HomeMy WebLinkAbout1.0 ApplicationINTRODUCTION
The purpose of this report is to evaluate traffic impacts on Garfield County Road 335 (Colorado River
Road) associated with The Rapids on the Colorado Subdivision. Access to The Rapids Subdivision is via
County Road 335; two access roads from the County Road into the Subdivision are proposed. These
access roads are located on County Road 335 approximately 1.5 miles west of Apple Tree Mobile Home
Park (see Vicinity Map). Traffic impacts on County Road 335 were analyzed west of The Rapids
Subdivision, east of The Rapids Subdivision near Garfield Creek, and east of Apple Tree Park. Traffic
analysis included the following:
• An analysis of existing peak hour traffic
• Calculation of peak hour traffic to be generated by The Rapids Subdivision
• Determination of traffic capacity for County Road 335
• Analysis of sight distance at proposed roadway intersections for The Rapids Subdivision.
Peak Hour Traffic calculations and Sight Distance calculations are summarized in Attachment A.
EXISTING TRAFFIC
Traffic count data for County Road 335 obtained from the Garfield County Road and Bridge Department is
summarized in Attachment B. Hourly traffic counts were taken on County Road 335 east of Apple Tree
Park on November 28 and December 12, 1990. The maximum hourly traffic counted was 175 vehicles
per hour (VPH). The total daily traffic counted in November of 1990 was 1,500 vehicles per day (VPD).
The maximum daily traffic counted was 2,701 vehicles in October of 1994 (during hunting season). For
purposes of this analysis, the design Peak Hour Traffic was calculated based upon the maximum hourly
traffic count from 1990 (175 VPH) adjusted to the maximum daily traffic count from 1994 (2.701 VPD).
The results of this analysis indicate a Peak Hour Traffic Count of 315 VPH (175 x 2701/1500) for existing
traffic on County Road 335 east of Apple Tree Park. Similar calculations indicate a Peak Hour Traffic
Count of 96 VPH on County Road 335 at Garfield Creek Road and 55 VPH on County Road 335 at East
Divide Creek Road (west of The Rapids). Calculations for existing Peak Hour Traffic are summarized in
Attachment A.
GENERATED TRAFFIC
Peak hour traffic generated by The Rapids Subdivision was calculated based upon the Institute of
Transportation Engineers Trip Generation Manual (Attachment C). Calculations indicate a peak hour
traffic count of 40 vehicles per hour (VPH) generated by the 40 -lot subdivision. It was assumed that 70
percent of the traffic would travel east on County Road 335 and that 30 percent of the traffic would travel
west on County Road 335.
ROADWAY CAPACITY
The traffic capacity of County Road 335 was determined using the methodology outlined in the Highway
Capacity Manual for rural, two-lane highways (Attachment D). Capacity analysis worksheets for County
Road 335 east of Apple Tree Park, for County Road 335 near Garfield Creek Road and for County Road
335 west of The Rapids Subdivision are in Attachment E. The method for calculating roadway capacity
includes the following parameters:
• Width of Roadway
• Effects of Narrow Lanes
• Effects of Restricted Shoulder Width
• Type of Terrain
• Directional Distribution of Traffic
• Roadway Grade
• Roadway Curves (no passing zones)
• Roadway Intersections (no passing zones)
• Truck. Bus and RV Traffic
A field investigation of County Road 335 from the New Castle Bridge to the Silt Bridge was conducted to
determine the roadway capacity parameters for each of the three analyzed roadway segments. The
"worst-case" conditions for each roadway segment were used in the analysis as outlined below:
• The narrow^ ,t section of roadway, including the paved lanes and unpaved shoulders, was
used in the analysis.
• "Mountainous Terrain" was assumed.
• The maximum amount of "curviness" for the roadway was assumed for the analysis.
The results of the County Road 335 capacity analysis indicate roadway capacities of 1,300 VPH east of
Apple Tree Park, 1,000 VPH near Garfield Creek, and 1,000 VPH west of The Rapids Subdivision.
INTERSECTION SIGHT DISTANCE
Sight distances along County Road 335 were analyzed at the two proposed intersections of Whitewater
Drive and Sunset Drive with County Road 335. Sight distances were analyzed from a vehicle leaving the
Subdivision onto County Road 335, and from a vehicle on County Road 335 toward a vehicle leaving the
subdivision.
Sight distance calculations were based upon the Colorado Department of Transportation Highway Access
Code Design Standards (Attachment F). The results of the calculations are summarized in Attachment F.
There is sufficient sight distance available to and from County Road 335 at both of the proposed
intersections. However. at the Whitewater Drive (East) access, sight distance is limited to 350 feet west of
this intersection. This is sufficient for traffic speeds of 35 mph on County Road 335. While the posted
speed limit is 25 mph, it is recommended that the existing slope on the south side of County Road 335 be
laid back to increase the sight distance at this location to provide an additional margin of safety.
SUMMARY AND CONCLUSIONS
The results of the Peak Hour Traffic Analysis including traffic from The Rapids Subdivision are
summarized below:
SUMMARY OF PEAK HOUR TRAFFIC ANALYSIS
CO. RD. 335 EAST OF APPLE TREE PARK
31,5 VPH Existing Peak Hour Traffic
28 VPH Traffic Generated by The Rapids
343 VPH Future Peak Hour Traffic
1,300 VPH Capacity
CO. RD. 335 NEAR GARFIELD CREEK
96 VPH Existing Peak Hour Traffic
28 VPH Traffic Generated by The Rapids
124 VPH Future Peak Hour Traffic
1,000 VPH Capacity
CO. RD. 335 WEST OF THE RAPIDS
55 VPH Existing Peak Hour Traffic
12 VPH Traffic Generated by The Rapids
67 VPH Future Peak Hour Traffic
1,000 VPH Capacity
This analysis indicates that County Road 335 has sufficient capacity for future peak hour traffic. including
traffic generated by The Rapids Subdivision. The critical roadway segment for County Road 335 in terms
of traffic capacity is located at and immediately east of the entrance into Apple Tree Park. Existing peak
hour traffic is 24% of the roadway capacity at this location. Future peak hour traffic (i.e., including traffic
from The Rapids Subdivision) will be 26% of the roadway capacity at this location.
•
42-
MAY -20-96 MON 10:10 AM SHELTON DRILLING CO FAX NO. 9709273801
WELL CONSTRUCTION AND TEST REPORT
STATE OF COLORADO. OFFICE OF THE STATE ENGINEER
4
WELL PERMIT NUMBER MH -27684-A
Owner Name(s) : Gene Hilton
Mailing Address : % 802 Grand Ave. Ste # 325
City, St. Zip : Glenwood Spnngs, Co. 81601
Phone (970) 945-2236
FOR OFr(CC LJ E ONLY
APPROVAL # GWS31-91-03
WELL LOCATION AS DRILLED: SW 1/4 SW 1/4 Sec. 4 Twp. 06S Range 91W
DISTANCES FROM SEC. LINES:
731 R from South Sec. line. and 1015 ft. from West Sec. line. OR
SUBDIVISION :
STREET ADDRESS AT WELL LOCATION :
GROUND SURFACE ELEVATION
DATE COMPLETED 04/01/96
LOT BLOCK FILING(UNIT)
ft.
DRILLING METHOD Air Rotary
TOTAL DEPTH 82 ft. DEPTH COMPLETED
82 ft.
5. GEOLOGIC LOG : 1
B. HOLE CUM. lin) ( FROM (ft)
TO Oh
Depth j Type of Matenal (Size, Color, and Type)
9.0 0
27
000-010
( Dirt, Topsoil, Small Rocks
6.5 27
82
010-082
Wasatch Formation
7. PLAIN CASING
OD (in)
Kind
VVall Size
From (ft)
To (ft)
7.0
Steel
0.240
-1
27
5.5
PVC
0.252
22
52
r
I PERF. CASING : Screen Slot Size :
5.5
PVC
.250
52
82
I
WATER LOCATED : 50 - 55
REMARKS:
8. Fitter Pack
Material.:
Size :
Interval:
9. Packer Placement
Type : Formation
Depth : 30
10. GROUTING RECORD :
RPr9 0 N a • 1
1a (
Amount
Densny
Ituave)
Placement
1 n`-; cemem
3 sks
16 gal 1 7-27
poured
11. DISINFECTION : Type : HTH AmL Used : 2 oz.
12. WELL TEST DATA : [ 1 Check Box If Test Data is Submitted On Supplemental Form.
TESTING METHOD : Air Compressor
Static Level : 13 ft. Date/Time Measured : 04/01/96 Production Rate : 20 gpm.
Pumping Level : Total ft. Date/Time Measured : 04/01/96 Test Length : 2 hrs.
Remarks :
13. , nwe read aN Qatemerts maw Wan ono doe vie =mans owed.
psr)ury on the second apnea and at puno»tue as a cyst 1 mna«nevwr.)
CONTRACTOR : Shelton Drilling Corp.
Mailinn Address • P O Box 1054 Basalt
and Nat they we aur to my roorredpe. (Pursuant to Seawn 144164 (13)(a) CRS. the makop d tone materna= c.onstzutes
Phone : (970) 927-4182
CO 818 1 /' J in No 10$5
Name / Title (Please Type or Print)
Wayne Shelton / President
Signat ���
4 %I' ''
Date
05/20/96
THE RAPIDS ON THE COLORADO
WELL PUMP TEST RESULTS
Well Name: Rapids Well No. 1 Location: County Road 335
Test Conducted By: Aqua -Tec Systems, Inc. Well Depth: 80 feet
Date: 4/9/96 - Depth of Pump: 78 feet
PUMP TEST - RECOVERY
TIME ELAPSED DEPTH TO FLOW TIME ELAPSED DEPTH TO
OF DAY TIME WATER RATE OF DAY TIME WATER
11:30 AM 0 15'-8" 11:30 AM 0 35'-0"
0.5 0.5
11:31 AM 1 23'-5" 11:31 AM 1 23'-10"
11:32 AM 2 60 GPM 11:32 AM 2 20'-8"
11:33 AM 3 26'-3" 11:33 AM 3 19'-1"
11:34 AM 4 29'-7" 11:34 AM 4 18'-3"
11:35 AM 5 60 GPM 11:35 AM 5 17'-6"
11:36 AM 6 60 GPM 11:36 AM 6 17'-2"
11:37 AM 7 31'-4" 11:37 AM 7 17'-0"
11:38 AM 8 60 GPM 11:38 AM 8 16'-10"
11:39 AM 9 31'-8" 11:39 AM 9 16'-S"
11:40 AM 10 32'-1" 11:40 AM 10 16'-7"
11:45 AM 15 32'-8" 60 GPM 11:45 AM 15 16'-6"
11:50 AM 20 33'-3" 60 GPM 11:50 AM 20 16'-5 1/2"
11:55 AM 25 33'-5" 60 GPM 11:55 AM 25 16'-5"
12:00 PM 30 33'-6" 60 GPM 12:00 PM 30 16'-4"
12:10 PM 40 33'-9" 60 GPM 12:10 PM 40 16'-3"
12:20 PM 50 33'-11" 60 GPM 12:20 PM 50 16'-4"
12:30 PM 60 34'-0" 60 GPM 12:30 PM 60 16'-3"
12:45 PM 75/1::15 34'-2" 59.2 GPM 12:45 PM 75/1:15 16'4"
1:00 PM 90/1:30 34'-4" 59.2 GPM 1:00 PM 90/1:30 15'-11"
1:15 PM 105/1:45 34'-5" 59.2 GPM 1:15 PM 105/1:45 15'-10"
1:30 PM 120/2:00 34'-5" 59.2 GPM 1:30 PM 120/2:00 15'-9 1/2"
2:00 PM 150/2:30 34'-5" 59.2 GPM
2:30 PM 180/3:00 34'-6" 59.2 GPM
3:00 PM 210/3:30 34'-7" 59.2 GPM
3:30 PM 240/4:00 34'-8" 59.2 GPM
4:30 PM 300/5:00 34'-8" 59.2 GPM
5:30 PM 360/6:00 34'-8" 59.2 GPM
6:30 PM 420/7:00 34'-8" 59.2 GPM
7:30 PM 480/8:00 34'-8" 59.2 GPM
8:30 PM 540/9:00 34'-8" 59.2 GPM
11:30 PM 720/12:00 34'-9" 59.2 GPM
2:30 AM 900/15:00 34'-10" 59.2 GPM
5:30 AM 1080/18:00 34'-11" 59.2 GPM
8:30 AM 1260/21:00 35'-0" 59.2 GPM
11:30 AM 1440/24:00 35'-0" 59.2 GPM
MAY -20-96 MON 10:11 AM SHELTON DRILLING CO FAX NO. 970927380!
IWELL CONSTRUCTION AND TEST REPORT
STATE OF COLORADO, OFFICE OF THE STATE ENGINEER
1.
WELL PERMIT NUMBER
Owner Name(s) :
Mailing Address :
City, St. Zip :
Phone
MH -27684-B
Gene Hilton
802 Grand Ave. Ste # 325
Glenwood Springs, Co. 81601
(970) 945-2236
rararrcrormin
APPROVAL # GWS -31 -91-03
1 WELL LOCATION AS DRILLED: SW 1/4 SW 1/4 Sec. 4 Twp. 6
DISTANCES FROM SEC. LINES:
560 ft. from South Sec. line. and 654 ft. from West Sec. line. OR
SUBDIVISION : LOT BLOCK FILING(UNIT)
STREET ADDRESS AT WELL LOCATION :
Range 91W
4 GROUND SURFACE ELEVATIO
1 NDATE COMPLETED 04/12196
R
DRILLING METHOD Air Rotary
TOTAL DEPTH 82 ft. DEPTH COMPLETED
82 ft
7
5. GEOLOGIC LOG :
6. HOLE DIAM. (int I FROM (ft1
TO (ft)
Depth Type of Matenal (Size, Color, and Type)
9.0 I 0
29
000-010
Clays, Rocks
6.5 I 29 82
010-015
Rocks, Gravels
015-082
Wasatch Formation
7. PLAIN CASING
OD (in)
Fend
Wall Size
From (ft)
To (rt)
7.0
Steel
0.240
-1
29
5.5
PVC
0.250
22
52
PERF. CASING : Screen Slot Size :
5.5
PVC
.250
52
82
WATER LOCATED : 52 - 56
REMARKS :
8. Fitter Pack
Material:
Size :
Interval '
9. Packer Placement
Type : Formation
Depth : 30
10. GROUTING RECORD :
r ' ,
\`
r
O -
Matenal
Amount
Denim
Interval
Placement
.
'
1 _ I )A 11-' L '
cement
3 sks
16 gal
9-29
poured
11. DISINFECTION : Type : HTH Amt. Used : 2 oz.
12. WELL TEST DATA : (I Check Box If Test Data is Submitted On Supplemental Form.
TESTING METHOD : Air Compressor
Static Level : 18 ft. Date/Time Measured : 04/17/95 Production Rate : 20 gpm-
Pumping Level : Total ft. Date/Time Measured : 04/12/98 Test Length : 2 hrs.
Remarks :
12. ten.» re« the g.nrnerts mac Daren arta anw Cr coraens tn.rear, t r Cut Croy are true to rim ratoweape. (Pursuant to Semon 24-4-104 (13)(a) CAS. tn. rowan; d taw r@t.merts consumes
p.q. y In a.. i.00na a.qr« .na s vunr.rra..s • ct 1 rria«n«nor.j
CONTRACTOR : Shelton Drilling Corp. Phone : (970) 927-4182
Nailing Address • P C) Rox 1059 R, salt C 16 ) in Nn 109,5
Name / Title (Please Type or Print)
Wayne Shelton / President
S
Date 05!20/96
7
Well Name:
THE RAPIDS ON THE COLORADO
WELL PUMP TEST RESULTS
Rapids Well No. 2
Test Conducted By: Aqua -Tec Systems, Inc.
Date:
4/15/96
PUMP TEST 4 -
TIME ELAPSED
OF DAY TIME
DEPTH TO FLOW
WATER RATE
10:15 AM 0
0.5
10:16 AM 1
10:17 AM 2
10:18 AM 3
10:19 AM 4
10:20 AM 5
10:21 AM 6
10:22 AM 7
10:23 AM 8
10:24 AM 9
10:25 AM 10
10:30 AM 15
10:35 AM 20
10:40 AM 25
10:45 AM 30
10:55 AM 40
11:05 AM 50
11:15 AM 60
11:30 AM 75/1:15
11:45 AM 90/1:30
12:00 PM 105/1:45
12:15 PM 120/2:00
12:45 PM 150/2:30
1:15 PM 180/3:00
1:45 PM 210/3:30
2:15 PM 240/4:00
3:15 PM 300/5:00
4:15 PM 360/6:00
5:15 PM 420/7:00
6:15 PM 480/8:00
7:15 PM 540/9:00
10:15 PM 720/12:00
1:15 AM 900/15:00
4:15 AM 1080/18:00
7:15 AM 1260/21:00
10:15 AM 1440/24:00
16'-9"
30'-7" 64 GPM
37'-0"
42'-8" 60 GPM
46'-11"
49'-11" 58 GPM
52'-1"
53'-10" 56 GPM
55'-7"
56'-4" 54.5 GPM
57'-6" 54.5 GPM
62'-4" 54.5 GPM
65'-7" 53 GPM
66'-10" 52 GPM
67'-11" 51 GPM
69'-0" 51 GPM
69'-2" 50 GPM
70'-3" 48.6 GPM
70'-4" 48.6 GPM
70'-11" 48 GPM
71'-11" 48 GPM
73'-5" 48 GPM
75'-7" 48 GPM
68'-8" 47 GPM
71'-10" 47 GPM
73'-11" 47 GPM
75'-11" 46 GPM
76'-4" 46 GPM
76'-2" 46 GPM
75'-11" 46 GPM
74'-9" 46 GPM
74'-1" 46 GPM
73'-7" 46 GPM
73'-1" 46 GPM
72'-9" 46 GPM
74'-8" 46 GPM
Air
Location:
Well Depth:
Depth of Pump:
County Road 335
83 feet
79 feet
RECOVERY
TIME
OF DAY
11:10 AM
11:11 AM
11:12 AM
11:13 AM
11:14 AM
11:15 AM
11:16 AM
11:17 AM
11:18 AM
11:19 AM
11:20 AM
11:25 AM
11:30 AM
11:35 AM
11:40 AM
11:50 AM
12:00 PM
" 12:10 PM
12:25 PM
12:40 PM
12:55 PM
1:10 PM
1:40 PM
46_
ELAPSED
TIME
DEPTH TO
WATER
55
56
57
58
59
60
61/1:01
62/1:02
63/1:03
64/1:04
65/1:05
70/1:10
75/1:15
80/1:20
85/1:25
95/1:35
105/1:45
115/1:55
130/2:10
145/2:25
160/2:40
175/2:55
205/3:25
74'-11"
50'-6"
36'-3"
29'-2"
24'-0"
22'-1"
21'-4"
20'41"
20'-3"
19'-6"
18'-10"
17'-6"
17'-4"
17'-3"
17'-2"
17'-1 1/2"
17'-1"
17'-1"
17'-1"
17'-1"
17'-1/2"
17'-1/2"
17'-0"
Burning Mountains
Fire Protection District
Box236
Silt, CO 81652
Board
Ross Talbott - Chairman
Joe Montover
Norm Brown
Tom Voight
Gordon Witzke
Don Zordel - Chief
Stu Cerise - Assist. Chief
July 10, 1996
To Whom It May Concern:
RE: The Rapids on the Colorado Subdivision
After reviewing the utility plan, there are two changes that should be made. Both concern the fire -
hydrants in the culdesacs. The hydrant in the East culdesac should be moved out to the corner between
lots 16 & 17. The hydrant in the West culdesac should be moved out to between lots 4 & 5. The reason
for this is that if there is a fire in a culdesac we would like to pick up the hydrant before we reach the
fire.
All mains and other hydrants are within requirements. Water flow and pressures are all right as designed.
Thank you,
Donald L. Zordel, Chief
Burning Mtns., FPD
4. Provide an analysis of agricultural impacts.
There will be no significant impacts on other agricultural properties because The
Rapids property is isolated by natural, physical barriers; the Colorado River to the
north and west. Garfield Creek to the east. and the high, steep slope across County
Road 335 to the south. In addition, most of the properties in the vicinity of The Rapids
are non-agricultural. Of the 19 adjacent property owners within 200 feet of The Rapids
(listed in Section VIII of the Preliminary Plan submittal), only 2 properties are
primarily agricultural. Most of the adjacent properties are 2-4 acre residential or
commercial parcels.
The only negative potential impact on agricultural properties would be conflicts with
agricultural vehicles on County Road 335. The amount of traffic generated by The
Rapids development is discussed in the Traffic Impact Analysis. Impacts due to stray
dogs from the development is not considered to be a potential problem due to the
physical separation of the development from agricultural properties and due to the strict
dog control requirements in the Protective Covenants.
Tl r nrimar_y_impact on agricultural properties will be due to the reduction in. irrigation
diversions from the Moore Ditch. which has been used historically to irrigate The
Rapids property. The Moore Ditch is a senior irrigation water right on Garfield Creek.
which is an over -appropriated stream. A reduction in diversions from the Moore Ditch
as a result of The Rapids development will make additional water available for other
irrigation ditches that divert from Garfield Creek. Some of this water must be
bypassed to augment water use from the wells. but only the consumptive use portion of
the water must be augmented and only when there is a water right call on the Colorado
River. The net result is a significant amount of additional water (up to 1.5 cfs)
available for diversion from Garfield Creek during the irrigation season.
! •
�ExHIB1T,
Page 1 of 3
LEGAL DESCRIPTION
Encumbered Property
Covering Land in the State of Colorado, County of Garfield
Described as:
Township 6 South, Range 91 West of the 6th Principal Meridian
Section 12: S1/2SE1/4
Section 13: W1/2E1/2, E1/2SW1/4
Section 15: SW1/4SW1/4
Section 16: SE1/4SE1/4, N1/2SE1/4, NE1/4
Section 21: E1/2NE1/4
Section 22: W1/2, NE1/4
Section 23: NE1/4SE1/4, SE1/4SE1/4, NE1/4NE1/4, S1/2NW1/4,
S1/2SW1/4, NE1/4SW1/4
Section 24: W1/2NE1/4, W1/2
Section 25: W1/2SE1/4, NE1/4SE1/4, SW1/4, E1/2NW1/4, SW1/4NW1/4
Section 26: S1/2 and NE1/4
Section 27: SE1/4, W1/2NE1/4, N1/2SW1/4, E1/2NW1/4 and SW1/4NW1/4
Section 28: S1/2NE1/4 and N1/2SE1/4
Section 34: NW1/4NE1/4
Section.35: N1/2N1/2
Section 36: S1/2NW1/4, N1/2SW1/4, NW1/4NW1/4, SE1/4SW1/4
SW1/4SS1/4, NE1/4NW1/4, NW1/4NE1/4
Township 7 South, Range 91 West of the 6th Principal Meridian
Section 1: SW1/4SE1/4, Lot 2 and Lot 3
Section 12: S1/2NE1/4, NW1/4NE1/4
Township 6 South, Range 91 West of the 6th Principal Meridian
Section 9: SW1/4SE1/4, SW1/4NE1/4, NE1/4SW1/4, E1/2NW1/4
All that part of the Following lands lying South of the County Road
running Westerly down the South side of the Grand (now Colorado).
River and West of the County Road running Southerly up the West
side of Garfield Creek: NW1/4NE1/4 of Section 9; SW1/4SE1/4,
SE1/4SW1/4 or Section 4
Excepting a parcel of land described as follows:
Beginning at a point on the North-South Centerline of said Section 4, said
point being on the Northerly right-of-way line of said Count Roaq,whence
the South Quarter Corner of said Section 4 bears: South 00 29 34 East
990.67 feet;
thence along said road right of way North 76°02'53 West 79.67 feet;
thence 100.26 feet along the arc of a curve to the left, having a radius cf
230.00 feat, the chord of which bears; North 88°32 10 West 99.47 feet;
thence South 78°5832 West 293.50 feet;
thence 140.15 feet along the arc of a curve to the left, having a radius of
i
0
Exhibit A
Page 2 of 3
1,030.00 feet, the chord of which bears: South 75°044011 West 140.04
Feet;
o
thence South 71 1014711 West 396.23 feet;
thence 66.20 feet along the arc of a curve to the left, having a radius of
530.00 feet, the chord of which bears: South 67°36'0511 West 66.16 feet;
thence South 64°01'2311 West 301.54 feet;
thence South 00"3914611 East 62.00 Peet to the Southerly right. cf way line
of' County Road 335•xthe point of beginning;
thence South 00°394611 East 525.00 feet;
thence North 29001 East 415.00 feet;
thence North 70°451 East 870.00 feet;
thence South 49°301 East 395.00 feet;
thence South 11°30' East 1,150.00 feet;
thence North 89°301 East 295.00 feet to the Westerly right of way line of
County Road 312;
thence Northerly along the Westerly right of way line of County Road 312
to Its junction with County Road 335 thence Westerly along'the Southerly
right of way line of County Road 335 to the point of beginning;
County or Garfield, State of Colorado
LOT 9
(sEc. +)
S E 7+ 5 W '/4.
( SEc. 4)
EXCLUDED
j
•• •,••.•,••' blo
Point A• ss& •••
gegtnning' s: •�•�
.,.s. IsL'
4..•030.00
col; S,,
4•14•fy'..7
.w .•
i. M: N 1 •.,, �•u
S +. •
S
•o•u..
04'
•
990
Found in
Place
Scale: One Inch = 300 feet m/I
h
0
EXCLUDED
K '�•- • " cE 385
Exhibit A
Page 3 of 3
The Encumbered Property also includes the following described land
in the State of Colorado, County of Garfield:
Township 6 South, Range 91 West, 6th Principal Meridian
All that part of the NE1/4SE1/4 of Section 22
lying north of the "old road" as shown on
the Map of County Road, recorded at Page 54
of Road Plat Book No. 3 in the records of
the Clerk and Recorder of Garfield County,
Colorado, excepting from said NE1/4SE1/4 a
strip of land 200 feet long and 200 feet wide
as described in Warranty Deed recorded in the
office of the Clerk and Recorder of Garfield
County, Colorado as Document No. 235982 in
Book 379 at Page 96 thereof;
Together with the W1/2SE1/4 of Section 23.
Recorded at. /fL.<. ± o'clock 1/../ M
...
�7,.• ^ / 4'*
Reception .No.... +1.*�. 625 j yG1�V n
THIS DEED, Stade this
between
GEORGE J.
,,ETRE
26th
day of
Sept-mherl9 7S
•
1375
.....Recorder.
of the County of Garfield and State of Colorado,
of the first part, and
GENE R. HILTON
of the
OCT 6 1975
County of and State of Colorado, of the second part:
SS'ITNESSETII, That the said party of the first part, for and in consideration of the sum of
TEN DOLLARS AND OTHER. VALUABLE CONSIDERATION — — 1dCCbt}a4{RiS
to the said part Y of the first part in hand paid by the said part •. of the ao.nnd part, the receipt whereof is
hereby confessed and acknowledged, ha s granted,lit:mahted, sold and conveyed, and by these presents do
grant, bargain, sell, convey and confirm, unto the aaid part y of the second part, lii s
heirs and assigns forever, all the following described lot or parcel of land, situate, lying and heing in the
County of Garfield and State of Colorado, to -wit: . .
Township 6 South, Range 91 West, 6th P.M.
Section 9:, W1/2SE4, SW3/4NE4, NE4SW1/4 and E1/2NW14
Also all that part of the following described lands lying
South of the County Road running Westerly down the South..
.side of the Grand (now Colorado) River and West of the' ..
County Road running southerly up the West side of Garfield .
Creek:
• -
Section 9: NW4NE4
Section 4: SW4SE4, SE1/4SWi4 and Lot 12
Together with any and all water and water rights and ditch
and ditch rights used in connection with said property, in—
cluding, but not limited to, all of first parties' 54% .interest
in and to the fiudson and Sullivan Ditoh and water priority'.
Nos. 43 and 74 adjudicated thereto.
Except one—half (1/2) of all oil, gas and mineral rights which
have heretofore been reserved by the: Federal Land P.ank.'
Wichita, Wichita, Kansas.
Together with all grazing and grazing rights used in rr,nnection
therewith, and particularly B.L.M. permits to graze cattle
for 160 A.U.M.'s.
Tocri IIER with ail and singular the hereditaments and appurtenances thereto belonging, or in anywise
tipper.:air.ing. and the reversion and rere:•aions, remainder and r'r,laindcr', rents, issues and .profits thereof; and alt
the •:anti, rigiit, title, interest. claim and demand svhat.nr•:er of the said part •of the first part, either In law
or r.plity, of, in and to thr• above bargained premises, with the hereditaments and'apportenancea.
'kn. iti'S.' R'snit A\'Ti' DF:nn—rnr Phetecrenhir Record. I
.3c,,%479 PnE414A
'TO HAVE AND TO 110i.O the said premise.: above bargained and described, with the apnurtenances, uhto the
said part y • ofutbe second part, his heirs and assigns forever. And the said party of the first part,
for hirnsel f rftiA, executors, and administrators, do covenant, grant, bargain and agree to and•with
thesaid part y of the second part, hi Sheirs and assigns, that at the time of the ensealing and delivery of
. these presents he i S, well seized of the premises above conveyed,' as of • good, sure, perfect, absolute and
• indefeasible estate of inheritance, in law, in fee simple, and ha S good right, full power and lawful authority to .
'grant, bargain, sell and -convey the Fame in manner and form as aforesaid, and that the same are free and
clear -from all former and other grants, bargains, saliFs, liens, taxes, assessments and encumbrances of whatever
kind or nature soever.,' except 1975 General property taxes, easements and
rights-of-way of a public and private nature of record and prior
• mineral .reservations
and the above bargained premises in the quiet and peaceable possession of the said part y of the second part,
his hairs and assigns against all and every person or -persona lawfully claiming or to claim the whole or any
part thereof, the said part y of the first part shall and will WARRANT AND FOREVER DF.FEND. /. :'''
•, i'" ',
IN WITNESS WITEREOF, the said Party of the first part ha s/,' hereunto set )i s hand .., ,.
and seal the day and year first above written. _
..4/ ...--
, •
Signed, sealed and Delivered In the Presence of • e:.L. .. •[SEAL]
.George J. Petre
[SEAL]
'.'''..
[SEAL]
STATE OF COLORADO,
County of Garfield
The foregoing instrument was acknowledged before me this 26th
19. 75by George J. Petre.
My cornntiss4pft expires
r
'''' ''•
or O-
I hereby certify that this instrument was filed
day of September
',19 . Witness my hand and official seal.
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ENARTECH Inc. Consulting Engineers and Hydrologists
August 6, 1996
Mr. Eric McCafferty
Garfield County Planning Department
109 Eighth Street, Suite 303
Glenwood Springs, CO 81601
RE: The Rapids on the Colorado
Dear Eric:
AAR\
r
AUG 0 b 1996
J
tt. TY
This letter outlines the additional information and analysis that you recommended that the
Applicant provide for the Planning Commission's review of The Rapids on the Colorado
Subdivision. Your previous Staff Report to the Planning Commission concluded with the
following recommendation:
RECOMMENDATION
Based on the above analysis, staff recommends CONTINUANCE of the application to allow
time for the applicant to demonstrate that the seasonal ground water level and other site or
soil characteristics will not be a hinderance to effective use of ISD systems, to provide an
analysis of expected traffic, school and agricultural impacts, monitor the water levels in the
wells intended for use as community water supply, designate easements for the water supply
tank, demonstrate the access to the water tank would be less than 14% grade, designate the
high water mark of the Colorado River and Garfield Creek, receive specific approval of the
fire protection plan from the Burning Mountains Fire Protection District and, if not done so,
demonstrate that no illegal subdivision will occur as a result of approval of this request. If the
Planning Commission feels that these issues have been addressed in an adequate manner, then
staff recommends approval, subject to the following conditions.
These issues are addressed below.
1. Demonstrate that the seasonal ground water level and other site or soil characteristics
will not be a hinderance to effective use of individual sewage disposal system.
Additional soil profile pits have been excavated and soil percolation tests have been
conducted adjacent to the Colorado River to further evaluate soil characteristics and
depth to groundwater. This information will be provided in a separate report.
302 Eighth Street, Suite 325 P.O. Drawer 160 Glenwood Springs. Colorado 81602 (970) 945-2236 Fax (970) 945-2977
Mr. Eric McCafferty
Page - 2
2. Provide an analysis of expected traffic impacts.
Refer to the Traffic Impact Analysis dated 7/30/96.
3. Provide an analysis of school impacts.
A letter was sent to the School District on July 12th to request their comments. I
discussed the proposed development with Leonard Eckhart, the School District
Superintendent, on July 31st. Mr. Eckhart indicated that he would like Garfield
County to require residential developments to dedicate land or cash in lieu of land for
future school sites. Mr. Eckhart did not provide any comments specifically related to
The Rapids subdivision.
4. Provide an analysis of agricultural impacts.
There will be no significant impacts on other agricultural properties because The
Rapids property is isolated by natural, physical barriers; the Colorado River to the
north and west, Garfield Creek to the east, and the high, steep slope across County
Road 335 to the south. In addition, most of the properties in the vicinity of The Rapids
are non-agricultural. Of the 19 adjacent property owners within 200 feet of The Rapids
(listed in Section VIII of the Preliminary Plan submittal), only 2 properties are
primarily agricultural. Most of the adjacent properties are 2-4 acre residential or
commercial parcels.
The only negative potential impact on agricultural properties would be conflicts with
agricultural vehicles on County Road 335. The amount of traffic generated by The
Rapids development is discussed in the Traffic Impact Analysis. Impacts due to stray
dogs from the development is not considered to be a potential problem due to the
physical separation of the development from agricultural properties and due to the strict
dog control requirements in the Protective Covenants.
The primary impact on agricultural properties will be due to the reduction in irrigation
diversions from the Moore Ditch, which has been used historically to irrigate The
Rapids property. The Moore Ditch is a senior irrigation water right on Garfield Creek,
which is an over -appropriated stream. A reduction in diversions from the Moore Ditch
as a result of The Rapids development will make additional water available for other
irrigation ditches that divert from Garfield Creek. Some of this water must be
bypassed to augment water use from the wells, but only the consumptive use portion of
the water must be augmented and only when there is a water right call on the Colorado
Mr. Eric McCafferty
Page - 3
River. The net result is a significant amount of additional water (up to 1.5 cfs)
available for diversion from Garfield Creek during the irrigation season.
5. Monitor water levels in the wells intended for use as community water supply.
The water levels in the two wells were measured again on July 23rd; the change (rise)
in water levels from the dates that the wells were test pumped is summarized below:
Well No. 1 Static Water Level:
Well No. 2 Static Water Level:
15'-8" deep on 4/9/96
9'-10" deep on 7/23/96
16'-9" deep on 4/15/96
9'-7" deep on 7/23/96
6. Designate easements for the water supply tank.
The easement for the water tank will be a 40 -foot radius from the center of the water
storage tank. The easement for the water main will be 20 feet in width. The easement
for the access roadway to the tank will be 30 feet in width.
7. Demonstrate that the access to the water tank would be less than 14% grade.
The access roadway to the tank has been staked out and the approximate grade has been
field surveyed. The grade of this roadway will be less than 14 percent. A detailed
design drawing of the access roadway, including a roadway plan and profile grades,
will be submitted with the Final Plat construction drawings.
