Aldridge Transportation Consultants, LLC Advanced Transportation Planning and Traffic Engineering

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1 Aldridge Transportation Consultants, LLC Advanced Transportation Planning and Traffic Engineering John M.W. Aldridge, PE, PTOE, AICP 1082 Chimney Rock Road Colorado Registered Professional Engineer Highlands Ranch, CO Professional Traffic Operations Engineer Tele: American Institute of Certified Planners Fax: Mobile: January 25, 2015 Mr. Rob Berry Cadence Capital Investments, LLC 8480 E. Orchard Road Suite 4350 Greenwood Village, CO Re: Traffic Impact Study NEC 136 th / Holly, Thornton, CO Dear Mr. Berry: Aldridge Transportation Consultants () is pleased to present this traffic impact study regarding the proposed development of the northeast corner of 136 th Ave. and Holly St. in Thornton, Colorado. is professional service firm specializing in traffic engineering and transportation planning. s principal, John M.W. Aldridge, is a Colorado licensed professional engineer and a certified professional traffic operations engineer (PTOE). In the past 20 years, has prepared over 1,000 traffic impact studies, designed over 100 traffic signals, and has provided expert witness testimony on engineering design and access issues on multi-million dollar interchange and highway projects in Kansas and Colorado. We acknowledge that the City of Thornton s review of this study is only for general performance with submittal requirements, current design criteria, and standard engineering principles and practice. We are also aware of the provisions of Section 18 of the City Code of the City of Thornton. appreciates the opportunity to be of service. Please call if you have any questions. We can be reached at Respectfully submitted, Aldridge Transportation Consultants, LLC John M.W. Aldridge, PE, PTOE, AICP Principal

2 Aldridge Transportation Consultants, LLC Page 2 of 9 BACKGROUND INFORMATION This traffic impact study provides a study of the traffic impact occasioned by the development of the northeast corner of 136 th and Holly in Thornton, Colorado. The development plan proposes construction of a 3,000 square foot 7-11 store and a future 6,000 square foot retail building on the adjacent property directly to the east. The graphic shows the location of the site, adjacent streets and intersections, access locations and type, and proposed street restriping to accommodate the access locations. Also shown are the maximum 95 th percentile queue lengths for the 2015 PM peak hour. Table 3 shows the 95 th percentile queue lengths for the existing and 2035 conditions. These are less on the critical southbound through movement. Figure 1 Location and Site Plan GENERAL EXISTING CONDITIONS Both 136 th Ave. and Holly St. are Major Arterials per the City of Thornton Transportation Plan Currently, 136 th Ave. is a four-lane roadway with a painted center median. Holly St. is currently built to a two-lane cross-section. 136 th Ave. terminates now at Monaco but an extension to Quebec is under construction and should be open soon and certainly by the time the stores open. Currently 136 th Ave. carries 12,360 ADT on the western leg and 2,300 on the eastern. Holly St. carries 6,210 ADT northern leg and 13,870 on the southern. These daily volumes are derived from the PM peak hour data assuming that the PM peak hour is 10 percent of the daily.

3 Aldridge Transportation Consultants, LLC Page 3 of 9 The intersection of 136 th and Holly was counted for the AM and PM peak hour turning movements on October 29, The counts are provided in the appendix. The HCM 2010 analysis indicates that the intersection operates at LOS C/D in the AM/PM peak hours, respectively. DEVELOPMENT SITE CHARACTERISTICS The following chart presents the estimated trip generation based on the rates and values in the 9 th Edition of the ITE Trip Generation Manual. The proposed use is a convenience store with gas pumps, ITE Code 853, and general retail, ITE Code 820. The chart shows the ADT and the AM and PM peak hour trip generation. Table 1 Trip Generation Trip Generation Worksheet AM PM ITE Code Land Use Unit Quantity ADT In Out In Out 853 Convenience Store KSF with Gasoline Pumps Retail KSF Total Trips The site plan proposes two access locations. On Holly St., a full-movement located approximately 275 feet north of 136 th Ave. and on 136 th Ave., a right in/right out approximately 240 feet east of Holly St. Figure 1 shows the location of the accesses and how the streets would be restriped to accommodate them. The access locations and type are designed to accommodate the trip distribution and assignment safely and efficiently and without adversely affecting the operations and traffic flow of the adjacent streets and intersections. The left turn out movement from Holly St. will eliminate awkward and circuitous on-site circulation and temptation to make illegal movements and/or U-turns at the intersection. The distribution is based on a reasonable assessment of the origin/destination trip paths and assumes the extension of 136 th Ave. is open. Under these conditions, the trip distribution is set at 25 percent to/from each cardinal direction. TRAFFIC ASSIGNMENTS AND OFF-SITE TRAFFIC ANALYSIS The following figures show the AM/PM trip assignments for the 2015 and 2035 AM and PM analysis periods. The trip distribution and assignment is the same in both horizons. The assignments assume that most drivers will enter and exit in the same direction, left in and left out or right in and right out, (aka a pass-by trip) and that others will return to their origin.

