JOHNSON RANCH RAPID CITY, SOUTH DAKOTA TRAFFIC IMPACT ANALYSIS

JOHNSON RANCH RAPID CITY, SOUTH DAKOTA TRAFFIC IMPACT ANALYSIS Prepared for: KTM Design Solutions 528 Kansas City Street, Suite 1 Rapid City, SD 57701 Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO 80111 303/721-1440 Principal: Lyle DeVries, PE, PTOE Project Manager: Todd S. Frisbie, PE, PTOE FHU Reference No. 117077-01 March 2017

Johnson Ranch Traffic Impact Analysis TABLE OF CONTENTS Page I. INTRODUCTION -------------------------------------------------------------------------------------------- 1 II. EXISTING CONDITIONS --------------------------------------------------------------------------------- 4 A. Surrounding Land Uses -------------------------------------------------------------------------- 4 B. Existing Roadway Network --------------------------------------------------------------------- 4 C. Traffic Volumes ------------------------------------------------------------------------------------ 4 D. Traffic Operations --------------------------------------------------------------------------------- 6 III. PROPOSED PROJECT ----------------------------------------------------------------------------------- 7 A. Site Accesses -------------------------------------------------------------------------------------- 7 B. Site Trip Generation ------------------------------------------------------------------------------ 7 C. Trip Distribution and Traffic Assignment ----------------------------------------------------- 9 IV. BACKGROUND TRAFFIC CONDITIONS ----------------------------------------------------------- 13 A. Roadway Network -------------------------------------------------------------------------------- 13 B. Traffic Volumes ----------------------------------------------------------------------------------- 13 C. Traffic Operations -------------------------------------------------------------------------------- 13 V. TOTAL FUTURE TRAFFIC CONDITIONS ---------------------------------------------------------- 16 A. Traffic Volumes ----------------------------------------------------------------------------------- 16 C. Traffic Operations -------------------------------------------------------------------------------- 16 D. Site Access (Johnson Ranch Road) Recommendations ------------------------------- 19 VI. SUMMARY AND RECOMMENDATIONS ----------------------------------------------------------- 20 APPENDICES APPENDIX A APPENDIX B APPENDIX C APPENDIX D EXISTING TRAFFIC COUNTS EXISTING TRAFFIC LEVEL OF SERVICE WORKSHEETS BACKGROUND TRAFFIC LEVEL OF SERVICE WORKSHEETS TOTAL TRAFFIC LEVEL OF SERVICE WORKSHEETS

Johnson Ranch Traffic Impact Analysis LIST OF FIGURES Page Figure 1. Vicinity Map ----------------------------------------------------------------------------------------- 2 Figure 2. Site Plan --------------------------------------------------------------------------------------------- 3 Figure 3. Existing Traffic Conditions ---------------------------------------------------------------------- 5 Figure 4. Trip Distribution ----------------------------------------------------------------------------------- 10 Figure 5. Short Term Site Generated Traffic Assignment ------------------------------------------ 11 Figure 6. Long Term Site Generated Traffic Assignment ------------------------------------------- 12 Figure 7. Short Term Background Traffic Conditions ------------------------------------------------ 14 Figure 8. Long Term Background Traffic Conditions ------------------------------------------------- 15 Figure 9. Short Term Total Traffic Conditions --------------------------------------------------------- 17 Figure 10. Long Term Total Traffic Conditions ---------------------------------------------------------- 18 LIST OF TABLES Table 1. Short Term Future Trip Generation Estimates --------------------------------------------- 7 Table 2. Long Term Future (Full Buildout) Trip Generation Estimates -------------------------- 8

Johnson Ranch Traffic Impact Analysis I. INTRODUCTION The proposed property development known as Johnson Ranch is adjacent to Saint Patrick Street, State Highway 44 (SH 44), and Valley Drive. Figure 1 shows the site s location relative to major roadways in the Rapid City area. The Johnson Ranch development will consist of commercial and residential land uses and will be completed in phases. Figure 2 provides the conceptual plan, which indicates that retail and service types of uses are planned along SH 44 with residential uses located on the southern portion of the site. The development would be served primarily by a full movement access on Saint Patrick Street. There will be an additional right-in/right-out access on Saint Patrick Street. There will be five access points to the development on Valley Road, one of which will be an extension of the existing Saint Francis Street. The purpose of this study is to assess the traffic impacts on the adjacent roadways related to the proposed development and to identify roadway improvements needed to accommodate vehicle-trips generated by the proposed development. This report includes information on existing traffic conditions, vehicle-trips associated with the planned development, and total traffic volume projections. For these purposes, two future scenarios are considered: Short Term Future. KTM Design has indicated that the initial phase would consist of the development of the western portion of the property, including a gas station, single family housing, and multi-family housing. This represents a significant amount of new development that would take a few years to complete construction. Therefore, this scenario examines traffic impacts in the near term future, which is assumed to be Year 2018. Long Term Future. This scenario examines the traffic impacts associated with forecasted traffic volumes for the Year 2037. It is assumed that the development would reach full buildout by this time. This will include additional commercial and residential land uses. Page 1

Elk Vale Rd. South Valley Dr. Twilight Dr. PROJECT SITE South Dakota Highway 44 South Dakota Highway 44 Figure 1 Vicinity Map FELSBURG HOLT & ULLEVIG Johnson Ranch TIS - Rapid City 17-077 02/24/17 South Dakota Highway 79 Omaha St. St. Patrick St. E. St. Francis St. Long Acre Dr. Jolly Ln. Eden Ln. Garden Ln. Elk Vale Rd. E. St. Joseph St.

LOT 15 LOT 17 LOT 22 LOT 26 LOT 25 LOT 24 LOT 23 LOT 20 SINGLE FAMILY HOUSING LOT 14 LOT 31 LOT 16 0.45 ACRES± LOT 34 LOT 1 LOT 9 LOT 8 LO T1 0 LOT 7 LOT 6 LOT 5 LOT 4 LOT 3 LOT 2 371.9'± LOT 18 0.49 ACRES± LOT 33 LOT 32 LOT 15 LOT 16 LOT 17 LOT 18 LOT 19 LOT 30 LOT 29 LOT 28 LOT 27 LOT 26 LOT 25 LOT 22 LOT 21 LOT 23 LOT 24 LOT 17 0.45 ACRES± LOT 21 LOT 20 LOT 19 LOT 18 LOT 15 LOT B 8.77 ACRES± LOT 16 265.3'± MULTI-FAMILY LOT 14 LOT 13 LOT 12 LOT 11 LOT 10 LOT 9 LOT 8 LOT 7 LOT 6 LOT 5 LOT 4 LOT 3 LOT 2 LOT 1 144.9'± 90.0'± LOT C 2.02 ACRES± COMMERCIAL LOT 14 LOT 13 LOT 12 LOT 11 LOT 10 LOT 9 LOT 8 LOT 7 LOT 6 LOT 5 LOT 4 LOT 3 LOT 2 LOT 1 LOT A 2.14 ACRES± 3 T1 LO FELSBURG H O LT & ULLE VI G COMMERCIAL COMMERCIAL WETLAND AND DRAINAGE TRACT A LOT D 2.14 ACRES± LOT 19 0.36 ACRES± COMMERCIAL LOT E 9.71 ACRES± COMMUNITY PARK - SHARED OPEN SPACE LOT 11 LOT 12 GREENWAY AND DRAINAGE TRACT B FUTURE DEVELOPMENT Figure 2 Site Plan Johnson Ranch TIS - Rapid City 17-077 03/10/17 175.1'±

Johnson Ranch Traffic Impact Analysis II. EXISTING CONDITIONS A. Surrounding Land Uses The areas to the east and north of the proposed Johnson Ranch development consist of mostly single family homes. Further to the east is the Rapid Valley Elementary School, a few casinos along SH 44, and a race track. To the south is the Rapid City Elks Golf Course. To the west of the proposed development is a scattering of industrial and residential developments and undeveloped land. Most of this undeveloped land is zoned for a mix of uses including industrial, residential, and commercial development. B. Existing Roadway Network The roadway network surrounding the site consists of the following facilities: State Highway 44 SH 44 is major southeast-northwest highway connecting the Rapid City Central Business District with the regional airport and residential uses located southeast of the city. The posted speed limit is 45 miles per hour (MPH) with two through lanes in each direction separated by a two-way left turn lane. Saint Patrick Street Saint Patrick Street is a four-lane, east-west roadway that provides access to various industrial and residential developments. It provides a connection between SH 44 and US 16. Valley Drive Valley Drive is a two-lane, north-south roadway that provides local access to residential and industrial developments. This roadway extends north to connect with SH 44. Saint Francis Street Saint Francis Street is a two-lane, east-west residential street. It extends approximately ¼ miles to the west of Valley Drive and primarily provides access for single family homes. C. Traffic Volumes Morning and evening peak hour traffic volumes were collected in February 2017 at the following intersections: SH 44 / Saint Patrick Street Saint Patrick Street / Valley Drive Valley Drive / Saint Francis Street The traffic counts were collected in 15-minute intervals on a typical weekday during the hours of 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM. The existing peak hour traffic counts (see Figure 3) show that in the AM peak the primary direction of travel on SH 44 is eastbound, while in the PM peak it is in the westbound direction. High turn movement volumes were observed to/from the west at St. Patrick Street. Appendix A includes traffic counts. Page 4

St. Patrick St. B/B 3(3) 11(21) 16(23) 11(21) 268(411) 13(33) South Valley Dr. 1(4) 485(282) 10(14) 28(7) 25(15) 53(35) 4(6) 343(772) 2(3) 0(5) 2(1) 1(9) 18(8) 2(1) 396(439) 1(5) 1003(545) 523(314) B/B South Dakota Highway 44 a/a E. St. Francis St. 1(2) 2(2) 32(68) 2(0) 105(55) 5(4) a/a a/a Long Acre Dr. LEGEND XXX(XXX) XXXX X/X x/x = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Figure 3 Existing Traffic Conditions FELSBURG HOLT & ULLEVIG Johnson Ranch TIS - Rapid City 17-077 03/03/17

Johnson Ranch Traffic Impact Analysis D. Traffic Operations Traffic operations within the study area were evaluated according to techniques documented in the Highway Capacity Manual (Transportation Research Board, 2000) using the existing traffic volumes and intersection geometry. Level of Service (LOS) is a qualitative measure of traffic operational conditions, based on roadway capacity and vehicle delay. Level of service is described by a letter designation ranging from A to F, with LOS A representing almost free-flow travel, while LOS F represents congested conditions. For signalized intersections, LOS represents average delay for the entire intersection. For unsignalized intersections, LOS is calculated for movements that must yield right-of-way to other traffic movements. The City of Rapid City Street Design and Right of Way Criteria (2012) specify a design objective of LOS C or better for peak hour traffic operations. The following describe LOS results by intersection: SH 44 / Saint Patrick Street Under signalized traffic control, the intersection operates at LOS A during the AM peak and LOS B during PM peak. Saint Patrick Street / Valley Drive Under signalized traffic control, the intersection operates at LOS B during peak hours. Valley Drive / Saint Francis Street Under stopped-controlled, all yielding movements operate at LOS A during peak hours. Figure 3 shows the results of the capacity analyses, along with the associated lane geometry and traffic control. Appendix B contains the existing LOS worksheets. Page 6

Johnson Ranch Traffic Impact Analysis III. PROPOSED PROJECT A. Site Accesses The proposed development is to have multiple accesses. Not all accesses will be constructed for the short term scenario. In the short term, the access points are as follows: A right-in/right-out on Saint Patrick Street east of Valley Drive. This is an access to the proposed gas station. Two full movement accesses on Valley Drive between Saint Patrick Street and Saint Francis Street also used to access the proposed gas station. An extension of Saint Francis Street for access to the multi-family portion of the development. A full movement access between Saint Francis Street and Long Acre Drive on Valley Drive that will also access the multi-family development. A full movement access south of Long Acre Drive on Valley Drive that will access the single family homes. In the long term, an additional full movement access will be constructed on Saint Patrick Street to the east of the proposed right-in/right-out. This access is the primary access to the proposed development and is known as Johnson Ranch Road. Johnson Ranch Road will be used for all the long term commercial development access and will extend south to connect to the southernmost access along Valley Drive providing access to the single family homes as well. B. Site Trip Generation The number of vehicle-trips generated by the proposed development was estimated based on rates, equations, and procedures documented in Trip Generation, Institute of Transportation Engineers, Ninth Edition, 2012. Site traffic projections were estimated using the land use estimates provided from the developer for both the Short Term and Long Term scenarios. Table 1 shows the trip generation estimates used for the Short Term Future scenario, which are based on the peak hour of adjacent street traffic. Table 1. Short Term Future Trip Generation Estimates Land Use Size ITE Code Convenience / Gas Station 12 Fueling Positions Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total 945 1,953 61 61 122 81 81 162 Multi-Family 86 Units 220 572 9 35 44 34 19 53 Single Family 28 Units 210 267 5 16 21 18 10 28 Total Vehicle Trips Generated 2,792 75 112 187 133 110 243 Pass-By Trips 1,172 37 37 74 49 49 98 Total New Trips to Adjacent Street System 1,620 38 75 113 84 61 145 Pass-by trip percentages: Convenience/Gas Station 60% As shown, the initial phase of the development is estimated to generate approximately 2,800 daily trips, with 190 trips during the AM peak hour and 245 trips during the PM peak hour. Page 7

Johnson Ranch Traffic Impact Analysis Due to the types of uses proposed for the Johnson Ranch development, it is reasonable to assume that some of these estimated vehicle-trips would be pass-by trips. Pass-by trips are attracted from the traffic passing the site on the way from an origin to an ultimate destination. These vehicle-trips are not new trips added to the adjacent street network and thus are subtracted from the site s total trip generation estimate. However, these pass-by trips are still included in the site s driveway turn movements. Pass-by trips were estimated using the percentages shown in Table 1, which are published in Trip Generation Volume 1: User s Guide and Handbook, Institute of Transportation Engineers, Ninth Edition, 2012. As shown in Table 1, pass-by trips will make up approximately 1,200 of the daily trips and 75 trips during the AM peak hour and 100 trips during the PM peak hour. This means there will be approximately 1,600 new daily trips to the adjacent street network, with 110 during the AM peak and 145 during the PM peak. In the Long Term Future scenario, it is anticipated that the retail development and additional residential development will build out. Table 2 shows the trip generation estimates for the full development of the site. As shown, the additional development occurring after the Short Term Future scenario adds approximately 6,200 daily trips, with 340 during the AM peak hour and 500 during the PM peak hour. Table 2. Long Term Future (Full Buildout) Trip Generation Estimates Land Use Size ITE Code Daily AM Peak Hour PM Peak Hour Trips In Out Total In Out Total Fast Food 5,000 sq. ft. 934 2,480 116 111 227 85 78 163 Shopping Center 75,000 sq. ft 820 3,200 45 27 72 134 144 278 Multi-Family 17 Units 220 113 2 7 9 7 4 11 Single Family 47 Units 210 447 9 26 35 30 17 47 Long Term Subtotal Vehicle Trips Generated 6,240 172 171 343 256 243 499 Short Term Subtotal Vehicle Trips Generated 2,792 75 112 187 133 110 243 Total Trips Generated 9,032 247 283 530 389 353 742 Pass-By Trips 3,212 100 100 200 124 124 248 Total New Trips to Adjacent Street System 5,820 147 183 330 265 229 494 Pass-by trip percentages: Fast Food 50% Retail 25% Combining both the Short Term and Long Term trip generation shows that the development is forecasted to generate 5,800 new daily trips to the adjacent street network, with 330 trips during the AM peak hour and 500 during the PM peak hour. Page 8

Johnson Ranch Traffic Impact Analysis C. Trip Distribution and Traffic Assignment Trip distribution assumptions were developed based on site location relative to Rapid City, employment centers such as the Central Business District, retail centers, and residential land uses. Figure 4 provides the trip distribution assumptions. As shown, most traffic is expected to use SH 44. The other component of the traffic assignment is the distribution of pass-by trips. Pass-by trips are attracted from the adjacent street traffic flows and depend on both volume and direction. In this effort, all pass-by trips were assumed to come from SH 44 and were distributed according to the peak direction of travel. For example, in the AM peak hour, the heavier SH 44 traffic flow is westbound; therefore, most of the pass-by traffic was assigned westbound. During the PM peak hour, the peak direction of travel is eastbound and thus pass-by trips were assigned accordingly. Vehicle-trips to and from the site, including pass-by trips, were assigned to the roadway network based on the assumed trip distribution percentages for the two future-year scenarios. Figure 5 and Figure 6 show the short and long term site generated traffic volumes, respectively. Page 9

5% South Valley Dr. 35% 5% St. Patrick St. 20% South Dakota Highway 44 30% E. St. Francis St. Long Acre Dr. 5% LEGEND XX% FELSBURG HOLT & ULLEVIG = Site Trip Distribution Figure 4 Trip Generation Johnson Ranch TIS - Rapid City 17-077 03/08/17

South Dakota Highway 44 Figure 5 Short Term Site Generated Traffic RIRO Johnson Ranch TIS - Rapid City 17-077 03/08/17 South Valley Dr. Pass-by Trips -9(-29) 9(29) -28(-20) 28(20) 28(20) 9(29) 12(24) 1(5) 27(21) 4(4) 21(16) 15(29) 64(107) 36(47) 34(45) 34(57) 56(39) 64(107) 5(6) 19(24) St. Patrick St. 56(47) 4(4) 15(12) 1(5) 7(22) 8(29) 5(6) 3(10) 7(10) 1(2) 20(26) 14(49) 1(2) 49(29) 23(13) E. St. Francis St. 26(16) 10(5) 2(1) 2(10) 6(19) 0(2) 16(11) Long Acre Dr. 15(9) 1(1) 5(17) 3(3) 0(1) 1(4) LEGEND = AM(PM) Peak Hour Traffic Volumes FELSBURG HOLT & ULLEVIG XXX(XXX)

South Dakota Highway 44 Figure 6 Long Term Site Generated Traffic Johnson Ranch TIS - Rapid City 17-077 03/08/17 Access 1 RIRO LEGEND XXX(XXX) Pass-by Trips -25(-75) 25(73) -75(-51) 75(51) 75(51) 25(73) 44(78) 7(14) 90(153) 36(47) 51(93) 64(107) 138(202) 63(81) 10(12) 52(66) 88(90) 31(47) 137(193) 26(46) 83(90) 5(6) = AM(PM) Peak Hour Traffic Volumes South Valley Dr. 4(7) 18(32) 68(114) 58(48) 6(7) 19(14) 23(13) 0(0) 0(0) 37(26) 5(7) 2(7) 26(39) 4(13) 7(21) 14(41) Long Acre Dr. 19(24) 0(0) 34(45) 40(89) 0(0) 66(47) St. Patrick St. 7(10) 1(2) 20(28) 20(61) 1(2) 59(37) E. St. Francis St. 10(5) 2(1) 2(10) 12(31) 0(2) 27(21) 21(12) 3(2) 5(17) 9(15) FELSBURG HOLT & ULLEVIG 1(3) 6(11)

Johnson Ranch Traffic Impact Analysis IV. BACKGROUND TRAFFIC CONDITIONS A. Roadway Network In the short term horizon, additional roadway and intersection improvements within the study area are not anticipated to be installed. In the Long Term scenario, it is anticipated that SH 44 will be widen from four to six lanes. B. Traffic Volumes Background traffic volumes represent the component of roadway volumes unrelated to the proposed development that are projected to use the adjacent roadway system. Background traffic growth was estimated based on the daily traffic volume projections contained in the Rapid City MPO Demand Model. This model shows the following annual growth rates for study area roadways: SH 44 2 percent per year Saint Patrick Street and Valley Drive 1 percent per year These percentages were applied to existing traffic volumes to estimate both Short and Long Term background traffic volumes for study area roadways. It is assumed that this growth does not include traffic generated by the Johnson Ranch development. Figure 7 and Figure 8 respectively show Short and Long Term peak hour background traffic projections. C. Traffic Operations LOS analyses were conducted to evaluate both the Short and Long Term Future background traffic conditions. The results are described as follows and show that the long term widening of SH 44 from four-lanes to six-lanes will help to maintain existing traffic operations at study intersections. SH 44 / Saint Patrick Street Under signalized traffic control, the intersection operates at LOS C or better during peak hours during the Short Term scenario. The intersection operates at LOS B during the AM peak and LOS D during the PM peak for the Long Term scenario. Saint Patrick Street / Valley Drive Under signalized traffic control, the intersection operates at LOS B during peak hours. This operational condition exists for both Short and Long Term scenarios. Valley Drive / St. Francis Street The minor street movements at this intersection are anticipated to continue to operate at LOS A during the peak hours and in both Short and Long Term scenarios. Figure 7 and Figure 8 show the results of the capacity analyses, and Appendix C contains the background traffic operational analysis worksheets. Page 13

St. Patrick St. B/B 5(5) 15(25) 20(25) 15(25) 275(420) 15(35) South Valley Dr. 5(5) 495(290) 10(15) 30(10) 25(15) 55(35) Access 1 5(10) 360(805) 5(5) 0(5) 5(5) 5(10) 20(10) 5(5) 415(460) 5(5) 1050(570) 535(330) B/C South Dakota Highway 44 E. St. Francis St. Access 2 5(5) 5(5) 35(75) 5(0) 105(55) 5(5) a/a a/a a/a LEGEND XXX(XXX) XXXX X/X x/x FELSBURG HOLT & ULLEVIG Long Acre Dr. = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Access 3 Figure 7 Short Term Background Traffic Conditions Johnson Ranch TIS - Rapid City 17-077 03/03/17

St. Patrick St. B/B 10(10) 15(30) 20(30) 15(30) 410(525) 20(40) South Valley Dr. 5(5) 620(370) 15(20) 35(10) 30(20) 65(45) Access 1 10(10) 515(1160) 5(10) 5(10) 5(5) 5(15) 30(15) 5(5) 600(660) 5(5) 1500(820) 630(380) B/D South Dakota Highway 44 E. St. Francis St. Access 2 5(5) 5(5) 40(85) 5(5) 125(70) 10(10) a/a a/a a/a LEGEND XXX(XXX) XXXX X/X x/x FELSBURG HOLT & ULLEVIG Long Acre Dr. = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Access 3 Figure 8 Long Term Background Traffic Conditions Johnson Ranch TIS - Rapid City 17-077 03/03/17

Johnson Ranch Traffic Impact Analysis V. TOTAL FUTURE TRAFFIC CONDITIONS A. Traffic Volumes Short Term Future The short term site generated traffic (Figure 5) was added to the short term background traffic (Figure 7) to develop total Short Term Future traffic volumes provided in Figure 9. In the Short Term Future scenario, the addition of site trips would increase peak hour traffic volumes by the following percentages: SH 44 west of Elk Vale Road interchange 3 percent SH 44 east of Elk Vale Road interchange 2 percent Saint Patrick Street west of Valley Drive 3 percent Long Term Future The long term site generated traffic (Figure 6) was added to the long term background traffic (Figure 8) to develop total Long Term Future traffic volumes provided in Figure 10.In the Long Term scenario, the addition of site trips would increase peak hour traffic volumes by the following percentages: SH 44 west of Elk Vale Road interchange 15 percent SH 44 east of Elk Vale Road interchange 6 percent Saint Patrick Street west of Valley Drive 7 percent C. Traffic Operations Good traffic operations are generally achieved at all study intersections both in the Short and Long Term scenarios. Figure 9 and Figure 10 summarize these traffic operations described by a LOS and discussed in the following sections: SH 44 / Saint Patrick Street Forecasted to operate at LOS C or better during both peak hours in the Short Term scenario. For the Long Term scenario, the intersection operates at LOS C during the AM peak hour and LOS D during the PM peak hour. Saint Patrick Street / Valley Drive Will continue to operate at LOS B during peak hours in both the Short and Long Term scenarios. Valley Drive / Saint Francis Street The yielding movements at this intersection will continue to operate at LOS A during peak hours in both scenarios. Saint Patrick Street / Johnson Ranch Road Under stop-control, the yielding movements at this intersection operate at LOS C or better during both peak hours for the Short Term scenario. For the Long Term scenario, the northbound left-turn is anticipated to operate at LOS F during both peak hours. LOS F is typical on a stop-controlled, low volume left-turn movement, when the cross street has high traffic volumes. In the long term PM peak hour, the v/c ratio for this movement is 0.66 with the 95 th percentile queue length approximately 75 feet, indicating the movement is under capacity and should not experience queueing problems despite the poor LOS in the Long Term scenario. All other accesses All other stop-controlled accesses are forecasted to have yielding turning movements operate at LOS B or better during all peak hours in both scenarios. Page 16

South Dakota Highway 44 Figure 9 Short Term Total Traffic Conditions LEGEND RIRO B/C 5(5) 1022(550) 575(374) XXX(XXX) X/X x/x = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal Johnson Ranch TIS - Rapid City 17-077 03/08/17 0(5) 6(10) 5(10) 75(51) 9(9) 445(505) b/b a/a a/a 5(10) 351(776) 29(63) a/a a/a 610(450) 490(520) 5(6) 37(47) South Valley Dr. 5(5) 530(330) 75(122) 5(5) 16(30) 20(25) 83(53) 30(20) 70(47) 15(25) 405(470) 18(45) 19(24) 23(13) 0(0) 0(0) 7(22) 43(104) 5(0) 164(96) a/a 5(5) 0(0) 5(5) 0(0) 129(68) 5(5) 7(10) 1(2) a/a 10(5) 2(1) 2(10) 46(99) a/a 1(2) 157(86) 0(2) 119(56) Long Acre Dr. 15(9) 1(1) 5(17) 43(92) 0(1) 119(64) B/B St. Patrick St. 35(45) 74(152) a/a a/a a/a E. St. Francis St. 20(28) 54(124) a/a a/a a/a a/a a/a FELSBURG HOLT & ULLEVIG a/a

South Dakota Highway 44 Figure 10 Long Term Total Traffic Conditions Johnson Ranch TIS - Rapid City 17-077 03/08/17 RIRO LEGEND XXX(XXX) X/X x/x = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service C/D 5(5) 1475(509) 749(509) = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal 5(10) 12(19) 5(15) 10(10) 490(1087) 81(176) 168(147) 15(17) 677(799) b/b f/f b/b B/B 730(548) 718(770) 5(6) a/a b/b 36(47) South Valley Dr. 9(12) 638(402) 83(134) 15(17) 17(37) 20(30) 704(502) 138(202) St. Patrick St. 723(770) 31(47) 137(193) 26(46) 93(58) 36(27) 84(59) 15(30) 436(564) 24(53) a/a Access 1 19(24) 0(0) 34(45) 90(179) a/a a/a E. St. Francis St. Access 2 23(13) 0(0) 0(0) 7(22) 54(126) 5(5) 1(2) 196(122) a/a 5(5) 0(0) 5(5) a/a a/a 0(0) 172(106) 5(5) 7(10) 1(2) 20(28) 70(151) a/a a/b 10(5) 2(1) 2(10) 57(121) a/a 1(2) 189(112) a/a Long Acre Dr. Access 3 0(2) 162(101) a/a a/a a/a 21(12) 3(2) 5(17) 54(105) a/a FELSBURG HOLT & ULLEVIG 1(3) 141(91)

Johnson Ranch Traffic Impact Analysis D. Site Access (Johnson Ranch Road) Recommendations The access onto Saint Patrick Street is not expected to warrant signalization, even with the full buildout of the site. It will operate adequately as a full movement, stop-controlled intersection. Right- and left-turn lanes should be provided on Saint Patrick Street. Additionally, a northbound right- and left-turn lane will be required on Johnson Ranch Road. There should be no internal access points to the development for at least 75 feet south of the intersection with Saint Patrick Street to ensure that queues do not block access points. Page 19

Johnson Ranch Traffic Impact Analysis VI. SUMMARY AND RECOMMENDATIONS The proposed property development is in the southwest quadrant of the Saint Patrick Street and SH 44 intersection. The development is planned to consist of general uses such as residential, retail, restaurants, and a gas stations. The development would be served primarily by a new access on Saint Patrick Street. There will be an additional right-in/right-out access on Saint Patrick Street east of Valley Drive. There will be five accesses on Valley Drive, with one access being an extension of the existing Saint Francis Street. In the short term planning horizon, Johnson Ranch is estimated to add approximately 1,600 new daily trips to the adjacent street network, with approximately 110 trips occurring during the AM peak hour and 145 trips during the PM peak hour. At buildout, the site would generate approximately 5,800 new daily trips on the adjacent street network. Approximately 330 new trips are anticipated to be added to the roadway network during the AM peak hour and 500 trips during the PM peak hour. Overall the adjacent roadway network, intersections, and site access appear to have sufficient capacity to accommodate new trips generated by Johnson Ranch without significantly degrading the operations at the study intersections. Based on this general finding, the recommended improvements focus primarily on ensuring adequate operations at the main site access to SH 44. The following describes the recommended improvements: The Johnson Ranch Road intersection is not expected to warrant signalization. Johnson Ranch Road should not have any internal access points within 75 feet of Saint Patrick Street. This will ensure queuing at the intersection does not block any internal access points. Page 20

Johnson Ranch Traffic Impact Analysis APPENDIX A EXISTING TRAFFIC COUNTS Appendix A

Name: Jack Hattervig Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: 17 0840 Intersection of: South Valley Dr and E St Patrick St Street: E St Patrick E St Patrick South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 7:00 1 55 2 0 75 0 6 4 9 0 3 1 156 156 7:15 4 54 0 4 101 1 9 4 10 1 2 1 191 347 7:30 2 71 1 1 147 0 21 10 6 0 1 3 263 610 7:45 4 75 1 2 151 0 15 7 7 1 4 9 276 886 8:00 1 68 11 3 86 0 8 4 5 1 4 3 194 924 8:15 0 34 3 5 56 1 7 1 0 0 3 6 116 849 8:30 5 30 8 2 51 1 8 1 2 1 2 6 117 703 8:45 0 35 2 1 62 0 11 4 2 0 3 2 122 549 Peak Hour 11 268 13 10 485 1 53 25 28 3 11 16 924 Peak Hour Factor = 924 = 0.837 276 AM PEAK HOUR COUNTS Name: Jack Hattervig Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: 17 0840 Intersection of: South Valley Dr and E St Patrick St Street: E St Patrick E St Patrick South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 4:00 7 90 14 6 65 0 3 3 1 0 9 1 199 199 4:15 3 99 7 1 73 1 3 4 2 0 4 5 202 401 4:30 6 106 8 5 66 1 9 4 2 1 5 5 218 619 4:45 6 97 7 6 56 1 9 2 1 0 6 8 199 818 5:00 6 109 11 2 87 1 14 5 2 2 6 5 250 869 5:15 2 146 15 9 84 0 7 8 4 1 6 4 286 953 5:30 7 132 12 7 84 1 4 1 1 4 6 2 261 996 5:45 7 66 9 2 62 1 13 4 5 3 5 8 185 982 Peak Hour 21 411 33 14 282 4 35 15 7 3 21 23 869 Peak Hour Factor = 869 = 0.869 250 PM PEAK HOUR COUNTS

Name: JF & KT Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: 17 0840 Intersection of: St Patrick and HWY 44 Street: Hwy 44 Hwy 44 St Patrick St St Patrick St Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 7:00 65 175 0 1 44 0 0 0 0 2 0 66 353 353 7:15 120 280 0 3 76 1 0 0 0 5 0 68 553 906 7:30 161 271 0 0 102 0 0 1 1 3 0 64 603 1509 7:45 157 278 0 1 79 1 0 0 0 2 1 87 606 2115 8:00 85 174 1 0 86 0 0 1 0 4 0 70 421 2183 8:15 65 115 1 0 68 1 0 0 0 0 1 38 289 1919 8:30 62 140 1 1 68 0 1 1 0 1 0 32 307 1623 8:45 64 108 3 2 62 0 0 1 0 3 0 37 280 1297 Peak Hour 523 1003 1 4 343 2 0 2 1 18 2 396 2183 Peak Hour Factor = 2183 = 0.901 606 AM PEAK HOUR COUNTS Name: JF & MS Date: 2/8/2017 City: Rapid City, SD Project Name: Project #: 17 0840 Intersection of: St Patrick and HWY 44 Street: Hwy 44 Hwy 44 St Patrick St St Patrick St Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 4:00 77 116 0 1 180 1 1 1 1 3 1 109 491 491 4:15 85 124 0 0 182 1 0 0 0 3 0 100 495 986 4:30 64 137 4 2 181 0 1 1 3 1 0 105 499 1485 4:45 72 122 1 3 199 0 2 0 3 2 0 111 515 2000 5:00 93 162 0 1 210 2 2 0 3 2 1 123 599 2108 5:15 96 152 1 0 220 2 1 0 0 3 0 131 606 2219 5:30 83 156 0 1 156 1 1 0 1 1 0 140 540 2260 5:45 61 98 0 0 155 0 0 0 0 3 0 96 413 2158 Peak Hour 314 545 5 6 772 3 5 1 9 8 1 439 2108 Peak Hour Factor = 2108 = 0.88 599 PM PEAK HOUR COUNTS

Name: Jack Hattervig Date: 2/22/2017 City: Rapid City, SD Project Name: Project #: 0 Intersection of: South Valley Dr and St Francis Street: St Francis St Francis South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 7:00 1 0 1 0 0 0 0 21 0 0 9 0 32 32 7:15 0 0 0 0 0 0 3 33 0 0 5 0 41 73 7:30 1 0 1 0 0 0 2 33 0 0 6 0 43 116 7:45 0 0 0 0 0 0 0 31 0 0 6 0 37 153 8:00 0 0 1 0 0 0 0 17 0 0 16 2 36 157 8:15 0 0 0 0 0 0 0 17 0 0 10 0 27 143 8:30 0 0 0 0 0 0 1 18 0 0 7 0 26 126 8:45 0 0 0 0 0 0 0 12 0 0 9 1 22 111 Peak Hour 1 0 2 0 0 0 5 114 0 0 33 2 157 Peak Hour Factor = 157 = 1.0608 37 AM PEAK HOUR COUNTS Name: Jack Hattervig Date: 2/22/2017 City: Rapid City, SD Project Name: Project #: 0 Intersection of: South Valley Dr and St Francis Street: St Francis St Francis South Valley Dr South Valley Dr Total Hour All Total Time East Bound West Bound North Bound South Bound Begins L T R L T R L T R L T R 4:00 1 0 0 0 0 0 1 19 0 0 19 2 42 42 4:15 1 0 0 0 0 0 1 11 0 0 24 0 37 79 4:30 0 0 1 0 0 0 2 18 0 0 27 0 48 127 4:45 0 0 1 0 0 0 1 20 0 0 30 0 52 179 5:00 1 0 0 0 0 0 0 23 0 0 36 0 60 197 5:15 0 0 3 0 0 0 1 18 0 0 34 1 57 217 5:30 1 0 0 0 0 0 2 24 0 0 26 0 53 222 5:45 0 0 1 0 0 0 0 29 0 0 23 2 55 225 Peak Hour 2 0 2 0 0 0 4 72 0 0 117 0 197 Peak Hour Factor = 197 = 0.8208 60 PM PEAK HOUR COUNTS

Johnson Ranch Traffic Impact Analysis APPENDIX B EXISTING TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix B

HCM 2010 Signalized Intersection Summary Existing AM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) 4 343 2 523 1003 1 18 2 396 1 2 0 Future Volume (veh/h) 4 343 2 523 1003 1 18 2 396 1 2 0 Number 1 6 16 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 1900 Adj Flow Rate, veh/h 4 373 2 568 1090 1 20 2 430 1 2 0 Adj No. of Lanes 1 2 0 1 2 0 0 1 1 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 309 1604 9 817 2520 2 343 31 642 130 234 0 Arrive On Green 0.44 0.44 0.44 0.20 0.69 0.69 0.21 0.21 0.21 0.21 0.21 0.00 Sat Flow, veh/h 515 3610 19 1774 3628 3 1296 150 1583 371 1136 0 Grp Volume(v), veh/h 4 183 192 568 532 559 22 0 430 3 0 0 Grp Sat Flow(s),veh/h/ln 515 1770 1859 1774 1770 1862 1446 0 1583 1508 0 0 Q Serve(g_s), s 0.4 5.8 5.8 14.1 11.8 11.8 0.8 0.0 18.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.4 5.8 5.8 14.1 11.8 11.8 1.0 0.0 18.5 0.1 0.0 0.0 Prop In Lane 1.00 0.01 1.00 0.00 0.91 1.00 0.33 0.00 Lane Grp Cap(c), veh/h 309 786 826 817 1229 1293 374 0 642 363 0 0 V/C Ratio(X) 0.01 0.23 0.23 0.70 0.43 0.43 0.06 0.00 0.67 0.01 0.00 0.00 Avail Cap(c_a), veh/h 309 786 826 1181 1229 1293 374 0 642 363 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 14.0 15.5 15.5 8.1 6.0 6.0 28.8 0.0 21.8 28.4 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.7 0.7 1.1 1.1 1.1 0.1 0.0 2.7 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 2.9 3.1 6.9 6.0 6.3 0.4 0.0 9.1 0.1 0.0 0.0 LnGrp Delay(d),s/veh 14.1 16.2 16.2 9.2 7.1 7.1 28.9 0.0 24.5 28.5 0.0 0.0 LnGrp LOS B B B A A A C C C Approach Vol, veh/h 379 1659 452 3 Approach Delay, s/veh 16.1 7.8 24.7 28.5 Approach LOS B A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 67.0 23.0 22.5 44.5 23.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.5 18.5 36.5 21.5 18.5 Max Q Clear Time (g_c+i1), s 13.8 20.5 16.1 7.8 2.1 Green Ext Time (p_c), s 13.6 0.0 1.9 7.8 1.6 Intersection Summary HCM 2010 Ctrl Delay 12.2 HCM 2010 LOS B Page 1

HCM 2010 Signalized Intersection Summary Existing AM 10: S. Valley Dr. & E. Saint Patrick St 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) 11 268 13 10 485 1 35 15 7 3 11 16 Future Volume (veh/h) 11 268 13 10 485 1 35 15 7 3 11 16 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 12 291 14 11 527 1 38 16 8 3 12 17 Adj No. of Lanes 1 2 0 1 2 0 0 1 0 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 335 988 47 427 1042 2 560 224 93 131 348 425 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 872 3438 165 1070 3624 7 856 472 197 57 733 895 Grp Volume(v), veh/h 12 149 156 11 257 271 62 0 0 32 0 0 Grp Sat Flow(s),veh/h/ln 872 1770 1834 1070 1770 1862 1525 0 0 1685 0 0 Q Serve(g_s), s 0.4 2.5 2.5 0.3 4.6 4.6 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 5.0 2.5 2.5 2.8 4.6 4.6 0.7 0.0 0.0 0.4 0.0 0.0 Prop In Lane 1.00 0.09 1.00 0.00 0.61 0.13 0.09 0.53 Lane Grp Cap(c), veh/h 335 509 527 427 509 535 877 0 0 904 0 0 V/C Ratio(X) 0.04 0.29 0.30 0.03 0.51 0.51 0.07 0.00 0.00 0.04 0.00 0.00 Avail Cap(c_a), veh/h 498 841 871 627 841 884 877 0 0 904 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 13.4 10.5 10.5 11.6 11.3 11.3 5.4 0.0 0.0 5.3 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.3 0.0 0.8 0.7 0.2 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.1 1.2 1.3 0.1 2.3 2.4 0.4 0.0 0.0 0.2 0.0 0.0 LnGrp Delay(d),s/veh 13.4 10.8 10.8 11.6 12.0 12.0 5.6 0.0 0.0 5.4 0.0 0.0 LnGrp LOS B B B B B B A A Approach Vol, veh/h 317 539 62 32 Approach Delay, s/veh 10.9 12.0 5.6 5.4 Approach LOS B B A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 22.5 15.4 22.5 15.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.0 18.0 18.0 18.0 Max Q Clear Time (g_c+i1), s 2.7 7.0 2.4 6.6 Green Ext Time (p_c), s 0.3 3.9 0.3 3.9 Intersection Summary HCM 2010 Ctrl Delay 11.0 HCM 2010 LOS B Page 2

HCM 2010 TWSC Existing AM 13: S. Valley Dr. & St. Francis St. 03/03/2017 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 1 2 5 105 32 2 Future Vol, veh/h 1 2 5 105 32 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 2 5 114 35 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 161 36 37 0-0 Stage 1 36 - - - - - Stage 2 125 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 830 1037 1574 - - - Stage 1 986 - - - - - Stage 2 901 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 828 1037 1574 - - - Mov Cap-2 Maneuver 828 - - - - - Stage 1 986 - - - - - Stage 2 898 - - - - - Approach EB NB SB HCM Control Delay, s 8.8 0.3 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1574-957 - - HCM Lane V/C Ratio 0.003-0.003 - - HCM Control Delay (s) 7.3 0 8.8 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0-0 - - Page 3

HCM 2010 Signalized Intersection Summary Existing PM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) 6 772 3 314 545 5 8 1 439 9 1 5 Future Volume (veh/h) 6 772 3 314 545 5 8 1 439 9 1 5 Number 1 6 16 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 1900 Adj Flow Rate, veh/h 7 839 3 341 592 5 9 1 477 10 1 5 Adj No. of Lanes 1 2 0 1 2 0 0 1 1 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 355 1326 5 939 3037 26 147 12 765 95 18 22 Arrive On Green 0.37 0.37 0.37 0.43 0.84 0.84 0.06 0.06 0.06 0.06 0.06 0.06 Sat Flow, veh/h 818 3617 13 1774 3597 30 1273 224 1583 533 320 387 Grp Volume(v), veh/h 7 410 432 341 291 306 10 0 477 16 0 0 Grp Sat Flow(s),veh/h/ln 818 1770 1860 1774 1770 1857 1496 0 1583 1240 0 0 Q Serve(g_s), s 0.5 17.2 17.2 1.0 2.8 2.8 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 3.3 17.2 17.2 1.0 2.8 2.8 0.5 0.0 0.0 0.8 0.0 0.0 Prop In Lane 1.00 0.01 1.00 0.02 0.90 1.00 0.62 0.31 Lane Grp Cap(c), veh/h 355 649 682 939 1494 1568 159 0 765 134 0 0 V/C Ratio(X) 0.02 0.63 0.63 0.36 0.19 0.19 0.06 0.00 0.62 0.12 0.00 0.00 Avail Cap(c_a), veh/h 355 649 682 939 1494 1568 367 0 994 292 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 20.0 23.5 23.5 12.7 1.3 1.3 40.4 0.0 17.2 40.5 0.0 0.0 Incr Delay (d2), s/veh 0.1 4.6 4.4 0.2 0.3 0.3 0.2 0.0 0.8 0.4 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 9.2 9.6 5.0 1.4 1.5 0.2 0.0 8.9 0.4 0.0 0.0 LnGrp Delay(d),s/veh 20.1 28.1 27.9 13.0 1.6 1.6 40.5 0.0 18.0 40.9 0.0 0.0 LnGrp LOS C C C B A A D B D Approach Vol, veh/h 849 938 487 16 Approach Delay, s/veh 28.0 5.7 18.5 40.9 Approach LOS C A B D Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 80.5 9.5 43.0 37.5 9.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 63.0 18.0 25.5 33.0 18.0 Max Q Clear Time (g_c+i1), s 4.8 2.5 3.0 19.2 2.8 Green Ext Time (p_c), s 5.4 1.8 4.9 4.6 1.8 Intersection Summary HCM 2010 Ctrl Delay 16.9 HCM 2010 LOS B Page 1

HCM 2010 Signalized Intersection Summary Existing PM 10: S. Valley Dr. & E. Saint Patrick St. 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) 21 411 33 14 282 4 35 15 7 3 21 23 Future Volume (veh/h) 21 411 33 14 282 4 35 15 7 3 21 23 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 23 447 36 15 307 4 38 16 8 3 23 25 Adj No. of Lanes 1 2 0 1 2 0 0 1 0 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 418 931 75 345 1004 13 561 224 93 114 405 401 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 1064 3319 266 909 3578 47 846 468 195 25 845 836 Grp Volume(v), veh/h 23 238 245 15 152 159 62 0 0 51 0 0 Grp Sat Flow(s),veh/h/ln1064 1770 1816 909 1770 1855 1509 0 0 1706 0 0 Q Serve(g_s), s 0.7 4.2 4.2 0.5 2.5 2.5 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 3.2 4.2 4.2 4.7 2.5 2.5 0.7 0.0 0.0 0.6 0.0 0.0 Prop In Lane 1.00 0.15 1.00 0.03 0.61 0.13 0.06 0.49 Lane Grp Cap(c), veh/h 418 497 509 345 497 520 878 0 0 920 0 0 V/C Ratio(X) 0.05 0.48 0.48 0.04 0.31 0.31 0.07 0.00 0.00 0.06 0.00 0.00 Avail Cap(c_a), veh/h 630 849 871 525 849 889 878 0 0 920 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 11.9 11.2 11.2 13.2 10.6 10.6 5.3 0.0 0.0 5.2 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.7 0.7 0.1 0.3 0.3 0.2 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 2.1 2.2 0.1 1.3 1.3 0.4 0.0 0.0 0.3 0.0 0.0 LnGrp Delay(d),s/veh 11.9 11.9 11.9 13.3 11.0 11.0 5.4 0.0 0.0 5.4 0.0 0.0 LnGrp LOS B B B B B B A A Approach Vol, veh/h 506 326 62 51 Approach Delay, s/veh 11.9 11.1 5.4 5.4 Approach LOS B B A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 22.5 15.0 22.5 15.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.0 18.0 18.0 18.0 Max Q Clear Time (g_c+i1), s 2.7 6.2 2.6 6.7 Green Ext Time (p_c), s 0.4 3.9 0.4 3.8 Intersection Summary HCM 2010 Ctrl Delay 10.9 HCM 2010 LOS B Page 2

HCM 2010 TWSC Existing PM 13: S. Valley Dr. & E. St. Francis St. 03/03/2017 Intersection Int Delay, s/veh 0.5 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 2 2 4 55 68 0 Future Vol, veh/h 2 2 4 55 68 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 2 4 60 74 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 142 74 74 0-0 Stage 1 74 - - - - - Stage 2 68 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 851 988 1526 - - - Stage 1 949 - - - - - Stage 2 955 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 848 988 1526 - - - Mov Cap-2 Maneuver 848 - - - - - Stage 1 949 - - - - - Stage 2 952 - - - - - Approach EB NB SB HCM Control Delay, s 9 0.5 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1526-913 - - HCM Lane V/C Ratio 0.003-0.005 - - HCM Control Delay (s) 7.4 0 9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0-0 - - Page 3

Johnson Ranch Traffic Impact Analysis APPENDIX C BACKGROUND TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix C

HCM 2010 Signalized Intersection Summary Short-Term Background AM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) 5 360 5 535 1050 5 20 5 415 5 5 0 Future Volume (veh/h) 5 360 5 535 1050 5 20 5 415 5 5 0 Number 1 6 16 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 1900 Adj Flow Rate, veh/h 5 391 5 582 1141 5 22 5 451 5 5 0 Adj No. of Lanes 1 2 0 1 2 0 0 1 1 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 294 1567 20 810 2510 11 313 64 653 174 155 0 Arrive On Green 0.44 0.44 0.44 0.21 0.69 0.69 0.21 0.21 0.21 0.21 0.21 0.00 Sat Flow, veh/h 489 3579 46 1774 3614 16 1170 312 1583 554 755 0 Grp Volume(v), veh/h 5 193 203 582 559 587 27 0 451 10 0 0 Grp Sat Flow(s),veh/h/ln 489 1770 1855 1774 1770 1860 1482 0 1583 1309 0 0 Q Serve(g_s), s 0.5 6.2 6.2 14.6 12.7 12.7 0.8 0.0 18.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.5 6.2 6.2 14.6 12.7 12.7 1.2 0.0 18.5 0.4 0.0 0.0 Prop In Lane 1.00 0.02 1.00 0.01 0.81 1.00 0.50 0.00 Lane Grp Cap(c), veh/h 294 775 812 810 1229 1292 377 0 653 329 0 0 V/C Ratio(X) 0.02 0.25 0.25 0.72 0.45 0.45 0.07 0.00 0.69 0.03 0.00 0.00 Avail Cap(c_a), veh/h 294 775 812 1182 1229 1292 377 0 653 329 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 14.4 16.0 16.0 8.4 6.1 6.1 28.9 0.0 21.7 28.6 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.8 0.7 1.2 1.2 1.2 0.1 0.0 3.1 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 3.2 3.3 7.2 6.5 6.8 0.5 0.0 9.7 0.2 0.0 0.0 LnGrp Delay(d),s/veh 14.5 16.7 16.7 9.6 7.4 7.3 28.9 0.0 24.9 28.6 0.0 0.0 LnGrp LOS B B B A A A C C C Approach Vol, veh/h 401 1728 478 10 Approach Delay, s/veh 16.7 8.1 25.1 28.6 Approach LOS B A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 67.0 23.0 23.1 43.9 23.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.5 18.5 37.5 20.5 18.5 Max Q Clear Time (g_c+i1), s 14.7 20.5 16.6 8.2 2.4 Green Ext Time (p_c), s 14.8 0.0 1.9 7.6 1.7 Intersection Summary HCM 2010 Ctrl Delay 12.6 HCM 2010 LOS B Page 1

HCM 2010 Signalized Intersection Summary Short-Term Background AM 10: S. Valley Dr. & E. Saint Patrick St 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) 15 275 15 10 495 5 55 25 30 5 15 20 Future Volume (veh/h) 15 275 15 10 495 5 55 25 30 5 15 20 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 16 299 16 11 538 5 60 27 33 5 16 22 Adj No. of Lanes 1 2 0 1 2 0 0 1 0 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 335 1008 54 429 1059 10 457 209 199 144 347 404 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.47 0.47 0.47 0.47 0.47 0.47 Sat Flow, veh/h 860 3418 182 1060 3593 33 673 445 424 83 737 859 Grp Volume(v), veh/h 16 154 161 11 265 278 120 0 0 43 0 0 Grp Sat Flow(s),veh/h/ln 860 1770 1831 1060 1770 1857 1542 0 0 1679 0 0 Q Serve(g_s), s 0.6 2.6 2.6 0.3 4.8 4.8 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 5.4 2.6 2.6 2.9 4.8 4.8 1.5 0.0 0.0 0.5 0.0 0.0 Prop In Lane 1.00 0.10 1.00 0.02 0.50 0.27 0.12 0.51 Lane Grp Cap(c), veh/h 335 522 540 429 522 547 866 0 0 894 0 0 V/C Ratio(X) 0.05 0.30 0.30 0.03 0.51 0.51 0.14 0.00 0.00 0.05 0.00 0.00 Avail Cap(c_a), veh/h 485 832 861 615 832 873 866 0 0 894 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 13.4 10.4 10.4 11.6 11.2 11.2 5.8 0.0 0.0 5.5 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.3 0.3 0.0 0.8 0.7 0.3 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.1 1.3 1.3 0.1 2.4 2.5 0.8 0.0 0.0 0.3 0.0 0.0 LnGrp Delay(d),s/veh 13.5 10.7 10.7 11.6 12.0 11.9 6.1 0.0 0.0 5.6 0.0 0.0 LnGrp LOS B B B B B B A A Approach Vol, veh/h 331 554 120 43 Approach Delay, s/veh 10.9 11.9 6.1 5.6 Approach LOS B B A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 22.5 15.8 22.5 15.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.0 18.0 18.0 18.0 Max Q Clear Time (g_c+i1), s 3.5 7.4 2.5 6.8 Green Ext Time (p_c), s 0.7 3.9 0.7 4.1 Intersection Summary HCM 2010 Ctrl Delay 10.7 HCM 2010 LOS B Page 2

HCM 2010 TWSC Short-Term Background AM 14: S. Valley Dr. 03/03/2017 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 5 5 5 105 35 5 Future Vol, veh/h 5 5 5 105 35 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 5 5 114 38 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 166 41 43 0-0 Stage 1 41 - - - - - Stage 2 125 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 824 1030 1566 - - - Stage 1 981 - - - - - Stage 2 901 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 822 1030 1566 - - - Mov Cap-2 Maneuver 822 - - - - - Stage 1 981 - - - - - Stage 2 898 - - - - - Approach EB NB SB HCM Control Delay, s 9 0.3 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1566-914 - - HCM Lane V/C Ratio 0.003-0.012 - - HCM Control Delay (s) 7.3 0 9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0-0 - - Page 3

HCM 2010 Signalized Intersection Summary Short-Term Background PM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) 10 805 5 330 570 5 10 5 460 10 5 5 Future Volume (veh/h) 10 805 5 330 570 5 10 5 460 10 5 5 Number 1 6 16 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 1900 Adj Flow Rate, veh/h 11 875 5 359 620 5 11 5 500 11 5 5 Adj No. of Lanes 1 2 0 1 2 0 0 1 1 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 337 1279 7 939 3038 24 116 40 785 85 32 18 Arrive On Green 0.35 0.35 0.35 0.44 0.84 0.84 0.06 0.06 0.06 0.06 0.06 0.06 Sat Flow, veh/h 797 3608 21 1774 3598 29 870 715 1583 434 582 317 Grp Volume(v), veh/h 11 429 451 359 305 320 16 0 500 21 0 0 Grp Sat Flow(s),veh/h/ln 797 1770 1859 1774 1770 1858 1585 0 1583 1333 0 0 Q Serve(g_s), s 0.9 18.6 18.6 2.7 2.9 2.9 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 3.8 18.6 18.6 2.7 2.9 2.9 0.7 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.01 1.00 0.02 0.69 1.00 0.52 0.24 Lane Grp Cap(c), veh/h 337 627 659 939 1494 1569 156 0 785 135 0 0 V/C Ratio(X) 0.03 0.68 0.68 0.38 0.20 0.20 0.10 0.00 0.64 0.16 0.00 0.00 Avail Cap(c_a), veh/h 337 627 659 939 1494 1569 376 0 1015 303 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 21.0 24.8 24.8 13.0 1.3 1.3 40.5 0.0 16.7 40.6 0.0 0.0 Incr Delay (d2), s/veh 0.2 6.0 5.7 0.3 0.3 0.3 0.3 0.0 0.9 0.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 10.1 10.6 5.3 1.5 1.6 0.4 0.0 9.2 0.5 0.0 0.0 LnGrp Delay(d),s/veh 21.2 30.7 30.4 13.3 1.6 1.6 40.8 0.0 17.6 41.1 0.0 0.0 LnGrp LOS C C C B A A D B D Approach Vol, veh/h 891 984 516 21 Approach Delay, s/veh 30.5 5.9 18.3 41.1 Approach LOS C A B D Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 80.5 9.5 44.1 36.4 9.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.9 18.1 26.5 31.9 18.1 Max Q Clear Time (g_c+i1), s 4.9 2.7 4.7 20.6 3.0 Green Ext Time (p_c), s 5.7 1.9 5.1 4.3 1.9 Intersection Summary HCM 2010 Ctrl Delay 17.9 HCM 2010 LOS B Page 1

HCM 2010 Signalized Intersection Summary Short-Term Background PM 10: S. Valley Dr. & E. Saint Patrick St 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) 25 420 35 15 290 5 35 15 10 5 25 25 Future Volume (veh/h) 25 420 35 15 290 5 35 15 10 5 25 25 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 27 457 38 16 315 5 38 16 11 5 27 27 Adj No. of Lanes 1 2 0 1 2 0 0 1 0 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 419 945 78 344 1018 16 532 217 122 126 418 372 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 1055 3310 274 899 3566 57 799 455 255 48 878 782 Grp Volume(v), veh/h 27 244 251 16 156 164 65 0 0 59 0 0 Grp Sat Flow(s),veh/h/ln1055 1770 1814 899 1770 1853 1510 0 0 1708 0 0 Q Serve(g_s), s 0.8 4.3 4.3 0.6 2.6 2.6 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 3.4 4.3 4.3 4.9 2.6 2.6 0.7 0.0 0.0 0.7 0.0 0.0 Prop In Lane 1.00 0.15 1.00 0.03 0.58 0.17 0.08 0.46 Lane Grp Cap(c), veh/h 419 505 518 344 505 529 870 0 0 917 0 0 V/C Ratio(X) 0.06 0.48 0.49 0.05 0.31 0.31 0.07 0.00 0.00 0.06 0.00 0.00 Avail Cap(c_a), veh/h 620 843 864 515 843 883 870 0 0 917 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 11.9 11.2 11.2 13.2 10.6 10.6 5.4 0.0 0.0 5.4 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.7 0.7 0.1 0.3 0.3 0.2 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 2.2 2.3 0.1 1.3 1.4 0.4 0.0 0.0 0.4 0.0 0.0 LnGrp Delay(d),s/veh 12.0 11.9 11.9 13.3 10.9 10.9 5.5 0.0 0.0 5.5 0.0 0.0 LnGrp LOS B B B B B B A A Approach Vol, veh/h 522 336 65 59 Approach Delay, s/veh 11.9 11.0 5.5 5.5 Approach LOS B B A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 22.5 15.3 22.5 15.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.0 18.0 18.0 18.0 Max Q Clear Time (g_c+i1), s 2.7 6.3 2.7 6.9 Green Ext Time (p_c), s 0.5 4.0 0.5 3.9 Intersection Summary HCM 2010 Ctrl Delay 10.8 HCM 2010 LOS B Page 2

HCM 2010 TWSC Short-Term Background PM 14: S. Valley Dr. & E. St. Francis St. 03/03/2017 Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 5 5 5 55 75 0 Future Vol, veh/h 5 5 5 55 75 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 5 5 60 82 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 153 82 82 0-0 Stage 1 82 - - - - - Stage 2 71 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 839 978 1515 - - - Stage 1 941 - - - - - Stage 2 952 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 836 978 1515 - - - Mov Cap-2 Maneuver 836 - - - - - Stage 1 941 - - - - - Stage 2 949 - - - - - Approach EB NB SB HCM Control Delay, s 9 0.6 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1515-901 - - HCM Lane V/C Ratio 0.004-0.012 - - HCM Control Delay (s) 7.4 0 9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0-0 - - Page 3

HCM 2010 Signalized Intersection Summary Long-Term Background AM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) 10 515 5 630 1500 5 30 5 600 5 5 5 Future Volume (veh/h) 10 515 5 630 1500 5 30 5 600 5 5 5 Number 1 6 16 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 1900 Adj Flow Rate, veh/h 11 560 5 685 1630 5 33 5 652 5 5 5 Adj No. of Lanes 1 3 0 1 3 0 0 1 1 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 200 2045 18 803 3658 11 324 44 723 117 115 90 Arrive On Green 0.39 0.39 0.39 0.26 0.70 0.70 0.20 0.20 0.20 0.20 0.20 0.20 Sat Flow, veh/h 306 5198 46 1774 5234 16 1240 219 1583 319 571 445 Grp Volume(v), veh/h 11 365 200 685 1056 579 38 0 652 15 0 0 Grp Sat Flow(s),veh/h/ln 306 1695 1855 1774 1695 1860 1459 0 1583 1335 0 0 Q Serve(g_s), s 2.0 6.6 6.6 18.6 12.3 12.3 1.2 0.0 18.1 0.0 0.0 0.0 Cycle Q Clear(g_c), s 2.0 6.6 6.6 18.6 12.3 12.3 1.8 0.0 18.1 0.6 0.0 0.0 Prop In Lane 1.00 0.03 1.00 0.01 0.87 1.00 0.33 0.33 Lane Grp Cap(c), veh/h 200 1333 729 803 2369 1300 368 0 723 322 0 0 V/C Ratio(X) 0.05 0.27 0.27 0.85 0.45 0.45 0.10 0.00 0.90 0.05 0.00 0.00 Avail Cap(c_a), veh/h 200 1333 729 1128 2369 1300 368 0 723 322 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 17.2 18.6 18.6 10.0 5.9 5.9 29.4 0.0 22.6 29.0 0.0 0.0 Incr Delay (d2), s/veh 0.5 0.5 0.9 4.7 0.6 1.1 0.1 0.0 14.5 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 3.2 3.6 9.8 5.8 6.5 0.8 0.0 17.8 0.3 0.0 0.0 LnGrp Delay(d),s/veh 17.7 19.1 19.5 14.7 6.5 7.0 29.5 0.0 37.1 29.0 0.0 0.0 LnGrp LOS B B B B A A C D C Approach Vol, veh/h 576 2320 690 15 Approach Delay, s/veh 19.2 9.1 36.7 29.0 Approach LOS B A D C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 67.4 22.6 27.5 39.9 22.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.9 18.1 39.5 18.9 18.1 Max Q Clear Time (g_c+i1), s 14.3 20.1 20.6 8.6 2.6 Green Ext Time (p_c), s 26.8 0.0 2.4 8.6 2.7 Intersection Summary HCM 2010 Ctrl Delay 16.1 HCM 2010 LOS B Page 1

HCM 2010 Signalized Intersection Summary Long-Term Background AM 10: S. Valley Dr. & E. Saint Patrick St. 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) 15 410 20 15 620 5 65 30 35 10 15 20 Future Volume (veh/h) 15 410 20 15 620 5 65 30 35 10 15 20 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 16 446 22 16 674 5 71 33 38 11 16 22 Adj No. of Lanes 1 2 0 1 2 0 0 1 0 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 358 1373 68 446 1440 11 389 183 165 192 267 294 Arrive On Green 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 Sat Flow, veh/h 758 3434 169 921 3601 27 673 457 413 234 668 735 Grp Volume(v), veh/h 16 229 239 16 331 348 142 0 0 49 0 0 Grp Sat Flow(s),veh/h/ln 758 1770 1833 921 1770 1858 1544 0 0 1638 0 0 Q Serve(g_s), s 0.7 4.0 4.0 0.5 6.2 6.2 0.4 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 6.9 4.0 4.0 4.6 6.2 6.2 2.4 0.0 0.0 0.8 0.0 0.0 Prop In Lane 1.00 0.09 1.00 0.01 0.50 0.27 0.22 0.45 Lane Grp Cap(c), veh/h 358 708 733 446 708 743 737 0 0 753 0 0 V/C Ratio(X) 0.04 0.32 0.33 0.04 0.47 0.47 0.19 0.00 0.00 0.07 0.00 0.00 Avail Cap(c_a), veh/h 358 708 733 446 708 743 737 0 0 753 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 12.5 9.3 9.3 10.9 10.0 10.0 8.8 0.0 0.0 8.3 0.0 0.0 Incr Delay (d2), s/veh 0.2 1.2 1.2 0.2 2.2 2.1 0.6 0.0 0.0 0.2 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 2.2 2.2 0.2 3.4 3.5 1.3 0.0 0.0 0.4 0.0 0.0 LnGrp Delay(d),s/veh 12.8 10.5 10.5 11.0 12.2 12.1 9.4 0.0 0.0 8.5 0.0 0.0 LnGrp LOS B B B B B B A A Approach Vol, veh/h 484 695 142 49 Approach Delay, s/veh 10.6 12.1 9.4 8.5 Approach LOS B B A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 22.5 22.5 22.5 22.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.0 18.0 18.0 18.0 Max Q Clear Time (g_c+i1), s 4.4 8.9 2.8 8.2 Green Ext Time (p_c), s 0.8 4.7 0.9 4.9 Intersection Summary HCM 2010 Ctrl Delay 11.2 HCM 2010 LOS B Page 2

HCM 2010 TWSC Long-Term Background AM 15: S. Valley Dr. & E. St. Francis 03/03/2017 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 5 5 10 125 40 5 Future Vol, veh/h 5 5 10 125 40 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 5 11 136 43 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 204 46 49 0-0 Stage 1 46 - - - - - Stage 2 158 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 784 1023 1558 - - - Stage 1 976 - - - - - Stage 2 871 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 778 1023 1558 - - - Mov Cap-2 Maneuver 778 - - - - - Stage 1 976 - - - - - Stage 2 864 - - - - - Approach EB NB SB HCM Control Delay, s 9.1 0.5 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1558-884 - - HCM Lane V/C Ratio 0.007-0.012 - - HCM Control Delay (s) 7.3 0 9.1 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0-0 - - Page 3

HCM 2010 Signalized Intersection Summary Long-Term Background PM 3: E. Saint Patrick St & South Dakota 44 03/03/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (veh/h) 10 1160 10 380 820 5 15 5 660 15 5 10 Future Volume (veh/h) 10 1160 10 380 820 5 15 5 660 15 5 10 Number 1 6 16 5 2 12 7 4 14 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 1900 Adj Flow Rate, veh/h 11 1261 11 413 891 5 16 5 717 16 5 11 Adj No. of Lanes 1 3 0 1 3 0 0 1 1 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 250 1612 14 937 4315 24 148 37 855 87 31 31 Arrive On Green 0.31 0.31 0.31 0.47 0.83 0.83 0.07 0.07 0.07 0.07 0.07 0.07 Sat Flow, veh/h 619 5200 45 1774 5218 29 1056 505 1583 368 429 418 Grp Volume(v), veh/h 11 822 450 413 579 317 21 0 717 32 0 0 Grp Sat Flow(s),veh/h/ln 619 1695 1855 1774 1695 1858 1561 0 1583 1215 0 0 Q Serve(g_s), s 1.2 19.9 19.9 7.4 3.2 3.2 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 4.4 19.9 19.9 7.4 3.2 3.2 1.0 0.0 0.0 1.5 0.0 0.0 Prop In Lane 1.00 0.02 1.00 0.02 0.76 1.00 0.50 0.34 Lane Grp Cap(c), veh/h 250 1051 575 937 2803 1536 185 0 855 149 0 0 V/C Ratio(X) 0.04 0.78 0.78 0.44 0.21 0.21 0.11 0.00 0.84 0.21 0.00 0.00 Avail Cap(c_a), veh/h 250 1051 575 937 2803 1536 374 0 1058 278 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 24.1 28.3 28.3 13.6 1.6 1.6 39.1 0.0 17.4 39.4 0.0 0.0 Incr Delay (d2), s/veh 0.3 5.8 10.2 0.3 0.2 0.3 0.3 0.0 5.1 0.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 10.1 11.7 6.4 1.5 1.7 0.5 0.0 15.9 0.8 0.0 0.0 LnGrp Delay(d),s/veh 24.5 34.1 38.5 13.9 1.8 1.9 39.4 0.0 22.5 40.1 0.0 0.0 LnGrp LOS C C D B A A D C D Approach Vol, veh/h 1283 1309 738 32 Approach Delay, s/veh 35.5 5.6 22.9 40.1 Approach LOS D A C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 78.9 11.1 46.5 32.4 11.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.9 18.1 30.5 27.9 18.1 Max Q Clear Time (g_c+i1), s 5.2 3.0 9.4 21.9 3.5 Green Ext Time (p_c), s 9.4 3.1 7.6 3.9 3.0 Intersection Summary HCM 2010 Ctrl Delay 21.2 HCM 2010 LOS C Page 1

HCM 2010 Signalized Intersection Summary Long-Term Background PM 10: S. Valley Dr. & E. Saint Patrick St. 03/03/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (veh/h) 30 525 40 20 370 5 45 20 10 10 30 30 Future Volume (veh/h) 30 525 40 20 370 5 45 20 10 10 30 30 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 33 571 43 22 402 5 49 22 11 11 33 33 Adj No. of Lanes 1 2 0 1 2 0 0 1 0 0 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 476 1335 100 382 1432 18 454 194 81 139 340 290 Arrive On Green 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 Sat Flow, veh/h 974 3337 251 805 3580 44 815 484 201 118 849 725 Grp Volume(v), veh/h 33 302 312 22 199 208 82 0 0 77 0 0 Grp Sat Flow(s),veh/h/ln 974 1770 1818 805 1770 1855 1501 0 0 1692 0 0 Q Serve(g_s), s 1.1 5.6 5.6 0.9 3.4 3.4 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 4.5 5.6 5.6 6.5 3.4 3.4 1.3 0.0 0.0 1.3 0.0 0.0 Prop In Lane 1.00 0.14 1.00 0.02 0.60 0.13 0.14 0.43 Lane Grp Cap(c), veh/h 476 708 727 382 708 742 728 0 0 768 0 0 V/C Ratio(X) 0.07 0.43 0.43 0.06 0.28 0.28 0.11 0.00 0.00 0.10 0.00 0.00 Avail Cap(c_a), veh/h 476 708 727 382 708 742 728 0 0 768 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 10.6 9.8 9.8 12.1 9.1 9.1 8.5 0.0 0.0 8.5 0.0 0.0 Incr Delay (d2), s/veh 0.3 1.9 1.8 0.3 1.0 0.9 0.3 0.0 0.0 0.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.3 3.1 3.1 0.2 1.8 1.9 0.7 0.0 0.0 0.7 0.0 0.0 LnGrp Delay(d),s/veh 10.9 11.7 11.6 12.4 10.1 10.1 8.8 0.0 0.0 8.7 0.0 0.0 LnGrp LOS B B B B B B A A Approach Vol, veh/h 647 429 82 77 Approach Delay, s/veh 11.6 10.2 8.8 8.7 Approach LOS B B A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 22.5 22.5 22.5 22.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.0 18.0 18.0 18.0 Max Q Clear Time (g_c+i1), s 3.3 7.6 3.3 8.5 Green Ext Time (p_c), s 0.7 4.7 0.7 4.4 Intersection Summary HCM 2010 Ctrl Delay 10.8 HCM 2010 LOS B Page 2

HCM 2010 TWSC Long-Term Background PM 15: S. Valley Dr. & E. St. Francis 03/03/2017 Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 5 5 10 70 85 5 Future Vol, veh/h 5 5 10 70 85 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 5 11 76 92 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 193 95 98 0-0 Stage 1 95 - - - - - Stage 2 98 - - - - - Critical Hdwy 7.12 6.22 4.12 - - - Critical Hdwy Stg 1 6.12 - - - - - Critical Hdwy Stg 2 6.12 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 767 962 1495 - - - Stage 1 912 - - - - - Stage 2 908 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 762 962 1495 - - - Mov Cap-2 Maneuver 762 - - - - - Stage 1 905 - - - - - Stage 2 901 - - - - - Approach EB NB SB HCM Control Delay, s 9.3 0.9 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1495-850 - - HCM Lane V/C Ratio 0.007-0.013 - - HCM Control Delay (s) 7.4 0 9.3 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0-0 - - Page 3

Johnson Ranch Traffic Impact Analysis APPENDIX D TOTAL TRAFFIC LEVEL OF SERVICE WORKSHEETS Appendix D