ARVADA TRIANGLE REDEVELOPMENT TRAFFIC IMPACT ANALYSIS

Transcription

1 ARVADA TRIANGLE REDEVELOPMENT TRAFFIC IMPACT ANALYSIS Prepared for: Arvada Urban Renewal Authority 5601 Olde Wadsworth Boulevard, Suite 210 Arvada, Colorado (720) Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO (303) Project Manager: Jeremy Hahn, PE, PTOE FHU Reference No March 2011

2 Arvada Triangle Redevelopment Traffic Impact Analysis TABLE OF CONTENTS Page I. INTRODUCTION II. EXISTING CONDITIONS A. Existing Site B. Existing Roadway Network C. Traffic Volumes D. Traffic Operations III. PROPOSED PROJECT A. Project Description B. Site Trip Generation C. Trip Distribution and Traffic Assignment IV. BACKGROUND (WITHOUT SITE) TRAFFIC CONDITIONS A. Roadway Network B. Traffic Volumes C. Traffic Operations V. TOTAL (WITH SITE) FUTURE TRAFFIC CONDITIONS A. Traffic Volumes B. Traffic Operations C. Site Access VII. SUMMARY AND RECOMMENDATIONS LIST OF APPENDICES APPENDIX A EXISTING TRAFFIC COUNTS APPENDIX B EXISTING TRAFFIC LEVEL OF SERVICE WORKSHEETS APPENDIX C BACKGROUND TRAFFIC LEVEL OF SERVICE WORKSHEETS APPENDIX D TOTAL TRAFFIC LEVEL OF SERVICE WORKSHEETS

3 Arvada Triangle Redevelopment Traffic Impact Analysis LIST OF FIGURES Page Figure 1. Vicinity Map Figure 2. Potential Site Plan Figure 3. Existing Traffic Conditions Figure 4. Parcel Layout Figure 5. Site Traffic Distribution and Assignment Figure 6. Year 2020 Background Traffic Conditions Figure 7. Year 2035 Background Traffic Conditions Figure 8. Year 2020 Total Traffic Conditions Figure 9. Year 2035 Total Traffic Conditions LIST OF TABLES Table 1. Development Summary by Parcel Table 2. Trip Generation Summary

4 Arvada Triangle Redevelopment Traffic Impact Analysis I. INTRODUCTION The Arvada Triangle redevelopment area generally encompasses the area from Kipling Parkway on the west, Garrison Street on the east, 57 th Avenue on the south, and the Ralston Creek on the north in Arvada, Colorado. The site s location relative to major roadways in the area can be seen on Figure 1. The proposed Arvada Triangle property would redevelop the majority of existing development with a mix of residential, office and retail land uses. The exact intensity of development will be determined over time, as a function of future market conditions. As part of the planning process, several development scenarios have been formulated, each with a different mix of uses and building types. Although an exact site plan has yet to be developed, a potential layout of the uses is shown graphically in Figure 2. The purpose of this study is to assess the traffic impacts on the adjacent roadways / intersections related to the most likely intensity of the proposed development and to identify roadway improvements needed to accommodate vehicle-trips generated by the proposed land uses. This report includes information on existing traffic conditions, vehicle-trips associated with the planned development, and total traffic volume projections. The year 2020 was analyzed as the mid-point horizon, while the year 2035 represents the long-term traffic implications of the proposed development. Page 1

5 58th Ave. FELSBURG HOLT & ULLEVIG Westwood Mesa TIA, , 03/11/11 Kipling Pkwy. Allendale Dr. 59th Pl. Ralston Rd. PROJECT SITE Independence St. DRAFT Brooks Dr. Ralston Rd. 57th Ave. Grandview Ave. Vicinity Map Figure 1 NORTH

6 ep en St Kip ling Pkw Westwood Mesa TIA, , 03/11/11 d In d en ce FELSBURG H O LT & ULLE VI G DRAFT Garrison St. Holland St.. y. Figure 2 NORTH Potential Site Plan Ralston Rd.

