 0 1489 %.App. Total 0 97.3 2.7 0 11.5 0 88.5 0 5.1 94.9 0 0 0 0 0 0 P H F .000 .954 .650 .000 .949 .375 .000 .719 .000 .813 .625 .844 .000 .000 .847 .000 .000 .000 .000 .000 .954 SH 82 Out In Total 4691 1 9721 1 l 261 01 Rght Thru Left Other 1J1 1 1 01 9461 1 1441] Peak Hour Data North Peak Hour Begins at 07:15 AM Class 1 4 14 Left Thru Rght Other I 01 4661 251 01 1 491] Out In Total SH 82 1 9691 1 14601 ~c r O 0 w 0 rn m OD z ▪ 0 DJ 11)0 5O c 1 2 ▪ sas o > act m rn C/) A-23 All Traffic Data Services Wheat Ridge,CO 80033 303-668-0220 File Name : #6 SH82&MARANDPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 (1) w_ U 5 <0 S 0 cC0 0 = Z CC 0 0 Out 1 22271 SH 82 In 1 13951 1 1 1 01 13761 191 01 Rght Thru Left Other Total 1 36221 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 47 r Left Thru Rght Other 1 01 21921 831 01 1 22751 In SH 82 1 14031 Out 1 36781 Total L-cQ N 0 0 ro N D 1 OA N Z v 0 0 0, F 0 1 2 o > E 8 m 0, 0, A-24 SH 82 Southbound MARAND RD (SOUTH) & ACCESS Westbound SH 82 Northbound MARAND RD (SOUTH) & ACCESS Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru I Left Other Rght Thru Left I Other Int. Total 04:00 PM 0 162 2 0 4 0 6 0 7 270 0 0 0 0 0 0 451 04:15 PM 0 168 0 0 6 0 3 0 5 259 0 0 0 0 0 0 441 04:30 PM 0 199 0 0 4 0 3 0 14 271 0 0 0 0 0 0 491 04:45 PM 0 178 5 0 13 0 4 0 9 296 0 0 0 0 0 0 505 Total 0 707 7 0 27 0 16 0 35 1096 0 0 0 0 0 0 1888 05:00 PM 0 180 6 0 3 0 5 0 8 278 0 0 0 0 0 0 480 05:15 PM 0 189 1 0 3 0 5 0 16 319 0 0 0 0 0 0 533 05:30 PM 0 160 1 0 1 0 1 0 11 258 0 0 0 0 0 0 432 05:45 PM 0 140 4 0 1 0 0 0 13 241 0 0 0 0 0 0 399 Total 0 669 12 0 8 0 11 0 48 1096 0 0 0 0 0 0 1844 Grand Total 0 1376 19 0 35 0 27 0 83 2192 0 0 0 0 0 0 3732 Apprch % 0 98.6 1.4 0 56.5 0 43.5 0 3.6 96.4 0 0 0 0 0 0 Total % 0 36.9 0.5 0 0.9 0 0.7 0 2.2 58.7 0 0 0 0 0 0 (1) w_ U 5 <0 S 0 cC0 0 = Z CC 0 0 Out 1 22271 SH 82 In 1 13951 1 1 1 01 13761 191 01 Rght Thru Left Other Total 1 36221 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 47 r Left Thru Rght Other 1 01 21921 831 01 1 22751 In SH 82 1 14031 Out 1 36781 Total L-cQ N 0 0 ro N D 1 OA N Z v 0 0 0, F 0 1 2 o > E 8 m 0, 0, A-24 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No : #6 SH82&MARANDPM :00000000 : 1/2/2013 :2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM SH 82 Southbound MARAND RD (SOUTH) & ACCESS Westbound SH 82 Northbound MARAND RD (SOUTH) & ACCESS Eastbound Start Time Rght Thru Left other App. Total Rght Thru Left other App. Total Rght Thru Left Other App. Total Rght Thru Left other App. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 0 199 0 0 199 4 0 3 0 7 14 271 0 0 285 0 0 0 0 0 491 04:45 PM 0 178 5 0 183 13 0 4 0 17 9 296 0 0 305 0 0 0 0 0 505 05:00 PM 0 180 6 0 186 3 0 5 0 8 8 278 0 0 286 0 0 0 0 0 480 05:15 PM 0 189 1 0 190 3 0 5 0 8 16 319 0 0 335 0 0 0 0 0 533 Total Volume 0 746 12 0 758 23 0 17 0 40 47 1164 0 0 1211 0 0 0 0 0 2009 %.App. Total 0 98.4 1.6 0 57.5 0 42.5 0 3.9 96.1 0 0 0 0 0 0 P H F .000 .937 .500 .000 .952 .442 .000 .850 .000 .588 .734 .912 .000 .000 .904 .000 .000 .000 .000 .000 .942 SH 82 Out In Total 1 7581 1 1 01 7461 121 01 Rght Thru Left Other 1J1 1 1 1187f 1 19451 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 4 14 Left Thru Rght Other I 01 11641 471 01 1 12111 Out In Total SH 82 1 7631 1 19741 a 0 N.) O m 0 A-25 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 : #7 SH82&ACCESSAM :00000000 : 1/2/2013 :1 0 O 0 0 0 0 mJ SH 82 Out In Total 1 01 7I 1 1 01 01 01 01 Rght Thru Left Other 1 71 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other 1 01 01 51 01 1 51 51 Out In Total SH 82 1 01 c 0 s (D O 0 O 01 A-26 SH 82 Southbound ACCESS POINT Westbound SH 82 Northbound ACCESS POINT Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 07:15 AM 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2 07:30 AM 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 2 07:45 AM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 Total 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 0 6 08:00 AM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 08:15 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 08:30 AM 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 2 08:45 AM 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2 Total 0 0 0 0 4 0 0 0 2 0 0 0 0 0 0 0 6 Grand Total 0 0 0 0 7 0 0 0 5 0 0 0 0 0 0 0 12 Apprch % 0 0 0 0 100 0 0 0 100 0 0 0 0 0 0 0 Total % 0 0 0 0 58.3 0 0 0 41.7 0 0 0 0 0 0 0 0 O 0 0 0 0 mJ SH 82 Out In Total 1 01 7I 1 1 01 01 01 01 Rght Thru Left Other 1 71 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other 1 01 01 51 01 1 51 51 Out In Total SH 82 1 01 c 0 s (D O 0 O 01 A-26 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No SH 82 Southbound ACCESS POINT Westbound SH 82 Northbound : #7 SH82&ACCESSAM :00000000 : 1/2/2013 :2 ACCESS POINT Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1 07:15 AM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 07:30 AM 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 2 07:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1 Total volume 0 0 0 0 0 3 0 0 0 3 3 0 0 0 3 0 0 0 0 0 6 App. Total 0 0 0 0 100 0 0 0 100 0 0 0 0 0 0 0 P H F .000 .000 .000 .000 .000 .375 .000 .000 .000 .375 .750 .000 .000 .000 .750 .000 .000 .000 .000 .000 .750 0 O o w a 45 U 0 0 0 0 0 Out 1 31 SH 82 In Total 1 o 3I 1 1 I 01 01 of of Rght Thru Left Other Peak Hour Data 1 North Peak Hour Begins at 07:00 AM Class 1 47 r* Left Thru Rght Other i 01 01 31 01 1 31 � 3I In Total SH 82 1 01 Out 0 0 0 w m A-27 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 : #7 SH82&ACCESSPM :00000000 : 1/2/2013 :1 O a0 w U 0 0 0 0 0 0 0 mJ SH 82 Out In Total 1 01 1 01 01 01 0I Rght Thru Left Other 1 241 1 241 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 01 11 61 01 1 71 Out In Total SH 82 1 01 1 7 c 0 s m 0 0 0 w A-28 SH 82 Southbound ACCESS POINT Westbound SH 82 Northbound ACCESS POINT Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 0 0 0 0 2 0 0 0 1 1 0 0 0 0 0 0 4 04:15 PM 0 0 0 0 2 0 0 0 1 0 0 0 0 0 0 0 3 04:30 PM 0 0 0 0 6 0 0 0 2 0 0 0 0 0 0 0 8 04:45 PM 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2 Total 0 0 0 0 12 0 0 0 4 1 0 0 0 0 0 0 17 05:00 PM 0 0 0 0 6 0 0 0 1 0 0 0 0 0 0 0 7 05:15 PM 0 0 0 0 2 0 0 0 1 0 0 0 0 0 0 0 3 05:30 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 05:45 PM 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2 Total 0 0 0 0 11 0 0 0 2 0 0 0 0 0 0 0 13 Grand Total 0 0 0 0 23 0 0 0 6 1 0 0 0 0 0 0 30 Apprch % 0 0 0 0 100 0 0 0 85.7 14.3 0 0 0 0 0 0 Total % 0 0 0 0 76.7 0 0 0 20 3.3 0 0 0 0 0 0 O a0 w U 0 0 0 0 0 0 0 mJ SH 82 Out In Total 1 01 1 01 01 01 0I Rght Thru Left Other 1 241 1 241 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 01 11 61 01 1 71 Out In Total SH 82 1 01 1 7 c 0 s m 0 0 0 w A-28 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No SH 82 Southbound ACCESS POINT Westbound SH 82 Northbound : #7 SH82&ACCESSPM :00000000 : 1/2/2013 :2 ACCESS POINT Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:15 PM 04:15 PM 0 0 0 0 0 2 0 0 0 2 1 0 0 0 1 0 0 0 0 0 3 04:30 PM 0 0 0 0 0 6 0 0 0 6 2 0 0 0 2 0 0 0 0 0 8 04:45 PM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 05:00 PM 0 0 0 0 0 6 0 0 0 6 1 0 0 0 1 0 0 0 0 0 7 Total volume 0 0 0 0 0 16 0 0 0 16 4 0 0 0 4 0 0 0 0 0 20 App. Total 0 0 0 0 100 0 0 0 100 0 0 0 0 0 0 0 P H F .000 .000 .000 .000 .000 .667 .000 .000 .000 .667 .500 .000 .000 .000 .500 .000 .000 .000 .000 .000 .625 0 O o W 0 0 0 0 0 0 Out 1 161 SH 82 In Total 1 0 1 1 I 01 01 01 01 Rght Thru Left Other 1--1' 1 1 16 Peak Hour Data 1 North Peak Hour Begins at 04:15 PM Class 1 47 r* Left Thru Rght Other I 01 01 41 01 1 41 In Total SH 82 1 01 Out 4 0 0 0 A o) 0 A-29 All Traffic Data Services Wheat Ridge,CO 80033 303-668-0220 File Name : #8 SH82&SPRINGVALLEYAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 W W CC To U 3 LU J ~ U � W J J >O C7 z W 0 O O CC + SH 82 Out In 9471 1 17741 1 1 1 01 16861 881 01 Rght Thru Left Other Total 1 2721 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 47 r Left Thru Rght Other 1 01 9011 501 01 1 9511 In SH 82 1 17711 Out 1 2722 Total Lq- 1—a 0 2 0 0 con N co W CO A-30 SouthboundSH 82 SPRING VALLEY - CATTLE CREEK Westbound H 82 Norsthbound SPRING VALLEY - CATTLE CREEK Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru I Left Other Rght Thru Left I Other Int. Total 07:00 AM 0 184 11 0 4 0 8 0 3 60 0 0 0 0 0 0 270 07:15 AM 0 215 10 0 3 0 14 0 5 97 0 0 0 0 0 0 344 07:30 AM 0 231 16 0 3 0 10 0 2 128 0 0 0 0 0 0 390 07:45 AM 0 226 16 0 5 0 10 0 7 135 0 0 0 0 0 0 399 Total 0 856 53 0 15 0 42 0 17 420 0 0 0 0 0 0 1403 08:00 AM 0 227 9 0 7 0 12 0 9 101 0 0 0 0 0 0 365 08:15 AM 0 198 11 0 15 0 10 2 8 121 0 0 0 0 0 0 365 08:30 AM 0 222 7 0 6 0 10 0 7 123 0 0 0 0 0 0 375 08:45 AM 0 183 8 0 3 0 11 0 9 136 0 0 0 0 0 0 350 Total 0 830 35 0 31 0 43 2 33 481 0 0 0 0 0 0 1455 Grand Total 0 1686 88 0 46 0 85 2 50 901 0 0 0 0 0 0 2858 Apprch % 0 95 5 0 34.6 0 63.9 1.5 5.3 94.7 0 0 0 0 0 0 Total % 0 59 3.1 0 1.6 0 3 0.1 1.7 31.5 0 0 0 0 0 0 W W CC To U 3 LU J ~ U � W J J >O C7 z W 0 O O CC + SH 82 Out In 9471 1 17741 1 1 1 01 16861 881 01 Rght Thru Left Other Total 1 2721 North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 47 r Left Thru Rght Other 1 01 9011 501 01 1 9511 In SH 82 1 17711 Out 1 2722 Total Lq- 1—a 0 2 0 0 con N co W CO A-30 SH 82 Southbound All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 SPRING VALLEY - CATTLE CREEK Westbound File Name : #8 SH82&SPRINGVALLEYAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 SH 82 Northbound SPRING VALLEY - CATTLE CREEK Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 0 231 16 0 247 3 0 10 0 13 2 128 0 0 130 0 0 0 0 0 390 07:45 AM 0 226 16 0 242 5 0 10 0 15 7 135 0 0 142 0 0 0 0 0 399 08:00 AM 0 227 9 0 236 7 0 12 0 19 9 101 0 0 110 0 0 0 0 0 365 08:15 AM 0 198 11 0 209 15 0 10 2 27 8 121 0 0 129 0 0 0 0 0 365 Total Volume 0 882 52 0 934 30 0 42 2 74 26 485 0 0 511 0 0 0 0 0 1519 %.App. Total 0 94.4 5.6 0 40.5 0 56.8 2.7 5.1 94.9 0 0 0 0 0 0 P H F .000 .955 .813 .000 .945 .500 .000 .875 .250 .685 .722 .898 .000 .000 .900 .000 .000 .000 .000 .000 .952 0 0 0 0 d_1" Out 515] SH 82 In Total 1 9341 1 1 01 8821 521 0I Rght Thru Left Other 1J1 1 1 14491 Peak Hour Data North Peak Hour Begins at 07:30 AM Class 1 47 T 14 Left Thru Rght Other I 01 4851 261 01 1 5111 Out In Total SH 82 1 9241 1 14351 o 01 N A-31 All Traffic Data Services Wheat Ridge,CO 80033 303-668-0220 File Name : #8 SH82&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 W W CC To U 3 LU J ~ U W J J >O C7 Z Ec a 0 O O CC + SH 82 Out In 1 22391 1 13961 1 01 13141 821 0I Rght Thru Left Other I Total 1 36351 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 47 r Left Thru Rght Other 01 21431 741 01 1 22171 In SH 82 1 13631 Out 1 3580 Total 4—c 0 CO O co O 0) U0i CO O A-32 SouthboundSH 82 SPRING VALLEY - CATTLE CREEK Westbound H 82 Norsthbound SPRING VALLEY - CATTLE CREEK Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru I Left Other Rght Thru Left I Other Int. Total 04:00 PM 0 165 8 0 11 0 5 0 7 260 0 0 0 0 0 0 456 04:15 PM 0 162 10 0 17 0 2 0 7 241 0 0 0 0 0 0 439 04:30 PM 0 176 11 0 15 0 12 0 11 264 0 0 0 0 0 0 489 04:45 PM 0 165 18 0 13 0 7 0 11 280 0 0 0 0 0 0 494 Total 0 668 47 0 56 0 26 0 36 1045 0 0 0 0 0 0 1878 05:00 PM 0 172 11 0 9 0 6 0 10 279 0 0 0 0 0 0 487 05:15 PM 0 175 8 0 12 0 7 0 9 336 0 0 0 0 0 0 547 05:30 PM 0 165 9 0 8 0 6 0 10 254 0 0 0 0 0 0 452 05:45 PM 0 134 7 0 11 0 4 0 9 229 0 0 0 0 0 0 394 Total 0 646 35 0 40 0 23 0 38 1098 0 0 0 0 0 0 1880 Grand Total 0 1314 82 0 96 0 49 0 74 2143 0 0 0 0 0 0 3758 Apprch % 0 94.1 5.9 0 66.2 0 33.8 0 3.3 96.7 0 0 0 0 0 0 Total % 0 35 2.2 0 2.6 0 1.3 0 2 57 0 0 0 0 0 0 W W CC To U 3 LU J ~ U W J J >O C7 Z Ec a 0 O O CC + SH 82 Out In 1 22391 1 13961 1 01 13141 821 0I Rght Thru Left Other I Total 1 36351 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 47 r Left Thru Rght Other 01 21431 741 01 1 22171 In SH 82 1 13631 Out 1 3580 Total 4—c 0 CO O co O 0) U0i CO O A-32 SH 82 Southbound All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 SPRING VALLEY - CATTLE CREEK Westbound File Name : #8 SH82&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 SH 82 Northbound SPRING VALLEY - CATTLE CREEK Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 176 11 0 187 15 0 12 0 27 11 264 0 0 275 0 0 0 0 0 489 04:45 PM 0 165 18 0 183 13 0 7 0 20 11 280 0 0 291 0 0 0 0 0 494 05:00 PM 0 172 11 0 183 9 0 6 0 15 10 279 0 0 289 0 0 0 0 0 487 05:15 PM 0 175 8 0 183 12 0 7 0 19 9 336 0 0 345 0 0 0 0 0 547 Total Volume 0 688 48 0 736 49 0 32 0 81 41 1159 0 0 1200 0 0 0 0 0 2017 %.App. Total 0 93.5 6.5 0 60.5 0 39.5 0 3.4 96.6 0 0 0 0 0 0 P H F .000 .977 .667 .000 .984 .817 .000 .667 .000 .750 .932 .862 .000 .000 .870 .000 .000 .000 .000 .000 .922 W W cc Tu U , U 0 0 0 0 ;v_1" Out 1 12081 SH 82 In Total 1 7361 1 l 01 6881 481 01 Rght Thru Left Other 1J1 1 1 19441 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 47 T 14 Left Thru Rght Other 1 01 11591 411 01 1 12001 Out In Total SH 82 1 7201 1 19201 m 0 0 0 A-33 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #9 SPRINGVALLEY&CR110AM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 rn N O C U O 0 n 0 mJ SPRING VALLEY CATTLE Out In Total 1 01 of l 01 01 01 0I Rght Thru Left Other 1 01 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 Left Thru Rght Other l 761 01 71 01 1 83 Out In Total SPRING VALLEY CATTLE 1 791 1 1621 O 01 01 0 V 0 O C n _z 0 A-34 SPRING VALLEY CATTLE Southbound CR 110 Westbound SPRING VALLEY CATTLE Northbound CR 110 Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 0 0 0 0 0 8 0 0 2 0 6 0 7 7 0 0 30 07:15 AM 0 0 0 0 0 9 0 0 1 0 7 0 5 13 0 0 35 07:30 AM 0 0 0 0 0 8 1 0 0 0 6 0 10 9 0 0 34 07:45 AM 0 0 0 0 0 5 0 0 2 0 13 0 11 9 0 0 40 Total 0 0 0 0 0 30 1 0 5 0 32 0 33 38 0 0 139 08:00 AM 0 0 0 0 0 5 0 0 1 0 12 0 11 7 0 0 36 08:15 AM 0 0 0 0 0 7 2 0 1 0 14 0 12 6 0 0 42 08:30 AM 0 0 0 0 0 6 0 0 0 0 9 0 7 6 0 0 28 08:45 AM 0 0 0 0 0 7 2 0 0 0 9 0 11 7 0 0 36 Total 0 0 0 0 0 25 4 0 2 0 44 0 41 26 0 0 142 Grand Total 0 0 0 0 0 55 5 0 7 0 76 0 74 64 0 0 281 Apprch % 0 0 0 0 0 91.7 8.3 0 8.4 0 91.6 0 53.6 46.4 0 0 Total % 0 0 0 0 0 19.6 1.8 0 2.5 0 27 0 26.3 22.8 0 0 rn N O C U O 0 n 0 mJ SPRING VALLEY CATTLE Out In Total 1 01 of l 01 01 01 0I Rght Thru Left Other 1 01 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 Left Thru Rght Other l 761 01 71 01 1 83 Out In Total SPRING VALLEY CATTLE 1 791 1 1621 O 01 01 0 V 0 O C n _z 0 A-34 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #9 SPRINGVALLEY&CR110AM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM SPRING VALLEY CATTLE Southbound CR 110 Westbound SPRING VALLEY CATTLE Northbound CR 110 Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App.Total Rght Thru Left Other App.rotal Rght Thru Left Other App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM 0 0 0 0 0 0 8 1 0 9 0 0 6 0 6 10 9 0 0 19 34 07:45 AM 0 0 0 0 0 0 5 0 0 5 2 0 13 0 15 11 9 0 0 20 40 08:00 AM 0 0 0 0 0 0 5 0 0 5 1 0 12 0 13 11 7 0 0 18 36 08:15 AM 0 0 0 0 0 0 7 2 0 9 1 0 14 0 15 12 6 0 0 18 42 Total Volume 0 0 0 0 0 0 25 3 0 28 4 0 45 0 49 44 31 0 0 75 152 App. Total 0 0 0 0 0 89.3 10.7 0 8.2 0 91.8 0 58.7 41.3 0 0 PHF .000 .000 .000 .000 .000 .000 .781 .375 .000 .778 .500 .000 .804 .000 .817 .917 .861 .000 .000 .938 .905 0) 1- 0E cc 0 0 n 0 co 0 SPRING VALLEY CATTLE Out In Total 11 01 o1 1 1 01 01 01 0I Rght Thru Left Other rl I`,► of Peak Hour Data North Peak Hour Begins at 07:30 AM Class 1 4 14 Left Thru Rght Other 1 451 01 41 01 1 491 Out In Total SPRING VALLEY CATTLE 1 471 1 961 0 01 w 0 0 w 0 0 _ 31 3 O 0 w A-35 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #9 SPRINGVALLEY&CR110PM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 N H O C U O m u, 0 u, 0 mJ SPRING VALLEY CATTLE Out In Total 1 01 of 1 1 01 01 01 0I Rght Thru Left Other 1 01 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 Left Thru Rght Other 1011 01 5I 01 1 106 Out In Total SPRING VALLEY CATTLE 1 1031 1 209 L-cn 0 s m 0 N 0 0 m m O c n 51° 0 0 A-36 SPRING VALLEY CATTLE Southbound CR 110 Westbound SPRING VALLEY CATTLE Northbound CR 110 Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 0 0 0 0 0 4 1 0 2 0 14 0 11 7 0 0 39 04:15 PM 0 0 0 0 0 4 0 0 1 0 17 0 13 3 0 0 38 04:30 PM 0 0 0 0 0 8 0 0 0 0 18 0 12 8 0 0 46 04:45 PM 0 0 0 0 0 7 0 0 1 0 12 0 20 9 0 0 49 Total 0 0 0 0 0 23 1 0 4 0 61 0 56 27 0 0 172 05:00 PM 0 0 0 0 0 5 1 0 0 0 11 0 13 7 0 0 37 05:15 PM 0 0 0 0 0 11 0 0 1 0 10 0 9 10 0 0 41 05:30 PM 0 0 0 0 0 4 0 0 0 0 10 0 12 6 0 0 32 05:45 PM 0 0 0 0 0 1 0 0 0 0 9 0 11 5 0 0 26 Total 0 0 0 0 0 21 1 0 1 0 40 0 45 28 0 0 136 Grand Total 0 0 0 0 0 44 2 0 5 0 101 0 101 55 0 0 308 Apprch % 0 0 0 0 0 95.7 4.3 0 4.7 0 95.3 0 64.7 35.3 0 0 Total % 0 0 0 0 0 14.3 0.6 0 1.6 0 32.8 0 32.8 17.9 0 0 N H O C U O m u, 0 u, 0 mJ SPRING VALLEY CATTLE Out In Total 1 01 of 1 1 01 01 01 0I Rght Thru Left Other 1 01 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 Left Thru Rght Other 1011 01 5I 01 1 106 Out In Total SPRING VALLEY CATTLE 1 1031 1 209 L-cn 0 s m 0 N 0 0 m m O c n 51° 0 0 A-36 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #9 SPRINGVALLEY&CR110PM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM SPRING VALLEY CATTLE Southbound CR 110 Westbound SPRING VALLEY CATTLE Northbound CR 110 Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Thal Rght Thru Left Other App.Total Rght Thru Left Other App. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 0 0 0 0 0 0 8 0 0 8 0 0 18 0 18 12 8 0 0 20 46 04:45 PM 0 0 0 0 0 0 7 0 0 7 1 0 12 0 13 20 9 0 0 29 49 05:00 PM 0 0 0 0 0 0 5 1 0 6 0 0 11 0 11 13 7 0 0 20 37 05:15 PM 0 0 0 0 0 0 11 0 0 11 1 0 10 0 11 9 10 0 0 19 41 Total Volume 0 0 0 0 0 0 31 1 0 32 2 0 51 0 53 54 34 0 0 88 173 App. Total 0 0 0 0 0 96.9 3.1 0 3.8 0 96.2 0 61.4 38.6 0 0 PHF .000 .000 .000 .000 .000 .000 .705 .250 .000 .727 .500 .000 .708 .000 .736 .675 .850 .000 .000 .759 .883 0 h O C EC U O O co O N O H � t i m s O SPRING VALLEY CATTLE Out In Total 1 0 0I 01 01 01 01 Rght Thru Left Other rl I`,► 01 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 4 14 Left Thru Rght Other I 511 01 21 01 1 1 1 531 Out In Total SPRING VALLEY CATTLE 1 551 1 1081 0 O n — 0 0 w O A-37 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #10 SFRONTAGE&CATTLECREEKAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 0 w w w U w U5 O co co W O u) co m 0 H S FRONTAGE RD Out In Total of I 01 1 1 I 01 01 01 01 Rght Thru LeftOther 0I North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 r, Left Thru Rght Other 231 01 01 01 1 231 Out In Total S FRONTAGE RD 471 701 C O W O O rn w co co A-38 S FRONTAGE RD Southbound CATTLE CREEK Westbound S FRONTAGE RD Northbound CATTLE CREEK Eastbound Start Time 1 Int. Total 07:00 AM 0 0 0 0 0 5 0 0 0 0 2 0 5 4 0 0 16 07:15 AM 0 0 0 0 0 3 0 0 0 0 5 0 5 2 0 0 15 07:30 AM 0 0 0 0 0 7 0 0 0 0 0 0 5 5 0 0 17 07:45 AM 0 0 0 0 0 9 0 0 0 0 4 0 6 5 0 0 24 Total 0 0 0 0 0 24 0 0 0 0 11 0 21 16 0 0 72 08:00 AM 0 0 0 0 0 10 1 0 0 0 2 0 6 6 0 0 25 08:15 AM 0 0 0 0 0 12 0 0 0 0 4 0 7 7 0 0 30 08:30 AM 0 0 0 0 0 8 0 0 0 0 2 0 3 3 0 0 16 08:45 AM 0 0 0 0 0 8 0 0 0 0 4 0 9 3 0 0 24 Total 0 0 0 0 0 38 1 0 0 0 12 0 25 19 0 0 95 Grand Total 0 0 0 0 0 62 1 0 0 0 23 0 46 35 0 0 167 Apprch % 0 0 0 0 0 98.4 1.6 0 0 0 100 0 56.8 43.2 0 0 Total % 0 0 0 0 0 37.1 0.6 0 0 0 13.8 0 27.5 21 0 0 0 w w w U w U5 O co co W O u) co m 0 H S FRONTAGE RD Out In Total of I 01 1 1 I 01 01 01 01 Rght Thru LeftOther 0I North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 r, Left Thru Rght Other 231 01 01 01 1 231 Out In Total S FRONTAGE RD 471 701 C O W O O rn w co co A-38 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #10 SFRONTAGE&CATTLECREEKAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM S FRONTAGE RD Southbound CATTLE CREEK Westbound S FRONTAGE RD Northbound CATTLE CREEK Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Tow Rght Thru Left Other App. mu Rght Thru Left Other App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 5 5 0 0 10 17 07:45 AM 0 0 0 0 0 0 9 0 0 9 0 0 4 0 4 6 5 0 0 11 24 08:00 AM 0 0 0 0 0 0 10 1 0 11 0 0 2 0 2 6 6 0 0 12 25 08:15 AM 0 0 0 0 0 0 12 0 0 12 0 0 4 0 4 7 7 0 0 14 30 Total Volume 0 0 0 0 0 0 38 1 0 39 0 0 10 0 10 24 23 0 0 47 96 App. Total 0 0 0 0 0 97.4 2.6 0 0 0 100 0 51.1 48.9 0 0 P H F .000 .000 .000 .000 .000 .000 .792 .250 .000 .813 .000 .000 .625 .000 .625 .857 .821 .000 .000 .839 .800 — w UJ c w J F 0 v 0 M N N 0 S FRONTAGE RD Out In Total 1 01 1 01 01 01 01 Rght Thru Left Other 0I I 0I Peak Hour Data North Peak Hour Begins at 07:30 AM Class 1 47 T Left Thru Rght Other I 101 01 01 01 I I 101 Out In Total S FRONTAGE RD I 251 I 351 - r 0 (D 0 W 0 CO N O ' C) 3 m A-39 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #10 SFRONTAGE&CATTLECREEKPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 H w w w U w U s O m N 0 O 7 mJ S FRONTAGE RD Out In Total 1 01 01 01 01 01 01 Rght Thru Left Other 1 01 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 r* Left Thru Rght Other l 681 01 11 01 1 691 Out In Total S FRONTAGE RD 1 361 1 1051 L-cn 0 s N O a O �C) 1 5m 0 m m 0 m A-40 S FRONTAGE RD Southbound CATTLE CREEK Westbound S FRONTAGE RD Northbound CATTLE CREEK Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 0 0 0 0 0 3 2 0 0 0 13 0 5 9 0 0 32 04:15 PM 0 0 0 0 0 9 0 0 0 0 10 0 5 9 0 0 33 04:30 PM 0 0 0 0 0 5 0 0 0 0 13 0 3 8 0 0 29 04:45 PM 0 0 0 0 0 5 0 0 0 0 8 0 9 9 0 0 31 Total 0 0 0 0 0 22 2 0 0 0 44 0 22 35 0 0 125 05:00 PM 0 0 0 0 0 4 0 0 1 0 8 0 5 11 0 0 29 05:15 PM 0 0 0 0 0 6 0 0 0 0 5 0 0 9 0 0 20 05:30 PM 0 0 0 0 0 3 0 0 0 0 7 0 5 9 0 0 24 05:45 PM 0 0 0 0 0 7 0 0 0 0 4 0 2 8 0 0 21 Total 0 0 0 0 0 20 0 0 1 0 24 0 12 37 0 0 94 Grand Total 0 0 0 0 0 42 2 0 1 0 68 0 34 72 0 0 219 Apprch % 0 0 0 0 0 95.5 4.5 0 1.4 0 98.6 0 32.1 67.9 0 0 Total % 0 0 0 0 0 19.2 0.9 0 0.5 0 31.1 0 15.5 32.9 0 0 H w w w U w U s O m N 0 O 7 mJ S FRONTAGE RD Out In Total 1 01 01 01 01 01 01 Rght Thru Left Other 1 01 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 r* Left Thru Rght Other l 681 01 11 01 1 691 Out In Total S FRONTAGE RD 1 361 1 1051 L-cn 0 s N O a O �C) 1 5m 0 m m 0 m A-40 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #10 SFRONTAGE&CATTLECREEKPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM Int. Total 04:00 PM S FRONTAGE RD Southbound CATTLE CREEK Westbound S FRONTAGE RD Northbound CATTLE CREEK Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM Int. Total 04:00 PM 0 0 0 0 0 0 3 2 0 5 0 0 13 0 13 5 9 0 0 14 32 04:15 PM 0 0 0 0 0 0 9 0 0 9 0 0 10 0 10 5 9 0 0 14 33 04:30 PM 0 0 0 0 0 0 5 0 0 5 0 0 13 0 13 3 8 0 0 11 29 04:45 PM 0 0 0 0 0 0 5 0 0 5 0 0 8 0 8 9 9 0 0 18 31 Total Volume 0 0 0 0 0 0 22 2 0 24 0 0 44 0 44 22 35 0 0 57 125 App. Total 0 0 0 0 0 91.7 8.3 0 0 0 100 0 38.6 61.4 0 0 PHF .000 .000 .000 .000 .000 .000 .611 .250 .000 .667 .000 .000 .846 .000 .846 .611 .972 .000 .000 .792 .947 M N 0, O M N N 0 t h m s 0 S FRONTAGE RD Out In Total of 0] 0] 01 01 01 01 Rght Thru Left Other rl I`,► Peak Hour Data North Peak Hour Begins at 04:00 PM Class 1 4 14 Left Thru Rght Other I 441 01 01 01 1 44 Out In Total S FRONTAGE RD 1 241 1 68] O N 0 01 N A-41 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #11 NFRONTAGE&SPRINGVALLEYAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 'r; r- rn N N 0 N FRONTAGE RD Out In Total 1 151 1 1 141 01 11 01 Rpht Thru Left Other /--T' 1 1 291 1 441 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other I 01 01 01 01 1 of of Out In Total N FRONTAGE RD 1 01 T-cn 0 s m 0 m 0 0 m m A-42 N FRONTAGE RD Southbound SPRING VALLEY Westbound N FRONTAGE RD Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 0 0 0 0 0 8 0 0 0 0 0 0 0 6 3 0 17 07:15 AM 2 0 0 0 0 7 0 0 0 0 0 0 0 9 5 0 23 07:30 AM 3 0 0 0 0 6 0 0 0 0 0 0 0 3 6 0 18 07:45 AM 1 0 0 0 0 4 0 0 0 0 0 0 0 8 3 0 16 Total 6 0 0 0 0 25 0 0 0 0 0 0 0 26 17 0 74 08:00 AM 3 0 0 0 0 2 0 0 0 0 0 0 0 5 3 0 13 08:15 AM 3 0 0 0 0 6 0 0 0 0 0 0 0 3 4 0 16 08:30 AM 1 0 0 0 0 5 0 0 0 0 0 0 0 4 2 0 12 08:45 AM 1 0 1 0 0 8 0 0 0 0 0 0 0 4 3 0 17 Total 8 0 1 0 0 21 0 0 0 0 0 0 0 16 12 0 58 Grand Total 14 0 1 0 0 46 0 0 0 0 0 0 0 42 29 0 132 Apprch % 93.3 0 6.7 0 0 100 0 0 0 0 0 0 0 59.2 40.8 0 Total % 10.6 0 0.8 0 0 34.8 0 0 0 0 0 0 0 31.8 22 0 'r; r- rn N N 0 N FRONTAGE RD Out In Total 1 151 1 1 141 01 11 01 Rpht Thru Left Other /--T' 1 1 291 1 441 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other I 01 01 01 01 1 of of Out In Total N FRONTAGE RD 1 01 T-cn 0 s m 0 m 0 0 m m A-42 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #11 NFRONTAGE&SPRINGVALLEYAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM Int. Total 07:00 AM N FRONTAGE RD Southbound SPRING VALLEY Westbound N FRONTAGE RD Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM Int. Total 07:00 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 6 3 0 9 17 07:15 AM 2 0 0 0 2 0 7 0 0 7 0 0 0 0 0 0 9 5 0 14 23 07:30 AM 3 0 0 0 3 0 6 0 0 6 0 0 0 0 0 0 3 6 0 9 18 07:45 AM 1 0 0 0 1 0 4 0 0 4 0 0 0 0 0 0 8 3 0 11 16 Total volume 6 0 0 0 6 0 25 0 0 25 0 0 0 0 0 0 26 17 0 43 74 App. Total 100 0 0 0 0 100 0 0 0 0 0 0 0 60.5 39.5 0 PHF .500 .000 .000 .000 .500 .000 .781 .000 .000 .781 .000 .000 .000 .000 .000 .000 .722 .708 .000 .768 .804 co N 0 0 N FRONTAGE RD Out In Total 1 6I 1 I 61 01 01 01 Rght Thru Left Other rl I`,► 171 231 Peak Hour Data North Peak Hour Begins at 07:00 AM Class 1 4 14 Left Thru Rght Other I 01 01 01 01 01 I 01 01 Out In Total N FRONTAGE RD 0 01 0 0 A-43 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #11 NFRONTAGE&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 1 Groups Printed- Class 1 co 0 0 Lel 0 0 h t O 1 N FRONTAGE RD Out In Total 101 1 141 1 1 241 1 121 01 21 01 Rght Thru Left Other T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other I 01 01 01 01 I of Out In Total N FRONTAGE RD 1 01 C 0 s m 0 A 0 0 N a m A-44 N FRONTAGE RD Southbound SPRING VALLEY Westbound N FRONTAGE RD Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 2 0 0 0 0 3 0 0 0 0 0 0 0 7 2 0 14 04:15 PM 1 0 0 0 0 3 0 0 0 0 0 0 0 3 1 0 8 04:30 PM 2 0 0 0 0 6 0 0 0 0 0 0 0 4 4 0 16 04:45 PM 5 0 0 0 0 2 0 0 0 0 0 0 0 9 1 0 17 Total 10 0 0 0 0 14 0 0 0 0 0 0 0 23 8 0 55 05:00 PM 1 0 0 0 0 5 0 0 0 0 0 0 0 7 0 0 13 05:15 PM 1 0 1 0 0 10 0 0 0 0 0 0 0 11 0 0 23 05:30 PM 0 0 0 0 0 4 0 0 0 0 0 0 0 6 0 0 10 05:45 PM 0 0 1 0 0 1 0 0 0 0 0 0 0 3 2 0 7 Total 2 0 2 0 0 20 0 0 0 0 0 0 0 27 2 0 53 Grand Total 12 0 2 0 0 34 0 0 0 0 0 0 0 50 10 0 108 Apprch % 85.7 0 14.3 0 0 100 0 0 0 0 0 0 0 83.3 16.7 0 Total % 11.1 0 1.9 0 0 31.5 0 0 0 0 0 0 0 46.3 9.3 0 co 0 0 Lel 0 0 h t O 1 N FRONTAGE RD Out In Total 101 1 141 1 1 241 1 121 01 21 01 Rght Thru Left Other T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other I 01 01 01 01 I of Out In Total N FRONTAGE RD 1 01 C 0 s m 0 A 0 0 N a m A-44 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #11 NFRONTAGE&SPRINGVALLEYPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM N FRONTAGE RD Southbound SPRING VALLEY Westbound N FRONTAGE RD Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left Other App.Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 2 0 0 0 2 0 6 0 0 6 0 0 0 0 0 0 4 4 0 8 16 04:45 PM 5 0 0 0 5 0 2 0 0 2 0 0 0 0 0 0 9 1 0 10 17 05:00 PM 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 0 7 0 0 7 13 05:15 PM 1 0 1 0 2 0 10 0 0 10 0 0 0 0 0 0 11 0 0 11 23 Total volume 9 0 1 0 10 0 23 0 0 23 0 0 0 0 0 0 31 5 0 36 69 App. Total 90 0 10 0 0 100 0 0 0 0 0 0 0 86.1 13.9 0 PHF .450 .000 .250 .000 .500 .000 .575 .000 .000 .575 .000 .000 .000 .000 .000 .000 .705 .313 .000 .818 .750 co to COCO t7 0 0 N FRONTAGE RD Out In Total 101 I 91 01 11 01 Rght Thru Left Other rl I`,► 51 [ 151 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 4 14 Left Thru Rght Other I 01 01 01 01 01 1 01 01 1 Out In Total N FRONTAGE RD 0 w 0 0 N w 01 A-45 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 : #12 SPRING VALLEY&BARNAM :00000000 : 1/2/2013 :1 r` N 0 0 O mJ h t 0 BARN ACCESS Out In Total 1 01 1 01 of 1 01 01 01 01 Rght Thru Left Other T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other 01 01 01 01 1 01 of Out In Total BARN ACCESS I 01 C 0 s (D 0 cn O 0 O 0 A-46 BARN ACCESS Southbound SPRING VALLEY Westbound BARN ACCESS Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 0 0 0 0 0 6 0 0 0 0 0 0 0 3 0 0 9 07:15 AM 0 0 0 0 0 9 0 0 0 0 0 0 0 7 0 0 16 07:30 AM 0 0 0 0 0 4 0 0 0 0 0 0 0 3 0 0 7 07:45 AM 0 0 0 0 0 6 0 0 0 0 0 0 0 1 0 0 7 Total 0 0 0 0 0 25 0 0 0 0 0 0 0 14 0 0 39 08:00 AM 0 0 0 0 0 3 0 0 0 0 0 0 0 3 0 0 6 08:15 AM 0 0 0 0 0 9 0 0 0 0 0 0 0 4 0 0 13 08:30 AM 0 0 0 0 0 7 0 0 0 0 0 0 0 2 0 0 9 08:45 AM 0 0 0 0 0 6 0 0 0 0 0 0 0 4 0 0 10 Total 0 0 0 0 0 25 0 0 0 0 0 0 0 13 0 0 38 Grand Total 0 0 0 0 0 50 0 0 0 0 0 0 0 27 0 0 77 Apprch % 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0 Total % 0 0 0 0 0 64.9 0 0 0 0 0 0 0 35.1 0 0 r` N 0 0 O mJ h t 0 BARN ACCESS Out In Total 1 01 1 01 of 1 01 01 01 01 Rght Thru Left Other T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T r* Left Thru Rght Other 01 01 01 01 1 01 of Out In Total BARN ACCESS I 01 C 0 s (D 0 cn O 0 O 0 A-46 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #12 SPRING VALLEY&BARNAM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM Int. Total 07:00 AM BARN ACCESS Southbound SPRING VALLEY Westbound BARN ACCESS Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM Int. Total 07:00 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 3 0 0 3 9 07:15 AM 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 0 7 0 0 7 16 07:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 3 0 0 3 7 07:45 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 7 Total volume 0 0 0 0 0 0 25 0 0 25 0 0 0 0 0 0 14 0 0 14 39 App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0 P H F .000 .000 .000 .000 .000 .000 .694 .000 .000 .694 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .609 0 J > E O Z o— �0 0 0 0 z h 8 O BARN ACCESS Out In Total 1 0 0I I 01 of 0l 0I Rght Thru Left Other rl 1 01 Peak Hour Data North Peak Hour Begins at 07:00 AM Class 1 47 r* Left Thru Rght Other I 0I 0I 01 0I 01 � of 1 01 Out In Total BARN ACCESS 0 01 0 0 01 m A-47 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 : #12 SPRING VALLEY&BARNPM :00000000 : 1/2/2013 :1 V O O NJ h 8 O BARN ACCESS Out In Total 1 01 of I 01 01 01 01 Rght Thru Left Other 1 01 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 11 01 0I 01 1 11 1I Out In Total BARN ACCESS 1 01 O V O O A-48 BARN ACCESS Southbound SPRING VALLEY Westbound BARN ACCESS Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 0 0 0 0 0 2 0 0 0 0 1 0 0 5 0 0 8 04:15 PM 0 0 0 0 0 3 0 0 0 0 0 0 0 2 0 0 5 04:30 PM 0 0 0 0 0 7 0 0 0 0 0 0 0 5 0 0 12 04:45 PM 0 0 0 0 0 2 0 0 0 0 0 0 0 6 0 0 8 Total 0 0 0 0 0 14 0 0 0 0 1 0 0 18 0 0 33 05:00 PM 0 0 0 0 0 2 0 0 0 0 0 0 0 8 0 0 10 05:15 PM 0 0 0 0 0 7 0 0 0 0 0 0 0 9 0 0 16 05:30 PM 0 0 0 0 0 3 0 0 0 0 0 0 0 6 0 0 9 05:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 3 0 0 4 Total 0 0 0 0 0 13 0 0 0 0 0 0 0 26 0 0 39 Grand Total 0 0 0 0 0 27 0 0 0 0 1 0 0 44 0 0 72 Apprch % 0 0 0 0 0 100 0 0 0 0 100 0 0 100 0 0 Total % 0 0 0 0 0 37.5 0 0 0 0 1.4 0 0 61.1 0 0 V O O NJ h 8 O BARN ACCESS Out In Total 1 01 of I 01 01 01 01 Rght Thru Left Other 1 01 North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T r* Left Thru Rght Other 11 01 0I 01 1 11 1I Out In Total BARN ACCESS 1 01 O V O O A-48 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name : #12 SPRING VALLEY&BARNPM Site Code : 00000000 Start Date : 1/2/2013 Page No : 2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM BARN ACCESS Southbound SPRING VALLEY Westbound BARN ACCESS Northbound SPRING VALLEY Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12 04:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 6 0 0 6 8 05:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 8 0 0 8 10 05:15 PM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 9 0 0 9 16 Total volume 0 0 0 0 0 0 18 0 0 18 0 0 0 0 0 0 28 0 0 28 46 App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0 P H F .000 .000 .000 .000 .000 .000 .643 .000 .000 .643 .000 .000 .000 .000 .000 .000 .778 .000 .000 .778 .719 0 0 J > E O Z o— �0 N 0 CO N 0 0 z h 8 O BARN ACCESS Out In Total 1 of 0I 1 1 01 01 01 0 Rght Thru Left Other rl 1 01 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 47 r* Left Thru Rght Other i 01 01 01 01 1 01 � of 1 01 Out In Total BARN ACCESS 0 W 0 0 CO m A-49 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 : #13 SH82&DIAMONDARANCHAM :00000000 : 1/2/2013 :1 cc o H 2 0 z E 0 z O <0 0 m co 0 rn N SH 82 Out In Total 1 17981 1 1 251 17731 01 0I Rpht Thru Left Other /--T' 1 1 9451 1 27431 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T 14 Left Thru Rght Other l 231 9181 0I 01 1 1 9411 Out In Total SH 82 1 18121 1 2753 c 0 ((DD 0 O 0 O O OD 0 z 0 5 > z 0 H d DJ o A-50 SH 82 Southbound DIAMOND A RANCH RD Westbound SH 82 Northbound DIAMOND A RANCH RD Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 AM 0 196 0 0 0 0 0 0 0 73 1 0 3 0 2 2 277 07:15 AM 2 216 0 0 0 0 0 0 0 103 1 0 3 0 3 0 328 07:30 AM 6 241 0 0 0 0 0 0 0 114 2 0 1 0 4 0 368 07:45 AM 6 251 0 0 0 0 0 0 0 150 5 0 2 0 1 0 415 Total 14 904 0 0 0 0 0 0 0 440 9 0 9 0 10 2 1388 08:00 AM 0 234 0 0 0 0 0 0 0 93 5 0 4 0 6 0 342 08:15 AM 2 212 0 0 0 0 0 0 0 134 2 0 8 0 1 0 359 08:30 AM 3 230 0 0 0 0 0 0 0 111 4 0 10 0 7 0 365 08:45 AM 6 193 0 0 0 0 0 0 0 140 3 0 8 0 3 0 353 Total 11 869 0 0 0 0 0 0 0 478 14 0 30 0 17 0 1419 Grand Total 25 1773 0 0 0 0 0 0 0 918 23 0 39 0 27 2 2807 Apprch % 1.4 98.6 0 0 0 0 0 0 0 97.6 2.4 0 57.4 0 39.7 2.9 Total % 0.9 63.2 0 0 0 0 0 0 0 32.7 0.8 0 1.4 0 1 0.1 cc o H 2 0 z E 0 z O <0 0 m co 0 rn N SH 82 Out In Total 1 17981 1 1 251 17731 01 0I Rpht Thru Left Other /--T' 1 1 9451 1 27431 T North 1/2/2013 07:00 AM 1/2/2013 08:45 AM Class 1 4 T 14 Left Thru Rght Other l 231 9181 0I 01 1 1 9411 Out In Total SH 82 1 18121 1 2753 c 0 ((DD 0 O 0 O O OD 0 z 0 5 > z 0 H d DJ o A-50 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No : #13 SH82&DIAMONDARANCHAM :00000000 : 1/2/2013 :2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM SH 82 Southbound DIAMOND A RANCH RD Westbound SH 82 Northbound DIAMOND A RANCH RD Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM 6 241 0 0 247 0 0 0 0 0 0 114 2 0 116 1 0 4 0 5 368 07:45 AM 6 251 0 0 257 0 0 0 0 0 0 150 5 0 155 2 0 1 0 3 415 08:00 AM 0 234 0 0 234 0 0 0 0 0 0 93 5 0 98 4 0 6 0 10 342 08:15 AM 2 212 0 0 214 0 0 0 0 0 0 134 2 0 136 8 0 1 0 9 359 Total Volume 14 938 0 0 952 0 0 0 0 0 0 491 14 0 505 15 0 12 0 27 1484 App. Total 1.5 98.5 0 0 0 0 0 0 0 97.2 2.8 0 55.6 0 44.4 0 PHF .583 .934 .000 .000 .926 .000 .000 .000 .000 .000 .000 .818 .700 .000 .815 .469 .000 .500 .000 .675 .894 N N 0 al 0 SH 82 Out In Total 1 95�1 1 141 9381 01 01 Rght Thru Left Other 1--1' 1 5031 1 14551 Peak Hour Data North Peak Hour Begins at 07:30 AM Class 1 4 14 Left Thru Rght Other 1 141 4911 01 01 1 5051 Out In Total SH 82 1 9531 1 14581 1— m 0 m 0 0 0 O O O OD 0 0z 5 > z z n -1_ o a) w p A-51 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No Groups Printed- Class 1 : #13 SH82&DIAMONDARANCHPM :00000000 : 1/2/2013 :1 2 H 2 0 z E 0 z 0 QO 0 o co o co 0 N co H� L h t O SH 82 Out In Total 1 13961 1 1 291 13671 01 01 Rght Thru Left Other 1 21991 1 35951 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T 14 Left Thru Rght Other 681 21691 01 01 1 22371 Out In Total SH 82 1 13991 1 36361 c 0 m 0 0 0 0 0 0 0 OD 0 z 0 5> JJ z 0 -1 o DJ m o A-52 SH 82 Southbound DIAMOND A RANCH RD Westbound SH 82 Northbound DIAMOND A RANCH RD Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 04:00 PM 3 173 0 0 0 0 0 0 0 263 10 0 5 0 4 1 459 04:15 PM 4 163 0 0 0 0 0 0 0 244 5 0 5 0 4 0 425 04:30 PM 6 184 0 0 0 0 0 0 0 270 11 0 5 0 9 0 485 04:45 PM 1 172 0 0 0 0 0 0 0 311 6 0 3 0 3 0 496 Total 14 692 0 0 0 0 0 0 0 1088 32 0 18 0 20 1 1865 05:00 PM 3 177 0 0 0 0 0 0 0 268 12 0 3 0 4 0 467 05:15 PM 2 185 0 0 0 0 0 0 0 324 6 0 7 0 3 0 527 05:30 PM 6 171 0 0 0 0 0 0 0 249 9 0 3 0 2 0 440 05:45 PM 4 142 0 0 0 0 0 0 0 240 9 0 1 0 1 0 397 Total 15 675 0 0 0 0 0 0 0 1081 36 0 14 0 10 0 1831 Grand Total 29 1367 0 0 0 0 0 0 0 2169 68 0 32 0 30 1 3696 Apprch % 2.1 97.9 0 0 0 0 0 0 0 97 3 0 50.8 0 47.6 1.6 Total % 0.8 37 0 0 0 0 0 0 0 58.7 1.8 0 0.9 0 0.8 0 2 H 2 0 z E 0 z 0 QO 0 o co o co 0 N co H� L h t O SH 82 Out In Total 1 13961 1 1 291 13671 01 01 Rght Thru Left Other 1 21991 1 35951 T North 1/2/2013 04:00 PM 1/2/2013 05:45 PM Class 1 4 T 14 Left Thru Rght Other 681 21691 01 01 1 22371 Out In Total SH 82 1 13991 1 36361 c 0 m 0 0 0 0 0 0 0 OD 0 z 0 5> JJ z 0 -1 o DJ m o A-52 All Traffic Data Services Wheat Ridge,C0 80033 303-668-0220 File Name Site Code Start Date Page No : #13 SH82&DIAMONDARANCHPM :00000000 : 1/2/2013 :2 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM SH 82 Southbound DIAMOND A RANCH RD Westbound SH 82 Northbound DIAMOND A RANCH RD Eastbound Start Time Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App. Total Rght Thru Left Other App.Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM Int. Total 04:30 PM 6 184 0 0 190 0 0 0 0 0 0 270 11 0 281 5 0 9 0 14 485 04:45 PM 1 172 0 0 173 0 0 0 0 0 0 311 6 0 317 3 0 3 0 6 496 05:00 PM 3 177 0 0 180 0 0 0 0 0 0 268 12 0 280 3 0 4 0 7 467 05:15 PM 2 185 0 0 187 0 0 0 0 0 0 324 6 0 330 7 0 3 0 10 527 Total volume 12 718 0 0 730 0 0 0 0 0 0 1173 35 0 1208 18 0 19 0 37 1975 App. Total 1.6 98.4 0 0 0 0 0 0 0 97.1 2.9 0 48.6 0 51.4 0 PHF .500 .970 .000 .000 .961 .000 .000 .000 .000 .000 .000 .905 .729 .000 .915 .643 .000 .528 .000 .661 .937 co co M 0 00 0 SH 82 Out In Total 1 7301 1 121 7181 01 01 Rght Thru Left Other rl I`,► 11921 1 19221 Peak Hour Data North Peak Hour Begins at 04:30 PM Class 1 4-1 r* Left Thru Rght Other 351 11731 01 01 1 12081 Out In Total SH 82 1 7361 1 19441 m 0 m 0 0 0 0 0 0 0 OD 0 0z 5 > z z n -1_ o � p A-53 24 -Hour Hourly Directional Counts A - 54 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net NB Page 1 Site Code: 14 Station ID: 14 S FRONTAGE RD SIO CATTLE CREEK Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 0 0 0 0 1 0 0 0 0 0 0 0 0 1 02:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 02:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 0 0 1 0 0 0 0 0 0 0 0 2 03:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 03:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 0 0 1 0 0 0 0 0 0 0 0 1 03:45 0 5 0 0 0 0 0 0 0 0 0 0 0 5 0 6 0 0 1 0 0 0 0 0 0 0 0 7 04:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 04:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 2 0 0 0 0 0 0 0 0 0 0 0 2 04:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 4 0 0 0 0 0 0 0 0 0 0 0 4 05:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 05:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 0 0 0 0 0 0 0 0 0 0 0 1 06:00 0 0 0 0 0 1 0 0 0 0 0 0 0 1 06:15 0 0 0 0 1 0 0 0 0 0 0 0 0 1 06:30 0 3 0 0 0 5 0 0 1 0 0 0 0 9 06:45 0 0 1 0 0 5 0 0 0 0 0 0 0 6 O 3 1 0 1 11 0 0 1 0 0 0 0 17 07:00 0 1 0 0 1 1 0 0 0 0 0 0 0 3 07:15 0 2 0 0 1 1 0 0 0 0 0 0 0 4 07:30 0 0 2 0 0 0 0 0 0 0 0 0 0 2 07:45 0 1 1 0 0 0 0 0 0 0 0 0 0 2 O 4 3 0 2 2 0 0 0 0 0 0 0 11 08:00 1 1 0 0 1 2 0 0 0 0 0 0 0 5 08:15 0 0 1 0 0 0 0 0 0 0 0 0 0 1 08:30 0 2 1 1 0 0 0 0 0 0 0 0 0 4 08:45 0 1 2 0 0 0 0 0 0 0 0 0 0 3 1 4 4 1 1 2 0 0 0 0 0 0 0 13 09:00 0 5 0 0 2 0 0 0 0 0 0 0 0 7 09:15 0 4 1 0 2 0 0 0 0 0 0 0 0 7 09:30 0 3 0 0 1 1 0 0 0 0 0 0 0 5 09:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 14 2 0 5 1 0 0 0 0 0 0 0 22 10:00 0 3 3 0 0 0 0 0 0 0 0 0 0 6 10:15 0 1 1 0 0 0 0 0 0 0 0 0 0 2 10:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 10:45 0 1 0 0 1 0 0 0 0 0 0 0 0 2 O 6 4 0 1 0 0 0 0 0 0 0 0 11 11:00 0 2 0 0 0 1 0 0 0 0 0 0 0 3 11:15 0 2 2 0 0 0 0 0 0 0 0 0 0 4 11:30 0 1 3 0 1 0 0 0 0 0 0 0 0 5 11:45 0 2 0 0 0 0 0 0 0 0 0 0 0 2 O 7 5 0 1 1 0 0 0 0 0 0 0 14 Total 1 50 19 1 13 17 0 0 1 0 0 0 0 102 Percent 1.0% 49.0% 18.6% 1.0% 12.7% 16.7% 0.0% 0.0% 1.0% 0.0% 0.0% 0.0% 0.0% A-55 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net NB Page 2 Site Code: 14 Station ID: 14 S FRONTAGE RD S/O CATTLE CREEK Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 12PM 1 6 4 0 0 1 0 1 0 0 0 0 0 13 12:15 0 4 1 0 0 0 0 0 0 0 0 0 0 5 12:30 0 6 2 0 0 1 0 0 0 0 0 0 0 9 12:45 0 4 4 0 1 0 0 0 0 0 0 0 0 9 1 20 11 0 1 2 0 1 0 0 0 0 0 36 13:00 0 5 0 0 1 0 0 0 0 0 0 0 0 6 13:15 1 1 0 0 0 1 0 0 0 0 0 0 0 3 13:30 0 0 2 0 0 0 0 0 0 0 0 0 0 2 13:45 0 1 2 0 0 0 0 0 0 0 0 0 0 3 1 7 4 0 1 1 0 0 0 0 0 0 0 14 14:00 0 2 2 0 3 0 0 0 0 0 0 0 0 7 14:15 0 2 1 0 0 0 0 0 0 0 0 0 0 3 14:30 0 5 2 0 1 0 0 0 0 0 0 0 0 8 14:45 0 3 0 0 0 0 0 0 0 0 0 0 0 3 O 12 5 0 4 0 0 0 0 0 0 0 0 21 15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:15 0 5 1 0 2 0 0 1 0 0 0 0 0 9 15:30 0 4 0 0 2 0 0 0 0 0 0 0 0 6 15:45 1 4 3 0 0 1 0 0 0 0 0 0 0 9 1 13 4 0 4 1 0 1 0 0 0 0 0 24 16:00 1 6 2 0 1 1 0 0 0 0 0 0 0 11 16:15 0 10 4 0 1 0 0 0 0 0 0 0 0 15 16:30 0 9 1 0 0 0 0 0 0 0 0 0 0 10 16:45 0 5 3 0 0 0 0 0 0 0 0 0 0 8 1 30 10 0 2 1 0 0 0 0 0 0 0 44 17:00 0 5 0 0 1 0 0 0 0 0 0 0 0 6 17:15 0 9 2 0 0 0 0 0 0 0 0 0 0 11 17:30 0 6 0 0 0 0 0 0 0 0 0 0 0 6 17:45 0 3 2 0 0 0 0 0 0 0 0 0 0 5 O 23 4 0 1 0 0 0 0 0 0 0 0 28 18:00 0 3 1 0 0 0 0 0 0 0 0 0 0 4 18:15 0 4 2 0 0 0 0 0 0 0 0 0 0 6 18:30 0 2 0 0 0 0 0 0 0 0 0 0 0 2 18:45 0 3 1 0 0 0 0 0 0 0 0 0 0 4 O 12 4 0 0 0 0 0 0 0 0 0 0 16 19:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2 19:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 3 0 0 0 0 0 0 0 0 0 0 0 3 20:00 0 0 1 0 0 0 0 0 0 0 0 0 0 1 20:15 0 0 3 0 0 0 0 0 0 0 0 0 0 3 20:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 1 4 0 0 0 0 0 0 0 0 0 0 5 21:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 21:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 21:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 2 0 0 0 0 0 0 0 0 0 0 0 2 22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 1 0 0 0 0 0 0 0 0 0 0 0 1 23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 4 124 46 0 13 5 0 2 0 0 0 0 0 194 Percent 2.1% 63.9% 23.7% 0.0% 6.7% 2.6% 0.0% 1.0% 0.0% 0.0% 0.0% 0.0% 0.0% Grand Total Percent 5 174 65 1 26 22 0 2 1 0 0 0 0 296 1.7% 58.8% 22.0% 0.3% 8.8% 7.4% 0.0% 0.7% 0.3% 0.0% 0.0% 0.0% 0.0% A-56 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net SB Page 3 Site Code: 14 Station ID: 14 S FRONTAGE RD S/0 CATTLE CREEK Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 1 0 0 1 0 0 0 0 0 0 0 0 2 02:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 02:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 02:45 0 2 0 0 0 0 0 0 0 0 0 0 0 2 O 5 0 0 1 0 0 0 0 0 0 0 0 6 03:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 03:15 0 0 0 1 0 0 0 0 0 0 0 0 0 1 03:30 0 2 0 0 0 0 0 0 0 0 0 0 0 2 03:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 4 04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 3 0 0 0 0 0 0 0 0 0 0 0 3 04:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 04:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 6 1 0 0 0 0 0 0 0 0 0 0 7 05:00 0 3 0 0 0 0 0 0 0 0 0 0 0 3 05:15 0 6 0 0 0 0 0 0 0 0 0 0 0 6 05:30 0 6 0 0 0 0 0 0 0 0 0 0 0 6 05:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 15 0 0 0 0 0 0 0 0 0 0 0 15 06:00 0 3 0 0 0 1 0 0 0 0 0 0 0 4 06:15 0 1 1 0 0 0 0 0 0 0 0 0 0 2 06:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 06:45 0 2 0 0 0 0 0 0 0 0 0 0 0 2 O 7 1 0 0 1 0 0 0 0 0 0 0 9 07:00 0 3 1 0 0 0 0 0 0 0 0 0 0 4 07:15 0 4 0 0 0 0 0 0 0 0 0 0 0 4 07:30 0 2 1 0 0 0 0 0 0 0 0 0 0 3 07:45 0 4 2 0 0 1 0 0 0 0 0 0 0 7 O 13 4 0 0 1 0 0 0 0 0 0 0 18 08:00 0 6 2 0 1 0 0 0 0 0 0 0 0 9 08:15 0 4 0 0 0 0 0 0 0 0 0 0 0 4 08:30 0 1 2 0 0 0 0 0 0 0 0 0 0 3 08:45 0 5 0 0 0 0 0 0 0 0 0 0 0 5 O 16 4 0 1 0 0 0 0 0 0 0 0 21 09:00 0 8 1 0 1 0 0 0 0 0 0 0 0 10 09:15 0 3 0 0 0 0 0 0 0 0 0 0 0 3 09:30 0 2 0 0 1 1 0 0 0 0 0 0 0 4 09:45 0 1 3 0 0 0 0 1 0 0 0 0 0 5 O 14 4 0 2 1 0 1 0 0 0 0 0 22 10:00 0 6 2 0 0 0 0 0 0 0 0 0 0 8 10:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 10:30 0 1 1 0 1 0 0 0 0 0 0 0 0 3 10:45 0 4 0 0 0 0 0 0 0 0 0 0 0 4 O 12 3 0 1 0 0 0 0 0 0 0 0 16 11:00 0 5 0 0 0 0 0 0 0 0 0 0 0 5 11:15 0 2 1 0 0 0 0 0 0 0 0 0 0 3 11:30 0 4 3 0 2 0 0 0 0 0 0 0 0 9 11:45 0 2 2 0 0 0 0 0 1 0 0 0 0 5 O 13 6 0 2 0 0 0 1 0 0 0 0 22 Total 0 104 23 1 7 3 0 1 1 0 0 0 0 140 Percent 0.0% 74.3% 16.4% 0.7% 5.0% 2.1% 0.0% 0.7% 0.7% 0.0% 0.0% 0.0% 0.0% A-57 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net SB Page 4 Site Code: 14 Station ID: 14 S FRONTAGE RD SIO CATTLE CREEK Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 12PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4 12:15 0 4 4 0 0 0 0 0 0 0 0 0 0 8 12:30 0 11 0 0 0 1 0 0 0 0 0 0 0 12 12:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 19 7 0 0 1 0 0 0 0 0 0 0 27 13:00 0 2 1 0 0 0 0 0 1 0 0 0 0 4 13:15 0 0 0 0 0 1 0 0 0 0 0 0 0 1 13:30 0 1 4 0 1 0 0 0 0 0 0 0 0 6 13:45 0 3 1 0 0 0 0 0 0 0 0 0 0 4 O 6 6 0 1 1 0 0 1 0 0 0 0 15 14:00 0 2 4 0 2 0 0 0 0 0 0 0 0 8 14:15 0 4 2 0 0 0 0 1 0 0 0 0 0 7 14:30 0 5 0 0 1 0 0 0 0 0 0 0 0 6 14:45 0 2 0 0 1 0 0 0 0 0 0 0 0 3 O 13 6 0 4 0 0 1 0 0 0 0 0 24 15:00 1 2 0 1 6 1 0 1 0 0 0 0 0 12 15:15 0 2 0 0 0 1 0 0 0 0 0 0 0 3 15:30 0 3 1 0 1 0 0 0 0 0 0 0 0 5 15:45 0 4 2 0 1 2 0 0 1 0 0 0 0 10 1 11 3 1 8 4 0 1 1 0 0 0 0 30 16:00 0 3 0 0 2 1 0 0 0 0 0 0 0 6 16:15 0 3 2 0 0 0 0 0 0 0 0 0 0 5 16:30 0 2 1 0 1 1 0 0 0 0 0 0 0 5 16:45 0 3 3 0 2 1 0 0 0 0 0 0 0 9 O 11 6 0 5 3 0 0 0 0 0 0 0 25 17:00 0 2 0 0 1 1 0 0 1 0 0 0 0 5 17:15 0 1 0 0 1 2 0 0 0 0 0 0 0 4 17:30 0 1 1 0 0 0 0 0 0 0 0 0 0 2 17:45 0 1 1 0 1 1 0 0 0 0 0 0 0 4 O 5 2 0 3 4 0 0 1 0 0 0 0 15 18:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 18:15 0 0 3 0 0 3 0 0 0 0 0 0 0 6 18:30 0 2 2 0 0 0 0 0 0 0 0 0 0 4 18:45 1 0 0 0 0 1 0 0 0 0 0 0 0 2 1 3 5 0 0 4 0 0 0 0 0 0 0 13 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 19:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 0 0 0 0 0 0 0 0 0 0 0 1 20:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 1 0 0 0 0 0 0 0 0 0 0 0 1 21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 22:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 0 0 0 0 0 0 0 0 0 0 0 1 23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 2 71 35 1 21 17 0 2 3 0 0 0 0 152 Percent 1.3% 46.7% 23.0% 0.7% 13.8% 11.2% 0.0% 1.3% 2.0% 0.0% 0.0% 0.0% 0.0% Grand 2 175 58 2 28 20 0 3 4 0 0 0 0 292 Total Percent 0.7% 59.9% 19.9% 0.7% 9.6% 6.8% 0.0% 1.0% 1.4% 0.0% 0.0% 0.0% 0.0% A-58 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net EB Page 1 Site Code: 15 Station ID: 15 CATTLE CREEK E/O STORAGE LOTS ACCESS Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 1 0 0 0 0 0 0 0 0 0 0 0 1 00:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 0 0 0 0 0 0 0 0 0 0 0 1 01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 1 0 0 0 0 0 0 0 0 0 0 0 1 02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2 06:15 0 0 1 0 0 0 0 0 0 0 0 0 0 1 06:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 2 1 0 0 0 0 0 0 0 0 0 0 3 07:00 0 0 0 0 1 0 0 0 0 0 0 0 0 1 07:15 0 0 1 0 0 0 0 0 0 0 0 0 0 1 07:30 0 2 3 0 1 0 0 0 0 0 0 0 0 6 07:45 0 0 4 0 0 1 0 0 0 0 0 0 0 5 O 2 8 0 2 1 0 0 0 0 0 0 0 13 08:00 0 4 1 0 0 0 0 0 0 0 0 0 0 5 08:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 08:30 0 2 1 0 0 0 0 0 0 0 0 0 0 3 08:45 0 3 1 0 0 0 0 0 0 0 0 0 0 4 O 10 3 0 0 0 0 0 0 0 0 0 0 13 09:00 0 5 1 0 0 0 0 0 0 0 0 0 0 6 09:15 1 5 1 0 0 0 0 0 0 0 0 0 0 7 09:30 0 5 1 0 0 0 0 0 0 0 0 0 0 6 09:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 1 17 4 0 0 0 0 0 0 0 0 0 0 22 10:00 0 5 0 0 0 0 0 0 0 0 0 0 0 5 10:15 0 2 1 0 0 0 0 0 0 0 0 0 0 3 10:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 10:45 1 1 2 0 0 0 0 0 0 0 0 0 0 4 1 9 3 0 0 0 0 0 0 0 0 0 0 13 11:00 0 1 1 0 0 0 0 0 0 0 0 0 0 2 11:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 11:30 0 2 2 0 0 0 0 0 0 0 0 0 0 4 11:45 0 4 1 0 0 0 0 0 0 0 0 0 0 5 O 9 4 0 0 0 0 0 0 0 0 0 0 13 Total 2 51 23 0 2 1 0 0 0 0 0 0 0 79 Percent 2.5% 64.6% 29.1% 0.0% 2.5% 1.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% A-59 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net EB Page 2 Site Code: 15 Station ID: 15 CATTLE CREEK E/O STORAGE LOTS ACCESS Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 12PM 0 4 1 0 0 0 0 0 0 0 0 0 0 5 12:15 0 3 2 0 0 0 0 0 0 0 0 0 0 5 12:30 0 5 0 0 0 0 0 0 0 0 0 0 0 5 12:45 0 3 1 0 0 0 0 0 0 0 0 0 0 4 O 15 4 0 0 0 0 0 0 0 0 0 0 19 13:00 0 2 0 0 1 0 0 0 0 0 0 0 0 3 13:15 0 5 1 0 0 0 0 0 0 0 0 0 0 6 13:30 0 4 0 0 0 0 0 0 0 0 0 0 0 4 13:45 0 5 1 0 0 1 0 0 0 0 0 0 0 7 O 16 2 0 1 1 0 0 0 0 0 0 0 20 14:00 0 5 0 0 0 0 0 0 0 0 0 0 0 5 14:15 1 7 2 0 0 0 0 0 0 0 0 0 0 10 14:30 1 3 0 0 1 0 0 0 0 0 0 0 0 5 14:45 0 4 2 0 0 0 0 0 0 0 0 0 0 6 2 19 4 0 1 0 0 0 0 0 0 0 0 26 15:00 0 4 2 0 0 0 0 0 1 0 0 0 0 7 15:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 15:30 0 4 1 0 2 0 0 0 0 0 0 0 0 7 15:45 0 5 2 0 0 0 0 0 0 0 0 0 0 7 0 15 5 0 2 0 0 0 1 0 0 0 0 23 16:00 1 4 3 0 1 0 0 0 0 0 0 0 0 9 16:15 0 3 2 0 0 0 0 0 0 0 0 0 0 5 16:30 0 6 1 0 0 0 0 0 0 0 0 0 0 7 16:45 0 2 1 0 1 0 0 0 0 0 0 0 0 4 1 15 7 0 2 0 0 0 0 0 0 0 0 25 17:00 0 10 0 0 0 0 0 0 0 0 0 0 0 10 17:15 0 2 1 0 0 0 0 0 0 0 0 0 0 3 17:30 0 9 2 0 0 0 0 0 0 0 0 0 0 11 17:45 0 12 0 0 0 0 0 0 0 0 0 0 0 12 O 33 3 0 0 0 0 0 0 0 0 0 0 36 18:00 0 11 0 0 0 0 0 0 0 0 0 0 0 11 18:15 0 9 2 0 1 0 0 0 0 0 0 0 0 12 18:30 1 10 3 0 1 0 0 0 0 0 0 0 0 15 18:45 1 7 0 0 0 0 0 0 0 0 0 0 0 8 2 37 5 0 2 0 0 0 0 0 0 0 0 46 19:00 2 6 2 0 0 0 0 0 0 0 0 0 0 10 19:15 0 3 2 0 0 0 0 0 0 0 0 0 0 5 19:30 0 8 4 0 0 0 0 1 0 0 0 0 0 13 19:45 0 3 1 0 0 0 0 0 0 0 0 0 0 4 2 20 9 0 0 0 0 1 0 0 0 0 0 32 20:00 1 8 1 0 0 0 0 0 0 0 0 0 0 10 20:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 20:30 1 7 1 0 1 0 0 0 0 0 0 0 0 10 20:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 2 18 2 0 1 0 0 0 0 0 0 0 0 23 21:00 0 0 1 0 0 0 0 0 0 0 0 0 0 1 21:15 0 1 1 0 0 0 0 0 0 0 0 0 0 2 21:30 1 4 1 0 0 0 0 0 0 0 0 0 0 6 21:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5 3 0 0 0 0 0 0 0 0 0 0 9 22:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2 22:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 22:30 0 2 0 0 0 0 0 0 0 0 0 0 0 2 22:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 6 0 0 0 0 0 0 0 0 0 0 0 6 23:00 0 6 0 0 0 0 0 0 0 0 0 0 0 6 23:15 0 0 1 0 0 0 0 0 0 0 0 0 0 1 23:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 23:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 7 1 0 0 0 0 0 0 0 0 0 0 8 Total 10 206 45 0 9 1 0 1 1 0 0 0 0 273 Percent 3.7% 75.5% 16.5% 0.0% 3.3% 0.4% 0.0% 0.4 % 0.4% 0.0% 0.0% 0.0% 0.0% Grand Total Percent 12 257 68 0 11 2 0 1 1 0 0 0 0 352 3.4% 73.0% 19.3% 0.0% 3.1% 0.6% 0.0% 0.3% 0.3% 0.0% 0.0% 0.0% 0.0% A-60 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net WB Page 3 Site Code: 15 Station ID: 15 CATTLE CREEK E/O STORAGE LOTS ACCESS Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 03:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 1 0 0 0 0 0 0 0 0 0 0 1 O 0 1 0 0 0 0 0 0 0 0 0 0 1 05:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 05:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 2 0 0 0 0 0 0 0 0 0 0 0 2 06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:15 0 0 0 0 1 0 0 0 0 0 0 0 0 1 06:30 0 0 0 0 1 0 0 0 0 0 0 0 0 1 06:45 0 2 0 0 0 0 0 0 0 0 0 0 0 2 O 2 0 0 2 0 0 0 0 0 0 0 0 4 07:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15 0 0 0 0 1 0 0 0 0 0 0 0 0 1 07:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 07:45 1 4 6 0 2 1 0 0 0 0 0 0 0 14 1 5 6 0 3 1 0 0 0 0 0 0 0 16 08:00 0 3 2 0 0 0 0 0 0 0 0 0 0 5 08:15 0 2 1 1 0 0 0 0 0 0 0 0 0 4 08:30 0 3 1 0 0 0 0 0 0 0 0 0 0 4 08:45 0 4 3 0 1 0 0 0 0 0 0 0 0 8 O 12 7 1 1 0 0 0 0 0 0 0 0 21 09:00 0 7 4 0 0 0 0 0 0 0 0 0 0 11 09:15 0 8 4 0 0 0 0 0 0 0 0 0 0 12 09:30 0 9 3 0 1 0 0 0 0 0 0 0 0 13 09:45 0 6 1 0 1 0 0 0 0 0 0 0 0 8 O 30 12 0 2 0 0 0 0 0 0 0 0 44 10:00 0 6 2 0 0 0 0 0 0 0 0 0 0 8 10:15 0 2 2 0 0 0 0 0 0 0 0 0 0 4 10:30 0 2 3 0 1 0 0 0 0 0 0 0 0 6 10:45 0 6 2 0 0 0 0 0 0 0 0 0 0 8 O 16 9 0 1 0 0 0 0 0 0 0 0 26 11:00 0 5 2 0 0 0 0 0 0 0 0 0 0 7 11:15 0 4 0 0 0 0 0 0 0 0 0 0 0 4 11:30 0 3 3 0 0 0 0 0 0 0 0 0 0 6 11:45 0 3 1 0 1 0 0 0 0 0 0 0 0 5 O 15 6 0 1 0 0 0 0 0 0 0 0 22 Total 1 83 41 1 10 1 0 0 0 0 0 0 0 137 Percent 0.7% 60.6% 29.9% 0.7% 7.3% 0.7% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% A - 61 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net WB Page 4 Site Code: 15 Station ID: 15 CATTLE CREEK E/O STORAGE LOTS ACCESS Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 12PM 0 4 1 0 0 0 0 0 0 0 0 0 0 5 12:15 0 4 1 0 2 0 0 0 0 0 0 0 0 7 12:30 0 5 0 0 1 0 0 1 0 0 0 0 0 7 12:45 0 6 1 0 2 0 0 0 0 0 0 0 0 9 O 19 3 0 5 0 0 1 0 0 0 0 0 28 13:00 0 4 2 0 1 0 0 0 0 0 0 0 0 7 13:15 0 4 1 0 1 0 0 0 0 0 0 0 0 6 13:30 0 4 0 0 1 0 0 0 0 0 0 0 0 5 13:45 0 3 0 0 0 1 0 0 0 0 0 0 0 4 O 15 3 0 3 1 0 0 0 0 0 0 0 22 14:00 0 8 1 0 0 0 0 0 0 0 0 0 0 9 14:15 0 3 2 0 1 0 0 0 0 0 0 0 0 6 14:30 0 1 0 0 0 0 0 1 0 0 0 0 0 2 14:45 0 5 3 0 1 0 0 0 0 0 0 0 0 9 O 17 6 0 2 0 0 1 0 0 0 0 0 26 15:00 0 3 2 0 1 0 0 0 0 0 0 0 0 6 15:15 0 3 2 0 0 0 0 0 0 0 0 0 0 5 15:30 0 2 0 0 0 0 0 0 0 0 0 0 0 2 15:45 0 2 0 0 1 0 0 0 1 0 0 0 0 4 0 10 4 0 2 0 0 0 1 0 0 0 0 17 16:00 1 6 1 0 1 0 0 0 0 0 0 0 0 9 16:15 0 6 2 0 0 0 0 1 0 0 0 0 0 9 16:30 0 3 2 0 2 0 0 0 0 0 0 0 0 7 16:45 0 3 0 0 0 0 0 0 0 0 0 0 0 3 1 18 5 0 3 0 0 1 0 0 0 0 0 28 17:00 0 5 0 0 1 0 0 0 0 0 0 0 0 6 17:15 1 4 1 0 0 0 0 0 0 0 0 0 0 6 17:30 0 8 1 0 0 0 0 0 0 0 0 0 0 9 17:45 0 3 4 0 0 0 0 0 0 0 0 0 0 7 1 20 6 0 1 0 0 0 0 0 0 0 0 28 18:00 0 2 1 0 0 0 0 0 0 0 0 0 0 3 18:15 0 3 2 0 0 0 0 0 0 0 0 0 0 5 18:30 0 5 1 0 0 0 0 0 0 0 0 0 0 6 18:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 12 5 0 0 0 0 0 0 0 0 0 0 17 19:00 0 5 4 0 0 0 0 0 0 0 0 0 0 9 19:15 0 4 4 0 0 0 0 0 0 0 0 0 0 8 19:30 0 2 1 0 0 0 0 0 0 0 0 0 0 3 19:45 0 2 0 0 1 0 0 0 0 0 0 0 0 3 O 13 9 0 1 0 0 0 0 0 0 0 0 23 20:00 0 4 0 0 0 0 0 0 0 0 0 0 0 4 20:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 20:30 0 1 0 0 0 0 0 1 0 0 0 0 0 2 20:45 0 0 0 0 0 0 0 0 1 0 0 0 0 1 O 6 0 0 0 0 0 1 1 0 0 0 0 8 21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 2 0 0 0 0 0 0 0 0 0 0 0 2 21:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 3 0 0 0 0 0 0 0 0 0 0 0 3 22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 23:30 0 1 1 0 0 0 0 0 0 0 0 0 0 2 23:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 2 1 0 0 0 0 0 0 0 0 0 0 3 Total 2 135 42 0 17 1 0 4 2 0 0 0 0 203 Percent 1.0% 66.5% 20.7% 0.0% 8.4% 0.5% 0.0% 2.0% 1.0% 0.0% 0.0% 0.0% 0.0% Grand Total Percent 3 218 83 1 27 2 0 4 2 0 0 0 0 340 0.9% 64.1% 24.4% 0.3% 7.9% 0.6% 0.0% 1.2% 0.6% 0.0% 0.0% 0.0% 0.0% A-62 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net NB Page 1 .6211111, Site Code: 16 Station ID: 16 SPRING VALLEY RD N/O TURN Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 00:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 00:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 3 0 0 0 0 0 0 0 0 0 0 0 3 01:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 01:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 0 0 0 0 0 0 0 0 0 0 0 1 02:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 02:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 0 0 0 0 0 0 0 0 0 0 0 1 03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 06:30 0 0 1 0 0 0 0 0 0 0 0 0 0 1 06:45 0 3 1 0 0 0 0 0 0 0 0 0 0 4 O 4 2 0 0 0 0 0 0 0 0 0 0 6 07:00 0 0 0 0 1 0 0 0 0 0 0 0 0 1 07:15 0 6 2 0 0 0 0 0 0 0 0 0 0 8 07:30 0 2 1 0 0 0 0 0 0 0 0 0 0 3 07:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 9 3 0 1 0 0 0 0 0 0 0 0 13 08:00 0 0 2 0 0 0 0 0 0 0 0 0 0 2 08:15 1 6 0 0 0 0 0 0 0 0 0 0 0 7 08:30 0 3 1 0 0 0 0 0 0 0 0 0 0 4 08:45 1 4 0 0 0 0 0 0 0 0 0 0 0 5 2 13 3 0 0 0 0 0 0 0 0 0 0 18 09:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 0 1 1 0 0 0 0 0 0 0 0 0 0 2 09:30 0 2 1 0 0 0 0 0 0 0 0 0 0 3 09:45 0 0 2 0 0 0 0 1 0 0 0 0 0 3 O 3 4 0 0 0 0 1 0 0 0 0 0 8 10:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 10:15 0 2 0 0 1 0 0 0 0 0 0 0 0 3 10:30 0 1 1 0 1 0 0 0 0 0 0 0 0 3 10:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 5 1 0 2 0 0 0 0 0 0 0 0 8 11:00 0 3 1 0 0 0 0 0 0 0 0 0 0 4 11:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 11:30 0 5 0 0 0 0 0 0 0 0 0 0 0 5 11:45 0 2 2 0 1 0 0 0 0 0 0 0 0 5 O 11 3 0 1 0 0 0 0 0 0 0 0 15 Total 2 50 16 0 4 0 0 1 0 0 0 0 0 73 Percent 2.7% 68.5% 21.9% 0.0% 5.5% 0.0% 0.0% 1.4% 0.0% 0.0% 0.0% 0.0% 0.0% A-63 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net NB Page 2 .6211111, Site Code: 16 Station ID: 16 SPRING VALLEY RD N/O TURN Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 12PM 0 3 2 0 1 0 0 0 0 0 0 0 0 6 12:15 0 2 1 0 0 0 0 0 0 0 0 0 0 3 12:30 0 1 0 0 1 0 0 0 0 0 0 0 0 2 12:45 1 3 0 1 0 0 0 0 0 0 0 0 0 5 1 9 3 1 2 0 0 0 0 0 0 0 0 16 13:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2 13:15 0 2 1 0 0 0 0 0 0 0 0 0 0 3 13:30 0 1 2 0 0 0 0 0 0 0 0 0 0 3 13:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 7 4 0 0 0 0 0 0 0 0 0 0 11 14:00 0 3 0 0 2 0 0 0 0 0 0 0 0 5 14:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 14:30 0 2 1 0 1 0 0 0 0 0 0 0 0 4 14:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 9 2 0 3 0 0 0 0 0 0 0 0 14 15:00 0 4 0 0 1 0 0 0 0 0 0 0 0 5 15:15 0 4 1 0 0 0 0 0 0 0 0 0 0 5 15:30 0 0 1 0 1 0 0 0 0 0 0 0 0 2 15:45 0 3 0 0 0 0 0 0 0 0 0 0 0 3 0 11 2 0 2 0 0 0 0 0 0 0 0 15 16:00 0 5 0 0 0 0 0 0 0 0 0 0 0 5 16:15 0 3 0 0 0 0 0 0 0 0 0 0 0 3 16:30 0 1 2 0 0 0 0 0 0 0 0 0 0 3 16:45 1 5 0 0 1 0 0 0 0 0 0 0 0 7 1 14 2 0 1 0 0 0 0 0 0 0 0 18 17:00 0 6 2 0 1 0 0 0 0 0 0 0 0 9 17:15 0 4 0 0 1 0 0 0 0 0 0 0 0 5 17:30 0 4 3 0 0 0 0 0 0 0 0 0 0 7 17:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 16 6 0 2 0 0 0 0 0 0 0 0 24 18:00 0 5 4 0 1 0 0 0 0 0 0 0 0 10 18:15 0 5 1 0 0 0 0 0 0 0 0 0 0 6 18:30 0 4 2 0 0 0 0 0 0 0 0 0 0 6 18:45 0 3 0 0 0 0 0 0 0 0 0 0 0 3 O 17 7 0 1 0 0 0 0 0 0 0 0 25 19:00 0 4 1 0 0 0 0 0 0 0 0 0 0 5 19:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 5 2 0 0 0 0 0 0 0 0 0 0 7 19:45 0 2 0 0 0 0 0 0 0 0 0 0 0 2 O 11 3 0 0 0 0 0 0 0 0 0 0 14 20:00 0 0 1 0 1 0 0 0 0 0 0 0 0 2 20:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:30 0 3 0 0 0 0 0 0 0 0 0 0 0 3 20:45 0 3 0 0 0 0 0 0 0 0 0 0 0 3 O 6 1 0 1 0 0 0 0 0 0 0 0 8 21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 1 0 0 0 0 0 0 0 0 0 0 1 21:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 1 1 0 0 0 0 0 0 0 0 0 0 2 22:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 22:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 2 0 0 0 0 0 0 0 0 0 0 0 2 22:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 3 0 0 0 0 0 0 0 0 0 0 0 3 23:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1 23:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 23:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 23:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 4 0 0 0 0 0 0 0 0 0 0 0 4 Total 2 108 31 1 12 0 0 0 0 0 0 0 0 154 Percent 1.3% 70.1% 20.1% 0.6% 7.8% 0.0% 0.0% 0.0 % 0.0% 0.0% 0.0% 0.0% 0.0% Grand 4 158 47 1 16 0 0 1 0 0 0 0 0 227 Total Percent 1.8% 69.6% 20.7% 0.4% 7.0% 0.0% 0.0% 0.4% 0.0% 0.0% 0.0% 0.0% 0.0% A-64 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net SB Page 3 Site Code: 16 Station ID: 16 SPRING VALLEY RD N/O TURN Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 1 1 0 0 0 0 0 0 0 0 0 0 2 02:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 1 0 0 0 0 0 0 0 0 0 0 0 1 O 2 1 0 0 0 0 0 0 0 0 0 0 3 03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 0 0 1 0 0 0 0 0 0 0 0 0 0 1 04:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 04:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 1 1 0 0 0 0 0 0 0 0 0 0 2 05:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 1 0 0 0 0 0 0 0 0 0 0 0 1 05:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 1 1 0 0 0 0 0 0 0 0 0 0 2 O 2 1 0 0 0 0 0 0 0 0 0 0 3 06:00 0 4 0 0 0 0 0 0 0 0 0 0 0 4 06:15 0 2 0 0 0 0 0 0 0 0 0 0 0 2 06:30 0 1 2 0 0 0 0 0 0 0 0 0 0 3 06:45 0 4 0 0 0 0 0 0 0 0 0 0 0 4 O 11 2 0 0 0 0 0 0 0 0 0 0 13 07:00 0 7 1 0 0 0 0 0 0 0 0 0 0 8 07:15 0 7 0 0 0 0 0 0 0 0 0 0 0 7 07:30 0 5 2 0 0 1 0 0 0 0 0 0 0 8 07:45 0 4 0 0 0 0 0 0 0 0 0 0 0 4 O 23 3 0 0 1 0 0 0 0 0 0 0 27 08:00 0 3 3 0 0 0 0 0 0 0 0 0 0 6 