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Home My Public Portal AboutTBP 2015-02-18Town Board Briefing February 18, 2015 Please note that members of the Town Board will have dinner together starting at 5:30pm. The regular meeting will begin at 6:00pm. However, the Town Board will begin the meeting with an executive session with the Town Attorney regarding water and sewer matters. The executive session is anticipated to conclude by 7:00pm. Resolutions 2015-02-02 and 2015-02-03 were tabled by the Board from the last meeting to February 18th. Additional materials are included in the Board Packet along with the materials from the last meeting. Additional briefings and materials related to the other agenda items are included in the packet. As always, feel free to contact me if you have any questions or need any additional information. Jeff Durbin Town of Fraser PO Box 370, Fraser, CO 80442 office 970-726-5491 fax 970-726-5518 www.frasercolorado.com FRASER BOARD OF TRUSTEES MINUTES DATE: Wednesday, February 4, 2015 MEETING: Board of Trustees Regular Meeting PLACE: Fraser Town Hall Board Room PRESENT Board: Mayor Peggy Smith; Trustees; Eileen Waldow, Katie Soles, Andy Miller and Jane Mather Staff: Town Manager Jeff Durbin; Town Clerk, Lu Berger; Police Chief, Glen Trainor, Town Manager Intern Bektur Sakiev, Public Works Director Allen Nordin; Town Planner, Catherine Trotter; Plant Supervisor Joe Fuqua Others: See attached list Mayor Smith called the meeting to order at 7:05 p.m. 1. Workshop: Emergency Preparedness and the Grand County Multi -Hazard Mitigation Plan 2. Regular Meeting: Roll Call 3. Approval of Agenda: Trustee Soles moved, and Trustee Waldow seconded the motion to approve the Agenda. Motion carried: 5-0. 4. Consent Agenda: a) Minutes — January 21, 2015 b) Resolution 2015-02-01 Providing for Adoption of the Grand County Multi -Hazard Mitigation Plan Trustee Waldow moved, and Trustee Soles seconded the motion to approve the consent agenda. Motion carried: 5-0. 5. Open Forum: Trustee Miller discussed the proposed pedestrian bridge size. The changes proposed would cause significant extra costs. Adding an additional trail between a driveway and the river may be a possible option. 6. Public Hearinas: 7. Discussion and Possible Action Regarding: a) Ordinance 427 Infrastructure Design and Construction Standards Amendments Page 2 of 3 Chapter 14 of the Fraser Town Code provides design and construction standards for various public and private infrastructure and staff is proposing amendments. Staff reviews the standards annually after each construction season and periodically proposes amendments and/or updates as a result of changes to products, industry standard practices, changing regulations, processes that may not have worked as initially proposed, and input from the consulting, utility and development communities. Staff has provided drafts of the proposed amendments to stakeholders in the development and utility communities. This is a legislative process, accordingly in addition to Board discussion, staff would encourage public comment. Clark Lipscomb, representing Grand Park, voiced his concerns regarding the proposed changes regarding dead—end water lines. Trustee Mather moved, and Trustee Waldow seconded the motion to approve Ordinance 427 Infrastructure Design and Construction Standards Amendments. Motion carried: 5-0. b) Resolution 2015-02-02 Authorizing a Five Year Extension for the Execution of All Final Plat Documents Pertaining to the Village at Grand Park -Filing 2 in Accordance With the Final Plat Phasing Plan, The Village at Grand Park -Filing 2 Previously, the TB approved a final plat phasing plan for The Village at Grand Park — Filing 2. The plats were to be recorded within five years from June 4, 2008 unless an extension was approved by the Town Board. Although five years from June 4, 2008 has come and gone, Staff is recommending approval of Resolution 2015-02-02 authorizing an additional five year extension for execution of all documents pertaining to the Village at Grand Park -Filing 2, in accordance with the Final Plat Phasing Plan, the Village at Grand Park -Filing 2, Reception # 2011005609 and Resolution #2015-02-03 extending the approval of the Village at Grand Park -Filing 2, Lot 10 & Tract C, Lot 11A & Tract A and Lot 11 B & Tract B final plats. This Resolution will be brought back on February 18, 2015. C) Resolution 2015-02-03 Extending the Approval of the Village at Grand Park — Filing 2, Lot 10 & Tract C, Lot 11 A and Tract A and Lot 11 B & Tract B Final Plats Previously, the TB approved a final plat phasing plan for The Village at Grand Park — Filing 2. The plats were to be recorded within five years from June 4, 2008 unless an extension was approved by the Town Board. Although five years from June 4, 2008 has come and gone, Staff is recommending approval of Resolution 2015-02-02 authorizing an additional five year extension for execution of all documents pertaining to the Village at Grand Park -Filing 2, in accordance with the Final Plat Phasing Plan, the Village at Grand Park -Filing 2, Reception # 2011005609 and Resolution #2015-02-03 extending the approval of the Village at Grand Park -Filing 2, Lot 10 & Tract C, Lot 11A & Tract A and Lot 11 B & Tract B final plats. This Resolution will be brought back on February 18, 2015. 8. Other Business: Page 3 of 3 Trustee Soles moved, and Trustee Waldow seconded the motion to adjourn. Motion carried: 5-0. Meeting adjourned at 9:03 p.m. Lu Berger, Town Clerk MEMO TO: Mayor Smith and the Board of Trustees FROM: Catherine E. Trotter, AICP, Town Planner DATE: February 12, 2015 SUBJECT: Grand Park is requesting an extension of time for execution of all plat documents pertaining to the Village at Grand Park- Filing 2. MATTER BEFORE BOARD: Grand Park is requesting an extension of time for execution of all plat documents pertaining to the Village at Grand Park- Filing 2. This matter was continued from the 2/4/2015 Town Board (TB) meeting. ACTION REQUESTED: Motion to approve Resolution 2015-02-02 extending a five year extension for the execution of all final plat documents pertaining to the Village at Grand Park -Filing 2 in accordance with the Final Plat Phasing Plan, the Village at Grand Park -Filing 2, Reception # 2011005609 and Resolution 2015-02-03 extending the approval of the Village at Grand Park -Filing 2, Lot 10 & Tract C, Lot 11A & Tract A and Lot 11 B & Tract B final plats. EXECUTIVE SUMMARY: Previously, the TB approved a final plat phasing plan for The Village at Grand Park — Filing 2. The plats were to be recorded within five years from June 4, 2008 unless an extension was approved by the Town Board. Although five years from June 4, 2008 has come and gone, Staff is recommending approval of Resolution 2015-02-02 authorizing an additional five year extension for execution of all documents pertaining to the Village at Grand Park -Filing 2, in accordance with the Final Plat Phasing Plan, the Village at Grand Park -Filing 2, Reception # 2011005609 and Resolution #2015-02-03 extending the approval of the Village at Grand Park - Filing 2, Lot 10 & Tract C, Lot 11A & Tract A and Lot 11 B & Tract B final plats. BACKGROUND: On June 4, 2008, the Town Board approved the Village at Grand Park Final Plan and Final Plats, Filing 2A -2E with several conditions, one being that: "any plat not executed and recorded within five years of TB approval shall expire unless an extension is approved by the Town Board". On June 15, 2011, the TB adopted Resolution 2011-06-04, approving a minor plat amendment, a revised final plat phasing plan, with several conditions, one being that: "any plat not executed and recorded within 5 years from June 4, 2008 shall expire unless an extension is approved by Town of Fraser PO Box 370, Fraser, CO 80442 office 970-726-5491 fax 970-726-5518 www.frasercolorado.com the Town Board". (See recorded Final Plat Phasing Plan the Village at Grand Park -Filing 2, Reception #2011005609). On February 15, 2012, the TB approved three resolutions approving the following final plats and reauired execution of all documents within 90 days of the adoption of the resolutions. The Village at Grand Park, Filing 2, Lot 10 & Tract C (see Resolution #2012-02-04) The Village at Grand Park, Filing 2, Lot 11A & Tract A (see Resolution 2012-02-05) The Village at Grand Park, Filing 2, Lot 11 B & Tract B (see Resolution 2012-02-06) Within this 90 day period, Grand Park requested a one year extension of all documents relating to the final plats referenced above. On May 2, 2012, the TB adopted a resolution (see Resolution 2012-05-02) extending the approval of the three final plats below to April 30, 2013. The Village at Grand Park -Filing 2, Lot 10 & Tract C The Village at Grand Park -Filing 2, Lot 11A & Tract A The Village at Grand Park -Filing 2, Lot 11 B & Tract B Included in this TB packet are the following additional documents: 2005 Grand Park Planned Development District Plan, Reception # 2005-012709 Filing 2A -2E schematic indicating the previous filing boundaries and lot layout The Village at GP Filing 2, engineering perspective on the phased approach to development Planning Commission minutes from the preliminary and final plat public hearings Town Board minutes from June 4, 2008 approving the Village plats and final plan Traffic Impact Analysis, December 2012- project overview described below: The purpose of this report is to provide information specifically related to the traffic impacts associated with the ongoing development of Grand Park in Fraser, Colorado. This study will assess the impacts associated with two development scenarios, described as follows: Year 2015: Completion of additional Grand Park Village properties anticipated to be built within the next three years, as identified by the Grand Park developer, including the Bowling/Theater complex. Year 2035: Completion of Grand Park properties anticipated to be built by the Year 2035. Fast forward to 2015: Grand Park is preparing their development plans for the Village this summer. The applicant would like to finalize three of the Final Plats for Filing 2: The Village at Grand Park -Filing 2, Lot 10 & Tract C The Village at Grand Park -Filing 2, Lot 11A & Tract A The Village at Grand Park -Filing 2, Lot 11 B & Tract B Town of Fraser PO Box 370, Fraser, CO 80442 office 970-726-5491 fax 970-726-5518 www.frasercolorado.com Staff discussed various options with Grand Park and have agreed that it makes the most sense to ask for an extension of time for execution of all plat documents pertaining to the Village at Grand Park- Filing 2 and to also re -approve the three final plats referenced above. This will get all the plats on the same recordation schedule and easier to track in the future and will re - approve the three final plats referenced above with the same conditions that were previously imposed. As such, there are two resolutions in the packet for your review and consideration. Resolution 2015-02-02, extending the approvals for execution of all final plat documents pertaining to the Village at Grand Park -Filing 2, in accordance with the Final Plat Phasing Plan, the Village at Grand Park -Filing 2, Reception # 2011005609 for a five year period Resolution 2015-02-03, extending the approval of the Village at Grand Park -Filing 2, Lot 10 & Tract C, Lot 11A & Tract A and Lot 11 B & Tract B final plats. ALTERNATIVES: 1. The Town Board could opt to approve an extension of less than five years. 2. Alternatively, the TB could opt to not extend the time period for execution of all plat documents pertaining to the Village at Grand Park -Filing 2. The applicant would then be required to reprocess all plats associated with The Village at Grand Park -Filing 2. RECOMMENDATION: Staff is recommending approval of Resolution 2015-02-02 extending the approvals for execution of all final plat documents pertaining to the Village at Grand Park -Filing 2, in accordance with the Final Plat Phasing Plan, the Village at Grand Park -Filing 2, Reception # 2011005609 for a five year period and Resolution 2015-02-03 extending the approval of the Village at Grand Park - Filing 2, Lot 10 & Tract C, Lot 11A & Tract A and Lot 11 B & Tract B final plats. Town of Fraser PO Box 370, Fraser, CO 80442 office 970-726-5491 fax 970-726-5518 www.frasercolorado.com LO The sender of this message has requested a read receipt. Click here to send a rece Catherine Trotter MINE From: Jim Swanson Dim@jrsec.com] Sent: Sun 4/20/2008 9:00 AM To: Catherine Trotter; rod@mcgowan-pc.com Cc: Jeff Durbin; Allen Nordin Subject: RE: The Village at GP Filing 2 Attachments: Catherine: I have reviewed the attached plat. From an engineering perspective the phased approach to development of the Village at Grand Park can work as outlined below: The water distribution system, sanitary sewer collection system and storm sewer collection system were constructed last summer. The required detention facility is not yet constructed. Relocation of the detention facility, from that previously approved, has been submitted by Grand Park and is proposed for construction as part of the Filing 1 site development. Access, utility and drainage easements for the site utilities have been submitted as part of the preliminary acceptance packet for the project constructed last summer. • Filing 1 was submitted previously which includes access from Highway 40 into the Village at Grand Park via First Street. A porition of First Street, Market Street and the north end of Main Street in Filing 1 will be constructed with the Filing 1 development. . It is anticipated that Filing 2A, the recreation center site, will be developed next. The Filing 2A development will include construction of the remainder of First Street and the reminder of Main Street north of First Street. This will provide access from Filing 2A along either Main Street or Market Street to Fisrst Street. • If Filing 2B were developed next, it has direct access to First Street and would additionally include construction Second Street which is the second access onto Highway 40. A portion of Main Street would also be constructed providing additional access. • If Filing 2C were developed following 2A in lieu of 213, access would be available via Kings Crossing Road with construction of the south portion of Main Street and Lions Gate Drive connecting to Kings Crossing Road. • If Filing 2D were developed following 2A in lieu of 2B, it would require construction of some off-site improvements to a portion of Main Street to make both lots accessible. https://tofx.frasercolorado.comlExchange%trotter/Inbox/RE: %20The%2OVillage%20at%2... 4/22/2008 0) CURR64T RIGHT-OF-WAY, FILING BOUNDARIES AND LOT LAYOUT FILING 2A FILING 2C FILING 1 FILING FILING 2B coo FINAL 'PLAT PHASING PLAN THE VILLAGE AT GRAND PARK -FILING 2 A PART OF SECTION 28, TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE SIXTH PRINCIPAL MERIDIAN, TOWN OF FRASER, COUNTY OF GRAND, STATE OF COLORADO SKEET 1 Or Y o ICAMa+ i-E�� oEscmRnnx+: B �r caaor n ne we s,� r ewB.a o ae u�wK�r erM ,wem satW ru. 1 xx sw,. n*••,r .nv. aa,w.x o, nv �s 1 nocE wu�. �..sn• w+.. m,»ec v ,n.r �, m . ra,rr oe a«..,ws: °nr�:.row ,. ,,Ka.w.. ,a ,cam+•�, Me ��., ' ivaa snm, mnie• us, .: os+wa rs ,n» rm."w •ar. +m *ore swm �e�v.• wr. , m,..� v raae ,a,; '.R,�"`M`.a u :.• w1 vr'u"s 00�....°n aaf �. m . rar a Bc ewar w:r, ,..ae so .csmx• .,wr-o-,... w.. o-srwa a * � �I nYxi aM,irrs CER�IFlChTf �y rcan 4iE ECR A PRbY RY 11,E TONN 90AR[I �wrM�r �Br RaiEs: t 1 'a ;dam �E44NP .___ waac euewer � CRFP1r KAI.. TOWN OF FRASER RESOLUTION NO, 2011-06-04 A RESOLUTION APPROVING A MINOR PLAT AMENDMENT, REVISED FINAL PLAT PHASING PLAN, THE VILLAGE AT GRAND PARK -FILING 2. NOW THEREFORE, BE IT RESOLVED BY THE BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO THAT: The Town Board of Fraser, Colorado hereby approves a minor plat amendment, revised Final Plat Phasing Plan, The Village at Grand Park -Filing 2 with the following conditions: 1. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of each final plat. 2. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 3. Any plat not executed and recorded within 5 years from June 4. 2008 shall expire unless an extension is approved by the Town Board. 4. Payment of all applicable fees 5. Execution of all documents within 90 days of the date of adoption of this Resolution. If such conditions are not satisfied, the approval provided by this resolution is no longer valid. DULY MOVED, SECONDED AND ADOPTED THIS 15" DAY OF JUNE, 2011. BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO Mayor ATTEST: (SEAL) Town Clerk TOWN OF FRASER RESOLUTION NO. 2012-02-04 A RESOLUTION APPROVING THE FINAL PLAT, THE VILLAGE AT GRAND P/ 2, LOT 10 & TRACT C. NOW THEREFORE, BE IT RESOLVED BY THE BOARD OF TRUSTEES OF Tl FRASER, COLORADO THAT: The Town Board of Fraser, Colorado hereby approves the Final Plat, The Village at Grand Park — Filing 2, Lot 10 & Tract C with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents within 90 days of the adoption of this Resolution. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required Improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, label Market Street, Tract C as a "dedicated public right -of way." 10. Add a "1.5' sign and maintenance easement" along the west edge of Market Street (Tract C). If such conditions are not satisfied, the approval provided by this resolution is no longer valid. DULY MOVED, SECONDED AND ADOPTED THIS 15th DAY OF FEBRUARY, 2012. BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO BY: S17 Mayor ATTE (SEAL) Town Clerk TOWN OF FRASER RESOLUTION NO. 2012-02-05 A RESOLUTION APPROVING THE FINAL PLAT, THE VILLAGE AT GRAND PARK — FILING 2, LOT 11A & TRACT A. NOW THEREFORE, BE IT RESOLVED BY THE BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO THAT: The Town Board of Fraser, Colorado hereby approves the Final Plat, The Village at Grand Park — Filing 2, Lot 11A & Tract A with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents within 90 days of the adoption of this Resolution. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, note #14 should reference Lot 11A. 10. On sheet 2 of 2, label Market Street Tract A as a "dedicated public right -of way." 11. Add a "1.5' sign and maintenance easement" along the west and southwest edge of Market Street (Tract A). If such conditions are not satisfied, the approval provided by this resolution is no longer valid. DULY MOVED, SECONDED AND ADOPTED THIS 15th DAY OF FEBRUARY, 2012, BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO BY: �J Mayor ATTEST: (S E A -L) Town Clerk TOWN OF FRASER RESOLUTION NO. 2012-02-06 A RESOLUTION APPROVING THE FINAL PLAT, THE VILLAGE AT GRAND PARK — FILING 2, LOT 11 B & TRACT B. NOW THEREFORE, BE IT RESOLVED BY THE BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO THAT: The Town Board of Fraser, Colorado hereby approves the Final Plat, The Village at Grand Park — Filing 2, Lot 11 B & Tract B with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents within 90 days of the adoption of this Resolution. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, label Market Street Tract B as a "dedicated public right -of way." 10. Add a "1.5' sign and maintenance easement" along the west edge of Market Street (Tract B). If such conditions are not satisfied, the approval provided by this resolution is no longer valid. DULY MOVED, SECONDED AND ADOPTED THIS 15th DAY OF FEBRUARY, 2012. BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO BY: Mayor fl i ATTEST: (S EA L) Town Jerk April 26, 2012 Sent Via E-mail Town of Fraser Attn: Jeff Durbin P.O. Box 120 Fraser, CO 80442 Re: Town of Fraser_ Resolution Nos. 2012-02-04, 2012-02-05, & 2012-02-06 Dear Jeff, Please accept this letter as a request to the Town of Fraser Board of Trustees to consider an extension of time for execution of all documents pertaining to the Village at Grand Park — Filing 2 Lots 10, 11A, and 11B final plats. Resolution No. 2012-02-04 pertains to Village at Grand Park — Filing 2, Lot 10 & Tract C Resolution No. 2012-02-05 pertains to Village at Grand Park — Filing 2, Lot 11 A & Tract A Resolution NO. 2012-02-06 pertains to Village at Grand Park — Filing 2, Lot 1113 & Tract B The Resolutions were approved on February 15t1i, 2012 and provided for 90 days from the resolution date to execute all documents. Grand Park respectfully requests the Board of Trustees extend the date for one year to April 30, 2013 for the execution of all documents relating to the final plats referenced above. Thank you for your consideration of this request. Sincere ' ZiDPSCOM'.'�'' '��.,, President �lNS'I'MIUTI ON .71:1:1("1... 11-!.6 +15'.13 15,�;g"G i.�r��1.:& �.a�t :f 1;i 'ki`1°."1k i"• 1'��1�h. �.:�.)l,i,31i?��,ti;D Itit-�,5�r TOWN OF FRA,SER RESOLUTION NO. 2012-05-02 A RESOLUTION EXTENDING THE APPROVAL OF THE VILLAGE AT GRAND PARK — FILING 2, LOTS 10, 11A and 11 B FINAL PLATS. WHEREAS, Grand Park has requested that the Board of Trustees extend the date for execution of all documents relating to The Village at Grand Park, Filing 2 Lots 10, 11A and 11 B final plats to April 30, 2013. WHEREAS, the Fraser Board of Trustees has reviewed said request for an extension and has decided to extend the date for execution of all documents relating to The Village at Grand Park — Filing 2, Lots 10, 11A and 11B Final plats to April 30, 2013. NOW THEREFORE, BE IT RESOLVED BY THE BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO THAT: The Town Board of Fraser, Colorado hereby extends the Final Plat, The Village at Grand Park — Filing 2, Lot 10 & Tract C with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents by April 30, 2013. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, label Market Street, Tract C as a "dedicated public right -of way." 10. Add a "1.5' sign and maintenance easement" along the west edge of Market Street (Tract C). The Town Board of Fraser, Colorado hereby extends the Final Plat, The Village at Grand Park — Filing 2, Lot 11A & Tract A with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents by April 30, 2013. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, note #14 should reference Lot 11A. 10. On sheet 2 of 2, label Market Street Tract A as a "dedicated public right -of way." 11. Add a "1.5' sign and maintenance easement" along the west and southwest edge of Market Street (Tract A). The Town Board of Fraser, Colorado hereby approves the Final Plat, The Village at Grand Park — Filing 2, Lot 11 B & Tract B with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents by April 30, 2013. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, label Market Street Tract B as a "dedicated public right -of way." 10. Add a "1.5' sign and maintenance easement" along the west edge of Market Street (Tract B). If such conditions are not satisfied, the approval provided by this resolution is no longer valid. DULY MOVED, SECONDED AND ADOPTED THIS 2nd DAY OF MAY, 2012. BOARD OF TRUSTEES OF THE TOWN� FRAS , COLORADO BY: �- Mayo ATTEST- �jo P, AC? iA {S E A L) Town Clerk GRAND PARK FRASER, COLORADO TRAFFIC IMPACT ANALYSIS SECOND EDITION Revered fhr CnrnPrstnnP Winter Park Holdings, I I C P.r). RnY m Winter Park. Colorado 80482 Prepared by; Q ��C .! g Eelshurg Unit R L_Illemig p�•'•E.Dei►'-:�' 6300 South Syracuse Way. Suite 600 C.PntPnnial. Onlorarin R(1111 VJ 303/791-j44n - Z Q Principal In -Charge: Lyle E. Devries. PE. PTOE Project Engineer: Ryan D. Germeroth, PE 1-23-'5 FdD Reference No. 07-104-02 January qnj3 Grand Park - Fraser, Colorado TABLE OF CONTENTS Traffic Impact Analysis -Second Edition Paqe INTRODUCTION-------------------------------------------------------------------------------------------- 1 A. Project Overview---------------------------------------------------------------------------------- 1 B. Previous Analyses-------------------------------------------------------------------------------- 1 C. Site Location and Study Area Boundaries -------------------------------------------------- 1 11. EXISTING CONDITIONS --------------------------------------------------------------------------------- 6 A. Existing Roadway Network--------------------------------------------------------------------- 6 B. 1st Street Signal Warrant Findings------------------------------------------------------------ 6 C. Existing Traffic Volumes------------------------------------------------------------------------- 7 C. Intersection Capacity----------------------------------------------------------------------------- 8 Ill. BACKGROUND TRAFFIC CONDITIONS -----------------------------------------------------------10 A. Roadway Network--------------------------------------------------------------------------------10 B. Traffic Volume Projections---------------------------------------------------------------------10 C. Traffic Signal Warrant Analysis---------------------------------------------------------------13 D. Capacity Analyses-------------------------------------------------------------------------------15 IV. TRIP GENERATION AND TRAFFIC ASSIGNMENT ---------------------------------------------16 A. Trip Generation-----------------------------------------------------------------------------------16 B. Trip Distribution and Traffic Assignment ----------------------------------------------------18 V. FUTURE CONDITIONS WITH DEVELOPMENT --------------------------------------------------21 A. Total Traffic Volumes----------------------------------------------------------------------------21 B. Traffic Signal Warrant Analyses--------------------------------------------------------------21 C. Traffic Operations--------------------------------------------------------------------------------24 D. Additional Analyses------------------------------------------------------------------------------25 E. Access Code Requirements-------------------------------------------------------------------25 VI. SUMMARY / SIGNIFICANT FINDINGS AND RECOMMENDATIONS -----------------------28 APPENDIX A OCTOBER 17, 2011 MEMORANDUM APPENDIX B YEAR 2012 COUNT DATA APPENDIX C EXISTING LEVEL OF SERVICE SHEETS APPENDIX D SIGNAL WARRANT TABLES APPENDIX E 2015 BACKGROUND LEVEL OF SERVICE SHEETS APPENDIX F 2035 BACKGROUND LEVEL OF SERVICE SHEETS APPENDIX G 2015 BUILDOUT LEVEL OF SERVICE SHEETS APPENDIX H 2035 BUILDOUT LEVEL OF SERVICE SHEETS APPENDIX I US 40 PROGRESSION SHEETS FELSBURG HOLT & ULLEVIG Grand Park - Fraser, Colorado LIST OF FIGURES Traffic Impact Analysis -Second Edition Paqe Figure1. Vicinity Map----------------------------------------------------------------------------------------- 2 Figure 2. Grand Park Projected Buildout Capacity Model ------------------------------------------- 3 Figure 3. Grand Park Village Year 2015 Site Plan ---------------------------------------------------- 5 Figure 4. Existing Traffic Conditions---------------------------------------------------------------------- 9 Figure 5. Future Road Network----------------------------------------------------------------------------11 Figure 6. 2015 Background Traffic Conditions --------------------------------------------------------12 Figure 7. 2035 Background Traffic Conditions --------------------------------------------------------14 Figure 8. 2015 Site Distribution and Traffic Assignment --------------------------------------------19 Figure 9. 2035 Site Trip Distribution and Traffic Assignment --------------------------------------20 Figure 10. 2015 Total Traffic Conditions------------------------------------------------------------------22 Figure 11. 2035 Total Traffic Conditions------------------------------------------------------------------23 LIST OF TABLES Table 1. Trip Generation Rates---------------------------------------------------------------------------16 Table 2. Trip Generation — Year 2015------------------------------------------------------------------17 Table 3. Trip Generation — Grand Park Buildout -----------------------------------------------------17 Table 4. Year 2035 Auxiliary Lane Requirements — US 40 Intersections ---------------------25 Table 5. US 40 Progression Results--------------------------------------------------------------------26 Table 6. Signal Warrant 2 Findings----------------------------------------------------------------------28 FELSBURG HOLT & ULLEVIG Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition I. INTRODUCTION A. Project Overview The purpose of this report is to provide information specifically related to the traffic impacts associated with the ongoing development of Grand Park in Fraser, Colorado. This study will assess the impacts associated with two development scenarios, described as follows: • Year 2015: Completion of additional Grand Park Village properties anticipated to be built within the next three years, as identified by the Grand Park developer, including the Bowling/Theater complex. • Year 2035: Completion of Grand Park properties anticipated to be built by the Year 2035. B. Previous Analyses A number of previous studies and review processes have addressed the development area and surrounding roadways. In 1986, Felsburg Holt & Ullevig completed the Fraser -Winter Park Roadway Network Planning Study, which addressed the proposed Maryvale property development and included a conceptual plan for access to US Highway 40. The access plan was reviewed by CDOT Region 3 Staff, which granted general approval of the plan. More recently, this development has been analyzed in the following traffic studies: • Rendezvous Traffic Impact Analysis (Felsburg Holt & Ullevig (FHU), December 2004) — This analysis included some revisions to the 1986 access plan and was reviewed by CDOT Region 3 Staff. • Cornerstone Planning Area 1 Wa Traffic Impact Analysis (FHU, February 2005) — Also reviewed by CDOT Staff, this analysis focused traffic impacts related to development of the current Grand Park Village. • Lot 12A Traffic Analysis (FHU, June 2011) - Addressed development of a bowling alley and movie theater within Lot 12A of the site. An access permit was issued by CDOT Region 3 following review and approval of the traffic analysis. • A number of analyses have been conducted to address the potential for signalizing the US Highway 40 / 1St Street intersection. The May 10, 2011 Signalization Warrant Analysis memorandum was submitted to CDOT Region 3. Incorporating review comments provided by CDOT Region 3 Staff, the May 2011 memo was re -issued as an October 17, 2011 memorandum . Further information regarding this analysis is provided in section II.B. of this report. C. Site Location and Study Area Boundaries The Grand Park Development is located in the Upper Fraser Valley of Colorado to the west of US Highway (US 40). Figure 1 shows the location of Grand Park in relation to the other roadways in the vicinity of the project site. Within the Town of Fraser, it is a mixed-use INFELSBURG r, HOLT & ULLEVIG Page I Grand Parl Pro Eisenhower Memorial Tunnel Grand Park Village TIS, 07-104-02,, 5/21/12 Figure 1 Vicinity Map Page 2 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition community with a variety of types of residential units, recreational facilities, and commercial uses. The development of Grand Park began in 2005 and current buildings on site include a number of residential units and a portion of the Grand Park Village commercial development. At buildout of the project, Grand Park is anticipated to include: • 1,008 single family homes • 1,343 multi -family homes • 805 lodging units • 343 Thousand Square Feet (ksf) of commercial space The projected buildout capacity model and roadway network for the entirety of Grand Park can be found on Figure 2 while Figure 3 shows the buildings and roadways already constructed and those planned to be constructed by Year 2015. As shown, access to US 40 from Grand Park would be provided via Old Victory Road, Grand Park Way, 15t Street and 2nd Street. Connections to County Road 72 (CR 72) on the north side and Lions Gate Drive / Kings Crossing Road on the south side would also facilitate site access. INFELSBURG (4HOLT & ULLEVIG Page 3 FELSBURG Projected Buildout Capacity Ci HOLT & ULLEVIG NORTH LEGEND Grand Park Village 115, 07-104-02, 6/22/12 KINGS C F, Ooaifro CSI c. S..c � .. THE VILLAGE SSING -02 = . F I = Existing Building = Buildings to be Constructed by Year 2015 = Future Buildings to be Constructed After Year 2015 = Existing Site Roadway Figure 3 Grand Park Village Year 2015 Page 5 'r � 1 SSING -02 = . F I = Existing Building = Buildings to be Constructed by Year 2015 = Future Buildings to be Constructed After Year 2015 = Existing Site Roadway Figure 3 Grand Park Village Year 2015 Page 5 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition II. EXISTING CONDITIONS A. Existing Roadway Network The roadway facilities in the vicinity of Grand Park are described as follows: U.S. Highway 40 - US 40 serves as the primary north -south connection from the Upper Fraser Valley to the rest of the state. Highway 40 provides access to Interstate 70 via Berthoud Pass. Currently, US 40 is classified by CDOT as a Non -Rural Arterial (NR -B) facility in the vicinity of the site. The posted speed along US 40 at the south and north ends of the Grand Park development site is 35 miles per hour (MPH) and reaches a maximum of 55 MPH at the center of the site. 1St Street — 1St Street is a roadway extending west from US 40 serving as the primary access to Grand Park Village. It is currently two lanes wide and intersects with US 40 at a STOP - controlled "T" intersection. 1" Street is planned to serve as the primary access to further development of Grand Park, and provide a grade separated crossing of the Union Pacific Railroad (UPRR) tracks. Rendezvous Road - Rendezvous Road extends east from US 40 as a local roadway serving primarily residential development. It is two lanes wide, and intersects with US 40 at a STOP - controlled "T" intersection. King's Crossing Road - King's Crossing Road is a two-lane east -west access roadway serving existing development south of the project site on both sides of US 40. There is currently an at grade crossing of the Union Pacific Railroad (UPRR) tracks along Kings Crossing Road west of US 40. 2nd Street — 2nd Street is a right-in/right-out only access connecting US 40 to Grand Park Village. It is located south of 1" Street. This intersection is included in analyses of future total traffic conditions. B. 1St Street Signal Warrant Findings As mentioned in the introduction, a number of analyses have been conducted to address the potential for signalizing the US Highway 40 / 1St Street intersection. Intersection traffic counts were initially conducted in December 2009 and January of 2010 to gauge the potential for meeting traffic volume -based warrants. It was found that five of the 17 total days counted demonstrated traffic volumes exceeding the threshold values for Warrant 2, the Four—Hour Vehicular Volume Warrant. The findings were provided to CDOT Region 3 Staff, who indicated that traffic counts conducted during the Holiday season would not be appropriate to demonstrate signalization warrants at the intersection as they likely represent artificially high traffic levels. To gauge the potential for meeting warrants outside of the Holidays, Grand Park identified days for conducting additional intersection traffic counts. Before proceeding with the traffic counts, CDOT Region 3 Staff was contacted by telephone to confirm that the proposed time periods INFELSBURG r, HOLT & ULLEVIG Page 6 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition would be acceptably distant from the Christmas season to meet CDOT's requirements. CDOT Staff indicated that the time periods would be appropriate, and Grand Park proceeded to conduct a total of 16 days of continuous traffic counts at the intersection in January and March of 2011. The counted days captured a typically busy springtime condition at the intersection, and it was found that six of 16 counted days demonstrated traffic levels exceeding Warrant 2 criteria. Following completion of these warrant analyses, CDOT Staff stated that the findings were not based on acceptable traffic counts, as the counts were conducted during a portion of Spring Break. In summary, 33 days of traffic counts conducted at the US 40 / 1St Street intersection in 2009, 2010 and 2011 resulted in 11 days showing traffic volumes exceeding signalization warrant criteria. This information has been documented in memorandum format and is provided in Appendix A as the October 17, 2011 memorandum. C. Existing Traffic Volumes Traffic volume data were collected by All Traffic Data, Inc. on Thursday April 5, 2012, the first Thursday in April. The traffic counts were collected at the following three intersections: • US 40 / Kings Crossing Road • US 40 / 1 st Street • US 40 / Rendezvous Road 24-hour turning movements were recorded at each location to facilitate traffic analyses. Based on these counts, it was found that the morning peak hour occurred between 7:30AM and 8:30AM while the evening peak hour occurred between 4:30PM and 5:30PM. Of note, traffic counts were conducted during an off-peak season in the project area. To evaluate the seasonal variation in traffic volumes, traffic volume data from the CDOT Automatic Traffic Recording (ATR) station along US 40 over Berthoud Pass was reviewed for the calendar Year 2011. A total of 352 days of traffic volumes were recorded in 2011, and the first Thursday in April ranked #266, meaning that 75 percent of recorded days carried higher US 40 traffic volumes. In addition, the peak hour of the day on the first Thursday in April ranked as the 1432nd highest hour of the year. Typical traffic engineering practice is to conduct analyses based on the 301h highest hour of the year. Based on these findings, it is evident that the day of traffic counts yielded traffic levels significantly below typical traffic levels in the area surrounding the project site. The existing counts form the basis for all future traffic forecasts in this analysis. Therefore, the recommendations reached in this study should be considered with the realization that traffic volumes and forecasts at all counted intersections are likely well below typical levels. The Year 2012 traffic volumes in the vicinity of the site are depicted on Figure 4. The raw count data may be found in Appendix B. INFELSBURG (4HOLT & ULLEVIG Page 7 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition C. Intersection Capacity Capacity analyses were conducted at the three study area intersections using analysis methods documented in the Highway Capacity Manual 2010, December 2010 by the Transportation Research Board. The analysis software Synchro 8 was utilized in these analyses. These analyses use the existing traffic volumes and intersection lane geometry to develop a level of service (LOS), a measure of the ease of traffic flow through an intersection. Level of service A represents relatively uninterrupted flow with little or no vehicle delay, while LOS F represents undue delay and excessive congestion. Using the HCM criteria, the existing traffic volumes, intersection lane assignments and traffic control measures, capacity analyses of these intersections were conducted. Currently all three intersections operate as two way stop controlled intersections. As can be seen on Figure 4, all movements at the intersections currently operate at LOS C or better during both peak hours. Level of service worksheets for existing conditions may be found in Appendix C. INFELSBURG r, HOLT & ULLEVIG Page 8 LEGEND xxx(xxx) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service i = Stop Sign Grand Park Village TIS, 07-104-02, 5/21/12 CCoss�ng Rd. Figure 4 Existing Traffic Conditions Page 9 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition III. BACKGROUND TRAFFIC CONDITIONS A. Roadway Network The future condition roadway networks for the Year 2015 and the Year 2035 respectively can be seen on Figure 5. As this figure shows, by Year 2015, the existing railroad crossing at Kings Crossing Road will be relocated to the north and tie into 1St Street. However, instead of an at grade rail crossing, a new underpass will be constructed. In addition, much of the road network related to the Grand Park Village portion of the development immediately adjacent to US 40 will be constructed. By Year 2035, the remainder of the Grand Park roadways to the west of the railroad tracks will be constructed and the connections to Rendezvous Road and Old Victory Road will have been completed. In addition, consistent with previous area studies, it is assumed that US 40 will be widened to provide 4 travel lanes by the Year 2035. B. Traffic Volume Projections Year 2015 Background traffic consists of vehicle -trips on the roadway network not related to Grand Park. Background traffic volumes for this traffic analysis were developed based on an annual growth rate of approximately 2.25 percent based on information from the CDOT website. This annual growth rate was applied to the through traffic on US 40. In addition, as mentioned, the existing Kings Crossing Road UPRR crossing is expected to be closed by the Year 2015. This closure is expected to result in a decrease in traffic at Kings Crossing Road and a corresponding increase in traffic at 1s' Street. As mentioned, this modification can be seen on Figure 5. No other growth was applied to the Year 2015 background scenario. Projected Year 2015 background traffic volumes are depicted on Figure 6. Year 2035 For the Year 2035 background scenario, in addition to the US 40 growth rate and Kings Crossing Road railroad crossing relocation, the estimated vehicle -trips to be generated by construction of multiple surrounding developments. Development incorporated in background forecasts include: • The Rendezvous development (located on the east side of US 40). Traffic forecasts included in the Rendezvous Traffic Impact Analysis were used as the basis for traffic levels at this intersection. • In addition, future growth expected in the northern portion of the Town of Winter Park in the Vicinity of the Kings Cross intersection was included. INFELSBURG r, HOLT & ULLEVIG Page 10 Year 2015 Conditions tow \ \ RAILROAD UNDERPASS r Year 2035 Conditions low \ RAILROADUNDERPASS J Grand Park Village TIS, 07-104-02, 5/18/12 ?s raE VUAGE Road Constructed in Year Shown Figure 5 Future Road Network Wk �' Page 11 Grand Park Village TIS, 07-104-02, 5/21/12 LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service i = Stop Sign bro ala � y S GCOsg\ng Ftd- Figure 6 2015 Background Traffic Conditions Page 12 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition Land use data from the Winter Park Multi -Modal Transportation and Mobility Plan (FHU, 2007) was used in projecting volumes for these future developments. To provide a conservative condition for this analysis, it was assumed that the Rendezvous development would reach complete buildout by the Year 2035. Projected Year 2035 background traffic volumes are depicted on Figure 7. C. Traffic Signal Warrant Analysis The Manual on Uniform Traffic Control Devices (MUTCD ) (FHWA, 2009) identifies nine warrants that provide guidance to determine whether installation of a traffic signal is justified. Some of the warrants are based on traffic volume levels, while others are based on the crash history of an intersection or whether the intersection is a designated school crossing. For this analysis, Warrant 2, Four -Hour Vehicular Volume (70% Factor), has been used in determining if any of the three two-way stop controlled intersections included in this study will warrant signalization in the future. The 70% Factor warrant is applicable given that the population of the study area is less than 10,000 people. Given that 24 hour turning movement counts were conducted, the four highest hours will be estimated by scaling down from the highest hour based the collected data. The highest hour is based on the volumes forecast for the peak hour analysis. For the purposes of this analysis, the volume threshold line on the Warrant 2 graph for an intersection with 2 lanes on the major street (US 40) and 1 lane on the minor street has been used. It should be noted that this traffic signal warrant analyses is included in this analysis as a guide for the potential for signalization in the future. As corresponding background and site traffic volumes increase, analyses that evaluate all applicable warrants in the MUTCD may be conducted. Considering these factors, the following provides a summary of the findings of the signal warrant analysis for the background conditions. Year 2015 background condition o No study intersections are expected to meet Warrant 2 (70% Factor) criteria, though the 1St Street / US 40 intersection has been shown to meet Warrant 2 criteria based on intersection traffic counts conducted in 2009 through 2011 (described in Section 11.13). Year 2035 background condition o Rendezvous Road / US 40 is expected to meet Warrant 2 (70% Factor) criteria due to anticipated development activity east of US 40. o Kings Crossing Road / US 40 is close to warranting signalization by the Year 2035 background condition based on Warrant 2. Just prior to development of this study, CDOT granted an access permit designating this intersection for signalization. Accordingly, Year 2035 analyses of this intersection include the signalized condition. Tables and charts showing the projected volumes used in the Four -Hour Warrant analysis are in Appendix D. INFELSBURG r, HOLT & ULLEVIG Page 13 �a��coad LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service i = Stop Sign Grand Park Village TIS, 07-104-02, 5/21/12 CCoss�ng Rd. Figure 7 2035 Background Traffic Conditions Page 14 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition D. Capacity Analyses Once the future traffic volumes had been determined, a level of service analysis was completed for each of the future scenarios. The results of this analysis can be seen on Figures 6 and 7 and the level of service worksheets can be found in Appendices E and F. For the Year 2015 background traffic scenario, all of the stop -controlled intersections are anticipated to operate at LOS C or better during the AM and PM peak hours with the existing lane geometry in place. By the Year 2035 background condition, it was assumed that US 40 will have been widened to a four lane cross section. This is consistent with the assumptions and analyses previously developed in the Cornerstone Planning Area 1 Wa Traffic Impact Analysis. It has also been assumed that a traffic signal will have been installed at the Rendezvous Road / US 40 intersection based on the warrant analysis previously discussed. In addition, the intersection of Kings Crossing Road / US 40 was analyzed both as a two-way stop controlled intersection and a signalized intersection.. Based on these geometric and operational changes, the majority of the signalized intersections and stop controlled movements are expected to operate at LOS D or better. As a reminder, the 2035 background condition includes only future development of Rendezvous east of US 40 and future development anticipated within the Town of Winter Park. No future development of Grand Park is included in the background condition. The following provides a summary of the expected operations in the Year 2035 background condition. US 40 / Rendezvous Road: This intersection is expected to operate at LOS A during both the AM and PM peak hours. US 40 / 1 st Street: The movements at this intersection are expected to operate at LOS D or better. US 40 / Kings Crossing Road: The majority of the movements at this intersection are expected to operate at LOS C or better. A few of the exceptions include the eastbound and westbound approaches at the intersection if it remains unsignalized which are expected to operate at LOS E or worse. However, if signalized, the LOS at the Kings Crossing Road intersection would improve to LOS A for both peak hours. For this Second Edition, analyses were conducted to understand how intersection operations would be affected if US 40 is not widened to four travel lanes by the Year 2035. Traffic operations would remain acceptable at the signalized intersections of US 40 with Kings Crossing and Rendezvous Road. The eastbound left turn movement entering US 40 from 1 st Street would deteriorate to LOS F without the widening. INFELSBURG (4HOLT & ULLEVIG Page 15 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition IV. TRIP GENERATION AND TRAFFIC ASSIGNMENT A. Trip Generation The trip generation assumptions below were coordinated with CDOT Region 3 Staff in a March 2, 2012 memorandum that outlined the methodology and assumptions used in this report. Trip generation assumptions for the movie theater / bowling alley are consistent with the calculations provided in the Lot 12A analysis. Additional development proposed for Grand Park includes residences (both attached and detached), hotel and commercial uses. Trip generation estimates for these additional future uses were prepared using the rates previously utilized in the Cornerstone Planning Area 1 Wa study. Table 1 below depicts the trip generation rates. The rates are based on standards employed by Colorado mountain entities and previous trip generation calculations for the project site. Table 1. Trip Generation Rates The AM and PM peak hour rates for the single and multi -family residential properties were calculated based on peak hour percentages determined at Snowmass Village, a mountain area with many similarities to the Fraser Valley. The peak hour rates for other uses were extracted from earlier Maryvale analyses. It is worth noting, as documented in the previous reports, it was estimated that 33 percent of trips generated by the proposed commercial land uses within Grand Park would be attributable to residential uses internal to Grand Park. However, to be conservative, internal trip reductions have not been included in this analysis based on the coordination with CDOT Region 3 Staff. INFELSBURG r, HOLT & ULLEVIG Page 16 Vehicle Tri Generation Rates /Directional Distributions Land Use AM Peak Hour PM Peak Hour Daily Trips In Out Total In Out Total Detached 8 Trips per 28% 72% 0.68 65% 35% 0.70 Residences Dwelling Unit Attached 5 Trips per 28% 72% 0.33 65% 35% 0.43 Residences, Dwelling Unit Lodging2 4 Trips 25% 75% 0.31 65% 35% 0.43 er Room Commercia13 30 Trips 63% 37% 0.66 50% 50% 2.85 000 SFr 1 Trip generation rates based on Grand County standard residential trip generation rates 2 Trip generation rates from Maryvale Traffic Impact Analysis, by Leigh, Scott and Cleary 3 From Pitkin County Retail Shop Trip Generation Rate — "No Transit System" scenario The AM and PM peak hour rates for the single and multi -family residential properties were calculated based on peak hour percentages determined at Snowmass Village, a mountain area with many similarities to the Fraser Valley. The peak hour rates for other uses were extracted from earlier Maryvale analyses. It is worth noting, as documented in the previous reports, it was estimated that 33 percent of trips generated by the proposed commercial land uses within Grand Park would be attributable to residential uses internal to Grand Park. However, to be conservative, internal trip reductions have not been included in this analysis based on the coordination with CDOT Region 3 Staff. INFELSBURG r, HOLT & ULLEVIG Page 16 Grand Park - Fraser, Colorado Year 2015 Traffic Impact Analysis -Second Edition Table 2 summarizes the estimated vehicle -trips to be generated by the Grand Park Village by 2015. The portion of the development constructed by 2015 is immediately adjacent to US 40 in the vicinity of Kings Crossing Road and 15t Street. Table 2. Trip Generation — Year 2015 As shown, the planned Grand Park development would add about 7,700 vehicle trips per day to the surrounding roadway network and anywhere from about 200 to approximately 650 trips during the peak hours. Year 2035 Table 3 summarizes the estimated vehicle -trips to be generated by Grand Park at buildout, anticipated to occur by the Year 2035. The totals below include the totals shown in Table 2. Table 3. Trip Generation — Grand Park Buildout Land Use Size Daily AM Peak Hour PM Peak Hour PM Peak Hour Land Use Size In In Out Total In Out Total 0 0 Trips Lot 12A (Bowling 60 Detached Residences 1,008 Dwelling Units 8,065 190 495 685 460 Alley / Movie N/A 1,500 0 0 0 25 35 60 Theater Study) 575 Lodging 805 rooms 3,220 60 190 250 225 Detached 6 Dwelling 50 2 3 5 3 2 5 Residences Units TOTAL 29,790 515 1,090 1,605 1 1,575 1,090 Attached 90 Dwelling 450 9 21 30 25 14 39 Residences Units Lodging 180 rooms 720 14 42 56 50 27 77 Commercial 166,000 SF 1 4,980 1 67 41 108 235 234 469 TOTAL 1 7,700 1 92 107 199 338 312 650 As shown, the planned Grand Park development would add about 7,700 vehicle trips per day to the surrounding roadway network and anywhere from about 200 to approximately 650 trips during the peak hours. Year 2035 Table 3 summarizes the estimated vehicle -trips to be generated by Grand Park at buildout, anticipated to occur by the Year 2035. The totals below include the totals shown in Table 2. Table 3. Trip Generation — Grand Park Buildout Land Use Size Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Lot 12A 1,500 0 0 0 25 35 60 Detached Residences 1,008 Dwelling Units 8,065 190 495 685 460 245 705 Attached Residences 1,343 Dwelling Units 6,715 125 320 445 375 200 575 Lodging 805 rooms 3,220 60 190 250 225 120 345 Commercial 343,000 SF 10,290 140 85 225 490 490 980 TOTAL 29,790 515 1,090 1,605 1 1,575 1,090 2,665 As shown, Grand Park at full buildout would generate approximately 29,800 trips per day, with 1,605 trips occurring during the AM peak hour and 2,665 trips during the PM peak hour. INFELSBURG r, HOLT & ULLEVIG Page 17 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition B. Trip Distribution and Traffic Assignment As with the trip generation assumptions, the trip distribution assumptions were also coordinated with MOT Region 3 Staff. Year 2015 Figure 8 illustrates the traffic assignment of volumes associated with the Grand Park Village development through the Year 2015. As shown on Figure 5, vehicles traveling to and from Grand Park Village will utilize the intersections at Kings Crossing Road, the RIRO and 1s' Street, with approximately 55 percent traveling to and from the south and the remaining 45 percent traveling north. It is worth noting that a small portion of the site traffic (about 4 percent) is expected to use Lion's Gate Road to travel to / from the area south of Kings Crossing Road. Year 2035 Figure 9 illustrates the anticipated buildout traffic assignment. As with the Year 2015 condition, approximately 55 percent of site vehicle -trips travel to and from the south along US 40 or Lion's Gate Road, and the remaining 45 percent would travel north along US 40. A small portion of traffic to and from the north is expected to access US 40 via Old Victory Road or CR 72. INFELSBURG r, HOLT & ULLEVIG Page 18 45% �del,055 e��a��'(o� ,�o LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes XXXX = Daily Traffic Volumes 4 ---- ► = Site Trip Distribution XX% Grand Park Village TIS, 07-104-02, 6/18/12 CCoss�ng Rd. Figure 8 Year 2015 Site Trip Distribution and Traffic Assignment Page 19 j� X00 O 45% �Pa' � Pew 0 2050 N1b J a \ � a 40 SITE 11,000 ojc� oadv�deCpass 6191 �y� r��w� w A10 X> ID N O 1 20� 5 2s1791 0 rn" 0 2rd Sty " yCO \ � QO 3200 41 6g1�, 4% � 51% j o0 N LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes XXXX = Daily Traffic Volumes 4 ---- ► = Site Trip Distribution XX% Grand Park Village TIS, 07-104-02, 5/21/12 CCoss�ng Rd. Figure 9 Year 2035 Site Trip Distribution and Traffic Assignment Page 20 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition V. FUTURE CONDITIONS WITH DEVELOPMENT A. Total Traffic Volumes Year 2015 Figure 10 depicts total Year 2015 traffic volumes. These traffic volumes were calculated by adding together the background traffic volumes shown on Figure 6 and the site generated traffic volumes shown on Figure 8. Long -Term Future (Year 2035) Figure 11 depicts the total traffic volumes at buildout of Grand Park. These traffic volumes were calculated by adding together the background traffic volumes shown on Figure 7 and the Site Generated Traffic Volumes shown on Figure 9. B. Traffic Signal Warrant Analyses As discussed previously in Section 1116, as this project develops and corresponding site and background traffic volumes increase, analyses that evaluate all nine warrants from the MUTCD may be conducted. The following provides a summary of the Warrant 2 analyses of projected conditions for each of the design years. As a reminder, the intersection of US 40 / Kings Crossing has been analyzed with signalized control given that a traffic signal has been approved for this location by CDOT. Year 2015 By Year 2015, with the proposed development complete, the intersection of US 40 with 1 St Street is expected to warrant signalization based on Warrant 2, Four -Hour Vehicular Volume (70% Factor). The table depicting the projected volumes used in the Four -Hour Warrant analysis is in Appendix D. Year 2035 For Year 2035 background and total conditions, the intersection of US 40 / Rendezvous Road is expected to warrant signalization. With development traffic added to Year 2035 background traffic levels, the US 40 / 1St Street intersection would also warrant signalization based on the criteria in Warrant 2. As such, all three study intersections on US 40 are analyzed as signalized intersections in the Year 2035 buildout analysis. Tables showing the projected volumes used in the Four -Hour Warrant analysis are in Appendix D. INFELSBURG r, HOLT & ULLEVIG Page 21 SITE \ Iwo\, deCpass g0 � \ w�'P aroAl i i' a aoao 201751, 'rn yr lc(710 XUXI S� 6451180 ,10 IPP ele \ o'0 5 251 ss�ng Rd • CCo �00 �1 N01 � 1010 �y 5135 LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service i = Stop Sign = Traffic Signal Figure 10 2015 Total Traffic Conditions Grand Park Village TIS, 07-104-02, 6/22/12 Page 22 B/C Grand Park Village TIS, 07-104-02, 5/21/12 fid• \ gyp\ e�Jo�S �0 S. �� C/B SITE ad�rdec'Pass1�5`26g��1\'0 1SkSk. Zgo1245 \ �o '1° BB = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized ;� �15�601 4,101 201 x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service i = Stop Sign = Traffic Signal g51 �,1 LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service i = Stop Sign = Traffic Signal CCOSs�ng Rd. Figure 11 2035 Total Traffic Conditions Page 23 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition C. Traffic Operations Year 2015 Projected Year 2015 traffic control and Levels of Service (LOS) are depicted on Figure 10. As shown, all of the stop controlled approaches are expected to operate at LOS D or better during both peak hours with the existing lane geometry and traffic control. The signalized intersection of US 40 with 1 St Street would operate at LOS A during both peak hours. Level of Service worksheets for the Year 2015 total condition are provided in Appendix G. Currently, the Fraser River Trail parallels US 40 on its west side in the vicinity of Grand Park, and local agencies have expressed interest in providing a trail crossing of US 40 in the vicinity of the site. The presence of a signalized intersection at US 40 / 1St Street would provide a protected crossing for pedestrians in this area, enhancing safety of the proposed trail linkage. Long -Term Future (Year 2035) Projected Year 2035 traffic control and levels of service are depicted on Figure 11. As with the Year 2035 background condition, it has been assumed that US 40 will have been widened by Year 2035. In addition, as mentioned in Section V.B., by the Year 2035, the intersections of US 40 with King's Crossing Road, 1 St Street and Grand Park Way / Rendezvous Road are anticipated to meet warrants for signalization included in the Manual on Uniform Traffic Control Devices. Level of Service worksheets for the Year 2035 total condition are provided in Appendix H. Intersection results are further described as follows: 1St Street / US 40 — This intersection is anticipated to operate at LOS C or better during peak hours. Kings Crossing Road / US 40 — The intersection of Kings Crossing Road with US 40 would operate at LOS A during peak hours in the Year 2035 with the addition of site traffic. Rendezvous Road / US 40 — The intersection of Rendezvous Road with US 40 would operate at LOS A during peak hours in the Year 2035 with the addition of site traffic. In order to achieve these operational results and satisfy the State Highway Access Code, Table 4 outlines auxiliary lane requirements for the site accesses to US 40. Of note, only the movements directly impacted by traffic from Grand Park have been evaluated. These requirements are based on an access categorization of NR -B for US 40 with a posted speed of 35 MPH, the current posted speed at the south end of the site near the site. Finally, the storage for each auxiliary lane is based on the 95th percentile queue calculated in Synchro. INFELSBURG (4HOLT & ULLEVIG Page 24 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition Table 4. Year 2035 Auxiliary Lane Requirements — US 40 Intersections Intersection Lane Type Recommended Lane Length in feet Including Taper US 40 / Rendezvous Road Northbound Left -turn Deceleration 435 Southbound Right -turn Deceleration 435 US 40 / 1St Street Eastbound Left -turn Deceleration 275 Eastbound Right -turn Deceleration 175 Northbound Left -turn Deceleration 470 Southbound Right -turn Deceleration 245 (same as existing) US 40 / 2 naStreet Southbound Right -turn Deceleration 200 US 40 / Kings Crossing Road Northbound Left -turn Deceleration 345 Southbound Right -turn Deceleration 200 It is recommended that these lanes be provided by extending the existing turn lanes west along 15 Street as continuous lanes. D. Additional Analyses Supplemental analyses were performed to address requests particular issues of concern to the developer and CDOT Staff, with the following results: Current Two -Lane US 40 As in the background traffic analysis, total Year 2035 traffic operations were further analyzed to address conditions if US 40 is not widened to provide four travel lanes, instead remaining at its current two-lane width, and the intersection approach widths along Rendezvous Road, 1St Street and Kings Crossing maintain their current configuration. It was found that provision of four travel lanes would help to provide acceptable intersection operations at each intersection. Conditions deteriorate to LOS E and LOS F at these locations without widening of US 40. Approximate Year of Widening A brief analysis was conducted to determine the approximate time at which widening to four lanes will be necessary to maintain LOS D or better operations at the intersection of US 40 with Kings Crossing. It is estimated that the widening would be needed between the Years 2024 and 2026 based on the assumption of straight-line future growth in traffic volumes. E. Access Code Requirements State Highway Access Code standards relative to this segment of US 40 (NR -B) indicate that one access will be granted to each parcel, if it does not create safety or operational problems. In addition, the Code states that full -movement access shall be granted at one-half mile spacing, or where a signal progression analysis indicates good progression of 30 percent efficiency or better, or does not degrade the existing signal progression. The intersections of US 40 with Rendezvous Road and King's Crossing Road are approximately'/2 mile apart. The US 40 access at 1St Street is located between these two intersections, approximately 1,500 feet south of Rendezvous Road. INFELSBURG (4HOLT & ULLEVIG Page 25 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition A progression analysis was performed to address conditions with the three proposed signalized intersections in place at Kings Crossing Road, 1 St Street and Rendezvous Road. The progression analysis included US 40 between County Road 72 (CR 72) north of the Grand Park development and Vasquez Road at the south end of downtown Winter Park, a distance of approximately 2.5 miles. The analysis included all existing signalized intersections plus the three study intersections for a total of six signalized intersections along US 40; CR 72, Rendezvous Road, 1St Street, Kings Crossing, Midtown Drive and Vasquez Road. The analysis was based on Year 2035 buildout and assumed a 100 second cycle is in place at the intersections along the corridor. The results of the progression analysis are shown in Table 5. Table 5. US 40 Progression Results As shown in the table, AM and PM Peak Hour progression efficiency is expected to be in excess of 30 percent with all three proposed signals in place in Year 2035 buildout. Therefore, signalization at all three intersections on US 40 could be implemented within the guidelines of the Access Code. Time -space diagrams depicting the results of US 40 progression analyses are included in Appendix I. The progression results reported in Table 5 assumed that adequate pedestrian crossing time would be provided during every signal cycle at the US 40 / 1St Street intersection, recognizing its potential as a trail crossing location. The remaining intersections were assumed to provide pedestrian crossing time only when pedestrians are present at those locations. If this assumption is changed to reflect pedestrian -optimized timing at all six intersections, progression percentages would all remain at 30 percent or more. Full pedestrian optimized time -space diagrams are also provided in Appendix I. It is important to note that the same progression efficiencies could be maintained if US 40 remains 2 lanes wide through the project area. The need for future corridor widening is based on preserving acceptable operations at individual intersections. In addition to meeting the progression requirements, the SHAC states that signalized intersections at less than '/2 mile spacing, such as the 1 Bt Street intersection, need to satisfy the criteria documented in the SHAC, described as follows: a) There are no other reasonable site design, access or circulation alternatives eliminating the need for the signal. The presence of Rendezvous (Grand Park Way west of US 40) and King's Crossing Roads does not eliminate the need for a signal at 1 St Street to serve the Grand Park Village, either in the short or long-term future condition. The Year 2015 scenario evaluated in the TIA demonstrates that 1St Street would meet signal warrant criteria, even with the provision of a conceptual secondary connection to FELSBURG 0_1 , HOLT & ULLEVIG Page 26 Progression Factor(percent) Analyzed Northbound US 40 Southbound US 40 Condition AM Peak PM Peak AM Peak PM Peak US 40 with 3 36 34 36 34 Proposed Signals As shown in the table, AM and PM Peak Hour progression efficiency is expected to be in excess of 30 percent with all three proposed signals in place in Year 2035 buildout. Therefore, signalization at all three intersections on US 40 could be implemented within the guidelines of the Access Code. Time -space diagrams depicting the results of US 40 progression analyses are included in Appendix I. The progression results reported in Table 5 assumed that adequate pedestrian crossing time would be provided during every signal cycle at the US 40 / 1St Street intersection, recognizing its potential as a trail crossing location. The remaining intersections were assumed to provide pedestrian crossing time only when pedestrians are present at those locations. If this assumption is changed to reflect pedestrian -optimized timing at all six intersections, progression percentages would all remain at 30 percent or more. Full pedestrian optimized time -space diagrams are also provided in Appendix I. It is important to note that the same progression efficiencies could be maintained if US 40 remains 2 lanes wide through the project area. The need for future corridor widening is based on preserving acceptable operations at individual intersections. In addition to meeting the progression requirements, the SHAC states that signalized intersections at less than '/2 mile spacing, such as the 1 Bt Street intersection, need to satisfy the criteria documented in the SHAC, described as follows: a) There are no other reasonable site design, access or circulation alternatives eliminating the need for the signal. The presence of Rendezvous (Grand Park Way west of US 40) and King's Crossing Roads does not eliminate the need for a signal at 1 St Street to serve the Grand Park Village, either in the short or long-term future condition. The Year 2015 scenario evaluated in the TIA demonstrates that 1St Street would meet signal warrant criteria, even with the provision of a conceptual secondary connection to FELSBURG 0_1 , HOLT & ULLEVIG Page 26 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition King's Crossing Road. The need for a signal at 1St Street also remains evident in the Year 2035 Grand Park buildout evaluation, which incorporates the addition of Grand Park Way. As shown in the TIA, there is no connection planned to the Grand Park Village from Grand Park Way. Currently, 1St Street provides a direct, full movement access to the Village and 2nd Street provides right-in/right-out access to US 40. 