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Reports - Traffic Study - 11/06/2024
Traffic Impact Study Montava — Phase D Fort Collins, Colorado Prepared for: Montava Development & Construction, LLC Kimley>Morn M911ML T R A F F I C I M P A C T S T U D Y 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 QO R Cl Suite 300 �,•.� Greenwood Village, Colorado 80111 (303) 228-2300 !� 0061101 -p 11/06/2024 J o�FSS/4NAL November 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. Nr TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i LISTOF TABLES.............................................................................................................ii LISTOF 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 Country Club Road and Lemay Avenue Project Traffic Contributions..............................55 5.7 Improvement Summary ...................................................................................................56 5.8 Phase D Only Intersection Analysis.................................................................................58 6.0 MULTIMODAL TRANSPORTATION ANALYSIS ....................................................61 7.0 LONG-TERM 2045 ACCESS ANALYSIS................................................................68 8.0 CONCLUSIONS AND RECOMMENDATIONS .......................................................76 Kimley ) Horn 1- Phas 01 �� Montava - Phase D Page i Nr 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 — Phase D Only Outputs / Phase D Bicycle Plan Map Appendix H— 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 & 1-25 SB Ramp LOS Results................................................49 Table 15 — Mountain Vista Drive & 1-25 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 — Country Club Road and Lemay Avenue Project Traffic Contribution........................55 Table 20 — Summary of Improvements: Regional & Project ......................................................56 Table 21 — Phase D Only Level of Service Results ...................................................................59 Table 22 — Phase D Only Turn Lane Queuing Analysis Results................................................60 Table 23 — Pedestrian Level of Service Summary.....................................................................64 Table 24—Year 2027 Level of Service Results.........................................................................69 Table 25 — Project Access and Future Intersection Level of Service Results.............................71 Kimley ) Horn 1- Phas 01 �� Montava - Phase D Page ii Nv LIST OF FIGURES Figure1 —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 —2027 Recommended Geometry and Control ............................................................57 Figure 10 — Pedestrian Network Map........................................................................................65 Figure11 — Bicycle Network Map..............................................................................................67 Figure 12—2045 Project Access Distribution............................................................................72 Figure 13—2045 Project Access Assignment...........................................................................73 Figure 14—2045 Project Access Total Traffic Volumes ............................................................74 Figure 15—2045 Project Access Recommended Geometry and Control..................................75 Kimley ) Horn 1- Phase D 01 �� Montava - Phas Page iii Nr 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 (1-25). 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 Tumberry 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 Ki m ey>>>H o r n Montava - Phase D Pagel Nr • Mountain Vista Drive and 1-25 Southbound Ramps (#12) • Mountain Vista Drive and 1-25 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(1-25)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 Ki m ey>>>H o r n Montava - Phase D Page 2 Nr 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 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 196474001 Ki m ey>>>H o r n Montava - Phase D Page 3 Nr 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 is recommended to provide separate left and right turn lanes. 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. • With only Phase D development, the Mountain Vista Drive/ 1-25 Northbound Ramp (#13) intersection operates acceptably with the existing single lane approach. However, with the addition of Phase G and E development areas, a northbound left turn lane 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 Ki m ey>>>H o r n Montava - Phase D Page 4 Nr 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 Ki m ey>>>H o r n Montava - Phase D Page 5 Nr 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 Ki m ey>>>H o r n Montava - Phase D Page 6 Nr 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 Tumberry 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 Ki m ey>>>H o r n Montava - Phase D Page 7 Nr • Mountain Vista Drive and Busch Drive (#11) • Mountain Vista Drive and 1-25 Southbound Ramps (#12) • Mountain Vista Drive and 1-25 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(1-25)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 Ki m ey>>>H o r n Montava - Phase D Page 8 Lr� t7d , NORTH NTS 196474001 M Y i RICHARDS LAKE ROAD -- ffkaf OVERALL < - MAPLE HILL DR MONTAVA DEVELrOPMENT ' f��p... � ,�I! f; Qo l m � 5 Z W Z s t m 0 Q � a MOUNTAIN VISTA DRIVE �I`• �f - j J r - 1{ T Ld a go 721 two mZ Iy1l J f y me - S FIGURE 1 MONTAVA - PHASE D FORT COLLINS, COLORADO VICINITY MAP Kimley)))Horn NF 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 Ki m ey>>>H o r n Montava - Phase D Page 10 Nr 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). `'' A NORTH Z r� 'r t Richard Lakes Road l - � r Richards Lake Road& Turnberry Road(#1) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 11 The unsignalized intersection of Richards Lake Road and Giddings Road (#2) operates with stop control on the eastbound and westbound approach of Richards Lake Road. All four approaches provide a single lane that is shared with all movements. An aerial photo of the existing intersection configuration is below. f:s A t f NORTH •�.*4 ,,. �,' �' i� � �4D i� Richards Lake Road O Richards Lake Road& Giddings Road(#2) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 12 The unsignalized intersection of Richards Lake Road and Busch Drive (#3) operates with stop control on the northbound approach of Busch Drive and the southbound approach of a private driveway. The eastbound approach of Richards Lake Road provides a left turn lane, a through lane, and a right turn lane while the westbound approach provides a left turn lane and a shared through/right turn lane. The northbound approach provides a separate left and right turn lane while the southbound approach provides a single lane for shared movements. An aerial photo of the existing intersection configuration is below. NORTH Richards Lake Road d 0 Richards Lake Road& Busch Drive (#3) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 13 The unsignalized T-intersection of Maple Hill Drive and Turnberry Road (#4) operates with stop control on the westbound approach of Maple Hill Drive. The westbound approach of Maple Hill Drive provides a single lane shared for left and right turn movements. The northbound approach of Turnberry Road provides a through lane and a right turn lane. The southbound approach provides a left turn lane and a through lane. An aerial photo of the existing intersection configuration is below. NORTH I� 4 f— ' Maple Hill Drive - ya`� o ' y- L s,�• L 4R_I d Maple Hill Drive & Turnberry Road(#4) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 14 NV 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. �A1 NORTH 1 t 2 L T L 0 � Y CU L ' R to I Maple Hill Drive Maple Hill Drive & Bar Harbor Drive (#5) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 15 The unsignalized intersection of Country Club Road and Lemay Avenue (#6) operates with stop control on all four approaches. All four approaches provide a single lane for shared movements. An aerial photo of the existing intersection configuration is below. NORTH r !{ w oil �J ti \ ys Country Club Road • � Y Country Club Road and Lemay Avenue (#6) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 16 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. NORTH' Country Club Road lip I. Y Country Club Road and Turnberry Road(#7) 196474001 Ki m ey>>>H o r n Montava - Phase D 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. I d + I NORTH 0 J .I + :l• " Ik 411 �� t •' �` Mountain Vista Drive 'Or illy Mountain Vista Drive and Turnberry Road(#8) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 18 The unsignalized T-intersection of Mountain Vista Drive and Timberline Road (#9) operates with stop control on the northbound approach of Timberline Road. All three approaches provide a single lane approach for shared movements. An aerial photo of the existing intersection configuration is below. e WRIER • Mountain Vista Drive t! - %1 L. ,s ILi Mountain Vista Drive and Timberline Road(#9) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 19 The unsignalized T-intersection of Mountain Vista Drive and Giddings Road (#10) operates with stop control on the southbound approach of Giddings Road. All three approaches provide a single lane approach for shared movements. An aerial photo of the existing intersection configuration is below. NORTH q '.r : 1 6 •>� ..;ram Mountain Vista Drive 4.! r• Mountain Vista Drive and Giddings Road (#10) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 20 NF 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. S � NORTH' '' r m r { V r 1 i Mountain;vista Drive Mountain Vista Drive and Busch Drive (#11) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 21 The unsignalized intersection of Mountain Vista Drive and 1-25 Southbound Ramps (#12) operates with stop control on the southbound approach of the 1-25 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. NORTH iA _ r -- . FOP- Mountain Vista Drive Mountain Vista Drive and 1-25 Southbound Ramps (#12) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 22 The unsignalized intersection of Mountain Vista Drive and 1-25 Northbound Ramps (#13)operates with stop control on the northbound approach of the 1-25 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. NORTH „ A A F r E Mountain Vista Drive Cd LO 04 1 s 6�iRF � E r.,i 4!-.t'.�' e '. .� k:� dY•'1.. 1 y..�d'..r....)! Mountain Vista Drive and 1-25 Northbound Ramps (#13) 196474001 Ki m ey>>>H o r n Montava - Phase D Page 23 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. NORTH W E Vine Drive - i If Vine Drive and Timberline Road(#14) The intersection lane configuration and control for the study area intersections are shown in Figure 2. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 24 o o Ln 0 �y m RICHARDS LAKE ROADS-W ► N100, 41, i I mU- 11 Q 100, MAPLE HILL DR 100, � 1 - ' a33ds Erb o 0 0 - N L Z 'lf N N N CDRICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE A DR MAPLE HILL DR & TURNBERRY RD COUNTRY CLUB RD COUN� D =I y�CUg RogO ' a 55 O,VERQLL ` � vA,� N aHnsE MONJTAVA +iAVr�tarN'�� m DEVELtOPMENT t 5 6 7 8 Ld L 40 E I j. o DIn Z w 16 F N N m �- > seem Z Q L1MIi 250'- } 35 �� VI ��� '� MOUNTAIN VS DRIVE w 13`9cli150' 25'—� o < i O 6 ill 35 i z MAPLE HILL DR & BAR HARBOR ��COUNY & LEMAY AVE �COUNTRY & TURNBERRY MO�\ASTARNBERRY RD o ■Tts >. ff W - Z J � � s =� 9 10 11 1 _ • � -� �b' - `t � � � � �zoo' rf tol r� . VINE DRIVE .. a-f � ���t `�• 1�•w. - ,�,_ ��. 125' 13 14 65NTAINTA & TIMBERUNE RO MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH DR MOUNTAIN VISTA & I-25 SB RAMP 175' MOUNTAIN VISTA & I-25 NB RAMP VINE OR & TIMBERLINE RD LEGEND Study Area Key Intersection NORTH Signalized Intersection NTS 196474001 Stop Controlled Approach FIGURE 2 ® Roadway Speed Limit M 0 N TA VA - PHASED FORT COLLINS, COLORADO 100' Turn Lane Length (feet) EXISTING INTERSECTION GEOMETRY AND CONTROL Kimley>>>Horn 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 Kim I ey>>> Horn Montava - Phase D Page 26 Nr Additionally, the project traffic trips associated with Phase G & E of the overall Montava development are included in the short-term background traffic volumes to provide a conservative analysis. A separate analysis is provided in Section 5.8: Phase D Only Intersection Analysis that identifies the traffic impacts if Phase G& E is not constructed prior to Phase D. These background studies are included in Appendix C. The calculated background traffic volumes for 2027 is shown in Figure 5. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 27 ! THURSDAY, APRIL 28, 2022 THURSDAY, APRIL 28, 2022 THURSDAY, APRIL 28, 2022F74 SDAY, APRIL 28, 2022 Y O ' - O 7:45-8:45AM (4:15-5:15PM) 7:15-8:15AM (4:45-5:45PM) 7:45-8:45AM (4:00-5:OOPM) 8:45AM (4:00-5:OOPM) 2 3 t I �_ o M 4(6) 7(10) o 0 1(0) 0 1 �mFZ2 RICHARDS LAKE ROAD- T 1,500 I o n+ �0(6) N N ,+n �13(13) r r+ —37(43) N r+ 75(44) L y 10(17) y 45(53) y 71(42) m 1(0) T 20(34) T T c a y oa , 2(1)— 15(20)-> co co 28(29) co m + 4iMAPLE HILL DR ,rT c� ao ao ,n CO r N N O v o 5 ri" 16(16)--, n 6 v 55(23)� o 0 0 2(14)� of co o 4 co -� .sr RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD 5,100 COUNTRY CLUB RDLa I•�'E' NAY C� D xI THURSDAY, AP PI 28, 2022 TUESDAY, AUGUST 24, 2021 THURSDAY, APRIL 28, 2022 WEONESDAY, MAY 4, 2022 ` UQ ROgO a O,VERQLL ��MOINITAV j 7:30-8:30AM (4:00 5:OOPM) 7:45-8:4"5AM (4:30-' 30PM) 7:45-8:4"5AM (4 00 5:GOPM) 7 OC 8:DOAM (4:45 5:45PM) } PHASE DEVELOPMENT _ 0° 5 6 7 8 w � E �'1^` W - - (M0 w ° z rn 2(0) ^ N 1 0(21) o to ,n rn 96(231) "- / ( - v —33(15) N 172(142) N rn —44(29) d• N —2(22) �1(1) -183(151) -25(19) Q MOUNTAIN VISTA DRIVE 7 7 7 w g - 9 —� �13. 4,500 4(7)� T 4(11)— T 100(205)— T 9(5)-7 N 1 7(10)— N rn 177(253)— No i 30(57)— co N 26(8)� 1(2)y N N 80(53) M 132(149) r r 0) Cn �` Cn w i ~ MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO IA 1[ z THURSDAY, APRIL 28, 2022 THURSDAY, APRIL 28, 2022 THURSDAY, APRIL 2$ 2022 THURSDAY, APRIL 28, 2022 ti 7:45-8:45AM (4:00-5:DORM) 7:00-8:OOAM (4:45-5:45PM) 7:00-8:OOAM (4:00-5:OOPM) 7:00-8:OOAM (4:00-5:OOPM) m' /�(? _f, _ 9 10 11 12 M 63(118) M o 39(59) a o m —91 175 —142(216) T —192(302) —191(314) 206(152) 184(105) VINE DRIVE r •.au 58(137)a 8(7)a 5,300 163(120)— o n 5 159 6 232 73(70)� 1 14 0 1 18(91) 385(241) 85 co rn n MOUNTAIN VISTA & TIMBERLINE RO MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH OR XMOUNTAIN VISTA & I-25 SB RAMP 13 14 v 0 -26(20) v N 9(10) O N M F-237(144) N 1� <--197(164) 1 y -115(89) 33(31)— 20(45) "� T r 39(63)— � v rn 108(171) rn � N N 1 15(112) T- m W m v m LO c0 m Q) M 31 LEGEND NH MOUNTAIN VISTA & I-25 NB RAMP VINE DR & TIMBERLINE RD ORT NTS 196474GO1 THURSDAY, APRIL 28, 2022 THURSDAY, APRIL 28, 2022 Study Area Key Intersection 7:15-8:15AM (4:3 xxx�xxx) 0-5:30PM) 7:30-8:3DAM (4:15-5:15PM) Weekday AM(PM) FIGURE 3 M ON TAVA - PHASE D Peak Hour Traffic volumes FORT COLLINS, COLORADO xx,X00 Estimated Daily Traffic Volume; EXISTING TRAFFIC VOLUMES (2022) ley*Horn ,.It OWN pm� 4(6) r 7(10) 1(0) r 1(1) RICHARDS LAKE ROAD �+ r o M MIt ao 0 0 _O o 1 - 1,600 o n -0(6) N N n 14(14) —38(45) L J y 78(46) y 10(18) y 47(55) y 71(42) � m 1(0) T 21(35) T T o a 'y -'iMAPLE HILL DR T, 2(1) N 16(21) LO rn f, 29(30) N v r, 4 5 ri" l ,� 17(17) ccoo v 57(24) (M m 2(15) v co o Ot - '�r � o RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD 5,300 6 COUNTRY CLUB RD C�VN PFD �Ry C�Ug ROAD a OVERALL `Mb � 'vA,� vvi R PHASE DEVELOPMENT "tAlr�tarN1'� m 5 6 7 8 w w E LO ¢ _ t {� + 2(0) + 10(22) + o { 100(240)Z T o m 33(15) N179(148) 46(30) N 2(23) Q L y 1(1) y 190(157) y 26(20) y MOUNTAIN VISTA DRIVE 7 7 w 8 - 9 10 - '� �13 4,700 4(7)� T 4(11)� �_ T 104(213)� T 9(5)a N ' 7(10) v 7 rn 184(263) LO o rn 31(59) o ^ N 27(8) 1(2) , 4`� N N 83(55) M 7i c- 137(155) z n .- w 4 i ~ MAPLE HILL DR & BAR HARBOR COUNTRY CLUB , LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO w - z _ J w, , y }I i;i'S► " f, ' w' 9 10 11 12 T � 't 66(123) 41(61) M o r - -✓ —95(182) <--148(225) T —200(314) a —199(327) II 214158 y 191109 - 1 60 143 a 8 7 a VINE DRIVE - _ r 170(125) 0 213(165)-> 360(241)> 76(73) 5,300 1 14' CO w 123(95)--, z:. 401(251) o u MOUNTAIN VISTA & TIMBERUNE RO MOUNTAIN VISTA & GIDDII'l RO MOUNTAIN VISTA & BUSCH DR MOUNTAIN VISTA & I-25 SB RAMP 13 14 N 27(21) v N —9(10) N m 247(150) Lo N m <--205(171) I � 120(93) 34(32)— 21(47)---7 T r 41(66)— m r m 1 12(178)— of n o r- N N o h 120(117)—, T N ro In co V) V) V) h O p V LEGEND NORTH MOUNTAIN VISTA & 1-25 NB RAMP VINE DR & TIMBERUNE RD NTS 196474001 Study Area Ivey Intersection FIGURE 4 xxx(xxx) Weekday AM(PM) M ON TAVA — PHASE D Peak Hour Traffic Volumes FORT COLLINS, COLORADO XX,XO Estimated Daily Traffic Volume 2024 EXISTING ADJUSTED TRAFFIC VOLUMES Kimley*Horn ��r u)mt�n -�rrnn, er' 2 3 4 OWN 10(24) 8(11) '-1(0) 1(1) RICHARDS LAKE ROAD �o 't e rn o C. c o 1 2r000 O N N <--0(7) N N m <--20(31) —47(64) ce L J y 83(49) L y '1 1(19) y 52(62) y 71(42) � 0 p 1(0) T 22(38) T T o ; 'y 4MAPLE HILL DR '." 21 N lo rn 33//33 0 4743 N v o v ( ) O] c0 N 1 ) N M ( ) M N aD o c i 18(18)� m of o 61(25)� N ^ rn 2(15)� v o) �_ o Cf)5 r c0 4 , ;per F c� O LD .:so,4 RICHARDS LAKE & TURNBERRY RO RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD 7,100 6 COUNTRY CLUB RD C�VN 7 PAD _ �Ry C�Ug ROAD a OVERALL ` � wA,w v.) PHASE DEVELOPMENT �tEalrrsa ,r( m 5 6 s w E ° z t rn T 2(0) N 17(30) o cu v n_ N 171(371) � . i " !� � + �33(15) � M M+ —248(206) M r �`+') �49(32) a �{ —2(24) } Q f L y 1 1(1) y -252(209) y �28(21) y MOUNTAIN VISTA DRIVE 7 7 7 w 8 - 9 10 - '� �13. 5,400 4(7)� T 5(13)— T 142(311)— T 10(6)a ! N ' 7(10) v 7 rn 224(346) m v m 33(63) 29(9) M (DM 1(2)� `r N N 94(70)--, 179(227) vLo o v ch n rn cn cn w t ( s Z . MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO w ,. z J }I i;i'S► " _ f, w' + 9 10 11 12 N N c0 M m 37(69) 70(130) ° a0 43(65) m —147(298) T ID —245(443) N —299(535) 277(496) 265(231) 203(116) - r 26(47)— 71(159)a 1 1(10)---7 VINE DRIVE f 239171 n 40 ( )-> 55 ( ) 151(133) 7 100 164(132) N 529(354) t Lo rn m O w v u MOUNTAIN VISTA & TIMBERLINE RO MOUNTAIN VISTA & GIDDINGS RD A, MOUNTAIN VISTA & BUSCH DR XMOUNTAIN VISTA & I-25 SB RAMP 13 14 M W 29(22) o M a '�-16(28) 274(186) r -t N <--229(202) I � 154(152) 84(70)— 78(164)-7 66(90)— o v 138(204)— o o v N 192(264) N T w m ao rn (M O h coO N N LEGEND NORTH MOUNTAIN VISTA & 1-25 NB RAMP VINE DR & TIMBERLINE RD NTS 196474001 � Study Area Ivey Intersection FIGURE 5 xxx(xxx) Weekday AM(PM) M ON TAVA — PHASE D Peak Hour Traffic Volumes FORT COLLINS, COLORADO XX,XO Estimated Daily Traffic Volume 2027 BACKGROUND TRAFFIC VOLUMES Kimley*Horn Nr 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 Manual' 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 Institute of Transportation Engineers, Trip Generation Manual, Eleventh Edition,Washington DC, 2021. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 31 Nr 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 3,712 weekday daily trips, with 274 of these trips occurring in the morning peak hour and 334 trips occurring in the afternoon peak hour. Calculations were based on the procedure and information provided in the ITE Trip Generation Manual, 11 rn 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 Weekday Vehicle Trips Land Use and Size AM Peak Hour PM Peak Hour Daily In • Out I Total Single Family Detached Housing (ITE 210) 1,642 32 90 122 103 61 164 174 Dwelling Units Single-Family Attached Housing (ITE 215) 1,116 23 51 74 50 38 88 155 Dwelling Units Multifamily Mid-Rise Housing (ITE 221) 954 18 60 78 50 32 82 210 Dwelling Units Total Project Trips 3,712 73 201 274 203 131 11 334 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 Ki m ey>>>H o r n Montava - Phase D Page 32 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. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 33 ~ � + w�' • t d� rim ONRI 3 4 `- 0 RICHARDS LAKE-ROAD C •�` 'S �Y`AMPLE HILL DR � 0 '• ;'.'." 1%� o 0 4 c S1• Cf) F CD RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD 50 F COUNTRY CLUB RD 7 Pt. N Y CCUQ ROAD ¢ O,VERQLL ` i vA� C.) w it m 5 6 7 g } PHASE �+ DEVIL PMENT r w m. 16 r o [10%] > z �' o d�u [5 �,�A�. 15 - _ � 5%]MOUNTAIN VISTA DRIVE { [ Q � � %] 13 ► 5%—> o 0 N LO O 10%--' w MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO w ,. z J Ld s 9 10 11 12 '35% _ ' v - LO Pa <--35% ° + LO <--30% [13%] 1 _ 10% 13% 23� = f VINE DRIVE o o [35%]-- [10%]� f► 14 0 �•. cr' [250/6]-y * •' �tikaiS �oa 0 O N MOUNTAIN VISTA & TIMBERLINE RO MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH DR MOUNTAIN VISTA & 1-25 SB RAMP 13 ------------ 1� 15 16 17 18 Cl) o <--5% c� c y o 0 0 LO C) o 0 0 �_ [5%]� 23%�' I I I [50/0]—> o o '[5%] y [15%] y y N M T T T T [10/01 T [1%] T v LO M f [18%] [30%] Cl)o LEGEND m MOUNTAIN VISTA & I-25 NB RAMP VINE DR & TIMBERLINE RD �--� Study Area Key Intersection CHESAPEAKE DR Project Access Intersection & TIMBERLINE RD LONGWOOD DR & TIMBERLINE GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS FIGURE 6 XX% External Trip Distribution Percentage MONTAVA - PHASED FORT COLLINS, COLORADO " Entering[Exiting]ORTH XX�[XX%l Trpg NTs rasa7aoo1 i Distribution Percenta e 2027 PROJECT TRIP DISTRIBUTION Kimley*Horn 1O RICHARDS LAKE ROAD N 2(1) cM I Roma t C ^ ^ •� � �YMAPLE HILL DR 0 P 4 c 5 r $1• Cf) 1 ,F LD RICHARDS LAKE & TURNBERRY RO RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD COUNTRY CLUB RD 190 COUN�2 7 PiJ,�_ ; o D ` Y CCUQ ROAD a OVERALL vA,�' N PHASE �. EVELOPIvIENT "tEalrtsa�ar°�� M 5 60 7 s W E 10 w m 16 r o 20(13) > z <--10(7) Q MOUNTAIN VISTA DRIVE 190 10(7) C w g - 9 10 13 � I y 4(10) r 7(20) o , N W 0 t ( sZ . MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO w - z _ J Ld L __f 9 10 11 12 26(71) _o � o N �1 —26(71) a —22(61) 1 26(17) � y - 7(20) 9(26)--�' VINE DRIVE 70(46)—> 20(13)—> -— �_ 14' o♦,� mu i.e\ rn rn 50(33)---, MOUNTAIN VISTA & '1IMBERUNE RO MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH DR XMOUNTAIN VISTA & 1-25 SIB RAMP 13 14 o rn 15 16 17 18 M M c0 O <--4(10) a I� W O C, N 0 10(7) 17(47)--7 T 0) co Cl) 10(7) 10(7) 30(20) L N T T T T 2(1)� T 2(1)— T N _ LEGEND Cl) N .— 36(24)� M N 60(39)--, N O. Study Area Key Intersection MOUNTAIN VISTA & 1-25 NB RAMP VINE DR & TIMBERUNE RD O Project Access Intersection CHESAPEAKE DR & TIMBERLINE RD LONGWOOD DR & TIMBERLINE RD GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS FIGURE 7 xxx(xxx) Weekday AM(PM� M ON TAVA — PHASED Peak Hour Traffic Volumes FORT COLLINS, COLORADO NORTH Xx,Xoo Estimated Daily Traffic Volu- NTS 1F:t-01 2027 PROJECT TRAFFIC VOLUMES Kimley*Hor n 1 2 3 4 OWN v o 12(25) 8(11) '-1(0) cNo 1(1) m�Z2 RICHARDS LAKE ROAD Y2,000 r m In v m rn o o C o !O N N{ �0(7) JN N c+o —20(31) + —47(64) M r+ L J y 83(49) L y '1 1(1 r9) y -52(6r2) y 71(4r2) y 1(0)�' T 22(38) y Q i", 2 1 — 33 33 — 47 43 — "MAPLE HILL DR ,+5 ( ) N � rn ( ) CO `' ( ) N v o a O 4 5 ri l � ' 18(18)� 85 Cl) 62(27)� N rn 2(15)� v rn �_ o N CD RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DRMAPLE HILL DR & TURNBERRY RD COUNTRY CLUB RD 7.290 6 Fr 'MY CCUg o 7 P1 D _ - v♦ xl V) PHASE �. DEVELOPMENT "tEalrtsa�ar�� m In5 16 7 s w E 1g 16 t rn _� 2(0) N 17(30) o m n_ 191(384) 15 ( - T' v `_ �33(15) co M M �258(213) Cl)CIJ r of <--49(32) It - —2(24) r I I I + { + + Q MOUNTAIN VISTA DRIVE y y �1(1) y �262(216) y �28(21) y W 13 5,590 4(7) V T 5(13)a V T 142(311) 1 T 10(6)a N ' 7(10)� v � rn 228(356)— � � ^ 33(63)— � � M 29(9)� 1(2)� `r N N 94(70) 186(247) o Lo Q V M m M H W t ( s L . MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO ' w ,. 0 J W, 9 10 11 12 r, N co37(69) Z '-96(201) ° °p 43(65) m 0 . ; M NII r1 —147(298) N N —245(443) N —325(606) TI 299(557) y y 291(248) y 203016) 33(67)— T � 80(185)a 11(10)a VINE DRIVE _ w 239(171)— n i F 403(323)> 627(446)> 171(146) 7,100 14' 164(132)— T N N 579(387) 00 co MOUNTAIN VISTA & TIMBERLINE RDX MOUNTAIN VISTA & GIDDINGS RO MOUNTAIN VISTA & BUSCH OR XMOUNTAIN VISTA & I-25 SB RAMP 13 14 co o _ 29(22) Z-C� � 16(28) 15 16 17 18 E-278(196) Lo N <--229(202) rn co -154(152) n cN`o 94(77)— 95(211)-7 NI aI) N C0 r C) 76(97)— n r N 138(204)— o y 48(52) y 101(103) q y q : N 192(264)-- N v ,z T l T 2(1)� 2(1)� N o ^ N 9(16)� o � o ci N M o LEGEND r- r O O Cl) M (D N r 78(47) co 20(12) n ,z of 36(24) M co 60(39)� N a LO MOUNTAIN VISTA & I-25 NB RAMP VINE DR & TIMBERLINE RD r � r O Study Area Key Intersection O Project Access Intersection CHESAPEAKE DR & TIMBERLINE RD LONGWOOD DR & TIMBERLINE RD GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS FIGURE 8 XXX(XXX) Weekday AM(PM) M ON TAVA - PHASE D Peak Hour Traffic Volumes FORT COLLINS, COLORADO NORTH Xx,Xoo Estimated Daily Traffic Volu- NTS 196474001-r 2027 TOTAL TRAFFIC VOLUMES Ki >>>Horn Nr 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 Signalized Intersection Unsignalized Intersectioic Service Average Total Delay Average Total Delay A <_ 10 s 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 Ki m ey>>>H o r n Montava - Phase D Page 37 Nr 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing Northbound Left 7.5 A 7.4 A Eastbound Approach 9.3 A 8.9 A Westbound Left 11.1 B 10.8 B Westbound Through/Right 8.7 A 9.7 A Southbound Left 7.5 A 7.6 A 2027 Background Northbound Left 7.8 A 7.7 A Eastbound Approach 10.5 B 9.8 A Westbound Left 15.1 C 15.7 C Westbound Through/Right 9.0 A 11.0 B Southbound Left 7.7 A 8.1 A 2027 Background Plus Project Northbound Left 7.8 A 7.7 A Eastbound Approach 10.5 B 9.8 A Westbound Left 15.1 C 15.7 C Westbound Through/Right 9.1 A 11.0 B Southbound Left 7.7 A 8.1 A 196474001 Ki m ey>>>H o r n Montava - Phase D Page 38 NV 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing Northbound Left 7.9 A 7.7 A Eastbound Approach 12.2 B 14.4 B Westbound Approach 12.7 B 14.2 B Southbound Left 7.5 A 7.7 A 2027 Background Northbound Left 7.9 A 7.7 A Eastbound Approach 13.2 B 15.7 C Westbound Approach 13.3 B 15.3 C Southbound Left 7.5 A 7.8 A 2027 Background Plus Project Northbound Left 8.0 A 7.7 A Eastbound Approach 13.2 B 15.7 C Westbound Approach 13.4 B 15.4 C Southbound Left 7.5 A 7.8 A 196474001 Ki m ey>>>H o r n Montava - Phase D Page 39 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 Delay LOS Delay LOS AM Peak Hour PM Peak Hour 2022 Existing Northbound Left 9.9 A 10.5 B Northbound Through/Right 8.5 A 8.6 A Eastbound Left 0.0 A 0.0 A Westbound Left 7.4 A 7.4 A Southbound Approach 10.1 B 0.0 A 2027 Background Northbound Left 10.2 B 10.5 B Northbound Through/Right 8.6 A 8.6 A Eastbound Left 0.0 A 0.0 A Westbound Left 7.4 A 7.4 A Southbound Approach 10.3 B 0.0 A 2027 Background Plus Project Northbound Left 10.2 B 10.5 B Northbound Through/Right 8.6 A 8.6 A Eastbound Left 0.0 A 0.0 A Westbound Left 7.4 A 7.4 A Southbound Approach 10.3 B 0.0 A 196474001 Kim I ey>>> Horn Montava - Phase D Page 40 Nr 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing Westbound Approach 10.6 B 10.5 B Southbound Left 7.6 A 0.0 A 2027 Background Westbound Approach 12.0 B 12.0 B Southbound Left 7.7 A 0.0 A 2027 Background Plus Project Westbound Approach 12.0 B 12.0 B Southbound Left 7.7 A 0.0 A 196474001 Ki m ey>>>H o r n Montava - Phase D Page 41 NV 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 DelayAM Peak Hour PM Peak Hour Scenario (sec/veh) F LOS (sec/veh) � 2022 Existing (AWSC) 7.1 A 7.1 A .................................................._ ...................................................._ .................................................................................................. Eastbound Approach 7.2 A 7.2 A Westbound Approach 7.3 A 7.2 A Northbound Approach 7.1 A 7.0 A Southbound Approach 6.8 A 6.9 A 2027 Background (AWSC) 7 ............................................................ .............................. Eastbound Approach 7.1 A 7.1 A Westbound Approach 7.2 A 7.1 A Northbound Approach 7.1 A 6.9 A Southbound Approach 6.7 A 6.8 A 2027 Background Plus Project(AWSC) 7.0 A 7.0 A ..................................................................................................................................................................................................................................................................... Eastbound Approach 7.1 A 7.1 A Westbound Approach 7.2 A 7.1 A Northbound Approach 7.1 A 6.9 A Southbound Approach 6.7 A 6.8 A 196474001 Ki m ey>>>H o r n Montava - Phase D Page 42 NV 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing (AWSC) 18.0.............................................._C.................................................._1.9.._�........................... C .................................................................... Eastbound Approach 15.5 C 19.1 C Westbound Approach 24.0 C 19.8 C Northbound Approach 13.3 B 20.1 C Southbound Approach 13.3 B 11.9 B 2027 Background (Roundabout) 7.9................................................_A..................................................._9..5............................ A .................................................................... Eastbound Approach 9.. A 9.6 A Westbound Approach 7.9 A 8.1 A Northbound Approach 6.0 A 11.7 B Southbound Approach 8.0 A 6.0 A 2027 Background Plus Project 8.2 A 9.9 A ..................................................................................................................................................................................................................................................................... (Roundabout) Eastbound Approach 9.6 A 10.0 A Westbound Approach 8.2 A 8.3 A Northbound Approach 6.1 A 12.2 B Southbound Approach 1 8.2 1 A 1 6.1 1 A #= Roundabout 196474001 Ki m ey>>>H o r n Montava - Phase D Page 43 NV Country Club Road and Turnberry Road (#7) The signalized intersection of Country Club Road and Tumberry 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing (Signal) .....................�_7.6...............................................B...................................................._9.�3.......................... B .................................................................... Eastbound Approach 39.5 D 34.1 C Westbound Approach 34.9 C 29.5 C Northbound Approach 3.4 A 5.6 A Southbound Approach 3.3 A 4.9 A 2027 Background (Signal) 16..3..............................................._B..................................................._18.7.......................... B ........... .................................................................... Eastbound Approach 38.2 D 29.8 C Westbound Approach 32.5 C 23.5 C Northbound Approach 5.3 A 10.7 B Southbound Approach 45 A 8.5 A 2027 Background Plus Project (Signal) 16.4 B 18.9 B ..................................................................................................................................................................................................................................................................... Eastbound Approach 38.5 D 29.9 C Westbound Approach 32.5 C 23.5 C Northbound Approach 5.6 A 11.0 B Southbound Approach 4.5 A 8.5 A 196474001 Ki m ey>>>H o r n Montava - Phase D Page 44 Nr 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 DelayAM Peak Hour PM Peak Hour Scenario (sec/veh) F LOS (sec/veh) � 2022 Existing (AWSC) ....................._9..4.............................................._A...................................................8.�9.......................................................A............................. Eastbound Approach 8.1 A 7.9 A Westbound Approach 7.8 A 8.6 A Southbound Approach 10.2 B 9.4 A 2027 Background (AWSC) 11..._8...................... B 11.8..................................................._B................................................................................................................................ Eastbound Approach 8.7 A 8.6 A Westbound Approach 8.9 A 11.6 B Southbound Approach 13.4 B 12.2 B 2027 Background Plus Project(AWSC) 12._1....................... B 12.4..................................................._B.............................. .................................................................................................. Eastbound Approach 8.8 A 8.7 A Westbound Approach 9.1 A 12.2 B Southbound Approach 13.9 B 12.9 B 196474001 Ki m ey>>>H o r n Montava - Phase D Page 45 Nr 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing Northbound Approach 17.4 C 19.4 C Westbound Left 8.5 A 8.1 A 2027 Background# 10.4.............................................._B..................................................14.5......................... B .................................................................... Eastbound Approach 14.4 B 10.7 B Westbound Approach 8.3 A 17.9 C Northbound Approach 8.8 A 14.0 B Southbound Approach 9.4 A 12.5 B 2027 Background Plus Project# 13.8.............................................._B..................................................22.6........................................................C ...................................... Eastbound Approach 21.5 C 13.4 B Westbound Approach 9.7 A 31.1 D Northbound Approach 10.2 B 22.6 C Southbound Approach 13.6 B 17.0 C 2027 Background Plus Project$ 29.7.............................................._C..................................................29.7........................................................C ...................................... Eastbound Approach 24.7 C 39.4 D Westbound Approach 13.5 B 22.7 C Northbound Approach 49.4 D 33.3 C Southbound Approach 36.1 D 24.7 C #= Single-Lane Roundabout; $ = Signalized with Separate Left Turn Lanes 196474001 Ki m ey>>>H o r n Montava - Phase D Page 46 Nr 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, an eastbound left turn lane is warranted along arterial streets (Mountain Vista Drive) based on City of Fort Collins Street Standard (Table 7-1). Additionally, the southbound right turn lane will need to be separate from the left turn lane. 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing Eastbound Left 7.8 A 8.6 A Southbound Approach 18.1 C 20.7 C 2027 Background# Eastbound Left 8.2 A 9.6 A Southbound Approach 21.8 C 21.4 C 2027 Background Plus Project# Eastbound Left 8.3 A 10.2 B Southbound Left 22.2 C 24.8 C Southbound Right 12.2 B 15.1 C #= EB Left Turn Lane, Separate SB Left and Right Turn Lane 196474001 Ki m ey>>>H o r n Montava - Phase D Page 47 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS Scenario (sec veh) (sec/veh) 2022 Existing Eastbound Left 7.8 A 8.2 A Southbound Approach 12.5 B 12.5 B 2027 Background Eastbound Left 8.1 A 8.9 A Southbound Approach 15.9 C 15.6 C 2027 Background Plus Project Eastbound Left 8.1 A 9.2 A Southbound Approach 17.2 C 17.0 C 196474001 Kim I ey>>> Horn Montava - Phase D Page 48 Nr Mountain Vista Drive and 1-25 Southbound Ramps (#12) The unsignalized intersection of Mountain Vista Drive and 1-25 Southbound Ramps (#12) operates with stop control on the southbound approach of the 1-25 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 & 1-25 SB Ramp LOS Results AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing Westbound Left 9.2 A 8.4 A Southbound Approach 10.0 B 12.0 B 2027 Background Westbound Left 10.6 B 9.0 A Southbound Approach 11.0 B 14.8 B 2027 Background Plus Project Westbound Left 11.1 B 9.1 A Southbound Approach 11.3 1 B 1 16.2 1 C 196474001 Ki m ey>>>H o r n Montava - Phase D Page 49 Mountain Vista Drive and 1-25 Northbound Ramps (#13) The unsignalized intersection of Mountain Vista Drive and 1-25 Northbound Ramps (#13)operates with stop control on the northbound approach of the 1-25 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 & 1-25 NB Ramp LOS Results Delay LOS Delay LOS AM Peak Hour PM Peak Hour 2022 Existing Northbound Approach 12.4 B 16.4 C Eastbound Left 7.9 A 7.6 A 2027 Background Northbound Approach 17.5 C 53.6 F Eastbound Left 8.2 A 7.8 A 2027 Background Plus Project Northbound Approach 19.7 C 88.2 F Eastbound Left 8.2 A 7.9 A 2027 Background Plus Project# Northbound Left 17.9 C 31.5 D Northbound Through/Right 9.2 A 10.2 B Eastbound Left 8.2 A 7.9 A # = Separate NB Left 196474001 Kim I ey>>> Horn Montava - Phase D Page 50 Nr 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 AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2022 Existing (TWSC) 28_.1........................ D 25.7........................................................_D...................................................................................................................................... Eastbound Approach 20.7 C 25.1 D Westbound Approach 31.9 D 21.1 C Northbound Approach 25.5 D 33.5 D Southbound Approach 32.0 D 19.4 C 2027 Background (Signal)# 4U_.1................................................._D.................................................._45.._$............................................................................................... Eastbound Approach 79.9 E 72.0 E Westbound Approach 37.5 D 35.0 C Northbound Approach 18.5 B 28.4 C Southbound Approach 34.0 C 46.1 D 2027 Background Plus Project(Signal)# ...................._48.2 D 52.1 D ........ ......... ......... ......... ......... ......... ......... Eastbound Approach 83.7 F 77.7 E Westbound Approach 40.9 D 37.3 D Northbound Approach 23.7 C 33.2 C Southbound Approach 49.5 D 57.4 E #= Signalized, Left Turn Lanes on Approaches 196474001 Ki m ey>>>H o r n Montava - Phase D Page 51 Nr 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 ) 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 Delay2027 Total Intersection AM Peak Hour PM Peak Hour • • Chesapeake Dr&Timberline Rd (#15) 4.1 A 4.7 A ............................................................................................................................................................. Eastbound Approach 4.4 A 4.1 A Westbound Approach 3.4 A 4.1 A Northbound Approach 3.7 A 5.1 A Southbound Approach 4.4 A 4.4 A Longwood Dr&Timberline Rd (#16) ..............3.�5.............................A............................3.�9..........................._A.............. Eastbound Approach 3.4 A 3.3 A Westbound Approach 3.5 A 3.8 A Northbound Approach 3.3 A 4.1 A Southbound Approach 3.7 A 3.6 A Giddings South Access (#17) Northbound Left 8.1 A 7.8 A Eastbound Approach 10.8 B 9.8 A Giddings North Access (#18) Northbound Left 8.2 A 7.9 A Eastbound Approach 11.4 B 10.0 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 Ki m ey>>>H o r n Montava - Phase D Page 52 Nr 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 95th 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 Ki m ey>>>H o r n Montava - Phase D Page 53 Nr Table 18 —Turn Lane Queuing Analysis Results Turn Lane Calculated Existing 2027 Length Queue Recommended Intersection Turn Lane (feet) (feet) Length (feet) Richards Lake &Turnberry (#1) Northbound Left TWLTL 25' TWLTL Westbound Left TWLTL 25' TWLTL Southbound Left TWLTL 25' TWLTL Richards Lake & Busch Dr(#3) Northbound Left 150' 25' 150' Eastbound Left 100' 25' 100' Westbound Left 100' 25' 100' Maple Hill &Turnberry (#4) Southbound Left TWLTL 25' TWLTL Country Club &Turnberry (#7) Eastbound Left 150' 216' 150' Westbound Left 250' 34' 250' Northbound Left 150' 176' 150' Southbound Left 200' 25' 200' Southbound Right 250' 40' 250' Mountain Vista &Timberline Rd (#9) Signalized Eastbound Left DNE 74' 150' Westbound Left DNE 171' 175' Northbound Left DNE 56' 150' Southbound Left DNE 97' 150' Mountain Vista & Giddings Rd (#10) Eastbound Left DNE 25' 155'+160' T Southbound Right DNE 25' 155'+160' T Mountain Vista & Busch Dr(#11) Eastbound Left 125' 25' 125' Mountain Vista & 1-25 SB Ramp (#12) Westbound Left 200' 25' 200' Mountain Vista & 1-25 NB Ramp (#13) Northbound Through/Right DNE 200' 200' Eastbound Left 200' 25' 200' Vine Dr&Timberline Rd (#14) Eastbound Left DNE 145' 155'+160' T Westbound Left DNE 153' 155'+160' T Northbound Left DNE 199' 200'+140' T Southbound Left DNE 25' 135'+140' T Giddings Rd South Access (#17) Northbound Left DNE 25' 155'+1607 Giddings Rd North Access (#18) Northbound Left I DNE 1 25' 1 155'+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 Ki m ey>>>H o r n Montava - Phase D Page 54 Nr 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 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 19. Table 19 — Country Club Road and Lemay Avenue Project Traffic Contribution AM Peak Hour PM Peak Hour Project Overall Traffic Project Overall Traffic Traffic Intersection Contribution Traffic Intersection Contribution Development Area Volume N Volume N Phase D (2027) 28* 1,272 2.2% 34* 1,443 2.4% Full Montava (2045) 253 1,747 14.5% 320 1,966 16.3% *= No internal capture with Phase; Highlighted Text= Includes internal capture and full buildout of Montava Phase D is expected to contribute approximately 2.4 percent of the volumes (34/ 1,443) 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 16.3 percent (320 / 1,966) 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 Ki m ey>>>H o r n Montava - Phase D Page 55 Nr 5.7 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 20 summarizes the improvements associated with the Phase D development. Table 20 — Summary of Improvements: Replional & Project Intersection Summary of Improvements External Intersection Country Club & Lema Ave #6 Single-Lane Roundabout—Regional Mountain Vista & Single-Lane Roundabout(Built to future two- Timberline Rd (#9) lane roundabout footprint)—Phase G & E Mountain Vista & • EB: Separate Left Turn Lane (155+1607) Giddings Rd (#10) . SB: Separate Right Turn Lane 155+1607 Mountain Vista & • NB: Separate Left Turn Lane and Through/Right 1-25 NB ramp (#13) Lane 200' - Regional Signalized (Regional) Vine Dr& • EB: Separate Left Turn Lane (155'+1607) Timberline Rd (#14) • WB: Separate Left Turn Lane (155'+1607) • NB: Separate Left Turn Lane (200'+1407) • SB: Separate Left Turn Lane 135'+1407 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 Separate Left Turn Lane 155'+1607 Giddings Rd North Access(#18) . Stop Control EB Approach NB: Separate Left Turn Lane 155'+1607 196474001 Ki m ey>>>H o r n Montava - Phase D Page 56 �1- Ate'• ..iAT '� In �0 RICHARDS LAKE ROAD 100, 100, u`2,myiMAPLE HILL DR 1 Y" 100' (� 4 ' 5 rim 1 � I 100, I I I � P' _ F N N 04 RICHARDS LAKE & TURNBERRY RO RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD COUNTRY CLUB RD Y i ` CCUQ ROAD a O,VERQLL vs N r MONJTAVA t p.3 m } PHASE �+ DEVELtOPMENT t �` �� 5 ® 6 7 8 X E 18 - In o W P N N Z � m 16 • } n,S- 15 nic + 250' dOIS I � _ �� MOUNTAIN VISTA DRIVE O � O W 8 - 9 10 11 12 i 13' 150'yI 25'.10 o Q ¢ • Z MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RD 01 z 11 w, 10 11 1 ED - . � 4- r� 155+ VINE DRIVE - 60'T 125' ��14 150' MOUNTAIN VISTA & TIMBERLINE RD MOUNTAIN VISTA & TIMBERLINE RD) MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSH O MO CR UNTAIN VISTA & I-25 SB RAMP RECOMMENDED ALTERNATIVE 13 14 Lob 15 16 > 17 18 155'+ } 160'T 175' 1607 a 13i �3i� I LEGEND YIELD EL CD I f XO Study Area Key Intersection U Project Access Intersection �1FI0 LobLoo Roundabout O Stop Controlled Approach MOUNTAIN VISTA & NTS 196474001 I-25 NB RAMP VINE DR & TIMBERLINE RD _< r Site—Specific Improvement NORTH CHESAPEAKE DR & TIMBERLINE RD LONGWOOD DR & TIMBERLINE RD GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS ® Yield Controlled Approach Improvement by Others FIGURE 9 Signalized Intersection 100' Turn Lane Length (feet) MONTAVA - PHASE D FORT COLLINS, COLORADO 2027 RECOMMENDED GEOMETRY AND CONTROL Kimley*Horn Nr 5.8 Phase D Only Intersection Analysis As requested by the City of Fort Collins, a Phase D only analysis was completed for the short- term horizon which would not include Phase G and E accesses or development traffic as background traffic. This analysis presents the findings for Phase D only project traffic on the surrounding roadway network without the Phase G and E infrastructure. Therefore, project traffic does not assume Timberline Road, north of Mountain Vista Drive, will be constructed by buildout of Phase D development. Of note, the external intersections and accesses that are affected if Phase G and E infrastructure is not constructed prior to Phase D are the following: • Mountain Vista Drive and Timberline Road (#9) • Mountain Vista Drive and Giddings Road (#10) • Mountain Vista Drive and 1-25 Southbound Ramp (#12) • Mountain Vista Drive and 1-25 Northbound Ramp (#13) • Giddings Road South Access (#17) • Giddings Road North Access (#18) Therefore, a level of service and queueing analysis was completed for these affected intersections. The 2027 background traffic volumes without Phase G and E traffic, Phase D trip distribution, Phase D traffic assignment, and 2027 total traffic volumes are provided in Appendix G and identified as Figure GA, G.2, G.3, and GA, respectively. Table 21 summarizes the level of service at the four study intersections. As shown in the table, all movement are anticipated to operate acceptably. Of note, the Mountain Vista Drive and Timberline Road (#9) intersection is planned to be converted to roundabout control in the near future if Phase D is constructed prior to Phase G & E; therefore, it is recommended that the existing lane configurations and control remain at this intersection until the roundabout is implemented. As recommended previously, a separate eastbound left turn lane is recommended to be provided at the Mountain Vista Drive and Giddings Road (#10) intersection. Likewise, a northbound left turn lane will be provided at the South (#17) and North (#18) accesses along Giddings Road. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 58 Nr Of note, the 1-25 interchange ramps operate acceptably with and without the addition of Phase D traffic. Therefore, the future improvement for the 1-25 Northbound Ramp will be triggered by subsequent development traffic. Table 21 - Phase D Only Level of Service Results AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Intersection 2027 Background 2027 Total Delay Delay Delay Delay • • • • veh) veh) F veh) F veh) Mountain Vista & Timberline Rd (#9) Northbound Approach 18.6 C 26.0 D 24.9 C 46.8 E Westbound Left 9.1 A 8.5 A 9.4 A 8.7 A Mountain Vista & Giddings Rd (#10) Eastbound Left 8.0 A 8.9 A 8.1 A 9.7 A Southbound Left 17.2 C 16.4 C 18.8 C 22.2 C Southbound Right - - - - 12.0 B 13.4 B Mountain Vista &1-25 SB Ramp (#12) Westbound Left 9.9 A 8.6 A 10.3 B 8.7 A Southbound Approach 10.4 B 12.7 B 10.7 B 13.8 B Mountain Vista &1-25 NB Ramp (#13) Northbound Approach 14.5 B 24.6 C 15.7 C 35.8 E Eastbound Left 8.1 A 7.8 A 8.1 A 7.8 A Giddings South Access (#17) Northbound Left NSA 8.1 A 7.8 A Eastbound Approach 11.0 B 9.7 A Giddings North Access (#18) Northbound Left N�'4 8.4 A 8.1 A Eastbound Approach 12.7 B 1 10.4 B The queuing analysis was performed using Synchro presenting the results of the 95th percentile queue lengths. Results are shown in the following Table 22.As shown in the queue table, the left turn lanes are recommended to provide a length of 155 feet with a 160-foot taper based on a speed limit of 40 miles per hour. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 59 Nr Table 22 — Phase D Only Turn Lane Queuing Analysis Results Turn Lane Calculated Existing 2027 QueueLength Intersection Turn Lane (feet) (feet) Length (feet) Mountain Vista & Giddings Rd (#10) Eastbound Left DNE 25' 155'+160' T Mountain Vista & 1-25 SB Ramp (#12) Westbound Left 200' 25' 200' Mountain Vista &1-25 NB Ramp (#13) Eastbound Left 175' 25' 175' Giddings Rd South Access (#17) Northbound Left DNE 25' 155'+1607 Giddings Rd North Access (#18) Northbound Left DNE 25' 155'+160'T DNE = Does Not Exist; T= Taper; Blue Text= Recommendation The recommended geometry for these intersections is illustrated in Figure G.4 attached. As shown in the recommendation figure and consistent with if Phase G & E is constructed prior to the buildout of Phase D, an eastbound left turn lane is recommended to be provided along Mountain Vista Drive at Giddings Road. Of note, this improvement is needed prior to the addition of project traffic.Additionally, the intersection recommendations made previously with Phase G & E incorporated as background traffic are the same as in this alternative analysis for both accesses along Giddings Road (#17 & #18) and the Mountain Vista Drive and Giddings Road (#10) intersection. However, the separate northbound left turn lane recommended in Figure 9 for the I- 25 off-ramp is not triggered with development of Phase D. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 60 Nr 6.0 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. 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 196474001 Ki m ey>>>H o r n Montava - Phase D Page 61 Nr 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 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 196474001 Ki m ey>>>H o r n Montava - Phase D Page 62 Nr 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 23 below. As shown in the table, the proposed pedestrian facilities will be constructed to provide LOS B or better. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 63 Nr Table 23 — Pedestrian Level of Service Summary Quality Indicators • . . Sense of security enhanced by presence of other Security A People using sidewalks and overlooking them from adjacent buildings. Good lighting and clear sight lines. Excellent and direct connectivity with clear linear Directness B 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. 3 or fewer lanes to cross, clear indications with some roadways providing 4 or 5 lanes (striping, Street Crossings (Signalized) A/ B etc.), well-marked crosswalks, good lighting, standard curb ramps, automatic pedestrian signal, pedestrian amenities, unobstructed views Well-marked cross walks, good lighting levels, Street Crossings (Unsignalized) A standard curb ramps, street character suggests pedestrian crossing, unobstructed views Visually appealing and compatible with local Visual Appeal and Amenities A 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 'Quality Indicators from Fort Collins Pedestrian Plan The pedestrian facilities that will be constructed with Phase D are anticipated to meet the LOS guidelines. Every street internal to Phase D has sidewalks on both sides, shaded by street trees. Additionally, dedicated pedestrian and bicycle paths are located throughout Phase D. Recreational walkways and bikeways at the irrigation pond connect to the future regional trail and the future city park. All intersections include curb extensions to reduce crossing time and the ped/bike mid-block walkway connections also have curb extensions. 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 Ki m ey>>>H o r n Montava - Phase D Page 64 NORTH NTS 196474001 - - - '—'—'—'—'—'— '"- Sidewalk Facilities Shared Street - L._._._._.- , i Dedicated Passage/Trail • 1 ' � • I ...' PHASE i D •. i • i --r i 4 i i - i i FIGURE 10 MONTAVA - PHASE D FORT COLLINS, COLORADO PEDESTRIAN NETWORK MAP jKim1ey*Horn Nr 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. To ensure that most of the streets within Montava streets are low volume, low speed, and to provide frequent low stress routes by bike, the main connections for bikes through Montava are through protected, sidewalk-adjacent bike lanes, which interface with the regional trail, supplemented by off-street vehicle-free walkways and bikeways, and low stress streets. The regional trail passes through Montava,just to the west of Phase D and is connected to the regional trail with an off-street connection. The streets along the perimeter of Phase D all have protected, sidewalk-adjacent bike lanes, as does Timberline Road. The housing within Phase D is within 500 feet or less from a protected bike lane. The internal street connections in Phase D are low stress and connect to adjacent low stress streets in other phases. Mid-block walkways provide additional very low stress connections which align with similar paths in Phase E and the network of protected lanes and low stress streets in Phase D. A conceptual bicycle plan map is attached in Appendix G. 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 Ki m ey>>>H o r n Montava - Phase D Page 66 Lr� .7d , NORTH NTS 196474001 —.�.—.—._ _ ....—•—•— — — — — — — —-—-—-- Dedicated Lane - On-Street Route Regional Trail w—w Off-street Trail `• 41 # j i + 7 ., �'I - PHASE.00 li Y F) ~ j I I i •� 'r Aim ° i II j FIGURE 11 MONTAVA - PHASE D FORT COLLINS, COLORADO BICYCLE NETWORK MAP Kimley)))Horn Nr 7.0 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 Ki m ey>>>H o r n Montava - Phase D Page 68 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 24 provides the results of the capacity analysis at each of the two intersections (#10 & #18) under roundabout control. Table 24 —Year 2027 Level of Service Results Intersection Mountain Vista & Giddings Rd #10 Roundabout(HCM) 8.3 A 10.0 A South Giddings Rd Access #18 Roundabout(HCM) 5.0 A 5.0 A 196474001 Kim I ey>>> Horn Montava - Phase D Page 69 Nr Table 25 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" 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. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 70 NF Table 25— Project Access and Future Intersection Level of Service Results 2045 Total Intersection Intersection AM Peak Hour PM Peak Hour Control Delay Delay • • Roundabout(Sidra- HCM) 19.7 C 23.8 C Mountain Vista & Giddings Rd (#10) Roundabout(Arcady) 6.0 A 8.1 A Signal 37.8 D 45.6 D North Giddings Rd Access (#17) Northbound Left TWSC 8.3 A 7.9 A Eastbound Approach 12.0 B 12.7 B Roundabout(Arcady) 15.8 C 6.5 A South Giddings Rd Access (#18) Signal 9 12.4 B 5.5 A Country Club &Timberline Rd (#19) Roundabout 3.8 A 3.9 A Maple Hill &Timberline Rd (#20) Roundabout 4.9 A 4.6 A Timberline Rd &Giddings Rd (#21) Northbound Left 8.1 A 8.1 A Eastbound Left TWSC 11.9 B 11.7 B Westbound Left 14.5 B 18.7 C Southbound Left 7.8 A 8.6 A Giddings Fiddle Roundabout(#A) Roundabout(Arcady) 9.2 A 20.1 C 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. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 71 NORTH NTS 196474001 �1 Q RICHARDS LAKE ROAD _ ma� 1 < o - a Cr m z MAPLE HILL DRY 20 " COUNTRYcCLUB RD PHASE' E 19 ri 'A' OVERALL 6% MONTAVA X PHASE E ; DEVELOPMENT 1' Cr W m F MOUNTAIN VISTA DRIVE 35% 10 = O C'4 U LEGEND FIGURE 12 O Project Access Intersection M ON TAVA - PHASE D EnteXX%[XX%] Trip ring[Exiting] Percentage FORT COLLINS, COLORADODistribution �_2045 PROJECT ACCESS DISTRIBUTION Kimleyzof Horn 21 N 20 2(1)— RICHARDS LAKE ROAD o - v m a o MAPLE HILL _ . MAPLE HILL DR Z TIMBERLINE RD & GIDDINGS RD 1(2) N N ems;rsrt M � I A 17 F 20 MAPLE HILL DR & TIMBERLINE RD COUNTRY CLUB RD• 17 I - PHASE y 19 D FZI o 19 A OVERALL T m m m M 0_N TAVA 42(20)-- T N 9(4) , "' M —11(5) �' o PHASE 18 DEVELOPMUJ ENT w UJ COUNTRY CLUB I A GIDDINGS RD NORTH ACCESS 4(9)� � '� M 18 F MOUNTAIN VISTA DRIVE F cNloI COUNTRY CLUB & TIMBERLINE RD y in co �C r _ •. = 17(8)--, m r N U) 35(17)--, N r N LEGEND FIDDLE ROUNDABOUT OProject Access Intersection GIDDINGS RD SOUTH ACCESS XXX(XXX) Weekday AM(PM) 10 Peak Hour Traffic Volumes Future Roadway N N �18(47) v O+ <---3(8) y 9(4) T FIGURE 13 12(6), MONTAVA - PHASE D NORTH FORT COLLINS, COLORADO NTS 1 96 4740 01 MOUNTAIN VISTA & GIDDINGS RD 2045 PROJECT ACCESS ASSIGNMENT P Fa ley)))Horn 21 0 Ln LO N _o 10(5) N IIn Ch 11n 20 �L►i I y �30(25) 15(10)— RICHARDS LAKE ROAD rn A o_ F 10(20) 0 0 oo CD It m 95(55)� r r) in 85(200) �` = a b w N 5(5) Of a 0 90(50) m MAPLE HILL DR Z TIMBERLINE RD & GIDDINGS RD 205(115) 80(45)� o in � r� "�.,r� A 17 20 _0 � S �5(5) N N MAPLE HILL DR & TMBERLINE RD COUNTRY CLUB RD ar _� 17 Lo dII o �15(10) N 4I PHASE y y �995(65) y C 19 D 5(5)� 2(2) h T 19 a OVERALL 5(5)— 00 in o o �n _ MO_NTAVA 185(105)� o M N 10(5) n LO cl) o 15(10) & PHASE DEVELTO) ENT " n rI co co <--70(60) o E 18 G y 40(40) W m w GIDDINGS RD NORTH ACCESS 35(85)— o o ,� s coo 18 10(15)� Ln o F `r 15(15) ,ItN _ 1 0 -MOUNTAIN VISTA DRIVE ^ n � ( ) in L - I 5 5 v o v 5(5) y y 10(10)�85(55) N co n i II + COUNTRY CLUB & TIMBERLINE RD 10(15)— y y k�--55(30) 5(5)— N o cou 20(25)— 20(10)--, o ro o 10(10) T M 125(45)— o L N M Co LEGEND FIDDLE ROUNDABOUT OProject Access Intersection GIDDINGS RD SOUTH ACCESS XXX(XXX) Weekday AM(PM) 10 Peak Hour Traffic Volumes m o rn v Future Roadway C o � �263(382) N m 00 <--365(660) y y L,-227(308) 65(182)— 602(484)—> ci N FIGURE 14 25(17)� o � N o COm MONTAVA - PHASE D NORTH " r FORT COLLINS, COLORAD0 NT51136474001 MOUNTAIN VISTA & GIDDINGS RD 2045 PROJECT ACCESS TOTAL TRAFFIC VOLUMES P Fa ley)))Horn 21 � 0 .i � RICHARDS LAKE ROAD 1 / o ® m a x � a � A TIMBERLINE RD & GIDDINGS F MAPLE HILL DR o lr� 2i 20 M �I �� f �;. DR & TIMBERLINE RD COUNTRY CLUB RD� 17 PHASE 19 D CIO 19 A OVERALL r G2" o MONTAVA e FIDDLE ROUNDABOUT PHASE v Q1 E III j DEVELOPMENT W S j ?RTF AC��S 1 18 RECOMMENDED 18 ALTERNATIVE F r 10 MOUNTAIN VISTA DRIVET. ,f Z\1 ji rpUNTR, CLUB & TIMBERLINE RD LEGEND IQ � ®Study Area Key Intersection Stop Controlled Approach p GIDDINGS RD SOUTH ACCESS GIDDINGS RD SOUTH ACCESS Roundabout Improvement 1O RECOMMENDED10 ALTERNATIVE Yield Controlled Approach � Future Roadway I�BYPASS l f_ Signalized Intersection C100' Turn Lane Length (feet) � � TWLTLy FIGURE 15 MONTAVA - PHASE D NORTH �� FORT COLORADO NTS196474001 COLLINS, MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA do GIDDINGS RD �_2045 PROJECT ACCESS RECOMMENDED GEOMETRY AND CONIKUL 4 Kimleyv\Horn Nr 8.0 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 Ki m ey>>>H o r n Montava - Phase D Page 76 Nr 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 is recommended to provide separate left and right turn lanes. 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. • With only Phase D development, the Mountain Vista Drive/ 1-25 Northbound Ramp (#13) intersection operates acceptably with the existing single lane approach. However, with the addition of Phase G and E development areas, a northbound left turn lane 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 ), 196474001 Ki m ey>>>H o r n Montava - Phase D Page 77 Nr 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 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. 196474001 Ki m ey>>>H o r n Montava - Phase D Page 78 Nr • 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 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 Ki m ey>>>H o r n Montava - Phase D Page 79 NV APPENDICES 196474001 Ki m ey>>>H o r n Montava - Phase D NV APPENDIX A Conceptual Site Plan 196474001 Ki m ey>>>H o r n Montava - Phase D •— II .• III ••� • . III '� • • III ..\ •' / ..,•• ' I ill i /• /• •• III I , • • I III •.\ I I I I .• �. � / / III I •.� ` • .. �.. �..�� ./ III /• • �• III - - - -- - - -- - Block D-07 & D-09 (max.) \ Land Area 3 . 71 ac (+ 1 . 19) `\ Density 56. 66 d u/ac Units 210 du GSF 216, OOOsf Height 4 stories A� Parking p 295 s �• � � ��%� �•` ' • ' • ` I , (7 on-street) , I Ratio 1 .40 sp/d u V , Units Lost - 1 SFD-CT -26 SFA-78 - 7 SFA-65 (Phase D only) Delta + 176 du �I New Total 509 du y l; New Density 17 .42 du/ac . I Block D-07 & D-09 (target)- , :I I • .. • III Land Area 3. 71 ac + 1 . 19 I •� X. i Density 34 . 10 d u/ac ► ' II Units 126 du o . GSF 132 , 000sf I o/ . o lil Height 3 stories / o -- -- -- ------------- Parking 288 sp (0 on-street) Ratio 2 .28 sp/du / _ _ • / I ��� ,:� I ICI I Units Lost 1 SFD CT -26 SFA-78 - 7 SFA-65 I I� (PhaseDonly) II ' Delta +92 du o' � • I I .. • . I jI e a II New Total 425 du New Density 14 .54 du/ac PROJECT NAME MAP ORIENTATION SCALE Montava Phase D Multi - Family Site °° 2°° 4°° 6°° $°° °o° Feet U E I N PROJECT NUMBER PROJECT LOCATION ID D/hT'E The above drawings, ideas and designs are the property of DPZ Partners. No part thereof shall be copied, disclosed to others, or 1725 Ft Collins 7 C O D 0 7 & D 09 3/1 /2 0 2 4 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. NV APPENDIX 6 Intersection Count Sheets 196474001 Ki m ey>>>H o r n Montava - Phase D www.idaxdata.com TURNBERRY RD RICHARDS LAKE RD ' Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:45 AM to 8:45 AM o ao Lu �� w m z o � o RICHARDS o 0 0 J I LI, U _J LAKE RD 0 «� L 4 > 6 t 7s .J A L 1 r TEV: 317 «� 0 * 0 0 p iE= N �0 > 2 � PHF: 0.83 75 19 54 Ap � _ u r0 16 � 0 i1 V �n � i r RICHARDS LAKE RD CD o HV°/: PH 7F '1 T r m v EB 5.3% 0. 9 0 0 0 z WB 3.8% 0.73 Z) SIB 12.5% 0.93 010 wN FNSIB2.8% 0.76 Q7 a- TOTAL 6.6% 0.83 Two-Hour Count Summaries RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 2 3 0 12 0 1 0 0 6 6 0 1 24 0 55 0 7:15 AM 0 0 1 2 0 13 0 1 0 0 9 3 0 5 35 0 69 0 7:30 AM 0 0 0 6 0 14 0 1 0 1 8 5 0 1 35 0 71 0 7:45 AM 0 0 0 5 0 16 0 0 0 1 15 10 0 1 23 0 71 266 8:00 AM 0 0 1 3 0 14 0 0 1 2 16 8 0 1 15 0 61 272 8:15 AM 0 1 1 4 0 24 0 3 0 2 15 13 0 1 31 0 95 298 8:30 AM 0 0 0 4 0 21 0 1 0 1 14 14 0 4 31 0 90 317 8:45 AM 0 0 1 4 0 6 0 0 0 5 10 17 0 1 20 0 64 310 Count Total 0 1 6 31 0 120 0 7 1 12 93 76 0 15 214 0 576 0 LHV% 0 1 2 16 0 75 0 4 1 6 60 45 0 7 100 0 317 0 Peak 0 1 0 0 0 2 0 1 0 0 13 1 0 1 2 0 21 0 Hour - 100% 0% 0% - 3% - 25% 0% 0% 22% 2% - 14% 2% 7% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SIB Total East West North South Total 7:00 AM 0 1 2 2 5 0 0 0 0 0 0 0 0 1 1 7:15AM 0 1 0 0 1 0 0 0 1 1 0 0 0 0 0 7:30 AM 0 0 0 1 1 0 0 0 0 0 0 1 1 0 2 7:45 AM 0 1 3 0 4 0 0 0 0 0 1 0 0 1 2 8:00 AM 0 0 5 1 6 0 0 0 0 0 0 0 0 0 0 8:15AM 1 2 4 1 8 0 0 0 0 0 1 0 0 0 1 8:30 AM 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 2 0 2 0 0 0 0 0 1 2 0 0 3 Count Total 1 1 5 18 6 30 1 0 0 0 1 1 1 3 3 1 2 9 Peak Hour 1 1 3 14 3 21 1 0 0 0 0 0 1 2 0 0 1 3 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 1 0 0 1 1 0 1 1 0 5 0 7:15AM 0 0 0 0 0 0 0 1 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 0 0 1 0 1 0 7:45 AM 0 0 0 0 0 1 0 0 0 0 3 0 0 0 0 0 4 11 8:00 AM 0 0 0 0 0 0 0 0 0 0 4 1 0 1 0 0 6 12 8:15AM 0 1 0 0 0 1 0 1 0 0 4 0 0 0 1 0 8 19 8:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 21 8:45 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 19 Count Total 0 1 0 0 0 2 0 3 0 0 16 2 0 2 4 0 30 0 Peak Hour 1 0 1 0 0 1 0 2 0 1 1 0 0 13 1 1 0 1 2 0 1 21 1 0 Two-Hour Count Summaries-Bikes RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 7:30 AM 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 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 1 0 1 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TURNBERRY RD RICHARDS LAKE RD ' Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM rn Go w I- Go W of m z tr � RICHARDS o 0 0 J U _J L LAKE RD 33 t 56 .J A 0 r TEV: 342 d� 6 4 ♦ 0 u • 0 17 > 1 PHF: 0.91 r®44 A0~ ion �o ~0 i 87 0 - r 0 16 0 1 V �ARD ni t r RIL4KE RD �FZ) N HV%: PHF '1 1 O {O — M CM w o 0.0% 0.53 0 0 1.8% 0.64 1.1% 0.82O�O2.5% 0.90 M � TOTAL 1.5% 0.91 Two-Hour Count Summaries RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 2 0 14 0 3 0 5 21 16 0 1 11 0 73 0 4:15 PM 0 0 0 1 0 17 3 2 0 7 29 20 0 1 14 0 94 0 4:30 PM 0 0 0 4 0 10 1 0 0 7 21 30 0 0 20 1 94 0 4:45 PM 0 0 1 7 0 9 1 2 0 2 19 17 0 2 19 0 79 340 5:00 PM 0 0 0 4 0 8 1 2 0 10 12 16 0 0 22 0 75 342 5:15 PM 0 0 0 5 0 10 0 4 0 8 24 25 0 2 16 0 94 342 5:30 PM 0 0 0 3 0 12 0 3 0 3 25 17 0 0 10 0 73 321 5:45 PM 0 1 0 0 1 6 0 3 0 6 18 17 0 2 10 0 64 306 Count Total 0 1 1 26 1 86 6 19 0 48 169 158 0 8 122 1 646 0 LHV% 0 0 1 16 0 44 6 6 0 26 81 83 0 3 75 1 342 0 Peak 0 0 0 0 0 1 0 0 0 0 1 1 0 1 1 0 5 0 Hour 0% 0% - 2% 0% 0% - 0% 1% 1% - 33% 1% 0% 1% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SIB Total East West North South Total 4:00 PM 0 1 0 1 2 0 0 0 0 0 0 3 0 2 5 4:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 4:30 PM 0 0 1 1 2 0 0 1 0 1 2 0 2 0 4 4:45 PM 0 0 1 1 2 0 0 0 0 0 1 0 0 1 2 5:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 5:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 1 0 1 5:45 PM 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 Count Total 1 0 2 5 3 10 1 0 0 2 0 2 1 5 3 4 3 15 Peak Hour 1 0 1 2 2 5 1 0 0 1 0 1 1 4 0 3 1 8 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 2 0 4:15PM 0 0 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 1 0 0 1 0 2 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 6 5:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 5 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 4 5:45 PM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2 4 Count Total 0 0 0 0 0 1 0 1 0 0 2 3 0 1 2 0 1 10 0 Peak Hour 1 0 0 0 0 1 0 1 0 0 1 0 0 1 1 1 0 1 1 0 5 1 0 Two-Hour Count Summaries-Bikes RICHARDS LAKE RD RICHARDS LAKE RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 1 0 0 0 1 0 4:45PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15PM 0 0 0 0 0 0 0 0 1 0 0 0 1 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Count Total 0 0 0 0 0 0 0 0 2 0 0 0 2 0 Peak Hour 0 0 0 1 0 0 0 1 0 0 1 0 0 0 1 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com GIDDINGS RD RICHARDS LAKE RD ' Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:15 AM to 8:15 AM M 1� lG N � N � � f z �O 0 O O J to U RICHARDS CD O LAKE RD � i t+ 0 L , {JLiJL j> 55 30 .J A 0 L L 20 TEV: 511 «— 13 43 f 0 u 0 f 90 15 �► PHF: 0.88 10 90 0-0 cz 48 0 0 1 _ r 1 55 0 0 V RICHARDS n oi t r T r FF LAKE RD o 0 o ao HV%: PHF `1 N o � EB 3.3% 0.87 0 0 0 z WB 0.0% 0.83 o NB 11.7% 0.65 O�O w O SB 7.2% 0.78 O N M TOTAL 7.2% 0.88 Two-Hour Count Summaries RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 2 4 11 0 2 4 0 0 0 17 1 0 0 51 3 95 0 7:15 AM 0 4 2 19 0 5 3 1 0 4 13 5 0 2 77 5 140 0 7:30 AM 0 5 2 13 0 2 2 4 0 3 22 0 0 3 64 1 121 0 7:45 AM 0 5 7 14 0 1 3 2 0 6 43 0 0 0 55 10 146 502 8:00 AM 0 6 4 9 0 2 5 0 0 7 22 3 0 0 40 6 104 511 8:15 AM 0 6 4 8 0 3 6 0 0 5 22 3 0 1 53 8 119 490 8:30 AM 0 8 10 9 0 5 5 3 0 3 20 3 0 0 60 3 129 498 8:45 AM 0 7 6 9 0 0 1 1 0 0 19 4 0 4 40 1 92 444 Count Total 0 43 39 92 0 20 29 11 0 28 178 19 0 10 440 37 946 0 All 0 20 15 55 0 10 13 7 0 20 100 8 0 5 236 22 511 0 ff HV 0 2 0 1 0 0 0 0 0 3 11 1 0 0 16 3 37 0 All - 10% 0% 2% - 0% 0% 0% - 15% 11% 13% - 0% 7% 14% 7% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 3 0 4 3 10 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 4 5 9 0 0 0 0 0 0 0 0 0 0 7:30 AM 1 0 2 3 6 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 6 4 10 0 1 0 0 1 0 0 0 0 0 8:00 AM 2 0 3 7 12 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 8:30 AM 0 1 1 5 7 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 3 5 8 0 0 0 0 0 0 0 0 0 0 Count Total 1 6 1 26 40 73 1 0 1 0 0 1 1 0 0 0 0 0 Peak Hour 1 3 0 15 19 37 1 0 1 0 0 1 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 1 2 0 0 0 0 0 0 0 4 0 0 0 2 1 10 0 7:15AM 0 0 0 0 0 0 0 0 0 2 1 1 0 0 5 0 9 0 7:30 AM 0 0 0 1 0 0 0 0 0 0 2 0 0 0 2 1 6 0 7:45 AM 0 0 0 0 0 0 0 0 0 1 5 0 0 0 4 0 10 35 8:00 AM 0 2 0 0 0 0 0 0 0 0 3 0 0 0 5 2 12 37 8:15 AM 0 0 0 0 0 0 0 0 0 1 1 1 0 0 6 2 11 39 8:30 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 5 0 7 40 8:45 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 5 0 8 38 Count Total 0 3 2 1 0 0 0 1 0 4 20 2 0 0 34 6 1 73 0 Peak Hour 1 0 2 0 1 1 0 0 0 0 1 0 3 11 1 1 0 0 16 3 37 1 0 Two-Hour Count Summaries-Bikes RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 0 1 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 1 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 1 0 0 0 0 0 0 0 0 1 0 Peak Hour 0 0 0 1 1 0 0 1 0 0 0 1 0 0 0 1 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com GIDDINGS RD RICHARDS LAKE RD ' Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:45 PM to 5:45 PM o l0 Cl) � r N � f z �O 0 O O RICHARDS J U r LAKE RD � i t+ 0 L 10 _J {J�JL 82 A 0 L 34 TEV: 534 4— 13 44 ao .J* 0 u 0 • 77 20 �► PHF: 0.87 17 77 42 0-1 _ r 0 23 � 0 0 V �n � i r . RICHARDS LAKE RD o m m HV°/: PHF I I r 0 o r U) EB 3.9% 0.77 0 0 0 z WB 2.5% 0.77 o NB 0.4% 0.88 010 SB 3.7% 0.89 o N N TOTAL 2.1% 0.87 Two-Hour Count Summaries RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 8 8 4 0 3 12 0 0 12 32 4 0 6 34 6 129 0 4:15 PM 0 12 5 9 0 2 8 3 0 14 36 1 0 2 49 6 147 0 4:30 PM 0 12 3 4 0 6 6 3 0 10 42 0 0 3 28 5 122 0 4:45 PM 0 9 5 8 0 4 4 3 0 14 46 3 0 0 32 3 131 529 5:00 PM 0 5 6 4 0 3 6 3 0 10 41 0 0 4 34 0 116 516 5:15 PM 0 12 5 8 0 7 3 3 0 17 52 4 0 2 36 5 154 523 5:30 PM 0 8 4 3 0 3 0 1 0 15 47 7 0 2 38 5 133 534 5:45 PM 0 6 6 6 0 7 2 3 0 10 41 2 0 1 20 9 113 516 Count Total 0 72 42 46 0 35 41 19 0 102 337 21 0 20 271 39 1,045 0 All 0 34 20 23 0 17 13 10 0 56 186 14 0 8 140 13 534 0 Peak HV 0 3 0 0 0 0 1 0 0 0 1 0 0 0 6 0 11 0 Hour HV% - 9% 0% 0% - 0% 8% 0% - 0% 1% 0% - 0% 4% 0% 2% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 0 1 2 3 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 1 3 4 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 1 1 1 0 0 0 1 0 0 0 0 0 4:45 PM 3 0 1 3 7 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 5:15PM 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 Count Total 1 3 1 4 12 20 1 1 0 0 1 2 1 0 0 0 0 0 Peak Hour 1 3 1 1 6 11 1 0 0 0 1 1 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 3 0 4:15PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 3 0 4 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 4:45PM 0 3 0 0 0 0 0 0 0 0 1 0 0 0 3 0 7 15 5:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 3 15 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 12 5:30PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 5 Count Total 0 3 0 0 0 0 1 0 0 1 3 0 0 0 11 1 20 0 Peak Hour 1 0 3 0 0 1 0 0 1 0 1 0 0 1 0 1 0 0 6 0 1 11 1 0 Two-Hour Count Summaries-Bikes RICHARDS LAKE RD RICHARDS LAKE RD GIDDINGS RD GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15PM 0 0 0 0 0 0 0 0 0 0 1 0 1 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Count Total 1 0 0 0 0 0 0 0 0 0 1 0 2 0 Peak Hour 0 0 0 1 0 0 0 0 0 0 0 1 0 1 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com BUSCH DR RICHARDS LAKE RD Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:45 AM to 8:45 AM N � f 3 A � � � to� RICHARDS o 0 0 LAKE RD J 1 f 0 J 0 � p 48 � 0 TEV: 134 «— 37 �83 L 0 30 28 PHF: 0.96 45 > A 0 J 1 A o o a- �0 35 0� y r0 2 --°-I-- �n "i i r RICHARDS LAKE RD N r o to HV%: PHF "I j r — fF = EB 6.7% 0.75 0 0 0 U WB 7.2% 0.86 m NB 31.6% 0.68 010 SB 0.0% 0.50 o rn L TOTAL 10.4% 0.96 Two-Hour Count Summaries RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 3 0 0 9 9 0 0 7 0 9 0 0 0 0 37 0 7:15 AM 0 0 1 2 0 11 9 0 0 3 0 0 0 0 0 0 26 0 7:30 AM 0 0 3 0 0 16 6 0 0 1 0 1 0 0 0 0 27 0 7:45 AM 0 0 5 0 0 14 5 0 2 2 0 3 0 1 0 0 32 122 8:00 AM 0 0 4 2 0 14 9 1 0 5 0 0 0 0 0 0 35 120 8:15 AM 0 0 9 0 0 8 12 0 0 2 0 3 0 0 0 0 34 128 8:30 AM 0 0 10 0 0 9 11 0 0 2 0 0 0 0 1 0 33 134 8:45 AM 0 0 12 0 0 9 2 0 0 2 0 1 0 0 0 0 26 128 Count Total 0 0 47 4 0 90 63 1 2 24 0 17 0 1 1 0 250 0 [Li 0 0 28 2 0 45 37 1 2 11 0 6 0 1 1 0 134 0 0 0 1 1 0 4 2 0 0 5 0 1 0 0 0 0 14 0 - - 4% 50% - 9% 5% 0% 0% 45% - 17% 0% 0% 10% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 3 2 0 5 0 0 0 0 0 0 0 0 0 0 7:15AM 2 1 2 0 5 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 7:45 AM 1 0 2 0 3 0 1 0 0 1 0 0 0 0 0 8:00 AM 1 1 2 0 4 0 0 0 0 0 0 0 0 0 0 8:15AM 0 2 1 0 3 0 0 0 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 8:45 AM 1 0 1 0 2 0 0 0 0 0 0 0 0 0 0 Count Total 1 5 10 11 0 26 1 0 1 0 0 1 1 0 0 0 0 0 Peak Hour 1 2 6 6 0 14 1 0 1 0 0 1 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 1 2 0 0 2 0 0 0 0 0 0 5 0 7:15AM 0 0 0 2 0 0 1 0 0 2 0 0 0 0 0 0 5 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 1 0 0 0 0 0 0 1 0 1 0 0 0 0 3 13 8:00 AM 0 0 0 1 0 1 0 0 0 2 0 0 0 0 0 0 4 12 8:15AM 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 0 3 10 8:30 AM 0 0 0 0 0 3 0 0 0 1 0 0 0 0 0 0 4 14 8:45 AM 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 2 13 Count Total 0 0 2 3 0 5 5 0 0 10 0 1 0 0 0 0 1 26 0 Peak Hour 1 0 0 1 1 1 0 4 2 0 1 0 5 0 1 1 0 0 0 0 14 1 0 Two-Hour Count Summaries-Bikes RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 0 0 1 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 1 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 1 0 0 0 0 0 0 0 1 0 Peak Hour 1 0 0 0 1 0 1 0 1 0 0 0 1 0 0 0 1 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com BUSCH DR RICHARDS LAKE RD Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:00 PM to 5:00 PM 0 0 3 A CD RICHARDS o 0 0 LAKE RD •� 1 L- o {�CUC��> 64 o 0 L. 0 TEV: 186 4— 43 + 0 J • J L 0 i o� Jo ~0 443 29 �► PHF: 0.79 �053 5 0 0 0 0 010 14 M1 RICHARDSn "i t r LAKE RD HV%: PHF "I 1 r o r o m F N N EB 4.7% 0.72 0 0 0 WB 0.0% 0.80 NB 25.5% 0.62 010 SB - - o TOTAL 7.5% 0.79 Two-Hour Count Summaries RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 10 5 0 10 12 0 0 4 0 8 0 0 0 0 49 0 4:15 PM 0 0 6 4 0 24 6 0 0 9 0 10 0 0 0 0 59 0 4:30PM 0 0 6 4 0 17 13 0 0 6 0 5 0 0 0 0 51 0 4:45 PM 0 0 7 1 0 2 12 0 0 2 0 3 0 0 0 0 27 186 5:00 PM 0 0 10 1 0 15 9 0 0 2 0 4 0 0 0 0 41 178 5:15 PM 0 0 10 1 0 9 11 0 0 3 0 8 0 0 0 0 42 161 5:30 PM 0 0 15 1 0 16 7 0 0 2 0 8 0 0 0 0 49 159 5:45 PM 0 0 10 2 0 15 10 0 0 1 0 11 0 0 0 0 49 181 Count Total 0 0 74 19 0 108 80 0 0 29 0 57 0 0 0 0 367 0 K 0 0 29 14 0 53 43 0 0 21 0 26 0 0 0 0 186 0 0 0 1 1 0 0 0 0 0 11 0 1 0 0 0 0 14 0 3% 7% - 0% 0% 52% - 4% - - - - 8% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 0 5 0 5 0 0 0 0 0 0 0 0 0 0 4:15PM 1 0 5 0 6 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 4:45 PM 1 0 0 0 1 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 5:15PM 1 0 2 0 3 0 0 0 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 5:45 PM 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 Count Total 1 3 0 17 0 20 1 0 0 1 0 1 1 0 0 0 0 0 Peak Hour 1 2 0 12 0 14 1 0 0 0 0 0 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 4 0 1 0 0 0 0 5 0 4:15PM 0 0 0 1 0 0 0 0 0 5 0 0 0 0 0 0 6 0 4:30 PM 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 14 5:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 10 5:15PM 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 3 7 5:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 6 5:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 6 Count Total 0 0 1 2 0 0 0 0 0 16 0 1 0 0 0 0 1 20 0 Peak Hour 1 0 0 1 1 1 0 0 0 0 1 0 11 0 1 1 0 0 0 0 14 1 0 Two-Hour Count Summaries-Bikes RICHARDS LAKE RD RICHARDS LAKE RD BUSCH DR Driveway Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 4:45PM 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 0 0 0 5:15PM 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 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 1 0 0 0 1 1 Count Total 1 0 0 0 1 0 0 0 1 0 0 1 1 0 0 0 1 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TURNBERRY RD MAPLE HILL DR dzol Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:45 AM to 8:45 AM o .- } N � K WLU CO z n W CD DOI N r O Co O 1 4N,MAPLE HILL DR 1 It. 0 L TEV: 426 r 71 47 ' _ 0 + PHF: 0.89 0 > C" T 0 31 0 V A I�I1CI-- n T o so M of(If HV%: PHF c O m EB WB 2.8% 0.86 O NB 11.0% 0.99 N SB 2.4% 0.81 TOTAL 5.4% 0.89 Two-Hour Count Summaries N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 9 0 0 0 0 13 2 0 0 39 0 63 0 7:15 AM 0 0 0 0 0 22 0 0 0 0 13 1 0 0 61 0 97 0 7:30 AM 0 0 0 0 0 35 0 2 1 0 12 3 0 0 61 0 114 0 7:45 AM 0 0 0 0 0 16 0 0 0 0 26 10 0 0 46 0 98 372 8:00 AM 0 0 0 0 0 16 0 0 0 0 29 8 0 1 37 0 91 400 8:15 AM 0 0 0 0 0 20 0 1 0 0 31 6 0 0 60 0 118 421 8:30 AM 0 0 0 0 0 19 0 0 0 0 30 6 0 0 64 0 119 426 8:45 AM 0 0 0 0 0 10 0 0 0 0 34 9 0 0 33 0 86 414 Count Total 0 0 0 0 0 147 0 3 1 0 188 45 0 1 401 0 786 0 [KHV% ll 0 0 0 0 0 71 0 1 0 0 116 30 0 1 207 0 426 0 V 0 0 0 0 0 2 0 0 0 0 15 1 0 0 5 0 23 0 - - - - - 3% - 0% - - 13% 3% - 0% 2% - 5% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 0 2 1 3 0 0 0 0 0 2 1 0 0 3 7:15AM 0 0 0 2 2 0 0 0 1 1 2 0 0 0 2 7:30 AM 0 1 1 2 4 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 3 1 4 0 0 0 0 0 3 0 0 0 3 8:00 AM 0 0 7 0 7 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 5 2 7 0 0 0 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 8:45 AM 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 Count Total 0 3 21 11 35 0 0 0 1 1 7 1 0 0 8 Peak Hr 0 2 16 5 23 0 0 0 0 0 3 0 0 0 3 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 7:30 AM 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 0 4 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 1 0 4 13 8:00 AM 0 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 7 17 8:15 AM 0 0 0 0 0 0 0 0 0 0 4 1 0 0 2 0 7 22 8:30 AM 0 0 0 0 0 2 0 0 0 0 1 0 0 0 2 0 5 23 8:45 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 22 Count Total 0 0 0 0 0 3 0 0 1 0 19 1 0 0 11 0 35 0 Peak Hour 0 0 0 0 0 2 0 0 0 0 15 1 0 0 5 0 23 0 Two-Hour Count Summaries-Bikes N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 7:30 AM 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 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 1 0 1 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TURNBERRY RD MAPLE HILL DR dzol Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:00 PM to 5:00 PM 0 00 a o Y N K WLU z Z O F O O O O UMAPLE HILL DR 1 L. A 0 L TEV: 438 r 41 44 . 0 PHF: 0.84 1 > N r 0 49 0 V t1 T CDo v of HV%: PHF t r N - - 7 w EB co WB 0.0% 0.83 M NB 0.8% 0.79 010 00 O N SB 0.7% 0.90 TOTAL 0.7% 0.84 Two-Hour Count Summaries N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 11 0 0 0 0 45 10 0 0 32 0 98 0 4:15 PM 0 0 0 0 0 7 0 1 0 0 59 11 0 0 32 0 110 0 4:30 PM 0 0 0 0 0 13 0 0 0 0 63 18 0 0 37 0 131 0 4:45 PM 0 0 0 0 1 10 0 0 0 0 40 9 0 0 39 0 99 438 5:00 PM 0 0 0 0 0 3 0 0 0 0 43 10 0 0 39 0 95 435 5:15 PM 0 0 0 0 0 7 0 0 0 0 62 15 0 0 28 0 112 437 5:30 PM 0 0 0 0 0 9 0 0 0 0 48 16 0 0 28 0 101 407 5:45 PM 0 0 0 0 0 12 0 0 0 0 46 20 0 0 18 0 96 404 Count Total 0 0 0 0 1 72 0 1 0 0 406 109 0 0 253 0 842 0 [KHV% ll 0 0 0 0 1 41 0 1 0 0 207 48 0 0 140 0 438 0 V 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 0 - - - - 0% 0% - 0% - - 1% 0% - - 1% - 1% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 4:30 PM 0 0 1 0 1 0 0 1 0 1 1 1 0 0 2 4:45 PM 0 0 1 0 1 0 0 0 0 0 1 0 0 0 1 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 3 1 4 0 0 3 0 3 2 1 0 0 3 Peak Hr 0 0 2 1 3 0 0 2 0 2 2 1 0 0 3 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 4:15PM 0 0 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 1 0 0 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:15PM 0 0 0 0 0 0 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 0 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 1 Count Total 0 0 0 0 0 0 0 0 0 0 3 0 0 0 1 0 4 0 Peak Hour 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 0 Two-Hour Count Summaries-Bikes N/A MAPLE HILL DR TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 0 1 0 0 0 1 0 4:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 4:45 PM 0 0 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 0 2 5:15PM 0 0 0 0 0 0 0 1 0 0 0 0 1 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Count Total 0 0 0 0 0 0 0 2 1 0 0 0 3 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 1 1 1 0 0 0 1 2 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com BAR HARBOR DR MAPLE HILL DR ' Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:30 AM to 8:30 AM o rn N Co = V O m 0 1 to U %. _J MAPLE HILL DR i �+ 0 2 > 52 3s -) A 0 - 4 TEV: 76 4— 33 L• 0 u 0 • 1> 7 �► PHF: 0.63 1 A 0 o p Q 1 � 0 2 V MAPLE HILL DR n oi j r Of It HV%: PHF O a N N O 0 EB 8.3% 0.50 0 0 0 = FF WB 0.0% 0.47 NB 0.0% 0.67 O�O m SB 5.0% 0.71 0 o TOTAL 2.6% 0.63 Two-Hour Count Summaries MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 1 1 0 0 3 0 0 0 0 0 0 1 1 3 10 0 7:15AM 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 2 8 0 7:30 AM 0 1 1 0 0 1 18 0 0 1 1 0 1 0 2 4 30 0 7:45 AM 0 0 1 0 0 0 5 0 0 0 1 0 0 0 0 2 9 57 8:00 AM 0 2 3 1 0 0 5 1 0 1 0 2 0 0 1 4 20 67 8:15 AM 0 1 2 0 0 0 5 1 0 2 0 0 0 0 1 5 17 76 8:30 AM 0 0 1 0 0 2 7 0 0 1 1 1 0 0 2 1 16 62 8:45 AM 0 0 2 0 0 1 3 0 0 0 1 1 0 0 0 2 10 63 Count Total 0 4 11 2 0 4 52 2 0 5 4 4 1 1 7 23 120 0 LHV% 0 4 7 1 0 1 33 2 0 4 2 2 1 0 4 15 76 0 Peak Hour0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 2 0 - 0% 14% 0% - 0% 0% 0% 0% 0% 0% 0% - 25% 0% 3% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 7:15AM 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 1 1 7:45 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 1 3 8:00 AM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 8:15AM 1 0 0 0 1 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 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 1 1 1 2 5 0 0 0 0 0 2 0 0 2 4 Peak Hour 1 0 0 1 2 0 0 0 0 0 2 0 0 2 4 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 7:15AM 0 0 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 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 8:15AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 8:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 4 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 Count Total 0 0 1 0 0 0 1 0 0 1 0 0 0 0 2 0 1 5 0 Peak Hour 1 0 0 1 0 1 0 0 0 0 1 0 0 0 0 1 0 0 1 0 2 1 0 Two-Hour Count Summaries-Bikes MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 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 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com BAR HARBOR DR MAPLE HILL DR ' Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:00 PM to 5:00 PM � ao 00 o m o rn co .- 0 0 0 0 1 to OMAPLE HILL DR41 U _J L i �+ 0 n 1 >L 26 7 TEV: 75 «— 15 41 + 0 J a L 0 0 0 0 1� 10 �► PHF: 0.75 1 > A 1 ~ o 0 A20 0� - r0 2 � 0 7 V MAPLE HILL DR * �n � i r FF o N rn O p HV°/: PHF '1 1 it~ EB 0.0% 0.68 0 0 0 = WB 0.0% 0.67 NB 9.1% 0.69 O�O m SB 0.0% 0.56 � N N TOTAL 2.7% 0.75 Two-Hour Count Summaries MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 1 5 1 0 1 5 0 0 0 3 3 0 0 0 2 21 0 4:15PM 0 2 2 0 0 0 3 0 0 1 0 0 0 1 3 1 13 0 4:30 PM 0 4 1 1 0 0 4 0 0 0 3 4 0 0 4 4 25 0 4:45 PM 0 0 2 0 0 0 3 0 0 1 5 2 0 0 1 2 16 75 5:00 PM 0 2 1 0 0 1 1 0 0 0 2 1 0 1 0 0 9 63 5:15 PM 0 0 7 1 0 0 3 0 0 0 4 2 0 0 1 0 18 68 5:30 PM 0 1 2 0 0 2 5 0 0 0 2 2 0 0 3 1 18 61 5:45 PM 0 3 4 0 0 0 4 1 0 0 2 0 0 0 2 1 17 62 Count Total 0 13 24 3 0 4 28 1 0 2 21 14 0 2 14 11 137 0 LHV% 0 7 10 2 0 1 15 0 0 2 11 9 0 1 8 9 75 0 Peak Hour0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2 0 - 0% 0% 0% - 0% 0% 50% 9% 0% - 0% 0% 0% 3% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 4 0 4 8 4:15PM 0 0 1 0 1 1 0 0 0 1 0 1 0 1 2 4:30 PM 0 0 1 0 1 0 0 0 0 0 0 4 0 0 4 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 2 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 2 0 7 9 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 4 0 2 6 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 Count Total 0 0 2 0 2 1 0 0 0 1 0 16 1 22 39 Peak Hour 0 0 2 0 2 1 0 0 0 1 0 10 1 7 18 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 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 0 0 0 0 0 2 5:15PM 0 0 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 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 2 0 Peak Hour 1 0 0 0 0 1 0 0 0 0 1 0 1 1 0 1 0 0 0 0 2 1 0 Two-Hour Count Summaries-Bikes MAPLE HILL DR MAPLE HILL DR BAR HARBOR DR BAR HARBOR DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 1 0 0 0 0 0 0 0 0 0 0 1 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15PM 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 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 1 0 0 0 0 0 0 0 0 0 0 1 0 Peak Hour 1 0 1 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com MONTAVA PHASE G I TRANSPORTATION IMPACT STUDY City of Fort Collins www.idaxdata.com N LEMAY AVE „�„ COUNTRY CLUB RD wa) 0_4 Date: Tue,Aug 24,2021 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:45 AM to 8:45 AM 8 OFO w O J COUNTRY J ( t. CLUB RD 0�* A p 21 _ 4 r TEV: 948 *-11 172 c 365 p J L 0 26> 177� PHF: 0.85 —183 0 p^ �I ~0 0�0 BO C0 301 0� 2 V r0 �n"iir COUNTRY CLUB RD w HV%: PHF < EB 4.6% 0.81 � WB 2.7% 0.86 ,1 TNB 4.0% 0.58 09� SB 2.7% 0.83 TOTAL 3.5% 0.85 Two-Hour Count Summaries Interval COUNTRY CLUB RD COUNTRY CLUB RD N LEMAY AVE GREGORY RD 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 26 11 0 30 19 1 0 3 9. 