08:15 1 7 0 0 0 0 0 1 0 0 0 0 0 9 08:30 0 5 0 0 0 0 0 0 0 0 0 0 0 5 08:45 0 6 0 0 0 0 0 0 0 0 0 0 0 6 1 21 3 0 0 0 0 1 0 0 0 0 0 26 09:00 0 3 0 0 0 0 0 0 0 0 0 0 0 3 09:15 0 5 0 0 0 0 0 0 0 0 0 0 0 5 09:30 0 3 4 0 0 0 0 0 0 0 0 0 0 7 09:45 0 2 1 0 0 0 0 0 0 0 0 0 0 3 O 13 5 0 0 0 0 0 0 0 0 0 0 18 10:00 0 5 1 0 0 0 0 0 0 0 0 0 0 6 10:15 0 0 1 0 0 0 0 0 0 0 0 0 0 1 10:30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 10:45 0 3 2 0 0 0 0 0 0 0 0 0 0 5 O 9 4 0 0 0 0 0 0 0 0 0 0 13 11:00 0 3 1 0 0 0 0 0 0 0 0 0 0 4 11:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 0 0 2 0 0 0 0 0 0 0 0 0 0 2 11:45 0 2 0 0 0 0 0 0 0 0 0 0 0 2 O 5 3 0 0 0 0 0 0 0 0 0 0 8 Total 1 87 23 0 0 1 0 1 0 0 0 0 0 113 Percent 0.9% 77.0% 20.4% 0.0% 0.0% 0.9% 0.0% 0.9% 0.0% 0.0% 0.0% 0.0% 0.0% A-65 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net SB Page 4 .6211111, Site Code: 16 Station ID: 16 SPRING VALLEY RD N/O TURN Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double 12PM 0 0 1 0 0 0 0 0 12:15 0 4 0 0 0 0 0 12:30 0 0 2 0 0 0 0 12:45 0 4 1 0 0 0 0 O 8 4 0 0 0 0 13:00 0 1 0 0 0 1 0 13:15 0 0 1 0 0 0 0 13:30 0 5 0 0 0 0 0 13:45 0 1 0 0 0 0 0 O 7 1 0 0 1 0 14:00 0 3 2 0 0 0 0 14:15 0 2 1 0 0 0 0 14:30 0 3 0 0 2 0 0 14:45 0 3 0 0 0 0 0 O 11 3 0 2 0 0 15:00 0 1 2 0 0 0 0 15:15 0 1 0 0 0 0 0 15:30 0 0 1 0 0 0 0 15:45 0 3 1 0 0 0 0 0 5 4 0 0 0 0 16:00 0 1 1 0 0 0 0 16:15 0 0 0 0 1 0 0 16:30 0 4 3 0 0 0 0 16:45 0 4 1 0 0 0 0 O 9 5 0 1 0 0 17:00 0 2 0 0 0 0 0 17:15 0 4 0 0 0 0 0 17:30 0 3 0 0 0 0 0 17:45 0 1 0 0 0 0 0 O 10 0 0 0 0 0 18:00 0 5 0 0 0 0 0 18:15 0 3 0 0 0 0 0 18:30 0 3 0 0 0 0 0 18:45 0 0 1 0 0 0 0 O 11 1 0 0 0 0 19:00 0 0 0 0 0 0 0 19:15 0 0 0 0 0 0 0 19:30 0 4 0 0 0 0 0 19:45 0 0 0 0 0 0 0 O 4 0 0 0 0 0 20:00 0 1 1 0 0 0 0 20:15 0 0 1 0 1 0 0 20:30 0 1 0 0 0 0 0 20:45 0 1 0 0 0 0 0 O 3 2 0 1 0 0 21:00 0 0 0 0 0 0 0 21:15 0 1 0 0 0 0 0 21:30 0 1 0 0 0 0 0 21:45 0 0 0 0 0 0 0 O 2 0 0 0 0 0 22:00 0 1 1 0 0 0 0 22:15 0 0 0 0 0 0 0 22:30 0 0 1 0 0 0 0 22:45 0 1 0 0 0 0 0 O 2 2 0 0 0 0 23:00 0 0 0 0 0 0 0 23:15 0 0 0 0 0 0 0 23:30 0 0 0 0 0 0 0 23:45 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 Total 0 72 22 0 4 1 0 Percent 0.0% 72.0% 22.0% 0.0% 4.0% 1.0% 0.0% 1.0% 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Double Double Multi Multi Multi Total 0 0 0 0 0 1 O 0 0 0 0 4 0 0 0 0 0 2 O 0 0 0 0 5 0 0 0 0 0 12 0 0 0 0 0 2 0 0 0 0 0 1 0 0 0 0 0 5 O 0 0 0 0 1 0 0 0 0 0 9 0 0 0 0 0 5 0 0 0 0 0 3 0 0 0 0 0 5 O 0 0 0 0 3 0 0 0 0 0 16 O 0 0 0 0 3 0 0 0 0 0 1 O 0 0 0 0 1 0 0 0 0 0 4 0 0 0 0 0 9 0 0 0 0 0 2 0 0 0 0 0 1 0 0 0 0 0 7 0 0 0 0 0 5 0 0 0 0 0 15 0 0 0 0 0 2 0 0 0 0 0 4 0 0 0 0 0 3 0 0 0 0 0 1 0 0 0 0 0 10 0 0 0 0 0 5 0 0 0 0 0 3 0 0 0 0 0 3 O 0 0 0 0 1 0 0 0 0 0 12 O 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 3 0 0 0 0 0 2 0 0 0 0 0 1 O 0 0 0 0 1 0 0 0 0 0 7 O 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 O 0 0 0 0 1 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 0 0 0 0 100 0.0% 0.0% 0.0% 0.0% 0.0% Grand 1 159 45 0 4 2 0 2 0 0 0 0 0 213 Total Percent 0.5% 74.6% 21.1% 0.0% 1.9% 0.9% 0.0% 0.9% 0.0% 0.0% 0.0% 0.0% 0.0% A-66 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net NB Page 1 .12111110 Site Code: 17 Station ID: 17 SH82 N/O ACCESS POINT ONTO SH82 Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 13 2 0 1 0 0 0 0 0 0 0 0 16 00:15 0 9 1 1 0 0 0 0 0 0 0 0 0 11 00:30 0 6 0 0 0 0 0 0 0 0 0 0 0 6 00:45 0 9 1 0 0 0 0 0 0 0 0 0 0 10 O 37 4 1 1 0 0 0 0 0 0 0 0 43 01:00 0 9 0 0 0 0 0 0 0 0 0 0 0 9 01:15 0 6 0 1 1 0 0 0 0 0 0 0 0 8 01:30 1 5 0 0 0 0 0 0 0 0 0 0 0 6 01:45 0 4 0 0 0 0 0 0 0 0 0 0 0 4 1 24 0 1 1 0 0 0 0 0 0 0 0 27 02:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2 02:15 0 2 0 0 2 0 0 0 0 0 0 0 0 4 02:30 0 4 0 0 0 0 0 0 0 0 0 0 0 4 02:45 0 7 0 0 1 0 0 0 0 0 0 0 0 8 O 15 0 0 3 0 0 0 0 0 0 0 0 18 03:00 0 3 0 0 0 0 0 0 1 0 0 0 0 4 03:15 0 0 0 0 1 0 0 0 0 0 0 0 0 1 03:30 0 5 0 0 1 0 0 0 0 0 0 0 0 6 03:45 0 6 1 0 0 0 0 0 0 1 0 0 0 8 0 14 1 0 2 0 0 0 1 1 0 0 0 19 04:00 0 3 1 0 0 0 0 0 0 0 0 0 0 4 04:15 0 8 0 0 1 0 0 0 0 0 0 0 0 9 04:30 0 7 2 0 1 0 0 0 0 0 0 0 0 10 04:45 0 16 0 0 0 0 0 0 1 0 0 0 0 17 O 34 3 0 2 0 0 0 1 0 0 0 0 40 05:00 0 13 1 0 0 0 0 0 0 0 0 0 0 14 05:15 0 19 1 0 1 1 0 1 0 0 0 0 0 23 05:30 0 15 1 0 0 1 0 0 0 0 0 0 0 17 05:45 0 21 1 0 0 1 0 1 0 0 0 0 0 24 O 68 4 0 1 3 0 2 0 0 0 0 0 78 06:00 0 16 2 0 1 0 0 0 0 0 0 0 0 19 06:15 0 37 3 0 1 0 0 0 0 0 0 0 0 41 06:30 0 36 3 0 3 5 0 1 0 0 0 0 0 48 06:45 1 69 4 0 4 2 0 0 0 0 0 0 0 80 1 158 12 0 9 7 0 1 0 0 0 0 0 188 07:00 0 60 3 0 2 0 0 0 0 0 0 0 0 65 07:15 0 90 7 0 3 1 0 0 0 0 0 0 0 101 07:30 0 99 6 0 1 1 0 3 1 0 0 0 0 111 07:45 0 144 5 1 1 1 0 0 1 0 0 0 0 153 O 393 21 1 7 3 0 3 2 0 0 0 0 430 08:00 1 104 6 0 0 3 0 0 0 0 0 0 0 114 08:15 0 115 12 0 2 0 0 3 0 0 0 0 0 132 08:30 0 105 7 0 5 3 0 2 1 0 0 0 0 123 08:45 0 131 6 0 2 1 0 1 3 0 0 0 0 144 1 455 31 0 9 7 0 6 4 0 0 0 0 513 09:00 0 99 12 0 2 2 0 3 0 0 0 0 0 118 09:15 0 112 9 1 4 3 0 0 0 0 0 0 0 129 09:30 0 115 8 0 1 0 0 3 1 0 0 0 0 128 09:45 1 137 5 0 3 0 0 1 4 0 0 0 0 151 1 463 34 1 10 5 0 7 5 0 0 0 0 526 10:00 1 141 9 0 2 3 0 2 0 0 1 0 0 159 10:15 1 119 10 1 2 1 0 1 1 0 0 0 0 136 10:30 0 141 11 0 1 2 0 4 0 0 0 0 0 159 10:45 0 169 13 1 1 1 0 2 1 1 1 0 0 190 2 570 43 2 6 7 0 9 2 1 2 0 0 644 11:00 1 128 11 1 1 3 0 1 0 0 0 0 0 146 11:15 0 165 20 0 2 2 0 2 1 0 0 0 0 192 11:30 2 153 17 1 2 2 0 5 0 0 1 0 0 183 11:45 2 124 14 1 4 3 0 2 0 0 0 0 0 150 5 570 62 3 9 10 0 10 1 0 1 0 0 671 Total 11 2801 215 9 60 42 0 38 16 2 3 0 0 3197 Percent 0.3% 87.6% 6.7% 0.3% 1.9% 1.3% 0.0% 1.2% 0.5% 0.1% 0.1% 0.0% 0.0% A-67 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net NB Page 2 .12111110 Site Code: 17 Station ID: 17 SH82 N/O ACCESS POINT ONTO SH82 Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 12 PM 2 157 15 0 7 1 0 1 2 1 0 0 0 186 12:15 1 162 19 0 3 1 0 2 0 0 1 0 1 190 12:30 3 148 12 0 1 2 0 4 0 0 0 1 0 171 12:45 0 146 18 0 3 0 0 3 0 0 0 0 0 170 6 613 64 0 14 4 0 10 2 1 1 1 1 717 13:00 1 145 24 0 5 1 1 3 0 0 0 0 0 180 13:15 0 155 15 0 3 2 0 5 0 0 0 0 0 180 13:30 2 154 18 0 8 8 0 2 0 0 0 0 0 192 13:45 0 147 18 0 1 5 0 0 2 0 0 0 0 173 3 601 75 0 17 16 1 10 2 0 0 0 0 725 14:00 1 155 7 0 7 4 0 3 0 0 0 0 0 177 14:15 0 149 19 1 3 0 1 3 1 0 0 0 0 177 14:30 1 171 13 0 1 7 0 5 1 0 0 0 0 199 14:45 1 150 20 0 6 2 0 3 2 0 1 0 0 185 3 625 59 1 17 13 1 14 4 0 1 0 0 738 15:00 1 128 20 1 3 1 2 1 1 0 0 0 0 158 15:15 2 176 21 0 5 2 0 6 1 0 0 0 0 213 15:30 0 167 27 0 2 1 0 2 0 0 0 0 0 199 15:45 2 202 19 2 5 4 0 2 0 0 0 0 0 236 5 673 87 3 15 8 2 11 2 0 0 0 0 806 16:00 1 219 31 1 1 2 0 2 0 0 0 0 0 257 16:15 4 239 19 0 2 3 0 5 2 0 0 0 1 275 16:30 3 239 18 1 0 2 0 4 1 0 0 0 0 268 16:45 1 251 34 3 2 6 0 4 2 0 0 1 0 304 9 948 102 5 5 13 0 15 5 0 0 1 1 1104 17:00 4 236 13 0 1 0 0 0 0 0 0 0 2 256 17:15 1 298 24 0 1 4 0 5 1 0 0 0 0 334 17:30 4 247 30 0 2 0 0 2 1 0 1 0 0 287 17:45 1 226 16 1 1 3 0 4 1 0 1 0 0 254 10 1007 83 1 5 7 0 11 3 0 2 0 2 1131 18:00 2 178 19 1 3 1 0 0 1 0 0 0 0 205 18:15 2 183 9 0 1 1 0 2 1 0 0 0 0 199 18:30 3 135 13 1 2 0 0 0 1 0 0 0 0 155 18:45 1 98 10 0 4 0 0 0 0 0 0 0 0 113 8 594 51 2 10 2 0 2 3 0 0 0 0 672 19:00 0 88 4 0 2 1 0 1 1 0 0 0 0 97 19:15 1 71 5 0 0 1 0 0 1 0 0 0 0 79 19:30 0 66 8 1 0 0 0 0 0 0 0 0 0 75 19:45 0 68 4 0 1 0 0 0 0 0 0 0 0 73 1 293 21 1 3 2 0 1 2 0 0 0 0 324 20:00 0 44 6 1 1 0 0 0 1 0 0 0 0 53 20:15 0 52 4 1 0 0 0 0 1 0 0 0 0 58 20:30 0 36 3 0 2 0 0 0 0 0 0 0 0 41 20:45 0 36 0 0 1 0 0 1 0 0 0 0 0 38 O 168 13 2 4 0 0 1 2 0 0 0 0 190 21:00 0 36 2 0 0 0 0 0 0 0 0 0 0 38 21:15 0 29 3 0 1 0 0 0 0 0 0 0 0 33 21:30 0 18 2 0 1 0 0 0 0 0 0 0 0 21 21:45 0 29 2 0 0 0 0 0 0 0 0 0 0 31 O 112 9 0 2 0 0 0 0 0 0 0 0 123 22:00 0 22 1 0 0 0 0 0 0 0 0 0 0 23 22:15 0 22 3 0 0 0 0 0 0 0 0 0 0 25 22:30 0 23 1 0 1 0 0 0 1 0 0 0 0 26 22:45 0 20 3 0 0 0 0 0 0 0 0 0 0 23 O 87 8 0 1 0 0 0 1 0 0 0 0 97 23:00 0 14 0 0 1 0 0 0 0 0 0 0 0 15 23:15 0 14 1 2 0 0 0 0 3 0 0 0 0 20 23:30 0 12 0 0 0 0 0 0 1 0 0 0 0 13 23:45 0 10 0 1 0 0 0 0 0 0 0 0 0 11 O 50 1 3 1 0 0 0 4 0 0 0 0 59 Total 45 5771 573 18 94 65 4 75 30 1 4 2 4 6686 Percent 0.7% 86.3% 8.6% 0.3% 1.4% 1.0% 0.1% 1.1 % 0.4% 0.0% 0.1% 0.0% 0.1% Grand Total Percent 56 8572 788 27 154 107 4 113 46 3 7 2 4 9883 0.6% 86.7% 8.0% 0.3% 1.6% 1.1% 0.0% 1.1% 0.5% 0.0% 0.1% 0.0% 0.0% A-68 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net SB Page 1 Site Code: 17.5 Station ID: 17.5 SH82 N/O ACCESS POINT ONTO SH82 Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 01/03/13 0 11 0 0 0 0 0 0 0 0 0 0 0 11 00:15 0 6 0 0 1 0 0 0 0 0 0 0 0 7 00:30 0 8 0 0 0 0 0 0 0 0 0 0 0 8 00:45 0 5 0 0 0 0 0 0 0 0 0 0 0 5 O 30 0 0 1 0 0 0 0 0 0 0 0 31 01:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2 01:15 0 4 0 0 0 0 0 0 0 0 0 0 0 4 01:30 0 6 1 0 0 0 0 0 0 0 0 0 0 7 01:45 0 2 0 0 1 0 0 0 0 0 0 0 0 3 O 14 1 0 1 0 0 0 0 0 0 0 0 16 02:00 0 5 0 0 0 0 0 0 0 1 0 0 0 6 02:15 0 11 0 0 0 0 0 0 0 0 0 0 0 11 02:30 0 3 1 0 0 0 0 0 0 0 0 0 0 4 02:45 0 4 0 0 0 0 0 0 0 0 0 0 0 4 O 23 1 0 0 0 0 0 0 1 0 0 0 25 03:00 0 3 0 1 0 0 0 0 0 0 0 0 0 4 03:15 0 4 3 0 1 0 0 2 0 0 0 0 0 10 03:30 0 11 0 0 0 0 0 1 0 0 0 0 0 12 03:45 0 5 0 0 1 0 0 0 0 0 0 0 0 6 0 23 3 1 2 0 0 3 0 0 0 0 0 32 04:00 0 5 1 0 0 0 0 0 0 0 0 0 0 6 04:15 0 6 1 1 1 0 0 0 1 0 0 0 0 10 04:30 0 13 1 0 0 0 0 1 0 0 0 0 0 15 04:45 0 20 4 1 2 0 0 1 1 0 0 0 0 29 O 44 7 2 3 0 0 2 2 0 0 0 0 60 05:00 0 31 3 0 0 0 0 2 0 0 0 0 0 36 05:15 0 48 4 1 2 0 0 1 0 0 0 0 0 56 05:30 1 54 8 1 1 0 0 2 0 0 0 0 0 67 05:45 1 82 5 1 3 2 0 2 1 0 0 0 0 97 2 215 20 3 6 2 0 7 1 0 0 0 0 256 06:00 0 127 14 0 3 0 0 1 2 0 0 0 0 147 06:15 2 158 20 0 2 2 0 0 1 0 0 0 0 185 06:30 0 157 21 1 5 0 0 2 0 0 0 0 0 186 06:45 0 170 16 0 0 0 2 5 0 0 0 0 0 193 2 612 71 1 10 2 2 8 3 0 0 0 0 711 07:00 3 145 28 4 4 2 0 2 3 0 0 0 1 192 07:15 3 180 23 1 1 1 0 3 0 0 0 0 0 212 07:30 1 213 14 1 4 6 0 1 1 0 0 0 0 241 07:45 1 226 11 0 3 3 1 2 1 1 0 1 1 251 8 764 76 6 12 12 1 8 5 1 0 1 2 896 08:00 1 179 20 0 7 3 0 6 1 0 0 0 0 217 08:15 2 200 15 1 3 3 0 0 1 0 0 0 0 225 08:30 1 194 18 0 2 4 0 4 0 0 0 0 0 223 08:45 0 162 23 0 0 0 1 2 0 0 0 0 0 188 4 735 76 1 12 10 1 12 2 0 0 0 0 853 09:00 0 117 17 1 4 4 1 1 1 0 0 0 0 146 09:15 2 121 21 0 4 3 0 2 1 0 0 0 0 154 09:30 0 124 12 0 3 2 0 3 2 0 1 0 0 147 09:45 0 128 25 1 2 4 0 1 1 0 0 0 0 162 2 490 75 2 13 13 1 7 5 0 1 0 0 609 10:00 0 115 18 0 5 1 0 0 1 0 0 0 0 140 10:15 0 113 10 0 2 4 0 1 1 0 0 0 0 131 10:30 1 98 12 1 3 1 0 1 1 1 0 0 0 119 10:45 0 110 13 1 3 3 0 1 0 0 0 0 0 131 1 436 53 2 13 9 0 3 3 1 0 0 0 521 11:00 2 99 13 0 5 0 0 0 3 0 0 0 0 122 11:15 1 106 10 1 2 2 0 3 2 0 0 0 0 127 11:30 0 106 15 0 0 2 0 1 3 1 1 1 1 131 11:45 1 134 20 2 4 2 0 3 1 0 0 0 0 167 4 445 58 3 11 6 0 7 9 1 1 1 1 547 Total 23 3831 441 21 84 54 5 57 30 4 2 2 3 4557 Percent 0.5% 84.1% 9.7% 0.5% 1.8% 1.2% 0.1% 1.3% 0.7% 0.1% 0.0% 0.0% 0.1 % A-69 All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net SB Page 2 dialEP Site Code: 17.5 Station ID: 17.5 SH82 N/O ACCESS POINT ONTO SH82 Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total 12 PM 0 98 7 0 1 2 0 0 2 0 0 0 0 110 12:15 3 104 22 1 4 2 0 3 0 0 0 0 0 139 12:30 0 117 12 0 3 3 0 1 1 0 0 2 0 139 12:45 2 110 14 0 1 2 0 3 3 0 0 0 0 135 5 429 55 1 9 9 0 7 6 0 0 2 0 523 13:00 0 109 8 0 1 2 0 0 2 0 0 0 0 122 13:15 3 116 24 1 5 2 0 3 0 0 0 0 0 154 13:30 0 130 13 0 3 3 0 1 1 0 0 2 0 153 13:45 2 122 16 0 1 2 0 3 3 0 0 0 0 149 5 477 61 1 10 9 0 7 6 0 0 2 0 578 14:00 2 136 9 0 3 4 1 1 0 0 0 0 0 156 14:15 1 130 7 0 3 4 0 2 4 0 0 0 0 151 14:30 0 143 13 0 5 2 0 1 2 0 0 0 0 166 14:45 0 134 9 0 2 2 0 1 0 0 0 0 0 148 3 543 38 0 13 12 1 5 6 0 0 0 0 621 15:00 0 149 6 1 3 0 0 2 2 0 0 0 0 163 15:15 1 128 13 1 2 0 0 1 0 1 0 0 0 147 15:30 0 139 10 0 3 2 0 1 1 0 0 0 0 156 15:45 0 160 11 0 2 2 0 0 1 0 0 0 0 176 1 576 40 2 10 4 0 4 4 1 0 0 0 642 16:00 1 151 10 0 4 2 0 1 2 0 0 0 0 171 16:15 1 156 9 0 1 1 0 0 1 0 0 0 2 171 16:30 1 158 9 1 2 0 0 0 1 0 0 0 0 172 16:45 0 170 9 3 2 1 0 4 0 0 0 0 0 189 3 635 37 4 9 4 0 5 4 0 0 0 2 703 17:00 1 154 16 0 1 3 0 1 0 0 0 0 0 176 17:15 1 163 14 0 1 0 1 2 2 2 0 0 0 186 17:30 0 175 3 1 0 1 0 0 1 0 0 0 1 182 17:45 1 145 2 0 0 0 0 0 0 0 0 0 0 148 3 637 35 1 2 4 1 3 3 2 0 0 1 692 18:00 2 114 11 0 1 0 0 0 0 0 0 0 0 128 18:15 0 92 6 0 2 1 0 0 0 0 0 0 0 101 18:30 0 89 7 0 0 1 0 0 1 0 0 0 0 98 18:45 0 81 5 1 1 0 0 0 0 0 0 0 0 88 2 376 29 1 4 2 0 0 1 0 0 0 0 415 19:00 1 82 5 0 0 0 0 0 0 0 0 0 0 88 19:15 0 69 5 0 0 0 0 1 0 0 0 0 0 75 19:30 0 77 7 0 3 1 0 0 1 0 0 0 0 89 19:45 0 63 2 1 0 0 0 0 0 0 0 0 0 66 1 291 19 1 3 1 0 1 1 0 0 0 0 318 20:00 0 50 2 0 0 0 0 0 1 0 0 0 0 53 20:15 2 45 4 0 1 0 0 0 1 0 0 0 0 53 20:30 0 50 0 0 0 1 0 0 1 0 0 0 0 52 20:45 0 47 1 1 1 0 0 0 0 0 0 0 0 50 2 192 7 1 2 1 0 0 3 0 0 0 0 208 21:00 0 39 1 0 0 0 0 0 0 0 0 0 0 40 21:15 0 46 7 1 0 1 0 1 0 0 0 0 0 56 21:30 0 48 2 0 0 0 0 0 1 0 0 0 0 51 21:45 0 41 3 2 0 0 0 0 0 0 0 0 0 46 O 174 13 3 0 1 0 1 1 0 0 0 0 193 22:00 0 28 2 0 0 0 0 0 0 0 0 0 0 30 22:15 0 25 1 1 0 0 0 0 0 0 0 0 0 27 22:30 0 31 2 0 0 0 0 1 1 0 0 0 0 35 22:45 0 14 1 0 0 0 0 0 0 0 0 0 0 15 O 98 6 1 0 0 0 1 1 0 0 0 0 107 23:00 0 17 1 0 0 0 0 0 0 0 0 0 0 18 23:15 0 14 0 1 0 0 0 0 0 0 0 0 0 15 23:30 0 14 2 0 1 0 0 0 1 0 0 0 0 18 23:45 0 21 0 0 0 0 0 0 0 0 0 0 0 21 O 66 3 1 1 0 0 0 1 0 0 0 0 72 Total 25 4494 343 17 63 47 2 34 37 3 0 4 3 5072 Percent 0.5% 88.6% 6.8% 0.3% 1.2% 0.9% 0.0% 0.7% 0.7% 0.1% 0.0% 0.1% 0.1% Grand Total Percent 48 8325 784 38 147 101 7 91 67 7 2 6 6 9629 0.5% 86.5% 8.1% 0.4% 1.5% 1.0% 0.1% 0.9% 0.7% 0.1% 0.0% 0.1% 0.1% A-70 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 Appendix B: Synchro Reports - Existing Conditions Cattle Creek Metropolitan District, Garfield County, Colorado Appendix B 2012 Existing Condition AM Peak Hour Synchro Reports B-1 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Baseline Existing Condition t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 22 28 113 60 23 62 26 546 21 102 994 56 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.94 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.98 1.00 0.98 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1822 1583 1720 1770 3539 1583 1770 3539 1583 Flt Permitted 0.87 1.00 0.84 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1617 1583 1476 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 24 30 123 65 25 67 28 593 23 111 1080 61 RTOR Reduction (vph) 0 0 103 0 56 0 0 0 13 0 0 29 Lane Group Flow (vph) 0 54 20 0 101 0 28 593 10 111 1080 32 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 6.6 6.6 6.6 0.6 18.5 18.5 3.8 21.7 21.7 Effective Green, g (s) 6.6 6.6 6.6 0.6 18.5 18.5 3.8 21.7 21.7 Actuated g/C Ratio 0.16 0.16 0.16 0.01 0.45 0.45 0.09 0.53 0.53 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 261 255 238 26 1601 716 164 1878 840 v/s Ratio Prot 0.02 0.17 c0.06 c0.31 v/s Ratio Perm 0.03 0.01 c0.07 0.01 0.02 v/c Ratio 0.21 0.08 0.42 1.08 0.37 0.01 0.68 0.58 0.04 Uniform Delay, d1 14.9 14.6 15.4 20.2 7.4 6.2 18.0 6.5 4.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.1 1.2 201.3 0.1 0.0 10.5 0.4 0.0 Delay (s) 15.3 14.7 16.7 221.4 7.5 6.2 28.5 6.9 4.6 Level of Service B B B F A A C A A Approach Delay (s) 14.9 16.7 16.8 8.7 Approach LOS B B B A Intersection Summary HCM Average Control Delay 12.1 HCM Level of Service B HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 40.9 Sum of lost time (s) 12.0 Intersection Capacity Utilization 55.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2012 AM Peak Hour - Summer HDR Engineering B-2 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Baseline Existing Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t fir 41+ Volume (veh/h) 0 0 0 28 0 2 0 591 31 32 1135 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 30 0 2 0 642 34 35 1234 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1627 1979 617 1329 1946 321 1234 676 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1627 1979 617 1329 1946 321 1234 676 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 72 100 100 100 96 cM capacity (veh/h) 66 59 433 110 62 675 560 911 Direction, Lane # EB 1 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 0 30 2 214 428 34 652 617 Volume Left 0 30 0 0 0 0 35 0 Volume Right 0 0 2 0 0 34 0 0 cSH 1700 110 675 560 1700 1700 911 1700 Volume to Capacity 0.00 0.28 0.00 0.00 0.25 0.02 0.04 0.36 Queue Length 95th (ft) 0 26 0 0 0 0 3 0 Control Delay (s) 0.0 50.0 10.4 0.0 0.0 0.0 1.0 0.0 Lane LOS A E B A Approach Delay (s) 0.0 47.3 0.0 0.5 Approach LOS A E Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 62.0% ICU Level of Service B Analysis Period (min) 15 2012 AM Peak Hour - Summer HDR Engineering B-3 Synchro 8 Report 3/9/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road Baseline Existing Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 414 fir 4 Volume (veh/h) 0 0 0 50 0 39 0 581 32 62 1101 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 54 0 42 0 632 35 67 1197 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1690 1998 598 1365 1963 316 1197 666 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1690 1998 598 1365 1963 316 1197 666 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 46 100 94 100 93 cM capacity (veh/h) 54 55 445 100 58 680 579 919 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 97 211 421 35 67 798 399 Volume Left 0 54 0 0 0 67 0 0 Volume Right 0 42 0 0 35 0 0 0 cSH 1700 160 579 1700 1700 919 1700 1700 Volume to Capacity 0.00 0.60 0.00 0.25 0.02 0.07 0.47 0.23 Queue Length 95th (ft) 0 81 0 0 0 6 0 0 Control Delay (s) 0.0 56.9 0.0 0.0 0.0 9.2 0.0 0.0 Lane LOS A F A Approach Delay (s) 0.0 56.9 0.0 0.5 Approach LOS A F Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15 2012 AM Peak Hour - Summer HDR Engineering B-4 Synchro 8 Report 3/9/2013 2012 Existing Condition PM Peak Hour Synchro Reports B-5 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Baseline Existing Condition t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 49 28 51 48 37 144 94 1268 46 91 806 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1687 1770 3539 1583 1770 3539 1583 Flt Permitted 0.59 1.00 0.91 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1102 1583 1553 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 53 30 55 52 40 157 102 1378 50 99 876 26 RTOR Reduction (vph) 0 0 45 0 115 0 0 0 24 0 0 14 Lane Group Flow (vph) 0 83 10 0 134 0 102 1378 26 99 876 12 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 9.6 9.6 9.6 6.4 27.5 27.5 3.9 25.0 25.0 Effective Green, g (s) 9.6 9.6 9.6 6.4 27.5 27.5 3.9 25.0 25.0 Actuated g/C Ratio 0.18 0.18 0.18 0.12 0.52 0.52 0.07 0.47 0.47 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 200 287 281 214 1836 821 130 1669 747 v/s Ratio Prot 0.06 c0.39 c0.06 0.25 v/s Ratio Perm 0.08 0.01 c0.09 0.02 0.01 v/c Ratio 0.41 0.03 0.48 0.48 0.75 0.03 0.76 0.52 0.02 Uniform Delay, d1 19.2 17.9 19.5 21.7 10.0 6.2 24.1 9.8 7.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.0 1.3 1.7 1.8 0.0 22.8 0.3 0.0 Delay (s) 20.6 17.9 20.7 23.4 11.8 6.3 46.9 10.1 7.5 Level of Service C B C C B A D B A Approach Delay (s) 19.5 20.7 12.4 13.7 Approach LOS B C B B Intersection Summary HCM Average Control Delay 13.9 HCM Level of Service B HCM Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 53.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 70.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2012 PM Peak Hour - Summer HDR Engineering B-6 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Baseline Existing Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 fir lit fir 41+ Volume (veh/h) 0 0 0 21 0 28 0 1380 55 15 907 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 23 0 30 0 1500 60 16 986 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1799 2578 493 2026 2518 750 986 1560 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1799 2578 493 2026 2518 750 986 1560 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 30 100 91 100 96 cM capacity (veh/h) 45 24 522 33 27 354 696 420 Direction, Lane # EB 1 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 23 30 750 750 60 16 657 329 Volume Left 0 23 0 0 0 0 16 0 0 Volume Right 0 0 30 0 0 60 0 0 0 cSH 1700 33 354 1700 1700 1700 420 1700 1700 Volume to Capacity 0.00 0.70 0.09 0.44 0.44 0.04 0.04 0.39 0.19 Queue Length 95th (ft) 0 59 7 0 0 0 3 0 0 Control Delay (s) 0.0 244.3 16.1 0.0 0.0 0.0 13.9 0.0 0.0 Lane LOS A F C B Approach Delay (s) 0.0 113.9 0.0 0.2 Approach LOS A F Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 2012 PM Peak Hour - Summer HDR Engineering B-7 Synchro 8 Report 3/9/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Access/Cattle Creek Road Baseline Existing Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11+ Volume (veh/h) 0 0 0 40 0 58 0 1363 48 58 870 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 43 0 63 0 1482 52 63 946 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1876 2605 473 2107 2579 767 946 1534 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1876 2605 473 2107 2579 767 946 1534 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 100 82 100 85 cM capacity (veh/h) 32 21 538 26 22 345 721 430 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 0 107 988 546 63 473 473 Volume Left 0 43 0 0 63 0 0 Volume Right 0 63 0 52 0 0 0 cSH 1700 57 1700 1700 430 1700 1700 Volume to Capacity 0.00 1.86 0.58 0.32 0.15 0.28 0.28 Queue Length 95th (ft) 0 252 0 0 13 0 0 Control Delay (s) 0.0 559.2 0.0 0.0 14.8 0.0 0.0 Lane LOS A F B Approach Delay (s) 0.0 559.2 0.0 0.9 Approach LOS A F Intersection Summary Average Delay 22.8 Intersection Capacity Utilization 58.3% ICU Level of Service B Analysis Period (min) 15 2012 PM Peak Hour - Summer HDR Engineering B-8 Synchro 8 Report 3/9/2013 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 Appendix C: Synchro Reports - Future Conditions Cattle Creek Metropolitan District, Garfield County, Colorado Appendix C 2020 Background AM Peak Hour Synchro Reports C-1 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2020 Future No Build Condition t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 25 31 125 66 25 70 28 615 23 113 1037 62 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.94 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.98 1.00 0.98 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1822 1583 1718 1770 3539 1583 1770 3539 1583 Flt Permitted 0.85 1.00 0.84 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1585 1583 1470 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 34 136 72 27 76 30 668 25 123 1127 67 RTOR Reduction (vph) 0 0 113 0 59 0 0 0 13 0 0 30 Lane Group Flow (vph) 0 61 23 0 116 0 30 668 12 123 1127 37 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 7.3 7.3 7.3 0.6 20.2 20.2 4.4 24.0 24.0 Effective Green, g (s) 7.3 7.3 7.3 0.6 20.2 20.2 4.4 24.0 24.0 Actuated g/C Ratio 0.17 0.17 0.17 0.01 0.46 0.46 0.10 0.55 0.55 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 264 263 244 24 1628 728 177 1935 865 v/s Ratio Prot 0.02 0.19 c0.07 c0.32 v/s Ratio Perm 0.04 0.01 c0.08 0.01 0.02 v/c Ratio 0.23 0.09 0.47 1.25 0.41 0.02 0.69 0.58 0.04 Uniform Delay, d1 15.9 15.5 16.6 21.6 7.9 6.4 19.1 6.6 4.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.1 1.5 269.2 0.2 0.0 11.2 0.5 0.0 Delay (s) 16.3 15.6 18.0 290.9 8.1 6.5 30.3 7.1 4.6 Level of Service B B B F A A C A A Approach Delay (s) 15.8 18.0 19.7 9.1 Approach LOS B B B A Intersection Summary HCM Average Control Delay 13.5 HCM Level of Service B HCM Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 43.9 Sum of lost time (s) 12.0 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering c-2 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road 2020 Future No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 fir lit fir 41+ Volume (veh/h) 0 0 0 30 0 4 0 662 37 34 1194 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 33 0 4 0 720 40 37 1298 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1736 2132 649 1442 2091 360 1298 760 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1736 2132 649 1442 2091 360 1298 760 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 64 100 99 100 96 cM capacity (veh/h) 54 47 412 90 50 637 530 848 Direction, Lane # EB 1 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 33 4 360 360 40 37 865 433 Volume Left 0 33 0 0 0 0 37 0 0 Volume Right 0 0 4 0 0 40 0 0 0 cSH 1700 90 637 1700 1700 1700 848 1700 1700 Volume to Capacity 0.00 0.36 0.01 0.21 0.21 0.02 0.04 0.51 0.25 Queue Length 95th (ft) 0 36 1 0 0 0 3 0 0 Control Delay (s) 0.0 66.2 10.7 0.0 0.0 0.0 9.4 0.0 0.0 Lane LOS A F B A Approach Delay (s) 0.0 59.7 0.0 0.3 Approach LOS A F Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 43.0% ICU Level of Service A Analysis Period (min) 15 2020 AM Peak Hour - Summer HDR Engineering C-3 Synchro 8 Report 3/9/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Access/Cattle Creek Road 2020 Future No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11+ " Volume (veh/h) 0 0 0 56 0 43 0 652 34 69 1155 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 61 0 47 0 709 37 75 1255 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1807 2151 628 1505 2133 373 1255 746 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1807 2151 628 1505 2133 373 1255 746 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 22 100 93 100 91 cM capacity (veh/h) 43 43 426 78 45 625 550 858 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 0 108 472 273 75 628 628 Volume Left 0 61 0 0 75 0 0 Volume Right 0 47 0 37 0 0 0 cSH 1700 126 1700 1700 858 1700 1700 Volume to Capacity 0.00 0.86 0.28 0.16 0.09 0.37 0.37 Queue Length 95th (ft) 0 133 0 0 7 0 0 Control Delay (s) 0.0 111.0 0.0 0.0 9.6 0.0 0.0 Lane LOS A F A Approach Delay (s) 0.0 111.0 0.0 0.5 Approach LOS A F Intersection Summary Average Delay 5.8 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 2020 AM Peak Hour - Summer HDR Engineering C-4 Synchro 8 Report 3/9/2013 2020 Background PM Peak Hour Synchro Reports C-5 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2020 Future No Build Condition t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 54 31 58 53 41 162 103 1409 50 101 892 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1687 1770 3539 1583 1770 3539 1583 Flt Permitted 0.55 1.00 0.91 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1025 1583 1549 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 59 34 63 58 45 176 112 1532 54 110 970 28 RTOR Reduction (vph) 0 0 51 0 113 0 0 0 26 0 0 14 Lane Group Flow (vph) 0 93 12 0 166 0 112 1532 28 110 970 14 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 10.4 10.4 10.4 4.6 28.4 28.4 4.0 27.8 27.8 Effective Green, g (s) 10.4 10.4 10.4 4.6 28.4 28.4 4.0 27.8 27.8 Actuated g/C Ratio 0.19 0.19 0.19 0.08 0.52 0.52 0.07 0.51 0.51 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 195 300 294 149 1834 820 129 1795 803 v/s Ratio Prot c0.06 c0.43 0.06 0.27 v/s Ratio Perm 0.09 0.01 c0.11 0.02 0.01 v/c Ratio 0.48 0.04 0.56 0.75 0.84 0.03 0.85 0.54 0.02 Uniform Delay, d1 19.8 18.1 20.1 24.5 11.2 6.5 25.1 9.2 6.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.8 0.1 2.5 19.1 3.5 0.0 38.7 0.3 0.0 Delay (s) 21.6 18.2 22.6 43.6 14.7 6.5 63.9 9.5 6.7 Level of Service C B C D B A E A A Approach Delay (s) 20.2 22.6 16.3 14.8 Approach LOS C C B B Intersection Summary HCM Average Control Delay 16.5 HCM Level of Service B HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 54.8 Sum of lost time (s) 8.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering C-6 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road 2020 Future No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 fir lit fir 41+ Volume (veh/h) 0 0 0 23 0 31 0 1531 62 15 1007 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 25 0 34 0 1664 67 16 1095 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 4 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1959 2859 547 2244 2791 832 1095 1732 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1959 2859 547 2244 2791 832 1095 1732 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 100 89 100 95 cM capacity (veh/h) 33 16 481 22 18 312 633 360 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 59 832 832 67 16 730 365 Volume Left 0 25 0 0 0 16 0 0 Volume Right 0 34 0 0 67 0 0 0 cSH 1700 52 1700 1700 1700 360 1700 1700 Volume to Capacity 0.00 1.13 0.49 0.49 0.04 0.05 0.43 0.21 Queue Length 95th (ft) 0 128 0 0 0 4 0 0 Control Delay (s) 0.0 216.6 0.0 0.0 0.0 15.5 0.0 0.0 Lane LOS A F C Approach Delay (s) 0.0 216.6 0.0 0.2 Approach LOS A F Intersection Summary Average Delay 4.5 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15 2020 PM Peak Hour - Summer HDR Engineering C-7 Synchro 8 Report 3/9/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Access/Cattle Creek Road 2020 Future No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11+ " Volume (veh/h) 0 0 0 43 0 66 0 1511 53 64 966 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 47 0 72 0 1642 58 70 1050 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2082 2889 525 2335 2860 850 1050 1700 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2082 2889 525 2335 2860 850 1050 1700 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 100 76 100 81 cM capacity (veh/h) 20 13 497 17 13 304 659 371 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 0 118 1095 605 70 525 525 Volume Left 0 47 0 0 70 0 0 Volume Right 0 72 0 58 0 0 0 cSH 1700 39 1700 1700 371 1700 1700 Volume to Capacity 0.00 3.03 0.64 0.36 0.19 0.31 0.31 Queue Length 95th (ft) 0 Err 0 0 17 0 0 Control Delay (s) 0.0 Err 0.0 0.0 16.9 0.0 0.0 Lane LOS A F C Approach Delay (s) 0.0 Err 0.0 1.1 Approach LOS A F Intersection Summary Average Delay 403.6 Intersection Capacity Utilization 63.4% ICU Level of Service B Analysis Period (min) 15 2020 PM Peak Hour - Summer HDR Engineering c-8 Synchro 8 Report 3/9/2013 Synchro Reports for 2020 AM Peak Hour Background with Mitigation C-9 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2020 Future No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r vi tt ri vi tt ri Volume (vph) 25 31 125 66 25 70 28 615 23 113 1037 62 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.94 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.98 1.00 0.98 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1822 1583 1718 1770 3539 1583 1770 3539 1583 Flt Permitted 0.84 1.00 0.84 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1572 1583 1470 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 34 136 72 27 76 30 668 25 123 1127 67 RTOR Reduction (vph) 0 0 114 0 64 0 0 0 15 0 0 31 Lane Group Flow (vph) 0 61 22 0 111 0 30 668 10 123 1127 36 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 6.9 6.9 6.9 0.7 16.9 16.9 7.0 23.2 23.2 Effective Green, g (s) 6.9 6.9 6.9 0.7 16.9 16.9 7.0 23.2 23.2 Actuated g/C Ratio 0.16 0.16 0.16 0.02 0.39 0.39 0.16 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 253 255 237 29 1397 625 289 1918 858 v/s Ratio Prot 0.02 c0.19 0.07 c0.32 v/s Ratio Perm 0.04 0.01 c0.08 0.01 0.02 v/c Ratio 0.24 0.09 0.47 1.03 0.48 0.02 0.43 0.59 0.04 Uniform Delay, d1 15.7 15.3 16.3 21.0 9.7 7.9 16.1 6.6 4.