7 Arvada Triangle Redevelopment Traffic Impact Analysis II. EXISTING CONDITIONS A. Existing Site The proposed development generally parallels the Ralston Road alignment to the north and south from Kipling Parkway on the west to Garrison Street on the east. The majority of land within the project site is built out with various commercial uses, and includes the Arvada Square and Arvada Plaza shopping centers. A King Soopers and Big K shopping center are located near the Kipling Parkway corridor along the north side of Ralston Road. Farther east within the study area, retail uses consist of strip malls with neighborhood commercial uses (dry cleaners, auto parts stores, etc) and various fast food / sit-down restaurants. The area surrounding the project site contains various residential developments, as well as parks and open space. B. Existing Roadway Network The roadway network surrounding the site consists of the following facilities: Ralston Road Ralston Road is an east-west arterial roadway adjacent to the site. The corridor consists of a four-lane paved urban roadway with curb / gutter and sidewalks, and either a raised or painted center median. Several curb cuts are provided along Ralston Road, providing direct access to / from the various retail developments along the corridor. The posted speed limit near the project site is 35 mph. Kipling Parkway Kipling Parkway is a north-south roadway which becomes the 64 th Avenue corridor to the north of the project site. In the vicinity of the development, the cross section of Kipling Parkway consists of a four-lane median divided cross section with sidewalks on either side of the roadway. The posted speed limit near the project site is 35 mph. Independence Street Independence Street is a north-south roadway within the study area. The corridor provides for direct access to / from the various commercial land uses in within the redevelopment area. North of Ralston Road, the corridor consists of a fourlane paved urban roadway with curb / gutter. The posted speed on Independence Street is 35 mph. Garrison Street Garrison Street is a north-south local roadway which provides for direct access to / from various residences along the corridor. The corridor consists of a three-lane paved urban roadway with curb / gutter, which transitions north of the Arvada Triangle to a two-lane cross section with on-street parking along both sides of the roadway. The posted speed on Garrison Street is 25 mph. Page 4

8 Arvada Triangle Redevelopment Traffic Impact Analysis C. Traffic Volumes Evening peak hour traffic volumes were derived from the Ralston Road Traffic Primer, Felsburg Holt & Ullevig, February Traffic volumes from the Ralston Road report were recorded during the month of November 2009 at the Kipling Parkway, Independence Street, Garrison Street and Holland Street intersections with Ralston Road. The peak hour traffic counts were collected in 15-minute intervals on a typical day during the hours of 4:00 PM to 6:00 PM. The existing traffic volumes in the vicinity of the site are presented on Figure 3 and the raw traffic count data can be found in Appendix A. The existing counts show that traffic flows along in the area are primarily to the eastbound and northbound directions in the afternoon. D. Traffic Operations Traffic operations within the study area were evaluated according to techniques documented in the Highway Capacity Manual (Transportation Research Board, 2000) using the existing traffic volumes and intersection geometry. Level of Service (LOS) is a qualitative measure of traffic operational conditions, based on roadway capacity and vehicle delay. LOS is described by a letter designation ranging from A to F, with LOS A representing almost free-flow travel, while LOS F represents congested conditions. At signalized intersections, an overall LOS is reported for the intersection, while LOS at unsignalized intersections are calculated for movements which must yield right-of-way to other traffic movements. The results of the analysis show that each of the study area signalized intersection operates at LOS C or better, an acceptable condition, during the PM peak hour. The results of the capacity analyses are shown on Figure 3, and Appendix B contains the existing traffic operational analysis worksheets. Page 5

9 FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, , 03/11/11 Holland St. Ralston Rd. Existing Traffic Conditions Figure 3 NORTH Garrison St. Independence St. Kipling Pkwy. C LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal B C DRAFT B