8. Designate the high water mark of the Colorado River and Garfield Creek.
The high water mark of the Colorado River and of Garfield Creek are located 30 feet
from the building envelopes on Lots 1-20 as shown on the Preliminary Plan. This is
the purpose of the building envelopes; to prevent construction within a 30 -foot setback
from high water.
9. Receive specific approval of the fire protection plan from the Burning Mountain Fire
Protection District.
The proposed fire protection improvements were conditionally approved by the Fire
Chief in his letter dated July 10, 1996.
Mr. Eric McCafferty
Page - 4
10. Demonstrate that no illegal subdivision will occur as a result of approval of this
(subdivision) request.
The remaining property owned by the Applicant located on the south side of County
Road 335 will be "merged" with the Applicants adjacent 41 -acre property via a Lot
Line Adjustment as discussed in our meeting with the County Attorney.
Please forward this information to the Planning Commission for their consideration during the
August 14th public hearing. If you have any questions or would like additional information,
please let me know.
Sincerely,
ENARTECH, INC.
Peter Belau, P.E.
PB/jlw
cc: Gene Hilton
Scott Balcomb
P423-01 (P423 19B)96
ENARTECH Inc. Consulting Engineers and Hydrologists
August 8, 1996
Mr. Eric McCafferty
Garfield County Planning Department
109 Eighth Street, Suite 303
Glenwood Springs, CO 81601
RE: The Rapids on the Colorado Subdivision
Dear Eric:
Enclosed is an additional report from Hepworth-Pawlak Geotechnical evaluating the feasibility
of the subsoils within The Rapids on the Colorado Subdivision for use in infiltration sewage
disposal systems. This evaluation includes soil profile logs to a depth of 8 feet and soil
percolation tests at an additional 9 locations adjacent to the Colorado River. Groundwater was
not encountered within any of the 9 test pits excavated to a depth of 8 feet. The results of the
soil percolation testing indicate that the site should be suitable for conventional individual
sewage disposal systems and leachfields.
Also enclosed is some information from the U.S. Environmental Protection Agency (EPA)
regarding the treatment and disposal of wastewater by soil absorption, along with the Colorado
Health Department's standard limitations for discharges from a central wastewater treatment
plant into the Colorado River. This information is summarized below for comparison of these
two wastewater treatment alternatives.
WASTEWATER SOIL ABSORPTION CENTRAL WASTEWATER
EFFLUENT SYSTEM (THROUGH TREATMENT PLANT
PARAMETER 5 FEET OF SOIL)* DISCHARGE LIMITATIONS
Biochemical Oxygen Demand <2 mg/1 30 - 45 mg/1
Total Suspended Solids <1 mg/1 75 - 100 mg/1
Fecal Coliform Bacteria 0 6,000 - 12,000 per 100 ml
* From U.S. EPA expected quality of treated water from land treatment processes, based up Slow
Rate Process, which has a loading rate similar to a leachfield.
302 Eighth Street. Suite 325 P.O. Drawer 160 Glenwood Springs, Colorado 81602 (970) 945-2236 Fax (970) 945-2977
Mr. Eric McCafferty
Page - 2
Other advantages of soil absorption systems as compared to central wastewater treatment
systems include the following:
1. Potential for human contact with effluent
2. Odors
3. Airborne contaminants
4. Insects
5. Treatment system upsets
6. System failure modes (If a central wastewater plant fails, untreated sewage is usually
discharged into the river. If a leachfield fails, wastewater must be pumped out of the
septic tank.)
7. Cost of wastewater collection systems
8. Cost of wastewater treatment systems
9. Impacts on adjacent property owners
A potential disadvantage of individual sewage disposal systems is the operation and
maintenance of these systems. Since each system is owned and operated individually, the
owner is responsible for the operation and maintenance of the system. If you abuse your
system, it may fail and you may not be able to use it. An Operation and Management Plan for
individual sewage disposal systems within The Rapids subdivision has been proposed to
address this issue.
The Garfield County Zoning Regulations (Section 5.04.03 of the Supplementary Lot Area
Regulations) requires a minimum lot size of 1 acre for individual sewage disposal systems.
The proposed lots within The Rapids subdivision are 2 acres in size. The lots located adjacent
to the Colorado River (Lots 1-19) include some property within the river. The average '`dry"
area of these lots is 1.31 acres; the minimum "dry" area of any lot is 1.12 acres. The Zoning
Regulations also state the following regarding lot areas:
If, as a result of percolation tests or other evaluations by the environmental
Health Officer, the use of septic tanks or other individual sewage treatment
facilities for uses and at densities as provided under the appropriate Zone
District Regulations would result in a danger to health on the subject or
adjacent lots, the miniinum lot areas may be increased and the number of uses
permitted by right under the appropriate zone district inay be decreased and the
maximum floor area ratio may be reduced by the County Commissioners.
The proposed lot size of 2 acres within The Rapids is a use permitted by right. The results of
the percolation tests and the other evaluations that have been provided clearly indicate that the
use of individual sewage disposal systems would not result in a danger to health. Therefore.
Mr. Eric McCafferty
Page - 3
their is no basis for the County Commissioners to change the lot areas permitted by right
within The Rapids subdivision.
Please forward this information to the Planning Commission and to the Board of County
Commissioners for their consideration.
Sincerely,
ENARTECH, INC.
Peter Belau, P.E.
PB/jlw
Enclosure
cc: Gene Hilton
Scott Balcomb
P423-01 (P423 20B)96
HepworthFawlak Geotech TEL:303-945-8454 Aug 08 96 14:28 No.003 P.02
HlpWORTH-PAWI,A1< GEOTECHNICAL, 1NC.
August 8, 1996
Gene R. Hilton
P. O. Box 1274
Littleton, Colorado 80160
5020 Raid 154
Glenwood Springs, CO 81601
Fax 970 945.8454
Phone 970 945-7988
Job No. 195 217
Subject: Supplemental Percolation Testing, 70 Acres Parcel, West of Apple Tree
Park, County Road 335, Garfield County, Colorado.
Dear Mr. Hilton:
As requested, we conducted additional percolation testing at the subject site to evaluate
the feasibility of infiltration septic disposal systems. The additional test areas were
coordinated with Peter Belau, of Enartech, Inc. We previously conducted percolation
on the property and presented the results in a report dated May 12, 1995.
Nine percolation test holes and profile pits were excavated on the subject site at the
locations shown on Figure 1. The subsoils encountered in the profile pits varied across
the site and are shown graphically on Figure 1 Results of a gradation test performed
on a sample of the sand are presented on Fig. 4.
Seven of the percolation tests were performed in the fine sand, silt and clay soils and
two of the tests were conducted in sand and gravel soils. The percolation tests were
performed in hand dug holes within backhoe pits. The holes were soaked on July 31,
1996 and the tests performed on August 1, 1996.
If you have any questions or if we can he of further assistance, please let us know.
Sincerely,
HEPWORTH-PAWLAK GEOTECHNICAL, INC.
9k,w1
Steven L. Pawlak, P.E.
SLP/kw
attachments
cc: Enartech, Inc. - Peter Belau
HepworthPawlak Geotech TEL:303-945-8454 Aug 08 96
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Note: Explanation of symbols is presented on Fig. 3.
195 217
HEPWORTH - PAWLAK
GEOTECHNICAL, INC.
LOGS OF EXPLORATORY PITS
Fig. 2
HepworthFawlak Geotech TEL:303-945-8454 Aug 08 96 14:30 No.003 P.05
LEGEND:
—7
TOPSOIL; sandy silt, organic, dark brown.
SILT AND CLAY ( ML - CL ); sandy, moist, brown, low plasticity.
CLAY ( CL ); sandy, moist, brown, medium plasticity.
SAND ( SM ): silty, moist, brown.
SAND AND GRAVEL ( SM - GM ); silty, rounded rock, brown.
SAND, GRAVEL AND COBBLES ( GM - GP ); slightly silty to clean. small boulders, rounded rock, moist. brown.
Disturbed bulk sample.
NOTES:
1. Exploratory pits were excavated on July 31,1996 with a trackhoe.
2. Locations of exploratory pits were measured approximately by taping from features shown on
the site plan provided.
3. Elevations of exploratory pits were not measured and logs of exploratory pits are drawn to depth.
4. The exploratory pit locations and elevations should be considered accurate only to the degree
implied by the method used.
5. The lines between materials shown on the exploratory pit logs represent the approximate
boundaries between material types and transitions may be gradual.
6. No free water was encountered in the pits at the time of excavating.
Fluctuations in water level may occur with time.
7. Laboratory Testing Results:
+4 = Percent retained on No. 4 sieve.
-200 = Percent passing No. 200 sieve.
195 217 .
HEPWORTH - PAWLAK
GEOTECHNICAL. INC.
LEGEND and NOTES
Fig. 3
111
HepworthPawlak Geotech TEL:303-945-8454
Aug 08 96 14:30 No.003 P.06
W DROMEIERMALMO
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7HR
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DIAMETER OP PARTICLES IN MIWMETERS
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GAMEY1( coleus
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GRAVEL 0 %
LIQUID uMIT
SAMPLE OF: Silty Sand
SAND 68 %
SILT AND CLAY 32 94
PLASTICITY INDDC
FROM: Pit 8 at 1 Foot thru 2 Feet
195 217
HEPWORTH .- PAWLAK
GEOTECHNICAL, INC.
GRADATION TEST RESULTS
Fig. 4
HepworthPawlak Geotech TEL:303-945-8454 Rug 08 96 14:31 No.003 P.07
HEPWORTH-PAWLAK GEOTECHNICAL, INC.
TABLE I
PERCOLATION TEST RESULTS
JOB NO. 195 217
Page 1 of 2
HOLE
NO.
HOLE
DEPTH
(INCHES)
LENGTH
OF
INTERVAL
(MIN)
WATER
DEPTH AT
START OF
INTERVAL
(INCHES)
WATER
DEPTH AT
END OF
INTERVAL
(INCHES)
DROP IN
WATER
LEVEL
(INCHES)
AVERAGE
PERCOLATION
RATE
(MIN./INCH)
SOIL TYPE
P-7
28
16
refill
refill
11 3/4
7 1/2
4 1/4
Silty Sand
7 1/2
4 1/2
3
7
9
61/2
21/2
6 1/2
4
2 1/2
91/2
7
2
P-8
25
15
refit!
9 1/2
6 1/2
3
9
Silty Sand
6 1/2
4 1/4
2 1/4
10
8
2
8
6
2
6
41/2
1 1/2
P-9
17
16
refill
refill
refill
9 1/2
4 1/2
5
6
Sandy Gravel
10
8
4
6
3 1/2
2 1/2
7
4 1/2
2 1/2
8 1/2
6 1/4
2 1/4
P-10
32 1/2
15
refill
refill
refill
10 1/4
4
6 1/4
6
Sand and
Gravel
10 1/2
5 3/4
4 3/4
101/2
71/2
3
71/2
41/2
3
9 1/2
7 1/2
2
P-11
25 1/2
15
refill
8 1/4
7
1 1/4
18
Silty Sand
7
6
1
6
6 1/4
3/4
81/4
7 1/4
1
7 1/4
6 3/4
1/2
6 3/4
5 3/4
1
P-12
{
25 1/2
16
refill
8
7
1
36
Silty Sand
7
6 1/2
1/2
8 1/2
6
112
6
5 1/2
1/2
7 3/4
7 112
1/4•
7112
7
1/2
HepworthPawlak Geotech TEL:303-945-8454 Aug 08 96 14:31 No..003 P.08
HEPWORTH-PAWLAK GEOTECHNICAL, INC.
TABLE I
PERCOLATION TEST RESULTS
JOB NO. 195 217
Paae 2 of 2
HOLE
NO.
HOLE
DEPTH
(INCHES)
LENGTH
OF
INTERVAL
(MIN)
WATER
DEPTH AT
START OF
INTERVAL
(INCHES)
WATER
DEPTH AT
END OF
INTERVAL
(INCHES)
DROP IN
WATER
LEVEL
(INCHES)
AVERAGE
PERCOLATION
RATE
(MIN./INCH)
SOIL TYPE
P-13
26 1/2
15
refill
refill
refill
7 1/2
5 1/2
2
15
Silty Sand
7314
»-
6314
2
71/2
61/4
1114
614
5
11/4
71/2
61/2
1
61/2
61/2
1
P-14
34
16
11
9
2
24
Silty Sand
9
8
1
8
7
1
7
61X
3/4
614
634
1/2
P-15
33
30
81/2
8
1/2
60
Sandy Clay
8
7 1/2
1/2
7 1/2
7
1/2
Note: Percolatin holes were dug and soaked on July 31, 1996 and percolation tests were
conducted on August 1, 1996.
THIS PAGE APPLIES TO AERATED LAGOON FACILITIES ONLY
B. TERMS AND CONDITIONS
6. Effluent Limitations
b. AERA I'ED LAGOON FACILITIES ONLY
The following effluent limitations will apply to aerated lagoon treatment facilities only if so identified in
the certification on page one of this permit.
In accordance with the Water Quality Control Commission Regulations for Effluent Limitations, Section
10.1.3, and State Discharge Permit System Regulations, Section 6.9.2, the permitted discharge shall not
contain effluent parameter concentrations which exceed the following limitations.
Effluent Parameter Discharge Limitations
Maximum Concentrations
30-Dav Avg. 7-Dav Avg. Daily Max.
Flow, MGD * a/ N/A Report el
5 -day Biochemical Oxygen Demand 45 b/ N/A
(BOD5), mg/I ** 30 a/ 110 b/ N/A
ded Solids (TSS), mg/1 75 a/
Total Suspended
Fecal Coliform Bacteria, Number/100 ml 6,000 c1 12,000 c! N/A
0.5 d/
N/A
Total Residual Chlorine, mg/I N/A N/A (6.0-9.0) d/
pH, su (minimum -maximum) N/A
Oil and Grease, mg/I (no visible sheen) N/A N/A 10 d/
The 30 -day average effluent limitation for flow is identified in the certification and is fully enforceable under this
permit.
Limitations for 5 -day Carbonaceous Oxygen Demand (CBOD5) of 25mg/1 (30 -day average) and 40 mg/1 (maximum 7 -
day average) may be substituted for the limits for BOD5 as identified in the certification.
Percentage Removal Requirements (BOD5 Limitation)
In addition to the concentration limitations for BOD5 indicated above, unless this provision has been specifically
waived in the certification, the arithmetic mean of the BOD5, or CBOD5 if identified in the certification,
concentrations for effluent samples collected during the calendar month shall demonstrate a minimum of
eighty-five percent (85 %) removal of BODS, or CBOD5, as measured by dividing the respective difference
between the mean influent and effluent concentrations for the calendar month by the respective mean influent
concentration for the calendar month, and multiplying the quotient by 100.
**
United States
Environmental Protection
Agency
Office of Water Program
Operations
Washington DC 20460
Office of Research and Development
Municipal Environmental
Research Laboratory
Cincinnati OH 45268
Technology Transfer
&PA. Design Manual
Onsite Wastewater
Treatment and
Disposal Systems
determined largely by the physical properties of the soil. Descriptions
of some of the more important physical properties appear in Appendix A.
The soil is capable of treating organic materials, inorganic substances,
and pathogens in wastewater by acting as a filter, exchanger, adsorber,
and a surface on which many chemical and biochemical processes may
occur. The combination of these processes acting on the wastewater as
it passes through the soil produces a water of acceptable quality for
discharge into the groundwater under the proper conditions.
Physical entrapment of particulate matter in the wastewater may be
responsible for much of the treatment provided by soil. This process
performs best when the soil is unsaturated. If saturated soil condi-
tions prevail, the wastewater flows through the larger pores and re-
ceives minimal treatment. However, if the soil is kept unsaturated by
restricting the wastewater flow into the soil, filtration is enhanced
because the wastewater is forced to flow through the smaller pores of
the soil.
Because most soil particles and organic matter are negatively charged,
they attract and hold positively charged wastewater components and repel
those of like charge. The total charge on the surfaces of the soil sys-
tem is called the cation exchange capacity, and is a good measure of the
soil's ability to retain wastewater components. The charged sites in
the soil are able to sorb bacteria, viruses, ammonium, nitrogen, and
phosphorus, the principal wastewater constituents of concern. The
retention of bacteria and viruses allows time for their die -off or
destruction by other processes, such as predation by other soil micro-
organisms (1)(2). Ammonium ions can be adsorbed onto clay particles.
Where anaerobic conditions prevail, the ammonium ions may be retained on
the particles. If oxygen is present, bacteria can quickly nitrify the
ammonium to nitrate which is soluble and is easily leached to the
groundwater. Phosphorus, on the other hand, is quickly chemisorbed onto
mineral surfaces of the soil, and as the concentration of phosphorus
increases with time, precipitates may form with the iron, aluminum, or
calcium naturally present in most soils. Therefore, the movement of
phosphorus through most soils is very slow (1)(2).
Numerous studies have shown that 2 ft to 4 ft (0.6 to 1.2 m) of
unsaturated soil is sufficient to remove bacteria and viruses to
acceptable levels and nearly all phosphorus (1)(2). The needed depth is
determined by the permeability of the soil. Soils with rapid
permeabilities may require greater unsaturated depths below the
infiltrative surface than soils with slow permeabilitiers.
14
United States
Environmental Protection
Agency
Technology Transfer
►EPA. Process
D esgnM
Marival
Land treatment
of -
Munki peal; Wastewater
TABLE 1-3
EXPECTED QUALITY OF TREATED WATER
FROM LAND TREATMENT PROCESSESa
mg/L Unless Otherwise Noted
Constituent
Slow rateb Rapid infiltrations Overland flowd
Upper Upper Upper
Average range Average range Average range
HOD
<2 <5 5 <10 10 <15
Suspended solids <1
<5 2 <5 10 <20
Ammonia nitrogen as N <0.5 <2 0.5 <2 <4 <8
Total nitrogen as N 3e <se 10 <20 5f <10f
Total phosphorus as P <0.1 <0.3 1 <5 4 <6
Fecal coliforms, No./100 mL 0
<10 10 <200 200 <2,000
a. Quality expected with loading rates at the mid to low end of the range
shown in Table 1-1.
b. Percolation of primary or secondary effluent through 1.5 m (5 ft) of
unsaturated soil.
c. Percolation of primary or secondary effluent through 4.5 m (15 ft) of
unsaturated soil; phosphorus and fecal coliform removals increase with
distance (see Tables 5-3 and 5-6).
d. Treating comminuted, screened wastewater using a slope length of 30-36 m
(100-120 ft).
e. Concentration depends on loading rate and crop.
f. Higher values expected when operating through a moderately cold winter or when
using secondary effluent at high rates.
1.4 Slow Rate Process
Slow rate land treatment is the application of wastewater to
a vegetated land surface with the applied wastewater being
treated as it flows through the plant -soil matrix. A
portion of the flow percolates to the ground water and some
is used by the vegetation. Offsite surface runoff of the
applied water is generally avoided in design. Schematic
views of the typical hydraulic pathways for SR treatment are
shown in Figure 1-1(a)(b)(c). Surface application tech-
niques include ridge -and -furrow and border strip flooding.
Application by sprinklers can be from fixed risers or from
moving systems, such as center pivots.
1.4.1 Process Objectives
Slow rate processes can be operated to achieve a number of
objectives including:
1. Treatment of applied wastewater
2. Economic return from use of water and nutrients to
produce marketable crops (irrigation)
1-4
CHAPTER 4
SLOW RATE PROCESS DESIGN
4.1 Introduction
The key elements in the design of slow rate (SR) systems are
indicated in Figure 4-1. Important features are: (1) the
iterative nature of the procedure, and (2) the input
information that must be obtained for detailed design.
Determining the design hydraulic loading rate is the most
important step in process design because this parameter is
used to determine the land area required for the SR
system. The design hydraulic loading rate is controlled by
either soil permeability or nitrogen limits for typical
municipal wastewater. Crop selection is usually the first
design step because preapplication treatment, hydraulic and
nitrogen loading rates, and storage depend to some extent on
the crop. Preapplication treatment selection usually
precedes determination of hydraulic loading rate'because it
can affect the wastewater nitrogen concentration and,
therefore, the nitrogen loading.
4.2 Process Performance
The mechanisms responsible for treatment and removal of
wastewater constituents such as BOD, suspended solids (SS),
nitrogen, phosphorus, trace elements, microorganisms, and
trace organics are discussed briefly. Levels of removal
achieved at various SR sites are included to show how
removals are affected by loading rates, crop, and soil
characteristics. Chapter 9 contains discussion on the
health and environmental effects of these constituents.
4.2.1 BOD and Suspended Solids Removal
BOD and SS are removed by filtration and bacterial action as
the applied wastewater percolates through the soil. BOD and
SS are normally reduced to concentrations of less than 2
mg/L and less than 1 mg/L, respectively, following 1.5 m
(5 ft) of percolation. Typical loading rates of BOD and SS
for municipal wastewater SR systems, regardless of the
degree of preapplication treatment, are far below the
loading rates at which performance is affected (see
Section 2.2.1.1). Thus, loading rates for BOD and SS are
normally not a concern in the design of SR systems.
Removals of BOD achieved at five selected sites are
presented in Table 4-1.
TABLE 4-5
SUGGESTED MAXIMUM APPLICATIONS OF
TRACE ELEMENTS TO SOILS WITHOUT
FURTHER INVESTIGATIONa
Element
Mass application Typical
to soil, kg/ha concentration, mg/Lb
Aluminum 4,570 10
Arsenic 92 0.2
Berylium 92 0.2
Boron 680 1.4c
Cadmium 9 0.02
Chromium 92 0.2
Cobalt 46 0.1
Copper 184 0.4
Fluoride 920 1.8
Iron 4,570 10
Lead 4,570 10
Lithium -- 2.5d
Manganese 184 0.4
Molybdenum 9 0.02
Nickel 184 0.4
Selenium 18 0.04
Zinc 1,840 4
a. Values were based on the tolerances of
sensitive crops, mostly fruits and vegetables,
grown on soils with low capacities for
retaining elements in unavailable forms
(15, 16].
b. Based on reaching maximum mass application in
20 years at an annual application rate of
2.4 m/yr (8 ft/yr).
c. Boron exhibits toxicity to sensitive plants at
values of 0.75 to 1.0 mg/L.
d. Lithium toxicity limit is suggested at 2.5 mg/L
concentration for all crops, except citrus which
uses a 0.075 mg/L limit. Soil retention is
extremely limited.
As noted in Table 1-3, fecal coliforms are normally absent
after wastewater percolates through 1.5 m (5 ft) of soil.
Coliform removals at several operating SR systems are shown
in Table 4-6. Coliform removal in the soil profile is
approximately the same when primary or secondary
preapplication treatment is provided [4]. Virus removals
are not as well documented. State agencies may require
secondary treatment if edible crops are grown or if public
contact is unlimited. Microorganism removal is not a
limiting factor in the SR design procedure.
ENARTECH Inc.
September 13, 1996
Mr. Dwain Watson
Colorado Department of Health
Water Quality Control Division
222 South 6th Street, Room 232
Grand Junction, CO 81501-2407
'7 ,^t`
ConsultingEngineers and Hydrologists 4 ,"-'`.
9w ,��,....
��t•,, SEP 1 6 1996
GAilrian COUNTY
.fa
RE: The Rapids on The Colorado Subdivision
Garfield County
Dear Mr. Watson:
Enclosed is a copy of your previous memo to the Garfield County Planning Department
regarding wastewater treatment for The Rapids on The Colorado Subdivision located in
Garfield County. Your memo raised a number of questions that I will address in this letter.
Regarding the construction of individual sewage disposal systems on Lots 1 - 19 (adjacent to
the Colorado River), please find enclosed a report by Hepworth-Pawlak Geotechnical. with
soil profile logs to a depth of 8 feet and soil percolation tests at 9 locations adjacent to the
Colorado River. Groundwater was not encountered within any of the 9 test pits excavated to a
depth of 8 feet. The results of the soil percolation testing indicate that the site should be
suitable for conventional leachfields. There are no unstable river banks on the property: the
slope of the river bank is gradual.
Regarding the required setbacks to water courses for individual sewage disposal systems
(ISDS) on Lots 1 - 19 (and on Lot 20), we have agreed with Garfield County to provide ISDS
"building envelopes" on the Final Plat for Lots 1 - 20. These ISDS "building envelopes" will
set tackat least feet the Colorado River and from Garfield Creek. ,A s cu know.
be tack 1,..aJL 150 from the
the required setback distance is 50 feet, so we intend to significantly exceed the standard
requirements in this regard.
Regarding the construction of ISDS in the flood fringe of the 100 -year floodplain. we have
agreed with Garfield County to remove all of the proposed development out of the floodplain.
including the construction of buildings and ISD systems. This will be accomplished by
locating the building envelopes outside of the floodplain and/or by filling in portions of the
flood fringe area to an elevation at least 1 foot above the 100 -year flood elevation to
effectively remove these areas from the floodplain.
302 Eighth Street. Suite 325 P.O. Drawer 160 Glenwood Springs. Colorado 81602 (970) 945-2236 Fax (970) 945-2977
Mr. Dwain Watson
Page - 2
Regarding the lot sizes on Lots 1 - 19, The Garfield County Zoning Regulations require a
minimum lot size of 1 acre for ISDS when water supply is from a central system. Lots 1 - 19
have a minimum lot area of 2 acres including property within the river, an average of 1.41
acres excluding the river property, and minimum lot area of .1.12 acres excluding the river
property. All of these lots are of sufficient size for the installation of individual sewage
disposal systems.
Regarding the utilization of the existing wastewater treatment facility serving the Apple Tree
Mobile Home Park, we did contact the owner of this facility to discuss the possibility of
obtaining wastewater treatment service for The Rapids development. Please find enclosed a
copy of their (n_Pgative) response
The Rapids on The Colorado Subdivision recently obtained approval for the Garfield County
Planning Commission. One of the conditions of approval was that "the Colorado Department
of Public Health and Environment shall provide a favorable response to this subdivision's
proposed method of waste water treatment, prior to final approval by the Board of County
Commissioners". The project is scheduled for a public hearing before the Board of County
Commissioners on October 7th. Please provide your response to Garfield County prior to
October 7th for this meeting.
Sincerely,
ENARTECH, INC.
Peter Belau, P.E.
PB/jlw
Enclosure
cc:
Eric McCafferty
Gene Hilton
Scott Balcomb
P423-01 (P423 02C)96
reuworthFauJiak i;eote:
1
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u 0
J
1 TEL :303-.+45- 4454
Hug 08 9b
to
a
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:4:29 No.003 P.03
COUNTY ROAD 335
xc
44
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The Rapids
Lots 1 - 19 acheive their acreage by extending lot lines out into
the middle of the Colorado River. This practice raises several
questions: With required setbacks to water courses, unstable river
banks, potential high groundwater in alluvial material, and
construction of ISDS in the flood fringe or 100 year flood plain; can
all of these issues be resolved in the limited lot sizes left?
There is an established wastewater treatment facility serving Apple
Tree MHP (Talbot Enterprises) immediately adjacent to this proposal.
Has the applicant made any attempt at utilizing the existing
infrastructure?
Thank -you for allowing us to comment. If you have any questions please
do not hesitate to call me at 248-7150.
Sincerely,
Dwain Watson
Water Quality Control Division
Colorado Department of Public Health and Environment
Talbott Ent. Inc. TEL:303-984-2138
Talbott
July 8, 1996
Mr. Peter Belau
ENARTECH Inc.
302 Eighth Street, Suite 325
Glenwood Springs, CO 81602
Jul 08,96 18:06 No.004 P.02
RE: Sewer and Water For the Rapids on The Colorado Subdivision
Dear Mr. Belau,
Talbott Enterprises, Inc. is a privately owned corporation whose
policy is to process waste water from and provide domestic water to
only its wholly owned business operation. This policy has been
established to ensure our ability to fulfill our obligations to our
tenants and the state, to protect our business and its future
operations, and to minimize unnecessary liability. Additionally,
providing services to your development would require substantial
upgrades to the waste water treatment plant and the water
treatment and storage facility. As such, Talbott Enterprises, Inc. is
not interested in supplying these amenities to The Rapids on The
Colorado Subdivision.
Sincerely,
Russell Talbott, P.E., V.P.
Talbott Enterprises, Inc.
APPLE TREE MOBILE HOME PARK
5178 COUNTY ROAD 335 • NEW CASTLE, COLORADO 81647 • 303-984-2943
HerworthPawla�. Geotech TEL:303-945-8454 huu 08 96 14:28 No.003 P.02
HEPWORTH-PANLAK GI:CITECHNICAI., INC. 5020 Road 154
Glenwood Springe, Co 81601
August 8, 1996
Gene R. Hilton
P. O. Box 1274
Littleton, Colorado 80160
fax 970 945-8454
Phone 970 945-7988
Job No. 195 217
Subject: Supplemental Percolation Testing, 70 Acres Parcel, West of Apple Tree
Park, County Road 335, Garfield County, Colorado.
Dear Mr. Hilton:
As requested, we conducted additional percolation testing at the subject site to evaluate
the feasibility of infiltration septic disposal systems. Tlie additional test areas were
coordinated with Peter Belau, of Enartech, inc. We previously conducted percolation
on the property and presented the results in a report dated May 12, 1995.
Nine percolation test holes and profile pits were excavated on the subject site at the
locations shown on Figure 1. The subsoils encountered in the profile pits varied across
the site and are shown graphically on Figure 2. Results of a gradation test performed
on a sample of the sand are presented on Fig. 4.
Seven of the percolation tests were performed in the fine sand, silt and clay soils and
two of the tests were conducted in sand and gravel soils. The percolation tests were
performed in hand dug holes within backhoe pits. The holes were soaked on July 31,
1996 and the tests performed on August 1, 1996.
If you have any questions or if we can be of further assistance, please let us know.
Sincerely,
HEPWORTH-PAWLAK GEOTECHNICAL, INC.
Steven L. Pawlak, P.E.
SLP/kw
attachments
cc: Enartech, Inc. - Peter 13elau
Hepwortriawlak Geoteor TEL:303-945-8454 Iliug 08 90 14:29 No.003 P.04
1cL—
0
1—
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1—
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195 217
DEPTH - FEET DEPTH - FEET
1 1 1 11[ 1 111
p.
• :
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• ; '6%*+,
N,P7M.
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.,.. • ...., • ...., aik 6.,d,.... 06,41
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1 1 1 1 1 1 1 1 1 1 1
DEPTH - FEET
HEPWORTH - PAWLAK
GEOTECHNICAL, INC.
1 1 1 11111111
0
0 LflIm•
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O.
1—
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NWN7S47.1.:
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DEPTH-FEET
LOGS OF EXPLORATORY PITS
Note: Explanation of symbols is presented on Fig. 3.
Fig. 2
HepwortnPawlak Geotecn TEL:303-945-8454 Aug 08 96 14:30 No.003 P.05
LEGEND:
—7
/
TOPSOIL; sandy silt, organic, dark brown.
SILT AND CLAY ( ML - CL ); sandy, moist, brown, low plasticity,
CLAY ( CL ); sandy, moist, brown, medium plasticity.
SAND ( SM ); silty, moist, brown.
SAND AND GRAVEL ( SM - GM ); silty, rounded rock, brown.
SAND, GRAVEL AND COBBLES ( GM - GP ); slightly silty to clean, small boulders, rounded rock. moist, brown.
Disturbed bulk sample.
NOTES:
1. Exploratory pits were excavated on July 31.1996 with a trackhoe.
2. Locations of exploratory pits were measured approximately by taping from features shown on
the site plan provided.
3. Elevations of exploratory pits were not measured and logs of exploratory pits are drawn to depth.
4. The exploratory pit locations and elevations should be considered accurate only to the degree
implied by the method used.
5. The fines between materials shown on the exploratory pit logs represent the approximate
boundaries between material types and transitions may be gradual.
6. No free water was encountered in the pits at the time of excavating.
Fluctuations in water level may occur with time.
7. Laboratory Testing Results:
+4 = Percent retained on No. 4 sieve.
-200 = Percent passing No. 200 sieve.
195 217
HEPWORTH - PAWLAK
GEOTECHNICAL, INC.
LEGEND and NOTES
Fig. 3
HepworthFaLlak Geotecn TEL:303-945-8454
;ug 08 96 14:30 No.003 F.06
24N -
RR Pat
100
MYDROM€TER WORM
TIME MAWv"
7 MIL
SEA AAIALYBOR
U.t, RAAMRD KRB
16 let so IAN Ie wit ♦AML 1Ae71. , stm rco *xi C1►
(ILA tOLARi Ma=
W 1? 2W 11? 7 PP
cos
.ora ow au .m. ma .100 roe I.11 Lai 471
C4AMETER OP PARTICLES IN MILLIMETERS
CLAY TO RV
Iu
SAW cosecs
MENU 1 ffiA�E , E 1 DD,RtE -
GRAVEL 0 % SAND 68 % SILT AND CLAY 32 %
LIQUID UMIT % PLASTICITY INDIX %
SAMPLE oF: Siity Sand FROM: Pit 8 at 1 Foot thru 2 Feet
195 217
HEPWORTH . PAWLAK
GEOTECHNICAL, INC.
GRADATION TEST RESULTS
Fig. 4
HepwortrPawlak Geotecn TEL:303-945-8454 Aug 08 96 14:31 No.003 P.07
HEPWORTH-PAWLAK GEOTECHNICAL, INC.
TABLE I
PERCOLATION TEST RESULTS
JOB NO. 195 217
Page 1 of 2
HOLE
NO.
HOLE
DEPTH
(INCHES)
LENGTH
OF
INTERVAL
(MIN)
WATER
DEPTH AT
START OF
INTERVAL
(INCHES)
WATER
DEPTH AT
END OF
INTERVAL
(INCHES)
DROP IN
WATER
LEVEL
(INCHES)
AVERAGE
PERCOLATION
RATE
(MIN./INCH)
SOIL TYPE
P-7
28
16
refill
refill
11 3/4 _
7 1/2
4 1/4
Silty Sand
7 1/2
4 1/2
3
9
61/2
21/2
6 1/2
4
2 1/2
9 1/2
7
2
7
P-8
25
15
refill
9 1/2
6 1/2
3
Silty Sand
01/.r
4 1rti
1 114
10
8
2
8
6
2
6
4 1/2
1 1/2
9
P-9
17
15
refill
refill
refill
9 1/2
4 1/2
5
6
Sandy Gravel
10
8
4
6
3 1/2
2 1/2
7
41/2
21/2
81/2
61/4
21/4
P-10
32 1/2
15
refill
refill
refill
10 1/4
4
6 1/4
6
Sand and
Gravel
10 1/2
5 3/4
4 3/4
10 1/2
7 1/2
3
7 1/2
4 1/2
3
9 1/2
7 1/2
2
P-11
26 1/2
16
111/4
7
1 1/4
18
Silty Sand
I
7
6
1
6
5 1/4
3/4
refill
.
81/4
71/4
1
7 1/4
6 3/4
�
1/2
6 3/4
5 3/4
1
P-12
25 1/2
15
8
7
1
36
Silty Sand
7
6 1/2
1/2
6 1/2
6
1/2
6
5 1/2
1/2
refill
7 3/4
7 112
1/4
7 1/2
7
1/2
HepwortnPawiak Geotecr TEL:303-945-8454
Rug 08 96 14:31 No.003 P.08
HEPWORTH-PAWLAK GEOTECHNICAL, INC.
TABLE I
PERCOLATION TEST RESULTS
JOB NO. 195 217
HOLE
NO.
