HomeMy WebLinkAbout1.19 Traffic StudyArticle 4-203.L
Traffic Study
Ursa Operating Company
and Battlement Mesa Partners
Major Impact Review Application
Battlement Mesa PUD Phase I
BMC B
OAProject No. 014-1829
DETAILED TRAFFIC STUDY
URSA OPERATING COMPANY, LLC
BATTLEMENT MESA WELL PADS B & D
GARFIELD COUNTY, COLORADO
O\OLSSON
ASSOCIATES
OA Project No. 014-0495
October 2014
826 21 1/2 Road! Grand Junction, CO 81505 1 970.263.7800 1 Fax 9
TABLE OF CONTENTS
1.0 INTRODUCTION AND OBJECTIVE 1
2.0 DATA COLLECTION 1
2.0 EXISTING TRAFFIC CONDITIONS 2
2.1 NETWORK CHARACTERISTICS 2
2.2 EXISTING CAPACITY ANALYSIS 3
2.3 EXISTING PARCEL 4
3.0 SITE CHARACTERISTICS 4
3.1 TRIP GENERATION 4
3.2 TRIP DISTRIBUTION 6
3.3 EXISTING PLUS SITE CAPACITY ANALYSIS 7
4.0 ROADWAY ANALYSIS 7
4.1 STATE HIGHWAY CROSSINGS AND ACCESS 7
4.2 RAILROAD CROSSINGS 7
4.3 INTERSECTION OF OLD HIGHWAY 6 & CR 300 7
4.4 INTERSECTION OF CR 307 & CR 300 7
4.5 CONSTRUCTION HAUL ROUTES 8
5.0 CONCLUSIONS 8
LIST OF TABLES
TABLE 1: EXISTING NETWORK SUMMARY 2
TABLE 2: UNSIGNALIZED INTERSECTION LOS CRITERIA 3
TABLE 3: TRIP GENERATION 5
LIST OF APPENDICIES
APPENDIX A FIGURES
APPENDIX B TRAFFIC COUNT DATA
APPENDIX C CAPACITY ANALYSIS WORKSHEETS
APPENDIX D TRIP GENERATION DATA
Detailed Traffic Study Ursa Operating Company, LLC
Battlement Mesa Pads B & D Olsson Associates
1.0 INTRODUCTION AND OBJECTIVE
This document summarizes the findings of a Detailed Traffic Study performed for two proposed
well pads in the Piceance Basin near the town of Parachute, Colorado. The sites are located
within the Battlement Mesa Planned Unit Development (PUD) which contains commercial,
residential, and agricultural uses. A vicinity map is shown in Figure 1 (Appendix A). The sites
are approximately two travel miles southeast of Parachute, CO in the NW 1/4 of Section 18,
Township 7 South, Range 95 West of the Sixth Principal Meridian, Garfield County, Colorado.
The subject sites encompass approximately 2 acres each. The parcel containing Pad B is
operated by Ursa and owned by Battlement Mesa Partners. The other parcel containing Pad D
is operated by Ursa and owned by Battlement Mesa Land Investments.
Ursa Operating Company, LLC (Ursa) is proposing to construct two well pads that will host
between 25 and 28 production wells on each. It is expected that the lifespan of the pads will be
approximately 20 years. The pads will be constructed, operated and reclaimed in four phases.
For each pad, these phases include:
• Facility Construction (1 month)
• Drilling and Completions (7 months)
• Operations (20 years)
■ Reclamation (2 weeks)
Access to the sites are proposed to be along Garfield County Road 307 (CR 307). Although it is
being permitted under a different application, it is worth noting that Ursa will be constructing a
pipeline in conjunction with these pads to transport water and product. This pipeline will be
constructed in the interest of facilitating more efficient transport and reduce truck transport trips
in and out of the PUD.
This traffic study was conducted to identify the traffic volumes associated with different phases
of construction and operations of the pads and to analyze the estimated impacts of the
anticipated volume increases on the surrounding roadway network. An Existing Background
condition and Existing plus Site condition were analyzed as part of this study. Specific
recommendations to help mitigate the traffic impacts are included at the end of this report.
2.0 DATA COLLECTION
The data collection effort included conducting peak hour turning movement counts, 24-hour
directional counts, and documentation of current roadway geometrics and traffic control. Cross-
section measurements and turn bay storage lengths were collected on each leg of the study
intersections.
Olsson Associates (OA) conducted intersection turning movement counts on Wednesday,
October 1, 2014 at the intersection of CR 307 & Battlement Mesa Parkway (CR 300).
Additionally, turning movement counts were obtained for the intersection of CR 300 & Old
Highway 6 from a previous study performed for the area. These counts were conducted in
Detailed Traffic Study Ursa Operating Company, LLC
Battlement Mesa Pads B & D Olsson Associates
1
September 2009. Traffic volumes were grown at 1% per year for 5 years to obtain 2014
volumes. The growth rate was found to be consistent with recent growth along Old Highway 6.
Daily traffic volumes were obtained from Garfield County Road and Bridge Department for the
affected roadways under County jurisdiction. These counts were conducted in 2014.
Additionally, a 24-hour count was conducted on Old Highway 6 along the haul route. The count
was conducted on Tuesday, September 30, 2014 through Wednesday, October 1, 2014.
Each count was taken at 15 -minute intervals. The peak hour counts were taken during in the
AM and PM peak periods from 7AM to 9AM and 4PM to 6PM. The counts included heavy
vehicle, bicycle, and pedestrian documentation at all locations. Existing traffic counts are shown
in Appendix B.
2.0 EXISTING TRAFFIC CONDITIONS
Existing traffic conditions were evaluated to identify any existing deficiencies and to provide a
baseline for comparison purposes.
