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HomeMy WebLinkAboutTraffic StudyTraffic Impact Study Timber Ridge Prepared for: Wright & Company © Kimley -Horn and Associates, Inc. 2013 Kimley -Horn and Associates, Inc. T R A F P I C I M P A C T S T U D Y Timber Ridge Vail, Colorado Prepared for Wright & Company P.O. Box 7270 Avon, CO 81620 Prepared by Kimley -Horn and Associates, Inc. 990 S. Broadway, Suite 200 Denver, CO 80209 (303) 228 -2300 December 2013 This document, together zvith the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for zvhich it zvas prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley -Horn and Associates, Inc. shall be without liabilitzj to Kimley -Horn and Associates, Inc. TABLE OF CONTENTS TABLEOF CONTENTS ............................................................................. ............................... i APPENDICES............................................................................................ ............................... ii LISTOF TABLES ...................................................................................... ............................... ii LISTOF FIGURES .................................................................................... ............................... ii 1.0 EXECUTIVE SUMMARY ..................................................................... ..............................1 2.0 INTRODUCTION .................................................................................. ............................... 5 3.0 EXISTING CONDITIONS ...................................................................... ..............................8 3.1 Existing Roadway Network ........................................................................ ............................... 8 3.2 Existing Traffic Volumes ............................................................................. ............................... 8 3.3 Future Traffic Volumes ................................................................................ .............................11 4.0 PROJECT TRAFFIC CHARACTERISTICS .......................................... .............................14 4.1 Trip Generation ............................................................................................ .............................14 4.2 Trip Distribution .......................................................................................... .............................15 4.3 Traffic Assignment ....................................................................................... .............................17 4.4 Transit Volumes ........................................................................................... .............................17 4.5 Total (Background Plus Project) Traffic ................................................... ............................... 22 5.0 TRAFFIC OPERATIONS ANALYSIS .................................................. .............................25 5.1 Analysis Methodology .............................................................................. ............................... 25 5.2 Key Intersection Operational Analysis ..................................................... ............................... 26 5.3 Auxiliary Turn Lane Recommendations .................................................. ............................... 30 5.4 Transit System Impacts ............................................................................. ............................... 30 6.0 CONCLUSIONS AND RECOMMENDATIONS .................................. .............................31 Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page i APPENDICES Appendix A - Conceptual Site Plan Appendix B - Existing Traffic Volumes Appendix C - Existing and Future Traffic Volumes (From Vail Transportation Master Plan) Appendix D - Trip Generation Worksheets Appendix E - Intersection Analysis Worksheets LIST OF TABLES Table 1 - Timber Ridge Traffic Generation Table 2 - Level of Service Definitions ......... 15 25 Table 3 - West Access & North Frontage Road LOS Results ........................... ............................... 28 Table 4 - East Access & North Frontage Road LOS Results ............................. ............................... 29 LIST OF FIGURES Figure1 - Vicinity Map ......................................................................................... ............................... 6 Figure 2 - Existing Lanes and Control ................................................................. ............................... 9 Figure 3 - Existing Passenger Car Traffic Volumes ............................................ .............................10 Figure 4 - 2015 Background Traffic Volumes ...................................................... .............................12 Figure 5 - 2025 Background Traffic Volumes ...................................................... .............................13 Figure 6 - Project Trip Distribution ...................................................................... .............................16 Figure 7 - Project New Passenger Car Assignment ............................................ .............................18 Figure 8 - Existing Transit Volumes .................................................................... .............................19 Figure9 - 2015 Transit Volumes ........................................................................ ............................... 20 Figure 10 - 2025 Transit Volumes ...................................................................... ............................... 21 Figure 11- 2015 Background Plus Project Traffic Volumes ............................. ............................... 23 Figure 12 - 2025 Background Plus Project Traffic Volumes ............................. ............................... 24 Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page ii 1.0 EXECUTIVE SUMMARY The existing Timber Ridge employee housing unit complex is proposed to be redeveloped. Timber Ridge is located along the north side of the North Frontage Road, west of Lionsridge Loop in Vail, Colorado. Timber Ridge currently consists of 198 employee housing units. This project involves redeveloping 102 of these units on the eastern portion of the housing complex with 114 new apartment units. This would reduce the total number of employee housing units in Timber Ridge to approximately 96 units. Regional access to Vail is provided by Interstate 70. Primary access to Timber Ridge is provided by the North Frontage Road. Direct access to the existing residential development from the North Frontage Road occurs in two locations. The two existing accesses provide full turning movements and are separated by approximately 550 feet. The locations of the two accesses will be modified with the proposed redevelopment project. The eastern access, which will primarily provide access for the new apartment units, is shifted approximately 120 feet east of its current location. The western access, which will primarily serve the existing employee housing units that will remain, is shifted approximately 100 feet east of its current location. The western access also serves as an existing transit stop with a bus turnout loop. This bus turnout loop is proposed to remain in the future in concept, but will be redeveloped. The new layout of the transit stop includes a spur access located 180 feet west of the western access to serve arriving and departing transit vehicles from and to the west. The spur access will be utilized by transit vehicles only and is proposed at approximately the same location as the existing western access. Although the Town's Access Management Plan identifies a single access to serve this property in the future, two accesses are proposed with this project. A single access was not determined to be cost effective or feasible due to the narrow depth of the parcel. The purpose of this traffic study is to identify project traffic generation characteristics, to identify potential project traffic related impacts, and to develop mitigation measures required for identified impacts at the access driveway intersections with the North Frontage Road. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 1 Specifically, this study has been prepared to provide an update to the Access Permits 310105, 310106, and 310107 provided for the Timber Ridge redevelopment project when it was identified to be redeveloped with all employee housing units. These permits are set to expire on February 4, 2014. This traffic study identifies an updated use for these permits. At the request of the Town of Vail and to maintain consistency with the Vail Transportation Master Plan and plan for other future growth in the area, analysis has been completed for the 2015 near term and 2025 long term horizons. Due to the location of Timber Ridge and the parking situation in Vail, many of the employees living in the employee housing units use the free transit system to access work and the slopes. Likewise, the Institute of Transportation Engineers (ITE) does not provide trip generation rates or equations for this type of specific work - housing use. Therefore, a passenger car and bus /person trip generation study was performed for the existing Timber Ridge units on Wednesday, December 30, 2009. This count observation date was selected by the Town since it represents a peak day during the peak winter ski season. The number of occupied units was recorded on this date as 171 units (of the 198 total). The existing counts determined that the facility generated 25 morning peak hour and 46 afternoon peak hour passenger car trips at both driveways. Rates were determined based on these passenger car volumes on a per unit basis accounting for the 171 occupied units. Based on these calculated rates, the Timber Ridge redevelopment (114 new apartment units and the remaining 96 employee housing units) is expected to generate approximately 74 morning peak hour and 106 afternoon peak hour passenger car trips. This represents a total increase of 45 morning peak hour and 53 afternoon peak hour new passenger car trips, subtracting out the existing site trip generation. Overall, this project is anticipated to reduce traffic within Vail by continuing to provide housing units in close proximity to Vail Resort. Since the housing units are located in close proximity providing either walking or transit access to Vail Mountain, this reduces the need for the residents and employees to drive; which thereby reduces the overall traffic on the Town of Vail street system. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 2 Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, proposed access, and the proposed development uses of the project. The eastern portion of the site will be redeveloped with 114 new apartment units. The western portion of the site will remain with 96 employee housing units. Therefore, the distribution for apartment traffic is applied more heavily to the east access. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. Based on the analysis presented in this report, Kimley -Horn believes the proposed Timber Ridge Redevelopment project will be successfully incorporated into the existing and future roadway network. The proposed project development and expected traffic volumes resulted in the following recommendations: • Although not specifically warranted, North Frontage Road is being proposed to be widened along project frontage to include a separate left turn lane at the western accesses. Therefore, it is anticipated that the North Frontage Road will consist of one through lane in each direction with an eastbound left turn lane for both western accesses (transit only access and site driveway). • According to the SHAC for Frontage Roads (F -R Classification) and a 35 mile per hour speed limit, left turn deceleration lanes are recommended to accommodate taper plus storage. The storage lengths for the two western accesses are as follows: o For the transit only access, the left turn lane should be a minimum of 20 feet (accounting for PCE with a factor of 2 given the transit vehicle length of 35 feet) plus the 10 to 1 taper of 120 feet. However, this storage length would not accommodate the transit vehicle. Therefore, a minimum of 50 feet of storage is recommended for the transit only access, with a 120 -foot taper. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 3 o For the other western access, the storage should be a minimum of 25 feet based on the code and left turn lane length calculations. However it is recommended that this storage length also be 50 feet with the taper length maximized to the upstream transit access. It is believed that separate left turn bays would be preferred at these two accesses to separate the left turning transit vehicles from the left turning Timber Ridge residents and guests. • Through lane transitions for eastbound and westbound traffic around the proposed left turn lanes along North Frontage Road at the western accesses are recommended to be constructed in accordance with the State Highway Access Code as required by CDOT. Since the speed limit of North Frontage Road is 35 miles per hour in the Timber Ridge vicinity, the through lane transition lengths will be required to follow a redirect taper of 20 to 1. • According to the State of Colorado State Highway Access Code (SHAG), right turn acceleration and deceleration lanes are required if the peak hour volume is greater than 50 vehicles per hour. These thresholds are not anticipated to be met; therefore, westbound right turn lanes are not proposed. • All on -site and off -site signing and striping improvements should be incorporated into the Civil Drawings, and conform to Town of Vail and CDOT standards, as well as the Manual on Uniform Traffic Control Devices - 2009 Edition (MUTCD). Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 4 2.0 INTRODUCTION Kimley -Horn and Associates, Inc. (Kimley -Horn) has prepared this report to document the results of a Traffic Impact Study of future traffic conditions associated with a proposed redevelopment of Timber Ridge in Vail, Colorado. Timber Ridge is located along the north side of the North Frontage Road, west of Lionsridge Loop in Vail, Colorado. Figure 1 is provided as a Vicinity Map for the project. Timber Ridge currently consists of 198 employee housing units. This redevelopment project proposes to replace approximately 102 of the existing employee housing units on the eastern portion of the site with 114 new apartment units. This would reduce the total number of employee housing units in Timber Ridge to 96 units. The current site plan illustrating the build out layout of the development and access locations is shown in Appendix A. The purpose of this traffic study is to identify project traffic generation characteristics, to identify potential project traffic related impacts, and to develop mitigation measures required for identified impacts at the access driveway intersections with the North Frontage Road. Specifically, this study has been prepared to provide an update to the Access Permits 310105, 310106, and 310107 provided for the Timber Ridge redevelopment project when it was first identified to be redeveloped with all employee housing units. These permits are set to expire on February 4, 2014. This traffic study identifies an updated use for these permits. At the request of the Town of Vail and to maintain consistency with the Vail Transportation Master Plan and plan for other future growth in the area, analysis has been completed for the 2015 near term and 2025 long term horizons. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 5 Regional access to Vail is provided by Interstate 70. Primary access to Timber Ridge is provided by the North Frontage Road. Direct access to the existing residential development from the North Frontage Road occurs in two locations. The two existing accesses provide full turning movements and are separated by approximately 550 feet. The locations of the two accesses will be modified with the proposed redevelopment project. The eastern access, which will primarily provide access for the new apartment units, is shifted approximately 120 feet east of its current location. The western access, which will primarily serve the existing employee housing units that will remain, is shifted approximately 100 feet east of its current location. The western access also serves as an existing transit stop with a bus turnout loop. This bus turnout loop is proposed to remain in the future in concept, but will be redeveloped. The new layout of the transit stop includes a spur access located 180 feet west of the western access to serve arriving and departing transit vehicles from and to the west. The spur access will be utilized by transit vehicles only and is proposed at approximately the same location as the existing western access. Although the Town's Access Management Plan identifies a single access to serve this property in the future, two accesses are proposed with this project. A single access was not determined to be cost effective or feasible due to the narrow depth of the parcel. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 7 3.0 EXISTING CONDITIONS 3.1 Existing Roadway Network Timber Ridge is located along the north side of the North Frontage Road, which is on the north side of Interstate 70, west of Lionsridge Loop. Primary access to the site is provided by North Frontage Road. In the site vicinity, North Frontage Road currently provides a single through lane in each direction with a 35 mile per hour posted speed limit. According to the State Highway Access Category Assignment Schedule, the segment of North Frontage Road adjacent to the site is categorized F -R. Figure 2 illustrates the existing lanes and control to the two access intersections for the site. 3.2 Existing Traffic Volumes Existing morning and afternoon peak hour traffic volumes were collected during the peak winter season at the existing accesses along North Frontage Road on Wednesday, December 30, 2009. This count date was selected by Town of Vail staff to account for a peak day during the peak winter ski season. The counts were conducted in 15 minute intervals between 6:30 AM to 10:00 AM and 3:00 PM to 6:00 PM. The existing peak hour passenger car traffic volumes are illustrated in Figure 3. Count data sheets provided in Appendix S. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 8 ail RT �--II NTS 096309001 TIMBER RIDGE EXISTING LANES AND CONTROL FIGURE 2 ®0 K rnley -Horn 0 ® and Associates, In �u F =t—T- NTS 096309001 �GF- AP ��o N N X1026(360) 8(5) 161(281) -> Wednesday, December 30, 2009 AM Peak 7:30 - 8:30; PM Peak 3:30 - 4:30 TIMBER RIDGE EXISTING PASSENGER CAR TRAFFIC VOLUMES 1O �E "P GPO LPG J� 50 m M X1(2) `O `n X127(367) 1(,3)-7 161(275) Wednesday, December 30, 2009 AM Peak 7:30 - 8:30; PM Peak 3:30 - 4:30 LEGEND Study Area Key Intersection <-- xx(xx) AM(PM) Peak Hour Traffic Volume FIGURE 3 ®0 Kimley -Horn 0 ® and Associates, In 3.3 Future Traffic Volumes Future 2025 traffic volumes along North Frontage Road were obtained from the Vail Transportation Master Plan. These future long term traffic volume estimates were developed as part of an entire Town traffic study being conducted by the traffic consultant for the Town of Vail, Felsburg Holt & Ullevig. The traffic volume projections take into account development that is under construction, development that is already approved, development that was recently submitted to the Town for consideration, and potential development that might more efficiently utilize a given parcel of land. According to a comparison between the existing traffic volumes and future projected traffic volumes as shown in the Vail Transportation Master Plan, the long term growth factor equates to 1.59 (1,100 future vehicles per hour (vph) on the North Frontage Road compared with 690 vph today). This equates to annual growth rate of approximately 3.2 percent. Therefore, the existing traffic volumes from Figure 3 were grown at this annual growth rate of 3.2 percent for six years to obtain the 2015 background traffic volumes. The 2015 background traffic volumes at the existing access intersections of Timber Ridge along the North Frontage Road are illustrated in Figure 4. The future background traffic volumes for 2025 are shown in Figure 5. The existing and future traffic volume figures from the Vail Transportation Master Plan are included in Appendix C. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 11 ail RT �--II NTS 096309001 LEGEND Study Area Key Intersection <-- xx(xx) AM(PM) Peak Hour Traffic Volume TIMBER RIDGE 2015 BACKGROUND TRAFFIC VOLUMES FIGURE 4 CKjlrnleymHorn on and Associates, Inc. ail RT �--II NTS 096309001 LEGEND Study Area Key Intersection xx(xx) AM(PM) Peak Hour Traffic Volume TIMBER RIDGE 2025 BACKGROUND TRAFFIC VOLUMES FIGURE 5 ®0 Kimley -Horn 0 ® and Associates, In 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 Trip Generation Site - generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Report' published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. The total trip generation for Timber Ridge is made up of two components: the employee housing units to remain and the new apartment units. Due to the location of Timber Ridge and the parking situation in Vail, many of the employees residing within the employee housing units use the free transit system to access work and the slopes. ITE does not provide trip generation rates or equations for this type of specific work - housing use. Therefore, a vehicle trip generation study was performed for the existing Timber Ridge units on Wednesday, December 30, 2009 to calculate a corresponding trip generation rate. The study count observation date was selected by the Town since it represents a peak day during the peak winter ski season. The number of occupied units was recorded on this date as 171 units (of the 198 total units). Rates were determined based on the vehicle volumes on a per unit basis accounting for the 171 occupied units. Based on the calculated rates, the anticipated morning and afternoon peak vehicle trips associated with the 98 employee housing units to remain were calculated and are provided in Table 1. The trip generation for the 114 new apartment units was calculated using the ITE Trip Generation Report fitted curve equations that apply to the Apartment (ITE Land Use Code 220) land use. The resulting trip generation for the new apartments and the total trip generation for the overall Timber Ridge redevelopment project are provided in Table 1. The trip generation worksheets are included in Appendix D. 1 Institute of Transportation Engineers, Trip Generation: An Information Report, Ninth Edition, Washington DC, 2012. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 14 It is important to recognize that 98 housing units associated with this project will continue to reduce traffic within Vail by providing employees housing in close proximity to their work. Many of the residents of the new apartment units may also either work on the mountain or recreate there during the day. Due to the proximity of Timber Ridge to Vail Resort and the availability of transit and pedestrian options, the need for the employees and residents to drive to work or the slopes is reduced. This in turn reduces the overall traffic on the Town of Vail street system. Table 1 - Timber Ridge Traffic Generation 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, proposed access, and the proposed development uses of the project. The eastern portion of the site will be redeveloped with 114 new apartment units. The western portion of the site will remain with 96 employee housing units. Therefore, the distribution for apartment traffic is applied more heavily to the east access. Figure 6 illustrates the expected project distribution for redevelopment of Timber Ridge. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 15 Vehicles Trips Weekday AM Peak Hour Weekday PM Peak Hour In Out Total In Out Total Existing Counts (171 Occupied Employee Housing Units) 10 15 25 18 28 46 Existing Rates (Trips per Employee Housing Unit) 0.0585 0.0877 0.1462 0.1053 0.1637 0.2690 Existing Employee Housing Units to Remain (96 Employee Housing Units) 6 8 14 10 16 26 New Apartments (114 Units) 12 48 60 52 28 80 Total Timber Ridge Traffic 18 56 74 62 44 106 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, proposed access, and the proposed development uses of the project. The eastern portion of the site will be redeveloped with 114 new apartment units. The western portion of the site will remain with 96 employee housing units. Therefore, the distribution for apartment traffic is applied more heavily to the east access. Figure 6 illustrates the expected project distribution for redevelopment of Timber Ridge. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 15 ail ® RT NTS 096309001 LEGEND 0 Study Area Key Intersection <--xx/(xx/) Entering (Exiting) Percentage of Vehicles TIMBER RIDGE PROJECT TRIP DISTRIBUTION FIGURE 6 ®0 Kimley -Horn 0 ® and Associates, In 4.3 Traffic Assignment Traffic assignment was obtained by applying the distributions to the estimated traffic generation of the development shown in Table 1. Figure 7 illustrates the new passenger car traffic assignment. This figure represents the traffic assignment of passenger cars generated by Timber Ridge. 4.4 Transit Volumes In addition to the passenger car volumes generated by Timber Ridge today and in the future, transit vehicles are also accommodated on site. The western access includes a bus turnout loop with a spur access approximately 175 feet further to the west to serve arriving and departing transit vehicles from and to the west. Many of the employees that reside within Timber Ridge choose to use the free transit system for access to work and other locations within Vail Village. The existing residents of Timber Ridge within the approximate 200 units were observed to be transported within 10 transit vehicles during the morning peak hour and 8 transit vehicles in the afternoon peak hour. Figure 8 illustrates the existing transit vehicle volume counted at the western project access on December 30, 2009. Based on discussion with Town Staff, it is anticipated that 2015 transit demand within the Town will support a frequency of approximately 18 transit vehicles per hour on the North Frontage Road route adjacent to Timber Ridge. These transit volumes are shown in attached Figure 9. It is anticipated that by 2025 the demand will increase to support a frequency of approximately 25 transit vehicles per hour on this same route adjacent to the project as shown in Figure 10. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 17 ■ IA\ TIMBER RIDGE NEW PROJECT TRAFFIC ASSIGNMENT APARTMENTS PLUS EMPLOYEE HOUSING LEGEND Study Area Key Intersection xx(xx) AM(PM) Peak Hour Traffic Volume FIGURE 7 ®0 Kimley -Horn 0 ® and Associates, In ICI F=:t-T-I --i NTS 096309001 qGPO LPG E �G� �O "goo n �y(6) r` M 3(2) EXISTING Wednesday, December 30, 2009 AM Peak 7:30 - 8:30; PM Peak 3:30 - 4:30 TIMBER RIDGE TOWN OF VAIL EXISTING TRANSIT VOLUMES 'lo E� LPG J� 50 LEGEND Study Area Key Intersection xx(xx) AM(PM) Peak Hour Traffic Volume FIGURE 8 ®0 Kimley -Horn 0 ® and Associates, In ICI F=:t-T-I --i NTS 096309001 qGPO LPG E �G� �O N N 6(6) —7 BUS ACCESS LOOP ONLY TIMBER RIDGE TOWN OF VAIL 2015 TRANSIT VOLUMES Eq LPG J� 50 c° 12(12) �1 LEGEND Study Area Key Intersection xx(xx) AM(PM) Peak Hour Traffic Volume FIGURE 9 ®0 Kimley -Horn 0 ® and Associates, In ICI F=:t-T-I --i NTS 096309001 qGPO LPG E �G� �O BUS ACCESS LOOP ONLY TIMBER RIDGE TOWN OF VAIL 2025 TRANSIT VOLUMES E� LPG J� 50 O o_ 15(15) 10 LEGEND Study Area Key Intersection xx(xx) AM(PM) Peak Hour Traffic Volume FIGURE 10 ®0 Kimley -Horn 0 ® and Associates, In 4.5 Total (Background Plus Project) Traffic The project traffic assignments shown in Figure 7 were then added to the background volumes to represent estimated traffic conditions for the near term 2015 and long term 2025 horizon. In addition, the increased transit volumes were added to the movements at the western driveway and the increase in transit added along the North Frontage Road. A passenger car equivalent for the transit vehicle was identified as 2 due to the transit vehicle being 35 feet in length (as defined by the State Highway Access Code being a vehicle less than 40 feet). Figure 11 illustrates the background plus Timber Ridge redevelopment project traffic volumes for the 2015 horizon. These peak hour projections include traffic anticipated to remain with the existing 96 units expected to stay on the western portion of the site with development of the 114 apartments on the eastern portion. The background plus project traffic volumes for the 2025 horizon are shown in Figure 12. Both Figures 11 and 12 illustrate the passenger car equivalent volume for the applicable movements at the western access. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 22 I LPG �O N , N X150(420) 6(6) —7 205(355) VEHICLE VOLUME TIMBER RIDGE lo �E 7"P GPO LPG \ J� SG PCE VOLUME 2015 TOTAL TRAFFIC VOLUMES M M a X15(21) j X145(415) 6(22) 200(350) VEHICLE VOLUME ail ® RT NTS 096309001 � ci X7(25) `a N X150(430) 215(360) —> 0 0 27(33) 145(415) 6(22) 200(350) PCE VOLUME LEGEND Study Area Key Intersection xx(xx) AM(PM) Peak Hour Traffic Volume FIGURE 11 ®0 Kimley -Horn 0 ® and Associates, In I LPG �O X190(555) 10(10) —' 305(545) VEHICLE VOLUME TIMBER RIDGE lo �E 7"P GPO LPG \ J� SG PCE VOLUME 2025 TOTAL TRAFFIC VOLUMES o m X18(24) j X190(555) 6(22) 305(545) VEHICLE VOLUME ail ® RT NTS 096309001 � ci X7(25) `a N X190(565) 315(550) —> � r N o m 33(39) `14 X190(555) 6(22) 305(545) PCE VOLUME LEGEND Study Area Key Intersection xx(xx) AM(PM) Peak Hour Traffic Volume FIGURE 12 ®0 Kimley -Horn 0 ® and Associates, In 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley -Horns analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2015 and 2025 development horizon at the identified key intersections. The acknowledged source for determining overall capacity is the current edition of the Highway Capacity Manualz. 5.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, Town of Vail recommends intersection LOS C as the minimum threshold for acceptable operations. Table 2 shows the definition of LOS for unsignalized intersections. Table 2 - Level of Service Definitions Level of Service Unsignalized Intersection Average Total Delay (sec /veh) A <10 B >10 and <15 C >15 and < 25 D >25 and < 35 E >35 and < 50 F >50 Definitions provided from the Highway Capacity Manual, Transportation Research Board, 2010. 2 Transportation Research Board, Highway Capacity Manual, Washington DC, 2010. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 25 The Timber Ridge project access intersections were analyzed based on average total delay analysis for unsignalized intersections. Under the unsignalized analysis, the LOS for a two -way stop controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. LOS for a two -way stop - controlled intersection is not defined for the intersection as a whole. 5.2 Key Intersection Operational Analysis Calculations for the LOS at the key intersections identified for study are provided in Appendix E. LOS for the two -way stop controlled intersections was calculated using Highway Capacity Software (HCS) using the Highway Capacity Manual (HCM) methodology. The existing and background analysis includes an evaluation of the intersections with the existing configuration. For the background plus project condition, it is anticipated that the North Frontage Road will be widened along project frontage to include a separate left turn lane for the western access location. Therefore, it is anticipated that the North Frontage Road will consist of one through lane in each direction with an eastbound left turn deceleration lane for the western driveway, as well as the transit -only access. For the transit -only access, the left turn lane should be a minimum of 20 feet (accounting for PCE with a factor of 2 given the transit vehicle length of 35 feet) plus the 10 to 1 taper for 120 feet. However, this storage length would not accommodate the transit vehicle. Therefore, a minimum of 50 feet of storage is recommended for the transit -only access. For the western public access, the storage should be a minimum of 25 feet based on the code and left turn lane length calculations. However it is recommended that this storage length also include a 50 -foot storage bay and maximum possible taper west to the transit access. Since there aren't anticipated to be any left turn exiting movements from the transit only access, it is believed that traffic will function better with two separate left turn bays. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 26 Through lane transitions for eastbound and westbound traffic around the proposed left turn lanes along North Frontage Road at the western accesses are recommended to be designed and constructed in accordance with the State Highway Access Code as required by CDOT. Since the speed limit of North Frontage Road is 35 miles per hour in the Timber Ridge vicinity, the through lane transition lengths will be required by CDOT to follow a redirect taper of 20 to 1. The following provides the results of the analysis for the west (including transit access) and east Timber Ridge accesses along North Frontage Road. Timber Ridge West Access & North Frontage Road The existing T- intersection of the west access to Timber Ridge along the North Frontage Road currently has all movements operating at an acceptable LOS. This intersection is anticipated to continue to have movements that operate with an acceptable LOS throughout the 2025 study horizon, prior to the Timber Ridge redevelopment. As part of redevelopment, a new transit access is proposed to be located approximately 180 feet west of the proposed western access. With redevelopment, the North Frontage Road is recommended to be widened along the project frontage to include a separate eastbound left turn lane for both western accesses. With this improvement, all movements are anticipated to operate acceptably at this access, as well as the new transit only access, throughout the 2025 horizon accommodating the 114 apartment Timber Ridge redevelopment traffic. The left turn storage for the transit access of approximately 50 feet and between the transit access and west access of an additional 50 feet are believed to be sufficient to acceptably accommodate the projected left turning traffic. Since there are not anticipated to be any exiting left turning traffic at the transit only access, it is recommended that the left turn lanes be designated as two separate bays. Table 3 provides the results of the LOS analysis at this intersection. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 27 Table 3 — West Access & North Frontage Road LOS Results Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 28 AM Peak Hour PM Peak Hour Delay LOS Delay LOS Scenario (sec /veh) (sec /veh) 2009 Existing Eastbound Left/Through 7.8 A 8.5 A Southbound Le t/Ri ht 10.7 B 12.6 B 2015 Background Eastbound Left/Through 8.0 A 9.2 A Southbound Left/Right 11.3 B 15.2 C 2015 Background Plus Project Eastbound Left 7.6 A 8.4 A Southbound Left/Right 10.5 B 15.6 C Transit Eastbound Left 8.7 A 9.9 A Transit Southbound Right 10.4 B 13.4 B 2025 Background Eastbound Left/Right 8.4 A 10.2 B Southbound Left/Right 12.9 B 23.4 C 2025 Background Plus Project Eastbound Left 7.7 A 8.9 A Southbound Left/Right 12.0 B 24.9 C Transit Eastbound Left 8.9 A 10.8 B Transit Southbound Right 10.8 B 15.6 C Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 28 Timber Ridge East Access & North Frontage Road The existing east access T- intersection of Timber Ridge along the North Frontage Road will be impacted more with the new redevelopment traffic, as the proposed apartments are to be located on the eastern portion of the site. This intersection currently has all movements operating at an acceptable LOS. This intersection is anticipated to continue to have movements that operate with an acceptable LOS throughout the 2025 study horizon, prior to the Timber Ridge redevelopment with or without the addition of Timber Ridge redevelopment project traffic. Table 4 provides the results of the LOS analysis at this intersection. Table 4 - East Access & North Frontage Road LOS Results Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 29 AM Peak Hour PM Peak Hour Delay LOS Delay LOS Scenario (sec /veh) (sec /veh) 2009 Existing Eastbound Left/Through 7.5 A 8.1 A Southbound Le t/Ri ht 9.7 A 11.6 B 2015 Background Eastbound Left/Through 7.5 A 8.3 A Southbound Le t/Ri ht 9.9 A 12.5 B 2015 Background Plus Project Eastbound Left/Through 7.6 A 8.4 A Southbound Le t/Ri ht 10.9 A 16.4 C 2025 Background Eastbound Left/Through 7.6 A 8.7 A Southbound Left/Right 10.7 B 15.4 C 2025 Background Plus Project Eastbound Left/Through 7.7 A 8.8 A Southbound Le t/Ri ht 12.1 B 23.7 C Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 29 5.3 Auxiliary Turn Lane Recommendations The State Highway Access Category Assignment Schedule categorizes the segment of North Frontage Road adjacent to the site as F -R. In the site vicinity, North Frontage Road provides one lane of travel in each direction with a 35 mile per hour posted speed limit. As such, auxiliary turn lane requirements at the existing Timber Ridge access intersections of North Frontage Road are recommended based on requirements provided in the State Highway Access Code for category F -R roadways with a 35 mile per hour speed limit. According to the Access Code, a left turn deceleration lane plus taper with storage length is required for any access with a projected peak hour ingress volume greater than 25 vehicles per hour (vph). Right turn acceleration or deceleration lanes plus taper are required for any access with a projected peak hour right turning volume greater than 50 vph. These thresholds are not anticipated to be met; therefore, auxiliary turn lanes are not believed to be required. As previously discussed, an eastbound left turn lane is proposed along North Frontage Road at the western accesses to be constructed with the redevelopment project to allow for acceptable operations as well as safe and efficient operations for left turns for transit vehicles and residents of Timber Ridge. 5.4 Transit System Impacts Based on the existing counts conducted on Wednesday, December 30, 2009, there were a total of 108 people observed during the peak hour that boarded the bus at the stop on the west Timber Ridge access. During the afternoon peak hour, there were a total of 112 people that got off the bus at this stop. These person trips were generated by the occupied 171 units. Therefore, going to 210 total units (12 additional units than in the existing Timber Ridge development) with this project will likely only have a small impact to the Town of Vail transit system. After the redevelopment is complete, approximately 119 people per hour may desire to ride the bus. The capacity of the buses is 75 passengers. Therefore, this demand would require two (2) buses. Comparing the existing number of buses to the demand anticipated, the number of buses is believed to be adequate to serve the demand at Timber Ridge. It is recommended that the Town of Vail transit staff fully evaluate these person demands to identify possible changes that may be needed for the system in the future to serve the project. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 30 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley -Horn believes the proposed Timber Ridge Redevelopment project will be successfully incorporated into the existing and future roadway network. The proposed project development and expected traffic volumes resulted in the following recommendations: • Although not specifically warranted, North Frontage Road is being proposed to be widened along project frontage to include a separate left turn lane at the western accesses. Therefore, it is anticipated that the North Frontage Road will consist of one through lane in each direction with an eastbound left turn lane for both western accesses (transit only access and site driveway). • According to the SHAC for Frontage Roads (F -R Classification) and a 35 mile per hour speed limit, left turn deceleration lanes are recommended to accommodate taper plus storage. The storage lengths for the two western accesses are as follows: o For the transit only access, the left turn lane should be a minimum of 20 feet (accounting for PCE with a factor of 2 given the transit vehicle length of 35 feet) plus the 10 to 1 taper of 120 feet. However, this storage length would not accommodate the transit vehicle. Therefore, a minimum of 50 feet of storage is recommended for the transit only access, with a 120 -foot taper. o For the other western access, the storage should be a minimum of 25 feet based on the code and left turn lane length calculations. However it is recommended that this storage length also be 50 feet with the taper length maximized to the upstream transit access. It is believed that separate left turn bays would be preferred at these two accesses to separate the left turning transit vehicles from the left turning Timber Ridge residents and guests. Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 31 • Through lane transitions for eastbound and westbound traffic around the proposed left turn lanes along North Frontage Road at the western accesses are recommended to be constructed in accordance with the State Highway Access Code as required by CDOT. Since the speed limit of North Frontage Road is 35 miles per hour in the Timber Ridge vicinity, the through lane transition lengths will be required to follow a redirect taper of 20 to 1. • According to the State of Colorado State Highway Access Code (SHAG), right turn acceleration and deceleration lanes are required if the peak hour volume is greater than 50 vehicles per hour. These thresholds are not anticipated to be met; therefore, westbound right turn lanes are not proposed. • All on -site and off -site signing and striping improvements should be incorporated into the Civil Drawings, and conform to Town of Vail and CDOT standards, as well as the Manual on Uniform Traffic Control Devices - 2009 Edition (MUTCD). Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Page 32 APPENDICES Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) APPENDIX A Conceptual Site Plan Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) - I wo �- '�, ' �' � - �� � WIIIIIIIIIIIIIIIIIIIIIIIIII° m o . a aI z= II �� wea w. I i g p M I I f `i I i O eg I II I g i i i , i I � —1 l 4 3 0� a i I _ I IW i 1 l , I 1 ' r I I I IIIp I I I g 7� I 1 � I I V�oo I' li I 1 , , I i APPENDIX B Existing Traffic Volumes Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vaii, CO Morrison, CO 80465 Fiie Nar. - : Timber Ridge Main No Bus Tir,b -r Ridge Site Code :0000022A AM Peak (No Bus) Start Date : 12/30/2009 170 Nortm Frontage Road and Mair, A��ess Page No : 1 Grou s Printed- Unshifted Timber Ridge Main Access 170 Frontage 170 Frontage Southbound Westbound Eastbound Start Time Right Left Peds App. Total Right Thru App. Total Thhruu:E:LeC App. Total Int. Total 06:30 AM 1 0 0 1 1 12 13 15 0 15 29 06:45 AM 1 0 0 1 0 14 14 13 0 13 28 Total 2 0 0 2 1 26 27 28 0 28 57 07:00 AM 0 0 0 0 1 25 26 18 1 19 45 07:15 AM 2 2 0 4 1 22 23 21 1 22 49 07:30 AM 1 1 0 2 0 28 28 33 1 34 64 07:45 AM 0 1 0 1 0 29 29 42 3 45 75 Total 3 4 0 7 2 104 106 114 6 120 233 08:00 AM 0 0 0 0 0 31 31 50 3 53 84 08:15 AM 1 0 0 1 0 38 38 36 1 37 76 08:30 AM 2 0 0 2 2 52 54 39 0 39 95 08:45 AM 1 1 0 2 1 40 41 44 4 48 91 Total 4 1 0 5 3 161 164 169 8 177 346 09:00 AM 1 1 0 2 1 50 51 53 1 54 107 09:15 AM 1 1 0 2 2 55 57 51 0 51 110 09:30 AM 0 0 0 0 0 50 50 46 1 47 97 09:45 AM 1 0 0 1 0 57 57 29 1 30 88 Total 3 2 0 5 3 212 215 179 3 182 402 Grand Total 12 7 0 19 9 503 512 490 17 507 1038 Apprch % 63.2 36.8 0 1.8 98.2 96.6 3.4 Total % 1.2 0.7 0 1.8 0.9 48.5 49.3 47.2 1.6 48.8 RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vaii, CO Morrison, CO 80465 Fiie Na r"- : Timber Ridge Main No Bus Tir bb-r Ridge Site Code :0000022A AM Peak (No Bus) Start Date : 12/30/2009 170 North Frontage Road and Main Page No : 2 Timber Ridge Main Access Out In Total 26 19 45 12C 1 0 Right Left Peds 0 N O o Z p0 North 7l — 12/30/2009 06:30 AM �D o LL r 12/30/2009 09:45 AM m Unshifted O °om m- RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vaii, CO Morrison, CO 80465 Fiie Nar„e : Timber Ridge Main No Bus Tirr,ber Ridge Site Code :0000022A AM Peak (No Bus) Start Date : 12/30/2009 170 North Frontage Road and Main Page No :3 Int. Total Peak Hour Analysis From 06:30 AM to 08:15 AM - Peak 1 of 1 Timber Ridge Main Access Southbound 170 Frontage Westbound 170 Frontage Eastbound Start Time Right Left Peds App. Total Right Thru App. Total Thru Left App. Total Int. Total Peak Hour Analysis From 06:30 AM to 08:15 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM t t 0 2 0 28 28 33 1 34 64 07:45 AM 0 1 0 1 0 29 29 42 3 45 75 08:00 AM 0 0 0 0 0 31 31 50 3 53 84 08:15 AM 1 0 0 1 0 38 38 36 1 37 76 Total Volume 2 2 0 4 0 126 126 161 8 169 299 % App. Total 50 50 0 0 100 95.3 4.7 PHF .500 .500 .000 .500 .000 .829 .829 .805 .667 .797 .890 i imoer Klage Main Access Out In Total ® 4 F 12 2C 0 Right Left 4 Peds Peak Hour Data oN I �O ' North cog) rn O — Peak Hour Begins at 07:30 AM D c D _ F Unshifted G � � N � O� mm O RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vaii, CO Morrison, CO 80465 Fiie Name : Timber Ridge Main No Bus Timber Ridge Site Code :0000022A AM Peak (No Bus) Start Date : 12/30/2009 170 Nortm Frontage Road and Mair, A��ess Page No : 4 Image 1 r k v •�. rw Cr"J'' ��{ �" +1 a xr. `-$' �. �, .�'" �' ,p� •%� e � + X� �@ M %� ' RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vail, CO Morrison, CO 80406. Name : Timber Ridge Main PM No Bus Tir bb-r Ridge Site Code :0000022A PM Peak (No Bus) Start Date : 12/30/2009 170 North Frontage Road and Main Page No : 1 Groups Printed- Unshifted Timber Ridge Main Access 170 Frontage 170 Frontage Southbound Westbound Eastbound Start Time Ri ht Left App. Total Right Thru App. Total Thru Left F App. Total Int. Total 03:00 PM 0 3 3 1 70 71 62 3 65 139 03:15 PM 2 0 2 2 65 67 65 1 66 135 03:30 PM 2 3 5 2 80 82 67 1 68 155 03:45 PM 5 0 5 1 80 81 74 3 77 163 Total 9 6 15 6 295 301 268 8 276 592 04:00 PM 3 1 4 3 96 99 60 1 61 164 04:15 PM 2 1 3 2 104 106 80 0 80 189 04:30 PM 4 0 4 2 76 78 65 6 71 153 04:45 PM 6 0 6 1 75 76 67 4 71 153 Total 15 2 17 8 351 359 272 11 283 659 05:00 PM 2 3 5 1 88 89 55 4 59 153 05:15 PM 4 1 5 1 113 114 54 5 59 178 05:30 PM 5 0 5 4 76 80 52 4 56 141 05:45 PM 4 1 5 2 71 73 53 5 58 136 Total 15 5 20 8 348 356 214 18 232 608 Grand Total 39 13 52 22 994 1016 754 37 791 1859 Apprch % 75 25 2.2 97.8 95.3 4.7 Total % 2.1 0.7 2.8 1.2 53.5 54.7 40.6 2 42.5 RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vaii, CO Morrison, CO 8040ie Narr,e : Timber Ridge Main PM No Bus Tir bb-r Ridge Site Code :0000022A PM Peak (No Bus) Start Date : 12/30/2009 170 North Frontage Road and Main Page No : 2 Timber Ridge Main Access Out In Total 59 52 111 39 13 Right Left (0 N 0 Nor th C � C I o �J F __:� o -n 12/30/2009 03:00 PM D o LL r 12/30/2009 05:45 PM m I-- Unshifted D O� w- RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vaii, CO Morrison, CO 8040ie Narr,e : Timber Ridge Main PM No Bus Tir bb-r Ridge Site Code :0000022A PM Peak (No Bus) Start Date : 12/30/2009 170 North Frontage Road and Main A��es s Page No : 3 Int. Total Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1 Timber Ridge Main Access Southbound 170 Frontage Westbound 170 Frontage Eastbound Start Time Right Left App. Total Right Thru App. Total Thru Left App. Total Int. Total Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 03:30 PM 03:30 PM 2 3 5 2 80 82 67 1 68 155 03:45 PM 5 0 5 1 80 81 74 3 77 163 04:00 PM 3 1 4 3 96 99 60 1 61 164 04:15 PM 2 1 3 2 104 106 80 0 80 189 Total Volume 12 5 17 8 360 368 281 5 286 671 % App. Total 70.6 29.4 2.2 97.8 98.3 1.7 PHF .600 .417 .850 .667 .865 .868 .878 .417 .894 .888 Timber Ridge Main Access Out In Total 131 17 F 30 12 5 Right Left Peak Hour Data Lo o(0 � �o ,o North ° C N J —� Peak Hour Begins at 03:30 PM m T D o LL m 2 o m N L w m Unshifted 2 0 � O RIDGEVIEW DATA COLLECTION 6392 Starlight rive Vaii, CO Morrison, CO 80445.. Nar". : Timber Ridges Main PM No Bus Tir kb -r Ridge Site Code :0000022A PM Peak (No Bus) Start Date : 12/30/2009 170 Nortm Frontage Road and Maim A��ess Page No : 4 Image 1 COX RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main AM Timber Ridge Site Code : 0000022A AM Peak Start Date :12/30/2009 170 North Frontage Road and Main Access Page No : 1 Groups Printed- Unshifted Timber Ridge Main 170 Frontage 170 Frontage Access Westbound Eastbound Southbound Start Time Right Left App. Total Right ThrU BUS P ° o °' ' ° "'° App. Total ThrU Left BUS ' ° o °' ' ° "'° App. Total Int. Total 06:30 AM 1 0 1 1 12 1 0 3 17 15 0 0 0 0 15 33 06:45 AM 1 0 1 0 14 0 0 0 14 13 0 2 0 93 108 123 Total 2 0 2 1 26 1 0 3 31 28 0 2 0 93 123 156 07:00 AM 0 0 0 1 25 1 0 0 27 18 1 0 0 0 19 46 07:15 AM 2 2 4 1 22 1 0 2 26 21 1 3 0 52 77 107 07:30 AM 1 1 2 0 28 2 1 4 35 33 1 0 0 0 34 71 07:45 AM 0 1 1 0 29 2 0 1 32 42 3 1 0 38 84 117 Total 3 4 7 2 104 6 1 7 120 114 6 4 0 90 214 341 08:00 AM 0 0 0 0 31 2 0 2 35 50 3 0 0 0 53 88 08:15 AM 1 0 1 0 38 1 0 19 58 36 1 2 0 44 83 142 08:30 AM 2 0 2 2 52 2 0 1 57 39 0 0 0 0 39 98 08:45 AM 1 1 2 1 40 0 0 0 41 44 4 2 1 18 69 112 Total 4 1 5 3 161 5 0 22 191 169 8 4 1 62 244 440 09:00 AM 1 1 2 1 50 2 2 3 58 53 1 0 0 0 54 114 09:15 AM 1 1 2 2 55 1 0 0 58 51 0 2 0 19 72 132 09:30 AM 0 0 0 0 50 2 2 0 54 46 1 0 0 0 47 101 09:45 AM 1 0 1 0 57 0 0 0 57 29 1 2 0 14 46 104 Total 3 2 5 3 212 5 4 3 227 179 3 4 0 33 219 451 Grand Total 12 7 19 9 503 17 5 35 569 490 17 14 1 278 800 1388 Apprch % 63.2 36.8 1.6 88.4 3 0.9 6.2 61.2 2.1 1.8 0.1 34.8 Total % 0.9 0.5 1.4 0.6 36.2 1.2 0.4 2.5 41 35.3 1.2 1 0.1 20 57.6 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main AM Timber Ridge Site Code : 0000022A AM Peak Start Date :12/30/2009 170 North Frontage Road and Main Access Page No : 2 im er Hidge Main Access Out In Total 26 19 45 12 7 Right Left m r) o J m North �s m Fol c o ~ o 2/30/2009 06:30 AM 12/30/2009 09 45 AM 4--? o w o m — rn o 0 N Unshifted o m 0 f o 0 rn m rn- RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main AM Timber Ridge AM Peak 170 North Frontage Road and Main Access Site Code : 0000022A Start Date :12/30/2009 Page No : 3 Int. Total Neak Hour Analysis From U6:3U AM to US:1S AM - Neak 1 of 1 Timber Ridge Main im er Hidge Main Access 170 Frontage 170 Frontage Access Peak Hour for Entire Intersection Begins at 07:30 AM ® ® 12 Westbound Eastbound Southbound Start Time Right Left App. Total Right Thru Bus 35 33 App. Total Thru Left Bus Pe° °e ' ° e'° App. Total Int. Total Neak Hour Analysis From U6:3U AM to US:1S AM - Neak 1 of 1 im er Hidge Main Access Out In Total Peak Hour for Entire Intersection Begins at 07:30 AM ® ® 12 2 2 Right Left 07:30 AM 1 1 2 0 28 2 1 4 35 33 1 0 0 0 34 71 07:45 AM 0 1 1 0 29 2 0 1 32 42 3 1 0 38 84 117 08:00 AM 0 0 0 0 31 2 0 2 35 50 3 0 0 0 53 88 08:15 AM 1 0 1 0 38 1 0 19 58 36 1 2 0 44 83 142 Total Volume 2 2 4 0 126 7 1 26 160 161 8 3 0 82 254 418 % App. Total 50 50 0 78.8 4.4 0.6 16.2 63.4 3.1 1.2 0 32.3 PHF .500 .500 .500 .000 .829 .875 .250 .342 .690 .805 .667 .375 .000 .466 .756 .736 im er Hidge Main Access Out In Total ® ® 12 2 2 Right Left Peak Hour Data �00 o� �O J North ° W 0 c N F� Peak Hour Begins at 07:30 AM �Z rn o 5 m o � N � o C Unshifted m 0 0 � - � p �O N � W RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main AM Timber Ridge Site Code : 0000022A AM Peak Start Date :12/30/2009 170 North Frontage Road and Main Access Page No : 5 Image 1 If WWI M alp" t s • °24Y�.35' W I fl eye al! 1pgi It RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main PM Timber Ridge Site Code : 0000022A PM Peak Start Date :12/30/2009 170 North Frontage Road and Main Access Page No : 1 Groups Printed- Unshifted Timber Ridge Main 170 Frontage 170 Frontage Access Westbound Eastbound Southbound Start Time Right Left App. Total Right ThrU BUS P ° o °' ' ° "'° App. Total ThrU Left BUS ' ° o °' ' ° "'° App. Total Int. Total 03:00 PM 0 3 3 1 70 2 26 4 103 62 3 0 0 0 65 171 03:15 PM 2 0 2 2 65 2 1 3 73 65 1 1 2 7 76 151 03:30 PM 2 3 5 2 80 3 10 2 97 67 1 0 0 0 68 170 03:45 PM 5 0 5 1 80 0 0 0 81 74 3 1 3 4 85 171 Total 9 6 15 6 295 7 37 9 354 268 8 2 5 11 294 663 04:00 PM 3 1 4 3 96 2 41 12 154 60 1 0 0 0 61 219 04:15 PM 2 1 3 2 104 1 0 0 107 80 0 1 0 4 85 195 04:30 PM 4 0 4 2 76 3 68 5 154 65 6 0 0 0 71 229 04:45 PM 6 0 6 1 75 0 0 0 76 67 4 0 0 0 71 153 Total 15 2 17 8 351 6 109 17 491 272 11 1 0 4 288 796 05:00 PM 2 3 5 1 88 2 63 5 159 55 4 1 5 6 71 235 05:15 PM 4 1 5 1 113 2 23 1 140 54 5 1 1 4 65 210 05:30 PM 5 0 5 4 76 3 22 2 107 52 4 0 0 0 56 168 05:45 PM 4 1 5 2 71 0 0 0 73 53 5 1 3 2 64 142 Total 15 5 20 8 348 7 108 8 479 214 18 3 9 12 256 755 Grand Total 39 13 52 22 994 20 254 34 1324 754 37 6 14 27 838 2214 Apprch % 75 25 1.7 75.1 1.5 19.2 2.6 90 4.4 0.7 1.7 3.2 To % 1.8 0.6 2.3 1 44.9 0.9 11.5 1.5 59.8 34.1 1.7 0.3 0.6 1.2 37.9 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main PM Timber Ridge Site Code : 0000022A PM Peak Start Date :12/30/2009 170 North Frontage Road and Main Access Page No : 2 im er Hidge Main Access Out In Total 59 52 111 39 13 Right Left m��O ~ o J p7 North N N c 2 r� LL ~ 12/30/2009 03:00 PM 12/30/2009 05:45 PM 4--? ( A N 4 o A — ) v o O o Unshifted 610 m 0 i 0 m RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main PM Timber Ridge PM Peak 170 North Frontage