HOLE
DEPTH
(INCHES)
LENGTH
OF
INTERVAL
(MIN)
WATER
DEPTH AT
START OF
INTERVAL
(INCHES)
WATER
DEPTH AT
END OF
INTERVAL
(INCHES)
DROP IN
WATER
LEVEL
(INCHES)
AVERAGE
PERCOLATION
RATE
(MIN./INCH)
SOIL TYPE
P-13
26 1/2
15
refill
refill
refill
7 1/2
6 1/2
2
Silty Sand
7 3/4
II
15
7 1/2
6 1/4
1 1/4
6 1/4
5
1 1/4
71/2
61/2
1
6112
51/2
1
P-14
34
15
11
9
2
24
Silty Sand
9
8
1
S
7
1
7
6 1/4
3/4
6 1/4
5 3/4
1/2
P•15
33
30
8 1/2
$
1/2
60
Sandy Clay
8
7 1/2
1/2
71/2
7
1/2
Note: Percolatin holes were dug and soaked on July 31, 1996 and percolation tests were
conducted on August 1, 1996.
THE RAPIDS ON THE COLORADO
TRAFFIC IMPACT ANALYSIS
Prepared By:
Enartech, Inc.
302 8th Street, Suite 325
Glenwood Springs, CO 81601
(970) 945-2236
Peter Belau, P.E.
7/30/96
INTRODUCTION
The purpose of this report is to evaluate traffic impacts on Garfield County Road 335 (Colorado River
Road) associated with The Rapids on the Colorado Subdivision. Access to The Rapids Subdivision is via
County Road 335; two access roads from the County Road into the Subdivision are proposed. These
access roads are located on County Road 335 approximately 1.5 miles west of Apple Tree Mobile Home
Park (see Vicinity Map). Traffic impacts on County Road 335 were analyzed west of The Rapids
Subdivision, east of The Rapids Subdivision near Garfield Creek, and east of Apple Tree Park. Traffic
analysis included the following:
• An analysis of existing peak hour traffic
• Calculation of peak hour traffic to be generated by The Rapids Subdivision
• Determination of traffic capacity for County Road 335
• Analysis of sight distance at proposed roadway intersections for The Rapids Subdivision.
Peak Hour Traffic calculations and Sight Distance calculations are summarized in Attachment A.
EXISTING TRAFFIC
Traffic count data for County Road 335 obtained from the Garfield County Road and Bridge Department is
summarized in Attachment B. Hourly traffic counts were taken on County Road 335 east of Apple Tree
Park on November 28 and December 12, 1990. The maximum hourly traffic counted was 175 vehicles
per hour (VPH). The total daily traffic counted in November of 1990 was 1,500 vehicles per day (VPD).
The maximum daily traffic counted was 2,701 vehicles in October of 1994 (during hunting season). For
purposes of this analysis, the design Peak Hour Traffic was calculated based upon the maximum hourly
traffic count from 1990 (175 VPH) adjusted to the maximum daily traffic count from 1994 (2,701 VPD).
The results of this analysis indicate a Peak Hour Traffic Count of 315 VPH (175 x 2701/1500) for existing
traffic on County Road 335 east of Apple Tree Park. Similar calculations indicate a Peak Hour Traffic
Count of 96 VPH on County Road 335 at Garfield Creek Road and 55 VPH on County Road 335 at East
Divide Creek Road (west of The Rapids). Calculations for existing Peak Hour Traffic are summarized in
Attachment A.
GENERATED TRAFFIC
Peak hour traffic generated by The Rapids Subdivision was calculated based upon the Institute of
Transportation Engineers Trip Generation Manual (Attachment C). Calculations indicate a peak hour
traffic count of 40 vehicles per hour (VPH) generated by the 40 -lot subdivision. It was assumed that 70
percent of the traffic would travel east on County Road 335 and that 30 percent of the traffic would travel
west on County Road 335.
1
N NM r— I M N M I I— N M I= I r M M
VICINITY MAP
THE RAT I 5 On 27c Colorado
ROADWAY CAPACITY
The traffic capacity of County Road 335 was determined using the methodology outlined in the Highway
Capacity Manual for rural. two-lane highways (Attachment D). Capacity analysis worksheets for County
Road 335 east of Apple Tree Park, for County Road 335 near Garfield Creek Road and for County Road
335 west of The Rapids Subdivision are in Attachment E. The method for calculating roadway capacity
includes the following parameters:
• Width of Roadway
• Effects of Narrow Lanes
• Effects of Restricted Shoulder Width
• Type of Terrain
• Directional Distribution of Traffic
• Roadway Grade
• Roadway Curves (no passing zones)
• Roadway Intersections (no passing zones)
• Truck, Bus and RV Traffic
A field investigation of County Road 335 from the New Castle Bridge to the Silt Bridge was conducted to
determine the roadway capacity parameters for each of the three analyzed roadway segments. The
"worst-case" conditions for each roadway segment were used in the analysis as outlined below:
• The narrowest section of roadway, including the paved lanes and unpaved shoulders, was
used in the analysis.
• "Mountainous Terrain" was assumed.
• The maximum amount of "curviness" for the roadway was assumed for the analysis.
The results of the County Road 335 capacity analysis indicate roadway capacities of 1,300 VPH east of
Apple Tree Park, 1,000 VPH near Garfield Creek, and 1,000 VPH west of The Rapids Subdivision.
INTERSECTION SIGHT DISTANCE
Sight distances along County Road 335 were analyzed at the two proposed intersections of Whitewater
Drive and Sunset Drive with County Road 335. Sight distances were analyzed from a vehicle leaving the
Subdivision onto County Road 335, and from a vehicle on County Road 335 toward a vehicle leaving the
subdivision.
Sight distance calculations were based upon the Colorado Department of Transportation Highway Access
Code Design Standards (Attachment F). The results of the calculations are summarized in Attachment F.
There is sufficient sight distance available to and from County Road 335 at both of the proposed
intersections. However, at the Whitewater Drive (East) access, sight distance is limited to 350 feet west of
this intersection. This is sufficient for traffic speeds of 35 mph on County Road 335. While the posted
2
speed limit is 25 mph, it is recommended that the existing slope on the south side of County Road 335 be
laid back to increase the sight distance at this location to provide an additional margin of safety.
SUMMARY AND CONCLUSIONS
The results of the Peak Hour Traffic Analysis including traffic from The Rapids Subdivision are
summarized below:
SUMMARY OF PEAK HOUR TRAFFIC ANALYSIS
CO. RD. 335 EAST OF APPLE TREE PARK
315 VPH Existing Peak Hour Traffic
28 VPH Traffic Generated by The Rapids
343 VPH Future Peak Hour Traffic
1,300 VPH Capacity
CO. RD. 335 NEAR GARFIELD CREEK
96 VPH Existing Peak Hour Traffic
28 VPH Traffic Generated by The Rapids
124 VPH Future Peak Hour Traffic
1,000 VPH Capacity
CO. RD. 335 WEST OF THE RAPIDS
55 VPH Existing Peak Hour Traffic
12 VPH Traffic Generated by The Rapids
67 VPH Future Peak Hour Traffic
1,000 VPH Capacity
This analysis indicates that County Road 335 has sufficient capacity for future peak hour traffic, including
traffic generated by The Rapids Subdivision. The critical roadway segment for County Road 335 in terms
of traffic capacity is located at and immediately east of the entrance into Apple Tree Park. Existing peak
hour traffic is 24% of the roadway capacity at this location. Future peak hour traffic (i.e., including traffic
from The Rapids Subdivision) will be 26% of the roadway capacity at this location.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
ATTACHMENT A
PEAK HOUR TRAFFIC CALCULATIONS
AND SIGHT DISTANCE CALCULATIONS
ENARTECH, INC.
302 Eighth Street, Suite 325
P.O. Drawer 160
GLENWOOD SPRINGS, CO 81602
(303) 945-2236
JOB
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ENARTECH, INC.
302 Eighth Street, Suite 325
P.O. Drawer 160
GLENWOOD SPRINGS, CO 81602
(303) 945-2236
JOB
SHEET NO
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ENARTECH, INC.
302 Eighth Street, Suite 325
P.O. Drawer 160
GLENWOOD SPRINGS, CO 81602
(303) 945-2236
JOB S I`—i' '' *)`a
SHEET NO ) OF
CALCULATED BY Q, erI-- }r DATE 7-/0 - 6
CHECKED BY DATE
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TWO-LANE HIGHWAYS
8-31
WORKSHEET FOR GENERAL TERRAIN SEGMENTS '
Co. YZo• 33
OFPtiPc-e- -52' Date: 7 - 0 - 9 Lo Time.
Site Identification:
-
-7---- 0C- 14-v Checked by:
Name-
I. GEOMETRIC DMA
-3
o2 Design Speed. 5 mph
Shoulder x
ft
No Passing- /C 0 %
-------------
---
",—ft Terrain (L,R,M) - 4 C r,0,... s
NORTH
x
Segment Length. 1.7 mi
Shoulder
ft
x
II. TRAFFIC DMA
Directional Distribution. $CP4 %d' °
Total Volume, Both Dir. vph
Traffic Composition:—J.— %T, L— %RV i_.% B
Flow Rate = Volume - PHF
= PHF. /, Ob
—
III. LEVEL OF SERVICE ANALYSIS
SF, = 2,800 X (v/c), X fd X f,,, X fH,,,
fHV =1 / [1 + PT(ET--1) +
PR(ER-1) + PB(EB-1)]
LOS
SF
= 2,800
X (v/c)
Table 8-1
X fd
Table 8-4
X f„,
Table 8-5
X f HV
PT
ET
Table 8-6
PR
ER
Table 8-6
PB
EB
Table 8-6
A
2,800
B
2,800
C
2,800
D
2,800
E
2,800
0•7e
0,�
0,5
D,s2.O
1-2-
tOf
c.-2
-CI
0,5—
1 O O vph LOS = - ' ,
IV COMMENTS Flow Rate
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
8-31
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
co . v. 3 3 S"
' 6-o '— Date: 7 /0 -9�_ Time.
0 - 6-P1Zt=(�
Site Identification: -�1
e- -7--12— yt—&-U Checked by.
Name:
I. GEOMETRIC DATA
Design Speed. ;"S mph
Shoulder
x _Lft
% No Passing. / DD %
----------------
Terrain (L,R,M)• (`1 (w.,rtu; -'°v-`'
NORTH
X 15 ft
Segment Length• it S mi
Shoulder x
ft
_i_
II. TRAFFIC DMA
Directional Distribution. 50 ')/o //�oa'
Total Volume, Both Dir. vph
Traffic Composition: 1 %T, / %RV _!.._%B
Flow Rate = Volume _ PHF
= PHF. / O O
—
III. LEVEL OF SERVICE ANALYSIS
SF, =2,800X(v/c);XfdXf„,,XfHV
fHV = 1 / [1 + PT(ET-1) +
PR(ER-1) + PB(EB-1)}
LOS
SF
= 2,800
X (v/c)
Table g-1
X fd
Table 8-4
X fH,
Table 8-5
X fHV
PT
ET
Table 8-6
PR
ER
Table 8-6
PB
EB
Table 8-6
A
2,800
B
2,800
C
2,800
D
2,800
E
2,800
0,7S
0,W-7-2
0,(79
0,S.2
,3I
( -
S,;-
,ol
G.S—
1) 000 vph LOS = E (c-,,,,%---:;)
IV COMMENTS Flow Rate
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
8-31
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Co , 120. 335 _
w Tft rte'' 0 S Date• 7 — /0 —915—Time-
Site Identification: � ST t)-
‘00-1-— t, Pa-) Checked by
Name.
I. GEOMETRIC DMA
2
Design Speed. 5 mph
Shoulder
X __Lft
No Passing. Oc-) %
——-------- —
^t
`^O"`'
l Terrain (L,R,M)
NORTH
.
x ft
Segment Length- 41. e, mi
Shoulder
ft
x _i___
11. TRAFFIC DMA
Directional Distribution. 6° /
Total Volume, Both Dir. vph
Traffic Composition. ' %T, ' %RV _L%B
Flow Rate = Volume _ PHF
_ PHF• IO()
—
III. LEVEL OF SERVICE ANALYSIS
SF;=2,800X(v/c),Xf, Xf,,,XfHV
fHV=1/[1+PT(ET 1) +
PR(ER 1) + P5(EB-1)]
LOS
SF
= 2,800
X (v/c)
Table g-1
X fd
Table 8-4
X fW
Table 8-5
X fHv
PT
ET
Table 8-6
PR
ER
Table 8-6
PB
EB
Table 8-6
A
2,800
B
2,800
C
2,800
D
2,800
E
2,800
.7S
0,83
0, (3`a
6,a2--
,OI
l-
,oi
s,
,ol
7.55
/1 0 0 0 vph LOS = E (covo- c ',-�)
IV COMMENTS Flow Rate
ATTACHMENT B
EXISTING TRAFFIC COUNT DATA
M 11111 1 11111 all N 111111 IN111 1 111111 I
TRAFFIC ANALYSIS
COUNTY ROAD 335
COUNTY VEHICLE VEHICLE VEHICLE VEHICLE COUNT TAKEN
ROAD FROM TIME TO TIME HOURS DAYS COUNT PER DAY HOUR /LANE/HR AT LOCATION COMMENT DAYS
ARFIELD CREEK ROAD
312 18-Oc1-90 1600 23 -Oct -90 1600 120 5.00 1537 307.4 12.8 6.4 CR312 AT CR335 ON CR 312 HUNT. SEASON W/END THUR-TUE
312 23 -Oct -90 1600 24 -Oct -90 1600 24 1.00 286 286.0 11.9 6.0 CR312 AT CR335 ON CR 312 HUNTING SEASON TUE-WED
312 24-Od-90 1600 26-0c1-90 1600 48 2.00 279 139.5 5.8 2.9 CR312 AT CR335 ON CR 312 HUNTING SEASON WED-FRI
312 26-Od-90 1600 29 -Oct -90 1620 73 3.04 796 261.7 10.9 5.5 CR312 AT CR335 ON CR 312 HUNT. SEASON W/END FRI-MON
312 30-Od-90 1620 31-Od-91 1620 24 1.00 187 187.0 7.8 3.9 CR312 AT CR335 ON CR 312 HUNTING SEASON TUE-WED
312 07 -Nov -90 1545 09 -Nov -90 1545 48 2.00 454 227.0 9.5 4.7 CR312 AT CR335 ON CR 312 HUNT. SEASON W/END WED-FRI
312 09 -Nov -90 1545 11 -Nov -90 1545 48 2.00 547 273.5 11.4 5.7 CR312 AT CR335 ON CR 312 HUNT. SEASON W/END FRI-SAT
312 13 -Nov -90 1545 15 -Nov -90 ' 1545 48 2.00 645 322.5 13.4 6.7 CR312 AT CR335 ON CR 312 HUNTING SEASON TUE-THUR
312 16 -Oct -91 800 12 -Nov -91 800 648 27.00 3239 120.0 5.0 2.5 CR312 AT CR335 ON CR 312 HUNTING SEASON WED -TUE
312 31 -Oct -91 1600 01 -Nov -90 1620 73 1.00 254 254.0 3.5 1.7 CR312 AT CR335 ON CR 312 HUNTING SEASON WED-THUR
312 28 -May -92 800 01 -Jun -92 800 96 4.00 212 53.0 2.2 1.1 CR312 AT CR335 ON CR 312 MEMORIAL DAY W/END TH-MON
312 09-Oc1-92 900 15-Od-92 900 144 6.00 1387 231.2 9.6 4.8 CR312 AT CR335 ON CR 312 HUNT. SEASON W/END FRI-THUR
312 12 -Oct -94 1300 14-Od-94 1710 52 2.17 597 275.5 11.5 5.7 CR312 AT CR335 ON CR 312 HUNT. SEASON WED-FRI
312 27-Od-94 1400 30-Od-94 1340 72 3.00 618 208.0 8.6 4.3 CR312 AT CR335 ON CR 312 HUNT. SEASON W/END THUR-SUN
312 10 -Nov -94 1340 13 -Nov -94 1340 72 3.00 800 266.7 11.1 5.6 CR312 AT CR335 ON CR 312 HUNT. SEASON W/END THUR-SUN
1,590 64 11,838
184
7.4 1 3.7
COUNTY ROAD 335 AT EAST DIVIDE CREEK ROAD
313 28 -Nov -90 700 29 -Nov -90 700 24 1.00 424 424.0 17.7 8.8 CR335 AT EAST DIV. CK RD. HUNT. SEASON W/END SAT -MON
313 03 -Sep -91 1330 05 -Sep -91 1330 48 2.00 89 44.5 1.9 0.9 CR335 AT EAST DIV. CK RD. LABOR DAY W/END TUE-THUR
313 09 -Sep -91 900 11 -Sep -91 900 48 2.00 89 44.5 1.9 0.9 CR335 AT EAST DIV. CK RD. NORMAL DAYS MON-WED
313 09 -Oct -92 900 15 -Oct -92 900 144 6.00 1092 182.0 7.6 3.8 CR335 AT EAST DIV. CK RD. HUNTING SEASON FRI-THUR
313 31 -Aug -95 800 04 -Sep -95 800 96 4.00 1815 453.8 18.9 9.5 CR335 AT EAST DIV. CK RD. LABOR DAY W/END THUR-MON
313 27 -Sep -95 900 28 -Sep -95 900 24 1.00 137 137.0 5.7 2.9 CR335 AT EAST DIV. CK RD. HUNT. SEASON W/END WED-THUR
384 16 3646
228
9.5 1 4.7 1
COUNTY ROAD 335 AT PARK
335 28 -Nov -90 700 29 -Nov -90 700 24 1.00 1500 1500.0 62.5 31.3 ON CR335 WEST N.C. BRIDGE HUNTING SEASON SAT -MON
335 12-Od-94 1400 14 -Oct -94 1715 51 2.13 5741 2701.6 112.6 56.3 ON CR335 WEST N.C. BRIDGE HUNTING SEASON WED-FRI
335 14-0d-94 1715 17 -Oct -94 700 62 2.58 5082 1967.2 82.0 41.0 ON CR335 WEST N.C. BRIDGE HUNTING SEASON FRI-MON
335 29 -Aug -95 800 01 -Sep -95 800 72 3.00 3944 1314.7 54.8 27.4 ON CR335 WEST N.C. BRIDGE LABOR DAY W/END TUE-FRI
335 31 -Aug -95 800 04 -Sep -95 800 4.00 4676 1169.0 48.7 24.4 ON CR335 WEST N.C. BRIDGE LABOR DAY W/END THUR-MON
305 13 20,943
1,648
68.7 1 34.3
SOURCE OF TRAFFIC COUNTS: GARFIELD CO. ROAD DEPARTMENT
VEHICLES PER HOUR
200
150
100
50
TRAFFIC COUNTS
COUNTY ROAD 335 BY PARK
0
0)
0
0
8 8
.- N
T r
0 0
O r
O
0
0
U)
0
8
co
N
0 0 0
r- co cn
1
20 -Feb -
1
1
1
1
1
1
1
1
1
Total
1
CO 9D DATE
1 335
335
3 335
4 335
5 35
6 335
335
3 335
9 335
10 335
11 335
12 335
13 335
14 335
15 335
16 325
17 335
15 335
19 333
Z35
23 335
24 335
20
21
1
1
1
1
1
1
1
1
11-2E-90
11-22-90
11-28-90
11-28-90
11-28-90
11-23-90
11-28-90
11-28-90
11-28-90
11-28-90
11-23-90
11-2E-90
11-2E-90
11-28-90
11-22-90
11-2G-90
12-12-90
12-12-90
12-12-90
12-12-90
12-12-90
12-12-=0
12-12-90
12-12-90
COUNTY ROA:
TIME: FRO ■ HR &RETE ALONG ROADWAY
0700-0800
2701-0800
0800-0900
0601-0900
0900-1000
0901-1000
1000-1200
1001-1200
1200-1400
1201-1400
1400-1500
1401-1500
1500-1600
1501-1600
1600-1700
1601-1700
1700-1800
1701-1800
1300-1900
1801-1900
1900-2000
1901-2000
2000-2100
2001-2100
1
1
1
1
1
1
2
2
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
25
A7 NEW CASTLE BRIDGE
s 'ERSECTION CR 335 & 2R5' 20
A7 NEW CASTLE BRIDGE :14
I TERSECTIGN CR 333 & Cr -311 _i
AT NEW CASTLE BRIDGE
INTERSECTION CR 335 & C&m! _Z
AT NEW CASTLE BRIDGE :z1
IN:=b==&TION CR 335 & :v 23
AT NEW CASTLE BRIDGE .=2
INTERSECTION CR 335 &
AT NEW CASTLE BRIDGE
IbTER5ECTION CR 333 &
AT NEW CASTLE BRIDGE
INTERSECTION CR 335 &
AT NEW CASTLE BRIDGE
INTERSEJTZON CR 335 &
A2 INT O & 635 & &r =w
C H s
CAS- I 2:
JUST EAST OF TRUSS
AT INT OF CR 335 &
JEST EAST OF TRUSS
AT INT OF CR 335 &
JEST EAST OF TRUSS
AT INT OF CR 335 &
JEST EAST OF TRUSS
4
15e -
Page
3 -AX @L
0
CI
0
1
0
\
0
1
0
CO.
CR 3U
CO.
CR 3',
CO.
CR 31r -
CO.
•
0
0
0
0
13
1 29 -Sep -95
ROAD COUNT FORM Paae
I
County Road Number Veh Cou Date Take Time To (T #Hr
1 CO RD 335 5741 10-12-94 1400 1715 51
I
2 CO RD 335
3 CO RD 335 5082 10-14-94 1715 0700 62
3944 08-29-95 0800 0800 72
4 CO RD 335 795 08-29-95 0800 0800 72
5 CO RD 335 1446 08-29-95 0800 0800 72
1 6 CO RD 335 4676 08-31-95 0800 0800 96
7 CO RD 335 1815 08-31-95 0800 0800 96
8 CO RD 335 2068 08-31-95/ 0800 0800 96
9 CO RD 335 424 11-28-90 0700 0700 24
10 CO RD 335 1500 11-28-90 0700 0700 24
ITotal 27491 665
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
29 -Sep -95
ROAD COUNT FORM Fuge
County Road Number Vete Cou Date Take Time To (T #Hr
1 CO RD 312
2 CO RD 312
3 CO RD 312
4 CO RD 312
5 CO RD 312
6 CO RD 312
7 CO RD 312
8 CO RD 312
9 CO RD 312
Tota_
597 10-12-94 1300 1710 52
618 10-27-94 1400 1340 72
800 11-10-94 1340 1340 72
1537 10-18-90 1600 1600 120
212 05-28-92 0800 0800 96
796 10-26-90 1600 1620 73
454 11-07-90 1545 1545 48
3239 10-16-91 0800 0800 648
1387 10-09-92 0900 0900 144
9640
1325
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
29 -Seo -95
Veh Cou #Hr Comments
ROAD COUNTS Page
1 597 52 NORTH END
2 618 72 NORTH END
3 800 72 NORTH END
•4 1537 120 1ST ON CO RD 312 & CR 335 SAME BELOW ALSO
5 212 96 1: ON 312 @ INT. OF CR 312 & CR 335
6 796 73 1ST ON CO RD 312 & CR335 SAME BELOW ALSO
7 454 48 1ST ON CO RD 312
8 3239 648 #1: INT OF CR312 & CP335 (COUNTER AT .SITE FOR 27 DAYS)
9 1387 144 1: RIGHT ABOVE INT OF CR335 & CR312
Total 9640 1325
ATTACHMENT C
INSTITUTE OF TRANSPORTATION
ENGINEERS TRIP GENERATION MANUAL
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
SUMMARY OF TRIP GENERATION RATES
Land Use/Building Type SinRle-'Family Detached HousingITE Land Use Code 210
Independent Variable—Trips per Dwelling Unit
Average
Trip
Rate
Maximum
Rate
Minimum
Rate
Correlation
Coefficient
Number
of
Studies
Average Size of
Independent
Variable/Study
Average Weekday Vehicle Trip Ends
1 n jo
21 9
4 3
3n8
3s7
Peak
A.M.
Enter
0-.21
0.6
0.1
70
229
Hour
Between
Exit
0.5_5
1 `7
0.2
75
235
of
7 and 9
Total
0.76
2.3
0.3
7 n 9
257
Adjacent
P.M.
Enter
0 ._63_
1.8
0, 3
71
229
Street
Between
Exit
0.31
1.2
0.1
76
229
Traffic
4 and 6
Total
1.00
0
0. 4
2 8 8
2
Peak A.M.
Enter
0.21
.
0.6
0.1
70
229
Hour
Exit
0.55
1.1
0.2
76
2_15
of
Total
0.76
2.q
0.4
209
2;7
Generator P.M.
Enter
0.68_
1.8
0.
71
229
Exit
•
?
0.1
76
22Q
Total
l. on
3 R.
0. 1
2-
77
Saturday Vehicle Trip Ends
1n _ 1
14_ 7
5- 3
78
21111
Peak Enter
0 5n
1. 0
n_ 3
U 8
PP
Hour of Exit
n _ 44
n. 7
n, 3
53
225
Generator Total
! °•
�
Li
2u21
Sunday Vehicle Trip Ends
8 7
12. 3
n 5
73
2115
Peak
Enter
0 4,6
n-_ 9
0_2
/45
? 15
Hour of
Exit
n 143
1 2
n__3
51
215
Generator
Total
n 94
n
n 4
4
Source Numbers 11� 5, 6, 7, 8, 11, 12, 13, 14, 16, 19, 20, 21, 24, 26,
4Q •8 �0 10 108 114 11 11•
ITE Technical Committee 6A-6—Trip Generation Rates
Date: June 4, 1975, 1979, Rev. 1982
ATTACHMENT D
HIGHWAY CAPACITY MANUAL FOR
TWO-LANE, RURAL HIGHWAYS
HIGHWAY
CAPACITY
MANUAL
Special Report 209
Third Edition
TRANSPORTATION RESEARCH BOARD
National Research Council
Washington, D.C. 1994
TWO-LANE HIGHWAYS
11. METHODOLOGY
LEVELS OF SERVICE
As noted previously, level -of -service criteria for two-lane high-
ways address both mobility and accessibility concerns. The pri-
mary measure of service quality is percent time delay. with speed
and capacity utilization used as secondary measures. Level -of -
service criteria are defined for peak 15 -min flow periods, and
are intended for application to segments of significant length.
Level -of -service criteria for general terrain segments are given
in Table 8-1. For each level of service, the percent time delay
is shown. Average travel speed is also shown, with values varying
slightly by type of terrain. The body of the table includes max-
imum values of v/c ratio for the various terrain categories and
levels of service A through F. The v/c ratios shown in Table
8-1 are somewhat different from those used in other chapters.
For two-lane highways, the values given represent the ratio of
flow rate to "ideal capacity," where ideal capacity is 2,800 pcph
for a level terrain segment with ideal geometrics and 0 percent
no passing zones. Two-lane highways are quite complex, and
capacities vary depending on terrain and the degree of passing
restrictions. To simplify computational procedures. v/c ratios
are given in terms of the constant "ideal capacity" of 2,800
pcph, total in both directions of flow.
The level -of -service criteria of Table 8-1 are for extended
segments of two-lane rural highways where efficient mobility is
the primary objective of the facility. Where speeds have been
restricted by an agency, such as through a town or village, the
percentage of time delay and capacity utilization are the only
meaningful indicators of level of service.
8-5
Table 8-2 gives level -of -service criteria for specific grade seg-
ments. These criteria relate the average travel speed of upgrade
vehicles to level of service. Operations on sustained two-lane
grades are substantially different from extended segments of
general terrain. The speed of upgrade vehicles is seriously im-
pacted, as the formation of platoons behind slow-moving ve-
hicles intensifies and passing maneuvers generally become more
difficult. Further, unlike general terrain segments. where the
approximate average travel speed at which capacity occurs can
be identified, the capacity speed for a specific grade depends on
the steepness and length of the grade and volume. Because of
this, estimation of capacity is complex. Thus, Table 8-2 defines
separate level -of -service criteria for specific grade segments. In
addition, this chapter includes special computational procedures
for sustained grades on two-lane highways.
Downgrade operations are not specifically addressed by these
procedures. Downgrade operations on gentle grades (less than
3 percent) are generally comparable to those on a level roadway.
On more severe grades, downgrade operations are about midway
between those experienced on a level roadway and those ex-
perienced on an upgrade of equivalent traffic and roadway char-
acteristics. The principal concern on steep downgrades is the
potential for "runaway" trucks.
The highest quality of traffic service occurs when motorists
are able to drive at their desired speed. Without strict enforce-
ment, this highest quality, representative of level -of -service A,
would result in average speeds approaching 60 mph on two-
lane highways. The passing frequency required to maintain these
speeds has not reached a demanding level. Passing demand is
TABLE 8-1. LEVEL -OF -SERVICE FOR GENERAL TWO-LANE HIGHWAY SEGMENTS
LOS
A
B
C
D
E
F
PERCE\T
TIME
DELA1
V/C RATIO'
LEVEL TERRAIN
ROLLING TERRAIN
MOUNTAINOUS TERRAIN
AVGb
SPEED
PERCENT NO PASSING ZONES
0 20 40 60 80 100
AVGb
SPEED
PERCENT NO PASSING ZONES
0 20 40 60 80 100
AVGb
SPEED
PERCENT NO PASSING ZONES
0 20 40 60 80 100
< 30
< 45
< 60
< 75
> 75
100
> 58
> 55
> 52
> 50
> 45
> 45
0.15 0.12 0.09 0.07 0.05 0.04
0.27 0.24 0.21 0.19 0.17 0.16
0.43 0.39 0.36 0.34 0.33 0.32
0.64 0.62 0.60 0.59 0.58 0.57
1.00 1.00 1.00 1.00 1.00 1.00
> 57
> 54
> 51
> 44
> 40
< 40
0.15 0.10 0.07 0.05 0.04 0.03
0.26 0.23 0.19 0.17 0.15 0.13
0.42 0.39 0.35 0.32 0.30 0.28
0.62 0.57 0.52 0.48 0.46 0.43
0.97 0.94 0.92 0.91 0.90 0.90
> 56
> 54
> 49
> 45
> 35
< 35
0.14
0.25
0.39
0.58
0.91
0.09
0.20
0.33
0.50
0.87
0.07
0.16
0.28
0.45
0.84
0.04 0.02 0.01
0.13 0.12 0.10
0.23 0.20 0.16
040 0.37 0.33
0.82 0.80 0.78
Rat of flow rate to an ideal capacity of 2,800 pcph in both directions.
b These speeds arc provided for information only and apply to roads with design speeds of 60 mph or higher.
8-6
RURAL HIGHWAYS
TABLE 8-2. LEVEL -OF -SERVICE CRITERIA FOR SPECIFIC GRADES
LEVEL OF AVERAGE UPGRADE
SERVICE SPEED (MPH)
A
B
C
D
E
F
> 55
> 50
> 45
> 40
> 25-408
< 25-40°
a The exact speed at which capacity occurs varies with the percentage and
length of grade, traffic compositions, and volume; computational procedures are
provided to find this value.
well below passing capacity, and almost no platoons of three or
more vehicles are observed. Drivers would be delayed no more
than 30 percent of the time by slow-moving vehicles. A maxi-
mum flow rate of 420 pcph, total in both directions, may be
achieved under ideal conditions.
Level -of -service B characterizes the region of traffic flow
wherein speeds of 55 mph or slightly higher are expected on
level terrain. Passing demand needed to maintain desired speeds
becomes significant and approximately equals the passing ca-
pacity at the lower boundary of level -of -service B. Drivers are
delayed up to 45 percent of the time on the average. Service
flow rates of 750 pcph, total in both directions, can be achieved
under ideal conditions. Above this flow rate, the number of
platoons forming in the traffic stream begins to increase dra-
matically.•
Further increases in flow characterize level -of -service C, re-
sulting in noticeable increases in platoon formation, platoon size,
and frequency of passing impediment. Average speed still ex-
ceeds 52 mph on level terrain, even though unrestricted passing
demand exceeds passing capacity. At higher volume levels,
chaining of platoons and significant reductions in passing ca-
pacity begin to occur. While traffic flow is stable, it is becoming
susceptible to congestion due to turning traffic and slow-moving
vehicles. Percent time delays are up to 60 percent. A service
flow rate of up to 1,200 pcph, total in both directions, can be
accommodated under ideal conditions.
Unstable traffic flow is approached as traffic flows enter level -
of -service D. The two opposing traffic streams essentially begin
to operate separately at higher volume levels, as passing becomes
extremely difficult. Passing demand is very high, while passing
capacity approaches zero. Mean platoon sizes of 5 to 10 vehicles
are common, although speeds of 50 mph can still be maintained
under ideal conditions. The fraction of no passing zones along
the roadway section usually has little influence on passing. Turn-
ing vehicles and/or roadside distractions cause major shock -
waves in the traffic stream. The percentage of time motorists
are delayed approaches 75 percent. Maximum service flow rates
of 1,800 pcph, total in both directions, can be maintained under
ideal conditions. This is the highest flow rate that can be main-
tained for any length of time over an extended section of level
terrain without a high probability of breakdown.
Level -of -service E is defined as traffic flow conditions on two-
lane highways having a percent time delay of greater than 75
percent. Under ideal conditions, speeds will drop below 50 mph.
Average travel speeds on highways with less than ideal condi-
tions will be slower, as low as 25 mph on sustained upgrades.
Passing is virtually impossible under level -of -service E condi-
tions, and platooning becomes intense when slower vehicles or
other interruptions are encountered.
The highest volume attainable under level -of -service E defines
the capacity of the highway. Under ideal conditions, capacity
is 2,800 pcph, total in both directions. For other conditions,
capacity is lower. Note that the v/c ratios of Table 8-1 are not
all 1.00 at capacity. This is because the ratios are relative to
"ideal capacity" as discussed. Operating conditions at capacity
are unstable and difficult to predict. Traffic operations are sel-
dom observed near capacity on rural highways. primarily be-
cause of a lack of demand.
Capacity of two-lane highways is affected by the directional
split of traffic. As directional split moves away from the 50/
50 "ideal" condition, total two-way capacity is reduced, as
follows:
Directional
Split
50/50
60/40
70/30
80/20
90/10
100/0
Total
Capacity (pcph)
2,800
2,650
2,500
2,300
2,100
2,000
Ratio of Capacity to
Ideal Capacity
1.00
0.94
0.89
0.83
0.75
0.71
For short lengths of two-lane road, such as tunnels or bridges,
opposing traffic interactions may have only a minor effect on
capacity. The capacity in each direction may approximate that
of a fully loaded single lane, given appropriate adjustments for
the lane width and shoulder width (5).
As with other highway types, level -of -service F represents
heavily congested flow with traffic demand exceeding capacity.
Volumes are lower than capacity, and speeds are below capacity
speed. Level -of -service E is seldom attained over extended sec-
tions on level terrain as more than a transient condition; most
often, perturbations in traffic flow as level E is approached cause
a rapid transition to level -of -service F.
OPERATIONAL ANALYSIS
This section presents the methodology for operational analysis
of general terrain segments and specific grades on two-lane
highways. Separate procedures for general highway segments
and grades are used, because the dynamics of traffic interaction
on sustained two-lane grades differ from those on general terrain
segments. Grades of less than 3 percent or shorter than 1/2
mile may be included in general terrain analysis. Grades both
longer and steeper than these values should generally be treated
as specific grades. Level, rolling, and mountainous terrain are
as defined in Chapters 1 and 3.