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.1 1.5 177.9 0.3 0.0 1.0 0.5 0.0 Delay (s) 16.2 15.4 17.8 199.0 9.9 7.9 17.1 7.0 4.6 Level of Service B B B F A A B A A Approach Delay (s) 15.6 17.8 17.7 7.9 Approach LOS B B B A Intersection Summary HCM Average Control Delay 12.2 HCM Level of Service B HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 42.8 Sum of lost time (s) 12.0 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering C-10 Synchro 8 Report 3/15/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2020 Future No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 30 4 662 37 34 1194 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 33 4 720 40 37 1298 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1442 360 760 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1442 360 760 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 72 99 96 cM capacity (veh/h) 118 637 848 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 33 4 360 360 40 37 649 649 Volume Left 33 0 0 0 0 37 0 0 Volume Right 0 4 0 0 40 0 0 0 cSH 118 637 1700 1700 1700 848 1700 1700 Volume to Capacity 0.28 0.01 0.21 0.21 0.02 0.04 0.38 0.38 Queue Length 95th (ft) 26 1 0 0 0 3 0 0 Control Delay (s) 46.9 10.7 0.0 0.0 0.0 9.4 0.0 0.0 Lane LOS E B A Approach Delay (s) 42.6 0.0 0.3 Approach LOS E Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 43.0% ICU Level of Service A Analysis Period (min) 15 2020 AM Peak Hour - Summer HDR Engineering C-11 Synchro 8 Report 3/12/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road Mitigated 2020 Future No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations 111 fir 44+ 111 Volume (veh/h) 56 43 652 34 69 1155 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 61 47 709 37 75 1255 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1505 373 746 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1505 373 746 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 40 93 91 cM capacity (veh/h) 102 625 858 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 61 47 472 273 75 628 628 Volume Left 61 0 0 0 75 0 0 Volume Right 0 47 0 37 0 0 0 cSH 102 625 1700 1700 858 1700 1700 Volume to Capacity 0.60 0.07 0.28 0.16 0.09 0.37 0.37 Queue Length 95th (ft) 71 6 0 0 7 0 0 Control Delay (s) 82.4 11.2 0.0 0.0 9.6 0.0 0.0 Lane LOS F B A Approach Delay (s) 51.5 0.0 0.5 Approach LOS F Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 41.9% ICU Level of Service A Analysis Period (min) 15 2020 AM Peak Hour - Summer HDR Engineering C-12 Synchro 8 Report 3/12/2013 Synchro Reports for 2020 PM Peak Hour Background with Mitigation C-13 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2020 Future No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 54 31 58 53 41 162 103 1409 50 101 892 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1687 1770 3539 1583 1770 3539 1583 Flt Permitted 0.54 1.00 0.91 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1010 1583 1552 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 59 34 63 58 45 176 112 1532 54 110 970 28 RTOR Reduction (vph) 0 0 51 0 92 0 0 0 25 0 0 14 Lane Group Flow (vph) 0 93 12 0 187 0 112 1532 29 110 970 14 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 11.7 11.7 11.7 6.8 32.5 32.5 5.1 30.8 30.8 Effective Green, g (s) 11.7 11.7 11.7 6.8 32.5 32.5 5.1 30.8 30.8 Actuated g/C Ratio 0.19 0.19 0.19 0.11 0.53 0.53 0.08 0.50 0.50 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 193 302 296 196 1876 839 147 1778 795 v/s Ratio Prot 0.06 c0.43 0.06 c0.27 v/s Ratio Perm 0.09 0.01 c0.12 0.02 0.01 v/c Ratio 0.48 0.04 0.63 0.57 0.82 0.03 0.75 0.55 0.02 Uniform Delay, d1 22.1 20.2 22.8 25.9 11.9 6.9 27.5 10.5 7.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.9 0.1 4.3 4.0 2.9 0.0 18.6 0.3 0.0 Delay (s) 24.0 20.3 27.2 29.8 14.8 6.9 46.1 10.8 7.7 Level of Service C C C C B A D B A Approach Delay (s) 22.5 27.2 15.5 14.2 Approach LOS C C B B Intersection Summary HCM Average Control Delay 16.4 HCM Level of Service B HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 61.3 Sum of lost time (s) 8.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering C-14 Synchro 8 Report 3/15/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2020 Future No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 23 31 1531 62 15 1007 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 25 34 1664 67 16 1095 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 4 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2244 832 1732 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2244 832 1732 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 26 89 95 cM capacity (veh/h) 34 312 360 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 59 832 832 67 16 547 547 Volume Left 25 0 0 0 16 0 0 Volume Right 34 0 0 67 0 0 0 cSH 80 1700 1700 1700 360 1700 1700 Volume to Capacity 0.74 0.49 0.49 0.04 0.05 0.32 0.32 Queue Length 95th (ft) 89 0 0 0 4 0 0 Control Delay (s) 116.2 0.0 0.0 0.0 15.5 0.0 0.0 Lane LOS F C Approach Delay (s) 116.2 0.0 0.2 Approach LOS F Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15 2020 PM Peak Hour - Summer HDR Engineering C-15 Synchro 8 Report 3/12/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road Mitigated 2020 Future No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations 111 fir 44+ 111 Volume (veh/h) 43 66 1511 53 64 966 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 47 72 1642 58 70 1050 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2335 850 1700 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2335 850 1700 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 76 81 cM capacity (veh/h) 25 304 371 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 47 72 1095 605 70 525 525 Volume Left 47 0 0 0 70 0 0 Volume Right 0 72 0 58 0 0 0 cSH 25 304 1700 1700 371 1700 1700 Volume to Capacity 1.87 0.24 0.64 0.36 0.19 0.31 0.31 Queue Length 95th (ft) 144 22 0 0 17 0 0 Control Delay (s) 744.5 20.5 0.0 0.0 16.9 0.0 0.0 Lane LOS F C C Approach Delay (s) 306.1 0.0 1.1 Approach LOS F Intersection Summary Average Delay 12.7 Intersection Capacity Utilization 60.3% ICU Level of Service B Analysis Period (min) 15 2020 PM Peak Hour - Summer HDR Engineering C-16 Synchro 8 Report 3/12/2013 2035 Background AM Peak Hour Synchro Reports C-17 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2035 No Build Condition t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 ri vi lit ri vi lit ri Volume (vph) 30 36 148 78 30 81 35 714 29 133 1223 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.91 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.99 0.97 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1677 1798 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.94 0.56 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1589 1036 1583 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 39 161 85 33 88 38 776 32 145 1329 82 RTOR Reduction (vph) 0 129 0 0 0 70 0 0 20 0 0 38 Lane Group Flow (vph) 0 104 0 0 118 18 38 776 12 145 1329 44 Turn Type Perm NA Perm NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 2 6 Actuated Green, G (s) 10.1 10.1 10.1 1.3 19.6 19.6 9.0 27.3 27.3 Effective Green, g (s) 10.1 10.1 10.1 1.3 19.6 19.6 9.0 27.3 27.3 Actuated g/C Ratio 0.20 0.20 0.20 0.03 0.39 0.39 0.18 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 317 206 315 45 1368 612 314 1906 852 v/s Ratio Prot 0.02 c0.22 0.08 c0.38 v/s Ratio Perm 0.07 c0.11 0.01 0.01 0.03 v/c Ratio 0.33 0.57 0.06 0.84 0.57 0.02 0.46 0.70 0.05 Uniform Delay, d1 17.4 18.3 16.4 24.6 12.2 9.6 18.7 8.6 5.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 3.8 0.1 77.0 0.5 0.0 1.1 1.1 0.0 Delay (s) 18.0 22.2 16.5 101.6 12.8 9.6 19.8 9.8 5.6 Level of Service B CB F B A B A A Approach Delay (s) 18.0 19.7 16.6 10.5 Approach LOS B B B B Intersection Summary HCM Average Control Delay 13.6 HCM Level of Service B HCM Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 50.7 Sum of lost time (s) 12.0 Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering C-18 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road S 2035 No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 414 fir 41+ Volume (veh/h) 0 0 0 36 0 4 0 774 39 41 1408 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 39 0 4 0 841 42 45 1530 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2045 2503 765 1696 2461 421 1530 884 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2045 2503 765 1696 2461 421 1530 884 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 32 100 99 100 94 cM capacity (veh/h) 31 27 346 57 28 581 431 761 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 0 43 280 561 42 810 765 Volume Left 0 39 0 0 0 45 0 Volume Right 0 4 0 0 42 0 0 cSH 1700 63 431 1700 1700 761 1700 Volume to Capacity 0.00 0.69 0.00 0.33 0.02 0.06 0.45 Queue Length 95th (ft) 0 75 0 0 0 5 0 Control Delay (s) 0.0 142.4 0.0 0.0 0.0 1.6 0.0 Lane LOS A F A Approach Delay (s) 0.0 142.4 0.0 0.8 Approach LOS A F Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 2035 AM Peak Hour - Summer HDR Engineering C-19 Synchro 8 Report 3/7/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Access/Cattle Creek Road 2035 No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'fit tt Volume (veh/h) 0 0 0 65 0 53 0 760 41 81 1363 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 71 0 58 0 826 45 88 1482 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2128 2528 741 1743 2484 413 1482 871 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2128 2528 741 1743 2484 413 1482 871 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 100 90 100 89 cM capacity (veh/h) 23 24 359 50 26 588 450 770 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 128 413 413 45 88 741 741 Volume Left 0 71 0 0 0 88 0 0 Volume Right 0 58 0 0 45 0 0 0 cSH 1700 86 1700 1700 1700 770 1700 1700 Volume to Capacity 0.00 1.50 0.24 0.24 0.03 0.11 0.44 0.44 Queue Length 95th (ft) 0 252 0 0 0 10 0 0 Control Delay (s) 0.0 360.9 0.0 0.0 0.0 10.3 0.0 0.0 Lane LOS A F B Approach Delay (s) 0.0 360.9 0.0 0.6 Approach LOS A F Intersection Summary Average Delay 18.4 Intersection Capacity Utilization 56.1% ICU Level of Service B Analysis Period (min) 15 2035 AM Peak Hour - Summer HDR Engineering C-20 Synchro 8 Report 3/10/2013 2035 Background PM Peak Hour Synchro Reports C - 21 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2035 No Build Condition t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 65 37 67 62 49 190 122 1654 60 120 1054 31 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1686 1770 3539 1583 1770 3539 1583 Flt Permitted 0.42 1.00 0.91 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 785 1583 1543 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 40 73 67 53 207 133 1798 65 130 1146 34 RTOR Reduction (vph) 0 0 59 0 79 0 0 0 28 0 0 16 Lane Group Flow (vph) 0 111 14 0 249 0 133 1798 37 130 1146 18 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 14.8 14.8 14.8 8.6 43.7 43.7 7.1 42.2 42.2 Effective Green, g (s) 14.8 14.8 14.8 8.6 43.7 43.7 7.1 42.2 42.2 Actuated g/C Ratio 0.19 0.19 0.19 0.11 0.56 0.56 0.09 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 150 302 294 196 1993 891 162 1925 861 v/s Ratio Prot c0.08 c0.51 0.07 0.32 v/s Ratio Perm 0.14 0.01 c0.16 0.02 0.01 v/c Ratio 0.74 0.05 0.85 0.68 0.90 0.04 0.80 0.60 0.02 Uniform Delay, d1 29.6 25.6 30.3 33.2 15.1 7.6 34.6 11.9 8.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 17.3 0.1 19.4 9.0 6.1 0.0 24.1 0.5 0.0 Delay (s) 46.9 25.7 49.7 42.2 21.2 7.6 58.7 12.4 8.2 Level of Service D C D DC A EB A Approach Delay (s) 38.5 49.7 22.1 16.9 Approach LOS D D C B Intersection Summary HCM Average Control Delay 23.5 HCM Level of Service C HCM Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 77.6 Sum of lost time (s) 8.0 Intersection Capacity Utilization 86.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering C-22 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Access/Marand Road 2035 No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 fir lit fir 41+ Volume (veh/h) 0 0 0 26 0 36 0 1800 75 19 1187 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 28 0 39 0 1957 82 21 1290 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2349 3370 645 2643 3288 978 1290 2038 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2349 3370 645 2643 3288 978 1290 2038 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 100 84 100 92 cM capacity (veh/h) 15 7 415 11 8 250 533 273 Direction, Lane # EB 1 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 28 39 978 978 82 21 860 430 Volume Left 0 28 0 0 0 0 21 0 0 Volume Right 0 0 39 0 0 82 0 0 0 cSH 1700 11 250 1700 1700 1700 273 1700 1700 Volume to Capacity 0.00 2.66 0.16 0.58 0.58 0.05 0.08 0.51 0.25 Queue Length 95th (ft) 0 113 14 0 0 0 6 0 0 Control Delay (s) 0.0 1455.7 22.1 0.0 0.0 0.0 19.2 0.0 0.0 Lane LOS A F C C Approach Delay (s) 0.0 623.3 0.0 0.3 Approach LOS A F Intersection Summary Average Delay 12.4 Intersection Capacity Utilization 59.8% ICU Level of Service B Analysis Period (min) 15 2035 PM Peak Hour - Summer HDR Engineering C-23 Synchro 8 Report 3/10/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Access/Cattle Creek Road 2035 No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'fit tt Volume (veh/h) 0 0 0 51 0 77 0 1786 63 75 1138 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 55 0 84 0 1941 68 82 1237 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2454 3410 618 2723 3341 971 1237 2010 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2454 3410 618 2723 3341 971 1237 2010 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 100 67 100 71 cM capacity (veh/h) 8 5 432 8 6 253 559 280 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 139 971 971 68 82 618 618 Volume Left 0 55 0 0 0 82 0 0 Volume Right 0 84 0 0 68 0 0 0 cSH 1700 18 1700 1700 1700 280 1700 1700 Volume to Capacity 0.00 7.65 0.57 0.57 0.04 0.29 0.36 0.36 Queue Length 95th (ft) 0 Err 0 0 0 29 0 0 Control Delay (s) 0.0 Err 0.0 0.0 0.0 23.0 0.0 0.0 Lane LOS A F C Approach Delay (s) 0.0 Err 0.0 1.4 Approach LOS A F Intersection Summary Average Delay 401.8 Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 2035 PM Peak Hour - Summer HDR Engineering C-24 Synchro 8 Report 3/10/2013 Synchro Reports for 2035 AM Peak Hour Background with Mitigation C - 25 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2035 No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 ri vi tt ri vi tt ri Volume (vph) 30 36 148 114 30 81 35 714 29 133 1223 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.91 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.99 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1677 1792 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.94 0.55 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1585 1022 1583 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 39 161 124 33 88 38 776 32 145 1329 82 RTOR Reduction (vph) 0 125 0 0 0 68 0 0 19 0 0 39 Lane Group Flow (vph) 0 108 0 0 157 20 38 776 13 145 1329 43 Turn Type Perm NA Perm NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 8 2 6 Actuated Green, G (s) 12.0 12.0 12.0 1.4 22.0 22.0 7.1 27.7 27.7 Effective Green, g (s) 12.0 12.0 12.0 1.4 22.0 22.0 7.1 27.7 27.7 Actuated g/C Ratio 0.23 0.23 0.23 0.03 0.41 0.41 0.13 0.52 0.52 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 358 231 358 47 1466 656 237 1846 826 v/s Ratio Prot 0.02 0.22 c0.08 c0.38 v/s Ratio Perm 0.07 c0.15 0.01 0.01 0.03 v/c Ratio 0.30 0.68 0.06 0.81 0.53 0.02 0.61 0.72 0.05 Uniform Delay, d1 17.1 18.8 16.1 25.7 11.7 9.2 21.7 9.7 6.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 7.7 0.1 63.4 0.3 0.0 4.6 1.4 0.0 Delay (s) 17.6 26.5 16.2 89.1 12.0 9.2 26.3 11.1 6.3 Level of Service B C B F B A C B A Approach Delay (s) 17.6 22.8 15.4 12.3 Approach LOS B C B B Intersection Summary HCM Average Control Delay 14.5 HCM Level of Service B HCM Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 53.1 Sum of lost time (s) 8.0 Intersection Capacity Utilization 71.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering C-26 Synchro 8 Report 3/16/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2035 No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 0 4 774 39 41 1408 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 4 841 42 45 1530 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1696 421 884 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1696 421 884 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 94 cM capacity (veh/h) 79 581 761 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 4 421 421 42 45 765 765 Volume Left 0 0 0 0 45 0 0 Volume Right 4 0 0 42 0 0 0 cSH 581 1700 1700 1700 761 1700 1700 Volume to Capacity 0.01 0.25 0.25 0.02 0.06 0.45 0.45 Queue Length 95th (ft) 1 0 0 0 5 0 0 Control Delay (s) 11.2 0.0 0.0 0.0 10.0 0.0 0.0 Lane LOS B B Approach Delay (s) 11.2 0.0 0.3 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 42.3% ICU Level of Service A Analysis Period (min) 15 2035 AM Peak Hour - Summer HDR Engineering C-27 Synchro 8 Report 3/16/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road Mitigated 2035 No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 65 53 760 41 81 1363 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 71 58 826 45 88 1482 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1743 413 871 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1743 413 871 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 90 89 cM capacity (veh/h) 69 588 770 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 71 58 413 413 45 88 741 741 Volume Left 71 0 0 0 0 88 0 0 Volume Right 0 58 0 0 45 0 0 0 cSH 69 588 1700 1700 1700 770 1700 1700 Volume to Capacity 1.03 0.10 0.24 0.24 0.03 0.11 0.44 0.44 Queue Length 95th (ft) 132 8 0 0 0 10 0 0 Control Delay (s) 219.0 11.8 0.0 0.0 0.0 10.3 0.0 0.0 Lane LOS F B B Approach Delay (s) 126.0 0.0 0.6 Approach LOS F Intersection Summary Average Delay 6.6 Intersection Capacity Utilization 52.5% ICU Level of Service A Analysis Period (min) 15 2035 AM Peak Hour - Summer HDR Engineering c-28 Synchro 8 Report 3/12/2013 Synchro Reports for 2035 PM Peak Hour Background with Mitigation C - 29 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2035 No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 65 37 67 88 49 190 122 1654 60 120 1054 31 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.92 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1694 1770 3539 1583 1770 3539 1583 Flt Permitted 0.48 1.00 0.87 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 902 1583 1498 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 40 73 96 53 207 133 1798 65 130 1146 34 RTOR Reduction (vph) 0 0 58 0 62 0 0 0 29 0 0 16 Lane Group Flow (vph) 0 111 15 0 294 0 133 1798 36 130 1146 18 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 16.7 16.7 16.7 8.8 43.8 43.8 7.0 42.0 42.0 Effective Green, g (s) 16.7 16.7 16.7 8.8 43.8 43.8 7.0 42.0 42.0 Actuated g/C Ratio 0.21 0.21 0.21 0.11 0.55 0.55 0.09 0.53 0.53 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 189 333 315 196 1950 872 156 1870 836 v/s Ratio Prot 0.08 c0.51 c0.07 0.32 v/s Ratio Perm 0.12 0.01 c0.20 0.02 0.01 v/c Ratio 0.59 0.05 0.93 0.68 0.92 0.04 0.83 0.61 0.02 Uniform Delay, d1 28.3 25.0 30.8 34.0 16.3 8.2 35.7 13.1 8.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.6 0.1 33.3 9.0 7.8 0.0 30.0 0.6 0.0 Delay (s) 32.9 25.1 64.2 43.0 24.1 8.2 65.7 13.7 9.0 Level of Service C C E D C A E B A Approach Delay (s) 29.8 64.2 24.8 18.7 Approach LOS C E C B Intersection Summary HCM Average Control Delay 26.6 HCM Level of Service C HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 79.5 Sum of lost time (s) 8.0 Intersection Capacity Utilization 88.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering C-30 Synchro 8 Report 3/16/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2035 No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 0 36 1800 75 19 1187 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 39 1957 82 21 1290 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2643 978 2038 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2643 978 2038 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 84 92 cM capacity (veh/h) 17 250 273 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 39 978 978 82 21 645 645 Volume Left 0 0 0 0 21 0 0 Volume Right 39 0 0 82 0 0 0 cSH 250 1700 1700 1700 273 1700 1700 Volume to Capacity 0.16 0.58 0.58 0.05 0.08 0.38 0.38 Queue Length 95th (ft) 14 0 0 0 6 0 0 Control Delay (s) 22.1 0.0 0.0 0.0 19.2 0.0 0.0 Lane LOS C C Approach Delay (s) 22.1 0.0 0.3 Approach LOS C Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 59.8% ICU Level of Service B Analysis Period (min) 15 2035 PM Peak Hour - Summer HDR Engineering C-31 Synchro 8 Report 3/17/2013 HCM Unsignalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road Mitigated 2035 No Build Condition Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 51 77 1786 63 75 1138 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 55 84 1941 68 82 1237 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2723 971 2010 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2723 971 2010 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 67 71 cM capacity (veh/h) 12 253 280 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 55 84 971 971 68 82 618 618 Volume Left 55 0 0 0 0 82 0 0 Volume Right 0 84 0 0 68 0 0 0 cSH 12 253 1700 1700 1700 280 1700 1700 Volume to Capacity 4.71 0.33 0.57 0.57 0.04 0.29 0.36 0.36 Queue Length 95th (ft) Err 35 0 0 0 29 0 0 Control Delay (s) Err 26.2 0.0 0.0 0.0 23.0 0.0 0.0 Lane LOS F D C Approach Delay (s) 3999.7 0.0 1.4 Approach LOS F Intersection Summary Average Delay 161.0 Intersection Capacity Utilization 66.9% ICU Level of Service C Analysis Period (min) 15 2035 PM Peak Hour - Summer HDR Engineering C-32 Synchro 8 Report 3/12/2013 2020 Background plus Project AM Peak Hour Synchro Reports C - 33 Delay (s) 32.0 24.0 33.8 31.6 11.7 4.5 50.0 11.3 7.4 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2020 Build Condition with Baseline REC Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 54 31 58 53 41 162 103 1461 51 101 950 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1687 1770 3539 1583 1770 3539 1583 Flt Permitted 0.48 1.00 0.91 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 898 1583 1550 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 59 34 63 58 45 176 112 1588 55 110 1033 28 RTOR Reduction (vph) 0 0 52 0 94 0 0 0 24 0 0 13 Lane Group Flow (vph) 0 93 11 0 185 0 112 1588 31 110 1033 15 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 12.3 12.3 12.3 7.6 39.9 39.9 5.8 38.1 38.1 Effective Green, g (s) 12.3 12.3 12.3 7.6 39.9 39.9 5.8 38.1 38.1 Actuated g/C Ratio 0.18 0.18 0.18 0.11 0.57 0.57 0.08 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 158 278 272 192 2017 902 147 1926 862 v/s Ratio Prot 0.06 c0.45 0.06 c0.29 v/s Ratio Perm 0.10 0.01 c0.12 0.02 0.01 v/c Ratio 0.59 0.04 0.68 0.58 0.79 0.03 0.75 0.54 0.02 Uniform Delay, d1 26.5 23.9 27.0 29.7 11.7 6.6 31.4 10.3 7.3 Progression Factor 1.00 1.00 1.00 0.93 0.75 0.68 1.00 1.00 1.00 Incremental Delay, d2 5.5 0.1 6.8 4.0 2.9 0.1 18.6 1.1 0.0 Level of Service C C C C B A D B A Approach Delay (s) 28.8 33.8 12.7 14.9 Approach LOS C C B B Intersection Summary HCM Average Control Delay 16.0 HCM Level of Service HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 70.0 Sum of lost time (s) Intersection Capacity Utilization 77.7% ICU Level of Service Analysis Period (min) 15 c Critical Lane Group B 8.0 D 2020 PM Peak Hour - Summer HDR Engineering C-34 Synchro 8 Report 3/14/2013 0 0 0 33 0 4 0 783 40 37 1336 0 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road 2020 Build Condition with Baseline REC Development Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) r tt fir vi 14 Volume (veh/h) 0 0 0 30 0 4 0 720 37 34 1229 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1805 2233 668 1524 2192 391 1336 823 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1805 2233 668 1524 2192 391 1336 823 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 58 100 99 100 95 cM capacity (veh/h) 48 40 401 78 43 608 512 803 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 33 4 391 391 40 37 891 445 Volume Left 33 0 0 0 0 37 0 0 Volume Right 0 4 0 0 40 0 0 0 cSH 78 608 1700 1700 1700 803 1700 1700 Volume to Capacity 0.42 0.01 0.23 0.23 0.02 0.05 0.52 0.26 Queue Length 95th (ft) 42 1 0 0 0 4 0 0 Control Delay (s) 81.0 11.0 0.0 0.0 0.0 9.7 0.0 0.0 Lane LOS F B A Approach Delay (s) 72.8 0.0 0.3 Approach LOS F Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 44.0% ICU Level of Service A Analysis Period (min) 15 2020 AM Peak Hour - Summer HDR Engineering C-35 Synchro 8 Report 3/9/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with Baseline REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 71 131 25 686 1213 46 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.18 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 337 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 77 142 27 746 1318 50 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 77 142 27 746 1318 50 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 5.1 45.0 31.9 37.0 31.9 45.0 Effective Green, g (s) 5.1 45.0 31.9 37.0 31.9 45.0 Actuated g/C Ratio 0.11 1.00 0.71 0.82 0.71 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 201 1583 239 3539 2509 1583 v/s Ratio Prot c0.04 0.15 c0.37 v/s Ratio Perm 0.09 0.08 0.06 0.03 v/c Ratio 0.38 0.09 0.11 0.21 0.53 0.03 Uniform Delay, d1 18.5 0.0 2.1 0.9 3.0 0.0 Progression Factor 1.00 1.00 0.85 1.00 0.41 1.00 Incremental Delay, d2 1.2 0.1 0.9 0.0 0.7 0.0 Delay (s) 19.7 0.1 2.7 0.9 2.0 0.0 Level of Service B A A A A A Approach Delay (s) 7.0 1.0 1.9 Approach LOS A A A Intersection Summary HCM Average Control Delay 2.1 HCM Level of Service A HCM Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 45.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 44.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering C-36 Synchro 8 Report 3/9/2013 HCM Signalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road 2020 Build Condition with Baseline REC Development Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (vph) 56 43 664 35 69 1275 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1583 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1.00 1.00 0.38 1.00 Satd. Flow (perm) 1770 1583 3539 1583 703 3539 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 61 47 722 38 75 1386 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 61 47 722 38 75 1386 Turn Type NA Free NA Free Perm NA Protected Phases 8 2 6 Permitted Phases Free Free 6 2 6 8 Actuated Green, G (s) 3.4 45.0 33.6 45.0 33.6 37.0 Effective Green, g (s) 3.4 45.0 33.6 45.0 33.6 37.0 Actuated g/C Ratio 0.08 1.00 0.75 1.00 0.75 0.82 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 134 1583 2642 1583 525 3539 v/s Ratio Prot 0.03 0.20 c0.29 v/s Ratio Perm 0.03 0.02 0.11 0.10 v/c Ratio 0.46 0.03 0.27 0.02 0.14 0.39 Uniform Delay, d1 19.9 0.0 1.8 0.0 1.6 1.0 Progression Factor 1.00 1.00 1.00 1.00 0.57 1.00 Incremental Delay, d2 2.4 0.0 0.3 0.0 0.5 0.1 Delay (s) 22.4 0.0 2.1 0.0 1.4 1.1 Level of Service C A A A A A Approach Delay (s) 12.6 2.0 1.1 Approach LOS B A A Intersection Summary HCM Average Control Delay 1.9 HCM Level of Service A HCM Volume to Capacity ratio 0.39 Actuated Cycle Length (s) 45.0 Sum of lost time (s) 0.0 Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering C-37 Synchro 8 Report 3/9/2013 2020 Background plus Project PM Peak Hour Synchro Reports C - 38 Delay (s) 32.0 24.0 33.8 31.6 11.7 4.5 50.0 11.3 7.4 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2020 Build Condition with Baseline REC Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 54 31 58 53 41 162 103 1461 51 101 950 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1687 1770 3539 1583 1770 3539 1583 Flt Permitted 0.48 1.00 0.91 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 898 1583 1550 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 59 34 63 58 45 176 112 1588 55 110 1033 28 RTOR Reduction (vph) 0 0 52 0 94 0 0 0 24 0 0 13 Lane Group Flow (vph) 0 93 11 0 185 0 112 1588 31 110 1033 15 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 12.3 12.3 12.3 7.6 39.9 39.9 5.8 38.1 38.1 Effective Green, g (s) 12.3 12.3 12.3 7.6 39.9 39.9 5.8 38.1 38.1 Actuated g/C Ratio 0.18 0.18 0.18 0.11 0.57 0.57 0.08 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 158 278 272 192 2017 902 147 1926 862 v/s Ratio Prot 0.06 c0.45 0.06 c0.29 v/s Ratio Perm 0.10 0.01 c0.12 0.02 0.01 v/c Ratio 0.59 0.04 0.68 0.58 0.79 0.03 0.75 0.54 0.02 Uniform Delay, d1 26.5 23.9 27.0 29.7 11.7 6.6 31.4 10.3 7.3 Progression Factor 1.00 1.00 1.00 0.93 0.75 0.68 1.00 1.00 1.00 Incremental Delay, d2 5.5 0.1 6.8 4.0 2.9 0.1 18.6 1.1 0.0 Level of Service C C C C B A D B A Approach Delay (s) 28.8 33.8 12.7 14.9 Approach LOS C C B B Intersection Summary HCM Average Control Delay 16.0 HCM Level of Service HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 70.0 Sum of lost time (s) Intersection Capacity Utilization 77.7% ICU Level of Service Analysis Period (min) 15 c Critical Lane Group B 8.0 D 2020 PM Peak Hour - Summer HDR Engineering C-39 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road 2020 Build Condition with Baseline REC Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 23 31 1584 62 15 1065 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 25 34 1722 67 16 1158 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2333 861 1722 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2333 861 1722 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 15 89 96 cM capacity (veh/h) 29 299 363 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 25 34 861 861 67 16 579 579 Volume Left 25 0 0 0 0 16 0 0 Volume Right 0 34 0 0 67 0 0 0 cSH 29 299 1700 1700 1700 363 1700 1700 Volume to Capacity 0.85 0.11 0.51 0.51 0.04 0.04 0.34 0.34 Queue Length 95th (ft) 70 9 0 0 0 4 0 0 Control Delay (s) 311.4 18.6 0.0 0.0 0.0 15.4 0.0 0.0 Lane LOS F C C Approach Delay (s) 143.3 0.0 0.2 Approach LOS F Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 53.8% ICU Level of Service A Analysis Period (min) 15 2020 PM Peak Hour - Summer HDR Engineering C-40 Synchro 8 Report 3/9/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with Baseline REC Traffic Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 84 45 140 1562 1013 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.24 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 447 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 91 49 152 1698 1101 82 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 91 49 152 1698 1101 82 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 7.3 60.0 44.7 52.0 44.7 60.0 Effective Green, g (s) 7.3 60.0 44.7 52.0 44.7 60.0 Actuated g/C Ratio 0.12 1.00 0.75 0.87 0.75 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 215 1583 333 3539 2637 1583 v/s Ratio Prot 0.05 c0.36 0.31 v/s Ratio Perm 0.03 0.34 0.12 0.05 v/c Ratio 0.42 0.03 0.46 0.48 0.42 0.05 Uniform Delay, d1 24.4 0.0 3.0 0.9 2.8 0.0 Progression Factor 1.00 1.00 0.29 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.0 3.7 0.1 0.5 0.1 Delay (s) 25.7 0.0 4.6 1.0 3.3 0.1 Level of Service C A A A A A Approach Delay (s) 16.7 1.3 3.1 Approach LOS B A A Intersection Summary HCM Average Control Delay 2.6 HCM Level of Service A HCM Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 0.0 Intersection Capacity Utilization 54.