7 0 1 16 0 123 0 7:15 AM 0 0 43 9 0 44 34 1 0 3 2 13 0 6 22 1 178 0 7:30 AM 0 0 35 23 0 62 55 2 0 3 5 19 0 4 23 1 232 0 7:45 AM 0 0 33 25 0 55 34 0 0 12 7 19 0 7 36 1 229 762 8:00 AM 0 1 58 22 0 33 36 3 0 1 10 20 0 4 23 0 211 850 8:15 AM 0 1 47 18 0 39 55 4 0 4 5 22 0 6 27 1 229 901 8:30 AM 0 2 39 15 0 56 47 3 0 19 19 38 0 8 31 2 279 948 8:45 AM 0 2 39 12 0 43 36 4 0 10 9 29 0 2 11 1 198 917 Count Total 0 6 320 135 j 0 362 316 18 0 55 66 167 j 0 38 189 7 1,679 0 All 0 4 177 80 0 183 172 10 0 36 41 99 0 25 117 4 948 0 Hour Peak HV 0 0 10 2 0 1 7 2 0 3 1 3 0 0 2 2 33 0 HV% 0% 6% 3% 7% 4% 20% B% 2% 3% 0% 2% 50% 3% 0 Note.:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 2 1 0 0 3 1 0 0 0 1 0 0 0 0 0 7:15 AM 1 0 0 1 2 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 2 2 0 4 0 0 0 0 0 0 0 0 0 0 7:45 AM 1 1 3 1 6 0 0 0 1 1 0 1 0 0 1 8:00 AM 3 3 1 2 9 0 0 0 1 1 0 0 0 0 0 8:15 AM 4 4 1 1 10 0 0 0 0 0 1 0 0 1 2 8:30 AM 4 2 2 0 8 0 0 0 0 0 1 1 0 1 3 8:45 AM 0 2 3 0 5 0 0 0 0 0 0 0 0 0 0 Count Total 15 15 12 5 47 1 0 0 2 3 2 2 0 2 6 Peak Hour 12 10 7 4 33 0 0 0 2 2 2 2 0 2 8 Project Manager:(415)310-6469 project.manager.ca@idaxdata.com Consult LLC 38 MONTAVA PHASE G I TRANSPORTATION IMPACT STUDY City of Fort Collins www.idaxdata.com N LEMAY AVE „�„ COUNTRY CLUB RD wa) 0_4 Date: Tue,Aug 24,2021 N Peak Hour Count Period: 4:00 PM to 6:00 PM T Peak Hour: 4:30 PM to 5:30 PM yI it w 0 f7 � COUNTRY� t0 V7 N O UL CLUB RD 197 0 11 TEV: 1,044 1142 • 0 J ',. L p 317> 253 PHF: 0.9 151 0^ 'oi ~0 458 0 o'—' �-0 53 n �0 0 V COUNTRY CLUB RD o N N > HV%: PHF e < EB 3.8% 0.83 � WB 0.6% 0.88 ,1 TNB 1.2% 0.94 00� n I Z SB 2.6% 0.88 N ^ TOTAL 1.9% 0.90 Two-Hour Count Summaries Interval COUNTRY CLUB RD COUNTRY CLUB RD N LEMAY AVE GREGORY RD 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 2 67 11 0 31 30 7 0 16 22 28 0 1 10 1 226 0 4:15 PM 0 3 67 9 0 39 47 4 0 15 20 41 0 4 12 1 262 0 4:30 PM 0 3 64 12 0 44 27 2 0 16 32 41 0 3 14 4 262 0 4:45 PM 0 5 63 9 0 36 36 5 0 9 28 49 0 6 9 1 256 1,006 5:00 PM 0 1 48 16 0 31 36 8 0 13 18 42 0 7 15 0 235 1,015 5:15 PM 0 2 78 16 0 40 43 6 0 11 24 53 0 4 13 1 291 1,044 5:30 PM 0 3 71 11 0 37 37 5 0 16 23 42 0 4 11 2 262 1,044 545 PM 0 4 60 5 0 22 42 2 0 13 14 36 0 4 8 2 212 1,000 Count Total 0 23 518 89 j 0 280 298 39 0 109 181 332 j 0 33 92 12 j 2,006 0 All 0 11 253 53 0 151 142 21 0 49 102 185 0 20 51 6 1,044 0 Peak HV 0 0 12 0 0 1 1 0 0 0 1 3 0 1 1 0 20 0 Hour HV% 0% 5% 0% 7% 1% 0% 0% 1% 2% 5% 2% 0% 2% 0 Note.:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4 0 0 0 4 0 0 0 0 0 0 0 0 0 0 4:15 PM 3 0 0 0 3 1 0 0 3 4 0 0 0 0 0 4:30 PM 5 1 1 1 8 0 0 0 0 0 0 0 0 0 0 4:45 PM 3 0 1 0 4 0 0 0 1 1 0 0 0 0 0 5:00 PM 1 0 1 0 2 0 0 0 0 0 0 0 0 0 0 5:15 PM 3 1 1 1 6 0 0 0 0 A✓+ 0 'V 0 0 0 5:30 PM 2 1 1 0 4 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 Count Total 21 4 5 2 32 1 0 0 4 5 0 0 0 0 0 Peak Hour 12 2 4 2 20 0 0 0 1 1 0 0 0 0 0 Project Manager:(415)310-6469 project.manager.ca@idaxdata.com ��d Consult LLC 39 www.idaxdata.com TURNBERRY RD COUNTRY CLUB RD ' Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:45 AM to 8:45 AM M h M � } d' W [0 Z CD FN C o COUNTRY i J 1 toU L OCLUB RD _J > 377 J A 0 L 100 TEV: 818 «� 44 4 69 .* 0 u 0 + 26� 30 �► PHF: 0.9 25 0�10 0~ E=0 0,� ~0 Q 45 0 - r 0 132 � 0 0 V �n � i r <fl��o��} . COUNTRY CLUB RD o �„� n � �� HV°/: PHF '1 j it r v w EB 6.1% 0.92 0 0 Z WB 5.8% 0.72 + Z) NB 9.2% 0.82 O�O rn SB 2.6% 0.80 v w TOTAL 5.4% 0.90 Two-Hour Count Summaries COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 9 6 26 0 8 7 0 0 13 6 2 0 0 24 33 134 0 7:15 AM 0 9 2 21 0 4 10 0 0 25 6 1 0 0 39 47 164 0 7:30 AM 0 8 4 37 0 5 21 0 0 20 8 2 0 0 32 78 215 0 7:45 AM 0 26 10 29 0 5 16 0 0 25 10 2 0 0 24 50 197 710 8:00 AM 0 26 13 32 0 4 5 0 0 32 15 6 0 0 17 38 188 764 8:15 AM 0 21 3 33 0 4 11 0 0 32 12 5 0 0 21 65 207 807 8:30 AM 0 27 4 38 0 12 12 0 0 24 10 1 0 1 30 67 226 818 8:45 AM 0 29 6 24 0 6 8 0 0 25 15 0 0 0 20 28 161 782 Count Total 0 155 48 240 0 48 90 0 0 196 82 19 0 1 207 406 1,492 0 All 0 100 30 132 0 25 44 0 0 113 47 14 0 1 92 220 818 0 Peak HV 0 7 1 8 0 2 2 0 0 9 6 1 0 0 4 4 44 0 Hour HV% - 7% 3% 6% - 8% 5% - - 8% 13% 7% - 0% 4% 2% 5% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 2 0 2 1 5 0 0 0 0 0 0 0 0 0 0 7:15AM 0 1 2 0 3 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 1 2 3 0 1 0 1 2 1 0 0 0 1 7:45 AM 1 0 0 2 3 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 8:15AM 3 1 8 2 14 0 0 1 0 1 0 0 0 0 0 8:30 AM 4 2 1 4 11 0 0 0 1 1 0 0 0 0 0 8:45 AM 2 1 3 1 7 0 1 0 0 1 0 0 0 0 0 Count Total 1 20 6 24 12 62 1 0 2 1 2 5 1 1 0 0 0 1 Peak Hour 1 16 4 16 8 44 1 0 0 1 1 2 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 1 0 1 0 0 0 0 0 1 1 0 0 0 1 0 5 0 7:15AM 0 0 0 0 0 1 0 0 0 1 0 1 0 0 0 0 3 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 3 0 7:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 3 14 8:00 AM 0 5 0 3 0 1 0 0 0 5 2 0 0 0 0 0 16 25 8:15 AM 0 1 1 1 0 1 0 0 0 4 3 1 0 0 1 1 14 36 8:30 AM 0 1 0 3 0 0 2 0 0 0 1 0 0 0 1 3 11 44 8:45 AM 0 0 0 2 0 1 0 0 0 1 2 0 0 0 0 1 7 48 Count Total 0 8 1 11 0 4 2 0 0 12 10 2 0 0 6 6 62 0 Peak Hour 1 0 7 1 8 1 0 2 2 0 1 0 9 6 1 1 0 0 4 4 1 44 1 0 Two-Hour Count Summaries-Bikes COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 1 0 0 0 0 0 0 1 0 2 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15AM 0 0 0 0 0 0 0 0 1 0 0 0 1 3 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 2 8:45 AM 0 0 0 0 1 0 0 0 0 0 0 0 1 3 Count Total 0 0 0 1 1 0 0 0 1 0 1 1 5 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 1 1 0 0 1 2 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TURNBERRY RD COUNTRY CLUB RD ' Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:00 PM to 5:00 PM v N N } c �O Wo z Z K F p 33 O O O O O J 1 U L OCOUNTRY CLUB RD i �+ _J L o n 0 339 t 205 r TEV: 929 «— 29 + 1 'J u . L 0 • 41� 57 �► PHF: 0.95 19 A0~ o 14o ~0 Q n oi t r�..► 0 84 0 1 - V r 0 149 0 COUNTRY CLUB RD o �� rn n ui HV%: PHF '1 1 it~FF r m N w EB 2.7% 0.89 o N z WB 2.1% 0.67 NB 3.1% 0.94 O�O N rn SB 1.4% 0.86 Cl) N N N TOTAL 2.5% 0.95 Two-Hour Count Summaries COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 45 19 51 0 8 10 0 0 33 18 13 0 0 14 33 244 0 4:15 PM 0 61 11 40 0 6 7 0 0 46 13 5 0 0 11 35 235 0 4:30 PM 0 60 12 27 0 2 6 0 0 33 24 5 0 0 18 43 230 0 4:45 PM 0 39 15 31 0 3 6 0 0 51 14 4 0 0 21 36 220 929 5:00 PM 0 40 18 36 0 0 7 1 0 37 15 4 0 0 18 31 207 892 5:15 PM 0 62 26 37 0 4 7 0 0 33 20 6 0 1 9 30 235 892 5:30 PM 0 44 27 36 0 5 9 0 0 33 23 6 0 2 12 29 226 888 5:45 PM 0 49 11 25 0 4 5 0 0 30 19 9 0 0 11 20 183 851 Count Total 0 400 139 283 0 32 57 1 0 296 146 52 0 3 114 257 1,780 0 All 0 205 57 149 0 19 29 0 0 163 69 27 0 0 64 147 929 0 Peak HV 0 2 0 9 0 0 1 0 0 4 2 2 0 0 3 0 23 0 Hour HV% - 1% 0% 6% - 0% 3% - - 2% 3% 7% - - 5% 0% 2% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 3 0 3 2 8 0 0 1 0 1 0 0 0 0 0 4:15PM 4 0 1 0 5 0 0 1 0 1 0 0 0 0 0 4:30 PM 3 1 3 1 8 1 0 1 0 2 0 0 0 0 0 4:45 PM 1 0 1 0 2 0 0 0 0 0 0 2 0 0 2 5:00 PM 2 0 0 1 3 0 0 0 0 0 0 0 0 0 0 5:15PM 1 0 0 0 1 0 0 1 0 1 0 0 0 0 0 5:30 PM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 5:45 PM 3 1 2 0 6 0 0 0 0 0 0 0 0 0 0 Count Total 1 18 2 10 4 34 1 1 1 4 0 6 1 0 2 0 0 2 Peak Hour 1 11 1 8 3 23 1 1 0 3 0 4 1 0 2 0 0 2 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 3 0 0 0 0 0 2 0 1 0 0 2 0 8 0 4:15PM 0 1 0 3 0 0 0 0 0 1 0 0 0 0 0 0 5 0 4:30 PM 0 1 0 2 0 0 1 0 0 1 1 1 0 0 1 0 8 0 4:45 PM 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 2 23 5:00 PM 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 3 18 5:15PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 14 5:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 7 5:45 PM 0 1 1 1 0 1 0 0 0 2 0 0 0 0 0 0 6 1 11 Count Total 0 3 1 14 0 1 1 0 0 6 2 2 0 0 3 1 1 34 0 Peak Hour 1 0 2 0 9 1 0 0 1 0 1 0 4 2 2 1 0 0 3 0 23 0 Two-Hour Count Summaries-Bikes COUNTRY CLUB RD COUNTRY CLUB RD TURNBERRY RD TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 4:15PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 4:30 PM 1 0 0 0 0 0 0 0 1 0 0 0 2 0 4:45PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15PM 0 0 0 0 0 0 1 0 0 0 0 0 1 3 5:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 1 2 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 Count Total 1 0 0 1 0 0 1 2 1 0 0 0 6 0 Peak Hour 1 1 0 0 1 0 0 0 1 0 2 1 1 0 0 0 4 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TURNBERRY RD MOUNTAIN VISTA DR WE)), Date: 05/04/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:00 AM to 8:00 AM M <O N O } N � V O W CO Z Co O - MOUNTAIN o 0 U VISTA DR O 96 unnn> L J �+ Lw 6 A 0 < 0 TEV: 407 2 •* ' � L 0 • 3� 9 PHF: 0.94 0 V'O 0, Q o «.0 Ao T, 26 v < ADRIEL DR HV%: PHF EB 0.0% 0.67 WB 4.1% 0.84 NB - 0.25 SB 1.5% 0.90 TOTAL 2.0% 0.94 Two-Hour Count Summaries ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 3 10 0 0 0 0 24 0 0 0 0 0 66 0 1 104 0 7:15 AM 0 1 5 0 0 0 0 21 0 0 0 1 0 74 0 0 102 0 7:30 AM 0 3 5 0 0 0 1 23 0 0 0 0 0 76 0 0 108 0 7:45 AM 0 2 6 0 0 0 1 28 0 0 0 0 1 52 0 3 93 407 8:00 AM 0 2 4 0 0 0 3 24 0 0 0 0 0 54 0 4 91 394 8:15 AM 0 3 5 0 0 0 1 38 0 0 0 0 0 54 0 3 104 396 8:30 AM 0 4 5 0 0 0 2 18 0 0 0 0 0 57 0 1 87 375 8:45 AM 0 1 5 0 0 0 3 31 0 0 0 0 0 47 0 3 90 372 Count Total 0 19 45 0 0 0 11 207 0 0 0 0 1 480 0 15 778 0 All 0 9 26 0 0 0 2 96 0 0 0 0 1 268 0 4 406 0 Peak HV 0 0 0 0 0 0 0 4 0 0 0 0 0 4 0 0 8 0 Hour HV% - 0% 0% 0% 4% 0% 1% 0% 2% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 3 0 1 4 0 0 0 0 0 0 0 0 0 0 7:15AM 0 1 0 1 2 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 0 7:45 AM 0 0 0 0 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 1 1 8:15AM 0 3 0 3 6 0 0 0 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 8:45 AM 0 2 0 1 3 0 1 0 0 1 0 0 0 0 0 Count Total 1 0 9 0 11 20 1 0 1 0 0 1 1 0 0 0 1 1 Peak Hr 1 0 4 0 4 8 1 0 0 0 0 0 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles ADRIEL DR MOUNTAIN VISTA DR NIA TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 3 0 0 0 0 0 1 0 0 4 0 7:15AM 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 0 3 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 7:45 AM 0 0 0 0 0 0 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 0 3 0 0 3 8 8:15AM 0 0 0 0 0 0 0 3 0 0 0 0 0 3 0 0 6 11 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 8:45 AM 0 0 0 0 0 0 0 2 0 0 0 0 0 1 0 0 3 12 Count Total 0 0 0 0 0 0 0 9 0 0 0 0 0 11 0 0 20 0 Peak Hour 0 0 0 0 0 0 0 4 0 0 0 0 0 4 0 0 8 0 Two-Hour Count Summaries-Bikes ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 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 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 1 0 0 0 0 0 0 0 1 1 Count Total 0 0 0 0 1 0 0 0 0 0 0 0 1 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TURNBERRY RD WE)), MOUNTAIN VISTA DR Date: 05/04/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:45 PM to 5:45 PM t� M } N � V O W CO Z O O L ■ - MOUNTAIN UVISTA DR L 231 37 A 0 Lw 0 TEV: 444 ~ 22 •* ' L 0 • 12*5 � 5 PHF: 0.92 0 171 V'O 0, «.0 �� T, 8 <... 0 ADRIEL DR HV%: PHF EB 0.0% 0.54 WB 0.8% 0.90 NB - - SB 0.0% 0.91 TOTAL 0.5% 0.92 Two-Hour Count Summaries ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 1 2 0 1 0 6 60 0 0 0 0 0 46 0 1 117 0 4:15 PM 0 0 4 0 0 0 5 55 0 0 0 0 0 44 0 5 113 0 4:30 PM 0 2 3 0 0 0 3 41 0 0 0 0 0 44 0 4 97 0 4:45 PM 0 3 2 0 0 0 6 59 0 0 0 0 0 34 0 3 107 434 5:00 PM 0 0 1 0 0 0 5 52 0 0 0 0 0 43 0 6 107 424 5:15 PM 0 0 1 0 0 0 7 54 0 0 0 0 0 47 0 0 109 420 5:30 PM 0 2 4 0 0 0 4 66 0 0 0 0 0 39 0 6 121 444 5:45 PM 0 1 3 0 0 0 4 59 0 0 0 0 0 23 0 5 95 432 Count Total 0 9 20 0 1 0 40 446 0 0 0 0 0 320 0 30 866 0 All 0 5 8 0 0 0 22 231 0 0 0 0 0 163 0 15 444 0 Peak HV 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 Hour HV% - 0% 0% 0% 1% 0% 0% 0% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 1 0 1 2 0 0 0 0 0 0 2 0 0 2 4:15PM 0 1 0 1 2 0 0 0 0 0 0 2 0 0 2 4:30 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 5:15PM 0 0 0 0 0 0 0 0 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 5:45 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 Count Total 1 0 6 0 3 9 1 0 0 0 1 1 1 0 4 0 0 4 Peak Hr 1 0 2 0 0 2 1 0 0 0 1 1 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles ADRIEL DR MOUNTAIN VISTA DR NIA TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 2 0 4:15PM 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 1 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 0 0 0 0 0 4 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 2 5:45 PM 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 3 Count Total 0 0 0 0 0 0 0 6 0 0 0 0 0 3 0 0 9 0 Peak Hour 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 Two-Hour Count Summaries-Bikes ADRIEL DR MOUNTAIN VISTA DR N/A TURNBERRY RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 4:45 PM 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 1 0 0 1 1 5:15PM 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 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Count Total 0 0 0 0 0 0 0 0 0 1 0 0 1 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 1 0 0 1 1 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TIMBERLINE RD WWI MOUNTAIN VISTA DR Date: 04/28/2022 Peak Hour Count Period: 7:00 AM to 9:00 AM N Peak Hour: 7:45 AM to 8:45 AM MOUNTAIN VISTA DR 159 Y97 < 0 TEV: 754 1—206 ff o • o " 0 + 28� 163 �1 PHF: 0.96 p �U 0 .•► o 1 r 271 0 Q 118 � 0 v MOUNTAIN oi r �r VISTA DR o 0 0 ix1 co o W o 0 z fF m HV%: PHF A v co EB 2.5% 0.82 N ti M WB 9.1% 0.94 NB 10.8% 0.83 SB - - TOTAL 7.0% 0.96 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 41 20 0 40 13 0 0 7 0 20 0 0 0 0 141 0 7:15 AM 0 0 37 34 0 74 16 0 0 5 0 18 0 0 0 0 184 0 7:30 AM 0 0 56 40 0 56 18 0 0 7 0 17 0 0 0 0 194 0 7:45 AM 0 0 45 26 0 54 25 0 0 13 0 29 0 0 0 0 192 711 8:00 AM 0 0 32 20 0 47 29 0 0 16 0 24 0 0 0 0 168 738 8:15 AM 0 0 39 33 0 50 22 0 0 19 0 34 0 0 0 0 197 751 8:30 AM 0 0 47 39 0 55 15 0 0 20 0 21 0 0 0 0 197 754 8:45 AM 0 0 30 29 0 38 19 0 0 20 0 17 0 0 0 0 153 715 Count Total 0 0 327 241 0 414 157 0 0 107 0 180 0 0 0 0 1,426 0 All 0 0 163 118 0 206 91 0 0 68 0 108 0 0 0 0 754 0 Peak HV 0 0 3 4 0 14 13 0 0 11 0 8 0 0 0 0 53 0 Hour HV% - - 2% 3% - 7% 14% - - 16% - 7% - - - - 7% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 1 5 3 0 9 0 0 0 0 0 0 0 0 0 0 7:15AM 1 4 4 0 9 0 0 0 0 0 0 0 0 0 0 7:30 AM 1 4 3 0 8 1 0 0 0 1 0 0 0 0 0 7:45 AM 1 7 6 0 14 0 1 0 0 1 0 0 0 0 0 8:00 AM 2 10 7 0 19 0 0 0 0 0 0 0 0 0 0 8:15AM 3 8 6 0 17 0 0 0 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 8:45 AM 2 5 2 0 9 0 0 0 0 0 0 0 0 0 0 Count Total 12 45 31 0 88 1 1 0 0 2 0 0 0 0 0 Peak Hr 7 27 19 0 53 0 1 0 0 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries- Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 1 0 1 4 0 0 0 0 3 0 0 0 0 9 0 7:15AM 0 0 1 0 0 2 2 0 0 1 0 3 0 0 0 0 9 0 7:30 AM 0 0 0 1 0 1 3 0 0 0 0 3 0 0 0 0 8 0 7:45 AM 0 0 0 1 0 2 5 0 0 4 0 2 0 0 0 0 14 40 8:00 AM 0 0 1 1 0 6 4 0 0 4 0 3 0 0 0 0 19 50 8:15 AM 0 0 2 1 0 4 4 0 0 3 0 3 0 0 0 0 17 58 8:30 AM 0 0 0 1 0 2 0 0 0 0 0 0 0 0 0 0 3 53 8:45 AM 0 0 1 1 0 3 2 0 0 0 0 2 0 0 0 0 9 48 Count Total 0 0 5 7 0 21 24 0 0 12 0 19 0 0 0 0 88 0 Peak Hour 0 0 3 4 0 14 13 0 0 11 0 8 0 0 0 0 53 0 Two-Hour Count Summaries- Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 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 1 0 7:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 2 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15AM 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 0 1 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total j 0 0 1 1 0 0 0 0 0 0 0 0 2 0 Peak Hour 0 0 0 1 0 0 0 0 0 0 0 0 1 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TIMBERLINE RD WWI MOUNTAIN VISTA DR Date: 04/28/2022 Peak Hour Count Period: 4:00 PM to 6:00 PM N Peak Hour: 4:00 PM to 5:00 PM MOUNTAIN VISTA DR 4— 175 < 0 281 327 0 TEV: 817 1— 152 * • o 4- 0 + o 21� 120 �/ PHF: 0.95 p 0�'U 0 ~ 'o o r 0 293 0 -1 91 0 v MOUNTAIN ,� � r VISTA DR G to c) f `� r O !� M O HV%: PHF M EB 5.2% 0.81 4t ti N N WB 3.4% 0.92 NB 2.2% 0.91 SB - - TOTAL 3.4% 0.95 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 29 23 0 31 41 0 0 32 0 45 0 0 0 0 201 0 4:15 PM 0 0 38 27 0 47 42 0 0 26 0 35 0 0 0 0 215 0 4:30 PM 0 0 20 17 0 37 47 0 0 25 0 49 0 0 0 0 195 0 4:45 PM 0 0 33 24 0 37 45 0 0 23 0 44 0 0 0 0 206 817 5:00 PM 0 0 28 25 0 38 38 0 0 20 0 34 0 0 0 0 183 799 5:15 PM 0 0 33 18 0 45 43 0 0 30 0 43 0 0 0 0 212 796 5:30 PM 0 0 31 23 0 33 35 0 0 26 0 51 0 0 0 0 199 800 5:45 PM 0 0 17 15 0 54 41 0 0 32 0 39 0 0 0 0 198 792 Count Total 0 0 229 172 0 322 332 0 0 214 0 340 0 0 0 0 1,609 0 All 0 0 120 91 0 152 175 0 0 106 0 173 0 0 0 0 817 0 Pea k HV 0 0 6 5 0 6 5 0 0 2 0 4 0 0 0 0 28 0 0Hour HV% - - 5% 5% - 4% 3% - - 2% - 2% - - - - 3% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 6 3 2 0 11 0 0 2 0 2 0 0 0 0 0 4:15PM 4 2 0 0 6 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 4 2 0 7 0 0 1 0 1 0 0 0 0 0 4:45 PM 0 2 2 0 4 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 0 0 0 5:15PM 0 2 0 0 2 0 0 1 0 1 0 0 0 0 0 5:30 PM 3 0 0 0 3 1 0 1 0 2 1 0 1 0 2 5:45 PM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 Count Total 17 15 8 0 40 1 0 5 0 6 1 0 1 0 2 Peak Hr 11 11 6 0 28 0 0 3 0 3 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries- Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 3 3 0 1 2 0 0 1 0 1 0 0 0 0 11 0 4:15PM 0 0 2 2 0 1 1 0 0 0 0 0 0 0 0 0 6 0 4:30 PM 0 0 1 0 0 2 2 0 0 0 0 2 0 0 0 0 7 0 4:45 PM 0 0 0 0 0 2 0 0 0 1 0 1 0 0 0 0 4 28 5:00 PM 0 0 2 0 0 1 0 0 0 0 0 2 0 0 0 0 5 22 5:15PM 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 2 18 5:30 PM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3 14 5:45 PM 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 12 Count Total 0 0 12 5 0 8 7 0 0 2 0 6 0 0 0 0 40 0 Peak Hour 0 0 6 5 0 6 5 0 0 2 0 4 0 0 0 0 28 0 Two-Hour Count Summaries- Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR TIMBERLINE RD N/A Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 2 0 0 0 0 0 2 0 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15PM 0 0 0 0 0 0 1 0 0 0 0 0 1 2 5:30 PM 0 0 1 0 0 0 0 0 1 0 0 0 2 3 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 Count Total j 0 0 1 0 0 0 4 0 1 0 0 0 6 0 Peak Hour 0 0 0 0 0 0 3 0 0 0 0 0 3 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com GIDDINGS RD MOUNTAIN VISTA DR WE)), Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:00 AM to 8:00 AM O N LO ? �O p r - MOUNTAIN o 0 UVISTA DR J L. L 63 > 299 A 0 ' 0 TEV: 776 142 4 20 •* ' E= L 0 • 26� 58 PHF: 0.94 � 0 10 0' o ~0356 T, 205 <... 0 MOUNTAIN VISTA DR HV%: PHF EB 4.9% 0.90 WB 8.8% 0.80 NB - - SB 4.5% 0.78 TOTAL 5.8% 0.94 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 11 52 0 0 0 31 8 0 0 0 0 0 33 0 30 165 0 7:15 AM 0 12 43 0 0 0 34 12 0 0 0 0 0 45 0 54 200 0 7:30 AM 0 11 61 0 0 0 41 15 0 0 0 0 0 42 0 37 207 0 7:45 AM 0 24 49 0 0 0 36 28 0 0 0 0 0 31 0 36 204 776 8:00 AM 0 18 39 0 0 0 40 15 0 0 0 0 0 24 0 29 165 776 8:15 AM 0 22 51 0 0 0 38 7 0 0 0 0 0 22 0 39 179 755 8:30 AM 0 15 49 0 0 0 21 12 0 0 0 0 0 32 0 38 167 715 8:45 AM 0 11 41 0 0 0 34 9 0 0 0 0 0 22 0 32 149 660 Count Total 0 124 385 0 0 0 275 106 0 0 0 0 0 251 0 295 1,436 0 All 0 58 205 0 0 0 142 63 0 0 0 0 0 151 0 157 776 0 Peak HV 0 9 4 0 0 0 10 8 0 0 0 0 0 4 0 10 45 0 Hour HV% - 16% 2% 7% 13% 3% 6% 6% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 3 5 0 2 10 0 0 0 0 0 0 0 0 0 0 7:15AM 5 4 0 4 13 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 0 7:45 AM 3 4 0 4 11 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 8:15AM 4 6 0 7 17 0 0 0 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 8:45 AM 3 7 0 7 17 0 0 0 0 0 0 0 0 0 0 Count Total 24 37 0 34 95 1 0 0 0 0 0 1 0 0 0 0 0 Peak Hr 13 18 0 14 45 1 0 0 0 0 0 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 3 0 0 0 0 3 2 0 0 0 0 0 0 0 2 10 0 7:15AM 0 1 4 0 0 0 2 2 0 0 0 0 0 1 0 3 13 0 7:30 AM 0 2 0 0 0 0 4 1 0 0 0 0 0 3 0 1 11 0 7:45 AM 0 3 0 0 0 0 1 3 0 0 0 0 0 0 0 4 11 45 8:00 AM 0 1 2 0 0 0 4 1 0 0 0 0 0 0 0 4 12 47 8:15AM 0 3 1 0 0 0 4 2 0 0 0 0 0 2 0 5 17 51 8:30 AM 0 0 1 0 0 0 1 0 0 0 0 0 0 2 0 0 4 44 8:45 AM 0 1 2 0 0 0 3 4 0 0 0 0 0 4 0 3 17 50 Count Total 0 14 10 0 0 0 22 15 0 0 0 0 0 12 0 22 95 0 Peak Hour 0 9 4 0 0 0 10 8 0 0 0 0 0 4 0 10 45 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 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 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com GIDDINGS RD WE)), MOUNTAIN VISTA DR Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:45 PM to 5:45 PM LO ao u4 p � N d '-pnAf z V O p M L.- MOUNTAIN U o 0 VISTA DR J It+ L 118 319 A 0 0 TEV: 811 216 4 33 •* ' E=- L 0 • 29� 137 PHF: 0.89 0 10 0' o ~0 A 237 T, 159 <... 0 MOUNTAIN VISTA DR HV%: PHF EB 3.4% 0.93 WB 1.2% 0.88 NB - - SB 3.9% 0.87 TOTAL 2.6% 0.89 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 27 48 0 0 0 55 17 0 0 0 0 0 16 0 20 183 0 4:15 PM 0 24 44 0 0 0 50 32 0 0 0 0 0 25 0 35 210 0 4:30 PM 0 35 35 0 0 0 59 19 0 0 0 0 0 15 0 23 186 0 4:45 PM 0 38 39 0 0 0 57 26 0 0 0 0 0 20 0 20 200 779 5:00 PM 0 20 41 0 0 0 58 28 0 0 0 0 0 19 0 25 191 787 5:15 PM 0 37 43 0 0 0 54 41 0 0 0 0 0 17 0 35 227 804 5:30 PM 0 42 36 0 0 0 47 23 0 0 0 0 0 22 0 23 193 811 5:45 PM 0 34 25 0 0 0 65 24 0 0 0 0 0 8 0 26 182 793 Count Total 0 257 311 0 0 0 445 210 0 0 0 0 0 142 0 207 1,572 0 All 0 137 159 0 0 0 216 118 0 0 0 0 0 78 0 103 811 0 Peak HV 0 2 8 0 0 0 3 1 0 0 0 0 0 5 0 2 21 0 Hour HV% - 1% 5% 1% 1% 6% 2% 3% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4 2 0 1 7 0 0 0 0 0 0 0 0 0 0 4:15PM 2 3 0 3 8 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 0 4:45 PM 2 2 0 3 7 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 5:15PM 0 1 0 1 2 0 0 0 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 5:45 PM 1 2 0 0 3 0 0 0 0 0 0 0 0 0 0 Count Total 1 20 13 0 14 47 1 0 0 0 0 0 1 0 0 0 0 0 Peak Hr 1 10 4 0 7 21 1 0 0 0 0 0 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 4 0 0 0 2 0 0 0 0 0 0 0 0 1 7 0 4:15PM 0 0 2 0 0 0 1 2 0 0 0 0 0 2 0 1 8 0 4:30 PM 0 0 3 0 0 0 2 0 0 0 0 0 0 1 0 2 8 0 4:45 PM 0 2 0 0 0 0 1 1 0 0 0 0 0 2 0 1 7 30 5:00 PM 0 0 4 0 0 0 0 0 0 0 0 0 0 1 0 1 6 29 5:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 2 23 5:30 PM 0 0 4 0 0 0 1 0 0 0 0 0 0 1 0 0 6 21 5:45 PM 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 3 17 Count Total 0 2 18 0 0 0 10 3 0 0 0 0 0 8 0 6 47 0 Peak Hour 0 2 8 0 0 0 3 1 0 0 0 0 0 5 0 2 21 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a GIDDINGS RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 4:45 PM 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 0 0 0 5:15PM 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 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com BUSCH DR MOUNTAIN VISTA DR WE)), Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:00 AM to 8:00 AM M P N � O V O 2 U O -- a-- O Co ■ - MOUNTAIN J L U J VISTA DR L. L L 39 > 205 A 0 L < 0 TEV: 708 ~ 192 •* �_ ' �o L 0 • 35� 8 PHF: 0.95 0 � V'O 0, o a.0 Ao 4 346 < 0>0 > MOUNTAIN VISTA DR HV%: PHF EB 2.3% 0.87 WB 13.4% 0.79 NB - - SB 10.6% 0.55 TOTAL 7.3% 0.95 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 2 82 0 0 0 34 12 0 0 0 0 0 51 0 5 186 0 7:15 AM 0 2 85 0 0 0 43 6 0 0 0 0 0 22 0 3 161 0 7:30 AM 0 2 100 0 0 0 54 9 0 0 0 0 0 17 0 3 185 0 7:45 AM 0 2 79 0 0 0 61 12 0 0 0 0 0 20 0 2 176 708 8:00 AM 0 2 62 0 0 0 55 11 0 0 0 0 0 14 0 1 145 667 8:15 AM 0 0 72 0 0 0 45 14 0 0 0 0 0 13 0 0 144 650 8:30 AM 0 0 79 0 0 0 32 4 0 0 0 0 0 12 0 1 128 593 8:45 AM 0 1 63 0 0 0 43 8 0 0 0 0 0 15 0 0 130 547 Count Total 0 11 622 0 0 0 367 76 0 0 0 0 0 164 0 15 1,255 0 All 0 8 346 0 0 0 192 39 0 0 0 0 0 110 0 13 708 0 Peak HV 0 1 7 0 0 0 17 14 0 0 0 0 0 12 0 1 52 0 Hour HV% - 13% 2% 9% 36% 11% - 8% 7% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 11 0 3 14 0 0 0 0 0 0 0 0 0 0 7:15AM 5 8 0 3 16 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 0 7:45 AM 0 6 0 4 10 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 8:15AM 3 12 0 4 19 0 0 0 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 8:45 AM 6 13 0 5 24 0 0 0 0 0 0 0 0 0 0 Count Total 1 21 68 0 31 120 1 0 0 0 0 0 1 0 0 0 0 0 Peak Hr 1 8 31 0 13 52 1 0 0 0 0 0 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 5 6 0 0 0 0 0 3 0 0 14 0 7:15AM 0 1 4 0 0 0 4 4 0 0 0 0 0 3 0 0 16 0 7:30 AM 0 0 3 0 0 0 4 2 0 0 0 0 0 2 0 1 12 0 7:45 AM 0 0 0 0 0 0 4 2 0 0 0 0 0 4 0 0 10 52 8:00 AM 0 0 2 0 0 0 5 4 0 0 0 0 0 4 0 0 15 53 8:15 AM 0 0 3 0 0 0 6 6 0 0 0 0 0 4 0 0 19 56 8:30 AM 0 0 2 0 0 0 0 3 0 0 0 0 0 4 0 1 10 54 8:45 AM 0 0 6 0 0 0 7 6 0 0 0 0 0 5 0 0 24 68 Count Total 0 1 20 0 0 0 35 33 0 0 0 0 0 29 0 2 120 0 Peak Hour 0 1 7 0 0 0 17 14 0 0 0 0 0 12 0 1 52 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 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 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com BUSCH DR MOUNTAIN VISTA DR WO7' Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:00 PM to 5:00 PM CoI to ly U LO Con 0 0 0 J L ■ - MOUNTAIN UVISTA DR J L. L 59 > 314 A 0 0 TEV: 687 302 4 361 •* . c L 0 • 23� 7 PHF: 0.86 0 307 V'O 0, o c r a.0 A 232 <... 0 MOUNTAIN VISTA DR HV%: PHF EB 5.9% 0.87 WB 5.3% 0.89 NB - - SB 13.8% 0.73 TOTAL 6.6% 0.86 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 2 62 0 0 0 67 16 0 0 0 0 0 24 0 5 176 0 4:15 PM 0 2 67 0 0 0 79 22 0 0 0 0 0 27 0 3 200 0 4:30 PM 0 2 46 0 0 0 75 11 0 0 0 0 0 16 0 4 154 0 4:45 PM 0 1 57 0 0 0 81 10 0 0 0 0 0 8 0 0 157 687 5:00 PM 0 1 59 0 0 0 84 9 0 0 0 0 0 20 0 1 174 685 5:15 PM 0 2 58 0 0 0 95 9 0 0 0 0 0 15 0 2 181 666 5:30 PM 0 0 58 0 0 0 68 7 0 0 0 0 0 20 0 3 156 668 5:45 PM 0 0 34 0 0 0 84 13 0 0 0 0 0 19 0 4 154 665 Count Total 0 10 441 0 0 0 633 97 0 0 0 0 0 149 0 22 1,352 0 All 0 7 232 0 0 0 302 59 0 0 0 0 0 75 0 12 687 0 Peak HV 0 0 14 0 0 0 8 11 0 0 0 0 0 11 0 1 45 0 Hour HV% - 0% 6% 3% 19% 15% - 8% 7% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count, Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4 8 0 5 17 0 0 0 0 0 0 0 0 0 0 4:15PM 4 6 0 3 13 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 0 4:45 PM 2 3 0 2 7 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 5:15PM 1 2 0 6 9 0 0 0 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 5:45 PM 1 4 0 6 11 0 0 0 0 0 0 0 0 0 0 Count Total 26 28 0 30 84 1 0 0 0 0 0 1 0 0 0 0 0 Peak Hr 14 19 0 12 45 1 0 0 0 0 0 1 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 4 0 0 0 2 6 0 0 0 0 0 5 0 0 17 0 4:15PM 0 0 4 0 0 0 3 3 0 0 0 0 0 3 0 0 13 0 4:30 PM 0 0 4 0 0 0 1 1 0 0 0 0 0 1 0 1 8 0 4:45 PM 0 0 2 0 0 0 2 1 0 0 0 0 0 2 0 0 7 45 5:00 PM 0 0 5 0 0 0 0 2 0 0 0 0 0 3 0 0 10 38 5:15PM 0 0 1 0 0 0 0 2 0 0 0 0 0 5 0 1 9 34 5:30 PM 0 0 5 0 0 0 1 0 0 0 0 0 0 3 0 0 9 35 5:45 PM 0 0 1 0 0 0 2 2 0 0 0 0 0 6 0 0 11 39 Count Total 0 0 26 0 0 0 11 17 0 0 0 0 0 28 0 2 84 0 Peak Hour 0 0 14 0 0 0 8 11 0 0 0 0 0 11 0 1 45 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR n/a BUSCH DR Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 4:45PM 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 0 0 0 5:15PM 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 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com I-25 SB RAMPS MOUNTAIN VISTA DR ' Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:00 AM to 8:00 AM �n o U a m OHO MOUNTAIN i VISTA DR L o o > Lq 232 375 _j — L 0 TEV: 878 «� 191 * 0 u 0 458 73 �► PHF: 0.94 184 > 0~ o o o ~0 385 � 0 p V MOUNTAIN � � j r VISTA DR o 0 0 o a HV°/: PHF '1 T it~ Q EB 4.1% 0.85 0 0 0 m WB 8.0% 0.92 u) NB - - p N SB 11.1% 0.70 00 ti o TOTAL 6.2% 0.94 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 SB RAMPS 1-25 SB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 22 112 0 39 39 0 0 0 0 0 0 1 0 7 220 0 7:15 AM 0 0 21 87 0 51 42 0 0 0 0 0 0 0 0 7 208 0 7:30 AM 0 0 20 98 0 52 50 0 0 0 0 0 0 1 0 13 234 0 7:45 AM 0 0 10 88 0 42 60 0 0 0 0 0 0 1 1 14 216 878 8:00 AM 0 0 17 58 0 55 55 0 0 0 0 0 0 2 1 11 199 857 8:15 AM 0 0 21 65 0 37 53 0 0 0 0 0 0 4 0 6 186 835 8:30 AM 0 0 14 78 0 48 28 0 0 0 0 0 0 1 0 8 177 778 8:45 AM 0 0 15 62 0 26 45 0 0 0 0 0 0 0 0 6 154 716 Count Total 0 0 140 648 0 350 372 0 0 0 0 0 0 10 2 72 1,594 0 [LI 0 0 73 385 0 184 191 0 0 0 0 0 0 3 1 41 878 0 0 0 11 8 0 3 27 0 0 0 0 0 0 1 0 4 54 0 15% 2% 2% 14% 33% 0% 10% 6% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 3 11 0 1 15 0 0 0 0 0 0 0 0 0 0 7:15AM 7 8 0 1 16 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 0 7:45 AM 4 5 0 1 10 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 8:15 AM 7 11 0 4 22 0 0 0 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 8:45 AM 11 13 0 1 25 0 0 0 0 0 0 0 0 0 0 Count Total 49 67 0 12 128 0 0 0 0 0 0 0 0 0 0 Peak Hour 19 30 0 5 54 0 0 0 0 0 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 SB RAMPS 1-25 SB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 1 2 0 1 10 0 0 0 0 0 0 0 0 1 15 0 7:15AM 0 0 5 2 0 1 7 0 0 0 0 0 0 0 0 1 16 0 7:30 AM 0 0 2 3 0 1 5 0 0 0 0 0 0 1 0 1 13 0 7:45 AM 0 0 3 1 0 0 5 0 0 0 0 0 0 0 0 1 10 54 8:00 AM 0 0 1 5 0 0 9 0 0 0 0 0 0 0 1 0 16 55 8:15 AM 0 0 2 5 0 1 10 0 0 0 0 0 0 2 0 2 22 61 8:30 AM 0 0 0 6 0 2 2 0 0 0 0 0 0 0 0 1 11 59 8:45 AM 0 0 4 7 0 1 12 0 0 0 0 0 0 0 0 1 25 74 Count Total 0 0 18 31 0 7 60 0 0 0 0 0 0 3 1 8 128 0 Peak Hour 1 0 0 11 8 1 0 3 27 0 1 0 0 0 0 1 0 1 0 4 54 1 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 SB RAMPS 1-25 SB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 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 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com 1-25 SB RAMPS MOUNTAIN VISTA DR Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:00 PM to 5:00 PM �n o U m a A U) MOUNTAIN 1 0 VISTA DR L. L ' L 0 {�OCuupC .> 363 n 0 4- 314 419 OJ L0 0 TEV: 795 * J + o� Jo ~0 31> 70 �► PHF: 0.86 105 > A 86 0 p �.� 0 7 0 V r 010 n 241 �`1 i t r �..�� MOUNTAIN VISTA DR o 0 0 o FTOTAL HV%: PHF '1 1 r EB 8.0% 0.82 o O o WB 4.8% 0.89 NB - - SB 1.5% 0.6300 M o 5.8% 0.86 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 SB RAMPS 1-25 SB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 18 69 0 24 76 0 0 0 0 0 0 3 0 8 198 0 4:15 PM 0 0 17 78 0 30 88 0 0 0 0 0 0 3 0 14 230 0 4:30 PM 0 0 18 45 0 26 76 0 0 0 0 0 0 2 0 9 176 0 4:45 PM 0 0 17 49 0 25 74 0 0 0 0 0 0 8 0 18 191 795 5:00 PM 0 0 23 57 0 17 81 0 0 0 0 0 0 6 0 13 197 794 5:15 PM 0 0 15 57 0 22 90 0 0 0 0 0 0 5 1 13 203 767 5:30 PM 0 0 15 62 0 27 61 0 0 0 0 0 0 0 1 14 180 771 5:45 PM 0 0 12 40 0 15 79 0 0 0 0 0 0 3 1 18 168 748 Count Total 0 0 135 457 0 186 625 0 0 0 0 0 0 30 3 107 1,543 0 All 0 0 70 241 0 105 314 0 0 0 0 0 0 16 0 49 795 0 Peak HV 0 0 3 22 0 2 18 0 0 0 0 0 0 0 0 1 46 0 Hour HV% - - 4% 9% - 2% 6% - - - - - 0% 2% 6% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 9 10 0 0 19 0 0 0 0 0 0 0 0 0 0 4:15PM 7 6 0 0 13 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 4:45 PM 4 2 0 1 7 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 5:15PM 4 2 0 2 8 0 0 0 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 5:45 PM 7 3 0 1 11 0 0 0 0 0 0 0 0 0 0 Count Total 52 29 0 7 88 0 0 0 0 0 0 0 0 0 0 Peak Hour 25 20 0 1 46 0 0 0 0 0 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 SB RAMPS 1-25 SB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 1 8 0 2 8 0 0 0 0 0 0 0 0 0 19 0 4:15PM 0 0 0 7 0 0 6 0 0 0 0 0 0 0 0 0 13 0 4:30 PM 0 0 1 4 0 0 2 0 0 0 0 0 0 0 0 0 7 0 4:45 PM 0 0 1 3 0 0 2 0 0 0 0 0 0 0 0 1 7 46 5:00 PM 0 0 4 4 0 0 2 0 0 0 0 0 0 3 0 0 13 40 5:15 PM 0 0 0 4 0 0 2 0 0 0 0 0 0 2 0 0 8 35 5:30 PM 0 0 2 6 0 1 1 0 0 0 0 0 0 0 0 0 10 38 5:45 PM 0 0 3 4 0 0 3 0 0 0 0 0 0 0 0 1 11 1 42 Count Total 0 0 12 40 0 3 26 0 0 0 0 0 0 5 0 2 88 0 Peak Hour 1 0 0 3 22 1 0 2 18 0 1 0 0 0 0 1 0 0 0 1 1 46 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 SB RAMPS 1-25 SB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 4:45PM 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 0 0 0 5:15PM 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 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com 1-25 NB RAMPS MOUNTAIN VISTA DR Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:15 AM to 8:15 AM 0 0 u m a m V'O z N O O O O O O O MOUNTAIN VISTA DR 0 L- 26 > 405 t 263 .J A 0 � L 33 r TEV: 603 ~ 237 4 ♦ 0 u . 0 138 72 39 �► PHF: 0.95 p > A 0; o o r 0 010 0 0 0 -- 0) MOUNTAIN �n � ir� VISTA DR o � � rn a HV%: PHF r Q EB 16.7% 0.86 0 0 0 m WB 3.0% 0.89 NB 10.4% 0.86 010 OD N SB o �04 TOTAL 8.0% 0.95 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 NB RAMPS 1-25 NB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 18 6 0 0 0 47 5 0 30 1 14 0 0 0 0 121 0 7:15 AM 0 12 9 0 0 0 58 7 0 35 1 22 0 0 0 0 144 0 7:30 AM 0 7 14 0 0 0 62 12 0 39 0 20 0 0 0 0 154 0 7:45 AM 0 9 2 0 0 0 52 5 0 50 0 28 0 0 0 0 146 565 8:00 AM 0 5 14 0 0 0 65 2 0 44 0 29 0 0 0 0 159 603 8:15 AM 0 12 13 0 0 0 46 3 0 45 0 19 0 0 0 0 138 597 8:30 AM 0 5 10 0 0 0 52 7 0 25 0 20 0 0 0 0 119 562 8:45 AM 0 6 9 0 0 0 35 4 0 36 0 28 0 0 0 0 118 534 Count Total 0 74 77 0 0 0 417 45 0 304 2 180 0 0 0 0 1,099 0 All 0 33 39 0 0 0 237 26 0 168 1 99 0 0 0 0 603 0 Peak HV 0 6 6 0 0 0 6 2 0 22 1 5 0 0 0 0 48 0 Hour HV% - 18% 15% - - - 3% 8% - 13% 100% 5% - - 8% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 2 4 9 0 15 0 0 0 0 0 0 0 0 0 0 7:15 AM 5 2 11 0 18 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 7:45 AM 3 2 5 0 10 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 8:15 AM 4 3 9 0 16 0 0 0 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 8:45 AM 4 5 11 0 20 0 0 0 0 0 0 0 0 0 0 Count Total 22 22 64 0 108 0 0 0 0 0 0 0 0 0 0 Peak Hour 12 8 28 0 48 0 0 0 0 0 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 NB RAMPS 1-25 NB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 2 0 0 0 0 3 1 0 8 1 0 0 0 0 0 15 0 7:15AM 0 3 2 0 0 0 1 1 0 7 1 3 0 0 0 0 18 0 7:30 AM 0 1 2 0 0 0 2 0 0 4 0 1 0 0 0 0 10 0 7:45 AM 0 2 1 0 0 0 1 1 0 4 0 1 0 0 0 0 10 53 8:00 AM 0 0 1 0 0 0 2 0 0 7 0 0 0 0 0 0 10 48 8:15 AM 0 1 3 0 0 0 3 0 0 8 0 1 0 0 0 0 16 46 8:30 AM 0 0 0 0 0 0 1 1 0 3 0 4 0 0 0 0 9 45 8:45 AM 0 2 2 0 0 0 4 1 0 9 0 2 0 0 0 0 20 55 Count Total 0 11 11 0 0 0 17 5 0 50 2 12 0 0 0 0 1 108 0 Peak Hour 1 0 6 6 0 1 0 0 6 2 1 0 22 1 5 1 0 0 0 0 48 1 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 NB RAMPS 1-25 NB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 7:45 AM 0 0 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 8:15AM 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 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com 1-25 NB RAMPS MOUNTAIN VISTA DR Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:30 PM to 5:30 PM O N u a m V'O z N O O O O O O O MOUNTAIN VISTA DR � i �+ 0 L- 20 > 411 t 164 _j 0 L < 31 r TEV: 745 1— 144 4 * 0 u ' 0 + 94 63 mmm► PHF: 0.95 0 > A 0—* ~ �o p 010 ^ p 282 0-1p V r 0 vri MOUNTAIN � � j r ml VISTA DR o � F_, HV°/: PHF NEB 11.7% 0.81 WB 0.6% 082 NB 2.7% 0.84O�OSB - O TOTAL 3.4% 0.95 Two-Hour Count Summaries MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 NB RAMPS 1-25 NB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 11 10 0 0 0 33 5 0 67 1 42 0 0 0 0 169 0 4:15 PM 0 8 12 0 0 0 41 9 0 77 1 43 0 0 0 0 191 0 4:30 PM 0 9 11 0 0 0 44 6 0 57 0 62 0 0 0 0 189 0 4:45 PM 0 9 16 0 0 0 39 7 0 61 0 61 0 0 0 0 193 742 5:00 PM 0 10 19 0 0 0 31 6 0 68 1 32 0 0 0 0 167 740 5:15 PM 0 3 17 0 0 0 30 1 0 81 0 64 0 0 0 0 196 745 5:30 PM 0 5 10 0 0 0 35 6 0 53 0 65 0 0 0 0 174 730 5:45 PM 0 8 7 0 0 0 25 7 0 69 0 53 0 0 0 0 169 706 Count Total 0 63 102 0 0 0 278 47 0 533 3 422 0 0 0 0 1,448 0 All 0 31 63 0 0 0 144 20 0 267 1 219 0 0 0 0 745 0 Peak HV 0 4 7 0 0 0 0 1 0 8 1 4 0 0 0 0 25 0 Hour HV% - 13% 11% - - - 0% 5% - 3% 100% 2% - - 3% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 1 4 7 0 12 0 0 0 0 0 0 0 0 0 0 4:15PM 0 1 5 0 6 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 4:45 PM 1 1 2 0 4 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 5:15PM 2 0 4 0 6 0 0 0 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 5:45 PM 3 1 3 0 7 0 0 0 0 0 0 0 0 0 0 Count Total 17 10 29 0 56 0 0 0 0 0 0 0 0 0 0 Peak Hour 11 1 13 0 25 0 0 0 0 0 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 NB RAMPS 1-25 NB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 1 0 0 0 0 4 0 0 6 0 1 0 0 0 0 12 0 4:15PM 0 0 0 0 0 0 1 0 0 5 0 0 0 0 0 0 6 0 4:30 PM 0 1 0 0 0 0 0 0 0 2 0 1 0 0 0 0 4 0 4:45 PM 0 1 0 0 0 0 0 1 0 2 0 0 0 0 0 0 4 26 5:00 PM 0 2 5 0 0 0 0 0 0 2 1 1 0 0 0 0 11 25 5:15 PM 0 0 2 0 0 0 0 0 0 2 0 2 0 0 0 0 6 25 5:30 PM 0 0 2 0 0 0 2 1 0 0 0 1 0 0 0 0 6 27 5:45 PM 0 3 0 0 0 0 0 1 0 3 0 0 0 0 0 0 7 30 Count Total 0 8 9 0 0 0 7 3 0 22 1 6 0 0 0 0 1 56 0 Peak Hour 1 0 4 7 0 1 0 0 0 1 1 0 8 1 4 1 0 0 0 0 25 0 Two-Hour Count Summaries-Bikes MOUNTAIN VISTA DR MOUNTAIN VISTA DR 1-25 NB RAMPS 1-25 NB RAMPS Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 4:45 PM 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 0 0 0 5:15PM 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 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com 9TH ST VINE DR ' Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:30 AM to 8:30 AM v v w *• Q 0 N J O O O N O J 1 to VINE DR .� i �+ 0 L 6, -{JCJUCi > 247 355 .J 0 L 1 TEV: 656 1— 221 4 • 0 u 0 o _ 18> 155 �► PHF: 0.92 �67 > 0�0 0-10-0 ~ E= o� ~0 225 - �0 27 00 V �n � i r VINE DR HV°/: PHF '1 T it 0 o to ao � N N = EB 12.6% 0.86 0 0 0 H WB 8.7% 0.85 NB 7.4% 0.79 O�O p SB 9.4% 0.84 a o TOTAL 9.8% 0.92 Two-Hour Count Summaries VINE DR VINE DR 9TH ST LEMAY AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 23 10 0 6 39 12 0 2 2 7 0 3 3 2 109 0 7:15 AM 0 0 44 11 0 15 50 6 0 5 2 5 0 8 1 0 147 0 7:30 AM 0 0 35 3 0 21 68 15 0 7 2 8 0 11 7 1 178 0 7:45 AM 0 0 39 5 0 17 64 12 0 5 1 6 0 10 2 2 163 597 8:00 AM 0 1 42 10 0 11 44 21 0 3 0 5 0 8 4 2 151 639 8:15 AM 0 0 39 9 0 18 45 19 0 5 3 9 0 13 3 1 164 656 8:30 AM 0 2 30 8 0 11 48 7 0 5 3 6 0 4 1 4 129 607 8:45 AM 0 1 29 8 0 9 50 13 0 7 0 7 0 13 2 1 140 584 Count Total 0 4 281 64 0 108 408 105 0 39 13 53 0 70 23 13 1,181 0 All 0 1 155 27 0 67 221 67 0 20 6 28 0 42 16 6 656 0 Peak HV 0 0 21 2 0 5 20 6 0 1 0 3 0 2 2 2 64 0 Hour HV% - 0% 14% 7% - 7% 9% 9% - 5% 0% 11% - 5% 13% 33% 10% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 2 5 4 2 13 0 0 0 0 0 0 0 0 0 0 7:15 AM 14 11 2 1 28 0 0 0 0 0 0 0 0 0 0 7:30 AM 6 7 1 2 16 0 0 0 1 1 0 0 0 0 0 7:45 AM 4 7 1 2 14 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 8:15AM 4 8 1 1 14 0 0 0 1 1 0 0 0 0 0 8:30 AM 2 3 1 0 6 0 0 0 0 0 0 0 0 0 0 8:45 AM 7 7 1 3 18 0 1 0 0 1 0 0 0 0 0 Count Total 48 57 12 12 129 0 1 0 2 3 0 0 0 0 0 Peak Hour 23 31 4 6 64 0 0 0 2 2 0 0 0 0 0 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles VINE DR VINE DR 9TH ST LEMAY AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 2 0 0 0 3 2 0 0 1 3 0 0 0 2 13 0 7:15 AM 0 0 12 2 0 2 8 1 0 2 0 0 0 1 0 0 28 0 7:30 AM 0 0 6 0 0 0 7 0 0 1 0 0 0 1 1 0 16 0 7:45 AM 0 0 4 0 0 2 3 2 0 0 0 1 0 0 0 2 14 71 8:00 AM 0 0 7 2 0 1 6 2 0 0 0 1 0 0 1 0 20 78 8:15 AM 0 0 4 0 0 2 4 2 0 0 0 1 0 1 0 0 14 64 8:30 AM 0 0 2 0 0 1 2 0 0 0 0 1 0 0 0 0 6 54 8:45 AM 0 0 7 0 0 2 3 2 0 0 0 1 0 3 0 0 18 58 Count Total 0 0 44 4 0 10 36 11 0 3 1 8 0 6 2 4 129 0 Peak Hour 1 0 0 21 2 1 0 5 20 6 1 0 1 0 3 1 0 2 2 2 1 64 1 0 Two-Hour Count Summaries-Bikes VINE DR VINE DR 9TH ST LEMAY AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 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 1 0 1 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15AM 0 0 0 0 0 0 0 0 0 0 1 0 1 2 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 2 Count Total 0 0 0 1 0 0 0 0 0 0 2 0 3 0 Peak Hour 1 0 0 0 1 0 0 0 1 0 0 0 1 0 2 0 1 2 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com 9TH ST VINE DR ' Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:30 PM to 5:30 PM o r m � w //• � v w r� rn a o 0 0 0 J J U VINE DR � i �+ o L- 51 �mii {] > 259 A 0 .J 8 TEV: 772 «— 212 4 300 * 0 u L u 0 272 205 �► PHF: 0.89 37 A 2~ 00 0 ~0 0 337 0 1 - V r 0 59 1 VINE DRn "i t r HV%: PHF '1 j r O O N 00 F v o EB 3.3% 0.87 0 WB 6.3% 0.82 NB 2.1% 0.90 010 SB 5.0% 0.75 o v TOTAL 4.4% 0.89 Two-Hour Count Summaries VINE DR VINE DR 9TH ST LEMAY AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 1 55 10 0 12 49 6 0 3 3 22 0 6 0 0 167 0 4:15 PM 0 0 59 8 0 11 41 15 0 8 2 19 0 15 2 0 180 0 4:30 PM 0 1 48 13 0 8 52 10 0 15 4 18 0 15 1 2 187 0 4:45 PM 0 1 46 15 0 6 56 13 0 6 2 28 0 6 2 0 181 715 5:00 PM 0 2 62 14 0 17 60 14 0 7 3 18 0 15 3 2 217 765 5:15 PM 0 4 49 17 0 6 44 14 0 12 3 24 0 8 3 3 187 772 5:30 PM 0 1 53 12 0 7 50 9 0 10 1 21 0 13 3 1 181 766 5:45 PM 0 0 25 10 0 6 47 10 0 8 2 21 0 9 4 1 143 728 Count Total 0 10 397 99 0 73 399 91 0 69 20 171 0 87 18 9 1,443 0 All 0 8 205 59 0 37 212 51 0 40 12 88 0 44 9 7 772 0 Peak HV 0 0 8 1 0 0 17 2 0 1 0 2 0 3 0 0 34 0 Hour HV% - 0% 4% 2% - 0% 8% 4% - 3% 0% 2% - 7% 0% 0% 4% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 3 5 0 0 8 0 0 0 0 0 0 2 0 0 2 4:15PM 7 6 0 1 14 0 0 0 0 0 0 0 0 0 0 4:30 PM 5 6 0 2 13 0 0 0 0 0 0 0 0 0 0 4:45 PM 1 6 3 1 11 1 0 0 0 1 0 0 0 0 0 5:00 PM 1 3 0 0 4 1 0 2 0 3 0 0 0 1 1 5:15PM 2 4 0 0 6 0 0 0 0 0 0 0 0 0 0 5.30 PM 5 5 0 1 11 0 0 1 0 1 0 0 0 0 0 5:45 PM 1 2 0 0 3 2 0 0 0 2 0 0 0 0 0 Count Total 25 37 3 5 70 4 0 3 0 7 0 2 0 1 3 Peak Hour 9 19 3 3 34 2 0 2 0 4 0 0 0 1 1 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles VINE DR VINE DR 9TH ST LEMAY AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 3 0 0 0 5 0 0 0 0 0 0 0 0 0 8 0 4:15PM 0 0 7 0 0 1 4 1 0 0 0 0 0 1 0 0 14 0 4:30 PM 0 0 5 0 0 0 5 1 0 0 0 0 0 2 0 0 13 0 4:45 PM 0 0 1 0 0 0 6 0 0 1 0 2 0 1 0 0 11 46 5:00 PM 0 0 1 0 0 0 2 1 0 0 0 0 0 0 0 0 4 42 5:15PM 0 0 1 1 0 0 4 0 0 0 0 0 0 0 0 0 6 34 5:30 PM 0 0 5 0 0 1 4 0 0 0 0 0 0 0 0 1 11 32 5:45 PM 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 3 24 Count Total 0 0 24 1 0 2 32 3 0 1 0 2 0 4 0 1 1 70 0 Peak Hour 1 0 0 8 1 1 0 0 17 2 1 0 1 0 2 1 0 3 0 0 34 1 0 Two-Hour Count Summaries-Bikes VINE DR VINE DR 9TH ST LEMAY AVE Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 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 4:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 1 1 5:00 PM 0 1 0 0 0 0 0 1 1 0 0 0 3 4 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 1 5 5:45 PM 0 2 0 0 0 0 0 0 0 0 0 0 2 6 Count Total 0 4 0 0 0 0 1 1 1 0 0 0 7 0 Peak Hour 1 0 2 0 1 0 0 0 1 0 1 1 1 0 0 0 4 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TIMBERLINE RD VINE DR ' Date: 04/28/2022 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:30 AM to 8:30 AM of M W } Z �OW CO O 00 N N 1D O O N O VINE DR i �+ 41 1 to U 0 L 9 _{�cJUCi > 338 A 0 .J — L 20 TEV: 1,187 «— 197 4 321 * 0 u 0 > 108 �► PHF: 0.92 115 > A 0 ~0 o 24 i� 170 0 1 - u r 0 115 0 0 V � �..flrL0C}..... VINE DR n oi j r F HV%: PHFrn co `1 i f 'n 10.7% 0.888.1% 0.85 Of 7.7% 0.87O�O6.8% 0.84 ao N TOTAL 8.2% 0.92 Two-Hour Count Summaries VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 9 18 14 0 24 36 2 0 14 19 5 0 1 53 7 202 0 7:15 AM 0 5 21 20 0 39 33 2 0 19 16 8 0 3 88 8 262 0 7:30 AM 0 8 25 36 0 29 55 3 0 22 19 13 0 2 81 17 310 0 7:45 AM 0 1 30 30 0 38 54 2 0 29 40 13 0 2 74 11 324 1,098 8:00 AM 0 6 20 28 0 34 43 1 0 17 40 16 0 1 57 12 275 1,171 8:15 AM 0 5 33 21 0 14 45 3 0 23 40 14 0 1 69 10 278 1,187 8:30 AM 0 11 17 18 0 31 27 4 0 19 28 12 0 1 70 13 251 1,128 8:45 AM 0 2 25 28 0 32 35 2 0 22 35 12 0 1 66 13 273 1,077 Count Total 0 47 189 195 0 241 328 19 0 165 237 93 0 12 558 91 2,175 0 [LI 0 20 108 115 0 115 197 9 0 91 139 56 0 6 281 50 1,187 0 0 3 14 9 0 6 17 3 0 7 12 3 0 1 20 2 97 0 - 15% 13% 8% - 5% 9% 33% - 8% 9% 5% - 17% 7% 4% 8% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 8 6 3 1 18 0 0 0 0 0 0 0 0 0 0 7:15 AM 9 5 8 3 25 0 0 0 0 0 0 0 0 0 0 7:30 AM 9 10 5 5 29 0 0 1 2 3 0 0 0 0 0 7:45 AM 7 4 5 4 20 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 8:15 AM 6 8 7 5 26 0 0 0 0 0 0 1 0 0 1 8:30 AM 2 3 3 5 13 0 1 1 0 2 0 0 0 0 0 8:45 AM 8 8 0 3 19 0 1 0 0 1 0 1 0 0 1 Count Total 53 48 36 35 172 0 2 2 2 6 0 2 0 0 2 Peak Hour 26 26 22 23 97 0 0 1 2 3 0 1 0 0 1 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 3 4 1 0 1 5 0 0 2 1 0 0 0 1 0 18 0 7:15 AM 0 0 7 2 0 1 4 0 0 4 4 0 0 0 1 2 25 0 7:30 AM 0 3 2 4 0 4 5 1 0 2 2 1 0 0 5 0 29 0 7:45 AM 0 0 5 2 0 0 3 1 0 1 4 0 0 1 2 1 20 92 8:00 AM 0 0 2 2 0 0 4 0 0 3 1 1 0 0 8 1 22 96 8:15 AM 0 0 5 1 0 2 5 1 0 1 5 1 0 0 5 0 26 97 8:30 AM 0 0 1 1 0 1 2 0 0 0 1 2 0 0 4 1 13 81 8:45 AM 0 1 4 3 0 1 6 1 0 0 0 0 0 0 3 0 19 80 Count Total 0 7 30 16 0 10 34 4 0 13 18 5 0 1 29 5 1 172 0 Peak Hour 1 0 3 14 9 1 0 6 17 3 1 0 7 12 3 1 0 1 20 2 97 1 0 Two-Hour Count Summaries-Bikes VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 1 0 0 0 2 0 3 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:30 AM 0 0 0 0 0 1 0 1 0 0 0 0 2 2 8:45 AM 0 0 0 0 1 0 0 0 0 0 0 0 1 3 Count Total 0 0 0 0 1 1 1 1 0 0 2 0 6 0 Peak Hour 1 0 0 0 1 0 0 0 1 1 0 0 1 0 2 0 3 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com TIMBERLINE RD VINE DR ' Date: 04/28/2022 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM o v o m 04 K N N L } Z �OL CO V V N Cl) O O O O � i �+ .J 1 to U VINE DR 325 A 0 .J 45 TEV: 1,225 4— 164 4 2s3 * 0 u L 0 328 171 �► PHF: 0.97 89 A 2~ 00 0 0 241 0 1 - u r 0 112 `+r 0 2 V �n i r . VINE DR o ao rn HV°/: PHF '1 1 r T m L EB 7.3% 0.90 O V N r z WB 5.3% 0.93 f F m NB 4.2% 0.98 O�O to V 2 SB 2.8% 0.87 O Co M TOTAL 5.0% 0.97 Two-Hour Count Summaries VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 17 41 23 0 25 30 2 0 29 59 21 0 1 50 7 305 0 4:15 PM 0 8 48 29 0 24 32 3 0 36 44 15 0 1 62 9 311 0 4:30 PM 0 17 39 29 0 21 40 2 0 26 57 13 0 1 45 11 301 0 4:45 PM 0 9 30 28 0 25 42 4 0 27 53 18 0 1 54 7 298 1,215 5:00 PM 0 11 54 26 0 19 50 1 0 29 45 21 0 0 43 16 315 1,225 5:15 PM 0 8 55 22 0 24 25 5 0 29 61 15 0 6 49 12 311 1,225 5:30 PM 0 11 51 19 0 21 32 3 0 28 58 22 0 0 47 8 300 1,224 5:45 PM 0 13 33 19 0 25 33 2 0 18 58 17 0 4 54 15 291 1,217 Count Total 0 94 351 195 0 184 284 22 0 222 435 142 0 14 404 85 2,432 0 [LI 0 45 171 112 0 89 164 10 0 118 199 67 0 3 204 43 1,225 0 0 2 13 9 0 2 12 0 0 10 4 2 0 1 6 0 61 0 - 4% 8% 8% - 2% 7% 0% - 8% 2% 3% - 33% 3% 0% 5% 0 Note:Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 2 5 3 10 0 0 0 0 0 0 0 0 0 0 4:15 PM 8 5 4 2 19 0 0 3 0 3 0 0 0 1 1 4:30 PM 7 3 5 2 17 1 0 2 0 3 0 0 0 0 0 4:45 PM 7 5 7 2 21 0 0 1 0 1 0 0 0 0 0 5:00 PM 2 1 0 1 4 1 0 0 0 1 0 0 0 1 1 5:15 PM 0 2 2 1 5 1 0 0 0 1 0 0 0 0 0 5:30 PM 5 2 3 0 10 1 0 1 0 2 0 0 1 0 1 5:45 PM 0 1 0 1 2 1 0 1 0 2 0 0 0 0 0 Count Total 29 21 26 12 88 5 0 8 0 13 0 0 1 2 3 Peak Hour 24 14 16 7 61 2 0 6 0 8 0 0 0 2 2 Project Manager: (720)646-1008 project.manager.co@idaxdata.com www.idaxdata.com Two-Hour Count Summaries-Heavy Vehicles VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 1 0 1 0 2 1 2 0 0 3 0 10 0 4:15PM 0 0 4 4 0 0 5 0 0 2 0 2 0 0 2 0 19 0 4:30 PM 0 1 4 2 0 0 3 0 0 4 1 0 0 0 2 0 17 0 4:45 PM 0 1 3 3 0 2 3 0 0 4 3 0 0 1 1 0 21 67 5:00 PM 0 0 2 0 0 0 1 0 0 0 0 0 0 0 1 0 4 61 5:15 PM 0 0 0 0 0 1 1 0 0 2 0 0 0 0 1 0 5 47 5:30 PM 0 1 4 0 0 1 1 0 0 2 1 0 0 0 0 0 10 40 5:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 2 21 Count Total 0 3 17 9 0 5 15 1 0 16 6 4 0 1 10 1 88 0 Peak Hour 1 0 2 13 9 1 0 2 12 0 1 0 10 4 2 1 0 1 6 0 1 61 1 0 Two-Hour Count Summaries-Bikes VINE DR VINE DR TIMBERLINE RD TIMBERLINE RD Interval 15-min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour LT TH RT LT TH RT LT TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 2 1 0 0 0 3 0 4:30 PM 0 1 0 0 0 0 0 1 1 0 0 0 3 0 4:45PM 0 0 0 0 0 0 0 1 0 0 0 0 1 7 5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 1 8 5:15PM 0 0 1 0 0 0 0 0 0 0 0 0 1 6 5:30 PM 0 0 1 0 0 0 0 1 0 0 0 0 2 5 5:45 PM 0 0 1 0 0 0 0 0 1 0 0 0 2 6 Count Total 0 2 3 0 0 0 0 5 3 0 0 0 13 0 Peak Hour 1 0 2 0 1 0 0 0 1 0 4 2 1 0 0 0 8 0 Note:U-Turn volumes for bikes are included in Left-Turn,if any. Project Manager: (720)646-1008 project.manager.co@idaxdata.com IW APPENDIX C Background Traffic Study Excerpts 196474001 Ki m ey>>>H o r n Montava - Phase D LL p 'fLd `Limey l I a , y 1 . 