Road and Main Access Site Code : 0000022A Start Date :12/30/2009 Page No : 3 Int. Total Neak Hour Analysis From U3:UU I'M to U4:4S I'M - Neak 1 of 1 Timber Ridge Main im er Hidge Main Access 170 Frontage 170 Frontage Access Peak Hour for Entire Intersection Begins at 03:45 PM 18 16 Westbound Eastbound Southbound Start Time Right Left App. Total Right Thru Bus 81 74 App. Total Thru Left Bus Pe° °e ' ° e'° App. Total Int. Total Neak Hour Analysis From U3:UU I'M to U4:4S I'M - Neak 1 of 1 im er Hidge Main Access Out In Total Peak Hour for Entire Intersection Begins at 03:45 PM 18 16 14 2 Right Left 03:45 PM 5 0 5 1 80 0 0 0 81 74 3 1 3 4 85 171 04:00 PM 3 1 4 3 96 2 41 12 154 60 1 0 0 0 61 219 04:15 PM 2 1 3 2 104 1 0 0 107 80 0 1 0 4 85 195 04:30 PM 4 0 4 2 76 3 68 5 154 65 6 0 0 0 71 229 Total Volume 14 2 16 8 356 6 109 17 496 279 10 2 3 8 302 814 % App. Total 87.5 12.5 1.6 71.8 1.2 22 3.4 92.4 3.3 0.7 1 2.6 PHF .700 .500 .800 .667 .856 .500 .401 .354 .805 .872 .417 .500 .250 .500 .888 .889 im er Hidge Main Access Out In Total 18 16 14 2 Right Left Peak Hour Data �04 t r Z iJ N W m North s c N F__i, Peak Hour Begins at 03:45 PM �� - 0) m 0 Fol r ° c Unshifted �n� m O" ° �o RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge Main PM Timber Ridge Site Code : 0000022A PM Peak Start Date :12/30/2009 170 North Frontage Road and Main Access Page No : 5 Image 1 If WWI 'F SSS ••• y , i y °24Y�.35' W I fl eye al! 1pgi It RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East AM Timber Ridge Site Code : 0000022B AM Peak Start Date :12/30/2009 170 North Frontage Road and East Access Page No : 1 Groups Printed- Unshifted Timber Ridge East Access 170 Frontage 170 Frontage Southbound Westbound Eastbound Start Time Right Left App. Total Right Thru App. Total Thru Left App. Total Int. Total 06:30 AM 1 0 1 0 11 11 15 0 15 27 06:45 AM 0 1 1 0 14 14 14 1 15 30 Total 1 1 2 0 25 25 29 1 30 57 07:00 AM 1 1 2 0 26 26 15 0 15 43 07:15 AM 0 0 0 1 23 24 25 0 25 49 07:30 AM 2 3 5 0 25 25 33 1 34 64 07:45 AM 1 0 1 1 28 29 42 0 42 72 Total 4 4 8 2 102 104 115 1 116 228 08:00 AM 0 1 1 0 31 31 48 0 48 80 08:15 AM 3 1 4 0 43 43 38 0 38 85 08:30 AM 0 0 0 0 45 45 33 0 33 78 08:45 AM 1 3 4 0 41 41 48 1 49 94 Total 4 5 9 0 160 160 167 1 168 337 09:00 AM 0 1 1 0 51 51 55 0 55 107 09:15 AM 0 2 2 1 58 59 52 1 53 114 09:30 AM 1 0 1 1 49 50 46 0 46 97 09:45 AM 3 0 3 0 54 54 28 1 29 86 Total 4 3 7 2 212 214 181 2 183 404 Grand Total 13 13 26 4 499 503 492 5 497 1026 Apprch % 50 50 0.8 99.2 99 1 Total % 1.3 1.3 2.5 0.4 48.6 49 48 0.5 48.4 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East AM Timber Ridge Site Code : 0000022B AM Peak Start Date :12/30/2009 170 North Frontage Road and East Access Page No : 2 im er Hidge East Access Out In Total 0 26 0 13 13 Right Left mo 0 ~� � oO North c m ° c 12/30/2009 06:30 AM A n O LL D 12/30/2009 09:45 AM s IL-1 ~ 2 CO Q L Unshifted O ° �o RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East AM Timber Ridge AM Peak 170 North Frontage Road and East Access Site Code : 0000022B Start Date :12/30/2009 Page No : 3 Int. Total Peak Hour Analysis From 06:30 AM to 08:1 b AM - Peak 1 of 1 Timber Ridge East Access Southbound 170 Frontage Westbound 170 Frontage Eastbound Start Time Right Left App. Total Right Thru App. Total Thru Left App. Total Int. Total Peak Hour Analysis From 06:30 AM to 08:1 b AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 2 3 5 0 25 25 33 t 34 64 07:45 AM 1 0 1 t 28 29 42 0 42 72 08:00 AM 0 1 1 0 31 31 48 0 48 80 08:15 AM 3 1 4 0 43 43 38 0 38 85 Total Volume 6 5 11 1 127 128 161 1 162 301 % App. Total 54.5 45.5 0.8 99.2 99.4 0.6 im er Hidge East Access Out In Total 02 11 13 6 5 Right Left Peak Hour Data 6N T Do o North ° o' N o — Peak Hour Begins at 07:30 AM N o s� F ~ Unshifted 2 N O� A RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East AM Timber Ridge Site Code : 0000022B AM Peak Start Date :12/30/2009 170 North Frontage Road and East Access Page No : 4 Image 1 WWI M alp" t s • ap °24Y�.35' W I fl eye al! 1pgi It RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East PM Timber Ridge Site Code : 0000022B PM Peak Start Date :12/30/2009 170 North Frontage Road and East Access Page No : 1 Groups Printed- Unshifted Timber Ridge East Access 170 Frontage 170 Frontage Southbound Westbound Eastbound Start Time Right Left App. Total Right Thru App. Total Thru Left App. Total Int. Total 03:00 PM 3 2 5 1 68 69 64 2 66 140 03:15 PM 1 0 1 2 65 67 65 0 65 133 03:30 PM 2 0 2 1 84 85 66 2 68 155 03:45 PM 1 3 4 1 82 83 69 1 70 157 Total 7 5 12 5 299 304 264 5 269 585 04:00 PM 2 0 2 0 93 93 58 0 58 153 04:15 PM 3 0 3 0 108 108 82 0 82 193 04:30 PM 3 0 3 2 72 74 65 0 65 142 04:45 PM 3 1 4 2 73 75 62 5 67 146 Total 11 1 12 4 346 350 267 5 272 634 05:00 PM 6 0 6 1 86 87 59 0 59 152 05:15 PM 2 1 3 0 101 101 51 4 55 159 05:30 PM 4 2 6 1 83 84 54 3 57 147 05:45 PM 2 2 4 0 69 69 51 4 55 128 Total 14 5 19 2 339 341 215 11 226 586 Grand Total 32 11 43 11 984 995 746 21 767 1805 Apprch % 74.4 25.6 1.1 98.9 97.3 2.7 Total % 1.8 0.6 2.4 0.6 54.5 55.1 41.3 1.2 42.5 RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East PM Timber Ridge Site Code : 0000022B PM Peak Start Date :12/30/2009 170 North Frontage Road and East Access Page No : 2 im er Hidge East Access Out In Total 32 43 75 32 11 Right Left m Co North O N t r ° — 12/30/2009 03:00 PM m o LL r 12/30/2009 05:45 PM s m 0 ~ 2 A Q Unshifted O ° �o cn m N RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East PM Timber Ridge PM Peak 170 North Frontage Road and East Access Site Code : 0000022B Start Date :12/30/2009 Page No : 3 Int. Total Peak Hour Analysis From 03:00 PM to 04:4b PM - Peak 1 of 1 Timber Ridge East Access Southbound 170 Frontage Westbound 170 Frontage Eastbound Start Time Right Left App. Total Right Thru App. Total Thru Left App. Total Int. Total Peak Hour Analysis From 03:00 PM to 04:4b PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 03:30 PM 03:30 PM 2 0 2 1 84 85 66 2 68 155 03:45 PM 1 3 4 1 82 83 69 1 70 157 04:00 PM 2 0 2 0 93 93 58 0 58 153 04:15 PM 3 0 3 0 108 108 82 0 82 193 Total Volume 8 3 11 2 367 369 275 3 278 658 % App. Total 72.7 27.3 0.5 99.5 98.9 1.1 im er Hidge East Access Out In Total 05 11 16 8 3 Right Left Peak Hour Data 6� F� ? - o North o ° 2- N J .. N Peak Hour Begins at 03:30 PM w o s o Fol N F� Unshifted ~2 O rn o A N V - RIDGEVIEW DATA COLLECTION 6392 Starlight Drive Vail, CO Morrison, CO 80465 File Name : Timber Ridge East PM Timber Ridge Site Code : 0000022B PM Peak Start Date :12/30/2009 170 North Frontage Road and East Access Page No : 4 Image 1 a r ' M p >; If B f Y ]WWI r i y 24! 1 alt 1pgi It APPENDIX C Existing and Future Traffic Volumes (From Vail Transportation Master Plan) Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) O�Lrt-96 3 f 2� p O S!y See Np� �6� O �N� NANO 6 ppp rnrrp N N r4 100-1 0b� �o9 I0£ r 10 OE6 I9L Lj OOZ 09 0 j—OLL 106 } � �O Oitl00 � php inmOm 15 { O ✓2 5 tP' o 1 �a Gee rl Jti' 9 �6� r'�p�ir'r1 _o moo (y0 NNrm � 6 E J yJ J © Oar S �i O U N � y N N N L N O o 0 O 0. o O > 'o K;. = U C 15 { O ✓2 5 tP' o 1 �a Gee rl Jti' 9 N U_ 7 � LL co � 0 cC cn CL(Q N C W 55 S{ O� � A5 OSO {�0 oss"s ° e e�e�eo �, �o FD .fie oo� 17 ��� ✓ ✓o�ssS ��� c' x ® CPe G`� Bn,\ s� o0 � S`OC� 'Iles �L r\ 0 �y S� 0 � O l l ��✓ N N � O� 8 °A R E E _ S O U O U N � y N N N L N O o 0 O 0. o O > 'o _ = U C `1 LL `1 i 0 LL C O c4 C N L _ � -' 7 Q O N U c Z W co W J ii X X ii X X N U_ 7 � LL co � 0 cC cn CL(Q N C W 55 S{ O� � A5 OSO {�0 oss"s ° e e�e�eo �, �o FD .fie oo� 17 ��� ✓ ✓o�ssS ��� c' x ® CPe G`� Bn,\ s� o0 � S`OC� 'Iles �L r\ 0 �y S� 0 � O l l ��✓ 1 O� 8 °A R q 0,b n it, S y � n � N 0 o N Ja ; a LL 0 o w m a m L = O C C N N F- L N Np c N d w J L S{ � �Ob{ II II II LO } N z x � 0, C9 x Lu '�ObS 0 s& s�L v� 0 p,oj ! lr ® R�s! ho ENE \66 ^I^ Py aalua0.,5 F °yes i O d \ 0 O 'pH 111A Padga ® O�u y R� o o °�°! 0 v � r✓ ° s a ,,O O� Pe 4a�oad SSS� �� has S�S s{ \� °5 °e s ssss e o O e�aip Sdb, o O peaysuo 3 ® Std r o S °o tol \� P 9—"o o � r� O$� O 9 eapsXIAA O N 0 X006 is 1 r \ h s `� e e m L SOS SOe ties o e S tl s /o o- Qc 2�° OS �I>'�—SOL 25 S6.tS °i �0 L L �5L of L — OO L \05 �S;Od m SZb Iv O a s y APPENDIX D Trip Generation Worksheets Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) Kimley -Horn and Associates, Inc. Project Timber Ridge Subject Trip Generation for Apartment Designed by Curtis Rowe Date 20- Nov -13 Job No. 96309001 Checked by Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Fitted Curve Equations Land Use Code - Apartment, (220) Independant Variable - Dwelling Units (X) X = 114 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (Pape 334) Daily Weekday Directional Distribution: 20% ent. 80% exit T = 0.49 (X) + 3.73 T = 60 Average Vehicle Trip Ends T = 0.49 114.0 + 3.79 12 entering 48 exiting 12 + 48 = 60 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 335) Daily Weekday T = 0.55 (X) + 17.65 T =0.55* 114.0 + 17.65 Weekday (page 333) Daily Weekday T = 6.06 (X) + 123.56 T = 6.06 * 114.0 + 123.56 Directional Distribution: 65% ent. 35% exit. T = 80 Average Vehicle Trip Ends 52 entering 28 exiting 52 + 28 = 80 Directional Distribution: 50% entering, 50% exiting T = 814 Average Vehicle Trip Ends 407 entering 407 exiting C[iyQ[iy�:�iL! APPENDIX E Intersection Analysis Worksheets Kimley -Horn and Associates, Inc. Timber Ridge Traffic Impact Study (096309001) HCM 2010 TWSC 2013 Existing AM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 0.7 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 11 161 126 7 5 9 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 543 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 736 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 30 2 2 100 67 80 Mvmt Flow 12 175 137 8 5 10 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 145 0 0 340 141 Stage 1 - - - 141 - Stage 2 - 199 - Follow -up Headway 2.47 4.103 4.02 Pot Capacity -1 Maneuver 1283 543 736 Stage 1 - 749 - Stage 2 - 701 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1283 538 736 Mov Capacity -2 Maneuver - 538 - Stage 1 749 Stage 2 694 Approach EB WB SB HCM Control Delay, s 0.5 0 10.7 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1283 650 HCM Lane V/C Ratio 0.009 - 0.023 HCM Control Delay (s) 7.832 0 10.7 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.028 0.072 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2013 Existing PM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 0.