The length of grade is taken to be the tangent length of grade
plus a portion of the vertical curves at the beginning and end
of the grade. About one-fourth of the length of vertical curves
at the beginning and end of a grade are included in the grade
length. Where two grades (in the same direction) are joined by
a vertical curve, one-half the length of the curve is included in
each grade segment.
TWO-LANE HIGHWAYS 8-7
The objective of operational analysis is generally the deter-
mination of level of service for an existing or projected facility
operating under existing or projected traffic demand. Opera-
tional analysis may also be used to determine the capacity of a
two-lane highway segment, or the service flow rate which can
be accommodated at any given level of service.
Use of the Peak Hour Factor
As for other facility types, two-lane highway analysis is based
on flow rates for a peak 15 -min period within the hour of interest,
which is usually the peak hour. The criteria of Table 8-1 refer
to equivalent hourly flow rates based on the peak 15 min of
flow.
These criteria are used to compute service flow rates, SF,
which are compared to existing or projected flow rates to de-
termine level of service. Thus, full -hour demand volumes must
be converted to flow rates for the peak 15 min, as follows:
v = V/PHF
where:
v = flow rate for the peak 15 min, total for both direc-
tions of flow, in vph;
V = full -hour volume total for both directions of flow, in
vph; and
PHF = peak hour factor.
When criteria are compared to flow rates, the predicted op-
erating characteristics are expected to prevail for the 15 -min
period for which the flow rate applies. For many rural condi-
tions. the analyst may wish to examine average conditions over
a peak hour. Full -hour volumes. unadjusted for the PHF, are
compared to criteria directly for these cases. It should be noted,
however, that prediction of an average level -of -service C during
a full hour may include portions of the hour operating at level
D or E, while other portions operate at A or B.
The decision to use flow rates or full -hour volumes in an
analysis is related to whether or not peaking characteristics will
cause substantial fluctuation in operating conditions within the
peak hour. and whether the impact of such fluctuations will
impact design and/or operational policy decisions. In general,
where the peak hour factor is less than 0.85, operating conditions
will vary substantially within the hour.
Where the peak hour factor can be determined from local
field data, this should be done. Where field data are not available,
the factors tabulated in Table 8-3 may be used. These are based
solely on the assumption of random flow and may be somewhat
higher than those obtained from field studies. When level of
service is to be determined for a given traffic volume, a value
appropriate to the volume level on the subject segment is selected
from the upper portion of the table. When a service flow rate
is to be computed, a value is selected from the lower portion
of the table. because volume is unknown.
Analysis of General Terrain Segments
The general terrain methodology estimates average traffic
operational measures along a section of highway based on av-
erage terrain. geometric, and traffic conditions. Terrain is class-
ified as level. rolling, or mountainous, as described previously.
The general terrain procedure is usually applied to highway
sections of at least 2 miles in length.
Highway geometric features include a general description of
longitudinal section characteristics and specific roadway cross-
section information. Longitudinal section characteristics are de-
scribed by the average percent of the highway having no passing
zones. The average for both directions is used. The percentage
of roadway along which sight distance is less than 1,500 ft may
be used as a surrogate for no passing zone data. Roadway cross-
section data include lane width and usable shoulder width. Geo-
metric data on design speed and specific grades are not used
directly, but are reflected in the other geometric factors dis-
cussed.
TABLE 8-3. PEAK HOUR FACTORS FOR TWO-LANE HIGHWAYS BASED ON RANDOM FLOW
A. LEVEL -OF -SERVICE DETERMINATIONS
TOTAL 2 -WAY
HOURLY VOLUME
(VPH)
PEAK HOUR
FACTOR
(PHF)
TOTAL 2 -WAY
HOURLY VOLUME
(VPH)
PEAK HOUR
FACTOR
(PHF)
100
200
300
400
500
600
700
800
900
0.83
0.87
0.90
0.91
0.91
0.92
0.92
0.93
0.93
1.000
1.100
1.200
1,300
1.400
1.500
1.600
1.700
1.800
> 1,900
0.93
0.94
0.94
0.94
0.94
0.95
0.95
0.95
0.95
0.96
B. SERVICE FLOW -RATE DETERMINATIONS
Level of Service A BCD E
Peak Hour Factor 0.91 0.92 0.94 0.95 1.00
8-8
RURAL HIGHWAYS
Traffic data needed to apply the general terrain methodology
include the two-way hourly volume, a peak hour factor, and
the directional distribution of traffic flow. Peak hour factors
may be computed from field data, or appropriate default values
may be selected from Table 8-3. Traffic data also include the
proportion of trucks, recreational vehicles (RV's), and buses in
the traffic stream. When estimates of the traffic mix are not
available, the following default values for these fractions may
be used for primary routes:
. PT = 0.14 (trucks)
• PR = 0.04 (RV's)
. PB = 0.00 (buses)
Recreational routes would typically have a higher proportion
of recreational vehicles than shown for primary rural routes.
1. General relationship—The general relationship describing
traffic operations on general terrain segments is as follows:
SF; = 2,800 X (v/c); X fa X f. X JHS (8-1)
where:
SF, = total service flow rate in both directions for prevailing
roadway and traffic conditions, for level of service i,
in vph;
(v/c), = ratio of flow rate to ideal capacity for level of service
i, obtained from Table 8-1;
adjustment factor for directional distribution of
traffic, obtained from Table 8-4;
adjustment factor for narrow lanes and restricted
shoulder width, obtained from Table 8-5;
adjustment factor for the presence of heavy vehicles
in the traffic stream, computed as:
1/[1 + PT(ET — 1) + PR(ER — 1) + Pg (E8 — 1)]
(8-2)
fd
=
f,0 =
where:
PT = proportion of trucks in the traffic stream. expressed
as a decimal;
proportion of RV's in the traffic stream. expressed
as a decimal;
PR = proportion of buses in the traffic stream. expressed
as a decimal;
passenger -car equivalent for trucks, obtained from
Table 8-6;
ER = passenger -car equivalent for RV's, obtained from
Table 8-6; and
EB = passenger -car equivalent for buses. obtained from
Table 8-6.
PR =
ET =
Equation 8-1 takes an ideal capacity of 2,800 pcph. and adjusts
it to reflect a v/c ratio appropriate for the desired level of service,
directional distributions other than 50/50, lane width restric-
tions and narrow shoulders, and heavy vehicles in the traffic
stream.
2. Adjustment for v/c ratio—The v/c ratios given in Table
8-1 reflect a complex relationship among speed. flow. delay, and
geometric parameters for two-lane highways. Specifically, v/c
values vary with level -of -service criteria, terrain type. and the
magnitude of passing restrictions. Note that v/c ratios at ca-
pacity are not equal to 1.00 for rolling or mountainous terrain.
This is because the ratios are based on an ideal capacity of 2,800
pcph which cannot be achieved on severe terrains. Further, as
the formation of platoons is more frequent where terrain is
rolling or mountainous, passing restrictions have a greater effect
on capacity and service flow rate than on level terrain.
3. Adjustment for directional distribution—All of the v/c
values in Table 8-1 are for a 50/50 directional distribution of
traffic on a two-lane highway. For other directional distribu-
tions, the factors shown in Table 8-4 must be applied to Table
8-1 values.
4. Adjustment for narrow lanes and restricted shoulder
width—Narrow lanes force motorists to drive closer to vehicles
in the opposing lane than they would normally desire. Restricted
or narrow shoulders have much the same effect, as drivers "shy"
away from roadside objects or point restrictions perceived to be
close enough to the roadway to pose a hazard. Motorists com-
pensate for driving closer to opposing vehicles by slowing down
and/or by leaving larger headways between vehicles in the same
lane. Both reactions result in lower flow rates being sustained
at any given speed.
Factors reflecting this behavior are shown in Table 8-5, and
are applied to v/c values taken from Table 8-1. Factors at
capacity are higher than those for other levels of service, as the
impact of narrow lanes and restricted shoulder widths is less
deleterious when vehicles are already traveling at reduced speeds
which prevail under capacity operation.
5. Adjustment for heavy vehicles in the traffic stream—The
v/c ratios of Table 8-1 are based on a traffic stream consisting
of only passenger cars. All vehicles having only four wheels
contacting the pavement may be considered to be passenger
cars. This includes Light vans and pick-up trucks.
"Heavy vehicles" are categorized as trucks, recreational ve-
hicles, or buses, and the traffic stream is characterized by the
proportion of such vehicles in the traffic mix. The adjustment
factor for heavy vehicles, f,,., is computed using Eq. 8-2 and
the passenger -car equivalents given in Table 8-6.
A wide range in the proportions of trucks and RV's in the
traffic stream are found on rural highways. Equation 8-2 will
yield an adjustment factor for any given mix. In addition, there
is some variation in the weight distribution between heavy
(> 35,000 Ib) and medium -duty (< 35,000 lb) trucks. The equiv-
alents of Table 8-6 assume a 50/50 distribution between heavy
and medium -duty trucks. Two-lane highways serving unusually
high proportions of heavy trucks, such as in coal, gravel, or
timber operations, particularly those in mountainous terrain,
would have higher values of ET than those shown in the table.
The deleterious impact of heavy vehicles on two-lane high-
ways increases markedly as terrain becomes more severe. As
heavy vehicles slow on steeper grades, platoon formation be-
comes more frequent and severe. This effect is compounded by
passing sight distance restrictions often accompanying severe
terrain and leads to serious deterioration of traffic flow.
Analysis of Specific Grades
The analysis of extended specific grades on two-lane highways
is more complex than for general terrain segments. The analysis
procedures assume that the approach to the grade is level. On
such grades, the operation of upgrade vehicles is substantially
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
TABLE 8-4. AD:USTMENT FACTORS FOR DIRECTIONAL DISTRIBUTION ON GENERAL TERRAIN SEGMENTS
8-9
Directional Distribution
100/0 90/10
80/20 70/30 60/40 50/50
Adiustment Factor, f,
0.71 0.75
0.83 0.89 0.94 1.00
TABLE 8-5. ADJUSTMENT FACTORS FOR THE COMBINED EFFECT OF NARROW LANES AND RESTRICTED SHOULDER WIDTH, f.
• Where shoulder width is different on each side of the roadway, use the average shoulder width.
b For analysis of specific grades, use LOS E factors for all speeds less than 45 mph.
impacted, while downgrade vehicles experience far less impact.
As a result, level -of -service criteria presented in Table 8-2 are
based on the average upgrade travel speed. This speed is the
average speed of all vehicles traveling up the grade.
Where composite grades are present, the average grade is
used in analysis. The average grade is the total rise. in feet, of
the composite grade divided by the horizontal length of the
grade. in feet. multiplied by 100 to adjust from a decimal to a
percentage.
The average upgrade speed at which capacity occurs varies
between 25 and 40 mph, depending upon the percent grade. the
percentage of no passing zones, and other factors. Because op-
erating conditions at capacity vary for each grade, the finding
of capacity is not as straightforward as service flow rate com-
putations for levels -of -service A through D, where speed is
established using the criteria of Table 8-2.
Research has found that grades on two-lane highways have
a more significant impact on operations than similar grades on
multilane highways. Platoons forming behind slow-moving ve-
hicles can be broken up or dissipated only by passing maneuvers
using the opposing lane. On two-lane highways, the same geo-
metric features causing platoons to form also tend to restrict
passing opportunities as well. It has also been found that most
passenger cars, even in the absence of heavy vehicles. are affected
by extended grades. and will operate less efficiently than on
level terrain. Additional operational problems due to vehicle
stalls, accidents, or other incidents are not accounted for in the
procedure. The effects of rain, snow, ice, and other negative
environmental factors are also not considered.
1. Relationship between speed and service flow rate on specific
grades -Average upgrade speeds on two-lane highways may be
estimated for specific grades of a given percent and length of
grade. assuming a level approach to the grade. Two-way service
flow rates, SF, may be calculated for a specific level of service,
or correspondingly, for any designated average upgrade speed.
The need to provide a climbing lane based on AASHTO's safety
warrant is not part of the procedure, but sample calculation 5
illustrates the evaluation of a potential climbing lane.
TABLE 8-6. AVERAGE PASSENGER -CAR EQUIVALENTS FOR TRUCKS,
RV's, AND BUSES ON TWO-LANE HIGHWAYS OVER GENERAL TER-
RAIN SEGMENTS
VEHICLE
TYPE
LEVEL OF
SERVICE
12 -Fr
TYPE OF TERRAIN
LEVEL
1 1 -FT
MOUNTAINOUS
Trucks, ET
10 -Fr
2.0
4.0
9 -FT
USABLE'
LANESb
10.0
LANESb
2.0
5.0
LANESb
RV's ER
A
LANESb
3.2
SHOULDER
B and C
2.5
3.9
5.2
D and E
1.6
3.3
5.2
Buses, E,
A
WIDTH
LOS
5.7
LOS
LOS
2.0
LOS
LOS
LOS
LOS
2.9
LOS
(FT)
A -D
E
A -D
E
A -D
E
A -D
E
> 6 1.00
1.00
0.93
0.94
0.84
0.87
0.70
0.76
4
0.92
0.97
0.85
0.92
0.77
0.85
0.65
0.74
2
0.81
0.93
0.75
0.88
0.68
0.81
0.57
0.70
0
0.70
0.88
0.65
0.82
0.58
0.75
0.49
0.66
• Where shoulder width is different on each side of the roadway, use the average shoulder width.
b For analysis of specific grades, use LOS E factors for all speeds less than 45 mph.
impacted, while downgrade vehicles experience far less impact.
As a result, level -of -service criteria presented in Table 8-2 are
based on the average upgrade travel speed. This speed is the
average speed of all vehicles traveling up the grade.
Where composite grades are present, the average grade is
used in analysis. The average grade is the total rise. in feet, of
the composite grade divided by the horizontal length of the
grade. in feet. multiplied by 100 to adjust from a decimal to a
percentage.
The average upgrade speed at which capacity occurs varies
between 25 and 40 mph, depending upon the percent grade. the
percentage of no passing zones, and other factors. Because op-
erating conditions at capacity vary for each grade, the finding
of capacity is not as straightforward as service flow rate com-
putations for levels -of -service A through D, where speed is
established using the criteria of Table 8-2.
Research has found that grades on two-lane highways have
a more significant impact on operations than similar grades on
multilane highways. Platoons forming behind slow-moving ve-
hicles can be broken up or dissipated only by passing maneuvers
using the opposing lane. On two-lane highways, the same geo-
metric features causing platoons to form also tend to restrict
passing opportunities as well. It has also been found that most
passenger cars, even in the absence of heavy vehicles. are affected
by extended grades. and will operate less efficiently than on
level terrain. Additional operational problems due to vehicle
stalls, accidents, or other incidents are not accounted for in the
procedure. The effects of rain, snow, ice, and other negative
environmental factors are also not considered.
1. Relationship between speed and service flow rate on specific
grades -Average upgrade speeds on two-lane highways may be
estimated for specific grades of a given percent and length of
grade. assuming a level approach to the grade. Two-way service
flow rates, SF, may be calculated for a specific level of service,
or correspondingly, for any designated average upgrade speed.
The need to provide a climbing lane based on AASHTO's safety
warrant is not part of the procedure, but sample calculation 5
illustrates the evaluation of a potential climbing lane.
TABLE 8-6. AVERAGE PASSENGER -CAR EQUIVALENTS FOR TRUCKS,
RV's, AND BUSES ON TWO-LANE HIGHWAYS OVER GENERAL TER-
RAIN SEGMENTS
VEHICLE
TYPE
LEVEL OF
SERVICE
TYPE OF TERRAIN
LEVEL
ROLLING
MOUNTAINOUS
Trucks, ET
A
2.0
4.0
7.0
B and C
2.2
5.0
10.0
D and E
2.0
5.0
12.0
RV's ER
A
2.2
3.2
5.0
B and C
2.5
3.9
5.2
D and E
1.6
3.3
5.2
Buses, E,
A
1.8
3.0
5.7
B and C
2.0
3.4
6.0
D and E
1.6
2.9
6.5
SOURCE: Ref. 6
The service flow rate for any given average upgrade speed is
given by the following relationship:
SF, = 2,800 x (v/c), X f, x f X f8 X ff,. (8-3)
where:
SF, = service flow rate for level -of -service i, or speed 1,
total vph for both directions, for prevailing roadway
and traffic conditions.
v/c ratio for level -of -service i or speed i, obtained
from Table 8-7;
adjustment factor for directional distribution, ob-
tained from Table 8-8;
adjustment factor for narrow lanes and restricted
shoulder width, obtained from Table 8-5;
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
8-10
RURAL HIGHWAYS
fs = adjustment factor for the operational effects of
grades on passenger cars, computed as described
below: and
adiustment factor for the presence of heavy vehicles
in the upgrade traffic stream, computed as de-
scribed subsequently.
JHi
This relationship for specific grades is generally not applied
to grades of less than 3 percent or shorter than 1/2 mile.
2. Adjustment for v/c ratio -Table 8-7 shows values of v/c
ratio related to percent grade, average upgrade speed. and per-
cent no passing zones. The values shown are the ratio of flow
rate to an ideal capacity of 2.800 pcph, and assume that pas-
senger cars are unaffected by extended grades. Another adjust-
ment is applied to account for the impacts of grades on
passenger -car operation. This is an important point. because a
v/c ratio of 1.00 in Table 8-7 DOES NOT necessarily signify
capacity. The solution for capacity of an extended grade is
discussed later. However, solutions for capacity or service flow
rate exceeding 2.000 vph total indicates that the specific grade
is not affecting operations and that the general terrain meth-
odology should be used.
Values of v/c approaching or equal to 0.00 mean that the
associated average upgrade speed is difficult or impossible to
achieve for the percent grade and percent no passing zones
indicated.
3. Adjustment for directional distribution -On extended
grades, the directional distribution can be a critical factor af-
fecting operations. Table 8-8 contains adjustment factors for a
range of directional distributions with a significant upgrade com-
ponent.
TABLE `-. VALUES OF v/C RATIO' VS. SPEED. PERCENT GRADE. AND PERCENT No PASSING ZONES FOR SPECIFIC GRADES
Ratio of flow raze to ideal capacity of 2.800 pcph, assuming passenger -car operation is unaffected by grade.
NOTE: Interpolate for intermediate values of "Percent No Passing Zone': round "Percent Grade" to the next higher integer value.
AVERAGE UPGRADE
SPEED
PERCENT NO PASSING ZONES
PERCENT GRADE
(MPH)
0
20
40
60
80
100
3
55
0.27
0.23
0.19
0.17
0.14
0.12
52.5
0.42
0.38
0.33
0.31
0.29
0.27
50
0.64
0.59
0.55
0.52
0.49
0.47
45
1.00
0.95
0.91
0.88
0.86
0.84
42.5
1.00
0.98
0.97
0.96
0.95
0.94
40
1.00
1.00
1.00
1.00
1.00
1.00
4
55
0.25
0.21
0.18
0.16
0.13
0.11
52.5
0.40
0.36
0.31
0.29
0.27
0.25
50
0.61
0.56
0.52
0.49
0.47
0.45
45
0.97
0.92
0.88
0.85
0.83
0.81
42.5
0.99
0.96
0.95
0.94
0.93
0.92
40
1.00
1.00
1.00
1.00
1.00
1.00
5
55
0.21
0.17
0.14
0.12
0.10
0.08
52.5
0.36
0.31
0.27
0.24
0.22
0.20
50
0.57
0.49
0.45
0.41
0.39
0.37
45
0.93
0.84
0.79
0.75
0.72
0.70
42.5
0.97
0.90
0.87
0.85
0.83
0.82
40
0.98
0.96
0.95
0.94
0.93
0.92
35
1.00
1.00
1.00
1.00
1.00
1.00
6
55
0.12
0.10
0.08
0.06
0.05
0.04
52.5
0.27
0.22
0.18
0.16
0.14
0.13
50
0.48
0.40
0.35
0.31
0.28
0.26
45
0.85
0.76
0.68
0.63
0.59
0.55
42.5
0.93
0.84
0.78
0.74
0.70
0.67
40
0.97
0.91
0.87
0.83
0.81
0.78
35
1.00
0.96
0.95
0.93
0.91
0.90
30
1.00
0.99
0.99
0.98
0.98
0.98
7
55
0.00
0.00
0.00
0.00
0.00
0.00
52.5
0.13
0.10
0.08
0.07
0.05
0.04
50
0.34
0.27
0.22
0.18
0.15
0.12
45
0.77
0.65
0.55
0.46
0.40
0.35
42.5
0.86
0.75
0.67
0.60
0.54
0.48
40
0.93
0.82
0.75
0.69
0.64
0.59
35
1.00
0.91
0.87
0.82
0.79
0.76
30
1.00
0.95
0.92
0.90
0.88
0.86
Ratio of flow raze to ideal capacity of 2.800 pcph, assuming passenger -car operation is unaffected by grade.
NOTE: Interpolate for intermediate values of "Percent No Passing Zone': round "Percent Grade" to the next higher integer value.
TWO-LANE HIGHWAYS 8-11
TABLE 8-S. AD%LSTSSENT FACTOR FOR DIRECTIONAL DISTRIBUTION
ON SPECIFIC GRADES, f,
PERCENT OF TRAFFIC
ON L PGR.ADE ADJUSTMENT FACTOR
100
90
80
70
60
50
40
<30
0.58
0.64
0.70
0.78
0.87
1.00
1.20
1.50
4. Adjustment for narrok lanes and/or restricted shoulder
width—The impact of narrow lanes and/or restricted shoulder
widths on grades is the same as for general terrain segments.
The appropriate factor is selected from Table 8-5, presented
previously.
5. Adjustment for passenger cars on grades—The v/c ratios
of Table 8 assume that passenger cars will maintain their speed
on grades if unimpeded. Recent studies (1,2) have indicated that
passenger -car operation is affected by grades. even where heavy
vehicles are not present in the traffic stream. The factorf, adjusts
the v/c ratios of Table 8-7 to account for this effect. The factor
is computed as:
where:
�8
PP =
fg= 111 + (PI)j (8-4)
adjustment factor for the operation of passenger cars
on trades;
proportion of passenger cars in the upgrade traffic
stream. expressed as a decimal;
Ir = impedance factor for passenger cars, computed as:
IP = 0.02 (E — E,) (8-5)
E = base passenger -car equivalent for a given percent
grade. length of grade, and speed, selected from Table
8-9: and
E, = base passenger -car equivalent for 0 percent grade and
a given speed, selected from Table 8-9.
The passenger -car equivalents of Table 8-9 are used for both
the passenger -car and heavy vehicle adjustment factors. The
passenger -car factor adjusts from the base v/c ratios, which
assume no operational impact of grades on cars, to prevailing
conditions of grade. The heavy vehicle adjustment factor is based
on passenger -car equivalents related to passenger cars operating
on the grade specified.
6. Adjustment for heavy vehicles in the traffic stream—The
adjustment factor for heavy vehicles is computed as follows:
JHS = 1/(1 - PH, (EN,. -1)]
where:
(8-6)
fH, = adjustment factor for the presence of heavy vehicles
in the upgrade traffic stream;
P7/HI
total proportion of heavy vehicles (trucks - RV's
— buses) in the upgrade traffic stream;
passenger -car equivalent for specific mix of heavy
vehicles present in the upgrade traffic stream, com-
puted as:
EH, = I + (0.25 -- PT/H)) (E — 1) (8-7)
proportion of trucks among heavy vehicles. i.e., the
proportion of trucks in the traffic stream divided
by the total proportion of heavy vehicles in the
traffic stream; and
E = base passenger -car equivalent for a given percent
grade, length of grade, and speed, selected from
Table 8-9.
The passenger -car equivalents presented in Table 8-9 repre-
sent an average mix of trucks. recreational vehicles, and buses
in the traffic stream. This average mix is for 14 percent trucks,
4 percent RV's. and no buses. The values of EH,, computed by
this procedure yield equivalent volumes which travel at the same
average overall speed as the actual mixed traffic stream under
stable flow conditions. Any tendency of vehicles to stall or
perform sluggishly at high volume levels and power require-
ments is not accounted for in these procedures.
The existence of heavy vehicles on two-lane highway grades
is a particularly difficult problem. because an increase in for-
mation of platoons is caused at the same time as passing re-
strictions usually also increase. Thus, the decision of whether
to provide a climbing lane for heavy vehicles is often a critical
one for extended grades on two-lane highways. A common
criterion sometimes used in the design of grades is to include a
climbing lane where the operating speed of trucks falls 10 mph
or more (11). Figures 8-2 and 8-3 show speed reduction curves
for a 200 -lb /hp truck and a 300-lb/hp truck. The former is
considered indicative of a representative truck for the average
mix of trucks occurring on two-lane highways. The latter is
representative of a "heavy" truck, such as heavily loaded farm
vehicles, coal carriers, gravel carriers. or log carriers. The choice
of which type of truck should be used is based on safety con-
siderations. Speed reduction is related to the steepness and length
of the grade in Figures 8-2 and 8-3. For a more detailed depiction
of the operating characteristics of trucks on extended upgrades,
the truck performance curves included in Appendix I of Chapter
3 may be consulted.
In addition to the 10 -mph speed reduction criterion. a climb-
ing lane might be considered wherever a level -of -service analysis
indicates a serious deterioration in operating quality on an ex-
tended grade when compared to the adjacent approach segment
of the same highway.
Heavy vehicles in the traffic stream on extended grades also
cause. delay to other vehicles. Delay can be evaluated as the
difference in travel time between what vehicles could achieve if
unimpeded by heavy vehicles and the travel time actually ex-
perienced in the mixed traffic stream. Sample calculations il-
lustrate the computation of this delay.
7. Capacity of specific grade segments—Sections 1 through
6 above describe the computation of service flow rates on specific
two-lane highway grades. For levels -of -service A through D,
this is a simple process. The speed relating to the desired LOS
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
8-12
RURAL HIGHWAYS
TABLE 8-9. PASSENGER -CAR EQUIVALENTS FOR SPECIFIC GRADES ON TWO-LANE RURAL HIGHWAYS, E AND E,
GRADE
(%)
LENGTH
OF
GRADE
(MI)
AVERAGE UPGRADE SPEED (MPH)
55.0
52.5
50.0
45.0
40.0
30.0
0
All
2.1
1.8
1.6
1.4
1.3
1.3
3
'/.
2.9
2.3
2.0
1.7
1.6
1.5
3.7
2.9
2.4
2.0
1.8
1.7
'/.
4.8
3.6
2.9
2.3
2.0
1.9
1
6.5
4.6
3.5
2.6
2.3
2.1
1%
11.2
6.6
5.1
3.4
2.9
2.5
2
19.8
9.3
6.7
4.6
3.7
2.9
3
71.0
21.0
10.8
7.3
5.6
3.8
4
48.0
20.5
11.3
7.7
4.9
4
%
3.2
2.5
2.2
1.8
1.7
1.6
1/2
44
3.4
2.8
2.2
2.0
1.9
%
6.3
4.4
3.5
2.7
2.3
2.1
1
9.6
6.3
4.5
3.2
2.7
2.4
I%
19.5
10.3
7.4
4.7
3.8
3.1
2
43.0
16.1
10.8
6.9
5.3
3.8
3
•
48.0
20.0
12.5
9.0
5.5
4
a
a
51.0
22.8
13.8
7.4
5/.
3.6
2.8
2.3
2.0
1.8
1.7
'/2
5.4
3.9
3.2
2.5
2.2
2.0
%
8.3
5.7
4.3
3.1
2.7
2.4
1
14.1
8.4
5.9
4.0
3.3
2.8
1%
34.0
16.0
10.8
6.3
4.9
3.8
2
91.0
28.3
17.4
10.2
7.5
4.8
3
'
'
37.0
22.0
14.6
7.8
4
'
•
55.0
25.0
11.5
6
'/.
4.0
3.1
2.5
2.1
1.9
1.8
6.5
4.8
3.7
2.8
2.4
2.2
'/.
11.0
7.2
5.2
3.7
3.1
2.7
1
20.4
11.7
7.8
4.9
4.0
3.3
1%
60.0
25.2
16.0
8.5
6.4
4.7
2
•
50.0
28.2
15.3
10.7
6.3
3
'
'
70.0
38.0
23.9
11.3
4
a
a
a
90.0
45.0
18.1
7
'/.
4.5
3.4
2.7
2.2
2.0
1.9
7.9
5.7
4.2
3.2
2.7
2.4
3/.
14.5
9.1
6.3
4.3
3.6
3.0
I
31.4
16.0
10.0
6.1
4.8
3.8
11/2
39.5
23.5
11.5
8.4
5.8
2
88.0
46.0
22.8
15.4
8.2
3
•
66.0
38.5
16.1
4
a
a
a
a
s
28.0
'Speed not attainable on grade specified.
NOTE: Round "Percent Grade" to next higher integer value.
is selected from Table 8-2, and appropriate adjustment factors
are selected for use in Eq. 8-3.
The service flow rate at capacity, i.e., SFE, is not as easily
determined, because the speed at which it occurs varies de-
pending on the percent and length of the grade in question. For
the normal range of grades, i.e., 3 to 7 percent up to 4 miles
long, capacity may occur at speeds ranging from 25 to 40 mph.
The speed at which capacity occurs is related to the flow rate
at capacity by the following equation:
S, = 25 + 3.75(v,/ 1000)2 (8-8)
where:
S, = speed at which capacity occurs, in mph: and
v, = flow rate at capacity, in mixed vph.
For convenience, the equation predicts upgrade speeds based
on total two-way flow rates. The equation is valid for speed up
to 40 mph.
If the service flow rates computed for various speeds using
Eq. 8-3 and the capacity speed vs. capacity flow rate relationship
of Eq. 8-8 are plotted, the two curves will intersect. The inter-
TWO -L NNE HIGHWAYS
UPGRADE (%)
10
9
8
7
6
5
4
3
2
SPEED REDUCTION BELOW AVERAGE
RUNNING SPEED OF ALL TRAFFIC (mph )
20
15
INITIAL SPEED= 55 mph
0 2000 4000 6000 8000
LENGTH OF GRADE (ft. )
Figure 8-2. Speed reduction curve for a 200-lb/hp truck
section defines both the speed at capacity and the flow rate at
capacity for the grade in question. This procedure for deter-
mining capacity- is illustrated in the sample calculations.
HIGHWAY SYSTEM PLANNING
The planning procedure enables highway operating agencies
to perform very general planning and policy studies of a rural
two-lane highway system. Traffic, geometric, and terrain data
would be only generally classified, with traffic demand expressed
in terms of an average annual daily traffic (AADT), perhaps of
some future forecast year.
Table 8-10 presents estimated maximum AADT's for two-
lane highways as related to:
1. Level of service.
2. Type of terrain.
3. Design hour factor, K.
The levels of service refer to operating conditions within the
peak 15 -min period of the day. In constructing Table 8-10, the
default values of the peak hour factor (PHF) shown in Table
8-3 were assumed. For each level of service, the related percent
time delay criteria were applied across all three types of terrain.
The planning criteria also assume a typical traffic mix of 14
percent trucks. 4 percent RV's, and no buses. A 60/40 direc-
tional split is used, along with percent no passing zone values
of 20 percent. 40 percent, and 60 percent for level, rolling, and
mountainous terrain, respectively. Ideal geometrics of 12 -ft
lanes, 6 -ft shoulders, and 60 -mph design speed were used.
8-13
9
8
7
e 6
0
0 5
tr 4
3
2
SPEED REDUCTION BELOW
AVERAGE RUNNING
SPEED OF ALL TRAFFIC (mph)
20
15
10
INITIAL SPEED= 55mp
1 1 1
0 500 1000 1500 2000
LENGTH OF GRADE (ft.)
Figure 8-3. Speed reduction curve for a 300-1b/hp truck
The AADT's presented in Table 8-10 illustrate a wide range
of conditions. and were computed from service flow rates as
follows:
where:
AADT, _
SF =
PHF =
K=
AADT, = SF, X PHF/K (8-9)
the maximum AADT for level -of -service i, based
on the assumed conditions described above; vpd;
maximum service flow rate for level -of -service i,
computed from Eq. 8-3, based on the assumed con-
ditions described above, in vph;
peak hour factor, selected from Table 8-3 for the
indicated level of service; and
design hour factor, i.e., the proportion of AADT
expected to occur in the design hour.
The K -factor is normally expressed in design problems as
DHV = AADT X K, where the DHV is the total two-way
design hour volume, and K is estimated from the ratio of the
30th HV to the AADT from a similar site. The 30th HV is the
30th highest hourly volume during the year and is often used
as a design volume for rural highways. Since the DHV should
be less than SF, for the selected level of service, the actual AADT
for a road should be less than the maximum value shown in
Table 8-10. Traffic conditions occurring during the highest
hourly volume of the year (1st HV) would usually be no worse
than one level of service less than that existing for the 30th HV
for most rural highways.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
8-14
TABLE S-10. MAXIMUM AADT's VS
RURAL HIGHWAYS
LEVEL OF SERVICE AND TYPE OF TERRAIN FOR TWO-LANE RURAL HIGHWAYS
K -FACTOR
LEVEL OF SERVICE
A
B
C
D
E
LEVEL TERRAIN
0.10
2,400
4,800
7,900
13,500
22.900
0.11
2,200
4.400
7.200
12.200
20.800
0.12
2,000
4.000
6,600
11,200
19,000
0.13
1,900
3.700
6,100
10,400
17,600
0.14
1,700
3,400
5.700
9,600
16,300
0.15
1,600
3.200
5,300
9,000
15,200
ROLLING TERRAIN
0.10
1,100
2,800
5,200
8,000
14,800
0.11
1,000
2.500
4,700
7,200
13,500
0.12
900
2.300
4.400
6,600
12,300
0.13
900
2,100
4,000
6,100
11,400
0.14
800
2,000
3,700
5,700
10,600
0.15
700
1.800
3,500
5,300
9,900
.MOUNTAINOUS TERRAIN
0.10
500
1.300
2,400
3,700
8,100
0.11
400
1.200
2,200
3,400
7.300
0.12
400
1,100
2,000
3,100
6,700
0.13
400
1,000
1,800
2,900
6,200
0.14
300
900
1,700
2,700
5,800
0.15
300
900
1,600
2.500
5,400
NOTE All values rounded to the nearest 100 vpd. Assumed conditions include 60/40 directional split. 14 percent trucks. 4 percent RV's, no buses. and PHF values from Table 8-3. For level
terrain.:0 percent no passing zones were assumed; for rolling terrain. 40 percent no passing zones: for mountainous terrain. 60 percent no passing zones.
III. PROCEDURES FOR APPLICATION
The methodology described in the previous section is generally
applied in either the operational analysis or planning modes.
Design computations, as used in this manual, focus on the
determination of the number of lanes required for a given facility.
Such computations have little significance for two-lane high-
ways, where the number of lanes is fixed. Such design features
as horizontal and vertical alignment, however, have a significant
impact on operations. Operational analyses can be performed
for alternative designs to document this impact. Where com-
putations indicate that a two-lane highway is not adequate for
existing or projected demands, various multilane options may
be considered and analyzed using other chapters of this manual.
A separate section of this chapter deals with operational and
design measures for two-lane highways, short of reconstructing
the entire highway as a multilane facility. This material should
be consulted where a two-lane facility presently has or is ex-
pected to experience operational difficulties.