10 Arvada Triangle Redevelopment Traffic Impact Analysis III. PROPOSED PROJECT A. Project Description As stated previously, the Arvada Triangle redevelopment area generally encompasses the area from Kipling Parkway on the west, Garrison Street on the east, 57 th Avenue on the south, and the Ralston Creek on the north. The majority of land within the project site is built out with various commercial uses, and includes the Arvada Square and Arvada Plaza shopping centers. A King Soopers and Big K shopping center are located near the Kipling Parkway corridor along the north side of Ralston Road. Farther east within the study area, retail uses consist of strip malls with neighborhood commercial uses (dry cleaners, auto parts stores, etc) and various fast food / sit-down restaurants. The proposed project would redevelop the majority of existing space with a mix of residential, office and retail land uses. The type and intensity of development would vary based on the development plan. As part of this study, it was assumed that the most aggressive development plan would be implemented to determine the project s worst case impact on the adjacent transportation network. Figure 4 shows the proposed development organized into individual parcels and Table 1 contains a breakdown by parcel of the proposed land uses. Of note, the proposed development intensities shown in Table 1 are in addition to existing uses that will remain on site. Portions of the existing retail development within Parcel 5, Parcel 6, Parcel 7 and Parcel 11 will remain. When calculating the proposed development intensities per parcel, the total square footage of existing development was subtracted from the overall total. For instance, in Parcel 11 it was assumed that a total of 255,000 SF of retail development would be constructed once redevelopment is completed. However, the two big box users (King Soopers and Big K) in Parcel 11 totaling 195,000 SF will remain, so the projected intensity in Table 1 would only be 60,000 SF of new retail. This method was used to avoid double counting traffic volumes generated by the overall development. Page 7

11 Westwood Mesa TIA, , 03/11/11 FELSBURG H O LT & ULLE VI G PARCEL 12 PARCEL 11 PARCEL 7 PARCEL 6 PARCEL 5 PARCEL 4 PARCEL 9 PARCEL 10 PARCEL 3 PARCEL 8 DRAFT PARCEL 2 PARCEL 1 NORTH Parcel Layout Figure 4

12 Arvada Triangle Redevelopment Traffic Impact Analysis Table 1. Development Summary by Parcel Land Use New Development Proposed Land Use New Development Proposed PARCEL 1 PARCEL 7 Retail 20,000 SF Retail 2,000 SF Office 20,000 SF Office 12,000 SF Townhomes 26 D.U. Townhomes 22 D.U. PARCEL 2 PARCEL 8 Townhomes 117 D.U. Retail 140,000 SF PARCEL 3 Townhomes 219 D.U. Townhomes 200 D.U. PARCEL 9 PARCEL 4 Retail 50,000 SF Retail 170,000 SF Townhomes 101 D.U. PARCEL 5 PARCEL 10 Retail 10,000 SF Townhomes 117 D.U. PARCEL 6 PARCEL 11 Retail 1,000 SF Retail 60,000 SF Office 5,000 SF PARCEL 12 Townhomes 7 D.U. No Development Planned B. Site Trip Generation The number of vehicle-trips generated by the proposed development was forecast based on equations and procedures documented in Trip Generation, Institute of Transportation Engineers, Eighth Edition, The trip rates, contained in the manual, are developed primarily through field observations of similar land uses throughout the nation. The data contained in the trip generation manual is nationally recognized and is used by the vast majority of municipalities in Colorado to determine the impact future developments may have on the surrounding transportation infrastructure. Table 2 shows the trip generation for the proposed development overall, and by parcel. Page 9