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering C-41 Synchro 8 Report 3/9/2013 HCM Signalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road 2020 Build Condition with Baseline REC Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (vph) 43 66 1619 53 64 994 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1583 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1.00 1.00 0.11 1.00 Satd. Flow (perm) 1770 1583 3539 1583 197 3539 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 47 72 1760 58 70 1080 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 47 72 1760 58 70 1080 Turn Type NA Free NA Free Perm NA Protected Phases 8 2 6 Permitted Phases Free Free 6 2 6 8 Actuated Green, G (s) 4.8 60.0 47.2 60.0 47.2 52.0 Effective Green, g (s) 4.8 60.0 47.2 60.0 47.2 52.0 Actuated g/C Ratio 0.08 1.00 0.79 1.00 0.79 0.87 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 142 1583 2784 1583 155 3539 v/s Ratio Prot 0.03 c0.50 c0.24 v/s Ratio Perm 0.05 0.04 0.35 0.07 v/c Ratio 0.33 0.05 0.63 0.04 0.45 0.31 Uniform Delay, d1 26.1 0.0 2.7 0.0 2.1 0.7 Progression Factor 1.00 1.00 1.00 1.00 0.83 1.00 Incremental Delay, d2 1.4 0.1 1.1 0.0 8.7 0.0 Delay (s) 27.5 0.1 3.8 0.0 10.4 0.8 Level of Service C A A A B A Approach Delay (s) 10.9 3.7 1.4 Approach LOS B A A Intersection Summary HCM Average Control Delay 3.1 HCM Level of Service A HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering C-42 Synchro 8 Report 3/9/2013 Synchro Reports for 2020 AM Peak Hour Background plus Project with Mitigation C-43 19.9 19.7 19.6 24.4 19.4 39.0 8.4 4.5 23.9 8.1 4.9 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2020 Build Condition with Baseline REC Development Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations vi t ri 4 ri vi tt ri 14 ri Volume (vph) 25 32 125 96 25 69 28 673 23 113 1072 62 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1792 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.67 1.00 1.00 0.75 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1254 1863 1583 1391 1583 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 35 136 104 27 75 30 732 25 123 1165 67 RTOR Reduction (vph) 0 0 113 0 0 63 0 0 13 0 0 28 Lane Group Flow (vph) 27 35 23 0 131 12 30 732 12 123 1165 39 Turn Type Perm NA Perm Perm NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 9.1 9.1 9.1 9.1 9.1 1.6 26.4 26.4 7.5 32.3 32.3 Effective Green, g (s) 9.1 9.1 9.1 9.1 9.1 1.6 26.4 26.4 7.5 32.3 32.3 Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.17 0.03 0.48 0.48 0.14 0.59 0.59 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 207 308 262 230 262 51 1699 760 241 2078 930 v/s Ratio Prot 0.02 0.02 c0.21 0.07 c0.33 v/s Ratio Perm 0.02 0.01 c0.09 0.01 0.01 0.02 v/c Ratio 0.13 0.11 0.09 0.57 0.05 0.59 0.43 0.02 0.51 0.56 0.04 Uniform Delay, d1 19.6 19.5 19.4 21.1 19.3 26.4 9.4 7.5 22.0 7.0 4.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.87 0.81 0.60 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.2 0.1 3.2 0.1 16.0 0.8 0.0 1.8 1.1 0.1 Delay (s) Level of Service B B B GBD A A G A A Approach Delay (s) 19.6 22.5 9.4 9.4 Approach LOS B C A A Intersection Summary HCM Average Control Delay 11.2 HCM Level of Service B HCM Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 55.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 56.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering C-44 Synchro 8 Report 3/16/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2020 Build Condition with Baseline REC Development Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 0 4 720 37 34 1229 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 4 783 40 37 1336 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1524 391 823 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1524 391 823 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 95 cM capacity (veh/h) 104 608 803 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 4 391 391 40 37 668 668 Volume Left 0 0 0 0 37 0 0 Volume Right 4 0 0 40 0 0 0 cSH 608 1700 1700 1700 803 1700 1700 Volume to Capacity 0.01 0.23 0.23 0.02 0.05 0.39 0.39 Queue Length 95th (ft) 1 0 0 0 4 0 0 Control Delay (s) 11.0 0.0 0.0 0.0 9.7 0.0 0.0 Lane LOS B A Approach Delay (s) 11.0 0.0 0.3 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 37.3% ICU Level of Service A Analysis Period (min) 15 2020 AM Peak Hour - Summer HDR Engineering C-45 Synchro 8 Report 3/16/2013 Synchro Reports for 2020 PM Peak Hour Background plus Project with Mitigation C-46 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2020 Build Condition with Baseline REC Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations vi t ri 4 ri "i lit ri "i lit ri Volume (vph) 54 31 58 73 41 162 103 1461 51 101 950 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.97 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1805 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.62 1.00 1.00 0.79 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1148 1863 1583 1465 1583 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 59 34 63 79 45 176 112 1588 55 110 1033 28 RTOR Reduction (vph) 0 0 54 0 0 150 0 0 21 0 0 11 Lane Group Flow (vph) 59 34 9 0 124 26 112 1588 34 110 1033 17 Turn Type Perm NA Perm Perm NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 11.7 11.7 11.7 11.7 11.7 8.2 48.8 48.8 7.5 48.1 48.1 Effective Green, g (s) 11.7 11.7 11.7 11.7 11.7 8.2 48.8 48.8 7.5 48.1 48.1 Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.15 0.10 0.61 0.61 0.09 0.60 0.60 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 168 272 232 214 232 181 2159 966 166 2128 952 v/s Ratio Prot 0.02 c0.06 c0.45 0.06 0.29 v/s Ratio Perm 0.05 0.01 c0.08 0.02 0.02 0.01 v/c Ratio 0.35 0.12 0.04 0.58 0.11 0.62 0.74 0.03 0.66 0.49 0.02 Uniform Delay, d1 30.7 29.7 29.3 31.9 29.6 34.4 11.0 6.2 35.0 9.0 6.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.96 0.77 0.86 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.2 0.1 3.8 0.2 5.6 2.1 0.1 9.5 0.8 0.0 Delay (s) 32.0 29.9 29.4 35.6 29.8 38.5 10.6 5.4 44.6 9.8 6.5 Level of Service C C C DCD B A D A A Approach Delay (s) 30.5 32.2 12.2 13.0 Approach LOS C C B B Intersection Summary HCM Average Control Delay 15.1 HCM Level of Service B HCM Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering C-47 Synchro 8 Report 3/16/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2020 Build Condition with Baseline REC Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 0 31 1584 62 15 1065 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 34 1722 67 16 1158 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2333 861 1722 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2333 861 1722 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 89 96 cM capacity (veh/h) 29 299 363 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 34 861 861 67 16 579 579 Volume Left 0 0 0 0 16 0 0 Volume Right 34 0 0 67 0 0 0 cSH 299 1700 1700 1700 363 1700 1700 Volume to Capacity 0.11 0.51 0.51 0.04 0.04 0.34 0.34 Queue Length 95th (ft) 9 0 0 0 4 0 0 Control Delay (s) 18.6 0.0 0.0 0.0 15.4 0.0 0.0 Lane LOS C C Approach Delay (s) 18.6 0.0 0.2 Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 53.8% ICU Level of Service A Analysis Period (min) 15 2020 PM Peak Hour - Summer HDR Engineering C-48 Synchro 8 Report 3/16/2013 2035 Background plus Project AM Peak Hour Synchro Reports C-49 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2035 Build Condition with REC Development Traffic t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r vi tt ri vi tt ri Volume (vph) 30 36 148 78 30 80 35 780 30 133 1280 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.94 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.98 1.00 0.98 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1821 1583 1720 1770 3539 1583 1770 3539 1583 Flt Permitted 0.81 1.00 0.83 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1518 1583 1462 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 39 161 85 33 87 38 848 33 145 1391 82 RTOR Reduction (vph) 0 0 131 0 49 0 0 0 17 0 0 34 Lane Group Flow (vph) 0 72 30 0 156 0 38 848 16 145 1391 48 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 11.1 11.1 11.1 1.6 28.8 28.8 8.1 35.3 35.3 Effective Green, g (s) 11.1 11.1 11.1 1.6 28.8 28.8 8.1 35.3 35.3 Actuated g/C Ratio 0.18 0.18 0.18 0.03 0.48 0.48 0.13 0.59 0.59 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 281 293 270 47 1699 760 239 2082 931 v/s Ratio Prot 0.02 c0.24 0.08 c0.39 v/s Ratio Perm 0.05 0.02 c0.11 0.01 0.03 v/c Ratio 0.26 0.10 0.58 0.81 0.50 0.02 0.61 0.67 0.05 Uniform Delay, d1 20.9 20.3 22.3 29.0 10.7 8.2 24.4 8.4 5.2 Progression Factor 1.00 1.00 1.00 0.89 0.82 0.52 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.2 3.0 62.6 1.0 0.0 4.3 1.7 0.1 Delay (s) 21.4 20.5 25.3 88.4 9.8 4.3 28.8 10.1 5.3 Level of Service C C C F A A CB A Approach Delay (s) 20.8 25.3 12.8 11.5 Approach LOS C C B B Intersection Summary HCM Average Control Delay 13.6 HCM Level of Service B HCM Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 66.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering C-50 Synchro 8 Report 3/15/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Access/Marand Road 2035 No Build Condition Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 fir lit fir 41+ Volume (veh/h) 0 0 0 36 0 4 0 774 39 41 1408 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 39 0 4 0 841 42 45 1530 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2045 2503 765 1696 2461 421 1530 884 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2045 2503 765 1696 2461 421 1530 884 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 32 100 99 100 94 cM capacity (veh/h) 31 27 346 57 28 581 431 761 Direction, Lane # EB 1 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 39 4 421 421 42 45 1020 510 Volume Left 0 39 0 0 0 0 45 0 0 Volume Right 0 0 4 0 0 42 0 0 0 cSH 1700 57 581 1700 1700 1700 761 1700 1700 Volume to Capacity 0.00 0.68 0.01 0.25 0.25 0.02 0.06 0.60 0.30 Queue Length 95th (ft) 0 71 1 0 0 0 5 0 0 Control Delay (s) 0.0 152.2 11.2 0.0 0.0 0.0 10.0 0.0 0.0 Lane LOS A F B B Approach Delay (s) 0.0 138.1 0.0 0.3 Approach LOS A F Intersection Summary Average Delay 2.6 Intersection Capacity Utilization 48.9% ICU Level of Service A Analysis Period (min) 15 2035 AM Peak Hour - Summer HDR Engineering C-51 Synchro 8 Report 3/10/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 71 131 25 808 1455 46 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.12 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 223 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 77 142 27 878 1582 50 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 77 142 27 878 1582 50 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 18.0 100.0 74.0 92.0 74.0 100.0 Effective Green, g (s) 18.0 100.0 74.0 92.0 74.0 100.0 Actuated g/C Ratio 0.18 1.00 0.74 0.92 0.74 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 319 1583 165 3539 2619 1583 v/s Ratio Prot 0.04 c0.18 c0.45 v/s Ratio Perm 0.09 0.12 0.06 0.03 v/c Ratio 0.24 0.09 0.16 0.25 0.60 0.03 Uniform Delay, d1 35.1 0.0 3.8 0.4 6.1 0.0 Progression Factor 1.00 1.00 0.60 1.00 0.80 1.00 Incremental Delay, d2 1.8 0.1 2.1 0.2 0.9 0.0 Delay (s) 36.9 0.1 4.4 0.6 5.8 0.0 Level of Service D A A A A A Approach Delay (s) 13.1 0.7 5.7 Approach LOS B A A Intersection Summary HCM Average Control Delay 4.6 HCM Level of Service A HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 50.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering C-52 Synchro 8 Report 3/9/2013 HCM Signalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road 2035 Build Condition with REC Development Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations lc tt vi tt Volume (vph) 65 53 780 41 81 1505 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1583 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1.00 1.00 0.33 1.00 Satd. Flow (perm) 1770 1583 3539 1583 615 3539 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 58 848 45 88 1636 RTOR Reduction (vph) 0 0 0 12 0 0 Lane Group Flow (vph) 71 58 848 33 88 1636 Turn Type NA Free NA Perm Perm NA Protected Phases 8 2 6 Permitted Phases Free 2 6 2 6 8 Actuated Green, G (s) 5.1 50.0 36.9 36.9 36.9 42.0 Effective Green, g (s) 5.1 50.0 36.9 36.9 36.9 42.0 Actuated g/C Ratio 0.10 1.00 0.74 0.74 0.74 0.84 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 181 1583 2612 1168 454 3539 v/s Ratio Prot 0.04 0.24 c0.34 v/s Ratio Perm 0.04 0.02 0.14 0.12 v/c Ratio 0.39 0.04 0.32 0.03 0.19 0.46 Uniform Delay, d1 21.0 0.0 2.3 1.8 2.0 1.0 Progression Factor 1.00 1.00 1.00 1.00 0.57 1.00 Incremental Delay, d2 1.4 0.0 0.3 0.0 0.8 0.1 Delay (s) 22.4 0.0 2.6 1.8 1.9 1.1 Level of Service C A A A A A Approach Delay (s) 12.4 2.5 1.2 Approach LOS B A A Intersection Summary HCM Average Control Delay 2.1 HCM Level of Service A HCM Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 50.0 Sum of lost time (s) 0.0 Intersection Capacity Utilization 51.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering C-53 Synchro 8 Report 3/9/2013 2035 Background plus Project PM Peak Hour Synchro Reports C - 54 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2035 Build Condition with REC Development Traffic t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r tt ri vi tt ri Volume (vph) 65 37 67 62 49 189 122 1738 60 120 1112 31 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.97 1.00 0.99 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1687 1770 3539 1583 1770 3539 1583 Flt Permitted 0.41 1.00 0.91 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 770 1583 1544 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 40 73 67 53 205 133 1889 65 130 1209 34 RTOR Reduction (vph) 0 0 59 0 63 0 0 0 26 0 0 15 Lane Group Flow (vph) 0 111 14 0 262 0 133 1889 39 130 1209 19 Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 19.4 19.4 19.4 12.2 59.3 59.3 9.3 56.4 56.4 Effective Green, g (s) 19.4 19.4 19.4 12.2 59.3 59.3 9.3 56.4 56.4 Actuated g/C Ratio 0.19 0.19 0.19 0.12 0.59 0.59 0.09 0.56 0.56 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 149 307 300 216 2099 939 165 1996 893 v/s Ratio Prot 0.08 c0.53 c0.07 0.34 v/s Ratio Perm 0.14 0.01 c0.17 0.02 0.01 v/c Ratio 0.74 0.05 0.87 0.62 0.90 0.04 0.79 0.61 0.02 Uniform Delay, d1 38.0 32.8 39.1 41.7 17.8 8.5 44.4 14.4 9.6 Progression Factor 1.00 1.00 1.00 0.99 0.78 0.74 1.00 1.00 1.00 Incremental Delay, d2 18.2 0.1 23.3 4.3 5.7 0.1 21.6 1.4 0.0 Delay (s) 56.1 32.8 62.4 45.5 19.6 6.4 65.9 15.8 9.7 Level of Service E C E DB A EB A Approach Delay (s) 46.9 62.4 20.8 20.4 Approach LOS D E C C Intersection Summary HCM Average Control Delay 25.3 HCM Level of Service C HCM Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 89.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering C-55 Synchro 8 Report 3/15/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road 2035 Build Condition with REC Development Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 26 36 1884 75 19 1245 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 28 39 2048 82 21 1353 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2766 1024 2129 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2766 1024 2129 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 83 92 cM capacity (veh/h) 14 233 252 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 28 39 1024 1024 82 21 677 677 Volume Left 28 0 0 0 0 21 0 0 Volume Right 0 39 0 0 82 0 0 0 cSH 14 233 1700 1700 1700 252 1700 1700 Volume to Capacity 1.99 0.17 0.60 0.60 0.05 0.08 0.40 0.40 Queue Length 95th (ft) 106 15 0 0 0 7 0 0 Control Delay (s) 1006.6 23.6 0.0 0.0 0.0 20.6 0.0 0.0 Lane LOS F C C Approach Delay (s) 435.8 0.0 0.3 Approach LOS F Intersection Summary Average Delay 8.3 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15 2035 PM Peak Hour - Summer HDR Engineering C-56 Synchro 8 Report 3/9/2013 HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 84 45 140 1875 1196 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.19 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 355 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 91 49 152 2038 1300 82 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 91 49 152 2038 1300 82 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 16.0 130.0 106.0 122.0 106.0 130.0 Effective Green, g (s) 16.0 130.0 106.0 122.0 106.0 130.0 Actuated g/C Ratio 0.12 1.00 0.82 0.94 0.82 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 218 1583 289 3539 2886 1583 v/s Ratio Prot 0.05 c0.47 0.37 v/s Ratio Perm 0.03 0.43 0.11 0.05 v/c Ratio 0.42 0.03 0.53 0.58 0.45 0.05 Uniform Delay, d1 52.7 0.0 3.9 0.5 3.5 0.0 Progression Factor 1.00 1.00 0.93 1.00 0.49 1.00 Incremental Delay, d2 5.8 0.0 5.2 0.5 0.5 0.1 Delay (s) 58.5 0.0 8.8 1.1 2.2 0.1 Level of Service E A A A A A Approach Delay (s) 38.0 1.6 2.1 Approach LOS D A A Intersection Summary HCM Average Control Delay 3.1 HCM Level of Service A 130.0 Sum of lost time (s) 0.0 Intersection Capacity Utilization 63.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering C-57 Synchro 8 Report 3/9/2013 HCM Signalized Intersection Capacity Analysis 3: SH 82 & Cattle Creek Road 2035 Build Condition with REC Development Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (vph) 51 77 1926 63 75 1166 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1583 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1.00 1.00 0.08 1.00 Satd. Flow (perm) 1770 1583 3539 1583 142 3539 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 55 84 2093 68 82 1267 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 55 84 2093 68 82 1267 Turn Type NA Free NA Free Perm NA Protected Phases 8 2 6 Permitted Phases Free Free 6 2 6 8 Actuated Green, G (s) 8.2 130.0 113.8 130.0 113.8 122.0 Effective Green, g (s) 8.2 130.0 113.8 130.0 113.8 122.0 Actuated g/C Ratio 0.06 1.00 0.88 1.00 0.88 0.94 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 112 1583 3098 1583 124 3539 v/s Ratio Prot 0.03 c0.59 c0.31 v/s Ratio Perm 0.05 0.04 0.58 0.04 v/c Ratio 0.49 0.05 0.68 0.04 0.66 0.36 Uniform Delay, d1 58.9 0.0 2.5 0.0 2.4 0.4 Progression Factor 1.00 1.00 1.00 1.00 1.50 1.00 Incremental Delay, d2 3.4 0.1 1.2 0.1 22.6 0.1 Delay (s) 62.2 0.1 3.7 0.1 26.2 0.4 Level of Service E A A A C A Approach Delay (s) 24.7 3.6 2.0 Approach LOS C A A Intersection Summary HCM Average Control Delay 3.8 HCM Level of Service A HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 70.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering C-58 Synchro 8 Report 3/9/2013 Synchro Reports for 2035 AM Peak Hour Background plus Project with Mitigation C - 59 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2035 Build Condition with REC Development Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations vi t ri 4 ri vi tt ri 14 ri Volume (vph) 30 36 148 110 30 80 35 780 30 133 1280 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1792 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.62 1.00 1.00 0.75 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1155 1863 1583 1390 1583 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 39 161 120 33 87 38 848 33 145 1391 82 RTOR Reduction (vph) 0 0 133 0 0 72 0 0 17 0 0 33 Lane Group Flow (vph) 33 39 28 0 153 15 38 848 16 145 1391 49 Turn Type Perm NA Perm Perm NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 10.3 10.3 10.3 10.3 10.3 1.6 28.4 28.4 9.3 36.1 36.1 Effective Green, g (s) 10.3 10.3 10.3 10.3 10.3 1.6 28.4 28.4 9.3 36.1 36.1 Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.17 0.03 0.47 0.47 0.16 0.60 0.60 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 198 320 272 239 272 47 1675 749 274 2129 952 v/s Ratio Prot 0.02 0.02 0.24 c0.08 c0.39 v/s Ratio Perm 0.03 0.02 c0.11 0.01 0.01 0.03 v/c Ratio 0.17 0.12 0.10 0.64 0.05 0.81 0.51 0.02 0.53 0.65 0.05 Uniform Delay, d1 21.2 21.0 20.9 23.1 20.8 29.0 10.9 8.4 23.3 7.8 4.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.91 0.78 0.59 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.2 0.2 5.7 0.1 62.6 1.1 0.1 1.8 1.6 0.1 Delay (s) 21.6 21.2 21.1 28.9 20.9 88.9 9.7 5.0 25.2 9.4 5.0 Level of Service C C C CC F A A C A A Approach Delay (s) 21.2 26.0 12.8 10.6 Approach LOS C C B B Intersection Summary HCM Average Control Delay 13.3 HCM Level of Service B HCM Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 63.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering C-60 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2035 Build Condition with REC Development Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 0 4 841 38 41 1465 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 4 914 41 45 1592 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1799 457 955 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1799 457 955 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 94 cM capacity (veh/h) 67 551 715 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 4 457 457 41 45 796 796 Volume Left 0 0 0 0 45 0 0 Volume Right 4 0 0 41 0 0 0 cSH 551 1700 1700 1700 715 1700 1700 Volume to Capacity 0.01 0.27 0.27 0.02 0.06 0.47 0.47 Queue Length 95th (ft) 1 0 0 0 5 0 0 Control Delay (s) 11.6 0.0 0.0 0.0 10.4 0.0 0.0 Lane LOS B B Approach Delay (s) 11.6 0.0 0.3 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 43.8% ICU Level of Service A Analysis Period (min) 15 2035 AM Peak Hour - Summer HDR Engineering C - 61 Synchro 8 Report 3/12/2013 Synchro Reports for 2035 PM Peak Hour Background plus Project with Mitigation C - 62 55.5 43.0 42.1 60.6 43.2 48.4 13.9 6.2 57.1 11.3 7. HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road Mitigated 2035 Build Condition with REC Development Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t ri 4 ri 14 ri 14 ri Volume (vph) 65 37 67 80 49 189 122 1738 60 120 1112 31 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.97 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1807 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.48 1.00 1.00 0.79 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 886 1863 1583 1466 1583 1770 3539 1583 1770 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 40 73 87 53 205 133 1889 65 130 1209 34 RTOR Reduction (vph) 0 0 64 0 0 167 0 0 22 0 0 12 Lane Group Flow (vph) 71 40 9 0 140 38 133 1889 43 130 1209 22 Turn Type Perm NA Perm Perm NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 14.2 14.2 14.2 14.2 14.2 12.7 72.0 72.0 11.8 71.1 71.1 Effective Green, g (s) 14.2 14.2 14.2 14.2 14.2 12.7 72.0 72.0 11.8 71.1 71.1 Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.13 0.12 0.65 0.65 0.11 0.65 0.65 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 114 240 204 189 204 204 2316 1036 190 2287 1023 v/s Ratio Prot 0.02 c0.08 c0.53 0.07 0.34 v/s Ratio Perm 0.08 0.01 c0.10 0.02 0.03 0.01 v/c Ratio 0.62 0.17 0.05 0.74 0.19 0.65 0.82 0.04 0.68 0.53 0.02 Uniform Delay, d1 45.4 42.6 42.0 46.1 42.7 46.5 14.1 6.7 47.3 10.4 7.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.91 0.79 0.91 1.00 1.00 1.00 Incremental Delay, d2 10.1 0.3 0.1 14.4 0.4 6.1 2.8 0.1 9.8 0.9 0.0 Delay (s) 0 Level of Service E D D EDDB A E B A Approach Delay (s) 47.4 50.2 15.8 15.6 Approach LOS D D B B Intersection Summary HCM Average Control Delay 20.2 HCM Level of Service HCM Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 110.0 Sum of lost time (s) Intersection Capacity Utilization 78.4% ICU Level of Service Analysis Period (min) 15 c Critical Lane Group C 8.0 D 2035 PM Peak Hour - Summer HDR Engineering C-63 Synchro 8 Report 3/14/2013 HCM Unsignalized Intersection Capacity Analysis 11: SH 82 & Marand Road Mitigated 2035 Build Condition with REC Development Traffic Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (veh/h) 0 36 1884 75 19 1245 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 39 2048 82 21 1353 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2766 1024 2129 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2766 1024 2129 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 83 92 cM capacity (veh/h) 14 233 252 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 39 1024 1024 82 21 677 677 Volume Left 0 0 0 0 21 0 0 Volume Right 39 0 0 82 0 0 0 cSH 233 1700 1700 1700 252 1700 1700 Volume to Capacity 0.17 0.60 0.60 0.05 0.08 0.40 0.40 Queue Length 95th (ft) 15 0 0 0 7 0 0 Control Delay (s) 23.6 0.0 0.0 0.0 20.6 0.0 0.0 Lane LOS C C Approach Delay (s) 23.6 0.0 0.3 Approach LOS C Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15 2035 PM Peak Hour - Summer HDR Engineering C-64 Synchro 8 Report 3/12/2013 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 Appendix D: Signal Warrant Analysis Cattle Creek Metropolitan District, Garfield County, Colorado Appendix D Marand Road Intersection D-1 HCS+: MUTCD Signal Warrants Release 5.5 Analyst: MPA Agency: HDR Engineering Date: 3/12/2012 Project ID: REC TIS EW Street: Marand Road Major St. Speed (mph): 65 Nearest Signal (ft): 1586 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 10 Intersection: Marand Rd/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2012 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic 1 Eastbound 1 Westbound 1 Northbound 1 Southbound I L T R I L T R I L T R I L T R 1 1 No. Lanes 1 0 0 0 1 1 0 1 1 0 2 0 1 1 2 0 LaneUsage 1 L LR R 1 T 1 L T Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System D-2 6 Degree of Platooning [X] Warrant 7: Crash Experience 7 A. Adequate trials of alternatives 7 B. Reported crashes 7 80% Volumes for Warrants 1A, 1B --or-- 4 Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Hours 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Major Minor Total Volume Volume Volume 1013 13 1 999 1388 30 1 1387 1426 35 1 1431 1177 36 1 1192 1201 45 1 1228 1310 29 1 1293 1328 31 1 1315 1389 31 1 1372 1463 32 1 1443 1556 35 1 1537 1925 47 1 1913 1941 49 1 1930 171171 413 1 17040 Summary [ [ [ [ ] Delay 1A 1A 1B 1B 2 3A 3B (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0 0 0 0 0 0 0 Traffic Volumes (vph) Eastbound Westbound 1 Northbound 1 Southbound L T R L T R L T R 1 L T R 0 0 0 12 0 1 1 0 188 27 1 27 771 0 0 0 0 28 0 2 1 0 430 31 1 31 896 0 0 0 0 33 0 2 1 0 513 30 1 30 853 0 0 0 0 34 0 2 1 0 526 21 1 21 609 0 0 0 0 42 0 3 1 0 644 18 1 18 521 0 0 0 0 12 0 17 1 0 671 46 1 46 547 0 0 0 0 13 0 18 1 0 717 44 1 44 523 0 0 0 0 13 0 18 1 0 715 48 1 48 578 0 0 0 0 14 0 18 1 0 738 52 1 52 621 0 0 0 0 15 0 20 1 0 806 54 1 54 642 0 0 0 0 20 0 27 1 0 1104 59 1 59 703 0 0 0 0 21 0 28 1 2 1131 58 1 58 692 0 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-3 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-4 Warrants Volume Information Analyst Agency/Co Date Performed Project ID EastivVest Street File Name MPA HDR Engineering 3/12/2012 REC Traffic Analysis REC Access 2012_Marand_revxhy Project Description REC Traffic Analysis Intersection Jurisdiction Units Time Period Analyzed North/South Street Major Street Marrand Rd1SH 82 Garfield County U.S. Customary 2012 6AM - 6PM SH 82 North-South Warrant 1 Condition A - Minimum Vehicular Voicing, Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour 011 higher -volume miwr-shed approach (one direction only) Major Street Minor Street 1 1.. 2 or mora1 2 or m ore _ 2 or more 1 2 or more .,.. 100%` 803'x° 70°4` 500 400 350 600 480 420 600 480 420 500 4.00 350 10096` 80W 70%` 150 150 200 200 120 105 120 105 160 140 160 140 Condition 6 - Interruption of Continuous Traffic Number d lams for m-,ing Traffic on each approach Vehicles per hos an major street (btal of both approaches) Vehicles per hour on higher=rolurno minor -street approach (one direction orry) l.lapr Street Maar Street _4 n101e 2 Co more t 1 1..., 2 or more ,,, 2 or more ,,,. 