ARVADA TRIANGLE REDEVELOPMENT TRAFFIC IMPACT ANALYSIS

ARVADA TRIANGLE REDEVELOPMENT TRAFFIC IMPACT ANALYSIS Prepared for: Arvada Urban Renewal Authority 5601 Olde Wadsworth Boulevard, Suite 210 Arvada, Colorado 80002 (720) 898-7062 Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO 80111 (303) 721-1440 Project Manager: Jeremy Hahn, PE, PTOE FHU Reference No. 11-033-01 March 2011

Arvada Triangle Redevelopment Traffic Impact Analysis TABLE OF CONTENTS Page I. INTRODUCTION -------------------------------------------------------------------------------------------- 1 II. EXISTING CONDITIONS --------------------------------------------------------------------------------- 4 A. Existing Site ----------------------------------------------------------------------------------------- 4 B. Existing Roadway Network --------------------------------------------------------------------- 4 C. Traffic Volumes ------------------------------------------------------------------------------------ 5 D. Traffic Operations --------------------------------------------------------------------------------- 5 III. PROPOSED PROJECT ----------------------------------------------------------------------------------- 7 A. Project Description -------------------------------------------------------------------------------- 7 B. Site Trip Generation ------------------------------------------------------------------------------ 9 C. Trip Distribution and Traffic Assignment ---------------------------------------------------- 10 IV. BACKGROUND (WITHOUT SITE) TRAFFIC CONDITIONS ---------------------------------- 13 A. Roadway Network -------------------------------------------------------------------------------- 13 B. Traffic Volumes ----------------------------------------------------------------------------------- 13 C. Traffic Operations -------------------------------------------------------------------------------- 13 V. TOTAL (WITH SITE) FUTURE TRAFFIC CONDITIONS ---------------------------------------- 17 A. Traffic Volumes ----------------------------------------------------------------------------------- 17 B. Traffic Operations -------------------------------------------------------------------------------- 17 C. Site Access ---------------------------------------------------------------------------------------- 20 VII. SUMMARY AND RECOMMENDATIONS ----------------------------------------------------------- 21 LIST OF APPENDICES APPENDIX A EXISTING TRAFFIC COUNTS APPENDIX B EXISTING TRAFFIC LEVEL OF SERVICE WORKSHEETS APPENDIX C BACKGROUND TRAFFIC LEVEL OF SERVICE WORKSHEETS APPENDIX D TOTAL TRAFFIC LEVEL OF SERVICE WORKSHEETS

Arvada Triangle Redevelopment Traffic Impact Analysis LIST OF FIGURES Page Figure 1. Vicinity Map ----------------------------------------------------------------------------------------- 2 Figure 2. Potential Site Plan --------------------------------------------------------------------------------- 3 Figure 3. Existing Traffic Conditions ---------------------------------------------------------------------- 6 Figure 4. Parcel Layout --------------------------------------------------------------------------------------- 8 Figure 5. Site Traffic Distribution and Assignment ---------------------------------------------------- 12 Figure 6. Year 2020 Background Traffic Conditions ------------------------------------------------- 14 Figure 7. Year 2035 Background Traffic Conditions ------------------------------------------------- 15 Figure 8. Year 2020 Total Traffic Conditions ----------------------------------------------------------- 18 Figure 9. Year 2035 Total Traffic Conditions ----------------------------------------------------------- 19 LIST OF TABLES Table 1. Development Summary by Parcel ------------------------------------------------------------ 9 Table 2. Trip Generation Summary ---------------------------------------------------------------------- 10

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

58th Ave. FELSBURG HOLT & ULLEVIG Westwood Mesa TIA, 11-021-01, 03/11/11 Kipling Pkwy. Allendale Dr. 59th Pl. Ralston Rd. PROJECT SITE Independence St. DRAFT Brooks Dr. Ralston Rd. 57th Ave. Grandview Ave. Vicinity Map Figure 1 NORTH

ep en St Kip ling Pkw Westwood Mesa TIA, 11-021-01, 03/11/11 d In d en ce FELSBURG H O LT & ULLE VI G DRAFT Garrison St. Holland St.. y. Figure 2 NORTH Potential Site Plan Ralston Rd.