13 Arvada Triangle Redevelopment Traffic Impact Analysis Table 2. Trip Generation Summary Land Use Intensity ITE Code Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Townhomes 809 D.U , Office Buildings 37,000 SF Shopping Center 448,000 SF , ,738 TOTAL EXTERNAL TRIPS 22, ,096 1,096 2,192 PARCEL 1 1, PARCEL PARCEL PARCEL 4 6, PARCEL PARCEL PARCEL PARCEL 8 6, PARCEL 9 2, PARCEL PARCEL 11 2, The proposed development would generate approximately 22,600 vehicle trips per day (vpd), 733 vehicle trips per hour (vph) during the AM peak and 2,192 vph during the PM peak hour when fully built-out. To remain conservative (high estimate) while maintaining flexible with development intensities, an internal reduction (trips between uses that stay on-site) and pass-by trip assignment was not applied to the trip generation estimates. C. Trip Distribution and Traffic Assignment Trip distribution percentages in the report were based on previous reports completed in the area including the Ralston Road Traffic Primer, the Ralston Fields Urban Renewal Plan, September 2003 and the Ridge Home Property Urban Renewal Plan, August Each report based site distribution on estimates contained in the current DRCOG travel demand model. Using the distribution estimates from each of those reports, distribution percentages were further refined based on the development s location relative to the major surrounding roadways and the types of proposed land uses on individual parcels. Two different distribution percentages were used in the study, and are as follows: Retail / Office Uses 15 percent to/from the west on Ralston Road 15 percent to/from the east on Ralston Road 5 percent to/from the north on Garrison Street 4 percent to/from the south on Garrison Street Page 10

14 Arvada Triangle Redevelopment Traffic Impact Analysis 25 percent to/from the south on Kipling Parkway 20 percent to/from the south on Independence Street 16 percent to/from the north of the Independence Street / Kipling Parkway merge Residential 10 percent to/from the west on Ralston Road 30 percent to/from the east on Ralston Road 1 percent to/from the north on Garrison Street 1 percent to/from the south on Garrison Street 32 percent to/from the south on Kipling Parkway 20 percent to/from the south on Independence Street 6 percent to/from the north of the Independence Street / Kipling Parkway merge When assigning traffic to each parcel, it was assumed that additional access points between the four study intersections would be provided, similar to current conditions. In most locations, it was assumed that these access points would be limited to right-in / right-out only. The only exception would be Parcel 11, where it was assumed that one ¾ movement (allowing an eastbound left-turn movement into the site) access would be provided on Ralston Road between Kipling Parkway and Independence Street. In that stretch of roadway, there are currently four full movement access points that serve Parcel 11. Eliminating all full movements would add a significant amount of eastbound left-turning traffic at the Independence Street / Ralston Road intersection, potential causing capacity related issues. The site trip distribution assumptions and site traffic assignment are shown on Figure 5. Page 11

15 15% 10% FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, , 03/11/ % 32% LEGEND XXX(XXX) XX XX 16% 6% (at Kipling/ Independence Intersection) 20% 20% Holland St. 5% 1% 4% 1% Garrison St. Independence St. Kipling Pkwy = AM(PM) Peak Hour Traffic Volumes = Retail/Office Distribution Percentage = Residential Distribution Percentage DRAFT Ralston Rd. 15% 30% Figure 5 Site Traffic Distribution and Assignment NORTH

16 Arvada Triangle Redevelopment Traffic Impact Analysis IV. BACKGROUND (WITHOUT SITE) TRAFFIC CONDITIONS A. Roadway Network Per the Ralston Road Traffic Primer report and on-going discussions, the Ralston Road corridor is planned to remain as a four-lane arterial throughout the study area. However, portions of the roadway will be improved to include a raised center median. B. Traffic Volumes The mid- and long-term background traffic volumes were based on information contained in the Ralston Road Traffic Primer report. Per the Ralston Road report, traffic volumes in the study area are projected to grow 30% between now and year The growth rate was established by a review of growth in population and employment numbers in the DRCOG travel demand model. It should be noted that the 30% growth rate accounted for the potential redevelopment of the Arvada Triangle. Using previous recommendations, peak hour traffic volumes at the study intersections were adjusted by the base 30% (15% for the mid-year horizon) growth factor. Reductions to the base 30% factor were then applied at each intersection to account for lower growth along roadway corridors that are surrounded by built out land uses (Garrison Street north, Independence Street), and to avoid double counting redevelopment within the Arvada Triangle. Small shifts in background traffic were also assumed for the extension of Garrison Street south to 57 th Avenue. The mid- and long-term background traffic volumes are shown on Figure 6 and Figure 7 respectively. C. Traffic Operations Mid-Point Horizon Level of Service analyses were conducted, using the same procedures described previously, to determine the operational characteristics of the study intersections. The results of the capacity analysis shows that the Kipling Parkway / Ralston Road intersection would operate at LOS C during the PM peak hour. While the intersection would operate with an acceptable LOS, several movements would be nearing capacity including most left-turning movements as well as the northbound through movement. The Independence Street and Garrison Street intersections would operate at LOS C during the PM peak hour. The Holland Street / Ralston Road intersection would operate at LOS A during the PM peak hour. Due to the redevelopment to the area north (complete redevelopment) of Ralston Road, the southbound approach would be removed. The results of the capacity analysis are shown on Figure 6 and Appendix C contains the background traffic operational analysis worksheets. Page 13

