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Home My WebLink About1.17 Traffic Impact Study - SGMLake Springs Ranch Subdivision Preliminary Plan/PUD Amendment December 2025 Exhibit 17 | Traffic Impact Study LAKE SPRINGS RANCH TRAFFIC IMPACT STUDY GARFIELD COUNTY, COLORADO Prepared by DAN COKLEY, PE, PTOE LICENSE NO. 29799 10/5/23 SGM SGM 10.05.23 S SGM Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study ii TABLE OF CONTENTS Executive Summary 1 Introduction 2 2.1 Location 3 2.2 Project Description 3 Methodology and Assumptions 4 3.1 Intersection Capacity Analysis 6 Baseline Traffic Conditions (2023) 7 4.1 Existing Roadways and Intersections 7 4.2 Baseline Intersection Capacity Analysis 8 Background Traffic (2043) 9 5.1 Background Intersection Capacity Analysis 9 Total Traffic (2043) 11 6.1 Project Trip Generation, Directional Distribution, and Trip Assignment 11 6.2 Total 2043 Traffic Volumes 12 6.3 Total Intersection Capacity Analysis 12 6.4 State Highway Access Permit Evaluation 13 6.5 Project Access to CR 114 14 6.6 Road Impact Fee Calculation 15 6.7 Construction Phasing and Traffic 15 Conclusions and Proposed Mitigation Measures 15 7.1 Summary of Conclusions 15 7.2 Proposed Mitigation Measures 15 1.0 2.0 3.0 4 .0 5.0 6.0 7 .0 6 Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study iii LIST OF TABLES TABLE 1 – PROPOSED DEVELOPMENT LAND USE 4 TABLE 2 – DESIGN HOUR TRIP GENERATION RATE BY LAND USE 6 TABLE 3 – DESIGN HOUR DISTRIBUTION BY LAND U SE 6 TABLE 4 - LEVEL OF SERVICE (LOS) C RITERIA SIGNALIZED INTERSECTIONS 6 TABLE 5 - LEVEL OF SERVICE (LOS) C RITERIA U NSIGNALIZED INTERSECTIONS 7 TABLE 6 - BASELINE INTERSECTION OVERALL LOS AND MOE BY MOVEMENT SUMMARY 9 TABLE 7 - BACKGROUND INTERSECTION OVERALL LOS AND MOE BY MOVEMENT SUMMARY 10 TABLE 8 - PROJECT TRIP GENERATION 11 TABLE 9 - TOTAL INTERSECTION OVERALL LOS AND MOE BY MOVEMENT SUMMARY 13 TABLE 10 – PROJECT DHV AND AP DHV % 13 TABLE 11 – CR 114 ADT SUMMARY 14 LIST OF FIGURES FIGURE 1 – VICINITY MAP 3 FIGURE 2 – SITE PLAN 4 FIGURE 3 - SH 82 & CR 114 INTERSECTION 7 FIGURE 4 – PROJECT AM TRIP ASSIGNMENT 11 FIGURE 5 – PROJECT PM TRIP ASSIGNMENT 12 LIST OF APPENDICES APPENDIX A - ILLUSTRATIVE SITE PLAN APPENDIX B - TRAFFIC VOLUME FIGURES APPENDIX C - METHODOLOGY / ASSUMPTIONS (C ORRESPONDENCE WITH CDOT) APPENDIX D - SYNCHRO OUTPUT APPENDIX E - TRIP GENERATION, DISTRIBUTION, ASSIGNMENT WORKSHEET , CDOT ACCESS PERMIT EVALUATION APPENDIX F – TRAFFIC COUNTS AND FACTORED ADJUSTMENTS 6 Lake Springs Ranch – Level III Traffic Impact Study October 2023 1 Executive Summary SGM completed this Level III Traffic Impact Study to describe the traffic impacts and proposed mitigation for the proposed development of the Lake Springs Ranch Planned Unit Development (LSR) that will be located along County Road 114 (CR 114) in Spring Valley, south of Glenwood Springs. The approximately 115-acre site is located south and east of the intersection with County Road 115 near the existing Rivendell sod farm. The development is proposed to contain 92 units with 8 of those affordable housing units. This study was prepared in accordance with section 2.3(5) of the State Highway Access Code and consistent with the requirements of Sections 4-203L of the Garfield County Land Use Development Code 2013 and performs analysis to provide design parameters for a safe access with satisfactory operation for the development and continued acceptable operation of the existing CR 114. The projects access locations to CR 114 and CR 115 will operate efficiently as single lane approaches without the need for auxiliary turn lanes for ingress or egress to the project. The CR 114 roadway capacity is adequate for the 20-year design volumes calculated in this study. Based on comparison of existing traffic volumes to projected Lake Springs Ranch traffic volumes at the CR 114 leg of the SH 82 intersection, a State Highway Access Permit is not required since the increase in traffic is less than the 20% threshold in the State Highway Access Code. The County Road Impact Fee for Lake Springs Ranch is $238,844. 1.0 Lake Springs Ranch – Level III Traffic Impact Study October 2023 2 Introduction This study is prepared as a CDOT Level III Traffic Impact Study and in accordance with the criteria set forth in the Garfield County Land Use Development Code, Section 4-203 L and the State Highway Access Code (SHAC Section 2.3(5)) and provides an estimate for design hour traffic generation for the Lake Springs Ranch development in Garfield County, Colorado. The purpose of this traffic impact study is to document the existing traffic conditions in the vicinity of the site, provide the trip generation and trip distribution of the proposed development, project traffic volumes to the 20-year planning horizon (2043), and to analyze the proposed accesses, and operational impacts to CR 114 and its intersection with SH 82. This study will assess the operational measures of effectiveness (MOE’s) including Level of Service (LOS), Delay, and 95th percentile queue for the 2023 baseline, 2043 background, and 2043 total traffic scenarios and include the following analysis. • An evaluation of future traffic impacts caused by the proposed development on the existing roadway network. • Discussion of auxiliary lane warrants at the CR 114 access locations. • A determination of intersection and access improvements that would be necessary to mitigate the traffic impacts caused by the proposed Lake Springs Ranch development. • A calculation of the County’s road impact fee for the development. • A discussion of the probable construction phasing plan and associated traffic impacts during construction. Lake Springs Ranch PUD has received prior approvals from Garfield County in 2006 that allow up to 194 single-family lots and 16 multi-family units. During the intervening years since the current Preliminary Plan/PUD approvals were granted, the Applicant has recorded several conservation deeds that have resulted in 84 single-family lots and 8 multi-family lots. The project area is shown in Figure 1. 2.0 Lake Springs Ranch – Level III Traffic Impact Study October 2023 3 Figure 1 – Vicinity Map 2.1 Location The development parcel is located just north of Colorado Mountain College on the east side of CR 114. The development is approximately 3 miles east of the CR 114 and State Highway 82 intersection. The limits of the study include the intersections of State Highway 82 & CR 114, the frontage road intersection on the CR 114, and CR 154 and the project intersections. 2.2 Project Description The proposed Lake Springs Ranch development is shown in a Site Plan is provided in Figure 2, and in Appendix A. Based on the Site Plan from TGMC (September 2023), the proposed development of the Lake Springs Ranch will consist of residential lots comprised of the following land use summarized in Table 1. CR 114 Spring Valley Ranch CR 114 SH 82 Lake Springs Ranch CMC Access #317063 ELK SPRINGS Lake Springs Ranch – Level III Traffic Impact Study October 2023 4 TABLE 1 – P ROPOSED D EVELOPMENT LAND USE Land Use Number Units Free-Market (Single Family Detached) 84 Lots Affordable Housing (Multi-Family) 8 units Figure 2 – Site Plan Methodology and Assumptions This traffic analysis has been prepared in accordance with the Garfield County Land Use Development Code and Section 2.3(5) of the State Highway Access Code (Code). For this study, an existing condition and a 20-year buildout plan will be analyzed. The assumptions and methodology were discussed with CDOT and are documented in the December 16, 2016, memo attached as Appendix C and were reconfirmed in 2023. The SH 82 intersection with CR 114 and CR 114 and Frontage Road (Marand) two-way Stop Control intersections was performed using the Synchro 11 analysis package to estimate the capacity of the intersections. The MOE’s that are compared for this study include LOS, delay and 95th percentile queue length. The MOE’s will be reported for each analysis scenario to 3.0 Illustrative Site Plan Leg end D Si ngle-Family Residential (SFR) D Affordable Housi ng (AH) D Open Space (OS) D Ri<j\t-of-Way (ROW) I I Acres % Total To tal Acreage 203.73 100% SFR 94.45 46-4% AH 7.73 J _8% OS 77.87 38_2% ROW 23.68 11.6% Lots/Units # To tal 92 SFR Lots 84 AH Units a Density 2.21 AC/DU Lake Springs Ranch – Level III Traffic Impact Study October 2023 5 determine if the current intersections operate adequately. The queue length reported is based upon the average of ten 60-minute Simtraffic modeling runs. The traffic modeling output is contained in Appendix D. Baseline Traffic Traffic counts were collected in late January 2023. A turning movement count was collected at the SH 82/CMC intersection that showed the AM peak hour occurred between 7:30 and 8:30 AM and the PM peak hour occurred between 4:30 and 5:30 PM. Since the count was collected in January, a seasonal factor of 1.17 was applied to all peak hour turning movement volumes to account for higher traffic volumes that occur in July. The July volumes or “seasonally adjusted” volumes are the baseline inputs for the analysis. The existing seasonally adjusted peak hour turning movements are shown in the Appendix F. 24-hour volumes were collected on CR 114 about ¼ mile north of the intersection with SH 82. The volumes on CR 114 were about 2000 vpd as a mid-week average (Tue-Thu). Garfield County recorded a volume of 2135 in 2019, at the lower end of the road near the storage units during a summer season count. Intersection Peak hour factors (PHF), heavy vehicle percentages, directional distribution and other inputs are based upon the 2023 traffic data. The current CDOT cycle length is 170 seconds with 120 seconds provided to the southbound and northbound signal timing during peaks. Analysis Years Operational analysis of baseline traffic (2023), 20-year background traffic (2043), and 20- year total (background + project) traffic (2043) was performed. Seasonally adjusted baseline volumes were increased by the 20-year factors below to develop future background volumes for analysis of a future condition without Lake Springs Ranch. Baseline traffic volumes are factored to 2043 Background traffic volumes using the following 20-year factors. • CDOT Station #000214: 20-year factor of 1.20 – Applied to SH 82 Through Traffic • Garfield County’s Comprehensive Plan 2030: 0.88% per year (20-yr factor 1.19) – Applied to CR 114. Planned Land Development Spring Vally Ranch to the north is proposed to be a residential community with 502 single- family homes and 75 units of affordable housing. This development is not approved and not specifically included in this analysis; background growth is assumed to be covered by the 0.88% per year County grow rate. Development Land Use Rates and Distribution The development analysis of the Lake Springs ranch was completed using trip generation rates from the ITE Trip Generation Manual, 11th Edition. The land use type and units provided in Table 1 were input into the ITE web-based Trip Generation Manual in conjunction with the design hour distribution from the same source resulting in the design hour trip generation rates shown in Table 2. Land use categories of single-family detached (ITE 210) and low-rise multifamily housing (ITE 220) were used to determine the per hour rate. Lake Springs Ranch – Level III Traffic Impact Study October 2023 6 TABLE 2 – DESIGN HOUR TRIP GENERATION RATE BY LAND U SE The design hour distributions for the corresponding land uses are as shown in Table 3. The trip generation time period and calculation methods are also noted in the table. TABLE 3 – D ESIGN H OUR DISTRIBUTION BY LAND USE Trip Reductions Multi-modal Multi-modal trips could consist of walking, biking, car-pooling and transit options. The development site in Spring Valley is remote and does not provide a location that is convenient for all transportation modes. A multi-modal trip reduction factor was not applied for this project. This study will assess the operational measures of effectiveness (MOE’s) including Level of Service (LOS), Delay, and 95th percentile queue. The MOE analysis by movement provides an overview of all intersection approach and conflicting movements and provides a more realistic picture of operations by controlled movement or approach as experienced and perceived by users. The MOE’s also provide a valuable reference point for comparison of LOS, Delay, and Queue between scenarios. 