HomeMy WebLinkAbout2024-33 A Resolution Adopting the Go Vail 2045 Mobility & Transportation Master PlanResolution 34, Series of 2024
RESOLUTION NO. 33
Series of 2024
A RESOLUTION ADOPTING THE GO VAIL 2045 MOBILITY &
TRANSPORTATION MASTER PLAN
WHEREAS, the Town of Vail is in the process of updating the Vail Transportation
Master Plan in response to the on-going and projected increases in development
activity, the results of past master planning processes, and pending redevelopment
plans;
WHEREAS, the Town wishes to update the current Transportation Master Plan
and rename it to Go Vail 2045 Mobility & Transportation Master Plan, to focus on multi-
modal mobility within the Town of Vail;
WHEREAS, the proposed plan is based upon existing conditions, current trends
and anticipated future growth. The proposed master plan is intended to be a guide for the
Town's Transportation system for the next 20 years;
WHEREAS, the Town Council finds and determines that the updated master plan
is consistent with the applicable elements of the adopted goals, objectives and policies
outlined in the Vail Comprehensive Plan and is compatible with the development
objectives of the Town;
WHEREAS, the Town Council finds and determines that the updated master plan
furthers the general and specific purposes of past adopted Transportation Master Plans;
and
WHEREAS, the Town Council finds and determines that the updated master plan
promotes the health, safety, morals, and general welfare of the Town and promotes the
coordinated and harmonious development of the Town in a manner that conserves and
enhances its natural environment and its established character as a resort and
residential community of the highest quality.
NOW, THEREFORE, BE IT RESOLVED BY THE TOWN COUNCIL OF THE
TOWN OF VAIL, COLORADO:
Section 1. The Go Vail 2045 Vail Mobility & Transportation Master Plan dated
June 2024, attached hereto as Exhibit A and incorporated herein by reference,
is hereby approved and adopted by the Town and shall be kept on file for public
copying and inspection in the office of the Town Clerk and may be amended from
time to time by a resolution of the Town Council.
Section 2. This Resolution shall be effective immediately upon adoption.
INTRODUCED, READ, APPROVED AND ADOPTED THIS 2
nd DAY OF JULY,
2024.
Travis Coggin, Mayor
ATTEST:
_
Stephanie Kauffman, Town Clerk
The Go Vail 2045 – Vail Mobility & Transportation
Master Plan process could not have been accomplished
without the time and dedication of many that were
insights into the vision, goals, and outcomes of the
Council and Planning and Environmental Commission
(PEC) members, the Project Team, Town Department
3
Town Council Members
Travis Coggin, Mayor
Barry Davis, Mayor Pro Tem
Sam Bizantz, Member
Dave Chapin, Member
Reid Phillips, Member
Pete Seibert, Member
Jonathan Staufer, Member
PEC Members
Brad Hagedorn, Vice Chairmen
Bill Jensen, Commissioner
Scott McBride, Commissioner
Robyn Smith, Commissioner
Project Team
Tom Kassmel, Town Engineer - Project Manager
Greg Barrie, Senior Landscape Architect
Chad Salli, Senior Engineer
Project Consultant
Chapter 01.
Chapter 02.
Vision & Goals
Vision Statement
Chapter 03.
Council & Commission Meetings
Surveys
Engage Vail
Chapter 05.
Speed Limits
Existing Speed Limit Conditions
Considerations for 20 MPH Posted Speed Limits
Conclusion
68
Chapter 06.
Transit
Existing Transit Service in Vail
Transit Plan Goals
Chapter 07.
Highlights of Public Engagement on
Multimodal Transportation
Proposed Bicycle and Pedestrian
Treatments
Program and Policy Recommendations
Chapter 04.
Collision Analysis
Analysis Methodology
Existing Conditions
Future 2045 Conditions
Conclusion
38
Chapter 08.
Recommendations
Chapter 09.
Emerging Trends
168
Next Steps
Chapter 10.
Chapter 12.
Review and Recommendations Related to
Recommendations for Adaptation
Capping or Tunneling
Recommendations for Further Study
Chapter 13.
Noise Measurement Survey Results
Potential New Methods to Reduce Noise
Chapter 14.
Project Prioritization
Financial Summary
Chapter 15.
Federal Grants
State Grants
Local Revenue
Level of Service Reports
Full Page Maps
Chapter 11.186
Chapter 01: Introduction & Executive Summary6
Figure 1: What is working well with transportation in Vail?
Figure 2: What is challenging about transportation in Vail?
Figure 3: What is your primary relationship with the Town of Vail?
Figure 4: How do you travel within Vail?
Figure 5: How do you travel to & from Vail?
Figure 6: What do community members see as the top impacts of I-70?
Figure 8: What community do you live in?
Figure 9: What neighborhood do you live in? (Only respondents who live in Vail)
Figure 10: Levels of Community Support for New and Improved Trails in Vail
Figure 11: Levels of Community Support for Bike Lanes and Shoulders in Vail
Figure 12: Levels of Community Support for Sidewalks and Striped Shoulders in Vail
Figure 13: Levels of Community Support for Road Diets
Figure 14: Levels of Community Support for RRFBs
Figure 15: Levels of Community Support for Speed Limit Standardization
Figure 17: Levels of Community Support for Transit Frequency Improvements
Figure 18: EVTA Fare Free Zone Winter
Figure 19: EVTA Fare Free Zone Summer
Figure 21: Community Input on Frontage Road Parking
Figure 22: Community Input on Parking Supply
Figure 33: Fatality and Speed Correlation (Source: SFMTA Vision Zero Action Plan)
Figure 34: Current Speed Limits in Vail
Figure 36: Chamonix Lane (east) Temporary Speed Bumps
Figure 37: East Meadow Drive Chokers
Figure 39: Bulb-outs using bollards and paint in Denver
Figure 40: Advisory bike lanes on Vail Valley Drive
Figure 41: Shoulder striping in Avon
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LIST OF FIGURES
7GO VAIL 2045
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Figure 44: Vail Transit Winter Bus Routes
Figure 45: Regional Bus Routes
Figure 47: Transit Vision
Figure 48: What is Microtransit?
Figure 49: Potential Schematic Concepts for Expanding Vail Transportation Center
Figure 50: Mobility Hubs vs Transit Centers
Figure 51: Existing Pedestrian & Bicycle Network
Figure 52: Existing Sidewalks
Figure 53: Vail Collision Trends, January 2020 through December 2023
Figure 54: Total Collisions, KSI Collisions, and Fatal Collisions by Involved Parties, January 2020 through December 2023
Figure 55: Harmful Events in Collisions, January 2020 through December 2023. Includes crashes on private
property and I-70.
Figure 56: Contributing Driver Actions in Collisions, January 2020 through December 2023
Figure 57: Frequent Collision Locations in Vail, January 2020 through December 2023
Figure 58: Three Proposed Road Diet Locations
Figure 59: South Frontage Road Adjacent to Vail Transportation Center
Figure 60: South Frontage Road W Road Diet
Figure 61: West Vail Shopping Center Road Diet
Figure 64: Existing Pedestrian & Bicycle Corridors
Figure 65: Future Predestrian & Bicycle Facilities
Figure 66: Elevated trail in Moab (Source: Kerry Cushman)
Figure 67: Striped Bike Lane Combining Shoulder and Curb and Gutter
Figure 68: Roadway Cross Section with Striped Shoulders
Figure 69: Example of a Pedestrian Lane in Detroit, Oregon
Figure 70: CDOT Roadway Design Guidelines Displaying Wide Sidewalk at Roundabout
Figure 71: CDOT Roadway Design Guidelines Displaying Bicycle Sharrow at Roundabout
Figure 72: Vail Roundabouts
Figure 73: Existing Pedestrian Infrastructure at Vail Roundabouts
Figure 75: Vail Driveway Crossings
Figure 77: Optimal Data Collection Technologies for Bicycle Counts
Figure 78: North Frontage Road Concept from West Vail Master Plan
Figure 79: Average Daily Utilization (All Parking Facilities)
Figure 80: Average Daily Utilization by Day Type (All Parking Facilities)
Figure 81: Parking Duration in Vail Village Parking Structure, Passes vs Transient, December 2023
Chapter 01: Introduction & Executive Summary8
Figure 82: Where are people traveling from when they use the Vail Village Parking Garage? (Internal Vail vs
Eagle
County vs Regionally) (Weekday vs Weekend, Morning (5am-12pm), Winter 2022/2023)
Figure 83: Where are people traveling from when they use the Vail Village Parking Garage? (Internal Vail)
(Weekdays vs Weekends, Morning (5am-12pm), Winter 2022/2023)
Figure 84: Where are people traveling from when they use the Lionshead Parking Garage? (Internal Vail)
(Weekdays vs Weekends, Morning (5am-12pm), Winter 2022/23)
Figure 85: Paid Parking Infrastructure
Figure 86: Parking Recommendations
Figure 87: Angled South Frontage Road parking at Ford Park
Figure 88: Highway Improvements
Figure 89: Scenario 1
Figure 90: Scenario 2
Figure 91: Scenario 3
Figure 92: Scenario 4
Figure 93: Completed and Proposed Cut and Cover Projects
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9GO VAIL 2045
Table 1: Level of Service Descriptions
Table 2: Existing Conditions
Table 3: Project Development PM Peak Hour Trips
Table 4: Trip Generation Rates
Table 5: Roundabout Volume Comparison
Table 6: Future 2045 Conditions
Table 7: Future 2045 Mitigated Conditions
Table 8: Delay and LOS Comparison
Controlled Roads (with majority highlighted)
Table 11: Roadways with Highest Speeding
Table 13: Frequency (in minutes) of Vail Transit Service by Route (December 2022).
Table 14: Frequency of Regional Public Transit Serving Vail by Route (February 2024)
Table 15: Planned Layered Transit Network
Table 16: Mobility Hub Amenities to Consider
Table 17: A Summary of Planned Improvements
Table 18: Road Diet Corridors
Table 19: Proposed Bicycle and Pedestrian Facilities
Table 20: Proposed Crossing Treatments
Table 21: Summary of Programmatic Recommendations
Table 25: Summary of Parking Management Recommendations
Table 26: Emerging Technology Trends Action Plan
Table 27: A Summary of Next Steps
Table 28: Highway Improvements
Table 29: AGS Implementation Strategies
Table 30: Existing Land Uses 215
Table 31: 2005 Tunnel Report Cost Information
Table 32: 2023 Conceptual Cost Information
Table 34: Measured Maximum One-Hour Average Noise Levels (dBA Leq)
Table 35: Estimated Cost for Priority & All Projects
Table 37: Project Summary Table
Table 38: Federal Grant Sources
Table 39: State Grant Sources
Table 40: Local Tax Rates
Table 41: Potential Local Funding Sources
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LIST OF TABLES
Chapter 01: Introduction & Executive Summary
11GO VAIL 2045
The Town of Vail is North America’s premiere
international mountain resort community. Vail
is located approximately 100 miles west of
Denver, Colorado in Eagle County, in the heart
of the Rocky Mountains. As with many Colorado
mountain resort towns, Vail is facing many growth-
related mobility and transportation challenges.
The allure of Vail lies not only in its world-renowned
skiing and scenic landscapes but also in the distinct
tapestry of its neighborhoods, cultural events,
and residents. As Vail continues to evolve, grow,
and thrive, this transportation and mobility plan
will serve as a valuable tool for charting a course
that balances the convenience of modern mobility
with the preservation of Vail’s community vision.
Go Vail 2045 updates the 2009 Vail Transportation
Master Plan based on the Town’s vision and
goals set within the Vail 20/20 Strategic Action
Plan and the updated Vision statement and goals
developed through this planning process. As
outlined in the adopted Vision Statement, “Vail is
recognized as having a comprehensive multimodal
transportation system with well-integrated
alternative transportation options which reduce the
number of single occupant vehicle trips and overall
vehicle miles traveled to, from, and within Vail.”
The goal of Go Vail 2045 is to provide a
community’s vision, and that will assist the Town
in making decisions about the implementation
of improvements to Vail’s mobility and
transportation network and facilities.
This Plan endeavors to
address the challenges
and opportunities that lie
ahead, weaving together
innovative strategies,
community input, and
is a collective vision that
of Vail’s residents,
Chapter 01: Introduction & Executive Summary
Go Vail 2045 was a
two-year process in
which community input
was sought for all
transportation modes,
loading & delivery,
and special events.
Recommendations are based on analyses of existing
conditions, projections for future travel, inclusion of
The recommendations are detailed in the following
• More frequent/Year-round transit
• New North Frontage Road bus route serving new employee
housing
• Potential microtransit pilot program
• Expansion of regional transit service in coordination with
Eagle Valley Regional Transit Authority (RTA)
• Mobility hubs
•
• Vail Transit Center Expansion
Transit
• Demand mitigation through mobility passes, mobile
apps, incentives, on-demand transit, fare free bus
•
• Widening existing paved Multi-Use
Recreational trails to 12 feet
• New paved trails
•
• Potential Frontage Road diets
•
ParkingBicycle and Pedestrian
13GO VAIL 2045
•
•
•
• Construction of new roundabouts
•
•
improvements
•
•
improvements
•
advancements in noise attenuation opportunities
• Consider completing a Feasibility Study
•
• Free fare transit zone
•
I-70-Related Transportation Demand Management
Chapter 02: Vision & Goals
Vision
& Goals
GO VAIL 2045
The Town of Vail has long been celebrated
for its stunning natural beauty, world-
class skiing, and vibrant community.
As the town continues
to thrive and evolve,
it is crucial to develop
transportation strategy
that aligns with Vail’s
unique character
and addresses the
challenges associated
with growth, sustainability,
To tell the story of Mobility and Transportation
in Vail we need to make sure to carry through
relevant discussions/determinations from past
Master Plans and identify how best to manage
growth and transportation in the future to be
in line with our MP Vision and Sustainable
project development, use of transit/microtransit,
and the amount of public parking available.
growth and keep peak volumes relatively stable
Pegasus, shuttles, winter paid parking, and
mobility improvements (for both vehicles and
and winter parking, EVTA Fare Free Zones,
increased regional transit (Bustang frequency),
planning for/not precluding an Advanced
Guideway System (AGS) Bus Rapid Transit (BRT),
or light rail along Interstate 70 (I-70), other.
Chapter 02: Vision & Goals16
VISION STATEMENT
The Go Vail 2045 Vision Statement was developed by updating the
Vail is recognized as having a comprehensive
multimodal transportation system with well-integrated
alternative transportation options which reduce the
number of single occupant vehicle trips and overall
Enhance Accessibility and Connectivity
, comfortable, safe,
art infrastructure, emerging mobilities and technologies, as well
Vail’s transportation system is designed to support the
sustainability of the natural environment and contribute to the
Town’s Climate Action goals as well as to provide equitable
Those who choose to drive are welcomed with a well-
maintained roadway system and clear direction for
and alternative
Traveling between Vail and regional destinations within the
intermountain area and the Front Range is reliable, convenient,
safe and seamless by public transit, AGS/Light Rail, or private
vehicle
17GO VAIL 2045
OVERALL GOALS
•
multimodal transportation system
that includes well-maintained roads,
pedestrian-friendly pathways, and
•Foster connectivity between
areas, and commercial hubs
to promote accessibility for all
•Promote and invest in sustainable
transportation modes, such as
transit, electric vehicles, bicycles,
•Explore innovative technologies
and partnerships to enhance
sustainability, such as electric
management, alternative fuels, and
•
to existing levels so that roadway
•Develop and maintain resilient
transportation infrastructure that
can withstand the challenges posed
by extreme weather events and
•
road systems, bridges, and transit
facilities to ensure long-term
INNOVATIVE
•Embrace cutting-edge technologies
•Explore the potential of smart city
solutions, autonomous vehicles,
•Develop transportation solutions
that respect and preserve the
unique character of Vail, balancing
the need for modernization with
the town’s aesthetic and cultural
•Support local businesses by
ensuring convenient and accessible
transportation options for residents
•Explore partnerships with the
private and public sectors to
enhance transportation services
and infrastructure while contributing
to the economic vitality of the
Chapter 02: Vision & Goals18
pedestrian mobility experience by providing more and
safer facilities along heavily used pedestrian corridors
•Multimodal Options
•Equity – Enhance and prioritize bicycle and pedestrian
housing, and bus stops with consideration for the range
of users accessing each multimodal travel facility in the
•Climate/ Quality of Life – Reduce Greenhouse Gas
(GHG) emissions in Vail per the recent Climate Action
•Access – Ensure that bicycle and pedestrian facilities
require minimal out-of-direction travel and connect
•Innovation
•Safety – Ensure that bicycle and pedestrian facilities
are comfortable for a wide range of ages, abilities and
recreation, and commuter use, and design facilities
only as comfortable as the most stressful segment or
The planned transit improvements described in this
chapter will advance the Town toward achieving the
•Allow people to conveniently
•Provide seamless connections between local
and regional transit and increase transit options for
•Reduce GHG emissions and
•
•Innovation – Transition to zero emission buses and
explore opportunities for autonomous transit vehicle
•Provide safe/comfortable access to buses
improve safety of bus operations in locations with high
19GO VAIL 2045
•Multimodal Options
accommodating the long-term travel demand by
single-occupancy vehicles and allow people to
•
residents, employees, and guests who need to
ensure guests can understand mobility choices and
•Climate/Quality of Life
•Access – Provide transparent information on
Same as Equity goal
above)
•Innovation
target opportunities for shifting vehicle trips onto
other modes, while also improving other modes
•Safety
Frontage Road or in other areas, by reducing pedestrian-
embracing innovation, and prioritizing the unique character
of Vail, the town can build a transportation system that
not only meets the needs of today but also ensures a
• Reduce congestion
through encouragement of mode-shift and a
• Provide opportunities for all users to
access all means of transportation to reduce
• Reduce Greenhouse
Gas (GHG) emissions in Vail per the recent Climate
Action Plan Update by encouraging mode-shifts and
intersections to a Level of Service D, except in the
• Provide safe and appropriate access
to and along all transportation corridors from all
• Utilize technology to promote safety
•Reduce serious accidents within Vail for all
modes of transportation and embrace the statewide
Vision Zero mission, eliminating all serious injury
Chapter 02: Vision & Goals
SPECIFIC MEASURABLE GOALS
and recreate in Vail use the Eagle
Valley Transportation Authority and
Town of Vail Bus Systems as their
preferred method of transportation
as evidenced by reducing the
structures that originate from Eagle
County from More
and reducing the percentage of
day in Eagle County but outside
measurements can be monitored
By 2045 the Town has implemented
and maintained new and existing
Plan, along active transportation
corridors (Recreation Trails,
alternative modes of transportation for
pedestrians throughout Vail, so that
Vail is recognized as an equivalent
By 2045 the Town has eliminated
Roads for all but 10 days during
any winter season 5 days during
the summer season, 15 days all
year
by Transit services, Travel Demand
Management, Capital projects, and
GO VAIL 2045
Through 2045 the Town of Vail has
times in Vail to a Level of Service of
D or better (less than one minute of
average delay) at all intersections
except for the 10 busiest days of the
delay of up to 5 minutes is acceptable
at the Main Vail and West Vail
been accomplished through Transit
service, Travel Demand Management,
Through 2045 the Town has
continuously seen a trend of reducing
accidents throughout the town in all
modes of transportation and now
shares the statewide Vision Zero
mission, eliminating all serious injury
and fatal accidents for all modes of
driving public is to obey and maintain
safe speed limits, evidenced by
reduced speed violations, reduced
speed related complaints and
concerns, and a reduction of the
average 85th percentile speed on
residential roads from 25 to 20 mph
Through 2045 the Town
has continuously reduced
the environmental impact of
within Eagle County by decreasing
and increasing transit usage thus
helping to achieve the Eagle County
Climate Action Goal of reducing
carbon emissions (2014 baseline) by
Chapter 03: Public Engagement
GO VAIL 2045
Go Vail 2045 was informed by a
comprehensive public outreach process.
This chapter summarizes
the engagement
the most consistent
themes regarding
transportation needs that
emerged during the plan
Public outreach was conducted through in-person
engagement events (called “intercept events”),
formal public meetings, (Town Council, Planning
& Environmental Commission, Vail Economic
Advisory Committee), an on-going interactive
on-line project site on engagevail.com, as well as
three online surveys. In-person engagement events
allowed the project team to increase awareness
of the project, advertise the online surveys,
collect feedback about project priorities, and
answer questions from the public about various
transportation related topics. For the intercept
events, the average attendance was approximately
50 people. The intercept events and survey in
on visioning and existing conditions questions
events and surveys in 2023 allowed participants
to review transit, parking and bicycle/pedestrian
infrastructure concepts and provide feedback.
Chapter 03: Public Engagement
Vail Village Transportation Center– July 19, 2022
Community Meeting – March 5, 2024
Vail Town Council Meetings
(1 meetings)
• June 21, 2022
• September 6, 2022
• August 1, 2023
• August 15, 2023
•
• December 19, 2023
• January 2, 2024
• March 5, 2024
• March 19, 2024
• May 21, 2024
• Ju , 2024
Planning and Environmental
Commission (PEC) Meetings
( meetings)
• August 14, 2023
• January 22, 2024
• April 8, 2024
• April 22, 2024
• May 13, 2024
• June 10, 2024
•
Vail Economic Advisory Council
(VEAC) Meetings (2 meetings)
•
• March 12, 2024
3/18/2023-4/4/2023
Focused on people parking in the
public parking garages and lots
and results are included in the
Parking chapter.
8/8/2023-9/5/2023
The Go Vail 2045 project team presented at the following council and
GO VAIL 2045
Community Outreach Results
in the summer of 2022, focused
on how people travel to, from,
and within Vail, and the strengths
from 228 survey respondents during
150 people in person across four
at the intercept events involved
educating the public about the
projects, encouraging people
improved about transportation in
results of the survey and intercept
Both through survey responses
and conversations at intercept
events we were able to identify
four major components of Vail’s
existing transportation system
are well maintained, local buses are
frequent, free, and easy to use, and
navigating by car is easy (Figure 1
with the existing transportation
Figure 1: What is working well
with transportation in Vail?
Figure 2: What is challenging
about transportation in Vail?
Summer
2022
for more local and regional bus
(Figure 2
A project page was created
for Go Vail 2045 on the Town
of Vail’s public engagement
website,
com/
Go Vail 2045 page was updated
summaries of engagement
opportunities both online
and in-person, analysis and
outreach results to date, and
preliminary recommendations
also provided the opportunity
for continuous interactive
engagement between the project
manager and the public via
ENGAGE VAIL
Chapter 03: Public Engagement
survey respondents stated they
of the respondents did not live or
homes, operated a business, or
primarily visited for recreation
and services (Figure 3
the survey captured a variety of
most commonly travel within Vail
transportation, the preferences of
riding the bus was the most popular
respondents saying it was their
However, in the spring and summer,
primarily drove alone, and only
numbers were lower in the fall
primary mode of transportation fell
Figure 4
Figure 3: What is your primary relationship with the Town of Vail?
Figure 4: How do you travel within Vail?
GO VAIL 2045
commonly travel to and from Vail, the
majority said they either drove alone
of transportation such as van-ride
get to and from Vail primarily by
respondents state they use regional
Figure 5
Community members were also
respondents viewing noise as a
negative impact to the community
(Figure 6
Figure 5: How do you travel to & from Vail?
Figure 6: What do community members see as the top impacts of I 70?
Chapter 03: Public Engagement
The second phase of outreach
help identify community priorities
by expressing their level of support
on various possible transportation
respondents during Phase 2 and
roughly 100 people across two
community members how they are
proportion of the respondents
owned vacation homes, operated
a business, or primarily visited for
recreation and services (Figure
7
from Vail with the remainder coming
from other towns in the valley,
including Edwards, Avon, and Eagle
(Figure 8
from Vail, several neighborhoods
were represented which helped
of responses (Figure 9
Figure 8: What community do you live in?
Figure 9: What neighborhood do you live in? (Only respondents who
live in Vail)
Summer
2023
GO VAIL 2045
A major piece of the transportation
recreation trails running through
town, such as the Gore Valley
for residents to get around the
eleven possible recreation trail
improvements and rate their level
•
Village, such as a bypass along
•
with a separated trail along
the south frontage road
• Adding a pedestrian-only soft
surface nature trail connecting
to the library on the south
All these improvements were
supported or strongly supported
by approximately three quarters
for all the various recreation
Proposals with less support included
the idea to add a recreation trail
Frontage Road to Bald Mountain
of oppose or strongly oppose),
having no opinion (Figure 10
Figure 10: Levels of Community Support for New and Improved Trails in Vail
Chapter 03: Public Engagement
they would support adding
along four recommended residential
roads to achieve Vail’s goal of
increasing safe mobility throughout
town and helping prioritize bicycle
high level of support for designated
locations in Vail (Figure 11
Adding striped shoulders or
increase the safety of pedestrians
scale for striped shoulders and/
for each of the proposed roads,
high levels of support for some
combination of striped shoulders
locations around town (Figure 12
Additionally, Vail’s 2023 Master Plan
conducted a community survey that
supportive of Vail constructing new
Figure 11: Levels of Community Support for Bike Lanes and
Shoulders in Vail
Figure 12: Levels of Community Support for Sidewalks and Striped
Shoulders in Vail
GO VAIL 2045 31
A road diet is the narrowing
or reducing of travel lands on
roadways to reallocate infrastructure
they would support road diet
• The North Frontage Road
adjacent to the West Vail
Shopping Center
• The South Frontage Road
West just east of the
sandstone underpass
• The South Frontage
Road adjacent to the Vail
Support for these interventions
and opposition varied from
Figure 13
Figure 13: Levels of Community Support for Road Diets
Chapter 03: Public Engagement
beacons (RRFBs) can be installed
at strategic locations to allow
pedestrians to cross safely at mid-
beacon engages when a pedestrian
is trying to cross, alerting drivers
to slow down and give right of way
to the pedestrian, but otherwise
does not interfere with vehicular
been to install these at critical
crossings along the higher volume
they would support expanding the
Drive, Vail Road, and East and
respondents supported the measure
Figure 14
Figure 14: Levels of Community Support for RRFBs
33GO VAIL 2045
Figure 15: Levels of Community Support for Speed Limit
Standardization
Measures
Currently, residential speed limits
in the Town of Vail range from 15
changing all posted speed
limits to 20 MPH in residential
areas to achieve consistency, of
opposed the idea (Figure 15
to a variety of strategies that can
of motor vehicle use, such as
speeding, and alter driving behavior
to improve conditions for pedestrian
photo-enforced radar, lane striping,
calming devices were not as popular
among respondents as some other
interventions proposed throughout
respondents did support lane
calming device was photo-enforced
radar, which was opposed at a rate
a third of respondents (Figure 16
Chapter 03: Public Engagement
Vail already has a sizable public
transit system, and bus routes help
The project team proposed a few
interventions that could improve
the frequency and quality of transit
service (Figure 17
frequency improvements would
a particular intervention would
However, the most impactful
seamless express bus service
from East to West Vail with better
Another improvement, which
more often, is an increase of bus
important transit opportunity is to
institute a high-frequency, fare-
free service route from Vail to
if the newly formed Eagle Valley
Transit Authority (EVTA) added
a high-frequency fare-free zone
from Edwards to Vail, with stops in
to consider their responses for both
of respondents said they would
(Figure 18), while in summer that
Figure 19
Figure 17: Levels of Community Support for Transit Frequency Improvements
Figure 18: EVTA Fare Free Zone Winter
Figure 19: EVTA Fare Free Zone Summer
GO VAIL 2045
often controversial aspect of
transportation in Vail, especially due
During these months, it is common
along frontage roads, which can
negatively impact pedestrian and
is preferred, half of respondents
would prefer to eliminate frontage
Figure 20
South Frontage Road does not
get eliminated, respondents were
reduce negative impacts they would
idea of requiring payment
(Figure 21
Figure 21: Community Input on Frontage Road Parking
Chapter 03: Public Engagement36
is eliminated over time, respondents
approved of to replace and increase
of the proposals garnered more
supported ideas were having a
in town was only supported by
Figure 22
Figure 22: Community Input on Parking Supply
GO VAIL 2045 37
Key Public Outreach
Takeaways
approximately 550 responses, and
approximately 300 people engaged with
project materials at the in-person engagement
community members representing a multitude
The major community priorities that emerged
from public outreach included a desire to
see more improvements to recreational
trails, greater transit service and frequency,
Chapter 04: Traffic Improvement Recommendations38
39GO VAIL 2045
This chapter summarizes
and potential improvement
recommendations for
the intersections and
roadways in the
The results and recommendations presented in
the 2009 Vail Transportation Master Plan Update
(2009 TMP) were taken into consideration when
recommendations.
To keep consistency with the 2009 update, the
following key study areas were evaluated:
• Main Vail Interchange
• West Vail Interchange
• Vail Village Area
• Lionshead Village Area
• West Lionshead Redevelopment (Ever Vail)
• West Vail Redevelopment
• Employee Housing Development Areas
The key study areas listed above were chosen in
issues occur and also where major development
Chapter 04: Traffic Improvement Recommendations
areas as listed on the previous
page, 26 study intersections
Highlights of
Public Input
on Traffic
Congestion within Vail was
issues in Vail’s transportation
system by survey respondents
Chapter 3 for additional details on
the public engagement process
Collision Analysis
number of crashes decreased, but
the number of crashes in which
of bicyclist-involved accidents
of pedestrian-involved collisions
common crash locations in Vail
are the North and South Frontage
Roads, East and West Meadow
2021 and 2022 occurred during
a third of crashes occurred during
winter weather conditions which
conditions due to poor visibility
collision analysis is provided
in Chapter 7
Analysis
Methodology
that describes the operating
performance of an intersection
quantitatively and reported
on a scale from A to F, with A
representing the best performance
Table
1 provides a brief description of
an accompanying average delay
per vehicle for both signalized
The delay represents the average
delay per vehicle in the queue to
arrive at and proceed through the
used the Highway Capacity Manual
6th Edition (HCM 6) methodology,
roundabouts/signalized intersections
For roundabouts/signalized
for the overall intersection (weighted
is provided for the average delay
per vehicle on the worst-performing
for roundabouts and Synchro for
• Reduce congestion through encouragement of mode-
• Provide opportunities for all users to access all means of
• Reduce Greenhouse Gas (GHG) emissions in Vail per the recent Climate
• Provide safe and appropriate access to and along all transportation corridors from all
•
• Reduce serious accidents within Vail for all modes of transportation and embrace the statewide
Vision Zero
GO VAIL 2045
Table 1: Level of Service Descriptions
LOS Description
Roundabouts Unsignalized
Intersections
Avg. Delay (sec/veh)1 Avg. Delay (sec/veh)2
A
B
C
D
Approaching Unstable Flows / Tolerable Delays
E
F
Forced, Unpredictable Flows / Excessive Delays
Highway Capacity Manual 6th Edition
Chapter 04: Traffic Improvement Recommendations
D AE
AE
AE
D
D
D
S Frontage Road S Frontage Road N Frontage Road
G
G
G
AM (PM)
AM (PM)
AM (PM)
Existing Conditions
The existing conditions analysis evaluates the study
Turning movement counts at the intersections across the
Town of Vail were collected between Thursday, December
has historically been one of the busiest times of the year
Appendix
A
shown in Figure 23 to Figure 26
GO VAIL 2045
I-70 WB Ramp I-70 EB Ramp S Frontage Road
BC
E
E
AC
G
AM (PM)
AM (PM)
AM (PM)
Chapter 04: Traffic Improvement Recommendations
S Frontage Road S Frontage Road S Frontage Road
S Frontage Road
S Frontage Road S Frontage Road S Frontage Road
S Frontage Road N Frontage Road N Frontage Road
G AF G AF
AF AF AF CF
AC
D
D G G
AM(PM)
AM(PM)
AM(PM)
GO VAIL 2045
S Frontage Road S Frontage Road S Frontage Road
N Frontage Road
N Frontage Road N Frontage Road N Frontage Road N Frontage Road
AF G G
G
G G G G
AM (PM)
AM (PM)
AM (PM)
Chapter 04: Traffic Improvement Recommendations
Synchro software (for unsignalized intersections) and the
HCM 6 delay thresholds provided above, the project team
in Table 2 (see Appendix B
As shown in Table 2, all study intersections
• Vail Road & S Frontage Road (Main Vail
This is caused by the high volumes on the
for vehicles going WB towards the roundabout from
structure on 4 separate afternoons during the
• Vail Valley Drive & S Frontage Road (Blue
This intersection is currently controlled
unconventionally, favoring the northbound side-
street movements with stop-controls on the east/
should be noted that because of the unconventional
by unfamiliar guests stopping on the northbound
•
This is caused by the high volumes of vehicles
Also as shown in Table 2
Table 2: Existing Conditions
ID Intersections Control
1 Approach
Existing
AM Peak Hour PM Peak Hour
Delay2 LOS Delay
2 LOS
1 Vail Road & N Frontage Road Roundabout
8 A 18 C
NB 8 A 21 C
NWB 8 A 13 B
WB 6 A 11 B
EB 9 A 14 B
2 Vail Road & S Frontage Road Roundabout
13 B 48 E
NB C D
WB 10 B 98 F
SB 5 A A
EB 21 C D
SEB 12 B 11 B
3 SSSC
3 A 4 A
WB 14 B 13 B
NB 6 A 6 A
SB 0 A 0 A
4 SSSC
4 A 3 A
EB 13 B 10 B
NB 0 A 0 A
SB 4 A 2 A
GO VAIL 2045
ID Intersections Control
1 Approach
Existing
AM Peak Hour PM Peak Hour
Delay2 LOS Delay
2 LOS
5 Chamonix Road & N Frontage
Road Roundabout
A 20 C
NB 5 A 5 A
NWB 4 A 5 A
WB 9 A 38 E
SB 8 A 14 B
EB 8 A 13 B
6 Chamonix Road & S Frontage
Road Roundabout
A 8 A
NB A 6 A
WB A 10 A
SB 5 A 5 A
SEB 8 A A
EB A 6 A
9 Frontage Road SSSC
0 A 1 A
NB 10 A 12 B
WB 8 A 0 A
EB 0 A 0 A
10 Vail Valley Drive & S Frontage
Road SSSC
14 A *F
EB 19 C *F
WB 21 C >100 F
NB 8 A 8 A
11 Frontage Road SSSC
1 A 39 E
EB 0 A 0 A
WB 10 B 9 A
NB 19 C >200 F
12 Frontage Road SSSC
2 A 3 A
EB 0 A 0 A
WB 10 B 9 A
NB 21 C 28 D
15 Village Center Drive & S Frontage
Road SSSC
1 A 2 A
EB 0 A 0 A
WB 11 B 10 A
NB 22 C 25 C
18 Road SSSC
3 A 5 A
EB 0 A 0 A
WB 9 A 9 A
NB C C
19 E Lionshead Circle & S Frontage
Road SSSC
4 A 5 A
EB 0 A 0 A
WB 9 A 9 A
NB 15 B 22 C
20 W Lionshead Circle E & S
Frontage Road SSSC
2 A 3 A
EB 0 A 0 A
WB 9 A 8 A
NB 13 B C
21 W Lionshead Circle W & S
Frontage Road SSSC
1 A 2 A
EB - - - -
WB 15 B 21 C
NB 0 A 0 A
SB 9 A 8 A
22 Forest Road & S Frontage Road SSSC
1 A 1 A
EB 8 A 9 A
WB 9 A 8 A
NB 16 C 19 C
SB 14 B 20 C
23 Westhaven Drive & S Frontage
Road SSSC
3 A 3 A
NB 14 B 16 C
EB 0 A 0 A
WB 9 A 8 A
Chapter 04: Traffic Improvement Recommendations
ID Intersections Control
1 Approach
Existing
AM Peak Hour PM Peak Hour
Delay2 LOS Delay
2 LOS
25 Matterhorn Circle & S Frontage
Road SSSC
3 A 3 A
WB C C
EB 0 A 0 A
WB 9 A 8 A
26 Road SSSC
1 A 1 A
NB 15 B 18 C
EB 0 A 0 A
WB 9 A 8 A
28 Red Sandstone Road & N
Frontage Road SSSC
3 A 3 A
EB 8 A 8 A
WB 0 A 0 A
SB 11 B 13 B
29 Lions Ridge Loop & N Frontage
Road SSSC
3 A 3 A
EB 8 A 8 A
WB 0 A 0 A
SB 11 B 13 B
30 Road SSSC
2 A 3 A
SB 11 B C
EB 8 A 9 A
WB 0 A 0 A
31 & N Frontage Road SSSC
3 A 4 A
SB 11 B C
EB 8 A 9 A
WB 0 A 0 A
33 Commercial Access (Safeway W
Entrance) & N Frontage Road SSSC
2 A 3 A
SB 11 B 15 C
EB 8 A 9 A
WB 0 A 0 A
34 Commercial Access (McDonald's)
& N Frontage Road SSSC
2 A 2 A
SB 10 B 15 B
EB 8 A 9 A
WB 0 A 0 A
35 Commercial Access (Hilton) & N
Frontage Road SSSC
1 A 1 A
SB 11 B C
EB 8 A 9 A
WB 0 A 0 A
38 Evergreen Lodge & S Frontage
Road Roundabout
4 A 5 A
NB 5 A 6 A
WB 4 A 4 A
EB 5 A 5 A
39 Sandstone Underpass & S
Frontage Road Roundabout
A A
WB 4 A 8 A
SB 4 A 6 A
EB 9 A 6 A
40 Sandstone Underpass & N
Frontage Road Roundabout
5 A 8 A
NB 5 A 6 A
WB 6 A 12 B
EB 4 A 5 A
Red text
SSSC=Side-Street Stop Control
GO VAIL 2045
Future 2045 Conditions
The purpose of the future 2045 conditions analysis is
to evaluate the study intersections and roadways with
Estimates of the planned developments and the projected
developments in 2006 as a part of the Billion Dollar
by current anticipated developments are shown in
Table 3 Table 3, the anticipated remaining
new trips from 2009 is largely due to completed projects
that are now existing, and a change in direction and size
The projected development trips account for multi-
recommendations forward with the addition of an added
trip rate for high density employee housing, based on
Ridge Apartments employee housing units (Table 4
Table 3: Project Development PM Peak Hour Trips
Development Project Projected Net New PM Trips
Vail Mountain Lodge 23
Manor Vail 19
Cascade
11
Texas Townhomes 3
Gorsuch Building 2
Vail Trails West 4
Evergreen 50
14
88
Lodge at Lionshead 62
Lionshead Center 15
Ever Vail 385
Eagle River Water & Sanitation 35
West Vail Lodge 159
28
Timber Ridge 100
Wren 5
All Seasons 31
Cornerstone 15
Garts' McDonald’s 68
Safeway 45
Vail das Schone 35
Brandess Building 8
100
Residence at Main Vail 35
Legacy 15
Elevation 3
10
60
Westhaven Tennis Courts 40
Total Project Development Trips 1475
Chapter 04: Traffic Improvement Recommendations
The trips generated by the anticipated
developments as presented in
Table 3 were assigned to the
proximity to major streets and
freeways, population densities,
The trip distribution percentages
The project trips were distributed
to and from these directions in the
corresponding percentages using
•
•
•
•
•
•
The 2009 Transportation Master
Plan anticipated consistent growth
Vail and West Vail Roundabouts,
there has generally been a decrease
shown in Table 5
play into this with the foremost being
counts and do not provide insight into
strategies, and the construction of the
Sandstone Underpass all could have
alleviated some of the anticipated
Underpass alone has redirected an
hour away from the Main Vail and
To avoid overestimating the projected
intersections, the project team
decided to incorporate only the
anticipated growth from proposed
developments as shown in Table 3,
and not
Eagle County from 2005 to 2021
above are generated by motorists
who have come from or are going to
Without the development of additional
change this include the construction
Autonomous Vehicle (AV) passenger
implementation of AV’s in Vail is not
impact on travel by 2045 (See
Chapter 9
The resulting projected future 2045
study intersections are shown in
Figure 27 to Figure 30
Table 4: Trip Generation Rates
Use
Trip Generation Rates
(per dwelling unit for residential, per 1000 square feet for other uses)
Vail-Remote
Daily Daily Daily
Residential - New 5 4
Residential – Replace NA NA
Residential - Employee
Housing NA NA
11 11
Commercial – Retail 15
Hospital NA NA
GO VAIL 2045
The following shows the percentage
of the trips generated from the
•Vail Road & N Frontage Road/
Spraddle Creek Road: About
17%
proposed developments
•Vail Road & S Frontage Road:
About 18%
from proposed developments
•Chamonix Road & N Frontage
Road: About 20%
is from proposed developments
•Chamonix Road & S Frontage
Road: About 25%
is from proposed developments
•Sandstone Underpass
Roundabouts: About
25%
proposed developments
•About 23%
from proposed developments at
the remaining non-roundabout
study intersections
Table 5: Roundabout Volume Comparison
2009 TMP 2021 Counts change)
Intersection AM PM AM PM AM PM AM PM
Chamonix Rd & N Frontage Rd 1134 1412 1916 -561
Chamonix Rd & S Frontage Rd 1460 2029 1066 1216 -394 -813
Vail Rd & N Frontage Rd 1600 1550 1109 1552 -491 2
Vail Rd & S Frontage Rd 3190 2302 2919 -408
Total Weighted Average -11% -15%
Chapter 04: Traffic Improvement Recommendations
D AE
AE
AE
D
D
D
S Frontage Road S Frontage Road N Frontage Road
G
G
G
PM
PM
PM
GO VAIL 2045
I-70 WB Ramp I-70 EB Ramp S Frontage Road
BC
E
E
AC
G
PM
PM
PM
Chapter 04: Traffic Improvement Recommendations
S Frontage Road S Frontage Road S Frontage Road
S Frontage Road
S Frontage Road S Frontage Road S Frontage Road
S Frontage Road N Frontage Road N Frontage Road
G AF G AF
AF AF AF CF
AC
D
D G G
PM
PM
PM
GO VAIL 2045
S Frontage Road S Frontage Road S Frontage Road
N Frontage Road
N Frontage Road N Frontage Road N Frontage Road N Frontage Road
AF G G
G
G G G G
PM
PM
PM
Chapter 04: Traffic Improvement Recommendations
Synchro software (for unsignalized intersections)
and the HCM 6 delay thresholds provided above, the
Table 6 (see Appendix B
As shown in Table 6, all study intersections
• Vail Road & S Frontage Road (Main
This is caused by the high volumes on the
worsened compared to existing conditions
due to higher volumes on S Frontage Road
• Chamonix Road & N Frontage Road (West
This is caused by the high volumes on the
westbound approach already operates at
• Vail Valley Drive & S Frontage Road
This intersection is currently controlled
unconventionally, favoring the northbound side-
street movements with stop-controls on the east/
are worsened compared to existing conditions due
to higher volumes on S Frontage Road from the
•
This is caused by the high volumes of vehicles
are worsened compared to existing conditions
due to higher volumes on S Frontage Road
•
This is caused by the high volumes of vehicles
are worsened compared to existing conditions
due to higher volumes on S Frontage Road
•
This is caused by the high volumes of vehicles
exiting Village Center Road (especially left
are worsened compared to existing conditions
due to higher volumes on S Frontage Road
•
This is caused by the high volumes of vehicles
exiting E Lionshead Circle (especially left
are worsened compared to existing conditions
due to higher volumes on S Frontage Road
•
This is caused by the high volumes of vehicles
exiting W Lionshead Circle (especially left
are worsened compared to existing conditions
due to higher volumes on S Frontage Road
•
This is caused by the increased volumes
turning onto S Frontage Road from the stop-
controlled side-streets, due to the anticipated
GO VAIL 2045
Table 6: Future 2045 Conditions
ID Intersections Control
1 Approach
2045 + Project
PM Peak Hour
Delay2 LOS
1 Vail Road & N Frontage Road Roundabout
15 B
NB 8 A
NWB 18 C
WB 20 C
EB 39 E
2 Vail Road & S Frontage Road Roundabout
>100 F
NB 45 E
WB >100 F
SB 9 A
EB >100 F
SEB 18 C
3 SSSC
4 A
WB 14 B
NB 6 A
SB 0 A
4 SSSC
3 A
EB 11 B
NB 0 A
SB 2 A
5 Chamonix Road & N Frontage Road Roundabout
F
NB A
NWB A
WB >100 F
SB 21 C
EB 20 C
6 Chamonix Road & S Frontage Road Roundabout
15 C
NB 10 A
WB 24 C
SB 5 A
SEB 13 B
EB 10 A
9 SSSC
1 A
NB 13 B
WB 0 A
EB 0 A
10 Vail Valley Drive & S Frontage Road SSSC
*F
EB *F
WB >300 F
NB 8 A
11 SSSC
>100 F
EB 0 A
WB 10 B
NB >300 F
12 SSSC
5 A
EB 0 A
WB 10 B
NB E
15 Village Center Drive & S Frontage Road SSSC
2 A
EB 0 A
WB 11 B
NB 36 E
18 SSSC
A
EB 0 A
WB 9 A
NB 30 D
19 E Lionshead Circle & S Frontage Road SSSC
6 A
EB 0 A
WB 9 A
NB E
Chapter 04: Traffic Improvement Recommendations
ID Intersections Control
1 Approach
2045 + Project
PM Peak Hour
Delay2 LOS
20 W Lionshead Circle E & S Frontage Road SSSC
3 A
EB 0 A
WB 9 A
NB 22 C
21 W Lionshead Circle W & S Frontage Road SSSC
3 A
EB - -
WB 38 E
NB 0 A
SB 9 A
22 Forest Road & S Frontage Road SSSC
82 F
EB 10 B
WB 8 A
NB F
SB >400 F
23 Westhaven Drive & S Frontage Road SSSC
3 A
NB 22 C
EB 0 A
WB 9 A
25 Matterhorn Circle & S Frontage Road SSSC
3 A
WB 8 A
EB 0 A
WB 25 D
26 SSSC
1 A
NB 21 C
EB 0 A
WB 8 A
28 Red Sandstone Road & N Frontage Road SSSC
3 A
EB 9 A
WB 0 A
SB 16 C
29 Lions Ridge Loop & N Frontage Road SSSC
2 A
EB 8 A
WB 0 A
SB 16 C
30 SSSC
3 A
SB 21 C
EB 9 A
WB 0 A
31 Road SSSC
5 A
SB 24 C
EB 10 A
WB 0 A
33 Commercial Access (Safeway W Entrance) & N
Frontage Road SSSC
4 A
SB 21 C
EB 10 B
WB 0 A
34 Commercial Access (McDonald's) & N Frontage
Road SSSC
3 A
SB 18 C
EB 10 B
WB 1 A
35 Commercial Access (Hilton) & N Frontage Road SSSC
1 A
SB 24 C
EB 10 B
WB 1 A
Red text
SSSC=Side-Street Stop Control
GO VAIL 2045
Improvement
Recommendations
The 2009 TMP presented recommended improvement
alternatives in the following main areas, which coincide
•
•
•
Village Area)
• South Frontage Road – Vail Road to Forest Road
(Lionshead Village Area)
• West Vail Redevelopment Area
The recommended improvements proposed in the 2009
TMP are supported by the 2045 Master Plan and are
shown in Figure 31 and Figure 32
The following potential improvements were recommended
movement of vehicles traveling NB under the underpass
• Expand and Re-stripe for 2 northbound lanes on
Vail Road through the underpass, between the two
• Clearly designate turn lane assignments along the
westbound approach at the Vail Road & S Frontage
• Expand the Vail Road & N Frontage Road/Spraddle
temporary and sub design standards, though still
increased capacity of the NB movement under the
Similar to the recommended improvements for the Main
• Expand and Re-stripe for 2 northbound lanes on
The following potential improvements were recommended
for the Village Frontage to alleviate congestion for left
turn movements from Vail Valley Drive and the Vail Village
•
• Convert the Vail Valley Drive & S Frontage Road
intersection to a traditional side-street stop control
ID Intersections Control
1 Approach
2045 + Project
PM Peak Hour
Delay2 LOS
38 Evergreen Lodge & S Frontage Road Roundabout
6 A
NB 8 A
WB 5 A
EB 6 A
39 Sandstone Underpass & S Frontage Road Roundabout
10 B
WB 12 B
SB 9 A
EB A
40 Sandstone Underpass & N Frontage Road Roundabout
11 B
NB 8 A
WB 19 C
EB 6 A
Chapter 04: Traffic Improvement Recommendations
with the stop sign on the northbound approach and
convert this intersection to a ¾ movement, restricting
the intersection, but creating out of the way travel for
travel created by the right-in/right-out only condition at
Vail Health and Town Municipal Center
•
• Add right turn acceleration/deceleration lane in the
eastbound direction on S Frontage Road between Vail
the South Frontage Road
The following potential improvements were recommended
• Construct Simba Run (Sandstone) underpass of
at both the West Vail Roundabouts and the Main Vail
Roundabouts by providing an alternate way to cross
Sandstone Underpass is one less vehicle crossing
under the West Vail or Main Vail underpasses and
average of 400 vehicles from Main Vail and West Vail
• Relocate S Frontage Road and combine Forest Road
and W Lionshead Circle intersections as a roundabout
• Widen S Frontage Road to include median lane and
•
•
time improvements have been made to this intersection
The following potential improvement was recommended
• Provide a primary full-movement roundabout access at
This roundabout would alleviate left turns in and out of
most of the commercial access points providing more
61GO VAIL 2045
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Chapter 04: Traffic Improvement Recommendations
63GO VAIL 2045
presented in the 2009 TMP, the Simba Run (Sandstone)
Structure have been built, along with a new roundabout
previously remaining recommended improvements were
evaluated with the updated projected 2045 future volumes,
including the anticipated growth from the redevelopment
Explore options to improve safety for cyclists at the
Vail Road and Chamonix Road roundabouts through
recommended that the northbound lanes be re-striped to
The proposed roundabout at the Forest Road/Ever Vail
access and W Lionshead Circle provides the capacity to
The West Vail Master Plan published in November 2021
presents concepts of a roundabout on North Frontage
Road in the commercial area, with potentially restricting
concept was not implemented for the analysis for this TMP
due to the limitations of the Synchro software not being
a roundabout with right-in/right-out restrictions on North
Synchro software (for unsignalized intersections) and the
HCM 6 delay thresholds provided above, the future 2045
Table 7 (see
Appendix B
As shown in Table 7
S Frontage Road intersection was analyzed as a signal for
The results shown in Table 7 show that implementing
the previously recommended improvement alternatives
• Vail Road & S Frontage Road (Main Vail Roundabout
The improvements reduce the delays, but the
volumes at the roundabout, and was determined
Village) is rerouted elsewhere and removed from the
roundabout, the roundabout is mitigated to operate
accomplished through Travel Demand Management
(TDM) (See Chapter 9
Chapter 04: Traffic Improvement Recommendations
•
Table 7: Future 2045 Mitigated Conditions
ID Intersections Control
1 Approach PM Peak Hour
Delay2 LOS
1 Vail Road & N Frontage Road Roundabout
15 B
NB 8 A
NWB 18 C
WB 20 C
EB 39 E
2 Vail Road & S Frontage Road Roundabout
F
NB 39 E
WB 169 F
SB 9 A
EB 24 C
SEB 18 C
3 SSSC
4 A
WB 14 B
NB 6 A
SB 0 A
4 SSSC
3 A
EB 11 B
NB 0 A
SB 2 A
5 Chamonix Road & N Frontage
Road Roundabout
43 E
NB A
NWB A
WB 90 F
SB D
EB 24 C
6 Chamonix Road & S Frontage
Road Roundabout
15 C
NB 10 A
WB 24 C
SB 5 A
SEB 13 B
EB 10 A
9 Frontage Road Roundabout
8 A
NB 10 B
WB 12 A
EB A
10 Vail Valley Drive & S Frontage
Road SSSC
0 A
EB 0 A
WB 9 A
NB 0 A
11 Frontage Road
16 B
EB A
WB 20 B
NB 33 C
12 Frontage Road SSSC
2 A
EB 0 A
WB 11 B
NB 18 C
15 Village Center Drive & S Frontage
Road SSSC
1 A
EB 0 A
WB 11 B
NB 16 C
GO VAIL 2045
ID Intersections Control
1 Approach PM Peak Hour
Delay2 LOS
18 Road SSSC
A
EB 0 A
WB 9 A
NB 30 D
19 E Lionshead Circle & S Frontage
Road Roundabout
12 B
EB 10 B
WB 14 B
NB 12 B
20 W Lionshead Circle E & S
Frontage Road SSSC
3 A
EB 0 A
WB 9 A
NB 22 C
21 W Lionshead Circle W & S
Frontage Road Roundabout
12 B
EB 9 A
WB 8 A
NB 11 B
SB 16 C
22 Forest Road & S Frontage Road
3 SSSC
- -
EB - -
WB - -
NB - -
SB - -
23 Westhaven Drive & S Frontage
Road SSSC
3 A
NB 22 C
EB 0 A
WB 9 A
25 Matterhorn Circle & S Frontage
Road SSSC
3 A
WB 8 A
EB 0 A
WB 25 D
26 Road SSSC
1 A
NB 21 C
EB 0 A
WB 8 A
28 Red Sandstone Road & N
Frontage Road SSSC
3 A
EB 9 A
WB 0 A
SB 16 C
29 Lions Ridge Loop & N Frontage
Road SSSC
2 A
EB 8 A
WB 0 A
SB 16 C
30 Road SSSC
3 A
SB 21 C
EB 9 A
WB 0 A
31 & N Frontage Road SSSC
5 A
SB 24 C
EB 10 A
WB 0 A
33 Commercial Access (Safeway W
Entrance) & N Frontage Road SSSC
4 A
SB 21 C
EB 10 B
WB 0 A
34 Commercial Access (McDonald's)
& N Frontage Road SSSC
3 A
SB 18 C
EB 10 B
WB 1 A
35 Commercial Access (Hilton) & N
Frontage Road SSSC
1 A
SB 24 C
EB 10 B
WB 1 A
Red text
SSSC=Side-Street Stop Control
Chapter 04: Traffic Improvement Recommendations66
Table 8: Delay and LOS Comparison
ID Intersections Control
1
Existing 2045 + Project Mitigated
PM Peak Hour PM Peak Hour PM Peak Hour
Delay2 LOS Delay
2 LOS Delay
2 LOS
1 Vail Road & N Frontage Road Roundabout 18 C 15 B 15 B
2 Vail Road & S Frontage Road Roundabout 39 E >100 F 73 F
3 Ramp SSSC 13 B 14 B 14 B
4 Ramp SSSC 10 B 11 B 11 B
5 Chamonix Road & N Frontage
Road Roundabout 20 C 73 F 43 E
6 Chamonix Road & S Frontage
Road Roundabout 8 A 15 C 15 C
9 Frontage Road Roundabout 12 B 13 B 10 B
10 Vail Valley Drive & S Frontage
Road SSSC >100 F >300 F 9 A
11 Frontage Road
Signal/>200 F >300 F 33 C
12 & S Frontage Road SSSC 28 D 47 E 18 C
15 Village Center Drive & S
Frontage Road SSSC 25 C 36 E 16 C
18 Frontage Road SSSC C 30 D 30 D
19 E Lionshead Circle & S
Frontage Road SSSC 22 C 37 E 12 B
20 W Lionshead Circle E & S
Frontage Road SSSC C 22 C 22 C
21 W Lionshead Circle W & S
Frontage Road Roundabout 21 C 38 E 12 B
22 Forest Road & S Frontage
Road3 SSSC 20 C >400 F - -
23 Westhaven Drive & S
Frontage Road SSSC 16 C 22 C 22 C
25 Matterhorn Circle & S
Frontage Road SSSC C 25 D 25 D
26 Frontage Road SSSC 18 C 21 C 21 C
28 Red Sandstone Road & N
Frontage Road SSSC 13 B 16 C 16 C
29 Lions Ridge Loop & N
Frontage Road SSSC 13 B 16 C 16 C
30 Frontage Road SSSC C 21 C 21 C
31 Commercial Access (City SSSC C 24 C 24 C
33
Commercial Access (Safeway
W Entrance) & N Frontage
Road
SSSC 15 C 21 C 21 C
34
Commercial Access
(McDonald's) & N Frontage
Road
SSSC 15 B 18 C 18 C
35 Commercial Access (Hilton) &
N Frontage Road SSSC C 24 C 24 C
Red text
SSSC=Side-Street Stop Control
Conclusion
The recommended improvement alternatives presented
in the 2009 TMP were incorporated into the analysis with
2045 conditions included anticipated growth from proposed
that the recommended improvements in the 2009 TMP
improvement alternative (other than those from the 2009
Table 8 on the next
67
Chapter 05: Traffic Calming68
69GO VAIL 2045
vehicle speeds on residential roads and through
commercial areas to promote safety, liveability,
and quality of life for motorists and non-motorists
alike. The challenge is to provide that in a manner
mobility. Similar to most communities speeding is
a common concern throughout the Town of Vail.
