TRAFFIC IMPACT STUDY For City Creek Thornton, Colorado September 2016 Prepared for: Jansen Strawn Consulting Engineers 45 West 2 nd Avenue Denver, Colorado 80223 Prepared by: 8703 Yates Drive, Suite 210 Westminster, Colorado 80031 (303) 458-9798 Project Manager/Engineer: Mike Rocha, TSOS, TOPS Engineer in Responsible Charge: Fred Lantz, PE 16-07565 9/13/2016
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TRAFFIC IMPACT STUDY - City of Thornton Official … · · 2016-10-24This traffic impact study addresses the capacity, ... short and long-term traffic analysis, level of service
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TRAFFIC IMPACT STUDY
For
City Creek Thornton, Colorado
September 2016
Prepared for:
Jansen Strawn Consulting Engineers 45 West 2nd Avenue
Denver, Colorado 80223
Prepared by:
8703 Yates Drive, Suite 210 Westminster, Colorado 80031
(303) 458-9798
Project Manager/Engineer: Mike Rocha, TSOS, TOPS
Engineer in Responsible Charge:
Fred Lantz, PE
16-07565
9/13/2016
City Creek - Traffic Impact Study September 2016
SM ROCHA, LLC - Traffic and Transportation Consultants Page 1
I. Introduction
Traffic Impact Study Conformance Statement We (SM ROCHA, LLC) acknowledge that the City of Thornton’s review of this study is only for general conformance with submittal requirements, current design criteria, and standard engineering principles and practices. We are also aware of the provisions of Section 18 of the City Code of the City of Thornton. Project Overview This traffic impact study addresses the capacity, geometric, and control requirements associated with the mixed-use development entitled City Creek. This proposed mixed-use development is envisioned to include a variety of residential, self-storage, office, light industrial, and school land uses. The development site is located on both sides of 152nd Avenue in Adams County, Colorado (to be annexed into the City of Thornton). The development site if further bound to the west by Washington Street, E-470 on the north, Big Dry Creek on the east, and the future 148th Avenue on the south. It is acknowledged that the development must go through procedures of rezoning, subdivision and site development permitting before land uses assumed in this study can become formalized and begin to operate. It is only during the later procedures that true traffic impacts from the development site can be analyzed. Briefly described, rezoning entails the change of uses allowed on a property, subdivision breaks down larger parcels of land to developable sizes, and site development permit is the review of real site construction. As actual uses within the development become defined over time, traffic characteristics and influencing factors considered in this study are subject to change and will need to be updated. This study is intended to serve as an overall guide that can be used for any order of site development that occurs. The combination of development land use areas presented herein are assumed and analyzed to estimate projected traffic levels through Year 2036. Study Area Boundaries The study area to be examined in this analysis encompasses the Washington Street intersections with 144th Avenue, 152nd Avenue. Also included in the study area is the intersection of 152nd Avenue and York Street, and proposed site access. Stated intersections are collectively referred to as “studied intersections”. These studied intersections were selected because of their key proximity to the development site. It is acknowledged that other intersections are adjacent to the overall development site and could be considered within studied intersections. However, it would be impracticable to analyze other intersections to any degree of certainty since no specific land uses, density or phasing is yet established for the overall development. Figure 1 shows location of the site and study intersections.
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Development Site Description Land for the development is currently used for agricultural purposes. Surrounding land uses are predominantly residential and include a mix of commercial or retail uses. City Creek is a mixed-use development assumed to entail a light industrial and office park environment with supporting school and residential uses. The light industrial, office park and school (K through 8 for an estimated 950 students) area is anticipated on the north side of 152nd Avenue. The residential portion of development occurring on the south side of 152nd Avenue is assumed to include approximately 300 single-family detached homes, 340 single-family attached homes, and 385 multi-family homes. Also located on the south side of 152nd Avenue is approximately six acres of land to be used for future self-storage and fire station development. Primary development access is assumed at the following locations:
Four full movement accesses on Washington Street (one of which is the creation of 148th Avenue).
Three full movement accesses on 152nd Avenue. As earlier discussed, no specific plans or time-line for development is known at this time. For purpose of this study, it is assumed that development build out would be completed by end of Year 2018. It is, however, likely that only a small percentage of development would occur by Year 2018 due to current uncertainty of specific land uses. It is acknowledged that the exact use of assumed intersections, including intersection geometry and applicable operation mitigation, is to be finalized upon specific site development. As such, more specific traffic analyses or studies will be necessary as phases, individual parcels, subdivisions, or developments are proposed with actual land uses, densities, or site plans. This will help determine when transportation improvements identified within this overall study are needed, or if additional improvements are needed to mitigate the proposed development’s impact. Additionally, the more specific traffic analyses or studies, if required, can assist a proposal to address concerns that were not able to be evaluated in this overall study. A conceptual land use plan, as prepared Jansen Strawn Consulting Engineers, is shown on Figure 2 and is provided for illustrative purposes. The City’s current land use map, including current projects and existing zoning, is included for reference in Appendix A. City required information regarding trip generation rates, short and long-term traffic analysis, level of service results, site traffic distribution and assignment, and all associated tables or figures are provided in later sections of this traffic study.
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Existing and Committed Surface Transportation Network Within the study area, Washington Street and 152nd Avenue are the primary roadways that accommodate traffic to and from the assumed development. Secondary roadway includes the future 148th Avenue. A brief description of each roadway is provided below:
Washington Street is a north/south arterial roadway having a variety of through lane and turn lane configurations north of 144th Avenue. A posted speed of 55 MPH is provided. The City of Thornton Transportation Plan projects a long-term roadway volume is nearly 27,000 vehicles per day (vpd), with a forecasted buildout traffic volume of 67,000 vpd. North of 152nd Avenue, Washington Street has approximately 21,000 vpd projected for long-term roadway volume, and 58,000 vpd for a forecasted buildout traffic volume. The north portion of Washington Street has a posted speed of 45 MPH. 152nd Avenue is an east/west arterial roadway with one through lane in each direction, and a mix of left-turn and right-turn lane configurations. The City Transportation Plan projects that future roadway volumes are to be over 17,000 vpd. Forecasted buildout traffic volumes are described at 60,000 vpd. The posted speed limit in the vicinity of the site is 55 MPH. 148th Avenue is a future east/west roadway. This portion of 148th Avenue is expected to have limited east/west connectivity due to existing constraints of Interstate 25 to the west and Big Dry Creek floodplain to the east. As such, 148th Avenue is assumed to be designed as a collector roadway with two thorough lanes and shared center left turn lane. The posted speed of 148th Avenue is assumed to range between 30 MPH and 35 MPH.
The Washington Street intersection with 144th Avenue is signalized. All other study intersections operate under a stop-controlled condition. A stop-controlled intersection is defined as a roadway intersection where vehicle rights-of-way are controlled by one or more “STOP” signs. Comparison of the existing roadway cross-section of Washington Street and 152nd Avenue to the City Transportation Plan vision concludes that each roadway is not built to its ultimate width for accommodation of future regional transportation demands. Each roadway is envisioned to become a six-lane (three through lanes in each direction) roadway in the long-term future with an ultimate right-of-way of 150 feet. No specific regional improvements for 152nd Avenue or Washington Street are known to be committed at this time. However, improvements to Washington Street and 152nd Avenue for completion of ultimate roadway cross-sections are anticipated as adjacent development of this site occurs.