4 Aldridge Transportation Consultants, LLC Page 4 of 9 Figure & 2035 AM Peak Hour Assignment Figure & 2035 PM Peak Hour Assignment

5 Aldridge Transportation Consultants, LLC Page 5 of 9 Two future scenarios are provided. The first is a 2015 scenario with the extension of 136 th Ave. to Quebec St. and a fully developed site. The 2015 scenario assumes that the volume on 136 th Ave. east of Holly St. will triple when the extension is complete. The existing volumes have been adjusted accordingly. The tripling of traffic on the eastern leg of the intersection is a guesstimate based on the existing and potential development that is underway east of Monaco. Figure 4 provides a comprehensive depiction of the projected 24-hour volumes (ADT). Figure 4 Average Daily Traffic Analysis The 2035 scenario is based on the forecast volume in the Thornton Transportation Plan The forecast volumes indicate that Holly will carry 13,000 ADT both north and south sections. The forecast volumes show 9,000 ADT on 136 th Ave. west of Holly and 11,000 ADT on the section east of Holly. The forecast volumes however are inconsistent with the existing observed volumes. The current volume on the west section of 136 th Ave. is well above the projection at 12,360 ADT and on Holly St. south of 136 th Ave. the ADT is currently around 16,000 ADT. For the 2035 analysis, adjustments were made to bring up the northern section of Holly to the projected volume. Also on the eastern section of 136 th Ave. the volumes were increased to match the projections. But these increases also increased the sections of 136 th Ave. and Holly that are already in excess of the projections. The western section of 136 th Ave. is up to 18,700 ADT and the south section of Holly is up to 21,400 ADT. The Thornton Transportation Plan 2009 projects Holly as a four-lane roadway in This was programmed in the analysis, which also assumed some changes to the intersection configuration 1 Figure 17 on Page 51

6 Aldridge Transportation Consultants, LLC Page 6 of 9 with dual left turn lanes where applicable and protected left turn phasing. Figure 5 shows how the 2035 four-lane cross-section (100-foot ROW) and the Build-Out 2058 six-lane cross-section (150- foot ROW) would fit the existing cross-section. Note that the Build-Out scenario is highly speculative and not analyzed in this report. Moreover, the projected Build-Out volume on Holly is 36,000 ADT, which its capacity at LOS E for a four-lane Major Arterial. The additional ROW would come from the west side of the road. Note that the access shown in Figure 1 would not be impacted by the widening. Figure lane and Build-Out 6-lane Cross-Sections

7 Aldridge Transportation Consultants, LLC Page 7 of 9 OPERATIONS ANALYSIS uses Synchro v.8 for operations analyses. The Synchro methodology is based on the Highway Capacity Manual 2010 (HCM). The Synchro HCM reports are attached for reference. The chart summarizes the existing and forecast (full build) LOS (level of service). LOS is letter rating from A to F. LOS A indicates free-flow traffic conditions and no delay at intersections. LOS F is heavy traffic congestion with significant delay. LOS is provided for the overall operations at signalized intersections. LOS D is generally the benchmark for acceptable signalized intersection operations during the weekday peak hours. The LOS rating for unsignalized intersections is provided by the critical movement - not the overall - which is generally a left turn from the minor approach. Caution must be used when evaluating the LOS at unsignalized intersections particularly when LOS F is shown. In this case of an LOS F, the HCM 2 suggests that other evaluation measures should be considered such as the volume over capacity ratio and 95 th percentile queue length to make the most effective traffic control decision. LOS F at unsignalized intersections is generally normal for the weekday peak hour when the v/c ratio and the 95 th percentile queue length are acceptable. The following table shows the Existing, Existing + Site Generated and the 2035 AM/PM peak hour LOS and vehicles seconds of delay. Table 2 LOS Analysis Level of Service Analysis Existing Site Generated 2035 Intersection AM PM AM PM AM PM 136th/Holly - Signalized B/19.5 C/30.6 C/25.0 C/34.9 C/32.0 D/ th/Holly - Signalized (Adj.) C/23.9 C/31.9 Holly Access n/a n/a C/17.7 C/17.0 C/23.5 D/ th RI/RO Access n/a n/a A/9.8 A/9.2 B/10.7 A/9.5 The HCM analysis shows that the recommended access locations will operate at a high level of service with virtually no multiple vehicular queuing on the left turn out from the full-movement access location. The signalized intersection will operate at an acceptable level of service in the 2015 condition and in 2035 with the expected improvements including the widening of Holly to fourlanes. None of the accesses generate sufficient traffic to consider a traffic signal warrant. The left turn out movement would have to be at least 100 vehicles per hour. The highest left turn out volume is on the Holly St. access projected to be 50 vehicles per hour. QUEUING ANALYSIS The following table presents the 95 th percentile queue lengths in feet for the AM and PM for each of the analysis periods. The lengths shown represent the back of the queue. 2 Highway Capacity Manual 2010 page 19-40

8 Aldridge Transportation Consultants, LLC Page 8 of 9 Table 3 95th Percentile Queue Lengths 95th Percentile Queue Length (feet) Existing Intersection SBR SBT SBL SBR SBT SBL SBR SBT SBR 136th/Holly AM PM The queue analysis indicates that left turn out at the Holly St. access would not have to break into the 95 th percentile queue. The access is 275 feet from 136 th Ave. and the maximum-recorded 95 th percentile queue length on the southbound approach is 255 feet in the 2015 PM peak hour. Note queues are conservative at 25 feet per vehicle and calculated for the highest 15-minute period in the peak hour. SUMMARY OF REPORT FINDINGS AND RECOMMENDATIONS The analysis contained herein provides engineering proof that the proposed access locations and type will function safely and efficiently and within acceptable traffic engineering parameters proffered by the COT standards. In my professional opinion, the full-movement on Holly St. is critical for safe operation. Otherwise, movement to the east on 136 th Ave. would likely involve an illegal left turn around the traffic island (pork chop) at the right in / right out on 136 th Ave. or at the right in / right out (possibly a 3/4 movement) on Holly Street. Alternatively, a U-turn movement at the intersection could be made by getting into the westbound left turn lane from the right in / right out access on 136 th Ave. From the Holly St. access without a full-movement, the only movement would be northbound which would require circuitous routing to get back to the intersection to go another direction. As mentioned earlier, drivers from the north would typically enter and want to exit going in the same southbound direction. Without the left out movement, this would create a problematic situation and the driver would likely avoid it by passing by. The recommendations for access are as follows: 1. A full-movement access on Holly St. approximately 275 feet north of 136 th Ave. This access would include a 150-foot right turn lane (100 foot taper and 50 feet of storage). 2. A right in / right out on 136 th Ave. approximately 240 feet east of Holly St. The existing tangent section on the right turn lane at Holly extends back from the access approximately 200 feet to a 125 foot taper. No further improvement to this lane is necessary. 3. When Holly is widened to four-lanes, dual left turn lanes should be added to the eastbound and northbound approaches. In addition, the left turn phasing should be protected only on all approaches. Figure 1 shows the location of the accesses and how the streets would be restriped to accommodate them in the 2015 condition.

9 Aldridge Transportation Consultants, LLC Page 9 of 9 In conclusion this study finds that the site generated traffic from the site will blend harmoniously with the existing and future traffic on the adjacent streets and intersection provided the above recommendations on access and future intersection improvements are deployed. We appreciate the opportunity to be of service. Should you have any questions or concerns, please call me at Respectfully submitted, Aldridge Transportation Consultants, LLC John M.W. Aldridge, PE, PTOE, AICP Principal

10 Holly 136th/Holly EX AM th JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

11 136/Holly EX AM 3: Holly & 136th 1/25/2015 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 jmwa Page 1

12 136/Holly EX AM 3: Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 B B C B C C B B A C C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS C B B 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 19.5 HCM 2010 LOS B jmwa Page 2

13 Holly 136th/Holly EX PM th JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

14 136/Holly EX PM 3: Holly & 136th 1/25/2015 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 jmwa Page 1

15 136/Holly EX PM 3: Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 B B D B B B C B B C D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS D B C 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 30.6 HCM 2010 LOS C jmwa Page 2

16 Holly 136th/Holly EX AM 2015 w/ Extension th JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

17 136/Holly EX AM : Holly & 136th 1/25/2015 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 jmwa Page 1

18 136/Holly EX AM : Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 C C D B C C B B B C C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS D C B 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 23.9 HCM 2010 LOS C jmwa Page 2

19 Holly 136th/Holly EX PM 2015 w/ Extension th JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

20 136/Holly EX PM : Holly & 136th 1/25/2015 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 jmwa Page 1

21 136/Holly EX PM : Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 B B D B C B C C C C D D Approach Vol, veh/h Approach Delay, s/veh Approach LOS D B C 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 31.9 HCM 2010 LOS C jmwa Page 2

22 th/Holly 2015 AM w/ Site Generated Holly Holly FM th Holly JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

23 136th/Holly 2015 AM 3: Holly & 136th 1/25/2015 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 jmwa Page 1

24 136th/Holly 2015 AM 3: Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 C C D B C C C B B C C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS D C B 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 25.0 HCM 2010 LOS C jmwa Page 2

25 136th/Holly 2015 AM 6: Holly FM & Holly 1/25/2015 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT 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 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 WB NB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - C B A - HCM 95th %tile Q(veh) jmwa Page 4

26 136th/Holly 2015 AM 8: 136th RI/RO 1/25/2015 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR 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 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 SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A HCM 95th %tile Q(veh) jmwa Page 5

27 th/Holly 2015 PM w/ Site Generated Holly Holly FM th Holly JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

28 136th/Holly 2015 PM 3: Holly & 136th 1/25/2015 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 jmwa Page 1

29 136th/Holly 2015 PM 3: Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 B C E B C C C C C C D D Approach Vol, veh/h Approach Delay, s/veh Approach LOS D C C 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 34.9 HCM 2010 LOS C jmwa Page 2

30 136th/Holly 2015 PM 6: Holly FM & Holly 1/25/2015 Intersection Int Delay, s/veh 1.8 Movement WBL WBR NBT NBR SBL SBT 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 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 WB NB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - C B A - HCM 95th %tile Q(veh) jmwa Page 4

31 136th/Holly 2015 PM 8: 136th RI/RO 1/25/2015 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR 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 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 SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A HCM 95th %tile Q(veh) jmwa Page 5

32 th/Holly 2035 AM w/ Site Generated Holly Holly FM th Holly JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

33 136/Holly 2035 AM 3: Holly & 136th 1/25/2015 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 jmwa Page 1

34 136/Holly 2035 AM 3: Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 C D D C C D B B E C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS D C 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 32.0 HCM 2010 LOS C jmwa Page 2

35 136/Holly 2035 AM 6: Holly FM & Holly 1/25/2015 Intersection Int Delay, s/veh 1.1 Movement WBL WBR NBT NBR SBL SBT 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 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 WB NB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - C B A - HCM 95th %tile Q(veh) jmwa Page 4

36 136/Holly 2035 AM 8: 136th RI/RO 1/25/2015 Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR 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 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 SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A B HCM 95th %tile Q(veh) jmwa Page 5

37 th/Holly 2035 PM w/ Site Generated Holly Holly FM th Holly JMWA 1/25/2015 Aldridge Transportation Consultants, LLC

38 136/Holly 2035 PM 3: Holly & 136th 1/25/2015 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 jmwa Page 1

39 136/Holly 2035 PM 3: Holly & 136th 1/25/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 C D D C C D C C E D D Approach Vol, veh/h Approach Delay, s/veh Approach LOS D C 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 39.0 HCM 2010 LOS D jmwa Page 2