1009V 8O% 70%' 750 600 525 900 720 630 900 720 630 750 600 525 10096' 809x,' 70%` 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 _ 500 EL = 400 C ci S C7 S 300 260 100 2 OR MORE LANES E 2 OR MORE LANES 2 OR MORE LANES 6 1 LANE 1 LANE A1 LANE •115 .BO 300 400 500 000 700 800 600 1000 1100 1209 1300 1400 MAJOR STREET -TOTAL OF BOTH APPROACHES - VPH ADO 200 100 2OR MORE LANES & 2 OR MORE LINES 20R MORE LANES/. 1 LANE 1 LANE 6 1 LANE 200 300 400 50 '60 600 700 000 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 600 500 600 300 2 OR MORE LANES 8208 MORE LANES 2 O LORE [MESE 1174110 HALE E 6 1 LAN E '150 '100 400 500 970 706 600 900 1000 1100 1200 1300 1600 1500 1600 1700 1800 490 300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 2 OR MORE LANES d 2OR MORE LANES 2 OR MORE LANES 6 1 LANE 1 LME d 1 LANE 300 400 000 600 700 800 900 1000 4100 1200 1309 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 2+ Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 986 13 999 No No No No No No No 07-08 1357 30 1387 No No No No No No No 08-09 1396 35 1431 No No No No No No No 09-10 1156 36 1192 No No No No No No No 10-11 1183 45 1228 No No No No No No No 11-12 1264 29 1293 No No No No No No No 12-13 1284 31 1315 No No No No No No No 13-14 1341 31 1372 No No No No No No No 14-15 1411 32 1443 No No No No No No No 15-16 1502 35 1537 No No No No No No No 16-17 1866 47 1913 No No No No No No No 17-18 1881 49 1930 No No No No No No No Totals 16627 413 17040 0 0 0 0 0 0 0 Copyright© 2010 University of Florida, All Rights Reserved D-5 HCS+TM Version 5.5 Generated: 10/28/2013 11:51 AM HCS+: MUTCD Signal Warrants Release 5.5 Analyst: MPA Agency: HDR Engineering Date: 3/12/2012 Project ID: REC TIS EW Street: Marand Road Major St. Speed (mph): 65 Nearest Signal (ft): 1586 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 10 Intersection: Marand Rd/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2020 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic 1 Eastbound 1 Westbound 1 Northbound 1 Southbound I L T R I L T R I L T R I L T R 1 1 No. Lanes 1 0 0 0 1 1 0 1 1 0 2 0 1 1 2 0 LaneUsage 1 L LR R 1 T 1 L T Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System D-6 6 Degree of Platooning [X] Warrant 7: Crash Experience 7 A. Adequate trials of alternatives 7 B. Reported crashes 7 80% Volumes for Warrants 1A, 1B --or-- 4 Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Hours 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Summary [ [ [ [ ] Major Minor Total Delay 1A 1A 1B 1B 2 3A 3B Volume Volume Volume (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 1157 15 1 1110 0.0 No No No No No No No 1540 33 1 1539 0.0 No No No No No No No 1617 40 1 1589 0.0 No No No No No No No 1332 41 1 1324 0.0 No No No No No No No 1355 60 1 1373 0.0 No No No Yes No No No 1429 32 1 1435 0.0 No No No No No No No 1451 35 1 1461 0.0 No No No No No No No 1517 35 1 1525 0.0 No No No No No No No 1595 35 1 1601 0.0 No No No No No No No 1698 39 1 1707 0.0 No No No No No No No 2103 53 1 2123 0.0 No No No No No No No 2095 54 1 2092 0.0 No No No No No No No 188891 472 1 188791 0 0 0 1 0 0 0 Traffic Volumes (vph) Eastbound Westbound 1 Northbound Southbound L T R L T R L T R L T R 0 0 0 14 0 1 1 0 209 62 30 856 0 0 0 0 31 0 2 1 0 477 34 34 995 0 0 0 0 37 0 3 1 0 569 68 33 947 0 0 0 0 38 0 3 1 0 584 49 23 676 0 0 0 0 47 0 13 1 0 715 42 20 578 0 0 0 0 14 0 18 1 0 745 26 51 607 0 0 0 0 15 0 20 1 0 796 25 49 581 0 0 0 0 15 0 20 1 0 794 27 54 642 0 0 0 0 15 0 20 1 0 819 29 58 689 0 0 0 0 17 0 22 1 0 895 30 60 713 0 0 0 0 23 0 30 1 0 1225 33 65 780 0 0 0 0 23 0 31 1 2 1255 55 15 768 0 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-7 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-8 Warrants Volume Information Analyst Agency/Co Date Perforrned Project ID EastMlest Street File Name MPA HDR Engineering 3112/2012 REC Traffic/Access Analysis REC Access 2020_Marand_revxhy Project Description REC Traffic/AccessAnalysis Intersection Jurisdiction Units Time Period Analyzed North/South Street Major Street Marand Rd/SH 82 Garfield County U.S. Customary 2020 6AM - 6PM SH 82 North-South Warrant 1 Condition A - Minimum Vehicular Volume Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher -volume minor -street approach (one direction only) Major Street Minor Street 1 1. 2 or more1 2ormore- 2orrrrure 1 2 or more.... 100%' 80% 70°%` 500 400 350 600 480 420 600 480 420 500 4nr, 350 100V 8094' 70%` 150 120 105 150 120 105 200 160 140 200 160 140 Condition B - Interruption of Continuous Traffic Number of larges for moving traffic on each approach Vehicles per hoar on major street (total of bath approaches) Vehicles per hour on higher -volume minor -street approach (one dinction Doty} Major Street Milo r Street 1 1. 2ormore , 1 ................. 2 ar more2 or more ,,, 1 2 or more ,,,. 10096' 8010 7096` 750 600 525 900 720 630 900 720 630 750 600 525 10096' 8046' 7096` 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 599 0 400 w6 2 300 IOW 200 �O> 100 L7 2 OR MORE LANES a 2 OR MORE LA14E5 �. 2 OR MORE LANES 0 1 LANE 1 LANES 1 LANE 300 400 500 000 700 000 90D 1000 1100 1200 1300 1400 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 400 200 100 2 OR MORE LANES a z OR M0r1E LANES 2OR MORELANESA 1 LANE ,1 LANE 41 1 LANE 200 300 400 500 600 t5 80 '00 700 900 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 000 500 r d 400 116 300 200 a 100 x c4 40D V K IXQ 300 0 w � 200 > 100 CD 2OR MORE LANES & 20R 510RE LANES 20R L. LiESt1 LAL 1 LANE& 1 LANE '190 '100 400 500 ECO 700 800 000 1002 1100 1230 1300 1400 1500 1600 1700 1200 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 2 OR MORE LANES 8 2 OR MORE LANES 2 OR MORE LANES b 1 LANE 1 LADE 6 1 LANE '100 .79 300 400 500 600 700 &0O 900 1000 4100 1200 6300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 2+ Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 1095 15 1110 No No No No No No No 07-08 1506 33 1539 No No No No No No No 08-09 1549 40 1589 No No No No No No No 09-10 1283 41 1324 No No No No No No No 10-11 1313 60 1373 No No No Yes No No No 11-12 1403 32 1435 No No No No No No No 12-13 1426 35 1461 No No No No No No No 13-14 1490 35 1525 No No No No No No No 14-15 1566 35 1601 No No No No No No No 15-16 1668 39 1707 No No No No No No No 16-17 2070 53 2123 No No No No No No No 17-18 2038 54 2092 No No No No No No No Totals 18407 472 18879 0 0 0 1 0 0 0 Copyright© 2010 University of Florida, All Rights Reserved D-9 HCS+TM Version 5.5 Generated: 10/28/2013 11:56 AM HCS+: MUTCD Signal Warrants Release 5.5 Analyst: MPA Agency: HDR Engineering Date: 3/12/2012 Project ID: REC TIS EW Street: Marand Road Major St. Speed (mph): 65 Nearest Signal (ft): 1586 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 0 Intersection: Marand Rd/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2035 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic 1 Eastbound 1 Westbound 1 Northbound 1 Southbound I L T R I L T R I L T R I L T R 1 1 No. Lanes 1 0 0 0 1 1 0 1 1 0 2 0 1 1 2 0 LaneUsage 1 L LR R 1 T 1 L T Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System D-10 6 Degree of Platooning Warrant 7: Crash Experience 7 A. Adequate trials of alternatives 7 B. Reported crashes 7 80% Volumes for Warrants 1A, 1B --or-- 4 Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Major Minor Total Hours Volume Volume Volume 06-07 1 0 0 1 0 07-08 1 0 0 1 0 08-09 1 0 0 1 0 09-10 1 0 0 1 0 10-11 1 0 0 1 0 11-12 1 0 0 1 0 12-13 1 0 0 1 0 13-14 1 0 0 1 0 14-15 1 0 0 1 0 15-16 1 0 0 1 0 16-17 1 0 0 1 0 17-18 1 2 0 1 0 Total 1 2 0 1 0 Summary Delay 1A (Veh-hr) 70% 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0.0 No 0 1A 56% No No No No No No No No No No No No 0 1B 1B 2 3A 3B 70% 56% 70% 70% 70% No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No 0 0 0 0 0 Traffic Volumes (vph) Eastbound Westbound Northbound Southbound L T R L T R L T R L T R 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-11 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-12 Warrants Volume Information Analyst Agency/Co Date Performed Project ID EastlWest Street File Name MPA HDR Engineering 3/12/2012 REC Traffic/Access Analysis REC Access 2035_Marand_revxhy Project Description REC Traffic/AccessAnalysis Intersection Jurisdiction Units Time Period Analyzed North'South Street Major Street Marand Rd/SH 82 Garfield County U.S. Customary SH 82 North-South Warrant 1 Condition A - Minimum Vehicular Volume Number of lanes for moving traffic on each approach Vehicles per hour on major street (total o1 both approach es) Vehicles per hou r ligher-volume milorsheet ap p rca <h (one direction only) Major Street 2 or more ,.. 2ormore... Minor Slreel 1 2orm r•: 2 ar more 100V 80%' 70%' 500 600 600 500 400 480 480 400 350 420 420 350 100% 80% TOW 150 120 105 150 120 105 200 160 140 200 160 140 Condition B - Interruption of Continuous Traffic Number of lames for moving traffic on each approach Vehicles ver hour on rnz or street it cal of both ova -caches) Major Street 2 1001e... 2ccmore... Minor St'eet 1 2 a more 2 or more ,,.. 100%' 80°` 70%' 750 600 525 900 720 630 900 720 630 750 600 525 Vehicles per hour an higher -volume minor -street approach (one direction oriy) 100%' 80V` 70%` 75 6O 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 500 _ 400 —a cc 300 200 100 47 S MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 2 OR MORE LANES & 2 OR MOIRE LANES 2 OR MORE LANES 8 1 LANE ,1 LANE & 1 LANE '115 'AO 300 400 500 600 700 e00 600 1000 1100 1200 1300 1400 300 200 100 2 OR MORE LAMES a 1 OR PADRE OWES 20R 1.10RE LANES a 1 LANE \ti ,1 LATE IL 1 LATE 200 300 400 500 •80 '60 600 700 060 900 10001 MAJOR STREET- TOTAL OF BOTH APPROACHES - VPH 600 500 100 300 200 100 2 OR L1ORE LANES E 2 OR LIORE LANES 2055E Ls. I WIE 1 LANE 0 1 LANE • 160 '100 400 500 WO 700 600 900 1000 1100 1202 1300 1100 1500 1600 1700 1800 400 302 200 102 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 2 OR MORE LANES 8 2 O MORE LANES I I 2 OR MORE LANES 6 1 LAFE LAME 61LANE •160 •15 300 400 500 600 700 600 900 1000 1100 1200 T300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 2+ Sp eed 65 Population <10000 Hours Major Volume Minor Volume Total 1A Volume (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 0 0 0 No No No No No No No 07-08 0 0 0 No No No No No No No 08-09 0 0 0 No No No No No No No 09-10 0 0 0 No No No No No No No 10-11 0 0 0 No No No No No No No 11-12 0 0 0 No No No No No No No 12-13 0 0 0 No No No No No No No 13-14 0 0 0 No No No No No No No 14-15 0 0 0 No No No No No No No 15-16 0 0 0 No No No No No No No 16-17 0 0 0 No No No No No No No 17-18 0 0 0 No No No No No No No Totals 0 0 0 0 0 0 0 0 0 0 Copyright© 2010 University of Florida, All Rights Reserved D-13 HCS+TM Version 5.5 Generated: 10/28/2013 11:58 AM New Access Intersection D-14 HCS+: MUTCD Signal Warrants Release 5.5 Analyst: MPA Agency: HDR Engineering Date: 3/12/2012 Project ID: REC TIS EW Street: REC Access Major St. Speed (mph): 65 Nearest Signal (ft): 1258 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 10 Intersection: REC Access/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2012 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic 1 Eastbound 1 Westbound 1 Northbound 1 Southbound I L T R 1 L T R I L T R 1 L T R 1 1 No. Lanes 1 1 0 0 1 0 0 0 1 1 LaneUsage 1 L 1 L 1 T 0 0 1 0 2 0 Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System D-15 6 Degree of Platooning [X] Warrant 7: Crash Experience 7 A. Adequate trials of alternatives 7 B. Reported crashes 7 80% Volumes for Warrants 1A, 1B --or-- 4 Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Hours 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Major Minor Total Volume 1010 1397 1440 1267 1303 1361 1387 1446 1519 1618 2022 2040 17810 Volume Volume 88 1 813 202 1 992 241 1 968 61 1 716 75 1 652 78 1 683 84 1 669 83 1 723 86 1 771 94 1 805 129 1 927 132 1 921 1353 1 9640 Summary [ [ [ [X] Delay 1A 1A 1B 1B 2 3A 3B (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 0.0 No No No No No 1 No No 0.0 No No Yes Yes Yes' No No 0.0 No Yes Yes Yes Yes' No No 0.0 No No No No No 1 No No 0.0 No No No Yes No 1 No No 0.0 No No No Yes No 1 No No 0.0 No No No Yes No 1 No No 0.0 No No Yes Yes No 1 No No 0.0 No No Yes Yes No 1 No No 0.0 No No Yes Yes No 1 No No 0.0 No Yes Yes Yes Yes' No No 0.0 No Yes Yes Yes Yes' No No 0 3 7 10 4 1 0 0 Traffic Volumes (vph) Eastbound 1 Westbound 1 Northbound Southbound L T R 1 L T R 1 L T R L T R 31 0 57 1 0 0 0 1 11 188 0 0 771 40 71 0 131 1 0 0 0 1 25 430 0 0 896 46 85 0 156 1 0 0 0 1 30 513 0 0 853 44 40 0 21 1 0 0 0 1 67 526 0 0 609 65 49 0 26 1 0 0 0 1 82 644 0 0 521 56 51 0 27 1 0 0 0 1 85 671 0 0 547 58 55 0 29 1 0 0 0 1 91 717 0 0 523 56 54 0 29 1 0 0 0 1 91 715 0 0 578 62 56 0 30 1 0 0 0 1 94 738 0 0 621 66 61 0 33 1 0 0 0 1 102 806 0 0 642 68 84 0 45 1 0 0 0 1 140 1104 0 0 703 75 86 0 46 1 0 0 0 1 143 1131 0 0 692 74 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-16 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-17 !Information Warrants Volume Analyst Agency/Co Date Performed Project ID EastrvVest Street File Name MPA HDR Engineering 3/12/2012 REC TIS REC Access 2012_REC_reV3.xhy Intersection Jurisdiction Units Time Period Analyzed N orth/South Street Major Street REC Access/8H 82 Garfield County U.S. Cusb maty 6AM - 6PM SH 82 North-South 'Project Description REC TIS Warrant 1 Condition A - Minimum VohicWar Volume Number of lanes for moving iraffio on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher-.olume nlinar.slreel upprccich [one direction only) Major Street Minor Street 2 or more... 1 2 or more... 2 or more 2 or mare 100%' 8D% 70% 500 400 350 600 480 420 600 460 420 500 400 350 100%' 8O% 70W 150 150 200 200 120 105 120 105 160 140 160 140 Condition 9 - Intonuption of Continuous Traffic Nvnber of lanes for moving traffic on each approach Veh ices per hour on major street molal c4 both approaches) Vehicles per four on higher -volume m bar•saeet approach ( one diedion only) Major Sheet Minor Steel 2 or more 2 or more 1 2 or more... 2ormore .... 1OO1' BOW 70%` 750 900 900 750 600 720 720 600 525 630 630 525 1DO%' BO 70%" 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 0 500 x 490 700 200 rf x x MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 100 2 OR MORE LASES d 2 OR. PADRE LANE, 2OR MORE LA/ES & 1 LANE LAME 8 1 LAFIE •115 '00 300 400 500 0O0 Toe 900 003 1000 1100 1300 1300 1400 _ 400 x Q 300 li ~ 200 X. too 62 20R L40RE LANES a 2 OR PADRE LANES 2ORMORE LANES a 1 LME 1 LAM 4 1 LANE 2110 300 400 500 60O 700 80 .50 coo 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 500 190 Sae 200 100 20R MORE LANESB 2 OR OR MORE LANES OW REL SI 1IAfIE 1 LANE 11 LANE '150 '500 400 SAO SOD 700 MO 900 1000 1100 1200 1300 1100 1500 1000 1700 taco MAJOR STREET - TOTAL OF BOTH APPROACHES VPH 300 200 2 OR MORE LANES 6 2 OR MORE LADES 2 OR MORE LANES 6 1 LAKE / t LAM 6 1 LANE '100 '75 300 400 SOO Boo 700 000 900 1000 ROO 1201 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 782 31 813 No No No No No No No 07-08 921 71 992 No No Yes Yes Yes No No 08-09 883 85 968 No Yes Yes Yes Yes No No 09-10 676 40 716 No No No No No No No 10-11 603 49 652 No No No Yes No No No 11-12 632 51 683 No No No Yes No No No 12-13 614 55 669 No No No Yes No No No 13-14 669 54 723 No No Yes Yes No No No 14-15 715 56 771 No No Yes Yes No No No 15-16 744 61 805 No No Yes Yes No No No 16-17 843 84 927 No Yes Yes Yes Yes No No 17-18 835 86 921 No Yes Yes Yes Yes No No Totals 8917 723 9640 0 3 7 10 4 0 0 Copyright® 2010 University of Florida, All Rights Reserved D-18 HCS+TM Version 5.5 Generated: 12/2/2013 11:35 AM HCS+: MUTCD Signal Warrants Release 5.5 Analyst: MPA Agency: HDR Engineering Date: 12/2/2013 Project ID: REC TIS EW Street: REC Access Major St. Speed (mph): 65 Nearest Signal (ft): 1258 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 10 Intersection: REC Access/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2020 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic 1 Eastbound 1 Westbound 1 Northbound 1 Southbound I L T R 1 L T R I L T R 1 L T R 1 1 No. Lanes 1 1 0 0 1 0 0 0 1 1 LaneUsage 1 L 1 L 1 T 0 0 1 0 2 0 Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System D-19 6 Degree of Platooning [X] Warrant 7: Crash Experience [ ] 7 A. Adequate trials of alternatives [ 1 7 B. Reported crashes [ ] 7 80% Volumes for Warrants 1A, 1B --or-- 4 [X] Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Hours 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Major Minor Total Volume 1395 1970 2047 1796 1722 1719 1766 1783 1878 1994 2790 2814 23674 Volume Volume 88 1 1086 202 1 1309 241 1 1270 61 1 932 75 1 997 78 1 964 84 1 966 83 1 978 86 1 1045 94 1 1088 129 1 1237 132 1 1226 1353 1 13098 Summary [ [ [ ] Delay 1A 1A 1B 1B 2 3A 3B (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 0.0 No No No No No 1 No No 0.0 No No Yes Yes Yes' No No 0.0 No Yes Yes Yes Yes' No Yes 0.0 No No No No No 1 No No 0.0 No No No Yes No 1 No No 0.0 No No No Yes No 1 No No 0.0 No No Yes Yes No 1 No No 0.0 No No Yes Yes No 1 No No 0.0 No No Yes Yes No 1 No No 0.0 No No Yes Yes Yes' No No 0.0 No Yes Yes Yes Yes' No Yes 0.0 No Yes Yes Yes Yes' No Yes 0 3 8 10 5 1 0 3 Traffic Volumes (vph) Eastbound 1 Westbound 1 Northbound Southbound L T R 1 L T R 1 L T R L T R 31 0 57 1 0 0 0 1 11 300 0 0 1044 40 71 0 131 1 0 0 0 1 25 686 0 0 1213 46 85 0 156 1 0 0 0 1 30 818 0 0 1155 44 40 0 21 1 0 0 0 1 67 839 0 0 825 65 49 0 26 1 0 0 0 1 82 718 0 0 866 56 51 0 27 1 0 0 0 1 85 748 0 0 828 58 55 0 29 1 0 0 0 1 91 799 0 0 820 56 54 0 29 1 0 0 0 1 91 797 0 0 833 62 56 0 30 1 0 0 0 1 94 823 0 0 895 66 61 0 33 1 0 0 0 1 102 899 0 0 925 68 84 0 45 1 0 0 0 1 140 1562 0 0 1013 75 86 0 46 1 0 0 0 1 143 1600 0 0 997 74 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-20 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-21 !Information Warrants Volume Analyst Agency/Co Date Performed Project ID EastlWest Street File Name MPA HDR Engineering 12/2/2013 REC TIS REC Access 2020_REC_rev3.xhy Intersection Jurisdiction Units Time Period Analyzed N orth/South Street Major Street REC Access/8H 82 Garfield County U.S. Cusb maty 6AM - 6PM SH 82 North-South 'Project Description REC TIS Warrant 1 Condition A - Minimum VohicWar Volume Number of lanes for moving iraffio on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher-.olume nlinar.slreel upprccich [one direction only) Major Street Minor Street 2 or more... 1 2 or more... 2 or more 2 or mare 100%' 8D% 70% 500 400 350 600 480 420 600 460 420 500 400 350 100%' 8O% 70W 150 150 200 200 120 105 120 105 160 140 160 140 Condition 9 - Intonuption of Continuous Traffic Nvnber of lanes for moving traffic on each approach Veh ices per hour on major street molal c4 both approaches) Vehicles per four on higher -volume m bar•saeet approach ( one diedion only) Major Sheet Minor Steel 2 or more 2 or more 1 2 or more... 2ormore .... 1OO1' BOW 70%` 750 900 900 750 600 720 720 600 525 630 630 525 1DO%' BO 70%" 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 0 500 x 490 700 290 rf x x MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 100 2 OR MORE LANES d 2 OR. PADRE LANE, 2OR MORE LA/ES & 1 LANE LANE & 1 LANE •115 '90 300 400 500 0O0 Toe 900 903 1000 1100 1300 1300 1400 _ 400 x Q 300 li ~ 200 too 62 2oR 164ORE LANES a 2 OR PADRE LANES 2ORMORE LANES a 1 LAKE 1 LAW 4 1 LANE 2110 300 400 500 600 700 80 '50 000 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 500 190 Sae 200 100 20R MORE LANESB 2 OR OR MORE LANES OW REL SI 1IAfIE 1LANE&1 LME '150 'I00 400 SAO SOD 700 SOO 900 1000 1100 1200 1300 1100 1500 1000 1700 taco MAJOR STREET - TOTAL OF BOTH APPROACHES VPH 300 200 2 OR MORE LANES 6 2 OR MORE LADES 2 OR MORE LANES 6 1 LAKE / t LAW 6 1 LANE '100 '75 100 400 500 Boo 700 900 900 1000 ROO 1201 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 1055 31 1086 No No No No No No No 07-08 1238 71 1309 No No Yes Yes Yes No No 08-09 1185 85 1270 No Yes Yes Yes Yes No Yes 09-10 892 40 932 No No No No No No No 10-11 948 49 997 No No No Yes No No No 11-12 913 51 964 No No No Yes No No No 12-13 911 55 966 No No Yes Yes No No No 13-14 924 54 978 No No Yes Yes No No No 14-15 989 56 1045 No No Yes Yes No No No 15-16 1027 61 1088 No No Yes Yes Yes No No 16-17 1153 84 1237 No Yes Yes Yes Yes No Yes 17-18 1140 86 1226 No Yes Yes Yes Yes No Yes Totals 12375 723 13098 0 3 8 10 5 0 3 Copyright® 2010 University of Florida, All Rights Reserved D-22 HCS+TM Version 5.5 Generated: 12/2/2013 1 1:37 AM Analyst: MPA Agency: HDR Engineering Date: 12/2/2013 Project ID: REC TIS EW Street: Cattle Creek Rd Major St. Speed (mph): 65 Nearest Signal (ft): 1258 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 0 Intersection: Cattle Creek Rd/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2035 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic 1 Eastbound 1 Westbound 1 Northbound 1 Southbound 1 L T R I L T R 1 L T R I L T R 1 1 No. Lanes 1 0 0 0 1 1 0 0 1 0 2 0 1 1 0 0 LaneUsage 1 1 L 1 T 1 L Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System 6 Degree of Platooning D-23 Warrant 7: Crash Experience [ ] 7 A. Adequate trials of alternatives [ ] 7 B. Reported crashes [ ] 7 80% Volumes for Warrants 1A, 1B --or-- 4 [X] Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Major Minor Total Hours Volume Volume Volume 06-07 1 1401 51 1 345 07-08 1 1860 117 1 710 08-09 1 1949 139 1 827 09-10 1 1601 142 1 824 10-11 1 1625 175 1 989 11-12 1 1686 76 1 970 12-13 1 1710 81 1 1029 13-14 1 1789 81 1 1033 14-15 1 1884 84 1 1069 15-16 12003 91 1 1163 16-17 1 2483 125 1 1574 17-18 1 2530 128 1 1610 Total 1 225211 1290 1 12143 Summary [ ] [ [ ] Delay 1A 1A 1B 1B 2 3A 3B (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 0.0 1 No 1 No No No No No No 0.0 1 No 1 No Yes Yes No No No 0.0 1 No 1 No Yes Yes No No No 0.0 1 No 1 No Yes Yes No No No 0.0 1 No 1 Yes Yes Yes Yes 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No Yes No 1 No No 0.0 1 No 1 No Yes Yes No 1 No No 1 0 1 1 5 6 1 1 0 0 Traffic Volumes (vph) Eastbound Westbound 1 Northbound Southbound L T R L T R 1 L T R L T R 0 0 0 29 0 22 1 0 246 75 70 1010 0 0 0 0 66 0 51 1 0 563 42 81 1174 0 0 0 0 78 0 61 1 0 672 83 77 1117 0 0 0 0 80 0 62 1 0 689 59 55 798 0 0 0 0 98 0 77 1 0 844 51 47 683 0 0 0 0 31 0 45 1 0 879 30 60 717 0 0 0 0 33 0 48 1 0 939 29 57 685 0 0 0 0 33 0 48 1 0 937 32 63 757 0 0 0 0 34 0 50 1 0 967 35 68 814 0 0 0 0 37 0 54 1 0 1056 36 70 841 0 0 0 0 51 0 74 1 0 1446 39 77 921 0 0 0 0 52 0 76 1 2 1482 63 76 907 0 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-24 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-25 !Information Warrants Volume Analyst Agency/Co Date Performed Project ID EastlWest Street File Name MPA HDR Engineering 12/2/2013 REC TIS REC Access 2035_REC_rev3.xhy Intersection Jurisdiction Units Time Period Analyzed N orth/South Street Major Street REC Access/8H 82 Garfield County U.S. Cusb maty 2035 6AM - 6PM SH 82 North-South 'Project Description REC TIS Warrant 1 Condition A - Minimum VohicWar Volume Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher-.olume nlinar.slreel upprccich [one direction only) Major Street Minor Street 2 or more... 1 2 or more... 2 or more 2 or mare 100%' 8D% 70% 500 400 350 600 480 420 600 460 420 500 400 350 100%' 8O% 70W 150 150 200 200 120 105 120 105 160 140 160 140 Condition 9 - Intonuption of Continuous Traffic Nvnber of lanes for moving traffic on each approach Veh ices per hour on major street molal c4 both approaches) Vehicles per four on higher -volume m bar•saeet approach ( one diedion only) Major Sheet Minor Steel 2 or more 2 or more 1 2 or more... 2ormore .... 1OO1' BOW 70%` 750 900 900 750 600 720 720 600 525 630 630 525 1DO%' BO 70%" 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 0 500 x 490 700 200 rf x x MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 100 2 OR MORE LANES d 2 OR. PADRE LANE, 2OR MORE LA/ES & 1 LANE LANE N. 1LAFIE •115 '90 300 400 500 0O0 Toe 900 003 1000 1100 1300 1300 1400 _ 400 x Q 300 li ~ 200 too 62 2oR 1640RE LANES a 2 OR !PADRE LANES 2ORMORE LANES a 1 LAKE 1 LAW 4 1 LANE 2110 300 400 500 600 700 80 '50 000 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 500 190 Sae 200 100 20R MORE LANESB 2 OR OR MORE LANES OW REL SI 1IAfIE UAW &1 LME '150 '500 400 SAO KO 700 MO 900 1000 1100 1200 1300 1100 1500 1000 1700 taco 400 a_K oLj 5 O = ton 300 200 MAJOR STREET - TOTAL OF BOTH APPROACHES VPH 2 OR MORE LANES 6 2 OR MORE LADES 2 OR MORE LANES 6 1 LAKE / t LAW 6 1 LANE '100 '75 100 400 500 Boo 700 900 900 1000 ROO 1241 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 1263 31 1294 No No No No No No No 07-08 1480 71 1551 No No Yes Yes Yes No No 08-09 1415 85 1500 No Yes Yes Yes Yes No Yes 09-10 1056 40 1096 No No No No No No No 10-11 928 49 977 No No No Yes No No No 11-12 973 51 1024 No No No Yes No No No 12-13 940 55 995 No No Yes Yes No No No 13-14 1029 54 1083 No No Yes Yes No No No 14-15 1102 56 1158 No No Yes Yes No No No 15-16 1144 61 1205 No No Yes Yes Yes No No 16-17 1336 84 1420 No Yes Yes Yes Yes No Yes 17-18 1320 86 1406 No Yes Yes Yes Yes No Yes Totals 13986 723 14709 0 3 8 10 5 0 3 Copyright® 2010 University of Florida, All Rights Reserved D-26 HCS+TM Version 5.5 Generated: 12/2/2013 11:40 AM Cattle Creek Road Intersection D-27 HCS+: MUTCD Signal Warrants Release 5.5 Analyst: MPA Agency: HDR Engineering Date: 12/2/2013 Project ID: REC TIS EW Street: Cattle Creek Road Major St. Speed (mph): 65 Nearest Signal (ft): 1258 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 0 Intersection: Cattle Creek Rd/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2012 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic I Eastbound 1 Westbound I Northbound 1 Southbound IL TR I L T R I L T R I L T R I I No. Lanes 1 0 0 0 1 1 0 0 1 0 2 0 1 1 0 0 LaneUsage I L I T 1 L Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System D-28 6 Degree of Platooning [X] Warrant 7: Crash Experience 7 A. Adequate trials of alternatives 7 B. Reported crashes 7 80% Volumes for Warrants 1A, 1B --or-- 4 Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Hours 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Major Minor Total Volume Volume Volume 1009 39 1 263 1420 89 1 542 1488 107 1 632 1222 109 1 629 1240 133 1 755 1287 58 1 741 1306 62 1 786 1366 62 1 788 1437 64 1 816 1529 70 1 889 1896 96 1 1202 1931 98 1 1229 171311 987 1 9272 Summary [ [ [ [X] Delay 1A 1A 1B 1B 2 3A 3B (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No Yes No No No 0.0 No No No Yes No No No 0.0 No No Yes Yes No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0.0 No No No No No No No 0 0 1 3 0 0 0 Traffic Volumes (vph) Eastbound Westbound 1 Northbound 1 Southbound L T R L T R 1 L T R 1 L T R 0 0 0 22 0 17 1 0 188 57 1 53 711 0 0 0 0 50 0 39 1 0 430 32 1 62 896 0 0 0 0 60 0 47 1 0 513 63 1 59 853 0 0 0 0 61 0 48 1 0 526 45 1 42 609 0 0 0 0 75 0 58 1 0 644 39 1 36 521 0 0 0 0 24 0 34 1 0 671 23 1 46 547 0 0 0 0 25 0 37 1 0 717 22 1 44 523 0 0 0 0 25 0 37 1 0 715 25 1 48 578 0 0 0 0 26 0 38 1 0 738 26 1 52 621 0 0 0 0 29 0 41 1 0 806 27 1 54 642 0 0 0 0 39 0 57 1 0 1104 30 1 59 703 0 0 0 0 40 0 58 1 2 1131 48 1 58 692 0 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-29 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-30 !Information Warrants Volume Analyst Agency/Co Date Performed Project ID EastlWest Street File Name MPA HDR Engineering 12/2/2013 REC TIS Cattle Creek Road 2012_CC_rev3.xhy Intersection Jurisdiction Units Time Period Analyzed N orth/South Street Major Street Cattle Creek RciISH 82 Garfield County U.S. Cusb maty 2012 - 6AM - 6PM SH 82 North-South 'Project Description REC TIS Warrant 1 Condition A- Minimum Vohicolor Volume Number of lanes for moving iraffio on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher=.olume nlinar.slreel upprccich [one direction only) Major Street Minor Street 2 or more... 1 2 or more... 2 or more 2 or mare 100%' 8D% 70% 500 400 350 600 480 420 600 460 420 500 400 350 100%' 8O% 70W 150 150 200 200 120 105 120 105 160 140 160 140 Condition 9 - Intonuption of Continuous Traffic Nvnber of lanes for moving traffic on each approach Veh des per hour on major street molal c4 both approaches) Vehicles per four on higher -volume m bar•saeet approach ( one diedion only) Major Sheet Minor Steel 2 or more 2 or more 1 2 or more... 2ormore .... 