1 St Street will continue to be the direct, central access to the current and future commercial operations, amenities, and residences in the Village. In addition, 1St Street will extend west into Grand Park and beneath the Union Pacific Railroad tracks, carrying a projected approximate 8,000 — 8,500 vehicles per day at full buildout of Grand Park. While both provide secondary connections to Grand Park from US 40, Grand Park Way and King's Crossing Road require out -of -direction travel to reach US 40 from the Village. b) There is a public necessity for the intersection. There is a public need for the 1St Street intersection for the following reasons: • 1St Street provides direct access to the Grand Park Community Recreation Center. The Recreation Center serves at the anchor facility for the Fraser Valley Recreation District, and is a significant attractor of regional trips on US 40. Without the 1 St Street intersection, visitors to the Center could not turn left from or onto US 40 without traveling farther out -of -direction. • By the Year 2015, 1St Street is anticipated to provide direct access from US 40 to a railroad underpass. Conceptual approval of this underpass was recently received from the UPRR and HDR Engineering is proceeding with construction document approval from the UPRR. This underpass will also serve to enhance emergency response times (particularly when trains are stopped on the tracks at Kings Crossing Road and Vasquez Road — blocking emergency and regular vehicle access to the east and west sides of the tracks) for many residents of the Fraser Valley in addition to other traffic. • The 1 St Street intersection boosts the economic vitality of development within the Town of Fraser and the broader Fraser Valley by serving the Village. The Village currently includes the Grand Park Community Recreation Center, the Foundry Bowl and Cinema and the Grand Park General Store and fuel depot. Plans are currently being developed for two new commercial/residential mixed use buildings comprising 60,000 Square Feet of space and 11 other building pads now ready for construction that will include a full service hotel, commercial and residential uses. The Village is the largest single commercial development in Grand County and has continued to grow over the last four years. c) A traffic signal study and traffic analysis acceptable to the Department is completed. CDOT has indicated that the First Edition of this TIA is acceptable. Based on the progression findings and establishment of meeting the SHAC conditions described above, the 1St Street intersection may be signalized. INFELSBURG r, HOLT & ULLEVIG Page 27 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition VI. SUMMARY / SIGNIFICANT FINDINGS AND RECOMMENDATIONS The purpose of this report is to provide information related to the traffic impacts associated with the proposed development of Grand Park in Fraser, Colorado. The analysis includes both short term (Year 2015) and long term (Year 2035) analysis scenarios. At full buildout, anticipated to occur by the Year 2035, Grand Park is anticipated to add approximately 29,800 trips per day to the surrounding roadway network, with approximately 1,605 trips occurring during the AM peak hour and approximately 2,665 trips during the PM peak hour. Development anticipated by the Year 2015 would add 7,700 vehicle -trips per day to the surrounding roadway network. The findings resulting from this analysis are summarized below. Roadway Network The future roadway network, access and circulation layout is depicted on Figure 5. Consistent with previous area studies, it is assumed that US 40 will be widened to provide 4 travel lanes by the Year 2035. Traffic Control As mentioned in the introduction, recent analyses have been conducted to address the potential for signalizing the US Highway 40 / 1St Street intersection. Intersection traffic counts were initially conducted in December 2009, January of 2010, January of 2011 and March of 2011 to gauge the potential for meeting traffic volume -based warrants. It was found that 11 of the 33 total days counted demonstrated traffic volumes exceeding the threshold values for Warrant 2, the Four—Hour Vehicular Volume Warrant. The findings indicate that the US 40 / 1St Street intersection meets signal warrants during typically busy winter and springtime conditions. The traffic counts and warrant results have been provided to CDOT Region 3 Staff, which has indicated that the counts were not conducted at appropriate times -of -year to justify signalization. April 2012 traffic counts conducted for this TIA indicated that none of the intersections currently warrant signalization based on traffic volumes. Of note, April is a low traffic month in the Fraser Valley area and does not represent typical traffic conditions. Table 6 outlines the findings relative to Warrant 2, Four -Hour Vehicular Volume (70% factor). As shown, only the 1St Street intersection is expected to meet warrant thresholds in by 2015, with the Rendezvous Road intersection anticipated to meet Warrant 2 by the Year 2035. Table 6. Signal Warrant 2 Findings US 40 Intersection Existing 2015 (2012) Background Total 2035 Background Total Kings Crossing No No No No Yes 1 St Street No No Yes No Yes Rendezvous Road No No No Yes Yes Note: A 'Yes' indicates that Warrant 2 thresholds are met, and a 'No' indicates that the intersection does not meet Warrant 2 criteria. INFELSBURG r, HOLT & ULLEVIG Page 28 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition Based on these findings and the recent approval of a signal at Kings Crossing, all three of the intersections from Kings Crossing to Rendezvous Road were analyzed as signalized intersections in the Year 2035 buildout analysis. As stated previously in this report, these intersections should be monitored in the future to determine if and when a traffic signal should be installed to confirm the findings of this report. Access Code Requirements Signalization of the Kings Crossing Road, 1St Street and Rendezvous Road intersections would create substandard signal spacing along US 40. It is the 1 St Street intersection that creates the substandard spacing issue, as the Kings Crossing and Rendezvous Road intersections are approximately'/2 mile apart. The State Highway Access Code requires that special conditions be demonstrated if such spacing is to be permitted by CDOT. Signal progression efficiency must exceed 30 percent or not degrade progression levels, and the following three conditions must be satisfied: a) There are no other reasonable site design, access or circulation alternatives eliminating the need for the signal, b) There is a public necessity for the intersection, and c) A traffic signal study and traffic analysis acceptable to the Department is completed. With these three intersections expected to be signalized, a progression analysis was performed to address conditions on US 40 with two of the three signals in place by Year 2015 and all three signals in place by Year 2035. Progression efficiency during AM and PM peak hours would exceed the State Highway Access Code requirement of 30% (34-36%) with these three signals in place. In addition, the US 40/1St Street intersection is shown to satisfy conditions a) and b), and c) would be satisfied with acceptance of this Second Edition. The Department has indicated acceptance of the First Edition. It is the finding of this study the intersection of US 40 with 1St Street may be signalized at substandard spacing, based on the following information: Counts conducted on 33 different days over 2009-2011 showed that multiple days (11 of 33) during typically busy winter and springtime seasons exceeded signal warrant thresholds, and Year 2015 forecasts exceed warrant levels. Progression minimums identified in the SHAC are met with a signal installed at 1St Street. Conditions a), b) and c) are addressed for the 1 St Street intersection. To accommodate site development by the Year 2035, it is recommended that the 1 st Street intersection be improved to provide the auxiliary lanes shown in Table 4. Auxiliary Lane Recommendations As shown on Figure 11, the site accesses are expected to operate at LOS C or better in the Year 2035 buildout condition. In order to achieve these operational results and to satisfy the State Highway Access Code, Table 4 outlines auxiliary lane requirements for the site accesses to US 40. These requirements are based on an access categorization of NR -B for US 40 with a posted speed of 35 MPH, the current posted speed in the vicinity of the site. INFELSBURG (4HOLT & ULLEVIG Page 29 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition Additional Findings Supplemental analyses were performed to address requests particular issues of concern to the developer and CDOT Staff, with the following results: Current Two -Lane US 40 Year 2035 traffic operations were further analyzed to address conditions if US 40 is not widened to provide four travel lanes, instead remaining at its current two-lane width, and the intersection approach widths along Rendezvous Road, 1 st Street and Kings Crossing maintain their current configuration. It was found that provision of four travel lanes would help to provide acceptable intersection operations at each intersection. Conditions deteriorate to LOS E and LOS F at these locations without widening of US 40. Approximate Year of Widening A brief analysis was conducted to determine the approximate time at which widening to four lanes will be necessary to maintain LOS D or better operations at the intersection of US 40 with Kings Crossing. It is estimated that the widening would be needed between the Years 2024 and 2026 based on the assumption of straight-line future growth in traffic volumes. INFELSBURG (4HOLT & ULLEVIG Page 30 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX A OCTOBER 17, 2011 MEMORANDUM FELSBURG 1-16 1 HOLT & ULLEVIG Appendix A iFELSBURG HoLI ULLEV1Ci engl►iee►ing paths to t,anspo,rarion 3ol"6*010 Oriyinal: May 10, z011 Updated: Octubur 17, 2011 MEMOKARWIVI 10: clarR Eipscum6 From: Eyle E. Devries Re: US 40/1" Street Signalization Warrant Analysis FRU Ruturenue IQu. U i-1 U4 This memorandum was initially written on May 10, 2011 and submitted to CDOT RGyiun 3 Staff fur review un September 13, zU11. Regiun 3 Staff pruvided uumrnents on the initial memorandum in a letter dated October 6, 2011. This revised memorandum is pruvided to adarGss uumments 1 thruayh 3 of the twelve numbered curnments provided in the October 6 letter. These comments are as fulluws: 1. I Fie trams cuunts and data used in the analysis were nut included tur review 2. The analysis needs to be signed and sealed by a professional engineer 3. 1 he analysis needs to 6e dune usiny the 20U9 Mu I L;D rather then the older 20U3 edition. In response to these. comments, this memorandum provides the traffic count information, is stamped by a prufGssiunal unyineer, and revised to meet the cunaitiuns ut the zuuy edition 0t the IDIUTGD. We completed vehicular traffic count efforts at the intersection of US Highway 40 and the Grand HarR villaye entry. c;uant inturmatiun is provided in spreadsheet turm attached to this memorandum. Cuminuuus �,uunts of all turniny muvemunts at fts interseutiun were recuraed tur the period between Wednesday; January 5th and Sunday; January 0th; 2011. Subsequent traffic uuunts were uunautotud Dutwuun Friday, March 11' and Munday, Marchi z1 s', zU11. 1 Hese 16 total days of counts were completed to provide recent information relative to volume -based signalizatiun warrants outlined in the Manua/ on uniturm Irattic canna/ Uevic;es (2UU9 Edition. Federal Flighway Administration). Previous traffic counts in suppurl of a warrant study were wmplutud in December 20Uy/January zm. Initial analysis of the traffic count data indicated that the most likely signal warrant to bG satisfied at the inrtersectiunr wuuld 5e Siynral Warrant z, Four-Fluur vehicular volume. I he peaR Hour traffic volume -based warrant is not applicable to this location. TMe 8-huar veMiuular volume warrants require more sustained traffic levels than are currently teasible at the intersection. 6300 SOULIl Syracuse Way; Suite 600 Centennial, CO 80111 tel 303.1Lt.iW fax 3v3.lLi.u8sL www.fl-iueng.com intocwfliueng.com Memorandum to Clark Lipscomb May 10, 2011 UPDATED October 17, 2011 Page 2 Warrant 2 Description According to the MUTCD, "The Four -Hour Vehicular Volume signal warrant conditions are intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal." Standard: The need for a traffic control signal shall be considered if an engineering study finds that, for each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher - volume minor -street approach (one direction only) all fall above the applicable curve in (the attached graphic) for the existing combination of approach lanes. On the minor street, the higher volume shall not be required to be on the same approach during each of these 4 hours. Option: If the posted or statutory speed limit or the 85th -percentile speed on the major street exceeds 70 km/h or exceeds 40 Miles Per Hour (mph) or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, The curve shown in red on the attached graphic may be used in place of the blue curve. It is our understanding that the posted speed limit along US 40 lies below 40 mph. The population of the Fraser Valley area is below 10,000. Therefore, the red curve is currently applicable to the subject intersection. However, future growth may cause the higher -threshold green curve to govern the intersection. Previous Study A traffic count effort was conducted over a period of seventeen days spanning December 2009 and January 2010. The results of this effort indicated that traffic levels on five of the seventeen days exceeded signal warrant thresholds. As documented in a memorandum to Clark Lipscomb dated February 19th, 2010, the following five days presented traffic volumes meeting signal warrant 2. • Sunday, January 10, 2010 (mistakenly identified in the memo as January 3) • Wednesday, December 23, 2009 • Saturday, December 26, 2009 • Monday, December 28, 2009 • Tuesday, December 29, 2009 As noted in the memo, these five days are not necessarily representative of a "typical" day at the intersection as they followed the opening of a new Recreation Center on site. Traffic counts taken later in January 2010 were slightly below warrant thresholds. However, results indicated that traffic volumes were nearing levels warranting signalization. Current Study Two separate traffic count efforts were conducted over a period of sixteen total days in January and March of 2011. Results of these counts are summarized as follows: Memorandum to Clark Lipscomb May 10, 2011 UPDATED October 17, 2011 Page 3 January 2011 Counting Traffic counts were conducted continuously over the five days between January 5th and January 91h In comparison with the traffic counts conducted on the corresponding January days in early 2010, traffic levels corresponding to the 4th highest hour increased by approximately 7 percent. The results of the January 2011 counting effort indicated that traffic levels on one of the five days exceeded signal warrant thresholds: Saturday, January 8th, 2011. March 2011 Counting Traffic counts were conducted continuously over the eleven days between March 11 and March 21. This time period included two weekends and captured a typically busy Spring week in the Fraser -Winter Park area. Traffic levels on five of the eleven days exceeded signal warrant thresholds. • Saturday, March 12, 2011 • Monday, March 14, 2011 • Tuesday, March 15, 2011 • Saturday, March 19, 2011 • Monday, March 21, 2011 Figure 1 depicts traffic levels relative to Signal Warrant 2 thresholds for the January 2011 traffic counts. As shown, one of the five days exceeded warrant levels. In Figure 2 the March traffic counts are shown relative to warrant thresholds, clearly identifying the five days that exceeded warrant criteria. Traffic counts conducted in January and March of 2011 indicate that current traffic volumes at the intersection of US 40 and 1St Street meet Warrant 2 criteria. As stated in the MUTCD, "The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal." However, because current traffic volumes meet Warrant 2 criteria, it is recommended that the intersection of 1St Street and US Highway 40 be strongly considered for signalization. In addition to current traffic volumes, it is important to note that the Grand Park Village developer has plans to construct additional recreational uses on the site in the Summer of 2011. These uses will increase vehicle -trips through the 1St Street intersection, adding to traffic volumes that currently exceed warrant thresholds. 500 - 2 400 a t V O CL Q Q d E i d t 2 d d L W+ Cn L O C 2 i11 200 - 100 - nio Figure 1. US 40 & Village at Grand Park Entry - January 2011 Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 Sum of Major Street -Total of Both Approaches (vph) 1300 1400 1500 Wednesday, January 5, 2011 x Thursday, January 06, 2011 Y Friday, January 07, 2011 Saturday, January 08, 2011 Sunday, January 09, 2011 — Low spd, high pop. threshold —Higher spd., low pop. threshold X 400 500 600 700 800 900 1000 1100 1200 Sum of Major Street -Total of Both Approaches (vph) 1300 1400 1500 500 400 CL 2 300 ire 100 n Figure 2. US 40 & Village at Grand Park Entry -March 2011 Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 Sum of Major Street -Total of Both Approaches (vph) 1300 1400 1500 ♦ Friday, March 11, 2011 Saturday, March 12, 2011 * Sunday, March 13, 2011 Monday, March 14, 2011 + Tuesday, March 15, 2011 Wednesday, March 16, 2011 ♦ Thursday, March 17, 2011 Friday, March 18, 2011 ■ Saturday, March 19, 2011 Sunday, March 20, 2011 x Monday, March 21, 2011 —Higher spd., low pop. threshold —Low spd, high pop. threshold x ■ 400 500 600 700 800 900 1000 1100 1200 Sum of Major Street -Total of Both Approaches (vph) 1300 1400 1500 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information US 40 / 1st Street Traffic Counts Wednesday Southbound Northbound Eastbound 5 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 19 40 3 0 2 65 1:00 AM 0 9 39 1 0 0 49 2:00 AM 0 5 52 0 0 0 57 3:00 AM 1 6 28 2 0 0 37 4:00 AM 0 17 8 5 0 1 31 5:00 AM 3 47 21 11 3 5 90 6:00 AM 16 77 45 28 11 8 185 7:00 AM 20 359 150 36 7 40 612 8:00 AM 41 621 254 67 13 73 1069 9:00 AM 36 469 389 73 15 53 1035 10:00 AM 53 469 493 79 42 55 1191 11:00 AM 43 473 529 87 39 54 1225 12:00 PM 54 410 565 80 53 48 1210 1:00 PM 54 355 550 72 45 42 1118 2:00 PM 53 358 563 92 28 41 1135 3:00 PM 58 355 671 100 40 43 1267 4:00 PM 76 263 816 79 59 35 1328 5:00 PM 102 296 768 122 78 40 1406 6:00 PM 65 254 368 95 58 33 873 7:00 PM 50 191 306 58 47 27 679 8:00 PM 8 159 248 54 19 17 505 9:00 PM 5 136 209 44 7 13 414 10:00 PM 4 75 147 20 2 8 256 11:00 PM 1 55 112 9 2 6 185 Total 16022 Thursday Southbound Northbound Eastbound 6 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 22 71 2 0 2 97 1:00 AM 1 9 54 23 2 0 89 2:00 AM 0 13 53 0 1 1 68 3:00 AM 1 4 9 3 1 0 18 4:00 AM 0 18 11 4 0 1 34 5:00 AM 4 40 19 19 0 4 86 6:00 AM 14 85 51 37 3 9 199 7:00 AM 39 352 126 86 11 41 655 8:00 AM 31 643 232 86 13 73 1078 9:00 AM 43 557 291 108 32 64 1095 10:00 AM 50 501 306 103 30 58 1048 11:00 AM 46 442 363 80 34 52 1017 12:00 PM 47 404 458 73 38 46 1066 1:00 PM 64 350 485 90 48 41 1078 2:00 PM 59 302 464 72 44 37 978 3:00 PM 68 349 547 78 56 42 1140 4:00 PM 65 372 867 80 40 47 1471 5:00 PM 75 367 760 102 63 45 1412 6:00 PM 54 288 541 101 42 35 1061 7:00 PM 27 223 391 74 17 26 758 8:00 PM 32 98 300 38 35 12 515 9:00 PM 6 88 247 28 6 9 384 10:00 PM 4 69 201 17 3 7 301 11:00 PM 3 30 105 7 2 3 150 Total 15798 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Friday Southbound Northbound Eastbound 7 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 19 45 2 0 1 67 1:00 AM 0 13 46 1 0 1 61 2:00 AM 0 6 21 1 0 0 28 3:00 AM 1 2 26 1 0 0 30 4:00 AM 0 27 6 2 1 3 39 5:00 AM 4 40 20 16 1 4 85 6:00 AM 9 104 53 35 5 10 216 7:00 AM 23 349 109 56 10 39 586 8:00 AM 41 629 203 106 23 73 1075 9:00 AM 50 549 354 111 19 65 1148 10:00 AM 44 569 437 118 23 66 1257 11:00 AM 48 455 403 106 29 54 1095 12:00 PM 61 468 498 107 49 56 1239 1:00 PM 65 478 590 87 46 58 1324 2:00 PM 78 436 609 89 54 55 1321 3:00 PM 82 364 764 100 54 44 1408 4:00 PM 72 419 1026 80 54 51 1702 5:00 PM 84 388 963 117 66 49 1667 6:00 PM 60 310 779 115 45 38 1347 7:00 PM 50 256 714 69 52 32 1173 8:00 PM 27 173 742 53 24 20 1039 9:00 PM 21 130 526 25 22 13 737 10:00 PM 3 91 335 21 2 9 461 11:00 PM 2 74 177 11 2 7 273 Total 19378 Saturday Southbound Northbound Eastbound 8 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 23 97 4 0 2 126 1:00 AM 0 17 59 2 0 1 79 2:00 AM 0 13 46 2 0 1 62 3:00 AM 1 4 24 2 0 0 31 4:00 AM 1 18 9 4 1 2 35 5:00 AM 1 35 19 6 1 4 66 6:00 AM 4 149 63 33 3 14 266 7:00 AM 20 468 176 57 5 51 777 8:00 AM 31 894 317 132 20 97 1491 9:00 AM 46 602 356 94 21 71 1190 10:00 AM 79 616 470 112 59 74 1410 11:00 AM 98 560 606 128 61 72 1525 12:00 PM 69 488 609 102 59 60 1387 1:00 PM 74 473 549 141 37 59 1333 2:00 PM 82 442 650 122 61 56 1413 3:00 PM 80 501 854 145 72 63 1715 4:00 PM 63 460 1087 121 53 54 1838 5:00 PM 81 446 796 136 68 56 1583 6:00 PM 50 383 760 162 29 44 1428 7:00 PM 25 253 621 94 24 30 1047 8:00 PM 21 209 459 55 29 24 797 9:00 PM 9 219 402 45 8 24 707 10:00 PM 2 132 313 1 1 12 461 11:00 PM 5 43 152 3 7 4 214 Total 20981 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Sunday Southbound Northbound Eastbound 9 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 31 107 0 0 3 141 1:00 AM 0 19 56 0 0 2 77 2:00 AM 0 9 37 0 0 0 46 3:00 AM 1 6 9 2 1 0 19 4:00 AM 1 22 10 2 1 2 38 5:00 AM 0 49 12 4 2 5 72 6:00 AM 4 130 39 14 3 13 203 7:00 AM 9 410 101 21 10 46 597 8:00 AM 18 831 175 46 11 89 1170 9:00 AM 37 657 244 51 29 76 1094 10:00 AM 62 716 331 72 27 83 1291 11:00 AM 60 610 331 53 34 72 1160 12:00 PM 47 565 451 47 36 67 1213 1:00 PM 62 437 410 60 41 53 1063 2:00 PM 47 412 469 58 31 49 1066 3:00 PM 84 310 481 74 52 40 1041 4:00 PM 51 277 585 54 38 35 1040 5:00 PM 46 284 662 40 31 33 1096 6:00 PM 37 324 458 76 51 37 983 7:00 PM 23 266 358 67 26 31 771 8:00 PM 9 155 277 51 6 14 512 9:00 PM 3 85 191 30 4 8 321 10:00 PM 2 70 115 3 2 7 199 11:00 PM 1 28 91 3 1 3 127 Total 15340 Friday Southbound Northbound Eastbound 11 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 21 41 2 0 1 65 1:00 AM 0 14 42 1 0 1 58 2:00 AM 0 9 19 1 0 0 29 3:00 AM 1 7 24 1 0 0 33 4:00 AM 0 29 5 2 1 3 40 5:00 AM 4 44 18 17 1 4 88 6:00 AM 10 112 49 37 5 11 224 7:00 AM 26 375 99 59 11 42 612 8:00 AM 46 677 183 111 25 79 1121 9:00 AM 56 590 323 117 20 70 1176 10:00 AM 49 612 399 124 25 71 1280 11:00 AM 54 489 367 111 31 58 1110 12:00 PM 68 503 451 112 53 60 1247 1:00 PM 73 513 537 91 49 62 1325 2:00 PM 87 467 553 93 58 59 1317 3:00 PM 92 389 695 105 58 47 1386 4:00 PM 81 449 937 84 58 55 1664 5:00 PM 94 415 877 123 71 53 1633 6:00 PM 67 332 712 121 48 41 1321 7:00 PM 56 275 650 72 56 34 1143 8:00 PM 30 186 680 56 26 22 1000 9:00 PM 24 139 481 26 24 14 708 10:00 PM 3 98 308 22 2 10 443 11:00 PM 2 80 163 12 2 8 267 Total 19290 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Saturday Southbound Northbound Eastbound 12 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 25 90 4 0 2 121 1:00 AM 0 19 55 2 0 1 77 2:00 AM 0 14 42 2 0 1 59 3:00 AM 1 8 22 2 0 0 33 4:00 AM 1 20 8 4 1 2 36 5:00 AM 1 38 17 6 1 4 67 6:00 AM 4 161 58 35 3 15 276 7:00 AM 22 505 162 60 5 55 809 8:00 AM 35 963 288 139 22 104 1551 9:00 AM 52 647 324 99 23 76 1221 10:00 AM 88 662 425 118 63 80 1436 11:00 AM 110 600 549 134 66 77 1536 12:00 PM 77 524 553 107 63 65 1389 1:00 PM 83 507 500 148 40 63 1341 2:00 PM 92 473 589 128 66 60 1408 3:00 PM 90 537 776 152 77 68 1700 4:00 PM 71 493 993 127 57 58 1799 5:00 PM 91 477 723 143 73 60 1567 6:00 PM 56 411 696 170 31 47 1411 7:00 PM 28 272 569 99 26 32 1026 8:00 PM 24 224 418 58 31 26 781 9:00 PM 10 237 369 47 9 26 698 10:00 PM 2 143 289 1 1 1 437 11:00 PM 6 45 138 3 8 4 204 Total 20983 Sunday Southbound Northbound Eastbound 13 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 34 99 0 0 3 136 1:00 AM 0 21 52 0 0 2 75 2:00 AM 0 10 34 0 0 0 44 3:00 AM 1 14 8 2 1 0 26 4:00 AM 1 24 9 2 1 2 39 5:00 AM 0 52 11 4 2 5 74 6:00 AM 4 141 35 15 3 14 212 7:00 AM 10 442 91 22 11 49 625 8:00 AM 20 896 160 48 12 96 1232 9:00 AM 41 707 220 54 31 82 1135 10:00 AM 69 771 301 76 29 89 1335 11:00 AM 67 656 299 56 37 77 1192 12:00 PM 53 607 409 49 39 72 1229 1:00 PM 69 470 372 63 44 57 1075 2:00 PM 53 442 428 61 33 53 1070 3:00 PM 94 331 435 98 56 43 1057 4:00 PM 57 297 533 57 41 38 1023 5:00 PM 52 304 605 42 33 35 1071 6:00 PM 41 348 414 80 55 40 978 7:00 PM 26 286 325 70 28 33 768 8:00 PM 10 167 255 54 6 15 507 9:00 PM 3 92 176 31 4 9 315 10:00 PM 2 75 106 3 2 8 196 11:00 PM 1 31 84 3 1 3 123 Total 15537 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Monday Southbound Northbound Eastbound 14 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 23 50 0 0 0 73 1:00 AM 0 13 33 0 0 0 46 2:00 AM 1 7 19 0 0 0 27 3:00 AM 0 8 16 1 0 1 26 4:00 AM 2 13 5 0 0 0 20 5:00 AM 0 33 6 0 0 0 39 6:00 AM 9 78 9 6 8 1 111 7:00 AM 24 158 38 15 14 6 255 8:00 AM 49 462 138 37 16 20 722 9:00 AM 36 452 173 44 27 44 776 10:00 AM 50 432 294 72 30 66 944 11:00 AM 59 388 415 93 61 90 1106 12:00 PM 41 371 442 121 55 86 1116 1:00 PM 50 403 575 104 67 116 1315 2:00 PM 71 363 759 126 80 88 1487 3:00 PM 59 357 702 114 72 99 1403 4:00 PM 30 307 614 147 105 112 1315 5:00 PM 29 221 445 167 119 99 1080 6:00 PM 13 181 539 125 87 144 1089 7:00 PM 7 118 373 77 58 114 747 8:00 PM 1 111 250 43 41 85 531 9:00 PM 0 40 109 23 26 59 257 10:00 PM 0 29 68 4 5 11 117 11:00 PM 0 12 52 4 6 3 77 Total 14679 Tuesday Southbound Northbound Eastbound 15 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 13 38 2 5 5 64 1:00 AM 0 5 26 0 1 0 32 2:00 AM 0 12 9 1 1 1 24 3:00 AM 3 41 13 1 0 0 58 4:00 AM 8 109 62 0 0 0 179 5:00 AM 21 473 110 0 0 0 604 6:00 AM 34 703 249 8 2 3 999 7:00 AM 66 557 333 13 4 5 978 8:00 AM 71 513 384 33 14 30 1045 9:00 AM 50 547 467 45 17 32 1158 10:00 AM 64 437 533 73 41 60 1208 11:00 AM 65 405 488 112 44 81 1195 12:00 PM 56 431 436 138 57 96 1214 1:00 PM 67 417 727 120 65 111 1507 2:00 PM 67 442 883 114 82 84 1672 3:00 PM 46 514 683 150 86 100 1579 4:00 PM 35 402 480 149 94 90 1250 5:00 PM 22 282 240 183 132 104 963 6:00 PM 10 189 229 131 122 130 811 7:00 PM 6 149 222 78 56 92 603 8:00 PM 1 82 154 68 41 68 414 9:00 PM 0 57 66 22 47 57 249 10:00 PM 0 20 32 7 20 24 103 11:00 PM 0 14 26 7 8 14 69 Total 17978 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Wednesday Southbound Northbound Eastbound 16 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 21 36 3 0 3 64 1:00 AM 0 10 36 1 0 0 47 2:00 AM 0 5 47 0 0 0 52 3:00 AM 1 7 26 2 0 0 36 4:00 AM 0 19 7 5 0 1 32 5:00 AM 3 51 19 12 3 5 93 6:00 AM 18 82 40 29 12 9 190 7:00 AM 22 387 136 38 8 43 634 8:00 AM 46 669 232 70 14 79 1110 9:00 AM 40 505 357 77 16 57 1052 10:00 AM 59 504 448 83 45 59 1198 11:00 AM 48 508 481 91 42 58 1228 12:00 PM 60 441 513 84 57 52 1207 1:00 PM 60 382 500 76 48 45 1111 2:00 PM 59 385 514 97 30 44 1129 3:00 PM 65 381 612 105 43 46 1252 4:00 PM 85 281 743 83 63 38 1293 5:00 PM 114 316 696 128 84 43 1381 6:00 PM 73 272 331 100 62 35 873 7:00 PM 56 204 274 61 51 29 675 8:00 PM 9 171 226 57 20 18 501 9:00 PM 6 146 191 46 8 14 411 10:00 PM 4 81 135 21 2 9 252 11:00 PM 1 59 103 9 2 6 180 Total 16001 Thursday Southbound Northbound Eastbound 17 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 24 66 2 0 2 94 1:00 AM 1 10 50 24 2 0 87 2:00 AM 0 14 48 0 1 1 64 3:00 AM 1 4 8 3 1 0 17 4:00 AM 0 20 10 4 0 1 35 5:00 AM 4 44 17 20 0 4 89 6:00 AM 16 91 46 39 3 10 205 7:00 AM 44 378 114 90 12 44 682 8:00 AM 35 693 212 90 14 79 1123 9:00 AM 48 599 264 113 34 69 1127 10:00 AM 56 539 278 108 32 62 1075 11:00 AM 52 475 329 84 37 56 1033 12:00 PM 53 434 417 77 41 49 1071 1:00 PM 72 374 439 94 52 44 1075 2:00 PM 66 323 422 76 47 40 974 3:00 PM 76 374 495 82 60 45 1132 4:00 PM 73 398 793 84 43 51 1442 5:00 PM 84 393 691 107 68 48 1391 6:00 PM 60 309 492 106 45 38 1050 7:00 PM 30 240 358 78 18 28 752 8:00 PM 36 105 271 40 38 13 503 9:00 PM 7 94 227 29 6 10 373 10:00 PM 4 75 185 18 3 8 293 11:00 PM 3 33 97 7 2 3 145 Total 15832 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Friday Southbound Northbound Eastbound 18 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 24 47 2 0 1 74 1:00 AM 0 16 48 1 0 1 66 2:00 AM 0 8 22 1 0 0 31 3:00 AM 2 1 27 1 0 0 31 4:00 AM 1 33 28 2 1 2 67 5:00 AM 6 49 40 15 1 3 114 6:00 AM 11 130 57 31 5 10 244 7:00 AM 9 108 31 51 10 38 247 8:00 AM 20 358 54 95 23 71 621 9:00 AM 29 514 140 100 18 63 864 10:00 AM 57 537 228 107 23 64 1016 11:00 AM 74 577 307 95 28 53 1134 12:00 PM 56 488 326 97 48 54 1069 1:00 PM 81 466 343 78 44 56 1068 2:00 PM 59 388 348 80 53 53 981 3:00 PM 58 337 338 90 53 43 919 4:00 PM 54 385 483 72 53 49 1096 5:00 PM 18 429 595 106 64 48 1260 6:00 PM 45 559 832 103 44 37 1620 7:00 PM 40 469 491 62 51 31 1144 8:00 PM 20 329 353 48 23 20 793 9:00 PM 9 218 334 23 22 13 619 10:00 PM 2 126 273 18 2 9 430 11:00 PM 3 84 161 248 Total 15756 Saturday Southbound Northbound Eastbound 19 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 37 86 1 2 1 128 1:00 AM 0 16 36 0 0 0 52 2:00 AM 0 9 23 0 0 0 32 3:00 AM 1 9 20 1 0 1 32 4:00 AM 0 15 16 0 0 0 31 5:00 AM 0 28 2 1 2 0 33 6:00 AM 4 43 18 1 1 0 67 7:00 AM 13 175 63 6 4 5 266 8:00 AM 32 577 110 15 11 17 762 9:00 AM 47 828 224 34 30 27 1190 10:00 AM 91 867 374 63 31 51 1477 11:00 AM 119 933 493 114 48 83 1790 12:00 PM 90 787 557 124 47 98 1703 1:00 PM 129 754 548 121 77 127 1756 2:00 PM 96 627 572 109 74 103 1581 3:00 PM 94 545 558 133 72 110 1512 4:00 PM 87 621 780 125 86 120 1819 5:00 PM 76 518 949 93 94 138 1868 6:00 PM 57 495 797 58 71 82 1560 7:00 PM 45 402 531 18 13 42 1051 8:00 PM 38 324 372 17 22 27 800 9:00 PM 15 213 291 9 16 11 555 10:00 PM 6 152 202 2 3 3 368 11:00 PM 1 131 146 5 4 3 290 Total 20723 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Sunday Southbound Northbound Eastbound 20 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 44 90 1 1 3 139 1:00 AM 1 35 70 0 0 0 106 2:00 AM 0 23 47 0 0 0 70 3:00 AM 1 15 29 1 0 0 46 4:00 AM 0 13 7 0 0 0 20 5:00 AM 0 21 5 2 3 3 34 6:00 AM 2 61 27 0 0 0 90 7:00 AM 6 162 55 3 3 4 233 8:00 AM 13 477 104 9 8 10 621 9:00 AM 26 655 157 27 18 23 906 10:00 AM 67 745 249 55 23 51 1190 11:00 AM 100 897 289 103 39 70 1498 12:00 PM 73 828 309 94 53 85 1442 1:00 PM 86 674 309 108 56 83 1316 2:00 PM 76 620 424 93 48 89 1350 3:00 PM 63 495 449 92 63 101 1263 4:00 PM 68 399 606 122 40 108 1343 5:00 PM 68 407 643 109 67 110 1404 6:00 PM 32 405 528 63 67 127 1222 7:00 PM 20 390 414 17 24 39 904 8:00 PM 20 271 280 20 10 30 631 9:00 PM 12 148 234 19 6 25 444 10:00 PM 3 90 138 4 2 6 243 11:00 PM 1 50 109 0 1 5 166 Total 16681 Monday Southbound Northbound Eastbound 21 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 10 36 0 0 0 47 1:00 AM 1 9 15 0 1 0 26 2:00 AM 0 8 4 2 1 2 17 3:00 AM 1 36 11 0 0 0 48 4:00 AM 4 87 33 0 3 6 133 5:00 AM 8 349 79 1 1 1 439 6:00 AM 21 517 150 7 3 1 699 7:00 AM 45 438 220 25 16 12 756 8:00 AM 85 573 244 30 27 28 987 9:00 AM 67 544 288 42 22 26 989 10:00 AM 55 524 306 50 22 46 1003 11:00 AM 71 472 296 96 32 71 1038 12:00 PM 67 411 351 67 51 68 1015 1:00 PM 64 390 461 110 69 67 1161 2:00 PM 55 370 509 134 84 81 1233 3:00 PM 47 338 379 96 90 76 1026 4:00 PM 28 332 313 99 100 53 925 5:00 PM 18 273 130 118 90 94 723 6:00 PM 16 107 146 71 66 91 497 7:00 PM 3 95 98 36 51 63 346 8:00 PM 0 46 56 23 44 31 200 9:00 PM 0 26 33 16 30 30 135 10:00 PM 0 11 12 3 14 6 46 11:00 PM 1 6 25 0 1 1 34 Total 13523 January March 2011 Grand Park - Fraser, Colorado APPENDIX B YEAR 2012 COUNT DATA FELSBURG 1-16 1 HOLT & ULLEVIG Traffic Impact Analysis -Second Edition Appendix B All Traffic Data � ��a:foaoa as 'Sernce� Issc File Name : #3 US4O&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 1 Groups Printed- Class 1 US 40 1ST US 40 1ST Southbound Westbound Northbound Eastbound Start Time Rght FThruT Left I Other Rght Thru Left Other Rght Thru Left Other Rght Thru I Left FOther Int. Total 12:00 AM 1 5 0 0 0 0 0 0 0 8 0 0 0 0 0 1 15 12:15 AM 0 3 0 0 0 0 0 0 0 7 0 0 1 0 0 0 11 12:30 AM 0 2 0 0 0 0 0 0 0 8 0 0 0 0 0 0 10 12:45 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 0 11 Total 1 13 0 0 0 0 0 0 0 31 0 0 1 0 0 1 47 01:00 AM 0 5 0 0 0 0 0 0 0 7 0 0 0 0 0 1 13 01:15 AM 0 3 0 0 0 0 0 0 0 10 0 0 0 0 0 0 13 01:30 AM 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 0 7 01:45 AM 0 3 0 0 0 0 0 0 0 4 0 0 0 0 0 0 7 Total 0 12 0 0 0 0 0 0 0 27 0 0 0 0 0 1 40 02:00 AM 0 4 0 0 0 0 0 0 0 8 0 0 00 0 0 12 02:15 AM 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 4 02:30 AM 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 0 4 02:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Total 0 7 0 0 0 0 0 0 0 14 0 0 0 0 0 0 21 03:00 AM 1 0 0 0 0 0 0 0 0 6 0 0 1 0 0 1 9 03:15 AM 0 1 0 0 0 0 0 0 0 5 0 0 0 0 0 0 6 03:30 AM 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 03:45 AM 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 3 Total 1 5 0 0 0 0 0 0 0 14 0 0 1 1 0 0 1 22 04:00 AM 1 3 0 0 0 0 0 0 0 1 0 0 1 0 0 1 7 04:15 AM 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 0 5 04:30 AM 0 8 0 0 0 0 0 0 0 5 0 0 0 0 0 0 13 04:45 AM 0 6 0 0 0 0 0 0 0 1 0 0 0 0 0 0 7 Total 1 20 0 0 0 0 0 0 0 9 0 0 1 1 0 0 1 32 05:00 AM 2 11 0 0 0 0 0 0 0 0 0 0 1 0 0 1 15 05:15 AM 1 12 0 0 0 0 0 0 0 1 1 0 0 0 0 0 15 05:30 AM 0 12 0 0 0 0 0 0 0 5 0 0 0 0 0 0 17 05:45 AM 3 16 0 0 0 0 0 0 0 4 2 0 0 0 0 0 25 Total 6 51 0 0 0 0 0 0 0 10 3 0 1 1 0 0 1 72 06:00 AM 1 16 0 0 0 0 0 0 0 6 2 0 0 0 0 1 26 06:15 AM 1 23 0 0 0 0 0 0 0 11 2 0 1 0 0 0 38 06:30 AM 0 49 0 0 0 0 0 0 0 19 1 0 1 0 0 0 70 06:45 AM 3 39 0 0 0 0 0 0 0 16 0 0 1 0 1 0 60 Total 5 127 0 0 0 0 0 0 0 52 5 0 1 3 0 1 1 194 07:00 AM 2 46 0 0 0 0 0 0 0 16 0 0 1 0 0 0 65 07:15 AM 9 90 0 0 0 0 0 0 0 28 2 0 1 0 2 0 132 07:30 AM 17 151 0 0 0 0 0 0 0 23 3 0 5 0 3 0 202 07:45 AM 9 126 0 0 0 0 0 0 0 32 0 0 2 0 5 0 174 Total 37 413 0 0 0 0 0 0 0 99 5 0 1 9 0 10 0 573 08:00 AM 6 87 0 0 0 0 0 0 0 34 1 0 4 0 2 0 134 08:15 AM 3 127 0 0 0 0 0 0 0 51 1 0 4 0 2 0 188 08:30 AM 9 111 0 0 0 0 0 0 0 33 2 0 3 0 3 0 161 08:45 AM 11 105 0 0 0 0 0 0 0 27 1 0 4 0 4 0 152 Total 29 430 0 0 0 0 0 0 0 145 5 0 1 15 0 11 0 635 09:00 AM 4 101 0 0 0 0 0 0 0 38 3 0 5 0 6 0 157 09:15 AM 12 94 0 0 0 0 0 0 0 53 1 0 3 0 1 0 164 09:30 AM 12 96 0 0 0 0 0 0 0 39 6 0 3 0 1 0 157 All Traffic Data � ��a:foaoa as 'Sernce� Issc File Name : #3 US4O&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No :2 Groups Printed- Class 1 US 40 1ST US 40 1ST Southbound Westbound Northbound Eastbound Start Time Rght Thru I Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 09:45 AM 11 100 0 0 0 0 0 0 0 60 3 0 4 0 5 0 183 Total 39 391 0 0 0 0 0 0 0 190 13 0 15 0 13 0 661 10:00 AM 7 92 0 0 0 0 0 0 0 60 4 0 2 0 13 0 178 10:15 AM 8 104 0 0 0 0 0 0 0 59 3 0 8 0 3 0 185 10:30 AM 6 78 0 0 0 0 0 0 0 63 0 0 3 0 3 0 153 10:45 AM 7 77 0 0 0 0 0 0 0 60 1 0 5 0 9 0 159 Total 28 351 0 0 0 0 0 0 0 242 8 0 18 0 28 0 675 11:00 AM 6 105 0 0 0 0 0 0 0 59 3 0 9 0 3 0 185 11:15 AM 8 82 0 0 0 0 0 0 0 63 3 0 5 0 4 0 165 11:30 AM 4 100 0 0 0 0 0 0 0 72 1 0 3 0 4 0 184 11:45 AM 2 75 0 0 0 0 0 0 0 69 2 0 7 0 5 0 160 Total 20 362 0 0 0 0 0 0 0 263 9 0 24 0 16 0 694 12:00 PM 4 91 0 0 0 0 0 0 0 68 2 0 2 0 3 0 170 12:15 PM 5 87 0 0 0 0 0 0 0 76 3 0 5 0 4 0 180 12:30 PM 3 72 0 0 0 0 0 0 0 83 2 0 1 0 4 0 165 12:45 PM 8 65 0 0 0 0 0 0 0 82 4 0 4 0 5 0 168 Total 20 315 0 0 0 0 0 0 0 309 11 0 1 12 0 16 0 683 01:00 PM 5 80 0 0 0 0 0 0 0 86 6 0 7 0 7 0 191 01:15 PM 2 58 0 0 0 0 0 0 0 69 4 0 2 0 5 0 140 01:30 PM 3 79 0 0 0 0 0 0 0 96 3 0 3 0 8 0 192 01:45 PM 7 69 0 0 0 0 0 0 0 83 6 0 4 0 7 0 176 Total 17 286 0 0 0 0 0 0 0 334 19 0 1 16 0 27 0 699 02:00 PM 7 66 0 0 0 0 0 0 0 102 3 0 2 0 4 0 184 02:15 PM 6 55 0 0 0 0 0 0 0 76 1 0 5 0 6 0 149 02:30 PM 3 76 0 0 0 0 0 0 0 84 3 0 5 0 3 0 174 02:45 PM 4 75 0 0 0 0 0 0 0 85 3 0 5 0 4 0 176 Total 20 272 0 0 0 0 0 0 0 347 10 0 1 17 0 17 0 683 03:00 PM 2 58 0 0 0 0 0 0 0 101 5 0 3 0 3 0 172 03:15 PM 8 62 0 0 0 0 0 0 0 130 4 0 4 0 7 0 215 03:30 PM 9 69 0 0 0 0 0 0 0 113 6 0 2 0 5 0 204 03:45 PM 16 76 0 0 0 0 0 0 0 123 6 0 8 0 4 0 233 Total 35 265 0 0 0 0 0 0 0 467 21 0 1 17 0 19 0 824 04:00 PM 11 67 0 0 0 0 0 0 0 131 8 0 5 0 6 0 228 04:15 PM 6 54 0 0 0 0 0 0 0 117 9 0 4 0 13 0 203 04:30 PM 8 76 0 0 0 0 0 0 0 142 8 0 4 0 5 0 243 04:45 PM 14 103 0 0 0 0 0 0 0 149 10 0 4 0 12 0 292 Total 39 300 0 0 0 0 0 0 0 539 35 0 17 0 36 0 966 05:00 PM 13 65 0 0 0 0 0 0 0 140 6 0 4 0 21 0 249 05:15 PM 7 75 0 0 0 0 0 0 0 125 8 0 8 0 18 0 241 05:30 PM 9 61 0 0 0 0 0 0 0 107 5 0 11 0 10 0 203 05:45 PM 17 70 0 0 0 0 0 0 0 107 9 0 5 0 3 0 211 Total 46 271 0 0 0 0 0 0 0 479 28 0 1 28 0 52 0 904 06:00 PM 4 66 0 0 0 0 0 0 0 76 5 0 4 0 5 0 160 06:15 PM 5 75 0 0 0 0 0 0 0 68 1 0 3 0 8 0 160 06:30 PM 6 48 0 0 0 0 0 0 0 59 3 0 3 0 7 0 126 06:45 PM 3 49 0 0 0 0 0 0 0 49 3 0 2 0 9 0 115 Total 18 238 0 0 0 0 0 0 0 252 12 01 12 0 29 0 561 All Traffic Data � ��a:foaoa as 'Sernce� Issc File Name : #3 US4O&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 3 Groups Printed- Class 1 US 40 1ST US 40 1ST Southbound Westbound Northbound Eastbound Start Time RghtFThruT Left I Other Rght Thru Left Other Rght Thru Left Other Rght Thru I Left FOther Int. Total 07:00 PM 5 35 0 0 0 0 0 0 0 57 2 0 2 0 9 0 110 07:15 PM 6 37 0 0 0 0 0 0 0 56 4 0 6 0 7 0 116 07:30 PM 9 30 0 0 0 0 0 0 0 33 4 0 2 0 8 0 86 07:45 PM 5 28 0 0 0 0 0 0 0 84 3 0 3 0 9 0 132 Total 25 130 0 0 0 0 0 0 0 230 13 0 13 0 33 0 444 08:00 PM 1 23 0 0 0 0 0 0 0 50 2 0 2 0 6 0 84 08:15 PM 3 29 0 0 0 0 0 0 0 51 1 0 3 0 1 0 88 08:30 PM 5 15 0 0 0 0 0 0 0 38 1 0 4 0 9 0 72 08:45 PM 1 27 0 0 0 0 0 0 0 46 1 0 15 0 7 0 97 Total 10 94 0 0 0 0 0 0 0 185 5 0 24 0 23 0 341 09:00 PM 1 20 0 0 0 0 0 0 0 34 0 0 30 3 0 61 09:15 PM 0 16 0 0 0 0 0 0 0 34 1 0 1 0 0 0 52 09:30 PM 1 20 0 0 0 0 0 0 0 20 1 0 1 0 2 0 45 09:45 PM 0 14 0 0 0 0 0 0 0 33 0 0 0 0 0 0 47 Total 2 70 0 0 0 0 0 0 0 121 2 0 5 0 5 0 205 10:00 PM 0 12 0 0 0 0 0 0 0 41 0 0 0 0 0 1 54 10:15 PM 0 12 0 0 0 0 0 0 0 24 0 0 1 0 0 0 37 10:30 PM 0 14 0 0 0 0 0 0 0 20 0 0 0 0 0 0 34 10:45 PM 0 9 0 0 0 0 0 0 0 19 1 0 0 0 1 0 30 Total 0 47 0 0 0 0 0 0 0 104 1 0 1 0 1 1 155 11:00 PM 0 9 0 0 0 0 0 0 0 18 1 0 1 0 1 1 31 11:15 PM 0 9 0 0 0 0 0 0 0 19 0 0 0 0 0 0 28 11:30 PM 0 10 0 0 0 0 0 0 0 22 0 0 0 0 0 0 32 11:45 PM 1 9 0 0 0 0 0 0 0 10 0 0 0 0 1 0 21 Total 1 37 0 0 0 0 0 0 0 69 1 0 1 1 0 2 1 112 Grand Total 400 4507 0 0 0 0 0 0 0 4532 206 0 251 0 339 8 10243 Apprch % 8.2 91.8 0 0 0 0 0 0 0 95.7 4.3 0 42 0 56.7 1.3 Total % 3.9 44 0 0 0 0 0 0 0 44.2 2 0 2.5 0 3.3 0.1 All Traffic Data Sexvlces Inc. File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 4 US 4U Out In Total 4871 49071 9778 400 4507 01 0 Rght Thru Left Other y0M� * �� MJ I �0 0 0 3 North o Fol r � 2 c 4/5/201 12:00 AM o 5 r 4/5/201 11:45 PM r o CD N0-- Class 1 o d p o_ p no T r Left Thru Rght Other 206 4532 Oil 0 4758 4738 9496 Out In Total 4 Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM :"d 07:30 AM US 40 Southbound 1ST Westbound US 40 Northbound IST Eastbound Start Time Rght Thru I Left I other App. Toa Rght I Thru I Left other I App.T.W] Rght Thru I Leftother App.Total Rght I Thru I Left other I App.Tatal Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM :"d 07:30 AM 17 151 0 0 168 0 0 0 0 0 0 23 3 0 26 5 0 3 0 8 202 07:45 AM 9 126 0 0 135 0 0 0 0 0 0 32 0 0 32 2 0 5 0 7 174 08:00 AM 6 87 0 0 93 0 0 0 0 0 0 34 1 0 35 4 0 2 0 6 134 08:15 AM 3 127 0 0 130 0 0 0 0 0 0 51 1 0 52 4 0 2 0 6 188 Total Volume 35 491 0 0 526 0 0 0 0 0 0 140 5 0 145 15 0 12 0 27 698 App. Total 6.7 93.3 0 0 0 0 0 0 0 96.6 3.4 0 55.6 0 44.4 0 PHF .515 .813 .000 .000 .783 .000 .000 .000 .000 .000 .000 .686 .417 .000 .697 .750 .000 .600 .000 .844 .864 All Traffic Data Sexvlces Inc. File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No :5 US 4U Out In Total 152 5261 678 35 491 01 0 Rght Thru Left Other Peak Hour Data ofO �J� S ZO H 0 3 North � c —2 0 — � .. Peak Hour Begins at 07:30 A 5 �L r o Class Y �`� o d Q 5 � O �O �w ° o� l Left Thru R ht Other 5 140 Oil 0 506 145 F 651 Out In Total 4 Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:15 PM 12:15 PM 5 87 0 0 92 0 0 0 0 0 0 76 3 0 79 5 0 4 0 9 180 12:30 PM 3 72 0 0 75 0 0 0 0 0 0 83 2 0 85 1 0 4 0 5 165 12:45 PM 8 65 0 0 73 0 0 0 0 0 0 82 4 0 86 4 0 5 0 9 168 01:00 PM 5 80 0 0 85 0 0 0 0 0 0 86 6 0 92 7 0 7 0 14 191 Total volume 21 304 0 0 325 0 0 0 0 0 0 327 15 0 342 17 0 20 0 37 704 App. Total 6.5 93.5 0 0 0 0 0 0 0 95.6 4.4 0 45.9 0 54.1 0 PHF .656 .874 .000 .000 .883 .000 .000 .000 .000 .000 .000 .951 .625 .000 .929 .607 .000 .714 .000 .661 .921 All Traffic Data Sexvlces Inc. File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No :6 US 4U Out In Total 347 3251 672 21 304 01 0 Rght Thru Left Other Peak Hour Data O� NJ� LS O H 0 3 North Peak Hour Begins at 12:15 P 5 Class 1 —` o d Q ° 7 � O Mo T r Left Thru R ht Other 15 327 Oil 0 321 342 F 663 Out In Total 4 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 8 76 0 0 84 0 0 0 0 0 0 142 8 0 150 4 0 5 0 9 243 04:45 PM 14 103 0 0 117 0 0 0 0 0 0 149 10 0 159 4 0 12 0 16 292 05:00 PM 13 65 0 0 78 0 0 0 0 0 0 140 6 0 146 4 0 21 0 25 249 05:15 PM 7 75 0 0 82 0 0 0 0 0 0 125 8 0 133 8 0 18 0 26 241 Total volume 42 319 0 0 361 0 0 0 0 0 0 556 32 0 588 20 0 56 0 76 1025 App. Total 11.6 88.4 0 0 0 0 0 0 0 94.6 5.4 0 26.3 0 73.7 0 PHF .750 .774 .000 .000 .771 .000 .000 .000 .000 .000 .000 .933 .800 .000 .925 .625 .000 .667 .000 .731 .878 All Traffic Data File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No :7 US 4U Out In Total 612 3611 973 42 319 01 0 Rght Thru Left Other Peak Hour Data a " a) L° �o 0 3 North o c ( �� 4-2 0 Peak Hour Begins at 04:30 P 5 N L r o Class 1 �`� o d Q ° 7 � O �0 Left Thru R ht Other 32 556 0 l0 339 588 F 927 Out In Total 4 All Traffic Data File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 1 Groups Printed- Class 1 US 40 RENDEZOUS RD US 40 RENDEZOUS RD Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru I Left Other in Total 12:00 AM 0 6 0 0 0 0 0 0 0 8 0 0 0 0 0 1 15 12:15 AM 0 3 0 0 0 0 0 0 0 7 0 0 0 0 0 0 10 12:30 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 0 11 12:45 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 0 11 Total 0 15 0 0 0 0 0 0 0 31 0 0 0 0 0 1 47 01:00 AM 0 5 0 0 0 0 0 0 0 9 0 0 0 0 0 1 15 01:15 AM 0 2 0 0 0 0 0 0 0 8 0 0 0 0 0 0 10 01:30 AM 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 0 7 01:45 AM 0 4 0 0 0 0 0 0 0 3 0 0 0 0 0 0 7 Total 0 12 0 0 0 0 0 0 0 26 0 0 1 0 0 0 1 39 02:00 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 1 12 02:15 AM 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 4 02:30 AM 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 0 4 02:45 AM 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 4 Total 0 6 1 0 0 0 0 0 0 16 0 0 0 0 0 1 24 03:00 AM 0 0 0 0 0 0 1 0 0 4 0 0 0 0 0 1 6 03:15 AM 0 1 0 0 0 0 0 0 0 5 0 0 0 0 0 0 6 03:30 AM 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 03:45 AM 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 0 5 Total 0 7 0 0 0 0 1 0 0 12 0 0 0 0 0 1 21 04:00 AM 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 1 4 04:15 AM 0 6 0 0 0 0 0 0 0 2 0 0 0 0 0 0 8 04:30 AM 0 6 0 0 0 0 0 0 0 4 0 0 0 0 0 0 10 04:45 AM 0 9 0 0 0 0 0 0 0 1 0 0 0 0 0 0 10 Total 0 23 0 0 0 0 0 0 0 8 0 0 1 0 0 0 1 32 05:00 AM 0 16 0 0 0 0 0 0 0 0 0 0 0 0 0 1 17 05:15 AM 0 5 0 0 0 0 0 0 0 1 0 0 0 0 0 0 6 05:30 AM 0 12 0 0 0 0 0 0 0 6 0 0 0 0 0 0 18 05:45 AM 0 21 0 0 0 0 0 0 0 3 0 0 0 0 0 0 24 Total 0 54 0 0 0 0 0 0 0 10 0 0 1 0 0 0 1 65 06:00 AM 0 19 0 0 0 0 0 0 0 8 0 0 0 0 0 1 28 06:15 AM 0 26 0 0 0 0 1 0 0 11 0 0 0 0 0 0 38 06:30 AM 0 48 0 0 0 0 0 0 0 18 0 0 0 0 0 0 66 06:45 AM 0 39 0 0 0 0 1 0 0 17 0 0 0 0 0 0 57 Total 0 132 0 0 0 0 2 0 0 54 0 0 1 0 0 0 1 189 07:00 AM 0 49 0 0 1 0 0 0 0 25 0 0 0 0 0 1 76 07:15 AM 0 115 2 0 1 0 0 0 0 28 0 0 0 0 0 0 146 07:30 AM 0 165 1 0 0 0 1 0 1 25 0 0 0 0 0 0 193 07:45 AM 0 133 4 0 1 0 0 0 0 33 0 0 0 0 0 0 171 Total 0 462 7 0 3 0 1 0 1 111 0 0 1 0 0 0 1 586 08:00 AM 0 90 7 0 2 0 4 0 3 36 0 0 0 0 0 1 143 08:15 AM 0 140 12 0 0 0 3 0 11 43 0 0 0 0 0 0 209 08:30 AM 0 121 3 0 2 0 3 0 1 37 0 0 0 0 0 0 167 08:45 AM 0 116 6 0 2 0 1 0 3 36 0 0 0 0 0 0 164 Total 0 467 28 0 6 0 11 0 18 152 0 0 0 0 0 1 683 09:00 AM 0 102 2 0 7 0 2 0 0 41 0 0 0 0 0 1 155 09:15 AM 0 104 2 0 9 0 6 0 2 53 0 0 0 0 0 0 176 09:30 AM 0 101 4 0 1 0 5 0 3 42 0 0 0 0 0 0 156 All Traffic Data File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No :2 Groups Printed- Class 1 US 40 RENDEZOUS RD US 40 RENDEZOUS RD Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru I Left Other Int. Total 09:45 AM 0 113 0 0 5 0 3 0 3 59 0 0 0 0 0 0 183 Total 0 420 8 0 22 0 16 0 8 195 0 0 0 0 0 1 670 10:00 AM 0 101 1 0 4 0 3 0 2 72 0 0 0 0 0 1 184 10:15 AM 0 94 1 0 3 0 2 0 4 64 0 0 0 0 0 0 168 10:30 AM 0 87 2 0 3 0 2 0 3 66 0 0 0 0 0 0 163 10:45 AM 0 89 4 0 4 0 0 0 2 55 0 0 0 0 0 0 154 Total 0 371 8 0 14 0 7 0 11 257 0 0 0 0 0 1 669 11:00 AM 0 94 5 0 3 0 6 0 1 63 0 0 0 0 0 1 173 11:15 AM 0 93 1 0 4 0 4 0 2 62 0 0 0 0 0 0 166 11:30 AM 0 94 5 0 3 0 1 0 2 73 0 0 0 0 0 0 178 11:45 AM 0 84 3 0 3 0 4 0 8 74 0 0 0 0 0 0 176 Total 0 365 14 0 13 0 15 0 13 272 0 0 0 0 0 1 693 12:00 PM 0 80 4 0 4 0 8 0 1 71 0 0 0 0 0 1 169 12:15 PM 0 85 0 0 2 0 2 1 5 74 0 0 0 0 0 0 169 12:30 PM 0 80 3 0 3 0 0 0 0 104 0 0 0 0 0 1 191 12:45 PM 0 63 1 0 3 0 5 0 3 85 0 0 0 0 0 0 160 Total 0 308 8 0 12 0 15 1 9 334 0 0 0 0 0 2 689 01:00 PM 0 81 2 0 3 0 2 0 1 89 0 0 0 0 0 1 179 01:15 PM 0 64 2 0 3 0 2 0 3 79 0 0 0 0 0 0 153 01:30 PM 0 77 2 0 2 0 2 0 4 96 0 0 0 0 0 0 183 01:45 PM 0 76 3 0 1 0 3 0 3 90 0 0 0 0 0 0 176 Total 0 298 9 0 9 0 9 0 11 354 0 0 1 0 0 0 1 691 02:00 PM 0 68 2 0 4 0 1 0 2 108 0 0 0 0 0 1 186 02:15 PM 0 60 2 0 1 0 2 0 1 84 0 0 0 0 0 0 150 02:30 PM 0 82 5 0 1 0 3 0 1 90 0 0 0 0 0 0 182 02:45 PM 0 79 4 0 1 0 0 0 2 97 0 0 0 0 0 0 183 Total 0 289 13 0 7 0 6 0 6 379 0 0 1 0 0 0 1 701 03:00 PM 0 54 0 0 1 0 4 0 3 115 0 0 0 0 0 1 178 03:15 PM 0 68 2 0 3 0 4 0 6 128 0 0 0 0 0 0 211 03:30 PM 0 72 5 0 1 0 2 0 3 115 0 0 0 0 0 0 198 03:45 PM 0 89 1 0 2 0 2 0 1 129 0 0 0 0 0 0 224 Total 0 283 8 0 7 0 12 0 13 487 0 0 1 0 0 0 1 811 04:00 PM 0 79 1 0 7 0 1 0 7 128 0 0 0 0 0 1 224 04:15 PM 0 55 4 0 4 0 1 0 4 132 0 0 0 0 0 0 200 04:30 PM 0 83 0 0 7 0 7 0 9 147 0 0 0 0 0 0 253 04:45 PM 0 106 1 0 8 0 5 0 4 151 0 0 0 0 0 0 275 Total 0 323 6 0 26 0 14 0 24 558 0 0 0 0 0 1 952 05:00 PM 0 76 1 0 8 0 0 0 4 163 0 0 0 0 0 1 253 05:15 PM 0 78 4 0 0 0 1 0 1 136 0 0 0 0 0 0 220 05:30 PM 0 64 0 0 0 0 3 0 1 124 0 0 0 0 0 0 192 05:45 PM 0 83 0 0 4 0 0 0 2 98 0 0 0 0 0 0 187 Total 0 301 5 0 12 0 4 0 8 521 0 0 1 0 0 0 1 852 06:00 PM 0 64 3 0 1 0 3 0 1 80 0 0 0 0 0 1 153 06:15 PM 0 67 1 0 0 0 1 0 0 99 0 0 0 0 0 0 168 06:30 PM 0 51 0 0 2 0 0 0 0 69 0 0 0 0 0 0 122 06:45 PM 0 46 0 0 0 0 0 0 0 57 0 0 0 0 0 0 103 Total 0 228 4 0 3 0 4 0 1 305 0 01 0 0 0 1 546 All Traffic Data File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No :3 Groups Printed- Class 1 US 40 RENDEZOUS RD US 40 RENDEZOUS RD Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght FThru I Left Other in Total 07:00 PM 0 42 0 0 0 0 0 0 1 59 0 0 0 0 0 1 103 07:15 PM 0 33 2 0 0 0 3 0 1 48 0 0 0 0 0 0 87 07:30 PM 0 42 1 0 0 0 0 0 2 70 0 0 0 0 0 0 115 07:45 PM 0 28 0 0 0 0 1 0 1 78 0 0 0 0 0 0 108 Total 0 145 3 0 0 0 4 0 5 255 0 0 0 0 0 1 413 08:00 PM 0 23 0 0 1 0 0 0 0 51 0 0 0 0 0 1 76 08:15 PM 0 27 2 0 1 0 1 0 2 50 0 0 0 0 0 0 83 08:30 PM 0 22 3 0 1 0 0 0 2 44 0 0 0 0 0 0 72 08:45 PM 0 30 0 0 0 0 0 0 2 56 0 0 0 0 0 0 88 Total 0 102 5 0 3 0 1 0 6 201 0 0 1 0 0 0 1 319 09:00 PM 0 17 0 0 0 0 1 0 1 33 0 0 0 0 0 1 53 09:15 PM 0 21 0 0 0 0 1 0 0 33 0 0 0 0 0 0 55 09:30 PM 0 19 1 0 0 0 0 0 0 23 0 0 0 0 0 0 43 09:45 PM 0 15 0 0 0 0 0 0 0 29 0 0 0 0 0 0 44 Total 0 72 1 0 0 0 2 0 1 118 0 0 0 0 0 1 195 10:00 PM 0 10 0 0 0 0 0 0 0 45 0 0 0 0 0 1 56 10:15 PM 0 13 0 0 1 0 0 0 1 23 0 0 0 0 0 0 38 10:30 PM 0 14 0 0 0 0 0 0 0 17 0 0 0 0 0 0 31 10:45 PM 0 8 0 0 0 0 0 0 0 21 0 0 0 0 0 0 29 Total 0 45 0 0 1 0 0 0 1 106 0 0 0 0 0 1 154 11:00 PM 0 8 0 0 0 0 0 0 0 19 0 0 0 0 0 1 28 11:15 PM 0 10 0 0 0 0 0 0 1 18 0 0 0 0 0 0 29 11:30 PM 0 11 0 0 0 0 0 0 0 21 0 0 0 0 0 0 32 11:45 PM 0 7 0 0 0 0 0 0 0 10 0 0 0 0 0 0 17 Total 0 36 0 0 0 0 0 0 1 68 0 0 1 0 0 0 1 106 Grand Total 0 4764 128 0 138 0 124 1 137 4830 0 0 0 0 0 25 10147 Apprch % 0 97.4 2.6 0 52.5 0 47.1 0.4 2.8 97.2 0 0 0 0 0 100 Total % 0 46.9 1.3 0 1.4 0 1.2 0 1.4 47.6 0 0 0 0 0 0.2 All Traffic Data Sexvlces Inc. File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 4 US 4U Out In Total 4968 48921 9860 0 4764 128 DO Rght Thru Left Other 0 0m� T� m0 0, North " m o L� 4 � o c 2 o m N S o. 4/5/201 12:00 AM 5 N o r 4/5/201 11:45 PM ro c Z Class 1 p O Lo Q �o o �� V T r Left Thru Rght Other 0 4830 137 0 4888 4967 9855 Out In Total 4 Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM :"d 07:30 AM US 40 Southbound RENDEZOUS RD Westbound US 40 Northbound RENDEZOUS RD Eastbound Start Time Rght Thru I Left I other App. To al Rght I Thru I Left other I App: Total Rght Thru I Left I other I App.Total Rght I Thru I Left I other I App.Tatal Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM :"d 07:30 AM 0 165 1 0 166 0 0 1 0 1 1 25 0 0 26 0 0 0 0 0 193 07:45 AM 0 133 4 0 137 1 0 0 0 1 0 33 0 0 33 0 0 0 0 0 171 08:00 AM 0 90 7 0 97 2 0 4 0 6 3 36 0 0 39 0 0 0 1 1 143 08:15 AM 0 140 12 0 152 0 0 3 0 3 11 43 0 0 54 0 0 0 0 0 209 Total Volume 0 528 24 0 552 3 0 8 0 11 15 137 0 0 152 0 0 0 1 1 716 App. Total 0 95.7 4.3 0 27.3 0 72.7 0 9.9 90.1 0 0 0 0 0 100 PHF .000 .800 .500 .000 .831 .375 .000 .500 .000 .458 .341 .797 .000 .000 .704 .000 .000 .000 .250 .250 .856 All Traffic Data Sexvlces Inc. File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 5 US 4U Out In Total 140 552 692 0 528 24 0 Rght Thru Left Other Peak Hour Data H J K C ix 0, North w m m D o L� o c c o M N — o . Peak Hour Begins at 07:30 A 5 N t r C z o �°i� Class 1 �` C U) 0� no Q� o � i7 LCD eft Thru R ht Other 0 137 1511 536 152 F 688 Out In Total 4 Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:45 AM 11:45 AM 0 84 3 0 87 3 0 4 0 7 8 74 0 0 82 0 0 0 0 0 176 12:00 PM 0 80 4 0 84 4 0 8 0 12 1 71 0 0 72 0 0 0 1 1 169 12:15 PM 0 85 0 0 85 2 0 2 1 5 5 74 0 0 79 0 0 0 0 0 169 12:30 PM 0 80 3 0 83 3 0 0 0 3 0 104 0 0 104 0 0 0 1 1 191 Total volume 0 329 10 0 339 12 0 14 1 27 14 323 0 0 337 0 0 0 2 2 705 App. Total 0 97.1 2.9 0 44.4 0 51.9 3.7 4.2 95.8 0 0 0 0 0 100 PHF .000 .968 .625 .000 .974 .750 .000 .438 .250 .563 .438 .776 .000 .000 .810 .000 .000 .000 .500 .500 .923 All Traffic Data Sexvlces Inc. File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 6 US 4U Out In Total 335 3391 674 0 329 101 0 Rght Thru Left Other Peak Hour Data H J R: j;3 O 0, North rrt D o 2 c 2 0 _ m N— o Y Peak Hour Begins at 11:45 A N O c L CD c z o �°i� Gass 1 x A O O 0 �y 5 N Nd �0 O m T r Left Thru R ht Other 0 323 1411 343 337 F 680 Out In Total 4 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 83 0 0 83 7 0 7 0 14 9 147 0 0 156 0 0 0 0 0 253 04:45 PM 0 106 1 0 107 8 0 5 0 13 4 151 0 0 155 0 0 0 0 0 275 05:00 PM 0 76 1 0 77 8 0 0 0 8 4 163 0 0 167 0 0 0 1 1 253 05:15 PM 0 78 4 0 82 0 0 1 0 1 1 136 0 0 137 0 0 0 0 0 220 Total volume 0 343 6 0 349 23 0 13 0 36 18 597 0 0 615 0 0 0 1 1 1001 App. Total 0 98.3 1.7 0 63.9 0 36.1 0 2.9 97.1 0 0 0 0 0 100 PHF .000 .809 .375 .000 .815 .719 .000 .464 .000 .643 .500 .916 .000 .000 .921 .000 .000 .000 .250 .250 .910 All Traffic Data File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 7 US 4U Out In Total 620 3491 969 0 343 6 Rght Thru Left Other Peak Hour Data H J K N C ix 0, North w m o L� � o c c o M N — o . Peak Hour Begins at 04:30 P W 5 t r rn C z o �°i� Class 1 �` 'w U) 0 Er 0 CD T r Left Thru R ht Other 0 597 1811 356 615 F 971 Out In Total 4 111 Traffic Data Se Mces Inc. File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 1 Groups Printed- Class 1 US 40 KINGS CROSSING US 40 KINGS CROSSING Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other in Total 12:00 AM 0 5 1 0 0 1 0 0 1 8 0 0 0 0 0 0 16 12:15 AM 2 1 0 0 0 0 1 0 1 7 1 0 0 0 0 0 13 12:30 AM 0 3 0 0 0 0 0 0 0 7 0 0 0 0 1 0 11 12:45 AM 0 2 0 0 0 1 0 0 1 6 0 0 1 0 1 0 12 Total 2 11 1 0 0 2 1 0 3 28 1 0 1 0 2 0 52 01:00 AM 0 4 1 0 1 0 1 1 2 7 0 0 1 0 0 0 18 01:15 AM 0 3 0 0 0 0 0 0 1 9 0 1 1 0 0 0 15 01:30 AM 0 1 0 0 0 0 1 0 0 6 0 0 0 0 0 0 8 01:45 AM 1 2 1 0 0 0 0 1 1 3 0 0 0 0 0 0 9 Total 1 10 2 0 1 0 2 2 4 25 0 1 1 2 0 0 0 50 02:00 AM 0 3 0 0 0 1 1 0 0 6 0 0 00 2 0 13 02:15 AM 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 4 02:30 AM 0 1 0 0 2 0 0 0 0 1 0 0 0 0 0 0 4 02:45 AM 0 0 0 0 0 0 0 2 0 3 0 0 0 0 0 0 5 Total 0 6 0 0 2 1 1 2 0 12 0 0 0 0 2 0 26 03:00 AM 1 0 0 1 0 0 0 2 1 3 0 0 2 0 0 0 10 03:15 AM 0 1 0 0 1 0 0 0 0 4 0 0 0 0 0 0 6 03:30 AM 1 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4 03:45 AM 0 1 0 0 0 0 0 0 0 1 0 0 0 0 1 0 3 Total 2 4 0 1 2 0 0 2 1 8 0 0 2 0 1 0 23 04:00 AM 0 4 0 0 0 0 0 1 0 1 0 0 0 0 0 0 6 04:15 AM 0 4 0 0 0 0 0 1 0 3 0 0 1 0 0 0 9 04:30 AM 0 7 0 0 0 0 0 1 0 5 1 0 0 0 0 0 14 04:45 AM 0 8 0 0 0 0 0 0 0 0 0 0 0 0 1 0 9 Total 0 23 0 0 0 0 0 3 0 9 1 0 1 1 0 1 0 38 05:00 AM 0 13 0 0 0 0 0 0 0 0 1 0 1 0 0 0 15 05:15 AM 0 8 0 0 0 0 0 0 0 2 0 0 0 0 0 0 10 05:30 AM 0 12 0 0 0 0 0 0 1 7 0 0 2 0 0 0 22 05:45 AM 0 16 1 0 0 0 0 0 0 3 0 0 0 0 1 0 21 Total 0 49 1 0 0 0 0 0 1 12 1 0 1 3 0 1 0 68 06:00 AM 0 18 0 1 0 0 0 0 0 10 0 0 0 0 2 0 31 06:15 AM 0 26 0 1 1 0 0 1 0 9 1 1 0 0 1 1 42 06:30 AM 2 44 1 2 1 0 1 1 0 17 0 0 2 0 1 1 73 06:45 AM 1 35 1 0 2 0 1 0 1 12 1 0 1 0 0 0 55 Total 3 123 2 4 4 0 2 2 1 48 2 1 1 3 0 4 2 201 07:00 AM 1 48 1 0 1 0 1 0 0 19 0 0 1 0 5 0 77 07:15 AM 6 94 1 0 2 0 4 0 0 19 0 0 1 0 9 0 136 07:30 AM 11 138 5 0 1 0 2 0 1 21 2 0 0 0 3 0 184 07:45 AM 6 115 4 0 0 1 3 0 2 24 4 0 3 1 3 1 167 Total 24 395 11 0 4 1 10 0 3 83 6 0 1 5 1 20 1 564 08:00 AM 3 86 0 0 0 0 2 1 0 37 0 0 6 0 3 0 138 08:15 AM 4 134 0 0 2 0 1 0 1 45 3 0 2 0 6 0 198 08:30 AM 7 113 2 0 0 0 2 0 0 33 1 0 4 0 2 0 164 08:45 AM 5 103 0 1 1 0 4 0 0 30 1 0 4 0 2 0 151 Total 19 436 2 1 3 0 9 1 1 145 5 0 16 0 13 0 651 09:00 AM 7 96 2 0 0 0 3 1 1 34 3 0 2 0 4 0 153 09:15 AM 4 104 0 0 0 0 2 0 2 51 1 0 4 0 3 0 171 09:30 AM 1 94 2 0 1 0 0 0 0 47 3 0 7 0 3 0 158 111 Traffic Data Se Mces Inc. File Name : #1 US40&KINGSCROSSING24 Site Code :00000000 Start Date : 4/5/2012 Page No :2 Groups Printed- Class 1 US 40 KINGS CROSSING US 40 KINGS CROSSING Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other in Total 09:45 AM 11 85 1 0 2 0 3 0 2 55 3 0 8 0 4 0 174 Total 23 379 5 0 3 0 8 1 5 187 10 0 21 0 14 0 656 10:00 AM 5 92 1 0 2 0 1 0 4 60 2 1 6 0 6 0 180 10:15 AM 4 98 2 0 2 1 4 0 3 56 3 0 4 0 6 1 184 10:30 AM 5 79 1 0 4 0 3 0 2 53 2 0 6 0 9 0 164 10:45 AM 8 72 2 0 0 0 1 0 1 53 3 0 6 0 3 0 149 Total 22 341 6 0 8 1 9 0 10 222 10 1 22 0 24 1 677 11:00 AM 5 100 3 0 2 0 3 1 3 61 2 0 7 0 5 0 192 11:15 AM 10 82 2 0 2 0 3 1 2 55 1 0 3 0 4 0 165 11:30 AM 4 90 1 0 3 0 3 0 0 64 3 1 3 0 7 1 180 11:45 AM 3 88 0 0 1 0 2 0 0 74 3 0 7 0 8 0 186 Total 22 360 6 0 8 0 11 2 5 254 9 1 20 0 24 1 723 12:00 PM 6 79 1 0 1 0 1 1 1 67 3 0 5 0 2 0 167 12:15 PM 5 81 2 0 2 1 1 0 4 74 1 1 2 0 4 1 179 12:30 PM 4 68 0 0 2 0 1 0 3 84 3 1 5 0 11 1 183 12:45 PM 6 60 4 0 1 1 2 0 2 82 5 0 7 0 5 0 175 Total 21 288 7 0 6 2 5 1 10 307 12 2 19 0 22 2 704 01:00 PM 10 73 2 0 2 0 0 1 0 82 5 0 4 1 6 0 186 01:15 PM 1 64 1 0 1 0 2 0 3 82 1 0 4 1 2 0 162 01:30 PM 5 78 3 0 2 0 2 0 0 88 2 0 2 0 5 0 187 01:45 PM 6 64 2 1 2 0 3 0 3 82 3 1 3 0 3 0 173 Total 22 279 8 1 7 0 7 1 6 334 11 11 13 2 16 0 708 02:00 PM 7 58 4 0 2 0 1 1 2 102 4 0 6 0 5 2 194 02:15 PM 4 53 4 0 1 1 1 0 1 76 5 0 3 0 6 0 155 02:30 PM 7 73 1 1 2 0 1 0 1 81 3 0 5 0 7 0 182 02:45 PM 2 74 3 2 3 1 0 0 4 88 4 0 3 0 4 2 190 Total 20 258 12 3 8 2 3 1 8 347 16 0 1 17 0 22 4 721 03:00 PM 4 55 1 0 2 0 1 1 3 111 3 0 4 0 6 1 192 03:15 PM 2 64 6 0 5 1 0 0 4 121 3 0 1 0 5 0 212 03:30 PM 1 59 3 0 1 1 2 0 2 116 4 0 2 0 4 1 196 03:45 PM 4 79 3 0 2 0 2 1 7 129 1 1 0 1 4 1 235 Total 11 257 13 0 10 2 5 2 16 477 11 1 1 7 1 19 3 835 04:00 PM 7 60 5 0 3 1 1 1 2 125 5 0 2 1 3 1 217 04:15 PM 2 58 2 0 4 0 1 0 5 123 5 1 3 1 7 0 212 04:30 PM 3 77 4 0 10 1 0 0 3 139 3 1 6 0 9 0 256 04:45 PM 6 87 7 0 4 0 1 0 9 143 5 0 7 0 7 1 277 Total 18 282 18 0 21 2 3 1 19 530 18 2 18 2 26 2 962 05:00 PM 7 59 2 0 8 1 1 1 5 136 3 0 6 0 9 0 238 05:15 PM 14 63 5 0 2 0 3 1 6 117 4 1 0 0 4 0 220 05:30 PM 4 60 5 1 4 0 2 0 5 117 4 0 2 0 1 0 205 05:45 PM 3 68 5 0 3 0 4 1 4 101 6 0 1 0 4 3 203 Total 28 250 17 1 17 1 10 3 20 471 17 1 1 9 0 18 3 866 06:00 PM 3 54 9 0 3 0 7 1 8 77 2 2 6 13 1 177 06:15 PM 8 51 6 0 5 0 6 1 9 76 2 1 4 1 3 0 173 06:30 PM 1 44 3 0 6 0 2 0 7 53 3 0 0 1 8 0 128 06:45 PM 4 43 4 0 4 0 2 0 3 47 3 0 2 0 1 0 113 Total 16 192 22 0 18 0 17 2 27 253 10 31 12 3 15 1 591 111 Traffic Data Se Mces Inc. File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No :3 Groups Printed- Class 1 US 40 KINGS CROSSING US 40 KINGS CROSSING Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght FThru I Left Other Int. Total 07:00 PM 3 37 5 0 5 0 3 0 2 52 0 3 0 1 0 0 111 07:15 PM 5 29 2 0 3 0 3 0 3 38 2 0 3 0 1 0 89 07:30 PM 2 29 1 0 4 0 4 0 2 55 1 0 1 0 4 0 103 07:45 PM 3 24 2 1 15 1 5 0 2 50 2 0 2 0 2 0 109 Total 13 119 10 1 27 1 15 0 9 195 5 3 6 1 7 0 412 08:00 PM 0 24 1 0 0 0 2 0 3 46 5 0 1 0 1 0 83 08:15 PM 0 26 2 1 1 0 2 0 2 45 0 0 1 0 4 0 84 08:30 PM 2 23 1 0 8 0 3 0 2 31 2 0 0 0 0 3 75 08:45 PM 1 40 1 0 3 0 2 0 2 46 1 0 2 1 3 1 103 Total 3 113 5 1 12 0 9 0 9 168 8 0 1 4 1 8 4 345 09:00 PM 2 17 1 0 1 0 3 0 5 29 2 0 3 0 1 0 64 09:15 PM 1 19 2 0 3 1 2 0 0 27 3 0 2 0 3 0 63 09:30 PM 1 16 0 0 2 0 0 0 2 20 2 0 1 1 1 0 46 09:45 PM 1 12 1 0 2 0 4 0 2 23 3 0 2 0 3 0 53 Total 5 64 4 0 8 1 9 0 9 99 10 0 1 8 1 8 0 226 10:00 PM 1 9 1 0 4 0 0 0 1 36 1 0 2 0 4 0 59 10:15 PM 1 12 2 0 1 0 1 0 1 22 2 0 2 0 2 1 47 10:30 PM 2 12 0 0 0 0 0 0 2 15 0 0 1 0 2 0 34 10:45 PM 0 7 0 0 2 0 1 0 0 19 1 0 1 0 0 0 31 Total 4 40 3 0 7 0 2 0 4 92 4 0 6 0 8 1 171 11:00 PM 0 10 0 0 2 0 1 0 0 15 1 0 0 0 0 0 29 11:15 PM 3 5 1 0 0 0 0 0 0 17 0 0 0 0 1 0 27 11:30 PM 1 10 1 0 0 0 0 0 0 22 0 0 0 0 0 0 34 11:45 PM 0 7 0 0 0 0 1 0 0 9 1 0 0 0 0 0 18 Total 4 32 2 0 2 0 2 0 0 63 2 0 1 0 0 1 0 108 Grand Total 283 4311 157 13 178 16 140 26 171 4369 169 17 215 12 276 25 10378 Apprch % 5.9 90.5 3.3 0.3 49.4 4.4 38.9 7.2 3.6 92.4 3.6 0.4 40.7 2.3 52.3 4.7 Total % 2.7 41.5 1.5 0.1 1.7 0.2 1.3 0.3 1.6 42.1 1.6 0.2 2.1 0.1 2.7 0.2 All Traffic Data Sexvlces Inc. File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 4 US 4U Out In Total 4823 4751 9574 283 4311 15717 13 Rght Thru Left Other a W N a) 1 �"� 0 (�� J o= N 3 North � 4--2 rn 4/5/201 12:00 AM w N 4/5/201 11:45 PM —� A � A 15 coClass 1 0� NL � Hv NO ��— T r Left Thru Rght Other 169 4369 17111 17 4666 4709 9375 Out In Total 4 Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM :"d 07:30 AM US 40 Southbound KINGS CROSSING Westbound US 40 Northbound KINGS CROSSING Eastbound Start Time Rght Thru I Left I other App. Toa Rght I Thru I Left other I App.T.t] Rght Thru I Leftother