3.1 Intersection Capacity Analysis AM and PM level of service estimates were prepared in accordance with the Highway Capacity Manual 6th Edition (Transportation Research Board, 2016). For signalized intersections, the HCM measures level of service in terms of seconds of delay per vehicle. This is also a measure of driver discomfort, fuel consumption, and lost travel time. The table below relates the LOS to seconds of delay per vehicle at a signalized intersection. TABLE 4 - L EVEL OF S ERVICE (LOS) CRITERIA SIGNALIZED INTERSECTIONS Level of Service Delay (seconds) A < 10.0 B 10.1 to 20 C 20.1 to 35 D 35.1 to 55 E 55.1 to 80 F > 80.0 Source: Highway Capacity Manual, 2016 For unsignalized intersections, the Highway Capacity Manual defines level of service and delay in terms of seconds of stopped delay per vehicle, which is based on the number of acceptable gaps in the conflicting traffic stream. In general, the traffic movements analyzed Design Hour Rates Number ITE Wee kday AM AM AM PM PM PM Land Use of Un it s Code Rate Rate Entering Exiti ng Rat e En t ering Exiti ng Single Family Detached 84 210 10.2 4 0 .76 0 .20 0.56 1.00 0 .63 0 .37 Multi-Family (Low-rise ) 8 220 6.74 0 .40 0 .09 0.3 1 0.51 0 .32 0.19 Land Use Basis of Time Period Used Weekday Design Hour Distribution IT E Code Rate Above AMIN AM OUT PM IN PM O UT Single Fam ily Detached 210 F itt ed Curve Peak Hou r adjacent Street 26 % 74 % 63 % 37 % Multi-Family (Low-rise ) 220 Ave rage Peak Hour adjacent Street 23 % 77 % 63 % 37 % I Lake Springs Ranch – Level III Traffic Impact Study October 2023 7 are those controlled by stop signs or yield signs, and the left turn movements from the uncontrolled major street. The following table represents the level of service criteria for unsignalized intersections: TABLE 5 - LEVEL OF SERVICE (LOS) CRITERIA UNSIGNALIZED I NTERSECTIONS Level of Service Delay (seconds) A < 10.0 B 10.1 to 15 C 15.1 to 25 D 25.1 to 35 E 35.1 to 50 F > 50.0 Source: Highway Capacity Manual, 2016 The “overall” intersection level of service at a signalized or an unsignalized intersection corresponds with the average delay experienced on the minor street approaches and the uncontrolled major street movements. The unconflicted major street through movements are considered to have no delay. Because most of the intersection movements are major street movements with no delay, the overall intersection results in a LOS with less delay than the minor street approaches and conflicting major street movements (left turns) experience. In general, CDOT and the County consider the overall intersection operation of LOS “D” or better acceptable during the peak hours. The goal is to also provide a similar LOS for each controlled intersection movement and/or approach. Baseline Traffic Conditions (2023) 4.1 Existing Roadways and Intersections The scope of the study area consists of the following roadways and intersections. • State Highway 82 is a four-lane median divided highway with a posted speed of 55 mph in the vicinity of the CR 114 intersection. Classified as an expressway (Category E-X) by the State Highway Access Category Assignment Schedule (SHACAS), SH 82 provides two 12’ travel lanes in each direction with acceleration and deceleration lanes required at intersections. Garfield County Road 154 is the minor leg at the CMC intersection that accesses southwest of SH 82. Figure 3 - SH 82 & CR 114 Intersection 4.0 Lake Springs Ranch – Level III Traffic Impact Study October 2023 8 • CR 114 is the primary two-lane roadway that connects the Roaring Fork Valley/Highway 82 corridor with Spring Valley, where the Colorado Mountain College campus and mostly limited residential development exist. The speed limit on CR 114 in the vicinity of the site is 35 mph. The roadway provides two 12’ travel lanes and 2’ gravel shoulders. The roadway is classified as a minor collector by Garfield County Roadway Standards. • North Frontage Road is a two-lane collector roadway that intersects CR 114 just north of SH 82 and provides frontage road access to Marand Road. • Marand Road, is a two-lane collector roadway that loops to and from the north frontage road, providing local access to numerous businesses. The intersections with the North Frontage Road and SH 82 are controlled by stop signs. 4.2 Baseline Intersection Capacity Analysis Using the baseline traffic volumes are shown in Appendix B, the capacity analysis was modeled in Synchro to estimate level of service and delay for each intersection. Table 6 shows the overall results of the capacity analysis for the existing intersections in the study area. The SH 82 & CR 114 / CR 154 intersection operates at an overall LOS F. The MOE’s; LOS, delay (seconds) and 95th percentile queue lengths (feet) by movement are also presented in Table 6 and provide a reference point of 2023 Baseline traffic conditions to understand the effect of growth unrelated to the proposed development provided in the 2043 Background traffic volumes. Several approaches operate at LOS D or lower, indicated by colored cells. Given the close proximity of the Frontage Rd / CR 114 intersection to SH 82, the 95th percentile queue results are a better indication of operation than LOS / Delay at that intersection. Lake Springs Ranch – Level III Traffic Impact Study October 2023 9 TABLE 6 - BASELINE INTERSECTION OVERALL LOS AND MOE BY MOVEMENT SUMMARY 1 – Delay expressed as average delay per vehicle in seconds/vehicle Queuing is reported for each approach movement at the study intersections to provide another indication of intersection performance. A queue length of 20 ft represents a single vehicle. Highlighted queue lengths indicate that the queue length exceeds the storage bay distance and is depicted in the MOE tables as shown below. *95th percentile queue exceeds storage bay distance Queue lengths regularly exceed the available storage distance on several of the approach movements during the 2023 Baseline condition. The queuing blocks adjacent intersections and driveways on CR 114 and CR 154, and overflows into SH 82 through traffic lanes during stop cycles where vehicles often need to wait for the next cycle to proceed through the intersection (SBL AM/PM, NBL PM). Background Traffic (2043) The baseline traffic volumes were used as a basis to develop the 20-year (2043) background traffic volumes. The 2023 Baseline volumes were adjusted with the 20-year growth factors discussed in Section 3.0. 5.1 Background Intersection Capacity Analysis Using the 2043 Background traffic volumes, the capacity analysis was modeled in Synchro to determine level of service and delay for the access. The background traffic volumes are provided in Appendix B. Table 7 shows the overall results of the capacity analysis for the existing intersections in the study area. The SH 82 & CR 114 / CR 154 intersection operates at an overall LOS F. Operational Result Summary Directional Approach SH 82 /CR 114 SBL AM PM SBT AM PM SBR AM PM NBL AM PM NBT AM PM NBR AM PM EBLT AM PM EBR AM PM WBLT AM PM WBR AM PM CR 114 / Frontage Rd SB AM PM NB AM PM EBLT AM PM EBR AM PM WB AM PM 5.0 Storage Distance 75 N/A N/A 220 Overall LOS E E 202 3 BASELINE TRAFFIC Overall ~ 61.7 7.4 LOS Qg!fil: .!illb...'&Q 231 195 C 22.7 5143 .................................................... . ........................... . B 13.4 209 A B C A 0.5 12.1 29.4 A 1.8 189 18 136 609 167 4360 26 >---2-2s __ ...,••·····································-·· 81 1371 381 so 450 275 so so 300 ...... ········································_[)··········· ... 52.5 .... 67 B D B B B C A A A A 19.7 54 8 10.4 10.3 12 .8 15 .3 0.5 0.9 A 0.3 A 0.1 69 56 59 28 28 298 363 892 825 10 11 7 9 1369 1859 Lake Springs Ranch – Level III Traffic Impact Study October 2023 10 TABLE 7 - BACKGROUND I NTERSECTION OVERALL LOS AND MOE BY MOVEMENT S UMMARY 1 – Delay expressed as average delay per vehicle in seconds/vehicle MOE analysis by movement is also presented in Table 7 and provides an overview of intersection approaches for the 2043 Background traffic conditions for comparison to the 2023 Baseline traffic conditions to understand the effect of background traffic volumes. SH 82 intersection movements see an increase in delay, most significantly in the CR 114 (EB) and CR 154 (WB) approaches. The SH 82 NB PM through movement drops from LOS C in 2023 to LOS E in 2043. While the SB AM through movement drops from LOS C in 2023 to LOS D in 2043. The approach movement queue lengths generally increase from baseline to background volumes. Most significantly, the CR 114 EB approach increases 35% in both the AM and PM hours, driven by increased traffic based on the County’s and CDOT growth factors while maintaining the existing traffic signal timing that favors the mainline SH 82 flow. Operational Result Summary 2023 BASELINE TRAFFIC 204 3 BACKGROUND TRAF FIC Storage Overall Overall Overall Overall Directional Approach Distance LOS ~ LOS ~ 95th % Q LOS ~ LOS ~ 95th % Q SH 82/CR 114 SBL AM E 61 .7 233 75 PM E 57.4 242 SB T AM N/A 5480 PM B 13.4 209 B 14 .9 339 SBR AM A 0.5 189 A 1.1 196 PM 170 A 0.7 18 A 1.2 22 NBL AM ::-136 :::-161 390 ............ PM 609 582 NBT AM N/A B 12 .1 167 B 13 .7 190 PM C 29.4 4360 ...... != .~ ....... J 0 .1 . 6485 NBR AM A 0 26 A 0.1 26 PM 220 A 1.8 81 A 2.7 120 EBLT AM 225 ··- 1371 1812 PM 381 677 EBR AM D 52 .5 67 67 25 ··········································-------·-PM A 6 69 A 9.4 69 WBL T AM -56 ............. -49 so PM 59 57 WB R AM so B 19.7 28 C 28.9 25 PM D 54.8 28 29 CR 1 14 / Frontage Rd SB AM A 1.7 B 10.4 298 A 2 B 11.2 366 450 PM A 3 B 10.3 363 A 3.7 B 10.8 447 NB AM 275 B 12 .8 892 B 14 881 PM C 15.3 825 C 18.9 780 EBLT AM A 0.5 10 A 0.5 10 so PM A 0.9 11 A 0.9 14 EBR AM A 7 A 7 so PM A 9 A 9 WB AM A 0.3 1369 A 0.3 1867 PM 300 A 0.1 1859 A 0.2 1783 Lake Springs Ranch – Level III Traffic Impact Study October 2023 11 Total Traffic (2043) 6.1 Project Trip Generation, Directional Distribution, and Trip Assignment ITE’s Trip Generation Manual (11th Edition) was used to provide trip generation rates and directional distribution for the proposed development as described in 3.0 Methodology. The resulting trip generation design hour volumes are shown in Table 8. TABLE 8 - PROJECT T RIP GENERATION Glenwood Springs is the economic and population center of the valley, along with the upvalley corridor to lesser extent. The directional distribution for the project is based on existing traffic patterns at the CR 114 intersection. The trip distribution used for the analysis is shown below. It is assumed that 95% of the LSR traffic will use CR 114 to access SH 82. • North (Glenwood Springs) – 70% • South (Upvalley) – 20% • West (CR 154) – 10% Applying those directional distribution percentages results in the design hourly trip assignment shown in Figure 3 and 4 below. Figure 4 – Project AM Trip Assignment 6.0 Weekday Design Hou r Traffic Number W eekda y AM AM PM PM Land Use of U nits Traffic IN O UT IN O UT Sin gle Family Detac hed 84 860 17 47 53 31 Mu lti-Fa mily (Low-ri se ) 8 54 1 2 3 2 914 18 49 56 33 Lake Springs Ranch – Level III Traffic Impact Study October 2023 12 Figure 5 – Project PM Trip Assignment A full calculation of directional distribution and trip assignment is provided in the Appendix E. 6.2 Total 2043 Traffic Volumes The 2043 Total traffic volumes are the sum of the 2043 Background traffic volumes plus the proposed site-generated access volumes. Total traffic volumes are shown in Appendix B. 6.3 Total Intersection Capacity Analysis Table 9 shows the overall results of the capacity analysis for the study intersections. MOE analysis is also presented in Table 9 and provides an overview of intersection approaches for 2043 Total traffic conditions to understand the effect of project traffic volumes in addition to the 2043 Background traffic. With the addition of project buildout traffic volumes, the change in SH 82 intersection MOE’s are generally minimal in terms of delay. The exception is the Southbound approach which sees a significant increase in left turn movements (115 to 161) and a resulting increase in delay of over 50% in the PM design hour. The LOS for the SB Left is F in 2023 and remains at LOS F with 2043 LSR buildout volumes. Lake Springs Ranch – Level III Traffic Impact Study October 2023 13 TABLE 9 - T OTAL I NTERSECTION OVERALL LOS AND MOE BY MOVEMENT SUMMARY 1 – Delay expressed as average delay per vehicle in seconds/vehicle Overall, the approach movement queue lengths are generally similar to 2043 background conditions. 