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

Arvada Triangle Redevelopment Traffic Impact Analysis C. Traffic Volumes Evening peak hour traffic volumes were derived from the Ralston Road Traffic Primer, Felsburg Holt & Ullevig, February 2010. Traffic volumes from the Ralston Road report were recorded during the month of November 2009 at the Kipling Parkway, Independence Street, Garrison Street and Holland Street intersections with Ralston Road. The peak hour traffic counts were collected in 15-minute intervals on a typical day during the hours of 4:00 PM to 6:00 PM. The existing traffic volumes in the vicinity of the site are presented on Figure 3 and the raw traffic count data can be found in Appendix A. The existing counts show that traffic flows along in the area are primarily to the eastbound and northbound directions in the afternoon. D. Traffic Operations Traffic operations within the study area were evaluated according to techniques documented in the Highway Capacity Manual (Transportation Research Board, 2000) using the existing traffic volumes and intersection geometry. Level of Service (LOS) is a qualitative measure of traffic operational conditions, based on roadway capacity and vehicle delay. LOS is described by a letter designation ranging from A to F, with LOS A representing almost free-flow travel, while LOS F represents congested conditions. At signalized intersections, an overall LOS is reported for the intersection, while LOS at unsignalized intersections are calculated for movements which must yield right-of-way to other traffic movements. The results of the analysis show that each of the study area signalized intersection operates at LOS C or better, an acceptable condition, during the PM peak hour. The results of the capacity analyses are shown on Figure 3, and Appendix B contains the existing traffic operational analysis worksheets. Page 5

FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, 11-033-01, 03/11/11 Holland St. Ralston Rd. Existing Traffic Conditions Figure 3 NORTH Garrison St. Independence St. Kipling Pkwy. C 170 570 440 55 485 150 LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal 195 650 25 350 1180 310 40 635 125 170 250 270 200 130 35 130 590 110 B C 75 875 50 25 25 25 55 15 55 50 755 50 200 940 5 DRAFT 130 780 45 B 25 25 25 100 40 135

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

Westwood Mesa TIA, 11-021-01, 03/11/11 FELSBURG H O LT & ULLE VI G PARCEL 12 PARCEL 11 PARCEL 7 PARCEL 6 PARCEL 5 PARCEL 4 PARCEL 9 PARCEL 10 PARCEL 3 PARCEL 8 DRAFT PARCEL 2 PARCEL 1 NORTH Parcel Layout Figure 4

Arvada Triangle Redevelopment Traffic Impact Analysis Table 1. Development Summary by Parcel Land Use New Development Proposed Land Use New Development Proposed PARCEL 1 PARCEL 7 Retail 20,000 SF Retail 2,000 SF Office 20,000 SF Office 12,000 SF Townhomes 26 D.U. Townhomes 22 D.U. PARCEL 2 PARCEL 8 Townhomes 117 D.U. Retail 140,000 SF PARCEL 3 Townhomes 219 D.U. Townhomes 200 D.U. PARCEL 9 PARCEL 4 Retail 50,000 SF Retail 170,000 SF Townhomes 101 D.U. PARCEL 5 PARCEL 10 Retail 10,000 SF Townhomes 117 D.U. PARCEL 6 PARCEL 11 Retail 1,000 SF Retail 60,000 SF Office 5,000 SF PARCEL 12 Townhomes 7 D.U. No Development Planned B. Site Trip Generation The number of vehicle-trips generated by the proposed development was forecast based on equations and procedures documented in Trip Generation, Institute of Transportation Engineers, Eighth Edition, 2008. The trip rates, contained in the manual, are developed primarily through field observations of similar land uses throughout the nation. The data contained in the trip generation manual is nationally recognized and is used by the vast majority of municipalities in Colorado to determine the impact future developments may have on the surrounding transportation infrastructure. Table 2 shows the trip generation for the proposed development overall, and by parcel. Page 9

Arvada Triangle Redevelopment Traffic Impact Analysis Table 2. Trip Generation Summary Land Use Intensity ITE Code Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Townhomes 809 D.U. 230 3,970 47 228 275 224 110 334 Office Buildings 37,000 SF 710 625 75 10 85 20 100 120 Shopping Center 448,000 SF 820 18,000 228 145 373 852 886 1,738 TOTAL EXTERNAL TRIPS 22,595 350 383 733 1,096 1,096 2,192 PARCEL 1 1,275 53 18 71 56 98 154 PARCEL 2 575 7 33 40 23 16 48 PARCEL 3 985 12 56 68 55 27 82 PARCEL 4 6,835 55 87 142 323 336 659 PARCEL 5 405 5 3 8 19 20 39 PARCEL 6 165 11 3 14 7 17 24 PARCEL 7 400 26 10 36 16 39 55 PARCEL 8 6,700 84 107 191 327 307 634 PARCEL 9 2,510 31 44 75 123 113 236 PARCEL 10 560 6 34 40 33 15 48 PARCEL 11 2,190 30 20 50 105 110 215 The proposed development would generate approximately 22,600 vehicle trips per day (vpd), 733 vehicle trips per hour (vph) during the AM peak and 2,192 vph during the PM peak hour when fully built-out. To remain conservative (high estimate) while maintaining flexible with development intensities, an internal reduction (trips between uses that stay on-site) and pass-by trip assignment was not applied to the trip generation estimates. C. Trip Distribution and Traffic Assignment Trip distribution percentages in the report were based on previous reports completed in the area including the Ralston Road Traffic Primer, the Ralston Fields Urban Renewal Plan, September 2003 and the Ridge Home Property Urban Renewal Plan, August 1999. Each report based site distribution on estimates contained in the current DRCOG travel demand model. Using the distribution estimates from each of those reports, distribution percentages were further refined based on the development s location relative to the major surrounding roadways and the types of proposed land uses on individual parcels. Two different distribution percentages were used in the study, and are as follows: Retail / Office Uses 15 percent to/from the west on Ralston Road 15 percent to/from the east on Ralston Road 5 percent to/from the north on Garrison Street 4 percent to/from the south on Garrison Street Page 10