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II. Existing Traffic Conditions
Weekday morning (AM) and afternoon (PM) peak hour traffic counts were collected at the Washington Street intersections with 144th Avenue and 152nd Avenue, and at the York Street intersection with 152nd Avenue. 24-hour volume counts were also collected on Washington Street and 152nd Avenue. These counts are summarized on Figure 3. Traffic count data is included for reference in Appendix A. The Signalized and Unsignalized Intersection Analysis techniques, as published in the Highway Capacity Manual (HCM) by the Transportation Research Board and as incorporated into the SYNCHRO computer program, were used to analyze study intersections for existing traffic conditions. These nationally accepted techniques allow for the determination of intersection level of service (LOS) based on the congestion and delay of each traffic movement. Level of service is a method of measurement used by transportation professionals to quantify a driver’s perception of travel conditions that include travel time, number of stops, and total amount of stopped delay experienced on a roadway network. The HCM categorizes level of service into a range from “A” which indicates little, if any, vehicle delay, to “F” which indicates a level of operation considered unacceptable to most drivers. These levels of service grades with brief descriptions of the operating condition, for unsignalized and signalized intersections, are included for reference in Appendix B and have been used throughout this study. Existing signal timing parameters for Washington Street and 144th Avenue were obtained from City Staff and used throughout this study to the best extent possible in order remain consistent with existing signal coordination plans. The level of service analyses results for existing conditions are summarized in Table 1. Intersection capacity worksheets are provided for reference in Appendix C.
144th Avenue / Washington Street (Signalized) C (32.5) E (55.4)
Washington Street / 152nd Avenue (Stop-Controlled)Eastbound Left A BNorthbound Left A A
York Street / 152nd Avenue (Stop-Controlled)Westbound Left A BNorthbound Left A A
Key : Signalized Intersection: Lev el of Serv ice (Control Delay in sec/v eh)Stop-Controlled Intersection: Lev el of Serv ice
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Existing Traffic Analysis Results Under existing conditions, operational analysis shows that the intersection of 144th Avenue and Washington Street operates overall at LOS C during the morning peak hour, and has an overall LOS E operation in the afternoon peak hour. Turn movement operations for stop-controlled intersection of Washington Street at 152nd Avenue are at or better than LOS B operations during each traffic peak hour. The stop-controlled intersection of York Street and 152nd Avenue also has turn movement operations at or better than LOS B operations during respective traffic peak hours. Table 1A summarizes arterial roadway level of service analyses results for existing conditions. Level of service is based on traffic volume thresholds by functional classification as defined in Table 4 of the City Transportation Plan dated July 2009.
TABLE 1A
ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY
EXISTING TRAFFIC
ROADWAY LEVEL OF SERVICE*
Washington Street (North)
Washington Street (South) B
152nd Avenue A* Based on Table 4, Roadw ay Lev el-of-Serv ice Thresholds by Functional Classification from City of Thornton Transportation Plan 2009
A
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82 / 245
13 / 75
80 / 131
110 / 196
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79 / 378
64 / 185
19 / 38
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III. Future Traffic Conditions without Proposed Development
Background traffic is the traffic projected to be on area roadways without consideration of the proposed development. Background traffic includes traffic generated by development of parcels in the area. To account for projected increases in background traffic for Years 2018 and 2036, a compounded annual growth rate was derived by comparison of existing ADT volumes to ADT volumes represented in Figure 17 (2035 Traffic Volume Forecasts) of the Thornton Thoroughfare Plan. The resultant compounded growth rate ranged between three and six percent and was applied to existing peak hour traffic volumes. Pursuant to the non-committed area roadway improvements discussion provided in Section I, Year 2018 (short-term) background traffic conditions assume no roadway improvements to accommodate regional transportation demands. This assumption provides for a conservative analysis. Year 2036 background traffic condition assumes Washington Street and 152nd Avenue being built out to the ultimate six-lane roadway section as envisioned by the City Transportation Plan. Also assumed in the long-term background traffic condition is the reconfiguration and signalization of Washington Street at 152nd Avenue, and the signalization of York Street at 152nd Avenue. Projected background traffic volumes and intersection geometry for Years 2018 and 2036 are shown on Figure 4 and Figure 5, respectively.
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As with existing traffic conditions, the operations of study intersections were analyzed under background conditions, without the proposed development, using the SYNCHRO computer program. Background traffic level of service analyses results for Year 2018 are listed in Table 2. Year 2036 operational results are summarized in Table 3. Definitions of levels of service are given in Appendix B. Intersection capacity worksheets are provided in Appendix C.
TABLE 2INTERSECTION CAPACITY ANALYSIS SUMMARY
BACKGROUND TRAFFIC - YEAR 2018INTERSECTION LEVEL OF SERVICE
LANE GROUPS AM PEAK HOUR PM PEAK HOUR
144th Avenue / Washington Street (Signalized) C (32.3) E (59.5)
Washington Street / 152nd Avenue (Stop-Controlled)Eastbound Left A BNorthbound Left A A
York Street / 152nd Avenue (Stop-Controlled)Westbound Left A BNorthbound Left A A
Key : Signalized Intersection: Lev el of Serv ice (Control Delay in sec/v eh)Stop-Controlled Intersection: Lev el of Serv ice
Background Traffic Analysis Results – Year 2018 Similar to existing traffic conditions, Year 2018 background traffic analysis indicates that the intersection of 144th Avenue and Washington Street has a peak hour operation of LOS C during the morning and LOS D in the afternoon. Studied unsignalized turn movements at the 152nd Avenue intersections of Washington Street and York Street are shown to have LOS B or better operation during peak traffic hours. Table 2A summarizes arterial roadway level of service analyses results for Year 2018 background traffic conditions.
TABLE 2A
ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY
BACKGROUND TRAFFIC - YEAR 2018
ROADWAY LEVEL OF SERVICE*
Washington Street (North)
Washington Street (South) B
152nd Avenue A* Based on Table 4, Roadw ay Lev el-of-Serv ice Thresholds by Functional Classification from City of Thornton Transportation Plan 2009
A
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TABLE 3
INTERSECTION CAPACITY ANALYSIS SUMMARYBACKGROUND TRAFFIC - YEAR 2036
INTERSECTION LEVEL OF SERVICE
LANE GROUPS AM PEAK HOUR PM PEAK HOUR
144th Avenue / Washington Street (Signalized) C (34.7) D (35.9)
Washington Street / 152nd Avenue (Signalized) C (27.4) B (17.9)
York Street / 152nd Avenue (Signalized) B (10.7) B (17.9)
Key : Signalized Intersection: Lev el of Serv ice (Control Delay in sec/v eh)
Background Traffic Analysis Results – Year 2036 By Year 2036 and without the proposed development, the 144th Avenue signalized intersection with Washington Street is projected to have an overall operation of LOS C during the morning, and overall LOS D operation in the afternoon traffic peak hour. The long-term intersection operations of 152nd Avenue at Washington Street and York Street are projected to be at or better than LOS C during peak traffic hours. Table 3A summarizes anticipated arterial roadway level of service analyses results for Year 2036 background traffic conditions.
TABLE 3A
ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY
BACKGROUND TRAFFIC - YEAR 2036
ROADWAY LEVEL OF SERVICE*
Washington Street (North)
Washington Street (South) A
152nd Avenue A* Based on Table 4, Roadw ay Lev el-of-Serv ice Thresholds by Functional Classification from City of Thornton Transportation Plan 2009
A
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IV. Proposed Project Traffic
Vehicle Trip Generation Standard traffic generation characteristics compiled by the Institute of Transportation Engineers (ITE) in their report entitled Trip Generation, 9th Edition, were applied to assumed land uses in order to estimate average daily traffic (ADT), AM Peak Hour, and PM Peak Hour vehicle trips. A vehicle trip is defined as a one-way vehicle movement from a point of origin to a point of destination. ITE land use codes used for estimating traffic generation were selected because of their best fit to assumed land use descriptions. The application of best fitted ITE land use code and average trip generation rates provides for a conservative estimate of development traffic likely to be generated. Trip generation rates used in this study are presented in Table 4.