Despite the fact that over 75% of the town’s residential
roads speed limits are 15 mph, the average speed
on most of the town’s residential roads is 20 mph
and the 85th percentile speed is 25 mph (See Figure
31). The 85th
speed at which 85% of all motorists travel below
on a given road, and therefore indicates that most
drivers perceive it as a safe operating speed. The
Town’s goal is to reduce that 85th percentile speed
and safe operating speed perception to 20 mph. The
which range from adjusting speed limits to physical
town might pursue to reduce vehicular speeds
This chapter provides tools
calming to achieve the
Speed Limits
One element that could be considered is adjusting
posted speed limits on residential roadways in Vail
from 15 mph to 20 mph to provide consistency with
this goal and not rely on unrealistic speed limits. This
would improve comfort for all modes and consistency
for drivers. To successfully amend posted speed
limits, a robust public outreach campaign should be
initiated to further gauge acceptance and to notify
residence of the change as well as inform them
calming policy that the town may adopt. This chapter
measures for local streets to increase compliance
with speed limits and complement bicycle/pedestrian
recommendations in the multimodal chapter.
71GO VAIL 2045
Background on Speed
Limit Setting
local government and county control on increasing
or decreasing posted speed limits for residential
to HB18-1191, the process for changing the speed limit
investigation or survey justifying the change using the
th
of drivers must already be traveling at the speed desired
requirement of only using the 85th percentile rule as the
•Roadway class
•Current and future development
•Environmental factors
•
•Pedestrian and bicycle activity in the vicinity
•Crash statistics from the most recent year
With this change, the Town of Vail could reevaluate posted
speed limits on residential streets based on some of the
above practices, in order to create a consistent experience
for all travelers, create streets that are comfortable for
that is in line with design speed for vehicles in order
driver travels on a road is determined by the geometry of
the roadway and how comfortable the driver is traveling
Any changes in posted speed limits need to be paired
with education, enforcement, and potential changes to
that residents and visitors are educated about speed
limits, and that roadway design speed matches posted
limit, programs, and infrastructure will result in more
Existing Speed Limit
Conditions
Table 9 presents total miles of
limit is shown in Table 10.
of local roads are set at 15 mph.
roadways (Vail Transportation Center roundabout) have
This inconsistency in posted limits on local roadways
may create confusion for drivers, low compliance, and
Figure 33 illustrates posted speed limits,85th percentile,
and average speeds at select locations where a speed
survey show that the 85th percentile of speed observed are
greater than 15 mph and are mostly within 5 mph of 20
Figure 34 demonstrates that achieving a 15 mph
85th
is indicative of 20 mph being a more realistic speed limit
of residential roads also suggests that 20 mph is an ideal
and a peer review from other communities, as performed
Figure 33: Fatality and Speed Correlation (Source:
SFMTA Vision Zero Action Plan)
Chapter 05: Traffic Calming
Posted Speed
Limit Miles of Arterial % of Arterials
Miles of
Collector % of Collectors Miles of Local % of Locals
15
20
25
30
35
40
45
Total
Posted Speed Limit on Vail Controlled Roads (with majority highlighted)
Sum of Length in Miles % of Total Miles in Vail % of Total Miles Controlled by Vail
Arterial 13
24 N/A
Collector 4
Local/ Heated Streetscape 26
Total
Figure 34: Current Speed Limits in Vail
73GO VAIL 2045
Highlights of
Public Input
on Speed Limit
Changes
Based on the Go Vail 2045 project
survey conducted in 2023, there is
a lot of support for changing posted
speed limits to 20 MPH in residential
areas to achieve consistency,
respondents indicated they are in
Engagement for additional details
on the public engagement process
Considerations for
20 MPH Posted
Speed Limits
the existing 15-mph speed limit
are the residential nature of the
pedestrian accommodations along
exceed this speed limit, indicating
complaints the town receives are
generally in response to pedestrians
roadways adjacent to vehicles, the
complaints are not generally based
on documented crashes or safety
experiencing adjacent vehicles
traveling at speeds of 20-25 mph
which can be perceived as much
greater when there are no separate
Multimodal Recommendations,
future potential need for separated
pedestrian accommodations on
higher speed roadways, given
roadways where the 85th percentile
has been documented to be above
the speed limit, separate pedestrian
facilities should be considered
in the future to give greater
pedestrian comfort and create a
Enforcement of the 15 mph speed
limits would require the police
Alternatively, installing physical
a design speed of 15 mph on Vail’s
roadways would be challenging or
infeasible given the frequency of
treatment measures that would be
would also cause maintenance
challenges (particularly in snowy
conditions), impacts to emergency
vehicle response times, evacuation
times, and have impacts to buses
Findings from the 2021 speed
survey determined that most drivers
on Vail residential streets drive at
speeds of 25 mph or lower, with a
within the survey with posted speed
limits of 15 mph, the 85th percentile
also a strong indicator that 15 mph
speed limits are unrealistically low,
and that compliance to the posted
compliance, extreme enforcement
measures would be necessary on
to a posted 20 mph speed limit on
residential roads, there might be
However, we would not expect the
85th percentile or average speed
to change, this is made evident by
the recent speed limit change along
on national trends around speed
limit setting and vehicles speeds
can be found in National Association
City Limits. Changing
the posted speed limits to 20 mph
would bring Vail in-line with the
bring speed compliance into a much
more reasonable and enforceable
mph is appropriate in locations where
children cross for school, then it is
Nationwide, most communities have
historically set residential speed limits
communities are reducing speed
limits to 20 mph on local roadways
Association of City Transportation
City Limits
guidance recommends setting
default speed limits on many streets
of 25 mph on all major streets and
of the City and County of Denver’s
residential speed limits from 25
Although empirical evidence from
of the roadway dictate travel speeds
and posted speed limits do not,
Chapter 05: Traffic Calming
communities have used this as a
catalyst to change roadway design to
in posted speed limits should
be supplemented by associated
Recently, the Town reduced the
from 25 mph to 15 mph to improve
After several months of intermittent
the town’s speed trailer, the Town
results of the study indicated no
th
percentile speed stayed at 21mph
on the east end of the corridor, and
had a slight decrease on the west
greater than the posted speed limit
to be installed approximately every
200 feet, and strict enforcement
would need to occur regularly and
be to install appropriate pedestrian
facilities to alleviate some of the
speeding complaints and get
A study
the operational and safety impacts
of setting posted speed limits below
engineering recommendations
speed limit of no more than 5 mph
below the 85th percentile speed may
result in fewer crashes and can lead
to drivers complying closely with
supports raising residential speed
limits from the current 15 mph to 20
largest hurdles to overcome because
most drivers exceed this speed
performed in Vail in 2021 observed
on nine residential roads that the 85th
percentile ranged from 19 mph to 29
roads were raised to 20 mph, then
th percentile
As the study found, a posted speed
limit on residential roads will bring
more drivers into compliance and
free up local resources to target
Under Colorado law, narrow, winding
mountain roads or roads with
blind curves have a presumptive
current speeding conditions and
recommended speed limits under
Colorado law, 20 mph speed limits
Although the speed limit for most local
roadways could be 20 mph, there
may be some atypical locations that
these situations would be rare, an
example of a local roadway operating
at 15 mph may be because of steep
horizontal and vertical curvature,
the section of Vail Valley Drive that
is part of the Gore Valley Trail, or
limits ,further analysis should
consider many important factors to
determine the appropriate posted
speed limit such as current and
future development, land uses,
environmental factors, pedestrian
and bicycle activity in the vicinity,
spatial analysis of these factors
should be performed for a holistic
evaluation of the appropriate
Additional analysis should also
study and recommend changes to
posted speed limits on collectors
Building support on speed limit
and being consistent with current
should ensure consistency with the
• Education and publicity campaigns
to promote driving at safe speeds
•
• Sustainable travel initiatives
• Safer school travel initiatives,
including School Travel Plans
• Promoting safer vehicles
and vehicle technology
•
• Enforcement and compliance
campaigns, including
safety cameras
• Co-operation with Local
GO VAIL 2045
76
Traffic Calming
Studies and empirical evidence
Engineering (ITE) demonstrate
that the geometries of a
posted speed limits. Since
of the roadways is costly
calming provides corrective
to slow down vehicles.
•Speed Control Devices – vertical
devices, horizontal devices,
and narrowing devices
•Non-Physical Devices – education,
encouragement, and enforcement
strategies, where necessary, is important
countermeasures to calm vehicle speeds,
especially at locations with observed or
Horizontal and vertical geometric design
changes to roads in areas of concern
can signal the need to drive more slowly,
but also can improve comfort and create
environments more friendly to people
in the community, public outreach
challenge that contributes to discomfort
77GO VAIL 2045
Figure 35
•, such as speed humps,
use variations in pavement height and alternative
These devices are designed for travel speeds over the
device of approximately 15 to 20 mph depending on the
•
use raised islands to eliminate straight-line paths along
•Narrowing devices use raised islands, curb
extensions, and other treatments to narrow the travel
•
•
•Lane narrowing/painted shoulders
•Enforcement
•Signage
Calming Measures
help enforce posted speed limits
Chapter 05: Traffic Calming78
humps, give speed tables higher design speeds than humps and thus may be more appropriate for streets with snowplows and
textured materials, which would improve the appearance of speed tables, draw attention to them, and may enhance safety and
DEFINITION
CONSIDERATIONS
where speeds are higher (such as straightaways) and at
a frequency that will reduce acceleration between speed
and Application of Speed Humps recommends spacing of
th percentile operating speed between
th percentile operating speed between
Findings from the previous speed hump studies done in Vail
Some other design considerations for speed
table/cushion implementation are:
•
there is an obstacle to navigate (they typically need to
slightly lift the blade and change its angle on approach
•
their tendency to catch the leading edge of the plow and
devices in the summer and remove them in the winter
tend to speed less when the street has snow because
• Navigating speed humps while still removing snow/
maintenance approach to ensure the right equipment and a
79GO VAIL 2045
EXAMPLE APPLICATION
temporary speed humps in the summer of 2018, shown
in Figure 36
Chamonix Lane just west of the Vail Commons bus stop at a
to less than 20 mph and the study monitored speeds before,
speed humps, and a 3-mph reduction a couple hundred feet
PEER REVIEW
Boston has successfully applied speed humps to
reduce speeds on 20 and 25 mph roadways that are
These streets are successfully plowed and serve
program has resulted in the mayor planning to add
a posted speed limit of 25 mph, there are 9
posted speed limit of 25 mph, the city has been really
down but has not caused any issues with plowing
Avenue, which has a posted speed limit of 15 mph,
EFFECTIVENESS
Speed tables typically see a decline of approximately
mph midway between tables for each
100 feet beyond the 200-foot approach and exit
locations, and entire lengths of roads down to approximately
an entire length of roadway to below 20 mph would require
the winter, however this may add additional wear and tear to
also is true with regards to emergency response vehicles,
and evacuation times, where caution should be used to
evaluate response and evacuation times and wear and tear
the impact on transit routes and more importantly the impact
Figure 36: Chamonix Lane (east)
Temporary Speed Bumps
Chapter 05: Traffic Calming
CONSIDERATIONS EFFECTIVENESS
As a temporary treatment, or for an option that
reduces construction and maintenance costs, all
three of these treatments can be implemented with
For bulb-outs, speed is reduced only at the
reduction, but anecdotal evidence from example
intersections more pedestrian friendly by shortening the crossing distance to leave 10 feet for the nearest auto travel lane and
DEFINITION
81GO VAIL 2045
EXAMPLE APPLICATIONS
the pedestrian zones, shown in the photo example Figure 37
has also installed planters and bollards to serve as a
chicane or median to narrow the street (Figure 38
Durango recently underwent an extensive design
Boulder uses chicanes to narrow low volume residential
streets, such as Quince Avenue, from 2 lanes to one
Denver also uses bollards and paints to create bulb-
outs on roadways that get regularly plowed (Figure
39
Figure 37: East Meadow Drive Chokers
Figure 39: Bulb-outs using bollards and
paint in Denver
Chapter 05: Traffic Calming
DEFINITION
CONSIDERATIONS
This treatment is relatively inexpensive, does not
slow emergency vehicles, evacuations, or impact
buses or plows, and can be used to create a bicycle
does require regular maintenance and has not been
pedestrians and bicyclists, however, to be fully functional for
their use, the paved shoulder area should be wide enough
to accommodate the horizontal operating envelope of these
EFFECTIVENESS
There is no consensus in the literature on the relationship
speed reductions of as much as 3 mph for every foot
reduction of about 1 mph per foot of lane narrowing or
that there is wide variability between sites, suggesting
that lane width alone is not responsible for the entire
While there is limited research on speed reduction,
This means that the number of crashes is expected to go
83GO VAIL 2045
EXAMPLE APPLICATIONS
Lane (west) received shoulder lane striping (see Figure 40,
40-2
a much narrower drive lane to encourage vehicles to slow
striping did not reduce speeds but provided a designated
striping (but no centerline striping) and noted 80th percentile
the travel lanes are 20’ wide combined (Figure 41
Figure 40: Advisory bike lanes on Vail
Valley Drive
Figure 41: Shoulder striping in Avon
Figure 40 - 2
Chapter 05: Traffic Calming
Non-physical devices include any
measure that does not require
They are intended to increase drivers’
awareness of surroundings and
devices are not self-enforcing,
stand-alone devices and should
limit signs are the primary method
used to notify the driver of the
speed limit signage is clear and, if
necessary, repeats at appropriate
intervals to ensure that drivers are
aware of the speed limit and to aid
sign declutter program on residential
streets over 30 years ago and limited
speed limit signs to one sign per
town should revisit this program
and consider installing additional
signage to remind drivers of speed
has been successful in the Vail
speed limit signs and dynamic
signs where installed to provide
awareness to drivers of their speed
Posted speed limits can also
be unconventional to increase
Compliance with speed limits
has seen success when there is
This can be targeted to roads that
have had the most complaints for
of law enforcement for speeding
is unsustainable over long periods
tools that can supplement police
presence over the long-term are
and neighborhood watch programs
This new enforcement activity
began in April 2023 in response
receive community tips from a
website that allows residents to
report where and when they see
to increase the amount of heavy
enforcement days to discourage
Calming Partnership, through which
many reports of speeding in
residential neighborhoods and the
The presence of heavy enforcement
can be costly, so another type of
enforcement approach is Automated
including red light cameras and photo
are usually deployed on residential
roads, construction zones, and
vehicles exceeding the speed limit
state law has ruled if a driver is
detected driving less than 10 miles
per hour over the speed limit, the
governmental entity is required to
the maximum penalty for a speed
violation captured by a photo speed
where speed vans can be placed and
are only allowed in school zones,
residential neighborhoods, within
maintenance, construction, or repair
zones, or along a street that borders
Colorado local governments use
Village, Colorado Springs, Commerce
City, Denver, Fort Collins, Greenwood
Village, Lone Tree, Northglenn,
GO VAIL 2045
towards local streets with current
posted speed limits of 25 mph
or less, where observed speeds
conducted by the Town of Vail
found that 85th percentile operating
speeds exceed posted speeds by
10 mph or more on the following
Vail Valley Drive, Chamonix Lane,
Sunburst Drive, Streamside Circle
The study found 85th percentile
operating speeds exceed posted
Arosa Drive, Aspen Lane, Bald
Mountain Road, Booth Falls
Road, Juniper Lane, Katsos
Ranch Road, Lupine Drive, Main
was to change to 20 mph, streets
with 85th percentile operating speeds
10 mph over posted speed limits
th percentile
Chamonix Lane, Lions Ridge Loop,
Potato Patch Drive, Red Sandstone
Based on 2021 speed data, the
between 85th percentile speeds and
posted speed limit are roadways with
roadways are shown in Table 11
Even with a change in posted speed
limit from 15 mph to 20 mph, many
of these roadways will still have
calming devices include Sunburst
Sandstone Road, Streamside Circle
East, Meadow Drive, Vail Valley
• Narrow Golf Course section to 22’
•
• Remove double yellow where
appropriate
• Add shoulder striping
• Add shoulder striping
•
narrow travel lane
•
Table 11: Roadways with Highest Speeding
Street Name From To
Speed
Limit % Obey Speed Limit % Over
25mph
Sunburst Drive Vail Valley Drive Cul-de-sac 15
Lionsridge Loop 15
Lionsridge Loop Cul-de-sac 25
Red Sandstone Rd Vail View Dr 15
Streamside Circle
East Streamside Circle West Bighorn Road 15
Chamonix Lane Chamonix Road 25
Chamonix Lane Chamonix Road Arosa Dr 25
Vail Valley Drive 15
Lions Ridge Loop Moraine Dr Vail View Dr 25
Chapter 05: Traffic Calming86
cushions to slow speeds, however
the frequency of placement is high,
and therefore can be costly and
locations between curves or other
only a few speed tables are needed
ideal for an initial implementation
Edge line striping has less of a
proven impact on speed reduction,
to bicycle and pedestrian comfort
or shoulder striping on roadways with
an edge-of-pavement to edge-of-
pavement width of more than 22 feet
Before-and-after data should continue
one travel lane in either direction,
striping can narrow the travel lane
portion of the roadway to a minimum
of 18 feet, leaving a minimum
striped shoulder width of 2’ in each
striped shoulder of 4’ or more, the
Town should consider widening
used, as the increased width may
have unintended consequences of
impact on speed reduction, however,
be piloted as paint and bollards in
the summer, with before and after
treatments can be implemented
speeds and along wide, straight
narrow a two-lane roadway to a
minimum of 13 feet, requiring vehicles
Ridge Loop behind Timber Ridge
would be a good test section, as it
is a long straightway and Timber
Ridge Apartments will be adding
calming in this area due to the
For intersections with reported
high speeds, bulb-outs should be
narrow the roadway to a minimum of
be implemented in coordination
Prior to implementing any
careful consideration should be
maintenance (particularly in snowy
conditions),emergency vehicle
response times, evacuation times,
87GO VAIL 2045
Table 12
Traffic Calming Process
many cities have established clear criteria to prioritize
have limited resources and cannot address every
individual or neighborhood to submit a petition form with
a minimum number of signatures, and/or require some
describes best practices found in other communities and
The Town of Jackson, WY
Community Streets Plan
Park City, UT has Neighborhoods First Streets Program
in which they reduce posted speeds on qualifying local
in their neighborhood by submitting a request through
of the program are to improve safety, educate residents,
speeds on minor collectors from 25 to 20 mph and
reducing speeds on streets in the historic district from 20
community and shares that information on their website
City of Aspen, CO established a
following an increase
in resident complaints
a process for residents to submit complaints online, for
Treatment Roadway Considerations Approximate Speed
Reduction
Speed tables/
cushions
Speed tables/cushions should be considered on Medium,
with frequent
placement
Reduced the 85th percentile
Bulb-out, chicanes,
Bulb-outs are only appropriate at intersections
Low (data is
inconclusive)
Lane narrowing/
painted edge line/
A painted edge line should demarcate the
shoulder from the roadway, so a two-lane Low (data is
inconclusive)
Narrowing lanes by one foot
would tend to reduce speeds by
Chapter 05: Traffic Calming88
the Town of Vail should consider developing a similarly
process will formalize the process and identify the
responsibilities of the Town and of the neighborhood to
speed enforcement, and might include the following
sequence of steps (summarized in Figure 42)
1.Develop a website for complaints and information (as
of complaint and contact information from reports
2.
based on priority
a.Safety/crash history
b.Pedestrian/bicycle volume
c.Bus routes
d.Frequency of complaints and variety of complaint
reporters
3.Review speed study data and/or complete speed study
4.Determine need and ability for additional enforcement
(Engage Special Enforcement Heavy Days) This will
89GO VAIL 2045
safety concerns, the Town should
should include neighborhood review
consist of the following sequence of
steps (summarized in Figure 43)
pedestrian accommodation
and pedestrian volumes, transit
impacts, maintenance impacts,
emergency services impacts,
evacuation impacts, cost impacts,
shall then provide the town with
calming with the majority of the
reside along the road with the
calming measures are due to
reasons, the Town may implement
decision on implementation
participation by neighborhood
calming measures in the
The Town’s website currently allows
residents to report complaints or
comments by calling or emailing
separate web portal for speeding
concerns so that complaints can be
more directly and formally processed
provide information regarding the
process and provide additional
well as potentially include speed
()
The Town should create a dedicated
annual budget for implementing
but is lower down on the prioritization
list, a community should have the
option to pool funds to pay for
Town of Vail would be responsible
for all vendor and construction
Conclusion
education outreach campaign should be considered to
bring awareness to the safety concern and the mitigating
campaigns should be on-going and emphasized prior to any
installation as well as during the National Pedestrian Safety
campaigns should include awareness for both Motorists,
91
Elements of Roadway Safety Awareness Campaigns
• Yield for pedestrians
• Be Alert and focused
•
speed limits
• Follow the rules of the road
and obey signs and signals
•
they are available
•
side of the road as possible
•
or intersections
• Wear High Visibility clothing
• Bicyclists must follow the
same rules as motorists
•
• Remain alert
• Use hand signals when
turning and use extra care at
intersections
• Wear High Visibility clothing
Chapter 06: Transit
Transit
93GO VAIL 2045
This chapter summarizes the vision for the
including improvements envisioned to the local
and regional transit system and facilities by
fundamental to achieving the larger multimodal
Chapter 06: Transit
Existing Transit Service in Vail
This section provides a summary of existing
transit service in Vail, including notable trends
Existing transit service in Vail can be grouped into three
1.Local Transit
1.Regional Transit
2.Private Shuttle Services
Vail Transit is the local transit provider managed by the
in the winter, illustrated in Figure 44
Center, which is the primary transit hub in Town
located in Vail Village and is also served by regional
Frequency of service on Vail Transit varies by route,
time of day, and time of year as shown in Table 13
Most routes operate at higher frequencies in the winter,
when demand and ridership are higher, as compared
Table 13: Frequency (in minutes) of Vail Transit Service by Route (December 2022).
Route Winter Peak* Winter Midday* Summer
In-Town Shuttle
West Vail Express 10 - -
East Vail 15 15 30
Sandstone 20 30 60
West Vail (Red & Green)30 30 40
Golf Course 30 60 60
Ford Park 30 15 -
Lionsridge 60 60 -
Figure 44: Vail Transit Winter Bus Routes
GO VAIL 2045
Table 14: Frequency of Regional Public Transit Serving Vail by Route (February 2024)
Operator Route Summer Frequency Winter Frequency
ECO Transit
additional trip to Dotsero)
Highway 6 (Edwards)
Leadville
Minturn 3 AM & 2 PM trips/day 3 AM & 2 PM trips/day
No Service 20–30 Min
CDOT
Bustang West (Grand Jct
– Denver)6 Daily Trips (3 end at Glenwood Springs)
Pegasus (Avon – Denver)
Regional transit service to Vail is provided by the
• ECO Transit – The Eagle Valley Regional Transit
Authority (RTA) operates six routes to Vail in the winter,
• CDOT – The Colorado Department of Transportation
operates over-the-road coach service between Grand
Junction and Denver, and Pegasus, which operates
• Greyhound – Greyhound Bus serves Vail as part of its
Figure 45 illustrates a map of regional transit services and
Table 14. summarizes existing service frequency by route
Figure 45
97GO VAIL 2045
Numerous private operators also
provide both local and regional
Many hotels in Vail provide shuttle
services for people to get from their
hotel to the Eagle County Regional
1 Express provide hourly shuttle
Airport in the winter to individual
destinations in Vail or to the Vail
Express is the third major operator
During a typical day in the winter
between 35 and 45 hotel shuttles and
taxis will serve the Vail Transportation
amount will serve the Lionshead
the most service typically have
Analysis of existing conditions
of transit in Vail revealed the
• Vail Transit annual ridership
Between 2010 and 2019
annual ridership on Vail Transit
million passengers per year (see
Figure 46),
Town route.
change in population growth and
wintertime hotel occupancy in
•As of 2023 Vail Transit
ridership has rebounded to
pre-pandemic levels – After
a decline from spring of 2020
through 2022, 2023 ridership
on Vail Transit has rebounded
•Vail Transit ridership has been
declining in the winter and
growing in summer – Between
is still over double the ridership
in the summer, overall ridership
in wintertime ridership is largely
attributed to fewer employees living
in Vail (and more in-commuters),
and an increase in use of private
hotel shuttle services by visitors
increase in the summer is largely
in the summer (and thus more
need for employees), which is
data that showed an increase of
average summer occupancy from
•Vail Transit covers most of
Vail
within a half mile of a bus stop
operate at 60-minute headways
during some times of the day and
some routes only operate in the
accessible in the winter when
snow, ice, and topography can
•Ridership on ECO Transit is
growing
regional transit service to Vail
from other parts of Eagle County
2014 and 2019 ridership on
•Vail Transportation Center
nearing capacity – The Vail
Transportation Center is the Town’s
Village where all nine Vail Transit
Chapter 06: Transit98
by Bustang, Pegasus, Greyhound,
and private shuttles mainly from
Center was constructed to help
alleviate some of the congestion
at the Vail Transportation Center
Transportation Center is nearing
capacity, which will limit the ability
to expand local and regional transit
Town of Vail is commissioning
a design project with matching
grant dollars to expand the
Transportation Center into a
mobility hub to increase transit
capacity and facilitate connections
•Vail is part of a new Eagle
County RTA – Voters approved
formation of a new Regional
Transportation Authority (RTA) in
2023, which will cover most of the
County (excluding Gypsum) and
includes an additional half cent
transit service to Vail, particularly
along the Highway 6 route, allow
for fare-free service expansion
to the majority of Eagle County,
will further the need for the Vail
Transportation Center to expand
and will give the Town of Vail more
planning and coordination with
Highlights of
Public Input
on Transit
survey that was conducted in 2022,
survey respondents mentioned transit
was one of the top four themes for
desire for more regional bus routes
and greater frequency of regional
bus routes were in the top four
themes for how transportation in
in the project survey conducted in
2023, the respondents’ top priorities
1. A seamless express service
between East Vail and West Vail
improvement would encourage
2. Increased frequency of the West
Vail express
improvement would encourage
See
Engagement for additional details on
the public engagement process and
Transit Improvements
Figure 47 depicts the transit vision
for Vail and includes year-round
improvements to the local and
well as improvements to transit
Transit plan Goals
The planned transit
improvements described in this
chapter will advance the Town
toward achieving the following
six community transit-related
•Allow
people to conveniently get to
Vail and around Vail without
•Provide seamless
connections between local
and regional transit and
increase transit options for
•
Reduce GHG emissions and
•
high-frequency transit to more
•Innovation – Transition to
zero emission buses and
explore opportunities for
autonomous transit vehicle
•Provide safe/
comfortable access to
to and waiting for the bus
and improve safety of bus
operations in locations with
99GO VAIL 2045
Transit improvements are organized
into the following four categories that
•
•
•
•
The transit vision includes the
service and mobility within the Town
thorough Transit Service Delivery
The Town of Vail will gradually
increase frequency of Vail Transit
service and explore transitioning
to a year-round schedule to meet
increasing demand in the summer
and shoulder seasons and provide
convenient transit services at all times
allow the Town to capture not only
more existing trips via transit but may
also capture future trips generated
by anticipated growth (see Table3 in
be particularly important to implement
in conjunction with expanding paid
A foundational principle of improving
transit service in Vail will be to
transition to a layered network
approach for all transit services as
summarized in Table 15
and operations consistency that
will improve the convenience and
reliability of service, including for
service type to a particular route will
be based on ridership demand and
other contextual factors (adjacent
the service types listed in Table as
(generally operating from at least
strive to maintain high frequencies
in the evening and late at night,
but evening operations may vary
Figure 47: Transit Vision
Table 15: Planned Layered Transit Network
Service Type5 Frequency Example Planned Routes
High Frequency
Local Service 20-30 minutes
West Vail (Red & Green), Golf
Course, Sandstone/Lionsridge, NEW
Employee Housing route
Demand Response
Where operationally feasible and that
cannot support 30-minute service
Regional Service Varies
Special Event Service Varies
As part transitioning to a layered transit
• Year-Round, All-Day West Vail Express – The
West Vail express currently operates at 10-20
operating the West Vail Express year-round with at
• Year-Round, High-Frequency East Vail Service –
the Town will explore operating East Vail service
with at least 15-minute frequencies throughout
the day in the summer to improve service quality
frequencies are already 15-minutes) the Town
• Timed Transfers Between East Vail and West
Vail Express
be coordinated between the West Vail Express
and the East Vail route to allow convenient
transfers at Vail Transportation Center to
• 20-30-Minute Service on Lions Ridge and
Sandstone
explore combining the current Lions Ridge and
Sandstone route into one loop that provides
• West Vail Local Service to 30-Minute Year-
Round
increasing service frequency of the West Vail
Local Service (Green and Red Loops) to provide
• New Transit Route to Serve Planned Employee
Housing
recently constructed or are planned to be constructed
meet future demand generated by these developments
the Town will explore adding a new transit route to meet
anticipated new transit demand from the developments
operating a short loop route between Vail Transportation
• Coordinate Overlapping Service to Maximize Stop
Frequency
service should be scheduled to the extent that is
if the combined Red Sandstone/Lionsridge route, new
employee housing loop route, and West Vail Local route
each operated at 30-minute frequencies, each could
be scheduled to provide 10-15-minute frequencies to
providing frequent service to planned developments at
The improvements to local transit service outlined above
will provide more frequent transit service to areas of
Increase Summer Frequency in Coordination with
Paid Summer Parking – As part of converting to a
Service frequency improvements in the summer should
(see ) to mitigate vehicle trips,
•Increase Service Frequency Adjacent to Dense
Development – The transit service plan outlined
housing developments planned at Timber Ridge
The existing and planned
Village (including Residences at Main Vail, West
by a 10-15-minute all-day bidirectional service
through the combined West Vail Local (Red
& Green routes), Red Sandstone/Lions Ridge
Timber Ridge – This planned development would be
served by 10/15-minute all day bidirectional West
Vail express, plus 30-minute all-day bidirectional
West Vail Local (Red & Green routes), and one
direction of the 30-minute all-day Red Sandstone/
locations in Vail that are not feasible to operate a
operational barriers such as steep, narrow roads and
on-demand transit, often referred to as microtransit,
which can leverage the use of smaller vehicles which
Potential locations to consider piloting microtransit
areas of Vail with one of the existing or planned
mobility hubs, such as Lionshead Welcome Center
or Vail Transportation Center, so users can transfer
WHAT IS MICROTRANSIT?
•
•
•
•
•Trips requested via smartphone app or call-in
option for those without a smartphone
Historically, the Town used to require shuttles as
To reduce vehicle miles traveled in town and address
capacity limitations at the Vail Transportation Center
and the Lionshead Welcome Center, and other smaller
reasonable strategies to reduce the use of private shuttles
along high-frequency transit routes, which may include
limiting the total number of shuttle permits issued for a
with high-frequency bus routes or other shuttle routes, the
• Ending the historic requirement for
• Encouraging resorts to focus shuttle services
• Communicate with shuttle operators (potentially
when they annually renew their permit with the
service and support a model of consolidated
shuttle service in place of multiple shuttles (which
• Long-term strategies to explore (particularly if
shuttles more regularly exceed capacity at Vail
The transit vision includes the following four
transit service and increase mobility options for
The Town of Vail will support implementation of
•
regional routes to Vail, including doubling
•
• Expanding the span of service on the
• Proving fare-free service to the
•
local and regional service in West Vail and
West Vail Express alignment in Vail with
stops at the planned mobility hubs at West
•
more eastbound travelers into Vail that may not
This includes travelers from more rural parts
•
Based on origin-destination data from mobile phones,
Analysis of origin-destination data from mobile
outside of Eagle and Summit County, most notably
expand partnerships and support expansion of
The Town of Vail will support expansion of regional
• Advocate for additional transit services
• Provide amenities and space for regional buses
and shuttles in the Vail Transportation
•
the bus schedule and routing needs of regional
• Continue to hold regular (bi-annual) meetings
coordinate services, plan for future improvements,
•
• Explore Mobility-as-a-Service (MaaS – see
Chapter 9) to expand beyond the current integrated
platforms (such as Google Maps) to better
integrate the Ride Vail App with regional transit
services, such as Bustang/Pegasus, as well as
The Town of Vail will continue to plan for the potential
long-term implementation of an Advanced Guideway
, with an update in 2023), which could
range land use and transportation planning should
plan for and preserve the possibility of AGS in the
Mobility Hub at the Vail Transportation Center should
As demand for transit increases in the Vail and Eagle
Valley the Town will also explore in coordination with
•
•
Epic Mountain Express)
• Greyhound
•
• Vail Resorts
RTA the potential for local light rail connectivity as a
long-term transit option between the Vail Transportation
The transit vision includes the following infrastructure
investments that will advance the Town toward
A core barrier to expanding transit service in Vail is the
challenge of hiring and retaining bus drivers due to the
this challenge, the Town will continue the actions it has
provide the level of transit service outlined Go Vail 2045
The Vail Transportation Center is the hub of local, regional,
and intercity transit serving the Town and is exceeding
and allow for expansion of local and regional transit as
To meet planned transit service expansion, the
Transportation Center should be expanded to include
18-20 bus bays, an additional 15-20 bays for smaller
shuttles and taxis, and allow for (or at least not preclude
the possibility) of a potential pedestrian connection to
Additionally, the expanded Vail Transportation
Center should be designed as a mobility hub with
maintenance to ensure amenities and transportation
Two high-level schematic concepts for potential
ways the Town can explore expanding the Vail
Transportation Center to provide more bus and
shuttle capacity are shown in Figure 49
The Town of Vail will add and/or expand existing mobility
hubs at the following locations to facilitate transfers
between buses and non-bus modes, and generally
Figure 49: Potential Schematic Concepts for Expanding Vail Transportation Center
based on the amenities that will be provided as well as
developments that are also high-activity destinations
future dense residential developments and are mainly
intended to cater to transit riders that live in or are
Vail should be phased and coordinated concurrent
Figure 50: Mobility Hubs vs Transit Centers
•Vail Transportation Center
•West Vail
•Lionshead Welcome Center
•Ever-Vail
•Timber Ridge
•
Table 16 presents planned mobility hubs organized
Major) with a summary of amenities to consider for
Convert Fleet to Zero Emission Vehicles
Plan and Destination Stewardship Plan, the Town
maintenance facility to be compatible with the vehicle
charging capabilities for buses, including more powerful
chargers and potentially inductive charging at the transit
The Town will explore opportunities for implementing
autonomous vehicle (AV) transit as the technology and
the technology is still in the early stages of development,
soon, particularly given the challenges posed by the
the following steps toward exploring opportunities
• Monitor AV transit technology progression and
are improved safety, smoother operations, and
•
partially autonomous vehicles to support smoother
operations and safety features and strive for
higher levels of autonomy as the industry
Table 16: Mobility Hub Amenities to Consider
Amenity
Residential TOD
Mobility Hub
(Timber Ridge,
Middle Creek
Village)
Minor
Mobility Hub
(West Vail, Ever
Vail, Lionshead)
Major
Mobility Hub
(VTC)
Transit service/stops
Transit stop enhancements (shelters, benches, trash receptacles)
Real time travel information
Bathrooms
Visitor information
Car share
Taxi/ride hailing service
Taxi/ride hailing loading zones
Vending machines/water fountain
Vendor/food/beverage amenity
Additional programming of services
Bus bays for future service growth
Electric charging for buses
• Successful implementation of AV transit in Vail in
the near-term may need to wait until technology
is proven to resolve existing operational
•
•
The transit vision includes the following
improve the safety of passengers getting to
that operates through a pedestrian mall in Vail Village
for part of the route (between Vail Road and the
Covered Bridge) and overlaps with other corridors with
has led to safety concerns for pedestrians in the mall
who are not always aware that buses come through
portion of the route that operates along W Meadow
Drive,
includes recommendations to improve pedestrian and
The Town will complete a corridor study to identify safety
improvements along the pedestrian mall portion of the
1. Infrastructure Improvements – This would include
exploring solutions to better separate modes (transit,
pedestrians, and bicyclists), such as adding a curb
design of the 16th
Operational Improvements
to account for slower operations and
more aware of their presence (this will be especially
aspects of operating buses through the pedestrian
Rerouting the In-Town Route
on the experience in the pedestrian mall as well
degrade the customer value of Vail Transit’s most
to bus stops to improve the comfort and safety
benches, or other amenities as appropriate)
when development densities around the bus
constitutes medium and high daily boardings
The Town will add pedestrian lighting to ALL
bus stops in Town to increase drivers’ ability to
The Town will improve pedestrian crossings along
arterial and collector roads where crossing the street is
• Along Bighorn Road in East Vail
• Along the Frontage Road where there are
land uses on both sides of the street
no development on the interstate side of the street, the
and design the stop so both directions of bus service
stop on the non-interstate side of the street (similar to
existing bus stops at Red Sandstone Garage and Middle
• West Vail Mall
• Ever-Vail (when redeveloped)
New stops that are added along the Frontage Road in
The Town will encourage porosity through developments
from upper-level roads to lower-level roads where
feasible to allow for legal short cuts, potentially
through easements, to bus stops from locations that
The town should expand and maintain a public
awareness and outreach campaign about planned transit
incentivize the use of transit and how to best utilize
Table 17: A Summary of Planned Improvements
Strategy Action Phasing Cost
1 Goals Alignment
Vail Transit
Service
Year-Round Schedule Short-Term
$2,000,000
– $3,000,000
per year
•
• Equity
• Climate/Quality of Life
• Access
Course
Short-Term
$400,000 –
year
•
• Equity
• Access
Consolidate Private Shuttles on High Frequency
Transit Routes Mid-Term N/A • Climate/Quality of Life
Regional
Transit
Short-Term N/A
•
• Equity
• Climate/Quality of Life
• Access
Study Transit Service to Summit County Mid-Term $
•
• Climate/Quality of Life
to Denver Short-Term N/A
•
• Climate/Quality of Life
Connections Long-Term N/A
•
• Climate/Quality of Life
•
Facilities &
for Drivers Short-Term Varies
•
• Equity
• Climate/Quality of Life
• Access
Short-Term
$10,000,000
–
$30,000,000
•
• Equity
• Climate/Quality of Life
• Access
Mid-Term
Varies/
Development
Dependent
•
• Equity
• Climate/Quality of Life
• Access
Long-Term $$$
• Climate/Quality of Life
•
Long-Term • Climate/Quality of Life
•
Safety
Corridor Study to Mitigate Transit/Pedestrian/Short-Term $150,000 –
$250,000
• Safety
Add Bus Shelters to High Boarding Stops Short-Term
$30,000 –
$50,000 per
stop
• Equity
• Access
• Climate/Quality of Life
• Safety
Add Pedestrian Lighting to All Bus Stops Short-Term
$2,000 –
$10,000 per
stop
• Climate/Quality of Life
• Safety
Major Roads Short-Term
$5,000 –
$1,000,000
per stop
• Safety
N/A
•
• Equity
• Climate/Quality of Life
• Access
Chapter 07: Multimodal Recommendations
111GO VAIL 2045
Highlights of Public
Engagement on Multimodal
Transportation
Two of the top four themes for what is working well
with transportation in Vail today (from the 2022 project
survey) were related to walking and biking:
1. Walking and biking is easy and comfortable.
2. Sidewalks and trails are well maintained.
One of the top four challenges with transportation
people walking and biking, particularly within bike
dismount zones around town.
In the second project survey (2023) respondents
were asked about their support for potential
recommendations. The majority of respondents
supported all the recommended trail projects, bike
lanes, sidewalks, and shoulders around town.
The majority of respondents also supported the
beacons on the frontage roads.
See Chapter 3 for additional
details on the public engagement process and results
for Go Vail 2045.
Existing Bicycle and Pedestrian Network
As a destination for outdoor
recreation, the Town of Vail has a
relatively robust system of paved
as well as other facilities for people
pedestrian facilities, not including
Figure
51. The North Recreation Path
Gore Valley Trail on the south side
recreation trails that provide critical
east-west pedestrian and bicycle
is located along roadways with
speeds as well as crossings of
create safety concerns for people
challenge for active transportation
is limited connectivity in many
pedestrians experience north-
south travel barriers due to limited
residential neighborhoods around
Vail are also adjacent to a system
of soft surface trails, trailheads, and
social trails that provide recreational
Apart from multi-use recreation
trails, other facilities (such as
Lionshead Village and Vail Village,
which are hotspots for pedestrian
activity, generally include attached
sporadically present in residential
typically use the sides of the road
since these areas have low posted
Figure 51
volume bicycle and pedestrian
activity that experience congestion,
stress, lower comfort locations
recommendations in this chapter
at these locations and improve
transportation and recreational
113GO VAIL 2045
•Multimodal Options•Equity
housing, and bus stops with consideration for the range of users accessing each multimodal travel facility in
•Climate/ Quality of Life – Reduce Greenhouse Gas (GHG) emissions in Vail per the recent Climate Action
•Access – Ensure that bicycle and pedestrian facilities require minimal out-of-direction travel and connect
•Innovation
•Safety – Ensure that bicycle and pedestrian facilities are comfortable for a wide range of ages, abilities
Figure 51: Existing Pedestrian & Bicycle Network
Figure 52: Existing Sidewalks
Chapter 07: Multimodal Recommendations
crashes in Vail in both 2020 and
2021 (Figure 53
but the number of crashes in which
bicyclist-involved crashes remained
involved collisions increased in
While bicyclist- and pedestrian-
involved collisions represent a low
share of total collisions in Vail (22
of 1416 total collisions from 2020-
collisions and two of the three fatal
share of serious and fatal crashes
have a consistent trend of serious
injuries or fatal crashes, however
in 2022 there was an unfortunate
evaluated to understand how each
could have been avoided and
to help mitigate these types of
safe pedestrian facilities throughout
town by maintaining and improving
existing facilities and adding
that may be of particular concern
due to pedestrian congestion
are highlighted in Figure 57
Figure 53: Vail Collision Trends, January 2020 through
December 2023
Figure 54: Total Collisions, KSI Collisions, and Fatal Collisions by
Involved Parties, January 2020 through December 2023
GO VAIL 2045
The most common types of collisions
in Vail are rear end crashes, crashes
For the most part, these types of
crashes cause property damage
be serious, but can largely be
addressed with geometric changes at
intersections that have a historically
More serious types of collisions,
vehicles is partially addressed in the
end crashes tend to be at driveways
and roundabouts, and will be partially
addressed through recommendations
for improved signaged and striping
at driveways and roundabouts, as
overwhelming percent of crashes
on the Frontage Roads (Figure 55),
improving the cross-section and
driveways/intersections along this
Crash reports do not always
For crashes with a driver action
recorded, the most common
trends are careless driving,
that resulted from careless driving
Figure 55: Harmful Events in Collisions, January 2020 through
December 2023. Includes crashes on private property and I-70.
Figure 56: Contributing Driver Actions in Collisions,
January 2020 through December 2023
Chapter 07: Multimodal Recommendations116
The most common crash locations
in Vail are the North and South
Frontage Roads, East and West
Meadow Drive, and Vail Valley Drive
(Figure 57
road collisions in 2021 and 2022
occurred during the winter months,
occurred during winter weather
unsafe driving conditions due to poor
Though detail on exact crash
locations is not available for every
single collision, most of the crashes
on the South Frontage Road occur
adjacent to the Vail Transportation
Garage and most on the North
Frontage Road occur near the
and West Meadow Drive, crashes
most frequently occur adjacent
to Vail Health Hospital, Solaris
Residences, and Vail’s Mountain
most frequently occur between the
Galatyn Lodge and the Passport
areas, which require attentive drivers
help mitigate incidents and accidents
•
software to be able to get
more detailed information on
location and circumstances
surrounding the incident so that
•
areas and consider Road Diets
and medians where possible in
•
Plan Road Diet and medians
•
improve driver awareness
• Add pedestrian and bicycle
•
Figure 57: Frequent Collision Locations in Vail, January 2020 through
December 2023
117GO VAIL 2045
Proposed Bicycle and Pedestrian Treatments
a resident of Vail leaving their home to head downtown should be able to easily
.