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

15% 10% FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, 11-033-01, 03/11/11 156 21 156 272 25% 32% LEGEND XXX(XXX) XX XX 16% 6% (at Kipling/ Independence Intersection) 20% 20% Holland St. 5% 1% 4% 1% Garrison St. Independence St. Kipling Pkwy. 20 298 72 354 94 38 370 50 = AM(PM) Peak Hour Traffic Volumes = Retail/Office Distribution Percentage = Residential Distribution Percentage 93 85 5 118 94 68 300 197 58 34 5 101 82 5 280 97 138 36 8 138 60 28 139 137 DRAFT 7 23 16 26 14 118 Ralston Rd. 15% 30% Figure 5 Site Traffic Distribution and Assignment NORTH

Arvada Triangle Redevelopment Traffic Impact Analysis IV. BACKGROUND (WITHOUT SITE) TRAFFIC CONDITIONS A. Roadway Network Per the Ralston Road Traffic Primer report and on-going discussions, the Ralston Road corridor is planned to remain as a four-lane arterial throughout the study area. However, portions of the roadway will be improved to include a raised center median. B. Traffic Volumes The mid- and long-term background traffic volumes were based on information contained in the Ralston Road Traffic Primer report. Per the Ralston Road report, traffic volumes in the study area are projected to grow 30% between now and year 2035. The growth rate was established by a review of growth in population and employment numbers in the DRCOG travel demand model. It should be noted that the 30% growth rate accounted for the potential redevelopment of the Arvada Triangle. Using previous recommendations, peak hour traffic volumes at the study intersections were adjusted by the base 30% (15% for the mid-year horizon) growth factor. Reductions to the base 30% factor were then applied at each intersection to account for lower growth along roadway corridors that are surrounded by built out land uses (Garrison Street north, Independence Street), and to avoid double counting redevelopment within the Arvada Triangle. Small shifts in background traffic were also assumed for the extension of Garrison Street south to 57 th Avenue. The mid- and long-term background traffic volumes are shown on Figure 6 and Figure 7 respectively. C. Traffic Operations Mid-Point Horizon Level of Service analyses were conducted, using the same procedures described previously, to determine the operational characteristics of the study intersections. The results of the capacity analysis shows that the Kipling Parkway / Ralston Road intersection would operate at LOS C during the PM peak hour. While the intersection would operate with an acceptable LOS, several movements would be nearing capacity including most left-turning movements as well as the northbound through movement. The Independence Street and Garrison Street intersections would operate at LOS C during the PM peak hour. The Holland Street / Ralston Road intersection would operate at LOS A during the PM peak hour. Due to the redevelopment to the area north (complete redevelopment) of Ralston Road, the southbound approach would be removed. The results of the capacity analysis are shown on Figure 6 and Appendix C contains the background traffic operational analysis worksheets. Page 13

FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, 11-033-01, 03/11/11 Holland St. Ralston Rd. Year 2020 Background Traffic Conditions Figure 6 NORTH Garrison St. Independence St. Kipling Pkwy. C 190 580 445 60 460 160 LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal 215 685 30 365 1240 330 45 655 135 185 265 290 210 140 40 140 620 120 A 850 50 980 50 C DRAFT 25 25 150 835 45 210 1015 10 C 115 40 145 30 30 30

FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, 11-033-01, 03/11/11 Holland St. Ralston Rd. Year 2035 Background Traffic Conditions Figure 7 NORTH Garrison St. Independence St. Kipling Pkwy. D 220 610 465 65 485 165 LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal 220 715 30 380 1300 345 55 770 140 190 275 300 245 145 50 160 725 125 B 985 50 1140 50 C DRAFT 25 25 170 975 45 245 1185 10 C 130 40 170 30 30 30

Arvada Triangle Redevelopment Traffic Impact Analysis Long-Term Horizon Level of Service analyses were conducted, using the same procedures described previously, to determine the operational characteristics of the study intersections. The results of the capacity analysis shows that the Kipling Parkway / Ralston Road intersection would operate at LOS D during the PM peak hour, and would near the capacity threshold. Several movements would operate at or over capacity. It should be noted that the Ralston Road Primer Study concluded that the Ralston Road and corridor would operate at or near the capacity threshold by year 2035. The Independence Street / Ralston Road and Garrison Street / Ralston Road intersections would operate at LOS C during the PM peak hour. The Holland Street intersection would operate at LOS B during the PM peak hour in year 2035. The results of the capacity analyses are shown on Figure 7 and Appendix C contains the background traffic operational analysis worksheets. Page 16

