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Reports - Traffic Study - 04/01/2024
Traffic Impact Study Montava – Phase D Fort Collins, Colorado Prepared for: Montava Development & Construction, LLC TRAFFIC IMPACT STUDY Montava – Phase D Fort Collins, Colorado Prepared for Montava Development & Construction, LLC 430 North College Avenue Suite 410 Fort Collins, Colorado 80524 Prepared by Kimley-Horn and Associates, Inc. 6200 South Syracuse Way Suite 300 Greenwood Village, Colorado 80111 (303) 228-2300 April 2024 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. 04/16/2024 196474001 Montava - Phase D Page i TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i LIST OF TABLES .............................................................................................................ii LIST OF FIGURES .......................................................................................................... iii 1.0 EXECUTIVE SUMMARY ........................................................................................... 1 2.0 INTRODUCTION ....................................................................................................... 7 3.0 EXISTING AND FUTURE CONDITIONS ................................................................ 10 3.1 Existing Study Area .........................................................................................................10 3.2 Existing Roadway Network ..............................................................................................10 3.3 Existing Traffic Volumes ..................................................................................................26 3.4 Unspecified Development Traffic Growth .........................................................................26 4.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................. 31 4.1 Trip Generation................................................................................................................31 4.2 Trip Distribution ...............................................................................................................32 4.3 Traffic Assignment ...........................................................................................................33 4.4 Total (Background Plus Project) Traffic............................................................................33 5.0 TRAFFIC OPERATIONS ANALYSIS ...................................................................... 37 5.1 Analysis Methodology ......................................................................................................37 5.2 Key Intersection Operational Analysis .............................................................................38 5.3 Project Accesses and Future Intersections ......................................................................52 5.4 Auxiliary Turn Lane Evaluation ........................................................................................53 5.5 Vehicle Queuing Analysis ................................................................................................53 5.6 Multimodal Transportation Analysis .................................................................................55 5.7 Country Club Road and Lemay Avenue Project Traffic Contributions ..............................62 5.8 Improvement Summary ...................................................................................................63 6.0 LONG-TERM 2045 ACCESS ANALYSIS ................................................................ 65 7.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 73 196474001 Montava - Phase D Page ii APPENDICES Appendix A – Conceptual Site Plan Appendix B – Intersection Count Sheets Appendix C – Background Traffic Study Excerpts Appendix D – Trip Generation Worksheets Appendix E – 2027 Intersection Analysis Worksheets Appendix F – 2027 Queue Analysis Worksheets Appendix G – 2045 Intersection Analysis Worksheets & Additional Roundabout Analysis LIST OF TABLES Table 1 – Montava - Phase D Traffic Generation ......................................................................32 Table 2 – Level of Service Definitions .......................................................................................37 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 & Timberline Road LOS Results .............................................................51 Table 17 – Project Access Level of Service Results ..................................................................52 Table 18 – Turn Lane Queuing Analysis Results .......................................................................54 Table 19 – Pedestrian Level of Service Summary .....................................................................58 Table 20 – Country Club Road and Lemay Avenue Project Traffic Contribution ........................62 Table 21 – Summary of Improvements: Regional & Project ......................................................63 Table 22 – Year 2027 Level of Service Results .........................................................................66 Table 23 – Project Access and Future Intersection Level of Service Results.............................67 196474001 Montava - Phase D Page iii LIST OF FIGURES Figure 1 – Vicinity Map ................................................................................................................9 Figure 2 – Existing Geometry and Control .................................................................................25 Figure 3 – 2022 Existing Traffic Volumes ..................................................................................28 Figure 4 – 2024 Existing Adjusted Traffic Volumes ...................................................................29 Figure 5 – 2027 Background Traffic Volumes............................................................................30 Figure 6 – 2027 Project Trip Distribution ...................................................................................34 Figure 7 – 2027 Project Traffic Assignment ...............................................................................35 Figure 8 – 2027 Total Traffic Volumes ......................................................................................36 Figure 9 – Pedestrian Network Map ..........................................................................................59 Figure 10 – Bicycle Network Map ..............................................................................................61 Figure 11 – 2027 Recommended Geometry and Control ..........................................................64 Figure 12 – 2045 Project Access Distribution ............................................................................69 Figure 13 – 2045 Project Access Assignment ...........................................................................70 Figure 14 – 2045 Project Access Total Traffic Volumes ............................................................71 Figure 15 – 2045 Project Access Recommended Geometry and Control ..................................72 196474001 Montava - Phase D Page 1 1.0 EXECUTIVE SUMMARY Phase D within the overall Montava development area, is located near the northwest corner of the Mountain Vista Drive and Giddings 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 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 area D, which is the next proposed area to be development within Montava. The project is proposed to include 176 single family detached homes, 123 single- family attached homes, and 210 multifamily homes. It is expected that Phase D will be completed in the next several years; therefore, analysis was conducted for the 2027 short-term buildout horizon. A supplemental traffic study letter will be provided for the 2045 long-term horizon that will account for full buildout of Montava and incorporate the new development program for Phase D and the evolving street network. 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) · Mountain Vista Drive and Busch Drive (#11) 196474001 Montava - Phase D Page 2 · Mountain Vista Drive and I-25 Southbound Ramps (#12) · Mountain Vista Drive and I-25 Northbound Ramps (#13) · Vine Drive and Timberline Road (#14) In addition, the proposed public street accesses along Giddings Road were evaluated. Regional access to Montava Phase D will be provided by Interstate 25 (I-25) and US-287. Primary access to Phase D within the overall Montava development plan will be provided by Mountain Vista Drive, Giddings Road, Richards Lake Road, and Turnberry Road. For the purposes of this analysis, direct access to Phase D will initially be provided by the Timberline Road extension and two accesses along the west side of Giddings Road in the short- term horizon. Access to Phase D will also be provided in the short-term indirectly through adjacent Phase E and at two accesses along the east side of Timberline Road. With the buildout condition of this project (Phase D) in the short-term horizon, Maple Hill Drive will not extend from Thoreau Drive (current east limits) to the west the limits of the Phase D development area. Timberline Road will be extended from Mountain Vista Drive to the west development limits of Phase D (east limits of Phase E) as part of development of adjacent Phases G & E, and then extended from the west development limits of Phase D to the east limits of Phase D as part of this Phase D project. By full buildout of the overall Montava project and more specifically future development of Phases A & B, Maple Hill Road will provide additional access with through connectivity extending from Thoreau Drive (current terminus location) to Giddings Road as a proposed fiddle roundabout intersection at Giddings Road and the Maple Hill Drive extension. Further, with future development of adjacent Phases B and/or C, Timberline Road will be extended from the east limits of Phase D to Giddings Road. Phase D is expected to generate approximately 3,500 weekday daily trips, with 260 of these trips occurring during the morning peak hour and 317 of these trips occurring during the afternoon peak hour. 196474001 Montava - Phase D Page 3 Based on the analysis presented in this report, Kimley-Horn believes Montava - Phase D 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: Existing Recommendations · The intersection of County Club Road and Lemay Avenue (#6) does not operate acceptably with the existing geometry and control. The Larimer County Country Club Road Corridor Study identified the need for future roundabout control at the intersection of County Club Road and Lemay Avenue; therefore, this intersection was evaluated as a single lane roundabout in this study. Phase D is expected to contribute approximately 2.2 percent of the volumes (32 / 1,441) entering the Country Club Road and Lemay Avenue intersection for the short-term horizon. · Designated left turn lanes are warranted with existing traffic volumes without the project on all four approaches of the Vine Drive and Timberline Road (#14) intersection. If implemented, the left turn lanes should provide a length of 155 feet for the eastbound and westbound left, 200 feet for the northbound left, and 135 feet for the southbound left. 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. 2027 Recommendations · Access to Phase D will be provided by two kidney bean intersections along Timberline Road at Chesapeake Drive (#15) and at a future east-west roadway (#16). Four the purposes of this analysis, it is assumed these two kidney bean accesses will be constructed prior to buildout of Phase D as part of adjacent Phases G & E. However, Timberline Road will be further extended from the Phase E northern property limit through Phase D development area to the edge of Phase D property. However, Timberline Road is not planned to connect to Giddings 196474001 Montava - Phase D Page 4 Road by buildout of Phase D. Additionally, two accesses (#17 & #18) are planned along Giddings Road to serve the development in the short-term. These two access intersections along Giddings Road are recommended to operate with stop control on the eastbound approach while northbound left turn lanes should be provided within the center lane along Giddings Road. · The intersection of Mountain Vista Drive and Timberline Road (#9) will be constructed as a two-lane roundabout with development of adjacent Phase G & E of Montava. As a roundabout, the intersection can operate with a single lane approach in the interim. 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. · The Mountain Vista Drive and Giddings Road (#10) intersection can operate acceptably under stop control in the short-term 2027 horizon; however, the southbound approach may experience delays approaching capacity and could be mitigated by converting the intersection to a single lane roundabout. Under stop control, 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 155 feet and a 160-foot taper. · A northbound left turn lane at the I-25 Northbound Ramp (#13) is recommended to be designated separate from the existing single shared lane. Therefore, the shared northbound through/right turn lane could provide 200 feet of storage while the continuous lane extending from the off ramp could drop as the future left turn lane. · The offsite improvements associated with the Phase D Core Set include the aforementioned northbound left turn lanes at the two accesses (#17 & #18) along Giddings Road and the eastbound left turn lane at Mountain Vista Drive and Giddings Road intersection (#10). With exception of the northbound left turn lanes at the two Giddings Road accesses (#17 & #18), the existing cross section of Giddings Road between the proposed north access and Mountain Vista Drive is expected to be sufficient with buildout of the Phase D Core. Giddings Road 196474001 Montava - Phase D Page 5 north of Mountain Vista Drive currently has an average daily traffic volume of approximately 4,600 vehicles per day and is projected to consist of approximately 6,700 vehicles per day with buildout of Phase D and other known developments and programmed traffic growth. 2045 Recommendations · The key external intersection 2045 recommendations associated with long-term full buildout of Montava rare provided in the 2045 Montava Supplemental Traffic Analysis. The findings from this supplemental analysis will support in determining the ultimate improvements. · By full buildout of the overall Montava project and more specifically future development of Phases A & B, Maple Hill Road will provide additional access with through connectivity extending from Thoreau Drive (current terminus location) to Giddings Road as a proposed fiddle roundabout intersection at Giddings Road and the Maple Hill Drive extension. Further, with future development of adjacent Phases B and/or C, Timberline Road will be extended from the east limits of Phase D to Giddings Road. · A two-lane roundabout on all four approaches with yielding right turn bypass lanes on the westbound and northbound approaches is recommended by 2045 if roundabout control is implemented at the Mountain Vista Drive and Giddings Road (#10) intersection. The right turn bypass lanes were added to the roundabout capacity model to help facilitate more efficient right turn movements for year 2045 AM peak and PM peak traffic. · The South Giddings Road Access (#18) and the fiddle roundabout (Int A) are both recommended as single-lane roundabouts using the year 2045 projected traffic volume. Except for intersection the South Giddings Road Access (#18) northbound entry and southbound entry, all other entries to these two intersections operated at LOS A. Therefore, a right turn yielding bypass lane is recommended at the northbound approach at the South Giddings Road Access (#18) to alleviate the slight congestion showing up in the capacity prediction model. · An advantage provided by the fiddle roundabout along Giddings Road is the dispersion of traffic amongst six separate legs that connect to this subject intersection. By separating vehicles’ conflict points and decision-making, the resulting operations are found to be 196474001 Montava - Phase D Page 6 favorable given the predicted traffic to and beyond year 2045. A similar dogbone roundabout in Boise, ID has been recently reviewed by the Montava team, including a conference call with Ada County Highway Department (ACHD) staff familiar with that project. The Boise, ID dogbone roundabout accommodates approximately 12,000 to 15,000 vehicles per day, based on 2022 traffic data provided by ACHD. The Giddings Road fiddle roundabout is expected to see similar traffic volume at year 2045. It is important to note that the success of a proposed fiddle roundabout would be dependent on the successful design that accommodates the design vehicle on-pavement, the check vehicle via use of the truck apron, and provides adequate speed control with a maximum entering, circulating, and exiting speed of 25 mph. General Recommendations · 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. 196474001 Montava - Phase D Page 7 2.0 INTRODUCTION Kimley-Horn has prepared this report to document the results of a Traffic Impact Study for Phase D within the overall Montava development area located in Fort Collins, Colorado. Specifically, Phase D is located near the northwest corner of the Mountain Vista Drive and Giddings Road intersection. 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 area D, which is the next proposed area to be development within Montava. A vicinity map illustrating the Phase D development location and the overall Montava development area is shown in Figure 1. For purposes of this analysis, Phase D is proposed to include 176 single family detached homes, 123 single-family attached homes, and 210 multifamily homes. A conceptual site plan is attached in Appendix A. It is expected that Phase D will be completed in the next several years; therefore, analysis was conducted for the 2027 short-term buildout horizon. A supplemental traffic study letter will be provided for the 2045 long-term horizon that will account for full buildout of Montava and incorporate the new development program for Phase D and the evolving street network. 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) 196474001 Montava - Phase D Page 8 · 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 Timberline Road (#14) In addition, the proposed private and public street accesses along Giddings Road were evaluated. Regional access to Montava Phase D will be provided by Interstate 25 (I-25) and US-287. Primary access to Phase D within the overall Montava development plan will be provided by Mountain Vista Drive, Giddings Road, Richards Lake Road, and Turnberry Road. For the purposes of this analysis, direct access to Phase D will initially be provided by the Timberline Road extension and two accesses along the west side of Giddings Road in the short- term horizon. Access to Phase D will also be provided in the short-term indirectly through adjacent Phase E and at two accesses along the east side of Timberline Road. With the buildout condition of this project (Phase D) in the short-term horizon, Maple Hill Drive will not extend from Thoreau Drive (current east limits) to the west the limits of the Phase D development area. Timberline Road will be extended from Mountain Vista Drive to the west development limits of Phase D (east limits of Phase E) as part of development of adjacent Phases G & E, and then extended from the west development limits of Phase D to the east limits of Phase D as part of this Phase D project. By full buildout of the overall Montava project and more specifically future development of Phases A & B, Maple Hill Road will provide additional access with through connectivity extending from Thoreau Drive (current terminus location) to Giddings Road as a proposed fiddle roundabout intersection at Giddings Road and the Maple Hill Drive extension. Further, with future development of adjacent Phases B and/or C, Timberline Road will be extended from the east limits of Phase D to Giddings Road. 196474001 Montava - Phase D Page 10 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. 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 primarily 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 grade separated crossing. 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. 196474001 Montava - Phase D Page 11 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) Turnberry Road Ù NORTH Richard Lakes Road 196474001 Montava - Phase D Page 12 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) Richards Lake Road Giddings Road Ù NORTH 196474001 Montava - Phase D Page 13 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) Richards Lake Road Busch Drive Ù NORTH 196474001 Montava - Phase D Page 14 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) Ù NORTH Maple Hill Drive Turnberry Road 196474001 Montava - Phase D Page 15 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) Bar Harbor Drive Maple Hill Drive Ù NORTH 196474001 Montava - Phase D Page 16 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) Lemay Avenue Country Club Road Ù NORTH 196474001 Montava - Phase D Page 17 The signalized intersection of Country Club Road and Turnberry Road (#7) operates with permissive-only left turn phasing on all four approaches. 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 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. An aerial photo of the existing intersection configuration is below. Country Club Road and Turnberry Road (#7) T urnberry Road Country Club Road Ù NORTH 196474001 Montava - Phase D Page 18 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) Ù NORTH Turnberry Road Mountain Vista Drive 196474001 Montava - Phase D Page 19 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) Ù NORTH Timberline Road Mountain Vista Drive 196474001 Montava - Phase D Page 20 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) Ù NORTH Giddings Road Mountain Vista Drive 196474001 Montava - Phase D Page 21 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) Ù NORTH Busch Drive Mountain Vista Drive 196474001 Montava - Phase D Page 22 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 while 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) Ù NORTH I-25 SB Ramp Mountain Vista Drive 196474001 Montava - Phase D Page 23 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) Ù NORTH I-25 NB Ramp Mountain Vista Drive 196474001 Montava - Phase D Page 24 The unsignalized intersection of Vine Drive and Timberline Road (#14) 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 (#14) The intersection lane configuration and control for the study area intersections are shown in Figure 2. Ù NORTH Timberline Road Vine Drive 100' 1 00' 225' 250' 100' 100' 100' 150' 2 50' 250' 150' 250' 1 50' 2 00' 2 50' 25' 125' 150' 200' 175' 196474001 Montava - Phase D 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 this count date. The existing intersection traffic volumes are shown in Figure 3 with count sheets provided in Appendix B. However, to account for growth between the 2022 counts and 2024, a two (2) percent annual growth rate was applied to the existing counts to provide projections for adjacent existing 2024 conditions. The 2024 traffic volumes projected for the existing conditions are shown in Figure 4. 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 (#4) 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, 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 Traffic 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 Memo, Delich Associates, March 18, 2021 · Bloom Master Traffic Impact Study, Galloway & Company, Inc., January 17, 2022 196474001 Montava - Phase D Page 27 Additionally, the project traffic trips associated with Phase G & E of the overall Montava development are included in the short-term background traffic volumes. These background studies are included in Appendix C.The calculated background traffic volumes for 2027 is shown in Figure 5. 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) 9 9(185) 4 1(102) 3 6(49) 6 25(19) 44(29) 132(149) 30(57) 100(205) 1(0) 92(64) 220(147) 1 4(27) 4 7(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) 6 8(106) 9 142(216) 63(118) 205(159) 58(137) 1 51(78) 1 57(103) 10 192(302) 39(59) 346(232) 8(7) 1 10(75) 1 3(12) 11 184(105) 191(314) 385(241) 73(70) 3 (16) 1 (0) 4 1(49) 12 237(144) 26(20) 39(63) 33(31) 9 9(219) 1 (1) 168(267) 13 115(89) 197(164) 9(10) 115(112) 108(171) 20(45) 6 (3) 2 81(204) 5 0(43) 5 6(67) 139(199) 9 1(118) 14 78(46) 0(6) 4(6) 17(17) 2(1) 1(0) 7(3) 104(78) 0(1) 47(86) 62(84) 7(27) 1 10(18) 14(14) 7(10) 57(24) 16(21) 21(35) 5(8) 246(146) 23(14) 8(15) 104(194) 21(58) 2 47(55) 38(45) 1(0) 2(15) 29(30) 1(0) 1(0) 6(27) 14(22) 3 71(42) 1(1) 1(0) 215(146) 30(48) 121(215) 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) 5 190(157) 179(148) 10(22) 83(55) 184(263) 4(11) 26(21) 122(53) 4(6) 103(192) 4 3(106) 3 7(51) 6 26(20) 46(30) 137(155) 31(59) 104(213) 1(0) 96(67) 229(153) 1 5(28) 4 9(72) 118(170) 7 2(23) 100(240) 27(8) 9(5) 280(170) 4(16) 8 214(158) 95(182) 123(95) 170(125) 112(180) 7 1(110) 9 148(225) 66(123) 213(165) 60(143) 1 57(81) 1 63(107) 10 200(314) 41(61) 360(241) 8(7) 1 14(78) 1 4(12) 11 191(109) 199(327) 401(251) 76(73) 3 (17) 1 (0) 4 3(51) 12 247(150) 27(21) 41(66) 34(32) 103(228) 1 (1) 175(278) 13 120(93) 205(171) 9(10) 120(117) 112(178) 21(47) 6 (3) 2 92(212) 5 2(45) 5 8(70) 145(207) 9 5(123) 14 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) 30(48) 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(13) 34(31) 132(59) 6(9) 135(261) 4 6(114) 5 1(61) 6 28(21) 49(32) 179(227) 33(63) 142(311) 3(5) 178(134) 320(214) 1 5(30) 9 0(162) 174(231) 7 2(24) 171(371) 29(9) 10(6) 392(279) 4(17) 8 265(231) 147(298) 37(69) 164(132) 239(171) 26(47) 1 18(117) 1 43(125) 1 2(14) 149(219) 8 9(175) 105(175) 9 245(443) 70(130) 403(323) 71(159) 1 67(86) 1 78(123) 10 299(535) 43(65) 557(400) 11(10) 1 21(83) 1 6(16) 11 203(116) 277(496) 529(354) 151(133) 3 (18) 1 (0) 6 6(109) 12 274(186) 29(22) 66(90) 84(70) 109(242) 1 (1) 238(416) 13 154(152) 229(202) 16(28) 192(264) 138(204) 78(164) 2 2(14) 4 81(381) 1 50(136) 109(114) 238(410) 171(200) 14 196474001 Montava - Phase D Page 31 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 average rates that apply to Single-Family Detached Housing (ITE Land Use Code 210), Single-Family Attached Housing (ITE 215), and Multifamily Mid-Rise Housing (ITE Land Use Code 221) for traffic associated with Phase D of the development. Of note, there are three conceptual site plans for this development area; however, the most conservative development program was used to analyze the intersections. Internal capture trips are shared trips from vehicles already within the internal street network that reduce the number of total external trips. Since the buildout of the overall Montava development will contain a mix of uses, internal capture trips are expected to occur among the overall Montava development. However, since Phase D is proposed to be the third phase built (after Phase G & E), minimal internal capture trips are anticipated to occur among the first three phases of development; therefore, internal capture trips were not applied in the short-term horizon. 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. Since Phase D is the third phase being proposed with Montava, the short-term horizon has utilized the general suburban/suburban trip generations average rates because multi-use urban trip generation rates would not fully apply until a majority of the overall Montava development is constructed. However, multi-use urban trip generation rates were used for the proposed uses with full buildout of the overall Montava development due to the project promoting walkability/bicycle friendly interconnection and infrastructure among a large-scale mixed-use development. The 1 Institute of Transportation Engineers,Trip Generation Manual, Eleventh Edition, Washington DC, 2021. 196474001 Montava - Phase D Page 32 overall development trip generation is described in more detail in Section 6.0 and the 2045 Montava Supplemental Traffic Analysis. In the short-term 2027 horizon, Phase D is expected to generate approximately 3,500 weekday daily trips, with 260 of these trips occurring in the morning peak hour and 317 trips occurring in 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, 2021. Table 1 summarizes the estimated trip generation for planning area D. The trip generation worksheets are included in Appendix D. Table 1 – Montava - Phase D Traffic Generation Land Use and Size Weekday Vehicle Trips Daily AM Peak Hour PM Peak Hour In Out Total In Out Total Single Family Detached Housing (ITE 210) 176 Dwelling Units 1,660 31 92 123 104 61 165 Single-Family Attached Housing (ITE 215) 123 Dwelling Units 886 15 44 59 41 29 70 Multifamily Mid-Rise Housing (ITE 221) 210 Dwelling Units 954 18 60 78 50 32 82 Total Project Trips 3,500 64 196 260 195 122 317 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 employment, school, and attraction 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 the proposed development is illustrated in Figure 6 for the short-term horizon. For the long-term horizon, the entire Montava development and the internal roadways will be constructed. Therefore, the trip distribution for the long-term horizon accounts for long-term buildout of the surrounding roundabout network and is evaluated in Section 6.0. 196474001 Montava - Phase D Page 33 4.3 Traffic Assignment Montava - Phase D 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 7 for the short-term horizon. 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 in Figure 8. [1%] 1% 1 1% 1% [1%] [1%] 2 3 4 5 [5%] [5%] 5% 5% 6 10% [10%] 7 [10%] 10% 8 [13%] 10% [40%] [10%] 13% 40% 9 35% 13% [35%] [13%] 10 35% [35%] 11 30% [25%] [10%] 5% 12 5% [5%] [5%] 25% 13 23% [30%] [23%] 30% 14 [5%] [45%] 5% 45% 15 [15%] [30%] 15% 30% 16 [18%] [1%] 1%1% [1%] 18% 17 [30%] [1%] [18%] 1% 18% 30% 18 2(1) 1(2) 1 1(2) 1(2) 2 (1) 2 (1) 2 3 4 5 10(6) 10(6) 3(10) 3 (10) 6 7(19) 1 9(12) 7 19(12) 7(19) 8 25(16) 7(19) 7 7(49) 1 9(12) 9 (25) 2 7(78) 9 24(68) 9(25) 6 7(43) 2 5(16) 10 24(68) 67(43) 11 20(58) 48(31) 19(12) 3 (10) 12 3(10) 10(6) 10(6) 1 7(49) 13 16(45) 5 8(37) 4 4(28) 2 0(58) 14 10(6) 86(55) 3 (10) 31(87) 15 29(18) 58(37) 10(29) 20(58) 16 35(22) 2(1) 1(2) 1(2) 2 (1) 12(35) 17 58(37) 2(1) 35(22) 1(2) 12(35) 20(58) 18 83(49) 0(7) 12(25) 18(18) 2(1) 1(0) 25(16) 265(198) 0(1) 50(92) 133(258) 8(29) 1 11(19) 20(31) 8(11) 62(27) 33(33) 22(38) 6(9) 267(166) 24(14) 9(15) 119(214) 24(63) 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) 30(48) 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) 5 262(215) 258(212) 17(30) 94(70) 227(356) 5(13) 34(31) 132(59) 6(9) 138(271) 4 6(114) 5 1(61) 6 28(21) 49(32) 186(246) 33(63) 142(311) 3(5) 178(134) 320(214) 1 5(30) 9 0(162) 193(243) 7 2(24) 190(383) 29(9) 10(6) 399(298) 4(17) 8 290(247) 147(298) 37(69) 164(132) 239(171) 33(66) 1 18(117) 2 20(174) 3 1(26) 158(244) 116(253) 105(175) 9 245(443) 94(198) 403(323) 80(184) 2 34(129) 2 03(139) 10 323(603) 43(65) 624(443) 11(10) 1 21(83) 1 6(16) 11 203(116) 297(554) 577(385) 170(145) 3 (18) 1 (0) 6 9(119) 12 277(196) 29(22) 76(96) 94(76) 109(242) 1 (1) 255(465) 13 154(152) 229(202) 16(28) 192(264) 138(204) 94(209) 2 2(14) 5 39(418) 1 94(164) 109(114) 258(468) 171(200) 14 48(51) 78(47) 9(16) 207(186) 42(78) 1 02(213) 16(45) 15 100(101) 20(12) 88(73) 5 2(102) 43(99) 5 (13) 16 35(22) 2(1) 346(211) 1(2) 1 43(290) 12(35) 17 58(37) 2(1) 380(231) 1(2) 1 53(324) 20(58) 18 196474001 Montava - Phase D Page 37 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 buildout horizon at the identified key intersections. The acknowledged source for determining overall capacity is 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. 196474001 Montava - Phase D Page 38 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 E. 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 horizon analysis years while the HCM urban standard of 0.92 was used for the future horizon analysis. 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. 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 11.1 8.7 7.5 A A B A A 7.4 8.9 10.8 9.7 7.6 A A B A A 2027 Background Northbound Left Eastbound Approach Westbound Left Westbound Through/Right Southbound Left 7.8 10.5 15.1 9.0 7.7 A B C A A 7.7 9.8 15.7 11.0 8.1 A A C B A 2027 Background Plus Project Northbound Left Eastbound Approach Westbound Left Westbound Through/Right Southbound Left 7.8 10.5 15.1 9.1 7.7 A B C A A 7.7 9.8 15.7 11.0 8.1 A A C B A 196474001 Montava - Phase D 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 12.2 12.7 7.5 A B B A 7.7 14.4 14.2 7.7 A B B A 2027 Background Northbound Left Eastbound Approach Westbound Approach Southbound Left 7.9 13.2 13.3 7.5 A B B A 7.7 15.7 15.3 7.8 A C C A 2027 Background Plus Project Northbound Left Eastbound Approach Westbound Approach Southbound Left 8.0 13.2 13.4 7.5 A B B A 7.7 15.7 15.4 7.8 A C C A 196474001 Montava - Phase D 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 9.9 8.5 0.0 7.4 10.1 A A A A B 10.5 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 10.2 8.6 0.0 7.4 10.3 B A A A B 10.5 8.6 0.0 7.4 0.0 B A A A A 2027 Background Plus Project Northbound Left Northbound Through/Right Eastbound Left Westbound Left Southbound Approach 10.2 8.6 0.0 7.4 10.3 B A A A B 10.5 8.6 0.0 7.4 0.0 B A A A A 196474001 Montava - Phase D 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 10.6 7.6 B A 10.5 0.0 B A 2027 Background Westbound Approach Southbound Left 12.0 7.7 B A 12.0 0.0 B A 2027 Background Plus Project Westbound Approach Southbound Left 12.0 7.7 B A 12.0 0.0 B A 196474001 Montava - Phase D 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 7.0 A 7.0 A 7.1 7.2 7.1 6.7 A A A A 7.1 7.1 6.9 6.8 A A A A 2027 Background Plus Project (AWSC) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 7.0 A 7.0 A 7.1 7.2 7.1 6.7 A A A A 7.1 7.1 6.9 6.8 A A A A 196474001 Montava - Phase D 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. A roundabout is identified at this intersection in the Master Street Plan GIS; therefore, with roundabout control, the intersection is anticipated to operate with LOS A during both peak hours. It is understood that the project will provide a proportionate share contribution for the proposed roundabout improvement and this intersection. Project traffic contributions for this intersection are identified in more detail later in Section 5.7: Country Club Road and Lemay Avenue Project Traffic Contributions.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 18.0 C 19.1 C 15.5 24.0 13.3 13.3 C C B B 19.1 19.8 20.1 11.9 C C C B 2027 Background (Roundabout) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 7.9 A 9.5 A 9.. 7.9 6.0 8.0 A A A A 9.6 8.1 11.7 6.0 A A B A 2027 Background Plus Project (Roundabout) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 8.2 A 9.9 A 9.6 8.2 6.1 8.2 A A A A 9.9 8.3 12.2 6.1 A A B A # = Roundabout 196474001 Montava - Phase D 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 17.6 B 19.3 B 39.5 34.9 3.4 3.3 D C A A 34.1 29.5 5.6 4.9 C C A A 2027 Background (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 16.3 B 18.7 B 38.2 32.5 5.3 45 D C A A 29.8 23.5 10.7 8.5 C C B A 2027 Background Plus Project (Signal) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 16.4 B 18.9 B 38.5 32.5 5.6 4.5 D C A A 29.9 23.5 11.0 8.5 C C B A 196474001 Montava - Phase D 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 9.4 A 8.9 A 8.1 7.8 10.2 A A B 7.9 8.6 9.4 A A A 2027 Background (AWSC) Eastbound Approach Westbound Approach Southbound Approach 11.8 B 11.8 B 8.7 8.9 13.4 A A B 8.6 11.6 12.2 A B B 2027 Background Plus Project (AWSC) Eastbound Approach Westbound Approach Southbound Approach 12.1 B 12.4 B 8.8 9.1 13.9 A A B 8.7 12.1 12.9 A B B 196474001 Montava - Phase D 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 adjacent Phase G and E, the north leg of the intersection will be constructed. This 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 with two through lane both eastbound and westbound and one through lane both northbound and southbound. The ultimate roundabout configuration will be constructed 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 Mountain Vista Drive. For comparison purposes and as requested by the City of Fort Collins, this intersection was additionally analyzed under signal control with separate left turn lanes on all four approaches. With signalization, the intersection operates with LOS C during both peak hours. 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 17.4 8.5 C A 19.4 8.1 C A 2027 Background # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 10.4 B 14.5 B 14.4 8.3 8.8 9.4 B A A A 10.7 17.9 14.0 12.5 B C B B 2027 Background Plus Project # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 13.7 B 22.1 C 21.3 9.7 10.2 13.4 C A B B 13.3 30.2 22.1 16.7 B D C C 2027 Background Plus Project $ Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 29.5 C 29.5 C 24.6 13.4 49.2 35.8 C B D D 39.2 22.6 32.9 24.5 D C C C # = Single-Lane Roundabout; $ = Signalized with Separate Left Turn Lanes 196474001 Montava - Phase D 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 18.1 A C 8.6 20.7 A C 2027 Background # Eastbound Left Southbound Approach 8.2 26.2 A D 9.6 25.5 A D 2027 Background Plus Project # Eastbound Left Southbound Approach 8.3 38.6 A E 10.1 34.9 B D # = EB Left Turn Lane 196474001 Montava - Phase D 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 7.8 12.5 A B 8.2 12.5 A B 2027 Background Eastbound Left Southbound Approach 8.1 15.9 A C 8.9 15.6 A C 2027 Background Plus Project Eastbound Left Southbound Approach 8.1 17.1 A C 9.2 16.9 A C 196474001 Montava - Phase D 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 9.2 10.0 A B 8.4 12.0 A B 2027 Background Westbound Left Southbound Approach 10.6 11.0 B B 9.0 14.8 A B 2027 Background Plus Project Westbound Left Southbound Approach 11.1 11.3 B B 9.1 16.2 A C 196474001 Montava - Phase D 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. However, with the addition of background traffic and growth, the northbound approach may operate with LOS F during the afternoon peak hour. Therefore, with the northbound approach is recommended to provide a separate northbound left turn lane. With this configuration and project traffic, the intersection movements are anticipated to operate acceptably.