App.Total Rght I Thru I Left other I App.T.W Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM :"d 07:30 AM 11 138 5 0 154 1 0 2 0 3 1 21 2 0 24 0 0 3 0 3 184 07:45 AM 6 115 4 0 125 0 1 3 0 4 2 24 4 0 30 3 1 3 1 8 167 08:00 AM 3 86 0 0 89 0 0 2 1 3 0 37 0 0 37 6 0 3 0 9 138 08:15 AM 4 134 0 0 138 2 0 1 0 3 1 45 3 0 49 2 0 6 0 8 198 Total Volume 24 473 9 0 506 3 1 8 1 13 4 127 9 0 140 11 1 15 1 28 687 App. Total 4.7 93.5 1.8 0 23.1 7.7 61.5 7.7 2.9 90.7 6.4 0 39.3 3.6 53.6 3.6 PHF .545 .857 .450 .000 .821 .375 .250 .667 .250 .813 .500 .706 .563 .000 .714 .458 .250 .625 .250 .778 .867 All Traffic Data Sexvlces Inc. File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No :5 US 4U Out In Total 145 506 651 24 473 9 DO Rght Thru Left Other Peak Hour Data O O ~ North w �� B c 4—;,r O — Peak Hour Begins at 07:30 A 5 r N D nto7 i Class 1 �` O 0 Er �L rn O m Left Thru R ht Other 9 127 411 0 492 140 F 632 Out In Total 4 Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:00 AM 11:00 AM 5 100 3 0 108 2 0 3 1 6 3 61 2 0 66 7 0 5 0 12 192 11:15 AM 10 82 2 0 94 2 0 3 1 6 2 55 1 0 58 3 0 4 0 7 165 11:30 AM 4 90 1 0 95 3 0 3 0 6 0 64 3 1 68 3 0 7 1 11 180 11:45 AM 3 88 0 0 91 1 0 2 0 3 0 74 3 0 77 7 0 8 0 15 186 Total volume 22 360 6 0 388 8 0 11 2 21 5 254 9 1 269 20 0 24 1 45 723 App. Total 5.7 92.8 1.5 0 38.1 0 52.4 9.5 1.9 94.4 3.3 0.4 44.4 0 53.3 2.2 PHF .550 .900 .500 .000 .898 .667 .000 .917 .500 .875 .417 .858 .750 .250 .873 .714 .000 .750 .250 .750 .941 All Traffic Data Sexvlces Inc. File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No :6 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 3 US 4U Out In Total 4 0 84 286 3881 674 1 0 0 22 360 6 3 139 3 Rght Thru Left Other 146 6 0 9 0 15 256 Peak Hour Data 6 87 7 0 100 D J 1 � � �O 5 O North 5 Ftj 157 7 0 U N Peak Hour Begins at 11:00 A 5 c+� o L Class t r to ` o_ QoEr 0 oL Q 8 � N 1 1 T r 5 136 3 Left Thru R ht Other 9 254 5 01 144 6 0 391 268 F 659 0 15 238 Out In Total 14 63 5 4 82 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 3 77 4 0 84 10 1 0 0 11 3 139 3 1 146 6 0 9 0 15 256 04:45 PM 6 87 7 0 100 4 0 1 0 5 9 143 5 0 157 7 0 7 1 15 277 05:00 PM 7 59 2 0 68 8 1 1 1 11 5 136 3 0 144 6 0 9 0 15 238 05:15 PM 14 63 5 0 82 2 0 3 1 6 6 117 4 1 128 0 0 4 0 4 220 Total volume 30 286 18 0 334 24 2 5 2 33 23 535 15 2 575 19 0 29 1 49 991 App. Total 9 85.6 5.4 0 72.7 6.1 15.2 6.1 4 93 2.6 0.3 38.8 0 59.2 2 PHF .536 .822 .643 .000 .835 .600 .500 .417 .500 .750 .639 .935 .750 .500 .916 .679 .000 .806 .250 .817 .894 All Traffic Data File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No :7 US 4U Out In Total 588 3341 922 30 286 181 0 Rght Thru Left Other Peak Hour Data O M N O D J p O 3 North C9 v C ~ C N U rn. Peak Hour Begins at 04:30 PW S ror n n 7; Class 1 �` v O o nL C� NE Q N Left Thru R ht Other 15 535 2311 21 310 573 F 883 Out In Total 4 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX C EXISTING LEVELS OF SERVICE SHEETS FELSBURG 1-16 1 HOLT & ULLEVIG Appendix C HCM 2010 TWSC Existing PM 1: US 40 & Kings Crossing 5/21/2012 Intersection Intersection Delay (sec/veh): 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 29 0 19 5 2 24 15 535 23 18 286 30 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 32 0 21 5 2 26 16 582 25 20 311 33 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 690 1005 327 1004 1010 303 343 0 0 607 0 0 Stage 366 366 0 627 627 0 0 0 0 0 0 0 Stage 2 324 639 0 377 3.49833446056#44E-309 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 345 241 715 208 239 694 1217 968 - - Stage 1 639 622 - 454 475 - - - - Stage 2 675 469 - 630 611 - - - Mov Capacity -1 Maneuver 321.4 233.1 715 196.9 231.2 694 1217 968 Mov Capacity -2 Maneuver 321.4 233.1 - 196.9 231.2 - - - - Stage 1 639 609.6 454 468.8 - Stage 2 638.2 462.9 599.6 598.8 Approach EB WB NB SB HCM Control Delay (s) 15 13.6 0.2 0.5 HCM LOS C B A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 411 452 HCM Control Delay (s) 7.998 15 13.6 8.796 HCM Lane VC Ratio 0.013 0.127 0.075 0.02 HCM Lane LOS A C B A HCM 95th Percentile Queue (veh) 0.041 0.432 0.241 0.062 Synchro 8 Report RyanG Two -Way Stop Control (General Information TWO-WAY STOP CONTROL SUMMARY Site Information nG Intersection Jurisdiction /2012 Analvsis Year Analyst R a Agency/Co. /Co. FHU Date Performed 5/21 Analysis Time Period Existing PM US 40 / 1st Page 1 of 1 Project Description East/West Street: North/South Street: Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 32 556 319 42 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 34 604 0 0 346 45 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 56 20 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 60 0 21 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 34 60 21 C (m) (veh/h) 1164 466 876 v/c 0.03 0.13 0.02 95% queue length 0.09 0.44 0.07 Control Delay (s/veh) 8.2 13.9 9.2 LOS A 8 A Approach Delay (s/veh) -- -- 12.7 Approach LOS -- -- 8 Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:13 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k8B.tmp 5/21/2012 HCM 2010 TWSC Existing PM 4: US 40 & Rendezvous Rd 5/21/2012 Intersection 255 470 Major 1 Major 2 13.1 Intersection Delay (sec/veh): 0.6 649 668 0 0 0 Movement WBL WBR SEL SET NWT NWR Volume (vph) 13 23 6 343 597 18 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 470 921 12 12 Grade (%) 0% - - 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 14 25 7 373 649 20 Number of Lanes Major/Minor 255 470 Major 1 Major 2 13.1 Conflicting Flow Rate - All 1035 649 668 0 0 0 Stage 1 649 0 0 0 0 0 Stage 2 386 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 257 470 921 - - Stage 1 520 - - Stage 2 687 - - Mov Capacity -1 Maneuver 255.2 470 921 Mov Capacity -2 Maneuver 255.2 - - Stage 1 # 0 Stage 2 682.2 Approach WB SE NW HCM Control Delay (s) 15.556 0.2 0 HCM LOS C A A Lane NWT NWR WBLn1 WBLn2 SEL SET Capacity (vph) 255 470 HCM Control Delay (s) - 19.9 13.1 8.937 HCM Lane VC Ratio 0 0.055 0.053 0.007 HCM Lane LOS - C B A HCM 95th Percentile Queue (veh) 0 0.175 0.168 0.021 Synchro 8 Report RyanG HCM 2010 TWSC Existing AM 1: US 40 & Kings Crossing 5/21/2012 Intersection Intersection Delay (sec/veh): 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 15 1 11 8 1 3 9 127 4 9 473 24 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 16 1 12 9 1 3 10 138 4 10 514 26 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 636 709 527 713 720 71 540 0 0 142 0 0 Stage 1 547 547 0 160 160 0 0 0 0 0 0 0 Stage 2 89 162 0 553 560 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 376 358 551 333 353 984 1028 1432 - - Stage 1 505 517 - 834 765 - - - Stage 2 913 763 - 501 510 - - - Mov Capacity -1 Maneuver 369 351.9 551 320.8 347 984 1028 1432 Mov Capacity -2 Maneuver 369 351.9 - 320.8 347 - - - Stage 1 505 513.4 834 757.4 Stage 2 899.6 755.4 485.7 506.4 Approach EB WB NB SB HCM Control Delay (s) 14.1 14.6 0.5 0.1 HCM LOS B B A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 425 389 HCM Control Delay (s) 8.536 14.1 14.6 7.531 HCM Lane VC Ratio 0.01 0.069 0.034 0.007 HCM Lane LOS A B B A HCM 95th Percentile Queue (veh) 0.029 0.222 0.104 0.021 Synchro 8 Report RyanG Two -Way Stop Control (General Information TWO-WAY STOP CONTROL SUMMARY Site Information nG Intersection Jurisdiction /2012 Analvsis Year Analyst R a Agency/Co. /Co. FHU Date Performed 5/21 Analysis Time Period Existing AM US 40 / 1st Page 1 of 1 Project Description East/West Street: North/South Street: Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 5 140 491 35 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 5 152 0 0 533 38 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 12 15 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 13 0 16 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 5 13 16 C (m) (veh/h) 998 479 778 v/c 0.01 0.03 0.02 95% queue length 0.02 0.08 0.06 Control Delay (s/veh) 8.6 12.7 9.7 LOS A 8 A Approach Delay (s/veh) -- -- 11.1 Approach LOS -- -- 8 Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:11 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k86.tmp 5/21/2012 HCM 2010 TWSC Existing AM 4: US 40 & Rendezvous Rd 5/21/2012 Intersection Intersection Delay (sec/veh): 0.4 Movement WBL WBR SEL SET NWT NWR Volume (vph) 8 3 24 528 137 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 - 350 Median Width 12 - - 12 12 Grade (%) 0% - - 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 9 3 26 574 149 16 Number of Lanes Major/Minor 359 900 Major 1 Major 2 9 Conflicting Flow Rate - All 775 149 165 0 0 0 Stage 1 -1.48899727817912E-313 HCM 95th Percentile Queue (veh) 0 0 0 0 0 Stage 2 626 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 366 900 1409 - - Stage 1 879 - - Stage 2 533 - - Mov Capacity -1 Maneuver 359 900 1409 Mov Capacity -2 Maneuver 359 - - Stage 1 # 0 Stage 2 522.9 Approach WB SE NW HCM Control Delay (s) 13.582 0.3 0 HCM LOS B A A Lane NWT NWR WBLn1 WBLn2 SEL SET Capacity (vph) 359 900 HCM Control Delay (s) - 15.3 9 7.603 HCM Lane VC Ratio 0 0.024 0.004 0.019 HCM Lane LOS - C A A HCM 95th Percentile Queue (veh) 0 0.074 0.011 0.057 Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX D SIGNAL WARRANT TABLES FELSBURG 1-16 1 HOLT & ULLEVIG Appendix D Year 2015 Total Traffic Signal Warrant #2 Evaluation - 1 st Street and US Highway 40 500 s 400 a s M M O L CL 300 Q a� E 200 s P 2 m d L C n 100 L O a L FOUR HIGHEST HOURS Hour Starts At US 40 EB 1st Street 1:30 PM 807 85 03:30 PM 983 95 04:30 PM 1145 190 05:30 PM 821 88 US 40 & 1st Street Intersection (Year 2015 Total ) Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) —Low spd, high pop. threshold —Higher spd., low pop. threshold 1st St. -Highest ■ 1 st St. - Lowest ♦ 1 st St. - 2nd Highest • 1 st St. 3rd Highest 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) Year 2035 Background Traffic Signal Warrant #2 Evaluation - Kings Crossing and US Highway 40 500 E 400 Q s 0 L Q CL 300 d E L t 200 i� 2 d d L L C 100 2 FOUR HIGHEST HOURS Hour Starts At NB/SB WB EB 04:30 PM 1820 55 25 05:30 PM 1370 149 11 06:30 PM 778 79 10 07:30 PM 667 110 9 US 40 & Kings Crossing Intersection (Year 2035 Background) Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) � _F Kings Crossing - Highest ■ Kings Crossing - Lowest • Kings Crossing - 2nd Highest —Low spd, high pop. threshold —Higher spd., low pop. threshold • Kings Crossing 3rd Highest A 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) Year 2035 Background Traffic Signal Warrant #2 Evaluation - 1st Street and US Highway 40 500 E 400 Q s 0 L Q CL 300 d E L t 200 a� 2 d d L L C 100 2 0 400 FOUR HIGHEST HOURS Hour Starts At NB/SB EB 03:30 PM 1632 35 04:30 PM 1900 70 05:30 PM 1362 33 06:30 PM 842 40 US 40 & 1st Street Intersection (Year 2035 Background) Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) • 1st St. - Highest ■ Kings Crossing - Lowest ♦ 1 st St. - 2nd Highest —Low spd, high pop. threshold —Higher spd., low pop. threshold • 1st St. -3rd Highest ■ 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) Year 2035 Background Traffic Signal Warrant #2 Evaluation - Rendezvous and US Highway 40 500 E 400 Q s 0 L Q CL 300 d E L t 200 2 d L L C 100 2 FOUR HIGHEST HOURS Hour Starts At NB/SB WB 11:30 AM 1234 144 12:30 PM 1246 87 02:30 PM 1381 106 04:30 PM 1805 125 US 40 & Rendezvous Intersection (Year 2035 Background) Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) ♦ Kings Crossing - Highest ■ Kings Crossing - Lowest ♦ Kings Crossing -2nd Highest —Low spd, high pop. threshold —Higher spd., low pop. threshold • Kings Crossing 3rd Highest A 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) Year 2035 Total Traffic Signal Warrant #2 Evaluation - Kings Crossing and US Highway 40 500 E 400 a s 0 L Q CL 300 d E L t 200 2 d d L L C 100 2 FOUR HIGHEST HOURS Hour Starts At NB/SB WB EB 04:30 PM 3120 55 65 05:30 PM 2349 149 06:30 PM 1333 79 07:30 PM 1144 110 US 40 & Kings Crossing Intersection (Year 2035 Total) Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) Year 2035 Total Traffic Signal Warrant #2 Evaluation - 1st Street and US Highway 40 500 E 400 Q s 0 L Q CL 300 d E L t 200 a� 2 d d L L C 100 2 FOUR HIGHEST HOURS Hour Starts At NB/SB EB 03:30 PM 2517 130 04:30 PM 2930 260 05:30 PM 2100 121 06:30 PM 1299 149 US 40 & 1st Street Intersection (Year 2035 Total) Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) • 1st St. - Highest ■ Kings Crossing - Lowest ♦ 1 st St. - 2nd Highest —Low spd, high pop. threshold —Higher spd., low pop. threshold • 1st St. -3rd Highest 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) Year 2035 Total Traffic Signal Warrant #2 Evaluation - Rendezvous and US Highway 40 500 E 400 Q s 0 L Q CL 300 d E L t 200 2 d d L L C 100 2 FOUR HIGHEST HOURS Hour Starts At NB/SB WB 11:30 AM 1908 144 12:30 PM 1926 87 02:30 PM 2135 106 04:30 PM 2790 125 US 40 & Rendezvous Intersection (Year 2035 Total) Signal Warrant 2 plot - 4th Highest Hour (2 Major Street Lanes, 1 Minor Street Lane) 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) ♦ Kings Crossing - Highest ■ Kings Crossing - Lowest ♦ Kings Crossing -2nd Highest —Low spd, high pop. threshold —Higher spd., low pop. threshold • Kings Crossing 3rd Highest 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 Sum of Major Street -Total of Both Approaches (vph) Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX E 2015 BACKGROUND LEVEL OF SERVICE SHEETS FELSBURG 1-16 1 HOLT & ULLEVIG Appendix E HCM 2010 TWSC 2015 Background AM 1: US 40 & Kings Crossing 5/21/2012 Intersection Intersection Delay (sec/veh): 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 5 0 5 10 0 5 5 140 5 10 515 10 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 5 0 5 11 0 5 5 152 5 11 560 11 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 674 755 565 756 758 79 571 0 0 158 0 0 Stage 1 587 587 0 166 166 0 0 0 0 0 0 0 Stage 2 87 168 0 590 592 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 354 337 524 310 336 964 1002 1425 - - Stage 1 479 496 - 828 760 - - - Stage 2 916 759 - 477 493 - - - Mov Capacity -1 Maneuver 348.5 332.6 524 303.8 331.6 964 1002 1425 Mov Capacity -2 Maneuver 348.5 332.6 - 303.8 331.6 - - - Stage 1 479 492 828 756.2 Stage 2 906.3 755.2 468.3 489.1 Approach EB WB NB SB HCM Control Delay (s) 13.8 14.5 0.3 0.1 HCM LOS B B A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 419 394 HCM Control Delay (s) 8.612 13.8 14.5 7.546 HCM Lane VC Ratio 0.005 0.026 0.041 0.008 HCM Lane LOS A B B A HCM 95th Percentile Queue (veh) 0.016 0.08 0.129 0.023 Synchro 8 Report RyanG Two -Way Stop Control (General Information TWO-WAY STOP CONTROL SUMMARY Site Information nG Intersection Jurisdiction /2012 Analvsis Year Analyst R a Agency/Co. /Co. FHU Date Performed 5/21 Analysis Time Period 2015 Background AM US 40 / 1st Page 1 of 1 Project Description East/West Street: North/South Street: Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 10 140 515 45 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 10 152 0 0 559 48 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 20 20 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 21 0 21 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 10 21 21 C (m) (veh/h) 967 462 764 v/c 0.01 0.05 0.03 95% queue length 0.03 0.14 0.08 Control Delay (s/veh) 8.8 13.2 9.8 LOS A B A Approach Delay (s/veh) -- -- 11.5 Approach LOS -- -- B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:21 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k91.tmp 5/21/2012 HCM 2010 TWSC 2015 Background AM 4: US 40 & Rendezvous Rd 5/21/2012 Intersection 342 885 Major 1 Major 2 9.1 Intersection Delay (sec/veh): 0.5 158 174 0 0 0 Movement WBL WBR SEL SET NWT NWR Volume (vph) 10 5 25 550 145 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 885 1405 12 12 Grade (%) 0% - - 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 11 5 27 598 158 16 Number of Lanes Major/Minor 342 885 Major 1 Major 2 9.1 Conflicting Flow Rate - All 810 158 174 0 0 0 Stage 1 158 0 0 0 0 0 Stage 2 652 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 349 885 1405 - - Stage 1 871 - - Stage 2 518 - - Mov Capacity -1 Maneuver 342.4 885 1405 Mov Capacity -2 Maneuver 342.4 - - Stage 1 # 0 Stage 2 508.2 Approach WB SE NW HCM Control Delay (s) 13.633 0.3 0 HCM LOS B A A Lane NWT NWR WBLn1 WBLn2 SEL SET Capacity (vph) 342 885 HCM Control Delay (s) - 15.9 9.1 7.613 HCM Lane VC Ratio 0 0.032 0.006 0.019 HCM Lane LOS - C A A HCM 95th Percentile Queue (veh) 0 0.098 0.019 0.059 Synchro 8 Report RyanG HCM 2010 TWSC 2015 Background PM 1: US 40 & Kings Crossing 5/21/2012 Intersection Intersection Delay (sec/veh): 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 10 0 10 5 0 25 5 585 25 20 325 10 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 11 0 11 5 0 27 5 636 27 22 353 11 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 731 1076 359 1068 1068 332 364 0 0 663 0 0 Stage 1 402 402 0 660 660 0 0 0 0 0 0 0 Stage 2 329 674 0 408 408 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 323 219 685 187 221 664 1195 922 - - Stage 1 610 600 - 435 459 - - - Stage 2 671 453 - 605 596 - - - Mov Capacity -1 Maneuver 303 212.7 685 180 214.6 664 1195 922 Mov Capacity -2 Maneuver 303 212.7 - 180 214.6 - - - Stage 1 610 585.6 435 456.7 Stage 2 640.3 450.7 581.1 581.7 Approach EB WB NB SB HCM Control Delay (s) 14 13.4 0.1 0.5 HCM LOS B B A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 420 459 HCM Control Delay (s) 8.026 14 13.4 8.999 HCM Lane VC Ratio 0.005 0.052 0.071 0.024 HCM Lane LOS A B B A HCM 95th Percentile Queue (veh) 0.014 0.163 0.228 0.072 Synchro 8 Report RyanG Two -Way Stop Control (General Information TWO-WAY STOP CONTROL SUMMARY Site Information nG Intersection Jurisdiction /2012 Analvsis Year Analyst R a Agency/Co. /Co. FHU Date Performed 5/21 Analysis Time Period 2015 Background PM Page 1 of 1 Project Description East/West Street: North/South Street: Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 40 580 325 55 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 43 630 0 0 353 59 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 70 30 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 76 0 32 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 43 76 32 C (m) (veh/h) 1143 448 872 v/c 0.04 0.17 0.04 95% queue length 0.12 0.61 0.11 Control Delay (s/veh) 8.3 14.7 9.3 LOS A B A Approach Delay (s/veh) -- -- 13.1 Approach LOS -- -- B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:23 PM file://C:\Documents and Settings\Ryan\Local Settings\Temp\u2k96.tmp 5/21/2012 HCM 2010 TWSC 2015 Background PM 4: US 40 & Rendezvous Rd 5/21/2012 Intersection 236 448 Major 1 Major 2 13.6 Intersection Delay (sec/veh): 0.7 685 707 0 0 0 Movement WBL WBR SEL SET NWT NWR Volume (vph) 15 25 5 365 630 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 448 891 12 12 Grade (%) 0% - - 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 16 27 5 397 685 22 Number of Lanes Major/Minor 236 448 Major 1 Major 2 13.6 Conflicting Flow Rate - All 1093 685 707 0 0 0 Stage 1 685 0 0 0 0 0 Stage 2 408 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 237 448 891 - - Stage 1 500 - - Stage 2 671 - - Mov Capacity -1 Maneuver 235.6 448 891 Mov Capacity -2 Maneuver 235.6 - - Stage 1 # 0 Stage 2 667 Approach WB SE NW HCM Control Delay (s) 16.525 0.1 0 HCM LOS C A A Lane NWT NWR WBLn1 WBLn2 SEL SET Capacity (vph) 236 448 HCM Control Delay (s) - 21.4 13.6 9.065 HCM Lane VC Ratio 0 0.069 0.061 0.006 HCM Lane LOS - C B A HCM 95th Percentile Queue (veh) 0 0.221 0.193 0.018 Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX F 2035 BACKGROUND LEVEL OF SERVICE SHEETS FELSBURG 1-16 1 HOLT & ULLEVIG Appendix F HCM 2010 TWSC 2035 Background AM 1: US 40 & Kings Crossing 5/21/2012 Intersection Intersection Delay (sec/veh): 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 35 0 15 25 0 15 10 290 20 20 975 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 38 0 16 27 0 16 11 315 22 22 1060 22 Number of Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 1293 1473 541 921 1473 168 1082 0 0 337 0 0 Stage 1114 1114 0 348 348 0 0 0 0 0 0 0 Stage 2 179 359 0 573 1125 0 0 0 0 0 0 0 Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 0 0 Pot Capacity -1 Maneuver 120 126 485 225 126 846 641 1217 - - Stage 1 222 282 - 641 633 - - - Stage 2 805 626 - 472 278 - - - Mov Capacity -1 Maneuver 114.6 121.6 485 211.7 121.6 846 641 1217 Mov Capacity -2 Maneuver 114.6 121.6 - 211.7 121.6 - - - Stage 1 222 276.9 641 622.2 Stage 2 776.1 615.4 447.9 273 Approach EB WB NB SB HCM Control Delay (s) 42.4 19.3 0.3 0.2 HCM LOS E C A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 149 295 HCM Control Delay (s) 10.713 42.4 19.3 8.012 HCM Lane VC Ratio 0.017 0.365 0.147 0.018 HCM Lane LOS B E C A HCM 95th Percentile Queue (veh) 0.052 1.526 0.51 0.055 Synchro 8 Report RyanG Two -Way Stop Control (General Information TWO-WAY STOP CONTROL SUMMARY Site Information nG Intersection Jurisdiction /2012 Analvsis Year Analyst R a Agency/Co. /Co. FHU Date Performed 5/21 Analysis Time Period 2035 Background AM US 40 / 1st Page 1 of 1 Project Description East/West Street: North/South Street: Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 10 330 995 45 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 10 358 0 0 1081 48 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 20 20 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 21 0 21 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 10 21 21 C (m) (veh/h) 615 242 546 v/c 0.02 0.09 0.04 95% queue length 0.05 0.28 0.12 Control Delay (s/veh) 11.0 21.3 11.9 LOS B C B Approach Delay (s/veh) -- -- 16.6 Approach LOS -- -- C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:24 PM file://C:\Documents and Settings\Ryan\Local Settings\Temp\u2k9B.tmp 5/21/2012 HCM 2010 Signalized Intersection Capacity Analysis 2035 Background AM 4: US 40 & Rendezvous Rd 5121/2012 'ic I,- + ' Movement WBL WBR SEL SET NWT NWR Lane Configurations Phase Duration (G+Y+Rc), s r* 44.50 tt tt r* Volume (vph) 170 100 65 870 280 70 Movement Number 3 18 1 6 2 12 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 1.000 Left -Turn Movement Data 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 2 2 1 Lane Assignment Capacity, veh/h 338 302 0 2392 2392 1070 Proportion Arriving On Green 0.19 0.19 0.00 0.68 0.68 0.68 Movement Delay, s/veh 23.7 21.8 0.0 4.8 3.6 3.4 Movement LOS C C 0.0 A A A Approach Volume, veh/h 293 0.0 0.0 946 380 0.0 Approach Delay, s/veh 23.0 5.6 Cycle Queue Clear Time (g_c), s 4.8 3.5 0.0 Approach LOS C 0.0 0.0 A A Timer: Assigned Phase 2 6 8 Case No 7.0 4.0 9.0 Phase Duration (G+Y+Rc), s 44.50 44.50 15.41 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.72 4.72 3.90 Maximum Green Setting (Gmax), s 33.90 40.50 11.50 Max. Queue Clearance Time (g_c+ll), s 3.83 9.08 7.64 Green Extension Time (g_e), s 9.23 9.35 0.34 Probability of Phase Call (p -c) 1.000 1.000 0.992 Probability of Max Out (p_x) 0.076 0.066 1.000 Left -Turn Movement Data 0.00 Assigned Movement 3 Mvmt. Sat Flow, veh/h 1774.04 Throuoh Movement Data Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Right -Turn Movement Data Assigned Movement 12 16 18 Mvmt. Sat Flow, veh/h 1583.33 0.00 1583.33 Left Lane Group Data Assigned Movement 0 0 0 0 0 0 0 3 Lane Assignment L Lanes in Group 0 0 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 184.8 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.6 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.6 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background AM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 40.5 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 337.9 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.547 Available Capacity (ca), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 340.5 Upstream Filter Factor (1) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 21.9 Incremental Delay (d2), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 23.7 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.2 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.4 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.60 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 304.3 0.0 0.0 0.0 945.7 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 1.8 0.0 0.0 0.0 7.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 1.8 0.0 0.0 0.0 7.1 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2392.4 0.0 0.0 0.0 2392.4 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.127 0.000 0.000 0.000 0.395 0.000 0.000 Available Capacity (ca), veh/h 0.0 2392.4 0.0 0.0 0.0 2392.4 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 3.4 0.0 0.0 0.0 4.3 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.1 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.6 0.0 0.0 0.0 4.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.3 0.0 0.0 0.0 0.9 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.3 0.0 0.0 0.0 1.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.01 0.00 0.00 0.00 0.02 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background AM 4: US 40 & Rendezvous Rd 5121/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 0 0 16 0 18 Lane Assignment R R Lanes in Group 0 1 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 76.1 0.0 0.0 0.0 0.0 0.0 108.7 Group Sat. Flow (s), vehlh/In 0.0 1583.3 0.0 0.0 0.0 0.0 0.0 1583.3 Queue Serve Time (g_s), s 0.0 1.0 0.0 0.0 0.0 0.0 0.0 3.6 Cycle Queue Clear Time (g_c), s 0.0 1.0 0.0 0.0 0.0 0.0 0.0 3.6 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1070.3 0.0 0.0 0.0 0.0 0.0 301.6 Volume -to -Capacity Ratio (X) 0.000 0.071 0.000 0.000 0.000 0.000 0.000 0.360 Available Capacity (ca), veh/h 0.0 1070.3 0.0 0.0 0.0 0.0 0.0 303.9 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 3.3 0.0 0.0 0.0 0.0 0.0 21.1 Incremental Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.7 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.4 0.0 0.0 0.0 0.0 0.0 21.8 First -Term Queue (Q1), veh/In 0.0 0.1 0.0 0.0 0.0 0.0 0.0 1.2 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.2 0.0 0.0 0.0 0.0 0.0 1.3 Percentile Storage Ratio (RQ%) 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.07 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), vehlh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 7.8 HCM Level of Service A Synchro 8 Report RyanG HCM 2010 TWSC 2035 Background PM 1: US 40 & Kings Crossing 5/21/2012 Intersection Intersection Delay (sec/veh): 20 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 25 0 15 50 5 60 15 1100 75 60 645 40 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 27 0 16 54 5 65 16 1196 82 65 701 43 Number of Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 1486 2163 372 1750 2144 639 745 0 0 1277 0 0 Stage 1 853 853 0 1269 1269 0 5.075884204OU22E-116 0 0 0 Stage 2 633 1310 0 481 875 0 5.53290468342D74E-222 0 0 0 Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 2.22 0 0 Pot Capacity -1 Maneuver 86 47 625 55 48 419 859 539 - - Stage 1 320 374 - 178 238 - - - - Stage 2 434 227 - 535 365 - - - Mov Capacity -1 Maneuver 58.6 40.5 625 # 47.9 41.4 419 859 539 Mov Capacity -2 Maneuver 58.6 40.5 - # 47.9 41.4 - - - - Stage 1 320 328.7 178 233.5 - Stage 2 351.1 222.7 458 320.8 Approach EB WB NB SB HCM Control Delay (s) 79.1 $ 327.9 0.1 1 HCM LOS F F A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 89 88 HCM Control Delay (s) 9.272 79.1 $ 327.9 12.596 HCM Lane VC Ratio 0.019 0.489 1.42 0.121 HCM Lane LOS A F F B HCM 95th Percentile Queue (veh) 0.058 2.094 9.539 0.41 Synchro 8 Report RyanG Two -Way Stop Control (General Information TWO-WAY STOP CONTROL SUMMARY Site Information nG Intersection Jurisdiction /2012 Analvsis Year Analyst R a Agency/Co. /Co. FHU Date Performed 5/21 Analysis Time Period 2035 Background PM US 40 / 1st Page 1 of 1 Project Description East/West Street: North/South Street: Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 40 1145 715 55 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 43 1244 0 0 777 59 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 70 30 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 76 0 32 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 43 76 32 C (m) (veh/h) 794 241 665 v/c 0.05 0.32 0.05 95% queue length 0.17 1.30 0.15 Control Delay (s/veh) 9.8 26.7 10.7 LOS A D B Approach Delay (s/veh) -- -- 21.9 Approach LOS -- -- C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:25 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2kA0.tmp 5/21/2012 HCM 2010 Signalized Intersection Capacity Analysis 2035 Background PM 4: US 40 & Rendezvous Rd 5121/2012 'ic I,- + ' Movement WBL WBR SEL SET NWT NWR Lane Configurations Phase Duration (G+Y+Rc), s r* 49.00 tt tt r* Volume (vph) 125 80 125 645 1035 180 Movement Number 3 18 1 6 2 12 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 1.000 Left -Turn Movement Data 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 2 2 1 Lane Assignment Capacity, veh/h 274 245 0 2540 2540 1136 Proportion Arriving On Green 0.15 0.15 0.00 0.72 0.72 0.72 Movement Delay, s/veh 25.6 24.6 0.0 3.4 4.2 3.2 Movement LOS C C 0.0 A A A Approach Volume, veh/h 223 0.0 0.0 701 1321 0.0 Approach Delay, s/veh 25.2 4.4 Cycle Queue Clear Time (g_c), s 3.4 4.1 0.0 Approach LOS C 0.0 0.0 A A Timer: Assigned Phase 2 6 8 Case No 7.0 4.0 9.0 Phase Duration (G+Y+Rc), s 49.00 49.00 13.70 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.75 4.75 3.90 Maximum Green Setting (Gmax), s 36.10 45.00 9.90 Max. Queue Clearance Time (g_c+ll), s 10.25 6.37 6.40 Green Extension Time (g_e), s 14.58 17.83 0.21 Probability of Phase Call (p -c) 1.000 1.000 0.979 Probability of Max Out (p_x) 0.409 0.238 1.000 Left -Turn Movement Data 0.00 Assigned Movement 3 Mvmt. Sat Flow, veh/h 1774.04 Throuoh Movement Data Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Right -Turn Movement Data Assigned Movement 12 16 18 Mvmt. Sat Flow, veh/h 1583.33 0.00 1583.33 Left Lane Group Data Assigned Movement 0 0 0 0 0 0 0 3 Lane Assignment L Lanes in Group 0 0 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 135.9 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.4 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.4 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background PM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 45.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 274.4 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.495 Available Capacity (ca), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 280.1 Upstream Filter Factor (1) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 24.3 Incremental Delay (d2), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.4 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 25.6 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.7 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.47 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 1125.0 0.0 0.0 0.0 701.1 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 8.2 0.0 0.0 0.0 4.4 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 8.2 0.0 0.0 0.0 4.4 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2540.3 0.0 0.0 0.0 2540.3 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.443 0.000 0.000 0.000 0.276 0.000 0.000 Available Capacity (ca), veh/h 0.0 2540.3 0.0 0.0 0.0 2540.3 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 3.7 0.0 0.0 0.0 3.1 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.6 0.0 0.0 0.0 0.3 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.2 0.0 0.0 0.0 3.4 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 1.1 0.0 0.0 0.0 0.4 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.2 0.0 0.0 0.0 0.1 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 1.3 0.0 0.0 0.0 0.5 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.02 0.00 0.00 0.00 0.01 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background PM 4: US 40 & Rendezvous Rd 5121/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 0 0 16 0 18 Lane Assignment R R Lanes in Group 0 1 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 195.7 0.0 0.0 0.0 0.0 0.0 87.0 Group Sat. Flow (s), vehlh/In 0.0 1583.3 0.0 0.0 0.0 0.0 0.0 1583.3 Queue Serve Time (g_s), s 0.0 2.5 0.0 0.0 0.0 0.0 0.0 3.1 Cycle Queue Clear Time (g_c), s 0.0 2.5 0.0 0.0 0.0 0.0 0.0 3.1 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1136.4 0.0 0.0 0.0 0.0 0.0 244.9 Volume -to -Capacity Ratio (X) 0.000 0.172 0.000 0.000 0.000 0.000 0.000 0.355 Available Capacity (ca), veh/h 0.0 1136.4 0.0 0.0 0.0 0.0 0.0 250.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 2.8 0.0 0.0 0.0 0.0 0.0 23.7 Incremental Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.9 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.2 0.0 0.0 0.0 0.0 0.0 24.6 First -Term Queue (Q1), veh/In 0.0 0.3 0.0 0.0 0.0 0.0 0.0 1.1 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.4 0.0 0.0 0.0 0.0 0.0 1.1 Percentile Storage Ratio (RQ%) 0.00 0.03 0.00 0.00 0.00 0.00 0.00 0.06 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), vehlh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 6.0 HCM Level of Service A Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX G 2015 BUILDOUT LEVEL OF SERVICE SHEETS FELSBURG 1-16 1 HOLT & ULLEVIG Appendix G HCM 2010 TWSC 2015 Total AM 1: US 40 & Kings Crossing 6/18/2012 Intersection Intersection Delay (sec/veh): 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 10 0 15 10 0 5 25 165 5 10 560 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 11 0 16 11 0 5 27 179 5 11 609 16 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 783 878 617 883 883 92 625 0 0 185 0 0 Stage 1 639 639 0 236 236 0 0 0 0 0 0 0 Stage 2 144 239 0 647 647 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 297 286 490 253 284 946 957 1388 - - Stage 1 447 469 - 756 709 - - - Stage 2 851 707 - 443 466 - - - Mov Capacity -1 Maneuver 287.2 275.8 490 237.9 273.8 946 957 1388 Mov Capacity -2 Maneuver 287.2 275.8 - 237.9 273.8 - - - Stage 1 447 465.2 756 689.1 Stage 2 822.4 687.2 424.8 462.3 Approach EB WB NB SB HCM Control Delay (s) 15.1 17 1.1 0.1 HCM LOS C C A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 382 317 HCM Control Delay (s) 8.872 15.1 17 7.614 HCM Lane VC Ratio 0.028 0.071 0.051 0.008 HCM Lane LOS A C C A HCM 95th Percentile Queue (veh) 0.088 0.229 0.162 0.024 Synchro 8 Report RyanG HCM 2010 TWSC 2015 Total AM 2: RIRO & US 40 6/18/2012 Intersection Intersection Delay (sec/veh): 0.3 Movement EBL EBR NBL NBT SBT SBR Volume (vph) 0 20 0 185 565 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 22 0 201 614 16 Number of Lanes 0 1 0 1 1 0 Major/Minor Major 1 Major 2 Conflicting Flow Rate - All - 622 - 0 0 0 Stage 1 0 0 0 0 Stage 2 0 0 0 0 Follow-up Headway 3.318 - 0 0 Pot Capacity -1 Maneuver 487 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 487 Mov Capacity -2 Maneuver - Stage 1 Stage 2 Approach EB NB SB HCM Control Delay (s) 12.7 0 0 HCM LOS B A A Lane NBT EBLn1 SBT SBR Capacity (vph) 487 HCM Control Delay (s) - 12.7 - HCM Lane VC Ratio 0 0.045 0 HCM Lane LOS - B - HCM 95th Percentile Queue (veh) 0 0.14 0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total AM 3: US 40 & 1St 6/18/2012 I Movement EBL EBR NBL NBT SBT SBR Lane Configurations 1.2 r* Phase Duration (G+Y+Rc), s t t r* Volume (vph) 60 45 35 145 535 65 Movement Number 7 14 5 2 6 16 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 5.24 Probability of Phase Call (p -c) 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 1 1 1 Lane Assignment Capacity, veh/h 103 91 691 1582 1443 1227 Proportion Arriving On Green 0.06 0.06 0.03 0.85 0.77 0.77 Movement Delay, s/veh 46.0 44.1 2.1 1.2 4.0 2.4 Movement LOS D D A A A A Approach Volume, veh/h 114 196 652 Approach Delay, s/veh 45.2 1.4 3.8 Approach LOS D A A Timer: Assigned Phase 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phase Duration (G+Y+Rc), s 77.00 8.97 6.39 70.61 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.86 3.91 3.77 4.86 Maximum Green Setting (Gmax), s 73.00 19.00 6.00 63.00 Max. Queue Clearance Time (g_c+ll), s 3.20 5.09 2.33 10.79 Green Extension Time (g_e), s 5.26 0.22 0.01 5.24 Probability of Phase Call (p -c) 1.000 0.934 0.597 1.000 Probability of Max Out (p_x) 0.000 0.000 1.000 0.000 Left -Turn Movement Data 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s Assigned Movement 7 5 Mvmt. Sat Flow, veh/h 1774.04 1774.04 Through Movement Data Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 1862.75 1862.75 Right -Turn Movement Data Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Left Lane Group Data Assigned Movement 0 0 0 7 5 0 0 0 Lane Assignment LL (Pr/Pm) Lanes in Group 0 0 0 1 1 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 65.2 38.0 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 3.1 0.3 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 3.1 0.3 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total AM 3: US 40 & 1St 6/18/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 0.0 0.0 0.0 1774.0 829.5 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 68.6 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 57.8 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 0.0 0.0 66.6 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 102.5 691.0 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.636 0.055 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 392.1 765.5 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 39.6 2.0 0.0 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.0 0.0 6.4 0.0 0.0 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 46.0 2.1 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.3 0.1 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.5 0.1 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.07 0.02 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 157.6 0.0 0.0 0.0 581.5 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 1.2 0.0 0.0 0.0 8.8 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 1.2 0.0 0.0 0.0 8.8 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1581.8 0.0 0.0 0.0 1443.4 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.100 0.000 0.000 0.000 0.403 0.000 0.000 Available Capacity (ca), veh/h 0.0 1581.8 0.0 0.0 0.0 1443.4 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 1.1 0.0 0.0 0.0 3.2 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.1 0.0 0.0 0.0 0.8 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 1.2 0.0 0.0 0.0 4.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.1 0.0 0.0 0.0 1.5 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.3 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.1 0.0 0.0 0.0 1.9 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.01 0.00 0.00 0.00 0.03 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total AM 3: US 40 & 1St 6/18/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 48.9 0.0 70.7 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 2.6 0.0 0.9 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 2.6 0.0 0.9 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 91.5 0.0 1226.9 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.535 0.000 0.058 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 349.9 0.0 1226.9 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 39.4 0.0 2.3 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 4.8 0.0 0.1 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 44.1 0.0 2.4 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.1 0.0 0.1 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.3 0.0 0.2 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.64 0.00 0.03 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 8.2 HCM Level of Service A Synchro 8 Report RyanG HCM 2010 TWSC 2015 Total AM 4: US 40 & Rendezvous Rd 6/18/2012 Intersection 300 830 Major 1 Major 2 9.4 Intersection Delay (sec/veh): 0.5 212 228 0 0 0 Movement WBL WBR SEL SET NWT NWR Volume (vph) 10 5 25 590 195 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 830 1344 12 12 Grade (%) 0% - - 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 11 5 27 641 212 16 Number of Lanes Major/Minor 300 830 Major 1 Major 2 9.4 Conflicting Flow Rate - All 908 212 228 0 0 0 Stage 1 212 0 0 0 0 0 Stage 2 696 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 306 830 1344 - - Stage 1 823 - - Stage 2 495 - - Mov Capacity -1 Maneuver 299.9 830 1344 Mov Capacity -2 Maneuver 299.9 - - Stage 1 # 0 Stage 2 485.1 Approach WB SE NW HCM Control Delay (s) 14.8 0.3 0 HCM LOS B A A Lane NWT NWR WBLn1 WBLn2 SEL SET Capacity (vph) 300 830 HCM Control Delay (s) - 17.5 9.4 7.734 HCM Lane VC Ratio 0 0.036 0.007 0.02 HCM Lane LOS - C A A HCM 95th Percentile Queue (veh) 0 0.112 0.02 0.062 Synchro 8 Report RyanG HCM 2010 TWSC 2015 Total PM 1: US 40 & Kings Crossing 6/18/2012 Intersection Intersection Delay (sec/veh): 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 30 0 35 5 0 25 75 685 25 20 460 25 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0 12 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 33 0 38 5 0 27 82 745 27 22 500 27 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Major/Minor Minor 1 Minor 1 Major 1 Major 2 Conflicting Flow Rate - All 1092 1492 514 1497 1492 386 527 0 0 772 0 0 Stage 557 557 0 921 6.0$2470019EEXUfiN=20@E9R8867E170 0 0 0 Stage 2 535 935 0 576 3.640822Zf46ffiMXW42ff434A557E214 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 2.22 0 0 Pot Capacity -1 Maneuver 180 123 560 92 123 612 1039 839 - - Stage 1 498 511 - 307 348 - - - Stage 2 513 343 - 486 504 - - - Mov Capacity -1 Maneuver 158.6 110.5 560 79.1 110.5 612 1039 839 Mov Capacity -2 Maneuver 158.6 110.5 - 79.1 110.5 - - - Stage 1 498 497.7 307 320.9 Stage 2 452 316.2 441.2 490.9 Approach EB WB NB SB HCM Control Delay (s) 24.1 19.1 0.8 0.4 HCM LOS C C A A Lane NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vph) 258 288 HCM Control Delay (s) 8.76 24.1 19.1 9.405 HCM Lane VC Ratio 0.078 0.274 0.113 0.026 HCM Lane LOS A C C A HCM 95th Percentile Queue (veh) 0.255 1.081 0.379 0.08 Synchro 8 Report RyanG HCM 2010 TWSC 2015 Total PM 2: RIRO & US 40 6/18/2012 Intersection Intersection Delay (sec/veh): 0.7 Movement EBL EBR NBL NBT SBT SBR Volume (vph) 0 75 0 740 430 65 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 82 0 804 467 71 Number of Lanes 0 1 0 1 1 0 Major/Minor Major 1 Major 2 Conflicting Flow Rate - All - 503 - 0 0 0 Stage 1 0 0 0 0 Stage 2 0 0 0 0 Follow-up Headway 3.318 - 0 0 Pot Capacity -1 Maneuver 568 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 568 Mov Capacity -2 Maneuver - Stage 1 Stage 2 Approach EB NB SB HCM Control Delay (s) 12.4 0 0 HCM LOS B A A Lane NBT EBLn1 SBT SBR Capacity (vph) 568 HCM Control Delay (s) - 12.4 - HCM Lane VC Ratio 0 0.144 0 HCM Lane LOS - B - HCM 95th Percentile Queue (veh) 0 0.499 0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total PM 3: US 40 & 1St 6/18/2012 I Movement EBL EBR NBL NBT SBT SBR Lane Configurations 1.2 r* Phase Duration (G+Y+Rc), s t t r* Volume (vph) 190 90 140 600 405 125 Movement Number 7 14 5 2 6 16 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 9.21 Probability of Phase Call (p -c) 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 1 1 1 Lane Assignment Capacity, veh/h 308 275 584 1170 835 710 Proportion Arriving On Green 0.17 0.17 0.08 0.63 0.45 0.45 Movement Delay, s/veh 18.1 15.5 5.3 4.7 8.6 6.9 Movement LOS B B A A A A Approach Volume, veh/h 304 804 576 Approach Delay, s/veh 17.3 4.8 8.2 Approach LOS B A A Timer: Assigned Phase 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phase Duration (G+Y+Rc), s 29.38 11.03 7.28 22.11 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.92 3.88 3.77 4.92 Maximum Green Setting (Gmax), s 66.00 26.00 9.00 53.00 Max. Queue Clearance Time (g_c+ll), s 10.10 6.40 3.60 8.90 Green Extension Time (g_e), s 9.41 0.87 0.17 9.21 Probability of Phase Call (p -c) 1.000 0.967 0.819 1.000 Probability of Max Out (p_x) 0.009 0.000 0.230 0.028 Left -Turn Movement Data 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s Assigned Movement 7 5 Mvmt. Sat Flow, veh/h 1774.04 1774.04 Through Movement Data Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 1862.75 1862.75 Right -Turn Movement Data Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Left Lane Group Data Assigned Movement 0 0 0 7 5 0 0 0 Lane Assignment LL (Pr/Pm) Lanes in Group 0 0 0 1 1 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 206.5 152.2 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 4.4 1.6 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 4.4 1.6 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total PM 3: US 40 & 1St 6/18/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 0.0 0.0 0.0 1774.0 945.1 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 20.1 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 11.2 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 1.7 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 0.0 0.0 18.1 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 308.5 584.1 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.670 0.261 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 1141.5 835.4 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 15.6 5.1 0.0 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.0 0.0 2.5 0.2 0.0 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 18.1 5.3 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.5 0.4 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.7 0.4 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.08 0.07 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 652.2 0.0 0.0 0.0 440.2 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 8.1 0.0 0.0 0.0 6.9 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 8.1 0.0 0.0 0.0 6.9 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1170.1 0.0 0.0 0.0 834.7 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.557 0.000 0.000 0.000 0.527 0.000 0.000 Available Capacity (ca), veh/h 0.0 3042.4 0.0 0.0 0.0 2443.2 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 4.3 0.0 0.0 0.0 8.1 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.4 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.7 0.0 0.0 0.0 8.6 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 1.1 0.0 0.0 0.0 1.5 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.1 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 1.2 0.0 0.0 0.0 1.6 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.07 0.00 0.00 0.00 0.03 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total PM 3: US 40 & 1St 6/18/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 97.8 0.0 135.9 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 2.2 0.0 2.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 2.2 0.0 2.1 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 275.3 0.0 709.5 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.355 0.000 0.191 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 1018.8 0.0 2076.7 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 14.7 0.0 6.7 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 0.8 0.0 0.1 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 15.5 0.0 6.9 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.0 0.0 0.4 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.0 0.0 0.4 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.52 0.00 0.08 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 8.2 HCM Level of Service A Synchro 8 Report RyanG HCM 2010 TWSC 2015 Total PM 4: US 40 & Rendezvous Rd 6/18/2012 Intersection 152 367 Major 1 Major 2 15.6 Intersection Delay (sec/veh): 0.7 837 859 0 0 0 Movement WBL WBR SEL SET NWT NWR Volume (vph) 15 25 5 515 770 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 367 782 12 12 Grade (%) 0% - - 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 16 27 5 560 837 22 Number of Lanes Major/Minor 152 367 Major 1 Major 2 15.6 Conflicting Flow Rate - All 1408 837 859 0 0 0 Stage 1 837 0 0 0 0 0 Stage 2 571 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 153 367 782 - - Stage 1 425 - - Stage 2 565 - - Mov Capacity -1 Maneuver 151.9 367 782 Mov Capacity -2 Maneuver 151.9 - - Stage 1 # 0 Stage 2 561 Approach WB SE NW HCM Control Delay (s) 21.563 0.1 0 HCM LOS C A A Lane NWT NWR WBLn1 WBLn2 SEL SET Capacity (vph) 152 367 HCM Control Delay (s) - 31.5 15.6 9.636 HCM Lane VC Ratio 0 0.107 0.074 0.007 HCM Lane LOS - D C A HCM 95th Percentile Queue (veh) 0 0.353 0.239 0.021 Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX H 2035 BUILDOUT LEVEL OF SERVICE SHEETS FELSBURG 1-16 1 HOLT & ULLEVIG Appendix H HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 1: US 40 & Kings Crossing 5/21/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Phase Duration (G+Y+Rc), s 5.94 78.30 18.10 6.37 77.87 18.10 t 4.00 4.00 t 4.00 Volume (vph) 75 0 95 25 0 15 55 510 20 20 1455 35 Movement Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.000 1.00 1.00 Left -Turn Movement Data 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Lane Assignment 1774.0 0.0 0.0 1244.9 1774.0 0.0 0.0 1140.1 Queue Serve Time (g_s), s 0.3 0.0 0.0 Capacity, veh/h 117 10 96 142 13 59 268 2586 101 631 2615 63 Proportion Arriving On Green 0.14 0.00 0.14 0.14 0.00 0.14 0.03 0.46 0.46 0.02 0.72 0.72 Movement Delay, s/veh 66.7 0.0 0.0 39.6 0.0 0.0 6.8 10.5 10.5 3.9 9.0 9.1 Movement LOS E D A B B A A A Approach Volume, veh/h 185 43 636 1641 Approach Delay, s/veh 66.7 39.6 10.1 9.0 Approach LOS E D B A Timer: Assigned Phase 1 2 4 5 6 8 Case No 1.1 4.0 8.0 1.1 4.0 8.0 Phase Duration (G+Y+Rc), s 5.94 78.30 18.10 6.37 77.87 18.10 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.77 5.12 0.29 3.77 5.12 0.29 Maximum Green Setting (Gmax), s 4.20 74.30 14.10 2.60 69.80 14.10 Max. Queue Clearance Time (g_c+ll), s 2.33 11.55 16.10 2.90 24.13 4.89 Green Extension Time (g_e), s 0.00 28.93 0.00 0.00 25.01 0.00 Probability of Phase Call (p -c) 0.461 1.000 0.998 0.817 1.000 0.998 Probability of Max Out (p_x) 1.000 0.311 1.000 1.000 0.440 0.000 Left -Turn Movement Data 427.55 Left Lane Group Data Assigned Movement 1 7 5 3 Mvmt. Sat Flow, veh/h 1774.04 549.23 1774.04 712.58 Through Movement Data Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3561.37 0.00 3623.15 0.00 Right -Turn Movement Data Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 139.50 695.69 86.99 427.55 Left Lane Group Data Assigned Movement 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm) L+T+RL (Pr/Pm) L+T+R Lanes in Group 1 0 0 1 1 0 0 1 Group Volume (v), veh/h 21.7 0.0 0.0 184.8 59.8 0.0 0.0 43.5 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1244.9 1774.0 0.0 0.0 1140.1 Queue Serve Time (g_s), s 0.3 0.0 0.0 11.2 0.9 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.3 0.0 0.0 14.1 0.9 0.0 0.0 2.9 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 1: US 40 & Kings Crossing 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 833.7 0.0 0.0 778.5 310.5 0.0 0.0 711.2 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 1900.0 0.0 0.0 0.0 1080.5 Perm LT Eff. Green (g_p), s 73.9 0.0 0.0 14.1 74.3 0.0 0.0 14.1 Perm LT Serve Time (g_u), s 64.8 0.0 0.0 11.2 51.7 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.2 0.0 0.0 11.2 5.3 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 1.2 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 1.2 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 0.441 1.000 0.000 0.000 0.625 Lane Group Capacity (c), veh/h 631.4 0.0 0.0 222.2 268.4 0.0 0.0 214.3 Volume -to -Capacity Ratio (X) 0.034 0.000 0.000 0.832 0.223 0.000 0.000 0.203 Available Capacity (ca), veh/h 670.7 0.0 0.0 222.2 272.4 0.0 0.0 214.3 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.994 0.000 0.000 1.000 Uniform Delay (d1), s/veh 3.9 0.0 0.0 44.0 6.4 0.0 0.0 39.1 Incremental Delay (d2), slveh 0.0 0.0 0.0 22.6 0.4 0.0 0.0 0.5 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 3.9 0.0 0.0 66.7 6.8 0.0 0.0 39.6 First -Term Queue (Q1), veh/In 0.1 0.0 0.0 5.3 0.4 0.0 0.0 1.1 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.1 0.0 0.0 6.7 0.4 0.0 0.0 1.1 Percentile Storage Ratio (RQ%) 0.02 0.00 0.00 0.65 0.03 0.00 0.00 0.12 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 289.6 0.0 0.0 0.0 811.7 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 9.5 0.0 0.0 0.0 22.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 9.5 0.0 0.0 0.0 22.0 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1352.4 0.0 0.0 0.0 1344.6 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.214 0.000 0.000 0.000 0.604 0.000 0.000 Available Capacity (ca), veh/h 0.0 1352.4 0.0 0.0 0.0 1344.6 0.0 0.0 Upstream Filter Factor (1) 0.000 0.994 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 10.1 0.0 0.0 0.0 7.0 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.4 0.0 0.0 0.0 2.0 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 10.5 0.0 0.0 0.0 9.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 3.8 0.0 0.0 0.0 6.9 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.8 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 4.0 0.0 0.0 0.0 7.7 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.03 0.00 0.00 0.00 0.54 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 1: US 40 & Kings Crossing 5121/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 286.4 0.0 0.0 0.0 807.9 0.0 0.0 Group Sat. Flow (s), vehlh/In 0.0 1838.1 0.0 0.0 0.0 1847.4 0.0 0.0 Queue Serve Time (g_s), s 0.0 9.5 0.0 0.0 0.0 22.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 9.5 0.0 0.0 0.0 22.1 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.076 0.000 0.559 0.000 0.047 0.000 0.375 Lane Group Capacity (c), veh/h 0.0 1334.6 0.0 0.0 0.0 1333.5 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.215 0.000 0.000 0.000 0.606 0.000 0.000 Available Capacity (ca), veh/h 0.0 1334.6 0.0 0.0 0.0 1333.5 0.0 0.0 Upstream Filter Factor (1) 0.000 0.994 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 10.1 0.0 0.0 0.0 7.0 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.0 2.1 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 10.5 0.0 0.0 0.0 9.1 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 3.8 0.0 0.0 0.0 6.9 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.8 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 3.9 0.0 0.0 0.0 7.6 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.03 0.00 0.00 0.00 0.54 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), vehlh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 14.1 HCM Level of Service B Synchro 8 Report RyanG HCM 2010 TWSC 2035 Total AM 2: RIRO & US 40 5/21/2012 Intersection Intersection Delay (sec/veh): 0.2 Movement EBL EBR NBL NBT SBT SBR Volume (vph) 0 30 0 600 1480 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 33 0 652 1609 22 Number of Lanes 0 1 0 2 2 1 Major/Minor Major 1 Major 2 Conflicting Flow Rate - All - 804 - 0 0 0 Stage 1 0 0 0 0 Stage 2 0 0 0 0 Follow-up Headway 3.32 - 0 0 Pot Capacity -1 Maneuver 326 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 326 Mov Capacity -2 Maneuver - Stage 1 Stage 2 Approach EB NB SB HCM Control Delay (s) 17.3 0 0 HCM LOS C A A Lane NBT EBLn1 SBT SBR Capacity (vph) 326 HCM Control Delay (s) - 17.3 - HCM Lane VC Ratio 0 0.1 0 HCM Lane LOS - C - HCM 95th Percentile Queue (veh) 0 0.33 0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 3: US 40 & 1st 5/21/2012 I Movement EBL EBR NBL NBT SBT SBR Lane Configurations Phase Duration (G+Y+Rc), s r* 20.40 tt tt r* Volume (vph) 175 290 135 465 1210 110 Movement Number 7 14 5 2 6 16 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 0.301 Left -Turn Movement Data 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 2 2 1 Lane Assignment Capacity, veh/h 291 260 0 2676 2676 1197 Proportion Arriving On Green 0.16 0.16 0.00 0.76 0.41 0.35 Movement Delay, s/veh 44.3 168.1 0.0 3.6 16.0 9.7 Movement LOS D F A B A Approach Volume, veh/h 505 505 1435 Approach Delay, s/veh 121.5 3.6 15.5 Approach LOS F A B Timer: Assigned Phase 2 4 6 Case No 4.0 9.0 7.0 Phase Duration (G+Y+Rc), s 79.60 20.40 79.60 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.90 3.96 4.90 Maximum Green Setting (Gmax), s 75.60 16.40 63.80 Max. Queue Clearance Time (g_c+ll), s 6.07 18.40 29.60 Green Extension Time (g_e), s 22.42 0.00 17.45 Probability of Phase Call (p -c) 1.000 1.000 1.000 Probability of Max Out (p_x) 0.071 1.000 0.301 Left -Turn Movement Data 0.0 0.0 0.0 Assigned Movement 7 Mvmt. Sat Flow, veh/h 1774.04 Through Movement Data Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Right -Turn Movement Data Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Left Lane Group Data Assigned Movement 0 0 0 7 0 0 0 0 Lane Assignment L Lanes in Group 0 0 0 1 0 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 190.2 0.0 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 10.0 0.0 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 10.0 0.0 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 3: US 40 & 1st 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 0.0 0.0 75.6 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 290.9 0.0 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.654 0.000 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 290.9 0.0 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 39.1 0.0 0.0 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.0 0.0 5.2 0.0 0.0 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 44.3 0.0 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 4.3 0.0 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 4.8 0.0 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.21 0.00 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 505.4 0.0 0.0 0.0 1315.2 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 4.1 0.0 0.0 0.0 27.6 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 4.1 0.0 0.0 0.0 27.6 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2675.6 0.0 0.0 0.0 2675.6 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.189 0.000 0.000 0.000 0.492 0.000 0.000 Available Capacity (ca), veh/h 0.0 2675.6 0.0 0.0 0.0 2675.6 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 0.837 0.000 0.000 Uniform Delay (d1), s/veh 0.0 3.5 0.0 0.0 0.0 15.5 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.2 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.6 0.0 0.0 0.0 16.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 1.1 0.0 0.0 0.0 12.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.2 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 1.1 0.0 0.0 0.0 12.2 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.07 0.00 0.00 0.00 0.23 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 3: US 40 & 1st 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 315.2 0.0 119.6 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 16.4 0.0 5.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 16.4 0.0 5.1 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 259.7 0.0 1197.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 1.214 0.000 0.100 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 259.7 0.0 1197.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 0.837 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 41.8 0.0 9.5 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 126.3 0.0 0.1 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 168.1 0.0 9.7 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 7.2 0.0 1.3 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 9.1 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 16.3 0.0 1.3 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 8.29 0.00 0.27 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 13.9 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 34.9 HCM Level of Service C Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 4: US 40 & Rendezvous Rd 5/21/2012 Movement EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR Lane Configurations Phase Duration (G+Y+Rc), s 1� 70.10 26.78 5.80 69.90 26.78 tt r* 4.00 tt r* Volume (vph) 30 0 40 170 0 100 65 1110 30 20 550 70 Movement Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.000 1.00 1.00 Left -Turn Movement Data 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 Lanes 1 1 0 1 1 0 1 2 1 1 2 1 Lane Assignment 0.0 0.0 1279.5 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 1.5 0.0 0.0 2.2 Capacity, veh/h 283 0 359 0 0 359 527 2276 1018 313 2283 1021 Proportion Arriving On Green 0.22 0.00 0.22 0.00 0.00 0.22 0.02 0.64 0.64 0.01 0.35 0.31 Movement Delay, s/veh 36.7 0.0 32.0 0.0 0.0 33.7 7.1 10.8 6.7 8.0 16.0 14.0 Movement LOS D C C A B A A B B Approach Volume, veh/h 76 109 1310 696 Approach Delay, s/veh 34.0 33.7 10.5 15.5 Approach LOS C C B B Timer: Assigned Phase 1 2 4 5 6 8 Case No 1.1 3.0 6.3 1.1 3.0 4.0 Phase Duration (G+Y+Rc), s 5.60 70.10 26.78 5.80 69.90 26.78 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.65 4.74 0.98 3.70 4.74 0.98 Maximum Green Setting (Gmax), s 1.60 61.80 7.60 3.90 65.90 22.90 Max. Queue Clearance Time (g_c+ll), s 3.45 14.34 9.99 2.43 20.92 7.75 Green Extension Time (g_e), s 0.00 17.95 0.00 0.00 17.65 0.00 Probability of Phase Call (p -c) 0.866 1.000 0.995 0.461 1.000 0.995 Probability of Max Out (p_x) 1.000 0.128 1.000 1.000 0.144 0.000 Left -Turn Movement Data 1615.00 Left Lane Group Data Assigned Movement 1 7 5 Mvmt. Sat Flow, veh/h 1774.04 1279.51 1774.04 Through Movement Data Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3539.22 0.00 3539.22 0.00 Right -Turn Movement Data Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 1583.33 1615.00 1583.33 1615.00 Left Lane Group Data Assigned Movement 1 0 0 7 5 0 0 0 Lane Assignment L (Pr/Pm) LL (Pr/Pm) Lanes in Group 1 0 0 1 1 0 0 0 Group Volume (v), veh/h 70.7 0.0 0.0 32.6 21.7 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1279.5 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 1.5 0.0 0.0 2.2 0.4 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 1.5 0.0 0.0 8.0 0.4 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 817.1 0.0 0.0 1279.5 461.4 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 65.9 0.0 0.0 22.8 66.1 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 53.8 0.0 0.0 17.0 47.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 1.1 0.0 0.0 2.2 1.0 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 526.6 0.0 0.0 282.9 312.9 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.134 0.000 0.000 0.115 0.069 0.000 0.000 0.000 Available Capacity (ca), veh/h 526.6 0.0 0.0 282.9 349.3 0.0 0.0 0.0 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.958 0.000 0.000 0.000 Uniform Delay (d1), s/veh 7.0 0.0 0.0 36.6 7.9 0.0 0.0 0.0 Incremental Delay (d2), slveh 0.1 0.0 0.0 0.2 0.1 0.0 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 7.1 0.0 0.0 36.7 8.0 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.4 0.0 0.0 0.7 0.1 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.4 0.0 0.0 0.7 0.1 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.04 0.00 0.00 0.04 0.00 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 597.8 0.0 0.0 0.0 1206.5 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 12.3 0.0 0.0 0.0 18.9 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 12.3 0.0 0.0 0.0 18.9 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2282.8 0.0 0.0 0.0 2275.9 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.262 0.000 0.000 0.000 0.530 0.000 0.000 Available Capacity (ca), veh/h 0.0 2282.8 0.0 0.0 0.0 2275.9 0.0 0.0 Upstream Filter Factor (1) 0.000 0.958 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 15.8 0.0 0.0 0.0 9.9 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.3 0.0 0.0 0.0 0.9 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 16.0 0.0 0.0 0.0 10.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 5.1 0.0 0.0 0.0 5.6 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.3 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 5.2 0.0 0.0 0.0 5.9 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.10 0.00 0.00 0.00 0.09 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 4: US 40 & Rendezvous Rd 5121/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment R T+R R T+R Lanes in Group 0 1 0 1 0 1 0 1 Group Volume (v), veh/h 0.0 76.1 0.0 43.5 0.0 32.6 0.0 108.7 Group Sat. Flow (s), vehlh/In 0.0 1583.3 0.0 1615.0 0.0 1583.3 0.0 1615.0 Queue Serve Time (g_s), s 0.0 3.5 0.0 2.2 0.0 0.8 0.0 5.8 Cycle Queue Clear Time (g_c), s 0.0 3.5 0.0 2.2 0.0 0.8 0.0 5.8 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1021.3 0.0 359.0 0.0 1018.2 0.0 359.0 Volume -to -Capacity Ratio (X) 0.000 0.075 0.000 0.121 0.000 0.032 0.000 0.303 Available Capacity (ca), veh/h 0.0 1021.3 0.0 359.0 0.0 1018.2 0.0 360.9 Upstream Filter Factor (1) 0.000 0.958 0.000 1.000 0.000 1.