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

FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, 11-033-01, 03/11/11 Holland St. Ralston Rd. Year 2020 Total Traffic Conditions Figure 8 NORTH Garrison St. Independence St. Kipling Pkwy. D 215 740 720 60 620 120 LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal 235 685 30 665 1240 330 85 1025 185 305 360 360 305 225 45 215 975 215 C 300 1180 110 D DRAFT 60 5 130 85 5 280 100 990 90 160 975 105 240 1155 145 B 125 65 165 55 40 145

FELSBURG HOLT & ULLEVIG Arvada Triangle TIA, 11-033-01, 03/11/11 Holland St. Ralston Rd. Year 2035 Total Traffic Conditions Figure 9 NORTH Garrison St. Independence St. Kipling Pkwy. E 245 770 740 65 645 165 LEGEND XXX X = PM Peak Hour Traffic Volumes = PM Peak Hour Signalized Intersection Level of Service = Traffic Signal 240 715 30 680 1300 345 95 1140 190 310 370 370 340 230 55 235 1080 225 C 300 1340 110 D DRAFT 60 5 130 85 5 280 100 1125 90 180 1115 105 275 1325 145 C 140 65 190 55 40 145

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

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

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

WWW.ALLTRAFFICDATA.NET File Name : PM_14394 GARRISON&58TH Site Code : 00000000 Start Date : 11/17/2009 Page No : 1 Groups Printed- Unshifted GARRISON ST Southbound 58TH AVE Westbound GARRISON ST Northbound 58TH AVE Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total 04:00 PM 27 10 16 0 33 176 5 1 5 4 2 1 0 180 41 1 502 04:15 PM 28 4 26 0 27 177 9 0 5 3 3 0 2 222 24 0 530 04:30 PM 26 5 28 1 23 199 4 1 6 4 6 0 0 237 43 0 583 04:45 PM 34 9 19 0 21 204 9 0 1 8 3 1 2 245 38 0 594 Total 115 28 89 1 104 756 27 2 17 19 14 2 4 884 146 1 2209 05:00 PM 38 12 30 0 33 213 11 0 8 2 9 0 0 238 57 0 651 05:15 PM 30 10 31 0 39 184 13 0 8 8 6 0 4 237 37 0 607 05:30 PM 34 8 19 0 35 180 9 0 6 5 5 0 0 221 65 0 587 05:45 PM 36 8 27 0 35 186 8 0 6 5 4 0 1 188 41 0 545 Total 138 38 107 0 142 763 41 0 28 20 24 0 5 884 200 0 2390 Grand Total 253 66 196 1 246 1519 68 2 45 39 38 2 9 1768 346 1 4599 Apprch % 49 12.8 38 0.2 13.4 82.8 3.7 0.1 36.3 31.5 30.6 1.6 0.4 83.2 16.3 0 Total % 5.5 1.4 4.3 0 5.3 33 1.5 0 1 0.8 0.8 0 0.2 38.4 7.5 0 GARRISON ST Out In Total 631 516 1147 253 Right 66 Thru 196 Left 1 Peds 58TH AVE Out In Total 1810 2124 3934 346 Left 1768 Thru 9 1 Right Peds 11/17/2009 04:00 PM 11/17/2009 05:45 PM Unshifted North 246 1519 68 2 Right Thru Left Peds Out In Total 2009 1835 3844 58TH AVE Left 38 Thru 39 Right 45 Peds 2 143 124 267 Out In Total GARRISON ST

WWW.ALLTRAFFICDATA.NET File Name : PM_14394 GARRISON&58TH Site Code : 00000000 Start Date : 11/17/2009 Page No : 2 GARRISON ST Southbound 58TH AVE Westbound GARRISON ST Northbound 58TH AVE Eastbound Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 34 9 19 0 62 21 204 9 0 234 1 8 3 1 13 2 245 38 0 285 594 05:00 PM 38 12 30 0 80 33 213 11 0 257 8 2 9 0 19 0 238 57 0 295 651 05:15 PM 30 10 31 0 71 39 184 13 0 236 8 8 6 0 22 4 237 37 0 278 607 05:30 PM 34 8 19 0 61 35 180 9 0 224 6 5 5 0 16 0 221 65 0 286 587 Total Volume 136 39 99 0 274 128 781 42 0 951 23 23 23 1 70 6 941 197 0 1144 2439 % App. Total 49.6 14.2 36.1 0 13.5 82.1 4.4 0 32.9 32.9 32.9 1.4 0.5 82.3 17.2 0 PHF.895.813.798.000.856.821.917.808.000.925.719.719.639.250.795.375.960.758.000.969.937 GARRISON ST Out In Total 348 274 622 136 Right 39 Thru 99 Left 0 Peds Peak Hour Data 58TH AVE Out In Total 940 1144 2084 197 Left 941 Thru 6 0 Right Peds Peak Hour Begins at 04:45 PM Unshifted North 128 781 42 0 Right Thru Left Peds Out In Total 1063 951 2014 58TH AVE Left 23 Thru 23 Right 23 Peds 1 87 70 157 Out In Total GARRISON ST

