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HomeMy WebLinkAbout1.07 TrafficStudyTraffic Impact Study Buffalo Valley Apartments Prepared for: Partners III, LLC © Kimley-Horn and Associates, Inc. 2013 Kimley-Horn Mr and Associates, Inc. TRAFFIC IMPACT STUDY Buffalo Valley Apartments Garfield County, Colorado Prepared for Partners III, LLC 50 Sunset Drive Suite 3 Basalt, Colorado 81621 Prepared by Kimley-Ilorn and Associates, Inc. 990 South Broadway Suite 200 Denver, Colorado 80209 (303) 228-2300 December 2013 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. TABLE OF CONTENTS TABLE OF CONTENTS i LIST OF TABLES ii LIST OF FIGURES ii 1.0 EXECUTIVE SUMMARY 1 2.0 INTRODUCTION 3 3.0 EXISTING CONDITIONS 5 3.1 Existing Study Area 5 3.2 Existing Roadway Network 5 3.3 Existing Traffic Volumes 6 4.0 FUTURE CONDITIONS 9 5.0 PROJECT TRAFFIC CHARACTERISTICS 12 5.1 Trip Generation 12 5.2 Trip Distribution 13 5.3 Traffic Assignment 13 5.4 Total (Background Plus Project) Traffic 13 6.0 TRAFFIC OPERATIONS ANALYSIS 18 6.1 Analysis Methodology 18 6.2 Intersection Operational Analysis 19 6.3 Auxiliary Turn Lane Analysis along SH -82 22 7.0 CONCLUSIONS AND RECOMMENDATIONS 25 APPENDICES Appendix A - Intersection Count Sheets Appendix B - CDOT SH -82 Traffic Information Appendix C - Trip Generation Worksheets Appendix D - Intersection Analysis Worksheets Appendix E - Site Plan Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page i LIST OF TABLES Table 1 - Buffalo Valley Apartments Trip Generation Comparison 13 Table 2 - Level of Service Definitions 18 Table 3 - SH -82 and CR -154 LOS Results 20 Table 4 - CR -154 and Project Access LOS Results 21 LIST OF FIGURES Figure 1 - Vicinity Map 4 Figure 2 - Existing Lane Configuration and Control 7 Figure 3 - Existing Traffic Volumes 8 Figure 4 - 2015 Background Traffic Volumes 10 Figure 5 - 2033 Background Traffic Volumes 11 Figure 6 - Project Trip Distribution 14 Figure 7 - Project Traffic Assignment 15 Figure 8 - 2015 Background Plus Project Traffic Volumes 16 Figure 9 - 2033 Background Plus Project Traffic Volumes 17 Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page ii 1 .0 EXECUTIVE SUMMARY Partners III, LLC is proposing a new multi -family residential development referred to as the Buffalo Valley Apartments. This development is to be located along the southwest side of SH -82 at the CR -154 intersection in Garfield County, Colorado and is proposed to include 57 apartment units divided between two buildings. The project site is currently developed with a previous 9,700 square -foot restaurant and a 14 unit motel. Both the restaurant and motel buildings will be demolished with the proposed project. The Buffalo Valley Apartment development is anticipated to be constructed over the next few years. For purposes of this traffic study, analysis was completed for development of the project in 2015, as well as the 2033 long-term horizon to determine intersection and roadway configurations needed for both planning years. The purpose of this traffic study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The SH -82 and CR -154 intersection was determined to be the key intersection for this traffic impact study. Regional access to the project will be provided by SH -82. Primary access to the proposed development will be provided by CR -154. Direct access is proposed from a private access drive at the northernmost end of the property along CR -154 right-of-way. The proposed access is in the relatively same location as the existing access drive to the property. The Buffalo Valley Apartments project is anticipated to generate approximately 468 daily weekday trips. Of these, 32 trips are expected to occur during the morning peak hour, while 49 trips are expected during the afternoon peak hour. Distribution of site traffic on the adjacent roadways and through the key intersections was based on the area street system characteristics, existing traffic patterns, surrounding area Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 1 employment and retail information, anticipated surrounding development areas, and the proposed access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. The traffic assignment was added to the background traffic volumes to determine future traffic projections with the project. Based on the analysis presented in this report, Kimley-Horn believes the proposed Buffalo Valley Apartments project will be successfully incorporated into the existing roadway network. Analysis of the existing street network and the proposed project development with the expected traffic volumes resulted in the following recommendations: • It is recommended that the project access drive approach to CR -154 operate with stop control. Therefore, it is recommended that a R1-1 "STOP" sign be posted on this approach out of the property. • Redevelopment of this Buffalo Valley site to apartments is anticipated to generate less traffic than the previous Buffalo Valley restaurant and motel. Therefore, it is believed that CDOT will not require an access permit application. • All on-site and off-site roadway improvements should be incorporated into the Civil Drawings, and conform to standards of CDOT, the City of Glenwood Springs, Institute of Transportation Engineers (ITE), and the Manual on Traffic Control Devices (MUTCD) - 2009 Edition. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 2 2.0 INTRODUCTION Kimley-Horn and Associates, Inc. (Kimley-Horn) has prepared this report to document the results of a Traffic Impact Study of future traffic conditions associated with the proposed Buffalo Valley Apartments project to be located along the southwest side of SH -82 (Grand Avenue) at the CR -154 intersection in Garfield County, Colorado. A vicinity map illustrating the project location with respect to the surrounding area is shown in Figure 1. The multi -family development project is proposed to include 57 apartment units divided between two buildings. The project site is currently developed with a previous 9,700 square - foot restaurant and a 14 unit motel. Both the restaurant and motel buildings will be demolished with the proposed project. The project site plan is provided in Appendix E. The Buffalo Valley Apartment project is anticipated to be constructed over the next few years. For purposes of this traffic study, analysis was completed for development of the project in 2015, as well as the 2033 long-term horizon to determine intersection and roadway configurations needed for both planning years. The purpose of this traffic study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The SH -82 and CR -154 intersection was determined to be the key intersection for this traffic impact study. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 3 IRT1— ] NTS 096337000 BUFFALO VALLEY APARTMENTS VICINITY MAP FIGURE 1 G PROJECT LOCATION con Kimley—Horn and Associates, Inc. dr 3.0 EXISTING CONDITIONS The following sections outline existing conditions in the vicinity of the Buffalo Valley Apartments development. 3.1 Existing Study Area The project site is currently developed with a 9,700 square -foot restaurant and a 14 unit motel. The Mountain View Church of Glenwood is directly to the north of the site. The El Rocko Mobile Home Park is directly south and west of the site. CDOT right-of-way exists to the north across CR -154, with the Rio Grande Trail between CR -154 and SH -82. 3.2 Existing Roadway Network Regional access to the project will be provided by SH -82. Primary access to the proposed development will be provided by CR -154. Direct access is proposed from a private access drive at the northernmost end of the property along CR -154 right-of-way. The proposed access drive will be in relatively the same location as the existing access drive to the property, approximately 125 feet south of the SH -82 and CR -154 intersection. The Rio Grande Trail, a multi -use trail facility, crosses CR -154 between the project access drive and its intersection with SH -82. SH -82 SH -82 is functionally classified as a principal arterial through its intersection with CR -154 at milepost 3.6. The roadway has a posted speed limit of 55 miles per hour, although it is identified as a 65 mph roadway in CDOT OTIS. The existing SH -82 and CR -154 intersection is signalized. The SH -82 southbound approach to CR -154 contains designated right and left turn lanes. The northbound approach to this intersection contains a designated left turn lane. The westbound approach is unpaved and on private property. CR -154 CR -154 adjacent to the project is a two-lane undivided roadway with double yellow markings and a posted speed limit of 35 miles per hour. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 5 The existing intersection lane configurations and control for the study area are shown in Figure 2. 