King Soopers #116 Thornton, Colorado

Transcription

1 Traffic Impact Study King Soopers #116 Thornton, Colorado Prepared for: Galloway & Company, Inc.

2 T R A F F I C I M P A C T S T U D Y King Soopers #116 Thornton, Colorado Prepared for Galloway & Company 6162 S. Willow Drive Suite 320 Greenwood Village, Colorado Prepared by Kimley-Horn and Associates, Inc South Ulster Street Suite 1500 Denver, Colorado (303) February /07/2017 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley- Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc.

3 TABLE OF CONTENTS TABLE OF CONTENTS... i LIST OF TABLES...ii LIST OF FIGURES...ii 1.0 EXECUTIVE SUMMARY INTRODUCTION EXISTING AND FUTURE CONDITIONS Existing Study Area Existing and Future Roadway Network Existing Traffic Volumes Unspecified Development Traffic Growth PROJECT TRAFFIC CHARACTERISTICS Trip Generation Trip Distribution Traffic Assignment Total (Background Plus Project) Traffic TRAFFIC OPERATIONS ANALYSIS Analysis Methodology Key Intersection Operational Analysis Queueing Analysis CONCLUSIONS AND RECOMMENDATIONS APPENDICES Appendix A Intersection Count Sheets Appendix B Thornton Transportation Plan 2035 Traffic Volume Forecasts Appendix C Trip Generation Worksheets Appendix D Intersection Analysis Worksheets Appendix E Signal Warrant Analysis Appendix F Queuing Analysis Worksheets Appendix G Conceptual Site Plan Kimley-Horn and Associates, Inc King Soopers #116 Page i

4 LIST OF TABLES Table 1 King Soopers #116 External Project Trip Generation...14 Table 2 Level of Service Definitions...22 Table 3 136th Avenue and Quebec Street LOS Results...24 Table 4 136th Avenue and Newport Street LOS Results...25 Table th Avenue and Quebec Street LOS Results...26 Table 6 136th Avenue Access LOS Results...27 Table 7 Quebec Street Three-Quarter Access LOS Results...28 Table 8 134th Avenue Access LOS Results...29 Table 9 Queue Length Analysis Results...34 LIST OF FIGURES Figure 1 Vicinity Map...6 Figure 2 Existing Lane Configuration and Control...9 Figure 3 Existing Traffic Volumes...10 Figure Background Traffic Volumes...11 Figure Background Traffic Volumes...12 Figure Project Trip Distribution...16 Figure Project Trip Distribution...17 Figure Project Traffic Assignment...18 Figure Project Traffic Assignment...19 Figure Background Plus Project Traffic Volumes...20 Figure Background Plus Project Traffic Volumes...21 Figure Existing Level of Service...30 Figure Level of Service...31 Figure Level of Service...32 Figure Recommended Intersection Lanes and Control...35 Figure Recommended Intersection Lanes and Control...36 Kimley-Horn and Associates, Inc King Soopers #116 Page ii

5 1.0 EXECUTIVE SUMMARY King Soopers #116, a grocery marketplace anchored commercial development, is proposed to be located on the southwest corner of the 136th Avenue and Quebec Street intersection in Thornton, Colorado. The project includes an approximate 128,000 square foot grocery marketplace, an 18-fueling position gas station, 7,000 square feet of adjacent retail space, and four outparcels. For purposes of this study, it was assumed that the outparcels would develop with three fast food restaurants with drive through totaling 12,000 square feet plus a bank with drive through at 5,000 square feet. Overall it is believed that these assumptions will provide a conservative traffic evaluation. Analysis was completed for build out of the development in 2018 as well as the 2035 long-term horizon to determine intersection and roadway configurations needed at both planning horizons. The purpose of this study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The City of Thornton identified the following key intersections to be included for evaluation within this study: 136th Avenue and Quebec Street 136th Avenue and Newport Street 134th Avenue and Quebec Street The proposed project access intersections along 136th Avenue, Quebec Street, and 134th Avenue were also studied. Regional access to the project site is expected from Interstate 25, Interstate 76, US-85, and E Primary access to the project will be provided by 136th Avenue and Quebec Street. With the completion of the project, direct access is proposed from a full movement access along 136th Avenue, a three-quarter movement access along Quebec Street, and a full movement access to the south along 134 th Avenue. The full movement access along 136 th Avenue is proposed approximately 630 feet west of the 136 th Avenue and Quebec Street intersection. The three-quarter movement access along Quebec Street is proposed approximately 576 feet south of the 136 th Avenue and Quebec Street intersection. The full movement access along 134 th Avenue will align with the residential street access along the south side of the roadway, which is located approximately 500 feet west of Quebec Street. Kimley-Horn and Associates, Inc King Soopers #116 Page 1

6 Full build out of King Soopers #116 commercial development on the southwest corner of the 136th Avenue and Quebec Street intersection is expected to generate approximately 12,256 daily weekday driveway trips. Of these, 812 driveway trips are expected to occur during the morning peak hour, while 962 driveway trips are expected during the afternoon peak hour. Distribution of site traffic on the street system was based on the area street characteristics, existing traffic patterns, demographic information, anticipated surrounding development areas, and the proposed access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. The traffic assignment was added to the background traffic volumes to determine future traffic with the project. Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #116 project on the southwest corner of 136th Avenue and Quebec Street intersection will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following recommendations: 2018 Recommendations The recommended access for the project is to include a full movement driveway along 136 th Avenue, a three quarter movement driveway along Quebec Street, and a full movement driveway along 134 th Avenue. It is important that left turn egress movements are allowed at the 136 th Avenue driveway for exiting project traffic wishing to travel westbound on 136 th Avenue. Without it, exiting project traffic would otherwise likely divert through the Amber Creek residential neighborhood by traveling south to 134 th Avenue, west to Newport Street and then up to 136 th Avenue. With completion of Amber Creek and this King Soopers #116 project, it is believed that 136 th Avenue will be fully constructed as a four lane roadway. This will include the ultimate construction providing two through lane in each direction, eastbound and westbound, along 136 th Avenue. With construction of the project, it is recommended that the 136 th Avenue and Quebec Street intersection be signalized. It is recommended that the left turn movements operate with protected/permitted phasing. Kimley-Horn and Associates, Inc King Soopers #116 Page 2

7 When the Amber Creek residential neighborhood project constructs Newport Street to intersect with 136 th Avenue, it is recommended that it be constructed with a width sufficient to designate separate northbound left turn and right turn lanes. The northbound left turn lane is recommended to have a length of 150 feet plus 100-foot taper to meet City of Thornton standards. The northbound approach is recommended to operate with stop-control with the installation of a R1-1 STOP sign. In addition, eastbound right turn and westbound left turn lanes of 150 feet in length with 100-foot tapers are expected. 134 th Avenue has been constructed to Quebec Street providing access to the portion of Amber Creek presently being developed. It is recommended that the eastbound approach include separate left turn and right turn lanes, and operate with stop-control. In addition, a northbound left turn lane and southbound right turn lane of 150 feet in length with 100-foot tapers should be constructed along Quebec Street for the roadway intersection. The full movement access intersection along 136 th Avenue is recommended to operate with stop control on the northbound exiting approach. It is recommended that an R1-1 STOP sign be installed for this approach. In addition, separate northbound left turn and right turn lanes are recommended. To improve operations of the northbound left turn exiting movement, an acceleration/refuge lane along 136 th Avenue could be created to allow for a two-stage left turn. Without an access planned along the north side of 136 th Avenue, this will allow the northbound left turn at the T-intersection to operate more efficiently. An eastbound right turn lane of 150 feet with 100-foot taper and a westbound left turn lane of 150 feet with 100-foot taper are also recommended to be constructed along 136 th Avenue for entering traffic. It is recommended that the eastbound exiting approach of the Quebec Street threequarter movement access operate with stop control with the installation of a R1-1 STOP sign. To restrict the proposed access to right turn movements only for exiting traffic, it is recommended that a raised channelizing island be constructed within the driveway throat. In addition, a R3-2 No Left Turn sign is recommended to be placed underneath the STOP sign. Northbound left turn and southbound right turn lanes are Kimley-Horn and Associates, Inc King Soopers #116 Page 3