1OO1' BOW 70%` 750 900 900 750 600 720 720 600 525 630 630 525 1DO%' EXV 70%" 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 0 500 x 490 700 200 i2 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 100 2 OR MORE LANES d 2 OR. PADRE LANE, 2OR MORE LA/ES & 1 LANE LAME 8 1 LAFIE •115 '00 30a 400 500 0O0 Toe SOD 900 1000 1100 1300 1300 1400 _ 400 x Q 300 li ~ 200 X. 100 62 S 20R L40RE LANES a 2 OR PADRE LANES 2ORMORE LANES a 1 LME 1 LAM 4 1 LANE 2110 300 400 500 60O 700 80 .50 000 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 500 100 Sae 200 100 206 MORE LANESB 2 OR OR MORE LANES OW REL SI 1IAfIE 1 LANE 6 1 LANE '150 '500 400 SAO 600 700 NO 900 1000 1100 1200 1300 1100 1500 1000 1700 taco 400 K d o`j z 5 O = ton 300 200 MAJOR STREET - TOTAL OF BOTH APPROACHES VPH 2 OR MORE LANES 6 2 OR MORE LADES 2 OR MORE LANES 6 1 LAKE / t LAM 6 1 LANE 300 450 SOO 000 700 800 900 100a ROO 1201 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 241 22 263 No No No No No No No 07-08 492 50 542 No No No No No No No 08-09 572 60 632 No No No Yes No No No 09-10 568 61 629 No No No Yes No No No 10-11 680 75 755 No No Yes Yes No No No 11-12 717 24 741 No No No No No No No 12-13 761 25 786 No No No No No No No 13-14 763 25 788 No No No No No No No 14-15 790 26 816 No No No No No No No 15-16 860 29 889 No No No No No No No 16-17 1163 39 1202 No No No No No No No 17-18 1189 40 1229 No No No No No No No Totals 8796 476 9272 0 0 1 3 0 0 0 Copyright® 2010 University of Florida, All Rights Reserved D-31 HCS+TM Version 5.5 Generated: 12/2/2013 1 1:28 AM HCS+: MUTCD Signal Warrants Release 5.5 Analyst: MPA Agency: HDR Engineering Date: 12/2/2013 Project ID: REC TIS EW Street: Cattle Creek Road Major St. Speed (mph): 65 Nearest Signal (ft): 1258 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 1 Intersection: Cattle Creek Rd/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2020 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic I Eastbound 1 Westbound I Northbound 1 Southbound IL TR I L T R I L T R I L T R I I No. Lanes 1 0 0 0 1 1 0 0 1 0 2 0 1 1 0 0 LaneUsage I L I T 1 L Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System D-32 6 Degree of Platooning [X] Warrant 7: Crash Experience 7 A. Adequate trials of alternatives 7 B. Reported crashes 7 80% Volumes for Warrants 1A, 1B --or-- 4 Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Hours 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Summary [ [ [ [X] Major Minor Total Delay 1A 1A 1B 1B 2 3A 3B Volume Volume Volume (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 1188 43 1 292 0.0 No No No No No No No 1577 99 1 602 0.0 No No No Yes No No No 1652 118 1 701 0.0 No No Yes Yes No No No 1357 121 1 699 0.0 No No Yes Yes No No No 1376 148 1 838 0.0 No No Yes Yes No No No 1429 64 1 822 0.0 No No No No No No No 1451 69 1 873 0.0 No No No No No No No 1517 69 1 876 0.0 No No No No No No No 1595 71 1 906 0.0 No No No No No No No 1698 78 1 987 0.0 No No No No No No No 2103 106 1 1333 0.0 No No No Yes No No No 2122 108 1 1363 0.0 No No No Yes No No No 190651 1094 1 102921 0 0 3 6 0 0 0 Traffic Volumes (vph) Eastbound Westbound 1 Northbound Southbound L T R L T R 1 L T R L T R 0 0 0 24 0 19 1 0 209 64 59 856 0 0 0 0 56 0 43 1 0 477 36 69 995 0 0 0 0 66 0 52 1 0 569 70 66 947 0 0 0 0 68 0 53 1 0 584 50 47 676 0 0 0 0 83 0 65 1 0 715 43 40 578 0 0 0 0 26 0 38 1 0 745 26 51 607 0 0 0 0 28 0 41 1 0 796 25 49 581 0 0 0 0 28 0 41 1 0 794 27 54 642 0 0 0 0 29 0 42 1 0 819 29 58 689 0 0 0 0 32 0 46 1 0 895 30 60 713 0 0 0 0 43 0 63 1 0 1225 33 65 780 0 0 0 0 44 0 64 1 2 1255 33 64 768 0 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-33 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-34 D-35 !Information Warrants Volume Analyst Agency/Co Date Performed Project ID EastrvVest Street File Name MPA HDR Engineering 12/2/2013 REC TIS Cattle Creek Road 2020_CC_re/3.xhy Intersection Jurisdiction Units Time Period Analyzed N orth/South Street Major Street Cattle Creek RciISH 82 Garfield County U.S. Cusb maty 2020 6AM - 6PM SH 82 North-South 'Project Description REC TIS Warrant 1 Condition A - Minimum VohicWar Volume Number of lanes for moving iraffio on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher-.olume nlinar.slreel upprccich [one direction only) Major Street Minor Street 2 or more... 1 2 or more... 2 or more 2 or mare 100%' 8D% 70% 500 400 350 600 480 420 600 460 420 500 400 350 100%' 8O% 70W 150 150 200 200 120 105 120 105 160 140 160 140 Condition 9 - Intonuption of Continuous Traffic Nvnber of lanes for moving traffic on each approach Vehicles per hour on major street molal c4 both approaches) Vehicles per four on higher -volume mn r.sireet approach ( one diedion only) Major Sheet Minor Steel 2 or more 2 or more 1 2 or more... 2ormore .... 1OO1' BOW 70%` 750 900 900 750 600 720 720 600 525 630 630 525 1DO%' BO 70%" 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 0 500 x 490 700 St200 rf o i2 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 100 2 OR MORE LANES d 2 OR. PADRE LANE, 2OR MORE LA/ES & 1 LANE LAME 8 1 LAFIE •115 '00 30a 400 500 0O0 Toe SOD 003 1000 1100 1300 1300 1400 20R L40RE LANES a 2 OR PADRE LANES 2ORMORE LANES a 1 LME 1 LAM 4 1 LANE 2110 300 400 500 60O 700 80 .50 600 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 500 190 Sae 200 100 2 OR MORE LANESB 2 OR OR MORE IMiESS OW REL SI 1IAfIE 1 LANE 11 LANE '150 '500 400 SAO 600 700 000 900 1000 1100 1200 1300 1100 1500 1000 1700 taco MAJOR STREET - TOTAL OF BOTH APPROACHES VPH 300 200 2 OR MORE LANES 6 2 OR MORE LADES 2 OR MORE LANES 6 1 LAKE / t LAM 6 1 LANE '105 '75 100 450 SOO 005 700 000 900 1000 ROO 1201 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 268 24 292 No No No No No No No 07-08 546 56 602 No No No Yes No No No 08-09 635 66 701 No No Yes Yes No No No 09-10 631 68 699 No No Yes Yes No No No 10-11 755 83 838 No No Yes Yes No No No 11-12 796 26 822 No No No No No No No 12-13 845 28 873 No No No No No No No 13-14 848 28 876 No No No No No No No 14-15 877 29 906 No No No No No No No 15-16 955 32 987 No No No No No No No 16-17 1290 43 1333 No No No Yes No No No 17-18 1319 44 1363 No No No Yes No No No Totals 9765 527 10292 0 0 3 6 0 0 0 Copyright® 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 12/2/2013 1 1:26 AM HCS+: MUTCD Signal Warrants Release 5.5 D-36 Analyst: MPA Agency: HDR Engineering Date: 12/2/2013 Project ID: REC TIS EW Street: Cattle Creek Rd Major St. Speed (mph): 65 Nearest Signal (ft): 1258 Crashes per Yr: 0 Students in Highest Hour: 0 Adequate Gaps in Period: 0 Minutes in Period: 0 Two Major Routes: 0 Weekend Count: 0 5 -yr Growth Factor: 0 Intersection: Cattle Creek Rd/SH 82 Jurisdiction: Garfield County Units: U.S. Customary Analysis Year: 2035 NS Street: SH 82 General Information Population: Less than 10000 Coordinated Signal System: Y School Crossing Roadway Network Geometry and Traffic 1 Eastbound 1 Westbound 1 Northbound 1 Southbound 1 L T R I L T R 1 L T R I L T R 1 1 No. Lanes 1 0 0 0 1 1 0 0 1 0 2 0 1 1 0 0 LaneUsage 1 1 L 1 T 1 L Results Warrant 1: Eight -Hour Vehicular Volume 1 A. Minimum Vehicular Volumes 1 B. Interruption of Continuous Traffic 1 80% Vehicular --and-- Interruption Volumes Warrant 2: Four -Hour Vehicular Volume 2 A. Four -Hour Vehicular Volumes Warrant 3: Peak Hour 3 A. Peak -Hour Conditions 3 B. Peak -Hour Vehicular Volume Hours Met Warrant 4: Pedestrian Volume 4 A. Pedestrian Volumes 4 B. Gaps Same Period Warrant 5: School Crossing 5 A. Student Volumes 5 B. Gaps Same Period Warrant 6: Coordinated Signal System 6 Degree of Platooning D-37 Warrant 7: Crash Experience [ ] 7 A. Adequate trials of alternatives [ ] 7 B. Reported crashes [ ] 7 80% Volumes for Warrants 1A, 1B --or-- 4 [X] Warrant 8: Roadway Network 8 A. Weekday Volume 8 B. Weekend Volume Major Minor Total Hours Volume Volume Volume 06-07 1 1401 51 1 345 07-08 1 1860 117 1 710 08-09 1 1949 139 1 827 09-10 1 1601 142 1 824 10-11 1 1625 175 1 989 11-12 1 1686 76 1 970 12-13 1 1710 81 1 1029 13-14 1 1789 81 1 1033 14-15 1 1884 84 1 1069 15-16 12003 91 1 1163 16-17 1 2483 125 1 1574 17-18 1 2530 128 1 1610 Total 1 225211 1290 1 12143 Summary [ ] [ [ ] Delay 1A 1A 1B 1B 2 3A 3B (Veh-hr) 70% 56% 70% 56% 70% 70% 70% 0.0 1 No 1 No No No No No No 0.0 1 No 1 No Yes Yes No No No 0.0 1 No 1 No Yes Yes No No No 0.0 1 No 1 No Yes Yes No No No 0.0 1 No 1 Yes Yes Yes Yes 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No No No 1 No No 0.0 1 No 1 No No Yes No 1 No No 0.0 1 No 1 No Yes Yes No 1 No No 1 0 1 1 5 6 1 1 0 0 Traffic Volumes (vph) Eastbound Westbound 1 Northbound Southbound L T R L T R 1 L T R L T R 0 0 0 29 0 22 1 0 246 75 70 1010 0 0 0 0 66 0 51 1 0 563 42 81 1174 0 0 0 0 78 0 61 1 0 672 83 77 1117 0 0 0 0 80 0 62 1 0 689 59 55 798 0 0 0 0 98 0 77 1 0 844 51 47 683 0 0 0 0 31 0 45 1 0 879 30 60 717 0 0 0 0 33 0 48 1 0 939 29 57 685 0 0 0 0 33 0 48 1 0 937 32 63 757 0 0 0 0 34 0 50 1 0 967 35 68 814 0 0 0 0 37 0 54 1 0 1056 36 70 841 0 0 0 0 51 0 74 1 0 1446 39 77 921 0 0 0 0 52 0 76 1 2 1482 63 76 907 0 Pedestrian Volumes and Gaps (Per Hour) Volume Gap Volume Gap Volume Gap Volume Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D-38 Delay Isec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrslsec/veh veh-hrsl 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 D-39 !Information Warrants Volume Analyst Agency/Co Date Performed Project ID EastlWest Street File Name MPA HDR Engineering 12/2/2013 REC TIS Cattle Creek Rd 2035_CC_rev3.xhy Intersection Jurisdiction Units Time Period Analyzed N orth/South Street Major Street Cattle Creek RciISH 82 Garfield County U.S. Cusb maty 2035 6AM - 6PM SH 82 North-South 'Project Description REC TIS Warrant 1 Condition A- Minimum Vohicolor Volume Number of lanes for moving iraffio on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher=.olume nlinar.slreel upprccich [one direction only) Major Street Minor Street 2 or more... 1 2 or more... 2 or more 2 or mare 100%' 8D% 70% 500 400 350 600 480 420 600 460 420 500 400 350 100%' 80.1: 70W 150 150 200 200 120 105 120 105 160 140 160 140 Condition 9 - Intonuption of Continuous Traffic Nvnber of lanes for moving naffs on each approach Veh des per hour on major street molal c4 both approaches) Vehicles per four on higher -volume m bar•saeet approach ( one diedion only) Major Street Minor Steel 2 or more... 2ormore .... 1O01' BOW 70%` 750 900 900 750 600 720 720 600 525 630 630 525 1DO%' EXV 70%" 75 60 53 75 60 53 100 80 70 100 80 70 Warrant 2 Warrant 3 0 500 x 490 700 200 i2 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 100 2 OR MORE LANES d 2 OR. PADRE LANE, 2OR MORE LA/ES & 1 LANE LAME 8 1 LAFIE •115 '00 300 400 500 0O0 700 SOD 900 1000 1100 1300 130D 1400 _ 400 x Q 300 li ~ 200 X. 100 62 S 20R L40RE LANES a 2 OR PADRE LANES 2ORMORE LANES a 1 LME 1 LANE4 1 LANE 2110 300 400 500 60O 700 80 .50 000 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 500 110 Sae 200 100 206 MORE LANESB 2 OR OR MORE IMiESS OW REL SI 1IAfIE 1LANE61 LAM '150 '500 400 SAO 600 700 NO 900 1000 1100 1200 1300 1100 1500 1000 1700 taco MAJOR STREET - TOTAL OF BOTH APPROACHES VPH 300 200 2 OR MORE LANES 6 2 OR MORE LADES 2 OR MORE LANES 6 1 LAKE / t LAM 6 1 LANE 100 400 SOO 000 700 000 900 1000 ROO 1201 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPI -1 Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 65 Population <10000 Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 06-07 316 29 345 No No No No No No No 07-08 644 66 710 No No Yes Yes No No No 08-09 749 78 827 No No Yes Yes No No No 09-10 744 80 824 No No Yes Yes No No No 10-11 891 98 989 No Yes Yes Yes Yes No No 11-12 939 31 970 No No No No No No No 12-13 996 33 1029 No No No No No No No 13-14 1000 33 1033 No No No No No No No 14-15 1035 34 1069 No No No No No No No 15-16 1126 37 1163 No No No No No No No 16-17 1523 51 1574 No No No Yes No No No 17-18 1558 52 1610 No No Yes Yes No No No Totals 11521 622 12143 0 1 5 6 1 0 0 Copyright® 2010 University of Florida, All Rights Reserved D-40 HCS+TM Version 5.5 Generated: 12/2/2013 1 1:24 AM Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 Appendix E: Progression Analysis Cattle Creek Metropolitan District, Garfield County, Colorado Appendix E Time -Space Diagram - SH 82 Arterial and Link -Link Bandwidths, 90th Percentile Green Times 2020 AM Peak Hour - Summer Main Street Cross Street Approach Offset 20 40 60 80 100 120 140 160 180 200 220 240 260 1111111111111111111 1111111111 ii i 1 i 111111111111111111111111111111111111111 ii ii 11 i 111 ii i 1111111111 11111111111111111 11111111111111111,1 SH82 SH 82 @ Spring Valley Road 19 SH 82 SH 82 @ Marand Road N SH 82 @Marand Road SH 82 SH 82 REC Access 4 r 4. r 4 * 4. t t + .. ... ►.. o 1—is.* 1 1 .. ► _A IN Link -P: nd 25 :/ N - �' rterial nd 25 /yyyyyyyyy A Y A Y A Y A Y A Y VSBL k Band ' s i\ i\ 1\ / / LEGEND NB or WB Arterial Bandwidt NB or WB Link Bandwidth SB or EB Arterial Bandwidt SB or EB Link Bandwidth / / \ \ Ar NB k =an• 1 s ' t \ \ 0 SH 82_ SH 82 @ RIRO Access i' 4 ❑ Thru Green NB or WB Left-Thru Green SB or EB Left-Thru Green Dual Left Green Starvation Thru Starvation Left Uncoord Thru Spillback Uncoord Left Spillback Coord Thru " •• 1 _ ' // /\)(Spillback i • SH 82 SH 82 n = Spillback Coord Left Storage Blocking Thru Storage Blocking Left I IV \ \ / SLiL rVB�, 10 s / IV \ \ / /\I Mitigated 2020 Build Condition with Baseline REC Development Traffic E-1 3/14/2013 Time -Space Diagram - SH 82 Arterial and Link -Link Bandwidths, 90th Percentile Green Times 2020 PM Peak Hour - Summer Main Street Cross Street Offset Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 ,11111,11111,111,11111, 1111111, 1, 11111, 1111111 L 1 11111111111,1,1111111,1111111,1111111,11111,111,11111,11111,1,1,11111,1111111,111111 SH 82 SH 82 @ Spring Valley Road 24 SH 82 SH 82 @ Marrand Road N SH 82 @ Marand Road SH 82 @ REC Access 64 SH 82 @ RIRO Access 4 4 4 4 SH 82 SH 82r @ Cattle Creek Road 4 7-77 7'\ I I.f' f'\ I `N Li40 /\\NBAf\ri Ba 40 l'Y'Y'T TT/I 11 1r Br SB nk an Ills?N V II III R 17 LEGEND NB or WB Arterial Bandwidt NB or WB Link Bandwidth SB or EB Arterial Bandwidth SB or EB Link Bandwidth Thru Green NB or WB Left-Thru Green SB or EB Left-Thru Green Dual Left Green Starvation Thru Starvation Left Spillback Uncoord Thru Spillback Uncoord Left Spillback Coord Thru Spillback Coord Left Storage Blocking Thru Storage Blocking Left Mitigated 2020 Build Condition with Baseline REC Traffic E-2 3/14/2013 Time -Space Diagram - SH 82 Arterial and Link -Link Bandwidths, 90th Percentile Green Times 2035 AM Peak Hour - Summer Main Street Cross Street Offset Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 111111111 11111111111 111111111 11111 1 11111 11111 11111111111111111111111111111111111111111111111111111ill 1111111111111111 SH 82 SH 82 @ Spring Valley Road 23 SH 82 SH 82 @ Marand Road N SH 82 @ Marand Road SH 82 @ REC Access 0 SH 82 @ RIRO Access SH 82 4 1' 4 4 1' 4 4 SH 82' @ Cattle Creek Road 4 417 I I /9andf) N Lk Ban 6s TY TY TY TY y 1,1 111 111 111 111 1 1 1 1 LEGEND // NB or WB Arterial Bandwidt Lin t = : nd 32 // NB or WB Link Bandwidth SB or EB Arterial Bandwidth and 4 11 1111 Sh Lir�kl�ans / Ill Illi 1 t�'�V 1 1 \\ \\ .74,74 s 1+ SB or EB Link Bandwidth Thru Green NB or WB Left-Thru Green SB or EB Left-Thru Green Dual Left Green Starvation Thru Starvation Left Spillback Uncoord Thru Spillback Uncoord Left Spillback Coord Thru Spillback Coord Left Storage Blocking Thru Storage Blocking Left Mitigated 2035 Build Condition with REC Develo ment Traffic E-3 3/14/2013 Time -Space Diagram - SH 82 Arterial and Link -Link Bandwidths, 90th Percentile Green Times 2035 PM Peak Hour - Summer Main Street Cross Street Offset Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 ,11111,11111,111,11111,11111,1,1,11111,1111111,1,11111111111,1,1111111,11111,1,1,11111,11111,111,11111,11111,1,1,11111,1111111,111111 SH 82 SH 82 @ Spring Valley Road 91 SH 82 4 SH 82 @ Marrand Road N SH 82 @ Marand Road SH 82 @ REC Access 18 SH 82 @ RIRO Access 1' 4 4 4 4 SH 82 SH 82r @ Cattle Creek Road 4 NB ink Band 7 NB Arte r Barld 56 s /\i I \/i Link Band 90 s/ I I V' I [\1XN // // \\ LEGEND NB or WB Arterial Bandwidtl NB or WB Link Bandwidth SB or EB Arterial Bandwidth SB or EB Link Bandwidth Thru Green NB or WB Left-Thru Green SB or EB Left-Thru Green Dual Left Green Starvation Thru Starvation Left Spillback Uncoord Thru Spillback Uncoord Left Spillback Coord Thru Spillback Coord Left Storage Blocking Thru Storage Blocking Left Mitigated 2035 Build Condition with REC Develo ment Traffic 3/14/2013 E-4 Traffic Operations/Access Assessment Cattle Creek Metropolitan District December 2013 Appendix F: Continuous Green -T Intersection Capacity Analysis Cattle Creek Metropolitan District, Garfield County, Colorado Appendix F REC Continuous Green T Configured Intersection STOP Control Analysis F-1 HCM Unsignalized Intersection Capacity Analysis 3: REC Access & SH 82 2012 Build AM Peak Hour w REC Baseline Traffic - STOP Control t Movement EBL EBR NBL NBT SBT SBR Lane Configurations 't't ri Volume (veh/h) 71 131 25 0 1163 46 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 77 142 27 0 1264 50 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 8 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1318 632 1264 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1318 632 1264 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 45 66 95 cM capacity (veh/h) 141 423 546 Direction, Lane # EB 1 NB 1 SB 1 SB 2 SB 3 Volume Total 220 27 632 632 50 Volume Left 77 27 0 0 0 Volume Right 142 0 0 0 50 cSH 402 546 1700 1700 1700 Volume to Capacity 0.55 0.05 0.37 0.37 0.03 Queue Length 95th (ft) 79 4 0 0 0 Control Delay (s) 31.8 11.9 0.0 0.0 0.0 Lane LOS D B Approach Delay (s) 31.8 11.9 0.0 Approach LOS D Intersection Summary Average Delay 4.7 Intersection Capacity Utilization 46.9% ICU Level of Service A Analysis Period (min) 15 2012 Build AM Peak Hour Traffic F-2 Synchro 8 Report 3/10/2013 HCM Unsignalized Intersection Capacity Analysis 3: REC Access & SH 82 2012 Build PM Peak Hour w REC Baseline Traffic - STOP Control t Movement EBL EBR NBL NBT SBT SBR Lane Configurations 't't ri Volume (veh/h) 84 45 140 0 928 75 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 91 49 152 0 1009 82 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 8 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1313 504 1009 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1313 504 1009 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 22 90 78 cM capacity (veh/h) 116 513 683 Direction, Lane # EB 1 NB 1 SB 1 SB 2 SB 3 Volume Total 140 152 504 504 82 Volume Left 91 152 0 0 0 Volume Right 49 0 0 0 82 cSH 179 683 1700 1700 1700 Volume to Capacity 0.78 0.22 0.30 0.30 0.05 Queue Length 95th (ft) 131 21 0 0 0 Control Delay (s) 71.2 11.8 0.0 0.0 0.0 Lane LOS F B Approach Delay (s) 71.2 11.8 0.0 Approach LOS F Intersection Summary Average Delay 8.5 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 2012 Build PM Peak Hour Traffic F-3 Synchro 8 Report 3/10/2013 HCM Unsignalized Intersection Capacity Analysis 3: REC Access & SH 82 2020 Build AM Peak Hour w REC Baseline Traffic - STOP Control t Movement EBL EBR NBL NBT SBT SBR Lane Configurations 't't ri Volume (veh/h) 71 131 25 0 1213 46 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 77 142 27 0 1318 50 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 8 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1373 659 1318 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1373 659 1318 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 41 65 95 cM capacity (veh/h) 130 406 520 Direction, Lane # EB 1 NB 1 SB 1 SB 2 SB 3 Volume Total 220 27 659 659 50 Volume Left 77 27 0 0 0 Volume Right 142 0 0 0 50 cSH 369 520 1700 1700 1700 Volume to Capacity 0.59 0.05 0.39 0.39 0.03 Queue Length 95th (ft) 92 4 0 0 0 Control Delay (s) 35.6 12.3 0.0 0.0 0.0 Lane LOS E B Approach Delay (s) 35.6 12.3 0.0 Approach LOS E Intersection Summary Average Delay 5.0 Intersection Capacity Utilization 48.3% ICU Level of Service A Analysis Period (min) 15 2020 Build AM Peak Hour Traffic F-4 Synchro 8 Report 3/10/2013 HCM Unsignalized Intersection Capacity Analysis 3: REC Access & SH 82 2020 Build PM Peak Hour w REC Baseline Traffic - STOP Control t Movement EBL EBR NBL NBT SBT SBR Lane Configurations 't't ri Volume (veh/h) 84 45 140 0 1013 75 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 91 49 152 0 1101 82 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 8 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1405 551 1101 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1405 551 1101 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 8 90 76 cM capacity (veh/h) 99 478 630 Direction, Lane # EB 1 NB 1 SB 1 SB 2 SB 3 Volume Total 140 152 551 551 82 Volume Left 91 152 0 0 0 Volume Right 49 0 0 0 82 cSH 152 630 1700 1700 1700 Volume to Capacity 0.92 0.24 0.32 0.32 0.05 Queue Length 95th (ft) 164 24 0 0 0 Control Delay (s) 101.5 12.5 0.0 0.0 0.0 Lane LOS F B Approach Delay (s) 101.5 12.5 0.0 Approach LOS F Intersection Summary Average Delay 10.9 Intersection Capacity Utilization 50.4% ICU Level of Service A Analysis Period (min) 15 2020 Build PM Peak Hour Traffic F-5 Synchro 8 Report 3/10/2013 HCM Unsignalized Intersection Capacity Analysis 3: REC Access & SH 82 2035 Build AM Peak Hour w REC Baseline Traffic - STOP Control t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi ri vi lit ri Volume (veh/h) 71 131 25 0 1455 46 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 77 142 27 0 1582 50 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 8 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1636 791 1582 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1636 791 1582 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free cM capacity (veh/h) 10 57 93 86 333 412 Direction, Lane # EB 1 NB 1 SB 1 SB 2 SB 3 Volume Total 220 27 791 791 50 Volume Left 77 27 0 0 0 Volume Right 142 0 0 0 50 cSH 243 412 1700 1700 1700 Volume to Capacity 0.90 0.07 0.47 0.47 0.03 Queue Length 95th (ft) 193 5 0 0 0 Control Delay (s) 70.7 14.4 0.0 0.0 0.0 Lane LOS F B Approach Delay (s) 70.7 14.4 0.0 Approach LOS F Intersection Summary Average Delay 8.5 Intersection Capacity Utilization 55.0% ICU Level of Service A Analysis Period (min) 15 2035 Build AM Peak Hour Traffic F-6 Synchro 8 Report 3/10/2013 HCM Unsignalized Intersection Capacity Analysis 3: REC Access & SH 82 2035 Build PM Peak Hour w REC Baseline Traffic - STOP Control t Movement EBL EBR NBL NBT SBT SBR Lane Configurations 't't ri Volume (veh/h) 84 45 140 0 1196 75 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 91 49 152 0 1300 82 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 8 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1604 650 1300 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1604 650 1300 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 88 71 cM capacity (veh/h) 68 412 529 Direction, Lane # EB 1 NB 1 SB 1 SB 2 SB 3 Volume Total 140 152 650 650 82 Volume Left 91 152 0 0 0 Volume Right 49 0 0 0 82 cSH 104 529 1700 1700 1700 Volume to Capacity 1.35 0.29 0.38 0.38 0.05 Queue Length 95th (ft) 246 30 0 0 0 Control Delay (s) 281.6 14.5 0.0 0.0 0.0 Lane LOS F B Approach Delay (s) 281.6 14.5 0.0 Approach LOS F Intersection Summary Average Delay 24.9 Intersection Capacity Utilization 55.5% ICU Level of Service B Analysis Period (min) 15 2035 Build PM Peak Hour Traffic F-7 Synchro 8 Report 3/10/2013 REC Intersection Signal Capacity Analysis F-8 F-9 Table F-1. Analysis of Additional Development Capacity of Proposed Continuous Green -T Intersection Signal 2020 background traffic plus 1.5 times REC project traffic, assuming an identical mix; this represents a development density i _ -lie ay -n secon's've de- ritical Movement) M Peak Hour PM Peak Hour A/3.2 '/43.4 (EB LI) a/1.8 (SH82 SB thru) A/3.6 c/31.8 (EB LT) a/3.2 (SH82 SB thru) for the 70 -acre REC parcel that is the same as for160-acre parcel. Signal 2020 background traffic plus 2 times project traffic, assuming an identical mix; this represents a development density for the A/3.1 c/20.5 (EB LI) a/3.1 (SH82 SB thru) A/6.8 /43.3 (EB LI) a/3.8 (SH82 SB thru) 70 -acre parcel that is 2 times that for the 160 -acre parcel. Signal 2020 background traffic plus 2.5 times project traffic, assuming an identical mix; this represents a development density for the A/3.6 b/18.8 (EB LT) a/3.5 (SH82 SB thru) B/15.5 f/>100 (EB LT) a/3.9 (SH82 SB thru) 70 -acre REC parcel that is 3 times that for the 160 -acre parcel. Signal 2020 background traffic plus 3 times project traffic, assuming an identical mix; this represents a development density for the A/4.4 b/18.6 (EB LT) a/4.8 (SH82 SB thru) C/30.2 f/>100 (EB LI) a/4.2 (SH82 SB thru) 70 -acre REC parcel that is 4 times that for the 160 -acre parcel. Signal 2020 background traffic plus approved REC traffic plus 1.5 times the traffic generated by the approved 160 -acre development plan for the 70 -acre parcel, assuming a commercial mix. A/2.4 c/22.7 (EB LI) a/2.1 (SH82 SB thru) A/4.9 /40.8 (EB LI) a/4.1 (SH82 SB thru) Signal 2020 background traffic plus approved REC traffic plus 2 times the traffic generated by the approved 160 -acre development plan for the 70 -acre parcel, assuming a commercial mix. A/1.9 c/22.4 (EB LT) a/1.3 (SH82 SB thru) A/6.8 /49.2 (EB LI) a/4.5 (SH82 SB thru) Signal 2020 background traffic plus approved REC traffic plus 2.5 times the traffic generated by the approved 160 -acre development plan for the 70 -acre parcel, assuming a commercial mix. A/3.1 /43.2 (EB LT) a/1.9 (SH82 SB thru) B/11.4 e/70.8 (EB LI) a/4.8 (SH82 SB thru) Signal 2020 background traffic plus approved REC traffic plus 3 times the traffic generated by the approved 160 -acre development plan for the 70 -acre parcel, assuming a commercial mix. A/3.3 /39.2 (EB LI) a/2.4 (SH82 SB thru) C/21.3 f/>100 (EB LT) a/4.8 (SH82 SB thru) Signal 2035 background traffic plus 1.5 times REC project traffic, assuming an identical mix; this represents a development density A/5.3 d/42.5 (EB LT) a/6.1 (SH82 SB thru) A/4.8 e/67.1 (EB LI) a/1.9 (SH82 SB thru) for the 70 -acre REC parcel that is the same as for160-acre parcel. Signal 2035 background traffic plus 2 times project traffic, assuming an identical mix; this represents a development density for the A/6.0 d/43.8 (EB LI) a/6.6 (SH82 SB thru) B/10.4 f/86.1 (EB LT) a/2.1 (SH82 SB thru) 70 -acre parcel that is 2 times that for the 160 -acre parcel. Signal 2035 background traffic plus 2.5 times project traffic, assuming an identical mix; this represents a development density for the A/6.2 c/20.7 (EB LI) a/8.5 (SH82 SB thru) C/23.3 f/>100 (NB LI) a/2.1 (SH82 SB thru) 70 -acre REC parcel that is 3 times that for the 160 -acre parcel. Signal 2035 background traffic plus approved REC traffic plus 1.5 times the traffic generated by the approved 160 -acre development plan for the 70 -acre parcel, assuming a commercial mix. A/4.9 /42.7 (EB LT) a/5.6 (SH82 SB thru) A/6.6 e/66.5 (EB LI) a/4.5 (SH82 SB thru) Signal 2035 background traffic plus approved REC traffic plus 2 times the traffic generated by the approved 160 -acre development plan for the 70 -acre parcel, assuming a commercial mix. A/4.8 /44.5 (EB LT) a/5.1 (SH82 SB thru) B/10.0 f/87.8 (EB LT) a/4.7 (SH82 SB thru) Signal 2035 background traffic plus approved REC traffic plus 2.5 times the traffic generated by the approved 160 -acre development plan for the 70 -acre parcel, assuming a commercial mix. A/5.0 /45.1 (EB LI) a/5.2 (SH82 SB thru) B/10.0 f/>100 (EB LT) a/4.7 (SH82 SB thru) F-9 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with 1.5X REC Development Traffic 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 107 197 38 686 1213 69 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.19 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 350 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 116 214 41 746 1318 75 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 116 214 41 746 1318 75 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 9.8 90.0 72.2 82.0 72.2 90.0 Effective Green, g (s) 9.8 90.0 72.2 82.0 72.2 90.0 Actuated g/C Ratio 0.11 1.00 0.80 0.91 0.80 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 193 1583 281 3539 2839 1583 v/s Ratio Prot c0.07 0.17 c0.37 v/s Ratio Perm 0.14 0.12 0.04 0.05 v/c Ratio 0.60 0.14 0.15 0.21 0.46 0.05 Uniform Delay, d1 38.2 0.0 2.0 0.4 2.8 0.0 Progression Factor 1.00 1.00 0.82 1.00 0.47 1.00 Incremental Delay, d2 5.2 0.2 1.1 0.0 0.5 0.1 Delay (s) 43.4 0.2 2.7 0.5 1.8 0.1 Level of Service D A A A A A Approach Delay (s) 15.4 0.6 1.7 Approach LOS B A A Intersection Summary HCM Average Control Delay 3.2 HCM Level of Service A HCM Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 46.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F-10 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with 2X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 142 294 50 686 1213 92 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.17 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 316 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 154 320 54 746 1318 100 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 154 320 54 746 1318 100 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 8.4 50.0 33.6 42.0 33.6 50.0 Effective Green, g (s) 8.4 50.0 33.6 42.0 33.6 50.0 Actuated g/C Ratio 0.17 1.00 0.67 0.84 0.67 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 297 1583 212 3539 2378 1583 v/s Ratio Prot c0.09 0.14 c0.37 v/s Ratio Perm 0.20 0.17 0.07 0.06 v/c Ratio 0.52 0.20 0.25 0.21 0.55 0.06 Uniform Delay, d1 19.0 0.0 3.2 0.8 4.3 0.0 Progression Factor 1.00 1.00 1.35 1.00 0.53 1.00 Incremental Delay, d2 1.5 0.3 2.8 0.0 0.9 0.1 Delay (s) 20.5 0.3 7.2 0.8 3.1 0.1 Level of Service C A A A A A Approach Delay (s) 6.9 1.2 2.9 Approach LOS A A A Intersection Summary HCM Average Control Delay 3.1 HCM Level of Service A HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 50.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 54.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F-11 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with 2.5X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 178 328 63 686 1213 115 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.16 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 307 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 193 357 68 746 1318 125 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 193 357 68 746 1318 125 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 9.3 50.0 32.7 42.0 32.7 50.0 Effective Green, g (s) 9.3 50.0 32.7 42.0 32.7 50.0 Actuated g/C Ratio 0.19 1.00 0.65 0.84 0.65 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 329 1583 201 3539 2315 1583 v/s Ratio Prot c0.11 0.14 c0.37 v/s Ratio Perm 0.23 0.22 0.07 0.08 v/c Ratio 0.59 0.23 0.34 0.21 0.57 0.08 Uniform Delay, d1 18.6 0.0 3.8 0.8 4.8 0.0 Progression Factor 1.00 1.00 1.35 1.00 0.54 1.00 Incremental Delay, d2 2.7 0.3 4.4 0.0 0.9 0.1 Delay (s) 21.3 0.3 9.6 0.8 3.5 0.1 Level of Service C A A A A A Approach Delay (s) 7.7 1.5 3.2 Approach LOS A A A Intersection Summary HCM Average Control Delay 3.6 HCM Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 50.0 Intersection Capacity Utilization 56.9% Analysis Period (min) 15 c Critical Lane Group HCM Level of Service Sum of lost time (s) ICU Level of Service A 8.0 B 2020 AM Peak Hour - Summer HDR Engineering F-12 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with 3X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 213 393 75 686 1213 138 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.15 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 281 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 232 427 82 746 1318 150 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 232 427 82 746 1318 150 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 11.7 50.0 30.3 42.0 30.3 50.0 Effective Green, g (s) 11.7 50.0 30.3 42.0 30.3 50.0 Actuated g/C Ratio 0.23 1.00 0.61 0.84 0.61 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 414 1583 170 3539 2145 1583 v/s Ratio Prot c0.13 0.13 c0.37 v/s Ratio Perm 0.27 0.29 0.08 0.09 v/c Ratio 0.56 0.27 0.48 0.21 0.61 0.09 Uniform Delay, d1 16.9 0.0 5.5 0.8 6.2 0.0 Progression Factor 1.00 1.00 1.49 1.00 0.58 1.00 Incremental Delay, d2 1.7 0.4 9.4 0.0 1.2 0.1 Delay (s) 18.6 0.4 17.5 0.8 4.8 0.1 Level of Service B A B A A A Approach Delay (s) 6.8 2.5 4.3 Approach LOS A A A Intersection Summary HCM Average Control Delay 4.4 HCM Level of Service A HCM Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 50.