TABLE 4
TRIP GENERATION RATESTRIP GENERATION RATES
ITE 24 AM PEAK HOUR PM PEAK HOUR
CODE LAND USE UNIT HOUR ENTER EXIT TOTAL ENTER EXIT TOTAL
210Single-Family Residential
DU 9.52 0.19 0.56 0.75 0.63 0.37 1.00
220 Apartment DU 6.65 0.10 0.41 0.51 0.40 0.22 0.62
230Townhouse / Condominium
DU 5.81 0.07 0.37 0.44 0.35 0.17 0.52
534 Private School (K-8) STU 6.00 0.50 0.41 0.90 0.28 0.32 0.60
770 Business Park AC 149.79 16.03 2.83 18.86 3.37 13.47 16.84
151 Mini-Warehouse AC 35.43 1.16 1.42 2.58 1.79 1.79 3.57
Key : DU = Dw elling Units STU = Students AC = AcresNote: All data and calculations abov e are subject to being rounded to nearest v alue. 24 hour rate for ITE Code 534 dev eloped from PM Peak Hour relationship
Table 5 illustrates projected average daily traffic (ADT), AM Peak Hour, and PM Peak Hour traffic volumes likely generated by the assumed development upon build out.
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TABLE 5TRIP GENERATION SUMMARY
TOTAL TRIPS GENERATED
ITE 24 AM PEAK HOUR PM PEAK HOUR
CODE LAND USE SIZE HOUR ENTER EXIT TOTAL ENTER EXIT TOTAL
210Single-Family Residential
300 DU 2,856 56 169 225 189 111 300
220 Apartment 385 DU 2,560 39 157 196 155 84 239
230Townhouse / Condominium
340 DU 1,975 25 124 150 118 58 177
534 Private School (K-8) 950 STU 5,700 470 385 855 268 302 570
770 Business Park 78 AC 11,684 1,250 221 1,471 263 1,051 1,314
151 Mini-Warehouse 3 AC 106 3 4 8 5 5 11
Total: 24,882 1,845 1,060 2,905 999 1,611 2,610
Note: All data and calculations abov e are subject to being rounded to nearest v alue.
As Table 5 illustrates, the development upon build out and full occupancy of respective land uses has the potential to generate approximately 24,882 daily trips with 2,905 of those occurring during the morning peak hour and 2,610 during the afternoon peak hour before application of applicable trip reductions. Adjustments to Vehicle Trip Generation Rates A development of this type is likely to attract trips from within area land uses as well as pass-by or diverted trips from the adjacent roadway system. However, no trip reduction was taken in this study in effort to represent a conservative analysis. Vehicle Trip Distribution and Assignment The overall directional distribution of site-generated traffic was determined based on directional distribution of existing intersection count data, the location of development site within the City, allowed intersection turn movements, available roadway network, surrounding existing or proposed land uses, and discussions with City Staff. Overall trip distribution patterns for the assumed development are shown on Figure 6. Traffic assignment is how site-generated and distributed vehicle trips are expected to be loaded onto the available roadway network. Applying trip distribution patterns to site-generated traffic provides the overall site-generated trip assignments shown on Figure 6.
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V. Future Traffic Forecasts with Proposed Development
Site-generated traffic was added to background traffic projections for Years 2018 and 2036 to develop total traffic projections. It is assumed, for analysis purposes, that development build out construction would not be phased and be completed by end of Year 2018. However, there is no defined completion date for this development. No regional roadway improvements to accommodate regional transportation demands, beyond that described in background conditions, were assumed for analysis in total traffic conditions. Roadway improvements associated with site development are expected to be limited to site access and frontage as required by the City. Site development roadway improvements assumed for Year 2018 and Year 2036 analysis (and under an assumed development build out condition) include the provision of exclusive right and left turn lanes on Washington Street and 152nd Avenue at each proposed site access. Traffic signal installation is also assumed on Washington Street and 152nd Avenue at assumed intersections of Access C, Access D and Access F because of projected volume of left turning vehicles and minor roadway volumes at intersections. It is understood that further discussion and coordination with City Staff is needed to determine the appropriateness and location of assumed traffic signalization. Projected Year 2018 total traffic volumes and intersection geometry are shown on Figure 7. Figure 8 shows projected total traffic volumes and intersection geometry for Year 2036.
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City Creek - Traffic Impact Study September 2016
SM ROCHA, LLC - Traffic and Transportation Consultants Page 20
VI. Project Impacts The analyzes and procedures described in this study were performed in accordance with the Highway Capacity Manual (HCM) and are based upon the worst case conditions that occur during a typical weekday upon build out of site development and analyzed land use. Therefore, study intersections are likely to operate with traffic conditions better than those described within this study, which represent the peak hours of weekday operation only. Peak Hour Intersection Levels of Service Operations of study intersections were analyzed under projected total traffic conditions using the SYNCHRO computer program. Total traffic level of service analysis results for Years 2018 and 2036 are summarized in Table 6 and Table 7. A summary of projected queue lengths for each analysis year are provided for reference in Appendix C. Definitions of levels of service are given in Appendix B, with intersection capacity worksheets provided in Appendix C.