File Name : 58TH&KIPLINGPM Site Code : 00000000 Start Date : 10/30/2008 Page No : 1 Groups Printed- Unshifted KIPLING Southbound 58TH Westbound KIPLING Northbound 58TH Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 04:00 PM 3 142 40 0 42 149 96 0 91 291 67 0 32 122 9 0 1084 04:15 PM 6 166 56 0 51 147 105 0 79 311 82 0 42 125 15 0 1185 04:30 PM 5 154 56 0 42 132 112 0 96 297 82 0 41 134 14 0 1165 04:45 PM 12 185 40 0 35 143 124 0 82 279 78 0 36 102 18 0 1134 Total 26 647 192 0 170 571 437 0 348 1178 309 0 151 483 56 0 4568 05:00 PM 11 178 49 0 30 130 99 0 70 268 68 0 38 111 10 0 1062 05:15 PM 8 150 53 0 38 125 83 0 67 259 77 0 33 98 14 0 1005 05:30 PM 9 136 45 0 37 110 57 0 65 248 69 0 35 121 9 0 941 05:45 PM 11 131 35 0 30 92 49 0 58 228 65 0 24 104 12 0 839 Total 39 595 182 0 135 457 288 0 260 1003 279 0 130 434 45 0 3847 Grand Total 65 1242 374 0 305 1028 725 0 608 2181 588 0 281 917 101 0 8415 Apprch % 3.9 73.9 22.2 0 14.8 50 35.2 0 18 64.6 17.4 0 21.6 70.6 7.8 0 Total % 0.8 14.8 4.4 0 3.6 12.2 8.6 0 7.2 25.9 7 0 3.3 10.9 1.2 0 KIPLING Out In Total 2587 1681 4268 65 Right 1242 Thru 374 Left 0 Peds 58TH Out In Total 1681 1299 2980 101 Left 917 Thru 281 Right 0 Peds 10/30/2008 04:00 PM 10/30/2008 05:45 PM Unshifted North 305 1028 725 0 Right Thru Left Peds Out In Total 1899 2058 3957 58TH Left 588 Thru 2181 Right 608 Peds 0 2248 3377 5625 Out In Total KIPLING

File Name : 58TH&KIPLINGPM Site Code : 00000000 Start Date : 10/30/2008 Page No : 2 KIPLING Southbound 58TH Westbound KIPLING Northbound 58TH Eastbound Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 3 142 40 0 185 42 149 96 0 287 91 291 67 0 449 32 122 9 0 163 1084 04:15 PM 6 166 56 0 228 51 147 105 0 303 79 311 82 0 472 42 125 15 0 182 1185 04:30 PM 5 154 56 0 215 42 132 112 0 286 96 297 82 0 475 41 134 14 0 189 1165 04:45 PM 12 185 40 0 237 35 143 124 0 302 82 279 78 0 439 36 102 18 0 156 1134 Total Volume 26 647 192 0 865 170 571 437 0 1178 348 1178 309 0 1835 151 483 56 0 690 4568 % App. Total 3 74.8 22.2 0 14.4 48.5 37.1 0 19 64.2 16.8 0 21.9 70 8.1 0 PHF.542.874.857.000.912.833.958.881.000.972.906.947.942.000.966.899.901.778.000.913.964 KIPLING Out In Total 1404 865 2269 26 Right 647 Thru 192 Left 0 Peds Peak Hour Data 58TH Out In Total 906 690 1596 56 Left 483 Thru 151 Right 0 Peds Peak Hour Begins at 04:00 PM Unshifted North 170 571 437 0 Right Thru Left Peds Out In Total 1023 1178 2201 58TH Left 309 Thru 1178 Right 348 Peds 0 1235 1835 3070 Out In Total KIPLING