2.1 Network Characteristics
Existing lane configurations and type of traffic control measures for the study intersections are
illustrated in Figure 4 (Appendix A). There are twelve roadways within the study area. Current
network characteristics for these roadways are summarized in Table 1 below. Data in this table
was acquired from field observation, aerial photography, the Garfield County LUDC, and the
Colorado Department of Transportation (CDOT) Federal Functional Classification Map.
TABLE 1: EXISTING NETWORK SUMMARY
Roadway
2014 ADT
(vpd)
Section
Lane
Width, ft
Surface
Posted
Speed
Functional
Classification
CR 215 7204 2 -Rural
12 Asph. 30 mph
Minor Collector
CR 300
5004 2 -Rural
11
Asph.
30 mph
Minor Collector
CR 300
36001
4 -Urban
13
Asph.
35 mph
Major Collector
CR 300B
23604
4 -Urbane
13
Asph.
35 mph
Minor Collector
CR 300C
3604
3 -Urban
12
Asph.
n/a
Second. Access
CR 300E
6704
4 -Urbane
13
Asph.
35 mph
Minor Collector
CR 300N
68404
4 -Urbane
13
Asph.
35 mph
Major Collector
CR 3000
2404
2 -Rural
10
Asph.
25 mph
Second. Access
CR 300S
18804
4 -Urbane
13
Asph.
35 mph
Minor Collector
CR 300W
47704
4 -Urbane
13
Asph.
35 mph
Minor Collector
CR 301
2504
2 -Rural
12
Asph.
30 mph
Minor Collector
CR 307
2704
2 -Rural
13
Asph.
25 mph
Second. Access
Old Hwy 6 1280
2 -Rural
12
Asph.
50 mph
R -A3
1. Estimated from 2002 count and 3% annual growth rate
2. Median divided with left -turn lanes.
3. CDOT Classification — Rural, controlled access facility
4. Traffic counts provided by Garfield County Road and Bridge
Detailed Traffic Study
Battlement Mesa Pads B & D
2
Ursa Operating Company, LLC
Olsson Associates
There are two planned haul routes for trucks during the construction, drilling, and completions of
each pad. The lower route will be preferred as it minimizes the length of time that trucks will
pass through the residential areas of Battlement Mesa. The lower haul route and upper haul
route are shown in Figure 2 and Figure 3, respectively (Appendix A).
Utilizing the lower route, regional trips to the facility will use the 1-70 exit 72 (West Parachute)
southwest of Parachute. Vehicles traveling to the site will drive southwest along Old Highway 6
for approximately 3 miles to CR 300 (Stone Quarry Road), then travel south to northeast for
approximately 7.3 miles to CR 300S (S Battlement Pkwy), then travel west for approximately 0.5
miles to CR 307 (River Bluff Road), then travel southwest again approximately 0.2 miles to BMC
D Access Road, and finally southeast approximately 200 feet to the pad. Vehicles traveling to
BMC B will continue along CR 307 approximately 0.5 miles from BMC D Access Road to BMC
B Access Road, then travel north approximately 0.2 miles to the pad.
The upper route will use the 1-70 exit 75. Vehicles traveling to the site will drive southeast along
CR 300 (N Battlement Pkwy) approximately 0.8 miles to CR 300W (W Battlement Pkwy), then
travel south for approximately 1 mile to CR 307 (River Bluff Road), and then follow the same
path as the lower route to the pads.
2.2 Existing Capacity Analysis
The Level of Service (LOS) for the site access was determined by performing peak -hour
analyses utilizing Synchro 8.0 software, which is based on methodology found in the Highway
Capacity Manual (HCM) 2010. For simplicity, the amount of control delay is equated to a grade
or Level of Service (LOS) based on thresholds of driver acceptance. The amount of delay is
assigned a letter grade A through F, LOS A representing little or no delay and LOS F
representing very high delay. Table 2 shows the delays associated with each LOS grade for
unsignalized and signalized intersections, respectively.
TABLE 2: UNSIGNALIZED INTERSECTION LOS CRITERIA
Level -of -Service
A
Average Control Delay, s
Signalized Unsignalized
<10
> 10-20
C
> 20-35
<10
> 10-15
> 15-25
D
> 35-55
> 25-35
E
> 55-80
> 35-50
F > 80
Highway Capacity Manual (HCM 2010)
> 50
Capacity analyses were performed at the intersections of Old Highway 6 & CR 300 and CR 307
& CR 300 for the Existing (2014) conditions, as well as Existing plus Site conditions. The
Existing and Existing plus Site traffic conditions were analyzed for the AM and PM peak hour
conditions.
Detailed Traffic Study Ursa Operating Company, LLC
Battlement Mesa Pads B & D Olsson Associates
3
Based on the capacity analysis for the existing conditions, all movements at both study
intersections operate at LOS B or better for both peak hours The 95th percentile queues in the
turn lanes never exceed more than one vehicle. It should be noted that the heavy truck
percentages along Old Highway 6 are approximately 15%. Capacity analysis summaries are
shown in Figure 4 (Appendix A). Detailed results are contained in Appendix C.
2.3 Existing Parcel
Both parcels are currently undeveloped and located within the Battlement Mesa PUD. Pad B
will be located next to a maintenance garage and storage facility for the PUD. The lot where
Pad D is proposed is undeveloped, however residential uses of varying density abut the site on
three sides. This lot is ultimately planned for a low density residential land use.
Both haul routes will pass through the Battlement Mesa PUD which contains a mix of
residential, commercial, and industrial uses, but is primarily residential. The south half of the
lower haul route will pass through rural agricultural uses.
3.0 SITE CHARACTERISTICS
3.1 Trip Generation
The proposed activity does not correspond to a trip generation land use within the Institute of
Transportation Engineers (ITE) Trip Generation Manual, 8th Edition. Therefore, a custom trip
generation has been prepared based on historic data and expected site trips specific to similar
sites as the one proposed here. This data, compiled in coordination with the owner, is found in
Appendix D and includes the average daily trips and vehicle types for each. A 50% internal
trip reduction was applied to each phase, excluding pipeline construction, to account for hauling
between pads and trips from laborers within the Battlement Mesa PUD.