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 12.4 7.9 B A 16.4 7.6 C A 2027 Background Northbound Approach Eastbound Left 17.5 8.2 C A 53.6 7.8 F A 2027 Background Plus Project Northbound Approach Eastbound Left 19.6 8.2 C A 86.0 7.9 F A 2027 Background Plus Project # Northbound Left Northbound Through/Right Eastbound Left 17.9 9.2 8.2 C A A 31.5 10.2 7.9 D B A # = Separate NB Left 196474001 Montava - Phase D Page 51 Vine Drive and Timberline Road (#14) The unsignalized intersection of Vine Drive and Timberline Road (#14) 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, 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 D during both morning and afternoon peak hours.Table 16 provides the results of the LOS analysis conducted at this intersection. Table 16 – 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 28.1 D 25.7 D 20.7 31.9 25.5 32.0 C D D D 25.1 21.1 33.5 19.4 D C D C 2027 Background (Signal) # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 40.1 D 45.8 D 79.9 37.5 18.5 34.0 E D B C 72.0 35.0 28.4 46.1 E C C D 2027 Background Plus Project (Signal) # Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 47.7 D 51.5 D 83.8 40.9 23.2 48.5 F D C D 77.8 37.3 32.6 55.7 E D C E # = Signalized, Left Turn Lanes on Approaches 196474001 Montava - Phase D Page 52 5.3 Project Accesses and Future Intersections Prior to buildout of Phase D, Timberline Road will be constructed from Mountain Vista Drive to the north property limits of Phase E as part of the development of Phases G & E. This will include a regional trail adjacent to the travel lanes and two mid-block pedestrian crosswalks. Phase D development will continue the roadway to the northeast property limits of Phase D. The two kidney bean intersections (#15 & 16) constructed by Phase G & E along Timberline Road will be used to access Phase D through portions of the Phase E development. Additionally, two accesses are initially proposed along Giddings Road with the north access (#17) and the south access (#18) allowing full movements in the short-term 2027 horizon. With the buildout of Phase D, the two initial accesses (#17 & #18) along Giddings Road are recommended to operate with stop control on the eastbound minor street approaches and provide a northbound left turn lane for entering the new west legs of the intersections.Table 17 provides the results of the level of service for the project access intersections for the short-term 2027 horizon. Table 17 – Project Access Level of Service Results Intersection 2045 Total AM Peak Hour PM Peak Hour Delay (sec/ veh) LOS Delay (sec/ veh) LOS Chesapeake Dr & Timberline Rd (#15) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 4.1 A 4.7 A 4.4 3.4 3.7 4.4 A A A A 4.0 4.0 5.1 4.4 A A A A East-West & Timberline Rd (#16) Eastbound Approach Westbound Approach Northbound Approach Southbound Approach 3.5 A 3.9 A 3.4 3.5 3.3 3.7 A A A A 3.3 3.8 4.1 3.6 A A A A Giddings South Access (#17) Northbound Left Eastbound Approach 8.1 10.8 A B 7.8 9.8 A A Giddings North Access (#18) Northbound Left Eastbound Approach 8.2 11.4 A B 7.9 10.0 A B As shown in the table, the project access intersections are anticipated to have all movements operating with acceptable LOS B or better during the peak hours the short-term buildout. 196474001 Montava - Phase D Page 53 5.4 Auxiliary Turn Lane Evaluation 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 · Based on existing traffic volumes, left turn lanes on all four approaches of the Vine Drive and Timberline Road intersection. As noted previously, the 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. 5.5 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 95 th percentile queue lengths. Results are shown in the following Table 18 with calculations provided within the level of service operational sheets of Appendix E for unsignalized intersections and Appendix F for signalized intersections. 196474001 Montava - Phase D Page 54 Table 18 – 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 Left Westbound Left Northbound Left Southbound Left Southbound Right 150’ 250’ 150’ 200’ 250’ 216’ 34’ 176’ 25’ 40’ 150’ 250’ 150’ 200’ 250’ Mountain Vista & Timberline Rd (#9) Signalized Eastbound Left Westbound Left Northbound Left Southbound Left DNE DNE DNE DNE 74’ 171’ 56’ 97’ 150’ 175’ 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) Northbound Through/Right Eastbound Left DNE 200’ 200’ 25’ 200’ 200’ Vine Dr & Timberline Rd (#14) Eastbound Left Westbound Left Northbound Left Southbound Left DNE DNE DNE DNE 145’ 153’ 199’ 25’ 155’+160’ T 155’+160’ T 200’+140’ T 135’+140’ T Giddings Rd South Access (#17) Northbound Left DNE 25’155’+160’T Giddings Rd North Access (#18) Northbound Left DNE 25’155’+160’T DNE = Does Not Exist; TWLTL = Two-Way Left Turn Lane; T = Taper Blue Text = Recommendation; Alternative Analysis The intersection vehicle queues are all anticipated to remain within the existing or recommended turn lane lengths through 2027 with exception of the eastbound and northbound left turn lanes at the Country Club Road and Turnberry Road intersection. The turn lane lengths for the warranted 196474001 Montava - Phase D Page 55 turn lanes are based on LCUASS turn lane lengths. The eastbound left turn lane at Mountain Vista Drive and Giddings Road (#10) intersection is recommended to provide a length of 155 feet plus a 160-foot taper. If implemented, the left turn lanes at Vine Drive and Timberline Road (#14) intersection should provide a length of 155 feet for the eastbound and westbound left, 200 feet for the northbound left, and 135 feet for the southbound left. 5.6 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 for Montava Phase D. 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 D 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 be 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. 196474001 Montava - Phase D Page 56 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. A pedestrian network map is shown in Figure 9 for Phase D and the surrounding network. Therefore, it is believed that the future pedestrian sidewalks and 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. Mid-block crossings may be explored throughout the development if pedestrian delays become greater than 30 seconds. The City of Fort Collins Pedestrian Plan identifies a two-step process for crosswalk locations with step one looking at the signal warrant for pedestrian and if warrants are not met then step two is determining one or more less “intense” treatments outlined in Table P-4 of the Fort Collins Pedestrian Plan.Therefore, the proposed mid- block crossings identified on the site plan along Timberline Road may further be enhanced with rectangular rapid flashing beacons (RRFBs) if pedestrian delay exceeds more than 30 seconds or further safety measures will need to be explored. It is not expected that RRFBs will be needed or warranted with construction of Phase D and the previous Phase G & E developments; however, with full buildout of Montava, pedestrian demand and traffic projections would likely cause 196474001 Montava - Phase D Page 57 pedestrian delays to exceed 30 seconds at the mid-block crossings north of the Chesapeake Drive/Timberline Road (#15) and Timberline Road North Access (#16) and RRFBs could be considered at these locations. 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 among the overall Montava development 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 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. The pedestrian level of service summary is shown in Table 19 below. As shown in the table, the proposed pedestrian facilities will be constructed to provide LOS B or better. 196474001 Montava - Phase D Page 58 Table 19 – Pedestrian Level of Service Summary Quality Indicators 1 LOS Description Security A Sense of security enhanced by presence of other people using sidewalks and overlooking them from adjacent buildings. Good lighting and clear sight lines. Directness B Excellent and direct connectivity with clear linear and visual connection to transit facilities, streets, and activities. Continuity A Pedestrian sidewalk appears as a single entity with a major activity area or public open space. Street Crossings (Signalized)A / B 3 or fewer lanes to cross, clear indications with some roadways providing 4 or 5 lanes (striping, etc.), well-marked crosswalks, good lighting, standard curb ramps, automatic pedestrian signal, pedestrian amenities, unobstructed views Street Crossings (Unsignalized)A Well-marked cross walks, good lighting levels, standard curb ramps, street character suggests pedestrian crossing, unobstructed views Visual Appeal and Amenities A Visually appealing and compatible with local architecture and artist themes, wide sidewalks, window shopping, pedestrian lighting, trees and street furniture Surface Condition A Smooth asphalt or concrete with few breaks or cracks 1Quality Indicators from Fort Collins Pedestrian Plan The pedestrian facilities that will be constructed with Phase D are anticipated to meet the LOS guidelines. However, the surrounding roadway network that is not fronting the project directly is not included in the LOS determination. Of note, the overall Montava development does not have plans to fill in pedestrian and bicycle facility gaps along the external street network where the project does not provide frontage. 196474001 Montava - Phase D Page 60 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. A bicycle network map is shown in Figure 10 for the overall development and the surrounding network. 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. 196474001 Montava - Phase D Page 62 5.7 Country Club Road and Lemay Avenue Project Traffic Contributions A future roundabout is identified in the Master Street Plan GIS for the Country Club Road and Lemay Avenue (#6) intersection. It is understood that the project will provide a proportionate share contribution for the proposed roundabout improvement and this intersection. It was determined that future total traffic volume projections were appropriate with calculating project traffic contributions. These contribution percentages are based on project peak hour traffic volumes entering the key intersection divided by the peak hour total traffic volumes entering the intersection. The project traffic contributions for only Phase D and full buildout of the Montava master development are identified in Table 20. Table 20 – Country Club Road and Lemay Avenue Project Traffic Contribution Development Area AM Peak Hour PM Peak Hour Project Traffic Overall Intersection Volume Traffic Contribution (%) Project Traffic Overall Intersection Volume Traffic Contribution (%) Phase D (2027)26*1,270 2.0%32*1,441 2.2% Full Montava (2045)253 1,745 14.5%318 1,964 16.2% * = No internal capture with Phase; Highlighted Text = Includes internal capture and full buildout of Montava Phase D is expected to contribute approximately 2.2 percent of the volumes (32 / 1,441) entering the Country Club Road and Lemay Avenue intersection for the short-term horizon. For future reference and based on traffic volume projections from the Montava Master Traffic Study Supplemental Letter dated October 2023, the overall Montava master development is expected to contribute approximately 16.2 percent (318 / 1,964) of the long-term 2045 horizon traffic volumes at the Country Club Road and Lemay Avenue intersection. Of note,Montava Master Traffic Study Supplemental Letter is currently being updated to account for the new development program for Phase D; however, there will be negligible changes to 2045 percentages reported in the table above. 196474001 Montava - Phase D Page 63 5.8 Improvement Summary Based on the results of the intersection operational and vehicle queuing analysis, the key intersection recommended improvements and control are shown in Figure 11.Table 21 summarizes the improvements associated with the Phase D development. Table 21 – Summary of Improvements: Regional & Project Intersection Summary of Improvements External Intersection Country Club & Lemay Ave (#6)Single-Lane Roundabout – Regional Mountain Vista & Timberline Rd (#9) Single-Lane Roundabout (Built to future two- lane roundabout footprint) – Phase G & E Mountain Vista & Giddings Rd (#10)· EB: Separate Left Turn Lane (155’+160’T) Mountain Vista & I-25 NB ramp (#13) · NB: Separate Left Turn Lane and Through/Right Lane (200’) - Regional Vine Dr & Timberline Rd (#14) Signalized (Regional) · EB: Separate Left Turn Lane (155’+160’T) · WB: Separate Left Turn Lane (155’+160’T) · NB: Separate Left Turn Lane (200’+140’T) · SB: Separate Left Turn Lane (135’+140’T) Internal Intersections Chesapeake Dr & Timberline Rd (#15)Kidney Bean Intersection –Phase G & E East-West * Timberline Rd (#16)Kidney Bean Intersection –Phase G & E Giddings Rd South Access (#17)· Stop Control EB Approach ·NB TWLTL Giddings Rd North Access (#18)· Stop Control EB Approach NB TWLTL 100' 1 00' 225' 250' 100' 100' 100' 150' 2 50' 250' 150' 250' 1 50' 2 00' 2 50' 25' 125' 150' 200' 155'+160'T 175' 2 00'+ 1 40 'T 1 40 'T 1 35'+ 160 'T 160 'T 150' 175' 1 50' 1 50' 155'+160'T 160'T155'+ 200' 155'+ 155'+ 196474001 Montava - Phase D Page 65 6.0 LONG-TERM 2045 ACCESS ANALYSIS Since the 2018 Montava Master Transportation Impact Study did not include project accesses in the 2040 horizon, a long-term twenty-year 2045 horizon evaluation for the access intersections adjacent to Phase D has been included in this section. Further, a supplement to the 2018 Montava Master Transportation Impact Study has been provided in a separate traffic study letter to account for changes to the development program and roadway infrastructure plans. With completion of the entire Montava Master Development plan, approximately 2,200 single- family homes, 1,800 multifamily homes, 160,000 square feet of retail space, 285,000 square feet of office use, and 860,000 square feet of industrial use are proposed to be developed. The entire development is anticipated to generate approximately 37,006 weekday external daily trips, with 2,679 of these trips occurring in the morning peak hour and 3,190 of these trips occurring in the afternoon peak hour. Multi-use urban trip generation rates were used for the Single-Family Attached Housing, Multifamily Low-Rise Housing, Multifamily Mid-Rise Housing, General Office Building, and Shopping Plaza uses with full buildout of the overall Montava development due to the project promoting walkability/bicycle friendly interconnection and infrastructure among a large- scale mixed-use development. With these multi-use urban rates, the overall development decreases the daily trips by 18 percent, the morning peak hour decrease by 13 percent, and the afternoon peak hour decreases by 19 percent compared to the general urban/suburban rates. All phases of development within Montava were distributed to the external street system 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 future traffic patterns are anticipated to change with two new east/west roadways, Conifer Street and Suniga Road, proposed south of the development and extending Turnberry Road and Giddings Road to the south. Therefore, the trip distribution to Phase D will also change with future changes to street network and travel patterns. The trip distribution for the 2045 horizon at the proposed access intersections adjacent to Phase D is shown in Figure 12. The overall Montava development traffic assignment at the proposed access intersections adjacent to Phase D is illustrated in Figure 13 for the 2045 horizon.Figure 14 shows the 2045 total traffic volume projections including the entire Montava development at the proposed access intersections 196474001 Montava - Phase D Page 66 adjacent to Phase D. Based on the results of the intersection operational analysis, the proposed access intersection recommended improvements and control for 2045 are shown in Figure 15. Although not year 2045, if roundabout control is implemented initially at Mountain Vista Drive/Giddings Road (#10) and the South Giddings Road Access (#18), year 2027 projected turning movement counts were analyzed at intersections 10 and 18 under roundabout control. Both of these two intersections were modeled as single-lane roundabouts using the traffic volumes shown on Figure 8. The results of the year 2027 roundabout capacity analysis were favorable as both single-lane roundabouts provide adequate capacity for the anticipated AM peak and PM peak traffic.Table 22 provides the results of the capacity analysis at each of the two intersections (#10 & #18) under roundabout control. Table 22 – Year 2027 Level of Service Results Intersection Intersection Control (Capacity Model Used) 2027 Total AM Peak Hour PM Peak Hour Delay (sec/ veh) LOS Delay (sec/ veh) LOS Mountain Vista & Giddings Rd (#10)Roundabout (HCM)8.0 A 10.0 A South Giddings Rd Access (#18)Roundabout (HCM)5.0 A 5.0 A Table 23 summarizes the level of service for the long-term 2045 horizon at the proposed access intersections adjacent to Phase D with full buildout the Montava development. As shown in Table 23, all project access intersections associated with Phase D of the Montava development are anticipated to continue to operate with acceptable level of service throughout the 2045 horizon with full buildout of Montava. With the possibility of three roundabouts along the Giddings Road corridor extending from Mountain Vista Drive (to the south) to the center of Phase D with the fiddle roundabout (to the north), the intersection of Mountain Vista Drive and Giddings Road was also evaluated with roundabout control in the access section. The South Giddings Road Access (#18) is recommended to operate as single-lane roundabout, whereas the roundabout at the Mountain Vista Drive and Giddings Road intersection would operate with two circulating lanes. However, an alternative analysis has been provided with signalization of these two intersections. The North Giddings Road Access (#17) and the Timberline Road / Giddings Road (#21) intersections are recommended to operate with stop control on the minor approaches. Therefore, R1-1 “STOP” 196474001 Montava - Phase D Page 67 signs should be installed exiting the minor approach. The 2045 intersection access LOS worksheets are provided in Appendix G. For the year 2045 projected traffic, roundabout capacity analysis was provided for intersections 10, 18, and the proposed fiddle roundabout (intersection A). Due to the anticipated traffic volume at Mountain Vista Drive and Giddings Road (intersection 10), the proposed roundabout capacity at this intersection was tested in multiple software. Junctions (using the Arcady model) and Sidra (using the HCM model) were used to evaluate the year 2045 traffic volume. A 2x2 lane configuration roundabout was the starting lane configuration analyzed for year 2045 AM peak and PM peak traffic. Both the westbound and the northbound approaches were shown to experience congestion, therefore, yielding right turn bypass lanes were added to the roundabout capacity model to help facilitate more efficient right turn movements. The South Giddings Road Access (#18) and the fiddle roundabout (Int A) were analyzed as single- lane roundabouts using the year 2045 projected traffic volume. Except for intersection #18’s northbound entry and southbound entry, all other entries to these three intersections operated at LOS A. A right turn yielding bypass lane was added to intersection #18’s northbound approach to alleviate the slight congestion showing up in the capacity prediction model. Table 23 – Project Access and Future Intersection Level of Service Results Intersection Intersection Control 2045 Total AM Peak Hour PM Peak Hour Delay (sec/ veh) LOS Delay (sec/ veh) LOS Mountain Vista & Giddings Rd (#10) Roundabout (Sidra- HCM) Roundabout (Arcady) 19.7 6.1 C A 23.8 8.3 C A Signal 38.1 D 47.3 D North Giddings Rd Access (#17) Northbound Left Eastbound Approach TWSC 8.3 11.1 A B 7.9 10.1 A B South Giddings Rd Access (#18)Roundabout (Arcady)11.6 B 18.4 C Signal 12.5 B 5.4 A 196474001 Montava - Phase D Page 68 Intersection Intersection Control 2045 Total AM Peak Hour PM Peak Hour Delay (sec/ veh) LOS Delay (sec/ veh) LOS Country Club & Timberline Rd (#19)Roundabout 3.8 A 3.9 A Maple Hill & Timberline Rd (#20)Roundabout 3.4 A 3.2 A Timberline Rd & Giddings Rd (#21) Northbound Left Eastbound Left Eastbound Through/Right Westbound Left Westbound Through/Right Southbound Left TWSC 8.1 13.5 11.2 15.7 9.7 7.8 A B B C A A 8.1 18.2 10.1 19.8 11.6 8.6 A C B C B A Giddings Fiddle Roundabout (#A)Roundabout (Arcady)8.3 A 11.6 B An advantage provided by the fiddle roundabout is the dispersion of traffic amongst six separate legs that connect to this subject intersection. By separating vehicles’ conflict points and decision- making, the resulting operations are found to be favorable given the predicted traffic to and beyond year 2045. A similar dogbone roundabout in Boise, ID has been recently reviewed by the Montava team, including a conference call with Ada County Highway Department (ACHD) staff familiar with that project. The Boise, ID dogbone roundabout accommodates approximately 12,000 to 15,000 vehicles per day, based on 2022 traffic data provided by ACHD. The Giddings Road fiddle roundabout is expected to see similar traffic volume at year 2045. It is important to note that the success of a proposed fiddle roundabout would be dependent on the successful design that accommodates the design vehicle on-pavement, the check vehicle via use of the truck apron, and provides adequate speed control with a maximum entering, circulating, and exiting speed of 25 mph. 3(8) 17(46) 12(6) 9(4) 5 1(25) 4 3(21) 1 4(38) 4(11) 10 9(4)3 (8) 17 34(16) 6 0(29) 1 9(54) 1 1(31) 18 2(1) 1(2) 21 1(2) 1(2) 2 (1) 2 (1) 20 10(5) 3(9) 3 4(16) 1 1(31) 19 48(31) 1 0(6) 2 2(22) 1 7(49) A 19(12) 5 8(37) 2 0(58) 7(19) A 10(5) 2(2) 4 20(295) 2 (2) 3 75(630) 5 (10) 17 55(30) 10(10) 5(5) 120(45) 10(10) 20(25) 5 (5) 8 10(515) 2 0(25) 2 0(55) 4 00(960) 3 5(110) 18 30(25) 10(5) 95(55) 15(10) 5(10) 325(250) 5(15) 15(40) 2 40(465) 3 5(100) 21 5(5) 15(10) 30(30) 5(5) 200(120) 5(5) 90(60) 15(20) 15(15) 10(5) 1 5(10) 5 (5) 20 40(40) 70(60) 15(10) 10(15) 35(85) 5(5) 1 0(15) 1 35(60) 5 (5) 2 0(45) 40(105) 1 5(10) 19 228(291) 365(654) 265(393) 26(20) 602(494) 65(182) 4 89(252) 4 91(409) 7 2(76) 1 81(226) 2 93(661) 8 1(97) 10 95(65) 15(10) 5(5) 190(115) 5(5) 5(5) 5 (5) 4 30(300) 5 (5) 2 5(60) 3 65(630) 7 0(195) A 85(55) 5(5) 15(15) 25(15) 5(5) 10(15) 5 (5) 7 05(470) 5 (5) 1 0(20) 3 55(815) 1 0(25) A 196474001 Montava - Phase D Page 73 7.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes Montava - Phase D 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: Existing Recommendations · The intersection of County Club Road and Lemay Avenue (#6) does not operate acceptably with the existing geometry and control. Therefore, this intersection is recommended to be converted to a signal lane roundabout in order for operations to be acceptable. Phase D is expected to contribute approximately 2.2 percent of the volumes (32 / 1,441) entering the Country Club Road and Lemay Avenue intersection for the short-term horizon. · Separate left turn lanes are warranted at the Vine Drive/Timberline Road (#14) intersection. If implemented, the left turn lanes should provide a length of 155 feet for the eastbound and westbound left, 200 feet for the northbound left, and 135 feet for the southbound left. It should be noted that all four 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. 2027 Recommendations · Access to Phase D will be provided by two kidney bean intersections along Timberline Road at Chesapeake Drive (#15) and at a future east-west roadway (#16). For the purposes of this analysis, it is assumed these two kidney bean accesses will be constructed prior to buildout of Phase D as part of adjacent Phases G & E. However, Timberline Road will be further extended from the Phase E northern property limit through Phase D development area to the 196474001 Montava - Phase D Page 74 edge of Phase D property. However, Timberline Road is not planned to connect to Giddings Road by buildout of Phase D. Additionally, two accesses (#17 & #18) are planned along Giddings Road to serve the development in the short-term. These two access intersections along Giddings Road are recommended to operate with stop control on the eastbound approach while northbound left turn lanes should be provided within the center lane along Giddings Road. · The intersection of Mountain Vista Drive and Timberline Road (#9) will be constructed as a two-lane roundabout with development of adjacent Phase G & E of Montava. As a roundabout, the intersection can operate with a single lane approach in the interim. 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. · The Mountain Vista Drive and Giddings Road (#10) intersection can operate acceptably under stop control in the short-term 2027 horizon; however, the southbound approach may experience delays approaching capacity and could be mitigated by converting the intersection to a single lane roundabout. Under stop control, 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 155 feet and a 160-foot taper. · A northbound left turn lane at the I-25 Northbound Ramp (#13) is recommended to be designated separate from the existing single shared lane. Therefore, the shared northbound through/right turn lane could provide 200 feet of storage while the continuous lane extending from the off ramp could drop as the future left turn lane. · The offsite improvements associated with the Phase D Core Set include the aforementioned northbound left turn lanes at the two accesses (#17 & #18) along Giddings Road and the eastbound left turn lane at Mountain Vista Drive and Giddings Road intersection (#10). With exception of the northbound left turn lanes at the two Giddings Road accesses (#17 & #18), the existing cross section of Giddings Road between the proposed north access and Mountain 196474001 Montava - Phase D Page 75 Vista Drive is expected to be sufficient with buildout of the Phase D Core. Giddings Road north of Mountain Vista Drive currently has an average daily traffic volume of approximately 4,600 vehicles per day and is projected to consist of approximately 6,700 vehicles per day with buildout of Phase D and other known developments and programmed traffic growth. 2045 Recommendations · The key external intersection 2045 recommendations associated with long-term full buildout of Montava rare provided in the 2045 Montava Supplemental Traffic Analysis. The findings from this supplemental analysis will support in determining the ultimate improvements. · By full buildout of the overall Montava project and more specifically future development of Phases A & B, Maple Hill Road will provide additional access with through connectivity extending from Thoreau Drive (current terminus location) to Giddings Road as a proposed fiddle roundabout intersection at Giddings Road and the Maple Hill Drive extension. Further, with future development of adjacent Phases B and/or C, Timberline Road will be extended from the east limits of Phase D to Giddings Road . · A two-lane roundabout on all four approaches with yielding right turn bypass lanes on the westbound and northbound approaches is recommended by 2045 if roundabout control is implemented at the Mountain Vista Drive and Giddings Road (#10) intersection. The right turn bypass lanes were added to the roundabout capacity model to help facilitate more efficient right turn movements for year 2045 AM peak and PM peak traffic. · The South Giddings Road Access (#18) and the fiddle roundabout (Int A) are both recommended as single-lane roundabouts using the year 2045 projected traffic volume. Except for intersection the South Giddings Road Access (#18) northbound entry and southbound entry, all other entries to these two intersections operated at LOS A. Therefore, a right turn yielding bypass lane is recommended at the northbound approach at the South Giddings Road Access (#18) to alleviate the slight congestion showing up in the capacity prediction model. · An advantage provided by the fiddle roundabout along Giddings Road is the dispersion of traffic amongst six separate legs that connect to this subject intersection. By separating 196474001 Montava - Phase D Page 76 vehicles’ conflict points and decision-making, the resulting operations are found to be favorable given the predicted traffic to and beyond year 2045. A similar dogbone roundabout in Boise, ID has been recently reviewed by the Montava team, including a conference call with Ada County Highway Department (ACHD) staff familiar with that project. The Boise, ID dogbone roundabout accommodates approximately 12,000 to 15,000 vehicles per day, based on 2022 traffic data provided by ACHD. The Giddings Road fiddle roundabout is expected to see similar traffic volume at year 2045. It is important to note that the success of a proposed fiddle roundabout would be dependent on the successful design that accommodates the design vehicle on-pavement, the check vehicle via use of the truck apron, and provides adequate speed control with a maximum entering, circulating, and exiting speed of 25 mph. General Recommendations · 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. 196474001 Montava - Phase D APPENDICES 196474001 Montava - Phase D APPENDIX A Conceptual Site Plan PROJECT NAME PROJECT NUMBER PROJECT LOCATION MAP ID DATE Montava 1725 Ft Collins, CO Phase D Multi-Family Site 3/1/2024 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 D-07 & D-09 Block D-07 & D-09 (max.) Land Area 3.71 ac (+1.19) Density 56.66 du/ac Units 210 du GSF 216,000sf Height 4 stories Parking 295 sp (7 on-street) Ratio 1.40 sp/du Units Lost - 1 SFD-CT -26 SFA-78 - 7 SFA-65 (Phase D only) Delta +176 du New Total 509 du New Density 17.42 du/ac Block D-07 & D-09 (target) Land Area 3.71 ac (+1.19) Density 34.10 du/ac Units 126 du GSF 132,000sf Height 3 stories Parking 288 sp (0 on-street) Ratio 2.28 sp/du Units Lost - 1 SFD-CT -26 SFA-78 - 7 SFA-65 (Phase D only) Delta +92 du New Total 425 du New Density 14.54 du/ac 196474001 Montava - Phase D APPENDIX B 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 0 0 0 000 0 0 0 0 1 0 2 N TURNBERRY RD RICHARDS LAKE RD RICHARDS LAKE RD TU R N B E R R Y RD RICHARDS LAKE RD TU R N B E R R Y RD 317TEV: 0.83PHF: 0 10 0 7 10 7 65 0 4 0 75 79 540 45606 11 2 19 2 1 16 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 0 0 0 100 0 0 0 3 1 0 4 N TURNBERRY RD RICHARDS LAKE RD RICHARDS LAKE RD TU R N B E R R Y RD RICHARDS LAKE RD TU R N B E R R Y RD 342TEV: 0.91PHF: 1 75 3 79 87 0 6 6 44 56 870 838126 19 0 13 5 0 16 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 0 0 0 000 0 0 1 0 0 0 0 N GIDDINGS RD RICHARDS LAKE RD RICHARDS LAKE RD GI D D I N G S R D RICHARDS LAKE RD GI D D I N G S R D 511TEV: 0.88PHF: 22 23 6 5 26 3 12 7 0 7 13 10 30 280 8 10 020 12 8 30 1 0 55 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 0 1 0 000 0 0 0 0 0 0 0 N GIDDINGS RD RICHARDS LAKE RD RICHARDS LAKE RD GI D D I N G S R D RICHARDS LAKE RD GI D D I N G S R D 534TEV: 0.87PHF: 13 14 0 8 16 1 23 0 0 10 13 17 40 420 14 18 656 25 6 18 0 0 23 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 0 0 0 000 0 1 0 0 0 0 0 N BUSCH DR RICHARDS LAKE RD RICHARDS LAKE RD BU S C H D R RICHARDS LAKE RD Dr i v e w a y 134TEV: 0.96PHF: 0 1 1 2 1 0 1 37 45 83 350 6011 1950 2 2 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 0 0 0 000 0 0 0 0 0 0 0 N BUSCH DR RICHARDS LAKE RD RICHARDS LAKE RD BU S C H D R RICHARDS LAKE RD Dr i v e w a y 186TEV: 0.79PHF: 0 0 0 0 0 0 0 43 53 96 550 26021 4767 0 14 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 DR TU R N B E R R Y RD TU R N B E R R Y RD 426TEV: 0.89PHF: 20 7 1 20 8 11 7 0 1 71 72 31 0 30 11 6 14 6 27 8 0 0 0 00 0 0 0 0 0 3 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 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 DR TU R N B E R R Y RD TU R N B E R R Y RD 438TEV: 0.84PHF: 14 0 0 14 0 20 8 0 1 41 43 49 1 48 20 7 25 5 18 1 0 0 0 11 0 0 0 0 1 2 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 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 0 0 0 000 0 0 0 0 2 0 2 N BAR HARBOR DR MAPLE HILL DR MAPLE HILL DR BA R H A R B O R DR MAPLE HILL DR BA R H A R B O R DR 76TEV: 0.63PHF: 15 4 0 20 9 1 2 33 1 36 90 224 86 0 1 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 0 0 0 000 0 0 0 1 7 10 0 N BAR HARBOR DR MAPLE HILL DR MAPLE HILL DR BA R H A R B O R DR MAPLE HILL DR BA R H A R B O R DR 75TEV: 0.75PHF: 9 8 1 18 18 0 0 15 1 16 200 9112 2211 0 2 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 0 2 0 000 0 0 0 0 2 2 2 N N LEMAY AVE COUNTRY CLUB RD COUNTRY CLUB RD N L E M A Y A V E COUNTRY CLUB RD GR E G O R Y R D 948TEV: 0.85PHF: 4 11 7 25 14 6 55 0 10 172 183 365 3010 994136 17 6 38 0 0 80 177 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 0 1 0 000 0 0 0 0 0 0 0 N N LEMAY AVE COUNTRY CLUB RD COUNTRY CLUB RD N L E M A Y A V E COUNTRY CLUB RD GR E G O R Y R D 1,044TEV: 0.9PHF: 6 51 20 77 13 4 0 21 142 151 314 4580 18 5 10 249 33 6 25 5 0 53 253 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 1 0 0 100 0 0 0 0 0 0 0 N TURNBERRY RD COUNTRY CLUB RD COUNTRY CLUB RD TU R N B E R R Y RD COUNTRY CLUB RD TU R N B E R R Y RD 818TEV: 0.9PHF: 22 0 92 1 31 3 14 7 0 0 44 25 69 450 1447 11 3 17 4 24 9 0 132 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 0 0 0 120 0 0 0 0 0 2 0 N TURNBERRY RD COUNTRY CLUB RD COUNTRY CLUB RD TU R N B E R R Y RD COUNTRY CLUB RD TU R N B E R R Y RD 929TEV: 0.95PHF: 14 7 64 0 21 1 27 4 0 0 29 19 48 840 2769 16 3 25 9 23 2 0 149 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 0 0 0 0 0 0 0 0 N TURNBERRY RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR TU R N B E R R Y RD ADRIEL DR 407TEV: 0.94PHF: 4 26 8 27 3 10 6 1 96 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 0 1 0 0 0 0 0 0 N TURNBERRY RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR TU R N B E R R Y RD ADRIEL DR 444TEV: 0.92PHF: 15 16 3 17 8 23 6 0 231 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 00 0 1 0 0 0 0 N TIMBERLINE RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR TI M B E R L I N E R D MOUNTAIN VISTA DR 754TEV: 0.96PHF: 91 206 297 271 0 10 868 17 6 32 4 0 118 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 03 0 0 0 0 0 0 N TIMBERLINE RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR TI M B E R L I N E R D MOUNTAIN VISTA DR 817TEV: 0.95PHF: 175 152 327 293 0 17 3 10 6 27 9 24 3 0 91 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 0 0 0 0 0 0 0 0 N GIDDINGS RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR GI D D I N G S R D MOUNTAIN VISTA DR 776TEV: 0.94PHF: 15 7 15 1 30 8 12 1 0 63 142 205 356 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 0 0 0 0 0 0 0 0 N GIDDINGS RD MOUNTAIN VISTA DR MOUNTAIN VISTA DR GI D D I N G S R D MOUNTAIN VISTA DR 811TEV: 0.89PHF: 10 3 78 18 1 25 5 0 118 216 334 237 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 0 0 0 0 0 0 0 0 N BUSCH DR MOUNTAIN VISTA DR MOUNTAIN VISTA DR BU S C H D R MOUNTAIN VISTA DR 708TEV: 0.95PHF: 13 11 0 12 3 47 0 39 192 231 456 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 0 0 0 0 0 0 0 0 N BUSCH DR MOUNTAIN VISTA DR MOUNTAIN VISTA DR BU S C H D R MOUNTAIN VISTA DR 687TEV: 0.86PHF: 12 75 87 66 0 59 302 361 307 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 0 0 0 000 0 0 0 0 0 0 0 N I-25 SB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 S B R A M P S MOUNTAIN VISTA DR I-25 S B R A M P S 878TEV: 0.94PHF: 41 1 3 45 0 0 0 191 184 375 760 000 057 0 0 385 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 0 0 0 000 0 0 0 0 0 0 0 N I-25 SB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 S B R A M P S MOUNTAIN VISTA DR I-25 S B R A M P S 795TEV: 0.86PHF: 49 0 16 65 0 0 0 314 105 419 860 000 034 6 0 241 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 0 0 0 000 0 0 0 0 0 0 0 N I-25 NB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 N B R A M P S MOUNTAIN VISTA DR I-25 N B R A M P S 603TEV: 0.95PHF: 0 0 0 0 60 0 26 237 0 263 1380 991 16 8 26 8 0 0 0 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 0 0 0 000 0 0 0 0 0 0 0 N I-25 NB RAMPS MOUNTAIN VISTA DR MOUNTAIN VISTA DR I-25 N B R A M P S MOUNTAIN VISTA DR I-25 N B R A M P S 745TEV: 0.95PHF: 0 0 0 0 52 0 20 144 0 164 2820 21 9 1 26 7 48 7 0 0 0 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 0 2 0 000 0 0 0 0 0 0 0 N 9TH ST VINE DR VINE DR 9T H S T VINE DR LE M A Y A V E 656TEV: 0.92PHF: 6 16 42 64 74 0 67 221 67 355 2250 28620 5411 0 0 27 155 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 0 0 0 110 0 0 0 0 1 0 0 N 9TH ST VINE DR VINE DR 9T H S T VINE DR LE M A Y A V E 772TEV: 0.89PHF: 7 9 44 60 71 0 51 212 37 300 3370 881240 14 0 10 5 0 59 205 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 0 2 0 001 0 0 0 0 0 1 0 N TIMBERLINE RD VINE DR VINE DR TI M B E R L I N E R D VINE DR TI M B E R L I N E R D 1,187TEV: 0.92PHF: 50 28 1 6 33 7 16 8 0 9 197 115 321 1700 56 13 991 28 6 51 1 0 115 108 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 0 0 0 240 0 0 0 0 2 0 0 N TIMBERLINE RD VINE DR VINE DR TI M B E R L I N E R D VINE DR TI M B E R L I N E R D 1,225TEV: 0.97PHF: 43 20 4 3 25 0 25 4 0 10 164 89 263 2410 67 19 9 11 8 38 4 40 5 0 112 171 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 196474001 Montava - Phase D APPENDIX C Background Traffic Study Excerpts 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 October 2023 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. 