Chapter 07: Multimodal Recommendations118
RECREATION TRAIL
Any section of the paved, multi-
use trails in Vail that are part of
the Gore Valley Trail (GVT) or the
They include several types of
•
asphalt or concrete trail that
is not attached to or directly
edge of trail is at least 4’ from
•
asphalt or concrete trail that is
attached to a roadway by curb
Example – North
Recreation Path west of the Vail
•
multi-use trail along the asphalt
shoulder of a roadway, typically
5-6’ wide and delineated with
– Bighorn Road or South
Frontage Rd West, west of the
•
where the GVT or NRP route
is on a vehicular roadway and
– Meadow Dr near the hospital
or Sunburst Ln east of the Golf
There are a number
bicycle facility types present in
Vail currently and proposed in
a consistent nomenclature
119GO VAIL 2045
SIDEWALK
An attached or slightly separated
width is typically 6-10’ and is
generally used by pedestrians
RESIDENTIAL STRIPED
SHOULDER
A 2-4’ wide paved shoulder
separated with a white edge
separation between vehicles and
Lanes since they do not meet the
WIDE SHOULDER
They are typically 5-6’ wide paved
shoulder separated with a white
shoulders are present along most
SHARED ROADWAY
symbol and/or signage denoting
Example – South Frontage Road
Structure, eastbound
BIKE LANE
with a bicycle symbol that is at
ADVISORY BIKE LANE
A preferred space for bicyclists
and pedestrians to operate on
narrow streets with motorists
that would otherwise be a
have a central, narrow driving
side, demarcated with dashed
in opposite directions meet,
they must enter the advisory
vehicle approaches a pedestrian
the vehicle must yield to both
A vehicle may pass a bicyclist
When clear, vehicles return to the
center vehicular travel lane of the
of other terms for this facility type
Chapter 07: Multimodal Recommendations
Figure 58 and Table 18 illustrate the
three locations for potential future
road diets – the South Frontage Road
adjacent to the Vail Transportation
Center, South Frontage Road west
of W Forest Road, and the North
Frontage Road adjacent to the West
the reallocation of right-of-way from
vehicle travel/turn lanes to other uses
Prior to implementing any road diets,
careful consideration should be
volumes and potential congestion,
maintenance, snow removal, impacts
to emergency vehicle response
times, impacts to evacuation times,
and impacts to buses and the bus
Drivers are currently permitted to
South Frontage Road when the
street and crossing the 3 to 5 lane
roadway that have the highest
also becomes a safety concern for
of the winter and summer months,
since cyclists normally occupy the
structure/ Vail Transportation Center
(Figure 59), along the north shoulder
With the importance of safety for
pedestrians and cyclists, there are
several near-term and long-term
to manage this issue of bicycle
Figure 58: Three Proposed Road Diet Locations
Table 18: Road Diet Corridors
Roadway Segment Existing Cross-Section Proposed Cross-Section
South Frontage Road Adjacent to
Vail Transportation Center
Two travel lanes in either direction, turn
lanes, and with a wide shoulder for on-
Narrow travel lanes and remove on-street
South Frontage Road west of W
Forest Road
Two travel lanes in either direction, a
center turn lane, and a westbound right
turn lane
Remove center turn lane and implement
10’-12’ separated trail on the south side and
North Frontage Road Adjacent to
West Vail Commercial Area continuous acceleration/deceleration
south side
Remove acceleration and deceleration lanes
GO VAIL 2045
pricing in the garages to reduce
overall demand by encouraging
carpooling and alternative travel
areas and where possible from
the north side of the street to the
south side of the street to decrease
travel lanes from 12’-13’ to 11’ would
free approximately 10’ in addition
to the existing 8’ shoulder on the
With the importance of safety for
pedestrians and cyclists, there are
several near-term and long-term
to manage this issue of bicycle
pricing in the garages to reduce
overall demand by encouraging
carpooling and alternative travel
areas and where possible from
the north side of the street to the
south side of the street to decrease
travel lanes from 12’-13’ to 11’ would
free approximately 10’ in addition
to the existing 8’ shoulder on the
The segment of the South Frontage
Road shown in Figure 60 is currently
four lanes – two travel lanes, a
center turn lane, and a westbound
roadway has relatively low turning
movements considering adjacent
the Town implement a road diet
that repurposes right-of-way from
Figure 59: South Frontage Road Adjacent to Vail Transportation Center
Figure 60: South Frontage Road W Road Diet
Chapter 07: Multimodal Recommendations
the center turn lane and potentially
the right turn lane to create a new
10’-12’ separated trail on the south
shoulder lanes and wider vegetated
This narrower road cross section
would create new space for people
by requiring drivers to reduce their
speeds and wait for left turning
This road diet along North Frontage
Road (Figure 60 and Figure 61) was
Road currently has one travel lane in
high volume of vehicles turning into
and out of the commercial driveways
for the West Vail Mall, there are
left and right turn deceleration
and acceleration lanes along the
corridor between the roundabout
lanes create the perception that the
North Frontage Road is four lanes
wide, which results in higher vehicle
speeds and uncomfortable conditions
This plan recommends the following
Figure 61: West Vail Shopping Center Road Diet
GO VAIL 2045
Short-term:
• Remove the westbound through acceleration and
• Minimize right and left turn lanes to minimum required
• The additional roadway space gained from removing
above could be reallocated to develop a roadway cross
access for users of all modes while also creating a
Long-term:
• Per the West Vail Master Plan, add roundabout/
medians, remove westbound acceleration and
deceleration lanes, and restrict access to certain
driveways to minimize left turn movements
By dedicating part of the right-of-way to a raised center
median with landscaping, it will serve to both visually
shown in Figure 60 and Figure The road diet should
be studied further, considering potential increases in
vehicle trips associated with the redevelopment of West
Vail Center and the impacts to emergency services and
Chapter 07: Multimodal Recommendations
Proposed facilities for people
in this section of the plan, were
developed based on a trail or
a primary or secondary active
transportation corridor that serves
(see Figure 65
transportation corridors are those
frontage roads, Bighorn Road, the
Gore Valley Trail (GVT), and North
active transportation corridors are
oftentimes directly adjacent to
primary corridors, but slightly more
corridors still provide essential
connectivity throughout Vail and
provide an alternate facility for users
to bypass otherwise busy primary
Table 19 details existing and
proposed facilities on primary and
secondary corridors in the Town of
Vail, while Figure 65 maps each of
The following sections will describe
each of these proposed bicycle and
Corridor Sections Bike
Corridor
Pedestrian
Corridor
Existing Proposed Facility
Arterials
North Frontage Rd Primary Primary 3’-6’ wide shoulder w/ 8-10’
North Rec Path
6’ wide shoulders w/ adjacent 10’-12’
separated NRP
South Frontage
boundary to West Vail
Roundabout
Primary Primary 4’-8’ wide shoulder
West Vail Roundabout
Primary Primary 3’-6’ wide shoulder w/ 10’
GVT 10’-12’ GVT
Primary Primary 3’-6’ wide shoulder
separated where possible
Mountain Road
Primary Primary 3’-6’ paved Shoulder
Bald Mountain Road
to Katsos Ranch
Road
Primary Primary 3’-6’ paved Shoulder w/ 10’
Katsos Ranch Road
to Bighorn Road
Primary Primary 3’-6’ paved Shoulder
separated trail
Bighorn Rd Primary Primary 6’ wide shoulder
separated trail
North Rec Path Primary Primary 10’ separated trail attached
in some locations
10’-12’ separated trail, extend to
Gore Valley Trail Primary Primary 10’-11’ separated trail 10’-12’ separated trail
Gondola
Primary Primary 11’ trail through pedestrian
area
10’-12’ separated trail along Gore
Meadow Dr
Primary Primary 11’ trail 11’ trail w/ 6’ pedestrian only bypass
nature trail through Tract A across
Primary Primary Route GVT pedestrian users to north
side with an enhanced crossing and
Primary Primary
no pedestrian facilities
Table 19: Proposed Bicycle and Pedestrian Facilities
GO VAIL 2045
Corridor Sections Bike
Corridor
Pedestrian
Corridor
Existing Proposed Facility
to Vail Mountain Club)
Primary Primary Direct bicycles via Vail Road and Vail
Residences with better signage and
Primary Primary 10’ trail 10’-12’ trail
Golf Course Hole #6
Bus turnaround
Primary Primary 10’-12’ separated trail
Hole #6 Bus
turnaround to
Sunburst Dr
Primary Primary Realign through Nature Center, across
a10’-12’ trail
from Vail Valley Drive
to Vail Golf Club
Primary Primary 4’ shoulder Remove shoulders and add 10’ trail
separated if possible
from Vail Golf Club to
cul-de-sac/start of trail
Primary Primary Shared Road
Collectors
Secondary Secondary 2’ Shoulder
Chamonix Ln/Rd Secondary Secondary 2’-3’ Shoulder
Secondary Secondary 2’ Shoulder
Main Gore Dr (Front-
age Road to Meadow
Drive)
Secondary Secondary 2’ Shoulder
Matterhorn Cir (Low-
er)
Secondary Secondary Nothing
Westhaven Dr Secondary Secondary
facility from frontage road to Matterhorn con-
nector
Club Vail)
Primary Primary
roadway travel lanes to 9’)
Club Vail to Sunburst
Primary Primary
Vail Rd Primary Primary
travel lanes to 9’)
West Lionshead Cir Secondary Primary
travel lanes to 9’)
East Lionshead Cir Secondary Primary -
der (one side)travel lanes to 9’)
Residential
Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way
Lions Ridge Loop Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way
Beaver Dam Rd Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way
Lupine Dr Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way
Columbine Dr (South
of Bighorn Road)
Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way
Streamside Cir East Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way
Meadow Dr Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way
Chapter 07: Multimodal Recommendations
Figure 64: Existing Pedestrian & Bicycle Corridors
Figure 65: Future Pedestrian & Bicycle Facilities
This plan refers to multi-use paths/
shared use paths as multi-use
of the major safety issues for people
is congestion along popular trail
driving vehicles compete for space
areas of Vail such as the Vail Village,
Lionshead Village, and along the
section includes recommendations
and strategies for addressing this
congestion and improving the trail
system from a transportation and
mobility perspective, the Town
of Vail should complete a more
comprehensive Trails Plan in the
Along both Frontage Roads, the
North Recreation (Rec) Path (NRP)
and GVT provide low stress and high
trail congestion in high bicycle/
more consistently wide (6’) Frontage
Road shoulders can provide safe
of the Frontage Road shoulder to
5’-6’, however the long term goal
should be to have consistent 6’
to identify the existing shoulder
To accommodate pedestrians and
cyclists of all ages and abilities, this
plan recommends that the Town of
GO VAIL 2045
Upgrade sections of the GVT
and North Recreation Path
that are not separated trails
shared roadway, Vail Rd, Vail
Valley Drive, Sunburst Dr)
Widen multi-use recreation
trails to be 12’ wide with a
striped centerline to separate
along the South Frontage Road
in sections where the GVT trail is
Donovan to East Lionshead Circle
These changes can better
accommodate trail users, highlight
space for passing, reduce safety
trails also improve sightlines around
tighter curves, alongside vegetation
signage about trail etiquette can
help communicate responsibilities
leash dogs, respect proper cycling
areas to prioritize for these sightline
and signage improvements include
sections of the GVT from Donovan
This area of the GVT is one of the
most congested sections of the
trail, with multiple users competing
this section it is recommended to
implement the designed re-route
just to the south of the Gondola
Lionshead Village to W Meadow
the library, the GVT becomes
inundated with users in July and
alternate soft surface pedestrian
nature trail be provided through
Tract A on the south side of Gore
Along W Meadow Drive, it is
recommended that the Town route
pedestrians along the north side
of the street where a wide paver
The town should implement
Doing so can separate lower and
higher-speed active transportation
As the GVT enters Vail Village,
signage should clearly indicate that
pedestrians may continue through,
but that bicyclists should either
dismount or turn right and follow Vail
but users frequently miss it and
signage can be made more visible
and intuitive for users to follow Vail
lanes and increase compliance with
location of the GVT in need of
Chapter 07: Multimodal Recommendations
Figure 66: Elevated trail in Moab (Source: Kerry Cushman)
This particular section runs
through and along environmentally
sensitive areas, the Nature Center
impacts assessments will need
to be completed and reviewed for
short, mid, and long-term corridor
Short-term
• Build pedestrian nature
trail on Tract A
• Add signage to direct pedestrians
to north side of W Meadow Drive
• Stripe W Meadow as
• Add signage at the intersection
•
•
at Vail Chalets turn
• Restripe Sunburst with no
double yellow and narrow
vehicle travel lane to 18’,
Drive to Golf Clubhouse)
• Stripe the section of Sunburst
south of the Golf Course as
Mid-Term
• Construct GVT LH
Gondola bypass
• Add the already designed
separated 10’-12’ path from
Course Hole #6 Bus turnaround
• Narrow Sunburst and add
10’ trail from Vail Valley
Drive to Golf Clubhouse
Long-Term
Add new 10-12’ trail connection
across Nature Center Drive and
Vail Valley Drive residential area
as Vail Valley Drive, Vail Road, and
East and West Lionshead Circle,
the trail through Vail Chalets and
Resorts for improvements at this
signage could include an in-street
user friendly bypass of the existing
GVT-branded trail signs for users to
Francisco uses similar strategies
lanes should be added along
it intuitive for bicyclist to follow
Finally, before exiting the hotspot of
activity and congestion in the Vail
town core, the GVT traces Vail Valley
Drive and Sunburst Drive toward the
these corridors, the project teams
recommend that the Town provide
in Table 19. A new separated
that then crosses Vail Valley Drive
and goes along the Nature Center
new alignment would provide a new
high-comfort east-west connection
This section of trail could be a
cantilevered or elevated trail along
Moab, UT example in Figure 66
GO VAIL 2045
bicycle facilities are currently limited
it is recommended that the Town
formalize designated facilities for
by converting roadway currently
dedicated to 2 vehicular travel lanes
and 2’ curb and gutter to narrow 9’
that replaces the 2’ concrete gutter
with seamless asphalt (example
shown in Figure 67
coordinated with the next asphalt
shoulders along the Frontage
Roads should be converted
To achieve the minimum
lane, many of these roadways will
However, many of these street
drivers that while these painted
lane widths serve as guidance
for private passenger vehicles,
buses may carefully encroach
Additional pedestrian facilities can
greatly contribute to a sense of
generally has a limited presence
Lionshead Villages and the dedicated
along Chamonix Lane, Moraine
streets in Vail can be limited by cost
constraints, the existing right-of-
The Town typically only adds curb
exists and where restrictions do not
public as well as speed data,
collector roads in the Town of
Vail – especially Vail Valley Drive,
Drive– tend to have more instances
is recommended that in the future,
the Town consider investigating
robust public outreach campaign
shoulders are a treatment that has
These striped shoulders provide a
the roadway and can reduce vehicle
lanes will be narrowed down to
18’ with the striping, leaving the
remainder as shoulder width in
most of the Town’s streets are
22’ wide it leaves a minimal 2’
can be widened to 26’ wide, the
Town may consider narrowing
travel lanes to 9’ (18’ total) where
feasible to designate 4’ shoulders
shoulder is not wide enough to
still provide a designated space
is more comfortable than sharing
may require widening roadways
given the current width of many
providing striping to visually narrow
the street and a designated place
Figure 67: Striped Bike Lane Combining Shoulder and Curb
and Gutter
Chapter 07: Multimodal Recommendations
Figure 68: Roadway Cross Section with Striped Shoulders
Figure 69: Example of a Pedestrian Lane in Detroit, Oregon
often seen on wider roadways,
Striped shoulders can be
implemented on any roadway in
for both a striped shoulder and
Rural Design guide for more details
on Visually Separated Pedestrian
Lanes (
visually-separated/pedestrian-lane
This plan recommends crossing
enhancements throughout the
enhancements fall under three
improved crossings at all legs
of roundabouts, and improved
are summarized in Table 20 and
described in greater detail in this
131GO VAIL 2045
Crossing Type Crossing Location Notes
Columbine Drive underpass Provide an 8’ trail and sharrows through each
At the three interchanges, the trails should be on
Vail Road underpass
West Vail underpass
New crossing of Bald Mountain Road
Roadside N/S
b/w each Frontage Roadside N/S
Frontage Roadside N/S
Roundabout cross-
ing upgrades
See Figure All legs of all roundabouts should have cross-
-
these treatments at each leg of the roundabouts
Roadway and drive-
way crossings
See Figure
volumes, trail crossings should be recessed one
vehicle length to allow turning vehicles to clear
signage, painting or paving treatments, and/or a
Table 20: Proposed Crossing Treatments
Chapter 07: Multimodal Recommendations
While the North Recreation Path
and the Gore Valley Trail provide
critical east-west connectivity for
Given the relative infrequency of
crossings in certain parts of Vail,
these available crossings become
important factors for whether
of direction to cross the highway,
Similarly, if a crossing is close by but
very stressful and uncomfortable for
This plan recommends that
the Town improves the existing
consider forming new connections
and sharrows within the roadway
Where possible, the Town should
on the major pedestrian corridor side
improvement could be to stripe a 5’
Vail and West Vail underpasses
since there is available width in both
should consider maintenance in
order to reduce icing and improved
protection from snow/debris
Sandstone Underpass provides the
best accommodations for bicyclists
consider building overhead structures
at each underpass to protect
pedestrians and cyclists from snow
The Town may also consider forming
additional north-south connections
133GO VAIL 2045
Westhaven Drive, or at the west
crossing could be implemented
with connected future development
with the housing development on
Area development on the south
Road in conjunction with a West
at the west end of Bald Mountain
Road in conjunction with a potential
would provide an alternate route
for a multi-use recreational trail
along the Frontage Road, which
would encroach upon the Golf
Course, see Figure 61
connections would provide improved
providing enhanced connectivity
The Eagle County Safe Passage for
Wildlife Study (2018) recommends
multiple wildlife over or underpass
connections, two of which might
be able to be coordinated with the
pedestrian connections mentioned
in conjunction with a pedestrian
to the golf course) might be
completed in conjunction with a
pedestrian underpass at the west
align with the above recommended
pedestrian connections but should be
considered if one or the other move
Roundabouts can be challenging
Figure 72 shows
the pedestrian treatments present
for each leg of each roundabout
leg of every roundabout should
beacon, signage alerting drivers
to the presence of pedestrians,
Most of the roundabouts score
2, West Vail Roundabouts, each
Chapter 07: Multimodal Recommendations
Figure 70: CDOT Roadway Design Guidelines Displaying Wide Sidewalk at Roundabout
This plan recommends that the
Town install these missing crossing
crossings on the three legs on the
east side of the intersection, due to
the east side of the underpass also
improve pedestrian access on
the east side of this underpass
and roundabout to encourage
project could be complete as a
part of the widening project being
planned by the Town that would
The Town of Vail is currently
improving lighting at the Main Vail
and West Vail roundabouts by
replacing and installing additional
LED lights to improve visibility
is recommended that the town
consider revisiting and adopting
the Draft Vail Lighting Master
Plan and implementing it in
order to address lighting needs
To accommodate bicyclists, the Town
should create 8-12’ trails where
Roadway Design Guidelines (2023)
Figure 9-35, shown in Figure 70
Signage should also be added to
may be using the full lane and not
The Town should add sharrow
and at the entrance to each
roundabout on each non-highway
Design Guidelines (2023) Figure
13-34, shown in Figure 71
GO VAIL 2045
Figure 71: CDOT Roadway Design Guidelines Displaying Bicycle Sharrow at Roundabout
Chapter 07: Multimodal Recommendations136
Figure 72: Vail Roundabouts
137GO VAIL 2045
West Vail North West Vail South
Sandstone North Sandstone South
Main Vail North Main Vail South
Vail Health
Figure 73: Existing Pedestrian Infrastructure at Vail Roundabouts
Chapter 07: Multimodal Recommendations138
Many roadway crossings and
driveway crossings in Vail do
not have the appropriate suite of
crossing on a low stress trail will
dictate what users feel comfortable
is important to implement low stress
crossings, especially where trails
points between vehicles and people
Pedestrian crossings at roadway
crossings should be evaluated for
consideration should be given to
adding additional Rapid Flashing
Town has a general policy of adding
The Town should consider expanding
this policy to add RFB’s at higher
volume collector roads with high
locations would include Vail Road,
Vail Valley Drive, East and West
RFB’s are added in more residential
areas, the Town should consider light
pollution impacts and investigate
RFB’s that might have shields/
respondents supported this type
is not uncommon for pedestrians to
not use RFB’s, thus nullifying their
awareness and education campaign
targeted toward pedestrians to
localized campaign or coordination
throughout Eagle County for a
Figure 75)
crossings require ADA accessible
curb ramps, but it is recommended
that all crossings in Vail, even
recommended in the West Vail
Master Plan, trail crossings should be
recessed one vehicle length to allow
turning vehicles to clear the trail while
as early as possible within right-of-
signage can also be used increase
indicated with signage alerting drivers
Figure 74 illustrates the
recommended treatment for
crossings to access the necessary
solved by moving the trail crossing at
each driveway just over one vehicle
Road, towards the commercial
can clear the trail crossing prior to
clear, using signage alerting drivers
to the trail crossing, paving, or
painting treatments that delineate
the trail from the driveway (such
vertical treatment that raises the
trail crossing above the driveway
maintaining the grade of the trail , or
should be placed before the edge of
the travel lane and in combination
139GO VAIL 2045
Program and Policy Recommendations
Programs and policies, often falling under the category of Transportation Demand
Management strategies, are a critical companion to infrastructure projects and provide
the supportive environment necessary to shift behavior, change culture, and supplement
process is that investing in infrastructure alone is not enough to achieve Vail’s goals and
Figure 75: Vail Driveway Crossings
Chapter 07: Multimodal Recommendations
Program/Policy Description
Landscaping and
street furniture
Pedestrian-scale
lighting
-
ments
signage
Mobility Pass Pro-
gram
A mobility pass provides a one-stop-shop for users to understand their travel options, and reserve
Maintenance Consistent and prioritized maintenance, snow, and debris removal for bicycle and pedestrian facili-
Education and
awareness
Education for all users about rules of the road is important to ensure a consistent and comfortable
Data collection The Town should collect data on both vehicle speeds as well as bicycle and pedestrian counts to
Regional partner-
ships
The Town should explore opportunities for regional partnerships to better connect Vail to neighboring
communities and the recently formed Regional Transportation Authority (RTA) and improve transpor-
Regional partner-
ships
Active Transportation
Coordinator & updat-
ed Trails Master Plan
facilitate updating the Vail Bicycle and Pedestrian Facility Master Plan with a new Vail Bicycle and
-
Access management
roadways with intersections and driveways, by reducing or consolidating driveways and access
Developer require-
ments what portion of infrastructure developers will be responsible for to ensure bicycle and pedestrian
Enforcement The Town should develop a speed management program to help regulate and enforce speeds and
Table 21: Summary of Programmatic Recommendations
The following are programs the Town of Vail could implement to better support
Table 21
GO VAIL 2045
The Town can use landscaping
and street furniture to create a
native trees, shrubs, and grasses
shade, decreases temperatures, and
Street furniture such as benches,
streetlamps, bus stops, fountains,
public art, and waste receptacles
provide important amenities and
Benches cater to people waiting
for the bus, as well as older adults
and small children, who may need
lighting, discussed below, creates
a sense of safety on a street at
shade, water fountains, seating,
and ADA accessible restrooms
support recreation and active
listed creates a more pleasant
and comfortable environment,
The Town already has a number
of locations with landscaping and
for additional amenities are along
Lighting is an important component
that are well-lit can encourage
use at all times of day, whereas
or unsafe and discourage users
lighting as one of the main barriers
to feeling safe during non-daylight
lighting noted during public outreach
the segment of the North Frontage
Road west of the West Vail North
also cited a need to maintain
low lighting, to minimize light
Lighting plays an important role
in establishing a safe and inviting
with Main Street environments that
at all times of day, with lampposts
and cheerful string lights that
continue to draw visitors to shops
and restaurants throughout the
Chapter 07: Multimodal Recommendations
whether they are a local street or
a major arterial, feel uninviting and
For those already unsure about
that they will have to return home
appropriate scale and spacing can
improve ambiance dramatically
and increase one’s sense of
facilities on a corridor, the city should
concurrently plan for the upgrade of
Scale and Aesthetics: The
dimensions of streetlights should
be scaled to the width and
that accommodate the pedestrian-
Town’s standard street light height
per their code is 20’ for standard
streetlights and 16’ for standard
is approved at the at the West Vail
attractive types of lighting beyond
lampposts can support illumination
of the public realm, such as string
lights, storefront lighting, lit signs,
lighting along recreation trails
Spacing: Spacing between
will be less frequent in rural areas,
but alongside new development,
Light cones are roughly the
same diameter as the height of
the maximum distance between
Light Pollution and Energy
directly downward onto the street
pollution by directing light toward
Smart Lighting: Smart lighting is
a technology so far used mainly in
Europe that incorporates motion
sensors to turn on or increase
brightness of light posts when
because it only activates when
LED systems, helping to decrease
smart lighting, the Town can ensure
bicycle and pedestrian corridors are
safe and well-lit when people are
smart lighting along sections of
The Town should explore potential
smart lighting technology may be
GO VAIL 2045
could implement a pilot program on
the Gore Valley Trail to evaluate the
from users before expanding
paint and rumble strips can be
implemented on trails to remind
bicyclists to share the trail and
slow down when other users are
on the paths provides messaging
rumble strips are slightly raised
with a vibration reminding them to
motor vehicles and do not directly
rumble strips can alert cyclists
that they are approaching highly
measures in trail segments that
points to Lionshead and Vail Village
near the dismount zone and at
Signage is a practical component
of a community’s transportation
to create a sense of place and a
cohesive, artistic system for orienting
visitors and bringing people into
the downtown core and commercial
districts to explore shops and
can simultaneously function as an
economic development driver and
As recommended in the 2021 West
Vail Master Plan, the Town should
update and expand upon its current
is now mostly over 25 years old, to
include new signage for multimodal
also update existing signage to
provide travel times and directions
help multimodal users better plan
maintain consistency with existing
branding and communication
and signage study to avoid the
proliferation of excessive signage
and create a consistent, visible
and dining, the Town Hall and post
design and placement of this signage
can help visitors and residents
orient themselves downtown and
Figure 76 shows how simple this
The pedestrian scale of this signage
and in commercial districts, but
it can also be read by those on a
of scales, including gateways,
directional signs, street banners,
Chapter 07: Multimodal Recommendations
Enhanced signage presents an
additional opportunity for the Town
to foster an environment in Vail that
is more conducive to comfortable
the presence of pedestrians and
bicyclists serves as reminder to be
throughout the community and
installed using the requirements
listed in Chapter 2c of the Manual
The MUTCD stipulates that signs
should be on dedicated posts,
should be outside the clear zone
(the area on the side of the roadway
where vehicles can pull over in the
event of an emergency), should be
optimized for night-time visibility,
splatter and debris, should not be
positioned so as to obscure other
signs, should not obscure the sight
distance to approaching vehicles on
the major street for drivers who are
stopped on minor-street approaches,
Sign location and spacing should
be calculated according to driver
PRT is a function of distance and
residential streets have vehicles
traveling 20-25 mph, signs should
be placed a minimum of 100 feet
before locations where pedestrians
town implemented a sign declutter
program on residential streets
more than 30 years ago and limited
speed limit signs, to one sign per
town should revisit this program
and consider installing additional
signage to remind drivers of speed
has been successful in the Vail
speed limit signs and dynamic
signs were installed to provide
awareness to drivers of their
speed and of pedestrian crossing
intervals should be determined
based on PRT, which can be
locations where there is a high
signs alerting drivers to the presence
of non-motorized travelers should
When a sign is placed ahead of
a crossing it should also feature
a supplemental plaque denoting
Recreation trail signage is especially
important to help users reach major
town has a comprehensive recreation
provide bicyclists, pedestrians and
trail users with time, distance, and
the connection and navigability
between recreational trails and
on-street facilities, especially for
those visiting or unfamiliar with the
and new trails over time, they should
incorporate additional signs with
the intersection of two or more
Signage should also include maps
users orient themselves along the
GO VAIL 2045
Signage should be regularly
refreshed or replaced as it becomes
also be replaced with new, updated
users self-locate (already have
The Town recently installed trail
etiquette signs to communicate
To provide community members
with integrated mobility options, the
Town should explore a mobility pass
subscribers with access to a variety
of transportation modes including
purchasing, multimodal connections,
and membership to all relevant local
and regional modes of transportation
transit, and even Transportation
provides all travel information in
one location and all streamlines and
and integrated transportation options
non-vehicular modes of travel
and supports the Town’s mobility,
Los Angeles is an example of
successful use of this integrated
various multimodal transportation
system integrates over 20 public
transit operators and the payment
for other modes (scooter-share,
trip planner that will allow travelers
to plan their trips across all
The following are four high-
component of a successful bicycle
electric bicycle use expands, there is
an increased need for infrastructure
accommodate bicycles with wide
Readiness Plan (2023) discusses
infrastructure throughout the
•
infrastructure throughout Municipal
• Ensure that micro-mobility
charging infrastructure meets
all applicable safety, electrical,
Town should assess its current
infrastructure to determine
locations where supplemental or
improved bicycle infrastructure is
Chapter 07: Multimodal Recommendations
commercial land uses are great
measures at these sites should
include security cameras, lights,
LED lighting allows for reduced
illuminance without compromising
are recommended to minimize blue
to disrupt the natural systems
destinations such as downtown,
hotels, and shopping centers can
over the coming years, which will
charging infrastructure will need to
of current usage will help gauge the
The Town should refer to the
Association of Professional Bicycle
Professionals (APBP) resource,
,
which outlines the design and
installation guidelines for short-
Bicycle repair stations located in
Vail Village and along the GVT and
NRP would also encourage bicycle
ridership by providing assurance
that residents and visitors without
permanent bicycle infrastructure,
the Town should require bicycle
these are larger areas that store
Event hosts could be required
to either provide this service
themselves or hire a service provider
requirement would ensure there
and encourage attendees to
would reduce road congestion and
provide a bicycle valet or corrals
should be added to the special
program provides a convenient
to complete short trips, commute,
and connect to other modes of
program launched in 2022 with 90
in a vehicle, this mode shift from
single-occupancy vehicles resulted
greenhouse gas emissions, as noted
in The Vail Daily News article about
share program expanded in 2023 to
include Edwards (in addition to Vail,
Eagle, Vail, and Avon) and increased
10,330 trips logging 33,600 miles
greenhouse gas emissions, which
GO VAIL 2045
While the program will not expand in
size in 2024, there will be a strong
The Town should support the
continued expansion of this program
to provide increased accessibility
The Town should also consider
increasing the speed limit for Shift
is important for safety within
By increasing the speed limit to 20
mph outside town limits, Shift would
become a viable commuting option
to Vail for down-valley residents and
users to cycle farther and more often
of Vail’s goal to reduce greenhouse
collaborate with Shift to assess the
possibility of extending the program
The expansion of Shift in the
long-term can include improving
the technology to allow for better
integration with other modes,
increasing the number of stations
Town of Vail buses currently have
As of late 2022, the Town also
This change stemmed from the
increasing popularity of fat tire
commitment to supporting multimodal
travel and decreasing greenhouse
The Town should continue to
infrastructure on buses to expand
to be used at night on Town of Vail
Town should expand communication
Consistent maintenance, snow,
and debris removal for bicycle and
pedestrian facilities are critical for
comfortable, and safe transportation
resource for community members
important in the winter months when
unsafe to use, especially if they are
Control Plan provides a priority
which indicates these facilities should
The Town will need to add additional
resources to shift this maintenance
schedule to better prioritize trails
pedestrian facilities are plowed earlier
Chapter 07: Multimodal Recommendations
Maintenance practices on Gore
Valley Trail and in pedestrian-
oriented areas should also be
wear and tear, especially during the
to hire crews to perform striping
roadway paints are more susceptible
to damage, especially during winter
changes in temperature causing
The Town may consider using
thermoplastic or methyl methacrylate
paint rather than traditional paint
While initial investments in these
communities, thermoplastics have
and MMA has a service life of up
including easier application (does
not require a primer, can be applied
in all temperatures, and cures
faster), resilience to hot surface
temperatures, and a wider range
both alternatives to paint may not
last as long as advertised due to
snowfall and climate, so cheaper
those alternatives perform just
on human powered mobility is
critical to increasing use and
the town has implemented since
to log over 500,000 human
this should be supported and
expanded, potentially to include
go hand in hand with expanding
education and awareness for
drivers and cyclists, this way the
Town can help establish more
respect for pedestrians and cyclists
education campaigns should also
be run that align with Pedestrian
Safety Month and Bicycle Safety
month as noted in
population, it is especially important
to maintain clear and consistent
driver education, so all road users
are aware of existing laws that
govern interactions with those
law enforcement should collaborate
with local driving schools to update
the curriculum and incorporate
more education around such
laws, including three-foot passing
distance, permission for cyclists
to occupy a full travel lane, and
requirements to stop for pedestrians
partner with law enforcement to
increase enforcement of speeding
with high volumes of pedestrians
and updated accordingly to draw
attention to pedestrian crossings,
The Town should collect data on
both vehicle speeds as well as
The Town has historically collected
speed data, especially before and
after implementation of a capital
to collect speed data, especially
as it relates to changes to posted
GO VAIL 2045
measures, as described in
the success of a new treatment
or the need for additional
Understanding bicycle and
component for maintaining,
updating, and expanding the bicycle
consider implementing a bicycle
and pedestrian count program to
and build a more comprehensive
understanding of travel patterns
would also allow the Town to better
analyze bicycle and pedestrian-
related collisions and determine
potential safety improvements
Collecting bicycle counts allows
of riders before and after project
counts also help understand
changes in bicycle ridership across
corridor planning decisions currently
consider vehicular volumes, but not
bicycle counts allows planners to
Figure 77 displays optimal data
collection technologies for bicycle
counts, which vary depending on
Multiple municipalities have
incorporated bicycle count
programs, such as Denver and
Department of Transportation and
their bicycle count program in
2019 and collects bicycle data at
data can be accessed publicly
through their online dashboard,
which displays the location of
the most recent collection date,
and the hourly number of bicyclists
wide bicycle counts, displaying the
top ten locations with the highest
and can also display the monthly
system of continuous automatic
counters used to detect and record
bicycle and pedestrian volumes –
every hour of every day – across
The data is displayed in an
interactive dashboard that allows
As noted, collecting bicycle counts
decisions and this can be done in
programs in Denver and Arlington
County as examples for its own
should consider placing initial
hotspots and expand counters
to new areas where the Town is
planning major corridor projects with
The program should include the
collection and storage of bicycle
activity data at least every six
months, and an annual analysis of
Figure 77: Optimal Data Collection Technologies for Bicycle Counts
Chapter 07: Multimodal Recommendations
The Town should explore
opportunities for regional
partnerships to better connect
Vail to neighboring communities
and improve transportation
infrastructure throughout Eagle
could partner with the recently
formed Regional Transportation
Authority (RTA), which was created
to promote regional collaboration
the Eagle Valley RTA website, to
discuss strategies for improving and
Active Transportation Coordinator
Master Plan suggested appointing
These responsibilities currently fall
on multiple people in other positions
and progress on bicycle and
improving conditions for people who
new dedicated position or expanding
to become a Bicycle Friendly
the Town establish the position
of a Town active transportation
active transportation coordinator
in Vail would be to implement the
recommended infrastructure and
this plan as well as facilitate creation
of a new Vail Pedestrian and Bicycle
Facilities Plan and implement the plan
Access management refers
to planning and regulating the
interactions of roadways with
intersections and driveways, by
reducing or consolidating driveways
turning vehicles, pedestrians, and
Access management strategies can
include redirecting access to side-
streets and alleys and consolidating
driveways among property owners
to limit the frequency of driveways
Figure 78 of
the 2021 West Vail Master Plan
suggested updating the 2009
Access Management Plan to support
implementation of changes for North
Frontage Road and the Gore Valley
The Town of Vail should implement
the updates provided in both the
Figure 78: North Frontage Road Concept from West Vail Master Plan
GO VAIL 2045
2009 and 2021 plans to help create
a more inviting, pedestrian-friendly
Figure 78 also outlines additional
intersections where access
management can be improved
by enhancing shared-use trail
intersection so that vehicles can
clear the crossing prior to waiting for
will decrease the number of factors
drivers must pay attention to when
cross behind a vehicle that is waiting
Developer Requirements
Developer requirements can help the
by outlining when a developer is
responsible for building pedestrian
and bicycle infrastructure adjacent
and bicycle facilities, installing EV
charging stations and infrastructure,
establish development requirements
communicate what portion of
infrastructure developers will be
responsible for to ensure bicycle and
pedestrian facilities are connected
and built to Town design standards
Enforcement
The Town should develop a speed
management program to help
regulate and enforce speeds
and behavior on trails as well as
outreach and education around
which users are permitted to use
trails, signage for users entering
Additionally, the Town can explore
bicyclists on trail segments with
high pedestrian volumes or sharp
spot enforcement and education
campaigns for bicyclists (especially
to provide awareness of speeds to
should be the primary method for
calming provides more detail on an
enforcement program to increase
Chapter 08: Parking
GO VAIL 2045
This chapter summarizes the goals
and recommendations for the future of
focus on integrating the existing and
Chapter 08: Parking
Parking Existing
Conditions
The Town of Vail maintains the
town also maintains and manages
spaces at Donovan, Frontage Road
in front of Safeway, North Trail, and
public facilities varies by location,
typically a free period where people
between the number of available
of transactions which accounts
for turnover and true demand of
direct representation of the demand
utilization have a higher demand
as well as a higher turnover rate of
facilities, such as Vail Village and
Lionshead, are unique in that they do
Figure 79: Average Daily Utilization (All Parking Facilities)
•Multimodal Options
•
•Climate/Quality of Life
•Access
Same as Equity
goal above) •Innovation
target opportunities for shifting vehicle trips onto other modes, while also improving other modes•Safety
and prioritizing the unique character of Vail, the town can build a transportation system that not only
GO VAIL 2045
but also other tourist activities,
hotel guests, retail and restaurant
customers, employees, among many
facilities that provide multiple uses
turnover of two to three vehicles per
meaningful when compared to
can indirectly provide insight on
Figure
79
facilities, comparing three winter
seasons (the 2021/2022 season,
the 2022/2023 season, and the
the full winter season (November to
April) of 2021/2022 to 2022/2023,
This means that over the three-year
the core of each season (December
2023/2024 season, resulting in an
it is a more accurate estimate of
the impact pricing and demand
management policy changes enacted
for the 2022/2023 season had on
seasons, as the fringe months can
Figure 80
throughout the winter seasons
of 2021/2022, 2022/2023, and
Figure 80: Average Daily Utilization by Day Type
(All Parking Facilities)
Figure 81: Parking Duration in Vail Village Parking Structure, Passes vs
Transient, December 2023
Chapter 08: Parking
when comparing the 2021/2022
Between the 2022/2023 season
utilization decreased by another
Figure 81
structure throughout December 2023,
transactions (or hourly) are those
pass and pay each time they exit a
or day type, the largest portion of
of transient transactions have a
duration of six to eight hours than
data can potentially indicate how
people may react to changes in the
pricing or organizational structure of
transactions) are staying for less than
four hours and paying less than the
daily maximum, it may be easier to
of transportation and/or be more
For those who are staying for four
hours or more and paying the full-
day rate, their behavior may be more
mode becomes more favorable for
such as a timed-entry system may
the Town of Vail an understanding
Peers collected and analyzed origin-
investigation to answer the following
Figure 82 summarizes the proportion
of trips traveling to the Vail Village
various locations during the winter
2022/2023 season (November 2022
trips originate from Summit County
Structure originating in Eagle County,
including within Vail, there are great
opportunities to capture more of these
trips via transit, especially with the
important to note that this does not
indicate that all the Eagle County
trips are residents of Eagle County,
but rather that they began their trip
outside of Eagle County (such as
from the Denver metropolitan area)
that arrived in Eagle County the
evening before, stayed a night at an
accommodation/second home, and
then drove from the Eagle County
Figure 82: Where are people traveling from when they use the Vail Village
Parking Garage? (Internal Vail vs Eagle County vs Regionally) (Weekday
vs Weekend, Morning (5am-12pm), Winter 2022/2023)
GO VAIL 2045
Figure 83
neighborhood (zone) people are
coming from when going to the Vail
from which the largest share of trips
origin zone with the next largest share
of trips destined for the Vail Village
in the portion of trips traveling to the
Figure 84 shows what Vail
Neighborhood people are coming
from when going to the Lionshead
of trips headed to the Lionshead
East Vail, Sandstone/Potato Patch,
from Sandstone/Potato Patch and
Safeway/Vail Commons which each
recreation travel, while zones with
could be due to commuters traveling
closest to Vail Village and Lionshead,
is permitted only when the Vail Village
full, and for a maximum of 60 days
per year in accordance with the
these areas as a means for handling
Figure 83: Where are people traveling from when they use the Vail Village
Parking Garage? (Internal Vail) (Weekdays vs Weekends, Morning (5am-
12pm), Winter 2022/2023)
Figure 84: Where are people traveling from when they use the Lionshead
Parking Garage? (Internal Vail) (Weekdays vs Weekends, Morning (5am-
12pm), Winter 2022/23)
Chapter 08: Parking
following winter (2021/2022), there were 53 days of
the Winter 2022/2023 season in which Frontage Road
spaces and the number of cars recorded on the Frontage
Frontage Road in front of Safeway, North Trail, and
Table 22, out of
on Frontage Road, there were six days where there were
Frontage Road could have been eliminated, and ten more
that could accommodate 100 cars or occupants of the
important to note that this analysis captures a scenario
in which the Town would be able to perfectly manage its
occasions and certainly meet the previous goals of no
Date Net Available Parking Spaces Cars Parked on Frontage Rd.
Saturday, 12/10/2022 269 -90
Saturday, 12/17/2022
Wednesday, 12/28/2022 136 205 69
Thursday, 12/29/2022 159 216
Friday, 12/30/2022 164 23
Thursday, 01/05/2023 198 188 -10
Saturday, 01/07/2023 363 285
Thursday, 01/12/2023 180 161 -19
Sunday, 01/15/2023 254 394 140
Thursday, 01/19/2023 131 211 80
Saturday, 01/21/2023 151 321
Friday, 01/27/2023 125 149 24
Saturday, 01/28/2023 140 461 321
Friday, 02/03/2023 193 244 51
Saturday, 02/04/2023 359 192
Friday, 02/10/2023 150
Saturday, 02/11/2023 312 139
Friday, 02/17/2023 165 105
Thursday, 02/23/2023 169 214 45
Friday, 02/24/2023 163
Saturday, 02/25/2023 541 468
Thursday, 03/02/2023 204 242 38
Friday, 03/03/2023 195 236 41
Saturday, 03/04/2023 110 342 232
Saturday, 03/11/2023 205 325 120
Monday, 03/13/2023 190 169 -21
Friday, 03/17/2023 162 212 50
GO VAIL 2045
Highlights of Public Input
on Parking
one of the top four challenges with transportation in Vail
1.
Maintenance Shop
2.
3.
See for additional
details on the public engagement process and results for
Recommendations
input received through public engagement, the following
recommendations are organized by three main strategies,
Chapter 08: Parking
South Frontage Road, which is not
designed to accommodate regular
is not currently striped to safely
are no pedestrian facilities to connect
short- and long-term opportunities for
located along the north side of the
South Frontage Road, with the
directly across from Vail Village and
from its current location to east of
the Vail Transportation Center, as
displayed in Figure 86, can provide
• Minimize pedestrian-vehicle
stretch of the South Frontage
• Eliminate pedestrian connectivity
challenges of crossing busy four-
Frontage Road when accessing
• Disincentivizing waiting for the
To further improve connectivity with
north side to the south side of the
require additional improvements,
such as lane shifts, lane widening,
it would further eliminate crossing
issues and improve the pedestrian
side of the South Frontage Road
because there are multiple driveway
and roadway access points on the
south side which would severely limit
shifted east of the Vail Transportation
Center, there is more opportunity to
is expected to be maintained,
improvements to pedestrian facilities
can enhance safety, comfort, and
recommendation, these short-term
improvements will connect people
these improvements align with long-
term multimodal goals, and can
improvements to pedestrian facilities,
whether they are directly or indirectly
the recommendations set forth in
and displayed
in Figure 65
south side of the South Frontage
Road, so coordinated design of said
of Vail can consider the feasibility
This option would expand year-
This option would also, however,
carry a high upfront investment
along with ongoing administrative
161GO VAIL 2045
include lane shifts, lane widening,
enhancements to pedestrian
facilities, lighting improvements, and
the high costs directly related to
installation of payment terminals/
signage may be determined to be
pedestrian facilities, and lighting
improvements, however, would be
good investments regardless of the
challenge for the Town of Vail, with
goals to reduce the number of days
challenges and inconvenient impacts
on the user, it is recommended that
the Winter 2022/2023 season (see
Table ) indicated that more strategic
demand with existing supply of
formed EVTA is scheduled to begin
of guests/residents within the Fare
Hopefully free, fast, and frequent
transit will be incentive enough
to enable this transition, but the
Town should be prepared to further
described in the following strategy,
is a way to decrease the demand
also does not necessarily incentivize
and continue to provide a quality
Table
23 are opportunities to expand
These options include creating
resurfacing certain outlying locations
and potential redevelopment to create
outside the Town of Vail have not
process and could be an option
are multiple opportunities within Vail
Figure 85: Paid Parking Infrastructure
Chapter 08: Parking
with the expansion of the RTA fare
free zones, from Vail to Dotsero
(See Transit Chapter), outlying lots
may not be necessary and might be
counterproductive to incentivizing
locations, including supply expansion
opportunities, shifted Frontage
relevant Frontage Road multimodal
improvements are displayed in
Figure 86
As the Town of Vail explores these
locations for supply expansion,
requirements for private and public
developments ultimately encourage
mobility, climate, and stewardship
goals, the goal is to design policies
with other demand management
expansion is unnecessary in the near
developments, the preferred stand-
a dual purpose need in summer and
Village (Figure 87)
Currently oversize vehicles are
a short term solution but may not
be considered when expanding
discussing the management and
operations of existing surface lots
that can accommodate oversized
topic is also discussed with regards to
Special Events in Chapter 11
Location Necessary Action(s)
Number of Additional
Parking Spaces
Estimated
Cost Range
North Frontage Road west
of the West Vail Roundabout
•
• Construct retaining wall
•
• Pave shoulder
•
50-60
Adjacent to Vail Resorts
•
• Requires Town Manager level discussion
•
100, includes spaces for
larger vehicles (springer
vans, single unit RVs),
and possible special
event staging
Angled South Frontage
•
• Update conceptual design
•
•
•
Calming
100-200 $3M – $5M
Civic Area Plan
• Align with Civic Area Plan
• 200-400 $20M – $50M
Ever Vail • Develop Ever Vail
400 (according to original,
but currently expired,
development entitlement)
TBD
Lions Ridge loop in West
Vail
• East of Timber Ridge development
•
•
•
50-80 $400K –
$600K
Town Hall Municipal Building • Align with redevelopment of this site TBD TBD
163GO VAIL 2045
Figure 86: Parking Recommendations
Figure 87: Angled South Frontage Road parking at Ford Park
Chapter 08: Parking
Employing Parking
Management
Strategies
Beyond providing and enhancing
the Town of Vail can employ the
following management strategies
encourage residents, employees,
management strategy is improving
to explore the development of a
smartphone application that shows
and pricing information, along with
open to coordinating with the town,
and pricing could also be shown
SpotHero, and Waze are applications
that other towns and cities have
partnered with to provide real-
time availability updates, pricing
information, and a method to reserve
recently arrived and allows private
partner of the Town of Vail, policies
are rented out may need to be put
in place to ensure the proper use of
the Town of Vail should consider how
may be integrated into other Mobility
Given that the Town of Vail revised
is not recommended any changes
considerations for adjustments to
pricing could include the options
depicted in Table 24, which have
Pricing Adjustment
Options Challenges
Revisit parking
pass structure
•
Eagle County locals and Vail locals who may choose to
• Educating the public on any
changes will require Town
•
pricing adjustments as it responds
to mode shifts rather than
Simplify parking
on entry
• Less Town resources spent on administering and enforcing
•
•
for a shorter amount of time but will
still pay the same price as those
Utilize timed
entry system for
full-day parking
(Reservations)
•
•
• High administrative costs
•
Town resources
•
public, especially those who may be
•
change their visitation plans
Summer paid
parking
•
the summer
•
•
year-round basis
Revisit free
parking window
• By either reducing or eliminating the free window, the public
•
•
• May create frustration for those who
rely on the free window for short-
GO VAIL 2045
observations, it was found that a
high share of vehicles utilizing the
Vail Village and Lionshead structures
had two or more occupants,
suggesting that carpooling is already
occurring without a formal carpool
carpooling, the town can consider
designating convenient spaces for
vehicles, facilitating carpooling by
three or more occupants, a high
occupant load would be necessary
to create a successful carpool
may also require people from
multiple households within one
vehicle to be successful, which
high percentage of single occupant
carpooling incentives of at least
recommended that the Town of Vail
determine if updates are needed to
when it is prohibited and occupying
The town can consider implementing
deployed during the winter 2022/2023
season, on an annual basis to
understand the experiences of
obtaining improved standardized
statistic reports from the town’s
of single occupant vehicles using
structures that originate from within
With the upcoming Eagle Valley
Transit Authority and planned service
increases to Vail, there will be an
opportunity to shift more driving
trips that originate in jurisdictions
outside of Eagle County (such as
town can advertise updates on
EVTA service as additional transit
The origin-destination analysis
conducted for understanding where
originate from (during the Winter
2022/2023 season) showed that a
both structures originate either from
within Vail or from communities west
of Vail (Figure 82)
impact of having improved transit
trips originating from within Vail or
communities west of Vail can result
in the availability of 200 spaces,
Chapter 08: Parking166
passes are being used, who uses
them from where and/or how they
the town to better incentivize such
those users are within a Fare-Free
transit zone or future micro-transit
zone (See Transit Chapter
• Are short term rentals, purchasing
passes, and allowing renters to
use a pass? And could there be an
to utilize transit/micro-transit?
• Are employers sharing passes
amongst employees? Can some of
that usage transfer to transit?
to regional transit in Chapter 7, the
Town of Vail can promote Bustang
and Pegasus service enhancements
to address both travel from Summit
Table 25: Summary of Parking Management Recommendations
Strategy Recommendation Phasing
Cost
(Qualitative)
Cost
(Quantitative)Goals Addressed
Managing Short-Term $-$$$Quality of Life, Access,
Safety
East of VTC Short-Term $-$$$ $250K-$20M Access, Safety
the Frontage Road (with
or without pedestrian
improvements)
Short-Term $ $100K-$500K
with other strategies)
Long-Term $$ None Quality of Life
Expanding Supply Mid/Long-
Term $-$$$(which is doubtful/
unnecessary), Access
Management
Strategies (coordinated with private
Short-Term $
$100K-$200K
Explore Pricing
Adjustments Mid-Term $
$100K-$200K per
year Climate/Quality of Life
Encourage Carpooling Short-Term $ $45K per year Quality of Life
Short-Term $ $50K per year Access
Short-Term $
$25K-$50K per
year
Short-Term $ $50K per year Quality of Life
Advocate for Regional Short-Term $ $10K per year Quality of Life
167
Chapter 09: Technology168
169GO VAIL 2045
The transportation sector
is one of the planning
Since the last Transportation Master Plan
Update in 2009, several emerging transportation
trends have arisen in Vail, including electric
vehicles and corresponding infrastructure,
micromobility, shared mobility, and advanced
transit enhancements. As transportation technology
continues to rapidly develop, the Town of Vail is
proactively looking to the future to prepare for
and determine the type of technologies the Town
should integrate into its transportation system.