LEGEND XXX(XXX) XXXX XXXX XXXX X/X = PM Peak Hour Traffic Volumes = November 2009 Daily Traffic Volumes = Early 2009 Arvada Daily Counts = 2008 or Earlier Daily Counts = AM/PM Peak Hour Signalized Intersection Level of Service = Traffic Signal = Peak Hour Pedestrian Volume Existing Traffic Volumes, Lane Geometry and Level of Service Figure 7 Ralston Road Corridor Study 09-134 02/04/10 3240 7930 6470 Ralston Road (58th Avenue) 57th Avenue Grandview Avenue Kipling Street Independence Street Everett Street Estes Street 290 Balsam Street Allison Street Wadsworth Boulevard 56 483 151 Yarrow Street 415 PEDS 0 0 170 571 437 PEDS 0 0 PEDS 16 0 9810 Garrison Street 6600 0 PEDS 0 PEDS Daily Volume 14 0 Carr Street PEDS 2 PEDS 0 0 PEDS 2 4 Everett Street Estes Street Brooks Drive Old Wadsworth Boulevard Barbara Ann Drive PEDS 0 0 C C B B B A A C C X 31,500 1730 309 1178 348 37 633 124 271 250 169 26 647 192 36 128 198 131 591 110 76 876 48 24 24 24 56 16 52 Holland Street 48 752 48 197 941 6 23 23 23 136 39 99 128 781 42 4 962 52 76 2 76 4 4 8 0 921 44 30 963 5 5 18 7 56 11 64 57 865 3 93 723 145 185 148 55 80 125 58 106 591 51 376 259 184 238 1818 141 20,900 287 878 158 140 226 775 22,300 23,500 196 1419 101 1310 21,900 23,200 21,500 2000 2870 3580 2750 186 449 61 530 50,600 121

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

HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 1: Ralston Rd & Kipling St 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 56 483 151 437 571 170 309 1178 348 192 647 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 10 12 11 10 12 12 12 12 12 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3421 1478 3433 3421 1478 1770 3539 1583 3433 3539 1583 Flt Permitted 0.33 1.00 1.00 0.18 1.00 1.00 0.22 1.00 1.00 0.11 1.00 1.00 Satd. Flow (perm) 623 3421 1478 643 3421 1478 412 3539 1583 408 3539 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 61 525 164 475 621 185 336 1280 378 209 703 28 RTOR Reduction (vph) 0 0 132 0 0 64 0 0 0 0 0 8 Lane Group Flow (vph) 61 525 32 475 621 121 336 1280 378 209 703 20 Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 Free 6 6 Actuated Green, G (s) 24.6 19.8 19.8 36.7 27.9 27.9 55.3 45.8 100.0 40.9 35.4 35.4 Effective Green, g (s) 24.6 19.8 19.8 36.7 27.9 27.9 55.3 45.8 100.0 40.9 35.4 35.4 Actuated g/c Ratio 0.25 0.20 0.20 0.37 0.28 0.28 0.55 0.46 1.00 0.41 0.35 0.35 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 208 677 293 596 954 412 444 1621 1583 333 1253 560 v/s Ratio Prot 0.01 0.15 c0.10 0.18 c0.12 c0.36 0.03 0.20 v/s Ratio Perm 0.06 0.02 c0.19 0.08 0.30 0.24 0.22 0.01 v/c Ratio 0.29 0.78 0.11 0.80 0.65 0.29 0.76 0.79 0.24 0.63 0.56 0.04 Uniform Delay, d1 29.5 38.0 32.9 24.7 31.8 28.3 15.0 23.0 0.0 20.8 26.0 21.1 Progression Factor 1.00 1.00 1.00 0.86 0.86 0.77 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 5.6 0.2 6.9 1.5 0.4 7.2 4.0 0.4 3.7 1.8 0.1 Delay (s) 30.3 43.5 33.1 28.0 28.8 22.2 22.2 27.0 0.4 24.4 27.9 21.2 Level of Service C D C C C C C C A C C C Approach Delay (s) 40.2 27.6 21.1 26.9 Approach LOS D C C C Intersection Summary HCM Average Control Delay 26.8 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 77.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 1

HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 2: Ralston Rd & Independence St 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 37 633 124 110 591 131 271 250 169 198 128 36 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.2 5.2 4.0 5.2 4.0 5.2 4.0 5.2 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.94 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1583 1770 3443 1770 3325 1770 3423 Flt Permitted 0.28 1.00 1.00 0.28 1.00 0.64 1.00 0.31 1.00 Satd. Flow (perm) 524 3539 1583 530 3443 1191 3325 577 3423 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 40 688 135 120 642 142 295 272 184 215 139 39 RTOR Reduction (vph) 0 0 53 0 17 0 0 116 0 0 26 0 Lane Group Flow (vph) 40 688 82 120 767 0 295 340 0 215 152 0 Turn Type pm+pt Perm pm+pt pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 46.2 41.9 41.9 51.4 44.5 31.8 20.8 33.8 21.8 Effective Green, g (s) 46.2 41.9 41.9 51.4 44.5 31.8 20.8 33.8 21.8 Actuated g/c Ratio 0.46 0.42 0.42 0.51 0.44 0.32 0.21 0.34 0.22 Clearance Time (s) 4.0 5.2 5.2 4.0 5.2 4.0 5.2 4.0 5.2 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 296 1483 663 358 1532 442 692 338 746 v/s Ratio Prot 0.01 0.19 c0.02 c0.22 0.07 0.10 c0.08 0.04 v/s Ratio Perm 0.06 0.05 0.15 c0.14 0.14 v/c Ratio 0.14 0.46 0.12 0.34 0.50 0.67 0.49 0.64 0.20 Uniform Delay, d1 15.2 21.0 17.8 13.5 19.8 28.0 34.9 25.4 32.0 Progression Factor 0.49 0.45 0.11 0.77 0.71 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.9 0.3 0.5 1.1 3.8 2.5 3.9 0.6 Delay (s) 7.6 10.3 2.2 10.9 15.1 31.8 37.4 29.3 32.6 Level of Service A B A B B C D C C Approach Delay (s) 8.9 14.6 35.2 30.8 Approach LOS A B D C Intersection Summary HCM Average Control Delay 20.4 HCM Level of Service C HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 2

HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 3: Ralston Rd & Holland 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 76 876 48 48 752 48 24 24 24 52 16 56 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.2 4.0 5.2 5.4 5.4 5.4 5.4 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.93 1.00 0.88 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3512 1770 3507 1770 1723 1770 1644 Flt Permitted 0.28 1.00 0.23 1.00 0.71 1.00 0.72 1.00 Satd. Flow (perm) 519 3512 437 3507 1316 1723 1347 1644 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 83 952 52 52 817 52 26 26 26 57 17 61 RTOR Reduction (vph) 0 4 0 0 4 0 0 21 0 0 49 0 Lane Group Flow (vph) 83 1000 0 52 865 0 26 31 0 57 29 0 Turn Type pm+pt pm+pt Perm Perm Protected Phases 7 4 3 8 2 2 Permitted Phases 4 8 2 2 Actuated Green, G (s) 66.3 60.6 65.3 60.1 19.6 19.6 19.6 19.6 Effective Green, g (s) 66.3 60.6 65.3 60.1 19.6 19.6 19.6 19.6 Actuated g/c Ratio 0.66 0.61 0.65 0.60 0.20 0.20 0.20 0.20 Clearance Time (s) 4.0 5.2 4.0 5.2 5.4 5.4 5.4 5.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 415 2128 355 2108 258 338 264 322 v/s Ratio Prot c0.01 c0.28 0.01 0.25 0.02 0.02 v/s Ratio Perm 0.12 0.09 0.02 c0.04 v/c Ratio 0.20 0.47 0.15 0.41 0.10 0.09 0.22 0.09 Uniform Delay, d1 6.4 10.9 6.8 10.6 33.0 32.9 33.7 32.9 Progression Factor 0.87 0.71 2.24 1.74 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.7 0.2 0.5 0.8 0.5 1.9 0.6 Delay (s) 5.8 8.4 15.5 18.9 33.8 33.5 35.6 33.5 Level of Service A A B B C C D C Approach Delay (s) 8.2 18.7 33.6 34.4 Approach LOS A B C C Intersection Summary HCM Average Control Delay 15.0 HCM Level of Service B HCM Volume to Capacity ratio 0.37 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 9.4 Intersection Capacity Utilization 50.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 3

HCM Signalized Intersection Capacity Analysis Existing Traffic - PM Peak 4: Ralston Rd & Garrison St 3/16/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 197 941 6 42 781 128 23 23 23 99 39 136 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3536 1770 3539 1583 1770 1723 1770 1863 1583 Flt Permitted 0.15 1.00 0.28 1.00 1.00 0.73 1.00 0.72 1.00 1.00 Satd. Flow (perm) 282 3536 518 3539 1583 1359 1723 1349 1863 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 214 1023 7 46 849 139 25 25 25 108 42 148 RTOR Reduction (vph) 0 1 0 0 0 92 0 15 0 0 0 91 Lane Group Flow (vph) 214 1029 0 46 849 47 25 35 0 108 42 57 Turn Type pm+pt Perm Perm Perm Perm Perm Protected Phases 7 4 8 2 6 Permitted Phases 4 8 8 2 6 6 Actuated Green, G (s) 50.4 50.4 33.6 33.6 33.6 38.8 38.8 38.8 38.8 38.8 Effective Green, g (s) 50.4 50.4 33.6 33.6 33.6 38.8 38.8 38.8 38.8 38.8 Actuated g/c Ratio 0.50 0.50 0.34 0.34 0.34 0.39 0.39 0.39 0.39 0.39 Clearance Time (s) 4.0 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 333 1782 174 1189 532 527 669 523 723 614 v/s Ratio Prot c0.08 0.29 c0.24 0.02 0.02 v/s Ratio Perm 0.24 0.09 0.03 0.02 c0.08 0.04 v/c Ratio 0.64 0.58 0.26 0.71 0.09 0.05 0.05 0.21 0.06 0.09 Uniform Delay, d1 17.2 17.4 24.2 29.0 22.7 19.1 19.1 20.4 19.2 19.4 Progression Factor 0.69 0.57 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.0 0.4 0.8 2.1 0.1 0.2 0.1 0.9 0.2 0.3 Delay (s) 15.8 10.4 25.0 31.1 22.8 19.2 19.3 21.3 19.3 19.7 Level of Service B B C C C B B C B B Approach Delay (s) 11.3 29.7 19.3 20.2 Approach LOS B C B C Intersection Summary HCM Average Control Delay 19.7 HCM Level of Service B HCM Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.8 Intersection Capacity Utilization 57.0% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Existing PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 4