3.3 Existing Traffic Volumes Existing peak hour turning movement counts were conducted at the key intersections on Wednesday, November 20, 2013. The counts were obtained during the morning and afternoon peak hours of adjacent street traffic in 15 -minute intervals from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM, respectively. The turning movement counts are shown in Figure 3 with count sheets provided in Appendix A. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 6 Off➢c RTO- I NTS 096337000 LEGEND Study Area Key Intersection Stop Controlled Approach Signalized Intersection Roadway Speed Limit Turn Lane Length (feet) BUFFALO VALLEY APARTMENTS EXISTING LANES AND CONTROL FIGURE 2 GMI1 Kimley—Horn and Associates, Inc. NORTH NTS 096337000 -Pj ............................. . ..... .. ... .. ... .. ..... ....... .... ...... ..... ... .. .......... .. ...... ..... ..... .......... .. BUFFALO VALLEY • APARTMENTS ::... LEGEND • Study Area Key Intersection XX(XX) Weekday AM(PM) Peak Hour Traffic Volumes Estimated Daily Traffic Volume Ixx,xool BUFFALO VALLEY APARTMENTS EXISTING 2013 TRAFFIC VOLUMES FIGURE 3 Kimley—Horn and Associates, Inc. 4.0 FUTURE CONDITIONS This section of the report details conditions that are expected in the future with development of the Buffalo Valley Apartments project. In order to obtain traffic volumes for the future build out 2015, and 2033 twenty-year horizons, future traffic volume projections were evaluated from CDOT traffic information. According to information provided on the CDOT website, SH -82 carried approximately 21,000 vehicles per day in 2012. The 20 -year growth factor along this segment of the highway, 1.47, equates to an annual growth rate of 1.94 percent per year. CDOT SH -82 growth information is provided in Appendix B. The existing traffic volumes along both SH -82 and CR -154 were grown at this annual rate and twenty-year growth factor in order to determine future 2015 and 2033 background traffic at the key intersections prior to the addition of project traffic. Background traffic volumes for 2015 and 2033 are shown in Figures 4 and 5, respectively. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 9 NORTH NTS 096337000 BUFFALO VALLEY APARTMENTS LEGEND • Study Area Key Intersection XX(XX) Weekday AM(PM) Peak Hour Traffic Volumes Ixx,xool Estimated Daily Traffic Volume BUFFALO VALLEY APARTMENTS 2015 BACKGROUND TRAFFIC VOLUMES FIGURE 4 Kimley—Horn and Associates, Inc. NORTH NTS 096337000 1)i0 6 , Q op 93 J ............................. . ..... .. ... .. ... .. ..... ....... .... ...... ..... ... .. .......... .. ...... ..... ..... .......... .. BUFFALO VALLEY • APARTMENTS ::... LEGEND • Study Area Key Intersection XX(XX) Weekday AM(PM) Peak Hour Traffic Volumes Estimated Daily Traffic Volume Ixx,xool BUFFALO VALLEY APARTMENTS 2035 BACKGROUND TRAFFIC VOLUMES FIGURE 5 Kimley—Horn and Associates, Inc. 5.0 PROJECT TRAFFIC CHARACTERISTICS 5.1 Trip Generation Site -generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Report1 published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. For this study, Kimley- Horn used the ITE Trip Generation Report fitted curve equation that applies to Apartments (ITE Land Use Code 220) based upon 57 dwelling units. As previously noted, the existing site is developed with a 14 room motel and a 9,700 -square foot restaurant. The trip generation for the existing development was calculated for comparison purposes using the ITE Trip Generation Report average rate equations that apply to Motel (320) and High -Turnover (Sit Down) Restaurant (932). The existing motel and restaurant uses were calculated to generate 114 and 104, morning and afternoon peak hour weekday trips, respectively. Table 1 summarizes the estimated traffic generation for the existing development. The proposed Buffalo Valley Apartments development is anticipated to generate approximately 468 daily weekday trips. Of these, 32 trips are expected to occur during the morning peak hour, while 49 trips are expected during the afternoon peak hour. Table 1 summarizes the estimated traffic generation for the proposed development. The proposed development is anticipated to generate 894 fewer trips during the average weekday than the existing development. Compared with the existing development, 82 and 55 less morning and afternoon peak hour trips are anticipated, respectively. The trip generation worksheets are included in Appendix C. These calculations illustrate the equations used and directional distribution of trips based on the published ITE Trip Generation Report. 1 Institute of Transportation Engineers, Trip Generation: An Information Report, Ninth Edition, Washington DC, 2012. Kimley-Horn and Associates, Inc. 096337000 - Buffalo Valley Apartments Page 12 Table 1 - Buffalo Valley Apartments Tri D Generation Comvarison Use Weekday Vehicle Trips AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Motel (14 rooms) 128 3 6 9 4 4 8 Restaurant (9,700 SF) 1,234 58 47 105 58 38 96 Existing Development Total 1,362 61 53 114 62 42 104 Apartments (57 dwelling units) 468 6 26 32 32 17 49 Difference between Existing and Proposed Developments -894 -55 -27 -82 -30 -25 -55 5.2 Trip Distribution Distribution of site traffic on the adjacent roadways and through the key intersections was based on the area street system characteristics, existing traffic patterns, surrounding area employment and retail information, anticipated surrounding development areas, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site -generated traffic that approaches the site from a given direction and departs the site back to the original source direction. Figure 6 illustrates the expected project trip distribution for the Buffalo Valley Apartments development. 5.3 Traffic Assignment Traffic assignment was obtained by applying the distribution of Figure 6 to the estimated traffic generation of the project shown in Table 1. The Buffalo Valley Apartments project traffic assignment is shown in Figure 7. 5.4 Total (Background Plus Project) Traffic The Buffalo Valley Apartments project traffic volumes were added to the background volumes to represent estimated traffic conditions for the 2015 build out horizon and long term 2033 horizon. Figure 8 illustrates the background plus project traffic volumes for the 2015 horizon at the key intersections. The 2033 background plus project traffic volumes are shown in Figure 9. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 13 NORTH NTS 096337000 ...•....•....•....•.......•... .................................. .......•.•..•.•..•.•..•.•..•.•..•...• ....................................................................... . .............................• ............................ ....................... ........................ ...................... LEGEND • Study Area Key Intersection XX%(XX%) Entering(Exiting) Trip Distribution Percentage BUFFALO VALLEY APARTMENTS PROJECT TRIP DISTRIBUTION FIGURE 6 Kimley—Horn and Associates, Inc. NORTH NTS 096337000 .............................. ............................. ...................................... APARTMENTS ::......... LEGEND • Study Area Key Intersection XX(XX) Weekday AM(PM) Peak Hour Traffic Volum: lxx,xool Estimated Daily Traffic Volume BUFFALO VALLEY APARTMENTS PROJECT TRAFFIC ASSIGNMENT FIGURE 7 Kimley—Horn and Associates, Inc. NORTH NTS 096337000 ...................... ....................... ......................... ........................ ............................. .............................. .............................. .............................. BUFFALO VALLEY • APARTMENTS ::... LEGEND • Study Area Key Intersection XX(XX) Weekday AM(PM) Peak Hour Traffic Volurns Ixx,xool Estimated Daily Traffic Volume BUFFALO VALLEY APARTMENTS 2015 BACKGROUND PLUS PROJECT TRAFFIC VOLUMES FIGURE 8 Kimley—Horn and Associates, Inc. NORTH NTS 096337000 •....•......... .............. ............... ...................... ..................... ..................... .............................. ....•.•..•.•..•.•..•.•..•....•.. ..................................................................... .... LEGEND • Study Area Key Intersection XX(XX) Weekday AM(PM) Peak Hour Traffic Volurns Ixx,xool Estimated Daily Traffic Volume BUFFALO VALLEY APARTMENTS 2033 BACKGROUND PLUS PROJECT TRAFFIC VOLUMES FIGURE 9 Kimley—Horn and Associates, Inc. 6.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn's analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2015 and 2033 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the Highway Capacity Manual2. 6.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, common traffic engineering practice recommends intersection LOS D as the minimum desirable threshold for acceptable operations. Table 2 shows the definition of level of service for signalized and unsignalized intersections. Table 2 — Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (sec/veh) A <10 <_10 B >10 and <_ 20 >10 and <_ 15 C >20 and <_ 35 >15 and <_ 25 D >35 and _< 55 >25 and <_ 35 E >55 and _< 80 >35 and <_ 50 F >80 >50 Definitions provided from the Highway Capacity Manual, Transportation Research Board, 2010. 