The pads will be constructed in phases as described below. Table 3 summarizes the duration
and expected trip generation of each phase.
There will be a three-week pad construction phase. During this phase, there will be an
increase in traffic as equipment and construction materials are delivered to the site. All excess
excavated material will be used as landscaping or stormwater berms at either site or at other
pads within the PUD. Trips will generally include heavy trucks, approximately ten per day, and
light trucks, approximately four per day. There is a potential that during the pad construction
phases of each pad there would be additional truck traffic to haul waste material. This could
result in 60 total trips per day for Pad B and 90 trips per day for Pad D. These periods of
increased traffic would be relatively short in duration, less than one week. Trips related to pad
construction will occur between 7AM and 8PM.
Detailed Traffic Study Ursa Operating Company, LLC
Battlement Mesa Pads B & D Olsson Associates
4
Table 3
TRIP GENERATION
Battlement Mesa Pads B & D
DETAILED TRAFFIC STUDY
GARFIELD COUNTY, COLORADO
Daily Trips
Trip Gen. Internal Trip Net Daily Trip Distribution Total Daily Trips
Land Use Units Avg. Rate Reduction Trips Enter Exit Enter Exit
Well Pad Construction (21 days) Pads 14 50% 7 50% 50% 4 4
Drilling (4 days) Wells 25 50% 13 50% 50% 6 6
Completions (10 days) Wells 16 50% 8 50% 50% 4 4
Production (20 years) Pads 2 0% 2 50% 50% 1 1
Pipeline Construction (8 months) Each 31 0% 31 50% 50% 16 16
Total
Land Use
AM Peak Hour Trips
Trip Gen. Internal Trip Net AM Trip Distribution Total AM Trips
Avg. Rate/Eq. Reduction Peak Trips Enter Exit Enter Exit
Well Pad Construction (21 days) Pads 4 50% 2 75% 25% 2 1
Drilling (4 days) Wells 8 50% 4 90% 10% 4 0
Completions (10 days) Wells 5 50% 3 80% 20% 2 1
Production (20 years) Pads 1 0% 1 50% 50% 1 1
Pipeline Construction (8 months) Each 4 0% 4 50% 50% 2 2
Total
Land Use
PM Peak Hour Trips
Trip Gen. Internal Trip Net PM Trip Distribution Total PM Trips
Avg. Rate/Eq. Reduction Peak Trips Enter Exit Enter Exit
Well Pad Construction (21 days)
Drilling (4 days)
Completions (10 days)
Production (20 years)
Pipeline Construction (8 months)
Pads 4 50% 2 25% 75% 1 2
Wells 8 50% 4 10% 90% 0 4
Wells 5 50% 3 20% 80% 1 2
Pads 1 0% 1 50% 50% 1 1
Each 4 0% 4 50% 50% 2 2
Total
Phase
Daily
AM Peak
PM Peak
Drilling 1
13
4
4
Completions 2
16
5
5
Pad B & D Subtotal
29
9
9
Pipeline Construction 1 1
31
4
4
Total
60
13
13
5
OLSSON
ASSOCIATES
The BMC B pad is slated for up to 25 total wells and the BMC D pad is slated for up to 28 total
wells. The duration of drilling operations is four days per well, generating approximately 13
trips per day. The wells are expected to be drilled in groups of eight, moving back and forth
between Pad B and Pad D until all wells on each pad are drilled. When one group of wells is
drilled and the rig has moved to the opposite pad completions will begin for that pad.
Completions are expected to occur over a ten-day period for each well. Due to the longer
duration of completions as compared to drilling, it is likely that two completions efforts will occur
simultaneously to keep pace. Well completions will generate approximately 16 trips per day
per well. Trips related to drilling and completions activities will occur 24 hours a day as
permitted by the Surface Use Agreement.
Ursa is also scheduled to construct a pipeline, to transport water to and from and product from
the facility once the wells are in production. This project, being permitted under a concurrent
application, is anticipated to generate an additional 31 trips to the PUD per day. This pipeline is
being constructed to allow for transport of water and product in pipelines versus transport
trucks in and out of the PUD. It is anticipated that the pipeline will be constructed in phases
such that wells in production will be connected when completions are finished.
The most intense period of traffic generation for the two pads will be during the alternating
drilling and completions operations. During these times, there will be one drilling crew and two
completions crews working. It is assumed that half of these trips will remain within the PUD for
a total of 28 trips per day. This is expected to last for approximately one year. At the end of the
construction, drilling, and completions phase, trips will drop to two per pad per day for daily
monitoring. Daily monitoring will occur between 7AM and 8PM. When considering concurrent
pipeline construction, daily trips to and from the PUD will be approximately 60 vehicles per day.
It is anticipated that there would be approximately 15 trips per peak hour.
3.2 Trip Distribution
It is anticipated that all site traffic will utilize the lower route. As previously noted, this preferred
route will be the lower one coming from the West Parachute 1-70 exit 72. The upper route is
planned to be used in the following instances:
• Heavy haul or overweight loads: These types of trips will be coordinated and permitted
through Garfield County Road and Bridge on a case-by-case basis. Use of the upper
route will always incorporate staggered loads.
• Restrictions on the lower route: for example, road construction on any part of the route
that would limit the types of vehicles that could pass down the road
• Periodic small deliveries: Typically pickups with or without trailers used by roustabouts.
Based on this distribution and previously determined trip generation, site traffic was added to
background traffic to determine total traffic volumes for the Existing plus Site scenario. These
volumes are shown in Figure 5 (Appendix A). These volumes reflect the short term, highest
volume scenario to occur during the drilling and completions phases.