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 13.9 0.0 31.8 0.0 6.7 0.0 33.2 Incremental Delay (d2), s/veh 0.0 0.1 0.0 0.1 0.0 0.1 0.0 0.5 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 14.0 0.0 32.0 0.0 6.7 0.0 33.7 First -Term Queue (Q1), veh/In 0.0 1.2 0.0 1.0 0.0 0.2 0.0 2.6 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 1.2 0.0 1.0 0.0 0.2 0.0 2.6 Percentile Storage Ratio (RQ%) 0.00 0.09 0.00 0.06 0.00 0.00 0.00 0.14 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), vehlh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 14.1 HCM Level of Service B Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 1: US 40 & Kings Crossing 5/21/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Phase Duration (G+Y+Rc), s 8.37 76.30 16.50 10.05 74.62 16.50 t 4.00 4.00 t 4.00 Volume (vph) 65 0 85 50 5 60 155 1760 75 60 1145 90 Movement Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.000 1.00 1.00 Left -Turn Movement Data 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Lane Assignment 1774.0 0.0 0.0 1285.8 1774.0 0.0 0.0 1307.2 Queue Serve Time (g_s), s 1.0 0.0 0.0 Capacity, veh/h 110 10 90 106 22 84 390 2536 107 199 2381 187 Proportion Arriving On Green 0.12 0.00 0.12 0.12 0.12 0.12 0.14 0.36 0.36 0.04 0.70 0.70 Movement Delay, s/veh 60.7 0.0 0.0 46.8 0.0 0.0 6.0 27.6 28.2 19.9 8.8 8.8 Movement LOS E D A C C B A A Approach Volume, veh/h 163 125 2163 1408 Approach Delay, s/veh 60.7 46.8 26.2 9.3 Approach LOS E D C A Timer: Assigned Phase 1 2 4 5 6 8 Case No 1.1 4.0 8.0 1.1 4.0 8.0 Phase Duration (G+Y+Rc), s 8.37 76.30 16.50 10.05 74.62 16.50 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.77 5.13 2.63 3.77 5.13 2.63 Maximum Green Setting (Gmax), s 5.20 72.30 12.50 6.10 67.30 12.50 Max. Queue Clearance Time (g_c+ll), s 3.00 50.33 14.50 4.56 19.61 11.15 Green Extension Time (g_e), s 0.02 20.48 0.00 0.07 41.46 0.06 Probability of Phase Call (p -c) 0.840 1.000 1.000 0.991 1.000 1.000 Probability of Max Out (p_x) 1.000 0.946 1.000 1.000 0.869 1.000 Left -Turn Movement Data 682.00 Left Lane Group Data Assigned Movement 1 7 5 3 Mvmt. Sat Flow, veh/h 1774.04 557.18 1774.04 568.34 Through Movement Data Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3548.90 0.00 3410.72 56.83 Right -Turn Movement Data Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 150.10 728.62 267.56 682.00 Left Lane Group Data Assigned Movement 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm) L+T+RL (Pr/Pm) L+T+R Lanes in Group 1 0 0 1 1 0 0 1 Group Volume (v), veh/h 65.2 0.0 0.0 163.0 168.5 0.0 0.0 125.0 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1285.8 1774.0 0.0 0.0 1307.2 Queue Serve Time (g_s), s 1.0 0.0 0.0 3.3 2.6 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 1.0 0.0 0.0 12.5 2.6 0.0 0.0 9.2 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 1: US 40 & Kings Crossing 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 215.6 0.0 0.0 739.1 405.4 0.0 0.0 721.2 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 1304.6 0.0 0.0 0.0 1228.2 Perm LT Eff. Green (g_p), s 70.6 0.0 0.0 12.5 72.3 0.0 0.0 12.5 Perm LT Serve Time (g_u), s 24.0 0.0 0.0 3.3 53.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 20.2 0.0 0.0 3.3 11.8 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 2.1 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 2.1 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 0.433 1.000 0.000 0.000 0.435 Lane Group Capacity (c), veh/h 198.8 0.0 0.0 209.9 389.6 0.0 0.0 212.6 Volume -to -Capacity Ratio (X) 0.328 0.000 0.000 0.777 0.432 0.000 0.000 0.588 Available Capacity (ca), veh/h 213.4 0.0 0.0 209.9 390.6 0.0 0.0 212.6 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.859 0.000 0.000 1.000 Uniform Delay (d1), s/veh 18.9 0.0 0.0 44.1 5.3 0.0 0.0 42.6 Incremental Delay (d2), slveh 1.0 0.0 0.0 16.7 0.7 0.0 0.0 4.2 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 19.9 0.0 0.0 60.7 6.0 0.0 0.0 46.8 First -Term Queue (Q1), veh/In 1.1 0.0 0.0 4.6 1.0 0.0 0.0 3.2 Second -Term Queue (Q2), veh/In 0.1 0.0 0.0 1.0 0.1 0.0 0.0 0.2 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 1.2 0.0 0.0 5.6 1.1 0.0 0.0 3.4 Percentile Storage Ratio (RQ%) 0.24 0.00 0.00 0.54 0.07 0.00 0.00 0.38 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 997.3 0.0 0.0 0.0 678.6 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 47.4 0.0 0.0 0.0 17.5 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 47.4 0.0 0.0 0.0 17.5 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1331.2 0.0 0.0 0.0 1300.3 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.749 0.000 0.000 0.000 0.522 0.000 0.000 Available Capacity (ca), veh/h 0.0 1331.2 0.0 0.0 0.0 1300.3 0.0 0.0 Upstream Filter Factor (1) 0.000 0.859 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 24.3 0.0 0.0 0.0 7.3 0.0 0.0 Incremental Delay (d2), slveh 0.0 3.4 0.0 0.0 0.0 1.5 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 27.6 0.0 0.0 0.0 8.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 22.4 0.0 0.0 0.0 5.7 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 1.2 0.0 0.0 0.0 0.5 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 23.6 0.0 0.0 0.0 6.3 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.20 0.00 0.00 0.00 0.44 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 1: US 40 & Kings Crossing 5121/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 997.3 0.0 0.0 0.0 663.8 0.0 0.0 Group Sat. Flow (s), vehlh/In 0.0 1836.3 0.0 0.0 0.0 1815.5 0.0 0.0 Queue Serve Time (g_s), s 0.0 48.3 0.0 0.0 0.0 17.6 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 48.3 0.0 0.0 0.0 17.6 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.082 0.000 0.567 0.000 0.147 0.000 0.522 Lane Group Capacity (c), veh/h 0.0 1312.3 0.0 0.0 0.0 1267.4 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.760 0.000 0.000 0.000 0.524 0.000 0.000 Available Capacity (ca), veh/h 0.0 1312.3 0.0 0.0 0.0 1267.4 0.0 0.0 Upstream Filter Factor (1) 0.000 0.859 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 24.6 0.0 0.0 0.0 7.3 0.0 0.0 Incremental Delay (d2), s/veh 0.0 3.6 0.0 0.0 0.0 1.6 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 28.2 0.0 0.0 0.0 8.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 22.5 0.0 0.0 0.0 5.6 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 1.3 0.0 0.0 0.0 0.5 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 23.8 0.0 0.0 0.0 6.2 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.20 0.00 0.00 0.00 0.44 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), vehlh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 22.2 HCM Level of Service C Synchro 8 Report RyanG HCM 2010 TWSC 2035 Total PM 2: RIRO & US 40 5/21/2012 Intersection Intersection Delay (sec/veh): 0.4 Movement EBL EBR NBL NBT SBT SBR Volume (vph) 0 80 0 1880 1215 75 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 87 0 2043 1321 82 Number of Lanes 0 1 0 2 2 1 Major/Minor Major 1 Major 2 Conflicting Flow Rate - All - 660 - 0 0 0 Stage 1.78039387256752E-72 0 0 Stage 2 1.20010200144643E-71 0 0 Follow-up Headway 3.32 0 0 Pot Capacity -1 Maneuver 406 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 406 Mov Capacity -2 Maneuver - Stage 1 Stage 2 Approach EB NB SB HCM Control Delay (s) 16.3 0 0 HCM LOS C A A Lane NBT EBLn1 SBT SBR Capacity (vph) 406 HCM Control Delay (s) - 16.3 - HCM Lane VC Ratio 0 0.214 0 HCM Lane LOS - C - HCM 95th Percentile Queue (veh) 0 0.802 0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 3: US 40 & 1st 5/21/2012 I Movement EBL EBR NBL NBT SBT SBR Lane Configurations Phase Duration (G+Y+Rc), s r* 24.20 tt tt r* Volume (vph) 260 245 415 1470 1045 240 Movement Number 7 14 5 2 6 16 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 0.854 Left -Turn Movement Data 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 2 2 1 Lane Assignment Capacity, veh/h 358 320 0 2541 2541 1137 Proportion Arriving On Green 0.20 0.20 0.00 0.72 0.47 0.27 Movement Delay, s/veh 49.1 55.2 0.0 8.4 13.6 15.3 Movement LOS D E A B B Approach Volume, veh/h 549 1598 1397 Approach Delay, s/veh 52.0 8.4 13.9 Approach LOS D A B Timer: Assigned Phase 2 4 6 Case No 4.0 9.0 7.0 Phase Duration (G+Y+Rc), s 75.80 24.20 75.80 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.94 3.92 4.94 Maximum Green Setting (Gmax), s 71.80 20.20 44.30 Max. Queue Clearance Time (g_c+ll), s 25.21 18.14 23.43 Green Extension Time (g_e), s 35.64 0.46 18.25 Probability of Phase Call (p -c) 1.000 1.000 1.000 Probability of Max Out (p_x) 0.662 1.000 0.854 Left -Turn Movement Data 0.0 0.0 0.0 Assigned Movement 7 Mvmt. Sat Flow, veh/h 1774.04 Through Movement Data Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Right -Turn Movement Data Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Left Lane Group Data Assigned Movement 0 0 0 7 0 0 0 0 Lane Assignment L Lanes in Group 0 0 0 1 0 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 282.6 0.0 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 15.1 0.0 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 15.1 0.0 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 3: US 40 & 1st 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 0.0 0.0 71.8 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 358.4 0.0 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.789 0.000 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 358.4 0.0 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 37.9 0.0 0.0 0.0 0.0 Incremental Delay (d2), slveh 0.0 0.0 0.0 11.2 0.0 0.0 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 49.1 0.0 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 6.5 0.0 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 7.6 0.0 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.34 0.00 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 1597.8 0.0 0.0 0.0 1135.9 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 23.2 0.0 0.0 0.0 21.4 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 23.2 0.0 0.0 0.0 21.4 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2541.2 0.0 0.0 0.0 2541.2 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.629 0.000 0.000 0.000 0.447 0.000 0.000 Available Capacity (ca), veh/h 0.0 2541.2 0.0 0.0 0.0 2541.2 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 0.847 0.000 0.000 Uniform Delay (d1), s/veh 0.0 7.2 0.0 0.0 0.0 13.1 0.0 0.0 Incremental Delay (d2), slveh 0.0 1.2 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.4 0.0 0.0 0.0 13.6 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 6.9 0.0 0.0 0.0 8.8 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.4 0.0 0.0 0.0 0.2 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 7.3 0.0 0.0 0.0 9.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.43 0.00 0.00 0.00 0.17 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 3: US 40 & 1st 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 266.3 0.0 260.9 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 16.1 0.0 12.8 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 16.1 0.0 12.8 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 319.8 0.0 1136.8 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.833 0.000 0.229 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 319.8 0.0 1136.8 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 0.847 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 38.3 0.0 14.9 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 16.9 0.0 0.4 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 55.2 0.0 15.3 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 7.1 0.0 5.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 1.5 0.0 0.1 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 8.6 0.0 5.1 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 4.37 0.00 1.04 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 17.3 HCM Level of Service B Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 4: US 40 & Rendezvous Rd 5/21/2012 Movement EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR Lane Configurations Phase Duration (G+Y+Rc), s 1� 69.85 20.67 8.40 72.00 20.67 tt r* 4.00 tt r* Volume (vph) 35 0 45 125 0 80 125 1115 35 65 1485 180 Movement Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.000 1.00 1.00 Left -Turn Movement Data 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 Lanes 1 1 0 1 1 0 1 2 1 1 2 1 Lane Assignment 1774.0 0.0 0.0 1305.0 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 2.2 0.0 0.0 Capacity, veh/h 224 0 266 0 0 266 257 2381 1065 379 2306 1032 Proportion Arriving On Green 0.16 0.00 0.16 0.00 0.00 0.16 0.06 0.67 0.67 0.01 0.19 0.06 Movement Delay, s/veh 40.9 0.0 36.7 0.0 0.0 38.0 22.7 9.0 5.6 6.6 32.8 22.5 Movement LOS D D D C A A A C C Approach Volume, veh/h 87 87 1386 1880 Approach Delay, s/veh 38.5 38.0 10.3 30.7 Approach LOS D D B C Timer: Assigned Phase 1 2 4 5 6 8 Case No 1.1 3.0 6.3 1.1 3.0 4.0 Phase Duration (G+Y+Rc), s 10.55 69.85 20.67 8.40 72.00 20.67 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.65 4.77 1.13 3.70 4.77 1.13 Maximum Green Setting (Gmax), s 6.70 63.40 5.90 5.10 68.00 16.80 Max. Queue Clearance Time (g_c+ll), s 4.19 44.98 9.48 3.28 19.22 6.80 Green Extension Time (g_e), s 0.07 16.18 0.00 0.02 36.13 0.01 Probability of Phase Call (p -c) 0.978 1.000 0.992 0.862 1.000 0.992 Probability of Max Out (p_x) 1.000 0.864 1.000 1.000 0.624 0.000 Left -Turn Movement Data 1615.00 Left Lane Group Data Assigned Movement 1 7 5 Mvmt. Sat Flow, veh/h 1774.04 1304.98 1774.04 Through Movement Data Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3539.22 0.00 3539.22 0.00 Right -Turn Movement Data Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 1583.33 1615.00 1583.33 1615.00 Left Lane Group Data Assigned Movement 1 0 0 7 5 0 0 0 Lane Assignment L (Pr/Pm) LL (Pr/Pm) Lanes in Group 1 0 0 1 1 0 0 0 Group Volume (v), veh/h 135.9 0.0 0.0 38.0 70.7 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1305.0 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 2.2 0.0 0.0 2.7 1.3 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 2.2 0.0 0.0 7.5 1.3 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s_I), veh/h/In 312.2 0.0 0.0 1305.0 459.0 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), vehlh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 68.2 0.0 0.0 16.7 65.8 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 22.9 0.0 0.0 11.9 50.8 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 22.9 0.0 0.0 2.7 2.8 0.0 0.0 0.0 Time to First BIk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre BIk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 256.9 0.0 0.0 224.4 379.1 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.529 0.000 0.000 0.170 0.186 0.000 0.000 0.000 Available Capacity (ca), veh/h 259.5 0.0 0.0 224.4 391.4 0.0 0.0 0.0 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.709 0.000 0.000 0.000 Uniform Delay (d1), s/veh 20.8 0.0 0.0 40.5 6.4 0.0 0.0 0.0 Incremental Delay (d2), slveh 2.0 0.0 0.0 0.4 0.2 0.0 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 22.7 0.0 0.0 40.9 6.6 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 2.6 0.0 0.0 0.9 0.4 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 2.7 0.0 0.0 0.9 0.4 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.28 0.00 0.00 0.06 0.01 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 1614.1 0.0 0.0 0.0 1212.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 43.0 0.0 0.0 0.0 17.2 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 43.0 0.0 0.0 0.0 17.2 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2305.9 0.0 0.0 0.0 2381.3 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.700 0.000 0.000 0.000 0.509 0.000 0.000 Available Capacity (ca), veh/h 0.0 2305.9 0.0 0.0 0.0 2381.3 0.0 0.0 Upstream Filter Factor (1) 0.000 0.709 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 31.5 0.0 0.0 0.0 8.2 0.0 0.0 Incremental Delay (d2), slveh 0.0 1.3 0.0 0.0 0.0 0.8 0.0 0.0 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 32.8 0.0 0.0 0.0 9.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 20.1 0.0 0.0 0.0 4.8 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.4 0.0 0.0 0.0 0.3 0.0 0.0 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 20.5 0.0 0.0 0.0 5.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.38 0.00 0.00 0.00 0.08 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 4: US 40 & Rendezvous Rd 5121/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Riaht Lane Group Data Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment R T+R R T+R Lanes in Group 0 1 0 1 0 1 0 1 Group Volume (v), veh/h 0.0 195.7 0.0 48.9 0.0 38.0 0.0 87.0 Group Sat. Flow (s), vehlh/In 0.0 1583.3 0.0 1615.0 0.0 1583.3 0.0 1615.0 Queue Serve Time (g_s), s 0.0 11.9 0.0 2.6 0.0 0.8 0.0 4.8 Cycle Queue Clear Time (g_c), s 0.0 11.9 0.0 2.6 0.0 0.8 0.0 4.8 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1031.6 0.0 266.3 0.0 1065.3 0.0 266.3 Volume -to -Capacity Ratio (X) 0.000 0.190 0.000 0.184 0.000 0.036 0.000 0.326 Available Capacity (ca), veh/h 0.0 1031.6 0.0 266.3 0.0 1065.3 0.0 268.5 Upstream Filter Factor (1) 0.000 0.709 0.000 1.000 0.000 1.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 22.2 0.0 36.3 0.0 5.5 0.0 37.2 Incremental Delay (d2), s/veh 0.0 0.3 0.0 0.3 0.0 0.1 0.0 0.7 Initial Queue Delay (0), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 22.5 0.0 36.7 0.0 5.6 0.0 38.0 First -Term Queue (Q1), veh/In 0.0 5.2 0.0 1.2 0.0 0.2 0.0 2.2 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (03), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 5.3 0.0 1.2 0.0 0.2 0.0 2.2 Percentile Storage Ratio (RQ%) 0.00 0.38 0.00 0.07 0.00 0.00 0.00 0.12 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), vehlh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summa HCM Average Control Delay 22.9 HCM Level of Service C Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition APPENDIX I US 40 PROGRESSION SHEETS FELSBURG 1-16 1 HOLT & ULLEVIG Appendix I Time -Space Diagram - 2035 Total AM FMain Street Cross Street Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 Offset.... I .... 1 .... I .... i .... I .... 1 .... I .... i.... I.... i.... I.... I.... I.... i....1....1....1....1....1....1.... I.... 1.... I.... 1.... I.... 1.... US 40 US 40 E US 40 @ Rendezvous Rd e 95 US 40 @ 1st e 0 @ RIRO � e US 40 e @ Kings Crossing 47 US 40 @ Midtown 1 US 40 @ Vasquez RyanG Actuated NW erial Band 36 s \ B Arteri Band 36 IIPM=EEWprZZ4 B Arterial and Ws / SB Arterial Bai (o 36 s NB A terial B nd 6 s SB,4rtpfial Band 36 s NB erial Band 36 s Arte ' I Band 36 s � I � Time -Space Diagram - US 40 2035 Total PM FMain Street Cross Street Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 Offset.... I .... 1 .... I .... i .... I .... 1 .... I .... i.... I.... i.... I.... I.... I.... i....1....1....1....1....1....1.... I.... 1.... I.... 1.... I.... 1.... US 40 US 40 E US 40 e I @ Rendezvous Rd 1 US 40 e / @ 1st o 77� @ RIRO �7e US 40 e @ Kings Crossing 47 US 40 @ Midtown 1 US 40 @ Vasquez RyanG Actuated NW erial Band 34 s 7 B Arteri Band 34 / /�B Arterial and 34/s / \ A / SB Akterial BaniX 34 s / \NB Ar�arial B d 4 s SB,,4rtpfial Band 34 s �CrC NB erial Band 34 s Arte ' I Band 34 s � I � Time -Space Diagram - US 40 2035 Total PM - Ped Optimized Arterial Bandwidths Maximum Green Times Main Street Cross Street Approach Offset 20 40 60 80 100 120 140 160 180 200 220 240 260 I111�1111�1II1�1111�1111�11II�I111�1111�111I�1111�1111�1111�1111�1111�1111�1111�1111�1111�1II1�1111�1111�11II�I111�1111�111I�1111�1111 US 40 ] @° -1 W Arte 'al Band 30 s 0 US 40 US 40 e S erial Band 30 s � A @ Rendezvous Rd N rterial Band 30 s 90 US 40 e /AX/\ SB Arter I Band 30 @ 1st B Arteria Band 3 s 97 @ RIRO e US 40 SBA erial B 30 s e I I @ Kings Crossing NB Art ial an Os 39 US 40 S erial Band 30 s @ Midtown e N rterial Band 30 s 94 US 40 SB Art ial Band 30 @ Vasquez e I 94 7/3/2012 RyanG Time -Space Diagram - US 40 2035 Total AM - Ped Optimized Arterial Bandwidths Maximum Green Times e Main Street I 4 Cross Street Approach Offset 20 40 60 80 100 120 140 160 180 200 220 240 260 I @ 1st I111�1111�1II1�1111�1111�11II�I111�1111�111I�1111�1111�1111�1111�1111�1111�1111�1111�1111�1II1�1111�1111�11II�I111�1111�111I�1111�1111 e 8 @ RIRO � e US 40 US 40 @° @ Kings Crossing I x NV1Arterial I �Kd 38 s13 — \ 58 US 40 US 40 I @ Rendezvous Rd e I 4 US 40 I @ 1st e 8 @ RIRO � e US 40 @ Kings Crossing e — \ 58 US 40 @ Midtown 6 US 40 @ Vasquez RyanG SE ANeri4r Band 30 s 7Artalnd 38 s nd 30 s NA Arterial B d 38Ms SB Arteripl Band,3V s NB ArteriaBa 38 SB AjericWBand 30 s I � NB =Artaland 38 s and 30 s W I � 8t 13 , 18 \X �� A 12 \� 16� I; 15 T0WF44d -\ r /I f RRAR' 24 / - ,19 .. 20 21 v j �22\ N VICINITY MAP OWNER PLANNER Cornerstone Winter Park Holdings, LLC Gage Davis Associates 47 Cooper Creek Way 475 W 12th Avenue Suite 321A Suite E Winter Park, CO 80482 Denver, Colorado 80204 (970)726-8600 (303)893-4288 29 29 � � � 28, � �• T -OWN O 3; \ 333 .t F1e "u� NORTH 0 1500 3000 6000 SCALE: 1"=3000'-O" ENGINEER/SURVEYOR Carroll and Lange 46 Cooper Creek Way Suite 328 Winter Park, Colorado 80482 (970) 726-8100 GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 283 29,307 317 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO VEYOR'S CERTIFICATION: Certifica i a surveyor insuring the accuracy of the survey and plan and certifying that he complied with th uirements of Colorado Revised Statutes, 1973, Title 38, Article d the requirements of these rtions in the preparation of the plan, to be in subs a ly the following form: 1,—, a duly registered land s or in the State of rado, do hereby certify that this plan of Grand Park truly and correctly represe e s of a survey made by me or under my direction, and that said plan complies with the ire sof Title 38, Article 51, Colorado Revised Statutes, 1973, and that the monume quired by said Sta and by the Town of Fraser Subdivision Regulations have been place e ground Dated this—_.o CERTIFICATE FOR APPROVAL BY THE PLANNING COMMISSION: The Planning CoTpission of the Town of Fraser, Colorado does hereby authorize and approve this plan. Approved thisoeday of��Moy-�-mo,, dF . BY:r 704 a— Patty Sue 6ulson, Planning Commission Chairperson CERTIFICATE FOR APPROVAL BY THE TOWN BOARD: Approved and all public dedications accepted this Qffday of A/6y.EMjff4 bylhe Fraser Town Board. The Town of Fraser does not assume any responsibility for the correctness or accuracy of any information disclosed on this plan nor any representations or information presented to the Town of Fraser which induced the Town to give this certificate. BY: \—ZDUiN Fran Cook, Mayor, Town of Fraser SHEETINDEX COVER SHEET LEGAL DESCRIPTION LAND USE & DEVELOPMENT NOTES SITE ANALYSIS PLANNING AREA COMPARISON LAND USE PLAN PRELIMINARY SEWER PLAN PRELIMINARY WATER PLAN PRELIMINARY GRADING PLAN CONCEPTUAL DRAINAGE PLAN MASTER ROADWAY PLAN S19AX, 1 OF 11 2OF11 3 OF 11, 1 4OF11 5OF11 6OF11 7 OF 11 8 OF 11 9 OF 11 10 OF 11 11 OF 11 9 ;t0losupoix"70i AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 STATE OF COLORADO l SS County of GRAND r Filed jor record this day of at4'. A 4 o'clock_M. Recorded in Book Page Fees SAT I / COVER SHEET I SHEET 1 OF 11 �I Fi i —: � i r 0 1500 3000 6000 SCALE: 1"=3000'-O" ENGINEER/SURVEYOR Carroll and Lange 46 Cooper Creek Way Suite 328 Winter Park, Colorado 80482 (970) 726-8100 GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 283 29,307 317 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO VEYOR'S CERTIFICATION: Certifica i a surveyor insuring the accuracy of the survey and plan and certifying that he complied with th uirements of Colorado Revised Statutes, 1973, Title 38, Article d the requirements of these rtions in the preparation of the plan, to be in subs a ly the following form: 1,—, a duly registered land s or in the State of rado, do hereby certify that this plan of Grand Park truly and correctly represe e s of a survey made by me or under my direction, and that said plan complies with the ire sof Title 38, Article 51, Colorado Revised Statutes, 1973, and that the monume quired by said Sta and by the Town of Fraser Subdivision Regulations have been place e ground Dated this—_.o CERTIFICATE FOR APPROVAL BY THE PLANNING COMMISSION: The Planning CoTpission of the Town of Fraser, Colorado does hereby authorize and approve this plan. Approved thisoeday of��Moy-�-mo,, dF . BY:r 704 a— Patty Sue 6ulson, Planning Commission Chairperson CERTIFICATE FOR APPROVAL BY THE TOWN BOARD: Approved and all public dedications accepted this Qffday of A/6y.EMjff4 bylhe Fraser Town Board. The Town of Fraser does not assume any responsibility for the correctness or accuracy of any information disclosed on this plan nor any representations or information presented to the Town of Fraser which induced the Town to give this certificate. BY: \—ZDUiN Fran Cook, Mayor, Town of Fraser SHEETINDEX COVER SHEET LEGAL DESCRIPTION LAND USE & DEVELOPMENT NOTES SITE ANALYSIS PLANNING AREA COMPARISON LAND USE PLAN PRELIMINARY SEWER PLAN PRELIMINARY WATER PLAN PRELIMINARY GRADING PLAN CONCEPTUAL DRAINAGE PLAN MASTER ROADWAY PLAN S19AX, 1 OF 11 2OF11 3 OF 11, 1 4OF11 5OF11 6OF11 7 OF 11 8 OF 11 9 OF 11 10 OF 11 11 OF 11 9 ;t0losupoix"70i AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 STATE OF COLORADO l SS County of GRAND r Filed jor record this day of at4'. A 4 o'clock_M. Recorded in Book Page Fees SAT I / COVER SHEET I SHEET 1 OF 11 DEDICATION AND NOTARY CLAUSE: KNOW ALL MEN BY THESE PRESENTS: THAT CORNERSTONE WINTER PARK HOLDINGS LLC, JEFFREY R. JOHNS, FRANK J. JOHNS II, WILLIAM A. JOHNS, DAVID M. JOHNS, CHRISTOPHER JOSEPH JOHNS, PHILIP ALAN JOHNS AND CATHERINE ELAINE HAZLITT ARE THE OWNERS OF THE REAL PROPERTY SITUATED IN THE TOWN OF FRASER, GRAND COUNTY, COLORADO, MORE FULLY DESCRIBED AS FOLLOWS: GRAND PARK - NORTH PARCEL: PARTS OF SECTIONS 20, 28, AND 29, TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE SIXTH PRINCIPAL MERIDIAN, TOWN OF FRASER, COUNTY OF GRAND, STATE OF COLORADO, BEING MORE PARTICULARLY DESCRIBED AS FOLLOWS: BEGINNING AT THE NORTHWEST CORNER OF THE SOUTHWEST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20 AND CONSIDERING THE NORTH LINE OF THE SOUTHWEST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20 TO BEAR NORTH 89°47'06" EAST WITH ALL BEARINGS CONTAINED HEREIN RELATIVE THERETO; THENCE NORTH 89"4T06" EAST, ALONG SAID NORTH LINE, A DISTANCE OF 1316.72 FEET TO THE NORTHEAST CORNER OF THE SOUTHWEST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20; THENCE NORTH 89047'06" EAST, ALONG THE NORTH LINE OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20, A DISTANCE OF 472.44 FEET TO A POINT ON THE WESTERLY RIGHT-OF-WAY LINE OF U.S. HIGHWAY NO. 40; THENCE ALONG SAID WESTERLY RIGHT-OF-WAY LINE THE FOLLOWING ELEVEN (11) COURSES: 1. THENCE SOUTH 66°36'51" EAST, A DISTANCE OF 423.42 FEET; 2. THENCE SOUTH 65.12'18" EAST, A DISTANCE OF 297.56 FEET TO A POINT ON A CURVE; 3. THENCE ALONG THE ARC OF A NON -TANGENT CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 03°38'10", A RADIUS OF 2794.80 FEET, AN ARC LENGTH OF 177.37 FEET, AND A CHORD THAT BEARS SOUTH 61 °12'08" EAST; 4. THENCE SOUTH 57"10'01" EAST, A DISTANCE OF 38.65 FEET; 5. THENCE SOUTH 57.35'34" EAST, A DISTANCE OF 255.30 FEET; 6. THENCE SOUTH 57"07'20" EAST, A DISTANCE OF 1432.95 FEET; 7. THENCE SOUTH 56°31'19" EAST, A DISTANCE OF 346.65 FEET TO A POINT OF CURVATURE; 8. THENCE ALONG THE ARC OF A CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 15°43'30", A RADIUS OF 1366.40 FEET, AND AN ARC LENGTH OF 375.01 FEET; 9. THENCE SOUTH 40°4749" EAST, A DISTANCE OF 1958.86 FEET TO A POINT OF CURVATURE; 10. THENCE ALONG THE ARC OF A CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 22"4933, A RADIUS OF 2798.79 FEET, AND AN ARC LENGTH OF 1114.99 FEET; 11. THENCE SOUTH 18"01'25" EAST, A DISTANCE OF 486.54 FEET TO A POINT ON THE NORTH LINE OF TRACT "A", REGIS-MARYVALE, INC. SUBDIVISION EXEMPTION, RECORDED AT RECEPTION NO. 280227 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG THE NORTHERLY AND WESTERLY BOUNDARY OF SAID TRACT "A" THE FOLLOWING THREE (3) COURSES: 1. THENCE SOUTH 74°12'26" WEST, A DISTANCE OF 179.91 FEET; 2. THENCE SOUTH 15"39'20" EAST, A DISTANCE OF 506.94 FEET; 3. THENCE SOUTH 18°59'30" EAST, A DISTANCE OF 27.08 FEET TO A POINT ON A CURVE ON THE NORTHERLY RIGHT-OF-WAY LINE OF KING'S CROSSING ROAD, RECORDED AT RECEPTION NO. 96007615 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG SAID NORTHERLY RIGHT-OF-WAY LINE THE FOLLOWING TEN (10) COURSES: 1. THENCE ALONG THE ARC OF A NON -TANGENT CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 30"0T5T1, A RADIUS OF 167.31 FEET, AN ARC LENGTH OF 87.99 FEET, AND A CHORD THAT BEARS SOUTH 63°58'11" WEST; 2. THENCE SOUTH 86"20'17 WEST, A DISTANCE OF 112.25 FEET; 3. THENCE SOUTH 89°01'35" WEST, A DISTANCE OF 129.25 FEET; 4. THENCE SOUTH 87°10'33" WEST, A DISTANCE OF 30.53 FEET; 5. THENCE SOUTH 87"10'32" WEST, A DISTANCE OF 95.38 FEET; 6. THENCE SOUTH 87"14'5T' WEST, A DISTANCE OF 205.49 FEET TO A POINT ON A CURVE; 7. THENCE ALONG THE ARC OF A NON -TANGENT CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 09°34'18", A RADIUS OF 170.00 FEET, AN ARC LENGTH OF 28.40 FEET, AND A CHORD THAT BEARS NORTH 78"46'18" WEST TO A POINT OF COMPOUND CURVATURE; S. THENCE ALONG THE ARC OF A CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 26°1628", A RADIUS OF 328.18 FEET, AN ARC LENGTH OF 150.40 FEET, AND A CHORD THAT BEARS NORTH 60051'25" WEST TO A POINT OF REVERSE CURVATURE; 9. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 71 "49'08", A RADIUS OF 226.49 FEET, AN ARC LENGTH OF 283.90 FEET, AND A CHORD THAT BEARS NORTH 83°38'15" WEST TO A POINT OF COMPOUND CURVATURE; 10. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 16"18'4T', A RADIUS OF 830.30 FEET, AN ARC LENGTH OF 236.40 FEET, AND A CHORD THAT BEARS SOUTH 52"1T48" WEST TO A POINT ON THE WEST LINE OF THE SOUTHWEST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 28; THENCE NORTH 00°11'18" WEST, ALONG SAID WEST LINE, A DISTANCE OF 44.03 FEET TO THE SOUTHWEST CORNER OF THE NORTHWEST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 28, SAID POINT ALSO BEING ON THE EASTERLY BOUNDARY OF KING'S CROSSING SOLAR TOWNHOMES, RECORDED AT RECEPTION NO. 177402 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG THE EASTERLY, NORTHERLY AND WESTERLY BOUNDARY OF SAID KING'S CROSSING SOLAR TOWNHOMES THE FOLLOWING FOUR (4) COURSES: 1. THENCE NORTH 00017'11" WEST, ALONG THE WEST LINE OF THE NORTHWEST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 28, A DISTANCE OF 314.75 FEET; 2. THENCE SOUTH 89°40'36" WEST, A DISTANCE OF 180.15 FEET; 3. THENCE SOUTH 02°3657" EAST, A DISTANCE OF 145.06 FEET; 4. THENCE SOUTH 51°23'03" WEST, A DISTANCE OF 101.44 FEET TO A POINT ON A CURVE ON THE NORTHERLY RIGHT-OF-WAY LINE OF THE UNION PACIFIC RAILROAD; THENCE ALONG SAID NORTHERLY RIGHT-OF-WAY LINE THE FOLLOWING TWENTY-TWO (22) COURSES: 1. THENCE ALONG THE ARC OF A NON -TANGENT CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 20023'061, A RADIUS OF 616.78 FEET, AN ARC LENGTH OF 219.44 FEET, AND A CHORD THAT BEARS NORTH 25"34'43" WEST TO A POINT OF SPIRAL CURVATURE; 2. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 175.92 FEET, THE CHORD OF WHICH BEARS NORTH 10°26'31" WEST A DISTANCE OF 175.79 FEET; 3. THENCE NORTH 07°53'10" WEST, A DISTANCE OF 102.74 FEET TO A POINT OF SPIRAL CURVATURE; 4. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 202.10 FEET, THE CHORD OF WHICH BEARS NORTH 10"3648" WEST A DISTANCE OF 201.94 FEET TO A POINT OF CURVATURE; 5. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 36053'00", A RADIUS OF 816.78 FEET, AN ARC LENGTH OF 525.79 FEET, AND A CHORD THAT BEARS NORTH 33"49'40" WEST TO A POINT OF SPIRAL CURVATURE; 6. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 202.10 FEET, THE CHORD OF WHICH BEARS NORTH 57°03'32" WEST A DISTANCE OF 201.94 FEET; 7. THENCE NORTH 59°46'10" WEST, A DISTANCE OF 217.82 FEET TO A POINT OF SPIRAL CURVATURE; 8. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 235.64 FEET, THE CHORD OF WHICH BEARS NORTH 58051'32" WEST A DISTANCE OF 235.62 FEET TO A POINT OF CURVATURE; 9. THENCE ALONG THE ARC OF A CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 23°11'00", A RADIUS OF 2764.93 FEET, AN ARC LENGTH OF 1118.76 FEET, AND A CHORD THAT BEARS NORTH 45"4040" WEST TO A POINT OF SPIRAL CURVATURE; 10. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 235.64 FEET, THE CHORD OF WHICH BEARS NORTH 32.29'48" WEST A DISTANCE OF 235.62 FEET; 11. THENCE NORTH 31"35'10" WEST, A DISTANCE OF 476.10 FEET TO A POINT OF SPIRAL CURVATURE; 12. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 202.10 FEET, THE CHORD OF WHICH BEARS NORTH 34°17'48" WEST A DISTANCE OF 201.94 FEET TO A POINT OF CURVATURE; 13. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 80°35'29', A RADIUS OF 816.78 FEET, AN ARC LENGTH OF 1148.83 FEET, AND A CHORD THAT BEARS NORTH 79°22'50" WEST TO A POINT OF SPIRAL CURVATURE; 14. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 202.10 FEET, THE CHORD OF WHICH BEARS SOUTH 55°32'08" WEST A DISTANCE OF 201.94 FEET; 15. THENCE SOUTH 52°4930" WEST, A DISTANCE OF 77.31 FEET TO A POINT OF SPIRAL CURVATURE; 16. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 175.92 FEET, THE CHORD OF WHICH BEARS SOUTH 55°22'51" WEST A DISTANCE OF 175.79 FEET TO A POINT OF CURVATURE; 17. THENCE ALONG THE ARC OF A CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 131°31'00", A RADIUS OF 616.03 FEET AN ARC LENGTH OF 1414.05 FEET, AND A CHORD THAT BEARS NORTH 53°55'00" WEST TO A POINT OF SPIRAL CURVATURE; 18. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 175.92 FEET, THE CHORD OF WHICH BEARS NORTH 16"4709" EAST A DISTANCE OF 175.79 FEET; 19. THENCE NORTH 19°20'30" EAST, A DISTANCE OF 139.30 FEET TO A POINT OF SPIRAL CURVATURE; 20. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 202.10 FEET, THE CHORD OF WHICH BEARS NORTH 16"3T52" EAST DISTANCE OF 201.94 FEET TO A POINT OF CURVATURE; 21. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 78"42'00", A RADIUS OF 816.78 FEET, AN ARC LENGTH OF 1121.91 FEET, AND A CHORD THAT BEARS NORTH 27°30'30" WEST TO A POINT OF SPIRAL CURVATURE; 22. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 112.35 FEET, THE CHORD OF WHICH BEARS NORTH 70.00'51" WEST A DISTANCE OF 112.30 FEET TO A POINT ON THE WEST LINE OF THE SOUTHWEST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20; THENCE NORTH 00006'44" WEST, ALONG SAID WEST LINE, A DISTANCE OF 135.49 FEET TO THE POINT OF BEGINNING; SAID PARCEL CONTAINS A TOTAL AREA OF 12,972,836 SQUARE FEET OR 297.82 ACRES, MORE OR LESS. EXCEPT THAT PORTION THEREOF DESCRIBED UNDER RECEPTION NO. 95004884 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER, BEING MORE PARTICULARLY DESCRIBED AS FOLLOWS: THAT PART OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SECTION 20, TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE SIXTH PRINCIPAL MERIDIAN, TOWN OF FRASER, COUNTY OF GRAND, STATE OF COLORADO, DESCRIBED AS FOLLOWS: COMMENCING AT THE NORTHWEST CORNER OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20 AND CONSIDERING THE WEST LINE OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20 TO BEAR SOUTH 00°16'02" EAST; THENCE SOUTH 00°1602" EAST, ALONG SAID WEST LINE, A DISTANCE OF 582.71 FEET TO THE POINT OF BEGINNING; THENCE NORTH 89°43'58" EAST, A DISTANCE OF 333.77 FEET; THENCE SOUTH 00°16'02" EAST, PARALLEL WITH THE WEST LINE OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20, A DISTANCE OF 652.55 FEET; THENCE SOUTH 89°43'58" WEST, A DISTANCE OF 333.77 FEET TO THE WEST LINE OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20; THENCE NORTH 0016'02" WEST, ALONG THE WEST LINE OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SAID SECTION 20, A DISTANCE OF 652.55 FEET TO THE POINT OF BEGINNING; SAID EXCEPTION PARCEL CONTAINS AN AREA OF 217,802 SQUARE FEET OR 5.00 ACRES, MORE OR LESS. SAID WEST MOUNTAIN - NORTH PARCEL CONTAINS A NET AREA OF 12,755,034 SQUARE FEET OR 292.82 ACRES, MORE OR LESS, AFTER EXCEPTION. GRAND PARK - SOUTH PARCEL: PARTS OF SECTIONS 29, 30, 31, AND 32, TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE SIXTH PRINCIPAL MERIDIAN, COUNTY OF GRAND, STATE OF COLORADO, BEING MORE PARTICULARLY DESCRIBED AS FOLLOWS: BEGINNING AT THE SOUTHWEST CORNER OF THE SOUTHEAST QUARTER OF SAID SECTION 31 AND CONSIDERING THE WEST LINE OF THE SOUTHEAST QUARTER OF SAID SECTION 31 TO BEAR NORTH 00°5633" WEST WITH ALL BEARINGS CONTAINED HEREIN RELATIVE THERETO; THENCE NORTH 00°5633" WEST, ALONG SAID WEST LINE, A DISTANCE OF 2648.34 FEET TO THE NORTHWEST CORNER OF THE SOUTHEAST QUARTER OF SAID SECTION 31; THENCE NORTH 00°5649" WEST, ALONG THE WEST LINE OF THE SOUTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 31, A DISTANCE OF 1319.87 FEET TO THE NORTHWEST CORNER OF THE SOUTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 31; THENCE NORTH 00°30'43" WEST, ALONG THE WEST LINE OF THE NORTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 31,A DISTANCE OF 448.49 FEET; THENCE NORTH 43"49'27" EAST, A DISTANCE OF 1216.33 FEET TO A POINT ON THE NORTH LINE OF THE NORTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 31; THENCE NORTH 89°3747" EAST, ALONG SAID NORTH LINE, A DISTANCE OF 450.42 FEET TO THE NORTHEAST CORNER OF THE NORTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 31; THENCE NORTH 00°42'52" WEST, ALONG THE WEST LINE OF THE SOUTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SAID SECTION 30, A DISTANCE OF 1317.99 FEET TO THE NORTHWEST CORNER OF THE SOUTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SAID SECTION 30; THENCE NORTH 00°42'56" WEST, ALONG THE WEST LINE OF THE NORTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SAID SECTION 30, A DISTANCE OF 544.21 FEET; THENCE NORTH 89"41'52" EAST, ALONG A LINE BEING 544.20 FEET NORTHERLY DISTANT, WHEN MEASURED AT RIGHT ANGLES, AND PARALLEL WITH THE SOUTH LINE OF THE NORTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SAID SECTION 30, A DISTANCE OF 1307.30 FEET TO A POINT ON THE EAST LINE OF THE NORTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SAID SECTION 30; THENCE NORTH 00029'16" WEST, ALONG SAID EAST LINE, A DISTANCE OF 771.09 FEET TO THE NORTHEAST CORNER OF THE NORTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SAID SECTION 30; THENCE NORTH 00034'39" WEST, ALONG THE EAST LINE OF THE NORTHEAST QUARTER OF SAID SECTION 30, A DISTANCE OF 2634.72 FEET TO THE NORTHEAST CORNER OF THE NORTHEAST QUARTER OF SAID SECTION 30; THENCE NORTH 89044'12" EAST, ALONG THE NORTH LINE OF THE NORTHWEST QUARTER OF SAID SECTION 29, A DISTANCE OF 21.27 FEET TO A POINT ON THE WESTERLY BOUNDARY OF THAT PARCEL DESCRIBED UNDER RECEPTION NO. 98003968 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG THE WESTERLY AND SOUTHERLY BOUNDARY OF SAID PARCEL THE FOLLOWING TWO (2) COURSES 1. THENCE SOUTH 00°34'43" EAST, A DISTANCE OF 274.97 FEETYO THE SOUTHWEST CORNER OF SAID PARCEL; 2. THENCE NORTH 89°47'13" EAST, A DISTANCE OF 197.45 FEET TO A POINT ON A CURVE ON THE SOUTHERLY RIGHT-OF-WAY LINE OF THE UNION PACIFIC RAILROAD; THENCE ALONG SAID SOUTHERLY RIGHT-OF-WAY LINE THE FOLLOWING TWENTY-TWO (22) COURSES: 1. THENCE ALONG THE ARC OF A NON -TANGENT CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 127°3314", A RADIUS OF 816.03 FEET, AN ARC LENGTH OF 1816.69 FEET, AND A CHORD THAT BEARS SOUTH 55°53'53" EAST TO A POINT OF spiral CURVATURE; 2. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 202.10 FEET, THE CHORD OF WHICH BEARS NORTH 55°32'08" EAST A DISTANCE OF 201.94 FEET; 3. THENCE NORTH 52°49'30" EAST, A DISTANCE OF 77.31 FEET TO A POINT OF spiral CURVATURE; 4. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 175.92 FEET, THE CHORD OF WHICH BEARS NORTH 55°22'51" EAST A DISTANCE OF 175.79 FEET TO A POINT OF CURVATURE; 5. THENCE ALONG THE ARC OF A CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 80"35'20", A RADIUS OF 616.78 FEET, AN ARC LENGTH OF 867.53 FEET AND A CHORD THAT BEARS SOUTH 79°22'50" EAST TO A POINT OF spiral CURVATURE; 6. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 97.85 FEET, THE CHORD OF WHICH BEARS SOUTH 35.43'11" EAST A DISTANCE OF 97.81 FEET TO A POINT ON THE WEST LINE OF THE NORTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 29; 7. THENCE SOUTH 00°28'15" EAST, ALONG SAID WEST LINE, A DISTANCE OF 241.71 FEET TO THE SOUTHWEST CORNER OF THE NORTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 29; 8. THENCE SOUTH 89°54'21" EAST, ALONG THE SOUTH LINE OF THE NORTHWEST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 29, A DISTANCE OF 147.71 FEET; 9. THENCE SOUTH 31"35'10" EAST, A DISTANCE OF 269.65 FEET TO A POINT OF spiral CURVATURE; 10. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 244.37 FEET, THE CHORD OF WHICH BEARS SOUTH 32"30'31" EAST A DISTANCE OF 244.35 FEET TO A POINT OF CURVATURE; 11. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 23°11'00", A RADIUS OF 2964.93 FEET, AN ARC LENGTH OF 1199.69 FEET AND A CHORD THAT BEARS SOUTH 4504940" EAST TO A POINT OF spiral CURVATURE; 12. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 69.78 FEET, THE CHORD OF WHICH BEARS SOUTH 57"50'51" EAST A DISTANCE OF 69.77 FEET TO A POINT ON THE WEST LINE OF THE SOUTHEAST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 29; 13. THENCE SOUTH 00°31'17" EAST, ALONG SAID WEST LINE, A DISTANCE OF 14.78 FEET TO THE SOUTHWEST CORNER OF THE SOUTHEAST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 29; 14. THENCE NORTH 89°50'34" EAST, ALONG THE SOUTH LINE OF THE SOUTHEAST QUARTER OF THE NORTHEAST QUARTER OF SAID SECTION 29, A DISTANCE OF 23.94 FEET TO A POINT ON A SPIRAL CURVE; 15. THENCE ALONG THE ARCS OF A NON -TANGENT 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 146.38 FEET, THE CHORD OF WHICH BEARS SOUTH 59"22'36" EAST A DISTANCE OF 146.37 FEET; 16. THENCE SOUTH 59°46'10" EAST, A DISTANCE OF 217.82 FEET TO A POINT OF spiral CURVATURE; 17. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 175.91 FEET, THE CHORD OF WHICH BEARS SOUTH 57°12'49" EAST A DISTANCE OF 175.79 FEET TO A POINT OF CURVATURE; 18. THENCE ALONG THE ARC OF A CURVE TO THE RIGHT HAVING A CENTRALANGLE OF 36°53'00", A RADIUS OF 616.78 FEET, AN ARC LENGTH OF 397.04 FEET AND A CHORD THAT BEARS SOUTH 33°49'40" EAST TO A POINT OF spiral CURVATURE; 19. THENCE ALONG THE ARCS OF A 100 FOOT INSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE RIGHT HAVING A COMBINED ARC LENGTH OF 175.92 FEET, THE CHORD OF WHICH BEARS SOUTH 10.26'31" EAST A DISTANCE OF 175.79 FEET; 20. THENCE SOUTH 07°53'10" EAST, A DISTANCE OF 102.74 FEET TO A POINT OF spiral CURVATURE; 21. THENCE ALONG THE ARCS OF A 100 FOOT OUTSIDE OFFSET TO A SEARLES SPIRAL CURVE TO THE LEFT HAVING A COMBINED ARC LENGTH OF 202.10 FEET, THE CHORD OF WHICH BEARS SOUTH 10.35'48" EAST A DISTANCE OF 201.94 FEET TO A POINT OF CURVATURE; 22. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 19°32'02", A RADIUS OF 816.78 FEET, AN ARC LENGTH OF 278.46 FEET AND A CHORD THAT BEARS SOUTH 25°09'11" EAST TO A POINT ON THE CENTERLINE OF LELAND CREEK; THENCE SOUTH 04°29'43" WEST, ALONG SAID CENTERLINE, A DISTANCE OF 9.92 FEET TO A POINT ON THE NORTHERLY RIGHT-OF-WAY LINE OF OLD KING ROAD, RECORDED IN FILE NO. 0080 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG THE NORTHERLY, WESTERLY AND SOUTHERLY RIGHT-OF-WAY LINES OF SAID OLD KING ROAD THE FOLLOWING ELEVEN (11) COURSES: 1. THENCE NORTH 61"02'11" WEST, A DISTANCE OF 127.21 FEET; 2. THENCE NORTH 87°01'11" WEST, A DISTANCE OF 88.64 FEET; 3. THENCE SOUTH 44°28'49" WEST, A DISTANCE OF 232.36 FEET; 4. THENCE SOUTH 59°28'49" WEST, A DISTANCE OF 167.84 FEET; 5. THENCE SOUTH 67"54'49" WEST, A DISTANCE OF 211.19 FEET; 6. THENCE SOUTH 22"05'11" EAST, A DISTANCE OF 60.00 FEET; 7. THENCE NORTH 67054'49" EAST, A DISTANCE OF 215.61 FEET; 8. THENCE NORTH 59°28'49" EAST, A DISTANCE OF 180.16 FEET; 9. THENCE NORTH 44°28'49" EAST, A DISTANCE OF 213.24 FEET; 10. THENCE SOUTH 87°01'11" EAST, A DISTANCE OF 47.76 FEET; 11. THENCE SOUTH 61.02'11" EAST, A DISTANCE OF 115.44 FEET TO A POINT ON A CURVE ON THE SOUTHERLY RIGHT-OF-WAY LINE OF FOREST TRAIL ROAD, AS DEDICATED IN BOOK 222 AT PAGE 248 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG SAID SOUTHERLY RIGHT-OF-WAY LINE THE FOLLOWING TWO (2) COURSES: 1. THENCE ALONG THE ARC OF A NON -TANGENT CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 20"2T01 ", A RADIUS OF 876.78 FEET, AN ARC LENGTH OF 312.95 FEET, AND A CHORD THAT BEARS SOUTH 47°29'39" EAST TO A POINT OF COMPOUND CURVATURE; 2. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 00004'49", A RADIUS OF 962.17 FEET AND AN ARC LENGTH OF 1.35 FEET TO A POINT ON A CURVE ON THE WESTERLY BOUNDARY OF A PARCEL OF LAND DESCRIBED IN BOOK 308 AT PAGE 657 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG SAID WESTERLY BOUNDARY AND ALONG THE ARC OF A NON -TANGENT CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 01'2417, A RADIUS OF 140.70 FEET, AN ARC LENGTH OF 3.45 FEET, AND A CHORD THAT BEARS SOUTH 11°08'28" WEST TO A POINT ON A CURVE ON THE NORTHERLY BOUNDARY OF LELAND CREEK SUBDIVISION, RECORDED AT RECEPTION NO. 2004-0123316 OF THE RECORDS OF THE GRAND COUNTY CLERK AND RECORDER; THENCE ALONG THE NORTHERLY AND WESTERLY BOUNDARY OF SAID LELAND CREEK SUBDIVISION THE FOLLOWING FIFTEEN (15) COURSES: 1. THENCE ALONG THE ARC OF A NON -TANGENT CURVE TO THE RIGHT HAVING A CENTRAL ANGLE OF 18°15'50", A RADIUS OF 880.00 FEET, AN ARC LENGTH OF 280.51 FEET, AND A CHORD THAT BEARS NORTH 48°45'23" WEST TO A POINT OF REVERSE CURVATURE; 2. THENCE ALONG THE ARC OF A CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 10.53'46", A RADIUS OF 190.00 FEET AND AN ARC LENGTH OF 36.13 FEET; 3. THENCE SOUTH 34"2T50" WEST, A DISTANCE OF 73.50 FEET; 4. THENCE SOUTH 53°30'56" WEST, A DISTANCE OF 82.14 FEET; 5. THENCE SOUTH 32"40'38" WEST, A DISTANCE OF 61.16 FEET; GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 289 293 30, 31, 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO 6. THENCE SOUTH 44°39'10" WEST, A DISTANCE OF 63.95 FEET; 7. THENCE SOUTH 51°11'35" WEST, A DISTANCE OF 55.49 FEET; 8. THENCE SOUTH 43°50'24" WEST, A DISTANCE OF 604.08 FEET; 9. THENCE SOUTH 30°10'40" WEST, A DISTANCE OF 671.02 FEET; 10. THENCE NORTH 89°48'38" WEST, A DISTANCE OF 92.16 FEET; 11. THENCE SOUTH 19"14'13" WEST, A DISTANCE OF 80.30 FEET; 12. THENCE SOUTH 06.02'32" WEST, A DISTANCE OF 394.74 FEET; 13. THENCE SOUTH 03°36'42" WEST, A DISTANCE OF 437.81 FEET; 14. THENCE SOUTH 17°18'39" EAST, A DISTANCE OF 157.29 FEET; 15. THENCE SOUTH 20"07'03" WEST, A DISTANCE OF 274.30 FEET TO THE SOUTHWEST CORNER OF SAID LELAND CREEK SUBDIVISION, SAID POINT ALSO BEING ON THE CENTERLINE OF LELAND CREEK; THENCE ALONG THE CENTERLINE OF LELAND CREEK THE FOLLOWING ELEVEN (11) COURSES: 1. THENCE SOUTH 20°07'03" WEST, A DISTANCE OF 226.86 FEET; 2. THENCE SOUTH 25"22'56" WEST, A DISTANCE OF 432.01 FEET; 3. THENCE SOUTH 70°17'58" WEST, A DISTANCE OF 525.61 FEET; 4. THENCE SOUTH 47"4946" WEST, A DISTANCE OF 390.04 FEET; 5. THENCE SOUTH 69"00'04" WEST, A DISTANCE OF 953.80 FEET; 6. THENCE SOUTH 27°44'49" WEST, A DISTANCE OF 424.85 FEET; 7. THENCE SOUTH 00.32'15" EAST, A DISTANCE OF 503.48 FEET; 8. THENCE SOUTH 04006'12" WEST, A DISTANCE OF 260.82 FEET; 9. THENCE SOUTH 27"5T15" WEST, A DISTANCE OF 390.36 FEET; 10. THENCE SOUTH 49"32'25" WEST, A DISTANCE OF 1167.38 FEET; 11. THENCE SOUTH 39°16'24" WEST, A DISTANCE OF 361.62 FEET TO A POINT ON THE EAST LINE OF THE SOUTHEAST QUARTER OF SAID SECTION 31; THENCE SOUTH 01"2T35" EAST, ALONG SAID EAST LINE, A DISTANCE OF 38.01 FEET TO THE SOUTHEAST CORNER OF THE SOUTHEAST QUARTER OF SAID SECTION 31; THENCE SOUTH 89009'28" WEST, ALONG THE SOUTH LINE OF THE SOUTHEAST QUARTER OF SAID SECTION 31, A DISTANCE OF 2658.97 FEET TO THE POINT OF BEGINNING; SAID PARCEL CONTAINS AN AREA OF 44,347,263 SQUARE FEET OR 1018.07 ACRES, MORE OR LES Vice President State of Colorado ) Ss. County ofe�ra n� ) The foregoing instrument was acknowledged before me this -7 day of Qe.f• , 2005, by C. Clark Lipscomb as Vice President on behalf of Cornerstone Winter Park Holdings LLC, a Colorado limited liablilty company. WITNESS my hand and official seal MARY KAY'Al RAY NOTARY PUBLIC t Notary Ablic 0 STATE OF COLORADO r My commission expires: -%/11 lay Commission Exp rzs 0411112006 Frank Johns, also'iown as Frank J. Johns II, individually and as attorney-in-fact for Jeffrey R. Johns, William A. Johns, David M. Johns, Christopher Joseph Johns, Philip Alan Johns and Catherine Elaine Hazlitt State of Colorado j ss CR 005 _ ©12109 County of Gc 1A) The foregoing instrument was acknowledged before me this eZZ day of October, 2005, by Frank Johns, also kngwn,_a� Frank J. Johns II, individually and as attorney-in-fact fdr'JeVey R. ,K Johns, William A. Johns, David M. Johns, Christopher Joseph Johns, Philip Alan Johns and Catherine Elaine Hazlitt. WITNESS my hand and official seal IIIVY jeW #AIIA1 .A Notary Riblic 0 V I My commission expo ' ivlAi=,Y':.AYIIJRAY STATE OF COLORADO M1 My Commission Expires 04/11/2000 AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 STATE OF COLORADO ISS County of GRAND File for record th's day of aft i' A �{ o'clock M. Recorded in Book Page__ -- Fees $ In LEGAL DESCRIPTION SHEET 2 OF 11 LAND USE AND DEVELOPMENT NOTES 1. Land Use and Development Guidelines Land use and development standards have been identified as a planning guide based on the Grand Park PDD and the type, location, and extent of its land use as indicated in the plan. 2. Open Space Designated open space consists of areas like the portions of the Cozens and Elk Creek meadows; Leland Creek and other appropriate open space. Additional open space is required within each planning area (see Development Standards). Minimize development disturbance and maintain hydrologic performance of the east and west fork of Elk Creek. 3. Trails A designated public trail system, serving community and regional linkages will be provided. Trail construction will follow a least disturbance principle and be improved to serve the particular user(s). Private trails may be provided in some areas. Easements for the designated public trail system will be dedicated to the Town of Fraser for public use and maintenance. 4. Wildlife Conservation Man-made impacts on wildlife will be minimized: appropriate fence design and control of domestic animals are required. 5. Public Facilities Maintenance Parcels Planning Area 6w (4 acres) will be deeded to the Town of Fraser for the public purpose of a maintenance facility. One satellite storage facility of approximately one-third (.3) acre will also be deeded to the Town of Fraser for roadway maintenance needs in Grand Park. Recreation Site Five (5) acres will be deeded to the Town of Fraser for public purpose community recreation and/or open space. 6. Attainable Housing A broad range of housing for Fraser Valley employee's equivalent to 144 dwelling units will be provided over the development period of the project, pursuant to the approved Cornerstone Attainable Housing Plan. 7. Density Transfer Increasing and decreasing land use densities within and between Grand Park and East Mountain Planning Areas is allowed in the Rendezvous PDD. Density may be transferred to a reserve with a transfer application. Density may be transferred to a Planning Area up, to 30% of the density of the receiving Planning Area, without the requirement of a plan amendment, if sufficient roadway, water and sewer capacity are available. Transfer exceeding 30% of the density of the receiving area and/or a change of use may occur with a major plan amendment for the affected planning areas. 8. Golf Course The golf course shall meet the criteria of the Audubon Signature Bronze Program. 9. Water Supply and System Water systems meeting Town of Fraser, State of Colorado and other applicable requirements will be provided for domestic water supply. The water systems are the responsibility of the developer or district and will be conveyed to the appropriate entity as applicable. 10. Wastewater Collection Wastewater systems meeting appropriate sanitation district, State of Colorado and other applicable requirements will be provided for wastewater collection. The wastewater systems are the responsibility of the developer or District and will be conveyed to the Fraser Sanitation District or other appropriate entity as applicable. 11. Grading and Drainage Grading and drainage improvements are required to meet Town of Fraser and State of Colorado standards for erosion control and run-off. 12. Geologic Features Geological features will be investigated in sufficient detail by a qualified professional to meet Town of Fraser standards for design and construction of improvements. 13. Design Control Design Control at Grand Park is guided by a set of governance tools, which include Covenants, Conditions and Restrictions (CC&R's) and Design Guidelines. 14. Development Standards The development standards provide guidance for use, height, open space, and setbacks for projects within each planning area. Setbacks allowed in mixed use planning areas are subject to FPDP and Plat approval of the Town of Fraser - all applicable building code regulations apply in all cases. 15. Sign Guidelines A Signage Design Guideline may be submitted for Grand Park to the Town of Fraser for review based on its unique signage needs. 16. Planning Area Character Descriptions Descriptions for Grand Park planning areas are a reflection of the vision for the project based on the land use. The character descriptions are a guide and may change based on market conditions and other factors that may affect the land use mix, intensity, and design of the planning areas over the projected twenty-five year development period. Planning Area 1 Wa This area of 30.3 acres wraps the south end of Cozens Meadow, between US Highway 40 and the Old Victory Road. It is served from US 40, the Old Victory Road, and Grand Park Drive. It has trail access from the existing Meadow and planned Grand Park trails. The development is planned as a "main street' concept with buildings addressing street frontages, pedestrian linkages and accessible parking. The Cozens Meadow will remain as open space and a recreation amenity. Architecture will draw from alpine ranch and 1800c. townscapes with a pattern of retail on the ground floor of buildings and office/residential above in 2 - 6 floor volumes. Traditional window patterns, arcades and boardwalks; simple roof forms that include dormers and gable ends; and a variety of building forms, as was the tradition in towns and ranches will be encouraged. Planning Area 1Wb Planning Area 1 Wb is approximately 5.9 acres located south of the Old Victory Road, abutting the Town of Winter Park and Kings Crossing Rd. The planning and architecture will draw from alpine ranch and townscape themes compatible with 1 Wa. Planning Area 2W Planning Area 2W comprises 33.8 acres on an upland on the west side of Cozens Meadow. The area is adjacent the railroad - served by the Old Victory Road and Grand Park trail system. This area has views of the Meadow and the Divide. A series of ponds and wetland related landscape may be utilized to transition to the pasture condition of the Meadow. The architecture will draw from traditional forms and materials of lodges and residential neighborhoods. Planning Area 3Wa 3Wa includes approximately 8.2 acres in a wooded peninsula bounded by the railroad, Elk Creek, a 5 -acre in -holding parcel zoned Accommodations and the Old Victory Road on the east. Site considerations for cluster housing on this knoll should include the Elk Creek drainage and buffering the railroad. Planning Area 3Wb Approximately 11.8 acres, 3Wb is located on the edge of the meadow adjacent the Old Victory Road. Site considerations for housing will include its relationship to the Cozens Meadow, views and the Old Victory Road. Planning Area 3Wc Planning Area 3Wc, approximately 12 acres, is located between US 40, the Old Victory Road and the Cozens Meadow. This mixed-use area will draw on some of the same themes of Planning Area 1 Wa with pedestrian linkages and accessible parking. Planning Area 4W 4W is approximately 11.2 acres situated along the Old Victory Road, south of the Fraser Valley Center, adjacent the 5 -acre in holding parcel and adjoining the Elk Creek meadow. Planned for commercial site planning considerations include its relationship to the Old Victory Road. Planning Area 5W This planning area consists of 17.1 acres between the Union Pacific Railroad and Elk Creek Meadow. Site planning considerations for this residential neighborhood will include its relationship to the Elk Creek Meadow, buffering the railroad and the commercial planned in 4W. Planning Area 6W 6W is approximately 4.0 acres located between County Road 72, the Fraser Cemetery, and the Union Pacific Railroad; adjacent a secondary entrance to Grand Park. This parcel is to be deeded to the Town of Fraser for the public purpose of a maintenance facility. Site planning considerations include buffering the Fraser Cemetery, the project entrance and Co. Rd. 72. Planning Area 7W 7W has approximately 37.4 acres along the western boundary, adjoining Grand Park Drive and the 6th Fairway. Site planning considerations will include its relationship to Grand Park Drive, the planned 6th Fairway, the trail system, and sloping terrain. Planning Area 8Wa This area has 58.2 acres along Grand Park Drive above the planned 9th and 10th Fairways. Site planning considerations include its relationship to Grand Park Drive, the planned 9th and 10th Fairways, its orientation and sloping terrain. Planning Area 8Wb This area has 9.0 acres along the railroad adjacent the planned 10th and 11th Fairways. Site considerations include the railroad and the planned 10th and 11th Fairways. Planning Area 9W 9W includes 23.8 acres on a hill surrounded by open space including the planned 10th and 11th Fairways; the railroad and Planning Area 10W. The clubhouse is planned for this enclave, overlooking the practice range, 10th, 1st, 9th and 18th fairways. The architecture will draw from the rustic forms and materials of the great lodges. Planning Area 10W 10W includes 40.8 acres on a hill surrounded by open space including the planned 10th, 11th, 12th and 13th Fairways, railroad and Planning Area 9W. This area is near Leland Creek and Grand Park Drive adjacent Planning Area 9W. The architecture will draw from the rustic forms and materials of the great lodges. Planning Area 11W This area has 16.1 acres near the planned clubhouse overlooking the golf complex. It is a good location for lodging, residential resort recreation uses. Planning Area 12W This area has 26.5 acres along Grand Park Drive overlooking the planned golf complex. Site design will include consideration of pathways and four season use patterns. Planning Area 13Wa This area has 21.7 acres along Grand Park Drive, above the planned 6th Fairway. Site planning considerations will include the 6th Fairway, its orientation and sloping terrain. Planning Area 13Wb This area has 37.7 acres along the western edge of the project surrounded by the 3rd, 4th, 5th, 6th 7th and 8th Fairways. Site planning considerations include the planned golf, its orientation and sloping terrain. Planning Area 14W This area has 72.1 acres along Road B and C above the planned golf course. Site planning considerations will include the planned 2nd, 4th Fairways, and terrain. Planning Area 15W This area has 26.4 acres off of Road B adjoining open space and the planned 3rd and 4th Fairways. Site planning considerations will include lotting patterns, orientation to the planned golf course, Road B and sloping terrain. Planning Area 16W This area has 92.0 acres inside of the Road B loop. Site planning considerations will include lot siting, Road B, orientation and sloping terrain. Planning Area 17W This area has 121.8 acres along Road B. Site planning considerations will include lot siting, Road B, its orientation and sloping terrain. Planning Area 18W This area has 24.2 acres along Road B above Leland Creek. Site considerations will include Road B, its orientation and sloping terrain. Planning Area 19W This area has 47.4 acres along Road B above the planned 17th Fairway. Site planning considerations include Road B, the 17th Fairway, its orientation and sloping terrain. Planning Area 20W This area has 40 acres south of Grand Park Drive adjoining the planned 14th, 15th, 16th and 17th Fairways. Planning considerations include the provision of open space in the adjoining forest for wildlife. Planning Area 21W This area has 13.4 acres along Grand Park Drive and planned 14th and 17th Fairways. Site planning considerations include Grand Park Drive, its orientation and golf. Planning Area 23W Planning Area 23W includes approximately 468.1 acres of open space and development including the planned golf course, Cozens Meadow, Elk Creek Meadow, and Leland Creek. nt=\/1=1 nPMFNT STAKjnARnq Planning Area Land Use Open Space Height Front Yard Side Yard Rear Yard 1 Wa mixed-use 10% 55-75' 0' 0' 0' 1 Wb Attached 15% 45' 10' 6' 10' 2W mixed-use 10% 75' 0' 0' 0' 3Wa Attached 10% 45' 10' 6' 10' 3Wb att/detach 10% 45735' 10' 6' 10' 3Wc mixed-use 10% 45' 0' 0' 10' 4W mixed-use 10% 45' 10' 6' 10' 5W att/detach 10%/15% 45735' 10' 6' 10' 6W Facilities 15% 45' 20' 6' 10' 7W att/detach 15% 45735' 101/15' 6'/6' 10'/10' 8Wa att/detach 15% 45735' 10715' 676' 101/10' 8Wb Attached 15% 45' 10' 6' 10' 9W mixed-use 15% 50' 20' 0' 10' 10W mixed-use 15% 50' 20' 0' 10' 11 W att/detach 10%/15% 45735' 10" 6' 10' 12W attached 15% 45' 10' 6' 10' 13Wa detached 15% 35' 15' 10' 10' 13Wb detached 15% 35' 15' 10' 10' 14W detached 15% 35' 15' 10' 10' 15W detached 15% 35' 15' 15' 10' 16W detached 15% 35' 15' 15' 10' 17W detached 15% 35' 15' 15' 10' 18W detached 15% 35' 15' 10' 10' 19W att/detach 15% 45735' 10715' 6' 10' 20W att/detach 15% 45735' 10' 6' 10' 21W att/detach 15% 45735' 10' 6' 10' 23W facilities n/a 50' 15' 15' 10' Notes 1. Setbacks allowed in mixed use planning areas are subject to FPDP and plat approval of the Town of Fraser; all applicable building code regulations apply. 2. 1 Wa -10' improvement and 0' building setback from US 40; pocket park 3. 2W - 15' improvement and 20' building setback from Old Victory Road 4. 3Wc - 20' improvement and 20' building setback from US 40 5. 4W - 20' improvement and 20' building setback from Old Victory Road 15W (35' HT) GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN EX FRA RJ MNMENANLE MI4tt (45' HT) A PART OF SECTIONS 20, 287 2% 303 31,32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO 5W (45/35- F 3Wb 3Wa (45' HT) 8Wa (45'35' Hn (W Hn 2W (75' HT) 9W (50' HT) (55' HT) mmP POND O `a 10W V (as Hn l SWb HT) O•0/)/ �j 45' 1P)JH 0 Nwcs cnosswc (45' HT) 13Wa Q (35' HTj D O 17W (35' HT) 14W (35' HT) 16W (35' HT) 19W (4535' HT) 18W (35' HT) 20W (45'35' HT) DEVELOPMENT STANDARDS LOCATION MAP aoos-(01a�oy AN AMENDMENT TO THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 NORTH STATE OF COLORADO }SS County of GRAND f Filed Jor record thi day of at y�o'clock M. Recorded in Book Page_ SARA L. ROSEI E Deputy Fees S / LAND USE & DEVELOPMENT NOTES SHEET 3 OF 11 19 o, iI--I FOREST MEADOW INGRESS ND o I SOLAR COMMUNISBOTY a � U (BL 242 P0. 974) 442 PG 90» 80' R0.W. SEE NOSE 12 9. �\ -� 20'ZIESS Ara EGRESS ESNf. „Ems' 122) :( IN K 442 4-442 �• &9U170p0tY1,ty)Eq/(f of \� (c FRASER CEMETERYI i JOHNS OUTRIGHT 2G EXEMPTION TI' EASEIA REC. No. 9800396 coiwWAlgRs FRASER CEMETERY l� `l� `! N �Y�Ez � > 'r ��lac _ o l� V n: / i (/' �� m'xl/ ASSOC.1,/i / .I , /i .v </ ��. ,(9K'za4A- /� �1QS-COUNICAMkl REC. No. 98003968 W �.�� 199 m �: v" COIWUNIGIDN _ A WU TAI CHUAN & SHENG LING�FASOT (aC 97. M524) 244. PG -111) POLE UP M 9E ON Ew SM 30 a rte, r fs' '01.1 V�/ . /.; q ` /_rr [_ PAPIX BYERS PEAK RANCH II LTD PARTNERSHIP / JOHNS–FRASER, j- /, 30 _---_ — —__--------- _. %i /�� JEFFREY R JOHNS ET. ��' /j / tt ��/�'//:� ��r� L�' ✓ �l//� / - /i////// /i ' / // ' q�pP 4�F3�t� /l_ x,q/ /0/ •, iiiiijiis //.//;/ .,';✓ /��il � .' / j /�,/�I� ,'�\ V� I //•� is %i'.