This chapter will discuss emerging technologies
that have the potential to create the largest impact
on the mobility sector and how the Town of Vail
can assess which technologies are best suited for
the Town’s unique conditions. While many of these
technologies are in the infancy of development,
others are being piloted across the globe. What
remains true is that before these trends become
widely adopted, there needs to be an understanding
and support for these emerging trends.
Promote the use of alternative modes
of transportation by developing and
deploying innovative technologies
that provide a seamless user
experience and increase the number
of transportation options available to
Utilize technology to inform residents
and visitors about the variety of
transportation options available to
Encourage residents and visitors to
use active transportation, such as
providing incentives that can lead
to reducing pollution, congestion,
and ultimately create a more livable
Prepare town infrastructure to
accommodate emerging alternative
fuel vehicles and technology that
INNOVATION
Gather data and use it to improve
transportation planning and decision-
Deploy data collection technology
data collected to inform decisions
TECHNOLOGY OVERARCHING GOALS
171GO VAIL 2045
Although the widespread adoption
of Autonomous Vehicles (AVs) is
yet to materialize in the consumer
1 The widespread
use of AVs has the potential to
transform travel patterns, land use
The anticipated impact of AVs on
city infrastructure includes a reduced
an increased demand for loading/
unloading zones, and a requirement
for more connected vehicle
infrastructure to ensure seamless
interaction between AVs and the
Additionally, forecasts show that AVs
can lead to substantial increases
in vehicle travel and decreases
in transit ridership as vehicle
travel convenience increases and
vehicle travel costs (both time and
to develop and invest in capital
have the freedom to access more
places Vehicle Miles Traveled
on roadways lead to increased
sought-after destination, will now
To mitigate the expected increase in
VMT, Vail can begin establishing
technology driven TDM strategies
AVs
reverse these VMT gains through
regulatory action, increasing transit
competitiveness by providing
incentives for alternative modes
of transportation and increasing
actions are examples of ways that
municipalities can intentionally
mitigate these negative outcomes
and how to best manage more
AV pilots have occurred in many
cities across the world for various
use cases to evaluate opportunities
the majority are happening in urban
contexts that are not representative
of Vail’s terrain and environmental
conditions, there have been other
Francisco was chosen because
of the steep terrain and the many
There are valuable lessons learned
an autonomous shuttle system
that is representative of a tourist
destination with unpredictable
autonomous shuttle service that has
occur sooner in goods transportation
and public transportation than
in personal vehicles due to the
technology's better suitability for
transit driver shortage may accelerate
investments in AV technologies for
public transportation, while TNCs are
already introducing autonomous rides
Vail's existing last-mile freight delivery
practices could facilitate integration of
this technology by using autonomous
vehicles for delivery once the
1 Fehr & Peers
Xu_AV-
Emerging Trends
Chapter 09: Technology
Vail can begin to identify policies
opportunity to identify policies
Policies can help ensure that AVs
move the Town towards meeting
• Pricing mechanisms – congestion
charging, vehicle miles traveled
(VMT) (or passenger miles
traveled) fees to incentivize
environmentally cleaner
or during certain times through a
riders pay, including tunnel and
bridge tolls, local government taxes
such as sales tax, and other fees a
• Roadway regulations – restrict
Vail could restrict autonomous
• Transit supportive policies
– upgrade transit maintenance
facility to support AV technology
and determine the best routes
• Land use policies – Determine
best locations to expand and/or
locations to optimize expected
Alternative fuel vehicles (AFVs) are powered by fuels other than traditional
nationwide push for electric vehicle (EV) infrastructure and the proximity to the
Vail’s status as a destination town means many visitors with EVs will rely on
To prepare for the growing demand for EV charging infrastructure, Vail
should prioritize site planning for charging locations, increase signage on the
interstate and around town regarding charger locations and availability, and
increased demand, as documented in the Electric Vehicle Readiness Plan
can be powered by solar and use battery storage to provide a more reliable
primary alternative fuel and can apply for funding opportunities to transition
consider investing in hydrogen fuel infrastructure if Colorado signals a
Vail foresees it would be advantageous to construct or partner to build
started to invest in hydrogen fuel infrastructure for guidance, such as
173GO VAIL 2045
weather conditions and relaying the information through digital billboards or
Connected vehicle (CV) technologies enable safe, wireless communication
between infrastructure (such as smart light poles), personal devices,
Dedicated Short Range Communication (DSRC) was how communication
include cellular communication devices in new cars, and agencies now have
s
TECH DRIVEN TDM
STRATEGY
Chapter 09: Technology
location-based data and provide Wi-Fi access for passengers using an SD-
combination of telecommunications and informatics, which involves the use of
The next step for public transit in Vail can include Mobility-as-a-Service (MaaS)
that allows riders to plan a trip across the city using multimodal transport
TECH DRIVEN TDM
STRATEGY
By improving travel times and
to use transit, Smart Public
Transportation can incentivize
GO VAIL 2045
Table 26: Emerging Technology Trends Action Plan
Emerging Technology Trend Likelihood of Deployment
in Vail by 2045 Address Monitor Study
Medium
High1
Medium
Medium/High
High
Medium
Unmanned automated drone delivery involves the use of drones to deliver
Amazon and other companies have been trialing drone deliveries in cities in
that contribute to congestion on roadways, then this could be a seasonal choice
The Town of Vail should continue to research and stay up to date on the
•
• Permitting & Licensing
• Local control of Commerce Laws
TECH DRIVEN TDM
STRATEGY
Drone deliveries can help to
removing the need for delivery
1. Study = This emerging technology is in early development, continue to study how it progresses
2. Monitor
3. Address
can be initiated to prepare Vail for successful integration shown in Table
2
Chapter 09: Technology176
• Big Data Analytics
• Fleet management apps can optimize routes, manage curbside reservations, and locate
• Geolocation services can help Vail facilitate shared mobility services, such as scooters and
•
177GO VAIL 2045
• Systems that provide real-time information to travelers about
• Type of technology uses sensors, cameras, and other devices
• Many new tools can be used by public transit agencies to address the real
• The type of technology uses sensors, cameras, and other devices
Chapter 09: Technology178
Mobility as a Service (MaaS) is a concept that integrates various transportation options into a single, comprehensive,
but fragmented transportation services into one platform, users can experience a seamless travel experience without
amount of existing transportation services that have been implemented in Vail, the town has the advantage of
• Transit service providers and transit operators
• MaaS operators and integrators
•
• Customers
• Local and regional authorities
179GO VAIL 2045
1 Due to the success of the program, it is expanding
system over the coming years will help inform if there is a need for additional micro-mobility options in the city in the
storage and accommodate two passengers, resembling enclosed golf carts used in some communities for weather
3 h
Chapter 10: Loading & Delivery
183GO VAIL 2045
The Town of Vail launched an E-Vail Courier delivery
pilot program in November 2021, which ran until
September 30, 2022. In July 2022, the Town’s
Loading and Delivery Working Group recommended
implementation of the pilot based on the success and
sustainability of the pilot. Council adopted the long-
term implementation of the delivery program, which
has now been operating on a permanent basis from
October 1, 2022, to today.
The E-Vail Courier Program is a delivery system
that addresses pedestrian safety issues of delivery
deliveries. The program provides for the coordinated
delivery vehicles within the pedestrian-only areas in
Vail Village. The program consists of an underground
loading facility, where all deliveries to Vail Village
carts to make deliveries from the Mountain Plaza
loading dock to storefronts in Vail Village’s pedestrian
area while strictly limiting access by other vehicles.
Each participating vendor and merchant pays a fee
subsidizes the remainder. Small couriers are still
allowed to travel into the Village directly.
Qualitatively, the program has been noted as successful
from both businesses, guests, owners, hotels, and
program has evolved since it launched in 2021 to expand
This includes a shift in priorities, such as timely delivery of
Quantitatively, as of May 2022, the program was operating
goods when the program delivered 26,000 pounds of
is averaging between 30,000 and 40,000 pounds a day
The pounds of goods translate into $30,000 to $50,000
As of May 2022, the data collected indicates that on
average, approximately 35,000 pounds of goods are
various sizes for a total of 139 trips into vail village that
9 TRACTOR TRAILERS
•one of these comes
6 days a
•
•
•2 come various days, on
29 BOX TRUCKS
•
•
•
•
9 CARGO VANS
•
•
•
•
•
Next Steps
Based on the success of the program, Town Council and
evolve as needed to address any concerns that arise
Chapter 11: Special Events186
187GO VAIL 2045
most resort-oriented
communities, hosts special
events throughout the
important features from an
economic development
the community from a
Special events also provide entertainment or unique
opportunities to locals and visitors alike. The special
events in Town range from small, family-oriented
events such as holiday Santa visits to the GoPro
Mountain Games.
Most of the special events in Vail are during the
summer months. There is not as much “competition”
for parking during summer months. There are few
winter events in Town. According to the Town’s
Special Event Coordinator, most events during the
winter are on-mountain and are hosted by the ski
company. The Town hosts a website that lists all
special events throughout the year.
Chapter 10: Loading & Delivery188
There are many departments within
These include public safety, transit,
experience hosting, along with well-
versed internal communication, has
communication tactic is that the
events have a meeting after the event
Based on conversations with Town
including emergency response, public
Events are generally small enough
few larger events along with the
such as races, are held on the resort
property and have a minimal impact
The largest annual special event is
four-day sports-oriented festival held
to 90,000 attendees over the event
dozen sporting events, music at the
Gerald Ford Amphitheater, and other
The event, while popular, does not
because the vendors are there for all
Special event sponsors are
responsible for permitting, set up,
temporary fencing, and other ancillary
have the best understanding of their
own equipment and arrangements,
From a long-term planning
perspective, there is a desire to
develop a more permanent staging
area for events that include loading/
event providers often use the
recommends that the Town explore
the programming needs, and location,
of a more permanent staging location,
especially in light of the loss of the
Vail Village Loading Facility and
Limited Use Options
•
case-by-case basis and generally
•
basis and generally during non-
and during summer this is used
•
basis if availability of space is
found as a part of the Civic Area
Master Plan in conjunction with the
Priority Use for Special Events
•
approval and has been designed
This location provides close
bus route, however it would
be temporary if the Ever Vail
•
Interior Storage Areas
•
of the VTRC expansion project
•
of the Civic Area Master plan
•
of Ever Vail
189GO VAIL 2045
PEER COMMUNITY
many special events, but many are
larger and require more space and
population base of the greater and
growing Wasatch Front is only 30
minutes away by interstate, so special
City has almost become a suburb
months, but it has recently almost
there is a large number of special
events throughout the year, including
winter, but the majority of special
are in summer months and include
A recommendation is for the
respective special event coordinators
to establish a line of communication
to share best practices learned by
Chapter 12: I-70
191GO VAIL 2045
Interstate 70 (I-70) runs east west through the Town of
Vail, bisecting the Town. I-70 is the primary truck route
interstate access to Summit County and the Front
Range to the east, as well as the western slope to the
west. I-70 is used to access Vail for both local and
regional trips.
Previous studies have been conducted by
the Town of Vail, Eagle County, and CDOT to
document the impacts I-70 has on Vail and provide
safety issues including unsafe pedestrian crossings.
The 2002 Vail Transportation Master Plan Update
to improve noise quality within the Town of Vail.
The 2005 Vail Tunnel Options report expanded on
the capping or tunneling options with additional
considerations and analysis. Additionally, the 2018
locations on I-70 where wildlife mitigation strategies
were recommended.
The I-70 Mountain Corridor Final Programmatic
Environmental Impact Statement (PEIS) was
completed in March of 2011. A record of decision
reassessment was issued in December 2020. The
PEIS proposed a preferred alternative of a multimodal
solution that combines non-infrastructure strategies,
highway improvements, and an advanced guideway
system (AGS).
This chapter discusses
the next steps and
implementing elements of
Additionally, the team explored challenges related
to additional alternatives to consider I-70 capping or
tunneling, and a recommendation on whether capping
or tunneling I-70 should be studied further. As part of
the capping or tunneling review, the 2005 Vail Tunnel
Options Draft Report was also reviewed.
Chapter 12: I-70
Review and
Recommendations
recommendations to the Town of Vail
the entire corridor, the Colorado
Pegasus transit services, a major
initiative to improve mobility on Floyd
Hill by adding an express lane in
each direction, and the addition of
eastbound and westbound shoulder
express lanes from Empire to the
day to/from the Vail Transportation
The Preferred Alternative meets
the corridor’s Purpose and Need
and addresses the goals that
Non-infrastructure strategies were
advancing major infrastructure
improvements to immediately address
agencies, municipalities, and other
infrastructure in and adjacent to the
occupancy vehicle commuters to
components can assist in addressing
the purpose, needs, and goals of
the corridor without requiring a large
Highway improvements are needed to
address corridor conditions and future
curve safety improvements and
interchange improvements are
west side of Vail Pass (MP 180-190)
auxiliary lanes are recommended
by the preferred alternative in the
The auxiliary lanes will be designed
to improve safety and operations
a recommendation to expand to a
six-lane highway capacity from MP
Through these same mileposts, the
mile-per-hour (mph) tunnel to bypass
Dowd Canyon as a curve safety
are shown in Figure 88
The Preferred Alternative
recommends the addition of an
Advanced Guideway System
with agencies along the corridor is
needed to implement a vision for
transit connectivity and access to
is needed for the service, potential
station locations, alignment,
Environmental resources of
greatest concern that should be
considered and further studied while
the recommendations are carried
forward are air quality, wildlife,
historic properties, water resources,
materials, noise, visual conditions,
recreational resources, and social
193GO VAIL 2045
Alternative –
Recommendations
for Adaptation
This section includes
recommendations for the Town
of Vail to adapt in preparation for
implementation of elements of the
related to non-infrastructure
related components, highway
improvements, and the Advanced
Guideway System found in the
of Vail maintain awareness of the
non-infrastructure strategies that
The Town can support the goals
implementing local non-infrastructure
These strategies are discussed
Chapters 4 through 9 discuss Vail
strategy by examining topics that
align with the goal of reducing
and providing an improved user
•
and private) – management
and expansion
• Additional pedestrian
and bicycle routes
•
•
Management options coinciding
with emerging technologies
Figure 88: Highway Improvements
Chapter 12: I-70
Table 28: Highway Improvements
Strategies Status of Implementation
Safety and capacity improvements in
Dowd Canyon
Dowd Canyon Tunnel
A tunnel was one of the alternatives included in the above referenced feasibility study
Vail East (MP 180)
West of Vail Pass (eastbound and
westbound) (MP 180-190)
The recommendation to implement auxiliary lanes has been carried forward
GO VAIL 2045
The below table summarizes the strategies related to implementing an
Table 29: AGS Implementation Strategies
Strategies Recommendations to Vail
Feasibility of high-speed rail passenger service
Potential station locations and local land use
considerations
The Vail Transportation Center (VTC) is the nexus of routes serving
locations West Vail, East Vail, and all other local and regional routes, and
expansion of the VTC would be designed to not preclude the AGS or
Transit governance authority N/A
Alignment
Coordinate with lead agency of AGS to determine most optimal location
Technology N/A
Termini N/A
Funding requirements and sources enhance existing transit systems as well as accommodate the future
Transit ridership
During the AGS planning process, obtain ridership projections from
lead agency of AGS and incorporate into the local planning process to
accommodate additional visitors arriving in town that will rely on Vail
Potential system owner/operator N/A
Role of an Advanced Guideway System in freight
delivery both in and through the Corridor
Chapter 12: I-70196
Big Picture Impacts Summary
1980’s, when noise became an issue, and in the 1990’s,
the potential capping and development over top of the
the alternative of capping or tunneling to reduce Noise
possible tunnel alignments and cut and cover options,
chapter provides a summary of the 2005 study, cut and
cover scenarios, impacts of each scenario, and updated
options included 4 tunnel options and 1 cut and cover
•
•
•
•
Canyon
•
The conclusions of the previous report indicated that
Based on the previous report, the project team considered
•
• Complete Cut and Cover
• Partial Cut and Cover
197GO VAIL 2045
partial cut and cover evaluation was also included as an
alternative because it may allow the Town of Vail to meet
The 2002 Vail Transportation Master Plan Update evaluated
amount of developable land within Vail, the division of the
community, and the safety issue of pedestrians crossing
in the introduction section, including congestion, noise, air
objectives should be considered when evaluating the tunnel,
• Vehicle Congestion
• Noise
• Air Pollution
• Safety
• Connectivity
• Quality of Life
• Cost
• Local Road
• Transit
• Funding Mechanism
•
• Freight/Hazardous Material
• Resiliency
•
•
• Aesthetic Character of Vail
The previous Tunnel Report was completed at a high level
however, there are additional factors not covered in the
report that should be considered when evaluating a tunnel
•
(among other uses) and serve as an alternate route for
hazardous materials or bypass in the event of a tunnel
this local road will consist of a typical section of 150’
lane arterial roadway (two lanes in each direction) with
intersections connecting to local roads, each assumably
•
potential AGS or regional transit system should be
location should be coordinated with the local Vail Transit
expected need to have a future transit station at or near
198
• Funding Mechanism Detail – The 2002 and 2005
Report assumes at least a portion of the funding for this
project can be obtained from the future redevelopment
discussed local road, has not been studied, meaning
the total acreage of potential developable land and
of developable land, other funding sources may include
Federal and State grants, improvement districts, tax
•
•
local road through Vail or frontage roads on top of the
•
open and functional in the face of unexpected events
Resiliency may be improved with the installation of
a tunnel (main route) while having an auxiliary route
•
additional public infrastructure, such as power, energy,
•
including duration, noise and other environmental
impacts, and impacts on tourism during construction
would need to be evaluated and mitigated if a project
indicated that a tunnel alternative would have less
construction impacts over a short duration to the town
of Vail
• Changes to Land Use and the Aesthetic Character of
The Town through a similar mechanism that has been
199
transfer would occur after the tunnel and/or cut and
the typical section would require 150’ of right-of-way
Frontage Roads, and the land in-between resulting
The new developable land could become open space, low
density, medium density, or high-density development,
as determined by the Town of Vail through their planning
fund the tunnel, cut and cover, or partial cut and cover
the projected sale of developable land would be critical to
costs over the funding provided by the development would
The Town of Vail must consider how the character of Vail
would change with additional residential and commercial
development as well as the corresponding public
infrastructure that would be necessary to support this
infrastructure and no new net units but would provide no
maximum impact on public infrastructure and maximum
number of proposed units but provide the maximum
For this study, three scenarios were evaluated for the
tunnel and cut, and cover options and one scenario was
of land use and cost recovery scenarios along with Vail’s
existing land use densities and unit counts is described
The existing land use in Vail were acquired from town
along with a total number of existing units, residential and
The build-out scenarios are described on the next pages,
all of which assume preserving enough width for a future
magnitude of impact on density each scenario would have
on Vail and the corresponding magnitude of potential cost
Table 30: Existing Land Uses
Land Use Description
Existing
Acres Percent Units
1,009 110
Low Density 1,459
Medium Density 2,925
High Density/Commercial 235
Public/Misc 162 124
Total Acres/Existing Units 2,259 8,319
Land Use Description Scenario 1
Acres Percent
282
Low Density 0
Medium Density 0
High Density/Commercial 0
0
Construction Cost
Potentially Recouped Cost $0
Remaining Cost
Figure 89: Scenario 1
Scenario 1 is shown in Figure 89
Figure 90: Scenario 2
Figure 90
Land Use Description Scenario 2
Acres Percent
0
Low Density 0
Medium Density 0
High Density/Commercial 282
0
Construction Cost
Potentially Recouped Cost
Remaining Cost
This scenario would have extremely negative impacts on the existing community, nearly doubling the density of Vail with
Figure 91: Scenario 3
is shown in Figure 91
Land Use Description Scenario 3
Acres Percent
66
Low Density 83
Medium Density
High Density/Commercial 63
0
Construction Cost
Potentially Recouped Cost
Remaining Cost
Figure 92: Scenario 4
Figure 92
Land Use Description Scenario 4
Acres Percent
0
Low Density 0
Medium Density 0
High Density/Commercial 63
0
Construction Cost
Potentially Recouped Cost
Remaining Cost
Chapter 12: I-70
Summary Cost Information
These amounts were presented in 2005 dollars, shown in Table 31
Table 31: 2005 Tunnel Report Cost Information
Option 2005 Dollars (billions)
Low High
The tunnel report did not include other project costs that must be considered, including reconstruction of the
a 2023 conceptual cost estimate both the Tunnel and Full Cut and Cover options, shown in Table 32
Table 32: 2023 Conceptual Cost Information
Project Option Cost (Billions)
2005 Tunnel Report Cost (Billions)
2023 Tunnel Report Cost (Billions)
2023 Conceptual Costs (Tunnel or Full Cut and Cover) – Total (Billions)
GO VAIL 2045
Based on the analysis above, the
tunnel option would provide the
longest construction schedule to
the Town, as construction and
could not begin until the tunnel is
of the tunnel option would be the
least disruptive to Vail during the
As the previous report indicated,
the cost is expected to be slightly
option has the most potential for
future economic development as
this assumes that land rights to the
available to the Town or a developer,
infrastructure that would need to be
constructed by Vail as part of this
development is not included in the
energy, water, and transportation
infrastructure to accommodate
any future development due to the
However, some of these additional
costs may be recoverable due to
The full cut and cover option would
provide a reduction of construction
However, the day-to-day impacts
will be larger due to proximity of
option will not reduce congestion
the previous report, the cost is
expected to be more than a tunnel
development on top of cover
sections could be limited and further
tunnel option, the Town may require
additional public infrastructure to
accommodate future development,
however, some of these additional
costs may be recoverable due to
The partial cut and cover option
would provide a reduction of the
construction schedule compared
to the full cut and cover option, as
cover, this option will not reduce
way is expected to cost far less
than the full cut and cover option,
as locations could be targeted to
reduction, community connection, or
economic development would be
limited even more than the cut and
cover option, as there would be a
this shorter covered section could still
provide the connectivity that currently
Summary of Options
Chapter 12: I-70
Recommendations
for Further Study
constructing the tunnel option and
the cut and cover option, including
the high cost, uncertainty of the
ability to transfer development rights
to fund the project, and the long
would lead to a recommendation of
to more formally determine the
Before proceeding with any further
evaluation, it is recommended that
the Town collaborate with other
previous reports listed many factors,
but input from the Town and other
that changes or improvements are
more detailed analysis could be
include participation of a cross
Additionally, public input should
be sought particularly as it relates
to the land use scenarios and the
subsequent impacts to the character
includes a no-build alternative, in
in this memo, should be conducted
Cut and cover projects have been
Figure 93 displays a map of projects
across the United States that
completed (green) and proposed/
on-going (orange) cut and cover
in funding for a feasibility study that
is now complete and more recently
gained support from the Seattle City
is Vail’s Sandstone Underpass, or
dream project, but an opportunity
presented itself that enabled it to
project for another generation, but
Figure 93: Completed and Proposed Cut and Cover Projects
completed
proposed/on-going
Chapter 13: Noise
GO VAIL 2045
Noise has been a concern in Vail ever since the
Interstate was completed, however it was not until
2000, and then between April 2004 and September
the interstate noise, in which noise levels were
Interstate 70 (I-70). Over the course of this time
implemented including a speed reduction campaign
and repaving segments of I- 70 with stone mastic
temporary relief and have not been repeated or
This chapter summarizes
the noise measurement
survey completed in 2022
intended to document
current-day noise levels
evaluates new options to
Chapter 13: Noise
A noise monitoring survey was
25, 2022, and Tuesday, August 30,
2022, to document ambient noise
levels at six locations throughout
term measurements and 11 short-
measurement locations were chosen
to be as close as reasonably possible
to the locations of measurements
equipment required some locations to
be moved slightly from the previous
placed in trees or mounted on utility
poles at heights of approximately
term measurement locations were
at the same locations as previous
the noise measurement locations
short-term measurement locations
are shown with red circles while
the long-term measurements
Noise measurements were made with
Larson Davis Model LxT1 and Model
sound level meters were equipped
The SLMs were calibrated prior to the
noise measurements using a Larson
Davis Model CAL200 or Model
after each measurement session
and was always found to be within
were made to the measured
monitoring, the noise data were
obtained from the SLM using the
All instrumentation used during the
noise survey met the requirements
of the American National Standards
Between Friday, August 26, 2022,
and Monday, August 29, 2022,
eleven short term measurements
were made at each of the original
measurement locations, M1 through
measurement locations was vehicular
sources were local roads including
North Frontage Road, South Frontage
summary of short-term measurement
data is shown in Table 33
Long-term measurement M1
was made in West Vail near the
Chamonix Chalets at approximately
210 feet from the centerline of
noise levels at M1 varied from 63
eq during the day and
eq
Long-term measurement M2 was
Matterhorn Circle at approximately
noise levels at M2 varied from 61
to 68 dBA Leq during the day and
from 55 to 64 dBA Leq
Long-term measurement M3 was
approximately 280 feet from the
average noise levels at M3 varied
from 61 to eq during the day
eq
Long-term measurement M4 was
made in East Vail near residence at
3850 Fall Line Drive at approximately
180 feet from the centerline of
noise levels at M4 varied from 63
eq during the day and
from 59 to 68 dBA Leq
Long-term measurement M5 was
made near the Timber Ridge
Apartments at approximately 165
feet from the centerline of westbound
at M5
Leq during the day and from 60
to 69 dBA Leq
Long-term measurement M6
was made near Red Sandstone
Elementary School at approximately
130 feet from the centerline of
noise levels at M6 varied from 69
eq during the day and
eq
To relate the 2022 noise
measurement survey to past surveys
conducted between 2004 and 2008,
same locations as past surveys and
concurrent long-term measurements
mounted nearby in trees or on poles
listed in Table 33 along with the
short-term measurement data, the
corresponding noise level at the
nearby long-term measurement
location, and the resulting
measured hourly average noise
Noise Measurement Survey Results
GO VAIL 2045
Short-term Measurement
Measured Noise Levels
Average
Calculated Hourly Average
Noise Level Range at
Short- term Locations
Short-term
Location
Corresponding
Long-term
Location
Day Night
M1
Friday,
08/26/2022
Monday,
08/29/2022
M2 Saturday,
M3
Friday,
08/26/2022
Sunday,
8/28/2022
M4
Friday,
08/26/2022
Monday,
08/29/2022
M5
Friday,
08/26/2022
Monday,
08/29/2022
M6
Sunday,
8/28/2022
Monday,
08/29/2022
GO VAIL 2045
Table 4: Trip Generation Rates34 below lists the maximum recurring one-hour average noise levels measured at
Table 34: Measured Maximum One-Hour Average Noise Levels (dBA Leq)
Survey M1 M2 M3 M4 M5 M6
April 2004 69 63 63 66 - -
August 2004 62 62 66 - -
68 63 63 - -
September 2008 66 61 61 65 69
August 2022 68 69 64 69
levels from September 2008, 2022,
measured noise levels increased by
These noise level increases roughly
approximately 18,000 to 21,000
ADT1
Location M2 increased by 8 dBA over
The predominant source of increased
above those otherwise attributable to
Future noise levels were not
However, based on the increase in
noise levels between 2008 and 2022
Potential New
Methods to Reduce
Noise along the
The 2005 Evaluation of Highway
Noise Mitigation Alternatives for Vail
Colorado Report addressed several
options including quiet pavement,
noise walls, speed reduction,
acoustical insulation of structures,
a speed reduction campaign and
degrades as the pavement loses
its porosity and sound absorbing
roadway with new quiet pavement
could be considered to overcome the
reduction campaigns may need to
in speed typically equates to a 1 dBA
reduction in noise
Remaining options outside
of noise walls would include
acoustical insulation of structures
addressed in the 2005 Report,
constructing a tunnel would be a
throughout Vail but is a costly
measure with several additional
isolation of structures could provide
some additional noise reduction
to building interiors and could be
address noise at outdoor use areas
the predominant source of noise in
Vail for the foreseeable future, there
are no remaining new noise control
Finally, noise levels would not be
expected to be substantially reduced
along the corridor assuming a higher
noise and aerodynamic noise are
the main components of noise from
most vehicles at highway speeds, so
any reduction in vehicle engine noise
Chapter 14: Implementation Plan and Funding
GO VAIL 2045
Go Vail 2045 serves as a
guide that will assist the
about the implementation
of improvements to Vail’s
mobility and transportation
The implementation schedule for recommended
projects will occur in phases with near-term projects
taking place within 0-5 years, medium-term projects
in 5-10 years, and long-term projects in 10+ years.
Short term projects typically have a higher priority
level rating and/or have the resources available to
implement them sooner.
Chapter 14: Implementation Plan and Funding
can include expenses not directly tied to physical infrastructure but crucial for the development
investment as it progresses toward
Table 35: Estimated Cost for Priority & All Projects
Modal Category Priority 1
Projects ROM
Priority 2
Projects ROM
Priority 3
Projects ROM
Priority 4
Projects ROM
Priority 5
Projects ROM
All Projects
ROM 2024
$100,000 -
$500,000
$1,500,000 -
$3,500,000
$1,500,000 -
$3,500,000 N/A $10,500,000 – $13,600,000 -
$34,500,000
Speed Limit & $300,000 -
$1,500,000 N/A N/A N/A
$300,000 -
$1,500,000
$600,000 -
$3,000,000
Transit $10,600,000 -
$23,000,000
$200,000 -
$1,000,000
$200,000 -
$1,000,000
$100,000 -
$500,000
$1,500,000 -
$3,500,000
$12,600,000 -
$29,000,000
Multimodal $6,300,000 -
$19,500,000
$5,,000 -
,500,000
$3,400,000 -
$12,000,000
$10,500,000 -
$30,000,000
$12,500,000 -
$26,500,000
$38,400,000 -
$105,500,000
$100,000 -
$500,000
$600,000 -
$2,000,000
$3,000,000 -
,000,000
$100,000 -
$500,000
$3,500,000 -
$10,000,000
,300,000 -
$20,000,000
Technology $100,000 -
$500,000 N/A $100,000 -
$500,000
$500,000 -
$1,500,000 N/A $2,500,000
N/A N/A
$100,000 -
$500,000 N/A $41,500,000 -
$333,000,000
$41,600,000 -
$333,500,000
Loading &
Delivery N/A $100,000 -
$500,000 N/A N/A N/A
$100,000 -
$500,000
Special Events N/A
$500,000 -
$1,500,000 N/A N/A
$500,000 -
$1,500,000
$1,000,000 -
$3,000,000
TOTAL COST
(Not including
I-70)
$18,600,000 -
$49,000,000
$8,000,000 -
$24,000,000
$8,200,000 -
$24,000,000
$11,200,000 -
$32,500,000
$28,300,000 -
$68,500,000
$74,300,000 -
$104,700,000
GO VAIL 2045
Project Prioritization
The Town of Vail prioritizes transportation projects based
ranging from 1 (highest) to 5 (lowest) as detailed in Table
36
for implementation – some projects can be implemented
corresponding development projects, securing funding
portion of projects fall under the highest priority level (1),
indicating the Town’s commitment to swift action where
Financial Summary
The total 2024 ROM cost of the project plan ranges from $74.3 million to $104.7 million. Key highlights include:
• The total cost for Priority 1 Projects excluding I-70 ranges from $18.6 million to $49 million
• Excluding I-70 projects, multimodal recommendations are the most expensive category and include the following improvements:
Bicycle Facilities (Bike Lanes and Separated Multi Use Paths)
Restriping Shoulders
Trail Safety Improvements
Road Diets
Pedestrian Safety Improvements
Cost Ranges
$
$$
$$$
$$$$
$$$$$ >$10M
Timing Range
Short Term 0-5 Years
Mid Term 5-10 Years
Long Term
Priority Level
1
2
3 Evaluate Further
4 Nice to have
5 Needs a Trigger
Priority Level % of Projects within
Priority Level
1
2
3 Evaluate Further
4 Nice to have
5 Needs a Trigger
Project Priority Levels
Project Summary Table Legend
Chapter 14: Implementation Plan and Funding
Table 37: Project Summary Table
Projects
Su
p
p
o
r
t
e
d
1
No
t
Su
p
p
o
r
t
e
d
1
Relative
Cost Phasing Priority Comments
MULTIMODAL PROJECTS
BICYCLE FACILITIES
Bike Lanes
$$ Long Term 5
Coordinate with Asphalt
$ Short Term 2
Coordinate with Asphalt
$ Short Term 2
Coordinate with Asphalt
Vail Road (GVT-Meadow to Forest Rd) $ Short Term 1
Coordinate with Asphalt
$ Short Term 1
Coordinate with Asphalt
Separated Multi Use Paths
Roundabout $$$$ Long Term 4
Lionshead $$ Mid Term 2 Frontage Road Diets
GVT Lionshead Gondola Bypass $$$ Short Term 1
Design Complete-
Coordination with VR
Library to Lionshead Pedestrian Nature
Trail $$ Short Term 1
Provides Safer
Pedestrian option
$ Mid Term 2
Coordinate w/ Vail
Evergreen
Trailhead $ Mid Term 2
$ Mid Term 3
Facilitates Frontage Rd
Golf Course $$$$ Long Term 4
Facilitates Frontage Rd
$$$$ Long Term 4 Valley Drive
GVT Sunburst Dr - VVD to Golf
Clubhouse $$ Short Term 2
Separates GVT and
$$ Mid Term 3
GVT - Bighorn Rd $$$ Short Term 1
Separates GVT from
$$$ Long Term 5 . Frontage Rd
1 Percent of the 143 Survey Respondents
GO VAIL 2045
Projects
Su
p
p
o
r
t
e
d
1
No
t
Su
p
p
o
r
t
e
d
1
Relative
Cost Phasing Priority Comments
$$$$$ Long Term 5 Wildlife crossing
Residential Striped Shoulders (4')
$ Short Term 1
Requires widening if 4'
shoulders
Lions Ridge Loop $ Short Term 2
Requires widening if 4'
shoulders
Forest Rd $$ Mid Term 2
Requires widening if 4'
shoulders
Beaver Dam Rd $$ Mid Term 2
Requires widening if 4'
shoulders
Sunburst - East of Golf Clubhouse $ Short Term 1
Requires widening if 4'
shoulders
$ Short Term 1
Requires widening if 4'
shoulders
Chamonix Ln $$ Short Term 1
Requires widening if 4'
shoulders
Chamonix Rd $ Short Term 1