4� ! — � k_ a i • r. Y [ + W _r T R A F F I C I M P A C T S T U D Y Montava Phase G & E Fort Collins, Colorado Prepared for HF2M Colorado 430 N College Avenue Suite 410 �• • Fort Collins, Colorado 80524 53006 10/23/2023 sS/ONAI •E���� 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-Hom and Associates, Inc. vac O O .11 � 1 2 3 4 m RICHARDS LAKE ROAD l ' m MAPLE HILL DR r > r $o0 6 co 7 Q FnFn RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPIE HILL DR & TURNBERRY RD CLUB RO Q � �. �r.-'� �� � �v 5 6 7 8 AQ 16 �� s V) I« a it m W 4(2) A'' —7(4) C, <-- W m 1 7(4) Q X 18' 19 I ' a Q MOUNTAIN VISTA DRIVE 2(6) w 8 20 21 9 22 10 11 12 13 500 a 5(13) M NAB E i PHASE G MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO o 1 r 9 10 11 12 a �I - --� LLI w M N r�5(14) z m J 1 1(32) 16(45) 16(45) 14(39) Mi z 13(8) 46(28) 46(28)— 13(8)— !�' i`�t I' J•-tl!" 7(4)— rn 33(20)---, artf ,j i'M i103 MOUNTAIN V)STA & TIMBERLINE RD MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH DR MOUNTAIN VISTA & 1-25 SB RAMP 14 15 16 2,600 14 t 4ilia 0Es CV —2(6) 24(14) co v 1 7(4) ) I 7(4)�' 2(6) 10(30) ------------ 7(4) 8(23)---3, o rn 17 18 19 20 _o 1 1(6) a a �`12(34) 8(23) O N O r v N M N <--1(1) r —12(34) + MOUNTAIN VISTA & I-25 NB RAMP VINE OR & I 1111 AVE VINE DR & TIMBERLINE RD COUNTRY CLUB 8 TIMBERLINE T 1 T T 20(12) 22 v .- 20(12) 78(47) m Lo 7— LEGEND 16(46) TIMBERLINE RD ACCESS CHESAPEAKE DR & TURNBERRY RD CHESAPEAKE DR & TIMBERLINE RD PHASE G WEST ACCESS PHASE G.EAST ACCESS 1 X Study Area Key Intersection 48(28) OX Project Access Intersection FIGURE 7 XXX(XXX) Weekday AM(PM) Peak Hour Traffic Volumes MONTAVA PHASE G & E FORT COLLINS, COLORADO NORTH PHASE E AGDESS xx,xoo Estimated Daily Traffic Volume NTS 196474000 PHASE G PROJECT TRAFFIC ASSIGNMENT MIN ley>>>Horn vac O O .€_. ,. N n,, N p , 2 3 4 r + - m RICHARDS LAKE ROAD l ' 2(3) y MAPLE HILL DR T T T n r✓ N n N Fl > $o0 6 CpUN�Y 7 Q —� C d"_ 0 RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BU7DRMAPLEHILL DR & TURNBERRY RD 0. ., a -WEI v 5 6 7 W Z i JAJ m r�6(7) v 30(36) Z W 1 Q n } n —20(24) n N C9 1 100 2�) Q W 18 19 MOUNTAIN VISTA DRIVE 16(27)� W 8 20 21 9 22 10 11 12 13 Soo m 28(49)--, m c° NAB E i PHASE G MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO o r 9 10 11 12 a of _ Ln N r- m r�27(46) v W .. -• J Q I�I �+ —20(24) LO —48(84) N —47(81) OD �39(68) 30(36) .. 7 i $�dry k e 23(41) l T 6(7)� 2(2)� _ F ff Z o� v 63(74)--)- 61(71)— 20(24) m 40(48)--, _ ✓ t if ,���'4 '� � , MOUNTAIN V)STA & TIMBERLINE RD MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH DR MOUNTAIN VISTA & 1-25 SB RAMP )I VINE DRIVE m east �— v_ �7� f 13 14 15 16 2}[O - q F. .� ! CV I —8(14) —40(48) I � 10(12) 30(36) 10(12)7 8(14)---' 39(68)� 10(12) 31(54) 100 Cl) 7 18 19 20 21 _° n v M M N m m v co 12(14) O co O Cl) � NI M �E__ rII <-- <---30(36) —30(36) t �71(83) 38(45) MOUNTAIN VISTA & I-25 NB RAMP VINE DR & LEMAY AVE VINE DR & TIMBERLINE RD COUNTRY CLUB & TIMBERLINE > c> > co 9(16) M ao 23(41) 23(41) 22 V Iv M c0 N V Cl) co c�vo `27(46) LEGEND � —27(46) X Study Area Key Intersection TIMBERLINE RD ACCESS CHESAPEAKE DR & TURNBERRY RD CHESAPEAKE DR & TIMBERLINE RD PHASE G WEST ACCESS PHASE C.EAST ACCESS 69(81) OX Project Access Intersection FIGURE 8 XXX(XXX) Weekday AM(PM) Peak Hour Traffic Volumes MONTAVA PHASE G & E FORT COLLINS, COLORADO NORTH PHASE E ACCESS xx,xoo Estimated Daily Traffic Volume NTS 196474000 PHASE E PROJECT TRAFFIC ASSIGNMENT MIN ley>>>Horn DELICH ASSOCIATES Traffic& Transportation Engineering ,t 2272 Glen Haven Drive Loveland Colorado 80538 Phone: (970) 669-2061 Fax: (970) 669-5034 "7/ 11 MEMORANDUM - TO: Landon/Gary Hoover, Hartford Homes, LLC City of Fort Collins ; 8 o FROM: Matt Delich DATE: July 28, 2015 SUBJECT: East Ridge Traffic Analyses Related to the Vine/Lemay Intersection (File: 1505ME04) An amendment to the East Ridge Overall Development Plan (ODP) has been proposed. The East Ridge ODP, First Amendment" (ERODPFA) is provided in Appendix A. This memorandum provides analyses and documentation related to the ERODPFA, particularly as it relates to the Adequate Public Facilities (APF) at the Vine/Lemay intersection. The scope of this exercise was discussed with Martina Wilkinson, Fort Collins Traffic Operations. The East Ridge development dates back to 2002. The"East Ridge Transportation Impact Study" (ERTIS) is dated February 2003. There have been five memoranda (7/2/03, 2/14/05, 317/06, 10/6/06, and 3/16/07) related to plan changes or capacity reservation analyses. The ERTIS reflected: 572 single family dwelling units, 398 townhome dwelling units, 10.0 KSF commercial, and 43.0 KSF mini-storage. The site plan and trip generation th table from the ERTIS are provided in Appendix B. The ERTIS utilized Trip Generation,6 - Edition, ITE, which was the current reference in 2003. The residential trip generation calculation utilized the high end of the ranges in each parcel. The residential land use categories were single family and town home. The residential trip generation is: 7790 daily trip ends, 606 morning peak hour trip ends, and 794 afternoon peak hour trip ends. The non-residential trip generation is: 520 daily trip ends, 40 morning peak hour trip ends, and 38 afternoon peak hour trip ends. The residential trip generation comprises almost 95 percent of the total East Ridge trip generation. The short range full development site generated peak hour traffic assignment is also provided in Appendix B. This graphic reflects that 25 percent of the site generation was assigned to go through the Vine/Lemay intersection. This is identical to the traffic used by the City of Fort Collins in developing the reserved capacity for the East Ridge development traffic analysis at this intersection as provided in Appendix C. The plan and land use data (Appendix A) indicates that the ODP has changed. The land use data table shows ranges of density and ranges in the number of dwelling units under each residential category(single family detached, single family attached [Townhome], and A& N E Q 24/15 / t° CO -49130 49130 � �8126 Vine 16f55 401135 us /1,35 v �t its C+! N N RS � r� —150/95 2601162 Collins Aire ess A Mobile Home Park o' N N w N m 20/10 4 „r-55/32 Driveway ,/ Access B 00OD co c r ml T International j — AMIPM 25 O SHORT RANGE (2010) FULL DEVELOPMENT Figure 11 SITE GENERATED PEAK HOUR TRAFFIC 18 OLD TOWN NORTH, BLOCK 6 TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MAY 2016 Prepared for: Greeley Associates, LLC 2775 Iris Avenue Boulder, CO 80304 ND 0 LIC Prepared by: ` IONM- '71/ 1� r DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 Project#1601 N c N Q N v Conifer Street Old Town North, Block 6 C/) U) co a) O O J 0 N � � O Vine Drive a� m 4- U) a� c J SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH Old Town North, Block 6 TIS, May 2016 -7,f ,-ASSOCIATES Page 3 a�i 4 0 0'0 Os4naer street d AM/PM 4/2 24113 N M a1etan street N m � c a� cn Q E � o E a� a) � � J O c+7 � i Z i NO LO f 5/3 2/7 2/8 1/5 7/4 Vine � I Drive 1/5 N fl- � N c'7 L ry-+ VJ J SITE GENERATED PEAK HOUR TRAFFIC Figure 7 �DELICH Old Town North, Block 6 TIS, May 2016 -7 1 [—ASSOCIATES Page 14 4 N o - Denotes Lane I Caletan street � c a� cn Q m E o � a� W � J 10, Vine Drive a� m L ry-+ VJ J SHORT RANGE (2021 ) GEOMETRY Figure 9 I DELICH Old Town North, Block 6 TIS, May 2016 -7 1 [—ASSOCIATES Page 20 TRAIL HEAD TRACTS F & G TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO SEPTEMBER 2017 Prepared for: JR Engineering 2900 S. College Avenue, Suite 3D Fort Collins, CO 80525 Prepared by- DELICH ASSOCIATES :�. 0. t:3 2272 Glen Haven Driveti s Loveland, CO 80538 �•` ;. Phone: 970-669-2061 -- -•"" " FAX: 970-669-5034 � " f Project#1762 N L co � a E ~ Wagon Trail C� BURLINGTON NORTHERN RAILROAD Vine Campfire Trail Head Tracts F & G 25 Mulberry SCALE: 1"=2000' SITE LOCATION Figure 1 _—o00'11—DELICH —71 [—ASSOCIATES Head Tracts F&G TIS, September 201 Page 3 3 I& T N Cu ;_ J f 4/2 4/1 1/4 Vine M H O �= a O 0) O (0 Co U U N 2/1 ti _ 8/3 o 0/2 N 0/2 M M 1/2�— 23/11 �J 19/8 ► 3/3 ► 0/4 2/7 �/ Vine 3/13 3/15 1/3 IN 4/1 8 i 2/3 i 3/1 N N C L E AM/PM SITE GENERATED PEAK HOUR TRAFFIC Figure 8 _—oo"/1—DELICH —7 J ASSOCIATES Trail Head Tracts F&G TIS, September 201 Page 15 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 1 L 1 ®' Y v M_ H v Douglas Rd. Hearth fire Way ct� orrh � Morningstar p way E n --------------- v Brightwater Dr. e Richards Lake Rd. PROJECT ; SITE Country Club Rd.(CR 52) Mountain Vista Dr.(CR 50) a� Q 287 a E J � C i N Q Vine Dr. v 0 V NIO �f 'a q�e Mulberry Rd. 14 Figure Vicinity Map PFELSBURG (4HOLT & ULLEVIG Waters EdgeTIA-UPDATE 15-358 07/07/16 M K 285 " AW& Douglas Rd. 145 N 2 1 Hearthfire Way to �9(6) 1 yP�rrhfr CO z �5(3) _8(5) PO Morningstar 3(10) > 3(9) > way---------,c r 3(8)� N pp 14 _- Brightwater Dr. 5 WATERS' 5 EDGE WEST Richards Lake 285 o SP bI T l9 N _I 3(9) Country Club Rd.(CR 52) 3(9) 1145 r � r U' 0 OO 20 r Mountain Vista Dr.(CR 50) 1 O M a 00 T Q C M �_ t) C O � c M '-6(17) 53(35) N Vine Dr. 85 —31(21) °`LO U") -31(21) 4J,,--20(59) 11(34) 11(34) �> 22(67) 31(21), 23(16)__� M Tlil N T-' N 510 v ITI' �1(1) d IrI' `O u' *—-10(25) co 2(5)--� 5(5) T 16(10) 0(1)— _ 20(15) 79(54)-r CON N 5(5) �n LO LEGEND XXX(XXX) = AM(PM) Peak HourTraffic Volumes XXXX = Daily Traffic Volumes Figure Site Generated Traffic Volumes PFELSBURG (4HOLT & A ULLEVIG =0 Waters Edge TIA-JANUARY UPDATE 15-358 01/18/17 M_ C Douglas Rd. y Hearthfire Way b/c 1 Pp c/d a/a �hfrP a O Morningstar E WATERS /c c/d4-1� Way ------- EDGE WEST am ' �� Brightwater Dr. Richards Lake .d v � � o a/a "I Country Club Rd.(CR 52) y� as a/a� Mountain Vista Dr.(CR 50) 1 ed c� ¢' s et b/b �b%b a/a I bIb , (Z Vine Dr. At . c/d c/c a/b a/a a/a 1 1 b/d b/a a/a C1 with Traffic Signal=B/A as Channelized with Roundabout=B/B "T"Intersection u C/F \ ed roundabout c/c a/a �. b/f ' a/a a/a LEGEND with Traffic Signal=B/B X/X = AM/PM Peak Hour Signalized x = Change from 2021 Background Figure 16 Intersection Level of Service • = Stop Sign Year 202 x/x = AM/PM Peak Hour Unsignalized = Traffic Signal Intersection Level of Service 0 Levels of Service and Lane Geometry PFELSBURG • �, HOL'T & • ULLEVIG Waters Edge TIA-JANUARYUPDATW5-358 1l23/17 M_ C v Douglas Rd. y Hearthfire Way c/d �. d/e a/a .tee O Morningstar E WATERS' d/ � Way ~ EDGE WEST Brightwater Dr. with Traffic Signal=B/B with Roundabout=A/B Richards Lake o Ta/a Country Club Rd.(CR 52) y� � as a/a� � Mountain Vista Dr.(CR 50) 1 c/c J a/a b/a 1 \� Vine Dr. U V � T f/f 'I c/c T a/c �� a/a a/a c/f 71!% 1 Y a/a c/f b/a� with Traffic Signal=B/A as Channelized with Roundabout=B/B "T"Intersection B/C 1- B/B ;7 a 0 roundabout O a/a a/a� aaed �� ed LEGEND X/X = AM/PM Peak Hour Signalized x = Change from 2040 Background Intersection Level of Service Figure 17 -� = Stop Sign g x/x = AM/PM Peak Hour Unsignalized p = Traffic Signal Year 2040 Intersection Level of Service Levels of Service and Lane Geometry FELSBURG �1 HOLT & •no ULLEVIG V Waters Edge TIA-JANUARY UPDATE 15-358 01/23/17 Transportation Impact Study COUNTRY CLUB RESERVE Fort Collins, Colorado Prepared For: Hillside Commercial Group 8020 S. County Road 5, Suite 200 Windsor, CO 80528 Prepared By: Eugene G. Coppola, P.E. yt `j``�,, P. O. Box 630027 ,�+��. ,GORGE Littleton, CO 80163 a�'�:•P4� q o 303-792-2450 ``�• '� ' ?:o August 21, 2017 ' •�e�A� ti+.•gip ONALs' .5 F C7 C L4.� W0 z U Q tn ------ - -- 0� z 0- W 0 w W OU 71, ' m * Z 7177 II `= I Q M 1v ,) oilLIJ 61 i 1ii z. lo 27 LLJ v > .��►Meek w o w CDLu 5 s �II O o 9 ------------- LL LL a� f- LO LL w N/N 1 N/N - 0C/0 L 9�/9 /aaaquinl 0 WO — N/N N/N 0 V9 0 0 Z zo Z N Z o N U � LO d � U z oZ/9 y �0�/9� 3 0 d}aal}g U 0 N LO tm 3 O 0 0 T_ `n -9/0 l �--OZ/99 e}aal}S LO m 0 T U L t z � N LO Lr) Z T Cl) LD LHS o N/N a °a LO Q z o o � In z w CD o z 12 w 0 w _ o a I T 3 Q � O S S 6 1L iGlaqujnl L -�- -�- w U � a 3 a� U L y v}aai}g U am 0 0 r 1 , y T 6 4 HS r 20 NORTHFIELD TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO AUGUST 2018 Prepared for: Landmark Homes 1170 W. Ash Street Suite 100 Windsor, CO 80550 Prepared by: �o�,NOO LICE� -- 93 6 ;a/y q ONN- DELICH ASSOCIATES 2272 Olen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 Project # 1764 N U N O- O) U) N N O U m ory rwmrcr aew•r�:pw"r.o. ]] Conifer r Suniga - C 0 ooa 3� ad Vine Northfield Development SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH Northfield TIS,August 2018 -7,f ,-ASSOCIATES Page 3 4 N AM/PM Conifer Street � 1 �4/1 0)A o Cl) N \ N ch ►—58/43 l 17/42 1 3/9 —7/19 Site Access 18/42 ( 26/62 B 26/62 i 00 o C.0 19/13 i 7/5 14 v o rn 10/7 o 04 N D U ¢ o LU E v 9/7 0 N 9/6 N o J 56/40 f 65/47 37/27 A B N 28/69 — Suniga Road Q � 55/40 rn o_ M V N 0 U U) 0 0 m ry N d- IM LO 6) 1 4/10 1 Vine Drive °2 (O M e— N J U) SHORT RANGE (2022) SITE GENERATED PEAK HOUR TRAFFIC Figure 8 �DELICH Northfield TIS,August 2018 -7 1 [-ASSOCIATES Page 15 4 N AM/PM Conifer Street � 1 A CO04 � o � 4/1 mN 58/43 17/42 J + 3/9 J —16/25 18/42 22/53 B 26/62 — o 0 23/22 14 v o rn a a) cB ( (n E U) U U o >o Q co Q Q � 9/7 O 9/6 W 56/40 f 65/47 —4/10 37/27 A B C N m 28/69 — Suniga Road 9/6 Q N rn 9/7 a) 56/40 Q N O U cn a) -0 =3 o c o > < � N � E 22 rn 7/17 J m f 24/61 4/9 Vine Drive 57/41 c � J U) LONG RANGE (2040) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 �DELICH Northfield TIS,August 2018 -7 1 [-ASSOCIATES Page 16 4 N Conifer Street - Denotes Lane -- - Denotes New Lane Site Access Q U) � � E W � ¢ � w 1101, _ Suniga Q _ Road _ �, m � U 0 (D L N� v ly-)-' 1 1- Vine Drive m a� L '^ SHORT RANGE (2022) GEOMETRY Figure 12 I DELICH Northfield TIS,August 2018 -7 1 [—ASSOCIATES Page 30 4 N Conifer Street - Denotes Lane - Denotes New Lane r A B Q � U cn E � a� — Q � Q 70a w O Is A B C Suniga Road 0 _(D ll^ VJ W 0 U Vine Drive m a� L '^ LONG RANGE (2035) GEOMETRY Figure 13 _--//L—DELICH Northfield TIS,August 2018 -7 1 [—ASSOCIATES Page 29 WATERFIELD TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO AUGUST 2018 Prepared for: TH Waterfield, LLC Thrive Home Builders 1875 Lawrence Street, Suite 100 Denver, CO 80202 Prepared by: �N010 Lln .moo .•••••••. ,ys -- 3 3 X, oM E� DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 Project # 1839 Mountain Vista c� 0 m c m (D E Q - m E J Vine Drive BURLINGTON NORTHERN RAILROAD Waterfield Mulberry Road SCALE: 1"=2000' SITE LOCATION Figure 1 DELICH waterfield TIS,August 2018 -7,f ,-ASSOCIATES Page 3 v v AM/PM Site Access 12/8 51/34 L 3/10 CO —11/37 A 0 Q ry 0 U - U W U a E 0 N C M co CD7/22 N I� co .0 3/10 i° 3/10 1 l �12/12 A Suniga Road 1 i r 9/6 — t r 8/5 se rn 00 Z6 36/23 ao � � o c- N (3) U i co U Q � E Q (B J � (n O � M � O 6/3 ?5 co L 19/13 NI N 10/29 4/14 15/16 21/15 J 64/42 —19/35 /r + —3/9 9/31 Vine Drive 19/59 ---, 5/11 t 6/20 — I I N 22/69 i 30/27 —► 9/5 — N 29/20 2) c9 N SHORT RANGE (2023) SITE GENERATED PEAK HOUR TRAFFIC Figure 8 �DELICH Waterfield TIS,August 2018 -7 1 [—ASSOCIATES Page 16 A& N N ` --15/47 34/94 � AM/PM �J A Site Access 51/34 N N �L 0 13/9 ca � f 35/24 2 38/25 c 12/39 — co E v v rn \ L�2 CO N0M 11136 ocN�o � c° Z v 27/18 - CO °' a 8/25 f 86/58 86/58 + x--17/54 A J i 264 35/14i 20/65 1 Suniga Road 22/15 4/13 35/22 rn 0 15/8 i M 1/5 N O T 56/38 o N M U) U) U) N U (D U Q U Q U Q U N (n >U (6 W O o O � z �NOM cv z � 2/0 NOM 1/3 0/1 Vine Drive 0/1 — LONG RANGE (2040) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 �DELICH Waterfield TIS,August 2018 —7 1 [—ASSOCIATES Page 17 dols Site Access A& N �L 0 - Denotes Lane cn Denotes New Lane (By others) - Denotes New Lane (by applicant) L U � Q � N r d015 A t Suniga Road STOP STOP STOP (D U U U N Q U U � Q C0 U) >N �. � > N W Q J dO1S � d015 ® � Vine Drive SHORT RANGE (2023) GEOMETRY Figure 12 I DELICH Waterfield TIS,August 2018 -7 1 [—ASSOCIATES Page 30 4 N - Denotes Lane i - Denotes New Lane (By others) Site Access - Denotes New Lane (by applicant) o L d015 � (n L. —A 2 U N Suniga Road ® STOP STOP � STOP � � r/ N a U � Q W U _� N Q co U >� Q (n m U) W i dO1S � d015 Vine Drive LONG RANGE (2040) GEOMETRY Figure 13 I DELICH Waterfield TIS,August 2018 -7 1 [—ASSOCIATES Page 31 DELICH ASSOCIATES Traffic&Transportation Engineering �i 2272 Glen Haven Drive Loveland, Colorado 80538 s Phone: (970) 669-2061 Fax: (970) 669-5034 MEMORANDUM TO: Tom Moore, K & M Company Steve Schroyer, Schroyer Resources Steven Rothwell, Larimer County Engineering : Rob Helmick, Larimer County Planning " d t , Steve Gilchrist, Fort Collins Traffic Operations b f Z-1 FROM: Matt Delich DATE: March 18, 2021lCa SUBJECT: Gregory Cove Transportation Impact Study Memorandum (File: 2054ME02) This memorandum is a transportation impact study (TIS) for the Gregory Cove development. The Gregory Cove site is located north of Country Club Road and east of (adjacent to) Gregory Road in Larimer County. The site location is shown in Figure 1. This site is within the City of Fort Collins Growth Management Area. Therefore, the Larimer County Urban Area Street Standards (LCUASS) was used for this TIS. The site plan for Gregory Cove is shown in Figure 2. The scope of this memorandum was discussed with Steven Rothwell, Larimer County Engineering. Since the trip generation is expected to be low, a memorandum analyzing impacts was requested. A base assumptions form and related information are provided in Appendix A. Existing Streets Many of the developed properties in this area were built under Larimer County standards prior to the adoption of LCUASS. Therefore, much of the engineering street criteria do not meet current Larimer County or Fort Collins standards. The existing geometry at the Country Club/Lemay-Gregory intersection is shown in Figure 3. Country Club Road is classified as a collector street on the Fort Collins Master Street Plan. Currently, Country Club Road has a two-lane cross section (with no center median/left-turn lane). At the County Club/Lemay-Gregory intersection, Country Club Road has all eastbound and westbound movements combined into single lanes. The Country Club/Lemay-Gregory intersection has all-way stop sign control. The existing speed limit in this area is 30 mph. Lemay Avenue is classified as a four-lane arterial street south of Country Club Road on the Fort Collins Master Street Plan. Gregory Road is classified as a two-lane arterial street north of Country Club Road on the Fort Collins Master Street Plan and 4 N 9orL Gregory f1T Co 287 ve Country Club E J � C L U Vine BURLINGTON NORTHERN RAILROAD SCALE: 1"=2000' SITE LOCATION Figure 1 _-/'/1-DELICH ASSOCIATES Gregory Cove TIS, March 2021 -7 J Page 4 I& N z 0 /Ln V 0/0 6/2 Site Access N r- T C) N CO T 0/0 1/2 Country Club N T m I_ J AM/PM SITE GENERATED PEAK HOUR TRAFFIC Figure 6 _-/'/1-DELICH -7 J ASSOCIATES Gregory Cove TIS, March 1 Pagee 11 I& N z 0 /Ln V O O Site Access STOP O OSTOP Country Club m E a� - Existing Lane - Required Lane SHORT RANGE (2025) GEOMETRY Figure 9 _—/'/1—DELICH -7 J ASSOCIATES Gregory Cove TIS, March Pagee2021 15 Ga "Noway " 0 MASTER TRAFFIC IMPACT - STUDY - BLOOM — MASTER TIS Fort Collins, Colorado PREPARED FOR: Hartford Homes PREPARED BY: Brian Horan, PE Daniela Gonzalez 1_17-22 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 1 v 2 a J o E 0 - '• F SG 95/62 a� 4) b to o—0/0 4.0/0 ffir�T`.'.I N Sykes Dr 47/31 Vine Dr a-11/35 0/0 Sykes Dr 0/0 Si' Vine Dr - 0/0 b `� T �' 32/21—► 0/0� o o Vine Dr 0 SITE Sykes Dr r rats E 4 U b b a s jo f International Dr 4 International Dr 0/0 0/0 Private Drive 0/0—P 4 1 4 126/83 "9 z o c 5 � 3 � U j o t. 1 43/138 .!0/0 '� b b a 0/0 a b a 0/0 Mulberry St 'r 0/0 Frontage Rd 0/0 16/52_' Mulberry St 0/0_f� 0 Frontage Rd 0/0— . 0/0—0 00 Q z 00 Q Frontage Rd w � 1 Mulberry St O — r I�l y FIGURE 5-4 A/A INTERSEC11ON LOS a MOVEMENT Site Trips Phase 1 0000/0000 (AM PEAK HOUR/PM PEAK HOUR) SIGNALIZED INTERSECTION Mulberry STOP SIGN Fort Collins, CO 47 YIELD SIGN mom F= \\\ � ._ ' ►,_ � ..d J 4 - F b SG 107/70 o to4 0/0 N 8 o—0/0 40 a 11/35 1 �- Sykes Dr 8658 o g / Vine Dr 49� n Sykes Dr Yma Dr C.D 0/0 b 32/21-0 0/0 � 4A 35/68 `�+ � A Dr —y SITE Sykes Dr ir r , :E iE 4 U � b .0-0/o 1 Intemational Dr 4 International Dr 40/27 19/21-' Private Drive 0/0—a 4 A 126/83 41 99 N c 5 Z5 3 ;5 U O N k m � o � o A 4 240/420 0/0 b b o/o , b CD a 0/0 Mulberry St 0/0 Frontage Rd 0/0 90/158 J" Mulberry St 19/21 0 Frontage Rd' 0/0 Q A 170/187 Q OFrontage Rd Mulberry St O — ilk FIGURE 5-5 A/A INTERSECTION LOS a MOVEMENT Site Trips Phase 2 0000/0000 (AM PEAK HOUR/PM PEAK HOUR) SIGNALIZED INTERSECTION Mulberry STOP SIGN Fort Collins, CO 48 YIELD SIGN NV APPENDIX D Trip Generation Worksheets 196474001 Ki m ey>>>H o r n Montava - Phase D Kimley>>> Horn Project Montava Phase D Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date March 20, 2024 Job No. 196474001 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 = 174 T =Average Vehicle Trip Ends Peak Hour of Ad]acent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74% exit. (T)=0.70(X) T = 122 Average Vehicle Trip Ends (T) = 0.70 * (174.0) 32 entering 90 exiting 32 + 90 = 122 Peak Hour of Ad]acent 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 = 164 Average Vehicle Trip Ends (T) = 0.94 * (174.0) 103 entering 61 exiting 103 + 61 = 164 Weekday(200 Series Page 219) Average Weekday Directional Distribution: 50%entering, 50%exiting (T)=9.43(X) T = 1642 Average Vehicle Trip Ends (T) = 9.43 * (174.0) 821 entering 821 exiting 821 + 821 = 1642 Kimley>>> Horn Project Montava Phase D Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date March 20, 2024 Job No. 196474001 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 = 155 T =Average Vehicle Trip Ends Peak Hour of Ad]acent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 31% ent. 69% exit. (T)=0.48(X) T = 74 Average Vehicle Trip Ends (T) = 0.48 * (155.0) 23 entering 51 exiting 23 + 51 = 74 Peak Hour of Ad]acent 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 = 88 Average Vehicle Trip Ends (T) = 0.57 * (155.0) 52 entering 36 exiting 52 + 36 = 88 Weekday(200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50% exit. (T) = 7.20 (X) T = 1116 Average Vehicle Trip Ends (T) = 7.20 * (155.0) 558 entering 558 exiting 558 + 558 = 1116 Kimley>>> Horn Project Montava Phase D Subject Trip Generation for Multifamily Housing (Mid-Rise) Designed by MAG Date March 20, 2024 Job No. 196474001 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 Ad]acent 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 Ad]acent 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 NV APPENDIX E 2027 Intersection Analysis Worksheets 196474001 Ki m ey>>>H o r n Montava - Phase D HCM 6th TWSC 2024 Existing AM 1 : Turnberry Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. T-r t if T Traffic Vol, vehlh 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 Minorl Majorl 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 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 Ar 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 NBR EBLnlWBLnlWBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 1 : Turnberry Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 41 T41 t if T. Traffic Vol, vehlh 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 Minorl Majorl 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 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 Ar 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 NBR EBLnlWBLnlWBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 1 : Turnberry Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. T-r t r T Traffic Vol, vehlh 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 Minorl Majorl Major2 Conflicting Flow All 536 557 288 514 503 145 288 0 0 199 0 0 Stage 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 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 Ar 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 NBR EBLnlWBLnlWBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 1 : Turnberry Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 41 T-1. t r T. Traffic Vol, vehlh 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 Minorl Majorl Major2 Conflicting Flow All 657 690 216 600 590 280 216 0 0 380 0 0 Stage 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 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 Ar 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 NBR EBLnlWBLnlWBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 1 : Turnberry Road & Richard Lake Road 09/06/2024 Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. T-r t r T 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 Minorl Majorl Major2 Conflicting Flow All 539 559 288 516 505 145 288 0 0 199 0 0 Stage 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 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 Ar 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 NBR EBLnlWBLnlWBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 1 : Turnberry Road & Richard Lake Road 09/06/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 41 T-1. t r T. 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 Minorl Majorl Major2 Conflicting Flow All 662 694 216 604 594 280 216 0 0 380 0 0 Stage 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 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 Ar 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 NBR EBLnlWBLnlWBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing AM 2: Giddings Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 41 4 Traffic Vol, vehlh 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 Minorl Majorl Major2 Conflicting Flow All 488 480 293 518 489 123 306 0 0 127 0 0 Stage 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 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 - - - - Stage1 690 659 814 741 Stage 2 778 738 591 651 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 2: Giddings Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ 41 41 4-- Traffic Vol, vehlh 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 Minorl Majorl Major2 Conflicting Flow All 573 568 176 586 568 232 184 0 0 240 0 0 Stage 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 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 - - - - Stage1 763 734 616 588 Stage 2 582 583 726 728 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 2: Giddings Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 3.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. T. 41 4 Traffic Vol, vehlh 22 33 61 11 20 8 22 117 9 6 266 24 00111111 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 Minorl Majorl Major2 Conflicting Flow All 512 501 302 547 509 132 315 0 0 137 0 0 Stage 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 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 - - - - Stage1 680 651 805 734 Stage 2 758 731 558 642 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 2: Giddings Road & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 4.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. 41 41 4-- Traffic Vol, vehlh 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 Minorl Majorl Major2 Conflicting Flow All 603 588 186 611 587 240 193 0 0 248 0 0 Stage 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 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 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 2: Giddings Road & Richard Lake Road 09/06/2024 Intersection Int Delay, s/veh 3.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. T. 41 4 Traffic Vol, veh/h 22 33 62 11 20 8 24 119 9 6 267 24 00111111 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 Minorl Majorl Major2 Conflicting Flow All 519 508 303 555 516 134 316 0 0 139 0 0 Stage 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 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 - - - - Stage1 678 650 797 729 Stage 2 751 725 555 642 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 2: Giddings Road & Richard Lake Road 09/06/2024 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. 41 41 4-- 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 Minorl Majorl Major2 Conflicting Flow All 608 593 188 617 592 241 195 0 0 249 0 0 Stage 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 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 - - - - Stage1 749 723 607 581 Stage 2 548 576 694 718 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing AM 3: Busch Drive & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t if T-1 T. 4�- Traffic Vol, vehlh 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 Majorl Major2 Minorl Minor2 Conflicting Flow All 41 0 0 32 0 0 169 169 30 173 171 41 Stage - - - - - - 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 - - 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 Ar Approach EB WB NB SB HCM Control Delay, s 0 4 9.5 10.1 HCM LOS A B Minor Lane/Major Mvmt NBLn1 NBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 3: Busch Drive & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t if T-1 T, 4�. Traffic Vol, vehlh 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 Majorl Major2 Minorl Minor2 Conflicting Flow All 57 0 0 57 0 0 235 235 38 262 254 57 Stage - - - - - - 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 - - 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 Ar Approach EB WB NB SB HCM Control Delay, s 0 4.1 9.5 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 NBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 3: Busch Drive & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T. T. 4�- Traffic Vol, vehlh 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 Majorl Major2 Minorl Minor2 Conflicting Flow All 52 0 0 53 0 0 217 217 51 223 219 52 Stage - - - - - - 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 - - 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 Ar Approach EB WB NB SB HCM Control Delay, s 0 3.9 9.6 10.3 HCM LOS A B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 3: Busch Drive & Richard Lake Road 03/21/2024 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T.I. T, 4�. Traffic Vol, vehlh 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 Majorl Major2 Minorl Minor2 Conflicting Flow All 70 0 0 63 0 0 251 251 47 276 267 70 Stage - - - - - - 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 - - 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 Ar Approach EB WB NB SB HCM Control Delay, s 0 3.7 9.4 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 3: Busch Drive & Richard Lake Road 09/06/2024 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T. T. 4�- 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 Majorl Major2 Minorl Minor2 Conflicting Flow All 52 0 0 53 0 0 217 217 51 223 219 52 Stage - - - - - - 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 - - 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 Ar Approach EB WB NB SB HCM Control Delay, s 0 3.9 9.6 10.3 HCM LOS A B Minor Lane/Major Mvmt NBLn1 NBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 3: Busch Drive & Richard Lake Road 09/06/2024 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T.I. T, 4�. 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 Majorl Major2 Minorl Minor2 Conflicting Flow All 70 0 0 63 0 0 251 251 47 276 267 70 Stage - - - - - - 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 - - 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 Ar Approach EB WB NB SB HCM Control Delay, s 0 3.7 9.4 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 NBLn2 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing AM 4: Turnberry Road & Maple Hill Drive 03/21/2024 Intersection Int Delay, s/veh 1.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y t i t Traffic Vol, vehlh 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 Minorl Majorl 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 890 - - Stage 2 797 - - Platoon blocked, % Mov Cap-1 Maneuver 621 913 1407 Mov Cap-2 Maneuver 722 - - Stage 1 890 Stage 2 796 Ar Approach WB NB SB HCM Control Delay, s 10.6 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 4: Turnberry Road & Maple Hill Drive 03/21/2024 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y t i t Traffic Vol, vehlh 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 Minorl Majorl 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 Ar Approach WB NB SB HCM Control Delay, s 10.5 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 4: Turnberry Road & Maple Hill Drive 03/21/2024 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y t r t Traffic Vol, vehlh 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 Minorl Majorl 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 Ar Approach WB NB SB HCM Control Delay, s 12 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 4: Turnberry Road & Maple Hill Drive 03/21/2024 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y t r t Traffic Vol, vehlh 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 Minorl Majorl Major2 Conflicting Flow All 738 437 0 0 489 0 Stage 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 Ar Approach WB NB SB HCM Control Delay, s 12 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 4: Turnberry Road & Maple Hill Drive 09/06/2024 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y t r t 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 Minorl Majorl 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 Ar Approach WB NB SB HCM Control Delay, s 12 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 4: Turnberry Road & Maple Hill Drive 09/06/2024 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y t r t 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 Minorl Majorl Major2 Conflicting Flow All 738 437 0 0 489 0 Stage 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 Ar Approach WB NB SB HCM Control Delay, s 12 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i 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 Synchro 11 Report Page 1 HCM 6th AWSC 2024 Existing AM 5: Maple Hill Drive & Harbor Drive 03/21/2024 Intersection Intersection Delay, slveh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations c+ 4 4 4 Traffic Vol,vehlh 4 7 1 1 33 2 4 2 2 1 4 15 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 883 880 898 981 _ Service Time 2.077 2.094 2.015 1.671 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2024 Existing PM 5: Maple Hill Drive & Harbor Drive 03/21/2024 Intersection Intersection Delay, slveh 7.