�� ,✓' ///\�/��i II ✓� '1: /, ../ ///j \ \ I'llll'% // /� >� //...: WAT �/� BARD,,i/ ! I '., 1 -''l✓�;ir'� li' � I P%� .''%\i- / '/ 1 r ; %� i/�-. ,�II� ,.jr'/,r/� 1: //11 r/ i\Sl%�j j /yS/ � %Yi/r� �% �� /rj�/// // /.//✓_,^..� //��✓ I!i � i S�,//r �,�� Vi/nr//N/�//��/ri1./,'/::I r/ ��%i/�I////i ,.... ,,, ._.rte/„ „_-./..� .:. .%::•///'.N��/�i./��l�i�//G ri//n _toi:..r� / I I �, ANNE COLEMAN I � I1 ' I BULKLEY / / l \ -------------- ---------------- ANNE COLEMAN VAta ° \STONE BULKLEY, fsGkL.��'� r ,;. �j/ II, APXHO– IONALFFO ESTE— f RENDEZVOUS �11EIlif LS �_ i� �� COZENS PqN�� '_MUSEUMI�1—_\ I— / f7/'l i` / C SITZMARK SUBDIVISION `\� •/``\ ,:' ://%/// SUED 610N\ — `1 C� KINGS CG�G ROAD (COUNTYROAD7I) C/RUN.%OF WINTER PARK 5UyD)jSION FILING 3 (RECD 0. 97011560) /j ,fRU0bF WINTER PARK SUBDI_V_LSION FILING 2 'REC.-NO. 96006763) —J ----------- RUNT F WINTER PARK SUBION FILING 1 ' E�NO. 94013235) VA EZ VILLAGE RE .itJ0. 180485 JE TIMBERS SUBDIVISION (REC. NO. 140404) IXISTING SHED 0, (1I l PROPERTY LINE HIDEAWAY PINES GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 28, 297 30, 31, 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO LEGEND CONIFEROUS TREE VEGETATION PRIMARY DRAINAGES SCENIC VIEWS 30% OR GREATER SLOPES coos-oia`►.o�i STATE OF COLORADO }SS 0 300 600 1200 County of GRAND r /W 0f/(bvuN COND INIUMS Filed for record this day of VIE AY LLAGE ILING NO. THREE at o'clock M. 121126 / Recorded in Book Page_ SA AL. OSENE EA/AY VLLAG FILING No. TWO NORTH SCALE: 1"=600'-O" RE 111832 Deputy Fees $�_ 148 AN AMENDMENT OF THE RENDEZVOUS 2003 PLANNED I DEVELOPMENT DISTRICT PLAN SITE ANALYSIS DATE: JUNE 16, 2005 SHEET 4 OF 11 GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN LOCATED IN SECTIONS 20, 28, 2% 30, 317 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO Planning Area Approved PDDP Planning Area Acreage Proposed PDDP Planning Area Acreage Approved PDDP Residential Units Proposed PDDP Residential Units Approved PDDP Lodging Units Proposed PDDP Lodging Units Approved PDDP Commercial Sq. Ft. Proposed PDDP Commercial Sq. Ft. detached attached detached attached 1Wa 33.6 30.3 230 230 300 300 150,000 140,000 1Wb 4.3 5.9 40 40 2W 25.1 33.8 250 150 100 278 278 100,000 30,000 Ma 11.2 8.2 110 95 3Wb 5.4 11.8 80 50 30 3Wc 11.7 12.0 60 60 30,000 70,000 4W 8.5 11.2 1 100 1 100 65,800 105,800 5W 16.9 17.1 100 70 30 6W 4.0 4.0 7W 88.8 37.4 45 225 50 ,90 8W 50.1 n/a 63 75 public site public site 8Wa n/a 58.2 83 110 8Wb n/a 9.0 40 9W 45.5 23.8 153 33 1 73 10W 42.6 40.8 118 40 134 11W 9.7 16.1 10 24 10 31 200 200 20,000 20,000 12W 15.6 26.5 92 92 350 350 30,000 30,000 13W 31.1 n/a 50 150 50 13Wa n/a 21.7 40 100 13Wb n/a 37.7 40 14W 49.6 72.1 117 117 15W* 26.1 26.4 12 12 16W* 102.5 92.0 90 90 17W* 120.0 121.8 72 120 18W n/a 24.2 61 18Wa 23.2 n/a 14 18Wb 42.1 n/a 47 19W 35.9 47.4 86 93 40 70 20W 12.5 40.0 57 26 56 21W 23.6 13.4 50 20 30 21 Wa n/a n/a 21Wb n/a n/a 22W 80.1 n/a 80 subtotal 919.7 842.8 1 686.0 1857.0 1052 1 1411 23W 466.8 468.1 TOTAL 1386.5 1310.9 1 2543.0 2463.0 1278 1278 395,800 395,800 - - - - APPROVED PDDP PROPOSED PDDP coos -o 1 Z109 NORTH 0 300 600 1200 SCALE: 1"=600'-O" AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 STATE OF COLORADO }SS County of GRAND J Filed or record this day of at �� o'cloc _M. Recorded in Book Page_ 4%S7/9dAAR PLANNING AREA COMPARISON SHEET 5 OF 11 FACILITY CEMETARY - TUBING HILL OP�2 II, II III JOHNS DRIVE ELK II 3Wc ' 4 1I 114V-1 2 ac/i i 12.0 ac ^l\ 11 Fc,L �11 A 7C �� 11 3Wa 1 / wNS R // vanoW l / l/ 18:2 ai- 2W 33.8 ac u ''o -// 9w 23.8 ac J� 10W f � 40.8 ac ,a' II r , �- IIID6.1 ac i 1 / 37-7ac// 12w%,l �OI woe �j✓ 13Wa ;o \ I /�IIN� -284a ,lw, /72.1 ac/ - i • ill/lll��l��r�l//1111 - - ` �� /� I1 I /j , i I , 20w40.0 c v/��III �I�IIIII II IlyS I //rte �� Z,/- /// /l/l� I"� �; I�/ I I `,6 16w� /,92.0 ac \J/�/%� \\� I mawv -24.2,a ,; I� �� , ��\\'� l� (x �� l „*/lJWV /////1 >) l i��l//�i��/� 5 8210:03 W� J�' 1111��,IL� N59 ac � .. f - SITE DATA CHART GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 28, 29, 307 317 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO Planning Area Avg. Density Approx. Acres % Total Area Residential Lodging Units Commercial Sq. Ft. CLUBHOUSE SITE PROPOSED MAINTENANCE Fi detached attached 1Wa 7.6 30.3 2.3% 230 300 140,000 1Wb 6.8 5.9 0.5% 40 2W 7.6 33.8 2.6% 150 100 278 30,000 Ma 13.1 8.2 0.6% 95 3W b 4.7 11.8 0.9% 50 30 3Wc 5.2 12.0 0.9% 60 70,000 4W 9.3 11.2 0.9% 100 105,800 5W 4.5 17.1 1.3% 70 30 6W 0.0 4.0 0.3% public site 7W 8.1 37.4 2.9% 50 90 8Wa 2.0 58.2 4.4% 83 110 8Wb 2.2 9.0 0.7% 40 9W 4.7 23.8 1.8% 33 73 200 20,000 10W 4.7 40.8 3.1% 40 134 350 30,000 11W 2.6 16.1 1.2% 10 31 50 12W 3.5 26.5 2.0% 92 100 13Wa 1.4 21.7 1.7% 40 13W b 0.6 37.7 2.9% 40 14W 1.6 72.1 5.5% 117 15W* 0.5 26.4 2.0% 12 16W* 1.0 92.0 7.0% 90 17W* 0.6 121.8 9.3% 120 18W 2.5 24.2 1.8% 61 19W 3.1 47.4 3.6% 40 70 20W 2.1 40.0 3.1% 26 56 21W 5.1 13.4 1.0% 20 30 subtotal 3.0 842.8 64.3% 1052 1411 23W 468.1 35.7% TOTAL 1310.9 100.0% 2463 1278 ' DENSITIES MAY BE ADJUSTED DEPENDENT UPON PROVISION OF CENTRAL SERVICES 0 NORTH LEGEND RESIDENTIAL MIXED USE OPEN SPACE/ GOLF COURSE CLUBHOUSE SITE PROPOSED MAINTENANCE Fi ' ROADWAYS MAJOR DRAINAGES REGIONAL TRAIL COMMUNITY TRAIL .... ON -ROAD TRAIL 0 300 600 1200 SCALE: 1 "=600'-0" 395 800 AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN 200Svp D I 0 9 DATE: JUNE 16, 20Q5 STATE OF COLORADO County of GRAND }SS File or r cord thi_ day of at O'clocl4yM. Recorded in Book Page,_ ARA 4ROS E xkiO�d Fees $ Deputy � LAND USE PLAN SHEET 6 OF 11 L 5 89'10103' W i (Basis of Bearings) LEGEND GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 28,295 307 317 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO PROPOSED SANITARY SEWER WITH MANHOLE _ = PROPOSED ROADWAY 2W DEVELOPMENT PARCEL DESIGNATION — GRAND PARK BOUNDARY — EXISTING SANITARY SEWER WITH MANHOLE NOTES: 1. THIS PLAN SHOWS THE MAIN SEWER LINES FOR THE ENTIRE DEVELOPMENT. MAIN SEWER LINES ARE: A. SEWERS REQUIRED OUTSIDE OF DEVELOPMENT AREAS B. SEWERS THAT CONVEY SEWAGE FROM MORE THAN ONE DEVELOPMENT AREA. 2. IF DEVELOPMENT PARCELS, 16W, 17W AND 15W ARE NOT SERVED BY SEWER THEN THE MINIMUM LOT SIZE IS 2 ACRES. 3. THE SEWER SYSTEM WILL BE DESIGNED AND CONSTRUCTED ON A PHASED BASIS IN ORDER TO UTILIZE EXISTING FACILITIES WHERE AVAILABLE AND TO PROVIDE FACILITIES CAPABLE OF HANDLING ULTIMATE CAPACITY AS REQUIRED. Qo0smoloo,olog NORTH 0 300 600 1200 SCALE: 1 "=600'-0" AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 STATE OF COLORADO 1 SS County of GRAND j Filedr record thi � day of 45 at q ocock M. Recorded in Book - Page_ ARA L. RO'rN Deputy Fees ®Meurer & ASSOCIATES ENGINEER Meurer & Associates 143 Union Blvd Suite 600 Lakewood, Colorado 80228 (303) 985-3636 PRELIMINARY SEWER MASTER PLAN SHEET 7 OF 11 I .P I I I II II I I I ELK 4W 3VA 11.2 ac 12.0 < A1� o CEMETARY T HILLLG- 3Wb 11.8 ac � I I — 175 kC 82pa —\\ 6-- 4.Oa BLUE ZONE TANK FF 8795 \ C� 1 YELLZONE„I — 8Wb \ \ 1 2W OW ONE i 71Y - 9.o ac \\` 33.8 ac �\ 37.4 c \ V 8Wa ��— � l \ �.„ 1Wa 582ac —=a I A \ �� 301 - o / W \-- � ° �/ 2Bac W �� j / low o �J 0 1 40.8 ate103) r I13Wb � \\ / 16.1 ac 37.7 a� I - Y LOW T Kge aO c I P. ' / F 8975 I � / I � / v 2i7�ac REP INZONE /�\ / \ 05 I T TION , 2 I @)/' 21W I J 13.4 ac I I 15W //72ac I 26.4 ac / I 04/ / i 0 20W 19W 1 s 40.0 a q / 47.4 af RED Z o P / STAT ON / GREEN ZONE TANK I ,6 \ 1 fiW FF 9195.5 \\ 92.0 ac I � I I i i I I ( I 18W / / I 24.2 ac '\ I / 121.8 ac 1 4�v�ti I �'4/ w��o I I / A& �/ 4 PURPLt ZONE /J / RED ZONE TANK STA TON I I FF 9415.5 L �_ _ _ — _ _ _f / s gioc�.——_—_J / I / (Basis of B �a rings) / / \ / If / YELLOW ZONE GREEN ZONE GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 28, 29,305 315 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO LEGEND • PROPOSED STORAGE TANK PROPOSED PUMP STATION PRV VALVE BLUE ZONE WATERLINE —� YELLOW ZONE WATER LINE GREEN ZONE WATER LINE ■ RED ZONE WATER LINE — — — — — PRESSURE ZONE BOUNDARY c005600120109 0 300 600 1200 NORTH SCALE: 1"=600'-0" STATE OF COLORADO County of GRAND }SS Filed fo record t 's 9 day of At ; A o'clock -Em. Recorded in Book Page ARA L RO `ENE Deputy Fms.. ®Meurer & ASSOCIATES ENGINEER Meurer & Associates 143 Union Blvd Suite 600 Lakewood, Colorado 80228 (303) 985-3636 AN AMENDMENT OF THE RENDEzVOUS 2003 PRELIMINARY PLANNED DEVELOPMENT DISTRICT PLAN WATER DATE: JUNE 16, 2005 MASTER PLAN SHEET 8 OF 11 N U \ EXFRASER Ii MAINTENANCE II ' FACILITY II W11"111 � I \L yI ) ( I((0 � IIII Ir J L III II \l (/ ,♦ v � 3010160 ° \A�\;` //)I�\/ ) // 1\ 0 '�/ / III\II \I \\ / / 0 I O/ / rd10 �� 9�( 6.3% �0\ I I / �/ ,'� __�_� /�/ /J, ,\ \ / �/ / / // /� � I 1 `\ •�\ �/ / / I / I I rte` — i I 1 \ 5'0 I It I KINGS CROSSING RD. GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 287 29, 30, 31, 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO GRADING NOTES 1. FINAL ROADWAY DESIGN INCLUDING STREET STANDARDS AND GRADES AS DEPICTED ON THE PLAN ARE SUBJECT TO FINAL REVIEW AND APPROVAL. o'2ooso I al oq NORTH 0 300 600 1200 SCALE: 1"=600'-O" AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 4 STATE OF COLORADO ISS County of GRAND Filed jor record thi__ day of at�_o'clock M. Recorded in Book----Page— Fees ook Page_. Fees $ PRELIMINARY GRADING PLAN SHEET 9 OF 11 ELK CREEK 4W 3Wc �\ II 11,2'ac 12.0 ac 1 EX ERASER 11 MAINTENANCE fl //\� ;;•: iS H-3 / FaauTv CEMETARY 1 J inl '� I •.• i ACRES \ TUBING \ -� HILL \7 l lu✓/� /n� \ 1 I (r— `. '� ., UJ 3W8 � 5111.8 ac 7.1 C I �Y d � 3Wa8.5 82ac ACRES I sw 4.0 ac V y� 21.7 qr ACRESit 37. a� �� I .� GREs ♦ 33.8 ac X11 � o - � 1 lWa 30 p 41 -\ �// .•.../ /�/ // r-8 --/ '/ 1O % r ' \ �� \ \ , , 1 I O�\ I l I I i cam- Jn.9 aC — KfNGS CROSSING 13Wb i { \ /16.1 ac s 37.7aA 7 c (� 12W' I Ra e� I 04/ J \ e \ LELAND CREEK SUBDIVISION E09 ` �,� A-5 14\ "`ALRI-NE TIMBERS SUBDIVISION ACRES 21 ACRES \ 119.4 AC 26.4 ac gy 16w I / ( ,� "ao�a�o A / e 1 A 47.4 aGACRES� son ELK RUN OF WINTER PARK 74.4 ACRES / 16 •� __ / / �l L Z \� \� �s i 92_Q -a/ _) '_ \ / / \ ACRES 67.3 j�-.73 am _ w 24.3 33.2 C ACRES ` \ 56.8 ACRES \ 'I IACRES ' ' I 24.2 acc \ 1 I //48 S J� \ \ A—� I � ) 1 I � // � ACRES _/ J \ � Jr° i� /�/ /✓ / ACRES e i:i / ♦ / / \ //d A 00 ' os -f ' 2°4.2 ARAPAHO NATIONAL FOREST ACRES ' GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 283 292 30,315 32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO DRAINAGE NOTES 1. GENERAL HISTORIC DRAINAGE PATTERNS WILL BE MAINTAINED POST DEVELOPMENT, WITH THE MAJORITY OF THE STORM WATER RUNOFF FLOWING TO LELAND AND ELK CREEK, AND EVENTUALLY TO THE FRASER RIVER. 2. INCREASED STORM RUNOFF CAUSED BY DEVELOPMENT WILL BE DETAINED IN DETENTION / WATER QUALITY PONDS AND RELEASED AT OR BELOW HISTORIC RATES. 3. DRAINAGE FACILITIES WILL BE DESIGNED AND CONSTRUCTED IN CONJUNCTION WITH THE DEVELOPMENT OF EACH OF THE PLANNING AREAS. 4. THE DETENTION PONDS SHOWN IN PLANNING AREAS 2W AND 23W MAY ALSO BE CONSTRUCTED TO PROVIDE WATER AUGMENTATION STORAGE. LEGEND e95o—� EXISTING CONTOUR BASIN BOUNDARY PARCELBOUNDARY EXISTING CULVERT BASIN INFORMATION a ACRES A = SUB -BASIN DESIGNATION B = SUB -BASIN AREA PROPOSED DETENTION POND boos-oiP-1e4 r'N Carroll & Lange = Professional Engineers & Land Surveyors \, Cooper Creek Way, Suite 328 Winter Park, Colorado 80482-3345 32345 (970) 726-8100 0 300 600 1200 NORTH SCALE: 1"=600'-O" AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 STATE OF COLORADO }SS County of GRAND f Filed r r cord this day of at o'cloc M. Recorded in Book Page_ ARA .RO NE / Deputy Rees glit- -- CONCEPTUAL DRAINAGE PLAN SHEET 10 OF 11 KINGS CROSSING RD. TYPICAL ROADWAY CRITERIA GRAND PARK PLANNED DEVELOPMENT DISTRICT PLAN A PART OF SECTIONS 20, 28, 29, 30, 31,32 TOWNSHIP 1 SOUTH, RANGE 75 WEST OF THE 6TH PM COUNTY OF GRAND, STATE OF COLORADO ROADWAY NOTES 1. Roadway Facility Guidelines Right of way and roadway standards have been designated as a planning guide based on the Grand Park PDD land use, roadway classification and laneage for local, collector, and arterial roadways. 2. Intersection Criteria Intersection and auxiliary lane criteria are identified for Grand Park in the Rendezvous Traffic Impact Analysis. 3. Roadway Design Criteria Site, environmental and geological constraints; development standards; construction techniques; and materials will be considered in the development of roadway layouts and construction documents. 4. Final Roadway Design Approval The Town of Fraser will grant final right of way, intersection and roadway approval at the time of roadway design review. 5. Signalized Intersections Signalized intersections conforming to the Rendezvous PDD and to the 1986 Fraser/Minter Park Roadway Network Plan have been identified along US 40 in the Grand Park PDD. 6. Railroad Grade Separated Crossings (GSC) Based on the Grand Park PDD, a vehicular/pedestrian GSC is planned in the vicinity of Leland Creek connecting with Grand Park Drive, the Old Victory Road, and the King's Crossing Road extension. The Leland Creek GSC serves regional traffic and safety needs. 7. Grand Park Secondary Access A secondary access point will be made on County Road 72. Grand County and other parties under its regulatory control will participate in improving County Road 72 to an acceptable standard. 8. Old Victory Road Connection Provision will be made for permanent public roadway and trail access between County Road 72 and the Old Victory Road. 9. South Connector Sufficient right of way will be provided on Grand Park Drive and Road B to allow for future transportation facility improvements as they become applicable, including a potential connection south, linking to the DWB parcel, and an alternate access to the potential expansion of Winter Park Resort. Benefiting parties, other than Grand Park, including the Town of Winter Park, Winter Park Recreation Association, Intrawest, the Denver Water Board, Grand County and others will fund improvements that become necessary beyond the base roadway facility. 10.Transit It is intended that a community -wide transit will serve Grand Park on its street network. The Developer will cooperate with the Town of Fraser in the identification of future alternative transit corridors. ROADWAYS GRAVEL RIGHT-OF-WAY PAVEMENT ADJACENT ROADWAY SHOULDER WIDTH LANE WIDTH TRAIL WIDTH GRAND PARK DR 80' (2) 12' 4' 8' ROAD B 60' (2) 12' 6' N/A ROAD D 60' (2 )121 6' 8' OLD VICTORY RD 80' (2 )121 6' 8' NORTH aoos-m Miloq 0 300 600 1200 SCALE: 1 "=600'-0" AN AMENDMENT OF THE RENDEzVOUS 2003 PLANNED DEVELOPMENT DISTRICT PLAN DATE: JUNE 16, 2005 STATE OF COLOLIADO }SS County ofGRAND f Filed or record this day of at o'clock M. Recorded in Book Page_ � ro Deputy ROADWAY MASTER PLAN SHEET 11 OF 11 Ic;I 1 06W[11110'. DATE: Wednesday, January 30, 2008 MEETING: Planning Commission Special Meeting PLACE: Town Hall Board Room PRESENT Commission: Commissioners: Chair -Steve Sumrall, Mayor Fran Cook, Vesta Shapiro, Peggy Smith, Katie Soles, Phillip Naill, and Scott Brent. Staff: Town Planner Catherine Trotter, Town Clerk Lu Berger Others: See Attached Chairperson Sumrall called the meeting to order at 6:35 p.m. 1. 2. 3. 4. Roll Call Approval of December 12, 2007 meeting minutes. Mayor Cook moved, and Comm. Shapiro seconded the motion to approve the minutes. Motion carried: 6-0. Open Forum a) Business not on the agenda. Public Hearings and Action Items a) Cozens Meadow Townhomes - CONTINUED PH Comm. Smith moved, and Mayor Cook seconded the motion to open the public hearing on Cozens Meadow Townhomes. Motion carried: 6-0. Public hearing moved to January 30, 2008 per a request by the developer. The applicant is proposing to subdivide Tract D from the original Cozen Meadow subdivision into a total of 12 townhome units. The final drainage report for the overall Cozens Meadow at Grand Park subdivision included this Tract D. The 2005 PDD (Planned Development District) allows up to 30 attached units within Planning Area 3Wb. The development standards per the PDD require 10% open space, and the following setbacks: Front 10' Side 6' Rear 10' The attached structures can be up to 45' in height. The PC recommended approval of the preliminary plat and the FPDP with the following conditions in August 2007: 1. FPDP Sheet 1 of 5 refers to transferring unused density to other planning areas in GP. The applicant needs to specify which planning area, or have the unused density go to a reserve, similar to the Cozens Pointe FPDP. Done. 2. Setbacks and snow storage need to be added to plat. Done. 3. Utility easements to be approved by Mountain Parks Electric. Pending. 4. The applicant should clarify lots vs, units on the plat. Lots. 5. All documents to be approved by the Town Engineer. 6. All documents to be approved by the Town Attorney. 7. Requested the number of trash dumpsters and their locations be increased. The applicant re -located the dumpster to a more centralized location. 8. Requested investigating a connection from the street to the Old Victory Road trail. A connection has been made. 9. Investigate snow & water shed onto the walkway into the units was discussed. Requested the architect take that into consideration for the final drawings. The architect has assured the applicant that the snow shedding will not impact the walkway. Motion carried: 6-0. The engineers for both teams met in early November to discuss pressure and fire flows at Cozens Meadow Town Homes. Based on a memo that we received from Brown & Caldwell, that Grand Park is intending to move forward with design and construction documents for the connection of the Yellow Zone Tank to service the Cozens Meadow Townhomes project. The construction documents for the interconnect to the Yellow Zone tank will need to be approved in conjunction with the final plat and included In the Subdivision Improvement Agreement for the Cozens Meadow Townhomes development. The Town of Fraser received these construction documents on Wednesday, January 23, 2008. These documents are currently being reviewed currently by Town Engineer, Jim Swanson. Chris Burkmeyer addressed the commission in regards to the location of the PRV. Fire flow requirements were discussed. Comm.. Shapiro moved, and Comm. Smith seconded the motion to close the public hearing on Cozens Meadow Townhomes. Motion carried: 6-0. Comm. Brent moved, and Mayor Cook seconded the motion to approve the Cozens Meadow Townhomes Final Plat with the following conditions 1. Additional water engineering analysis and hydraulic modeling scenarios shall be performed by Brown and Caldwell (Fraser water engineer consultants). Said engineering firm shall review and recommend approval of all final construction documents related to the connection of the two currently separate water systems operated by the Town of Fraser and confirm fire flow compliance in accordance with EGFPD. 2. Utility easements to be approved by Mountain Parks Electric. 3. Add sidewalks and trail to plat note #6 as a permitted use in Tract A. 4. Applicant shall submit landscape plan, SIA with revised cost estimates (including all costs associated with the connection of the two water systems), and covenants for the project. 5. All documents to be approved by the Town Attorney. 6. All documents to be approved by the Town Engineer. 7. The Final Plan should match the layout of the Final Plat. Motion carried: 6-0 b) Preliminary Plat - The Village at Grand Park - Filing 2 Grand Park PDD Final Plan/Development Permit The Village at Grand Park Planning Area 1 Wa. l and 1 Wa. 2 Mayor Cook moved, and Comm. Soles seconded the motion to open the public hearing Preliminary Plat - The Village at Grand Park - Filing 2 Grand Park PDD Final Plan/Development Permit The Village at Grand Park Planning Area 1Wa.1 and 1 Wa.2 concurrently. Motion carried: 6-0. TP Trotter gave proof of publication. TP Trotter gave the commissioners an overview of the project, referencing the documents in their packets. As of this date, no response to Dennis Soles, Fire Prevention Officers, comments have been received from the applicant. TP Trotter updated the Commission on the Development Permit request being pulled at this time. This is due to issues arising with the location of the future Rec Center. Gage Davis has prepared a response letter to our concerns. The location of Grand Park Drive is now back at the original location per the Grand Park PDD. This is indicated on the attached Final Plan, but NOT the preliminary plat. A discussion of implementing a landscape buffer between parking and the trail was discussed. Comm. Shapiro moved, and Comm. Brent seconded the motion to close the public hearing on Preliminary Plat - The Village at Grand Park - Filing 2 Grand Park PDD Final Plan/Development Permit The Village at Grand Park Planning Area 1Wa.l and 1 Wa.2. Motion carried: 6-0. Comm. Brent moved, and Comm. Smith seconded the motion to approve Preliminary Plat - The Village at Grand Park - Filing 2 Grand Park PDD Final Plan The Village at Grand Park Planning Area 1 Wa. l and 1 Wa.2 with the following conditions: 1. Additional water engineering analysis and hydraulic modeling scenarios shall be performed by Brown and Caldwell (Fraser water engineer consultants). Said engineering f rm shall review and recommend approval of all final construction documents. 2. Address comments from EGFPD. 3. The Village at GP Filing 1 shall be included in the Final Plan Amendment. 4. Final Plan note #7 (1/22/2008) in regard to commercial and residential entitlements shall be reviewed and approved by the Fraser Town Board. 5. The blocks shall be renamed as lots. 6. Plat note #8 (1/22/2008) in regard to designated areas of parking within the ROW shall be revised to address staff concerns. 7. Plat note #9 shall be deleted or modified to address Town Attorney concerns. 8. The last sentence in plat note # 11 shall be deleted. 9. Revise documents to omit any language associated with the development permit application. Applicant is processing a Final Plan at this time and shall process Development Permits for lots at a future date. 10. The alignment of Grand Park Drive shall be per the approved 2005 Grand Park PDD. 11. Staff shall review density transfer request. 12. The floodway limits and stream setbacks shall be added to the plat and final plan and applicant shall comply with ordinance #338 as it relates to the prevention of flood damage within the Town of Fraser. 13. Clarify site data table on plat. 14. Add a plat note which states that the details for exterior lighting shall be provided in conjunction with a Development Permit for each lot. Said lighting shall comply with the subdivision regulations and the business zone district regulations. 15. Applicant shall provide a traffic analysis to address the traffic impacts associated with the rec. center. 16. Address snow storage concerns. 17. Confirm that the access to block 7 meets the Town of Fraser Street and Roadway Minimum Design Criteria and Construction Standards. Address future connection to Grand Park Drive. 18. All documents to be approved by the Town Attorney. 19. All documents to be approved by the Town Engineer. 20. Address parking and trail buffer concerns at Development Permit stage. Motion carried: 6-0. 5. Staff Choice: TP Trotter recommended cancelling the February meeting. Next PC meeting will be March 26, 2008. Dave Jamison, currently processing the plat for Victoria Village. 6. Commissioners' Choice Chair Sumrall: None Mayor Cook: None Comm. Smith: None Comm. Brent: Conoco development permit, concerned with the parking. Comm. Shapiro: None Comm. Naill: Questioned the Planning Commission's ability to enforce violations. Comm. Soles: Interested in the Land Use Conference in March. Comm. Shapiro moved, and Comm. Smith seconded the motion to adjourn. Motion carried: 5-0. Meeting adjourned at 8:0 m. rSEAL Town Clerk, Lu Berger ZN4;1= ! ,1 i ! 1' DATE: Wednesday, April 23, 2008 MEETING: Planning Commission Regular Meeting PRESENT Commission: Commissioners: Chair -Steve Sumrall, Mayor Fran Cook, Vesta Shapiro, Peggy Smith and Phillip Naill. Staff: Town Planner Catherine Trotter, Town Clerk Lu Berger and Public Works Director Allen Nordin Others: None Chairperson Suxnrall called the meeting to order at 6:30 p.m. L Roll Call 2. Approval of March 26, 2008 meeting minutes. Comm. Smith moved, and Comm. Shapiro seconded the motion to approve the minutes. Motion carried: 5-0. 3. Open Forum a) Mayor Cook appointed Vesta Shapiro as an appointee to the Commission. The second appointment will be considered by the Town Board at the May 7th meeting. The new member will join the Commission at their May 28th meeting. 4. Public Hearings/Action items a. Minor Subdivision - The Rockies at Ptarmigan Townhomes Lots MH -88, MH -89 and MH -90, Ptarmigan Rec. # 125924 Comm. Smith moved and Mayor Cook seconded the motion to open the Public Hearing on the Minor Subdivision - The Rockies at Ptarmigan Townhomes Lots MH -88, MH -89 and MH -90, Ptarmigan Rec. # 125924. Motion Carried: 5-0 TP Trotter gave proof of publication and receipts of certified letters. The project was outlined for the Commission. Rick Heitkamp has submitted a minor subdivision plat for a project on Ferret Lane. The applicant is proposing to take 3 existing lots and vacate 2 lot lines and make the 3 lots into 2 lots. The new lot A will be 0.197 acres or 8583 SF. The new lot B will be 0.177 acres or 7710 SF. The applicant is then proposing to take the new lot A and develop a 3 unit townhome project on it. Jim Swanson, Town Engineer, has reviewed the proposal. Jim had some concerns about the water and sewer tap connections and on-site drainage. The applicant has revised the documents to Jim's satisfaction. Rod McGowan has reviewed the legal documents. The applicant needs to address Rod's concerns. Most of the items are technical inconsistencies that the applicant has agreed to amend prior to Town Board. We have received letters from adjacent property owners and those have been forwarded onto the Commissioners. Letters of concern were recorded into the record. TP Trotter briefed the Commission and public on the content of the letters. A discussion on aesthetics of the property was held. TP Trotter reminded the Commissioners that Fraser does not require design review in residential districts and only suggestions may be made to the applicant. Greg Horstman, 815 Ferret Lane, addressed the Commission. Greg voiced his concerns about the aesthetics of the property not fitting in with the existing properties in the neighborhood. Greg voiced his concern for the debris that's been left on the lots from clear cutting. Greg believes the project will not provide adequate parking or snow storage for the project which will affect the adjacent property owners. He believes the development will destroy the integrity of the neighborhood and devalue the current homes on Ferret Lane. He requested the proposal be denied. David Michael, attorney for Mr. Heitkamp, addressed the concerns raised by Mr. Horstman. He believes all submittals to the Town regarding this project have met the standard requirements. Several members of the audience expressed concern over not being notified while residing within 200ft. of the applicant's property. Applicant sent 56 certified letters with two being returned. Commissioners expressed concern over the notifications being missed but felt the applicant had made a reasonable effort to notify all parties. Comm. Smith moved and Mayor Cook seconded the motion to close the Public Hearing on the Minor Subdivision - The Rockies at Ptarmigan Townhomes Lots MH -88, MH -89 and MH -90, Ptarmigan Rec. # 125924. Motion Carried: " Comm Naill moved and Comm Shapiro seconded the motion to recommend approval of the final plat - The Rockies at Ptarmigan Townhomes Lots MH -88, MH -89 and MH -90, Ptarmigan Rec. # 125924 with the following conditions: 1. All documents to be approved by the Town Attorney. 2. The applicant shall provide 3 water shut-off valves for the triplex. Said shut -offs shall be located within the 10' access, utility and snow storage easement or the applicant shall provide additional easement width to ensure access to the water shut-off valves. 3. Add the following plat note: "Garages can not be converted to bedrooms or living space." 4. Remove stumps, re -vegetate and re -grade lot B to be completed by summer 2008. Motion Carried: 5-0 b. Final Plat - The Village at Grand Park - Filing 2 Comm. Shapiro moved and Mayor Cook seconded the motion to open the Public Hearing on Final Plat - The Village at Grand Park - Filing 2. Motion Carried: 5-0. TP Trotter gave proof of publication. TP Trotter outlined the project for the Commissioners. The preliminary plat had been approved in January with twenty conditions. A letter from Rod McGowan outlining his concerns was given to the Commissioners. The applicant had submitted a revised final plat. It showed how the applicant is proposing to phase the recordation of the plat. The applicant is proposing that upon approval of this document by the PC with the phasing as shown, the applicant will break out the individual filings (2a, 2b,2c,2d) into separate plats with legals and SIA's for approval by the Town Board. Then each phase/plat shall be recorded. Clark Lipscomb- Grand Park outlined how the development plan had changed and how the filings will be brought to the Town Board in phases. Break 8:45 - 8:50 Jesse Ericson, Carroll and Lange outlined the drainage revisions for the Commissioners. Layla Rosales from Gage Davis addressed the proposed conditions for approval. Comm. Shapiro moved and Comm. Smith seconded the motion to close the Public Hearing on Final Plat - The Village at Grand Park - Filing 2. Motion Carried: 5-0 Comm. Smith moved, and Comm. Naill seconded the motion to recommend approval of the Yet to be named Final Plat - The Village at Grand Park - Filing 2 with the following conditions: 1. A floodplain development permit is required at time of building permit and the lowest finished floor of the recreation center building should be at or above the Base Flood Elevation. 2. Add plat note- "Public access easement and emergency access easement for trail to be recorded at the time of Development Permit by separate easement instrument(s)." Delete the second sentence of first note #13 on the final plan and replace with "Final trail location will be determined at the time of development permit." 3. GP's attorney to consult with Rod McGowan regarding the deletion of plat note # 12 (previous plat not #9). 4. Delete note # 13. 5. Town staff to confer with Town Engineer to determine status of Market Street (access easement or ROW). The parking plan on the final plan may need to be amended accordingly. 6. Final plan Note #4 needs to be amended to reference the collective subdivision boundary of all filings (2a, 2b,2c,2d) and not the final plan boundary. 7. Final plan Note #5 to be amended to refer to 1Wa.3. 8. In plat note #8, change the second sentence to "Any necessary offsite easements for water, sanitary sewer or storm sewer shall be provided by Grand Park if not already dedicated to the Town of Fraser and the Fraser Sanitation District." 9. Exterior lighting plan needs to be reviewed by Town Staff. 10. GP's attorney to consult with Rod McGowan regarding the ownership of Tract A and requiring said ownership on plat. 11. SIA, cost estimates and legal documents to be submitted with each separate filing (2a, 2b, 2c, 2d). 12. Content of plat note #6 needs to continue to be refined and mutually agreed upon. 13. Show the off-site water quality/detention pond on the final plan to ensure that Grand Park Drive can still be constructed per the approved PDD plan. 14. Grand Park will provide a revised landscape/lighting plan. 15. Approval of all documents by the Town Attorney, 16. Approval of all documents by the Town Engineer. 17. Change name of document. Motion carried: 5-0. b. Discussion and Possible Action Re,din a) Gone Fishin'/Ike Sculpture - Information was provided in the Commissioners packet. The Town has been in discussions with Kirk Klancke on irrigation, lighting and landscaping. The Town pledged $5,000.00 for site prep and creation of the base of the statue. Lions Club is covering the expense of the statue. Planning Commission conveyed approval for the project to the Town Board. Recommendation - clarify who owns the statue and the associated responsibility of. Comm. Smith motioned and Comm. Shapiro seconded the motion to send approval to the Town Board. Motion carried: 5-0 S. Staff Choice DATE: Wednesday, June 4, 2008 MIKETING: Board of Trustees Regular Meeting PLACE: Fraser Town Hall Board Room 11; �*1i Board: Mayor Fran Cook; Mayor Pro -Tem Steve Sumrall; Trustees: Adam Cwiklin, David Pratt, Scotty Brent, Joyce Burford and Eric Hoyhtya Staff: Town Manager Jeff Durbin, Town Clerk Lu Berger, Finance Manager Nat Havens, Public Works Director Allen Nordin, Town Planner, Catherine Trotter Others: See attached list Mayor Cook called the meeting to order at 6:35 p.m. L Roll call 2. &Wroval of A$enda: Trustee Sumrall moved, and Trustee Cwiklin seconded the motion to approve the Agenda as amended (change 8c to include 2E). Motion carried: 5-0. 8, Consent Agenda: a) Minutes- May 21, 2008 Trustee Burford moved, and Trustee Cwiklin seconded the motion to approve the consent agenda. Motion carried: b -O. 4. Open Forum: a) None S. U tes• a) WPFV Chamber- Catherine Ross- Busy month at the Chamber, outlined the ad campaign and showed illustrations. Home James will wrap two of their vans with the ads. Town maps were distributed to the Board. Trustee Hoyhtya arrived. b) Fraser Valley Metropolitan Recreation District- Scott Ledin- golf course is up and running. Outlined the summer programs. FVMRD Board held a meeting on Tuesday to educate the public on the Rec Center progress. Scott offered the Board the opportunity of having the FVMRD Board present on the final design of the Rec Center. Ground breaking on the Rec Center and clubhouse is anticipated for August. Scotty Brent arrived. c) Fraser Sanitation District- Joe Fuqua updated the Board on current projects & issues with the San Dist. A sewer line was at Cozens Pointe was repaired. d) Fraser Valley Recreation Foundation- Meara Michaels gave the Board a handout on the foundations grant writing efforts. Ms. Michaels stated the Foundation would be requesting a $50,000.00 donation. 6. Public Hearing@: a) None 7. Discussion and Possible Action Regarding: a) None S. Action Items• a) Fraser River Recreational Use License- TM Durbin gave the Board a synopsis of the proposals from Mo Henry's & Grand County Fishing Company. DOW representative Kirk Holdham addressed the Board and answered questions. Kirk Manke, representing Ducks Unlimited stated DU's stance was "If it's good for the river, they support the approval of the license requests". Darren Dines and Lyndsey Schult expressed their opposition to the issuing of guiding licenses on the Fraser River. Matt Holiday, Jeff Elert, Hank Kirwin all addressed the Board in favor of granting the licenses. Trustee Burford expressed her desire to deny the license due to the fact there are no policies or procedures set before issuing the licenses. Trustee Brent moved, and Trustee Pratt seconded the motion to approve the Fraser River Recreational Use License with the following conditions: 1. Temperatures monitored, no guiding allowed if the river temperature reaches 65°+. 2. Number of days allowed guiding on the river restricted to 18 user days per company. 3. Only two (2) licenses granted for 2008- to Mo Henry's Trout Shop & Grand County Fishing Company Motion carried: 5-1 with Trustee Burford voting nay. b) Village @ Grand Park Filing 1 Letter of Credit Reduction- TM Durbin explained the infrastructure has been in the ground, recommended a reduction of $161,162.00 Trustee Cwiklin moved, and Trustee Hoyhtya seconded the motion to approve the Village ® Grand Park Filing 1 Letter of Credit Reduction. Motion carried: 6- 0 c) Village @ Grand Park Final Plan and Final Plats (Filings 2A -2D)- Metro District concept discussed. TA McGowan was on hand to answer questions from the Board. Metro Districts are able to secure funds from different revenue streams above and beyond a mill levy. Governmental liability protections are also available to Metro Districts. An IGA will set forth operational responsibilities without any financial responsibilities falling to the Town. The Town will have the ability to set the mill levy and the scope of the functions the district can perform. Trustee Hoyhtya moved, and Trustee Burford seconded the motion to approve the Village ® Grand Park Final Plan and Final Plats (Filings 2A -2E) as amended with the following conditions: 1. GP to provide an agreement to accept storm water flows from the Village at the outfall of the water quality detention pond, route them to and detain said flows within the wetland cells per the approved Village @ GP Phase III Drainage Report. Include within the agreement, acceptance by GP to operate and maintain the system discharging flows at historic rates. 2. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and that the schedule for completion of said improvements be within one year of execution of the SIA. 3. Any plat not executed and recorded within 5 years of TB approval shall expire unless an extension is approved by the Town Board. 4. All documents to be approved by the Town Engineer 5. All documents to be approved by the Town Attorney. 6. Provide a minimum 18 inch easement adjacent to both sides of the public street right of way of Main, Market, First, and Second Streets for the Installation and maintenance of public street and utility infrastructure. Motion carried: 6-0. d) Village @ Grand Park Utility Easement Agreement- TM Durbin outlined the need for the easement and recommended approval with the following conditions: 1. All documents to be approved by the Town Engineer. 2. All documents to be approved by the Town Attorney. Trustee Burford moved, and Trustee Cwikhn seconded the motion to approve the Village @ Grand Park Utility Easement Agreement with the conditions listed. Motion carried: 6-0 e) Fraser Sanitation District Resolution # 2008-05-02 RE: Dissolution of FSD and Agreement to Continue Services- Repealed the Resolution, which stopped the clock on the dissolution process. Bailey will redraft and return to the FSD in July. He's also working on a schedule for the dissolution. No action tonight. fl Ordinance 343 Visitor's Center Lease with Destinations West Trustee Hoyhtya moved, and Trustee Brent seconded the motion to approve the. Motion carried: 6-0 9. Committee Revorts: a) None 10. staff Revorts: Town Clerk- s None Finance Manager- * anager• None TownPlanner- 0 None Director of Public Works and Water- = None Town Manager - The Town has been invited to an Emergency Preparedness meeting presented by Stacie Michelson and the Grand County Council on Aging. 11. Other Business: 12. Executive Session: For a conference with the City Attorney for the purpose of receiving legal advice on specific legal questions under C.R.S. Section 24-6402(4)(b)and; For the purpose of determining positions relative to matters that may be subject to negotiations, developing strategy for negotiations, and/or instructing negotiators, under C.R.S. Section 24-6-402(4)(e); and include TM Durbin & TA McGowan. Executive Session began- 10:15 Trustee Cwiklin moved, and Trustee Brent seconded the motion to enter into Executive Session for a conference with the City Attorney for the purpose of receiving legal advice on specific legal questions under C.R.S. Section 24-6-402(4)(b)and; For the purpose of determining positions relative to matters that may be subject to negotiations, developing strategy for negotiations, and/or instructing negotiators, under C.R.S. Section 24-6-402(4)(e); Motion carried: 6-0 Executive Session ended- 14:40 Trustee Burford moved, and Trustee Hoyhtya seconded the motion to exit the Executive Session for a conference with the City Attorney for the purpose of receiving legal advice on specific legal questions under C.R.S. Section 24-6-402(4)(b)and; For the purpose of determining positions relative to matters that may be subject to negotiations, developing strategy for negotiations, and/or instructing negotiators, under C.R.S. Section 24-6-402(4)(e); Motion carried: 6-0 "Man ,- "-� Lu Berger. Town CI(ftk I :147A ZA f '1 ooW 06-04-08 SIGN IN SIEFST / O ADD S / REP EN G OR OF T C, Me,.ro ! i Cci J J, FVP-- FDltjl4ab4-zq .� )e,iovIt /IQyu 5 oilu� � 1 1 r►► a �'s n 1 �J � �-e � t- ��rr.�� + r�r'' 0. , / h, .- h'rGr f e,- 1:11T I i ,1 1 i N j HOME ADD S/ REPRESENTING OR AREA OF INTEREST % izA? . L3 - tom%tj!J Pb\� THANK YOU! 1 ker fit �0 GRAND PARK FRASER, COLORADO TRAFFIC IMPACT ANALYSIS SECOND EDITION Prepared for: Cornerstone Winter Park Holdings, LLC P.O. Box 30 Winter Park, Colorado 80482 Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, Colorado 80111 303/721-1440 Principal In -Charge: Lyle E. DeVries, PE, PTOE Project Engineer: Ryan D. Germeroth, PE FHU Reference No. 07-104-02 December 2012 Grand Park - Fraser, Colorado TABLE OF CONTENTS Traffic Impact Analysis Second Edition Page I. INTRODUCTION -------------------------------------------------------------------------------------------- 1 A. Project Overview---------------------------------------------------------------------------------- 1 B. Previous Analyses-------------------------------------------------------------------------------- 1 C. Site Location and Study Area Boundaries -------------------------------------------------- 1 II. EXISTING CONDITIONS--------------------------------------------------------------------------------- 6 A. Existing Roadway Network--------------------------------------------------------------------- 6 B. 1St Street Signal Warrant Findings------------------------------------------------------------ 6 C. Existing Traffic Volumes------------------------------------------------------------------------- 7 C. Intersection Capacity----------------------------------------------------------------------------- 8 Ill. BACKGROUND TRAFFIC CONDITIONS -----------------------------------------------------------10 A. Roadway Network--------------------------------------------------------------------------------10 B. Traffic Volume Projections---------------------------------------------------------------------10 C. Traffic Signal Warrant Analysis---------------------------------------------------------------13 D. Capacity Analyses-------------------------------------------------------------------------------15 IV. TRIP GENERATION AND TRAFFIC ASSIGNMENT ---------------------------------------------16 A. Trip Generation-----------------------------------------------------------------------------------16 B. Trip Distribution and Traffic Assignment ----------------------------------------------------18 V. FUTURE CONDITIONS WITH DEVELOPMENT --------------------------------------------------21 A. Total Traffic Volumes----------------------------------------------------------------------------21 B. Traffic Signal Warrant Analyses--------------------------------------------------------------21 C. Traffic Operations--------------------------------------------------------------------------------24 D. Additional Analyses------------------------------------------------------------------------------25 E. Access Code Requirements-------------------------------------------------------------------25 VI. SUMMARY / SIGNIFICANT FINDINGS AND RECOMMENDATIONS -----------------------28 APPENDIX A OCTOBER 17, 2011 MEMORANDUM APPENDIX B YEAR 2012 COUNT DATA APPENDIX C EXISTING LEVEL OF SERVICE SHEETS APPENDIX D SIGNAL WARRANT TABLES APPENDIX E 2015 BACKGROUND LEVEL OF SERVICE SHEETS APPENDIX F 2035 BACKGROUND LEVEL OF SERVICE SHEETS APPENDIX G 2015 BUILDOUT LEVEL OF SERVICE SHEETS APPENDIX H 2035 BUILDOUT LEVEL OF SERVICE SHEETS APPENDIX I US 40 PROGRESSION SHEETS 0-1 FELSBURG ,HOLT & ULLEVIG Grand Park - Fraser, Colorado LIST OF FIGURES Traffic Impact Analysis Second Edition Page Figure1. Vicinity Map----------------------------------------------------------------------------------------- 2 Figure 2. Grand Park Projected Buildout Capacity Model ------------------------------------------- 3 Figure 3. Grand Park Village Year 2015 Site Plan ---------------------------------------------------- 5 Figure 4. Existing Traffic Conditions---------------------------------------------------------------------- 9 Figure 5. Future Road Network----------------------------------------------------------------------------11 Figure 6. 2015 Background Traffic Conditions --------------------------------------------------------12 Figure 7. 2035 Background Traffic Conditions --------------------------------------------------------14 Figure 8. 2015 Site Distribution and Traffic Assignment --------------------------------------------19 Figure 9. 2035 Site Trip Distribution and Traffic Assignment --------------------------------------20 Figure 10. 2015 Total Traffic Conditions------------------------------------------------------------------22 Figure 11. 2035 Total Traffic Conditions------------------------------------------------------------------23 LIST OF TABLES Table 1. Trip Generation Rates---------------------------------------------------------------------------16 Table 2. Trip Generation — Year 2015------------------------------------------------------------------17 Table 3. Trip Generation — Grand Park Buildout -----------------------------------------------------17 Table 4. Year 2035 Auxiliary Lane Requirements — US 40 Intersections ---------------------25 Table 5. US 40 Progression Results--------------------------------------------------------------------26 Table 6. Signal Warrant 2 Findings----------------------------------------------------------------------28 0-1 FELSBURG ,HOLT & ULLEVIG Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition I. INTRODUCTION A. Project Overview The purpose of this report is to provide information specifically related to the traffic impacts associated with the ongoing development of Grand Park in Fraser, Colorado. This study will assess the impacts associated with two development scenarios, described as follows: • Year 2015: Completion of additional Grand Park Village properties anticipated to be built within the next three years, as identified by the Grand Park developer, including the Bowling/Theater complex. • Year 2035: Completion of Grand Park properties anticipated to be built by the Year 2035. B. Previous Analyses A number of previous studies and review processes have addressed the development area and surrounding roadways. In 1986, Felsburg Holt & Ullevig completed the Fraser -Winter Park Roadway Network Planning Study, which addressed the proposed Maryvale property development and included a conceptual plan for access to US Highway 40. The access plan was reviewed by CDOT Region 3 Staff, which granted general approval of the plan. More recently, this development has been analyzed in the following traffic studies: • Rendezvous Traffic Impact Analysis (Felsburg Holt & Ullevig (FHU), December 2004) — This analysis included some revisions to the 1986 access plan and was reviewed by CDOT Region 3 Staff. • Cornerstone Planning Area 1 Wa Traffic Impact Analysis (FHU, February 2005) — Also reviewed by CDOT Staff, this analysis focused traffic impacts related to development of the current Grand Park Village. • Lot 12A Traffic Analysis (FHU, June 2011) - Addressed development of a bowling alley and movie theater within Lot 12A of the site. An access permit was issued by CDOT Region 3 following review and approval of the traffic analysis. • A number of analyses have been conducted to address the potential for signalizing the US Highway 40 / 1St Street intersection. The May 10, 2011 Signalization Warrant Analysis memorandum was submitted to CDOT Region 3. Incorporating review comments provided by CDOT Region 3 Staff, the May 2011 memo was re -issued as an October 17, 2011 memorandum . Further information regarding this analysis is provided in section II.B. of this report. C. Site Location and Study Area Boundaries The Grand Park Development is located in the Upper Fraser Valley of Colorado to the west of US Highway (US 40). Figure 1 shows the location of Grand Park in relation to the other roadways in the vicinity of the project site. Within the Town of Fraser, it is a mixed-use 0_1 FELSBURG ,HOLT & ULLEVIG Page 1 U T - CM C U Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition community with a variety of types of residential units, recreational facilities, and commercial uses. The development of Grand Park began in 2005 and current buildings on site include a number of residential units and a portion of the Grand Park Village commercial development. At buildout of the project, Grand Park is anticipated to include: • 1,008 single family homes • 1,343 multi -family homes • 805 lodging units • 343 Thousand Square Feet (ksf) of commercial space The projected buildout capacity model and roadway network for the entirety of Grand Park can be found on Figure 2 while Figure 3 shows the buildings and roadways already constructed and those planned to be constructed by Year 2015. As shown, access to US 40 from Grand Park would be provided via Old Victory Road, Grand Park Way, 1 st Street and 2nd Street. Connections to County Road 72 (CR 72) on the north side and Lions Gate Drive / Kings Crossing Road on the south side would also facilitate site access. 0_1 FELSBURG ,HOLT & ULLEVIG Page 3 Page 4 LEGEND "'"'^ = Existing Building Buildings to be Constructed by Year 2015 = Future Buildings to be Constructed After Year 2015 iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii = Existing Site Roadway Figure 3 Grand Park Village Year 2015 Page 5 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition II. EXISTING CONDITIONS A. Existing Roadway Network The roadway facilities in the vicinity of Grand Park are described as follows: U.S. Highway 40 - US 40 serves as the primary north -south connection from the Upper Fraser Valley to the rest of the state. Highway 40 provides access to Interstate 70 via Berthoud Pass. Currently, US 40 is classified by CDOT as a Non -Rural Arterial (NR -B) facility in the vicinity of the site. The posted speed along US 40 at the south and north ends of the Grand Park development site is 35 miles per hour (MPH) and reaches a maximum of 55 MPH at the center of the site. 1St Street — 1St Street is a roadway extending west from US 40 serving as the primary access to Grand Park Village. It is currently two lanes wide and intersects with US 40 at a STOP - controlled "T" intersection. 1St Street is planned to serve as the primary access to further development of Grand Park, and provide a grade separated crossing of the Union Pacific Railroad (UPRR) tracks. Rendezvous Road - Rendezvous Road extends east from US 40 as a local roadway serving primarily residential development. It is two lanes wide, and intersects with US 40 at a STOP - controlled "T" intersection. King's Crossing Road - King's Crossing Road is a two-lane east -west access roadway serving existing development south of the project site on both sides of US 40. There is currently an at grade crossing of the Union Pacific Railroad (UPRR) tracks along Kings Crossing Road west of US 40. 2 d Street — 2 d Street is a right-in/right-out only access connecting US 40 to Grand Park Village. It is located south of 1 st Street. This intersection is included in analyses of future total traffic conditions. B. 1St Street Signal Warrant Findings As mentioned in the introduction, a number of analyses have been conducted to address the potential for signalizing the US Highway 40 / 1St Street intersection. Intersection traffic counts were initially conducted in December 2009 and January of 2010 to gauge the potential for meeting traffic volume -based warrants. It was found that five of the 17 total days counted demonstrated traffic volumes exceeding the threshold values for Warrant 2, the Four—Hour Vehicular Volume Warrant. The findings were provided to CDOT Region 3 Staff, who indicated that traffic counts conducted during the Holiday season would not be appropriate to demonstrate signalization warrants at the intersection as they likely represent artificially high traffic levels. To gauge the potential for meeting warrants outside of the Holidays, Grand Park identified days for conducting additional intersection traffic counts. Before proceeding with the traffic counts, CDOT Region 3 Staff was contacted by telephone to confirm that the proposed time periods 0_1 FELSBURG ,HOLT & ULLEVIG Page 6 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition would be acceptably distant from the Christmas season to meet CDOT's requirements. CDOT Staff indicated that the time periods would be appropriate, and Grand Park proceeded to conduct a total of 16 days of continuous traffic counts at the intersection in January and March of 2011. The counted days captured a typically busy springtime condition at the intersection, and it was found that six of 16 counted days demonstrated traffic levels exceeding Warrant 2 criteria. Following completion of these warrant analyses, CDOT Staff stated that the findings were not based on acceptable traffic counts, as the counts were conducted during a portion of Spring Break. In summary, 33 days of traffic counts conducted at the US 40 / 1St Street intersection in 2009, 2010 and 2011 resulted in 11 days showing traffic volumes exceeding signalization warrant criteria. This information has been documented in memorandum format and is provided in Appendix A as the October 17, 2011 memorandum. C. Existing Traffic Volumes Traffic volume data were collected by All Traffic Data, Inc. on Thursday April 5, 2012, the first Thursday in April. The traffic counts were collected at the following three intersections: • US 40 / Kings Crossing Road • US 40 / 1St Street • US 40 / Rendezvous Road 24-hour turning movements were recorded at each location to facilitate traffic analyses. Based on these counts, it was found that the morning peak hour occurred between 7:30AM and 8:30AM while the evening peak hour occurred between 4:30PM and 5:30PM. Of note, traffic counts were conducted during an off-peak season in the project area. To evaluate the seasonal variation in traffic volumes, traffic volume data from the CDOT Automatic Traffic Recording (ATR) station along US 40 over Berthoud Pass was reviewed for the calendar Year 2011. A total of 352 days of traffic volumes were recorded in 2011, and the first Thursday in April ranked #266, meaning that 75 percent of recorded days carried higher US 40 traffic volumes. In addition, the peak hour of the day on the first Thursday in April ranked as the 1432nd highest hour of the year. Typical traffic engineering practice is to conduct analyses based on the 30th highest hour of the year. Based on these findings, it is evident that the day of traffic counts yielded traffic levels significantly below typical traffic levels in the area surrounding the project site. The existing counts form the basis for all future traffic forecasts in this analysis. Therefore, the recommendations reached in this study should be considered with the realization that traffic volumes and forecasts at all counted intersections are likely well below typical levels. The Year 2012 traffic volumes in the vicinity of the site are depicted on Figure 4. The raw count data may be found in Appendix B. 0-1 FELSBURG ,HOLT & ULLEVIG Page 7 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition C. Intersection Capacity Capacity analyses were conducted at the three study area intersections using analysis methods documented in the Highway Capacity Manual 2010, December 2010 by the Transportation Research Board. The analysis software Synchro 8 was utilized in these analyses. These analyses use the existing traffic volumes and intersection lane geometry to develop a level of service (LOS), a measure of the ease of traffic flow through an intersection. Level of service A represents relatively uninterrupted flow with little or no vehicle delay, while LOS F represents undue delay and excessive congestion. Using the HCM criteria, the existing traffic volumes, intersection lane assignments and traffic control measures, capacity analyses of these intersections were conducted. Currently all three intersections operate as two way stop controlled intersections. As can be seen on Figure 4, all movements at the intersections currently operate at LOS C or better during both peak hours. Level of service worksheets for existing conditions may be found in Appendix C. P-1 FELSBURG ,HOLT & ULLEVIG Page 8 bro LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign grossing Rd' Figure 4 Existing Traffic Conditions Page 9 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition III. BACKGROUND TRAFFIC CONDITIONS A. Roadway Network The future condition roadway networks for the Year 2015 and the Year 2035 respectively can be seen on Figure 5. As this figure shows, by Year 2015, the existing railroad crossing at Kings Crossing Road will be relocated to the north and tie into 1St Street. However, instead of an at grade rail crossing, a new underpass will be constructed. In addition, much of the road network related to the Grand Park Village portion of the development immediately adjacent to US 40 will be constructed. By Year 2035, the remainder of the Grand Park roadways to the west of the railroad tracks will be constructed and the connections to Rendezvous Road and Old Victory Road will have been completed. In addition, consistent with previous area studies, it is assumed that US 40 will be widened to provide 4 travel lanes by the Year 2035. B. Traffic Volume Projections Year 2015 Background traffic consists of vehicle -trips on the roadway network not related to Grand Park. Background traffic volumes for this traffic analysis were developed based on an annual growth rate of approximately 2.25 percent based on information from the CDOT website. This annual growth rate was applied to the through traffic on US 40. In addition, as mentioned, the existing Kings Crossing Road UPRR crossing is expected to be closed by the Year 2015. This closure is expected to result in a decrease in traffic at Kings Crossing Road and a corresponding increase in traffic at 1 St Street. As mentioned, this modification can be seen on Figure 5. No other growth was applied to the Year 2015 background scenario. Projected Year 2015 background traffic volumes are depicted on Figure 6. Year2035 For the Year 2035 background scenario, in addition to the US 40 growth rate and Kings Crossing Road railroad crossing relocation, the estimated vehicle -trips to be generated by construction of multiple surrounding developments. Development incorporated in background forecasts include: • The Rendezvous development (located on the east side of US 40). Traffic forecasts included in the Rendezvous Traffic Impact Analysis were used as the basis for traffic levels at this intersection. • In addition, future growth expected in the northern portion of the Town of Winter Park in the Vicinity of the Kings Cross intersection was included. 0_1 FELSBURG ,HOLT & ULLEVIG Page 10 Year 2015 Conditions Year 2035 Conditions Page 11 LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign s grossing Rd. Figure 6 2015 Background Traffic Conditions Page 12 Grand Park - Fraser, Colorado Traffic Impact Analysis -Second Edition Land use data from the Winter Park Multi -Modal Transportation and Mobility Plan (FHU, 2007) was used in projecting volumes for these future developments. To provide a conservative condition for this analysis, it was assumed that the Rendezvous development would reach complete buildout by the Year 2035. Projected Year 2035 background traffic volumes are depicted on Figure 7. C. Traffic Signal Warrant Analysis The Manual on Uniform Traffic Control Devices (MUTCD ) (FHWA, 2009) identifies nine warrants that provide guidance to determine whether installation of a traffic signal is justified. Some of the warrants are based on traffic volume levels, while others are based on the crash history of an intersection or whether the intersection is a designated school crossing. For this analysis, Warrant 2, Four -Hour Vehicular Volume (70% Factor), has been used in determining if any of the three two-way stop controlled intersections included in this study will warrant signalization in the future. The 70% Factor warrant is applicable given that the population of the study area is less than 10,000 people. Given that 24 hour turning movement counts were conducted, the four highest hours will be estimated by scaling down from the highest hour based the collected data. The highest hour is based on the volumes forecast for the peak hour analysis. For the purposes of this analysis, the volume threshold line on the Warrant 2 graph for an intersection with 2 lanes on the major street (US 40) and 1 lane on the minor street has been used. It should be noted that this traffic signal warrant analyses is included in this analysis as a guide for the potential for signalization in the future. As corresponding background and site traffic volumes increase, analyses that evaluate all applicable warrants in the MUTCD may be conducted. Considering these factors, the following provides a summary of the findings of the signal warrant analysis for the background conditions. Year 2015 background condition o No study intersections are expected to meet Warrant 2 (70% Factor) criteria, though the 1 st Street / US 40 intersection has been shown to meet Warrant 2 criteria based on intersection traffic counts conducted in 2009 through 2011 (described in Section 11.13). Year 2035 background condition o Rendezvous Road / US 40 is expected to meet Warrant 2 (70% Factor) criteria due to anticipated development activity east of US 40. o Kings Crossing Road / US 40 is close to warranting signalization by the Year 2035 background condition based on Warrant 2. Just prior to development of this study, CDOT granted an access permit designating this intersection for signalization. Accordingly, Year 2035 analyses of this intersection include the signalized condition. Tables and charts showing the projected volumes used in the Four -Hour Warrant analysis are in Appendix D. 0_1 FELSBURG ,HOLT & ULLEVIG Page 13 r A/A �,os�j" SITE C,a� �r aro —� lroad Ono erpst St 20 Ol ��Wo e� Rai "0 aQ �o " ,.�''' ... ....... ......... 352 0�� 1 LEGEND xxx(xxx) = AM(PM) Peak Hour Traffic Volumes X/x = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign ,51601 Z��ol A/A with Signal Grossing Rd' Figure 7 2035 Background Traffic Conditions Page 14 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition D. Capacity Analyses Once the future traffic volumes had been determined, a level of service analysis was completed for each of the future scenarios. The results of this analysis can be seen on Figures 6 and 7 and the level of service worksheets can be found in Appendices E and F. For the Year 2015 background traffic scenario, all of the stop -controlled intersections are anticipated to operate at LOS C or better during the AM and PM peak hours with the existing lane geometry in place. By the Year 2035 background condition, it was assumed that US 40 will have been widened to a four lane cross section. This is consistent with the assumptions and analyses previously developed in the Cornerstone Planning Area 1 Wa Traffic Impact Analysis. It has also been assumed that a traffic signal will have been installed at the Rendezvous Road / US 40 intersection based on the warrant analysis previously discussed. In addition, the intersection of Kings Crossing Road / US 40 was analyzed both as a two-way stop controlled intersection and a signalized intersection.. Based on these geometric and operational changes, the majority of the signalized intersections and stop controlled movements are expected to operate at LOS D or better. As a reminder, the 2035 background condition includes only future development of Rendezvous east of US 40 and future development anticipated within the Town of Winter Park. No future development of Grand Park is included in the background condition. The following provides a summary of the expected operations in the Year 2035 background condition. US 40 / Rendezvous Road: This intersection is expected to operate at LOS A during both the AM and PM peak hours. US 40 / 1St Street: The movements at this intersection are expected to operate at LOS D or better. US 40 / Kings Crossing Road: The majority of the movements at this intersection are expected to operate at LOS C or better. A few of the exceptions include the eastbound and westbound approaches at the intersection if it remains unsignalized which are expected to operate at LOS E or worse. However, if signalized, the LOS at the Kings Crossing Road intersection would improve to LOS A for both peak hours. For this Second Edition, analyses were conducted to understand how intersection operations would be affected if US 40 is not widened to four travel lanes by the Year 2035. Traffic operations would remain acceptable at the signalized intersections of US 40 with Kings Crossing and Rendezvous Road. The eastbound left turn movement entering US 40 from 1St Street would deteriorate to LOS F without the widening. 