Requires widening if 4'
shoulders
$$ Short Term 1
Requires widening if 4'
shoulders
Matterhorn Circle - Lower $ Mid Term 3
Requires widening if 4'
shoulders
Westhaven Dr $$ Mid Term 3
Requires widening if 4'
shoulders
Lupine Dr $$ Mid Term 3
Requires widening if 4'
shoulders
Bridge Rd $ Mid Term 3
Requires widening if 4'
shoulders
Columbine Dr $ Mid Term 3
Requires widening if 4'
shoulders
Streamside Circle $ Mid Term 3
Requires widening if 4'
shoulders
Meadow Dr $ Mid Term 3
Requires widening if 4'
shoulders
Main Gore Dr $ Short Term 1
Requires widening if 4'
shoulders
Residential Striped Shoulders (4')
and/or Sidewalk $$Long Term 5
Programmatic & Safety
Improvements
Driveway Crossings $$ Mid Term 3
Sight Distance $ Short Term 1
Chapter 14: Implementation Plan and Funding
Projects
Su
p
p
o
r
t
e
d
1
No
t
Su
p
p
o
r
t
e
d
1
Relative
Cost Phasing Priority Comments
User amenities (Signage, Lighting, $ Mid Term 3
$ Short Term 2
$$ Mid Term 2
Bicycle & pedestrian counting program $ Short Term 1
Active transportation coordinator
position $/yearly Short Term 1
Road Diets
Commercial $$$ Mid Term 2 TC, & supports WV MP
Westhaven Drive $$ Mid Term 2
$$ Mid Term 2 Path, Ped Crossing, &
TC
$$ Mid Term 3 TC, & Transit Ctr Exp
Rapid Flashing Beacons at
Pedestrian Crossings
West Vail Roundabout $ Mid Term 3 Add for all crossings
$$ Short Term 1
Coordinate w/ WV Road
Diet
$ Mid Term 3
Coordinate w/ Pedestrian
Bighorn Rd - At Gore Valley Trail $ Short Term 1
West Lionshead Circle - 4 Locations $ Short Term 2
East Lionshead Circle - 5 Locations $ Short Term 1
Highest Volume
Pedestrian Crossings
Vail Road - 3 Locations $ Short Term 1
Highest Volume
Pedestrian Crossings
Vail Valley Drive - 6 Locations $ Short Term 2
TRANSIT PROJECTS
Transit Facilities
VTC Expansion $$$$$ Short Term 1 Funding
Transit Service
WV Express - All Day Year Round $ /year Short Term 1
EV Express - All Day Year Round $ /year Short Term 2 Express
GO VAIL 2045
Projects
Su
p
p
o
r
t
e
d
1
No
t
Su
p
p
o
r
t
e
d
1
Relative
Cost Phasing Priority Comments
Lions Ridge Loop - Year Round $ /year Mid Term 3
$ /year Mid Term 3
Day Year Round $ /year Short Term 1
Coordinate w/ West
Frontage Rd $ Short Term 1
Provides West Vail
access to this area
$ /year Mid Term 4 Consider Pilot Program
Consider AV Transit $$$ Long Term 5 As technology improves
Mobility Pass Mid Term 3
Coordination with EVTA
Transit Safety Improvements
$ Short Term 1
Pedestrian Awareness of
Transit Route
Bus Shelters at High Boarding
Locations $ Short Term 1
Bus Pads and amenities $ Mid Term 2
Pedestrian Lighting at all Bus Stops $ Short Term 1 Assumes Solar Lights
PARKING PROJECTS
Parking Improvements
$ Long Term 4
& LH $ Short Term 1 High Volume roads
$$$$ Long Term 5 safety
Spaces $$ Mid Term 2
$$$ Long Term 3
Spaces $$$ Mid Term 3
$ Short Term 2
Short Term 2
TRAFFIC PROJECTS
Roundabouts $ Short Term 1 to trigger projects
2-NB Lanes at Main Vail Roundabouts $$$$ Long Term 5 threshold
Chapter 14: Implementation Plan and Funding
Projects
Su
p
p
o
r
t
e
d
1
No
t
Su
p
p
o
r
t
e
d
1
Relative
Cost Phasing Priority Comments
2-NB Lanes at West Vail Roundabouts $$ Long Term 5 threshold
Left Turn Lanes at Frontage Rd $$ Long Term 5 threshold
West Vail Commercial Roundabout $$$ Long Term 5 Redevelopment
Ever Vail Roundabout Long Term 5 Redevelopment
East Lionshead Circle Roundabout $$$ Long Term 5 Left Turns
VTC/Vail Valley Drive Roundabout $$$ Short Term 2 intersection & VTC
exiting
$$$ Long Term 5
Alternate location for
VVD Roundabout
$$$ Long Term 3 access
SPEED LIMIT & TRAFFIC CALMING PROJECTS
Residential Speed Limit to 20mph $ Short Term 1
$ Short Term 1
Lane Striping $ Short Term 1
Photo Enforced Radar $ Long Term 5
$ Long Term 5
Speed Humps $ Long Term 5
TECHNOLOGY IMPROVEMENT PROJECTS
SMART City Technology $$ Long Term 4 Consider Pilot Program
MaaS (Mobility as a Service) $ Mid Term 3
Coordination with
multiple agencies
$ Short Term 1
Coordination with Private
I-70 IMPROVEMENT PROJECTS
$$ Long Term 5
$$$$ Long Term 5
Triggered evaluation by
WV Redevelopment
$$$$ Long Term 5
Triggered evaluation by
Ever Vail
$$$$ Long Term 5
Triggered evaluation by
Civic Area
GO VAIL 2045
Projects
Su
p
p
o
r
t
e
d
1
No
t
Su
p
p
o
r
t
e
d
1
Relative
Cost Phasing Priority Comments
$$ Long Term 5
$$$$$ Long Term 5
Triggered evaluation by
PW Master Plan
$$$$$ Long Term 5
Triggered evaluation by
Wildlife Crossing
Columbine Drive Underpass $$$$$ Long Term 5
Triggered evaluation by
Tunnel Replacement
$ Mid Term 3
Further evaluate for
implementation
LOADING & DELIVERY
Expand E-Courier to Trash & Recycling $ Long Term 5
SPECIAL EVENTS
$$ Mid Term 2
Coordinate with
additional surface
Explore opportunities for new interior
storage $$ Mid Term 5
Coordinate with new
developments
1 Percent of the 143 Survey Respondents
Chapter 15: Funding Strategies
GO VAIL 2045
recommended projects
outlined in this plan
presents a notable
challenge due to
constrained funding
challenge and facilitate the
successful execution of
these capital projects, we
potential funding sources
at the federal, state,
and local levels that are
aligned with the objectives
Chapter 15: Funding Strategies
Table 38: Federal Grant Sources
Grant Name Grant Description Potential Project(s)
Charging and Fueling
Program
Provides funding to states to strategically deploy electric vehicle (EV)
of eligible project costs,
•
•
•
• Technology – Expand
Town EV charging
conversion
Reconnecting
Communities Pilot
Program (RCP)
such as highways and rail lines that create mobility, access, or economic
barriers to community connectivity through capital construction, planning,
•
alternatives
Rural Surface
Transportation Grant
Program (RURAL)
Transportation Grant Program (RURAL) supports projects that will
improve and expand the surface transportation infrastructure in rural
areas to increase connectivity, improve the safety and reliability of the
movement of people and freight, generate regional economic growth, and
highway freight projects that improve access to certain essential facilities
that support rural economies, as well as integrated mobility management
systems, transportation demand management system, or on-demand
• Technology
Demonstrations and
Deployment
Strengthening
Mobility and
Revolutionizing
Transportation
(SMART) Grants
Provides funding to eligible public sector agencies to conduct
demonstration projects focused on advanced smart community
to fund purpose-driven innovation and focuses on building data and
technology capacity and experience
•
•
• Climate – EV
• Transit Stations
• Transit – Bus
•
Sharing
Pilot Program for
Planning
provides funding to communities to integrate land use and transportation
corridors, examine ways to improve economic development and ridership
potential, foster multimodal connectivity and accessibility, improve transit
identify infrastructure needs, and enable mixed-use development near
• Climate – Emissions
• Climate – Resilience
• Equity
• Community Planning
• Transit – Rail
•
• Transit Stations
Rebuilding America
Program
FAST Act) provides funding for multimodal freight and highway projects
reliability of the movement of freight and people in and across rural and
urban areas, addressing critical issues facing our nation’s transportation
•
been a recipient in the
past)
Federal Grants
GO VAIL 2045
Grant Name Grant Description Potential Project(s)
National
Assistance (Mega)
program
. The funding opportunities are awarded on a competitive basis
and bridge, intercity passenger rail, railway-highway grade crossing or
separation, wildlife crossing, public transportation, marine highway, and
regional impact, or to improve and expand the surface transportation
•
burial
Rebuilding American
Sustainability and funding for capital investments in surface transportation that will have a
•
• Climate – Emissions
• Climate – Resilience
• Equity
• Freight
• Transit – Bus
• Transit Stations
•
Grants for Buses
and Bus Facilities
Competitive Program
The purpose of the Buses and Bus Facilities Competitive Program is
including replacing, rehabilitating, purchasing or leasing buses or related
equipment, and rehabilitating, purchasing, constructing or leasing bus-
• Climate – Emissions
• Transit – Bus
• Safety
• Equity
• Data Science
• Climate – Resilience
High Priority-
Commercial Motor
Vehicle (HP-CMV)
Program
implement innovative national-level projects that will have a positive
support, enrich, and evaluate CMV safety programs and to target
crash corridors, promote the safe and secure movement of hazardous
materials, improve safety of transportation of goods and passengers
in foreign commerce, demonstrate new technologies to improve
CMV safety, support participation in the Performance Registration
improvement projects, increase public awareness and education on CMV
safety, and otherwise improve CMV safety
•
Advanced
Transportation
Technologies and
Deployment
and operate advanced transportation technologies to improve safety,
• Technology
• Smart Public
Transportation
•
Sharing
Charging and Fueling
Program
to strategically deploy publicly accessible electric vehicle charging
charging and hydrogen/propane/natural gas fueling infrastructure along
designated alternative fuel corridors) and Community Charging (to install
electric vehicle charging and alternative fuel in locations on public roads,
Charging grants will prioritize rural areas as well as low-and moderate-
• Climate – EV
• Community Planning
• Community Engagement
• Climate – Emissions
• Equity
• Climate – Resilience
• Safety
Safe Streets and
Roads for All (SS4A)
Grant Program
operational initiatives to prevent death and serious injury on roads and
streets involving all roadway users, including pedestrians, bicyclists,
public transportation users and operators, personal conveyance,
SS4A program provides funding for the development of comprehensive
• Proposed Crossing
•
Multi-modal sections
•
Chapter 15: Funding Strategies
State Grants
Table 39: State Grant Sources
Grant Name Grant Description Potential Project(s)
Planning Grant
To fund the development of agency plans, studies, and analyses
to prepare for and accelerate the deployment of zero-emission
transit vehicles and support the infrastructure, facilities, training,
deployments
• Fleet Conversion
Clean Fleet Vehicle
& Technology Grant
Program
The Clean Fleet Enterprise’s (CFE) Clean Fleet Vehicle and
Technology Grant Program is a statewide competitive application
• Transit – Convert Bus Fleet to
Clean Transit
Enterprise
This enterprise is created within the Colorado Department of
as well as construction and development of electric motor vehicle
impose a clean transit retail delivery fee to fund its operations and
• Transit – Convert Bus Fleet to
• Electric charging stations for
busses
FASTER – Local
Transit Grants
FASTER transit funds are split between local transit grants ($5
• Transit –
• Expanded Fixed-Route
Transit
• Expand the Vail
Transportation Center
•
New Mobility Hubs
•
- Pedestrian Safety and
Amenity
Multimodal
Transportation and multimodal mobility projects enabled with new technology, studies, •
GO VAIL 2045
Local Revenue
Table 40: Local Tax Rates
Vail Sales Tax Tax Rate
State of Colorado
Eagle County
Eagle County Transportation
Regional Transportation Authority
Town of Vail
Total Sales Tax 9.4%
Town of Vail Sales Tax on Food for Home Consumption (in lieu of Town of Vail rate above)
Additional potential sources of funding available on the local level are provided in Table 41
Table 41: Potential Local Funding Sources
Potential Local Sources Description Potential Project(s)
Bonds
full faith and credit of the issuing government, allowing
•
on new development projects to help fund the
construction and maintenance of public transportation
development contributes its fair share to the increased
•
•
• Transit – New on-demand
service
Fee • Loading & Delivery
Special Event Surcharge
Fee
surcharges to address the transportation challenges
•
TNC Charge Fee
Municipalities and Sates have levied a TNC charge
• Multi-modal projects within
charge zone, such as
Urban Renewal Authorities
Urban renewal authorities are public-private partnerships
that catalyze investment in an area through mechanisms
•
roundabouts
•
•
Underpass
Developer Funded
Developers can be incentivized to fund transportation
arrangements can help improve transportation and
• Multimodal projects, such as
•
•
• Special Events
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9:
0
0
A
M
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0
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0
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0
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9:
3
0
A
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0
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9:
1
5
A
M
0
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0
0
0
0
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9:
4
5
A
M
0
0
0
0
0
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0
0
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0
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0
0
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0
0
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0
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:
0
0
A
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:
1
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0
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:
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:
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:
3
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:
4
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1
No
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Pr
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No
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:
F
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0 0 0 40 33 33 36 40 44 45 48 45 45 43
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In
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Fr
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2
0
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1:
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3
2:
0
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P
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2:
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2:
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1
3:
0
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P
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3:
1
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1
3:
3
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3:
4
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4:
0
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4:
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0
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4:
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4:
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2
5:
0
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M
0
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5:
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2%
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NB
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0
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4
6
In
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V
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)
St
a
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t
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W
B
N
B
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N
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B
0%
0%
0%
-
-
3%
-
-
-
-
-
-
-
-
-
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0
0
0
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NE
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1:
1
5
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0
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4
2:
0
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P
M
2
0
6
0
0
0
0
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2
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0
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0
0
0
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0
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1:
4
5
P
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3
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Six-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
0
0
0
0
0Peak Hour 0 3 14 17 34 0 0 0 0 0 0 0 0 0
12:45 PM
12:15 PM
12:30 PM 0 0
0 1 2 3 6 0 0 0 0 0 0 0
12:00 PM 0 0 0 0
0 2 3 6 11 0 0 0 0 0 0 0
0 0
0 0 3 3 6 0 0 0 0 0
0 0 6 5 11 0 0 0 0 0 0 0 0 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North South
1 34 0
HV% - - - - - 12% - 0% - 4% 11% - - - 5% 4% 6% 0
Peak
Hour
All 0 0 0 0 0 25 0 16 0 138 76 0 0 0 295
6 8 0 0 0 16
28 578 0
HV 0 0 0 0 0 3 0 0 0
0
0
0
142 0
12:45 PM 0 0 0 0 7 0 1 0 38 21 0 0 0 64 5 136 578
12:30 PM 0 0 0 0 10 0 9 0 36 13 0 0 0 68 6
154 0
12:15 PM 0 0 0 0 3 0 1 0 32 18 0 0 0 82 10 146 0
12:00 PM 0 0 0 0 0 5 0 5 0 32 24 0 0 0 81 7
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
Date: 12/30/2021
Peak Hour Count Period: 7:00 AM 1:00 PM
SB 5.3% 0.88
TOTAL 5.9% 0.94
WB 7.3% 0.54
NB 6.5% 0.91
Peak Hour: 12:00 PM 1:00 PM
HV %: PHF
EB - -
0
0
0 0
0
0
0
0
N
BIG HORN RD
I70 WB RAMPS
I70 WB RAMPS
I70 WB RAMPS
578TEV:
0.94PHF:
16
0
25
41
000
0
0
0
166 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries
Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
000 0 0 0 0 0
0 0
Peak Hour 0 3 14 17 34 0 0
0 0 0 0 0 1
0 0 0
Count Total 0 28 66 63 157 0
0 0 0 0 0 012:45 PM 0 1 2 3 6
0 0 0 0 0 0
0
12:30 PM 0 2 3 6 11 0 0 0
0 0 0 0 0 0
0 0
12:15 PM 0 0 6 5 11 0 0
0 0 0 0 0 0
0 0 0
12:00 PM 0 0 3 3 6 0
0 0 0 0 0 011:45 AM 0 1 1 2 4
0 0 0 0 0 0
0
11:30 AM 0 1 3 3 7 0 0 0
0 0 0 0 0 0
0 0
11:15 AM 0 0 2 2 4 0 0
0 0 0 0 0 0
0 0 0
11:00 AM 0 1 3 3 7 0
0 0 0 0 0 010:45 AM 0 1 4 4 9
0 0 0 1 0 0
0
10:30 AM 0 2 3 2 7 0 0 0
0 0 0 0 0 0
0 0
10:15 AM 0 0 2 3 5 0 0
0 0 0 0 0 0
0 0 0
10:00 AM 0 0 3 3 6 0
0 0 0 0 0 09:45 AM 0 2 3 2 7
0 0 0 0 0 0
0
9:30 AM 0 0 3 3 6 0 0 0
0 0 0 0 0 0
0 0
9:15 AM 0 3 3 1 7 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 3 2 5 0
0 0 0 0 0 08:45 AM 0 3 3 2 8
0 0 0 0 0 0
0
8:30 AM 0 0 5 3 8 0 0 0
0 0 0 0 0 0
0 0
8:15 AM 0 2 3 3 8 0 0
0 0 0 0 0 0
0 0 0
8:00 AM 0 2 2 1 5 0
0 0 0 0 0 0
0 0 0
0
7:30 AM 0 4 3 2 9 0 0 0
0 0 0 0 0 0
1 2 0
EB WB NB SB Total East
7:45 AM 0 2 0 3 5
0 0 0
- 4% 11%HV% - - - - -
0 0
7:15 AM 0 0 3 1 4 0 0
0 0 0 0 0 0
West North South
7:00 AM 0 1 0
3
138 76 0 0 0 2950 0 25 0 16 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - - 5% 4% 6%12% - 0%
Peak
Hour
All 0 0 0
83 3 662 425 0 1
0 0 16 1 34 00 0 0 6 8 0
28 578 0
HV 0 0 0 0 0
136 578
Count Total 0 0 0 0 0 80 21
21 0 0 0 64 50 7 0 1 0 38
0 882 77 2,234 0
0 68 6 142 575
12:45 PM 0 0 0 0
9 0 36 13 0 0
146 555
12:30 PM 0 0 0 0 0 10 0
18 0 0 0 82 100 3 0 1 0 32
0 81 7 154 523
12:15 PM 0 0 0 0
5 0 32 24 0 0
133 471
12:00 PM 0 0 0 0 0 5 0
12 0 0 0 91 50 0 1 2 0 22
0 66 6 122 434
11:45 AM 0 0 0 0
2 0 26 19 0 0
114 402
11:30 AM 0 0 0 0 0 2 1
16 0 0 0 62 20 0 1 2 0 31
0 47 4 102 387
11:15 AM 0 0 0 0
1 0 30 15 0 0
96 376
11:00 AM 0 0 0 0 0 3 2
15 0 0 0 42 20 4 2 2 0 29
0 37 4 90 374
10:45 AM 0 0 0 0
5 0 24 17 0 0
99 360
10:30 AM 0 0 0 0 0 2 1
23 0 0 0 37 40 2 1 2 0 30
0 38 6 91 331
10:15 AM 0 0 0 0
5 0 24 16 0 0
94 314
10:00 AM 0 0 0 0 0 0 2
26 0 0 0 33 30 5 0 3 0 24
0 21 1 76 314
9:45 AM 0 0 0 0
6 0 32 15 0 0
70 312
9:30 AM 0 0 0 0 0 1 0
15 0 0 0 15 30 5 2 8 0 22
0 21 5 74 332
9:15 AM 0 0 0 0
0 0 24 24 0 0
94 327
9:00 AM 0 0 0 0 0 0 0
23 0 0 0 16 10 4 2 3 1 44
0 16 0 74 291
8:45 AM 0 0 0 0
2 1 30 20 0 0
90 268
8:30 AM 0 0 0 0 0 4 1
23 0 0 0 11 20 2 1 12 0 39
0 12 0 69 205
8:15 AM 0 0 0 0
2 0 28 22 0 1
58 168
8:00 AM 0 0 0 0 0 4 0
18 0 0 0 10 10 5 1 3 1 19
0 2 0 51 0
7:45 AM 0 0 0 0
6 0 20 14 0 0
27 0
7:30 AM 0 0 0 0 0 7 2
4 0 0 0 9 00 2 1 1 0 10
0 1 0 32 0
7:15 AM 0 0 0 0
0 0 16 12 0 07:00 AM 0 0 0 0 0 3 0
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
TotalUTLT TH RT TH RT
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries - Heavy Vehicles
Six-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0
0 0
0 0 0
0 0 0
0 0
0 0 0
0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
000 0 0 0
000
000
0 0 0
0 0 0
0 0 0
0 0 0
0000
0
0
0
00
0
THLT
00000000
0
00
0
0
0 0 0
0 0 0
0
THLT
00 0 0 00 0
0 0
0 00 0 0
0
0 00 0 0
0
0
00 0 0
0 0
0 0
Peak Hour
0 0
0
Count Total
000 0
0 0
12:45 PM
0 0 0 0
0
12:30 PM
00 0 0 00 012:15 PM
0
0 0 0
12:00 PM
000 0
0 0
11:45 AM
0 0 0 0
0
11:30 AM
00 0 0 00 011:15 AM
0 0 0
0 0 0
0 0 0
0
11:00 AM
000 0
0 0
10:45 AM
0 0 0 0
0
10:30 AM
00 0 0 00 00 0 0
0 0 0
0
10:15 AM
0 0 0
0
10:00 AM
000 0
0 0
9:45 AM
0 0 0 0
0 0 0
0 0 0
0 0 0 0 0 0
0 0
0
9:30 AM
00 0 0 00 0
0 0
9:15 AM
0 0 0
0
9:00 AM
000 00 0 0
0 0 0
0 0 0
0
0
0 0
8:45 AM
0 0 0 0
0
8:30 AM
00 0 0 00 0
0 0
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0
8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0
7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
34 0
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One Hour
8 0 0 0 16 10 3 0 0 0 6
RTTHLT RTTHLTRT
0 62 1 157 0
Peak Hour 0 0 0 0
1 1 19 46 0 0
6 34
Count Total 0 0 0 0 0 21 6
2 0 0 0 3 00 1 0 0 0 0
0 5 1 11 32
12:45 PM 0 0 0 0
0 0 1 2 0 0
11 28
12:30 PM 0 0 0 0 0 2 0
2 0 0 0 5 00 0 0 0 0 4
0 3 0 6 21
12:15 PM 0 0 0 0
0 0 1 2 0 0
4 22
12:00 PM 0 0 0 0 0 0 0
1 0 0 0 2 00 0 0 1 0 0
0 3 0 7 27
11:45 AM 0 0 0 0
0 0 1 2 0 0
4 27
11:30 AM 0 0 0 0 0 0 1
1 0 0 0 2 00 0 0 0 0 1
0 3 0 7 28
11:15 AM 0 0 0 0
0 0 1 2 0 0
9 27
11:00 AM 0 0 0 0 0 1 0
3 0 0 0 4 00 1 0 0 0 1
0 2 0 7 25
10:45 AM 0 0 0 0
0 0 0 3 0 0
5 24
10:30 AM 0 0 0 0 0 2 0
2 0 0 0 3 00 0 0 0 0 0
0 3 0 6 26
10:15 AM 0 0 0 0
0 0 0 3 0 0
7 25
10:00 AM 0 0 0 0 0 0 0
3 0 0 0 2 00 2 0 0 0 0
0 3 0 6 26
9:45 AM 0 0 0 0
0 0 1 2 0 0
7 28
9:30 AM 0 0 0 0 0 0 0
2 0 0 0 1 00 3 0 0 0 1
0 2 0 5 29
9:15 AM 0 0 0 0
0 0 0 3 0 0
8 29
9:00 AM 0 0 0 0 0 0 0
1 0 0 0 2 00 2 1 0 0 2
0 3 0 8 26
8:45 AM 0 0 0 0
0 1 1 3 0 0
8 27
8:30 AM 0 0 0 0 0 0 0
2 0 0 0 3 00 1 1 0 0 1
0 1 0 5 23
8:15 AM 0 0 0 0
0 0 0 2 0 0
5 20
8:00 AM 0 0 0 0 0 2 0
0 0 0 0 3 00 1 1 0 0 0
0 2 0 9 0
7:45 AM 0 0 0 0
0 0 2 1 0 0
4 0
7:30 AM 0 0 0 0 0 2 2
2 0 0 0 1 00 0 0 0 0 1
0 1 0 2 0
7:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 0 0 0 1 0
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
to
to
Five-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
0
0
0
0
0Peak Hour 0 1 9 5 15 0 0 0 0 0 0 0 0 0
4:30 PM
4:00 PM
4:15 PM 0 0
0 0 2 1 3 0 0 0 0 0 0 0
3:45 PM 0 0 0 0
0 1 2 1 4 0 0 0 0 0 0 0
0 0
0 0 4 0 4 0 0 0 0 0
0 0 1 3 4 0 0 0 0 0 0 0 0 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North South
1 15 0
HV% - - - - - 0% 25% 0% - 1% 13% - - - 2% 5% 3% 0
Peak
Hour
All 0 0 0 0 0 38 4 18 0 146 60 0 0 0 173
1 8 0 0 0 4
22 461 0
HV 0 0 0 0 0 0 1 0 0
0
0
0
126 0
4:30 PM 0 0 0 0 8 0 2 0 38 21 0 0 0 45 7 121 461
4:15 PM 0 0 0 0 11 1 5 0 43 11 0 0 0 49 6
112 0
4:00 PM 0 0 0 0 11 2 7 0 29 14 0 0 0 35 4 102 0
3:45 PM 0 0 0 0 0 8 1 4 0 36 14 0 0 0 44 5
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
Date: 12/30/2021
Peak Hour Count Period: 1:00 PM 6:00 PM
SB 2.6% 0.89
TOTAL 3.3% 0.91
WB 1.7% 0.75
NB 4.4% 0.87
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB - -
0
0
0 0
0
0
0
0
N
BIG HORN RD
I70 WB RAMPS
I70 WB RAMPS
I70 WB RAMPS
461TEV:
0.91PHF:
18
4
38
60
000
0
0
0
172 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries
Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
1
0
3
000 0 0 0 0 0
1 0
Peak Hour 0 1 9 5 15 0 0
0 0 0 0 0 2Count Total 0 14 45 38 97 0
0 0 00 0 0 0 0 05:45 PM 0 0 1 1 2
0 0 0 1 0 0
0
5:30 PM 0 0 1 1 2 0 0 0
0 0 0 0 0 0
0 0
5:15 PM 0 3 1 1 5 0 0
0 0 0 0 0 1
0 0 0
5:00 PM 0 1 2 2 5 0
0 0 0 0 0 04:45 PM 0 0 3 3 6
0 0 0 0 0 0
0
4:30 PM 0 0 2 1 3 0 0 0
0 0 0 0 0 0
0 0
4:15 PM 0 1 2 1 4 0 0
0 0 0 0 0 0
0 0 0
4:00 PM 0 0 1 3 4 0
0 0 0 0 0 03:45 PM 0 0 4 0 4
0 0 0 0 1 0
0
3:30 PM 0 0 2 3 5 0 0 0
0 0 0 0 0 0
0 0
3:15 PM 0 3 2 3 8 0 0
0 0 0 0 0 0
0 0 0
3:00 PM 0 0 1 2 3 0
0 0 0 0 0 02:45 PM 0 0 2 1 3
0 0 0 0 0 0
0
2:30 PM 0 2 3 3 8 0 0 0
0 0 0 0 0 0
0 0
2:15 PM 0 0 2 2 4 0 0
0 0 0 0 0 0
0 0 0
2:00 PM 0 0 3 2 5 0
0 0 0 0 0 0
0 0 0
0
1:30 PM 0 3 1 0 4 0 0 0
0 0 0 0 0 0
3 13 0
EB WB NB SB Total East
1:45 PM 0 0 1 3 4
0 0 0
- 1% 13%HV% - - - - -
0 0
1:15 PM 0 0 2 3 5 0 0
0 0 0 0 0 0
West North South
1:00 PM 0 1 9
0
146 60 0 0 0 1730 0 38 4 18 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - - 2% 5% 3%0% 25% 0%
Peak
Hour
All 0 0 0
67 2 596 292 0 1
0 0 4 1 15 01 0 0 1 8 0
22 461 0
HV 0 0 0 0 0
Count Total 0 0 0 0 0 176 19 0 681 66 1,900 0
54 26615 0 0 0 13 10 6 2 2 0 15
0 24 0 67 318
5:45 PM 0 0 0 0
4 1 23 9 0 0
61 372
5:30 PM 0 0 0 0 0 5 1
8 0 0 0 22 20 11 0 2 0 16
0 30 3 84 437
5:15 PM 0 0 0 0
4 0 22 15 0 0
106 455
5:00 PM 0 0 0 0 0 10 0
16 0 0 0 35 50 14 1 4 0 31
0 45 7 121 461
4:45 PM 0 0 0 0
2 0 38 21 0 0
126 449
4:30 PM 0 0 0 0 0 8 0
11 0 0 0 49 60 11 1 5 0 43
0 35 4 102 415
4:15 PM 0 0 0 0
7 0 29 14 0 0
112 406
4:00 PM 0 0 0 0 0 11 2
14 0 0 0 44 50 8 1 4 0 36
0 35 8 109 392
3:45 PM 0 0 0 0
4 0 36 16 0 0
92 381
3:30 PM 0 0 0 0 0 8 2
13 0 0 0 28 20 16 0 5 0 28
0 29 1 93 383
3:15 PM 0 0 0 0
1 0 29 24 0 0
98 382
3:00 PM 0 0 0 0 0 8 1
17 0 1 0 37 10 8 1 2 0 31
0 39 5 98 375
2:45 PM 0 0 0 0
7 1 27 10 0 0
94 362
2:30 PM 0 0 0 0 0 9 0
12 0 0 0 48 20 8 1 2 0 21
0 31 3 92 360
2:15 PM 0 0 0 0
2 0 32 18 0 0
91 391
2:00 PM 0 0 0 0 0 4 2
14 0 0 0 25 30 12 2 2 0 33
0 29 3 85 0
1:45 PM 0 0 0 0
2 0 27 17 0 0
92 0
1:30 PM 0 0 0 0 0 7 0
10 0 0 0 31 20 6 0 1 0 42
0 52 3 123 0
1:15 PM 0 0 0 0
5 0 37 18 0 01:00 PM 0 0 0 0 0 6 2
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
TotalUTLT TH RT TH RT
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries - Heavy Vehicles
Five-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0
0 0
0 0 0
0 0 0
0 0
0 0 0
0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
000 0 0 0
000 0 0 0
0000
0
0
0
00
0
THLT
00000000
0
00
0
0
0 0 0
0 0 0
0
THLT
00 0 0 00 0
0 0
0
0 00 0 0
0
0
00 0 0
0 0
0 0
Peak Hour
0 0Count Total
0
000 0
0 0
5:45 PM
0 0 0 0
0
5:30 PM
00 0 0 00 05:15 PM
0 0 0
0 0 0
0
5:00 PM
000 0
0 0
4:45 PM
0 0 0 0
0
4:30 PM
00 0 0 00 00 0 0
0 0 0
0
4:15 PM
0 0 0
0
4:00 PM
000 0
0 0
3:45 PM
0 0 0 0
0 0 0
0 0 0
0 0 0 0 0 0
0 0
0
3:30 PM
00 0 0 00 0
0 0
3:15 PM
0 0 0
0
3:00 PM
000 00 0 0
0 0 0
0 0 0
0
0
0 0
2:45 PM
0 0 0 0
0
2:30 PM
00 0 0 00 0
0 0
2:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0
2:00 PM
000 0
0 0
1:45 PM
0 0 0 0
0
1:30 PM
00 0 0 00 01:15 PM 0
0 0
0 0 0
0 01:00 PM
RT
15 0
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One Hour
8 0 0 0 4 10 0 1 0 0 1
RTTHLT RTTHLTRT
0 37 1 97 0
Peak Hour 0 0 0 0
0 0 11 34 0 0Count Total 0 0 0 0 0 13 1
2 141 0 0 0 1 00 0 0 0 0 0
0 1 0 2 18
5:45 PM 0 0 0 0
0 0 0 1 0 0
5 19
5:30 PM 0 0 0 0 0 0 0
1 0 0 0 1 00 3 0 0 0 0
0 2 0 5 18
5:15 PM 0 0 0 0
0 0 0 2 0 0
6 17
5:00 PM 0 0 0 0 0 1 0
2 0 0 0 3 00 0 0 0 0 1
0 0 1 3 15
4:45 PM 0 0 0 0
0 0 0 2 0 0
4 17
4:30 PM 0 0 0 0 0 0 0
2 0 0 0 1 00 0 1 0 0 0
0 3 0 4 21
4:15 PM 0 0 0 0
0 0 0 1 0 0
4 20
4:00 PM 0 0 0 0 0 0 0
3 0 0 0 0 00 0 0 0 0 1
0 3 0 5 19
3:45 PM 0 0 0 0
0 0 0 2 0 0
8 22
3:30 PM 0 0 0 0 0 0 0
2 0 0 0 3 00 3 0 0 0 0
0 2 0 3 18
3:15 PM 0 0 0 0
0 0 0 1 0 0
3 20
3:00 PM 0 0 0 0 0 0 0
2 0 0 0 1 00 0 0 0 0 0
0 3 0 8 21
2:45 PM 0 0 0 0
0 0 2 1 0 0
4 17
2:30 PM 0 0 0 0 0 2 0
2 0 0 0 2 00 0 0 0 0 0
0 2 0 5 18
2:15 PM 0 0 0 0
0 0 0 3 0 0
4 26
2:00 PM 0 0 0 0 0 0 0
1 0 0 0 3 00 0 0 0 0 0
0 0 0 4 0
1:45 PM 0 0 0 0
0 0 0 1 0 0
5 0
1:30 PM 0 0 0 0 0 3 0
1 0 0 0 3 00 0 0 0 0 1
0 3 0 13 0
1:15 PM 0 0 0 0
0 0 6 3 0 0
TH RT
1:00 PM 0 0 0 0 0 1 0
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
to
to
Six-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
0
0
0
0
0Peak Hour 9 0 10 19 38 0 0 0 0 0 0 0 0 0
12:45 PM
12:15 PM
12:30 PM 0 0
3 0 2 4 9 0 0 0 0 0 0 0
12:00 PM 0 0 0 0
2 0 2 8 12 0 0 0 0 0 0 0
0 0
0 0 3 4 7 0 0 0 0 0
4 0 3 3 10 0 0 0 0 0 0 0 0 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North South
0 38 0
HV% - 22% 67% 5% - - - - - - 5% 0% - 4% 9% - 7% 0
Peak
Hour
All 0 23 3 37 0 0 0 0 0 0 190 21 0 163 146
0 10 0 0 6 13
0 583 0
HV 0 5 2 2 0 0 0 0 0
0
0
0
136 0
12:45 PM 8 2 18 0 0 0 0 0 0 51 5 0 32 40 0 156 583
12:30 PM 3 0 5 0 0 0 0 0 0 46 5 0 39 38 0
151 0
12:15 PM 9 1 9 0 0 0 0 0 0 43 4 0 42 32 0 140 0
12:00 PM 0 3 0 5 0 0 0 0 0 0 50 7 0 50 36 0
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
Date: 12/30/2021
Peak Hour Count Period: 7:00 AM 1:00 PM
SB 6.1% 0.90
TOTAL 6.5% 0.93
WB - -
NB 4.7% 0.93
Peak Hour: 12:00 PM 1:00 PM
HV %: PHF
EB 14.3% 0.56
0
0
0 0
0
0
0
0
N
BIG HORN RD
I70 EB RAMPS
I70 EB RAMPS
I70 EB RAMPS
583TEV:
0.93PHF:
0
0
0
0
187037
3
23
63
0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries
Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
000 0 0 0 0 0
0 0
Peak Hour 9 0 10 19 38 0 0
0 0 0 0 0 0
0 0 0
Count Total 21 0 58 88 167 0
0 0 0 0 0 012:45 PM 3 0 2 4 9
0 0 0 0 0 0
0
12:30 PM 2 0 2 8 12 0 0 0
0 0 0 0 0 0
0 0
12:15 PM 4 0 3 3 10 0 0
0 0 0 0 0 0
0 0 0
12:00 PM 0 0 3 4 7 0
0 0 0 0 0 011:45 AM 0 0 1 2 3
0 0 0 0 0 0
0
11:30 AM 1 0 3 3 7 0 0 0
0 0 0 0 0 0
0 0
11:15 AM 0 0 2 2 4 0 0
0 0 0 0 0 0
0 0 0
11:00 AM 2 0 2 4 8 0
0 0 0 0 0 010:45 AM 2 0 2 6 10
0 0 0 0 0 0
0
10:30 AM 1 0 4 5 10 0 0 0
0 0 0 0 0 0
0 0
10:15 AM 0 0 3 3 6 0 0
0 0 0 0 0 0
0 0 0
10:00 AM 1 0 3 3 7 0
0 0 0 0 0 09:45 AM 0 0 3 4 7
0 0 0 0 0 0
0
9:30 AM 0 0 3 4 7 0 0 0
0 0 0 0 0 0
0 0
9:15 AM 0 0 3 4 7 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 3 2 5 0
0 0 0 0 0 08:45 AM 1 0 3 4 8
0 0 0 0 0 0
0
8:30 AM 0 0 5 6 11 0 0 0
0 0 0 0 0 0
0 0
8:15 AM 2 0 3 4 9 0 0
0 0 0 0 0 0
0 0 0
8:00 AM 0 0 2 3 5 0
0 0 0 0 0 0
0 0 0
0
7:30 AM 1 0 1 4 6 0 0 0
0 0 0 0 0 0
2 3 0
EB WB NB SB Total East
7:45 AM 0 0 0 3 3
0 0 0
- - 5%HV% - 22% 67% 5% -
0 0
7:15 AM 0 0 2 1 3 0 0
0 0 0 0 0 0
West North South
7:00 AM 1 0 0
0
0 190 21 0 163 14637 0 0 0 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - 4% 9% - 7%- - -
Peak
Hour
All 0 23 3
0 0 0 1,011 160 0
0 6 13 0 38 00 0 0 0 10 0
0 583 0
HV 0 5 2 2 0
156 583
Count Total 0 79 12 240 0 0 0
51 5 0 32 40 00 0 0 0 0 0
476 482 0 2,460 0
39 38 0 136 571
12:45 PM 0 8 2 18
0 0 0 46 5 0
140 563
12:30 PM 0 3 0 5 0 0 0
43 4 0 42 32 00 0 0 0 0 0
50 36 0 151 548
12:15 PM 0 9 1 9
0 0 0 50 7 0
144 511
12:00 PM 0 3 0 5 0 0 0
34 8 0 56 35 00 0 0 0 0 0
45 23 0 128 475
11:45 AM 0 3 0 8
0 0 0 36 12 0
125 452
11:30 AM 0 2 0 10 0 0 0
49 4 0 38 24 00 0 0 0 0 0
30 21 0 114 433
11:15 AM 0 3 0 7
0 0 0 39 11 0
108 428
11:00 AM 0 6 2 5 0 0 0
35 9 0 23 23 00 0 0 0 0 0
20 20 0 105 432
10:45 AM 0 8 1 9
0 0 0 41 5 0
106 427
10:30 AM 0 2 3 14 0 0 0
50 8 0 16 23 00 0 0 0 0 0
18 20 0 109 395
10:15 AM 0 3 0 6
0 0 0 37 10 0
112 371
10:00 AM 0 4 1 19 0 0 0
46 9 0 19 19 00 0 0 0 0 0
7 16 0 100 364
9:45 AM 0 2 0 17
0 0 0 49 12 0
74 355
9:30 AM 0 1 0 15 0 0 0
35 5 0 9 11 00 0 0 0 0 0
6 15 0 85 374
9:15 AM 0 2 0 12
0 0 0 46 8 0
105 372
9:00 AM 0 1 0 9 0 0 0
57 5 0 6 15 00 0 0 0 0 0
4 18 0 91 338
8:45 AM 0 8 0 14
0 0 0 51 7 0
93 300
8:30 AM 0 1 0 10 0 0 0
58 4 0 3 10 00 0 0 0 0 0
4 12 0 83 240
8:15 AM 0 4 1 13
0 0 0 48 9 0
71 195
8:00 AM 0 2 0 8 0 0 0
36 4 0 5 11 00 0 0 0 0 0
2 7 0 53 0
7:45 AM 0 2 0 13
0 0 0 31 3 0
33 0
7:30 AM 0 1 1 8 0 0 0
15 5 0 2 9 00 0 0 0 0 0
0 4 0 38 0
7:15 AM 0 0 0 2
0 0 0 28 1 07:00 AM 0 1 0 4 0 0 0
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
TotalUTLT TH RT TH RT
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries - Heavy Vehicles
Six-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0
0 0
0 0 0
0 0 0
0 0
0 0 0
0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
000 0 0 0
000
000
0 0 0
0 0 0
0 0 0
0 0 0
0000
0
0
0
00
0
THLT
00000000
0
00
0
0
0 0 0
0 0 0
0
THLT
00 0 0 00 0
0 0
0 00 0 0
0
0 00 0 0
0
0
00 0 0
0 0
0 0
Peak Hour
0 0
0
Count Total
000 0
0 0
12:45 PM
0 0 0 0
0
12:30 PM
00 0 0 00 012:15 PM
0
0 0 0
12:00 PM
000 0
0 0
11:45 AM
0 0 0 0
0
11:30 AM
00 0 0 00 011:15 AM
0 0 0
0 0 0
0 0 0
0
11:00 AM
000 0
0 0
10:45 AM
0 0 0 0
0
10:30 AM
00 0 0 00 00 0 0
0 0 0
0
10:15 AM
0 0 0
0
10:00 AM
000 0
0 0
9:45 AM
0 0 0 0
0 0 0
0 0 0
0 0 0 0 0 0
0 0
0
9:30 AM
00 0 0 00 0
0 0
9:15 AM
0 0 0
0
9:00 AM
000 00 0 0
0 0 0
0 0 0
0
0
0 0
8:45 AM
0 0 0 0
0
8:30 AM
00 0 0 00 0
0 0
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0
8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0
7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
38 0
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One Hour
10 0 0 6 13 00 0 0 0 0 0
RTTHLT RTTHLTRT
26 62 0 167 0
Peak Hour 0 5 2 2
0 0 0 54 4 0
9 38
Count Total 0 12 5 4 0 0 0
2 0 0 1 3 00 0 0 0 0 0
3 5 0 12 32
12:45 PM 0 1 1 1
0 0 0 2 0 0
10 27
12:30 PM 0 1 0 1 0 0 0
3 0 0 0 3 00 0 0 0 0 0
2 2 0 7 21
12:15 PM 0 3 1 0
0 0 0 3 0 0
3 22
12:00 PM 0 0 0 0 0 0 0
1 0 0 0 2 00 0 0 0 0 0
1 2 0 7 29
11:45 AM 0 0 0 0
0 0 0 2 1 0
4 32
11:30 AM 0 1 0 0 0 0 0
2 0 0 0 2 00 0 0 0 0 0
2 2 0 8 34
11:15 AM 0 0 0 0
0 0 0 2 0 0
10 33
11:00 AM 0 1 0 1 0 0 0
2 0 0 2 4 00 0 0 0 0 0
2 3 0 10 30
10:45 AM 0 2 0 0
0 0 0 3 1 0
6 27
10:30 AM 0 0 1 0 0 0 0
2 1 0 0 3 00 0 0 0 0 0
0 3 0 7 28
10:15 AM 0 0 0 0
0 0 0 3 0 0
7 26
10:00 AM 0 0 1 0 0 0 0
3 0 0 2 2 00 0 0 0 0 0
0 4 0 7 27
9:45 AM 0 0 0 0
0 0 0 3 0 0
7 31
9:30 AM 0 0 0 0 0 0 0
3 0 0 3 1 00 0 0 0 0 0
0 2 0 5 33
9:15 AM 0 0 0 0
0 0 0 3 0 0
8 33
9:00 AM 0 0 0 0 0 0 0
2 1 0 2 2 00 0 0 0 0 0
1 5 0 11 28
8:45 AM 0 1 0 0
0 0 0 5 0 0
9 23
8:30 AM 0 0 0 0 0 0 0
3 0 0 0 4 00 0 0 0 0 0
2 1 0 5 17
8:15 AM 0 0 1 1
0 0 0 2 0 0
3 15
8:00 AM 0 0 0 0 0 0 0
0 0 0 1 2 00 0 0 0 0 0
2 2 0 6 0
7:45 AM 0 0 0 0
0 0 0 1 0 0
3 0
7:30 AM 0 1 0 0 0 0 0
2 0 0 0 1 00 0 0 0 0 0
0 2 0 3 0
7:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
7:00 AM 0 1 0 0 0 0 0
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
to
to
Five-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
0
0
0
0
0Peak Hour 2 0 13 4 19 0 0 0 0 0 0 0 0 0
4:30 PM
4:00 PM
4:15 PM 0 0
2 0 4 0 6 0 0 0 0 0 0 0
3:45 PM 0 0 0 0
0 0 2 1 3 0 0 0 0 0 0 0
0 0
0 0 5 0 5 0 0 0 0 0
0 0 2 3 5 0 0 0 0 0 0 0 0 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North South
0 19 0
HV% - 0% 0% 2% - - - - - - 6% 15% - 0% 3% - 3% 0
Peak
Hour
All 0 17 7 118 0 0 0 0 0 0 193 13 0 53 158
0 11 2 0 0 4
0 559 0
HV 0 0 0 2 0 0 0 0 0
0
0
0
145 0
4:30 PM 8 1 22 0 0 0 0 0 0 55 5 0 14 39 0 144 559
4:15 PM 1 1 31 0 0 0 0 0 0 51 1 0 15 45 0
144 0
4:00 PM 5 2 32 0 0 0 0 0 0 39 2 0 12 34 0 126 0
3:45 PM 0 3 3 33 0 0 0 0 0 0 48 5 0 12 40 0
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
Date: 12/30/2021
Peak Hour Count Period: 1:00 PM 6:00 PM
SB 1.9% 0.88
TOTAL 3.4% 0.96
WB - -
NB 6.3% 0.86
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 1.4% 0.91
0
0
0 0
0
0
0
0
N
BIG HORN RD
I70 EB RAMPS
I70 EB RAMPS
I70 EB RAMPS
559TEV:
0.96PHF:
0
0
0
0
730118
7
17
142
0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries
Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
000 0 0 0 0 0
0 0
Peak Hour 2 0 13 4 19 0 0
0 0 0 0 0 0Count Total 7 0 46 49 102 0
0 0 00 0 0 0 0 05:45 PM 1 0 1 1 3
0 0 0 0 0 0
0
5:30 PM 1 0 1 1 3 0 0 0
0 0 0 0 0 0
0 0
5:15 PM 0 0 1 4 5 0 0
0 0 0 0 0 0
0 0 0
5:00 PM 0 0 2 2 4 0
0 0 0 0 0 04:45 PM 0 0 1 3 4
0 0 0 0 0 0
0
4:30 PM 2 0 4 0 6 0 0 0
0 0 0 0 0 0
0 0
4:15 PM 0 0 2 1 3 0 0
0 0 0 0 0 0
0 0 0
4:00 PM 0 0 2 3 5 0
0 0 0 0 0 03:45 PM 0 0 5 0 5
0 0 0 0 0 0
0
3:30 PM 1 0 2 3 6 0 0 0
0 0 0 0 0 0
0 0
3:15 PM 0 0 2 6 8 0 0
0 0 0 0 0 0
0 0 0
3:00 PM 0 0 0 2 2 0
0 0 0 0 0 02:45 PM 1 0 3 1 5
0 0 0 0 0 0
0
2:30 PM 1 0 2 6 9 0 0 0
0 0 0 0 0 0
0 0
2:15 PM 0 0 2 2 4 0 0
0 0 0 0 0 0
0 0 0
2:00 PM 0 0 3 2 5 0
0 0 0 0 0 0
0 0 0
0
1:30 PM 0 0 1 3 4 0 0 0
0 0 0 0 0 0
4 12 0
EB WB NB SB Total East
1:45 PM 0 0 1 3 4
0 0 0
- - 6%HV% - 0% 0% 2% -
0 0
1:15 PM 0 0 3 2 5 0 0
0 0 0 0 0 0
West North South
1:00 PM 0 0 8
0
0 193 13 0 53 158118 0 0 0 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
15% - 0% 3% - 3%- - -
Peak
Hour
All 0 17 7
0 0 0 814 84 0
0 0 4 0 19 00 0 0 0 11 2
0 559 0
HV 0 0 0 2 0
Count Total 0 74 16 469 0 0 0 215 652 0 2,324 0
85 36426 3 0 4 16 00 0 0 0 0 0
3 27 0 91 416
5:45 PM 0 4 0 32
0 0 0 30 6 0
86 469
5:30 PM 0 3 0 22 0 0 0
23 6 0 6 27 00 0 0 0 0 0
10 29 0 102 528
5:15 PM 0 2 0 22
0 0 0 29 4 0
137 552
5:00 PM 0 6 0 24 0 0 0
40 8 0 11 39 00 0 0 0 0 0
14 39 0 144 559
4:45 PM 0 5 0 34
0 0 0 55 5 0
145 541
4:30 PM 0 8 1 22 0 0 0
51 1 0 15 45 00 0 0 0 0 0
12 34 0 126 508
4:15 PM 0 1 1 31
0 0 0 39 2 0
144 491
4:00 PM 0 5 2 32 0 0 0
48 5 0 12 40 00 0 0 0 0 0
9 35 0 126 469
3:45 PM 0 3 3 33
0 0 0 49 4 0
112 449
3:30 PM 0 3 0 26 0 0 0
33 5 0 15 29 00 0 0 0 0 0
13 25 0 109 450
3:15 PM 0 2 1 27
0 0 0 55 0 0
122 455
3:00 PM 0 2 0 14 0 0 0
45 3 0 12 33 00 0 0 0 0 0
15 37 0 106 441
2:45 PM 0 3 3 23
0 0 0 37 2 0
113 438
2:30 PM 0 2 0 13 0 0 0
29 6 0 17 39 00 0 0 0 0 0
5 30 0 114 442
2:15 PM 0 1 0 21
0 0 0 46 5 0
108 462
2:00 PM 0 4 1 23 0 0 0
41 5 0 6 31 00 0 0 0 0 0
11 25 0 103 0
1:45 PM 0 3 1 21
0 0 0 43 3 0
117 0
1:30 PM 0 6 2 13 0 0 0
46 7 0 8 30 00 0 0 0 0 0
17 42 0 134 0
1:15 PM 0 4 0 22
0 0 0 49 4 01:00 PM 0 7 1 14 0 0 0
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
TotalUTLT TH RT TH RT
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries - Heavy Vehicles
Five-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0
0 0
0 0 0
0 0 0
0 0
0 0 0
0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
000 0 0 0
000 0 0 0
0000
0
0
0
00
0
THLT
00000000
0
00
0
0
0 0 0
0 0 0
0
THLT
00 0 0 00 0
0 0
0
0 00 0 0
0
0
00 0 0
0 0
0 0
Peak Hour
0 0Count Total
0
000 0
0 0
5:45 PM
0 0 0 0
0
5:30 PM
00 0 0 00 05:15 PM
0 0 0
0 0 0
0
5:00 PM
000 0
0 0
4:45 PM
0 0 0 0
0
4:30 PM
00 0 0 00 00 0 0
0 0 0
0
4:15 PM
0 0 0
0
4:00 PM
000 0
0 0
3:45 PM
0 0 0 0
0 0 0
0 0 0
0 0 0 0 0 0
0 0
0
3:30 PM
00 0 0 00 0
0 0
3:15 PM
0 0 0
0
3:00 PM
000 00 0 0
0 0 0
0 0 0
0
0
0 0
2:45 PM
0 0 0 0
0
2:30 PM
00 0 0 00 0
0 0
2:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0
2:00 PM
000 0
0 0
1:45 PM
0 0 0 0
0
1:30 PM
00 0 0 00 01:15 PM 0
0 0
0 0 0
0 01:00 PM
RT
19 0
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One Hour
11 2 0 0 4 00 0 0 0 0 0
RTTHLT RTTHLTRT
14 35 0 102 0
Peak Hour 0 0 0 2
0 0 0 43 3 0Count Total 0 1 0 6 0 0 0
3 151 0 0 0 1 00 0 0 0 0 0
0 1 0 3 16
5:45 PM 0 0 0 1
0 0 0 1 0 0
5 19
5:30 PM 0 0 0 1 0 0 0
1 0 0 3 1 00 0 0 0 0 0
0 2 0 4 17
5:15 PM 0 0 0 0
0 0 0 2 0 0
4 18
5:00 PM 0 0 0 0 0 0 0
1 0 0 0 3 00 0 0 0 0 0
0 0 0 6 19
4:45 PM 0 0 0 0
0 0 0 4 0 0
3 19
4:30 PM 0 0 0 2 0 0 0
2 0 0 0 1 00 0 0 0 0 0
0 3 0 5 24
4:15 PM 0 0 0 0
0 0 0 1 1 0
5 21
4:00 PM 0 0 0 0 0 0 0
4 1 0 0 0 00 0 0 0 0 0
0 3 0 6 21
3:45 PM 0 0 0 0
0 0 0 2 0 0
8 24
3:30 PM 0 0 0 1 0 0 0