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 59.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F-13 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition w 1.5X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 126 68 210 1562 1013 113 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.24 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 444 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 137 74 228 1698 1101 123 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 137 74 228 1698 1101 123 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 9.4 70.0 52.6 62.0 52.6 70.0 Effective Green, g (s) 9.4 70.0 52.6 62.0 52.6 70.0 Actuated g/C Ratio 0.13 1.00 0.75 0.89 0.75 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 238 1583 334 3539 2659 1583 v/s Ratio Prot 0.08 c0.36 0.31 v/s Ratio Perm 0.05 c0.51 0.12 0.08 v/c Ratio 0.58 0.05 0.68 0.48 0.41 0.08 Uniform Delay, d1 28.4 0.0 4.4 0.8 3.1 0.0 Progression Factor 1.00 1.00 0.61 1.00 0.88 1.00 Incremental Delay, d2 3.3 0.1 9.4 0.1 0.4 0.1 Delay (s) 31.8 0.1 12.1 0.9 3.2 0.1 Level of Service C A B A A A Approach Delay (s) 20.7 2.2 2.9 Approach LOS C A A Intersection Summary HCM Average Control Delay 3.6 HCM Level of Service A HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 56.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering F-14 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition w 2X REC Development Traffic 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 168 90 280 1562 1013 150 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.24 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 439 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 183 98 304 1698 1101 163 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 183 98 304 1698 1101 163 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 13.6 90.0 68.4 82.0 68.4 90.0 Effective Green, g (s) 13.6 90.0 68.4 82.0 68.4 90.0 Actuated g/C Ratio 0.15 1.00 0.76 0.91 0.76 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 267 1583 334 3539 2690 1583 v/s Ratio Prot c0.10 0.36 0.31 v/s Ratio Perm 0.06 c0.69 0.12 0.10 v/c Ratio 0.69 0.06 0.91 0.48 0.41 0.10 Uniform Delay, d1 36.2 0.0 8.4 0.6 3.8 0.0 Progression Factor 1.00 1.00 0.78 1.00 0.90 1.00 Incremental Delay, d2 7.1 0.1 28.3 0.1 0.4 0.1 Delay (s) 43.3 0.1 34.9 0.7 3.8 0.1 Level of Service D A C A A A Approach Delay (s) 28.2 5.9 3.3 Approach LOS C A A Intersection Summary HCM Average Control Delay 6.8 HCM Level of Service A HCM Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering F-15 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition w 2.5X REC Development Traffic 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 210 113 350 1562 1013 188 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.24 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 446 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 228 123 380 1698 1101 204 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 228 123 380 1698 1101 204 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 16.0 120.0 96.0 112.0 96.0 120.0 Effective Green, g (s) 16.0 120.0 96.0 112.0 96.0 120.0 Actuated g/C Ratio 0.13 1.00 0.80 0.93 0.80 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 236 1583 357 3539 2831 1583 v/s Ratio Prot c0.13 0.38 0.31 v/s Ratio Perm 0.08 c0.85 0.10 0.13 v/c Ratio 0.97 0.08 1.06 0.48 0.39 0.13 Uniform Delay, d1 51.7 0.0 12.0 0.5 3.5 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 48.6 0.1 65.7 0.1 0.4 0.2 Delay (s) 100.3 0.1 77.7 0.6 3.9 0.2 Level of Service F A E A A A Approach Delay (s) 65.2 14.7 3.3 Approach LOS E B A Intersection Summary HCM Average Control Delay 15.5 HCM Level of Service B HCM Volume to Capacity ratio 1.05 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 69.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering F-16 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition w 3X REC Development Traffic 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 252 135 420 1562 1013 225 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.24 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 441 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 274 147 457 1698 1101 245 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 274 147 457 1698 1101 245 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 16.0 110.0 86.0 102.0 86.0 110.0 Effective Green, g (s) 16.0 110.0 86.0 102.0 86.0 110.0 Actuated g/C Ratio 0.15 1.00 0.78 0.93 0.78 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 257 1583 345 3539 2767 1583 v/s Ratio Prot c0.15 0.38 0.31 v/s Ratio Perm 0.09 c1.04 0.10 0.15 v/c Ratio 1.07 0.09 1.32 0.48 0.40 0.15 Uniform Delay, d1 47.0 0.0 12.0 0.5 3.8 0.0 Progression Factor 1.00 1.00 0.83 1.00 1.00 1.00 Incremental Delay, d2 74.7 0.1 163.3 0.1 0.4 0.2 Delay (s) 121.7 0.1 173.2 0.6 4.2 0.2 Level of Service F A F A A A Approach Delay (s) 79.3 37.2 3.5 Approach LOS E D A Intersection Summary HCM Average Control Delay 30.2 HCM Level of Service C HCM Volume to Capacity ratio 1.28 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 75.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2020 PM Peak Hour - Summer HDR Engineering F-17 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with 1.5X REC Development Traffic 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 107 197 38 808 1455 69 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.12 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 224 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 116 214 41 878 1582 75 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 116 214 41 878 1582 75 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 20.0 110.0 82.0 102.0 82.0 110.0 Effective Green, g (s) 20.0 110.0 82.0 102.0 82.0 110.0 Actuated g/C Ratio 0.18 1.00 0.75 0.93 0.75 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 322 1583 167 3539 2638 1583 v/s Ratio Prot c0.07 0.18 c0.45 v/s Ratio Perm 0.14 0.18 0.06 0.05 v/c Ratio 0.36 0.14 0.25 0.25 0.60 0.05 Uniform Delay, d1 39.4 0.0 4.4 0.4 6.4 0.0 Progression Factor 1.00 1.00 1.16 1.00 0.81 1.00 Incremental Delay, d2 3.1 0.2 3.4 0.2 0.8 0.0 Delay (s) 42.5 0.2 8.5 0.5 6.1 0.0 Level of Service D A A A A A Approach Delay (s) 15.1 0.9 5.8 Approach LOS B A A Intersection Summary HCM Average Control Delay 5.3 HCM Level of Service A HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 52.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering F-18 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with 2X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 142 294 50 808 1455 92 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.12 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 220 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 154 320 54 878 1582 100 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 154 320 54 878 1582 100 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 21.0 110.0 81.0 102.0 81.0 110.0 Effective Green, g (s) 21.0 110.0 81.0 102.0 81.0 110.0 Actuated g/C Ratio 0.19 1.00 0.74 0.93 0.74 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 338 1583 162 3539 2606 1583 v/s Ratio Prot c0.09 0.18 c0.45 v/s Ratio Perm 0.20 0.25 0.07 0.06 v/c Ratio 0.46 0.20 0.33 0.25 0.61 0.06 Uniform Delay, d1 39.4 0.0 5.1 0.4 6.9 0.0 Progression Factor 1.00 1.00 1.18 1.00 0.83 1.00 Incremental Delay, d2 4.4 0.3 5.3 0.2 0.9 0.1 Delay (s) 43.8 0.3 11.3 0.5 6.6 0.1 Level of Service D A B A A A Approach Delay (s) 14.4 1.2 6.2 Approach LOS B A A Intersection Summary HCM Average Control Delay 6.0 HCM Level of Service A HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 56.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering F-19 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with 2.5X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 178 328 63 808 1455 115 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.11 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 207 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 193 357 68 878 1582 125 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 193 357 68 878 1582 125 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 16.0 60.0 36.0 52.0 36.0 60.0 Effective Green, g (s) 16.0 60.0 36.0 52.0 36.0 60.0 Actuated g/C Ratio 0.27 1.00 0.60 0.87 0.60 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 472 1583 124 3539 2123 1583 v/s Ratio Prot c0.11 0.15 c0.45 v/s Ratio Perm 0.23 0.33 0.10 0.08 v/c Ratio 0.41 0.23 0.55 0.25 0.75 0.08 Uniform Delay, d1 18.1 0.0 7.2 0.7 8.7 0.0 Progression Factor 1.00 1.00 1.03 1.00 0.74 1.00 Incremental Delay, d2 2.6 0.3 16.0 0.2 2.1 0.1 Delay (s) 20.7 0.3 23.4 0.8 8.5 0.1 Level of Service C A C A A A Approach Delay (s) 7.5 2.5 7.9 Approach LOS A A A Intersection Summary HCM Average Control Delay 6.2 HCM Level of Service A HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 63.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering F-20 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with 1.5X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 126 68 210 1875 1196 113 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.19 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 355 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 137 74 228 2038 1300 123 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 137 74 228 2038 1300 123 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 16.0 130.0 106.0 122.0 106.0 130.0 Effective Green, g (s) 16.0 130.0 106.0 122.0 106.0 130.0 Actuated g/C Ratio 0.12 1.00 0.82 0.94 0.82 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 218 1583 289 3539 2886 1583 v/s Ratio Prot 0.08 c0.47 0.37 v/s Ratio Perm 0.05 c0.64 0.11 0.08 v/c Ratio 0.63 0.05 0.79 0.58 0.45 0.08 Uniform Delay, d1 54.2 0.0 6.2 0.5 3.5 0.0 Progression Factor 1.00 1.00 0.93 1.00 0.41 1.00 Incremental Delay, d2 13.0 0.1 15.7 0.5 0.4 0.1 Delay (s) 67.1 0.1 21.5 1.1 1.9 0.1 Level of Service E A C A A A Approach Delay (s) 43.6 3.1 1.7 Approach LOS D A A Intersection Summary HCM Average Control Delay 4.8 HCM Level of Service A HCM Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 65.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering F-21 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with 2X REC Development Traffic 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 168 90 280 1875 1196 150 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.19 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 355 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 183 98 304 2038 1300 163 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 183 98 304 2038 1300 163 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 16.0 130.0 106.0 122.0 106.0 130.0 Effective Green, g (s) 16.0 130.0 106.0 122.0 106.0 130.0 Actuated g/C Ratio 0.12 1.00 0.82 0.94 0.82 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 218 1583 289 3539 2886 1583 v/s Ratio Prot c0.10 0.47 0.37 v/s Ratio Perm 0.06 c0.86 0.11 0.10 v/c Ratio 0.84 0.06 1.05 0.58 0.45 0.10 Uniform Delay, d1 55.7 0.0 12.0 0.5 3.5 0.0 Progression Factor 1.00 1.00 0.85 1.00 0.47 1.00 Incremental Delay, d2 30.4 0.1 61.8 0.6 0.5 0.1 Delay (s) 86.1 0.1 72.0 1.1 2.1 0.1 Level of Service F A E A A A Approach Delay (s) 56.1 10.3 1.9 Approach LOS E B A Intersection Summary HCM Average Control Delay 10.4 HCM Level of Service B HCM Volume to Capacity ratio 1.02 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 67.9% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering F - 22 Synchro 8 Report 3/11/2013 HCM Volume to Capacity ratio 1.28 Actuated Cycle Length (s) HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with 2.5X REC Development Traffic t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 210 113 350 1875 1196 188 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.19 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 355 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 228 123 380 2038 1300 204 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 228 123 380 2038 1300 204 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 16.0 130.0 106.0 122.0 106.0 130.0 Effective Green, g (s) 16.0 130.0 106.0 122.0 106.0 130.0 Actuated g/C Ratio 0.12 1.00 0.82 0.94 0.82 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 218 1583 289 3539 2886 1583 v/s Ratio Prot c0.13 0.47 0.37 v/s Ratio Perm 0.08 c1.07 0.11 0.13 v/c Ratio 1.05 0.08 1.31 0.58 0.45 0.13 Uniform Delay, d1 57.0 0.0 12.0 0.5 3.5 0.0 Progression Factor 1.00 1.00 0.84 1.00 0.48 1.00 Incremental Delay, d2 73.5 0.1 160.6 0.6 0.5 0.2 Delay (s) 130.5 0.1 170.6 1.1 2.1 0.2 Level of Service F A F A A A Approach Delay (s) 84.8 27.7 1.9 Approach LOS F C A Intersection Summary HCM Average Control Delay 23.3 HCM Level of Service C 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 74.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering F-23 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with REC Development Traffic plus Commercial 1.5X t Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 92 169 55 686 1213 102 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.18 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 339 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 100 184 60 746 1318 111 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 100 184 60 746 1318 111 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 5.7 50.0 36.3 42.0 36.3 50.0 Effective Green, g (s) 5.7 50.0 36.3 42.0 36.3 50.0 Actuated g/C Ratio 0.11 1.00 0.73 0.84 0.73 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 202 1583 246 3539 2569 1583 v/s Ratio Prot c0.06 0.15 c0.37 v/s Ratio Perm 0.12 0.18 0.06 0.07 v/c Ratio 0.50 0.12 0.24 0.21 0.51 0.07 Uniform Delay, d1 20.8 0.0 2.3 0.8 3.0 0.0 Progression Factor 1.00 1.00 1.61 1.00 0.47 1.00 Incremental Delay, d2 1.9 0.1 2.3 0.0 0.7 0.1 Delay (s) 22.7 0.1 6.0 0.8 2.1 0.1 Level of Service C A A A A A Approach Delay (s) 8.1 1.2 1.9 Approach LOS A A A Intersection Summary HCM Average Control Delay 2.4 HCM Level of Service A HCM Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 50.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 52.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F - 24 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 3: SH 82 & Spring Valley Rd/CR 110 2020 Build Condition with REC Development Traffic plus Commercial 2X Movement WBL WBR NBT NBR SBL SBT Lane Configurations tt Volume (vph) 56 43 664 35 69 1275 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1583 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1.00 1.00 0.38 1.00 Satd. Flow (perm) 1770 1583 3539 1583 703 3539 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 61 47 722 38 75 1386 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 61 47 722 38 75 1386 Turn Type NA Free NA Free Perm NA Protected Phases 8 2 6 Permitted Phases Free Free 6 2 6 8 Actuated Green, G (s) 3.4 45.0 33.6 45.0 33.6 37.0 Effective Green, g (s) 3.4 45.0 33.6 45.0 33.6 37.0 Actuated g/C Ratio 0.08 1.00 0.75 1.00 0.75 0.82 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 134 1583 2642 1583 525 3539 v/s Ratio Prot 0.03 0.20 c0.29 v/s Ratio Perm 0.03 0.02 0.11 0.10 v/c Ratio 0.46 0.03 0.27 0.02 0.14 0.39 Uniform Delay, d1 19.9 0.0 1.8 0.0 1.6 1.0 Progression Factor 1.00 1.00 1.00 1.00 0.49 1.00 Incremental Delay, d2 2.4 0.0 0.3 0.0 0.5 0.1 Delay (s) 22.4 0.0 2.1 0.0 1.3 1.1 Level of Service C A A A A A Approach Delay (s) 12.6 2.0 1.1 Approach LOS B A A Intersection Summary HCM Average Control Delay 1.9 HCM Level of Service A HCM Volume to Capacity ratio 0.39 Actuated Cycle Length (s) 45.0 Sum of lost time (s) 0.0 Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F - 25 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 16: SH 82 & Spring Valley Road 2020 Build Condition with REC Development Traffic plus Commercial 2X Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations vi lit ri vi tt ri Volume (vph) 25 32 125 66 25 69 28 673 23 113 1072 62 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.91 0.94 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.99 0.98 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1679 1719 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 0.77 0.20 1.00 1.00 0.37 1.00 1.00 Satd. Flow (perm) 1610 1342 379 3539 1583 682 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 35 136 72 27 75 30 732 25 123 1165 67 RTOR Reduction (vph) 0 31 0 0 61 0 0 0 9 0 0 25 Lane Group Flow (vph) 0 167 0 0 114 0 30 732 16 123 1165 42 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 6 Actuated Green, G (s) 8.7 8.7 28.3 28.3 28.3 28.3 28.3 28.3 Effective Green, g (s) 8.7 8.7 28.3 28.3 28.3 28.3 28.3 28.3 Actuated g/C Ratio 0.19 0.19 0.63 0.63 0.63 0.63 0.63 0.63 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 311 259 238 2226 996 429 2226 996 v/s Ratio Prot 0.21 c0.33 v/s Ratio Perm c0.10 0.08 0.08 0.01 0.18 0.03 v/c Ratio 0.54 0.44 0.13 0.33 0.02 0.29 0.52 0.04 Uniform Delay, d1 16.3 16.0 3.4 3.9 3.1 3.8 4.6 3.2 Progression Factor 1.00 1.00 0.42 0.53 0.14 1.00 1.00 1.00 Incremental Delay, d2 1.8 1.2 1.1 0.4 0.0 1.7 0.9 0.1 Delay (s) 18.1 17.2 2.5 2.5 0.5 5.5 5.5 3.3 Level of Service B B A A A A A A Approach Delay (s) 18.1 17.2 2.4 5.4 Approach LOS B B A A Intersection Summary HCM Average Control Delay 6.3 HCM Level of Service A HCM Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 45.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 64.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F - 26 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with REC Development Traffic plus Commercial 2X Movement 4\ t EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor ri 98 182 65 686 1213 120 1900 1900 1900 1900 1900 1900 4.0 4.0 4.0 4.0 4.0 4.0 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.19 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 351 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 107 198 71 746 1318 130 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 107 198 71 746 1318 130 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 9.4 90.0 72.6 82.0 72.6 90.0 Effective Green, g (s) 9.4 90.0 72.6 82.0 72.6 90.0 Actuated g/C Ratio 0.10 1.00 0.81 0.91 0.81 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 185 1583 283 3539 2855 1583 v/s Ratio Prot c0.06 0.17 c0.37 v/s Ratio Perm 0.13 0.20 0.04 0.08 v/c Ratio 0.58 0.13 0.25 0.21 0.46 0.08 Uniform Delay, d1 38.4 0.0 2.1 0.4 2.7 0.0 Progression Factor 1.00 1.00 0.85 1.00 0.47 1.00 Incremental Delay, d2 4.3 0.2 2.1 0.0 0.5 0.1 Delay (s) 42.7 0.2 3.9 0.5 1.7 0.1 Level of Service D A A A A A Approach Delay (s) 15.1 0.8 1.6 Approach LOS B A A Intersection Summary HCM Average Control Delay 2.9 HCM Level of Service A HCM Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 52.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F - 27 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with REC Development Traffic plus Commercial 2.5X t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 105 195 74 686 1213 139 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.19 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 350 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 114 212 80 746 1318 151 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 114 212 80 746 1318 151 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 9.7 90.0 72.3 82.0 72.3 90.0 Effective Green, g (s) 9.7 90.0 72.3 82.0 72.3 90.0 Actuated g/C Ratio 0.11 1.00 0.80 0.91 0.80 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 191 1583 281 3539 2843 1583 v/s Ratio Prot c0.06 0.17 c0.37 v/s Ratio Perm 0.13 0.23 0.04 0.10 v/c Ratio 0.60 0.13 0.28 0.21 0.46 0.10 Uniform Delay, d1 38.3 0.0 2.3 0.4 2.8 0.0 Progression Factor 1.00 1.00 0.83 1.00 0.49 1.00 Incremental Delay, d2 4.9 0.2 2.5 0.0 0.5 0.1 Delay (s) 43.2 0.2 4.4 0.5 1.9 0.1 Level of Service D A A A A A Approach Delay (s) 15.2 0.8 1.7 Approach LOS B A A Intersection Summary HCM Average Control Delay 3.1 HCM Level of Service A HCM Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 ntersection Capacity Utilization 53.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F-28 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2020 Build Condition with REC Development Traffic plus Commercial 3X Movement t EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor ri 112 208 84 686 1213 157 1900 1900 1900 1900 1900 1900 4.0 4.0 4.0 4.0 4.0 4.0 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.18 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 343 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 122 226 91 746 1318 171 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 122 226 91 746 1318 171 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 11.5 90.0 70.5 82.0 70.5 90.0 Effective Green, g (s) 11.5 90.0 70.5 82.0 70.5 90.0 Actuated g/C Ratio 0.13 1.00 0.78 0.91 0.78 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 226 1583 269 3539 2772 1583 v/s Ratio Prot c0.07 0.17 c0.37 v/s Ratio Perm 0.14 0.27 0.05 0.11 v/c Ratio 0.54 0.14 0.34 0.21 0.48 0.11 Uniform Delay, d1 36.8 0.0 2.9 0.4 3.4 0.0 Progression Factor 1.00 1.00 0.90 1.00 0.55 1.00 Incremental Delay, d2 2.5 0.2 3.3 0.0 0.5 0.1 Delay (s) 39.2 0.2 5.9 0.5 2.4 0.1 Level of Service D A A A A A Approach Delay (s) 13.9 1.1 2.1 Approach LOS B A A Intersection Summary HCM Average Control Delay 3.3 HCM Level of Service A HCM Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 54.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2020 AM Peak Hour - Summer HDR Engineering F-29 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic plus 1.5X Commercial t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 92 169 55 808 1455 102 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.12 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 228 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 100 184 60 878 1582 111 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 100 184 60 878 1582 111 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 19.0 110.0 83.0 102.0 83.0 110.0 Effective Green, g (s) 19.0 110.0 83.0 102.0 83.0 110.0 Actuated g/C Ratio 0.17 1.00 0.75 0.93 0.75 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 306 1583 172 3539 2670 1583 v/s Ratio Prot c0.06 0.19 c0.45 v/s Ratio Perm 0.12 0.26 0.06 0.07 v/c Ratio 0.33 0.12 0.35 0.25 0.59 0.07 Uniform Delay, d1 39.9 0.0 4.5 0.4 6.0 0.0 Progression Factor 1.00 1.00 1.27 1.00 0.80 1.00 Incremental Delay, d2 2.8 0.1 5.4 0.2 0.8 0.1 Delay (s) 42.7 0.1 11.1 0.5 5.6 0.1 Level of Service D A B A A A Approach Delay (s) 15.1 1.2 5.3 Approach LOS B A A Intersection Summary HCM Average Control Delay 4.9 HCM Level of Service A HCM Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 57.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering F-30 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic plus 2X Commercial t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 98 182 65 808 1455 120 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.12 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 232 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 107 198 71 878 1582 130 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 107 198 71 878 1582 130 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 18.0 110.0 84.0 102.0 84.0 110.0 Effective Green, g (s) 18.0 110.0 84.0 102.0 84.0 110.0 Actuated g/C Ratio 0.16 1.00 0.76 0.93 0.76 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 290 1583 177 3539 2703 1583 v/s Ratio Prot c0.06 0.19 c0.45 v/s Ratio Perm 0.13 0.31 0.06 0.08 v/c Ratio 0.37 0.13 0.40 0.25 0.59 0.08 Uniform Delay, d1 40.9 0.0 4.4 0.4 5.6 0.0 Progression Factor 1.00 1.00 1.35 1.00 0.78 1.00 Incremental Delay, d2 3.6 0.2 6.5 0.2 0.8 0.1 Delay (s) 44.5 0.2 12.5 0.5 5.1 0.1 Level of Service D A B A A A Approach Delay (s) 15.7 1.4 4.8 Approach LOS B A A Intersection Summary HCM Average Control Delay 4.8 HCM Level of Service A HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 59.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering F-31 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic plus 2.5X Commercial 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 105 195 74 808 1455 139 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.12 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 232 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 114 212 80 878 1582 151 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 114 212 80 878 1582 151 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 18.0 110.0 84.0 102.0 84.0 110.0 Effective Green, g (s) 18.0 110.0 84.0 102.0 84.0 110.0 Actuated g/C Ratio 0.16 1.00 0.76 0.93 0.76 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 290 1583 177 3539 2703 1583 v/s Ratio Prot c0.06 0.19 c0.45 v/s Ratio Perm 0.13 0.34 0.06 0.10 v/c Ratio 0.39 0.13 0.45 0.25 0.59 0.10 Uniform Delay, d1 41.1 0.0 4.7 0.4 5.6 0.0 Progression Factor 1.00 1.00 1.47 1.00 0.79 1.00 Incremental Delay, d2 4.0 0.2 8.0 0.2 0.8 0.1 Delay (s) 45.1 0.2 14.8 0.5 5.2 0.1 Level of Service D A B A A A Approach Delay (s) 15.9 1.7 4.7 Approach LOS B A A Intersection Summary HCM Average Control Delay 5.0 HCM Level of Service A HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 60.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2035 AM Peak Hour - Summer HDR Engineering F - 32 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic plus 1.5X Commercial t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 218 210 165 1875 1196 122 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.18 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 335 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 237 228 179 2038 1300 133 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 237 228 179 2038 1300 133 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 23.0 130.0 99.0 122.0 99.0 130.0 Effective Green, g (s) 23.0 130.0 99.0 122.0 99.0 130.0 Actuated g/C Ratio 0.18 1.00 0.76 0.94 0.76 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 313 1583 255 3539 2695 1583 v/s Ratio Prot c0.13 0.44 0.37 v/s Ratio Perm 0.14 c0.53 0.14 0.08 v/c Ratio 0.76 0.14 0.70 0.58 0.48 0.08 Uniform Delay, d1 50.8 0.0 7.9 0.5 5.8 0.0 Progression Factor 1.00 1.00 0.77 1.00 0.67 1.00 Incremental Delay, d2 15.7 0.2 11.8 0.5 0.5 0.1 Delay (s) 66.5 0.2 18.0 1.1 4.5 0.1 Level of Service E A B A A A Approach Delay (s) 34.0 2.4 4.1 Approach LOS C A A Intersection Summary HCM Average Control Delay 6.6 HCM Level of Service A HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 70.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering F - 33 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic plus 2X Commercial 4\ t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 267 237 212 1875 1196 147 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.18 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 335 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 290 258 230 2038 1300 160 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 290 258 230 2038 1300 160 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 23.0 130.0 99.0 122.0 99.0 130.0 Effective Green, g (s) 23.0 130.0 99.0 122.0 99.0 130.0 Actuated g/C Ratio 0.18 1.00 0.76 0.94 0.76 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 313 1583 255 3539 2695 1583 v/s Ratio Prot c0.16 0.44 0.37 v/s Ratio Perm 0.16 c0.69 0.14 0.10 v/c Ratio 0.93 0.16 0.90 0.58 0.48 0.10 Uniform Delay, d1 52.7 0.0 11.8 0.5 5.8 0.0 Progression Factor 1.00 1.00 0.77 1.00 0.70 1.00 Incremental Delay, d2 35.1 0.2 30.3 0.5 0.5 0.1 Delay (s) 87.8 0.2 39.5 1.1 4.7 0.1 Level of Service F A D A A A Approach Delay (s) 46.6 5.0 4.2 Approach LOS D A A Intersection Summary HCM Average Control Delay 10.0 HCM Level of Service B HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 73.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering F - 34 Synchro 8 Report 3/11/2013 HCM Signalized Intersection Capacity Analysis 28: SH 82 & REC Access 2035 Build Condition with REC Development Traffic plus 2.5X Commercial t Movement EBL EBR NBL NBT SBT SBR Lane Configurations vi lit lit ri Volume (vph) 316 263 258 1875 1196 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 3539 3539 1583 Flt Permitted 0.95 1.00 0.18 1.00 1.00 1.00 Satd. Flow (perm) 1770 1583 336 3539 3539 1583 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 343 286 280 2038 1300 187 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 343 286 280 2038 1300 187 Turn Type NA Free Perm NA NA Free Protected Phases 4 2 6 Permitted Phases Free 2 2 4 6 Free Actuated Green, G (s) 19.0 110.0 83.0 102.0 83.0 110.0 Effective Green, g (s) 19.0 110.0 83.0 102.0 83.0 110.0 Actuated g/C Ratio 0.17 1.00 0.75 0.93 0.75 1.00 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 306 1583 254 3539 2670 1583 v/s Ratio Prot c0.19 0.43 0.37 v/s Ratio Perm 0.18 c0.83 0.14 0.12 v/c Ratio 1.12 0.18 1.10 0.58 0.49 0.12 Uniform Delay, d1 45.5 0.0 13.5 0.6 5.2 0.0 Progression Factor 1.00 1.00 0.75 1.00 1.00 1.00 Incremental Delay, d2 88.1 0.3 80.6 0.5 0.6 0.2 Delay (s) 133.6 0.3 90.6 1.2 5.9 0.2 Level of Service F A F A A A Approach Delay (s) 73.0 12.0 5.2 Approach LOS E B A Intersection Summary HCM Average Control Delay 18.3 HCM Level of Service B HCM Volume to Capacity ratio 1.11 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 76.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2035 PM Peak Hour - Summer HDR Engineering F-35 Synchro 8 Report 3/11/2013