0_1 FELSBURG ,HOLT & ULLEVIG Page 15 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition IV. TRIP GENERATION AND TRAFFIC ASSIGNMENT A. Trip Generation The trip generation assumptions below were coordinated with CDOT Region 3 Staff in a March 2, 2012 memorandum that outlined the methodology and assumptions used in this report. Trip generation assumptions for the movie theater / bowling alley are consistent with the calculations provided in the Lot 12A analysis. Additional development proposed for Grand Park includes residences (both attached and detached), hotel and commercial uses. Trip generation estimates for these additional future uses were prepared using the rates previously utilized in the Cornerstone Planning Area 1 Wa study. Table 1 below depicts the trip generation rates. The rates are based on standards employed by Colorado mountain entities and previous trip generation calculations for the project site. Table 1. Trip Generation Rates The AM and PM peak hour rates for the single and multi -family residential properties were calculated based on peak hour percentages determined at Snowmass Village, a mountain area with many similarities to the Fraser Valley. The peak hour rates for other uses were extracted from earlier Maryvale analyses. It is worth noting, as documented in the previous reports, it was estimated that 33 percent of trips generated by the proposed commercial land uses within Grand Park would be attributable to residential uses internal to Grand Park. However, to be conservative, internal trip reductions have not been included in this analysis based on the coordination with CDOT Region 3 Staff. 0_1 FELSBURG ,HOLT & ULLEVIG Page 16 Vehicle Tri Generation Rates /Directional Distributions Land Use AM Peak Hour PM Peak Hour Daily Trips In Out Total In Out Total Detached 8 Trips per 28% 72% 0.68 65% 35% 0.70 Residences Dwelling Unit Attached 5 Trips per o 28 /0 0 72 /0 0.33 0 65 /0 0 35 /0 0.43 Residences' Dwelling Unit Lodging2 4 Trips 25% 75% 0.31 65% 35% 0.43 er Room Commercia13 30 Trips 63% 37% 0.66 50% 50% 2.85 000 SFr Trip generation rates based on Grand County standard residential trip generation rates 2 Trip generation rates from Maryvale Traffic Impact Analysis, by Leigh, Scott and Cleary 3 From Pitkin County Retail Shop Trip Generation Rate — "No Transit System" scenario The AM and PM peak hour rates for the single and multi -family residential properties were calculated based on peak hour percentages determined at Snowmass Village, a mountain area with many similarities to the Fraser Valley. The peak hour rates for other uses were extracted from earlier Maryvale analyses. It is worth noting, as documented in the previous reports, it was estimated that 33 percent of trips generated by the proposed commercial land uses within Grand Park would be attributable to residential uses internal to Grand Park. However, to be conservative, internal trip reductions have not been included in this analysis based on the coordination with CDOT Region 3 Staff. 0_1 FELSBURG ,HOLT & ULLEVIG Page 16 Grand Park - Fraser, Colorado Year 2015 Traffic Impact Analysis Second Edition Table 2 summarizes the estimated vehicle -trips to be generated by the Grand Park Village by 2015. The portion of the development constructed by 2015 is immediately adjacent to US 40 in the vicinity of Kings Crossing Road and 1St Street. Table 2. Trip Generation —Year 2015 As shown, the planned Grand Park development would add about 7,700 vehicle trips per day to the surrounding roadway network and anywhere from about 200 to approximately 650 trips during the peak hours. Year2035 Table 3 summarizes the estimated vehicle -trips to be generated by Grand Park at buildout, anticipated to occur by the Year 2035. The totals below include the totals shown in Table 2. Table 3. Trip Generation — Grand Park Buildout Land Use Size Daily AM Peak Hour PM Peak Hour PM Peak Hour Land Use Size In In Out Total In Out Total 0 0 Trips Lot 12A (Bowling 60 Detached Residences 1,008 Dwelling Units 8,065 190 495 685 460 Alley / Movie N/A 1,500 0 0 0 25 35 60 Theater Study) 575 Lodging 805 rooms 3,220 60 190 250 225 Detached 6 Dwelling 50 2 3 5 3 2 5 Residences Units TOTAL 29,790 515 1,090 1,605 1,575 1,090 Attached 90 Dwelling 450 9 21 30 25 14 39 Residences Units Lodging 180 rooms 720 14 42 56 50 27 77 Commercial 166,000 SF 4,980 67 41 108 235 234 469 TOTAL 7,700 92 107 199 1 338 312 650 As shown, the planned Grand Park development would add about 7,700 vehicle trips per day to the surrounding roadway network and anywhere from about 200 to approximately 650 trips during the peak hours. Year2035 Table 3 summarizes the estimated vehicle -trips to be generated by Grand Park at buildout, anticipated to occur by the Year 2035. The totals below include the totals shown in Table 2. Table 3. Trip Generation — Grand Park Buildout Land Use Size Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Lot 12A 1,500 0 0 0 25 35 60 Detached Residences 1,008 Dwelling Units 8,065 190 495 685 460 245 705 Attached Residences 1,343 Dwelling Units 6,715 125 320 445 375 200 575 Lodging 805 rooms 3,220 60 190 250 225 120 345 Commercial 343,000 SF 10,290 140 85 225 490 490 980 TOTAL 29,790 515 1,090 1,605 1,575 1,090 2,665 As shown, Grand Park at full buildout would generate approximately 29,800 trips per day, with 1,605 trips occurring during the AM peak hour and 2,665 trips during the PM peak hour. 0_1 FELSBURG ,HOLT & ULLEVIG Page 17 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition B. Trip Distribution and Traffic Assignment As with the trip generation assumptions, the trip distribution assumptions were also coordinated with CDOT Region 3 Staff. Year 2015 Figure 8 illustrates the traffic assignment of volumes associated with the Grand Park Village development through the Year 2015. As shown on Figure 5, vehicles traveling to and from Grand Park Village will utilize the intersections at Kings Crossing Road, the RIRO and 1St Street, with approximately 55 percent traveling to and from the south and the remaining 45 percent traveling north. It is worth noting that a small portion of the site traffic (about 4 percent) is expected to use Lion's Gate Road to travel to / from the area south of Kings Crossing Road. Year2035 Figure 9 illustrates the anticipated buildout traffic assignment. As with the Year 2015 condition, approximately 55 percent of site vehicle -trips travel to and from the south along US 40 or Lion's Gate Road, and the remaining 45 percent would travel north along US 40. A small portion of traffic to and from the north is expected to access US 40 via Old Victory Road or CR 72. 0_1 FELSBURG ,HOLT & ULLEVIG Page 18 SITE 4175 Underpass �0 EEI 2nd St. w � 1330 NN �o 4% �o 0 51% N O CO LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes XXXX = Daily Traffic Volumes 4 ---- ► = Site Trip Distribution XX% Crossing Rd' Figure 8 Year 2015 Site Trip Distribution and Traffic Assignment Page 19 -o\ f�w 13 o� 621��'" 2nd St. w � 1330 NN �o 4% �o 0 51% N O CO LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes XXXX = Daily Traffic Volumes 4 ---- ► = Site Trip Distribution XX% Crossing Rd' Figure 8 Year 2015 Site Trip Distribution and Traffic Assignment Page 19 jj X00 O 45% 0 ` 2050 J N(O X40 SITE 11,000 �w Und 0 156�217j'1°" Nr �a�1r Sp 1st 2;NJ �o�e� 2nd St. �o w 3200 w� 81�g9 o w Nj j cr J J- 4 4% J 51% LEGEND s �o XXX(XXX) = AM(PM) Peak Hour Traffic Volumes XXXX = Daily Traffic Volumes 4 ---- ► = Site Trip Distribution XX% C;rossin9 Rd, Figure 9 Year 2035 Site Trip Distribution and Traffic Assignment Page 20 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition V. FUTURE CONDITIONS WITH DEVELOPMENT A. Total Traffic Volumes Year 2015 Figure 10 depicts total Year 2015 traffic volumes. These traffic volumes were calculated by adding together the background traffic volumes shown on Figure 6 and the site generated traffic volumes shown on Figure 8. Long -Term Future (Year 2035) Figure 11 depicts the total traffic volumes at buildout of Grand Park. These traffic volumes were calculated by adding together the background traffic volumes shown on Figure 7 and the Site Generated Traffic Volumes shown on Figure 9. B. Traffic Signal Warrant Analyses As discussed previously in Section 1116, as this project develops and corresponding site and background traffic volumes increase, analyses that evaluate all nine warrants from the MUTCD may be conducted. The following provides a summary of the Warrant 2 analyses of projected conditions for each of the design years. As a reminder, the intersection of US 40 / Kings Crossing has been analyzed with signalized control given that a traffic signal has been approved for this location by CDOT. Year 2015 By Year 2015, with the proposed development complete, the intersection of US 40 with 1 St Street is expected to warrant signalization based on Warrant 2, Four -Hour Vehicular Volume (70% Factor). The table depicting the projected volumes used in the Four -Hour Warrant analysis is in Appendix D. Year2035 For Year 2035 background and total conditions, the intersection of US 40 / Rendezvous Road is expected to warrant signalization. With development traffic added to Year 2035 background traffic levels, the US 40 / 1St Street intersection would also warrant signalization based on the criteria in Warrant 2. As such, all three study intersections on US 40 are analyzed as signalized intersections in the Year 2035 buildout analysis. Tables showing the projected volumes used in the Four -Hour Warrant analysis are in Appendix D. 0_1 FELSBURG ,HOLT & ULLEVIG Page 21 SITE oad 1 st �e \o V a o' S1 ..................�� goo �� Ilr U, 1 5361 = AM(PM) Peak Hour Traffic Volumes LQO w\ Intersection Level of Service o\ coo/ Intersection Level of Service = Stop Sign SITE oad 1 st �e \o V a o' S1 ..................�� goo �� Ilr U, 1 5361 LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X w\ Intersection Level of Service o\ = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign 6A��g0�� = Traffic Signal 0o LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Grossin9 Rd' Figure 10 2015 Total Traffic Conditions Page 22 B/C d ? jjj sit, o�' jss .. Q,d. qO5 h�sso w o�� '(Y Cata�d w SITE Oa L,'. 1 St �e C/B L cicA-� y CO O N j O RIRo 3o�so1 �' 0 / o 0 BB -75010�%�, g51g5 LT'o LEGEND XXX(XXX) = AM(PM) Peak Hour Traffic Volumes X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal grossing Rd' Figure 11 2035 Total Traffic Conditions Page 23 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition C. Traffic Operations Year 2015 Projected Year 2015 traffic control and Levels of Service (LOS) are depicted on Figure 10. As shown, all of the stop controlled approaches are expected to operate at LOS D or better during both peak hours with the existing lane geometry and traffic control. The signalized intersection of US 40 with 1 St Street would operate at LOS A during both peak hours. Level of Service worksheets for the Year 2015 total condition are provided in Appendix G. Currently, the Fraser River Trail parallels US 40 on its west side in the vicinity of Grand Park, and local agencies have expressed interest in providing a trail crossing of US 40 in the vicinity of the site. The presence of a signalized intersection at US 40 / 1 St Street would provide a protected crossing for pedestrians in this area, enhancing safety of the proposed trail linkage. Long -Term Future (Year 2035) Projected Year 2035 traffic control and levels of service are depicted on Figure 11. As with the Year 2035 background condition, it has been assumed that US 40 will have been widened by Year 2035. In addition, as mentioned in Section V.B., by the Year 2035, the intersections of US 40 with King's Crossing Road, 1St Street and Grand Park Way / Rendezvous Road are anticipated to meet warrants for signalization included in the Manual on Uniform Traffic Control Devices. Level of Service worksheets for the Year 2035 total condition are provided in Appendix H. Intersection results are further described as follows: 1" Street / US 40 — This intersection is anticipated to operate at LOS C or better during peak hours. Kings Crossing Road / US 40 — The intersection of Kings Crossing Road with US 40 would operate at LOS A during peak hours in the Year 2035 with the addition of site traffic. Rendezvous Road / US 40 — The intersection of Rendezvous Road with US 40 would operate at LOS A during peak hours in the Year 2035 with the addition of site traffic. In order to achieve these operational results and satisfy the State Highway Access Code, Table 4 outlines auxiliary lane requirements for the site accesses to US 40. Of note, only the movements directly impacted by traffic from Grand Park have been evaluated. These requirements are based on an access categorization of NR -B for US 40 with a posted speed of 35 MPH, the current posted speed at the south end of the site near the site. Finally, the storage for each auxiliary lane is based on the 95th percentile queue calculated in Synchro. 0_1 FELSBURG ,HOLT & ULLEVIG Page 24 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition Table 4. Year 2035 Auxiliary Lane Requirements — US 40 Intersections Intersection Lane Type Recommended Lane Length in feet Including Taper US 40 / Rendezvous Road Northbound Left -turn Deceleration 435 Southbound Right -turn Deceleration 435 US 40 / 1St Street Eastbound Left -turn Deceleration 275 Eastbound Right -turn Deceleration 175 Northbound Left -turn Deceleration 470 Southbound Right -turn Deceleration 245 (same as existing) US 40 / 2nStreet Southbound Right -turn Deceleration 200 US 40 / Kings Crossing Road Northbound Left -turn Deceleration 345 Southbound Right -turn Deceleration 200 It is recommended that these lanes be provided by extending the existing turn lanes west along 1 Sr Street as continuous lanes. D. Additional Analyses Supplemental analyses were performed to address requests particular issues of concern to the developer and CDOT Staff, with the following results: Current Two -Lane US 40 As in the background traffic analysis, total Year 2035 traffic operations were further analyzed to address conditions if US 40 is not widened to provide four travel lanes, instead remaining at its current two-lane width, and the intersection approach widths along Rendezvous Road, 1St Street and Kings Crossing maintain their current configuration. It was found that provision of four travel lanes would help to provide acceptable intersection operations at each intersection. Conditions deteriorate to LOS E and LOS F at these locations without widening of US 40. Approximate Year of Widening A brief analysis was conducted to determine the approximate time at which widening to four lanes will be necessary to maintain LOS D or better operations at the intersection of US 40 with Kings Crossing. It is estimated that the widening would be needed between the Years 2024 and 2026 based on the assumption of straight-line future growth in traffic volumes. E. Access Code Requirements State Highway Access Code standards relative to this segment of US 40 (NR -B) indicate that one access will be granted to each parcel, if it does not create safety or operational problems. In addition, the Code states that full -movement access shall be granted at one-half mile spacing, or where a signal progression analysis indicates good progression of 30 percent efficiency or better, or does not degrade the existing signal progression. The intersections of US 40 with Rendezvous Road and King's Crossing Road are approximately'/2 mile apart. The US 40 access at 1St Street is located between these two intersections, approximately 1,500 feet south of Rendezvous Road. 0_1 FELSBURG ,HOLT & ULLEVIG Page 25 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition A progression analysis was performed to address conditions with the three proposed signalized intersections in place at Kings Crossing Road, 1 St Street and Rendezvous Road. The progression analysis included US 40 between County Road 72 (CR 72) north of the Grand Park development and Vasquez Road at the south end of downtown Winter Park, a distance of approximately 2.5 miles. The analysis included all existing signalized intersections plus the three study intersections for a total of six signalized intersections along US 40; CR 72, Rendezvous Road, 1St Street, Kings Crossing, Midtown Drive and Vasquez Road. The analysis was based on Year 2035 buildout and assumed a 100 second cycle is in place at the intersections along the corridor. The results of the progression analysis are shown in Table 5. Table 5. US 40 Progression Results As shown in the table, AM and PM Peak Hour progression efficiency is expected to be in excess of 30 percent with all three proposed signals in place in Year 2035 buildout. Therefore, signalization at all three intersections on US 40 could be implemented within the guidelines of the Access Code. Time -space diagrams depicting the results of US 40 progression analyses are included in Appendix I. The progression results reported in Table 5 assumed that adequate pedestrian crossing time would be provided during every signal cycle at the US 40 / 1 St Street intersection, recognizing its potential as a trail crossing location. The remaining intersections were assumed to provide pedestrian crossing time only when pedestrians are present at those locations. If this assumption is changed to reflect pedestrian -optimized timing at all six intersections, progression percentages would all remain at 30 percent or more. Full pedestrian optimized time -space diagrams are also provided in Appendix I. It is important to note that the same progression efficiencies could be maintained if US 40 remains 2 lanes wide through the project area. The need for future corridor widening is based on preserving acceptable operations at individual intersections. In addition to meeting the progression requirements, the SHAC states that signalized intersections at less than'/2 mile spacing, such as the 1St Street intersection, need to satisfy the criteria documented in the SHAC, described as follows: a) There are no other reasonable site design, access or circulation alternatives eliminating the need for the signal. The presence of Rendezvous (Grand Park Way west of US 40) and King's Crossing Roads does not eliminate the need for a signal at 1St Street to serve the Grand Park Village, either in the short or long-term future condition. The Year 2015 scenario evaluated in the TIA demonstrates that 1 St Street would meet signal warrant criteria, even with the provision of a conceptual secondary connection to 0_1 FELSBURG ,HOLT & ULLEVIG Page 26 Progression Factor(percent) Analyzed Northbound US 40 Southbound US 40 Condition AM Peak PM Peak AM Peak PM Peak US 40 with 3 Proposed Signals 36 34 36 34 As shown in the table, AM and PM Peak Hour progression efficiency is expected to be in excess of 30 percent with all three proposed signals in place in Year 2035 buildout. Therefore, signalization at all three intersections on US 40 could be implemented within the guidelines of the Access Code. Time -space diagrams depicting the results of US 40 progression analyses are included in Appendix I. The progression results reported in Table 5 assumed that adequate pedestrian crossing time would be provided during every signal cycle at the US 40 / 1 St Street intersection, recognizing its potential as a trail crossing location. The remaining intersections were assumed to provide pedestrian crossing time only when pedestrians are present at those locations. If this assumption is changed to reflect pedestrian -optimized timing at all six intersections, progression percentages would all remain at 30 percent or more. Full pedestrian optimized time -space diagrams are also provided in Appendix I. It is important to note that the same progression efficiencies could be maintained if US 40 remains 2 lanes wide through the project area. The need for future corridor widening is based on preserving acceptable operations at individual intersections. In addition to meeting the progression requirements, the SHAC states that signalized intersections at less than'/2 mile spacing, such as the 1St Street intersection, need to satisfy the criteria documented in the SHAC, described as follows: a) There are no other reasonable site design, access or circulation alternatives eliminating the need for the signal. The presence of Rendezvous (Grand Park Way west of US 40) and King's Crossing Roads does not eliminate the need for a signal at 1St Street to serve the Grand Park Village, either in the short or long-term future condition. The Year 2015 scenario evaluated in the TIA demonstrates that 1 St Street would meet signal warrant criteria, even with the provision of a conceptual secondary connection to 0_1 FELSBURG ,HOLT & ULLEVIG Page 26 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition King's Crossing Road. The need for a signal at 1St Street also remains evident in the Year 2035 Grand Park buildout evaluation, which incorporates the addition of Grand Park Way. As shown in the TIA, there is no connection planned to the Grand Park Village from Grand Park Way. Currently, 1 St Street provides a direct, full movement access to the Village and 2nd Street provides right-in/right-out access to US 40. 1St Street will continue to be the direct, central access to the current and future commercial operations, amenities, and residences in the Village. In addition, 1St Street will extend west into Grand Park and beneath the Union Pacific Railroad tracks, carrying a projected approximate 8,000 — 8,500 vehicles per day at full buildout of Grand Park. While both provide secondary connections to Grand Park from US 40, Grand Park Way and King's Crossing Road require out -of -direction travel to reach US 40 from the Village. b) There is a public necessity for the intersection. There is a public need for the 1St Street intersection for the following reasons: • 1St Street provides direct access to the Grand Park Community Recreation Center. The Recreation Center serves at the anchor facility for the Fraser Valley Recreation District, and is a significant attractor of regional trips on US 40. Without the 1 St Street intersection, visitors to the Center could not turn left from or onto US 40 without traveling farther out -of -direction. • By the Year 2015, 1St Street is anticipated to provide direct access from US 40 to a railroad underpass. Conceptual approval of this underpass was recently received from the UPRR and HDR Engineering is proceeding with construction document approval from the UPRR. This underpass will also serve to enhance emergency response times (particularly when trains are stopped on the tracks at Kings Crossing Road and Vasquez Road — blocking emergency and regular vehicle access to the east and west sides of the tracks) for many residents of the Fraser Valley in addition to other traffic. • The 1St Street intersection boosts the economic vitality of development within the Town of Fraser and the broader Fraser Valley by serving the Village. The Village currently includes the Grand Park Community Recreation Center, the Foundry Bowl and Cinema and the Grand Park General Store and fuel depot. Plans are currently being developed for two new commercial/residential mixed use buildings comprising 60,000 Square Feet of space and 11 other building pads now ready for construction that will include a full service hotel, commercial and residential uses. The Village is the largest single commercial development in Grand County and has continued to grow over the last four years. c) A traffic signal study and traffic analysis acceptable to the Department is completed. CDOT has indicated that the First Edition of this TIA is acceptable. Based on the progression findings and establishment of meeting the SHAC conditions described above, the 1St Street intersection may be signalized. 0-1 FELSBURG ,HOLT & ULLEVIG Page 27 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition VI. SUMMARY / SIGNIFICANT FINDINGS AND RECOMMENDATIONS The purpose of this report is to provide information related to the traffic impacts associated with the proposed development of Grand Park in Fraser, Colorado. The analysis includes both short term (Year 2015) and long term (Year 2035) analysis scenarios. At full buildout, anticipated to occur by the Year 2035, Grand Park is anticipated to add approximately 29,800 trips per day to the surrounding roadway network, with approximately 1,605 trips occurring during the AM peak hour and approximately 2,665 trips during the PM peak hour. Development anticipated by the Year 2015 would add 7,700 vehicle -trips per day to the surrounding roadway network. The findings resulting from this analysis are summarized below. Roadway Network The future roadway network, access and circulation layout is depicted on Figure 5. Consistent with previous area studies, it is assumed that US 40 will be widened to provide 4 travel lanes by the Year 2035. Traffic Control As mentioned in the introduction, recent analyses have been conducted to address the potential for signalizing the US Highway 40 / 1St Street intersection. Intersection traffic counts were initially conducted in December 2009, January of 2010, January of 2011 and March of 2011 to gauge the potential for meeting traffic volume -based warrants. It was found that 11 of the 33 total days counted demonstrated traffic volumes exceeding the threshold values for Warrant 2, the Four—Hour Vehicular Volume Warrant. The findings indicate that the US 40 / 1St Street intersection meets signal warrants during typically busy winter and springtime conditions. The traffic counts and warrant results have been provided to CDOT Region 3 Staff, which has indicated that the counts were not conducted at appropriate times -of -year to justify signalization. April 2012 traffic counts conducted for this TIA indicated that none of the intersections currently warrant signalization based on traffic volumes. Of note, April is a low traffic month in the Fraser Valley area and does not represent typical traffic conditions. Table 6 outlines the findings relative to Warrant 2, Four -Hour Vehicular Volume (70% factor). As shown, only the 1 St Street intersection is expected to meet warrant thresholds in by 2015, with the Rendezvous Road intersection anticipated to meet Warrant 2 by the Year 2035. Table 6. Signal Warrant 2 Findings US 40 Intersection Existing (2012) 2015 2035 Background Total Background Total Kings Crossing No No No No Yes 1 St Street No No Yes No Yes Rendezvous Road No No No Yes Yes Note: A `Yes' indicates that Warrant 2 thresholds are met, and a `No' indicates that the intersection does not meet Warrant 2 criteria. INFELSBURG ,HOLT & ULLEVIG Page 28 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition Based on these findings and the recent approval of a signal at Kings Crossing, all three of the intersections from Kings Crossing to Rendezvous Road were analyzed as signalized intersections in the Year 2035 buildout analysis. As stated previously in this report, these intersections should be monitored in the future to determine if and when a traffic signal should be installed to confirm the findings of this report. Access Code Requirements Signalization of the Kings Crossing Road, 1 St Street and Rendezvous Road intersections would create substandard signal spacing along US 40. It is the 1St Street intersection that creates the substandard spacing issue, as the Kings Crossing and Rendezvous Road intersections are approximately'/2 mile apart. The State Highway Access Code requires that special conditions be demonstrated if such spacing is to be permitted by CDOT. Signal progression efficiency must exceed 30 percent or not degrade progression levels, and the following three conditions must be satisfied: a) There are no other reasonable site design, access or circulation alternatives eliminating the need for the signal, b) There is a public necessity for the intersection, and c) A traffic signal study and traffic analysis acceptable to the Department is completed. With these three intersections expected to be signalized, a progression analysis was performed to address conditions on US 40 with two of the three signals in place by Year 2015 and all three signals in place by Year 2035. Progression efficiency during AM and PM peak hours would exceed the State Highway Access Code requirement of 30% (34-36%) with these three signals in place. In addition, the US 40/1St Street intersection is shown to satisfy conditions a) and b), and c) would be satisfied with acceptance of this Second Edition. The Department has indicated acceptance of the First Edition. It is the finding of this study the intersection of US 40 with 1St Street may be signalized at substandard spacing, based on the following information: Counts conducted on 33 different days over 2009-2011 showed that multiple days (11 of 33) during typically busy winter and springtime seasons exceeded signal warrant thresholds, and Year 2015 forecasts exceed warrant levels. Progression minimums identified in the SHAC are met with a signal installed at 1St Street. Conditions a), b) and c) are addressed for the 1 St Street intersection. To accommodate site development by the Year 2035, it is recommended that the 1St Street intersection be improved to provide the auxiliary lanes shown in Table 4. Auxiliary Lane Recommendations As shown on Figure 11, the site accesses are expected to operate at LOS C or better in the Year 2035 buildout condition. In order to achieve these operational results and to satisfy the State Highway Access Code, Table 4 outlines auxiliary lane requirements for the site accesses to US 40. These requirements are based on an access categorization of NR -B for US 40 with a posted speed of 35 MPH, the current posted speed in the vicinity of the site. 0-1 FELSBURG ,HOLT & ULLEVIG Page 29 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition Additional Findings Supplemental analyses were performed to address requests particular issues of concern to the developer and CDOT Staff, with the following results: Current Two -Lane US 40 Year 2035 traffic operations were further analyzed to address conditions if US 40 is not widened to provide four travel lanes, instead remaining at its current two-lane width, and the intersection approach widths along Rendezvous Road, 1St Street and Kings Crossing maintain their current configuration. It was found that provision of four travel lanes would help to provide acceptable intersection operations at each intersection. Conditions deteriorate to LOS E and LOS F at these locations without widening of US 40. Approximate Year of Widening A brief analysis was conducted to determine the approximate time at which widening to four lanes will be necessary to maintain LOS D or better operations at the intersection of US 40 with Kings Crossing. It is estimated that the widening would be needed between the Years 2024 and 2026 based on the assumption of straight-line future growth in traffic volumes. 0_1 FELSBURG ,HOLT & ULLEVIG Page 30 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX A OCTOBER 17, 2011 MEMORANDUM NFELSBURG (, HOLT & ULLEVIG Appendix A FELSBURG HOLT & engineering paths to transportation solutions Original: May 10, 2011 Updated: October 17, 2011 MEMORANDUM To: Clark Lipscomb From: Lyle E. DeVries Re: US 40/1 St Street Signalization Warrant Analysis FHU Reference No. 07-104 wn-1( This memorandum was initially written on May 10, 2011 and submitted to CDOT Region 3 Staff for review on September 13, 2011. Region 3 Staff provided comments on the initial memorandum in a letter dated October 6, 2011. This revised memorandum is provided to address comments 1 through 3 of the twelve numbered comments provided in the October 6 letter. These comments are as follows: 1. The traffic counts and data used in the analysis were not included for review 2. The analysis needs to be signed and sealed by a professional engineer 3. The analysis needs to be done using the 2009 MUTCD rather than the older 2003 edition. In response to these comments, this memorandum provides the traffic count information, is stamped by a professional engineer, and revised to meet the conditions of the 2009 edition of the MUTCD. We completed vehicular traffic count efforts at the intersection of US Highway 40 and the Grand Park Village entry. Count information is provided in spreadsheet form attached to this memorandum. Continuous counts of all turning movements at this intersection were recorded for the period between Wednesday, January 5th and Sunday, January 9th, 2011. Subsequent traffic counts were conducted between Friday, March 110h and Monday, March 21St, 2011. These 16 total days of counts were completed to provide recent information relative to volume -based signalization warrants outlined in the Manual on Uniform Traffic Control Devices (2009 Edition, Federal Highway Administration). Previous traffic counts in support of a warrant study were completed in December 2009/January 2010. Initial analysis of the traffic count data indicated that the most likely signal warrant to be satisfied at the intersection would be Signal Warrant 2, Four -Hour Vehicular Volume. The peak hour traffic volume -based warrant is not applicable to this location. The 8 -hour Vehicular Volume warrants require more sustained traffic levels than are currently feasible at the intersection. 6300 South Syracuse Way, Suite 600 Centennial, CO/ 1 .441 fax 303.721.0832 Memorandum to Clark Lipscomb May 10, 2011 UPDATED October 17, 2011 Page 2 Warrant 2 Description According to the MUTCD, "The Four -Hour Vehicular Volume signal warrant conditions are intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal." Standard: The need for a traffic control signal shall be considered if an engineering study finds that, for each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher - volume minor -street approach (one direction only) all fall above the applicable curve in (the attached graphic) for the existing combination of approach lanes. On the minor street, the higher volume shall not be required to be on the same approach during each of these 4 hours. Option: If the posted or statutory speed limit or the 85th -percentile speed on the major street exceeds 70 km/h or exceeds 40 Miles Per Hour (mph) or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, The curve shown in red on the attached graphic may be used in place of the blue curve. It is our understanding that the posted speed limit along US 40 lies below 40 mph. The population of the Fraser Valley area is below 10,000. Therefore, the red curve is currently applicable to the subject intersection. However, future growth may cause the higher -threshold green curve to govern the intersection. Previous Study A traffic count effort was conducted over a period of seventeen days spanning December 2009 and January 2010. The results of this effort indicated that traffic levels on five of the seventeen days exceeded signal warrant thresholds. As documented in a memorandum to Clark Lipscomb dated February 19th, 2010, the following five days presented traffic volumes meeting signal warrant 2. • Sunday, January 10, 2010 (mistakenly identified in the memo as January 3) • Wednesday, December 23, 2009 • Saturday, December 26, 2009 • Monday, December 28, 2009 • Tuesday, December 29, 2009 As noted in the memo, these five days are not necessarily representative of a "typical" day at the intersection as they followed the opening of a new Recreation Center on site. Traffic counts taken later in January 2010 were slightly below warrant thresholds. However, results indicated that traffic volumes were nearing levels warranting signalization. Current Study Two separate traffic count efforts were conducted over a period of sixteen total days in January and March of 2011. Results of these counts are summarized as follows: Memorandum to Clark Lipscomb May 10, 2011 UPDATED October 17, 2011 Page 3 January 2011 Counting Traffic counts were conducted continuously over the five days between January 5th and January 9th In comparison with the traffic counts conducted on the corresponding January days in early 2010, traffic levels corresponding to the 4th highest hour increased by approximately 7 percent. The results of the January 2011 counting effort indicated that traffic levels on one of the five days exceeded signal warrant thresholds: Saturday, January 8th, 2011. March 2011 Counting Traffic counts were conducted continuously over the eleven days between March 11 and March 21. This time period included two weekends and captured a typically busy Spring week in the Fraser -Winter Park area. Traffic levels on five of the eleven days exceeded signal warrant thresholds. • Saturday, March 12, 2011 • Monday, March 14, 2011 • Tuesday, March 15, 2011 • Saturday, March 19, 2011 • Monday, March 21, 2011 Figure 1 depicts traffic levels relative to Signal Warrant 2 thresholds for the January 2011 traffic counts. As shown, one of the five days exceeded warrant levels. In Figure 2 the March traffic counts are shown relative to warrant thresholds, clearly identifying the five days that exceeded warrant criteria. Traffic counts conducted in January and March of 2011 indicate that current traffic volumes at the intersection of US 40 and 1St Street meet Warrant 2 criteria. As stated in the MUTCD, "The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal." However, because current traffic volumes meet Warrant 2 criteria, it is recommended that the intersection of 1 st Street and US Highway 40 be strongly considered for signalization. In addition to current traffic volumes, it is important to note that the Grand Park Village developer has plans to construct additional recreational uses on the site in the Summer of 2011. These uses will increase vehicle -trips through the 1St Street intersection, adding to traffic volumes that currently exceed warrant thresholds. 0 R . 0 / T-\ § - \ \ \ N Q ® § % * \ \ 3 « >1 / E 2 0 f C%4\ m C / § � § { \ � \ - � 0 kCL \ U) /04 \ 0 U) / z \ / f 0 > x a 4 | | CL . 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C W 0 E m cn Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information US 40 / 1st Street Traffic Counts Wednesday Southbound Northbound Eastbound 5 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 19 40 3 0 2 65 1:00 AM 0 9 39 1 0 0 49 2:00 AM 0 5 52 0 0 0 57 3:00 AM 1 6 28 2 0 0 37 4:00 AM 0 17 8 5 0 1 31 5:00 AM 3 47 21 11 3 5 90 6:00 AM 16 77 45 28 11 8 185 7:00 AM 20 359 150 36 7 40 612 8:00 AM 41 621 254 67 13 73 1069 9:00 AM 36 469 389 73 15 53 1035 10:00 AM 53 469 493 79 42 55 1191 11:00 AM 43 473 529 87 39 54 1225 12:00 PM 54 410 565 80 53 48 1210 1:00 PM 54 355 550 72 45 42 1118 2:00 PM 53 358 563 92 28 41 1135 3:00 PM 58 355 671 100 40 43 1267 4:00 PM 76 263 816 79 59 35 1328 5:00 PM 102 296 768 122 78 40 1406 6:00 PM 65 254 368 95 58 33 873 7:00 PM 50 191 306 58 47 27 679 8:00 PM 8 159 248 54 19 17 505 9:00 PM 5 136 209 44 7 13 414 10:00 PM 4 75 147 20 2 8 256 11:00 PM 1 55 112 9 2 6 185 Total 16022 Thursday Southbound Northbound Eastbound 6 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 22 71 2 0 2 97 1:00 AM 1 9 54 23 2 0 89 2:00 AM 0 13 53 0 1 1 68 3:00 AM 1 4 9 3 1 0 18 4:00 AM 0 18 11 4 0 1 34 5:00 AM 4 40 19 19 0 4 86 6:00 AM 14 85 51 37 3 9 199 7:00 AM 39 352 126 86 11 41 655 8:00 AM 31 643 232 86 13 73 1078 9:00 AM 43 557 291 108 32 64 1095 10:00 AM 50 501 306 103 30 58 1048 11:00 AM 46 442 363 80 34 52 1017 12:00 PM 47 404 458 73 38 46 1066 1:00 PM 64 350 485 90 48 41 1078 2:00 PM 59 302 464 72 44 37 978 3:00 PM 68 349 547 78 56 42 1140 4:00 PM 65 372 867 80 40 47 1471 5:00 PM 75 367 760 102 63 45 1412 6:00 PM 54 288 541 101 42 35 1061 7:00 PM 27 223 391 74 17 26 758 8:00 PM 32 98 300 38 35 12 515 9:00 PM 6 88 247 28 6 9 384 10:00 PM 4 69 201 17 3 7 301 11:00 PM 3 30 105 7 2 3 150 Total 15798 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Friday Southbound Northbound Eastbound 7 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 19 45 2 0 1 67 1:00 AM 0 13 46 1 0 1 61 2:00 AM 0 6 21 1 0 0 28 3:00 AM 1 2 26 1 0 0 30 4:00 AM 0 27 6 2 1 3 39 5:00 AM 4 40 20 16 1 4 85 6:00 AM 9 104 53 35 5 10 216 7:00 AM 23 349 109 56 10 39 586 8:00 AM 41 629 203 106 23 73 1075 9:00 AM 50 549 354 111 19 65 1148 10:00 AM 44 569 437 118 23 66 1257 11:00 AM 48 455 403 106 29 54 1095 12:00 PM 61 468 498 107 49 56 1239 1:00 PM 65 478 590 87 46 58 1324 2:00 PM 78 436 609 89 54 55 1321 3:00 PM 82 364 764 100 54 44 1408 4:00 PM 72 419 1026 80 54 51 1702 5:00 PM 84 388 963 117 66 49 1667 6:00 PM 60 310 779 115 45 38 1347 7:00 PM 50 256 714 69 52 32 1173 8:00 PM 27 173 742 53 24 20 1039 9:00 PM 21 130 526 25 22 13 737 10:00 PM 3 91 335 21 2 9 461 11:00 PM 2 74 177 11 2 7 273 Total 19378 Saturday Southbound Northbound Eastbound 8 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 23 97 4 0 2 126 1:00 AM 0 17 59 2 0 1 79 2:00 AM 0 13 46 2 0 1 62 3:00 AM 1 4 24 2 0 0 31 4:00 AM 1 18 9 4 1 2 35 5:00 AM 1 35 19 6 1 4 66 6:00 AM 4 149 63 33 3 14 266 7:00 AM 20 468 176 57 5 51 777 8:00 AM 31 894 317 132 20 97 1491 9:00 AM 46 602 356 94 21 71 1190 10:00 AM 79 616 470 112 59 74 1410 11:00 AM 98 560 606 128 61 72 1525 12:00 PM 69 488 609 102 59 60 1387 1:00 PM 74 473 549 141 37 59 1333 2:00 PM 82 442 650 122 61 56 1413 3:00 PM 80 501 854 145 72 63 1715 4:00 PM 63 460 1087 121 53 54 1838 5:00 PM 81 446 796 136 68 56 1583 6:00 PM 50 383 760 162 29 44 1428 7:00 PM 25 253 621 94 24 30 1047 8:00 PM 21 209 459 55 29 24 797 9:00 PM 9 219 402 45 8 24 707 10:00 PM 2 132 313 1 1 12 461 11:00 PM 5 43 152 3 7 4 214 Total 20981 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Sunday Southbound Northbound Eastbound 9 -Jan -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 31 107 0 0 3 141 1:00 AM 0 19 56 0 0 2 77 2:00 AM 0 9 37 0 0 0 46 3:00 AM 1 6 9 2 1 0 19 4:00 AM 1 22 10 2 1 2 38 5:00 AM 0 49 12 4 2 5 72 6:00 AM 4 130 39 14 3 13 203 7:00 AM 9 410 101 21 10 46 597 8:00 AM 18 831 175 46 11 89 1170 9:00 AM 37 657 244 51 29 76 1094 10:00 AM 62 716 331 72 27 83 1291 11:00 AM 60 610 331 53 34 72 1160 12:00 PM 47 565 451 47 36 67 1213 1:00 PM 62 437 410 60 41 53 1063 2:00 PM 47 412 469 58 31 49 1066 3:00 PM 84 310 481 74 52 40 1041 4:00 PM 51 277 585 54 38 35 1040 5:00 PM 46 284 662 40 31 33 1096 6:00 PM 37 324 458 76 51 37 983 7:00 PM 23 266 358 67 26 31 771 8:00 PM 9 155 277 51 6 14 512 9:00 PM 3 85 191 30 4 8 321 10:00 PM 2 70 115 3 2 7 199 11:00 PM 1 28 91 3 1 3 127 Total 15340 Friday Southbound Northbound Eastbound 11 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 21 41 2 0 1 65 1:00 AM 0 14 42 1 0 1 58 2:00 AM 0 9 19 1 0 0 29 3:00 AM 1 7 24 1 0 0 33 4:00 AM 0 29 5 2 1 3 40 5:00 AM 4 44 18 17 1 4 88 6:00 AM 10 112 49 37 5 11 224 7:00 AM 26 375 99 59 11 42 612 8:00 AM 46 677 183 111 25 79 1121 9:00 AM 56 590 323 117 20 70 1176 10:00 AM 49 612 399 124 25 71 1280 11:00 AM 54 489 367 111 31 58 1110 12:00 PM 68 503 451 112 53 60 1247 1:00 PM 73 513 537 91 49 62 1325 2:00 PM 87 467 553 93 58 59 1317 3:00 PM 92 389 695 105 58 47 1386 4:00 PM 81 449 937 84 58 55 1664 5:00 PM 94 415 877 123 71 53 1633 6:00 PM 67 332 712 121 48 41 1321 7:00 PM 56 275 650 72 56 34 1143 8:00 PM 30 186 680 56 26 22 1000 9:00 PM 24 139 481 26 24 14 708 10:00 PM 3 98 308 22 2 10 443 11:00 PM 2 80 163 12 2 8 267 Total 19290 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Saturday Southbound Northbound Eastbound 12 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 25 90 4 0 2 121 1:00 AM 0 19 55 2 0 1 77 2:00 AM 0 14 42 2 0 1 59 3:00 AM 1 8 22 2 0 0 33 4:00 AM 1 20 8 4 1 2 36 5:00 AM 1 38 17 6 1 4 67 6:00 AM 4 161 58 35 3 15 276 7:00 AM 22 505 162 60 5 55 809 8:00 AM 35 963 288 139 22 104 1551 9:00 AM 52 647 324 99 23 76 1221 10:00 AM 88 662 425 118 63 80 1436 11:00 AM 110 600 549 134 66 77 1536 12:00 PM 77 524 553 107 63 65 1389 1:00 PM 83 507 500 148 40 63 1341 2:00 PM 92 473 589 128 66 60 1408 3:00 PM 90 537 776 152 77 68 1700 4:00 PM 71 493 993 127 57 58 1799 5:00 PM 91 477 723 143 73 60 1567 6:00 PM 56 411 696 170 31 47 1411 7:00 PM 28 272 569 99 26 32 1026 8:00 PM 24 224 418 58 31 26 781 9:00 PM 10 237 369 47 9 26 698 10:00 PM 2 143 289 1 1 1 437 11:00 PM 6 45 138 3 8 4 204 Total 20983 Sunday Southbound Northbound Eastbound 13 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 34 99 0 0 3 136 1:00 AM 0 21 52 0 0 2 75 2:00 AM 0 10 34 0 0 0 44 3:00 AM 1 14 8 2 1 0 26 4:00 AM 1 24 9 2 1 2 39 5:00 AM 0 52 11 4 2 5 74 6:00 AM 4 141 35 15 3 14 212 7:00 AM 10 442 91 22 11 49 625 8:00 AM 20 896 160 48 12 96 1232 9:00 AM 41 707 220 54 31 82 1135 10:00 AM 69 771 301 76 29 89 1335 11:00 AM 67 656 299 56 37 77 1192 12:00 PM 53 607 409 49 39 72 1229 1:00 PM 69 470 372 63 44 57 1075 2:00 PM 53 442 428 61 33 53 1070 3:00 PM 94 331 435 98 56 43 1057 4:00 PM 57 297 533 57 41 38 1023 5:00 PM 52 304 605 42 33 35 1071 6:00 PM 41 348 414 80 55 40 978 7:00 PM 26 286 325 70 28 33 768 8:00 PM 10 167 255 54 6 15 507 9:00 PM 3 92 176 31 4 9 315 10:00 PM 2 75 106 3 2 8 196 11:00 PM 1 31 84 3 1 3 123 Total i i i i i 1 15537 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Monday Southbound Northbound Eastbound 14 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 23 50 0 0 0 73 1:00 AM 0 13 33 0 0 0 46 2:00 AM 1 7 19 0 0 0 27 3:00 AM 0 8 16 1 0 1 26 4:00 AM 2 13 5 0 0 0 20 5:00 AM 0 33 6 0 0 0 39 6:00 AM 9 78 9 6 8 1 111 7:00 AM 24 158 38 15 14 6 255 8:00 AM 49 462 138 37 16 20 722 9:00 AM 36 452 173 44 27 44 776 10:00 AM 50 432 294 72 30 66 944 11:00 AM 59 388 415 93 61 90 1106 12:00 PM 41 371 442 121 55 86 1116 1:00 PM 50 403 575 104 67 116 1315 2:00 PM 71 363 759 126 80 88 1487 3:00 PM 59 357 702 114 72 99 1403 4:00 PM 30 307 614 147 105 112 1315 5:00 PM 29 221 445 167 119 99 1080 6:00 PM 13 181 539 125 87 144 1089 7:00 PM 7 118 373 77 58 114 747 8:00 PM 1 111 250 43 41 85 531 9:00 PM 0 40 109 23 26 59 257 10:00 PM 0 29 68 4 5 11 117 11:00 PM 0 12 52 4 6 3 77 Total 14679 Tuesday Southbound Northbound Eastbound 15 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 13 38 2 5 5 64 1:00 AM 0 5 26 0 1 0 32 2:00 AM 0 12 9 1 1 1 24 3:00 AM 3 41 13 1 0 0 58 4:00 AM 8 109 62 0 0 0 179 5:00 AM 21 473 110 0 0 0 604 6:00 AM 34 703 249 8 2 3 999 7:00 AM 66 557 333 13 4 5 978 8:00 AM 71 513 384 33 14 30 1045 9:00 AM 50 547 467 45 17 32 1158 10:00 AM 64 437 533 73 41 60 1208 11:00 AM 65 405 488 112 44 81 1195 12:00 PM 56 431 436 138 57 96 1214 1:00 PM 67 417 727 120 65 111 1507 2:00 PM 67 442 883 114 82 84 1672 3:00 PM 46 514 683 150 86 100 1579 4:00 PM 35 402 480 149 94 90 1250 5:00 PM 22 282 240 183 132 104 963 6:00 PM 10 189 229 131 122 130 811 7:00 PM 6 149 222 78 56 92 603 8:00 PM 1 82 154 68 41 68 414 9:00 PM 0 57 66 22 47 57 249 10:00 PM 0 20 32 7 20 24 103 11:00 PM 0 14 26 7 8 14 69 Total 17978 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Wednesday Southbound Northbound Eastbound 16 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 21 36 3 0 3 64 1:00 AM 0 10 36 1 0 0 47 2:00 AM 0 5 47 0 0 0 52 3:00 AM 1 7 26 2 0 0 36 4:00 AM 0 19 7 5 0 1 32 5:00 AM 3 51 19 12 3 5 93 6:00 AM 18 82 40 29 12 9 190 7:00 AM 22 387 136 38 8 43 634 8:00 AM 46 669 232 70 14 79 1110 9:00 AM 40 505 357 77 16 57 1052 10:00 AM 59 504 448 83 45 59 1198 11:00 AM 48 508 481 91 42 58 1228 12:00 PM 60 441 513 84 57 52 1207 1:00 PM 60 382 500 76 48 45 1111 2:00 PM 59 385 514 97 30 44 1129 3:00 PM 65 381 612 105 43 46 1252 4:00 PM 85 281 743 83 63 38 1293 5:00 PM 114 316 696 128 84 43 1381 6:00 PM 73 272 331 100 62 35 873 7:00 PM 56 204 274 61 51 29 675 8:00 PM 9 171 226 57 20 18 501 9:00 PM 6 146 191 46 8 14 411 10:00 PM 4 81 135 21 2 9 252 11:00 PM 1 59 103 9 2 6 180 Total 16001 Thursday Southbound Northbound Eastbound 17 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 24 66 2 0 2 94 1:00 AM 1 10 50 24 2 0 87 2:00 AM 0 14 48 0 1 1 64 3:00 AM 1 4 8 3 1 0 17 4:00 AM 0 20 10 4 0 1 35 5:00 AM 4 44 17 20 0 4 89 6:00 AM 16 91 46 39 3 10 205 7:00 AM 44 378 114 90 12 44 682 8:00 AM 35 693 212 90 14 79 1123 9:00 AM 48 599 264 113 34 69 1127 10:00 AM 56 539 278 108 32 62 1075 11:00 AM 52 475 329 84 37 56 1033 12:00 PM 53 434 417 77 41 49 1071 1:00 PM 72 374 439 94 52 44 1075 2:00 PM 66 323 422 76 47 40 974 3:00 PM 76 374 495 82 60 45 1132 4:00 PM 73 398 793 84 43 51 1442 5:00 PM 84 393 691 107 68 48 1391 6:00 PM 60 309 492 106 45 38 1050 7:00 PM 30 240 358 78 18 28 752 8:00 PM 36 105 271 40 38 13 503 9:00 PM 7 94 227 29 6 10 373 10:00 PM 4 75 185 18 3 8 293 11:00 PM 3 33 97 7 2 3 145 Total 15832 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Friday Southbound Northbound Eastbound 18 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 24 47 2 0 1 74 1:00 AM 0 16 48 1 0 1 66 2:00 AM 0 8 22 1 0 0 31 3:00 AM 2 1 27 1 0 0 31 4:00 AM 1 33 28 2 1 2 67 5:00 AM 6 49 40 15 1 3 114 6:00 AM 11 130 57 31 5 10 244 7:00 AM 9 108 31 51 10 38 247 8:00 AM 20 358 54 95 23 71 621 9:00 AM 29 514 140 100 18 63 864 10:00 AM 57 537 228 107 23 64 1016 11:00 AM 74 577 307 95 28 53 1134 12:00 PM 56 488 326 97 48 54 1069 1:00 PM 81 466 343 78 44 56 1068 2:00 PM 59 388 348 80 53 53 981 3:00 PM 58 337 338 90 53 43 919 4:00 PM 54 385 483 72 53 49 1096 5:00 PM 18 429 595 106 64 48 1260 6:00 PM 45 559 832 103 44 37 1620 7:00 PM 40 469 491 62 51 31 1144 8:00 PM 20 329 353 48 23 20 793 9:00 PM 9 218 334 23 22 13 619 10:00 PM 2 126 273 18 2 9 430 11:00 PM 3 84 161 248 Total 15756 Saturday Southbound Northbound Eastbound 19 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 37 86 1 2 1 128 1:00 AM 0 16 36 0 0 0 52 2:00 AM 0 9 23 0 0 0 32 3:00 AM 1 9 20 1 0 1 32 4:00 AM 0 15 16 0 0 0 31 5:00 AM 0 28 2 1 2 0 33 6:00 AM 4 43 18 1 1 0 67 7:00 AM 13 175 63 6 4 5 266 8:00 AM 32 577 110 15 11 17 762 9:00 AM 47 828 224 34 30 27 1190 10:00 AM 91 867 374 63 31 51 1477 11:00 AM 119 933 493 114 48 83 1790 12:00 PM 90 787 557 124 47 98 1703 1:00 PM 129 754 548 121 77 127 1756 2:00 PM 96 627 572 109 74 103 1581 3:00 PM 94 545 558 133 72 110 1512 4:00 PM 87 621 780 125 86 120 1819 5:00 PM 76 518 949 93 94 138 1868 6:00 PM 57 495 797 58 71 82 1560 7:00 PM 45 402 531 18 13 42 1051 8:00 PM 38 324 372 17 22 27 800 9:00 PM 15 213 291 9 16 11 555 10:00 PM 6 152 202 2 3 3 368 11:00 PM 1 131 146 5 4 3 290 Total 20723 January March 2011 Attachment A: 1 st Street / US Hwy 40 Hourly Traffic Count Information Sunday Southbound Northbound Eastbound 20 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 0 44 90 1 1 3 139 1:00 AM 1 35 70 0 0 0 106 2:00 AM 0 23 47 0 0 0 70 3:00 AM 1 15 29 1 0 0 46 4:00 AM 0 13 7 0 0 0 20 5:00 AM 0 21 5 2 3 3 34 6:00 AM 2 61 27 0 0 0 90 7:00 AM 6 162 55 3 3 4 233 8:00 AM 13 477 104 9 8 10 621 9:00 AM 26 655 157 27 18 23 906 10:00 AM 67 745 249 55 23 51 1190 11:00 AM 100 897 289 103 39 70 1498 12:00 PM 73 828 309 94 53 85 1442 1:00 PM 86 674 309 108 56 83 1316 2:00 PM 76 620 424 93 48 89 1350 3:00 PM 63 495 449 92 63 101 1263 4:00 PM 68 399 606 122 40 108 1343 5:00 PM 68 407 643 109 67 110 1404 6:00 PM 32 405 528 63 67 127 1222 7:00 PM 20 390 414 17 24 39 904 8:00 PM 20 271 280 20 10 30 631 9:00 PM 12 148 234 19 6 25 444 10:00 PM 3 90 138 4 2 6 243 11:00 PM 1 50 109 0 1 5 166 Total 16681 Monday Southbound Northbound Eastbound 21 -Mar -11 Right Thru Thru Left Left Right TOTAL 12:00 AM 1 10 36 0 0 0 47 1:00 AM 1 9 15 0 1 0 26 2:00 AM 0 8 4 2 1 2 17 3:00 AM 1 36 11 0 0 0 48 4:00 AM 4 87 33 0 3 6 133 5:00 AM 8 349 79 1 1 1 439 6:00 AM 21 517 150 7 3 1 699 7:00 AM 45 438 220 25 16 12 756 8:00 AM 85 573 244 30 27 28 987 9:00 AM 67 544 288 42 22 26 989 10:00 AM 55 524 306 50 22 46 1003 11:00 AM 71 472 296 96 32 71 1038 12:00 PM 67 411 351 67 51 68 1015 1:00 PM 64 390 461 110 69 67 1161 2:00 PM 55 370 509 134 84 81 1233 3:00 PM 47 338 379 96 90 76 1026 4:00 PM 28 332 313 99 100 53 925 5:00 PM 18 273 130 118 90 94 723 6:00 PM 16 107 146 71 66 91 497 7:00 PM 3 95 98 36 51 63 346 8:00 PM 0 46 56 23 44 31 200 9:00 PM 0 26 33 16 30 30 135 10:00 PM 0 11 12 3 14 6 46 11:00 PM 1 6 25 0 1 1 34 Total i i i i i 1 13523 January March 2011 Grand Park - Fraser, Colorado APPENDIX B YEAR 2012 COUNT DATA MFELSBURG (, HOLT & ULLEVIG Traffic Impact Analysis Second Edition Appendix B LTe :DlA*3010110�;L6i, . File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 1 Groups Printed- Class 1 US 40 1ST US 40 1ST Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 12:00 AM 1 5 0 0 0 0 0 0 0 8 0 0 0 0 0 1 15 12:15 AM 0 3 0 0 0 0 0 0 0 7 0 0 1 0 0 0 11 12:30 AM 0 2 0 0 0 0 0 0 0 8 0 0 0 0 0 0 10 12:45 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 0 11 Total 1 13 0 0 0 0 0 0 0 31 0 0 1 0 0 1 47 01:00 AM 0 5 0 0 0 0 0 0 0 7 0 0 0 0 0 1 13 01:15 AM 0 3 0 0 0 0 0 0 0 10 0 0 0 0 0 0 13 01:30 AM 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 0 7 01:45 AM 0 3 0 0 0 0 0 0 0 4 0 0 0 0 0 0 7 Total 0 12 0 0 0 0 0 0 0 27 0 0 0 0 0 1 40 02:00 AM 0 4 0 0 0 0 0 0 0 8 0 0 0 0 0 0 12 02:15 AM 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 4 02:30 AM 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 0 4 02:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Total 0 7 0 0 0 0 0 0 0 14 0 0 0 0 0 0 21 03:00 AM 1 0 0 0 0 0 0 0 0 6 0 0 1 0 0 1 9 03:15 AM 0 1 0 0 0 0 0 0 0 5 0 0 0 0 0 0 6 03:30 AM 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 03:45 AM 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 3 Total 1 5 0 0 0 0 0 0 0 14 0 0 1 0 0 1 22 04:00 AM 1 3 0 0 0 0 0 0 0 1 0 0 1 0 0 1 7 04:15 AM 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 0 5 04:30 AM 0 8 0 0 0 0 0 0 0 5 0 0 0 0 0 0 13 04:45 AM 0 6 0 0 0 0 0 0 0 1 0 0 0 0 0 0 7 Total 1 20 0 0 0 0 0 0 0 9 0 0 1 0 0 1 32 05:00 AM 2 11 0 0 0 0 0 0 0 0 0 0 1 0 0 1 15 05:15 AM 1 12 0 0 0 0 0 0 0 1 1 0 0 0 0 0 15 05:30 AM 0 12 0 0 0 0 0 0 0 5 0 0 0 0 0 0 17 05:45 AM 3 16 0 0 0 0 0 0 0 4 2 0 0 0 0 0 25 Total 6 51 0 0 0 0 0 0 0 10 3 0 1 0 0 1 72 06:00 AM 1 16 0 0 0 0 0 0 0 6 2 0 0 0 0 1 26 06:15 AM 1 23 0 0 0 0 0 0 0 11 2 0 1 0 0 0 38 06:30 AM 0 49 0 0 0 0 0 0 0 19 1 0 1 0 0 0 70 06:45 AM 3 39 0 0 0 0 0 0 0 16 0 0 1 0 1 0 60 Total 5 127 0 0 0 0 0 0 0 52 5 0 3 0 1 1 194 07:00 AM 2 46 0 0 0 0 0 0 0 16 0 0 1 0 0 0 65 07:15 AM 9 90 0 0 0 0 0 0 0 28 2 0 1 0 2 0 132 07:30 AM 17 151 0 0 0 0 0 0 0 23 3 0 5 0 3 0 202 07:45 AM 9 126 0 0 0 0 0 0 0 32 0 0 2 0 5 0 174 Total 37 413 0 0 0 0 0 0 0 99 5 0 9 0 10 0 573 08:00 AM 6 87 0 0 0 0 0 0 0 34 1 0 4 0 2 0 134 08:15 AM 3 127 0 0 0 0 0 0 0 51 1 0 4 0 2 0 188 08:30 AM 9 111 0 0 0 0 0 0 0 33 2 0 3 0 3 0 161 08:45 AM 11 105 0 0 0 0 0 0 0 27 1 0 4 0 4 0 152 Total 29 430 0 0 0 0 0 0 0 145 5 0 15 0 11 0 635 09:00 AM 4 101 0 0 0 0 0 0 0 38 3 0 5 0 6 0 157 09:15 AM 12 94 0 0 0 0 0 0 0 53 1 0 3 0 1 0 164 09:30 AM 12 96 0 0 0 0 0 0 0 39 6 0 3 0 1 0 157 LTe :DlA*3010110�;L6i, . File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 2 Groups Printed- Class 1 10:00 AM US 40 Southbound 1ST Westbound US 40 Northbound 1ST Eastbound 0 Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 09:45 AM 11 100 0 0 0 0 0 0 0 60 3 0 4 0 5 0 183 Total 39 391 0 0 0 0 0 0 0 190 13 0 15 0 13 0 661 10:00 AM 7 92 0 0 0 0 0 0 0 60 4 0 2 0 13 0 178 10:15 AM 8 104 0 0 0 0 0 0 0 59 3 0 8 0 3 0 185 10:30 AM 6 78 0 0 0 0 0 0 0 63 0 0 3 0 3 0 153 10:45 AM 7 77 0 0 0 0 0 0 0 60 1 0 5 0 9 0 159 Total 28 351 0 0 0 0 0 0 0 242 8 0 18 0 28 0 675 11:00 AM 6 105 0 0 0 0 0 0 0 59 3 0 90 0 3 0 185 11:15 AM 8 82 0 0 0 0 0 0 0 63 3 0 5 0 4 0 165 11:30 AM 4 100 0 0 0 0 0 0 0 72 1 0 3 0 4 0 184 11:45 AM 2 75 0 0 0 0 0 0 0 69 2 0 7 0 5 0 160 Total 20 362 0 0 0 0 0 0 0 263 9 0 24 0 16 0 694 12:00 PM 4 91 0 0 0 0 0 0 0 68 2 0 20 0 3 0 170 12:15 PM 5 87 0 0 0 0 0 0 0 76 3 0 5 0 4 0 180 12:30 PM 3 72 0 0 0 0 0 0 0 83 2 0 1 0 4 0 165 12:45 PM 8 65 0 0 0 0 0 0 0 82 4 0 4 0 5 0 168 Total 20 315 0 0 0 0 0 0 0 309 11 0 12 0 16 0 683 01:00 PM 5 80 0 0 0 0 0 0 0 86 6 0 7 0 7 0 191 01:15 PM 2 58 0 0 0 0 0 0 0 69 4 0 2 0 5 0 140 01:30 PM 3 79 0 0 0 0 0 0 0 96 3 0 3 0 8 0 192 01:45 PM 7 69 0 0 0 0 0 0 0 83 6 0 4 0 7 0 176 Total 17 286 0 0 0 0 0 0 0 334 19 0 16 0 27 0 699 02:00 PM 7 66 0 0 0 0 0 0 0 102 3 0 20 0 4 0 184 02:15 PM 6 55 0 0 0 0 0 0 0 76 1 0 5 0 6 0 149 02:30 PM 3 76 0 0 0 0 0 0 0 84 3 0 5 0 3 0 174 02:45 PM 4 75 0 0 0 0 0 0 0 85 3 0 5 0 4 0 176 Total 20 272 0 0 0 0 0 0 0 347 10 0 17 0 17 0 683 03:00 PM 2 58 0 0 0 0 0 0 0 101 5 0 3 0 3 0 172 03:15 PM 8 62 0 0 0 0 0 0 0 130 4 0 4 0 7 0 215 03:30 PM 9 69 0 0 0 0 0 0 0 113 6 0 2 0 5 0 204 03:45 PM 16 76 0 0 0 0 0 0 0 123 6 0 8 0 4 0 233 Total 35 265 0 0 0 0 0 0 0 467 21 0 17 0 19 0 824 04:00 PM 11 67 0 0 0 0 0 0 0 131 8 0 5 0 6 0 228 04:15 PM 6 54 0 0 0 0 0 0 0 117 9 0 4 0 13 0 203 04:30 PM 8 76 0 0 0 0 0 0 0 142 8 0 4 0 5 0 243 04:45 PM 14 103 0 0 0 0 0 0 0 149 10 0 4 0 12 0 292 Total 39 300 0 0 0 0 0 0 0 539 35 0 17 0 36 0 966 05:00 PM 13 65 0 0 0 0 0 0 0 140 6 0 4 0 21 0 249 05:15 PM 7 75 0 0 0 0 0 0 0 125 8 0 8 0 18 0 241 05:30 PM 9 61 0 0 0 0 0 0 0 107 5 0 11 0 10 0 203 05:45 PM 17 70 0 0 0 0 0 0 0 107 9 0 5 0 3 0 211 Total 46 271 0 0 0 0 0 0 0 479 28 0 28 0 52 0 904 06:00 PM 4 66 0 0 0 0 0 0 0 76 5 0 4 0 5 0 160 06:15 PM 5 75 0 0 0 0 0 0 0 68 1 0 3 0 8 0 160 06:30 PM 6 48 0 0 0 0 0 0 0 59 3 0 3 0 7 0 126 06:45 PM 3 49 0 0 0 0 0 0 0 49 3 0 2 0 9 0 115 Total 18 238 0 0 0 0 0 0 0 252 12 0 12 0 29 0 561 LTe :DlA*3010110�;L6i, . File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 3 Groups Printed- Class 1 US 40 1ST US 40 1ST Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 PM 5 35 0 0 0 0 0 0 0 57 2 0 2 0 9 0 110 07:15 PM 6 37 0 0 0 0 0 0 0 56 4 0 6 0 7 0 116 07:30 PM 9 30 0 0 0 0 0 0 0 33 4 0 2 0 8 0 86 07:45 PM 5 28 0 0 0 0 0 0 0 84 3 0 3 0 9 0 132 Total 25 130 0 0 0 0 0 0 0 230 13 0 13 0 33 0 444 08:00 PM 1 23 0 0 0 0 0 0 0 50 2 0 2 0 6 0 84 08:15 PM 3 29 0 0 0 0 0 0 0 51 1 0 3 0 1 0 88 08:30 PM 5 15 0 0 0 0 0 0 0 38 1 0 4 0 9 0 72 08:45 PM 1 27 0 0 0 0 0 0 0 46 1 0 15 0 7 0 97 Total 10 94 0 0 0 0 0 0 0 185 5 0 24 0 23 0 341 09:00 PM 1 20 0 0 0 0 0 0 0 34 0 0 3 0 3 0 61 09:15 PM 0 16 0 0 0 0 0 0 0 34 1 0 1 0 0 0 52 09:30 PM 1 20 0 0 0 0 0 0 0 20 1 0 1 0 2 0 45 09:45 PM 0 14 0 0 0 0 0 0 0 33 0 0 0 0 0 0 47 Total 2 70 0 0 0 0 0 0 0 121 2 0 5 0 5 0 205 10:00 PM 0 12 0 0 0 0 0 0 0 41 0 0 0 0 0 1 54 10:15 PM 0 12 0 0 0 0 0 0 0 24 0 0 1 0 0 0 37 10:30 PM 0 14 0 0 0 0 0 0 0 20 0 0 0 0 0 0 34 10:45 PM 0 9 0 0 0 0 0 0 0 19 1 0 0 0 1 0 30 Total 0 47 0 0 0 0 0 0 0 104 1 0 1 0 1 1 155 11:00 PM 0 9 0 0 0 0 0 0 0 18 1 0 1 0 1 1 31 11:15 PM 0 9 0 0 0 0 0 0 0 19 0 0 0 0 0 0 28 11:30 PM 0 10 0 0 0 0 0 0 0 22 0 0 0 0 0 0 32 11:45 PM 1 9 0 0 0 0 0 0 0 10 0 0 0 0 1 0 21 Total 1 37 0 0 0 0 0 0 0 69 1 0 1 0 2 1 112 Grand Total 400 4507 0 0 0 0 0 0 0 4532 206 0 251 0 339 8 10243 Apprch % 8.2 91.8 0 0 0 0 0 0 0 95.7 4.3 0 42 0 56.7 1.3 Total % 3.9 44 0 0 0 0 0 0 0 44.2 2 0 2.5 0 3.3 0.1 ETa'f :Data A*3010110 File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 4 US 40 Out In Total 4871 4907F 9778 400 4507 01 0 Rght Thru Le� Other r 1 co co Q y6 O Mw� F �O o O 0 O North O r� �2 rn o ~ 4/5/20112:00 AM O r 4/5/201 11:45 PM r o N —� O O Class 1 � 0 O no C om F+ Left Thru Rght Other 206 4532 0 L 0 F475-81 E47W 9496 Out In Total US 40 Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM US 40 Southbound 1ST Westbound US 40 Northbound 1ST Eastbound Start Time Rght Thru Left Other APP Total Rght Thru Left Other APP Total Rght Thru Left Other APP Total Rght Thru Left Other APP Total Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM 17 151 0 0 168 0 0 0 0 0 0 23 3 0 26 5 0 3 0 8 202 07:45 AM 9 126 0 0 135 0 0 0 0 0 0 32 0 0 32 2 0 5 0 7 174 08:00 AM 6 87 0 0 93 0 0 0 0 0 0 34 1 0 35 4 0 2 0 6 134 08:15 AM 3 127 0 0 130 0 0 0 0 0 0 51 1 0 52 4 0 2 0 6 188 Total volume 35 491 0 0 526 0 0 0 0 0 0 140 5 0 145 15 0 12 0 27 698 App. Total 6.7 93.3 0 0 0 0 0 0 0 96.6 3.4 0 55.6 0 44.4 0 PHF .515 .813 .000 .000 .783 .000 .000 .000 .000 .000 .000 .686 .417 .000 .697 .750 .000 .600 .000 .844 .864 ETa'f rata A*3010110 File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 5 US 40 Out In Total 7_:�7 678 35 491 01 0 Rght Thru Le� Other r 1 Peak Hour Data 0(D t� J =o o° o North N r� �2 n ~ Peak Hour Begins at 07:30 A o Fol Class 1 �p o v O no F+ Left Thru R ht Other 5 140 0 L 0 506 145 F 651 Out In Total US 40 Peak Hour Analysis From 10:00 AM to 01:45 PM -Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:15 PM 12:15 PM 5 87 0 0 92 0 0 0 0 0 0 76 3 0 79 5 0 4 0 9 180 12:30 PM 3 72 0 0 75 0 0 0 0 0 0 83 2 0 85 1 0 4 0 5 165 12:45 PM 8 65 0 0 73 0 0 0 0 0 0 82 4 0 86 4 0 5 0 9 168 01:00 PM 5 80 0 0 85 0 0 0 0 0 0 86 6 0 92 7 0 7 0 14 191 Total volume 21 304 0 0 325 0 0 0 0 0 0 327 15 0 342 17 0 20 0 37 704 App. Total 6.5 93.5 0 0 0 0 0 0 0 95.6 4.4 0 45.9 0 54.1 0 PHF .656 .874 .000 .000 .883 .000 .000 .000 .000 .000 .000 .951 .625 .000 .929 .607 .000 .714 .000 .661 .921 ETa'f rata A*3010110 File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 6 US 40 Out In Total 7—:7 672 21 304 01 0 Rght Thru Le� Other r 1 Peak Hour Data Mo 0I- C14 -1 T t° J - 0 o North m r� �2 n ~ Peak Hour Begins at 12:15 P o RDI Class 1 �p o m O no F+ Left Thru R ht Other 15 327 0 L 0 321 342 F 663 Out In Total US 40 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 8 76 0 0 84 0 0 0 0 0 0 142 8 0 150 4 0 5 0 9 243 04:45 PM 14 103 0 0 117 0 0 0 0 0 0 149 10 0 159 4 0 12 0 16 292 05:00 PM 13 65 0 0 78 0 0 0 0 0 0 140 6 0 146 4 0 21 0 25 249 05:15 PM 7 75 0 0 82 0 0 0 0 0 0 125 8 0 133 8 0 18 0 26 241 Total volume 42 319 0 0 361 0 0 0 0 0 0 556 32 0 588 20 0 56 0 76 1025 % App. Total 11.6 88.4 0 0 0 0 0 0 0 94.6 5.4 0 26.3 0 73.7 0 PHF .750 .774 .000 .000 .771 .000 .000 .000 .000 .000 .000 .933 .800 .000 .925 .625 .000 .667 .000 .731 .878 ETa'f rata A*3010110 File Name : #3 US40&1 ST24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 7 US 40 Out In Total 612 361 973 42 319 01 0 Rght Thru Le� Other r 1 Peak Hour Data Moo t� 0 J =o 0 o North r� �2 o ~ Peak Hour Begins at 04:30 P N L r o Class 1 �p o O no F+ Left Thru R ht Other 32 556 0 L 0 339 5 927 Out In Total US 40 LTe :DlA*3010110�;L6i, . File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 1 Groups Printed- Class 1 US 40 RENDEZOUS RD US 40 RENDEZOUS RD Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 12:00 AM 0 6 0 0 0 0 0 0 0 8 0 0 0 0 0 1 15 12:15 AM 0 3 0 0 0 0 0 0 0 7 0 0 0 0 0 0 10 12:30 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 0 11 12:45 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 0 11 Total 0 15 0 0 0 0 0 0 0 31 0 0 0 0 0 1 47 01:00 AM 0 5 0 0 0 0 0 0 0 9 0 0 0 0 0 1 15 01:15 AM 0 2 0 0 0 0 0 0 0 8 0 0 0 0 0 0 10 01:30 AM 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 0 7 01:45 AM 0 4 0 0 0 0 0 0 0 3 0 0 0 0 0 0 7 Total 0 12 0 0 0 0 0 0 0 26 0 0 0 0 0 1 39 02:00 AM 0 3 0 0 0 0 0 0 0 8 0 0 0 0 0 1 12 02:15 AM 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 4 02:30 AM 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 0 4 02:45 AM 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 4 Total 0 6 1 0 0 0 0 0 0 16 0 0 0 0 0 1 24 03:00 AM 0 0 0 0 0 0 1 0 0 4 0 0 0 0 0 1 6 03:15 AM 0 1 0 0 0 0 0 0 0 5 0 0 0 0 0 0 6 03:30 AM 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 03:45 AM 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 0 5 Total 0 7 0 0 0 0 1 0 0 12 0 0 0 0 0 1 21 04:00 AM 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 1 4 04:15 AM 0 6 0 0 0 0 0 0 0 2 0 0 0 0 0 0 8 04:30 AM 0 6 0 0 0 0 0 0 0 4 0 0 0 0 0 0 10 04:45 AM 0 9 0 0 0 0 0 0 0 1 0 0 0 0 0 0 10 Total 0 23 0 0 0 0 0 0 0 8 0 0 0 0 0 1 32 05:00 AM 0 16 0 0 0 0 0 0 0 0 0 0 0 0 0 1 17 05:15 AM 0 5 0 0 0 0 0 0 0 1 0 0 0 0 0 0 6 05:30 AM 0 12 0 0 0 0 0 0 0 6 0 0 0 0 0 0 18 05:45 AM 0 21 0 0 0 0 0 0 0 3 0 0 0 0 0 0 24 Total 0 54 0 0 0 0 0 0 0 10 0 0 0 0 0 1 65 06:00 AM 0 19 0 0 0 0 0 0 0 8 0 0 0 0 0 1 28 06:15 AM 0 26 0 0 0 0 1 0 0 11 0 0 0 0 0 0 38 06:30 AM 0 48 0 0 0 0 0 0 0 18 0 0 0 0 0 0 66 06:45 AM 0 39 0 0 0 0 1 0 0 17 0 0 0 0 0 0 57 Total 0 132 0 0 0 0 2 0 0 54 0 0 0 0 0 1 189 07:00 AM 0 49 0 0 1 0 0 0 0 25 0 0 0 0 0 1 76 07:15 AM 0 115 2 0 1 0 0 0 0 28 0 0 0 0 0 0 146 07:30 AM 0 165 1 0 0 0 1 0 1 25 0 0 0 0 0 0 193 07:45 AM 0 133 4 0 1 0 0 0 0 33 0 0 0 0 0 0 171 Total 0 462 7 0 3 0 1 0 1 111 0 0 0 0 0 1 586 08:00 AM 0 90 7 0 2 0 4 0 3 36 0 0 0 0 0 1 143 08:15 AM 0 140 12 0 0 0 3 0 11 43 0 0 0 0 0 0 209 08:30 AM 0 121 3 0 2 0 3 0 1 37 0 0 0 0 0 0 167 08:45 AM 0 116 6 0 2 0 1 0 3 36 0 0 0 0 0 0 164 Total 0 467 28 0 6 0 11 0 18 152 0 0 0 0 0 1 683 09:00 AM 0 102 2 0 7 0 2 0 0 41 0 0 0 0 01 155 09:15 AM 0 104 2 0 9 0 6 0 2 53 0 0 0 0 0 0 176 09:30 AM 0 101 4 0 1 0 5 0 3 42 0 0 0 0 0 0 156 LTe :DlA*3010110�;L6i, . File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 2 Groups Printed- Class 1 10:00 AM US 40 Southbound RENDEZOUS RD Westbound US 40 Northbound RENDEZOUS RD Eastbound 4 Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru LeftOther Int. Total 09:45 AM 0 113 0 0 5 0 3 0 3 59 0 0 0 0 0 0 183 Total 0 420 8 0 22 0 16 0 8 195 0 0 0 0 0 1 670 10:00 AM 0 101 1 0 4 0 3 0 2 72 0 0 0 0 0 1 184 10:15 AM 0 94 1 0 3 0 2 0 4 64 0 0 0 0 0 0 168 10:30 AM 0 87 2 0 3 0 2 0 3 66 0 0 0 0 0 0 163 10:45 AM 0 89 4 0 4 0 0 0 2 55 0 0 0 0 0 0 154 Total 0 371 8 0 14 0 7 0 11 257 0 0 0 0 0 1 669 11:00 AM 0 94 5 0 3 0 6 0 1 63 0 0 0 0 0 1 173 11:15 AM 0 93 1 0 4 0 4 0 2 62 0 0 0 0 0 0 166 11:30 AM 0 94 5 0 3 0 1 0 2 73 0 0 0 0 0 0 178 11:45 AM 0 84 3 0 3 0 4 0 8 74 0 0 0 0 0 0 176 Total 0 365 14 0 13 0 15 0 13 272 0 0 0 0 0 1 693 12:00 PM 0 80 4 0 4 0 8 0 1 71 0 0 0 0 0 1 169 12:15 PM 0 85 0 0 2 0 2 1 5 74 0 0 0 0 0 0 169 12:30 PM 0 80 3 0 3 0 0 0 0 104 0 0 0 0 0 1 191 12:45 PM 0 63 1 0 3 0 5 0 3 85 0 0 0 0 0 0 160 Total 0 308 8 0 12 0 15 1 9 334 0 0 0 0 0 2 689 01:00 PM 0 81 2 0 3 0 2 0 1 89 0 0 0 0 0 1 179 01:15 PM 0 64 2 0 3 0 2 0 3 79 0 0 0 0 0 0 153 01:30 PM 0 77 2 0 2 0 2 0 4 96 0 0 0 0 0 0 183 01:45 PM 0 76 3 0 1 0 3 0 3 90 0 0 0 0 0 0 176 Total 0 298 9 0 9 0 9 0 11 354 0 0 0 0 0 1 691 02:00 PM 0 68 2 0 4 0 1 0 2 108 0 0 0 0 0 1 186 02:15 PM 0 60 2 0 1 0 2 0 1 84 0 0 0 0 0 0 150 02:30 PM 0 82 5 0 1 0 3 0 1 90 0 0 0 0 0 0 182 02:45 PM 0 79 4 0 1 0 0 0 2 97 0 0 0 0 0 0 183 Total 0 289 13 0 7 0 6 0 6 379 0 0 0 0 0 1 701 03:00 PM 0 54 0 0 1 0 4 0 3 115 0 0 0 0 0 1 178 03:15 PM 0 68 2 0 3 0 4 0 6 128 0 0 0 0 0 0 211 03:30 PM 0 72 5 0 1 0 2 0 3 115 0 0 0 0 0 0 198 03:45 PM 0 89 1 0 2 0 2 0 1 129 0 0 0 0 0 0 224 Total 0 283 8 0 7 0 12 0 13 487 0 0 0 0 0 1 811 04:00 PM 0 79 1 0 7 0 1 0 7 128 0 0 0 0 0 1 224 04:15 PM 0 55 4 0 4 0 1 0 4 132 0 0 0 0 0 0 200 04:30 PM 0 83 0 0 7 0 7 0 9 147 0 0 0 0 0 0 253 04:45 PM 0 106 1 0 8 0 5 0 4 151 0 0 0 0 0 0 275 Total 0 323 6 0 26 0 14 0 24 558 0 0 0 0 0 1 952 05:00 PM 0 76 1 0 8 0 0 0 4 163 0 0 0 0 0 1 253 05:15 PM 0 78 4 0 0 0 1 0 1 136 0 0 0 0 0 0 220 05:30 PM 0 64 0 0 0 0 3 0 1 124 0 0 0 0 0 0 192 05:45 PM 0 83 0 0 4 0 0 0 2 98 0 0 0 0 0 0 187 Total 0 301 5 0 12 0 4 0 8 521 0 0 0 0 0 1 852 06:00 PM 0 64 3 0 1 0 3 0 1 80 0 0 0 0 0 1 153 06:15 PM 0 67 1 0 0 0 1 0 0 99 0 0 0 0 0 0 168 06:30 PM 0 51 0 0 2 0 0 0 0 69 0 0 0 0 0 0 122 06:45 PM 0 46 0 0 0 0 0 0 0 57 0 0 0 0 0 0 103 Total 0 228 4 0 3 0 4 0 1 305 0 0 0 0 0 1 546 LTe :DlA*3010110�;L6i, . File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 3 Groups Printed- Class 1 US 40 RENDEZOUS RD US 40 RENDEZOUS RD Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 PM 0 42 0 0 0 0 0 0 1 59 0 0 0 0 0 1 103 07:15 PM 0 33 2 0 0 0 3 0 1 48 0 0 0 0 0 0 87 07:30 PM 0 42 1 0 0 0 0 0 2 70 0 0 0 0 0 0 115 07:45 PM 0 28 0 0 0 0 1 0 1 78 0 0 0 0 0 0 108 Total 0 145 3 0 0 0 4 0 5 255 0 0 0 0 0 1 413 08:00 PM 0 23 0 0 1 0 0 0 0 51 0 0 0 0 0 1 76 08:15 PM 0 27 2 0 1 0 1 0 2 50 0 0 0 0 0 0 83 08:30 PM 0 22 3 0 1 0 0 0 2 44 0 0 0 0 0 0 72 08:45 PM 0 30 0 0 0 0 0 0 2 56 0 0 0 0 0 0 88 Total 0 102 5 0 3 0 1 0 6 201 0 0 0 0 0 1 319 09:00 PM 0 17 0 0 0 0 1 0 1 33 0 0 0 0 0 1 53 09:15 PM 0 21 0 0 0 0 1 0 0 33 0 0 0 0 0 0 55 09:30 PM 0 19 1 0 0 0 0 0 0 23 0 0 0 0 0 0 43 09:45 PM 0 15 0 0 0 0 0 0 0 29 0 0 0 0 0 0 44 Total 0 72 1 0 0 0 2 0 1 118 0 0 0 0 0 1 195 10:00 PM 0 10 0 0 0 0 0 0 0 45 0 0 0 0 0 1 56 10:15 PM 0 13 0 0 1 0 0 0 1 23 0 0 0 0 0 0 38 10:30 PM 0 14 0 0 0 0 0 0 0 17 0 0 0 0 0 0 31 10:45 PM 0 8 0 0 0 0 0 0 0 21 0 0 0 0 0 0 29 Total 0 45 0 0 1 0 0 0 1 106 0 0 0 0 0 1 154 11:00 PM 0 8 0 0 0 0 0 0 0 19 0 0 0 0 0 1 28 11:15 PM 0 10 0 0 0 0 0 0 1 18 0 0 0 0 0 0 29 11:30 PM 0 11 0 0 0 0 0 0 0 21 0 0 0 0 0 0 32 11:45 PM 0 7 0 0 0 0 0 0 0 10 0 0 0 0 0 0 17 Total 0 36 0 0 0 0 0 0 1 68 0 0 0 0 0 1 106 Grand Total 0 4764 128 0 138 0 124 1 137 4830 0 0 0 0 0 25 10147 Apprch % 0 97.4 2.6 0 52.5 0 47.1 0.4 2.8 97.2 0 0 0 0 0 100 To % 0 46.9 1.3 0 1.4 0 1.2 0 1.4 47.6 0 0 0 0 0 0.2 ETa'f :Data A*3010110 File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 4 US 40 Out In Total 4968 4892F 9860 0 4764 128 0 Rght Thru Le� Other r 1 0 ' o X0;0 0 0 North m D o r� 4---7 0 F O m Lu o 4/5/201 12:00 AM rn � N o LrO� y 4/5/201 11:45 PM r--- N c Lu p �7 Class 1 � p N O L O� N N 7 J O m F+ Left Thru Rght Other 0 4830 137 D0 4888 E4967 9855 Out In Total US 40 Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM US 40 Southbound RENDEZOUS RD Westbound US 40 Northbound RENDEZOUS RD Eastbound Start Time Rght Thru Left Other APP Total Rght Thru Left Other APP Total Rght Thru Left Other APP Total Rght Thru Left Other APP Total Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM 0 165 1 0 166 0 0 1 0 1 1 25 0 0 26 0 0 0 0 0 193 07:45 AM 0 133 4 0 137 1 0 0 0 1 0 33 0 0 33 0 0 0 0 0 171 08:00 AM 0 90 7 0 97 2 0 4 0 6 3 36 0 0 39 0 0 0 1 1 143 08:15 AM 0 140 12 0 152 0 0 3 0 3 11 43 0 0 54 0 0 0 0 0 209 Total volume 0 528 24 0 552 3 0 8 0 11 15 137 0 0 152 0 0 0 1 1 716 App. Total 0 95.7 4.3 0 27.3 0 72.7 0 9.9 90.1 0 0 0 0 0 100 PHF .000 .800 .500 .000 .831 .375 .000 .500 .000 .458 .341 .797 .000 .000 .704 .000 .000 .000 .250 .250 .856 ETa'f rata A*3010110 File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 5 US 40 Out In Total 7—:7 692 0 528 24 0 Rght Thru Le� Other r 1 Peak Hour Data 00 o North O m U)o 0 F o m N o Peak Hour Begins at 07:30 A Lu0 0 L m C z o " Class 1 co LuO F+ Left Thru R ht Other 0 137 15 L 0 536 152 F 688 Out In Total US 40 Peak Hour Analysis From 10:00 AM to 01:45 PM -Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:45 AM 11:45 AM 0 84 3 0 87 3 0 4 0 7 8 74 0 0 82 0 0 0 0 0 176 12:00 PM 0 80 4 0 84 4 0 8 0 12 1 71 0 0 72 0 0 0 1 1 169 12:15 PM 0 85 0 0 85 2 0 2 1 5 5 74 0 0 79 0 0 0 0 0 169 12:30 PM 0 80 3 0 83 3 0 0 0 3 0 104 0 0 104 0 0 0 1 1 191 Total volume 0 329 10 0 339 12 0 14 1 27 14 323 0 0 337 0 0 0 2 2 705 App. Total 0 97.1 2.9 0 44.4 0 51.9 3.7 4.2 95.8 0 0 0 0 0 100 PHF .000 .968 .625 .000 .974 .750 .000 .438 .250 .563 .438 .776 .000 .000 .810 .000 .000 .000 .500 .500 .923 ETa'f rata A*3010110 File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 6 US 40 Out In Total 7—:7 674 0 329 101 0 Rght Thru Le� Other r 1 Peak Hour Data 00 _ N0 .