8 also recommended at this access. These lanes should include a length of 150 feet plus 100-foot taper. The full movement access intersection proposed along 134 th Avenue is recommended to operate with stop control on the northbound and southbound approaches. Therefore, R1-1 STOP signs are recommended for these approaches to the intersection Recommendations By 2035, it is anticipated that Quebec Street will be fully constructed providing three through lanes in each direction, northbound and southbound. This will likely occur for the roadway section adjacent to the project when the area on the southeast corner of the 136 th Avenue and Quebec Street intersection develops. It is believed that this area development would also include the construction of two through lanes along 136 th Avenue to the east of Quebec Street. The intersection of 136 th Avenue and Quebec Street is anticipated to include separate right turn lanes and dual left turn lane on all approaches, in addition to the two through lanes on 136 th Avenue and three through lanes on Quebec Street. To meet City of Thornton standards, the turn lanes are recommended to include lengths of 200 feet. An east leg to the intersection of 134 th Avenue and Quebec Street is expected when the area develops across the street along the east side of Quebec Street. When this area develops, it is recommended that separate southbound left turn and northbound right turn lanes be constructed. In addition, the eastbound right turn lane should be designated as a shared through/right turn lane, with the new east leg matching this configuration on the westbound approach. When this project develops, this intersection will likely require signalization. It is recommended that the City of Thornton require this be studied by this other project while it is proceeding through the development process. All on-site and off-site roadway improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Thornton (as appropriate), American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets, Institute of Transportation Engineers (ITE), and the Manual on Uniform Traffic Control Devices (MUTCD) 2009 Edition. Kimley-Horn and Associates, Inc King Soopers #116 Page 4

9 2.0 INTRODUCTION Kimley-Horn and Associates, Inc. has prepared this report to document the results of a Traffic Impact Study of future traffic conditions associated with the proposed King Soopers #116 project to be located on the southwest corner of the 136th Avenue and Quebec Street intersection in Thornton, Colorado. A vicinity map illustrating the project location with respect to the surrounding area is shown in Figure 1. The King Soopers #116 project includes an approximate 128,000 square foot grocery marketplace, an 18-fueling position gas station, 7,000 square feet of adjacent retail space, and four outparcels. For purposes of this study, it was assumed that the outparcels would develop with three fast food restaurants with drive through totaling 12,000 square feet plus a bank with drive through at 5,000 square feet. Overall it is believed that these assumptions will provide a conservative traffic evaluation. Analysis was completed for the anticipated build out of the development in 2018 as well as the 2035 long-term horizon to determine intersection and roadway configurations needed at both planning horizons. A site plan illustrating the proposed development is provided in Appendix G. The purpose of this study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The City of Thornton identified the following key intersections to be included for evaluation within this study: 136th Avenue and Quebec Street 136th Avenue and Newport Street 134th Avenue and Quebec Street The proposed project access intersections along 136th Avenue, Quebec Street, and 134th Avenue were also studied. Kimley-Horn and Associates, Inc King Soopers #116 Page 5

10

11 3.0 EXISTING AND FUTURE CONDITIONS 3.1 Existing Study Area The existing site is comprised of vacant land. The surrounding area contains a mix of uses, primarily vacant land and residential. Adjacent to the proposed project site, vacant land exists in all directions. To the north across 136 th Avenue, a small lake and some rural residences exist. Directly to the west and south of the site, across Newport Street and 134 th Avenue, is a planned residential development named Amber Creek. 3.2 Existing and Future Roadway Network Regional access to the project site is expected from Interstate 25, Interstate 76, US-85, and E Primary access to the project will be provided by 136th Avenue and Quebec Street. With the completion of the project, direct access is proposed from a full movement access along 136th Avenue, a three-quarter movement access along Quebec Street, and a full movement access to the south along 134 th Avenue. The full movement access along 136 th Avenue is proposed approximately 630 feet west of the 136 th Avenue and Quebec Street intersection. The three-quarter movement access along Quebec Street is proposed approximately 576 feet south of the 136 th Avenue and Quebec Street intersection. The full movement access along 134 th Avenue will align with the residential street access along the south side of the roadway, which is located approximately 500 feet west of Quebec Street. Adjacent to the project site, 136th Avenue has been recently constructed to include a single through lane in each direction, eastbound and westbound. 136th Avenue has a 45 mile per hour posted speed limit west of Quebec Street and a 35 mile per hour posted speed limit east of Quebec Street. To the west of Monaco Street, 136 th Avenue is a four lane roadway with separate left turn and right turn lanes at major intersections and accesses. It is believed that 136 th Avenue will provide these lanes upon development of the Amber Creek development and this project. Quebec Street provides one lane of travel in each direction (northbound and southbound) and has a posted speed limit of 40 miles per hour adjacent to the project site. The existing intersection of 136th Avenue and Quebec Street is unsignalized with all way stop control. The eastbound and westbound approaches consist of a designated left turn lane, one through lane, and a designated right turn lane. The northbound and southbound approaches Kimley-Horn and Associates, Inc King Soopers #116 Page 7

12 consist of a designated left turn lane and a shared through/right turn lane. The intersection lane configuration and control for the existing study area key intersection is shown in Figure Existing Traffic Volumes Existing peak hour turning movement counts were conducted at the existing study key intersection on Thursday, January 12, 2017 for the morning and afternoon peak hours. The counts were conducted on this date to coincide with school being in session. The counts were obtained in 15-minute intervals during the AM peak hour and PM peak hour of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM, respectively. The peak hour volumes from these counts are shown in Figure 3 with the data count sheets provided in Appendix A. 3.4 Unspecified Development Traffic Growth The Thornton Transportation Plan was used to determine appropriate future traffic volume growth rates. Existing traffic volumes were compared with projected future 2035 traffic volumes obtained from this master plan. A comparison of the existing and future daily traffic volume projections identified an annual growth rate of approximately three (3) percent per year. This was calculated by taking an average of the anticipated growth rates from 136th Avenue and Quebec Street. The City of Thornton Transportation Plan future 2035 traffic volume projections are shown in Appendix B. Based on this, an annual growth rate of 3 percent was used to calculate the 2018 and 2035 background traffic volumes. In addition, buildout of the residential portion of Amber Creek is expected in association with this development. Project traffic volumes from this project as identified in the Amber Creek Traffic Impact Analysis, prepared by LSC Transportation Consultants in October 2015 were directly added to the key intersections. Likewise, project traffic volumes from the SD 27J High School #3 Traffic Impact Study, prepared by Stolfus and Associates, Inc. dated March 2016 were directly added to the key intersections and street network. This high school is proposed along Yosemite Street between 136 th Avenue and Riverdale Road and is currently under construction. Background traffic volumes for 2018 and 2035 are shown in Figures 4 and 5, respectively. Kimley-Horn and Associates, Inc King Soopers #116 Page 8

13

14 215(242) 70(86) 151(176) 37(23) 31(15) 72(56) 36(34) 212(247) 57(86) 51(76) 104(85) 73(100) 132(177) 30(66) 235(343) 291(295)

15 256(326) 246(291) 10(35) 286(357) 81(114) 168(213) 197(57) 108(53) 95(98) 50(75) 256(336) 42(145) 133(177) 30(21) 76(122) 96(132) 114(103) 10(36) 322(355) 80(114) 154(196) 52(82) 286(392) 332(391) 34(20) 22(81) 10(35) 74(45) 252(372) 22(80) 76(46) 10(35) 30(20) 32(20)

16 430(529) 415(478) 15(51) 478(576) 141(209) 285(373) 345(85) 208(70) 159(139) 75(99) 432(539) 33(113) 103(138) 46(37) 140(229) 153(187) 185(160) 468(639) 130(181) 265(330) 545(632) 73(128) 16(57) 519(545) 10(30) 60(185) 5(10) 40(25) 55(32) 5(10) 25(87) 11(37) 62(38) 353(422) 40(110) 19(67) 82(49) 9(33) 27(19) 35(21)

17 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 Trip Generation Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land uses to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation 1 report published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. This project is proposing to construct an approximate 128,000 square foot grocery marketplace, an 18-fueling position gas station, 7,000 square feet of adjacent retail space, and four outparcels. For purposes of this study, it was assumed that the outparcels would develop with three fast food restaurants with drive through totaling 12,000 square feet plus a bank with drive through at 5,000 square feet. Overall it is believed that these assumptions will provide a conservative traffic evaluation. The ITE Trip Generation fitted curve and average trip rates that apply to Discount Superstore (ITE Land Use Code 813), Specialty Retail (826), Drive-In Bank (912), Fast Food Restaurant with Drive Through (934), and Gas Station (944) were used to estimate traffic generated by the proposed development. Of note, the Discount Superstore land use was chosen as this King Soopers is proposed as the large marketplace store that includes grocery items and dry goods. Therefore, the Discount Superstore is believed to be the more applicable data use for estimating trip generation. Since a mix of uses, grocery store marketplace, retail, bank, restaurants, and gas station are all proposed within the same development, it is anticipated that traffic will be shared between the uses. Therefore, the ITE internal capture procedure was used to determine the amount of traffic that may be shared, which thereby determines the number of external trips. The ITE internal capture rates for the daily and peak hours were factored down to 15 percent for demand and attractions to provide a more conservative analysis. The internal capture methodology and procedure as well as the pass-by percentages for each use were obtained from the ITE Trip Generation Manual, Ninth Edition Volume 1, Users Guide and Handbook Institute of Transportation Engineers, Trip Generation: An Information Report, Ninth Edition, Washington DC, Kimley-Horn and Associates, Inc King Soopers #116 Page 13

18 Based on this, full build out of King Soopers #116 commercial development on the southwest corner of the 136th Avenue and Quebec Street intersection is expected to generate approximately 12,256 daily weekday driveway trips. Of these, 812 driveway trips are expected to occur during the morning peak hour, while 962 driveway trips are expected during the afternoon peak hour. Although the project is a commercial development, pass-by trips were not considered in this analysis. This is due to the relatively low existing traffic volume along 136 th Avenue and Quebec Street. It wouldn t be correct to assume that a large percentage of the passing by traffic (due to the relatively low traffic volume) would be attracted to the site each and every day. Therefore, pass-by trips were not applied in this study to provide an overall conservative analysis. Table 1 summarizes the estimated external traffic generation for proposed development. The trip generation worksheets are included in Appendix C. These calculations illustrate the equations used and directional distribution of trips based on the published ITE Trip Generation Report. Table 1 King Soopers #116 External Project Trip Generation Size (sf) Vehicles Trips Weekday AM Weekday PM Peak Hour Peak Hour Daily In Out Total In Out Total King Soopers Marketplace (813) 128,000 5, Drive-In Bank (912) 5, Fast Food Restaurant w/ DT (934) 12,000 4, Gas Station (944) 18 fp 2, Specialty Retail (926) 7, Total Trips 12, Kimley-Horn and Associates, Inc King Soopers #116 Page 14

19 4.2 Trip Distribution Distribution of site traffic was based on the area street system characteristics, existing traffic patterns and volumes, existing demographic information, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of sitegenerated traffic that approaches the site from a given direction and departs the site back to the original source. Since the surrounding development area is anticipated to be different in the near term 2018 and long term 2035 horizons, separate distributions were developed. As more development occurs to the north and east of the project site in the future, more traffic is anticipated to be attracted to this retail center from those areas. The separate distributions account for these differences. Figure 6 illustrates the expected trip distribution for the project in 2018, while Figure 7 illustrates the 2035 project trip distribution. 4.3 Traffic Assignment Traffic assignment was obtained by applying the distributions from Figure 6 and 7 to the estimated traffic generation of the project shown in Table 1. The project traffic assignment for 2018 and 2035 are shown in Figures 8 and 9 for the key intersections and proposed project accesses. 4.4 Total (Background Plus Project) Traffic Project traffic volumes were added to the background volumes to represent estimated traffic conditions for the short term 2018 project build out horizon and long term 2035 horizon. Figures 10 and 11 illustrate the background plus project traffic volumes for the 2018 and 2035 horizons. Kimley-Horn and Associates, Inc King Soopers #116 Page 15

20 10% [45%] 45% [45%] [15%] 7% 8% 3% 2% 45% [12%] [3%] [25%] 10% [3%] [2%] [25%] 25% [5%] [5%] [15%] 10% [10%] 10% 25%

21 20% [35%] 35% [35%] [30%] 10% 15% 10% 5% 35% [20%] [10%] [20%] 20% [5%] [5%] [20%] 20% [10%] [10%] [15%] 5% [5%] 5% 20%

22 43(48) 171(216) 195(217) 171(216) 57(72) 30(34) 35(39) 13(14) 9(10) 195(217) 45(58) 11(14) 95(120) 43(48) 11(14) 8(10) 95(120) 108(121) 19(24) 19(24) 57(72) 43(48) 38(48) 43(48) 108(121)

23 87(96) 133(168) 152(169) 133(168) 114(144) 43(48) 65(72) 43(48) 22(24) 152(169) 76(96) 38(48) 76(96) 87(96) 19(24) 19(24) 76(96) 87(96) 38(48) 38(48) 57(72) 22(24) 19(24) 22(24) 87(96)

24 256(326) 43(48) 417(507) 10(35) 286(357) 195(217) 171(216) 57(72) 111(148) 203(252) 197(57) 108(53) 108(112) 59(85) 451(553) 42(145) 121(180) 107(146) 114(103) 10(36) 417(475) 43(48) 80(114) 165(210) 60(92) 332(391) 133(177) 30(21) 95(120) 108(121) 305(416) 53(44) 5(10) 5(10) 57(72) 43(48) 22(81) 10(35) 112(93) 65(128) 360(493) 5(10) 76(46) 10(35) 30(20) 5(10) 32(20)

25 92(152) 345(85) 191(235) 97(123) 202(187) 208(70) 284(354) 130(181) 350(445) 184(257) 216(325) 185(160) 440(518) 595(641) 584(708) 548(646) 506(687) 545(632) 478(576) 430(529) 35(21) 82(49) 11(37) 25(87) 27(19) 9(33) 46(37) 15(51) 103(138) 33(113) 41(91) 16(57) 93(80) 81(62) 114(144) 87(96) 133(168) 152(169) 87(96) 87(96) 76(96) 57(72) 22(24) 5(10) 5(10) 5(10) 5(10) 40(110) 10(30) 5(10) 40(25) 5(10) 60(185)

26 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2018 and 2035 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the current edition of the Highway Capacity Manual Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, Kimley-Horn recommends intersection LOS D as the minimum threshold for acceptable operations. Table 2 shows the definition of level of service for signalized and unsignalized intersections. Level of Service Table 2 Level of Service Definitions Signalized Intersection Unsignalized Intersection Average Total Delay Average Total Delay (sec/veh) (sec/veh) A B > 10 and 20 > 10 and 15 C > 20 and 35 > 15 and 25 D > 35 and 55 > 25 and 35 E > 55 and 80 > 35 and 50 F > 80 > 50 Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the level of service (LOS) for a two-way stop controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. Level of service for a two-way stop-controlled intersection is not defined for the intersection as a whole. Level of service for a signalized and all-way stop controlled intersection is defined for each approach and for the intersection. 2 Transportation Research Board, Highway Capacity Manual, Special Report 209, Washington DC, Kimley-Horn and Associates, Inc King Soopers #116 Page 22

27 5.2 Key Intersection Operational Analysis Calculations for the level of service at the key intersections and project access driveways for the study area are provided in Appendix D. The existing year analysis is based on the lane geometry and intersection control shown in Figure 2. LOS for the intersections was calculated using Synchro software presenting the HCM results. 136th Avenue and Quebec Street The existing intersection of 136th Avenue and Quebec Street is unsignalized with stop control on all approaches, All Way Stop Control (AWSC). With this existing configuration, it was found that all movements operate with LOS C or better during the morning and afternoon peak hours. In 2018 prior to the addition of project traffic with the Amber Creek development project, the southbound approach is expected to operate with long delays and poor level of service (LOS F) during the morning and afternoon peak hours. This shows how close the intersection is to needing a traffic signal. With the addition of project traffic, a traffic signal is recommended. A signal warrant analysis was performed for this location and it was found that the intersection meets the Four Hour Traffic Volume Warrants with the addition of project traffic in The signal warrant analysis was based on the peak hour counts conducted at the intersection on Thursday, January 12, Signal warrant analysis calculations and warrant graph for this intersection are provided in Appendix E. As signalized, this intersection is expected to operate with a LOS C during both the morning and afternoon peak hours in 2018 with the addition of King Soopers #116 project traffic. In 2035 with or without the addition of project traffic, this intersection is anticipated to operate at LOS D during the morning and afternoon peak hours. By this horizon year, it is anticipated that 136 th Avenue will be improved providing two through lanes in each direction, while three through lanes in each direction will be provided on Quebec Street. Also, this intersection is anticipated to include separate dual left turn lanes and separate right turn lanes on all approaches. Table 3 provides the results of the level of service at this intersection. Kimley-Horn and Associates, Inc King Soopers #116 Page 23

28 2017 Existing (AWSC) Northbound Approach Northbound Left Northbound Through/Right Southbound Approach Southbound Left Southbound Through/Right Eastbound Approach Eastbound Left Turn Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right 2018 Background (AWSC) Northbound Approach Northbound Left Northbound Through/Right Southbound Approach Southbound Left Southbound Through/Right Eastbound Approach Eastbound Left Turn Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Table 3 136th Avenue and Quebec Street LOS Results AM Peak Hour PM Peak Hour Delay Delay LOS Scenario (sec/veh) (sec/veh) LOS 14.5 B 16.2 C 14.6 B 15.7 C 12.8 B 13.1 B 15.4 C 16.9 C 17.5 C 21.3 C 11.7 B 11.1 B 18.7 C 22.4 C 12.3 B 12.6 B 12.7 B 13.5 B 11.9 B 12.6 B 12.2 B 11.6 B 12.6 B 12.3 B 12.0 B 12.5 B 13.6 B 12.6 B 10.9 B 10.6 B E E C E F F F C C C C C C C D Background Plus Project (Signal) 30.9 C 30.3 C 2035 Background (Signal & Left Turn, Two Throughs, Right Turn Lanes all approaches) 43.7 D 35.4 D 2035 Background Plus Project (Signal & Left Turn, Two Throughs, Right Turn Lanes all approaches) 46.9 D 36.1 D E D C E F C F C C C C C C C B Kimley-Horn and Associates, Inc King Soopers #116 Page 24

29 136th Avenue and Newport Street The future intersection of 136th Avenue and Newport Street will be constructed to provide access to the residential neighborhood of Amber Creek. When the intersection is constructed, it is recommended that an eastbound right turn lane and a westbound left turn lane be constructed along 136 th Avenue. In addition, it is anticipated that 136 th Avenue will provide two through lanes in each direction. The northbound Newport Street approach to 136 th Avenue should include separate left and right turn lanes. With this intersection configuration and stop control on the northbound Newport Street approach, all movements are anticipated to operate acceptably in 2035, with or without the addition of project traffic. Table 4 provides the results of the level of service analysis at this intersection Background Northbound Left Northbound Right Westbound Left 2018 Background Plus Project Northbound Left Northbound Right Westbound Left 2035 Background Northbound Left Northbound Right Westbound Left 2035 Background Plus Project Northbound Left Northbound Right Westbound Left Table 4 136th Avenue and Newport Street LOS Results AM Peak Hour PM Peak Hour Delay Delay LOS LOS Scenario (sec/veh) (sec/veh) C A A C B A C B A C B A C A A C B A E B A D B A Kimley-Horn and Associates, Inc King Soopers #116 Page 25

30 134 th Avenue and Quebec Street 134th Avenue is constructed along the south side of the King Soopers #116 site, which also provides access to Amber Creek. This roadway will connect Newport Street to the west and Quebec Street to the east. With this roadway construction, a 150-foot with 100-foot taper southbound right turn lane is recommended along Quebec Street. In addition, a 150-foot with 100-foot taper northbound left turn lane is also recommended. The 134 th Avenue eastbound approach to the intersection is recommended to operate with stop control and include separate left turn and right turn lanes. With this intersection configuration and control, all movements except the eastbound left turn during the weekday afternoon peak hour are anticipated to operate acceptably in 2018 with or without the addition of project traffic. The delay level is not unexpected or excessive. If these higher delays result, it is believed that traffic can reroute on the street network by using the 136 th Avenue Access instead. By 2035, an east leg to this 134 th Avenue and Quebec Street intersection is expected to serve the development area on the southeast corner of the 136 th Avenue and Quebec Street intersection. With this, the eastbound and westbound left turn movements may operate with long delays unsignalized. Therefore, the City of Thornton may wish to consider signalization of this intersection in the future, if and when warrants are met. With construction of the project and signalization, this intersection is anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic. Table 5 provides the results of the level of service analysis at this intersection Background Eastbound Left Eastbound Right Northbound Left 2018 Background Plus Project Eastbound Left Eastbound Right Northbound Left 2035 Background Eastbound Left Eastbound Through/Right Westbound Left Westbound Through/Right Northbound Left Southbound Left Table th Avenue and Quebec Street LOS Results AM Peak Hour PM Peak Hour Delay Delay LOS LOS Scenario (sec/veh) (sec/veh) 2035 Background Plus Project (Signal) C B A D B A C B C B B A C B A E B A E C C C B B 12.7 B 14.6 B Kimley-Horn and Associates, Inc King Soopers #116 Page 26

31 136th Avenue Access A full movement project access is proposed along 136th Avenue with stop control on the northbound approach. This access intersection is proposed to be located approximately 630 feet west of the 136th Avenue and Quebec Street intersection (measured center to center). It is recommended that this access include a 150-foot plus 100-foot taper eastbound right turn lane, and a 150-foot plus 100-foot taper westbound left turn lane along 136th Avenue. To allow full turning movements, and specifically the northbound exiting left turn, an acceleration/refuge lane is recommended to be installed within the median of 136 th Avenue. Due to the lake and topography on the north side of the roadway, access will not exist within this area along the north side of the road so there isn t an issue with possible left turn conflicts caused by creating this left turn refuge lane. The northbound approach is recommended to include separate left turn and right turn lanes. With construction of the project, all movements at this access intersection are anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic operating with full turning movements. Table 6 provides the results of the level of service at this intersection. Table 6 136th Avenue Access LOS Results AM Peak Hour PM Peak Hour Scenario 2018 Total Northbound Left Turn Northbound Right Turn Westbound Left 2035 Total Northbound Left Turn Northbound Right Turn Westbound Left Delay (sec) LOS Delay (sec) LOS C A A C B A C A A D B A It is important that left turn egress movements are allowed at this driveway for project traffic exiting wishing to travel westbound on 136 th Avenue. Without it, exiting project traffic would likely divert through the residential neighborhood by traveling south to 134 th Avenue, west to Newport Street and then up to 136 th Avenue. Further, this may cause the need for a traffic signal at that intersection. It is recommended that the project access approach (northbound) to 136th Avenue be stop controlled. It is recommended that an R1-1 STOP sign be installed for this approach. Kimley-Horn and Associates, Inc King Soopers #116 Page 27

32 Quebec Street Three-Quarter Access The proposed three-quarter movement project access along Quebec Street is recommended to operate with stop control on the eastbound exiting approach. This access intersection is proposed to be located approximately 576 feet south of the 136th Avenue and Quebec Street intersection (measured center to center). With the project, a northbound left turn lane, 150 feet in length plus 100-foot taper, is recommended to be constructed. With the proposed driveway, all movements are anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic. Table 7 provides the results of the level of service at this intersection. Table 7 Quebec Street Three-Quarter Access LOS Results AM Peak Hour PM Peak Hour Scenario 2018 Total Northbound Left Eastbound Right 2035 Total Northbound Left Eastbound Right Delay (sec) LOS Delay (sec) LOS A B B B A B B B It is recommended that the project access approach (eastbound) to Quebec Street be stop controlled with an R1-1 STOP sign be installed for this approach. To restrict the proposed access to right turn movements only for exiting traffic, it is recommended that a raised channelizing island be constructed within the driveway throat. In addition, a R3-2 No Left Turn sign be placed underneath the STOP sign. Kimley-Horn and Associates, Inc King Soopers #116 Page 28

33 134th Avenue Access A full movement project access is proposed along 134th Avenue to align with the existing residential local street along the south side of the roadway, approximately 500 feet west of the 134 th Avenue and Quebec Street intersection. The northbound and southbound approaches at this intersection are anticipated to operate with stop control. It is recommended that the southbound project access approach (as well as northbound) to 134th Avenue be stop controlled. It is recommended that an R1-1 STOP sign be installed for this approach. All approaches to the intersection are anticipated to include a single lane. With construction of the project, all movements at this intersection are anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic operating with full turning movements. Table 8 provides the results of the level of service at this intersection. Table 8 134th Avenue Access LOS Results AM Peak Hour PM Peak Hour Scenario 2018 Total Northbound Approach Southbound Approach Eastbound Left Turn Westbound Left Turn 2035 Total Northbound Approach Southbound Approach Eastbound Left Turn Westbound Left Turn Delay (sec) LOS Delay (sec) LOS A B A A A B A A B B A A A B A A Results of the level of service analysis for the key intersections and proposed project accesses are summarized in Figure 12 for the existing condition, Figure 13 for 2018 with the addition of project traffic, and Figure 14 for 2035 background plus project with the recommended lane configurations and control discussed. Kimley-Horn and Associates, Inc King Soopers #116 Page 29

34

35

36

37 5.3 Queueing Analysis A queuing analysis was conducted for the study area intersections of 136th Avenue/Newport Street, 136th Avenue/Quebec Street, and 134 th Avenue/Quebec Street along with the proposed project accesses. Turn lanes are recommended to be constructed/designated to City of Thornton standards providing the recommended storage length based on the queuing analysis. Results were obtained from the 95 th percentile queue lengths obtained from the Synchro analysis. Results are shown in the following Table 9 with calculations provided within the level of service operational sheets of Appendix D for the unsignalized intersections and Appendix F for signalized intersections. Kimley-Horn and Associates, Inc King Soopers #116 Page 33

38 Table 9 Queue Length Analysis Results Intersection Turn Lane Existing Turn Lane Length (feet) 2018 Total Queue Length (feet) 2018 Recommended Turn Lane Length (feet) 2035 Total Queue Length (feet) 136 th Ave & Quebec St Eastbound Left Eastbound Through C 165 C 123 Eastbound Right Westbound Left Westbound Through C 145 C 113 Westbound Right Northbound Left Northbound Through C 239 C 99 Northbound Right DNE - DNE 43 Southbound Left Southbound Through C 299 C 122 Southbound Right DNE - DNE th Ave & Newport St Westbound Left DNE Northbound Left DNE Northbound Right DNE 25 C th Ave & Quebec St Eastbound Left DNE Eastbound Right DNE 25 C 0 Northbound Left DNE th Full Access Westbound Left DNE Northbound Left DNE Northbound Right DNE Quebec 3/4 Access Eastbound Right DNE 25 C 25 Northbound Left DNE th Access Northbound Appraoch DNE Southbound Approach DNE DNE = Does Not Exist; C = Continuous; TWLTL = Two Way Left Turn Lane 2035 Recommended Turn Lane Length (feet) 200 C C C C C 150 C C As shown in the table representing the queuing results in 2018, all anticipated queues are accommodated or managed within existing turn bay lengths at the 136 th Avenue and Quebec Street intersection. The left turn and right turn lanes recommended to be constructed by the project at the key intersection and project accesses will be sufficient at 150 feet as constructed per City of Thornton standards. Based on the results of the operational and queuing analysis, the recommended intersection improvements are illustrated in Figure 15 for the 2018 horizon year and Figure 16 for the 2035 horizon year. Kimley-Horn and Associates, Inc King Soopers #116 Page 34

39

40

41 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #116 project on the southwest corner of 136th Avenue and Quebec Street intersection will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following recommendations: 2018 Recommendations The recommended access for the project is to include a full movement driveway along 136 th Avenue, a three quarter movement driveway along Quebec Street, and a full movement driveway along 134 th Avenue. It is important that left turn egress movements are allowed at the 136 th Avenue driveway for exiting project traffic wishing to travel westbound on 136 th Avenue. Without it, exiting project traffic would otherwise likely divert through the Amber Creek residential neighborhood by traveling south to 134 th Avenue, west to Newport Street and then up to 136 th Avenue. With completion of Amber Creek and this King Soopers #116 project, it is believed that 136 th Avenue will be fully constructed as a four lane roadway. This will include the ultimate construction providing two through lane in each direction, eastbound and westbound, along 136 th Avenue. With construction of the project, it is recommended that the 136 th Avenue and Quebec Street intersection be signalized. It is recommended that the left turn movements operate with protected/permitted phasing. When the Amber Creek residential neighborhood project constructs Newport Street to intersect with 136 th Avenue, it is recommended that it be constructed with a width sufficient to designate separate northbound left turn and right turn lanes. The northbound left turn lane is recommended to have a length of 150 feet plus 100-foot taper to meet City of Thornton standards. The northbound approach is recommended to operate with stop-control with the installation of a R1-1 STOP sign. In addition, eastbound right turn and westbound left turn lanes of 150 feet in length with 100-foot tapers are expected. Kimley-Horn and Associates, Inc King Soopers #116 Page 37

42 134 th Avenue has been constructed to Quebec Street providing access to the portion of Amber Creek presently being developed. It is recommended that the eastbound approach include separate left turn and right turn lanes, and operate with stop-control. In addition, a northbound left turn lane and southbound right turn lane of 150 feet in length with 100-foot tapers should be constructed along Quebec Street for the roadway intersection. The full movement access intersection along 136 th Avenue is recommended to operate with stop control on the northbound exiting approach. It is recommended that an R1-1 STOP sign be installed for this approach. In addition, separate northbound left turn and right turn lanes are recommended. To improve operations of the northbound left turn exiting movement, an acceleration/refuge lane along 136 th Avenue could be created to allow for a two-stage left turn. Without an access planned along the north side of 136 th Avenue, this will allow the northbound left turn at the T-intersection to operate more efficiently. An eastbound right turn lane of 150 feet with 100-foot taper and a westbound left turn lane of 150 feet with 100-foot taper are also recommended to be constructed along 136 th Avenue for entering traffic. It is recommended that the eastbound exiting approach of the Quebec Street threequarter movement access operate with stop control with the installation of a R1-1 STOP sign. To restrict the proposed access to right turn movements only for exiting traffic, it is recommended that a raised channelizing island be constructed within the driveway throat. In addition, a R3-2 No Left Turn sign is recommended to be placed underneath the STOP sign. Northbound left turn and southbound right turn lanes are also recommended at this access. These lanes should include a length of 150 feet plus 100-foot taper. The full movement access intersection proposed along 134 th Avenue is recommended to operate with stop control on the northbound and southbound approaches. Therefore, R1-1 STOP signs are recommended for these approaches to the intersection. Kimley-Horn and Associates, Inc King Soopers #116 Page 38

43 2035 Recommendations By 2035, it is anticipated that Quebec Street will be fully constructed providing three through lanes in each direction, northbound and southbound. This will likely occur for the roadway section adjacent to the project when the area on the southeast corner of the 136 th Avenue and Quebec Street intersection develops. It is believed that this area development would also include the construction of two through lanes along 136 th Avenue to the east of Quebec Street. The intersection of 136 th Avenue and Quebec Street is anticipated to include separate right turn lanes and dual left turn lane on all approaches, in addition to the two through lanes on 136 th Avenue and three through lanes on Quebec Street. To meet City of Thornton standards, the turn lanes are recommended to include lengths of 200 feet. An east leg to the intersection of 134 th Avenue and Quebec Street is expected when the area develops across the street along the east side of Quebec Street. When this area develops, it is recommended that separate southbound left turn and northbound right turn lanes be constructed. In addition, the eastbound right turn lane should be designated as a shared through/right turn lane, with the new east leg matching this configuration on the westbound approach. When this project develops, this intersection will likely require signalization. It is recommended that the City of Thornton require this be studied by this other project while it is proceeding through the development process. All on-site and off-site roadway improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Thornton (as appropriate), American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets, Institute of Transportation Engineers (ITE), and the Manual on Uniform Traffic Control Devices (MUTCD) 2009 Edition. Kimley-Horn and Associates, Inc King Soopers #116 Page 39

44 APPENDICES Kimley-Horn and Associates, Inc King Soopers #116

45 APPENDIX A Intersection Count Sheets Kimley-Horn and Associates, Inc King Soopers #116

46 Morrison, CO Thornton, CO King Soopers #116 AM Peak 136th Ave and Quebec Street File Name : 136th Quebec AM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 1 Groups Printed- Automobiles 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total %

47 Morrison, CO Thornton, CO King Soopers #116 AM Peak 136th Ave and Quebec Street File Name : 136th Quebec AM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 2 Quebec St Out In Total Right 277 Thru 49 Left 136th Ave Out In Total Left 86 Thru 177 Right North 1/12/ :00 AM 1/12/ :45 AM Automobiles Right 55 Thru 147 Left 82 Out In Total th Ave Left 143 Thru 254 Right Out In Total Quebec St

48 Morrison, CO Thornton, CO King Soopers #116 AM Peak 136th Ave and Quebec Street File Name : 136th Quebec AM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 3 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM :45 AM :00 AM :15 AM Total Volume % App. Total PHF Quebec St Out In Total Right 151 Thru 37 Left Peak Hour Data 136th Ave Out In Total Left 51 Thru 104 Right Peak Hour Begins at 07:30 AM Automobiles North Right Thru Left Out In Total th Ave Left 73 Thru 132 Right Out In Total Quebec St

49 Morrison, CO Thornton, CO King Soopers #116 PM Peak 136th Ave and Quebec Street File Name : 136th Quebec PM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 1 Groups Printed- Automobiles 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 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 %

50 Morrison, CO Thornton, CO King Soopers #116 PM Peak 136th Ave and Quebec Street File Name : 136th Quebec PM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 2 Quebec St Out In Total Right 353 Thru 40 Left 136th Ave Out In Total Left 150 Thru 167 Right North 1/12/ :00 PM 1/12/ :45 PM Automobiles Right Thru Left Out In Total th Ave Left 169 Thru 342 Right Out In Total Quebec St

51 Morrison, CO Thornton, CO King Soopers #116 PM Peak 136th Ave and Quebec Street File Name : 136th Quebec PM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 3 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right 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 04:30 PM 04:30 PM :45 PM :00 PM :15 PM Total Volume % App. Total PHF Quebec St Out In Total Right 176 Thru 23 Left Peak Hour Data 136th Ave Out In Total Left 76 Thru 85 Right Peak Hour Begins at 04:30 PM Automobiles North Right Thru Left Out In Total th Ave Left 100 Thru 177 Right Out In Total Quebec St

52 APPENDIX B Thornton Transportation Plan 2035 Traffic Forecasts Kimley-Horn and Associates, Inc King Soopers #116

53 Figure Traffic Volume Forecasts (in 1000s) C.D. No

54 APPENDIX C Trip Generation Worksheets Kimley-Horn and Associates, Inc King Soopers #116

55 Rates Total Trips Net Trips after Internal Capture Net Trips after Internal Capture & Pass-By Totals Trip Generation Planner (ITE 9th Edition) - Summary Report Weekday Trip Generation Project Name Trips Based on Average Rates/Equations Project Number King Soopers # ITE Code Internal Capture Land Use Land Use Description Independent Variable No. of Units Avg Rate or Eq Daily Rate AM Rate PM Rate Daily Trips AM Trips PM Trips 813 Retail Free Standing Discount Superstore 1,000 Sq Ft 128 Avg Retail Drive-In Bank 1,000 Sq Ft 5 Avg Retail Fast-Food Restaurant w/ D.T. 1,000 Sq Ft 12 Avg Retail Gasoline/Service Station Fueling Position(s) 18 Avg Specialty Retail Center 1,000 Sq Ft GLA 7 Avg AM Trips In AM Trips Out PM Trips In PM Trips Out Daily Trips AM Trips PM Trips AM Trips In AM Trips Out PM Trips In PM Trips Out Daily Trips AM Trips PM Trips AM Trips In AM Trips Out PM Trips In PM Trips Out Notes: (1) AM and/or PM rates correspond to peak hour of generator Select Use Office A Trip Generation data from ITE Trip Generation, 9th Edition Retail B AM/PM rates correspond to peak of adjacent street traffic (if data available) Residential C Includes weekday rates only D Total trips include pass-by trips w/ no internal capture E Pass-by rates from ITE Trip Generation Handbook, 2nd Edition F Internal capture rates from ITE Trip Generation Handbook, 2nd Edition G Worksheet is intended as a planning tool. Verify results w/ ITE Trip Generation 9th Edition Trip Generation.xls Kimley-Horn and Associates, Inc CQI, Jim West, Pleasanton, CA 1 8/12/2016 3:18 PM Planner Sheet

56 Project King Soopers #116 Trip generation for Free Standing Discount Superstore Designed by Curtis Rowe Date August 12, 2016 Job No Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code Free Standing Discount Superstore Independent Variable - Number of Units (X) - 1,000 Sq Ft 128 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * 1.85 Trip Ends Per 1,000 Sq Ft 62% Entering 38% Exiting T = 237 Trip Ends 133 Entering 104 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * 4.35 Trip Ends Per 1,000 Sq Ft 49% Entering 51% Exiting T = 557 Trip Ends 273 Entering 284 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 6496 Trip Ends 3248 Entering 3248 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 100% AM Peak 133 Entering 104 Exiting PM 72% PM Peak 197 Entering 204 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:52 PM Planner Sheet

57 Project King Soopers #116 Trip generation for Specialty Retail Center Designed by Curtis Rowe Date August 12, 2016 Job No Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code Specialty Retail Center Independent Variable - Number of Units (X) - 1,000 Sq Ft GLA 7 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * 1.00 Trip Ends Per 1,000 Sq Ft GLA 62% Entering 38% Exiting T = 7 Trip Ends 4 Entering 3 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * 2.71 Trip Ends Per 1,000 Sq Ft GLA 44% Entering 56% Exiting T = 19 Trip Ends 8 Entering 11 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft GLA 50% Entering 50% Exiting T = 312 Trip Ends 156 Entering 156 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 100% AM Peak 0 Entering 7 Exiting PM 100% PM Peak 8 Entering 11 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:50 PM Planner Sheet

58 Project King Soopers #116 Trip generation for Drive-In Bank Designed by Curtis Rowe Date August 12, 2016 Job No Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code Drive-In Bank Independent Variable - Number of Units (X) - 1,000 Sq Ft 5 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft 62% Entering 38% Exiting T = 60 Trip Ends 34 Entering 26 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 122 Trip Ends 61 Entering 61 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 742 Trip Ends 371 Entering 371 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 100% AM Peak 34 Entering 26 Exiting PM 53% PM Peak 32 Entering 33 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:53 PM Planner Sheet

59 Project King Soopers #116 Trip generation for Fast-Food Restaurant w/ D.T. Designed by Curtis Rowe Date August 12, 2016 Job No Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code Fast-Food Restaurant w/ D.T. Independent Variable - Number of Units (X) - 1,000 Sq Ft 12 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft 62% Entering 38% Exiting T = 545 Trip Ends 278 Entering 267 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft 52% Entering 48% Exiting T = 392 Trip Ends 204 Entering 188 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 5954 Trip Ends 2977 Entering 2977 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 51% AM Peak 142 Entering 136 Exiting PM 50% PM Peak 102 Entering 94 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:53 PM Planner Sheet

60 Project King Soopers #116 Trip generation for Gasoline/Service Station Designed by Curtis Rowe Date August 12, 2016 Job No Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code Gasoline/Service Station Independent Variable - Number of Units (X) - Fueling Position(s) 18 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * Trip Ends Per Fueling Position(s) 62% Entering 38% Exiting T = 219 Trip Ends 112 Entering 107 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * Trip Ends Per Fueling Position(s) 50% Entering 50% Exiting T = 250 Trip Ends 125 Entering 125 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * Trip Ends Per Fueling Position(s) 50% Entering 50% Exiting T = 3036 Trip Ends 1518 Entering 1518 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 42% AM Peak 47 Entering 45 Exiting PM 58% PM Peak 73 Entering 72 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:54 PM Planner Sheet

61 Trip Generation.xls 8/12/2016 3:17 PM ITE MULTI-USE PROJECT INTERNAL CAPTURE WORKSHEET (Source: Chapter 7, ITE Trip Generation Handbook, June 2004) Adjusted Project Number: Project Name: King Soopers #116 Scenario: Analysis Period: Daily Land Use A: Retail (Free Standing Discount Superstore) Analyst: Kimley-Horn and Associates, Inc ITE Land Use Code 813 Size: 128 Total Internal External Enter from External: 2,517 Enter 3, ,517 Exit to External: 2,517 Exit 3, ,517 Total 6,496 1,462 5,034 Demand 15.0% 487 % 100% 22.5% 77.5% 15.0% 487 Demand Balanced Balanced Demand 15.0% % 228 Demand Demand 15.0% % 487 Demand Balanced 447 Demand 15.0% Balanced Demand 15.0% 447 Balanced 228 Land Use B: Retail (Drive-In Bank) 15.0% 56 Demand Demand 15.0% 228 Land Use D: Retail (Gasoline/Service Stati ITE Land Use Code 912 ITE Land Use Code 944 Size: 5 Size: 18 Total Internal External Demand 15.0% 56 Total Internal External Enter Demand 15.0% 228 Balanced 56 Enter Exit Balanced Demand 15.0% 228 Exit Total % 56 Demand Total % 100% 45.3% 54.7% % 100% 33.7% 66.3% 15.0% 56 Demand Demand 15.0% 487 Demand 15.0% 228 Enter from External: Balanced Balanced 447 Balanced 228 Enter from External: 1,006 Exit to External: % 447 Demand Demand 15.0% 447 Demand 15.0% 447 Exit to External: 1,006 Demand 15.0% % 228 Demand Balanced 56 Land Use C: Retail (Fast-Food Restaurant w/ D.T.) 228 Balanced Demand 15.0% 447 ITE Land Use Code % 447 Demand Size: 12 Total Internal External Enter Enter from External: 2,246 Exit Exit to External: 2,246 Total % 100% 24.6% 75.4% NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT Category Enter Exit Total Single Use Trip Gen Estimate Land Use A B C D Total 2, ,246 1,006 5,972 2, ,246 1,006 5,972 5, ,492 2,012 11,944 6, ,954 3,036 16,228 Overall Internal Capture = 26.40%