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations c+ 4 4 4 Traffic Vol,vehlh 7 10 2 1 15 0 2 11 9 1 8 9 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 940 884 883 954 _ Service Time 1.831 2.074 2.081 1.775 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Background AM 5: Maple Hill Drive & Harbor Drive 03/21/2024 Intersection Intersection Delay, slveh 7 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations c+ 4 4 4 Traffic Vol,vehlh 4 7 1 1 33 2 4 2 2 1 4 15 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 897 889 905 996 _ Service Time 2.016 2.05 1.981 1.615 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Background PM 5: Maple Hill Drive & Harbor Drive 03/21/2024 Intersection Intersection Delay, slveh 7 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations c+ 4 4 4 Traffic Vol,vehlh 7 10 2 1 15 0 2 11 9 1 8 9 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 946 889 888 961 _ Service Time 1.806 2.049 2.054 1.748 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Total AM 5: Maple Hill Drive & Harbor Drive 09/06/2024 Intersection Intersection Delay, slveh 7 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations c+ 4 4 4 Traffic Vol,vehlh 4 7 1 1 33 2 4 2 2 1 4 15 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 897 889 905 996 _ Service Time 2.016 2.05 1.981 1.615 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Total PM 5: Maple Hill Drive & Harbor Drive 09/06/2024 Intersection Intersection Delay, slveh 7 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations c+ 4 4 4 Traffic Vol,vehlh 7 10 2 1 15 0 2 11 9 1 8 9 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 946 889 888 961 _ Service Time 1.806 2.049 2.054 1.748 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2024 Existing AM 6: Lemay Avenue & Country Club Road 03/21/2024 Intersection Intersection Delay, slveh 18 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 4 4 4 Traffic Vol,vehlh 4 184 83 190 179 10 37 43 103 26 122 4 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 564 606 606 529 _ Service Time 4.431 4.003 4.006 4.834 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2024 Existing PM 6: Lemay Avenue & Country Club Road 03/21/2024 Intersection Intersection Delay, slveh 19.1 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 4 4 4 Traffic Vol,vehlh 11 263 55 157 148 22 51 106 192 21 53 6 Future Vol, vehlh 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 SIB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SIB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SIB 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 AM 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,YIN Yes Yes Yes Yes Cap 593 585 570 494 _ Service Time 4.14 4.225 4.365 5.299 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Background AM 6: Lemay Avenue & Country Club Road 04/09/2024 Intersection Intersection Delay, slveh 40.4 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations #1* 4 4 *T* Traffic Vol,vehlh 5 224 94 252 248 17 51 46 135 34 132 6 Future Vol, vehlh 5 224 94 252 248 17 51 46 135 34 132 6 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 5 243 102 274 270 18 55 50 147 37 143 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 21.8 70.5 17.5 16 HCM LOS C F C C Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 22% 2% 49% 20% Vol Thru, % 20% 69% 48% 77% Vol Right, % 58% 29% 3% 3% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 232 323 517 172 LT Vol 51 5 252 34 Through Vol 46 224 248 132 RT Vol 135 94 17 6 Lane Flow Rate 252 351 562 187 Geometry Grp 1 1 1 1 _ Degree of Util (X) 0.502 0.652 1.025 0.4 Departure Headway(Hd) 7.327 6.842 6.569 7.887 Convergence,YIN Yes Yes Yes Yes Cap 494 530 556 460 _ Service Time 5.327 4.842 4.569 5.887 HCM Lane VIC Ratio 0.51 0.662 1.011 0.407 HCM Control Delay 17.5 21.8 70.5 16 HCM Lane LOS C C F C HCM 95th-tile Q 2.8 4.7 15.4 1.9 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Background PM 6: Lemay Avenue & Country Club Road 04/09/2024 Intersection Intersection Delay, slveh 67 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations #1* 4 4 4 Traffic Vol,vehlh 13 346 70 209 206 30 61 114 261 31 59 9 Future Vol, vehlh 13 346 70 209 206 30 61 114 261 31 59 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 14 376 76 227 224 33 66 124 284 34 64 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 66.4 84.7 60.9 16.7 HCM LOS F F F C Lane NBLn1 EBLn1 WBLn1 SBLn1 AM Vol Left, % 14% 3% 47% 31% Vol Thru, % 26% 81% 46% 60% Vol Right, % 60% 16% 7% 9% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 436 429 445 99 LT Vol 61 13 209 31 Through Vol 114 346 206 59 RT Vol 261 70 30 9 _ Lane Flow Rate 474 466 484 108 Geometry Grp 1 1 1 1 _ Degree of Util (X) 0.965 0.985 1.052 0.284 Departure Headway(Hd) 7.639 7.825 7.831 9.839 Convergence,YIN Yes Yes Yes Yes Cap 479 466 464 368 _ Service Time 5.639 5.825 5.865 7.839 HCM Lane VIC Ratio 0.99 1 1.043 0.293 HCM Control Delay 60.9 66.4 84.7 16.7 HCM Lane LOS F F F C HCM 95th-tile Q 12.1 12.6 15 1.1 Synchro 11 Report Page 1 HCM 6th Roundabout 2027 Total AM 6: Lemay Avenue & Country Club Road 09/06/2024 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 355 583 256 187 Demand Flow Rate,veh/h 362 595 261 191 Vehicles Circulating,veh/h 475 112 296 633 Vehicles Exiting,veh/h 349 445 541 74 Ped Vol Crossing Leg,#/h 0 0 0 0 Fed 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 362 595 261 191 Cap Entry Lane,veh/h 850 1231 1020 724 Entry HV Adj Factor 0.981 0.980 0.981 0.980 Flow Entry,veh/h 355 583 256 187 Cap Entry, veh/h 834 1207 1001 709 V/C Ratio 0.426 0.483 0.256 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 Synchro 11 Report Pagel HCM 6th Roundabout 2027 Total PM 6: Lemay Avenue & Country Club Road 09/06/2024 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 477 500 485 108 Demand Flow Rate,veh/h 487 511 494 110 Vehicles Circulating, veh/h 340 207 444 544 Vehicles Exiting,veh/h 314 731 383 174 Ped Vol Crossing Leg,#/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 10.0 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 487 511 494 110 Cap Entry Lane,veh/h 976 1117 877 792 Entry HV Adj Factor 0.980 0.979 0.981 0.979 Flow Entry, veh/h 477 500 485 108 Cap Entry, veh/h 956 1094 861 776 V/C Ratio 0.499 0.457 0.563 0.139 Control Delay, s/veh 10.0 8.3 12.2 6.1 LOS A A B A 95th %tile Queue,veh 3 2 4 0 Synchro 11 Report Pagel Timings 2024 Existing AM 7: Turnberry Road & Country Club Road 03/21/2024 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations t r T T t r 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 t6Z R -004 06 R 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2024 Existing AM 7: Turnberry Road & Country Club Road 03/21/2024 --* --0- ---* r '- t- 4\ t `► l .1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t T-11 t r 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/In 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/In 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), slveh 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/In 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+l1), 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 Synchro 11 Report Page 2 Timings 2024 Existing PM 7: Turnberry Road & Country Club Road 03/21/2024 Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBR Lane Configurations t r T T t r 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 162 R --*04 06 R 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2024 Existing PM 7: Turnberry Road & Country Club Road 03/21/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t T-11 t r 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/In 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/In 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), slveh 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/In 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+l1), 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 Synchro 11 Report Page 2 Timings 2027 Background AM 7: Turnberry Road & Country Club Road 03/21/2024 Lane Group EBL EBT EBR WI3L WBT NBL NBT SBL SBT SBR Lane Configurations t r T T t r 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 16Z R -004 06 R 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Background AM 7: Turnberry Road & Country Club Road 03/21/2024 -0- ---* r ',- 4\ .1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T T t r 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/In 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/In 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), slveh 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/In 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+l1), 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 Synchro 11 Report Page 2 Timings 2027 Background PM 7: Turnberry Road & Country Club Road 03/21/2024 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations t r T T t r 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 t62 R --*04 06 R 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Background PM 7: Turnberry Road & Country Club Road 03/21/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T.�' T t r 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/In 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/In 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), slveh 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/In 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+l1), 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 Synchro 11 Report Page 2 Timings 2027 Total AM 7: Turnberry Road & Country Club Road 09/06/2024 -,* --,, --* "r 4\ T �► 1 -� Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations t r T T t r Traffic Volume(vph) 142 33 186 28 49 194 90 3 178 320 _ Future Volume(vph) 142 33 186 28 49 194 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 Act Effct Green (s) 16.3 16.3 16.3 16.3 16.3 64.7 64.7 64.7 64.7 64.7 Actuated g/C Ratio 0.18 0.18 0.18 0.18 0.18 0.72 0.72 0.72 0.72 0.72 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 LOS D C A C C A A A A A _ Approach Delay 24.0 29.3 5.7 2.7 Approach LOS C C A A Intersection Summary Cycle Length: 90 Actuated Cycle Length:90 Offset:0(0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle:45 Control Type:Actuated-Coordinated Maximum v/c Ratio: 0.63 Intersection Signal Delay: 11.3 Intersection LOS: B Intersection Capacity Utilization 46.0% ICU Level of Service A Analysis Period(min) 15 Splits and Phases: 7: Turnberry Road&Country Club Road t02 R) �I74 06 R) 03 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Total AM 7: Turnberry Road & Country Club Road 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T T t r Traffic Volume(veh/h) 142 33 186 28 49 0 194 90 15 3 178 320 Future Volume(veh/h) 142 33 186 28 49 0 194 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/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 154 36 202 30 53 0 211 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 0 211 0 114 3 193 348 Grp Sat Flow(s),veh/h/In 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 8.8 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 11.6 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), slveh 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/In 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 83 325 544 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+l1), s 13.6 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 Synchro 11 Report Page 2 Timings 2027 Total PM 7: Turnberry Road & Country Club Road 09/06/2024 -,* --,, --* "r *-- 4\ T �► 1 -� Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations t r T T t r Traffic Volume(vph) 311 63 247 21 32 244 162 5 134 214 _ Future Volume(vph) 311 63 247 21 32 244 162 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 Act Effct Green (s) 30.1 30.1 30.1 30.1 30.1 50.9 50.9 50.9 50.9 50.9 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.57 0.57 0.57 0.57 0.57 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 LOS D B A B B B B B B A Approach Delay 21.1 16.8 13.6 6.3 Approach LOS C B B A ' Intersection Summary Cycle Length: 90 Actuated Cycle Length:90 Offset:0(0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle:45 Control Type:Actuated-Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 15.2 Intersection LOS: B Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period(min) 15 Splits and Phases: 7: Turnberry Road&Country Club Road t02 R) 06 R) 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Total PM 7: Turnberry Road & Country Club Road 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r T.�' T t r Traffic Volume(veh/h) 311 63 247 21 32 0 244 162 30 5 134 214 Future Volume(veh/h) 311 63 247 21 32 0 244 162 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/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 338 68 268 23 35 0 265 176 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 0 652 925 173 728 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 1044 1870 0 1004 1532 287 1173 1870 1585 Grp Volume(v), veh/h 338 68 268 23 35 0 265 0 209 5 146 233 Grp Sat Flow(s),veh/h/In 1373 1870 1585 1044 1870 0 1004 0 1819 1173 1870 1585 Q Serve(g_s), s 21.1 2.4 12.9 1.5 1.2 0.0 13.9 0.0 4.6 0.2 3.0 6.1 Cycle Q Clear(g_c),s 22.3 2.4 12.9 3.9 1.2 0.0 16.9 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 468 554 469 362 554 0 652 0 1098 728 1129 957 V/C Ratio(X) 0.72 0.12 0.57 0.06 0.06 0.00 0.41 0.00 0.19 0.01 0.13 0.24 Avail Cap(c_a),veh/h 756 946 801 580 946 0 652 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), slveh 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/In 7.0 1.1 4.9 0.4 0.5 0.0 3.2 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 13.2 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 674 58 474 384 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+l1), s 18.9 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 Synchro 11 Report Page 2 HCM 6th AWSC 2024 Existing AM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Intersection Intersection Delay, slveh 9.4 Intersection LOS A Movement EBL EBT WBT WBR SBL SBR Lane Configurations *' T y Traffic Vol,vehlh 9 27 2 100 280 4 Future Vol, vehlh 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,YIN Yes Yes Yes Cap 741 871 808 Service Time 2.863 2.144 2.474 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2024 Existing PM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Intersection Intersection Delay, slveh 8.9 Intersection LOS A Movement EBL EBT WBT WBR SBL SBR Lane Configurations *' T y Traffic Vol,vehlh 5 8 23 240 170 16 Future Vol, vehlh 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,YIN Yes Yes Yes Cap 748 925 770 Service Time 2.816 1.916 2.699 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Background AM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Intersection Intersection Delay, s/veh 11.8 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations a' T y 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 SIB 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 SBLnl 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 Synchro 11 Report Pagel HCM 6th AWSC 2027 Background PM 8: Mountain Vista Drive & Turnberry Road 03/21/2024 Intersection Intersection Delay, slveh 11.8 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations *' T y Traffic Vol,vehlh 6 9 24 371 279 17 Future Vol, vehlh 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 WBLn9 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,YIN Yes Yes Yes Cap 664 846 708 Service Time 3.424 2.28 3.116 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Total AM 8: Mountain Vista Drive & Turnberry Road 09/06/2024 Intersection Intersection Delay, s/veh 12.1 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations a' T y Traffic Vol,veh/h 10 29 2 191 399 4 Future Vol, veh/h 10 29 2 191 399 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 2 208 434 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 39 193 403 LT Vol 10 0 399 Through Vol 29 2 0 RT Vol 0 191 4 Lane Flow Rate 42 210 438 Geometry Grp 1 1 1 Degree of Util (X) 0.063 0.262 0.572 Departure Headway(Hd) 5.339 4.49 4.702 Convergence,Y/N Yes Yes Yes Cap 668 797 762 Service Time 3.397 2.53 2.751 HCM Lane V/C Ratio 0.063 0.263 0.575 HCM Control Delay 8.8 9.1 13.9 HCM Lane LOS A A B HCM 95th-tile Q 0.2 1.1 3.7 Synchro 11 Report Page 1 HCM 6th AWSC 2027 Total PM 8: Mountain Vista Drive & Turnberry Road 09/06/2024 Intersection Intersection Delay, slveh 12.4 Intersection LOS B Movement EBL EBT WBT WBR SBL SBR Lane Configurations *' T y Traffic Vol,vehlh 6 9 24 384 299 17 Future Vol, vehlh 6 9 24 384 299 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 26 417 325 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 12.2 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 15 408 316 LT Vol 6 0 299 Through Vol 9 24 0 RT Vol 0 384 17 Lane Flow Rate 16 443 343 Geometry Grp 1 1 1 Degree of Util (X) 0.025 0.531 0.485 Departure Headway(Hd) 5.44 4.307 5.087 Convergence,YIN Yes Yes Yes Cap 652 834 701 Service Time 3.524 2.347 3.169 HCM Lane VIC Ratio 0.025 0.531 0.489 HCM Control Delay 8.7 12.2 12.9 HCM Lane LOS A B B HCM 95th-tile Q 0.1 3.2 2.7 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing AM 9: Timberline Road & Mountain Vista Drive 03/21/2024 Intersection Int Delay, s/veh 6.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations k 4 Y Traffic Vol, vehlh 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 Majorl Major2 Minorl 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 - 799 - Stage 2 - 581 - Platoon blocked, % Mov Cap-1 Maneuver 1256 293 798 Mov Cap-2 Maneuver - 293 - Stage 1 799 Stage 2 472 Ar 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 i 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 - Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 9: Timberline Road & Mountain Vista Drive 03/21/2024 Intersection Int Delay, s/veh 8.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1., 4 Y Traffic Vol, vehlh 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 Majorl Major2 Minorl 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 - 849 - Stage 2 - 594 - Platoon blocked, % Mov Cap-1 Maneuver 1336 346 861 Mov Cap-2 Maneuver - 346 - Stage 1 849 Stage 2 511 Ar 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 i 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 - Synchro 11 Report Page 1 HCM 6th Roundabout 2027 Background AM 9: Timberline Road & Mountain Vista Drive 03/21/2024 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 Fed 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 Synchro 11 Report Pagel HCM 6th Roundabout 2027 Background PM 9: Timberline Road & Mountain Vista Drive 03/21/2024 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, slveh 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 Synchro 11 Report Pagel HCM 6th Roundabout 2027 Total AM 9: Timberline Road & Mountain Vista Drive 09/06/2024 Intersection Intersection Delay, s/veh 13.8 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 474 516 414 405 Demand Flow Rate,veh/h 484 526 422 414 Vehicles Circulating,veh/h 700 284 433 601 Vehicles Exiting,veh/h 315 571 751 209 Ped Vol Crossing Leg,#/h 0 0 0 0 Fed Cap Adj 1.000 1.000 1.000 1.000 Approach Delay,s/veh 21.5 9.7 10.2 13.6 Approach LOS C A 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 484 526 422 414 Cap Entry Lane,veh/h 676 1033 887 748 Entry HV Adj Factor 0.979 0.981 0.982 0.979 Flow Entry,veh/h 474 516 414 405 Cap Entry, veh/h 662 1013 871 732 V/C Ratio 0.716 0.509 0.476 0.554 Control Delay, s/veh 21.5 9.7 10.2 13.6 LOS C A B B 95th%tile Queue,veh 6 3 3 3 Synchro 11 Report Pagel HCM 6th Roundabout 2027 Total PM 9: Timberline Road & Mountain Vista Drive 09/06/2024 Intersection Intersection Delay, s/veh 22.6 Intersection LOS C Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,veh/h 402 669 734 348 Demand Flow Rate,veh/h 410 681 749 356 Vehicles Circulating,veh/h 601 552 394 799 Vehicles Exiting,veh/h 554 591 617 434 Ped Vol Crossing Leg,#/h 0 0 0 0 Fed Cap Adj 1.000 1.000 1.000 1.000 Approach Delay,s/veh 13.4 31.1 22.6 17.0 Approach LOS B D C C 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 410 681 749 356 Cap Entry Lane,veh/h 748 786 923 611 Entry HV Adj Factor 0.981 0.982 0.981 0.978 Flow Entry,veh/h 402 669 734 348 Cap Entry, veh/h 733 771 905 597 V/C Ratio 0.548 0.867 0.811 0.583 Control Delay, s/veh 13.4 31.1 22.6 17.0 LOS B D C C 95th%tile Queue,veh 3 11 9 4 Synchro 11 Report Pagel Timings 2027 Total AM_Improved 9: Timberline Road & Mountain Vista Drive 09/06/2024 ---* --0. *-- t `� 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations T+ T T T Traffic Volume(vph) 33 239 291 147 105 118 118 223 _ Future Volume(vph) 33 239 291 147 105 118 118 223 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 401 _-002(R) �03 t04 aH- Oo 1P 107 03 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Total AM_Improved 9: Timberline Road & Mountain Vista Drive 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T k T T Traffic Volume(veh/h) 33 239 164 291 147 37 105 118 158 118 223 32 Future Volume(veh/h) 33 239 164 291 147 37 105 118 158 118 223 32 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/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 36 260 178 316 160 40 114 128 172 128 242 35 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 559 419 287 496 836 209 265 142 191 239 336 49 Arrive On Green 0.40 0.40 0.40 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 723 972 1781 1598 231 Grp Volume(v), veh/h 36 0 438 316 0 200 114 0 300 128 0 277 Grp Sat Flow(s),veh/h/In 1182 0 1743 1781 0 1805 1781 0 1695 1781 0 1829 Q Serve(g_s), s 1.7 0.0 18.0 8.7 0.0 4.7 4.6 0.0 15.5 5.1 0.0 12.7 Cycle Q Clear(g_c),s 1.7 0.0 18.0 8.7 0.0 4.7 4.6 0.0 15.5 5.1 0.0 12.7 Prop In Lane 1.00 0.41 1.00 0.20 1.00 0.57 1.00 0.13 Lane Grp Cap(c),veh/h 559 0 706 496 0 1045 265 0 334 239 0 384 V/C Ratio(X) 0.06 0.00 0.62 0.64 0.00 0.19 0.43 0.00 0.90 0.54 0.00 0.72 Avail Cap(c_a),veh/h 559 0 706 582 0 1045 265 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), slveh 16.4 0.0 21.3 14.4 0.0 9.0 27.3 0.0 35.3 27.3 0.0 33.1 Incr Delay(d2), s/veh 0.2 0.0 4.1 1.8 0.0 0.4 1.0 0.0 22.2 2.4 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/In 0.5 0.0 7.8 3.4 0.0 1.8 2.0 0.0 8.3 2.3 0.0 6.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.7 0.0 25.4 16.1 0.0 9.4 28.3 0.0 57.4 29.6 0.0 39.0 LnGrp LOS B A C B A A C A E C A D Approach Vol, veh/h 474 516 414 405 Approach Delay, s/veh 24.7 13.5 49.4 36.1 Approach LOS C B D D Timer-Assigned Phs 1 2 3 4 6 7 8 Phs Duration(G+Y+Rc), s 15.6 40.9 11.2 22.2 56.6 10.0 23.4 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+l l), s 10.7 20.0 7.1 17.5 6.7 6.6 14.7 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 29.7 HCM 6th LOS C Synchro 11 Report Page 2 Timings 2027 Total PM_Improved 9: Timberline Road & Mountain Vista Drive 09/06/2024 ---* --0. *-- t `� 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations T+ T T T Traffic Volume(vph) 67 171 248 298 175 256 117 177 _ Future Volume(vph) 67 171 248 298 175 256 117 177 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 401 __*02 R) �03 t04 aH- Oo R 07 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Total PM_Improved 9: Timberline Road & Mountain Vista Drive 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations k k T-11 k Traffic Volume(veh/h) 67 171 132 248 298 69 175 256 245 117 177 27 Future Volume(veh/h) 67 171 132 248 298 69 175 256 245 117 177 27 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,vehlh/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, vehlh 73 186 143 270 324 75 190 278 266 127 192 29 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 331 250 192 394 637 147 512 307 294 240 515 78 Arrive On Green 0.25 0.25 0.25 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 878 841 1781 1587 240 Grp Volume(v), veh/h 73 0 329 270 0 399 190 0 544 127 0 221 Grp Sat Flow(s),veh/h/In 986 0 1735 1781 0 1809 1781 0 1719 1781 0 1827 Q Serve(g_s), s 5.4 0.0 15.7 9.6 0.0 14.4 6.3 0.0 27.1 4.2 0.0 8.4 Cycle Q Clear(g_c),s 5.4 0.0 15.7 9.6 0.0 14.4 6.3 0.0 27.1 4.2 0.0 8.4 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 331 0 441 394 0 785 512 0 602 240 0 593 V/C Ratio(X) 0.22 0.00 0.75 0.68 0.00 0.51 0.37 0.00 0.90 0.53 0.00 0.37 Avail Cap(c_a),veh/h 331 0 441 413 0 785 538 0 602 255 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 0.48 0.00 0.48 1.00 0.00 1.00 Uniform Delay(d), s/veh 27.0 0.0 30.9 21.1 0.0 18.5 17.6 0.0 27.8 22.0 0.0 23.4 Incr Delay(d2), s/veh 1.5 0.0 10.9 4.4 0.0 2.3 0.2 0.0 10.8 1.8 0.0 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),vehlln 1.4 0.0 7.7 4.3 0.0 6.3 2.5 0.0 12.4 1.8 0.0 3.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.5 0.0 41.8 25.4 0.0 20.9 17.8 0.0 38.6 23.8 0.0 25.2 LnGrp LOS C A D C A C B A D C A C Approach Vol, vehlh 402 669 734 348 Approach Delay, s/veh 39.4 22.7 33.3 24.7 Approach LOS D C C C Timer-Assigned Phs 1 2 3 4 6 7 8 Phs Duration(G+Y+Rc), s 16.1 27.4 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+l l), s 11.6 17.7 6.2 29.1 16.4 8.3 10.4 Green Ext Time(p_c), s 0.1 0.8 0.0 0.9 2.5 0.1 1.1 Intersection Summary HCM 6th Ctrl Delay 29.7 HCM 6th LOS C Synchro 11 Report Page 2 HCM 6th TWSC 2024 Existing AM 10: Mountain Vista Drive & Giddings Road 03/21/2024 Intersection Int Delay, s/veh 7.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations T t, Y Traffic Vol, vehlh 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 Majorl 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 Ar 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 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 10: Mountain Vista Drive & Giddings Road 03/21/2024 Intersection Int Delay, s/veh 6.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 T, Y Traffic Vol, vehlh 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 Majorl Major2 Minor2 Conflicting Flow All 391 0 0 829 322 Stage - - - 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 Ar 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 10: Mountain Vista Drive & Giddings Road 06/25/2024 Intersection Int Delay, s/veh 7.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 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 2 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 Majorl Major2 Minor2 Conflicting Flow All 342 0 0 896 304 Stage - - - 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 - 748 - Stage 2 - 553 - Platoon blocked, % Mov Cap-1 Maneuver 1217 291 736 Mov Cap-2 Maneuver - 475 - Stage 1 701 Stage 2 553 Ar Approach EB WB SB HCM Control Delay, s 1.2 0 21.8 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnl i Capacity(veh/h) 1217 581 _ HCM Lane V/C Ratio 0.063 0.645 HCM Control Delay(s) 8.2 21.8 _ HCM Lane LOS A C HCM 95th %tile Q(veh) 0.2 4.6 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 10: Mountain Vista Drive & Giddings Road 06/25/2024 Intersection Int Delay, s/veh 4.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 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 2 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 Majorl 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 - 576 - Stage 2 - 494 - Platoon blocked, % Mov Cap-1 Maneuver 958 156 533 Mov Cap-2 Maneuver - 355 - Stage 1 472 Stage 2 494 Ar Approach EB WB SB HCM Control Delay, s 3.2 0 21.4 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnl i Capacity(veh/h) 958 442 _ HCM Lane V/C Ratio 0.18 0.514 HCM Control Delay(s) 9.6 21.4 _ HCM Lane LOS A C HCM 95th %tile Q(veh) 0.7 2.9 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 10: Mountain Vista Drive & Giddings Road 09/06/2024 Intersection Int Delay, s/veh 6.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, r Traffic Vol, veh/h 80 403 245 96 237 204 Future Vol, veh/h 80 403 245 96 237 204 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 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 87 438 266 104 258 222 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 370 0 0 930 318 Stage 1 - - - 318 - 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 1189 297 723 Stage - 738 - Stage 2 - 541 - Platoon blocked, % Mov Cap-1 Maneuver 1189 275 723 Mov Cap-2 Maneuver - 462 - Stage 1 684 Stage 2 541 Ar Approach EB WB SB HCM Control Delay, s 1.4 0 17.6 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 i Capacity(veh/h) 1189 462 723 _ HCM Lane V/C Ratio 0.073 0.558 0.307 HCM Control Delay(s) 8.3 22.2 12.2 _ HCM Lane LOS A C B HCM 95th %tile Q(veh) 0.2 3.3 1.3 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 10: Mountain Vista Drive & Giddings Road 09/06/2024 Intersection Int Delay, s/veh 5.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t+ r Traffic Vol, veh/h 185 323 443 201 132 140 Future Vol, veh/h 185 323 443 201 132 140 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 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 201 351 482 218 143 152 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 700 0 0 1344 591 Stage 1 - - - 591 - Stage 2 - 753 - 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 897 167 507 Stage - 553 - Stage 2 - 465 - Platoon blocked, % Mov Cap-1 Maneuver 897 — 130 507 Mov Cap-2 Maneuver - 323 - Stage 1 429 Stage 2 465 Ar Approach EB WB SB HCM Control Delay, s 3.7 0 19.8 — HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity(veh/h) 897 323 507 HCM Lane V/C Ratio 0.224 0.444 0.3 HCM Control Delay(s) 10.2 24.8 15.1 HCM Lane LOS B C C HCM 95th %tile Q(veh) 0.9 2.2 1.3 Notes -:Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *:All major volume in platoon Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing AM 11: Mountain Vista Drive & Busch Drive 03/21/2024 Intersection Int Delay, s/veh 2.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 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 Majorl Major2 Minor2 Conflicting Flow All 254 0 0 628 233 Stage - - - 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 - 806 - Stage 2 - 681 - Platoon blocked, % Mov Cap-1 Maneuver 1311 444 806 Mov Cap-2 Maneuver - 599 - Stage 1 801 Stage 2 681 Ar Approach EB WB SIB HCM Control Delay, s 0.2 0 12.5 _ HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 11: Mountain Vista Drive & Busch Drive 03/21/2024 Intersection Int Delay, s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 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 Majorl 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 - 676 - Stage 2 - 755 - Platoon blocked, % Mov Cap-1 Maneuver 1124 404 649 Mov Cap-2 Maneuver - 574 - Stage 1 671 Stage 2 755 Ar Approach EB WB SIB HCM Control Delay, s 0.2 0 12.5 _ HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 11: Mountain Vista Drive & Busch Drive 03/21/2024 Intersection Int Delay, s/veh 2.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 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 Majorl Major2 Minor2 Conflicting Flow All 372 0 0 978 349 Stage - - - 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 Ar Approach EB WB SIB HCM Control Delay, s 0.2 0 15.9 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 11: Mountain Vista Drive & Busch Drive 03/21/2024 Intersection Int Delay, s/veh 1.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 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 Majorl 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 Ar Approach EB WB SIB HCM Control Delay, s 0.2 0 15.6 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 11: Mountain Vista Drive & Busch Drive 09/06/2024 Intersection Int Delay, s/veh 2.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, veh/h 11 627 325 43 121 16 Future Vol, veh/h 11 627 325 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 12 682 353 47 132 17 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 400 0 0 1083 377 Stage - - - 377 - Stage 2 - 706 - 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 1159 240 670 Stage - 694 - Stage 2 - 489 - Platoon blocked, % Mov Cap-1 Maneuver 1159 238 670 Mov Cap-2 Maneuver - 424 - Stage 1 687 Stage 2 489 Ar Approach EB WB SIB HCM Control Delay, s 0.1 0 17.2 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 i Capacity(veh/h) 1159 443 _ HCM Lane V/C Ratio 0.01 0.336 HCM Control Delay(s) 8.1 17.2 _ HCM Lane LOS A C HCM 95th %tile Q(veh) 0 1.5 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 11: Mountain Vista Drive & Busch Drive 09/06/2024 Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, veh/h 10 446 606 65 83 16 Future Vol, veh/h 10 446 606 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 11 485 659 71 90 17 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 730 0 0 1202 695 Stage 1 - - - 695 - 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 874 204 442 Stage 1 - 495 - Stage 2 - 605 - Platoon blocked, % Mov Cap-1 Maneuver 874 201 442 Mov Cap-2 Maneuver - 402 - Stage 1 489 Stage 2 605 Ar Approach EB WB SIB HCM Control Delay, s 0.2 0 17 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 i Capacity(veh/h) 874 408 _ HCM Lane V/C Ratio 0.012 0.264 HCM Control Delay(s) 9.2 17 _ HCM Lane LOS A C HCM 95th %tile Q(veh) 0 1 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing AM 12: Mountain Vista Drive & 1-25 SB Ramp 03/21/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t if t 4�- Traffic Vol, vehlh 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 Majorl 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 Ar Approach EB WB SB HCM Control Delay, s 0 4.5 10 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 12: Mountain Vista Drive & 1-25 SB Ramp 03/21/2024 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t if t 4�- Traffic Vol, vehlh 0 73 251 109 327 0 0 0 0 17 0 51 00111111 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 Majorl Major2 Minor2 Conflicting Flow All 0 0 377 0 0 865 1011 380 Stage - - - - - 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 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 Ar Approach EB WB SB HCM Control Delay, s 0 2.1 12 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 12: Mountain Vista Drive & 1-25 SB Ramp 03/21/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4�. Traffic Vol, vehlh 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 Majorl Major2 Minor2 Conflicting Flow All 0 0 739 0 0 1195 1482 301 Stage - - - - - 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 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 Ar Approach EB WB SB HCM Control Delay, s 0 4.5 11 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLnl i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 12: Mountain Vista Drive & 1-25 SB Ramp 03/21/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4�- Traffic Vol, vehlh 0 133 354 116 496 0 0 0 0 18 0 109 00111111 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 Majorl 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 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 Ar Approach EB WB SB HCM Control Delay, s 0 1.7 14.8 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLnl i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 12: Mountain Vista Drive & 1-25 SB Ramp 09/06/2024 Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4�- Traffic Vol, veh/h 0 171 579 203 299 0 0 0 0 3 1 70 Future Vol, veh/h 0 171 579 203 299 0 0 0 0 3 1 70 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 0 186 629 221 325 0 0 0 0 3 1 76 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 0 0 815 0 0 1268 1582 325 Stage - - - - - 767 767 - Stage 2 - 501 815 - 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 0 812 0 186 109 716 Stage 1 0 - 0 458 411 - Stage 2 0 - 0 609 391 - Platoon blocked, % Mov Cap-1 Maneuver - 812 - 135 0 716 Mov Cap-2 Maneuver 206 0 - Stage 1 458 0 _ Stage 2 443 0 Ar 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 i Capacity(veh/h) 812 650 _ HCM Lane V/C Ratio 0.272 0.124 HCM Control Delay(s) 11.1 11.3 _ HCM Lane LOS B B HCM 95th %tile Q(veh) 1.1 0.4 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 12: Mountain Vista Drive & 1-25 SB Ramp 09/06/2024 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4�. Traffic Vol, veh/h 0 146 387 116 557 0 0 0 0 18 0 119 Future Vol, veh/h 0 146 387 116 557 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 0 159 421 126 605 0 0 0 0 20 0 129 _ Major/Minor Majorl Major2 Minor2 Conflicting Flow All 0 0 580 0 0 1227 1437 605 Stage - - - - - 857 857 - Stage 2 - 370 580 - 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 0 994 0 197 133 498 Stage 0 - 0 416 374 - Stage 2 0 - 0 699 500 - Platoon blocked, % Mov Cap-1 Maneuver - 994 - 172 0 498 Mov Cap-2 Maneuver 336 0 - Stage 1 416 0 _ Stage 2 610 0 Ar 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 i Capacity(veh/h) 994 468 _ HCM Lane V/C Ratio 0.127 0.318 HCM Control Delay(s) 9.1 16.2 _ HCM Lane LOS A C HCM 95th %tile Q(veh) 0.4 1.4 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing AM 13: 1-25 NB Ramp & Mountain Vista Drive 03/21/2024 Intersection Int Delay, s/veh 5.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1 41 Traffic Vol, vehlh 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 Majorl Major2 Minorl Conflicting Flow All 288 0 - 0 389 403 43 Stage - - 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 - 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 Ar 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 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2024 Existing PM 13: 1-25 NB Ramp & Mountain Vista Drive 03/21/2024 Intersection Int Delay, s/veh 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1 4. Traffic Vol, vehlh 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 Majorl Major2 Minorl 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 - 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 Ar 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 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 13: 1-25 NB Ramp & Mountain Vista Drive 03/21/2024 Intersection Int Delay, s/veh 8.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1 41 Traffic Vol, vehlh 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 Majorl Major2 Minorl 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 - 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 Ar 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 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 13: 1-25 NB Ramp & Mountain Vista Drive 03/21/2024 Intersection Int Delay, s/veh 34.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1 41 Traffic Vol, vehlh 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 Majorl Major2 Minorl 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 - 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 Ar 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 i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 13: 1-25 NB Ramp & Mountain Vista Drive 09/06/2024 Intersection Int Delay, s/veh 9.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T" 41 Traffic Vol, veh/h 94 76 0 0 278 29 256 1 109 0 0 0 Future Vol, veh/h 94 76 0 0 278 29 256 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 0 302 32 278 1 118 0 0 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 334 0 - 0 605 621 83 Stage - - 287 287 - Stage 2 - 318 334 - 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 1225 0 0 461 403 976 Stage - 0 0 762 674 - Stage 2 - 0 0 738 643 - Platoon blocked, % Mov Cap-1 Maneuver 1225 - - 423 0 976 Mov Cap-2 Maneuver - 553 0 - Stage 1 699 0 Stage 2 738 0 Ar Approach EB WB NB HCM Control Delay, s 4.5 0 19.7 _ HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR i Capacity(veh/h) 635 1225 _ HCM Lane V/C Ratio 0.626 0.083 HCM Control Delay(s) 19.7 8.2 _ HCM Lane LOS C A HCM 95th %tile Q(veh) 4.4 0.3 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 13: 1-25 NB Ramp & Mountain Vista Drive 09/06/2024 Intersection Int Delay, s/veh 57.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1. 41 Traffic Vol, veh/h 77 97 0 0 196 22 467 1 242 0 0 0 Future Vol, veh/h 77 97 0 0 196 22 467 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 84 105 0 0 213 24 508 1 263 0 0 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 237 0 - 0 498 510 105 Stage - - 273 273 - 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 0 532 467 949 Stage - 0 0 773 684 - Stage 2 - 0 0 812 709 - Platoon blocked, % Mov Cap-1 Maneuver 1330 - - -498 0 949 Mov Cap-2 Maneuver - 617 0 - Stage 1 724 0 Stage 2 812 0 Ar Approach EB WB NB HCM Control Delay, s 3.5 0 88.2 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity(veh/h) 701 1330 _ HCM Lane V/C Ratio 1.101 0.063 HCM Control Delay(s) 88.2 7.9 HCM Lane LOS F A HCM 95th %tile Q(veh) 22 0.2 Notes -:Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *:All major volume in platoon Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM_Improved 13: I-25 NB Ramp & Mountain Vista Drive 04/08/2024 Intersection Int Delay, s/veh 7.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T. T, 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 Majorl Major2 Minorl Conflicting Flow All 333 0 - 0 604 620 83 Stage - - 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 - 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 Ar Approach EB WB NB HCM Control Delay, s 4.5 0 15.3 _ HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT WBT WBR i 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 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM_Improved 13: I-25 NB Ramp & Mountain Vista Drive 04/08/2024 Intersection Int Delay, s/veh 16.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1. T, 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 Majorl Major2 Minorl Conflicting Flow All 237 0 - 0 495 507 104 Stage - - 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 - 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 Ar Approach EB WB NB HCM Control Delay, s 3.5 0 24.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 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 Synchro 11 Report Page 1 HCM 6th AWSC 2024 Existing AM 14: Vine Drive & Timberline Road 03/21/2024 Intersection Intersection Delay, slveh 28.1 Intersection LOS D Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 4 4 4 Traffic Vol,vehlh 21 112 120 120 205 9 95 145 58 6 292 52 Future Vol, vehlh 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,YIN Yes Yes Yes Yes Cap 476 473 476 491 _ Service Time 5.659 5.678 5.637 5.446 HCM Lane VIC 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 Synchro 11 Report Page 1 HCM 6th AWSC 2024 Existing PM 14: Vine Drive & Timberline Road 03/21/2024 Intersection Intersection Delay, slveh 25.7 Intersection LOS D Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 4 4 4 Traffic Vol,vehlh 47 178 117 93 171 10 123 207 70 3 212 45 Future Vol, vehlh 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 SIB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SIB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SIB 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,YIN Yes Yes Yes Yes Cap 511 504 477 482 _ Service Time 5.118 5.2 5.627 5.512 HCM Lane VIC 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 Synchro 11 Report Page 1 Timings 2027 Background AM 14: Vine Drive & Timberline Road 04/03/2024 -,* --0. *-- t �► 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations T+ T T T 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 *01 02 Rl �03 �i7 05 06 'R 07 03 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Background AM 14: Vine Drive & Timberline Road 04/03/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T T T t, 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,vehlh/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, vehlh 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/In 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%),vehlln 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, vehlh 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+l1), 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 Synchro 11 Report Page 2 Timings 2027 Background PM 14: Vine Drive & Timberline Road 04/03/2024 -,* --0. *-- t �► 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations T+ T T+ '� T 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 *0' t Z R �03 �474 05 06 (R) 07 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Background PM 14: Vine Drive & Timberline Road 04/03/2024 --* -0- r ,- 4\ .1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T k T k 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,vehlh/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, vehlh 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/In 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%),vehlln 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, vehlh 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+l1), 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 Synchro 11 Report Page 2 Timings 2027 Total AM 14: Vine Drive & Timberline Road 09/06/2024 -A --0. *-- t �► 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations T+ T T T Traffic Volume(vph) 95 138 154 229 171 260 22 541 _ Future Volume(vph) 95 138 154 229 171 260 22 541 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 Act Effct Green (s) 22.7 17.6 26.1 20.9 51.6 48.6 45.5 40.4 Actuated g/C Ratio 0.25 0.20 0.29 0.23 0.57 0.54 0.51 0.45 v/c Ratio 0.40 0.93 0.82 0.62 0.81 0.41 0.05 0.98 - Control Delay 27.8 60.3 56.2 38.6 43.9 13.9 8.7 52.