-0 o North A m D o r� 4---7 0 F o m N o Peak Hour Begins at 11:45 A N O 0 L C z o " Class 1 i co Lu F+ Left Thru R ht Other 0 323 14 L 0 343 337 F 680 Out In Total US 40 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 83 0 0 83 7 0 7 0 14 9 147 0 0 156 0 0 0 0 0 253 04:45 PM 0 106 1 0 107 8 0 5 0 13 4 151 0 0 155 0 0 0 0 0 275 05:00 PM 0 76 1 0 77 8 0 0 0 8 4 163 0 0 167 0 0 0 1 1 253 05:15 PM 0 78 4 0 82 0 0 1 0 1 1 136 0 0 137 0 0 0 0 0 220 Total volume 0 343 6 0 349 23 0 13 0 36 18 597 0 0 615 0 0 0 1 1 1001 %App. Total 0 98.3 1.7 0 63.9 0 36.1 0 2.9 97.1 0 0 0 0 0 100 PHF .000 .809 .375 .000 .815 .719 .000 .464 .000 .643 .500 .916 .000 .000 .921 .000 .000 .000 .250 .250 .910 ETa'f rata A*3010110 File Name : #2 US40&RENDEZOUS24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 7 US 40 Out In Total 7—:�7 969 0 343 6 0 Rght Thru Le� Other r 1 Peak Hour Data Mo 0�. t� �~ J .-. vj W NO;O O North A m Do r� 4---7 0= F �o m N o Peak Hour Begins at 04:30 P C-11 NO L C z y o Class 1 W coLuO F+ Left Thru R ht Other 0 597 18 L 0 356 615 F 971 Out In Total US 40 ETa'fe :DlA*3010110 File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 1 Groups Printed- Class 1 US 40 KINGS CROSSING US 40 KINGS CROSSING Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 12:00 AM 0 5 1 0 0 1 0 0 1 8 0 0 0 0 0 0 16 12:15 AM 2 1 0 0 0 0 1 0 1 7 1 0 0 0 0 0 13 12:30 AM 0 3 0 0 0 0 0 0 0 7 0 0 0 0 1 0 11 12:45 AM 0 2 0 0 0 1 0 0 1 6 0 0 1 0 1 0 12 Total 2 11 1 0 0 2 1 0 3 28 1 0 1 0 2 0 52 01:00 AM 0 4 1 0 1 0 1 1 2 7 0 0 1 0 0 0 18 01:15 AM 0 3 0 0 0 0 0 0 1 9 0 1 1 0 0 0 15 01:30 AM 0 1 0 0 0 0 1 0 0 6 0 0 0 0 0 0 8 01:45 AM 1 2 1 0 0 0 0 1 1 3 0 0 0 0 0 0 9 Total 1 10 2 0 1 0 2 2 4 25 0 1 2 0 0 0 50 02:00 AM 0 3 0 0 0 1 1 0 0 6 0 0 0 0 2 0 13 02:15 AM 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 4 02:30 AM 0 1 0 0 2 0 0 0 0 1 0 0 0 0 0 0 4 02:45 AM 0 0 0 0 0 0 0 2 0 3 0 0 0 0 0 0 5 Total 0 6 0 0 2 1 1 2 0 12 0 0 0 0 2 0 26 03:00 AM 1 0 0 1 0 0 0 2 1 3 0 0 2 0 0 0 10 03:15 AM 0 1 0 0 1 0 0 0 0 4 0 0 0 0 0 0 6 03:30 AM 1 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4 03:45 AM 0 1 0 0 0 0 0 0 0 1 0 0 0 0 1 0 3 Total 2 4 0 1 2 0 0 2 1 8 0 0 2 0 1 0 23 04:00 AM 0 4 0 0 0 0 0 1 0 1 0 0 0 0 0 0 6 04:15 AM 0 4 0 0 0 0 0 1 0 3 0 0 1 0 0 0 9 04:30 AM 0 7 0 0 0 0 0 1 0 5 1 0 0 0 0 0 14 04:45 AM 0 8 0 0 0 0 0 0 0 0 0 0 0 0 1 0 9 Total 0 23 0 0 0 0 0 3 0 9 1 0 1 0 1 0 38 05:00 AM 0 13 0 0 0 0 0 0 0 0 1 0 1 0 0 0 15 05:15 AM 0 8 0 0 0 0 0 0 0 2 0 0 0 0 0 0 10 05:30 AM 0 12 0 0 0 0 0 0 1 7 0 0 2 0 0 0 22 05:45 AM 0 16 1 0 0 0 0 0 0 3 0 0 0 0 1 0 21 Total 0 49 1 0 0 0 0 0 1 12 1 0 3 0 1 0 68 06:00 AM 0 18 0 1 0 0 0 0 0 10 0 0 00 2 0 31 06:15 AM 0 26 0 1 1 0 0 1 0 9 1 1 0 0 1 1 42 06:30 AM 2 44 1 2 1 0 1 1 0 17 0 0 2 0 1 1 73 06:45 AM 1 35 1 0 2 0 1 0 1 12 1 0 1 0 0 0 55 Total 3 123 2 4 4 0 2 2 1 48 2 1 3 0 4 2 201 07:00 AM 1 48 1 0 1 0 1 0 0 19 0 0 1 0 5 0 77 07:15 AM 6 94 1 0 2 0 4 0 0 19 0 0 1 0 9 0 136 07:30 AM 11 138 5 0 1 0 2 0 1 21 2 0 0 0 3 0 184 07:45 AM 6 115 4 0 0 1 3 0 2 24 4 0 3 1 3 1 167 Total 24 395 11 0 4 1 10 0 3 83 6 0 5 1 20 1 564 08:00 AM 3 86 0 0 0 0 2 1 0 37 0 0 6 0 3 0 138 08:15 AM 4 134 0 0 2 0 1 0 1 45 3 0 2 0 6 0 198 08:30 AM 7 113 2 0 0 0 2 0 0 33 1 0 4 0 2 0 164 08:45 AM 5 103 0 1 1 0 4 0 0 30 1 0 4 0 2 0 151 Total 19 436 2 1 3 0 9 1 1 145 5 0 16 0 13 0 651 09:00 AM 7 96 2 0 0 0 3 1 1 34 3 0 2 0 4 0 153 09:15 AM 4 104 0 0 0 0 2 0 2 51 1 0 4 0 3 0 171 09:30 AM 1 94 2 0 1 0 0 0 0 47 3 0 7 0 3 0 158 ETa'fe :DlA*3010110 File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 2 Groups Printed- Class 1 10:00 AM US 40 Southbound KINGS CROSSING Westbound US 40 Northbound KINGS CROSSING Eastbound 2 Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 09:45 AM 11 85 1 0 2 0 3 0 2 55 3 0 8 0 4 0 174 Total 23 379 5 0 3 0 8 1 5 187 10 0 21 0 14 0 656 10:00 AM 5 92 1 0 2 0 1 0 4 60 2 1 6 0 6 0 180 10:15 AM 4 98 2 0 2 1 4 0 3 56 3 0 4 0 6 1 184 10:30 AM 5 79 1 0 4 0 3 0 2 53 2 0 6 0 9 0 164 10:45 AM 8 72 2 0 0 0 1 0 1 53 3 0 6 0 3 0 149 Total 22 341 6 0 8 1 9 0 10 222 10 1 22 0 24 1 677 11:00 AM 5 100 3 0 2 0 3 1 3 61 2 0 7 0 5 0 192 11:15 AM 10 82 2 0 2 0 3 1 2 55 1 0 3 0 4 0 165 11:30 AM 4 90 1 0 3 0 3 0 0 64 3 1 3 0 7 1 180 11:45 AM 3 88 0 0 1 0 2 0 0 74 3 0 7 0 8 0 186 Total 22 360 6 0 8 0 11 2 5 254 9 1 20 0 24 1 723 12:00 PM 6 79 1 0 1 0 1 1 1 67 3 0 5 0 2 0 167 12:15 PM 5 81 2 0 2 1 1 0 4 74 1 1 2 0 4 1 179 12:30 PM 4 68 0 0 2 0 1 0 3 84 3 1 5 0 11 1 183 12:45 PM 6 60 4 0 1 1 2 0 2 82 5 0 7 0 5 0 175 Total 21 288 7 0 6 2 5 1 10 307 12 2 19 0 22 2 704 01:00 PM 10 73 2 0 2 0 0 1 0 82 5 0 4 1 6 0 186 01:15 PM 1 64 1 0 1 0 2 0 3 82 1 0 4 1 2 0 162 01:30 PM 5 78 3 0 2 0 2 0 0 88 2 0 2 0 5 0 187 01:45 PM 6 64 2 1 2 0 3 0 3 82 3 1 3 0 3 0 173 Total 22 279 8 1 7 0 7 1 6 334 11 1 13 2 16 0 708 02:00 PM 7 58 4 0 2 0 1 1 2 102 4 0 6 0 5 2 194 02:15 PM 4 53 4 0 1 1 1 0 1 76 5 0 3 0 6 0 155 02:30 PM 7 73 1 1 2 0 1 0 1 81 3 0 5 0 7 0 182 02:45 PM 2 74 3 2 3 1 0 0 4 88 4 0 3 0 4 2 190 Total 20 258 12 3 8 2 3 1 8 347 16 0 17 0 22 4 721 03:00 PM 4 55 1 0 2 0 1 1 3 111 3 0 40 217 6 1 192 03:15 PM 2 64 6 0 5 1 0 0 4 121 3 0 1 0 5 0 212 03:30 PM 1 59 3 0 1 1 2 0 2 116 4 0 2 0 4 1 196 03:45 PM 4 79 3 0 2 0 2 1 7 129 1 1 0 1 4 1 235 Total 11 257 13 0 10 2 5 2 16 477 11 1 7 1 19 3 835 04:00 PM 7 60 5 0 3 1 1 1 2 125 5 0 2 1 3 1 217 04:15 PM 2 58 2 0 4 0 1 0 5 123 5 1 3 1 7 0 212 04:30 PM 3 77 4 0 10 1 0 0 3 139 3 1 6 0 9 0 256 04:45 PM 6 87 7 0 4 0 1 0 9 143 5 0 7 0 7 1 277 Total 18 282 18 0 21 2 3 1 19 530 18 2 18 2 26 2 962 05:00 PM 7 59 2 0 8 1 1 1 5 136 3 0 6 0 9 0 238 05:15 PM 14 63 5 0 2 0 3 1 6 117 4 1 0 0 4 0 220 05:30 PM 4 60 5 1 4 0 2 0 5 117 4 0 2 0 1 0 205 05:45 PM 3 68 5 0 3 0 4 1 4 101 6 0 1 0 4 3 203 Total 28 250 17 1 17 1 10 3 20 471 17 1 9 0 18 3 866 06:00 PM 3 54 9 0 3 0 7 1 8 77 2 2 6 13 1 177 06:15 PM 8 51 6 0 5 0 6 1 9 76 2 1 4 1 3 0 173 06:30 PM 1 44 3 0 6 0 2 0 7 53 3 0 0 1 8 0 128 06:45 PM 4 43 4 0 4 0 2 0 3 47 3 0 2 0 1 0 113 Total 16 192 22 0 18 0 17 2 27 253 10 3 12 3 15 1 591 ETa'fe :DlA*3010110 File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 3 Groups Printed- Class 1 US 40 KINGS CROSSING US 40 KINGS CROSSING Southbound Westbound Northbound Eastbound Start Time Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Rght Thru Left Other Int. Total 07:00 PM 3 37 5 0 5 0 3 0 2 52 0 3 0 1 0 0 111 07:15 PM 5 29 2 0 3 0 3 0 3 38 2 0 3 0 1 0 89 07:30 PM 2 29 1 0 4 0 4 0 2 55 1 0 1 0 4 0 103 07:45 PM 3 24 2 1 15 1 5 0 2 50 2 0 2 0 2 0 109 Total 13 119 10 1 27 1 15 0 9 195 5 3 6 1 7 0 412 08:00 PM 0 24 1 0 0 0 2 0 3 46 5 0 1 0 1 0 83 08:15 PM 0 26 2 1 1 0 2 0 2 45 0 0 1 0 4 0 84 08:30 PM 2 23 1 0 8 0 3 0 2 31 2 0 0 0 0 3 75 08:45 PM 1 40 1 0 3 0 2 0 2 46 1 0 2 1 3 1 103 Total 3 113 5 1 12 0 9 0 9 168 8 0 4 1 8 4 345 09:00 PM 2 17 1 0 1 0 3 0 5 29 2 0 3 0 1 0 64 09:15 PM 1 19 2 0 3 1 2 0 0 27 3 0 2 0 3 0 63 09:30 PM 1 16 0 0 2 0 0 0 2 20 2 0 1 1 1 0 46 09:45 PM 1 12 1 0 2 0 4 0 2 23 3 0 2 0 3 0 53 Total 5 64 4 0 8 1 9 0 9 99 10 0 8 1 8 0 226 10:00 PM 1 9 1 0 4 0 0 0 1 36 1 0 2 0 4 0 59 10:15 PM 1 12 2 0 1 0 1 0 1 22 2 0 2 0 2 1 47 10:30 PM 2 12 0 0 0 0 0 0 2 15 0 0 1 0 2 0 34 10:45 PM 0 7 0 0 2 0 1 0 0 19 1 0 1 0 0 0 31 Total 4 40 3 0 7 0 2 0 4 92 4 0 6 0 8 1 171 11:00 PM 0 10 0 0 2 0 1 0 0 15 1 0 0 0 0 0 29 11:15 PM 3 5 1 0 0 0 0 0 0 17 0 0 0 0 1 0 27 11:30 PM 1 10 1 0 0 0 0 0 0 22 0 0 0 0 0 0 34 11:45 PM 0 7 0 0 0 0 1 0 0 9 1 0 0 0 0 0 18 Total 4 32 2 0 2 0 2 0 0 63 2 0 0 0 1 0 108 Grand Total 283 4311 157 13 178 16 140 26 171 4369 169 17 215 12 276 25 10378 Apprch % 5.9 90.5 3.3 0.3 49.4 4.4 38.9 7.2 3.6 92.4 3.6 0.4 40.7 2.3 52.3 4.7 Total % 2.7 41.5 1.5 0.1 1.7 0.2 1.3 0.3 1.6 42.1 1.6 0.2 2.1 0.1 2.7 0.2 ETa'f :Data A*3010110 File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 4 US 40 Out In Total 4823 4751F 9574 283 4311 157 13 Rght Thru Le� Other r 1 0 r 1 1 L—c0 (�~ W AOT. N North U) ``'o r� 4---7 co ~ 4/5/201 12:00 AM rn w Nor) L 4/5/201 11:45 PM r 1 A 0 (7 o z z co Class 1 yN 0v NL O� O A F+ Left Thru Rght Other 169 4369 171 17 F466-61 E47W 9375 Out In Total US 40 Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM US 40 Southbound KINGS CROSSING Westbound US 40 Northbound KINGS CROSSING Eastbound Start Time Rght Thru Left Other APP Totzl Rght Thru Left Other APP Totzl Rght Thru Left Other APP Totzl Rght Thru Left OtherAPP T.W Peak Hour Analysis From 12:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM Int. Total 07:30 AM 11 138 5 0 154 1 0 2 0 3 1 21 2 0 24 0 0 3 0 3 184 07:45 AM 6 115 4 0 125 0 1 3 0 4 2 24 4 0 30 3 1 3 1 8 167 08:00 AM 3 86 0 0 89 0 0 2 1 3 0 37 0 0 37 6 0 3 0 9 138 08:15 AM 4 134 0 0 138 2 0 1 0 3 1 45 3 0 49 2 0 6 0 8 198 Total volume 24 473 9 0 506 3 1 8 1 13 4 127 9 0 140 11 1 15 1 28 687 App. Total 4.7 93.5 1.8 0 23.1 7.7 61.5 7.7 2.9 90.7 6.4 0 39.3 3.6 53.6 3.6 PHF .545 .857 .450 .000 .821 .375 .250 .667 .250 .813 .500 .706 .563 .000 .714 .458 .250 .625 .250 .778 .867 ETa'f rata A*3010110 File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 5 US 40 Out In Total 7—:�7 651 24 473 91 0 Rght Thru Le� Other r 1 Peak Hour Data 0� t� C9 J =W °� z — North A U) , co N Peak Hour Begins at 07:30 A �rr N O zClass 1 �� co tom �z o � Do d) — F+ Left Thru R ht Other 9 127 4 L 0 492 140 632 Out In Total US 40 Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:00 AM 11:00 AM 5 100 3 0 108 2 0 3 1 6 3 61 2 0 66 7 0 5 0 12 192 11:15 AM 10 82 2 0 94 2 0 3 1 6 2 55 1 0 58 3 0 4 0 7 165 11:30 AM 4 90 1 0 95 3 0 3 0 6 0 64 3 1 68 3 0 7 1 11 180 11:45 AM 3 88 0 0 91 1 0 2 0 3 0 74 3 0 77 7 0 8 0 15 186 Total volume 22 360 6 0 388 8 0 11 2 21 5 254 9 1 269 20 0 24 1 45 723 % App. Total 5.7 92.8 1.5 0 38.1 0 52.4 9.5 1.9 94.4 3.3 0.4 44.4 0 53.3 2.2 PHF .550 .900 .500 .000 .898 .667 .000 .917 .500 .875 .417 .858 .750 .250 .873 .714 .000 .750 .250 .750 .941 ETa'f rata A*3010110 File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 6 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 3 US 40 Out In Total 4 0 84 10 674 7—:7 0 0 11 3 22 360 6 0 3 1 146 6 Rght Thru Le� Other 9 0 15 256 r 1 6 87 7 0 Peak Hour Data 4 0 Mo N "' N J 5 9 143 (9~ 0 157 .-.o, �O� 7 o North 277 05:00 PM U) v OCA r --- 2 4---7 o co — U) cl r Peak Hour Begins at 11:00 A r _ o O (D �O 136 Class 1 = , co o0 6 �O 9 0 o— 238 05:15 PM F+ 63 5 0 82 Left Thru R ht Other 0 3 1 6 9 254 5 0 117 4 1 128 391 268 F 659 0 4 0 4 Out In Total Total volume 30 286 18 US 40 334 24 Peak Hour Analysis From 02:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 3 77 4 0 84 10 1 0 0 11 3 139 3 1 146 6 0 9 0 15 256 04:45 PM 6 87 7 0 100 4 0 1 0 5 9 143 5 0 157 7 0 7 1 15 277 05:00 PM 7 59 2 0 68 8 1 1 1 11 5 136 3 0 144 6 0 9 0 15 238 05:15 PM 14 63 5 0 82 2 0 3 1 6 6 117 4 1 128 0 0 4 0 4 220 Total volume 30 286 18 0 334 24 2 5 2 33 23 535 15 2 575 19 0 29 1 49 991 % App. Total 9 85.6 5.4 0 72.7 6.1 15.2 6.1 4 93 2.6 0.3 38.8 0 59.2 2 PHF .536 .822 .643 .000 .835 .600 .500 .417 .500 .750 .639 .935 .750 .500 .916 .679 .000 .806 .250 .817 .894 ETa'f rata A*3010110 File Name : #1 US40&KINGSCROSSING24 Site Code : 00000000 Start Date : 4/5/2012 Page No : 7 US 40 Out In Total 7—:�7 922 30 286 18 0 Rght Thru Le� Other r 1 Peak Hour Data Mo o rn N o r �° O (7� J � AST o North U)rco ---4---7 co O�� U — M Peak Hour Begins at 04:30 P N j � �r r O zClass 1 �p cn co Ov �z o � no �� v N I Left Thru R ht Other 15 535 23 02 310 573 F 883 Out In Total US 40 Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX C EXISTING LEVELS OF SERVICE SHEETS MFELSBURG (, HOLT & ULLEVIG Appendix C HCM 2010 TWSC Existing PM 1: US 40 & Kings Crossing 5/21/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 1.4 327 1004 1010 303 343 0 0 607 0 0 Stage 1 366 366 0 627 627 0 0 0 0 0 0 0 Stage 2 324 639 0 377 3.49853446056N44E-309 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 Volume (vph) 29 0 19 5 2 24 15 535 23 18 286 30 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 638.2 0 425 598.8 0 125 0 Median Width 0 0 12 HCM Control Delay (s) 15 12 Grade (%) 0% 0.2 0.5 0% C 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 32 0 21 5 2 26 16 582 25 20 311 33 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Conflicting Flow Rate - All 690 1005 327 1004 1010 303 343 0 0 607 0 0 Stage 1 366 366 0 627 627 0 0 0 0 0 0 0 Stage 2 324 639 0 377 3.49853446056N44E-309 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 345 241 715 208 239 694 1217 968 - - Stage 1 639 622 - 454 475 - - - Stage 2 675 469 - 630 611 - - - Mov Capacity -1 Maneuver 321.4 233.1 715 196.9 231.2 694 1217 968 Mov Capacity -2 Maneuver 321.4 233.1 - 196.9 231.2 - - - Stage 1 639 609.6 454 468.8 Stage 2 638.2 462.9 599.6 598.8 - - HCM Control Delay (s) 15 13.6 0.2 0.5 HCM LOS C B A A Capacity (vph) 411 452 HCM Control Delay (s) 7.998 15 13.6 8.796 HCM Lane VC Ratio 0.013 0.127 0.075 0.02 HCM Lane LOS A C B A HCM 95th Percentile Queue (veh) 0.041 0.432 0.241 0.062 Synchro 8 Report RyanG Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst RyanG Agency/Co. FHU Date Performed 5/21/2012 Analysis Time Period Existing PM Intersection Jurisdiction Analysis Year Project Descri tion East/West Street: North/South Street: Intersection Orientation: North-South IStudy Period hrs : 0.25 US 40/ 1st Page 1 of 1 Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:13 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k8B.tmp 5/21/2012 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 32 556 319 42 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 34 604 00 346 45 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes j 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 56 20 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 60 0 21 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v(veh/h) 34 60 21 C (m) (veh/h) 1164 466 876 v/c 0.03 0.13 0.02 95% queue length 0.09 0.44 0.07 Control Delay (s/veh) 8.2 13.9 9.2 LOS A B A Approach Delay (s/veh) -- -- 12.7 Approach LOS -- -- B Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:13 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k8B.tmp 5/21/2012 HCM 2010 TWSC 4: US 40 & Rendezvous Rd Intersection Delay (sec/veh): 0.6 Volume (vph) 13 23 6 343 597 18 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 14 25 7 373 649 20 Number of Lanes 1 1 1 1 1 1 Conflicting Flow Rate - All 1035 649 668 0 0 0 Stage 1 649 0 0 0 0 0 Stage 2 386 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 257 470 921 - - Stage 1 520 - - Stage 2 687 - - Mov Capacity -1 Maneuver 255.2 470 921 Mov Capacity -2 Maneuver 255.2 - - Stage 1 # 0 Stage 2 682.2 - - HCM Control Delay (s) 15.556 0.2 0 HCM LOS C A A Capacity (vph) 255 470 HCM Control Delay (s) - 19.9 13.1 8.937 HCM Lane VC Ratio 0 0.055 0.053 0.007 HCM Lane LOS - C B A HCM 95th Percentile Queue (veh) 0 0.175 0.168 0.021 Existing PM 5/21/2012 Synchro 8 Report RyanG HCM 2010 TWSC Existing AM 1: US 40 & Kings Crossing 5/21/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 1 527 713 720 71 540 0 0 142 0 0 Stage 1 547 547 0 160 160 0 0 0 0 0 0 0 Stage 2 89 162 0 553 560 0 0 0 0 0 0 0 Follow-up Headway 3.519 Volume (vph) 15 1 11 8 1 3 9 127 4 9 473 24 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 757.4 0 0 0 425 755.4 0 125 0 Median Width - 0 0 12 12 Grade (%) 0% 0% 0.1 HCM LOS 0% B 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 16 1 12 9 1 3 10 138 4 10 514 26 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Conflicting Flow Rate - All 636 709 527 713 720 71 540 0 0 142 0 0 Stage 1 547 547 0 160 160 0 0 0 0 0 0 0 Stage 2 89 162 0 553 560 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 376 358 551 333 353 984 1028 1432 - - Stage 1 505 517 - 834 765 - - - Stage 2 913 763 - 501 510 - - - Mov Capacity -1 Maneuver 369 351.9 551 320.8 347 984 1028 1432 Mov Capacity -2 Maneuver 369 351.9 - 320.8 347 - - - Stage 1 505 513.4 834 757.4 Stage 2 899.6 755.4 485.7 506.4 - - HCM Control Delay (s) 14.1 14.6 0.5 0.1 HCM LOS B B A A Capacity (vph) 425 389 HCM Control Delay (s) 8.536 14.1 14.6 7.531 HCM Lane VC Ratio 0.01 0.069 0.034 0.007 HCM Lane LOS A B B A HCM 95th Percentile Queue (veh) 0.029 0.222 0.104 0.021 Synchro 8 Report RyanG Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst RyanG Agency/Co. FHU Date Performed 5/21/2012 Analysis Time Period Existing AM Intersection Jurisdiction Analysis Year Project Descri tion East/West Street: North/South Street: Intersection Orientation: North-South IStudy Period hrs : 0.25 US 40/ 1st Page 1 of 1 Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:11 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k86.tmp 5/21/2012 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 5 140 491 35 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 5 152 00 533 38 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes j 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 12 15 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 13 0 16 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 5 13 16 C (m) (veh/h) 998 479 778 v/c 0.01 0.03 0.02 95% queue length 0.02 0.08 0.06 Control Delay (s/veh) 8.6 12.7 9.7 LOS A 8 A Approach Delay (s/veh) -- -- 11.1 Approach LOS -- -- 8 Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:11 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k86.tmp 5/21/2012 HCM 2010 TWSC 4: US 40 & Rendezvous Rd Intersection Delay (sec/veh): 0.4 Volume (vph) 8 3 24 528 137 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 9 3 26 574 149 16 Number of Lanes 1 1 1 1 1 1 Conflicting Flow Rate - All 775 149 165 0 0 0 Stage 1 -1.48899727817912E-313 0 0 0 0 Stage 2 626 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 366 900 1409 - - Stage 1 879 - - Stage 2 533 - - Mov Capacity -1 Maneuver 359 900 1409 Mov Capacity -2 Maneuver 359 - - Stage 1 # 0 Stage 2 522.9 - - HCM Control Delay (s) 13.582 0.3 0 HCM LOS B A A Capacity (vph) 359 900 HCM Control Delay (s) - 15.3 9 7.603 HCM Lane VC Ratio 0 0.024 0.004 0.019 HCM Lane LOS - C A A HCM 95th Percentile Queue (veh) 0 0.074 0.011 0.057 Existing AM 5/21/2012 Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX D SIGNAL WARRANT TABLES MFELSBURG (, HOLT & ULLEVIG Appendix D d U) V/ LO LOC) 00 y N 00 0-) �! 00 W O w x (A q r— Cl) W O aO N x ? aO 0-) aO C7 x � Q O LL R Ua- a- a - L a_ O O O 7 0 Cl) Cl) Cl) O x - o 0 0 0 0 0 0 0 0 O OV O N O (ydn) yoeoiddd Ouanlon-J94B'H;OOa;g aou'W O O ((i O O V O O M O O N I I I. 0 0 LO 0 0 v 21 Q i N d L V O C. Q Q m 0 m 4- 0 `R r d L r cn O E 0 E 7 cn CO Ln BOO W N N mLo Or O L 2 CO O O 00r- r - r N m�Mr (,0 LJJ z r 2 C7 Q 2 N D R (D Cl) aaaa LLi 0 0 0 0 7 M M M M 2 0 0 0 0 O O O O O LO V M N (ydn) yoeoiddVownlon-.iay6'H}aaa}g.aou'W O O LO O O V O O M O O N I• I O 00 O r O Ln s CL V! N t V 0 L Q Q Q t O m O R H N L O O E 7 CO Co Lo o W (M r- M V 0 CO 2 pp�rnm� H Z (A LL 2 Q Cl) d d d 0- D D L0000 0 7 MMM M LL 2 0 0 0 0 O O O O O Ln V () N (ydn) yoeoiddVownlon-.iay6'H}aaa}g.aou'W O O LO O O V O O M O O N I• I O W O O r O Ln L Q N t V O L Q CL Q t 0 m O R H N L O W w O E 7 CO N m - r O N T CO Ln S m N N M 000 H Z (A LL 2Q �Cl) Qaa0- D -0000 D0000 0 7 MMM M LL O�nj (V V S O O O O O O O LO V M N (ydn) yoeoiddVownlon-.iay6'H}aaa}g.aou'W Co Lo W CO N m Lo 0',0-) O 3: Lo � F-0 co O M M 4 (A zMN�� W C7 Q = V! D R 0 Cl) a a a a LL 0000 7 M M M M 2 oO oO MO O O O O O O Ln V M N (ydn) yoeoiddVownlon-.iay6'H}aaa}g.aou'W O O V O O M O O N I• I O W O O r O Ln L Q ayi t 0 Q Q Q t O m O R H L O O E 7 CO m 00 0 Vf �CONV OC W D T 0 0 0 = mLn 00 N F- z N N N N W = Q Cl) d 0- d d D -0000 0 7 MMM M LL 1=101010 0 N C � N J N Lo O M.9 02 N L � J C: 0 O (I) m L `S 0 N }+ L L = �+ t r Q ,• N p� C 0 C N O O O O O Ln V M N (ydn) yoeoiddVownlon-.iay6'H}aaa}g.aou'W O O V O O M O O N I• I O W O r L Q N t V O L Q Q Q t O m O R H N L O O E 7 CO N m - r O N 0 CO00O LO m -N H 2mz rnrnN N N LL 2Q � Cl) < D0000 0 7 MMM M LL O N N I- o 0 0 � N J i) L M o O .G N 2 L � to C G J 0 �N N CC L o U) y 0 i 2 Nt Q o N0 Q W N ca r - Or N O O O O O Ln V M N (ydn) yoeoiddVownlon-.iay6'H}aaa}g.aou'W O O V O O M O O N I I O 00 L Q N t V 0 CL CL Q t O m w O R H N L CO O O E 7 CO Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX E 2015 BACKGROUND LEVEL OF SERVICE SHEETS MFELSBURG (, HOLT & ULLEVIG Appendix E HCM 2010 TWSC 2015 Background AM 1: US 40 & Kings Crossing 5/21/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 0.6 565 756 758 79 571 0 0 158 0 0 Stage 1 587 587 0 166 166 0 0 0 0 0 0 0 Stage 2 87 168 0 590 592 0 0 0 0 0 0 0 Follow-up Headway 3.519 Volume (vph) 5 0 5 10 0 5 5 140 5 10 515 10 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 756.2 0 0 0 425 755.2 0 125 0 Median Width - 0 0 12 12 Grade (%) 0% 0% 0.1 HCM LOS 0% B 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 5 0 5 11 0 5 5 152 5 11 560 11 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Conflicting Flow Rate - All 674 755 565 756 758 79 571 0 0 158 0 0 Stage 1 587 587 0 166 166 0 0 0 0 0 0 0 Stage 2 87 168 0 590 592 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 354 337 524 310 336 964 1002 1425 - - Stage 1 479 496 - 828 760 - - - Stage 2 916 759 - 477 493 - - - Mov Capacity -1 Maneuver 348.5 332.6 524 303.8 331.6 964 1002 1425 Mov Capacity -2 Maneuver 348.5 332.6 - 303.8 331.6 - - - Stage 1 479 492 828 756.2 Stage 2 906.3 755.2 468.3 489.1 - - HCM Control Delay (s) 13.8 14.5 0.3 0.1 HCM LOS B B A A Capacity (vph) 419 394 HCM Control Delay (s) 8.612 13.8 14.5 7.546 HCM Lane VC Ratio 0.005 0.026 0.041 0.008 HCM Lane LOS A B B A HCM 95th Percentile Queue (veh) 0.016 0.08 0.129 0.023 Synchro 8 Report RyanG Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst RyanG Agency/Co. FHU Date Performed 5/21/2012 Analysis Time Period 2015 Background AM Intersection Jurisdiction Analysis Year Project Descri tion East/West Street: North/South Street: Intersection Orientation: North-South IStudy Period hrs : 0.25 US 40/ 1st Page 1 of 1 Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:21 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k91.tmp 5/21/2012 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 10 140 515 45 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 10 152 00 559 48 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes j 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 20 20 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 21 0 21 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 10 21 21 C (m) (veh/h) 967 462 764 v/c 0.01 0.05 0.03 95% queue length 0.03 0.14 0.08 Control Delay (s/veh) 8.8 13.2 9.8 LOS A B A Approach Delay (s/veh) -- -- 11.5 Approach LOS -- -- B Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:21 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k91.tmp 5/21/2012 HCM 2010 TWSC 4: US 40 & Rendezvous Rd Intersection Delay (sec/veh): 0.5 2015 Background AM 5/21/2012 Volume (vph) 10 5 25 550 145 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 11 5 27 598 158 16 Number of Lanes 1 1 1 1 1 1 Conflicting Flow Rate - All 810 158 174 0 0 0 Stage 1 158 0 0 0 0 0 Stage 2 652 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 349 885 1405 - - Stage 1 871 - - Stage 2 518 - - Mov Capacity -1 Maneuver 342.4 885 1405 Mov Capacity -2 Maneuver 342.4 - - Stage 1 # 0 Stage 2 508.2 - - HCM Control Delay (s) 13.633 0.3 0 HCM LOS B A A Capacity (vph) 342 885 HCM Control Delay (s) - 15.9 9.1 7.613 HCM Lane VC Ratio 0 0.032 0.006 0.019 HCM Lane LOS - C A A HCM 95th Percentile Queue (veh) 0 0.098 0.019 0.059 Synchro 8 Report RyanG HCM 2010 TWSC 2015 Background PM 1: US 40 & Kings Crossing 5/21/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 0.9 359 1068 1068 332 364 0 0 663 0 0 Stage 1 402 402 0 660 660 0 0 0 0 0 0 0 Stage 2 329 674 0 408 408 0 0 0 0 0 0 0 Follow-up Headway 3.519 Volume (vph) 10 0 10 5 0 25 5 585 25 20 325 10 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 456.7 0 0 0 425 450.7 0 125 0 Median Width - 0 0 12 12 Grade (%) 0% 0% 0.5 HCM LOS 0% B 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 11 0 11 5 0 27 5 636 27 22 353 11 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Conflicting Flow Rate - All 731 1076 359 1068 1068 332 364 0 0 663 0 0 Stage 1 402 402 0 660 660 0 0 0 0 0 0 0 Stage 2 329 674 0 408 408 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 323 219 685 187 221 664 1195 922 - - Stage 1 610 600 - 435 459 - - - Stage 2 671 453 - 605 596 - - - Mov Capacity -1 Maneuver 303 212.7 685 180 214.6 664 1195 922 Mov Capacity -2 Maneuver 303 212.7 - 180 214.6 - - - Stage 1 610 585.6 435 456.7 Stage 2 640.3 450.7 581.1 581.7 - - HCM Control Delay (s) 14 13.4 0.1 0.5 HCM LOS B B A A Capacity (vph) 420 459 HCM Control Delay (s) 8.026 14 13.4 8.999 HCM Lane VC Ratio 0.005 0.052 0.071 0.024 HCM Lane LOS A B B A HCM 95th Percentile Queue (veh) 0.014 0.163 0.228 0.072 Synchro 8 Report RyanG Two -Way Stop Control (General Information TWO-WAY STOP CONTROL SUMMARY Site Information nG Intersection Jurisdiction /2012 Analvsis Year Analyst Rya Agency/Co. FHU Date Performed 5/21 Analysis Time Period 2015 Background PM Page 1 of 1 Project Description East/West Street: North/South Street: Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 40 580 325 55 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 43 630 0 0 353 59 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 70 30 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 76 0 32 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 43 76 32 C (m) (veh/h) 1143 448 872 v/c 0.04 0.17 0.04 95% queue length 0.12 0.61 0.11 Control Delay (s/veh) 8.3 14.7 9.3 LOS A B A Approach Delay (s/veh) -- -- 13.1 Approach LOS -- -- B Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:23 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k96.tmp 5/21/2012 HCM 2010 TWSC 4: US 40 & Rendezvous Rd Intersection Delay (sec/veh): 0.7 2015 Background PM 5/21/2012 Volume (vph) 15 25 5 365 630 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 16 27 5 397 685 22 Number of Lanes 1 1 1 1 1 1 Conflicting Flow Rate - All 1093 685 707 0 0 0 Stage 1 685 0 0 0 0 0 Stage 2 408 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 237 448 891 - - Stage 1 500 - - Stage 2 671 - - Mov Capacity -1 Maneuver 235.6 448 891 Mov Capacity -2 Maneuver 235.6 - - Stage 1 # 0 Stage 2 667 - - HCM Control Delay (s) 16.525 0.1 0 HCM LOS C A A Capacity (vph) 236 448 HCM Control Delay (s) - 21.4 13.6 9.065 HCM Lane VC Ratio 0 0.069 0.061 0.006 HCM Lane LOS - C B A HCM 95th Percentile Queue (veh) 0 0.221 0.193 0.018 Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX F 2035 BACKGROUND LEVEL OF SERVICE SHEETS MFELSBURG (, HOLT & ULLEVIG Appendix F HCM 2010 TWSC 2035 Background AM 1: US 40 & Kings Crossing 5/21/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 2.2 541 921 1473 168 1082 0 0 337 0 0 Stage 1 1114 1114 0 348 348 0 0 0 0 0 0 0 Stage 2 179 359 0 573 1125 0 0 0 0 0 0 0 Follow-up Headway 3.52 Volume (vph) 35 0 15 25 0 15 10 290 20 20 975 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 622.2 0 0 0 425 615.4 0 125 0 Median Width - 0 0 12 12 Grade (%) 0% 0% 0.2 HCM LOS 0% C 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 38 0 16 27 0 16 11 315 22 22 1060 22 Number of Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Conflicting Flow Rate - All 1293 1473 541 921 1473 168 1082 0 0 337 0 0 Stage 1 1114 1114 0 348 348 0 0 0 0 0 0 0 Stage 2 179 359 0 573 1125 0 0 0 0 0 0 0 Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 0 0 Pot Capacity -1 Maneuver 120 126 485 225 126 846 641 1217 - - Stage 1 222 282 - 641 633 - - - Stage 2 805 626 - 472 278 - - - Mov Capacity -1 Maneuver 114.6 121.6 485 211.7 121.6 846 641 1217 Mov Capacity -2 Maneuver 114.6 121.6 - 211.7 121.6 - - - Stage 1 222 276.9 641 622.2 Stage 2 776.1 615.4 447.9 273 - - HCM Control Delay (s) 42.4 19.3 0.3 0.2 HCM LOS E C A A Capacity (vph) 149 295 HCM Control Delay (s) 10.713 42.4 19.3 8.012 HCM Lane VC Ratio 0.017 0.365 0.147 0.018 HCM Lane LOS B E C A HCM 95th Percentile Queue (veh) 0.052 1.526 0.51 0.055 Synchro 8 Report RyanG Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst RyanG Agency/Co. FHU Date Performed 5/21/2012 Analysis Time Period 2035 Background AM Intersection Jurisdiction Analysis Year Project Descri tion East/West Street: North/South Street: Intersection Orientation: North-South IStudy Period hrs : 0.25 US 40/ 1st Page 1 of 1 Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:24 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k9B.tmp 5/21/2012 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 10 330 995 45 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 10 358 00 1081 48 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes j 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 20 20 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 21 0 21 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 10 21 21 C (m) (veh/h) 615 242 546 v/c 0.02 0.09 0.04 95% queue length 0.05 0.28 0.12 Control Delay (s/veh) 11.0 21.3 11.9 LOS B C B Approach Delay (s/veh) -- -- 16.6 Approach LOS -- -- C Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:24 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2k9B.tmp 5/21/2012 HCM 2010 Signalized Intersection Capacity Analysis 4: US 40 & Rendezvous Rd 2035 Background AM 5/21/2012 Lane Configurations 0 0 0 0 0 Volume (vph) 170 100 65 870 280 70 Movement Number 3 18 1 6 2 12 L Initial Queue, veh 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 1 Group Volume (v), veh/h 1.00 0.0 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 184.8 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 0.0 Lanes 1 1 1 2 2 1 0.0 Lane Assignment 0.0 0.0 0.0 0.0 5.6 Capacity, veh/h 338 302 0 2392 2392 1070 0.0 Proportion Arriving On Green 0.19 0.19 0.00 0.68 0.68 0.68 Movement Delay, s/veh 23.7 21.8 0.0 4.8 3.6 3.4 Movement LOS C C A A A Approach Volume, veh/h 293 946 380 Approach Delay, s/veh 23.0 4.8 3.5 Approach LOS C A A Assigned Phase 2 6 8 Case No 7.0 4.0 9.0 Phase Duration (G+Y+Rc), s 44.50 44.50 15.41 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.72 4.72 3.90 Maximum Green Setting (Gmax), s 33.90 40.50 11.50 Max. Queue Clearance Time (g_c+11), s 3.83 9.08 7.64 Green Extension Time (g_e), s 9.23 9.35 0.34 Probability of Phase Call (p -c) 1.000 1.000 0.992 Probability of Max Out (p_x) 0.076 0.066 1.000 Assigned Movement 3 Mvmt. Sat Flow, veh/h 1774.04 Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Assigned Movement 12 16 18 Mvmt. Sat Flow, veh/h 1583.33 0.00 1583.33 Assigned Movement 0 0 0 0 0 0 0 3 Lane Assignment L Lanes in Group 0 0 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 184.8 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.6 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.6 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background AM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 40.5 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 337.9 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.547 Available Capacity (ca), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 340.5 Upstream Filter Factor (1) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 21.9 Incremental Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 23.7 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.2 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.4 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.60 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 304.3 0.0 0.0 0.0 945.7 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 1.8 0.0 0.0 0.0 7.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 1.8 0.0 0.0 0.0 7.1 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2392.4 0.0 0.0 0.0 2392.4 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.127 0.000 0.000 0.000 0.395 0.000 0.000 Available Capacity (ca), veh/h 0.0 2392.4 0.0 0.0 0.0 2392.4 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 3.4 0.0 0.0 0.0 4.3 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.6 0.0 0.0 0.0 4.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.3 0.0 0.0 0.0 0.9 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.3 0.0 0.0 0.0 1.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.01 0.00 0.00 0.00 0.02 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background AM 4: US 40 & Rendezvous Rd 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 0 0 16 0 18 Lane Assignment R R Lanes in Group 0 1 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 76.1 0.0 0.0 0.0 0.0 0.0 108.7 Group Sat. Flow (s), veh/h/In 0.0 1583.3 0.0 0.0 0.0 0.0 0.0 1583.3 Queue Serve Time (g_s), s 0.0 1.0 0.0 0.0 0.0 0.0 0.0 3.6 Cycle Queue Clear Time (g_c), s 0.0 1.0 0.0 0.0 0.0 0.0 0.0 3.6 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1070.3 0.0 0.0 0.0 0.0 0.0 301.6 Volume -to -Capacity Ratio (X) 0.000 0.071 0.000 0.000 0.000 0.000 0.000 0.360 Available Capacity (ca), veh/h 0.0 1070.3 0.0 0.0 0.0 0.0 0.0 303.9 Upstream Filter Factor (I) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 3.3 0.0 0.0 0.0 0.0 0.0 21.1 Incremental Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.7 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.4 0.0 0.0 0.0 0.0 0.0 21.8 First -Term Queue (Q1), veh/In 0.0 0.1 0.0 0.0 0.0 0.0 0.0 1.2 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.2 0.0 0.0 0.0 0.0 0.0 1.3 Percentile Storage Ratio (RQ%) 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.07 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 7.8 HCM Level of Service A Synchro 8 Report RyanG HCM 2010 TWSC 2035 Background PM 1: US 40 & Kings Crossing 5/21/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 20 372 1750 2144 639 745 0 0 1277 0 0 Stage 1 853 853 0 1269 1269 0 5.07588420408A22E-116 0 0 0 Stage 2 633 1310 0 481 875 0 5.53290468348974E-222 0 0 0 Follow-up Headway 3.52 Volume (vph) 25 0 15 50 5 60 15 1100 75 60 645 40 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 233.5 0 0 0 425 222.7 0 125 0 Median Width - 0 0 12 12 Grade (%) 0% 0% 1 HCM LOS 0% F 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 27 0 16 54 5 65 16 1196 82 65 701 43 Number of Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Conflicting Flow Rate - All 1486 2163 372 1750 2144 639 745 0 0 1277 0 0 Stage 1 853 853 0 1269 1269 0 5.07588420408A22E-116 0 0 0 Stage 2 633 1310 0 481 875 0 5.53290468348974E-222 0 0 0 Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 2.22 0 0 Pot Capacity -1 Maneuver 86 47 625 55 48 419 859 539 - - Stage 1 320 374 - 178 238 - - - Stage 2 434 227 - 535 365 - - - Mov Capacity -1 Maneuver 58.6 40.5 625 #47.9 41.4 419 859 539 Mov Capacity -2 Maneuver 58.6 40.5 - #47.9 41.4 - - - Stage 1 320 328.7 178 233.5 Stage 2 351.1 222.7 458 320.8 - - HCM Control Delay (s) 79.1 $ 327.9 0.1 1 HCM LOS F F A A Capacity (vph) 89 88 HCM Control Delay (s) 9.272 79.1 $ 327.9 12.596 HCM Lane VC Ratio 0.019 0.489 1.42 0.121 HCM Lane LOS A F F B HCM 95th Percentile Queue (veh) 0.058 2.094 9.539 0.41 Synchro 8 Report RyanG Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst RyanG Agency/Co. FHU Date Performed 5/21/2012 Analysis Time Period 2035 Background PM Intersection Jurisdiction Analysis Year Project Descri tion East/West Street: North/South Street: Intersection Orientation: North-South IStudy Period hrs : 0.25 US 40/ 1st Page 1 of 1 Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:25 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2kA0.tmp 5/21/2012 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 40 1145 715 55 Peak -Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR veh/h 43 1244 00 777 59 Percent Heavy Vehicles 2 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes j 1 2 0 0 2 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 70 30 Peak -Hour Factor, PHF 0.92 1.00 0.92 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 76 0 32 0 0 0 Percent Heavy Vehicles 2 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 43 76 32 C (m) (veh/h) 794 241 665 v/c 0.05 0.32 0.05 95% queue length 0.17 1.30 0.15 Control Delay (s/veh) 9.8 26.7 10.7 LOS A D B Approach Delay (s/veh) -- -- 21.9 Approach LOS -- -- C Copyright© 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 5/21/2012 2:25 PM file://C:ADocuments and Settings\Ryan\Local Settings\Temp\u2kA0.tmp 5/21/2012 HCM 2010 Signalized Intersection Capacity Analysis 4: US 40 & Rendezvous Rd 2035 Background PM 5/21/2012 Lane Configurations 0 0 0 0 0 Volume (vph) 125 80 125 645 1035 180 Movement Number 3 18 1 6 2 12 L Initial Queue, veh 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 1 Group Volume (v), veh/h 1.00 0.0 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 135.9 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 0.0 Lanes 1 1 1 2 2 1 0.0 Lane Assignment 0.0 0.0 0.0 0.0 4.4 Capacity, veh/h 274 245 0 2540 2540 1136 0.0 Proportion Arriving On Green 0.15 0.15 0.00 0.72 0.72 0.72 Movement Delay, s/veh 25.6 24.6 0.0 3.4 4.2 3.2 Movement LOS C C A A A Approach Volume, veh/h 223 701 1321 Approach Delay, s/veh 25.2 3.4 4.1 Approach LOS C A A Assigned Phase 2 6 8 Case No 7.0 4.0 9.0 Phase Duration (G+Y+Rc), s 49.00 49.00 13.70 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.75 4.75 3.90 Maximum Green Setting (Gmax), s 36.10 45.00 9.90 Max. Queue Clearance Time (g_c+11), s 10.25 6.37 6.40 Green Extension Time (g_e), s 14.58 17.83 0.21 Probability of Phase Call (p -c) 1.000 1.000 0.979 Probability of Max Out (p_x) 0.409 0.238 1.000 Assigned Movement 3 Mvmt. Sat Flow, veh/h 1774.04 Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Assigned Movement 12 16 18 Mvmt. Sat Flow, veh/h 1583.33 0.00 1583.33 Assigned Movement 0 0 0 0 0 0 0 3 Lane Assignment L Lanes in Group 0 0 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 135.9 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.4 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.4 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background PM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1774.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 45.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 274.4 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.495 Available Capacity (ca), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 280.1 Upstream Filter Factor (1) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 24.3 Incremental Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.4 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 25.6 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.7 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.47 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 1125.0 0.0 0.0 0.0 701.1 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 8.2 0.0 0.0 0.0 4.4 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 8.2 0.0 0.0 0.0 4.4 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2540.3 0.0 0.0 0.0 2540.3 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.443 0.000 0.000 0.000 0.276 0.000 0.000 Available Capacity (ca), veh/h 0.0 2540.3 0.0 0.0 0.0 2540.3 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 3.7 0.0 0.0 0.0 3.1 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.0 0.3 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.2 0.0 0.0 0.0 3.4 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 1.1 0.0 0.0 0.0 0.4 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.2 0.0 0.0 0.0 0.1 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 1.3 0.0 0.0 0.0 0.5 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.02 0.00 0.00 0.00 0.01 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Background PM 4: US 40 & Rendezvous Rd 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 0 0 16 0 18 Lane Assignment R R Lanes in Group 0 1 0 0 0 0 0 1 Group Volume (v), veh/h 0.0 195.7 0.0 0.0 0.0 0.0 0.0 87.0 Group Sat. Flow (s), veh/h/In 0.0 1583.3 0.0 0.0 0.0 0.0 0.0 1583.3 Queue Serve Time (g_s), s 0.0 2.5 0.0 0.0 0.0 0.0 0.0 3.1 Cycle Queue Clear Time (g_c), s 0.0 2.5 0.0 0.0 0.0 0.0 0.0 3.1 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1136.4 0.0 0.0 0.0 0.0 0.0 244.9 Volume -to -Capacity Ratio (X) 0.000 0.172 0.000 0.000 0.000 0.000 0.000 0.355 Available Capacity (ca), veh/h 0.0 1136.4 0.0 0.0 0.0 0.0 0.0 250.0 Upstream Filter Factor (I) 0.000 1.000 0.000 0.000 0.000 0.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 2.8 0.0 0.0 0.0 0.0 0.0 23.7 Incremental Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.9 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.2 0.0 0.0 0.0 0.0 0.0 24.6 First -Term Queue (Q1), veh/In 0.0 0.3 0.0 0.0 0.0 0.0 0.0 1.1 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 0.4 0.0 0.0 0.0 0.0 0.0 1.1 Percentile Storage Ratio (RQ%) 0.00 0.03 0.00 0.00 0.00 0.00 0.00 0.06 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 6.0 HCM Level of Service A Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX G 2015 BUILDOUT LEVEL OF SERVICE SHEETS INFELSBURG (, HOLT & ULLEVIG Appendix G HCM 2010 TWSC 2015 Total AM 1: US 40 & Kings Crossing 6/18/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 1.1 617 883 883 92 625 0 0 185 0 0 Stage 1 639 639 0 236 236 0 0 0 0 0 0 0 Stage 2 144 239 0 647 647 0 0 0 0 0 0 0 Follow-up Headway 3.519 Volume (vph) 10 0 15 10 0 5 25 165 5 10 560 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 689.1 0 0 0 425 687.2 0 125 0 Median Width - 0 0 12 12 Grade (%) 0% 0% 0.1 HCM LOS 0% C 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 11 0 16 11 0 5 27 179 5 11 609 16 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Conflicting Flow Rate - All 783 878 617 883 883 92 625 0 0 185 0 0 Stage 1 639 639 0 236 236 0 0 0 0 0 0 0 Stage 2 144 239 0 647 647 0 0 0 0 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 - - 2.22 0 0 Pot Capacity -1 Maneuver 297 286 490 253 284 946 957 1388 - - Stage 1 447 469 - 756 709 - - - Stage 2 851 707 - 443 466 - - - Mov Capacity -1 Maneuver 287.2 275.8 490 237.9 273.8 946 957 1388 Mov Capacity -2 Maneuver 287.2 275.8 - 237.9 273.8 - - - Stage 1 447 465.2 756 689.1 Stage 2 822.4 687.2 424.8 462.3 - - HCM Control Delay (s) 15.1 17 1.1 0.1 HCM LOS C C A A Capacity (vph) 382 317 HCM Control Delay (s) 8.872 15.1 17 7.614 HCM Lane VC Ratio 0.028 0.071 0.051 0.008 HCM Lane LOS A C C A HCM 95th Percentile Queue (veh) 0.088 0.229 0.162 0.024 Synchro 8 Report RyanG HCM 2010 TWSC 2: RIRO & US 40 Intersection Delay (sec/veh): 0.3 Volume (vph) 0 20 0 185 565 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 22 0 201 614 16 Number of Lanes 0 1 0 1 1 0 Conflicting Flow Rate - All - 622 - 0 0 0 Stage 1 0 0 0 0 Stage 2 0 0 0 0 Follow-up Headway 3.318 - 0 0 Pot Capacity -1 Maneuver 487 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 487 Mov Capacity -2 Maneuver - Stage 1 Stage 2 - - - HCM Control Delay (s) 12.7 0 0 HCM LOS B A A Capacity (vph) 487 HCM Control Delay (s) - 12.7 - HCM Lane VC Ratio 0 0.045 0 HCM Lane LOS - B - HCM 95th Percentile Queue (veh) 0 0.14 0 2015 Total AM 6/18/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 3: US 40 & 1st I Lane Configurations 2 6 Mvmt. Sat Flow, veh/h 1862.75 Volume (vph) 60 45 35 145 535 65 Assigned Movement Movement Number 7 14 5 2 6 16 1583.33 Initial Queue, veh 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 LL (Pr/Pm) 1.00 Lanes in Group Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 0.0 0.0 0.0 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 0.0 3.1 0.3 Lanes 1 1 1 1 1 1 Lane Assignment Capacity, veh/h 103 91 691 1582 1443 1227 Proportion Arriving On Green 0.06 0.06 0.03 0.85 0.77 0.77 Movement Delay, s/veh 46.0 44.1 2.1 1.2 4.0 2.4 Movement LOS D D A A A A Approach Volume, veh/h 114 196 652 Approach Delay, s/veh 45.2 1.4 3.8 Approach LOS D A A Assigned Phase 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phase Duration (G+Y+Rc), s 77.00 8.97 6.39 70.61 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.86 3.91 3.77 4.86 Maximum Green Setting (Gmax), s 73.00 19.00 6.00 63.00 Max. Queue Clearance Time (g_c+11), s 3.20 5.09 2.33 10.79 Green Extension Time (g_e), s 5.26 0.22 0.01 5.24 Probability of Phase Call (p -c) 1.000 0.934 0.597 1.000 Probability of Max Out (p_x) 0.000 0.000 1.000 0.000 Assigned Movement 7 5 Mvmt. Sat Flow, veh/h 1774.04 1774.04 Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 1862.75 1862.75 Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Assigned Movement 0 0 0 7 5 0 0 0 Lane Assignment LL (Pr/Pm) Lanes in Group 0 0 0 1 1 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 65.2 38.0 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 3.1 0.3 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 3.1 0.3 0.0 0.0 0.0 2015 Total AM 6/18/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total AM 3: US 40 & 1st 6/18/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 0.0 0.0 0.0 1774.0 829.5 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 68.6 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 57.8 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 66.6 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 102.5 691.0 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.636 0.055 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 392.1 765.5 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 39.6 2.0 0.0 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 6.4 0.0 0.0 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 46.0 2.1 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.3 0.1 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.5 0.1 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.07 0.02 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 157.6 0.0 0.0 0.0 581.5 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 1.2 0.0 0.0 0.0 8.8 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 1.2 0.0 0.0 0.0 8.8 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1581.8 0.0 0.0 0.0 1443.4 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.100 0.000 0.000 0.000 0.403 0.000 0.000 Available Capacity (ca), veh/h 0.0 1581.8 0.0 0.0 0.0 1443.4 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 1.1 0.0 0.0 0.0 3.2 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.0 0.8 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 1.2 0.0 0.0 0.0 4.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.1 0.0 0.0 0.0 1.5 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.3 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.1 0.0 0.0 0.0 1.9 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.01 0.00 0.00 0.00 0.03 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total AM 3: US 40 & 1st 6/18/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 48.9 0.0 70.7 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 2.6 0.0 0.9 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 2.6 0.0 0.9 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 91.5 0.0 1226.9 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.535 0.000 0.058 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 349.9 0.0 1226.9 0.0 0.0 Upstream Filter Factor (I) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 39.4 0.0 2.3 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 4.8 0.0 0.1 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 44.1 0.0 2.4 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.1 0.0 0.1 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.3 0.0 0.2 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.64 0.00 0.03 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 8.2 HCM Level of Service A Synchro 8 Report RyanG HCM 2010 TWSC 4: US 40 & Rendezvous Rd Intersection Delay (sec/veh): 0.5 Volume (vph) 10 5 25 590 195 15 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 11 5 27 641 212 16 Number of Lanes 1 1 1 1 1 1 Conflicting Flow Rate - All 908 212 228 0 0 0 Stage 1 212 0 0 0 0 0 Stage 2 696 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 306 830 1344 - - Stage 1 823 - - Stage 2 495 - - Mov Capacity -1 Maneuver 299.9 830 1344 Mov Capacity -2 Maneuver 299.9 - - Stage 1 # 0 Stage 2 485.1 - - HCM Control Delay (s) 14.8 0.3 0 HCM LOS B A A Capacity (vph) 300 830 HCM Control Delay (s) - 17.5 9.4 7.734 HCM Lane VC Ratio 0 0.036 0.007 0.02 HCM Lane LOS - C A A HCM 95th Percentile Queue (veh) 0 0.112 0.02 0.062 2015 Total AM 6/18/2012 Synchro 8 Report RyanG HCM 2010 TWSC 2015 Total PM 1: US 40 & Kings Crossing 6/18/2012 Conflicting Flow Rate - All Intersection Delay (sec/veh): 2.1 1497 1492 386 527 0 0 772 0 0 Stage 1 557 557 0 921 6.09247001 206E98'8867E170 0 0 0 Stage 2 535 935 0 576 3.64r®827,MY 44ff1342557E214 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 2.22 0 0 Volume (vph) 30 0 35 5 0 25 75 685 25 20 460 25 Conflicting Peds.(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Right Turn Channelized None None None None None None None None None None None None Storage Length 0 0 0 0 425 0 125 0 Median Width 0 0.4 HCM LOS 0 C 12 A A 12 Grade (%) 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 2 2 2 2 2 2 Movement Flow Rate 33 0 38 5 0 27 82 745 27 22 500 27 Number of Lanes 0 1 0 0 1 0 1 2 0 1 1 0 Conflicting Flow Rate - All 1092 1492 514 1497 1492 386 527 0 0 772 0 0 Stage 1 557 557 0 921 6.09247001 206E98'8867E170 0 0 0 Stage 2 535 935 0 576 3.64r®827,MY 44ff1342557E214 0 0 0 Follow-up Headway 3.519 4.019 3.318 3.519 4.019 3.32 2.218 2.22 0 0 Pot Capacity -1 Maneuver 180 123 560 92 123 612 1039 839 - - Stage 1 498 511 - 307 348 - - - Stage 2 513 343 - 486 504 - - - Mov Capacity -1 Maneuver 158.6 110.5 560 79.1 110.5 612 1039 839 Mov Capacity -2 Maneuver 158.6 110.5 - 79.1 110.5 - - - Stage 1 498 497.7 307 320.9 Stage 2 452 316.2 441.2 490.9 - - HCM Control Delay (s) 24.1 19.1 0.8 0.4 HCM LOS C C A A Capacity (vph) 258 288 HCM Control Delay (s) 8.76 24.1 19.1 9.405 HCM Lane VC Ratio 0.078 0.274 0.113 0.026 HCM Lane LOS A C C A HCM 95th Percentile Queue (veh) 0.255 1.081 0.379 0.08 Synchro 8 Report RyanG HCM 2010 TWSC 2: RIRO & US 40 Intersection Delay (sec/veh): 0.7 Volume (vph) 0 75 0 740 430 65 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 82 0 804 467 71 Number of Lanes 0 1 0 1 1 0 Conflicting Flow Rate - All - 503 - 0 0 0 Stage 1 0 0 0 0 Stage 2 0 0 0 0 Follow-up Headway 3.318 - 0 0 Pot Capacity -1 Maneuver 568 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 568 Mov Capacity -2 Maneuver - Stage 1 Stage 2 - - - HCM Control Delay (s) 12.4 0 0 HCM LOS B A A Capacity (vph) 568 HCM Control Delay (s) - 12.4 - HCM Lane VC Ratio 0 0.144 0 HCM Lane LOS - B - HCM 95th Percentile Queue (veh) 0 0.499 0 2015 Total PM 6/18/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 3: US 40 & 1st I Lane Configurations 2 6 Mvmt. Sat Flow, veh/h 1862.75 Volume (vph) 190 90 140 600 405 125 Assigned Movement Movement Number 7 14 5 2 6 16 1583.33 Initial Queue, veh 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 LL (Pr/Pm) 1.00 Lanes in Group Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 0.0 0.0 0.0 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 0.0 4.4 1.6 Lanes 1 1 1 1 1 1 Lane Assignment Capacity, veh/h 308 275 584 1170 835 710 Proportion Arriving On Green 0.17 0.17 0.08 0.63 0.45 0.45 Movement Delay, s/veh 18.1 15.5 5.3 4.7 8.6 6.9 Movement LOS B B A A A A Approach Volume, veh/h 304 804 576 Approach Delay, s/veh 17.3 4.8 8.2 Approach LOS B A A Assigned Phase 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phase Duration (G+Y+Rc), s 29.38 11.03 7.28 22.11 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.92 3.88 3.77 4.92 Maximum Green Setting (Gmax), s 66.00 26.00 9.00 53.00 Max. Queue Clearance Time (g_c+11), s 10.10 6.40 3.60 8.90 Green Extension Time (g_e), s 9.41 0.87 0.17 9.21 Probability of Phase Call (p -c) 1.000 0.967 0.819 1.000 Probability of Max Out (p_x) 0.009 0.000 0.230 0.028 Assigned Movement 7 5 Mvmt. Sat Flow, veh/h 1774.04 1774.04 Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 1862.75 1862.75 Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Assigned Movement 0 0 0 7 5 0 0 0 Lane Assignment LL (Pr/Pm) Lanes in Group 0 0 0 1 1 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 206.5 152.2 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 4.4 1.6 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 4.4 1.6 0.0 0.0 0.0 2015 Total PM 6/18/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total PM 3: US 40 & 1st 6/18/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 0.0 0.0 0.0 1774.0 945.1 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 20.1 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 11.2 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 1.7 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 18.1 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 308.5 584.1 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.670 0.261 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 1141.5 835.4 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 15.6 5.1 0.0 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 2.5 0.2 0.0 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 18.1 5.3 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.5 0.4 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.7 0.4 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.08 0.07 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 652.2 0.0 0.0 0.0 440.2 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 8.1 0.0 0.0 0.0 6.9 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 8.1 0.0 0.0 0.0 6.9 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1170.1 0.0 0.0 0.0 834.7 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.557 0.000 0.000 0.000 0.527 0.000 0.000 Available Capacity (ca), veh/h 0.0 3042.4 0.0 0.0 0.0 2443.2 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 4.3 0.0 0.0 0.0 8.1 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.7 0.0 0.0 0.0 8.6 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 1.1 0.0 0.0 0.0 1.5 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.1 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 1.2 0.0 0.0 0.0 1.6 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.07 0.00 0.00 0.00 0.03 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2015 Total PM 3: US 40 & 1st 6/18/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 97.8 0.0 135.9 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 2.2 0.0 2.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 2.2 0.0 2.1 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 275.3 0.0 709.5 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.355 0.000 0.191 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 1018.8 0.0 2076.7 0.0 0.0 Upstream Filter Factor (I) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 14.7 0.0 6.7 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 0.8 0.0 0.1 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 15.5 0.0 6.9 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 1.0 0.0 0.4 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 1.0 0.0 0.4 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.52 0.00 0.08 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 8.2 HCM Level of Service A Synchro 8 Report RyanG HCM 2010 TWSC 4: US 40 & Rendezvous Rd Intersection Delay (sec/veh): 0.7 Volume (vph) 15 25 5 515 770 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 100 0 250 350 Median Width 12 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 16 27 5 560 837 22 Number of Lanes 1 1 1 1 1 1 Conflicting Flow Rate - All 1408 837 859 0 0 0 Stage 1 837 0 0 0 0 0 Stage 2 571 0 0 0 0 0 Follow-up Headway 3.518 3.318 2.218 - 0 0 Pot Capacity -1 Maneuver 153 367 782 - - Stage 1 425 - - Stage 2 565 - - Mov Capacity -1 Maneuver 151.9 367 782 Mov Capacity -2 Maneuver 151.9 - - Stage 1 # 0 Stage 2 561 - - HCM Control Delay (s) 21.563 0.1 0 HCM LOS C A A Capacity (vph) 152 367 HCM Control Delay (s) - 31.5 15.6 9.636 HCM Lane VC Ratio 0 0.107 0.074 0.007 HCM Lane LOS - D C A HCM 95th Percentile Queue (veh) 0 0.353 0.239 0.021 2015 Total PM 6/18/2012 Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX H 2035 BUILDOUT LEVEL OF SERVICE SHEETS INFELSBURG (, HOLT & ULLEVIG Appendix H HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 1: US 40 & Kings Crossing 5/21/2012 � � i Lane Configurations 1 2 4 5 6 8 Case No 1.1 4.0 8.0 1.1 4.0 8.0 Phase Duration (G+Y+Rc), s Volume (vph) 75 0 95 25 0 15 55 510 20 20 1455 35 Movement Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 Probability of Max Out (p_x) 1.00 1.00 1.000 1.000 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Lane Assignment Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 139.50 695.69 86.99 427.55 Capacity, veh/h 117 10 96 142 13 59 268 2586 101 631 2615 63 Proportion Arriving On Green 0.14 0.00 0.14 0.14 0.00 0.14 0.03 0.46 0.46 0.02 0.72 0.72 Movement Delay, s/veh 66.7 0.0 0.0 39.6 0.0 0.0 6.8 10.5 10.5 3.9 9.0 9.1 Movement LOS E 0.0 0.0 0.0 D 0.3 0.0 A B B A A A Approach Volume, veh/h 185 43 636 1641 Approach Delay, s/veh 66.7 39.6 10.1 9.0 Approach LOS E D B A Assigned Phase 1 2 4 5 6 8 Case No 1.1 4.0 8.0 1.1 4.0 8.0 Phase Duration (G+Y+Rc), s 5.94 78.30 18.10 6.37 77.87 18.10 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.77 5.12 0.29 3.77 5.12 0.29 Maximum Green Setting (Gmax), s 4.20 74.30 14.10 2.60 69.80 14.10 Max. Queue Clearance Time (g_c+11), s 2.33 11.55 16.10 2.90 24.13 4.89 Green Extension Time (g_e), s 0.00 28.93 0.00 0.00 25.01 0.00 Probability of Phase Call (p -c) 0.461 1.000 0.998 0.817 1.000 0.998 Probability of Max Out (p_x) 1.000 0.311 1.000 1.000 0.440 0.000 Assigned Movement 1 7 5 3 Mvmt. Sat Flow, veh/h 1774.04 549.23 1774.04 712.58 Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3561.37 0.00 3623.15 0.00 Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 139.50 695.69 86.99 427.55 Assigned Movement 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm) L+T+R- (Pr/Pm) L+T+R Lanes in Group 1 0 0 1 1 0 0 1 Group Volume (v), veh/h 21.7 0.0 0.0 184.8 59.8 0.0 0.0 43.5 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1244.9 1774.0 0.0 0.0 1140.1 Queue Serve Time (g_s), s 0.3 0.0 0.0 11.2 0.9 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.3 0.0 0.0 14.1 0.9 0.0 0.0 2.9 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 1: US 40 & Kings Crossing 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 833.7 0.0 0.0 778.5 310.5 0.0 0.0 711.2 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 1900.0 0.0 0.0 0.0 1080.5 Perm LT Eff. Green (g_p), s 73.9 0.0 0.0 14.1 74.3 0.0 0.0 14.1 Perm LT Serve Time (g_u), s 64.8 0.0 0.0 11.2 51.7 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.2 0.0 0.0 11.2 5.3 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 1.2 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 1.2 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 0.441 1.000 0.000 0.000 0.625 Lane Group Capacity (c), veh/h 631.4 0.0 0.0 222.2 268.4 0.0 0.0 214.3 Volume -to -Capacity Ratio (X) 0.034 0.000 0.000 0.832 0.223 0.000 0.000 0.203 Available Capacity (ca), veh/h 670.7 0.0 0.0 222.2 272.4 0.0 0.0 214.3 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.994 0.000 0.000 1.000 Uniform Delay (d1), s/veh 3.9 0.0 0.0 44.0 6.4 0.0 0.0 39.1 Incremental Delay (d2), s/veh 0.0 0.0 0.0 22.6 0.4 0.0 0.0 0.5 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 3.9 0.0 0.0 66.7 6.8 0.0 0.0 39.6 First -Term Queue (Q1), veh/In 0.1 0.0 0.0 5.3 0.4 0.0 0.0 1.1 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.1 0.0 0.0 6.7 0.4 0.0 0.0 1.1 Percentile Storage Ratio (RQ%) 0.02 0.00 0.00 0.65 0.03 0.00 0.00 0.12 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 289.6 0.0 0.0 0.0 811.7 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 9.5 0.0 0.0 0.0 22.