2 Transportation Research Board, Highway Capacity Manual, Washington DC, 2010. Kimley-Horn and Associates, Inc. 096337000 - Buffalo Valley Apartments Page 18 Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the level of service (LOS) for a stop controlled intersection is determined by the computed or measured control delay and is defined for the minor movement. Level of service for a stop -controlled intersection is not defined for the intersection as a whole. Level of service for a signalized intersection is defined for each approach and for the intersection. The intersection analysis was conducted using Synchro software with the analysis results reported using the Highway Capacity Manual (HCM) procedure. 6.2 Intersection Operational Analysis Calculations for the level of service at the key intersections identified for study are provided in Appendix D. The analyses are based on the lane geometry and intersection control shown in Figure 2. The existing SH-82/CR-154 traffic signal cycle length of 100 seconds was used in the analysis as obtained from RFTA Corridor Traffic Analysis prepared for the City of Glenwood Springs. The existing signal phasing was also used in the traffic analysis. These analyses determine what improvements may be needed at the intersection and access to handle background traffic growth and project related traffic in the two study horizons. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 19 SH -82 and CR -154 The existing intersection of SH -82 with CR -154 operates with a traffic signal. The westbound and eastbound left turns from the highway operate with protected only left turn phasing. The intersection currently operates acceptably with a LOS A during both morning and afternoon peak hours. The intersection is anticipated to continue to operate at LOS A in 2015, with or without the addition of project traffic. In 2033 the intersection is anticipated to continue operating at LOS A during both peak hours, with or without the addition of project traffic. Table 3 provides the results of the level of service analysis conducted at this intersection. Table 3 - SH -82 and CR -154 LOS Results Scenario Weekday AM Peak Hour Weekday PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2013 Existing 4.7 A 4.8 A 2015 Background 4.8 A 5.0 A 2015 Background Plus Project 5.6 A 5.7 A 2033 Background 6.9 A 8.1 A 2033 Background Plus Project 7.8 A 9.2 A Kimley-Horn and Associates, Inc. 096337000 - Buffalo Valley Apartments Page 20 CR -154 and Project Access The existing unsignalized T -intersection of CR -154 with the access drive to the project site currently operates with assumed stop control on the northbound access drive approach to the intersection. With this configuration, all movements are anticipated to operate acceptably throughout the 2033 horizon, with or without the addition of the Buffalo Valley Apartments project traffic. It is recommended that a R1-1 "STOP" sign be installed on the access drive approach of the intersection for traffic exiting the property. Table 4 provides the results of the LOS analysis conducted at this intersection. For the purpose of the analysis, the access drive approach is considered the "northbound" approach. Table 4 - CR -154 and Proiect Access LOS Results Scenario Weekday AM Peak Hour Weekday PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2013 Existing Westbound Left 0.0 A 7.3 A Northbound Approach 8.9 A 8.8 A 2015 Background Westbound Left 0.0 A 7.3 A Northbound Approach 8.9 A 8.8 A 2015 Background Plus Project Westbound Left 7.3 A 7.4 A Northbound Approach 8.8 A 8.8 A 2035 Background Westbound Left 0.0 A 7.3 A Northbound Approach 9.1 A 9.0 A 2035 Background Plus Project Westbound Left 7.4 A 7.4 A Northbound Approach 8.9 A 8.8 A Kimley-Horn and Associates, Inc. 096337000 - Buffalo Valley Apartments Page 21 6.3 Auxiliary Turn Lane Analysis along SH -82 Redevelopment of the site is anticipated to decrease the trip generation of this parcel. Therefore, it is believed that new CDOT access permit applications won't be necessary. It is assumed that the CR -154 access to SH -82 has been permitted for a higher traffic volume previously. Garfield County should work with CDOT to verify the existing permitted traffic volume. An auxiliary turn lane analysis has been performed for the SH -82 and CR -154 intersection. CDOT identifies vehicle volume thresholds for warrants of auxiliary turn lanes along state highways. These thresholds were applied as it relates to the weekday peak hour volumes at the SH -82 intersection with CR -154. The CDOT State Highway Access Category Schedule categorizes the segment of SH -82 through the intersection with CR -154 as E -X (Expressway). At this intersection, SH -82 provides two lanes of through travel in each direction with a posted 55 mile per hour posted speed limit. For the E -X category, SHAC turn lane threshold requirements are as follows: • A left turn deceleration lane and taper with storage length is required for any access with a projected peak hour ingress turning volume greater than 10 vph. The taper length is to be included in addition to the required deceleration length. • A right turn deceleration lane plus taper is required for any access with a projected peak hour ingress turning volume greater than 10 vph. The taper length is included in addition to the required deceleration length. • A right turn acceleration lane plus taper is required for any access with a projected peak hour right turning volume greater than 10 vph. The taper length is to be included in addition to the required acceleration length. Based on these thresholds from the SHAC, all possible auxiliary turn lanes are warranted at the SH -82 and CR -154 intersection based on existing traffic volumes. The following turn lane improvements are warranted at the SH -82 and CR -154 intersection: Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 22 • A westbound to southbound left turn deceleration lane along SH -82 is warranted today based on existing traffic volumes during both the morning (16 vph) and afternoon (40 vph) peak hours having traffic volumes greater than the warrant threshold of 10 vph. Based on the SHAC, this lane should provide deceleration, plus storage, plus taper length. The left turn traffic volume is projected to be 72 vehicles per hour in 2033, so 75 feet of storage length is required. The deceleration length is 600 feet, plus the 18.5 to 1 bay taper based on the 55 mile per hour speed limit of SH -82 through this intersection. Therefore, per the SHAC, this lane should provide a left turn lane length of 675 feet plus a 225 -foot bay taper. This left turn lane exists today and has been constructed at a length of approximately 350 feet with a 120 -foot bay taper. It is believed that lengthening this left turn lane is not feasible or desirable since it has been designated as a back-to-back left turn lane for the eastbound left at Red Canyon Road intersection further to the southeast. • An eastbound to southbound right turn deceleration lane is warranted today based on existing morning (15 vph) and afternoon (16 vph) peak hour traffic exceeding the warrant volume threshold of 10 vph. Based on the SHAC, this lane should provide deceleration plus taper length. The deceleration length is 600 feet, plus the 18.5 to 1 bay taper based on the posted 55 mile per hour speed limit of SH -82 through this intersection. Therefore, per the SHAC, this lane should provide a right turn lane length of 600 feet plus a 225 -foot bay taper. This right turn deceleration lane exists today with a length of approximately 250 feet plus a 200 -foot bay taper. Therefore, the existing lane does not meet current SHAC standards. It is believed that this right turn deceleration lane length may have been constructed at the existing length due to a pullout that exists along eastbound SH -82 approximately 450 feet west of the SH -82 and CR -154 intersection. • An eastbound acceleration lane along SH -82 for right turning traffic from CR -154 is warranted based on existing traffic and SHAC thresholds. The morning peak hour right turn volume is 43 vph and the afternoon peak hour right turn volume is 27 vph, which are both greater than the 10 vph threshold volume. A right turn acceleration lane along Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 23 eastbound SH -82 at this CR -154 intersection has not been constructed, although warranted based on existing traffic volumes. It is possible that the requirement was waived by CDOT due to topographical constraints. If constructed, an acceleration lane length of 960 feet plus a 225 -foot taper would be required to meet SHAC requirements. However, an access to Holy Cross Energy is located approximately 700 feet east of the SH -82 and CR -154 intersection. So, if this acceleration lane were constructed, it is believed that it would be a combination acceleration/ deceleration lane between CR -154 and the Holy Cross Energy access along eastbound SH -82. Of note, it is believed that if traffic volume counts were conducted at the SH -82 and Holy Cross Energy access, a right turn deceleration lane may be warranted as well. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 24 7.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed Buffalo Valley Apartments project will be successfully incorporated into the existing roadway network. Analysis of the existing street network and the proposed project development with the expected traffic volumes resulted in the following recommendations: • It is recommended that the project access drive approach to CR -154 operate with stop control. Therefore, it is recommended that a R1-1 "STOP" sign be posted on this approach out of the property. • Redevelopment of this site to apartments is anticipated to generate less traffic than the previous Buffalo Valley restaurant and motel. Therefore, it is believed that CDOT will not require an access permit application. • All on-site and off-site roadway improvements should be incorporated into the Civil Drawings, and conform to standards of CDOT, the City of Glenwood Springs, Institute of Transportation Engineers (ITE), and the Manual on Traffic Control Devices (MUTCD) - 2009 Edition. Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments Page 25 APPENDICES Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments APPENDIX A Intersection Count Sheets Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments AM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 Groups Printed- Unshifted File Name : CRI 54andSH82AM Site Code : IPO 20 Start Date : 11/20/2013 Page No : 1 CR 154 Eastbound CR 154 Westbound SH 82 Northbound SH 82 Southbound Start Time Left Thru Right App. Total Left Thru Right 07:00 AM 07:15 AM 07:30 AM 07:45 AM Total 17 0 42 0 1 6 10 0 0 0 0 11 8 16 7 08:00 AM 6 0 10 08:15 AM 7 0 10 08:30 AM 4 0 13 08:45 AM 6 0 13 11 9 22 17 0 0 0 0 0 0 0 0 0 0 0 ppta-usi Left Thru Right 0 0 0 4 2 0 5 110 131 195 238 0 0 0 0 l pTcI Left Thru Right 114 133 195 243 59 16 17 17 19 1 0 0 1 11 674 0 685 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7 2 2 151 166 142 161 0 0 0 0 155 173 144 163 0 259 0 276 0 291 0 328 0 1154 0 0 0 0 272 261 212 194 0 3 0 0 Pq� Tctsi 259 279 291 328 Int. Total 3 1157 5 10 3 4 277 271 215 198 384 421 508 589 1902 448 461 377 380 Total 23 0 46 Grand Total Apprch % Total % 40 31.2 1.1 0 88 0 68.8 0 2.5 69 128 3.6 0 0 1 1 15 620 0 635 1 0 1 2 50 0 50 0 0 0 0.1 26 1294 2 98 0.7 36.3 0 1320 0 0 37 0 939 22 961 0 2093 0 98.8 0 58.7 25 2118 1.2 0.7 59.4 1666 3568 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments AM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 File Name : CR154andSH82AM Site Code : IPO 20 Start Date : 11/20/2013 Page No : 2 05 1- v C U O r -- u) 0 0 H� r Out 1 13351 SH 82 In Total 1 21181 1 1 1 1 251 20931 01 Right Tit! Left r 1 34531 T North 11/20/2013 07:00 AM 11/20/2013 08:45 AM Unshifted 47 T r* Left Thru Right 261 12941 01 1 1 1 13201 In SH 82 1 21821 Out 1 35021 Total 4 0 0 0 5. 0 0 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments AM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 File Name Site Code Start Date Page No : CRI 54andSH82AM : IPO 20 :11/20/2013 :3 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07.30 AM 07:30 AM 07:45 AM 08:00 AM 08:15 AM 6 10 6 7 0 0 0 0 16 7 10 10 22 17 16 17 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 5 4 7 195 238 151 166 0 0 0 0 195 243 155 173 0 291 0 291 0 328 0 328 0 272 5 277 0 261 10 271 Int. Total 508 589 448 461 Total Volume % App. Total PHF 29 0 43 40.3 0 59.7 72 1 0 0 1 100 0 0 16 750 0 766 2.1 97.9 0 0 1152 0 98.7 15 1167 1.3 2006 .725 .000 .672 .818 .250 .000 .000 .250 .571 .788 .000 .788 .000 .878 .375 .889 .851 0 N N Out 7791 SH 82 In 11671 1 1 151 11521 01 Right Thru Left r Total 1 19461 Peak Hour Data 1 North Peak Hour Begins at 07:30 AM Unshifted 47 1 r► Left Thru Right 1 161 7501 o1 1 7661 In SH 82 1 11961 Out 1 19621 Total C O O O 0 CR154 Eastbound CR154 Westbound SH82 Northbound SH82 Southbound Start Time I Left 1 Thru Right APP Total Left I Thru Right APP Total Left I Thru I Right APP Total Left I Thru I Right APP Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07.30 AM 07:30 AM 07:45 AM 08:00 AM 08:15 AM 6 10 6 7 0 0 0 0 16 7 10 10 22 17 16 17 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 5 4 7 195 238 151 166 0 0 0 0 195 243 155 173 0 291 0 291 0 328 0 328 0 272 5 277 0 261 10 271 Int. Total 508 589 448 461 Total Volume % App. Total PHF 29 0 43 40.3 0 59.7 72 1 0 0 1 100 0 0 16 750 0 766 2.1 97.9 0 0 1152 0 98.7 15 1167 1.3 2006 .725 .000 .672 .818 .250 .000 .000 .250 .571 .788 .000 .788 .000 .878 .375 .889 .851 0 N N Out 7791 SH 82 In 11671 1 1 151 11521 01 Right Thru Left r Total 1 19461 Peak Hour Data 1 North Peak Hour Begins at 07:30 AM Unshifted 47 1 r► Left Thru Right 1 161 7501 o1 1 7661 In SH 82 1 11961 Out 1 19621 Total C O O O 0 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments AM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 Image 1 File Name : CR154andSH82AM Site Code : IPO 20 Start Date : 11/20/2013 Page No : 4 Buf alo Imagery Date: 9/22/2011 39°30=20:18".14 107518'11.93" W s'de./ 5911 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments PM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 Groups Printed- Unshifted File Name Site Code Start Date Page No : CRI54andSH82PM : IPO 20 :11/19/2013 :1 CR 154 Eastbound CR 154 Westbound SH 82 Northbound SH 82 Southbound Start Time Left 1 Thru Right App. Total Left 1 Thru Right App. Total Left 1 Thru 1 Right pgaTcti Left I Thru I Right pqpTcdl Int. Total 04:00 PM 5 0 12 17 0 0 0 0 13 274 0 287 0 206 2 208 512 04:15 PM 4 0 5 9 0 0 0 0 10 336 0 346 0 205 4 209 564 04:30 PM 18 0 8 26 0 0 0 0 8 337 1 346 0 189 4 193 565 04:45 PM 3 0 9 12 0 0 0 0 9 378 0 387 0 199 5 204 603 Total 30 0 34 64 0 0 0 0 40 1325 1 1366 0 799 15 814 2244 05:00 PM 6 0 5 11 0 0 0 0 13 374 0 387 0 224 4 228 626 05:15 PM 5 0 5 10 0 0 0 0 10 399 1 410 0 218 3 221 641 05:30 PM 1 0 7 8 1 0 0 1 10 322 0 332 1 207 5 213 554 05:45 PM 4 0 7 11 0 0 0 0 11 290 0 301 0 191 3 194 506 Total 16 0 24 40 1 0 0 1 44 1385 1 1430 1 840 15 856 2327 Grand Total 46 0 58 104 1 0 0 1 84 2710 2 2796 1 1639 30 1670 4571 Apprch % 44.2 0 55.8 100 0 0 3 96.9 0.1 0.1 98.1 1.8 Total % 1 0 1.3 2.3 0 0 0 0 1.8 59.3 0 61.2 0 35.9 0.7 36.5 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments PM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 File Name : CR154andSH82PM Site Code : IPO 20 Start Date : 11/19/2013 Page No : 2 H C U O 0 0 0 co f-� r Out 1 27561 SH 82 In Total 1 16701 1 1 1 1 301 Right 1 44261 16391 11 Thru Left 4 T North 11/19/2013 04:00 PM 11/19/2013 05:45 PM Unshifted 47 T r* Left Thru Right 1 841 27101 21 1 1 1 27961 In SH 82 1 16981 Out 1 44941 Total 4 0 0 O 5. 0 iv RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments PM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 File Name : CRI54andSH82PM Site Code : IPO 20 Start Date : 11/19/2013 Page No : 3 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04.30 PM 04:30 PM 04:45 PM 05:00 PM 05:15 PM Total Volume % App. Total PHF 18 3 6 5 32 54.2 0 0 0 0 0 0 8 9 5 5 27 45.8 26 12 11 10 59 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 9 13 10 40 2.6 337 378 374 399 1488 97.3 1 0 0 1 2 0.1 346 387 387 410 1530 0 0 0 0 0 0 189 199 224 218 830 98.1 4 5 4 3 16 1.9 193 204 228 221 Int. Total 846 565 603 626 641 2435 .444 .000 .750 .567 .000 .000 .000 .000 .769 .932 .500 .933 .000 .926 .800 .928 .950 0( M O Out 1 15201 SH 82 In 1 8461 1 1 161 8301 01 Right Thru Left r 1 Total 1 23661 Peak Hour Data 1 North Peak Hour Begins at 04:30 PM Unshifted 47 1 r► Left Thru Right 401 14881 21 1 1 1 15301 In SH 82 1 8571 Out 1 23871 Total 1 C O N O 0 c C) 71 3 0) A 0 m — CR154 Eastbound CR154 Westbound SH82 Northbound SH82 Southbound Start Time I Left 1 Thru Right APP Total Left I Thru Right APP Total Left I Thru I Right APP Total Left I Thru I Right APP Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04.30 PM 04:30 PM 04:45 PM 05:00 PM 05:15 PM Total Volume % App. Total PHF 18 3 6 5 32 54.2 0 0 0 0 0 0 8 9 5 5 27 45.8 26 12 11 10 59 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 9 13 10 40 2.6 337 378 374 399 1488 97.3 1 0 0 1 2 0.1 346 387 387 410 1530 0 0 0 0 0 0 189 199 224 218 830 98.1 4 5 4 3 16 1.9 193 204 228 221 Int. Total 846 565 603 626 641 2435 .444 .000 .750 .567 .000 .000 .000 .000 .769 .932 .500 .933 .000 .926 .800 .928 .950 0( M O Out 1 15201 SH 82 In 1 8461 1 1 161 8301 01 Right Thru Left r 1 Total 1 23661 Peak Hour Data 1 North Peak Hour Begins at 04:30 PM Unshifted 47 1 r► Left Thru Right 401 14881 21 1 1 1 15301 In SH 82 1 8571 Out 1 23871 Total 1 C O N O 0 c C) 71 3 0) A 0 m — RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments PM Peak CR 154 and SH 82 6392 Starlight Drive Morrison, CO 80465 Image 1 File Name : CR154andSH82PM Site Code : IPO 20 Start Date : 11/19/2013 Page No : 4 Buf alo Imagery Date: 9/22/2011 