17 FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, , 03/11/11 Holland St. Ralston Rd. Year 2020 Background Traffic Conditions Figure 6 NORTH Garrison St. Independence St. Kipling Pkwy. C LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal A C DRAFT C

18 FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, , 03/11/11 Holland St. Ralston Rd. Year 2035 Background Traffic Conditions Figure 7 NORTH Garrison St. Independence St. Kipling Pkwy. D LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal B C DRAFT C

19 Arvada Triangle Redevelopment Traffic Impact Analysis Long-Term Horizon Level of Service analyses were conducted, using the same procedures described previously, to determine the operational characteristics of the study intersections. The results of the capacity analysis shows that the Kipling Parkway / Ralston Road intersection would operate at LOS D during the PM peak hour, and would near the capacity threshold. Several movements would operate at or over capacity. It should be noted that the Ralston Road Primer Study concluded that the Ralston Road and corridor would operate at or near the capacity threshold by year The Independence Street / Ralston Road and Garrison Street / Ralston Road intersections would operate at LOS C during the PM peak hour. The Holland Street intersection would operate at LOS B during the PM peak hour in year The results of the capacity analyses are shown on Figure 7 and Appendix C contains the background traffic operational analysis worksheets. Page 16

20 Arvada Triangle Redevelopment Traffic Impact Analysis V. TOTAL (WITH SITE) FUTURE TRAFFIC CONDITIONS A. Traffic Volumes The site generated traffic volumes were added to the background traffic volumes for each future year to determine total traffic volumes for each scenario. The addition of site traffic volumes would increase two-way Ralston Road PM peak hour volumes by as much as 1075 vehicles per hour (vph), which would account for approximately 33% of traffic along the corridor. The projected short-term and long-term total traffic volumes are shown on Figure 8 and Figure 9, respectively. B. Traffic Operations Mid-Term Horizon Level of Service analyses was conducted to determine the traffic impact of the redevelopment on the mid-term conditions. The results of the analysis shows that the Kipling Parkway / Ralston Road intersection would operate at LOS D, an acceptable condition, during the PM peak hour. To maintain acceptable operations at the intersection, the northbound left-turn approach would need to be re-striped to include two left-turn lanes. With this improvement, the City may investigate the use of north / south protected only left-turn control (currently protected / permitted). Also, due to the increase in traffic to the westbound approach of the intersection, in particular the westbound left-turn, the east / west left-turning movements should continue to operate under protected / permitted control to increase the capacity of the left-turn movement. The Independence Street / Ralston Road intersection would operate at LOS D during the PM peak hour. To ensure acceptable operation of the intersection, it is critical that at least one eastbound left-turn movement be provided into Parcel 11 between Kipling Parkway and Independence Street to reduce the left-turning demand at the intersection. The Holland Street / Ralston Road intersection would operate at LOS C during the PM peak hour, and the Garrison Street intersection would continue to operate with similar LOS with the redevelopment of the Arvada Triangle. The results of the capacity analyses are shown on Figure 8, and Appendix D contains the total traffic operational analysis worksheets. Long-Term Horizon The results of the long-term (Year 2035) total traffic analyses show that the Kipling Parkway / Ralston Road intersection would operate at capacity (LOS E) during the PM peak hour. The eastbound and northbound approaches would operate at or above the capacity threshold. Per the HCM thresholds, an intersection would operate at LOS E when the intersection delay exceeds 55 seconds. The Ralston Road / Kipling Parkway intersection would operate with 56.7 seconds of delay. Page 17