Detailed Traffic Study Ursa Operating Company, LLC
Battlement Mesa Pads B & D Olsson Associates
6
3.3 Existing plus Site Capacity Analysis
With the addition of the site traffic, the capacity analysis reports all movements are expected to
operate at LOS A at both study intersections in the AM and PM peak hours. Note that this is an
improvement over the background conditions. It would not be expected that the LOS would
improve with the increase in volume to an intersection; however, the existing volume at the
eastbound approach is very low. Because, the existing volume is low, the added site traffic is
comparatively high, and the added delay is comparatively low because these are right turns,
the average delay is lower despite the single highest movement delay is likely slightly higher.
Capacity analysis summaries are shown in Figure 5 (Appendix A). Detailed results are
contained in Appendix C.
4.0 ROADWAY ANALYSIS
4.1 State Highway Crossings and Access
One highway managed by CDOT, Old Highway 6, is part of the lower roadway access to this
site. As defined by the Colorado State Access Code, Old Highway 6 is classified as a Rural
Restricted Access Highway (R -A). With this classification, auxiliary lanes are required for left
turns greater than 10 vph and right turns greater than 25 vph in the peak hour. The existing
volumes exceed this threshold, and appropriate auxiliary lanes exist today.
4.2 Railroad Crossings
The access route for the site intersects one railroad at -grade crossing at CR 300, just southeast
of Old Highway 6. There are existing gates and flashers for the at -grade crossing.
4.3 Intersection of Old Highway 6 & CR 300
The intersection of Old Highway 6 & CR 300 is a two-way stop -controlled intersection. A stop
sign controls northwest bound and southeast bound traffic on CR 300 at the intersection of that
road with Old Highway 6. The major approach has a right -turn lane and a left -turn lane in both
directions. Both minor approaches are single lane with channelized right -turn movements. The
northeast leg of the intersection also has an acceleration lane for northeast bound traffic. This
will be used by site traffic along the lower haul route. Given the amount of traffic estimated to
be generated from the proposed facility, additional improvements at this intersection are not
anticipated to be needed.
4.4 Intersection of CR 307 & CR 300
The intersection of CR 307 & CR 300 is a "T" intersection with CR 307 having a single east leg
approach. This leg is stop -controlled, and CR 300 is free in both directions with a northbound
left -turn lane. CR 307 meets CR 300 in the middle of a horizontal curve, but appears to have
adequate sight distance for all northbound left -turning vehicles as well as eastbound right -
turning vehicles. There is a northbound left -turn lane in place and, based on the short queues
shown in the capacity analysis, is anticipated to be adequate length. The southbound right -turn
volumes counted as part of this study were shown to be less than 10 vehicles in both peak
hours. There is not expected to be site traffic added to this movement, so a right -turn lane is not
anticipated to be needed.
Detailed Traffic Study Ursa Operating Company, LLC
Battlement Mesa Pads B & D Olsson Associates
7
4.5 Construction Haul Routes
Much of the lower route is along Garfield County Road and Bridge preferred haul routes. The
last portion along CR 300, CR 300S, and CR 307 are not along preferred haul routes.
Coordination with Garfield County Road and Bridge will be necessary to verify that the proposed
haul routes will be permitted. The same is true for the upper route and includes CR 300W.
Excluding CR 307, the daily traffic volumes on each of these roads is between 2000 vpd and
4000 vpd. During the peak of construction, these sites are anticipated to add approximately 30
vpd or 1% of the daily traffic volumes. This is anticipated to be approximately 10% on CR 307.
That being said, the additional truck traffic has the potential to accelerate degradation of the
roadways, especially on CR 307 where the volumes are low and the cross section of the
roadway is narrow and pavement depths are likely thin. These are all factors that should be
considered in the permitting of the haul routes. Ursa is bonded to operate on both routes.
5.0 CONCLUSIONS
Based on the expected trip generation rates discussed above, the increase in average daily
traffic is expected to be up to 30 vpd (construction phase) in the vicinity of the site which is
anticipated to increase traffic by approximately 1% on many of the impacted roadways. Daily
traffic is anticipated to increase by approximately 10% on CR 307. At the end of construction,
site traffic contributions will decrease to 2 vpd per site.
All movements at the access are anticipated to operate at acceptable levels of service
throughout construction. The addition of site traffic, even in the height of construction, does not
increase the existing volumes to amounts required for auxiliary lanes where they are not already
provided. Once construction is complete, the daily volumes will reduce to approximately 4 vpd
for the two sites. Based on the results of the analysis, no mitigation is recommended for the site.
Ursa will be required to adhere to Garfield County Road and Bridge criteria for securing heavy
haul permits as well as permitting additional truck traffic along CR 300, CR 300S, and CR 307
within Battlement Mesa.
Detailed Traffic Study Ursa Operating Company, LLC
Battlement Mesa Pads B & D Olsson Associates
8
APPENDIX A
Q.. -
a.: 000\6,
OLSSON @
ASSOCIATES
Battlement Mesa Pads 8 & D
Garfield County CO
Vicinity Map
FIGURE
1
Battlement Mesa Pads B S D
Garfield County, CO
- County Road
- State Highway
- Average Daily Traffic, 2014
- Average Daily Traffic, Construction (2015 )
OP\OLSSON
ASSOCIATES
Lower Haul Route
c
D
,i
kaL
J
0
V
O
0)
�
,Q
' \ v
,:: •`:?. 8S Cy I .
Battlement Mesa Pads B S D
Garfield County, CO
- County Road
- State Highway
- Average Daily Traffic, 2014
- Average Daily Traffic, Construction (2015 )
O\OLSSON®
ASSOCIATES
Upper Haul Route
FIGURE
3
.3
1
18/N6A1� 1 126
1
c30'13n9`
J� ) ii3\4
} \1\0'
/ (6) 3 —
� (14) 13 �4
10.1 R5 Ap.
J
2,1
1361
Battlement Mesa Pads B & D
Garfield County, CO
LEGEND
AM (PM) - Peak Hour Volume/ Peak Hour LOS
OS - Stop Controlled Intersection
- Stop Sign
OLSSON
ASSOCIATES
Existing Volumes &
Capacity Analysis Summary
FIGURE
4
6A
ac -3 f 1yZ9 `-
W
a,
/ I�\ (6) 2
`ten (24)16,
10.1 R5 �
1361
Battlement Mesa Pads B & D
Garfield County, CO
LEGEND
AM (PM)
0
- Peak Hour Volume/ Peak Hour LOS
- Stop Controlled Intersection
- Stop Sign
OLSSON
ASSOCIATES
Existing plus Site Volumes &
Capacity Analysis Summary
FIGURE
5
APPENDIX B
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,C0 80033
www.alltrafficdata.net
EB
Page 1
Site Code: 1
Station ID: 1
OLD US HIGHWAY 6 E/O CO RD 300
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
09/30/14 0 0 0 0 0 2 0 0 0 0 0 0 0 2
01:00 0 1 0 0 0 1 0 0 0 0 0 0 0 2
02:00 0 1 0 0 0 1 0 0 0 0 0 0 0 2
03:00 0 0 0 0 0 3 0 0 0 0 0 0 0 3
04:00 0 6 7 0 0 1 0 0 0 0 0 0 0 14
05:00 0 23 26 0 2 14 0 0 0 0 0 0 0 65
06:00 1 28 37 0 2 4 0 1 0 0 0 0 0 73
07:00 1 36 34 0 2 5 2 0 2 0 0 0 0 82
08:00 0 16 27 0 0 6 0 0 0 0 0 0 0 49
09:00 0 20 22 0 0 4 0 0 0 0 0 0 0 46
10:00 0 16 13 0 1 3 0 0 1 0 0 0 0 34
11:00 0 11 23 0 0 6 0 1 1 0 0 0 0 42
12 PM 0 16 18 0 2 7 0 0 0 1 0 0 0 44
13:00 0 18 11 0 0 5 0 0 1 1 0 0 0 36
14:00 0 5 16 0 1 3 0 0 1 0 0 0 0 26
15:00 1 12 11 0 1 5 0 2 0 0 0 0 0 32
16:00 0 16 25 0 0 2 0 0 1 0 0 0 0 44
17:00 0 14 19 0 0 2 0 0 0 0 0 0 0 35
18:00 0 4 9 0 0 2 0 0 0 0 0 0 0 15
19:00 0 3 1 0 0 1 0 0 0 0 0 0 0 5
20:00 0 1 6 0 0 3 0 0 0 0 0 0 0 10
21:00 0 2 2 0 0 1 0 0 0 0 0 0 0 5
22:00 0 2 2 0 0 1 0 0 0 0 0 0 0 5
23:00 0 0 0 0 0 2 0 0 0 0 0 0 0 2
Total 3 251 309 0 11 84 2 4 7 2 0 0 0 673
Percent 0.4% 37.3% 45.9% 0.0% 1.6% 12.5% 0.3% 0.6% 1.0% 0.3% 0.0% 0.0% 0.0%
AM Peak 06:00 07:00 06:00 05:00 05:00 07:00 06:00 07:00 07:00
Vol. 1 36 37 2 14 2 1 2 82
PM Peak 15:00 13:00 16:00 12:00 12:00 15:00 13:00 12:00 12:00
Vol. 1 18 25 2 7 2 1 1 44
Grand
Total
Percent
3 251 309 0 11 84 2 4 7 2 0 0 0 673
0.4% 37.3% 45.9% 0.0% 1.6% 12.5% 0.3% 0.6% 1.0% 0.3% 0.0% 0.0% 0.0%
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,C0 80033
www.alltrafficdata.net
WB
Page 2
Site Code: 1
Station ID: 1
OLD US HIGHWAY 6 E/O CO RD 300
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
09/30/14 0 1 0 0 0 2 0 0 0 0 0 0 0 3
01:00 0 0 0 0 0 1 0 0 0 0 0 0 0 1
02:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2
03:00 0 0 2 0 1 3 0 0 0 0 0 0 0 6
04:00 0 0 0 0 0 2 0 0 0 0 0 0 0 2
05:00 0 4 11 0 3 4 0 0 0 0 0 0 0 22
06:00 0 10 23 0 10 1 0 0 1 0 0 0 0 45
07:00 0 8 7 0 5 5 0 1 0 0 0 0 0 26
08:00 1 6 13 0 6 4 0 1 0 1 0 0 0 32
09:00 0 7 13 0 1 5 1 0 0 0 0 0 0 27
10:00 0 9 14 0 6 6 0 1 0 0 0 0 0 36
11:00 2 4 22 0 5 5 0 0 1 0 0 0 0 39
12 PM 1 8 27 0 7 8 0 0 0 0 0 0 0 51
13:00 0 8 19 0 4 2 0 0 0 0 0 0 0 33
14:00 0 4 28 0 10 7 0 2 2 0 0 0 0 53
15:00 1 14 26 0 5 6 0 1 0 0 0 0 0 53
16:00 1 20 29 0 5 11 0 0 2 0 0 0 0 68
17:00 0 26 33 0 11 2 0 2 1 0 0 0 0 75
18:00 0 6 15 0 4 2 0 0 0 0 0 0 0 27
19:00 0 2 6 0 4 2 0 0 0 0 0 0 0 14
20:00 0 0 3 0 1 0 0 0 0 0 0 0 0 4
21:00 0 1 1 0 4 2 0 0 0 0 0 0 0 8
22:00 0 2 2 0 0 6 0 0 0 0 0 0 0 10
23:00 0 0 3 0 0 1 0 0 0 0 0 0 0 4
Total 6 142 297 0 92 87 1 8 7 1 0 0 0 641
Percent 0.9°% 22.2% 46.3% 0.0% 14.4% 13.6% 0.2% 1.2% 1.1% 0.2% 0.0% 0.0% 0.0%
AM Peak 11:00 06:00 06:00 06:00 10:00 09:00 07:00 06:00 08:00 06:00
Vol. 2 10 23 10 6 1 1 1 1 45
PM Peak 12:00 17:00 17:00 17:00 16:00 14:00 14:00 17:00
Vol. 1 26 33 11 11 2 2 75
Grand 6 142 297 0 92 87 1 8 7 1 0 0 0 641
Total
Percent 0.9% 22.2% 46.3% 0.0% 14.4% 13.6% 0.2% 1.2% 1.1% 0.2% 0.0% 0.0% 0.0%
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APPENDIX C
WBL WBT WBR NBL NBT NBR
6 14 45 19 13 15 34 1 38
EBL EBT EBR
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh 4.7
Movement
Vol, veh/h
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop
RT Channelized - None - None - Stop
Storage Length 350 350 350 350
Veh in Median Storage, # 0 0 1
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 15 15 15 15 15 15 15 15 15
Mvmt Flow 7 15 49 21 14 16 37 1 41
Major/Minor Majorl Major2 Minorl
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap -1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap -1 Maneuver
Mov Cap -2 Maneuver
Stage 1
Stage 2
14 0 0 15 0 0 87 83 15
28 28
59 55
4.25 - 4.25 - 7.25 6.65 6.35
6.25 5.65
6.25 5.65 -
2.335 2.335 3.635 4.135 3.435
1523 1522 - 868 783 1028
957 847
921 824
1523 1522
848 769 1028
802 724
953 843
899 813
Approach EB WB NB
HCM Control Delay, s 0.7 3 7.3
HCM LOS A
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
1668 1523 1522 - - 826
0.048 0.004 0.014 - 0.042
7.3 7.4 - 7.4 - 9.6
A A A A
0.1 0 - - 0 - - 0.1
Ursa Pad B & Pad D Traffic Study
2014 Base
Synchro 8 Report
Timing Plan: AM Peak
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh
Movement SBL SBT SBR
Vol, veh/h 24 6 2
Conflicting Peds, #/hr 0 0 0
Sign Control Stop Stop Stop
RT Channelized - Stop
Storage Length
Veh in Median Storage, # 1
Grade, % 0
Peak Hour Factor 92 92 92
Heavy Vehicles, % 15 15 15
Mvmt Flow 26 7 2
Major/Minor Minor2
Conflicting Flow All 84 83 14
Stage 1 55 55
Stage 2 29 28
Critical Hdwy 7.25 6.65 6.35
Critical Hdwy Stg 1 6.25 5.65
Critical Hdwy Stg 2 6.25 5.65 -
Follow-up Hdwy 3.635 4.135 3.435
Pot Cap -1 Maneuver 872 783 1029
Stage 1 925 824
Stage 2 956 847
Platoon blocked, %
Mov Cap -1 Maneuver 824 769 1029
Mov Cap -2 Maneuver 788 724
Stage 1 921 813
Stage 2 912 843
Approach
HCM Control Delay, s
HCM LOS
SB
9.6
A
Minor Lane/Major Mvmt
Ursa Pad B & Pad D Traffic Study Synchro 8 Report
2014 Base
Timing Plan: AM Peak
HCM 2010 TWSC
6: CR 300 & CR 307
10/17/2014
Intersection
Int Delay, s/veh 0.6
Movement EBL EBR NBL NBT SBT SBR
Vol, veh/h 2 13 17 295 92 6
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized None - None - None
Storage Length 0 125
Veh in Median Storage, # 1 0 0
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2 14 18 321 100 7
Major/Minor Minor2 Majorl Major2
Conflicting Flow All 300 53 107 0 0
Stage 1 103 - -
Stage 2 197
Critical Hdwy 6.84 6.94 4.14
Critical Hdwy Stg 1 5.84
Critical Hdwy Stg 2 5.84 - -
Follow-up Hdwy 3.52 3.32 2.22
Pot Cap -1 Maneuver 667 1003 1482
Stage 1 910
Stage 2 817 - -
Platoon blocked, %
Mov Cap -1 Maneuver 659 1003 1482
Mov Cap -2 Maneuver 687
Stage 1 910 - -
Stage 2 807
Approach EB
HCM Control Delay, s 8.9
HCM LOS A
NB
0.4
SB
0
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1482 - 945
HCM Lane V/C Ratio 0.012 - 0.017
HCM Control Delay (s) 7.5 - 8.9
HCM Lane LOS A A
HCM 95th %tile Q(veh) 0 - 0.1
Ursa Pad B & Pad D Traffic Study Synchro 8 Report
2014 Base
Timing Plan: AM Peak
WBL WBT WBR NBL NBT NBR
2 14 38 25 14 18 43 5 34
EBL EBT EBR
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh 4.8
Movement
Vol, veh/h
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop
RT Channelized - None - None - Stop
Storage Length 350 350 350 350
Veh in Median Storage, # 0 0 1
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 15 15 15 15 15 15 15 15 15
Mvmt Flow 2 15 41 27 15 20 47 5 37
Major/Minor Majorl Major2 Minors
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap -1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap -1 Maneuver
Mov Cap -2 Maneuver
Stage 1
Stage 2
15 0 0 15 0 0 91 90 15
20 20
71 70
4.25 - 4.25 - 7.25 6.65 6.35
6.25 5.65
6.25 5.65 -
2.335 2.335 3.635 4.135 3.435
1522 1522 - 863 776 1028
966 853
907 812
1522 1522 828 761 1028
782 718
965 852
867 798
Approach
EB WB NB
HCM Control Delay, s
HCM LOS
0.3 3.2 7.9
A
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
1324 1522 1522 - - 1743
0.067 0.001 0.018 - 0.024
7.9 7.4 - 7.4 - 7.1
A A A A
0.2 0 - 0.1 - 0.1
Ursa Pad B & Pad D Traffic Study
2014 Base
Synchro 8 Report
Timing Plan: PM Peak
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh
Movement SBL SBT SBR
Vol, veh/h 14 2 23
Conflicting Peds, #/hr 0 0 0
Sign Control Stop Stop Stop
RT Channelized - Stop
Storage Length
Veh in Median Storage, # 1
Grade, % 0
Peak Hour Factor 92 92 92
Heavy Vehicles, % 15 15 15
Mvmt Flow 15 2 25
Major/Minor Minor2
Conflicting Flow All 92 90 15
Stage 1 70 70
Stage 2 22 20
Critical Hdwy 7.25 6.65 6.35
Critical Hdwy Stg 1 6.25 5.65
Critical Hdwy Stg 2 6.25 5.65 -
Follow-up Hdwy 3.635 4.135 3.435
Pot Cap -1 Maneuver 862 776 1028
Stage 1 908 812
Stage 2 964 853
Platoon blocked, %
Mov Cap -1 Maneuver 814 761 1028
Mov Cap -2 Maneuver 783 716
Stage 1 907 798
Stage 2 922 852
Approach
HCM Control Delay, s
HCM LOS
SB
7.1
A
Minor Lane/Major Mvmt
Ursa Pad B & Pad D Traffic Study Synchro 8 Report
2014 Base
Timing Plan: PM Peak
Movement EBL EBR NBL NBT SBT SBR
Vol, veh/h 6 14 13 163 313 2
HCM 2010 TWSC
6: CR 300 & CR 307
10/17/2014
Intersection
Int Delay, s/veh 0.6
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized None - None - None
Storage Length 0 125
Veh in Median Storage, # 1 0 0
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 7 15 14 177 340 2
Major/Minor Minor2 Majorl Major2
Conflicting Flow All 458 171 342 0 0
Stage 1 341 - -
Stage 2 117
Critical Hdwy 6.84 6.94 4.14
Critical Hdwy Stg 1 5.84
Critical Hdwy Stg 2 5.84 - -
Follow-up Hdwy 3.52 3.32 2.22
Pot Cap -1 Maneuver 531 843 1214
Stage 1 692
Stage 2 895 - -
Platoon blocked, %
Mov Cap -1 Maneuver 525 843 1214
Mov Cap -2 Maneuver 583
Stage 1 692 - -
Stage 2 885
Approach EB
HCM Control Delay, s 10
HCM LOS B
NB
0.6
SB
0
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1214 - 744
HCM Lane V/C Ratio 0.012 - 0.029
HCM Control Delay (s) 8 - 10
HCM Lane LOS A B
HCM 95th %tile Q(veh) 0 - 0.1
Ursa Pad B & Pad D Traffic Study Synchro 8 Report
2014 Base
Timing Plan: PM Peak
WBL WBT WBR NBL NBT NBR
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh 4.9
Movement
Vol, veh/h
EBL EBT EBR
6 14 45 29 13 15 34 1 41
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop
RT Channelized - None - None - Stop
Storage Length 350 350 350 350
Veh in Median Storage, # 0 0 1
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 15 15 15 15 15 15 15 15 15
Mvmt Flow 7 15 49 32 14 16 37 1 45
Major/Minor Majorl Major2 Minorl
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap -1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap -1 Maneuver
Mov Cap -2 Maneuver
Stage 1
Stage 2
14 0 0 15 0 0 108 105 15
28 28
80 77
4.25 - 4.25 - 7.25 6.65 6.35
6.25 5.65
6.25 5.65 -
2.335 2.335 3.635 4.135 3.435
1523 1522 - 841 761 1028
957 847
897 806
1523 1522
817 742 1028
777 703
953 843
869 789
Approach
EB WB
HCM Control Delay, s
HCM LOS
0.7 3.8
NB
7.3
A
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
1682 1523 1522 - - 802
0.049 0.004 0.021 - 0.043
7.3 7.4 - 7.4 - 9.7
A A A A
0.2 0 0.1 - 0.1
Ursa Pad B & Pad D Traffic Study
2014 plus Site
Synchro 8 Report
Timing Plan: AM Peak
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh
Movement SBL SBT SBR
Vol, veh/h
24 6 2
Conflicting Peds, #/hr 0 0 0
Sign Control Stop Stop Stop
RT Channelized - Stop
Storage Length
Veh in Median Storage, # 1
Grade, % 0
Peak Hour Factor 92 92 92
Heavy Vehicles, % 15 15 15
Mvmt Flow 26 7 2
Major/Minor Minor2
Conflicting Flow All 106 105 14
Stage 1 77 77
Stage 2 29 28
Critical Hdwy 7.25 6.65 6.35
Critical Hdwy Stg 1 6.25 5.65
Critical Hdwy Stg 2 6.25 5.65 -
Follow-up Hdwy 3.635 4.135 3.435
Pot Cap -1 Maneuver 844 761 1029
Stage 1 901 806
Stage 2 956 847
Platoon blocked, %
Mov Cap -1 Maneuver 791 742 1029
Mov Cap -2 Maneuver 765 703
Stage 1 897 789
Stage 2 909 843
Approach
HCM Control Delay, s
HCM LOS
SB
9.7
A
Minor Lane/Major Mvmt
Ursa Pad B & Pad D Traffic Study
2014 plus Site
Synchro 8 Report
Timing Plan: AM Peak
HCM 2010 TWSC
6: CR 300 & CR 307
10/17/2014
Intersection
Int Delay, s/veh 0.8
Movement EBL EBR NBL NBT SBT SBR
Vol, veh/h 2 16 27 295 92 6
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized None - None - None
Storage Length 0 125
Veh in Median Storage, # 1 0 0
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2 17 29 321 100 7
Major/Minor Minor2 Majorl Major2
Conflicting Flow All 322 53 107 0 0
Stage 1 103 - -
Stage 2 219
Critical Hdwy 6.84 6.94 4.14
Critical Hdwy Stg 1 5.84
Critical Hdwy Stg 2 5.84 - -
Follow-up Hdwy 3.52 3.32 2.22
Pot Cap -1 Maneuver 647 1003 1482
Stage 1 910
Stage 2 796 - -
Platoon blocked, %
Mov Cap -1 Maneuver 634 1003 1482
Mov Cap -2 Maneuver 666
Stage 1 910 - -
Stage 2 780
Approach EB NB SB
HCM Control Delay, s 8.9 0.6 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1482 - 950
HCM Lane V/C Ratio 0.02 - 0.021
HCM Control Delay (s) 7.5 - 8.9
HCM Lane LOS A A
HCM 95th %tile Q(veh) 0.1 0.1
Ursa Pad B & Pad D Traffic Study Synchro 8 Report
2014 plus Site
Timing Plan: AM Peak
WBL WBT WBR NBL NBT NBR
2 14 38 28 14 18 43 5 44
EBL EBT EBR
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh 4.9
Movement
Vol, veh/h
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop
RT Channelized - None - None - Stop
Storage Length 350 350 350 350
Veh in Median Storage, # 0 0 1
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 15 15 15 15 15 15 15 15 15
Mvmt Flow 2 15 41 30 15 20 47 5 48
Major/Minor Majorl Major2 Minorl
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap -1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap -1 Maneuver
Mov Cap -2 Maneuver
Stage 1
Stage 2
15 0 0 15 0 0 97 96 15
20 20
77 76
4.25 - 4.25 - 7.25 6.65 6.35
6.25 5.65
6.25 5.65 -
2.335 2.335 3.635 4.135 3.435
1522 1522 - 855 770 1028
966 853
901 807
1522 1522
819 754 1028
775 712
965 852
859 791
Approach
EB WB
HCM Control Delay, s
HCM LOS
0.3 3.5
NB
7.6
A
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
1472 1522 1522 - - 1743
0.068 0.001 0.02 - 0.024
7.6 7.4 - 7.4 - 7.1
A A A A
0.2 0 - 0.1 - 0.1
Ursa Pad B & Pad D Traffic Study
2014 plus Site
Synchro 8 Report
Timing Plan: PM Peak
HCM 2010 TWSC
3: CR 300 & Old Highway 6
10/17/2014
Intersection
Int Delay, s/veh
Movement SBL SBT SBR
Vol, veh/h 14 2 23
Conflicting Peds, #/hr 0 0 0
Sign Control Stop Stop Stop
RT Channelized - Stop
Storage Length
Veh in Median Storage, # 1
Grade, % 0
Peak Hour Factor 92 92 92
Heavy Vehicles, % 15 15 15
Mvmt Flow 15 2 25
Major/Minor Minor2
Conflicting Flow All 98 96 15
Stage 1 76 76
Stage 2 22 20
Critical Hdwy 7.25 6.65 6.35
Critical Hdwy Stg 1 6.25 5.65
Critical Hdwy Stg 2 6.25 5.65 -
Follow-up Hdwy 3.635 4.135 3.435
Pot Cap -1 Maneuver 854 770 1028
Stage 1 902 807
Stage 2 964 853
Platoon blocked, %
Mov Cap -1 Maneuver 797 754 1028
Mov Cap -2 Maneuver 770 710
Stage 1 901 791
Stage 2 912 852
Approach
HCM Control Delay, s
HCM LOS
SB
7.1
A
Minor Lane/Major Mvmt
Ursa Pad B & Pad D Traffic Study
2014 plus Site
Synchro 8 Report
Timing Plan: PM Peak
Movement EBL EBR NBL NBT SBT SBR
Vol, veh/h 6 24 16 163 313 2
HCM 2010 TWSC
6: CR 300 & CR 307
10/17/2014
Intersection
Int Delay, s/veh 0.8
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized None - None - None
Storage Length 0 125
Veh in Median Storage, # 1 0 0
Grade, % 0 0 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 7 26 17 177 340 2
Major/Minor Minor2 Majorl Major2
Conflicting Flow All 464 171 342 0 0
Stage 1 341 - -
Stage 2 123
Critical Hdwy 6.84 6.94 4.14
Critical Hdwy Stg 1 5.84
Critical Hdwy Stg 2 5.84 - -
Follow-up Hdwy 3.52 3.32 2.22
Pot Cap -1 Maneuver 527 843 1214
Stage 1 692
Stage 2 889 - -
Platoon blocked, %
Mov Cap -1 Maneuver 520 843 1214
Mov Cap -2 Maneuver 581
Stage 1 692 - -
Stage 2 877
Approach EB NB SB
HCM Control Delay, s 9.9 0.7 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1214 - 773
HCM Lane V/C Ratio 0.014 - 0.042
HCM Control Delay (s) 8 - 9.9
HCM Lane LOS A - A
HCM 95th %tile Q(veh) 0 - 0.1
Ursa Pad B & Pad D Traffic Study Synchro 8 Report
2014 plus Site
Timing Plan: PM Peak
APPENDIX D
Vehicle Types
a�
> E
• a
x
w
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O O
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r
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X
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F
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M
N
LO
N
LO
N
O
N
M
Duration (days/location)
a a
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0 > 0 `5
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Reclamation
Pipeline Construction