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 9.5 0.0 0.0 0.0 22.0 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1352.4 0.0 0.0 0.0 1344.6 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.214 0.000 0.000 0.000 0.604 0.000 0.000 Available Capacity (ca), veh/h 0.0 1352.4 0.0 0.0 0.0 1344.6 0.0 0.0 Upstream Filter Factor (1) 0.000 0.994 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 10.1 0.0 0.0 0.0 7.0 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.0 2.0 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 10.5 0.0 0.0 0.0 9.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 3.8 0.0 0.0 0.0 6.9 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.8 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 4.0 0.0 0.0 0.0 7.7 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.03 0.00 0.00 0.00 0.54 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 1: US 40 & Kings Crossing 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 286.4 0.0 0.0 0.0 807.9 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1838.1 0.0 0.0 0.0 1847.4 0.0 0.0 Queue Serve Time (g_s), s 0.0 9.5 0.0 0.0 0.0 22.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 9.5 0.0 0.0 0.0 22.1 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.076 0.000 0.559 0.000 0.047 0.000 0.375 Lane Group Capacity (c), veh/h 0.0 1334.6 0.0 0.0 0.0 1333.5 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.215 0.000 0.000 0.000 0.606 0.000 0.000 Available Capacity (ca), veh/h 0.0 1334.6 0.0 0.0 0.0 1333.5 0.0 0.0 Upstream Filter Factor (I) 0.000 0.994 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 10.1 0.0 0.0 0.0 7.0 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.0 2.1 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 10.5 0.0 0.0 0.0 9.1 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 3.8 0.0 0.0 0.0 6.9 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.8 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 3.9 0.0 0.0 0.0 7.6 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.03 0.00 0.00 0.00 0.54 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 14.1 HCM Level of Service B Synchro 8 Report RyanG HCM 2010 TWSC 2: RIRO & US 40 Intersection Delay (sec/veh): 0.2 Volume (vph) 0 30 0 600 1480 20 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 33 0 652 1609 22 Number of Lanes 0 1 0 2 2 1 Conflicting Flow Rate - All - 804 - 0 0 0 Stage 1 0 0 0 0 Stage 2 0 0 0 0 Follow-up Headway 3.32 - 0 0 Pot Capacity -1 Maneuver 326 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 326 Mov Capacity -2 Maneuver - Stage 1 Stage 2 - - - HCM Control Delay (s) 17.3 0 0 HCM LOS C A A Capacity (vph) 326 HCM Control Delay (s) - 17.3 - HCM Lane VC Ratio 0 0.1 0 HCM Lane LOS - C - HCM 95th Percentile Queue (veh) 0 0.33 0 2035 Total AM 5/21/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 3: US 40 & 1st I Lane Configurations 0 0 0 Volume (vph) 175 290 135 465 1210 110 Movement Number 7 14 5 2 6 16 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 Lanes in Group 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 2 2 1 Lane Assignment 0.0 0.0 0.0 Capacity, veh/h 291 260 0 2676 2676 1197 Proportion Arriving On Green 0.16 0.16 0.00 0.76 0.41 0.35 Movement Delay, s/veh 44.3 168.1 0.0 3.6 16.0 9.7 Movement LOS D F A B A Approach Volume, veh/h 505 0.0 505 1435 0.0 Approach Delay, s/veh 121.5 0.0 3.6 15.5 0.0 Approach LOS F 0.0 A B Assigned Phase 2 4 6 Case No 4.0 9.0 7.0 Phase Duration (G+Y+Rc), s 79.60 20.40 79.60 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.90 3.96 4.90 Maximum Green Setting (Gmax), s 75.60 16.40 63.80 Max. Queue Clearance Time (g_c+11), s 6.07 18.40 29.60 Green Extension Time (g_e), s 22.42 0.00 17.45 Probability of Phase Call (p -c) 1.000 1.000 1.000 Probability of Max Out (p_x) 0.071 1.000 0.301 Assigned Movement 7 Mvmt. Sat Flow, veh/h 1774.04 Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Assigned Movement 0 0 0 7 0 0 0 0 Lane Assignment L Lanes in Group 0 0 0 1 0 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 190.2 0.0 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 10.0 0.0 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 10.0 0.0 0.0 0.0 0.0 2035 Total AM 5/21/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 3: US 40 & 1st 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 75.6 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 290.9 0.0 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.654 0.000 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 290.9 0.0 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 39.1 0.0 0.0 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 5.2 0.0 0.0 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 44.3 0.0 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 4.3 0.0 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 4.8 0.0 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.21 0.00 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 505.4 0.0 0.0 0.0 1315.2 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 4.1 0.0 0.0 0.0 27.6 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 4.1 0.0 0.0 0.0 27.6 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2675.6 0.0 0.0 0.0 2675.6 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.189 0.000 0.000 0.000 0.492 0.000 0.000 Available Capacity (ca), veh/h 0.0 2675.6 0.0 0.0 0.0 2675.6 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 0.837 0.000 0.000 Uniform Delay (d1), s/veh 0.0 3.5 0.0 0.0 0.0 15.5 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 3.6 0.0 0.0 0.0 16.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 1.1 0.0 0.0 0.0 12.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.2 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 1.1 0.0 0.0 0.0 12.2 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.07 0.00 0.00 0.00 0.23 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 3: US 40 & 1st 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 315.2 0.0 119.6 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 16.4 0.0 5.1 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 16.4 0.0 5.1 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 259.7 0.0 1197.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 1.214 0.000 0.100 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 259.7 0.0 1197.0 0.0 0.0 Upstream Filter Factor (I) 0.000 0.000 0.000 1.000 0.000 0.837 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 41.8 0.0 9.5 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 126.3 0.0 0.1 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 168.1 0.0 9.7 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 7.2 0.0 1.3 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 9.1 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 16.3 0.0 1.3 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 8.29 0.00 0.27 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 13.9 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 HCM Average Control Delay 34.9 HCM Level of Service C Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 4: US 40 & Rendezvous Rd 5/21/2012 Lane Configurations 1 2 4 5 6 8 Case No 1.1 3.0 6.3 1.1 3.0 4.0 Phase Duration (G+Y+Rc), s Volume (vph) 30 0 40 170 0 100 65 1110 30 20 550 70 Movement Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 Probability of Max Out (p_x) 1.00 1.00 1.000 1.000 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 Lanes 1 1 0 1 1 0 1 2 1 1 2 1 Lane Assignment Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 1583.33 1615.00 1583.33 1615.00 Capacity, veh/h 283 0 359 0 0 359 527 2276 1018 313 2283 1021 Proportion Arriving On Green 0.22 0.00 0.22 0.00 0.00 0.22 0.02 0.64 0.64 0.01 0.35 0.31 Movement Delay, s/veh 36.7 0.0 32.0 0.0 0.0 33.7 7.1 10.8 6.7 8.0 16.0 14.0 Movement LOS D 0.0 C Cycle Queue Clear Time (g_c), s 1.5 C A B A A B B Approach Volume, veh/h 76 109 1310 696 Approach Delay, s/veh 34.0 33.7 10.5 15.5 Approach LOS C C B B Assigned Phase 1 2 4 5 6 8 Case No 1.1 3.0 6.3 1.1 3.0 4.0 Phase Duration (G+Y+Rc), s 5.60 70.10 26.78 5.80 69.90 26.78 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.65 4.74 0.98 3.70 4.74 0.98 Maximum Green Setting (Gmax), s 1.60 61.80 7.60 3.90 65.90 22.90 Max. Queue Clearance Time (g_c+11), s 3.45 14.34 9.99 2.43 20.92 7.75 Green Extension Time (g_e), s 0.00 17.95 0.00 0.00 17.65 0.00 Probability of Phase Call (p -c) 0.866 1.000 0.995 0.461 1.000 0.995 Probability of Max Out (p_x) 1.000 0.128 1.000 1.000 0.144 0.000 Assigned Movement 1 7 5 Mvmt. Sat Flow, veh/h 1774.04 1279.51 1774.04 Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3539.22 0.00 3539.22 0.00 Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 1583.33 1615.00 1583.33 1615.00 Assigned Movement 1 0 0 7 5 0 0 0 Lane Assignment L (Pr/Pm) LL (Pr/Pm) Lanes in Group 1 0 0 1 1 0 0 0 Group Volume (v), veh/h 70.7 0.0 0.0 32.6 21.7 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1279.5 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 1.5 0.0 0.0 2.2 0.4 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 1.5 0.0 0.0 8.0 0.4 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 817.1 0.0 0.0 1279.5 461.4 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 65.9 0.0 0.0 22.8 66.1 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 53.8 0.0 0.0 17.0 47.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 1.1 0.0 0.0 2.2 1.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 526.6 0.0 0.0 282.9 312.9 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.134 0.000 0.000 0.115 0.069 0.000 0.000 0.000 Available Capacity (ca), veh/h 526.6 0.0 0.0 282.9 349.3 0.0 0.0 0.0 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.958 0.000 0.000 0.000 Uniform Delay (d1), s/veh 7.0 0.0 0.0 36.6 7.9 0.0 0.0 0.0 Incremental Delay (d2), s/veh 0.1 0.0 0.0 0.2 0.1 0.0 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 7.1 0.0 0.0 36.7 8.0 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.4 0.0 0.0 0.7 0.1 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.4 0.0 0.0 0.7 0.1 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.04 0.00 0.00 0.04 0.00 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 597.8 0.0 0.0 0.0 1206.5 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 12.3 0.0 0.0 0.0 18.9 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 12.3 0.0 0.0 0.0 18.9 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2282.8 0.0 0.0 0.0 2275.9 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.262 0.000 0.000 0.000 0.530 0.000 0.000 Available Capacity (ca), veh/h 0.0 2282.8 0.0 0.0 0.0 2275.9 0.0 0.0 Upstream Filter Factor (1) 0.000 0.958 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 15.8 0.0 0.0 0.0 9.9 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.0 0.9 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 16.0 0.0 0.0 0.0 10.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 5.1 0.0 0.0 0.0 5.6 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.3 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 5.2 0.0 0.0 0.0 5.9 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.10 0.00 0.00 0.00 0.09 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total AM 4: US 40 & Rendezvous Rd 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment R T+R R T+R Lanes in Group 0 1 0 1 0 1 0 1 Group Volume (v), veh/h 0.0 76.1 0.0 43.5 0.0 32.6 0.0 108.7 Group Sat. Flow (s), veh/h/In 0.0 1583.3 0.0 1615.0 0.0 1583.3 0.0 1615.0 Queue Serve Time (g_s), s 0.0 3.5 0.0 2.2 0.0 0.8 0.0 5.8 Cycle Queue Clear Time (g_c), s 0.0 3.5 0.0 2.2 0.0 0.8 0.0 5.8 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1021.3 0.0 359.0 0.0 1018.2 0.0 359.0 Volume -to -Capacity Ratio (X) 0.000 0.075 0.000 0.121 0.000 0.032 0.000 0.303 Available Capacity (ca), veh/h 0.0 1021.3 0.0 359.0 0.0 1018.2 0.0 360.9 Upstream Filter Factor (I) 0.000 0.958 0.000 1.000 0.000 1.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 13.9 0.0 31.8 0.0 6.7 0.0 33.2 Incremental Delay (d2), s/veh 0.0 0.1 0.0 0.1 0.0 0.1 0.0 0.5 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 14.0 0.0 32.0 0.0 6.7 0.0 33.7 First -Term Queue (Q1), veh/In 0.0 1.2 0.0 1.0 0.0 0.2 0.0 2.6 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 1.2 0.0 1.0 0.0 0.2 0.0 2.6 Percentile Storage Ratio (RQ%) 0.00 0.09 0.00 0.06 0.00 0.00 0.00 0.14 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 14.1 HCM Level of Service B Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 1: US 40 & Kings Crossing 5/21/2012 � � i Lane Configurations 1 2 4 5 6 8 Case No 1.1 4.0 8.0 1.1 4.0 8.0 Phase Duration (G+Y+Rc), s Volume (vph) 65 0 85 50 5 60 155 1760 75 60 1145 90 Movement Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 Probability of Max Out (p_x) 1.00 1.00 1.000 1.000 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Lanes 0 1 0 0 1 0 1 2 0 1 2 0 Lane Assignment Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 150.10 728.62 267.56 682.00 Capacity, veh/h 110 10 90 106 22 84 390 2536 107 199 2381 187 Proportion Arriving On Green 0.12 0.00 0.12 0.12 0.12 0.12 0.14 0.36 0.36 0.04 0.70 0.70 Movement Delay, s/veh 60.7 0.0 0.0 46.8 0.0 0.0 6.0 27.6 28.2 19.9 8.8 8.8 Movement LOS E 0.0 0.0 0.0 D 1.0 0.0 A C C B A A Approach Volume, veh/h 163 125 2163 1408 Approach Delay, s/veh 60.7 46.8 26.2 9.3 Approach LOS E D C A Assigned Phase 1 2 4 5 6 8 Case No 1.1 4.0 8.0 1.1 4.0 8.0 Phase Duration (G+Y+Rc), s 8.37 76.30 16.50 10.05 74.62 16.50 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.77 5.13 2.63 3.77 5.13 2.63 Maximum Green Setting (Gmax), s 5.20 72.30 12.50 6.10 67.30 12.50 Max. Queue Clearance Time (g_c+11), s 3.00 50.33 14.50 4.56 19.61 11.15 Green Extension Time (g_e), s 0.02 20.48 0.00 0.07 41.46 0.06 Probability of Phase Call (p -c) 0.840 1.000 1.000 0.991 1.000 1.000 Probability of Max Out (p_x) 1.000 0.946 1.000 1.000 0.869 1.000 Assigned Movement 1 7 5 3 Mvmt. Sat Flow, veh/h 1774.04 557.18 1774.04 568.34 Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3548.90 0.00 3410.72 56.83 Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 150.10 728.62 267.56 682.00 Assigned Movement 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm) L+T+R- (Pr/Pm) L+T+R Lanes in Group 1 0 0 1 1 0 0 1 Group Volume (v), veh/h 65.2 0.0 0.0 163.0 168.5 0.0 0.0 125.0 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1285.8 1774.0 0.0 0.0 1307.2 Queue Serve Time (g_s), s 1.0 0.0 0.0 3.3 2.6 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 1.0 0.0 0.0 12.5 2.6 0.0 0.0 9.2 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 1: US 40 & Kings Crossing 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 215.6 0.0 0.0 739.1 405.4 0.0 0.0 721.2 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 1304.6 0.0 0.0 0.0 1228.2 Perm LT Eff. Green (g_p), s 70.6 0.0 0.0 12.5 72.3 0.0 0.0 12.5 Perm LT Serve Time (g_u), s 24.0 0.0 0.0 3.3 53.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 20.2 0.0 0.0 3.3 11.8 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 2.1 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 2.1 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 0.433 1.000 0.000 0.000 0.435 Lane Group Capacity (c), veh/h 198.8 0.0 0.0 209.9 389.6 0.0 0.0 212.6 Volume -to -Capacity Ratio (X) 0.328 0.000 0.000 0.777 0.432 0.000 0.000 0.588 Available Capacity (ca), veh/h 213.4 0.0 0.0 209.9 390.6 0.0 0.0 212.6 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.859 0.000 0.000 1.000 Uniform Delay (d1), s/veh 18.9 0.0 0.0 44.1 5.3 0.0 0.0 42.6 Incremental Delay (d2), s/veh 1.0 0.0 0.0 16.7 0.7 0.0 0.0 4.2 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 19.9 0.0 0.0 60.7 6.0 0.0 0.0 46.8 First -Term Queue (Q1), veh/In 1.1 0.0 0.0 4.6 1.0 0.0 0.0 3.2 Second -Term Queue (Q2), veh/In 0.1 0.0 0.0 1.0 0.1 0.0 0.0 0.2 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 1.2 0.0 0.0 5.6 1.1 0.0 0.0 3.4 Percentile Storage Ratio (RQ%) 0.24 0.00 0.00 0.54 0.07 0.00 0.00 0.38 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 997.3 0.0 0.0 0.0 678.6 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1862.7 0.0 0.0 0.0 1862.7 0.0 0.0 Queue Serve Time (g_s), s 0.0 47.4 0.0 0.0 0.0 17.5 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 47.4 0.0 0.0 0.0 17.5 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 1331.2 0.0 0.0 0.0 1300.3 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.749 0.000 0.000 0.000 0.522 0.000 0.000 Available Capacity (ca), veh/h 0.0 1331.2 0.0 0.0 0.0 1300.3 0.0 0.0 Upstream Filter Factor (1) 0.000 0.859 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 24.3 0.0 0.0 0.0 7.3 0.0 0.0 Incremental Delay (d2), s/veh 0.0 3.4 0.0 0.0 0.0 1.5 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 27.6 0.0 0.0 0.0 8.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 22.4 0.0 0.0 0.0 5.7 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 1.2 0.0 0.0 0.0 0.5 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 23.6 0.0 0.0 0.0 6.3 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.20 0.00 0.00 0.00 0.44 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 1: US 40 & Kings Crossing 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Group 0 1 0 0 0 1 0 0 Group Volume (v), veh/h 0.0 997.3 0.0 0.0 0.0 663.8 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1836.3 0.0 0.0 0.0 1815.5 0.0 0.0 Queue Serve Time (g_s), s 0.0 48.3 0.0 0.0 0.0 17.6 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 48.3 0.0 0.0 0.0 17.6 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.082 0.000 0.567 0.000 0.147 0.000 0.522 Lane Group Capacity (c), veh/h 0.0 1312.3 0.0 0.0 0.0 1267.4 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.760 0.000 0.000 0.000 0.524 0.000 0.000 Available Capacity (ca), veh/h 0.0 1312.3 0.0 0.0 0.0 1267.4 0.0 0.0 Upstream Filter Factor (I) 0.000 0.859 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 24.6 0.0 0.0 0.0 7.3 0.0 0.0 Incremental Delay (d2), s/veh 0.0 3.6 0.0 0.0 0.0 1.6 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 28.2 0.0 0.0 0.0 8.8 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 22.5 0.0 0.0 0.0 5.6 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 1.3 0.0 0.0 0.0 0.5 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 23.8 0.0 0.0 0.0 6.2 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.20 0.00 0.00 0.00 0.44 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 22.2 HCM Level of Service C Synchro 8 Report RyanG HCM 2010 TWSC 2: RIRO & US 40 Intersection Delay (sec/veh): 0.4 Volume (vph) 0 80 0 1880 1215 75 Conflicting Peds.(#/hr) 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free Right Turn Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 12 12 Grade (%) 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles(%) 2 2 2 2 2 2 Movement Flow Rate 0 87 0 2043 1321 82 Number of Lanes 0 1 0 2 2 1 Conflicting Flow Rate - All - 660 - 0 0 0 Stage 1 1.78039387256752E-72 0 0 Stage 2 1.20010200144643E-71 0 0 Follow-up Headway 3.32 0 0 Pot Capacity -1 Maneuver 406 - - Stage 1 - Stage 2 - Mov Capacity -1 Maneuver 406 Mov Capacity -2 Maneuver - Stage 1 Stage 2 - - - HCM Control Delay (s) 16.3 0 0 HCM LOS C A A Capacity (vph) 406 HCM Control Delay (s) - 16.3 - HCM Lane VC Ratio 0 0.214 0 HCM Lane LOS - C - HCM 95th Percentile Queue (veh) 0 0.802 0 2035 Total PM 5/21/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 3: US 40 & 1st I Lane Configurations 0 0 0 Volume (vph) 260 245 415 1470 1045 240 Movement Number 7 14 5 2 6 16 Initial Queue, veh 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 1.00 1.00 Lanes in Group 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1863 1863 1863 1863 1863 Lanes 1 1 1 2 2 1 Lane Assignment 0.0 0.0 0.0 Capacity, veh/h 358 320 0 2541 2541 1137 Proportion Arriving On Green 0.20 0.20 0.00 0.72 0.47 0.27 Movement Delay, s/veh 49.1 55.2 0.0 8.4 13.6 15.3 Movement LOS D E A B B Approach Volume, veh/h 549 0.0 1598 1397 0.0 Approach Delay, s/veh 52.0 0.0 8.4 13.9 0.0 Approach LOS D 0.0 A B Assigned Phase 2 4 6 Case No 4.0 9.0 7.0 Phase Duration (G+Y+Rc), s 75.80 24.20 75.80 Change Period (Y+Rc), s 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 4.94 3.92 4.94 Maximum Green Setting (Gmax), s 71.80 20.20 44.30 Max. Queue Clearance Time (g_c+11), s 25.21 18.14 23.43 Green Extension Time (g_e), s 35.64 0.46 18.25 Probability of Phase Call (p -c) 1.000 1.000 1.000 Probability of Max Out (p_x) 0.662 1.000 0.854 Assigned Movement 7 Mvmt. Sat Flow, veh/h 1774.04 Assigned Movement 2 6 Mvmt. Sat Flow, veh/h 3632.35 3632.35 Assigned Movement 12 14 16 Mvmt. Sat Flow, veh/h 0.00 1583.33 1583.33 Assigned Movement 0 0 0 7 0 0 0 0 Lane Assignment L Lanes in Group 0 0 0 1 0 0 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 282.6 0.0 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 15.1 0.0 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 15.1 0.0 0.0 0.0 0.0 2035 Total PM 5/21/2012 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 3: US 40 & 1st 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 0.0 0.0 0.0 1774.0 0.0 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 71.8 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 358.4 0.0 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.789 0.000 0.000 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 358.4 0.0 0.0 0.0 0.0 Upstream Filter Factor (1) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 37.9 0.0 0.0 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 11.2 0.0 0.0 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 49.1 0.0 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 6.5 0.0 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 0.000 0.000 1.000 0.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 7.6 0.0 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 0.34 0.00 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 0 0 6 0 0 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 1597.8 0.0 0.0 0.0 1135.9 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 23.2 0.0 0.0 0.0 21.4 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 23.2 0.0 0.0 0.0 21.4 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2541.2 0.0 0.0 0.0 2541.2 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.629 0.000 0.000 0.000 0.447 0.000 0.000 Available Capacity (ca), veh/h 0.0 2541.2 0.0 0.0 0.0 2541.2 0.0 0.0 Upstream Filter Factor (1) 0.000 1.000 0.000 0.000 0.000 0.847 0.000 0.000 Uniform Delay (d1), s/veh 0.0 7.2 0.0 0.0 0.0 13.1 0.0 0.0 Incremental Delay (d2), s/veh 0.0 1.2 0.0 0.0 0.0 0.5 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.4 0.0 0.0 0.0 13.6 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 6.9 0.0 0.0 0.0 8.8 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.4 0.0 0.0 0.0 0.2 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 0.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 7.3 0.0 0.0 0.0 9.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.43 0.00 0.00 0.00 0.17 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 3: US 40 & 1st 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Group 0 0 0 1 0 1 0 0 Group Volume (v), veh/h 0.0 0.0 0.0 266.3 0.0 260.9 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 0.0 0.0 1583.3 0.0 1583.3 0.0 0.0 Queue Serve Time (g_s), s 0.0 0.0 0.0 16.1 0.0 12.8 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 0.0 0.0 16.1 0.0 12.8 0.0 0.0 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 0.000 0.000 1.000 0.000 1.000 0.000 0.000 Lane Group Capacity (c), veh/h 0.0 0.0 0.0 319.8 0.0 1136.8 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.000 0.000 0.833 0.000 0.229 0.000 0.000 Available Capacity (ca), veh/h 0.0 0.0 0.0 319.8 0.0 1136.8 0.0 0.0 Upstream Filter Factor (I) 0.000 0.000 0.000 1.000 0.000 0.847 0.000 0.000 Uniform Delay (d1), s/veh 0.0 0.0 0.0 38.3 0.0 14.9 0.0 0.0 Incremental Delay (d2), s/veh 0.0 0.0 0.0 16.9 0.0 0.4 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 55.2 0.0 15.3 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 0.0 0.0 7.1 0.0 5.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.0 0.0 1.5 0.0 0.1 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 0.0 0.0 0.0 8.6 0.0 5.1 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.00 0.00 4.37 0.00 1.04 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 17.3 HCM Level of Service B Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 4: US 40 & Rendezvous Rd 5/21/2012 Lane Configurations 1 2 4 5 6 8 Case No 1.1 3.0 6.3 1.1 3.0 4.0 Phase Duration (G+Y+Rc), s Volume (vph) 35 0 45 125 0 80 125 1115 35 65 1485 180 Movement Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj. Factor (A_pbT) 1.00 Probability of Max Out (p_x) 1.00 1.00 1.000 1.000 1.00 1.00 1.00 1.00 1.00 Parking, Bus Adj. Factors 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Sat. Flow Rate, veh/h/In 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 Lanes 1 1 0 1 1 0 1 2 1 1 2 1 Lane Assignment Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 1583.33 1615.00 1583.33 1615.00 Capacity, veh/h 224 0 266 0 0 266 257 2381 1065 379 2306 1032 Proportion Arriving On Green 0.16 0.00 0.16 0.00 0.00 0.16 0.06 0.67 0.67 0.01 0.19 0.06 Movement Delay, s/veh 40.9 0.0 36.7 0.0 0.0 38.0 22.7 9.0 5.6 6.6 32.8 22.5 Movement LOS D 0.0 D Cycle Queue Clear Time (g_c), s 2.2 D C A A A C C Approach Volume, veh/h 87 87 1386 1880 Approach Delay, s/veh 38.5 38.0 10.3 30.7 Approach LOS D D B C Assigned Phase 1 2 4 5 6 8 Case No 1.1 3.0 6.3 1.1 3.0 4.0 Phase Duration (G+Y+Rc), s 10.55 69.85 20.67 8.40 72.00 20.67 Change Period (Y+Rc), s 4.00 4.00 4.00 4.00 4.00 4.00 Max. Allowable Headway (MAH), s 3.65 4.77 1.13 3.70 4.77 1.13 Maximum Green Setting (Gmax), s 6.70 63.40 5.90 5.10 68.00 16.80 Max. Queue Clearance Time (g_c+11), s 4.19 44.98 9.48 3.28 19.22 6.80 Green Extension Time (g_e), s 0.07 16.18 0.00 0.02 36.13 0.01 Probability of Phase Call (p -c) 0.978 1.000 0.992 0.862 1.000 0.992 Probability of Max Out (p_x) 1.000 0.864 1.000 1.000 0.624 0.000 Assigned Movement 1 7 5 Mvmt. Sat Flow, veh/h 1774.04 1304.98 1774.04 Assigned Movement 2 4 6 8 Mvmt. Sat Flow, veh/h 3539.22 0.00 3539.22 0.00 Assigned Movement 12 14 16 18 Mvmt. Sat Flow, veh/h 1583.33 1615.00 1583.33 1615.00 Assigned Movement 1 0 0 7 5 0 0 0 Lane Assignment L (Pr/Pm) LL (Pr/Pm) Lanes in Group 1 0 0 1 1 0 0 0 Group Volume (v), veh/h 135.9 0.0 0.0 38.0 70.7 0.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 1774.0 0.0 0.0 1305.0 1774.0 0.0 0.0 0.0 Queue Serve Time (g_s), s 2.2 0.0 0.0 2.7 1.3 0.0 0.0 0.0 Cycle Queue Clear Time (g_c), s 2.2 0.0 0.0 7.5 1.3 0.0 0.0 0.0 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 4: US 40 & Rendezvous Rd 5/21/2012 Perm LT Sat Flow Rate (s -I), veh/h/In 312.2 0.0 0.0 1305.0 459.0 0.0 0.0 0.0 Shared LT Sat Flow (s_sh), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Eff. Green (g_p), s 68.2 0.0 0.0 16.7 65.8 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 22.9 0.0 0.0 11.9 50.8 0.0 0.0 0.0 Perm LT Que Serve Time (g_ps), s 22.9 0.0 0.0 2.7 2.8 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion LT Inside Lane (P -L) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Lane Group Capacity (c), veh/h 256.9 0.0 0.0 224.4 379.1 0.0 0.0 0.0 Volume -to -Capacity Ratio (X) 0.529 0.000 0.000 0.170 0.186 0.000 0.000 0.000 Available Capacity (ca), veh/h 259.5 0.0 0.0 224.4 391.4 0.0 0.0 0.0 Upstream Filter Factor (1) 1.000 0.000 0.000 1.000 0.709 0.000 0.000 0.000 Uniform Delay (d1), s/veh 20.8 0.0 0.0 40.5 6.4 0.0 0.0 0.0 Incremental Delay (d2), s/veh 2.0 0.0 0.0 0.4 0.2 0.0 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 22.7 0.0 0.0 40.9 6.6 0.0 0.0 0.0 First -Term Queue (Q1), veh/In 2.6 0.0 0.0 0.9 0.4 0.0 0.0 0.0 Second -Term Queue (Q2), veh/In 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 1.000 0.000 0.000 1.000 1.000 0.000 0.000 0.000 Percentile Back of Queue (Q%), veh/In 2.7 0.0 0.0 0.9 0.4 0.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.28 0.00 0.00 0.06 0.01 0.00 0.00 0.00 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Group 0 2 0 0 0 2 0 0 Group Volume (v), veh/h 0.0 1614.1 0.0 0.0 0.0 1212.0 0.0 0.0 Group Sat. Flow (s), veh/h/In 0.0 1769.6 0.0 0.0 0.0 1769.6 0.0 0.0 Queue Serve Time (g_s), s 0.0 43.0 0.0 0.0 0.0 17.2 0.0 0.0 Cycle Queue Clear Time (g_c), s 0.0 43.0 0.0 0.0 0.0 17.2 0.0 0.0 Lane Group Capacity (c), veh/h 0.0 2305.9 0.0 0.0 0.0 2381.3 0.0 0.0 Volume -to -Capacity Ratio (X) 0.000 0.700 0.000 0.000 0.000 0.509 0.000 0.000 Available Capacity (ca), veh/h 0.0 2305.9 0.0 0.0 0.0 2381.3 0.0 0.0 Upstream Filter Factor (1) 0.000 0.709 0.000 0.000 0.000 1.000 0.000 0.000 Uniform Delay (d1), s/veh 0.0 31.5 0.0 0.0 0.0 8.2 0.0 0.0 Incremental Delay (d2), s/veh 0.0 1.3 0.0 0.0 0.0 0.8 0.0 0.0 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 32.8 0.0 0.0 0.0 9.0 0.0 0.0 First -Term Queue (Q1), veh/In 0.0 20.1 0.0 0.0 0.0 4.8 0.0 0.0 Second -Term Queue (Q2), veh/In 0.0 0.4 0.0 0.0 0.0 0.3 0.0 0.0 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 20.5 0.0 0.0 0.0 5.0 0.0 0.0 Percentile Storage Ratio (RQ%) 0.00 0.38 0.00 0.00 0.00 0.08 0.00 0.00 Synchro 8 Report RyanG HCM 2010 Signalized Intersection Capacity Analysis 2035 Total PM 4: US 40 & Rendezvous Rd 5/21/2012 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Assigned Movement 0 12 0 14 0 16 0 18 Lane Assignment R T+R R T+R Lanes in Group 0 1 0 1 0 1 0 1 Group Volume (v), veh/h 0.0 195.7 0.0 48.9 0.0 38.0 0.0 87.0 Group Sat. Flow (s), veh/h/In 0.0 1583.3 0.0 1615.0 0.0 1583.3 0.0 1615.0 Queue Serve Time (g_s), s 0.0 11.9 0.0 2.6 0.0 0.8 0.0 4.8 Cycle Queue Clear Time (g_c), s 0.0 11.9 0.0 2.6 0.0 0.8 0.0 4.8 Prot RT Sat Flow Rate (s_R), veh/h/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff. Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Proportion RT Outside Lane (P -R) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Lane Group Capacity (c), veh/h 0.0 1031.6 0.0 266.3 0.0 1065.3 0.0 266.3 Volume -to -Capacity Ratio (X) 0.000 0.190 0.000 0.184 0.000 0.036 0.000 0.326 Available Capacity (ca), veh/h 0.0 1031.6 0.0 266.3 0.0 1065.3 0.0 268.5 Upstream Filter Factor (I) 0.000 0.709 0.000 1.000 0.000 1.000 0.000 1.000 Uniform Delay (d1), s/veh 0.0 22.2 0.0 36.3 0.0 5.5 0.0 37.2 Incremental Delay (d2), s/veh 0.0 0.3 0.0 0.3 0.0 0.1 0.0 0.7 Initial Queue Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 22.5 0.0 36.7 0.0 5.6 0.0 38.0 First -Term Queue (Q1), veh/In 0.0 5.2 0.0 1.2 0.0 0.2 0.0 2.2 Second -Term Queue (Q2), veh/In 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.1 Third -Term Queue (Q3), veh/In 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Percentile bk-of-que factor (f_B%) 0.000 1.000 0.000 1.000 0.000 1.000 0.000 1.000 Percentile Back of Queue (Q%), veh/In 0.0 5.3 0.0 1.2 0.0 0.2 0.0 2.2 Percentile Storage Ratio (RQ%) 0.00 0.38 0.00 0.07 0.00 0.00 0.00 0.12 Initial Queue (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Queue (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Queue (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Saturated Capacity (cs), veh/h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Queue Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 HCM Average Control Delay 22.9 HCM Level of Service C Synchro 8 Report RyanG Grand Park - Fraser, Colorado Traffic Impact Analysis Second Edition APPENDIX I US 40 PROGRESSION SHEETS MFELSBURG (, HOLT & ULLEVIG Appendix I Time -Space Diagram - 2035 Total AM Main Street Cross Street Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 Offset US 40 77 US 40 US 40 @ Rendezvous Rd e 95 US 40 @ 1st. e 0 @ RIRO � e US 40 e @Kings Crossing US 40 @ Midtown 1 US 40 @ Vasquez 98 RyanG j,j Actuated ffffft"11N I/Xj SB AErterial BaOq 36 s Wilfl NB Aherial BWnd"36 s I e \ \ \ SBNArtoial Band 36 s \ t1 1 1 I tt WfN"7 I MINNEEErI<W NB "merial Band 36 s Arte I Band 36 s, e fff I fff I fff I Time -Space Diagram - US 40 2035 Total PM Arterial Bandwidths Maximum Green Times 1 Main Street @ 1st. e Cross Street Approach US 40 Offset 20 II II �I II1�11II �I 40 60 80 100 120 140 160 180 II1�11II �1II1�11II �1II1�11II �1II1�11II �1II1�11II �1II1�11II �1II1�11II �1II1�11II 200 220 240 260 �1II1�11II �1II1�11II �1II I�11II �1II1�11II US 40 ] @`Actuated 77 1 7mmor 004 US 40 US 40 @ Rendezvous Rd e 1 US 40 @ 1st. e 0 @ RIRO � e US 40 e @ Kings Crossing US 40 @ Midtown 1 US 40 @ Vasquez 98 RyanG Jli IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII^�1 � I f�",1�1 NW erial Band 34 s $B Arteri Band 34 s ^" SIB Arterial and 34.'e SB AVerial Ban4 34 s NB Arferial Ba6d"34 s e \ \ \ SBNArtoial Band 34 s \ NB al Band 34 ts ArteII Band 34 s MMM" IREENEEM, I Time -Space Diagram - US 40 2035 Total PM -Ped Optimized Arterial Bandwidths Maximum Green Times Main Street Cross Street Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 Offset II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II US 40 BIW Arte 1IN �;"" � �"" I Band 30 s US 40 US 40 @ Rendezvous Rd e 90 US 40 @ 1st. e 97 @ RIRO e US 40 e @ Kings Crossing US 40 @ Midtown 94 US 40 @ Vasquez RyanG Sk Pytterial Band 30 s W"41 I NNINININNEW#1 N rterial Band 30 s SB Arter I Band 30„ I IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII kB Arteria Band s \ \ SB Aijerial Bawl 30 s NB Arterial Ban&30 s,, SB, Arterial Band 30 s 1111111 I MENNINEWTA N¢%Art ial Band 30 s SBal Band 30 s I 111111" I 111111 Time -Space Diagram - US 40 2035 Total AM - Ped Optimized Main Street Cross Street Approach 20 40 60 80 100 120 140 160 180 200 220 240 260 Offset.... 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.... US 40 N Arterial d 38 s 13 US 40 PN US 40 @ Rendezvous Rd 4 US 40 @ 1st. e I 8 � @ RIRO e US 40 @ Kings Crossing. e US 40 @ Midtown 6 US 40 @ Vasquez RyanG I \ SE Atteriq!"I Band 30 s NW Art fa Band 38 s S rterial nd 30 s Nb Arterial B d 38 s SB Arteriql Band,3Q s 111°W I 111"" I , NB Arterial eand"38N \ „ \ , SB A)Ieri.-,O""Band 30 s 11111,„ I'I I ttttt"'1 „ I 1111 NB Art i"al Band 38 s Atteria and 30 s I 111 I 111 I monsomm January 28, 2015 Sent Via E-mail Town of Fraser Attn: Jeff Durbin P.O. Box 120 Fraser, CO 80442 Re: Town of Fraser Resolution Nos. 2011-06-04, 2012-02-04, 2012-02-05, & 2012-02-06 Dear Jeff, Please accept this letter as a request to the Town of Fraser Board of Trustees to consider an extension of time for execution of all documents pertaining to the Village at Grand Park — Filing 2 Lots and Final Plat Phasing Plan. Resolution No. 2011-06-04 pertains to Village at Grand Park — Filing 2 Resolution No. 2012-02-04 pertains to Village at Grand Park — Filing 2, Lot 10 & Tract C Resolution No. 2012-02-05 pertains to Village at Grand Park — Filing 2, Lot 11A & Tract A Resolution No. 2012-02-06 pertains to Village at Grand Park — Filing 2, Lot 11B & Tract B Grand Park respectfully requests the Board of Trustees extend the approvals for a period of five years to February 4, 2020 for the execution of all documents relating to the final plats referenced above which are in conformance with the approved and recorded Village at Grand Park — Filing 2 Final Plat Phasing Plan recorded in the Real Property Records of Grand County at Reception #2011005609. Thank you for your consideration of this request. Sincerely/ President MAIN j.. FFIG..I , 9711 , "i ,�i:': j0 F`'A r� 3' ('�nr a "'A-41 KFAI, F'O'A'I`h 0FFK*,F, -JANh1".>..€C1`Bµ1 .! 10,11:1UT' �'� I- ', {103 F'L ctF..�- 1 V02''4_1+R Iimm (I x)1.,[IRAL.1(.1 1141,1"Ke' to (Dc < :E co m --I C) n m a v r � O -I 7 p -4 ❑ m c o Sm D --A - --I --I --I --A --j --I --I m --A --A �--A --A rn � � m N � ❑rt s 0 o= D 'I S m? S S S S S S S S S S S OS S S S p S S S r C a Q«❑ m m Om OOm m m m Om m +p m m Cl) p (DJ a 0 Z rt t t y a - O m O A A A A A A A A A A A A A coA A A A A A a< CZ Z rta ❑ m 0 (D - ❑ p C O r tp rt° j`< Z A 14 Z Z (n A J Z A J Z Z N A 14 (n M N N A- Z N Cp N 0\n a ° D. (n -< 3 '� 0 D o N S`v� a s N v C O v - J C O J C o v v C O v :, rn v = W 0) CD 0 ❑ = P Z 0 rt a -i (n 7c O O 0 O ❑ .+ V P W P rt 0 cn + v P cn + N P (O rt (O O +� < C5 (7 N N N OC O 2 rrt .TOI r T` Q= 0 n�� N O �� O a) O o� � o� O � O o� O D W O � O � � � �� ° p � A .Z7 r+ Z D -0 D O O m a0 W -m W W _m _m W W _m 0) W _� Cn ❑ to m rt CD rt= O !n Z N X D A p co 0 D m Ol -0 rt° j '� ,� j '� Q� j '� ,� .p ? '� (❑ C m P h CO CD M D �• O a = C 0 ° O N D N O - ❑ C7 C C t❑ ❑ - t❑ ❑ t❑ ❑ " t❑ ❑ �-�• t❑ = rt d r+•j m a m �, O C m- a 55 z o- ❑ p 0 C ? m_ m o m CD o m m o m o r*i m o ❑❑ Co ° m ❑ cn n °o 3-1D� m o A rt �,U❑a m ° ° J ° rn° N o (D °o amm om CD <..�7t< cn ❑ � co 0 m a ❑ -n J to cn (n t° O 0 '° cr 0) 0 t° CA j O t❑ N ° to s (O `< rt O 0- =3 cn�- O CAO - ❑ 0s ❑ m N Cn cn rt n 0 0= � m (D S O � (D s o O S O (n � S (,� � � O rt � N , O 0 0 � I 0 -D c a o a a L+ p m O p o p m -ti p CD o o o m Ln m s S 'Q s o (o to ° a M p r =3 n N a m w� °= O -, O❑ 0 - h CSD O❑ m O - CCD 0 CCD o❑ CD O O (�D Cn m m O O j �, rt N m D 7 Z m D y t❑ (n A❑ °- O CSD 0 m f0+- m m rt m (p m (Pp (p �` ° m ,..r 0❑ CD I00 (aD O O �• a G7 a r CD a 0 Q 77 -1❑ (JO 'O•r 00 A rt rt rt 00 A rt 00 A �+ rt +-r cn A ,..r frtr (T A Ort ti+ a rt O O A a3N� m ❑, p .�.�� Z a0 a -o-, P rt -: O O : O 0 _: O O 00 O0 C3 0 0 _' O W O - ❑ I C rt O ❑ `L � o r ° r- O (n rt < v CD a-0 ❑ O ❑ ❑ ❑ ❑ ❑ ° ❑ ❑ ❑ ❑ ° ❑ ❑ (n � ❑ 0 m M n M 0 (n CD O A -• _ _ -0 = ❑ W ❑ ❑ ❑ O O ❑ � to `< d � to OCA O ° O - S aA "0 aA aA -0 = A a 0. N NZ O❑ oto Z m w O A Q-+ m O p N O O -O CSD A n �< to O Q O tT l tT l O °- O = c O• a- c �- 'p' c (n 3 ❑ (moo � O- �! ° °- C) 7 -� ❑ 3 m O ❑ rt CD < ❑ < rt < ❑ < = > " O O a O = 3 r+ rt O Tl 0 '� 0. m - m '� (SD m rt ❑< m =< m O CD `< m O C t❑ rt O tp rt _ = m 0 = N ❑ m Ln to O W �i O m Z (n ❑ i�° - rt = ❑ Q m O 'h O t° O t❑ O O� ❑• rt c0 rt' = rt O 0 °rt' CJi A rt ❑ Q S rt S❑ m m 0 A (A A A A 0- O to O C °- O O ''„ C 0) Ort O c C Da rA C 7c Sj ap O QCD -C, QM < QM QCD D �•S QS p m S W f �_S O = O ^v J co C7 t❑ O ❑_ _ Z < ❑ < rt_ t❑ m < O m ,..� a m � m n O N m - � C \ r a ❑ rt m = CD = m C = m m m rt _ C t❑ .N -r Q 00 j tp' C7 < C) ° N o ° c (D O m fi CCD .rt+ M CD rt CL a .rtr j C tI] CD t❑ 0 (n �, N M 7' W. N a !n �< O O C7 r"'O '� TI a rt a rt °" rt CD rt Q S (D a fSr C ,•+ N O `< r•r C 0 . -�O O D a0 CD j ? �0a- r m 2: ort '<0-0 0 CD O m AA P O rm ❑ ° ❑rt '°°� Um oM OaC O A 0 rt ° z A A' 0 0 7mQ0 z S 7 S7 S0 --o O 0 �C O O O O O 0 'D -- O 0.OaO3A o`< -0 i N m O 0 p ❑ rt r(70� C (, O CD OO7a Srt art �rt of AO So ❑O NrtN S z��0 O =j' CD m a 0 �`a❑ ❑ ❑ p ❑ ❑ ❑ S ❑ OS ti' ❑ 311 O r � rt CD M A (D t (1) rt 7 rt 7 rt 7 ❑_ ❑ j 0 O 0 Z rt 0 r S O t❑ t❑ t❑ rtt❑ a= ❑ O❑ rt = .Z7 = O O C D �3�<- 0 3m -i vm CT or m o a-_ stn CD CA = nl (n � D ❑ m N tT ° m= m= m= ° = m t❑ a m S Co. !n rt C") _ O= . -a rt O ❑ A ❑ A ❑ A (D A S I ❑ O rt= O=r 0_ m N m O C (n l y� o f �< ❑ S m< 0 `< to � rn � -1 ❑= 0 0 fi< C C O 0� � pnND c o (ND a O A 1 t N° 0) N❑ Z° CSD m JS SS < ZW O .-0 m -i 0- -� = 0 rt- N m CD O (D Cn 5 ❑ 7 O❑ m❑ ,� (D 3 Z m a rr rt' 3 S O > > _° Cn 7 A ❑ C 2 CIl 0 z m cn <: m v, a o m m N o oW t❑ rn t❑ oW t❑ t° �' `< �' � -I Om v, Q0 (n `�•Ws° ❑m Cn❑ o❑ Cn❑ N❑ rnS Pt° N m (n*2 W o c00m� _ cAi�g� �� rn� �� rno rn° a❑ ❑ m- 3 0 o ❑ m ❑ ° m ° - ❑ (o l< G7 00 cn0 rm*i m D0 M p o 3 c� a a �a a �a N(o 0 o a P z(n= o rn(mT1 Z tc c�< N a❑ �(n Orn0 stn O(D �❑ W �c Z00(D m N0 0 m ❑ m A `< O aa 0)0 m0 OHO C0O `� (OtA (1(m 200 Ln C -D a j0 fi ❑ = S � �❑ O0 "O CD rt`Z C7 C7 !n ° `< m -p M S ",m -r 0O r° cO rt 0O m cn C) to o O p rt 7 a CD rt C7 r* p Q = 00 - .+ 0 O C a r• ,< t❑ P O P 0 W CCDD < rt ❑ N O ❑ CD rt O =�ov -a <,ao 0CDa- ma<<o a�3 5 o m m �c 0 m 0 1-3 O ::�E z � OD L' D :ECX) --I(n a v o —� �D -71 K o () co m �, T z C D A 0_70 N 0 ®� ®� ® N D CD :3D m O (D (n 3 m S p CD rnr�� O 2 C to 0 (Z O N 0 P 0 r G� O I I Z D 1-0 (D Q� ? Ln G) � rt O� S � O O X ti (n Q Q- O 0 0 O ❑ (D N Ln 77 (D (D TO C) Cf) �-3 n (n � ❑ DN 0 o m0. tG O 00= D nZ� oC:: 'o r CD 0 n 0 CD Nm m •' 1 Oa 3 a (ToDQ o N� mcn Z m S v�� D C] P 00 ❑ (y^l) (n rt Q (D �� r — 0 O (n S 73 + zr 00 r z iD p (� N o 0 N 0 e, moo(DQ ,• NQo ORoN coCA -Ti N—o0 $ 00 Wv JN (D O V 0 o v o C4 co D �,�� C;� �-3 r M < O O Q ,-,- Q 0 <• 0 O 0 c CD (D N J fA ° I � U o Q O Q cn 00 O C4❑ h X- (r 0o Wco O C ° C o y O 3 D ❑ o < M (D Q ( 0 0 0 CC/) N ��m O F71 CD 0 C: oQCD O N (1 1I I O r+ O r+ T - 0 V CD CSD (OD CD Q (Z ZT 0 o ° O iZ (Z F CD �O D I—I O M 0 cDi D N-1 ��, -0 S m W o X N O N CD c ZN 0 (D C700 1I -° w m O rn m mo ma m 0 0 0 P N m W ❑ N m N ❑ C A o"O ❑u m 0u �O '�v a �� -0 O-0 u O�..i �..i 0 = to �..v ° °v A aA S❑ D Du (❑n �..i A �..i OSc �< S� A ❑ rt nnn0� O O Z ❑ --I A �'SN� (n 3 m < rr�O O ��m m O ❑ rt= _ dm � m D i rt CO o ° m ��vcn ❑ �.� �� O 0 3 0'D ° m D m m p❑ o (0 3 S 0 o 3° m❑ 3a� o aa- 3 N> >? ❑ to rtt� a 0-3 7 �? °-rt° 7 ° N a n ? _0 N-0 _ ❑• m 00 = f CD m a to = 0 _0.O -r a O O d O C) a C a O `< S M w° a O O a = O a ❑ A O rt Q rt D. C ❑ 0 7 0 7 OD m 7 Q O .� r+ _ _ -p 3 0 C U O -O D CD N e- ❑ o rt t❑ = N (D O O ❑ t❑ Q cn O O❑ I m _ CD O l< = rt m m = = D ❑ A ua O A O = = N M 0 S + 00 = ❑ Zr+ (�' < I O M ❑ + m rt O N_ �. Z 7 = + rt = 0 0 (nn 00 = O 3<(� a r° gm o m_. I o .+m �mX m��m o o- C-,-1ac D❑_ =N Sv`< rt�a 3 ? =m o0 M 0 ❑ O 7c rt 7 C n T rt❑ O ❑ 7- C n N A c° Oo 3= fi j rt ❑- s_ �_+ I d m0 m O= C7 to m O 3 J❑ S d 0 - O art _<. 0 O �-°• t° to rt 0 a Q Cn -II ❑:3 OL W� Q S O< S= CO rt� Q• fr 7 ❑• CD, O n O i 0 (D a) � a 0 S O 0 O (A O m CD Cl 0 00 D '•r ❑ < _ _ ❑ m < rt� („i fA = m 3 3 Cp O 3 to - C to -p _ m m O •O m 3 �, ❑ � a = m t❑ atn O O (D t❑ CD a N S n N m a s m ° rt❑ ar+ 0 m ❑ _❑ °'� C I (<D Sot❑ 0❑ m 3 O ❑ m 0 ❑ C U = 0 m o C 3 0 `-' .� -_ �< 7 m �< D 0 O 7 m❑ a -D O O a Q I m n m ❑- A -0 rt = '•�- �, N A- Cj �O = _0 M Cl) 7 O m "O tD _. to �. S 3 °_ "' ❑ 3 rt A m w a <, 7-. _ 5. 0 m a CD _. I O� O O rt ❑ n O a i < t05. 0❑ (3D D o m CaD 3 CD N .Nr 7 S O ,� 7• O (OA cn' ry CD CD � N C 3� � C a N 0� tp M= D a A I "O N�❑ � ". rt � Om A0 to ?• O O MO, �O a °' �)rt D m CSD rt m S Q m O a A N 3 _0 rt0 C F 'art < rt<• rt I '"'t❑ I m- = O"O Srt O _N rtt❑ 3 S rt rt C) O O O 0 O rt O O S �, N O O O 0 I S I = a (D S ❑ rt C C 0 S O ❑ ❑ rt 77 (A �. ❑ < 7 ❑ d N CD fi N N (°A S O O O0 •Op 3 �. ❑ " r. N ❑ 3 m - O l O 'D y- CD r+ rt (A 3 c a r rt Ul r A= W A t❑ 7 CD I O I 0 O a= < S -• .C+ (n (�i►Y\J��1]C r a S - ❑ r 0 '� ❑ S rt a _< 3 _0 .+ CD = I A O ❑ .+ - CA = (D A C O 3 O Ci (D t❑ t❑ Ci co t❑ Cn tAp (D O (D (n S 3 to N a I O �, pj O ❑ ,� CD .y, CD rt ❑ MD = (n vi' y 0 .Z) = S (D to CD O t❑' (gyp CD n . O c C I -OO O 7 O rt ❑_ I i ❑ 2 ❑ ❑ (D '� ❑ .Ni O S �-� CoA °o c °gym o a ��'CD 0 rn �° M o� (n Wo- a❑° m= I �m a° rt�m�0 j �� ' �rto� ❑o moo= 3 0 �° in J ❑ A Q A j CT .•+ C7 rt,< _ �. C f+ ❑ O ❑ ❑ t❑ n 7 7 I ❑ -0 CD 0 .� '_� T. Ort rr yi D. 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WHEREAS, Grand Park has requested that the Board of Trustees extend the date for execution of all plat documents relating to the Village at Grand Park, Filing 2 for a period of five years to February 18, 2020. WHEREAS, the Fraser Board of Trustees had reviewed said request for an extension and has decided to extend the date for execution of all final plat documents relating to the Village at Grand Park, Filing 2 for a period of five years to February 18, 2020. NOW THEREFORE, BE IT RESOLVED BY THE BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO THAT: The Town Board of Fraser, Colorado hereby approves an extension for execution of all plat documents relating to the Village at Grand Park, Filing 2 for a period of five years to February 18, 2020 with the following conditions: 1. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of each final plat. 2. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 3. Any plat not executed and recorded by February 18, 2020 shall expire unless an extension is approved by the Town Board. 4. Payment of all applicable fees. If such conditions are not satisfied, the approval provided by this resolution is no longer valid. DULY MOVED, SECONDED AND ADOPTED THIS 18th DAY OF FEBRUARY 2015. (S E A L) BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO BY: Mayor ATTEST: Town Clerk TOWN OF FRASER RESOLUTION NO. 2015-02-03 A RESOLUTION EXTENDING THE APPROVAL OF THE VILLAGE AT GRAND PARK — FILING 2, LOT 10 & Tract C, Lot 11A and Tract A and Lot 11 B & Tract B FINAL PLATS. WHEREAS, Grand Park has requested that the Board of Trustees extend the date for execution of all final plat documents relating to The Village at Grand Park -Filing 2; and WHEREAS, the Fraser Board of Trustees has reviewed said request for an extension and has decided to extend the date for execution of all final plat documents relating to The Village at Grand Park -Filing 2; and WHEREAS, the Board of Trustees has previously approved the final plats for the Village at Grand Park -Filing 2, Lot 10 & Tract C, Lot 11A & Tract A and Lot 11 B & Tract B; and WHEREAS, the Board of Trustees has previously extended the final plat approvals for the final plats referenced above via Resolution No. 2012-05-02. NOW THEREFORE, BE IT RESOLVED BY THE BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO THAT: The Town Board of Fraser, Colorado hereby extends the Final Plat, the Village at Grand Park - Filing 2, Lot 10 & Tract C, with the following same conditions: 1. Payment of all applicable fees 2. Execution of all documents by February 18, 2020. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, label Market Street, Tract C as a "dedicated public right -of way." 10. Add a "1.5' sign and maintenance easement' along the west edge of Market Street (Tract C). The Town Board of Fraser, Colorado hereby extends the Final Plat, The Village at Grand Park — Filing 2, Lot 11A & Tract A with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents by February 18, 2020. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, note #14 should reference Lot 11A. 10. On sheet 2 of 2, label Market Street Tract A as a "dedicated public right -of way." 11. Add a "1.5 sign and maintenance easement" along the west and southwest edge of Market Street (Tract A). The Town Board of Fraser, Colorado hereby approves the Final Plat, The Village at Grand Park — Filing 2, Lot 11 B & Tract B with the following conditions: 1. Payment of all applicable fees 2. Execution of all documents by February 18, 2020. 3. A Subdivision Improvement Agreement (SIA) shall be provided prior to recordation of the final plat. 4. The SIA required improvements and collateral associated with those improvements shall be subject to Town Engineer and Attorney approval prior to execution and the schedule for completion of said improvements shall be within one year of execution of the SIA. 5. Provide an updated title commitment. 6. Provide 911 mylar and electronic copy of the plat in accordance with the Subdivision Regulations. 7. All revised documents to be reviewed and approved by the Town Attorney. 8. On sheet 1 of 2, add reception # and date for the PDD of the Village at Grand Park Lot 12A in notes #4 and #5. 9. On sheet 2 of 2, label Market Street Tract B as a "dedicated public right -of way." 10. Add a "1.5 sign and maintenance easement" along the west edge of Market Street (Tract B). If such conditions are not satisfied, the approval provided by this resolution is no longer valid. DULY MOVED, SECONDED AND ADOPTED THIS 18th DAY OF FEBRUARY, 2015. (S E A L) BOARD OF TRUSTEES OF THE TOWN OF FRASER, COLORADO BY: Mayor ATTEST: Town Clerk MEMO TO: Mayor Smith and the Board of Trustees FROM: Bektur Sakiev, Assistant Town Manager (Intern) DATE: February 18, 2015 SUBJECT: East Grand School District funding request MATTER BEFORE BOARD: East Grand School District (EGSD) had requested a contribution from the Town of Fraser in the amount of $25,000 for the replacement and upgrade of EGSD's technology equipment. ACTION REQUESTED: Consider a motion to contribute funds to EGSD. EXECUTIVE SUMMARY: In 2013, Grand County tax payers disapproved a mill levy that co -funded the EGSD's initiative of setting up 21 st century learning environment for the district's students and staff. EGSD is requesting the Town of Fraser to contribute $25,000 toward the EGSD technology system replacement and upgrade project. The four -phased project is to be delivered within four years and estimated at $1 million. This project is aimed to cover improvements to the district and school site infrastructure, provision of new hardware (desktops and laptops for staff; labs, and tablets or Chromebooks for students) and software for staff and students in all buildings, and routine maintenance of systems and equipment. BACKGROUND: EGSD made this request in 2014 at which time it was placed on the 2015 Budget `wish list'. Funds for the request were not included in the 2015 Budget. However, the town recently expressed interest in reconsidering the request. The initiative was previously backed by 2006 voter -approved mill levy, which expired in 2009 leaving EGSD incapable to cover technologies' replacement or upgrades on a regular or routine schedule. In 2013 the issue was approved by the East Grand Board of Education for the ballot question and soundly defeated. The result of the voting was reported as following: East Grand School District/ Referred Measure 3A EGSD EGSD FRASER Total Yes/For 1,680 188 1,868 No/Against 2,245 124 2,369 Cast Votes 3,925 312 4,237 Over Votes 2 1 3 Under Votes 63 8 71 Town of Fraser PO Box 370, Fraser, CO 80442 office 970-726-5491 fax 970-726-5518 www.frasercolorado.com This project's main focus is the purchase and use of Chromebooks for EGSD students, the continuing improvement of infrastructure at all schools, as well as the replacement of out of date computers for staff. Along with the EGSD Board of Education's $250,000 commitment for this specific project, confirmed contributions available for the project include: Sprout Foundation Fund of the Grand Foundation $250,000 Confirmed East Grand Schools' Money in Lieu of Land $250,000 Confirmed Local Foundations $10,000 Confirmed/$80,000 pending Statewide Foundations $50,000 Confirmed/$25,000 pending Individual Private Donors $50,000 Confirmed Total Confirmed Contributions (as of October 20, 2014) $660,000 EGSD Four -Phase Technology Plan Phase 1 • EGMS Chromebooks/Chromebook management - one per student • Chromebook Bootcamp for parents and students • Classroom sets of eight Chromebooks for grades 2-5 at FVE and GES • Upgrades to wireless access at FVE and GES Phase 2 • MPHS Chromebooks/Chromebook management - one per student • Incoming EGMS 6th grader Chromebooks - one per student • Chromebook Bootcamp for parents and students • Classroom sets of five iPads for grades K-1 at FVE and GES • Replacement of teacher laptops that are out of date (teachers are required to complete all productivity tasks including, attendance, gradebook, lesson planning and communications via computers) Phase 3 • Replacement/Upgrade of MPHS Technology Lab • Upgrading of switches and firewalls district wide • Backfill of Chromebooks/Chromebook Management for incoming 6th and 8th graders • Chromebook Bootcamp for new parents and students • Replacement of administrative/directors/tech. staff laptops for productivity tasks Phase 4 • Wireless network upgrades in all schools/district • Backfill of Chromebook/Chromebook management all schools The formal request from EGSD is attached to this report Town of Fraser PO Box 370, Fraser, CO 80442 office 970-726-5491 fax 970-726-5518 www.frasercolorado.com The towns of Granby and Winter Park, approached by EGSD with the same request, are both contributing $5,000 to the project. With the help of town staff I have identified some pros and cons related to the request. • There are various opinions related to the pros and cons of various devices, IPad vs. Chromebook, etc. However, that is the matter for the school to consider. • Some would say that Town of Fraser has its own financial challenges, therefore is it appropriate to direct the town's resources to another taxing entity. • There seems to be general support for the initiative of providing our students with the access to advanced technology, but the way it should be funded is the main point of disagreement. • Some other people would suggest that if we decide to help other taxing entity, perhaps the town is overly conservative on its own issues. Should Town of Fraser sacrifice its own projects in order to pay this initiative? Already several projects are put on the town's waitlist due to insufficiency of funds. Fraser has long history of intergovernmental cooperation, especially when it comes to our children, and supporting such initiatives is consistent with that philosophy. Even when the mill levy funding of the initiative was brought to voters, unlike the rest of EGSD taxpayers, Fraser community firmly supported it. ALTERNATIVES: • Approve the request to contribute $25,000 for the project. • Decline the request. • Approve a contribution of another sum (more or less of that is being requested) for the project. RECOMMENDATION: • Staff is neutral on this matter. Town of Fraser PO Box 370, Fraser, CO 80442 office 970-726-5491 fax 970-726-5518 www.frasercolorado.com EAST GRAND SCHOOL DISTRICT E X C E L L E N C E I N E D U C A T 1 O N October 20, 2014 Dear Mr. Durbin and the Fraser Town Council, On behalf of the East Grand School District Board of Education, staff and students, thank you for the ongoing generous partnerships of facilities, park and open space usage and funding. As you know, East Grand School District (EGSD) has committed to providing a 21St Century learning environment that has included state of the art/current technologies for students and staff. This had been accomplished through a combination of district -committed funding and a 2006 voter -approved mill levy. Following the mill levy expiration in 2009, EGSD has not been able to fund replacement technologies or upgrades on a regular or routine schedule. As the technology equipment that was procured during the 2007-2009 years started failing and coming to the end of its useful life, a community and district task force was formed to research and propose options for the provision of equipment upgrades and replacement. This task force recommended that the issue be presented to the voters, and in June of 2013 the East Grand Board of Education approved the ballot question to once again ask taxpayers to fund a technology mill levy. This project would have paid for improvements to our district and school site infrastructure, provided new hardware (desktops and laptops for staff; labs, and tablets or Chromebooks for students) and software for staff and students in all buildings, and routine maintenance of systems and equipment. The ballot question was soundly defeated, however the need for upgrading and improving technology in East Grand Schools remains. East Grand School District is requesting a $25,000 dedication from the Fraser Town Council to be included in the overall budget for the four-phase technology plan as outlined below: Project Need: EGSD technology systems replacement and upgrade — see attached Total Cost: $1 million over four phases $25,000 requested from Mountain Parks Electric Education Trust Project Schedule: Four phases, extending no more than four years Expected Results: Completely updated infrastructure and equipment within four years District Commitment: EGSD Board of Education has committed $250,000 for this specific project, along with the commitment to reinstate the technology budget line to meet future technology needs of the district. Again, thank you for your continued support of East Grand Schools, and your consideration of this critical request. Please feel free to contact me with any questions. Sincerely, Jody Mimmack, PhD P.O. Box 125. 299 County Road 6n • Granby, CO 80446 • (97o) 887-2581 Jody Mimmack, Ph.D., Superintendent EGSD Four -Phase Technology Plan Phase 1 • EGMS Chromebooks/Chromebook management - one per student • Chromebook Bootcamp for parents and students • Classroom sets of eight Chromebooks for grades 2-5 at FVE and GES • Upgrades to wireless access at FVE and GES Phase 2 • MPHS Chromebooks/Chromebook management - one per student • Incoming EGMS 61h grader Chromebooks - one per student • Chromebook Bootcamp for parents and students • Classroom sets of five iPads for grades K-1 at FVE and GES • Replacement of teacher laptops that are out of date (teachers are required to complete all productivity tasks including, attendance, gradebook, lesson planning and communications via computers) Phase 3 • Replacement/Upgrade of MPHS Technology Lab • Upgrading of switches and firewalls district wide • Backfill of Chromebooks/Chromebook Management for incoming 6th and 81h graders • Chromebook Bootcamp for new parents and students • Replacement of administrative/directors/tech. staff laptops for productivity tasks Phase 4 • Wireless network upgrades in all schools/district • Backfill of Chromebook/Chromebook management all schools * Small expenditures to replace inoperative equipment, such as projectors, will be incorporated each of the four years. Under the Fiscal Sponsorship of the Grand Foundation, generous contributions have already been made toward this $1 million dollar project. The implementation of this plan is dependent upon generous donations from our community. Funding Requests/Commitments include: Sprout Foundation Fund of the Grand Foundation $250,000 Confirmed East Grand Schools' Money in Lieu of Land $250,000 Confirmed Local Foundations $ 10,000 Confirmed/$80,000 pending Statewide Foundations $ 50,000 Confirmed/$25,000 pending Individual Private Donors $ 50,000 Confirmed Total Confirmed Contributions to date $660,000 Grant applications to many other community and statewide donors have been made as well. Input concerning the request from Grand Park to renew plat documents pertaining to the Village at Grand Park- Filing 2. Offered respectfully to the Fraser Board of Trustees and to the Applicant in my absence. My concerns with plat renewal based on submitted information are based in two areas. First, a lot by lot plat renewal makes it very difficult to plan for overall development access and traffic flow. It would be preferable to make decisions based on a comprehensive plan for the commercial core of the Grand Park development. Second, circumstances concerning Village and Grand Park access have clarified after the opening of the Fraser Valley Metropolitan Recreation District facility and through the submission of traffic analysis documents. Access to the Recreation Center via a complicated route is not user friendly, safe or energy efficient. The primary access, First Street, does not meet the town standards for a major collector street. Town Planner Catherine Trotter can outline size requirements for major collector streets. The applicant noted during the Feb. 4 Trustee meeting several communities have relatively narrow streets where a car backing out of a spot ties up traffic. First, we should work hard to ensure our town works as well as or hopefully better than other communities. Second, when a car exiting a parking space ties up a line of left turning vehicles; traffic will stop on US 40, the only access route between Fraser and Winter Park. The solution to this access issue identified in the PDD is Grand Park Ave. This connector street could provide direct access to parking at the Recreation Center, to the remainder of the Grand Park Development and to the west side of the town of Winter Park. Traffic studies prepared for Grand Park addressed the question of a signal at First Street. These studies did not address the adequacy of First Street serving not only the Village, but much of the remainder of the development and the west side of Winter Park. The2005 Grand Park PDD does not identify First Street as a major collector; Grand Park Drive is the development's collector street connecting with US 40. The developer has premised renewal of these plats on a First Street access backed up by Second Street. Second Street is compromised by being a right -turn only in and out — offering no access to the northbound lane of US 40. It is extremely hard to see at night as well. Because of Second Street's placement between two closely spaced traffic lights, it should remain in its present configuration. Town engineer Jim Swanson noted in his 4/20/2008 review "If Filing 2C were developed following 2A in lieu of 213, access would be available via Kings Crossing Road with construction of the south portion of Main Street and Lions Gate Drive connecting to Kings Crossing Road." The applicant also noted this access route during the Feb. 4 meeting. Presently this access route remains private and gated. This gate, open or closed, provides a clear picture of an access which is not guaranteed to the public. Our community depends on public rights of way to what will (hopefully) become a major commercial hub of the town. Traffic studies given to the board before this meeting are the first documents showing First Street as not only the single serviceable access to the Village, but also as the primary access to the RR underpass and to more than a thousand units on the west side of the tracks. Because there are no guantees of a link with the northern access to these subdivisions, and no guarantee of the completion of Grand Park Ave.; First Street could end up being the access to a large section of town for many years. Most importantly, Grand Park and Fraser are working to provide a safe, grade-seperated crossing for Winter Park Town residents on the west side of the tracks. If a narrow, two lane street flanked by head - in parking becomes the main (and perhaps only) access to this crossing Grand Park and Fraser are not meeting this important goal. Improving guaranteed access to this underpass will help foster support for its construction. I hope we can examine a detailed street plan containing effective travel routes for potential commercial customers and for those who should have a seamless way reach their homes. When aided by a street plan including completion guarantees, I will certianly lend my support to the development of more commercial space in Fraser. Andrew Miller, Fraser Trustee