6.4 State Highway Access Permit Evaluation Based on the SHAC, an access permit is required when a change of greater than 20% occurs when accessing a state highway. Because there is not an existing permit for CR 114 and SH 82, CDOT has directed to use the existing traffic volumes to determine the percentage. Buildout of Lake Springs Ranch, the SH 82 / CR 114 intersection will see a 15% increase in PM peak hour traffic volumes on the CR 114 approach, when compared to existing traffic volumes on this leg, see Table 10 below. In the AM peak hour, the buildout of the Lake Springs Ranch site increases the traffic volume on the CMC approach by 13%. Based on the current development plan, this project will not require an access permit with CDOT. TABLE 10 – PROJECT DHV AND AP DHV % Operational Result Summary Directional Approach SH82 /CR114 SBL AM PM 75 SBT AM PM N/A SBR AM PM NBL AM PM NBT AM PM NBR AM PM EBLT AM PM EBR AM PM WBLT AM PM WBR AM 50 PM CR 114 / Frontage Rd SB AM PM 450 NB AM 275 PM EBLT AM PM 50 EB R AM PM 50 WB AM PM 300 2043 BACKGROUND TRAFFIC 2043 TOTAL TRAFFIC Overall Overall Overall Overall LOS ~ LOS LOS ~ LOS A A A 1.1 C 28 .9 2 B 11 .2 196 22 161 582 190 6485 26 120 1812 677 67 A B E A A 1.1 13.7 70 .1 0.1 3.4 69 A 9.4 :~.•.·······················-···· 25 29 D 45.9 B 12 3.7 B 10.8 366 447 A A 2 3.7 B 11.2 AM PM B 14 C 18.9 A 0.5 A 0.9 A A A 0.3 A 0.2 ............................ 881 780 10 14 7 9 1867 1783 COOT Access Permit Evaluation Project 2023 DHV 505 542 DHV % Increase 64 13% 84 15% B C A A A A A A . ...................... . 16.3 23 .7 0.5 0.9 0.3 0.2 164 22 164 600 199 6422 27 148 1919 688 68 69 56 60 27 29 324 415 882 796 9 17 9 11 1861 1778 Lake Springs Ranch – Level III Traffic Impact Study October 2023 14 6.5 Project Access to CR 114 There are four proposed access points to the site shown on Figure 2. Lake Springs Ranch Drive is a looped roadway connecting to CR 114 on its north and south ends and winds through the development accessing 85% of the lots. High Alpine Drive accesses onto CR 115 and serves approximately 15% of the lots, 95% of that traffic uses CR 114 to access SH 82. The multi-family affordable housing units are planned to be located off the eastern leg of Lake Springs Drive, in the southern part of the site. The Lake Springs Ranch access intersections with CR 114 will all operate at LOS A with little or no delay, < 10 seconds. Assuming a commuter travel distribution, all intersections will see heavier outbound left turning AM and inbound right turning PM traffic volumes. The primary Lake Springs Ranch Drive intersection is estimated to carry 50% of the volume. At LSR Drive, the AM outbound and PM inbound volumes are 24 and 28 vph, respectively. CR 114 would be classified as an NR-C roadway by the CDOT Sate Highway Access Code (SHAC). As such, the volume threshold for auxiliary turn lanes is > 25 vph for left turns and > 50 vph for right turns. Based upon the volumes above a right turn lane threshold is not met, while the left turning threshold is met for left turns out of the LSR development. Because of the heavy south distribution and resulting lack of right turning (northerly) traffic heading toward CR 115 (5%), a one lane approach is adequate to serve the primary access as well as all other LSR accesses. County driveway permits will be required for all proposed access points that will be located at easements established in the site plan. The sight distance along CR 114 for vehicles entering the roadway is adequate because of the site’s topography and existing conditions along the roadway. As stated in the State Highway Access Code, the required sight distance for Single Unit Trucks over 10,000 lb GVM along a 35-mph two-lane roadway is 455’. This distance is factored by 1.35 to account for the 5-7% downgrade on CR 114 for westbound traffic in the steepest sections (615’). Vehicles preparing to turn onto CR 114 from any site access point will be required to have over 455’ of clear sight lines to the west and over 615’ to the east along CR 114 to make safe turning maneuvers from the site. For vehicles along CR 114, the required sight distance is less than that required for vehicles entering the roadway, so sight distance should be sufficient for all traffic ingress and egress movements. Confirmation of sight distances should be done during preliminary design of these access points. Design of internal roads and redesign of county roads shall be in accordance with the approved Garfield County resolution 2016-35. The Average Daily Traffic (ADT) for CR 114 was counted as 2000 vpd in January 2023. Conservatively using a seasonal factor of 1.17, the results in 2340 ADT. Providing for the 20- year background traffic growth results in 2785 ADT. In the Garfield County’s Capital Improvement Program Volume II, CR 114 has a design capacity of 6,850 vehicles per day (for its entire length), so the existing volumes are well below the County’s stated design capacity. TABLE 11 – CR 114 ADT SUMMARY ADT CR 114 Average Daily Traffic 20 19 2023 SGM 2043 2043 Total (factored) Background County 2 ,135 2 ,340 2 ,785 3,699 Lake Springs Ranch – Level III Traffic Impact Study October 2023 15 6.6 Road Impact Fee Calculation Using the updated Garfield County Road Impact Fees (2017), the road impact fees were calculated for Lake Springs Ranch PUD using a few assumptions for unit sizes. The County’s impact fee ranges from $726 to $2,703 per residential unit depending on the size of units. Using 8 units at $1,474 (901 – 1,400 sf) and 84 units at $2,703 (2,401 sf and greater), the road impact fee for Lake Springs Ranch is $238,844. The road impact fee is typically collected at final plat (first half) and upon building permit (final half) in a phased development. 6.7 Construction Phasing and Traffic The current phasing plan consists of a series of phases called “blocks”. No temporary access points will be created for this project. The construction and phasing plan allows for most work to be completed outside the right-of-way of the adjacent County roads until final connections are needed. However, LSR will be reconstructing the portion of CR 114 through the site to the standard set forth in the development agreement for the Spring Valley Ranch PUD. This work will be completed in conjunction with successive phases, working up CR 114 to the CR 115 intersection. Staging and storage of vehicles and materials will be on the Lake Springs Ranch property and out of all County rights-of-way. The site grading plan is balanced so there will be little importing or exporting of excavation materials. At this point in the planning process, construction traffic impacts can only be speculated. In general, traffic generated by a residential site is typically greater at buildout than at any time during the construction of the residential site. Although there will be some initial mobilizations of heavy equipment and heavy daily loads for base, paving and concrete construction, the contractor will be encouraged to carpool workers to and from the site to minimize day-to-day construction traffic. Conclusions and Proposed Mitigation Measures 7.1 Summary of Conclusions • The existing SH 82 and CR 114 / CR 154 intersection and adjacent Frontage Road intersection on CR 114 operate poorly in the existing and future conditions. • The proposed LSR accesses to CR 114 and 115 operate at an acceptable LOS in the total traffic scenario and without the need for auxiliary lanes. • CR 114 has adequate capacity to convey the 2043 Total traffic. • road impact fee for Lake Springs Ranch is $238,844. • A CDOT access permit is not required. 7.2 Proposed Mitigation Measures • CR 114 Reconstruction through the LSR property 7.0 Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study Appendix A Appendix A - Illustrative Site Plan 6 Illustrative Site Plan Legend D Single-Family Residential (SFR) D Affordable Housing (AH) D Open Space (OS) D Right-of-Way (ROW) ) Date: May 18, 2023 Prepared by: l·I TGMC, lie 402 Park Drive Glenwood Springs, CO 61601 Ph: 970-618-6097 tim @tgmalloy.com 0 400 CR 115 __,- Land Use Acres % Total Total Acreage 203.73 100% \ SFR 94.45 46.4% AH 7.73 3.8% OS 77.87 38 .2% / ~ ROW 23.68 11 .6% I Lots/Units # Total 92 SFR Lots 84 AH Units 8 Density 2.21 AC/DU LAKE SPRINGS RANCH Preliminary Plan Amendment Application Applicant: 800 ft Longhorn Opportunity Fund ■ 4930 South Congress Ave, Suite 303C , , . Austin, TX 787 45 Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study Appendix B Appendix B - Traffic Volume Figures 6 Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study Appendix C Appendix C - Methodology / Assumptions (Correspondence with CDOT) 6 Page 1 Lake Springs Ranch, Garfield County Access Permit Application Level III TIS Assumptions MEMORANDUM TO: Dan Roussin, CDOT Region 3 Access Manager FROM: Lee Barger, SGM, Inc. CC: Dan Cokley, SGM, Inc. DATE: December 16, 2016 RE: Lake Springs Ranch, Garfield County Proposed Level III Traffic Impact Study Assumptions The Lake Springs Ranch (LSR) project is seeking approval of Filing 2 of their development plan. Garfield County requires an access permit for the CR 114 approach to SH 82 be obtained from CDOT to proceed with Filing 2 approvals. This memorandum documents the assumptions that SGM will use in the Level III traffic impact study (TIS), and they are based on discussions we’ve had with CDOT in years past for this project. The goal of the traffic study will be to analyze the proposed site’s impact on the intersection at SH 82 and develop a plan of long-term, feasible upgrades to improve operations and safety at this intersection and adjacent frontage road intersections. The intersections of the site access points to the county road system will also be evaluated for safety. Study Intersections This Level 3 TIS will provide an operational analysis at the intersection of CR 154 (Old Hwy 82)/CR 114 (Spring Valley Road) and State Highway 82 (E-X Expressway). Acceleration and deceleration lanes exist on all legs of the mainline at this signalized intersection. Many of the lanes are not adequately sized to meet current standard and demand. The appropriate length for all turn lanes will be determined based on future build-out traffic conditions and the State Highway Access Code requirements. The intersection of CR 114 and the Frontage Road will be counted and analyzed in the traffic model. The intersection of Marand Avenue and SH 82 is not included in this analysis, as this is not a typical route for site traffic access except under severely congested conditions caused by weather, an accident, or other extraordinary factor. All intersection operations will be modeled using Synchro/SimTraffic, Version 8.0. Baseline Traffic SGM will collect peak hour volumes at the SH 82/CR 114 intersection. Counts were collected from 8-10 AM on Thursday December 8 and from 4:45-6:30 PM on Wednesday December 7. Pedestrian counts and bicycle counts were also collected during the peak hour. Counts collected in December will be factored by a seasonal peaking factor of 1.19 for all peak hour turning movements, consistent with seasonal peaking factor collected at Station #000214 (SE/of Blake Avenue S. Glenwood). S SGM Page 2 Lake Springs Ranch, Garfield County Access Permit Application Level III TIS Assumptions Analysis Years and Total Traffic Operational analysis of Baseline traffic (2016) and 20-year (2036) Background and Total traffic scenarios will be conducted. All seasonally factored baseline traffic volumes at the SH 82 intersection will be factored by CDOT’s 20-year factor provided on the OTIS website for this section of SH 82 (Station #000214: 20-year factor of 1.26, with 3.7% trucks, and 25,000 ADT 2015). The AM peak hour factor (PHF) established during the counts was 0.86 and the AM truck percentage was found to be 5%, while the PM PHF established during the counts was 0.96 and the PM truck percentage was found to be 3%. These will be used as inputs for the traffic models. LSR’s estimated traffic demand to/from SH 82 will be subtracted from the factored mainline through volumes based on the morning and afternoon mainline traffic distributions to establish 20-year Background traffic conditions. The AM Eastbound/Westbound distribution is 67%/33%, and reveres in the PM with a 33%/67% EB/WB distribution, based on counts collected in December. The 20-year Total traffic scenarios will include full buildout of LSR traffic. Total traffic volumes at the intersection for 2036 will equate to the 1.26 growth rate that is established for this section of SH 82. Specific Development Growth & Land Use Rates Full