62 Trip Generation.xls 8/12/2016 3:18 PM ITE MULTI-USE PROJECT INTERNAL CAPTURE WORKSHEET (Source: Chapter 7, ITE Trip Generation Handbook, June 2004) Adjusted Project Number: Project Name: King Soopers #116 Scenario: Analysis Period: AM Peak Land Use A: Retail (Free Standing Discount Superstore) Analyst: Kimley-Horn and Associates, Inc ITE Land Use Code 813 Size: 128 Total Internal External Enter from External: 93 Enter Exit to External: 67 Exit Total Demand 15.0% 16 % 100% 32.5% 67.5% 15.0% 20 Demand Balanced 5 16 Balanced Demand 15.0% % 16 Demand Demand 15.0% % 20 Demand Balanced 16 Demand 15.0% 16 4 Balanced Demand 15.0% 42 Balanced 16 Land Use B: Retail (Drive-In Bank) 15.0% 4 Demand Demand 15.0% 17 Land Use D: Retail (Gasoline/Service Stati ITE Land Use Code 912 ITE Land Use Code 944 Size: 5 Size: 18 Total Internal External Demand 15.0% 5 Total Internal External Enter Demand 15.0% 17 Balanced 5 Enter Exit Balanced Demand 15.0% 16 Exit Total % 4 Demand Total % 100% 45.0% 55.0% % 100% 33.8% 66.2% 15.0% 5 Demand Demand 15.0% 20 Demand 15.0% 16 Enter from External: 19 5 Balanced Balanced 20 Balanced 16 Enter from External: 75 Exit to External: % 40 Demand Demand 15.0% 40 Demand 15.0% 42 Exit to External: 70 Demand 15.0% % 17 Demand Balanced 4 Land Use C: Retail (Fast-Food Restaurant w/ D.T.) 17 Balanced Demand 15.0% 42 ITE Land Use Code % 40 Demand Size: 12 Total Internal External Enter Enter from External: 242 Exit Exit to External: 225 Total % 100% 14.3% 85.7% NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT Category Enter Exit Total Single Use Trip Gen Estimate Land Use A B C D Total ,061 Overall Internal Capture = 24.13%

63 Trip Generation.xls 8/12/2016 3:18 PM ITE MULTI-USE PROJECT INTERNAL CAPTURE WORKSHEET (Source: Chapter 7, ITE Trip Generation Handbook, June 2004) Adjusted Project Number: Project Name: King Soopers #116 Scenario: Analysis Period: PM Peak Land Use A: Retail (Free Standing Discount Superstore) Analyst: Kimley-Horn and Associates, Inc ITE Land Use Code 813 Size: 128 Total Internal External Enter from External: 217 Enter Exit to External: 225 Exit Total Demand 15.0% 43 % 100% 20.6% 79.4% 15.0% 41 Demand Balanced 9 19 Balanced Demand 15.0% % 19 Demand Demand 15.0% % 41 Demand Balanced 31 Demand 15.0% 43 9 Balanced Demand 15.0% 31 Balanced 19 Land Use B: Retail (Drive-In Bank) 15.0% 9 Demand Demand 15.0% 19 Land Use D: Retail (Gasoline/Service Stati ITE Land Use Code 912 ITE Land Use Code 944 Size: 5 Size: 18 Total Internal External Demand 15.0% 9 Total Internal External Enter Demand 15.0% 19 Balanced 9 Enter Exit Balanced Demand 15.0% 19 Exit Total % 9 Demand Total % 100% 44.3% 55.7% % 100% 37.6% 62.4% 15.0% 9 Demand Demand 15.0% 41 Demand 15.0% 19 Enter from External: 34 9 Balanced Balanced 28 Balanced 19 Enter from External: 78 Exit to External: % 28 Demand Demand 15.0% 28 Demand 15.0% 31 Exit to External: 78 Demand 15.0% % 19 Demand Balanced 9 Land Use C: Retail (Fast-Food Restaurant w/ D.T.) 19 Balanced Demand 15.0% 31 ITE Land Use Code % 28 Demand Size: 12 Total Internal External Enter Enter from External: 145 Exit Exit to External: 132 Total % 100% 29.3% 70.7% NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT Category Enter Exit Total Single Use Trip Gen Estimate Land Use A B C D Total ,321 Overall Internal Capture = 28.61%

64 APPENDIX D Intersection Analysis Worksheets Kimley-Horn and Associates, Inc King Soopers #116

65 HCM 2010 AWSC 2017 Existing AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 14.5 Intersection LOS B Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes Conflicting Approach Left SB NB EB Conflicting Lanes Left Conflicting Approach Right NB SB WB Conflicting Lanes Right HCM Control Delay HCM LOS B B B Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 81% 0% 100% 0% 0% 100% 0% 0% 68% Vol Right, % 0% 19% 0% 0% 100% 0% 0% 100% 0% 32% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS B C B B B B B B B C HCM 95th-tile Q /19/2017 Baseline Synchro 9 Report Page 1

66 HCM 2010 AWSC 2017 Existing AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 17.5 HCM LOS C 01/19/2017 Baseline Synchro 9 Report Page 2

67 HCM 2010 AWSC 2017 Existing PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 16.2 Intersection LOS C Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes Conflicting Approach Left SB NB EB Conflicting Lanes Left Conflicting Approach Right NB SB WB Conflicting Lanes Right HCM Control Delay HCM LOS B B C Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 73% 0% 100% 0% 0% 100% 0% 0% 67% Vol Right, % 0% 27% 0% 0% 100% 0% 0% 100% 0% 33% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS B C B B B B B B B C HCM 95th-tile Q Baseline Synchro 9 Report Page 1

68 HCM 2010 AWSC 2017 Existing PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 21.3 HCM LOS C Baseline Synchro 9 Report Page 2

69 HCM 2010 AWSC 2018 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 37.8 Intersection LOS E Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes Conflicting Approach Left SB NB EB Conflicting Lanes Left Conflicting Approach Right NB SB WB Conflicting Lanes Right HCM Control Delay HCM LOS C C E Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 75% 0% 100% 0% 0% 100% 0% 0% 67% Vol Right, % 0% 25% 0% 0% 100% 0% 0% 100% 0% 33% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS C E C C C C C D F F HCM 95th-tile Q Baseline Synchro 9 Report Page 1

70 HCM 2010 AWSC 2018 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 56.8 HCM LOS F Baseline Synchro 9 Report Page 2

71 HCM 2010 AWSC 2018 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 40.6 Intersection LOS E Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes Conflicting Approach Left SB NB EB Conflicting Lanes Left Conflicting Approach Right NB SB WB Conflicting Lanes Right HCM Control Delay HCM LOS C C D Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 71% 0% 100% 0% 0% 100% 0% 0% 65% Vol Right, % 0% 29% 0% 0% 100% 0% 0% 100% 0% 35% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS C E C C C C C B C F HCM 95th-tile Q Baseline Synchro 9 Report Page 1

72 HCM 2010 AWSC 2018 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 81.3 HCM LOS F Baseline Synchro 9 Report Page 2

73 Timings 2018 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 15.8% 30.0% 30.0% 9.2% 23.3% 23.3% 10.0% 35.8% 25.0% 50.8% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

74 HCM 2010 Signalized Intersection Summary 2018 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D D D D D E B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS D E B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 30.9 HCM 2010 LOS C Baseline Synchro 9 Report Page 2

75 Timings 2018 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 19.3% 27.2% 27.2% 11.2% 19.0% 19.0% 12.0% 53.5% 8.2% 49.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

76 HCM 2010 Signalized Intersection Summary 2018 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D D D D E D B B A B Approach Vol, veh/h Approach Delay, s/veh Approach LOS D D B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 30.3 HCM 2010 LOS C Baseline Synchro 9 Report Page 2

77 Timings 2035 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 15.0% 37.5% 37.5% 10.0% 32.5% 32.5% 14.2% 23.3% 23.3% 29.2% 38.3% 38.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

78 HCM 2010 Signalized Intersection Summary 2035 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS E C C E C E E C C D C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS D E D D Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 43.7 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