City Creek - Traffic Impact Study September 2016
SM ROCHA, LLC - Traffic and Transportation Consultants Page 21
TABLE 6INTERSECTION CAPACITY ANALYSIS SUMMARY
TOTAL TRAFFIC - YEAR 2018INTERSECTION LEVEL OF SERVICE
LANE GROUPS AM PEAK HOUR PM PEAK HOUR
144th Avenue / Washington Street (Signalized) C (32.5) C (32.5)
Washington Street / 152nd Avenue (Stop-Controlled)Eastbound Left F FEastbound Right B FNorthbound Left B B
York Street / 152nd Avenue (Stop-Controlled)Westbound Left A BNorthbound Left E FNorthbound Right B B
Washington Street / 148th Avenue (Stop-Controlled)Westbound Left F EWestbound Right B BSouthbound Left B A
Washington Street / Access A (Stop-Controlled)Westbound Left F EWestbound Right C BSouthbound Left B A
Access B / 152nd Avenue (Stop-Controlled)Westbound Left A ANorthbound Right B A
Access C / 152nd Avenue (Signalized) B (14.5) B (12.2)
Access D / 152nd Avenue (Signalized) A (6.4) B (13.4)
Access E / Washington Street (Stop-Controlled)Westbound Left D EWestbound Right B BSouthbound Left A A
Access F / Washington Street (Signalized) A (7.7) B (15.4)
Key: Signalized Intersection: Level of Service (Control Delay in sec/veh)Stop-Controlled Intersection: Level of Service
TABLE 6AROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY
TOTAL TRAFFIC - YEAR 2018
ROADWAY LEVEL OF SERVICE*
Washington Street (North)
Washington Street (South) A
152nd Avenue A* Based on Table 4, Roadway Level-of-Service Thresholds by Functional Classification from City of Thornton Transportation Plan 2009
D
City Creek - Traffic Impact Study September 2016
SM ROCHA, LLC - Traffic and Transportation Consultants Page 22
TABLE 7
INTERSECTION CAPACITY ANALYSIS SUMMARYTOTAL TRAFFIC - YEAR 2036
INTERSECTION LEVEL OF SERVICE
LANE GROUPS AM PEAK HOUR PM PEAK HOUR
144th Avenue / Washington Street (Signalized) D (36.5) D (40.6)
Washington Street / 152nd Avenue (Signalized) B (18.6) C (21.5)
York Street / 152nd Avenue (Signalized) B (12.0) C (20.6)
Washington Street / 148th Avenue (Stop-Controlled)Westbound Left F FWestbound Right B CSouthbound Left B C
Washington Street / Access A (Stop-Controlled)Westbound Left F FWestbound Right B CSouthbound Left B D
Access B / 152nd Avenue (Stop-Controlled)Westbound Left A BNorthbound Right B B
Access C / 152nd Avenue (Signalized) B (17.1) B (16.0)
Access D / 152nd Avenue (Signalized) A (6.5) B (14.4)
Access E / Washington Street (Stop-Controlled)Westbound Left D EWestbound Right A ASouthbound Left A B
Access F / Washington Street (Signalized) A (5.1) B (11.0)
Key: Signalized Intersection: Level of Service (Control Delay in sec/veh)Stop-Controlled Intersection: Level of Service
TABLE 7AROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY
TOTAL TRAFFIC - YEAR 2036
ROADWAY LEVEL OF SERVICE*
Washington Street (North)
Washington Street (South) A
152nd Avenue A* Based on Table 4, Roadway Level-of-Service Thresholds by Functional Classification from City of Thornton Transportation Plan 2009
A
City Creek - Traffic Impact Study September 2016
SM ROCHA, LLC - Traffic and Transportation Consultants Page 23
Total Traffic Analysis Results For Year 2018, operational analysis shows that the intersection of 144th Avenue and Washington Street operates overall at LOS C during both traffic peak traffic hour. Operational analysis of studied stop-controlled intersections along Washington Street and 152nd Avenue also shows peak hour turn movement operations ranging from LOS A to LOS F. The majority of vehicular delay shown in analysis pertains to left turn movements onto Washington Street or 152nd Avenue. The LOS E and LOS F operation experienced is attributed to the volume of through traffic on Washington Street or 152nd Avenue, the high posted speed on the arterial roadways, and the stop-controlled nature of each intersection. It is to be noted that it is not uncommon for unsignalized movements to or from an arterial roadway, in urban areas, to operate with noticeable delays during peak traffic hours. It is, however, likely that turn movements will operate better than the results obtained with this HCM Two Way Stop Control (TWSC) level of service analysis would indicate, as the HCM1 analysis may not accurately account for the effect of vehicle platooning and gaps caused by upstream signals. The existing or proposed upstream signal control on Washington Street or 152nd Avenue will tend to create additional gaps in the traffic stream for turning movements at each studied intersection. The assumed signalized intersections of Access C, Access D and Access F are projected to have overall LOS B or better operations during both traffic peak hours in Year 2018. Table 7 illustrates how, by Year 2036, total traffic analysis results show that the Washington Street and 144th Avenue intersection has similar overall LOS D operational result as previously concluded in long-term background analysis. This is with all conservative assumptions presented in this traffic study. Assumed signalized 152nd Avenue intersections at Washington Street, York Street, Access C and Access D have projected overall LOS C or better operations during respective traffic peak hours. All other studied stop-controlled intersection movements are expected to operate at or better than LOS C during peak traffic periods. Most left turn movements from stop-controlled studied intersections onto Washington Street or 152nd Avenue continue to experience a projected LOS E or LOS F operations. The LOS E or LOS F operation experienced is attributed to the future volume of through traffic on the arterial roadways and the stop-controlled nature of the intersection. Again, it is not uncommon for unsignalized movements to or from an arterial roadway, in urban areas, to operate with noticeable delays during peak traffic hours. It is, however, likely that turn movements will operate better than the results presented in this study since the upstream signal control on the arterial roadways will tend to create additional gaps in the traffic stream for turning movements at studied stop-controlled intersections. It is not recommended that development access onto Washington Street or 152nd Avenue be restricted from that assumed in this study. Restricted site access is likely to interfere with the development's overall ability to equally distribute traffic within the site and out to the available roadways, thus impacting existing and future traffic patterns in the surrounding area, including emergency response time, and potentially causing the adjacent roadway network to be used in a manner not intended resulting in cut-through traffic or congested intersection conditions.
1 The Highway Capacity Manual 2010, Transportation Research Board, Section 19-17.
City Creek - Traffic Impact Study September 2016
SM ROCHA, LLC - Traffic and Transportation Consultants Page 24
VII. Conclusion
This traffic impact study addressed the capacity, geometric, and control requirements associated with development entitled City Creek. This proposed mixed-use development is envisioned to include a variety of residential, self-storage, office, light industrial, and school land uses. The development site is located on both sides of 152nd Avenue in Adams County, Colorado (to be annexed into the City of Thornton). The development site if further bound to the west by Washington Street, E-470 on the north, Big Dry Creek on the east, and the future 148th Avenue on the south. There is no defined completion date for the overall development. It is very likely that a development of this type and location within the City of Thornton will take some to build out. It is acknowledged that the development must go through procedures of rezoning, subdivision and site development permitting before land uses assumed in this study can become formalized and begin to operate. It is only during the later procedures that true traffic impacts from the development site can be analyzed. Briefly described, rezoning entails the change of uses allowed on a property, subdivision breaks down larger parcels of land to developable sizes, and site development permit is the review of real site construction. As actual uses within the development become defined over time, traffic characteristics and influencing factors considered in this study are subject to change and will need to be updated. This study is intended to serve as an overall guide that can be used for any order of site development that occurs. The combination of development land use areas presented herein are assumed and analyzed to estimate projected traffic levels through Year 2036. The study area to be examined in this analysis encompasses the Washington Street intersections with 144th Avenue, 152nd Avenue. Also included in the study area is the intersection of 152nd Avenue and York Street, and proposed site access. Analysis was conducted for critical AM Peak Hour and PM Peak Hour traffic operations for existing traffic conditions, Year 2018 and Year 2036 background traffic conditions, and Year 2018 and Year 2036 total traffic conditions. Analysis of existing traffic conditions indicate that the intersection of 144th Avenue and Washington Street operates overall at LOS C during the morning peak hour, and has an overall LOS E operation in the afternoon peak hour. Turn movement operations for stop-controlled intersection of Washington Street at 152nd Avenue are at or better than LOS B operations during each traffic peak hour. The stop-controlled intersection of York Street and 152nd Avenue also has turn movement operations at or better than LOS B operations during each respective traffic peak hour. Background traffic analyses for study years 2018 and 2036, without proposed development, indicate that the 144th Avenue signalized intersection with Washington Street is projected to have an overall operation of LOS C during the morning, and overall LOS D operation in the afternoon traffic peak hour. The long-term intersection operations of 152nd Avenue at Washington Street and York Street are projected to be at or better than LOS C during peak traffic hours.