OPERATIONAL ANALYSIS OF GENERAL TERRAIN
SEGMENTS
The objective in operational analysis is to determine the level
of service for a given segment or segments of roadway for a
known existing set of conditions, or for a future set of conditions
which are hypothesized and/or forecast. The general approach
will be to compute service flow rates for each level of service
and compare these values with the existing flow rate on the
facility. This is done using Eq. 8-1:
SF, = 2,800 X (v/c), Xf x Xf„,
where all terms are as previously defined. A service flow rate
for each LOS is computed because the heavy vehicle factor varies
with LOS, and a direct solution of the equation for v/c ratio
would be iterative. Users preferring to solve for v/c may do so,
but must iterate until the assumed LOS used in computing the
heavy vehicle factor is the same as that indicated by the v/c
ratio found.
In general, the following computational steps are used. Com-
putations may be conveniently performed on the worksheet il-
lustrated in Figure 8-4.
1. Summarize all input data on traffic and roadway conditions,
including:
. Existing or forecast peak hour volume, in vph.
. Peak hour factor, PHF, from local data or default value
selected from Table 8-3.
. Traffic composition (% trucks, % RV's, % buses).
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Poe k,entthcattcr Date. Tone
Checked by
.Name
I GEOMETRIC DATA
(----I
Destat Spee_ mph
j o
/
/
NORTHt
,
% No Pass: ,%
Tenatn tL 5
thou...
5�,�-� t Lev:— rtu
t
II. TRAFFIC DATA
Total \dune. 8o n. vph Dtrtctto,ul
Duenbuttor
Row Rate - Votumt - PHF Traffic Compostoon
- - PHF
4- %R\
_%B
_ __
III. LEVEL OF SERV -K.1 ANALYSIS
55 _ iC 6t. ct x f, x l_ x ft„
f„,-1/II- P.Z.-11-
P,(i,-1` - P,E.,-11!
LOS SF - 2&\'''' 1, I_ X 1,,
TaNe 1: Table 5.4 j Table -8.5 !
5,
E. ' 5, 5,15, E,
Table 8.6 Tat, 5-6 I TaNe 8.6
A : &1'
2 MC
:BT
n tss
E :Sl'
IV COMMENTS Fa.. Rate vph
LDS—
. Directional distribution of traffic.
• Terrain type.
. Lane and usable shoulder widths, in ft.
• Design speed, in mph.
2. Select appropriate values of the following factors for each
LOS from the tables indicated:
• The v/c ratio from Table 8-1.
. The directional distribution factor, f„ from Table 8-4.
. The lane width and shoulder width factor, f„„ from Table
8-5.
. Passenger -car equivalents, ET, ER, and EB, for trucks,
RV's, and buses, from Table 8-6.
3. Compute the heavy vehicle factor, f,,,,, for each LOS from:
Jyl = 1/[1 + PT(ET-1) + PR(ER-1) + PB(EB-1)]
4. Compute the service flow rate, SF, for each LOS from:
SF, = 2,800 X (v/c), X f, X f X fM,.
5. Convert the existing or forecast volume to an equivalent flow
rate, as follows: v = V/PHF.
6. Compare the actual flow rate of step 5 with the service flow
rate of step 4 to determine the level of service.
Where the level of service is found to be inadequate, the
8-15
Figure 8-4. Worksheet for operational analysis of general
terrain segments.
alleviation measures presented in the next section should be
considered, as well as the expansion of the facility to four or
more lanes. Expansion to a multilane facility should be examined
using the methodology presented in Chapter 7.
OPERATIONAL ANALYSIS OF SPECIFIC GRADES
The operational analysis of specific grades is similar to the
procedure for general terrain segments. The level of service for
the upgrade direction is sought, and is found by comparing an
actual two-way flow rate to the service flow rates for the various
levels of service. As noted in the "Methodology” section, how-
ever, the determination of capacity for specific grades requires
the plotting of a service flow rate -speed curve, and a curve
representing the relationship of speed at capacity to flow rate
at capacity. The worksheet shown in Figure 8-5 is used to
simplify the following computational steps.
1. Summarize all required input data on traffic and roadway
conditions, including:
. Existing or forecast peak hour volume, in vph.
. Peak hour factor, PHF, from local data or default value
from Table 8-3.
. Traffic composition (% trucks, % RV's, % buses, %
passenger cars).
. Directional distribution of traffic.
E N 1 EN all UN MN E w — 1— I MN —— iIlia
WORKSHEET FOR SPECIFIC GRADES Page 1
Site Identification: Date Time
Name: Checked by
1. GEOMETRIC DATA
Shoulder Design Speed- mph
n
O Grade: % mi
NORTI { % No Passing Zones.
It
'.h. Id,v It
II. TRAFFIC DATA
Total Volume, Both Dir. vph Directional Distribution.
Flow Rate = Volume _ PI -IF Traffic Composition: %T,—%RV, %B
= — PDF:
--
111. SOLVING FOR ADJUSTMENT FACTORS I. AND
1x-1/11+1' I,J
1,,0.02(E—E„)
f„,
IHv-1/114-Puv(EHv-1))
E,w-=1+(0.25+P,,,,v)(E-1)
Speed
(mph)
Pr,
le
E
Table 8-9
E,
Table 8-9
fb
Puy
EHV
Pr/Hv
(Pr/PHV)
E
Table 8-9
11-1,
55
'Tering. grade dorm not
52.5
p°e l vs. F\'w
control — use
terrain methodology
4
50
45
40
30
IV. SOLVING FOR SERVICE FLOW RATE
Speed (mph)
SF
2,800
X v/c
Table 8-7
X fa X
Table 8-8
f„ X
Table 8-5
f` X
f„r
55 (LOS A)
2,800
52.5
2,800
50 (LOS B)
2,800
45 (LOS C)
2,800
40 (LOS D)
2,800
30
2,800
WORKSHEET FOR SPECIFIC GRADES
Page 2
V. PLOT SF vs Speed
UPGRADE SPEED (mph)
55
50
45
40
35
30
25
20
0 300 500
1000 1500
SERVICE FLOW RATE (vph)
Intersection of Capacity Speed vs Flow curve with Service Flow Rate vs Speed curve defines
Capacity, SF„ and Speed at Capacity, S,
2000
2500
2800
VI. LEVEL OF SERVICE ANALYSIS
SF
LOS (from Worksheet)
A
B
C
E
Actual
Flow Rate
Level
of
Service
Comments:
Figure 8-5(a). Worksheet for operational analysis of specific grades on two-lane highways Figure 8-5(b). Worksheet for operational analysis of specific grades on two-lane highways
(page 1). (page 2).
CIN
MHDIH 1V2if f
'Tering. grade dorm not
eaPaUry
p°e l vs. F\'w
control — use
terrain methodology
4
0 300 500
1000 1500
SERVICE FLOW RATE (vph)
Intersection of Capacity Speed vs Flow curve with Service Flow Rate vs Speed curve defines
Capacity, SF„ and Speed at Capacity, S,
2000
2500
2800
VI. LEVEL OF SERVICE ANALYSIS
SF
LOS (from Worksheet)
A
B
C
E
Actual
Flow Rate
Level
of
Service
Comments:
Figure 8-5(a). Worksheet for operational analysis of specific grades on two-lane highways Figure 8-5(b). Worksheet for operational analysis of specific grades on two-lane highways
(page 1). (page 2).
CIN
MHDIH 1V2if f
TWO-LANE HIGHWAYS
. Percent grade.
. Percent no passing zones.
• Length of grade, in miles.
. Lane and usable shoulder width, in ft.
. Design speed, in mph.
2. Select values of the following factors from the indicated tables
for the following average speeds: 55 mph (LOS A), 52.5 mph,
50 mph (LOS B), 45 mph (LOS C), 40 mph (LOS D), and
30 mph. This range of speeds will allow the plotting of a
service flow rate vs. speed curve to fmd capacity and the
speed at capacity.
• The v/c ratio from Table 8-7.
. The directional distribution factor, ft, from Table 8-8.
• The lane and shoulder width factor, f , from Table 8-5.
. The passenger -car equivalent, E, for the percent and
Iength of grade, from Table 8-9.
• The passenger -car equivalent, E„ for a 0 percent grade,
from Table 8-9.
3. Compute the grade factor, fr, as follows:
fs = 1/[1 + Polo]
1, = 0.02(E — E,)
where all values are as previously defined.
4. Compute the heavy vehicle factor, fHV, for each of the speeds
noted in step 2 as follows:
f,V - 1/[1 + PHV(EHV — 1)]
EH, = 1 + (0.25 + PT/Hv)(E — 1)
PT/HV = F -/[Pr + PR + PB]
where all values are as previously defined.
5. Compute the service flow rate, SF, for each of the speeds
noted in step 2 as follows:
SF, = 2,800 X (v/c),XfeXI Xf1XIHV
8-17
6. Plot the service flow rates vs. speeds resulting from the
computations of steps 2-5 on the grid included in the work-
sheet of Figure 8-5. Note that the curve for speed at capacity
vs. flow rate at capacity is already drawn on this grid.
7. Find the speed at capacity and the service flow rate at
capacity from the intersection of the two curves on the plot
of step 6.
8 Summarize the service flow rates for each level of service
on the worksheet as indicated.
9. Convert the actual or forecast volume to a flow rate, as
follows: v = V/PHF.
10. Compare the actual flow rate of step 9 with the service flow
rates of step 8 to determine the level of service.
As with general terrain segments, a two-lane highway grade
displaying unacceptable operating conditions would be consid-
ered for improvement. If heavy vehicles on the upgrade are the
principal difficulty, the addition of a truck climbing lane should
be considered. If operational problems are more broad-based,
any of the alleviation techniques discussed in the next section
could be considered, as well as expansion of the facility to four
or more lanes. Again, the multilane option would be examined
using procedures in Chapter 7.
PLANNING
The highway system planning technique described in the
"Methodology" section is easily applied. Table 8-10 may be
entered with a known or forecast AADT to determine expected
level of service during the peak 15 min of flow, or with a known
LOS to find the maximum allowable AADT. No computations
are needed to use this table, although users are cautioned that
any conditions varying widely from those noted in the footnotes
to Table 8-10 will indicate the need to conduct an operational
analysis for the facility in question.
Users may also find Table 8-10 useful in making preliminary
estimates of LOS in general terrain segment analysis.
IV. DESIGN AND OPERATIONAL TREATMENTS
Addressing those operational problems that may exist on rural
two-lane highways requires an understanding of the nature of
two-lane highway systems. Only about 30 percent of all travel
in the United States occurs on rural two-lane roads, even though
this network comprises 80 percent of all paved rural highways.
For the most part, two-lane highways carry light traffic and
experience few operational problems. Highway agencies are typ-
ically more concerned with pavement maintenance and roadside
safety issues on such highways.
Some two-lane highways, however, periodically experience
severe operational and safety problems due to a variety of traffic,
geometric, and environmental causes. Special treatments for
such highways may be needed before capacity levels are ap-
proached. In some areas, the two-lane rural arterial system
carries a disproportionately large share of rural traffic, including
significant components involved in interstate commerce. Many
of these highways are located near major urban areas and are
experiencing rapid growth in traffic. Heavy turning movements
to roadside developments can block through traffic and increase
delay.
8-18
RURAL HIGHWAYS
As much as 60 percent of all two-lane highway mileage is
located in terrain classified as rolling or mountainous. This.
coupled with occasionally high opposing volumes. is not favor-
able to either passing or turning maneuvers. When these and
other rural highways experience increased recreational travel.
major operational problems may arise. Large numbers of rec-
reational and other heavy vehicles in the traffic stream increase
the demand for passing, while at the same time, making such
maneuvers more difficult. Two-lane highways serving as major
routes to recreational areas may operate at or near capacity on
weekends in peak seasons.
When any of the foregoing situations exist. the frequent result
is a reduced level of service. increased platooning, increased
delay, an increase in questionable passing maneuvers, and gen-
erally frustrated drivers. Nevertheless, many such situations do
not justify the reconstruction of the two-lane highway to a full
multilane facility. In these cases, one or more of the special
design and/or operational treatments discussed in this section
may be useful.
A wide range of design and operational solutions are needed
to address the variety of problems encountered on two-lane
highways. The operational and/or safety problems on a partic-
ular section may be so severe as to call for an expansion of the
facility to four or more lanes. However, limited reconstruction
funds, difficult terrain, and other problems may not always
permit full reconstruction of a two-lane facility as a multilane
highway. Less costly and less environmentally disruptive solu-
tions may be required. Highways experiencing less severe op-
erational and/or safety problems, together with those
experiencing site-specific reductions in level of service, may be
candidates for treatment with one or more of the following
alleviation techniques:
1. Realignment to improve passing sight distance.
2. Use of paved shoulders.
3. Three -lane roadways with two lanes designated for travel
in one direction (passing prohibited or permitted in opposing
direction).
4. Three -lane road sections with continuous two-way median
left -turn lanes.
5. Three -lane roadway with reversible center lane.
6. Special intersection treatments.
7. Truck or heavy vehicle climbing lanes.
8. Turnouts.
9. Short four -lane segments.
Selection of the appropriate treatment requires identification
of the probable causes of the operational and safety problems
existing, and the determination of cost-effectiveness of the design
alternatives for a given set of highway geometric, traffic, and
system constraints. The following discussions address the use
of alleviation measures on two-lane highways. They are intended
to provide the user with general information, and should not
be construed as firm guidelines or criteria.
PASSING SIGHT DISTANCE
The opportunity to pass, given a constant volume, is a function
of the availability of passing sight distance. Provision of passing
sight distance is an important component in basic two-lane
highway design and, as illustrated by Tables 8-1 and 8-7, has
a critical impact on capacity and service flow rate. Where long
queues are likely to form because of severe passing restrictions,
every effort should be made to continuously and completely
disperse the platoon once significant passing sight distance is
regained. In these passing sections, short segments with passing
sight distance restrictions should be avoided where possible.
Inclusion of periodic passing lanes for each direction should be
considered where the distance between segments with passing
sight distance available is long and queuing extensive.
PAVED SHOULDERS
A roadway that is constructed with structurally adequate
paved shoulders can be used to assist in dispersal and breakup
of platoons. Slower moving vehicles may temporarily use the
shoulder to permit faster vehicles to pass, returning to the travel
lane when passing maneuvers have been completed. In Texas
and Canada, where some agencies construct wide shoulders for
a total roadway width of 40 to 44 ft, a high percentage of the
driving population uses the shoulder in this manner—partic-
ularly in western Canada where long distance recreational travel
is heavy during the summer. Illustration 8-2 presents a typical
use of paved shoulders as described previously.
Five states allow the use of shoulders for slow-moving vehicles
at all times. An additional ten states permit such use under
specified conditions.
THREE -LANE HIGHWAYS
Three -lane roadways are a rational intermediate solution to
four -lane expansions for two-lane highways experiencing oper-
ational problems. Because of funding and terrain constraints,
three -lane roadways may be considered for spot and segment
improvements. There are numerous methods for using the third
travel lane on such segments.
In the 1940's and 1950's, the third (center) lane was used for
passing by vehicles in either direction—the first vehicle to oc-
cupy the center lane had the right-of-way. This condition was
found to be hazardous, particularly in hilly terrain. This use of
three -lane highways in the United States has been generally
discontinued.
Other three -lane highway treatments are being safely and
efficiently applied. including the use of passing lanes, turning
lanes, and climbing lanes.
Passing Lanes
This three -lane roadway design assigns the third (center) lane
to one direction of travel for a short distance (approximately 1
mile), then alternates the assignment of the passing lane to the
other direction. This cyclic process may be continued along an
entire highway section, or may be combined in an urban fringe
area with two-way left -turn lanes and/or specific intersection
turning treatments.
In a rural setting, intermittently spaced passing lane sections
have been successfully used to break up platoons and reduce
delay. Two lanes are provided for unimpeded passing in one
direction for 1 to 2 miles followed by a transition to two lanes
Illustration 8-2. Slow-moving vehicle
uses the shoulder of a two-lane rural
highway. permitting faster vehicles to
pass.
TWO-LANE HIGHVV AYS
8-19
of similar design for the opposing flow. Advance signing advises
motorists of the next upcoming passing lane to reduce driver
anxiety and frustration. Two operational markings are practiced:
passing m the single -lane direction may be permitted if passing
sight distance is available, or passing in the single -lane direction
may be prohibited. Figure 8-6 depicts these markings, and var-
ious methods of providing for the transition when the direction
of the passing lane is changed. Permissive passing for the one -
lane direction is not used by some agencies when the AADT
exceeds about 3,000 vpd.
3. Typical two-way marking; passing permitted from single lane.
h Typical two-way marking; passing prohibited from single lane.
lineOfte
41.81
d mar _
off_ t
Lne Une
= =
EEC
003
Lane Une
=
io
` Pa
1114, t na/
` PR
•
0
•
• •
•
loft
0
c Typical transition marking arrangements.
Figure 8-6. Use of third lane for passing lanes.
8-20
RURAL HIGHWAYS
TABLE 8-11. SPACING OF PASSING LANES ON TWO-LANE HIGHWAYS
Two -Way Peak Hourly Volume (vph) 400 300 200
Distance to Next Passing Lane (miles)
5 6.5 9
An analytic study of passing lane requirements was conducted
in Ontario, Canada (7). This study recommended that passing
lanes should consistently be from 1.0 to 1.25 miles long. This
length was found to be adequate to disperse most platoons, to
provide for additional transition zones, and yet not be too long
to change drivers' expectations about the true nature of the
highway. Table 8-11 gives the recommended spacing between
passing lanes in a given direction which resulted from the study.
Continuous Two -Way Median Lett -Turn Lanes
On two-lane highways having sizable left -turn traffic, a single
travel lane in each direction often becomes subject to long delays
as vehicles await opportunities to complete left turns. By pro-
viding a continuous refuge area for left -turning traffic, the two-
way left -turn lane can help to maintain through traffic capacity,
with the added benefit of separating opposing flows. The ability
to pass, however, is eliminated.
Two-way left -turn lanes are not usually used where speeds
are less than 25 mph or more than 50 mph, and are most often
used in urban fringe areas or on a major route passing through
a small town or village.
Reversible Lane
This is another use of the third (center) lane of a three -lane
highway which is most applicable where travel demands are of
a tidal nature—that is, extreme directional splits occur. The
center lane is reversed by time of day to match the peak flow.
The center lane is controlled by overhead signs or traffic signals
indicating the direction of travel assigned at the time. Passing
is not permitted in this application in the direction of the single
lane.
The reversible lane technique is most applicable to routes
joining residential areas and high -employment centers, and for
many recreational routes.
Intersection Treatments
Conventional analysis of two-lane highways assumes unin-
terrupted flow, which is normally representative of rural con-
ditions. With increasing development occurring in some rural
areas, and in suburban fringe areas, the demand for high-volume
access and egress can grow. Major intersections along two-lane
highways become more common and important to the overall
quality of flow on main routes. Adequate protected turning lanes
for both left and right turns are useful in minimizing disruption
to through traffic. Bypass lanes for through traffic may be con-
sidered where a protected left -turn lane is not feasible, partic-
ularly where paved shoulders are provided and/or where T -
intersections are involved.
Detailed analysis of intersections may be performed using the
procedures of Chapter 9, "Signalized Intersections," and Chap-
ter 10, "Unsignalized Intersections."
Climbing Lanes
Traditional climbing lanes also form three -lane cross sections
when used in conjunction with two-lane highways. They are
generally applied as a spot improvement, most often on steep,
sustained grades which cause heavy vehicles, particularly heavy
trucks, to travel at slow speeds. This reduces capacity, creates
platoons, and increases delay. Additionally, safety problems may
arise when the reduction in speed of heavy trucks exceeds 10
mph along the grade.
Estimated operating speed characteristics of trucks are illus-
trated in Figures I.3-1, I.3-2, and I.3-3 in Appendix I of Chapter
3. Resulting lengths of grade producing 10 -mph speed reductions
are plotted in Figures 8-2 and 8-3, presented earlier in this
chapter. AASHTO presently warrants a climbing lane wherever
the speed of a 300-lb/hp truck is reduced by 10 mph or more
and the volume and percentage of heavy trucks justify the added
cost. One set of criteria that might be applied to reflect the
economic considerations is:
1. Upgrade traffic flow rate exceeds 200 vph.
2. Upgrade truck flow rate exceeds 20 vph.
3. One of the following conditions exists:
• Level -of -service E or F exists on the grade.
. A reduction of two or more levels of service is experi-
enced when moving from the approach segment to the
grade.
. A 10 -mph or greater speed reduction is expected for a
typical heavy truck.
These general guides for the consideration of climbing lanes
on grades would apply only to climbing lanes on two-lane high-
ways and should not be used in conjunction with consideration
of climbing lanes on multilane highways.
Turnouts
The use of turnouts for improving the level of service on two-
lane, two-way highways is more prevalent in the rolling and
mountainous terrain of the western United States. Turnouts are
short segments of a third lane added to one side of the highway
or the other which permit slow vehicles at the head of platoons
to pull off the main roadway, allowing faster vehicles to pass.
Turnouts are used satisfactorily on both upgrades and down-
grades. as well as on level terrain, to improve traffic flow. Imped-
ing motorists are legally required to use turnouts where provided
under certain prescribed conditions, which vary by state.
A recent study of operational characteristics revealed that few
drivers actually stop at turnouts (8). Several additional conclu-
sions drawn from this study included:
1. Turnouts are safe when properly used.
2. A series of turnouts at regular intervals can provide con-
siderable delay reduction.
TWO-LANE HIGHWAYS
3. Turnouts are not a substitute for a passing or climbing
lane of adequate length.
4. About 10 percent of all platoon leaders use properly des-
ignated turnouts.
5. Large trucks tend to avoid turnouts.
Turnouts are a short but functional treatment of irritating
causes of operational delay. A western state recommends that
the length of turnouts vary with approach speed according to
the criteria of Table 8-12 (9).
Approach speeds of potential turnout -users vary with pre-
vailing traffic and roadway conditions, and differ between up-
grades and downgrades. Turnout lengths of more than 500 ft
are only used on downgrades exceeding 3 percent where high
approach speeds are expected to exist. Lengths greater than 600
ft are never designed, as drivers may mistakenly attempt to use
them as passing lanes.
SHORT FOUR -LANE SECTIONS
Short sections of four -lane cross section may be constructed
along a primarily two-lane highway to break up platoons, to
provide the desired frequency of safe passing zones, and to
eliminate interference from low -speed vehicles. Such sections
are particularly advantageous in rolling terrain, or where the
alignment is winding or the profile includes critical grades from
8-21
TABLE 8-12. LENGTH OF TURNOUTS ON TWO-LANE HIGHWAYS
Approach Speed
(mph)
25 30 40 50 55 60
Minimum
Length of Turn-
out (ft)
200 200 250 375 450 535
both directions. The decision to use a short four -lane segment,
as compared to using a three -lane option, may be based on long-
range planning objectives for the facility, availability of rights-
of-way, existing cross section. topography, and on the desire to
reduce platooning and passing problems.
The transition from a two-lane to a four -lane roadway should
be designed to provide sufficient sight distance for passing. For
the length of four -lane segments, AASHTO suggests that they
be sufficiently long to permit several vehicles in line behind a
slow-moving vehicle to pass before reaching the normal section
of two-lane highway. Four -lane sections of 1.0 to 1.5 miles
should be sufficiently long to dissipate most queues formed,
depending on volume and terrain conditions. Further, it is noted
that sections of four -lane highway, particularly divided sections,
longer than 2 miles may cause drivers to lose their sense of
awareness that the road is basically a two-lane facility.
V. SAMPLE CALCULATIONS
CALCULATION 1—FINDING SERVICE FLOW
RATES FOR A GENERAL TERRAIN SEGMENT
1. Description—A segment of rural two-lane highway is ex-
pected to have the following characteristics:
a. Roadway characteristics -70 -mph design speed; 12 -ft
lanes; 10 -ft paved shoulders; level terrain; 0 percent no
passing zones; length = 5 miles.
b. Traffic characteristics -70/30 directional split; 10 per-
cent trucks; 5 percent recreational vehicles; 1 percent
buses; 84 percent passenger cars.
What is the capacity of the section? What is the maximum flow
rate which can be accommodated at level -of -service C?
2. Solution—The solution to this problem is found by com-
puting the service flow rates for levels -of -service C and E (ca-
pacity), using Eq. 8.1:
SF, = 2,800 X (v /c ), X fd X L X flly
where
fR, = 1/[1 + PT(Er — 1) + PR (ER — 1) + PR (ER — 1)]
The following values are selected for use in these computa-
tions:
(v/c)e =
(v/c)E =
fd
f =
ET =
0.43 (Table 8-1, level terrain 0 percent no passing
zones, LOS C);
1.00 (Table 8-1, level terrain, 0 percent no passing
zones, LOS E);
0.89 (Table 8-4, 70/30 split);
1.00 (Table 8-5, 12 -ft lanes, > 6 -ft shoulders);
2.2 for LOS C, 2.0 for LOS E (Table 8-6, level
terrain);
ER = 2.5 for LOS C, 1.6 for LOS E (Table 8-6, level
terrain);
EB = 2.0 for LOS C, 1.6 for LOS E (Table 8-6, level
terrain);
Pr = 0.10 (Given);
PR = 0.05 (Given); and
PB = 0.01 (Given).
Then:
hi, (LOS C) = 1/[1 + 0.10(2.2 — 1) + 0.05(2.5 — 1) +
0.01(2.0 — 1)]
= 0.83
/Hy(LOS E)= 1/[1 + 0.10(2.0 — 1)+0.05(1.6— 1) +
0.01(1.6 — 1)]
= 0.88
IMO 1 I I NE E MN N 11111 N UN MB N MI NM M EN MN OM
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Sale Ilwy 3// --
Site Identification:._-_.. _. ___ -... _ _. Date:_ JL8/85 Time:._ 5-0 AU..
Name John Jonas Checked by:
_
I. GEOMETRIC DATA
Shoulder
10 Design Speed: 7p mph
NORTI I
n
% No Passing: _ Q --_-- - %
24 Terrain (L,R,M): L
Shoulder
it
10 Segment Length: 5 mi
11. TRAFFIC DATA
Total Volume, Both Dir. 180 vph Directional Distribution: 00/40
Dow Rate Volume -_ P111' Balt, ( m '. 1 on /' %.T /0 %.IN 0 "...11
20/ l+ri - (1. 8/ 1'111 Ir. ;';-
n
II. TRAFFIC DATA
Total Volume, Both Dir. vph Directional Distribution: ._-..70 30
--------- - - - -- -
How Rate -' Volume - NIT Traffic Composition: I (./ %T ., %RV, 1 %B
1'111.
111. LEVEL OF SERVICE ANALYSIS
SF, =2,800x(v/c),XI,Xf„.XLis.
f1V=1/11+PT(E,-1)+
Pa(ER- )+Pe(Ee-1)1
LOS
SF =
2,800 X
(v/c) X
Table 8-1
fa X
Table 8-4
f„. X
Table 8-5
f„v
Pt
E,
Table 8-6
P.
E.
Table 8-6
Pa
Ex
Table 8-6
A
0. 02
2,800
0.75
0. 588
. 02
7
. 10
S. 0
8
127
8
0.12
2,800
0.75
0. 53 5
.05
/0
.10
5.2
C
211
C
889
2,800
0.43
0.89
1.00
0.83
.10
2.2
.05
2.5
.012.0
371
D
0..17
2,800
0.75
0.508
.02
12
/1:
.10
. 1U
5. 2
1:
:141
1
2193
2,8(0
1.00
0.19
1.00
0.88
.10
2.0
.05
1.0
.01
1.6
IV. COMMENTS Flow Rate vph LOS
Figure 8-7. Worksheet summarizing solution to Calculation 1.
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Site Identification: (11'''r'tOPL1 /h'ua'1 . Date: 11/ 711/'°:' lint., 4-5 /'AI
Name: Thomas Smith Checked by:
I. METRIC DATA
Should.,d
f Design Speed, /2) n,l.h
NORT11 -
%. No I'assing: 1111
2 II Terrain (L,R,M): ._ AI _
Shoulderr.
= h Segment Length: /0 nu
.
11. TRAFFIC DATA
Total Volume, Both Dir. 180 vph Directional Distribution: 00/40
Dow Rate Volume -_ P111' Balt, ( m '. 1 on /' %.T /0 %.IN 0 "...11
20/ l+ri - (1. 8/ 1'111 Ir. ;';-
111. I. L. V 1:1.OL SERVICE ANALYSIS
SF, =2,800x(v/c),Xf,X(„Xf„s
f„s=)/11+P,(E,-1)+
P,(E.- ) + P.(Eu 1)1 •
LOS
SF
= 2,800 X
(v/c) X
Table 8-1
1,, x
Table 8-4
f„ X
Table 8-5
f„s
1',
E,
Table 8-6
P.
E.
Table 8-6
P.
E.
Table 8 6
A
23
2,800
0. 02
0.94
0.75
0. 588
. 02
7
. 10
S. 0
8
127
2,800
0.12
0.94
0.75
0. 53 5
.05
/0
.10
5.2
C
211
2,800
0. 20
0. 9.1
0.75
0. 535
. 05
10
. 10
0. 2
D
371
2.8(80
0..17
0.94
0.75
0.508
.02
12
/1:
.10
. 1U
5. 2
1:
:141
2.81)(1
0.80
0.9 1
0.11H
O. 0011
. 00
IV. COMMENTS Flow Rate - --207_ __ __ vph LOS =
Figure 8-8. Worksheet summarizing solution to Calculation 2.
SAVMHOIH 1VHnx
TWO-LANE HIGHWAYS 8-23
and:
SF, = 2.800 x 0.43 x 0.89 x 1.00 X 0.83 = 889 vph
SFE = 2,800 X 1.00 X 0.89 X 1.00 X 0.88 = 2,193 vph
Thus, the highway will have an expected capacity of 2,193
vph, total in both directions, and can accommodate a flow rate
of up to 889 vph at level -of -service C. The worksheet for general
terrain sections may be used to perform these computations, as
shown in Figure 8-7.
CALCULATION 2 -FINDING LEVEL OF SERVICE
FOR A GENERAL TERRAIN SEGMENT
1. Description -A two-lane rural highway carries a peak
hour volume of 180 vph and has the following characteristics:
a. Roadway characteristics -60 -mph design speed; 11 -ft
lanes; 2 -ft shoulders; mountainous terrain; 80 percent
no passing zones; length = 10 miles.
b. Traffic characteristics -60/40 directional split; 5 per-
cent trucks; 10 percent recreational vehicles; no buses;
85 percent passenger cars.
At what level of service will the highway operate during peak
periods?
2. Solution -The solution is found by comparing the actual
flow rate to service flow rates computed for each LOS. The
actual flow rate is found as:
v = V/PHF
where:
T' = 180 vph (Given)
PHF = 0.87 (Default value, Table 8-3, 200 vph)
and:
v = 180/0.87 = 207 vph
Service flow rates are computed from Eq. 8-1:
SF, = 2,800 x (v/c); X fd XL X fiv
= 1/(1-PT(ET- 1)+PR(ER- 1)+PB(EB- 1)]
where:
v/c = 0.02 for LOS A, 0.12 for LOS B, 0.20 for LOS C, 0.37
for LOS D, 0.80 for LOS E (Table 8-1, mountainous
terrain. 80 percent no passing zones);
fd = 0.94 (Table 8-4, 60/40 split);
f = 0.75 for LOS A through D, 0.88 for LOS E (Table 8-
5, 11 -ft lanes, 2 -ft shoulders);
ET = 7 for LOS A, 10 for LOS B, C, 12 for LOS D, E.
(Table 8-6, mountainous terrain);
ER = 5.0 for LOS A, 5.2 for LOS B-E (Table 8-6, moun-
tainous terrain);
PT = 0.05 (Given); and
PR = 0.10 (Given).
Then:
f„(LOS A) = 1/[1 + 0.05(7 - 1)+0.10(5.0- 1)]
= 0.588
(LOS B, C) = 1/[1 + 0.05(10 - 1) + 0.10 (5.2 - 1))
= 0.535
(LOS D, E) = 1/[1 + 0.05(12 - 1) + 0.10 (5.2 - 1))
= 0.508
and:
SFA = 2,800 x 0.02 x 0.94 X 0.75 X 0.588 = 23 vph
SFB = 2,800 X 0.12 x 0.94 x 0.75 x 0.535 = 127 vph
SF, = 2,800 X 0.20 X 0.94 x 0.75 X 0.535 = 211 vph
SF, = 2,800 X 0.37 X 0.94 x 0.75 x 0.508 = 371 vph
SFE = 2,800 X 0.80 X 0.94 X 0.88 x 0.508 = 941 vph
If the actual flow rate of 207 vph (which represents the flow
rate during the peak 15 min of flow) is compared to these values,
it is seen that it is higher than the service flow rate for LOS B
(127 vph), but is less than the service flow rate for LOS C (211
vph). Therefore, the level of service for the highway is C for
the conditions described.
This problem illustrates several points. On severe terrain, such
as the situation for this problem, "good" operating conditions
can be sustained only at low flow rates. The capacity of the
roadway is also severely limited, reaching only 941 vph, which
is approximately one-third of the ideal capacity of 2.800 vph.
Note that the v/c ratio used in the computation of capacity is
only 0.80. This is because all v/c ratios in the two-lane meth-
odology are referenced to the ideal capacity of 2,800 vph, which
cannot be achieved in severe terrain with passing sight distance
restrictions.
This solution may be summarized or done on the general
terrain section worksheet, as shown in Figure 8-8.
CALCULATION 3 -FINDING SERVICE FLOW
RATES FOR A SPECIFIC GRADE
1. Description -A rural two-lane highway in mountainous
terrain has a 6 percent grade of 2 miles. Other relevant char-
acteristics include:
a. Roadway characteristics -12 -ft lanes; 8 -ft shoulders; 60
percent no passing zones.
b. Traffic characteristics -70/30 directional split; 12 per-
cent trucks; 7 percent recreational vehicles; 1 percent
buses, 80 percent passenger cars; PHF = 0.85.
What is the maximum volume which can be accommodated on
the grade at a speed of 40 mph (LOS D, Table 8-2)?
2. Solution -Service flow rate on specific grades is computed
using Eq. 8-3, as follows:
SF, = 2.800 X (v/c), X fd XL X f8 X f,,,-
8-24
where:
f8 = 1/[1 + Po I,] from Eq. 8-4
I, = 0.02 (E - Ea] from Eq. 8-5
and:
RURAL HIGHWAYS
JHV - 1/[1 + PHV(EHV- 1)] from Eq. 8-6
EH, = 1 + (0.25 + PT/HV) (E - 1) from Eq. 8-7
The following values are used in these computations:
(v/c)D = 0.83 (Table 8-7, 40 mph, 6 percent grade, 60 per-
cent no passing zones);
fd = 0.78 (Table 8-8, 70/30 split, 70 percent upgrade);
f = 1.00 (Table 8-5, 12 -ft lanes, > 6 -ft shoulders);
E = 10.7 (Table 8-9, 40 mph, 6 percent for 2 -mile
grade);
Eo = 1.3 (Table 8-9, 40 mph, 0 percent grade);
PHV = PT+PR+PEI= 0.12+0.07 -r 0.01 = 0.20; and
0.12/0.20 = 0.60.