buildout of Lake Springs Ranch includes 117 single-family homes and 12 townhome/ condominium units. Land Use Code #210, Single-family Detached Housing and Land Use Code #230, Condominium/Townhome will be used to generate site traffic. The higher of the ITE “Average Rate” or “Fitted Curve Equation” methods for traffic generation will be used to estimate site traffic demand for conservative purposes. No Opening Day scenario will be modeled; only 20-year Background and Total traffic scenarios will be analyzed. SH 82 Project Traffic Distribution The directional distribution of site traffic is based on the counts collected December 7 and 8, 2016. The counts showed in the AM peak, traffic turning onto the highway from CR 114 is distributed: • 45% westbound to SH 82 downvalley, • 15% southbound to CR 154, and • 40% eastbound to SH 82 upvalley. Traffic turning from SH 82 onto CR 114 during the AM peak is distributed: • 78% from the west on SH 82, • 10% from the south on CR 154, and • 12% from the east on SH 82. The counts showed in the PM peak, traffic turning onto the highway from CR 114 is distributed: • 67% westbound to SH 82 downvalley, • 12% southbound to CR 154, and • 21% eastbound to SH 82 upvalley. Traffic turning from the highway onto CR 114 during the PM peak is distributed: • 65% from the west on SH 82, • 16% from the south on CR 154, and • 19% from the east on SH 82. S SGM Page 3 Lake Springs Ranch, Garfield County Access Permit Application Level III TIS Assumptions These existing traffic distributions will be applied to the site traffic generation totals to assign site traffic to the roadway network. For conservative purposes, no transit, internal, pass-by or other reductions will be made to site generated traffic. Future traffic estimates assume all site traffic is anticipated to access the state highway, although some peak hour site traffic could potentially originate or be destined for the CMC campus or other business and commercial generators north or east of SH 82. Access Permit Application Lake Springs Ranch will file a single state highway access permit application for this project for the CR 114 approach to SH 82. Other Concerns Signal timing – signal timing has flexibility; current cycles are 160 seconds in the AM peak and 110 seconds in the PM peak on Grand Avenue in Glenwood Springs. The study will optimize cycle lengths and splits for proposed timing plans. Frontage Road intersection will be analyzed in the model, although this intersection will likely be blocked by southbound queues during most peak hours, as existing observations noted during the traffic counts. SGM will collect the 5-year accident summary from CDOT to investigate the accident history of this intersection, which may influence the improvements that would best mitigate future traffic demand. Schedule The report and permit application will be submitted in January 2017. SGM will distribute the traffic counts to CDOT for discussion of directional distribution assumptions once counts are available. No time period for construction has been set. These assumptions, once approved by CDOT, will become the basis for the traffic impact study. S SGM CDOT MaxTime Timing Shee 082A_006.66@CMC_Rd Administration Unit Information Controller ID 16 Main St. SH82 Side St. CMC Rd Adapter IP Address Subnet Mask Default Gateway ARP DHCP 1 Disable 2 Disable Serial Ports: Port Description Function Address Baud Bits Stop Parity Flow CTS RTS 1 Port 2/C21S None 1 9600 8 1 None None 0 0 2 Aux_P3/C22S None 1 9600 8 1 None None 0 0 3 SDLC Port 1 None 1 9600 8 1 None None 0 0 4 Com A/C50S None 1 9600 8 1 None None 0 0 5 FIO None 1 9600 8 1 None None 0 0 6 DISPLAY/C60M None 1 9600 8 1 None None 0 0 7 SP7 None 1 9600 8 1 None None 0 0 8 SP8/Com B None 1 9600 8 1 None None 0 0 Unit Parameters Startup Flash 0 Auto Ped Clr Enable Red Revert 2.0 Backup Time 600 Ext Mode All Red Exit 6 Grn Flash Freq. 60 Yel Flash Freq. 60 MCE Enable Enable Free Seq. 1 MCE Seq. 1 Start Yellow 0.0 Start Red 0.0 Start Clear Hold 6 Phase Parameters Phases 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Walk Time 0 7 0 7 0 7 0 7 0 0 0 0 0 0 Clear Time 0 20 0 26 0 12 0 22 0 0 0 0 0 0 Don't Walk 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Min Green 5 20 0 7 5 20 0 7 0 0 1 1 1 1 Min Green 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Passage 2.5 6.0 0.0 3.5 2.5 6.0 0.0 3.5 0.0 0.0 0.0 0.0 0.0 0.0 Max-1 15 120 0 20 15 120 0 20 0 0 0 0 0 0 Max-2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Max-3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Yel Change 5.5 6.0 0.0 3.5 5.5 6.0 0.0 3.5 0.0 0.0 3.0 3.0 3.0 3.0 Red Clear 3.0 2.0 0.0 3.0 3.0 2.0 0.0 3.5 0.0 0.0 0.0 0.0 0.0 0.0 Add Red Clear 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Red Revert 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Added Initial 0.0 2.4 0.0 0.0 0.0 2.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Max Initial 0.0 2.4 0.0 0.0 0.0 2.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time B4 Reduce 0 50 0 0 0 50 0 0 0 0 0 0 0 0 Cars B4 Reduce 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Time To Reduce 0 50 0 0 0 50 0 0 0 0 0 0 0 0 Reduce By 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Min Gap 0.0 2.4 0.0 0.0 0.0 2.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Dyn Max Limit 30 0 0 30 30 0 0 30 0 0 0 0 0 0 Dyn Max Step 2.0 0.0 0.0 1.5 1.5 0.0 0.0 1.5 0.0 0.0 0.0 0.0 0.0 0.0 Advance Walk 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Delay Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Alt Walk 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Alt Ped Clr Pre Green 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pre Clearance 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Phase Options Phases 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Enable X X X X X X Auto Flash Ent.X X Auto Flash Exit Cross Black_White.jpg 35 35 I I I I I .______ -11111111111111 I I I 111111111111111 I I I X X Non Actuated I Non Actuated II Non Lock Mem X X X X X X X X Min Veh Recall X X Max Veh Recall Ped Recall Soft Veh Recall Dual Entry X X Sim Gap Dis Guaranteed Pass Act Rest Walk Cond Service Add Initial Additional Phase Options Phases 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Ped Clr During Yel Ped Clr During Red Cond Reservice Yel Min Override No Startup Call Adv. Warn Flasher No Ped Str Up Call Ped Clr OVTG Flash Exit Call Flash Exit Ped Call MinGreen2 MaxGreen2 MaxGreen3 Ped2 Ped Clear Pre Clear Ped NA+ Mode Red Rest Serve Evy Oth Even Serve Evy Oth Odd Phase Configuration Ph. Startup Ring Concurrent No Served PhasesStartup Min Description 1 Phase Not On 1 5,6 0 WBLT 2 Green No Walk 1 5,6 0 EBT 3 Phase Not On 0 0 NBLT 4 Phase Not On 1 8 0 SBT 5 Phase Not On 2 1,2 0 EBLT 6 Green No Walk 2 1,2 0 WBT 7 Phase Not On 0 0 SBLT 8 Phase Not On 2 4 0 NBT 9 None 0 0 10 None 0 0 11 None 0 0 12 None 0 0 13 None 0 0 14 None 0 0 Sequence Configuration Sequence 1 Sequence 2 Sequence 3 Sequence 4 Ring Phases Ring Phases Ring Phases Ring Phases 1 1,2,a,4,b 1 2,1,a,3,4,b 1 1,2,a,4,3,b 1 2,1,a,4,3,b 2 5,6,a,8,b 2 5,6,a,7,8,b 2 5,6,a,7,8,b 2 5,6,a,7,8,b 3 3 3 3 4 4 4 4 5 5 5 5 6 6 6 6 7 7 7 7 8 8 8 8 9 9 9 9 10 10 10 10 11 11 11 11 12 12 12 12 13 13 13 13 14 14 14 14 Vehicle Detection Parameters Call Call Additional Switch Queue No Max Erratic Failed Det. Phs Ovl Call Phase Phase Delay Extend Limit Activity Presence Counts Time Description 1 1 0 0 4.0 0.0 0 0 0 0 0 2 2 0 0 0.0 0.0 0 0 0 0 0 3 2 0 0 0.0 0.0 0 0 0 0 0 4 2 0 0 0.0 0.0 0 0 0 0 0 5 2 0 0 0.0 0.0 0 0 0 0 0 6 2 0 0 0.0 0.0 0 0 0 0 0 7 3 0 0 0.0 0.0 0 0 0 0 0 8 4 0 0 4.0 0.0 0 0 0 0 0 9 4 0 0 4.0 0.0 0 0 0 0 0 10 4 0 0 4.0 0.0 0 0 0 0 0 11 4 0 0 4.0 0.0 0 0 0 0 0 12 4 0 0 0.0 0.0 0 0 0 0 0 13 1 0 0 4.0 0.0 0 0 0 0 0 14 3 0 0 0.0 0.0 0 0 0 0 0 15 5 0 0 4.0 0.0 0 0 0 0 0 16 6 0 0 0.0 0.0 0 0 0 0 0 17 6 0 0 0.0 0.0 0 0 0 0 0 18 6 0 0 0.0 0.0 0 0 0 0 0 19 6 0 0 0.0 0.0 0 0 0 0 0 20 6 0 0 0.0 0.0 0 0 0 0 0 21 7 0 0 0.0 0.0 0 0 0 0 0 22 8 0 0 4.0 0.0 0 0 0 0 0 23 8 0 0 4.0 0.0 0 0 0 0 0 24 8 0 0 4.0 0.0 0 0 0 0 0 25 8 0 0 4.0 0.0 0 0 0 0 0 26 8 0 0 0.0 0.0 0 0 0 0 0 27 5 0 0 4.0 0.0 0 0 0 0 0 28 7 0 0 0.0 0.0 0 0 0 0 0 Vehicle Detection Options Detector 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Volume Detector Occupancy Yellow Lock Call Red Lock call Passage Queue Call Terminate Detector 21 22 23 24 25 26 27 28 Volume Detector Occupancy Yellow Lock Call Red Lock call Passage Queue Call Terminate Pedestrian Detectors Call Call No Max Det Phase Ovlp Act Presence Erratic Count 1 0 0 0 0 0 2 2 0 0 0 0 3 0 0 0 0 0 4 4 0 0 0 0 5 0 0 0 0 0 6 6 0 0 0 0 7 0 0 0 0 0 8 8 0 0 0 0 9 0 0 0 0 0 10 0 0 0 0 0 Overlaps Trail Trail Trail Walk Ped Walk Ped OLP Type Included Phases Modifier PhasesGRN YEL RED 1 Clr 1 2 Clr 2 Delay Flash Descriptions 1 Off 0 0.0 0.0 0 0 0 0 0.0 Off 2 Off 0 0.0 0.0 0 0 0 0 0.0 Off 3 Off 0 0.0 0.0 0 0 0 0 0.0 Off 4 Off 0 0.0 0.0 0 0 0 0 0.0 Off 5 Off 0 0.0 0.0 0 0 0 0 0.0 Off 6 Off 0 0.0 0.0 0 0 0 0 0.0 Off 7 Off 0 0.0 0.0 0 0 0 0 0.0 Off 8 Off 0 0.0 0.0 0 0 0 0 0.0 Off 9 Off 0 0.0 0.0 0 0 0 0 0.0 Off 10 Off 0 0.0 0.0 0 0 0 0 0.0 Off Coordination Parameters Operational Mode Correction Mode Maximum Mode Force Mode Automatic Shortway (Auto) Per Pattern Per Pattern Patterns Phs Det Ped Patt. Cycle Offset 1 Offset 2 Offset 2 Split Sequence Ref. Color Max Mode Pln Pln Pln 1 0 0 0 0 0 0 Yel Inh 1 1 1 2 0 0 0 0 0 0 Yel Inh 1 1 1 3 0 0 0 0 0 0 Yel Inh 1 1 1 4 0 0 0 0 0 0 Yel Inh 1 1 1 5 0 0 0 0 0 0 Yel Inh 1 1 1 6 0 0 0 0 0 0 Yel Inh 1 1 1 7 0 0 0 0 0 0 Yel Inh 1 1 1 8 0 0 0 0 0 0 Yel Inh 1 1 1 9 0 0 0 0 0 0 Yel Inh 1 1 1 10 0 0 0 0 0 0 Yel Inh 1 1 1 11 0 0 0 0 0 0 Yel Inh 1 1 1 12 0 0 0 0 0 0 Yel Inh 1 1 1 13 0 0 0 0 0 0 Yel Inh 1 1 1 14 0 0 0 0 0 0 Yel Inh 1 1 1 15 0 0 0 0 0 0 Yel Inh 1 1 1 16 0 0 0 0 0 0 Yel Inh 1 1 1 17 0 0 0 0 0 0 Yel Inh 1 1 1 18 0 0 0 0 0 0 Yel Inh 1 1 1 19 0 0 0 0 0 0 Yel Inh 1 1 1 20 0 0 0 0 20 1 Yel Max1 1 1 1 Split Parameters Split 1 Coord Ref Split 2 Coord Ref PH. Time PH PH Mode PH. Time PH PH Mode 1 0 None 1 0 None 2 0 X X Min Rcl 2 0 X X Min Rcl 3 0 None 3 0 None 4 0 None 4 0 None 5 0 None 5 0 None 6 0 X X Min Rcl 6 0 X X Min Rcl 7 0 None 7 0 None ~ - 8 0 None 8 0 None 9 0 None 9 0 None 10 0 None 10 0 None 11 0 None 11 0 None 12 0 None 12 0 None 13 0 None 13 0 None 14 0 None 14 0 None Split 3 Coord Ref Split 4 Coord Ref PH. Time PH PH Mode PH. Time PH PH Mode 1 0 None 1 0 None 2 0 X X Min Rcl 2 0 X X Min Rcl 3 0 None 3 0 None 4 0 None 4 0 None 5 0 None 5 0 None 6 0 X X Min Rcl 6 0 X X Min Rcl 7 0 None 7 0 None 8 0 None 8 0 None 9 0 None 9 0 None 10 0 None 10 0 None 11 0 None 11 0 None 12 0 None 12 0 None 13 0 None 13 0 None 14 0 None 14 0 None Split 5 Coord Ref Split 6 Coord Ref PH. Time PH PH Mode PH. Time PH PH Mode 1 0 None 1 0 None 2 0 None 2 0 None 3 0 None 3 0 None 4 0 None 4 0 None 5 0 None 5 0 None 6 0 None 6 0 None 7 0 None 7 0 None 8 0 None 8 0 None 9 0 None 9 0 None 10 0 None 10 0 None 11 0 None 11 0 None 12 0 None 12 0 None 13 0 None 13 0 None 14 0 None 14 0 None Ring 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Offset Day Plan 1 Month of Year Days of Week Days of Month J F M A M J S M T W T F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 X X X X X X X X X X X X X X X X X X X X X X X X X X X X X J A S O N D 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 X X X X X X X X X X X X X X X X X X X X X Day Plan 2 Month of Year Days of Week Days of Month J F M A M J S M T W T F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 X X X X X X X X X X X X X X X X X X X X X X X X J A S O N D 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 X X X X X X X X X X X X X X X X X X X X X Day Plan 3 Month of Year Days of Week Days of Month J F M A M J S M T W T F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 J A S O N D 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 I I I I I I I I I I I I I I I I I I i I I I I I I I I I I I I i I I I I I I I I I I I I 1111m 1111 1 1 1 1 1 11 1 1 1 1 1 1 1 1 1 1 1 1 Day Plan 4 Month of Year Days of Week Days of Month J F M A M J S M T W T F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 J A S O N D 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Day Plan 1 Day Plan 2 Day Plan 3 Day Plan 4 Event Hour Min. Act Event Hour Min. Act Event Hour Min. Act Event Hour Min. Act 1 0 0 20 1 0 0 1 0 0 1 0 0 2 0 0 2 0 0 2 0 0 2 0 0 3 0 0 3 0 0 3 0 0 3 0 0 4 0 0 4 0 0 4 0 0 4 0 0 5 0 0 5 0 0 5 0 0 5 0 0 6 0 0 6 0 0 6 0 0 6 0 0 7 0 0 7 0 0 7 0 0 7 0 0 8 0 0 8 0 0 8 0 0 8 0 0 9 0 0 9 0 0 9 0 0 9 0 0 10 0 0 10 0 0 10 0 0 10 0 0 Actions Aux. Special Functions Actions Aux. Special Functions Act Pattern 1 2 3 1 2 3 4 5 6 7 8 Act Pattern 1 2 3 1 2 3 4 5 6 7 8 1 Pattern 1 11 Pattern 11 2 Pattern 2 12 Pattern 12 3 Pattern 3 13 Pattern 13 4 Pattern 4 14 Pattern 14 5 Pattern 5 15 Pattern 15 6 Pattern 6 16 Pattern 16 7 Pattern 7 17 Pattern 17 8 Pattern 8 18 Pattern 18 9 Pattern 9 19 Pattern 19 10 Pattern 10 20 Pattern 20 Preemption Parameters Preemption Parameters Preempt 1 2 3 4 5 6 7 8 Preempt 1 2 3 4 5 6 7 8 Link 0 0 0 0 0 0 0 0 Track Yellow 25.5 25.5 25.5 25.5 25.5 25.5 25.5 25.5 Delay 0 0 0 0 0 0 0 0 Track Red Clear25.5 25.5 25.5 25.5 25.5 25.5 25.5 25.5 Min Duration 0 0 0 0 0 0 0 0 Exit Red 25.5 25.5 25.5 25.5 25.5 25.5 25.5 25.5 Min Green 0 0 0 0 0 0 0 0 Exit Ped Clear 255 255 255 255 255 255 255 255 Min Walk 0 0 0 0 0 0 0 0 Exit Yellow 25.5 25.5 25.5 25.5 25.5 25.5 25.5 25.5 Ent. Ped Clear 255 255 255 255 255 255 255 255 Exit Red 25.5 25.5 25.5 25.5 25.5 25.5 25.5 25.5 Track Green 0 0 0 0 0 0 0 0 Preempt 1 2 3 4 5 6 7 8 Dwell Green 0 0 15 15 15 0 0 0 Non Lock Mem Max Presence 0 0 0 0 0 0 0 0 Not Overide Flash Enter Yellow 25.5 25.5 25.5 25.5 25.5 25.5 25.5 25.5 NotOverideNextPre Ent. Red Clear 25.5 25.5 25.5 25.5 25.5 25.5 25.5 25.5 Flash Dwell Preemption Configuration Preempt 1 2 3 4 5 6 7 8 Track phase Dwell Phase 2,5 4 1,6 8 Dwell Ped Exit Phase Track Overlap Dwell overlap Cycling phase Cycling Ped Cycling Overlap IO Modules Channel Configuration IO Mod TYPE Chan Ctrl Type Source Chan Ctrl Type Source I I I I I I I i I I I I I I I I I I I I n n n n --1 -I 1---1 -I 1--- 1 Caltrans 332 1 Phs Veh 1 11 None 3 2 None 2 Phs Veh 2 12 None 4 3 None 3 None 3 13 Phs Ped 2 4 None 4 Phs Veh 4 14 Phs Ped 4 5 None 5 Phs Veh 5 15 Phs Ped 6 6 None 6 Phs Veh 6 16 Phs Ped 8 7 None 7 None 7 17 None 5 8 None 8 Phs Veh 8 18 None 6 9 None 9 None 1 19 None 0 10 None 10 None 2 20 None 0 Channel Options Channel 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Flash Yellow X X Flash Red X X X X X X Alt Flash X X Startup Clearance Hold Type 1=off, 2=On, 3=Flash and 4= Alt Flash Channel 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Red Yellow Green Phase Intervals Pedestrian Intervals Interval Description Red Yel Grn Type Interval Description DWK CLR Wlk Type 1 notActive On Off Off Red 1 notActive On Off Off Dont Walk 2 dltGrn On Off Off Red 2 dltPed On Off Off Dont Walk 3 PreGrn Off Off On Green 3 walk Off Off On Walk 4 minGrn Off Off On Green 4 walkDwell Off Off On Walk 5 grnExt Off Off On Green 5 flashDtWlk Flash Off Off Ped Clear 6 grnDwell Off Off On Green 6 dWalk On Off Off Dont Walk 7 preClear Off Off On Green 7 8 yelChange Off On Off Yellow 8 9 redClear On Off Off Red 10 redDwell On Off Off Red 11 Barrier On Off Off Red Countdown Display Display Addr PhaseTime Display Addr PhaseTime 1 9 2 10 3 11 4 12 5 13 6 14 7 15 8 16 Manual Control Phase Groups Grp 1 Grp 2 Grp 3 Grp 4 Grp 5 Grp 6 Grp 7 Grp 8 Ring Ph Ring Ph Ring Ph Ring Ph Ring Ph Ring Ph Ring Ph Ring Ph 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 2 0 2 0 2 0 2 0 2 0 2 0 2 0 2 0 3 0 3 0 3 0 3 0 3 0 3 0 3 0 3 0 4 0 4 0 4 0 4 0 4 0 4 0 4 0 4 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 6 0 6 0 6 0 6 0 6 0 6 0 6 0 6 0 7 0 7 0 7 0 7 0 7 0 7 0 7 0 7 0 8 0 8 0 8 0 8 0 8 0 8 0 8 0 8 0 9 0 9 0 9 0 9 0 9 0 9 0 9 0 9 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 11 0 11 0 11 0 11 0 11 0 11 0 11 0 11 0 12 0 12 0 12 0 12 0 12 0 12 0 12 0 12 0 11 I 11111111111111 11 I 11111111111111 13 0 13 0 13 0 13 0 13 0 13 0 13 0 13 0 14 0 14 0 14 0 14 0 14 0 14 0 14 0 14 0 15 0 15 0 15 0 15 0 15 0 15 0 15 0 15 0 16 0 16 0 16 0 16 0 16 0 16 0 16 0 16 0 Prioritor Settings Prioritor Priority Ph Output Dly Enabled Lock Out Time 1 0 No 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 Loopback Functions Func Result Function Type IndexSource Function TypeIndex Func Result Function Type IndexSource Function TypeIndex 1 10 2 11 3 12 4 13 5 14 6 15 7 16 8 17 9 18 10 19 11 20 Section Configuration Section Control Poll Req # Fail Time Algorithm Period Description 1 None 60 1 300 240 2 None 60 1 300 240 3 None 60 1 300 240 4 None 60 1 300 240 5 None 60 1 300 240 6 None 60 1 300 240 7 None 60 1 300 240 8 None 60 1 300 240 9 None 60 1 300 240 10 None 60 1 300 240 11 None 60 1 300 240 12 None 60 1 300 240 13 None 60 1 300 240 14 None 60 1 300 240 15 None 60 1 300 240 16 None 60 1 300 240 User Program Info Pgrm Description 1 2 3 4 5 6 7 8 9 10 11 11 I I I 1111 111111 t----------+--------1 I I I Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study Appendix D Appendix D - Synchro Output 6 Storage Distance Overall LOS Overall Delay LOS Delay 95th % Q Overall LOS Overall Delay LOS Delay 95th % Q Overall LOS Overall Delay LOS Delay 95th % Q SBL AM E 61.7 F 503 231 F 102 F 738 233 F 110 F 791 231 PM E 57.4 F 151 195 F 94.6 F 196 242 F 105 F 323 247 SBT AM C 22.7 5143 D 53.5 5480 D 53.5 5579 PM B 13.4 209 B 14.9 339 B 14.9 1051 SBR AM A 0.5 189 A 1.1 196 A 1.1 209 PM A 0.7 18 A 1.2 22 A 1.2 41 NBL AM F 103.3 136 F 115 161 F 115 151 PM F 432 609 F 579 582 F 579 564 NBT AM B 12.1 167 B 13.7 190 B 13.7 191 PM C 29.4 4360 E 70.1 6485 E 70.1 6487 NBR AM A 0 26 A 0.1 26 A 0.1 33 PM A 1.8 81 A 2.7 120 A 3.2 127 EBLT AM F 93.5 1371 F 175 1812 F 249 1981 PM F 123 381 F 237 677 F 310 635 EBR AM D 52.5 67 F 101 67 F 101 67 PM A 6 69 A 9.4 69 A 9.4 70 WBLT AM F 113.4 56 F 160 49 F 190 53 PM F 116 59 F 168 57 F 201 55 WBR AM B 19.7 28 C 28.9 25 D 41 26 PM D 54.8 28 F 83 29 F 103 28 SB AM A 1.7 B 10.4 298 A 2 B 11.2 366 A 2 B 11.8 392 PM A 3 B 10.3 363 A 3.7 B 10.8 447 A 4 B 11.1 414 NB AM B 12.8 892 B 14 881 B 15.8 876 PM C 15.3 825 C 18.9 780 C 23.1 723 EBLT AM A 0.5 10 A 0.5 10 A 0.5 9 PM A 0.9 11 A 0.9 14 A 0.6 21 EBR AM A 7 A 7 A 0.1 11 PM A 9 A 9 A 0.1 21 WB AM A 0.3 1369 A 0.3 1867 A 0.3 1849 PM A 0.1 1859 A 0.2 1783 A 0.2 1761 2043 TOTAL TRAFFIC CR 114 / Frontage Rd 2023 BASELINE TRAFFIC 2043 BACKGROUND TRAFFIC Directional Approach Operational Result Summary SH 82 / CR 114 75 170 390 N/A N/A 220 225 50 50 300 25 50 50 450 275 Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2023 AM Baseline Synchro 11 Report Lake Springs Ranch Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 211 1668 45 60 601 24 29 33 218 95 51 91 Future Volume (vph) 211 1668 45 60 601 24 29 33 218 95 51 91 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%3%-4% Storage Length (ft)75 170 390 220 0 25 0 80 Storage Lanes 1 1 1 1 0 1 0 1 Taper Length (ft)150 150 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.97 1.00 0.97 0.99 0.99 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.977 0.968 Satd. Flow (prot)1719 3438 1538 1719 3438 1538 0 1741 1515 0 1787 1569 Flt Permitted 0.950 0.950 0.497 0.762 Satd. Flow (perm)1719 3438 1494 1716 3438 1538 0 886 1471 0 1392 1547 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR)80 80 125 87 Link Speed (mph)55 55 30 30 Link Distance (ft)4493 5034 1685 111 Travel Time (s)55.7 62.4 38.3 2.5 Lane Group Flow (vph) 229 1813 49 65 653 26 0 68 237 0 158 99 Turn Type Prot NA custom Prot NA custom D.Pm NA custom D.Pm NA custom Protected Phases 5 2 1 6 8 4 Permitted Phases 6 2 4 4 8 8 Detector Phase 5 2 6 1 6 2 4 8 4 8 4 8 Switch Phase Minimum Initial (s)4.0 20.0 20.0 4.0 20.0 20.0 12.0 12.0 12.0 12.0 12.0 12.0 Minimum Split (s)12.5 35.0 28.0 12.5 28.0 35.0 39.5 36.0 39.5 36.0 39.5 36.0 Total Split (s)20.0 120.0 120.0 20.0 120.0 120.0 30.0 30.0 30.0 30.0 30.0 30.0 Total Split (%)11.8% 70.6% 70.6% 11.8% 70.6% 70.6% 17.6% 17.6% 17.6% 17.6% 17.6% 17.6% Maximum Green (s) 11.5 112.0 112.0 11.5 112.0 112.0 23.5 23.0 23.5 23.0 23.5 23.0 Yellow Time (s) 5.5 6.0 6.0 5.5 6.0 6.0 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)3.0 2.0 2.0 3.0 2.0 2.0 3.0 3.5 3.0 3.5 3.0 3.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)8.5 8.0 8.0 8.5 8.0 8.0 7.0 6.5 6.5 7.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Minimum Gap (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Time Before Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s)11.5 114.7 113.5 10.3 113.5 114.7 21.5 22.0 22.0 21.5 Actuated g/C Ratio 0.07 0.67 0.67 0.06 0.67 0.67 0.13 0.13 0.13 0.13 v/c Ratio 1.97 0.78 0.05 0.62 0.28 0.02 0.61 0.79 0.88 0.37 -----~ tt .,, Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2023 AM Baseline Synchro 11 Report Lake Springs Ranch Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Control Delay 503.1 22.7 0.5 103.3 12.1 0.0 93.5 52.5 113.4 19.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 503.1 22.7 0.5 103.3 12.1 0.0 93.5 52.5 113.4 19.7 LOS F C A F B A F D F B Approach Delay 74.8 19.7 61.7 77.3 Approach LOS E B E E Queue Length 50th (ft) ~394 730 0 72 153 0 72 124 174 12 Queue Length 95th (ft) #581 828 4 128 185 0 132 #250 #304 72 Internal Link Dist (ft)4413 4954 1605 31 Turn Bay Length (ft)75 170 390 220 25 80 Base Capacity (vph) 116 2320 1024 116 2296 1064 119 311 192 284 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.97 0.78 0.05 0.56 0.28 0.02 0.57 0.76 0.82 0.35 Intersection Summary Area Type:Other Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:SET and 6:NWT, Start of Green Natural Cycle: 130 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.97 Intersection Signal Delay: 61.7 Intersection LOS: E Intersection Capacity Utilization 87.9%ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 7: CR 154/CR 114 & SH 82 I::: !~:~-----------==ii•~·::--=-~ Lanes, Volumes, Timings 10: CR 114 09/26/2023 2023 AM Baseline Synchro 11 Report Lake Springs Ranch Page 3 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 0 3 9 50 0 2 9 148 120 6 182 2 Future Volume (vph) 0 3 9 50 0 2 9 148 120 6 182 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 Storage Lanes 0 0 0 0 0 1 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.896 0.995 0.850 0.999 Flt Protected 0.954 0.997 0.998 Satd. Flow (prot) 0 1621 0 0 1718 0 0 1804 1538 0 1804 0 Flt Permitted 0.954 0.997 0.998 Satd. Flow (perm) 0 1621 0 0 1718 0 0 1804 1538 0 1804 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 421 767 111 1565 Travel Time (s) 9.6 17.4 2.5 35.6 Lane Group Flow (vph) 0 13 0 0 60 0 0 182 140 0 221 0 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 30.8% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2023 PM Baseline Synchro 11 Report Lake Springs Ranch Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph)96 735 46 180 1738 65 44 37 52 72 67 205 Future Volume (vph)96 735 46 180 1738 65 44 37 52 72 67 205 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%3%-4% Storage Length (ft)75 170 390 220 0 25 0 80 Storage Lanes 1 1 1 1 0 1 0 1 Taper Length (ft)150 150 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.97 0.99 0.97 0.99 0.99 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.974 0.975 Satd. Flow (prot)1719 3438 1538 1719 3438 1538 0 1736 1515 0 1800 1569 Flt Permitted 0.950 0.950 0.469 0.747 Satd. Flow (perm)1719 3438 1494 1707 3438 1538 0 836 1471 0 1368 1547 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR)80 80 87 117 Link Speed (mph)55 55 30 30 Link Distance (ft)4493 5034 1685 111 Travel Time (s)55.7 62.4 38.3 2.5 Lane Group Flow (vph) 112 855 53 209 2021 76 0 94 60 0 162 238 Turn Type Prot NA custom Prot NA custom D.Pm NA custom D.Pm NA custom Protected Phases 5 2 1 6 8 4 Permitted Phases 6 2 4 4 8 8 Detector Phase 5 2 6 1 6 2 4 8 4 8 4 8 Switch Phase Minimum Initial (s)4.0 20.0 20.0 4.0 20.0 20.0 12.0 12.0 12.0 12.0 12.0 12.0 Minimum Split (s)12.5 35.0 28.0 12.5 28.0 35.0 39.5 36.0 39.5 36.0 39.5 36.0 Total Split (s)20.0 120.0 120.0 20.0 120.0 120.0 30.0 30.0 30.0 30.0 30.0 30.0 Total Split (%)11.8% 70.6% 70.6% 11.8% 70.6% 70.6% 17.6% 17.6% 17.6% 17.6% 17.6% 17.6% Maximum Green (s) 11.5 112.0 112.0 11.5 112.0 112.0 23.5 23.0 23.5 23.0 23.5 23.0 Yellow Time (s) 5.5 6.0 6.0 5.5 6.0 6.0 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)3.0 2.0 2.0 3.0 2.0 2.0 3.0 3.5 3.0 3.5 3.0 3.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)8.5 8.0 8.0 8.5 8.0 8.0 7.0 6.5 6.5 7.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Minimum Gap (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Time Before Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s)11.5 113.1 113.1 11.5 113.1 113.1 21.9 22.4 22.4 21.9 Actuated g/C Ratio 0.07 0.67 0.67 0.07 0.67 0.67 0.13 0.13 0.13 0.13 v/c Ratio 0.97 0.37 0.05 1.80 0.88 0.07 0.88 0.22 0.90 0.79 -----~ tt .,, Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2023 PM Baseline Synchro 11 Report Lake Springs Ranch Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Control Delay 150.6 13.4 0.7 432.0 29.4 1.8 129.0 6.0 116.4 54.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 150.6 13.4 0.7 432.0 29.4 1.8 129.0 6.0 116.4 54.8 LOS F B A F C A F A F D Approach Delay 27.8 65.0 81.1 79.8 Approach LOS C E F E Queue Length 50th (ft) 127 216 0 ~348 932 0 104 0 179 134 Queue Length 95th (ft) #246 240 5 #496 942 16 #202 15 #294 223 Internal Link Dist (ft)4413 4954 1605 31 Turn Bay Length (ft)75 170 390 220 25 80 Base Capacity (vph) 116 2287 1020 116 2287 1049 113 278 189 310 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.97 0.37 0.05 1.80 0.88 0.07 0.83 0.22 0.86 0.77 Intersection Summary Area Type:Other Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:SET and 6:NWT, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.80 Intersection Signal Delay: 57.4 Intersection LOS: E Intersection Capacity Utilization 89.1%ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 7: CR 154/CR 114 & SH 82 I::: !~:~-----------==ii•~·::--=-~ Lanes, Volumes, Timings 10: CR 114 09/26/2023 2023 PM Baseline Synchro 11 Report Lake Springs Ranch Page 3 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 0 0 15 94 4 3 10 96 81 4 291 2 Future Volume (vph) 0 0 15 94 4 3 10 96 81 4 291 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 Storage Lanes 0 0 0 0 0 1 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.865 0.997 0.850 0.999 Flt Protected 0.955 0.995 0.999 Satd. Flow (prot) 0 1565 0 0 1723 0 0 1800 1538 0 1806 0 Flt Permitted 0.955 0.995 0.999 Satd. Flow (perm) 0 1565 0 0 1723 0 0 1800 1538 0 1806 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 421 767 111 1565 Travel Time (s) 9.6 17.4 2.5 35.6 Lane Group Flow (vph) 0 17 0 0 117 0 0 124 94 0 345 0 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 37.6% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2043 AM Background Synchro 11 Report Lake Springs Ranch Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 252 2002 54 72 722 29 35 40 260 114 61 109 Future Volume (vph) 252 2002 54 72 722 29 35 40 260 114 61 109 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%3%-4% Storage Length (ft)75 170 390 220 0 25 0 80 Storage Lanes 1 1 1 1 0 1 0 1 Taper Length (ft)150 150 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.97 1.00 0.97 0.99 0.99 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.977 0.968 Satd. Flow (prot)1719 3438 1538 1719 3438 1538 0 1741 1515 0 1787 1569 Flt Permitted 0.950 0.950 0.353 0.733 Satd. Flow (perm)1719 3438 1494 1718 3438 1538 0 629 1471 0 1340 1547 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR)80 80 109 87 Link Speed (mph)55 55 30 30 Link Distance (ft)4493 5034 1685 111 Travel Time (s)55.7 62.4 38.3 2.5 Lane Group Flow (vph) 293 2328 63 84 840 34 0 88 302 0 204 127 Turn Type Prot NA custom Prot NA custom D.Pm NA custom D.Pm NA custom Protected Phases 5 2 1 6 8 4 Permitted Phases 6 2 4 4 8 8 Detector Phase 5 2 6 1 6 2 4 8 4 8 4 8 Switch Phase Minimum Initial (s)4.0 20.0 20.0 4.0 20.0 20.0 12.0 12.0 12.0 12.0 12.0 12.0 Minimum Split (s)12.5 35.0 28.0 12.5 28.0 35.0 39.5 36.0 39.5 36.0 39.5 36.0 Total Split (s)20.0 120.0 120.0 20.0 120.0 120.0 30.0 30.0 30.0 30.0 30.0 30.0 Total Split (%)11.8% 70.6% 70.6% 11.8% 70.6% 70.6% 17.6% 17.6% 17.6% 17.6% 17.6% 17.6% Maximum Green (s) 11.5 112.0 112.0 11.5 112.0 112.0 23.5 23.0 23.5 23.0 23.5 23.0 Yellow Time (s) 5.5 6.0 6.0 5.5 6.0 6.0 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)3.0 2.0 2.0 3.0 2.0 2.0 3.0 3.5 3.0 3.5 3.0 3.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)8.5 8.0 8.0 8.5 8.0 8.0 7.0 6.5 6.5 7.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Minimum Gap (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Time Before Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s)11.5 112.5 112.0 11.0 112.0 112.5 23.0 23.5 23.5 23.0 Actuated g/C Ratio 0.07 0.66 0.66 0.06 0.66 0.66 0.14 0.14 0.14 0.14 v/c Ratio 2.53 1.02 0.06 0.76 0.37 0.03 1.04 1.02 1.10 0.45 -----~ tt .,, Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2043 AM Background Synchro 11 Report Lake Springs Ranch Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Control Delay 738.2 53.5 1.1 115.3 13.7 0.1 175.1 100.7 160.1 28.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 738.2 53.5 1.1 115.3 13.7 0.1 175.1 100.7 160.1 28.9 LOS F D A F B A F F F C Approach Delay 127.0 22.1 117.5 109.8 Approach LOS F C F F Queue Length 50th (ft) ~542 ~1451 0 94 211 0 ~105 ~243 ~257 40 Queue Length 95th (ft) #705 #1436 10 #170 235 0 #218 #409 #405 101 Internal Link Dist (ft)4413 4954 1605 31 Turn Bay Length (ft)75 170 390 220 25 80 Base Capacity (vph) 116 2275 1011 116 2265 1044 85 297 185 284 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 2.53 1.02 0.06 0.72 0.37 0.03 1.04 1.02 1.10 0.45 Intersection Summary Area Type:Other Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:SET and 6:NWT, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.53 Intersection Signal Delay: 101.8 Intersection LOS: F Intersection Capacity Utilization 99.8%ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 7: CR 154/CR 114 & SH 82 I::: !~:~-----------==ii•~·::--=-~ Lanes, Volumes, Timings 10: CR 114 09/26/2023 2043 AM Background Synchro 11 Report Lake Springs Ranch Page 3 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 0 4 11 60 0 3 11 177 143 8 217 3 Future Volume (vph) 0 4 11 60 0 3 11 177 143 8 217 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 Storage Lanes 0 0 0 0 0 1 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.902 0.994 0.850 0.998 Flt Protected 0.954 0.997 0.998 Satd. Flow (prot) 0 1632 0 0 1716 0 0 1804 1538 0 1802 0 Flt Permitted 0.954 0.997 0.998 Satd. Flow (perm) 0 1632 0 0 1716 0 0 1804 1538 0 1802 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 421 767 111 1565 Travel Time (s) 9.6 17.4 2.5 35.6 Lane Group Flow (vph) 0 18 0 0 73 0 0 219 166 0 264 0 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 34.9% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2043 PM Background Synchro 11 Report Lake Springs Ranch Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 115 882 55 215 2086 78 53 45 62 86 80 245 Future Volume (vph) 115 882 55 215 2086 78 53 45 62 86 80 245 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%3%-4% Storage Length (ft)75 170 390 220 0 25 0 80 Storage Lanes 1 1 1 1 0 1 0 1 Taper Length (ft)150 150 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.97 0.99 0.97 0.99 0.99 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.974 0.975 Satd. Flow (prot)1719 3438 1538 1719 3438 1538 0 1736 1515 0 1800 1569 Flt Permitted 0.950 0.950 0.377 0.680 Satd. Flow (perm)1719 3438 1494 1710 3438 1538 0 672 1471 0 1246 1547 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR)80 80 87 108 Link Speed (mph)55 55 30 30 Link Distance (ft)4493 5034 1685 111 Travel Time (s)55.7 62.4 38.3 2.5 Lane Group Flow (vph) 134 1026 64 250 2426 91 0 114 72 0 193 285 Turn Type Prot NA custom Prot NA custom D.Pm NA custom D.Pm NA custom Protected Phases 5 2 1 6 8 4 Permitted Phases 6 2 4 4 8 8 Detector Phase 5 2 6 1 6 2 4 8 4 8 4 8 Switch Phase Minimum Initial (s)4.0 20.0 20.0 4.0 20.0 20.0 12.0 12.0 12.0 12.0 12.0 12.0 Minimum Split (s)12.5 35.0 28.0 12.5 28.0 35.0 39.5 36.0 39.5 36.0 39.5 36.0 Total Split (s)20.0 120.0 120.0 20.0 120.0 120.0 30.0 30.0 30.0 30.0 30.0 30.0 Total Split (%)11.8% 70.6% 70.6% 11.8% 70.6% 70.6% 17.6% 17.6% 17.6% 17.6% 17.6% 17.6% Maximum Green (s) 11.5 112.0 112.0 11.5 112.0 112.0 23.5 23.0 23.5 23.0 23.5 23.0 Yellow Time (s) 5.5 6.0 6.0 5.5 6.0 6.0 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)3.0 2.0 2.0 3.0 2.0 2.0 3.0 3.5 3.0 3.5 3.0 3.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)8.5 8.0 8.0 8.5 8.0 8.0 7.0 6.5 6.5 7.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Minimum Gap (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Time Before Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s)11.5 112.0 112.0 11.5 112.0 112.0 23.0 23.5 23.5 23.0 Actuated g/C Ratio 0.07 0.66 0.66 0.07 0.66 0.66 0.14 0.14 0.14 0.14 v/c Ratio 1.16 0.45 0.06 2.16 1.07 0.09 1.27 0.26 1.12 0.94 -----~ tt .,, Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 09/26/2023 2043 PM Background Synchro 11 Report Lake Springs Ranch Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Control Delay 195.9 14.9 1.2 579.3 70.1 2.7 237.1 9.4 167.7 83.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 195.9 14.9 1.2 579.3 70.1 2.7 237.1 9.4 167.7 83.0 LOS F B A F E A F A F F Approach Delay 34.0 113.9 148.9 117.2 Approach LOS C F F F Queue Length 50th (ft) ~175 277 0 ~443 ~1570 4 ~158 0 ~247 207 Queue Length 95th (ft) #306 303 10 #599 #1546 23 #283 30 #392 #361 Internal Link Dist (ft)4413 4954 1605 31 Turn Bay Length (ft)75 170 390 220 25 80 Base Capacity (vph) 116 2265 1011 116 2265 1040 90 278 172 302 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.16 0.45 0.06 2.16 1.07 0.09 1.27 0.26 1.12 0.94 Intersection Summary Area Type:Other Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:SET and 6:NWT, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.16 Intersection Signal Delay: 94.6 Intersection LOS: F Intersection Capacity Utilization 101.2%ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 7: CR 154/CR 114 & SH 82 I::: !~:~-----------==ii•~·::--=-~ Lanes, Volumes, Timings 10: CR 114 09/26/2023 2043 PM Background Synchro 11 Report Lake Springs Ranch Page 3 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 0 0 18 113 5 4 12 115 97 5 347 3 Future Volume (vph) 0 0 18 113 5 4 12 115 97 5 347 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 Storage Lanes 0 0 0 0 0 1 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.865 0.995 0.850 0.999 Flt Protected 0.956 0.995 0.999 Satd. Flow (prot) 0 1565 0 0 1721 0 0 1800 1538 0 1806 0 Flt Permitted 0.956 0.995 0.999 Satd. Flow (perm) 0 1565 0 0 1721 0 0 1800 1538 0 1806 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 421 767 111 1565 Travel Time (s) 9.6 17.4 2.5 35.6 Lane Group Flow (vph) 0 21 0 0 142 0 0 148 113 0 412 0 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 42.5% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 10/05/2023 2043 AM Total Synchro 11 Report Lake Springs Ranch Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 264 2002 54 72 722 32 35 42 260 123 66 142 Future Volume (vph) 264 2002 54 72 722 32 35 42 260 123 66 142 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%3%-4% Storage Length (ft)75 170 390 220 0 25 0 80 Storage Lanes 1 1 1 1 0 1 0 1 Taper Length (ft)150 150 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.97 1.00 0.97 0.99 0.99 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.978 0.969 Satd. Flow (prot)1719 3438 1538 1719 3438 1538 0 1743 1515 0 1788 1569 Flt Permitted 0.950 0.950 0.297 0.726 Satd. Flow (perm)1719 3438 1494 1718 3438 1538 0 529 1471 0 1327 1547 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR)80 80 109 87 Link Speed (mph)55 55 30 30 Link Distance (ft)4493 5034 1685 111 Travel Time (s)55.7 62.4 38.3 2.5 Lane Group Flow (vph) 307 2328 63 84 840 37 0 90 302 0 220 165 Turn Type Prot NA custom Prot NA custom D.Pm NA custom D.Pm NA custom Protected Phases 5 2 1 6 8 4 Permitted Phases 6 2 4 4 8 8 Detector Phase 5 2 6 1 6 2 4 8 4 8 4 8 Switch Phase Minimum Initial (s)4.0 20.0 20.0 4.0 20.0 20.0 12.0 12.0 12.0 12.0 12.0 12.0 Minimum Split (s)12.5 35.0 28.0 12.5 28.0 35.0 39.5 36.0 39.5 36.0 39.5 36.0 Total Split (s)20.0 120.0 120.0 20.0 120.0 120.0 30.0 30.0 30.0 30.0 30.0 30.0 Total Split (%)11.8% 70.6% 70.6% 11.8% 70.6% 70.6% 17.6% 17.6% 17.6% 17.6% 17.6% 17.6% Maximum Green (s) 11.5 112.0 112.0 11.5 112.0 112.0 23.5 23.0 23.5 23.0 23.5 23.0 Yellow Time (s) 5.5 6.0 6.0 5.5 6.0 6.0 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)3.0 2.0 2.0 3.0 2.0 2.0 3.0 3.5 3.0 3.5 3.0 3.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)8.5 8.0 8.0 8.5 8.0 8.0 7.0 6.5 6.5 7.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Minimum Gap (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Time Before Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s)11.5 112.5 112.0 11.0 112.0 112.5 23.0 23.5 23.5 23.0 Actuated g/C Ratio 0.07 0.66 0.66 0.06 0.66 0.66 0.14 0.14 0.14 0.14 v/c Ratio 2.65 1.02 0.06 0.76 0.37 0.04 1.27 1.02 1.20 0.58 -----~ tt .,, Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 10/05/2023 2043 AM Total Synchro 11 Report Lake Springs Ranch Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Control Delay 790.5 53.5 1.1 115.3 13.7 0.1 249.0 100.7 189.7 41.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 790.5 53.5 1.1 115.3 13.7 0.1 249.0 100.7 189.7 41.0 LOS F D A F B A F F F D Approach Delay 136.1 22.0 134.7 126.0 Approach LOS F C F F Queue Length 50th (ft) ~574 ~1451 0 94 211 0 ~125 ~243 ~296 81 Queue Length 95th (ft) #738 #1436 10 #170 235 0 #238 #409 #448 154 Internal Link Dist (ft)4413 4954 1605 31 Turn Bay Length (ft)75 170 390 220 25 80 Base Capacity (vph) 116 2275 1011 116 2265 1044 71 297 183 284 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 2.65 1.02 0.06 0.72 0.37 0.04 1.27 1.02 1.20 0.58 Intersection Summary Area Type:Other Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:SET and 6:NWT, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.65 Intersection Signal Delay: 110.4 Intersection LOS: F Intersection Capacity Utilization 100.1%ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 7: CR 154/CR 114 & SH 82 I::: !~:~-----------==ii•~·::--=-~ Lanes, Volumes, Timings 10: CR 114 10/05/2023 2043 AM Total Synchro 11 Report Lake Springs Ranch Page 3 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 0 4 11 60 0 3 11 192 143 8 264 3 Future Volume (vph) 0 4 11 60 0 3 11 192 143 8 264 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 Storage Lanes 0 0 0 0 0 1 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.902 0.994 0.850 0.999 Flt Protected 0.954 0.997 0.999 Satd. Flow (prot) 0 1632 0 0 1716 0 0 1804 1538 0 1806 0 Flt Permitted 0.954 0.997 0.999 Satd. Flow (perm) 0 1632 0 0 1716 0 0 1804 1538 0 1806 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 421 767 111 1565 Travel Time (s) 9.6 17.4 2.5 35.6 Lane Group Flow (vph) 0 18 0 0 73 0 0 236 166 0 319 0 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 10/05/2023 2043 PM Total Synchro 11 Report Lake Springs Ranch Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 152 882 55 215 2086 87 53 50 62 92 83 267 Future Volume (vph) 152 882 55 215 2086 87 53 50 62 92 83 267 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%3%-4% Storage Length (ft)75 170 390 220 0 25 0 80 Storage Lanes 1 1 1 1 0 1 0 1 Taper Length (ft)150 150 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.97 0.99 0.97 0.99 0.99 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.975 0.974 Satd. Flow (prot)1719 3438 1538 1719 3438 1538 0 1738 1515 0 1798 1569 Flt Permitted 0.950 0.950 0.343 0.657 Satd. Flow (perm)1719 3438 1494 1710 3438 1538 0 611 1471 0 1204 1547 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR)80 80 87 108 Link Speed (mph)55 55 30 30 Link Distance (ft)4493 5034 1685 111 Travel Time (s)55.7 62.4 38.3 2.5 Lane Group Flow (vph) 177 1026 64 250 2426 101 0 120 72 0 204 310 Turn Type Prot NA custom Prot NA custom D.Pm NA custom D.Pm NA custom Protected Phases 5 2 1 6 8 4 Permitted Phases 6 2 4 4 8 8 Detector Phase 5 2 6 1 6 2 4 8 4 8 4 8 Switch Phase Minimum Initial (s)4.0 20.0 20.0 4.0 20.0 20.0 12.0 12.0 12.0 12.0 12.0 12.0 Minimum Split (s)12.5 35.0 28.0 12.5 28.0 35.0 39.5 36.0 39.5 36.0 39.5 36.0 Total Split (s)20.0 120.0 120.0 20.0 120.0 120.0 30.0 30.0 30.0 30.0 30.0 30.0 Total Split (%)11.8% 70.6% 70.6% 11.8% 70.6% 70.6% 17.6% 17.6% 17.6% 17.6% 17.6% 17.6% Maximum Green (s) 11.5 112.0 112.0 11.5 112.0 112.0 23.5 23.0 23.5 23.0 23.5 23.0 Yellow Time (s) 5.5 6.0 6.0 5.5 6.0 6.0 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)3.0 2.0 2.0 3.0 2.0 2.0 3.0 3.5 3.0 3.5 3.0 3.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)8.5 8.0 8.0 8.5 8.0 8.0 7.0 6.5 6.5 7.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Minimum Gap (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Time Before Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s)11.5 112.0 112.0 11.5 112.0 112.0 23.0 23.5 23.5 23.0 Actuated g/C Ratio 0.07 0.66 0.66 0.07 0.66 0.66 0.14 0.14 0.14 0.14 v/c Ratio 1.53 0.45 0.06 2.16 1.07 0.10 1.46 0.26 1.23 1.03 -----~ tt .,, Lanes, Volumes, Timings 7: CR 154/CR 114 & SH 82 10/05/2023 2043 PM Total Synchro 11 Report Lake Springs Ranch Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Control Delay 322.6 14.9 1.2 579.3 70.1 3.2 310.0 9.4 201.3 103.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 322.6 14.9 1.2 579.3 70.1 3.2 310.0 9.4 201.3 103.4 LOS F B A F E A F A F F Approach Delay 57.2 113.5 197.3 142.3 Approach LOS E F F F Queue Length 50th (ft) ~274 277 0 ~443 ~1570 8 ~181 0 ~279 ~256 Queue Length 95th (ft) #417 303 10 #599 #1546 27 #308 30 #426 #422 Internal Link Dist (ft)4413 4954 1605 31 Turn Bay Length (ft)75 170 390 220 25 80 Base Capacity (vph) 116 2265 1011 116 2265 1040 82 278 166 302 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.53 0.45 0.06 2.16 1.07 0.10 1.46 0.26 1.23 1.03 Intersection Summary Area Type:Other Cycle Length: 170 Actuated Cycle Length: 170 Offset: 0 (0%), Referenced to phase 2:SET and 6:NWT, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.16 Intersection Signal Delay: 105.0 Intersection LOS: F Intersection Capacity Utilization 102.5%ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 7: CR 154/CR 114 & SH 82 I::: !~:~-----------==ii•~·::--=-~ Lanes, Volumes, Timings 10: CR 114 10/05/2023 2043 PM Total Synchro 11 Report Lake Springs Ranch Page 3 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 0 0 18 113 5 4 12 180 97 5 374 3 Future Volume (vph) 0 0 18 113 5 4 12 180 97 5 374 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 Storage Lanes 0 0 0 0 0 1 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.865 0.995 0.850 0.999 Flt Protected 0.956 0.997 0.999 Satd. Flow (prot) 0 1565 0 0 1721 0 0 1804 1538 0 1806 0 Flt Permitted 0.956 0.997 0.999 Satd. Flow (perm) 0 1565 0 0 1721 0 0 1804 1538 0 1806 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 421 767 111 1565 Travel Time (s) 9.6 17.4 2.5 35.6 Lane Group Flow (vph) 0 21 0 0 142 0 0 223 113 0 444 0 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 44.0% ICU Level of Service A Analysis Period (min) 15 Queuing and Blocking Report 2023 AM 09/26/2023 Lake Springs Ranch SimTraffic Report Page 1 Intersection: 7: CR 154/CR 114 & SH 82 Movement SE SE SE SE NW NW NW NW NE NE SW SW Directions Served L T T R L T T R LT R LT R Maximum Queue (ft) 225 4502 4495 318 159 185 185 42 1219 66 70 28 Average Queue (ft) 222 2994 2986 36 68 79 95 6 707 48 33 11 95th Queue (ft) 231 5143 5124 189 136 151 167 26 1371 67 56 28 Link Distance (ft) 4450 4450 4997 4997 1626 21 Upstream Blk Time (%) 24 21 1 84 8 Queuing Penalty (veh) 0 0 0 203 0 Storage Bay Dist (ft) 75 170 390 220 25 80 Storage Blk Time (%) 94 23 19 0 64 60 84 8 Queuing Penalty (veh) 786 48 8 0 139 37 77 11 Intersection: 10: CR 114 Movement SE NW NE NE SW Directions Served LTR LTR LT R LTR Maximum Queue (ft) 271 731 23 13 1161 Average Queue (ft) 146 587 1 1 737 95th Queue (ft) 298 892 10 7 1369 Link Distance (ft) 392 723 21 21 1537 Upstream Blk Time (%) 52 0 0 2 Queuing Penalty (veh) 0 1 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1310 Queuing and Blocking Report 2023 PM 09/26/2023 Lake Springs Ranch SimTraffic Report Page 1 Intersection: 7: CR 154/CR 114 & SH 82 Movement SE SE SE SE NW NW NW NW NE NE SW SW Directions Served L T T R L T T R LT R LT R Maximum Queue (ft) 193 243 230 28 540 4079 4061 117 401 64 74 21 Average Queue (ft) 107 102 102 4 516 2008 1987 17 173 34 35 13 95th Queue (ft) 195 209 191 18 609 4345 4360 81 381 69 59 28 Link Distance (ft) 4450 4450 4997 4997 1626 21 Upstream Blk Time (%) 3 3 83 17 Queuing Penalty (veh) 0 0 333 0 Storage Bay Dist (ft) 75 170 390 220 25 80 Storage Blk Time (%) 40 8 1 90 0 14 72 6 83 17 Queuing Penalty (veh) 145 8 1 784 1 9 38 5 171 24 Intersection: 10: CR 114 Movement SE NW NE NE SW Directions Served LTR LTR LT R LTR Maximum Queue (ft) 350 734 18 9 1584 Average Queue (ft) 193 701 1 0 1382 95th Queue (ft) 363 825 11 9 1859 Link Distance (ft) 392 723 21 21 1537 Upstream Blk Time (%) 6 87 0 0 62 Queuing Penalty (veh) 0 0 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1519 Queuing and Blocking Report 2043 AM 09/26/2023 Lake Springs Ranch SimTraffic Report Page 1 Intersection: 7: CR 154/CR 114 & SH 82 Movement SE SE SE SE NW NW NW NW NE NE SW SW Directions Served L T T R L T T R LT R LT R Maximum Queue (ft) 225 4512 4506 320 198 179 213 40 1476 67 63 21 Average Queue (ft) 223 4034 4031 38 83 90 110 6 1066 48 30 9 95th Queue (ft) 233 5480 5475 196 161 167 190 26 1812 67 49 25 Link Distance (ft) 4450 4450 4997 4997 1626 21 Upstream Blk Time (%) 70 65 21 85 5 Queuing Penalty (veh) 0 0 0 243 0 Storage Bay Dist (ft) 75 170 390 220 25 80 Storage Blk Time (%) 94 24 20 0 66 58 85 5 Queuing Penalty (veh) 941 60 11 0 172 44 92 8 Intersection: 10: CR 114 Movement SE NW NE NE SW Directions Served LTR LTR LT R LTR Maximum Queue (ft) 355 728 19 13 1584 Average Queue (ft) 194 626 1 0 1248 95th Queue (ft) 366 881 10 7 1867 Link Distance (ft) 392 723 21 21 1537 Upstream Blk Time (%) 4 59 0 0 42 Queuing Penalty (veh) 0 0 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1572 Queuing and Blocking Report 2043 PM 09/26/2023 Lake Springs Ranch SimTraffic Report Page 1 Intersection: 7: CR 154/CR 114 & SH 82 Movement SE SE SE SE NW NW NW NW NE NE SW SW Directions Served L T T R L T T R LT R LT R Maximum Queue (ft) 223 328 295 36 540 5054 5055 241 619 60 72 21 Average Queue (ft) 144 159 148 6 532 3669 3661 22 326 33 34 14 95th Queue (ft) 242 339 277 22 582 6485 6476 120 677 69 57 29 Link Distance (ft) 4450 4450 4997 4997 1626 21 Upstream Blk Time (%) 48 45 83 19 Queuing Penalty (veh) 0 0 395 0 Storage Bay Dist (ft) 75 170 390 220 25 80 Storage Blk Time (%) 59 11 4 97 1 15 86 6 83 19 Queuing Penalty (veh) 261 13 2 1009 1 12 53 6 202 31 Intersection: 10: CR 114 Movement SE NW NE SW Directions Served LTR LTR LT LTR Maximum Queue (ft) 394 738 23 1585 Average Queue (ft) 249 716 2 1487 95th Queue (ft) 447 780 14 1783 Link Distance (ft) 392 723 21 1537 Upstream Blk Time (%) 23 91 0 81 Queuing Penalty (veh) 0 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1986 Queuing and Blocking Report 2043 AM Total 10/04/2023 Lake Springs Ranch SimTraffic Report Page 1 Intersection: 7: CR 154/CR 114 & SH 82 Movement SE SE SE SE NW NW NW NW NE NE SW SW Directions Served L T T R L T T R LT R LT R Maximum Queue (ft) 225 4509 4509 320 173 197 197 47 1572 67 66 21 Average Queue (ft) 222 3998 3991 42 82 93 110 9 1172 48 32 11 95th Queue (ft) 231 5579 5573 209 151 176 191 33 1981 67 53 26 Link Distance (ft) 4450 4450 4997 4997 1626 21 Upstream Blk Time (%) 71 65 30 84 8 Queuing Penalty (veh) 0 0 0 282 0 Storage Bay Dist (ft) 75 170 390 220 25 80 Storage Blk Time (%) 94 24 20 0 68 56 84 8 Queuing Penalty (veh) 942 65 11 0 177 43 120 14 Intersection: 10: CR 114 Movement SE NW NE NE SW Directions Served LTR LTR LT R LTR Maximum Queue (ft) 372 732 23 20 1586 Average Queue (ft) 217 637 1 1 1385 95th Queue (ft) 392 876 9 11 1849 Link Distance (ft) 392 723 21 21 1537 Upstream Blk Time (%) 7 65 0 0 61 Queuing Penalty (veh) 0 0 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1653 Queuing and Blocking Report 2043 PM Total 10/04/2023 Lake Springs Ranch SimTraffic Report Page 1 Intersection: 7: CR 154/CR 114 & SH 82 Movement SE SE SE SE NW NW NW NW NE NE SW SW Directions Served L T T R L T T R LT R LT R Maximum Queue (ft) 225 906 880 63 540 5055 5053 216 587 58 68 21 Average Queue (ft) 219 585 447 7 535 3764 3761 23 302 34 33 14 95th Queue (ft) 247 1051 974 41 564 6487 6482 127 635 70 55 28 Link Distance (ft) 4450 4450 4997 4997 1626 21 Upstream Blk Time (%) 50 48 83 22 Queuing Penalty (veh) 0 0 419 0 Storage Bay Dist (ft) 75 170 390 220 25 80 Storage Blk Time (%) 93 8 4 97 1 15 84 7 83 22 Queuing Penalty (veh) 412 13 2 1014 1 13 52 7 221 38 Intersection: 10: CR 114 Movement SE NW NE NE SW Directions Served LTR LTR LT R LTR Maximum Queue (ft) 362 733 26 21 1591 Average Queue (ft) 220 705 1 1 1513 95th Queue (ft) 414 800 12 13 1761 Link Distance (ft) 392 723 21 21 1537 Upstream Blk Time (%) 15 80 0 0 86 Queuing Penalty (veh) 0 0 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 2193 Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study Appendix E Appendix E - Trip Generation, Distribution, Assignment Worksheet, CDOT Access Permit Evaluation 6 Lake Springs Ranch ITE Trip Generation, 11th Edition Number ITE Weekday AM AM AM PM PM PM Weekday AM AM PM PM Land Use of Units Code Rate Rate Entering Exiting Rate Entering Exiting Traffic IN OUT IN OUT Single Family Detached 84 210 10.24 0.76 0.20 0.56 1.00 0.63 0.37 860 17 47 53 31 Multi-Family (Low-rise)8 220 6.74 0.40 0.09 0.31 0.51 0.32 0.19 54 1 2 3 2 TOTAL TRIPS:TOTAL TRIPS:914 18 49 56 33 Project Access Turning Movements RT IN LT OUT RT IN LT OUT CR /Access Distribution CR114 95% 17 47 53 31 NORTH 14%2 7 7 4 AM IN AM OUT PM IN PM OUT NORTHWEST 28%5 13 15 9 Single Family Detached 210 Fitted Curve Peak Hour adjacent Street 26% 74% 63% 37% WEST (main)52%9 24 28 16 Multi-Family (Low-rise) 220 Average Peak Hour adjacent Street 23% 77% 63% 37% SOUTH 6%1 3 3 2 CR 115 5% 1 2 3 2 TOTAL 18 49 56 33 Directional Distribution 2023 DHV % Increase Northerly 70% 12 33 37 22 AM 505 64 13%Southerly 20%3 9 11 6 PM 542 84 15%Westerly 10%2 5 5 3 ADT 2,135 2,340 2,785 3,699 2023 SGM (factored) 2043 Backgroun d 2043 Total2019 County CR 114 Average Daily Traffic Land Use Basis of RateITE Code Time Period Used Above Weekday Design Hour Distribution Project DHV CR / Access Distribution and Assignment CDOT Access Permit Evaluation SH 82 Distribution and Assignment Design Hour Rates Weekday Design Hour Traffic I I 13 26 48 5 Illustrative Site Plan Legend D Single-Family Residential (SFR) D Affordable Housing (AH) D Open Space (OS) D Right-of-Way (ROW) Date: May 18, 2023 Prepared by: l·I TGMC, lie 402 Park Drive Glenwood Springs , CO 61601 Ph: 970-618-6097 tim @tgmalloy.com 0 \_ 400 800 ft CR 115 TDATA j I ( Land Use Acres % Total Total Acreage 203 .73 100% \ SFR 94.45 46.4% 1--------1------1------1 AH 7.73 3.8 % OS 77 .87 38 .2% ROW 23.68 11 .6% Lots/Units # Total 92 SFR Lots 84 AH Units 8 Density 2.21 AC/DU LAKE SPRINGS RANCH Preliminary Plan Amendment Application Applicant: Longhorn Opportunity Fund ■ 4930 South Congress Ave , Suite 303C . . . Austin , TX 787 45 Lake Springs Ranch – Level III Traffic Impact Study October 2023 Traffic Impact Study Appendix F Appendix F – Traffic Counts and Factored Adjustments 6 Summary TMV Table TMV Data Ped Data Start Date End Date Classification Categories 01/25/2023 AM Peaks 01/25/2023 PM Peaks 01/26/2023 AM Peaks 01/26/2023 PM Peaks Study Name 82 Intersection Start Date Wednesday, January 25, 2023 7:30 AM End Date Thursday, January 26, 2023 6:30 PM Site Code Overview This report contains turning movement volume (TMV) data of vehicular traffic in the intersection of study. Content Contains a TMV summary of all vehicular traffic in the intersection for defined peak periods Contains a pivot table of the TMV road and crosswalk data Contains measured TMV data of all vehicular traffic in the intersection for each approach Contains detected pedestrian information for the intersection's crosswalks Traffic Study 7:30 AM - 8:30 AM 4:30 PM - 5:30 PM Wednesday, January 25, 2023 7:30 AM Thursday, January 26, 2023 6:30 PM Lights, Buses, Trucks, Pedestrians 7:30 AM - 8:30 AM 4:30 PM - 5:30 PM Time Period Class.R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal Peak 1 Lights 36 1364 177 1 1578 577 73 39 79 0 191 224 20 483 50 8 561 1632 181 27 20 0 228 125 2558 SB 2 2 Specified Period % 95% 96% 98% 100% 96% 94% 95% 91% 98% 0% 95% 98% 100% 94% 98% 100% 95% 96% 97% 96% 83% 0% 96% 95% 96% 100% 7:30 AM - 10:00 AM Buses 0 13 0 0 13 10 1 2 0 0 3 0 0 8 0 0 8 16 3 0 1 0 4 2 28 WB 0 0 One Hour Peak % 0% 1% 0% 0% 1% 2% 1% 5% 0% 0% 1% 0% 0% 2% 0% 0% 1% 1% 2% 0% 4% 0% 2% 2% 1% 0% 7:30 AM - 8:30 AM Trucks 2 48 3 0 53 28 3 2 2 0 7 4 0 22 1 0 23 52 2 1 3 0 6 5 89 NB 3 3 % 5% 3% 2% 0% 3% 5% 4% 5% 2% 0% 3% 2% 0% 4% 2% 0% 4% 3% 1% 4% 13% 0% 3% 4% 3% 100% Total 38 1425 180 1 1644 615 77 43 81 0 201 228 20 513 51 8 592 1700 186 28 24 0 238 132 2675 EB 1 1 PHF 0.73 0.91 0.96 0.25 0.92 0.93 0.84 0.41 0.84 0 0.69 0.88 0.5 0.92 0.64 0.4 0.9 0.92 0.86 0.64 0.6 0 0.88 0.56 0.95 100% Approach % 61% 23% 8% 9% 22% 64% 9% 5%6 6 Peak 2 Lights 39 614 81 1 735 1669 175 57 56 0 288 166 54 1456 152 8 1670 722 44 31 37 0 112 248 2805 SB 2 2 Specified Period % 100% 98% 99% 100% 98% 98% 100% 100% 92% 0% 98% 99% 98% 98% 99% 100% 98% 97% 100% 100% 100% 0% 100% 100% 98% 100% 4:00 PM - 6:30 PM Buses 0 7 0 0 7 8 0 0 0 0 0 0 0 8 0 0 8 7 0 0 0 0 0 0 15 WB 1 1 One Hour Peak % 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 1% 100% 4:30 PM - 5:30 PM Trucks 0 7 1 0 8 21 0 0 5 0 5 2 1 21 1 0 23 12 0 0 0 0 0 1 36 NB 9 9 % 0% 1% 1% 0% 1% 1% 0% 0% 8% 0% 2% 1% 2% 1% 1% 0% 1% 2% 0% 0% 0% 0% 0% 0% 1% 100% Total 39 628 82 1 750 1698 175 57 61 0 293 168 55 1485 153 8 1701 741 44 31 37 0 112 249 2856 EB 0 0 PHF 0.57 0.93 0.76 0.25 0.94 0.93 0.71 0.55 0.95 0 0.84 0.84 0.81 0.95 0.62 0.5 0.98 0.97 0.79 0.78 0.62 0 0.76 0.59 0.97 0% Approach % 26% 59% 10% 6% 60% 26% 4% 9%12 12 SEASONAL FACTOR 1.17 CDOT (SH82) 20YR FACTOR 1.20 GarCo Growth Rate (0.88%/yr)1.19 AM PEAK 2023 BASELINE SEASONAL Adjustment 45 1668 211 2 91 51 95 0 24 601 60 10 218 33 29 0 3138 2043 BACKGROUND 20YR adjustment 54 2002 252 3 109 61 114 0 29 722 72 12 260 40 35 0 3765 PM PEAK 2023 BASELINE SEASONAL Adjustment 46 735 96 2 205 67 72 0 65 1738 180 10 52 37 44 0 3349 2043 BACKGROUND 20YR adjustment 55 882 115 3 245 80 86 0 78 2086 215 12 62 45 53 0 4017 Study Name 82 Intersection Start Date Wednesday, January 25, 2023 7:30 AM End Date Thursday, January 26, 2023 6:30 PM Site Code Report Summary Southbound Westbound Northbound Eastbound Crosswalk Time Period Class.R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal Peak 1 Lights 22 1339 162 0 1523 555 79 41 84 0 204 231 23 456 41 3 523 1576 150 46 20 0 216 104 2466 SB 5 5 Specified Period % 100% 96% 97% 0% 96% 93% 93% 95% 94% 0% 94% 95% 92% 93% 98% 100% 93% 96% 97% 92% 95% 0% 96% 97% 95% 100% 7:30 AM - 10:00 AM Buses 0 11 0 0 11 11 1 2 0 0 3 0 0 9 0 0 9 14 3 0 1 0 4 2 27 WB 4 4 One Hour Peak % 0% 1% 0% 0% 1% 2% 1% 5% 0% 0% 1% 0% 0% 2% 0% 0% 2% 1% 2% 0% 5% 0% 2% 2% 1% 100% 7:30 AM - 8:30 AM Trucks 0 51 5 0 56 32 5 0 5 0 10 11 2 27 1 0 30 58 2 4 0 0 6 1 102 NB 7 7 % 0% 4% 3% 0% 4% 5% 6% 0% 6% 0% 5% 5% 8% 5% 2% 0% 5% 4% 1% 8% 0% 0% 3% 1% 4% 100% Total 22 1401 167 0 1590 598 85 43 89 0 217 242 25 492 42 3 562 1648 155 50 21 0 226 107 2595 EB 1 1 PHF 0.42 0.83 0.8 0 0.83 0.96 0.73 0.51 0.86 0 0.85 0.84 0.62 0.94 0.75 0.75 0.94 0.85 0.79 0.69 0.66 0 0.82 0.67 0.9 100% Approach % 61% 23% 8% 9% 22% 64% 9% 4%17 17 Peak 2 Lights 21 658 106 1 786 1753 201 42 53 0 296 190 54 1511 107 21 1693 789 57 30 40 0 127 170 2902 SB 1 1 Specified Period % 100% 98% 100% 100% 98% 98% 98% 100% 100% 0% 99% 98% 96% 98% 95% 100% 98% 98% 100% 97% 100% 0% 99% 97% 98% 100% 4:00 PM - 6:30 PM Buses 0 6 0 0 6 12 1 0 0 0 1 0 0 11 1 0 12 6 0 0 0 0 0 1 19 WB 1 1 One Hour Peak % 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 1% 0% 1% 1% 0% 0% 0% 0% 0% 1% 1% 100% 4:30 PM - 5:30 PM Trucks 0 7 0 0 7 26 3 0 0 0 3 3 2 23 5 0 30 7 0 1 0 0 1 5 41 NB 6 6 % 0% 1% 0% 0% 1% 1% 1% 0% 0% 0% 1% 2% 4% 1% 4% 0% 2% 1% 0% 3% 0% 0% 1% 3% 1% 100% Total 21 671 106 1 799 1791 205 42 53 0 300 193 56 1545 113 21 1735 802 57 31 40 0 128 176 2962 EB 0 0 PHF 0.66 0.91 0.85 0.25 0.9 0.96 0.8 0.88 0.88 0 0.82 0.95 0.74 1 0.91 0.58 0.99 0.92 0.95 0.86 0.71 0 0.89 0.96 0.95 0% Approach % 27% 60% 10% 7% 59% 27% 4% 6%8 8 SEASONAL FACTOR 1.17 CDOT (SH82) 20YR FACTOR 1.20 GarCo Growth Rate (0.88%/yr)1.19 AM PEAK 2023 BASELINE SEASONAL Adjustment 26 1640 196 0 100 51 105 0 30 576 50 4 182 59 25 0 3044 2043 BACKGROUND 20YR adjustment 31 1968 234 0 120 61 126 0 36 692 60 5 217 71 30 0 3651 PM PEAK 2023 BASELINE SEASONAL Adjustment 25 786 125 2 240 50 63 0 66 1808 133 25 67 37 47 0 3474 2043 BACKGROUND 20YR adjustment 30 944 149 3 286 60 76 0 79 2170 159 30 80 45 57 0 4168 Study Name 82 Intersection Start Date Wednesday, January 25, 2023 7:30 AM End Date Thursday, January 26, 2023 6:30 PM Site Code Report Summary Southbound Westbound Northbound Eastbound Crosswalk Summary TMV Table TMV Data Ped Data Start Date End Date Classification Categories 01/25/2023 AM Peaks 01/25/2023 PM Peaks 01/26/2023 AM Peaks 01/26/2023 PM Peaks 7:30 AM - 8:30 AM 5:00 PM - 6:00 PM Wednesday, January 25, 2023 7:30 AM Thursday, January 26, 2023 6:30 PM Lights, Buses, Trucks, Pedestrians 7:45 AM - 8:45 AM 5:15 PM - 6:15 PM Contains a TMV summary of all vehicular traffic in the intersection for defined peak periods Contains a pivot table of the TMV road and crosswalk data Contains measured TMV data of all vehicular traffic in the intersection for each approach Contains detected pedestrian information for the intersection's crosswalks Traffic Study Site Code Overview This report contains turning movement volume (TMV) data of vehicular traffic in the intersection of study. Content Study Name Frontage Start Date Wednesday, January 25, 2023 7:30 AM End Date Thursday, January 26, 2023 6:30 PM Time Period Class.R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal Peak 1 Lights 7 2 0 0 9 8 1 153 5 0 159 127 1 0 37 0 38 108 101 126 7 0 234 197 440 SB 0 0 Specified Period % 100% 100% 0% 0% 100% 100% 100% 99% 100% 0% 99% 100% 100% 0% 88% 0% 88% 99% 99% 100% 100% 0% 100% 97% 98% 0% 7:30 AM - 10:15 AM Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 1 WB 0 0 One Hour Peak % 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0% 7:45 AM - 8:45 AM Trucks 0 0 0 0 0 0 0 2 0 0 2 0 0 0 4 0 4 1 1 0 0 0 1 6 7 NB 0 0 % 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 10% 0% 9% 1% 1% 0% 0% 0% 0% 3% 2% 0% Total 7 2 0 0 9 8 1 155 5 0 161 127 1 0 42 0 43 109 102 126 7 0 235 204 448 EB 1 1 PHF 0.29 0.5 0 0 0.38 0.67 0.25 0.73 0.42 0 0.75 0.74 0.25 0 0.75 0 0.77 0.88 0.85 0.75 0.58 0 0.92 0.7 0.87 100% Approach % 2% 2% 36% 28% 10% 24% 52% 46%1 1 Peak 2 Lights 12 0 0 0 12 12 1 244 3 0 248 82 2 3 79 0 84 71 68 80 8 0 156 335 500 SB 0 0 Specified Period % 100% 0% 0% 0% 100% 100% 100% 98% 100% 0% 98% 98% 100% 100% 99% 0% 99% 99% 99% 98% 100% 0% 98% 99% 98% 0% 4:00 PM - 6:30 PM Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 1 WB 0 0 One Hour Peak % 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 5:15 PM - 6:15 PM Trucks 0 0 0 0 0 0 0 4 0 0 4 2 0 0 0 0 0 1 1 2 0 0 3 4 7 NB 0 0 % 0% 0% 0% 0% 0% 0% 0% 2% 0% 0% 2% 2% 0% 0% 0% 0% 0% 1% 1% 2% 0% 0% 2% 1% 1% 0% Total 12 0 0 0 12 12 1 248 3 0 252 84 2 3 80 0 85 72 69 82 8 0 159 340 508 EB 0 0 PHF 0.6 0 0 0 0.6 0.5 0.25 0.78 0.75 0 0.77 0.78 0.5 0.25 0.65 0 0.69 0.64 0.62 0.79 0.5 0 0.85 0.73 0.86 0% Approach % 2% 2% 50% 17% 17% 14% 31% 67%0 0 SEASONAL FACTOR 1.17 GarCo Growth Rate (0.88%/yr)1.19 GarCo Growth Rate (0.88%/yr)1.19 AM PEAK SEASONAL Adjustment 9 3 0 0 2 182 6 0 2 0 50 0 120 148 9 0 531 20YR adjustment 11 4 0 0 3 217 8 0 3 0 60 0 143 177 11 0 637 PM PEAK SEASONAL Adjustment 15 0 0 0 2 291 4 0 3 4 94 0 81 96 10 0 600 20YR adjustment 18 0 0 0 3 347 5 0 4 5 113 0 97 115 12 0 719 Site Code Report Summary Southbound Westbound Northbound Eastbound Crosswalk Study Name Frontage Start Date Wednesday, January 25, 2023 7:30 AM End Date Thursday, January 26, 2023 6:30 PM Time Period Class.R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal Peak 1 Lights 6 1 0 0 7 11 0 174 6 0 180 134 9 0 31 0 40 102 95 125 11 0 231 211 458 SB 3 3 Specified Period % 100% 50% 0% 0% 88% 100% 0% 95% 86% 0% 94% 97% 100% 0% 89% 0% 91% 94% 95% 97% 100% 0% 96% 94% 95% 100% 7:30 AM - 10:15 AM Buses 0 0 0 0 0 0 0 1 0 0 1 0 0 0 2 0 2 0 0 0 0 0 0 3 3 WB 2 2 One Hour Peak % 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 6% 0% 5% 0% 0% 0% 0% 0% 0% 1% 1% 100% 7:30 AM - 8:30 AM Trucks 0 1 0 0 1 0 0 9 1 0 10 4 0 0 2 0 2 7 5 4 0 0 9 11 22 NB 2 2 % 0% 50% 0% 0% 13% 0% 0% 5% 14% 0% 5% 3% 0% 0% 6% 0% 5% 6% 5% 3% 0% 0% 4% 5% 5% 100% Total 6 2 0 0 8 11 0 184 7 0 191 138 9 0 35 0 44 109 100 129 11 0 240 225 483 EB 3 3 PHF 0.5 0.25 0 0 0.67 0.69 0 0.74 0.58 0 0.77 0.7 0.56 0 0.8 0 0.79 0.94 0.93 0.69 0.69 0 0.85 0.77 0.86 100% Approach % 2% 2% 40% 29% 9% 23% 50% 47%10 10 Peak 2 Lights 13 1 0 0 14 12 3 221 1 0 225 109 5 2 72 0 79 104 102 104 7 0 213 306 531 SB 2 2 Specified Period % 100% 100% 0% 0% 100% 100% 100% 99% 100% 0% 99% 99% 100% 100% 100% 0% 100% 99% 99% 99% 100% 0% 99% 99% 99% 100% 4:00 PM - 6:30 PM Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 WB 0 0 One Hour Peak % 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 5:00 PM - 6:00 PM Trucks 0 0 0 0 0 0 0 2 0 0 2 1 0 0 0 0 0 1 1 1 0 0 2 2 4 NB 1 1 % 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 1% 1% 1% 0% 0% 1% 1% 1% 100% Total 13 1 0 0 14 12 3 223 1 0 227 110 5 2 72 0 79 105 103 105 7 0 215 308 535 EB 0 0 PHF 0.65 0.25 0 0 0.7 0.75 0.38 0.84 0.25 0 0.85 0.81 0.62 0.5 0.82 0 0.79 0.94 0.92 0.82 0.58 0 0.98 0.86 0.91 0% Approach % 3% 2% 42% 21% 15% 20% 40% 58%3 3 SEASONAL FACTOR 1.17 GarCo Growth Rate (0.88%/yr)1.19 GarCo Growth Rate (0.88%/yr)1.19 AM PEAK SEASONAL Adjustment 8 3 0 0 0 216 9 0 11 0 41 0 117 151 13 0 569 20YR adjustment 10 4 0 0 0 258 11 0 14 0 49 0 140 180 16 0 682 PM PEAK SEASONAL Adjustment 16 2 0 0 4 261 2 0 6 3 85 0 121 123 9 0 632 20YR adjustment 20 3 0 0 5 311 3 0 8 4 102 0 145 147 11 0 759 Site Code Report Summary Southbound Westbound Northbound Eastbound Crosswalk Study Name Frontage Start Date Wednesday, January 25, 2023 7:30 AM End Date Thursday, January 26, 2023 6:30 PM