39°30=20:18".14 107518'11.93" W s'de./ 5911 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments AM Peak CR 154 and Old Buffalo Valley Sports Bar 6392 Starlight Drive Morrison, CO 80465 File Name : CRI 54BuffaloValleyBarAM Site Code : IPO 20 Start Date : 11/20/2013 Page No : 1 Groups Printed- Unshifted Old Buffalo Valley Sports Bar Eastbound CR 154 Northbound CR 154 Southbound Start Time Left Right 1 App. Total Left Thru App. Total Thru Right 1 App. Total Int. Total 07:00 AM 0 3 3 1 4 5 8 0 8 16 07:15 AM 0 0 0 0 2 2 7 0 7 9 07:30 AM 0 0 0 0 0 0 15 1 16 16 07:45 AM 0 0 0 0 11 11 5 0 5 16 Total 0 3 3 1 17 18 35 1 36 57 08:00 AM 1 0 1 0 6 6 14 2 16 23 08:15 AM 0 0 0 0 10 10 13 0 13 23 08:30 AM 0 0 0 1 3 4 12 0 12 16 08:45 AM 0 1 1 0 3 3 11 0 11 15 Total 1 1 2 1 22 23 50 2 52 77 Grand Total 1 4 5 2 39 41 85 3 88 134 Apprch % 20 80 4.9 95.1 96.6 3.4 Total % 0.7 3 3.7 1.5 29.1 30.6 63.4 2.2 65.7 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Glenwood Springs Morrison, CO 80465 File Name : CRI 54BuffaloValleyBarAM Buffalo Valley Apartments Site Code : IPO 20 AM Peak Start Date : 11/20/2013 CR 154 and Old Buffalo Valley Sports Bar Page No : 2 0 CR 154 Out In Total 4011 881 31 851 Right Thru R: 1 1 1281 1 I North 11/20/2013 07:00 AM 11/20/2013 08:45 AM Unshifted 1-1 I Left Thru I 21 391 1 891 411 Out In Total CR 154 1 1301 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments AM Peak CR 154 and Old Buffalo Valley Sports Bar 6392 Starlight Drive Morrison, CO 80465 File Name Site Code Start Date Page No : CRI 54BuffaloValleyBarAM : IPO 20 :11/20/2013 :3 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 07:45 AM 08:00 AM 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 6 10 0 11 6 10 Total Volume % App. Total PHF 1 100 .250 0 0 .000 1 0 27 0 100 27 .250 .000 .614 .614 15 5 14 13 47 94 .783 1 0 2 0 3 6 375 .781 16 5 16 13 50 Int. Total 16 16 23 23 78 r CR 154 Out In Total 1 501 1 3I 471 Right Thru 1—'r 1 281 781 Peak Hour Data 1 North Peak Hour Begins at 07:30 AM Unshifted 47 1 Left Thru I 01 271 i 1 471 1 271 Out In Total CR 154 741 .848 Old Buffalo Valley Sports Bar Eastbound CR 154 Northbound CR 154 Southbound Start Time I Left Right I App. Total Left Thru App. Total Thru Right I App. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 07:45 AM 08:00 AM 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 6 10 0 11 6 10 Total Volume % App. Total PHF 1 100 .250 0 0 .000 1 0 27 0 100 27 .250 .000 .614 .614 15 5 14 13 47 94 .783 1 0 2 0 3 6 375 .781 16 5 16 13 50 Int. Total 16 16 23 23 78 r CR 154 Out In Total 1 501 1 3I 471 Right Thru 1—'r 1 281 781 Peak Hour Data 1 North Peak Hour Begins at 07:30 AM Unshifted 47 1 Left Thru I 01 271 i 1 471 1 271 Out In Total CR 154 741 .848 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Glenwood Springs Morrison, CO 80465 File Name : CRI 54BuffaloValleyBarAM Buffalo Valley Apartments Site Code : IPO 20 AM Peak Start Date : 11/20/2013 CR 154 and Old Buffalo Valley Sports Bar Page No : 4 Image 1 $;e"9993 Imagery Date: 9/22/2011 3990=20:18"'rJ 107.18'11.93" W melee` 5911 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments PM Peak CR 154 and Old Buffalo Valley Sports Bar 6392 Starlight Drive Morrison, CO 80465 File Name : CRI 54BuffaloValleyBarPM Site Code : IPO 20 Start Date : 11/19/2013 Page No : 1 Groups Printed- Unshifted Buffalo Valley Sports Bar Eastbound CR 154 Northbound CR 154 Southbound Start Time Left Right 1 App. Total Left Thru App. Total Thru Right 1 App. Total Int. Total 04:00 PM 1 1 2 0 14 14 13 0 13 29 04:15 PM 1 0 1 2 11 13 6 0 6 20 04:30 PM 0 0 0 0 8 8 9 0 9 17 04:45 PM 0 0 0 0 8 8 8 1 9 17 Total 2 1 3 2 41 43 36 1 37 83 05:00 PM 0 1 1 1 14 15 6 0 6 22 05:15 PM 0 0 0 0 7 7 3 0 3 10 05:30 PM 0 0 0 1 13 14 8 0 8 22 05:45 PM 0 0 0 0 9 9 10 0 10 19 Total 0 1 1 2 43 45 27 0 27 73 Grand Total 2 2 4 4 84 88 63 1 64 156 Apprch % 50 50 4.5 95.5 98.4 1.6 Total % 1.3 1.3 2.6 2.6 53.8 56.4 40.4 0.6 41 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Glenwood Springs Morrison, CO 80465 File Name : CRI 54BuffaloValleyBarPM Buffalo Valley Apartments Site Code : IPO 20 PM Peak Start Date : 11/19/2013 CR 154 and Old Buffalo Valley Sports Bar Page No : 2 rn N N CR 154 Out In Total 1 8 1 6�1 1641 1 11 631 Right Thru r 1 1 1501 I North 11/19/2013 04:00 PM 11/19/2013 05:45 PM Unshifted 1-1 I Left Thru 1 41 841 1 1 651 881 Out In Total CR 154 1 1531 RIDGEVIEW DATA COLLECTION Glenwood Springs Buffalo Valley Apartments PM Peak CR 154 and Old Buffalo Valley Sports Bar 6392 Starlight Drive Morrison, CO 80465 File Name : CRI 54BuffaloValleyBarPM Site Code : IPO 20 Start Date : 11/19/2013 Page No : 3 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 04:15 PM 04:30 PM 04:45 PM 0 0 1 0 0 0 2 1 0 0 0 2 0 0 14 11 8 8 14 13 8 8 Total Volume % App. Total PHF 2 1 66.7 33.3 .500 .250 3 2 41 43 4.7 95.3 .375 .250 .732 .768 13 0 6 0 9 0 8 1 36 1 97.3 2.7 .692 .250 .712 13 6 9 9 37 Int. Total 29 20 17 17 83 co r CR 154 Out In Total 1 371 11 361 Right Thru 1—'r 1 431 801 Peak Hour Data 1 North Peak Hour Begins at 04:00 PM Unshifted 47 1 Left Thru I 21 411 i 1 37I 1 431 Out In Total CR 154 801 .716 Buffalo Valley Sports Bar Eastbound CR 154 Northbound CR 154 Southbound Start Time I Left Right I App. Total Left Thru App. Total Thru Right I App. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 04:15 PM 04:30 PM 04:45 PM 0 0 1 0 0 0 2 1 0 0 0 2 0 0 14 11 8 8 14 13 8 8 Total Volume % App. Total PHF 2 1 66.7 33.3 .500 .250 3 2 41 43 4.7 95.3 .375 .250 .732 .768 13 0 6 0 9 0 8 1 36 1 97.3 2.7 .692 .250 .712 13 6 9 9 37 Int. Total 29 20 17 17 83 co r CR 154 Out In Total 1 371 11 361 Right Thru 1—'r 1 431 801 Peak Hour Data 1 North Peak Hour Begins at 04:00 PM Unshifted 47 1 Left Thru I 21 411 i 1 37I 1 431 Out In Total CR 154 801 .716 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Glenwood Springs Morrison, CO 80465 File Name : CRI 54BuffaloValleyBarPM Buffalo Valley Apartments Site Code : IPO 20 PM Peak Start Date : 11/19/2013 CR 154 and Old Buffalo Valley Sports Bar Page No : 4 Image 1 $ 1993 Imagery Date: 9f22j2011 3990=20:18"'rJ 107.18'11.93" W melee` 5911 APPENDIX B CDOT SH -82 Traffic Information Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments ROUTE REFPT ENDREFPT LENGTH UPDATEYR AADT AADTYR YR20FACTOR LOCATION 082A 2.194 7.824 5.544 2013 21000 2012 1.47 ON SH 82 GLEN AVE S/O BLAKE AVE GLENWOOD SPRINGS APPENDIX C Trip Generation Worksheets Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments pr" MI VII KimleyHom and Associates, Inc. Project Buffalo Valley Apartments Subject Trip Generation for Apartment Designed by BP Date November 27, 2013 Job No. 96337000 Checked by CR Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Fitted Curve Equations Land Use Code - Apartment, (220) Independant Variable - Dwelling Units (X) X = 57 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (page 334) Daily Weekday T = 0.49 (X) + 3.73 T = 0.49 * 57.0 + 3.73 Directional Distribution: 20% ent. 80% exit. T = 32 Average Vehicle Trip Ends 6 entering 26 exiting 6 + 26 = 32 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 335) Daily Weekday T = 0.55 (X) + 17.65 T = 0.55 * 57.0 + 17.65 Weekday (page 333) Daily Weekday T = 6.06 (X) + 123.56 T = 6.06 " 57.0 + 123.56 Directional Distribution: 65% ent. 35% exit. T = 49 Average Vehicle Trip Ends 32 entering 17 exiting 32 + 17 = 49 Directional Distribution: 50% entering, 50% exiting T = 468 Average Vehicle Trip Ends 234 entering 234 exiting 234 + 234 = 468 �Kimpr-ley-Horn and Associates, Inc. Project Buffalo Valley Apartments Subject Trip Generation for Motel Designed by BP Date December 02, 2013 Job No. 096337000 Checked by CR Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Average Rate Equations Land Use Code - Motel (320) Independant Variable - Rooms (X) X = 14 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (page 655) Average Weekday Directional Distribution: 36% ent. 64% exit. (T) = 0.64 (X) T = 9 Average Vehicle Trip Ends (T) = 0.64 * (14.0) 3 entering 6 exiting 3 + 6 = 9 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 656) Average Weekday Directional Distribution: 53% ent. 47% exit. (T) = 0.58 (X) T = 8 Average Vehicle Trip Ends (T) = 0.58 * (14.0) 4 entering 4 exiting Weekday (page 654) Average Weekday (T) = 9.11 (X) (T) = 9.11 * 4 + 4 = 8 Directional Distribution: 50% ent. 50% exit. T = 128 Average Vehicle Trip Ends (14.0) 64 entering 64 exiting 64 + 64 = 128 piPri Kimley-Horn and Associates, Inc. Project Buffalo Valley Apartments Subject Trip Generation for High -Turnover (Sit -Down) Restaurant Designed by BP Date December 02, 2013 Job No. 96337000 Checked by CDR Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Average Rate Equations Land Use Code - High Turnover Sit -Down Restaurant (932) Independant Variable - 1000 Square Feet Gross Floor Area (X) Gross Floor Area = 9,700 Square Feet X = 9.700 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (Page 1886) Average Weekday Directional Distribution: 55% ent. 45% exit. T = 10.81 (X) T = 105 Average Vehicle Trip Ends T = 10.81 * 9.700 58 entering 47 exiting Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 1887) Average Weekday Directional Distribution: 60% ent. 40% exit. T = 9.85 (X) T = 96 Average Vehicle Trip Ends T = 9.85 * 9.700 58 entering 38 exiting Weekday (page 1885) Average Weekday T = 127.15 (X) T = 127.15 * 9.700 Directional Distribution: 50% entering, 50% exiting T = 1234 Average Vehicle Trip Ends 617 entering 617 exiting APPENDIX D Intersection Analysis Worksheets Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments HCM 2010 Signalized Intersection Summary 2013 Existing AM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 4 4' r* Volume (veh/h) 29 0 43 1 0 0 16 750 0 0 1152 15 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 96 5 59 164 0 0 28 3123 0 2 2884 1226 Arrive On Green 0.06 0.00 0.06 0.06 0.00 0.00 0.02 0.84 0.00 0.00 0.77 0.77 Sat Flow, veh/h 538 82 910 1185 0 0 1774 3725 0 1774 3725 1583 Grp Volume(v), veh/h 79 0 0 1 0 0 17 815 0 0 1252 16 Grp Sat Flow(s),veh/h/In 1530 0 0 1185 0 0 1774 1863 0 1774 1863 1583 Q Serve(g_s), s 3.5 0.0 0.0 0.0 0.0 0.0 0.8 3.7 0.0 0.0 9.4 0.2 Cycle Q Clear(g_c), s 4.2 0.0 0.0 0.1 0.0 0.0 0.8 3.7 0.0 0.0 9.4 0.2 Prop In Lane 0.41 0.59 1.