PT/HV = PT/ PHV =
Then, computing factors fg and fHV:
4 = 0.02 (10.7 - 1.3) = 0.188
f` = 1/[1 + (0.80 x 0.188)] = 0.87
EH, = 1 + (0.25 + 0.60) (10.7 - 1) = 9.25
fHV = 1/[1 + 0.20(9.25 - 1)] = 0.38
The service flow rate for the peak 15 min is now computed
using Eq. 8-3:
SFD = 2,800 X 0.83 x 0.78 X 1.00
X 0.87 x 0.38 = 599 vph
Since the question asks for a maximum volume. rather than
a flow rate, the service flow rate is converted to a full hour
volume as follows:
V = SFX PHF = 599 x 0.85 = 509 vph
Thus, the maximum full -hour volume which can be accom-
modated at 40 mph, or LOS D, on the grade described is 509
vph. The maximum flow rate is 599 vph.
CALCULATION 4 -FINDING LEVEL OF SERVICE
AND CAPACITY OF A SPECIFIC GRADE
1. Description -A rural two-lane highway in mountainous
terrain has a grade of 7 percent, 2 miles long. It currently carries
a peak hour volume of 500 vph. Other relevant characteristics
include:
a. .Roadway characteristics -60 -mph design speed; 11 -ft
lanes; 4 -ft shoulders; 80 percent no passing zones.
b. Traffic characteristics -80/20 directional split; 4 percent
trucks; 10 percent recreational vehicles: 2 percent buses;
84 percent passenger cars; PHF=0.85.
At what level of service does the grade operate? What upgrade
speed can be expected during the peak 15 min of flow? What
is the capacity of the grade? If the approach speed to the grade
is 55 mph. what delay is incurred by vehicles climbing the grade?
2. Solution -The finding of capacity for a specific grade re-
quires plotting of the service flow rate vs. speed curve which
results from Eq. 8-3:
where:
and:
SF,=2,800X (v/c);Xfdxf Xf. XfHV
f8 = 1/[1 + Pp/p]
4= 0.02 (E -E,)
f . = 1/[1 + PHV(EHV - 1)]
EH,. = 1 + (0.25 + PT/HV) (E - 1)
Capacity is found at the point where this curve intersects the
speed at capacity vs. flow rate at capacity curve on the specific
grade worksheet. The upgrade speed is found by entering this
curve with the actual flow rate.
To plot the curve, the procedure recommends computing
service flow rate points for the following speeds: 55 mph (LOS
A), 52.5 mph, 50 mph (LOS B), 45 mph (LOS C), 40 mph (LOS
D), and 30 mph. These points would be plotted on the specific
grade worksheet of Figure 8-5, and a smooth curve constructed.
Once capacity is determined, the service flow rates for every
LOS will be known, and the actual LOS can be determined by
comparing the actual flow rate to the computed values.
The following values are used in these computations:
v/c = 0.00 for 55 mph 0.05 for 52.5 mph
0.15 for 50 mph 0.40 for 45 mph
0.64 for 40 mph 0.88 for 30 mph
(Table 8-7, 7 percent grade, 80 percent no passing
zones);
= 0.70 (Table 8-8, 80/20 split);
= 0.85 for 55-45 mph
0.92 for 45-30 mph
(Table 8-5, 11 -ft lanes, 4 -ft shoulders):
E = 88.0 for 52.5 mph 46.0 for 50 mph
22.8 for 45 mph 15.4 for 40 mph
8.2 for 30 mph
(Table 8-9, 7 percent grade, 2 miles. no value given
for 55 mph);
Eo = 1.8 for 52.5 mph 1.6 for 50 mph
1.4 for 45 mph 1.3 for 40 mph. 30 mph
(Table 8-9, 0 percent grade);
P,, = 0.84 (Given);
PHV = PT + PR +Pg = 0.04 + 0.10 + 0.02 = 0.16; and
PT/HV = PT/PHV = 0.04/0.16 = 0.25.
ld
Values of fg may now be computed as follows:
4(52.5) = 0.02(88.0 - 1.8) = 1.724
(50.0) = 0.02(46.0 - 1.6) = 0.888
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
(45.0) = 0.02(22.8 - 1.4) = 0.428
(40.0) = 0.02(15.4 - 1.3) = 0.282
(30.0) = 0.02(8.2 - 1.3) = 0.138
f, (52.5) = 141 + 0.84(1.724)] = 0.41
(50.0) = 1/[1 + 0.84(0.888)] = 0.57
(45.0) = 1/[1 + 0.84(0.428)] = 0.74
(40.0) = 1/[1 + 0.84(0.282)] = 0.81
(30.0) = 1/[1 + 0.84(0.138)] = 0.90
Values of fH,• are also computed:
EHV(52.5) = 1 + (0.25 + 0.25)(88.0 - 1) = 44.5
(50.0) = 1 + (0.25 + 0.25)(46.0 - 1) = 23.5
(45.0) = 1 + (0.25 + 0.25)(22.8 - 1) = 11.9
(40.0) = 1 + (0.25 + 0.25)(15.4 - 1) = 8.2
(30.0) = 1 + (0.25 + 0.25)( 8.2 - 1) = 4.6
fHV(52.5) = 1/[1 + 0.16(44.5 - 1)] = 0.13
(50.0) = 1/[1 + 0.16(23.6 - 1)] = 0.22
(45.0) = 1/11 + 0.16(11.9 - 1)] = 0.36
(40.0) = 1/[1 + 0.16( 8.2 - 1)) = 0.46
(30.0) = 1/[1 + 0.16( 4.6 - 1)] = 0.63
Having computed all relevant factors, the total two-way ser-
vice flow rates for the designated speeds may be computed:
SPEED 2,800 X v/C X f X f. X ft X f,,,- = SF
55.0 2,800
52.5 2,800
50.0 2,800
45.0 2,800
40.0 2.800
30.0 2.800
0.00
0.05
0.15
0.40
0.64
0.88
0.70
0.70
0.70
0.70
0.70
0.70
0.85
0.85
0.85
0.85
0.92
0.92
0.41
0.57
0.74
0.81
0.90
0.13
0.22
0.36
0.46
0.63
0 vph
4 vph
31 vph
178 vph
430 vph
900 vph
WORKSHEET FOR SPECIFIC GRADES Page t
S,a ldeenbcenm Ncuncain Oliva D+a 6./13/e: r 4-5 86
Iwme ..-.^"• Hm+i Zion Checked by
L GEOmrn JC DATA
sa..-
4 Geayt 596.0 61'
t.74P0,
NORTH
5 ,
Grade. %._4`nu
22 h %.vlo Perna Lobes 80
...n.-
4h
}
L
LL TRAFFIC DATA
Tad µHume. Bur. Du 500 vph DuenvW
Datr+bueut 80/20
Flow Rea - Volume PHF T IIiC
C o., 4 %T1 -%FRC -%5
585 - 5:: - 2-35 PHF
1=control
L1E SOLVING FOR ADFLSTMFM FACTORS 1, AND
4-1/11+1'.41
1.,..002(E -EJ
1„,
i„,
E„,
-ln +1',..(E.. -AI
-./ + (0 25, P,„,) (E - I)
Speed
Imyh)
Pe 1 1, E I E 6,
I Tads B-9 1 Table B-9 1
P„.
E„�
P, ,,. E
(1', /1'„,1 Table 8-9
f„,
55
i-,
52-5
.84 j:.724
88 1 1.8 �.4I
.16 94.5
.c, 88
.IJ
SO
.89 �.BBP
46 1.6 .57
I
.16 R3.5
.-, 46
.22
45
.84 .428
22.8 I 1.4 .74
.16
1.9
rI!
.2, 22.8
.36
40
.84 .2821
15.4, 1.3 .81.16
8.2
.2 15.4
.46
30
.84 .138
B.2 I 1.: .90
rr
I. 16
4.6
.., 8.0
.63
IV. SOLVING FOR SERVICE FLOW RA1E
Speed (mph)
SF
2.800 x v/c x 6,
I Table 8-7 I Table 8-8
x 6. x 1,
Table 8.5
x („,
55 (LDS Al c 2.800
52 5
2.800
.05
.70
.63 r .47
.13
50 (LOS 8/
1 3;2'800
. 15
.70
0- 1 .57
.22
45 (105 CI 771' 2.800 I
1 .40
.70
.5: .74
.36
40 W'S 0) 43, 2•UC 1 .64
.70
.22 .BI
.40
30 I 90: '. 2.400 .88
:70
))
.31 [ .9G
.63
8-25
Note that the low or zero service flow rates for 55.0 and 52.5
mph indicate that these average upgrade speeds are virtually
impossible to maintain on the upgrade described in this problem.
These computations are summarized on the specific grade
worksheet shown in Figure 8-9. The curve defined by these
points is also plotted on the worksheet. The intersection of the
plotted curve with the speed at capacity vs. flow rate at capacity
curve indicates that capacity is 950 vph, total in both directions,
which occurs at an average upgrade speed of 28.0 mph.
To find the existing level of service, the volume of 500 vph
is converted to a flow rate for the peak 15 -min period:
v = V/PHF = 500/0.85 = 588 vph
The plotted curve is entered on the worksheet with 588 vph,
and the upgrade speed is found to be 37 mph. Because this
speed is less than 40 mph, the minimum value for LOS D (Table
8-2), but greater than the speed at capacity (28 mph), the level
of service is E. This can also be determined by comparing the
actual flow rate of 588 vph with the service flow rate for LOS
D (40 mph) of 430 vph and capacity (950 vph).
The last part of this problem asks to find the delay incurred
by vehicles traveling up the grade. "Delay" is defined as the
difference in travel time experienced by vehicles traversing the
upgrade at the existing speed and the travel time which would
be experienced if they were able to maintain their approach
speed on the grade. Thus:
Travel time at 55.0 mph = (2 miles/55 mph) X 3600 sec/
hour
= 130.9 sec/veh
Travel time at 37.0 mph = (2 miles/37 mph) X 3600 sec/
hour
= 194.6 sec/veh
Delay = 194.6 - 130.9 = 63.7 sec/veh
WORKSHEET FOR SPECIFIC GRADES
Pap 2
V PLOT SF vs Sped
55
50
E 45
zo 35
c
6< 30
25
20
0 30C 500
1000 6500 2000
SERVIa FLOW RATE (vph)
beeneavOn d Cm.aty Sped n Flow cure ..Nth Serve: Flow R.o. va Sped curve defiro
C.paarx Si,. and +ped n Capacity. 5,
2500 2800
VL LEVEL OF =On ANALISIS
SF
LOS arc. 15.4.0er0
A
B
C 178 J
D 40.0
E 440
Actual
Flow Race
588 1
Level
0(
Senn.
E I
Figure 8-9. Worksheet for Calculation 4 (pages 1 and 2).
,.
,upgrade speed us. fLa,
1
}
L
F
it
-�-
1=control
-.1_
.,A^.pure
-.d,ae.,. 1
-1 Geri, vee p„eral
etsgaceop
r 6;
ail
i-,
0 30C 500
1000 6500 2000
SERVIa FLOW RATE (vph)
beeneavOn d Cm.aty Sped n Flow cure ..Nth Serve: Flow R.o. va Sped curve defiro
C.paarx Si,. and +ped n Capacity. 5,
2500 2800
VL LEVEL OF =On ANALISIS
SF
LOS arc. 15.4.0er0
A
B
C 178 J
D 40.0
E 440
Actual
Flow Race
588 1
Level
0(
Senn.
E I
Figure 8-9. Worksheet for Calculation 4 (pages 1 and 2).
8-26 RURAL HIGHWAYS
CALCULATION 5 -CONSIDERATION OF A
CLIMBING LANE
1. Description -A rural two-lane highway has a 4 percent
upgrade of 1% miles, and has the following other characteristics:
a. Roadway characteristics -level terrain approach; 12 -ft
lanes; 8 -ft shoulders; 40 percent no passing zones.
b. Traffic characteristics-DHV = 400 vph; 15 percent
trucks; 5 percent recreational vehicles; 1 percent buses;
79 percent passenger cars; 60/40 directional split; PHF
= 0.85.
Is the addition of a climbing lane justified at this location?
2. Solution -It is assumed that a climbing lane on a two-
lane highway is generally justified when the following conditions
are met:
1. Upgrade flow rate is greater than 200 vph.
2. Upgrade truck flow rate is greater than 20 vph.
3. One of the following occurs:
a. The grade operates at LOS E or F.
b. The typical heavy truck reduces its speed by more than
10 mph on the grade.
c. The LOS on the grade is two or more levels poorer than
on the approach to the grade.
Each of these conditions should be checked to justify the
construction of the climbing lane:
Upgrade flow rate = 400 X 0.60/0.85 = 282 vph > 200
vph OK
Upgrade trucks = 400 x 0.15 x 0.60/0.85 = 42 vph > 20
vph OK
To justify a climbing lane, only one of the conditions specified
in item 3 must be demonstrated. The LOS will be E or worse
if the actual flow rate exceeds the service flow rate for LOS D.
This value is computed using Eq. 8-3:
SF, =2,800X(v/c)DXfdXf.Xf,Xfin,
where:
f, = 1/[1 + P,I,]
I,= 0.02 (E - E,)
and:
fHY = 1/[1 + PHV(EHV- 1)]
EHE = 1 + (0.25 + Pr,Hv) (E - 1)
The following values are used:
(v/c)D = 1.00 (Table 8-7, 4 percent grade, 40 mph, 40 per-
cent no passing zones);
f, = 0.87 (Table 8-8, 60/40 directional split);
f = 1.00 (Table 8-5);
E = 3.8 (Table 8-9, 4 percent, 1% -mile grade, 40 mph);
E, = 1.3 (Table 8-9, 0 percent grade, 40 mph);
PH,,=0.15+0.05+0.01= 0.21; and
PT/HV = 0.15/0.21 = 0.71.
Using these values to compute the service flow rate at level -
of -service D:
= 0.02(3.8 - 1.3) = 0.05
f, = 1/[1 + (0.79 x 0.05)] = 0.96
EH,, = 1 + (0.25 + 0.71)(3.8 - 1) = 3.69
fHY = 1/[1 + 0.21(3.69 - 1)] = 0.64
SFD = 2,800 x 1.00 x 0.87 x 1.00 x 0.96 x 0.64 = 1,497
vph
The actual flow rate is the DHV divided by the PHF, or 400/
0.85 = 471 vph. As this is clearly less than the service flow
rate for LOS D, the existing LOS is not E, and this condition
is not met.
The next condition to investigate is whether a 10 -mph speed
reduction of heavy trucks would exist on the grade described.
Based on the assumption that the typical truck on this grade
has a weight/horsepower ratio of 200 lb/hp, Figure 8-2 is used
to estimate the speed reduction experienced as shown below:
UPGRADE (%
10
9
8
7
6
5
4
3
2
SPEED REDUCTION BELOW AVERAGE
RUNNING SPEED OF ALL TRAFFIC (mph)
20
15
INITIAL SPEED= 55 mph
2000 4000 6000 8000
LENGTH OF GRADE (ft. )
It can be seen that the speed reduction will be well in excess
of 20 mph, which is greater than 10 mph, fulfilling the last
required condition for justifying a climbing lane. Note that
because only one of the conditions in item 3 needs to be satisfied,
it is not necessary to investigate the third condition.
It can be concluded that a climbing lane is justified on the
basis of the stated criteria.
CALCULATION 6 -PLANNING APPLICATION 1
1. Description -A rural two-lane highway in mountainous
terrain is located in an area where the design hour factor, K, is
0.14. What is the maximum AADT which can be accommodated
without the LOS falling below D during the peak 15 -min flow
period?
2. Solution -The solution is simply found by entering Table
8-10 with mountainous terrain, LOS D, and a K -factor of 0.14.
The maximum permissible AADT is found to be 2,700 vpd.
TWO-LANE HIGHWAYS
CALCULATION 7 -PLANNING APPLICATION 2
1. Description -A rural two-lane highway is located in roll-
ing terrain in an area where the design hour factor, K. is 0.12.
Its current AADT is 5,000 vpd. What is the likely LOS during
the peak 15 min of flow?
2. Solution -Again, the solution is straightforward using
Table 8-10. The maximum AADT's for the various levels of
service are found for rolling terrain and a K -factor of 0.12. The
5,000 AADT is seen to fall between the maximum values for
LOS C (4,400 vpd) and LOS D (6,600 vpd). The LOS is therefore
expected to be D during the peak 15 min of flow.
CALCULATION 8 -PLANNING APPLICATION 3
1. Descriprion-A two-lane highway carrying an AADT of
6,600 vpd is located in level terrain in an area where the design
hour factor, K. is 0.12. The area has a traffic growth rate of 5
8-27
percent per year. The responsible highway agency's policy is to
expand two-lane highways to four lanes before the level of service
becomes E during peak periods. In how many years will ex-
pansion of the facility have to be completed under this policy?
If it will take 7 years to construct a four -lane highway, how
long will it be before the construction project should begin?
2. Solution -The policy requires that expansion of the high-
way be completed before the AADT exceeds the maximum
allowable value for LOS D. From Table 8-10, the maximum
AADT for LOS D, for level terrain and a K -factor of 0.12, is
11,200 vpd.
The question now becomes: How many years will it take an
AADT of 6,600 vpd to grow to 11,200 vpd at a rate of 5 percent
per year? Therefore:
11,200 = 6,600(1 + 0.05)"
n = 10.9 years
Construction should begin in 10.9 - 7 years, or in 3.9 years.
VI. REFERENCES
1. MESSER, C.J., "Two -Lane, Two -Way Rural Highway Level
of Service and Capacity Procedures." Project report,
NCHRP Project 3-28A, Texas Transportation Institute,
College Station, Tex. (Feb. 1983).
2. MESSER, C.J., "Two -Lane, Two -Way Rural Highway Ca-
pacity." Final report, NCHRP Project 3-28A, Texas Trans-
portation Institute, College Station, Tex. (Feb. 1983).
3. KRUMMINS, I., "Capacity and Level of Service of Two -
Lane Rural Highways in Alberta." Thesis, University of
Calgary, Calgary, Alberta, Canada (Sept. 1981).
4. YAGAR, S., "Capacity and Level of Service for 2 -Lane Rural
Highways." Report to the Ontario Ministry of Transpor-
tation and Communications, Downsview, Ontario, Canada
(1980).
5. Traffic Capacity of Major Routes. Organization for Eco-
nomic Development, Paris (Jan. 1983).
6. WERNER, A., and MORRALL, J.F., "Passenger Car Equiv-
alencies of Trucks, Buses, and Recreational Vehicles for
Two -Lane Rural Highways." Transportation Research Re-
cord 615 (1976).
7. Development of Passing Lane Criteria. Ontario Ministry of
Transportation and Communications, Downsview, Canada
(1975).
8. ROONEY, F., Turnouts: Traffic Operational Report No. 2.
Office of Traffic, California Department of Transportation,
Sacramento, Calif. (1976).
9. Theoretical Analysis: Slow Moving Vehicle Turnouts. Oregon
Department of Transportation (1978).
10. ST. JOHN, A.D. AND KOBETT, D.R., "Grade Effects on
Traffic Flow Stability and Capacity." NCHRP Report 185
(1978) 110 pp.
11. A Policy on Geometric Design of Highways and Streets.
American Association of State Highway and Transportation
Officials, Washington, D.C. (1984).
8-28 RURAL HIGHWAYS
APPENDIX I
FIGURES AND WORKSHEETS FOR USE IN ANALYSIS OF TWO-LANE
HIGHWAYS
FIGURES
Figure 8-1. Speed -flow and percent time delay -flow relationships for two-lane rural highways (ideal conditions) 8-29
Figure 8-2. Speed reduction curve for a 200-lb/hp truck 8-30
Figure 8-3. Speed reduction curve for a 300-lb/hp truck 8-31
PAGE
WORKSHEETS
Worksheet for General Terrain Sections 8-32
Worksheet for Specific Grades (Page 1) 8-33
Worksheet for Specific Grades (Page 2) 8-34
= M E I 1 i- 1 -- I I N - N NM - =
SPEED
•
i
i
•••
0 600 1200 1800 2400
TWO-WAY VOLUME, PCPH
60
50
40 2
0
W
W
a
30 J
1-
20 ~
W
L,
4
CC
W
10 a
0
3000
a. Relationship between average speed and flow on two-lane highways.
PERCENT TIME DELAY
100
90
80
70
60 -
50 - DELAY
40 -
30 -
20
10
600 1200 1800 2400 3000
TWO-WAY VOLUME, PCPH
b. Relationship between percent time delay and flow on two-lane highways.
Figure 8-1. Speed flow and percent time delay flow relationships for two-lane rural highways (ideal conditions).
SAVMHDIH 3\V1 -OMI
IIIIII I r M-- - OM E MO I OM- OM MO- NM N IMO
10
9
8
7
0 6
0
w 5
a 4
C9
a- 3
2
1
SPEED REDUCTION BELOW AVERAGE
RUNNING SPEED OF ALL TRAFFIC (mph )
INITIAL SPEED= 55 mph
1
1
20
15
0 2000 4000 6000 8000
LENGTH OF GRADE (ft. )
Figure 8-2. Speed reduction curve for a 200-1b/hp truck.
9
8
7
6
0
w 5
0
c 4
ca
CL
3
2
1
0
SPEED REDUCTION BELOW
AVERAGE RUNNING
SPEED OF ALL TRAFFIC (mph)
10
20
INITIAL SPEED= 55mp
1 1
500 1000
1500
LENGTH OF GRADE (ft. )
1
2000
Figure 8-3. Speed reduction curve for a 300-lb/hp truck.
S.AVMHJ[H 1Vif112I
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
8-31
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Date: Time.
Site Identification•
Checked by.
Name•
I. GEOMETRIC DMA
Design Speed. mph
Shoulder,[
ft
% No Passing. %
Terrain (L,R,M)•
NORTH
ft
Segment Length- mi
Shoulderx
ft
II. TRAFFIC DMA
Directional Distribution.
Total Volume, Both Dir vph
_ PHF Traffic Composition: %T, %RV __%B
Flow Rate = Volume
= PHF.
—
M. LEVEL OF SERVICE ANALYSIS
SF, =2,800X(v/c);XfdXf,,.XfHV
fl -IV =1/[1+PT(ET-1)+
PR(ER-1) + PB(EB 1)]
LOS
SF
= 2,800
X (v/c)
Table 8-1
X fd
Table 8-4
X f„,
Table 8-5
X fHV
PT
ET
Table 8-6
PR
ER
Table 8-6
PB
EB
Table 8-6
A
2,800
B
2,800
C
2,800
D
2,800
E
2,800
Flow Rate LOS --
IV COMMENTS vph
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
8-32
RURAL HIGHWAYS
WORKSHEET FOR SPECIFIC GRADES Page 1
Site Identification: Date: Time.
Name. Checked by.
I. GEOMETRIC DATA
Shoulderx
Design Speed. mph
ft
Grade- %, mi
% No Passing Zones.
NORTH
x ft
Shoulder yr
ft
II. TRAFFIC DATA
Total Volume, Both Dir vph Directional Distribution.
Flow Rate = Volume _ PHF Traffic Composition. %T, %RV %B
_ ± PHF.
III. SOLVING FOR ADJUSTMENT FACTORS fg AM)
fg=1/[1+Pp IP]
Ip = 0.02 (E — Eo)
fHv
fHv=1/[1+PHv(EHv-1)]
EHv =1 + (0.25 + PT/Hv) (E — 1)
Speed
(mph)
P,
Ip
E
Table 8-9
Ea
Table 8-9
fg
PHV
EHV
PT/HV
(PT/PHV)
E
Table 8-9
f HV
55
52.5
50
45
40
30
IV. SOLVING FOR SERVICE FLOW RATE
Speed (mph)
SF
2,800
X v/c
Table 8-7
X fd
Table 8-8
X f�
Table 8-5
X fg
X fHV
55 (LOS A)
2,800
52.5
2,800
50 (LOS B)
2,800
45 (LOS C)
2,800
40 (LOS D)
2,800
30
2,800
1
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1
1
TWO-LANE HIGHWAYS
8-33
WORKSHEET FOR SPECIFIC GRADES
Page 2
V PLOT SF vs Speed
UPGRADE SPEED (mph)
50
45
40
35
30
25
20
0 300 500
1000 1500
SERVICE FLOW RATE (vph)
2000
2500
Intersection of Capacity Speed vs Flow curve with Service Flow Rate vs Speed curve defines
Capacity, SFE, and Speed at Capacity, S.
2800
VI. LEVEL OF SERVICE ANALYSIS
SF
LOS (from Worksheet)
A
B
C
D
E
Actual
Flow Rate
Level
of
Service
Comments:
7
, zA
* 7X
'7;
-
� /I
,
,-
7'1
� Specific grade does not
eed �s' FXo�
capa"`y S4
control— use general
terrain methodology
r
,-, -1
, .. .4.��
..,7z77;,,,,7-7
0 300 500
1000 1500
SERVICE FLOW RATE (vph)
2000
2500
Intersection of Capacity Speed vs Flow curve with Service Flow Rate vs Speed curve defines
Capacity, SFE, and Speed at Capacity, S.
2800
VI. LEVEL OF SERVICE ANALYSIS
SF
LOS (from Worksheet)
A
B
C
D
E
Actual
Flow Rate
Level
of
Service
Comments:
1
11
11
1
1
1
1
1
1
1
1
1
1
1
1
ATTACHMENT E
ROADWAY CAPACITY CALCULATION WORKSHEETS
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
8-31
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Site
Name•
Identification:
Co. i'Lo. 3 �_
g • OF f%PPL--e-- -1-52_e____ Date: 7 - to - 9 Time.
P �% �2__ 1J ELA-v Checked
by.
I.
NORTH
GEOMETRIC DATA
oC ft Design
No Passing-
Speed. 15— mph
Shoulder x
ICU %
%
-)-ft Terrain
(L,R,M)• H=?..,-? 4- , r OLA_ s
Length. / . 7 mi
Shoulder
ft Segment
II. TRAFFIC DATA
Total Volume, Both Dir.
Flow Rate = Volume
=
vph
Directional Distribution.
Traffic Composition.
PHF• /, 00
T5 -0°7c) / cl
_ PHF
—
%T, %RV,
L %B
_
_
III. LEVEL OF SERVICE ANALYSIS
SF; = 2,800 X (v/c); X fd X f,., X fHv,
fro/ =1 / [1 + PT(ET-1) +
PR(ER-1) + PB(EB-1)1
LOS
SF
= 2,800
X (v/c)
Table 8-1
X fd
Table 8-4
X fw
Table 8-5
X fHV
PT
ET
Table 8-6
PR
ER
Table 8-6
PR
EB
Table 8-6
A
2,800
B
2,800
C
2,800
D
2,800
E
2.800
0.-7SO,`�7
O.
,g2
,01
,off
c,-
")
v,5—
IV. COMMENTS Flow
Rate 1 -500 vph
LOS
= E /c-etiwc ,
TWO-LANE HIGHWAYS
8-31
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Co• \-o• 335
Site Identification: \ Date: 7- i o �� S
Time.
Name �F_.T � �r�— � s-p`l� Checked by.
I. GEOMETRIC DATA
Shoulder
x _Lft
NORTH ---------------- fq ft
Shoulder
x —L_ft
Design Speed. �"S mph
% No Passing- / D D %
Terrain (L,R,M)
Segment Length. 1,5- mi
II. TRAFFIC DATA
Total Volume, Both Dir. vph Directional Distribution. 5'00% /.2cw
Traffic Composition.
PHF. 1•d°
Flow Rate = Volume _ PHF
°/0T, 1% RV, J_%B
III. LEVEL OF SERVICE ANALYSIS
SF, =2,800X(v/c),XfdXL>( HV
fHV =1 / [1 + PT(ET-1) +
PR(ER-1) + PB(EB-1)]
LOS SF = 2,800 X (v/c) X fd X f„, X fHv
Table g-1 Table 8-4 Table 8-5
ET
Table 8-6
P
ER
Table 8-6
PB
EB
Table 8-6
2,800
2,800
2,800
2,800
2,800
0,79j O 3 ' 0,(75
IV. COMMENTS Flow Rate I 000
vph
0� 82
I 2
,oI
Los= E
,ol
G
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TWO-LANE HIGHWAYS
8-31
WORKSHEET FOR GENERAL TERRAIN SEGMENTS
Co, g -D, 135 _
Site Identification: W r -ST �C- Ttt-� re- HPI oS Date- % — /O —(75 Time.
Name• e>✓7- — s��t.--Ary Checked by
L GEOMETRIC DATA
I Design Speed- 2 5 mph
Shoulder
X ft
% No Passing. /0v%
NORTH
I `i Terrain (L,R,M)• 1\1,1,- ,-,"-a- '^°"‘-
X
ft
Segment Length. • e mi
Shoulder x
_Lft
II. TRAFFIC DMA
Total Volume, Both Dir. vph Directional Distribution. 60
Flow Rate = Volume _ PHF Traffic Composition- ' %T, I %RV, _L%B
= — PHF. JOQ
III. LEVEL OF SERVICE ANALYSIS
SF = 2,800 X (v/c); X fd X f,,, X fHV
f HV =1 / [1 + PT(ET 1) +
PR(ER-1) + PB(EB-1)]
LOS
SF
= 2,800
X (v/c)
Table g-1
X fd
Table 8-4
X f,,,
Table 8-5
X fHV
PT
ET
Table 8-6
PR
ER
Table 8-6
PB
EB
Table 8-6
A
2,800
B
2,800
C
2,800
D
2,800
E
2,800
O.7S
0,83
0,(x`3
6,5-
,JI
lZ
,oi
S,
,01
( 5—
IV. 0 0 0 vph Los= E (c ' -)
IV. COMMENTS Flow Rate (
i
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
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1
1
ENARTECH, INC.
302 Eighth Street, Suite 325
P.O. Drawer 160
GLENWOOD SPRINGS, CO 81602
(970) 945-2236 FAX 945-2977
JOB
SHEET NO OF
CALCULATED BY DATE
CHECKED BY DATE
SCALE
TMr r
\+ L),2 T 1I c- Cf1-L Gvt-- 19-r/ er\J
PrN,0 s I G -h -y STA-7JcE CH`G G()L6-I /onls
TTA- c.H Mc- 4i . :
ATTACHMENT F
ACCESS DESIGN STANDARDS
AND CALCULATIONS
1
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DEPARTMENT OF HIGHWAYS
DIVISION OF HIGHWAYS
STATE HIGHWAY ACCESS CODE
2 CCR 601-1
EDITORS NOTES-'
Rulemaking Authority for this Rule is cited in the Attorney General
Opinions listed below. Those opinions may be found in the Code of
Colorado Regulations, Attorney General Opinions Volume.
History and Amendments:
pp. 1-41 adopted 7/16/81, effective 8/31/81, (upon the effective
date of the new rule, the old rule is repealed) 4 CR 8. pp. III -
40 adopted 7/15/82, effective 8/30/82, 5 CR 8. Pp. 10, 19, 28,
30, 32 and 36 replaced to correct clerical errors, 5 CR 11.
Pp. 12-16 adopted as emergency regulation 6/21/84, effective
7/1/84, 7CR 7. Pp. vi, 12-13, 15-16 adopted 10/18/84, effective
11/30/84, 7 CR 11. Pp. 1-40 adopted 8/15/85, effective 9/30/85,
8 CR 9. Pp. 3-10, 13-14, 27-28 reissued to correct typographical
errors, 8 CR 12. Pp. 3-10, 13-14, 27-28 reissued to correct
A. G. Opinions:
4/2/1973; 4 AG 173; 5 AG 232; 7 AG 148; 7 AG 269; 8 AG 206
Annotations:
'The Tile Page does riot commute an official pan of any regulation lnfamauoo =tamed on the title pegs n peorided by the Publisher from
sourom deemed reliable and is eo eiy far iiamanoaal and historical purpasea. See eaumear)' nae in laroduotory Mamnm & How to Use obs CCR
DIVISION OF HIGHWAYS
07985 THE PUBLIC RECORD CORPORATION
ALL RIGHTS RESERVED
8CR9,9-85
Page 37
4.9 Sight Distance
1. Permits shall not be issued that include any design element or allow any turning movements
where the sight distance is not adequate to allow the safe movement of any motorist using or
passing the access.
horizontal
vertical
2. The followingeces ass
mea used from the vehicle traveling onused to dermine the dthe highway to the sight
the access
distance n ary y
TABLE 4.9.2
30 35 40 45 50 55
Posted speed, MPH
Required signs
distance in feet
vehicle
a. Toted stable is based on wet pavement conditions and the the
ppeed limit. These lengths shall be adjusted for any grade of three percent
P or
greater using the tables in 4.8.5.
b. For calculating this sight distance, a height of 3.5 feet shall be used for the driver's eves
and a height of 4.25 feet shall be used for a vehicle assumed to be on the centerline of the
access five feet back from the edge of the traveled way. The driver's eye shall be assumed
to be at the centerline of the inside lane (inside with respect to the curve) for
measurement purposes.
3. In addition to the sight distance necessary for vehicles traveling on the highway to see vehicles
or objects in the traveled way, it is also necessary to provide the entering vehicle adequate
sight distance in order to enter or cross the highway. The following table shall be used to
establish the minimum sight distance necessary for the entering vehicle.
TABLE 4.9.3
'Vehicle expected to Sight distance in feet for each
enter or cross highway 10 MPH of posted speed limit along highway
2 lane 4 lane 6 lane
120 130
Passenger car 100150 170
Single Unit Truck 130
Multi -unit Trucks
170 200 210
`a. The vehicle shall be the largest vehicle normally intended to use the access in excess of
an average of one per day.
b. Sight distance shall be measured at a height of 3.5 feet from the entering driver to a
height of 4.25 feet for the oncoming vehicle.
c. The entering driver's eyes shall be assumed to be 10 feet back from the edge of the
traveled way.
d. If there is no median or if the median is too narrow to safely store a left turning or
crossing vehicle (a 20 foot minimum for passenger cars), both directions shall be
considered from the access location..
200 250 325 400 475 550
THE CODE OF COLORADO REGULATIONS
2 CCR C01
1
1
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1
ENARTECH, INC.
302 Eighth Street, Suite 325
P.O. Drawer 160
GLENWOOD SPRINGS, CO 81602
(303) 945-2236
JOB t tkii3-- \ L-11-- o,,
SHEET NO 1 OF 1
CALCULATED BY Pt DATE -7-4 --c?
CHECKED BY DATE
SCALE 1.7 2.-ltrf-4:7 1C 1"1.,,‘/d S
& DtTrtJCE
s
62-0m v t+ cc- L E_
Ge
wik se
ONIC , fLD, 53c- TC- ceNT /SS 62_ E,620
6,0 -P4-,
tNT( oe5tto,,,J, ?_o -F-1-
2-0 V at+ -(C LE_ 1--eerV)1<C—
17, 1 3 5-0
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5( o-liT sTY's-ric-cs \, f: P{?")5EL
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2R, ' -ECC 1CI:- 7: R•RONE TO,L FREE I ROO-22E-63K
. 08•14 '96 13:19 ID : LAN I ERFAX' 800
FAX
ENARTECH, !NC. Consulting Engineers and Hydrologists
(970) 945-2236; Fax 945-2977
FAX TRANSMISSION NOTE
DATE: ;1
NUMBER OF PAGES (INCLUDING THIS COVER SHEET)
TO:
FROM:
RE:
PAGE 1
Ett4 rad fq --€ W e -t_- LA,/ r4 T �- �/
08/14 ' 96 13:20 D LAN I ERFAX3800
FROM : AQUA TEC SYSTEMS, INC. P -OE NO, 303 984 B312
PAGE
1-i• i‘ 1 115
ri .4
, .
,-,,,:„ I. . • , I
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11
• DISTRICT COURT, WATER DIVISION NO. 5, COLORADO
Application No. 91CW105
RULING OF REFEREE
IN THE MATTER OF THE APPLICATION FOR WATER RIGHTS OF KENNETH R. COLLINS, IN
THE COLORADO RIVER, OR ITS TRIBUTARIES, TRIBUTARY INVOLVED: GARFIELD CREEK, IN
GARFIELD COUNTY
The above entitled Application was filed on July 12, 1991, and was
referred to the undersigned as Water Referee for Water Division No. 5, State
of Colorado, by the Water Judge of said Court on the 6th day of August, 1991,
in accordance with Article 92 of Chapter 37, Colorado Revised Statutes 1973,
known as The Water Right Determination and Administration Act of 1969.
And the undersigned Referee having made such investigations as are
necessary to determine whether or not the statements in the Application are
true and having become fully advised with respect to the subject matter of the
Application does hereby make the following determination and Ruling as the
Referee in this matter, to wit:
• 1. The statements in the Application are true.
•
2. The name of the structures involved are Collins Pump and Collins Pump
Alternate.
3. The name and address of the Claimant: Kenneth R. Collins; 2839 County
Road 335; New Castle, CO 81647.
4. The source of the water is Garfield Creek, tributary to the Colorado
River.
5. A) The point of diversion of Collins Pump is located in Lot 9,
Section 4, T. 6 S., R. 91 W. of the 6th P.M. at a point whence the
South Quarter Corner of said Section 4 bears East 10.0 feet, and S.
00°29'34" E. 1,405.81 feet.
B) The point of diversion of Collins Pump Alternate is on the
Colorado River at a point 1,900 feet from the South Section line and
2,750 from the East Section line of Section 4, T. 6 S., R. 91 W. of
the 6th P.M.
6. On October 31, 1980, in Case No. 80CW238, the Water Referee for Water
Division No. 5 awarded to Collins Pump, a conditional water right for 0.04
c.f.s., to be used for irrigation, with Appropriation date of June 4, 1979.
The Claimant was directed to file an Application for Finding of Reasonable
Diligence in the development of this conditional water right in October of
1984 to maintain said conditional water right in full force and effect. This
Ruling of Referee was confirmed and made a Decree of the Court on December 3,
1980.
•
•
•
(VI -1991)
Collins 91CW105
Ruling of Referee
Page 2
7. In Case No. 81CW169, the 0.04 c.f.s. previously awarded conditionally
to Collins Pump in Case No. 80CW238 was made absolute and unconditional.
8. On July 12, 1991, the Applicant filed in Water Court for Water
Division No. 5 an Application for Change in Water Rights in which it is
requested that, that Collins Pump Alternate at the location as described in
paragraph 5b above, be established as an alternate point of diversion for the
0.04 c.f.s. previously awarded to Collins Pump in Case No. 80CW238.
9. On September 3, 1991, a Statement of Opposition was filed on behalf
of Faye B. Faas.
10. On January 31, 1992, the Applicant and the Opposition agreed that the
Applicant makes no claim to any permanent right and that the use of the land
used to pump from the alternate point of diversion is fully at the discretion
of the landowner and may be terminated at any point in time.
11. The alternate point of diversion on the Colorado River is only to be
utilized when water is legally and physically available at the original point
of diversion on Garfield Creek.
No additional Statements of Opposition have been filed in this Case and
the Statutory time for filing Statements of Opposition has expired.
The Change of Water Right requested herein will not injuriously affect the
owner of or persons entitled to use water under a vested water right or a
decreed conditional water right, and the application should be granted
pursuant to C.R.S. 1973, § 37-92-305(3), subject to the provisions in
paragraphs 10 and 11 above.
The Referee does therefore conclude that the above entitled application
should be granted and that an alternate point of diversion of the 0.04 cubic
foot of water per second of time previously awarded to Collins Pump in Case
No. 80CW238 should be and hereby is established at the Collins Pump Alternate
as described in paragraph 5b above subject to the provisions and agreement in
paragraphs 10 and 11 above.
It is accordingly ORDERED that this Ruling shall be filed with the Water
Clerk Subject of Judicial review.
It is further ORDERED that a copy of this Ruling shall be filed with the
appropriate Division Engineer and the State Engineer.
Datedf -Y17 S
Dated -9
Avc-
a2 - 06 -9
BY THE RE REE:
Water Referee
Water Division No. 5
State of Colorado
NRJ-2G- t'5
i f'E OR
PRINT IN BLACK INK.
OPY OF ACCEPTED
TATEMENT MAILED
-'N REQUEST.
COLORADO DIVISION OF :WATER RESOURCES
818 Centennial Bldg., 1313 Shermar).St.
LYDenver, Colorado 80203 i''�`
STATE OF COLORADO i ;fie
COUNTY OF Garfield Ss ;,; Fb�k�ol
STATEMENT OF BENEFICIAL USE OF GROUND WATER
AMENDMENT OF EXISTING RECORD
X LATE REGISTRATION
PERMIT NUMBER -21 103
[HE AFFIANT(S) Kenneth R. Collins
whose mailing 3839 County Road 335
address is
New Castle, Co. 81647
City
I! I t• 1
S;
Twp 6
RECEIVEM
JUN 061980
WATER RESOURCES
AF FI DAMTE EfiGliff.111
'."2E,
LOCATION OF WELL
Gaff i elci
of the S V]
south__ . R' s 91___West 6
being duly sworn upon oath, deposes and says that he (they) is (are) the owner( s) of the well described hereon, the well
located as described above, at distances of __19Q___— feet from the
_,South_ section line and 2440
feet f,om
West section line; water from this well was first applied to a beneficial use for the purpose(s) described herein on the
day of ,;the maximum sustained pumping rate of the well is 15 gallons per minute, the punn;in,,;
rate claimed hereby is _XXX gallons per minute; the total depth of the well is 150
feet, the average annual a nuunt
.Dater to be diverted is 1 1/2 acre-feet; for which claim is hereby made for Domesti c
purpose(s); the legal description of the land on which the water from this well is used is
of whicl
acres are irrigated and which is illustrated on the map on the reverse side of this form; that this well was completed in
compliance with the permit approved therefor; this statement of beneficial use of ground water is filed in compliance with low; h'
(they) has (have) read the statements made hereon; knows the content thereof; and that the same are true of his (their) knowledge
Signature( s)
MP ETE REVERSE SIDE OF THIS FORM)
#_,
Subscribed and sworn t%
to before me on this day of
My Commission expires:
411.
f - / (, ,j'
�Jr'1,1e`tC'
ACCEPTED FOR FILING BY THE STATE ENGINEER OF COLORADO
PURSUANT TO THE FOLLOWING CONDITIONS:
JUL 141980
=pawSTATE FnGINEER
60,14;0
Court Case No.
FOR OFFICE USE ONLY
Mo. Day Yr __--
Cty.
2
Sec /.. Y.. 4
Nell Use
Dist
36) Basln
RY
•
•
T G S, R. 9/ i'V 7f %7'1 C2L n A
AND 417fic'
SET R.e
ANG ---1
SCALE' • / /A/G/4 = /00 FEET
N ^ C7 Rem*
8 r
h
¥
2.66 AV-'
e
RE/4A
AND Lx.o
t r'''
7C"3. '3Z -w
BG. '1-7 c_ 1
, I/4.1:7';
•
GARFIELD COUNTY COLORADO
.21 - 24 -
OD
//.47'
Yg GA'z . /A/
pLA �-G
O Z '36 -w
27.67
N. GG `z/ 3�
�7
9
529
3
2
1
Adjoining 2125
PEACH VALLEY MINOR
SUBDIVISION EXEMPTION
•
ROAD Itll'ROVJ:NENT AMR1:1:11E11T
10,E (�
v3� THIS AGREEt1ENT,' made and entered into this .STS,' day of
p c/,fir,�»L� , 198p, by and between RANCH INVESTIENT CORPORATION,
party of the first part, (hereinafter referred to as "the
Developer") , and THE BOARD OF COUNTY COMNISSIOUERS OF GARFIELD
COUNTY, COLORADO (hereinafter referred to as "County").
W ITNESSETH
WHEREAS, the Developer is the owner and holder of portions
of Lots 8, 9, 12, SE1/4 SW1/4 of Section 4, Lot 10 of Section 5
and NW1/4 NE1/4 of Section 9, Township 6 South, Range 91 West of
the 6th P.21., County of Garfield, State of Colorado; and
WHEREAS, the County is authorized by the provisions of
C.R.S. 1973, 30-28-101, et seq., to provide for the physical
development of the unincorporated territory within the County
and by the provisions of C.R.S. 1973, 29-20-104 to plan for and
regulate the use of land by regulating development and activities
in hazardous areas, regulating the location of activities and
developraenfs which may result in significant changes in popula-
tion density, providing for phased development of services and
facilities, and regulating the use of land on the basis of the
impact thereof on the community or surrounding areas; and
WHEREAS, the Developer, pursuant to applicable County regula-
tions and resolutions, has made application to the County for a
zone district amendment and planned unit development approval
to permfe-the construction and development of 317 residential
lots and two multi-purpose commercial lots on the above-described
property (which planned unit development project is known as and
hereinafter referred to as "Wood Landing"); and
WHEREAS, the County has caused to be constructed a public.
road known as County -Road 335, which road is situate on the
southerly side of the Colorado River between Alkali Creek and
Divide Creek; and
WHEREAS, Wood Landing is adjacent to said County Road 335;
and
WHEREAS, other persons also use or may use such road for
any lawful purposes, and neither party can prohibit the lawful
use to which such road is put by others; and
WIIEIUAS, significant amounts of additional traffic will be
generated on said County Road in the event residential and -
commercial improvements are permitted to be constructed upon
Wood Landing; and
WHEREAS, the County has determined that the traffic impact
of Wood Landing upon County Road 335 as it presently exists, would
constitute a danger to the public safety which would prevent the
County from approving the proposed zone district amendment and
planned unit development; and
WHEREAS, the County is unable to grant the requested zone
district amendment and plan approval unless the Developer shall
enter into an agreement to provide certain improvements to such
road, as herein provided; and
WHEREAS, the parties agree that such road as initially con-
structed was never intended to support the increased traffic
which would result from the construction land development of Wood
Landing; and
WHEREAS, the County by its Resolution No. 80-258 duly adopted
on October 27, 1980, has indicated that it would approve the
above-mentioned zone district amendment and planned unit develop-
ment for Wood Landing subject to certain - conditions, one of which
is that the Developer enter into and perform an agreement with
the County wherein the Developer would, at Developer's expense,
agree to make certain reasonable and necessary improvements to
County Road 335.
NOW, THEREFORE, in consideration of the premises and of the
covenants herein contained, it is agreed as follows:
1. Attached hereto as Exhibit "A" is a narrative descrip-
tion of the present condition of County Road 335 which the parties
agree fairly and accurately represents the present facts as to the
construction of such road and its present condition and a narrative
description of the construction thereto to be provided by the
Developer.
2. The Developer agrees to contract with an engineering firm
to design and provide the necessary engineering services for the
road improvements described in Paragraph 1 above. The Developer
agrees that the engineering firm to be employed as above provided
shall be subject to°the prior approval of the County, which ap-
proval shall not be unreasonably withheld. Notwithstanding the
above, Eldorado Engineering or KKBNA, Inc. are approved. Said
engineering firm shall also be responsible for preparation of
any necessary specifications or drawings. In addition, said
engineering firm shall be responsible for periodic inspection
of construction of said road improvements as required.
3. The Developer or Engineering Firm shall keep the County
apprised of all construction activities and shall furnish the
County with all required test results, soil reports and other
data, if any, accumulated in the construction of the road.
4. The parties acknowledge that a portion of the road im-
provements contemplated by this Agreement require relocating and
reconstruction of certain portions of County Road 335 over and
across lands not presently owned by the County. The Developer
will provide the County with a description of the improvements
as constructed and will furnish the sixty -foot rights-of-way and
evidence of legal title sufficient to provide the County with a
right-of-way, as provided for in Exhibit "A", across any property
that must be acquired for road relocation. In the event the
Developer is not able to acquire such rig]ts-of-way by the time
of recordation of the final plat of Wood Landing, the Developer ,
shall by that date provide the County with all documentation
necessary to establish the value of the properties to be acquired,
including an adequate appraisal by a mutually acceptable member
of MAI or equivalent, and the County shall then proceed with
condemnation proceedings, if necessary, to acquire the necessary
rights-of-way to permit construction to proceed as contemplated
by this Agreement.
S. The Developer shall pay directly for all construction
and shall pay for or reimburse the County for all costs associated
with road development, all as provided for in Exhibit "A", including,
but not limited to, reasonable attorney's fees and appraisals,
and right-of-way acquisition costs, the amount of any condemnation
awards and/or for the amount of any negotiated settlement with the
land owner providerl that such negotiated settlement shall have
been approved by the Developer in writing prior to or concurrently
with the negotiated"settlement. In the event the Countyshall not
have obtained possession of any right-of-way on or before 90 days
following recordation of final plat of Wood Landing, the Developer
shall not be required to realign any portion of County Road 335
for which the County has not obtained the necessary right-of-way,
but the Developer shall chip and seal (as defined in Exhibit "A")
the existing roadway within the existing right-of-way.
6. The acquisition of all necessary rights-of-way, legal
title and all associated road improvement costs and all funds
advanced by the Developer and the fair market value of all pro-
perties conveyed by the Developer to the County for these purposes
shall be collectively considered grants-in-aid from the Developer
to the County. Thereafter, as in the past, County Road 335 shall
continue to be the property of the County and the Developer agrees
that it will have acquired no interest*in the improved realigned
road. Private uses in the existing right-of-way will be either
preserved or transferred to a new location, the expense of which
will be treated as road relocation expense. Said road is being
paid for by the Developer under this Agreement solely to comply
with terms and conditions imposed by the County's Resolution No.
80-258 in connection with the rezoning and planned unit development
application related to Wood Landing. Any portions of the present
road which the County may determine no longer to be required for
public use because of realignment of County Road 335 shall be
vacated by the County and become the property of the adjoining
landowners as provided by C.R.S. Section 43-2-113 (1973)-, and
the Developer likewise shall acquire no interest therein except
to the extent that any of them is the adjoining property owner.
The roadway relocation and all construction shall be completed
within 24 months after commencement of construction of public
improvements in the subdivision of Wood Landing, except for road
relocation and bridge construction at Garfield Creek, which shall
be completed prior to issuance of a certificate of occupancy of
any building within Wood Landing. During construction no land
owner shall be prevented from having access to his property
excepting only construction delays ofup to thirty minutes. The
County shall maintain such road during construction to the extent
feasible and after completion of construction in a manner consis-
tent with maintenance which it performs with respect to similar
roads in the County primary road system in conformity with the
provisions of C.R.S. Section 43-2-111 (1973).
7. It is specifically agreed between the County and the
Developer that this Agreement is being entered into based upon the
current status of development in the area affected by County Road
335, which is that no further development is under consideration
by landowners of which the County is aware, and consequently the
sole reason for the relocation and reconstruction of County Road
335 is due to the development of Wood Landing. The Developer
has agreed to provide the road improvements required by the within
agreement and the Developer and the County desire to provide for
the contribution to such construction by any other subdivider or
subdividers whose projects will enjoy the direct benefits of the
road reconstruction which will result.from this Agreement. Accor-
dingly, the County has determined that those lands contained in
the Garfield Creek drainage and those lands contained within
Township 6 South, Range 91 West of the 6th P.P. which are south
of the Colorado River, west of the Garfield Creek drainage and
northeast of the Divide Creek drainage, will directly benefit
from the construction provided herein, and the County shall req4ire
as a condition precedent to authorization of any subdivision upon
such lands within ten years after the date of this Agreement, anv
subdivider shall repay to the Developers the amount proportionately
associated with each lot thereby subdivided, at a rate of $125.00
for each residential lot or dwelling unit and $500.00 for each
non-residential acre included in a subdivision or Planned Unit
Development, except land dedicated for public use shall be ex-
cluded. In the event the Developer is associated with any develop-
ment in the aforedescribed area, it agrees that any such development
shall be bound by and participate in such reimbursement. It is
expressly agreed that the total sum to he reimbursed to the
Developer shall not exceed eighty percent (80%) of the actual
cost of acquisition and construction as provided for in Exhibit
"A", which is estimated to be $250,000.00. All costs shall be
documented for and provided to the County prior to the time of
any reimbursement obligation.
8. The Developer agrees to provide to the County, concur-
rently with the final platting of any portion of Wood Landing,
security and collateral to guarantee the Developers'.performance
hereunder, in the form of a completion and performance bond issued
by a corporate surety company licensed to do business in the State
of Colorado, in the amount of 5250,000.00, to insure the acquisi-
tion of land and construction of improvements as provided for
in Exhibit "A". It is further mutually agreed that, as the roadway
improvements are completed, the Developer may apply to the Board
of County Commissioners for a release of all or part of the colla-
teral deposited with the Board. Upon inspection and approval,
the Board may release a proportionate amount of the collateral,
retaining sufficient collateral to assure completion of this
Agreement. If the Board determines that any of the roadway is
not and will not be completed in compliance with the
specifications within the time herein above limited, it shall
furnish the Developer with a written list of specific deficiencies
and shall be entitled to withhold collateral sufficient to ensure
such substantial compliance. If the County determines that the
Developer will not construct any or all of the improvements in .
accordance with all of the specifications, the County may require
and shall receive from the surety such funds as may be necessary
to construct the roadway in accordance with the specifications,
the County may require and shall receive from the surety such
funds as may be necessary to construct the roadway in accordance
with the specifications, limited to the amount of the completion
performance bond stated above.
9. In the event that any provision or provi$ions of this
Agreement are found to be, or become, illegal or unenforcable by
a Court of competent jurisdiction, the remaining provisions of
this Agreement shall remain in full force and effect unless any
party hereto is materially and adversely affected by such
-6-
illegality or enforceability. If any party is so materially and
adversely affected, such party shall have the right to terminate
this Agreement by reasonable written notice to the other party. It
is mutually agreed that a determination by a Court of competent
jurisdiction that the reimbursement terms are not enforceable shall
not permit the termination of this Agreement, nor excuse performance
of Developer's obligations hereunder.
10. The Developer shall indemnify and hold harmless the County
from any and all damages and costs, of whatsoever nature, which might
be incurred, in or as a result of any action resulting from the
County's efforts to enforce the reimbursement provisions of this
Agreement with reference to any activities occurring in those portions
of Garfield County defined as the affected area in paragraph 7 hereof
including but not restricted to. litigation which might result there-
from. In the event of such litigation involving the aforesaid reim-
bursement provisions, the Developer shall participate in such litiga-
tion as the true party in interest, ana the County may choose to
assume the posture of a "stakeholder" in any such litigation. Inasmuch
as the Developer has a direct interest in the outcome of any litigation
arising from the eforts of the County to collect the reimbursement
to which the Developer might be entitled as well as the costs and
expenses involved therein, it is agreed that the County shall not
institute such litigation without providing the Developer with ten
days' notice of its intention to commence such litigation, within
which period the Developer may decline any claim to the reimbursement
at issue and the County will be released from its obligation to pursue
such reimbursement. The County shall also provide the Developer
of notice of any lawsuit against the County related to the collection
of reimbursement within twenty days of service upon the County.
Such notice shall not be required prior to the defense of any suit
in which the County may become involved.
11. In the event, pursuant to the provisions of this Agree-
ment, any party is not obligated to perform its obligations as
herein provided by reason of the default of another party, or of
the failure of any condition precedent or subsequent applicable
to such party, excepting any reimbursement provisions found not
to be enforceable, then any such party who is not obligated to
perform may terminate this Agreement by notifying the other party
in writing and thereupon this Agreement shall be terminated without
futher obligation or liability upon any of the parties hereto.
12. For the purposes hereof, all notices shall be in writing
and shall be deemed delivered either when delivered personally or
when deposited in the United States mail, by certified mail, postage
prepaid, addressed as follows:
Developer: Post Office Box 1274
Littleton, Colorado 80160
County:
Board of County Commissioners
of Garfield County
Garfield County Courthouse
Post Office Box 640
Glenwood Springs, CO 81601
13. Nothing contained herein shall constitute an agreement
or admission or a declaration or any kind that either party is
the agent or representative of the other party, and each party
hereby declares that no agency is hereby created between the
parties hereto.
14. This Agreement sets forth the entire understanding and
agreement between the parties with reference to the relocation
and reconstruction of County Road 335, represents a merger of all
previous agreements relating thereto, which are deemed to be of
no force or effect except to the extent referred to herein, and
may not be altered, amended or modified or terminated other than
in writing agreed to by all parties hereto.
15. This Agreement shall be governed by the laws of the State
of Colorado.
16. The parties hereto agree to execute any further documents
and perform all further acts which are necessary or appropriate in
carrying out the intent of this Agreement.
17. This Agreement may be executed in two or more counter-
parts each of which shall be deemed to be an original and all of
which shall together constitute one and the same instrument.
18. The parties hereto covenant and agree with knowledge
that the road improvements are of importance to them, and for
those reasons, among others, that the parties will be irreparably
damaged in the event that this Agreement, with the exception of
the reimbursement terms contained herein or any terms which are
determined to be unenforceable, is not specifically enforced.
Accordingly, in the event of any controversy concerning the right
or obligation to improve the road or to perform any other act
pursuant to this Agreement, except the reimbursement provision or
any provisions which are determined to be unenforceable, such
right or obligation shall be enforceable in a court of equity by
a decree of specific performance. Such remedy shall be cumulative
and not exclusive, being in addition to any and all other remedies
which the parties may have. The County shall have no responsibility
for reimbursement in the event reimbursement provisions contained
herein are not enforceable.
19. This Agreement and all rights and obligations hereunder
shall be binding upon and inure to the benefit of the parties hereto,
their respective successors, heirs, personal representatives and
assigns, but this Agreement may not be assigned except with the
prior written consent of all parties hereto, which consent will
not be unreasonably withheld. Wood Brothers Homes., Inc. shall
be an approved assignee and the County agrees to consent to an
assignment of all rights and obligations of the Developer to Wood
Brothers Homes, Inc.
20. Time is of the essence of this Agreement.
21. It is agreed that as the various portions or phases of
the construction work required by this Agreement are completed,
the Garfield County Road Supervisor shall, within two (2) working.
days after written request, inspect the completed portions of the
work. The Garfield County Road Supervisor shall at the time of
making of each such inspection, give written notice to the Developer
of his approval and acceptance or disapproval of the construction
work then performed. Any notice of disapproval shall specify in
detail the portions of the work disapproved and the specific reasons
therefor. In the event the office of Garfield County Road Super-
visor shall become vacant during the term of this Agreement, the
County shall immediately designate another competent inspector.
IN WITNESS WHEREOF, the parties have executed this Agreement
-9-
as of the day and year first above written.
ATTEST:
Deputy Cilerk , the Board
ec etay
BOARD OF COUNTY COMMISSIONERS
OF GARFIELD COUNTY, COLORADO
Chairman
RANCH INVESTMENT CORPORATION
BY L012
President
Section
A
B
C
D
EXHIBIT "A"
WORK TO BE PERFORMED ON COUNTY ROAD 335
Location
Junction of C.R. 311 to
milepost 0.13
Milepost 0.13 to
milepost 0.30
Milepost 0.30 to
milepost 1.32
Milepost 1 .32 to
milepost 1.57
Present Condition
Adequate base and adequate drainage.
Fence and powerpoie encroachment.
Adequate right-of-way.
Adequate base and adequate drainage.
Adequate right-of-way except at curve
to be realigned.
Adequate base and adequate drainage.
Fence and powerpole encroachment.
Adequate right-of-way except at
curves.
Adequate base and drainage. Fence
and powerpole encroachment. Ade-
quate right-of-way except at
reconstructed portions.
Work to be Performed
C.R. 335 to have regrading From
junction wi th C.R. 311 easterly
a maximum of 500'.
Curve to be realigned as proposed.
Reconstruction of maximum of 300'
of roadway. Right-of-way acquisition
reouired. Irrigation pipe placed into
culvert under- C.R. 335.
Road surface above the six (6) Foot
diameter culvert located east of the
Goldman house shall be widened to
twenty-two (22) Foot width with two (2)
Foot shoulders on each side. Flag-
stone or- river rock shall be placed
near- each end of culvert to create a
rock abutment. Area between existing
road and abutment shall be Filled with
rock or- gravel to surface level of road.
Two curves (one adjacent to the gravel
pit and one west of gravel pit) to be
improved within existing right of way
by moving 150 Feet of fence back to
right of way line and regrading.
Maximum 800' roadway to be straightened
and irrigation structures relocated.
Maximum 500' of horizontal/vertical curve
to be realigned. Relocate 300' of fence.
Right-of-way acquisition required.
Section
E•
F
G
H
I
Horse Creek
•
EXHIBIT "A"
WORK TO BE PERFORMED ON COUNTY ROAD 335
Location
Milepost 1 .57 to
milepost 2.19
Milepost 2.19 to
milepost 2.63
Milepost 2.63 to
milepost 3.25
Milepost 3.25
milepost 3.75
Milepost 3.75 to
milepost 3.95
Horse Creek
Present Condition
Adequate
Adequate
base and drainage.
right-of-way.
Adequate base and drainage
Adequate right-of-way except
at curves.
Adequate base and drainage.
Adequate right of way.
Not applicable.
Adequate base. and drainage.
Fill area -rchip and seal surface.
Page 2
Work to be Performed
Road to be regraded on same
general alignment. Road reloca-
tion not required.
Two (2) curves to be realigned on
maximum 500' radius. Reconstruction
of maximum 300' of roadway (west
curve) and 300' of roadway (east curve).
Right-of-way permit required from B. L. M.
Road to be regraded. 150' guard rail on
north side of road west of the McAllisters.
Road to be realigned and regraded as part
of subdivision improvements.
A drainage structure shall be provided at
Garfield Creek, capable of accomodating
an HS -20 live load. The structure and
roadway shall be relocated north of the
present bridge and may be either, a con-
crete bridge, corrugated metal pipe with
wingwalls, or a concrete pipe withwing-
walls . The structure shall be designed
to accomodate a 25 year Flood at a mini-
mum. Right of way acquisition required.
At Horse Creek 200 Feet of a and rail to
be installed on north side of road.
Page 3
EXHIBIT "A"
WORK TO BE PERFORMED ON COUNTY ROAD 335 •
ROAD SURFACING - CHIP AND SEAL
The road From the junction of County Road 335 with County Road 312 to the junction of County Road 311 with County Road 335
shall have a three (3) inch base course of gravel and a twenty-two (22) Foot wide chip and seal surFace with oil applied at the
rate of .3 gallons per square yard and chip at Fifty (50) pounds per square yard.
RELOCATION - ROAD SUBBASE
Sections of the road requiring relocation shall have a nine (9) inch subbase of gravel in addition to the road surfacing specified
above unless a soils report prepared by a competent soils engineering Firm shall specify a lesser amount.
RIGHT OF WAY
The developer shall provide a 60 Foot road right-of-way to the County For any road section being realigned outside of the existing
road alignment.
The developer will attempt to secure a sixty (60) Foot road right-oF-way or road permit (B. L. M.) From other landowners along
County Road 335 between its junctions on the west with C.R. 311 and its junction on the east with C.R. 312 as a convenience
to the County. The developer is not required as a part of this Road Improvement Agreement to provide a right of way For any
road section other than areas being realigned or adjacent to the Wood Landing development.
r
EXHIBIT A
WORK TO BE PERFORMED ON*COUNTY ROAD 335
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EX41€17 h'1
RESOLUTION N0. 80
RESOLUTION CONCERNED WITH MAKING A RECOMMENDATION REGARDING THE APPLICATION FOR REZONING
WHEREAS, Gene R. Hilton has petitioned that the Zone District Maps adopted and
a part of the Garfield County Zoning Resolution be amended to change the following des-
cribed land from the Agricultural/Residential/Rural Density and Agricultural/Industrial
Zone District to the Planned Unit Development Zone District:
A parcel of land situated in Lot 8 and 12 of Section 4, and in Lot 10
of Section 5 all in Township 6 South, Range 91 West of the Sixth Princi-
pal Meridian, lying Northerly of the Northerly right-of-way line of Garfield
County Road No. 335 and Southerly of the Southerly Bank of the Colorado
River, said parcel of land is described as follows:
Beginning at a point on the Westerly line of said Section 4, said point
being on the Northerly right-of-way line of said County Road whence the
Southwest Corner of said Section 4 bears: South 00°50'00"East 202.04
feet;
thence North 00°50'00" West 236.06 feet along the Westerly line of said
Section 4;
thence North 75°43'18" West 101.89 feet;
thence North 17°08'41" West 115.59 feet to a point on the Southerly Bank
of said River;
thence along the Southerly Bank of said river North 23°05'04" East 141.99
feet;
thence North 23°01'07" East 176.18 feet;
thence North 25°11'33" East 131.69 feet;
thence North 27°43'41" East 170.02 feet;
thence North 33°01'38" East 248.03 feet;
thence North 34°17'48" East 221.12 feet;
thence North 42°14'07" East 176.93 feet;
thence North 50°21'59" East 177.74 feet;
thence North 53°42'41" East 222.06 feet;
thence North 64°11'03" East 229.96 feet;
thence North 80°04'02" East 139.23 feet;
thence North 83°30'04" East 117.59 feet;
thence North 80°27'03" East 9.33 feet;
thence leaving said river bank South 00°39'46" East 1375.03 feet to a point
on the Northerly right-of-way of said road; thence South 64°01'23" West
561.68 feet along the Northerly right-of-way line of said road; thence
206.53 feet along the arc of a curve to the right, having a radius of 970.00
feet, the chord of which bears: South 70°07'22" West 206.14 feet; thence
South 76°13'20" West along the Northerly right-of-way line of said County
Road, 623.30 feet to a point on the Westerly line of said Section 4, the
point of beginning.
State of Colorado, County of Garfield
and;
A parcel of land situated in Lot 9 and in the SE1/4SW1/4 of Section 4, Township
6 South, Range 91 West of the Sixth Pricipal Meridian, lying Westerly of
the North-South centerline of said Section 4, Northerly of the Northerly
right-of-way line of Garfield County Road No. 335 and Southerly of the Sou-
therly Bank of the Colorado River, said parcel of land is described as fol-
lows:
Beginning at a point on the North-South Centerline of said Section 4, said
point being on the Northerly right-of-way line ofsaid County Road whence the
South Quarter Corner of said Section 4 bears: South 00°29'34" East 990.67
feet; thence along said road right-of-way North 76°02'53" West 79.67 feet;
thence 100.26 feet along the arc of a curve to the left, having a radius of
230.00 feet, the chord of which bears: North 88°32'10"West 99.47 feet.thence
South 78°58'32" West 293.50 feet; thence 140.15 feet along the arc of a curve
to the left, having a radius of 1,030.00 feet, the chord of which bears:
South 75°04'40" West 140.04 feet: thence South 71°10'47" West 396.23 feet:
thence 66.20 feet along the arc of a curve to the left, having a radius of
530.00 feet, the chord of which bears: South 67°36'05"West 66.16 feet;
thence South 64°01'23" West 301.54 feet; thence leaving said road right-of-
way North 00°39'46"West 1375.03 feet to a point on the Southerly Bank of
said river; thence along the Southerly Bank of said river North 80°27'03" East
162.30 feet; thence South 86°57'23" East 198.87 feet: thence South 83°46'26"
East 181.34 feet;
thence South 70°47'48" East 177.61 feet;
thence North 88°09'23" East 176.89 feet;
thence South 79°58'23" East 134.04 feet;
thence North 81°42'52" East 173.42 feet;
thence South 33°04'03" East 237.76 feet, to a point on the North-South
Centerline of said Section 4;
thence South 00°29'34" East along the North-South Centerline of said
Section 4, 765.80 feet to a point on the Northerly right-of-way line of
said County Road, the point of beginning.
EXCEPT
A parcel of land situated in Lot 9 and SE4SW1/4 of Section 4 Township 6
South, Range 91 West of the Sixth Pricipal Meridian, lying Westerly of
the North-South Centerline of said Section 4 and Northerly of the North-
erly right-of-way line of a county road as constructed and in place, said
parcel of land is described as follows:
Beginning at the South Quarter Corner of said Section 4; thence N 00°29'
34" W. 990.67 feet along said North-South Centerline to a point on the
Northerly right-of-way line of said road, the True Point of Beginning;
thence N 76°02'35" W. 79.67 feet along said Northerly right-of-way line:
thence 100.26 feet along the arc of a curve to the left, having a radius
of 230.00 feet, the chord of which bears: N 88°32'10" W. 99.47 feet; thence
S. 78°58'32" W. 86.49 feet along the Northerly right-of-way of said road;
thence N 08°38'28" W. 379.58 feet; thence N 78°23'57" E. 321.42 feet to
a point on said North-South Centerline; thence S 00°29'34" E along said
North-South Centerline 445.14 feet to a point on the Northerly right-of-
way line of said county road, the True Point of Beginning. The above
described parcel of land contains 2.66 acres, more or less. and;
A parcel of land situated in the SE1/4SW4 of Section 4, Township 6 South,
Range 91 West of the Sixth Principal Meridian, lying Westerly of the
North-South centerline of said Section 4, Southerly of the Southerly
right-of-way line of Garfield County Road No. 335 and Westerly of the
Westerly right-of-way line of County Road 312 said parcel of land is
described as follows:
Beginning at a point on the North-South Centerline of said Section 4,
said point being on the Northerly right-of-way line of said County Road
whence the South Quarter Corner of said Section 4 bears: South 00°29'34"
East 990.67 feet;
thence along said road right-of-way North 76°02'53" West 79.67 feet;
thence 100.26 feet along the arc of a curve to the left, having a radius of
230.00 feet, the chord of which bears; N 88°32'10" W 99.47 feet: thence S
78°58'32" W 293.50 feet; thence 140.15 feet along the arc of a curve to the
left, having a radius of 1,030.00 feet, the chord of which bears: South
75°04'40" W 140.04 feet; thence South 71°10'47" West 396.23 feet; thence
66.20 feet along the arc of a curve to the left, having a radius of 530.00
feet, the chord of which bears:South 67°36'05" West 66.16 feet; thence South
64°01'23" West 301.54 feet:. thence leaving said road right-of-way South
00°39'46" East 62.00 feet to a point on the Northerly right-of-way line
of County Road 335; thence South 00°39'46" East 65.00 feet to the Southerly
right-of-way line of County Road 335; the point of beginning;
thence South 00°39'46" East 525.00 feet;
thence North 29°00' East 415.00 feet;
thence North 70°45' East 870.00,feet;
thence South 49°30' East 395.00 feet;
thence South 11°30' East 1150.00 feet;
thence North 89°30' East 295.00 feet to the Westerly R.O.W. line of C.R.
312; thence Northerly along the Westerly right-of-way line of County Road
312 to its junction with County Road 335 thence Westerly along the Southerly
right of way line of County Road 335 to the point of beginning. and;
WHEREAS, the said application has been referred to the Garfield
County Planning Commission for its review and comment; and
WHEREAS, the Garfield County Planning Commission has reviewed
the proposed application for zone district amendment and has determined that
the proposed amendment:
1. is consistent with the Garfield County General Plan
2. is consistent with the purposes and intent of the Garfield
County Zoning Resolution, and
PROVIDED THAT:
A. All conditions of the letter from Gene Hilton to the Garfield
County Planner dated September 8, 1980, are adhered to. A copy
of which is attached.
B. There be a maximum of 327 lots.
C. No county funds be spent to improve County Road 335.
D. The park be developed with a softball field, one-half
basketball court and tot lot facilities.