2 0 0 3 3 00 0 0 0 0 0
0 2 0 2 20
3:15 PM 0 0 0 0
0 0 0 0 0 0
5 23
3:00 PM 0 0 0 0 0 0 0
3 0 0 0 1 00 0 0 0 0 0
2 4 0 9 22
2:45 PM 0 0 0 1
0 0 0 2 0 0
4 17
2:30 PM 0 1 0 0 0 0 0
2 0 0 0 2 00 0 0 0 0 0
0 2 0 5 18
2:15 PM 0 0 0 0
0 0 0 3 0 0
4 25
2:00 PM 0 0 0 0 0 0 0
1 0 0 0 3 00 0 0 0 0 0
3 0 0 4 0
1:45 PM 0 0 0 0
0 0 0 1 0 0
5 0
1:30 PM 0 0 0 0 0 0 0
2 1 0 0 2 00 0 0 0 0 0
3 1 0 12 0
1:15 PM 0 0 0 0
0 0 0 8 0 0
TH RT
1:00 PM 0 0 0 0 0 0 0
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
0
CHAMONIX RD
1
2
0
CHAMONIX RD
522
249
46
277
3
21
0
175114
128
54
0
0
20
3
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0 0 0 57
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81
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h
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0 0 0 55 59 57 52 52 56
TH
RT
UT
HL
In
t
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r
v
a
l
S
t
a
r
t
N
F
R
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A
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CH
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0
W
B
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A
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P
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RT
HR
UT
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0
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0
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15
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To
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r
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BR
HR
Ho
u
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7:
0
0
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0
1
1
0
2
2
0
1
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On
e
3
4
1
0
7
2
5
0
UT
LT
TH
BR
RT
HR
UT
HL
RT
HR
UT
HL
LT
BL
BR
RT
UT
HL
BL
BR
BL
TH
5
15
1
4
0
39
0
9
5
10
2
3
0
15
2
1
0
4
0
10
2
5
83
7:
1
5
A
M
0
0
2
0
3
1
0
0
0
2
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0
1
5
0
0
0
0
0
0
1
2
20
0
0
68
1
0
21
22
4
2
0
4
2
10
11
7
7:
3
0
A
M
1
2
5
0
0
0
0
0
0
1
0
4
4
0
0
0
0
48
17
1
7:
4
5
A
M
0
0
6
0
9
0
0
0
0
5
0
0
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0
0
0
0
0
0
12
8
13
5
9
0
0
14
20
7
7
0
24
20
0
8:
0
0
A
M
0
2
4
0
7
4
0
0
0
6
0
2
1
7
0
0
0
0
0
0
0
5
0
11
5
1
0
15
0
0
2
4
19
5
8:
1
5
A
M
0
0
4
0
0
0
0
0
0
4
0
11
12
0
0
0
5
5
0
60
0
3
14
25
4
5
0
52
0
4
0
11
5
4
0
19
3
5
7
6
1
0
18
31
9
7
0
53
0
0
27
35
2
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1
9
19
4
8:
3
0
A
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0
1
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0
1
7
0
0
0
4
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2
8
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0
0
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2
29
22
9
8:
4
5
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0
1
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0
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0
0
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4
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4
7
0
0
28
0
2
2
19
24
1
9:
0
0
A
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0
3
4
0
0
0
0
0
0
6
0
12
7
3
0
0
4
11
0
52
0
5
20
40
4
5
0
56
0
7
0
10
3
6
0
25
6
11
3
8
0
0
32
30
7
9
0
49
1
0
28
43
6
4
4
13
23
6
9:
1
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A
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0
0
3
0
7
4
0
0
0
7
1
1
6
0
0
0
0
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2
37
24
7
9:
3
0
A
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0
1
3
0
3
7
2
0
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5
1
2
3
11
0
0
0
0
0
0
0
10
0
8
7
0
0
39
0
1
7
19
25
6
9:
4
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A
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0
2
3
0
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0
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0
6
0
6
8
1
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5
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0
57
0
7
15
51
2
8
0
62
0
10
0
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3
5
0
25
6
13
5
7
1
0
21
55
5
11
0
48
0
0
29
46
5
7
6
15
26
8
10
:
0
0
A
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0
2
6
0
8
2
0
0
0
1
0
2
11
0
0
0
0
0
1
35
24
5
10
:
1
5
A
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0
2
4
0
8
6
2
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0
0
0
0
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3
0
8
6
1
1
31
2
1
8
20
29
0
10
:
3
0
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0
1
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0
0
0
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0
7
0
9
13
0
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0
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0
66
0
6
30
46
5
8
0
68
0
6
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3
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6
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1
33
29
7
11
:
0
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0
2
2
0
7
3
0
0
0
1
0
0
7
22
0
0
0
0
0
0
1
6
0
15
10
1
1
47
0
7
4
22
29
3
11
:
1
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A
M
0
1
9
0
0
0
0
0
0
4
0
4
9
2
0
0
9
13
0
68
0
7
29
55
3
9
0
68
0
9
0
15
10
12
1
39
5
12
4
7
2
0
37
65
7
11
0
66
0
0
43
79
5
17
6
25
35
6
11
:
3
0
A
M
0
0
1
0
7
11
0
0
0
9
2
3
14
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0
0
0
0
0
38
35
9
11
:
4
5
A
M
0
1
4
0
7
14
1
0
0
3
0
3
6
26
0
0
0
0
0
0
0
5
0
10
7
1
2
49
0
1
9
21
33
5
12
:
0
0
P
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No
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
0
0
0
2
2
WB 9.2% 0.87
NB 0.0% 0.38
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 11.4% 0.79
Date: 12/31/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 10.1% 0.84
TH RT
8:15 AM 0 0 26 6 0 3 33
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 0 43 0 0 0
0 0 0 70 0
8:30 AM 0 0 17 6
0 1 0 0 1 0
0 0 0 86 0
9:00 AM 0 0 31 4
0 0 0 0 0 0
66 0
8:45 AM 0 0 35 7 0 1 43
0 0 0 0 0 0
66 2880 0 0 0 0 00 0 30 0 0 1
Count Total 0 0 109 23 0 4 149 0 0 0 288 0
Peak
Hour
All 0 0 109
0 1 1 0 1 0
0 0 0 0 29 014 0 0 0 0 0
0 288 0
HV 0 0 15 0 0 0
1 0 1 0 0 023 0 4 149 0 1
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 10%0% 9% - 0% 0% -HV% - - 14% 0% -
0 0
8:30 AM 3 3 0 0 6 0 0
0 0 0 0 0 2
West North South
8:15 AM 5 4 0 0 9 0
EB WB NB SB Total East
9:00 AM 2 4 0 0 6
0 0 0 0 0 0
0
8:45 AM 5 3 0 0 8 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 0
Peak Hr 15 14 0 0 29 0 0
0 0 0 0 0 2Count Total 15 14 0 0 29 0
00 0 0 0 2 0
0
0
0
0
0
0
N
FORD PARK PARKING LOT
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
288TEV:
0.84PHF:
149
4 153
110
0
23
109132
150
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 9 0
8:30 AM 0 0 3 0
0 0 0 0 0 0
TH RT
8:15 AM 0 0 5 0 0 0 4
UT LT TH RT
UT LT
6 0
8:45 AM 0 0 5 0 0 0 3
0 0 0 0 0 00 0 3 0 0 0
0 0 4 0 0 0
0 0 0 8 0
9:00 AM 0 0 2 0
0 0 0 0 0 0
6 290 0 0 0 0 0
0 0 0 29 0
Peak Hour 0 0 15 0
0 0 0 0 0 0Count Total 0 0 15 0 0 0 14
Westbound Northbound Southbound
LT TH RT LT TH RT LT
29 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 14 0 0 0
0 0 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
0 0
9:00 AM 0 0 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
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
WB 8.2% 0.90
NB 0.0% 0.85
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 4.1% 0.89
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 5.3% 0.94
TH RT
3:45 PM 0 0 56 0 0 0 40
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 0 44 0 0 8
0 0 0 105 0
4:00 PM 0 0 60 0
0 0 9 0 0 0
0 0 0 116 0
4:30 PM 0 0 57 0
0 0 9 0 1 0
112 0
4:15 PM 0 0 68 0 0 0 38
0 0 0 0 0 0
101 4340 2 0 0 0 00 0 37 0 0 5
Count Total 0 0 241 0 0 0 159 0 0 0 434 0
Peak
Hour
All 0 0 241
0 0 31 0 3 0
0 0 0 0 23 013 0 0 0 0 0
0 434 0
HV 0 0 10 0 0 0
31 0 3 0 0 00 0 0 159 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 5%- 8% - - 0% -HV% - - 4% - -
0 0
4:00 PM 3 1 0 0 4 0 0
0 0 0 0 0 0
West North South
3:45 PM 2 5 0 0 7 0
EB WB NB SB Total East
4:30 PM 3 3 0 0 6
0 0 0 0 0 0
0
4:15 PM 2 4 0 0 6 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 0
Peak Hr 10 13 0 0 23 0 0
0 0 0 0 0 0Count Total 10 13 0 0 23 0
00 0 0 0 0 0
0
0
0
0
0
0
N
FORD PARK PARKING LOT
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
434TEV:
0.94PHF:
159
0 159
244
0
0
241241
190
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 7 0
4:00 PM 0 0 3 0
0 0 0 0 0 0
TH RT
3:45 PM 0 0 2 0 0 0 5
UT LT TH RT
UT LT
4 0
4:15 PM 0 0 2 0 0 0 4
0 0 0 0 0 00 0 1 0 0 0
0 0 3 0 0 0
0 0 0 6 0
4:30 PM 0 0 3 0
0 0 0 0 0 0
6 230 0 0 0 0 0
0 0 0 23 0
Peak Hour 0 0 10 0
0 0 0 0 0 0Count Total 0 0 10 0 0 0 13
Westbound Northbound Southbound
LT TH RT LT TH RT LT
23 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 13 0 0 0
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
0
3
2
7
7
WB 11.8% 0.87
NB 12.7% 0.90
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 13.6% 0.87
Date: 12/31/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 12.9% 0.90
TH RT
8:15 AM 0 0 29 61 0 15 25
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 8 40 0 0 53
0 0 0 178 0
8:30 AM 0 0 27 69
0 0 43 0 5 0
0 0 0 225 0
9:00 AM 0 0 34 63
0 0 52 0 7 0
208 0
8:45 AM 0 0 34 81 0 14 37
0 11 0 0 0 0
202 8130 9 0 0 0 00 13 26 0 0 57
Count Total 0 0 124 274 0 50 128 0 0 0 813 0
Peak
Hour
All 0 0 124
0 0 205 0 32 0
0 0 0 0 105 020 0 0 27 0 3
0 813 0
HV 0 0 24 30 0 1
205 0 32 0 0 0274 0 50 128 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
9% - - - - 13%2% 16% - - 13% -HV% - - 19% 11% -
0 2
8:30 AM 10 6 8 0 24 0 0
0 0 0 0 0 0
West North South
8:15 AM 16 4 8 0 28 0
EB WB NB SB Total East
9:00 AM 13 7 7 0 27
0 0 0 0 0 3
0
8:45 AM 15 4 7 0 26 0 0 0
0 0 0 0 0 0
0 0 20 0 0 0 0 0
0 7
Peak Hr 54 21 30 0 105 0 0
0 0 0 0 0 0Count Total 54 21 30 0 105 0
70 0 0 0 0 0
0
0
0
0
0
7
N
VAIL VALLEY DR
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
813TEV:
0.9PHF:
128
50 178
156
0
274
124398
333
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 28 0
8:30 AM 0 0 5 5
0 0 8 0 0 0
TH RT
8:15 AM 0 0 6 10 0 0 4
UT LT TH RT
UT LT
24 0
8:45 AM 0 0 5 10 0 0 4
0 2 0 0 0 00 0 6 0 0 6
0 1 6 0 0 7
0 0 0 26 0
9:00 AM 0 0 8 5
0 0 6 0 1 0
27 1050 0 0 0 0 0
0 0 0 105 0
Peak Hour 0 0 24 30
0 0 27 0 3 0Count Total 0 0 24 30 0 1 20
Westbound Northbound Southbound
LT TH RT LT TH RT LT
105 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min
Total
Rolling
One HourEastbound
0 3 0 0 0 00 1 20 0 0 27
0 0 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
0 0
9:00 AM 0 0 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
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
11
15
7
34
34
WB 8.6% 0.90
NB 4.4% 0.86
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 6.3% 0.87
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 6.0% 0.93
TH RT
3:45 PM 0 0 50 87 0 8 52
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 9 48 0 0 106
0 0 0 303 0
4:00 PM 0 0 51 70
0 0 94 0 12 0
0 0 0 268 0
4:30 PM 0 0 56 51
0 0 80 0 9 0
298 0
4:15 PM 0 0 62 52 0 8 57
0 14 0 0 0 0
256 1,1250 8 0 0 0 00 4 47 0 0 90
Count Total 0 0 219 260 0 29 204 0 0 0 1,125 0
Peak
Hour
All 0 0 219
0 0 370 0 43 0
0 0 0 0 68 018 0 0 15 0 3
0 1,125 0
HV 0 0 13 17 0 2
370 0 43 0 0 0260 0 29 204 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
7% - - - - 6%7% 9% - - 4% -HV% - - 6% 7% -
0 0
4:00 PM 8 7 5 0 20 0 0
0 0 0 0 0 1
West North South
3:45 PM 7 3 3 0 13 0
EB WB NB SB Total East
4:30 PM 7 5 7 0 19
0 0 0 0 0 15
11
4:15 PM 8 5 3 0 16 0 0 0
0 0 0 0 0 0
0 0 70 0 0 0 0 0
0 33
Peak Hr 30 20 18 0 68 0 0
0 0 0 0 0 1Count Total 30 20 18 0 68 0
330 0 0 0 1 0
0
0
0
0
0
33
N
VAIL VALLEY DR
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
1,125TEV:
0.93PHF:
204
29 233
262
0
260
219479
574
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 13 0
4:00 PM 0 0 5 3
0 0 3 0 0 0
TH RT
3:45 PM 0 0 2 5 0 0 3
UT LT TH RT
UT LT
20 0
4:15 PM 0 0 2 6 0 1 4
0 1 0 0 0 00 1 6 0 0 4
0 0 5 0 0 5
0 0 0 16 0
4:30 PM 0 0 4 3
0 0 3 0 0 0
19 680 2 0 0 0 0
0 0 0 68 0
Peak Hour 0 0 13 17
0 0 15 0 3 0Count Total 0 0 13 17 0 2 18
Westbound Northbound Southbound
LT TH RT LT TH RT LT
68 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min
Total
Rolling
One HourEastbound
0 3 0 0 0 00 2 18 0 0 15
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
1
0
0
1
0
2
1
WB 14.1% 0.90
NB 0.0% 0.72
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 7.4% 0.91
Date: 12/31/2021
Peak Hour Count Period: 8:00 AM 10:00 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 9.3% 0.92
TH RT
8:00 AM 0 0 32 86 0 9 22
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 15 53 0 0 4
0 0 0 149 0
8:15 AM 0 0 88 96
0 0 0 0 0 0
0 0 0 295 0
8:45 AM 0 0 115 85
0 0 8 0 1 0
258 0
8:30 AM 0 0 95 98 0 21 72
0 2 0 0 0 0
293 995
9:00 AM 0 0 97 55 0 11 72
0 0 0 0 0 00 10 79 0 0 4
0 16 30 0 0 4
0 0 0 242 1,088
9:15 AM 0 0 25 43
0 0 7 0 0 0
0 0 0 178 835
9:45 AM 0 0 22 46
0 0 11 0 1 0
122 952
9:30 AM 0 0 37 74 0 15 40
0 4 0 0 0 0
118 6600 1 0 0 0 00 11 31 0 0 7
Count Total 0 0 511 583 0 108 399 0 0 0 1,655 0
Peak
Hour
All 0 0 395
0 0 45 0 9 0
0 0 0 0 101 047 0 0 0 0 0
0 1,088 0
HV 0 0 54 0 0 0
23 0 3 0 0 0334 0 57 276 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 9%0% 17% - - 0% -HV% - - 14% 0% -
0 0
8:15 AM 16 12 0 0 28 0 0
0 0 0 0 0 0
West North South
8:00 AM 3 5 0 0 8 0
EB WB NB SB Total East
8:45 AM 15 10 0 0 25
0 0 0 0 0 0
0
8:30 AM 10 12 0 0 22 0 0 0
0 0 0 0 0 0
0 0
9:15 AM 4 3 0 0 7 0 0
0 0 0 0 0 0
0 0 1
9:00 AM 13 13 0 0 26 0
0 0 0 0 0 0
9:45 AM 4 3 0 0 7
0 0 0 0 0 1
0
9:30 AM 3 5 0 0 8 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 2
Peak Hr 54 47 0 0 101 0 0
0 0 0 0 0 0Count Total 68 63 0 0 131 0
10 0 0 0 0 0
0
0
0
0
0
1
N
E PARKING ACCESS
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
1,088TEV:
0.92PHF:
276
57 333
398
0
334
395729
299
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 8 0
8:15 AM 0 0 16 0
0 0 0 0 0 0
TH RT
8:00 AM 0 0 3 0 0 0 5
UT LT TH RT
UT LT
28 0
8:30 AM 0 0 10 0 0 0 12
0 0 0 0 0 00 0 12 0 0 0
0 0 10 0 0 0
0 0 0 22 0
8:45 AM 0 0 15 0
0 0 0 0 0 0
0 0 0 26 101
9:15 AM 0 0 4 0
0 0 0 0 0 0
25 83
9:00 AM 0 0 13 0 0 0 13
0 0 0 0 0 0
7 80
9:30 AM 0 0 3 0 0 0 5
0 0 0 0 0 00 0 3 0 0 0
0 0 3 0 0 0
0 0 0 8 66
9:45 AM 0 0 4 0
0 0 0 0 0 0
7 480 0 0 0 0 0
0 0 0 131 0
Peak Hour 0 0 54 0
0 0 0 0 0 0Count Total 0 0 68 0 0 0 63
Westbound Northbound Southbound
LT TH RT LT TH RT LT
101 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 47 0 0 0
0 0 0 0
8:15 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:00 AM 0 0 0 0
0 0
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
9:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
9:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
9:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
6
6
0
7
15
0
7
41
22
WB 5.7% 0.93
NB 0.0% 0.95
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 4.8% 0.93
Date: 12/30/2021
Peak Hour Count Period: 3:00 PM 5:00 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 4.1% 0.95
TH RT
3:00 PM 0 0 59 77 0 11 57
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 7 42 0 0 62
0 0 0 255 0
3:15 PM 0 0 45 54
0 0 44 0 7 0
0 0 0 220 0
3:45 PM 0 0 120 48
0 0 48 0 17 0
225 0
3:30 PM 0 0 53 53 0 11 38
0 15 0 0 0 0
404 1,104
4:00 PM 0 0 102 56 0 4 150
0 17 0 0 0 00 10 136 0 0 73
0 1 136 0 0 68
0 0 0 392 1,241
4:15 PM 0 0 96 54
0 0 61 0 19 0
0 0 0 372 1,541
4:45 PM 0 0 52 44
0 0 70 0 17 0
373 1,389
4:30 PM 0 0 90 57 0 3 135
0 18 0 0 0 0
225 1,3620 13 0 0 0 00 11 46 0 0 59
Count Total 0 0 617 443 0 58 740 0 0 0 2,466 0
Peak
Hour
All 0 0 408
0 0 485 0 123 0
0 0 0 0 63 033 0 0 0 0 0
0 1,541 0
HV 0 0 30 0 0 0
272 0 71 0 0 0215 0 18 557 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 4%0% 6% - - 0% -HV% - - 7% 0% -
0 0
3:15 PM 3 5 0 0 8 0 0
0 0 0 0 0 0
West North South
3:00 PM 6 5 0 0 11 0
EB WB NB SB Total East
3:45 PM 7 6 0 0 13
0 0 2 2 0 2
0
3:30 PM 6 4 0 0 10 0 0 0
0 0 0 3 3 0
0 7
4:15 PM 8 7 0 0 15 0 0
0 0 0 0 0 0
0 0 0
4:00 PM 8 10 0 0 18 0
0 0 0 0 0 0
4:45 PM 3 1 0 0 4
0 0 0 0 0 0
5
4:30 PM 7 10 0 0 17 0 0 0
0 0 0 5 5 0
2 0 30 0 0 0 0 2
0 17
Peak Hr 30 33 0 0 63 0 0
0 0 0 0 12 12Count Total 48 48 0 0 96 0
120 0 0 5 5 0
0
0
0
0
0
12
N
E PARKING ACCESS
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
1,541TEV:
0.95PHF:
557
18 575
479
0
215
408623
829
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 11 0
3:15 PM 0 0 3 0
0 0 0 0 0 0
TH RT
3:00 PM 0 0 6 0 0 0 5
UT LT TH RT
UT LT
8 0
3:30 PM 0 0 6 0 0 0 4
0 0 0 0 0 00 0 5 0 0 0
0 0 6 0 0 0
0 0 0 10 0
3:45 PM 0 0 7 0
0 0 0 0 0 0
0 0 0 18 49
4:15 PM 0 0 8 0
0 0 0 0 0 0
13 42
4:00 PM 0 0 8 0 0 0 10
0 0 0 0 0 0
15 56
4:30 PM 0 0 7 0 0 0 10
0 0 0 0 0 00 0 7 0 0 0
0 0 1 0 0 0
0 0 0 17 63
4:45 PM 0 0 3 0
0 0 0 0 0 0
4 540 0 0 0 0 0
0 0 0 96 0
Peak Hour 0 0 30 0
0 0 0 0 0 0Count Total 0 0 48 0 0 0 48
Westbound Northbound Southbound
LT TH RT LT TH RT LT
63 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 33 0 0 0
0 0 0 0
3:15 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:00 PM 0 0 0 0
0 0
3:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
3:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
4:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
0
0
0
1
1
WB 7.9% 0.87
NB 25.3% 0.82
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 2.8% 0.98
Date: 12/30/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 5.4% 0.95
TH RT
8:15 AM 0 0 212 19 0 9 81
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 5 93 0 0 14
0 0 0 337 0
8:30 AM 0 0 216 14
0 0 9 0 7 0
0 0 0 334 0
9:00 AM 0 0 199 14
0 0 13 0 10 0
347 0
8:45 AM 0 0 206 26 0 4 75
0 5 0 0 0 0
303 1,3210 8 0 0 0 00 5 68 0 0 9
Count Total 0 0 833 73 0 23 317 0 0 0 1,321 0
Peak
Hour
All 0 0 833
0 0 45 0 30 0
0 0 0 0 71 027 0 0 9 0 10
0 1,321 0
HV 0 0 25 0 0 0
45 0 30 0 0 073 0 23 317 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
33% - - - - 5%0% 9% - - 20% -HV% - - 3% 0% -
0 1
8:30 AM 6 9 6 0 21 0 0
0 0 0 0 0 0
West North South
8:15 AM 6 8 4 0 18 0
EB WB NB SB Total East
9:00 AM 8 8 6 0 22
0 0 0 0 0 0
0
8:45 AM 5 2 3 0 10 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 1
Peak Hr 25 27 19 0 71 0 0
0 0 0 0 0 0Count Total 25 27 19 0 71 0
10 0 0 0 0 0
0
0
0
0
0
1
N
CENTER EAST PARKING ENTRANCE
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
1,321TEV:
0.95PHF:
317
23 340
863
0
73
833906
362
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 18 0
8:30 AM 0 0 6 0
0 0 2 0 2 0
TH RT
8:15 AM 0 0 6 0 0 0 8
UT LT TH RT
UT LT
21 0
8:45 AM 0 0 5 0 0 0 2
0 1 0 0 0 00 0 9 0 0 5
0 0 8 0 0 2
0 0 0 10 0
9:00 AM 0 0 8 0
0 0 0 0 3 0
22 710 4 0 0 0 0
0 0 0 71 0
Peak Hour 0 0 25 0
0 0 9 0 10 0Count Total 0 0 25 0 0 0 27
Westbound Northbound Southbound
LT TH RT LT TH RT LT
71 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min
Total
Rolling
One HourEastbound
0 10 0 0 0 00 0 27 0 0 9
0 0 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
0 0
9:00 AM 0 0 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
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
3
12
17
0
32
32
WB 4.0% 0.98
NB 11.8% 0.81
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 3.5% 0.92
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 4.6% 0.98
TH RT
3:45 PM 0 0 159 18 1 3 205
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 4 207 0 0 33
0 0 0 415 0
4:00 PM 1 0 153 18
0 0 21 0 8 0
0 0 0 401 0
4:30 PM 0 0 134 17
0 0 32 0 12 0
421 0
4:15 PM 2 0 138 13 0 7 197
0 5 0 0 0 0
407 1,6440 13 0 0 0 00 6 200 0 0 37
Count Total 3 0 584 66 1 20 809 0 0 0 1,644 0
Peak
Hour
All 3 0 584
0 0 123 0 38 0
0 0 0 0 75 033 0 0 12 0 7
0 1,644 0
HV 0 0 23 0 0 0
123 0 38 0 0 066 1 20 809 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
18% - - - - 5%0% 4% - - 10% -HV% 0% - 4% 0% 0%
0 3
4:00 PM 7 10 5 0 22 0 0
0 0 0 0 0 0
West North South
3:45 PM 5 6 6 0 17 0
EB WB NB SB Total East
4:30 PM 4 10 5 0 19
0 0 7 0 0 10
2
4:15 PM 7 7 3 0 17 0 0 0
0 0 0 2 7 1
0 0 00 0 0 0 0 0
1 15
Peak Hr 23 33 19 0 75 0 0
0 0 0 0 9 7Count Total 23 33 19 0 75 0
150 0 0 9 7 1
0
0
0
0
1
15
N
CENTER EAST PARKING ENTRANCE
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
1,644TEV:
0.98PHF:
809
20 830
623
1
66
584653
935
3
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 17 0
4:00 PM 0 0 7 0
0 0 4 0 2 0
TH RT
3:45 PM 0 0 5 0 0 0 6
UT LT TH RT
UT LT
22 0
4:15 PM 0 0 7 0 0 0 7
0 1 0 0 0 00 0 10 0 0 4
0 0 10 0 0 2
0 0 0 17 0
4:30 PM 0 0 4 0
0 0 2 0 1 0
19 750 3 0 0 0 0
0 0 0 75 0
Peak Hour 0 0 23 0
0 0 12 0 7 0Count Total 0 0 23 0 0 0 33
Westbound Northbound Southbound
LT TH RT LT TH RT LT
75 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min
Total
Rolling
One HourEastbound
0 7 0 0 0 00 0 33 0 0 12
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
1
2
1
4
4
WB 12.7% 0.89
NB 6.5% 0.72
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 5.1% 0.93
Date: 12/30/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 7.1% 0.94
TH RT
8:15 AM 0 0 244 17 0 1 90
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 1 103 0 0 8
0 0 0 361 0
8:30 AM 2 0 228 8
0 0 6 0 3 0
0 0 0 372 0
9:00 AM 3 0 202 16
0 0 7 0 9 0
354 0
8:45 AM 0 0 234 29 0 2 91
0 4 0 0 0 0
313 1,4000 6 0 0 0 00 2 81 0 0 3
Count Total 5 0 908 70 0 6 365 0 0 0 1,400 0
Peak
Hour
All 5 0 908
0 0 24 0 22 0
0 0 0 0 100 046 0 0 1 0 2
0 1,400 0
HV 0 0 48 2 0 1
24 0 22 0 0 070 0 6 365 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
9% - - - - 7%17% 13% - - 4% -HV% 0% - 5% 3% -
0 0
8:30 AM 13 16 1 0 30 0 0
0 0 0 0 0 0
West North South
8:15 AM 14 14 0 0 28 0
EB WB NB SB Total East
9:00 AM 12 9 2 0 23
0 0 0 0 0 2
1
8:45 AM 11 8 0 0 19 0 0 0
0 0 0 0 0 0
0 0 10 0 0 0 0 0
0 4
Peak Hr 50 47 3 0 100 0 0
0 0 0 0 0 0Count Total 50 47 3 0 100 0
40 0 0 0 0 0
0
0
0
0
0
4
N
VILLAGE CENTER DR
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
1,400TEV:
0.94PHF:
365
6 371
930
0
70
908983
394
5
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 28 0
8:30 AM 0 0 13 0
0 0 0 0 0 0
TH RT
8:15 AM 0 0 13 1 0 0 14
UT LT TH RT
UT LT
30 0
8:45 AM 0 0 10 1 0 1 7
0 0 0 0 0 00 0 16 0 0 1
0 0 9 0 0 0
0 0 0 19 0
9:00 AM 0 0 12 0
0 0 0 0 0 0
23 1000 2 0 0 0 0
0 0 0 100 0
Peak Hour 0 0 48 2
0 0 1 0 2 0Count Total 0 0 48 2 0 1 46
Westbound Northbound Southbound
LT TH RT LT TH RT LT
100 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min
Total
Rolling
One HourEastbound
0 2 0 0 0 00 1 46 0 0 1
0 0 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
0 0
9:00 AM 0 0 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
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
8
14
3
27
27
WB 5.4% 0.97
NB 0.0% 0.94
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 6.0% 0.87
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 5.1% 0.98
TH RT
3:45 PM 0 0 186 23 0 5 221
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 1 243 0 0 29
0 0 0 474 0
4:00 PM 4 0 152 23
0 0 23 0 16 0
0 0 0 463 0
4:30 PM 2 0 145 18
0 0 20 0 22 0
468 0
4:15 PM 1 0 148 29 0 1 242
0 16 0 0 0 0
446 1,8510 14 0 0 0 00 6 231 0 0 30
Count Total 7 0 631 93 0 13 937 0 0 0 1,851 0
Peak
Hour
All 7 0 631
0 0 102 0 68 0
0 0 0 0 95 051 0 0 0 0 0
0 1,851 0
HV 0 0 44 0 0 0
102 0 68 0 0 093 0 13 937 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 5%0% 5% - - 0% -HV% 0% - 7% 0% -
0 2
4:00 PM 10 12 0 0 22 0 0
0 0 0 0 0 0
West North South
3:45 PM 9 11 0 0 20 0
EB WB NB SB Total East
4:30 PM 10 13 0 0 23
0 0 6 0 0 8
8
4:15 PM 15 15 0 0 30 0 0 0
0 0 0 0 0 0
0 1 00 0 0 0 0 2
1 18
Peak Hr 44 51 0 0 95 0 0
0 0 0 0 8 0Count Total 44 51 0 0 95 0
180 0 0 8 0 1
0
0
0
0
1
18
N
VILLAGE CENTER DR
S FRONTAGE RD E
S FRONTAGE
RD E
S FRONTAGE
RD E
1,851TEV:
0.98PHF:
937
13 950
699
0
93
631731
1,046
7
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 20 0
4:00 PM 0 0 10 0
0 0 0 0 0 0
TH RT
3:45 PM 0 0 9 0 0 0 11
UT LT TH RT
UT LT
22 0
4:15 PM 0 0 15 0 0 0 15
0 0 0 0 0 00 0 12 0 0 0
0 0 13 0 0 0
0 0 0 30 0
4:30 PM 0 0 10 0
0 0 0 0 0 0
23 950 0 0 0 0 0
0 0 0 95 0
Peak Hour 0 0 44 0
0 0 0 0 0 0Count Total 0 0 44 0 0 0 51
Westbound Northbound Southbound
LT TH RT LT TH RT LT
95 0
Interval
Start
S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 51 0 0 0
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
1
1
0
0
1
0
3
2
WB 6.6% 0.87
NB 4.3% 0.82
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 10.4% 0.94
Date: 12/30/2021
Peak Hour Count Period: 8:00 AM 10:00 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 8.2% 0.92
TH RT
8:00 AM 0 0 64 11 0 45 47
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 63 64 0 0 2
0 0 0 171 0
8:15 AM 0 0 67 23
0 0 2 0 2 0
0 0 0 203 0
8:45 AM 0 0 80 14
0 0 1 0 4 0
224 0
8:30 AM 0 0 58 24 0 52 64
0 5 0 0 0 0
201 799
9:00 AM 0 0 69 20 0 46 52
0 3 0 0 0 00 46 55 0 0 3
1 40 50 0 0 4
0 0 0 192 820
9:15 AM 0 0 57 18
0 0 0 0 5 0
0 0 0 208 775
9:45 AM 0 0 72 14
0 0 5 0 7 0
174 770
9:30 AM 0 0 73 17 0 46 60
0 4 0 0 0 0
190 7640 9 0 0 0 00 36 54 0 0 5
Count Total 0 0 540 141 1 374 446 0 0 0 1,563 0
Peak
Hour
All 0 0 274
0 0 22 0 39 0
0 0 0 0 67 029 0 0 1 0 0
0 820 0
HV 0 0 36 1 0 0
6 0 17 0 0 081 0 207 235 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 8%0% 12% - - 17% -HV% - - 13% 1% -
0 0
8:15 AM 7 9 0 0 16 0 0
0 0 0 0 0 0
West North South
8:00 AM 11 4 0 0 15 0
EB WB NB SB Total East
8:45 AM 8 5 1 0 14
0 0 0 0 0 1
0
8:30 AM 13 10 0 0 23 0 0 0
0 0 0 0 0 0
0 0
9:15 AM 7 6 0 0 13 0 0
0 0 0 0 0 0
0 0 1
9:00 AM 9 5 0 0 14 0
0 0 0 0 0 0
9:45 AM 6 10 0 0 16
0 0 0 0 0 1
0
9:30 AM 11 5 0 0 16 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 3
Peak Hr 37 29 1 0 67 0 0
0 0 0 0 0 0Count Total 72 54 1 0 127 0
20 0 0 0 0 0
0
0
0
0
0
2
N
LIONSHEAD PARKING
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
820TEV:
0.92PHF:
235
207 442
291
0
81
274355
241
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 15 0
8:15 AM 0 0 7 0
0 0 0 0 0 0
TH RT
8:00 AM 0 0 11 0 0 0 4
UT LT TH RT
UT LT
16 0
8:30 AM 0 0 12 1 0 0 10
0 0 0 0 0 00 0 9 0 0 0
0 0 5 0 0 1
0 0 0 23 0
8:45 AM 0 0 8 0
0 0 0 0 0 0
0 0 0 14 67
9:15 AM 0 0 7 0
0 0 0 0 0 0
14 68
9:00 AM 0 0 9 0 0 0 5
0 0 0 0 0 0
13 64
9:30 AM 0 0 11 0 0 0 5
0 0 0 0 0 00 0 6 0 0 0
0 0 10 0 0 0
0 0 0 16 57
9:45 AM 0 0 6 0
0 0 0 0 0 0
16 590 0 0 0 0 0
0 0 0 127 0
Peak Hour 0 0 36 1
0 0 1 0 0 0Count Total 0 0 71 1 0 0 54
Westbound Northbound Southbound
LT TH RT LT TH RT LT
67 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 29 0 0 1
0 0 0 0
8:15 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:00 AM 0 0 0 0
0 0
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
9:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
9:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
9:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
3
0
1
1
0
3
0
3
11
6
WB 5.3% 0.92
NB 0.0% 0.90
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 7.5% 0.92
Date: 12/30/2021
Peak Hour Count Period: 3:00 PM 5:00 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 4.7% 0.97
TH RT
3:00 PM 0 0 101 16 1 11 85
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
1 9 75 0 0 16
0 0 0 259 0
3:15 PM 0 0 83 12
0 0 12 0 33 0
0 0 0 264 0
3:45 PM 1 0 71 8
0 0 24 0 58 0
231 0
3:30 PM 0 0 94 6 0 15 67
0 35 0 0 0 0
265 1,019
4:00 PM 0 0 104 5 2 5 93
0 61 0 0 0 00 10 80 0 0 34
0 11 104 0 0 26
0 0 0 296 1,056
4:15 PM 0 0 98 9
0 0 20 0 67 0
0 0 0 305 1,165
4:45 PM 1 0 87 8
0 0 29 0 60 0
299 1,124
4:30 PM 0 0 107 10 0 18 81
0 51 0 0 0 0
280 1,1800 46 0 0 0 00 10 107 0 0 21
Count Total 2 0 745 74 4 89 692 0 0 0 2,199 0
Peak
Hour
All 1 0 396
0 0 182 0 411 0
0 0 0 0 55 023 0 0 0 0 0
0 1,180 0
HV 0 0 32 0 0 0
96 0 224 0 0 032 2 44 385 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 5%0% 6% - - 0% -HV% 0% - 8% 0% 0%
0 3
3:15 PM 7 6 0 0 13 0 0
0 0 0 0 0 0
West North South
3:00 PM 12 4 0 0 16 0
EB WB NB SB Total East
3:45 PM 1 8 0 0 9
0 0 0 0 0 1
0
3:30 PM 10 1 0 0 11 0 0 0
0 0 0 0 0 0
0 0
4:15 PM 9 7 0 0 16 0 0
0 0 0 0 0 0
0 0 1
4:00 PM 10 4 0 0 14 0
0 0 0 0 0 0
4:45 PM 4 9 0 0 13
0 0 0 0 0 0
3
4:30 PM 9 3 0 0 12 0 0 0
0 0 0 0 0 0
0 0 30 0 0 0 0 0
0 11
Peak Hr 32 23 0 0 55 0 0
0 0 0 0 0 0Count Total 62 42 0 0 104 0
60 0 0 0 0 0
0
0
0
0
0
6
N
LIONSHEAD PARKING
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
1,180TEV:
0.97PHF:
385
44 431
622
2
32
396429
482
1
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 16 0
3:15 PM 0 0 7 0
0 0 0 0 0 0
TH RT
3:00 PM 0 0 12 0 0 0 4
UT LT TH RT
UT LT
13 0
3:30 PM 0 0 10 0 0 0 1
0 0 0 0 0 00 0 6 0 0 0
0 0 8 0 0 0
0 0 0 11 0
3:45 PM 0 0 1 0
0 0 0 0 0 0
0 0 0 14 47
4:15 PM 0 0 9 0
0 0 0 0 0 0
9 49
4:00 PM 0 0 10 0 0 0 4
0 0 0 0 0 0
16 50
4:30 PM 0 0 9 0 0 0 3
0 0 0 0 0 00 0 7 0 0 0
0 0 9 0 0 0
0 0 0 12 51
4:45 PM 0 0 4 0
0 0 0 0 0 0
13 550 0 0 0 0 0
0 0 0 104 0
Peak Hour 0 0 32 0
0 0 0 0 0 0Count Total 0 0 62 0 0 0 42
Westbound Northbound Southbound
LT TH RT LT TH RT LT
55 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 23 0 0 0
0 0 0 0
3:15 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:00 PM 0 0 0 0
0 0
3:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
3:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
4:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
WB 11.6% 0.90
NB 33.3% 0.73
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 15.0% 0.92
Date: 12/31/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 16.6% 0.89
TH RT
8:15 AM 0 0 53 33 0 23 25
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 31 31 0 0 13
0 0 0 150 0
8:30 AM 0 0 62 30
0 0 8 0 8 0
0 0 0 181 0
9:00 AM 0 0 66 33
0 0 12 0 13 0
184 0
8:45 AM 0 0 61 28 0 26 41
0 17 0 0 0 0
200 7150 18 0 0 0 00 26 38 0 0 19
Count Total 0 0 242 124 0 106 135 0 0 0 715 0
Peak
Hour
All 0 0 242
0 0 52 0 56 0
0 0 0 0 119 022 0 0 26 0 10
0 715 0
HV 0 0 21 34 0 6
52 0 56 0 0 0124 0 106 135 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
18% - - - - 17%6% 16% - - 50% -HV% - - 9% 27% -
0 0
8:30 AM 17 5 10 0 32 0 0
0 0 0 0 0 0
West North South
8:15 AM 8 6 7 0 21 0
EB WB NB SB Total East
9:00 AM 19 8 11 0 38
0 0 0 0 0 0
0
8:45 AM 11 9 8 0 28 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 0
Peak Hr 55 28 36 0 119 0 0
0 0 0 0 0 0Count Total 55 28 36 0 119 0
00 0 0 0 0 0
0
0
0
0
0
0
N
E LIONSHEAD CIR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
715TEV:
0.89PHF:
135
106 241
298
0
124
242366
187
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 21 0
8:30 AM 0 0 7 10
0 0 5 0 2 0
TH RT
8:15 AM 0 0 2 6 0 1 5
UT LT TH RT
UT LT
32 0
8:45 AM 0 0 5 6 0 1 8
0 3 0 0 0 00 1 4 0 0 7
0 3 5 0 0 8
0 0 0 28 0
9:00 AM 0 0 7 12
0 0 6 0 2 0
38 1190 3 0 0 0 0
0 0 0 119 0
Peak Hour 0 0 21 34
0 0 26 0 10 0Count Total 0 0 21 34 0 6 22
Westbound Northbound Southbound
LT TH RT LT TH RT LT
119 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min
Total
Rolling
One HourEastbound
0 10 0 0 0 00 6 22 0 0 26
0 0 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
0 0
9:00 AM 0 0 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
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
10
10
15
18
53
53
WB 4.7% 0.91
NB 9.7% 0.86
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 10.8% 0.95
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 8.0% 0.96
TH RT
3:45 PM 0 0 65 34 0 24 91
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 19 92 0 0 37
0 0 0 275 0
4:00 PM 0 0 72 24
0 0 41 0 20 0
0 0 0 278 0
4:30 PM 0 0 75 30
0 0 22 0 29 0
278 0
4:15 PM 0 0 76 23 0 32 96
0 34 0 0 0 0
293 1,1240 39 0 0 0 00 26 87 0 0 36
Count Total 0 0 288 111 0 101 366 0 0 0 1,124 0
Peak
Hour
All 0 0 288
0 0 136 0 122 0
0 0 0 0 90 014 0 0 20 0 5
0 1,124 0
HV 0 0 21 22 0 8
136 0 122 0 0 0111 0 101 366 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
4% - - - - 8%8% 4% - - 15% -HV% - - 7% 20% -
0 1
4:00 PM 9 5 6 0 20 0 0
0 0 0 0 4 5
West North South
3:45 PM 8 7 7 0 22 0
EB WB NB SB Total East
4:30 PM 15 3 8 0 26
0 0 13 2 0 0
2
4:15 PM 11 7 4 0 22 0 0 0
0 0 0 3 5 0
4 0 30 0 0 0 0 11
0 6
Peak Hr 43 22 25 0 90 0 0
0 0 0 0 31 16Count Total 43 22 25 0 90 0
60 0 0 31 16 0
0
0
0
0
0
6
N
E LIONSHEAD CIR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
1,124TEV:
0.96PHF:
366
101 467
410
0
111
288399
502
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 22 0
4:00 PM 0 0 5 4
0 0 7 0 0 0
TH RT
3:45 PM 0 0 3 5 0 2 5
UT LT TH RT
UT LT
20 0
4:15 PM 0 0 6 5 0 3 4
0 2 0 0 0 00 2 3 0 0 4
0 1 2 0 0 6
0 0 0 22 0
4:30 PM 0 0 7 8
0 0 3 0 1 0
26 900 2 0 0 0 0
0 0 0 90 0
Peak Hour 0 0 21 22
0 0 20 0 5 0Count Total 0 0 21 22 0 8 14
Westbound Northbound Southbound
LT TH RT LT TH RT LT
90 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min
Total
Rolling
One HourEastbound
0 5 0 0 0 00 8 14 0 0 20
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
0
WB 19.5% 0.96
NB 15.4% 0.78
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 9.5% 0.92
Date: 12/30/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 13.2% 0.91
TH RT
8:15 AM 0 0 93 5 0 10 39
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 13 32 0 0 4
0 0 0 166 0
8:30 AM 0 0 75 5
0 0 6 0 13 0
0 0 0 176 0
9:00 AM 0 0 81 10
0 0 8 0 17 0
142 0
8:45 AM 0 0 97 3 0 14 37
0 13 0 0 0 0
158 6420 10 0 0 0 00 17 33 0 0 7
Count Total 0 0 346 23 0 54 141 0 0 0 642 0
Peak
Hour
All 0 0 346
0 0 25 0 53 0
0 0 0 0 85 036 0 0 4 0 8
0 642 0
HV 0 0 33 2 0 2
25 0 53 0 0 023 0 54 141 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
15% - - - - 13%4% 26% - - 16% -HV% - - 10% 9% -
0 0
8:30 AM 13 11 3 0 27 0 0
0 0 0 0 0 0
West North South
8:15 AM 7 9 2 0 18 0
EB WB NB SB Total East
9:00 AM 12 9 1 0 22
0 0 0 0 0 0
0
8:45 AM 3 9 6 0 18 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 0
Peak Hr 35 38 12 0 85 0 0
0 0 0 0 0 0Count Total 35 38 12 0 85 0
00 0 0 0 0 0
0
0
0
0
0
0
N
W LIONSHEAD CIR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
642TEV:
0.91PHF:
141
54 195
399
0
23
346369
166
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 18 0
8:30 AM 0 0 13 0
0 0 1 0 1 0
TH RT
8:15 AM 0 0 6 1 0 0 9
UT LT TH RT
UT LT
27 0
8:45 AM 0 0 3 0 0 1 8
0 2 0 0 0 00 1 10 0 0 1
0 0 9 0 0 0
0 0 0 18 0
9:00 AM 0 0 11 1
0 0 2 0 4 0
22 850 1 0 0 0 0
0 0 0 85 0
Peak Hour 0 0 33 2
0 0 4 0 8 0Count Total 0 0 33 2 0 2 36
Westbound Northbound Southbound
LT TH RT LT TH RT LT
85 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min
Total
Rolling
One HourEastbound
0 8 0 0 0 00 2 36 0 0 4
0 0 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
0 0
9:00 AM 0 0 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
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
6
13
13
1
33
33
WB 7.5% 0.91
NB 11.0% 0.87
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 11.8% 0.96
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 9.5% 0.95
TH RT
3:45 PM 0 0 70 11 0 20 119
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 16 105 0 0 22
0 0 0 261 0
4:00 PM 0 0 77 4
0 0 17 0 24 0
0 0 0 244 0
4:30 PM 0 0 71 6
0 0 14 0 21 0
242 0
4:15 PM 0 0 76 8 0 27 98
0 18 0 0 0 0
247 9940 37 0 0 0 00 17 106 0 0 10
Count Total 0 0 294 29 0 80 428 0 0 0 994 0
Peak
Hour
All 0 0 294
0 0 63 0 100 0
0 0 0 0 94 035 0 0 5 0 13
0 994 0
HV 0 0 35 3 0 3
63 0 100 0 0 029 0 80 428 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
13% - - - - 9%4% 8% - - 8% -HV% - - 12% 10% -
0 3
4:00 PM 9 7 3 0 19 0 0
0 0 0 0 3 0
West North South
3:45 PM 6 14 4 0 24 0
EB WB NB SB Total East
4:30 PM 11 7 7 0 25
0 0 8 0 0 5
8
4:15 PM 12 10 4 0 26 0 0 0
0 0 0 2 0 3
0 0 10 0 0 0 0 0
3 17
Peak Hr 38 38 18 0 94 0 0
0 0 0 0 13 0Count Total 38 38 18 0 94 0
170 0 0 13 0 3
0
0
0
0
3
17
N
W LIONSHEAD CIR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
994TEV:
0.95PHF:
428
80 508
394
0
29
294323
491
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 24 0
4:00 PM 0 0 8 1
0 0 2 0 2 0
TH RT
3:45 PM 0 0 5 1 0 1 13
UT LT TH RT
UT LT
19 0
4:15 PM 0 0 11 1 0 1 9
0 3 0 0 0 00 1 6 0 0 0
0 0 7 0 0 1
0 0 0 26 0
4:30 PM 0 0 11 0
0 0 2 0 2 0
25 940 6 0 0 0 0
0 0 0 94 0
Peak Hour 0 0 35 3
0 0 5 0 13 0Count Total 0 0 35 3 0 3 35
Westbound Northbound Southbound
LT TH RT LT TH RT LT
94 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min
Total
Rolling
One HourEastbound
0 13 0 0 0 00 3 35 0 0 5
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
24
27
6
8
65
65640 0 0 1 0 0
0 64
Peak Hr 0 0 49 45 94 0 0
0 0 0 0 1 0Count Total 0 0 49 45 94 0
0 0 80 0 0 0 0 0
0 0 6
26
8:45 AM 0 0 9 13 22 0 0 0
0 0 0 1 0 0
12 22 0
EB WB NB SB Total East
9:00 AM 0 0 14 9 23
0 0 0
0% - 11%HV% - - - - -
0 24
8:30 AM 0 0 16 11 27 0 0
0 0 0 0 0 0
West North South
8:15 AM 0 0 10
0
0 368 142 0 18 1530 0 44 0 4 1
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
7% - 50% 24% - 13%0% - 0%
Peak
Hour
All 0 0 0
4 1 0 368 142 0
0 9 36 0 94 00 0 0 0 39 10
0 730 0
HV 0 0 0 0 0
Count Total 0 0 0 0 0 44 0 18 153 0 730 0
184 73086 38 0 6 37 00 15 0 2 0 0
5 40 0 204 0
9:00 AM 0 0 0 0
0 0 0 107 41 0
161 0
8:45 AM 0 0 0 0 0 11 0
80 33 0 5 30 00 13 0 0 0 0
2 46 0 181 0
8:30 AM 0 0 0 0
2 1 0 95 30 08:15 AM 0 0 0 0 0 5 0
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min
TotalUTLT TH RT
SB 26.3% 0.89
TOTAL 12.9% 0.89
TH RTUTLT TH RT UT LT
WB 0.0% 0.71
NB 9.6% 0.86
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB - -
Date: 12/30/2021
Peak Hour Count Period: 8:15 AM 9:15 AMN
S FRONTAGE RD W
W LIONSHEAD COR
W LIONSHEAD
COR
730TEV:
0.89PHF:
4
44 48
160
0
0
0
0
64
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
9:00 AM 0 0 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 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
94 0
Interval
Start
n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min
Total
Rolling
One HourEastbound
39 10 0 9 36 00 0 0 0 0 0
9 36 0 94 0
Peak Hour 0 0 0 0
0 0 0 39 10 0Count Total 0 0 0 0 0 0 0
23 9411 3 0 3 6 00 0 0 0 0 0
2 11 0 22 0
9:00 AM 0 0 0 0
0 0 0 7 2 0
27 0
8:45 AM 0 0 0 0 0 0 0
14 2 0 3 8 00 0 0 0 0 0
1 11 0 22 0
8:30 AM 0 0 0 0
0 0 0 7 3 0
TH RT
8:15 AM 0 0 0 0 0 0 0
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
21
20
23
15
79
79790 0 0 0 0 0
0 79
Peak Hr 0 1 42 35 78 0 0
0 0 0 0 0 0Count Total 0 1 42 35 78 0
0 0 150 0 0 0 0 0
0 0 23
20
4:15 PM 0 1 13 9 23 0 0 0
0 0 0 0 0 0
13 19 0
EB WB NB SB Total East
4:30 PM 0 0 12 9 21
0 0 0
0% - 13%HV% - - - - -
0 21
4:00 PM 0 0 11 4 15 0 0
0 0 0 0 0 0
West North South
3:45 PM 0 0 6
0
0 294 87 2 27 4830 0 78 0 16 2
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
5% 0% 26% 6% - 8%0% - 6%
Peak
Hour
All 0 0 0
16 2 0 294 87 2
0 7 28 0 78 00 1 0 0 38 4
0 989 0
HV 0 0 0 0 0
Count Total 0 0 0 0 0 78 0 27 483 0 989 0
245 98968 23 0 4 123 00 23 0 3 1 0
7 111 0 239 0
4:30 PM 0 0 0 0
4 0 0 77 22 0
256 0
4:15 PM 0 0 0 0 0 18 0
76 23 1 6 121 00 24 0 4 1 0
10 128 0 249 0
4:00 PM 0 0 0 0
5 0 0 73 19 13:45 PM 0 0 0 0 0 13 0
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min
TotalUTLT TH RT
SB 6.8% 0.92
TOTAL 7.9% 0.97
TH RTUTLT TH RT UT LT
WB 1.1% 0.84
NB 11.0% 0.96
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB - -
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PMN
S FRONTAGE RD W
W LIONSHEAD COR
W LIONSHEAD
COR
989TEV:
0.97PHF:
16
78 94
114
0
0
0
0
79
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
78 0
Interval
Start
n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min
Total
Rolling
One HourEastbound
38 4 0 7 28 00 0 0 1 0 0
7 28 0 78 0
Peak Hour 0 0 0 0
1 0 0 38 4 0Count Total 0 0 0 0 0 0 0
21 7811 1 0 3 6 00 0 0 0 0 0
1 8 0 23 0
4:30 PM 0 0 0 0
1 0 0 12 1 0
15 0
4:15 PM 0 0 0 0 0 0 0
10 1 0 2 2 00 0 0 0 0 0
1 12 0 19 0
4:00 PM 0 0 0 0
0 0 0 5 1 0
TH RT
3:45 PM 0 0 0 0 0 0 0
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
7
0
3
1
11
1180 0 0 1 1 1
1 8
Peak Hour 52 34 0 3 89 0 0
0 0 0 0 1 1Count Total 52 34 0 3 89 0
0 1 00 0 0 0 0 0
1 0 2
0
8:45 AM 8 11 0 0 19 0 0 0
0 0 0 0 0 0
0 21 0
EB WB NB SB Total East
9:00 AM 15 5 0 1 21
0 0 0
- 0% -HV% - 9% 10% 0% 0%
0 6
8:30 AM 18 8 0 2 28 0 0
0 0 0 0 1 0
West North South
8:15 AM 11 10 0
0
9 0 7 0 2 015 2 2 185 11 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - 0% - 75% 11%0% 18% 9%
Peak
Hour
All 0 44 500
11 0 9 0 7 0
0 0 0 3 89 033 1 0 0 0 0
4 781 0
HV 0 4 48 0 0
Count Total 0 44 500 15 2 2 185 2 0 4 781 0
185 7810 3 0 0 0 10 1 49 1 0 1
0 0 1 209 0
9:00 AM 0 4 122 3
0 0 3 0 4 0
178 0
8:45 AM 0 7 137 6 1 1 49
0 0 0 0 0 21 0 41 2 0 2
2 0 0 209 0
8:30 AM 0 10 118 2
8 0 3 0 0 08:15 AM 0 23 123 4 0 0 46
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min
TotalUTLT TH RT
Date: 12/30/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
SB 50.0% 0.75
TOTAL 11.4% 0.93
TH RT
WB 17.0% 0.93
NB 0.0% 0.57
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 9.3% 0.93
0
0
0 0
0
0
1
8
N
W FOREST RD
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
781TEV:
0.93PHF:
11
185
2
200
511215
500
44
559
198 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0
0 0 0
000 0 0 0
000 0 0 0
0000
0
0
00
0
THLT
00000000
00
0
0 0 0
0
THLT
00 0 0 00 0
0 000 0 0
Peak Hour
0 0Count Total
0
0000 0
0 0
9:00 AM
0 0 0 0
0
8:45 AM
00 0 0 00 08:30 AM 0
0 0
0 0 0
0 08:15 AM
RT
89 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min
Total
Rolling
One Hour
0 0 0 0 0 30 0 33 1 0 0
RTTHLT RTTHLTRT
0 0 3 89 0
Peak Hour 0 4 48 0
1 0 0 0 0 0Count Total 0 4 48 0 0 0 33
21 890 0 0 0 0 10 0 5 0 0 0
0 0 0 19 0
9:00 AM 0 1 14 0
0 0 0 0 0 0
28 0
8:45 AM 0 2 6 0 0 0 11
0 0 0 0 0 20 0 8 0 0 0
0 0 0 21 0
8:30 AM 0 0 18 0
1 0 0 0 0 0
TH RT
8:15 AM 0 1 10 0 0 0 9
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
12
1
2
16
16130 0 0 2 0 1
1 13
Peak Hour 41 22 0 0 63 0 0
0 0 0 0 2 0Count Total 41 22 0 0 63 0
0 0 20 0 0 0 0 0
0 0 1
9
4:15 PM 12 9 0 0 21 0 0 0
0 0 0 2 0 1
0 16 0
EB WB NB SB Total East
4:30 PM 12 0 0 0 12
0 0 0
- 0% 0%HV% - 0% 11% 0% 0%
0 1
4:00 PM 11 3 0 0 14 0 0
0 0 0 0 0 0
West North South
3:45 PM 6 10 0
0
18 2 14 0 4 46 2 11 545 5 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - 0% 0% 0% 6%0% 4% 0%
Peak
Hour
All 0 6 363
5 0 18 2 14 0
0 0 0 0 63 022 0 0 0 0 0
2 982 0
HV 0 0 41 0 0
Count Total 0 6 363 6 2 11 545 4 4 2 982 0
230 9820 4 0 0 0 10 3 133 2 0 1
2 1 0 249 0
4:30 PM 0 0 86 0
0 0 3 1 6 0
263 0
4:15 PM 0 1 95 3 0 1 136
1 3 0 1 2 02 4 138 3 0 8
1 1 1 240 0
4:00 PM 0 5 95 1
0 0 6 0 1 03:45 PM 0 0 87 2 0 3 138
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min
TotalUTLT TH RT
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
SB 0.0% 0.83
TOTAL 6.4% 0.93
TH RT
WB 3.9% 0.96
NB 0.0% 0.71
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 10.9% 0.93
0
0
0 0
0
0
1
13
N
W FOREST RD
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
982TEV:
0.93PHF:
5
545
11
563
38326
363
6
375
565 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0
0 0 0
000 0 0 0
000 0 0 0
0000
0
0
00
0
THLT
00000000
00
0
0 0 0
0
THLT
00 0 0 00 0
0 000 0 0
Peak Hour
0 0Count Total
0
0000 0
0 0
4:30 PM
0 0 0 0
0
4:15 PM
00 0 0 00 04:00 PM 0
0 0
0 0 0
0 03:45 PM
RT
63 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min
Total
Rolling
One Hour
0 0 0 0 0 00 0 22 0 0 0
RTTHLT RTTHLTRT
0 0 0 63 0
Peak Hour 0 0 41 0
0 0 0 0 0 0Count Total 0 0 41 0 0 0 22
12 630 0 0 0 0 00 0 0 0 0 0
0 0 0 21 0
4:30 PM 0 0 12 0
0 0 0 0 0 0
14 0
4:15 PM 0 0 12 0 0 0 9
0 0 0 0 0 00 0 3 0 0 0
0 0 0 16 0
4:00 PM 0 0 11 0
0 0 0 0 0 0
TH RT
3:45 PM 0 0 6 0 0 0 10
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
1
0
0
2
2
WB 19.3% 0.73
NB 26.3% 0.63
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 7.2% 0.88
Date: 12/31/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 12.2% 0.98
TH RT
8:15 AM 0 0 102 15 0 7 20
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 12 22 0 0 6
0 0 0 158 0
8:30 AM 0 0 96 11
0 0 8 0 6 0
0 0 0 155 0
9:00 AM 0 0 82 12
0 0 2 0 11 0
160 0
8:45 AM 0 0 84 12 0 8 38
0 13 0 0 0 0
152 6250 10 0 0 0 00 8 20 0 1 19
Count Total 0 0 364 50 0 35 100 0 0 0 625 0
Peak
Hour
All 0 0 364
0 1 35 0 40 0
0 0 0 0 76 017 0 0 8 0 12
0 625 0
HV 0 0 22 8 0 9
35 0 40 0 0 050 0 35 100 0 1
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
30% - - - - 12%26% 17% - 0% 23% -HV% - - 6% 16% -
0 1
8:30 AM 10 8 4 0 22 0 0
0 0 0 0 0 0
West North South
8:15 AM 6 6 5 0 17 0
EB WB NB SB Total East
9:00 AM 9 8 7 0 24
0 0 0 0 0 0
0
8:45 AM 5 4 4 0 13 0 0 0
0 0 0 0 0 1
0 0 00 0 0 0 0 0
1 1
Peak Hr 30 26 20 0 76 0 0
0 0 0 0 0 0Count Total 30 26 20 0 76 0
10 0 0 0 0 1
0
0
0
0
1
1
N
WESTHAVEN DR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
625TEV:
0.98PHF:
100
35 135
404
0
50
364414
135
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 17 0
8:30 AM 0 0 8 2
0 0 2 0 3 0
TH RT
8:15 AM 0 0 4 2 0 2 4
UT LT TH RT
UT LT
22 0
8:45 AM 0 0 4 1 0 1 3
0 3 0 0 0 00 3 5 0 0 1
0 3 5 0 0 4
0 0 0 13 0
9:00 AM 0 0 6 3
0 0 1 0 3 0
24 760 3 0 0 0 0
0 0 0 76 0
Peak Hour 0 0 22 8
0 0 8 0 12 0Count Total 0 0 22 8 0 9 17
Westbound Northbound Southbound
LT TH RT LT TH RT LT
76 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min
Total
Rolling
One HourEastbound
0 12 0 0 0 00 9 17 0 0 8
0 0 0 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
8:15 AM 0 0 0 0
0 0
9:00 AM 0 0 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
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
2
1
3
3
WB 5.1% 0.99
NB 13.3% 0.82
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 8.3% 0.92
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min
TotalUT LT TH RT
SB - -
TOTAL 7.4% 0.95
TH RT
3:45 PM 1 0 64 13 0 20 93
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 19 94 0 0 14
0 0 0 222 0
4:00 PM 0 0 68 11
0 0 15 0 16 0
0 0 0 233 0
4:30 PM 0 0 52 11
0 0 30 0 11 0
222 0
4:15 PM 0 0 75 7 0 18 92
0 16 0 0 0 0
210 8870 12 0 0 0 00 16 98 0 0 21
Count Total 1 0 259 42 0 73 377 0 0 0 887 0
Peak
Hour
All 1 0 259
0 0 80 0 55 0
0 0 0 0 66 08 0 0 6 0 12
0 887 0
HV 0 0 21 4 0 15
80 0 55 0 0 042 0 73 377 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
22% - - - - 7%21% 2% - - 8% -HV% 0% - 8% 10% -
0 0
4:00 PM 5 3 6 0 14 0 0
0 0 0 0 0 0
West North South
3:45 PM 7 8 4 0 19 0
EB WB NB SB Total East
4:30 PM 5 7 2 0 14
0 0 1 0 1 0
0
4:15 PM 8 5 6 0 19 0 0 0
0 0 0 0 0 0
0 0 10 0 0 0 0 0
1 1
Peak Hr 25 23 18 0 66 0 0
0 0 0 0 1 0Count Total 25 23 18 0 66 0
10 0 0 1 0 1
0
0
0
0
1
1
N
WESTHAVEN DR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
887TEV:
0.95PHF:
377
73 450
314
0
42
259302
458
1
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 19 0
4:00 PM 0 0 4 1
0 0 1 0 3 0
TH RT
3:45 PM 0 0 5 2 0 5 3
UT LT TH RT
UT LT
14 0
4:15 PM 0 0 8 0 0 4 1
0 5 0 0 0 00 2 1 0 0 1
0 4 3 0 0 1
0 0 0 19 0
4:30 PM 0 0 4 1
0 0 3 0 3 0
14 660 1 0 0 0 0
0 0 0 66 0
Peak Hour 0 0 21 4
0 0 6 0 12 0Count Total 0 0 21 4 0 15 8
Westbound Northbound Southbound
LT TH RT LT TH RT LT
66 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min
Total
Rolling
One HourEastbound
0 12 0 0 0 00 15 8 0 0 6
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
2
1
2
5
5
WB 15.1% 0.80
NB 4.4% 0.61
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 6.0% 0.88
Date: 12/30/2021
Peak Hour Count Period: 7:45 AM 8:45 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 7.1% 0.85
TH RT
7:45 AM 0 0 108 9 0 2 15
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 8 19 0 0 21
0 0 0 150 0
8:00 AM 0 0 141 6
0 0 7 0 9 0
0 0 0 169 0
8:30 AM 0 0 127 8
0 0 6 0 16 0
211 0
8:15 AM 0 0 113 5 0 7 22
0 16 0 0 0 0
184 7140 8 0 0 0 00 2 31 0 0 8
Count Total 0 0 489 28 0 19 87 0 0 0 714 0
Peak
Hour
All 0 0 489
0 0 42 0 49 0
0 0 0 0 51 08 0 0 1 0 3
0 714 0
HV 0 0 25 6 0 8
42 0 49 0 0 028 0 19 87 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
6% - - - - 7%42% 9% - - 2% -HV% - - 5% 21% -
0 0
8:00 AM 10 4 1 0 15 0 0
0 0 0 0 0 0
West North South
7:45 AM 4 3 0 0 7 0
EB WB NB SB Total East
8:30 AM 10 6 2 0 18
0 0 0 0 0 1
2
8:15 AM 7 3 1 0 11 0 0 0
0 0 0 0 0 0
0 0 20 0 0 0 0 0
0 5
Peak Hr 31 16 4 0 51 0 0
0 0 0 0 0 0Count Total 31 16 4 0 51 0
50 0 0 0 0 0
0
0
0
0
0
5
N
MATTERHORN CIR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
714TEV:
0.85PHF:
87
19 106
538
0
28
489517
129
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 7 0
8:00 AM 0 0 8 2
0 0 0 0 0 0
TH RT
7:45 AM 0 0 4 0 0 2 1
UT LT TH RT
UT LT
15 0
8:15 AM 0 0 5 2 0 2 1
0 1 0 0 0 00 3 1 0 0 0
0 1 5 0 0 1
0 0 0 11 0
8:30 AM 0 0 8 2
0 0 0 0 1 0
18 510 1 0 0 0 0
0 0 0 51 0
Peak Hour 0 0 25 6
0 0 1 0 3 0Count Total 0 0 25 6 0 8 8
Westbound Northbound Southbound
LT TH RT LT TH RT LT
51 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min
Total
Rolling
One HourEastbound
0 3 0 0 0 00 8 8 0 0 1
0 0 0 0
8:00 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
7:45 AM 0 0 0 0
0 0
8:30 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:15 AM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
4
0
0
5
5
WB 1.3% 0.88
NB 1.2% 0.66
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 8.7% 0.89
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 3.9% 0.91
TH RT
3:45 PM 0 0 54 10 0 18 87
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 14 93 0 0 9
0 0 0 200 0
4:00 PM 0 0 71 5
0 0 12 0 19 0
0 0 0 225 0
4:30 PM 0 0 49 17
0 0 10 0 5 0
201 0
4:15 PM 0 0 67 14 0 15 114
0 9 0 0 0 0
197 8230 7 0 0 0 01 20 92 0 0 11
Count Total 0 0 241 46 1 67 386 0 0 0 823 0
Peak
Hour
All 0 0 241
0 0 42 0 40 0
0 0 0 0 32 02 0 0 1 0 0
0 823 0
HV 0 0 22 3 0 4
42 0 40 0 0 046 1 67 386 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 4%6% 1% - - 2% -HV% - - 9% 7% 0%
0 1
4:00 PM 8 2 0 0 10 0 0
0 0 0 0 0 0
West North South
3:45 PM 5 1 0 0 6 0
EB WB NB SB Total East
4:30 PM 4 2 1 0 7
0 0 0 0 0 0
4
4:15 PM 8 1 0 0 9 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 5
Peak Hr 25 6 1 0 32 0 0
0 0 0 0 0 0Count Total 25 6 1 0 32 0
50 0 0 0 0 0
0
0
0
0
0
5
N
MATTERHORN CIR
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
823TEV:
0.91PHF:
386
67 454
282
1
46
241287
428
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 6 0
4:00 PM 0 0 7 1
0 0 0 0 0 0
TH RT
3:45 PM 0 0 5 0 0 0 1
UT LT TH RT
UT LT
10 0
4:15 PM 0 0 7 1 0 1 0
0 0 0 0 0 00 2 0 0 0 0
0 1 1 0 0 1
0 0 0 9 0
4:30 PM 0 0 3 1
0 0 0 0 0 0
7 320 0 0 0 0 0
0 0 0 32 0
Peak Hour 0 0 22 3
0 0 1 0 0 0Count Total 0 0 22 3 0 4 2
Westbound Northbound Southbound
LT TH RT LT TH RT LT
32 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 4 2 0 0 1
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
0
1
0
2
2
WB 10.3% 0.83
NB 32.0% 0.69
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 6.0% 0.93
Date: 12/30/2021
Peak Hour Count Period: 7:45 AM 8:45 AM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 7.7% 0.91
TH RT
7:45 AM 0 0 119 2 0 2 22
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 0 38 0 0 2
0 0 0 148 0
8:00 AM 0 0 140 4
0 0 1 0 2 0
0 0 0 164 0
8:30 AM 0 0 135 6
0 0 5 0 4 0
187 0
8:15 AM 0 0 122 5 0 1 27
0 3 0 0 0 0
185 6840 5 0 0 0 00 1 35 0 0 3
Count Total 0 0 516 17 0 4 122 0 0 0 684 0
Peak
Hour
All 0 0 516
0 0 11 0 14 0
0 0 0 0 53 013 0 0 3 0 5
0 684 0
HV 0 0 29 3 0 0
11 0 14 0 0 017 0 4 122 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
36% - - - - 8%0% 11% - - 27% -HV% - - 6% 18% -
0 1
8:00 AM 9 3 3 0 15 0 0
0 0 0 0 0 0
West North South
7:45 AM 7 1 0 0 8 0
EB WB NB SB Total East
8:30 AM 6 7 3 0 16
0 0 0 0 0 1
0
8:15 AM 10 2 2 0 14 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 2
Peak Hr 32 13 8 0 53 0 0
0 0 0 0 0 0Count Total 32 13 8 0 53 0
20 0 0 0 0 0
0
0
0
0
0
2
N
W GORE CREEK RD
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
684TEV:
0.91PHF:
122
4 126
530
0
17
516533
133
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 8 0
8:00 AM 0 0 9 0
0 0 0 0 0 0
TH RT
7:45 AM 0 0 5 2 0 0 1
UT LT TH RT
UT LT
15 0
8:15 AM 0 0 9 1 0 0 2
0 2 0 0 0 00 0 3 0 0 1
0 0 7 0 0 1
0 0 0 14 0
8:30 AM 0 0 6 0
0 0 1 0 1 0
16 530 2 0 0 0 0
0 0 0 53 0
Peak Hour 0 0 29 3
0 0 3 0 5 0Count Total 0 0 29 3 0 0 13
Westbound Northbound Southbound
LT TH RT LT TH RT LT
53 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min
Total
Rolling
One HourEastbound
0 5 0 0 0 00 0 13 0 0 3
0 0 0 0
8:00 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
7:45 AM 0 0 0 0
0 0
8:30 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:15 AM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
3
0
0
3
3
WB 3.2% 0.84
NB 22.2% 0.75
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 7.8% 0.84
Date: 12/30/2021
Peak Hour Count Period: 3:45 PM 4:45 PM
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min
TotalUT LT TH RT
SB - -
TOTAL 5.8% 0.85
TH RT
3:45 PM 0 0 72 2 0 5 96
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 1 100 0 0 7
0 0 0 179 0
4:00 PM 0 0 71 4
0 0 4 0 0 0
0 0 0 225 0
4:30 PM 0 0 64 3
0 0 5 0 1 0
184 0
4:15 PM 0 0 80 11 0 3 125
0 1 0 0 0 0
177 7650 1 0 0 0 00 4 97 0 0 8
Count Total 0 0 287 20 0 13 418 0 0 0 765 0
Peak
Hour
All 0 0 287
0 0 24 0 3 0
0 0 0 0 44 011 0 0 4 0 2
0 765 0
HV 0 0 22 2 0 3
24 0 3 0 0 020 0 13 418 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
67% - - - - 6%23% 3% - - 17% -HV% - - 8% 10% -
0 0
4:00 PM 8 1 3 0 12 0 0
0 0 0 0 0 0
West North South
3:45 PM 4 4 0 0 8 0
EB WB NB SB Total East
4:30 PM 3 4 2 0 9
0 0 0 0 0 0
3
4:15 PM 9 5 1 0 15 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0
0 3
Peak Hr 24 14 6 0 44 0 0
0 0 0 0 0 0Count Total 24 14 6 0 44 0
30 0 0 0 0 0
0
0
0
0
0
3
N
W GORE CREEK RD
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
765TEV:
0.85PHF:
418
13 431
290
0
20
287307
442
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 8 0
4:00 PM 0 0 7 1
0 0 0 0 0 0
TH RT
3:45 PM 0 0 4 0 0 1 3
UT LT TH RT
UT LT
12 0
4:15 PM 0 0 8 1 0 2 3
0 1 0 0 0 00 0 1 0 0 2
0 0 4 0 0 1
0 0 0 15 0
4:30 PM 0 0 3 0
0 0 1 0 0 0
9 440 1 0 0 0 0
0 0 0 44 0
Peak Hour 0 0 22 2
0 0 4 0 2 0Count Total 0 0 22 2 0 3 11
Westbound Northbound Southbound
LT TH RT LT TH RT LT
44 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min
Total
Rolling
One HourEastbound
0 2 0 0 0 00 3 11 0 0 4
0 0 0 0
4:00 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
3:45 PM 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:15 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
5
1
1
9
900 1 1 0 0 9
9 0
Peak Hr 14 17 0 3 34 0 0
0 0 1 1 0 0Count Total 14 17 0 3 34 0
0 1 00 0 0 0 0 0
0 1 0
0
8:45 AM 6 1 0 1 8 0 0 0
0 0 0 0 0 5
0 10 0
EB WB NB SB Total East
9:00 AM 2 5 0 2 9
0 0 0
- - -HV% - 19% 6% - -
2 0
8:30 AM 2 5 0 0 7 0 0
0 0 1 1 0 0
West North South
8:15 AM 4 6 0
0
0 0 0 0 37 00 0 0 114 22 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 3% - 6% 9%- 11% 18%
Peak
Hour
All 0 27 146
22 0 0 0 0 0
0 1 0 2 34 013 4 0 0 0 0
35 381 0
HV 0 5 9 0 0
Count Total 0 27 146 0 0 0 114 37 0 35 381 0
73 3810 0 0 7 0 120 0 24 6 0 0
10 0 11 101 0
9:00 AM 0 5 19 0
2 0 0 0 0 0
98 0
8:45 AM 0 10 38 0 0 0 30
0 0 0 8 0 50 0 31 8 0 0
12 0 7 109 0
8:30 AM 0 6 40 0
6 0 0 0 0 08:15 AM 0 6 49 0 0 0 29
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min
TotalUTLT TH RT
SB 4.2% 0.86
TOTAL 8.9% 0.87
TH RTUTLT TH RT UT LT
WB 12.5% 0.87
NB - -
Peak Hour: 8:15 AM 9:15 AM
HV %: PHF
EB 8.1% 0.79
Date: 12/30/2021
Peak Hour Count Period: 8:15 AM 9:15 AM
0
0
0
0
9
0
N
RED SANDSTONE RD
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
381TEV:
0.87PHF:
22
114 136
183
0
146
27173
149
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 1 00 0 0 0 1 0Peak Hour 0 0 0 0 0
0 1 0 0 1 0Count Total 0 0 0 0 0 0 0 0
10 0 0 0 0 0
0 0
9:00 AM 0 0 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 1 0
8:30 AM 0 0 0 0 0
0 0 0 0 0 1
TH RT LT TH RT
8:15 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
34 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min
Total
Rolling
One HourEastbound
0 0 0 1 0 20 0 13 4 0 0
1 0 2 34 0
Peak Hour 0 5 9 0
4 0 0 0 0 0Count Total 0 5 9 0 0 0 13
9 340 0 0 1 0 10 0 4 1 0 0
0 0 1 8 0
9:00 AM 0 0 2 0
1 0 0 0 0 0
7 0
8:45 AM 0 4 2 0 0 0 0
0 0 0 0 0 00 0 5 0 0 0
0 0 0 10 0
8:30 AM 0 1 1 0
2 0 0 0 0 0
TH RT
8:15 AM 0 0 4 0 0 0 4
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
2
9
1
14
1400 0 0 0 0 14
14 0
Peak Hr 11 18 0 2 31 0 0
0 0 0 0 0 0Count Total 11 18 0 2 31 0
0 1 00 0 0 0 0 0
0 9 0
0
4:30 PM 3 5 0 1 9 0 0 0
0 0 0 0 0 2
0 8 0
EB WB NB SB Total East
4:45 PM 3 5 0 1 9
0 0 0
- - -HV% - 0% 6% - -
2 0
4:15 PM 2 3 0 0 5 0 0
0 0 0 0 0 0
West North South
4:00 PM 3 5 0
0
0 0 0 0 26 00 0 0 264 47 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 0% - 4% 5%- 5% 13%
Peak
Hour
All 0 53 174
47 0 0 0 0 0
0 0 0 2 31 012 6 0 0 0 0
50 614 0
HV 0 0 11 0 0
Count Total 0 53 174 0 0 0 264 26 0 50 614 0
162 6140 0 0 9 0 210 0 65 9 0 0
7 0 12 162 0
4:45 PM 0 8 50 0
13 0 0 0 0 0
147 0
4:30 PM 0 17 43 0 0 0 70
0 0 0 2 0 70 0 76 14 0 0
8 0 10 143 0
4:15 PM 0 14 34 0
11 0 0 0 0 04:00 PM 0 14 47 0 0 0 53
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min
TotalUTLT TH RT
SB 2.6% 0.63
TOTAL 5.0% 0.95
TH RTUTLT TH RT UT LT
WB 5.8% 0.86
NB - -
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 4.8% 0.93
Date: 12/30/2021
Peak Hour Count Period: 4:00 PM 5:00 PM
0
0
0
0
14
0
N
RED SANDSTONE RD
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
614TEV:
0.95PHF:
47
264 311
200
0
174
53227
314
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
4:00 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
31 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 20 0 12 6 0 0
0 0 2 31 0
Peak Hour 0 0 11 0
6 0 0 0 0 0Count Total 0 0 11 0 0 0 12
9 310 0 0 0 0 10 0 2 3 0 0
0 0 1 9 0
4:45 PM 0 0 3 0
1 0 0 0 0 0
5 0
4:30 PM 0 0 3 0 0 0 4
0 0 0 0 0 00 0 2 1 0 0
0 0 0 8 0
4:15 PM 0 0 2 0
1 0 0 0 0 0
TH RT
4:00 PM 0 0 3 0 0 0 4
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
1
0
0
1
100 0 0 0 0 1
1 0
Peak Hr 13 15 0 15 43 0 0
0 0 0 0 0 0Count Total 13 15 0 15 43 0
0 0 00 0 0 0 0 0
0 0 0
0
9:00 AM 4 4 0 3 11 0 0 0
0 0 0 0 0 1
5 11 0
EB WB NB SB Total East
9:15 AM 3 4 0 4 11
0 0 0
- - -HV% - 17% 6% - -
0 0
8:45 AM 6 1 0 3 10 0 0
0 0 0 0 0 0
West North South
8:30 AM 0 6 0
0
0 0 0 1 44 00 0 0 132 21 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- 100% 16% - 19% 11%- 8% 19%
Peak
Hour
All 0 29 131
21 0 0 0 0 1
1 7 0 7 43 011 4 0 0 0 0
37 395 0
HV 0 5 8 0 0
Count Total 0 29 131 0 0 0 132 44 0 37 395 0
107 3950 0 0 12 0 60 0 38 2 0 0
4 0 11 87 0
9:15 AM 0 9 40 0
5 0 0 0 0 0
107 0
9:00 AM 0 9 21 0 0 0 37
0 0 0 15 0 70 0 27 9 0 0
13 0 13 94 0
8:45 AM 0 8 41 0
5 0 0 0 0 18:30 AM 0 3 29 0 0 0 30
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min
TotalUTLT TH RT
SB 18.3% 0.76
TOTAL 10.9% 0.92
TH RTUTLT TH RT UT LT
WB 9.8% 0.91
NB - -
Peak Hour: 8:30 AM 9:30 AM
HV %: PHF
EB 8.1% 0.82
Date: 12/30/2021
Peak Hour Count Period: 8:30 AM 9:30 AM
0
0
0
0
1
0
N
LIONS RIDGE LOOP
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
395TEV:
0.92PHF:
21
132 153
175
0
131
29160
169
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
9:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 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
TH RT LT TH RT
8:30 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
43 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min
Total
Rolling
One HourEastbound
0 0 1 7 0 70 0 11 4 0 0
7 0 7 43 0
Peak Hour 0 5 8 0
4 0 0 0 0 1Count Total 0 5 8 0 0 0 11
11 430 0 0 3 0 10 0 3 1 0 0
0 0 3 11 0
9:15 AM 0 1 2 0
2 0 0 0 0 0
10 0
9:00 AM 0 2 2 0 0 0 2
0 0 0 2 0 10 0 1 0 0 0
2 0 2 11 0
8:45 AM 0 2 4 0
1 0 0 0 0 1
TH RT
8:30 AM 0 0 0 0 0 0 5
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
3
1
1
7
700 0 0 0 0 7
7 0
Peak Hr 7 14 0 13 34 0 0
0 0 0 0 0 0Count Total 7 14 0 13 34 0
0 1 00 0 0 0 0 0
0 1 0
0
4:45 PM 2 5 0 1 8 0 0 0
0 0 0 0 0 3
3 7 0
EB WB NB SB Total East
5:00 PM 3 3 0 4 10
0 0 0
- - -HV% - 4% 3% - -
2 0
4:30 PM 1 3 0 5 9 0 0
0 0 0 0 0 0
West North South
4:15 PM 1 3 0
0
0 0 0 0 29 00 0 0 294 44 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 17% - 15% 5%- 3% 9%
Peak
Hour
All 0 46 178
44 0 0 0 0 0
0 5 0 8 34 010 4 0 0 0 0
52 643 0
HV 0 2 5 0 0
Count Total 0 46 178 0 0 0 294 29 0 52 643 0
142 6430 0 0 3 0 70 0 78 8 0 0
6 0 12 171 0
5:00 PM 0 6 40 0
14 0 0 0 0 0
171 0
4:45 PM 0 13 52 0 0 0 74
0 0 0 12 0 130 0 70 11 0 0
8 0 20 159 0
4:30 PM 0 20 45 0
11 0 0 0 0 04:15 PM 0 7 41 0 0 0 72
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min
TotalUTLT TH RT
SB 16.0% 0.72
TOTAL 5.3% 0.94
TH RTUTLT TH RT UT LT
WB 4.1% 0.96
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 3.1% 0.86
Date: 12/30/2021
Peak Hour Count Period: 4:15 PM 5:15 PM
0
0
0
0
7
0
N
LIONS RIDGE LOOP
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
643TEV:
0.94PHF:
44
294 338
207
0
178
46224
346
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:45 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:30 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
4:15 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
34 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min
Total
Rolling
One HourEastbound
0 0 0 5 0 80 0 10 4 0 0
5 0 8 34 0
Peak Hour 0 2 5 0
4 0 0 0 0 0Count Total 0 2 5 0 0 0 10
10 340 0 0 1 0 30 0 3 0 0 0
0 0 1 8 0
5:00 PM 0 1 2 0
2 0 0 0 0 0
9 0
4:45 PM 0 0 2 0 0 0 3
0 0 0 3 0 20 0 2 1 0 0
1 0 2 7 0
4:30 PM 0 1 0 0
1 0 0 0 0 0
TH RT
4:15 PM 0 0 1 0 0 0 2
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
2
2
200 0 0 0 0 2
2 0
Peak Hr 10 12 0 5 27 0 0
0 0 0 0 0 0Count Total 10 12 0 5 27 0
0 2 00 0 0 0 0 0
0 0 0
0
9:00 AM 2 2 0 2 6 0 0 0
0 0 0 0 0 0
0 9 0
EB WB NB SB Total East
9:15 AM 2 4 0 1 7
0 0 0
- - -HV% - 0% 6% - 0%
0 0
8:45 AM 1 2 0 2 5 0 0
0 0 0 0 0 0
West North South
8:30 AM 5 4 0
0
0 0 0 0 29 00 1 0 179 15 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 10% - 7% 6%- 6% 7%
Peak
Hour
All 0 23 168
15 0 0 0 0 0
0 3 0 2 27 011 1 0 0 0 0
29 444 0
HV 0 0 10 0 0
Count Total 0 23 168 0 1 0 179 29 0 29 444 0
123 4440 0 0 5 0 61 0 48 6 0 0
5 0 8 109 0
9:15 AM 0 10 47 0
3 0 0 0 0 0
110 0
9:00 AM 0 7 37 0 0 0 49
0 0 0 12 0 70 0 47 2 0 0
7 0 8 102 0
8:45 AM 0 5 37 0
4 0 0 0 0 08:30 AM 0 1 47 0 0 0 35
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min
TotalUTLT TH RT
SB 8.6% 0.76
TOTAL 6.1% 0.90
TH RTUTLT TH RT UT LT
WB 6.2% 0.89
NB - -
Peak Hour: 8:30 AM 9:30 AM
HV %: PHF
EB 5.2% 0.84
Date: 12/30/2021
Peak Hour Count Period: 8:30 AM 9:30 AM
0
0
0
0
2
0
N
BUFFEHR CREEK RD
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
444TEV:
0.9PHF:
15
179 195
198
1
168
23191
208
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
9:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 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
TH RT LT TH RT
8:30 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
27 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min
Total
Rolling
One HourEastbound
0 0 0 3 0 20 0 11 1 0 0
3 0 2 27 0
Peak Hour 0 0 10 0
1 0 0 0 0 0Count Total 0 0 10 0 0 0 11
7 270 0 0 1 0 00 0 3 1 0 0
1 0 1 6 0
9:15 AM 0 0 2 0
0 0 0 0 0 0
5 0
9:00 AM 0 0 2 0 0 0 2
0 0 0 1 0 10 0 2 0 0 0
0 0 0 9 0
8:45 AM 0 0 1 0
0 0 0 0 0 0
TH RT
8:30 AM 0 0 5 0 0 0 4
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
0
4
0
5
500 1 1 0 0 5
5 0
Peak Hr 6 12 0 7 25 0 0
0 0 1 1 0 0Count Total 6 12 0 7 25 0
0 0 00 0 0 0 0 0
0 4 0
0
4:45 PM 0 2 0 2 4 0 0 0
0 1 1 0 0 0
3 7 0
EB WB NB SB Total East
5:00 PM 3 3 0 1 7
0 0 0
- - -HV% - 3% 2% - -
1 0
4:30 PM 2 4 0 1 7 0 0
0 0 0 0 0 0
West North South
4:15 PM 1 3 0
0
0 0 0 0 20 00 0 0 492 34 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 10% - 10% 3%- 2% 3%
Peak
Hour
All 0 40 210
34 0 0 0 0 0
0 2 0 5 25 011 1 0 0 0 0
50 846 0
HV 0 1 5 0 0
Count Total 0 40 210 0 0 0 492 20 0 50 846 0
205 8460 0 0 4 0 90 0 124 10 0 0
2 0 11 230 0
5:00 PM 0 10 48 0
8 0 0 0 0 0
209 0
4:45 PM 0 13 64 0 0 0 132
0 0 0 6 0 80 0 120 7 0 0
8 0 22 202 0
4:30 PM 0 10 58 0
9 0 0 0 0 04:15 PM 0 7 40 0 0 0 116
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min
TotalUTLT TH RT
SB 10.0% 0.58
TOTAL 3.0% 0.92
TH RTUTLT TH RT UT LT
WB 2.3% 0.94
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 2.4% 0.81
Date: 12/30/2021
Peak Hour Count Period: 4:15 PM 5:15 PM
0
0
0
0
5
0
N
BUFFEHR CREEK RD
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
846TEV:
0.92PHF:
34
492 526
230
0
210
40250
542
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
1 1 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 1 1 0Count Total 0 0 0 0 0 0 0 0
10 0 0 0 0 0
0 0
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
1 1 0
4:45 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:30 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
4:15 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
25 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min
Total
Rolling
One HourEastbound
0 0 0 2 0 50 0 11 1 0 0
2 0 5 25 0
Peak Hour 0 1 5 0
1 0 0 0 0 0Count Total 0 1 5 0 0 0 11
7 250 0 0 0 0 10 0 3 0 0 0
1 0 1 4 0
5:00 PM 0 0 3 0
0 0 0 0 0 0
7 0
4:45 PM 0 0 0 0 0 0 2
0 0 0 0 0 10 0 4 0 0 0
1 0 2 7 0
4:30 PM 0 0 2 0
1 0 0 0 0 0
TH RT
4:15 PM 0 1 0 0 0 0 2
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
2
4
6
600 0 0 0 2 4
4 0
Peak Hr 10 15 0 1 26 0 0
0 0 0 0 0 2Count Total 10 15 0 1 26 0
2 2 00 0 0 0 0 0
0 2 0
0
9:00 AM 2 3 0 0 5 0 0 0
0 0 0 0 0 0
1 10 0
EB WB NB SB Total East
9:15 AM 2 4 0 0 6
0 0 0
- - -HV% - 0% 6% - -
0 0
8:45 AM 2 3 0 0 5 0 0
0 0 0 0 0 0
West North South
8:30 AM 4 5 0
0
0 0 0 0 35 00 0 0 172 47 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 0% - 2% 5%- 9% 0%
Peak
Hour
All 0 54 154
47 0 0 0 0 0
0 0 0 1 26 015 0 0 0 0 0
46 508 0
HV 0 0 10 0 0
Count Total 0 54 154 0 0 0 172 35 0 46 508 0
137 5080 0 0 10 0 160 0 42 13 0 0
6 0 14 143 0
9:15 AM 0 13 43 0
17 0 0 0 0 0
115 0
9:00 AM 0 16 46 0 0 0 44
0 0 0 11 0 80 0 49 9 0 0
8 0 8 113 0
8:45 AM 0 10 28 0
8 0 0 0 0 08:30 AM 0 15 37 0 0 0 37
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min
TotalUTLT TH RT
SB 1.2% 0.78
TOTAL 5.1% 0.89
TH RTUTLT TH RT UT LT
WB 6.8% 0.90
NB - -
Peak Hour: 8:30 AM 9:30 AM
HV %: PHF
EB 4.8% 0.84
Date: 12-30-2021
Peak Hour Count Period: 8:30 AM 9:30 AM
0
0
0
0
4
0
N
CITY MARKET ACCESS
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
508TEV:
0.89PHF:
47
172 219
189
0
154
54208
218
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
9:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 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
TH RT LT TH RT
8:30 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
26 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 10 0 15 0 0 0
0 0 1 26 0
Peak Hour 0 0 10 0
0 0 0 0 0 0Count Total 0 0 10 0 0 0 15
6 260 0 0 0 0 00 0 4 0 0 0
0 0 0 5 0
9:15 AM 0 0 2 0
0 0 0 0 0 0
5 0
9:00 AM 0 0 2 0 0 0 3
0 0 0 0 0 00 0 3 0 0 0
0 0 1 10 0
8:45 AM 0 0 2 0
0 0 0 0 0 0
TH RT
8:30 AM 0 0 4 0 0 0 5
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
14
6
4
2
26
2600 0 0 0 5 21
21 0
Peak Hr 8 18 0 2 28 0 0
0 0 0 0 0 5Count Total 8 18 0 2 28 0
0 2 00 0 0 0 0 0
0 4 0
0
4:45 PM 1 4 0 0 5 0 0 0
0 0 0 0 0 6
1 7 0
EB WB NB SB Total East
5:00 PM 4 4 0 1 9
0 0 0
- - -HV% - 1% 3% - 0%
9 0
4:30 PM 2 5 0 0 7 0 0
0 0 0 0 0 5
West North South
4:15 PM 1 5 0
0
0 0 0 0 57 00 1 0 424 123 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 0% - 1% 3%- 4% 0%
Peak
Hour
All 0 83 206
123 0 0 0 0 0
0 0 0 2 28 018 0 0 0 0 0
149 1,043 0
HV 0 1 7 0 0
Count Total 0 83 206 0 1 0 424 57 0 149 1,043 0
267 1,0430 0 0 10 0 400 0 106 33 0 0
19 0 33 269 0
5:00 PM 0 27 51 0
26 0 0 0 0 0
257 0
4:45 PM 0 19 55 0 1 0 116
0 0 0 13 0 380 0 100 31 0 0
15 0 38 250 0
4:30 PM 0 19 56 0
33 0 0 0 0 04:15 PM 0 18 44 0 0 0 102
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min
TotalUTLT TH RT
SB 1.0% 0.97
TOTAL 2.7% 0.97
TH RTUTLT TH RT UT LT
WB 3.3% 0.96
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 2.8% 0.93
Date: 12-30-2021
Peak Hour Count Period: 4:15 PM 5:15 PM
0
0
0
0
21
0
N
CITY MARKET ACCESS
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
1,043TEV:
0.97PHF:
123
424 548
264
1
206
83289
573
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:45 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:30 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
4:15 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
28 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 20 0 18 0 0 0
0 0 2 28 0
Peak Hour 0 1 7 0
0 0 0 0 0 0Count Total 0 1 7 0 0 0 18
9 280 0 0 0 0 10 0 4 0 0 0
0 0 0 5 0
5:00 PM 0 1 3 0
0 0 0 0 0 0
7 0
4:45 PM 0 0 1 0 0 0 4
0 0 0 0 0 00 0 5 0 0 0
0 0 1 7 0
4:30 PM 0 0 2 0
0 0 0 0 0 0
TH RT
4:15 PM 0 0 1 0 0 0 5
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
4
2
7
7
20
20100 0 0 0 0 10
10 10
Peak Hr 9 13 0 3 25 0 0
0 0 0 0 0 0Count Total 9 13 0 3 25 0
0 5 20 0 0 0 0 0
0 5 2
2
9:00 AM 1 3 0 1 5 0 0 0
0 0 0 0 0 0
1 8 0
EB WB NB SB Total East
9:15 AM 2 3 0 1 6
0 0 0
- - -HV% - 2% 4% - -
0 4
8:45 AM 3 3 0 0 6 0 0
0 0 0 0 0 0
West North South
8:30 AM 3 4 0
0
0 0 0 0 19 00 0 0 195 19 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 5% - 4% 5%- 7% 0%
Peak
Hour
All 0 59 201
19 0 0 0 0 0
0 1 0 2 25 013 0 0 0 0 0
52 545 0
HV 0 1 8 0 0
Count Total 0 59 201 0 0 0 195 19 0 52 545 0
148 5450 0 0 6 0 150 0 56 5 0 0
5 0 17 140 0
9:15 AM 0 12 54 0
7 0 0 0 0 0
135 0
9:00 AM 0 16 51 0 0 0 44
0 0 0 2 0 90 0 57 4 0 0
6 0 11 122 0
8:45 AM 0 18 45 0
3 0 0 0 0 08:30 AM 0 13 51 0 0 0 38
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min
TotalUTLT TH RT
SB 4.2% 0.81
TOTAL 4.6% 0.92
TH RTUTLT TH RT UT LT
WB 6.1% 0.88
NB - -
Peak Hour: 8:30 AM 9:30 AM
HV %: PHF
EB 3.5% 0.97
Date: 12/30/2021
Peak Hour Count Period: 8:30 AM 9:30 AM
0
0
0
0
10
10
N
SAFEWAY W ENTRANCE
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
545TEV:
0.92PHF:
19
195 214
220
0
201
59260
247
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
9:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 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
TH RT LT TH RT
8:30 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
25 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min
Total
Rolling
One HourEastbound
0 0 0 1 0 20 0 13 0 0 0
1 0 2 25 0
Peak Hour 0 1 8 0
0 0 0 0 0 0Count Total 0 1 8 0 0 0 13
6 250 0 0 0 0 10 0 3 0 0 0
0 0 1 5 0
9:15 AM 0 0 2 0
0 0 0 0 0 0
6 0
9:00 AM 0 0 1 0 0 0 3
0 0 0 0 0 00 0 3 0 0 0
1 0 0 8 0
8:45 AM 0 0 3 0
0 0 0 0 0 0
TH RT
8:30 AM 0 1 2 0 0 0 4
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
6
0
4
4
14
1440 0 0 1 3 6
6 4
Peak Hr 8 16 0 0 24 0 0
0 0 0 0 1 3Count Total 8 16 0 0 24 0
3 1 00 0 0 0 0 0
0 1 3
0
4:45 PM 1 3 0 0 4 0 0 0
0 0 0 0 0 0
0 6 0
EB WB NB SB Total East
5:00 PM 5 4 0 0 9
0 0 0
- - -HV% 0% 0% 3% - 0%
4 1
4:30 PM 1 4 0 0 5 0 0
0 0 0 0 1 0
West North South
4:15 PM 1 5 0
0
0 0 0 0 27 00 1 0 484 81 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 0% - 0% 2%- 3% 1%
Peak
Hour
All 1 102 245
81 0 0 0 0 0
0 0 0 0 24 015 1 0 0 0 0
135 1,076 0
HV 0 0 8 0 0
Count Total 1 102 245 0 1 0 484 27 0 135 1,076 0
267 1,0760 0 0 5 0 340 0 117 25 0 0
4 0 35 291 0
5:00 PM 0 29 57 0
19 0 0 0 0 0
255 0
4:45 PM 0 28 72 0 0 0 133
0 0 0 9 0 310 0 111 19 0 0
9 0 35 263 0
4:30 PM 1 20 64 0
18 0 0 0 0 04:15 PM 0 25 52 0 1 0 123
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min
TotalUTLT TH RT
SB 0.0% 0.92
TOTAL 2.2% 0.92
TH RTUTLT TH RT UT LT
WB 2.8% 0.93
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 2.3% 0.87
Date: 12/30/2021
Peak Hour Count Period: 4:15 PM 5:15 PM
0
0
0
0
6
4
N
SAFEWAY W ENTRANCE
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
1,076TEV:
0.92PHF:
81
484 566
273
1
245
102348
620
1
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:45 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:30 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
4:15 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
24 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 15 1 0 0
0 0 0 24 0
Peak Hour 0 0 8 0
1 0 0 0 0 0Count Total 0 0 8 0 0 0 15
9 240 0 0 0 0 00 0 3 1 0 0
0 0 0 4 0
5:00 PM 0 0 5 0
0 0 0 0 0 0
5 0
4:45 PM 0 0 1 0 0 0 3
0 0 0 0 0 00 0 4 0 0 0
0 0 0 6 0
4:30 PM 0 0 1 0
0 0 0 0 0 0
TH RT
4:15 PM 0 0 1 0 0 0 5
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
6
3
4
16
29
2960 0 0 8 0 15
15 6
Peak Hr 10 15 0 1 26 0 0
0 0 0 0 8 0Count Total 10 15 0 1 26 0
0 8 00 0 0 0 0 8
0 2 2
0
9:00 AM 2 4 0 1 7 0 0 0
0 0 0 0 0 3
0 7 0
EB WB NB SB Total East
9:15 AM 2 4 0 0 6
0 0 0
- - -HV% - 2% 4% - -
2 4
8:45 AM 3 3 0 0 6 0 0
0 0 0 0 0 0
West North South
8:30 AM 3 4 0
0
0 0 0 0 12 00 0 0 225 18 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 0% - 2% 4%- 7% 0%
Peak
Hour
All 0 50 252
18 0 0 0 0 0
0 0 0 1 26 015 0 0 0 0 0
47 604 0
HV 0 1 9 0 0
Count Total 0 50 252 0 0 0 225 12 0 47 604 0
156 6040 0 0 4 0 120 0 64 3 0 0
4 0 12 153 0
9:15 AM 0 9 64 0
7 0 0 0 0 0
158 0
9:00 AM 0 14 64 0 0 0 52
0 0 0 2 0 110 0 61 6 0 0
2 0 12 137 0
8:45 AM 0 17 61 0
2 0 0 0 0 08:30 AM 0 10 63 0 0 0 48
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
TotalUTLT TH RT
SB 1.7% 0.92
TOTAL 4.3% 0.96
TH RTUTLT TH RT UT LT
WB 6.2% 0.91
NB - -
Peak Hour: 8:30 AM 9:30 AM
HV %: PHF
EB 3.3% 0.97
Date: 12/30/2021
Peak Hour Count Period: 8:30 AM 9:30 AM
0
0
0
0
15
6
N
N FRONTAGE RD W
COMMERCIAL ACCESS
N FRONTAGE
RD W
COMMERCIAL
ACCESS
604TEV:
0.96PHF:
18
225 243
264
0
252
50302
272
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
9:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 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
TH RT LT TH RT
8:30 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
26 0
Interval
Start
COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 10 0 15 0 0 0
0 0 1 26 0
Peak Hour 0 1 9 0
0 0 0 0 0 0Count Total 0 1 9 0 0 0 15
6 260 0 0 0 0 00 0 4 0 0 0
0 0 1 7 0
9:15 AM 0 0 2 0
0 0 0 0 0 0
6 0
9:00 AM 0 1 1 0 0 0 4
0 0 0 0 0 00 0 3 0 0 0
0 0 0 7 0
8:45 AM 0 0 3 0
0 0 0 0 0 0
TH RT
8:30 AM 0 0 3 0 0 0 4
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
8
2
3
15
1520 0 0 0 4 9
9 2
Peak Hr 8 15 0 2 25 0 0
0 0 0 0 0 4Count Total 8 15 0 2 25 0
0 3 00 0 0 0 0 0
0 0 2
0
4:45 PM 1 3 0 1 5 0 0 0
0 0 0 0 4 4
0 6 0
EB WB NB SB Total East
5:00 PM 5 3 0 0 8
0 0 0
- - -HV% - 0% 2% - -
2 0
4:30 PM 1 4 0 1 6 0 0
0 0 0 0 0 0
West North South
4:15 PM 1 5 0
0
0 0 0 0 18 00 0 0 593 31 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 0% - 2% 2%- 3% 0%
Peak
Hour
All 0 84 335
31 0 0 0 0 0
0 0 0 2 25 015 0 0 0 0 0
115 1,176 0
HV 0 0 8 0 0
Count Total 0 84 335 0 0 0 593 18 0 115 1,176 0
291 1,1760 0 0 4 0 300 0 146 6 0 0
4 0 29 315 0
5:00 PM 0 22 83 0
9 0 0 0 0 0
285 0
4:45 PM 0 17 99 0 0 0 157
0 0 0 9 0 250 0 135 11 0 0
1 0 31 285 0
4:30 PM 0 27 78 0
5 0 0 0 0 04:15 PM 0 18 75 0 0 0 155
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
TotalUTLT TH RT
SB 1.5% 0.98
TOTAL 2.1% 0.93
TH RTUTLT TH RT UT LT
WB 2.4% 0.94
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 1.9% 0.90
Date: 12/30/2021
Peak Hour Count Period: 4:15 PM 5:15 PM
0
0
0
0
9
2
N
N FRONTAGE RD W
COMMERCIAL ACCESS
N FRONTAGE
RD W
COMMERCIAL
ACCESS
1,176TEV:
0.93PHF:
31
593 624
353
0
335
84419
708
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:45 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:30 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
4:15 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
25 0
Interval
Start
COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 20 0 15 0 0 0
0 0 2 25 0
Peak Hour 0 0 8 0
0 0 0 0 0 0Count Total 0 0 8 0 0 0 15
8 250 0 0 0 0 00 0 3 0 0 0
0 0 1 5 0
5:00 PM 0 0 5 0
0 0 0 0 0 0
6 0
4:45 PM 0 0 1 0 0 0 3
0 0 0 0 0 10 0 4 0 0 0
0 0 0 6 0
4:30 PM 0 0 1 0
0 0 0 0 0 0
TH RT
4:15 PM 0 0 1 0 0 0 5
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2
3
2
1
8
800 0 0 2 0 6
6 0
Peak Hr 9 19 0 2 30 0 0
0 0 0 0 2 0Count Total 9 19 0 2 30 0
0 1 00 0 0 0 0 0
0 0 0
0
9:00 AM 1 5 0 0 6 0 0 0
0 0 0 0 0 3
0 9 0
EB WB NB SB Total East
9:15 AM 2 4 0 1 7
0 0 2
- - -HV% - 0% 3% - -
2 0
8:45 AM 3 4 0 1 8 0 0
0 0 0 0 0 0
West North South
8:30 AM 3 6 0
0
0 0 0 0 16 00 0 0 268 6 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 13% - 0% 5%- 6% 33%
Peak
Hour
All 0 4 285
6 0 0 0 0 0
0 2 0 0 30 017 2 0 0 0 0
8 587 0
HV 0 0 9 0 0
Count Total 0 4 285 0 0 0 268 16 0 8 587 0
148 5870 0 0 6 0 30 0 69 2 0 0
3 0 2 146 0
9:15 AM 0 2 66 0
0 0 0 0 0 0
150 0
9:00 AM 0 1 70 0 0 0 70
0 0 0 4 0 10 0 70 3 0 0
3 0 2 143 0
8:45 AM 0 0 72 0
1 0 0 0 0 08:30 AM 0 1 77 0 0 0 59
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
TotalUTLT TH RT
SB 8.3% 0.67
TOTAL 5.1% 0.98
TH RTUTLT TH RT UT LT
WB 6.9% 0.94
NB - -
Peak Hour: 8:30 AM 9:30 AM
HV %: PHF
EB 3.1% 0.93
Date: 12/30/2021
Peak Hour Count Period: 8:30 AM 9:30 AM
0
0
0
0
6
0
N
COMMERCIAL ACCESS
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
587TEV:
0.98PHF:
6
268 274
301
0
285
4289
276
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
9:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:00 AM 0 0 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
TH RT LT TH RT
8:30 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
30 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound
0 0 0 2 0 00 0 17 2 0 0
2 0 0 30 0
Peak Hour 0 0 9 0
2 0 0 0 0 0Count Total 0 0 9 0 0 0 17
7 300 0 0 1 0 00 0 3 1 0 0
0 0 0 6 0
9:15 AM 0 0 2 0
0 0 0 0 0 0
8 0
9:00 AM 0 0 1 0 0 0 5
0 0 0 1 0 00 0 3 1 0 0
0 0 0 9 0
8:45 AM 0 0 3 0
0 0 0 0 0 0
TH RT
8:30 AM 0 0 3 0 0 0 6
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound Westbound
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Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1
5
2
2
10
1000 0 0 6 0 4
4 0
Peak Hr 6 20 0 3 29 0 0
0 0 0 0 6 0Count Total 6 20 0 3 29 0
0 2 00 0 0 0 0 0
0 0 0
0
4:45 PM 1 5 0 0 6 0 0 0
0 0 0 4 0 1
0 9 0
EB WB NB SB Total East
5:00 PM 3 4 0 2 9
0 0 2
- - -HV% - 0% 1% - -
1 0
4:30 PM 1 3 0 1 5 0 0
0 0 0 0 0 0
West North South
4:15 PM 1 8 0
0
0 0 0 0 8 00 0 0 690 18 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 25% - 10% 3%- 2% 17%
Peak
Hour
All 0 15 408
18 0 0 0 0 0
0 2 0 1 29 017 3 0 0 0 0
10 1,149 0
HV 0 0 6 0 0
Count Total 0 15 408 0 0 0 690 8 0 10 1,149 0
280 1,1490 0 0 2 0 50 0 165 6 0 0
3 0 3 305 0
5:00 PM 0 3 99 0
5 0 0 0 0 0
282 0
4:45 PM 0 6 102 0 0 0 186
0 0 0 2 0 10 0 160 3 0 0
1 0 1 282 0
4:30 PM 0 3 113 0
4 0 0 0 0 04:15 PM 0 3 94 0 0 0 179
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