21 FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, , 03/11/11 Holland St. Ralston Rd. Year 2020 Total Traffic Conditions Figure 8 NORTH Garrison St. Independence St. Kipling Pkwy. D LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal C D DRAFT B

22 FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, , 03/11/11 Holland St. Ralston Rd. Year 2035 Total Traffic Conditions Figure 9 NORTH Garrison St. Independence St. Kipling Pkwy. E LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal C D DRAFT C

23 Arvada Triangle Redevelopment Traffic Impact Analysis Each of the remaining study intersections would continue to operate with similar LOS as compared to the 2020 total traffic scenario during the PM peak hour. The results of the capacity analyses are shown on Figure 9, and Appendix D contains the total traffic operational analysis worksheets. C. Site Access As stated previously, it was assumed that additional access points between the four study intersections would be provided. In most locations, it was assumed that these access points would be limited to right-in / right-out only. The only exception would be Parcel 11, where it was assumed that one ¾ movement (allowing an eastbound left-turn movement into the site) access would be provided on Ralston Road between Kipling Parkway and Independence Street. Overall, the number of access points should be limited to improve operations along the Ralston Road corridor. However, providing access to individual parcels should remain sensitive to the proposed land uses, and the need to provide adequate internal site circulation. When redevelopment of individual parcels occurs, access plans are recommended to be reviewed by the City to ensure that each access would operate in a safe and efficient manner. Page 20

24 Arvada Triangle Redevelopment Traffic Impact Analysis VII. SUMMARY AND RECOMMENDATIONS The Arvada Triangle redevelopment area generally encompasses the area from Kipling Parkway on the west, Garrison Street on the east, 57 th Avenue on the north, and the Ralston Creek on the north. The majority of land within the project site is built out with various commercial uses, and includes the Arvada Square and Arvada Plaza shopping centers. The proposed project would redevelop the majority of existing space with a mix of residential, office and retail land uses. The type and intensity of development would vary based on the development plan. As part of this study, it was assumed that the most aggressive development plan would be implemented to determine the projects worst case impact on the adjacent transportation network. At build out, the proposed redevelopment would generate approximately 22,600 vehicle trips per day (vpd), 733 vehicle trips per hour (vph) during the AM peak and 2,192 vph during the PM peak hour when fully built-out. It should be noted, the site traffic generation provides a conservative (high) estimate as an internal reduction (trips between uses that say on-site) and pass-by trip assignment were not applied to the estimate. The following is a summary of the findings and recommendations related to the traffic impacts of the proposed development: When volumes warrant, restripe the northbound approach of the Kipling Parkway / Ralston Road intersection to provide dual left-turn lanes and investigate the need for protected only north and southbound left-turn phasing. Maintain a four-lane divided Ralston Road corridor through the study area. Allow direct access from individual parcels to / from the Ralston Road corridor, while restricting access as needed to right-in / right-out. Access plans for individual Parcels are recommended to be reviewed by the City to ensure safe and efficient operations. Provide for a mid-block eastbound left-turn movement on Ralston Road between Kipling Parkway and Independence Street into Parcel 11. No other improvements appear necessary. Page 21

25 Arvada Triangle Redevelopment Traffic Impact Analysis APPENDIX A EXISTING TRAFFIC COUNTS Appendix A

26 File Name : PM_14394 GARRISON&58TH Site Code : Start Date : 11/17/2009 Page No : 1 Groups Printed- Unshifted GARRISON ST Southbound 58TH AVE Westbound GARRISON ST Northbound 58TH AVE Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total 04:00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % GARRISON ST Out In Total Right 66 Thru 196 Left 1 Peds 58TH AVE Out In Total Left 1768 Thru 9 1 Right Peds 11/17/ :00 PM 11/17/ :45 PM Unshifted North Right Thru Left Peds Out In Total TH AVE Left 38 Thru 39 Right 45 Peds Out In Total GARRISON ST