E. The fire truck will be provided with
acceptable to the Silt - New Castle Fire
will be a late model 3/4 ton, four wheel
and will be purchased and on site by the
occupancy have been issued for 25 houses.
a "drop-in" package
District. The truck
drive with low mileage
time certificates of
NOW, THEREFORE, BE IT RESOLVED that the Garfield County Planning
Commission recommends that the Board of County Commissioners of Garfield County
approve the application of Gene R. Hilton for the above described amendment
to the Garfield County Zoning Resolution.
ATTEST:
�f 44 r1 --,r..
S c tary
GARFIELD COUNTY PLANNING COMISSION
By:
Chairman
SEO-WTR DIV 5 TEL:303-945-5665
Jun 1? 96 13:54 No.003 P.02
PAGE 1
!ELL WILL MATER SEC LOCAT'I TORI P
YIELD DEPTH LEVEL COORDINATES QTRS SC SEIP RANGE M
REPO1T DATE 06/17/96 COLORADO WILLS, APPLICATIONS, AND PERMITS
COLORADO DIVISION 01 NATER B.ESOURCIS
PERMIT D CO 08818 1870RNATION
ACTIVITY STATUS 1St DS1D AKEMAL ACRES GEOL
CD DATE CD DATE ID MD DB USE DATE APROP 111 AQPR
20285 R 5 23 BRANNAAI PROP 881 CASTLE, CO 81647
AP 14120(75 19 I
2241718 5 23 LIGAN MARY C/0 SAILTO8 DIILLIIG BASALT, CO 81621
SE 4 6S 9189
119053 5 23 81661501 B T 068110 990, CO 81601
141897 5 23 801.1 TUNAS 39053 ANY 6624 111 CA9TLE, CO 81647
11 01/1//85 45 02101/87 1,50 08 13,00 143
119053 A 5 23 RILLISOI 88817 T 0344 CORYBLL RD GL11800D SPGR, CO 81601
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48 49801.14001 1YIQ 4 6 9 91 Y It
177788 5 23 LOGAN MARY 80I71 P 0 BOX 2771 G6111000 SPGS, CO 81602
1P 04101194 39
131675 A 5 23 0081 P A 07.7.10 J01CT1, CO 81501
1P 07/13183 DS
18906 5 23 T1110 JAMES III CASTLE, CO 81647
45 DS 03113/64
113336 5 23 DYES 9 C 811 CASTLE, CO 81647
IP 03110119
151043 5 21 IAMBS PATRICI ISN CASTLE, CO 81647
JJP Q1113/88 AD 01115/88 45 D 12/31117 1.50
151043 A 5 23 .AYES PATRICI 6809-214 RD 111 CASTLE, CO 81647
34505110158 nu 4 C1._ 91 1 S
5818 4 6 $ 91 8 S
15.00 83 60 SABI 4 6 5 3111
818W.4 65 91NS
15.10 70 1181 4 9S 1 N S
137527 5 23 COLBY ID 6 LIIDA 6765 COMITY RD 214 111 CASTLE, CO 81647 L0T 4
CP 01121/84 9C 06/10193 45 GN 10.00. 125 11501.12001 IO 4 6 S 91 .8_S
71071 5 21 J011801 80811 C 6611 CO 1D 214 888 CASTLE, CO 81647 LOT 4
CA 10/07/94 45 D G1
193301 5 23 J0B0S01 101111 C 6 MITT/ A 6611 CO RD 214 1EW CASTLE, CO 81647 LOT 4
107874 5 23 TBMRSTMI 16111 0349 APPLE DR NEN CASTLE CO 81647
251571 5 23 SUGARS D. J. GL81100D SPG, CO 81601
If 10/110 45 M 81IW 4. 6 8 91_118
4599 A 5 23 116887 DO8ALG G 6533 CE 214 111 CASTLE, CO 81647 LOT 4
125194 5 23 MORRIS S 1 067.00OD SP, CO 81601
IIP 0411611211 04129/82 39 D
4599 5 23 MCCLORB FINIS 918 CASTLE, CO 81647
Mg 14/01/59 1.8 1i/17111 j9 .0 Q8/20j40 G1 5.00 150 J7 8800 4 6 S 911 E
115387 5 23 BOGIES DAVID J & 80811 8 6599 214 RD I11 CASTLE, CO 81647 LOT 1 1016899 91801 90101, EIEKPT
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5 23 BUILT MAZY 1111
19 12/06/93 RC 02/22195
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IP 12/06/93 IC 04/08/94
BOX 26 NODE 01111, CO 81656 LOT 2 HOGHBS MAOI SMSDIV E118KPT
39 p &11 0111402481 1111 4 6 5 91 B S
BOX 26 MDT 01111, CO 81656 LOT 3 BOGIES MI801 BODDIE 118111
39 0 68 032516 00168 1881 4 6 9 91 8 S
P 0 BOX 26 WOODY 01111, CO 81656 LOT 4 BOGIES 81101
39 D ___01 05501.03001 IWNO J .6 9. 91 N J
SEO-WTR DIV 5 TEL:303-945-5665 Jun 17 96 13:55 No.003 P.03
REPORT DAR'S 06/17/96
28RMIT D CO 011081 18101NATI00
•
COLORADO WILLS, APPLICATIONS, AID 1111ITS
COLORADO DIVISI01 Of 81111 RES0URCBS
PAGE 2
ACTIVITY STATUS 18T USED ANNUAL ACRES GBOL WILL WILL WATER SBC LOCAT'0 TOMN P
CD DAT1 CD DAT1 ND ID DB USS DATE AP8OP II1 AQFR YIELD DEPTH L1V8L COORDIOATOS QTRS SC SHIP RANI 0
441541 1 5 23 NHITE JOHN A 6611 1D 214 NH CASTLE, CO 81647
I:
441518 5 23 0HITI 3081 6611 RD 214 000 CASTLE, CO 81647
1f 10/01/94 39 D GO
5 23 8OSBLY 8ARY ANNE BOI 26 MOODY CRBBE, CO 81656 LOT 2 HUGHES 81801
AP 04/24/96 39 D G0
5 23 BOSILT NARY AOOB 101 26 000DY CREEE, CO 81656 LO? 3 BUGBES 01008
AP 04/24/96 39 D
5 23 HUGHES DAVID 3 6609 214 RD 111 CASTLE, CO 81617 LOT 6 DOHS 01801
JP 04124/96 39 D G8_ __. 12000.03008 MM10 4 6 8 91 0 S
110790 5 23 5018881 P E GLENWOOD SPG, CO 81601
01061.07101 1010. 4 6 5 91 0 S
03251 0242M 11111 4 GJ _II I, $
Q1 0)250.00860 1000 4 6 6 91 M 8
119031 5 23 D8 ULB D. CARB08DALB, CO 81623
IP 03/12181 MA 39
122251 5 23 TRIPLAT T J RIFLE, CO 81650
At 05/13/81 ID 06/05/81 39
121828 5 23 0 8INA1 31 80101 P 0 001 3740 810190811, IT 12113
134852 5 23 8RUM0 J.V. IBI CASTLE, CO 81647
II02/08/841IA 45
1150?? 5 23 TRIPLET 4 J IBM CASTLE, CO 81647
12 041121 39
119031 A 5 23 COLLBB NARVI1 III CASTLE, CO 81647
IP Q2/06106 RQ 03f21111 l9 GM SIMM 4 6 S 91 1 a
5 23 RICKARDS WILLIAM D 7040 CO ID 214 IBM CASTLE, CO 81617 LOT 2 TA8RO BIENPTIOI
AP 115/06/91 AU 09/22191 3) D GM _32101,28001 5110 4 6 S _11 WI
111060 5 23 IP'IB LBBAID B. it PIGGY J. 6810 214 RD. III CASTLE, CO 81647
19 D 11/02/81 1.00 15 00 155 80 18101.16924 SIP 4 6 S 91 0 S
113419 5 23 811310 JODI V. 6850 Y 214 RD. 110 CASTLE, CO 81647
39 D 04/10/81 15.00 140 16201.19900 SEMI 4 6 5 91 0 5
121828 A 5 23 BRBDA ART & LADRII 716 COWDII GLE1000D SPGS, CO 81601
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�f 04196/94 39 D GO 39608,33608 SBOI ! 6 S 91 M S
455868 5 23 TOLO8 1108 i CAEELL8 P 0 801 546 080 CASTLE, CO 81647 LOT 3 MATES 818881101
54662 A 5 23 IVI8 L 010 CASTLE, CO 81647
MP 12115/80 _ 39 D
126733 5 23 1081 1 J 118 CASTLE, CO 81647
IP 021011(2 AA 031.11182 45 D
51662 5 23 IVIS WARD H & PIGGY J. 39190 HMY 6 & 24 110 CASTL4, CO 81647
39 j1 0110/81 1.00 15.00 240 80 19601.13920 8010 4 6 S 91 0 S
65494 5 23 NILTOI 8811 lit 1 BOI 109A III CASTLE, CO 81147
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22309F 5 23 IIL701 G R GLEN000D SPX, CO 81601
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SEO-IjJTR DIV 5 TEL:303-945-5665
Jun 17 96 13:55 No.003 P.04
REPORT DATE 06/17/96 COLORADO WILLS, APPLICATIODS, AMD PERMITS
COLOIADO DIVISION OF NAT$R RBSOUICIS
PERMIT
D CO 0088 10E0111'1101
ACTIVITY STATUS 1ST USED ANNUAL ACRES 080L
CD DATE CD DATE 8D ND D6 OSE DATE APROP IRR AQPR
276838! 5 23 HILTON GENE R t BNARTECH INC GLIB SPRINGS, CO 81602
XI 03121196 _19 0 M _HI 11158 4 6 S Q1 JJ
22310F 5 23 111701 G 1 GLI8100D SPI, CO 81601
IP 01/21177 39 I _ 8858 4 6 S 91.10.&
170369 5 23 BAILEY ULIR BOT 460 III CASTLE, CO $1697
115109 5 23 COLLINS i0I18?I R 3839 CITY RD 335 DEN CASTLE, CO 81647
PAGE 3
NELL 88LL 8A?8R SIC LOCAT'I TON8 P
YIELD DIPTS LBVIL COORDINATES QTRS SC SHIP RAMGI 8
223119 5 23 IILT01 G 1 GLIDIi00D SPD, CO 81601
IP 04129177 31 I_
21363 5 23 SIIC 8 1 188 CASTLE, CO 81647
45_ D 08/30/64
2768488 5 23 8ILTON GEN! 8 % IDARTICH INC GLIM SPRINGS, CO 81602
IASI 4 6 1 91 N S
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123412 5 23 SITDII F L III CASTLI, CO 81617
IP 11/17181 1C 11117/81 39
5 13 T011 D GLOIOOD Sgt, CO 81681
AP 06/0.5/8410 07/05/84 j9
124501 5 23 YOU D GLIIND SPG, CO 81601
IP 11/1$/$1 111 WW1 39
112000 5 23 MILI8 DONALD JANIS 6503 101D 214
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5 23 C80N08BT8 Jib III CASTLE, CO 81647
AP 10/02/15 AU 01/13/81 39
112000 A 5 23 MILII DONALD /AXIS 6503 ROAD 214 III CASTLI, CO 81647
8P 09/01j90 118 10/10/90 39 1.00
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5 23 KOM8 1 ?MASA ?ODD 6503 101D 214 188 CAM!, CO 81647
17374 5 23 881?! N I III CASTLE, CO 81647
39 D 09/04/63
19060 5 23 MIS MILTON 888 CASTLI, CO 81617
IP 03/03/64 39 1 92198141
66161 5 23 SI80180I CHAffi8S IT 1 805 107C 888 CASTLE, CO 81617
76083 5 23 0811001 XIRBIIT L. 6501 ID 154 III CASTLI, CO 81647
88687 5 23 801081 WILLIAM 1, 6303 COUNTY 801D 214 III CASTLE, CO 81647
139805 5 23 881101 I 888 C1885E, CO 8164?
11 05/25/84 Al 05/20/85 19
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IP 04/15187 IP 05/05/89 39 GN
63626 A 5 23 80116 8088881 6105 CITY ID 214 188 C88158, CO 81647
}900D,�1509 1018 5 6 S - 91 -_ILS
SEO—WTP DIV 5 TEL:303-945-5665
R8P0BT DATE 06/17/96
Jun 17 96 13:56 No.003 P.05
PAGE 4
COLORADO NBLLS, APPLICATIONS, AID PSBMITS
COLORADO DIVISION OF NATER RESOURCES
PERMIT D CO ONIBR INFOIMATIO1
ACTIVITY STATUS 1ST US8D ANNUAL ACRES GBOL
CD DATE CD DATI ND ND D8 USI DATE APIOP IRR APR
5 23 SMILACI STRPRBI 2755 103 RD CARBOIDALE, CO 81623
BLL
YIELD
WELL NAT81 SIC LOCAT'N TONI P
DEPTH LEVRL COORDINATES OTRS SC SHIP 111G8 M
5 23 SNILACI STIPI81 2755 103 RD C7R80IDALI, CO 81623
AP 12/10190 IN 09/10152 39 DS
41673F 5 23 SMILAC( STEPHEN 2755 CO BD 103 CARBONDALI, CO 81623
IP_D8103/j2.8109/29193 39 D
5 23 SIILACI STIPH81 2155 103 RD CARBONDALI, CO 81623
AP 12/10/90 0 DS
416741 5 23 SNILACI 5T8P888 A 2755 103 BD CARBONDALI, CO 81623
IP 01128/91 II 09129/9,3 1,9 DS
165416 5 23 DICES 6RIAl< i BOIADIA 6061 2108 RD NEN CASTLE, CO 81647
LOT CO SMILACI 8IBNPTION PROP
0 130 11105.14008 581E 6 S 91 N S
GN 2000I.i400 SNB 5 6 5_ 91 N S
LOT 168 SMILAC( 188NPTIOB PROP
ON 200_ 28608 20501 8888 5 6 S ,41 I,6
IP 06/30/92 OC 02121/96 39
28353 5 23 RDSSO MITI 3 IT 1 901 1071 III CASTLE, CO 81647
39 D 08/05/66
GI 1,00 270
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8.00 , 283 283 5818 5 6 8 91 N S
61626 5 23 STICI7,III P8T1 i 81LI1 III CASTLE, CO 81647
46609) 5 23 SMILACI S78PIII 2755 CO RD 103 CARBONDALI, CO 81623
IP 10/20/95 Al 05/15/96 39 RS
45147) 5 23 SMILAC[ 5119188 2755 CO 10 103 CARBOIDALI, CO 81623
_ IP 10120(9.5 CA 05/21/96_ 39 DS
276818(8 5 23 SMILAC( STBP8AI 8 HILTON DRILLING BASALT, CO 81621
IDI 03/21/96 39 0 )j -
50393 A 5 21 HA6)0RD BASIL i LINA 5633 21478 10 BN CASTLE, CO 81647
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450031 5 23 ADD IIYISTMIN?S LLC %LRAVIINORTB & CALOIA PC GLII11000 PIGS, CO 81602 LOT 2 ADD SUBDIVISION 8IIMPTIOI
j11, 03/20195 Alt 05/05/95 39 DS
45001) 5 23 SBIRLET TROY MARTIN 6 508(118 8 9041 SN 4911 ST COOPER CITY, FL 33328 IAT 3 ADD SUBDIVISION EIIMPTIOI
45002) 5 23 IDD IIBSTMIITS LLC BLIAYSNNORTH & CALOIA PC OLBNNOOD SPRGS, CO 81602 LOT 4 ADD SUBDIYISIOI 1 8UTIQI
IP 93/20/95 39 DS GI 2570 17004/ SOI 5 6 S 9 N a
45001F 5 23 ADD IIYISTNSHTS LLC %LIAY8I1ORTI 6 CALOIA PC GL$IIOOD PIGS, CO 81602 IAT 5 ADD SUBDIYISIOI 1IEMPTI01
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116705 5 23 IIUSI III I/COLL0F1 d 9188BT? 5813 21471 YD 181 CASTES, CO 81647 IAT 1 ADD BIEMPTION
5 23 ADD II)8STM88TS LLC 8 CALOIA ROUT 6 LICIT PC GL8IND SPRINGS, CO 81601
2795211 5 23 ADD INTIST881TS 8 CALOIA HOOP! & LIGHT PC GLAD SPRINGS, CO 81601 SSNN 5 6 S 91 N S
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5 23 ADD 181851IIIITS LLC E CALOIA 80041 i LIGHT GLNND SPRINGS, CO 81601
5 23 ADD IIYISTMINTS LLC 5 CALOIA 80UP? 6 LICIT PC GLII10 SPRGS, CO 81601
AP 05/10196 39 D
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50393 A 5 23 CIRISI 101 5633 214 RD NEN CASTLE, CO 81647
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SEO-WTR DIV 5 TEL:303-945-5665 Jun 17 96 13:57 No.003 P.06
REPORT DATE 06/17/96
PERMIT D CO Mill INPORNATION
COLORADO WILLS, APPLICATIONS, AND PERMITS PAGE 5
COLORADO DIVISIOI 07 NATRI RESOURCES
ACTIVITY STATUS 1ST USED ANNUAL ACRES GIOL MILL WILL WATER SRC LOCATE TONI P
CD DATE CD DATE ND ND DB 0S8 DATE APIOP III AQPI YIELD DEPTE LEVEL COORDINATES QTRS SC SHIP RANGE N
5 23 RIPPI ADAIR 0023 RIPPI LAIR NEN CASTLE, CO 81647
AP 07/28189 A0 09/01189 39 GM
45233, 5 23 RIPPI ADAIR BSTATI tENARTECE INC GLENND SPRINGS, CO 81602
17 3$, 021E SES$ 5 6 1 91 11 1
NP 05/05/95 _39 DC GN 28635,005D1t NEST 5 6 S 91 M S
188355 5 23 RIPPI ADAIR ESTATE RBNARTBCH INC GLIEND SPRINGS, CO 81602
188354 5 23 RIPPY ADAIR ESTATE %ENAITECA INC GLIM SPIIIGS, CO 81602
IP 05/05/95 39 0 M GO 14135.0050E_NBSE 5 S
50393 5 23 MUIR 0 A STAN IT NBM CASTLE, CO 81647
SEO-WTR DIV 5 TEL:303-945-5665 Jun 17 96 13:57 No.003 P.07
REPORT DATE 06/17/96 COLORADO MOLLS, APPLICATIONS, AND PERMITS
COLORADO DIVISIOP OF MITER RESOUICBS
PAG! 1
PBINIT D CO 0111111 I17011111101
ACTIVITY STATUS 1ST USED A11NTAL ACRES GBOL WILL NELL MATER SIC LOCAT'I TONI P
CD DATB CD DATE ID MD DB USE DATE APROP IRR AQPR YIELD DEPTH LEVEL COORDINATES QTRS SC SHIP RANG$ N
50393 5 23 MURK 0 A STAR 17 NPM CASTLE, CO 81647
IP 12/22171 45 J1 02102172
123412 1 5 23 SNYDER 7110 P 0 80I 277 )1111 CISTLP, CO 81647
17 04124119 11 06/07189 45
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GM ,8.00 91 60 22685 25081 111158
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39 03 llLDial 1.00 7 00 60 23 0341S 80098 SISI S 6 S._41 N S
136306 5 23 011011 DONALD R. P.O. 801 106 11I CASTLE, C0 81647
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STATE OF COLO .DO
DIVISION OF WM ER RESOURCES
WATER DIVISION FIVE
(D1fike of the State Engineer
Department of Natural Resources
50633 U.S. t lwy 6 & 24
P.4: Box 396
Glenwood Springs. CO 81602
Phone 13443) 94S-5665 `�� j _,1_i
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DIVISION 5 WATER RESOURCES
OUR FAX NUMBERS: (3831 945-8741 or (303) 866-5415
July 10, 1996
Re: The propos :d subdivision (The Rapids) of Gene Hilton
To Whom It Ma Concern:
Our residence is ocated one mile west of the Hilton property. We continue to
have several seri us concerns with the project as it impacts our quality of life in
this rural area.
Most of the resiences in this area maintain large acreages for livestock, crops,
etc. This lifestyl is highly valued by the homeowners. We have chosen to live
in this area rathe than in town because of the low density. To add a subdivision
to this rural area would change the makeup of the area and adversely affect the
attractiveness of our property. Mr. Hilton does not live in this rural area, nor
does he intend t do so. However, he would profit greatly financially at the
expense of thos of us trying to maintain a rural lifestyle.
With the 1,200
Subdivision, an
(which is appro
inconceivable to
subdivision in a
be required.
The main road
project. Iinpro
expense require
of hillside that
Hilton to financ
fund. The cou
ago. However,
these past dein
I
t Castle Valley Subdivision, the Burning Mountain
the 1,400 (or more) unit subdivision planned for the Silt area
ately five miles from Mr. Hilton's property), it seems
us that it would be necessary for the county to approve a
rural area that would not easily adapt to the changes that would
ay (County Road 335) would not be adequate for such a housing
g the road would be unfeasible by Mr. Hilton given the extreme
to widen the road, develop new ditches, and remove large areas
e naturally steeply graded. It would not be feasible for Mr.
such changes and would, therefore, be left for the county to
ty rejected previous proposals for this same reason five years
vith the change of board members, perhaps Mr. Hilton is hoping
s of his plans will go unnoticed.
At yet another eeting discussing Mr. Hilton's plans, the necessity of a new
bridge was a m.jor contention and his plans were rejected. When the county
later built a new bridge, Mr. Hilton came up with yet another proposal. Once
again Mr. Hilton is attempting to afford himself the greatest gain at our expense.
Our lifestyle would also be impacted by limiting our freedom to safely walk, bike
and horseback ride on the road. We would be required to live as though we lived
in town. Additionally, in the event that we chose to sell our property, we could
no longer be afforded the advantage of offering our property as an exclusively
rural area.
It is our hope that the board will consider the numerous previous proposals that
were rejected, consider the extreme expense to the county to afford Mr. Hilton his
enormous profits, and consider the effect this will have on those of us who desire
to maintain a rural lifestyle. In all the years that Mr. Hilton has been attempting to
force his plans through, I have never heard one resident in our area approve of
the subdivision. In plain terms, no one wants it here!
The only one to profit from such a proposal is Mr. Hilton himself. The county
will have a hard time explaining to the taxpayers why this enormous expense is
required so that Mr. Hilton can put a subdivision in the middle of the country.
Sincerely,
Ca
Craig and Lisa Schultz
ROBERT DELANEY
KENNETH BALCOMB
“OF COUNSEL/
JOHN A. THULSON
EDWARD MULHALL, JR.
SCOTT BALCOMB
LAWRENCE R. GREEN
ROBERT M. NOONE
TIMOTHY A. THULSON
LORI J.M. SATTERFIELD
EDWARD B. OLSZEWSKI
DELANEY & BALCOMB, P. C.
ATTORNEYS AT LAW
DRAWER 790
GLENWOOD SPRINGS, COLORADO 81602
October 14, 1996
Eric McCafferty
Garfield County Planning Department
109 8th Street, Suite 303
Glenwood Springs, CO 81.601
Dear Eric:
OCT 1 5 19
RE: The Rapids on the Colorado Subdivision
Gene Hilton and The Rapids on the Colorado
LLC
818 COLORADO AVENUE
TELEPHONE 945-6546
TELECOPIER 945-8902
AREA CODE 970
At the public hearing on the preliminary plat, the Commissioners
requested the applicant to provide some consideration to Garfield
County School District RE -2's buses that serve The Rapids subdivision
area. A turnout was discussed. I believe the discussion was resolved
by our agreement to again contact RE -2 for the purpose of learning
what type of provision would best suit the District's needs.
Leonard Eckhardt contacted me by phone the following day.
Leonard is the Superintendent for RE -2. He indicated that he thought
RE -2 had responded prior to the meeting before the commissioners but
either that had not happened or the response had been misplaced. In
either case, RE -2 did not feel that they needed to make any "special
request" for bus pull off facilities in the case of The Rapids on the
Colorado subdivision. A copy of the written reply received 10/10 is
enclosed. Accordingly, it would be our understanding that the
applicant need not incorporate in his plans any special provision for
RE -2 bus service. Let us know if you have any questions or concerns
;with *hi
Very truly urs,
DELANEY ALCOMB, P.C.
By
SB:pc
xc: Gene Hilton
Peter Belau
Leonard Eckhardt
Don Deford
Scott Balcomb
Garfield 5choo
Scott Balcomb
Attorney at Law
818 Colorado Avenue
Glenwood Springs, CO 81601
Dear Scott:
OCT1 5 1996
istrlet
2
*nnard (Eckhardt Superintendent
qclwrence Ac(jjride Associate Superintendent
October 9, 1996
We have reviewed the plans for The Rapids on the Colorado Subdivision and feel no
special provisions are necessary to provide bus service to this area.
Thank you for the opportunity to comment.
Sincerely,
Lennard Eckhardt
Superintendent
pc: Peter Belau
839 (Whiteriver Avenue. �7�i Te. Colorado 81650-3500 (970) 625-1595 lax 625-5491
Burning Mountains
Fire Protection District
Box 236
Silt, CO 81652
Board
Ross Talbott - Chairman
Joe Montover
Norm Brown
Tom Voight
Gordon Witzke
ci 13;,.95:7:57.:\.!,
IAN Q 9 1997 .
`3'
Don Zordel - Chief
Stu Cerise - Assist. Chief
January 9, 1997
SUBJECT: The Rapids on the Colorado Subdivision
To Whom It May Concern:
This is to inform you that the latest changes made on the Fire hydrants meets all the requirements
of the Fire District.
Thank You
,/P
Donald L. Zordel
Burning Mountains FPD
STATE OF COLORADO
OFFICE OF THE STATE ENGINEER
Division of Water Resources
Department of Natural Resources
1313 Sherman Street, Room 818
Denver, Colorado 80203
Phone (303) 866-3581
FAX (303) 866-3589
June 20, 1996
Mr. Eric McCafferty
Garfield County Planning Department
109 8th Street, Suite 303
Glenwood Springs, Colorado 81601
a t''4.) C
RE: The Rapids on the Colorado Subdivision - Preliminary Plan
SW 1/4 Sec. 4, Twp. 6 S, Rng. 91 W, 6th P.M.
Water Division 5, Water District 45
TOY. •
Roy Romer
Governor
James S. Loch head
Executive Director
Hal D. Simpson
State Engineer
Dear Mr. McCafferty:
We have received additional information regarding the above referenced submittal. The
proposed development includes 40 residential Tots on a 97 acre tract located 2 miles
southwest of the Town of New Castle, Colorado. A central water supply system from on-site
wells drilled in the alluvium of the Colorado River is proposed as the water source for the
development. Water rights from Moore Ditch, transferred in Case No. W-3262, will provide
augmentation water for depletions from the on-site wells.
The augmentation plan decreed in Case No. W-3262 authorizes to provide water
service to 9,700 residential equivalent units on the applicant's land which includes the subject
97 acres. Depletions from a number of structures including three wells located on the subject
property are included in the plan. Our records indicate that these three wells were permitted
but they appear to have expired and we have no evidence in our files that they have been
constructed. The decree states that prior to its implementation, the applicant shail provide
the Division 5 Engineer the location and number of acres of land to be permanently removed
from irrigation, the water rights historically used for their irrigation, the particular structures
to be augmented along with their locations and sources, the number of residential equivalent
units to be supplied by the structures, the type of wastewater disposal systems, and the
number of landscape acres to be irrigated, and the resultant number of acre-feet of depletions
to be replaced.
A letter dated May 21, 1996 from Enartech Inc. to Mr. Orlyn Bell, the Division
Engineer, states that the source of water supply for the central water system will be two
wells, augmented with the applicant's water rights in the Moore Ditch. The applicant's entire
70 acres under the Moore Ditch will be removed from irrigation. Each of 40 residential lot
owners will be restricted to 10,000 square feet of lawn and garden irrigation. One acre of
Mr. Eric McCafferty Page 2
June 20, 1996
lawn and garden will be irrigated on lot 19. The total consumptive use during the irrigation
season for domestic use, the irrigation on 40 lots and on Lot 19 are estimated as 0.773 acre-
feet, 18.365 acre-feet and 2 acre-feet respectively. Wastewater disposal system will be by
(non -evaporative) leachfields for all 40 residences. Water Supply Design Report for the
subdivision indicates that the total maximum supply required for the subdivision is 73 gpm,
and the two existing wells have a combined sustained yield of 105 gpm. The report claims
that with a storage of 118,000 gallons of water, the wells will be capable of serving the
needs of the development.
Pursuant to Section 30-28-136(1)(h)(I), C.R.S., it is our opinion that the proposed
water supply will not cause injury to decreed water rights. Based on the analysis and
pumping tests, it appears that the water supply is adequate. Please note that the long term
adequacy of any ground water source may be subject to fluctuations due to hydrological and
climatic trends. Our records indicate that the well permits have expired. The developer must
obtain proper well permits prior to any use of these wells.
If you have any questions regarding this matter, please feel free to contact Mr. Kris
Murthy of this office or Mr. Orlyn Bell of our Division office in Glenwood Springs at 945-5665.
Sincerely,
Steve Lautenschlager
Assistant State Engineer
SPL/KM/km
cc: Orlyn Bell, Division Engineer
Robert Klenda, Water Commissioner
rapids.sub
STATE OF COLORADO
COLORADO GEOLOGICAL SURVEY
Division of Minerals and Geology
Department of Natural Resources
1313 Sherman Street, Room 715
Denver, Colorado 80203
Phone (303) 866-2611
FAX (303) 866-2461
June 28, 1996
Mr. Eric McCafferty, Planner
Garfield County Planning Department
109 8th Street, Suite 303
Glenwood Springs, Colorado 81601
J
GA -96-0015
DEPARTMENT OF
NATURAL
RESOURCES
Roy Romer
Governor
lames S. Lochhead
Executive Director
Michael B. Long
Division Director
Vicki Cowart
State Geologist
and Director
Re: Proposed Rapids on the Colorado Subdivision -- West of Garfield Creek and North of
C.R. 335, Garfield County
Dear Mr. McCafferty:
At your request and in accordance with S.B. 35 (1972), we have reviewed the materials
submitted for and made field inspection of the site of the proposed residential subdivision
indicated above. The following comments summarize our findings.
(1) This entire subdivision parcel is an ancient alluvial fan which has formed out onto and
partially over an older gravel terrace of the Colorado River. The alluvial fan has been
incised on its east end by modern Garfield Creek. The origin of the alluvium on the fan is
the Wasatch Formation cliffs which are the sources of material that accumulates in several
small drainages on the south side of the county road. The site is presently an agricultural
field and is man -modified as a result. There is some possibility that flash flooding during
heavy rainstorms could carry material out onto the alluvial fan now, but this possibility
seems poor considering the modern vegetation on the fan, lack of visible fresh deposits, and
the obstacle that the county road creates. At the distal (near the River) end of the alluvial
fan, the proposed developoment parcel is bounded by the modern floodplain of the
Colorado River and the River itself.
(2) The original 1980 geotechnical report by Lincoln DeVore, Inc. (included with the
submittal), does and adequate job of characterizing the potential geology -related
development problems for this site. Apparently and at that time, much higher density
residential development was planned. Their test -hole data (indicated on Page 11) supports
our interpretation of the area as an alluvial -fan feature that has formed on top of a terrace.
From the standpoint of foundation engineering and design, the fine grained materials
derived from the Wasatch may be relatively low density and underconsolidated, i.e., subject
to settlement. Also, the gravels below them may be saturated because of a seasonally
shallow ground -water table caused by irrigation in the area and infiltration of water from
the drainages. For these reasons, and because of the variability in thickness of the alluvial-
Mr. Eric McCafferty
June 28, 1996
Page 2
fan materials, we recommend that each building site be investigated by a qualified soils and
foundation engineer.
(3) Considering what is shown on the submitted plat map which is on a topographic base,
it would appear that proposed Lots 1 to 10 (inclusive) may be subject to flooding hazards
from the Colorado River. We did not receive any studies or other documentation that
addresses this possibility. If it has not been done already, a determination of the flooding
hazard presented by the Colorado River to this parcel should be made and, if necessary, the
plat adjusted accordingly.
If the recommendations made above and those in the Lincoln-DeVore report are followed
and made conditions of approval of this subdivision proposal, then we have no geology -
related objection to your approval of it.
Sincerely,
�-r
mes M. Soule
ngineering Geologist
2524 Blichmann Ave.
Grand Junction, CO 81505
June 13, 1996
Eric D. McCafferty
Garfield County Planner
109 8th St.
Suite 303
Glenwood Springs, CO 81601
11JwIVESr
COMMUNICATIONS
RE: Rapids of the Colorado Subdivision
Dear Mr. McCafferty:
In response to your letter of June 5, 1996, I have reviewed the map of the proposed
Rapids Subdivision.
This project is within our New Castle exchange boundary. We do have facilities in the
area and would be able to provide service to this development. Please keep us advised as
to the final disposition of this area.
If you require additional information, please give me a call on 970-244-4916.
Sincerely,
Wm. Carson Bell
Field Engineer
WCB/cj s
.0.40-4111wiliboilip,440•40106- 00 0
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rc
ENARTECH Inc. Consulting Engineers and Hydrologists
July 12, 1996
RE -2 School District
839 White river Avenue
Rifle, CO 81650
RE: The Rapids on the Colorado Subdivision
Dear School District:
The Garfield County Planner has recommended that we provide an analysis of school
impacts related to the Rapids on the Colorado Subdivision. It is my understanding that the
Preliminary Plan documents for this proposed subdivision were previously sent to the School
District in June. If you have any comments in this regard, please send them to the Garfield
County Planning Department and/or to myself. We have a public hearing scheduled for
August 14th to discuss the Preliminary Plan for this subdivision, so we would appreciate your
comments prior to that date. If you have any questions in this regard, please give me a call
Sincerely,
ENARI L CH, INC.
Peter Belau, P.E.
cc: Gene Hilton
Eric McCafferty
PB/jlw
P (P423 -01i96
302 Eighth Street. Suite 325 P.O. Drawer 160 Glenwooc Springs. Colorado 81602 (970) 945-2236 Fax (970) 945-2977
07/10 '96 14:18
ID:LANIERFA%3800
FAX: PAGE 1
ENARTECH, INC. Consulting Engineers and Hydrologists
(970) 945-2236; Fax 945-2977
FAX TRANSMISSION NOTE
DATE: 7 -ip'9
NUMBER OF PAGES (INCLUDING THIS COVER SHEET)
1
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ENTERPRISES I N C
July 8, 1996
Mr. Peter Belau
ENARTECH Inc.
302 Eighth Street, Suite 325
Glenwood Springs, CO 81602
RE: Sewer and Water For the Rapids on The Colorado Subdivision
Dear Mr. Belau,
Talbott Enterprises, Inc. is a privately owned corporation whose
policy is to process waste water from and provide domestic water to
only its wholly owned business operation. This policy has been
established to ensure our ability to fulfill our obligations to our
tenants and the state, to protect our business and its future
operations, and to minimize unnecessary liability. Additionally,
providing services to your development would require substantial
upgrades to the waste water treatment plant and the water
treatment and storage facility. As such, Talbott Enterprises, Inc. is
not interested in supplying these amenities to The Rapids on The
Colorado Subdivision.
Sincerely,
Russell Talbott, P.E., V.P.
Talbott Enterprises, Inc.
APPLE TREE MOBILE HOME PARK
5178 COUNTY ROAD 335 • NEW CASTLE, COLORADO 81647 • 303-984-2943