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.8 60.3 56.2 38.6 43.9 13.9 8.7 52.5 LOS C E E D D B A D _ Approach Delay 53.0 45.4 23.4 51.2 Approach LOS D D C D Intersection Summary Cycle Length: 90 Actuated Cycle Length:90 Offset:0(0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 90 Control Type:Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay:43.4 Intersection LOS: D Intersection Capacity Utilization 92.4% ICU Level of Service F Analysis Period(min) 15 Splits and Phases: 14:Vine Drive&Timberline Road �01 Wt02'R) 41�0; - 4 05 06 'R 07 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Total AM 14: Vine Drive & Timberline Road 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T T T k Traffic Volume(veh/h) 95 138 192 154 229 16 171 260 109 22 541 196 Future Volume(veh/h) 95 138 192 154 229 16 171 260 109 22 541 196 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,vehlh/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, vehlh 103 150 209 167 249 17 186 283 118 24 588 202 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 26 225 629 262 475 602 207 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 1254 523 1781 1331 457 Grp Volume(v), veh/h 103 0 359 167 0 266 186 0 401 24 0 790 Grp Sat Flow(s),veh/h/In 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 13.1 0.6 0.0 39.0 Cycle Q Clear(g_c),s 4.1 0.0 18.1 6.5 0.0 11.8 4.7 0.0 13.1 0.6 0.0 39.0 Prop In Lane 1.00 0.58 1.00 0.06 1.00 0.29 1.00 0.26 Lane Grp Cap(c),veh/h 276 0 340 209 0 401 225 0 891 475 0 809 V/C Ratio(X) 0.37 0.00 1.05 0.80 0.00 0.66 0.83 0.00 0.45 0.05 0.00 0.98 Avail Cap(c_a),veh/h 276 0 340 209 0 401 237 0 891 529 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 24.2 Incr Delay(d2), s/veh 0.8 0.0 63.8 19.5 0.0 4.1 19.9 0.0 1.6 0.0 0.0 26.6 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%),vehlln 1.8 0.0 13.3 3.9 0.0 5.6 3.0 0.0 5.4 0.3 0.0 21.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.8 0.0 99.8 48.1 0.0 36.3 40.2 0.0 16.1 12.9 0.0 50.8 LnGrp LOS C A F D A D D A B B A D Approach Vol, vehlh 462 433 587 814 Approach Delay, s/veh 83.7 40.9 23.7 49.6 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+l1), s 2.6 15.1 8.5 20.1 6.7 41.0 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 48.2 HCM 6th LOS D Synchro 11 Report Page 2 Timings 2027 Total PM 14: Vine Drive & Timberline Road 09/06/2024 -A --0. *-- t �► 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations T+ T T T Traffic Volume(vph) 211 204 152 202 200 471 14 420 _ Future Volume(vph) 211 204 152 202 200 471 14 420 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 Act Effct Green (s) 34.1 24.7 28.1 21.7 45.2 43.5 37.2 32.2 Actuated g/C Ratio 0.38 0.27 0.31 0.24 0.50 0.48 0.41 0.36 v/c Ratio 0.61 0.98 0.79 0.56 0.86 0.72 0.06 0.97 Control Delay 27.2 64.8 48.6 34.8 49.5 25.1 12.1 58.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 _ Total Delay 27.2 64.8 48.6 34.8 49.5 25.1 12.1 58.5 LOS C E D C D C B E _ Approach Delay 53.2 40.2 31.3 57.5 Approach LOS D D C E Intersection Summary Cycle Length: 90 Actuated Cycle Length:90 Offset:0(0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 90 Control Type:Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay:45.2 Intersection LOS: D Intersection Capacity Utilization 93.6% ICU Level of Service F Analysis Period(min) 15 Splits and Phases: 14::Vine Drive&Timberline Road i05 0 1 t 2 rR, 4' O J 00 07 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2027 Total PM 14: Vine Drive & Timberline Road 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T k X+ T Traffic Volume(veh/h) 211 204 264 152 202 28 200 471 114 14 420 166 Future Volume(veh/h) 211 204 264 152 202 28 200 471 114 14 420 166 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,vehlh/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, vehlh 229 222 287 165 220 30 217 512 124 15 457 169 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 53 259 636 154 215 469 173 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 1455 352 1781 1302 482 Grp Volume(v), veh/h 229 0 509 165 0 250 217 0 636 15 0 626 Grp Sat Flow(s),veh/h/In 1781 0 1698 1781 0 1831 1781 0 1807 1781 0 1784 Q Serve(g_s), s 8.6 0.0 24.7 6.3 0.0 10.8 6.5 0.0 27.5 0.5 0.0 31.2 Cycle Q Clear(g_c),s 8.6 0.0 24.7 6.3 0.0 10.8 6.5 0.0 27.5 0.5 0.0 31.2 Prop In Lane 1.00 0.56 1.00 0.12 1.00 0.19 1.00 0.27 Lane Grp Cap(c),veh/h 403 0 466 207 0 439 259 0 790 215 0 642 V/C Ratio(X) 0.57 0.00 1.09 0.80 0.00 0.57 0.84 0.00 0.81 0.07 0.00 0.98 Avail Cap(c_a),veh/h 403 0 466 207 0 439 263 0 790 283 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 22.6 0.0 32.7 26.1 0.0 30.1 20.6 0.0 22.0 20.0 0.0 28.4 Incr Delay(d2), s/veh 1.9 0.0 69.0 19.4 0.0 1.7 20.2 0.0 8.6 0.1 0.0 29.9 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%),vehlln 3.7 0.0 18.7 3.7 0.0 4.9 4.0 0.0 12.9 0.2 0.0 18.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.4 0.0 101.7 45.6 0.0 31.8 40.8 0.0 30.6 20.1 0.0 58.3 LnGrp LOS C A F D A C D A C C A E Approach Vol, vehlh 738 415 853 641 Approach Delay, s/veh 77.7 37.3 33.2 57.4 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+l1), s 2.5 29.5 8.3 26.7 8.5 33.2 10.6 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 52.1 HCM 6th LOS D Synchro 11 Report Page 2 HCM 6th Roundabout 2027 Total AM 15: Timberline Road & Chesapeak Drive 09/06/2024 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 52 177 229 Demand Flow Rate,veh/h 97 53 180 234 Vehicles Circulating, veh/h 287 132 10 70 Vehicles Exiting,veh/h 17 58 374 115 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 3.8 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 53 180 234 Cap Entry Lane,veh/h 1030 1206 1366 1285 Entry HV Adj Factor 0.977 0.981 0.982 0.980 Flow Entry, veh/h 95 52 177 229 Cap Entry, veh/h 1006 1183 1341 1260 V/C Ratio 0.094 0.044 0.132 0.182 Control Delay, s/veh 4.4 3.4 3.8 4.4 LOS A A A A 95th %tile Queue,veh 0 0 0 1 Synchro 11 Report Pagel HCM 6th Roundabout 2027 Total PM 15: Timberline Road & Chesapeak Drive 09/06/2024 Intersection Intersection Delay, s/veh 4.7 Intersection LOS A Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,veh/h 68 57 370 207 Demand Flow Rate,veh/h 69 58 378 211 Vehicles Circulating,veh/h 269 291 17 108 Vehicles Exiting,veh/h 50 104 321 241 Ped Vol Crossing Leg,#/h 0 0 0 0 Fed Cap Adj 1.000 1.000 1.000 1.000 Approach Delay,s/veh 4.1 4.1 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 58 378 211 Cap Entry Lane,veh/h 1049 1026 1356 1236 Entry HV Adj Factor 0.981 0.983 0.980 0.980 Flow Entry,veh/h 68 57 370 207 Cap Entry, veh/h 1029 1008 1328 1212 V/C Ratio 0.066 0.057 0.279 0.171 Control Delay, s/veh 4.1 4.1 5.1 4.4 LOS A A A A 95th%tile Queue,veh 0 0 1 1 Synchro 11 Report Pagel HCM 6th Roundabout 2027 Total AM 16: Timberline Road & East-West 09/06/2024 Intersection Intersection Delay, s/veh 3.5 Intersection LOS A Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,veh/h 22 110 112 98 Demand Flow Rate,veh/h 22 112 114 100 Vehicles Circulating,veh/h 212 55 0 117 Vehicles Exiting,veh/h 5 59 234 50 Ped Vol Crossing Leg,#/h 0 0 0 0 Fed 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 22 112 114 100 Cap Entry Lane,veh/h 1112 1305 1380 1225 Entry HV Adj Factor 1.000 0.982 0.983 0.980 Flow Entry,veh/h 22 110 112 98 Cap Entry, veh/h 1112 1281 1356 1201 V/C Ratio 0.020 0.086 0.083 0.082 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 Synchro 11 Report Pagel HCM 6th Roundabout 2027 Total PM 16: Timberline Road & East-West 09/06/2024 Intersection Intersection Delay, s/veh 3.9 Intersection LOS A Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,veh/h 13 112 237 82 Demand Flow Rate,veh/h 13 114 241 84 Vehicles Circulating,veh/h 198 127 0 128 Vehicles Exiting,veh/h 14 114 211 113 Ped Vol Crossing Leg,#/h 0 0 0 0 Fed 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 13 114 241 84 Cap Entry Lane,veh/h 1128 1212 1380 1211 Entry HV Adj Factor 1.000 0.982 0.983 0.980 Flow Entry,veh/h 13 112 237 82 Cap Entry, veh/h 1128 1191 1356 1187 V/C Ratio 0.012 0.094 0.175 0.069 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 Synchro 11 Report Pagel HCM 6th TWSC 2027 Total AM 17: Giddings Road & North Access 09/06/2024 Intersection Int Delay, s/veh 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T-1 Traffic Vol, veh/h 2 36 13 143 346 1 Future Vol, veh/h 2 36 13 143 346 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 39 14 155 376 1 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 560 377 377 0 0 Stage 377 - - - - Stage 2 183 - - 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 489 670 1181 Stage 694 - - Stage 2 848 - - Platoon blocked, % Mov Cap-1 Maneuver 483 670 1181 Mov Cap-2 Maneuver 483 - - Stage 1 686 Stage 2 848 Ar Approach EB NB SB HCM Control Delay, s 10.8 0.7 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1181 657 _ HCM Lane V/C Ratio 0.012 0.063 HCM Control Delay(s) 8.1 10.8 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0 0.2 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 17: Giddings Road & North Access 09/06/2024 Intersection Int Delay, s/veh 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T41 Traffic Vol, veh/h 1 24 37 290 211 2 Future Vol, veh/h 1 24 37 290 211 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 26 40 315 229 2 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 625 230 231 0 0 Stage 230 - - - - Stage 2 395 - - 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 449 809 1337 Stage 808 - - Stage 2 681 - - Platoon blocked, % Mov Cap-1 Maneuver 436 809 1337 Mov Cap-2 Maneuver 436 - - Stage 1 784 Stage 2 681 Ar Approach EB NB SB HCM Control Delay, s 9.8 0.9 0 _ HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1337 782 _ HCM Lane V/C Ratio 0.03 0.035 HCM Control Delay(s) 7.8 9.8 _ HCM Lane LOS A A HCM 95th %tile Q(veh) 0.1 0.1 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 18: Giddings Road & South Access 09/06/2024 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T-1 Traffic Vol, veh/h 2 60 22 154 381 1 Future Vol, veh/h 2 60 22 154 381 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 65 24 167 414 1 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 630 415 415 0 0 Stage 1 415 - - - - Stage 2 215 - - 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 446 637 1144 Stage 666 - - Stage 2 821 - - Platoon blocked, % Mov Cap-1 Maneuver 437 637 1144 Mov Cap-2 Maneuver 437 - - Stage 1 652 Stage 2 821 Ar Approach EB NB SB HCM Control Delay, s 11.4 1 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1144 628 _ HCM Lane V/C Ratio 0.021 0.107 HCM Control Delay(s) 8.2 11.4 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.1 0.4 Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 18: Giddings Road & South Access 09/06/2024 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T41 Traffic Vol, veh/h 1 39 61 326 233 2 Future Vol, veh/h 1 39 61 326 233 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 42 66 354 253 2 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 740 254 255 0 0 Stage 1 254 - - - - Stage 2 486 - - 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 384 785 1310 Stage 1 788 - - Stage 2 618 - - Platoon blocked, % Mov Cap-1 Maneuver 365 785 1310 Mov Cap-2 Maneuver 365 - - Stage 1 749 Stage 2 618 Ar Approach EB NB SB HCM Control Delay, s 10 1.2 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1310 763 _ HCM Lane V/C Ratio 0.051 0.057 HCM Control Delay(s) 7.9 10 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.2 0.2 Synchro 11 Report Page 1 '1W APPENDIX F 2027 Queue Analysis Worksheets 196474001 Kim ey>>> Horn Montava - Phase D Queues 2027 Total AM 7: Turnberry Road & Country Club Road 04/03/2024 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 Synchro 11 Report Page 1 Queues 2027 Total PM 7: Turnberry Road & Country Club Road 04/03/2024 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 - Synchro 11 Report Page 1 Queues 2027 Total AM 9: Timberline Road & Mountain Vista Drive 04/03/2024 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 i 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. Synchro 11 Report Page 1 Queues 2027 Total PM 9: Timberline Road & Mountain Vista Drive 04/03/2024 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 i 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. Synchro 11 Report Page 1 Queues 2027 Total AM 14: Vine Drive & Timberline Road 04/03/2024 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. Synchro 11 Report Page 1 Queues 2027 Total PM 14: Vine Drive & Timberline Road 04/03/2024 --.* -* f- ~ 4\ T 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. Synchro 11 Report Page 1 '1W APPENDIX G Phase D Only Figures Phase D Only Intersection Analysis Worksheets Phase D Bike Plan 196474001 Kim ey>>> Horn Montava - Phase D 2 3 4 r 10(24) —mw co V) '—8(11) '—1(0) N 1(1) RICHARDS LAKE ROAD �+ r � '. 4 � rn o o o 1 w 2r000 O N N <--0(7) N N m <--20(31) —47(64) M 83(49) L y '11(19) y 50(59) y ,71(42) � m 1(0) T 22(38)— T T c < .y 2(1)— rn o c� 33(33)— N i i 47(43)— ci rn v m + YMAPLE HILL DR ,rT c\j ,n rn m O r N N rn v 10 �' 18(18)� 8 0 61(25)� N o rn 2(15)—, v n �cf) o 5 rco Lo c0 4 , ;per F N rn CD RICHARDS LAKE & TURNBERRY RO RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD 7,100 6 COUNTRY CLUB RD C�VN 7 D�_ y ` �y cc�Q Roga a OVERALL ` � wA,�� vvi >- 1 DEVELOPMENT �t alrrsaara�� m 5 6 s W w "Jr ° z t rn T 2(0) rn N N 11(23) o M v n_ 137(333) �_ } 33(15) M N 221(178) M r M 49(32) v 2(24) Q MOUNTAIN VISTA DRIVE y �1(1) —235(193) 28(21) w 8 9 10 13 5,400 4(7) T 5(13)— T 142(311)— T 10(6)a c ' 7(10) v - rn 206(313) co 33(63) oD Ln M 29(9) 1(2)� `r N N 94(70)--, 146(165)� � M n ' cn W 4 i ~ MAPLE HILL DR & BAR HARBOR X COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RO 10 - z _ J w, s 9 10 11 12 011 70(130) °' 43(65) o o m -� —1 16(242) r —181(314) N —236(409) of —224(389) 235(195) 203016) I 64(151)a 9(8)---7 VINE DRIVE - - > —� -'..•a„ I 226 163 294 221 450 301 1 18 101 7,100 1 14' 157(128) N 456(286) u MOUNTAIN VISTA & '1IMBERUNE RO MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH DR MOUNTAIN VISTA & I-25 SB RAMP 13 14 rn _ 0 29(22) ! cO �—16(28) M O N 264(166) m a N <--229(202) 154(152) 67(54)— 29(66)---7 T r 49(74)— o c� 138(204)— o n .- M N 192(264) N M r c0 m M m m O h m O LEGEND NORTH MOUNTAIN VISTA & 1-25 NB RAMP VINE DR & TIMBERUNE RD NIS 196474001 � Study Area Ivey Intersection FIGURE G.1 xxx(xxx) Weekday AM(PM) M ON TAVA — PHASED Peak Hour Traffic volumes FORT COLLINS, COLORADO XX,XO Estimated Daily Traffic Volume 2027 BACKGROUND TRAFFIC VOLUMES — PHASED ONLY Kimley>>>Horn 3 4 K ` 4m RICHARDS LAKE ROAD 41MAPLE HILL DR Cf) F s s o 1 JM CD 5% CO Y CLUB RD _ RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD _ — UNTR � � � 4. CUg RogO ¢ OVERALL r �—`r,,� vvi * r �� MON]TAVA :,�� m A. DEVELtOPMENT Olt.. �` 5 s 8 [51/6] r Q x MOUNTAIN VISTA DRIVE 5% —[51] 5%— 1 to #. N f . Q e 0 �� ] iZ . MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RD W X Z 9 10 11 12 w• P igd� ig 7 i r # —rillo co 35% o a o �yiyy� �[10%] �35/ LO �30% [53%] s v t�R17 :,iss« 7� i r 1 .F 7 63%----4 I VINE DR VE o 1 � 1 k 0% 35% 0 f► 14 t �� — LO [25%] O L LO N MOUNTAIN VISTA & TIMBERLINE RO MOUNTAIN VISTA & GIDDINGS RO MOUNTAIN viSTA <: MOUNTAIN VISTA & 1725 SB RAMP 13 4 ------------ 17 18 (o O <--5% co o 0 0 o M [50/0]---7, 23%----7 [50/0]—> o o N cco [10/0] M� u [65%]� � � LEGEND MOUNTAIN VISTA & 1-25 NB RAMP VINE DR & TIMBE: [33%]'.-. :;. X Study Area Key Intersection Project Access Intersection GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS FIGURE G.2 XX70 External Trip Distribution Percentage MONTAVA - PHASED FORT COLLINS, COLORADO NORTH XX%[xx%] En Trip g NTS 196474001 Tri Distribution Percentage 2027 PROJECT TRIP DISTRIBUTION - PHASED ONLY Kimley*Horn i O p 1 2 3 4 0 m RICHARDS LAKE ROAD u N{ 2(1) N Q sib MAPLE HILL DR CK � o � LD _ RICHARDS LAKE & TURNBERRY RD �RICHARDS & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD COUNTRY CLUB RD p'rE i 90 — eo�N Pii� o �CUg Rogo . 'R MONTAVA IaG,...w'*+ m w } DEVELOPMENT z w Ld m ) N —20(13) sil ( —10(7) Q I MOUNTAIN VISTA DRIVE w 190 10(7) �� —�13` J i I� N 4(10) 7(20)--, N 4 1 1- H W z MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RD �?.:. O a: :i s-. �. �6 Er w J W 12 9 10 11 12 LO v 26(71) _o 0 0 —20(13) co r- E—26(71) v —22(61) 60(39) 29(81)a VINE DRIVE 7(20) ^ 70(46) 20(13)—> f N 50(33)-y J MOUNTAIN VISTA & TIMBERLINE RD MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & 1-25 SIB RAMP 13 1-� o rn 17 18 io 0 —4(10) d M 10(7) 17(47) -T 10(7) y y w N 2(1)� T 2(1)� T N n r N LEGEND 66(43) v N 131(85)� M a N N O Study Area Key Intersection MOUNTAIN VISTA & 1-25 NB RAMP VINE DR & TIMBL:':_ :;. O Project Access Intersection GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS FIGURE G.3 xxx(xxx) Weekday AM(PM) M ON TAVA - PHASE D Peak Hour Traffic volumes FORT COLLINS, COLORADO NORTH Xx,Xoo Estimated Daily Traffic Volute NTS 196474001 2027 PROJECT TRAFFIC VOLUMES - PHASED ONLY --- Kimley*Horn 2 3 4 mw ,. � °o° o 12(25) - '—8(11) '—1(0) N 1(1) RICHARDS LAKE ROAD �+ r � Lo 't e rn o C. o 1 2r000 O N N <--0(7) N N m <--20(31) —47(64) M 83(49) L y 11(19) I y ,—50(59) y ,71(42) � m 1(0) T 22(38)— T T 2(1)— rn o c� 33(33)— ci m n 47(43)— ci rn v m + YMAPLE HIL 0 ,rT N un m (D O N N rn v o c" ? �' 18(18)� 8 0 62(27)� N N m 2(15)— v n �cf) o 5 rco Lo ip 4 , ;!y , 0 F N rn 1.1 � � RICHARDS LAKE & TURNBERRY RDX RICHARDS LAKE & GIDDINGS RD RICHARDS LAKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD 7,290 —6 COUNTRY CLUB RD C 7 � D Y CCUQ ROAD a O,VERQLL ` � wA,� N X 4 MON)TAVA +i alrrsa;ara�� m 5 6 7 8 W -� - .�,i 118 DEVELtOPMEIN QLo 1 1(23)_ _ f! ° Z t rn 2(0) N N N N n N 157(346) 't T+ �33(15) M N+ �231(185) M r �+ �49(32) a M{ —2(24) Q E91j L y 1(1) y 245(200) y 28(21) y MOUNTAIN VISTA DRIVE w 8 - 9 10 13 5,590 4(7) 5(13)— 142(311)— 10(6)a ! N ' 7(10)� v � rn 210(323)— S � � 33(63)— � � M 29(9)� 1(2)� `� N N 94(70)� - m 153(185) CO Lo W MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLUB & TURNBERRY MOUNTAIN VISTA & TURNBERRY RD w z J w, //�y� � ' w ` 9 10 11 12 P O r M 96(201) c� m 43(65) rn o m '- —136(255) N N —181(314) N —262(480) of —246(450) r�295(72�34) 203(116) c `Swa 93(232)—7 9(8)� VINE DRIVE - � - - � > —� � -'..•a„ I 233 183 294 221 520 347 138 114 7100 1 14' 157(128)� N 506(319)ID co y cc MOUNTAIN VISTA & TIMBERUNE RO MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & BUSCH DR XMOUNTAIN VISTA & I-25 SB RAMP 13 14 co t 29(22) cO '�-16(28) 17 18 E—268(176) v N <--229(202) No 154(152) N N co 77(61) 46(113)—7 co � 59(81)— c� 138(204)— o ao v c° N 192(264) N M r 2(1) 2(1)� N N LEGEND coo W M T 66(43)--, v N 131(85)—, °S MOUNTAIN VISTA & I-25 NB RAMP VINE DR & TIMBERLINE RO N M � � O Study Area Key Intersection O Project Access Intersection GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS FIGURE G.4 XXX(XXX) Weekday AIV(PM) M ON TAVA - PHASE D Peak Hour Traffic Volumes FORT COLLINS, COLORADO NORT NTS1asa�aoo�H Xx,Xoo Estimated Daily Traffic Volu- 2027 TOTAL TRAFFIC VOLUMES - PHASED ONLY Kimley*Horn was 2 0 3 4 0 _ LO 0 S o N 4 �M RICHARDS LAKE ROAD �� �� ; iMAPLE HILL DR ;5' f j" 1001 sroa r n + 5 rc�w I CK ,.. 100 1 ` N C N •� 1y, � mil. ��s����r�,. N N N N N _mac�.i s., S�F�'+'•T �( A T LD RICHARDS LAKE & TURNBERRY RD RICHARDS LAKE & GIDDINGS RD RICHAR�LIKE & BUSCH DR MAPLE HILL DR & TURNBERRY RD COUNTRY CLUB RD D&Oq� ¢ O,VERQLL —�5 N r 141 MON�TAVA +iEaurrsa;�rw�� m a 6 7 8 0 W _ A. DEVELtOPMENT r 5 o o O W l F 4 1 250' Q MOUNTAIN VISTA DRIVE l3I IEL t '� Y W # - 13 `l) 150' cli 25' o f W e � IiZ . MAPLE HILL DR & BAR HARBOR COUNTRY CLUB & LEMAY AVE COUNTRY CLU@ & TURNBERRY MOUNTAIN VISTA & TURNBERRY RD Do LnD gmt 4— 200' 155+ i/ VINE DR VE ,, x 60'T 125' I o '+d 14. 150' MOUNTAIN VISTA & TIMBERLINE RD MOUNTAIN VISTA & GIDDINGS RD MOUNTAIN VISTA & 1-25 SB RAMP 13 14 +�- �o 155'+ 160'T sroP 155'+ 175' t 160'T LEGEND 00 N;i 1 f XO Study Area Key Intersection U Project Access Intersection Lob �b O NORTH MOUNTAIN VISTA & I-25 NB RAMP _ CAR TIMBERLINE RD .-,- ,-,- Roundabout Stop Controlled Approach NTS 196474001 Site—Specific Improvement GIDDINGS RD SOUTH ACCESS GIDDINGS RD NORTH ACCESS ® Yield Controlled Approach Improvement by Others FIGURE G.5 Signalized Intersection �100' Turn Lane Length (feet) MONTAVA - PHASE D FORT COLLINS, COLORADO 2027 RECOMMENDED GEOMETRY AND CONTROL - PHASED ONLY Kimley*Horn HCM 6th TWSC 2027 Background AM 9: Timberline Road & Mountain Vista Drive 06/25/2024 Intersection Int Delay, s/veh 6.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations k t Y Traffic Vol, vehlh 226 157 235 116 96 141 Future Vol, veh/h 226 157 235 116 96 141 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length 0 - 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 246 171 255 126 104 153 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 417 0 968 332 Stage - - - - 332 - Stage 2 - 636 - 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 1142 282 710 Stage - 727 - Stage 2 - 527 - Platoon blocked, % Mov Cap-1 Maneuver 1142 219 710 Mov Cap-2 Maneuver - 372 - Stage 1 727 Stage 2 409 Ar Approach EB WB NB HCM Control Delay, s 0 6.1 18.6 _ HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT i Capacity(veh/h) 519 1142 _ HCM Lane V/C Ratio 0.496 0.224 HCM Control Delay(s) 18.6 9.1 _ HCM Lane LOS C A HCM 95th %tile Q(veh) 2.7 0.9 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 9: Timberline Road & Mountain Vista Drive 06/25/2024 Intersection Int Delay, s/veh 10.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations k t Y Traffic Vol, vehlh 163 128 195 242 150 205 Future Vol, veh/h 163 128 195 242 150 205 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length 0 - 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 177 139 212 263 163 223 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 316 0 934 247 Stage 1 - - - - 247 - Stage 2 - 687 - 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 1244 295 792 Stage - 794 - Stage 2 - 499 - Platoon blocked, % Mov Cap-1 Maneuver 1244 245 792 Mov Cap-2 Maneuver - 382 - Stage 1 794 Stage 2 414 Ar Approach EB WB NB HCM Control Delay, s 0 3.8 26 _ HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT i Capacity(veh/h) 545 1244 _ HCM Lane V/C Ratio 0.708 0.17 HCM Control Delay(s) 26 8.5 _ HCM Lane LOS D A HCM 95th %tile Q(veh) 5.7 0.6 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 9: Timberline Road & Mountain Vista Drive 09/09/2024 Intersection Int Delay, s/veh 8.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations k 4 Y Traffic Vol, veh/h 233 157 295 136 96 163 Future Vol, veh/h 233 157 295 136 96 163 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 2 Grade, % 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 253 171 321 148 104 177 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 424 0 1129 339 Stage - - - - 339 - Stage 2 - 790 - 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 1135 226 703 Stage - 722 - Stage 2 - 447 - Platoon blocked, % Mov Cap-1 Maneuver 1135 156 703 Mov Cap-2 Maneuver - 285 - Stage 1 722 Stage 2 309 Ar Approach EB WB NB HCM Control Delay, s 0 6.4 24.9 _ HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT i Capacity(veh/h) 455 1135 _ HCM Lane V/C Ratio 0.619 0.283 HCM Control Delay(s) 24.9 9.4 0 _ HCM Lane LOS C A A HCM 95th %tile Q(veh) 4.1 1.2 - Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 9: Timberline Road & Mountain Vista Drive 09/09/2024 Intersection Int Delay, s/veh 17.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations k 4 Y Traffic Vol, veh/h 183 128 234 255 150 266 Future Vol, veh/h 183 128 234 255 150 266 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 2 Grade, % 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 199 139 254 277 163 289 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 338 0 1054 269 Stage - - - - 269 - Stage 2 - 785 - 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 1221 250 770 Stage - 776 - Stage 2 - 449 - Platoon blocked, % Mov Cap-1 Maneuver 1221 189 770 Mov Cap-2 Maneuver - 315 - Stage 1 776 Stage 2 339 Ar Approach EB WB NB HCM Control Delay, s 0 4.2 46.8 _ HCM LOS E Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT i Capacity(veh/h) 506 1221 _ HCM Lane V/C Ratio 0.894 0.208 HCM Control Delay(s) 46.8 8.7 0 _ HCM Lane LOS E A A HCM 95th %tile Q(veh) 10.1 0.8 - Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 10: Mountain Vista Drive & Giddings Road 06/25/2024 Intersection Int Delay, s/veh 6.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 64 294 181 70 167 173 Future Vol, veh/h 64 294 181 70 167 173 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 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 70 320 197 76 182 188 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 273 0 0 695 235 Stage 1 - - - 235 - Stage 2 - 460 - 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 1290 408 804 Stage - 804 - Stage 2 - 636 - Platoon blocked, % Mov Cap-1 Maneuver 1290 386 804 Mov Cap-2 Maneuver - 554 - Stage 1 761 Stage 2 636 Ar Approach EB WB SB HCM Control Delay, s 1.4 0 17.2 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnl i Capacity(veh/h) 1290 658 _ HCM Lane V/C Ratio 0.054 0.562 HCM Control Delay(s) 8 17.2 _ HCM Lane LOS A C HCM 95th %tile Q(veh) 0.2 3.5 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 10: Mountain Vista Drive & Giddings Road 06/25/2024 Intersection Int Delay, s/veh 4.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, Y Traffic Vol, vehlh 151 221 314 130 86 114 Future Vol, veh/h 151 221 314 130 86 114 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 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 164 240 341 141 93 124 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 482 0 0 980 412 Stage 1 - - - 412 - Stage 2 - 568 - 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 1081 277 640 Stage - 669 - Stage 2 - 567 - Platoon blocked, % Mov Cap-1 Maneuver 1081 235 640 Mov Cap-2 Maneuver - 433 - Stage 1 567 Stage 2 567 Ar Approach EB WB SB HCM Control Delay, s 3.6 0 16.4 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnl i Capacity(veh/h) 1081 531 _ HCM Lane V/C Ratio 0.152 0.409 HCM Control Delay(s) 8.9 16.4 _ HCM Lane LOS A C HCM 95th %tile Q(veh) 0.5 2 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 10: Mountain Vista Drive & Giddings Road 09/09/2024 Intersection Int Delay, s/veh 7.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, r Traffic Vol, veh/h 93 294 181 96 237 253 Future Vol, veh/h 93 294 181 96 237 253 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 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 101 320 197 104 258 275 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 301 0 0 771 249 Stage 1 - - - 249 - Stage 2 - 522 - 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 1260 368 790 Stage - 792 - Stage 2 - 595 - Platoon blocked, % Mov Cap-1 Maneuver 1260 339 790 Mov Cap-2 Maneuver - 515 - Stage 1 729 Stage 2 595 Ar Approach EB WB SB HCM Control Delay, s 1.9 0 15.3 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 i Capacity(veh/h) 1260 515 790 _ HCM Lane V/C Ratio 0.08 0.5 0.348 HCM Control Delay(s) 8.1 18.8 12 _ HCM Lane LOS A C B HCM 95th %tile Q(veh) 0.3 2.8 1.6 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 10: Mountain Vista Drive & Giddings Road 09/09/2024 Intersection Int Delay, s/veh 5.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t t, r Traffic Vol, veh/h 232 221 314 201 132 166 Future Vol, veh/h 232 221 314 201 132 166 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 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 252 240 341 218 143 180 - Major/Minor Majorl Major2 Minor2 Conflicting Flow All 559 0 0 1194 450 Stage 1 - - - 450 - Stage 2 - 744 - 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 1012 206 609 Stage - 642 - Stage 2 - 470 - Platoon blocked, % Mov Cap-1 Maneuver 1012 155 609 Mov Cap-2 Maneuver - 350 - Stage 1 482 Stage 2 470 Ar Approach EB WB SB HCM Control Delay, s 5 0 17.3 _ HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 i Capacity(veh/h) 1012 350 609 _ HCM Lane V/C Ratio 0.249 0.41 0.296 HCM Control Delay(s) 9.7 22.2 13.4 _ HCM Lane LOS A C B HCM 95th %tile Q(veh) 1 1.9 1.2 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 12: Mountain Vista Drive & 1-25 SB Ramp 11/06/2024 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4 Traffic Vol, veh/h 0 118 456 203 224 0 0 0 0 3 1 56 Future Vol, veh/h 0 118 456 203 224 0 0 0 0 3 1 56 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None - None None None _ Storage Length 175 200 Veh in Median Storage,# 0 - - 0 0 2 Grade, % 0 - - 0 0 0 Peak Hour Factor 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 0 128 496 221 243 0 0 0 0 3 1 61 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 0 0 624 0 0 1061 1309 243 Stage - - - - - 685 685 - Stage 2 - 376 624 - 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 0 957 0 248 159 796 Stage 0 - 0 500 448 - Stage 2 0 - 0 694 478 - Platoon blocked, % Mov Cap-1 Maneuver - 957 - 191 0 796 Mov Cap-2 Maneuver 285 0 - Stage 1 500 0 _ Stage 2 534 0 Ar Approach EB WB SB HCM Control Delay, s 0 4.7 10.4 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLnl i Capacity(veh/h) 957 729 _ HCM Lane V/C Ratio 0.231 0.089 HCM Control Delay(s) 9.9 10.4 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.9 0.3 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 12: Mountain Vista Drive & 1-25 SB Ramp 11/06/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4�. Traffic Vol, veh/h 0 101 286 116 389 0 0 0 0 18 0 89 Future Vol, veh/h 0 101 286 116 389 0 0 0 0 18 0 89 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None - None None None _ Storage Length 175 200 Veh in Median Storage,# 0 - - 0 0 2 Grade, % 0 - - 0 0 0 Peak Hour Factor 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 0 110 311 126 423 0 0 0 0 20 0 97 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 0 0 421 0 0 941 1096 423 Stage - - - - - 675 675 - Stage 2 - 266 421 - 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 1138 0 292 213 631 Stage 1 0 - 0 506 453 - Stage 2 0 - 0 779 589 - Platoon blocked, % Mov Cap-1 Maneuver - 1138 - 260 0 631 Mov Cap-2 Maneuver 419 0 - Stage 1 506 0 _ Stage 2 693 0 Ar Approach EB WB SB HCM Control Delay, s 0 2 12.7 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLnl i Capacity(veh/h) 1138 582 _ HCM Lane V/C Ratio 0.111 0.2 HCM Control Delay(s) 8.6 12.7 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.4 0.7 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 12: Mountain Vista Drive & 1-25 SB Ramp 11/06/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4�. Traffic Vol, veh/h 0 138 506 203 246 0 0 0 0 3 1 60 00111111 Future Vol, veh/h 0 138 506 203 246 0 0 0 0 3 1 60 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 0 150 550 221 267 0 0 0 0 3 1 65 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 0 0 700 0 0 1134 1409 267 Stage - - - - - 709 709 - Stage 2 - 425 700 - 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 0 897 0 224 139 772 Stage 0 - 0 488 437 - Stage 2 0 - 0 659 441 - Platoon blocked, % Mov Cap-1 Maneuver - 897 - 169 0 772 Mov Cap-2 Maneuver 254 0 - Stage 1 488 0 _ Stage 2 497 0 Ar Approach EB WB SB HCM Control Delay, s 0 4.7 10.7 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 i Capacity(veh/h) 897 704 _ HCM Lane V/C Ratio 0.246 0.099 HCM Control Delay(s) 10.3 10.7 _ HCM Lane LOS B B HCM 95th %tile Q(veh) 1 0.3 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 12: Mountain Vista Drive & 1-25 SB Ramp 11/06/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t 4�- Traffic Vol, veh/h 0 114 319 116 450 0 0 0 0 18 0 99 00111111 Future Vol, veh/h 0 114 319 116 450 0 0 0 0 18 0 99 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 0 124 347 126 489 0 0 0 0 20 0 108 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 0 0 471 0 0 1039 1212 489 Stage 1 - - - - - 741 741 - Stage 2 - 298 471 - 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 1091 0 255 182 579 Stage 0 - 0 471 423 - Stage 2 0 - 0 753 560 - Platoon blocked, % Mov Cap-1 Maneuver - 1091 - 226 0 579 _ Mov Cap-2 Maneuver 388 0 - Stage 1 471 0 _ Stage 2 666 0 Ar Approach EB WB SB HCM Control Delay, s 0 1.8 13.8 HCM LOS B Minor Lane/Major Mvmt EBT EBR WBL WBT SBLn1 i Capacity(veh/h) 1091 538 _ HCM Lane V/C Ratio 0.116 0.236 HCM Control Delay(s) 8.7 13.8 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.4 0.9 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background AM 13: 1-25 NB Ramp & Mountain Vista Drive 11/06/2024 Intersection Int Delay, s/veh 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1 41 Traffic Vol, veh/h 67 49 0 0 264 29 196 1 109 0 0 0 Future Vol, veh/h 67 49 0 0 264 29 196 1 109 0 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None None None None _ Storage Length 200 Veh in Median Storage,# - 0 0 2 0 Grade, % - 0 0 0 0 Peak Hour Factor 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 73 53 0 0 287 32 213 1 118 0 0 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 319 0 - 0 502 518 53 Stage - - 199 199 - Stage 2 - 303 319 - Critical Hdwy 4.12 6.42 6.52 6.22 Critical Hdwy Stg 1 - 5.42 5.52 - Critical Hdwy Stg 2 - 5.42 5.52 - Follow-up Hdwy 2.218 3.518 4.018 3.318 Pot Cap-1 Maneuver 1241 0 0 529 462 1014 Stage - 0 0 835 736 - Stage 2 - 0 0 749 653 - Platoon blocked, % Mov Cap-1 Maneuver 1241 - - 498 0 1014 Mov Cap-2 Maneuver - 609 0 - Stage 1 786 0 Stage 2 749 0 Ar Approach EB WB NB HCM Control Delay, s 4.7 0 14.5 _ HCM LOS B Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR i Capacity(veh/h) 710 1241 _ HCM Lane V/C Ratio 0.468 0.059 HCM Control Delay(s) 14.5 8.1 _ HCM Lane LOS B A HCM 95th %tile Q(veh) 2.5 0.2 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Background PM 13: 1-25 NB Ramp & Mountain Vista Drive 11/06/2024 Intersection Int Delay, s/veh 16.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1 41 Traffic Vol, veh/h 54 74 0 0 166 22 330 1 242 0 0 0 Future Vol, veh/h 54 74 0 0 166 22 330 1 242 0 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None None None None _ Storage Length 200 Veh in Median Storage,# - 0 0 2 0 Grade, % - 0 0 0 0 Peak Hour Factor 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 59 80 0 0 180 24 359 1 263 0 0 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 204 0 - 0 390 402 80 Stage - - 198 198 - Stage 2 - 192 204 - 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 1368 0 0 614 537 980 Stage - 0 0 835 737 - Stage 2 - 0 0 841 733 - Platoon blocked, % Mov Cap-1 Maneuver 1368 - - 588 0 980 Mov Cap-2 Maneuver - 686 0 - Stage 1 799 0 Stage 2 841 0 Ar Approach EB WB NB HCM Control Delay, s 3.3 0 24.6 _ HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR i Capacity(veh/h) 786 1368 _ HCM Lane V/C Ratio 0.792 0.043 HCM Control Delay(s) 24.6 7.8 _ HCM Lane LOS C A HCM 95th %tile Q(veh) 8.2 0.1 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 13: 1-25 NB Ramp & Mountain Vista Drive 11/06/2024 Intersection Int Delay, s/veh 7.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T-1. 4. Traffic Vol, veh/h 77 59 0 0 268 29 214 1 109 0 0 0 Future Vol, veh/h 77 59 0 0 268 29 214 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 84 64 0 0 291 32 233 1 118 0 0 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 323 0 - 0 539 555 64 Stage - - 232 232 - Stage 2 - 307 323 - 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 1237 0 0 503 440 1000 Stage - 0 0 807 713 - Stage 2 - 0 0 746 650 - Platoon blocked, % Mov Cap-1 Maneuver 1237 - - 469 0 1000 Mov Cap-2 Maneuver - 589 0 - Stage 1 752 0 - Stage 2 746 0 Ar Approach EB WB NB HCM Control Delay, s 4.6 0 15.7 _ HCM LOS C Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR i Capacity(veh/h) 684 1237 _ HCM Lane V/C Ratio 0.515 0.068 HCM Control Delay(s) 15.7 8.1 _ HCM Lane LOS C A HCM 95th %tile Q(veh) 3 0.2 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 13: 1-25 NB Ramp & Mountain Vista Drive 11/06/2024 Intersection Int Delay, s/veh 23.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T. 41 Traffic Vol, veh/h 61 81 0 0 176 22 381 1 242 0 0 0 Future Vol, veh/h 61 81 0 0 176 22 381 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 66 88 0 0 191 24 414 1 263 0 0 0 Major/Minor Majorl Major2 Minorl Conflicting Flow All 215 0 - 0 423 435 88 Stage - - 220 220 - Stage 2 - 203 215 - 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 1355 0 0 588 514 970 Stage 1 - 0 0 817 721 - Stage 2 - 0 0 831 725 - Platoon blocked, % Mov Cap-1 Maneuver 1355 - - 559 0 970 Mov Cap-2 Maneuver - 665 0 - Stage 1 777 0 Stage 2 831 0 Ar Approach EB WB NB HCM Control Delay, s 3.3 0 35.8 _ HCM LOS E Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR i Capacity(veh/h) 758 1355 _ HCM Lane V/C Ratio 0.895 0.049 HCM Control Delay(s) 35.8 7.8 _ HCM Lane LOS E A HCM 95th %tile Q(veh) 11.7 0.2 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 17: Giddings Road & North Access 09/09/2024 Intersection Int Delay, s/veh 1.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T. Traffic Vol, veh/h 2 66 24 136 341 1 Future Vol, veh/h 2 66 24 136 341 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,# 1 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 72 26 148 371 1 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 572 372 372 0 0 Stage 372 - - - - Stage 2 200 - - 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 482 674 1186 Stage 697 - - Stage 2 834 - - Platoon blocked, % Mov Cap-1 Maneuver 471 674 1186 Mov Cap-2 Maneuver 552 - - Stage 1 682 Stage 2 834 Ar Approach EB NB SB HCM Control Delay, s 11 1.2 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1186 670 _ HCM Lane V/C Ratio 0.022 0.11 HCM Control Delay(s) 8.1 11 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.1 0.4 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 17: Giddings Road & North Access 09/09/2024 Intersection Int Delay, s/veh 1.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T-1. Traffic Vol, veh/h 1 43 67 282 202 2 Future Vol, veh/h 1 43 67 282 202 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,# 1 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 47 73 307 220 2 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 674 221 222 0 0 Stage 1 221 - - - - Stage 2 453 - - 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 420 819 1347 Stage 1 816 - - Stage 2 640 - - Platoon blocked, % Mov Cap-1 Maneuver 397 819 1347 Mov Cap-2 Maneuver 497 - - Stage 1 772 Stage 2 640 Ar Approach EB NB SB HCM Control Delay, s 9.7 1.5 0 _ HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1347 807 _ HCM Lane V/C Ratio 0.054 0.059 HCM Control Delay(s) 7.8 9.7 _ HCM Lane LOS A A HCM 95th %tile Q(veh) 0.2 0.2 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total AM 18: Giddings Road & South Access 09/09/2024 Intersection Int Delay, s/veh 2.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T-1 Traffic Vol, veh/h 2 131 47 158 406 1 Future Vol, veh/h 2 131 47 158 406 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,# 1 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 142 51 172 441 1 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 716 442 442 0 0 Stage 442 - - - - Stage 2 274 - - 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 397 615 1118 Stage 648 - - Stage 2 772 - - Platoon blocked, % Mov Cap-1 Maneuver 379 615 1118 Mov Cap-2 Maneuver 482 - - Stage 1 618 Stage 2 772 Ar Approach EB NB SB HCM Control Delay, s 12.7 1.9 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1118 612 _ HCM Lane V/C Ratio 0.046 0.236 HCM Control Delay(s) 8.4 12.7 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.1 0.9 Phase D Only Synchro 11 Report Page 1 HCM 6th TWSC 2027 Total PM 18: Giddings Road & South Access 09/09/2024 Intersection Int Delay, s/veh 2.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T41 Traffic Vol, veh/h 1 85 132 348 243 2 Future Vol, veh/h 1 85 132 348 243 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,# 1 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 92 143 378 264 2 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 929 265 266 0 0 Stage 265 - - - - Stage 2 664 - - 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 297 774 1298 Stage 779 - - Stage 2 512 - - Platoon blocked, % Mov Cap-1 Maneuver 264 774 1298 Mov Cap-2 Maneuver 384 - - Stage 1 693 Stage 2 512 Ar Approach EB NB SB HCM Control Delay, s 10.4 2.2 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1298 765 _ HCM Lane V/C Ratio 0.111 0.122 HCM Control Delay(s) 8.1 10.4 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0.4 0.4 Phase D Only Synchro 11 Report Page 1 / I I I _7 Bicycle Infrastructure Regional Trail This facility asses through Yp h Montava,g just to the west of Phase D. Phase D is connected to the regional trail with an of f - str ed connedi on FUTURE FUT�JA,EZ, `\`\ z zIII I I Protected Bike Lanes PSD ,P,HAgta$ All streets around the edge of Phase D have protected , sidewalk-adjacent ELEMENTARY bike lanes, as does Timberline Road . Homes within Phase D are within 500 feet or less from a protected bike lane. Low-Stress Roadway III The internal street connections in Phase D are low stress and connect to adjacent low stress streets in other phases. Mid-Block Passages Mid-block walkways provide FUTURE i i i i i additional very low stress connections, PHASE C I � ideal for young riders, which align with similar paths in Phase E and the network of protected lanes and low stress streets in Phase D. IRRIGATION POND Xx zz xz I 'zx ' ' FUTURE FUTURE ZZ > FuURE ` PHASE F III ' PHASES INN `\ `�' /'� ` ;i' ,'� i^\\ PHA ` I I I ' K L & M I < \ / < I I I I I l\ i i'i' i'� \ \ < \ \\ �� , ,z /_ FUTURE I I I I I u ��\\ /'�' ' i//' � PHASE F I I I I I � I I 77 saw x > \ \ S / FUTURE PHASE F / \ / \ I I '1W APPENDIX H 2045 Intersection Analysis Worksheets & Additional Roundabout Analysis 196474001 Kim ey>>> Horn Montava - Phase D Timings 2045 Total AM - Access Intersection 10: Mountain Vista Drive & Giddings Road 09/06/2024 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations tT+ tt r t r T Traffic Volume(vph) 65 601 227 365 262 80 291 181 483 488 _ Future Volume(vph) 65 601 227 365 262 80 291 181 483 488 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 '01 t02,R) �03 4 05 -004 00 ) 07 03 Synchro 11 Report Pagel HCM 6th Signalized Intersection Summary 2045 Total AM - Access Intersection 10: Mountain Vista Drive & Giddings Road * 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tT." Tt r t r k Traffic Volume(veh/h) 65 601 25 227 365 262 80 291 181 483 488 72 Future Volume(veh/h) 65 601 25 227 365 262 80 291 181 483 488 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/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 71 653 27 247 397 285 87 316 197 525 530 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 311 715 30 321 1015 453 273 548 465 605 667 98 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 3478 144 1781 3554 1585 1781 1870 1585 3456 1594 235 Grp Volume(v), veh/h 71 333 347 247 397 285 87 316 197 525 0 608 Grp Sat Flow(s),veh/h/In 1781 1777 1844 1781 1777 1585 1781 1870 1585 1728 0 1828 Q Serve(g_s), s 2.8 16.5 16.5 9.4 8.1 14.1 3.0 12.9 9.0 13.3 0.0 26.1 Cycle Q Clear(g_c),s 2.8 16.5 16.5 9.4 8.1 14.1 3.0 12.9 9.0 13.3 0.0 26.1 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 1015 453 273 548 465 605 0 765 V/C Ratio(X) 0.23 0.91 0.91 0.77 0.39 0.63 0.32 0.58 0.42 0.87 0.00 0.79 Avail Cap(c_a),veh/h 337 365 379 324 1015 453 286 548 465 664 0 765 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 25.9 28.0 21.8 27.0 25.7 36.1 0.0 22.8 Incr Delay(d2), s/veh 0.4 26.6 26.1 10.6 0.2 2.8 0.7 4.4 2.8 7.8 0.0 5.7 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/In 1.2 9.7 10.0 4.7 3.4 5.6 1.3 6.3 3.7 6.1 0.0 11.