27 File Name : PM_14394 GARRISON&58TH Site Code : Start Date : 11/17/2009 Page No : 2 GARRISON ST Southbound 58TH AVE Westbound GARRISON ST Northbound 58TH AVE Eastbound Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM :00 PM :15 PM :30 PM Total Volume % App. Total PHF GARRISON ST Out In Total Right 39 Thru 99 Left 0 Peds Peak Hour Data 58TH AVE Out In Total Left 941 Thru 6 0 Right Peds Peak Hour Begins at 04:45 PM Unshifted North Right Thru Left Peds Out In Total TH AVE Left 23 Thru 23 Right 23 Peds Out In Total GARRISON ST

28 File Name : 58TH&KIPLINGPM Site Code : Start Date : 10/30/2008 Page No : 1 Groups Printed- Unshifted KIPLING Southbound 58TH Westbound KIPLING Northbound 58TH Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Factor :00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % KIPLING Out In Total Right 1242 Thru 374 Left 0 Peds 58TH Out In Total Left 917 Thru 281 Right 0 Peds 10/30/ :00 PM 10/30/ :45 PM Unshifted North Right Thru Left Peds Out In Total TH Left 588 Thru 2181 Right 608 Peds Out In Total KIPLING

29 File Name : 58TH&KIPLINGPM Site Code : Start Date : 10/30/2008 Page No : 2 KIPLING Southbound 58TH Westbound KIPLING Northbound 58TH Eastbound Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM :15 PM :30 PM :45 PM Total Volume % App. Total PHF KIPLING Out In Total Right 647 Thru 192 Left 0 Peds Peak Hour Data 58TH Out In Total Left 483 Thru 151 Right 0 Peds Peak Hour Begins at 04:00 PM Unshifted North Right Thru Left Peds Out In Total TH Left 309 Thru 1178 Right 348 Peds Out In Total KIPLING

30 LEGEND XXX(XXX) XXXX XXXX XXXX X/X = PM Peak Hour Traffic Volumes = November 2009 Daily Traffic Volumes = Early 2009 Arvada Daily Counts = 2008 or Earlier Daily Counts = AM/PM Peak Hour Signalized Intersection Level of Service = Traffic Signal = Peak Hour Pedestrian Volume Existing Traffic Volumes, Lane Geometry and Level of Service Figure 7 Ralston Road Corridor Study /04/ Ralston Road (58th Avenue) 57th Avenue Grandview Avenue Kipling Street Independence Street Everett Street Estes Street 290 Balsam Street Allison Street Wadsworth Boulevard Yarrow Street 415 PEDS PEDS 0 0 PEDS Garrison Street PEDS 0 PEDS Daily Volume 14 0 Carr Street PEDS 2 PEDS 0 0 PEDS 2 4 Everett Street Estes Street Brooks Drive Old Wadsworth Boulevard Barbara Ann Drive PEDS 0 0 C C B B B A A C C X 31, Holland Street , ,300 23, ,900 23,200 21, ,

31 Arvada Triangle Redevelopment Traffic Impact Analysis APPENDIX B EXISTING TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix B

32 HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 1: Ralston Rd & Kipling St 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Perm Protected Phases Permitted Phases Free 6 6 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c0.12 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C D C C C C C C A C C C Approach Delay (s) Approach LOS D C C C Intersection Summary HCM Average Control Delay 26.8 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) Sum of lost time (s) 8.0 Intersection Capacity Utilization 77.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 1

33 HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 2: Ralston Rd & Independence St 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm pm+pt pm+pt pm+pt Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.02 c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A B A B B C D C C Approach Delay (s) Approach LOS A B D C Intersection Summary HCM Average Control Delay 20.4 HCM Level of Service C HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) Sum of lost time (s) 16.0 Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 2

