HomeMy WebLinkAbout1.15 Traffic Impact Analysis
kimley-horn.com 4582 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300
October 21, 2019
Mr. Richard Carter
D.M. Neuman Design Group
P.O. Box 2317
Glenwood Springs, CO 81602
Re: 4 Mile Road Residential
Traffic Study Letter
Garfield County, Colorado
Dear Mr. Carter:
This traffic study letter has been prepared for a proposed residential community, 4 Mile
Road Residential, which includes 12 single family attached duplex homes located on the
east side of 4 Mile Road (CR-117), approximately two miles south of the Midland Avenue
(CR-116) intersection and 1,000 feet north of the CR-149 intersection in Garfield County,
Colorado. A vicinity map illustrating the location of the proposed development is attached as
Figure 1.
The surrounding area primarily consists of single-family residences and forested terrain.
Cardiff is located approximately two miles to the north while the Roaring Fork River is
located approximately a half -mile to the east. The site area is shown in attached Figure 2. A
site plan for the proposed development is also attached.
This traffic study identifies the amount of traffic associated with this proposed development
and the expected trip distribution and traffic assignment along with an operational analysis
for the project access intersection along 4 Mile Road. It is expected that project construction
will be completed within the next few years; therefore, analysis was performed for the 2022
short term build out horizon as well as the 2040 long -term twenty-year horizon.
Existing Roadway Network and Traffic Counts
Regional access to the 4 Mile Road Residential project will be provided by Interstate 70 (I-
70) and 4 Mile Road (CR-117) while direct access will be provided by one full movement
access along the east side of 4 Mile Road. The project access along 4 Mile Road is
proposed to be located approximately 1,350 feet north of CR-149.
4 Mile Road primarily extends north -south with one through lane in each direction with a
double yellow striped centerline and a posted speed limit of 35 miles per hour. The access
along the east side of 4 Mile Road is currently a private gated unpaved access.
Existing peak hour bi-directional counts were conducted at the location of the proposed
access intersection. Morning peak hour counts were performed on Wednesday, October 9,
2019 while afternoon peak hour counts were conducted on Tuesday, October 8, 2019. The
weekday counts were conducted in 15 -minute intervals during the morning and afternoon
peak hours of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM.
Existing peak hour counts, and the existing lane configuration of the access intersection are
shown in attached Figure 3 with count sheets attached as well.
Mr. Carter
096721001
Page 2
kimley-horn.com 4582 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300
Unspecified Development Traffic Growth
The Garfield County Comprehensive Plan 2030 projects significant growth within the County
in the future. As such, an annual growth rate of three (3) percent was used to estimate near
term 2022 and long term 2040 traffic volumes at the proposed access intersection.
Trip Generation
Site-generated traffic estimates are determined through a process know n as trip generation.
Rates and equations are applied to the proposed land use to estimate traffic generated by
the development during a specific time interval. The acknowledged source for trip
generation rates is the Trip Generation Manual1 published by the Institute of Transportation
Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses.
Project generated traffic volumes are identified on a weekday daily as well as on a morning
peak hour and afternoon peak hour bas is. The morning peak hour is the highest one -hour
time period of adjacent street traffic during four consecutive 15 -minute intervals during the
morning peak hour, between 7:00 am and 9:00 am. The afternoon peak hour is the highest
one-hour time period of four consecutive 15-minute intervals between the hours of 4:00 pm
and 6:00 pm representing the afternoon peak hour.
For this study, ITE Trip Generation fitted curve equations that apply to Single-Family
Detached Housing (ITE Code 210) were used for traffic associated with the proposed
development. The following Table 1 summarizes the anticipated trip generation for the
proposed residential project with the trip generation calculation worksheet attached.
Table 1 – 4 Mile Road Residential Project Traffic Generation
Land Use and Size
Daily
Vehicle
Trips
Weekday Vehicle Trips
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Single-Family Detached Housing
(ITE 210) – 12 Units 148 3 10 13 8 5 13
As summarized in the table, the 4 Mile Road Residential project is anticipated to generate
approximately 148 daily weekday trips with 13 trips occurring during each of the morning
and afternoon peak hours based on ITE equations and data.