79 Timings 2035 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 24.2% 31.7% 31.7% 15.8% 23.3% 23.3% 20.0% 36.7% 36.7% 15.8% 32.5% 32.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

80 HCM 2010 Signalized Intersection Summary 2035 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS E D D E D D E B B E B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS D D C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 35.4 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

81 Timings 2035 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 18.3% 36.7% 36.7% 11.7% 30.0% 30.0% 14.2% 22.5% 22.5% 29.2% 37.5% 37.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

82 HCM 2010 Signalized Intersection Summary 2035 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS E C C E D F E C D D C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS D E D D Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 46.9 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

83 Timings 2035 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 25.8% 33.3% 33.3% 15.0% 22.5% 22.5% 17.5% 38.3% 38.3% 13.3% 34.2% 34.2% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

84 HCM 2010 Signalized Intersection Summary 2035 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D D D E D D E B B E B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS D D C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 36.1 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

85 HCM 2010 TWSC 2018 Background AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

86 HCM 2010 TWSC 2018 Background PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

87 HCM 2010 TWSC 2018 Total AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 2.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

88 HCM 2010 TWSC 2018 Total PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

89 HCM 2010 TWSC 2035 Background AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 2.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

90 HCM 2010 TWSC 2035 Background PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS E B - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

91 HCM 2010 TWSC 2035 Total AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

92 HCM 2010 TWSC 2035 Total PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

93 HCM 2010 TWSC 2018 Background AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 2.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - C B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

94 HCM 2010 TWSC 2018 Background PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 1.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - C B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

95 HCM 2010 TWSC 2018 Total AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - D B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

96 HCM 2010 TWSC 2018 Total PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - E B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

97 HCM 2010 TWSC 2035 Background AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B - - C B C B A - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

98 HCM 2010 TWSC 2035 Background PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B - - E C C C B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

99 HCM 2010 TWSC 2035 Total AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 5.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B - - E B D B B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

100 HCM 2010 TWSC 2035 Total PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS F C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B - - F C E C B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

101 Timings 2035 Total AM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 24.2% 35.8% 12.5% 24.2% 13.3% 40.8% 40.8% 10.8% 38.3% 38.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D B D C A A A A A A Approach Delay Approach LOS C C A A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.46 Intersection Signal Delay: 11.8 Intersection LOS: B Intersection Capacity Utilization 38.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: Quebec Street & 134th Avenue Baseline Synchro 9 Report Page 1

102 HCM 2010 Signalized Intersection Summary 2035 Total AM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D D D E A A A A A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS D E A A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 12.7 HCM 2010 LOS B Baseline Synchro 9 Report Page 2

103 Timings 2035 Total PM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 21.7% 40.0% 10.0% 28.3% 15.8% 40.0% 40.0% 10.0% 34.2% 34.2% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Splits and Phases: 3: Quebec Street & 134th Avenue Baseline Synchro 9 Report Page 1

104 HCM 2010 Signalized Intersection Summary 2035 Total PM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D D D E A B B A A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS D E B A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 14.6 HCM 2010 LOS B Baseline Synchro 9 Report Page 2

105 HCM 2010 TWSC 2018 Total AM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

106 HCM 2010 TWSC 2018 Total PM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

107 HCM 2010 TWSC 2035 Total AM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

108 HCM 2010 TWSC 2035 Total PM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver ~ Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Baseline Synchro 9 Report Page 1

109 HCM 2010 TWSC 2018 Total AM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

110 HCM 2010 TWSC 2018 Total PM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

111 HCM 2010 TWSC 2035 Total AM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 1.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B - B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

112 HCM 2010 TWSC 2035 Total PM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - B - - HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

113 HCM 2010 TWSC 2018 Total AM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 4.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

114 HCM 2010 TWSC 2018 Total PM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 4.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

115 HCM 2010 TWSC 2035 Total AM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 5.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

116 HCM 2010 TWSC 2035 Total PM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 5.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) Baseline Synchro 9 Report Page 1

117 APPENDIX E Signal Warrant Analysis Kimley-Horn and Associates, Inc King Soopers #116

118 2016 Existing 2018 Background (3 percent growth) Amber Creek Project Traffic King Soopers #116 Project Traffic 2018 Bakcground Plus Project 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm EB Left EB Through EB Right WB Left WB Through WB Right NB Left NB Through NB Right SB Left SB Through SB Right Higher Minor Street (136th EB or WB) Approach Summation of Major Streeet (Quebec NB & SB) Higher Minor Street (136th EB or WB) Approach Right Turns Eliminated th Avenue and Quebec Street 2018 Traffic Volume Calculations

119 WARRANT 2 - FOUR HOUR VEHICULAR VOLUME (70% FACTOR) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h (40 mph) ON MAJOR STREET)

120 APPENDIX F Queuing Analysis Worksheets Kimley-Horn and Associates, Inc King Soopers #116

121 Queues 2018 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Baseline Synchro 9 Report Page 1

122 Queues 2018 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Baseline Synchro 9 Report Page 1

123 Queues 2035 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Baseline Synchro 9 Report Page 1

124 Queues 2035 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Baseline Synchro 9 Report Page 1

125 Queues 2035 Total AM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) m8 93 m0 Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Baseline Synchro 9 Report Page 1

126 Queues 2035 Total PM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) m m7 Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Baseline Synchro 9 Report Page 1

127 APPENDIX G Conceptual Site Plan Kimley-Horn and Associates, Inc King Soopers #116

128 C Galloway & Company, Inc. All Rights Reserved 25' TRANSPORTATION EASEMENT PROPOSED FULL ACCESS PROPOSED SIGNALIZED INTERSECTION APPROXIMATE LOCATION OF EXISTING 120'x240' TRANSPORTATION ESMT. 27.1' 25' TRANSPORTATION EASEMENT THESE PLANS ARE AN INSTRUMENT OF SERVICE AND ARE THE PROPERTY OF GALLOWAY, AND MAY NOT BE DUPLICATED, DISCLOSED, OR REPRODUCED WITHOUT THE WRITTEN CONSENT OF THE ARCHITECT. COPYRIGHTS AND INFRINGEMENTS WILL BE ENFORCED AND PROSECUTED. SITE NORTH 60' RESIDENTIAL PROXIMITY SLOPE SETBACK (MAX BLDG. HEIGHT AT BACK = 20', 3:1 RATIO) 15' LANDSCAPE SETBACK 35.3' 45.3' 38.0' DRI VE T HRU DRI VE T HRU 25' TRANSPORTATION EASEMENT PROPOSED 3/4 ACCESS NOTES: ALL AREAS PROVIDED AND PROPERTY DELINEATED ARE APPROXIMATE AND WILL NEED TO BE VERIFIED. PLAN FOR ILLUSTRATIVE PURPOSES ONLY. 60' RESIDENTIAL PROXIMITY SLOPE SETBACK ASSURES A MAX BUILDING HEIGHT OF 20' AND THAT PARAPET WALLS WILL BE REQUIRED. IT IS ASSUMED THAT 136TH AVE. WILL ALLOW FOR A FULL MOVEMENT ACCESS AND ROADWAY IMPROVEMENTS WILL BE PROVIDED BY THE DEVELOPER. THIS SITE PLAN DOES NOT MEET THE 30% CITY LANDSCAPE REQUIREMENT. SITE ANALYSIS TABLE: ANCHOR STORE - ~128,000 S.F. ATTACHED RETAIL - ~7,000 SF ANCHOR SITE - OUT PARCEL 1 - OUT PARCEL 2 - OUT PARCEL 3 - OUT PARCEL 4 - PED. PLAZA- TOTAL AREA - PARKING: (ASSOC. & CUSTOMER) ~14.18 AC. ~1.06 AC. ~1.50 AC. ~1.16 AC. ~1.10 AC. ~1.10 AC. ~20.10 AC. 555 SPACES ACCESSIBLE: 20 SPACES TOTAL PARKING: 575 SPACES RATIO - *CART CORRALS: 4.26/1,000 S.F. 11 CORRALS / 11 SPACES *PARKING SPACES OBSTRUCTED BY CART CORRALS ARE NOT INCLUDED IN OVERALL PARKING RATIO. MINIMUM PARKING STALL REQ'S - 9.5' WIDE X 18' DEEP 30deg. PROPOSED FULL ACCESS Project No: Drawn By: Checked By: SWC OF 136TH & QUEBEC - CONCEPTUAL SITE PLAN SCALE - 1" = 100' SCALE: 1"=100' Thornton, CO SWC OF 136TH & QUEBEC Exhibit 1 of 1