34 HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 3: Ralston Rd & Holland 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt pm+pt Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.01 c v/s Ratio Perm c0.04 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A B B C C D C Approach Delay (s) Approach LOS A B C C Intersection Summary HCM Average Control Delay 15.0 HCM Level of Service B HCM Volume to Capacity ratio 0.37 Actuated Cycle Length (s) Sum of lost time (s) 9.4 Intersection Capacity Utilization 50.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 3

35 HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 4: Ralston Rd & Garrison St 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm Perm Perm Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B C C C B B C B B Approach Delay (s) Approach LOS B C B C Intersection Summary HCM Average Control Delay 19.7 HCM Level of Service B HCM Volume to Capacity ratio 0.47 Actuated Cycle Length (s) Sum of lost time (s) 14.8 Intersection Capacity Utilization 57.0% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 4

36 Arvada Triangle Redevelopment Traffic Impact Analysis APPENDIX C BACKGROUND TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix C

37 HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 1: Ralston Rd & Kipling St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Perm Protected Phases Permitted Phases Free 6 6 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c0.14 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C D C D C C C C A C C C Approach Delay (s) Approach LOS D D C C Intersection Summary HCM Average Control Delay 30.3 HCM Level of Service C HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) Sum of lost time (s) 8.0 Intersection Capacity Utilization 82.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 1

38 HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 2: Ralston Rd & Independence St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm pm+pt pm+pt pm+pt Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.03 c0.23 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B A A A C D C D Approach Delay (s) Approach LOS B A D D Intersection Summary HCM Average Control Delay 20.7 HCM Level of Service C HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) Sum of lost time (s) 12.0 Intersection Capacity Utilization 65.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 2

39 HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 3: Ralston Rd & Holland 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt pm+pt Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.00 c0.32 c0.01 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A C C C C Approach Delay (s) Approach LOS A A C C Intersection Summary HCM Average Control Delay 9.8 HCM Level of Service A HCM Volume to Capacity ratio 0.43 Actuated Cycle Length (s) Sum of lost time (s) 19.8 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 3

40 HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 4: Ralston Rd & Garrison St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm Perm Perm Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D C C C C B C C C C Approach Delay (s) Approach LOS C C B C Intersection Summary HCM Average Control Delay 27.1 HCM Level of Service C HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) Sum of lost time (s) 9.4 Intersection Capacity Utilization 60.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 4

41 HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 1: Ralston Rd & Kipling St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Perm Protected Phases Permitted Phases Free 6 6 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c0.10 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C E D E D C C D A D C B Approach Delay (s) Approach LOS D D C C Intersection Summary HCM Average Control Delay 37.8 HCM Level of Service D HCM Volume to Capacity ratio 0.97 Actuated Cycle Length (s) Sum of lost time (s) 12.0 Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 1

42 HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 2: Ralston Rd & Independence St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm pm+pt pm+pt pm+pt Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.04 c c v/s Ratio Perm c0.15 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A B A A A D D D D Approach Delay (s) Approach LOS A A D D Intersection Summary HCM Average Control Delay 22.5 HCM Level of Service C HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) Sum of lost time (s) 12.0 Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 2

43 HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 3: Ralston Rd & Holland 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt pm+pt Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.00 c0.37 c0.01 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A B D D D D Approach Delay (s) Approach LOS A B D D Intersection Summary HCM Average Control Delay 10.2 HCM Level of Service B HCM Volume to Capacity ratio 0.50 Actuated Cycle Length (s) Sum of lost time (s) 19.8 Intersection Capacity Utilization 56.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 3

44 HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 4: Ralston Rd & Garrison St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt Perm Perm Perm Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D C C C B C C C C C Approach Delay (s) Approach LOS C C C C Intersection Summary HCM Average Control Delay 25.2 HCM Level of Service C HCM Volume to Capacity ratio 0.66 Actuated Cycle Length (s) Sum of lost time (s) 9.4 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 4

45 Arvada Triangle Redevelopment Traffic Impact Analysis APPENDIX D TOTAL TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix D