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MONTAVA - PHASE G & IRRIGATION POND - BDR210013 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDY
Traffic Impact Study Montava Phase G & E Fort Collins, Colorado Prepared for: HF2M Colorado TRAFFIC IMPACT STUDY Montava Phase G & E Fort Collins, Colorado Prepared for HF2M Colorado 430 N College Avenue Suite 410 Fort Collins, Colorado 80524 Prepared by Kimley-Horn and Associates, Inc. 4582 South Ulster Street Suite 1500 Denver, Colorado 80237 (303) 228-2300 May 2022 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. 05/18/2022 Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page i TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i LIST OF TABLES .............................................................................................................ii LIST OF FIGURES ...........................................................................................................ii 1.0 EXECUTIVE SUMMARY ........................................................................................... 1 2.0 INTRODUCTION ....................................................................................................... 6 3.0 EXISTING AND FUTURE CONDITIONS .................................................................. 9 3.1 Existing Study Area ...........................................................................................................9 3.2 Existing Roadway Network ................................................................................................9 3.3 Existing Traffic Volumes ..................................................................................................26 3.4 Unspecified Development Traffic Growth .........................................................................26 4.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................. 29 4.1 Trip Generation................................................................................................................29 4.2 Trip Distribution ...............................................................................................................30 4.3 Traffic Assignment ...........................................................................................................31 4.4 Total (Background Plus Project) Traffic............................................................................31 5.0 TRAFFIC OPERATIONS ANALYSIS ...................................................................... 36 5.1 Analysis Methodology ......................................................................................................36 5.2 Key Intersection Operational Analysis .............................................................................37 5.3 Project Accesses and Future Intersections ......................................................................53 5.4 Chesapeake Drive Roadway Classification ......................................................................55 5.5 Turn Bay Length Analysis ................................................................................................55 5.6 Vehicle Queuing Analysis ................................................................................................56 5.7 Multimodal Transportation Analysis .................................................................................57 5.8 Improvement Summary ...................................................................................................60 6.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 62 APPENDICES Appendix A – Intersection Count Sheets Appendix B – Background Projects Appendix C – Trip Generation Worksheets Appendix D – Intersection Analysis Worksheets Appendix E – Queue Analysis Worksheets Appendix F – Conceptual Site Plan Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page ii LIST OF TABLES Table 1 – Montava Phase G & E Traffic Generation ..................................................................30 Table 2 – Level of Service Definitions .......................................................................................36 Table 3 – Richards Lake Road & Turnberry Road LOS Results ................................................38 Table 4 – Richards Lake Road & Giddings Road LOS Results .................................................39 Table 5 – Richards Lake Road & Busch Drive LOS Results ......................................................40 Table 6 – Maple Hill Drive & Turnberry Road LOS Results .......................................................41 Table 7 – Maple Hill Drive & Bar Harbor Drive LOS Results ......................................................42 Table 8 – Country Club Road & Lemay Avenue LOS Results ...................................................43 Table 9 – Country Club Road & Turnberry Road LOS Results ..................................................44 Table 10 – Mountain Vista Drive & Turnberry Road LOS Results..............................................45 Table 11 – Mountain Vista Drive & Timberline Road LOS Results ............................................46 Table 12 – Mountain Vista Drive & Giddings Road LOS Results ...............................................47 Table 13 – Mountain Vista Drive & Busch Drive LOS Results ...................................................48 Table 14 – Mountain Vista Drive & I-25 SB Ramp LOS Results ................................................49 Table 15 – Mountain Vista Drive & I-25 NB Ramp LOS Results ................................................50 Table 16 – Vine Drive & Lemay Avenue/9th Street LOS Results ................................................51 Table 17 – Vine Drive & Timberline Road LOS Results .............................................................52 Table 18 – Project Access and Future Intersection Level of Service Results.............................54 Table 19 – Turn Lane Queuing Analysis Results .......................................................................56 LIST OF FIGURES Figure 1 – Vicinity Map ................................................................................................................8 Figure 2 – Existing Geometry and Control .................................................................................25 Figure 3 – 2022 Existing Traffic Volumes ..................................................................................27 Figure 4 – 2027 Background Traffic Volumes............................................................................28 Figure 5 – Phase G Project Trip Distribution .............................................................................32 Figure 6 – Phase E Project Trip Distribution ..............................................................................33 Figure 7 – Project Traffic Assignment .......................................................................................34 Figure 8 – 2027 Total Traffic Volumes ......................................................................................35 Figure 9 – 2027 Recommended Geometry and Control ............................................................61 Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 1 1.0 EXECUTIVE SUMMARY Montava Phase G & E is proposed to be located on the northwest and northeast corners of the Mountain Vista Drive and Timberline Road intersection in Fort Collins, Colorado. The overall Montava project is a master planned mixed use development to be located north of Vine drive, south of Richards Lake Road, east of Turnberry Road, and west of Interstate 25 (I-25). Montava is a new urbanism complete community with walkable and bikeable blocks and streets incorporating housing, employment, and shopping in close proximity, intended to meet the needs of all residents to remain on site through integrated land use planning. The Montava Master Transportation Impact Study (Montava MTIS) was completed in October 2018 for the overall Montava development area. The purpose of this traffic study is a site-specific evaluation for planning areas Phase G and E, which are the first two areas proposed to be developed within Montava. Phase G is located on the northwest corner of the Mountain Vista Drive and Timberline Road intersection and is proposed to include multifamily and single-family residences. Phase E is located on the northeast corner of the Mountain Vista Drive and Timberline Road intersection and is proposed to include residential, retail, and office space. It is expected that Montava Phase G & E will be completed in the next several years; therefore, analysis was conducted for the 2027 short-term buildout horizon. The purpose of this traffic study is to identify project traffic generation characteristics to determine potential project traffic related impacts on the local street system and to develop the necessary mitigation measures required for the identified traffic impacts. The following intersections were incorporated into this traffic study based on the City of Fort Collins requested scope: · Richards Lake Road and Turnberry Road (Intersection #1) · Richards Lake Road and Giddings Road (#2) · Richards Lake Road and Busch Drive (#3) · Maple Hill Drive and Turnberry Road (#4) · Maple Hill Drive and Bar Harbor Drive (#5) · Country Club Road and Lemay Avenue (#6) · Country Club Road and Turnberry Road (#7) · Mountain Vista Drive and Turnberry Road (#8) · Mountain Vista Drive and Timberline Road (#9) · Mountain Vista Drive and Giddings Road (#10) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 2 · Mountain Vista Drive and Busch Drive (#11) · Mountain Vista Drive and I-25 Southbound Ramps (#12) · Mountain Vista Drive and I-25 Northbound Ramps (#13) · Vine Drive and Lemay Avenue/9th Street (#14) · Vine Drive and Timberline Road (#15) In addition, the proposed private and public street accesses along Mountain Vista Drive and Timberline Road were evaluated. Regional access to Montava Phase G & E will be provided by Interstate 25 (I-25) and US-287. Primary access will be provided by Richards Lake Road, Mountain Vista Drive, and Turnberry Road. Direct access to Phase G will be provided by two accesses along the north side of Mountain Vista Drive and accesses along the proposed Timberline Road extension. Similarly, direct access to Phase E will also be provided along the proposed Timberline Road extension and an access along Mountain Vista Drive. Montava Phase G & E is expected to generate approximately 9,142 weekday external daily trips, with 535 of these trips occurring during the morning peak hour and 716 of these trips occurring during the afternoon peak hour. Based on the analysis presented in this report, Kimley-Horn believes Montava Phase G & E will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following conclusions and recommendations: · With completion of the Montava Phase G & E project, Timberline Road will be constructed from Mountain Vista Drive to the north property limits of Phase E and will include a regional trail adjacent to the travel lanes and two mid-block pedestrian crosswalks across Timberline Road with Pedestrian Crossing Warning Signs and Rectangular Rapid Flashing Beacons. Three (3) project accesses are proposed along Timberline Road between Country Club Road and Mountain Vista Road with the northern access serving Phase E from the east leg of the future intersection of Country Club Road and Timberline Road (Intersection #16). The northwest Country Club Road leg and northeast Timberline Road leg of this intersection is not Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 3 anticipated to be constructed with development of Phase G and E and will be provided with future phases of the Montava development. The future intersection of Timberline Road and Country Club Road is proposed to be constructed as a single lane roundabout. The middle access along Timberline Road (#17) and the southern access along Timberline Road (Chesapeake Drive – #19) will serve both Phase G and E and will be constructed as single lane roundabouts. · In addition, two project accesses are proposed along the north side Mountain Vista Drive to serve Phase G with the west access (#20) proposed to allow full turning movements while the east access (#21) is proposed to be restricted to right-in/right-out movements. The two accesses along Mountain Vista Drive serving Phase G should both operate with stop control with installation of R1-1 “STOP” signs on the exiting southbound approaches. A raised pork chop median should be provided in the driveway throat of the east access along Mountain Vista Drive to restrict movements to right turns only. To further identify the exiting movements to right turns only, a R3-2 “No Left Turn” sign should be placed under the “STOP” sign. The internal street network within Phase G is proposed to connect with Chesapeake Drive which currently intersects with Turnberry Road to the west. · A full movement access (#22) is also proposed along the north side of Mountain Vista Drive to serve Phase E. It is recommended that the access along Mountain Vista Road serving Phase E (#22) operate with stop control and a R1-1 “STOP” sign be installed on the exiting southbound approach to Mountain Vista Drive. · The City of Fort Collins plans to construct a roundabout at the intersection of Country Club Road/Lemay Avenue (#6). It is anticipated that this intersection will operate acceptably as a single-lane roundabout. · As part of the project, the intersection of Mountain Vista Drive and Timberline Road (#9) will be constructed as a roundabout with the north Timberline Road leg of this intersection extending to the north property limits of Phase E. The ultimate configuration of this intersection will consist of a two-lane roundabout on all four approaches and will be constructed as such initially; however, the second approach lane will be striped out and the roundabout will operate Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 4 with a single lane on all four approaches until additional capacity is needed along either Mountain Vista Drive or Timberline Road. · A residential local street can typically support approximately 1,500 vehicles per day while maintaining the local character with residential driveways. Traffic projections from this study indicate that Chesapeake Drive is expected to have an average daily traffic (ADT) volume of approximately 1,200 vehicles per day adjacent to Timberline Road. This street section of Chesapeake Drive is exclusive to Phase G; therefore, additional traffic volume is not expected along this segment with future development of other Montava phases. Therefore, Chesapeake Drive meets the characteristics of a residential local street. A residential local street cross section consists of 30 feet of pavement with 7-foot parallel parking lanes on both sides which is consistent with the cross section of Chesapeake Drive to the west of the project. Unrelated to Montava Phase G & E development areas, a separate eastbound left turn lane is needed based on Mountain Vista Drive being an arterial roadway at the Mountain Vista Drive/Giddings Road (#10) intersection. The turn lane is recommended to provide a length of 265 feet and a 220-foot taper. In addition, separate northbound and southbound left turn lanes are warranted at the Vine Drive/Timberline Road (#15) intersection. If implemented, the northbound left turn lane is recommended to provide a length of 200 feet with a 140-foot taper, whereas the southbound left turn lane is recommended to provide a length of 135 feet and a 140-foot taper. It should be noted that all three of these turn lanes are required based on existing conditions without the project. Further, it is believed that the northbound and southbound left turn lanes were not previously implemented at the Vine Drive and Timberline Road intersection due to design constraints making roadway widening problematic because of the railroad tracks located to the south. Additionally, the future design of the Vine Drive and Timberline Road intersection is uncertain as grade separation and other improvements may be considered in the future. For the purposes of this analysis, northbound and southbound left turn lanes and signal control were included for evaluation at the Vine Drive and Timberline Road intersection, but it should be noted that this intersection will be studied by others in more detail in the future. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 5 · Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins, Larimer County, and the Manual on Uniform Traffic Control Devices (MUTCD) – 2009 Edition. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 6 2.0 INTRODUCTION Kimley-Horn and Associates, Inc. has prepared this report to document the results of a Traffic Impact Study for Montava Phase G & E proposed to be located on the northwest and northeast corners of the Mountain Vista Drive and Timberline Road intersection in Fort Collins, Colorado. Montava is a new urbanism complete community with walkable and bikeable blocks for residents to be able to remain on site and be able to access housing, employment and shopping all within close proximity through integrated land use planning. The Montava Master Transportation Impact Study (Montava MTIS) was completed in October 2018 for the overall Montava development area. This traffic study is site specific for planning areas Phase G and E which are the first two areas proposed to be developed within Montava. A vicinity map illustrating the Montava Phase G & E development location as well as the overall Montava development area is shown in Figure 1. Phase G is located on the northwest corner of the Mountain Vista Drive and Timberline Road intersection and is proposed to include multifamily and single-family residences. Phase E is located on the northeast corner of the Mountain Vista Drive and Timberline Road intersection and is proposed to include residential, retail, and office space. A conceptual site plan is attached in Appendix F. It is expected that Montava Phase G & E will be completed in the next several years; therefore, analysis was conducted for the 2027 short-term buildout horizon. The purpose of this traffic study is to identify project traffic generation characteristics to determine potential project traffic related impacts on the local street system and to develop the necessary mitigation measures required for the identified traffic impacts. The following intersections were incorporated into this traffic study based on the City of Fort Collins requested scope: · Richards Lake Road and Turnberry Road (Intersection #1) · Richards Lake Road and Giddings Road (#2) · Richards Lake Road and Busch Drive (#3) · Maple Hill Drive and Turnberry Road (#4) · Maple Hill Drive and Bar Harbor Drive (#5) · Country Club Road and Lemay Avenue (#6) · Country Club Road and Turnberry Road (#7) · Mountain Vista Drive and Turnberry Road (#8) · Mountain Vista Drive and Timberline Road (#9) · Mountain Vista Drive and Giddings Road (#10) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 7 · Mountain Vista Drive and Busch Drive (#11) · Mountain Vista Drive and I-25 Southbound Ramps (#12) · Mountain Vista Drive and I-25 Northbound Ramps (#13) · Vine Drive and Lemay Avenue/9th Street (#14) · Vine Drive and Timberline Road (#15) In addition, the proposed private and public street accesses along Mountain Vista Drive and Timberline Road were evaluated. Regional access to Montava Phase G & E will be provided by Interstate 25 (I-25) and US-287. Primary access will be provided by Richards Lark Road, Mountain Vista Drive and Turnberry Road. Direct access to Phase G will be provided by two accesses along the north side of Mountain Vista Drive and accesses along the proposed Timberline Road extension. Similarly, direct access to Phase E will also be provided along the proposed Timberline Road extension and an access along Mountain Vista Drive. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 9 3.0 EXISTING AND FUTURE CONDITIONS 3.1 Existing Study Area The existing site consists of agricultural land while agricultural uses are also located to the north, south, and east of the site is primarily made up of agricultural land. Residential uses are located directly west of the site and in the extended area to the north. The Anheuser Busch manufacturing facility is located in the extended area to the east. 3.2 Existing Roadway Network Richards Lake Road extends in the east/west direction as a two-lane roadway and has a posted speed limit of 40 miles per hour. Bike lanes are present along most of the roadway within the study limits and sidewalks are only provided along the frontage of existing developments. Country Club Road extends eastbound and westbound as a two-lane roadway and has a posted speed limit of 30 miles per hour. Mountain Vista Drive is a two-lane roadway extending eastbound and westbound. The posted speed limit between Turnberry Road and Timberline Road is 45 miles per hour, between Timberline Road and Gildings Road is 55 miles per hour, and between Gildings Road and the I- 25 interchange is 50 miles per hour. Bike lanes are provided along the north and south side of Mountain Vista Drive. Vine Drive extends in the east/west direction as a two-lane roadway. The posted speed limit is 45 miles per hour near the study intersections and reduces to 35 miles per hour as the roadway approaches the Lemay Avenue intersection. Bike lanes are provided along the north and south side of Vine Drive. Lemay Avenue extends north/south with one through lane of travel in each direction and has a posted speed limit of 35 miles per hour. Bike lanes are provided along both sides of the roadway. Turnberry Road extends northbound and southbound with one through lane in each direction with left turn lanes at most major intersections. Turnberry Road has a posted speed limit of 40 miles per hour and contains bike lanes on both sides of the roadway. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 10 Giddings Road extends in the north/south direction as a two-lane roadway and has a posted speed limit of 55 miles per hour. Bike lanes are provided along the east and west side of Giddings Road. Busch Drive extends in the north/south direction as a two-lane roadway. It has a posted speed limit of 30 miles per hour and extends along the west side of Interstate 25. Bike lanes are provided along the east and west side of Busch Drive. The unsignalized intersection of Richards Lake Road and Turnberry Road (#1) operates with stop control on the eastbound and westbound approach of Richards Lake Road. The southbound and westbound approaches provide a left turn lane and a shared through/right turn lane. The northbound approach of Turnberry Road provides a left turn lane, a through lane, and a right turn lane while the eastbound approach provides a single lane that is shared with all movements. An aerial photo of the existing intersection configuration is below (north is up - typical). Richards Lake Road & Turnberry Road (#1) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 11 The unsignalized intersection of Richards Lake Road and Giddings Road (#2) operates with stop control on the eastbound and westbound approach of Richards Lake Road. All four approaches provide a single lane that is shared with all movements. An aerial photo of the existing intersection configuration is below. Richards Lake Road & Giddings Road (#2) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 12 The unsignalized intersection of Richards Lake Road and Busch Drive (#3) operates with stop control on the northbound approach of Busch Drive and the southbound approach of a private driveway. The eastbound approach of Richards Lake Road provides a left turn lane, a through lane, and a right turn lane while the westbound approach provides a left turn lane and a shared through/right turn lane. The northbound approach provides a separate left and right turn lane while the southbound approach provides a single lane for shared movements. An aerial photo of the existing intersection configuration is below. Richards Lake Road & Busch Drive (#3) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 13 The unsignalized T-intersection of Maple Hill Drive and Turnberry Road (#4) operates with stop control on the westbound approach of Maple Hill Drive. The westbound approach of Maple Hill Drive provides a single lane shared for left and right turn movements. The northbound approach of Turnberry Road provides a through lane and a right turn lane. The southbound approach provides a left turn lane and a through lane. An aerial photo of the existing intersection configuration is below. Maple Hill Drive & Turnberry Road (#4) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 14 The unsignalized intersection of Maple Hill Drive and Bar Harbor Drive (#5) operates with stop control on all four approaches. The four approaches of this intersection all provide a single lane for shared movements. An aerial photo of the existing intersection configuration is below. Maple Hill Drive & Bar Harbor Drive (#5) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 15 The unsignalized intersection of Country Club Road and Lemay Avenue (#6) operates with stop control on all four approaches. All four approaches provide a single lane for shared movements. An aerial photo of the existing intersection configuration is below. Country Club Road and Lemay Avenue (#6) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 16 The signalized intersection of Country Club Road and Turnberry Road (#7) operates with permissive-only left turn phasing. The northbound approach of Turnberry Road provides a left turn lane and a shared through/right turn lane. The southbound approach provides a left turn lane, a through lane, and a right turn lane. The eastbound approach of Country Club Road provides a shared left/through lane and a right turn lane while the westbound approach provides a single lane approach with shared movements. An aerial photo of the existing intersection configuration is below. Country Club Road and Turnberry Road (#7) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 17 The unsignalized T-intersection of Mountain Vista Drive and Turnberry Road (#8) operates with stop control on all three approaches. The west leg is a private roadway with a single lane eastbound approach. The southbound approach of Turnberry Road and the westbound approach of Mountain Vista Drive provides a single lane for shared movements. An aerial photo of the existing intersection configuration is below. Mountain Vista Drive and Turnberry Road (#8) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 18 The unsignalized T-intersection of Mountain Vista Drive and Timberline Road (#9) operates with stop control on the northbound approach of Timberline Road. All three approaches provide a single lane approach for shared movements. An aerial photo of the existing intersection configuration is below. Mountain Vista Drive and Timberline Road (#9) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 19 The unsignalized T-intersection of Mountain Vista Drive and Giddings Road (#10) operates with stop control on the southbound approach of Giddings Road. All three approaches provide a single lane approach for shared movements. An aerial photo of the existing intersection configuration is below. Mountain Vista Drive and Giddings Road (#10) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 20 The unsignalized T-intersection of Mountain Vista Drive and Busch Drive (#11) operates with stop control on the southbound approach of Busch Drive. The eastbound approach of Mountain Vista Drive provides a left turn lane and a through lane. The southbound and westbound approaches provide a single lane for shared movements. An aerial photo of the existing intersection configuration is below. Mountain Vista Drive and Busch Drive (#11) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 21 The unsignalized intersection of Mountain Vista Drive and I-25 Southbound Ramps (#12) operates with stop control on the southbound approach of the I-25 Southbound Ramp. The eastbound approach of Mountain Vista Drive provides a through lane and a right turn lane. The westbound approach provides a left turn lane and a through lane. The southbound approach provides a single lane for shared movements while the south leg of this intersection provides one receiving lane along the on ramp. An aerial photo of the existing intersection configuration is below. Mountain Vista Drive and I-25 Southbound Ramps (#12) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 22 The unsignalized intersection of Mountain Vista Drive and I-25 Northbound Ramps (#13) operates with stop control on the northbound approach of the I-25 Northbound Ramp. The eastbound approach of Mountain Vista Drive provides a left turn lane and a through lane. The westbound approach provides a shared through/right turn lane. The northbound approach provides a single lane for shared movements while the north leg of this intersection provides one receiving lane along the on ramp. An aerial photo of the existing intersection configuration is below. Mountain Vista Drive and I-25 Northbound Ramps (#13) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 23 The signalized intersection of Vine Drive and Lemay Avenue/9th Street (#14) operates with protected-permitted left turn phasing on the eastbound and westbound approaches of Vine Drive and permitted only left turn phasing on the northbound and southbound approaches of Lemay Avenue/9th Street. The eastbound and westbound approaches provide a left turn lane and a shared through/right turn lane. The northbound and southbound approaches provide a single lane for shared movements. An aerial photo of the existing intersection configuration is below. Vine Drive and Lemay Avenue/9th Street (#14) Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 24 The unsignalized intersection of Vine Drive and Timberline Road (#15) operates with stop control on all four approaches. All four approaches provide a single lane for shared movements. An aerial photo of the existing intersection configuration is below. Vine Drive and Timberline Road (#15) The intersection lane configuration and control for the study area intersections are shown in Figure 2. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 26 3.3 Existing Traffic Volumes Existing turning movement counts were conducted at all the study intersections on Thursday, April 28, 2022 except for the Country Club Road/Lemay Avenue (#6) and Mountain Vista Drive/Turnberry Road (#8) intersections. The Country Club Road/Lemay Avenue (#6) intersection turning movement counts were collected on Tuesday, April 24, 2021 and the Mountain Vista Drive/Turnberry Road (#8) intersection turning movement counts were collected on Wednesday, May 4, 2022. The counts were conducted during the morning and afternoon peak hours of adjacent street traffic in 15-minute intervals from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM on these count dates. The existing intersection traffic volumes are shown in Figure 3 with count sheets provided in Appendix A. 3.4 Unspecified Development Traffic Growth An areawide annual growth rate of two (2) percent was used based on the direction from City staff. However, the intersection of Maple Hill Drive/Bar Harbor Drive (#5) and the east leg of the Maple Hill Drive/Turnberry Road intersection is not anticipated to have additional growth besides the traffic associated with the Montava Development. In addition, the following background developments have been included in the background traffic volumes: · East Ridge Traffic Analyses Related to the Vine/Lemay Intersection, Delich Associates, July 28, 2015 · Old Town North Block 6 Transportation Impact Study, Delich Associates, May 2016 · Trail Head Tracts F & G Transportation Impact Study, Delich Associates, September 2017 · Waters’ Edge West Traffic Impact Analysis, Felsburg Holt & Ullevig, January 24, 2017 · Crowne at Old Town North Transportation Impact Study, Delich Associates, February 2017 · Country Club Reserve Traffic Impact Study, Eugene G Coppola, August 21, 2017 · Northfield Transportation Impact Study, Delich Associates, August 2018 · Waterfield Transportation Impact Study, Delich Associates, August 2018 · Gregory Cove Transportation Impact Study Memorandum, Delich Associates, March 18, 2021 These background studies are included in Appendix B.The calculated background traffic volumes for 2027 is shown in Figure 4. 75(44) 0(6) 4(6) 16(16) 2(1) 1(0)7(3)100(75)0(1)45(83)60(81)7(26)1 10(17) 13(13) 7(10) 55(23) 15(20) 20(34)5(8)236(140)22(13)8(14)100(186)20(56)2 45(53) 37(43) 1(0) 2(14) 28(29)1(0)1(0)6(26)13(21)3 71(42) 1(1)1(0)207(140)30(48)116(207)4 1(1) 33(15) 2(0) 1(2) 7(10) 4(7)1(1)4(8)15(9)2(9)2(11)4(2)5 183(151) 172(142) 10(21) 80(53) 177(253) 4(11)25(20)117(51)4(6)99(185)41(102)36(49)6 25(19) 44(29) 132(149) 30(57) 100(205)1(0)92(64)220(147)14(27)47(69)113(163)7 2(22) 96(231) 26(8) 9(5)269(163)4(15)8 206(152) 91(175) 118(91) 163(120)108(173)68(106)9 142(216) 63(118) 205(159) 58(137)151(78)157(103)10 192(302) 39(59) 346(232) 8(7)110(75)13(12)11 184(105) 191(314) 385(241) 73(70)3(16)1(0)41(49)12 237(144) 26(20) 39(63) 33(31)99(219)1(1)168(267)13 67(37) 221(212) 67(51) 27(59) 155(205) 1(8)42(44)16(9)6(7)28(88)6(12)20(40)14 115(89) 197(164) 9(10) 115(112) 108(171) 20(45)6(3)281(204)50(43)56(67)139(199)91(118)15 83(49) 0(7) 10(24) 18(18) 2(1) 1(0)24(14)260(189)0(1)50(92)126(250)8(29)1 11(19) 20(31) 8(11) 61(25) 33(33) 22(38)6(9)261(155)24(14)9(15)110(205)22(62)2 50(59) 47(64) 1(0) 2(15) 47(43)1(0)1(0)7(29)14(23)3 71(42) 1(1)1(0)381(268)33(53)194(394)4 1(1) 33(15) 2(0) 1(2) 7(10) 4(7)1(1)4(8)15(9)2(9)2(11)4(2)5 235(193) 221(178) 11(23) 94(70) 206(313) 5(14)29(22)132(57)6(8)125(241)46(115)51(61)6 28(21) 49(32) 146(165) 33(63) 142(311)3(5)173(125)320(214)15(30)83(154)125(180)7 2(24) 137(333) 29(9) 10(6)368(234)4(17)8 235(195) 116(242) 157(128) 226(163)141(205)96(150)9 181(314) 70(130) 294(221) 64(151)167(86)173(114)10 236(409) 43(65) 450(301) 9(8)121(83)14(13)11 203(116) 224(389) 456(286) 118(101)3(18)1(0)56(89)12 264(166) 29(22) 49(74) 67(54)109(242)1(1)196(330)13 126(74) 291(264) 96(77) 37(69) 186(277) 3(13)62(76)93(64)11(10)49(151)36(93)24(51)14 143(117) 229(202) 16(28) 176(212) 138(204) 29(66)22(14)396(292)69(58)77(93)193(317)171(200)15 Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 29 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 Trip Generation Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Manual1 published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. For this study, Kimley-Horn used the ITE Trip Generation Report fitted curve equations that applies to Single-Family Detached Housing (ITE Land Use Code 210), Single-Family Attached Housing (ITE Land Use Code 215), Multifamily Low-Rise Housing (ITE Land Use Code 220), and General Office Building (ITE Land Use 710) and the average rate equations that applies to Shopping Plaza (ITE Land Use Code 821) for traffic associated with the development. Since the buildout of the Montava Phase G & E is proposed to contain a mix of uses, internal capture trips are expected to occur on site as well. These internal capture trips are shared trips from vehicles already within the internal street network that reduce the number of total external trips. Phase G & E are the first two areas being developed within Montava and the capture rates are not likely to be as high without full development of the entire Montava project. Therefore, internal capture rates for the short-term of Phase G & E were calculated directly per ITE procedure. However, with full buildout to the Montava Master Development and the nature of a large-scale mixed-use development, the internal capture trips are anticipated to be greater than those from the ITE procedure and will be calculated based on the National Cooperative Highway Research Program (NCHRP) Report 684: Enhancing Internal Trip Capture Estimation for Mixed- Use Developments or other methodologies. Montava Phase G & E is expected to generate approximately 9,142 weekday external daily trips, with 535 of these trips occurring during the morning peak hour and 716 of these trips occurring during the afternoon peak hour. Calculations were based on the procedure and information provided in the ITE Trip Generation Manual, 11th Edition – Volume 1: User’s Guide and Handbook, 1 Institute of Transportation Engineers,Trip Generation Manual, Eleventh Edition, Washington DC, 2022. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 30 2022.Table 1 summarizes the estimated trip generation for the Montava Phase G & E. The trip generation worksheets are included in Appendix C. Table 1 – Montava Phase G & E Traffic Generation Land Use and Size Weekday Vehicle Trips Daily AM Peak Hour PM Peak Hour In Out Total In Out Total Phase G: Trips after Internal Capture Single Family Detached (ITE 210) – 91 Dwelling Units 870 18 49 67 51 31 67 Single Family Attached (ITE 215) – 42 Dwelling Units 254 5 11 16 11 8 19 Multifamily Low Rise (ITE 220) – 230 Dwelling Units 1,456 23 72 94 68 40 108 Phase G Total Trips after Internal Capture 2,580 45 132 177 129 79 208 Phase E: Trips after Internal Capture Single Family Detached (ITE 210) – 97 Dwelling Units 924 19 52 71 54 33 87 Single Family Attached (ITE 215) – 95 Dwelling Units 634 14 30 44 27 21 47 Multifamily Low Rise (ITE 220) – 291 Dwelling Units 1,826 26 86 112 82 49 131 General Office Building (ITE 710) – 29,500 Square Feet 314 47 5 52 1 39 40 Shopping Plaza (ITE 821) – 50,900 Square Feet 2,864 50 29 79 106 97 203 Phase E Total Trips after Internal Capture 6,562 156 202 358 270 238 508 Total Trips after Internal Capture 9,142 201 334 535 399 317 716 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, existing and anticipated surrounding demographic information, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. The project trip distribution for Phase G is illustrated in Figure 6 and for Phase E is illustrated in Figure 7. Through coordination with City staff, the Phase E trip distribution has been refined to incorporate retail in addition to residential and office use. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 31 4.3 Traffic Assignment Montava Phase G & E traffic assignment was obtained by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Traffic assignment is shown in Figure 8. 4.4 Total (Background Plus Project) Traffic Site traffic volumes were added to the background volumes to represent estimated traffic conditions for the short-term 2027 buildout horizon. These total traffic volumes for the study area are illustrated for the 2027 horizon in Figures 9. 1%[1%]1 1%[1%]2 3 1%[1%]4 5 [5%] [5%] 5%5%6 10%1%[1%][10%]7 [3%]3%8 25% 11% [5%] [10%][26%][48%]34%19%9 35% [35%] [1%]1%10 35% [35%] 11 30% [25%] [10%]5%12 5% [5%] [5%]25%13 [5%] [18%] 18% 5%[5%]5%14 23%[30%][23%]30%15 [15%]10%17 [8%]8%3%[3%]18 [59%][15%]10%35%19 16 26% 18% [15%][1%]21 36% [36%] 22 [1%] 26% 3%[15%][2%]20 3%[3%]1 3%[3%]2 1%[1%]3 3%[3%]4 5 [5%] [10%] [3%] 10%3%5%6 18%3%[3%][18%]7 [15%]15%8 [15%] [10%] 17% 5% 10%[19%][30%][5%]5%40%9 31% [31%] [3%]3%10 30% [30%] [1%]1%11 25% [20%] [10%]5%12 5% [5%] [5%]20%13 [5%] [20%] 20% 5%[5%]5%14 25%[20%][25%]20%15 [25%][15%]27%15%17 [14%] 6%[40%]25%42%19 [15%]15%16 17% 17% [19%] 10%[15%][25%]22 [15%] 15% 20 [15%] 15% 21 [6%]6%15%[15%]18 5(9)7(8)1 5(9)7(8)2 2(3)2(2)3 5(9)7(8)4 5 17(16) 27(28) 6(7) 18(33)5(8)10(20)6 33(62)5(9)7(8)49(51)7 34(38)24(45)8 30(36) 31(56) 32(60) 7(4) 21(22) 16(27)72(66)124(109)10(12)8(14)77(152)9(25)9 64(129) 109(102) 7(8)5(9)10 63(126) 107(99) 2(2)2(3)11 53(107) 73(68) 33(32)10(20)12 10(20) 17(16) 17(16)42(86)13 17(16) 64(62) 39(77) 10(20)17(16)10(20)14 49(98)80(72)81(78)45(93)15 51(60) 20(12)30(36)42(73)23(41)5(13)17 28(33) 78(47) 9(16)101(107)39(68)71(126)16(45)19 30(36)23(41)16 43(92) 27(46) 86(73) 16(27)30(36)51(60)22 31(37) 12(34) 23(41) 1(4)20(12)3(2)20 42(70) 8(23) 43(53)1(1)21 23(20)13(26)24(45)34(38)18 83(49) 0(7) 10(24) 18(18) 2(1) 1(0)24(14)265(198)0(1)50(92)133(258)8(29)1 11(19) 20(31) 8(11) 61(25) 33(33) 22(38)6(9)266(164)24(14)9(15)117(213)22(62)2 52(62) 47(64) 1(0) 2(15) 47(43)1(0)1(0)9(31)14(23)3 71(42) 1(1)1(0)386(277)33(53)201(402)4 1(1) 33(15) 2(0) 1(2) 7(10) 4(7)1(1)4(8)15(9)2(9)2(11)4(2)5 252(209) 248(206) 17(30) 94(70) 224(346) 5(14)34(30)132(57)6(8)135(261)46(115)51(61)6 28(21) 49(32) 179(227) 33(63) 142(311)3(5)178(134)320(214)15(30)90(162)174(231)7 2(24) 171(371) 29(9) 10(6)392(279)4(17)8 265(231) 147(298) 32(60) 164(132) 247(185) 16(27)72(66)124(109)10(12)149(219)77(152)105(175)9 245(443) 70(130) 403(323) 71(159)167(86)178(123)10 299(535) 43(65) 557(400) 11(10)121(83)16(16)11 203(116) 277(496) 529(354) 151(133)3(18)1(0)66(109)12 274(186) 29(22) 66(90) 84(70)109(242)1(1)238(416)13 143(90) 355(326) 96(77) 37(69) 225(354) 13(33)62(76)93(64)28(26)59(171)36(93)24(51)14 143(117) 229(202) 16(28) 176(212) 138(204) 78(164)22(14)476(364)150(136)77(93)238(410)171(200)15 51(60) 20(12)30(36)42(73)23(41)5(13)17 28(33) 78(47) 9(16)101(107)39(68)71(126)16(45)19 30(36)23(41)16 371(453) 27(46) 385(396) 16(27)30(36)51(60)22 207(347) 12(34) 333(274) 1(4)20(12)3(2)20 218(380) 8(23) 353(286)1(1)21 1(0) 42(25) 8(2) 2(3)24(42)325(242)3(5)0(1)34(38)2(4)18 Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 36 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2027 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the current edition of the Highway Capacity Manual (HCM)2. 5.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, standard traffic engineering practice recommends overall intersection LOS D and movement/approach LOS E as the minimum desirable thresholds for acceptable operations.Table 2 shows the definition of level of service for signalized and unsignalized intersections. Table 2 – Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (sec/veh) A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 Definitions provided from the Highway Capacity Manual, Sixth Edition, Transportation Research Board, 2016. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the LOS for a two-way stop- controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. LOS for a two-way stop-controlled intersection is not defined for the intersection as a whole. LOS for signalized, roundabout, and all-way stop controlled intersections are defined for each approach and for the overall intersection. 2 Transportation Research Board,Highway Capacity Manual, Sixth Edition, Washington DC, 2016. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 37 5.2 Key Intersection Operational Analysis Calculations for the operational level of service at the key intersections for the study area are provided in Appendix D. The existing year analysis is based on the lane geometry and intersection control shown in Figure 2.Existing peak hour factors were utilized in the existing and 2027 horizon analysis years. The signalized intersection analysis utilizes the observed cycle lengths with optimized phasing and timing. Based on increased national attention given to establishing appropriate yellow and all-red clearance intervals to improve intersection safety, these have been calculated and are applied for approaches at the signalized intersections. The increase in yellow and all red time sacrifices intersection capacity for improved safety. Synchro traffic analysis software was used to analyze the signalized, and unsignalized key intersections for HCM level of service. Richards Lake Road and Turnberry Road (#1) The unsignalized intersection of Richards Lake Road and Turnberry Road (#1) operates with stop control on the eastbound and westbound approach of Richards Lake Road. The intersection movements operate acceptably at LOS B or better during both peak hours under existing conditions. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 3 provides the results of the LOS analysis conducted at this intersection. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 38 Table 3 – Richards Lake Road & Turnberry Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Northbound Left Eastbound Approach Westbound Left Westbound Through/Right Southbound Left 7.5 9.3 10.9 8.7 7.5 A A B A A 7.4 8.9 10.7 9.7 7.6 A A B A A 2027 Background Northbound Left Eastbound Approach Westbound Left Westbound Through/Right Southbound Left 7.9 10.7 16.3 9.1 7.7 A B C A A 7.7 9.8 15.4 10.9 8.1 A A C B A 2027 Background Plus Project Northbound Left Eastbound Approach Westbound Left Westbound Through/Right Southbound Left 7.9 10.8 16.6 9.1 7.7 A B C A A 7.7 9.8 15.8 11.0 8.1 A A C B A Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 39 Richards Lake Road and Giddings Road (#2) The unsignalized intersection of Richards Lake Road and Giddings Road (#2) operates with stop control on the eastbound and westbound approach of Richards Lake Road. The intersection movements operate acceptably at LOS B or better during both peak hours under existing conditions. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 4 provides the results of the LOS analysis conducted at this intersection. Table 4 – Richards Lake Road & Giddings Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Northbound Left Eastbound Approach Westbound Approach Southbound Left 7.9 12.0 12.5 7.5 A B B A 7.7 14.0 13.7 7.7 A B B A 2027 Background Northbound Left Eastbound Approach Westbound Approach Southbound Left 8.0 13.4 13.5 7.5 A B B A 7.8 16.3 15.7 7.8 A C C A 2027 Background Plus Project Northbound Left Eastbound Approach Westbound Approach Southbound Left 8.0 13.6 13.7 7.5 A B B A 7.8 16.7 16.1 7.8 A C C A Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 40 Richards Lake Road and Busch Drive (#3) The unsignalized intersection of Richards Lake Road and Busch Drive (#3) operates with stop control on the northbound approach of Busch Drive and the southbound approach of a private driveway. The intersection movements operate acceptably at LOS B or better during both peak hours under existing conditions. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 5 provides the results of the LOS analysis conducted at this intersection. Table 5 – Richards Lake Road & Busch Drive LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Northbound Left Northbound Through/Right Eastbound Left Westbound Left Southbound Approach 9.8 8.5 0.0 7.3 10.0 A A A A B 10.4 8.6 0.0 7.4 0.0 B A A A A 2027 Background Northbound Left Northbound Through/Right Eastbound Left Westbound Left Southbound Approach 10.1 8.6 0.0 7.4 10.2 B A A A B 10.8 8.7 0.0 7.5 0.0 B A A A A 2027 Background Plus Project Northbound Left Northbound Through/Right Eastbound Left Westbound Left Southbound Approach 10.1 8.6 0.0 7.4 10.3 B A A A B 10.8 8.7 0.0 7.5 0.0 B A A A A Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 41 Maple Hill Drive and Turnberry Road (#4) The unsignalized T-intersection of Maple Hill Drive and Turnberry Road (#4) operates with stop control on the westbound approach of Maple Hill Drive. The intersection movements currently operate acceptably at LOS B or better during the morning and afternoon peak hours. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 6 provides the results of the LOS analysis conducted at this intersection. Table 6 – Maple Hill Drive & Turnberry Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Westbound Approach Southbound Left 10.5 7.5 B A 10.5 0.0 B A 2027 Background Westbound Approach Southbound Left 12.1 7.8 B A 12.4 0.0 B A 2027 Background Plus Project Westbound Approach Southbound Left 12.2 7.8 B A 12.5 0.0 B A Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 42 Maple Hill Drive and Bar Harbor Drive (#5) The unsignalized intersection of Maple Hill Drive and Bar Harbor Drive (#5) operates with stop control on all four approaches. The overall intersection and approaches currently operate acceptably at LOS A during the peak hours. With project traffic, all approaches are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 7 provides the results of the LOS analysis conducted at this intersection. Table 7 – Maple Hill Drive & Bar Harbor Drive LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing (AWSC) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 7.1 A 7.1 A 7.2 7.3 7.1 6.8 A A A A 7.2 7.2 7.0 6.9 A A A A 2027 Background (AWSC) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 7.1 A 7.1 A 7.2 7.3 7.1 6.8 A A A A 7.2 7.2 7.0 6.9 A A A A 2027 Background Plus Project (AWSC) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 7.1 A 7.1 A 7.2 7.3 7.1 6.8 A A A A 7.2 7.2 7.0 6.9 A A A A Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 43 Country Club Road and Lemay Avenue (#6) The unsignalized intersection of Country Club Road and Lemay Avenue (#6) operates with stop control on all four approaches. The intersection movements operate acceptably at LOS C during the morning and afternoon peak hours under existing conditions. Without the addition of project traffic, the overall intersection is anticipated to operate with LOS E during both peak hours in 2027. The City of Fort Collins is planning to improve this intersection with a roundabout, as shown in the Fort Collins Master Street Plan GIS. Therefore, with roundabout control, the intersection is anticipated to operate with LOS A during both peak hours.Table 8 provides the results of the LOS analysis conducted at this intersection. Table 8 – Country Club Road & Lemay Avenue LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing (AWSC) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 16.5 C 17.3 C 14.5 21.4 12.7 12.7 B C C C 17.3 18.0 18.1 11.5 C C C B 2027 Background (AWSC) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 40.7 E 44.3 E 23.2 71.3 18.4 16.7 C F C C 46.0 46.6 46.6 14.9 E E E B 2027 Background Plus Project (Roundabout) # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 8.8 A 9.9 A 10.6 8.6 6.5 8.8 B A A A 9.9 8.4 12.3 6.0 A A B A # = Roundabout Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 44 Country Club Road and Turnberry Road (#7) The signalized intersection of Country Club Road and Turnberry Road (#7) operates with permissive-only left turn phasing. The overall intersection operates acceptably at LOS B during both peak hours under existing conditions. With project traffic, the intersection is anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 9 provides the results of the LOS analysis conducted at this intersection. Table 9 – Country Club Road & Turnberry Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 17.1 B 18.7 B 36.6 34.2 4.3 4.1 D C A A 27.0 23.7 11.5 10.3 C C B B 2027 Background (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 17.1 B 22.5 C 36.6 34.2 4.3 4.1 D C A A 24.6 21.1 22.4 19.5 C C C B 2027 Background Plus Project (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 16.4 B 22.9 C 31.3 29.0 9.3 8.0 C C A A 23.6 21.1 25.0 19.5 C C C B Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 45 Mountain Vista Drive and Turnberry Road (#8) The unsignalized T-intersection of Mountain Vista Drive and Turnberry Road (#8) operates with stop control on all three approaches. The intersection movements operate acceptably at LOS B or better during both peak hours under existing conditions. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 10 provides the results of the LOS analysis conducted at this intersection. Table 10 – Mountain Vista Drive & Turnberry Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing (AWSC) Eastbound Approach Westbound Approach Southbound Approach 9.3 A 8.8 A 8.1 7.7 10.0 A A A 7.9 8.5 9.2 A A A 2027 Background (AWSC) Eastbound Approach Westbound Approach Southbound Approach 11.2 B 10.5 B 8.6 8.4 12.5 A A B 8.3 10.3 10.9 A B B 2027 Background Plus Project (AWSC) Eastbound Approach Westbound Approach Southbound Approach 11.9 B 11.7 B 8.7 8.9 13.6 A A B 8.5 11.5 12.1 A B B Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 46 Mountain Vista Drive and Timberline Road (#9) The unsignalized T-intersection of Mountain Vista Drive and Timberline Road (#9) operates with stop control on the northbound approach of Timberline Road. The intersection movements currently operate acceptably at LOS C or better during the peak hours. With buildout of Phase G and E, the north leg of the intersection will be constructed, and the intersection will be constructed as a two-lane roundabout on each approach but will be striped as a single-lane roundabout in the short-term horizon. With a four-legged intersection operating under roundabout control, the intersection is anticipated to operate with LOS A during the morning peak hour and LOS B during the afternoon peak hour. As noted, the ultimate configuration of this intersection will consist of a two-lane roundabout on all four approaches and will be constructed as such initially; however, the second approach lane will be striped out and the roundabout will operate with a single lane on all four approaches until additional capacity is needed along either Mountain Vista Drive or Timberline Road.Table 11 provides the results of the LOS analysis conducted at this intersection. Table 11 – Mountain Vista Drive & Timberline Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Northbound Approach Westbound Left 16.5 8.4 C A 17.9 8.0 C A 2027 Background Northbound Approach Westbound Left 29.3 8.9 D A 55.6 8.4 F A 2027 Background Plus Project # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 9.3 A 12.2 B 12.4 7.9 7.9 8.0 B A A A 9.3 15.3 11.5 10.1 A C B B # = Single-Lane Roundabout Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 47 Mountain Vista Drive and Giddings Road (#10) The unsignalized T-intersection of Mountain Vista Drive and Giddings Road (#10) operates with stop control on the southbound approach of Giddings Road. The intersection movements operate acceptably at LOS C or better during both peak hours under existing conditions. Based on existing traffic volumes, and eastbound left turn lane is warranted along arterial streets (Mountain Vista Drive) based on City of Fort Collins street standard (Table 7-1). With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon.Table 12 provides the results of the LOS analysis conducted at this intersection. Table 12 – Mountain Vista Drive & Giddings Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Eastbound Left Southbound Approach 7.8 17.0 A C 8.5 19.2 A C 2027 Background # Eastbound Left Southbound Approach 7.9 16.7 A C 9.0 17.2 A C 2027 Background Plus Project # Eastbound Left Southbound Approach 8.1 20.8 A C 9.7 23.1 A C # = EB Left Turn Lane Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 48 Mountain Vista Drive and Busch Drive (#11) The unsignalized T-intersection of Mountain Vista Drive and Busch Drive (#11) operates with stop control on the southbound approach of Busch Drive. The intersection movements currently operate acceptably at LOS B or better during the morning and afternoon peak hours. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon.Table 13 provides the results of the LOS analysis conducted at this intersection. Table 13 – Mountain Vista Drive & Busch Drive LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Eastbound Left Southbound Approach 7.7 12.2 A B 8.2 12.3 A B 2027 Background Eastbound Left Southbound Approach 7.9 13.7 A B 8.6 14.0 A B 2027 Background Plus Project Eastbound Left Southbound Approach 8.0 15.4 A C 9.1 16.7 A C Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 49 Mountain Vista Drive and I-25 Southbound Ramps (#12) The unsignalized intersection of Mountain Vista Drive and I-25 Southbound Ramps (#12) operates with stop control on the southbound approach of the I-25 Southbound Ramp. The intersection movements operate acceptably at LOS B or better during both peak hours under existing conditions. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 14 provides the results of the LOS analysis conducted at this intersection. Table 14 – Mountain Vista Drive & I-25 SB Ramp LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Westbound Left Southbound Approach 9.1 10.0 A B 8.3 11.8 A B 2027 Background Westbound Left Southbound Approach 9.8 10.3 A B 8.7 13.3 A B 2027 Background Plus Project Westbound Left Southbound Approach 10.4 10.9 B B 9.1 15.8 A C Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 50 Mountain Vista Drive and I-25 Northbound Ramps (#13) The unsignalized intersection of Mountain Vista Drive and I-25 Northbound Ramps (#13) operates with stop control on the northbound approach of the I-25 Northbound Ramp. The intersection movements operate acceptably at LOS C or better during the peak hours under existing conditions. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection with development of Phase G and E of project traffic.Table 15 provides the results of the LOS analysis conducted at this intersection. Table 15 – Mountain Vista Drive & I-25 NB Ramp LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing Northbound Approach Eastbound Left 12.1 7.9 B A 15.5 7.6 C A 2027 Background Northbound Approach Eastbound Left 14.0 8.0 B A 22.5 7.7 C A 2027 Background Plus Project Northbound Approach Eastbound Left 16.7 8.1 C A 44.6 7.8 E A Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 51 Vine Drive and Lemay Avenue/9th Street (#14) The signalized intersection of Vine Drive and Lemay Avenue/9th Street (#14) operates with protected-permitted left turn phasing on the eastbound and westbound approaches of Vine Drive and permitted only left turn phasing on the northbound and southbound approaches of Lemay Avenue/9th Street. The intersection operates acceptably at LOS C during both peak hours under existing conditions. With project traffic, the intersection is anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis.Table 16 provides the results of the LOS analysis conducted at this intersection. Table 16 – Vine Drive & Lemay Avenue/9th Street LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 31.5 C 29.0 C 37.6 36.9 6.2 6.3 D D A A 39.1 34.1 7.7 7.1 D C A A 2027 Background (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 26.2 C 25.3 C 35.4 31.2 9.1 9.5 D C A A 36.8 29.6 12.4 10.8 D C B B 2027 Background Plus Project (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 24.8 C 26.9 C 31.7 28.2 11.5 12.1 C C B B 37.3 28.7 16.0 13.9 D C B B Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 52 Vine Drive and Timberline Road (#15) The unsignalized intersection of Vine Drive and Timberline Road (#15) operates with stop control on all four approaches. The intersection movements operate acceptably at LOS C during both peak hours under existing conditions as an all-way stop. As stated in the Waterfield Traffic Impact Study, a traffic signal is expected to be warranted in the future, and City staff expects signalization of this intersection. In addition, northbound and southbound left turn lanes are currently warranted at this intersection based on existing conditions and City of Fort Collins street standard (Table 7- 1). However, it is believed that these left turn lanes were not previously implemented due to design constraints making roadway widening problematic because of the railroad tracks located to the south. Further, the future design of the Vine Drive and Timberline Road intersection is uncertain as grade separation or other improvements may be considered in the future. For the purposes of this analysis, northbound and southbound left turn lanes and signal control were included for evaluation, but it should be noted that this intersection will be studied by others in more detail in the future. As a signalized intersection, the intersection is anticipated to operate with LOS C during both morning and afternoon peak hours.Table 17 provides the results of the LOS analysis conducted at this intersection. Table 17 – Vine Drive & Timberline Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh)LOS Delay (sec/veh)LOS 2022 Existing (TWSC) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 22.8 C 21.8 C 18.0 25.2 21.2 25.5 C D C D 21.4 18.7 27.2 17.4 C C D C 2027 Background (Signal) # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 25.5 C 24.9 C 24.3 36.5 16.5 25.9 C D B C 29.7 34.2 17.3 22.4 C C B C 2027 Background Plus Project (Signal) # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 36.4 D 33.1 C 26.9 40.1 23.5 49.7 C D C D 33.0 22.1 30.0 45.0 C C C D # = Signalized, NB/SB Left Turn Lanes Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 53 5.3 Project Accesses and Future Intersections With completion of the Montava Phase G & E project, Timberline Road will be constructed from Mountain Vista Drive to the north property limits of Phase E and will include a regional trail adjacent to the travel lanes and two mid-block pedestrian crosswalks across Timberline Road with Pedestrian Crossing Warning Signs and Rectangular Rapid Flashing Beacons. Three (3) project accesses are proposed along Timberline Road between Country Club Road and Mountain Vista Road with the northern access serving Phase E from the east leg of the future intersection of Country Club Road and Timberline Road (#16). The northwest Country Club Road leg and northeast Timberline Road leg of this intersection is not anticipated to be constructed with development of Phase G and E and will be provided with future phases of the Montava development. The future intersection of Timberline Road and Country Club Road is proposed to be constructed as a single lane roundabout. The middle access along Timberline Road (#17) and the southern access along Timberline Road (Chesapeake Drive – #19) will serve both Phase G and E and will be constructed as single lane roundabouts. In addition, two project accesses are proposed along the north side Mountain Vista Drive to serve Phase G with the west access (#20) proposed to allow full turning movements while the east access (#21) is proposed to be restricted to right-in/right-out movements. The two accesses along Mountain Vista Drive serving Phase G should both operate with stop control with installation of R1-1 “STOP” signs on the exiting southbound approaches. A raised pork chop median should be provided in the driveway throat of the east access along Mountain Vista Drive to restrict movements to right turns only. To further identify the exiting movements to right turns only, a R3- 2 “No Left Turn” sign should be placed under the “STOP” sign. The internal street network within Phase G is proposed to connect with Chesapeake Drive which currently intersects with Turnberry Road to the west; therefore, the intersection of Chesapeake Drive and Turnberry Road (#18) was included for evaluation. A full movement access (#22) is also proposed along the north side of Mountain Vista Drive to serve Phase E. It is recommended that the access along Mountain Vista Road serving Phase E (#22) operate with stop control and a R1-1 “STOP” sign be installed on the exiting southbound approach to Mountain Vista Drive. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 54 Table 18 provides the results of the level of service for the access intersections and future intersections planned with development of Phase G and E. As shown in the table, the project access intersections and future intersections are anticipated to have all movements operating with acceptable LOS C or better during the peak hours in the 2027 buildout year. Table 18 – Project Access and Future Intersection Level of Service Results Intersection Intersection Control 2027 Total AM Peak Hour PM Peak Hour Delay (sec/ veh) LOS Delay (sec/ veh) LOS Timberline Rd & Country Club Rd/ (#16) Northbound Approach Westbound Left Roundabout No Delay, No Conflicting Movements Timberline Road North Access (#17) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach Roundabout 3.1 A 3.3 A 3.0 3.1 3.1 3.0 A A A A 3.0 3.2 3.5 3.1 A A A A Chesapeake Drive & Turnberry Rd (#18) Northbound Left Eastbound Approach Westbound Approach Southbound Left TWSC 8.0 10.8 8.7 7.3 A A A A 7.8 11.1 8.6 7.4 A A A A Timberline Road South Access /Chesapeake Drive (#19) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach Roundabout 3.5 A 4.0 A 3.8 3.2 3.5 3.5 A A A A 3.6 3.5 4.3 3.7 A A A A Mountain Vista Drive Phase G West Access (#20) Eastbound Left Southbound Approach TWSC 7.7 12.7 A B 8.2 13.8 A B Mountain Vista Drive Phase G East Access (#21 – RIRO) Southbound Approach TWSC 9.5 A 10.7 B Mountain Vista Drive Phase E Access (#22) Eastbound Left Southbound Approach TWSC 8.2 14.6 A B 8.6 17.6 A C Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 55 5.4 Chesapeake Drive Roadway Classification A residential local street can typically support approximately 1,500 vehicles per day while maintaining the local character with residential driveways. Traffic projections from this study indicate that Chesapeake Drive is expected to have an average daily traffic (ADT) volume of approximately 1,200 vehicles per day adjacent to Timberline Road. This street section of Chesapeake Drive is exclusive to Phase G; therefore, additional traffic volume is not expected along this segment with future development of other Montava phases. Therefore, Chesapeake Drive meets the characteristics of a residential local street. A residential local street cross section consists of 30 feet of pavement with 7-foot parallel parking lanes on both sides which is consistent with the cross section of Chesapeake Drive to the west of the project. 5.5 Turn Bay Length Analysis The auxiliary turn lane needs and lengths for the study area key intersections are based on the Larimer County Urban Area Street Standards (LCUASS). The need for auxiliary turn lanes has been evaluated at the study area intersections as well as at the proposed access intersections along arterial roadways. Of note, this development is anticipated to be walkable with traffic calming measures; therefore, right turn lanes are not recommended along the collector streets within the development unless required operationally. It was determined that following locations meet City guidelines for implementation of an auxiliary turn lane: · An eastbound left turn lane at the intersection of Mountain Vista Drive and Giddings Road · A northbound left turn lane at the intersection of Vine Drive and Timberline Road · A southbound left turn lane at the intersection of Vine Drive and Timberline Road. As noted previously, northbound and southbound left turn lanes are currently warranted at the intersection of Vine Drive and Timberline Road based on existing conditions, and it is believed that these left turn lanes were not previously implemented due to design constraints making roadway widening problematic because of the railroad tracks located to the south. Further, the future design of the Vine Drive and Timberline Road intersection is uncertain as grade separation and other improvements may be considered and studied by others in more detail in the future. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 56 5.6 Vehicle Queuing Analysis A vehicle queuing analysis was conducted for the study area intersections. The queuing analysis was performed using Synchro presenting the results of the 95th percentile queue lengths. Results are shown in the following Table 19 with calculations provided within the level of service operational sheets of Appendix D for unsignalized intersections and Appendix E for signalized intersections. Table 19 – Turn Lane Queuing Analysis Results Intersection Turn Lane Existing Turn Lane Length (feet) 2027 Calculated Queue (feet) 2027 Recommended Length (feet) Richards Lake & Turnberry (#1) Northbound Left Westbound Left Southbound Left TWLTL TWLTL TWLTL 25’ 25’ 25’ TWLTL TWLTL TWLTL Richards Lake & Busch Dr (#3) Northbound Left Eastbound Left Westbound Left 150’ 100’ 100’ 25’ 25’ 25’ 150’ 100’ 100’ Maple Hill & Turnberry (#4) Southbound Left TWLTL 25’TWLTL Country Club & Turnberry (#7) Eastbound Right Northbound Left Southbound Left Southbound Right 50’ 150’ 150’ 150’ 67’ 170’ 25’ 42’ 50’ 150’ 150’ 150’ Mountain Vista & Giddings Rd (#10) Eastbound Left DNE 25’155’+160’T Mountain Vista & Busch Dr (#11) Eastbound Left 125’25’125’ Mountain Vista & I-25 SB Ramp (#12) Westbound Left 200’25’200’ Mountain Vista & I-25 NB Ramp (#13) Eastbound Left 200’25’200’ Vine Dr & Lemay Ave (#14) Eastbound Left Westbound Left 100’ 100’ 22’ 38’ 100’ 100’ Vine Dr & Timberline Rd (#15) Northbound Left Southbound Left DNE DNE 188’ 25’ 200’+140’ T 135’+140’T DNE = Does Not Exist; TWLTL = Two Way Left Turn Lane; T = Taper;Blue Text = Recommendation The intersection vehicle queues are all anticipated to remain within the existing or recommended turn lane lengths through 2027. The turn lane lengths for the warranted turn lanes are based on LCUASS turn lane lengths. The eastbound left turn lane at Mountain Vista Drive and Giddings Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 57 Road (#10) intersection is recommended to provide a length of 155 feet plus a 160-foot taper. If implemented, the northbound and southbound left turn lanes at Vine Drive and Timberline Road (#15) intersection should provide a length of 200 feet with a 140-foot taper and 135 feet with a 140-foot taper, respectively. 5.7 Multimodal Transportation Analysis A multimodal transportation analysis was performed as part of this traffic study to meet City of Fort Collins and standards and requirements. This multi-modal evaluation includes an assessment of operations and level of service for pedestrians, bicycles and transit, as outlined with the City of Fort Collins Multimodal Transportation Level of Service Manual and Adequate Public Facilities Plan. Each of these will be discussed further within the following sections: Pedestrian Analysis The five level of service standards specific to pedestrian facilities were reviewed as part of this project. These include directness, continuity, street crossings, visual interest and amenity, and security. The Montava Phase G & E development is located within the “Activity Centers/Corridors” pedestrian priority area. Therefore, the City has established LOS B for all the pedestrian elements (directness, continuity, visual intersection, and security) with the exception of the street crossing element which has an LOS C threshold. The five level of service quality measure assessments are as follows: Directness The City of Fort Collins identifies directness as the walking distance to destinations including transit stops, schools, parks, commercial employment, or activity areas. A grid street pattern with sidewalks typifies the ideal system, as is present with this proposed project location. Measurement of directness is the ratio of the Actual distance to such destinations by way of pedestrian sidewalk or pathway divided by Minimum right-angle distance characterized by the grid street pattern (the A/M ratio). Pedestrian activity generated by this project is anticipated to along Mountain Vista Drive and Timberline Road. As the actual distance is the same as the minimum distance, the ratio of directness is 1.0, which is less than the maximum 1.2 threshold for Level of Service A. Therefore, this criterion is met with this project, level of service A. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 58 Continuity Continuity is defined as the completeness of the sidewalk/walkway systems with avoidance of gaps. Where the pedestrian corridor is integrated within the activities along the corridor, level of service A results. With the proposed development, Mountain Vista Drive and Timberline Road will provide pedestrian connectivity between the local roadways and the future Montava full development plan. Therefore, it is believed that the future pedestrian sidewalks/ walkway system will result in level of service A within the activity area. Street Crossings There are four types of street crossings with associated level of service ratings. The first is signalized intersections where elements include grade separation, number of lanes to cross, signal indication, well-marked crosswalks, lighting, raised median width, visibility, curb ramps, pedestrian buttons, convenience, comfort, and security. The second is unsignalized intersection crossing of major streets where grade separation, number of lanes to cross, well-marked crosswalks, lighting, raised median width, visibility, and curb ramps are evaluated. Third, unsignalized intersection crossings of minor streets that include an evaluation of well-marked crosswalks, lighting, and curb ramps. The fourth and last is mid-block crossings where the number of lanes to cross, strength of crosswalk presence, well-marked crosswalks, lighting, raised median width, curb ramps, pedestrian signals, convenience, comfort, and security are considered. Pedestrian crossings will be provided at all intersections within the development and along the frontage of the development. In addition, mid-block crossing will be provided throughout the development with rectangular rapid flashing beacons (RRFBs). Given that all the unsignalized intersection elements needed will be provided in the future with the buildout of the development, the desired level of service for Street Crossing are met. Visual Interest and Amenity This identifies a pedestrian system to be aesthetically compatible with local architecture and include pedestrian amenities. Large walkways/sidewalks, trees, traffic circles, and medians are proposed within the development. The residential homes, retail uses, and offices will have modern and aesthetically appropriate architecture and design. The whole development program is anticipated to be walkable between retail, office, and residential homes with green space to tie Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 59 the community together. Throughout the remainder of the corridor, the landscaping that is present provides visual interest necessary to provide a Level of Service A category as defined by “Visually appealing and compatible with local architecture, generous sidewalk width, active building frontages, pedestrian lighting, street trees, and quality of street furniture.”, within the City standards. Security As identified by the City of Fort Collins requirements, the highest level of service is in an environment with high pedestrians and police presence, clear lines of sight, and good lighting levels. The lowest is where the streetscape is totally intimidating with major breaches in pedestrian visibility from the street, adjacent land uses, and activities. The overall development will provide pedestrian connectivity and trails to allow a more active lifestyle. Further, an abundance of quality lighting will be provided to ensure people feel safe walking to and from the amenities provided within the development. Based on this evaluation criteria, it is believed that the project meets the minimum requirements for pedestrian level of service with this project. Bicycle Analysis Bicycle level of service standards are based on connectivity to various bike facilities in connecting corridors. Bicycle corridors may contain either on-street lanes, off-street paths, or on-street routes, with on-street routes preferred providing this safer and more direct connectivity. Existing bicycle lanes are provided along Mountain Vista Drive, Turnberry Road, Country Club Road, and Richard Lakes Road. The future development plan will include planning a community focused on not only walkability but also providing bicycle facilities and infrastructures. Therefore, the bicycle analysis demonstrates LOS A for this project. Transit Analysis Transit level of service standards have been developed to plan for a well-connected intermodal transportation system. The transit service is developed so that it is frequent, reliable, and accessible. At this time transit connectivity is unknown because it is believed that walking, biking, and driving will be the main forms of travel within this community. It is believed additional transit routes and schedules will be planned once the full community of Montava is developed. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 60 5.8 Improvement Summary Based on the results of the intersection operational and vehicle queuing analysis, the key intersection recommended improvements and control for 2027 are shown in Figure 9. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 62 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes Montava Phase G & E will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following conclusions and recommendations: · With completion of the Montava Phase G & E project, Timberline Road will be constructed from Mountain Vista Drive to the north property limits of Phase E and will include a regional trail adjacent to the travel lanes and two mid-block pedestrian crosswalks across Timberline Road with Pedestrian Crossing Warning Signs and Rectangular Rapid Flashing Beacons. Three (3) project accesses are proposed along Timberline Road between Country Club Road and Mountain Vista Road with the northern access serving Phase E from the east leg of the future intersection of Country Club Road and Timberline Road (Intersection #16). The northwest Country Club Road leg and northeast Timberline Road leg of this intersection is not anticipated to be constructed with development of Phase G and E and will be provided with future phases of the Montava development. The future intersection of Timberline Road and Country Club Road is proposed to be constructed as a single lane roundabout. The middle access along Timberline Road (#17) and the southern access along Timberline Road (Chesapeake Drive – #19) will serve both Phase G and E and will be constructed as single lane roundabouts. · In addition, two project accesses are proposed along the north side Mountain Vista Drive to serve Phase G with the west access (#20) proposed to allow full turning movements while the east access (#21) is proposed to be restricted to right-in/right-out movements. The two accesses along Mountain Vista Drive serving Phase G should both operate with stop control with installation of R1-1 “STOP” signs on the exiting southbound approaches. A raised pork chop median should be provided in the driveway throat of the east access along Mountain Vista Drive to restrict movements to right turns only. To further identify the exiting movements to right turns only, a R3-2 “No Left Turn” sign should be placed under the “STOP” sign. The internal street network within Phase G is proposed to connect with Chesapeake Drive which currently intersects with Turnberry Road to the west. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 63 · A full movement access (#22) is also proposed along the north side of Mountain Vista Drive to serve Phase E. It is recommended that the access along Mountain Vista Road serving Phase E (#22) operate with stop control and a R1-1 “STOP” sign be installed on the exiting southbound approach to Mountain Vista Drive. · The City of Fort Collins plans to construct a roundabout at the intersection of Country Club Road/Lemay Avenue (#6). It is anticipated that this intersection will operate acceptably as a single-lane roundabout. · As part of the project, the intersection of Mountain Vista Drive and Timberline Road (#9) will be constructed as a roundabout with the north Timberline Road leg of this intersection extending to the north property limits of Phase E. The ultimate configuration of this intersection will consist of a two-lane roundabout on all four approaches and will be constructed as such initially; however, the second approach lane will be striped out and the roundabout will operate with a single lane on all four approaches until additional capacity is needed along either Mountain Vista Drive or Timberline Road. · A residential local street can typically support approximately 1,500 vehicles per day while maintaining the local character with residential driveways. Traffic projections from this study indicate that Chesapeake Drive is expected to have an average daily traffic (ADT) volume of approximately 1,200 vehicles per day adjacent to Timberline Road. This street section of Chesapeake Drive is exclusive to Phase G; therefore, additional traffic volume is not expected along this segment with future development of other Montava phases. Therefore, Chesapeake Drive meets the characteristics of a residential local street. A residential local street cross section consists of 30 feet of pavement with 7-foot parallel parking lanes on both sides which is consistent with the cross section of Chesapeake Drive to the west of the project. · Unrelated to Montava Phase G & E development areas, a separate eastbound left turn lane is needed based on Mountain Vista Drive being an arterial roadway at the Mountain Vista Drive/Giddings Road (#10) intersection. The turn lane is recommended to provide a length of 265 feet and a 220-foot taper. In addition, separate northbound and southbound left turn lanes are warranted at the Vine Drive/Timberline Road (#15) intersection. If implemented, the northbound left turn lane is recommended to provide a length of 200 feet with a 140-foot taper, Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E Page 64 whereas the southbound left turn lane is recommended to provide a length of 135 feet and a 140-foot taper. It should be noted that all three of these turn lanes are required based on existing conditions without the project. Further, it is believed that the northbound and southbound left turn lanes were not previously implemented at the Vine Drive and Timberline Road intersection due to design constraints making roadway widening problematic because of the railroad tracks located to the south. Additionally, the future design of the Vine Drive and Timberline Road intersection is uncertain as grade separation and other improvements may be considered in the future. For the purposes of this analysis, northbound and southbound left turn lanes and signal control were included for evaluation at the Vine Drive and Timberline Road intersection, but it should be noted that this intersection will be studied by others in more detail in the future. · Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins, Larimer County, and the Manual on Uniform Traffic Control Devices (MUTCD) – 2009 Edition. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E APPENDICES Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E APPENDIX A Intersection Count Sheets www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 0 2 2 0 1 0 3 9 31000200 1 2 Peak Hour 1 3 14 3 21 0 0 0 0 1 1 3 3Count Total 1 5 18 6 30 0 2 0 00000018:45 AM 0 0 2 0 2 0 0 0 0 0 0 0 8:30 AM 0 0 2 1 3 0 0 0 0 0 0 1 0 0 0 0 8:15 AM 1 2 4 1 8 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0 0 5 1 6 0 0 0 0 0 0 1 1 1 0 0 7:30 AM 0 0 0 1 1 0 0 0 0 1 1 0 0 0 2 5 0 EB WB NB SB Total East 7:45 AM 0 1 3 0 4 0 0 0 0%0%22%HV%-100%0%0%- 0 1 7:15 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 West North South 7:00 AM 0 1 2 2 6 60 45 0 7 10016075041 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 2%-14%2%-7%3%-25% Peak Hour All 0 1 2 7 1 12 93 76 0 0 1 2 0 21 00100131 0 317 0 HV 0 1 0 0 0 Count Total 0 1 6 31 0 120 0 15 214 0 576 0 64 310101701200060005 4 31 0 90 317 8:45 AM 0 0 1 4 1 0 1 14 14 0 95 298 8:30 AM 0 0 0 4 0 21 0 15 13 0 1 31 00240302 1 15 0 61 272 8:15 AM 0 1 1 4 0 1 2 16 8 0 71 266 8:00 AM 0 0 1 3 0 14 0 15 10 0 1 23 00160001 1 35 0 71 0 7:45 AM 0 0 0 5 1 0 1 8 5 0 69 0 7:30 AM 0 0 0 6 0 14 0 9 3 0 5 35 00130100 1 24 0 55 0 7:15 AM 0 0 1 2 1 0 0 6 6 07:00 AM 0 0 2 3 0 12 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 2.8%0.76 TOTAL 6.6%0.83 TH RT WB 3.8%0.73 NB 12.5%0.93 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB 5.3%0.79 0 0 0 0000000 0 0 0 10 2N TURNBERRY RD RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RDRICHARDS LAKE RDTURNBERRY RD317TEV: 0.83PHF:010071076504 0 75 79 540 45606112192116 2 1 19 6 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 1 00000 0 0 0 0 Peak Hour 0 1Count Total 0 000000000 0 0 8:45 AM 0 0 0 0 0 8:30 AM 0000000 0 1 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 10010007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 21 0 Interval Start RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One Hour 13 1 0 1 2 0020100 RTTHLT RTTHLTRT 2 4 0 30 0 Peak Hour 0 1 0 0 3 0 0 16 2 0Count Total 0 1 0 0 0 2 0 2 19200000000000 0 1 0 3 21 8:45 AM 0 0 0 0 0 0 0 2 0 0 8 19 8:30 AM 0 0 0 0 0 0 0 4 0 0 0 1 0010100 1 0 0 6 12 8:15 AM 0 1 0 0 0 0 0 4 1 0 4 11 8:00 AM 0 0 0 0 0 0 0 3 0 0 0 0 0010000 0 1 0 1 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000100 1 1 0 5 0 7:15 AM 0 0 0 0 1 0 0 1 1 0 TH RT 7:00 AM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 5 2 4 2 0 1 1 0 15 81101403 4 3 Peak Hour 0 1 2 2 5 0 0 0 2 0 2 5 3Count Total 0 2 5 3 10 0 0 0 00000005:45 PM 0 0 2 0 2 0 0 0 0 1 0 0 5:30 PM 0 0 1 0 1 0 0 0 1 0 1 1 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 2 0 0 4:30 PM 0 0 1 1 2 0 0 1 0 0 0 1 0 1 1 2 0 EB WB NB SB Total East 4:45 PM 0 0 1 1 2 0 1 2 -0%1%HV%--0%0%- 0 2 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 3 West North South 4:00 PM 0 1 0 1 26 81 83 0 3 7516044660 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 1%-33%1%0%1%2%0%0% Peak Hour All 0 0 1 19 0 48 169 158 0 0 1 1 0 5 0000011 1 342 0 HV 0 0 0 0 0 Count Total 0 1 1 26 1 86 6 8 122 1 646 0 64 306181702100160306 0 10 0 73 321 5:45 PM 0 1 0 0 3 0 3 25 17 0 94 342 5:30 PM 0 0 0 3 0 12 0 24 25 0 2 16 00100408 0 22 0 75 342 5:15 PM 0 0 0 5 2 0 10 12 16 0 79 340 5:00 PM 0 0 0 4 0 8 1 19 17 0 2 19 0091202 0 20 1 94 0 4:45 PM 0 0 1 7 0 0 7 21 30 0 94 0 4:30 PM 0 0 0 4 0 10 1 29 20 0 1 14 00173207 1 11 0 73 0 4:15 PM 0 0 0 1 3 0 5 21 16 04:00 PM 0 0 0 2 0 14 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB 2.5%0.90 TOTAL 1.5%0.91 TH RT WB 1.8%0.64 NB 1.1%0.82 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 0.0%0.53 0 0 0 0001000 0 0 3 10 4N TURNBERRY RD RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RDRICHARDS LAKE RDTURNBERRY RD342TEV: 0.91PHF:1753798706 6 44 56 870 838126190135016 1 0 17 33 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 1100000 2 00002 0 0 0 0 Peak Hour 0 0Count Total 0 100000000 0 1 5:45 PM 0 0 0 0 2 5:30 PM 1100000 0 1 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0000 1 0 4:45 PM 0 0 1 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 5 0 Interval Start RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One Hour 1 1 0 1 1 0010000 RTTHLT RTTHLTRT 1 2 0 10 0 Peak Hour 0 0 0 0 1 0 0 2 3 0Count Total 0 0 0 0 0 1 0 2 4110000000000 0 0 0 1 4 5:45 PM 0 0 0 0 0 0 0 0 1 0 0 5 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 5 5:15 PM 0 0 0 0 0 0 0 0 0 0 2 6 5:00 PM 0 0 0 0 0 1 0 1 0 0 1 0 0000000 0 1 0 2 0 4:45 PM 0 0 0 0 0 0 0 0 1 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 1 0 2 0 4:15 PM 0 0 0 0 1 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00001000 0 0 Peak Hour 3 0 15 19 37 0 1 1 0 0 1 0 0Count Total 6 1 26 40 73 0 0 0 00000008:45 AM 0 0 3 5 8 0 0 0 0 0 0 0 8:30 AM 0 1 1 5 7 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 3 8 11 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 2 0 3 7 12 0 0 1 0 0 1 0 0 0 0 0 7:30 AM 1 0 2 3 6 0 0 0 0 0 0 0 0 0 3 10 0 EB WB NB SB Total East 7:45 AM 0 0 6 4 10 0 0 0 -15%11%HV%-10%0%2%- 0 0 7:15 AM 0 0 4 5 9 0 0 0 0 0 0 0 0 West North South 7:00 AM 3 0 4 0 20 100 8 0 5 236550101370 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 13%-0%7%14%7%0%0%0% Peak Hour All 0 20 15 11 0 28 178 19 0 0 0 16 3 37 00003111 22 511 0 HV 0 2 0 1 0 Count Total 0 43 39 92 0 20 29 10 440 37 946 0 92 44419404401001100 0 60 3 129 498 8:45 AM 0 7 6 9 3 0 3 20 3 0 119 490 8:30 AM 0 8 10 9 0 5 5 22 3 0 1 53 8036005 0 40 6 104 511 8:15 AM 0 6 4 8 0 0 7 22 3 0 146 502 8:00 AM 0 6 4 9 0 2 5 43 0 0 0 55 10013206 3 64 1 121 0 7:45 AM 0 5 7 14 4 0 3 22 0 0 140 0 7:30 AM 0 5 2 13 0 2 2 13 5 0 2 77 5053104 0 51 3 95 0 7:15 AM 0 4 2 19 0 0 0 17 1 07:00 AM 0 2 4 11 0 2 4 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 7.2%0.78 TOTAL 7.2%0.88 TH RT WB 0.0%0.83 NB 11.7%0.65 Peak Hour: 7:15 AM 8:15 AM HV %:PHF EB 3.3%0.87 0 0 0 0000000 0 1 0 00 0N GIDDINGS RD RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RDRICHARDS LAKE RD GIDDINGS RD511TEV: 0.88PHF:22236526312707 13 10 30 280 810020128301055 15 20 90 55 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 1 0 0 000 1 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 1000000 1 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 1 8:45 AM 0 0 0 0 1 8:30 AM 0000000 0 1 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 1000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 1 0 0 0 07:00 AM RT 37 0 Interval Start RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD 15-min Total Rolling One Hour 11 1 0 0 16 3000003 RTTHLT RTTHLTRT 0 34 6 73 0 Peak Hour 0 2 0 1 1 0 4 20 2 0Count Total 0 3 2 1 0 0 0 8 38300050000000 0 5 0 7 40 8:45 AM 0 0 0 0 1 0 0 1 0 0 11 39 8:30 AM 0 0 0 0 0 0 0 1 1 0 0 6 2000001 0 5 2 12 37 8:15 AM 0 0 0 0 0 0 0 3 0 0 10 35 8:00 AM 0 2 0 0 0 0 0 5 0 0 0 4 0000001 0 2 1 6 0 7:45 AM 0 0 0 0 0 0 0 2 0 0 9 0 7:30 AM 0 0 0 1 0 0 0 1 1 0 0 5 0000002 0 2 1 10 0 7:15 AM 0 0 0 0 0 0 0 4 0 0 TH RT 7:00 AM 0 1 2 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00011000 0 0 Peak Hour 3 1 1 6 11 0 0 0 0 1 2 0 0Count Total 3 1 4 12 20 1 0 0 00000005:45 PM 0 0 1 0 1 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 5:15 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 1 0 2 3 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 1 1 1 0 0 0 0 0 0 0 0 2 3 0 EB WB NB SB Total East 4:45 PM 3 0 1 3 7 0 1 0 -0%1%HV%-9%0%0%- 0 0 4:15 PM 0 0 1 3 4 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 1 0 56 186 14 0 8 1402301713100 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%-0%4%0%2%0%8%0% Peak Hour All 0 34 20 19 0 102 337 21 0 0 0 6 0 11 0100010 13 534 0 HV 0 3 0 0 0 Count Total 0 72 42 46 0 35 41 20 271 39 1,045 0 113 516412012090723010 2 38 5 133 534 5:45 PM 0 6 6 6 1 0 15 47 7 0 154 523 5:30 PM 0 8 4 3 0 3 0 52 4 0 2 36 50733017 4 34 0 116 516 5:15 PM 0 12 5 8 3 0 10 41 0 0 131 529 5:00 PM 0 5 6 4 0 3 6 46 3 0 0 32 30443014 3 28 5 122 0 4:45 PM 0 9 5 8 3 0 10 42 0 0 147 0 4:30 PM 0 12 3 4 0 6 6 36 1 0 2 49 60283014 6 34 6 129 0 4:15 PM 0 12 5 9 0 0 12 32 4 04:00 PM 0 8 8 4 0 3 12 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB 3.7%0.89 TOTAL 2.1%0.87 TH RT WB 2.5%0.77 NB 0.4%0.88 Peak Hour: 4:45 PM 5:45 PM HV %:PHF EB 3.9%0.77 0 0 0 0100000 0 0 0 00 0N GIDDINGS RD RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RDRICHARDS LAKE RD GIDDINGS RD534TEV: 0.87PHF:131408161230010 13 17 40 420 1418656256180023 20 34 77 82 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 001 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 1 0 0 0 0 0 0 0 THLT 1001000 2 00000 0 0 0 0 Peak Hour 0 1Count Total 0 100000000 0 1 5:45 PM 0 0 0 0 2 5:30 PM 1001000 0 1 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0000 1 0 4:45 PM 0 0 0 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 11 0 Interval Start RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD 15-min Total Rolling One Hour 1 0 0 0 6 0001000 RTTHLT RTTHLTRT 0 11 1 20 0 Peak Hour 0 3 0 0 0 0 1 3 0 0Count Total 0 3 0 0 0 0 1 1 5100000000000 0 0 0 0 11 5:45 PM 0 0 0 0 0 0 0 0 0 0 1 12 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 0000000 0 2 0 3 15 5:15 PM 0 0 0 0 0 0 0 0 0 0 7 15 5:00 PM 0 0 0 0 0 0 1 1 0 0 0 3 0000000 0 1 0 1 0 4:45 PM 0 3 0 0 0 0 0 0 0 0 4 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 3 0000001 0 1 1 3 0 4:15 PM 0 0 0 0 0 0 0 1 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00001000 0 0 Peak Hour 2 6 6 0 14 0 1 1 0 0 1 0 0Count Total 5 10 11 0 26 0 0 0 00000008:45 AM 1 0 1 0 2 0 0 0 0 0 0 0 8:30 AM 0 3 1 0 4 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 2 1 0 3 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 1 1 2 0 4 0 0 1 0 0 1 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 EB WB NB SB Total East 7:45 AM 1 0 2 0 3 0 0 0 0%45%-HV%--4%50%- 0 0 7:15 AM 2 1 2 0 5 0 0 0 0 0 0 0 0 West North South 7:00 AM 0 3 2 4 11 0 6 0 1 120453712 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 17%-0%0%-10%9%5%0% Peak Hour All 0 0 28 1 2 24 0 17 0 0 0 0 0 14 0200501 0 134 0 HV 0 0 1 1 0 Count Total 0 0 47 4 0 90 63 1 1 0 250 0 26 128010000092002 0 1 0 33 134 8:45 AM 0 0 12 0 0 0 2 0 0 0 34 128 8:30 AM 0 0 10 0 0 9 11 0 3 0 0 0 00812002 0 0 0 35 120 8:15 AM 0 0 9 0 1 0 5 0 0 0 32 122 8:00 AM 0 0 4 2 0 14 9 0 3 0 1 0 00145022 0 0 0 27 0 7:45 AM 0 0 5 0 0 0 1 0 1 0 26 0 7:30 AM 0 0 3 0 0 16 6 0 0 0 0 0 00119003 0 0 0 37 0 7:15 AM 0 0 1 2 0 0 7 0 9 07:00 AM 0 0 3 0 0 9 9 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 0.0%0.50 TOTAL 10.4%0.96 TH RT WB 7.2%0.86 NB 31.6%0.68 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB 6.7%0.75 0 0 0 0000000 1 0 0 00 0N BUSCH DR RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DRRICHARDS LAKE RD Driveway134TEV: 0.96PHF:0112101 37 45 83 350 6011195022 28 0 30 48 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 1 0 000 0 1 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 1000000 1 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 1 8:45 AM 0 0 0 0 1 8:30 AM 0000000 0 1 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 1000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 1 0 0 07:00 AM RT 14 0 Interval Start RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway 15-min Total Rolling One Hour 0 1 0 0 0 0042005 RTTHLT RTTHLTRT 0 0 0 26 0 Peak Hour 0 0 1 1 0 0 10 0 1 0Count Total 0 0 2 3 0 5 5 2 13000000000001 0 0 0 4 14 8:45 AM 0 0 1 0 0 0 1 0 0 0 3 10 8:30 AM 0 0 0 0 0 3 0 0 0 0 0 0 0002001 0 0 0 4 12 8:15 AM 0 0 0 0 0 0 2 0 0 0 3 13 8:00 AM 0 0 0 1 0 1 0 0 1 0 0 0 0000001 0 0 0 0 0 7:45 AM 0 0 1 0 0 0 0 0 0 0 5 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0001002 0 0 0 5 0 7:15 AM 0 0 0 2 0 0 2 0 0 0 TH RT 7:00 AM 0 0 0 0 0 1 2 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hour 2 0 12 0 14 0 0 0 1 0 1 0 0Count Total 3 0 17 0 20 0 0 0 00010105:45 PM 0 0 1 0 1 0 0 0 0 0 0 0 5:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 1 0 2 0 3 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 5 0 EB WB NB SB Total East 4:45 PM 1 0 0 0 1 0 0 0 -52%-HV%--3%7%- 0 0 4:15 PM 1 0 5 0 6 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 5 0 21 0 26 0 0 0140534300 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 4%----8%0%0%- Peak Hour All 0 0 29 0 0 29 0 57 0 0 0 0 0 14 00001101 0 186 0 HV 0 0 1 1 0 Count Total 0 0 74 19 0 108 80 0 0 0 367 0 49 181011000001510001 0 0 0 49 159 5:45 PM 0 0 10 2 0 0 2 0 8 0 42 161 5:30 PM 0 0 15 1 0 16 7 0 8 0 0 0 00911003 0 0 0 41 178 5:15 PM 0 0 10 1 0 0 2 0 4 0 27 186 5:00 PM 0 0 10 1 0 15 9 0 3 0 0 0 00212002 0 0 0 51 0 4:45 PM 0 0 7 1 0 0 6 0 5 0 59 0 4:30 PM 0 0 6 4 0 17 13 0 10 0 0 0 00246009 0 0 0 49 0 4:15 PM 0 0 6 4 0 0 4 0 8 04:00 PM 0 0 10 5 0 10 12 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB -- TOTAL 7.5%0.79 TH RT WB 0.0%0.80 NB 25.5%0.62 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 4.7%0.72 0 0 0 0000000 0 0 0 00 0N BUSCH DR RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DRRICHARDS LAKE RD Driveway186TEV: 0.79PHF:0000000 43 53 96 550 260214767014 29 0 43 64 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 1 00001 0 0 0 0 Peak Hour 0 0Count Total 0 111000000 0 0 5:45 PM 0 0 0 0 0 5:30 PM 0000000 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 14 0 Interval Start RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway 15-min Total Rolling One Hour 0 1 0 0 0 00000011 RTTHLT RTTHLTRT 0 0 0 20 0 Peak Hour 0 0 1 1 0 0 16 0 1 0Count Total 0 0 1 2 0 0 0 1 6000000000001 0 0 0 1 6 5:45 PM 0 0 0 0 0 0 1 0 0 0 3 7 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000002 0 0 0 1 10 5:15 PM 0 0 0 1 0 0 1 0 0 0 1 14 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 2 0 4:45 PM 0 0 1 0 0 0 2 0 0 0 6 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000005 0 0 0 5 0 4:15 PM 0 0 0 1 0 0 4 0 1 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 3 2 0 3 0 0 0 0 8 30000300 0 0 Peak Hr 0 2 16 5 23 0 0 0 0 1 1 7 1Count Total 0 3 21 11 35 0 0 0 00000008:45 AM 0 0 2 1 3 0 0 0 0 0 0 0 8:30 AM 0 2 1 2 5 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 5 2 7 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 7 0 7 0 0 0 0 0 0 3 0 0 0 0 7:30 AM 0 1 1 2 4 0 0 0 0 1 1 2 0 0 1 3 0 EB WB NB SB Total East 7:45 AM 0 0 3 1 4 0 0 0 --13%HV%----- 0 0 7:15 AM 0 0 0 2 2 0 0 0 0 0 0 2 1 West North South 7:00 AM 0 0 2 2 0 116 30 0 1 2070071010 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 3%-0%2%-5%3%-0% Peak Hour All 0 0 0 3 1 0 188 45 0 0 0 5 0 23 00000151 0 426 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 147 0 1 401 0 786 0 86 414349003300100000 0 64 0 119 426 8:45 AM 0 0 0 0 0 0 0 30 6 0 118 421 8:30 AM 0 0 0 0 0 19 0 31 6 0 0 60 00200100 1 37 0 91 400 8:15 AM 0 0 0 0 0 0 0 29 8 0 98 372 8:00 AM 0 0 0 0 0 16 0 26 10 0 0 46 00160000 0 61 0 114 0 7:45 AM 0 0 0 0 2 1 0 12 3 0 97 0 7:30 AM 0 0 0 0 0 35 0 13 1 0 0 61 00220000 0 39 0 63 0 7:15 AM 0 0 0 0 0 0 0 13 2 07:00 AM 0 0 0 0 0 9 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD 15-min TotalUTLTTHRT SB 2.4%0.81 TOTAL 5.4%0.89 TH RTUTLTTHRTUTLT WB 2.8%0.86 NB 11.0%0.99 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB -- Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AMN TURNBERRY RD MAPLE HILL DR MAPLE HILL DRTURNBERRY RDTURNBERRY RD426TEV: 0.89PHF:207120811701 71 72 31 0 30116146278000000 0 0 00 3Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 1 0 1 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 08:15 AM 0 0 0 0 0 0 0 0 0 0 1 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 23 0 Interval Start N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastbound 15 1 0 0 5 0020000 0 11 0 35 0 Peak Hour 0 0 0 0 0 1 0 19 1 0Count Total 0 0 0 0 0 3 0 3 22200010000000 0 2 0 5 23 8:45 AM 0 0 0 0 0 0 0 1 0 0 7 22 8:30 AM 0 0 0 0 0 2 0 4 1 0 0 2 0000000 0 0 0 7 17 8:15 AM 0 0 0 0 0 0 0 7 0 0 4 13 8:00 AM 0 0 0 0 0 0 0 3 0 0 0 1 0000000 0 2 0 4 0 7:45 AM 0 0 0 0 0 1 0 0 0 0 2 0 7:30 AM 0 0 0 0 0 1 0 0 0 0 0 2 0000000 0 1 0 3 0 7:15 AM 0 0 0 0 0 0 0 2 0 0 TH RT 7:00 AM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 2 1 0 0 0 0 3 30202210 0 0 Peak Hr 0 0 2 1 3 0 0 0 3 0 3 2 1Count Total 0 0 3 1 4 0 0 0 00000005:45 PM 0 0 1 0 1 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 4:30 PM 0 0 1 0 1 0 0 1 1 0 1 0 0 0 1 1 0 EB WB NB SB Total East 4:45 PM 0 0 1 0 1 0 1 1 --1%HV%----0% 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 0 0 0 207 48 0 0 1400141010 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%--1%-1%0%-0% Peak Hour All 0 0 0 1 0 0 406 109 0 0 0 1 0 3 0000020 0 438 0 HV 0 0 0 0 0 Count Total 0 0 0 0 1 72 0 0 253 0 842 0 96 4044620001800120000 0 28 0 101 407 5:45 PM 0 0 0 0 0 0 0 48 16 0 112 437 5:30 PM 0 0 0 0 0 9 0 62 15 0 0 28 0070000 0 39 0 95 435 5:15 PM 0 0 0 0 0 0 0 43 10 0 99 438 5:00 PM 0 0 0 0 0 3 0 40 9 0 0 39 01100000 0 37 0 131 0 4:45 PM 0 0 0 0 0 0 0 63 18 0 110 0 4:30 PM 0 0 0 0 0 13 0 59 11 0 0 32 0070100 0 32 0 98 0 4:15 PM 0 0 0 0 0 0 0 45 10 04:00 PM 0 0 0 0 0 11 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD 15-min TotalUTLTTHRT SB 0.7%0.90 TOTAL 0.7%0.84 TH RTUTLTTHRTUTLT WB 0.0%0.83 NB 0.8%0.79 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB -- Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PMN TURNBERRY RD MAPLE HILL DR MAPLE HILL DRTURNBERRY RDTURNBERRY RD438TEV: 0.84PHF:140014020801 41 43 49 1 48207255181000110 0 0 01 2Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 2 0001100Peak Hour 0 0 0 0 0 1 0 0 0 3 0Count Total 0 0 0 0 0 0 0 2 1000000 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 5:30 PM 0 0 0 0 0 0 0 0 1 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 2 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 4:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 3 0 Interval Start N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastbound 2 0 0 0 1 0000000 0 1 0 4 0 Peak Hour 0 0 0 0 0 0 0 3 0 0Count Total 0 0 0 0 0 0 0 1 1100000000000 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 2 5:15 PM 0 0 0 0 0 0 0 0 0 0 1 3 5:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 1 0 1 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 1 3 0 0 0 0 4 42000200 0 2 Peak Hour 1 0 0 1 2 0 0 0 0 0 0 2 0Count Total 1 1 1 2 5 0 0 0 00000008:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0 0 0 1 1 0 0 0 0 0 0 2 0 0 1 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 EB WB NB SB Total East 7:45 AM 0 0 0 0 0 0 0 0 -0%0%HV%-0%14%0%- 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 West North South 7:00 AM 0 0 0 0 4 2 2 1 0 41013320 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%0%-25%0%3%0%0%0% Peak Hour All 0 4 7 2 0 5 4 4 1 0 0 1 0 2 0000000 15 76 0 HV 0 0 1 0 0 Count Total 0 4 11 2 0 4 52 1 7 23 120 0 10 63110002013000 0 2 1 16 62 8:45 AM 0 0 2 0 0 0 1 1 1 0 17 76 8:30 AM 0 0 1 0 0 2 7 0 0 0 0 1 5005102 0 1 4 20 67 8:15 AM 0 1 2 0 1 0 1 0 2 0 9 57 8:00 AM 0 2 3 1 0 0 5 1 0 0 0 0 2005000 0 2 4 30 0 7:45 AM 0 0 1 0 0 0 1 1 0 1 8 0 7:30 AM 0 1 1 0 0 1 18 0 0 0 0 0 2006000 1 1 3 10 0 7:15 AM 0 0 0 0 0 0 0 0 0 07:00 AM 0 0 1 1 0 0 3 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 5.0%0.71 TOTAL 2.6%0.63 TH RT WB 0.0%0.47 NB 0.0%0.67 Peak Hour: 7:30 AM 8:30 AM HV %:PHF EB 8.3%0.50 0 0 0 0000000 0 0 0 20 2N BAR HARBOR DR MAPLE HILL DR MAPLE HILL DR BAR HARBOR DRMAPLE HILL DRBAR HARBOR DR76TEV: 0.63PHF:154020912 33 1 36 90 2248601 7 4 12 52 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 0 8:45 AM 0 0 0 0 0 8:30 AM 0000000 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 2 0 Interval Start MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR 15-min Total Rolling One Hour 0 0 0 0 1 0000000 RTTHLT RTTHLTRT 0 2 0 5 0 Peak Hour 0 0 1 0 0 0 1 0 0 0Count Total 0 0 1 0 0 0 1 0 4000000000000 0 0 0 2 4 8:45 AM 0 0 0 0 0 0 1 0 0 0 1 2 8:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0000000 0 1 0 1 1 8:15 AM 0 0 1 0 0 0 0 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 1 0 1 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 TH RT 7:00 AM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 8 2 4 4 9 4 6 2 39 1870010101 1 22 Peak Hour 0 0 2 0 2 1 0 0 0 0 1 0 16Count Total 0 0 2 0 2 1 0 0 20000005:45 PM 0 0 0 0 0 0 0 0 4 0 2 4 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 1 1 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 1 4:30 PM 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 -50%9%HV%-0%0%0%- 0 4 4:15 PM 0 0 1 0 1 1 0 0 0 0 0 0 4 West North South 4:00 PM 0 0 0 0 2 11 9 0 1 82011500 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%-0%0%0%3%0%0%- Peak Hour All 0 7 10 1 0 2 21 14 0 0 0 0 0 2 0000110 9 75 0 HV 0 0 0 0 0 Count Total 0 13 24 3 0 4 28 2 14 11 137 0 17 62200021004100 0 3 1 18 61 5:45 PM 0 3 4 0 0 0 0 2 2 0 18 68 5:30 PM 0 1 2 0 0 2 5 4 2 0 0 1 0003000 1 0 0 9 63 5:15 PM 0 0 7 1 0 0 0 2 1 0 16 75 5:00 PM 0 2 1 0 0 1 1 5 2 0 0 1 2003001 0 4 4 25 0 4:45 PM 0 0 2 0 0 0 0 3 4 0 13 0 4:30 PM 0 4 1 1 0 0 4 0 0 0 1 3 1003001 0 0 2 21 0 4:15 PM 0 2 2 0 0 0 0 3 3 04:00 PM 0 1 5 1 0 1 5 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB 0.0%0.56 TOTAL 2.7%0.75 TH RT WB 0.0%0.67 NB 9.1%0.69 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 0.0%0.68 0 1 0 0000000 0 0 1 710 0N BAR HARBOR DR MAPLE HILL DR MAPLE HILL DR BAR HARBOR DRMAPLE HILL DRBAR HARBOR DR75TEV: 0.75PHF:981181800 15 1 16 200 9112221102 10 7 19 26 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 010 0 0 0 010 0 0 0 0000 0 0 0 01 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 1000000 1 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 0 5:45 PM 0 0 0 0 0 5:30 PM 0000000 0 1 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 10000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 2 0 Interval Start MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR 15-min Total Rolling One Hour 1 0 0 0 0 0000001 RTTHLT RTTHLTRT 0 0 0 2 0 Peak Hour 0 0 0 0 0 0 1 1 0 0Count Total 0 0 0 0 0 0 0 0 0000000000000 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 2 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 1 0 0 1 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000001 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com MONTAVA PHASE G | TRANSPORTATION IMPACT STUDY City of Fort Collins Rollins Consult LLC | 38 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 1 0 2 3 0 6 62022220 0 2 Peak Hour 12 10 7 4 33 0 0 0 0 2 3 2 2Count Total 15 15 12 5 47 1 0 0 00000008:45 AM 0 2 3 0 5 0 0 1 1 0 1 1 8:30 AM 4 2 2 0 8 0 0 0 0 0 0 1 0 0 0 0 8:15 AM 4 4 1 1 10 0 0 0 0 1 1 0 0 1 0 0 8:00 AM 3 3 1 2 9 0 0 0 0 1 1 0 0 0 0 0 7:30 AM 0 2 2 0 4 0 0 0 0 0 0 0 0 0 0 3 1 EB WB NB SB Total East 7:45 AM 1 1 3 1 6 0 0 0 -8%2%HV%-0%6%3%- 0 0 7:15 AM 1 0 0 1 2 0 0 0 0 0 1 0 0 West North South 7:00 AM 2 1 0 1 36 41 99 0 25 117800183172100 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 3%-0%2%50%3%1%4%20% Peak Hour All 0 4 177 18 0 55 66 167 0 0 0 2 2 33 0720313 4 948 0 HV 0 0 10 2 0 Count Total 0 6 320 135 0 362 316 38 189 7 1,679 0 198 91792902111043364010 8 31 2 279 948 8:45 AM 0 2 39 12 3 0 19 19 38 0 229 901 8:30 AM 0 2 39 15 0 56 47 5 22 0 6 27 103955404 4 23 0 211 850 8:15 AM 0 1 47 18 3 0 1 10 20 0 229 762 8:00 AM 0 1 58 22 0 33 36 7 19 0 7 36 1055340012 4 23 1 232 0 7:45 AM 0 0 33 25 2 0 3 5 19 0 178 0 7:30 AM 0 0 35 23 0 62 55 2 13 0 6 22 104434103 1 16 0 123 0 7:15 AM 0 0 43 9 1 0 3 9 7 07:00 AM 0 0 26 11 0 30 19 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start COUNTRY CLUB RD COUNTRY CLUB RD N LEMAY AVE GREGORY RD 15-min TotalUTLTTHRT Date: Tue, Aug 24, 2021 Peak Hour Count Period: 7:00 AM 9:00 AM SB 2.7%0.83 TOTAL 3.5%0.85 TH RT WB 2.7%0.86 NB 4.0%0.58 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB 4.6%0.81 0 0 0 0200000 0 0 0 22 2N N LEMAY AVE COUNTRY CLUB RD COUNTRY CLUB RD N LEMAY AVECOUNTRY CLUB RD GREGORY RD948TEV: 0.85PHF:41172514655010 172 183 365 3010 994136176380080 177 4 261 212 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com MONTAVA PHASE G | TRANSPORTATION IMPACT STUDY City of Fort Collins Rollins Consult LLC | 39 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00011000 0 0 Peak Hour 12 2 4 2 20 0 0 0 0 4 5 0 0Count Total 21 4 5 2 32 1 0 0 00000005:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 5:30 PM 2 1 1 0 4 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 3 1 1 1 6 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 1 0 1 0 2 0 0 0 0 1 1 0 0 0 0 0 4:30 PM 5 1 1 1 8 0 0 0 0 3 4 0 0 0 0 4 0 EB WB NB SB Total East 4:45 PM 3 0 1 0 4 0 0 0 -0%1%HV%-0%5%0%- 0 0 4:15 PM 3 0 0 0 3 1 0 0 0 0 0 0 0 West North South 4:00 PM 4 0 0 1 49 102 185 0 20 51530151142210 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 2%-5%2%0%2%1%1%0% Peak Hour All 0 11 253 39 0 109 181 332 0 0 1 1 0 20 0100013 6 1,044 0 HV 0 0 12 0 0 Count Total 0 23 518 89 0 280 298 33 92 12 2,006 0 212 1,00014360482022422013 4 11 2 262 1,044 5:45 PM 0 4 60 5 5 0 16 23 42 0 291 1,044 5:30 PM 0 3 71 11 0 37 37 24 53 0 4 13 1040436011 7 15 0 235 1,015 5:15 PM 0 2 78 16 8 0 13 18 42 0 256 1,006 5:00 PM 0 1 48 16 0 31 36 28 49 0 6 9 103636509 3 14 4 262 0 4:45 PM 0 5 63 9 2 0 16 32 41 0 262 0 4:30 PM 0 3 64 12 0 44 27 20 41 0 4 12 1039474015 1 10 1 226 0 4:15 PM 0 3 67 9 7 0 16 22 28 04:00 PM 0 2 67 11 0 31 30 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start COUNTRY CLUB RD COUNTRY CLUB RD N LEMAY AVE GREGORY RD 15-min TotalUTLTTHRT Date: Tue, Aug 24, 2021 Peak Hour Count Period: 4:00 PM 6:00 PM SB 2.6%0.88 TOTAL 1.9%0.90 TH RT WB 0.6%0.88 NB 1.2%0.94 Peak Hour: 4:30 PM 5:30 PM HV %:PHF EB 3.8%0.83 0 0 0 0100000 0 0 0 00 0N N LEMAY AVE COUNTRY CLUB RD COUNTRY CLUB RD N LEMAY AVECOUNTRY CLUB RD GREGORY RD1,044TEV: 0.9PHF:6512077134021 142 151 314 4580 18510249336255053 253 11 317 197 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 1 0 0 0 0 0 1 00112000 0 0 Peak Hour 16 4 16 8 44 0 0 2 1 2 5 1 0Count Total 20 6 24 12 62 0 0 0 00100108:45 AM 2 1 3 1 7 1 1 0 0 0 0 0 8:30 AM 4 2 1 4 11 0 0 0 1 0 1 0 0 0 0 0 8:15 AM 3 1 8 2 14 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 8 1 7 0 16 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 1 2 3 0 1 0 0 0 0 0 0 0 1 5 0 EB WB NB SB Total East 7:45 AM 1 0 0 2 3 1 2 1 -8%13%HV%-7%3%6%- 0 0 7:15 AM 0 1 2 0 3 0 0 0 0 0 0 0 0 West North South 7:00 AM 2 0 2 2 113 47 14 0 1 921320254400 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 7%-0%4%2%5%8%5%- Peak Hour All 0 100 30 0 0 196 82 19 0 0 0 4 4 44 0200961 220 818 0 HV 0 7 1 8 0 Count Total 0 155 48 240 0 48 90 1 207 406 1,492 0 161 7821500020280680025 1 30 67 226 818 8:45 AM 0 29 6 24 0 0 24 10 1 0 207 807 8:30 AM 0 27 4 38 0 12 12 12 5 0 0 21 6504110032 0 17 38 188 764 8:15 AM 0 21 3 33 0 0 32 15 6 0 197 710 8:00 AM 0 26 13 32 0 4 5 10 2 0 0 24 5005160025 0 32 78 215 0 7:45 AM 0 26 10 29 0 0 20 8 2 0 164 0 7:30 AM 0 8 4 37 0 5 21 6 1 0 0 39 4704100025 0 24 33 134 0 7:15 AM 0 9 2 21 0 0 13 6 2 07:00 AM 0 9 6 26 0 8 7 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 2.6%0.80 TOTAL 5.4%0.90 TH RT WB 5.8%0.72 NB 9.2%0.82 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB 6.1%0.92 0 0 0 1001000 0 0 0 00 0N TURNBERRY RD COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RDCOUNTRY CLUB RDTURNBERRY RD818TEV: 0.9PHF:22092131314700 44 25 69 450 14471131742490132 30 100 262 377 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 0 0 0 0 0 0 0 0 0 0 0 1 0 000 0 0 0 000 1 1 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 1 THLT 2100100 5 01001 0 1 0 0 Peak Hour 0 1Count Total 0 310000000 1 2 8:45 AM 0 0 0 0 3 8:30 AM 1100000 0 2 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 2 8:00 AM 0000 2 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 44 0 Interval Start COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One Hour 6 1 0 0 4 4022009 RTTHLT RTTHLTRT 0 6 6 62 0 Peak Hour 0 7 1 8 0 0 12 10 2 0Count Total 0 8 1 11 0 4 2 7 48200001010001 0 1 3 11 44 8:45 AM 0 0 0 2 0 0 0 1 0 0 14 36 8:30 AM 0 1 0 3 0 0 2 3 1 0 0 1 1010004 0 0 0 16 25 8:15 AM 0 1 1 1 0 0 5 2 0 0 3 14 8:00 AM 0 5 0 3 0 1 0 0 0 0 0 2 0000000 0 1 1 3 0 7:45 AM 0 0 0 1 0 0 0 1 0 0 3 0 7:30 AM 0 0 0 0 0 0 0 0 1 0 0 0 0010001 0 1 0 5 0 7:15 AM 0 0 0 0 0 0 1 1 0 0 TH RT 7:00 AM 0 1 0 1 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 2 0 0 0 0 2 20304020 0 0 Peak Hour 11 1 8 3 23 1 0 1 4 0 6 0 2Count Total 18 2 10 4 34 1 0 0 00000005:45 PM 3 1 2 0 6 0 1 0 0 0 0 0 5:30 PM 1 0 0 0 1 0 1 0 1 0 1 0 0 0 0 0 5:15 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 5:00 PM 2 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 3 1 3 1 8 1 0 1 1 0 1 0 0 0 2 8 0 EB WB NB SB Total East 4:45 PM 1 0 1 0 2 0 2 0 -2%3%HV%-1%0%6%- 0 0 4:15 PM 4 0 1 0 5 0 0 0 1 0 1 0 0 West North South 4:00 PM 3 0 3 0 163 69 27 0 0 641490192900 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 7%--5%0%2%0%3%- Peak Hour All 0 205 57 1 0 296 146 52 0 0 0 3 0 23 0100422 147 929 0 HV 0 2 0 9 0 Count Total 0 400 139 283 0 32 57 3 114 257 1,780 0 183 8511990011200450030 2 12 29 226 888 5:45 PM 0 49 11 25 0 0 33 23 6 0 235 892 5:30 PM 0 44 27 36 0 5 9 20 6 0 1 9 300470033 0 18 31 207 892 5:15 PM 0 62 26 37 1 0 37 15 4 0 220 929 5:00 PM 0 40 18 36 0 0 7 14 4 0 0 21 360360051 0 18 43 230 0 4:45 PM 0 39 15 31 0 0 33 24 5 0 235 0 4:30 PM 0 60 12 27 0 2 6 13 5 0 0 11 350670046 0 14 33 244 0 4:15 PM 0 61 11 40 0 0 33 18 13 04:00 PM 0 45 19 51 0 8 10 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB 1.4%0.86 TOTAL 2.5%0.95 TH RT WB 2.1%0.67 NB 3.1%0.94 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 2.7%0.89 0 0 1 0001200 0 0 0 02 0N TURNBERRY RD COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RDCOUNTRY CLUB RDTURNBERRY RD929TEV: 0.95PHF:14764021127400 29 19 48 840 27691632592320149 57 205 411 339 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 1 0 0 0 0 0 001 0 0 0 001 1 0 0 0000 0 0 0 00 0 THLT 00001000 0 00 0 1 0 0 0 0 0 0 0 THLT 4100002 6 00121 0 0 0 0 Peak Hour 0 0Count Total 0 200000000 1 2 5:45 PM 0 0 0 0 3 5:30 PM 1000010 0 3 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 4 5:00 PM 0000 2 0 4:45 PM 0 0 1 0 0 4:30 PM 10000014:15 PM 0 0 0 0 0 0 1 04:00 PM RT 23 0 Interval Start COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One Hour 2 2 0 0 3 0001004 RTTHLT RTTHLTRT 0 3 1 34 0 Peak Hour 0 2 0 9 0 0 6 2 2 0Count Total 0 3 1 14 0 1 1 6 11000000010002 0 0 0 1 7 5:45 PM 0 1 1 1 0 0 0 0 0 0 1 14 5:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0000000 0 0 1 3 18 5:15 PM 0 0 0 1 0 0 0 0 0 0 2 23 5:00 PM 0 0 0 2 0 0 0 1 0 0 0 0 0000000 0 1 0 8 0 4:45 PM 0 0 0 1 0 0 1 1 1 0 5 0 4:30 PM 0 1 0 2 0 0 1 0 0 0 0 0 0000001 0 2 0 8 0 4:15 PM 0 1 0 3 0 0 2 0 1 0 TH RT 4:00 PM 0 0 0 3 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 1 0 0 0 1 00000000 0 1 Peak Hr 0 4 0 4 8 0 0 1 0 0 1 0 0Count Total 0 9 0 11 20 0 0 0 00100108:45 AM 0 2 0 1 3 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15 AM 0 3 0 3 6 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 2 2 0 0 0 0 0 0 0 0 0 1 4 0 EB WB NB SB Total East 7:45 AM 0 0 0 0 0 0 0 0 ---HV%-0%0%-- 0 0 7:15 AM 0 1 0 1 2 0 0 0 0 0 0 0 0 West North South 7:00 AM 0 3 0 0 0 0 0 1 268 00002960 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total -0%1%-0%2%-0%4% Peak Hour All 0 9 26 207 0 0 0 0 1 0 4 0 0 8 0040000 4 406 0 HV 0 0 0 0 0 Count Total 0 19 45 0 0 0 11 480 0 15 778 0 90 37200047030033100 57 0 1 87 375 8:45 AM 0 1 5 0 18 0 0 0 0 0 104 396 8:30 AM 0 4 5 0 0 0 2 0 0 0 54 0 30013800 54 0 4 91 394 8:15 AM 0 3 5 0 24 0 0 0 0 0 93 407 8:00 AM 0 2 4 0 0 0 3 0 0 1 52 0 30012800 76 0 0 108 0 7:45 AM 0 2 6 0 23 0 0 0 0 0 102 0 7:30 AM 0 3 5 0 0 0 1 0 1 0 74 0 00002100 66 0 1 104 0 7:15 AM 0 1 5 0 24 0 0 0 0 07:00 AM 0 3 10 0 0 0 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD 15-min TotalUTLTTHRT SB 1.5%0.90 TOTAL 2.0%0.94 TH RTUTLTTHRTUTLT WB 4.1%0.84 NB -0.25 Peak Hour: 7:00 AM 8:00 AM HV %:PHF EB 0.0%0.67 Date: 05/04/2022 Peak Hour Count Period: 7:00 AM 9:00 AM 0 0 000 0 0 00 0N TURNBERRY RD MOUNTAIN VISTA DR MOUNTAIN VISTA DRTURNBERRY RDADRIEL DR 407TEV: 0.94PHF:4268273106196 2 98 294 0 26 935 6 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 1 0Count Total 0 0 0 0 1 0 0 0 1000001 0 0 8:45 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 8 0 Interval Start ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD 15-min Total Rolling One HourEastbound 0 0 0 4 0 0000400 11 0 0 20 0 Peak Hour 0 0 0 0 9 0 0 0 0 0Count Total 0 0 0 0 0 0 0 3 12000100000200 0 0 0 0 9 8:45 AM 0 0 0 0 0 0 0 0 0 0 6 11 8:30 AM 0 0 0 0 0 0 0 0 0 0 3 0 0000300 3 0 0 3 8 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 9 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 2 0 0 2 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 3 0 7:30 AM 0 0 0 0 0 0 0 0 1 0 1 0 0000100 1 0 0 4 0 7:15 AM 0 0 0 0 3 0 0 0 0 0 TH RT 7:00 AM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 2 0 0 0 0 0 0 4 00011000 0 0 Peak Hr 0 2 0 0 2 0 0 0 0 1 1 0 4Count Total 0 6 0 3 9 0 0 0 00000005:45 PM 0 2 0 0 2 0 0 0 0 0 0 0 5:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 1 1 0 0 0 0 0 0 0 2 0 1 2 0 EB WB NB SB Total East 4:45 PM 0 1 0 0 1 0 0 0 ---HV%-0%0%-- 0 0 4:15 PM 0 1 0 1 2 0 0 0 0 0 0 0 2 West North South 4:00 PM 0 1 0 0 0 0 0 0 163 0000222310 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-0%0%-0%1% Peak Hour All 0 5 8 446 0 0 0 0 0 0 0 0 0 2 0020000 15 444 0 HV 0 0 0 0 0 Count Total 0 9 20 0 1 0 40 320 0 30 866 0 95 43200023050045900 39 0 6 121 444 5:45 PM 0 1 3 0 66 0 0 0 0 0 109 420 5:30 PM 0 2 4 0 0 0 4 0 0 0 47 0 00075400 43 0 6 107 424 5:15 PM 0 0 1 0 52 0 0 0 0 0 107 434 5:00 PM 0 0 1 0 0 0 5 0 0 0 34 0 30065900 44 0 4 97 0 4:45 PM 0 3 2 0 41 0 0 0 0 0 113 0 4:30 PM 0 2 3 0 0 0 3 0 0 0 44 0 50055500 46 0 1 117 0 4:15 PM 0 0 4 0 60 0 0 0 0 04:00 PM 0 1 2 0 1 0 6 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD 15-min TotalUTLTTHRT SB 0.0%0.91 TOTAL 0.5%0.92 TH RTUTLTTHRTUTLT WB 0.8%0.90 NB -- Peak Hour: 4:45 PM 5:45 PM HV %:PHF EB 0.0%0.54 Date: 05/04/2022 Peak Hour Count Period: 4:00 PM 6:00 PM 0 0 010 0 0 00 0N TURNBERRY RD MOUNTAIN VISTA DR MOUNTAIN VISTA DRTURNBERRY RDADRIEL DR 444TEV: 0.92PHF:151631782360231 22 253 171 0 8 513 37 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 0000010Peak Hour 0 0 0 0 0 0 1 0 0 1 0Count Total 0 0 0 0 0 0 0 0 1000000 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 1 0 0 1 1 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 2 0 Interval Start ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD 15-min Total Rolling One HourEastbound 0 0 0 0 0 0000200 3 0 0 9 0 Peak Hour 0 0 0 0 6 0 0 0 0 0Count Total 0 0 0 0 0 0 0 2 3000000000200 0 0 0 1 2 5:45 PM 0 0 0 0 1 0 0 0 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 4 5:15 PM 0 0 0 0 0 0 0 0 0 0 1 6 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000100 1 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0000100 1 0 0 2 0 4:15 PM 0 0 0 0 1 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 0 WB 9.1%0.94 NB 10.8%0.83 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB 2.5%0.82 Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A 15-min TotalUTLTTHRT SB -- TOTAL 7.0%0.96 TH RT 7:00 AM 0 0 41 20 0 40 13 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 74 16 0 0 5 0 0 0 141 0 7:15 AM 0 0 37 34 0 0 7 0 20 0 0 0 0 194 0 7:45 AM 0 0 45 26 0 0 7 0 17 0 184 0 7:30 AM 0 0 56 40 0 56 18 0 18 0 0 0 0 192 711 8:00 AM 0 0 32 20 0 47 29 0 29 0 0 0 0054250013 0 50 22 0 0 19 0 0 0 168 738 8:15 AM 0 0 39 33 0 0 16 0 24 0 0 0 0 197 754 8:45 AM 0 0 30 29 0 0 20 0 21 0 197 751 8:30 AM 0 0 47 39 0 55 15 0 34 0 0 0 0 153 7150170000038190020 Count Total 0 0 327 241 0 414 157 0 0 0 1,426 0 Peak Hour All 0 0 163 0 0 107 0 180 0 0 0 0 0 53 013001108 0 754 0 HV 0 0 3 4 0 14 68 0 108 0 0 011802069100 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 7%----7%7%14%--16%-HV%--2%3%- 0 0 7:15 AM 1 4 4 0 9 0 0 0 0 0 0 0 0 West North South 7:00 AM 1 5 3 0 9 0 EB WB NB SB Total East 7:45 AM 1 7 6 0 14 0 1 0 0 0 0 0 7:30 AM 1 4 3 0 8 1 0 0 0 0 0 0 0 0 0 0 8:15 AM 3 8 6 0 17 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 2 10 7 0 19 0 0 1 0 0 1 0 8:45 AM 2 5 2 0 9 0 0 0 0 0 0 0 8:30 AM 1 2 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 Peak Hr 7 27 19 0 53 0 1 1 0 0 2 0 0Count Total 12 45 31 0 88 1 0001000 0 0 000 1 0 00 0N TIMBERLINE RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RDMOUNTAIN VISTA DR 754TEV: 0.96PHF: 91 206 297 271 0 108681763240118 163281 159 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 9 0 7:15 AM 0 0 1 0 0 0 0 0 3 0 TH RT 7:00 AM 0 0 0 1 0 1 4 UT LT TH RT UT LT 9 0 7:30 AM 0 0 0 1 0 1 3 0 3 0 0 0 0022001 0 2 5 0 0 4 0 0 0 8 0 7:45 AM 0 0 0 1 0 0 0 0 3 0 0 0 0 19 50 8:15 AM 0 0 2 1 0 0 4 0 3 0 14 40 8:00 AM 0 0 1 1 0 6 4 0 2 0 0 0 0 17 58 8:30 AM 0 0 0 1 0 2 0 0 3 0 0 0 0044003 0 3 2 0 0 0 0 0 0 3 53 8:45 AM 0 0 1 1 0 0 0 0 0 0 9 48020000 0 0 0 88 0 Peak Hour 0 0 3 4 0 0 12 0 19 0Count Total 0 0 5 7 0 21 24 Westbound Northbound Southbound LT TH RT LT TH RT LT 53 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A 15-min Total Rolling One HourEastbound 0 8 0 0 0 0014130011 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 1 0 7:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 2 2 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 1 1 0 0 0 0 0 1 0000000Peak Hour 0 0 0 1 0 0 0 0 0 2 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 2 0 2 0 WB 3.4%0.92 NB 2.2%0.91 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 5.2%0.81 Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A 15-min TotalUTLTTHRT SB -- TOTAL 3.4%0.95 TH RT 4:00 PM 0 0 29 23 0 31 41 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 47 42 0 0 26 0 0 0 201 0 4:15 PM 0 0 38 27 0 0 32 0 45 0 0 0 0 195 0 4:45 PM 0 0 33 24 0 0 25 0 49 0 215 0 4:30 PM 0 0 20 17 0 37 47 0 35 0 0 0 0 206 817 5:00 PM 0 0 28 25 0 38 38 0 44 0 0 0 0037450023 0 45 43 0 0 30 0 0 0 183 799 5:15 PM 0 0 33 18 0 0 20 0 34 0 0 0 0 199 800 5:45 PM 0 0 17 15 0 0 26 0 51 0 212 796 5:30 PM 0 0 31 23 0 33 35 0 43 0 0 0 0 198 7920390000054410032 Count Total 0 0 229 172 0 322 332 0 0 0 1,609 0 Peak Hour All 0 0 120 0 0 214 0 340 0 0 0 0 0 28 0500204 0 817 0 HV 0 0 6 5 0 6 106 0 173 0 0 091015217500 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 2%----3%4%3%--2%-HV%--5%5%- 0 0 4:15 PM 4 2 0 0 6 0 0 0 2 0 2 0 0 West North South 4:00 PM 6 3 2 0 11 0 EB WB NB SB Total East 4:45 PM 0 2 2 0 4 0 1 0 0 0 0 0 4:30 PM 1 4 2 0 7 0 0 1 0 0 0 0 0 0 0 0 5:15 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 2 1 2 0 5 0 0 0 0 0 0 0 5:45 PM 1 1 0 0 2 0 2 1 0 1 0 0 5:30 PM 3 0 0 0 3 1 0 1 1 0 1 0 0 0 0 0 0000000 1 0 Peak Hr 11 11 6 0 28 0 0 0 5 0 6 1 0Count Total 17 15 8 0 40 1 0303000 0 0 030 0 0 00 0N TIMBERLINE RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RDMOUNTAIN VISTA DR 817TEV: 0.95PHF: 175 152 327 293 0 173106279243091 120211 281 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 11 0 4:15 PM 0 0 2 2 0 0 1 0 1 0 TH RT 4:00 PM 0 0 3 3 0 1 2 UT LT TH RT UT LT 6 0 4:30 PM 0 0 1 0 0 2 2 0 0 0 0 0 0011000 0 2 0 0 0 1 0 0 0 7 0 4:45 PM 0 0 0 0 0 0 0 0 2 0 0 0 0 5 22 5:15 PM 0 0 0 0 0 0 0 0 2 0 4 28 5:00 PM 0 0 2 0 0 1 0 0 1 0 0 0 0 2 18 5:30 PM 0 0 3 0 0 0 0 0 0 0 0 0 0011000 0 0 1 0 0 0 0 0 0 3 14 5:45 PM 0 0 1 0 0 0 0 0 0 0 2 12000000 0 0 0 40 0 Peak Hour 0 0 6 5 0 0 2 0 6 0Count Total 0 0 12 5 0 8 7 Westbound Northbound Southbound LT TH RT LT TH RT LT 28 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A 15-min Total Rolling One HourEastbound 0 4 0 0 0 0065002 0 0 2 0 4:15 PM 0 0 0 0 0 0 0 2 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 1 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 3 5:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 2 5:30 PM 0 0 1 0 0 0 0 1 0 0 0 0 3000000 Count Total 0 0 1 0 0 0 4 0 0 3 0030000Peak Hour 0 0 0 0 0 1 0 0 0 6 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hr 13 18 0 14 45 0 0 0 0 0 0 0 0Count Total 24 37 0 34 95 0 0 0 00000008:45 AM 3 7 0 7 17 0 0 0 0 0 0 0 8:30 AM 1 1 0 2 4 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 4 6 0 7 17 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 3 5 0 4 12 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 2 5 0 4 11 0 0 0 0 0 0 0 0 0 2 10 0 EB WB NB SB Total East 7:45 AM 3 4 0 4 11 0 0 0 ---HV%-16%2%-- 0 0 7:15 AM 5 4 0 4 13 0 0 0 0 0 0 0 0 West North South 7:00 AM 3 5 0 0 0 0 0 0 151 0000142630 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --3%-6%6%-7%13% Peak Hour All 0 58 205 106 0 0 0 0 0 0 4 0 10 45 01080000 157 776 0 HV 0 9 4 0 0 Count Total 0 124 385 0 0 0 275 251 0 295 1,436 0 149 660000220320034900 32 0 38 167 715 8:45 AM 0 11 41 0 12 0 0 0 0 0 179 755 8:30 AM 0 15 49 0 0 0 21 0 0 0 22 0 390038700 24 0 29 165 776 8:15 AM 0 22 51 0 15 0 0 0 0 0 204 776 8:00 AM 0 18 39 0 0 0 40 0 0 0 31 0 3600362800 42 0 37 207 0 7:45 AM 0 24 49 0 15 0 0 0 0 0 200 0 7:30 AM 0 11 61 0 0 0 41 0 0 0 45 0 5400341200 33 0 30 165 0 7:15 AM 0 12 43 0 8 0 0 0 0 07:00 AM 0 11 52 0 0 0 31 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD 15-min TotalUTLTTHRT SB 4.5%0.78 TOTAL 5.8%0.94 TH RTUTLTTHRTUTLT WB 8.8%0.80 NB -- Peak Hour: 7:00 AM 8:00 AM HV %:PHF EB 4.9%0.90 Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM 0 0 000 0 0 00 0N GIDDINGS RD MOUNTAIN VISTA DR MOUNTAIN VISTA DRGIDDINGS RDMOUNTAIN VISTA DR 776TEV: 0.94PHF:157151308121063 142 205 356 0 205 58263 299 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 45 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD 15-min Total Rolling One HourEastbound 0 0 0 4 0 100010800 12 0 22 95 0 Peak Hour 0 9 4 0 15 0 0 0 0 0Count Total 0 14 10 0 0 0 22 17 50000403003400 2 0 0 4 44 8:45 AM 0 1 2 0 0 0 0 0 0 0 17 51 8:30 AM 0 0 1 0 0 0 1 0 0 0 2 0 5004200 0 0 4 12 47 8:15 AM 0 3 1 0 1 0 0 0 0 0 11 45 8:00 AM 0 1 2 0 0 0 4 0 0 0 0 0 4001300 3 0 1 11 0 7:45 AM 0 3 0 0 1 0 0 0 0 0 13 0 7:30 AM 0 2 0 0 0 0 4 0 0 0 1 0 3002200 0 0 2 10 0 7:15 AM 0 1 4 0 2 0 0 0 0 0 TH RT 7:00 AM 0 3 0 0 0 0 3 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hr 10 4 0 7 21 0 0 0 0 0 0 0 0Count Total 20 13 0 14 47 0 0 0 00000005:45 PM 1 2 0 0 3 0 0 0 0 0 0 0 5:30 PM 4 1 0 1 6 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 1 0 1 2 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 4 0 0 2 6 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 3 2 0 3 8 0 0 0 0 0 0 0 0 0 1 7 0 EB WB NB SB Total East 4:45 PM 2 2 0 3 7 0 0 0 ---HV%-1%5%-- 0 0 4:15 PM 2 3 0 3 8 0 0 0 0 0 0 0 0 West North South 4:00 PM 4 2 0 0 0 0 0 0 78 00002161180 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --6%-2%3%-1%1% Peak Hour All 0 137 159 210 0 0 0 0 0 0 5 0 2 21 0310000 103 811 0 HV 0 2 8 0 0 Count Total 0 257 311 0 0 0 445 142 0 207 1,572 0 182 793000802600652400 22 0 23 193 811 5:45 PM 0 34 25 0 23 0 0 0 0 0 227 804 5:30 PM 0 42 36 0 0 0 47 0 0 0 17 0 3500544100 19 0 25 191 787 5:15 PM 0 37 43 0 28 0 0 0 0 0 200 779 5:00 PM 0 20 41 0 0 0 58 0 0 0 20 0 2000572600 15 0 23 186 0 4:45 PM 0 38 39 0 19 0 0 0 0 0 210 0 4:30 PM 0 35 35 0 0 0 59 0 0 0 25 0 3500503200 16 0 20 183 0 4:15 PM 0 24 44 0 17 0 0 0 0 04:00 PM 0 27 48 0 0 0 55 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD 15-min TotalUTLTTHRT SB 3.9%0.87 TOTAL 2.6%0.89 TH RTUTLTTHRTUTLT WB 1.2%0.88 NB -- Peak Hour: 4:45 PM 5:45 PM HV %:PHF EB 3.4%0.93 Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM 0 0 000 0 0 00 0N GIDDINGS RD MOUNTAIN VISTA DR MOUNTAIN VISTA DRGIDDINGS RDMOUNTAIN VISTA DR 811TEV: 0.89PHF:103781812550118 216 334 237 0 159 137296 319 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 21 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD 15-min Total Rolling One HourEastbound 0 0 0 5 0 2003100 8 0 6 47 0 Peak Hour 0 2 8 0 3 0 0 0 0 0Count Total 0 2 18 0 0 0 10 3 17000000002000 1 0 0 6 21 5:45 PM 0 0 1 0 0 0 0 0 0 0 2 23 5:30 PM 0 0 4 0 0 0 1 0 0 0 1 0 0001000 1 0 1 6 29 5:15 PM 0 0 0 0 0 0 0 0 0 0 7 30 5:00 PM 0 0 4 0 0 0 0 0 0 0 2 0 1001100 1 0 2 8 0 4:45 PM 0 2 0 0 0 0 0 0 0 0 8 0 4:30 PM 0 0 3 0 0 0 2 0 0 0 2 0 1001200 0 0 1 7 0 4:15 PM 0 0 2 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 4 0 0 0 2 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hr 8 31 0 13 52 0 0 0 0 0 0 0 0Count Total 21 68 0 31 120 0 0 0 00000008:45 AM 6 13 0 5 24 0 0 0 0 0 0 0 8:30 AM 2 3 0 5 10 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 3 12 0 4 19 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 2 9 0 4 15 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 3 6 0 3 12 0 0 0 0 0 0 0 0 0 3 14 0 EB WB NB SB Total East 7:45 AM 0 6 0 4 10 0 0 0 ---HV%-13%2%-- 0 0 7:15 AM 5 8 0 3 16 0 0 0 0 0 0 0 0 West North South 7:00 AM 0 11 0 0 0 0 0 0 110 0000192390 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --11%-8%7%-9%36% Peak Hour All 0 8 346 76 0 0 0 0 0 0 12 0 1 52 017140000 13 708 0 HV 0 1 7 0 0 Count Total 0 11 622 0 0 0 367 164 0 15 1,255 0 130 54700015000043800 12 0 1 128 593 8:45 AM 0 1 63 0 4 0 0 0 0 0 144 650 8:30 AM 0 0 79 0 0 0 32 0 0 0 13 0 000451400 14 0 1 145 667 8:15 AM 0 0 72 0 11 0 0 0 0 0 176 708 8:00 AM 0 2 62 0 0 0 55 0 0 0 20 0 200611200 17 0 3 185 0 7:45 AM 0 2 79 0 9 0 0 0 0 0 161 0 7:30 AM 0 2 100 0 0 0 54 0 0 0 22 0 30043600 51 0 5 186 0 7:15 AM 0 2 85 0 12 0 0 0 0 07:00 AM 0 2 82 0 0 0 34 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR 15-min TotalUTLTTHRT SB 10.6%0.55 TOTAL 7.3%0.95 TH RTUTLTTHRTUTLT WB 13.4%0.79 NB -- Peak Hour: 7:00 AM 8:00 AM HV %:PHF EB 2.3%0.87 Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM 0 0 000 0 0 00 0N BUSCH DR MOUNTAIN VISTA DR MOUNTAIN VISTA DRBUSCH DRMOUNTAIN VISTA DR 708TEV: 0.95PHF:1311012347039 192 231 456 0 346 8354 205 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 52 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR 15-min Total Rolling One HourEastbound 0 0 0 12 0 100171400 29 0 2 120 0 Peak Hour 0 1 7 0 33 0 0 0 0 0Count Total 0 1 20 0 0 0 35 24 68000500007600 4 0 1 10 54 8:45 AM 0 0 6 0 3 0 0 0 0 0 19 56 8:30 AM 0 0 2 0 0 0 0 0 0 0 4 0 0006600 4 0 0 15 53 8:15 AM 0 0 3 0 4 0 0 0 0 0 10 52 8:00 AM 0 0 2 0 0 0 5 0 0 0 4 0 0004200 2 0 1 12 0 7:45 AM 0 0 0 0 2 0 0 0 0 0 16 0 7:30 AM 0 0 3 0 0 0 4 0 0 0 3 0 0004400 3 0 0 14 0 7:15 AM 0 1 4 0 6 0 0 0 0 0 TH RT 7:00 AM 0 0 0 0 0 0 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hr 14 19 0 12 45 0 0 0 0 0 0 0 0Count Total 26 28 0 30 84 0 0 0 00000005:45 PM 1 4 0 6 11 0 0 0 0 0 0 0 5:30 PM 5 1 0 3 9 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 1 2 0 6 9 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 5 2 0 3 10 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 4 2 0 2 8 0 0 0 0 0 0 0 0 0 5 17 0 EB WB NB SB Total East 4:45 PM 2 3 0 2 7 0 0 0 ---HV%-0%6%-- 0 0 4:15 PM 4 6 0 3 13 0 0 0 0 0 0 0 0 West North South 4:00 PM 4 8 0 0 0 0 0 0 75 0000302590 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --15%-8%7%-3%19% Peak Hour All 0 7 232 97 0 0 0 0 0 0 11 0 1 45 08110000 12 687 0 HV 0 0 14 0 0 Count Total 0 10 441 0 0 0 633 149 0 22 1,352 0 154 665000190400841300 20 0 3 156 668 5:45 PM 0 0 34 0 7 0 0 0 0 0 181 666 5:30 PM 0 0 58 0 0 0 68 0 0 0 15 0 20095900 20 0 1 174 685 5:15 PM 0 2 58 0 9 0 0 0 0 0 157 687 5:00 PM 0 1 59 0 0 0 84 0 0 0 8 0 000811000 16 0 4 154 0 4:45 PM 0 1 57 0 11 0 0 0 0 0 200 0 4:30 PM 0 2 46 0 0 0 75 0 0 0 27 0 300792200 24 0 5 176 0 4:15 PM 0 2 67 0 16 0 0 0 0 04:00 PM 0 2 62 0 0 0 67 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR 15-min TotalUTLTTHRT SB 13.8%0.73 TOTAL 6.6%0.86 TH RTUTLTTHRTUTLT WB 5.3%0.89 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 5.9%0.87 Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM 0 0 000 0 0 00 0N BUSCH DR MOUNTAIN VISTA DR MOUNTAIN VISTA DRBUSCH DRMOUNTAIN VISTA DR 687TEV: 0.86PHF:12758766059 302 361 307 0 232 7239 314 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 45 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR 15-min Total Rolling One HourEastbound 0 0 0 11 0 10081100 28 0 2 84 0 Peak Hour 0 0 14 0 17 0 0 0 0 0Count Total 0 0 26 0 0 0 11 11 39000600002200 3 0 0 9 35 5:45 PM 0 0 1 0 0 0 0 0 0 0 9 34 5:30 PM 0 0 5 0 0 0 1 0 0 0 5 0 1000200 3 0 0 10 38 5:15 PM 0 0 1 0 2 0 0 0 0 0 7 45 5:00 PM 0 0 5 0 0 0 0 0 0 0 2 0 0002100 1 0 1 8 0 4:45 PM 0 0 2 0 1 0 0 0 0 0 13 0 4:30 PM 0 0 4 0 0 0 1 0 0 0 3 0 0003300 5 0 0 17 0 4:15 PM 0 0 4 0 6 0 0 0 0 0 TH RT 4:00 PM 0 0 4 0 0 0 2 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR 15-min Total Rolling One HourEastboundWestbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hour 19 30 0 5 54 0 0 0 0 0 0 0 0Count Total 49 67 0 12 128 0 0 0 00000008:45 AM 11 13 0 1 25 0 0 0 0 0 0 0 8:30 AM 6 4 0 1 11 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 7 11 0 4 22 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 6 9 0 1 16 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 5 6 0 2 13 0 0 0 0 0 0 0 0 0 1 15 0 EB WB NB SB Total East 7:45 AM 4 5 0 1 10 0 0 0 ---HV%--15%2%- 0 0 7:15 AM 7 8 0 1 16 0 0 0 0 0 0 0 0 West North South 7:00 AM 3 11 0 3 0 0 0 0 3 1385018419100 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --33%0%10%6%2%14%- Peak Hour All 0 0 73 0 0 0 0 0 0 0 1 0 4 54 02700000 41 878 0 HV 0 0 11 8 0 Count Total 0 0 140 648 0 350 372 10 2 72 1,594 0 154 71600000602645000 1 0 8 177 778 8:45 AM 0 0 15 62 0 0 0 0 0 0 186 835 8:30 AM 0 0 14 78 0 48 28 0 0 0 4 0 603753000 2 1 11 199 857 8:15 AM 0 0 21 65 0 0 0 0 0 0 216 878 8:00 AM 0 0 17 58 0 55 55 0 0 0 1 1 1404260000 1 0 13 234 0 7:45 AM 0 0 10 88 0 0 0 0 0 0 208 0 7:30 AM 0 0 20 98 0 52 50 0 0 0 0 0 705142000 1 0 7 220 0 7:15 AM 0 0 21 87 0 0 0 0 0 07:00 AM 0 0 22 112 0 39 39 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPS I-25 SB RAMPS 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 11.1%0.70 TOTAL 6.2%0.94 TH RT WB 8.0%0.92 NB -- Peak Hour: 7:00 AM 8:00 AM HV %:PHF EB 4.1%0.85 0 0 0 0000000 0 0 0 00 0N I-25 SB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPSMOUNTAIN VISTA DR I-25 SB RAMPS878TEV: 0.94PHF:411345000 191 184 375 760 00005700385 73 0 458 232 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 0 8:45 AM 0 0 0 0 0 8:30 AM 0000000 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 54 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPS I-25 SB RAMPS 15-min Total Rolling One Hour 0 0 0 1 0 40327000 RTTHLT RTTHLTRT 3 1 8 128 0 Peak Hour 0 0 11 8 0 0 0 0 0 0Count Total 0 0 18 31 0 7 60 25 740000010112000 0 0 1 11 59 8:45 AM 0 0 4 7 0 0 0 0 0 0 22 61 8:30 AM 0 0 0 6 0 2 2 0 0 0 2 0 20110000 0 1 0 16 55 8:15 AM 0 0 2 5 0 0 0 0 0 0 10 54 8:00 AM 0 0 1 5 0 0 9 0 0 0 0 0 1005000 1 0 1 13 0 7:45 AM 0 0 3 1 0 0 0 0 0 0 16 0 7:30 AM 0 0 2 3 0 1 5 0 0 0 0 0 1017000 0 0 1 15 0 7:15 AM 0 0 5 2 0 0 0 0 0 0 TH RT 7:00 AM 0 0 1 2 0 1 10 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPS I-25 SB RAMPS 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hour 25 20 0 1 46 0 0 0 0 0 0 0 0Count Total 52 29 0 7 88 0 0 0 00000005:45 PM 7 3 0 1 11 0 0 0 0 0 0 0 5:30 PM 8 2 0 0 10 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 4 2 0 2 8 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 8 2 0 3 13 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 5 2 0 0 7 0 0 0 0 0 0 0 0 0 0 19 0 EB WB NB SB Total East 4:45 PM 4 2 0 1 7 0 0 0 ---HV%--4%9%- 0 0 4:15 PM 7 6 0 0 13 0 0 0 0 0 0 0 0 West North South 4:00 PM 9 10 0 2 0 0 0 0 16 0241010531400 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-2%6%2%6%- Peak Hour All 0 0 70 0 0 0 0 0 0 0 0 0 1 46 01800000 49 795 0 HV 0 0 3 22 0 Count Total 0 0 135 457 0 186 625 30 3 107 1,543 0 168 748000311801579000 0 1 14 180 771 5:45 PM 0 0 12 40 0 0 0 0 0 0 203 767 5:30 PM 0 0 15 62 0 27 61 0 0 0 5 1 1302290000 6 0 13 197 794 5:15 PM 0 0 15 57 0 0 0 0 0 0 191 795 5:00 PM 0 0 23 57 0 17 81 0 0 0 8 0 1802574000 2 0 9 176 0 4:45 PM 0 0 17 49 0 0 0 0 0 0 230 0 4:30 PM 0 0 18 45 0 26 76 0 0 0 3 0 1403088000 3 0 8 198 0 4:15 PM 0 0 17 78 0 0 0 0 0 04:00 PM 0 0 18 69 0 24 76 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPS I-25 SB RAMPS 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB 1.5%0.63 TOTAL 5.8%0.86 TH RT WB 4.8%0.89 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 8.0%0.82 0 0 0 0000000 0 0 0 00 0N I-25 SB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPSMOUNTAIN VISTA DR I-25 SB RAMPS795TEV: 0.86PHF:4901665000 314 105 419 860 00003460241 70 0 311 363 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 0 5:45 PM 0 0 0 0 0 5:30 PM 0000000 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 46 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPS I-25 SB RAMPS 15-min Total Rolling One Hour 0 0 0 0 0 10218000 RTTHLT RTTHLTRT 5 0 2 88 0 Peak Hour 0 0 3 22 0 0 0 0 0 0Count Total 0 0 12 40 0 3 26 11 42000001003000 0 0 0 10 38 5:45 PM 0 0 3 4 0 0 0 0 0 0 8 35 5:30 PM 0 0 2 6 0 1 1 0 0 0 2 0 0002000 3 0 0 13 40 5:15 PM 0 0 0 4 0 0 0 0 0 0 7 46 5:00 PM 0 0 4 4 0 0 2 0 0 0 0 0 1002000 0 0 0 7 0 4:45 PM 0 0 1 3 0 0 0 0 0 0 13 0 4:30 PM 0 0 1 4 0 0 2 0 0 0 0 0 0006000 0 0 0 19 0 4:15 PM 0 0 0 7 0 0 0 0 0 0 TH RT 4:00 PM 0 0 1 8 0 2 8 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 SB RAMPS I-25 SB RAMPS 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hour 12 8 28 0 48 0 0 0 0 0 0 0 0Count Total 22 22 64 0 108 0 0 0 00000008:45 AM 4 5 11 0 20 0 0 0 0 0 0 0 8:30 AM 0 2 7 0 9 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 4 3 9 0 16 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 1 2 7 0 10 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 3 2 5 0 10 0 0 0 0 0 0 0 0 0 0 15 0 EB WB NB SB Total East 7:45 AM 3 2 5 0 10 0 0 0 -13%100%HV%-18%15%-- 0 0 7:15 AM 5 2 11 0 18 0 0 0 0 0 0 0 0 West North South 7:00 AM 2 4 9 0 168 1 99 0 0 0000237260 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 5%----8%-3%8% Peak Hour All 0 33 39 45 0 304 2 180 0 0 0 0 0 48 06202215 0 603 0 HV 0 6 6 0 0 Count Total 0 74 77 0 0 0 417 0 0 0 1,099 0 118 534028000000354036 0 0 0 119 562 8:45 AM 0 6 9 0 7 0 25 0 20 0 138 597 8:30 AM 0 5 10 0 0 0 52 0 19 0 0 0 000463045 0 0 0 159 603 8:15 AM 0 12 13 0 2 0 44 0 29 0 146 565 8:00 AM 0 5 14 0 0 0 65 0 28 0 0 0 000525050 0 0 0 154 0 7:45 AM 0 9 2 0 12 0 39 0 20 0 144 0 7:30 AM 0 7 14 0 0 0 62 1 22 0 0 0 000587035 0 0 0 121 0 7:15 AM 0 12 9 0 5 0 30 1 14 07:00 AM 0 18 6 0 0 0 47 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPS I-25 NB RAMPS 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB -- TOTAL 8.0%0.95 TH RT WB 3.0%0.89 NB 10.4%0.86 Peak Hour: 7:15 AM 8:15 AM HV %:PHF EB 16.7%0.86 0 0 0 0000000 0 0 0 00 0N I-25 NB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPSMOUNTAIN VISTA DR I-25 NB RAMPS603TEV: 0.95PHF:000060026 237 0 263 1380 991168268000 39 33 72 405 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 0 8:45 AM 0 0 0 0 0 8:30 AM 0000000 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 48 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPS I-25 NB RAMPS 15-min Total Rolling One Hour 1 5 0 0 0 00062022 RTTHLT RTTHLTRT 0 0 0 108 0 Peak Hour 0 6 6 0 5 0 50 2 12 0Count Total 0 11 11 0 0 0 17 20 55020000004109 0 0 0 9 45 8:45 AM 0 2 2 0 1 0 3 0 4 0 16 46 8:30 AM 0 0 0 0 0 0 1 0 1 0 0 0 0003008 0 0 0 10 48 8:15 AM 0 1 3 0 0 0 7 0 0 0 10 53 8:00 AM 0 0 1 0 0 0 2 0 1 0 0 0 0001104 0 0 0 10 0 7:45 AM 0 2 1 0 0 0 4 0 1 0 18 0 7:30 AM 0 1 2 0 0 0 2 1 3 0 0 0 0001107 0 0 0 15 0 7:15 AM 0 3 2 0 1 0 8 1 0 0 TH RT 7:00 AM 0 2 0 0 0 0 3 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPS I-25 NB RAMPS 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hour 11 1 13 0 25 0 0 0 0 0 0 0 0Count Total 17 10 29 0 56 0 0 0 00000005:45 PM 3 1 3 0 7 0 0 0 0 0 0 0 5:30 PM 2 3 1 0 6 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 2 0 4 0 6 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 7 0 4 0 11 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 3 0 4 0 0 0 0 0 0 0 0 0 0 12 0 EB WB NB SB Total East 4:45 PM 1 1 2 0 4 0 0 0 -3%100%HV%-13%11%-- 0 0 4:15 PM 0 1 5 0 6 0 0 0 0 0 0 0 0 West North South 4:00 PM 1 4 7 0 267 1 219 0 0 0000144200 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 2%----3%-0%5% Peak Hour All 0 31 63 47 0 533 3 422 0 0 0 0 0 25 0010814 0 745 0 HV 0 4 7 0 0 Count Total 0 63 102 0 0 0 278 0 0 0 1,448 0 169 706053000000257069 0 0 0 174 730 5:45 PM 0 8 7 0 6 0 53 0 65 0 196 745 5:30 PM 0 5 10 0 0 0 35 0 64 0 0 0 000301081 0 0 0 167 740 5:15 PM 0 3 17 0 6 0 68 1 32 0 193 742 5:00 PM 0 10 19 0 0 0 31 0 61 0 0 0 000397061 0 0 0 189 0 4:45 PM 0 9 16 0 6 0 57 0 62 0 191 0 4:30 PM 0 9 11 0 0 0 44 1 43 0 0 0 000419077 0 0 0 169 0 4:15 PM 0 8 12 0 5 0 67 1 42 04:00 PM 0 11 10 0 0 0 33 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPS I-25 NB RAMPS 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB -- TOTAL 3.4%0.95 TH RT WB 0.6%0.82 NB 2.7%0.84 Peak Hour: 4:30 PM 5:30 PM HV %:PHF EB 11.7%0.81 0 0 0 0000000 0 0 0 00 0N I-25 NB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPSMOUNTAIN VISTA DR I-25 NB RAMPS745TEV: 0.95PHF:000052020 144 0 164 2820 2191267487000 63 31 94 411 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 00000 0 0 0 0 Peak Hour 0 0Count Total 0 000000000 0 0 5:45 PM 0 0 0 0 0 5:30 PM 0000000 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 25 0 Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPS I-25 NB RAMPS 15-min Total Rolling One Hour 1 4 0 0 0 0000108 RTTHLT RTTHLTRT 0 0 0 56 0 Peak Hour 0 4 7 0 3 0 22 1 6 0Count Total 0 8 9 0 0 0 7 7 30000000000103 0 0 0 6 27 5:45 PM 0 3 0 0 1 0 0 0 1 0 6 25 5:30 PM 0 0 2 0 0 0 2 0 2 0 0 0 0000002 0 0 0 11 25 5:15 PM 0 0 2 0 0 0 2 1 1 0 4 26 5:00 PM 0 2 5 0 0 0 0 0 0 0 0 0 0000102 0 0 0 4 0 4:45 PM 0 1 0 0 0 0 2 0 1 0 6 0 4:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0001005 0 0 0 12 0 4:15 PM 0 0 0 0 0 0 6 0 1 0 TH RT 4:00 PM 0 1 0 0 0 0 4 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 NB RAMPS I-25 NB RAMPS 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00022000 0 0 Peak Hour 23 31 4 6 64 0 0 1 0 2 3 0 0Count Total 48 57 12 12 129 0 0 0 00100108:45 AM 7 7 1 3 18 0 0 0 0 0 0 0 8:30 AM 2 3 1 0 6 0 0 0 0 1 1 0 0 0 0 0 8:15 AM 4 8 1 1 14 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 9 9 1 1 20 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 6 7 1 2 16 0 0 0 0 0 0 0 0 0 2 13 0 EB WB NB SB Total East 7:45 AM 4 7 1 2 14 1 1 0 -5%0%HV%-0%14%7%- 0 0 7:15 AM 14 11 2 1 28 0 0 0 0 0 0 0 0 West North South 7:00 AM 2 5 4 5 20 6 28 0 42 1627067221670 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 11%-5%13%33%10%7%9%9% Peak Hour All 0 1 155 105 0 39 13 53 0 0 2 2 2 64 02060103 6 656 0 HV 0 0 21 2 0 Count Total 0 4 281 64 0 108 408 70 23 13 1,181 0 140 584070132109501307 4 1 4 129 607 8:45 AM 0 1 29 8 7 0 5 3 6 0 164 656 8:30 AM 0 2 30 8 0 11 48 3 9 0 13 3 1018451905 8 4 2 151 639 8:15 AM 0 0 39 9 21 0 3 0 5 0 163 597 8:00 AM 0 1 42 10 0 11 44 1 6 0 10 2 2017641205 11 7 1 178 0 7:45 AM 0 0 39 5 15 0 7 2 8 0 147 0 7:30 AM 0 0 35 3 0 21 68 2 5 0 8 1 001550605 3 3 2 109 0 7:15 AM 0 0 44 11 12 0 2 2 7 07:00 AM 0 0 23 10 0 6 39 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start VINE DR VINE DR 9TH ST LEMAY AVE 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 9.4%0.84 TOTAL 9.8%0.92 TH RT WB 8.7%0.85 NB 7.4%0.79 Peak Hour: 7:30 AM 8:30 AM HV %:PHF EB 12.6%0.86 0 0 0 0200000 0 0 0 00 0N 9TH ST VINE DR VINE DR 9TH STVINE DR LEMAY AVE656TEV: 0.92PHF:616426474067 221 67 355 2250 2862054110027 155 1 183 247 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 0 0 0 0 0 0 0 0 0 0 1 0 0 000 0 0 0 000 1 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 2002000 3 00000 0 0 0 0 Peak Hour 0 2Count Total 0 210000000 0 1 8:45 AM 0 0 0 0 2 8:30 AM 1001000 0 1 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0000 1 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 64 0 Interval Start VINE DR VINE DR 9TH ST LEMAY AVE 15-min Total Rolling One Hour 0 3 0 2 2 20520601 RTTHLT RTTHLTRT 6 2 4 129 0 Peak Hour 0 0 21 2 11 0 3 1 8 0Count Total 0 0 44 4 0 10 36 18 58010300023200 0 0 0 6 54 8:45 AM 0 0 7 0 0 0 0 0 1 0 14 64 8:30 AM 0 0 2 0 0 1 2 0 1 0 1 0 0024200 0 1 0 20 78 8:15 AM 0 0 4 0 2 0 0 0 1 0 14 71 8:00 AM 0 0 7 2 0 1 6 0 1 0 0 0 2023200 1 1 0 16 0 7:45 AM 0 0 4 0 0 0 1 0 0 0 28 0 7:30 AM 0 0 6 0 0 0 7 0 0 0 1 0 0028102 0 0 2 13 0 7:15 AM 0 0 12 2 2 0 0 1 3 0 TH RT 7:00 AM 0 0 2 0 0 0 3 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start VINE DR VINE DR 9TH ST LEMAY AVE 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 0 0 0 1 0 0 0 3 11204000 0 1 Peak Hour 9 19 3 3 34 2 0 0 3 0 7 0 2Count Total 25 37 3 5 70 4 0 0 02000205:45 PM 1 2 0 0 3 0 1 0 0 0 0 0 5:30 PM 5 5 0 1 11 0 0 1 0 0 0 0 0 0 0 1 5:15 PM 2 4 0 0 6 0 0 0 2 0 3 0 0 0 0 0 5:00 PM 1 3 0 0 4 1 1 0 0 0 1 0 0 0 0 0 4:30 PM 5 6 0 2 13 0 0 0 0 0 0 0 0 0 0 8 0 EB WB NB SB Total East 4:45 PM 1 6 3 1 11 0 0 0 -3%0%HV%-0%4%2%- 0 0 4:15 PM 7 6 0 1 14 0 0 0 0 0 0 0 2 West North South 4:00 PM 3 5 0 0 40 12 88 0 44 959037212510 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 2%-7%0%0%4%0%8%4% Peak Hour All 0 8 205 91 0 69 20 171 0 0 3 0 0 34 01720102 7 772 0 HV 0 0 8 1 0 Count Total 0 10 397 99 0 73 399 87 18 9 1,443 0 143 728221094106471008 13 3 1 181 766 5:45 PM 0 0 25 10 9 0 10 1 21 0 187 772 5:30 PM 0 1 53 12 0 7 50 3 24 0 8 3 3064414012 15 3 2 217 765 5:15 PM 0 4 49 17 14 0 7 3 18 0 181 715 5:00 PM 0 2 62 14 0 17 60 2 28 0 6 2 006561306 15 1 2 187 0 4:45 PM 0 1 46 15 10 0 15 4 18 0 180 0 4:30 PM 0 1 48 13 0 8 52 2 19 0 15 2 0011411508 6 0 0 167 0 4:15 PM 0 0 59 8 6 0 3 3 22 04:00 PM 0 1 55 10 0 12 49 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start VINE DR VINE DR 9TH ST LEMAY AVE 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB 5.0%0.75 TOTAL 4.4%0.89 TH RT WB 6.3%0.82 NB 2.1%0.90 Peak Hour: 4:30 PM 5:30 PM HV %:PHF EB 3.3%0.87 0 2 0 0001100 0 0 0 10 0N 9TH ST VINE DR VINE DR 9TH STVINE DR LEMAY AVE772TEV: 0.89PHF:79446071051 212 37 300 3370 881240140105059 205 8 272 259 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 020 0 0 0 040 0 0 0 0000 0 0 0 00 0 THLT 00000000 1 10 0 0 0 0 0 0 0 0 0 THLT 4100001 7 00111 0 0 0 0 Peak Hour 0 0Count Total 0 620000200 1 5 5:45 PM 1 0 0 0 4 5:30 PM 0000000 3 4 5:15 PM 0 1 1 0 0 0 0 0 0 0 0 0 1 5:00 PM 1000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 04:00 PM RT 34 0 Interval Start VINE DR VINE DR 9TH ST LEMAY AVE 15-min Total Rolling One Hour 0 2 0 3 0 00017201 RTTHLT RTTHLTRT 4 0 1 70 0 Peak Hour 0 0 8 1 3 0 1 0 2 0Count Total 0 0 24 1 0 2 32 3 24000000002000 0 0 1 11 32 5:45 PM 0 0 1 0 0 0 0 0 0 0 6 34 5:30 PM 0 0 5 0 0 1 4 0 0 0 0 0 0004000 0 0 0 4 42 5:15 PM 0 0 1 1 1 0 0 0 0 0 11 46 5:00 PM 0 0 1 0 0 0 2 0 2 0 1 0 0006001 2 0 0 13 0 4:45 PM 0 0 1 0 1 0 0 0 0 0 14 0 4:30 PM 0 0 5 0 0 0 5 0 0 0 1 0 0014100 0 0 0 8 0 4:15 PM 0 0 7 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 3 0 0 0 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start VINE DR VINE DR 9TH ST LEMAY AVE 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 1 0 1 2 10123010 0 0 Peak Hour 26 26 22 23 97 0 0 2 2 2 6 0 2Count Total 53 48 36 35 172 0 1 0 00100108:45 AM 8 8 0 3 19 0 2 0 0 0 0 0 8:30 AM 2 3 3 5 13 0 1 1 0 0 0 0 1 0 0 0 8:15 AM 6 8 7 5 26 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 4 4 5 9 22 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 9 10 5 5 29 0 0 1 0 0 0 0 0 0 1 18 0 EB WB NB SB Total East 7:45 AM 7 4 5 4 20 2 3 0 -8%9%HV%-15%13%8%- 0 0 7:15 AM 9 5 8 3 25 0 0 0 0 0 0 0 0 West North South 7:00 AM 8 6 3 6 91 139 56 0 6 281115011519790 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 5%-17%7%4%8%5%9%33% Peak Hour All 0 20 108 19 0 165 237 93 0 0 1 20 2 97 017307123 50 1,187 0 HV 0 3 14 9 0 Count Total 0 47 189 195 0 241 328 12 558 91 2,175 0 273 1,0773512016613032352022 1 70 13 251 1,128 8:45 AM 0 2 25 28 4 0 19 28 12 0 278 1,187 8:30 AM 0 11 17 18 0 31 27 40 14 0 1 69 10014453023 1 57 12 275 1,171 8:15 AM 0 5 33 21 1 0 17 40 16 0 324 1,098 8:00 AM 0 6 20 28 0 34 43 40 13 0 2 74 11038542029 2 81 17 310 0 7:45 AM 0 1 30 30 3 0 22 19 13 0 262 0 7:30 AM 0 8 25 36 0 29 55 16 8 0 3 88 8039332019 1 53 7 202 0 7:15 AM 0 5 21 20 2 0 14 19 5 07:00 AM 0 9 18 14 0 24 36 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 7:00 AM 9:00 AM SB 6.8%0.84 TOTAL 8.2%0.92 TH RT WB 8.1%0.85 NB 7.7%0.87 Peak Hour: 7:30 AM 8:30 AM HV %:PHF EB 10.7%0.88 0 0 0 0200010 0 0 0 01 0N TIMBERLINE RD VINE DR VINE DR TIMBERLINE RDVINE DR TIMBERLINE RD1,187TEV: 0.92PHF:50281633716809 197 115 321 1700 56139912865110115 108 20 243 338 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 2 0 0 0 0 0 0 0 0 0 1 0 1 0 000 0 0 0 000 0 1 1 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 3002010 6 00110 0 0 0 0 Peak Hour 0 2Count Total 0 310000000 2 2 8:45 AM 0 1 0 0 3 8:30 AM 0000000 0 3 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 0000 3 0 7:45 AM 1 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 97 0 Interval Start VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD 15-min Total Rolling One Hour 12 3 0 1 20 20617307 RTTHLT RTTHLTRT 1 29 5 172 0 Peak Hour 0 3 14 9 4 0 13 18 5 0Count Total 0 7 30 16 0 10 34 19 80000030016100 0 4 1 13 81 8:45 AM 0 1 4 3 0 0 0 1 2 0 26 97 8:30 AM 0 0 1 1 0 1 2 5 1 0 0 5 0025101 0 8 1 22 96 8:15 AM 0 0 5 1 0 0 3 1 1 0 20 92 8:00 AM 0 0 2 2 0 0 4 4 0 0 1 2 1003101 0 5 0 29 0 7:45 AM 0 0 5 2 1 0 2 2 1 0 25 0 7:30 AM 0 3 2 4 0 4 5 4 0 0 0 1 2014004 0 1 0 18 0 7:15 AM 0 0 7 2 0 0 2 1 0 0 TH RT 7:00 AM 0 3 4 1 0 1 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 1 0 0 1 0 1 0 3 22608000 1 2 Peak Hour 24 14 16 7 61 2 0 0 8 0 13 0 0Count Total 29 21 26 12 88 5 0 0 01010205:45 PM 0 1 0 1 2 0 2 0 0 1 0 0 5:30 PM 5 2 3 0 10 1 0 1 0 0 1 0 0 0 0 1 5:15 PM 0 2 2 1 5 1 0 0 0 0 1 0 0 0 0 0 5:00 PM 2 1 0 1 4 1 0 0 1 0 1 0 0 0 0 1 4:30 PM 7 3 5 2 17 1 0 2 3 0 3 0 0 0 3 10 0 EB WB NB SB Total East 4:45 PM 7 5 7 2 21 0 3 0 -8%2%HV%-4%8%8%- 0 0 4:15 PM 8 5 4 2 19 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 2 5 2 118 199 67 0 3 204112089164100 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 3%-33%3%0%5%2%7%0% Peak Hour All 0 45 171 22 0 222 435 142 0 0 1 6 0 61 012001042 43 1,225 0 HV 0 2 13 9 0 Count Total 0 94 351 195 0 184 284 14 404 85 2,432 0 291 1,2175817045415025332018 0 47 8 300 1,224 5:45 PM 0 13 33 19 3 0 28 58 22 0 311 1,225 5:30 PM 0 11 51 19 0 21 32 61 15 0 6 49 12024255029 0 43 16 315 1,225 5:15 PM 0 8 55 22 1 0 29 45 21 0 298 1,215 5:00 PM 0 11 54 26 0 19 50 53 18 0 1 54 7025424027 1 45 11 301 0 4:45 PM 0 9 30 28 2 0 26 57 13 0 311 0 4:30 PM 0 17 39 29 0 21 40 44 15 0 1 62 9024323036 1 50 7 305 0 4:15 PM 0 8 48 29 2 0 29 59 21 04:00 PM 0 17 41 23 0 25 30 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD 15-min TotalUTLTTHRT Date: 04/28/2022 Peak Hour Count Period: 4:00 PM 6:00 PM SB 2.8%0.87 TOTAL 5.0%0.97 TH RT WB 5.3%0.93 NB 4.2%0.98 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 7.3%0.90 0 2 0 0002400 0 0 0 20 0N TIMBERLINE RD VINE DR VINE DR TIMBERLINE RDVINE DR TIMBERLINE RD1,225TEV: 0.97PHF:432043250254010 164 89 263 2410 671991183844050112 171 45 328 325 0 Project Manager: (720) 646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 020 0 0 0 320 0 0 0 0000 0 0 0 00 1 THLT 00000000 0 10 0 0 0 0 0 0 0 0 0 THLT 8200004 13 00053 0 0 0 0 Peak Hour 0 0Count Total 0 621000010 2 5 5:45 PM 0 1 0 0 6 5:30 PM 1000000 1 8 5:15 PM 0 0 0 0 0 1 0 0 1 0 0 0 7 5:00 PM 1001 3 0 4:45 PM 0 1 1 0 0 4:30 PM 31000024:15 PM 0 0 0 0 0 0 0 04:00 PM RT 61 0 Interval Start VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD 15-min Total Rolling One Hour 4 2 0 1 6 002120010 RTTHLT RTTHLTRT 1 10 1 88 0 Peak Hour 0 2 13 9 1 0 16 6 4 0Count Total 0 3 17 9 0 5 15 2 21000001001000 0 0 0 10 40 5:45 PM 0 0 0 0 0 0 2 1 0 0 5 47 5:30 PM 0 1 4 0 0 1 1 0 0 0 0 1 0011002 0 1 0 4 61 5:15 PM 0 0 0 0 0 0 0 0 0 0 21 67 5:00 PM 0 0 2 0 0 0 1 3 0 0 1 1 0023004 0 2 0 17 0 4:45 PM 0 1 3 3 0 0 4 1 0 0 19 0 4:30 PM 0 1 4 2 0 0 3 0 2 0 0 2 0005002 0 3 0 10 0 4:15 PM 0 0 4 4 1 0 2 1 2 0 TH RT 4:00 PM 0 0 0 0 0 1 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (720) 646-1008 project.manager.co@idaxdata.com Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E APPENDIX B Background Projects SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH ASSOCIATES Old Town North, Block 6 TIS, May 2016 Page 3 Vine DriveCollege AvenueLemay AvenueOld Town North, Block 6 Jerome StreetRedwood StreetLinden StreetConifer Street SITE GENERATED PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES Old Town North, Block 6 TIS, May 2016 Page 146/241/44/224/13 Vine Drive AM/PM Lemay Avenue2/77/4Jerome Street3/125/312/67/41/5 2/7 Redwood StreetLinden Street7/4NOMNOM 5/3 2/8 1/5 Osiander Street Cajetan Street 6/2424/13 SHORT RANGE (2021) GEOMETRY Figure 9 DELICH ASSOCIATES Old Town North, Block 6 TIS, May 2016 Page 20 Vine DriveLemay AvenueJerome StreetRedwood StreetLinden StreetCajetan Street - Denotes Lane BURLINGTON NORTHERN RAILROAD 25 VineTimberline GreenfieldsWagon Trail Campfire Mulberry SCALE: 1"=2000' SITE LOCATION Figure 1 DELICH ASSOCIATES Trail Head Tracts F & G TIS, September 2017 Page 3 AM/PM SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Trail Head Tracts F & G TIS, September 2017 Page 15 Vine GreenfieldsCampfireWagon TrailTimberlineLemayVine 3/13/21/2 0/4 1/3 3/116/72/10/2 3/3 3/15 2/314/71/00/2 19/8 3/13 4/18 5/220/22/7 2/1 8/3 23/11 1/31/4 4/2 4/1 WATERS’ EDGE WEST TRAFFIC IMPACT ANALYSIS Prepared for: Waters’ Edge Investments, LLLP c/o Actual Communities, LLLP 5935 South Zang Street, Suite 230 Littleton, CO 80127 303/858-0250 Project Manager: Mr. Bill Swalling Prepared by: Felsburg Holt & Ullevig 6300 S. Syracuse Way, Suite 600 Centennial, CO 80111 303/721-1440 Project Manager: Richard R. Follmer, PE, PTOE January 24, 2017 FHU Reference No. 115358-01 Vicinity Map Figure 1 FELSBURG HOLT & ULLEVIG Waters Edge TIA - UPDATE 15-358 07/07/16 PROJECT SITE Douglas Rd.CR 13Hearthfire Way Hearthfir e Dr.MorningstarWay Turnberry Rd.Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Rd. Mountain Vista Dr. (CR 50) Vine Dr. Mulberry Rd.Lemay Ave.Gr e g o r y R d .Timberline Rd.Jef f e r s o n S t . / R i v e r s i d e A v e .College Ave.Terry Lake Rd.1 25 25 287 14 Site Generated Traffic Volumes Figure 11 FELSBURG HOLT & ULLEVIG Waters Edge TIA - JANUARY UPDATE 15-358 01/18/17 WATERS' EDGE WEST Douglas Rd.CR 13Hearthfire Way Hearthfire Dr.Morningstar Way Turnberry Rd.Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Mountain Vista Dr. (CR 50) Vine Dr.Lemay Ave.Gregory Rd.Timberline Rd.= AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes XXX(XXX) LEGEND XXXX 2(1) 9(6) 5(3)1(2)3(10)2(5)8(5) 3(9) 3(8)8(5)3(9) 3(9)8(5)8(5)6(17)116(78)16(11)42(126)79(54)53(35)19(57)29(86)62(42)54(37)22(67)20(59)31(21) 31(21) 11(34)11(34)4(3)19(13)2(5)7(20)1(1) 4(2)4(2)19(14)2(4) 0(1)6(21)2(4)3(8)8( 5 ) 20(59)54(37)11(34) 31(21) 23(16)9(25)85430 4301005 21502851145 285 145 145285 5(10) 10(25) 5(5)5(5)10(10)5(5)5(5) 20(15) 5(5)5(5)5(10)5(5)6(18)16(10) 79(54)29(86)1 1 2 4 5 6 8 9 10 7 3 11 12 1 2 4 65 87 1211 109 3 A B A B Year 2021 Levels of Service and Lane Geometry Figure 16 FELSBURG HOLT & ULLEVIG Waters Edge TIA - JANUARY UPDATE 15-358 01/23/17 WATERS' EDGE WEST Douglas Rd.CR 13Hearthfire Way Hearthfire Dr.Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Mountain Vista Dr. (CR 50) Vine Dr.Lemay Ave.Gregory Rd.Timberline Rd.Morningstar Way Turnberry Rd.= AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service LEGEND X/X x/x = Change from 2021 Background = Stop Sign = Traffic Signal x b/c c/d a/aa/ac/d c/c a/aa/aa/ba/aa / a a/aa/ba/a b/c b/b b/bb/b b/b b/ca/ab/b a/a a/aa/ac/f b/a c/ca/aa/a a/b a/ac/ba/ac/fa/a c/cc/db/bb/d b/fC/F with Traffic Signal = B/A with Roundabout = B/B with Traffic Signal = B/B as Channelized “T” Intersection c/cb/cb/f b/fa/aa/aa/a a/aa/aa/b a/a roundabout 1 1 2 4 5 6 8 9 10 7 3 11 12 1 2 4 65 87 1211 10 109 3 A B BA Year 2040 Levels of Service and Lane Geometry Figure 17 FELSBURG HOLT & ULLEVIG Waters Edge TIA - JANUARY UPDATE 15-358 01/23/17 WATERS' EDGE WEST Douglas Rd.CR 13Hearthfire Way Hearthfire Dr.Turnberry Rd.Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Mountain Vista Dr. (CR 50) Vine Dr.Lemay Ave.Gregory Rd.Timberline Rd.Morningstar Way = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service LEGEND X/X x/x = Change from 2040 Background = Stop Sign = Traffic Signal x c/d d/e a/aa/ad/f c/c a/aa/ab/ba/aa / a a/aa/ba/a b/c b/a b/bb/b b/b c/ca/ab/b a/a a/aa/aB/C B/B c/f b/a c/ca/aa/a a/c a/ad/ba/ad/fa/a c/ef/fc/cc/f b/fwith Traffic Signal = B/A with Roundabout = B/B with Traffic Signal = B/B with Roundabout = A/B as Channelized “T” Intersection a/aa/aa/a a/aa/aa/b a/a roundabout 1 1 2 4 5 6 8 9 10 7 3 11 12 1 2 4 65 1211 3 87 10 109 BA A B V.P.V.P.V.P.V.P.A.R.V.GASGASV.P.V.P.XX GGGGGGG G G G EEEEEEEE E E EEEXXV.P .XXXXXXXFE SF ESMXFESMMF ESFESMM TELEF.O.TELEFE SFE S MGASF ESMF ESTELEF ESM F ES XV.P .VAULTCABLE BOXCABLE MMGASGASV.P .GASOHE OHE OHE OHEBBBBBBBBA.V.E DOUGLAS RDTURNBERRY ROADFIGURE 4FORT COLLINS, COENGINEERNGIEHTRONRN08/14/2017D:\PROJECTS\1324-001\DWG\ENGINEER\BLAINE\FILES FOR CALVIN\1324-001_FOR GENE.DWGCOUNTRY CLUB RESERVECONCEPT PLAN9 VineCollegeConifer kory RedwoodJer omeBlue SpruceSuniga SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH ASSOCIATES Northfield TIS, August 2018 Page 3 Northfield Development SHORT RANGE (2022) SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Northfield TIS, August 2018 Page 15College AvenueLemay AvenueLindenStreetRedwood Street16/3937/274/1024/599/7 56/40 23/5956/409/74/10 Conifer Street Suniga Road 9/64/958/4338/2817/42 7/19 26/62 19/13 16/394/1028/69 9/6 65/47 37/27 Site Access 4/102/13/71/27/5 10/7 B AB Vine Drive AM/PM West SiteAccessEast SiteAccessA 14/80/09/639/290/010/718/42 26/62 4/14 4/10 58/43 3/9 23/594/101/210/72/1 55/40 LONG RANGE (2040) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Northfield TIS, August 2018 Page 16College AvenueLemay AvenueLindenStreetRedwood Street9/6 9/7 56/40 4/10 16/3937/274/1024/599/7 56/40 Conifer Street Suniga Road 9/64/949/3738/2817/42 16/25 22/53 23/22 16/394/1028/69 9/6 65/47 37/27 23/594/9A B AC Vine Drive AM/PM West SiteAccessOld LemayAvenueBEast SiteAccessC9/617/124/9 57/41 7/17 24/6114/80/09/639/290/010/718/42 26/62 4/14 4/10 58/43 3/9 SHORT RANGE (2022) GEOMETRY Figure 12 DELICH ASSOCIATES Northfield TIS, August 2018 Page 30 Vine DriveCollege AvenueLemay AvenueLindenStreetConifer Street Suniga Road RedwoodStreetEast SiteAccessWest SiteAccess- Denotes Lane - Denotes New Lane Site Access LONG RANGE (2035) GEOMETRY Figure 13 DELICH ASSOCIATES Northfield TIS, August 2018 Page 29 Vine DriveCollege AvenueLemay AvenueLindenStreetConifer Street RedwoodStreet- Denotes New Lane - Denotes Lane C Suniga Road A B ACWest SiteAccessOld LemayAvenueBEast SiteAccess BURLINGTON NORTHERN RAILROAD SCALE: 1"=2000' SITE LOCATION Figure 1 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 3 Vine Drive Timberline RoadMountain Vista Mulberry RoadLemay Avenue SHORT RANGE (2023) SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 16 AM/PM Merganser Drive55/3613/94/14 19/35 19/59 30/27 11/3820/583/952/368/5 36/23 Suniga Road Vine Drive Timberline Road10/3221/6910/863/4115/105/11 9/5 29/20 5/16 3/9Lemay Avenue7/223/76/20 6/3 19/13 21/15 Site Accesses28/1927/1710/29 64/42 9/31 22/69 Site Access3/10 9/6Site Access 18/5710/64/144/1112/8 51/34 18/585/343/2930/199/6 7/22 3/10 12/1211/73/10 11/37 A ASite Access A LONG RANGE (2040) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 17 AM/PM Merganser DriveSite Access 2/0NOMNOM 0/14/3NOMNOM 2/0 1/3 0/1 31/10110/1536/239/722/15 15/8 56/38 8/25 Suniga Road 22/154/144/1151/34 Vine Drive Timberline Road14/434/1512/39 13/9 35/24 38/25 27/19NOM15/1032/21NOM43/2920/65 35/22 1/5 11/36 27/18 17/5421/1415/47 34/94 A A East Site AccessSite Access86/58 33/78 5/14 23/14West Site Access86/58 26/84 4/13 12/8 SHORT RANGE (2023) GEOMETRY Figure 12 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 30Merganser DriveSite Access Suniga Road Vine Drive Site AccessTimberline RoadSTOPSTOPSTOP STOPSTOP STOPSTOP- Denotes Lane - Denotes New Lane (By others) - Denotes New Lane (by applicant) STOP West Site AccessEast Site AccessLemay AvenueA ASTOP LONG RANGE (2040) GEOMETRY Figure 13 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 31Merganser DriveSite Access Suniga Road Vine Drive Timberline RoadSite AccessSTOP - Denotes Lane - Denotes New Lane (By others) - Denotes New Lane (by applicant) STOP West Site AccessEast Site AccessASTOP STOPSTOPSite AccessSTOPSTOP A STOP BURLINGTON NORTHERN RAILROAD Country Club LemayGregory 287 CollegeTurnberryVine SCALE: 1"=2000' SITE LOCATION Figure 1 DELICH ASSOCIATES Gregory Cove TIS, March 2021 Page 4 AM/PM SITE GENERATED PEAK HOUR TRAFFIC Figure 6 DELICH ASSOCIATES Gregory Cove TIS, March 2021 Page 11 Country ClubGregory Lemay1/21/01/2 0/03/12/1Site Access0/02/40/0 6/2 SHORT RANGE (2025) GEOMETRY Figure 9 DELICH ASSOCIATES Gregory Cove TIS, March 2021 Page 15 Country ClubGregory LemaySite Access - Required Lane - Existing Lane STOP STOP STOPSTOPSTOP Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E APPENDIX C Trip Generation Worksheets Project Montava Parcel G & E (Parcel G) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X =91 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Directional Distribution:26%ent. 74%exit. Ln(T) = 0.91 Ln(X) + 0.12 T =68 Average Vehicle Trip Ends Ln(T) = 0.91 *Ln(91)+ 0.12 18 entering 50 exiting 18 +50 =68 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Directional Distribution:63%ent. 37%exit. Ln(T) = 0.94 Ln(X) + 0.27 T =91 Average Vehicle Trip Ends Ln(T) = 0.94 *Ln(91)+ 0.27 57 entering 34 exiting 57 +34 =91 Weekday (200 Series Page 219) Directional Distribution: 50% entering, 50% exiting Ln(T) = 0.92 Ln(X) + 2.68 T =926 Average Vehicle Trip Ends Ln(T) = 0.92 *Ln(91)+ 2.68 463 entering 463 exiting 463 +463 =926 196474000May 02, 2022 Project Montava Parcel G & E (Parcel E) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X =97 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Directional Distribution:26%ent. 74%exit. Ln(T) = 0.91 Ln(X) + 0.12 T =72 Average Vehicle Trip Ends Ln(T) = 0.91 *Ln(97)+ 0.12 19 entering 53 exiting 19 +53 =72 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Directional Distribution:63%ent. 37%exit. Ln(T) = 0.94 Ln(X) + 0.27 T =97 Average Vehicle Trip Ends Ln(T) = 0.94 *Ln(97)+ 0.27 61 entering 36 exiting 61 +36 =97 Weekday (200 Series Page 219) Directional Distribution: 50% entering, 50% exiting Ln(T) = 0.92 Ln(X) + 2.68 T =982 Average Vehicle Trip Ends Ln(T) = 0.92 *Ln(97)+ 2.68 491 entering 491 exiting 491 +491 =982 May 02, 2022 196474000 Project Montava Parcel G & E (Parcel G) Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - Single-Family Attached Housing (215) Independent Variable - Dwelling Units (X) X =42 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Directional Distribution:31%ent. 69%exit. (T) = 0.52 (X) - 5.70 T =Average Vehicle Trip Ends (T) = 0.52 *(42)- 5.70 5 entering 11 exiting 5 +11 =16 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Directional Distribution:57%ent. 43%exit. (T) = 0.60 (X) - 3.93 T =Average Vehicle Trip Ends (T) = 0.60 *(42)- 3.93 12 entering 9 exiting 12 +9 =21 Weekday (200 Series Page 238) Directional Distribution: 50% entering, 50% exiting (T) = 7.62 (X) - 50.48 T =270 Average Vehicle Trip Ends (T) = 7.62 *(42)+ 50.48 135 entering 135 exiting 135 +135 =270 196474000May 02, 2022 16 21 Project Montava Parcel G & E (Parcel E) Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - Single-Family Attached Housing (215) Independent Variable - Dwelling Units (X) X =95 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Directional Distribution:31%ent. 69%exit. (T) = 0.52 (X) - 5.70 T =Average Vehicle Trip Ends (T) = 0.52 *(95)- 5.70 14 entering 30 exiting 14 +30 =44 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Directional Distribution:57%ent. 43%exit. (T) = 0.60 (X) - 3.93 T =Average Vehicle Trip Ends (T) = 0.60 *(95)- 3.93 30 entering 23 exiting 30 +23 =53 Weekday (200 Series Page 238) Directional Distribution: 50% entering, 50% exiting (T) = 7.62 (X) - 50.48 T =674 Average Vehicle Trip Ends (T) = 7.62 *(95)+ 50.48 337 entering 337 exiting 337 +337 =674 May 02, 2022 196474000 44 53 Project Montava Parcel G & E (Parcel G) Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - Multifamily Housing (Low-Rise) (220) Independent Variable - Dwelling Units (X) X = 230 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Directional Distribution:24%ent. 76%exit. (T) = 0.31 (X) + 22.85 T =96 Average Vehicle Trip Ends (T) = 0.31 *(230.0) + 22.85 23 entering 73 exiting 23 +73 =96 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Directional Distribution:63%ent. 37%exit. (T) = 0.43 (X) + 20.55 T =120 Average Vehicle Trip Ends (T) = 0.43 *(230.0) + 20.55 76 entering 44 exiting 76 +44 =120 Weekday (200 Series Page 254) Directional Distribution:50%ent. 50%exit. (T) = 6.41 (X) + 75.31 T =1550 Average Vehicle Trip Ends (T) = 6.41 *(230.0) + 75.31 775 entering 775 exiting 775 +775 =1550 196474000May 02, 2022 Project Montava Parcel G & E (Parcel E) Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - Multifamily Housing (Low-Rise) (220) Independent Variable - Dwelling Units (X) X = 291 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Directional Distribution:24%ent. 76%exit. (T) = 0.31 (X) + 22.85 T =114 Average Vehicle Trip Ends (T) = 0.31 *(291.0) + 22.85 27 entering 87 exiting 27 +87 =114 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Directional Distribution:63%ent. 37%exit. (T) = 0.43 (X) + 20.55 T =146 Average Vehicle Trip Ends (T) = 0.43 *(291.0) + 20.55 92 entering 54 exiting 92 +54 =146 Weekday (200 Series Page 254) Directional Distribution:50%ent. 50%exit. (T) = 6.41 (X) + 75.31 T =1942 Average Vehicle Trip Ends (T) = 6.41 *(291.0) + 75.31 971 entering 971 exiting 971 +971 =1942 May 02, 2022 196474000 Project Montava Parcel G & E (Parcel E) Subject Trip Generation for General Office Building Designed by MAG Date May 02, 2022 Job No.196474000 Checked by Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - General Office Building (710) Independent Variable - 1000 Square Feet (X) SF = X =29.500 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (700 Series Page 710) Directional Distribution:88%ent. 12%exit. Ln(T) = 0.86 Ln(X) + 1.16 T =58 Average Vehicle Trip Ends Ln(T) = 0.86 * Ln + 1.16 51 entering 7 exiting 51 +7 =58 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (700 Series Page 711) Directional Distribution:17%ent. 83%exit. Ln(T) = 0.83 Ln(X) + 1.29 T =60 Average Vehicle Trip Ends Ln(T) = 0.83 * Ln + 1.29 10 entering 50 exiting 10 +50 =60 Weekday (700 Series Page 709) Directional Distribution:50%ent. 50%exit. Ln(T) = 0.87 Ln(X) + 3.05 T =402 Average Vehicle Trip Ends Ln(T) = 0.87 * Ln + 3.05 201 entering 201 exiting 201 +201 =402 29,500 (29.5) (29.5) (29.5) Project Montava Parcel G & E (Parcel E) Subject Trip Generation for Shopping Plaza (40-150k) - Supermarket-No Designed by MAG Date May 02, 2022 Job No.196474000 Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Shopping Plaza (40-150k) - Supermarket-No (821) Independent Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area =50,900 Square Feet X = 50.900 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (800 Series Page 213) Average Weekday Directional Distribution:62%ent. 38%exit. T = 1.73 * (X)T =88 Average Vehicle Trip Ends T = 1.73 *50.9 55 entering 33 exiting 55 + =88 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (800 Series page 214) Average Weekday Directional Distribution:49%ent. 51%exit. T = 5.19 * (X)T =264 Average Vehicle Trip Ends T = 5.19 *50.9 129 entering 135 exiting 129 +135 =264 Weekday (800 Series page 212) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 67.52 * (X)T =3436 Average Vehicle Trip Ends T = 67.52 *50.9 1718 entering 1718 exiting 1718 +1718 =3436 33 Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E APPENDIX D Intersection Analysis Worksheets HCM 6th TWSC 2022 Existing AM 1: Turnberry Road & Richard Lake Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 2 16 75 0 4 7 60 45 7 100 0 Future Vol, veh/h 1 2 16 75 0 4 7 60 45 7 100 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length --- 150 -- 150 - 250 150 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 2 19 90 0 5 8 72 54 8 120 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 254 278 120 235 224 72 120 0 0 126 0 0 Stage 1 136 136 - 88 88 ------- Stage 2 118 142 - 147 136 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 699 630 931 720 675 990 1468 -- 1460 -- Stage 1 867 784 - 920 822 ------- Stage 2 887 779 - 856 784 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 690 624 931 697 668 990 1468 -- 1460 -- Mov Cap-2 Maneuver 690 624 - 697 668 ------- Stage 1 863 780 - 915 818 ------- Stage 2 878 775 - 831 780 ------- Approach EB WB NB SB HCM Control Delay, s 9.3 10.8 0.5 0.5 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1468 -- 870 697 990 1460 -- HCM Lane V/C Ratio 0.006 -- 0.026 0.13 0.005 0.006 -- HCM Control Delay (s)7.5 -- 9.3 10.9 8.7 7.5 -- HCM Lane LOS A --A B A A -- HCM 95th %tile Q(veh)0 -- 0.1 0.4 0 0 -- HCM 6th TWSC 2022 Existing PM 1: Turnberry Road & Richard Lake Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 16 44 6 6 26 81 83 3 75 1 Future Vol, veh/h 0 1 16 44 6 6 26 81 83 3 75 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length --- 150 -- 150 - 250 150 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 1 18 48 7 7 29 89 91 3 82 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 289 327 83 245 236 89 83 0 0 180 0 0 Stage 1 89 89 - 147 147 ------- Stage 2 200 238 - 98 89 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 663 591 976 709 665 969 1514 -- 1396 -- Stage 1 918 821 - 856 775 ------- Stage 2 802 708 - 908 821 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 643 579 976 684 651 969 1514 -- 1396 -- Mov Cap-2 Maneuver 643 579 - 684 651 ------- Stage 1 901 819 - 840 760 ------- Stage 2 775 695 - 889 819 ------- Approach EB WB NB SB HCM Control Delay, s 8.9 10.5 1 0.3 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1514 -- 938 684 779 1396 -- HCM Lane V/C Ratio 0.019 -- 0.02 0.071 0.017 0.002 -- HCM Control Delay (s)7.4 -- 8.9 10.7 9.7 7.6 -- HCM Lane LOS A --A B A A -- HCM 95th %tile Q(veh)0.1 -- 0.1 0.2 0.1 0 -- HCM 6th TWSC 2027 Background AM 1: Turnberry Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 2 18 83 0 10 8 126 50 24 260 0 Future Vol, veh/h 1 2 18 83 0 10 8 126 50 24 260 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length --- 150 -- 150 - 250 150 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 2 22 100 0 12 10 152 60 29 313 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 579 603 313 555 543 152 313 0 0 212 0 0 Stage 1 371 371 - 172 172 ------- Stage 2 208 232 - 383 371 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 426 413 727 442 447 894 1247 -- 1358 -- Stage 1 649 620 - 830 756 ------- Stage 2 794 713 - 640 620 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 411 401 727 417 434 894 1247 -- 1358 -- Mov Cap-2 Maneuver 411 401 - 417 434 ------- Stage 1 644 607 - 823 750 ------- Stage 2 777 707 - 605 607 ------- Approach EB WB NB SB HCM Control Delay, s 10.7 15.5 0.3 0.7 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1247 -- 653 417 894 1358 -- HCM Lane V/C Ratio 0.008 -- 0.039 0.24 0.013 0.021 -- HCM Control Delay (s)7.9 -- 10.7 16.3 9.1 7.7 -- HCM Lane LOS A --B C A A -- HCM 95th %tile Q(veh)0 -- 0.1 0.9 0 0.1 -- HCM 6th TWSC 2027 Background PM 1: Turnberry Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 18 49 7 24 29 250 92 14 189 1 Future Vol, veh/h 0 1 18 49 7 24 29 250 92 14 189 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length --- 150 -- 150 - 250 150 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 1 20 54 8 26 32 275 101 15 208 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 646 679 209 588 578 275 209 0 0 376 0 0 Stage 1 239 239 - 339 339 ------- Stage 2 407 440 - 249 239 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 385 374 831 421 427 764 1362 -- 1182 -- Stage 1 764 708 - 676 640 ------- Stage 2 621 578 - 755 708 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 357 361 831 399 412 764 1362 -- 1182 -- Mov Cap-2 Maneuver 357 361 - 399 412 ------- Stage 1 746 699 - 660 625 ------- Stage 2 578 565 - 727 699 ------- Approach EB WB NB SB HCM Control Delay, s 9.8 13.7 0.6 0.6 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1362 -- 778 399 640 1182 -- HCM Lane V/C Ratio 0.023 -- 0.027 0.135 0.053 0.013 -- HCM Control Delay (s)7.7 -- 9.8 15.4 10.9 8.1 -- HCM Lane LOS A --A C B A -- HCM 95th %tile Q(veh)0.1 -- 0.1 0.5 0.2 0 -- HCM 6th TWSC 2027 Total AM 1: Turnberry Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 2 18 83 0 10 8 133 50 24 265 0 Future Vol, veh/h 1 2 18 83 0 10 8 133 50 24 265 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length --- 150 -- 150 - 250 150 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 2 22 100 0 12 10 160 60 29 319 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 593 617 319 569 557 160 319 0 0 220 0 0 Stage 1 377 377 - 180 180 ------- Stage 2 216 240 - 389 377 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 417 405 722 433 439 885 1241 -- 1349 -- Stage 1 644 616 - 822 750 ------- Stage 2 786 707 - 635 616 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 402 393 722 409 426 885 1241 -- 1349 -- Mov Cap-2 Maneuver 402 393 - 409 426 ------- Stage 1 639 603 - 815 744 ------- Stage 2 769 701 - 600 603 ------- Approach EB WB NB SB HCM Control Delay, s 10.8 15.8 0.3 0.6 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1241 -- 646 409 885 1349 -- HCM Lane V/C Ratio 0.008 -- 0.039 0.244 0.014 0.021 -- HCM Control Delay (s)7.9 -- 10.8 16.6 9.1 7.7 -- HCM Lane LOS A --B C A A -- HCM 95th %tile Q(veh)0 -- 0.1 0.9 0 0.1 -- HCM 6th TWSC 2027 Total PM 1: Turnberry Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 18 49 7 24 29 258 92 14 198 1 Future Vol, veh/h 0 1 18 49 7 24 29 258 92 14 198 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length --- 150 -- 150 - 250 150 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 1 20 54 8 26 32 284 101 15 218 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 665 698 219 607 597 284 219 0 0 385 0 0 Stage 1 249 249 - 348 348 ------- Stage 2 416 449 - 259 249 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 374 364 821 408 416 755 1350 -- 1173 -- Stage 1 755 701 - 668 634 ------- Stage 2 614 572 - 746 701 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 346 351 821 386 401 755 1350 -- 1173 -- Mov Cap-2 Maneuver 346 351 - 386 401 ------- Stage 1 737 692 - 652 619 ------- Stage 2 571 558 - 718 692 ------- Approach EB WB NB SB HCM Control Delay, s 9.8 13.9 0.6 0.5 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1350 -- 767 386 630 1173 -- HCM Lane V/C Ratio 0.024 -- 0.027 0.139 0.054 0.013 -- HCM Control Delay (s)7.7 -- 9.8 15.8 11 8.1 -- HCM Lane LOS A --A C B A -- HCM 95th %tile Q(veh)0.1 -- 0.1 0.5 0.2 0 -- HCM 6th TWSC 2022 Existing AM 2: Giddings Road & Richard Lake Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20 15 55 10 13 7 20 100 8 5 236 22 Future Vol, veh/h 20 15 55 10 13 7 20 100 8 5 236 22 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 23 17 63 11 15 8 23 114 9 6 268 25 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 469 462 281 498 470 119 293 0 0 123 0 0 Stage 1 293 293 - 165 165 ------- Stage 2 176 169 - 333 305 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 505 497 758 483 492 933 1269 -- 1464 -- Stage 1 715 670 - 837 762 ------- Stage 2 826 759 - 681 662 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 480 485 758 424 480 933 1269 -- 1464 -- Mov Cap-2 Maneuver 480 485 - 424 480 ------- Stage 1 701 667 - 821 748 ------- Stage 2 788 745 - 606 659 ------- Approach EB WB NB SB HCM Control Delay, s 12 12.5 1.2 0.1 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1269 -- 620 516 1464 -- HCM Lane V/C Ratio 0.018 -- 0.165 0.066 0.004 -- HCM Control Delay (s)7.9 0 - 12 12.5 7.5 0 - HCM Lane LOS A A -B B A A - HCM 95th %tile Q(veh)0.1 -- 0.6 0.2 0 -- HCM 6th TWSC 2022 Existing PM 2: Giddings Road & Richard Lake Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 34 20 23 17 13 10 56 186 14 8 140 13 Future Vol, veh/h 34 20 23 17 13 10 56 186 14 8 140 13 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 39 23 26 20 15 11 64 214 16 9 161 15 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 550 545 169 561 544 222 176 0 0 230 0 0 Stage 1 187 187 - 350 350 ------- Stage 2 363 358 - 211 194 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 446 446 875 438 446 818 1400 -- 1338 -- Stage 1 815 745 - 666 633 ------- Stage 2 656 628 - 791 740 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 409 419 875 389 419 818 1400 -- 1338 -- Mov Cap-2 Maneuver 409 419 - 389 419 ------- Stage 1 772 740 - 631 599 ------- Stage 2 597 595 - 738 735 ------- Approach EB WB NB SB HCM Control Delay, s 14 13.7 1.7 0.4 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1400 -- 490 460 1338 -- HCM Lane V/C Ratio 0.046 -- 0.181 0.1 0.007 -- HCM Control Delay (s)7.7 0 - 14 13.7 7.7 0 - HCM Lane LOS A A -B B A A - HCM 95th %tile Q(veh)0.1 -- 0.7 0.3 0 -- HCM 6th TWSC 2027 Background AM 2: Giddings Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 22 33 61 11 20 8 22 110 9 6 261 24 Future Vol, veh/h 22 33 61 11 20 8 22 110 9 6 261 24 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 25 38 69 13 23 9 25 125 10 7 297 27 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 521 510 311 558 518 130 324 0 0 135 0 0 Stage 1 325 325 - 180 180 ------- Stage 2 196 185 - 378 338 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 466 467 729 440 462 920 1236 -- 1449 -- Stage 1 687 649 - 822 750 ------- Stage 2 806 747 - 644 641 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 434 454 729 365 449 920 1236 -- 1449 -- Mov Cap-2 Maneuver 434 454 - 365 449 ------- Stage 1 672 645 - 804 734 ------- Stage 2 756 731 - 546 637 ------- Approach EB WB NB SB HCM Control Delay, s 13.4 13.5 1.2 0.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1236 -- 560 468 1449 -- HCM Lane V/C Ratio 0.02 -- 0.235 0.095 0.005 -- HCM Control Delay (s)8 0 - 13.4 13.5 7.5 0 - HCM Lane LOS A A -B B A A - HCM 95th %tile Q(veh)0.1 -- 0.9 0.3 0 -- HCM 6th TWSC 2027 Background PM 2: Giddings Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 38 33 25 19 31 11 62 205 15 9 155 14 Future Vol, veh/h 38 33 25 19 31 11 62 205 15 9 155 14 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 44 38 29 22 36 13 71 236 17 10 178 16 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 617 601 186 627 601 245 194 0 0 253 0 0 Stage 1 206 206 - 387 387 ------- Stage 2 411 395 - 240 214 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 402 414 856 396 414 794 1379 -- 1312 -- Stage 1 796 731 - 637 610 ------- Stage 2 618 605 - 763 725 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 349 386 856 336 386 794 1379 -- 1312 -- Mov Cap-2 Maneuver 349 386 - 336 386 ------- Stage 1 748 724 - 599 573 ------- Stage 2 536 569 - 692 718 ------- Approach EB WB NB SB HCM Control Delay, s 16.3 15.7 1.7 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1379 -- 429 405 1312 -- HCM Lane V/C Ratio 0.052 -- 0.257 0.173 0.008 -- HCM Control Delay (s)7.8 0 - 16.3 15.7 7.8 0 - HCM Lane LOS A A -C C A A - HCM 95th %tile Q(veh)0.2 --1 0.6 0 -- HCM 6th TWSC 2027 Total AM 2: Giddings Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 22 33 61 11 20 8 22 117 9 6 266 24 Future Vol, veh/h 22 33 61 11 20 8 22 117 9 6 266 24 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 25 38 69 13 23 9 25 133 10 7 302 27 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 534 523 316 571 531 138 329 0 0 143 0 0 Stage 1 330 330 - 188 188 ------- Stage 2 204 193 - 383 343 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 457 459 724 432 454 910 1231 -- 1440 -- Stage 1 683 646 - 814 745 ------- Stage 2 798 741 - 640 637 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 425 446 724 358 441 910 1231 -- 1440 -- Mov Cap-2 Maneuver 425 446 - 358 441 ------- Stage 1 668 642 - 796 729 ------- Stage 2 749 725 - 542 633 ------- Approach EB WB NB SB HCM Control Delay, s 13.6 13.7 1.2 0.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1231 -- 552 460 1440 -- HCM Lane V/C Ratio 0.02 -- 0.239 0.096 0.005 -- HCM Control Delay (s)8 0 - 13.6 13.7 7.5 0 - HCM Lane LOS A A -B B A A - HCM 95th %tile Q(veh)0.1 -- 0.9 0.3 0 -- HCM 6th TWSC 2027 Total PM 2: Giddings Road & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 38 33 25 19 31 11 62 213 15 9 164 14 Future Vol, veh/h 38 33 25 19 31 11 62 213 15 9 164 14 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 44 38 29 22 36 13 71 245 17 10 189 16 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 637 621 197 647 621 254 205 0 0 262 0 0 Stage 1 217 217 - 396 396 ------- Stage 2 420 404 - 251 225 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 390 403 844 384 403 785 1366 -- 1302 -- Stage 1 785 723 - 629 604 ------- Stage 2 611 599 - 753 718 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 337 375 844 324 375 785 1366 -- 1302 -- Mov Cap-2 Maneuver 337 375 - 324 375 ------- Stage 1 737 716 - 591 567 ------- Stage 2 529 562 - 683 712 ------- Approach EB WB NB SB HCM Control Delay, s 16.7 16.1 1.7 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1366 -- 417 393 1302 -- HCM Lane V/C Ratio 0.052 -- 0.265 0.178 0.008 -- HCM Control Delay (s)7.8 0 - 16.7 16.1 7.8 0 - HCM Lane LOS A A -C C A A - HCM 95th %tile Q(veh)0.2 -- 1.1 0.6 0 -- HCM 6th TWSC 2022 Existing AM 3: Busch Drive & Richard Lake Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 28 2 45 37 1 13 0 6 1 1 0 Future Vol, veh/h 0 28 2 45 37 1 13 0 6 1 1 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 - 100 100 -- 150 ----- Veh in Median Storage, # -0 --0 --1 --1 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 29 2 47 39 1 14 0 6 1 1 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 40 0 0 31 0 0 163 163 29 167 165 40 Stage 1 ------ 29 29 - 134 134 - Stage 2 ------ 134 134 - 33 31 - Critical Hdwy 4.12 -- 4.12 -- 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1570 -- 1582 -- 802 729 1046 797 728 1031 Stage 1 ------ 988 871 - 869 785 - Stage 2 ------ 869 785 - 983 869 - Platoon blocked, %---- Mov Cap-1 Maneuver 1570 -- 1582 -- 783 707 1046 774 706 1031 Mov Cap-2 Maneuver ------ 757 682 - 760 678 - Stage 1 ------ 988 871 - 869 761 - Stage 2 ------ 842 761 - 977 869 - Approach EB WB NB SB HCM Control Delay, s 0 4 9.4 10 HCM LOS A B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)757 1046 1570 -- 1582 -- 717 HCM Lane V/C Ratio 0.018 0.006 --- 0.03 -- 0.003 HCM Control Delay (s)9.8 8.5 0 -- 7.3 -- 10 HCM Lane LOS A A A --A --B HCM 95th %tile Q(veh)0.1 0 0 -- 0.1 --0 HCM 6th TWSC 2022 Existing PM 3: Busch Drive & Richard Lake Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 29 14 53 43 0 21 0 26 0 0 0 Future Vol, veh/h 0 29 14 53 43 0 21 0 26 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 - 100 100 -- 150 ----- Veh in Median Storage, # -0 --0 --1 --1 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 37 18 67 54 0 27 0 33 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 54 0 0 55 0 0 225 225 37 251 243 54 Stage 1 ------ 37 37 - 188 188 - Stage 2 ------ 188 188 - 63 55 - Critical Hdwy 4.12 -- 4.12 -- 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1551 -- 1550 -- 730 674 1035 702 659 1013 Stage 1 ------ 978 864 - 814 745 - Stage 2 ------ 814 745 - 948 849 - Platoon blocked, %---- Mov Cap-1 Maneuver 1551 -- 1550 -- 706 645 1035 657 631 1013 Mov Cap-2 Maneuver ------ 697 636 - 679 624 - Stage 1 ------ 978 864 - 814 713 - Stage 2 ------ 779 713 - 918 849 - Approach EB WB NB SB HCM Control Delay, s 0 4.1 9.4 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)697 1035 1551 -- 1550 --- HCM Lane V/C Ratio 0.038 0.032 --- 0.043 --- HCM Control Delay (s)10.4 8.6 0 -- 7.4 --0 HCM Lane LOS B A A --A --A HCM 95th %tile Q(veh)0.1 0.1 0 -- 0.1 --- HCM 6th TWSC 2027 Background AM 3: Busch Drive & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 47 2 50 47 1 14 0 7 1 1 0 Future Vol, veh/h 0 47 2 50 47 1 14 0 7 1 1 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 - 100 100 -- 150 ----- Veh in Median Storage, # -0 --0 --1 --1 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 49 2 52 49 1 15 0 7 1 1 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 50 0 0 51 0 0 203 203 49 208 205 50 Stage 1 ------ 49 49 - 154 154 - Stage 2 ------ 154 154 - 54 51 - Critical Hdwy 4.12 -- 4.12 -- 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1557 -- 1555 -- 755 693 1020 749 691 1018 Stage 1 ------ 964 854 - 848 770 - Stage 2 ------ 848 770 - 958 852 - Platoon blocked, %---- Mov Cap-1 Maneuver 1557 -- 1555 -- 735 670 1020 725 668 1018 Mov Cap-2 Maneuver ------ 727 660 - 728 654 - Stage 1 ------ 964 854 - 848 745 - Stage 2 ------ 818 745 - 951 852 - Approach EB WB NB SB HCM Control Delay, s 0 3.8 9.6 10.2 HCM LOS A B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)727 1020 1557 -- 1555 -- 689 HCM Lane V/C Ratio 0.02 0.007 --- 0.033 -- 0.003 HCM Control Delay (s)10.1 8.6 0 -- 7.4 -- 10.2 HCM Lane LOS B A A --A --B HCM 95th %tile Q(veh)0.1 0 0 -- 0.1 --0 HCM 6th TWSC 2027 Background PM 3: Busch Drive & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 43 15 59 64 0 23 0 29 0 0 0 Future Vol, veh/h 0 43 15 59 64 0 23 0 29 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 - 100 100 -- 150 ----- Veh in Median Storage, # -0 --0 --1 --1 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 54 19 75 81 0 29 0 37 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 81 0 0 73 0 0 285 285 54 313 304 81 Stage 1 ------ 54 54 - 231 231 - Stage 2 ------ 231 231 - 82 73 - Critical Hdwy 4.12 -- 4.12 -- 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1517 -- 1527 -- 667 624 1013 640 609 979 Stage 1 ------ 958 850 - 772 713 - Stage 2 ------ 772 713 - 926 834 - Platoon blocked, %---- Mov Cap-1 Maneuver 1517 -- 1527 -- 642 593 1013 594 579 979 Mov Cap-2 Maneuver ------ 651 600 - 633 587 - Stage 1 ------ 958 850 - 772 678 - Stage 2 ------ 734 678 - 892 834 - Approach EB WB NB SB HCM Control Delay, s 0 3.6 9.6 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)651 1013 1517 -- 1527 --- HCM Lane V/C Ratio 0.045 0.036 --- 0.049 --- HCM Control Delay (s)10.8 8.7 0 -- 7.5 --0 HCM Lane LOS B A A --A --A HCM 95th %tile Q(veh)0.1 0.1 0 -- 0.2 --- HCM 6th TWSC 2027 Total AM 3: Busch Drive & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 47 2 52 47 1 14 0 9 1 1 0 Future Vol, veh/h 0 47 2 52 47 1 14 0 9 1 1 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 - 100 100 -- 150 ----- Veh in Median Storage, # -0 --0 --1 --1 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 49 2 54 49 1 15 0 9 1 1 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 50 0 0 51 0 0 207 207 49 213 209 50 Stage 1 ------ 49 49 - 158 158 - Stage 2 ------ 158 158 - 55 51 - Critical Hdwy 4.12 -- 4.12 -- 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1557 -- 1555 -- 751 690 1020 744 688 1018 Stage 1 ------ 964 854 - 844 767 - Stage 2 ------ 844 767 - 957 852 - Platoon blocked, %---- Mov Cap-1 Maneuver 1557 -- 1555 -- 730 666 1020 718 664 1018 Mov Cap-2 Maneuver ------ 723 656 - 722 650 - Stage 1 ------ 964 854 - 844 740 - Stage 2 ------ 814 740 - 948 852 - Approach EB WB NB SB HCM Control Delay, s 0 3.8 9.5 10.3 HCM LOS A B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)723 1020 1557 -- 1555 -- 684 HCM Lane V/C Ratio 0.02 0.009 --- 0.035 -- 0.003 HCM Control Delay (s)10.1 8.6 0 -- 7.4 -- 10.3 HCM Lane LOS B A A --A --B HCM 95th %tile Q(veh)0.1 0 0 -- 0.1 --0 HCM 6th TWSC 2027 Total PM 3: Busch Drive & Richard Lake Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 43 15 62 64 0 23 0 31 0 0 0 Future Vol, veh/h 0 43 15 62 64 0 23 0 31 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 - 100 100 -- 150 ----- Veh in Median Storage, # -0 --0 --1 --1 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 54 19 78 81 0 29 0 39 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 81 0 0 73 0 0 291 291 54 320 310 81 Stage 1 ------ 54 54 - 237 237 - Stage 2 ------ 237 237 - 83 73 - Critical Hdwy 4.12 -- 4.12 -- 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1517 -- 1527 -- 661 619 1013 633 605 979 Stage 1 ------ 958 850 - 766 709 - Stage 2 ------ 766 709 - 925 834 - Platoon blocked, %---- Mov Cap-1 Maneuver 1517 -- 1527 -- 635 587 1013 585 574 979 Mov Cap-2 Maneuver ------ 645 595 - 626 582 - Stage 1 ------ 958 850 - 766 673 - Stage 2 ------ 727 673 - 889 834 - Approach EB WB NB SB HCM Control Delay, s 0 3.7 9.6 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)645 1013 1517 -- 1527 --- HCM Lane V/C Ratio 0.045 0.039 --- 0.051 --- HCM Control Delay (s)10.8 8.7 0 -- 7.5 --0 HCM Lane LOS B A A --A --A HCM 95th %tile Q(veh)0.1 0.1 0 -- 0.2 --- HCM 6th TWSC 2022 Existing AM 4: Turnberry Road & Maple Hill Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 71 1 116 30 1 207 Future Vol, veh/h 71 1 116 30 1 207 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 -- 250 150 - Veh in Median Storage, # 2 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 80 1 130 34 1 233 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 365 130 0 0 164 0 Stage 1 130 ----- Stage 2 235 ----- Critical Hdwy 6.42 6.22 -- 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 -- 2.218 - Pot Cap-1 Maneuver 635 920 -- 1414 - Stage 1 896 ----- Stage 2 804 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 634 920 -- 1414 - Mov Cap-2 Maneuver 730 ----- Stage 1 896 ----- Stage 2 803 ----- Approach WB NB SB HCM Control Delay, s 10.5 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 732 1414 - HCM Lane V/C Ratio -- 0.111 0.001 - HCM Control Delay (s)-- 10.5 7.5 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.4 0 - HCM 6th TWSC 2022 Existing PM 4: Turnberry Road & Maple Hill Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 42 1 207 48 0 140 Future Vol, veh/h 42 1 207 48 0 140 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 -- 250 150 - Veh in Median Storage, # 2 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 84 84 84 84 84 84 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 50 1 246 57 0 167 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 413 246 0 0 303 0 Stage 1 246 ----- Stage 2 167 ----- Critical Hdwy 6.42 6.22 -- 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 -- 2.218 - Pot Cap-1 Maneuver 595 793 -- 1258 - Stage 1 795 ----- Stage 2 863 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 595 793 -- 1258 - Mov Cap-2 Maneuver 709 ----- Stage 1 795 ----- Stage 2 863 ----- Approach WB NB SB HCM Control Delay, s 10.5 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 711 1258 - HCM Lane V/C Ratio -- 0.072 -- HCM Control Delay (s)-- 10.5 0 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.2 0 - HCM 6th TWSC 2027 Background AM 4: Turnberry Road & Maple Hill Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 71 1 194 33 1 381 Future Vol, veh/h 71 1 194 33 1 381 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 -- 250 150 - Veh in Median Storage, # 2 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 80 1 218 37 1 428 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 648 218 0 0 255 0 Stage 1 218 ----- Stage 2 430 ----- Critical Hdwy 6.42 6.22 -- 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 -- 2.218 - Pot Cap-1 Maneuver 435 822 -- 1310 - Stage 1 818 ----- Stage 2 656 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 435 822 -- 1310 - Mov Cap-2 Maneuver 585 ----- Stage 1 818 ----- Stage 2 655 ----- Approach WB NB SB HCM Control Delay, s 12.1 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 587 1310 - HCM Lane V/C Ratio -- 0.138 0.001 - HCM Control Delay (s)-- 12.1 7.8 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.5 0 - HCM 6th TWSC 2027 Background PM 4: Turnberry Road & Maple Hill Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 42 1 394 53 0 268 Future Vol, veh/h 42 1 394 53 0 268 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 -- 250 150 - Veh in Median Storage, # 2 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 84 84 84 84 84 84 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 50 1 469 63 0 319 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 788 469 0 0 532 0 Stage 1 469 ----- Stage 2 319 ----- Critical Hdwy 6.42 6.22 -- 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 -- 2.218 - Pot Cap-1 Maneuver 360 594 -- 1036 - Stage 1 630 ----- Stage 2 737 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 360 594 -- 1036 - Mov Cap-2 Maneuver 539 ----- Stage 1 630 ----- Stage 2 737 ----- Approach WB NB SB HCM Control Delay, s 12.4 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 540 1036 - HCM Lane V/C Ratio -- 0.095 -- HCM Control Delay (s)-- 12.4 0 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.3 0 - HCM 6th TWSC 2027 Total AM 4: Turnberry Road & Maple Hill Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 71 1 201 33 1 386 Future Vol, veh/h 71 1 201 33 1 386 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 -- 250 150 - Veh in Median Storage, # 2 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 80 1 226 37 1 434 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 662 226 0 0 263 0 Stage 1 226 ----- Stage 2 436 ----- Critical Hdwy 6.42 6.22 -- 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 -- 2.218 - Pot Cap-1 Maneuver 427 813 -- 1301 - Stage 1 812 ----- Stage 2 652 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 427 813 -- 1301 - Mov Cap-2 Maneuver 580 ----- Stage 1 812 ----- Stage 2 651 ----- Approach WB NB SB HCM Control Delay, s 12.2 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 582 1301 - HCM Lane V/C Ratio -- 0.139 0.001 - HCM Control Delay (s)-- 12.2 7.8 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.5 0 - HCM 6th TWSC 2027 Total PM 4: Turnberry Road & Maple Hill Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 42 1 402 53 0 277 Future Vol, veh/h 42 1 402 53 0 277 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 -- 250 150 - Veh in Median Storage, # 2 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 84 84 84 84 84 84 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 50 1 479 63 0 330 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 809 479 0 0 542 0 Stage 1 479 ----- Stage 2 330 ----- Critical Hdwy 6.42 6.22 -- 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 -- 2.218 - Pot Cap-1 Maneuver 350 587 -- 1027 - Stage 1 623 ----- Stage 2 728 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 350 587 -- 1027 - Mov Cap-2 Maneuver 531 ----- Stage 1 623 ----- Stage 2 728 ----- Approach WB NB SB HCM Control Delay, s 12.5 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 532 1027 - HCM Lane V/C Ratio -- 0.096 -- HCM Control Delay (s)-- 12.5 0 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.3 0 - HCM 6th AWSC 2022 Existing AM 5: Maple Hill Drive & Harbor Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 4 7 1 1 33 2 4 2 2 1 4 15 Future Vol, veh/h 4 7 1 1 33 2 4 2 2 1 4 15 Peak Hour Factor 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 6 11 2 2 52 3 6 3 3 2 6 24 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 7.2 7.3 7.1 6.8 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %50%33%3%5% Vol Thru, %25%58%92%20% Vol Right, %25%8%6%75% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 8 12 36 20 LT Vol 4 4 1 1 Through Vol 2 7 33 4 RT Vol 2 1 2 15 Lane Flow Rate 13 19 57 32 Geometry Grp 1 1 1 1 Degree of Util (X)0.014 0.022 0.063 0.032 Departure Headway (Hd)4.041 4.07 3.997 3.636 Convergence, Y/N Yes Yes Yes Yes Cap 883 880 898 981 Service Time 2.077 2.094 2.015 1.671 HCM Lane V/C Ratio 0.015 0.022 0.063 0.033 HCM Control Delay 7.1 7.2 7.3 6.8 HCM Lane LOS A A A A HCM 95th-tile Q 0 0.1 0.2 0.1 HCM 6th AWSC 2022 Existing PM 5: Maple Hill Drive & Harbor Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 7 10 2 1 15 0 2 11 9 1 8 9 Future Vol, veh/h 7 10 2 1 15 0 2 11 9 1 8 9 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 9 13 3 1 20 0 3 15 12 1 11 12 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 7.2 7.2 7 6.9 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %9%37%6%6% Vol Thru, %50%53%94%44% Vol Right, %41%11%0%50% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 22 19 16 18 LT Vol 2 7 1 1 Through Vol 11 10 15 8 RT Vol 9 2 0 9 Lane Flow Rate 29 25 21 24 Geometry Grp 1 1 1 1 Degree of Util (X)0.031 0.029 0.024 0.025 Departure Headway (Hd)3.806 4.053 4.058 3.749 Convergence, Y/N Yes Yes Yes Yes Cap 940 884 883 954 Service Time 1.831 2.074 2.081 1.775 HCM Lane V/C Ratio 0.031 0.028 0.024 0.025 HCM Control Delay 7 7.2 7.2 6.9 HCM Lane LOS A A A A HCM 95th-tile Q 0.1 0.1 0.1 0.1 HCM 6th AWSC 2027 Background AM 5: Maple Hill Drive & Harbor Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 4 7 1 1 33 2 4 2 2 1 4 15 Future Vol, veh/h 4 7 1 1 33 2 4 2 2 1 4 15 Peak Hour Factor 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 6 11 2 2 52 3 6 3 3 2 6 24 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 7.2 7.3 7.1 6.8 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %50%33%3%5% Vol Thru, %25%58%92%20% Vol Right, %25%8%6%75% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 8 12 36 20 LT Vol 4 4 1 1 Through Vol 2 7 33 4 RT Vol 2 1 2 15 Lane Flow Rate 13 19 57 32 Geometry Grp 1 1 1 1 Degree of Util (X)0.014 0.022 0.063 0.032 Departure Headway (Hd)4.041 4.07 3.997 3.636 Convergence, Y/N Yes Yes Yes Yes Cap 883 880 898 981 Service Time 2.077 2.094 2.015 1.671 HCM Lane V/C Ratio 0.015 0.022 0.063 0.033 HCM Control Delay 7.1 7.2 7.3 6.8 HCM Lane LOS A A A A HCM 95th-tile Q 0 0.1 0.2 0.1 HCM 6th AWSC 2027 Background PM 5: Maple Hill Drive & Harbor Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 7 10 2 1 15 0 2 11 9 1 8 9 Future Vol, veh/h 7 10 2 1 15 0 2 11 9 1 8 9 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 9 13 3 1 20 0 3 15 12 1 11 12 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 7.2 7.2 7 6.9 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %9%37%6%6% Vol Thru, %50%53%94%44% Vol Right, %41%11%0%50% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 22 19 16 18 LT Vol 2 7 1 1 Through Vol 11 10 15 8 RT Vol 9 2 0 9 Lane Flow Rate 29 25 21 24 Geometry Grp 1 1 1 1 Degree of Util (X)0.031 0.029 0.024 0.025 Departure Headway (Hd)3.806 4.053 4.058 3.749 Convergence, Y/N Yes Yes Yes Yes Cap 940 884 883 954 Service Time 1.831 2.074 2.081 1.775 HCM Lane V/C Ratio 0.031 0.028 0.024 0.025 HCM Control Delay 7 7.2 7.2 6.9 HCM Lane LOS A A A A HCM 95th-tile Q 0.1 0.1 0.1 0.1 HCM 6th AWSC 2027 Total AM 5: Maple Hill Drive & Harbor Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 4 7 1 1 33 2 4 2 2 1 4 15 Future Vol, veh/h 4 7 1 1 33 2 4 2 2 1 4 15 Peak Hour Factor 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 0.63 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 6 11 2 2 52 3 6 3 3 2 6 24 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 7.2 7.3 7.1 6.8 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %50%33%3%5% Vol Thru, %25%58%92%20% Vol Right, %25%8%6%75% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 8 12 36 20 LT Vol 4 4 1 1 Through Vol 2 7 33 4 RT Vol 2 1 2 15 Lane Flow Rate 13 19 57 32 Geometry Grp 1 1 1 1 Degree of Util (X)0.014 0.022 0.063 0.032 Departure Headway (Hd)4.041 4.07 3.997 3.636 Convergence, Y/N Yes Yes Yes Yes Cap 883 880 898 981 Service Time 2.077 2.094 2.015 1.671 HCM Lane V/C Ratio 0.015 0.022 0.063 0.033 HCM Control Delay 7.1 7.2 7.3 6.8 HCM Lane LOS A A A A HCM 95th-tile Q 0 0.1 0.2 0.1 HCM 6th AWSC 2027 Total PM 5: Maple Hill Drive & Harbor Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 7 10 2 1 15 0 2 11 9 1 8 9 Future Vol, veh/h 7 10 2 1 15 0 2 11 9 1 8 9 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 9 13 3 1 20 0 3 15 12 1 11 12 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 7.2 7.2 7 6.9 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %9%37%6%6% Vol Thru, %50%53%94%44% Vol Right, %41%11%0%50% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 22 19 16 18 LT Vol 2 7 1 1 Through Vol 11 10 15 8 RT Vol 9 2 0 9 Lane Flow Rate 29 25 21 24 Geometry Grp 1 1 1 1 Degree of Util (X)0.031 0.029 0.024 0.025 Departure Headway (Hd)3.806 4.053 4.058 3.749 Convergence, Y/N Yes Yes Yes Yes Cap 940 884 883 954 Service Time 1.831 2.074 2.081 1.775 HCM Lane V/C Ratio 0.031 0.028 0.024 0.025 HCM Control Delay 7 7.2 7.2 6.9 HCM Lane LOS A A A A HCM 95th-tile Q 0.1 0.1 0.1 0.1 HCM 6th AWSC 2022 Existing AM 6: Lemay Avenue & Country Club Road 05/03/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 16.5 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 4 177 80 183 172 10 36 41 99 25 117 4 Future Vol, veh/h 4 177 80 183 172 10 36 41 99 25 117 4 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 208 94 215 202 12 42 48 116 29 138 5 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 14.5 21.4 12.7 12.7 HCM LOS B C B B Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %20%2%50%17% Vol Thru, %23%68%47%80% Vol Right, %56%31%3%3% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 176 261 365 146 LT Vol 36 4 183 25 Through Vol 41 177 172 117 RT Vol 99 80 10 4 Lane Flow Rate 207 307 429 172 Geometry Grp 1 1 1 1 Degree of Util (X)0.357 0.495 0.7 0.315 Departure Headway (Hd)6.21 5.806 5.87 6.6 Convergence, Y/N Yes Yes Yes Yes Cap 578 620 618 543 Service Time 4.265 3.853 3.87 4.658 HCM Lane V/C Ratio 0.358 0.495 0.694 0.317 HCM Control Delay 12.7 14.5 21.4 12.7 HCM Lane LOS B B C B HCM 95th-tile Q 1.6 2.7 5.6 1.3 HCM 6th AWSC 2022 Existing PM 6: Lemay Avenue & Country Club Road 05/03/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 17.3 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 11 253 53 151 142 21 49 102 185 20 51 6 Future Vol, veh/h 11 253 53 151 142 21 49 102 185 20 51 6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 12 281 59 168 158 23 54 113 206 22 57 7 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 17.3 18 18.1 11.5 HCM LOS C C C B Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %15%3%48%26% Vol Thru, %30%80%45%66% Vol Right, %55%17%7%8% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 336 317 314 77 LT Vol 49 11 151 20 Through Vol 102 253 142 51 RT Vol 185 53 21 6 Lane Flow Rate 373 352 349 86 Geometry Grp 1 1 1 1 Degree of Util (X)0.616 0.588 0.597 0.166 Departure Headway (Hd)5.943 6.014 6.155 6.993 Convergence, Y/N Yes Yes Yes Yes Cap 609 599 586 512 Service Time 3.987 4.061 4.202 5.059 HCM Lane V/C Ratio 0.612 0.588 0.596 0.168 HCM Control Delay 18.1 17.3 18 11.5 HCM Lane LOS C C C B HCM 95th-tile Q 4.2 3.8 3.9 0.6 HCM 6th AWSC 2027 Background AM 6: Lemay Avenue & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 40.7 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 206 94 235 221 11 51 46 125 29 132 6 Future Vol, veh/h 5 206 94 235 221 11 51 46 125 29 132 6 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 6 242 111 276 260 13 60 54 147 34 155 7 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 23.2 71.3 18.4 16.7 HCM LOS C F C C Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %23%2%50%17% Vol Thru, %21%68%47%79% Vol Right, %56%31%2%4% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 222 305 467 167 LT Vol 51 5 235 29 Through Vol 46 206 221 132 RT Vol 125 94 11 6 Lane Flow Rate 261 359 549 196 Geometry Grp 1 1 1 1 Degree of Util (X)0.526 0.676 1.025 0.424 Departure Headway (Hd)7.438 6.953 6.719 7.982 Convergence, Y/N Yes Yes Yes Yes Cap 488 524 544 454 Service Time 5.438 4.953 4.719 5.982 HCM Lane V/C Ratio 0.535 0.685 1.009 0.432 HCM Control Delay 18.4 23.2 71.3 16.7 HCM Lane LOS C C F C HCM 95th-tile Q 3 5 15.2 2.1 HCM 6th AWSC 2027 Background PM 6: Lemay Avenue & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 44.3 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 14 313 70 193 178 23 61 115 241 22 57 8 Future Vol, veh/h 14 313 70 193 178 23 61 115 241 22 57 8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 16 348 78 214 198 26 68 128 268 24 63 9 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 46 46.6 46.6 14.9 HCM LOS E E E B Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %15%4%49%25% Vol Thru, %28%79%45%66% Vol Right, %58%18%6%9% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 417 397 394 87 LT Vol 61 14 193 22 Through Vol 115 313 178 57 RT Vol 241 70 23 8 Lane Flow Rate 463 441 438 97 Geometry Grp 1 1 1 1 Degree of Util (X)0.904 0.896 0.895 0.242 Departure Headway (Hd)7.14 7.309 7.478 9.007 Convergence, Y/N Yes Yes Yes Yes Cap 510 498 486 399 Service Time 5.14 5.309 5.478 7.04 HCM Lane V/C Ratio 0.908 0.886 0.901 0.243 HCM Control Delay 46.6 46 46.6 14.9 HCM Lane LOS E E E B HCM 95th-tile Q 10.4 10.1 9.9 0.9 HCM 6th Roundabout 2027 Total AM 6: Lemay Avenue & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 8.8 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 381 608 273 202 Demand Flow Rate, veh/h 388 620 278 206 Vehicles Circulating, veh/h 501 122 316 661 Vehicles Exiting, veh/h 366 472 573 81 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 10.6 8.6 6.5 8.8 Approach LOS B A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 388 620 278 206 Cap Entry Lane, veh/h 828 1218 1000 703 Entry HV Adj Factor 0.981 0.981 0.982 0.980 Flow Entry, veh/h 381 608 273 202 Cap Entry, veh/h 812 1195 981 689 V/C Ratio 0.469 0.509 0.278 0.293 Control Delay, s/veh 10.6 8.6 6.5 8.8 LOS B A A A 95th %tile Queue, veh 3 3 1 1 HCM 6th Roundabout 2027 Total PM 6: Lemay Avenue & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 9.9 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 478 494 486 105 Demand Flow Rate, veh/h 488 505 496 107 Vehicles Circulating, veh/h 335 216 442 540 Vehicles Exiting, veh/h 312 722 381 181 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 9.9 8.4 12.3 6.0 Approach LOS A A B A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 488 505 496 107 Cap Entry Lane, veh/h 981 1107 879 796 Entry HV Adj Factor 0.980 0.979 0.981 0.979 Flow Entry, veh/h 478 494 486 105 Cap Entry, veh/h 961 1084 862 779 V/C Ratio 0.498 0.456 0.564 0.135 Control Delay, s/veh 9.9 8.4 12.3 6.0 LOS A A B A 95th %tile Queue, veh 3 2 4 0 Timings 2022 Existing AM 7: Turnberry Road & Country Club Road 05/03/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)100 30 132 25 44 113 47 1 92 220 Future Volume (vph)100 30 132 25 44 113 47 1 92 220 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 6 Detector Phase 4 4 4 8 8 2 2 6 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)42.0 42.0 42.0 42.0 42.0 48.0 48.0 48.0 48.0 48.0 Total Split (%)46.7% 46.7% 46.7% 46.7% 46.7% 53.3% 53.3% 53.3% 53.3% 53.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max C-Max Act Effct Green (s)15.0 15.0 15.0 66.0 66.0 66.0 66.0 66.0 Actuated g/C Ratio 0.17 0.17 0.17 0.73 0.73 0.73 0.73 0.73 v/c Ratio 0.62 0.38 0.29 0.13 0.05 0.00 0.07 0.20 Control Delay 45.2 8.1 33.7 4.8 3.7 5.0 4.4 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.2 8.1 33.7 4.8 3.7 5.0 4.4 1.2 LOS D A C A A A A A Approach Delay 26.5 33.7 4.4 2.1 Approach LOS C C A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.62 Intersection Signal Delay: 13.1 Intersection LOS: B Intersection Capacity Utilization 35.3%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2022 Existing AM 7: Turnberry Road & Country Club Road 05/03/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)100 30 132 25 44 0 113 47 14 1 92 220 Future Volume (veh/h)100 30 132 25 44 0 113 47 14 1 92 220 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 111 33 147 28 49 0 126 52 16 1 102 244 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 209 51 273 75 107 0 817 999 307 1036 1362 1154 Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.00 0.73 0.73 0.73 0.73 0.73 0.73 Sat Flow, veh/h 804 296 1585 120 620 0 1035 1372 422 1333 1870 1585 Grp Volume(v), veh/h 144 0 147 77 0 0 126 0 68 1 102 244 Grp Sat Flow(s),veh/h/ln 1100 0 1585 741 0 0 1035 0 1794 1333 1870 1585 Q Serve(g_s), s 0.0 0.0 7.6 0.5 0.0 0.0 3.6 0.0 1.0 0.0 1.4 4.5 Cycle Q Clear(g_c), s 12.2 0.0 7.6 12.7 0.0 0.0 5.0 0.0 1.0 1.0 1.4 4.5 Prop In Lane 0.77 1.00 0.36 0.00 1.00 0.24 1.00 1.00 Lane Grp Cap(c), veh/h 260 0 273 182 0 0 817 0 1306 1036 1362 1154 V/C Ratio(X)0.55 0.00 0.54 0.42 0.00 0.00 0.15 0.00 0.05 0.00 0.07 0.21 Avail Cap(c_a), veh/h 614 0 660 563 0 0 817 0 1306 1036 1362 1154 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.7 0.0 34.0 32.6 0.0 0.0 4.2 0.0 3.5 3.6 3.5 3.9 Incr Delay (d2), s/veh 1.8 0.0 1.7 1.6 0.0 0.0 0.4 0.0 0.1 0.0 0.1 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.1 0.0 3.0 1.5 0.0 0.0 0.7 0.0 0.3 0.0 0.5 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 37.6 0.0 35.7 34.2 0.0 0.0 4.6 0.0 3.5 3.6 3.6 4.4 LnGrp LOS D A D C A A A A A A A A Approach Vol, veh/h 291 77 194 347 Approach Delay, s/veh 36.6 34.2 4.3 4.1 Approach LOS D C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 70.0 20.0 70.0 20.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 43.5 37.5 43.5 37.5 Max Q Clear Time (g_c+I1), s 7.0 14.2 6.5 14.7 Green Ext Time (p_c), s 1.0 1.3 1.5 0.3 Intersection Summary HCM 6th Ctrl Delay 17.1 HCM 6th LOS B Timings 2022 Existing PM 7: Turnberry Road & Country Club Road 05/03/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)205 57 149 19 29 163 69 64 147 Future Volume (vph)205 57 149 19 29 163 69 64 147 Turn Type Perm NA Perm Perm NA Perm NA NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)50.0 50.0 50.0 50.0 50.0 40.0 40.0 40.0 40.0 Total Split (%)55.6% 55.6% 55.6% 55.6% 55.6% 44.4% 44.4% 44.4% 44.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)24.7 24.7 24.7 56.3 56.3 56.3 56.3 Actuated g/C Ratio 0.27 0.27 0.27 0.63 0.63 0.63 0.63 v/c Ratio 0.73 0.29 0.12 0.21 0.09 0.06 0.15 Control Delay 40.1 6.5 21.9 9.8 7.1 9.0 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.1 6.5 21.9 9.8 7.1 9.0 2.2 LOS D A C A A A A Approach Delay 27.9 21.9 8.8 4.3 Approach LOS C C A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.73 Intersection Signal Delay: 16.9 Intersection LOS: B Intersection Capacity Utilization 44.2%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2022 Existing PM 7: Turnberry Road & Country Club Road 05/03/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)205 57 149 19 29 0 163 69 27 0 64 147 Future Volume (veh/h)205 57 149 19 29 0 163 69 27 0 64 147 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 216 60 157 20 31 0 172 73 28 0 67 155 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 324 70 556 82 105 0 697 707 271 80 1028 871 Arrive On Green 0.35 0.35 0.35 0.35 0.35 0.00 0.55 0.55 0.55 0.00 0.55 0.55 Sat Flow, veh/h 719 200 1585 74 299 0 1159 1288 494 1294 1870 1585 Grp Volume(v), veh/h 276 0 157 51 0 0 172 0 101 0 67 155 Grp Sat Flow(s),veh/h/ln 919 0 1585 373 0 0 1159 0 1781 1294 1870 1585 Q Serve(g_s), s 0.0 0.0 6.4 0.9 0.0 0.0 7.3 0.0 2.4 0.0 1.5 4.4 Cycle Q Clear(g_c), s 27.6 0.0 6.4 28.5 0.0 0.0 8.8 0.0 2.4 0.0 1.5 4.4 Prop In Lane 0.78 1.00 0.39 0.00 1.00 0.28 1.00 1.00 Lane Grp Cap(c), veh/h 394 0 556 186 0 0 697 0 979 80 1028 871 V/C Ratio(X)0.70 0.00 0.28 0.27 0.00 0.00 0.25 0.00 0.10 0.00 0.07 0.18 Avail Cap(c_a), veh/h 620 0 801 421 0 0 697 0 979 80 1028 871 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 27.9 0.0 21.1 23.0 0.0 0.0 11.5 0.0 9.7 0.0 9.5 10.1 Incr Delay (d2), s/veh 2.3 0.0 0.3 0.8 0.0 0.0 0.8 0.0 0.2 0.0 0.1 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.7 0.0 2.4 0.7 0.0 0.0 1.9 0.0 1.0 0.0 0.6 1.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.2 0.0 21.3 23.7 0.0 0.0 12.4 0.0 9.9 0.0 9.6 10.6 LnGrp LOS C A C C A A B A A A A B Approach Vol, veh/h 433 51 273 222 Approach Delay, s/veh 27.0 23.7 11.5 10.3 Approach LOS C C B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 53.9 36.1 53.9 36.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 35.5 45.5 35.5 45.5 Max Q Clear Time (g_c+I1), s 10.8 29.6 6.4 30.5 Green Ext Time (p_c), s 1.2 2.0 0.9 0.1 Intersection Summary HCM 6th Ctrl Delay 18.7 HCM 6th LOS B Timings 2027 Background AM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)142 33 146 28 49 125 83 3 173 320 Future Volume (vph)142 33 146 28 49 125 83 3 173 320 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 6 Detector Phase 4 4 4 8 8 2 2 6 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)42.0 42.0 42.0 42.0 42.0 48.0 48.0 48.0 48.0 48.0 Total Split (%)46.7% 46.7% 46.7% 46.7% 46.7% 53.3% 53.3% 53.3% 53.3% 53.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max C-Max Act Effct Green (s)18.8 18.8 18.8 62.2 62.2 62.2 62.2 62.2 Actuated g/C Ratio 0.21 0.21 0.21 0.69 0.69 0.69 0.69 0.69 v/c Ratio 0.68 0.35 0.26 0.17 0.09 0.00 0.15 0.30 Control Delay 44.1 6.5 29.5 6.7 5.4 6.3 6.2 1.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.1 6.5 29.5 6.7 5.4 6.3 6.2 1.5 LOS D A C A A A A A Approach Delay 27.0 29.5 6.1 3.2 Approach LOS C C A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 12.4 Intersection LOS: B Intersection Capacity Utilization 43.5%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Background AM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)142 33 146 28 49 0 125 83 15 3 173 320 Future Volume (veh/h)142 33 146 28 49 0 125 83 15 3 173 320 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 158 37 162 31 54 0 139 92 17 3 192 356 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 260 48 414 76 110 0 593 981 181 871 1195 1013 Arrive On Green 0.26 0.26 0.26 0.26 0.26 0.00 0.64 0.64 0.64 0.64 0.64 0.64 Sat Flow, veh/h 719 185 1585 83 421 0 859 1536 284 1284 1870 1585 Grp Volume(v), veh/h 195 0 162 85 0 0 139 0 109 3 192 356 Grp Sat Flow(s),veh/h/ln 904 0 1585 504 0 0 859 0 1819 1284 1870 1585 Q Serve(g_s), s 0.0 0.0 7.6 1.0 0.0 0.0 7.0 0.0 2.1 0.1 3.7 9.4 Cycle Q Clear(g_c), s 20.0 0.0 7.6 21.0 0.0 0.0 10.7 0.0 2.1 2.2 3.7 9.4 Prop In Lane 0.81 1.00 0.36 0.00 1.00 0.16 1.00 1.00 Lane Grp Cap(c), veh/h 309 0 414 186 0 0 593 0 1162 871 1195 1013 V/C Ratio(X)0.63 0.00 0.39 0.46 0.00 0.00 0.23 0.00 0.09 0.00 0.16 0.35 Avail Cap(c_a), veh/h 530 0 660 426 0 0 593 0 1162 871 1195 1013 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.8 0.0 27.4 27.4 0.0 0.0 8.7 0.0 6.2 6.7 6.5 7.6 Incr Delay (d2), s/veh 2.1 0.0 0.6 1.7 0.0 0.0 0.9 0.0 0.2 0.0 0.3 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.1 0.0 2.9 1.5 0.0 0.0 1.3 0.0 0.8 0.0 1.4 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.0 0.0 28.0 29.1 0.0 0.0 9.6 0.0 6.4 6.7 6.8 8.5 LnGrp LOS C A C C A A A A A A A A Approach Vol, veh/h 357 85 248 551 Approach Delay, s/veh 31.3 29.1 8.2 7.9 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 62.0 28.0 62.0 28.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 43.5 37.5 43.5 37.5 Max Q Clear Time (g_c+I1), s 12.7 22.0 11.4 23.0 Green Ext Time (p_c), s 1.5 1.5 2.5 0.3 Intersection Summary HCM 6th Ctrl Delay 16.1 HCM 6th LOS B Timings 2027 Background PM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)311 63 165 21 32 180 154 5 125 214 Future Volume (vph)311 63 165 21 32 180 154 5 125 214 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 6 Detector Phase 4 4 4 8 8 2 2 6 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)50.0 50.0 50.0 50.0 50.0 40.0 40.0 40.0 40.0 40.0 Total Split (%)55.6% 55.6% 55.6% 55.6% 55.6% 44.4% 44.4% 44.4% 44.4% 44.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max C-Max Act Effct Green (s)33.4 33.4 33.4 47.6 47.6 47.6 47.6 47.6 Actuated g/C Ratio 0.37 0.37 0.37 0.53 0.53 0.53 0.53 0.53 v/c Ratio 0.79 0.27 0.10 0.29 0.20 0.01 0.13 0.24 Control Delay 35.8 7.6 15.8 15.7 13.2 14.4 13.7 3.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.8 7.6 15.8 15.7 13.2 14.4 13.7 3.1 LOS D A B B B B B A Approach Delay 27.2 15.8 14.5 7.1 Approach LOS C B B A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Capacity Utilization 55.0%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Background PM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)311 63 165 21 32 0 180 154 30 5 125 214 Future Volume (veh/h)311 63 165 21 32 0 180 154 30 5 125 214 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 327 66 174 22 34 0 189 162 32 5 132 225 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 426 71 792 79 100 0 443 607 120 471 749 634 Arrive On Green 0.50 0.50 0.50 0.50 0.50 0.00 0.40 0.40 0.40 0.40 0.40 0.40 Sat Flow, veh/h 705 142 1585 46 200 0 1024 1517 300 1189 1870 1585 Grp Volume(v), veh/h 393 0 174 56 0 0 189 0 194 5 132 225 Grp Sat Flow(s),veh/h/ln 848 0 1585 246 0 0 1024 0 1816 1189 1870 1585 Q Serve(g_s), s 0.0 0.0 5.6 1.5 0.0 0.0 13.1 0.0 6.5 0.3 4.1 8.9 Cycle Q Clear(g_c), s 41.4 0.0 5.6 42.9 0.0 0.0 17.2 0.0 6.5 6.7 4.1 8.9 Prop In Lane 0.83 1.00 0.39 0.00 1.00 0.16 1.00 1.00 Lane Grp Cap(c), veh/h 497 0 792 179 0 0 443 0 727 471 749 634 V/C Ratio(X)0.79 0.00 0.22 0.31 0.00 0.00 0.43 0.00 0.27 0.01 0.18 0.35 Avail Cap(c_a), veh/h 505 0 801 187 0 0 443 0 727 471 749 634 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.6 0.0 12.6 20.1 0.0 0.0 23.0 0.0 18.1 20.4 17.4 18.9 Incr Delay (d2), s/veh 8.2 0.0 0.1 1.0 0.0 0.0 3.0 0.0 0.9 0.0 0.5 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.4 0.0 1.9 0.6 0.0 0.0 3.4 0.0 2.8 0.1 1.8 3.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.8 0.0 12.8 21.1 0.0 0.0 25.9 0.0 19.0 20.4 17.9 20.4 LnGrp LOS C A B C A A C A B C B C Approach Vol, veh/h 567 56 383 362 Approach Delay, s/veh 24.6 21.1 22.4 19.5 Approach LOS C C C B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.5 49.5 40.5 49.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 35.5 45.5 35.5 45.5 Max Q Clear Time (g_c+I1), s 19.2 43.4 10.9 44.9 Green Ext Time (p_c), s 1.8 0.7 1.5 0.0 Intersection Summary HCM 6th Ctrl Delay 22.5 HCM 6th LOS C Timings 2027 Total AM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)142 33 179 28 49 174 90 3 178 320 Future Volume (vph)142 33 179 28 49 174 90 3 178 320 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 6 Detector Phase 4 4 4 8 8 2 2 6 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)42.0 42.0 42.0 42.0 42.0 48.0 48.0 48.0 48.0 48.0 Total Split (%)46.7% 46.7% 46.7% 46.7% 46.7% 53.3% 53.3% 53.3% 53.3% 53.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max C-Max Act Effct Green (s)19.0 19.0 19.0 62.0 62.0 62.0 62.0 62.0 Actuated g/C Ratio 0.21 0.21 0.21 0.69 0.69 0.69 0.69 0.69 v/c Ratio 0.68 0.41 0.26 0.24 0.09 0.00 0.15 0.30 Control Delay 43.5 6.4 29.3 7.3 5.5 6.7 6.3 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.5 6.4 29.3 7.3 5.5 6.7 6.3 1.6 LOS D A C A A A A A Approach Delay 24.8 29.3 6.6 3.3 Approach LOS C C A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 12.0 Intersection LOS: B Intersection Capacity Utilization 46.5%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Total AM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)142 33 179 28 49 0 174 90 15 3 178 320 Future Volume (veh/h)142 33 179 28 49 0 174 90 15 3 178 320 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 158 37 199 31 54 0 193 100 17 3 198 356 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 261 49 415 77 111 0 588 994 169 862 1193 1011 Arrive On Green 0.26 0.26 0.26 0.26 0.26 0.00 0.64 0.64 0.64 0.64 0.64 0.64 Sat Flow, veh/h 721 187 1585 85 423 0 854 1558 265 1275 1870 1585 Grp Volume(v), veh/h 195 0 199 85 0 0 193 0 117 3 198 356 Grp Sat Flow(s),veh/h/ln 908 0 1585 508 0 0 854 0 1823 1275 1870 1585 Q Serve(g_s), s 0.0 0.0 9.5 1.0 0.0 0.0 10.6 0.0 2.2 0.1 3.9 9.4 Cycle Q Clear(g_c), s 20.0 0.0 9.5 21.0 0.0 0.0 14.5 0.0 2.2 2.3 3.9 9.4 Prop In Lane 0.81 1.00 0.36 0.00 1.00 0.15 1.00 1.00 Lane Grp Cap(c), veh/h 310 0 415 188 0 0 588 0 1163 862 1193 1011 V/C Ratio(X)0.63 0.00 0.48 0.45 0.00 0.00 0.33 0.00 0.10 0.00 0.17 0.35 Avail Cap(c_a), veh/h 531 0 660 422 0 0 588 0 1163 862 1193 1011 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.7 0.0 28.0 27.3 0.0 0.0 9.5 0.0 6.3 6.8 6.6 7.6 Incr Delay (d2), s/veh 2.1 0.0 0.9 1.7 0.0 0.0 1.5 0.0 0.2 0.0 0.3 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.1 0.0 3.6 1.5 0.0 0.0 2.0 0.0 0.8 0.0 1.5 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.8 0.0 28.9 29.0 0.0 0.0 11.0 0.0 6.5 6.8 6.9 8.6 LnGrp LOS C A C C A A B A A A A A Approach Vol, veh/h 394 85 310 557 Approach Delay, s/veh 31.3 29.0 9.3 8.0 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 61.9 28.1 61.9 28.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 43.5 37.5 43.5 37.5 Max Q Clear Time (g_c+I1), s 16.5 22.0 11.4 23.0 Green Ext Time (p_c), s 1.9 1.6 2.6 0.3 Intersection Summary HCM 6th Ctrl Delay 16.4 HCM 6th LOS B Timings 2027 Total PM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)311 63 227 21 32 231 162 5 134 214 Future Volume (vph)311 63 227 21 32 231 162 5 134 214 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 6 Detector Phase 4 4 4 8 8 2 2 6 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)50.0 50.0 50.0 50.0 50.0 40.0 40.0 40.0 40.0 40.0 Total Split (%)55.6% 55.6% 55.6% 55.6% 55.6% 44.4% 44.4% 44.4% 44.4% 44.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max C-Max Act Effct Green (s)33.6 33.6 33.6 47.4 47.4 47.4 47.4 47.4 Actuated g/C Ratio 0.37 0.37 0.37 0.53 0.53 0.53 0.53 0.53 v/c Ratio 0.78 0.35 0.10 0.37 0.21 0.01 0.14 0.24 Control Delay 35.3 7.9 15.6 17.1 13.5 14.4 13.8 3.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.3 7.9 15.6 17.1 13.5 14.4 13.8 3.1 LOS D A B B B B B A Approach Delay 24.9 15.6 15.5 7.3 Approach LOS C B B A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 17.4 Intersection LOS: B Intersection Capacity Utilization 58.3%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Total PM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)311 63 227 21 32 0 231 162 30 5 134 214 Future Volume (veh/h)311 63 227 21 32 0 231 162 30 5 134 214 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 327 66 239 22 34 0 243 171 32 5 141 225 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 426 71 793 78 99 0 437 613 115 463 748 634 Arrive On Green 0.50 0.50 0.50 0.50 0.50 0.00 0.40 0.40 0.40 0.40 0.40 0.40 Sat Flow, veh/h 705 142 1585 45 198 0 1016 1532 287 1179 1870 1585 Grp Volume(v), veh/h 393 0 239 56 0 0 243 0 203 5 141 225 Grp Sat Flow(s),veh/h/ln 848 0 1585 244 0 0 1016 0 1819 1179 1870 1585 Q Serve(g_s), s 0.0 0.0 8.0 1.5 0.0 0.0 18.4 0.0 6.8 0.3 4.4 8.9 Cycle Q Clear(g_c), s 41.4 0.0 8.0 43.0 0.0 0.0 22.8 0.0 6.8 7.0 4.4 8.9 Prop In Lane 0.83 1.00 0.39 0.00 1.00 0.16 1.00 1.00 Lane Grp Cap(c), veh/h 497 0 793 178 0 0 437 0 727 463 748 634 V/C Ratio(X)0.79 0.00 0.30 0.32 0.00 0.00 0.56 0.00 0.28 0.01 0.19 0.35 Avail Cap(c_a), veh/h 505 0 801 186 0 0 437 0 727 463 748 634 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.6 0.0 13.2 20.1 0.0 0.0 24.9 0.0 18.2 20.6 17.5 18.9 Incr Delay (d2), s/veh 8.2 0.0 0.2 1.0 0.0 0.0 5.0 0.0 1.0 0.0 0.6 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.4 0.0 2.7 0.6 0.0 0.0 4.9 0.0 3.0 0.1 2.0 3.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.8 0.0 13.5 21.1 0.0 0.0 29.9 0.0 19.2 20.6 18.1 20.4 LnGrp LOS C A B C A A C A B C B C Approach Vol, veh/h 632 56 446 371 Approach Delay, s/veh 23.6 21.1 25.0 19.5 Approach LOS C C C B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.5 49.5 40.5 49.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 35.5 45.5 35.5 45.5 Max Q Clear Time (g_c+I1), s 24.8 43.4 10.9 45.0 Green Ext Time (p_c), s 1.8 0.7 1.6 0.0 Intersection Summary HCM 6th Ctrl Delay 22.9 HCM 6th LOS C HCM 6th AWSC 2022 Existing AM 8: Mountain Vista Drive & Turnberry Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 9.3 Intersection LOS A Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 9 26 2 96 269 4 Future Vol, veh/h 9 26 2 96 269 4 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 10 29 2 105 296 4 Number of Lanes 0 1 1 0 1 0 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 1 1 0 Conflicting Approach Left SB WB Conflicting Lanes Left 1 0 1 Conflicting Approach Right SB EB Conflicting Lanes Right 0 1 1 HCM Control Delay 8.1 7.7 10 HCM LOS A A A Lane EBLn1 WBLn1 SBLn1 Vol Left, %26%0%99% Vol Thru, %74%2%0% Vol Right, %0%98%1% Sign Control Stop Stop Stop Traffic Vol by Lane 35 98 273 LT Vol 9 0 269 Through Vol 26 2 0 RT Vol 0 96 4 Lane Flow Rate 38 108 300 Geometry Grp 1 1 1 Degree of Util (X)0.051 0.123 0.364 Departure Headway (Hd)4.82 4.108 4.374 Convergence, Y/N Yes Yes Yes Cap 747 878 813 Service Time 2.826 2.11 2.458 HCM Lane V/C Ratio 0.051 0.123 0.369 HCM Control Delay 8.1 7.7 10 HCM Lane LOS A A A HCM 95th-tile Q 0.2 0.4 1.7 HCM 6th AWSC 2022 Existing PM 8: Mountain Vista Drive & Turnberry Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 8.8 Intersection LOS A Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 5 8 22 231 163 15 Future Vol, veh/h 5 8 22 231 163 15 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 5 9 24 248 175 16 Number of Lanes 0 1 1 0 1 0 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 1 1 0 Conflicting Approach Left SB WB Conflicting Lanes Left 1 0 1 Conflicting Approach Right SB EB Conflicting Lanes Right 0 1 1 HCM Control Delay 7.9 8.5 9.2 HCM LOS A A A Lane EBLn1 WBLn1 SBLn1 Vol Left, %38%0%92% Vol Thru, %62%9%0% Vol Right, %0%91%8% Sign Control Stop Stop Stop Traffic Vol by Lane 13 253 178 LT Vol 5 0 163 Through Vol 8 22 0 RT Vol 0 231 15 Lane Flow Rate 14 272 191 Geometry Grp 1 1 1 Degree of Util (X)0.018 0.293 0.248 Departure Headway (Hd)4.753 3.878 4.671 Convergence, Y/N Yes Yes Yes Cap 754 930 773 Service Time 2.776 1.89 2.671 HCM Lane V/C Ratio 0.019 0.292 0.247 HCM Control Delay 7.9 8.5 9.2 HCM Lane LOS A A A HCM 95th-tile Q 0.1 1.2 1 HCM 6th AWSC 2027 Background AM 8: Mountain Vista Drive & Turnberry Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 11.2 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 10 29 2 137 368 4 Future Vol, veh/h 10 29 2 137 368 4 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 32 2 151 404 4 Number of Lanes 0 1 1 0 1 0 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 1 1 0 Conflicting Approach Left SB WB Conflicting Lanes Left 1 0 1 Conflicting Approach Right SB EB Conflicting Lanes Right 0 1 1 HCM Control Delay 8.6 8.4 12.5 HCM LOS A A B Lane EBLn1 WBLn1 SBLn1 Vol Left, %26%0%99% Vol Thru, %74%1%0% Vol Right, %0%99%1% Sign Control Stop Stop Stop Traffic Vol by Lane 39 139 372 LT Vol 10 0 368 Through Vol 29 2 0 RT Vol 0 137 4 Lane Flow Rate 43 153 409 Geometry Grp 1 1 1 Degree of Util (X)0.062 0.187 0.519 Departure Headway (Hd)5.169 4.398 4.572 Convergence, Y/N Yes Yes Yes Cap 692 816 789 Service Time 3.207 2.426 2.605 HCM Lane V/C Ratio 0.062 0.188 0.518 HCM Control Delay 8.6 8.4 12.5 HCM Lane LOS A A B HCM 95th-tile Q 0.2 0.7 3 HCM 6th AWSC 2027 Background PM 8: Mountain Vista Drive & Turnberry Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 10.5 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 6 9 24 333 234 17 Future Vol, veh/h 6 9 24 333 234 17 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 6 10 26 358 252 18 Number of Lanes 0 1 1 0 1 0 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 1 1 0 Conflicting Approach Left SB WB Conflicting Lanes Left 1 0 1 Conflicting Approach Right SB EB Conflicting Lanes Right 0 1 1 HCM Control Delay 8.3 10.3 10.9 HCM LOS A B B Lane EBLn1 WBLn1 SBLn1 Vol Left, %40%0%93% Vol Thru, %60%7%0% Vol Right, %0%93%7% Sign Control Stop Stop Stop Traffic Vol by Lane 15 357 251 LT Vol 6 0 234 Through Vol 9 24 0 RT Vol 0 333 17 Lane Flow Rate 16 384 270 Geometry Grp 1 1 1 Degree of Util (X)0.023 0.437 0.369 Departure Headway (Hd)5.126 4.098 4.921 Convergence, Y/N Yes Yes Yes Cap 696 879 729 Service Time 3.176 2.121 2.973 HCM Lane V/C Ratio 0.023 0.437 0.37 HCM Control Delay 8.3 10.3 10.9 HCM Lane LOS A B B HCM 95th-tile Q 0.1 2.2 1.7 HCM 6th AWSC 2027 Total AM 8: Mountain Vista Drive & Turnberry Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 11.9 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 10 29 2 171 392 4 Future Vol, veh/h 10 29 2 171 392 4 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 32 2 188 431 4 Number of Lanes 0 1 1 0 1 0 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 1 1 0 Conflicting Approach Left SB WB Conflicting Lanes Left 1 0 1 Conflicting Approach Right SB EB Conflicting Lanes Right 0 1 1 HCM Control Delay 8.7 8.9 13.6 HCM LOS A A B Lane EBLn1 WBLn1 SBLn1 Vol Left, %26%0%99% Vol Thru, %74%1%0% Vol Right, %0%99%1% Sign Control Stop Stop Stop Traffic Vol by Lane 39 173 396 LT Vol 10 0 392 Through Vol 29 2 0 RT Vol 0 171 4 Lane Flow Rate 43 190 435 Geometry Grp 1 1 1 Degree of Util (X)0.063 0.236 0.563 Departure Headway (Hd)5.299 4.476 4.661 Convergence, Y/N Yes Yes Yes Cap 674 800 770 Service Time 3.35 2.512 2.701 HCM Lane V/C Ratio 0.064 0.237 0.565 HCM Control Delay 8.7 8.9 13.6 HCM Lane LOS A A B HCM 95th-tile Q 0.2 0.9 3.6 HCM 6th AWSC 2027 Total PM 8: Mountain Vista Drive & Turnberry Road 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 11.7 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 6 9 24 371 279 17 Future Vol, veh/h 6 9 24 371 279 17 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 6 10 26 399 300 18 Number of Lanes 0 1 1 0 1 0 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 1 1 0 Conflicting Approach Left SB WB Conflicting Lanes Left 1 0 1 Conflicting Approach Right SB EB Conflicting Lanes Right 0 1 1 HCM Control Delay 8.5 11.5 12.1 HCM LOS A B B Lane EBLn1 WBLn1 SBLn1 Vol Left, %40%0%94% Vol Thru, %60%6%0% Vol Right, %0%94%6% Sign Control Stop Stop Stop Traffic Vol by Lane 15 395 296 LT Vol 6 0 279 Through Vol 9 24 0 RT Vol 0 371 17 Lane Flow Rate 16 425 318 Geometry Grp 1 1 1 Degree of Util (X)0.024 0.5 0.445 Departure Headway (Hd)5.334 4.234 5.034 Convergence, Y/N Yes Yes Yes Cap 666 849 710 Service Time 3.404 2.268 3.105 HCM Lane V/C Ratio 0.024 0.501 0.448 HCM Control Delay 8.5 11.5 12.1 HCM Lane LOS A B B HCM 95th-tile Q 0.1 2.8 2.3 HCM 6th TWSC 2022 Existing AM 9: Timberline Road & Mountain Vista Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 6.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 163 118 206 91 68 108 Future Vol, veh/h 163 118 206 91 68 108 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 170 123 215 95 71 113 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 293 0 757 232 Stage 1 ---- 232 - Stage 2 ---- 525 - Critical Hdwy -- 4.12 - 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy -- 2.218 - 3.518 3.318 Pot Cap-1 Maneuver -- 1269 - 375 807 Stage 1 ---- 807 - Stage 2 ---- 593 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1269 - 308 807 Mov Cap-2 Maneuver ---- 308 - Stage 1 ---- 807 - Stage 2 ---- 487 - Approach EB WB NB HCM Control Delay, s 0 5.8 16.5 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)496 -- 1269 - HCM Lane V/C Ratio 0.37 -- 0.169 - HCM Control Delay (s)16.5 -- 8.4 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)1.7 -- 0.6 - HCM 6th TWSC 2022 Existing PM 9: Timberline Road & Mountain Vista Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 7.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 120 91 152 175 106 173 Future Vol, veh/h 120 91 152 175 106 173 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 126 96 160 184 112 182 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 222 0 678 174 Stage 1 ---- 174 - Stage 2 ---- 504 - Critical Hdwy -- 4.12 - 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy -- 2.218 - 3.518 3.318 Pot Cap-1 Maneuver -- 1347 - 418 869 Stage 1 ---- 856 - Stage 2 ---- 607 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1347 - 363 869 Mov Cap-2 Maneuver ---- 363 - Stage 1 ---- 856 - Stage 2 ---- 527 - Approach EB WB NB HCM Control Delay, s 0 3.7 17.9 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)568 -- 1347 - HCM Lane V/C Ratio 0.517 -- 0.119 - HCM Control Delay (s)17.9 --8 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)3 -- 0.4 - HCM 6th TWSC 2027 Background AM 9: Timberline Road & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 9.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 226 157 235 116 96 141 Future Vol, veh/h 226 157 235 116 96 141 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 235 164 245 121 100 147 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 399 0 928 317 Stage 1 ---- 317 - Stage 2 ---- 611 - Critical Hdwy -- 4.12 - 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy -- 2.218 - 3.518 3.318 Pot Cap-1 Maneuver -- 1160 - 297 724 Stage 1 ---- 738 - Stage 2 ---- 542 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1160 - 230 724 Mov Cap-2 Maneuver ---- 230 - Stage 1 ---- 738 - Stage 2 ---- 420 - Approach EB WB NB HCM Control Delay, s 0 6 29.3 HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)387 -- 1160 - HCM Lane V/C Ratio 0.638 -- 0.211 - HCM Control Delay (s)29.3 -- 8.9 0 HCM Lane LOS D --A A HCM 95th %tile Q(veh)4.3 -- 0.8 - HCM 6th TWSC 2027 Background PM 9: Timberline Road & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 19.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 163 128 195 242 150 205 Future Vol, veh/h 163 128 195 242 150 205 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 172 135 205 255 158 216 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 307 0 905 240 Stage 1 ---- 240 - Stage 2 ---- 665 - Critical Hdwy -- 4.12 - 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy -- 2.218 - 3.518 3.318 Pot Cap-1 Maneuver -- 1254 - 307 799 Stage 1 ---- 800 - Stage 2 ---- 511 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1254 - 249 799 Mov Cap-2 Maneuver ---- 249 - Stage 1 ---- 800 - Stage 2 ---- 414 - Approach EB WB NB HCM Control Delay, s 0 3.8 55.6 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)413 -- 1254 - HCM Lane V/C Ratio 0.905 -- 0.164 - HCM Control Delay (s)55.6 -- 8.4 0 HCM Lane LOS F --A A HCM 95th %tile Q(veh)9.6 -- 0.6 - HCM 6th Roundabout 2027 Total AM 9: Timberline Road & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 9.3 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 445 464 348 224 Demand Flow Rate, veh/h 453 474 355 229 Vehicles Circulating, veh/h 500 214 359 549 Vehicles Exiting, veh/h 278 500 594 139 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 12.4 7.9 7.9 8.0 Approach LOS B A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 453 474 355 229 Cap Entry Lane, veh/h 829 1109 957 788 Entry HV Adj Factor 0.982 0.979 0.981 0.979 Flow Entry, veh/h 445 464 348 224 Cap Entry, veh/h 814 1086 939 772 V/C Ratio 0.547 0.427 0.371 0.291 Control Delay, s/veh 12.4 7.9 7.9 8.0 LOS B A A A 95th %tile Queue, veh 3 2 2 1 HCM 6th Roundabout 2027 Total PM 9: Timberline Road & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 12.2 Intersection LOS B Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 363 622 580 203 Demand Flow Rate, veh/h 371 634 592 206 Vehicles Circulating, veh/h 441 386 302 756 Vehicles Exiting, veh/h 521 508 510 264 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 9.3 15.3 11.5 10.1 Approach LOS A C B B Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 371 634 592 206 Cap Entry Lane, veh/h 880 931 1014 638 Entry HV Adj Factor 0.979 0.981 0.979 0.984 Flow Entry, veh/h 363 622 580 203 Cap Entry, veh/h 861 913 993 628 V/C Ratio 0.422 0.681 0.584 0.323 Control Delay, s/veh 9.3 15.3 11.5 10.1 LOS A C B B 95th %tile Queue, veh 2 6 4 1 HCM 6th TWSC 2022 Existing AM 10: Mountain Vista Drive & Giddings Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 7.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 58 205 142 63 151 157 Future Vol, veh/h 58 205 142 63 151 157 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 62 218 151 67 161 167 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 218 0 -0 527 185 Stage 1 ---- 185 - Stage 2 ---- 342 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1352 --- 512 857 Stage 1 ---- 847 - Stage 2 ---- 719 - Platoon blocked, %--- Mov Cap-1 Maneuver 1352 --- 485 857 Mov Cap-2 Maneuver ---- 485 - Stage 1 ---- 803 - Stage 2 ---- 719 - Approach EB WB SB HCM Control Delay, s 1.7 0 17 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1352 --- 623 HCM Lane V/C Ratio 0.046 --- 0.526 HCM Control Delay (s)7.8 0 -- 17 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0.1 --- 3.1 HCM 6th TWSC 2022 Existing PM 10: Mountain Vista Drive & Giddings Road 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 5.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 137 159 216 118 78 103 Future Vol, veh/h 137 159 216 118 78 103 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 154 179 243 133 88 116 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 376 0 -0 797 310 Stage 1 ---- 310 - Stage 2 ---- 487 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1182 --- 356 730 Stage 1 ---- 744 - Stage 2 ---- 618 - Platoon blocked, %--- Mov Cap-1 Maneuver 1182 --- 304 730 Mov Cap-2 Maneuver ---- 304 - Stage 1 ---- 636 - Stage 2 ---- 618 - Approach EB WB SB HCM Control Delay, s 3.9 0 19.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1182 --- 455 HCM Lane V/C Ratio 0.13 --- 0.447 HCM Control Delay (s)8.5 0 -- 19.2 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0.4 --- 2.3 HCM 6th TWSC 2027 Background AM 10: Mountain Vista Drive & Giddings Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 6.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 64 294 181 70 167 173 Future Vol, veh/h 64 294 181 70 167 173 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 68 313 193 74 178 184 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 267 0 -0 679 230 Stage 1 ---- 230 - Stage 2 ---- 449 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1297 --- 417 809 Stage 1 ---- 808 - Stage 2 ---- 643 - Platoon blocked, %--- Mov Cap-1 Maneuver 1297 --- 395 809 Mov Cap-2 Maneuver ---- 561 - Stage 1 ---- 766 - Stage 2 ---- 643 - Approach EB WB SB HCM Control Delay, s 1.4 0 16.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1297 --- 665 HCM Lane V/C Ratio 0.052 --- 0.544 HCM Control Delay (s)7.9 --- 16.7 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0.2 --- 3.3 HCM 6th TWSC 2027 Background PM 10: Mountain Vista Drive & Giddings Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 151 221 314 130 86 114 Future Vol, veh/h 151 221 314 130 86 114 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 170 248 353 146 97 128 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 499 0 -0 1014 426 Stage 1 ---- 426 - Stage 2 ---- 588 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1065 --- 264 628 Stage 1 ---- 659 - Stage 2 ---- 555 - Platoon blocked, %--- Mov Cap-1 Maneuver 1065 --- 222 628 Mov Cap-2 Maneuver ---- 421 - Stage 1 ---- 554 - Stage 2 ---- 555 - Approach EB WB SB HCM Control Delay, s 3.7 0 17.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1065 --- 518 HCM Lane V/C Ratio 0.159 --- 0.434 HCM Control Delay (s)9 --- 17.2 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0.6 --- 2.2 HCM 6th TWSC 2027 Total AM 10: Mountain Vista Drive & Giddings Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 6.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 71 403 245 70 167 178 Future Vol, veh/h 71 403 245 70 167 178 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 76 429 261 74 178 189 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 335 0 -0 879 298 Stage 1 ---- 298 - Stage 2 ---- 581 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1224 --- 318 741 Stage 1 ---- 753 - Stage 2 ---- 559 - Platoon blocked, %--- Mov Cap-1 Maneuver 1224 --- 298 741 Mov Cap-2 Maneuver ---- 481 - Stage 1 ---- 706 - Stage 2 ---- 559 - Approach EB WB SB HCM Control Delay, s 1.2 0 20.8 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1224 --- 587 HCM Lane V/C Ratio 0.062 --- 0.625 HCM Control Delay (s)8.1 --- 20.8 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0.2 --- 4.3 HCM 6th TWSC 2027 Total PM 10: Mountain Vista Drive & Giddings Road 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 159 323 443 130 86 123 Future Vol, veh/h 159 323 443 130 86 123 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 0 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 179 363 498 146 97 138 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 644 0 -0 1292 571 Stage 1 ---- 571 - Stage 2 ---- 721 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 941 --- 180 520 Stage 1 ---- 565 - Stage 2 ---- 482 - Platoon blocked, %--- Mov Cap-1 Maneuver 941 --- 146 520 Mov Cap-2 Maneuver ---- 343 - Stage 1 ---- 458 - Stage 2 ---- 482 - Approach EB WB SB HCM Control Delay, s 3.2 0 23.1 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)941 --- 429 HCM Lane V/C Ratio 0.19 --- 0.547 HCM Control Delay (s)9.7 --- 23.1 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0.7 --- 3.2 HCM 6th TWSC 2022 Existing AM 11: Mountain Vista Drive & Busch Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 8 346 192 39 110 13 Future Vol, veh/h 8 346 192 39 110 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 8 364 202 41 116 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 243 0 -0 603 223 Stage 1 ---- 223 - Stage 2 ---- 380 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1323 --- 462 817 Stage 1 ---- 814 - Stage 2 ---- 691 - Platoon blocked, %--- Mov Cap-1 Maneuver 1323 --- 459 817 Mov Cap-2 Maneuver ---- 610 - Stage 1 ---- 809 - Stage 2 ---- 691 - Approach EB WB SB HCM Control Delay, s 0.2 0 12.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1323 --- 627 HCM Lane V/C Ratio 0.006 --- 0.206 HCM Control Delay (s)7.7 --- 12.2 HCM Lane LOS A ---B HCM 95th %tile Q(veh)0 --- 0.8 HCM 6th TWSC 2022 Existing PM 11: Mountain Vista Drive & Busch Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 7 232 302 59 75 12 Future Vol, veh/h 7 232 302 59 75 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 8 270 351 69 87 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 420 0 -0 672 386 Stage 1 ---- 386 - Stage 2 ---- 286 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1139 --- 421 662 Stage 1 ---- 687 - Stage 2 ---- 763 - Platoon blocked, %--- Mov Cap-1 Maneuver 1139 --- 418 662 Mov Cap-2 Maneuver ---- 585 - Stage 1 ---- 682 - Stage 2 ---- 763 - Approach EB WB SB HCM Control Delay, s 0.2 0 12.3 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1139 --- 595 HCM Lane V/C Ratio 0.007 --- 0.17 HCM Control Delay (s)8.2 --- 12.3 HCM Lane LOS A ---B HCM 95th %tile Q(veh)0 --- 0.6 HCM 6th TWSC 2027 Background AM 11: Mountain Vista Drive & Busch Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 9 450 236 43 121 14 Future Vol, veh/h 9 450 236 43 121 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 9 474 248 45 127 15 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 293 0 -0 763 271 Stage 1 ---- 271 - Stage 2 ---- 492 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1269 --- 372 768 Stage 1 ---- 775 - Stage 2 ---- 615 - Platoon blocked, %--- Mov Cap-1 Maneuver 1269 --- 369 768 Mov Cap-2 Maneuver ---- 540 - Stage 1 ---- 770 - Stage 2 ---- 615 - Approach EB WB SB HCM Control Delay, s 0.2 0 13.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1269 --- 557 HCM Lane V/C Ratio 0.007 --- 0.255 HCM Control Delay (s)7.9 --- 13.7 HCM Lane LOS A ---B HCM 95th %tile Q(veh)0 ---1 HCM 6th TWSC 2027 Background PM 11: Mountain Vista Drive & Busch Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 8 301 409 65 83 13 Future Vol, veh/h 8 301 409 65 83 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 9 350 476 76 97 15 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 552 0 -0 882 514 Stage 1 ---- 514 - Stage 2 ---- 368 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1018 --- 317 560 Stage 1 ---- 600 - Stage 2 ---- 700 - Platoon blocked, %--- Mov Cap-1 Maneuver 1018 --- 314 560 Mov Cap-2 Maneuver ---- 502 - Stage 1 ---- 595 - Stage 2 ---- 700 - Approach EB WB SB HCM Control Delay, s 0.2 0 14 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1018 --- 509 HCM Lane V/C Ratio 0.009 --- 0.219 HCM Control Delay (s)8.6 --- 14 HCM Lane LOS A ---B HCM 95th %tile Q(veh)0 --- 0.8 HCM 6th TWSC 2027 Total AM 11: Mountain Vista Drive & Busch Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 11 557 299 43 121 16 Future Vol, veh/h 11 557 299 43 121 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 12 586 315 45 127 17 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 360 0 -0 948 338 Stage 1 ---- 338 - Stage 2 ---- 610 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1199 --- 289 704 Stage 1 ---- 722 - Stage 2 ---- 542 - Platoon blocked, %--- Mov Cap-1 Maneuver 1199 --- 286 704 Mov Cap-2 Maneuver ---- 470 - Stage 1 ---- 715 - Stage 2 ---- 542 - Approach EB WB SB HCM Control Delay, s 0.2 0 15.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1199 --- 489 HCM Lane V/C Ratio 0.01 --- 0.295 HCM Control Delay (s)8 --- 15.4 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0 --- 1.2 HCM 6th TWSC 2027 Total PM 11: Mountain Vista Drive & Busch Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 10 400 535 65 83 16 Future Vol, veh/h 10 400 535 65 83 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 12 465 622 76 97 19 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 698 0 -0 1149 660 Stage 1 ---- 660 - Stage 2 ---- 489 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 898 --- 219 463 Stage 1 ---- 514 - Stage 2 ---- 616 - Platoon blocked, %--- Mov Cap-1 Maneuver 898 --- 216 463 Mov Cap-2 Maneuver ---- 416 - Stage 1 ---- 507 - Stage 2 ---- 616 - Approach EB WB SB HCM Control Delay, s 0.2 0 16.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)898 --- 423 HCM Lane V/C Ratio 0.013 --- 0.272 HCM Control Delay (s)9.1 --- 16.7 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0 --- 1.1 HCM 6th TWSC 2022 Existing AM 12: Mountain Vista Drive & I-25 SB Ramp 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 73 385 184 191 0 0 0 0 3 1 41 Future Vol, veh/h 0 73 385 184 191 0 0 0 0 3 1 41 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length -- 175 200 -------- Veh in Median Storage, # -0 --0 --0 --2 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 78 410 196 203 0 0 0 0 3 1 44 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 488 0 0 878 1083 203 Stage 1 ------595 595 - Stage 2 ------283 488 - Critical Hdwy --- 4.12 --6.42 6.52 6.22 Critical Hdwy Stg 1 ------5.42 5.52 - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy --- 2.218 --3.518 4.018 3.318 Pot Cap-1 Maneuver 0 -- 1075 -0 318 217 838 Stage 1 0 ----0 551 492 - Stage 2 0 ----0 765 550 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 1075 --260 0 838 Mov Cap-2 Maneuver ------380 0 - Stage 1 ------551 0 - Stage 2 ------626 0 - Approach EB WB SB HCM Control Delay, s 0 4.5 10 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 1075 - 774 HCM Lane V/C Ratio -- 0.182 - 0.062 HCM Control Delay (s)-- 9.1 - 10 HCM Lane LOS --A -B HCM 95th %tile Q(veh)-- 0.7 - 0.2 HCM 6th TWSC 2022 Existing PM 12: Mountain Vista Drive & I-25 SB Ramp 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 70 241 105 314 0 0 0 0 16 0 49 Future Vol, veh/h 0 70 241 105 314 0 0 0 0 16 0 49 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length -- 175 200 -------- Veh in Median Storage, # -0 --0 --0 --2 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 81 280 122 365 0 0 0 0 19 0 57 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 361 0 0 830 970 365 Stage 1 ------609 609 - Stage 2 ------221 361 - Critical Hdwy --- 4.12 --6.42 6.52 6.22 Critical Hdwy Stg 1 ------5.42 5.52 - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy --- 2.218 --3.518 4.018 3.318 Pot Cap-1 Maneuver 0 -- 1198 -0 340 253 680 Stage 1 0 ----0 543 485 - Stage 2 0 ----0 816 626 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 1198 --305 0 680 Mov Cap-2 Maneuver ------458 0 - Stage 1 ------543 0 - Stage 2 ------733 0 - Approach EB WB SB HCM Control Delay, s 0 2.1 11.8 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 1198 - 608 HCM Lane V/C Ratio -- 0.102 - 0.124 HCM Control Delay (s)-- 8.3 - 11.8 HCM Lane LOS --A -B HCM 95th %tile Q(veh)-- 0.3 - 0.4 HCM 6th TWSC 2027 Background AM 12: Mountain Vista Drive & I-25 SB Ramp 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 118 456 203 224 0 0 0 0 3 1 56 Future Vol, veh/h 0 118 456 203 224 0 0 0 0 3 1 56 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length -- 175 200 -------- Veh in Median Storage, # -0 --0 --0 --2 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 126 485 216 238 0 0 0 0 3 1 60 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 611 0 0 1039 1281 238 Stage 1 ------670 670 - Stage 2 ------369 611 - Critical Hdwy --- 4.12 --6.42 6.52 6.22 Critical Hdwy Stg 1 ------5.42 5.52 - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy --- 2.218 --3.518 4.018 3.318 Pot Cap-1 Maneuver 0 -- 968 -0 255 166 801 Stage 1 0 ----0 509 455 - Stage 2 0 ----0 699 484 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 968 --198 0 801 Mov Cap-2 Maneuver ------297 0 - Stage 1 ------509 0 - Stage 2 ------543 0 - Approach EB WB SB HCM Control Delay, s 0 4.7 10.3 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 968 - 737 HCM Lane V/C Ratio -- 0.223 - 0.087 HCM Control Delay (s)-- 9.8 - 10.3 HCM Lane LOS --A -B HCM 95th %tile Q(veh)-- 0.9 - 0.3 HCM 6th TWSC 2027 Background PM 12: Mountain Vista Drive & I-25 SB Ramp 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 101 286 116 389 0 0 0 0 18 0 89 Future Vol, veh/h 0 101 286 116 389 0 0 0 0 18 0 89 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length -- 175 200 -------- Veh in Median Storage, # -0 --0 --0 --2 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 117 333 135 452 0 0 0 0 21 0 103 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 450 0 0 1006 1172 452 Stage 1 ------722 722 - Stage 2 ------284 450 - Critical Hdwy --- 4.12 --6.42 6.52 6.22 Critical Hdwy Stg 1 ------5.42 5.52 - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy --- 2.218 --3.518 4.018 3.318 Pot Cap-1 Maneuver 0 -- 1110 -0 267 192 608 Stage 1 0 ----0 481 431 - Stage 2 0 ----0 764 572 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 1110 --234 0 608 Mov Cap-2 Maneuver ------393 0 - Stage 1 ------481 0 - Stage 2 ------671 0 - Approach EB WB SB HCM Control Delay, s 0 2 13.3 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 1110 - 557 HCM Lane V/C Ratio -- 0.122 - 0.223 HCM Control Delay (s)-- 8.7 - 13.3 HCM Lane LOS --A -B HCM 95th %tile Q(veh)-- 0.4 - 0.8 HCM 6th TWSC 2027 Total AM 12: Mountain Vista Drive & I-25 SB Ramp 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 151 529 203 277 0 0 0 0 3 1 66 Future Vol, veh/h 0 151 529 203 277 0 0 0 0 3 1 66 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length -- 175 200 -------- Veh in Median Storage, # -0 --0 --0 --2 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 161 563 216 295 0 0 0 0 3 1 70 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 724 0 0 1170 1451 295 Stage 1 ------727 727 - Stage 2 ------443 724 - Critical Hdwy --- 4.12 --6.42 6.52 6.22 Critical Hdwy Stg 1 ------5.42 5.52 - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy --- 2.218 --3.518 4.018 3.318 Pot Cap-1 Maneuver 0 -- 879 -0 213 131 744 Stage 1 0 ----0 478 429 - Stage 2 0 ----0 647 430 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 879 --161 0 744 Mov Cap-2 Maneuver ------249 0 - Stage 1 ------478 0 - Stage 2 ------488 0 - Approach EB WB SB HCM Control Delay, s 0 4.4 10.9 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 879 - 685 HCM Lane V/C Ratio -- 0.246 - 0.109 HCM Control Delay (s)-- 10.4 - 10.9 HCM Lane LOS --B -B HCM 95th %tile Q(veh)--1 - 0.4 HCM 6th TWSC 2027 Total PM 12: Mountain Vista Drive & I-25 SB Ramp 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 133 354 116 496 0 0 0 0 18 0 109 Future Vol, veh/h 0 133 354 116 496 0 0 0 0 18 0 109 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length -- 175 200 -------- Veh in Median Storage, # -0 --0 --0 --2 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 155 412 135 577 0 0 0 0 21 0 127 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 567 0 0 1208 1414 577 Stage 1 ------847 847 - Stage 2 ------361 567 - Critical Hdwy --- 4.12 --6.42 6.52 6.22 Critical Hdwy Stg 1 ------5.42 5.52 - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy --- 2.218 --3.518 4.018 3.318 Pot Cap-1 Maneuver 0 -- 1005 -0 202 138 516 Stage 1 0 ----0 420 378 - Stage 2 0 ----0 705 507 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 1005 --175 0 516 Mov Cap-2 Maneuver ------336 0 - Stage 1 ------420 0 - Stage 2 ------611 0 - Approach EB WB SB HCM Control Delay, s 0 1.7 15.8 HCM LOS C Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 1005 - 480 HCM Lane V/C Ratio -- 0.134 - 0.308 HCM Control Delay (s)-- 9.1 - 15.8 HCM Lane LOS --A -C HCM 95th %tile Q(veh)-- 0.5 - 1.3 HCM 6th TWSC 2022 Existing AM 13: I-25 NB Ramp & Mountain Vista Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 5.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 33 39 0 0 237 26 168 1 99 0 0 0 Future Vol, veh/h 33 39 0 0 237 26 168 1 99 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 200 ----------- Veh in Median Storage, # -0 --0 --2 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 41 0 0 249 27 177 1 104 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 276 0 ---0 374 387 41 Stage 1 ------ 111 111 - Stage 2 ------ 263 276 - Critical Hdwy 4.12 ----- 6.42 6.52 6.22 Critical Hdwy Stg 1 ------ 5.42 5.52 - Critical Hdwy Stg 2 ------ 5.42 5.52 - Follow-up Hdwy 2.218 ----- 3.518 4.018 3.318 Pot Cap-1 Maneuver 1287 -0 0 -- 627 547 1030 Stage 1 --0 0 -- 914 804 - Stage 2 --0 0 -- 781 682 - Platoon blocked, %--- Mov Cap-1 Maneuver 1287 ----- 610 0 1030 Mov Cap-2 Maneuver ------ 690 0 - Stage 1 ------ 889 0 - Stage 2 ------ 781 0 - Approach EB WB NB HCM Control Delay, s 3.6 0 12.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)786 1287 --- HCM Lane V/C Ratio 0.359 0.027 --- HCM Control Delay (s)12.1 7.9 --- HCM Lane LOS B A --- HCM 95th %tile Q(veh)1.6 0.1 --- HCM 6th TWSC 2022 Existing PM 13: I-25 NB Ramp & Mountain Vista Drive 05/03/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 10.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 31 63 0 0 144 20 267 1 219 0 0 0 Future Vol, veh/h 31 63 0 0 144 20 267 1 219 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 200 ----------- Veh in Median Storage, # -0 --0 --2 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 33 66 0 0 152 21 281 1 231 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 173 0 ---0 295 305 66 Stage 1 ------ 132 132 - Stage 2 ------ 163 173 - Critical Hdwy 4.12 ----- 6.42 6.52 6.22 Critical Hdwy Stg 1 ------ 5.42 5.52 - Critical Hdwy Stg 2 ------ 5.42 5.52 - Follow-up Hdwy 2.218 ----- 3.518 4.018 3.318 Pot Cap-1 Maneuver 1404 -0 0 -- 696 608 998 Stage 1 --0 0 -- 894 787 - Stage 2 --0 0 -- 866 756 - Platoon blocked, %--- Mov Cap-1 Maneuver 1404 ----- 679 0 998 Mov Cap-2 Maneuver ------ 753 0 - Stage 1 ------ 873 0 - Stage 2 ------ 866 0 - Approach EB WB NB HCM Control Delay, s 2.5 0 15.5 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)847 1404 --- HCM Lane V/C Ratio 0.605 0.023 --- HCM Control Delay (s)15.5 7.6 --- HCM Lane LOS C A --- HCM 95th %tile Q(veh)4.2 0.1 --- HCM 6th TWSC 2027 Background AM 13: I-25 NB Ramp & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 6.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 67 49 0 0 264 29 196 1 109 0 0 0 Future Vol, veh/h 67 49 0 0 264 29 196 1 109 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 200 ----------- Veh in Median Storage, # -0 --0 --2 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 71 52 0 0 278 31 206 1 115 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 309 0 ---0 488 503 52 Stage 1 ------ 194 194 - Stage 2 ------ 294 309 - Critical Hdwy 4.12 ----- 6.42 6.52 6.22 Critical Hdwy Stg 1 ------ 5.42 5.52 - Critical Hdwy Stg 2 ------ 5.42 5.52 - Follow-up Hdwy 2.218 ----- 3.518 4.018 3.318 Pot Cap-1 Maneuver 1252 -0 0 -- 539 471 1016 Stage 1 --0 0 -- 839 740 - Stage 2 --0 0 -- 756 660 - Platoon blocked, %--- Mov Cap-1 Maneuver 1252 ----- 508 0 1016 Mov Cap-2 Maneuver ------ 618 0 - Stage 1 ------ 791 0 - Stage 2 ------ 756 0 - Approach EB WB NB HCM Control Delay, s 4.6 0 14 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)719 1252 --- HCM Lane V/C Ratio 0.448 0.056 --- HCM Control Delay (s)14 8 --- HCM Lane LOS B A --- HCM 95th %tile Q(veh)2.3 0.2 --- HCM 6th TWSC 2027 Background PM 13: I-25 NB Ramp & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 54 74 0 0 166 22 330 1 242 0 0 0 Future Vol, veh/h 54 74 0 0 166 22 330 1 242 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 200 ----------- Veh in Median Storage, # -0 --0 --2 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 57 78 0 0 175 23 347 1 255 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 198 0 ---0 379 390 78 Stage 1 ------ 192 192 - Stage 2 ------ 187 198 - Critical Hdwy 4.12 ----- 6.42 6.52 6.22 Critical Hdwy Stg 1 ------ 5.42 5.52 - Critical Hdwy Stg 2 ------ 5.42 5.52 - Follow-up Hdwy 2.218 ----- 3.518 4.018 3.318 Pot Cap-1 Maneuver 1375 -0 0 -- 623 545 983 Stage 1 --0 0 -- 841 742 - Stage 2 --0 0 -- 845 737 - Platoon blocked, %--- Mov Cap-1 Maneuver 1375 ----- 597 0 983 Mov Cap-2 Maneuver ------ 693 0 - Stage 1 ------ 807 0 - Stage 2 ------ 845 0 - Approach EB WB NB HCM Control Delay, s 3.3 0 22.5 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)792 1375 --- HCM Lane V/C Ratio 0.762 0.041 --- HCM Control Delay (s)22.5 7.7 --- HCM Lane LOS C A --- HCM 95th %tile Q(veh)7.3 0.1 --- HCM 6th TWSC 2027 Total AM 13: I-25 NB Ramp & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 8.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 84 66 0 0 274 29 238 1 109 0 0 0 Future Vol, veh/h 84 66 0 0 274 29 238 1 109 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 200 ----------- Veh in Median Storage, # -0 --0 --2 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 88 69 0 0 288 31 251 1 115 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 319 0 ---0 549 564 69 Stage 1 ------ 245 245 - Stage 2 ------ 304 319 - Critical Hdwy 4.12 ----- 6.42 6.52 6.22 Critical Hdwy Stg 1 ------ 5.42 5.52 - Critical Hdwy Stg 2 ------ 5.42 5.52 - Follow-up Hdwy 2.218 ----- 3.518 4.018 3.318 Pot Cap-1 Maneuver 1241 -0 0 -- 497 435 994 Stage 1 --0 0 -- 796 703 - Stage 2 --0 0 -- 748 653 - Platoon blocked, %--- Mov Cap-1 Maneuver 1241 ----- 462 0 994 Mov Cap-2 Maneuver ------ 583 0 - Stage 1 ------ 739 0 - Stage 2 ------ 748 0 - Approach EB WB NB HCM Control Delay, s 4.5 0 16.7 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)670 1241 --- HCM Lane V/C Ratio 0.547 0.071 --- HCM Control Delay (s)16.7 8.1 --- HCM Lane LOS C A --- HCM 95th %tile Q(veh)3.3 0.2 --- HCM 6th TWSC 2027 Total PM 13: I-25 NB Ramp & Mountain Vista Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 29.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 70 90 0 0 186 22 416 1 242 0 0 0 Future Vol, veh/h 70 90 0 0 186 22 416 1 242 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 200 ----------- Veh in Median Storage, # -0 --0 --2 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 74 95 0 0 196 23 438 1 255 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 219 0 ---0 451 462 95 Stage 1 ------ 243 243 - Stage 2 ------ 208 219 - Critical Hdwy 4.12 ----- 6.42 6.52 6.22 Critical Hdwy Stg 1 ------ 5.42 5.52 - Critical Hdwy Stg 2 ------ 5.42 5.52 - Follow-up Hdwy 2.218 ----- 3.518 4.018 3.318 Pot Cap-1 Maneuver 1350 -0 0 -- 566 497 962 Stage 1 --0 0 -- 797 705 - Stage 2 --0 0 -- 827 722 - Platoon blocked, %--- Mov Cap-1 Maneuver 1350 ----- 535 0 962 Mov Cap-2 Maneuver ------ 646 0 - Stage 1 ------ 753 0 - Stage 2 ------ 827 0 - Approach EB WB NB HCM Control Delay, s 3.4 0 44.6 HCM LOS E Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)735 1350 --- HCM Lane V/C Ratio 0.944 0.055 --- HCM Control Delay (s)44.6 7.8 --- HCM Lane LOS E A --- HCM 95th %tile Q(veh)13.8 0.2 --- Timings 2022 Existing AM 14: Vine Drive & Lemay Avenue 05/03/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)1 155 67 221 20 6 42 16 Future Volume (vph)1 155 67 221 20 6 42 16 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)13.0 44.0 15.0 46.0 31.0 31.0 31.0 31.0 Total Split (%)14.4% 48.9% 16.7% 51.1% 34.4% 34.4% 34.4% 34.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)20.5 16.1 26.8 24.7 54.2 54.2 Actuated g/C Ratio 0.23 0.18 0.30 0.27 0.60 0.60 v/c Ratio 0.00 0.59 0.23 0.61 0.06 0.08 Control Delay 17.0 38.5 21.6 30.8 6.6 9.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.0 38.5 21.6 30.8 6.6 9.8 LOS B D C C A A Approach Delay 38.4 29.1 6.6 9.8 Approach LOS D C A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.61 Intersection Signal Delay: 27.9 Intersection LOS: C Intersection Capacity Utilization 37.2%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 14: Vine Drive & Lemay Avenue HCM 6th Signalized Intersection Summary 2022 Existing AM 14: Vine Drive & Lemay Avenue 05/03/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)1 155 27 67 221 67 20 6 28 42 16 6 Future Volume (veh/h)1 155 27 67 221 67 20 6 28 42 16 6 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 1 168 29 73 240 73 22 7 30 46 17 7 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 129 257 44 239 290 88 398 141 500 679 246 95 Arrive On Green 0.00 0.17 0.17 0.05 0.21 0.21 0.64 0.64 0.64 0.64 0.64 0.64 Sat Flow, veh/h 1781 1554 268 1781 1376 419 538 220 784 960 385 149 Grp Volume(v), veh/h 1 0 197 73 0 313 59 0 0 70 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1822 1781 0 1795 1542 0 0 1495 0 0 Q Serve(g_s), s 0.0 0.0 9.1 3.0 0.0 15.0 0.0 0.0 0.0 0.2 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 9.1 3.0 0.0 15.0 1.2 0.0 0.0 1.3 0.0 0.0 Prop In Lane 1.00 0.15 1.00 0.23 0.37 0.51 0.66 0.10 Lane Grp Cap(c), veh/h 129 0 301 239 0 378 1039 0 0 1020 0 0 V/C Ratio(X)0.01 0.00 0.65 0.31 0.00 0.83 0.06 0.00 0.00 0.07 0.00 0.00 Avail Cap(c_a), veh/h 295 0 800 364 0 828 1039 0 0 1020 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 31.9 0.0 35.2 28.5 0.0 34.0 6.1 0.0 0.0 6.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 2.4 0.7 0.0 4.7 0.1 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 4.2 1.3 0.0 6.9 0.4 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.0 0.0 37.6 29.2 0.0 38.7 6.2 0.0 0.0 6.3 0.0 0.0 LnGrp LOS C A D C A D A A A A A A Approach Vol, veh/h 198 386 59 70 Approach Delay, s/veh 37.6 36.9 6.2 6.3 Approach LOS D D A A Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 61.9 8.7 19.4 61.9 4.6 23.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 26.5 10.5 39.5 26.5 8.5 41.5 Max Q Clear Time (g_c+I1), s 3.2 5.0 11.1 3.3 2.0 17.0 Green Ext Time (p_c), s 0.2 0.1 1.2 0.3 0.0 1.9 Intersection Summary HCM 6th Ctrl Delay 31.5 HCM 6th LOS C Timings 2022 Existing PM 14: Vine Drive & Lemay Avenue 05/03/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)8 205 37 212 40 12 44 9 Future Volume (vph)8 205 37 212 40 12 44 9 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)12.0 42.0 13.0 43.0 35.0 35.0 35.0 35.0 Total Split (%)13.3% 46.7% 14.4% 47.8% 38.9% 38.9% 38.9% 38.9% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)23.2 19.6 26.5 24.8 54.1 54.1 Actuated g/C Ratio 0.26 0.22 0.29 0.28 0.60 0.60 v/c Ratio 0.03 0.73 0.16 0.58 0.16 0.08 Control Delay 16.4 40.4 19.3 29.9 5.6 10.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.4 40.4 19.3 29.9 5.6 10.5 LOS B D B C A B Approach Delay 39.7 28.6 5.6 10.5 Approach LOS D C A B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.73 Intersection Signal Delay: 26.9 Intersection LOS: C Intersection Capacity Utilization 37.8%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 14: Vine Drive & Lemay Avenue HCM 6th Signalized Intersection Summary 2022 Existing PM 14: Vine Drive & Lemay Avenue 05/03/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)8 205 59 37 212 51 40 12 88 44 9 7 Future Volume (veh/h)8 205 59 37 212 51 40 12 88 44 9 7 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 9 230 66 42 238 57 45 13 99 49 10 8 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 179 278 80 189 327 78 299 106 603 690 140 103 Arrive On Green 0.01 0.20 0.20 0.04 0.22 0.22 0.61 0.61 0.61 0.61 0.61 0.61 Sat Flow, veh/h 1781 1397 401 1781 1458 349 403 172 981 1010 228 168 Grp Volume(v), veh/h 9 0 296 42 0 295 157 0 0 67 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1798 1781 0 1807 1556 0 0 1405 0 0 Q Serve(g_s), s 0.4 0.0 14.2 1.7 0.0 13.6 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.4 0.0 14.2 1.7 0.0 13.6 3.6 0.0 0.0 1.3 0.0 0.0 Prop In Lane 1.00 0.22 1.00 0.19 0.29 0.63 0.73 0.12 Lane Grp Cap(c), veh/h 179 0 358 189 0 405 1008 0 0 933 0 0 V/C Ratio(X)0.05 0.00 0.83 0.22 0.00 0.73 0.16 0.00 0.00 0.07 0.00 0.00 Avail Cap(c_a), veh/h 308 0 749 293 0 773 1008 0 0 933 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 28.9 0.0 34.5 28.1 0.0 32.4 7.4 0.0 0.0 6.9 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 4.8 0.6 0.0 2.5 0.3 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 6.6 0.7 0.0 6.1 1.3 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.0 0.0 39.4 28.7 0.0 34.9 7.7 0.0 0.0 7.1 0.0 0.0 LnGrp LOS C A D C A C A A A A A A Approach Vol, veh/h 305 337 157 67 Approach Delay, s/veh 39.1 34.1 7.7 7.1 Approach LOS D C A A Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 59.8 7.8 22.4 59.8 5.5 24.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 30.5 8.5 37.5 30.5 7.5 38.5 Max Q Clear Time (g_c+I1), s 5.6 3.7 16.2 3.3 2.4 15.6 Green Ext Time (p_c), s 0.9 0.0 1.7 0.3 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay 29.0 HCM 6th LOS C Timings 2027 Background AM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)3 186 126 291 24 36 62 93 Future Volume (vph)3 186 126 291 24 36 62 93 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)13.0 44.0 15.0 46.0 31.0 31.0 31.0 31.0 Total Split (%)14.4% 48.9% 16.7% 51.1% 34.4% 34.4% 34.4% 34.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)24.1 18.5 32.6 30.5 48.4 48.4 Actuated g/C Ratio 0.27 0.21 0.36 0.34 0.54 0.54 v/c Ratio 0.01 0.63 0.38 0.67 0.13 0.21 Control Delay 14.3 36.9 19.4 25.8 9.1 13.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.3 36.9 19.4 25.8 9.1 13.7 LOS B D B C A B Approach Delay 36.6 24.2 9.1 13.7 Approach LOS D C A B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.67 Intersection Signal Delay: 23.6 Intersection LOS: C Intersection Capacity Utilization 51.8%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 14: Vine Drive & Lemay Avenue HCM 6th Signalized Intersection Summary 2027 Background AM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)3 186 37 126 291 96 24 36 49 62 93 11 Future Volume (veh/h)3 186 37 126 291 96 24 36 49 62 93 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 3 202 40 137 316 104 26 39 53 67 101 12 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 137 301 60 307 369 121 221 333 412 372 543 61 Arrive On Green 0.00 0.20 0.20 0.08 0.27 0.27 0.57 0.57 0.57 0.57 0.57 0.57 Sat Flow, veh/h 1781 1516 300 1781 1347 443 301 582 720 554 949 107 Grp Volume(v), veh/h 3 0 242 137 0 420 118 0 0 180 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1816 1781 0 1791 1602 0 0 1610 0 0 Q Serve(g_s), s 0.1 0.0 11.1 5.2 0.0 20.0 0.0 0.0 0.0 0.9 0.0 0.0 Cycle Q Clear(g_c), s 0.1 0.0 11.1 5.2 0.0 20.0 2.8 0.0 0.0 4.3 0.0 0.0 Prop In Lane 1.00 0.17 1.00 0.25 0.22 0.45 0.37 0.07 Lane Grp Cap(c), veh/h 137 0 361 307 0 490 966 0 0 977 0 0 V/C Ratio(X)0.02 0.00 0.67 0.45 0.00 0.86 0.12 0.00 0.00 0.18 0.00 0.00 Avail Cap(c_a), veh/h 298 0 797 374 0 826 966 0 0 977 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.43 0.00 0.43 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 29.6 0.0 33.3 25.0 0.0 31.0 8.8 0.0 0.0 9.1 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 2.2 0.4 0.0 2.1 0.3 0.0 0.0 0.4 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.0 5.0 2.2 0.0 8.7 1.1 0.0 0.0 1.7 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.7 0.0 35.5 25.4 0.0 33.1 9.1 0.0 0.0 9.5 0.0 0.0 LnGrp LOS C A D C A C A A A A A A Approach Vol, veh/h 245 557 118 180 Approach Delay, s/veh 35.4 31.2 9.1 9.5 Approach LOS D C A A Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 56.0 11.6 22.4 56.0 4.9 29.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 26.5 10.5 39.5 26.5 8.5 41.5 Max Q Clear Time (g_c+I1), s 4.8 7.2 13.1 6.3 2.1 22.0 Green Ext Time (p_c), s 0.6 0.1 1.4 0.9 0.0 2.6 Intersection Summary HCM 6th Ctrl Delay 26.2 HCM 6th LOS C Timings 2027 Background PM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)13 277 74 264 51 93 76 64 Future Volume (vph)13 277 74 264 51 93 76 64 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)12.0 42.0 13.0 43.0 35.0 35.0 35.0 35.0 Total Split (%)13.3% 46.7% 14.4% 47.8% 38.9% 38.9% 38.9% 38.9% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)29.4 24.5 34.1 32.4 46.3 46.3 Actuated g/C Ratio 0.33 0.27 0.38 0.36 0.51 0.51 v/c Ratio 0.05 0.77 0.29 0.58 0.39 0.24 Control Delay 13.2 38.8 14.7 20.4 14.6 15.