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 161 0 0 164 0 0 28 3123 0 2 2884 1226 V/C Ratio(X) 0.49 0.00 0.00 0.01 0.00 0.00 0.61 0.26 0.00 0.00 0.43 0.01 Avail Cap(c_a), veh/h 391 0 0 371 0 0 129 3123 0 86 2884 1226 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 38.1 0.0 0.0 36.2 0.0 0.0 40.4 1.4 0.0 0.0 3.2 2.1 Incr Delay (d2), s/veh 2.3 0.0 0.0 0.0 0.0 0.0 19.9 0.2 0.0 0.0 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 1.6 0.0 0.0 0.0 0.0 0.0 0.5 0.4 0.0 0.0 2.3 0.0 Lane Grp Delay (d), s/veh 40.4 0.0 0.0 36.2 0.0 0.0 60.3 1.6 0.0 0.0 3.7 2.1 Lane Grp LOS D D E A A A Approach Vol, veh/h 79 1 832 1268 Approach Delay, s/veh 40.4 36.2 2.8 3.6 Approach LOS D D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 9.4 9.4 5.3 73.3 0.0 68.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 18.0 18.0 6.0 66.0 4.0 64.0 Max Q Clear Time (g_c+I1), s 6.2 2.1 2.8 5.7 0.0 11.4 Green Ext Time (p_c), s 0.2 0.2 0.0 22.4 0.0 21.5 Intersection Summary HCM 2010 Ctrl Delay 4.7 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2013 Existing PM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 4 4' r* Volume (veh/h) 32 0 27 0 0 0 40 1488 2 0 830 16 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 107 1 36 0 98 0 54 3174 4 2 2890 1228 Arrive On Green 0.05 0.00 0.05 0.00 0.00 0.00 0.03 0.85 0.85 0.00 0.78 0.78 Sat Flow, veh/h 796 19 675 0 1863 0 1774 3720 5 1774 3725 1583 Grp Volume(v), veh/h 64 0 0 0 0 0 43 810 809 0 902 17 Grp Sat Flow(s),veh/h/In 1489 0 0 0 1863 0 1774 1863 1862 1774 1863 1583 Q Serve(g_s), s 3.5 0.0 0.0 0.0 0.0 0.0 2.0 9.6 9.6 0.0 6.1 0.2 Cycle Q Clear(g_c), s 3.6 0.0 0.0 0.0 0.0 0.0 2.0 9.6 9.6 0.0 6.1 0.2 Prop In Lane 0.55 0.45 0.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 144 0 0 0 98 0 54 1589 1589 2 2890 1228 V/C Ratio(X) 0.44 0.00 0.00 0.00 0.00 0.00 0.80 0.51 0.51 0.00 0.31 0.01 Avail Cap(c_a), veh/h 345 0 0 0 350 0 125 1589 1589 83 2890 1228 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 39.9 0.0 0.0 0.0 0.0 0.0 41.0 1.6 1.6 0.0 2.8 2.2 Incr Delay (d2), s/veh 2.1 0.0 0.0 0.0 0.0 0.0 22.6 1.2 1.2 0.0 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 1.4 0.0 0.0 0.0 0.0 0.0 1.2 1.2 1.2 0.0 1.5 0.0 Lane Grp Delay (d), s/veh 42.0 0.0 0.0 0.0 0.0 0.0 63.6 2.8 2.8 0.0 3.1 2.2 Lane Grp LOS D E A A A A Approach Vol, veh/h 64 0 1662 919 Approach Delay, s/veh 42.0 0.0 4.4 3.1 Approach LOS D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 8.5 8.5 6.6 76.6 0.0 70.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 6.0 68.0 4.0 66.0 Max Q Clear Time (g_c+I1), s 5.6 0.0 4.0 11.6 0.0 8.1 Green Ext Time (p_c), s 0.1 0.0 0.0 29.6 0.0 30.0 Intersection Summary HCM 2010 Ctrl Delay 4.8 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2015 Background AM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 +1' r* Volume (veh/h) 30 0 45 1 0 0 17 780 0 0 1197 16 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 98 6 62 167 0 0 29 3110 0 2 2867 1218 Arrive On Green 0.07 0.00 0.07 0.07 0.00 0.00 0.02 0.83 0.00 0.00 0.77 0.77 Sat Flow, veh/h 531 85 915 1171 0 0 1774 3725 0 1774 3725 1583 Grp Volume(v), veh/h 82 0 0 1 0 0 18 848 0 0 1301 17 Grp Sat Flow(s),veh/h/In 1532 0 0 1171 0 0 1774 1863 0 1774 1863 1583 Q Serve(g_s), s 3.6 0.0 0.0 0.0 0.0 0.0 0.8 4.0 0.0 0.0 10.1 0.2 Cycle Q Clear(g_c), s 4.3 0.0 0.0 0.1 0.0 0.0 0.8 4.0 0.0 0.0 10.1 0.2 Prop In Lane 0.40 0.60 1.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 165 0 0 167 0 0 29 3110 0 2 2867 1218 V/C Ratio(X) 0.50 0.00 0.00 0.01 0.00 0.00 0.62 0.27 0.00 0.00 0.45 0.01 Avail Cap(c_a), veh/h 395 0 0 373 0 0 152 3110 0 87 2867 1218 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 37.6 0.0 0.0 35.6 0.0 0.0 40.0 1.4 0.0 0.0 3.3 2.2 Incr Delay (d2), s/veh 2.3 0.0 0.0 0.0 0.0 0.0 19.4 0.2 0.0 0.0 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 1.7 0.0 0.0 0.0 0.0 0.0 0.5 0.4 0.0 0.0 2.4 0.0 Lane Grp Delay (d), s/veh 39.9 0.0 0.0 35.6 0.0 0.0 59.4 1.7 0.0 0.0 3.9 2.2 Lane Grp LOS D D E A A A Approach Vol, veh/h 82 1 866 1318 Approach Delay, s/veh 39.9 35.6 2.9 3.8 Approach LOS D D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 9.5 9.5 5.3 72.3 0.0 67.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 18.0 18.0 7.0 66.0 4.0 63.0 Max Q Clear Time (g_c+I1), s 6.3 2.1 2.8 6.0 0.0 12.1 Green Ext Time (p_c), s 0.2 0.3 0.0 24.1 0.0 22.7 Intersection Summary HCM 2010 Ctrl Delay 4.8 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2015 Background PM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 +1' r* Volume (veh/h) 33 0 28 0 0 0 42 1546 2 0 863 17 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 109 1 37 0 101 0 58 3165 4 2 2871 1220 Arrive On Green 0.05 0.00 0.05 0.00 0.00 0.00 0.03 0.85 0.85 0.00 0.77 0.77 Sat Flow, veh/h 789 24 678 0 1863 0 1774 3720 4 1774 3725 1583 Grp Volume(v), veh/h 66 0 0 0 0 0 46 841 841 0 938 18 Grp Sat Flow(s),veh/h/In 1491 0 0 0 1863 0 1774 1863 1862 1774 1863 1583 Q Serve(g_s), s 3.6 0.0 0.0 0.0 0.0 0.0 2.2 10.4 10.4 0.0 6.5 0.2 Cycle Q Clear(g_c), s 3.7 0.0 0.0 0.0 0.0 0.0 2.2 10.4 10.4 0.0 6.5 0.2 Prop In Lane 0.55 0.45 0.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 147 0 0 0 101 0 58 1585 1584 2 2871 1220 V/C Ratio(X) 0.45 0.00 0.00 0.00 0.00 0.00 0.79 0.53 0.53 0.00 0.33 0.01 Avail Cap(c_a), veh/h 348 0 0 0 353 0 147 1585 1584 84 2871 1220 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 39.4 0.0 0.0 0.0 0.0 0.0 40.5 1.7 1.7 0.0 3.0 2.2 Incr Delay (d2), s/veh 2.1 0.0 0.0 0.0 0.0 0.0 20.9 1.3 1.3 0.0 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 1.4 0.0 0.0 0.0 0.0 0.0 1.3 1.3 1.3 0.0 1.7 0.1 Lane Grp Delay (d), s/veh 41.6 0.0 0.0 0.0 0.0 0.0 61.4 3.0 3.0 0.0 3.3 2.3 Lane Grp LOS D E A A A A Approach Vol, veh/h 66 0 1728 956 Approach Delay, s/veh 41.6 0.0 4.5 3.2 Approach LOS D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 8.6 8.6 6.8 75.8 0.0 69.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 7.0 68.0 4.0 65.0 Max Q Clear Time (g_c+I1), s 5.7 0.0 4.2 12.4 0.0 8.5 Green Ext Time (p_c), s 0.1 0.0 0.0 31.5 0.0 31.8 Intersection Summary HCM 2010 Ctrl Delay 5.0 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2015 Total AM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 +1' r* Volume (veh/h) 40 0 55 1 0 0 19 780 0 0 1197 18 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 107 8 75 177 0 0 33 3054 0 2 2807 1193 Arrive On Green 0.08 0.00 0.08 0.08 0.00 0.00 0.02 0.82 0.00 0.00 0.75 0.75 Sat Flow, veh/h 541 99 893 1080 0 0 1774 3725 0 1774 3725 1583 Grp Volume(v), veh/h 103 0 0 1 0 0 21 848 0 0 1301 20 Grp Sat Flow(s),veh/h/In 1532 0 0 1080 0 0 1774 1863 0 1774 1863 1583 Q Serve(g_s), s 4.5 0.0 0.0 0.0 0.0 0.0 1.0 4.4 0.0 0.0 11.1 0.3 Cycle Q Clear(g_c), s 5.5 0.0 0.0 0.1 0.0 0.0 1.0 4.4 0.0 0.0 11.1 0.3 Prop In Lane 0.42 0.58 1.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 190 0 0 177 0 0 33 3054 0 2 2807 1193 V/C Ratio(X) 0.54 0.00 0.00 0.01 0.00 0.00 0.64 0.28 0.00 0.00 0.46 0.02 Avail Cap(c_a), veh/h 388 0 0 352 0 0 149 3054 0 85 2807 1193 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 37.5 0.0 0.0 35.1 0.0 0.0 40.8 1.8 0.0 0.0 3.9 2.6 Incr Delay (d2), s/veh 2.4 0.0 0.0 0.0 0.0 0.0 19.0 0.2 0.0 0.0 0.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 2.1 0.0 0.0 0.0 0.0 0.0 0.6 0.8 0.0 0.0 2.9 0.1 Lane Grp Delay (d), s/veh 39.9 0.0 0.0 35.1 0.0 0.0 59.7 2.0 0.0 0.0 4.5 2.6 Lane Grp LOS D D E A A A Approach Vol, veh/h 103 1 869 1321 Approach Delay, s/veh 39.9 35.1 3.4 4.4 Approach LOS D D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 11.1 11.1 5.5 72.5 0.0 67.