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 7 281 360 8 7 18 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 364 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 591 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 25 2 2 40 25 33 Mvmt Flow 8 305 391 9 8 20 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 400 0 0 717 396 Stage 1 - - - 396 - Stage 2 - 321 - Follow -up Headway 2.425 3.725 3.597 Pot Capacity -1 Maneuver 1044 364 591 Stage 1 - 633 - Stage 2 - 686 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1044 361 591 Mov Capacity -2 Maneuver - 361 - Stage 1 633 Stage 2 680 Approach EB WB SB HCM Control Delay, s 0.2 0 12.6 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1044 502 HCM Lane V/C Ratio 0.007 - 0.054 HCM Control Delay (s) 8.474 0 12.6 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.022 0.171 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Background AM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 0.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 14 200 145 12 8 14 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 479 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 704 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 40 2 2 100 75 85 Mvmt Flow 15 217 158 13 9 15 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 171 0 0 412 164 Stage 1 - - - 164 - Stage 2 - 248 - Follow -up Headway 2.56 4.175 4.065 Pot Capacity -1 Maneuver 1206 479 704 Stage 1 - 716 - Stage 2 - 650 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1206 472 704 Mov Capacity -2 Maneuver - 472 - Stage 1 716 Stage 2 641 Approach EB WB SB HCM Control Delay, s 0.5 0 11.3 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1206 597 HCM Lane V/C Ratio 0.013 - 0.04 HCM Control Delay (s) 8.023 0 11.3 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.038 0.125 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Background PM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 0.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 11 350 415 20 11 24 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 259 512 - - 259 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0.3 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 55 2 2 60 55 50 Mvmt Flow 12 380 451 22 12 26 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 473 0 0 866 462 Stage 1 - - - 462 - Stage 2 - 404 - Follow -up Headway 2.695 3.995 3.75 Pot Capacity -1 Maneuver 861 264 512 Stage 1 - 537 - Stage 2 - 573 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 861 259 512 Mov Capacity -2 Maneuver - 259 - Stage 1 537 Stage 2 563 Approach EB WB SB HCM Control Delay, s 0.3 0 15.2 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 861 392 HCM Lane V/C Ratio 0.014 - 0.097 HCM Control Delay (s) 9.24 0 15.2 HCM Lane LOS A A C HCM 95th %tile Q(veh) 0.042 0.32 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Total AM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 1 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 6 200 145 15 14 20 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Stage 1 None - None Storage Length 50 - - Time blocked - Platoon, % 0 Veh in Median Storage, # - 0 0 878 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 80 45 2 Mvmt Flow 7 217 158 16 15 22 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 174 0 0 396 166 Stage 1 - - - 166 - Stage 2 - 230 - Follow -up Headway 2.218 3.905 3.318 Pot Capacity -1 Maneuver 1403 534 878 Stage 1 - 769 - Stage 2 - 717 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1403 531 878 Mov Capacity -2 Maneuver - 531 - Stage 1 769 Stage 2 713 Approach EB WB SB HCM Control Delay, s 0.2 0 10.5 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1403 692 HCM Lane V/C Ratio 0.005 0.053 HCM Control Delay (s) 7.578 10.5 HCM Lane LOS A B HCM 95th %tile Q(veh) 0.014 0.169 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Total AM Peak 7: Frontage Road & West Transit Access 12/9/2013 Intersection Intersection Delay, s /veh 0.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 6 205 150 0 0 12 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 50 - - 603 - 0 Veh in Median Storage, # - 0 0 Approach 0 WB SB Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 100 2 2 2 2 100 Mvmt Flow 7 223 163 0 0 13 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 163 0 0 399 163 Stage 1 - - - 163 - Stage 2 - 236 - Follow -up Headway 3.1 3.518 4.2 Pot Capacity -1 Maneuver 988 607 679 Stage 1 - 866 - Stage 2 - 803 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 988 603 679 Mov Capacity -2 Maneuver - 603 - Stage 1 866 Stage 2 797 Approach EB WB SB HCM Control Delay, s 0.2 0 10.4 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 988 679 HCM Lane V/C Ratio 0.007 0.019 HCM Control Delay (s) 8.668 10.4 HCM Lane LOS A B HCM 95th %tile Q(veh) 0.02 0.059 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 2015 Total PM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 0.7 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 22 350 415 21 13 15 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Stage 1 None - None Storage Length 50 - - Time blocked - Platoon, % 0 Veh in Median Storage, # - 0 0 599 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 60 45 2 Mvmt Flow 24 380 451 23 14 16 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 474 0 0 891 463 Stage 1 - - - 463 - Stage 2 - 428 - Follow -up Headway 2.218 3.905 3.318 Pot Capacity -1 Maneuver 1088 264 599 Stage 1 - 553 - Stage 2 - 575 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1088 258 599 Mov Capacity -2 Maneuver - 258 - Stage 1 553 Stage 2 562 Approach EB WB SB HCM Control Delay, s 0.5 0 15.6 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1088 371 HCM Lane V/C Ratio 0.022 0.082 HCM Control Delay (s) 8.383 15.6 HCM Lane LOS A C HCM 95th %tile Q(veh) 0.067 0.266 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2015 Total PM Peak 7: Frontage Road & West Transit Access 12/9/2013 Intersection Intersection Delay, s /veh 0.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 6 355 420 0 0 12 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 50 - - 325 - 0 Veh in Median Storage, # - 0 0 Approach 0 WB SB Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 100 2 2 2 2 100 Mvmt Flow 7 386 457 0 0 13 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 457 0 0 856 457 Stage 1 - - - 457 - Stage 2 - 399 - Follow -up Headway 3.1 3.518 4.2 Pot Capacity -1 Maneuver 735 328 443 Stage 1 - 638 - Stage 2 - 678 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 735 325 443 Mov Capacity -2 Maneuver - 325 - Stage 1 638 Stage 2 672 Approach EB WB SB HCM Control Delay, s 0.2 0 13.4 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 735 443 HCM Lane V/C Ratio 0.009 0.029 HCM Control Delay (s) 9.942 13.4 HCM Lane LOS A B HCM 95th %tile Q(veh) 0.027 0.091 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 2025 Background AM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 1 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 18 300 185 15 12 17 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 363 652 - - 363 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0.5 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 60 2 2 100 80 90 Mvmt Flow 20 326 201 16 13 18 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 217 0 0 574 209 Stage 1 - - - 209 - Stage 2 - 365 - Follow -up Headway 2.74 4.22 4.11 Pot Capacity -1 Maneuver 1074 372 652 Stage 1 - 671 - Stage 2 - 559 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1074 363 652 Mov Capacity -2 Maneuver - 363 - Stage 1 671 Stage 2 546 Approach EB WB SB HCM Control Delay, s 0.5 0 12.9 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1074 490 HCM Lane V/C Ratio 0.018 - 0.064 HCM Control Delay (s) 8.414 0 12.9 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.056 0.206 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2025 Background PM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 1 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 15 540 550 23 15 27 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 141 396 - - 141 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0.3 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 67 2 2 60 67 65 Mvmt Flow 16 587 598 25 16 29 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 623 0 0 1230 610 Stage 1 - - - 610 - Stage 2 - 620 - Follow -up Headway 2.803 4.103 3.885 Pot Capacity -1 Maneuver 710 146 396 Stage 1 - 435 - Stage 2 - 430 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 710 141 396 Mov Capacity -2 Maneuver - 141 - Stage 1 435 Stage 2 416 Approach EB WB SB HCM Control Delay, s 0.3 0 23.4 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 710 241 HCM Lane V/C Ratio 0.023 - 0.189 HCM Control Delay (s) 10.19 0 23.4 HCM Lane LOS B A C HCM 95th %tile Q(veh) 0.07 0.682 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2025 Total AM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 0.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 6 305 190 18 18 20 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 50 - - 408 - 0 Veh in Median Storage, # - 0 0 Approach 0 WB SB Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 85 55 2 Mvmt Flow 7 332 207 20 20 22 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 226 0 0 561 216 Stage 1 - - - 216 - Stage 2 - 345 - Follow -up Headway 2.218 3.995 3.318 Pot Capacity -1 Maneuver 1342 410 824 Stage 1 - 709 - Stage 2 - 613 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1342 408 824 Mov Capacity -2 Maneuver - 408 - Stage 1 709 Stage 2 610 Approach EB WB SB HCM Control Delay, s 0.1 0 12 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1342 556 HCM Lane V/C Ratio 0.005 0.074 HCM Control Delay (s) 7.696 12 HCM Lane LOS A B HCM 95th %tile Q(veh) 0.015 0.24 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2025 Total AM Peak 7: Frontage Road & West Transit Access 12/9/2013 Intersection Intersection Delay, s /veh 0.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 10 305 190 0 0 15 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 50 - - 483 - 0 Veh in Median Storage, # - 0 0 Approach 0 WB SB Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 100 2 2 2 2 100 Mvmt Flow 11 332 207 0 0 16 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 207 0 0 560 207 Stage 1 - - - 207 - Stage 2 - 353 - Follow -up Headway 3.1 3.518 4.2 Pot Capacity -1 Maneuver 946 489 638 Stage 1 - 828 - Stage 2 - 711 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 946 483 638 Mov Capacity -2 Maneuver - 483 - Stage 1 828 Stage 2 703 Approach EB WB SB HCM Control Delay, s 0.3 0 10.8 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 946 638 HCM Lane V/C Ratio 0.011 0.026 HCM Control Delay (s) 8.85 10.8 HCM Lane LOS A B HCM 95th %tile Q(veh) 0.035 0.079 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 2025 Total PM Peak 1: Frontage Road & West Access 12/9/2013 Intersection Intersection Delay, s /veh 0.