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.6 61.5 61.1 34.7 26.1 30.8 22.5 31.4 28.5 43.9 0.0 28.5 LnGrp LOS C E E C C C C C C D A C Approach Vol, veh/h 751 929 600 1133 Approach Delay, s/veh 58.0 29.8 29.1 35.6 Approach LOS E C C D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc), s 20.3 30.9 15.8 23.0 9.0 42.2 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 15.3 14.9 11.4 18.5 5.0 28.1 4.8 16.1 Green Ext Time(p_c), s 0.5 1.8 0.0 0.0 0.0 2.7 0.0 2.4 Intersection Summary HCM 6th Ctrl Delay 37.8 HCM 6th LOS D Synchro 11 Report Page 2 Timings 2045 Total PM - Access Intersection 10: Mountain Vista Drive & Giddings Road 09/06/2024 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations tT+ tt r t r T Traffic Volume(vph) 182 484 308 660 381 93 651 208 239 398 _ Future Volume(vph) 182 484 308 660 381 93 651 208 239 398 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 \*01 t02(R) 403 --iWL34 05 00 ) 07 03 Synchro 11 Report Pagel HCM 6th Signalized Intersection Summary 2045 Total PM - Access Intersection 10: Mountain Vista Drive & Giddings Road 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tT." tt r t r k Traffic Volume(veh/h) 182 484 17 308 660 381 93 651 208 239 398 76 Future Volume(veh/h) 182 484 17 308 660 381 93 651 208 239 398 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/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 198 526 18 335 717 414 101 708 226 260 433 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 250 701 24 358 884 395 452 723 613 296 642 123 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 3506 120 1781 3554 1585 1781 1870 1585 3456 1525 292 Grp Volume(v), veh/h 198 266 278 335 717 414 101 708 226 260 0 516 Grp Sat Flow(s),veh/h/In 1781 1777 1849 1781 1777 1585 1781 1870 1585 1728 0 1818 Q Serve(g_s), s 7.1 12.7 12.7 11.5 17.1 22.4 3.0 33.6 9.2 6.6 0.0 9.4 Cycle Q Clear(g_c),s 7.1 12.7 12.7 11.5 17.1 22.4 3.0 33.6 9.2 6.6 0.0 9.4 Prop In Lane 1.00 0.06 1.00 1.00 1.00 1.00 1.00 0.16 Lane Grp Cap(c),veh/h 250 355 370 358 884 395 452 723 613 296 0 765 V/C Ratio(X) 0.79 0.75 0.75 0.94 0.81 1.05 0.22 0.98 0.37 0.88 0.00 0.67 Avail Cap(c_a),veh/h 250 355 370 358 884 395 461 723 613 296 0 765 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 0.91 0.00 0.91 Uniform Delay(d), s/veh 29.3 33.9 33.9 27.2 31.8 33.8 15.3 27.2 19.7 36.8 0.0 4.9 Incr Delay(d2), s/veh 15.8 8.5 8.3 31.4 5.7 58.9 0.2 28.7 1.7 23.0 0.0 4.3 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/In 4.5 6.2 6.4 8.6 7.8 14.8 1.2 19.9 3.6 3.5 0.0 2.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.2 42.4 42.2 58.6 37.5 92.7 15.6 56.0 21.4 59.9 0.0 9.2 LnGrp LOS D D D E D F B E C E A A Approach Vol, veh/h 742 1466 1035 776 Approach Delay, s/veh 43.1 57.9 44.5 26.2 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 9.1 42.4 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+l1), s 8.6 35.6 13.5 14.7 5.0 11.4 9.1 24.4 Green Ext Time(p_c), s 0.0 0.0 0.0 1.0 0.0 3.6 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 45.6 HCM 6th LOS D Synchro 11 Report Page 2 HCM 6th TWSC 2045 Total AM - Access Intersection 17: Giddings Road & North Access 09/06/2024 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T-1 Traffic Vol, veh/h 2 10 5 375 415 2 Future Vol, veh/h 2 10 5 375 415 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 2 11 5 408 451 2 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 870 452 453 0 0 Stage 1 452 - - - - Stage 2 418 - - 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 322 608 1108 Stage 1 641 - - Stage 2 664 - - Platoon blocked, % Mov Cap-1 Maneuver 320 608 1108 Mov Cap-2 Maneuver 320 - - Stage 1 638 Stage 2 664 Ar Approach EB NB SB HCM Control Delay, s 12 0.1 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1108 529 _ HCM Lane V/C Ratio 0.005 0.025 HCM Control Delay(s) 8.3 12 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0 0.1 Synchro 11 Report Page 1 HCM 6th TWSC 2045 Total PM - Access Intersection 17: Giddings Road & North Access 09/06/2024 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y t T41 Traffic Vol, veh/h 2 5 10 625 295 2 Future Vol, veh/h 2 5 10 625 295 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 2 5 11 679 321 2 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1023 322 323 0 0 Stage 322 - - - - Stage 2 701 - - 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 261 719 1237 Stage 1 735 - - Stage 2 492 - - Platoon blocked, % Mov Cap-1 Maneuver 259 719 1237 Mov Cap-2 Maneuver 259 - - Stage 1 728 Stage 2 492 Ar Approach EB NB SB HCM Control Delay, s 12.7 0.1 0 _ HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR i Capacity(veh/h) 1237 477 _ HCM Lane V/C Ratio 0.009 0.016 HCM Control Delay(s) 7.9 12.7 _ HCM Lane LOS A B HCM 95th %tile Q(veh) 0 0 Synchro 11 Report Page 1 Timings 2045 Total AM - Access Intersection 18: Giddings Road & South Access 09/06/2024 --* --0. *-- t `� 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations 4 4 T T Traffic Volume(vph) 20 10 55 10 35 405 5 805 _ Future Volume(vph) 20 10 55 10 35 405 5 805 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 t62 R -W04 4- 05 06 ) 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2045 Total AM - Access Intersection 18: Giddings Road & South Access 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4`1 4. j;+ k Traffic Volume(veh/h) 20 10 120 55 10 5 35 405 20 5 805 20 Future Volume(veh/h) 20 10 120 55 10 5 35 405 20 5 805 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/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 22 11 130 60 11 5 38 440 22 5 875 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 9 394 1373 69 725 1259 32 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 1766 88 930 1816 46 Grp Volume(v), veh/h 163 0 0 76 0 0 38 0 462 5 0 897 Grp Sat Flow(s),veh/h/In 1641 0 0 1130 0 0 1781 0 1854 930 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 25.7 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 25.7 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 0 394 0 1441 725 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 0.69 Avail Cap(c_a),veh/h 374 0 0 317 0 0 434 0 1441 725 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 0.87 0.00 0.87 1.00 0.00 1.00 Uniform Delay(d), slveh 38.4 0.0 0.0 37.0 0.0 0.0 7.1 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 3.1 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/In 3.6 0.0 0.0 1.6 0.0 0.0 0.2 0.0 0.2 0.0 0.0 9.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 41.4 0.0 0.0 38.1 0.0 0.0 7.2 0.0 0.5 4.3 0.0 11.3 LnGrp LOS D A A D A A A A A A A B Approach Vol, veh/h 163 76 500 902 Approach Delay, s/veh 41.4 38.1 1.0 11.2 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+l1), s 2.0 10.6 2.5 27.7 7.9 Green Ext Time(p_c), s 3.4 0.5 0.0 7.9 0.2 Intersection Summary HCM 6th Ctrl Delay 12.4 HCM 6th LOS B Synchro 11 Report Page 2 Timings 2045 Total PM - Access Intersection 18: Giddings Road & South Access 09/06/2024 --* --0. *-- t `� 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations 4 4 T+ T Traffic Volume(vph) 25 10 30 10 105 960 5 515 _ Future Volume(vph) 25 10 30 10 105 960 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 t62 R -W04 4- 0 5 06 ',R 08 Synchro 11 Report Page 1 HCM 6th Signalized Intersection Summary 2045 Total PM - Access Intersection 18: Giddings Road & South Access * 09/06/2024 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4`1 4 k k Traffic Volume(veh/h) 25 10 45 30 10 5 105 960 55 5 515 25 Future Volume(veh/h) 25 10 45 30 10 5 105 960 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/In 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 27 11 49 33 11 5 114 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 0.10 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 0 114 0 1103 5 0 587 Grp Sat Flow(s),veh/h/In 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 1342 V/C Ratio(X) 0.50 0.00 0.00 0.25 0.00 0.00 0.17 0.00 0.72 0.01 0.00 0.44 Avail Cap(c_a),veh/h 373 0 0 382 0 0 714 0 1530 450 0 1342 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 0.32 0.00 0.32 1.00 0.00 1.00 Uniform Delay(d), slveh 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 1.0 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/In 2.0 0.0 0.0 1.1 0.0 0.0 0.2 0.0 0.4 0.0 0.0 3.8 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 1.0 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 1217 592 Approach Delay, s/veh 42.9 40.3 1.2 6.0 Approach LOS D D A A Timer-Assigned Phs 2 4 5 6 8 Phs Duration(G+Y+Rc), s 78.8 11.2 9.2 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+l1), 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 5.5 HCM 6th LOS A Synchro 11 Report Page 2 HCM 6th Roundabout 2045 Total AM - Access Intersection 19: Timberline Road & Country Club Road 09/06/2024 Intersection Intersection Delay, s/veh 3.8 Intersection LOS A Approach EB WB NB SIB 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 Fed 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 Synchro 11 Report Pagel HCM 6th Roundabout 2045 Total PM - Access Intersection 19: Timberline Road & Country Club Road 09/06/2024 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 Fed 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 Synchro 11 Report Pagel HCM 6th Roundabout 2045 Total AM - Access Intersection 20: Timberline Road & Maple Hill Drive/Timberline Rd 09/06/2024 Intersection Intersection Delay, s/veh 4.9 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 408 108 60 54 Demand Flow Rate,veh/h 416 110 61 55 Vehicles Circulating, veh/h 21 150 332 133 Vehicles Exiting,veh/h 167 243 105 127 Ped Vol Crossing Leg,#/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 5.5 3.9 4.3 3.4 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 416 110 61 55 Cap Entry Lane,veh/h 1351 1184 984 1205 Entry HV Adj Factor 0.980 0.983 0.978 0.978 Flow Entry, veh/h 408 108 60 54 Cap Entry, veh/h 1323 1164 962 1178 V/C Ratio 0.308 0.093 0.062 0.046 Control Delay, s/veh 5.5 3.9 4.3 3.4 LOS A A A A 95th %tile Queue,veh 1 0 0 0 Synchro 11 Report Pagel HCM 6th Roundabout 2045 Total PM - Access Intersection 20: Timberline Road & Maple Hill Drive/Timberline Rd 09/06/2024 Intersection Intersection Delay, s/veh 4.6 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 222 244 103 125 Demand Flow Rate,veh/h 227 248 105 127 Vehicles Circulating, veh/h 32 155 193 315 Vehicles Exiting,veh/h 410 143 65 88 Ped Vol Crossing Leg,#/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 4.2 5.0 4.0 4.8 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 227 248 105 127 Cap Entry Lane,veh/h 1336 1178 1133 1001 Entry HV Adj Factor 0.980 0.983 0.979 0.982 Flow Entry, veh/h 222 244 103 125 Cap Entry, veh/h 1309 1157 1109 982 V/C Ratio 0.170 0.211 0.093 0.127 Control Delay, s/veh 4.2 5.0 4.0 4.8 LOS A A A A 95th %tile Queue,veh 1 1 0 0 Synchro 11 Report Pagel HCM 6th TWSC 2045 Total AM - Access Intersection 21: Giddings Road & Timberline Rd 09/06/2024 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. 41 T T 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 Minorl Majorl Major2 Conflicting Flow All 717 719 356 762 713 269 358 0 0 277 0 0 Stage 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 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 - - - - Stage1 632 621 650 616 Stage 2 636 611 519 619 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 HCM 6th TWSC 2045 Total PM - Access Intersection 21: Giddings Road & Timberline Rd 09/06/2024 Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. 4. T, T. 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 Minorl Majorl Major2 Conflicting Flow All 1049 1068 280 1077 1055 527 288 0 0 548 0 0 Stage 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 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 - - - - Stage1 646 657 371 385 Stage 2 367 377 621 652 - Ar 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 NBR EBLnlWBLnl 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 Synchro 11 Report Page 1 Page 1 of 12 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@td.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 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:9/10/2024 7:23:57 PM »2027,AM »2027,PM Summary of intersection performance AM PM 95% Network 95% Network Set Queue Delay VIC Intersection Intersection Set Queue Delay VIC Intersection Intersection ID (Veh) Queue (s) Ratio LOS Delay(a) LOS Residual ID (Veh) Queue (a) Ratio LOS Delay(s) LOS Residual (Veh) Capacity (Veh) Capacity 2027 Intersection 10-Leg NB -1 0.00 0.00 A -1 0.00 0.00 A Intersection 10-Leg WB 1.3 5.66 0.30 A 4.8 1205 0.64 B 6.27 A 10.03 B Intersection l0-Log SB 2.5 8.89 0.47 A 13 8:65 0.36 A Intersection 10-Leg ES 3.0 9.54 0.51 A 2.6 8.21 0.47 A Intersection 17-Leg WB -1 0.00 0.00 A 56% -1 0.00 0.00 A 36% Intersection 17-Log SB 1.2 5.18 0.28 A 0.6 4.27 0.18 A D1 4.69 A [Intersection D2 4.62 A [Intersection Intersection 17-Leg EB 0.1 4:35 0.05 A 10_Leg 0.1 3.59 0.03 A 10-Leg Intersection 17-Log NB 0.4 1 3.68 1 0.13 A EB] 1.1 4.93 0.26 A WBI Intersection 18-Leg NB 0.5 3:82 0.14 A 1.3 5.42 0.31 A Intersection 18-Lag WB #012 1 0.00 0.00 A 498 A -1 0.00 0.00 A 503 FA Intersection 18-Log SB4 5.55 0.31 A 0.8 4.58 0.20 A Intersection 18-Leg EB 4.82 0.08 A 0.1 3.82 0.04 A There are warnings associated with one or more model runs-see the'Data Errors and Wamings'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 now could be increased before a uses definable threshold(see Analysis Options)is met. File summary File Description Title Location Site number Date 4/8/2024 Version Status (new file) Identifier Client Jobnumber Analyst KIMLEY-HORN\jay.vonahsen Description Units Distance units Speed units Traffic units input TraiFc units results Flow units Average delay units Total delay units Rate of delay units ft mph Veh Veh perHour s. -Min perMn file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 2 of 12 it w It q _w m t t The intersection diagram reflects the last run of Intersections. Analysis Options Calculate Calculate Show lane Show all Calculate Residual Average Queue Max number of Vehicle. YIC Ratio Use iterations with Queue detailed queues in PICADY stream residual capacity Delay threshold kerations for length(ft) Percentiles queueing delay feet 1 metres intercepts capacity criteria type Threshold threshold(a) (PCE) HCM roundabouts roundabouts 18.86 ✓ ✓ I Delay 1 0.85 36.00 20.00 500 HCM Calibration 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 6 Yielding bypass 2 1420.00 -0.00085 9. Non-yielding bypass 1 99999.00 0.00000 Demand Set Summary 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 0090 01:00 15 D2 2027 PM PHF 00:00 01:00 15 ✓ Analysis Set Details ID include in report Network flow scaling factor(%) Network capacity scaling factor(%) Al ✓ 100.000 100,000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 3 of 12 2027, AM Data Errors and Warnings Severity Aree Item Description Warning HCM Model D1-2027,.AM Demand Set 1:HCM models are most typically used with PHF tragic flow profiles and single time segments.Use of HCM models with other flow profiles is at the users own risk Warning HCM Model Intersection 17 One or more intersections use HCM methodologies.These methods are not associated with TRL The usershould apply judgement when interpreting the results. Warning Queue variations Analysis Options Queue percentiles may be unreflabie I the mean queue in any time segment is very low or very high. Intersection Network Intersections Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay(a) Intersection LOS 10 Mtn Vista HCM Roundabout NB,WB,SB,EB 8.27 A 17 untitled HCM Roundabout WB,SB,EB,NB 4.69 A 18 untitled HCM Roundabout NB,WB,SB,EB 4.98 A Intersection Network Driving side Lighting Network residual capacity(%) First leg reaching threshold I Network delay(a) Network LOS Right Nonnallunknown 56 Intersection 10-Leg EB 6,63 A Legs Legs Intersection Leg Name Description NB NB Gi 10 WB WB MTN VISTA SB SS Gi EB EB MTN VISTA WB WB 17 SB SS EB EB Giddings NB NB Gi NB NB Gi WB WB 18 SB SB Gi EB ES HCM Lanes Intersection Leg HCM Lane Lane type Number of conflicting lanes Destination legs NB 1 Single lane 1 NB,WB,SB,EB 10 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 WB 1 Single lane 1 WB,SB,EB,NB. 17 SB 1 Single lane 1 WB,SB,EB,NB EB 1 Single lane 1 WB,SB,EB,NB NS 1 Single lane 1 WB,SB,EB,NB. NB 1 Single lane 1 NS,WB,SB,EB 18 WB 1 Single lane 1 NB,WB,SB,EB $B 1 Single lane 1 NB,WB,SB,EB. EB 1 Single lane 1 NB,WB,SB,EB Traffic Demand Demand Set Details ID Scenario name Time Period name Traffic profile type Start time(HH:mm) Finish time(HH:mm) Time segment length(min) Run automatically D1 1 2027 1 AM PHF 00:00 01:00 15 ✓ Demand overview(Traffic) Intersection Leg Linked leg Profile type Use D-D data Average Demand(Vahlhr) Scaling Factor(%) NS PHF ✓ 0 100.000 WB PHF ✓ 341 100.000 10 SB PHF ✓ 441 100.000 ES PHF ✓ 483 100.000 we PHF ✓ 0 100.000 SB PHF ✓ 347 100,000 17 EB PHF .! 38 100.000 NB PHF 1 156 100.000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 4 of 12 Na PHF ✓ 176 100.000 WB PHF +7 0 100.000 78 SB PHF ✓ 382 100.000 EB PHF ✓ 62 100.000 Peak Hour Factor Data(Traffic) Intersection Leg Hourly volume(Veh/hr) Peak hour factor Peak time segment NB 0 0.92 SecondQuarter 10 WS 341 0.92 SecondQuarter SB 441 0.92 SecondQuarter EB 483 0.92 SecondQuarter WS 0 0.92 SecondQuarter 17 SB 347 0.92 SecondQuarter EB 38 0.92 SecondQuarter NB 156 0.92 SecondQuarter NB 176 0.92 SecondQuarter WB 0 0.92 SecondQuarter 18 SB 382 0.92 SecondQuarter EB 62 0.92 SecondQuarter Origin-Destination Data Demand(Veh/hr) To %BO EB NB Intersection 17 0 0 From 1 346 0 36 13 0 Demand(Veh/hr) To NB WB F211 Intersection 18 NB 0 0 From WB 0 0 SB 381 0 EB 60 0 Demand(Veh/hr) To NB WB SB EB Intersection 10 NB 0 0 0 0 From WB 0 0 96 245 SB 0 237 0 204 EB 0 403 80 0 Vehicle Mix Truck data entry mode PCE Factor for a Truck(PCE) Truck Percentages 2.00 Heavy Vehicle To WBEEBIntersection 17 WB 2From SB 2EB 2NB 2 Heavy Vehicle To NB WB SB EB Intersection 18 NB 2 2 2 2 From WB 2 2 2 2 SB 2 2 2 2 ES 2 2 2 2 Heavy Vehicle To NB WS SB I EB file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 5 of 12 NB 1 2 1 2 1 2 1 2 Intersection 10 From WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Results Results Summary for whole modelled period Max Average Demand Total Intersection th Intersection Leg Max VIC Ratio Max Delay(s) percentilee Queue Max LDS(Veh) (Veh/hr) Arrivals(Veh) NS 0.00 0.00 -1 A 0 0 10 WB 0.30 5.66 1.3 A 341 341 SB 0.47 8.89 2.5 A 441 441 EB 0.51 9.54 3.0 A 483 483 WB 0.00 000 -1 A 0 0 17 SB 0.28 5.18 1.2 A .347 347 ES 0.05 4.35 0.1 A 38 38 NB 0.13 3.68 0.4 A 156 156 NB 0.14 3.82 0.5 A 176 176 WB 0.00 0.00 -1 A 0 0 18 SB 0.31 5.55 1.4 A 382 382 EB 0.08 4.82 0.2 A 62 62 Main Results for each time segment 00:00-00:15 Total Demand Intersection Circulating Capacity Throughput Queue95 UnslgnalisBtl Intersection Leg (Veh/hr) Arrivals(Veh) flow(VWWI Peddestdrian (VeWhr) V/C Ratio (Veh/hr) (exit de)Throughput (Veh) Delay(a) level of service (Pedlhr) (Veh/hr) NB 0 0 678 0.00 681 0.000 0 0 0.0 0.000 F via B 321 80 75 0.00 1251 0.257 321 603 1.0 5.153 A SB 415 104 231 0.00 1064 0.390 415 166 1.9 7.485 A EB 455 114 223 0.00 1073 0.424 455 423 2.2 7.928. A WB 0 0 149 0.00 1182 0.000 0 0 0.0 0.000 F 1T SB 327 82 12 0.00 1336 0.245 327 137 1.0 4.789 A EB 36 9 326 0.00 964 0.037 36 13 0.1 4.065 A NB 147 37 2 0.00 1350 0.109 147 360 0.4 3.536 A NB 166 41 2 0.00 1350 0.123 166 415 0.4 3.653 A WB 0 0 168. 0.00 1159 0.000 0 0 0.0 0.000 F 18 SB 360 90 21 0.00 1324 0.272 360 147 1.1 5.089 A EB 58 15 359 0.00 931 0.063 58 22 0.2 4.437 A 00:15-00:30 Pedestrian Throughput Total Demand Intersection Circulating Capacity Throughput Queue95 Una liofser is Intersection Leg (Veh/hr) Arrivals(Veh) flow(Veh/hr) �Ped/hr) (VeWhr) VIC Ratio (Vehlhr) (exits de) (Veh) Delay(s) level of service NB 0 0 783 0.00 611 0.000 0 0 0.0 0.000 F 10 WB 371 93 87 0.00 1236 0.300 371 696 1.3 5.655 A SB 479 120 266 0.00 1026 0.467 479 191 2.5 8.890 A EB 525 131. 258. 0.00 1035 0.507 525 488 3.0 9.541 A We 0 0 172 0.00 1154 0.000 0 0 0.0 0.000 F 17 SB 377 94 14 0.00 1333 0.283 377 158 1.2 5.177 A EB 41 10 376 0.00 915 0.045 41 15 0.1 4.347 A NB 170 42 2 0.00 1350 0.126 170 415 0.4 3.678 A NB 191 48 2 0.00 1350 0.142 191 479 0.5 3.815 A WB 0 0 193 0.00 1128 0.000 0 0 0.0 0.000 F 18 SB 415 104 24 0.00 1320 0.315 415 170 1.4 5.548 A EB 67 17 414 0,00 879 0.077 67 25 0,2 4.817 A 00:30-00:45 Total Demand Intersection Throughput eelion Circulating Capacity Throughput Queue95 Unsignalised Intersection Lag (Veh/hr) Arrivals(Veh) flow(Veh/hr) demand (Veh/hr) VIC Ratio (Veh/hr) (exit side) (Veh) Delay(s) level of service (Ped/hr) (Veh/hr) NB 0 0 741 0.00 638 0.000 0 0 0.0 0.000 F 10 WB 351 88 82 0.00 1242 0.283 351 659 1.2 5.449 A SB 454 113 252 0.00 1041 0.436 454 181 2.3 8.285 A EB 497 124 244 0.00 1050 0.473 497 462 2.6 8.841 A WB 0 0 163 0.00 1165 0.000 0 0 0.0 0.000 F 17 SB 357 89 13 0.00 1334 0.268 357 149 1.1 5.019 A EB 39 10 356 0.00 934 0.042 39 14 0.1 4.231 A NB 161 40 2 0.00 1350 0.119 161 393 0.4 3.621 A NB 181 45 2 0.00 1350 0.134 181 454 0.5 3.750 A WB 0 0 183 0.00 1141 0.000 0 0 0.0 0.000 F 18 SB 393 98 23 0.00 1321 0297 393 161 1.3 5.361 A EB 64 16 392 0.00 900 0.071 64 24 0.2 4.661 A file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 6 of 12 00:45-01:00 Pedestrian Throughput Total Demand Intersection Cireulaling Capacity Throughput Queue95 Unsignalised Intersection Leg demand VIC Ratio (exitside) Oelay(s) (Vehlhr) Arrivals(Veh) flow(VeWhr) (Pedlhr) (Vehlhr) (Vehlhr) (Vehlhr) (Veh) level of service NB 0 0 678 0.00 681 0.000 0 0 0.0 0.000 F W 10 B 321 80 75 0.00 1251 0.257 321 603 1.0 5.153 A SB 415 104 231 0.00 1064 0.390 415 166 1.9 7.485 A EB 455 114 223 0.00 1073 0.424 455 423 2.2 7.928 A We 0 0 149 0.00 1182 0.000 0 0 0.0 0.000 F 17 SB 327 82 12 0.00 1336 0.245 327 137 1.0 4.789 A EB 36 9 326 0.00 964 0.037 36 13 0.1 4.065 A NB 147 37 2 0.00 1350 0.109 147 360 0.4 3536 A NB 166 41 2 0.00 1350 0.123 166 415 0.4 3.653 A 18 WB 0 0 168. 0.00 1159 0.000 0 0 0.0 0.000 F SB 360 90 21 0.00 1324 0.272 360 147 1.1 5.089 A EB 58 15 359 0.00 931 0.063 58 22 0.2 4.437 A Queue Variation Results for each time segment HCM: Lane Results Lane Results:00:00-00:15 HCM Destination Demand Throughput Pedestrian flow Conflicting flow Capacity Queue95 Delay V/C Intersection Leg Lane legs (VeWhr) (Vehlhr) (Pedlhr) (Vehlhr) (Vehlhr (Veh) (s) Ratio NB 1 NB,WB,SB,EB 0 0 0.00 678 668 0.00 5.39 0.00 A 10 WB 1 NB,WB,SB,EB 321 321 0.00 75 1251 1.03 5.15 0.26 A SB 1 NB,WB,SB,EB 415 415 0.00 231 1064 1.88 7.48 0.39. A EB 1 NB,WB,SB,EB 455 455 0.00 223 1073 2.15 7.93 0.42 A WB 1 WB,SB,EB,NB 0 0 0.00 149 1159 0.00 3.11 0.00 A 17 SB 1 WB,SB,EB,NB 327 327 0.00 12 1336 0.96 4.79 0.24 A EB 1 WB,SB,EB,NB 1 36 36 10.00 326 984 0.12 4.06 1 0.04 A B NS 1 W ,SB,EB,NB 147 147 1 0.00 2 1350 0.37 3,54 1 0.11 A NB 1 NB,WB,SB,EB 1 166 166 0.00 2 1350 0.42 3.65 0.12 A WB III1 NB,WB,SB,EB 1 0 0 0.00 168 1136 0.00 3.17 0.00 A $B 1 NB,WB,SB,EB 360 360 0.00 21 1324 1.11 5.09 0.27 A ES 1 NB,WB,SB,EB 58 58 0.00 359 931 020 4.44 0.06 A Lane Results:00:15-00:30 HCM Destination Demand Throughput Pedestrian flow Conflicting flow Capacity Queue95 Delay VIC Intersection Leg Lane legs (VeWhr) (Vehlhr) (Pedlhr) (Vehlhr) (Vehlhr) (Veh) (s) Ratio NB 1 NB;WB,SB,EB 0 0 0.00 783 599 0.00 6,01 0.00 A 10 WB 1 NB,WB,SB,EB 371 371 0.00 87 1236 1.27 5.66 0.30 A SB 1 NB,WB,SB,EB 479 479 0.00 266 1026 2.54 8.89 0.47 A EB 1 NB,WB,SB,EB 525 525 0.00 258 1035 2.95 9.54 0.51 A WB 1 WB,SB,EB,NB 0 0 0.00 172 1132 0.00 3.18 0.00 A 17 SB 1 WB,SB,EB,NB 377 377 0.00 14 1333 1.17 5.18 0.28 A EB 1 WB,SB,EB,NB 41 41 0.00 376 915 0.14 4.35 0.05 A NS 1 WB,SB,EB,NB 170 170 0.00 2 1350 0.43 3.68 0.13 A NB 1 NB,WB,SB,EB 191 191 0.00 2 1350 0.49 3.82 0.14 A 18 We 1 NB,WB,SB,EB 0 0 0.00 193 1106 0.00 3.25 0.00 A $B 1 NB,WB,SB,EB 415 415 0.00 24 1320 1.36 5.55 0.31 A EB 1 NB,WB,SB,EB 67 67 0.00 414 879 0,25 4.82 0.08 A Lane Results:00:30-00:45 HCM Destination Demand Throughput Pedestrian flow Conflicting flow Capacity Queue95 Delay V/C Intersection Leg hlhr) (Vehlhr LDS Lane legs (Ve ) (Pedlhr) (Vehlhr) (Vehlhr) (Veh) (s) Ratio NB 1 NB,WB,SB,EB 0 0 0.00 741 626 0.00 5.75 0.00 A 10 WB 1 NB,WB,SB,EB 351 351 0.00 82 1242 1.17 5A5 0.28 A SB 1 NB,WB,SB,EB 454 454 0.00 252 1041 2,25 8.29 0,44 A EB 1 NB,WB,SB,EB 497 497 0.00 244 1050 2,60 8.84 0.47 A WB 1 WB,SB,EB,NB 0 0 0.00 163 1142 0.00 3.15 0.00 A 17 SB 1 WB,SB,EB,NB 357 357 0.00 13 1334 1.09 5.02 0.27 A EB 1 WB,SB,EB,NB 39 39 1 0.00 356 934 0.13 4.23 1 0.04 A NB 1 WB,SB,EB,NB 161 161 0.00 2 1350 0.40 3.62 1 0.12 A NB 1 NB,WB,SB,EB 181 181 0.00 2 1350 0.46 3.75 0.13 A 18 WB 1 NB,WB,SB,EB 0 0 0.00 183 1118 0.00 3.22 0.00 A $B 1 NB,WB,SB,EB 393 393 0.00 23 1321 1.26 5.36 0.30 A ES 1 NB,WB,SB,EB 64 64 0.00 392 900 0.23 4.66 0.07 A Lane Results:00:45-01:00 HCM Destination Demand Throughput Pedestrian flow Conflicting flow Capacity Queue95 Delay V/C Intersection Leg LDS Lane legs (VeWhr) (Vehlhr) (Pedlhr) (Vehlhr) (Vehlhr) (Veh) (s) Ratio NB 1 NB,WB,SB,EB 0 0 0.00 678 668 0.00 5.39 0.00 A 10 WB 1 NB,WB,SB,EB 321 321 0.00 75 1251 1.03 5.15 026 A SB 1 NB,WB,SB,EB 415 415 0.00 231 1064 1.88 7.48 0.39 A EB 1 NB,WB,SB,EB 455 455 0.00 223 1073 2.15 7.93 0.42 A WB 1 WB,SB,EB,NB 0 0 0.00 149 1159 0.00 3.11 0.00 A 17 SB 1 WB,SB,EB,NB 327 327 0.00 12 1331 0.96 4.79 0,24 A EB 7 WB,SB,EB,NB 36 36 0.00 326 964 0.12 4.06 0.04 A NB 1 WB,SB,EB,NB 147 147 0.00 2 1350 0.37 3,54 0.11 A file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 7 of 12 NB 1 NB,WB,SB,EB 166 166 0.00 1 2 1350 1 0.42 3.65 0.12 A 18 B W 1 NB,WB,SB,EB 0 0 0.00 168 1136 0.00 3.17 0.00 A $B 1 NB,W8,SB,EB 360 360. 0.00 21 1324 1.11 5.09 0.27 A EB 1 NB,WB,SB,EB 38 58 0.00 359 931 0.20 4.44 0.06 A Accident Prediction Accident Parameters Intersection Leg Use geometries from capacity? Entry path radius(ft) Approach radius(ft) Angle to next leg(Deg) Yellow bars NB ✓ 0.00 0.00 40.00 WE ✓ 0.00 0.00 40.00 10 SB ✓ 0.00 0.00 40.00 ES ✓ 0.00 0.00 40.00 We ✓ 0.00 0.00 40.00 SB ✓ 0.00 0.00 40.00 17 EB ✓ 0.00 0.00 40.00 NS ✓ 0.00 0.00 40.00 NB ✓ 0.00 0.00 40.00 WB ✓ 0.00 0.00 40,00 18 SB ✓ 0.00 0.00 40.00 EB ✓ 0.00 0.00 40.00 Accident Flows Intersection Leg Total entry flow Total exit flow Total circulating flow Motorcycles entry flow Motorcycles exit flow Motorcycles circulating flow Pedestrian flow (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 10110) (pads x 1000) NS 0.0W 0.000 0.000 0.000 0.000 0.000 0.000 10 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,ow 0.000 0,000 EB 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 17 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 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.0W 0.000 0.000 0.000 0.000 0.0W 0.000 18 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB U.O00 0.000 0.000. 0.000 01000 0.000 0.000 Accident Leg Results TOTAL Vehicle Pedestrian Entering circulating Approaching Single vehicle Other vehicle TOTAL VEHICLE TOTAL Intersection Leg (Accidentslyear) (Accidentslyear) (Accidentslyear) (Accidentslyear) (Accidentslyear) PEDESTRIAN (Accidentslyear) accidents accidents (Accidentslyear). index index NB 1.000 1.000 1.000 1_000 1.000 1.000 1 1.000 1.000 1.000 10 WS 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 WS 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0,000 0.000 17 Sa 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB R000 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 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 18 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 1.0W 1.000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 8 of 12 2027, PM Data Errors and Warnings Severity Aree Item Description Warning HCM Model D2-2027,.PM Demand Set 2:HCM models are most typically used with PHF tragic flow profiles and single time segments.Use of HCM models with other flow profiles is at the users own risk Warning HCM Model Intersection 17 One or more intersections use HCM methodologies.These methods are not associated with TRL.The usershould apply judgement when interpreting the results. Warning Queue variations Analysis Options Queue percentiles may be unreliable I the mean queue in any time segment is very low or very high. Intersection Network Intersections Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay(a) Intersection LOS 10 Mtn Vista HCM Roundabout NB,WB,SB,EB 10.03 B 17 untitled HCM Roundabout WB,SB,EB,NB 4.62 A 16 untitled HCM Roundabout NB,WB,SB,EB 5.03 A Intersection Network Driving side Lighting Network residual capacity(q) First leg reaching threshold I Network delay(a) Network LOS Right NounaUunknown 36 Intersection 10-Leg WB 7.63 A Traffic Demand Demand Set Details ID Scenario name Time Period name Traffic profile type Start time(HH:mm) Finish time(HH::mm) rime segment length(min) Run automatically D2 2027 PM PHF 00:00. 01:00 15 Demand overview(Traffic) Intersection Leg Linked leg Profile type Use 0-0 data Average Demand(Veh/hr) Scaling Factor I%) NB PHF ✓ 0 100.000 WB PHF ✓ 644 100.000 10 sa PHF ✓ 272 100.000 EB PHF ✓ 508 100.000 WS PHF ✓ 0 100.000 SB PHF ✓ 213 100.000 17 ES PHF ✓ 25 100.000 NS PHF ✓ 327 100,000 NS PHF ✓ 387 100,000 we PHF .! 0 100.000 18 SB PHF ✓ 235 100.000 ES PHF ✓ 40 100.000 Peak Hour Factor Data(Traffic) Intersection Leg Hourly volume(Veh/hr) Peak hour factor Peak time segment NB 0 0.92 SecondQuarter 10 WB 644 0.92 SecondQuarter SB 272 0.92 SecondQuarter ES 508 0.92 SecondQuarter WB 0 0.92 SecondQuarter 17 SB 213 0.92 SecondQuarter ES 25 0.92 SecondQuarter NB 327 0.92 SecondQuarter NB 387 0.92 SecondQuarter WB 0 0.92 SecondQuarter 18 sa 235 0.92 SecondQuarter EB 1 40 1 0.92 1 SecondQuarter Origin-Destination Data Demand(veh/hr) To WB SB ES NB Intersection 17 wB 0 0 0 0 From SB 0 0 2 211 EB 0 1 0 24 NB 0 290 37 0 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 9 of 12 Demand(Veh/hr) To NB We SB EB Intersection 18 NB 0 0 326 61 From We 0 0 0 0 SB 233 0 0 2 ES 39 0 1 0 Demand(Veh/hr) To NB WS SB EB Intersection 10 NB 0 0 0 0 From WE 0. 0 201 443 SB 0 132 0 140 EB 0 323 185 0 Vehicle Mix Truck data entry mode PCE Factor for a Truck(PCE) Truck Percentages 2.00 Heavy Vehicle To WB SB EB NB Intersection 17 We 2 2 2 2 From SB 2 2 2 2 ES 2 2 2 2 NS 2 2 2 2 Heavy Vehicle% To NB WB SB EB Intersection 18 NB 2 2 2 2 From WE 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Heavy Vehicle To NB WS SB EB Intersection 10 NB 2 2 2 2 From We 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Results Results Summary for whole modelled period Max 95th Demand Total Intersection Average De Intersection Leg Max Vic Ratio Max Delay(a) percentile Queue Max LOS a e De/hr Arrivals(Veh) (Veh) NB 0.00 0.00 -1 A 0 0 WB 0.64 12.05 4.8 B 644 644 10 SB 0.36 8.65 1.7 A 272 272 EB 0.47 8.21 2.6 A 508 508 WB 0.00 U0 -1 A 0 0 17 SB 0.18 4.27 0.6 A 213 213 EB 0.03 3.59 0.1 A 25 25 NB 0.26 4.93 1.1 A 327 327 NS 0.31 5.42 1.3 A 327 387 WB 0.00 0.00 -1 A 0 0 18 SB O:ZO 4.58 0:8 A 235 235 EB 0.04 3.82 0.1 A 40 40 Main Results for each time segment 00:00-00:15 Total Demand I Intersection circulating I Pedestrian Capacity Throughput Throughput Qusue95 Unsignallsed file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 10 of 12 Intersection Leg (Vehlhr) Arrivals(Veh) flow(Vehlhr) demand (VeWhr) V/C Ratio (VshBa) (exit side) (Veh) Delay(a) level of service (Pedlhr) (Vehlhr) NB 0 0 603 0.00 737 0.000 0 0 0.0 0.000 F WB 607 152 174 0.00 1129 0,538 607 429 3.3 9.522 A 10 SB 256 64 417 0.00 876 0.292 256 364 1.2 7.257 A EB 479 120 124 0.00 1189 0.403 479 549 2.0 7.067 A WB 0 0 309. 0.00 1001 0.000 0 0 0.0 0.000 F 17 SB 201 1 50 35 0.00 1305 0.154 201 274 0.5 1 4.029 A EB 24 6 199 0.00 1100 0.021 24 37 0.1 3.451 A NB 308 77 0.94 0.00 1352 0.228 308 221 0.9 4.587 A NB 365 91 1 0.94 1 0.00 1352 0.270 365 256 1.1 4.993 1A 18 WB 0 0 366 0.00 943 0.000 0 0 0.0 0.000 F SB 221 55 57 0.00 1274 0.174 221 308 0.6 4.286 A EB 38 9 219 1 0.00 1077 0.035 38 59 0.1 3.640 A 00:15-00:30 Total Demand Intersection Circulating Pedestrian Capacity Throughput Throughput queue95 Unsignalised Intersection Leg (Vehlhr) Arrivals(Veh) flow(Vehlhr) demand (Vehlhr) VIC Ratio (Veh/hr) (exit(Ve a do) (Veh) Delay(a) level of service NB 0 0 696 0.00 669 0.000 0 0 0.0 0.000 F W8 700 175 201 0.00 1098 0.638 700 495 4.8 12.053 B 10 SB 296 74 482 0.00 B20 0.361 296 420 1.7 8.651 A EB 552 138 143 0.00 1165 0.474 552 634 2.6 8.208 A WB 0 0 357 0.00 952 0.000 0 0 0.0 0.000 F 17 SB 232 58 40 0.00 1297 0.178 232 316 0.6 4.268 A EB 27 7 229 0.00 1066 0..026 27 42 0.1 3.594 A NB 355 89 1 0.00 1351 0.263 .355 255 1.1 4.927 A NB 421 105 1 0.00 1351 0.311 421 296 1.3 5.420 A WB 0 0 422 0.00 890 0.000 0 0 0.0 0.000 F 18 SB 255 64 66 0.00 1263 0.202 255 355 0:8 4.584 A EB 1 43 111 1253 0.00 1 1040 1 0.042 43 68 10.1 13.823 1A 00:30-00:45 Total Demand Intersection Circulating Pedestrian Capacity Throughput Throughput queue95 Unsignalised Intersection Leg (Vehlhr) Arrivals(Veh) flow(Vehlhr) Pedlh) (Vehlhr) VIC Ratio (Vehlhr) (exit(Ve side) (Veh) Delay(a) level of service NB 0 0 659 0.00 696 0,000 0 0 0.0 0.000 F 10 W8 663 166 190 0.00 1110 0.597 663 468 4.1 10.915 B SB 280 70 456 0.00 B42 0.332 280 397 1.5 8.052 A ES 523 131 136 0.00 1175 0.445 523 600 2.3 7.723 A WB 0 0 338 0.00 971 0.000 0 0 0.0 0.000 F 17 SB 1 219 55 38 0.00 1300 0.169 219 299 0.6 4.171 A EB 1 26 6 217 0.00 1079 0,024 26 40 0.1 3.536 A Ne 1 336 84 1 0.00 1351 0.249 336 242 1.0 4.789 A NB 398 100 1 0.00 1351 0.295 398 280 1.2 5.246 A WB 0 0 399 0.00 911 0.000 0 0 0.0 0,000 F 18 $B 242 60 83 0.00 1267 0.191 242 336 0.7 4.463 A EB 41 10 240 0.00 1054 0.039 41 65 0.1 3.749 A 00:45-01:00 Total Demand Intersection Circulating Pedestrian Capacity Throughput Throughput queue95 Unsignalised Intersection Leg (Vehlhr) Arrivals(Veh) flow(VeWhr) demand (VeWhr) VIC Ratio (Vehlhr) (exit side) (Veh) Delay(s) level of service (Pedlhr) (Vehlhr) NB 0 0 603 0.00 737 0.000 0 0 0.0 0.000 F 10 WB 607 152 174 0.00 1129 0.538 607 429 3.3 9.522 A SB 256 64 417 0.00 876 0.292 256 364 1.2 7.257 A ES 479 120 124 0.00 1189 0.403 479 549 2.0 7,067 A WB 0 0 309 0.00 1001 0.000 0 0 0.0 0.000 F 17 SB 1 201 50 35 0.00 1305 0.154 201 274 0.5 4.029 A EB 24 6 199 0.00 1100 0.021 24 37 0.1 3.451 A NB 1 308 77 0.94 0.00 1352 0.228 308 221 0.9 4.587 A NB 365 91 0.94 0.00 1352 0.270 365 256 1.1 4.993 A WS 0 0 366 0.00 943 0.000 0 0 0.0 0.000 F 18 SB 221 55 57 0.00 1274 0.174 221 308 0.6 4.286 A EB 38 9 219 0.00 1077 0.035 38 59 0.1 3.640 A Queue Variation Results for each time segment HCM: Lane Results Lane Results:00:00-00:15 HCM Destination Demand Throughput pedestrian Bow Conflicting flow Capacity queue95 Delay VIC Intersection Lag Lane legs (VeWhr) (Vehlhr) (Pedlhr) (Vehhr) (Vehlhr) (Veh) (a) Ratio LOS NB 1 NB,WB,SB,EB 0 0 0.00 603 723 0.00 4.98 0.00 A WB 1 NB,WB,SB,EB 607 607 0.00 174 1129 3.32 9.52 0.54 A 10 SB 1 NB,WB,SB,EB 256 256 0.00 417 876 1.22 7.26 0.29 A EB 1 NB,WB,SB,EB 479 479 0.00 124 1189 1.98 7.07 0.40 A WB 'I WB,SB,EB,NB 0 0 0.00 309 981 0.00 3.67 0.00 A 17 SB 1 NB,SB,EB,NB 201 201 0.00 35 1305 0.54 4.03 0.15 A EB I 1 WB,SB,EB,NB 1 24 24 0.00 199 1100 0.07 3.45 0.02 A file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 11 of 12 NB I 1 I WB,SB,EB,NB 1 308 1 3013 1 0.00 1 0.94 1 1352 1 0.88 1 4.59 1 0.23 1 A NB 1 NB,WB,SB,EB 365 365 0.00 0,94 1352 1.10 4.99 0.27 A 18 WS 1 NB,WB,SB,EB 0 0 0.00 366 925 0.00 3.89 0.00 A $B 1 NB,W8,SB,EB 221 221 0.00 57 1274 0.63 4.29 0.17 A EB 1 NB,WB,SB,EB 38 38 0.00 219 1077 0.11 3.64 0.04 A Lane Results:00:15-00:30 HCM Destination Demand Throughput Pedestrian flow Conflicting flow Capacity Queus95 Delay V/C Intersection Leg LOS Lane legs (Vehlhr) (Vehlhr) (Pedlhr) (Vehlhr) (Vehlhr) (Veh) (s) Ratio NB 1 NB,WB,SB,EB 0 0 0.00 696 656 0.00 5.49 0.00 A 10 We 1 NB,WB,SB,EB 700 700 0.00 201 1098 4.82 12,05 0.64 B SB 1 NB,WB,SB,EB 296 296 0.00 482 820 1.65 8.65 0.36 A EB 1 NB,WB,SB,EB 552 552 0.00 143 1165 2,61 8.21 0.47 A We 1 WB,SB,EB,NB 0 0 0.00 357 934 0.00 3.86 0.00 A 17 SB 1 WB,SB,EB,NB 232 232 0.00 40 1297 0.65 4.27 0.18 A EB 1 WB,SB,EB,NB 27 27 0.00 229 1066 0.08 3.59 0.03 A NS 1 WB,SB,EB,NB 355 355 0.00 1 1351 1.06 4.93 0.26 A NB 1 NB,WB,SB,EB 421 421 0.00 1 1351 1.34 5.42 0.31 A 18 WB 1 NB,WB,SB,EB 0 0 0.00 422 872 0.00 4.13 0.00 A SB 1 NB,WB,SB,EB 255 255 0.00 66 1263 0.76 4.58 011 A EB 1 NB,WB,SB,EB 43 43 0.00 253 1040 0,13 3.82 0.04 A Lane Results:00:30-00:45 Inten;eeflon Leg HCM Destination Demand Throughput Pedestrian flow Conflicting flow Capacity Queue95 Delay Vic Lane legs (Vehlhr) (Vehlhr) (Pedlhr) (Vehlhr) (Vehlhr) (Vah) (s) Ratio LDS NB 1 NB,WB,SB,EB 0 0 0.00 659 682 0.00 5.28 0.00 A 10 We 1 NB,WB,SB,EB 663 663 0.00 190 1110 4.14 10.91 0.60 B SB 1 N8,WB,SB,EB 280 280 0.00 456 842 1.46 8.05 0.33 A EB 1 NB,WB,SB,EB 523 523 0.00 1.36 1175 2.34 7.72 0.45 A We 1 WB,SB,EB,NB 0 0 0.00 338 962 0.00 3.78 0.00 A 17 SB 1 WB,SB,EB,NB 219 219 0.00 38 1300 0.61 4.17 0.17 A EB 1 WB,SB,EB,NB 26 26 0.00 217 1079 0.07 3.54 0.02 A NS 1 WB,SB,EB,NB 336 336 0.00 1 1351 0.99 4.79 0.25 A NB 1 NB,WB,SB,EB 398 398 0.00 1 1351 1,24 5.25 1 0.29 1A 18 We 1 NB,WB,SB,EB 0 0 0.00 399 893 0.00 4.03 0.00 A SB 1 NB,WB,SB,EB 242 242 0.00 63 1267 0.70 4.46 0.19 A EB 1 NB,WB,SB,EB 41 41 0.00 240 1054 0.12 3.75 0.04 A Lane Results:00:45-01:00 HCM Destination .Demand Throughput Pedestrian flow Conflicting flow Capacity Queue95 Delay VIC Intersection Leg hlhr LOS Lane legs (Ve (Vehlhr) (Pedlhr) (Vehlhr) (Vehlhr) (Veh) (s) Ratio NB 1 NB,WB,SB,EB 0 0 0.00 603 723 0.00 4.98 0.00 A 10 WB 1 NB,WB,SB,EB 607 607 0.00 174 1129 3.32 9:52 0.54 A SB 1 N8,WB,SB,EB 256 256 0.00 417 876 122 726 0,29 A EB 1 NB,WB,SB,EB 479 479 0.00 124 1189 1.98 7.07 0.40 A We 1 WB,SB,EB,NB 0 0 0.00 309 981 0.00 3.67 0.00 A 17 SB 1 WB,SB,EB,NB 201 201 0.00 35 1305 0.54 4.03 0.15 A EB 1 WB,SB,EB,NB 24 24 0.00 199 1100 0.07 3.45 0.02 A NS 1 WB,SB,EB,NB 308 308 0.00 0.94 1352 0.88 4.59 023 A NB 1 NB,WB,SB,EB 365 365 0.00 0,94 1352 1,10 4.99 0.27 A 18 WB 1 NB,WB,SB,EB 0 0 0.00 366 925 0.00 3.89 0.00 A SB 1 NB,WB,SB,EB 221 221 0.00 57 1274 0.63 4.29 0.17 A EB 1 NB,.WB,SB,EB 38 38 0.00 219 1077 0.11 3.64 0.04 A Accident Prediction Accident Parameters Intersection Leg Use geometries from capacity? Entry path radius(ft) Approach radius(ft) Angle to next leg(099) Yellow liars NB ✓ 0.00 0.00 40.00 WS ✓ 0.00 0.00 40.00 10 se ✓ 0.00 0.00 40.00 ES ✓ 0.00 0.00 40.00 WB ✓ 0.00 0.00 40.00 SB ✓ 0.00 0.00 40.00 17 EB ✓ 0.00 0.00 40.00 NB ✓ 0.00 0.00 40.00 NS ✓ 0.00 0.00 40.00 We 1 0.00 0.00 40.00 18 SB ✓ 0.00 0.00 40,00 EB ✓ 0.00 0.00 40.00 Accident Flows Intersection Leg Total entry flaw Total exit flow Total circulating flow Motorcycles entry flow Motorcycles exit flow Motorcycles circulating flow Pedestrian flow (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (pods x 1000) NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Wa 0.000 0.000 0.000 0.000 0.000 0.000 0,000 10 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 ES 0.000 0.000 0,000 0.000 0.000 0.000 0.000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 12 of 12 we 1 0.000 0.000 0.000 0.000 0.000 0.000 0.000 17 SB 1 0.000 0.000 0.000 0.000 UA00 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 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 18 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EB 0.000 0.000 0.000 0.000 U00 0.000 0.000 Accident Leg Results Entering circulating Approaching Single vehicle Other vehicle TOTAL VEHICLE TOTAL TOTAL Vehicle Pedestrian Intersection Leg (Accidentslyear) (Accidentslyear) (Accidentslyear) (Accidentslyear) (Accidentslyear) PEDESTRIAN (Accidents/year) accidents accidents (Accidents/year) index index 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 10 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 We 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1T 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 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11000 1.000 WB 1.000 1.000 1.000 1..000 1.000 1.000 1.000 1.000 1.000 18 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 ES 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 file:///C:/Users/j ay.vonahsen/AppData/Local/Temp/Giddings%200ps%2OAnalysls%20for... 9/10/2024 Page 1 of 18 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 trisoflware.