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 18.0 18.0 7.0 66.0 4.0 63.0 Max Q Clear Time (g_c+I1), s 7.5 2.1 3.0 6.4 0.0 13.1 Green Ext Time (p_c), s 0.3 0.4 0.0 24.1 0.0 22.6 Intersection Summary HCM 2010 Ctrl Delay 5.6 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2015 Total PM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 4 4' r* Volume (veh/h) 40 0 35 0 0 0 55 1546 2 0 863 30 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 115 4 47 0 125 0 77 3118 4 2 2784 1183 Arrive On Green 0.07 0.00 0.07 0.00 0.00 0.00 0.04 0.84 0.84 0.00 0.75 0.75 Sat Flow, veh/h 737 61 705 0 1863 0 1774 3720 4 1774 3725 1583 Grp Volume(v), veh/h 81 0 0 0 0 0 60 841 841 0 938 33 Grp Sat Flow(s),veh/h/In 1503 0 0 0 1863 0 1774 1863 1862 1774 1863 1583 Q Serve(g_s), s 4.1 0.0 0.0 0.0 0.0 0.0 2.8 11.2 11.2 0.0 7.2 0.5 Cycle Q Clear(g_c), s 4.5 0.0 0.0 0.0 0.0 0.0 2.8 11.2 11.2 0.0 7.2 0.5 Prop In Lane 0.53 0.47 0.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 166 0 0 0 125 0 77 1561 1561 2 2784 1183 V/C Ratio(X) 0.49 0.00 0.00 0.00 0.00 0.00 0.78 0.54 0.54 0.00 0.34 0.03 Avail Cap(c_a), veh/h 349 0 0 0 354 0 189 1561 1561 84 2784 1183 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 38.8 0.0 0.0 0.0 0.0 0.0 39.9 2.0 2.0 0.0 3.6 2.7 Incr Delay (d2), s/veh 2.2 0.0 0.0 0.0 0.0 0.0 15.4 1.3 1.3 0.0 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 1.7 0.0 0.0 0.0 0.0 0.0 1.5 1.7 1.7 0.0 2.0 0.1 Lane Grp Delay (d), s/veh 41.0 0.0 0.0 0.0 0.0 0.0 55.3 3.4 3.4 0.0 3.9 2.8 Lane Grp LOS D E A A A A Approach Vol, veh/h 81 0 1742 971 Approach Delay, s/veh 41.0 0.0 5.1 3.9 Approach LOS D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 9.6 9.6 7.7 74.7 0.0 67.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 9.0 68.0 4.0 63.0 Max Q Clear Time (g_c+I1), s 6.5 0.0 4.8 13.2 0.0 9.2 Green Ext Time (p_c), s 0.2 0.0 0.0 31.4 0.0 31.1 Intersection Summary HCM 2010 Ctrl Delay 5.7 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2035 Background AM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 +1' r* Volume (veh/h) 43 0 63 1 0 0 24 1103 0 0 1693 22 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 106 9 84 175 0 0 38 3046 0 2 2799 1190 Arrive On Green 0.09 0.00 0.09 0.09 0.00 0.00 0.02 0.82 0.00 0.00 0.75 0.75 Sat Flow, veh/h 526 101 907 1013 0 0 1774 3725 0 1774 3725 1583 Grp Volume(v), veh/h 115 0 0 1 0 0 26 1199 0 0 1840 24 Grp Sat Flow(s),veh/h/In 1535 0 0 1013 0 0 1774 1863 0 1774 1863 1583 Q Serve(g_s), s 5.3 0.0 0.0 0.0 0.0 0.0 1.3 7.7 0.0 0.0 21.6 0.3 Cycle Q Clear(g_c), s 6.5 0.0 0.0 0.1 0.0 0.0 1.3 7.7 0.0 0.0 21.6 0.3 Prop In Lane 0.41 0.59 1.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 199 0 0 175 0 0 38 3046 0 2 2799 1190 V/C Ratio(X) 0.58 0.00 0.00 0.01 0.00 0.00 0.69 0.39 0.00 0.00 0.66 0.02 Avail Cap(c_a), veh/h 330 0 0 290 0 0 99 3046 0 80 2799 1190 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 39.6 0.0 0.0 36.7 0.0 0.0 43.3 2.2 0.0 0.0 5.4 2.8 Incr Delay (d2), s/veh 2.6 0.0 0.0 0.0 0.0 0.0 19.9 0.4 0.0 0.0 1.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 2.5 0.0 0.0 0.0 0.0 0.0 0.8 1.5 0.0 0.0 6.4 0.1 Lane Grp Delay (d), s/veh 42.2 0.0 0.0 36.8 0.0 0.0 63.2 2.6 0.0 0.0 6.7 2.8 Lane Grp LOS D D E A A A Approach Vol, veh/h 115 1 1225 1864 Approach Delay, s/veh 42.2 36.8 3.9 6.6 Approach LOS D D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 12.3 12.3 5.9 76.9 0.0 71.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 5.0 68.0 4.0 67.0 Max Q Clear Time (g_c+I1), s 8.5 2.1 3.3 9.7 0.0 23.6 Green Ext Time (p_c), s 0.2 0.4 0.0 42.0 0.0 33.7 Intersection Summary HCM 2010 Ctrl Delay 6.9 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2035 Background PM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 +1' r* Volume (veh/h) 47 0 40 0 0 0 59 2187 2 0 1220 24 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 123 6 53 0 145 0 82 3085 3 2 2741 1165 Arrive On Green 0.08 0.00 0.08 0.00 0.00 0.00 0.05 0.83 0.83 0.00 0.74 0.74 Sat Flow, veh/h 743 73 688 0 1863 0 1774 3722 3 1774 3725 1583 Grp Volume(v), veh/h 94 0 0 0 0 0 64 1190 1190 0 1326 26 Grp Sat Flow(s),veh/h/In 1504 0 0 0 1863 0 1774 1863 1862 1774 1863 1583 Q Serve(g_s), s 4.7 0.0 0.0 0.0 0.0 0.0 3.1 25.9 25.9 0.0 12.5 0.4 Cycle Q Clear(g_c), s 5.2 0.0 0.0 0.0 0.0 0.0 3.1 25.9 25.9 0.0 12.5 0.4 Prop In Lane 0.54 0.46 0.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 182 0 0 0 145 0 82 1544 1544 2 2741 1165 V/C Ratio(X) 0.52 0.00 0.00 0.00 0.00 0.00 0.78 0.77 0.77 0.00 0.48 0.02 Avail Cap(c_a), veh/h 344 0 0 0 348 0 186 1544 1544 83 2741 1165 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 38.8 0.0 0.0 0.0 0.0 0.0 40.4 3.5 3.5 0.0 4.6 3.0 Incr Delay (d2), s/veh 2.3 0.0 0.0 0.0 0.0 0.0 14.4 3.8 3.8 0.0 0.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 2.0 0.0 0.0 0.0 0.0 0.0 1.6 5.3 5.3 0.0 3.5 0.1 Lane Grp Delay (d), s/veh 41.1 0.0 0.0 0.0 0.0 0.0 54.8 7.2 7.2 0.0 5.3 3.1 Lane Grp LOS D D A A A A Approach Vol, veh/h 94 0 2443 1352 Approach Delay, s/veh 41.1 0.0 8.5 5.2 Approach LOS D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 10.7 10.7 8.0 75.0 0.0 67.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 9.0 68.0 4.0 63.0 Max Q Clear Time (g_c+I1), s 7.2 0.0 5.1 27.9 0.0 14.5 Green Ext Time (p_c), s 0.2 0.0 0.0 36.9 0.0 44.0 Intersection Summary HCM 2010 Ctrl Delay 8.1 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2035 Total AM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 +1' r* Volume (veh/h) 53 0 73 1 0 0 26 1103 0 0 1693 24 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 116 10 96 185 0 0 40 2993 0 2 2746 1167 Arrive On Green 0.11 0.00 0.11 0.11 0.00 0.00 0.02 0.80 0.00 0.00 0.74 0.74 Sat Flow, veh/h 553 95 882 973 0 0 1774 3725 0 1774 3725 1583 Grp Volume(v), veh/h 137 0 0 1 0 0 28 1199 0 0 1840 26 Grp Sat Flow(s),veh/h/In 1530 0 0 973 0 0 1774 1863 0 1774 1863 1583 Q Serve(g_s), s 6.6 0.0 0.0 0.0 0.0 0.0 1.4 8.5 0.0 0.0 23.3 0.4 Cycle Q Clear(g_c), s 7.9 0.0 0.0 0.1 0.0 0.0 1.4 8.5 0.0 0.0 23.3 0.4 Prop In Lane 0.42 0.58 1.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 223 0 0 185 0 0 40 2993 0 2 2746 1167 V/C Ratio(X) 0.61 0.00 0.00 0.01 0.00 0.00 0.71 0.40 0.00 0.00 0.67 0.02 Avail Cap(c_a), veh/h 324 0 0 273 0 0 98 2993 0 78 2746 1167 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 39.6 0.0 0.0 36.2 0.0 0.0 44.1 2.6 0.0 0.0 6.2 3.2 Incr Delay (d2), s/veh 2.7 0.0 0.0 0.0 0.0 0.0 20.6 0.4 0.0 0.0 1.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 3.1 0.0 0.0 0.0 0.0 0.0 0.8 1.8 0.0 0.0 6.9 0.1 Lane Grp Delay (d), s/veh 42.3 0.0 0.0 36.2 0.0 0.0 64.7 3.0 0.0 0.0 7.5 3.2 Lane Grp LOS D D E A A A Approach Vol, veh/h 137 1 1227 1866 Approach Delay, s/veh 42.3 36.2 4.4 7.5 Approach LOS D D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 13.9 13.9 6.0 77.0 0.0 71.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 5.0 68.0 4.0 67.0 Max Q Clear Time (g_c+I1), s 9.9 2.1 3.4 10.5 0.0 25.3 Green Ext Time (p_c), s 0.3 0.5 0.0 41.7 0.0 32.7 Intersection Summary HCM 2010 Ctrl Delay 7.8 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 2035 Total PM Peak 1: SH -82 & CR -154 12/5/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 4 11 +1' r* Volume (veh/h) 54 0 47 0 0 0 72 2187 2 0 1220 37 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 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 veh/h/In 190.0 186.3 190.0 190.0 186.3 190.0 186.3 186.3 190.0 186.3 186.3 186.3 Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Cap, veh/h 129 7 63 0 168 0 101 3043 3 2 2663 1132 Arrive On Green 0.09 0.00 0.09 0.00 0.00 0.00 0.06 0.82 0.82 0.00 0.71 0.71 Sat Flow, veh/h 728 80 699 0 1863 0 1774 3722 3 1774 3725 1583 Grp Volume(v), veh/h 110 0 0 0 0 0 78 1190 1190 0 1326 40 Grp Sat Flow(s),veh/h/In 1507 0 0 0 1863 0 1774 1863 1862 1774 1863 1583 Q Serve(g_s), s 5.5 0.0 0.0 0.0 0.0 0.0 3.8 28.0 28.0 0.0 13.7 0.6 Cycle Q Clear(g_c), s 6.2 0.0 0.0 0.0 0.0 0.0 3.8 28.0 28.0 0.0 13.7 0.6 Prop In Lane 0.54 0.46 0.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 200 0 0 0 168 0 101 1523 1522 2 2663 1132 V/C Ratio(X) 0.55 0.00 0.00 0.00 0.00 0.00 0.77 0.78 0.78 0.00 0.50 0.04 Avail Cap(c_a), veh/h 340 0 0 0 344 0 205 1523 1522 82 2663 1132 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 38.7 0.0 0.0 0.0 0.0 0.0 40.4 4.0 4.0 0.0 5.5 3.6 Incr Delay (d2), s/veh 2.4 0.0 0.0 0.0 0.0 0.0 11.9 4.1 4.1 0.0 0.7 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 2.4 0.0 0.0 0.0 0.0 0.0 1.9 6.0 6.0 0.0 4.1 0.2 Lane Grp Delay (d), s/veh 41.0 0.0 0.0 0.0 0.0 0.0 52.3 8.0 8.1 0.0 6.2 3.7 Lane Grp LOS D D A A A A Approach Vol, veh/h 110 0 2457 1366 Approach Delay, s/veh 41.0 0.0 9.5 6.1 Approach LOS D A A Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 11.8 11.8 8.9 74.9 0.0 66.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 10.0 68.0 4.0 62.0 Max Q Clear Time (g_c+I1), s 8.2 0.0 5.8 30.0 0.0 15.7 Green Ext Time (p_c), s 0.2 0.0 0.0 35.2 0.0 42.2 Intersection Summary HCM 2010 Ctrl Delay 9.2 HCM 2010 LOS A Notes 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2013 Existing AM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 47 3 0 27 1 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 51 3 0 29 1 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 54 0 82 53 Stage 1 - 53 - Stage 2 - 29 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1551 920 1014 Stage 1 - 970 - Stage 2 994 Time blocked -Platoon, % - Mov Capacity -1 Maneuver - 1551 920 1014 Mov Capacity -2 Maneuver - 920 - Stage 1 - - 970 Stage 2 - - 994 - Approach EB WB NB HCM Control Delay, s 0 0 8.9 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 920 - 1551 HCM Lane V/C Ratio 0.001 HCM Control Delay (s) 8.9 - 0 HCM Lane LOS A A HCM 95th %tile Q(veh) 0.004 - 0 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2013 Existing PM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 36 1 2 41 2 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 39 1 2 45 2 1 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 40 0 89 40 Stage 1 - 40 - Stage 2 - 49 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1570 912 1031 Stage 1 - 982 - Stage 2 973 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1570 911 1031 Mov Capacity -2 Maneuver - 911 - Stage 1 982 Stage 2 - 972 - Approach EB WB NB HCM Control Delay, s 0 0.3 8.8 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 948 - 1570 - HCM Lane V/C Ratio 0.003 - 0.001 HCM Control Delay (s) 8.8 - 7.296 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.01 0.004 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Background AM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 49 3 0 28 1 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 53 3 0 30 1 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 57 0 85 55 Stage 1 - - 55 - Stage 2 - 30 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1547 916 1012 Stage 1 - 968 - Stage 2 993 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1547 916 1012 Mov Capacity -2 Maneuver - - 916 - Stage 1 - - 968 Stage 2 - - 993 - Approach EB WB NB HCM Control Delay, s 0 0 8.9 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 916 - 1547 HCM Lane V/C Ratio 0.001 HCM Control Delay (s) 8.9 - 0 HCM Lane LOS A A HCM 95th %tile Q(veh) 0.004 - 0 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Background PM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 37 1 2 43 2 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 40 1 2 47 2 1 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 41 0 92 41 Stage 1 - - 41 - Stage 2 51 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1568 908 1030 Stage 1 - 981 - Stage 2 971 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1568 907 1030 Mov Capacity -2 Maneuver - 907 - Stage 1 - - 981 Stage 2 - - 970 - Approach EB WB NB HCM Control Delay, s 0 0.3 8.8 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 945 - 1568 - HCM Lane V/C Ratio 0.003 - 0.001 HCM Control Delay (s) 8.8 - 7.299 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.01 0.004 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Total AM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 2.4 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 50 1 5 28 5 21 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 54 1 5 30 5 23 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 55 0 96 55 Stage 1 - - 55 - Stage 2 41 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1550 903 1012 Stage 1 - 968 - Stage 2 981 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1550 900 1012 Mov Capacity -2 Maneuver - - 900 - Stage 1 - - 968 Stage 2 - - 978 - Approach EB WB NB HCM Control Delay, s 0 1.1 8.8 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 988 - 1550 - HCM Lane V/C Ratio 0.029 - 0.004 HCM Control Delay (s) 8.8 - 7.331 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.088 0.011 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Total PM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 2.5 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 43 6 26 43 3 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 47 7 28 47 3 15 Major/Minor Majorl Major2 Minors Conflicting Flow All 0 0 53 0 153 50 Stage 1 - 50 - Stage 2 103 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1553 839 1018 Stage 1 - 972 - Stage 2 921 Time blocked -Platoon, % - Mov Capacity -1 Maneuver - 1553 823 1018 Mov Capacity -2 Maneuver - 823 - Stage 1 972 Stage 2 - 904 - Approach EB WB NB HCM Control Delay, s 0 2.8 8.8 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 977 - 1553 - HCM Lane V/C Ratio 0.019 - 0.018 HCM Control Delay (s) 8.8 - 7.361 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.058 0.056 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2035 Background AM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 69 3 0 40 1 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 75 3 0 43 1 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 78 0 120 Stage 1 - - 77 Stage 2 43 Follow-up Headway - 2.218 - 3.518 Pot Capacity -1 Maneuver - 1520 876 Stage 1 - 946 Stage 2 979 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1520 876 Mov Capacity -2 Maneuver - 876 Stage 1 946 Stage 2 - 979 Approach EB WB NB 77 3.318 984 984 HCM Control Delay, s 0 0 9.1 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 876 - 1520 HCM Lane V/C Ratio 0.001 HCM Control Delay (s) 9.1 - 0 HCM Lane LOS A A HCM 95th %tile Q(veh) 0.004 - 0 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2035 Background PM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 53 1 2 60 2 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 58 1 2 65 2 1 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 59 0 128 58 Stage 1 - - 58 - Stage 2 70 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1545 866 1008 Stage 1 - 965 - Stage 2 953 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1545 865 1008 Mov Capacity -2 Maneuver - - 865 - Stage 1 - - 965 Stage 2 - - 952 - Approach EB WB NB HCM Control Delay, s 0 0.2 9 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 908 - 1545 - HCM Lane V/C Ratio 0.004 - 0.001 HCM Control Delay (s) 9 - 7.333 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.011 0.004 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2035 Total AM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 1.9 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h Conflicting Peds, #/hr 69 1 5 40 5 21 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None None Storage Length 0 Veh in Median Storage, # 0 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 75 1 5 43 5 23 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 76 0 130 76 Stage 1 - 76 Stage 2 54 Follow-up Headway - 2.218 - 3.518 Pot Capacity -1 Maneuver - 1523 864 Stage 1 - 947 Stage 2 969 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1523 861 Mov Capacity -2 Maneuver - 861 Stage 1 - - 947 Stage 2 - - 966 3.318 985 985 Approach EB WB NB HCM Control Delay, s 0 0.8 8.9 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 958 - 1523 HCM Lane V/C Ratio 0.029 - 0.004 HCM Control Delay (s) 8.9 - 7.372 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.091 - 0.011 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2035 Total PM Peak 2: Access & CR -154 12/5/2013 Intersection Intersection Delay, s/veh 2.1 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 53 6 26 60 3 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 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 58 7 28 65 3 15 Major/Minor Majorl Major2 Minors Conflicting Flow All 0 0 64 0 183 61 Stage 1 - 61 - Stage 2 122 Follow-up Headway - 2.218 - 3.518 3.318 Pot Capacity -1 Maneuver - 1538 806 1004 Stage 1 - 962 - Stage 2 903 Time blocked -Platoon, % Mov Capacity -1 Maneuver - 1538 791 1004 Mov Capacity -2 Maneuver - 791 - Stage 1 962 Stage 2 - 886 - Approach EB WB NB HCM Control Delay, s 0 2.2 8.8 HCM LOS A Minor Lane / Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 958 - 1538 - HCM Lane V/C Ratio 0.019 - 0.018 HCM Control Delay (s) 8.8 - 7.385 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.059 0.056 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined 12/5/2013 Baseline Synchro 8 Report Page 1 APPENDIX E Site Plan Kimley-Horn and Associates, Inc. 096337000 — Buffalo Valley Apartments OWNER/APPLICANT: PARTNERS III, LLC 353 Goose Lane Carbondale, CO 81823 ARCHITECT: Z—Group Architects, P.C. Seth Hmielowsld 411 East Main Street Aspen, CO 81611 Ph: 970.925.1632 ENGINEER: MOUNTAIN CROSS ENGINEERING, INC Chris Hale, PE 828 3k Grand Avenue Glenwood Springs, CO 81601 Ph: 970.945.5544 Fax: 970.945.5558 SURVEYOR: SurvCO Sam Phelps, PIS 826 3 Grand Avenue Glenwood Springs, CO 81601 Ph: 970.945.5948 Site 2.204± acres Existing Zoning: Commercial Limited 100 parking spaces (9 compact) Impervious areas=63,840 sq. ft.=1.47 ac. Asphalt, sidewalk, curb & gutter: 45,445 Building 1 roof area: 9,200 sq.ft. Building 2 roof area: 9,200 sq.ft. Impervious Coverage = 67% Sewer: existing ejector into "force main" served by City of Glenwood Springs. Proposed service to reconnect with another ejector. Water: existing connection to City of Glenwood Springs system. Proposed to reconnect. • • • • • • • MC. • • )„, "" 5 1 S r DATE 10/10/13 SCALE 1"=20' ENQNEER C. HALE DWG FILE BuffVal IeySite A8 554—OD1 SHEET 1