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 22 545 555 24 17 15 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 50 - - 144 - 0 Veh in Median Storage, # - 0 0 Approach 0 WB SB Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 60 55 2 Mvmt Flow 24 592 603 26 18 16 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 629 0 0 1256 616 Stage 1 - - - 616 - Stage 2 - 640 - Follow -up Headway 2.218 3.995 3.318 Pot Capacity -1 Maneuver 953 148 491 Stage 1 - 449 - Stage 2 - 437 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 953 144 491 Mov Capacity -2 Maneuver - 144 - Stage 1 449 Stage 2 426 Approach EB WB SB HCM Control Delay, s 0.3 0 24.9 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 953 215 HCM Lane V/C Ratio 0.025 0.162 HCM Control Delay (s) 8.875 24.9 HCM Lane LOS A C HCM 95th %tile Q(veh) 0.077 0.565 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2025 Total PM Peak 7: Frontage Road & West Transit Access 12/9/2013 Intersection Intersection Delay, s /veh 0.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 10 545 555 0 0 15 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 50 - - 197 - 0 Veh in Median Storage, # - 0 0 Approach 0 WB SB Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 100 2 2 2 2 100 Mvmt Flow 11 592 603 0 0 16 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 603 0 0 1217 603 Stage 1 - - - 603 - Stage 2 - 614 - Follow -up Headway 3.1 3.518 4.2 Pot Capacity -1 Maneuver 634 200 357 Stage 1 - 546 - Stage 2 - 540 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 634 197 357 Mov Capacity -2 Maneuver - 197 - Stage 1 546 Stage 2 531 Approach EB WB SB HCM Control Delay, s 0.2 0 15.6 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 634 357 HCM Lane V/C Ratio 0.017 0.046 HCM Control Delay (s) 10.777 15.6 HCM Lane LOS B C HCM 95th %tile Q(veh) 0.052 0.143 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 2013 Existing AM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 1 161 127 1 5 6 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 676 909 - - 676 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 175 138 1 5 7 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 139 0 0 316 139 Stage 1 - - - 139 - Stage 2 - 177 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1445 677 909 Stage 1 - 888 - Stage 2 - 854 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1445 676 909 Mov Capacity -2 Maneuver - 676 - Stage 1 888 Stage 2 853 Approach EB WB SB HCM Control Delay, s 0 0 9.7 HCM LOS A Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1445 786 HCM Lane V/C Ratio 0.001 - 0.015 HCM Control Delay (s) 7.493 0 9.7 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.002 0.046 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2013 Existing PM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 3 275 367 2 3 8 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 403 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 650 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 3 299 399 2 3 9 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 401 0 0 705 400 Stage 1 - - - 400 - Stage 2 - 305 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1158 403 650 Stage 1 - 677 - Stage 2 - 748 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1158 402 650 Mov Capacity -2 Maneuver - 402 - Stage 1 677 Stage 2 746 Approach EB WB SB HCM Control Delay, s 0.1 0 11.6 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1158 556 HCM Lane V/C Ratio 0.003 - 0.022 HCM Control Delay (s) 8.118 0 11.6 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.008 0.066 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2015 Background AM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 1 205 145 1 5 6 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 619 887 - - 619 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 223 158 1 5 7 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 159 0 0 383 158 Stage 1 - - - 158 - Stage 2 - 225 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1420 620 887 Stage 1 - 871 - Stage 2 - 812 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1420 619 887 Mov Capacity -2 Maneuver - 619 - Stage 1 871 Stage 2 811 Approach EB WB SB HCM Control Delay, s 0 0 9.9 HCM LOS A Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1420 741 HCM Lane V/C Ratio 0.001 - 0.016 HCM Control Delay (s) 7.537 0 9.9 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.002 0.049 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2015 Background PM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 3 355 420 2 3 8 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 331 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 603 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 3 386 457 2 3 9 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 459 0 0 850 458 Stage 1 - - - 458 - Stage 2 - 392 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1102 331 603 Stage 1 - 637 - Stage 2 - 683 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1102 330 603 Mov Capacity -2 Maneuver - 330 - Stage 1 637 Stage 2 681 Approach EB WB SB HCM Control Delay, s 0.1 0 12.5 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1102 492 HCM Lane V/C Ratio 0.003 - 0.024 HCM Control Delay (s) 8.276 0 12.5 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.009 0.075 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2015 Total AM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 2 215 150 7 22 6 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 602 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 877 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 234 163 8 24 7 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 171 0 0 405 167 Stage 1 - - - 167 - Stage 2 - 238 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1406 602 877 Stage 1 - 863 - Stage 2 - 802 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1406 601 877 Mov Capacity -2 Maneuver - 601 - Stage 1 863 Stage 2 800 Approach EB WB SB HCM Control Delay, s 0.1 0 10.9 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1406 644 HCM Lane V/C Ratio 0.002 - 0.047 HCM Control Delay (s) 7.564 0 10.9 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.005 0.149 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2015 Total PM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 6 360 430 25 18 4 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 315 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 585 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 7 391 467 27 20 4 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 495 0 0 885 481 Stage 1 - - - 481 - Stage 2 - 404 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1069 315 585 Stage 1 - 622 - Stage 2 - 674 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1069 312 585 Mov Capacity -2 Maneuver - 312 - Stage 1 622 Stage 2 669 Approach EB WB SB HCM Control Delay, s 0.1 0 16.4 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1069 341 HCM Lane V/C Ratio 0.006 - 0.07 HCM Control Delay (s) 8.388 0 16.4 HCM Lane LOS A A C HCM 95th %tile Q(veh) 0.018 0.225 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2025 Background AM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 1 305 185 1 5 6 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 505 None Stage 1 None - None Storage Length - - - Time blocked - Platoon, % 0 Veh in Median Storage, # Mov Capacity -1 Maneuver 0 0 839 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 332 201 1 5 7 Major /Minor Major1 Major2 Minor2 Capacity (veh /h) Conflicting Flow All 202 0 0 536 202 Stage 1 - - - 202 - Stage 2 - 334 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1370 505 839 Stage 1 - 832 - Stage 2 - 725 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1370 504 839 Mov Capacity -2 Maneuver - 504 - Stage 1 832 Stage 2 724 Approach EB WB SB HCM Control Delay, s 0 0 10.7 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1370 644 HCM Lane V/C Ratio 0.001 - 0.019 HCM Control Delay (s) 7.63 0 10.7 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.002 0.057 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2025 Background PM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 3 545 555 2 3 8 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 203 498 - - 203 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 3 592 603 2 3 9 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 605 0 0 1203 604 Stage 1 - - - 604 - Stage 2 - 599 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 973 204 498 Stage 1 - 546 - Stage 2 - 549 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 973 203 498 Mov Capacity -2 Maneuver - 203 - Stage 1 546 Stage 2 546 Approach EB WB SB HCM Control Delay, s 0 0 15.4 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 973 357 HCM Lane V/C Ratio 0.003 - 0.033 HCM Control Delay (s) 8.712 0 15.4 HCM Lane LOS A A C HCM 95th %tile Q(veh) 0.01 0.104 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2025 Total AM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.6 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 2 315 190 7 22 6 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 490 830 - - 490 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 342 207 8 24 7 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 214 0 0 557 210 Stage 1 - - - 210 - Stage 2 - 347 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 1356 491 830 Stage 1 - 825 - Stage 2 - 716 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 1356 490 830 Mov Capacity -2 Maneuver - 490 - Stage 1 825 Stage 2 715 Approach EB WB SB HCM Control Delay, s 0 0 12.1 HCM LOS B Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 1356 537 HCM Lane V/C Ratio 0.002 - 0.057 HCM Control Delay (s) 7.659 0 12.1 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.005 0.18 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 2025 Total PM Peak 2: Frontage Road & East Access 12/9/2013 Intersection Intersection Delay, s /veh 0.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 6 550 565 25 18 4 Conflicting Peds, # /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None Time blocked - Platoon, % None - None Storage Length 192 483 - - 192 - 0 Veh in Median Storage, # Stage 2 0 0 Approach 0 WB SB Grade, % 0.1 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 7 598 614 27 20 4 Major /Minor Major1 Major2 Minor2 Conflicting Flow All 641 0 0 1239 628 Stage 1 - - - 628 - Stage 2 - 611 - Follow -up Headway 2.218 3.518 3.318 Pot Capacity -1 Maneuver 943 194 483 Stage 1 - 532 - Stage 2 - 542 - Time blocked - Platoon, % Mov Capacity -1 Maneuver 943 192 483 Mov Capacity -2 Maneuver - 192 - Stage 1 532 Stage 2 536 Approach EB WB SB HCM Control Delay, s 0.1 0 23.7 HCM LOS C Minor Lane / Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh /h) 943 216 HCM Lane V/C Ratio 0.007 - 0.111 HCM Control Delay (s) 8.844 0 23.7 HCM Lane LOS A A C HCM 95th %tile Q(veh) 0.021 0.368 Notes : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined 12/9/2013 Baseline Synchro 8 Report Page 2