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 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:9/10/2024 7:08:10 PM »2045,AM »2045,PM Summary of intersection performance AM PM 95% Network 95% Net. Set Queue Queue Delay V1C LOS Intersection Intersection Residual Set Queue Queue Delay V/C LOS Intersection Intersection Residual ID (Veh) (Veh) (s) Ratio Delay(s) LOS Capacity ID (Veh) (Veh) (s) Ratio Delay(s) LOS Capacity 2045 Intersection Al-Leg NIS 0.9 1.4 6.35 0.47 A 7.5 39.4 27.73 0.91 D Intersection Al-Leg WB 0.2 0.5 5.03 0.14 A 6.57 A 0.2 0.5 6.94 0.13 A 2013 C Intersection Al-Leg SB 0.9 1.4 7.27 0.49 A 0.6 2.0 6.56 0.38 A Intersection At-Leg ES 0.4 1.3 6.42 0.27 A 02 0.5 5.18 0.16 A Intersection A2-Leg NB 0.6 2.0 5.33 0.37 A 5.6 29.8 21.93[0.72 C Intersection A2-Leg We 0.1 0.5 4.80 0.13 A 9.16 A 0.1 0.5 6.93 A 15.60 C Intersection A2-Leg SIB 2.5 9.6 11 S7 0.73 B 12 1.7 7.52 A Intersection A2-Leg ES 0.1 0.5 5.75 0.05 A 0,0 0.5 4.89 A Intersection 10-Leg NS Gi 0.9 1.5 5.61 0.48 A 6% 2.5 6.6 8.85 A 1Intersection 10-Leg WB D1 0.6 2.1 3.09 0.36 A 6.00 A 2.8 9.0 9.59 A Intersection 10-Le SB 2.3 4.6 7.32 0.70 A D18-Leg D2 14 1.8 6.67 A 8A7 A [Intersection 9 18-Leg Al-Leg Intersection 10-Leg EB 1.6 2.0 7.93 0.63 A SBi 1.1 1.5. 5.44 0.53 A NBl Intersection 17-Leg NB GI 0.6 1.9 5.42 0.38 A 1.8 3.5 9.36 0.65 A Intersection 17-Leg WB Ti 0.0 -1 0.00 0.00 A 5.62 A 0.0 -1 0.00 0.00 A 7.89 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 1 4.01 1 0.01 A Intersection 18-Leg NB 0.3 1.4 2.63 0.26 A 1.7 3.2 5.24 0.63 A Intersection l8-Leg WB 0.1 0.5 4.92 0.09 A 0.1 0.5 9.19 0.11 A 15.83 C 6.47 A Intersection 18-Leg SB 6.3 32.8 25.37 0.89 D 1 A 2.1 8.92 0.60 1 A Intersection 18-Leg EB 0.4 1.4. 8.65 0.28 A 0.1 0.5 5.38 0.11 1 A There are warnings associated with one or more model runs-see the'Data Errors and Wamings'tables for each Analysis or Demand Set. Values shown ale 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 File Description Title Location Site number Date 4/8/2024 Version Status (new file) Identifier Client Jobnumber Analyst IOMLEY-HORN\jay.vonahsen Description Units 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 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 2 of 18 it r, r s1 m' A F7 I 1-- Y �E �. i u w oncv The intersection diagram reflects the last run of Intersections. Analysis Options Calculate Calculate Show lane Show all Calculate Residual Average Queue Max number of Vehicle VIC Ratio Use iterations with Queue Mailed queues in PI stream residual capacity Delay threshold kerations for I (ft) Percentiles Threshold HCM roundabouts queueing delay feet I metres imercePts capacity criteria type threshold(s) (PCB roundabouts 18:66 ✓ ✓ Delay 0.65 36.00 20.00 500 Demand Set Summary ID Scenario name Time Period name I Traffic profile type Start time(HH:mm) Finish time(HH:mm) Time segment length(min) Run automaticalty D1 2045 AM PHF 0000 01:00 1.5 ✓ D2 2045 PM PHF 00:00 01:00 15 Analysis Set Details ID I Include in report Network flow scaling factor(%) Network capacity scaling factor(%). Al 1 100.000 100.000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 3 of 18 2045, AM Data Errors and Warnings Severity Area Item Description Warning Geometry Intersection 18-Leg - Roundabout Geometry Effective flare length is over 10011,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. Intersection 10-Leg WB- Warning Geometry Roundabout Geometry Effective flare length is over 100ft,which is outside the normal range.Treat capacities with increasing caution. Warning. Geometry Intersection 10-Leg SS- Effective flare length is over 100ft,which is outside the normal range..Treat capacities with increasing caution. Roundabout Geometry Warning Geometry Intersection 10-Leg ry - 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- Roundabout accident prediction:Angles between legs expected to sum to 360 degrees. Accident Parameters Warning Linked Roundabout Intersection Al-Leg NB If the distance between linked intersections is small,results should be treated with caution.The linked intersections will be modelled as $aparate 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 I Queue variations I Analysis Options. Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high. Intersection Network Intersections Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay(a) Intersection LOS Al 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 6.00 A 17 untitled Standard Roundabout NB Gi,WB Ti,SB Gi,EB Ti 5.62 A 18 untitled Standard Roundabout NB,WB,SB,EB 15.83 c Intersection Network Driving side Lighting Network residual capacity(%) First leg reaching threshold Network delay(a)I Network LOS Right Normal/unknown 6 Intersection 18-Leg SB 8.42 1 A Legs Legs Intersection Leg Name Description NoyleWgne NB NB We WB Al SB SB ES EB NB NB WB WB A2 SB SB ES EB NB Gi NB Giddings We WB 10 SB SB ES EB NB Gi NB Giddings Will Tn WBTimberline 17 SB Gi SB Giddings EB Ti EB Timberline NB NB WB WB 18 SB SB EB EB Roundabout Geometry Intersection Leg V-Approach road haWwidth E.-Entry width P-Effective flare length R-Entry radius D-Inscribetl ciict(entry)angle Entry Exit (it) (ft) (it) (ft) (ft)rcle diameter PHI conflict (deg) only only NB 12.00 13.00 65.0 70.0 150.0 25.0 Al We 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 NB 12.00 1100 65.0 70.0 150.0 25.0 A2 WB 12,00 13.00 1 65.0 70.0 150.0 25.0 SB 12.00 13.00 65.0 70.0 150.0 25.0 -E13 12.00 13.00 65.0 70.0 150.0 25.0 NB 24.00 26.00 135.0 70.0 175.0 25.0 Gi 10 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 -Es 24.00 26.00 135.0 1 70.0 1 175.0 1 25.0 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 4 of 18 NB 12.00 13.00 65.0 70.0 150.0 25.0 Gi 17 WB 12.00 13.00 65.0 70.0 150.0 25.0 Ti 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 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 18 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 Bypass Intersection Leg Leg has bypass Bypass utilisation(%) NB WB Al SB EB NB WB A2 SB EB NS G1 WB ✓ 100 10 SB EB NB Gi WB TI 17 SB Gi EB TI Ne ✓ 100 18 WB SB EB Slope I Intercept I Capacity Leg Intercept Adjustments Intersection Leg Type Reason Percentage intercept adjustment(%) NB Percentage 90.00 Al WB Percentage 90.00 SS Percentages 90.00 EB Percentage 90.00 NB Percentage 90.00 A2 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 NB Gi Percentage 90.00 10 WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 NB Gi Percentage 90.00 17 WB Ti Percentages 90.00 SS Gi Percentage 90.00 EB Ti Percentage. 90.00 NB Percentage 90.00 1S WB Percentage 90.00 SB Percentage 90.00 EB Percentage 90.00 Roundabout Slope and Intercept used in model Intersection Leg Final slope Final intercept(PCEIhr) NB 0.538 1099 Al WB 0.538 1099 SB 0.538 1099 EB 0.538 1099 NB 0.538 1099 A2 WB 0.538 1099 SB 0.538. 1099 EB 0.538 1099 NB Gi 0.735 2198 10 WB 0.735 2198 SB 0.735 2198 ES 0.735 2198 NB Gi 0.538 1099 17 Vila Ti 0.538 1099 SB Gi 0.538 1099 EB Ti 0.538 1099 Ne 0.713 1909 WB 0.538. 1099 18 SB 0.538 1099 ES 0.538 1099 The slope and intercept shown above include any corrections and adjustments. file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 5 of 18 Traffic Demand Demand Set Details ID I Scenario name Time Period name Traffic profile type Start time(HH:mm) Finish time(HH:mm) Time segment length(min) Run automaticall 7Dt 20 45 AM PHF 00:00 01:00 16 ✓ Linked Leg Data Intersection Leg Feeding Intersection Feeding.Leg Link Type Flow source Uniform flow(Velrlhr) Flow multiplier(Yo) Interoal storage space(POE) Al NB A2 SB Simple(vertical queueing) Normal 0 1 100.00 A2 SB Al NB Simple(vertical queueing) Normal 0 1 100.00 Demand overview(Traffic) Intersection Leg Linked leg Profile type Use O-D data Average Demand(Vehlhr) Scaling Factor( ) NB ✓ WB PHF ✓ 108 100.000 Al SB PHF ✓ 434 100.000 EB PHF ✓ 193 100.000 NB PHF ✓ 364 100.000 WB PHF ✓ 104 100.000 A2 SB ✓ EB PHF ✓ 30 100.000 NBGt PHF ✓ 552 100.000 WB PHF ✓ 854 100.000 10 SB PHF ✓ 1043 100.000 EB PHF ✓ 691 100.000 NB Gi PHF ✓ 380 100.000 17 WB Ti PHF ✓ 0 100.000 SB Gi PHF ✓ 422 100.000 EB Ti PHF ✓ 12 100.000 NB PHF ✓ 460 100.000 We PHF ✓ 70 100.000 is SB PHF ✓ 830 100.000 EB PHF ✓ 150 100.000 Peak Hour Factor Data(Traffic) Intersection Leg Hourly volume(Vehlhr) Peak hour factor Peak time segment NB Al WE 108 0:92 SecondQuarter SB 434 0.92 SecondQuarter ES 193 0.92 SecondQuarter NB 364 0.92 SecondQuarter we 104 0.92 SecondQuarter A2 SB EB 30 0.92 SecondQuarter NS Gi 552 0.92 SecondQuarter We 854 0.92 SecondQuarter 10 SB 1043 0.92 SecondQuarter EB 1 691 0.92 SecondQuarter NS Gi 380 0.92 SecondQuarter 17 we Ti 0 0.92 SecondQuarter SS Gi 422 0.92 SecondQuarter EB Ti 12 0.92 SecondQuarter NB 460 0.92 SecondQuarter we 70 0:92 SecondQuarter 18 830 0:92 Second te I. uar L. 15r0 0.92 SecordQuarQrte r Origin-Destination Data Demand(Veh/hr) To NB Gi we Ti SB Gi EB Ti Intersection 17 NB Gi 0 0 375 5 From We TI 0 0 0. 0 SB Gi 420 0 0 2 EB Ti 10 0 2 0 Demand(Veh/hr) To NB we SB EB Intersection Al NB 0 43 275 70 From We 95 0 1 12 SB 432 0 0 2 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 6 of 18 EB 1193 0 I 0 I 0 Demand(Veh/hr) To NB WB SO ES Intersection A2 NB 0 6 358 0 From WB 0 0 104 0 $B 783 0 0 0 ES 19 2 9 0 Demand(Veh/hr) To NO WB �11 EeIntersection 18 NB 0 20 35From WB 55 0 10SB 805 5 20 EB 120 10 2p 0 Demand(Veh/hr) To NB Gi WB SO ES Intersection 10 NB Gi 0 181 291 80 From WS 227 0 262 365 SO 488 483 0 72 EB 25 601 65 0. Vehicle Mix Truck data entry mode PCE Factor for a Truck(PCE) Truck Percentages 2.00 Heavy Vehicle To NB Gi WB Ti SB Gi EB Ti Intersection 17 NO Gi 2 2 2 2 From WB Ti SO Gi 2 2 2 2 ESTi 2 2 2 2 Heavy Vehicle To NB WB SO EB Intersection Al NO 2 2 2 2 From WB 2 2 2 2 SO 2 2 2 2 EB 1 2 2 2 2 Heavy Vehicle To NB WS SO ES Intersection A2 NS 2 2 2 2 From WB 2 2 2 2 SO 2 2 2 2 ES 2 2 2 2 Heavy Vehicle To NO WB S O Intersection 18 NO 2 2 From WB 2 2 SB 2 2 ES 2 2 2 2 Heavy Vehicle To Intersection 10 NO GI WS SO EB From NS Gi 2 2 2 2 WB 2 2 2 2 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 7 of 18 SB 1 2 1 2 2 2 EB 1 2 1 2 2 2 Results Results Summary for whole modelled period Max95th Average Demand Total Intersection Intersection Leg Max VIC Ratio Max Delay(a) Max Queue(Veh) percentile Queue Max LOS (Veh) (Vehlm) Arrivals(Veh) NB 0.47 6.35 0.9 1.4 A 470 470 W Al B 0.14 5.03 0.2 0.5 A 108 108 SB 0.49 7.27 0.9 1A A 434 434 EB 0.27 6.42 0.4 1.3 A 193 193 NB 0.37 5.33 0.6 2.0 A 364 364 WB 0.13 4.80 0.1 0.5 A 104 104 A2 SB 0.73 11.87 2.5 9.6 B 719 719 EB 0.05 5.75 0.1 0:5 A 30 30 NB Gi 0.48 5.61 0.9 1.5. A 552 552 via B 0.36 3.09 0.6 2.1 A 854 592 Be 0.70 7.32 2.3 4.6 A 1043 1043 EB 0.63 7.93 1.6 2.0 A 691 691 NB Gi 1 0.38 5.42 0.6 1.9 A 380 380 17 WB Ti 1 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 NB 0.26 2.63 0.3 1.4 A 460 440 WB 0.09 4.92 0.1 0.5 A 70 70 18 SB 0.89 25.37 6.3 32.8 D 830 830 EB 0.28 8.65 0.4 1.4 A 150 150 Main Results for each time segment 00:00-00:15 Total Intersection Intersection Bypass Bypass Circulating Throughput Start End Unsignalised Capacity VIC Throughput Intersection Leg Demand demand Arrivals demand exit flow flow (exit side) queue queue Delay(s) level of (Vehlhr) (Vehlhr) (Veh) (Veldhr) (Vehlhr) (Vehlhr) (Vehmr) Ratio (Vehlhr) (Veh/hr) (Veh) (Veh) service NB 441 110 0 1077 0.410 439 674 0.0 0.7 5.615 A Al 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 ES 1B2 45 493 812 0224 181 92 0.0 0.3 5.694 A NB 343 86. 10 1072 0.320 341 685 0.0 0.5 4.917 A A2 WB 98 24. 344 892 0.110 97 7 0,0 0.1 4.527 A Be 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 NB 520 520 130 0 0 1076 1363 0.381 518 694 0.0 0.6 4.246 A Gi 10 WB 804 558 139 247 0 409 1854 0.301 556 1185 0.0 0:4 2.770 A SB 983 983 246 0 247 631 1690 0.581 977 334 0.0 1.4 5.009 A EB 651 651 163 0 0 1 1123 1329 0.490 647 485 0.0 0.9 5.251 A NB 358. 89 2 1076 0.333 356 403 0.0 0.5. 4.987 A Gi We 0 0 358 884 0.000 0 0 0.0 0.0. 0.000 A TI 17 SB 398 99 5 1075 0.370 395 353 0.0 0.6 5.281 A Gi EB 11 3 393 865 0.013 11 7 0.0 0.0 4.214 A TI NS 433 414 104 19 0 33 1849 0224 413 910 0.0 0.3 2.505 A WB 66 66 1 16 0 19 432 845. 0.078 66 14 0.0 0.1 4.619 A 18 SB 782 782 1 195 0 0 1 94 1027 0.762 770 404 00 3:0 13.462 B EB 141 141 1 35 0 0 803 645. 0.219 140 61 0.o 0.3 7.115 A 00:15-00:30 Total Intersection Intersection Bypass Bypass Circulating Capacity VIC Throughput Throughput Start End Unsignalised Intersection Leg Demand demand Arrivals demand exit flow now (exit side) queue queue Delay(a) level of (Vehlhr) (Vehlhr). (Veh) (Vehlhr) (Vehlhr) (Vehlhr) (Vehlhr) Ratio (Vehlhr) (Vehmr) (Veh) (Veh) service NB 511 128 0 1077 0.475 511 781 0.7 0.9 6.345 A Al we 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 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 NB 600 600 150 0 0 1245 1239 0.484 599 802 0.6 0.9 5.608 A GI 10 WB 928 643 161 285 0 473 1807 0.356 643 1371 0.4 0.6 3.091 A SB 1134 1134 283 0 285 730 1618 0.701 1130 386 1.4 2.3 7.324 A EB 751 751 188. 0 0. 1299 1200 0:626 748 561 0.9 1.6 7.929 A file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 8 of 18 NO Gi 413 103 2 1076 0.384 413 467 0:5 0:6 5.424 A WB 0 0 415. 854 0.000 0 0 0.0 0.0. 0.000 A Ti 17 SB 459 115 5 1074 OA27 458 409 0.6 0.7 5.837 A Gi EB 13 3 456 832 0.016 13 8. 0.0 0.0 4.396 A Ti NB 500 478 120 22 0. 38 1845 0.259 478 1052 0.3 0.3 2.633 A we 76 76 19 0 22 500 808 0.094 76 16 0.1 0.1 4.917 A 18 SB 902 902 226 0 0 109 1019 0.686 889 467 3.0 6.3 25.370 D EB 163 163 41 0 0. 927 578 0.282 163 70. 03 0.4 8.655 A 00:30-00:45 Total Intersection Intersection Bypass Bypass Circulating Throughput start End Unsignalised capacity ati Throughput Intersection Leg Demand tlemand Arrivals demand exit flow flow (exit side) queue queue Delay(s) level of (Veh/hr) (Veh/hr) (Veh) (Veh/hr) (Vehlhr) (Veh/hr) (Vehlhr) Ratio (Vahlhr) (Veh/hr) (Veh) (Veh) service NB 485 121 0 1077 OA50 485 741 0.9 0.8 6.086 A WS 111 28 431 845 0.132 ill 54 0.2 0.2 4.907 A Al SB 447 112 198 971 0.460 447 345 0.9 0.9 6.879 A ES 199 50 543 785 0.253 199 102 0.4 0.3 6.142 A NO 375 94 11 1071 0.350 375 762 0.6 R5 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 25 2.3 10.800 B ES 31 8 742 678 0.046 31 0 0.1 0.0 5.566 A NB 568 568 142 0 0 1184 1284 0.442 569 762 0.9 0.8 5.036 A Gi 10 WB 879 609 152 270 0 449 1824 0.334 609 1304 0.6 0.5 2.965 A SB 1073 1073 268 0 270. 692 1646 0.652 1075 367 2.3 1.9 6.323 A EB 711 711 178 0 0 1234 1247 0.570 712 532 1.6 1.3 6.747 A NB 391 98 2 1076 0.363 391 443 0.6 0.6 5.258 A Gi .. WB 0 0 393 865 0.000 0 0 0.0 0:0 0.000 A Ti 17 SB 434 109 5 1074 OA04 434 388 0.7 0:7 5.627 A GI EB 12 3 432 844 0.015 12 7' '0.0 0.0. 4.326 A TI NB1 473 1 453 1 113 1 21 1 0 1 38 1 1646 1 0.245 1 453 1 1011 1 03 1 0.3 1 2.583 1 WB 72 72 18 0 21 473 822 0.088 72 15 0.1 CIA 4.800 A 18 SB 654 854 214 0 0. 103 1022 0.836 857 443 6.3 5.5 22.463 C EB 154 154 39 0 0 893 597 0259. 154 67 0.4 0.4 8.148 A 00:45-01:00 Total Intersection Intersection Bypass Bypass Circulating Throughput Start End Unsignalised Intersection Leg Demand demand Arrivals demand exit flow flow Capacity Vic Throughput (snit side) queue queue Delay(a) level of (Veh/hr) (Veh/hr) (Veh) (Veh/hr) (Veh/hr) (Veh/hr) (Vehmr) Ratio (Vehmr) (Veh/hr) (Veh) (Veh) service NB 444 ill 0 1077 OAl2 445 679 0.8 0.7 5.897 A Al 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 0225 182 93 0.3 0.3 5.739 A NB 343 86 10 1071 0.320 343 699 0.5 0.5 4.946 A we 98 24. 346 691 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 NO 520 520 130 0 0 1085 1357 0383 521 698 0.8 0.6 4.310 A Gi 10 WB 804 558 139 247 0 411 1852 0.301 558 1194 0:5 0A 2.782 A SB 983 983 246 0 247 633 1689 0.582 985 336 1.9 1.4 5.128 A EB 651 651 163 0 0 1131 1323 0.492 652 487 1.3 1.0 5.380 A NB 358 89 2 1076 0.333 358 405 0.6 0.5. 5.017 A Gi WB 0 0 360. 883 0.000 0 0 0.0 0.0. 0.000 A T 17 SB 398 99 5 1075 0.370 398 355 0.7 0.6 5.325 A Gi .. EB 11 3 396 864 0.013. 11 7 0.0 0.0 4.221 A Ti NO 433 414 104 19 0 33 1848 0224 415 932 0.3 0.3 2.512 A WS 66 66 16 0 19 434 844 0.078 66 14 0.1 0.1 4.630 A 18 SB 782 782 195 0 0 94 1026 0.762 791 405 5.5 3.4 15.784 C EB 141 141 35 0 0 823 634 0.223 142 61 0.4 0.3 7.316 A Queue Variation Results for each time segment 00:00-00:15 Intersection Leg Mean QOS Q50 090 Q95 Percentile Marker Probability of reaching or exceeding Probability of exactly reaching (Veh) (Veh) (Veh) (Veh) (Veh) message message marker marker NO 0.69 0.21 0.93 1.39 1.44 N/A N/A Al WB 0.13 0.00 0.00 0.13 0.13 N/A N/A S9 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 WA NO 0.47 0.00 0.00 0.47 0.47 N/A N/A A2 WB 0.12 0.00 0.00 0.12 0.12 1 N/A N/A SB 1 1.63 0.08 1.09 3.57 4.90 1 N/A N/A EB 004 0.03 0.25 1.41 1.. N/A N/A NB Gi 0.61 0.10 0.83 1.37 1..43 WA N/A file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 9 of 18 WB 0.43 0.00 1 0.00 0.43 0.43 1 N/A N/A 10 SB 1.37 0.06 0.76 3.13 4.59 N/A N/A EB 0.95 0.08 0.86 1.62 1.97 N/A N/A NB Gi 0.49 0.00 0.00 0.49 0.49 N/A N/A 17 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 lb 0.01 0.01 0.25 0.45 0.48 N/A N/A NB 0.29 0.00 0.00 0,29 0.29 N/A N/A WB. 0.08 0.03 0.26 0.46 0.49 N/A N/A 18 SB 3.00 0.08 1.35 7.70 1120. N/A N/A EB 0.28 0.00 0.00 0.28 0.28 N/A N/A 00:15-00:30 Intersection Leg Mean 005 050 090 G95 Percentile Marker Probability of reaching or"matting Probability of exactly reaching (Veh) (Veh) (Veh) (Veh) (Veh) message message marker marker 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 Al SB 0.94 0.03 0.26 0.94 0.94 WA N/A EB 0.37 0.03 0.25 0.46 0.48 N/A N/A NB 0.58 0.03 0.25 0.58 0.58 N/A N/A A2 WB 0.15 0.03 1 0.26 0.46 1 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 NBGi 0.93 0.03 0.26 0.93 0.93 N/A N/A 10 WB 0.55 0.03 0.25 0.55 0.55 WA N/A SB 2.28 0.03 0.27 2.28 3A6 N/A N/A EB 1.64 0.03 0.27 1.64 1.64 N/A N/A NBGi 0.62 0.03 0.25 0.62 0.62 N/A N/A WB 0.00 0.00 0.00 0.00 000 N/A N/A 17 Ti SB Gi 0.74 0.03 0.25 0.74 0.74 NIA N/A EB Ti 0.02 0.00 0.00 0.02 0.02 N/A N/A NB 0.35 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 18 Sa 6.30 0.05 0.45 17.68 32.76 N/A N/A EB 1 0.39 1 0.03 1 0.26 1 0.46 1 0.48 1 1 1 N/A N/A 00:30-00:45 Intersection Leg Mean 005 Q50 Q90 Q95 Percentile Marker Probability of reaching or exceeding Probability of exactly reaching (Veh) (Veh) (Veh) (Veh) (Veh) message message marker marker NB 0.83 0.03 0.27 0.83 1.25 N/A N/A Al 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 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 WA N/A SB 2.27 1 0.03 0.27 1 2.27 2.27 1 N/A N/A EB 0.05 0.00 0.00 0.05 0.05 N/A N/A NB Gi 0.80 0.03 0.27 0.80 1.25 N/A N/A 10 WS 0.50 0.03 0.28 0.95 2.10 N/A N/A SB 1.91 0.03 0.26 1.91 1.91 N/A N/A EB 1.35 0.03 0.26 1.35 1.35 N/A N/A NB Gi 0.58 0.03 0.28 0.58 1.87 WA N/A WB 0.00 0.00 0.00 0.00 0.00 N/A. WA 17 Ti 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 NB 0.33 0.03 0.31 1.14 1.44 WA N/A WB 0.10 0.00 0.00 0.10 0.10 N/A N/A 18 SB 5.55 0.03 0.31 6.26 25.99 N/A N/A EB 0.35 0.03 0.30 1.17 1.42 N/A N/A 00:45-01:00 Intersection Leg Mean Q05 050 090 G95 Percentile Marker Probability of reaching or exceeding Probability of exactly reaching (Veh) (Veh) (Veh) (Vah) (Veh) message message marker marker NB 0.71 0.28 0.95 1.39 1.45 N/A N/A Al WS 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 NIA N/A EB 0.29 0.00 0.00 0,29 0.29 N/A N/A NS 0.47 0.00 0.00 0.47 0.47 WA N/A WS 0.12 0.00 0.00 0.12 0.12 N/A N/A A2 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 NB Gi 0.63 0.55 1.00 1.40 1.45 WA N/A 10 WB 0.43 0.00 0.00 0.43 0.43 N/A N/A Se 1.41 0.08 1.05 2.83 3.83 N/A N/A EB 0.98 0.10 0.94 1.54 1.87 N/A N/A NBGi 0.50 0.50 1.00 1.40 1.45 N/A N/A WS 0.00 0.00 0.00 0.00 0.00 N/A WA 17 71 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 WA NB 0.29 0.00 0.00 0.29 0.29 N/A N/A file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 10 of 18 We 0.09 0.00 1 0.00 1 0.09 1 0.09 1 1 1N/A N/A is SO 3.39 0.04 0.36 8.15 18.17 N/A N/A EB 0.29 0.00 0.00 0.29 0.29 N/A N/A Accident Prediction Accident Prediction Options Intersection Accident prediction type Intersection Environment Central Island Diameter(it) Al None 13.12 A2 None 13.12 10 None 13.12 17 Simple(100) Urban 60.00 18 None 13.12 Accident Parameters Intersection Leg Use geometries from capacity? Entry path radius(it) Approach radius(ft) Angle to next leg(Deg) Yellow bare NO ✓ 0.00 0.00 40.00 Vila ✓ 0.00 0.00 40.00. At SO ✓ 0.00 0.00 40.00 EB ✓ 0.00 0.00 40.00 NO .! 0.00 0.00 40.W WB ✓ 0.00 0.00 40.00 A2 aB .✓ 0.00 0.00 40.00 Ea ✓ 0.00 0.00 40.00 NB GI ✓ 0.00 0.00 40.00 WB ✓ 0.00 0.00 40.00 10 SO 1 0.00 0.00 40.00 EB ✓ 0.00 0.00 40.00 NB GI ✓ 0.00 0.00 40.00 WE Ti ✓ 0.00 0.00 40.00. 17 SO Gi ✓ 0.00 0.00 40.00 EB Ti ✓ 0.00 0.00 40.00 NO ✓ 0.00 0.00 40.00 WB ✓ 0.00 0.00 40.00 1s SO ✓ 0.00 0.00 40.00 ES ✓ 0.00 0.00 40.00. Accident Flows Intersection Leg Total entry flow Total exit flow Total circulating flow Motorcycles entry flow Motorcycles exit flow Motorcycles circulating flow Pedestrian flow (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1D00) (AADT x 1000) (pads x 1000) NO 0.000 0.000 0.000 0.000 0.000 0.000 0.000 A7 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 so 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 NO 0.000 0.000 0.000 0.000 0.000 0.000 0.000 WB 0.000 0.000 R000 0.000 0.000 0.000 0.000 se 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 01000 NO 0.000 0.000 0.000 0.000 0.000 0.000 0.000 GI 10 WB 0.000 0.000 R000 0.000 0.000 0.000 0.000 SO 0.000 0.000 0.000 0.000 0.000 0.000 0.Wo EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000. NO 0.000 0.000 0.000 0.000 0.000 0.000 0.000 GI WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000. Tt 17 SO 0.000 0.000 0.000 0.000 0.000 0.000 0.000 GI ES 0.000 0.000 0.000 0.000 0.000 OA00 0.000 Ti 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 1 0.000 0.000 18 SO 0.000 0.000 0.000 0.000 0.000 0.000 0.000 ES 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Accident Leg Results Entering circulating Approaching Single vehicle Other vehicle TOTAL VEHICLE TOTAL PEDESTRIAN TOTAL Vehicle Pedestrian Intersection Leg (Accidentslyew) (Accidentslyear) (Accidentslyear) (Accidents/year) (Accidents/year) (Accidents/year) (Accidents/year) accidents accidents index index NO 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Al WB 1.000 1.000 1.000 1..000 1.000 1.000 1.000 1.000 1.000 SO 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 NO 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 A2 WB 1.000 1.000 1.000. 1.000 1.000 1.000 1.000 1.000 1.000 SO 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 Gi NB 1.000 1.000 1.000 1.000 1.000 1,000 1.000 1.000 1.000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 11 of 18 WB 1.000 1.000 1:000 1,000 1,000 1.000 1.000 1.000 1.000 10 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000. 1.000 ES 1.000 1.000 1.000 1.000 1.000 1,000 1.000 1.000 1.000 NB 0.000 0.000 0.000 0.000 0,000 0.000 0.000 0.000. 0.000 GI WB n 0,0 0.000 0.000 0.000 0.000 0.000 00 0.000 0.000 0.000 v SB 0.000 0.000 0000 0.000 0.000 0.000 0.000 0.000 0.000 Gi EB 0.000 6.000 0.000 0.000 0,000 0.000 0.000 0.000 0.000 n NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 WB 1.060. 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1_000 18 $B 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 1000 1.000 1.000 1.000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 12 of 18 2045, PM Data Errors and Warnings Severity Area Item Description Wareing Geometry Intersection 18-Leg - Roundabout Geometry Effective flare length is over 10011,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. Intersection 10-Leg WB- Warning Geometry Roundabout Geometry Effective flare length is over 100ft,which is outside the normal range.Treat capacities with increasing caution. Warning. Geometry Intersection 10-Leg SS- Effective flare length is over 100ft,which is outside the normal range..Treat capacities with increasing caution. Roundabout Geometry Warning Geometry Intersection 10-Leg ry - 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- Roundabout accident prediction:Angles between legs expected to sum to 360 degrees. Accident Parameters Warning Linked Roundabout Intersection Al-Leg NB If thedistance 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 Linkedjunctions Intersection Al 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 Ilnked 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 maybe unreliable if the mean queue in any time segment is very low or very high. Intersection Network Intersections Intersection Name Intersection type Use circulating lanes Leg order Intersection Delay(a) Intersection LOS All 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 8.07 A 17 untitled Standard Roundabout NB Gi,WB Ti,SB Gi,EB T 7.89 A 18 untitled Standard Roundabout NB,WB,SB,FB 6.47 A Intersection Network Driving side I Lighting Network residual Capacity(°h) First leg reaching threshold Network delay(a)I Network LOS Right I Normal/unknown 1 Intersection Al-Leg NB 10.76 1 B Traffic Demand Demand Set Details ID I Scenario name Time Period name Traffic profile type Start time(HH:mm) Finish time(HH:mm) Time segment length(min) Run automatimily D2 1 2045 PM PHF 00:00 01:00 15 ✓ Linked Leg Data Intersection Leg Feeding Intersection Feeding.I- Link Type Flow source Uniform flow(VoWhr) Flow multiplier(%) Internal storage space(PCE) Al NB A2 SB Simple(vertical queueing) Normal 0 100.00 A2 SB Al NB Simple(vertical queueing) Normal 0 1 100.00 Demand overview(Traffic) Intersection Leg Linked leg Profile type Use O40 data Average Demand(Vahlhr) Scaling Factor(%) NB ✓ We PHF ✓ 73 100.000 Al 8B PHF ✓ 307 100.000 EB PHF ✓ 118 100.000 NB PHF ✓ 846 100.000 WB PHF ✓ 63 100.000 A2 SB ✓ ES PHF ✓ 31 100.000 NB G1 PHF ✓ 952 100.000 WB PHF ✓ 1349 100.000 10 SB PHF ✓ 713 100.000 EB PHF ✓ 683 100.000 NB Gi PHF ✓ 640 100.000 WB Tr PHF ✓ 0 100.000 17 SIB Gi PHF ✓ 297 100.000 EB Ti .PHF ✓ 7 100.000 NB PHF ✓ 1120 100.000 WB PHF ✓ 45 100.000 16 SB PHF ✓ 545 100.000 ES PHF ✓ 80 100.000 Peak Hour Factor Data(Traffic) I I I I file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 13 of 18 Intersection Leg Hourly volume(Veh/hr) Peak hour factor Peak time segment NB Al WB 73 0.92 SecondQuarter SB 307 0.92 SecondQuarter EB 118 0:92 SecondQuarter NB 846 0.92 SecondQuarter WB 63 0.92 SecondQuarter A2 SB ES 31 0.92 SecondQuarter NB Gi 952 0.92 SecondQuarter WB 1349 0.92 SecondQuarter 10 SB 713 0:92 SecondQuarter ES 683 0.92 SecondQuarter NB Gi 640 0:92 SecondQuarter W 17 Tr B 0 0.92 SecondQuarter SB Gi 297 0.92 SecondQuarter EB Ti 7 0.92 SecondQuarter NB 1120 0.92 SecondQuarter WB 45 0.92 SecondQuarter 18 SB 545 0.92 SecondQuarter EB 80 0.92 SecondQuarter Origin-Destination Data Demand(Veh/hr) To NB Gi WB Ti SS Gi ES Ti Intersection 17 NB Gi 0 0 630 10 From WB Tf 0 0 0 0 SB Gi 295 0 0 2 EB Ti 5 0 2 0 Demand(Veh/hr) To NB WB SBt205 Intersection Al NB 70 69 583From WB 64 0 1SB 305 0 0 EB 118 0 0 0 Demand(Veh/hr) To NB WB SB EB Intersection A2 NB 0 16 830 0 From WB 0 0 63 0 SB 518 6 0 27 EB 12 2 17 0 Demand(Veh/hr) To NB WB SB EB Intersection 18 NB 0 55 960 105 From WB 30 0 5 10 SB 515 5 0 25 EB 45 10 25 0 Demand(Veh/hr) To kGiWB SB EBIntersection l0 NB Gi 651 93From WB 381 660SB 0 76EB 182 0 Vehicle Mix Truck data entry mode PCE Factor for a Truck(PCE) Truck Percentages 2.00 Heavy Vehicle Intersection 17 To NB Gi WB Ti SB Gi EB Ti file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 14 of 18 NB Gi 2 2 2 2 From WB In2 2 2 2 Se Gi 2 2 2 2 EB TI 2 2 2 2 Heavy Vehicle% To NB WB SS ES Intersection Al Re 2 2 2 2 From WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Heavy Vehicle% To W22 SIB Intersection A2 NB From WB Sig EB Heavy Vehicle% To NB WB Sig ES Intersection 18 NB 2 2 2 2 From WB 2 2 2 2 Sig 2 2 2 2 EB 2 2 2 2 Heavy Vehicle% To NB Gi WS Sig EB Intersection 10 NB Gi 2 2 2 2 From WB 2 2 2 2 SB 2 2 2 2 EB 2 2 2 2 Results Results Summary for whole modelled period Max Average Demand Total Intersection Intersection Leg Max V/C Ratio Max Delay(s) Max Queue(Veh) percentilee Queue Max LOS(Veh) (Veh/hr) Arrivals(Veh) NB 0.91 27.73 7.5 39.4 D 907 907 A7 WB 0.13 6.94 0.2 0.5 A 73 73 SIB 0.38 6.56 0.6 2.0 A 307 307 EB 0.16 5.18 0.2 0.5 A 118 118 NB 0.87 21.93 5.5 29.8 C 946 846 A2 WB 0.12 6.93 0.1 0.5 A 63 63 SB 0.56 7.52 12 1.7 A 554 554 EB 0.04 4.89 0.0 0.5 A 31 31 NB Gi 0.72 8.85 2.5 6.6 A 952 952 10 WB 0.74 9.59 2.8 9.0 A 1349 968 SB 0.59 6.67 1.4 1.8 A 713 713 EB 0.53 5.44 1.1 1.5 A 683 683 NB GI 0.65 9.36 1.8 3.5 A 640 640 WS Ti 0.00 0.00. 0.0 -1 A 0 0 17 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 NB 0.63 5.24 1.7 3.2 A 1120 1065 WB 0.11 9.19 0.1 0.5 A 45 45 18 Sill 0.60 8.92 1 A 2.1 A 545 545 EB 0.11 5.38 0.1 0.5 A 80. 80 Main Results for each time segment 00:00-00:15 Total Intersection Inten:ection Bypass Bypass Circulating Throughput Start End Unsignalised Capacity VIC Throughput Intersection Leg Demand demand Arrivals demand exit flow flow (exit side) queue queue Delay(s) level of (Veh/hr) (Veh/hr) (Veh) (Veh/hr) (Veh/hr) (Vehlhr) (Veh/hr) Ratio (Vehfhr) (Veh/hr) (Veh) (Veh) service file:///C:/Users/j ay.vonahsen/AppData/Local/Temp/Giddings%200ps%2OAnalysls%20for... 9/10/2024 Page 15 of 18 kEB 646 219 0 1077 0.785 832 519 0.0 3.4 14.013 B Al 69 17 770 663 0.104 68 62 0.0 0A 6.054 A 289 72 314 908 0.319 287 524 0.0 0.5 5.783 A 111 28 408 857 0.130 ill 193 0.0 0.1 4.813 A 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 A2 SB 519 130 0 1077 OA82 515 846 00 0.9 6.366 A EB 29 7 490. 813 0.036 29 25. 0.0 0.0. 4.589 A NS 897 897 224 0 0 848 1531 0.586 891 077 0.0 1.4 5.584 A GI 10. WB 1271 912 228 359 0 867 1517 0.601 906 873 0.0 1.6 5.838 A SB 672 672 168 0 359 993 1424 OA72 668 780 00 0.9 4.740 A EB 643 643 161 0 0 885. 1504 0.428 640 776 0.0 0.7 4.157 A NB 603 151 2 1076 0.560 598 281 0,0 1.3 7.452 A GI WB 0 0 600. 754 0.000 0 0 0.0 0.0. 0.000 A 17 Ti Be 280 70 9 1072 0.261 278 590 0.0 0.4 4.529 A Gi EB 7 2 277 928 0.007 7 11 0.0 0.0 3.905 A TI NB 1055 1 1003 1 251 1 52 10 1 37 1 1845 1 0.541 1 999 1 551 1 0.0 1 12 1 4.228 1A WB 1 42 1 42 1 11 1 0 1 52 1 1022 1 527 1 0.080 1 42 1 14 1 0.0 1 0.1 7.417 A 18 SB 513 513 128 0 0 136 1004 0.511 509 928 0.0 1.0 7.219 A EB 75 75 19 0 0 514 800 0.094 75 131 00 0.1 4.960 A 00:15-00:30 Total Intersection Intersection Bypass Bypass Circulating aci Capty Throughput Start End Unsignalised ati Throughput Intersection Leg Demand demand Arrivals demand exit flow flow (exit side) queue queue Delay(8) level of (Vehlhr) (Vehlhr) (Veh) (Vehlhr) (Vehlhr) (Vehlhr) (Vehlhr) Ratio (VeWhr) (Vehlhr) (Veh) (Veh) service NO 978 245 0 1077 0.908 962 601 3.4 7.5 27.725 D we 79 20 890 598 0.133 79 72 0.1 0.2 6.937 A Al Be 334 83 363 881 0.379 333 606 0.5 0.6 6.558 A EB 128 32 473 823 0.156 126 224 0.1 0.2 5.182 A NO 920 230 27 1062 0.866 909 577 2.8 5.5 21.932 C A2 WS 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 NO 1035 1035 259 0 0 982 1433 0.722 1030 783 1.4 2.6 8.546 A Gi 10 WS 1466 1052 263 414 0 1003 1417 0.742 1047 1009 1.5 2.8: 9.590 A SB 775 775 194 0 414 1148 1311 0.591 773 902 0.9 1.4 6.668 A ES 742 742 186 0 0 1024 1402 0.530 741 897 0.7 1.1 5.435 A NO 696 174 2 1076 0.647 694 326 1.3 1.8 9.359 A Gi WB 0 0 696 703 0.000 0 0 0.0 0.0 0.000 A 17 SB 323 81 11 1071 0.301 323 685 0.4 0A 4.805 A Ti 8 2 320. 905 0.008 8 13' 0.0 0.0. 4.,012 A NB 1217 1158 289 60 0 43. 1841 0.629. 1156 640 1.2 1.7 5.239 A WB 49 49 12 0 60 1183 441 0.111 49 16 0.1 0.1 9.188 A 18 SB 592 592 148 0 0. 157 992 0.597 591 1074 1.0 1.4 8.922 A EB 87 87 22 0 0 1 596 756 0.115 87 152 0.1 0A 5.378 A 00:30-00:45 Total Intersection Intersection Bypass Bypass Circulating Capa city Throughput Throughput Start End Unsignalised Intersection Leg Demand demand Arrivals demand exit flow flow (exit side) queue queue Delay(s) level of (Vehlhr) (Vehlhr) (Veh) (VeWhr) (Vehlhr) (Vehlhr) (VehNr) Ratio (VeWhr) (Vehlhr) (Veh) (Veh) service NB 939 235 0 1077 0.872 940 572 7.5 7.3 26.849 D Al 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 NO 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 NB 980 980 245 0 0 932 1469 0.667 981 745 2.5 2.0 7.416 A Gi 10 WB 1388 996 249 392 0 954 1453 0.686 998 959 28 2.2 7.962 A SB 734 734 183 0 392 1094 1350 0.543 735 859 1A 12 5.860 A EB 703 703 176 0 0 974 1438 0.489 703 855 1.1 1.0 4.903 A NB 659 165 2 1076 0.612 659 309 1.8 1.6 8:655 A Gi WS 0 0 661 721 0.000 0 0 0.0 0.0. 0.000. A Ti 17 SB 306 76 10 1072 0285 306 651 0.4 0.4 4.701 A Gi EB 7 2 304 914 0.008 7 12 0.0 0.0 3.972 A TI NB 1152 1 1096 274 1 57 10 141 1 1843 0.595 1 1097 608 1 1.7 1.5 4.833 A WB 46 46 12 0 57 1122 473 0.098 46 16 0.1 0A 8.438 A 18 SB 561 561 140 0 0 149 997 0.563 561 1019 1.4 1:3 8.283 A EB 82 82 21 0 0 567 772 0.107 82 144 0.1 0.1 5.218 A 00:45-01:00 Total I Intersection Intersection I Bypass Bypass Circulating Capacity VIC Throughput I Throughput Start End I Unsignalised file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 16 of 18 Demand demand Arrivals demand exit flow flow (Veh/hr) Ratio (Veh/hr) (exit side) queue queue level of Intersection Leg (Veh/hr) (Veh/hr) (Veh) (Veldhr) (Veh/hr) (Vehlhr) (Vehltu) (Veh) (Veh) Delay(s) service 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 Al 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 NB 797 199 24 1064 0.749 804 506 4.9 3A 14.168 B WB 59 16 805 644 0.092 59 23 0.1 0.1 6.160 A BB 525 131 0 1077 0.488 526 864 1.2 1.0 6.545 A EB 29 7 500. 808 0.036 1 29 26 0.0 0.0 4.623 A NB 897 897 224 0 0. 854 1527 0.587 899 683 2.0 1A 5.761 A Gi 10 WB 1271 912 228 359 0 874 1511 0.603 915 879 2.2 1.5 6.061 A SB 672 672 168. 0 359 1002 1417 0.474 673 787 1.2 R9 4.843 A EB SO 643 161 0 0 892 1498 OA29 644 783 1.0 0.8 4.220 A NS 603 151 2 1076 0.560 604 283 1.6 1.3 7.652 A Gi WB 0 0 606 751 0.000 0 0 0.0 0.0. 0.000 A Ti 17 SB 280 70 9 1072 0261 280 597 0.4 0.4 4:547 A Gi EB 7 2 278 927 0.007 7 11 0.0 0.0 3.909 A Ti NB 1055 1003 251 52 0. 38 1845 0.544 1004 557 1.5 12 4.288 A WB 42 42 11 0 52 1028 524 0.081 42 14 0.1 0.1 7.481 A 18 SB 513 513 128 0 0 137 1003 0.512 514 934 1.3 1.1 7.378 A EB 75 75 19 0 0 519 798 0.094 75 132 0.1 0.1 1 4.985 A Queue Variation Results for each time segment 00:00-00:15 Intersection Leg Mean Q05 Q50 090 095 Percentile Marker Probability of reaching or exceeding Probability of exactly reaching (Veh) (Veh) (Veh) (Veh) (Veh) message message marker marker NB 3.40 0.08 1.41 8.88 13.03 N/A N/A A7 WB 0.11 0.00 0.00 0.11 0.11 WA 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 NB 2.82 0.07 1.29 7.19 10.48 N/A N/A WS 0.10 0.03 0.25 0.45 0.48 N/A N/A FSB 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 NB Gi 1.39 0.06 0.75 3.24 4.73 N/A N/A 10 WB 1.48 0.06 0.71 3.58 5.28 N/A N/A SB 0.88 0.08 0.86 1.35 1.76 N/A N/A EB 0.74 0.10 0.85 1.40 1.47 N/A N/A NS Gi 1.25 0.10 1.05 2.23 2.90 WA N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A 17 Ti 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 NB 1.18 0.07 0.89 2.36 3.19 WA N/A WB 0.09 0.03 0.25 0.45 0.48 N/A N/A 18 SB 1.03 0.12 0.99 1.59 1.89 N/A N/A EB 0.10 0.03 0.25 0.45 0.48 N/A N/A 00:15-00:30 Intersection Leg Mean G05 Q50 ago G95 Percentile Marker Probability of reaching or exceeding Probability of exactly reaching (Veh) (Veh) (Veh) (Veh) (Vsh) message message marker marker NB 7.53 0.05 0.79 21 A2 37.56 N/A N/A Al 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 NB 5.51 0.04 0.40 14.48 29.78 WA 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 1 N/A N/A EB 0.05 0.03 0.25 0.46 0.48 N/A N/A NB Gi 2.51 0.03 0.28 2.51 6.58 WA N/A 10 WS 2.77 0.03 0.28 2.77 9.02 N/A N/A SB 1.42 0.03 0.26 1.42 1.42 N/A N/A EB 1.11 0.03 0.26 1.11 1.11 N/A N/A NBGi 1.78 0.03 0.27 1.78 2.98 N/A N/A WS 0.00 0.00 0.00 0.00 0.00 N/A N/A 17 Ti 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 NB 1.67 0.03 0.26 1.67 1.67 N/A N/A WS 0.12 0.03 0.26 0.47 0.49 N/A N/A 18 SB 1.45 0.03 0.27 1.45 1.45 N/A N/A ES 0.13 0.03 0.26 0.46 0.49 WA N/A 00:30-00:45 Intersection Leg Mean 005 050 CIO G95 Percentile Marker Probability of reaching or exceeding Probability of exactly reaching (Veh) (Veh) (Veh) (Veh) (Veh) message message marker marker NB 7.29 0.03 0.35 1426 39.38 WA N/A file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%20Ops%20Analysis%20for... 9/10/2024 Page 17 of 18 We 1 0.14 0.03 1 0.25 0.45 1 0.48 1 N/A N/A Al FSB 0.56 0.03 0.28 0.61 2.01 N/A N/A E8 1 0.17 0.03 0.25 0.45 0.48 N/A N/A NB 4.85 0.03 0.30 4.85 1929 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 NBGi 2.05 0.03 0.26 2.05 2.05 N/A N/A 10 WB 2.24 0.03 0.26 2.24 2.24 WA N/A SB 1.21 0.03 0.26 1.21 1.21 NIA N/A EB 0.96 0.03 0.26 0.96 0:96 N/A. N/A NB Gi 1.61 0.03 0.26 1.61 1.61 WA N/A We 0.00 0.00 0.00 0.00 0.00 N/A. N/A 17 Ti 38Gt 0.40 0.03 0.30 1.19 1.75 N/A N/A EB T 0.01 0.00 0.00 0.01 0.01 N/A N/A NB 1.49 0.03 0.26 1.49 1.49 N/A N/A WB 0.11 0.03 0.25 0.45 0.48 N/A N/A 18 SB 1.31 0.03 0.26 1.31 1.31 N/A N/A EB 1 0.12 1 0.03 1 0.25 1 0.45 1 0.48 1 1 1 N/A N/A 00:45-01:00 Intersection Leg Mean 005 050 090 Q95 Percentile Marker Probability of reaching or exceeding Probability of exactly reaching (Veh) (Veh) (Veh) (Veh) (Veh) message message marker marker NB 4.38 0.04 1 0.36 10.23 23.83 N/A N/A Al WB 0.12 0.00 0.00 0.12 0.12 WA 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 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 NIA N/A EB 0.04 0.00 0.00 0.04 0.04 N/A N/A NB Gi 1.44 0.07 0.92 3.19 4.54 WA N/A 10 WB 1.55 0.06 0.82 3.67 5.34 NIA N/A SB 0.91 0.15 0.95 1.50 1.51 N/A N/A EB 0.76 0.32 0.96 1.39 1.45 N/A N/A NB Gi 1.30 0.08 1.00 2.58 3.48 WA N/A WB 0.00 0.00 0.00 0.00 0.00 N/A N/A 17 Ti SB Gi 0.36 0.00 0.00 0.36 0.36 N/A N/A ES Tr 0.01 0.00 0.00 0.01 0.01 N/A N/A NB 1.20 0.19 1.13 1.79 2.06 WA N/A We 0.09 0.00 0.00 0.09 0.09 N/A N/A 18 SB 1.06 0.10 0.98 1.75 2.14 N/A N/A EB 0.10 0.00 0.00 0.10 0.10 WA WA Accident Prediction Accident Prediction Options Intersection Accident prediction type Intersection Ewhorunent Central Island Diameter(ft) Al None 13.12 A2 None 13.12 10 None 13.12 17 Simple(MO) Urban 60.00 18 None 13.12 Accident Parameters Intersection Leg Use geometries from capacity? Entry path radius(ft) Approach radius(ft) Angle to next leg(Deg) Yellow bars NB ✓ 0.00 0.00 40.00 WB ✓ 0.00 0.00 40.00 Al SB ✓ 0.00 0.00 40,00 EB ✓ 0.00 0.00 40.00 NB ✓ 0.00 0.00 40.00 WS ✓ 0.00 0.00 40.00 A2 sB ✓ 0.00 0:00 40.00 EB ✓ 0.00 0.00 40.00 NS Gi ✓ 0.00 0.00 40.00 WB ✓ 0.00 0.00 40.00 10 SB ✓ 0.00 0.00 40.00 EB ✓ 0.00 0.00 40.00 NB Gi ✓ 0.00 0:00 40.00 WB Tr ✓ 0.00 0.00 40.00 17 SB Gi ✓ 0.00 0.00 40.00 EB Ti ✓ 0.00 0.00 40.00 NB ✓ 0.00 0.00 40.00. We ✓ 0.00 0.00 40.00 18 sB .! 0.00 0.00 40.00 EB ✓ 0-00 0.00 40.00 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 Page 18 of 18 Accident Flows Intersection Leg Total entry flow Total exit flow Total circulating flow Motorcycles entry flow Motorcycles exit flow Motorcycles circulating flow Pedestrian flow (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (AADT x 1000) (pads x 1000) NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Al we 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 ES 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 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 se o.000 0.000 0.000 0.000 0.000 0.000 0.000 EB o.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 Gi 10 WB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 se 0.000 0.000 0.000 0.000 0.000 0.000 0.000 ES 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 Gi We 0.000 0.000 0.000 0.000 0.000 0.000. 0.Wo Ti 17 SB 0.000 0.000 0.000 0.000 0.000 0.000 0.000. GI ES 0.000 0.000 0.000 0.000 0.000 0.000 0.000 r NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 we 0.000 0.000 0.000 0.000 0.000 0.000 0.000 18 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 Accident Leg Results Intersection Leg Entering circulating Approaching Single vehicle Other vehicle TOTAL VEHICLE TOTAL PEDESTRIAN TOTAL Vehicle Pedestrian(Accidents/year) (Accidents/year) (AccidenWyear) (Accidents/year) (Accidents/year) (Accidents/year) (Accidents/year) accidents accidentsindex index NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Al we. 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 1.000. 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 A2 we 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 10 we 1.000 1.000 1A00 1.000 1.000 1.000 1t000 1.Wo 1.000 SB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11000 1.000 EB 1.000 1.000 1=0 1000 1.000 1.000 1.000 1.000 1.000 NB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Gi W13. 0000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 r 17 se 0.000 0.000 0.000 a000 0.000 0.000 0.000 0.000 0.000 Gi EB 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 NB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 16 WB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 sB 1.000 t000 1.000 t000 1.000 1.000 1.000 t000 1.000 EB 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 file:///C:/Users/jay.vonahsen/AppData/Local/Temp/Giddings%200ps%20Analysis%20for... 9/10/2024 SITE LAYOUT 7 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. d E I I z v 0 �° I I I N 1 I I \ T RoadName 100 t �-100 viol 100-) 100 RoadName - I I � t I I I I I E m z I I I o SIDRA INTERSECTION 9.1 Copyright©2000-2022 Akcelik and Associates Pty Ltd sidrasolutions.com Organisation:KIMLEY-HORN&ASSOCIATES INC I Licence:NETWORK/Enterprise Level 2 1 Created:Tuesday,April 9,2024 4:58:26 PM Project: Not Saved MOVEMENT SUMMARY V 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 Mov Turn Mov Demand Arrival Deg. Aver. Level of 95% Back Of Prop. Eff. Aver. Aver. ID Class Flows Flows Satn Delay Service Queue Que Stop No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles 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 1 Copyright©2000-2022 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation:KIMLEY-HORN&ASSOCIATES INC I Licence:NETWORK/Enterprise Level 2 1 Processed:Tuesday,April 9,2024 4:58:32 PM Project: Not Saved SITE LAYOUT 7 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. a) � I I z v m � I I I N 1 1 \ \ RoadName 100 L /Z-100 � 100 RoadName 0 1 I � t I I I I E z I I o SIDRA INTERSECTION 9.1 Copyright©2000-2022 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation:KIMLEY-HORN&ASSOCIATES INC I Licence:NETWORK/Enterprise Level 2 1 Created:Tuesday,April 9,2024 4:49:48 PM Project: Not Saved MOVEMENT SUMMARY V 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 Mov Turn Mov Demand Arrival Deg. Aver. Level of 95% Back Of Prop. Eff. Aver. Aver. ID Class Flows Flows Satn Delay Service Queue Que Stop No.of Speed [Total HV] [Total HV] [Veh. Dist Rate Cycles 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 1 Copyright©2000-2022 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation:KIMLEY-HORN&ASSOCIATES INC I Licence:NETWORK/Enterprise Level 2 1 Processed:Tuesday,April 9,2024 4:58:33 PM Project: Not Saved