Distribution, Assignment, and Total Traffic
Distribution of site traffic was based on the area street system characteristics, existing traffic
patterns and volumes, and the proposed access system for the project. The distribution of
traffic is a means to quantify the percentage of site -generated traffic that approaches the site
from a given direction and departs the site back to the original source . Project traffic
originating from either direction can access the site. Figure 4 illustrates the expected trip
distribution for the proposed residential project.
1 Institute of Transportation Engineers, Trip Generation Manual, Tenth Edition, Washington DC, 2017.
Mr. Carter
096721001
Page 3
kimley-horn.com 4582 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300
Traffic assignment was obtained by applying the project trip distribution to the estimated
project traffic generation of the development shown in the trip generation table. The traffic
assignment is shown in Figure 5. Site traffic volumes were added to the 2022 and 2040
background volumes to represent estimated build -out year and long-term traffic conditions.
These total traffic volumes for 2022 and 2040 are illustrated in Figure 6 and Figure 7.
Traffic Operations Analysis
Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine
potential capacity deficiencies at the project key intersections for the 2022 build-out and
2040 long term horizons. The acknowledged source for determining overall capacity is the
Highway Capacity Manual2.
Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative
term describing operating conditions a driver will experience while traveling on a particular
street or highway during a specific time interval. It ranges from A (very little delay) to F (long
delays and congestion). For intersections and roadways in this study area, typical traffic
study practice identifies overall intersection LOS D and movement or approach LOS E as
the minimum thresholds for acceptable operations. The following Table 2 shows the
definition of level of service for signalized and unsignalized intersections.
Table 2 – Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay
(sec/veh)
Unsignalized Intersection
Average Total Delay
(sec/veh)
A ≤ 10 ≤ 10
B > 10 and ≤ 20 > 10 and ≤ 15
C > 20 and ≤ 35 > 15 and ≤ 25
D > 35 and ≤ 55 > 25 and ≤ 35
E > 55 and ≤ 80 > 35 and ≤ 50
F > 80 > 50
Definitions provided from the Highway Capacity Manual, Sixth Edition, Transportation Research Board, 2016.
4 Mile Road Access Intersection
With completion of the 4 Mile Road Residential project, the site proposes one full movement
access along the east side of 4 Mile Road. The access along 4 Mile Road is proposed to be
located approximately 1,350 feet north of CR-149. This new access should operate with
stop control along the westbound exiting approach with installation of a R1 -1 “STOP” sign
along this approach. One exiting lane should be sufficient at this access along with single
shared movement lanes entering the project driveway. With these lane configurations and
control, the capacity analysis indicates that acceptable delay and LOS B or better is
forecasted for all movements during the morning and afternoon peak hours throughout the
2040 horizon. Table 3 provides the results of the level of service analysis for this
intersection with LOS worksheets attached.
2 Transportation Research Board, Highway Capacity Manual, Sixth Edition, Washington DC, 2016.
Mr. Carter
096721001
Page 4
kimley-horn.com 4582 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300
Table 3 – 4 Mile Road Access Intersection LOS Results
Scenario
AM Peak Hour PM Peak Hour
Delay
(sec/veh) LOS Delay
(sec/veh) LOS
2022 Background Plus Project
Westbound Approach
Southbound Left
9.9
7.8
A
A
9.3
7.5
A
A
2040 Background Plus Project
Westbound Approach
Southbound Left
11.3
8.2
B
A
10.1
7.7
B
A
Sight Distance
It is recommended that sight triangles be provided at the site access intersection to give
drivers exiting the site a clear view of oncoming traffic. Landscaping and objects within sight
triangles must not obstruct drivers’ views of the adjacent travel lanes. As directed by Garfield
County, AASHTO design intersection sight distances for left turn from stop and right turn
from stop were evaluated along 4 Mile Road.
With AASHTO standards and a design speed of 35 miles per hour along 4 Mile Road, the
intersection sight distance for a vehicle turning left from stop is 390 feet to the right, while
the sight distance for a vehicle turning right from stop is 335 feet to the left. Therefore, all
obstructions for left turning vehicles from stop should be clear to the right within the triangle
created with a vertex point located 14.5 feet from the edge of the major road traveled way
(typical position of the minor road driver’s eye when stopped) and a line of sight distance of
390 feet located in the middle of the southbound through lane. Likewise, all obstructions for
right turning vehicles from stop should be clear to the left within the triangle created with a
vertex point located 14.5 feet from the edge of the major road traveled way and a line of
sight distance of 335 feet located in the middle of the northbound through lane.