TotalUTLT TH RT
SB 16.7% 0.64
TOTAL 2.5% 0.94
TH RTUTLT TH RT UT LT
WB 2.8% 0.93
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 1.4% 0.91
Date: 12/30/2021
Peak Hour Count Period: 4:15 PM 5:15 PM
0
0
0
0
4
0
N
COMMERCIAL ACCESS
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
1,149TEV:
0.94PHF:
18
690 708
416
0
408
15423
700
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:45 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:30 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
4:15 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
29 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound
0 0 0 2 0 10 0 17 3 0 0
2 0 1 29 0
Peak Hour 0 0 6 0
3 0 0 0 0 0Count Total 0 0 6 0 0 0 17
9 290 0 0 1 0 10 0 3 1 0 0
0 0 0 6 0
5:00 PM 0 0 3 0
1 0 0 0 0 0
5 0
4:45 PM 0 0 1 0 0 0 4
0 0 0 1 0 00 0 2 1 0 0
0 0 0 9 0
4:30 PM 0 0 1 0
0 0 0 0 0 0
TH RT
4:15 PM 0 0 1 0 0 0 8
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Six-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
2
2
0
1
5Peak Hour 39 33 3 0 75 0 0 0 0 0 0 0 0 5
10:45 AM 9 9 1 0 19 0 0 0 0 0 0 0 0 0
11:00 AM 9 9 2 0 20 0 0 0 0 0 0 0 0 1
10:15 AM 8 8 0 0 16 0 0 0 0 0 0 0 0 2
10:30 AM 13 7 0 0 20 0 0 0 0 0 0 0 0 2
- - 8% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North
HV 0 0 38 1 4 2 27 0 0 0 0 3 0 0 0 0
- 11% 7% 4% 18% 7% - - 0% - 30% - -
South
0 902 0
75 0
204 902
10:45 AM 4 0 88 2 31 2 101 0 0 1
Peak
Hour
All 8 0 346 14 105 11 405 0 0 3 0 10 0 0 0
HV% 0%
11:00 AM 1 0 86 0 25 1 85 0 0 2 0 4 0 0 0 0
0 5 0 0 0 0
0 251 0
10:30 AM 1 0 88 4 23 5 91 0 0 0 0 1 0 0 0 0 213 0
234 0
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
10:15 AM 2 0 84 8 26 3 128 0 0 0 0 0 0 0 0
WB 6.3% 0.83
NB 23.1% 0.54
Peak Hour: 10:15 AM 11:15 AM
HV %: PHF
EB 10.6% 0.98
Date: 12/30/2021
Peak Hour Count Period: 7:00 AM 1:00 PM
SB - -
TOTAL 8.3% 0.90
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
0
0
0
0
0
5
N
EVERGREEN LODGE
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
902TEV:
0.9PHF:
405
11 521
461
105
14
346368
416
8
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries
Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
0
0
1
1
2
1
0
3
0
2
2
2
0
1
1
0
1
0
0
3
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
TotalUT LT TH RT TH RT
7:00 AM 0 0 31 4 17 1 30
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
27 0 30 0 0 1
0 0 0 86 0
7:15 AM 0 0 23 2
0 0 1 0 2 0
0 0 0 123 0
7:45 AM 0 0 53 2
0 0 2 0 1 0
83 0
7:30 AM 1 0 32 0 29 4 54
0 0 0 0 0 0
157 449
8:00 AM 0 0 67 0 26 0 90
0 1 0 0 0 026 4 71 0 0 0
30 6 128 0 0 0
0 0 0 186 549
8:15 AM 0 0 68 1
0 0 2 0 1 0
0 0 0 206 786
8:45 AM 4 0 79 1
0 0 4 0 2 0
237 703
8:30 AM 0 0 63 2 22 0 113
0 4 0 0 0 0
211 840
9:00 AM 2 0 69 1 18 3 96
0 2 0 0 0 026 2 95 0 0 2
23 2 90 0 0 2
0 0 0 190 844
9:15 AM 0 0 61 3
0 0 0 0 1 0
0 0 0 202 789
9:45 AM 1 0 82 1
0 0 0 0 2 0
186 793
9:30 AM 0 0 75 1 18 0 106
0 5 0 0 0 0
201 779
10:00 AM 2 0 73 0 15 0 90
0 2 0 0 0 024 3 86 0 0 2
26 3 128 0 0 0
0 0 0 183 772
10:15 AM 2 0 84 8
0 0 1 0 2 0
0 0 0 213 848
10:45 AM 4 0 88 2
0 0 0 0 1 0
251 837
10:30 AM 1 0 88 4 23 5 91
0 0 0 0 0 0
234 881
11:00 AM 1 0 86 0 25 1 85
0 5 0 0 0 031 2 101 0 0 1
22 1 79 0 0 0
0 0 0 204 902
11:15 AM 2 0 86 1
0 0 2 0 4 0
0 0 0 172 801
11:45 AM 0 0 107 2
0 0 1 0 0 0
191 842
11:30 AM 2 0 81 0 17 2 69
0 0 0 0 0 0
188 755
12:00 PM 0 0 92 1 24 1 84
0 4 0 0 0 020 0 55 0 0 0
17 5 80 0 0 1
0 0 0 205 756
12:15 PM 0 0 97 0
0 0 0 0 3 0
0 0 0 182 778
12:45 PM 1 0 91 4
0 0 1 0 2 0
203 768
12:30 PM 1 0 86 1 15 3 73
0 3 0 0 0 0
193 783
Count Total 24 0 1,762 41 550 52 1,982
0 3 0 0 0 029 4 58 0 0 3
0 0 0 4,487 0
Peak
Hour
All 8 0 346
0 0 26 0 50 0
0 0 0 0 75 027 0 0 0 0 3
0 902 0
HV 0 0 38 1 4 2
3 0 10 0 0 014 105 11 405 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
30% - - - - 8%18% 7% - - 0% -HV% 0% - 11% 7% 4%
0 0
7:15 AM 4 3 0 0 7 0 0
0 0 0 0 0 0
West North South
7:00 AM 5 4 0 0 9 0
EB WB NB SB Total East
7:45 AM 7 5 0 0 12
0 0 0 0 0 0
0
7:30 AM 13 7 0 0 20 0 0 0
0 0 0 0 0 0
0 0
8:15 AM 10 11 0 0 21 0 0
0 0 0 0 0 0
0 0 0
8:00 AM 12 5 0 0 17 0
0 0 0 0 0 0
8:45 AM 10 4 0 0 14
0 0 0 0 0 1
1
8:30 AM 12 10 0 0 22 0 0 0
0 0 0 0 0 0
0 1
9:15 AM 7 8 1 0 16 0 0
0 0 0 0 0 0
0 0 2
9:00 AM 10 5 0 0 15 0
0 0 0 0 0 0
9:45 AM 6 10 0 0 16
0 0 0 0 0 3
0
9:30 AM 11 5 0 0 16 0 0 0
0 0 0 0 0 0
0 2
10:15 AM 8 8 0 0 16 0 0
0 0 0 0 0 0
0 0 0
10:00 AM 15 7 0 0 22 0
0 0 0 0 0 0
10:45 AM 9 9 1 0 19
0 0 0 0 0 2
2
10:30 AM 13 7 0 0 20 0 0 0
0 0 0 0 0 0
0 1
11:15 AM 4 8 0 0 12 0 0
0 0 0 0 0 0
0 0 0
11:00 AM 9 9 2 0 20 0
0 0 0 0 0 0
11:45 AM 8 6 0 0 14
0 0 0 0 0 0
1
11:30 AM 11 5 0 0 16 0 0 0
0 0 0 0 0 0
0 0
12:15 PM 6 6 0 0 12 0 0
0 0 0 0 0 0
0 0 1
12:00 PM 9 5 0 0 14 0
0 0 0 0 0 0
0 0 0 0 0 3
0
12:30 PM 12 7 0 0 19 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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0
20
5
12:45 PM 4 6 1 0 11
0 20
Peak Hr 39 33 3 0 75 0 0
0 0 0 0 0 0
0 0 0
Count Total 215 160 5 0 380 0
0 0 0 0 0 0
50 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries - Heavy Vehicles
Six-Hour Count Summaries - Bikes
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 9 0
7:15 AM 0 0 4 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 5 0 0 0 4
UT LT TH RT UT LT
7 0
7:30 AM 0 0 13 0 2 0 5
0 0 0 0 0 00 0 3 0 0 0
1 0 4 0 0 0
0 0 0 20 0
7:45 AM 0 0 7 0
0 0 0 0 0 0
0 0 0 17 56
8:15 AM 0 0 10 0
0 0 0 0 0 0
12 48
8:00 AM 0 0 12 0 0 0 5
0 0 0 0 0 0
21 70
8:30 AM 0 0 12 0 0 0 10
0 0 0 0 0 02 0 9 0 0 0
1 0 3 0 0 0
0 0 0 22 72
8:45 AM 2 0 8 0
0 0 0 0 0 0
0 0 0 15 72
9:15 AM 0 0 6 1
0 0 0 0 0 0
14 74
9:00 AM 0 0 10 0 0 0 5
0 0 0 0 0 0
16 67
9:30 AM 0 0 11 0 0 0 5
0 1 0 0 0 02 0 6 0 0 0
0 0 10 0 0 0
0 0 0 16 61
9:45 AM 0 0 6 0
0 0 0 0 0 0
0 0 0 22 70
10:15 AM 0 0 8 0
0 0 0 0 0 0
16 63
10:00 AM 1 0 14 0 1 0 6
0 0 0 0 0 0
16 70
10:30 AM 0 0 13 0 1 2 4
0 0 0 0 0 01 0 7 0 0 0
0 0 9 0 0 0
0 0 0 20 74
10:45 AM 0 0 8 1
0 0 0 0 0 0
0 0 0 20 75
11:15 AM 0 0 4 0
0 0 0 0 2 0
19 77
11:00 AM 0 0 9 0 2 0 7
0 1 0 0 0 0
12 71
11:30 AM 0 0 11 0 1 0 4
0 0 0 0 0 01 0 7 0 0 0
2 0 4 0 0 0
0 0 0 16 67
11:45 AM 0 0 8 0
0 0 0 0 0 0
0 0 0 14 56
12:15 PM 0 0 6 0
0 0 0 0 0 0
14 62
12:00 PM 0 0 9 0 1 0 4
0 0 0 0 0 0
12 56
12:30 PM 1 0 10 1 0 0 7
0 0 0 0 0 01 0 5 0 0 0
2 0 4 0 0 0
0 0 0 19 59
12:45 PM 0 0 4 0
0 0 0 0 0 0
0 0 0 380 0
Peak Hour 0 0 38 1
0 0 0 0 5 0
11 56
Count Total 4 0 208 3 21 2 137
0 1 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
75 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
Total
Rolling
One HourEastbound
0 3 0 0 0 04 2 27 0 0 0
0 0 0 0
7:15 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
7:00 AM 0 0 0 0
0 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
8:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
9:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
9:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
9:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
10:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
10:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
10:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
10:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
11:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
11:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
11:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
11:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0 0 0
0
12:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 0
12:30 PM 0 0 0 0 0 0
0 0 0 0 0 012:15 PM 0 0 0 0 0
0
Count Total 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
12:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Five-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
1
5
0
4
10Peak Hour 33 20 1 0 54 0 0 0 0 0 0 1 0 9
4:30 PM 9 1 0 0 10 0 0 0 0 0 0 0 0 0
4:45 PM 5 8 0 0 13 0 0 0 0 0 0 1 0 3
4:00 PM 10 4 1 0 15 0 0 0 0 0 0 0 0 1
4:15 PM 9 7 0 0 16 0 0 0 0 0 0 0 0 5
- - 5% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North
HV 1 0 31 1 1 0 19 0 0 1 0 0 0 0 0 0
- 5% 6% 2% 0% 5% - - 10% - 0% - -
South
0 1,142 0
54 0
276 1,142
4:30 PM 3 0 158 7 19 2 95 0 0 1
Peak
Hour
All 8 0 597 18 61 11 412 0 0 10 0 25 0 0 0
HV% 13%
4:45 PM 2 0 131 3 13 4 114 0 0 3 0 6 0 0 0 0
0 5 0 0 0 0
0 288 0
4:15 PM 0 0 148 2 13 3 114 0 0 1 0 7 0 0 0 0 288 0
290 0
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 3 0 160 6 16 2 89 0 0 5 0 7 0 0 0
WB 4.1% 0.92
NB 2.9% 0.73
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 5.3% 0.92
Date: 12/30/2021
Peak Hour Count Period: 1:00 PM 6:00 PM
SB - -
TOTAL 4.7% 0.98
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
0
0
0
0
0
9
N
EVERGREEN LODGE
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
1,142TEV:
0.98PHF:
412
11 484
683
61
18
597623
430
8
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries
Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
4
1
3
0
5
0
0
0
1
3
2
2
1
5
0
4
4
0
0
4
39
10
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
TotalUT LT TH RT TH RT
1:00 PM 0 0 91 1 17 2 79
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
13 1 72 0 0 1
0 0 0 191 0
1:15 PM 0 0 95 1
0 0 1 0 0 0
0 0 0 180 0
1:45 PM 0 0 100 4
0 0 1 0 3 0
184 0
1:30 PM 0 0 86 1 12 1 76
0 1 0 0 0 0
220 775
2:00 PM 1 0 79 0 20 3 83
0 7 0 0 0 020 8 81 0 0 0
15 2 60 0 0 4
0 0 0 188 772
2:15 PM 0 0 99 2
0 0 0 0 2 0
0 0 0 204 794
2:45 PM 2 0 116 2
0 0 4 0 5 0
182 770
2:30 PM 1 0 107 2 22 4 59
0 0 0 0 0 0
231 805
3:00 PM 0 0 127 5 14 2 93
0 2 0 0 0 017 4 87 0 0 1
15 0 83 0 0 1
0 0 0 246 863
3:15 PM 1 0 120 2
0 0 3 0 2 0
0 0 0 272 976
3:45 PM 1 0 132 0
0 0 0 0 4 0
227 908
3:30 PM 2 0 148 2 29 7 80
0 5 0 0 0 0
245 990
4:00 PM 3 0 160 6 16 2 89
0 3 0 0 0 018 2 88 0 0 1
13 3 114 0 0 1
0 0 0 288 1,032
4:15 PM 0 0 148 2
0 0 5 0 7 0
0 0 0 290 1,111
4:45 PM 2 0 131 3
0 0 1 0 5 0
288 1,093
4:30 PM 3 0 158 7 19 2 95
0 7 0 0 0 0
276 1,142
5:00 PM 1 0 122 0 16 4 74
0 6 0 0 0 013 4 114 0 0 3
18 4 65 0 0 0
0 0 0 225 1,079
5:15 PM 0 0 104 3
0 0 2 0 6 0
0 0 0 160 860
5:45 PM 2 0 87 2
0 0 0 0 5 0
199 990
5:30 PM 0 0 94 2 7 3 49
0 5 0 0 0 0
168 7520 4 0 0 0 015 5 50 0 0 3
Count Total 19 0 2,304 47 329 63 1,591 0 0 0 4,464 0
Peak
Hour
All 8 0 597
0 0 32 0 79 0
0 0 0 0 54 019 0 0 1 0 0
0 1,142 0
HV 1 0 31 1 1 0
10 0 25 0 0 018 61 11 412 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0% - - - - 5%0% 5% - - 10% -HV% 13% - 5% 6% 2%
0 4
1:15 PM 11 5 0 0 16 0 0
0 0 0 0 0 0
West North South
1:00 PM 3 9 0 0 12 0
EB WB NB SB Total East
1:45 PM 3 5 0 0 8
0 0 0 0 0 3
1
1:30 PM 6 4 0 0 10 0 0 0
0 0 0 0 0 0
0 5
2:15 PM 5 5 0 0 10 0 0
0 0 0 0 0 0
0 0 0
2:00 PM 7 7 0 0 14 0
0 0 0 0 0 0
2:45 PM 7 10 0 0 17
0 0 0 0 0 0
0
2:30 PM 7 7 0 0 14 0 0 0
0 0 0 0 0 0
0 1
3:15 PM 8 8 0 0 16 0 0
0 0 0 0 0 0
0 0 0
3:00 PM 12 4 0 0 16 0
0 0 0 0 0 0
3:45 PM 1 9 0 0 10
0 0 0 1 0 1
3
3:30 PM 9 5 0 0 14 0 0 0
0 0 0 0 0 0
0 1
4:15 PM 9 7 0 0 16 0 0
0 0 0 0 0 0
0 0 2
4:00 PM 10 4 1 0 15 0
0 0 0 0 0 0
4:45 PM 5 8 0 0 13
0 0 0 0 0 0
5
4:30 PM 9 1 0 0 10 0 0 0
0 0 0 0 0 0
0 4
5:15 PM 10 7 0 0 17 0 0
0 0 0 0 0 0
1 0 3
5:00 PM 12 3 0 0 15 0
0 0 0 0 0 0
5:45 PM 4 6 0 0 10
0 0 0 0 0 0
0
5:30 PM 8 3 0 0 11 0 0 0
0 0 0 0 0 0
2 0 20 0 0 0 0 0
0 35
Peak Hr 33 20 1 0 54 0 0
0 0 0 0 0 4Count Total 146 117 1 0 264 0
90 0 0 0 1 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries - Heavy Vehicles
Five-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 12 0
1:15 PM 0 0 11 0
0 0 0 0 0 0
TH RT
1:00 PM 0 0 3 0 0 0 9
UT LT TH RT UT LT
16 0
1:30 PM 0 0 6 0 0 0 4
0 0 0 0 0 00 0 5 0 0 0
0 0 5 0 0 0
0 0 0 10 0
1:45 PM 0 0 3 0
0 0 0 0 0 0
0 0 0 14 48
2:15 PM 0 0 5 0
0 0 0 0 0 0
8 46
2:00 PM 0 0 7 0 1 0 6
0 0 0 0 0 0
10 42
2:30 PM 0 0 7 0 2 0 5
0 0 0 0 0 01 0 4 0 0 0
0 0 10 0 0 0
0 0 0 14 46
2:45 PM 0 0 7 0
0 0 0 0 0 0
0 0 0 16 57
3:15 PM 0 0 7 1
0 0 0 0 0 0
17 55
3:00 PM 0 0 12 0 0 0 4
0 0 0 0 0 0
16 63
3:30 PM 0 0 9 0 4 0 1
0 0 0 0 0 02 0 6 0 0 0
1 0 8 0 0 0
0 0 0 14 63
3:45 PM 0 0 1 0
0 0 0 0 0 0
0 0 0 15 55
4:15 PM 0 0 9 0
0 0 1 0 0 0
10 56
4:00 PM 0 0 9 1 1 0 3
0 0 0 0 0 0
16 55
4:30 PM 1 0 8 0 0 0 1
0 0 0 0 0 00 0 7 0 0 0
0 0 8 0 0 0
0 0 0 10 51
4:45 PM 0 0 5 0
0 0 0 0 0 0
0 0 0 15 54
5:15 PM 0 0 10 0
0 0 0 0 0 0
13 54
5:00 PM 0 0 12 0 0 0 3
0 0 0 0 0 0
17 55
5:30 PM 0 0 8 0 0 0 3
0 0 0 0 0 00 0 7 0 0 0
1 0 5 0 0 0
0 0 0 11 56
5:45 PM 0 0 4 0
0 0 0 0 0 0
10 530 0 0 0 0 0
0 0 0 264 0
Peak Hour 1 0 31 1
0 0 1 0 0 0Count Total 1 0 143 2 13 0 104
Westbound Northbound Southbound
LT TH RT LT TH RT LT
54 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 01 0 19 0 0 1
0 0 0 0
1:15 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
1:00 PM 0 0 0 0
0 0
1:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
1:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
2:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
2:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
2:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
2:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
3:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
3:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
3:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
3:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
4:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
5:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
5:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
5:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Six-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
4
4
0
2
106 0 30 0 0 0 0 1Peak Hour 39 37 0 14 90
0 0 0 2 0 0
0
8:45 AM 8 11 0 2 21 0 0 0
0 0 0 0 0 0
0 2
8:30 AM 13 12 0 6 31 0 0
0 0 0 0 0 2
2 0 1
8:15 AM 8 10 0 1 19 0
0 0 0 0 0 1
East West North South
8:00 AM 10 4 0 5 19
Total EB WB NB SB Total
11% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB
- - - 15% - 0%50% - 23% 14% - -
0 0
819 0
HV 1 0 38 0 1 0 27
0 0 0 95 0 92 0 119 64 0 0
819
Peak
Hour
All 2 35 493 0
0 0 0 0 0 22
14 0 0 90 0
HV% 50% 0% 8% -
8:45 AM 0 8 109 0 1
9 0 0
204
0 33 20
0 0 30 0 3 2130 34 16 0 0 08:30 AM 1 6 123 0 0
0 1 194
0
RT
8:00 AM 0 12 137 0 0
TH RT UT LT TH RT
0 4 208 0
LT
0 0 0 0 0 19
0
8:15 AM 1 9 124 0 1
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
Total
Rolling
One Hour
0 20 10 0 0 0
UT LT TH
SB 13.5% 0.79
TOTAL 11.0% 0.96
Eastbound Westbound Northbound Southbound
UT LT TH RT UT
0 32 18
0 0 24 0 1
0
WB 20.0% 0.86
NB - -
Peak Hour: 8:00 AM 9:00 AM
HV %: PHF
EB 7.4% 0.89
Date: 12/30/2021
Peak Hour Count Period: 7:00 AM 1:00 PM
0
0
0
0
0
3
N
SANDSTONE UNDERPASS
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
819TEV:
0.96PHF:
64
119 185
590
2
493
35530
130
2
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Six-Hour Count Summaries
Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
6
2
2
0
4
4
0
2
2
2
4
3
6
6
1
0
4
0
4
2
2
0
4
2
62
1030 0 0 1 6 0
0 23
Peak Hr 39 37 0 14 90 0 0
0 0 0 0 12 27
0 0 0
Count Total 192 158 0 69 419 0
0 0 0 0 0 212:45 PM 4 5 0 1 10
0 0 1 2 0 1
0
12:30 PM 8 8 0 0 16 0 0 0
0 0 0 0 0 0
0 0
12:15 PM 6 4 0 3 13 0 0
0 0 0 0 0 2
1 0 1
12:00 PM 9 6 0 4 19 0
0 0 0 0 0 011:45 AM 11 3 0 1 15
0 0 0 2 0 2
0
11:30 AM 8 7 0 4 19 0 0 0
0 0 0 0 0 0
0 2
11:15 AM 5 6 0 1 12 0 0
0 0 0 0 0 2
0 0 0
11:00 AM 9 7 0 3 19 0
0 0 0 0 0 010:45 AM 6 8 0 2 16
0 0 0 0 0 1
3
10:30 AM 13 4 0 4 21 0 0 0
0 0 0 1 2 0
0 2
10:15 AM 9 10 0 3 22 0 0
0 0 0 0 3 1
1 0 1
10:00 AM 8 5 0 6 19 0
0 0 0 0 0 19:45 AM 10 11 0 2 23
0 0 2 1 0 1
1
9:30 AM 12 7 0 5 24 0 0 0
0 0 0 0 1 0
0 1
9:15 AM 4 9 0 1 14 0 0
0 0 0 0 0 1
2 0 0
9:00 AM 12 7 0 6 25 0
0 0 0 0 0 08:45 AM 8 11 0 2 21
0 0 0 0 0 0
2
8:30 AM 13 12 0 6 31 0 0 0
0 0 0 0 2 0
0 1
8:15 AM 8 10 0 1 19 0 0
0 0 0 0 1 2
0 0 0
8:00 AM 10 4 0 5 19 0
0 0 0 0 0 0
1 0 1
1
7:30 AM 8 1 0 4 13 0 0 0
0 0 0 0 1 0
3 8 0
EB WB NB SB Total East
7:45 AM 4 6 0 1 11
0 0 0
- - -HV% 50% 0% 8% - 50%
0 2
7:15 AM 4 5 0 1 10 0 0
0 0 0 0 1 3
West North South
7:00 AM 3 2 0
0
0 0 0 0 95 00 2 0 119 64 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 15% - 0% 11%- 23% 14%
Peak
Hour
All 2 35 493
493 0 0 0 0 3
0 14 0 0 90 027 9 0 0 0 0
9 819 0
HV 1 0 38 0 1
184 710
Count Total 17 244 1,977 0 23 0 803
0 0 0 20 0 112 0 36 25 0 0
508 0 110 4,178 0
21 0 2 166 724
12:45 PM 0 12 78 0
29 0 0 0 0 0
174 747
12:30 PM 0 12 60 0 1 0 41
0 0 0 14 0 40 0 38 35 0 0
20 0 5 186 764
12:15 PM 0 11 72 0
34 0 0 0 0 0
198 759
12:00 PM 1 8 77 0 0 0 41
0 0 1 29 0 72 0 31 30 0 0
20 0 4 189 756
11:45 AM 1 17 80 0
31 0 0 0 0 0
191 753
11:30 AM 1 9 68 0 3 0 53
0 0 1 21 0 44 0 38 35 0 0
20 0 6 181 762
11:15 AM 1 14 73 0
27 0 0 0 0 0
195 746
11:00 AM 0 10 70 0 3 0 45
0 0 0 21 0 62 0 53 27 0 0
25 0 6 186 732
10:45 AM 2 8 76 0
29 0 0 0 0 0
200 734
10:30 AM 1 10 75 0 1 0 39
0 0 0 28 0 120 0 40 18 0 0
22 0 7 165 704
10:15 AM 0 17 85 0
16 0 0 0 0 0
181 729
10:00 AM 0 13 74 0 0 0 33
0 0 0 14 0 60 0 43 20 0 0
30 0 4 188 742
9:45 AM 2 12 84 0
19 0 0 0 0 0
170 767
9:30 AM 2 9 82 0 1 0 41
0 0 0 17 0 31 0 36 18 0 0
31 0 2 190 805
9:15 AM 0 11 84 0
18 0 0 0 0 0
194 819
9:00 AM 1 4 100 0 0 0 34
0 0 0 22 0 11 0 33 20 0 0
30 0 3 213 780
8:45 AM 0 8 109 0
16 0 0 0 0 0
208 672
8:30 AM 1 6 123 0 0 0 34
0 0 0 19 0 41 0 32 18 0 0
24 0 1 204 546
8:15 AM 1 9 124 0
10 0 0 0 0 0
155 415
8:00 AM 0 12 137 0 0 0 20
0 0 0 22 0 71 0 20 6 0 0
11 0 2 105 0
7:45 AM 1 12 86 0
3 0 0 0 0 0
82 0
7:30 AM 1 12 69 0 0 0 7
0 0 1 13 0 10 0 7 5 0 0
14 0 2 73 0
7:15 AM 1 6 48 0
4 0 0 0 0 07:00 AM 0 2 43 0 0 0 8
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
TotalUTLT TH RT TH RTUTLT TH RT UT LT
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Six-Hour Count Summaries - Heavy Vehicles
Six-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 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
0 0
12:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
12:30 PM 0 0 0 0 0 0
0 0 0 0 0 012:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
12:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
11:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
11:30 AM 0 0 0 0 0 0
0 0 0 0 0 011:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
11:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
10:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
10:30 AM 0 0 0 0 0 0
0 0 0 0 0 010:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
10:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
9:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:30 AM 0 0 0 0 0 0
0 0 0 0 0 09:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
9:00 AM 0 0 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 0 0
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 08:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
7:15 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
90 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
Total
Rolling
One HourEastbound
0 0 0 14 0 01 0 27 9 0 0
63 0 5 419 0
Peak Hour 1 0 38 0
39 0 0 0 0 1
10 58
Count Total 6 9 177 0 1 0 118
0 0 0 0 0 10 0 4 1 0 0
0 0 0 16 63
12:45 PM 0 1 3 0
3 0 0 0 0 0
13 66
12:30 PM 0 0 8 0 0 0 5
0 0 0 3 0 00 0 3 1 0 0
3 0 1 19 65
12:15 PM 0 0 6 0
1 0 0 0 0 0
15 65
12:00 PM 0 2 7 0 0 0 5
0 0 0 1 0 00 0 3 0 0 0
3 0 1 19 66
11:45 AM 1 2 8 0
2 0 0 0 0 0
12 68
11:30 AM 0 0 8 0 0 0 5
0 0 0 1 0 00 0 6 0 0 0
3 0 0 19 78
11:15 AM 0 2 3 0
1 0 0 0 0 0
16 78
11:00 AM 0 0 9 0 0 0 6
0 0 0 1 0 10 0 6 2 0 0
4 0 0 21 85
10:45 AM 0 0 6 0
1 0 0 0 0 0
22 88
10:30 AM 0 0 13 0 0 0 3
0 0 0 3 0 00 0 6 4 0 0
5 0 1 19 80
10:15 AM 0 0 9 0
0 0 0 0 0 0
23 86
10:00 AM 0 0 8 0 0 0 5
0 0 0 2 0 00 0 8 3 0 0
5 0 0 24 84
9:45 AM 2 0 8 0
1 0 0 0 0 0
14 91
9:30 AM 0 1 11 0 0 0 6
0 0 0 1 0 00 0 7 2 0 0
6 0 0 25 96
9:15 AM 0 0 4 0
2 0 0 0 0 0
21 90
9:00 AM 1 1 10 0 0 0 5
0 0 0 2 0 01 0 6 4 0 0
6 0 0 31 80
8:45 AM 0 0 8 0
2 0 0 0 0 0
19 62
8:30 AM 1 0 12 0 0 0 10
0 0 0 1 0 00 0 7 3 0 0
5 0 0 19 53
8:15 AM 0 0 8 0
0 0 0 0 0 0
11 42
8:00 AM 0 0 10 0 0 0 4
0 0 0 1 0 00 0 4 2 0 0
4 0 0 13 0
7:45 AM 0 0 4 0
0 0 0 0 0 0
10 0
7:30 AM 0 0 8 0 0 0 1
0 0 1 0 0 00 0 3 2 0 0
3 0 0 8 0
7:15 AM 1 0 3 0
2 0 0 0 0 0
TH RT
7:00 AM 0 0 3 0 0 0 0
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Five-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
0
11
3
4
187 0 90 0 0 0 0 2Peak Hour 34 27 0 9 70
0 0 1 1 0 2
2
4:30 PM 9 6 0 4 19 0 0 0
0 0 0 0 1 0
0 5
4:15 PM 10 7 0 2 19 0 0
0 0 0 0 1 5
0 0 0
4:00 PM 8 4 0 2 14 0
0 0 0 0 0 0
East West North South
3:45 PM 7 10 0 1 18
Total EB WB NB SB Total
6% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB
- - - 10% - 0%0% - 5% 3% - -
0 0
1,094 0
HV 0 1 33 0 0 0 19
0 0 0 89 0 433 0 406 241 0 0
1,094
Peak
Hour
All 0 46 266 0
0 0 0 0 0 21
9 0 0 70 0
HV% - 2% 12% -
4:30 PM 0 12 52 0 0
8 0 0
273
0 95 72
0 0 25 0 8 2820 103 62 0 0 04:15 PM 0 12 72 0 0
0 14 266
0
RT
3:45 PM 0 11 74 0 2
TH RT UT LT TH RT
0 10 273 0
LT
0 0 0 0 0 18
0
4:00 PM 0 11 68 0 1
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
Total
Rolling
One Hour
0 105 45 0 0 0
UT LT TH
SB 6.8% 0.92
TOTAL 6.4% 0.97
Eastbound Westbound Northbound Southbound
UT LT TH RT UT
0 103 62
0 0 25 0 11
0
WB 4.2% 0.97
NB - -
Peak Hour: 3:45 PM 4:45 PM
HV %: PHF
EB 10.9% 0.92
Date: 12/30/2021
Peak Hour Count Period: 1:00 PM 6:00 PM
0
0
0
0
0
9
N
SANDSTONE UNDERPASS
S FRONTAGE RD W
S FRONTAGE
RD W
S FRONTAGE
RD W
1,094TEV:
0.97PHF:
241
406 650
358
3
266
46312
449
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Five-Hour Count Summaries
Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
6
1
0
1
1
1
1
1
1
0
1
0
11
3
4
4
4
6
3
3
52
1890 0 0 2 7 0
0 19
Peak Hr 34 27 0 9 70 0 0
0 0 1 1 11 22Count Total 135 129 0 47 311 0
2 0 10 0 0 0 0 05:45 PM 4 5 0 3 12
0 0 1 2 0 0
3
5:30 PM 6 3 0 3 12 0 0 0
0 0 0 1 2 0
0 1
5:15 PM 4 8 0 0 12 0 0
0 0 0 0 1 2
1 0 1
5:00 PM 8 3 0 5 16 0
0 0 0 0 0 24:45 PM 4 7 0 2 13
0 0 1 1 0 2
2
4:30 PM 9 6 0 4 19 0 0 0
0 0 0 0 1 0
0 5
4:15 PM 10 7 0 2 19 0 0
0 0 0 0 1 5
0 0 0
4:00 PM 8 4 0 2 14 0
0 0 0 0 0 03:45 PM 7 10 0 1 18
1 1 1 0 0 0
0
3:30 PM 8 6 0 6 20 0 0 0
0 0 0 0 0 0
0 0
3:15 PM 7 9 0 1 17 0 0
0 0 0 0 1 0
1 0 0
3:00 PM 7 8 0 4 19 0
0 0 0 0 0 02:45 PM 8 7 0 2 17
0 0 0 1 0 0
0
2:30 PM 6 7 0 4 17 0 0 0
0 0 0 1 0 0
0 0
2:15 PM 8 9 0 1 18 0 0
0 0 0 0 0 1
0 0 1
2:00 PM 5 4 0 1 10 0
0 0 0 0 0 0
0 0 0
0
1:30 PM 7 7 0 1 15 0 0 0
0 0 0 1 0 0
2 19 0
EB WB NB SB Total East
1:45 PM 6 4 0 1 11
0 0 0
- - -HV% - 2% 12% - 0%
0 3
1:15 PM 5 6 0 2 13 0 0
0 0 0 0 0 3
West North South
1:00 PM 8 9 0
0
0 0 0 0 89 00 3 0 406 241 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
- - 10% - 0% 6%- 5% 3%
Peak
Hour
All 0 46 266
831 0 0 0 0 1
0 9 0 0 70 019 8 0 0 0 0
43 1,094 0
HV 0 1 33 0 0
Count Total 7 237 1,246 0 13 0 1,323 459 0 174 4,291 0
162 7570 0 0 20 0 70 0 46 33 0 0
30 0 10 195 845
5:45 PM 2 9 45 0
43 0 0 0 0 0
187 916
5:30 PM 0 12 47 0 0 0 53
0 0 0 17 0 80 0 72 34 0 0
23 0 8 213 1,011
5:15 PM 0 9 47 0
47 0 0 0 0 0
250 1,071
5:00 PM 0 13 39 0 0 0 83
0 0 0 17 0 70 0 96 67 0 0
21 0 14 266 1,094
4:45 PM 1 13 49 0
72 0 0 0 0 0
282 1,057
4:30 PM 0 12 52 0 0 0 95
0 0 0 25 0 80 0 103 62 0 0
18 0 10 273 987
4:15 PM 0 12 72 0
62 0 0 0 0 0
273 938
4:00 PM 0 11 68 0 1 0 103
0 0 0 25 0 112 0 105 45 0 0
28 0 14 229 875
3:45 PM 0 11 74 0
42 0 0 0 0 0
212 863
3:30 PM 0 8 62 0 0 0 75
0 0 1 25 0 121 0 62 44 0 0
32 0 7 224 839
3:15 PM 0 14 53 0
32 0 0 0 0 0
210 784
3:00 PM 0 13 82 0 0 0 58
0 0 0 32 0 101 0 38 34 0 0
28 0 8 217 742
2:45 PM 0 8 87 0
28 0 0 0 0 0
188 723
2:30 PM 0 14 79 0 0 0 60
0 0 0 22 0 30 0 52 39 0 0
18 0 6 169 713
2:15 PM 1 12 59 0
25 0 0 0 0 0
168 741
2:00 PM 0 9 61 0 4 0 46
0 0 0 19 0 81 0 36 25 0 0
18 0 8 198 0
1:45 PM 0 10 69 0
36 0 0 0 0 0
178 0
1:30 PM 1 15 69 0 2 0 49
0 0 0 16 0 71 0 49 23 0 0
25 0 8 197 0
1:15 PM 1 19 62 0
38 0 0 0 0 01:00 PM 1 13 70 0 0 0 42
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
TotalUTLT TH RT TH RTUTLT TH RT UT LT
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries - Heavy Vehicles
Five-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 1 0 0 1 0Count Total 0 0 0 0 0 0 0 0
00 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
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 05:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
5:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 1
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 04:15 PM 0 0 0 0 0
0 0 0 0 0 1
1
4:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
1 1
3:45 PM 0 0 0 0 0 0 0
0 0 0 1 0 0
0 0 0
3:30 PM 0 0 0 0 0 0
0 0 0 0 0 03:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
3:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
2:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
2:30 PM 0 0 0 0 0 0
0 0 0 0 0 02:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
2:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
1:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
1:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
1:15 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
1:00 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
70 0
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
Total
Rolling
One HourEastbound
0 0 0 9 0 00 0 19 8 0 0
43 0 4 311 0
Peak Hour 0 1 33 0
43 0 0 0 0 0Count Total 0 4 131 0 0 0 86
12 520 0 0 2 0 10 0 5 0 0 0
3 0 0 12 53
5:45 PM 0 0 4 0
1 0 0 0 0 0
12 60
5:30 PM 0 0 6 0 0 0 2
0 0 0 0 0 00 0 5 3 0 0
4 0 1 16 67
5:15 PM 0 0 4 0
1 0 0 0 0 0
13 65
5:00 PM 0 0 8 0 0 0 2
0 0 0 2 0 00 0 3 4 0 0
4 0 0 19 70
4:45 PM 0 0 4 0
1 0 0 0 0 0
19 71
4:30 PM 0 1 8 0 0 0 5
0 0 0 2 0 00 0 4 3 0 0
2 0 0 14 69
4:15 PM 0 0 10 0
1 0 0 0 0 0
18 74
4:00 PM 0 0 8 0 0 0 3
0 0 0 1 0 00 0 7 3 0 0
6 0 0 20 73
3:45 PM 0 0 7 0
3 0 0 0 0 0
17 70
3:30 PM 0 0 8 0 0 0 3
0 0 0 1 0 00 0 6 3 0 0
4 0 0 19 71
3:15 PM 0 0 7 0
1 0 0 0 0 0
17 62
3:00 PM 0 0 7 0 0 0 7
0 0 0 2 0 00 0 4 3 0 0
4 0 0 17 56
2:45 PM 0 1 7 0
2 0 0 0 0 0
18 54
2:30 PM 0 0 6 0 0 0 5
0 0 0 1 0 00 0 5 4 0 0
1 0 0 10 49
2:15 PM 0 0 8 0
0 0 0 0 0 0
11 58
2:00 PM 0 0 5 0 0 0 4
0 0 0 1 0 00 0 2 2 0 0
0 0 1 15 0
1:45 PM 0 1 5 0
3 0 0 0 0 0
13 0
1:30 PM 0 0 7 0 0 0 4
0 0 0 1 0 10 0 4 2 0 0
2 0 0 19 0
1:15 PM 0 0 5 0
3 0 0 0 0 0
TH RT
1:00 PM 0 1 7 0 0 0 6
UT LT TH RT
UT LT
Northbound Southbound
UT LT TH RT
UT LT TH RT
Interval
Start
S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
Six-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
3
3
0
5
11Peak Hour 8 16 9 0 33 0 0 0 0 0 2 5 4 0
12:15 PM 4 4 1 0 9 0 0 0 0 0 0 0 0 0
12:30 PM 0 4 3 0 7 0 0 0 0 0 2 2 1 0
11:45 AM 3 2 2 0 7 0 0 0 0 0 0 1 2 0
12:00 PM 1 6 3 0 10 0 0 0 0 0 0 2 1 0
- - 5% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North
HV 0 0 6 2 0 6 10 0 0 3 0 6 0 0 0 0
- 4% 3% 0% 19% 4% - - 2% - 11% - -
South
0 724 0
33 0
177 724
12:15 PM 0 0 49 10 0 8 75 0 0 29
Peak
Hour
All 0 0 169 72 1 31 273 0 0 122 0 56 0 0 0
HV% -
12:30 PM 0 0 51 16 0 7 61 0 0 29 0 13 0 0 0 0
0 14 0 0 0 0
0 187 0
12:00 PM 0 0 36 18 0 8 70 0 0 29 0 14 0 0 0 0 175 0
185 0
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
11:45 AM 0 0 33 28 1 8 67 0 0 35 0 15 0 0 0
WB 5.2% 0.92
NB 5.1% 0.89
Peak Hour: 11:45 AM 12:45 PM
HV %: PHF
EB 3.3% 0.90
Date: 12/30/2021
Peak Hour Count Period: 7:00 AM 1:00 PM
SB - -
TOTAL 4.6% 0.97
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
0
0
0
0
4
0
N
SANDSTONE UNDERPASS
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
724TEV:
0.97PHF:
273
31 305
226
1
72
169241
395
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries
Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
5
1
1
0
6
1
2
3
1
1
6
2
5
4
1
0
4
2
3
3
3
0
5
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
TotalUT LT TH RT TH RT
7:00 AM 0 0 17 17 1 1 19
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
1 7 11 0 0 6
0 0 0 61 0
7:15 AM 0 0 20 8
0 0 5 0 1 0
0 0 0 77 0
7:45 AM 0 0 30 17
0 0 4 0 12 0
58 0
7:30 AM 2 0 27 10 2 3 17
0 5 0 0 0 0
105 301
8:00 AM 0 0 35 17 0 8 25
0 12 0 0 0 01 11 28 0 0 6
1 14 33 0 0 16
0 0 0 104 344
8:15 AM 0 0 32 9
0 0 7 0 12 0
0 0 0 117 442
8:45 AM 0 0 30 15
0 0 14 0 10 0
116 402
8:30 AM 0 0 30 24 0 9 30
0 11 0 0 0 0
108 445
9:00 AM 0 0 20 17 0 16 31
0 12 0 0 0 01 8 26 0 0 16
0 8 38 0 0 14
0 0 0 105 446
9:15 AM 0 0 40 13
0 0 16 0 5 0
0 0 0 126 468
9:45 AM 0 0 41 10
0 0 14 0 10 0
129 459
9:30 AM 0 0 34 22 0 12 34
0 16 0 0 0 0
137 497
10:00 AM 0 0 28 15 0 11 51
0 15 0 0 0 00 9 42 0 2 18
0 15 41 0 0 21
0 0 0 133 525
10:15 AM 0 0 40 25
0 2 17 0 9 0
0 0 0 164 592
10:45 AM 0 0 45 17
0 0 31 0 8 0
158 554
10:30 AM 0 0 44 21 0 11 49
0 16 0 0 0 0
146 601
11:00 AM 0 0 34 15 0 11 62
0 12 0 0 0 00 10 38 0 0 24
0 13 50 0 0 33
0 0 0 156 624
11:15 AM 1 0 40 13
0 0 20 0 14 0
0 0 0 169 640
11:45 AM 0 0 33 28
0 1 32 0 11 0
169 635
11:30 AM 0 0 35 13 2 11 64
0 19 0 0 0 0
187 681
12:00 PM 0 0 36 18 0 8 70
0 15 0 0 0 01 8 67 0 0 35
0 8 75 0 0 29
0 0 0 175 700
12:15 PM 0 0 49 10
0 0 29 0 14 0
0 0 0 177 724
12:45 PM 0 0 56 19
0 0 29 0 13 0
185 716
12:30 PM 0 0 51 16 0 7 61
0 14 0 0 0 0
185 722
Count Total 3 0 847 389 10 231 1,025
0 12 0 0 0 00 12 63 0 0 23
0 0 0 3,247 0
Peak
Hour
All 0 0 169
0 5 459 0 278 0
0 0 0 0 33 010 0 0 3 0 6
0 724 0
HV 0 0 6 2 0 6
122 0 56 0 0 072 1 31 273 0 0
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
11% - - - - 5%19% 4% - - 2% -HV% - - 4% 3% 0%
1 0
7:15 AM 2 3 3 0 8 0 0
0 0 0 0 1 3
West North South
7:00 AM 3 2 2 0 7 0
EB WB NB SB Total East
7:45 AM 2 2 2 0 6
0 0 0 1 0 0
0
7:30 AM 6 1 0 0 7 0 0 0
0 0 0 0 1 0
0 0
8:15 AM 1 2 2 0 5 0 0
0 0 0 0 2 4
0 0 0
8:00 AM 3 5 0 0 8 0
0 0 0 0 0 0
8:45 AM 3 2 5 0 10
0 0 0 0 2 0
0
8:30 AM 5 5 2 0 12 0 0 0
0 0 0 0 0 1
0 0
9:15 AM 2 5 3 0 10 0 0
0 0 0 0 0 1
2 0 0
9:00 AM 3 5 2 0 10 0
0 0 0 0 0 1
9:45 AM 1 3 4 0 8
0 0 2 1 3 0
0
9:30 AM 4 5 2 0 11 0 0 0
0 0 0 0 1 0
1 0
10:15 AM 3 2 4 0 9 0 0
0 0 0 0 3 1
1 0 0
10:00 AM 3 4 0 0 7 0
0 0 0 0 0 1
10:45 AM 2 2 2 0 6
0 0 0 0 1 0
0
10:30 AM 4 5 1 0 10 0 0 0
0 0 0 1 2 1
2 0
11:15 AM 3 2 2 0 7 0 0
0 0 0 0 0 2
0 0 0
11:00 AM 4 5 1 0 10 0
0 0 0 0 0 0
11:45 AM 3 2 2 0 7
0 0 0 2 1 0
0
11:30 AM 1 4 2 0 7 0 0 0
0 0 0 0 0 2
1 0
12:15 PM 4 4 1 0 9 0 0
0 0 0 0 0 2
1 2 0
12:00 PM 1 6 3 0 10 0
0 0 0 0 0 0
0 0 2 2 1 0
0
12:30 PM 0 4 3 0 7 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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2
61
11
12:45 PM 4 6 1 0 11
20 0
Peak Hr 8 16 9 0 33 0 0
0 0 0 0 14 27
0 1 0
Count Total 67 86 49 0 202 0
0 0 0 0 0 1
00 0 0 2 5 4
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Six-Hour Count Summaries - Heavy Vehicles
Six-Hour Count Summaries - Bikes
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 7 0
7:15 AM 0 0 1 1
0 0 2 0 0 0
TH RT
7:00 AM 0 0 0 3 1 0 1
UT LT TH RT UT LT
8 0
7:30 AM 2 0 0 4 0 0 1
0 1 0 0 0 01 0 2 0 0 2
0 0 2 0 0 2
0 0 0 7 0
7:45 AM 0 0 2 0
0 0 0 0 0 0
0 0 0 8 29
8:15 AM 0 0 1 0
0 0 0 0 0 0
6 28
8:00 AM 0 0 0 3 0 2 3
0 0 0 0 0 0
5 26
8:30 AM 0 0 1 4 0 2 3
0 0 0 0 0 00 0 2 0 0 2
1 1 0 0 0 4
0 0 0 12 31
8:45 AM 0 0 2 1
0 0 1 0 1 0
0 0 0 10 37
9:15 AM 0 0 2 0
0 0 0 0 2 0
10 35
9:00 AM 0 0 1 2 0 4 1
0 1 0 0 0 0
10 42
9:30 AM 0 0 1 3 0 2 3
0 1 0 0 0 00 1 4 0 0 2
0 1 2 0 1 2
0 0 0 11 41
9:45 AM 0 0 1 0
0 0 1 0 1 0
0 0 0 7 36
10:15 AM 0 0 1 2
0 0 0 0 0 0
8 39
10:00 AM 0 0 0 3 0 3 1
0 1 0 0 0 0
9 35
10:30 AM 0 0 2 2 0 2 3
0 2 0 0 0 00 0 2 0 0 2
0 1 1 0 0 0
0 0 0 10 34
10:45 AM 0 0 1 1
0 0 1 0 0 0
0 0 0 10 35
11:15 AM 0 0 3 0
0 0 0 0 1 0
6 32
11:00 AM 0 0 3 1 0 2 3
0 2 0 0 0 0
7 33
11:30 AM 0 0 0 1 0 2 2
0 0 0 0 0 00 1 1 0 0 2
0 1 1 0 0 1
0 0 0 7 30
11:45 AM 0 0 3 0
0 0 1 0 1 0
0 0 0 10 31
12:15 PM 0 0 3 1
0 0 0 0 3 0
7 31
12:00 PM 0 0 0 1 0 3 3
0 1 0 0 0 0
9 33
12:30 PM 0 0 0 0 0 0 4
0 1 0 0 0 00 2 2 0 0 0
0 3 3 0 0 1
0 0 0 7 33
12:45 PM 0 0 4 0
0 0 2 0 1 0
0 0 0 202 0
Peak Hour 0 0 6 2
0 1 28 0 20 0
11 37
Count Total 2 0 32 33 3 33 50
0 0 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
33 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
Total
Rolling
One HourEastbound
0 6 0 0 0 00 6 10 0 0 3
0 0 0 0
7:15 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
7:00 AM 0 0 0 0
0 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
8:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
9:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
9:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
9:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
9:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
10:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
10:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
10:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
10:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
11:15 AM 0 0 0 0 0
0 0 0 0 0 0
0
11:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
11:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
11:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0 0 0
0
12:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 0 0
12:30 PM 0 0 0 0 0 0
0 0 0 0 0 012:15 PM 0 0 0 0 0
0
Count Total 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
12:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
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to
to
Five-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
5
6
8
5
24Peak Hour 8 15 9 0 32 0 0 0 0 0 7 7 10 0
4:30 PM 2 3 2 0 7 0 0 0 0 0 2 2 4 0
4:45 PM 2 4 3 0 9 0 0 0 0 0 2 1 2 0
4:00 PM 3 2 1 0 6 0 0 0 0 0 1 4 0 0
4:15 PM 1 6 3 0 10 0 0 0 0 0 2 0 4 0
- - 4% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total EB WB NB SB Total East West North
HV 0 0 5 3 0 7 8 0 0 8 0 1 0 0 0 0
- 3% 5% 0% 13% 3% - 0% 4% - 1% - -
South
0 880 0
32 0
236 880
4:30 PM 0 0 42 18 0 15 71 0 0 56
Peak
Hour
All 0 0 173 64 2 53 281 0 2 225 0 80 0 0 0
HV% -
4:45 PM 0 0 48 16 1 9 81 0 0 61 0 20 0 0 0 0
0 23 0 0 0 0
0 204 0
4:15 PM 0 0 34 16 1 15 77 0 2 54 0 16 0 0 0 0 215 0
225 0
UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 49 14 0 14 52 0 0 54 0 21 0 0 0
WB 4.5% 0.90
NB 2.9% 0.95
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 3.4% 0.93
Date: 12/30/2021
Peak Hour Count Period: 1:00 PM 6:00 PM
SB - -
TOTAL 3.6% 0.93
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound
0
0
0
0
10
0
N
SANDSTONE UNDERPASS
N FRONTAGE RD W
N FRONTAGE
RD W
N FRONTAGE
RD W
880TEV:
0.93PHF:
281
53 336
255
2
64
173237
506
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries
Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
7
0
1
0
0
3
1
1
2
0
1
6
5
6
8
5
5
4
4
1
60
24
UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
TotalUT LT TH RT TH RT
1:00 PM 0 0 36 20 0 13 60
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
0 7 61 0 0 25
0 0 0 180 0
1:15 PM 0 0 54 16
0 0 35 0 16 0
0 0 0 166 0
1:45 PM 0 0 43 21
0 1 27 0 21 0
182 0
1:30 PM 0 0 43 21 0 4 49
0 19 0 0 0 0
167 695
2:00 PM 2 0 47 14 0 9 50
0 11 0 0 0 01 8 61 0 0 22
1 4 59 0 0 35
0 0 0 158 673
2:15 PM 0 0 38 22
0 0 27 0 9 0
0 0 0 174 674
2:45 PM 1 0 41 23
0 2 22 0 18 0
175 666
2:30 PM 0 0 44 22 0 13 53
0 16 0 0 0 0
177 684
3:00 PM 0 0 36 31 0 9 59
0 18 0 0 0 01 17 52 0 0 24
2 13 70 0 2 37
0 0 0 175 701
3:15 PM 0 0 25 23
0 0 25 0 15 0
0 0 0 208 753
3:45 PM 0 0 39 17
0 1 35 0 12 0
193 719
3:30 PM 0 0 54 26 0 16 64
0 21 0 0 0 0
208 784
4:00 PM 0 0 49 14 0 14 52
0 20 0 0 0 00 19 74 0 1 38
1 15 77 0 2 54
0 0 0 204 813
4:15 PM 0 0 34 16
0 0 54 0 21 0
0 0 0 225 852
4:45 PM 0 0 48 16
0 0 56 0 23 0
215 835
4:30 PM 0 0 42 18 0 15 71
0 16 0 0 0 0
236 880
5:00 PM 0 0 26 18 2 12 67
0 20 0 0 0 01 9 81 0 0 61
1 8 55 0 1 33
0 0 0 185 861
5:15 PM 0 0 39 16
0 0 44 0 16 0
0 0 0 184 770
5:45 PM 0 0 47 16
0 0 35 0 16 0
165 811
5:30 PM 0 0 31 25 0 15 62
0 12 0 0 0 0
171 7050 16 0 0 0 00 11 53 0 0 28
Count Total 3 0 816 395 10 231 1,230 0 0 0 3,748 0
Peak
Hour
All 0 0 173
0 10 717 0 336 0
0 0 0 0 32 08 0 0 8 0 1
0 880 0
HV 0 0 5 3 0 7
225 0 80 0 0 064 2 53 281 0 2
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
1% - - - - 4%13% 3% - 0% 4% -HV% - - 3% 5% 0%
1 0
1:15 PM 2 3 2 0 7 0 0
0 0 0 0 3 3
West North South
1:00 PM 3 4 4 0 11 0
EB WB NB SB Total East
1:45 PM 3 1 0 0 4
0 0 1 0 0 0
0
1:30 PM 2 4 4 0 10 0 0 0
0 0 0 0 0 0
0 0
2:15 PM 2 3 5 0 10 0 0
0 0 0 0 0 0
0 0 0
2:00 PM 1 3 2 0 6 0
0 0 0 0 0 0
2:45 PM 2 3 4 0 9
0 0 0 1 0 0
0
2:30 PM 7 8 2 0 17 0 0 0
0 0 0 1 1 1
1 0
3:15 PM 1 8 3 0 12 0 0
0 0 0 0 1 0
1 0 0
3:00 PM 2 2 1 0 5 0
0 0 0 0 0 0
3:45 PM 1 4 4 0 9
0 0 0 0 1 0
0
3:30 PM 5 4 2 0 11 0 0 0
0 0 0 0 0 0
0 0
4:15 PM 1 6 3 0 10 0 0
0 0 0 0 1 4
0 3 0
4:00 PM 3 2 1 0 6 0
0 0 0 0 0 3
4:45 PM 2 4 3 0 9
0 0 2 2 4 0
0
4:30 PM 2 3 2 0 7 0 0 0
0 0 0 2 0 4
1 0
5:15 PM 1 1 3 0 5 0 0
0 0 0 0 2 2
1 2 0
5:00 PM 3 4 2 0 9 0
0 0 0 0 0 2
5:45 PM 5 3 0 0 8
0 0 1 2 1 0
0
5:30 PM 4 5 1 0 10 0 0 0
0 0 0 1 2 1
1 0 00 0 0 0 0 0
20 0
Peak Hr 8 15 9 0 32 0 0
0 0 0 0 20 20Count Total 52 75 48 0 175 0
00 0 0 7 7 10
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Five-Hour Count Summaries - Heavy Vehicles
Five-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
Total
Rolling
One HourEastbound Westbound
0 0 0 11 0
1:15 PM 0 0 1 1
0 0 3 0 1 0
TH RT
1:00 PM 0 0 2 1 0 1 3
UT LT TH RT UT LT
7 0
1:30 PM 0 0 1 1 0 0 4
0 1 0 0 0 00 2 1 0 0 1
0 0 1 0 0 0
0 0 0 10 0
1:45 PM 0 0 2 1
0 0 1 0 3 0
0 0 0 6 27
2:15 PM 0 0 1 1
0 0 1 0 1 0
4 32
2:00 PM 0 0 1 0 0 1 2
0 0 0 0 0 0
10 30
2:30 PM 0 0 4 3 0 1 7
0 2 0 0 0 00 0 3 0 0 3
0 1 2 0 0 3
0 0 0 17 37
2:45 PM 0 0 2 0
0 0 2 0 0 0
0 0 0 5 41
3:15 PM 0 0 1 0
0 0 1 0 0 0
9 42
3:00 PM 0 0 0 2 0 1 1
0 1 0 0 0 0
12 43
3:30 PM 0 0 1 4 0 2 2
0 1 0 0 0 00 2 6 0 0 2
0 1 3 0 0 3
0 0 0 11 37
3:45 PM 0 0 1 0
0 0 1 0 1 0
0 0 0 6 38
4:15 PM 0 0 1 0
0 0 1 0 0 0
9 37
4:00 PM 0 0 2 1 0 1 1
0 1 0 0 0 0
10 36
4:30 PM 0 0 0 2 0 1 2
0 1 0 0 0 00 3 3 0 0 2
0 2 2 0 0 3
0 0 0 7 32
4:45 PM 0 0 2 0
0 0 2 0 0 0
0 0 0 9 35
5:15 PM 0 0 1 0
0 0 1 0 1 0
9 32
5:00 PM 0 0 1 2 0 3 1
0 0 0 0 0 0
5 30
5:30 PM 0 0 2 2 0 1 4
0 1 0 0 0 00 0 1 0 0 2
0 2 1 0 0 0
0 0 0 10 33
5:45 PM 0 0 4 1
0 0 0 0 1 0
8 320 0 0 0 0 0
0 0 0 175 0
Peak Hour 0 0 5 3
0 0 32 0 16 0Count Total 0 0 30 22 0 25 50
Westbound Northbound Southbound
LT TH RT LT TH RT LT
32 0
Interval
Start
N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min
Total
Rolling
One HourEastbound
0 1 0 0 0 00 7 8 0 0 8
0 0 0 0
1:15 PM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
1:00 PM 0 0 0 0
0 0
1:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
1:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
2:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
2:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
2:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
2:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
3:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
3:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
3:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
3:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
4:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
5:15 PM 0 0 0 0 0
0 0 0 0 0 0
0
5:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
5:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
00 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0
0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
GO VAIL 2045
Existing AM
Existing PM
Future 2045 PM
Future 2045 PM Mitigated