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.2 38.8 14.7 20.4 14.6 15.9 LOS B D B C B B Approach Delay 37.9 19.4 14.6 15.9 Approach LOS D B B B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 23.2 Intersection LOS: C Intersection Capacity Utilization 53.6%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 14: Vine Drive & Lemay Avenue HCM 6th Signalized Intersection Summary 2027 Background PM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)13 277 69 74 264 77 51 93 151 76 64 10 Future Volume (veh/h)13 277 69 74 264 77 51 93 151 76 64 10 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 15 311 78 83 297 87 57 104 170 85 72 11 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 201 364 91 215 395 116 169 311 458 421 343 49 Arrive On Green 0.02 0.25 0.25 0.05 0.28 0.28 0.55 0.55 0.55 0.55 0.55 0.55 Sat Flow, veh/h 1781 1443 362 1781 1390 407 223 568 835 658 626 90 Grp Volume(v), veh/h 15 0 389 83 0 384 331 0 0 168 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1805 1781 0 1797 1626 0 0 1374 0 0 Q Serve(g_s), s 0.6 0.0 18.5 3.1 0.0 17.5 0.2 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.6 0.0 18.5 3.1 0.0 17.5 9.8 0.0 0.0 5.2 0.0 0.0 Prop In Lane 1.00 0.20 1.00 0.23 0.17 0.51 0.51 0.07 Lane Grp Cap(c), veh/h 201 0 456 215 0 511 938 0 0 814 0 0 V/C Ratio(X)0.07 0.00 0.85 0.39 0.00 0.75 0.35 0.00 0.00 0.21 0.00 0.00 Avail Cap(c_a), veh/h 318 0 752 295 0 769 938 0 0 814 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.55 0.00 0.55 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 25.4 0.0 32.1 24.9 0.0 29.3 11.4 0.0 0.0 10.2 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.0 5.2 0.6 0.0 1.2 1.0 0.0 0.0 0.6 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 8.5 1.3 0.0 7.5 3.7 0.0 0.0 1.7 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 25.6 0.0 37.3 25.5 0.0 30.5 12.4 0.0 0.0 10.8 0.0 0.0 LnGrp LOS C A D C A C B A A B A A Approach Vol, veh/h 404 467 331 168 Approach Delay, s/veh 36.8 29.6 12.4 10.8 Approach LOS D C B B Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 53.8 9.0 27.2 53.8 6.1 30.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 30.5 8.5 37.5 30.5 7.5 38.5 Max Q Clear Time (g_c+I1), s 11.8 5.1 20.5 7.2 2.6 19.5 Green Ext Time (p_c), s 2.0 0.0 2.2 1.0 0.0 2.3 Intersection Summary HCM 6th Ctrl Delay 25.3 HCM 6th LOS C Timings 2027 Total AM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)13 225 143 355 24 36 62 93 Future Volume (vph)13 225 143 355 24 36 62 93 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)13.0 44.0 15.0 46.0 31.0 31.0 31.0 31.0 Total Split (%)14.4% 48.9% 16.7% 51.1% 34.4% 34.4% 34.4% 34.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)27.1 21.1 35.3 33.2 45.6 45.6 Actuated g/C Ratio 0.30 0.23 0.39 0.37 0.51 0.51 v/c Ratio 0.05 0.65 0.42 0.72 0.15 0.25 Control Delay 13.4 35.6 17.4 24.1 10.0 15.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 35.6 17.4 24.1 10.0 15.6 LOS B D B C A B Approach Delay 34.6 22.5 10.0 15.6 Approach LOS C C A B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 23.0 Intersection LOS: C Intersection Capacity Utilization 56.6%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 14: Vine Drive & Lemay Avenue HCM 6th Signalized Intersection Summary 2027 Total AM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)13 225 37 143 355 96 24 36 59 62 93 28 Future Volume (veh/h)13 225 37 143 355 96 24 36 59 62 93 28 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 14 245 40 155 386 104 26 39 64 67 101 30 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 159 384 63 344 443 119 186 283 414 310 454 127 Arrive On Green 0.02 0.24 0.24 0.08 0.31 0.31 0.52 0.52 0.52 0.52 0.52 0.52 Sat Flow, veh/h 1781 1568 256 1781 1419 382 264 542 793 492 870 243 Grp Volume(v), veh/h 14 0 285 155 0 490 129 0 0 198 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1824 1781 0 1802 1599 0 0 1606 0 0 Q Serve(g_s), s 0.5 0.0 12.6 5.6 0.0 23.1 0.0 0.0 0.0 1.6 0.0 0.0 Cycle Q Clear(g_c), s 0.5 0.0 12.6 5.6 0.0 23.1 3.5 0.0 0.0 5.5 0.0 0.0 Prop In Lane 1.00 0.14 1.00 0.21 0.20 0.50 0.34 0.15 Lane Grp Cap(c), veh/h 159 0 447 344 0 562 882 0 0 891 0 0 V/C Ratio(X)0.09 0.00 0.64 0.45 0.00 0.87 0.15 0.00 0.00 0.22 0.00 0.00 Avail Cap(c_a), veh/h 298 0 801 403 0 831 882 0 0 891 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.10 0.00 0.10 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 26.4 0.0 30.4 22.2 0.0 29.3 11.1 0.0 0.0 11.6 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.0 1.5 0.1 0.0 0.8 0.3 0.0 0.0 0.6 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 5.6 2.3 0.0 9.8 1.4 0.0 0.0 2.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.6 0.0 31.9 22.3 0.0 30.0 11.5 0.0 0.0 12.1 0.0 0.0 LnGrp LOS C A C C A C B A A B A A Approach Vol, veh/h 299 645 129 198 Approach Delay, s/veh 31.7 28.2 11.5 12.1 Approach LOS C C B B Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 51.5 12.0 26.5 51.5 6.0 32.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 26.5 10.5 39.5 26.5 8.5 41.5 Max Q Clear Time (g_c+I1), s 5.5 7.6 14.6 7.5 2.5 25.1 Green Ext Time (p_c), s 0.7 0.1 1.7 1.0 0.0 2.9 Intersection Summary HCM 6th Ctrl Delay 24.8 HCM 6th LOS C Timings 2027 Total PM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)33 354 90 326 51 93 76 64 Future Volume (vph)33 354 90 326 51 93 76 64 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)12.0 42.0 13.0 43.0 35.0 35.0 35.0 35.0 Total Split (%)13.3% 46.7% 14.4% 47.8% 38.9% 38.9% 38.9% 38.9% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)34.4 29.0 37.5 32.4 41.7 41.7 Actuated g/C Ratio 0.38 0.32 0.42 0.36 0.46 0.46 v/c Ratio 0.12 0.80 0.37 0.68 0.45 0.30 Control Delay 12.0 37.1 17.3 29.2 17.8 19.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.0 37.1 17.3 29.2 17.8 19.0 LOS B D B C B B Approach Delay 35.3 27.0 17.8 19.0 Approach LOS D C B B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.80 Intersection Signal Delay: 26.7 Intersection LOS: C Intersection Capacity Utilization 60.0%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 14: Vine Drive & Lemay Avenue HCM 6th Signalized Intersection Summary 2027 Total PM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)33 354 69 90 326 77 51 93 171 76 64 26 Future Volume (veh/h)33 354 69 90 326 77 51 93 171 76 64 26 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 37 398 78 101 366 87 57 104 192 85 72 29 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 229 454 89 227 471 112 145 267 436 342 281 104 Arrive On Green 0.03 0.30 0.30 0.06 0.32 0.32 0.49 0.49 0.49 0.49 0.49 0.49 Sat Flow, veh/h 1781 1519 298 1781 1461 347 199 541 883 574 568 211 Grp Volume(v), veh/h 37 0 476 101 0 453 353 0 0 186 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1817 1781 0 1808 1623 0 0 1353 0 0 Q Serve(g_s), s 1.3 0.0 22.4 3.5 0.0 20.4 1.9 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 1.3 0.0 22.4 3.5 0.0 20.4 12.0 0.0 0.0 7.1 0.0 0.0 Prop In Lane 1.00 0.16 1.00 0.19 0.16 0.54 0.46 0.16 Lane Grp Cap(c), veh/h 229 0 544 227 0 583 848 0 0 727 0 0 V/C Ratio(X)0.16 0.00 0.88 0.44 0.00 0.78 0.42 0.00 0.00 0.26 0.00 0.00 Avail Cap(c_a), veh/h 318 0 757 295 0 773 848 0 0 727 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.60 0.00 0.60 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 22.4 0.0 29.9 22.9 0.0 27.6 14.5 0.0 0.0 13.1 0.0 0.0 Incr Delay (d2), s/veh 0.3 0.0 8.5 0.8 0.0 2.2 1.5 0.0 0.0 0.8 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 10.7 1.5 0.0 8.9 4.7 0.0 0.0 2.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.7 0.0 38.4 23.7 0.0 29.8 16.0 0.0 0.0 13.9 0.0 0.0 LnGrp LOS C A D C A C B A A B A A Approach Vol, veh/h 513 554 353 186 Approach Delay, s/veh 37.3 28.7 16.0 13.9 Approach LOS D C B B Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 49.0 9.6 31.4 49.0 7.5 33.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 30.5 8.5 37.5 30.5 7.5 38.5 Max Q Clear Time (g_c+I1), s 14.0 5.5 24.4 9.1 3.3 22.4 Green Ext Time (p_c), s 2.1 0.1 2.5 1.1 0.0 2.6 Intersection Summary HCM 6th Ctrl Delay 26.9 HCM 6th LOS C HCM 6th AWSC 2022 Existing AM 15: Vine Drive & Timberline Road 05/03/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 22.8 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20 108 115 115 197 9 91 139 56 6 281 50 Future Vol, veh/h 20 108 115 115 197 9 91 139 56 6 281 50 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 22 117 125 125 214 10 99 151 61 7 305 54 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 18 25.2 21.2 25.5 HCM LOS C D C D Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %32%8%36%2% Vol Thru, %49%44%61%83% Vol Right, %20%47%3%15% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 286 243 321 337 LT Vol 91 20 115 6 Through Vol 139 108 197 281 RT Vol 56 115 9 50 Lane Flow Rate 311 264 349 366 Geometry Grp 1 1 1 1 Degree of Util (X)0.618 0.525 0.696 0.71 Departure Headway (Hd)7.16 7.152 7.18 6.976 Convergence, Y/N Yes Yes Yes Yes Cap 501 502 502 516 Service Time 5.238 5.234 5.253 5.048 HCM Lane V/C Ratio 0.621 0.526 0.695 0.709 HCM Control Delay 21.2 18 25.2 25.5 HCM Lane LOS C C D D HCM 95th-tile Q 4.1 3 5.4 5.6 HCM 6th AWSC 2022 Existing PM 15: Vine Drive & Timberline Road 05/03/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 21.8 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 45 171 112 89 164 10 118 199 67 3 204 43 Future Vol, veh/h 45 171 112 89 164 10 118 199 67 3 204 43 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 46 176 115 92 169 10 122 205 69 3 210 44 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 21.4 18.7 27.2 17.4 HCM LOS C C D C Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %31%14%34%1% Vol Thru, %52%52%62%82% Vol Right, %17%34%4%17% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 384 328 263 250 LT Vol 118 45 89 3 Through Vol 199 171 164 204 RT Vol 67 112 10 43 Lane Flow Rate 396 338 271 258 Geometry Grp 1 1 1 1 Degree of Util (X)0.745 0.642 0.544 0.509 Departure Headway (Hd)6.774 6.835 7.229 7.104 Convergence, Y/N Yes Yes Yes Yes Cap 534 528 496 505 Service Time 4.832 4.897 5.296 5.17 HCM Lane V/C Ratio 0.742 0.64 0.546 0.511 HCM Control Delay 27.2 21.4 18.7 17.4 HCM Lane LOS D C C C HCM 95th-tile Q 6.4 4.5 3.2 2.8 Timings 2027 Background AM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)29 138 143 229 171 193 22 396 Future Volume (vph)29 138 143 229 171 193 22 396 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 5 2 1 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)41.0 41.0 41.0 41.0 14.0 39.0 10.0 35.0 Total Split (%)45.6% 45.6% 45.6% 45.6% 15.6% 43.3% 11.1% 38.9% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max Act Effct Green (s)34.2 34.2 46.6 42.8 38.9 33.4 Actuated g/C Ratio 0.38 0.38 0.52 0.48 0.43 0.37 v/c Ratio 0.56 0.96 0.56 0.34 0.05 0.74 Control Delay 11.5 62.6 19.4 16.7 12.3 33.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.5 62.6 19.4 16.7 12.3 33.3 LOS B E B B B C Approach Delay 11.5 62.6 17.7 32.4 Approach LOS B E B C Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.96 Intersection Signal Delay: 31.2 Intersection LOS: C Intersection Capacity Utilization 90.1%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 15: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Background AM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)29 138 176 143 229 16 171 193 77 22 396 69 Future Volume (veh/h)29 138 176 143 229 16 171 193 77 22 396 69 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 32 150 191 155 249 17 186 210 84 24 430 75 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 74 265 310 206 289 19 387 592 237 515 638 111 Arrive On Green 0.36 0.36 0.36 0.36 0.36 0.36 0.08 0.47 0.47 0.03 0.41 0.41 Sat Flow, veh/h 84 739 863 422 804 52 1781 1271 508 1781 1551 271 Grp Volume(v), veh/h 373 0 0 421 0 0 186 0 294 24 0 505 Grp Sat Flow(s),veh/h/ln 1686 0 0 1277 0 0 1781 0 1779 1781 0 1822 Q Serve(g_s), s 0.0 0.0 0.0 12.8 0.0 0.0 5.1 0.0 9.5 0.7 0.0 20.3 Cycle Q Clear(g_c), s 16.1 0.0 0.0 29.0 0.0 0.0 5.1 0.0 9.5 0.7 0.0 20.3 Prop In Lane 0.09 0.51 0.37 0.04 1.00 0.29 1.00 0.15 Lane Grp Cap(c), veh/h 649 0 0 514 0 0 387 0 828 515 0 749 V/C Ratio(X)0.57 0.00 0.00 0.82 0.00 0.00 0.48 0.00 0.35 0.05 0.00 0.67 Avail Cap(c_a), veh/h 724 0 0 580 0 0 434 0 828 579 0 749 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.74 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 23.6 0.0 0.0 28.3 0.0 0.0 15.4 0.0 15.4 14.6 0.0 21.6 Incr Delay (d2), s/veh 0.7 0.0 0.0 8.2 0.0 0.0 0.9 0.0 1.2 0.0 0.0 4.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.4 0.0 0.0 9.6 0.0 0.0 2.0 0.0 4.0 0.3 0.0 9.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.3 0.0 0.0 36.5 0.0 0.0 16.3 0.0 16.6 14.7 0.0 26.4 LnGrp LOS C A A D A A B A B B A C Approach Vol, veh/h 373 421 480 529 Approach Delay, s/veh 24.3 36.5 16.5 25.9 Approach LOS C D B C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 6.8 46.4 36.8 11.7 41.5 36.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 34.5 36.5 9.5 30.5 36.5 Max Q Clear Time (g_c+I1), s 2.7 11.5 18.1 7.1 22.3 31.0 Green Ext Time (p_c), s 0.0 1.8 2.3 0.1 2.1 1.4 Intersection Summary HCM 6th Ctrl Delay 25.5 HCM 6th LOS C Timings 2027 Background PM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)66 204 117 202 200 317 14 292 Future Volume (vph)66 204 117 202 200 317 14 292 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 5 2 1 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)42.0 42.0 42.0 42.0 15.0 38.0 10.0 33.0 Total Split (%)46.7% 46.7% 46.7% 46.7% 16.7% 42.2% 11.1% 36.7% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max Act Effct Green (s)31.4 31.4 49.6 47.6 41.0 35.3 Actuated g/C Ratio 0.35 0.35 0.55 0.53 0.46 0.39 v/c Ratio 0.86 0.97 0.42 0.44 0.03 0.50 Control Delay 30.9 67.6 14.6 16.7 12.3 25.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.9 67.6 14.6 16.7 12.3 25.1 LOS C E B B B C Approach Delay 30.9 67.6 16.0 24.6 Approach LOS C E B C Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 31.7 Intersection LOS: C Intersection Capacity Utilization 79.4%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 15: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Background PM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)66 204 212 117 202 28 200 317 93 14 292 58 Future Volume (veh/h)66 204 212 117 202 28 200 317 93 14 292 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 68 210 219 121 208 29 206 327 96 14 301 60 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 103 263 252 161 256 32 491 654 192 406 605 121 Arrive On Green 0.36 0.36 0.36 0.36 0.36 0.36 0.09 0.47 0.47 0.02 0.40 0.40 Sat Flow, veh/h 159 723 695 295 705 88 1781 1389 408 1781 1514 302 Grp Volume(v), veh/h 497 0 0 358 0 0 206 0 423 14 0 361 Grp Sat Flow(s),veh/h/ln 1576 0 0 1088 0 0 1781 0 1797 1781 0 1816 Q Serve(g_s), s 0.0 0.0 0.0 3.2 0.0 0.0 5.8 0.0 14.7 0.4 0.0 13.4 Cycle Q Clear(g_c), s 26.3 0.0 0.0 29.5 0.0 0.0 5.8 0.0 14.7 0.4 0.0 13.4 Prop In Lane 0.14 0.44 0.34 0.08 1.00 0.23 1.00 0.17 Lane Grp Cap(c), veh/h 618 0 0 449 0 0 491 0 845 406 0 725 V/C Ratio(X)0.80 0.00 0.00 0.80 0.00 0.00 0.42 0.00 0.50 0.03 0.00 0.50 Avail Cap(c_a), veh/h 704 0 0 524 0 0 543 0 845 485 0 725 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.55 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.3 0.0 0.0 26.8 0.0 0.0 13.9 0.0 16.5 15.9 0.0 20.3 Incr Delay (d2), s/veh 3.4 0.0 0.0 7.4 0.0 0.0 0.6 0.0 2.1 0.0 0.0 2.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.0 0.0 0.0 8.1 0.0 0.0 2.3 0.0 6.2 0.2 0.0 6.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.7 0.0 0.0 34.2 0.0 0.0 14.5 0.0 18.6 15.9 0.0 22.7 LnGrp LOS C A A C A A B A B B A C Approach Vol, veh/h 497 358 629 375 Approach Delay, s/veh 29.7 34.2 17.3 22.4 Approach LOS C C B C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 6.0 46.8 37.2 12.4 40.4 37.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 33.5 37.5 10.5 28.5 37.5 Max Q Clear Time (g_c+I1), s 2.4 16.7 28.3 7.8 15.4 31.5 Green Ext Time (p_c), s 0.0 2.5 2.3 0.1 1.8 1.2 Intersection Summary HCM 6th Ctrl Delay 24.9 HCM 6th LOS C Timings 2027 Total AM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)78 138 143 229 171 238 22 476 Future Volume (vph)78 138 143 229 171 238 22 476 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 5 2 1 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)38.4 38.4 38.4 38.4 12.0 42.0 9.6 39.6 Total Split (%)42.7% 42.7% 42.7% 42.7% 13.3% 46.7% 10.7% 44.0% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max Act Effct Green (s)33.9 33.9 46.3 43.3 40.2 35.1 Actuated g/C Ratio 0.38 0.38 0.51 0.48 0.45 0.39 v/c Ratio 0.74 0.97 0.82 0.39 0.05 0.95 Control Delay 19.9 67.2 45.3 16.7 11.0 51.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.9 67.2 45.3 16.7 11.0 51.6 LOS B E D B B D Approach Delay 19.9 67.2 26.7 50.2 Approach LOS B E C D Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 41.5 Intersection LOS: D Intersection Capacity Utilization 91.9%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 15: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Total AM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)78 138 176 143 229 16 171 238 77 22 476 150 Future Volume (veh/h)78 138 176 143 229 16 171 238 77 22 476 150 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 85 150 191 155 249 17 186 259 84 24 517 163 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 134 220 248 200 282 18 244 611 198 459 541 170 Arrive On Green 0.37 0.37 0.37 0.37 0.37 0.37 0.08 0.45 0.45 0.03 0.40 0.40 Sat Flow, veh/h 230 589 666 389 756 48 1781 1353 439 1781 1363 430 Grp Volume(v), veh/h 426 0 0 421 0 0 186 0 343 24 0 680 Grp Sat Flow(s),veh/h/ln 1485 0 0 1192 0 0 1781 0 1791 1781 0 1793 Q Serve(g_s), s 0.0 0.0 0.0 9.3 0.0 0.0 5.3 0.0 11.7 0.7 0.0 33.2 Cycle Q Clear(g_c), s 22.2 0.0 0.0 31.5 0.0 0.0 5.3 0.0 11.7 0.7 0.0 33.2 Prop In Lane 0.20 0.45 0.37 0.04 1.00 0.24 1.00 0.24 Lane Grp Cap(c), veh/h 602 0 0 500 0 0 244 0 809 459 0 711 V/C Ratio(X)0.71 0.00 0.00 0.84 0.00 0.00 0.76 0.00 0.42 0.05 0.00 0.96 Avail Cap(c_a), veh/h 607 0 0 505 0 0 250 0 809 515 0 711 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.71 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 24.2 0.0 0.0 28.0 0.0 0.0 20.4 0.0 16.7 15.5 0.0 26.4 Incr Delay (d2), s/veh 2.7 0.0 0.0 12.2 0.0 0.0 12.7 0.0 1.6 0.0 0.0 24.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.0 0.0 0.0 10.3 0.0 0.0 2.8 0.0 5.0 0.3 0.0 18.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.9 0.0 0.0 40.1 0.0 0.0 33.1 0.0 18.4 15.6 0.0 50.9 LnGrp LOS C A A D A A C A B B A D Approach Vol, veh/h 426 421 529 704 Approach Delay, s/veh 26.9 40.1 23.5 49.7 Approach LOS C D C D Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 6.8 45.1 38.1 11.7 40.2 38.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.1 37.5 33.9 7.5 35.1 33.9 Max Q Clear Time (g_c+I1), s 2.7 13.7 24.2 7.3 35.2 33.5 Green Ext Time (p_c), s 0.0 2.2 2.0 0.0 0.0 0.1 Intersection Summary HCM 6th Ctrl Delay 36.4 HCM 6th LOS D Timings 2027 Total PM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)164 204 117 202 200 410 14 364 Future Volume (vph)164 204 117 202 200 410 14 364 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 5 2 1 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)44.0 44.0 44.0 44.0 12.0 36.0 10.0 34.0 Total Split (%)48.9% 48.9% 48.9% 48.9% 13.3% 40.0% 11.1% 37.8% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max Act Effct Green (s)39.3 39.3 41.2 39.7 35.0 29.5 Actuated g/C Ratio 0.44 0.44 0.46 0.44 0.39 0.33 v/c Ratio 0.98 0.68 0.84 0.64 0.05 0.86 Control Delay 48.2 27.8 47.3 25.0 13.9 43.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.2 27.8 47.3 25.0 13.9 43.1 LOS D C D C B D Approach Delay 48.2 27.8 31.4 42.4 Approach LOS D C C D Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 38.0 Intersection LOS: D Intersection Capacity Utilization 90.4%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 15: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Total PM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)164 204 212 117 202 28 200 410 93 14 364 136 Future Volume (veh/h)164 204 212 117 202 28 200 410 93 14 364 136 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 169 210 219 121 208 29 206 423 96 14 375 140 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 211 232 226 195 316 40 277 583 132 243 426 159 Arrive On Green 0.44 0.44 0.44 0.44 0.44 0.44 0.08 0.40 0.40 0.02 0.33 0.33 Sat Flow, veh/h 365 529 516 322 722 92 1781 1475 335 1781 1298 485 Grp Volume(v), veh/h 598 0 0 358 0 0 206 0 519 14 0 515 Grp Sat Flow(s),veh/h/ln 1410 0 0 1136 0 0 1781 0 1810 1781 0 1783 Q Serve(g_s), s 15.4 0.0 0.0 0.0 0.0 0.0 6.7 0.0 21.9 0.5 0.0 24.6 Cycle Q Clear(g_c), s 37.4 0.0 0.0 22.0 0.0 0.0 6.7 0.0 21.9 0.5 0.0 24.6 Prop In Lane 0.28 0.37 0.34 0.08 1.00 0.18 1.00 0.27 Lane Grp Cap(c), veh/h 670 0 0 552 0 0 277 0 715 243 0 585 V/C Ratio(X)0.89 0.00 0.00 0.65 0.00 0.00 0.74 0.00 0.73 0.06 0.00 0.88 Avail Cap(c_a), veh/h 670 0 0 552 0 0 277 0 715 323 0 585 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.50 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 25.0 0.0 0.0 19.5 0.0 0.0 21.3 0.0 23.1 20.9 0.0 28.6 Incr Delay (d2), s/veh 8.0 0.0 0.0 2.7 0.0 0.0 10.2 0.0 6.3 0.1 0.0 17.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.2 0.0 0.0 6.0 0.0 0.0 3.4 0.0 10.2 0.2 0.0 12.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.0 0.0 0.0 22.1 0.0 0.0 31.5 0.0 29.4 21.0 0.0 45.7 LnGrp LOS C A A C A A C A C C A D Approach Vol, veh/h 598 358 725 529 Approach Delay, s/veh 33.0 22.1 30.0 45.0 Approach LOS C C C D Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 6.0 40.1 44.0 12.0 34.0 44.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 31.5 39.5 7.5 29.5 39.5 Max Q Clear Time (g_c+I1), s 2.5 23.9 39.4 8.7 26.6 24.0 Green Ext Time (p_c), s 0.0 2.0 0.0 0.0 1.0 2.2 Intersection Summary HCM 6th Ctrl Delay 33.1 HCM 6th LOS C HCM 6th Roundabout 2027 Total AM 17: Timberline Road & North Access 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.1 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 22 55 76 33 Demand Flow Rate, veh/h 22 56 78 34 Vehicles Circulating, veh/h 90 30 0 61 Vehicles Exiting, veh/h 5 47 112 25 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.0 3.1 3.1 3.0 Approach LOS A A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 22 56 78 34 Cap Entry Lane, veh/h 1259 1338 1380 1297 Entry HV Adj Factor 1.000 0.982 0.981 0.980 Flow Entry, veh/h 22 55 76 33 Cap Entry, veh/h 1259 1314 1353 1271 V/C Ratio 0.017 0.042 0.057 0.026 Control Delay, s/veh 3.0 3.1 3.1 3.0 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th Roundabout 2027 Total PM 17: Timberline Road & North Access 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.3 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 13 65 138 39 Demand Flow Rate, veh/h 13 66 141 40 Vehicles Circulating, veh/h 106 60 0 80 Vehicles Exiting, veh/h 14 81 119 46 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.0 3.2 3.5 3.1 Approach LOS A A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 13 66 141 40 Cap Entry Lane, veh/h 1238 1298 1380 1272 Entry HV Adj Factor 1.000 0.985 0.979 0.980 Flow Entry, veh/h 13 65 138 39 Cap Entry, veh/h 1238 1278 1351 1247 V/C Ratio 0.010 0.051 0.102 0.031 Control Delay, s/veh 3.0 3.2 3.5 3.1 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th TWSC 2027 Total AM 18: Turnberry Road & Chesapeake Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 0 8 1 0 42 2 34 0 24 325 3 Future Vol, veh/h 2 0 8 1 0 42 2 34 0 24 325 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 0 9 1 0 46 2 37 0 26 353 3 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 471 448 355 452 449 37 356 0 0 37 0 0 Stage 1 407 407 - 41 41 ------- Stage 2 64 41 - 411 408 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 503 506 689 518 505 1035 1203 -- 1574 -- Stage 1 621 597 - 974 861 ------- Stage 2 947 861 - 618 597 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 472 494 689 502 493 1035 1203 -- 1574 -- Mov Cap-2 Maneuver 472 494 - 502 493 ------- Stage 1 620 584 - 972 859 ------- Stage 2 903 859 - 597 584 ------- Approach EB WB NB SB HCM Control Delay, s 10.8 8.7 0.4 0.5 HCM LOS B A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1203 -- 631 1010 1574 -- HCM Lane V/C Ratio 0.002 -- 0.017 0.046 0.017 -- HCM Control Delay (s)8 0 - 10.8 8.7 7.3 0 - HCM Lane LOS A A -B A A A - HCM 95th %tile Q(veh)0 -- 0.1 0.1 0.1 -- HCM 6th TWSC 2027 Total PM 18: Turnberry Road & Chesapeake Drive 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 3 0 2 0 0 25 4 38 1 42 242 5 Future Vol, veh/h 3 0 2 0 0 25 4 38 1 42 242 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------------ Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 0 2 0 0 27 4 41 1 46 263 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 421 408 266 409 410 42 268 0 0 42 0 0 Stage 1 358 358 - 50 50 ------- Stage 2 63 50 - 359 360 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 543 533 773 553 531 1029 1296 -- 1567 -- Stage 1 660 628 - 963 853 ------- Stage 2 948 853 - 659 626 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 513 513 773 535 511 1029 1296 -- 1567 -- Mov Cap-2 Maneuver 513 513 - 535 511 ------- Stage 1 658 606 - 960 850 ------- Stage 2 920 850 - 634 604 ------- Approach EB WB NB SB HCM Control Delay, s 11.1 8.6 0.7 1.1 HCM LOS B A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1296 -- 593 1029 1567 -- HCM Lane V/C Ratio 0.003 -- 0.009 0.026 0.029 -- HCM Control Delay (s)7.8 0 - 11.1 8.6 7.4 0 - HCM Lane LOS A A -B A A A - HCM 95th %tile Q(veh)0 --0 0.1 0.1 -- HCM 6th Roundabout 2027 Total AM 19: Timberline Road & South Access 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.5 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 95 30 136 110 Demand Flow Rate, veh/h 97 31 139 112 Vehicles Circulating, veh/h 143 96 10 48 Vehicles Exiting, veh/h 17 53 230 79 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.8 3.2 3.5 3.5 Approach LOS A A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 97 31 139 112 Cap Entry Lane, veh/h 1193 1251 1366 1314 Entry HV Adj Factor 0.977 0.968 0.982 0.980 Flow Entry, veh/h 95 30 136 110 Cap Entry, veh/h 1166 1211 1341 1288 V/C Ratio 0.081 0.025 0.102 0.085 Control Delay, s/veh 3.8 3.2 3.5 3.5 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th Roundabout 2027 Total PM 19: Timberline Road & South Access 05/12/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 4.0 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 68 36 260 116 Demand Flow Rate, veh/h 69 37 265 118 Vehicles Circulating, veh/h 155 190 17 87 Vehicles Exiting, veh/h 50 92 207 140 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.6 3.5 4.3 3.7 Approach LOS A A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 69 37 265 118 Cap Entry Lane, veh/h 1178 1137 1356 1263 Entry HV Adj Factor 0.981 0.973 0.982 0.980 Flow Entry, veh/h 68 36 260 116 Cap Entry, veh/h 1155 1106 1332 1238 V/C Ratio 0.059 0.033 0.195 0.093 Control Delay, s/veh 3.6 3.5 4.3 3.7 LOS A A A A 95th %tile Queue, veh 0 0 1 0 HCM 6th TWSC 2027 Total AM 20: Mountain Vista Drive & Access A 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 333 207 12 20 3 Future Vol, veh/h 1 333 207 12 20 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1 362 225 13 22 3 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 238 0 -0 596 232 Stage 1 ---- 232 - Stage 2 ---- 364 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1329 --- 466 807 Stage 1 ---- 807 - Stage 2 ---- 703 - Platoon blocked, %--- Mov Cap-1 Maneuver 1329 --- 466 807 Mov Cap-2 Maneuver ---- 466 - Stage 1 ---- 806 - Stage 2 ---- 703 - Approach EB WB SB HCM Control Delay, s 0 0 12.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1329 --- 493 HCM Lane V/C Ratio 0.001 --- 0.051 HCM Control Delay (s)7.7 0 -- 12.7 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0 --- 0.2 HCM 6th TWSC 2027 Total PM 20: Mountain Vista Drive & Access A 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 4 274 347 34 12 2 Future Vol, veh/h 4 274 347 34 12 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 4 298 377 37 13 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 414 0 -0 702 396 Stage 1 ---- 396 - Stage 2 ---- 306 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1145 --- 404 653 Stage 1 ---- 680 - Stage 2 ---- 747 - Platoon blocked, %--- Mov Cap-1 Maneuver 1145 --- 402 653 Mov Cap-2 Maneuver ---- 402 - Stage 1 ---- 677 - Stage 2 ---- 747 - Approach EB WB SB HCM Control Delay, s 0.1 0 13.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1145 --- 425 HCM Lane V/C Ratio 0.004 --- 0.036 HCM Control Delay (s)8.2 0 -- 13.8 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0 --- 0.1 HCM 6th TWSC 2027 Total AM 21: Mountain Vista Drive & Access B 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 353 218 8 0 1 Future Vol, veh/h 0 353 218 8 0 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 384 237 9 0 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 - 242 Stage 1 ------ Stage 2 ------ Critical Hdwy ----- 6.22 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy ----- 3.318 Pot Cap-1 Maneuver 0 ---0 797 Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %--- Mov Cap-1 Maneuver ----- 797 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 9.5 HCM LOS A Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h)--- 797 HCM Lane V/C Ratio --- 0.001 HCM Control Delay (s)--- 9.5 HCM Lane LOS ---A HCM 95th %tile Q(veh)---0 HCM 6th TWSC 2027 Total PM 21: Mountain Vista Drive & Access B 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 286 380 23 0 1 Future Vol, veh/h 0 286 380 23 0 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 311 413 25 0 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 - 426 Stage 1 ------ Stage 2 ------ Critical Hdwy ----- 6.22 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy ----- 3.318 Pot Cap-1 Maneuver 0 ---0 628 Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %--- Mov Cap-1 Maneuver ----- 628 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 10.7 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h)--- 628 HCM Lane V/C Ratio --- 0.002 HCM Control Delay (s)--- 10.7 HCM Lane LOS ---B HCM 95th %tile Q(veh)---0 HCM 6th TWSC 2027 Total AM 22: Mountain Vista Drive & Access C 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 16 385 371 27 30 51 Future Vol, veh/h 16 385 371 27 30 51 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 17 418 403 29 33 55 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 432 0 -0 870 418 Stage 1 ---- 418 - Stage 2 ---- 452 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1128 --- 322 635 Stage 1 ---- 664 - Stage 2 ---- 641 - Platoon blocked, %--- Mov Cap-1 Maneuver 1128 --- 316 635 Mov Cap-2 Maneuver ---- 316 - Stage 1 ---- 651 - Stage 2 ---- 641 - Approach EB WB SB HCM Control Delay, s 0.3 0 14.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1128 --- 462 HCM Lane V/C Ratio 0.015 --- 0.191 HCM Control Delay (s)8.2 0 -- 14.6 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0 --- 0.7 HCM 6th TWSC 2027 Total PM 22: Mountain Vista Drive & Access C 05/12/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 27 396 453 46 36 60 Future Vol, veh/h 27 396 453 46 36 60 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 29 430 492 50 39 65 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 542 0 -0 1005 517 Stage 1 ---- 517 - Stage 2 ---- 488 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1027 --- 268 558 Stage 1 ---- 598 - Stage 2 ---- 617 - Platoon blocked, %--- Mov Cap-1 Maneuver 1027 --- 258 558 Mov Cap-2 Maneuver ---- 258 - Stage 1 ---- 576 - Stage 2 ---- 617 - Approach EB WB SB HCM Control Delay, s 0.5 0 17.6 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1027 --- 389 HCM Lane V/C Ratio 0.029 --- 0.268 HCM Control Delay (s)8.6 0 -- 17.6 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0.1 --- 1.1 Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E APPENDIX E Queues Analysis Worksheets Queues 2027 Total AM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBT EBR WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)195 199 85 193 117 3 198 356 v/c Ratio 0.68 0.41 0.26 0.24 0.09 0.00 0.15 0.30 Control Delay 43.5 6.4 29.3 7.3 5.5 6.7 6.3 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.5 6.4 29.3 7.3 5.5 6.7 6.3 1.6 Queue Length 50th (ft)103 0 41 35 17 1 33 0 Queue Length 95th (ft)156 48 72 86 46 4 78 32 Internal Link Dist (ft)5109 348 1854 1266 Turn Bay Length (ft)50 150 150 150 Base Capacity (vph)569 775 658 812 1259 875 1283 1201 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.34 0.26 0.13 0.24 0.09 0.00 0.15 0.30 Intersection Summary Queues 2027 Total PM 7: Turnberry Road & Country Club Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBT EBR WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)393 239 56 243 203 5 141 225 v/c Ratio 0.78 0.35 0.10 0.37 0.21 0.01 0.14 0.24 Control Delay 35.3 7.9 15.6 17.1 13.5 14.4 13.8 3.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.3 7.9 15.6 17.1 13.5 14.4 13.8 3.1 Queue Length 50th (ft)193 34 20 78 55 1 39 0 Queue Length 95th (ft)246 67 36 170 121 8 90 42 Internal Link Dist (ft)5109 348 1854 1266 Turn Bay Length (ft)50 150 150 150 Base Capacity (vph)680 873 780 653 963 606 981 940 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.27 0.07 0.37 0.21 0.01 0.14 0.24 Intersection Summary Queues 2027 Total AM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBT SBT Lane Group Flow (vph)14 285 155 490 129 198 v/c Ratio 0.05 0.65 0.42 0.72 0.15 0.25 Control Delay 13.4 35.6 17.4 24.1 10.0 15.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 35.6 17.4 24.1 10.0 15.6 Queue Length 50th (ft)5 145 60 202 20 55 Queue Length 95th (ft)11 174 m38 m185 69 139 Internal Link Dist (ft)394 7718 649 7839 Turn Bay Length (ft)100 100 Base Capacity (vph)308 807 380 842 844 807 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.05 0.35 0.41 0.58 0.15 0.25 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2027 Total PM 14: Vine Drive & Lemay Avenue 05/12/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBT SBT Lane Group Flow (vph)37 476 101 453 353 186 v/c Ratio 0.12 0.80 0.37 0.68 0.45 0.30 Control Delay 12.0 37.1 17.3 29.2 17.8 19.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.0 37.1 17.3 29.2 17.8 19.0 Queue Length 50th (ft)11 236 35 238 110 64 Queue Length 95th (ft)22 302 m32 m225 218 133 Internal Link Dist (ft)394 7718 649 7839 Turn Bay Length (ft)100 100 Base Capacity (vph)315 764 283 783 778 627 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.12 0.62 0.36 0.58 0.45 0.30 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2027 Total AM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph)426 421 186 343 24 680 v/c Ratio 0.80 1.08 0.81 0.37 0.05 0.89 Control Delay 25.8 99.1 43.8 15.1 9.8 40.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.8 99.1 43.8 15.1 9.8 40.1 Queue Length 50th (ft)44 ~269 51 94 6 341 Queue Length 95th (ft)#358 #453 #168 193 17 #563 Internal Link Dist (ft)7718 5654 143 5179 Turn Bay Length (ft) Base Capacity (vph)534 390 230 918 523 761 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.80 1.08 0.81 0.37 0.05 0.89 Intersection Summary ~ 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. Queues 2027 Total PM 15: Vine Drive & Timberline Road 05/12/2022 Synchro 11 Report Page 1 Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph)598 358 206 519 14 515 v/c Ratio 0.98 0.68 0.84 0.64 0.05 0.86 Control Delay 48.2 27.8 47.3 25.0 13.9 43.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.2 27.8 47.3 25.0 13.9 43.1 Queue Length 50th (ft)138 155 69 208 4 261 Queue Length 95th (ft)#526 262 #188 #424 15 #442 Internal Link Dist (ft)7718 5654 143 5179 Turn Bay Length (ft) Base Capacity (vph)614 528 245 805 291 600 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.97 0.68 0.84 0.64 0.05 0.86 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Kimley-Horn and Associates, Inc. 196474000 – Montava Phase G & E APPENDIX F Conceptual Site Plan 0ft PROJECT LOCATION Montava PROJECT NAME PROJECT NUMBER MAP ID DATE Timberline Realignment 1725 Ft. Collins, CO 2/11/20221 of 1 ORIENTATION SCALE The above drawings, ideas and designs are the property of DPZ Partners. No part thereof shall be copied, disclosed to others, or used in connection with any work other than for the specific project for which they have been prepared without the written consent of the architects/town planners. Preliminary-this is a conceptual drawing not to be used for engineering, surveying, or construction. 0 100 200 400 600 800 1000 Feet 3210735459218182124108701818192485828518181924801818192496181819241818192485828585858210880794647478241242424243840404053827946474782484040405382464654201818657874201818787411180242624242426242624242426808094942018187874201818787411180409494444044448040404479454040413942106795080714648702724537054545375738059605959605980903537378090302424308343681061038170877471242433331031041061068024247821212221282020202017202020202020171717172020202020201717172325232323232332293030303029293030303029262727272727272620161620162016202016191620201520201915163216161624251616162828161616254316161628274722162020165 6 2 0 16 2 0 2 0 1 6 2 0 2 6 2 7 2 4 16 1 9 19 16 2 2 3 9 2 4 6 5 89845 1 5 114 2 127 16 2 0 2 0 2 2 161616255 1 6 8 51 5 14621254 7 2 2 21 2 2 21 7 0 5 3 2 2 21 2 6 6 8 2 7 2 3 2 3 2 4 6 8 2 2 2 3 2 3 2 3 2 3 2 7 6 8 2 3 2 2 2 2 2 2 2 523232424232621 21 2 4 21 2 0 2 0 2 2 2 2 2 0 2 0 2 2 4 9 214221161611 21 21 2 5 4 9 21 2 0 2 0 2 2 2 2 2 0 2 0 21 2 6 2 7 5 5 2 4 1 6 19 19 16 2 2 4 5 2 6 16 16 2 2 2 3 2 0 7 1 19 16 16 2 1 7 7 2 6 1 6 16 19 2 2 1 6 16 21 2 0 2 3 31 7 7 21 21 21 3 2 2 8 7 7 21 3 2 6 5 2 6 21 21 2 4 6 5 2 4 4 5 2 4 2 4 2 4 2 5 2 5 1 6 16 2 4 6 5 2 7 2 4 2 7 1 8 7 5 7 5 7 5 1 5 1 5 1 6 3 9 3 9 3 9 2 3 2 3 2 3 2 6 1 9 1 5 15 2 0 8 3 1 9 2 0 2 0 1 9 19 2 0 2 0 2 3 8 3 3 4 3 1 19 52 16 16 18 2 3 4 5 16 2 0 2 0 2 2 8 2 18 2 0 2 0 1 6 2 0 7 7 4 3 3 5 3 5 3 5 3 5 4 3 4 4 4 0 4 0 4 4 3 1 2 4 2 4 2 4 2 9 31 5 3 7 2 2 0 2 0 2 5 2 5 16 16 2 6 2 6 2 0 2 0 2 7 2 3 2 0 2 0 2 4954 1 5 6 5 3 4 1 5 9 4 1 5 7 5 3 5 5 5 9 5 7 658 9 8 4 8 4 8 2 8 2 4 5 4 3 4 3 5 1 7 4 7 7 5 1 1 2 8 8 2 1 0 4 45336 2 7 0 4 5 4 6 5 0 5 1 5 1507447477411 5 5 1 8 3 8 4 8 0 8 3 4 7 5 0 1 5 1 5 2 0 7 8 8 2 49 70 4 5 1 0 1 9 5 7 7 7 7 9 6 8 3 9 3 8 7 5 3 5 32173725 0 4 8 4 2 44LEGENDBUILDABLE ENVELOPE WIDTHBUILDABLE ENVELOPE LENGTHRevision: 4/11/2022