10/23/2023 0(1) 1(1) 1 0(1) 1(1) 2 3 0(1) 1(1) 4 5 7(4) 7(4) 2(6) 2(6) 6 5(13) 0 (1) 1(1) 1 3(8) 7 4(2) 1 (4) 8 11(32) 5(14) 7(4) 13(8) 3 4(21) 6 3(38) 1 5(44) 9 (25) 9 16(45) 46(28) 1(1) 0 (1) 10 16(45) 46(28) 11 14(39) 33(20) 13(8) 2 (6) 12 2(6) 7(4) 7(4) 1 1(32) 13 7(4) 24(14) 8(23) 2(6) 7 (4) 2 (6) 14 10(30) 4 0(24) 3 0(18) 1 4(39) 15 20(12)5(13) 17 78(47) 20(12) 5(13) 1 6(45) 19 16 16(46) 48(28) 22 1(1) 12(34) 1(4) 20(12) 3(2) 20 12(34) 8(23) 20(12) 1(1) 21 11(6) 4(10) 1(4) 4 (2) 18 5(8) 6(7) 1 5(8) 6(7) 2 2(3) 2 (2) 3 5(8) 6 (7) 4 5 10(12) 20(24) 6(7) 16(27) 5 (8) 8 (14) 6 28(49) 5 (8) 6(7) 3 6(43) 7 30(36) 2 3(41) 8 30(36) 20(24) 27(46) 23(41) 6 9(81) 6 1(71) 1 0(12) 8 (14) 6 2(108) 9 48(84) 63(74) 6(7) 5 (8) 10 47(81) 61(71) 2(2) 2 (3) 11 39(68) 40(48) 20(24) 8 (14) 12 8(14) 10(12) 10(12) 3 1(54) 13 10(12) 40(48) 31(54) 8(14) 1 0(12) 8(14) 14 39(68) 4 0(48) 5 1(60) 3 1(54) 15 71(83) 30(36) 4 2(73) 2 3(41) 17 38(45) 9(16) 101(119) 3 9(68) 6 6(113) 19 30(36) 2 3(41) 16 27(46) 27(46) 69(81) 5 1(60) 22 30(36) 23(41) 20 30(36) 23(41) 21 12(14) 9(16) 23(41) 3 0(36) 18 SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH ASSOCIATES Old Town North, Block 6 TIS, May 2016 Page 3 Vine Drive Co l l e g e A v e n u e Le m a y A v e n u e Old Town North, Block 6 Je r o m e S t r e e t Re d w o o d S t r e e t Li n d e n S t r e e t Conifer Street SITE GENERATED PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES Old Town North, Block 6 TIS, May 2016 Page 14 6/24 1/4 4/224/13 Vine Drive AM/PM Le m a y A v e n u e 2/ 7 7/4 Je r o m e S t r e e t 3/ 1 2 5/ 3 12 / 6 7/ 4 1/5 2/7 Redwood Street Li n d e n S t r e e t 7/ 4 NO M NOM 5/3 2/8 1/5 Osiander Street Cajetan Street 6/24 24/13 SHORT RANGE (2021) GEOMETRY Figure 9 DELICH ASSOCIATES Old Town North, Block 6 TIS, May 2016 Page 20 Vine Drive Le m a y A v e n u e Je r o m e S t r e e t Redwood Street Li n d e n S t r e e t Cajetan Street - Denotes Lane BURLINGTON NORTHERN RAILROAD 25 Vine Ti m b e r l i n e Greenfield s Wagon 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 Gr e e n f i e l d s Ca m p f i r e Wa g o n T r a i l Ti m b e r l i n e Le m a y Vine 3/ 1 3/ 2 1/2 0/4 1/3 3/1 16 / 7 2/ 1 0/2 3/3 3/15 2/3 14 / 7 1/ 0 0/2 19/8 3/13 4/18 5/ 2 2 0/ 2 2/7 2/1 8/3 23/11 1/ 3 1/4 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 1 3 Hearthfire Way Hearthfir e D r. MorningstarWay Tu r n b e r r y R d . Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Rd. Mountain Vista Dr. (CR 50) Vine Dr. Mulberry Rd. Le m a y A v e . Gr e g o r y R d . Ti m b e r l i n e R d . Jef f e r s o n S t . / R i v e r s i d e A v e . Co l l e g e A v e . Te r r y L a ke 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 1 3 Hearthfire Way Hearthfire D r . Morningstar Way Tu r n b e r r y R d . Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Mountain Vista Dr. (CR 50) Vine Dr. Le m a y A v e . Gr e g o r y R d . Ti m b e r l i n e R d . = 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) 11 6 ( 7 8 ) 16 ( 1 1 ) 42 ( 1 2 6 ) 79 ( 5 4 ) 53(35) 19 ( 5 7 ) 29 ( 8 6 ) 62 ( 4 2 ) 54 ( 3 7 ) 22(67) 20 ( 5 9 ) 31(21) 31(21) 11(34) 11 ( 3 4 ) 4( 3 ) 19 ( 1 3 ) 2(5) 7( 2 0 ) 1(1) 4(2) 4( 2 ) 19 ( 1 4 ) 2(4) 0(1) 6( 2 1 ) 2( 4 ) 3(8) 8( 5 ) 20(59) 54 ( 3 7 ) 11(34) 31(21) 23(16) 9( 2 5 ) 85 43 0 43 0 10 0 5 2 1 5 0 28 5 1145 285 145 145285 5(10) 10(25) 5(5) 5( 5 ) 10 ( 1 0 ) 5( 5 ) 5(5) 20(15) 5(5)5( 5 ) 5( 1 0 ) 5( 5 ) 6( 1 8 ) 16(10) 79(54) 29 ( 8 6 ) 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 1 3 Hearthfire Way Hearthfire D r . Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Mountain Vista Dr. (CR 50) Vine Dr. Le m a y A v e . Gr e g o r y R d . Ti m b e r l i n e R d . Morningstar Way Tu r n b e r r y R d . = 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/a a/ a c/d c/c a/ a a/ a a/ b a/a a / a a/a a/ b a/a b/c b/b b/ b b/b b/b b/c a/ a b/b a/a a/ a a/ a c/f b/a c/c a/ a a/a a/b a/a c/b a/ a c/ f a/a c/ c c/d b/ b b/d b/ f C/F with Traffic Signal = B/A with Roundabout = B/B with Traffic Signal = B/B as Channelized “T” Intersection c/c b/ c b/f b/ f a/a a/ a a/a a/ a a/ a a/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 1 3 Hearthfire Way Hearthfire D r . Tu r n b e r r y R d . Brightwater Dr. Country Club Rd. (CR 52) Richards Lake Mountain Vista Dr. (CR 50) Vine Dr. Le m a y A v e . Gr e g o r y R d . Ti m b e r l i n e R d . 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/a a/ a d/f c/c a/ a a/ a b/b a/a a / a a/a a/ b a/a b/c b/a b/ b b/b b/b c/c a/ a b/b a/a a/ a a/ a B/C B/B c/f b/a c/c a/ a a/a a/c a/a d/b a/ a d/f a/a c/ e f/f c/c c/f b/ f with Traffic Signal = B/A with Roundabout = B/B with Traffic Signal = B/B with Roundabout = A/B as Channelized “T” Intersection a/a a/ a a/a a/ a a/ a a/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 . GAS GAS V.P . V.P . X X G G G G G G G GGG E E E E E E E E E E E E E X X V.P . X X X X X X X FE S F ES M X FES M M F ES FE S MM TEL E F.O. TE L E FES FE S MGAS F ES M F ES TEL E FES M F ES X V.P . VAU L T CAB L EBOX CAB L E M M GASGAS V.P . GA S OHEOHEOHE OH E B B B B B B B B A.V . E D O U G L A S R D TURNBERRY ROAD FI G U R E 4 FO R T C O L L I N S , C O ENGI NEER NG I E H TR O N R N 08 / 1 4 / 2 0 1 7 D: \ P R O J E C T S \ 1 3 2 4 - 0 0 1 \ D W G \ E N G I N E E R \ B L A I N E \ F I L E S F O R C A L V I N \ 1 3 2 4 - 0 0 1 _ F O R G E N E . D W G C O U N T R Y C L U B R E S E R V E CO N C E P T P L A N 9 Vine Co l l e g e Conifer kory R ed w ood J e r o m e Bl u e S p r u c e Suniga 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 15 Co l l e g e A v e n u e Le m a y A v e n u e Li n d e n St r e e t Re d w o o d S t r e e t 16 / 3 9 37 / 2 7 4/ 1 0 24 / 5 9 9/7 56/40 23 / 5 9 56 / 4 0 9/ 7 4/10 Conifer Street Suniga Road 9/ 6 4/ 9 58 / 4 3 38 / 2 8 17/42 7/19 26/62 19/13 16 / 3 9 4/ 1 0 28/69 9/6 65/47 37/27 Site Access 4/ 1 0 2/ 1 3/ 7 1/ 2 7/5 10/7 B AB Vine Drive AM/PM We s t S i t e Ac c e s s Ea s t S i t e Ac c e s s A 14 / 8 0/ 0 9/ 6 39 / 2 9 0/ 0 10 / 7 18/42 26/62 4/14 4/10 58/43 3/9 23 / 5 9 4/ 1 0 1/ 2 10 / 7 2/1 55/40 LONG RANGE (2040) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Northfield TIS, August 2018 Page 16 Co l l e g e A v e n u e Le m a y A v e n u e Li n d e n St r e e t Re d w o o d S t r e e t 9/6 9/7 56/40 4/10 16 / 3 9 37 / 2 7 4/ 1 0 24 / 5 9 9/7 56/40 Conifer Street Suniga Road 9/ 6 4/ 9 49 / 3 7 38 / 2 8 17/42 16/25 22/53 23/22 16 / 3 9 4/ 1 0 28/69 9/6 65/47 37/27 23 / 5 9 4/ 9 A B AC Vine Drive AM/PM We s t S i t e Ac c e s s Ol d L e m a y Av e n u e B Ea s t S i t e Ac c e s s C 9/ 6 17 / 1 2 4/9 57/41 7/17 24/61 14 / 8 0/ 0 9/ 6 39 / 2 9 0/ 0 10 / 7 18/42 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 Drive Co l l e g e A v e n u e Le m a y A v e n u e Li n d e n St r e e t Conifer Street Suniga Road Re d w o o d St r e e t Ea s t S i t e Ac c e s s We s t S i t e Ac c e s s - Denotes Lane - Denotes New Lane Site Access LONG RANGE (2035) GEOMETRY Figure 13 DELICH ASSOCIATES Northfield TIS, August 2018 Page 29 Vine Drive Co l l e g e A v e n u e Le m a y A v e n u e Li n d e n St r e e t Conifer Street Re d w o o d St r e e t - Denotes New Lane - Denotes Lane C Suniga Road A B AC We s t S i t e Ac c e s s Ol d L e m a y Av e n u e B Ea s t S i t e Ac c e s s BURLINGTON NORTHERN RAILROAD SCALE: 1"=2000' SITE LOCATION Figure 1 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 3 Vine Drive Ti m b e r l i n e R o a d Mountain Vista Mulberry Road Le m a y A v e n u e SHORT RANGE (2023) SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 16 AM/PM Me r g a n s e r D r i v e 55 / 3 6 13 / 9 4/14 19/35 19/59 30/27 11 / 3 8 20 / 5 8 3/ 9 52 / 3 6 8/5 36/23 Suniga Road Vine Drive Ti m b e r l i n e R o a d 10 / 3 2 21 / 6 9 10 / 8 63 / 4 1 15 / 1 0 5/11 9/5 29/20 5/16 3/9 Le m a y A v e n u e 7/ 2 2 3/ 7 6/20 6/3 19/13 21/15 Si t e A c c e s s e s 28 / 1 9 27 / 1 7 10/29 64/42 9/31 22/69 Si t e A c c e s s 3/10 9/ 6 Site Access 18 / 5 7 10 / 6 4/ 1 4 4/ 1 1 12/8 51/34 18 / 5 8 5/ 3 43 / 2 9 30 / 1 9 9/6 7/22 3/10 12/12 11 / 7 3/10 11/37 A A Si t e A c c e s s A LONG RANGE (2040) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 17 AM/PM Me r g a n s e r D r i v e Site Access 2/ 0 NO M NOM 0/1 4/ 3 NO M NOM 2/0 1/3 0/1 31 / 1 0 1 10 / 1 5 36 / 2 3 9/ 7 22/15 15/8 56/38 8/25 Suniga Road 22 / 1 5 4/ 1 4 4/ 1 1 51/34 Vine Drive Ti m b e r l i n e R o a d 14 / 4 3 4/ 1 5 12/39 13/9 35/24 38/25 27 / 1 9 NO M 15 / 1 0 32 / 2 1 NO M 43 / 2 9 20/65 35/22 1/5 11/36 27/18 17/54 21 / 1 4 15/47 34/94 A A Ea s t S i t e A c c e s s Si t e A c c e s s 86/58 33/78 5/14 23 / 1 4 We s t S i t e A c c e s s 86/58 26/84 4/13 12 / 8 SHORT RANGE (2023) GEOMETRY Figure 12 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 30 Me r g a n s e r D r i v e Site Access Suniga Road Vine Drive Si t e A c c e s s Ti m b e r l i n e R o a d STOPSTOP STOP STOP STOP ST O P ST O P - Denotes Lane - Denotes New Lane (By others) - Denotes New Lane (by applicant) STOP We s t S i t e A c c e s s Ea s t S i t e A c c e s s Le m a y A v e n u e A A STOP LONG RANGE (2040) GEOMETRY Figure 13 DELICH ASSOCIATES Waterfield TIS, August 2018 Page 31 Me r g a n s e r D r i v e Site Access Suniga Road Vine Drive Ti m b e r l i n e R o a d Si t e A c c e s s STOP - Denotes Lane - Denotes New Lane (By others) - Denotes New Lane (by applicant) STOP We s t S i t e A c c e s s Ea s t S i t e A c c e s s A STOP STOP STOP Si t e A c c e s s STOP STOP A ST O P BURLINGTON NORTHERN RAILROAD Country Club Le m a y Gregory 287 Co l l e g e Tu r n b e r r y Vine 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 Club Gr e g o r y Le m a y 1/ 2 1/ 0 1/2 0/0 3/ 1 2/ 1 Site Access 0/ 0 2/ 4 0/0 6/2 SHORT RANGE (2025) GEOMETRY Figure 9 DELICH ASSOCIATES Gregory Cove TIS, March 2021 Page 15 Country Club Gr e g o r y Le m a y Site Access - Required Lane - Existing Lane STOP STOP ST O P ST O P ST O P PREPARED FOR: Hartford Homes PREPARED BY: Brian Horan, PE Daniela Gonzalez Galloway & Company, Inc. 6162 S. Willow Drive, Suite 320 Greenwood Village, CO 80111 DATE: April 6, 2021 Revised: July 28, 2021 Revised: January 17, 2022 BLOOM – MASTER TIS Fort Collins, Colorado MASTER TRAFFIC IMPACT STUDY 1-17-22 STOP YIELD ST O P ST O P YIELD YIE L D YIELD YI E L D ST O P ST O P STOP 㐷 STOP YIELD STOP STOP YIELD YIE L D YIELD YI E L D ST O P ST O P 㐸 196474001 Montava - Phase D APPENDIX D Trip Generation Worksheets Project Subject Designed by Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 176 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution:25%ent. 75%exit. (T) = 0.70(X)T =123 Average Vehicle Trip Ends (T) = 0.70 *(176.0)31 entering 92 exiting 31 +92 =123 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution:63%ent. 37%exit. (T) = 0.94(X)T =165 Average Vehicle Trip Ends (T) = 0.94 *(176.0)104 entering 61 exiting 104 +61 =165 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =1660 Average Vehicle Trip Ends (T) = 9.43 *(176.0)830 entering 830 exiting 830 +830 =1660 Montava Phase D Trip Generation for Single-Family Detached Housing MAG March 20, 2024 196474001 Project Subject Designed by Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) Independent Variable - Dwelling Units (X) X = 123 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution:26%ent. 74%exit. (T) = 0.48(X)T =59 Average Vehicle Trip Ends (T) = 0.48 *(123.0)15 entering 44 exiting 15 +44 =59 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution:59%ent. 41%exit. (T) = 0.57 (X)T =70 Average Vehicle Trip Ends (T) = 0.57 *(123.0)41 entering 29 exiting 41 +29 =70 Weekday (200 Series Page 238) Average Weekday Directional Distribution:50%ent. 50%exit. (T) = 7.20 (X)T =886 Average Vehicle Trip Ends (T) = 7.20 *(123.0)443 entering 443 exiting 443 +443 =886 MAG Trip Generation for Single-Family Attached Housing Montava Phase D 196474001March 20, 2024 Project Subject Designed by Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Mid-Rise) (221) Independent Variable - Dwelling Units (X) X = 210 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 275) Average Weekday Directional Distribution:23%ent. 77%exit. (T) = 0.37 (X)T =78 Average Vehicle Trip Ends (T) = 0.37 *(210.0)18 entering 60 exiting 18 +60 =78 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 276) Average Weekday Directional Distribution:61%ent. 39%exit. (T) = 0.39(X)T =82 Average Vehicle Trip Ends (T) = 0.39 *(210.0)50 entering 32 exiting 50 +32 =82 Weekday (200 Series Page 274) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 4.54 (X)T =954 Average Vehicle Trip Ends (T) = 4.54 *(210.0)477 entering 477 exiting 477 +477 =954 Montava Phase D Trip Generation for Multifamily Housing (Mid-Rise) MAG March 20, 2024 196474001 196474001 Montava - Phase D APPENDIX E 2027 Intersection Analysis Worksheets HCM 6th TWSC 2024 Existing AM 1: Turnberry Road & Richard Lake Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 2 17 78 0 4 7 62 47 7 104 0 Future Vol, veh/h 1 2 17 78 0 4 7 62 47 7 104 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 20 94 0 5 8 75 57 8 125 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 263 289 125 243 232 75 125 0 0 132 0 0 Stage 1 141 141 - 91 91 ------- Stage 2 122 148 - 152 141 ------- 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 690 621 926 711 668 986 1462 -- 1453 -- Stage 1 862 780 - 916 820 ------- Stage 2 882 775 - 850 780 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 681 614 926 688 661 986 1462 -- 1453 -- Mov Cap-2 Maneuver 681 614 - 688 661 ------- Stage 1 858 775 - 911 816 ------- Stage 2 873 771 - 824 775 ------- Approach EB WB NB SB HCM Control Delay, s 9.3 11 0.5 0.5 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1462 -- 866 688 986 1453 -- HCM Lane V/C Ratio 0.006 -- 0.028 0.137 0.005 0.006 -- HCM Control Delay (s)7.5 -- 9.3 11.1 8.7 7.5 -- HCM Lane LOS A --A B A A -- HCM 95th %tile Q(veh)0 -- 0.1 0.5 0 0 -- HCM 6th TWSC 2024 Existing PM 1: Turnberry Road & Richard Lake Road 03/21/2024 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 17 46 6 6 27 84 86 3 78 1 Future Vol, veh/h 0 1 17 46 6 6 27 84 86 3 78 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 19 51 7 7 30 92 95 3 86 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 300 340 87 255 245 92 87 0 0 187 0 0 Stage 1 93 93 - 152 152 ------- Stage 2 207 247 - 103 93 ------- 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 652 582 971 698 657 965 1509 -- 1387 -- Stage 1 914 818 - 850 772 ------- Stage 2 795 702 - 903 818 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 632 569 971 672 643 965 1509 -- 1387 -- Mov Cap-2 Maneuver 632 569 - 672 643 ------- Stage 1 896 816 - 833 757 ------- Stage 2 767 688 - 883 816 ------- Approach EB WB NB SB HCM Control Delay, s 8.9 10.6 1 0.3 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1509 -- 934 672 772 1387 -- HCM Lane V/C Ratio 0.02 -- 0.021 0.075 0.017 0.002 -- HCM Control Delay (s)7.4 -- 8.9 10.8 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 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 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 8 133 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 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 1 2 20 90 0 11 9 145 54 26 288 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 536 557 288 514 503 145 288 0 0 199 0 0 Stage 1 340 340 - 163 163 ------- Stage 2 196 217 - 351 340 ------- 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 455 439 751 471 471 902 1274 -- 1373 -- Stage 1 675 639 - 839 763 ------- Stage 2 806 723 - 666 639 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 440 428 751 448 459 902 1274 -- 1373 -- Mov Cap-2 Maneuver 440 428 - 448 459 ------- Stage 1 670 627 - 833 758 ------- Stage 2 791 718 - 634 627 ------- Approach EB WB NB SB HCM Control Delay, s 10.5 14.4 0.3 0.6 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1274 -- 679 448 902 1373 -- HCM Lane V/C Ratio 0.007 -- 0.034 0.201 0.012 0.019 -- HCM Control Delay (s)7.8 -- 10.5 15.1 9 7.7 -- HCM Lane LOS A --B C A A -- HCM 95th %tile Q(veh)0 -- 0.1 0.7 0 0.1 -- HCM 6th TWSC 2027 Background PM 1: Turnberry Road & Richard Lake Road 03/21/2024 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 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 0 1 20 53 8 26 32 280 100 15 215 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 657 690 216 600 590 280 216 0 0 380 0 0 Stage 1 246 246 - 344 344 ------- Stage 2 411 444 - 256 246 ------- 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 378 368 824 413 420 759 1354 -- 1178 -- Stage 1 758 703 - 671 637 ------- Stage 2 618 575 - 749 703 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 350 354 824 391 404 759 1354 -- 1178 -- Mov Cap-2 Maneuver 350 354 - 391 404 ------- Stage 1 740 694 - 655 622 ------- Stage 2 576 561 - 721 694 ------- 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)1354 -- 770 391 633 1178 -- HCM Lane V/C Ratio 0.023 -- 0.027 0.136 0.053 0.013 -- HCM Control Delay (s)7.7 -- 9.8 15.7 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 2027 Total AM 1: Turnberry Road & Richard Lake Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 2 18 83 0 12 8 133 50 25 265 0 Future Vol, veh/h 1 2 18 83 0 12 8 133 50 25 265 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 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 1 2 20 90 0 13 9 145 54 27 288 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 539 559 288 516 505 145 288 0 0 199 0 0 Stage 1 342 342 - 163 163 ------- Stage 2 197 217 - 353 342 ------- 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 453 438 751 470 470 902 1274 -- 1373 -- Stage 1 673 638 - 839 763 ------- Stage 2 805 723 - 664 638 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 438 426 751 447 457 902 1274 -- 1373 -- Mov Cap-2 Maneuver 438 426 - 447 457 ------- Stage 1 668 625 - 833 758 ------- Stage 2 788 718 - 632 625 ------- Approach EB WB NB SB HCM Control Delay, s 10.5 14.3 0.3 0.7 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1274 -- 679 447 902 1373 -- HCM Lane V/C Ratio 0.007 -- 0.034 0.202 0.014 0.02 -- HCM Control Delay (s)7.8 -- 10.5 15.1 9.1 7.7 -- HCM Lane LOS A --B C A A -- HCM 95th %tile Q(veh)0 -- 0.1 0.7 0 0.1 -- HCM 6th TWSC 2027 Total PM 1: Turnberry Road & Richard Lake Road 03/21/2024 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 25 29 258 92 16 198 1 Future Vol, veh/h 0 1 18 49 7 25 29 258 92 16 198 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 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 0 1 20 53 8 27 32 280 100 17 215 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 662 694 216 604 594 280 216 0 0 380 0 0 Stage 1 250 250 - 344 344 ------- Stage 2 412 444 - 260 250 ------- 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 375 366 824 410 418 759 1354 -- 1178 -- Stage 1 754 700 - 671 637 ------- Stage 2 617 575 - 745 700 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 346 352 824 388 402 759 1354 -- 1178 -- Mov Cap-2 Maneuver 346 352 - 388 402 ------- Stage 1 736 690 - 655 622 ------- Stage 2 574 561 - 716 690 ------- Approach EB WB NB SB HCM Control Delay, s 9.8 13.8 0.6 0.6 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1354 -- 770 388 636 1178 -- HCM Lane V/C Ratio 0.023 -- 0.027 0.137 0.055 0.015 -- HCM Control Delay (s)7.7 -- 9.8 15.7 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 2024 Existing AM 2: Giddings Road & Richard Lake Road 03/21/2024 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 21 16 57 10 14 7 21 104 8 5 246 23 Future Vol, veh/h 21 16 57 10 14 7 21 104 8 5 246 23 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 24 18 65 11 16 8 24 118 9 6 280 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 488 480 293 518 489 123 306 0 0 127 0 0 Stage 1 305 305 - 171 171 ------- Stage 2 183 175 - 347 318 ------- 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 490 485 746 468 480 928 1255 -- 1459 -- Stage 1 705 662 - 831 757 ------- Stage 2 819 754 - 669 654 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 464 472 746 407 468 928 1255 -- 1459 -- Mov Cap-2 Maneuver 464 472 - 407 468 ------- Stage 1 690 659 - 814 741 ------- Stage 2 778 738 - 591 651 ------- Approach EB WB NB SB HCM Control Delay, s 12.2 12.7 1.3 0.1 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1255 -- 604 500 1459 -- HCM Lane V/C Ratio 0.019 -- 0.177 0.07 0.004 -- HCM Control Delay (s)7.9 0 - 12.2 12.7 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 2024 Existing PM 2: Giddings Road & Richard Lake Road 03/21/2024 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 35 21 24 18 14 10 58 194 15 8 146 14 Future Vol, veh/h 35 21 24 18 14 10 58 194 15 8 146 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 40 24 28 21 16 11 67 223 17 9 168 16 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 573 568 176 586 568 232 184 0 0 240 0 0 Stage 1 194 194 - 366 366 ------- Stage 2 379 374 - 220 202 ------- 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 430 432 867 422 432 807 1391 -- 1327 -- Stage 1 808 740 - 653 623 ------- Stage 2 643 618 - 782 734 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 391 404 867 371 404 807 1391 -- 1327 -- Mov Cap-2 Maneuver 391 404 - 371 404 ------- Stage 1 763 734 - 616 588 ------- Stage 2 582 583 - 726 728 ------- Approach EB WB NB SB HCM Control Delay, s 14.4 14.2 1.7 0.4 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1391 -- 473 440 1327 -- HCM Lane V/C Ratio 0.048 -- 0.194 0.11 0.007 -- HCM Control Delay (s)7.7 0 - 14.4 14.2 7.7 0 - HCM Lane LOS A A -B B A A - HCM 95th %tile Q(veh)0.2 -- 0.7 0.4 0 -- HCM 6th TWSC 2027 Background AM 2: Giddings Road & Richard Lake Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.8 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 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 24 36 66 12 22 9 24 127 10 7 289 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 512 501 302 547 509 132 315 0 0 137 0 0 Stage 1 316 316 - 180 180 ------- Stage 2 196 185 - 367 329 ------- 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 472 472 738 448 467 917 1245 -- 1447 -- Stage 1 695 655 - 822 750 ------- Stage 2 806 747 - 653 646 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 441 459 738 375 454 917 1245 -- 1447 -- Mov Cap-2 Maneuver 441 459 - 375 454 ------- Stage 1 680 651 - 805 734 ------- Stage 2 758 731 - 558 642 ------- Approach EB WB NB SB HCM Control Delay, s 13.2 13.3 1.2 0.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1245 -- 567 475 1447 -- HCM Lane V/C Ratio 0.019 -- 0.222 0.089 0.005 -- HCM Control Delay (s)7.9 0 - 13.2 13.3 7.5 0 - HCM Lane LOS A A -B B A A - HCM 95th %tile Q(veh)0.1 -- 0.8 0.3 0 -- HCM 6th TWSC 2027 Background PM 2: Giddings Road & Richard Lake Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.7 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 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 41 36 27 21 34 12 67 232 16 10 178 15 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 603 588 186 611 587 240 193 0 0 248 0 0 Stage 1 206 206 - 374 374 ------- Stage 2 397 382 - 237 213 ------- 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 411 421 856 406 422 799 1380 -- 1318 -- Stage 1 796 731 - 647 618 ------- Stage 2 629 613 - 766 726 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 360 394 856 348 395 799 1380 -- 1318 -- Mov Cap-2 Maneuver 360 394 - 348 395 ------- Stage 1 751 724 - 611 583 ------- Stage 2 551 579 - 699 719 ------- Approach EB WB NB SB HCM Control Delay, s 15.7 15.3 1.7 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1380 -- 439 415 1318 -- HCM Lane V/C Ratio 0.049 -- 0.238 0.16 0.007 -- HCM Control Delay (s)7.7 0 - 15.7 15.3 7.8 0 - HCM Lane LOS A A -C C A A - HCM 95th %tile Q(veh)0.2 -- 0.9 0.6 0 -- HCM 6th TWSC 2027 Total AM 2: Giddings Road & Richard Lake Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 22 33 62 11 20 8 24 119 9 6 267 24 Future Vol, veh/h 22 33 62 11 20 8 24 119 9 6 267 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 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 24 36 67 12 22 9 26 129 10 7 290 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 519 508 303 555 516 134 316 0 0 139 0 0 Stage 1 317 317 - 186 186 ------- Stage 2 202 191 - 369 330 ------- 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 467 468 737 442 463 915 1244 -- 1445 -- Stage 1 694 654 - 816 746 ------- Stage 2 800 742 - 651 646 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 436 454 737 369 450 915 1244 -- 1445 -- Mov Cap-2 Maneuver 436 454 - 369 450 ------- Stage 1 678 650 - 797 729 ------- Stage 2 751 725 - 555 642 ------- Approach EB WB NB SB HCM Control Delay, s 13.2 13.4 1.3 0.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1244 -- 564 470 1445 -- HCM Lane V/C Ratio 0.021 -- 0.225 0.09 0.005 -- HCM Control Delay (s)8 0 - 13.2 13.4 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 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 38 33 27 19 31 11 63 214 15 9 166 14 Future Vol, veh/h 38 33 27 19 31 11 63 214 15 9 166 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 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 41 36 29 21 34 12 68 233 16 10 180 15 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 608 593 188 617 592 241 195 0 0 249 0 0 Stage 1 208 208 - 377 377 ------- Stage 2 400 385 - 240 215 ------- 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 408 418 854 402 419 798 1378 -- 1317 -- Stage 1 794 730 - 644 616 ------- Stage 2 626 611 - 763 725 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 357 391 854 343 392 798 1378 -- 1317 -- Mov Cap-2 Maneuver 357 391 - 343 392 ------- Stage 1 749 723 - 607 581 ------- Stage 2 548 576 - 694 718 ------- Approach EB WB NB SB HCM Control Delay, s 15.7 15.4 1.7 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1378 -- 441 411 1317 -- HCM Lane V/C Ratio 0.05 -- 0.242 0.161 0.007 -- HCM Control Delay (s)7.7 0 - 15.7 15.4 7.8 0 - HCM Lane LOS A A -C C A A - HCM 95th %tile Q(veh)0.2 -- 0.9 0.6 0 -- HCM 6th TWSC 2024 Existing AM 3: Busch Drive & Richard Lake Road 03/21/2024 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 29 2 47 38 1 14 0 6 1 1 0 Future Vol, veh/h 0 29 2 47 38 1 14 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 30 2 49 40 1 15 0 6 1 1 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 41 0 0 32 0 0 169 169 30 173 171 41 Stage 1 ------ 30 30 - 139 139 - Stage 2 ------ 139 139 - 34 32 - 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 1568 -- 1580 -- 795 724 1044 790 722 1030 Stage 1 ------ 987 870 - 864 782 - Stage 2 ------ 864 782 - 982 868 - Platoon blocked, %---- Mov Cap-1 Maneuver 1568 -- 1580 -- 775 702 1044 766 700 1030 Mov Cap-2 Maneuver ------ 751 679 - 755 675 - Stage 1 ------ 987 870 - 864 758 - Stage 2 ------ 836 758 - 976 868 - Approach EB WB NB SB HCM Control Delay, s 0 4 9.5 10.1 HCM LOS A B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)751 1044 1568 -- 1580 -- 713 HCM Lane V/C Ratio 0.019 0.006 --- 0.031 -- 0.003 HCM Control Delay (s)9.9 8.5 0 -- 7.4 -- 10.1 HCM Lane LOS A A A --A --B HCM 95th %tile Q(veh)0.1 0 0 -- 0.1 --0 HCM 6th TWSC 2024 Existing PM 3: Busch Drive & Richard Lake Road 03/21/2024 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 30 15 55 45 0 22 0 27 0 0 0 Future Vol, veh/h 0 30 15 55 45 0 22 0 27 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 38 19 70 57 0 28 0 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 57 0 0 57 0 0 235 235 38 262 254 57 Stage 1 ------ 38 38 - 197 197 - Stage 2 ------ 197 197 - 65 57 - 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 1547 -- 1547 -- 720 666 1034 691 650 1009 Stage 1 ------ 977 863 - 805 738 - Stage 2 ------ 805 738 - 946 847 - Platoon blocked, %---- Mov Cap-1 Maneuver 1547 -- 1547 -- 695 636 1034 645 621 1009 Mov Cap-2 Maneuver ------ 688 629 - 670 617 - Stage 1 ------ 977 863 - 805 705 - Stage 2 ------ 769 705 - 915 847 - Approach EB WB NB SB HCM Control Delay, s 0 4.1 9.5 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)688 1034 1547 -- 1547 --- HCM Lane V/C Ratio 0.04 0.033 --- 0.045 --- HCM Control Delay (s)10.5 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 03/21/2024 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 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 0 51 2 57 51 1 15 0 10 1 1 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 52 0 0 53 0 0 217 217 51 223 219 52 Stage 1 ------ 51 51 - 166 166 - Stage 2 ------ 166 166 - 57 53 - 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 1554 -- 1553 -- 739 681 1017 733 679 1016 Stage 1 ------ 962 852 - 836 761 - Stage 2 ------ 836 761 - 955 851 - Platoon blocked, %---- Mov Cap-1 Maneuver 1554 -- 1553 -- 718 656 1017 706 654 1016 Mov Cap-2 Maneuver ------ 713 649 - 714 643 - Stage 1 ------ 962 852 - 836 733 - Stage 2 ------ 804 733 - 946 851 - Approach EB WB NB SB HCM Control Delay, s 0 3.9 9.6 10.3 HCM LOS A B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)713 1017 1554 -- 1553 -- 677 HCM Lane V/C Ratio 0.021 0.01 --- 0.036 -- 0.003 HCM Control Delay (s)10.2 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 Background PM 3: Busch Drive & Richard Lake Road 03/21/2024 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 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 0 47 16 67 70 0 25 0 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 70 0 0 63 0 0 251 251 47 276 267 70 Stage 1 ------ 47 47 - 204 204 - Stage 2 ------ 204 204 - 72 63 - 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 1531 -- 1540 -- 702 652 1022 676 639 993 Stage 1 ------ 967 856 - 798 733 - Stage 2 ------ 798 733 - 938 842 - Platoon blocked, %---- Mov Cap-1 Maneuver 1531 -- 1540 -- 679 623 1022 632 611 993 Mov Cap-2 Maneuver ------ 679 622 - 661 611 - Stage 1 ------ 967 856 - 798 701 - Stage 2 ------ 763 701 - 907 842 - Approach EB WB NB SB HCM Control Delay, s 0 3.7 9.4 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)679 1022 1531 -- 1540 --- HCM Lane V/C Ratio 0.037 0.033 --- 0.044 --- HCM Control Delay (s)10.5 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 Total AM 3: Busch Drive & Richard Lake Road 03/21/2024 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 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 0 51 2 57 51 1 15 0 10 1 1 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 52 0 0 53 0 0 217 217 51 223 219 52 Stage 1 ------ 51 51 - 166 166 - Stage 2 ------ 166 166 - 57 53 - 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 1554 -- 1553 -- 739 681 1017 733 679 1016 Stage 1 ------ 962 852 - 836 761 - Stage 2 ------ 836 761 - 955 851 - Platoon blocked, %---- Mov Cap-1 Maneuver 1554 -- 1553 -- 718 656 1017 706 654 1016 Mov Cap-2 Maneuver ------ 713 649 - 714 643 - Stage 1 ------ 962 852 - 836 733 - Stage 2 ------ 804 733 - 946 851 - Approach EB WB NB SB HCM Control Delay, s 0 3.9 9.6 10.3 HCM LOS A B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)713 1017 1554 -- 1553 -- 677 HCM Lane V/C Ratio 0.021 0.01 --- 0.036 -- 0.003 HCM Control Delay (s)10.2 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 03/21/2024 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 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 0 47 16 67 70 0 25 0 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 70 0 0 63 0 0 251 251 47 276 267 70 Stage 1 ------ 47 47 - 204 204 - Stage 2 ------ 204 204 - 72 63 - 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 1531 -- 1540 -- 702 652 1022 676 639 993 Stage 1 ------ 967 856 - 798 733 - Stage 2 ------ 798 733 - 938 842 - Platoon blocked, %---- Mov Cap-1 Maneuver 1531 -- 1540 -- 679 623 1022 632 611 993 Mov Cap-2 Maneuver ------ 679 622 - 661 611 - Stage 1 ------ 967 856 - 798 701 - Stage 2 ------ 763 701 - 907 842 - Approach EB WB NB SB HCM Control Delay, s 0 3.7 9.4 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)679 1022 1531 -- 1540 --- HCM Lane V/C Ratio 0.037 0.033 --- 0.044 --- HCM Control Delay (s)10.5 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 2024 Existing AM 4: Turnberry Road & Maple Hill Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 71 1 121 30 1 215 Future Vol, veh/h 71 1 121 30 1 215 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 1 136 34 1 242 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 380 136 0 0 170 0 Stage 1 136 ----- Stage 2 244 ----- 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 622 913 -- 1407 - Stage 1 890 ----- Stage 2 797 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 621 913 -- 1407 - Mov Cap-2 Maneuver 722 ----- Stage 1 890 ----- Stage 2 796 ----- Approach WB NB SB HCM Control Delay, s 10.6 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 724 1407 - HCM Lane V/C Ratio -- 0.112 0.001 - HCM Control Delay (s)-- 10.6 7.6 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.4 0 - HCM 6th TWSC 2024 Existing PM 4: Turnberry Road & Maple Hill Drive 03/21/2024 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 1 215 48 0 146 Future Vol, veh/h 42 1 215 48 0 146 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 1 256 57 0 174 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 430 256 0 0 313 0 Stage 1 256 ----- Stage 2 174 ----- 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 582 783 -- 1247 - Stage 1 787 ----- Stage 2 856 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 582 783 -- 1247 - Mov Cap-2 Maneuver 700 ----- Stage 1 787 ----- Stage 2 856 ----- 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)-- 702 1247 - HCM Lane V/C Ratio -- 0.073 -- 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 03/21/2024 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 30 1 386 Future Vol, veh/h 71 1 201 30 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 77 1 218 33 1 420 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 640 218 0 0 251 0 Stage 1 218 ----- Stage 2 422 ----- 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 440 822 -- 1314 - Stage 1 818 ----- Stage 2 662 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 440 822 -- 1314 - Mov Cap-2 Maneuver 590 ----- Stage 1 818 ----- Stage 2 661 ----- Approach WB NB SB HCM Control Delay, s 12 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 592 1314 - HCM Lane V/C Ratio -- 0.132 0.001 - HCM Control Delay (s)-- 12 7.7 - 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 03/21/2024 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 48 0 277 Future Vol, veh/h 42 1 402 48 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 46 1 437 52 0 301 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 738 437 0 0 489 0 Stage 1 437 ----- Stage 2 301 ----- 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 385 620 -- 1074 - Stage 1 651 ----- Stage 2 751 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 385 620 -- 1074 - Mov Cap-2 Maneuver 559 ----- Stage 1 651 ----- Stage 2 751 ----- Approach WB NB SB HCM Control Delay, s 12 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 560 1074 - HCM Lane V/C Ratio -- 0.083 -- HCM Control Delay (s)-- 12 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 03/21/2024 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 30 1 386 Future Vol, veh/h 71 1 201 30 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 77 1 218 33 1 420 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 640 218 0 0 251 0 Stage 1 218 ----- Stage 2 422 ----- 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 440 822 -- 1314 - Stage 1 818 ----- Stage 2 662 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 440 822 -- 1314 - Mov Cap-2 Maneuver 590 ----- Stage 1 818 ----- Stage 2 661 ----- Approach WB NB SB HCM Control Delay, s 12 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 592 1314 - HCM Lane V/C Ratio -- 0.132 0.001 - HCM Control Delay (s)-- 12 7.7 - 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 03/21/2024 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 48 0 277 Future Vol, veh/h 42 1 402 48 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 46 1 437 52 0 301 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 738 437 0 0 489 0 Stage 1 437 ----- Stage 2 301 ----- 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 385 620 -- 1074 - Stage 1 651 ----- Stage 2 751 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 385 620 -- 1074 - Mov Cap-2 Maneuver 559 ----- Stage 1 651 ----- Stage 2 751 ----- Approach WB NB SB HCM Control Delay, s 12 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)-- 560 1074 - HCM Lane V/C Ratio -- 0.083 -- HCM Control Delay (s)-- 12 0 - HCM Lane LOS --B A - HCM 95th %tile Q(veh)-- 0.3 0 - HCM 6th AWSC 2024 Existing AM 5: Maple Hill Drive & Harbor Drive 03/21/2024 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 2024 Existing PM 5: Maple Hill Drive & Harbor Drive 03/21/2024 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 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7 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 0.92 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 4 8 1 1 36 2 4 2 2 1 4 16 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 7.1 7.2 7.1 6.7 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 9 13 39 22 Geometry Grp 1 1 1 1 Degree of Util (X)0.01 0.015 0.043 0.022 Departure Headway (Hd)3.992 4.033 3.969 3.592 Convergence, Y/N Yes Yes Yes Yes Cap 897 889 905 996 Service Time 2.016 2.05 1.981 1.615 HCM Lane V/C Ratio 0.01 0.015 0.043 0.022 HCM Control Delay 7.1 7.1 7.2 6.7 HCM Lane LOS A A A A HCM 95th-tile Q 0 0 0.1 0.1 HCM 6th AWSC 2027 Background PM 5: Maple Hill Drive & Harbor Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7 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 0.92 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 8 11 2 1 16 0 2 12 10 1 9 10 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 7.1 7.1 6.9 6.8 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 24 21 17 20 Geometry Grp 1 1 1 1 Degree of Util (X)0.025 0.023 0.019 0.02 Departure Headway (Hd)3.785 4.032 4.036 3.727 Convergence, Y/N Yes Yes Yes Yes Cap 946 889 888 961 Service Time 1.806 2.049 2.054 1.748 HCM Lane V/C Ratio 0.025 0.024 0.019 0.021 HCM Control Delay 6.9 7.1 7.1 6.8 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 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7 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 0.92 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 4 8 1 1 36 2 4 2 2 1 4 16 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 7.1 7.2 7.1 6.7 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 9 13 39 22 Geometry Grp 1 1 1 1 Degree of Util (X)0.01 0.015 0.043 0.022 Departure Headway (Hd)3.992 4.033 3.969 3.592 Convergence, Y/N Yes Yes Yes Yes Cap 897 889 905 996 Service Time 2.016 2.05 1.981 1.615 HCM Lane V/C Ratio 0.01 0.015 0.043 0.022 HCM Control Delay 7.1 7.1 7.2 6.7 HCM Lane LOS A A A A HCM 95th-tile Q 0 0 0.1 0.1 HCM 6th AWSC 2027 Total PM 5: Maple Hill Drive & Harbor Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7 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 0.92 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 8 11 2 1 16 0 2 12 10 1 9 10 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 7.1 7.1 6.9 6.8 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 24 21 17 20 Geometry Grp 1 1 1 1 Degree of Util (X)0.025 0.023 0.019 0.02 Departure Headway (Hd)3.785 4.032 4.036 3.727 Convergence, Y/N Yes Yes Yes Yes Cap 946 889 888 961 Service Time 1.806 2.049 2.054 1.748 HCM Lane V/C Ratio 0.025 0.024 0.019 0.021 HCM Control Delay 6.9 7.1 7.1 6.8 HCM Lane LOS A A A A HCM 95th-tile Q 0.1 0.1 0.1 0.1 HCM 6th AWSC 2024 Existing AM 6: Lemay Avenue & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 18 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 4 184 83 190 179 10 37 43 103 26 122 4 Future Vol, veh/h 4 184 83 190 179 10 37 43 103 26 122 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 5 216 98 224 211 12 44 51 121 31 144 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 15.5 24 13.3 13.3 HCM LOS C C B B Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %20%1%50%17% Vol Thru, %23%68%47%80% Vol Right, %56%31%3%3% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 183 271 379 152 LT Vol 37 4 190 26 Through Vol 43 184 179 122 RT Vol 103 83 10 4 Lane Flow Rate 215 319 446 179 Geometry Grp 1 1 1 1 Degree of Util (X)0.381 0.527 0.738 0.336 Departure Headway (Hd)6.374 5.952 5.96 6.774 Convergence, Y/N Yes Yes Yes Yes Cap 564 606 606 529 Service Time 4.431 4.003 4.006 4.834 HCM Lane V/C Ratio 0.381 0.526 0.736 0.338 HCM Control Delay 13.3 15.5 24 13.3 HCM Lane LOS B C C B HCM 95th-tile Q 1.8 3.1 6.4 1.5 HCM 6th AWSC 2024 Existing PM 6: Lemay Avenue & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 19.1 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 11 263 55 157 148 22 51 106 192 21 53 6 Future Vol, veh/h 11 263 55 157 148 22 51 106 192 21 53 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 12 292 61 174 164 24 57 118 213 23 59 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 19.1 19.8 20.1 11.9 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%7% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 349 329 327 80 LT Vol 51 11 157 21 Through Vol 106 263 148 53 RT Vol 192 55 22 6 Lane Flow Rate 388 366 363 89 Geometry Grp 1 1 1 1 Degree of Util (X)0.656 0.626 0.636 0.178 Departure Headway (Hd)6.087 6.167 6.306 7.217 Convergence, Y/N Yes Yes Yes Yes Cap 593 585 570 494 Service Time 4.14 4.225 4.365 5.299 HCM Lane V/C Ratio 0.654 0.626 0.637 0.18 HCM Control Delay 20.1 19.1 19.8 11.9 HCM Lane LOS C C C B HCM 95th-tile Q 4.8 4.3 4.5 0.6 HCM 6th Roundabout 2027 Background AM 6: Lemay Avenue & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.9 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 350 562 252 187 Demand Flow Rate, veh/h 357 572 257 191 Vehicles Circulating, veh/h 463 112 291 610 Vehicles Exiting, veh/h 338 436 529 74 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 7.9 6.0 8.0 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 357 572 257 191 Cap Entry Lane, veh/h 861 1231 1026 741 Entry HV Adj Factor 0.981 0.982 0.981 0.980 Flow Entry, veh/h 350 562 252 187 Cap Entry, veh/h 844 1209 1006 726 V/C Ratio 0.415 0.465 0.251 0.258 Control Delay, s/veh 9.3 7.9 6.0 8.0 LOS A A A A 95th %tile Queue, veh 2 3 1 1 HCM 6th Roundabout 2027 Background PM 6: Lemay Avenue & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 9.5 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 466 484 474 108 Demand Flow Rate, veh/h 476 494 483 110 Vehicles Circulating, veh/h 332 207 433 527 Vehicles Exiting, veh/h 305 709 375 174 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 9.6 8.1 11.7 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 476 494 483 110 Cap Entry Lane, veh/h 984 1117 887 806 Entry HV Adj Factor 0.980 0.979 0.980 0.979 Flow Entry, veh/h 466 484 474 108 Cap Entry, veh/h 964 1094 870 789 V/C Ratio 0.484 0.442 0.544 0.136 Control Delay, s/veh 9.6 8.1 11.7 6.0 LOS A A B A 95th %tile Queue, veh 3 2 3 0 HCM 6th Roundabout 2027 Total AM 6: Lemay Avenue & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 8.2 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 354 583 255 187 Demand Flow Rate, veh/h 361 595 260 191 Vehicles Circulating, veh/h 475 112 295 633 Vehicles Exiting, veh/h 349 443 541 74 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 9.6 8.2 6.1 8.2 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 361 595 260 191 Cap Entry Lane, veh/h 850 1231 1021 724 Entry HV Adj Factor 0.981 0.980 0.981 0.980 Flow Entry, veh/h 354 583 255 187 Cap Entry, veh/h 834 1207 1002 709 V/C Ratio 0.425 0.483 0.255 0.264 Control Delay, s/veh 9.6 8.2 6.1 8.2 LOS A A A A 95th %tile Queue, veh 2 3 1 1 HCM 6th Roundabout 2027 Total PM 6: Lemay Avenue & Country Club Road 03/21/2024 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 477 497 485 108 Demand Flow Rate, veh/h 487 508 494 110 Vehicles Circulating, veh/h 339 207 444 541 Vehicles Exiting, veh/h 312 731 382 174 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 8.3 12.2 6.1 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 487 508 494 110 Cap Entry Lane, veh/h 977 1117 877 795 Entry HV Adj Factor 0.980 0.979 0.981 0.979 Flow Entry, veh/h 477 497 485 108 Cap Entry, veh/h 957 1094 861 778 V/C Ratio 0.499 0.455 0.563 0.138 Control Delay, s/veh 9.9 8.3 12.2 6.1 LOS A A B A 95th %tile Queue, veh 3 2 4 0 Timings 2024 Existing AM 7: Turnberry Road & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)104 31 137 26 46 118 49 1 96 229 Future Volume (vph)104 31 137 26 46 118 49 1 96 229 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 0.0 0.0 Total Lost Time (s)4.5 4.5 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 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 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2024 Existing AM 7: Turnberry Road & Country Club Road 03/21/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)104 31 137 26 46 0 118 49 15 1 96 229 Future Volume (veh/h)104 31 137 26 46 0 118 49 15 1 96 229 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 116 34 152 29 51 0 131 54 17 1 107 254 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 238 263 223 229 263 0 840 1036 326 1077 1421 1204 Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.00 0.76 0.76 0.76 0.76 0.76 0.76 Sat Flow, veh/h 1354 1870 1585 1198 1870 0 1021 1364 429 1329 1870 1585 Grp Volume(v), veh/h 116 34 152 29 51 0 131 0 71 1 107 254 Grp Sat Flow(s),veh/h/ln 1354 1870 1585 1198 1870 0 1021 0 1793 1329 1870 1585 Q Serve(g_s), s 7.5 1.4 8.2 2.0 2.2 0.0 3.4 0.0 0.9 0.0 1.3 4.1 Cycle Q Clear(g_c), s 9.6 1.4 8.2 3.4 2.2 0.0 4.7 0.0 0.9 0.9 1.3 4.1 Prop In Lane 1.00 1.00 1.00 0.00 1.00 0.24 1.00 1.00 Lane Grp Cap(c), veh/h 238 263 223 229 263 0 840 0 1362 1077 1421 1204 V/C Ratio(X)0.49 0.13 0.68 0.13 0.19 0.00 0.16 0.00 0.05 0.00 0.08 0.21 Avail Cap(c_a), veh/h 611 779 660 560 779 0 840 0 1362 1077 1421 1204 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.4 33.9 36.8 35.3 34.2 0.0 3.4 0.0 2.7 2.8 2.8 3.1 Incr Delay (d2), s/veh 1.6 0.2 3.7 0.2 0.4 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 2.5 0.7 3.4 0.6 1.0 0.0 0.6 0.0 0.3 0.0 0.4 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.0 34.1 40.4 35.6 34.5 0.0 3.8 0.0 2.8 2.8 2.9 3.5 LnGrp LOS D C D D C A A A A A A A Approach Vol, veh/h 302 80 202 362 Approach Delay, s/veh 39.5 34.9 3.4 3.3 Approach LOS D C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 72.9 17.1 72.9 17.1 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 6.7 11.6 6.1 5.4 Green Ext Time (p_c), s 1.0 1.0 1.5 0.3 Intersection Summary HCM 6th Ctrl Delay 17.6 HCM 6th LOS B Timings 2024 Existing PM 7: Turnberry Road & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)213 59 155 20 30 170 72 67 153 Future Volume (vph)213 59 155 20 30 170 72 67 153 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 0.0 0.0 Total Lost Time (s)4.5 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 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 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2024 Existing PM 7: Turnberry Road & Country Club Road 03/21/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)213 59 155 20 30 0 170 72 28 0 67 153 Future Volume (veh/h)213 59 155 20 30 0 170 72 28 0 67 153 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 224 62 163 21 32 0 179 76 29 0 71 161 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 350 392 333 291 392 0 859 890 340 80 1291 1094 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.00 0.69 0.69 0.69 0.00 0.69 0.69 Sat Flow, veh/h 1377 1870 1585 1156 1870 0 1148 1290 492 1289 1870 1585 Grp Volume(v), veh/h 224 62 163 21 32 0 179 0 105 0 71 161 Grp Sat Flow(s),veh/h/ln 1377 1870 1585 1156 1870 0 1148 0 1782 1289 1870 1585 Q Serve(g_s), s 14.1 2.4 8.2 1.4 1.2 0.0 5.4 0.0 1.7 0.0 1.1 3.2 Cycle Q Clear(g_c), s 15.3 2.4 8.2 3.8 1.2 0.0 6.5 0.0 1.7 0.0 1.1 3.2 Prop In Lane 1.00 1.00 1.00 0.00 1.00 0.28 1.00 1.00 Lane Grp Cap(c), veh/h 350 392 333 291 392 0 859 0 1230 80 1291 1094 V/C Ratio(X)0.64 0.16 0.49 0.07 0.08 0.00 0.21 0.00 0.09 0.00 0.05 0.15 Avail Cap(c_a), veh/h 757 946 801 633 946 0 859 0 1230 80 1291 1094 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 34.7 29.1 31.3 30.6 28.6 0.0 5.5 0.0 4.6 0.0 4.5 4.8 Incr Delay (d2), s/veh 2.0 0.2 1.1 0.1 0.1 0.0 0.6 0.0 0.1 0.0 0.1 0.3 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 4.8 1.1 3.2 0.4 0.6 0.0 1.2 0.0 0.6 0.0 0.4 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 36.7 29.2 32.4 30.7 28.7 0.0 6.1 0.0 4.7 0.0 4.6 5.1 LnGrp LOS D C C C C A A A A A A A Approach Vol, veh/h 449 53 284 232 Approach Delay, s/veh 34.1 29.5 5.6 4.9 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 66.6 23.4 66.6 23.4 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 8.5 17.3 5.2 5.8 Green Ext Time (p_c), s 1.3 1.6 0.9 0.2 Intersection Summary HCM 6th Ctrl Delay 19.3 HCM 6th LOS B Timings 2027 Background AM 7: Turnberry Road & Country Club Road 03/21/2024 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 0.0 0.0 Total Lost Time (s)4.5 4.5 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 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 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Background AM 7: Turnberry Road & Country Club Road 03/21/2024 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 154 36 195 30 53 0 189 98 16 3 193 348 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 278 319 271 257 319 0 684 1144 187 989 1364 1156 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 1351 1870 1585 1149 1870 0 865 1568 256 1279 1870 1585 Grp Volume(v), veh/h 154 36 195 30 53 0 189 0 114 3 193 348 Grp Sat Flow(s),veh/h/ln 1351 1870 1585 1149 1870 0 865 0 1824 1279 1870 1585 Q Serve(g_s), s 9.9 1.5 10.5 2.0 2.2 0.0 7.6 0.0 1.6 0.1 2.8 6.9 Cycle Q Clear(g_c), s 12.1 1.5 10.5 3.5 2.2 0.0 10.4 0.0 1.6 1.7 2.8 6.9 Prop In Lane 1.00 1.00 1.00 0.00 1.00 0.14 1.00 1.00 Lane Grp Cap(c), veh/h 278 319 271 257 319 0 684 0 1330 989 1364 1156 V/C Ratio(X)0.55 0.11 0.72 0.12 0.17 0.00 0.28 0.00 0.09 0.00 0.14 0.30 Avail Cap(c_a), veh/h 610 779 660 540 779 0 684 0 1330 989 1364 1156 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.0 31.6 35.3 33.0 31.9 0.0 5.2 0.0 3.5 3.8 3.7 4.2 Incr Delay (d2), s/veh 1.7 0.2 3.6 0.2 0.2 0.0 1.0 0.0 0.1 0.0 0.2 0.7 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 3.3 0.7 4.2 0.6 1.0 0.0 1.3 0.0 0.5 0.0 0.9 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.7 31.7 38.9 33.2 32.1 0.0 6.2 0.0 3.6 3.8 3.9 4.9 LnGrp LOS D C D C C A A A A A A A Approach Vol, veh/h 385 83 303 544 Approach Delay, s/veh 38.2 32.5 5.3 4.5 Approach LOS D C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 70.1 19.9 70.1 19.9 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 12.4 14.1 8.9 5.5 Green Ext Time (p_c), s 1.9 1.3 2.5 0.4 Intersection Summary HCM 6th Ctrl Delay 16.3 HCM 6th LOS B Timings 2027 Background PM 7: Turnberry Road & Country Club Road 03/21/2024 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 0.0 0.0 Total Lost Time (s)4.5 4.5 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 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 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Background PM 7: Turnberry Road & Country Club Road 03/21/2024 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 338 68 247 23 35 0 251 176 33 5 146 233 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 467 553 468 366 553 0 653 926 174 729 1131 958 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.00 0.60 0.60 0.60 0.60 0.60 0.60 Sat Flow, veh/h 1373 1870 1585 1065 1870 0 1004 1532 287 1173 1870 1585 Grp Volume(v), veh/h 338 68 247 23 35 0 251 0 209 5 146 233 Grp Sat Flow(s),veh/h/ln 1373 1870 1585 1065 1870 0 1004 0 1819 1173 1870 1585 Q Serve(g_s), s 21.1 2.4 11.7 1.5 1.2 0.0 12.9 0.0 4.6 0.2 3.0 6.1 Cycle Q Clear(g_c), s 22.3 2.4 11.7 3.8 1.2 0.0 15.9 0.0 4.6 4.8 3.0 6.1 Prop In Lane 1.00 1.00 1.00 0.00 1.00 0.16 1.00 1.00 Lane Grp Cap(c), veh/h 467 553 468 366 553 0 653 0 1099 729 1131 958 V/C Ratio(X)0.72 0.12 0.53 0.06 0.06 0.00 0.38 0.00 0.19 0.01 0.13 0.24 Avail Cap(c_a), veh/h 756 946 801 590 946 0 653 0 1099 729 1131 958 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.8 23.2 26.5 24.6 22.8 0.0 11.0 0.0 8.0 9.0 7.6 8.3 Incr Delay (d2), s/veh 2.1 0.1 0.9 0.1 0.0 0.0 1.7 0.0 0.4 0.0 0.2 0.6 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 7.0 1.1 4.4 0.4 0.5 0.0 2.9 0.0 1.8 0.0 1.2 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.9 23.3 27.4 24.7 22.8 0.0 12.7 0.0 8.3 9.0 7.9 8.9 LnGrp LOS C C C C C A B A A A A A Approach Vol, veh/h 653 58 460 384 Approach Delay, s/veh 29.8 23.5 10.7 8.5 Approach LOS C C B A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 58.9 31.1 58.9 31.1 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 17.9 24.3 8.1 5.8 Green Ext Time (p_c), s 2.3 2.3 1.7 0.3 Intersection Summary HCM 6th Ctrl Delay 18.7 HCM 6th LOS B Timings 2027 Total AM 7: Turnberry Road & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)142 33 186 28 49 193 90 3 178 320 Future Volume (vph)142 33 186 28 49 193 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 0.0 0.0 Total Lost Time (s)4.5 4.5 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 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 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Total AM 7: Turnberry Road & Country Club Road 03/21/2024 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 33 186 28 49 0 193 90 15 3 178 320 Future Volume (veh/h)142 33 186 28 49 0 193 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 154 36 202 30 53 0 210 98 16 3 193 348 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 278 320 271 257 320 0 683 1143 187 989 1364 1156 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 1351 1870 1585 1142 1870 0 865 1568 256 1279 1870 1585 Grp Volume(v), veh/h 154 36 202 30 53 0 210 0 114 3 193 348 Grp Sat Flow(s),veh/h/ln 1351 1870 1585 1142 1870 0 865 0 1824 1279 1870 1585 Q Serve(g_s), s 9.9 1.5 10.9 2.1 2.2 0.0 8.7 0.0 1.6 0.1 2.8 6.9 Cycle Q Clear(g_c), s 12.1 1.5 10.9 3.5 2.2 0.0 11.5 0.0 1.6 1.7 2.8 6.9 Prop In Lane 1.00 1.00 1.00 0.00 1.00 0.14 1.00 1.00 Lane Grp Cap(c), veh/h 278 320 271 257 320 0 683 0 1330 989 1364 1156 V/C Ratio(X)0.55 0.11 0.75 0.12 0.17 0.00 0.31 0.00 0.09 0.00 0.14 0.30 Avail Cap(c_a), veh/h 610 779 660 537 779 0 683 0 1330 989 1364 1156 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.0 31.5 35.4 33.0 31.8 0.0 5.4 0.0 3.5 3.8 3.7 4.2 Incr Delay (d2), s/veh 1.7 0.2 4.1 0.2 0.2 0.0 1.2 0.0 0.1 0.0 0.2 0.7 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 3.3 0.7 4.4 0.6 1.0 0.0 1.5 0.0 0.5 0.0 0.9 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.7 31.7 39.5 33.2 32.1 0.0 6.6 0.0 3.7 3.8 3.9 4.9 LnGrp LOS D C D C C A A A A A A A Approach Vol, veh/h 392 83 324 544 Approach Delay, s/veh 38.5 32.5 5.6 4.5 Approach LOS D C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 70.1 19.9 70.1 19.9 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 13.5 14.1 8.9 5.5 Green Ext Time (p_c), s 2.0 1.3 2.5 0.4 Intersection Summary HCM 6th Ctrl Delay 16.4 HCM 6th LOS B Timings 2027 Total PM 7: Turnberry Road & Country Club Road 03/21/2024 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)311 63 246 21 32 243 162 5 134 214 Future Volume (vph)311 63 246 21 32 243 162 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 0.0 0.0 Total Lost Time (s)4.5 4.5 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 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 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2027 Total PM 7: Turnberry Road & Country Club Road 03/21/2024 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 63 246 21 32 0 243 162 30 5 134 214 Future Volume (veh/h)311 63 246 21 32 0 243 162 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 338 68 267 23 35 0 264 176 33 5 146 233 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 468 554 469 362 554 0 653 925 173 728 1129 957 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.00 0.60 0.60 0.60 0.60 0.60 0.60 Sat Flow, veh/h 1373 1870 1585 1045 1870 0 1004 1532 287 1173 1870 1585 Grp Volume(v), veh/h 338 68 267 23 35 0 264 0 209 5 146 233 Grp Sat Flow(s),veh/h/ln 1373 1870 1585 1045 1870 0 1004 0 1819 1173 1870 1585 Q Serve(g_s), s 21.1 2.4 12.8 1.5 1.2 0.0 13.8 0.0 4.6 0.2 3.0 6.1 Cycle Q Clear(g_c), s 22.3 2.4 12.8 3.9 1.2 0.0 16.8 0.0 4.6 4.8 3.0 6.1 Prop In Lane 1.00 1.00 1.00 0.00 1.00 0.16 1.00 1.00 Lane Grp Cap(c), veh/h 468 554 469 362 554 0 653 0 1098 728 1129 957 V/C Ratio(X)0.72 0.12 0.57 0.06 0.06 0.00 0.40 0.00 0.19 0.01 0.13 0.24 Avail Cap(c_a), veh/h 756 946 801 581 946 0 653 0 1098 728 1129 957 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.7 23.1 26.8 24.5 22.7 0.0 11.3 0.0 8.0 9.1 7.7 8.3 Incr Delay (d2), s/veh 2.1 0.1 1.1 0.1 0.0 0.0 1.9 0.0 0.4 0.0 0.2 0.6 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 7.0 1.1 4.9 0.4 0.5 0.0 3.1 0.0 1.8 0.0 1.2 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.8 23.2 27.9 24.6 22.8 0.0 13.1 0.0 8.4 9.1 7.9 8.9 LnGrp LOS C C C C C A B A A A A A Approach Vol, veh/h 673 58 473 384 Approach Delay, s/veh 29.9 23.5 11.0 8.5 Approach LOS C C B A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 58.8 31.2 58.8 31.2 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 18.8 24.3 8.1 5.9 Green Ext Time (p_c), s 2.3 2.4 1.7 0.3 Intersection Summary HCM 6th Ctrl Delay 18.9 HCM 6th LOS B HCM 6th AWSC 2024 Existing AM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 9.4 Intersection LOS A Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 9 27 2 100 280 4 Future Vol, veh/h 9 27 2 100 280 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 30 2 110 308 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 7.8 10.2 HCM LOS A A B Lane EBLn1 WBLn1 SBLn1 Vol Left, %25%0%99% Vol Thru, %75%2%0% Vol Right, %0%98%1% Sign Control Stop Stop Stop Traffic Vol by Lane 36 102 284 LT Vol 9 0 280 Through Vol 27 2 0 RT Vol 0 100 4 Lane Flow Rate 40 112 312 Geometry Grp 1 1 1 Degree of Util (X)0.053 0.129 0.38 Departure Headway (Hd)4.856 4.142 4.384 Convergence, Y/N Yes Yes Yes Cap 741 871 808 Service Time 2.863 2.144 2.474 HCM Lane V/C Ratio 0.054 0.129 0.386 HCM Control Delay 8.1 7.8 10.2 HCM Lane LOS A A B HCM 95th-tile Q 0.2 0.4 1.8 HCM 6th AWSC 2024 Existing PM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 8.9 Intersection LOS A Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 5 8 23 240 170 16 Future Vol, veh/h 5 8 23 240 170 16 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 25 258 183 17 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 8.6 9.4 HCM LOS A A A Lane EBLn1 WBLn1 SBLn1 Vol Left, %38%0%91% Vol Thru, %62%9%0% Vol Right, %0%91%9% Sign Control Stop Stop Stop Traffic Vol by Lane 13 263 186 LT Vol 5 0 170 Through Vol 8 23 0 RT Vol 0 240 16 Lane Flow Rate 14 283 200 Geometry Grp 1 1 1 Degree of Util (X)0.019 0.307 0.261 Departure Headway (Hd)4.789 3.902 4.699 Convergence, Y/N Yes Yes Yes Cap 748 925 770 Service Time 2.816 1.916 2.699 HCM Lane V/C Ratio 0.019 0.306 0.26 HCM Control Delay 7.9 8.6 9.4 HCM Lane LOS A A A HCM 95th-tile Q 0.1 1.3 1 HCM 6th AWSC 2027 Background AM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 11.8 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 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 32 2 186 426 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 13.4 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 42 188 430 Geometry Grp 1 1 1 Degree of Util (X)0.062 0.233 0.556 Departure Headway (Hd)5.283 4.463 4.653 Convergence, Y/N Yes Yes Yes Cap 676 803 775 Service Time 3.332 2.497 2.693 HCM Lane V/C Ratio 0.062 0.234 0.555 HCM Control Delay 8.7 8.9 13.4 HCM Lane LOS A A B HCM 95th-tile Q 0.2 0.9 3.5 HCM 6th AWSC 2027 Background PM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 11.8 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 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 7 10 26 403 303 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 8.6 11.6 12.2 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 16 429 322 Geometry Grp 1 1 1 Degree of Util (X)0.024 0.506 0.451 Departure Headway (Hd)5.35 4.244 5.043 Convergence, Y/N Yes Yes Yes Cap 664 846 708 Service Time 3.424 2.28 3.116 HCM Lane V/C Ratio 0.024 0.507 0.455 HCM Control Delay 8.6 11.6 12.2 HCM Lane LOS A B B HCM 95th-tile Q 0.1 2.9 2.4 HCM 6th AWSC 2027 Total AM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 12.1 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 10 29 2 190 399 4 Future Vol, veh/h 10 29 2 190 399 4 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 32 2 207 434 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 8.8 9.1 13.9 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 39 192 403 LT Vol 10 0 399 Through Vol 29 2 0 RT Vol 0 190 4 Lane Flow Rate 42 209 438 Geometry Grp 1 1 1 Degree of Util (X)0.063 0.26 0.572 Departure Headway (Hd)5.338 4.491 4.7 Convergence, Y/N Yes Yes Yes Cap 668 797 767 Service Time 3.395 2.53 2.747 HCM Lane V/C Ratio 0.063 0.262 0.571 HCM Control Delay 8.8 9.1 13.9 HCM Lane LOS A A B HCM 95th-tile Q 0.2 1 3.7 HCM 6th AWSC 2027 Total PM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 12.4 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 6 9 24 383 298 17 Future Vol, veh/h 6 9 24 383 298 17 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 7 10 26 416 324 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 8.7 12.1 12.9 HCM LOS A B B Lane EBLn1 WBLn1 SBLn1 Vol Left, %40%0%95% Vol Thru, %60%6%0% Vol Right, %0%94%5% Sign Control Stop Stop Stop Traffic Vol by Lane 15 407 315 LT Vol 6 0 298 Through Vol 9 24 0 RT Vol 0 383 17 Lane Flow Rate 16 442 342 Geometry Grp 1 1 1 Degree of Util (X)0.025 0.529 0.484 Departure Headway (Hd)5.435 4.303 5.085 Convergence, Y/N Yes Yes Yes Cap 652 836 702 Service Time 3.52 2.345 3.165 HCM Lane V/C Ratio 0.025 0.529 0.487 HCM Control Delay 8.7 12.1 12.9 HCM Lane LOS A B B HCM 95th-tile Q 0.1 3.2 2.7 HCM 6th TWSC 2024 Existing AM 9: Timberline Road & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 6.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 170 123 214 95 71 112 Future Vol, veh/h 170 123 214 95 71 112 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 177 128 223 99 74 117 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 305 0 786 241 Stage 1 ---- 241 - Stage 2 ---- 545 - 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 -- 1256 - 361 798 Stage 1 ---- 799 - Stage 2 ---- 581 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1256 - 293 798 Mov Cap-2 Maneuver ---- 293 - Stage 1 ---- 799 - Stage 2 ---- 472 - Approach EB WB NB HCM Control Delay, s 0 5.9 17.4 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)478 -- 1256 - HCM Lane V/C Ratio 0.399 -- 0.177 - HCM Control Delay (s)17.4 -- 8.5 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)1.9 -- 0.6 - HCM 6th TWSC 2024 Existing PM 9: Timberline Road & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 8.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 125 95 158 182 110 180 Future Vol, veh/h 125 95 158 182 110 180 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 132 100 166 192 116 189 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 232 0 706 182 Stage 1 ---- 182 - Stage 2 ---- 524 - 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 -- 1336 - 402 861 Stage 1 ---- 849 - Stage 2 ---- 594 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1336 - 346 861 Mov Cap-2 Maneuver ---- 346 - Stage 1 ---- 849 - Stage 2 ---- 511 - Approach EB WB NB HCM Control Delay, s 0 3.8 19.4 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)550 -- 1336 - HCM Lane V/C Ratio 0.555 -- 0.124 - HCM Control Delay (s)19.4 -- 8.1 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)3.4 -- 0.4 - HCM 6th Roundabout 2027 Background AM 9: Timberline Road & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 10.4 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 448 469 361 296 Demand Flow Rate, veh/h 457 479 368 302 Vehicles Circulating, veh/h 571 239 414 549 Vehicles Exiting, veh/h 280 543 614 169 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 14.4 8.3 8.8 9.4 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 457 479 368 302 Cap Entry Lane, veh/h 771 1081 905 788 Entry HV Adj Factor 0.980 0.979 0.981 0.980 Flow Entry, veh/h 448 469 361 296 Cap Entry, veh/h 756 1059 888 772 V/C Ratio 0.593 0.443 0.407 0.383 Control Delay, s/veh 14.4 8.3 8.8 9.4 LOS B A A A 95th %tile Queue, veh 4 2 2 2 HCM 6th Roundabout 2027 Background PM 9: Timberline Road & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 14.5 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 370 632 605 278 Demand Flow Rate, veh/h 378 644 618 284 Vehicles Circulating, veh/h 517 434 366 756 Vehicles Exiting, veh/h 523 550 529 322 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 10.7 17.9 14.0 12.5 Approach LOS B 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 378 644 618 284 Cap Entry Lane, veh/h 814 886 950 638 Entry HV Adj Factor 0.980 0.981 0.979 0.980 Flow Entry, veh/h 370 632 605 278 Cap Entry, veh/h 798 869 930 625 V/C Ratio 0.464 0.727 0.651 0.445 Control Delay, s/veh 10.7 17.9 14.0 12.5 LOS B C B B 95th %tile Queue, veh 2 7 5 2 Timings 2027 Total AM 9: Timberline Road & Mountain Vista Drive 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)33 239 290 147 105 116 118 220 Future Volume (vph)33 239 290 147 105 116 118 220 Turn Type Perm NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 2 1 6 7 4 3 8 Permitted Phases 2 6 4 8 Detector Phase 2 2 1 6 7 4 3 8 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 9.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)35.8 35.8 20.0 55.8 10.0 23.0 11.2 24.2 Total Split (%)39.8% 39.8% 22.2% 62.0% 11.1% 25.6% 12.4% 26.9% 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 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 Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None None None Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Splits and Phases: 9: Timberline Road & Mountain Vista Drive HCM 6th Signalized Intersection Summary 2027 Total AM 9: Timberline Road & Mountain Vista Drive 04/03/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)33 239 164 290 147 37 105 116 158 118 220 31 Future Volume (veh/h)33 239 164 290 147 37 105 116 158 118 220 31 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 36 260 178 315 160 40 114 126 172 128 239 34 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 560 420 288 496 837 209 267 140 192 239 335 48 Arrive On Green 0.41 0.41 0.41 0.12 0.58 0.58 0.06 0.20 0.20 0.07 0.21 0.21 Sat Flow, veh/h 1182 1035 708 1781 1444 361 1781 716 978 1781 1602 228 Grp Volume(v), veh/h 36 0 438 315 0 200 114 0 298 128 0 273 Grp Sat Flow(s),veh/h/ln 1182 0 1743 1781 0 1805 1781 0 1694 1781 0 1829 Q Serve(g_s), s 1.7 0.0 17.9 8.7 0.0 4.7 4.6 0.0 15.4 5.1 0.0 12.5 Cycle Q Clear(g_c), s 1.7 0.0 17.9 8.7 0.0 4.7 4.6 0.0 15.4 5.1 0.0 12.5 Prop In Lane 1.00 0.41 1.00 0.20 1.00 0.58 1.00 0.12 Lane Grp Cap(c), veh/h 560 0 708 496 0 1046 267 0 332 239 0 383 V/C Ratio(X)0.06 0.00 0.62 0.63 0.00 0.19 0.43 0.00 0.90 0.54 0.00 0.71 Avail Cap(c_a), veh/h 560 0 708 584 0 1046 267 0 348 239 0 400 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 0.88 0.00 0.88 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.4 0.0 21.2 14.3 0.0 8.9 27.3 0.0 35.3 27.3 0.0 33.1 Incr Delay (d2), s/veh 0.2 0.0 4.0 1.7 0.0 0.4 1.0 0.0 21.9 2.3 0.0 5.6 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 0.5 0.0 7.8 3.4 0.0 1.8 2.0 0.0 8.2 2.3 0.0 6.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.6 0.0 25.2 16.0 0.0 9.4 28.3 0.0 57.2 29.6 0.0 38.7 LnGrp LOS B A C B A A C A E C A D Approach Vol, veh/h 474 515 412 401 Approach Delay, s/veh 24.6 13.4 49.2 35.8 Approach LOS C B D D Timer - Assigned Phs 1 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 15.6 41.1 11.2 22.1 56.7 10.0 23.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 15.5 31.3 6.7 18.5 51.3 5.5 19.7 Max Q Clear Time (g_c+I1), s 10.7 19.9 7.1 17.4 6.7 6.6 14.5 Green Ext Time (p_c), s 0.4 2.3 0.0 0.2 1.3 0.0 0.7 Intersection Summary HCM 6th Ctrl Delay 29.5 HCM 6th LOS C Timings 2027 Total PM 9: Timberline Road & Mountain Vista Drive 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)66 171 247 298 175 253 117 174 Future Volume (vph)66 171 247 298 175 253 117 174 Turn Type Perm NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 2 1 6 7 4 3 8 Permitted Phases 2 6 4 8 Detector Phase 2 2 1 6 7 4 3 8 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 9.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)25.7 25.7 17.1 42.8 14.1 36.0 11.2 33.1 Total Split (%)28.6% 28.6% 19.0% 47.6% 15.7% 40.0% 12.4% 36.8% 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 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 Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None Max None Max Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Splits and Phases: 9: Timberline Road & Mountain Vista Drive HCM 6th Signalized Intersection Summary 2027 Total PM 9: Timberline Road & Mountain Vista Drive 04/03/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)66 171 132 247 298 69 175 253 244 117 174 26 Future Volume (veh/h)66 171 132 247 298 69 175 253 244 117 174 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 72 186 143 268 324 75 190 275 265 127 189 28 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 332 250 193 394 637 147 515 306 295 243 516 77 Arrive On Green 0.26 0.26 0.26 0.13 0.43 0.43 0.09 0.35 0.35 0.07 0.32 0.32 Sat Flow, veh/h 986 981 754 1781 1469 340 1781 875 843 1781 1592 236 Grp Volume(v), veh/h 72 0 329 268 0 399 190 0 540 127 0 217 Grp Sat Flow(s),veh/h/ln 986 0 1735 1781 0 1809 1781 0 1719 1781 0 1828 Q Serve(g_s), s 5.3 0.0 15.7 9.5 0.0 14.4 6.3 0.0 26.8 4.2 0.0 8.2 Cycle Q Clear(g_c), s 5.3 0.0 15.7 9.5 0.0 14.4 6.3 0.0 26.8 4.2 0.0 8.2 Prop In Lane 1.00 0.43 1.00 0.19 1.00 0.49 1.00 0.13 Lane Grp Cap(c), veh/h 332 0 443 394 0 785 515 0 601 243 0 593 V/C Ratio(X)0.22 0.00 0.74 0.68 0.00 0.51 0.37 0.00 0.90 0.52 0.00 0.37 Avail Cap(c_a), veh/h 332 0 443 415 0 785 542 0 601 258 0 593 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 0.49 0.00 0.49 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.9 0.0 30.8 21.0 0.0 18.5 17.6 0.0 27.7 21.9 0.0 23.3 Incr Delay (d2), s/veh 1.5 0.0 10.7 4.2 0.0 2.3 0.2 0.0 10.5 1.7 0.0 1.7 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 1.4 0.0 7.7 4.2 0.0 6.3 2.5 0.0 12.3 1.8 0.0 3.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.4 0.0 41.5 25.2 0.0 20.9 17.8 0.0 38.2 23.6 0.0 25.0 LnGrp LOS C A D C A C B A D C A C Approach Vol, veh/h 401 667 730 344 Approach Delay, s/veh 39.2 22.6 32.9 24.5 Approach LOS D C C C Timer - Assigned Phs 1 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 16.1 27.5 10.5 36.0 43.5 12.8 33.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.6 21.2 6.7 31.5 38.3 9.6 28.6 Max Q Clear Time (g_c+I1), s 11.5 17.7 6.2 28.8 16.4 8.3 10.2 Green Ext Time (p_c), s 0.1 0.8 0.0 1.0 2.5 0.1 1.1 Intersection Summary HCM 6th Ctrl Delay 29.5 HCM 6th LOS C HCM 6th TWSC 2024 Existing AM 10: Mountain Vista Drive & Giddings Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 7.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 60 213 148 66 157 163 Future Vol, veh/h 60 213 148 66 157 163 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 64 227 157 70 167 173 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 227 0 -0 547 192 Stage 1 ---- 192 - Stage 2 ---- 355 - 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 1341 --- 498 850 Stage 1 ---- 841 - Stage 2 ---- 710 - Platoon blocked, %--- Mov Cap-1 Maneuver 1341 --- 471 850 Mov Cap-2 Maneuver ---- 471 - Stage 1 ---- 795 - Stage 2 ---- 710 - Approach EB WB SB HCM Control Delay, s 1.7 0 18.1 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1341 --- 609 HCM Lane V/C Ratio 0.048 --- 0.559 HCM Control Delay (s)7.8 0 -- 18.1 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0.1 --- 3.4 HCM 6th TWSC 2024 Existing PM 10: Mountain Vista Drive & Giddings Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 6.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 143 165 225 123 81 107 Future Vol, veh/h 143 165 225 123 81 107 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 161 185 253 138 91 120 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 391 0 -0 829 322 Stage 1 ---- 322 - Stage 2 ---- 507 - 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 1168 --- 340 719 Stage 1 ---- 735 - Stage 2 ---- 605 - Platoon blocked, %--- Mov Cap-1 Maneuver 1168 --- 288 719 Mov Cap-2 Maneuver ---- 288 - Stage 1 ---- 622 - Stage 2 ---- 605 - Approach EB WB SB HCM Control Delay, s 4 0 20.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1168 --- 437 HCM Lane V/C Ratio 0.138 --- 0.483 HCM Control Delay (s)8.6 0 -- 20.7 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0.5 --- 2.6 HCM 6th TWSC 2027 Background AM 10: Mountain Vista Drive & Giddings Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 8.5 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 150 ---0 - Veh in Median Storage, # -0 0 -1 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 77 438 266 76 182 193 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 342 0 -0 896 304 Stage 1 ---- 304 - Stage 2 ---- 592 - 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 1217 --- 311 736 Stage 1 ---- 748 - Stage 2 ---- 553 - Platoon blocked, %--- Mov Cap-1 Maneuver 1217 --- 291 736 Mov Cap-2 Maneuver ---- 412 - Stage 1 ---- 701 - Stage 2 ---- 553 - Approach EB WB SB HCM Control Delay, s 1.2 0 26.2 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1217 --- 533 HCM Lane V/C Ratio 0.063 --- 0.704 HCM Control Delay (s)8.2 --- 26.2 HCM Lane LOS A ---D HCM 95th %tile Q(veh)0.2 --- 5.6 HCM 6th TWSC 2027 Background PM 10: Mountain Vista Drive & Giddings Road 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 5.4 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 150 ---0 - Veh in Median Storage, # -0 0 -1 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 173 351 482 141 93 134 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 623 0 -0 1250 553 Stage 1 ---- 553 - Stage 2 ---- 697 - 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 958 --- 191 533 Stage 1 ---- 576 - Stage 2 ---- 494 - Platoon blocked, %--- Mov Cap-1 Maneuver 958 --- 156 533 Mov Cap-2 Maneuver ---- 291 - Stage 1 ---- 472 - Stage 2 ---- 494 - Approach EB WB SB HCM Control Delay, s 3.2 0 25.5 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)958 --- 397 HCM Lane V/C Ratio 0.18 --- 0.572 HCM Control Delay (s)9.6 --- 25.5 HCM Lane LOS A ---D HCM 95th %tile Q(veh)0.7 --- 3.5 HCM 6th TWSC 2027 Total AM 10: Mountain Vista Drive & Giddings Road 04/03/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 13.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 80 403 245 94 234 203 Future Vol, veh/h 80 403 245 94 234 203 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 87 438 266 102 254 221 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 368 0 -0 929 317 Stage 1 ---- 317 - Stage 2 ---- 612 - 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 1191 --- 297 724 Stage 1 ---- 738 - Stage 2 ---- 541 - Platoon blocked, %--- Mov Cap-1 Maneuver 1191 --- 275 724 Mov Cap-2 Maneuver ---- 462 - Stage 1 ---- 684 - Stage 2 ---- 541 - Approach EB WB SB HCM Control Delay, s 1.4 0 38.6 HCM LOS E Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1191 --- 555 HCM Lane V/C Ratio 0.073 --- 0.856 HCM Control Delay (s)8.3 --- 38.6 HCM Lane LOS A ---E HCM 95th %tile Q(veh)0.2 --- 9.3 HCM 6th TWSC 2027 Total PM 10: Mountain Vista Drive & Giddings Road 04/03/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 7.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 184 323 443 198 129 139 Future Vol, veh/h 184 323 443 198 129 139 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 ---0 - Veh in Median Storage, # -0 0 -2 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 200 351 482 215 140 151 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 697 0 -0 1341 590 Stage 1 ---- 590 - Stage 2 ---- 751 - 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 899 --- 168 508 Stage 1 ---- 554 - Stage 2 ---- 466 - Platoon blocked, %--- Mov Cap-1 Maneuver 899 --- ~ 131 508 Mov Cap-2 Maneuver ---- 324 - Stage 1 ---- 431 - Stage 2 ---- 466 - Approach EB WB SB HCM Control Delay, s 3.7 0 34.9 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)899 --- 399 HCM Lane V/C Ratio 0.222 --- 0.73 HCM Control Delay (s)10.1 --- 34.9 HCM Lane LOS B ---D HCM 95th %tile Q(veh)0.8 --- 5.7 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2024 Existing AM 11: Mountain Vista Drive & Busch Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 8 360 200 41 114 14 Future Vol, veh/h 8 360 200 41 114 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 8 379 211 43 120 15 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 254 0 -0 628 233 Stage 1 ---- 233 - Stage 2 ---- 395 - 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 1311 --- 447 806 Stage 1 ---- 806 - Stage 2 ---- 681 - Platoon blocked, %--- Mov Cap-1 Maneuver 1311 --- 444 806 Mov Cap-2 Maneuver ---- 599 - Stage 1 ---- 801 - Stage 2 ---- 681 - Approach EB WB SB HCM Control Delay, s 0.2 0 12.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1311 --- 616 HCM Lane V/C Ratio 0.006 --- 0.219 HCM Control Delay (s)7.8 --- 12.5 HCM Lane LOS A ---B HCM 95th %tile Q(veh)0 --- 0.8 HCM 6th TWSC 2024 Existing PM 11: Mountain Vista Drive & Busch Drive 03/21/2024 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 7 241 314 61 78 12 Future Vol, veh/h 7 241 314 61 78 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 8 280 365 71 91 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 436 0 -0 697 401 Stage 1 ---- 401 - Stage 2 ---- 296 - 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 1124 --- 407 649 Stage 1 ---- 676 - Stage 2 ---- 755 - Platoon blocked, %--- Mov Cap-1 Maneuver 1124 --- 404 649 Mov Cap-2 Maneuver ---- 574 - Stage 1 ---- 671 - Stage 2 ---- 755 - Approach EB WB SB HCM Control Delay, s 0.2 0 12.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1124 --- 583 HCM Lane V/C Ratio 0.007 --- 0.18 HCM Control Delay (s)8.2 --- 12.5 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 03/21/2024 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 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 12 605 325 47 132 17 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 372 0 -0 978 349 Stage 1 ---- 349 - Stage 2 ---- 629 - 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 1186 --- 278 694 Stage 1 ---- 714 - Stage 2 ---- 531 - Platoon blocked, %--- Mov Cap-1 Maneuver 1186 --- 275 694 Mov Cap-2 Maneuver ---- 460 - Stage 1 ---- 707 - Stage 2 ---- 531 - Approach EB WB SB HCM Control Delay, s 0.2 0 15.9 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1186 --- 479 HCM Lane V/C Ratio 0.01 --- 0.311 HCM Control Delay (s)8.1 --- 15.9 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0 --- 1.3 HCM 6th TWSC 2027 Background PM 11: Mountain Vista Drive & Busch Drive 03/21/2024 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 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 435 582 71 90 17 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 653 0 -0 1075 618 Stage 1 ---- 618 - Stage 2 ---- 457 - 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 934 --- 243 489 Stage 1 ---- 538 - Stage 2 ---- 638 - Platoon blocked, %--- Mov Cap-1 Maneuver 934 --- 240 489 Mov Cap-2 Maneuver ---- 439 - Stage 1 ---- 532 - Stage 2 ---- 638 - Approach EB WB SB HCM Control Delay, s 0.2 0 15.6 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)934 --- 446 HCM Lane V/C Ratio 0.012 --- 0.241 HCM Control Delay (s)8.9 --- 15.6 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0 --- 0.9 HCM 6th TWSC 2027 Total AM 11: Mountain Vista Drive & Busch Drive 03/21/2024 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 11 624 323 43 121 16 Future Vol, veh/h 11 624 323 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 12 678 351 47 132 17 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 398 0 -0 1077 375 Stage 1 ---- 375 - Stage 2 ---- 702 - 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 1161 --- 242 671 Stage 1 ---- 695 - Stage 2 ---- 491 - Platoon blocked, %--- Mov Cap-1 Maneuver 1161 --- 240 671 Mov Cap-2 Maneuver ---- 426 - Stage 1 ---- 688 - Stage 2 ---- 491 - Approach EB WB SB HCM Control Delay, s 0.1 0 17.1 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1161 --- 445 HCM Lane V/C Ratio 0.01 --- 0.335 HCM Control Delay (s)8.1 --- 17.1 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0 --- 1.5 HCM 6th TWSC 2027 Total PM 11: Mountain Vista Drive & Busch Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 10 443 603 65 83 16 Future Vol, veh/h 10 443 603 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 482 655 71 90 17 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 726 0 -0 1195 691 Stage 1 ---- 691 - 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 877 --- 206 445 Stage 1 ---- 497 - Stage 2 ---- 607 - Platoon blocked, %--- Mov Cap-1 Maneuver 877 --- 203 445 Mov Cap-2 Maneuver ---- 403 - Stage 1 ---- 491 - Stage 2 ---- 607 - Approach EB WB SB HCM Control Delay, s 0.2 0 16.9 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)877 --- 409 HCM Lane V/C Ratio 0.012 --- 0.263 HCM Control Delay (s)9.2 --- 16.9 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0 ---1 HCM 6th TWSC 2024 Existing AM 12: Mountain Vista Drive & I-25 SB Ramp 03/21/2024 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 76 401 191 199 0 0 0 0 3 1 43 Future Vol, veh/h 0 76 401 191 199 0 0 0 0 3 1 43 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 81 427 203 212 0 0 0 0 3 1 46 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 508 0 0 913 1126 212 Stage 1 ------618 618 - Stage 2 ------295 508 - 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 -- 1057 -0 304 205 828 Stage 1 0 ----0 538 481 - Stage 2 0 ----0 755 539 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 1057 --246 0 828 Mov Cap-2 Maneuver ------361 0 - Stage 1 ------538 0 - Stage 2 ------610 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)-- 1057 - 764 HCM Lane V/C Ratio -- 0.192 - 0.065 HCM Control Delay (s)-- 9.2 - 10 HCM Lane LOS --A -B HCM 95th %tile Q(veh)-- 0.7 - 0.2 HCM 6th TWSC 2024 Existing PM 12: Mountain Vista Drive & I-25 SB Ramp 03/21/2024 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 73 251 109 327 0 0 0 0 17 0 51 Future Vol, veh/h 0 73 251 109 327 0 0 0 0 17 0 51 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 85 292 127 380 0 0 0 0 20 0 59 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 377 0 0 865 1011 380 Stage 1 ------634 634 - Stage 2 ------231 377 - 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 -- 1181 -0 324 240 667 Stage 1 0 ----0 529 473 - Stage 2 0 ----0 807 616 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 1181 --289 0 667 Mov Cap-2 Maneuver ------443 0 - Stage 1 ------529 0 - Stage 2 ------720 0 - Approach EB WB SB HCM Control Delay, s 0 2.1 12 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 1181 - 592 HCM Lane V/C Ratio -- 0.107 - 0.134 HCM Control Delay (s)-- 8.4 - 12 HCM Lane LOS --A -B HCM 95th %tile Q(veh)-- 0.4 - 0.5 HCM 6th TWSC 2027 Background AM 12: Mountain Vista Drive & I-25 SB Ramp 03/21/2024 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 0 151 529 203 277 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 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 0 164 575 221 301 0 0 0 0 3 1 72 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 739 0 0 1195 1482 301 Stage 1 ------743 743 - Stage 2 ------452 739 - 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 -- 867 -0 206 125 739 Stage 1 0 ----0 470 422 - Stage 2 0 ----0 641 424 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 867 --153 0 739 Mov Cap-2 Maneuver ------237 0 - Stage 1 ------470 0 - Stage 2 ------478 0 - Approach EB WB SB HCM Control Delay, s 0 4.5 11 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 867 - 677 HCM Lane V/C Ratio -- 0.255 - 0.112 HCM Control Delay (s)-- 10.6 - 11 HCM Lane LOS --B -B HCM 95th %tile Q(veh)--1 - 0.4 HCM 6th TWSC 2027 Background PM 12: Mountain Vista Drive & I-25 SB Ramp 03/21/2024 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 0 133 354 116 496 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 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 0 145 385 126 539 0 0 0 0 20 0 118 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 530 0 0 1129 1321 539 Stage 1 ------791 791 - Stage 2 ------338 530 - 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 -- 1037 -0 226 157 542 Stage 1 0 ----0 447 401 - Stage 2 0 ----0 722 527 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 1037 --198 0 542 Mov Cap-2 Maneuver ------362 0 - Stage 1 ------447 0 - Stage 2 ------634 0 - Approach EB WB SB HCM Control Delay, s 0 1.7 14.8 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 1037 - 506 HCM Lane V/C Ratio -- 0.122 - 0.273 HCM Control Delay (s)--9 - 14.8 HCM Lane LOS --A -B HCM 95th %tile Q(veh)-- 0.4 - 1.1 HCM 6th TWSC 2027 Total AM 12: Mountain Vista Drive & I-25 SB Ramp 04/08/2024 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 0 170 577 203 297 0 0 0 0 3 1 69 Future Vol, veh/h 0 170 577 203 297 0 0 0 0 3 1 69 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 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 0 185 627 221 323 0 0 0 0 3 1 75 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 812 0 0 1264 1577 323 Stage 1 ------765 765 - Stage 2 ------499 812 - 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 -- 814 -0 187 110 718 Stage 1 0 ----0 459 412 - Stage 2 0 ----0 610 392 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 814 --136 0 718 Mov Cap-2 Maneuver ------208 0 - Stage 1 ------459 0 - Stage 2 ------445 0 - Approach EB WB SB HCM Control Delay, s 0 4.5 11.3 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 814 - 651 HCM Lane V/C Ratio -- 0.271 - 0.122 HCM Control Delay (s)-- 11.1 - 11.3 HCM Lane LOS --B -B HCM 95th %tile Q(veh)-- 1.1 - 0.4 HCM 6th TWSC 2027 Total PM 12: Mountain Vista Drive & I-25 SB Ramp 04/08/2024 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 0 145 385 116 554 0 0 0 0 18 0 119 Future Vol, veh/h 0 145 385 116 554 0 0 0 0 18 0 119 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 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 0 158 418 126 602 0 0 0 0 20 0 129 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 0 576 0 0 1221 1430 602 Stage 1 ------854 854 - Stage 2 ------367 576 - 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 -- 997 -0 199 135 500 Stage 1 0 ----0 417 375 - Stage 2 0 ----0 701 502 - Platoon blocked, %--- Mov Cap-1 Maneuver --- 997 --174 0 500 Mov Cap-2 Maneuver ------337 0 - Stage 1 ------417 0 - Stage 2 ------613 0 - Approach EB WB SB HCM Control Delay, s 0 1.6 16.2 HCM LOS C Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 Capacity (veh/h)-- 997 - 470 HCM Lane V/C Ratio -- 0.126 - 0.317 HCM Control Delay (s)-- 9.1 - 16.2 HCM Lane LOS --A -C HCM 95th %tile Q(veh)-- 0.4 - 1.3 HCM 6th TWSC 2024 Existing AM 13: I-25 NB Ramp & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 5.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 34 41 0 0 247 27 175 1 103 0 0 0 Future Vol, veh/h 34 41 0 0 247 27 175 1 103 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 36 43 0 0 260 28 184 1 108 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 288 0 ---0 389 403 43 Stage 1 ------ 115 115 - Stage 2 ------ 274 288 - 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 1274 -0 0 -- 615 536 1027 Stage 1 --0 0 -- 910 800 - Stage 2 --0 0 -- 772 674 - Platoon blocked, %--- Mov Cap-1 Maneuver 1274 ----- 598 0 1027 Mov Cap-2 Maneuver ------ 681 0 - Stage 1 ------ 885 0 - Stage 2 ------ 772 0 - Approach EB WB NB HCM Control Delay, s 3.6 0 12.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)778 1274 --- HCM Lane V/C Ratio 0.377 0.028 --- HCM Control Delay (s)12.4 7.9 --- HCM Lane LOS B A --- HCM 95th %tile Q(veh)1.8 0.1 --- HCM 6th TWSC 2024 Existing PM 13: I-25 NB Ramp & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 32 66 0 0 150 21 278 1 228 0 0 0 Future Vol, veh/h 32 66 0 0 150 21 278 1 228 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 34 69 0 0 158 22 293 1 240 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 180 0 ---0 306 317 69 Stage 1 ------ 137 137 - Stage 2 ------ 169 180 - 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 1396 -0 0 -- 686 599 994 Stage 1 --0 0 -- 890 783 - Stage 2 --0 0 -- 861 750 - Platoon blocked, %--- Mov Cap-1 Maneuver 1396 ----- 670 0 994 Mov Cap-2 Maneuver ------ 746 0 - Stage 1 ------ 869 0 - Stage 2 ------ 861 0 - Approach EB WB NB HCM Control Delay, s 2.5 0 16.4 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)840 1396 --- HCM Lane V/C Ratio 0.635 0.024 --- HCM Control Delay (s)16.4 7.6 --- HCM Lane LOS C A --- HCM 95th %tile Q(veh)4.7 0.1 --- HCM 6th TWSC 2027 Background AM 13: I-25 NB Ramp & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 8.5 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 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 91 72 0 0 298 32 259 1 118 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 330 0 ---0 568 584 72 Stage 1 ------ 254 254 - Stage 2 ------ 314 330 - 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 1229 -0 0 -- 484 423 990 Stage 1 --0 0 -- 788 697 - Stage 2 --0 0 -- 741 646 - Platoon blocked, %--- Mov Cap-1 Maneuver 1229 ----- 448 0 990 Mov Cap-2 Maneuver ------ 573 0 - Stage 1 ------ 730 0 - Stage 2 ------ 741 0 - Approach EB WB NB HCM Control Delay, s 4.6 0 17.5 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)660 1229 --- HCM Lane V/C Ratio 0.573 0.074 --- HCM Control Delay (s)17.5 8.2 --- HCM Lane LOS C A --- HCM 95th %tile Q(veh)3.6 0.2 --- HCM 6th TWSC 2027 Background PM 13: I-25 NB Ramp & Mountain Vista Drive 03/21/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 34.9 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 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 76 98 0 0 202 24 452 1 263 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 226 0 ---0 464 476 98 Stage 1 ------ 250 250 - Stage 2 ------ 214 226 - 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 1342 -0 0 -- 556 488 958 Stage 1 --0 0 -- 792 700 - Stage 2 --0 0 -- 822 717 - Platoon blocked, %--- Mov Cap-1 Maneuver 1342 ----- 524 0 958 Mov Cap-2 Maneuver ------ 638 0 - Stage 1 ------ 747 0 - Stage 2 ------ 822 0 - Approach EB WB NB HCM Control Delay, s 3.4 0 53.6 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)727 1342 --- HCM Lane V/C Ratio 0.985 0.057 --- HCM Control Delay (s)53.6 7.8 --- HCM Lane LOS F A --- HCM 95th %tile Q(veh)15.7 0.2 --- HCM 6th TWSC 2027 Total AM 13: I-25 NB Ramp & Mountain Vista Drive 04/08/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 9.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 94 76 0 0 277 29 255 1 109 0 0 0 Future Vol, veh/h 94 76 0 0 277 29 255 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 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 102 83 0 0 301 32 277 1 118 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 333 0 ---0 604 620 83 Stage 1 ------ 287 287 - Stage 2 ------ 317 333 - 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 1226 -0 0 -- 461 404 976 Stage 1 --0 0 -- 762 674 - Stage 2 --0 0 -- 738 644 - Platoon blocked, %--- Mov Cap-1 Maneuver 1226 ----- 423 0 976 Mov Cap-2 Maneuver ------ 553 0 - Stage 1 ------ 699 0 - Stage 2 ------ 738 0 - Approach EB WB NB HCM Control Delay, s 4.5 0 19.6 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)635 1226 --- HCM Lane V/C Ratio 0.625 0.083 --- HCM Control Delay (s)19.6 8.2 --- HCM Lane LOS C A --- HCM 95th %tile Q(veh)4.4 0.3 --- HCM 6th TWSC 2027 Total PM 13: I-25 NB Ramp & Mountain Vista Drive 04/08/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 56 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 76 96 0 0 196 22 465 1 242 0 0 0 Future Vol, veh/h 76 96 0 0 196 22 465 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 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 83 104 0 0 213 24 505 1 263 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 237 0 ---0 495 507 104 Stage 1 ------ 270 270 - Stage 2 ------ 225 237 - 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 1330 -0 0 -- 534 468 951 Stage 1 --0 0 -- 775 686 - Stage 2 --0 0 -- 812 709 - Platoon blocked, %--- Mov Cap-1 Maneuver 1330 ----- ~ 501 0 951 Mov Cap-2 Maneuver ------ 619 0 - Stage 1 ------ 727 0 - Stage 2 ------ 812 0 - Approach EB WB NB HCM Control Delay, s 3.5 0 86 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)703 1330 --- HCM Lane V/C Ratio 1.095 0.062 --- HCM Control Delay (s)86 7.9 --- HCM Lane LOS F A --- HCM 95th %tile Q(veh)21.6 0.2 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2027 Total AM_Improved 13: I-25 NB Ramp & Mountain Vista Drive 04/08/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 7.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 94 76 0 0 277 29 255 1 109 0 0 0 Future Vol, veh/h 94 76 0 0 277 29 255 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 -----0 ----- Veh in Median Storage, # -0 --0 --2 --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 102 83 0 0 301 32 277 1 118 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 333 0 ---0 604 620 83 Stage 1 ------ 287 287 - Stage 2 ------ 317 333 - 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 1226 -0 0 -- 461 404 976 Stage 1 --0 0 -- 762 674 - Stage 2 --0 0 -- 738 644 - Platoon blocked, %--- Mov Cap-1 Maneuver 1226 ----- 423 0 976 Mov Cap-2 Maneuver ------ 553 0 - Stage 1 ------ 699 0 - Stage 2 ------ 738 0 - Approach EB WB NB HCM Control Delay, s 4.5 0 15.3 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT WBT WBR Capacity (veh/h)553 976 1226 --- HCM Lane V/C Ratio 0.501 0.123 0.083 --- HCM Control Delay (s)17.9 9.2 8.2 --- HCM Lane LOS C A A --- HCM 95th %tile Q(veh)2.8 0.4 0.3 --- HCM 6th TWSC 2027 Total PM_Improved 13: I-25 NB Ramp & Mountain Vista Drive 04/08/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 16.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 76 96 0 0 196 22 465 1 242 0 0 0 Future Vol, veh/h 76 96 0 0 196 22 465 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 -----0 ----- Veh in Median Storage, # -0 --0 --2 --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 83 104 0 0 213 24 505 1 263 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 237 0 ---0 495 507 104 Stage 1 ------ 270 270 - Stage 2 ------ 225 237 - 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 1330 -0 0 -- 534 468 951 Stage 1 --0 0 -- 775 686 - Stage 2 --0 0 -- 812 709 - Platoon blocked, %--- Mov Cap-1 Maneuver 1330 ----- ~ 501 0 951 Mov Cap-2 Maneuver ------ 619 0 - Stage 1 ------ 727 0 - Stage 2 ------ 812 0 - Approach EB WB NB HCM Control Delay, s 3.5 0 24.2 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT WBT WBR Capacity (veh/h)619 951 1330 --- HCM Lane V/C Ratio 0.817 0.278 0.062 --- HCM Control Delay (s)31.5 10.2 7.9 --- HCM Lane LOS D B A --- HCM 95th %tile Q(veh)8.4 1.1 0.2 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th AWSC 2024 Existing AM 14: Vine Drive & Timberline Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 28.1 Intersection LOS D Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 21 112 120 120 205 9 95 145 58 6 292 52 Future Vol, veh/h 21 112 120 120 205 9 95 145 58 6 292 52 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 23 122 130 130 223 10 103 158 63 7 317 57 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 20.7 31.9 25.5 32 HCM LOS C D D D Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %32%8%36%2% Vol Thru, %49%44%61%83% Vol Right, %19%47%3%15% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 298 253 334 350 LT Vol 95 21 120 6 Through Vol 145 112 205 292 RT Vol 58 120 9 52 Lane Flow Rate 324 275 363 380 Geometry Grp 1 1 1 1 Degree of Util (X)0.682 0.58 0.77 0.779 Departure Headway (Hd)7.583 7.598 7.637 7.374 Convergence, Y/N Yes Yes Yes Yes Cap 476 473 476 491 Service Time 5.659 5.678 5.637 5.446 HCM Lane V/C Ratio 0.681 0.581 0.763 0.774 HCM Control Delay 25.5 20.7 31.9 32 HCM Lane LOS D C D D HCM 95th-tile Q 5.1 3.6 6.7 7 HCM 6th AWSC 2024 Existing PM 14: Vine Drive & Timberline Road 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 25.7 Intersection LOS D Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 47 178 117 93 171 10 123 207 70 3 212 45 Future Vol, veh/h 47 178 117 93 171 10 123 207 70 3 212 45 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 48 184 121 96 176 10 127 213 72 3 219 46 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 25.1 21.1 33.5 19.4 HCM LOS D 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 400 342 274 260 LT Vol 123 47 93 3 Through Vol 207 178 171 212 RT Vol 70 117 10 45 Lane Flow Rate 412 353 282 268 Geometry Grp 1 1 1 1 Degree of Util (X)0.806 0.697 0.591 0.552 Departure Headway (Hd)7.038 7.117 7.537 7.418 Convergence, Y/N Yes Yes Yes Yes Cap 511 504 477 482 Service Time 5.118 5.2 5.627 5.512 HCM Lane V/C Ratio 0.806 0.7 0.591 0.556 HCM Control Delay 33.5 25.1 21.1 19.4 HCM Lane LOS D D C C HCM 95th-tile Q 7.7 5.4 3.8 3.3 Timings 2027 Background AM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)78 138 154 229 171 238 22 481 Future Volume (vph)78 138 154 229 171 238 22 481 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 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)9.5 22.5 9.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)9.6 23.0 11.4 24.8 12.0 46.0 9.6 43.6 Total Split (%)10.7% 25.6% 12.7% 27.6% 13.3% 51.1% 10.7% 48.4% 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 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 Lead Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max 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 Splits and Phases: 14: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Background AM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)78 138 192 154 229 16 171 238 109 22 481 150 Future Volume (veh/h)78 138 192 154 229 16 171 238 109 22 481 150 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 85 150 209 167 249 17 186 259 118 24 523 163 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 285 145 203 217 398 27 288 599 273 482 605 188 Arrive On Green 0.05 0.21 0.21 0.08 0.23 0.23 0.08 0.49 0.49 0.03 0.44 0.44 Sat Flow, veh/h 1781 707 986 1781 1731 118 1781 1216 554 1781 1367 426 Grp Volume(v), veh/h 85 0 359 167 0 266 186 0 377 24 0 686 Grp Sat Flow(s),veh/h/ln 1781 0 1693 1781 0 1849 1781 0 1771 1781 0 1794 Q Serve(g_s), s 3.3 0.0 18.5 6.7 0.0 11.6 4.8 0.0 12.4 0.7 0.0 31.1 Cycle Q Clear(g_c), s 3.3 0.0 18.5 6.7 0.0 11.6 4.8 0.0 12.4 0.7 0.0 31.1 Prop In Lane 1.00 0.58 1.00 0.06 1.00 0.31 1.00 0.24 Lane Grp Cap(c), veh/h 285 0 348 217 0 425 288 0 872 482 0 793 V/C Ratio(X)0.30 0.00 1.03 0.77 0.00 0.63 0.65 0.00 0.43 0.05 0.00 0.86 Avail Cap(c_a), veh/h 293 0 348 217 0 425 302 0 872 538 0 793 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 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.6 0.0 35.8 27.5 0.0 31.2 18.6 0.0 14.7 13.3 0.0 22.7 Incr Delay (d2), s/veh 0.6 0.0 56.6 15.6 0.0 2.9 4.4 0.0 1.6 0.0 0.0 12.1 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 1.4 0.0 12.9 3.7 0.0 5.4 2.1 0.0 5.1 0.3 0.0 14.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.1 0.0 92.4 43.1 0.0 34.0 23.1 0.0 16.3 13.3 0.0 34.8 LnGrp LOS C A F D A C C A B B A C Approach Vol, veh/h 444 433 563 710 Approach Delay, s/veh 79.9 37.5 18.5 34.0 Approach LOS E D B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.8 48.8 11.4 23.0 11.3 44.3 9.2 25.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.1 41.5 6.9 18.5 7.5 39.1 5.1 20.3 Max Q Clear Time (g_c+I1), s 2.7 14.4 8.7 20.5 6.8 33.1 5.3 13.6 Green Ext Time (p_c), s 0.0 2.5 0.0 0.0 0.0 2.4 0.0 0.8 Intersection Summary HCM 6th Ctrl Delay 40.1 HCM 6th LOS D Timings 2027 Background PM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)164 204 152 202 200 410 14 381 Future Volume (vph)164 204 152 202 200 410 14 381 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 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)9.5 22.5 9.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)14.6 30.0 11.0 26.4 13.6 39.5 9.5 35.4 Total Split (%)16.2% 33.3% 12.2% 29.3% 15.1% 43.9% 10.6% 39.3% 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 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 Lead Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max 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 Splits and Phases: 14: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Background PM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)164 204 264 152 202 28 200 410 114 14 381 136 Future Volume (veh/h)164 204 264 152 202 28 200 410 114 14 381 136 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 178 222 287 165 220 30 217 446 124 15 414 148 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 411 210 271 209 422 58 293 601 167 247 458 164 Arrive On Green 0.09 0.28 0.28 0.07 0.26 0.26 0.10 0.43 0.43 0.02 0.35 0.35 Sat Flow, veh/h 1781 741 957 1781 1611 220 1781 1408 392 1781 1315 470 Grp Volume(v), veh/h 178 0 509 165 0 250 217 0 570 15 0 562 Grp Sat Flow(s),veh/h/ln 1781 0 1698 1781 0 1831 1781 0 1800 1781 0 1786 Q Serve(g_s), s 6.4 0.0 25.5 6.1 0.0 10.5 6.7 0.0 23.9 0.5 0.0 26.9 Cycle Q Clear(g_c), s 6.4 0.0 25.5 6.1 0.0 10.5 6.7 0.0 23.9 0.5 0.0 26.9 Prop In Lane 1.00 0.56 1.00 0.12 1.00 0.22 1.00 0.26 Lane Grp Cap(c), veh/h 411 0 481 209 0 480 293 0 769 247 0 622 V/C Ratio(X)0.43 0.00 1.06 0.79 0.00 0.52 0.74 0.00 0.74 0.06 0.00 0.90 Avail Cap(c_a), veh/h 444 0 481 209 0 480 302 0 769 315 0 622 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 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 21.5 0.0 32.3 25.1 0.0 28.4 20.3 0.0 21.6 19.9 0.0 27.9 Incr Delay (d2), s/veh 0.7 0.0 57.2 18.3 0.0 1.0 9.1 0.0 6.4 0.1 0.0 18.9 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 2.7 0.0 17.7 3.6 0.0 4.6 3.3 0.0 10.9 0.2 0.0 14.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.2 0.0 89.5 43.4 0.0 29.4 29.5 0.0 28.0 20.0 0.0 46.8 LnGrp LOS C A F D A C C A C B A D Approach Vol, veh/h 687 415 787 577 Approach Delay, s/veh 72.0 35.0 28.4 46.1 Approach LOS E C C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.1 42.9 11.0 30.0 13.1 35.9 12.9 28.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 35.0 6.5 25.5 9.1 30.9 10.1 21.9 Max Q Clear Time (g_c+I1), s 2.5 25.9 8.1 27.5 8.7 28.9 8.4 12.5 Green Ext Time (p_c), s 0.0 2.6 0.0 0.0 0.0 0.7 0.1 0.9 Intersection Summary HCM 6th Ctrl Delay 45.8 HCM 6th LOS D Timings 2027 Total AM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)94 138 154 229 171 258 22 539 Future Volume (vph)94 138 154 229 171 258 22 539 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 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)9.5 22.5 9.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)9.6 22.6 11.0 24.0 11.8 46.9 9.5 44.6 Total Split (%)10.7% 25.1% 12.2% 26.7% 13.1% 52.1% 10.6% 49.6% 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 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 Lead Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max 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 Splits and Phases: 14: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Total AM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)94 138 192 154 229 16 171 258 109 22 539 194 Future Volume (veh/h)94 138 192 154 229 16 171 258 109 22 539 194 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 102 150 209 167 249 17 186 280 118 24 586 200 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 276 142 198 209 375 26 228 627 264 477 603 206 Arrive On Green 0.06 0.20 0.20 0.07 0.22 0.22 0.07 0.50 0.50 0.03 0.45 0.45 Sat Flow, veh/h 1781 707 986 1781 1731 118 1781 1249 526 1781 1333 455 Grp Volume(v), veh/h 102 0 359 167 0 266 186 0 398 24 0 786 Grp Sat Flow(s),veh/h/ln 1781 0 1693 1781 0 1849 1781 0 1776 1781 0 1788 Q Serve(g_s), s 4.1 0.0 18.1 6.5 0.0 11.8 4.7 0.0 13.0 0.6 0.0 38.7 Cycle Q Clear(g_c), s 4.1 0.0 18.1 6.5 0.0 11.8 4.7 0.0 13.0 0.6 0.0 38.7 Prop In Lane 1.00 0.58 1.00 0.06 1.00 0.30 1.00 0.25 Lane Grp Cap(c), veh/h 276 0 340 209 0 401 228 0 891 477 0 809 V/C Ratio(X)0.37 0.00 1.05 0.80 0.00 0.66 0.81 0.00 0.45 0.05 0.00 0.97 Avail Cap(c_a), veh/h 276 0 340 209 0 401 240 0 891 532 0 809 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 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 27.0 0.0 36.0 28.6 0.0 32.3 20.3 0.0 14.4 12.9 0.0 24.1 Incr Delay (d2), s/veh 0.8 0.0 63.8 19.5 0.0 4.1 18.4 0.0 1.6 0.0 0.0 25.5 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 1.8 0.0 13.3 3.9 0.0 5.6 2.9 0.0 5.3 0.3 0.0 20.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.8 0.0 99.8 48.1 0.0 36.3 38.7 0.0 16.0 12.9 0.0 49.6 LnGrp LOS C A F D A D D A B B A D Approach Vol, veh/h 461 433 584 810 Approach Delay, s/veh 83.8 40.9 23.2 48.5 Approach LOS F D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.8 49.6 11.0 22.6 11.2 45.2 9.6 24.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 42.4 6.5 18.1 7.3 40.1 5.1 19.5 Max Q Clear Time (g_c+I1), s 2.6 15.0 8.5 20.1 6.7 40.7 6.1 13.8 Green Ext Time (p_c), s 0.0 2.7 0.0 0.0 0.0 0.0 0.0 0.7 Intersection Summary HCM 6th Ctrl Delay 47.7 HCM 6th LOS D Timings 2027 Total PM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)209 204 152 202 200 468 14 418 Future Volume (vph)209 204 152 202 200 468 14 418 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 3 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)9.5 22.5 9.5 22.5 9.5 22.5 9.5 22.5 Total Split (s)14.0 29.2 10.9 26.1 13.2 40.4 9.5 36.7 Total Split (%)15.6% 32.4% 12.1% 29.0% 14.7% 44.9% 10.6% 40.8% 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 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 Lead Lag Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max 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 Splits and Phases: 14: Vine Drive & Timberline Road HCM 6th Signalized Intersection Summary 2027 Total PM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)209 204 264 152 202 28 200 468 114 14 418 164 Future Volume (veh/h)209 204 264 152 202 28 200 468 114 14 418 164 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 227 222 287 165 220 30 217 509 124 15 454 167 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 403 203 263 207 387 53 263 635 155 217 469 173 Arrive On Green 0.11 0.27 0.27 0.07 0.24 0.24 0.09 0.44 0.44 0.02 0.36 0.36 Sat Flow, veh/h 1781 741 957 1781 1611 220 1781 1453 354 1781 1304 480 Grp Volume(v), veh/h 227 0 509 165 0 250 217 0 633 15 0 621 Grp Sat Flow(s),veh/h/ln 1781 0 1698 1781 0 1831 1781 0 1807 1781 0 1784 Q Serve(g_s), s 8.5 0.0 24.7 6.3 0.0 10.8 6.5 0.0 27.3 0.5 0.0 30.8 Cycle Q Clear(g_c), s 8.5 0.0 24.7 6.3 0.0 10.8 6.5 0.0 27.3 0.5 0.0 30.8 Prop In Lane 1.00 0.56 1.00 0.12 1.00 0.20 1.00 0.27 Lane Grp Cap(c), veh/h 403 0 466 207 0 439 263 0 790 217 0 642 V/C Ratio(X)0.56 0.00 1.09 0.80 0.00 0.57 0.83 0.00 0.80 0.07 0.00 0.97 Avail Cap(c_a), veh/h 403 0 466 207 0 439 267 0 790 285 0 642 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 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 22.5 0.0 32.7 26.1 0.0 30.1 20.6 0.0 22.0 19.9 0.0 28.3 Incr Delay (d2), s/veh 1.8 0.0 69.0 19.4 0.0 1.7 18.5 0.0 8.4 0.1 0.0 28.3 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 3.6 0.0 18.7 3.7 0.0 4.9 3.9 0.0 12.7 0.2 0.0 17.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.3 0.0 101.7 45.6 0.0 31.8 39.1 0.0 30.4 20.1 0.0 56.6 LnGrp LOS C A F D A C D A C C A E Approach Vol, veh/h 736 415 850 636 Approach Delay, s/veh 77.8 37.3 32.6 55.7 Approach LOS E D C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.1 43.8 10.9 29.2 13.0 36.9 14.0 26.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 35.9 6.4 24.7 8.7 32.2 9.5 21.6 Max Q Clear Time (g_c+I1), s 2.5 29.3 8.3 26.7 8.5 32.8 10.5 12.8 Green Ext Time (p_c), s 0.0 2.3 0.0 0.0 0.0 0.0 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 51.5 HCM 6th LOS D HCM 6th Roundabout 2027 Total AM 15: Timberline Road & Chesapeak Drive 04/08/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 4.1 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 95 52 174 225 Demand Flow Rate, veh/h 97 53 177 230 Vehicles Circulating, veh/h 282 130 10 70 Vehicles Exiting, veh/h 17 57 369 113 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 4.4 3.4 3.7 4.4 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 53 177 230 Cap Entry Lane, veh/h 1035 1209 1366 1285 Entry HV Adj Factor 0.977 0.981 0.982 0.980 Flow Entry, veh/h 95 52 174 225 Cap Entry, veh/h 1012 1186 1341 1260 V/C Ratio 0.094 0.044 0.130 0.179 Control Delay, s/veh 4.4 3.4 3.7 4.4 LOS A A A A 95th %tile Queue, veh 0 0 0 1 HCM 6th Roundabout 2027 Total PM 15: Timberline Road & Chesapeak Drive 04/08/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 4.7 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 55 366 202 Demand Flow Rate, veh/h 69 56 374 206 Vehicles Circulating, veh/h 262 287 17 106 Vehicles Exiting, veh/h 50 104 314 237 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 4.0 4.0 5.1 4.4 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 56 374 206 Cap Entry Lane, veh/h 1056 1030 1356 1238 Entry HV Adj Factor 0.981 0.982 0.980 0.980 Flow Entry, veh/h 68 55 366 202 Cap Entry, veh/h 1036 1011 1328 1214 V/C Ratio 0.065 0.054 0.276 0.166 Control Delay, s/veh 4.0 4.0 5.1 4.4 LOS A A A A 95th %tile Queue, veh 0 0 1 1 HCM 6th Roundabout 2027 Total AM 16: Timberline Road & East-West 03/21/2024 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 22 109 109 96 Demand Flow Rate, veh/h 22 111 111 98 Vehicles Circulating, veh/h 209 53 0 116 Vehicles Exiting, veh/h 5 58 231 48 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.4 3.5 3.3 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 22 111 111 98 Cap Entry Lane, veh/h 1115 1307 1380 1226 Entry HV Adj Factor 1.000 0.982 0.983 0.980 Flow Entry, veh/h 22 109 109 96 Cap Entry, veh/h 1115 1284 1356 1202 V/C Ratio 0.020 0.085 0.080 0.080 Control Delay, s/veh 3.4 3.5 3.3 3.7 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th Roundabout 2027 Total PM 16: Timberline Road & East-West 03/21/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.9 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 13 110 233 79 Demand Flow Rate, veh/h 13 112 237 81 Vehicles Circulating, veh/h 193 124 0 126 Vehicles Exiting, veh/h 14 113 206 110 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.3 3.8 4.1 3.6 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 13 112 237 81 Cap Entry Lane, veh/h 1133 1216 1380 1213 Entry HV Adj Factor 1.000 0.982 0.982 0.980 Flow Entry, veh/h 13 110 233 79 Cap Entry, veh/h 1133 1194 1356 1190 V/C Ratio 0.011 0.092 0.172 0.067 Control Delay, s/veh 3.3 3.8 4.1 3.6 LOS A A A A 95th %tile Queue, veh 0 0 1 0 HCM 6th TWSC 2027 Total AM 17: Giddings Road & North Access 04/03/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 35 12 143 346 1 Future Vol, veh/h 2 35 12 143 346 1 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 - 150 --- 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 2 38 13 155 376 1 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 558 377 377 0 -0 Stage 1 377 ----- Stage 2 181 ----- 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 491 670 1181 --- Stage 1 694 ----- Stage 2 850 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 486 670 1181 --- Mov Cap-2 Maneuver 486 ----- Stage 1 686 ----- Stage 2 850 ----- Approach EB NB SB HCM Control Delay, s 10.8 0.6 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1181 - 657 -- HCM Lane V/C Ratio 0.011 - 0.061 -- HCM Control Delay (s)8.1 - 10.8 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 - 0.2 -- HCM 6th TWSC 2027 Total PM 17: Giddings Road & North Access 04/03/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 1 22 35 290 211 2 Future Vol, veh/h 1 22 35 290 211 2 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 - 150 --- 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 24 38 315 229 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 621 230 231 0 -0 Stage 1 230 ----- Stage 2 391 ----- 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 451 809 1337 --- Stage 1 808 ----- Stage 2 683 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 438 809 1337 --- Mov Cap-2 Maneuver 438 ----- Stage 1 785 ----- Stage 2 683 ----- Approach EB NB SB HCM Control Delay, s 9.8 0.8 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1337 - 780 -- HCM Lane V/C Ratio 0.028 - 0.032 -- HCM Control Delay (s)7.8 - 9.8 -- HCM Lane LOS A -A -- HCM 95th %tile Q(veh)0.1 - 0.1 -- HCM 6th TWSC 2027 Total AM 18: Giddings Road & South Access 04/03/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 58 20 153 380 1 Future Vol, veh/h 2 58 20 153 380 1 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 -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 2 63 22 166 413 1 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 624 414 414 0 -0 Stage 1 414 ----- Stage 2 210 ----- 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 449 638 1145 --- Stage 1 667 ----- Stage 2 825 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 440 638 1145 --- Mov Cap-2 Maneuver 440 ----- Stage 1 654 ----- Stage 2 825 ----- Approach EB NB SB HCM Control Delay, s 11.4 0.9 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1145 - 629 -- HCM Lane V/C Ratio 0.019 - 0.104 -- HCM Control Delay (s)8.2 - 11.4 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0.1 - 0.3 -- HCM 6th TWSC 2027 Total PM 18: Giddings Road & South Access 04/03/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 1 37 58 324 231 2 Future Vol, veh/h 1 37 58 324 231 2 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 -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 40 63 352 251 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 730 252 253 0 -0 Stage 1 252 ----- Stage 2 478 ----- 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 389 787 1312 --- Stage 1 790 ----- Stage 2 624 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 370 787 1312 --- Mov Cap-2 Maneuver 370 ----- Stage 1 752 ----- Stage 2 624 ----- Approach EB NB SB HCM Control Delay, s 10 1.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1312 - 764 -- HCM Lane V/C Ratio 0.048 - 0.054 -- HCM Control Delay (s)7.9 - 10 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0.2 - 0.2 -- 196474001 Montava - Phase D APPENDIX F 2027 Queue Analysis Worksheets Queues 2027 Total AM 7: Turnberry Road & Country Club Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)154 36 202 30 53 210 114 3 193 348 v/c Ratio 0.63 0.11 0.45 0.12 0.16 0.25 0.09 0.00 0.14 0.28 Control Delay 44.6 28.5 7.5 28.9 29.4 6.2 4.6 5.3 5.2 1.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.6 28.5 7.5 28.9 29.4 6.2 4.6 5.3 5.2 1.3 Queue Length 50th (ft)82 17 0 15 26 33 14 1 28 0 Queue Length 95th (ft)130 38 51 34 51 85 40 4 69 29 Internal Link Dist (ft)5109 348 2513 1266 Turn Bay Length (ft)50 150 150 150 Base Capacity (vph)560 776 777 569 776 851 1314 915 1339 1235 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.05 0.26 0.05 0.07 0.25 0.09 0.00 0.14 0.28 Intersection Summary Queues 2027 Total PM 7: Turnberry Road & Country Club Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)338 68 267 23 35 264 209 5 146 233 v/c Ratio 0.74 0.11 0.38 0.05 0.06 0.38 0.20 0.01 0.14 0.23 Control Delay 35.6 17.9 3.7 16.6 16.9 15.2 11.7 12.6 11.9 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.6 17.9 3.7 16.6 16.9 15.2 11.7 12.6 11.9 2.7 Queue Length 50th (ft)168 26 0 9 13 78 51 1 37 0 Queue Length 95th (ft)216 44 41 21 27 176 116 8 87 40 Internal Link Dist (ft)5109 348 2513 1266 Turn Bay Length (ft)50 150 150 150 Base Capacity (vph)691 941 932 671 941 700 1034 652 1054 997 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.07 0.29 0.03 0.04 0.38 0.20 0.01 0.14 0.23 Intersection Summary Queues 2027 Total AM 9: Timberline Road & Mountain Vista Drive 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph)36 438 315 200 114 298 128 273 v/c Ratio 0.08 0.60 0.64 0.18 0.48 0.82 0.61 0.69 Control Delay 19.8 24.8 15.9 8.3 24.2 39.8 36.2 41.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.8 24.8 15.9 8.3 24.2 39.8 36.2 41.7 Queue Length 50th (ft)13 183 86 44 54 134 52 140 Queue Length 95th (ft)35 300 137 78 m56 m#220 #97 225 Internal Link Dist (ft)2506 2509 5179 598 Turn Bay Length (ft) Base Capacity (vph)472 727 528 1085 238 404 211 414 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 0.08 0.60 0.60 0.18 0.48 0.74 0.61 0.66 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2027 Total PM 9: Timberline Road & Mountain Vista Drive 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph)72 329 268 399 190 540 127 217 v/c Ratio 0.31 0.73 0.73 0.51 0.38 0.84 0.54 0.37 Control Delay 32.7 38.9 31.2 21.0 11.0 27.7 22.8 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 32.7 38.9 31.2 21.0 11.0 27.7 22.8 24.8 Queue Length 50th (ft)34 153 100 155 51 289 39 90 Queue Length 95th (ft)74 #275 #171 240 m37 m332 72 152 Internal Link Dist (ft)2506 2509 5179 598 Turn Bay Length (ft) Base Capacity (vph)236 449 372 779 512 643 237 594 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 0.31 0.73 0.72 0.51 0.37 0.84 0.54 0.37 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2027 Total AM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph)102 359 167 266 186 398 24 797 v/c Ratio 0.40 0.93 0.82 0.62 0.81 0.41 0.05 0.98 Control Delay 27.7 60.3 56.2 38.6 43.9 13.8 8.7 51.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.7 60.3 56.2 38.6 43.9 13.8 8.7 51.4 Queue Length 50th (ft)41 164 70 138 52 103 5 422 Queue Length 95th (ft)79 #328 #153 221 #171 212 16 #685 Internal Link Dist (ft)3819 5654 143 5179 Turn Bay Length (ft) Base Capacity (vph)257 398 204 429 230 977 510 817 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 0.40 0.90 0.82 0.62 0.81 0.41 0.05 0.98 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2027 Total PM 14: Vine Drive & Timberline Road 04/03/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph)227 509 165 250 217 633 15 632 v/c Ratio 0.61 0.98 0.79 0.56 0.86 0.72 0.06 0.97 Control Delay 27.0 64.8 48.6 34.8 49.5 24.9 12.1 56.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.0 64.8 48.6 34.8 49.5 24.9 12.1 56.9 Queue Length 50th (ft)88 253 61 122 70 253 4 337 Queue Length 95th (ft)145 #462 #145 199 #199 #522 14 #566 Internal Link Dist (ft)3819 5654 143 5179 Turn Bay Length (ft) Base Capacity (vph)376 519 208 446 253 882 249 654 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 0.60 0.98 0.79 0.56 0.86 0.72 0.06 0.97 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 196474001 Montava - Phase D APPENDIX G 2045 Intersection Analysis Worksheets & Additional Roundabout Analysis Timings 2045 Total AM - Access Intersection 10: Mountain Vista Drive & Giddings Road 04/08/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)65 602 228 365 265 81 293 181 489 491 Future Volume (vph)65 602 228 365 265 81 293 181 489 491 Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 2 Detector Phase 7 4 3 8 8 5 2 2 1 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)9.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s)10.0 23.0 16.0 29.0 29.0 9.6 29.2 29.2 21.8 41.4 Total Split (%)11.1% 25.6% 17.8% 32.2% 32.2% 10.7% 32.4% 32.4% 24.2% 46.0% 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 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max C-Max None C-Max Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Splits and Phases: 10: Mountain Vista Drive & Giddings Road HCM 6th Signalized Intersection Summary 2045 Total AM - Access Intersection 10: Mountain Vista Drive & Giddings Road 04/08/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)65 602 26 228 365 265 81 293 181 489 491 72 Future Volume (veh/h)65 602 26 228 365 265 81 293 181 489 491 72 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 71 654 28 248 397 288 88 318 197 532 534 78 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 311 714 31 321 1016 453 270 545 462 611 666 97 Arrive On Green 0.05 0.21 0.21 0.13 0.29 0.29 0.05 0.29 0.29 0.18 0.42 0.42 Sat Flow, veh/h 1781 3472 149 1781 3554 1585 1781 1870 1585 3456 1595 233 Grp Volume(v), veh/h 71 334 348 248 397 288 88 318 197 532 0 612 Grp Sat Flow(s),veh/h/ln 1781 1777 1844 1781 1777 1585 1781 1870 1585 1728 0 1828 Q Serve(g_s), s 2.8 16.6 16.6 9.4 8.1 14.3 3.1 13.1 9.1 13.5 0.0 26.4 Cycle Q Clear(g_c), s 2.8 16.6 16.6 9.4 8.1 14.3 3.1 13.1 9.1 13.5 0.0 26.4 Prop In Lane 1.00 0.08 1.00 1.00 1.00 1.00 1.00 0.13 Lane Grp Cap(c), veh/h 311 365 379 321 1016 453 270 545 462 611 0 764 V/C Ratio(X)0.23 0.92 0.92 0.77 0.39 0.64 0.33 0.58 0.43 0.87 0.00 0.80 Avail Cap(c_a), veh/h 337 365 379 324 1016 453 282 545 462 664 0 764 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.00 0.67 Uniform Delay (d), s/veh 26.2 35.0 35.0 24.1 25.8 28.0 21.9 27.2 25.8 36.0 0.0 22.9 Incr Delay (d2), s/veh 0.4 27.1 26.6 10.9 0.2 2.9 0.7 4.5 2.9 8.0 0.0 6.0 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 1.2 9.7 10.1 4.8 3.4 5.6 1.3 6.4 3.7 6.2 0.0 12.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.6 62.1 61.6 34.9 26.1 31.0 22.6 31.8 28.7 44.1 0.0 28.9 LnGrp LOS C E E C C C C C C D A C Approach Vol, veh/h 753 933 603 1144 Approach Delay, s/veh 58.5 29.9 29.4 36.0 Approach LOS E C C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.4 30.7 15.9 23.0 9.0 42.1 8.7 30.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 17.3 24.7 11.5 18.5 5.1 36.9 5.5 24.5 Max Q Clear Time (g_c+I1), s 15.5 15.1 11.4 18.6 5.1 28.4 4.8 16.3 Green Ext Time (p_c), s 0.4 1.8 0.0 0.0 0.0 2.7 0.0 2.4 Intersection Summary HCM 6th Ctrl Delay 38.1 HCM 6th LOS D Timings 2045 Total PM - Access Intersection 10: Mountain Vista Drive & Giddings Road 04/08/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)182 494 291 654 393 97 661 226 252 409 Future Volume (vph)182 494 291 654 393 97 661 226 252 409 Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 2 Detector Phase 7 4 3 8 8 5 2 2 1 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)9.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s)11.6 22.5 16.0 26.9 26.9 9.6 39.3 39.3 12.2 41.9 Total Split (%)12.9% 25.0% 17.8% 29.9% 29.9% 10.7% 43.7% 43.7% 13.6% 46.6% 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 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max C-Max None C-Max Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Splits and Phases: 10: Mountain Vista Drive & Giddings Road HCM 6th Signalized Intersection Summary 2045 Total PM - Access Intersection 10: Mountain Vista Drive & Giddings Road 04/08/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)182 494 20 291 654 393 97 661 226 252 409 76 Future Volume (veh/h)182 494 20 291 654 393 97 661 226 252 409 76 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 198 537 22 316 711 427 105 718 246 274 445 83 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 251 696 28 353 884 395 443 723 613 296 642 120 Arrive On Green 0.08 0.20 0.20 0.13 0.25 0.25 0.05 0.39 0.39 0.17 0.84 0.84 Sat Flow, veh/h 1781 3479 142 1781 3554 1585 1781 1870 1585 3456 1533 286 Grp Volume(v), veh/h 198 274 285 316 711 427 105 718 246 274 0 528 Grp Sat Flow(s),veh/h/ln 1781 1777 1845 1781 1777 1585 1781 1870 1585 1728 0 1819 Q Serve(g_s), s 7.1 13.1 13.2 11.5 16.9 22.4 3.2 34.4 10.1 7.0 0.0 10.1 Cycle Q Clear(g_c), s 7.1 13.1 13.2 11.5 16.9 22.4 3.2 34.4 10.1 7.0 0.0 10.1 Prop In Lane 1.00 0.08 1.00 1.00 1.00 1.00 1.00 0.16 Lane Grp Cap(c), veh/h 251 355 369 353 884 395 443 723 613 296 0 762 V/C Ratio(X)0.79 0.77 0.77 0.89 0.80 1.08 0.24 0.99 0.40 0.93 0.00 0.69 Avail Cap(c_a), veh/h 251 355 369 353 884 395 450 723 613 296 0 762 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.89 0.00 0.89 Uniform Delay (d), s/veh 29.3 34.0 34.1 26.2 31.7 33.8 15.3 27.5 20.0 37.0 0.0 5.0 Incr Delay (d2), s/veh 15.5 10.0 9.7 23.9 5.4 69.2 0.3 31.8 2.0 31.2 0.0 4.6 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 4.4 6.5 6.8 7.5 7.7 15.9 1.3 20.9 4.0 4.0 0.0 2.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.8 44.0 43.8 50.1 37.2 103.0 15.6 59.2 22.0 68.2 0.0 9.6 LnGrp LOS D D D D D F B E C E A A Approach Vol, veh/h 757 1454 1069 802 Approach Delay, s/veh 44.1 59.3 46.4 29.6 Approach LOS D E D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.2 39.3 16.0 22.5 9.3 42.2 11.6 26.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.7 34.8 11.5 18.0 5.1 37.4 7.1 22.4 Max Q Clear Time (g_c+I1), s 9.0 36.4 13.5 15.2 5.2 12.1 9.1 24.4 Green Ext Time (p_c), s 0.0 0.0 0.0 0.9 0.0 3.7 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 47.3 HCM 6th LOS D HCM 6th TWSC 2045 Total AM - Access Intersection 17: Giddings Road & North Access 04/08/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 10 5 285 420 0 Future Vol, veh/h 0 10 5 285 420 0 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 - 150 --- 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 11 5 310 457 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 777 457 457 0 -0 Stage 1 457 ----- Stage 2 320 ----- 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 365 604 1104 --- Stage 1 638 ----- Stage 2 736 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 363 604 1104 --- Mov Cap-2 Maneuver 363 ----- Stage 1 635 ----- Stage 2 736 ----- Approach EB NB SB HCM Control Delay, s 11.1 0.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1104 - 604 -- HCM Lane V/C Ratio 0.005 - 0.018 -- HCM Control Delay (s)8.3 - 11.1 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 - 0.1 -- HCM 6th TWSC 2045 Total PM - Access Intersection 17: Giddings Road & North Access 04/08/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 5 10 570 300 0 Future Vol, veh/h 0 5 10 570 300 0 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 - 150 --- 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 5 11 620 326 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 968 326 326 0 -0 Stage 1 326 ----- Stage 2 642 ----- 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 282 715 1234 --- Stage 1 731 ----- Stage 2 524 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 279 715 1234 --- Mov Cap-2 Maneuver 279 ----- Stage 1 724 ----- Stage 2 524 ----- Approach EB NB SB HCM Control Delay, s 10.1 0.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1234 - 715 -- HCM Lane V/C Ratio 0.009 - 0.008 -- HCM Control Delay (s)7.9 - 10.1 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 -0 -- Timings 2045 Total AM - Access Intersection 18: Giddings Road & South Access 04/08/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)20 10 55 10 35 400 5 810 Future Volume (vph)20 10 55 10 35 400 5 810 Turn Type Perm NA Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 5 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)22.5 22.5 22.5 22.5 9.5 22.5 22.5 22.5 Total Split (s)22.8 22.8 22.8 22.8 9.6 67.2 57.6 57.6 Total Split (%)25.3% 25.3% 25.3% 25.3% 10.7% 74.7% 64.0% 64.0% 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 Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode None None None None None C-Max C-Max C-Max 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 Splits and Phases: 18: Giddings Road & South Access HCM 6th Signalized Intersection Summary 2045 Total AM - Access Intersection 18: Giddings Road & South Access 04/08/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)20 10 120 55 10 5 35 400 20 5 810 20 Future Volume (veh/h)20 10 120 55 10 5 35 400 20 5 810 20 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 22 11 130 60 11 5 38 435 22 5 880 22 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 62 24 161 173 29 9 391 1372 69 728 1259 31 Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.07 1.00 1.00 0.69 0.69 0.69 Sat Flow, veh/h 139 193 1309 822 234 74 1781 1765 89 934 1817 45 Grp Volume(v), veh/h 163 0 0 76 0 0 38 0 457 5 0 902 Grp Sat Flow(s),veh/h/ln 1641 0 0 1130 0 0 1781 0 1854 934 0 1862 Q Serve(g_s), s 2.7 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.1 0.0 25.9 Cycle Q Clear(g_c), s 8.6 0.0 0.0 5.9 0.0 0.0 0.5 0.0 0.0 0.1 0.0 25.9 Prop In Lane 0.13 0.80 0.79 0.07 1.00 0.05 1.00 0.02 Lane Grp Cap(c), veh/h 247 0 0 210 0 0 391 0 1441 728 0 1291 V/C Ratio(X)0.66 0.00 0.00 0.36 0.00 0.00 0.10 0.00 0.32 0.01 0.00 0.70 Avail Cap(c_a), veh/h 374 0 0 317 0 0 431 0 1441 728 0 1291 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 0.86 0.00 0.86 1.00 0.00 1.00 Uniform Delay (d), s/veh 38.4 0.0 0.0 37.0 0.0 0.0 7.2 0.0 0.0 4.3 0.0 8.2 Incr Delay (d2), s/veh 3.0 0.0 0.0 1.0 0.0 0.0 0.1 0.0 0.5 0.0 0.0 3.2 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 3.6 0.0 0.0 1.6 0.0 0.0 0.2 0.0 0.2 0.0 0.0 9.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 41.4 0.0 0.0 38.1 0.0 0.0 7.3 0.0 0.5 4.3 0.0 11.4 LnGrp LOS D A A D A A A A A A A B Approach Vol, veh/h 163 76 495 907 Approach Delay, s/veh 41.4 38.1 1.0 11.3 Approach LOS D D A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 74.4 15.6 7.6 66.9 15.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.7 18.3 5.1 53.1 18.3 Max Q Clear Time (g_c+I1), s 2.0 10.6 2.5 27.9 7.9 Green Ext Time (p_c), s 3.3 0.5 0.0 7.9 0.2 Intersection Summary HCM 6th Ctrl Delay 12.5 HCM 6th LOS B Timings 2045 Total PM - Access Intersection 18: Giddings Road & South Access 04/08/2024 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)25 10 30 10 110 960 5 515 Future Volume (vph)25 10 30 10 110 960 5 515 Turn Type Perm NA Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 5 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)22.5 22.5 22.5 22.5 9.5 22.5 22.5 22.5 Total Split (s)22.8 22.8 22.8 22.8 11.6 67.2 55.6 55.6 Total Split (%)25.3% 25.3% 25.3% 25.3% 12.9% 74.7% 61.8% 61.8% 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 Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode None None None None None C-Max C-Max C-Max 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 Splits and Phases: 18: Giddings Road & South Access HCM 6th Signalized Intersection Summary 2045 Total PM - Access Intersection 18: Giddings Road & South Access 04/08/2024 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)25 10 45 30 10 5 110 960 55 5 515 25 Future Volume (veh/h)25 10 45 30 10 5 110 960 55 5 515 25 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 27 11 49 33 11 5 120 1043 60 5 560 27 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 81 23 68 139 41 13 667 1446 83 450 1280 62 Arrive On Green 0.07 0.07 0.07 0.07 0.07 0.07 0.11 1.00 1.00 0.72 0.72 0.72 Sat Flow, veh/h 392 316 913 973 558 174 1781 1751 101 511 1770 85 Grp Volume(v), veh/h 87 0 0 49 0 0 120 0 1103 5 0 587 Grp Sat Flow(s),veh/h/ln 1621 0 0 1706 0 0 1781 0 1852 511 0 1855 Q Serve(g_s), s 2.3 0.0 0.0 0.0 0.0 0.0 1.3 0.0 0.0 0.2 0.0 11.5 Cycle Q Clear(g_c), s 4.6 0.0 0.0 2.3 0.0 0.0 1.3 0.0 0.0 0.2 0.0 11.5 Prop In Lane 0.31 0.56 0.67 0.10 1.00 0.05 1.00 0.05 Lane Grp Cap(c), veh/h 173 0 0 193 0 0 667 0 1530 450 0 1341 V/C Ratio(X)0.50 0.00 0.00 0.25 0.00 0.00 0.18 0.00 0.72 0.01 0.00 0.44 Avail Cap(c_a), veh/h 373 0 0 382 0 0 713 0 1530 450 0 1341 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 0.28 0.00 0.28 1.00 0.00 1.00 Uniform Delay (d), s/veh 40.7 0.0 0.0 39.6 0.0 0.0 3.0 0.0 0.0 3.5 0.0 5.0 Incr Delay (d2), s/veh 2.3 0.0 0.0 0.7 0.0 0.0 0.0 0.0 0.8 0.0 0.0 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 2.0 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.4 0.0 0.0 3.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.9 0.0 0.0 40.3 0.0 0.0 3.0 0.0 0.8 3.5 0.0 6.1 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 87 49 1223 592 Approach Delay, s/veh 42.9 40.3 1.1 6.1 Approach LOS D D A A Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 78.8 11.2 9.3 69.6 11.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.7 18.3 7.1 51.1 18.3 Max Q Clear Time (g_c+I1), s 2.0 6.6 3.3 13.5 4.3 Green Ext Time (p_c), s 14.9 0.3 0.1 4.6 0.1 Intersection Summary HCM 6th Ctrl Delay 5.4 HCM 6th LOS A HCM 6th Roundabout 2045 Total AM - Access Intersection 19: Timberline Road & Country Club Road 04/08/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.8 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 54 135 81 163 Demand Flow Rate, veh/h 55 138 82 166 Vehicles Circulating, veh/h 205 65 55 138 Vehicles Exiting, veh/h 99 72 205 65 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.7 3.7 3.3 4.2 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 55 138 82 166 Cap Entry Lane, veh/h 1120 1291 1305 1199 Entry HV Adj Factor 0.986 0.982 0.989 0.982 Flow Entry, veh/h 54 135 81 163 Cap Entry, veh/h 1104 1268 1291 1177 V/C Ratio 0.049 0.107 0.063 0.138 Control Delay, s/veh 3.7 3.7 3.3 4.2 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th Roundabout 2045 Total PM - Access Intersection 19: Timberline Road & Country Club Road 04/08/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.9 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 113 119 174 86 Demand Flow Rate, veh/h 115 121 177 87 Vehicles Circulating, veh/h 126 132 115 121 Vehicles Exiting, veh/h 82 160 126 132 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 3.9 4.2 3.6 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 115 121 177 87 Cap Entry Lane, veh/h 1213 1206 1227 1220 Entry HV Adj Factor 0.984 0.981 0.981 0.985 Flow Entry, veh/h 113 119 174 86 Cap Entry, veh/h 1194 1183 1204 1202 V/C Ratio 0.095 0.100 0.144 0.071 Control Delay, s/veh 3.8 3.9 4.2 3.6 LOS A A A A 95th %tile Queue, veh 0 0 1 0 HCM 6th Roundabout 2045 Total AM - Access Intersection 20: Timberline Road & Maple Hill Drive/Timberline Rd 04/08/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.4 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 81 54 32 130 Demand Flow Rate, veh/h 82 55 32 132 Vehicles Circulating, veh/h 121 26 177 26 Vehicles Exiting, veh/h 37 183 26 55 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 3.1 3.4 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 82 55 32 132 Cap Entry Lane, veh/h 1220 1344 1152 1344 Entry HV Adj Factor 0.983 0.976 0.990 0.982 Flow Entry, veh/h 81 54 32 130 Cap Entry, veh/h 1199 1312 1141 1320 V/C Ratio 0.067 0.041 0.028 0.098 Control Delay, s/veh 3.6 3.1 3.4 3.5 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th Roundabout 2045 Total PM - Access Intersection 20: Timberline Road & Maple Hill Drive/Timberline Rd 04/08/2024 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.2 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 59 49 21 103 Demand Flow Rate, veh/h 60 50 21 104 Vehicles Circulating, veh/h 93 21 121 21 Vehicles Exiting, veh/h 32 121 32 50 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.3 3.0 3.1 3.3 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 60 50 21 104 Cap Entry Lane, veh/h 1255 1351 1220 1351 Entry HV Adj Factor 0.984 0.976 0.990 0.986 Flow Entry, veh/h 59 49 21 103 Cap Entry, veh/h 1234 1318 1207 1332 V/C Ratio 0.048 0.037 0.017 0.077 Control Delay, s/veh 3.3 3.0 3.1 3.3 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th TWSC 2045 Total AM - Access Intersection 21: Giddings Road & Timberline Rd 04/09/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 0 95 30 0 10 35 240 15 5 325 5 Future Vol, veh/h 15 0 95 30 0 10 35 240 15 5 325 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 ------0 --0 -- Veh in Median Storage, # -1 --1 --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 16 0 103 33 0 11 38 261 16 5 353 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 717 719 356 762 713 269 358 0 0 277 0 0 Stage 1 366 366 - 345 345 ------- Stage 2 351 353 - 417 368 ------- 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 345 354 688 322 357 770 1201 -- 1286 -- Stage 1 653 623 - 671 636 ------- Stage 2 666 631 - 613 621 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 331 341 688 266 344 770 1201 -- 1286 -- Mov Cap-2 Maneuver 439 436 - 369 430 ------- Stage 1 632 621 - 650 616 ------- Stage 2 636 611 - 519 619 ------- Approach EB WB NB SB HCM Control Delay, s 11.9 14.5 1 0.1 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1201 -- 639 424 1286 -- HCM Lane V/C Ratio 0.032 -- 0.187 0.103 0.004 -- HCM Control Delay (s)8.1 -- 11.9 14.5 7.8 -- HCM Lane LOS A --B B A -- HCM 95th %tile Q(veh)0.1 -- 0.7 0.3 0 -- HCM 6th TWSC 2045 Total PM - Access Intersection 21: Giddings Road & Timberline Rd 04/09/2024 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 0 55 25 0 5 100 465 40 10 250 15 Future Vol, veh/h 10 0 55 25 0 5 100 465 40 10 250 15 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized -- None -- None -- None -- None Storage Length ------0 --0 -- Veh in Median Storage, # -1 --1 --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 11 0 60 27 0 5 109 505 43 11 272 16 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1049 1068 280 1077 1055 527 288 0 0 548 0 0 Stage 1 302 302 - 745 745 ------- Stage 2 747 766 - 332 310 ------- 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 205 222 759 197 226 551 1274 -- 1021 -- Stage 1 707 664 - 406 421 ------- Stage 2 405 412 - 681 659 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 188 201 759 168 204 551 1274 -- 1021 -- Mov Cap-2 Maneuver 284 294 - 270 294 ------- Stage 1 646 657 - 371 385 ------- Stage 2 367 377 - 621 652 ------- Approach EB WB NB SB HCM Control Delay, s 11.7 18.7 1.3 0.3 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1274 -- 604 295 1021 -- HCM Lane V/C Ratio 0.085 -- 0.117 0.111 0.011 -- HCM Control Delay (s)8.1 -- 11.7 18.7 8.6 -- HCM Lane LOS A --B C A -- HCM 95th %tile Q(veh)0.3 -- 0.4 0.4 0 -- Filename:Giddings Ops Analysis for Roundabouts 2027 Arcady SLR SLR SLR.j10 Path:Z:\AMT_TPTO\000 Roundabout Practice\KHA Roundabout Projects\Montava, Fort Collins, CO\Phase D 2024 Report generation date:4/9/2024 3:37:53 PM »2027, AM »2027, PM Summary of intersection performance Junctions 10 ARCADY 10 -Roundabout Module Version: 10.1.0.1820 © Copyright TRL Software Limited, 2023 For sales and distribution information, program advice and maintenance, contact TRL Software: +44 (0)1344 379777 software@trl.co.uk trlsoftware.com The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution AM PM Set ID Queue (Veh) 95% Queue (Veh) Delay (s) V/C Ratio LOS Intersection Delay (s) Intersection LOS Network Residual Capacity Set ID Queue (Veh) 95% Queue (Veh) Delay (s) V/C Ratio LOS Intersection Delay (s) Intersection LOS Network Residual Capacity 2027 Intersection 10 - Leg WB D1 0.6 2.0 5.44 0.36 A 7.53 A 21 % [Intersection 10 - Leg SB] D2 2.5 9.9 12.98 0.72 B 10.04 B 25 % [Intersection 10 - Leg WB] Intersection 10 - Leg SB 1.0 1.5 7.87 0.51 A 0.6 2.1 6.89 0.36 A Intersection 10 - Leg EB 1.2 1.7 8.68 0.56 A 1.2 1.6 7.98 0.55 A Intersection 17 - Leg NB 0.2 0.5 3.97 0.16 A 4.78 A 0.5 2.0 4.96 0.33 A 4.69 AIntersection 17 - Leg WB 0.0 ~1 0.00 0.00 A 0.0 ~1 0.00 0.00 A Intersection 17 - Leg SB 0.5 2.0 5.19 0.35 A 0.3 1.2 4.36 0.22 A Intersection 17 - Leg EB 0.0 0.5 4.34 0.05 A 0.0 0.5 3.89 0.03 A Intersection 18 - Leg NB 0.2 0.5 4.06 0.18 A 5.01 A 0.6 1.9 5.42 0.38 A 5.03 AIntersection 18 - Leg WB 0.0 ~1 0.00 0.00 A 0.0 ~1 0.00 0.00 A Intersection 18 - Leg SB 0.6 1.9 5.52 0.39 A 0.3 1.4 4.56 0.24 A Intersection 18 - Leg EB 0.1 0.5 4.59 0.08 A 0.0 0.5 4.01 0.04 A There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set. Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Intersection LOS and Intersection Delay are demand-weighted averages. Network Residual Capacity indicates the amount by which network flow could be increased before a user-definable threshold (see Analysis Options) is met. File summary Units File Description Title Location Site number Date 4/8/2024 Version Status (new file) Identifier Client Jobnumber Analyst KIMLEY-HORN\jay.vonahsen Description Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units ft mph Veh Veh perHour s -Min perMin Page 1 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... The intersection diagram reflects the last run of Intersections. Analysis Options Demand Set Summary Analysis Set Details Vehicle length (ft) Calculate Queue Percentiles Calculate detailed queueing delay Show lane queues in feet / metres Show all PICADY stream intercepts Calculate residual capacity Residual capacity criteria type V/C Ratio Threshold Average Delay threshold (s) Queue threshold (PCE) Use iterations with HCM roundabouts Max number of iterations for roundabouts 18.86 ü ü Delay 0.85 36.00 20.00 500 ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D1 2027 AM PHF 00:00 01:00 15 ü D2 2027 PM PHF 00:00 01:00 15 ü ID Include in report Network flow scaling factor (%)Network capacity scaling factor (%) A1 ü 100.000 100.000 Page 2 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 2027, AM Data Errors and Warnings Intersection Network Intersections Intersection Network Legs Legs Roundabout Geometry Slope / Intercept / Capacity Leg Intercept Adjustments Severity Area Item Description Warning Safety Intersection 17 -Leg NB - Accident Parameters Roundabout accident prediction: Angles between legs expected to sum to 360 degrees. Warning Linked Roundabout Intersection 17 -Leg NB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked Roundabout Intersection 18 - Leg NB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked Roundabout Intersection 18 - Leg SB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked Roundabout Intersection 10 - Leg SB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Queue variations Analysis Options Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high. Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay (s)Intersection LOS 10 Mtn Vista Standard Roundabout NB, WB, SB, EB 7.53 A 17 untitled Standard Roundabout NB, WB, SB, EB 4.78 A 18 untitled Standard Roundabout NB, WB, SB, EB 5.01 A Driving side Lighting Network residual capacity (%)First leg reaching threshold Network delay (s)Network LOS Right Normal/unknown 21 Intersection 10 - Leg SB 6.27 A Intersection Leg Name Description No yield line 10 NB NB Gi WB WB MTN VISTA SB SB Gi EB EB MTN VISTA 17 NB NB Giddings WB WB SB SB Giddings EB EB 18 NB NB Gi WB WB SB SB Gi EB EB Intersection Leg V - Approach road half-width (ft) E - Entry width (ft) l'- Effective flare length (ft) R - Entry radius (ft) D - Inscribed circle diameter (ft) PHI - Conflict (entry) angle (deg) Entry only Exit only 10 NB ü WB 12.00 13.00 65.0 70.0 130.0 25.0 SB 12.00 13.00 65.0 70.0 130.0 25.0 EB 12.00 13.00 65.0 70.0 130.0 25.0 17 NB 12.00 13.00 65.0 70.0 130.0 25.0 WB 12.00 13.00 65.0 70.0 130.0 25.0 SB 12.00 13.00 65.0 70.0 130.0 25.0 EB 12.00 13.00 65.0 70.0 130.0 25.0 18 NB 12.00 13.00 65.0 70.0 130.0 25.0 WB 12.00 13.00 65.0 70.0 130.0 25.0 SB 12.00 13.00 65.0 70.0 130.0 25.0 EB 12.00 13.00 65.0 70.0 130.0 25.0 Intersection Leg Type Reason Percentage intercept adjustment (%) 10 NB WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 17 NB Percentage 90.00 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 NB Percentage 90.00 Page 3 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Roundabout Slope and Intercept used in model The slope and intercept shown above include any corrections and adjustments. Traffic Demand Demand Set Details Linked Leg Data Demand overview (Traffic) Peak Hour Factor Data (Traffic) Origin-Destination Data 18 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 Intersection Leg Final slope Final intercept (PCE/hr) 10 NB WB 0.553 1099 SB 0.553 1099 EB 0.553 1099 17 NB 0.553 1099 WB 0.553 1099 SB 0.553 1099 EB 0.553 1099 18 NB 0.553 1099 WB 0.553 1099 SB 0.553 1099 EB 0.553 1099 ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D1 2027 AM PHF 00:00 01:00 15 ü Intersection Leg Feeding Intersection Feeding Leg Link Type Flow source Uniform flow (Veh/hr)Flow multiplier (%)Internal storage space (PCE) 10 SB 18 NB Simple (vertical queueing)Normal 0 100.00 17 NB 18 SB Simple (vertical queueing)Normal 0 100.00 18 NB 10 SB Simple (vertical queueing)Normal 0 100.00 SB 17 NB Simple (vertical queueing)Normal 0 100.00 Intersection Leg Linked leg Profile type Use O-D data Average Demand (Veh/hr)Scaling Factor (%) 10 NB WB PHF ü 339 100.000 SB ü EB PHF ü 483 100.000 17 NB ü WB PHF ü 0 100.000 SB PHF ü 347 100.000 EB PHF ü 37 100.000 18 NB ü WB PHF ü 0 100.000 SB ü EB PHF ü 60 100.000 Intersection Leg Hourly volume (Veh/hr)Peak hour factor Peak time segment 10 NB WB 339 0.92 SecondQuarter SB EB 483 0.92 SecondQuarter 17 NB WB 0 0.92 SecondQuarter SB 347 0.92 SecondQuarter EB 37 0.92 SecondQuarter 18 NB WB 0 0.92 SecondQuarter SB EB 60 0.92 SecondQuarter Intersection 17 Demand (Veh/hr) To From NB WB SB EB NB 0 0 143 12 WB 0 0 0 0 SB 346 0 0 1 EB 35 0 2 0 Demand (Veh/hr) Page 4 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Vehicle Mix Results Results Summary for whole modelled period Main Results for each time segment 00:00 - 00:15 Intersection 18 To From NB WB SB EB NB 0 0 153 20 WB 0 0 0 0 SB 380 0 0 1 EB 58 0 2 0 Intersection 10 Demand (Veh/hr) To From NB WB SB EB NB 0 0 0 0 WB 0 0 94 245 SB 0 234 0 203 EB 0 403 80 0 Truck data entry mode PCE Factor for a Truck (PCE) Truck Percentages 2.00 Intersection 17 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 18 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 10 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection Leg Max V/C Ratio Max Delay (s)Max Queue (Veh) Max 95th percentile Queue (Veh) Max LOS Average Demand (Veh/hr) Total Intersection Arrivals (Veh) 10 NB WB 0.36 5.44 0.6 2.0 A 339 339 SB 0.51 7.87 1.0 1.5 A 437 437 EB 0.56 8.68 1.2 1.7 A 483 483 17 NB 0.16 3.97 0.2 0.5 A 155 155 WB 0.00 0.00 0.0 ~1 A 0 0 SB 0.35 5.19 0.5 2.0 A 347 347 EB 0.05 4.34 0.0 0.5 A 37 37 18 NB 0.18 4.06 0.2 0.5 A 174 174 WB 0.00 0.00 0.0 ~1 A 0 0 SB 0.39 5.52 0.6 1.9 A 381 381 EB 0.08 4.59 0.1 0.5 A 60 60 Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr)Throughput (exit side) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service Page 5 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:15 - 00:30 00:30 - 00:45 00:45 - 01:00 Queue Variation Results for each time segment 00:00 - 00:15 (Veh/hr) 10 NB 669 0 WB 319 80 75 1036 0.308 318 594 0.0 0.4 5.001 A SB 408 102 230 950 0.430 405 163 0.0 0.7 6.575 A EB 455 114 217 957 0.475 451 418 0.0 0.9 7.072 A 17 NB 145 36 2 1076 0.135 145 357 0.0 0.2 3.862 A WB 0 0 147 996 0.000 0 0 0.0 0.0 0.000 A SB 327 82 11 1071 0.305 325 135 0.0 0.4 4.817 A EB 35 9 324 898 0.039 35 12 0.0 0.0 4.171 A 18 NB 163 41 2 1076 0.151 162 408 0.0 0.2 3.937 A WB 0 0 164 986 0.000 0 0 0.0 0.0 0.000 A SB 357 89 19 1067 0.335 355 145 0.0 0.5 5.044 A EB 57 14 354 881 0.064 56 20 0.0 0.1 4.363 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service 10 NB 777 0 WB 368 92 87 1029 0.358 368 691 0.4 0.6 5.442 A SB 475 119 266 930 0.511 474 189 0.7 1.0 7.875 A EB 525 131 254 937 0.560 524 486 0.9 1.2 8.682 A 17 NB 169 42 2 1076 0.157 169 414 0.2 0.2 3.969 A WB 0 0 171 982 0.000 0 0 0.0 0.0 0.000 A SB 377 94 13 1070 0.353 377 158 0.4 0.5 5.190 A EB 40 10 376 869 0.046 40 14 0.0 0.0 4.341 A 18 NB 189 47 2 1076 0.175 189 475 0.2 0.2 4.057 A WB 0 0 191 972 0.000 0 0 0.0 0.0 0.000 A SB 414 103 22 1065 0.388 413 169 0.5 0.6 5.517 A EB 65 16 412 849 0.077 65 23 0.1 0.1 4.591 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service 10 NB 739 0 WB 349 87 82 1032 0.338 349 657 0.6 0.5 5.277 A SB 451 113 252 938 0.481 451 179 1.0 0.9 7.409 A EB 497 124 242 943 0.527 497 462 1.2 1.1 8.084 A 17 NB 161 40 2 1076 0.149 161 392 0.2 0.2 3.932 A WB 0 0 163 987 0.000 0 0 0.0 0.0 0.000 A SB 357 89 12 1070 0.334 357 150 0.5 0.5 5.049 A EB 38 10 356 880 0.043 38 13 0.0 0.0 4.275 A 18 NB 179 45 2 1076 0.167 179 451 0.2 0.2 4.014 A WB 0 0 181 977 0.000 0 0 0.0 0.0 0.000 A SB 392 98 21 1066 0.368 392 161 0.6 0.6 5.350 A EB 62 15 391 861 0.072 62 22 0.1 0.1 4.506 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service 10 NB 677 0 WB 319 80 75 1035 0.308 320 602 0.5 0.4 5.033 A SB 413 103 231 949 0.435 414 164 0.9 0.8 6.730 A EB 455 114 222 955 0.477 456 423 1.1 0.9 7.233 A 17 NB 147 37 2 1076 0.137 147 359 0.2 0.2 3.875 A WB 0 0 149 995 0.000 0 0 0.0 0.0 0.000 A SB 327 82 11 1071 0.305 327 138 0.5 0.4 4.842 A EB 35 9 326 897 0.039 35 12 0.0 0.0 4.177 A 18 NB 164 41 2 1076 0.153 164 413 0.2 0.2 3.949 A WB 0 0 166 985 0.000 0 0 0.0 0.0 0.000 A SB 359 90 19 1067 0.337 359 147 0.6 0.5 5.095 A EB 57 14 359 879 0.064 57 20 0.1 0.1 4.380 A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 0.44 0.00 0.00 0.44 0.44 N/A N/A SB 0.74 0.19 0.92 1.39 1.45 N/A N/A EB 0.89 0.15 0.95 1.44 1.44 N/A N/A 17 NB 0.16 0.00 0.00 0.16 0.16 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.44 0.00 0.00 0.44 0.44 N/A N/A EB 0.04 0.03 0.25 0.45 0.48 N/A N/A 18 NB 0.18 0.00 0.00 0.18 0.18 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.50 0.00 0.00 0.50 0.50 N/A N/A Page 6 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:15 - 00:30 00:30 - 00:45 00:45 - 01:00 Accident Prediction Accident Prediction Options Accident Parameters Accident Flows EB 0.07 0.03 0.25 0.45 0.48 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 0.55 0.03 0.25 0.55 0.55 N/A N/A SB 1.03 0.03 0.26 1.03 1.03 N/A N/A EB 1.25 0.03 0.26 1.25 1.25 N/A N/A 17 NB 0.19 0.03 0.25 0.46 0.48 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.54 0.03 0.25 0.54 0.54 N/A N/A EB 0.05 0.03 0.26 0.46 0.49 N/A N/A 18 NB 0.21 0.03 0.25 0.46 0.48 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.63 0.03 0.25 0.63 0.63 N/A N/A EB 0.08 0.03 0.26 0.47 0.49 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 0.52 0.03 0.28 0.77 2.00 N/A N/A SB 0.94 0.03 0.27 0.94 1.22 N/A N/A EB 1.13 0.03 0.26 1.13 1.13 N/A N/A 17 NB 0.18 0.03 0.25 0.45 0.48 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.50 0.03 0.28 0.83 2.00 N/A N/A EB 0.05 0.00 0.00 0.05 0.05 N/A N/A 18 NB 0.20 0.03 0.26 0.47 0.49 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.59 0.03 0.28 0.59 1.87 N/A N/A EB 0.08 0.00 0.00 0.08 0.08 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 0.45 0.00 0.00 0.45 0.45 N/A N/A SB 0.78 0.16 0.92 1.40 1.46 N/A N/A EB 0.92 0.12 0.94 1.27 1.69 N/A N/A 17 NB 0.16 0.00 0.00 0.16 0.16 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.44 0.00 0.00 0.44 0.44 N/A N/A EB 0.04 0.00 0.00 0.04 0.04 N/A N/A 18 NB 0.18 0.00 0.00 0.18 0.18 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.51 0.51 1.00 1.40 1.45 N/A N/A EB 0.07 0.00 0.00 0.07 0.07 N/A N/A Intersection Accident prediction type Intersection Environment Central Island Diameter (ft) 10 None 13.12 17 Simple (M0)Urban 60.00 18 None 13.12 Intersection Leg Use geometries from capacity?Entry path radius (ft)Approach radius (ft)Angle to next leg (Deg)Yellow bars 10 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 17 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 18 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 Intersection Leg Total entry flow (AADT x 1000) Total exit flow (AADT x 1000) Total circulating flow (AADT x 1000) Motorcycles entry flow (AADT x 1000) Motorcycles exit flow (AADT x 1000) Motorcycles circulating flow (AADT x 1000) Pedestrian flow (peds x 1000) NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Page 7 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Accident Leg Results 10 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 17 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Intersection Leg Entering circulating (Accidents/year) Approaching (Accidents/year) Single vehicle (Accidents/year) Other vehicle (Accidents/year) TOTAL VEHICLE (Accidents/year) TOTAL PEDESTRIAN (Accidents/year) TOTAL (Accidents/year) Vehicle accidents index Pedestrian accidents index 10 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 17 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Page 8 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 2027, PM Data Errors and Warnings Intersection Network Intersections Intersection Network Traffic Demand Demand Set Details Linked Leg Data Demand overview (Traffic) Peak Hour Factor Data (Traffic) Severity Area Item Description Warning Safety Intersection 17 - Leg NB - Accident Parameters Roundabout accident prediction: Angles between legs expected to sum to 360 degrees. Warning Linked Roundabout Intersection 17 - Leg NB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked Roundabout Intersection 18 - Leg NB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked Roundabout Intersection 18 - Leg SB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked Roundabout Intersection 10 - Leg SB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Queue variations Analysis Options Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high. Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay (s)Intersection LOS 10 Mtn Vista Standard Roundabout NB, WB, SB, EB 10.04 B 17 untitled Standard Roundabout NB, WB, SB, EB 4.69 A 18 untitled Standard Roundabout NB, WB, SB, EB 5.03 A Driving side Lighting Network residual capacity (%)First leg reaching threshold Network delay (s)Network LOS Right Normal/unknown 25 Intersection 10 - Leg WB 7.65 A ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D2 2027 PM PHF 00:00 01:00 15 ü Intersection Leg Feeding Intersection Feeding Leg Link Type Flow source Uniform flow (Veh/hr)Flow multiplier (%)Internal storage space (PCE) 10 SB 18 NB Simple (vertical queueing)Normal 0 100.00 17 NB 18 SB Simple (vertical queueing)Normal 0 100.00 18 NB 10 SB Simple (vertical queueing)Normal 0 100.00 SB 17 NB Simple (vertical queueing)Normal 0 100.00 Intersection Leg Linked leg Profile type Use O-D data Average Demand (Veh/hr)Scaling Factor (%) 10 NB WB PHF ü 641 100.000 SB ü EB PHF ü 507 100.000 17 NB ü WB PHF ü 0 100.000 SB PHF ü 213 100.000 EB PHF ü 23 100.000 18 NB ü WB PHF ü 0 100.000 SB ü EB PHF ü 38 100.000 Intersection Leg Hourly volume (Veh/hr)Peak hour factor Peak time segment 10 NB WB 641 0.92 SecondQuarter SB EB 507 0.92 SecondQuarter 17 NB WB 0 0.92 SecondQuarter SB 213 0.92 SecondQuarter EB 23 0.92 SecondQuarter 18 NB WB 0 0.92 SecondQuarter SB EB 38 0.92 SecondQuarter Page 9 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Origin-Destination Data Vehicle Mix Results Results Summary for whole modelled period Intersection 17 Demand (Veh/hr) To From NB WB SB EB NB 0 0 290 35 WB 0 0 0 0 SB 211 0 0 2 EB 22 0 1 0 Intersection 18 Demand (Veh/hr) To From NB WB SB EB NB 0 0 324 58 WB 0 0 0 0 SB 231 0 0 2 EB 37 0 1 0 Intersection 10 Demand (Veh/hr) To From NB WB SB EB NB 0 0 0 0 WB 0 0 198 443 SB 0 129 0 139 EB 0 323 184 0 Truck data entry mode PCE Factor for a Truck (PCE) Truck Percentages 2.00 Intersection 17 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 18 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 10 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection Leg Max V/C Ratio Max Delay (s)Max Queue (Veh) Max 95th percentile Queue (Veh) Max LOS Average Demand (Veh/hr) Total Intersection Arrivals (Veh) 10 NB WB 0.72 12.98 2.5 9.9 B 641 641 SB 0.36 6.89 0.6 2.1 A 267 267 EB 0.55 7.98 1.2 1.6 A 507 507 17 NB 0.33 4.96 0.5 2.0 A 324 324 WB 0.00 0.00 0.0 ~1 A 0 0 SB 0.22 4.36 0.3 1.2 A 213 213 EB 0.03 3.89 0.0 0.5 A 23 23 Page 10 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Main Results for each time segment 00:00 - 00:15 00:15 - 00:30 00:30 - 00:45 00:45 - 01:00 Queue Variation Results for each time segment 00:00 - 00:15 18 NB 0.38 5.42 0.6 1.9 A 381 381 WB 0.00 0.00 0.0 ~1 A 0 0 SB 0.24 4.56 0.3 1.4 A 233 233 EB 0.04 4.01 0.0 0.5 A 38 38 Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service 10 NB 594 0 WB 604 151 172 982 0.615 598 422 0.0 1.6 9.225 A SB 250 63 413 849 0.295 249 357 0.0 0.4 5.986 A EB 478 119 120 1011 0.472 474 542 0.0 0.9 6.662 A 17 NB 302 75 0.94 1077 0.280 300 218 0.0 0.4 4.627 A WB 0 0 301 910 0.000 0 0 0.0 0.0 0.000 A SB 201 50 32 1059 0.189 200 269 0.0 0.2 4.184 A EB 22 5 198 968 0.022 22 34 0.0 0.0 3.804 A 18 NB 357 89 0.94 1077 0.331 355 250 0.0 0.5 4.974 A WB 0 0 356 880 0.000 0 0 0.0 0.0 0.000 A SB 218 55 54 1047 0.209 217 302 0.0 0.3 4.333 A EB 36 9 216 958 0.037 36 56 0.0 0.0 3.904 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service 10 NB 690 0 WB 697 174 200 967 0.721 693 490 1.6 2.5 12.976 B SB 291 73 479 812 0.358 290 414 0.4 0.6 6.891 A EB 551 138 140 1000 0.551 550 630 0.9 1.2 7.975 A 17 NB 351 88 1 1076 0.327 351 253 0.4 0.5 4.961 A WB 0 0 352 882 0.000 0 0 0.0 0.0 0.000 A SB 232 58 38 1056 0.219 231 314 0.2 0.3 4.363 A EB 25 6 229 950 0.026 25 40 0.0 0.0 3.890 A 18 NB 414 103 1 1076 0.384 413 291 0.5 0.6 5.418 A WB 0 0 414 848 0.000 0 0 0.0 0.0 0.000 A SB 253 63 63 1042 0.243 253 351 0.3 0.3 4.558 A EB 41 10 251 938 0.044 41 65 0.0 0.0 4.012 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service 10 NB 655 0 WB 660 165 189 972 0.678 661 466 2.5 2.2 11.611 B SB 276 69 457 825 0.335 276 394 0.6 0.5 6.566 A EB 522 130 133 1004 0.520 522 600 1.2 1.1 7.484 A 17 NB 335 84 1 1077 0.311 335 240 0.5 0.5 4.855 A WB 0 0 336 891 0.000 0 0 0.0 0.0 0.000 A SB 219 55 36 1057 0.207 219 300 0.3 0.3 4.296 A EB 24 6 217 957 0.025 24 38 0.0 0.0 3.857 A 18 NB 394 98 1 1077 0.366 394 276 0.6 0.6 5.275 A WB 0 0 395 859 0.000 0 0 0.0 0.0 0.000 A SB 240 60 60 1044 0.230 240 335 0.3 0.3 4.478 A EB 39 10 238 946 0.041 39 62 0.0 0.0 3.971 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh)Delay (s)Unsignalised level of service 10 NB 600 0 WB 604 151 174 981 0.616 606 427 2.2 1.6 9.656 A SB 253 63 419 845 0.299 253 361 0.5 0.4 6.082 A EB 478 119 122 1010 0.473 478 550 1.1 0.9 6.784 A 17 NB 307 77 0.94 1077 0.285 307 220 0.5 0.4 4.683 A WB 0 0 308 907 0.000 0 0 0.0 0.0 0.000 A SB 201 50 33 1059 0.190 201 275 0.3 0.2 4.196 A EB 22 5 199 967 0.022 22 35 0.0 0.0 3.806 A 18 NB 361 90 0.94 1077 0.335 361 253 0.6 0.5 5.033 A WB 0 0 362 877 0.000 0 0 0.0 0.0 0.000 A SB 220 55 55 1047 0.210 220 307 0.3 0.3 4.355 A EB 36 9 218 957 0.037 36 57 0.0 0.0 3.911 A Page 11 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:15 - 00:30 00:30 - 00:45 00:45 - 01:00 Accident Prediction Accident Prediction Options Accident Parameters Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 1.56 0.08 1.10 3.26 4.48 N/A N/A SB 0.41 0.00 0.00 0.41 0.41 N/A N/A EB 0.88 0.15 0.94 1.38 1.38 N/A N/A 17 NB 0.39 0.00 0.00 0.39 0.39 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.23 0.00 0.00 0.23 0.23 N/A N/A EB 0.02 0.02 0.25 0.45 0.48 N/A N/A 18 NB 0.49 0.00 0.00 0.49 0.49 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.26 0.00 0.00 0.26 0.26 N/A N/A EB 0.04 0.03 0.25 0.45 0.48 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 2.46 0.03 0.29 2.46 9.90 N/A N/A SB 0.55 0.03 0.25 0.55 0.55 N/A N/A EB 1.21 0.03 0.26 1.21 1.21 N/A N/A 17 NB 0.48 0.03 0.25 0.48 0.48 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.28 0.03 0.25 0.46 0.48 N/A N/A EB 0.03 0.00 0.00 0.03 0.03 N/A N/A 18 NB 0.62 0.03 0.25 0.62 0.62 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.32 0.03 0.25 0.46 0.48 N/A N/A EB 0.05 0.03 0.25 0.46 0.48 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 2.18 0.03 0.27 2.18 2.18 N/A N/A SB 0.51 0.03 0.28 0.91 2.08 N/A N/A EB 1.10 0.03 0.26 1.10 1.10 N/A N/A 17 NB 0.45 0.03 0.29 1.12 1.99 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.26 0.03 0.30 0.92 1.24 N/A N/A EB 0.03 0.00 0.00 0.03 0.03 N/A N/A 18 NB 0.58 0.03 0.28 0.58 1.93 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.30 0.03 0.31 1.07 1.40 N/A N/A EB 0.04 0.00 0.00 0.04 0.04 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker 10 NB WB 1.64 0.05 0.62 4.13 6.32 N/A N/A SB 0.43 0.00 0.00 0.43 0.43 N/A N/A EB 0.91 0.14 0.95 1.07 1.56 N/A N/A 17 NB 0.40 0.00 0.00 0.40 0.40 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.24 0.00 0.00 0.24 0.24 N/A N/A EB 0.02 0.00 0.00 0.02 0.02 N/A N/A 18 NB 0.51 0.51 1.00 1.40 1.45 N/A N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A SB 0.27 0.00 0.00 0.27 0.27 N/A N/A EB 0.04 0.00 0.00 0.04 0.04 N/A N/A Intersection Accident prediction type Intersection Environment Central Island Diameter (ft) 10 None 13.12 17 Simple (M0)Urban 60.00 18 None 13.12 Intersection Leg Use geometries from capacity?Entry path radius (ft)Approach radius (ft)Angle to next leg (Deg)Yellow bars 10 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 Page 12 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Accident Flows Accident Leg Results 17 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 18 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 Intersection Leg Total entry flow (AADT x 1000) Total exit flow (AADT x 1000) Total circulating flow (AADT x 1000) Motorcycles entry flow (AADT x 1000) Motorcycles exit flow (AADT x 1000) Motorcycles circulating flow (AADT x 1000) Pedestrian flow (peds x 1000) 10 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 17 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Intersection Leg Entering circulating (Accidents/year) Approaching (Accidents/year) Single vehicle (Accidents/year) Other vehicle (Accidents/year) TOTAL VEHICLE (Accidents/year) TOTAL PEDESTRIAN (Accidents/year) TOTAL (Accidents/year) Vehicle accidents index Pedestrian accidents index 10 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 17 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Page 13 of 13 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Filename:Giddings Ops Analysis for Roundabouts 2027 HCM SLR SLR SLR.j10 Path:Z:\AMT_TPTO\000 Roundabout Practice\KHA Roundabout Projects\Montava, Fort Collins, CO\Phase D 2024 Report generation date:4/9/2024 3:32:14 PM »2027, AM »2027, PM Summary of intersection performance Junctions 10 ARCADY 10 -Roundabout Module Version: 10.1.0.1820 © Copyright TRL Software Limited, 2023 For sales and distribution information, program advice and maintenance, contact TRL Software: +44 (0)1344 379777 software@trl.co.uk trlsoftware.com The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution AM PM Set ID Queue (Veh) 95% Queue (Veh) Delay (s) V/C Ratio LOS Intersection Delay (s) Intersection LOS Network Residual Capacity Set ID Queue (Veh) 95% Queue (Veh) Delay (s) V/C Ratio LOS Intersection Delay (s) Intersection LOS Network Residual Capacity 2027 Intersection 10 -Leg NB D1 ~1 0.00 0.00 A 7.96 A 57 % [Intersection 10 - Leg EB] D2 ~1 0.00 0.00 A 9.95 A 37 % [Intersection 10 - Leg WB] Intersection 10 - Leg WB 1.0 5.20 0.26 A 4.8 11.94 0.63 B Intersection 10 - Leg SB 2.3 8.11 0.44 A 1.6 8.57 0.36 A Intersection 10 - Leg EB 2.9 9.49 0.51 A 2.6 8.15 0.47 A Intersection 17 - Leg WB ~1 0.00 0.00 A 4.68 A 1.1 4.91 0.26 A 4.61 AIntersection 17 - Leg SB 1.2 5.17 0.28 A ~1 0.00 0.00 A Intersection 17 - Leg EB 0.1 4.34 0.04 A 0.6 4.26 0.18 A Intersection 17 - Leg NB 0.4 3.67 0.12 A 0.1 3.58 0.02 A Intersection 18 - Leg NB 0.5 3.79 0.14 A 4.96 A 1.3 5.38 0.31 A 4.99 AIntersection 18 - Leg WB ~1 0.00 0.00 A ~1 0.00 0.00 A Intersection 18 - Leg SB 1.4 5.52 0.31 A 0.7 4.55 0.20 A Intersection 18 - Leg EB 0.2 4.79 0.07 A 0.1 3.80 0.04 A There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set. Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Intersection LOS and Intersection Delay are demand-weighted averages. Network Residual Capacity indicates the amount by which network flow could be increased before a user-definable threshold (see Analysis Options) is met. File summary Units File Description Title Location Site number Date 4/8/2024 Version Status (new file) Identifier Client Jobnumber Analyst KIMLEY-HORN\jay.vonahsen Description Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units ft mph Veh Veh perHour s -Min perMin Page 1 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... The intersection diagram reflects the last run of Intersections. Analysis Options HCM Calibration Demand Set Summary Analysis Set Details Vehicle length (ft) Calculate Queue Percentiles Calculate detailed queueing delay Show lane queues in feet / metres Show all PICADY stream intercepts Calculate residual capacity Residual capacity criteria type V/C Ratio Threshold Average Delay threshold (s) Queue threshold (PCE) Use iterations with HCM roundabouts Max number of iterations for roundabouts 18.86 ü ü Delay 0.85 36.00 20.00 500 HCM Calibration Lane type Num circulating lanes Num exit lanes A B 1 Single lane 1 1380.00 -0.00102 2 Single lane 2 1420.00 -0.00085 3 Nearside 1 1420.00 -0.00091 4 Nearside 2 1420.00 -0.00085 5 Offside 1 1420.00 -0.00091 6 Offside 2 1350.00 -0.00092 7 Yielding bypass 1 1380.00 -0.00102 8 Yielding bypass 2 1420.00 -0.00085 9 Non-yielding bypass 1 99999.00 0.00000 ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D1 2027 AM PHF 00:00 01:00 15 ü D2 2027 PM PHF 00:00 01:00 15 ü ID Include in report Network flow scaling factor (%)Network capacity scaling factor (%) A1 ü 100.000 100.000 Page 2 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 2027, AM Data Errors and Warnings Intersection Network Intersections Intersection Network Legs Legs HCM Lanes Traffic Demand Demand Set Details Demand overview (Traffic) Severity Area Item Description Warning HCM Model D1 -2027, AM Demand Set 1: HCM models are most typically used with PHF traffic flow profiles and single time segments. Use of HCM models with other flow profiles is at the user's own risk Warning HCM Model Intersection 17 One or more intersections use HCM methodologies. These methods are not associated with TRL. The user should apply judgement when interpreting the results. Warning Queue variations Analysis Options Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high. Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay (s)Intersection LOS 10 Mtn Vista HCM Roundabout NB, WB, SB, EB 7.96 A 17 untitled HCM Roundabout WB, SB, EB, NB 4.68 A 18 untitled HCM Roundabout NB, WB, SB, EB 4.96 A Driving side Lighting Network residual capacity (%)First leg reaching threshold Network delay (s)Network LOS Right Normal/unknown 57 Intersection 10 - Leg EB 6.43 A Intersection Leg Name Description 10 NB NB Gi WB WB MTN VISTA SB SB Gi EB EB MTN VISTA 17 WB WB SB SB EB EB Giddings NB NB Gi 18 NB NB Gi WB WB SB SB Gi EB EB Intersection Leg HCM Lane Lane type Number of conflicting lanes Destination legs 10 NB 1 Single lane 1 NB, WB, SB, EB WB 1 Single lane 1 NB, WB, SB, EB SB 1 Single lane 1 NB, WB, SB, EB EB 1 Single lane 1 NB, WB, SB, EB 17 WB 1 Single lane 1 WB, SB, EB, NB SB 1 Single lane 1 WB, SB, EB, NB EB 1 Single lane 1 WB, SB, EB, NB NB 1 Single lane 1 WB, SB, EB, NB 18 NB 1 Single lane 1 NB, WB, SB, EB WB 1 Single lane 1 NB, WB, SB, EB SB 1 Single lane 1 NB, WB, SB, EB EB 1 Single lane 1 NB, WB, SB, EB ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D1 2027 AM PHF 00:00 01:00 15 ü Intersection Leg Linked leg Profile type Use O-D data Average Demand (Veh/hr)Scaling Factor (%) 10 NB PHF ü 0 100.000 WB PHF ü 292 100.000 SB PHF ü 437 100.000 EB PHF ü 483 100.000 17 WB PHF ü 0 100.000 SB PHF ü 347 100.000 EB PHF ü 37 100.000 NB PHF ü 155 100.000 Page 3 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Peak Hour Factor Data (Traffic) Origin-Destination Data Vehicle Mix 18 NB PHF ü 173 100.000 WB PHF ü 0 100.000 SB PHF ü 381 100.000 EB PHF ü 60 100.000 Intersection Leg Hourly volume (Veh/hr)Peak hour factor Peak time segment 10 NB 0 0.92 SecondQuarter WB 292 0.92 SecondQuarter SB 437 0.92 SecondQuarter EB 483 0.92 SecondQuarter 17 WB 0 0.92 SecondQuarter SB 347 0.92 SecondQuarter EB 37 0.92 SecondQuarter NB 155 0.92 SecondQuarter 18 NB 173 0.92 SecondQuarter WB 0 0.92 SecondQuarter SB 381 0.92 SecondQuarter EB 60 0.92 SecondQuarter Intersection 17 Demand (Veh/hr) To From WB SB EB NB WB 0 0 0 0 SB 0 0 1 346 EB 0 2 0 35 NB 0 143 12 0 Intersection 18 Demand (Veh/hr) To From NB WB SB EB NB 0 0 153 20 WB 0 0 0 0 SB 380 0 0 1 EB 58 0 2 0 Intersection 10 Demand (Veh/hr) To From NB WB SB EB NB 0 0 0 0 WB 0 0 94 198 SB 0 234 0 203 EB 0 403 80 0 Truck data entry mode PCE Factor for a Truck (PCE) Truck Percentages 2.00 Intersection 17 Heavy Vehicle % To From WB SB EB NB WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 NB 2 2 2 2 Intersection 18 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Heavy Vehicle % To NB WB SB EB Page 4 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Results Results Summary for whole modelled period Main Results for each time segment 00:00 - 00:15 00:15 - 00:30 00:30 - 00:45 Intersection 10 From NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection Leg Max V/C Ratio Max Delay (s) Max 95th percentile Queue (Veh) Max LOS Average Demand (Veh/hr) Total Intersection Arrivals (Veh) 10 NB 0.00 0.00 ~1 A 0 0 WB 0.26 5.20 1.0 A 292 292 SB 0.44 8.11 2.3 A 437 437 EB 0.51 9.49 2.9 A 483 483 17 WB 0.00 0.00 ~1 A 0 0 SB 0.28 5.17 1.2 A 347 347 EB 0.04 4.34 0.1 A 37 37 NB 0.12 3.67 0.4 A 155 155 18 NB 0.14 3.79 0.5 A 173 173 WB 0.00 0.00 ~1 A 0 0 SB 0.31 5.52 1.4 A 381 381 EB 0.07 4.79 0.2 A 60 60 Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Pedestrian demand (Ped/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Queue95 (Veh)Delay (s)Unsignalised level of service 10 NB 0 0 675 0.00 683 0.000 0 0 0.0 0.000 F WB 275 69 75 0.00 1251 0.220 275 600 0.8 4.787 A SB 412 103 187 0.00 1114 0.369 412 164 1.7 6.958 A EB 455 114 220 0.00 1076 0.423 455 378 2.1 7.892 A 17 WB 0 0 148 0.00 1183 0.000 0 0 0.0 0.000 F SB 327 82 11 0.00 1337 0.244 327 137 1.0 4.784 A EB 35 9 326 0.00 964 0.036 35 12 0.1 4.056 A NB 146 37 2 0.00 1350 0.108 146 359 0.4 3.530 A 18 NB 163 41 2 0.00 1350 0.121 163 413 0.4 3.635 A WB 0 0 165 0.00 1162 0.000 0 0 0.0 0.000 F SB 359 90 19 0.00 1327 0.271 359 146 1.1 5.070 A EB 57 14 358 0.00 932 0.061 57 20 0.2 4.414 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Pedestrian demand (Ped/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Queue95 (Veh)Delay (s)Unsignalised level of service 10 NB 0 0 779 0.00 613 0.000 0 0 0.0 0.000 F WB 317 79 87 0.00 1236 0.257 317 692 1.0 5.200 A SB 475 119 215 0.00 1082 0.439 475 189 2.3 8.105 A EB 525 131 254 0.00 1038 0.506 525 436 2.9 9.486 A 17 WB 0 0 171 0.00 1156 0.000 0 0 0.0 0.000 F SB 377 94 13 0.00 1335 0.283 377 158 1.2 5.169 A EB 40 10 376 0.00 915 0.044 40 14 0.1 4.336 A NB 168 42 2 0.00 1350 0.125 168 414 0.4 3.671 A 18 NB 188 47 2 0.00 1350 0.139 188 476 0.5 3.795 A WB 0 0 190 0.00 1132 0.000 0 0 0.0 0.000 F SB 414 104 22 0.00 1323 0.313 414 168 1.4 5.523 A EB 65 16 413 0.00 880 0.074 65 23 0.2 4.787 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Pedestrian demand (Ped/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Queue95 (Veh)Delay (s)Unsignalised level of service 10 NB 0 0 738 0.00 641 0.000 0 0 0.0 0.000 F WB 300 75 82 0.00 1242 0.242 300 655 0.9 5.031 A SB 450 112 204 0.00 1095 0.411 450 179 2.0 7.617 A EB 497 124 241 0.00 1053 0.472 497 413 2.6 8.795 A 17 WB 0 0 162 0.00 1166 0.000 0 0 0.0 0.000 F SB 357 89 12 0.00 1336 0.267 357 149 1.1 5.012 A EB 38 10 356 0.00 934 0.041 38 13 0.1 4.221 A NB 159 40 2 0.00 1350 0.118 159 392 0.4 3.614 A 18 NB 178 45 2 0.00 1350 0.132 178 451 0.5 3.730 A WB 0 0 180 0.00 1144 0.000 0 0 0.0 0.000 F SB 392 98 21 0.00 1324 0.296 392 159 1.2 5.338 A EB 62 15 391 0.00 901 0.069 62 22 0.2 4.633 A Page 5 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:45 - 01:00 Queue Variation Results for each time segment HCM: Lane Results Lane Results: 00:00-00:15 Lane Results: 00:15-00:30 Lane Results: 00:30-00:45 Lane Results: 00:45-01:00 Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Pedestrian demand (Ped/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Queue95 (Veh)Delay (s)Unsignalised level of service 10 NB 0 0 675 0.00 683 0.000 0 0 0.0 0.000 F WB 275 69 75 0.00 1251 0.220 275 600 0.8 4.787 A SB 412 103 187 0.00 1114 0.369 412 164 1.7 6.958 A EB 455 114 220 0.00 1076 0.423 455 378 2.1 7.892 A 17 WB 0 0 148 0.00 1183 0.000 0 0 0.0 0.000 F SB 327 82 11 0.00 1337 0.244 327 137 1.0 4.784 A EB 35 9 326 0.00 964 0.036 35 12 0.1 4.056 A NB 146 37 2 0.00 1350 0.108 146 359 0.4 3.530 A 18 NB 163 41 2 0.00 1350 0.121 163 413 0.4 3.635 A WB 0 0 165 0.00 1162 0.000 0 0 0.0 0.000 F SB 359 90 19 0.00 1327 0.271 359 146 1.1 5.070 A EB 57 14 358 0.00 932 0.061 57 20 0.2 4.414 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 675 670 0.00 5.37 0.00 A WB 1 NB, WB, SB, EB 275 275 0.00 75 1251 0.84 4.79 0.22 A SB 1 NB, WB, SB, EB 412 412 0.00 187 1114 1.72 6.96 0.37 A EB 1 NB, WB, SB, EB 455 455 0.00 220 1076 2.14 7.89 0.42 A 17 WB 1 WB, SB, EB, NB 0 0 0.00 148 1160 0.00 3.10 0.00 A SB 1 WB, SB, EB, NB 327 327 0.00 11 1337 0.96 4.78 0.24 A EB 1 WB, SB, EB, NB 35 35 0.00 326 964 0.11 4.06 0.04 A NB 1 WB, SB, EB, NB 146 146 0.00 2 1350 0.36 3.53 0.11 A 18 NB 1 NB, WB, SB, EB 163 163 0.00 2 1350 0.41 3.64 0.12 A WB 1 NB, WB, SB, EB 0 0 0.00 165 1140 0.00 3.16 0.00 A SB 1 NB, WB, SB, EB 359 359 0.00 19 1327 1.10 5.07 0.27 A EB 1 NB, WB, SB, EB 57 57 0.00 358 932 0.19 4.41 0.06 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 779 601 0.00 5.99 0.00 A WB 1 NB, WB, SB, EB 317 317 0.00 87 1236 1.03 5.20 0.26 A SB 1 NB, WB, SB, EB 475 475 0.00 215 1082 2.28 8.11 0.44 A EB 1 NB, WB, SB, EB 525 525 0.00 254 1038 2.93 9.49 0.51 A 17 WB 1 WB, SB, EB, NB 0 0 0.00 171 1133 0.00 3.18 0.00 A SB 1 WB, SB, EB, NB 377 377 0.00 13 1335 1.17 5.17 0.28 A EB 1 WB, SB, EB, NB 40 40 0.00 376 915 0.14 4.34 0.04 A NB 1 WB, SB, EB, NB 168 168 0.00 2 1350 0.43 3.67 0.12 A 18 NB 1 NB, WB, SB, EB 188 188 0.00 2 1350 0.48 3.79 0.14 A WB 1 NB, WB, SB, EB 0 0 0.00 190 1110 0.00 3.24 0.00 A SB 1 NB, WB, SB, EB 414 414 0.00 22 1323 1.35 5.52 0.31 A EB 1 NB, WB, SB, EB 65 65 0.00 413 880 0.24 4.79 0.07 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 738 628 0.00 5.73 0.00 A WB 1 NB, WB, SB, EB 300 300 0.00 82 1242 0.95 5.03 0.24 A SB 1 NB, WB, SB, EB 450 450 0.00 204 1095 2.04 7.62 0.41 A EB 1 NB, WB, SB, EB 497 497 0.00 241 1053 2.58 8.79 0.47 A 17 WB 1 WB, SB, EB, NB 0 0 0.00 162 1144 0.00 3.15 0.00 A SB 1 WB, SB, EB, NB 357 357 0.00 12 1336 1.08 5.01 0.27 A EB 1 WB, SB, EB, NB 38 38 0.00 356 934 0.13 4.22 0.04 A NB 1 WB, SB, EB, NB 159 159 0.00 2 1350 0.40 3.61 0.12 A 18 NB 1 NB, WB, SB, EB 178 178 0.00 2 1350 0.45 3.73 0.13 A WB 1 NB, WB, SB, EB 0 0 0.00 180 1122 0.00 3.21 0.00 A SB 1 NB, WB, SB, EB 392 392 0.00 21 1324 1.25 5.34 0.30 A EB 1 NB, WB, SB, EB 62 62 0.00 391 901 0.22 4.63 0.07 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 675 670 0.00 5.37 0.00 A WB 1 NB, WB, SB, EB 275 275 0.00 75 1251 0.84 4.79 0.22 A SB 1 NB, WB, SB, EB 412 412 0.00 187 1114 1.72 6.96 0.37 A EB 1 NB, WB, SB, EB 455 455 0.00 220 1076 2.14 7.89 0.42 A 17 WB 1 WB, SB, EB, NB 0 0 0.00 148 1160 0.00 3.10 0.00 A SB 1 WB, SB, EB, NB 327 327 0.00 11 1337 0.96 4.78 0.24 A EB 1 WB, SB, EB, NB 35 35 0.00 326 964 0.11 4.06 0.04 A NB 1 WB, SB, EB, NB 146 146 0.00 2 1350 0.36 3.53 0.11 A Page 6 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Accident Prediction Accident Parameters Accident Flows Accident Leg Results 18 NB 1 NB, WB, SB, EB 163 163 0.00 2 1350 0.41 3.64 0.12 A WB 1 NB, WB, SB, EB 0 0 0.00 165 1140 0.00 3.16 0.00 A SB 1 NB, WB, SB, EB 359 359 0.00 19 1327 1.10 5.07 0.27 A EB 1 NB, WB, SB, EB 57 57 0.00 358 932 0.19 4.41 0.06 A Intersection Leg Use geometries from capacity?Entry path radius (ft)Approach radius (ft)Angle to next leg (Deg)Yellow bars 10 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 17 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 NB ü 0.00 0.00 40.00 18 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 Intersection Leg Total entry flow (AADT x 1000) Total exit flow (AADT x 1000) Total circulating flow (AADT x 1000) Motorcycles entry flow (AADT x 1000) Motorcycles exit flow (AADT x 1000) Motorcycles circulating flow (AADT x 1000) Pedestrian flow (peds x 1000) 10 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 17 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Intersection Leg Entering circulating (Accidents/year) Approaching (Accidents/year) Single vehicle (Accidents/year) Other vehicle (Accidents/year) TOTAL VEHICLE (Accidents/year) TOTAL PEDESTRIAN (Accidents/year) TOTAL (Accidents/year) Vehicle accidents index Pedestrian accidents index 10 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 17 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Page 7 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 2027, PM Data Errors and Warnings Intersection Network Intersections Intersection Network Traffic Demand Demand Set Details Demand overview (Traffic) Peak Hour Factor Data (Traffic) Origin-Destination Data Severity Area Item Description Warning HCM Model D2 - 2027, PM Demand Set 2: HCM models are most typically used with PHF traffic flow profiles and single time segments. Use of HCM models with other flow profiles is at the user's own risk Warning HCM Model Intersection 17 One or more intersections use HCM methodologies. These methods are not associated with TRL. The user should apply judgement when interpreting the results. Warning Queue variations Analysis Options Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high. Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay (s)Intersection LOS 10 Mtn Vista HCM Roundabout NB, WB, SB, EB 9.95 A 17 untitled HCM Roundabout WB, SB, EB, NB 4.61 A 18 untitled HCM Roundabout NB, WB, SB, EB 4.99 A Driving side Lighting Network residual capacity (%)First leg reaching threshold Network delay (s)Network LOS Right Normal/unknown 37 Intersection 10 - Leg WB 7.58 A ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D2 2027 PM PHF 00:00 01:00 15 ü Intersection Leg Linked leg Profile type Use O-D data Average Demand (Veh/hr)Scaling Factor (%) 10 NB PHF ü 0 100.000 WB PHF ü 641 100.000 SB PHF ü 268 100.000 EB PHF ü 507 100.000 17 WB PHF ü 325 100.000 SB PHF ü 0 100.000 EB PHF ü 213 100.000 NB PHF ü 23 100.000 18 NB PHF ü 382 100.000 WB PHF ü 0 100.000 SB PHF ü 233 100.000 EB PHF ü 38 100.000 Intersection Leg Hourly volume (Veh/hr)Peak hour factor Peak time segment 10 NB 0 0.92 SecondQuarter WB 641 0.92 SecondQuarter SB 268 0.92 SecondQuarter EB 507 0.92 SecondQuarter 17 WB 325 0.92 SecondQuarter SB 0 0.92 SecondQuarter EB 213 0.92 SecondQuarter NB 23 0.92 SecondQuarter 18 NB 382 0.92 SecondQuarter WB 0 0.92 SecondQuarter SB 233 0.92 SecondQuarter EB 38 0.92 SecondQuarter Intersection 17 Demand (Veh/hr) To From WB SB EB NB WB 0 0 290 35 SB 0 0 0 0 EB 211 0 0 2 NB 22 0 1 0 Page 8 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Vehicle Mix Results Results Summary for whole modelled period Main Results for each time segment 00:00 - 00:15 Intersection 18 Demand (Veh/hr) To From NB WB SB EB NB 0 0 324 58 WB 0 0 0 0 SB 231 0 0 2 EB 37 0 1 0 Intersection 10 Demand (Veh/hr) To From NB WB SB EB NB 0 0 0 0 WB 0 0 198 443 SB 0 129 0 139 EB 0 323 184 0 Truck data entry mode PCE Factor for a Truck (PCE) Truck Percentages 2.00 Intersection 17 Heavy Vehicle % To From WB SB EB NB WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 NB 2 2 2 2 Intersection 18 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 10 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection Leg Max V/C Ratio Max Delay (s) Max 95th percentile Queue (Veh) Max LOS Average Demand (Veh/hr) Total Intersection Arrivals (Veh) 10 NB 0.00 0.00 ~1 A 0 0 WB 0.63 11.94 4.8 B 641 641 SB 0.36 8.57 1.6 A 268 268 EB 0.47 8.15 2.6 A 507 507 17 WB 0.26 4.91 1.1 A 325 325 SB 0.00 0.00 ~1 A 0 0 EB 0.18 4.26 0.6 A 213 213 NB 0.02 3.58 0.1 A 23 23 18 NB 0.31 5.38 1.3 A 382 382 WB 0.00 0.00 ~1 A 0 0 SB 0.20 4.55 0.7 A 233 233 EB 0.04 3.80 0.1 A 38 38 Total Demand Intersection Circulating Pedestrian Capacity Throughput Throughput Queue95 Unsignalised Page 9 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:15 - 00:30 00:30 - 00:45 00:45 - 01:00 Queue Variation Results for each time segment HCM: Lane Results Lane Results: 00:00-00:15 Intersection Leg (Veh/hr)Arrivals (Veh)flow (Veh/hr)demand (Ped/hr) (Veh/hr)V/C Ratio (Veh/hr)(exit side) (Veh/hr) (Veh)Delay (s)level of service 10 NB 0 0 599 0.00 740 0.000 0 0 0.0 0.000 F WB 604 151 173 0.00 1130 0.535 604 426 3.3 9.457 A SB 252 63 417 0.00 876 0.288 252 360 1.2 7.201 A EB 478 119 122 0.00 1192 0.401 478 548 2.0 7.026 A 17 WB 306 77 0.94 0.00 1352 0.227 306 219 0.9 4.574 A SB 0 0 307 0.00 1003 0.000 0 0 0.0 0.000 F EB 201 50 33 0.00 1307 0.153 201 274 0.5 4.020 A NB 22 5 199 0.00 1100 0.020 22 35 0.1 3.436 A 18 NB 360 90 0.94 0.00 1352 0.266 360 252 1.1 4.958 A WB 0 0 361 0.00 948 0.000 0 0 0.0 0.000 F SB 219 55 55 0.00 1278 0.172 219 306 0.6 4.258 A EB 36 9 218 0.00 1079 0.033 36 57 0.1 3.617 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Pedestrian demand (Ped/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Queue95 (Veh)Delay (s)Unsignalised level of service 10 NB 0 0 691 0.00 672 0.000 0 0 0.0 0.000 F WB 697 174 200 0.00 1099 0.634 697 491 4.8 11.941 B SB 291 73 482 0.00 820 0.355 291 415 1.6 8.569 A EB 551 138 140 0.00 1169 0.471 551 633 2.6 8.149 A 17 WB 353 88 1 0.00 1351 0.261 353 253 1.1 4.911 A SB 0 0 354 0.00 954 0.000 0 0 0.0 0.000 F EB 232 58 38 0.00 1300 0.178 232 316 0.6 4.257 A NB 25 6 229 0.00 1066 0.023 25 40 0.1 3.576 A 18 NB 415 104 1 0.00 1351 0.307 415 291 1.3 5.377 A WB 0 0 416 0.00 895 0.000 0 0 0.0 0.000 F SB 253 63 63 0.00 1267 0.200 253 353 0.7 4.549 A EB 41 10 251 0.00 1042 0.040 41 65 0.1 3.796 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Pedestrian demand (Ped/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Queue95 (Veh)Delay (s)Unsignalised level of service 10 NB 0 0 654 0.00 699 0.000 0 0 0.0 0.000 F WB 660 165 189 0.00 1111 0.594 660 465 4.1 10.826 B SB 276 69 456 0.00 842 0.328 276 393 1.4 7.981 A EB 522 130 133 0.00 1178 0.443 522 599 2.3 7.672 A 17 WB 334 84 1 0.00 1351 0.247 334 240 1.0 4.775 A SB 0 0 335 0.00 973 0.000 0 0 0.0 0.000 F EB 219 55 36 0.00 1303 0.168 219 299 0.6 4.161 A NB 24 6 217 0.00 1079 0.022 24 38 0.1 3.520 A 18 NB 393 98 1 0.00 1351 0.291 393 276 1.2 5.207 A WB 0 0 394 0.00 916 0.000 0 0 0.0 0.000 F SB 240 60 60 0.00 1271 0.189 240 334 0.7 4.431 A EB 39 10 238 0.00 1057 0.037 39 62 0.1 3.723 A Intersection Leg Total Demand (Veh/hr) Intersection Arrivals (Veh) Circulating flow (Veh/hr) Pedestrian demand (Ped/hr) Capacity (Veh/hr)V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Queue95 (Veh)Delay (s)Unsignalised level of service 10 NB 0 0 599 0.00 740 0.000 0 0 0.0 0.000 F WB 604 151 173 0.00 1130 0.535 604 426 3.3 9.457 A SB 252 63 417 0.00 876 0.288 252 360 1.2 7.201 A EB 478 119 122 0.00 1192 0.401 478 548 2.0 7.026 A 17 WB 306 77 0.94 0.00 1352 0.227 306 219 0.9 4.574 A SB 0 0 307 0.00 1003 0.000 0 0 0.0 0.000 F EB 201 50 33 0.00 1307 0.153 201 274 0.5 4.020 A NB 22 5 199 0.00 1100 0.020 22 35 0.1 3.436 A 18 NB 360 90 0.94 0.00 1352 0.266 360 252 1.1 4.958 A WB 0 0 361 0.00 948 0.000 0 0 0.0 0.000 F SB 219 55 55 0.00 1278 0.172 219 306 0.6 4.258 A EB 36 9 218 0.00 1079 0.033 36 57 0.1 3.617 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 599 725 0.00 4.96 0.00 A WB 1 NB, WB, SB, EB 604 604 0.00 173 1130 3.28 9.46 0.53 A SB 1 NB, WB, SB, EB 252 252 0.00 417 876 1.20 7.20 0.29 A EB 1 NB, WB, SB, EB 478 478 0.00 122 1192 1.96 7.03 0.40 A 17 WB 1 WB, SB, EB, NB 306 306 0.00 0.94 1352 0.87 4.57 0.23 A SB 1 WB, SB, EB, NB 0 0 0.00 307 983 0.00 3.66 0.00 A EB 1 WB, SB, EB, NB 201 201 0.00 33 1307 0.54 4.02 0.15 A Page 10 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Lane Results: 00:15-00:30 Lane Results: 00:30-00:45 Lane Results: 00:45-01:00 Accident Prediction Accident Parameters Accident Flows NB 1 WB, SB, EB, NB 22 22 0.00 199 1100 0.06 3.44 0.02 A 18 NB 1 NB, WB, SB, EB 360 360 0.00 0.94 1352 1.08 4.96 0.27 A WB 1 NB, WB, SB, EB 0 0 0.00 361 930 0.00 3.87 0.00 A SB 1 NB, WB, SB, EB 219 219 0.00 55 1278 0.62 4.26 0.17 A EB 1 NB, WB, SB, EB 36 36 0.00 218 1079 0.10 3.62 0.03 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 691 659 0.00 5.46 0.00 A WB 1 NB, WB, SB, EB 697 697 0.00 200 1099 4.75 11.94 0.63 B SB 1 NB, WB, SB, EB 291 291 0.00 482 820 1.61 8.57 0.36 A EB 1 NB, WB, SB, EB 551 551 0.00 140 1169 2.59 8.15 0.47 A 17 WB 1 WB, SB, EB, NB 353 353 0.00 1 1351 1.05 4.91 0.26 A SB 1 WB, SB, EB, NB 0 0 0.00 354 936 0.00 3.85 0.00 A EB 1 WB, SB, EB, NB 232 232 0.00 38 1300 0.65 4.26 0.18 A NB 1 WB, SB, EB, NB 25 25 0.00 229 1066 0.07 3.58 0.02 A 18 NB 1 NB, WB, SB, EB 415 415 0.00 1 1351 1.32 5.38 0.31 A WB 1 NB, WB, SB, EB 0 0 0.00 416 877 0.00 4.10 0.00 A SB 1 NB, WB, SB, EB 253 253 0.00 63 1267 0.75 4.55 0.20 A EB 1 NB, WB, SB, EB 41 41 0.00 251 1042 0.12 3.80 0.04 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 654 685 0.00 5.26 0.00 A WB 1 NB, WB, SB, EB 660 660 0.00 189 1111 4.09 10.83 0.59 B SB 1 NB, WB, SB, EB 276 276 0.00 456 842 1.43 7.98 0.33 A EB 1 NB, WB, SB, EB 522 522 0.00 133 1178 2.32 7.67 0.44 A 17 WB 1 WB, SB, EB, NB 334 334 0.00 1 1351 0.98 4.77 0.25 A SB 1 WB, SB, EB, NB 0 0 0.00 335 954 0.00 3.77 0.00 A EB 1 WB, SB, EB, NB 219 219 0.00 36 1303 0.60 4.16 0.17 A NB 1 WB, SB, EB, NB 24 24 0.00 217 1079 0.07 3.52 0.02 A 18 NB 1 NB, WB, SB, EB 393 393 0.00 1 1351 1.22 5.21 0.29 A WB 1 NB, WB, SB, EB 0 0 0.00 394 898 0.00 4.01 0.00 A SB 1 NB, WB, SB, EB 240 240 0.00 60 1271 0.69 4.43 0.19 A EB 1 NB, WB, SB, EB 39 39 0.00 238 1057 0.12 3.72 0.04 A Intersection Leg HCM Lane Destination legs Demand (Veh/hr) Throughput (Veh/hr) Pedestrian flow (Ped/hr) Conflicting flow (Veh/hr) Capacity (Veh/hr) Queue95 (Veh) Delay (s) V/C Ratio LOS 10 NB 1 NB, WB, SB, EB 0 0 0.00 599 725 0.00 4.96 0.00 A WB 1 NB, WB, SB, EB 604 604 0.00 173 1130 3.28 9.46 0.53 A SB 1 NB, WB, SB, EB 252 252 0.00 417 876 1.20 7.20 0.29 A EB 1 NB, WB, SB, EB 478 478 0.00 122 1192 1.96 7.03 0.40 A 17 WB 1 WB, SB, EB, NB 306 306 0.00 0.94 1352 0.87 4.57 0.23 A SB 1 WB, SB, EB, NB 0 0 0.00 307 983 0.00 3.66 0.00 A EB 1 WB, SB, EB, NB 201 201 0.00 33 1307 0.54 4.02 0.15 A NB 1 WB, SB, EB, NB 22 22 0.00 199 1100 0.06 3.44 0.02 A 18 NB 1 NB, WB, SB, EB 360 360 0.00 0.94 1352 1.08 4.96 0.27 A WB 1 NB, WB, SB, EB 0 0 0.00 361 930 0.00 3.87 0.00 A SB 1 NB, WB, SB, EB 219 219 0.00 55 1278 0.62 4.26 0.17 A EB 1 NB, WB, SB, EB 36 36 0.00 218 1079 0.10 3.62 0.03 A Intersection Leg Use geometries from capacity?Entry path radius (ft)Approach radius (ft)Angle to next leg (Deg)Yellow bars 10 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 17 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 NB ü 0.00 0.00 40.00 18 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 Intersection Leg Total entry flow (AADT x 1000) Total exit flow (AADT x 1000) Total circulating flow (AADT x 1000) Motorcycles entry flow (AADT x 1000) Motorcycles exit flow (AADT x 1000) Motorcycles circulating flow (AADT x 1000) Pedestrian flow (peds x 1000) 10 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Page 11 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Accident Leg Results 17 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Intersection Leg Entering circulating (Accidents/year) Approaching (Accidents/year) Single vehicle (Accidents/year) Other vehicle (Accidents/year) TOTAL VEHICLE (Accidents/year) TOTAL PEDESTRIAN (Accidents/year) TOTAL (Accidents/year) Vehicle accidents index Pedestrian accidents index 10 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 17 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Page 12 of 12 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Filename:Giddings Ops Analysis for RABs 2045 Arcady MLR SLR x 4.j10 Path:Z:\AMT_TPTO\000 Roundabout Practice\KHA Roundabout Projects\Montava, Fort Collins, CO\Phase D 2024 Report generation date:4/9/2024 4:06:13 PM »2045, AM »2045, PM Summary of intersection performance Junctions 10 ARCADY 10 -Roundabout Module Version: 10.1.0.1820 © Copyright TRL Software Limited, 2023 For sales and distribution information, program advice and maintenance, contact TRL Software: +44 (0)1344 379777 software@trl.co.uk trlsoftware.com The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution AM PM Set ID Queue (Veh) 95% Queue (Veh) Delay (s) V/C Ratio LOS Intersection Delay (s) Intersection LOS Network Residual Capacity Set ID Queue (Veh) 95% Queue (Veh) Delay (s) V/C Ratio LOS Intersection Delay (s) Intersection LOS Network Residual Capacity 2045 Intersection A1 - Leg NB D1 0.9 1.4 6.35 0.47 A 6.57 A 5 % [Intersection 18 - Leg SB] D2 7.5 39.4 27.73 0.91 D 20.13 C 1 % [Intersection A1 - Leg NB] Intersection A1 - Leg WB 0.2 0.5 5.03 0.14 A 0.2 0.5 6.94 0.13 A Intersection A1 - Leg SB 0.9 1.4 7.27 0.49 A 0.6 2.0 6.56 0.38 A Intersection A1 - Leg EB 0.4 1.3 6.42 0.27 A 0.2 0.5 5.18 0.16 A Intersection A2 - Leg NB 0.6 2.0 5.33 0.37 A 9.16 A 5.5 29.8 21.93 0.87 C 15.60 CIntersection A2 - Leg WB 0.1 0.5 4.80 0.13 A 0.1 0.5 6.93 0.12 A Intersection A2 - Leg SB 2.5 9.6 11.87 0.73 B 1.2 1.7 7.52 0.56 A Intersection A2 - Leg EB 0.1 0.5 5.75 0.05 A 0.0 0.5 4.89 0.04 A Intersection 10 - Leg NB Gi 0.9 1.4 5.69 0.49 A 6.12 A 3.0 10.9 10.11 0.76 B 8.32 AIntersection 10 - Leg WB 0.6 2.1 3.10 0.36 A 2.6 7.6 9.25 0.73 A Intersection 10 - Leg SB 2.4 4.8 7.49 0.71 A 1.5 1.9 6.80 0.60 A Intersection 10 - Leg EB 1.7 2.1 8.10 0.63 A 1.2 1.5 5.60 0.54 A Intersection 17 - Leg NB Gi 0.6 1.9 5.42 0.38 A 5.62 A 1.8 3.5 9.36 0.65 A 7.89 AIntersection 17 - Leg WB Ti 0.0 ~1 0.00 0.00 A 0.0 ~1 0.00 0.00 A Intersection 17 - Leg SB Gi 0.7 1.5 5.84 0.43 A 0.4 1.8 4.81 0.30 A Intersection 17 - Leg EB Ti 0.0 0.5 4.40 0.02 A 0.0 0.5 4.01 0.01 A Intersection 18 - Leg NB 0.3 1.4 2.62 0.26 A 16.34 C 1.7 3.3 5.28 0.63 A 6.51 AIntersection 18 - Leg WB 0.1 0.5 4.90 0.09 A 0.1 0.5 9.26 0.11 A Intersection 18 - Leg SB 6.5 33.8 26.15 0.89 D 1.5 2.2 8.99 0.60 A Intersection 18 - Leg EB 0.4 1.4 8.71 0.28 A 0.1 0.5 5.38 0.11 A There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set. Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Intersection LOS and Intersection Delay are demand-weighted averages. Network Residual Capacity indicates the amount by which network flow could be increased before a user-definable threshold (see Analysis Options) is met. File summary Units File Description Title Location Site number Date 4/8/2024 Version Status (new file) Identifier Client Jobnumber Analyst KIMLEY-HORN\jay.vonahsen Description Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units ft mph Veh Veh perHour s -Min perMin Page 1 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... The intersection diagram reflects the last run of Intersections. Analysis Options Demand Set Summary Analysis Set Details Vehicle length (ft) Calculate Queue Percentiles Calculate detailed queueing delay Show lane queues in feet / metres Show all PICADY stream intercepts Calculate residual capacity Residual capacity criteria type V/C Ratio Threshold Average Delay threshold (s) Queue threshold (PCE) Use iterations with HCM roundabouts Max number of iterations for roundabouts 18.86 ü ü Delay 0.85 36.00 20.00 500 ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D1 2045 AM PHF 00:00 01:00 15 ü D2 2045 PM PHF 00:00 01:00 15 ü ID Include in report Network flow scaling factor (%)Network capacity scaling factor (%) A1 ü 100.000 100.000 Page 2 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 2045, AM Data Errors and Warnings Intersection Network Intersections Intersection Network Legs Legs Roundabout Geometry Severity Area Item Description Warning Geometry Intersection 18 - Leg NB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg NB Gi - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg WB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg SB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg EB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Safety Intersection 17 - Leg NB Gi - Accident Parameters Roundabout accident prediction: Angles between legs expected to sum to 360 degrees. Warning Linked Roundabout Intersection A1 - Leg NB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked Roundabout Intersection A2 - Leg SB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Queue variations Analysis Options Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high. Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay (s)Intersection LOS A1 North Fiddle Standard Roundabout NB, WB, SB, EB 6.57 A A2 South Fiddle Standard Roundabout NB, WB, SB, EB 9.16 A 10 Mtn Vista Standard Roundabout NB Gi, WB, SB, EB 6.12 A 17 untitled Standard Roundabout NB Gi, WB Ti, SB Gi, EB Ti 5.62 A 18 untitled Standard Roundabout NB, WB, SB, EB 16.34 C Driving side Lighting Network residual capacity (%)First leg reaching threshold Network delay (s)Network LOS Right Normal/unknown 5 Intersection 18 - Leg SB 8.56 A Intersection Leg Name Description No yield line A1 NB NB WB WB SB SB EB EB A2 NB NB WB WB SB SB EB EB 10 NB Gi NB Giddings WB WB SB SB EB EB 17 NB Gi NB Giddings WB Ti WB Timberline SB Gi SB Giddings EB Ti EB Timberline 18 NB NB WB WB SB SB EB EB Intersection Leg V - Approach road half-width (ft) E - Entry width (ft) l'- Effective flare length (ft) R - Entry radius (ft) D - Inscribed circle diameter (ft) PHI - Conflict (entry) angle (deg) Entry only Exit only A1 NB 12.00 13.00 65.0 70.0 150.0 25.0 WB 12.00 13.00 65.0 70.0 150.0 25.0 SB 12.00 13.00 65.0 70.0 150.0 25.0 EB 12.00 13.00 65.0 70.0 150.0 25.0 A2 NB 12.00 13.00 65.0 70.0 150.0 25.0 WB 12.00 13.00 65.0 70.0 150.0 25.0 SB 12.00 13.00 65.0 70.0 150.0 25.0 EB 12.00 13.00 65.0 70.0 150.0 25.0 10 NB Gi 24.00 26.00 135.0 70.0 175.0 25.0 WB 24.00 26.00 135.0 70.0 175.0 25.0 SB 24.00 26.00 135.0 70.0 175.0 25.0 EB 24.00 26.00 135.0 70.0 175.0 25.0 Page 3 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Bypass Slope / Intercept / Capacity Leg Intercept Adjustments Roundabout Slope and Intercept used in model The slope and intercept shown above include any corrections and adjustments. 17 NB Gi 12.00 13.00 65.0 70.0 150.0 25.0 WB Ti 12.00 13.00 65.0 70.0 150.0 25.0 SB Gi 12.00 13.00 65.0 70.0 150.0 25.0 EB Ti 12.00 13.00 65.0 70.0 150.0 25.0 18 NB 12.00 26.00 135.0 70.0 150.0 25.0 WB 12.00 13.00 65.0 70.0 150.0 25.0 SB 12.00 13.00 65.0 70.0 150.0 25.0 EB 12.00 13.00 65.0 70.0 150.0 25.0 Intersection Leg Leg has bypass Bypass utilisation (%) A1 NB WB SB EB A2 NB WB SB EB 10 NB Gi WB ü 100 SB EB 17 NB Gi WB Ti SB Gi EB Ti 18 NB ü 100 WB SB EB Intersection Leg Type Reason Percentage intercept adjustment (%) A1 NB Percentage 90.00 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 A2 NB Percentage 90.00 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 10 NB Gi Percentage 90.00 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 17 NB Gi Percentage 90.00 WB Ti Percentage 90.00 SB Gi Percentage 90.00 EB Ti Percentage 90.00 18 NB Percentage 90.00 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 Intersection Leg Final slope Final intercept (PCE/hr) A1 NB 0.538 1099 WB 0.538 1099 SB 0.538 1099 EB 0.538 1099 A2 NB 0.538 1099 WB 0.538 1099 SB 0.538 1099 EB 0.538 1099 10 NB Gi 0.735 2198 WB 0.735 2198 SB 0.735 2198 EB 0.735 2198 17 NB Gi 0.538 1099 WB Ti 0.538 1099 SB Gi 0.538 1099 EB Ti 0.538 1099 18 NB 0.713 1909 WB 0.538 1099 SB 0.538 1099 EB 0.538 1099 Page 4 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Traffic Demand Demand Set Details Linked Leg Data Demand overview (Traffic) Peak Hour Factor Data (Traffic) Origin-Destination Data ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D1 2045 AM PHF 00:00 01:00 15 ü Intersection Leg Feeding Intersection Feeding Leg Link Type Flow source Uniform flow (Veh/hr)Flow multiplier (%)Internal storage space (PCE) A1 NB A2 SB Simple (vertical queueing)Normal 0 100.00 A2 SB A1 NB Simple (vertical queueing)Normal 0 100.00 Intersection Leg Linked leg Profile type Use O-D data Average Demand (Veh/hr)Scaling Factor (%) A1 NB ü WB PHF ü 108 100.000 SB PHF ü 434 100.000 EB PHF ü 193 100.000 A2 NB PHF ü 364 100.000 WB PHF ü 104 100.000 SB ü EB PHF ü 30 100.000 10 NB Gi PHF ü 555 100.000 WB PHF ü 858 100.000 SB PHF ü 1052 100.000 EB PHF ü 693 100.000 17 NB Gi PHF ü 380 100.000 WB Ti PHF ü 0 100.000 SB Gi PHF ü 422 100.000 EB Ti PHF ü 12 100.000 18 NB PHF ü 455 100.000 WB PHF ü 70 100.000 SB PHF ü 835 100.000 EB PHF ü 150 100.000 Intersection Leg Hourly volume (Veh/hr)Peak hour factor Peak time segment A1 NB WB 108 0.92 SecondQuarter SB 434 0.92 SecondQuarter EB 193 0.92 SecondQuarter A2 NB 364 0.92 SecondQuarter WB 104 0.92 SecondQuarter SB EB 30 0.92 SecondQuarter 10 NB Gi 555 0.92 SecondQuarter WB 858 0.92 SecondQuarter SB 1052 0.92 SecondQuarter EB 693 0.92 SecondQuarter 17 NB Gi 380 0.92 SecondQuarter WB Ti 0 0.92 SecondQuarter SB Gi 422 0.92 SecondQuarter EB Ti 12 0.92 SecondQuarter 18 NB 455 0.92 SecondQuarter WB 70 0.92 SecondQuarter SB 835 0.92 SecondQuarter EB 150 0.92 SecondQuarter Intersection 17 Demand (Veh/hr) To From NB Gi WB Ti SB Gi EB Ti NB Gi 0 0 375 5 WB Ti 0 0 0 0 SB Gi 420 0 0 2 EB Ti 10 0 2 0 Intersection A1 Demand (Veh/hr) To From NB WB SB EB NB 0 43 275 70 WB 95 0 1 12 SB 432 0 0 2 Page 5 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Vehicle Mix EB 193 0 0 0 Intersection A2 Demand (Veh/hr) To From NB WB SB EB NB 0 6 358 0 WB 0 0 104 0 SB 783 0 0 0 EB 19 2 9 0 Intersection 18 Demand (Veh/hr) To From NB WB SB EB NB 0 20 400 35 WB 55 0 5 10 SB 810 5 0 20 EB 120 10 20 0 Intersection 10 Demand (Veh/hr) To From NB Gi WB SB EB NB Gi 0 181 293 81 WB 228 0 265 365 SB 491 489 0 72 EB 26 602 65 0 Truck data entry mode PCE Factor for a Truck (PCE) Truck Percentages 2.00 Intersection 17 Heavy Vehicle % To From NB Gi WB Ti SB Gi EB Ti NB Gi 2 2 2 2 WB Ti 2 2 2 2 SB Gi 2 2 2 2 EB Ti 2 2 2 2 Intersection A1 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection A2 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 18 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 10 Heavy Vehicle % To From NB Gi WB SB EB NB Gi 2 2 2 2 WB 2 2 2 2 Page 6 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Results Results Summary for whole modelled period Main Results for each time segment 00:00 - 00:15 00:15 - 00:30 SB 2 2 2 2 EB 2 2 2 2 Intersection Leg Max V/C Ratio Max Delay (s)Max Queue (Veh) Max 95th percentile Queue (Veh) Max LOS Average Demand (Veh/hr) Total Intersection Arrivals (Veh) A1 NB 0.47 6.35 0.9 1.4 A 470 470 WB 0.14 5.03 0.2 0.5 A 108 108 SB 0.49 7.27 0.9 1.4 A 434 434 EB 0.27 6.42 0.4 1.3 A 193 193 A2 NB 0.37 5.33 0.6 2.0 A 364 364 WB 0.13 4.80 0.1 0.5 A 104 104 SB 0.73 11.87 2.5 9.6 B 719 719 EB 0.05 5.75 0.1 0.5 A 30 30 10 NB Gi 0.49 5.69 0.9 1.4 A 555 555 WB 0.36 3.10 0.6 2.1 A 858 593 SB 0.71 7.49 2.4 4.8 A 1052 1052 EB 0.63 8.10 1.7 2.1 A 693 693 17 NB Gi 0.38 5.42 0.6 1.9 A 380 380 WB Ti 0.00 0.00 0.0 ~1 A 0 0 SB Gi 0.43 5.84 0.7 1.5 A 422 422 EB Ti 0.02 4.40 0.0 0.5 A 12 12 18 NB 0.26 2.62 0.3 1.4 A 455 435 WB 0.09 4.90 0.1 0.5 A 70 70 SB 0.89 26.15 6.5 33.8 D 835 835 EB 0.28 8.71 0.4 1.4 A 150 150 Intersection Leg Total Demand (Veh/hr) Intersection demand (Veh/hr) Intersection Arrivals (Veh) Bypass demand (Veh/hr) Bypass exit flow (Veh/hr) Circulating flow (Veh/hr) Capacity (Veh/hr) V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh) Delay (s) Unsignalised level of service A1 NB 441 110 0 1077 0.410 439 674 0.0 0.7 5.615 A WB 102 25 390 867 0.117 101 49 0.0 0.1 4.696 A SB 409 102 179 981 0.417 406 312 0.0 0.7 6.237 A EB 182 45 493 812 0.224 181 92 0.0 0.3 5.694 A A2 NB 343 86 10 1072 0.320 341 685 0.0 0.5 4.917 A WB 98 24 344 892 0.110 97 7 0.0 0.1 4.527 A SB 674 168 0 1077 0.626 667 441 0.0 1.6 8.655 A EB 28 7 667 718 0.039 28 0 0.0 0.0 5.217 A 10 NB Gi 523 523 131 0 0 1083 1358 0.385 520 698 0.0 0.6 4.283 A WB 808 559 140 250 0 412 1852 0.302 557 1191 0.0 0.4 2.776 A SB 991 991 248 0 250 633 1689 0.587 985 336 0.0 1.4 5.077 A EB 653 653 163 0 0 1132 1322 0.494 649 486 0.0 1.0 5.320 A 17 NB Gi 358 89 2 1076 0.333 356 403 0.0 0.5 4.987 A WB Ti 0 0 358 884 0.000 0 0 0.0 0.0 0.000 A SB Gi 398 99 5 1075 0.370 395 353 0.0 0.6 5.281 A EB Ti 11 3 393 865 0.013 11 7 0.0 0.0 4.214 A 18 NB 429 410 102 19 0 33 1849 0.222 409 915 0.0 0.3 2.496 A WB 66 66 16 0 19 427 847 0.078 66 14 0.0 0.1 4.604 A SB 787 787 197 0 0 94 1027 0.766 774 399 0.0 3.1 13.677 B EB 141 141 35 0 0 807 643 0.220 140 61 0.0 0.3 7.149 A Intersection Leg Total Demand (Veh/hr) Intersection demand (Veh/hr) Intersection Arrivals (Veh) Bypass demand (Veh/hr) Bypass exit flow (Veh/hr) Circulating flow (Veh/hr) Capacity (Veh/hr) V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh) Delay (s) Unsignalised level of service A1 NB 511 128 0 1077 0.475 511 781 0.7 0.9 6.345 A WB 117 29 454 833 0.141 117 57 0.1 0.2 5.031 A SB 472 118 208 965 0.489 471 363 0.7 0.9 7.267 A EB 210 52 572 769 0.273 209 107 0.3 0.4 6.424 A A2 NB 396 99 12 1071 0.370 395 798 0.5 0.6 5.326 A WB 113 28 398 863 0.131 113 9 0.1 0.1 4.802 A SB 781 195 0 1077 0.725 778 511 1.6 2.5 11.872 B EB 33 8 778 659 0.050 33 0 0.0 0.1 5.750 A 10 NB Gi 603 603 151 0 0 1252 1234 0.489 602 808 0.6 0.9 5.686 A WB 933 645 161 288 0 476 1804 0.357 644 1378 0.4 0.6 3.100 A SB 1143 1143 286 0 288 732 1616 0.707 1140 388 1.4 2.4 7.491 A EB 753 753 188 0 0 1309 1192 0.632 750 562 1.0 1.7 8.104 A Page 7 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:30 - 00:45 00:45 - 01:00 Queue Variation Results for each time segment 00:00 - 00:15 17 NB Gi 413 103 2 1076 0.384 413 467 0.5 0.6 5.424 A WB Ti 0 0 415 854 0.000 0 0 0.0 0.0 0.000 A SB Gi 459 115 5 1074 0.427 458 409 0.6 0.7 5.837 A EB Ti 13 3 456 832 0.016 13 8 0.0 0.0 4.396 A 18 NB 495 473 118 22 0 38 1845 0.256 473 1057 0.3 0.3 2.623 A WB 76 76 19 0 22 494 811 0.094 76 16 0.1 0.1 4.897 A SB 908 908 227 0 0 109 1019 0.891 894 462 3.1 6.5 26.150 D EB 163 163 41 0 0 932 576 0.283 163 70 0.3 0.4 8.708 A Intersection Leg Total Demand (Veh/hr) Intersection demand (Veh/hr) Intersection Arrivals (Veh) Bypass demand (Veh/hr) Bypass exit flow (Veh/hr) Circulating flow (Veh/hr) Capacity (Veh/hr) V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh) Delay (s) Unsignalised level of service A1 NB 485 121 0 1077 0.450 485 741 0.9 0.8 6.086 A WB 111 28 431 845 0.132 111 54 0.2 0.2 4.907 A SB 447 112 198 971 0.460 447 345 0.9 0.9 6.879 A EB 199 50 543 785 0.253 199 102 0.4 0.3 6.142 A A2 NB 375 94 11 1071 0.350 375 762 0.6 0.5 5.173 A WB 107 27 378 874 0.122 107 8 0.1 0.1 4.695 A SB 741 185 0 1077 0.688 742 485 2.5 2.3 10.800 B EB 31 8 742 678 0.046 31 0 0.1 0.0 5.566 A 10 NB Gi 571 571 143 0 0 1191 1278 0.447 572 767 0.9 0.8 5.098 A WB 883 610 153 273 0 452 1822 0.335 610 1311 0.6 0.5 2.971 A SB 1082 1082 271 0 273 694 1644 0.658 1084 369 2.4 2.0 6.444 A EB 713 713 178 0 0 1245 1239 0.575 714 533 1.7 1.4 6.872 A 17 NB Gi 391 98 2 1076 0.363 391 443 0.6 0.6 5.258 A WB Ti 0 0 393 865 0.000 0 0 0.0 0.0 0.000 A SB Gi 434 109 5 1074 0.404 434 388 0.7 0.7 5.627 A EB Ti 12 3 432 844 0.015 12 7 0.0 0.0 4.326 A 18 NB 468 448 112 21 0 36 1846 0.242 448 1017 0.3 0.3 2.575 A WB 72 72 18 0 21 468 825 0.087 72 15 0.1 0.1 4.780 A SB 859 859 215 0 0 103 1022 0.841 862 437 6.5 5.8 23.240 C EB 154 154 39 0 0 898 594 0.260 154 67 0.4 0.4 8.199 A Intersection Leg Total Demand (Veh/hr) Intersection demand (Veh/hr) Intersection Arrivals (Veh) Bypass demand (Veh/hr) Bypass exit flow (Veh/hr) Circulating flow (Veh/hr) Capacity (Veh/hr) V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh) Delay (s) Unsignalised level of service A1 NB 444 111 0 1077 0.412 445 679 0.8 0.7 5.697 A WB 102 25 395 864 0.118 102 49 0.2 0.1 4.722 A SB 409 102 181 980 0.417 409 316 0.9 0.7 6.318 A EB 182 45 497 810 0.225 182 93 0.3 0.3 5.739 A A2 NB 343 86 10 1071 0.320 343 699 0.5 0.5 4.946 A WB 98 24 346 891 0.110 98 8 0.1 0.1 4.540 A SB 679 170 0 1077 0.630 681 444 2.3 1.7 9.143 A EB 28 7 681 711 0.040 28 0 0.0 0.0 5.276 A 10 NB Gi 523 523 131 0 0 1091 1352 0.387 524 703 0.8 0.6 4.351 A WB 808 559 140 250 0 414 1850 0.302 559 1201 0.5 0.4 2.790 A SB 991 991 248 0 250 635 1687 0.587 993 338 2.0 1.4 5.203 A EB 653 653 163 0 0 1140 1316 0.496 654 488 1.4 1.0 5.451 A 17 NB Gi 358 89 2 1076 0.333 358 405 0.6 0.5 5.017 A WB Ti 0 0 360 883 0.000 0 0 0.0 0.0 0.000 A SB Gi 398 99 5 1075 0.370 398 355 0.7 0.6 5.325 A EB Ti 11 3 396 864 0.013 11 7 0.0 0.0 4.221 A 18 NB 429 410 102 19 0 33 1848 0.222 410 937 0.3 0.3 2.504 A WB 66 66 16 0 19 429 846 0.078 66 14 0.1 0.1 4.615 A SB 787 787 197 0 0 94 1026 0.766 796 401 5.8 3.5 16.184 C EB 141 141 35 0 0 829 631 0.224 142 61 0.4 0.3 7.358 A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker A1 NB 0.69 0.21 0.93 1.39 1.44 N/A N/A WB 0.13 0.00 0.00 0.13 0.13 N/A N/A SB 0.71 0.21 0.93 1.39 1.44 N/A N/A EB 0.29 0.00 0.00 0.29 0.29 N/A N/A A2 NB 0.47 0.00 0.00 0.47 0.47 N/A N/A WB 0.12 0.00 0.00 0.12 0.12 N/A N/A SB 1.63 0.08 1.09 3.57 4.90 N/A N/A EB 0.04 0.03 0.25 0.45 0.48 N/A N/A NB Gi 0.62 0.10 0.83 1.37 1.43 N/A N/A Page 8 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:15 - 00:30 00:30 - 00:45 00:45 - 01:00 10 WB 0.43 0.00 0.00 0.43 0.43 N/A N/A SB 1.40 0.06 0.75 3.27 4.77 N/A N/A EB 0.96 0.08 0.86 1.67 2.05 N/A N/A 17 NB Gi 0.49 0.00 0.00 0.49 0.49 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.58 0.55 1.00 1.40 1.45 N/A N/A EB Ti 0.01 0.01 0.25 0.45 0.48 N/A N/A 18 NB 0.28 0.00 0.00 0.28 0.28 N/A N/A WB 0.08 0.03 0.26 0.46 0.49 N/A N/A SB 3.07 0.08 1.37 7.88 11.50 N/A N/A EB 0.28 0.00 0.00 0.28 0.28 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker A1 NB 0.89 0.03 0.26 0.89 0.89 N/A N/A WB 0.16 0.03 0.26 0.46 0.49 N/A N/A SB 0.94 0.03 0.26 0.94 0.94 N/A N/A EB 0.37 0.03 0.25 0.46 0.48 N/A N/A A2 NB 0.58 0.03 0.25 0.58 0.58 N/A N/A WB 0.15 0.03 0.26 0.46 0.49 N/A N/A SB 2.53 0.03 0.29 2.53 9.59 N/A N/A EB 0.05 0.03 0.26 0.46 0.49 N/A N/A 10 NB Gi 0.95 0.03 0.26 0.95 0.95 N/A N/A WB 0.55 0.03 0.25 0.55 0.55 N/A N/A SB 2.35 0.03 0.27 2.35 3.98 N/A N/A EB 1.68 0.03 0.27 1.68 1.68 N/A N/A 17 NB Gi 0.62 0.03 0.25 0.62 0.62 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.74 0.03 0.25 0.74 0.74 N/A N/A EB Ti 0.02 0.00 0.00 0.02 0.02 N/A N/A 18 NB 0.34 0.03 0.25 0.45 0.48 N/A N/A WB 0.10 0.03 0.26 0.46 0.49 N/A N/A SB 6.54 0.05 0.47 18.61 33.80 N/A N/A EB 0.39 0.03 0.26 0.46 0.48 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker A1 NB 0.83 0.03 0.27 0.83 1.25 N/A N/A WB 0.15 0.03 0.25 0.45 0.48 N/A N/A SB 0.86 0.03 0.27 0.86 1.25 N/A N/A EB 0.34 0.03 0.30 1.16 1.32 N/A N/A A2 NB 0.54 0.03 0.28 0.60 1.96 N/A N/A WB 0.14 0.03 0.25 0.45 0.48 N/A N/A SB 2.27 0.03 0.27 2.27 2.27 N/A N/A EB 0.05 0.00 0.00 0.05 0.05 N/A N/A 10 NB Gi 0.82 0.03 0.27 0.82 1.20 N/A N/A WB 0.51 0.03 0.28 0.93 2.10 N/A N/A SB 1.96 0.03 0.26 1.96 1.96 N/A N/A EB 1.38 0.03 0.26 1.38 1.38 N/A N/A 17 NB Gi 0.58 0.03 0.28 0.58 1.87 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.68 0.03 0.27 0.68 1.33 N/A N/A EB Ti 0.01 0.00 0.00 0.01 0.01 N/A N/A 18 NB 0.32 0.03 0.31 1.12 1.41 N/A N/A WB 0.10 0.00 0.00 0.10 0.10 N/A N/A SB 5.78 0.03 0.32 7.28 27.87 N/A N/A EB 0.36 0.03 0.30 1.17 1.43 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker A1 NB 0.71 0.28 0.95 1.39 1.45 N/A N/A WB 0.13 0.00 0.00 0.13 0.13 N/A N/A SB 0.72 0.18 0.92 1.39 1.44 N/A N/A EB 0.29 0.00 0.00 0.29 0.29 N/A N/A A2 NB 0.47 0.00 0.00 0.47 0.47 N/A N/A WB 0.12 0.00 0.00 0.12 0.12 N/A N/A SB 1.75 0.05 0.71 4.43 6.67 N/A N/A EB 0.04 0.00 0.00 0.04 0.04 N/A N/A 10 NB Gi 0.64 0.21 0.93 1.39 1.44 N/A N/A WB 0.43 0.00 0.00 0.43 0.43 N/A N/A SB 1.44 0.08 1.04 2.95 4.03 N/A N/A EB 1.00 0.10 0.94 1.61 1.93 N/A N/A 17 NB Gi 0.50 0.50 1.00 1.40 1.45 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.59 0.55 1.00 1.40 1.45 N/A N/A EB Ti 0.01 0.00 0.00 0.01 0.01 N/A N/A NB 0.29 0.00 0.00 0.29 0.29 N/A N/A Page 9 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Accident Prediction Accident Prediction Options Accident Parameters Accident Flows Accident Leg Results 18 WB 0.08 0.00 0.00 0.08 0.08 N/A N/A SB 3.49 0.04 0.36 8.28 18.75 N/A N/A EB 0.29 0.00 0.00 0.29 0.29 N/A N/A Intersection Accident prediction type Intersection Environment Central Island Diameter (ft) A1 None 13.12 A2 None 13.12 10 None 13.12 17 Simple (M0)Urban 60.00 18 None 13.12 Intersection Leg Use geometries from capacity?Entry path radius (ft)Approach radius (ft)Angle to next leg (Deg)Yellow bars A1 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 A2 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 10 NB Gi ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 17 NB Gi ü 0.00 0.00 40.00 WB Ti ü 0.00 0.00 40.00 SB Gi ü 0.00 0.00 40.00 EB Ti ü 0.00 0.00 40.00 18 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 Intersection Leg Total entry flow (AADT x 1000) Total exit flow (AADT x 1000) Total circulating flow (AADT x 1000) Motorcycles entry flow (AADT x 1000) Motorcycles exit flow (AADT x 1000) Motorcycles circulating flow (AADT x 1000) Pedestrian flow (peds x 1000) A1 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 A2 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 10 NB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 17 NB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Intersection Leg Entering circulating (Accidents/year) Approaching (Accidents/year) Single vehicle (Accidents/year) Other vehicle (Accidents/year) TOTAL VEHICLE (Accidents/year) TOTAL PEDESTRIAN (Accidents/year) TOTAL (Accidents/year) Vehicle accidents index Pedestrian accidents index A1 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 A2 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 NB Gi 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Page 10 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 10 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 17 NB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Page 11 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 2045, PM Data Errors and Warnings Intersection Network Intersections Intersection Network Traffic Demand Demand Set Details Linked Leg Data Demand overview (Traffic) Peak Hour Factor Data (Traffic) Severity Area Item Description Warning Geometry Intersection 18 - Leg NB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg NB Gi - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg WB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg SB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Geometry Intersection 10 - Leg EB - Roundabout Geometry Effective flare length is over 100ft, which is outside the normal range. Treat capacities with increasing caution. Warning Safety Intersection 17 - Leg NB Gi - Accident Parameters Roundabout accident prediction: Angles between legs expected to sum to 360 degrees. Warning Linked Roundabout Intersection A1 - Leg NB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Linked junctions Intersection A1 U-turns on linked legs may cause sporadic locking up of intersections and/or unreliable results. Warning Linked Roundabout Intersection A2 - Leg SB If the distance between linked intersections is small, results should be treated with caution. The linked intersections will be modelled as separate intersections, but the real behaviour may be that of a complex system with interactions that cannot be modelled. Warning Queue variations Analysis Options Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high. Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay (s)Intersection LOS A1 North Fiddle Standard Roundabout NB, WB, SB, EB 20.13 C A2 South Fiddle Standard Roundabout NB, WB, SB, EB 15.60 C 10 Mtn Vista Standard Roundabout NB Gi, WB, SB, EB 8.32 A 17 untitled Standard Roundabout NB Gi, WB Ti, SB Gi, EB Ti 7.89 A 18 untitled Standard Roundabout NB, WB, SB, EB 6.51 A Driving side Lighting Network residual capacity (%)First leg reaching threshold Network delay (s)Network LOS Right Normal/unknown 1 Intersection A1 -Leg NB 10.85 B ID Scenario name Time Period name Traffic profile type Start time (HH:mm)Finish time (HH:mm)Time segment length (min)Run automatically D2 2045 PM PHF 00:00 01:00 15 ü Intersection Leg Feeding Intersection Feeding Leg Link Type Flow source Uniform flow (Veh/hr)Flow multiplier (%)Internal storage space (PCE) A1 NB A2 SB Simple (vertical queueing)Normal 0 100.00 A2 SB A1 NB Simple (vertical queueing)Normal 0 100.00 Intersection Leg Linked leg Profile type Use O-D data Average Demand (Veh/hr)Scaling Factor (%) A1 NB ü WB PHF ü 73 100.000 SB PHF ü 307 100.000 EB PHF ü 118 100.000 A2 NB PHF ü 846 100.000 WB PHF ü 63 100.000 SB ü EB PHF ü 31 100.000 10 NB Gi PHF ü 984 100.000 WB PHF ü 1338 100.000 SB PHF ü 737 100.000 EB PHF ü 696 100.000 17 NB Gi PHF ü 640 100.000 WB Ti PHF ü 0 100.000 SB Gi PHF ü 297 100.000 EB Ti PHF ü 7 100.000 18 NB PHF ü 1125 100.000 WB PHF ü 45 100.000 SB PHF ü 545 100.000 EB PHF ü 80 100.000 Page 12 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Origin-Destination Data Vehicle Mix Intersection Leg Hourly volume (Veh/hr)Peak hour factor Peak time segment A1 NB WB 73 0.92 SecondQuarter SB 307 0.92 SecondQuarter EB 118 0.92 SecondQuarter A2 NB 846 0.92 SecondQuarter WB 63 0.92 SecondQuarter SB EB 31 0.92 SecondQuarter 10 NB Gi 984 0.92 SecondQuarter WB 1338 0.92 SecondQuarter SB 737 0.92 SecondQuarter EB 696 0.92 SecondQuarter 17 NB Gi 640 0.92 SecondQuarter WB Ti 0 0.92 SecondQuarter SB Gi 297 0.92 SecondQuarter EB Ti 7 0.92 SecondQuarter 18 NB 1125 0.92 SecondQuarter WB 45 0.92 SecondQuarter SB 545 0.92 SecondQuarter EB 80 0.92 SecondQuarter Intersection 17 Demand (Veh/hr) To From NB Gi WB Ti SB Gi EB Ti NB Gi 0 0 630 10 WB Ti 0 0 0 0 SB Gi 295 0 0 2 EB Ti 5 0 2 0 Intersection A1 Demand (Veh/hr) To From NB WB SB EB NB 70 69 583 205 WB 64 0 1 8 SB 305 0 0 2 EB 118 0 0 0 Intersection A2 Demand (Veh/hr) To From NB WB SB EB NB 0 16 830 0 WB 0 0 63 0 SB 518 6 0 27 EB 12 2 17 0 Intersection 18 Demand (Veh/hr) To From NB WB SB EB NB 0 55 960 110 WB 30 0 5 10 SB 515 5 0 25 EB 45 10 25 0 Intersection 10 Demand (Veh/hr) To From NB Gi WB SB EB NB Gi 0 226 661 97 WB 291 0 393 654 SB 409 252 0 76 EB 20 494 182 0 Truck data entry mode PCE Factor for a Truck (PCE) Truck Percentages 2.00 Intersection 17 Heavy Vehicle % To NB Gi WB Ti SB Gi EB Ti Page 13 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Results Results Summary for whole modelled period Main Results for each time segment 00:00 - 00:15 From NB Gi 2 2 2 2 WB Ti 2 2 2 2 SB Gi 2 2 2 2 EB Ti 2 2 2 2 Intersection A1 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection A2 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 18 Heavy Vehicle % To From NB WB SB EB NB 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection 10 Heavy Vehicle % To From NB Gi WB SB EB NB Gi 2 2 2 2 WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Intersection Leg Max V/C Ratio Max Delay (s)Max Queue (Veh) Max 95th percentile Queue (Veh) Max LOS Average Demand (Veh/hr) Total Intersection Arrivals (Veh) A1 NB 0.91 27.73 7.5 39.4 D 907 907 WB 0.13 6.94 0.2 0.5 A 73 73 SB 0.38 6.56 0.6 2.0 A 307 307 EB 0.16 5.18 0.2 0.5 A 118 118 A2 NB 0.87 21.93 5.5 29.8 C 846 846 WB 0.12 6.93 0.1 0.5 A 63 63 SB 0.56 7.52 1.2 1.7 A 554 554 EB 0.04 4.89 0.0 0.5 A 31 31 10 NB Gi 0.76 10.11 3.0 10.9 B 984 984 WB 0.73 9.25 2.6 7.6 A 1338 945 SB 0.60 6.80 1.5 1.9 A 737 737 EB 0.54 5.60 1.2 1.5 A 696 696 17 NB Gi 0.65 9.36 1.8 3.5 A 640 640 WB Ti 0.00 0.00 0.0 ~1 A 0 0 SB Gi 0.30 4.81 0.4 1.8 A 297 297 EB Ti 0.01 4.01 0.0 0.5 A 7 7 18 NB 0.63 5.28 1.7 3.3 A 1125 1070 WB 0.11 9.26 0.1 0.5 A 45 45 SB 0.60 8.99 1.5 2.2 A 545 545 EB 0.11 5.38 0.1 0.5 A 80 80 Intersection Leg Total Demand (Veh/hr) Intersection demand (Veh/hr) Intersection Arrivals (Veh) Bypass demand (Veh/hr) Bypass exit flow (Veh/hr) Circulating flow (Veh/hr) Capacity (Veh/hr) V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh) Delay (s) Unsignalised level of service Page 14 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:15 - 00:30 00:30 - 00:45 00:45 - 01:00 A1 NB 846 211 0 1077 0.785 832 519 0.0 3.4 14.013 B WB 69 17 770 663 0.104 68 62 0.0 0.1 6.054 A SB 289 72 314 908 0.319 287 524 0.0 0.5 5.783 A EB 111 28 408 857 0.130 111 193 0.0 0.1 4.813 A A2 NB 797 199 23 1064 0.749 786 495 0.0 2.8 12.457 B WB 59 15 787 654 0.091 59 22 0.0 0.1 6.049 A SB 519 130 0 1077 0.482 515 846 0.0 0.9 6.366 A EB 29 7 490 813 0.036 29 25 0.0 0.0 4.589 A 10 NB Gi 927 927 232 0 0 870 1515 0.612 921 674 0.0 1.6 5.999 A WB 1260 890 223 370 0 880 1507 0.591 885 911 0.0 1.4 5.729 A SB 694 694 174 0 370 975 1437 0.483 691 789 0.0 0.9 4.799 A EB 656 656 164 0 0 892 1499 0.437 653 774 0.0 0.8 4.239 A 17 NB Gi 603 151 2 1076 0.560 598 281 0.0 1.3 7.452 A WB Ti 0 0 600 754 0.000 0 0 0.0 0.0 0.000 A SB Gi 280 70 9 1072 0.261 278 590 0.0 0.4 4.529 A EB Ti 7 2 277 928 0.007 7 11 0.0 0.0 3.905 A 18 NB 1060 1008 252 52 0 37 1845 0.546 1003 551 0.0 1.2 4.252 A WB 42 42 11 0 52 1027 525 0.081 42 14 0.0 0.1 7.455 A SB 513 513 128 0 0 141 1001 0.513 509 928 0.0 1.0 7.252 A EB 75 75 19 0 0 514 801 0.094 75 136 0.0 0.1 4.960 A Intersection Leg Total Demand (Veh/hr) Intersection demand (Veh/hr) Intersection Arrivals (Veh) Bypass demand (Veh/hr) Bypass exit flow (Veh/hr) Circulating flow (Veh/hr) Capacity (Veh/hr) V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh) Delay (s) Unsignalised level of service A1 NB 978 245 0 1077 0.908 962 601 3.4 7.5 27.725 D WB 79 20 890 598 0.133 79 72 0.1 0.2 6.937 A SB 334 83 363 881 0.379 333 606 0.5 0.6 6.558 A EB 128 32 473 823 0.156 128 224 0.1 0.2 5.182 A A2 NB 920 230 27 1062 0.866 909 577 2.8 5.5 21.932 C WB 68 17 910 587 0.117 68 26 0.1 0.1 6.934 A SB 601 150 0 1077 0.558 600 978 0.9 1.2 7.521 A EB 34 8 570 770 0.044 34 29 0.0 0.0 4.888 A 10 NB Gi 1070 1070 267 0 0 1006 1414 0.756 1064 780 1.6 3.0 10.105 B WB 1454 1027 257 427 0 1017 1407 0.730 1022 1053 1.4 2.6 9.254 A SB 801 801 200 0 427 1127 1326 0.604 799 912 0.9 1.5 6.804 A EB 757 757 189 0 0 1031 1396 0.542 755 895 0.8 1.2 5.601 A 17 NB Gi 696 174 2 1076 0.647 694 326 1.3 1.8 9.359 A WB Ti 0 0 696 703 0.000 0 0 0.0 0.0 0.000 A SB Gi 323 81 11 1071 0.301 323 685 0.4 0.4 4.805 A EB Ti 8 2 320 905 0.008 8 13 0.0 0.0 4.012 A 18 NB 1223 1163 291 60 0 43 1841 0.632 1161 640 1.2 1.7 5.278 A WB 49 49 12 0 60 1188 438 0.112 49 16 0.1 0.1 9.257 A SB 592 592 148 0 0 163 990 0.599 591 1074 1.0 1.5 8.986 A EB 87 87 22 0 0 596 756 0.115 87 157 0.1 0.1 5.377 A Intersection Leg Total Demand (Veh/hr) Intersection demand (Veh/hr) Intersection Arrivals (Veh) Bypass demand (Veh/hr) Bypass exit flow (Veh/hr) Circulating flow (Veh/hr) Capacity (Veh/hr) V/C Ratio Throughput (Veh/hr) Throughput (exit side) (Veh/hr) Start queue (Veh) End queue (Veh) Delay (s) Unsignalised level of service A1 NB 939 235 0 1077 0.872 940 572 7.5 7.3 26.849 D WB 75 19 870 609 0.123 75 70 0.2 0.1 6.747 A SB 316 79 353 887 0.356 316 592 0.6 0.6 6.305 A EB 121 30 451 834 0.146 121 218 0.2 0.2 5.051 A A2 NB 871 218 26 1063 0.819 873 551 5.5 4.9 19.328 C WB 65 16 874 607 0.107 65 25 0.1 0.1 6.646 A SB 572 143 0 1077 0.531 573 939 1.2 1.2 7.146 A EB 32 8 545 784 0.041 32 28 0.0 0.0 4.786 A 10 NB Gi 1013 1013 253 0 0 956 1452 0.698 1015 742 3.0 2.4 8.292 A WB 1377 972 243 404 0 969 1442 0.674 974 1001 2.6 2.1 7.737 A SB 758 758 190 0 404 1074 1364 0.556 759 869 1.5 1.3 5.960 A EB 716 716 179 0 0 981 1433 0.500 717 853 1.2 1.0 5.032 A 17 NB Gi 659 165 2 1076 0.612 659 309 1.8 1.6 8.655 A WB Ti 0 0 661 721 0.000 0 0 0.0 0.0 0.000 A SB Gi 306 76 10 1072 0.285 306 651 0.4 0.4 4.701 A EB Ti 7 2 304 914 0.008 7 12 0.0 0.0 3.972 A 18 NB 1158 1101 275 57 0 41 1843 0.598 1102 608 1.7 1.5 4.866 A WB 46 46 12 0 57 1127 470 0.098 46 15 0.1 0.1 8.492 A SB 561 561 140 0 0 154 994 0.564 561 1019 1.5 1.3 8.336 A EB 82 82 21 0 0 567 772 0.107 82 149 0.1 0.1 5.218 A Total Intersection Intersection Bypass Bypass Circulating Capacity V/C Throughput Throughput Start End Unsignalised Page 15 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Queue Variation Results for each time segment 00:00 - 00:15 00:15 - 00:30 00:30 - 00:45 Intersection Leg Demand (Veh/hr) demand (Veh/hr) Arrivals (Veh) demand (Veh/hr) exit flow (Veh/hr) flow (Veh/hr) (Veh/hr)Ratio (Veh/hr)(exit side) (Veh/hr) queue (Veh) queue (Veh)Delay (s)level of service A1 NB 864 216 0 1077 0.802 876 525 7.3 4.4 18.786 C WB 69 17 811 641 0.107 69 65 0.1 0.1 6.293 A SB 289 72 328 901 0.321 290 552 0.6 0.5 5.894 A EB 111 28 414 854 0.130 111 203 0.2 0.2 4.845 A A2 NB 797 199 24 1064 0.749 804 506 4.9 3.1 14.168 B WB 59 15 805 644 0.092 59 23 0.1 0.1 6.160 A SB 525 131 0 1077 0.488 526 864 1.2 1.0 6.545 A EB 29 7 500 808 0.036 29 26 0.0 0.0 4.623 A 10 NB Gi 927 927 232 0 0 875 1511 0.614 930 680 2.4 1.6 6.230 A WB 1260 890 223 370 0 888 1501 0.593 893 917 2.1 1.5 5.941 A SB 694 694 174 0 370 984 1431 0.485 696 796 1.3 1.0 4.907 A EB 656 656 164 0 0 899 1494 0.439 657 781 1.0 0.8 4.305 A 17 NB Gi 603 151 2 1076 0.560 604 283 1.6 1.3 7.652 A WB Ti 0 0 606 751 0.000 0 0 0.0 0.0 0.000 A SB Gi 280 70 9 1072 0.261 280 597 0.4 0.4 4.547 A EB Ti 7 2 278 927 0.007 7 11 0.0 0.0 3.909 A 18 NB 1060 1008 252 52 0 38 1845 0.546 1009 557 1.5 1.2 4.312 A WB 42 42 11 0 52 1033 521 0.081 42 14 0.1 0.1 7.521 A SB 513 513 128 0 0 141 1001 0.513 514 934 1.3 1.1 7.414 A EB 75 75 19 0 0 519 798 0.094 75 137 0.1 0.1 4.986 A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker A1 NB 3.40 0.08 1.41 8.88 13.03 N/A N/A WB 0.11 0.00 0.00 0.11 0.11 N/A N/A SB 0.46 0.00 0.00 0.46 0.46 N/A N/A EB 0.15 0.00 0.00 0.15 0.15 N/A N/A A2 NB 2.82 0.07 1.29 7.19 10.48 N/A N/A WB 0.10 0.03 0.25 0.45 0.48 N/A N/A SB 0.92 0.14 0.95 1.10 1.57 N/A N/A EB 0.04 0.03 0.25 0.45 0.48 N/A N/A 10 NB Gi 1.55 0.05 0.68 3.80 5.70 N/A N/A WB 1.42 0.06 0.74 3.35 4.88 N/A N/A SB 0.92 0.08 0.86 1.52 1.88 N/A N/A EB 0.77 0.10 0.85 1.42 1.50 N/A N/A 17 NB Gi 1.25 0.10 1.05 2.23 2.90 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.35 0.00 0.00 0.35 0.35 N/A N/A EB Ti 0.01 0.01 0.25 0.45 0.48 N/A N/A 18 NB 1.19 0.07 0.88 2.41 3.28 N/A N/A WB 0.09 0.03 0.25 0.45 0.48 N/A N/A SB 1.03 0.12 0.99 1.60 1.90 N/A N/A EB 0.10 0.03 0.25 0.45 0.48 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker A1 NB 7.53 0.05 0.79 21.82 37.56 N/A N/A WB 0.15 0.03 0.26 0.46 0.49 N/A N/A SB 0.60 0.03 0.25 0.60 0.60 N/A N/A EB 0.18 0.03 0.26 0.46 0.48 N/A N/A A2 NB 5.51 0.04 0.40 14.48 29.78 N/A N/A WB 0.13 0.03 0.26 0.46 0.49 N/A N/A SB 1.24 0.03 0.26 1.24 1.24 N/A N/A EB 0.05 0.03 0.25 0.46 0.48 N/A N/A 10 NB Gi 2.97 0.03 0.29 2.97 10.85 N/A N/A WB 2.61 0.03 0.28 2.61 7.64 N/A N/A SB 1.50 0.03 0.26 1.50 1.50 N/A N/A EB 1.17 0.03 0.26 1.17 1.17 N/A N/A 17 NB Gi 1.78 0.03 0.27 1.78 2.98 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.43 0.03 0.25 0.46 0.48 N/A N/A EB Ti 0.01 0.00 0.00 0.01 0.01 N/A N/A 18 NB 1.69 0.03 0.26 1.69 1.69 N/A N/A WB 0.12 0.03 0.26 0.47 0.49 N/A N/A SB 1.46 0.03 0.27 1.46 1.46 N/A N/A EB 0.13 0.03 0.26 0.46 0.49 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker NB 7.29 0.03 0.35 14.26 39.38 N/A N/A Page 16 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 00:45 - 01:00 Accident Prediction Accident Prediction Options Accident Parameters A1 WB 0.14 0.03 0.25 0.45 0.48 N/A N/A SB 0.56 0.03 0.28 0.61 2.01 N/A N/A EB 0.17 0.03 0.25 0.45 0.48 N/A N/A A2 NB 4.85 0.03 0.30 4.85 19.29 N/A N/A WB 0.12 0.03 0.25 0.45 0.48 N/A N/A SB 1.15 0.03 0.26 1.15 1.15 N/A N/A EB 0.04 0.00 0.00 0.04 0.04 N/A N/A 10 NB Gi 2.37 0.03 0.26 2.37 2.37 N/A N/A WB 2.12 0.03 0.26 2.12 2.12 N/A N/A SB 1.27 0.03 0.26 1.27 1.27 N/A N/A EB 1.01 0.03 0.26 1.01 1.01 N/A N/A 17 NB Gi 1.61 0.03 0.26 1.61 1.61 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.40 0.03 0.30 1.19 1.75 N/A N/A EB Ti 0.01 0.00 0.00 0.01 0.01 N/A N/A 18 NB 1.50 0.03 0.26 1.50 1.50 N/A N/A WB 0.11 0.03 0.25 0.45 0.48 N/A N/A SB 1.32 0.03 0.26 1.32 1.32 N/A N/A EB 0.12 0.03 0.25 0.45 0.48 N/A N/A Intersection Leg Mean (Veh) Q05 (Veh) Q50 (Veh) Q90 (Veh) Q95 (Veh) Percentile message Marker message Probability of reaching or exceeding marker Probability of exactly reaching marker A1 NB 4.38 0.04 0.36 10.23 23.83 N/A N/A WB 0.12 0.00 0.00 0.12 0.12 N/A N/A SB 0.48 0.00 0.00 0.48 0.48 N/A N/A EB 0.15 0.00 0.00 0.15 0.15 N/A N/A A2 NB 3.14 0.04 0.37 7.98 16.72 N/A N/A WB 0.10 0.00 0.00 0.10 0.10 N/A N/A SB 0.96 0.16 0.98 1.27 1.67 N/A N/A EB 0.04 0.00 0.00 0.04 0.04 N/A N/A 10 NB Gi 1.62 0.06 0.73 3.94 5.89 N/A N/A WB 1.48 0.06 0.88 3.38 4.82 N/A N/A SB 0.95 0.14 0.97 1.29 1.69 N/A N/A EB 0.79 0.28 0.95 1.40 1.45 N/A N/A 17 NB Gi 1.30 0.08 1.00 2.58 3.48 N/A N/A WB Ti 0.00 0.00 0.00 0.00 0.00 N/A N/A SB Gi 0.36 0.00 0.00 0.36 0.36 N/A N/A EB Ti 0.01 0.00 0.00 0.01 0.01 N/A N/A 18 NB 1.22 0.18 1.13 1.82 2.18 N/A N/A WB 0.09 0.00 0.00 0.09 0.09 N/A N/A SB 1.07 0.10 0.98 1.77 2.20 N/A N/A EB 0.10 0.00 0.00 0.10 0.10 N/A N/A Intersection Accident prediction type Intersection Environment Central Island Diameter (ft) A1 None 13.12 A2 None 13.12 10 None 13.12 17 Simple (M0)Urban 60.00 18 None 13.12 Intersection Leg Use geometries from capacity?Entry path radius (ft)Approach radius (ft)Angle to next leg (Deg)Yellow bars A1 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 A2 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 10 NB Gi ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 17 NB Gi ü 0.00 0.00 40.00 WB Ti ü 0.00 0.00 40.00 SB Gi ü 0.00 0.00 40.00 EB Ti ü 0.00 0.00 40.00 18 NB ü 0.00 0.00 40.00 WB ü 0.00 0.00 40.00 SB ü 0.00 0.00 40.00 EB ü 0.00 0.00 40.00 Page 17 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... Accident Flows Accident Leg Results Intersection Leg Total entry flow (AADT x 1000) Total exit flow (AADT x 1000) Total circulating flow (AADT x 1000) Motorcycles entry flow (AADT x 1000) Motorcycles exit flow (AADT x 1000) Motorcycles circulating flow (AADT x 1000) Pedestrian flow (peds x 1000) A1 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 A2 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 10 NB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 17 NB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Intersection Leg Entering circulating (Accidents/year) Approaching (Accidents/year) Single vehicle (Accidents/year) Other vehicle (Accidents/year) TOTAL VEHICLE (Accidents/year) TOTAL PEDESTRIAN (Accidents/year) TOTAL (Accidents/year) Vehicle accidents index Pedestrian accidents index A1 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 A2 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 10 NB Gi 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 17 NB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 SB Gi 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB Ti 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Page 18 of 18 4/9/2024file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... SITE LAYOUT Site: 101 [Mtn Vista at Giddings AM (Site Folder: General)] New Site Site Category: (None) Roundabout Layout pictures are schematic functional drawings reflecting input data. They are not design drawings. SIDRA INTERSECTION 9.1 |Copyright © 2000-2022 Akcelik and Associates Pty Ltd |sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC | Licence: NETWORK / Enterprise Level 2 |Created: Tuesday, April 9, 2024 4:58:26 PM Project: Not Saved MOVEMENT SUMMARY Site: 101 [Mtn Vista at Giddings AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.1.200 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: RoadName 3 L2 All MCs 88 2.0 88 2.0 0.486 21.2 LOS C 2.0 50.9 0.81 1.00 1.11 29.5 8 T1 All MCs 318 2.0 318 2.0 0.486 14.3 LOS B 2.0 50.9 0.80 0.97 1.09 31.2 18 R2 All MCs 197 2.0 197 2.0 0.414 12.1 LOS B 1.6 41.4 0.75 0.92 0.96 32.0 Approach 603 2.0 603 2.0 0.486 14.6 LOS B 2.0 50.9 0.79 0.96 1.05 31.2 East: RoadName 1 L2 All MCs 248 2.0 248 2.0 0.510 13.2 LOS B 2.9 74.4 0.65 0.75 0.75 32.5 6 T1 All MCs 397 2.0 397 2.0 0.510 7.7 LOS A 3.0 76.2 0.65 0.71 0.74 33.8 16 R2 All MCs 288 2.0 288 2.0 0.510 6.5 LOS A 3.0 76.2 0.64 0.67 0.72 34.5 Approach 933 2.0 933 2.0 0.510 8.8 LOS A 3.0 76.2 0.65 0.71 0.74 33.6 North: RoadName 7 L2 All MCs 532 2.0 532 2.0 0.833 22.9 LOS C 8.0 202.6 0.93 1.16 1.74 28.0 4 T1 All MCs 534 2.0 534 2.0 0.833 15.7 LOS C 8.1 205.3 0.93 1.12 1.70 30.9 14 R2 All MCs 78 2.0 78 2.0 0.833 15.6 LOS C 8.1 205.3 0.93 1.12 1.70 30.7 Approach 1143 2.0 1143 2.0 0.833 19.0 LOS C 8.1 205.3 0.93 1.14 1.72 29.4 West: RoadName 5 L2 All MCs 71 2.0 71 2.0 0.951 45.7 LOS E 9.0 229.0 0.98 1.52 2.96 22.8 2 T1 All MCs 654 2.0 654 2.0 0.951 37.6 LOS E 9.4 238.9 0.98 1.53 2.98 23.8 12 R2 All MCs 28 2.0 28 2.0 0.951 35.7 LOS E 9.4 238.9 0.98 1.54 2.99 24.2 Approach 753 2.0 753 2.0 0.951 38.3 LOS E 9.4 238.9 0.98 1.53 2.98 23.7 All Vehicles 3433 2.0 3433 2.0 0.951 19.7 LOS C 9.4 238.9 0.84 1.08 1.61 29.1 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: SIDRA Standard (Control Delay: Geometric Delay is included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC | Licence: NETWORK / Enterprise Level 2 |Processed: Tuesday, April 9, 2024 4:58:32 PM Project: Not Saved SITE LAYOUT Site: 10 [Mtn Vista at Giddings PM (Site Folder: General)] Mountain Vista at Giddings Site Category: Proposed Design 1 Roundabout Layout pictures are schematic functional drawings reflecting input data. They are not design drawings. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC | Licence: NETWORK / Enterprise Level 2 |Created: Tuesday, April 9, 2024 4:49:48 PM Project: Not Saved MOVEMENT SUMMARY Site: 10 [Mtn Vista at Giddings PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.1.200 Mountain Vista at Giddings Site Category: Proposed Design 1 Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: RoadName 3 L2 All MCs 105 2.0 105 2.0 0.779 24.5 LOS C 5.4 136.4 0.88 1.16 1.64 28.7 8 T1 All MCs 718 2.0 718 2.0 0.779 17.6 LOS C 5.4 138.3 0.87 1.14 1.61 29.9 18 R2 All MCs 246 2.0 246 2.0 0.367 8.6 LOS A 1.5 38.8 0.66 0.80 0.75 33.7 Approach 1070 2.0 1070 2.0 0.779 16.2 LOS C 5.4 138.3 0.82 1.06 1.42 30.6 East: RoadName 1 L2 All MCs 316 2.0 316 2.0 0.983 44.6 LOS E 13.5 341.7 0.99 1.67 3.32 22.6 6 T1 All MCs 711 2.0 711 2.0 0.983 36.5 LOS E 14.1 358.2 0.99 1.69 3.35 24.0 16 R2 All MCs 427 2.0 427 2.0 0.702 13.6 LOS B 4.5 113.7 0.83 1.03 1.33 31.4 Approach 1454 2.0 1454 2.0 0.983 31.5 LOS D 14.1 358.2 0.94 1.49 2.75 25.3 North: RoadName 7 L2 All MCs 274 2.0 274 2.0 0.852 30.4 LOS D 6.5 164.0 0.93 1.29 2.05 26.0 4 T1 All MCs 445 2.0 445 2.0 0.852 22.6 LOS C 6.6 167.6 0.92 1.27 2.02 28.0 14 R2 All MCs 83 2.0 83 2.0 0.852 21.9 LOS C 6.6 167.6 0.92 1.26 2.01 28.2 Approach 801 2.0 801 2.0 0.852 25.2 LOS D 6.6 167.6 0.92 1.28 2.03 27.3 West: RoadName 5 L2 All MCs 198 2.0 198 2.0 0.733 23.3 LOS C 4.6 115.8 0.86 1.13 1.50 28.6 2 T1 All MCs 537 2.0 537 2.0 0.733 16.3 LOS C 4.6 117.1 0.85 1.10 1.47 30.3 12 R2 All MCs 22 2.0 22 2.0 0.733 15.7 LOS C 4.6 117.1 0.84 1.08 1.46 30.6 Approach 757 2.0 757 2.0 0.733 18.1 LOS C 4.6 117.1 0.85 1.10 1.48 29.8 All Vehicles 4082 2.0 4082 2.0 0.983 23.8 LOS C 14.1 358.2 0.89 1.26 2.02 27.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: SIDRA Standard (Control Delay: Geometric Delay is included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC | Licence: NETWORK / Enterprise Level 2 |Processed: Tuesday, April 9, 2024 4:58:33 PM Project: Not Saved