City Creek - Traffic Impact Study September 2016
SM ROCHA, LLC - Traffic and Transportation Consultants Page 25
Analysis of future traffic conditions indicate that the addition of site-generated traffic is expected to create impact to traffic operations for the existing and surrounding roadway system that can be mitigated by traffic signal implementation or various roadway improvements as described within this study. With all conservative assumptions defined in this analysis, existing and assumed study intersections are projected to operate at future levels of service comparable to background peak hour traffic conditions. Year 2018 total traffic operational analysis shows that the intersection of 144th Avenue and Washington Street operates overall at LOS C during both traffic peak traffic hour. Operational analysis of studied stop-controlled intersections along Washington Street and 152nd Avenue also shows peak hour turn movement operations ranging from LOS A to LOS F. The majority of vehicular delay shown in analysis pertains to left turn movements onto Washington Street or 152nd Avenue. The LOS E and LOS F operation experienced is attributed to the volume of through traffic on Washington Street or 152nd Avenue, the high posted speed on the arterial roadways, and the stop-controlled nature of each intersection. It is to be noted that it is not uncommon for unsignalized movements to or from an arterial roadway, in urban areas, to operate with noticeable delays during peak traffic hours. It is, however, likely that turn movements will operate better than the results obtained with this HCM Two Way Stop Control (TWSC) level of service analysis would indicate, as the HCM analysis may not accurately account for the effect of vehicle platooning and gaps caused by upstream signals. The existing or proposed upstream signal control on Washington Street or 152nd Avenue will tend to create additional gaps in the traffic stream for turning movements at each studied intersection. The assumed signalized intersections of Access C, Access D and Access F are projected to have overall LOS B or better operations during both traffic peak hours in Year 2018. By Year 2036, total traffic analysis results show that the Washington Street and 144th Avenue intersection has similar overall LOS D operational result as previously concluded in long-term background analysis. This is with all conservative assumptions presented in this traffic study. Assumed signalized 152nd Avenue intersections at Washington Street, York Street, Access C and Access D have projected overall LOS C or better operations during respective traffic peak hours. All other studied stop-controlled intersection movements are expected to operate at or better than LOS C during peak traffic periods. Most left turn movements from stop-controlled studied intersections onto Washington Street or 152nd Avenue continue to experience a projected LOS E or LOS F operations. The LOS E or LOS F operation experienced is attributed to the future volume of through traffic on the arterial roadways and the stop-controlled nature of the intersection. Again, it is not uncommon for unsignalized movements to or from an arterial roadway, in urban areas, to operate with noticeable delays during peak traffic hours. It is, however, likely that turn movements will operate better than the results presented in this study since the upstream signal control on the arterial roadways will tend to create additional gaps in the traffic stream for turning movements at studied stop-controlled intersections.
APPENDIX A
Traffic Count Data
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HeritageTodd Creek
(1290)
Morrison(432)
Mayfield(276)
Holly HillsEstates
(316)LewisPointe(373)
Tsuzuki(Timberleaf)
(190) (266)
Talon View(296)
Glen Eagle Estates (63)
AmberCreek(341)
Brantner Village (84)
QuebecHighlands
Amd 1(219)
Quebec HighlandsAmd 2 (122)
Cherrywood Park #1Townhomes (183)
Quivas Condos (52)
Riverdale Park #5(252)
CundallFarms(363)
Glen Eagle Estates,Phase 3 (38)
Heritage Todd CreekOutparcels (13)
Todd CreekVillage Center
Larkridge Flg 2North Creek Farms Commercial
Parterre
Parterre(1960)(2184)
Thorncreek Village (270)
Westwood(156)
Horizon PinnacleShopping Center
TalonPointe(362)
BullCrossing
MerrittRanch(291)
Larkridge Flg 1
QuebecHighlands
Amd 327JHighSchool
DenverPremiumOutlets
WillowBend(539)
Villages North F5 A3 (26)Villages North F5 A2 (38)
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North EndStation(3500)
Aspen Reserve /Crestview Park (135)
Lambertson LakesSundance Condos (176)
Cherrylane (141)
Wyndemere Flg 6Commercial Center
Sage Valley (72)MillerInventory Lot
Country HillsOffice Campus
Villages at Thorncreek (283)
River Valley Village (127)
Thornton Valley (240)
BrammingHomesite
Welby Station(557)(263)
HomesteadHills (337)
Villages at Thorncreek (283)
Larkridge F2 Apts (338)
144th / GrantMultifamily (465)
City View Heights
Welby Station(557)(263)
BrammingFarm (128)
144th / WashingtonSummit
Washington Center F1 A7
Family DollarPanorama
Point (6)
Catalina-NewportClubhouse and Garage
Parkside (2)
150th and York(110)
Presidential Ridge (120)
The Grove
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Eastcreek Farm(264)
HighPointe Park
Settler'sChase
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Stargate
Fallbrook Farm Area A (110)
Hunters GlenSelf Storage
Cottonwood LakesMedical Campus
Broadstoneat Thornton
Fabrizio Commercial
Homewood Suites
Qwest ThorntonCentral Storage
Hunter DouglasBusiness Park
SteinMart
Colorado Mini StorageLots 2 & 3
104th and Colorado Multifamily (203)
Eastlake Station
BonaventureSenior Living (156)
Thornton Valley Grocery/Gas
River Valley Village (252)
Country Hills O.C.Self Storage
Creekside(258)
Thorncreek Commons
Kneader's
FallbrookFarm (208)Thorncreek Church
88th & Pecos Maverik
Eastlake Assisted Living
Chuze Fitness
Skylake Ranch TLC
Grange Creek F9 Maverik
Hilton Garden Inn
RTD Park-n-Ride
Godfather's Pizza
View Point
The Grove Lot 10 Shops
SpringvaleAutomotive
Fallbrook FarmFallbrook Farm
Mike Shaw SubaruInventory Lot
Two Deuces (228)
Washington Center Multifamily (336)
Front RangeCrossings
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TopgolfViewhouse
Kum & Go
Lord of Life
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Larkridge Flg 2 Car Wash
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City BoundarySchool District BdyResidential - ProposedResidential - ApprovedResidential - ActiveCommercial - ProposedCommercial - Approved
The following information can be found in the Highway Capacity Manual, Transportation Research Board, 2010: Chapter 18 – Signalized Intersections and Chapter 19 – Two-Way Stop Controlled Intersections.
Automobile Level of Service (LOS) for Signalized Intersections
Levels of service are defined to represent reasonable ranges in control delay. LOS A Describes operations with a control delay of 10s/veh or less and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is exceptionally favorable or the cycle length is very short. If it is due to favorable progression, most vehicles arrive during the green indication and travel through the intersection without stopping. LOS B Describes operations with control delay between 10 and 20 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A. LOS C Describes operations with control delay between 20 and 35 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when progression is favorable or the cycle length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is .significant, although many vehicles still pass through the intersection without stopping. LOS D Describes operations with control delay between 35 and 55 s/veh and a volume-to-capacity ratio no greater than 1.0.This level is typically assigned when the volume-to-capacity ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop and individual cycle failures are noticeable. LOS E Describes operations with control delay between 55 and 80 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent. LOS F Describes operations with control delay exceeding 80 s/veh or a volume-to-capacity ratio greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycles fail to clear the queue.
Level of Service (LOS) for Unsignalized TWSC Intersections
Level of Service Average Control Delay (s/veh) A 0 - 10 B > 10 - 15 C > 15 - 25 D > 25 - 35 E > 35 - 50 F > 50
APPENDIX C
Capacity Worksheets
Timings Existing Traffic Volumes1: Washington Street/Washington St & 144th Avenue AM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 63 181 59 51 580 17 102 82 13 8 110 80Future Volume (vph) 63 181 59 51 580 17 102 82 13 8 110 80Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 3539 1583 3433 3539 1583Flt Permitted 0.950 0.950 0.950 0.950Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 3539 1583 3433 3539 1583Satd. Flow (RTOR) 153 153 147 147Lane Group Flow (vph) 68 197 64 55 630 18 111 89 14 9 120 87Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 8 2 6Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.5 39.0 39.0 10.5 29.0 29.0 10.5 34.0 34.0 10.5 31.0 31.0Total Split (s) 10.6 39.0 39.0 10.6 39.0 39.0 10.6 39.8 39.8 10.6 39.8 39.8Total Split (%) 10.6% 39.0% 39.0% 10.6% 39.0% 39.0% 10.6% 39.8% 39.8% 10.6% 39.8% 39.8%Yellow Time (s) 4.0 4.5 4.5 4.0 4.5 4.5 4.0 5.0 5.0 4.0 5.0 5.0All-Red Time (s) 1.5 1.0 1.0 1.5 1.0 1.0 1.5 1.0 1.0 1.5 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 6.0 6.0 5.5 6.0 6.0Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 5.1 23.9 23.9 5.1 23.9 23.9 8.2 53.7 53.7 5.8 42.4 42.4Actuated g/C Ratio 0.05 0.24 0.24 0.05 0.24 0.24 0.08 0.54 0.54 0.06 0.42 0.42v/c Ratio 0.39 0.23 0.13 0.31 0.74 0.04 0.39 0.05 0.02 0.05 0.08 0.12Control Delay 52.7 30.3 0.5 50.8 40.6 0.1 47.5 14.7 0.0 44.8 20.1 0.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 52.7 30.3 0.5 50.8 40.6 0.1 47.5 14.7 0.0 44.8 20.1 0.9LOS D C A D D A D B A D C AApproach Delay 29.1 40.4 30.7 13.4Approach LOS C D C BQueue Length 50th (ft) 22 53 0 18 196 0 35 13 0 3 24 0Queue Length 95th (ft) 44 77 0 37 238 0 62 36 0 11 47 6Internal Link Dist (ft) 632 550 415 4110Turn Bay Length (ft) 203 351 150 150 211 211 170 204Base Capacity (vph) 175 1185 632 175 1185 632 282 1901 918 199 1499 755Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.39 0.17 0.10 0.31 0.53 0.03 0.39 0.05 0.02 0.05 0.08 0.12
Intersection SummaryCycle Length: 100Actuated Cycle Length: 100Offset: 45 (45%), Referenced to phase 2:NBT and 6:SBT, Start of GreenNatural Cycle: 95Control Type: Actuated-Coordinated
Appendix C - Capacity Worksheets - Page 1
Timings Existing Traffic Volumes1: Washington Street/Washington St & 144th Avenue AM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Maximum v/c Ratio: 0.74Intersection Signal Delay: 32.5 Intersection LOS: CIntersection Capacity Utilization 43.9% ICU Level of Service AAnalysis Period (min) 15
Splits and Phases: 1: Washington Street/Washington St & 144th Avenue
Appendix C - Capacity Worksheets - Page 2
HCM Unsignalized Intersection Capacity Analysis Existing Traffic Volumes2: Washington St/E. 152nd Ave AM Peak Hour
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 152 59 14 63 147Volume Left 15 0 0 63 0Volume Right 137 0 14 0 0cSH 1117 1700 1700 1527 1700Volume to Capacity 0.14 0.03 0.01 0.04 0.09Queue Length 95th (ft) 12 0 0 3 0Control Delay (s) 9.3 0.0 0.0 7.5 0.0Lane LOS A AApproach Delay (s) 9.3 0.0 2.2Approach LOS A
Intersection SummaryAverage Delay 4.3Intersection Capacity Utilization 19.9% ICU Level of Service AAnalysis Period (min) 15
Appendix C - Capacity Worksheets - Page 4
Timings Existing Traffic Volumes1: Washington Street/Washington St & 144th Avenue PM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 257 686 348 34 421 44 177 245 75 38 196 131Future Volume (vph) 257 686 348 34 421 44 177 245 75 38 196 131Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 3539 1583 3433 3539 1583Flt Permitted 0.950 0.950 0.950 0.950Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 3539 1583 3433 3539 1583Satd. Flow (RTOR) 378 153 147 147Lane Group Flow (vph) 279 746 378 37 458 48 192 266 82 41 213 142Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 8 2 6Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.5 39.0 39.0 10.5 29.0 29.0 10.5 34.0 34.0 10.5 31.0 31.0Total Split (s) 10.6 39.0 39.0 10.6 39.0 39.0 10.6 39.8 39.8 10.6 39.8 39.8Total Split (%) 10.6% 39.0% 39.0% 10.6% 39.0% 39.0% 10.6% 39.8% 39.8% 10.6% 39.8% 39.8%Yellow Time (s) 4.0 4.5 4.5 4.0 4.5 4.5 4.0 5.0 5.0 4.0 5.0 5.0All-Red Time (s) 1.5 1.0 1.0 1.5 1.0 1.0 1.5 1.0 1.0 1.5 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 6.0 6.0 5.5 6.0 6.0Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 5.1 29.3 29.3 5.1 25.0 25.0 9.2 46.0 46.0 5.9 38.1 38.1Actuated g/C Ratio 0.05 0.29 0.29 0.05 0.25 0.25 0.09 0.46 0.46 0.06 0.38 0.38v/c Ratio 1.59 0.72 0.52 0.21 0.52 0.09 0.61 0.16 0.10 0.20 0.16 0.20Control Delay 325.4 35.8 5.4 48.6 33.3 0.4 54.8 19.5 0.5 47.4 22.1 4.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 325.4 35.8 5.4 48.6 33.3 0.4 54.8 19.5 0.5 47.4 22.1 4.6LOS F D A D C A D B A D C AApproach Delay 85.2 31.4 29.2 18.4Approach LOS F C C BQueue Length 50th (ft) ~131 223 0 11 124 0 61 60 0 12 50 0Queue Length 95th (ft) #214 272 62 28 160 0 #143 94 3 30 77 39Internal Link Dist (ft) 632 550 415 4110Turn Bay Length (ft) 203 351 150 150 211 211 170 204Base Capacity (vph) 175 1185 781 175 1185 632 317 1626 807 203 1349 694Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 1.59 0.63 0.48 0.21 0.39 0.08 0.61 0.16 0.10 0.20 0.16 0.20
Intersection SummaryCycle Length: 100Actuated Cycle Length: 100Offset: 93 (93%), Referenced to phase 2:NBT and 6:SBT, Start of GreenNatural Cycle: 95Control Type: Actuated-Coordinated
Appendix C - Capacity Worksheets - Page 5
Timings Existing Traffic Volumes1: Washington Street/Washington St & 144th Avenue PM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Maximum v/c Ratio: 1.59Intersection Signal Delay: 55.4 Intersection LOS: EIntersection Capacity Utilization 52.8% ICU Level of Service AAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: Washington Street/Washington St & 144th Avenue
Appendix C - Capacity Worksheets - Page 6
HCM Unsignalized Intersection Capacity Analysis Existing Traffic Volumes2: Washington St/E. 152nd Ave & Washintgon Street PM Peak Hour
Intersection SummaryCycle Length: 100Actuated Cycle Length: 100Offset: 45 (45%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 1.69Intersection Signal Delay: 59.5 Intersection LOS: EIntersection Capacity Utilization 54.4% ICU Level of Service AAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: Washington Street & 144th Avenue
Appendix C - Capacity Worksheets - Page 12
HCM Unsignalized Intersection Capacity Analysis Background Traffic Volumes2: Washington Street & 152nd Ave Year 2018 PM Peak Hour
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.76Intersection Signal Delay: 34.7 Intersection LOS: CIntersection Capacity Utilization 52.5% ICU Level of Service AAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: Washington Street & 144th Avenue
Appendix C - Capacity Worksheets - Page 15
Timings Background Traffic Volumes2: 152nd Ave & Washington Street Year 2036 AM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 416 61 253 205 10 195Future Volume (vph) 416 61 253 205 10 195Satd. Flow (prot) 3090 1425 4577 1425 3090 4577Flt Permitted 0.950 0.950Satd. Flow (perm) 3090 1425 4577 1425 3090 4577Satd. Flow (RTOR) 66 223Lane Group Flow (vph) 452 66 275 223 11 212Turn Type Perm Perm NA Perm Prot NAProtected Phases 2 1 6Permitted Phases 8 8 2Total Split (s) 52.0 52.0 53.0 53.0 15.0 68.0Total Lost Time (s) 5.5 5.5 5.5 5.5 5.5 5.5Act Effct Green (s) 23.4 23.4 47.5 47.5 32.6 85.6Actuated g/C Ratio 0.20 0.20 0.40 0.40 0.27 0.71v/c Ratio 0.75 0.20 0.15 0.32 0.01 0.06Control Delay 53.3 10.1 21.8 7.2 35.2 5.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 53.3 10.1 21.8 7.2 35.2 5.8LOS D B C A D AApproach Delay 47.8 15.2 7.2Approach LOS D B AQueue Length 50th (ft) 172 0 46 0 3 16Queue Length 95th (ft) 214 36 66 64 11 29Internal Link Dist (ft) 5433 4110 2753Turn Bay Length (ft) 200Base Capacity (vph) 1197 592 1811 698 839 3264Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.38 0.11 0.15 0.32 0.01 0.06
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.75Intersection Signal Delay: 27.4 Intersection LOS: CIntersection Capacity Utilization 27.8% ICU Level of Service AAnalysis Period (min) 15
Splits and Phases: 2: 152nd Ave & Washington Street
Appendix C - Capacity Worksheets - Page 16
Timings Background Traffic Volumes3: York Street & 152nd Ave Year 2036 AM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (vph) 173 42 186 432 45 403Future Volume (vph) 173 42 186 432 45 403Satd. Flow (prot) 5085 1583 3433 5085 3433 1583Flt Permitted 0.950 0.950Satd. Flow (perm) 5085 1583 3433 5085 3433 1583Satd. Flow (RTOR) 46 438Lane Group Flow (vph) 188 46 202 470 49 438Turn Type NA Perm Prot NA Prot PermProtected Phases 2 1 6 8Permitted Phases 2 8Total Split (s) 29.0 29.0 25.0 54.0 66.0 66.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5Act Effct Green (s) 24.6 24.6 20.5 49.6 8.1 8.1Actuated g/C Ratio 0.37 0.37 0.31 0.74 0.12 0.12v/c Ratio 0.10 0.08 0.19 0.12 0.12 0.76Control Delay 14.7 5.9 18.3 2.8 26.0 12.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 14.7 5.9 18.3 2.8 26.0 12.6LOS B A B A C BApproach Delay 13.0 7.5 13.9Approach LOS B A BQueue Length 50th (ft) 17 0 29 12 9 0Queue Length 95th (ft) 35 20 60 32 22 74Internal Link Dist (ft) 5433 2537 1753Turn Bay Length (ft) 200 200Base Capacity (vph) 1872 611 1057 3782 3172 1496Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.10 0.08 0.19 0.12 0.02 0.29
Intersection SummaryCycle Length: 120Actuated Cycle Length: 66.7Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.76Intersection Signal Delay: 10.7 Intersection LOS: BIntersection Capacity Utilization 36.6% ICU Level of Service AAnalysis Period (min) 15
Splits and Phases: 3: York Street & 152nd Ave
Appendix C - Capacity Worksheets - Page 17
Timings Background Traffic Volumes1: Washington Street & 144th Avenue Year 2036 AM Peak Hour
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.80Intersection Signal Delay: 35.9 Intersection LOS: DIntersection Capacity Utilization 63.9% ICU Level of Service BAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: Washington Street & 144th Avenue
Appendix C - Capacity Worksheets - Page 18
Timings Background Traffic Volumes2: 152nd Ave & Washington Street Year 2036 AM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 399 122 1210 592 48 813Future Volume (vph) 399 122 1210 592 48 813Satd. Flow (prot) 3090 1425 4577 1425 3090 4577Flt Permitted 0.950 0.950Satd. Flow (perm) 3090 1425 4577 1425 3090 4577Satd. Flow (RTOR) 133 643Lane Group Flow (vph) 434 133 1315 643 52 884Turn Type Perm Perm NA Perm Prot NAProtected Phases 2 1 6Permitted Phases 8 8 2Total Split (s) 34.0 34.0 74.0 74.0 12.0 86.0Total Lost Time (s) 5.5 5.5 5.5 5.5 5.5 5.5Act Effct Green (s) 22.2 22.2 68.5 68.5 12.8 86.8Actuated g/C Ratio 0.18 0.18 0.57 0.57 0.11 0.72v/c Ratio 0.76 0.36 0.50 0.59 0.16 0.27Control Delay 55.1 9.2 18.1 7.2 52.6 6.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 55.1 9.2 18.1 7.2 52.6 6.3LOS E A B A D AApproach Delay 44.4 14.5 8.8Approach LOS D B AQueue Length 50th (ft) 165 0 268 90 19 75Queue Length 95th (ft) 210 51 313 136 41 113Internal Link Dist (ft) 5433 4110 2753Turn Bay Length (ft) 200Base Capacity (vph) 733 439 2612 1089 330 3311Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.59 0.30 0.50 0.59 0.16 0.27
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.76Intersection Signal Delay: 17.9 Intersection LOS: BIntersection Capacity Utilization 54.1% ICU Level of Service AAnalysis Period (min) 15
Splits and Phases: 2: 152nd Ave & Washington Street
Appendix C - Capacity Worksheets - Page 19
Timings Background Traffic Volumes3: York Street & 152nd Ave Year 2036 AM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (vph) 563 77 653 419 77 317Future Volume (vph) 563 77 653 419 77 317Satd. Flow (prot) 5085 1583 3433 5085 3433 1583Flt Permitted 0.950 0.950Satd. Flow (perm) 5085 1583 3433 5085 3433 1583Satd. Flow (RTOR) 84 345Lane Group Flow (vph) 612 84 710 455 84 345Turn Type NA Perm Prot NA Prot PermProtected Phases 2 1 6 8Permitted Phases 2 8Total Split (s) 34.0 34.0 48.0 82.0 38.0 38.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5Act Effct Green (s) 29.5 29.5 43.6 77.6 9.1 9.1Actuated g/C Ratio 0.31 0.31 0.46 0.81 0.10 0.10v/c Ratio 0.39 0.15 0.45 0.11 0.26 0.75Control Delay 27.3 6.8 19.5 2.2 41.6 15.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 27.3 6.8 19.5 2.2 41.6 15.3LOS C A B A D BApproach Delay 24.9 12.8 20.5Approach LOS C B CQueue Length 50th (ft) 104 0 143 13 24 0Queue Length 95th (ft) 153 35 221 32 46 82Internal Link Dist (ft) 5433 2537 1753Turn Bay Length (ft) 200 200Base Capacity (vph) 1569 546 1562 4123 1203 779Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.39 0.15 0.45 0.11 0.07 0.44
Intersection SummaryCycle Length: 120Actuated Cycle Length: 95.7Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.75Intersection Signal Delay: 17.9 Intersection LOS: BIntersection Capacity Utilization 44.9% ICU Level of Service AAnalysis Period (min) 15
Splits and Phases: 3: York Street & 152nd Ave
Appendix C - Capacity Worksheets - Page 20
Timings Total Traffic Volumes1: Washington Street & 144th Avenue Year 2018 AM Peak Hour
Intersection SummaryCycle Length: 100Actuated Cycle Length: 100Offset: 45 (45%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.88Intersection Signal Delay: 32.5 Intersection LOS: CIntersection Capacity Utilization 64.9% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: Washington Street & 144th Avenue
Appendix C - Capacity Worksheets - Page 31
HCM Unsignalized Intersection Capacity Analysis Total Traffic Volumes2: Washington Street & 152nd Avenue Year 2018 PM Peak Hour
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.89Intersection Signal Delay: 40.6 Intersection LOS: DIntersection Capacity Utilization 72.4% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: 144th Avenue & Washington Street
Appendix C - Capacity Worksheets - Page 51
Timings Total Traffic Volumes2: Washington Street & 152nd Avenue Year 2036 PM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 716 123 1394 795 141 1282Future Volume (vph) 716 123 1394 795 141 1282Satd. Flow (prot) 3090 1425 4577 1425 3090 4577Flt Permitted 0.950 0.950Satd. Flow (perm) 3090 1425 4577 1425 3090 4577Satd. Flow (RTOR) 134 514Lane Group Flow (vph) 778 134 1515 864 153 1393Turn Type Perm Perm NA Free Prot NAProtected Phases 2 1 6Permitted Phases 8 8 FreeTotal Split (s) 47.0 47.0 57.0 16.0 73.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5Act Effct Green (s) 36.1 36.1 59.7 120.0 10.6 74.9Actuated g/C Ratio 0.30 0.30 0.50 1.00 0.09 0.62v/c Ratio 0.84 0.26 0.67 0.61 0.56 0.49Control Delay 47.6 5.8 20.9 3.3 60.3 16.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 47.6 5.8 20.9 3.3 60.3 16.2LOS D A C A E BApproach Delay 41.5 14.5 20.6Approach LOS D B CQueue Length 50th (ft) 289 0 316 41 60 160Queue Length 95th (ft) 338 42 440 m78 96 348Internal Link Dist (ft) 590 827 974Turn Bay Length (ft) 200Base Capacity (vph) 1094 591 2278 1425 302 2855Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.71 0.23 0.67 0.61 0.51 0.49
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.84Intersection Signal Delay: 21.5 Intersection LOS: CIntersection Capacity Utilization 68.3% ICU Level of Service CAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: Washington Street & 152nd Avenue
Appendix C - Capacity Worksheets - Page 52
Timings Total Traffic Volumes3: York Street & 152nd Avenue Year 2036 PM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (vph) 805 237 653 569 175 317Future Volume (vph) 805 237 653 569 175 317Satd. Flow (prot) 5085 1583 3433 5085 3433 1583Flt Permitted 0.950 0.950Satd. Flow (perm) 5085 1583 3433 5085 3433 1583Satd. Flow (RTOR) 258 345Lane Group Flow (vph) 875 258 710 618 190 345Turn Type NA Perm Prot NA Perm PermProtected Phases 2 1 6Permitted Phases 2 8 8Total Split (s) 40.0 40.0 45.0 85.0 35.0 35.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5Act Effct Green (s) 50.4 50.4 25.7 80.6 11.5 11.5Actuated g/C Ratio 0.50 0.50 0.25 0.80 0.11 0.11v/c Ratio 0.35 0.28 0.81 0.15 0.49 0.71Control Delay 17.0 3.3 43.5 2.7 46.2 13.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.0 3.3 43.5 2.7 46.2 13.4LOS B A D A D BApproach Delay 13.9 24.5 25.0Approach LOS B C CQueue Length 50th (ft) 117 0 221 24 60 0Queue Length 95th (ft) 190 48 284 46 94 83Internal Link Dist (ft) 2106 2537 1753Turn Bay Length (ft) 200 200Base Capacity (vph) 2535 918 1377 4054 1036 718Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.35 0.28 0.52 0.15 0.18 0.48
Intersection SummaryCycle Length: 120Actuated Cycle Length: 101.1Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 20.6 Intersection LOS: CIntersection Capacity Utilization 50.4% ICU Level of Service AAnalysis Period (min) 15
Splits and Phases: 3: York Street & 152nd Avenue
Appendix C - Capacity Worksheets - Page 53
HCM Unsignalized Intersection Capacity Analysis Total Traffic Volumes4: Washington Street & 148th Avenue Year 2036 PM Peak Hour
Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4Volume Total 65 65 531 531 531 59 59 459 459 459Volume Left 65 0 0 0 0 0 59 0 0 0Volume Right 0 65 0 0 0 59 0 0 0 0cSH 167 832 1700 1700 1700 1700 634 1700 1700 1700Volume to Capacity 0.39 0.08 0.31 0.31 0.31 0.03 0.09 0.27 0.27 0.27Queue Length 95th (ft) 42 6 0 0 0 0 8 0 0 0Control Delay (s) 39.7 9.7 0.0 0.0 0.0 0.0 11.3 0.0 0.0 0.0Lane LOS E A BApproach Delay (s) 24.7 0.0 0.5Approach LOS C
Intersection SummaryAverage Delay 1.2Intersection Capacity Utilization 45.0% ICU Level of Service AAnalysis Period (min) 15
Appendix C - Capacity Worksheets - Page 59
Timings Total Traffic Volumes10: Washington Street & Access F Year 2036 PM Peak Hour
September 2016 Synchro ReportSM ROCHA, LLC
Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 315 210 1384 79 52 953Future Volume (vph) 315 210 1384 79 52 953Satd. Flow (prot) 1770 1583 5085 1583 1770 5085Flt Permitted 0.950 0.115Satd. Flow (perm) 1770 1583 5085 1583 214 5085Satd. Flow (RTOR) 140 62Lane Group Flow (vph) 342 228 1504 86 57 1036Turn Type Perm Perm NA Perm pm+pt NAProtected Phases 2 1 6Permitted Phases 8 8 2 6Total Split (s) 47.0 47.0 61.0 61.0 12.0 73.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5Act Effct Green (s) 28.9 28.9 70.7 70.7 82.1 82.1Actuated g/C Ratio 0.24 0.24 0.59 0.59 0.68 0.68v/c Ratio 0.80 0.47 0.50 0.09 0.24 0.30Control Delay 56.8 17.1 2.0 0.2 10.2 8.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 56.8 17.1 2.0 0.2 10.2 8.5LOS E B A A B AApproach Delay 40.9 1.9 8.5Approach LOS D A AQueue Length 50th (ft) 251 55 20 0 13 105Queue Length 95th (ft) 326 118 27 m0 35 163Internal Link Dist (ft) 796 1023 596Turn Bay Length (ft) 150 150 150Base Capacity (vph) 626 651 2996 958 246 3478Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.55 0.35 0.50 0.09 0.23 0.30
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 32 (27%), Referenced to phase 2:NBT and 6:SBTL, Start of GreenControl Type: Actuated-CoordinatedMaximum v/c Ratio: 0.80Intersection Signal Delay: 11.0 Intersection LOS: BIntersection Capacity Utilization 59.6% ICU Level of Service BAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Washington Street & Access F