It is believed that required sight distances will be accommodated along 4 Mile Road at the
proposed access intersection based on the existing horizontal and vertical curves of the
roadway; however, this should be verified upon design of this project by the site civil
engineer. Removal of existing vegetation may be needed to maintain a cceptable sight
distances along the east side of 4 Mile Road .
Recommendations
• The proposed access intersection along 4 Mile Road should operate with stop
control along the westbound exiting approach with installation of a R1 -1 “STOP” sign
along this approach. A single exiting lane should be sufficient at the proposed access
intersection along with shared movement lanes entering the project access.
• It is recommended that appropriate sight distance be provided at the proposed
access intersection along 4 Mile Road. Any tall vegetation or other sight obstructions
should be removed within the sight distance triangles measured from 14.5 feet from
the edge of 4 Mile Road to a point 390 feet to the right in the middle of the
southbound through lane and a point 335 feet to the left in the middle of the
northbound through lane.
Mr. Carter
096721001
Page 5
kimley-horn.com 4582 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300
The recommended intersection lane configurations and control for the project buildout and
long-term horizon are illustrated in Figure 8.
Conclusion
In summary, this traffic study letter provides project traffic generation estimates to identify
potential project traffic related impa cts on the local street system. Based on the analysis
presented in this study, Kimley-Horn believes the proposed 4 Mile Road Residential project
will be successfully incorporated into the existing and future roadway network without the
need for any external street intersection mitigations or improvements. It is believed that
required sight distances will be acco mmodated at the 4 Mile Road Access due to the
existing roadway horizontal and vertical curvature; however, existing vegetation may need to
be removed to maintain acceptable sight distances. This should be verified with design and
construction of this project. If you have any questions or require anything further, please feel
free to call me at (303) 228 -2304.
Sincerely,
KIMLEY-HORN AND ASSOCIATES, INC.
Curtis D. Rowe, P.E., PTOE
Vice President
10/21/2019
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www.idaxdata.com 1 9th
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
0
0
0
0
Peak Hour
Date: Wed, Oct 09, 2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 3.8%0.83
TOTAL 2.2%0.85
TH RT
WB --
NB 1.7%0.74
Peak Hour: 7:15 AM 8:15 AM
HV %:PHF
EB --
UT LT TH RT UT LT
Rolling
One HourEastboundWestboundNorthboundSouthbound
UT LT TH RT
Interval
Start
NO LEG NO LEG 4 MILE RD 4 MILE RD 15-min
TotalUTLTTHRT
0 0 0 0 0 0
0 7 0 34 0
7:15 AM 0 0 0 0
0 0 0 27 0 07:00 AM 0 0 0 0 0 0 0
0 8 0 67 0
7:45 AM 0 0 0 0
0 0 0 59 0 0
52 0
7:30 AM 0 0 0 0 0 0 0
38 0 0 0 14 0
51 204
8:00 AM 0 0 0 0 0 0 0
35 0 0 0 16 0000000
0 0 0 0 0 0
0 15 0 58 228
8:15 AM 0 0 0 0
0 0 0 43 0 0
0 16 0 46 200
8:45 AM 0 0 0 0
0 0 0 30 0 0
45 221
8:30 AM 0 0 0 0 0 0 0
25 0 0 0 20 0
31 1802200090000000
0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0 105 0 384 0
0 0 0 0 0 0
West North South
7:00 AM 0 0 1
0 0 0
0 0 0 279 0 0
0 228 00175000530
0 1 0
EB WB NB SB Total East
7:45 AM 0 0 0 1 1
0 0 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0 0
7:15 AM 0 0
0 0 0
0
7:30 AM 0 0 1 0 1 0 0 0
0 0 0 0 0 010100
0 0
8:15 AM 0 0 1 1 2 0 0
0 0 0 0 0 0
0 0 0
8:00 AM 0 0 1 1 2 0
0 0 0 0 0 0
8:45 AM 0 0 0 0 0
0 0 0 0 0 0
0
8:30 AM 0 0 0 3 3 0 0 0
0 0 0 0 0 0
0 0 0000000
0 0
Peak Hour 0 0 3 2 5 0 0
0 0 0 0 0 0Count Total 0 0 5 6 11 0
0000000
0
0
0
00
0
0 0
N
4 MILE RD
NO LEG
NO LEG
4
M
I
L
E
R
D
NO LEG
4
M
I
L
E
R
D
228TEV:
0.85PHF:
0 53 0
53
17
5
0
0
0
0
0
00
0
17
5
0
17
5
53
0
0
0
0
0
0 0
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com 1 8th
to
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
0
0
0
0
Peak Hour
Date: Tue, Oct 08, 2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 0.7%0.88
TOTAL 0.4%0.88
TH RT
WB --
NB 0.0%0.82
Peak Hour: 5:00 PM 6:00 PM
HV %:PHF
EB --
UT LT TH RT UT LT
Rolling
One HourEastboundWestboundNorthboundSouthbound
UT LT TH RT
Interval
Start
NO LEG NO LEG 4 MILE RD 4 MILE RD 15-min
TotalUTLTTHRT
0 0 0 0 0 0
0 34 0 52 0
4:15 PM 0 0 0 0
0 0 0 18 0 04:00 PM 0 0 0 0 0 0 0
0 31 0 49 0
4:45 PM 0 0 0 0
0 0 0 18 0 0
58 0
4:30 PM 0 0 0 0 0 0 0
29 0 0 0 29 0
39 198
5:00 PM 0 0 0 0 0 0 0
17 0 0 0 22 0000000
0 0 0 0 0 0
0 43 0 65 211
5:15 PM 0 0 0 0
0 0 0 22 0 0
0 42 0 72 235
5:45 PM 0 0 0 0
0 0 0 30 0 0
59 212
5:30 PM 0 0 0 0 0 0 0
19 0 0 0 40 0
57 25331000260000000
0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0 267 0 451 0
0 0 0 0 0 0
West North South
4:00 PM 0 0 1
0 0 0
0 0 0 184 0 0
0 253 001020001510
1 2 0
EB WB NB SB Total East
4:45 PM 0 0 0 0 0
0 0 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0 0
4:15 PM 0 0
0 0 0
0
4:30 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 030300
0 0
5:15 PM 0 0 0 0 0 0 0
0 0 1 1 0 0
0 0 0
5:00 PM 0 0 0 0 0 0
0 0 0 0 0 0
5:45 PM 0 0 0 1 1
0 0 0 0 0 0
0
5:30 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0000000
0 0
Peak Hour 0 0 0 1 1 0 0
0 0 1 1 0 0Count Total 0 0 4 2 6 0
0011000
0
1
0
00
0
0 0
N
4 MILE RD
NO LEG
NO LEG
4
M
I
L
E
R
D
NO LEG
4
M
I
L
E
R
D
253TEV:
0.88PHF:
0 15
1
0
15
1
10
2
0
0
0
0
0
00
0
10
2
0
10
2
15
1
0
0
0
0
0
0 0
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
Project 4 Mile Road Residential - Garfield County
Subject Trip Generation for Single-Family Detached Housing
Designed by JRP Date October 14, 2019 Job No.
Checked by Date Sheet No.of
TRIP GENERATION MANUAL TECHNIQUES
ITE Trip Generation Manual 10th Edition, Fitted Curve Equations
Land Use Code - Single-Family Detached Housing (210)
Independant Variable - Dwelling Units (X)
X =12
T =Average Vehicle Trip Ends
Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 3)
Average Weekday Directional Distribution:25% ent. 75%exit.
(T) = 0.71 (X) + 4.80 T =13 Average Vehicle Trip Ends
(T) = 0.71 *(12)+ 4.80 3 entering 10 exiting
3 +10 =13
Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 4)
Average Weekday Directional Distribution:63% ent. 37%exit.
Ln(T) = 0.96 Ln(X) + 0.20 T =13 Average Vehicle Trip Ends
Ln(T) = 0.96 *Ln(12)+ 0.20 8 entering 5 exiting
8 + 5 =13
Peak Hour of Generator, Saturday (200 Series Page 8)
Average Saturday Directional Distribution:54% ent. 46%exit.
(T) = 0.84 (X) + 17.99 T =28 Average Vehicle Trip Ends
(T) = 0.84 *(12)+ 17.99 15 entering 13 exiting
15 + 13 =28
Weekday (200 Series Page 2)
Average Weekday Directional Distribution: 50% entering, 50% exiting
Ln(T) = 0.92 Ln(X) + 2.71 T =148 Average Vehicle Trip Ends
Ln(T) = 0.92 *Ln(12)+ 2.71 74 entering 74 exiting
74 + 74 = 148
096721001
HCM 6th TWSC 2022 Total AM.syn
1: 4 Mile Road & Access 10/14/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 2 8 191 1 2 58
Future Vol, veh/h 2 8 191 1 2 58
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, %0 - 0 - - 0
Peak Hour Factor 92 92 74 92 92 83
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2 9 258 1 2 70
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 333 259 0 0 259 0
Stage 1 259 - - - - -
Stage 2 74 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 662 780 - - 1306 -
Stage 1 784 - - - - -
Stage 2 949 - - - - -
Platoon blocked, %- - -
Mov Cap-1 Maneuver 661 780 -- 1306 -
Mov Cap-2 Maneuver 661 - - - - -
Stage 1 782 - - - - -
Stage 2 949 - - - - -
Approach WB NB SB
HCM Control Delay, s 9.9 0 0.2
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h)- - 753 1306 -
HCM Lane V/C Ratio -- 0.014 0.002 -
HCM Control Delay (s) -- 9.9 7.8 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0 0 -
HCM 6th TWSC 2022 Total PM.syn
1: 4 Mile Road & Access 10/14/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0.3
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 1 4 111 2 6 165
Future Vol, veh/h 1 4 111 2 6 165
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, %0 - 0 - - 0
Peak Hour Factor 92 92 82 92 92 88
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 4 135 2 7 188
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 338 136 0 0 137 0
Stage 1 136 - - - - -
Stage 2 202 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 658 913 - - 1447 -
Stage 1 890 - - - - -
Stage 2 832 - - - - -
Platoon blocked, %- - -
Mov Cap-1 Maneuver 655 913 -- 1447 -
Mov Cap-2 Maneuver 655 - - - - -
Stage 1 886 - - - - -
Stage 2 832 - - - - -
Approach WB NB SB
HCM Control Delay, s 9.3 0 0.3
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h)- - 846 1447 -
HCM Lane V/C Ratio -- 0.006 0.005 -
HCM Control Delay (s) -- 9.3 7.5 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0 0 -
HCM 6th TWSC 2040 Total AM.syn
1: 4 Mile Road & Access 10/14/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 2 8 326 1 2 99
Future Vol, veh/h 2 8 326 1 2 99
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, %0 - 0 - - 0
Peak Hour Factor 92 92 74 92 92 83
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2 9 441 1 2 119
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 565 442 0 0 442 0
Stage 1 442 - - - - -
Stage 2 123 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 486 615 - - 1118 -
Stage 1 648 - - - - -
Stage 2 902 - - - - -
Platoon blocked, %- - -
Mov Cap-1 Maneuver 485 615 -- 1118 -
Mov Cap-2 Maneuver 485 - - - - -
Stage 1 647 - - - - -
Stage 2 902 - - - - -
Approach WB NB SB
HCM Control Delay, s 11.3 0 0.1
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h)- - 584 1118 -
HCM Lane V/C Ratio -- 0.019 0.002 -
HCM Control Delay (s) - - 11.3 8.2 0
HCM Lane LOS - - B A A
HCM 95th %tile Q(veh) -- 0.1 0 -
HCM 6th TWSC 2040 Total PM.syn
1: 4 Mile Road & Access 10/14/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 1 4 190 2 6 281
Future Vol, veh/h 1 4 190 2 6 281
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, %0 - 0 - - 0
Peak Hour Factor 92 92 82 92 92 88
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 4 232 2 7 319
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 566 233 0 0 234 0
Stage 1 233 - - - - -
Stage 2 333 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 486 806 - - 1333 -
Stage 1 806 - - - - -
Stage 2 726 - - - - -
Platoon blocked, %- - -
Mov Cap-1 Maneuver 483 806 -- 1333 -
Mov Cap-2 Maneuver 483 - - - - -
Stage 1 801 - - - - -
Stage 2 726 - - - - -
Approach WB NB SB
HCM Control Delay, s 10.1 0 0.2
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h)- - 711 1333 -
HCM Lane V/C Ratio -- 0.008 0.005 -
HCM Control Delay (s) - - 10.1 7.7 0
HCM Lane LOS - - B A A
HCM 95th %tile Q(veh) - - 0 0 -
4 Mile Road
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Property Line (293.8437')
Property Line (275.427')
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0
6
2
'
)
Property Line (275.3333')
Property Line (243.5')
P r o p e rt y L i n e (3 9 0 .6 0 4 1 ')
P
r
o
p
e
r
t
y
L
i
n
e
(
8
0
.
2
5
'
)
ROW centerline (50')
waterelec
Utility Easement (15' wide)
Legal Description:
Section: 34 Township: 6 Range: 89
Subdivision: SUNLIGHT PARKWAY
MINOR SUBDIVISION Lot: 2 AS PER
FINAL PLAT RECEPTION NO. 924048
8.742 ACRES
Right of Way limit
Right of Way limit
rear yard setback (125')
rear yard setback (125')
rear yard setback (125')rear yard setback (125')
rear yard setback (125')
rear yard setback (125')
rear yard setback (125')
rear yard setback (50')
r e a r y a r d
s e t b a c k (5 0 ')
s
i
d
e
y
a
r
d
s
e
t
b
a
c
k
(
1
0
'
)
side yard setback (10')
side yard setback (10')side yard setback (10')
side yard setback (10')
s i d e y a r d s e t b a c k (1 0 ')
s i d e y a r d s e t b a c k (1 0 ')
f r o n t y a r d
s e t b a c k (2 5')front yard setback (25')front yard
setback (25')
f r o n t y a r d
s e t b a c k (2 5 ')
f r o n t y a r d
s e t b a c k (2 5 ')
f
r
o
n
t
y
a
r
d
s
e
t
b
a
c
k
(
2
5
'
)
fr o n t y a r d
s e t b a c k (2 5')
Steep Grade Beyond
Steep Grade Beyond
Steep Grade Beyond
fr o n t y a r d
s e t b a c k (2 5 ')
Lot 12
P
r
o
p
e
r
t
y
L
i
n
e
(
1
5
1
.
2
5
'
)
s
i
d
e
y
a
r
d
s
e
t
b
a
c
k
(
1
0
'
)
s
i
d
e
y
a
r
d
s
e
t
b
a
c
k
(
1
0
'
)
Property Line (187.7604')
Property Line (196.375')
side yard setback (10')
side yard setback (10')
front yard setback (25')
front yard
setback (25')
rear yard setback (50')
rea r yard setback (50')rear yard setback (50')
rear yard setback (50')
P
r
op
e
r
t
y
L
i
n
e
(
1
6
0
.
2
0
8
3
'
)
Property Line (269.9479')
front yardsetback (25')
Property Line (112')
Property Line (113.2291')
Property Line (112')
Property Line (112.5')
Property Line (112.5')
Property Line (326.1979')
Property Line (327')
P r o p e r t y L i n e (2 1 7 .0 2 0 8 ')
P r o p e r t y L i n e
(2 4 .8 7 5 ')Property Line
(40.427')
Property Line (167.3437')Property Line
(70.7916')
Property Line(28.8645')
Property Line (65.7083')
Property Line (185.8437')
P r op e r t y Li n e
(1 0 ')
P
r
o
p
e
r
t
y
L
i
n
e
(
2
5
'
)
P r o p e r t y L i n e
(9 2 .5 5 2 ')
P r o p e rt y L i n e
(1 0 4 .8 5 4 2 ')
P r o p e r t y L i n e
(8 1 .7 8 1 3 ')Property Line (112.5')Property Line (126.9166')
Property Line
(38.0833')
P
r
o
p
e
r
t
y
L
i
n
e
(
3
8
.
0
5
2
'
)
Pro p erty Lin e
(4 7.2 3 9 5')Property Line
(12
2.135
4')
Property Line (99.1458')
Property Line (115.667')Property Line (203.1875')U t i l i t y E a s e m e n t (1 5 ' w i d e )
U tilit y E a s e m e n t (7 .5 ' w i d e )
1
A x .x
1
A x .x
2
Ax.x
2
Ax.x
3
Ax.x
3
Ax.x
SCALE: 1/64" = 1'-0"
Site Plan - North Lot