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

HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 1: Ralston Rd & Kipling St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 60 465 160 490 570 190 330 1325 390 215 730 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 10 12 11 10 12 12 12 12 12 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3421 1478 3433 3421 1478 1770 3539 1583 3433 3539 1583 Flt Permitted 0.37 1.00 1.00 0.18 1.00 1.00 0.19 1.00 1.00 0.11 1.00 1.00 Satd. Flow (perm) 687 3421 1478 648 3421 1478 345 3539 1583 396 3539 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 65 505 174 533 620 207 359 1440 424 234 793 33 RTOR Reduction (vph) 0 0 142 0 0 72 0 0 0 0 0 9 Lane Group Flow (vph) 65 505 32 533 620 135 359 1440 424 234 793 24 Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 Free 6 6 Actuated Green, G (s) 21.5 18.3 18.3 35.3 28.1 28.1 56.7 47.3 100.0 41.9 36.5 36.5 Effective Green, g (s) 21.5 18.3 18.3 35.3 28.1 28.1 56.7 47.3 100.0 41.9 36.5 36.5 Actuated g/c Ratio 0.22 0.18 0.18 0.35 0.28 0.28 0.57 0.47 1.00 0.42 0.36 0.36 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 182 626 270 591 961 415 426 1674 1583 330 1292 578 v/s Ratio Prot 0.01 0.15 c0.12 0.18 c0.14 c0.41 0.04 0.22 v/s Ratio Perm 0.07 0.02 c0.20 0.09 0.34 0.27 0.26 0.02 v/c Ratio 0.36 0.81 0.12 0.90 0.65 0.33 0.84 0.86 0.27 0.71 0.61 0.04 Uniform Delay, d1 32.0 39.2 34.1 26.2 31.6 28.5 16.7 23.4 0.0 21.6 26.0 20.5 Progression Factor 1.00 1.00 1.00 0.99 0.97 1.02 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 7.5 0.2 16.0 1.4 0.4 14.1 6.0 0.4 6.8 2.2 0.1 Delay (s) 33.2 46.7 34.3 42.0 32.1 29.3 30.7 29.5 0.4 28.4 28.2 20.6 Level of Service C D C D C C C C A C C C Approach Delay (s) 42.6 35.6 24.1 28.0 Approach LOS D D C C Intersection Summary HCM Average Control Delay 30.3 HCM Level of Service C HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 82.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 1

HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 2: Ralston Rd & Independence St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 45 655 135 120 620 140 290 265 185 210 140 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.2 5.2 4.0 5.2 4.0 5.2 4.0 5.2 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.94 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1583 1770 3442 1770 3321 1770 3422 Flt Permitted 0.27 1.00 1.00 0.26 1.00 0.58 1.00 0.27 1.00 Satd. Flow (perm) 504 3539 1583 486 3442 1074 3321 509 3422 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 49 712 147 130 674 152 315 288 201 228 152 43 RTOR Reduction (vph) 0 0 55 0 19 0 0 124 0 0 26 0 Lane Group Flow (vph) 49 712 92 130 807 0 315 365 0 228 169 0 Turn Type pm+pt Perm pm+pt pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 45.9 41.1 41.1 53.7 45.0 33.3 18.0 30.3 16.5 Effective Green, g (s) 45.9 41.1 41.1 53.7 45.0 33.3 18.0 30.3 16.5 Actuated g/c Ratio 0.46 0.41 0.41 0.54 0.45 0.33 0.18 0.30 0.16 Clearance Time (s) 4.0 5.2 5.2 4.0 5.2 4.0 5.2 4.0 5.2 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 292 1455 651 373 1549 464 598 328 565 v/s Ratio Prot 0.01 0.20 c0.03 c0.23 c0.10 0.11 0.10 0.05 v/s Ratio Perm 0.07 0.06 0.16 c0.12 0.11 v/c Ratio 0.17 0.49 0.14 0.35 0.52 0.68 0.61 0.70 0.30 Uniform Delay, d1 15.4 21.7 18.4 12.8 19.8 27.1 37.8 28.2 36.7 Progression Factor 0.70 0.67 0.52 0.37 0.22 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 1.0 0.4 0.5 1.2 3.9 4.6 6.3 1.4 Delay (s) 11.0 15.5 9.9 5.2 5.6 31.0 42.4 34.5 38.0 Level of Service B B A A A C D C D Approach Delay (s) 14.3 5.5 37.9 36.1 Approach LOS B A D D Intersection Summary HCM Average Control Delay 20.7 HCM Level of Service C HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 65.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 2

HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 3: Ralston Rd & Holland 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 5 980 50 50 850 5 25 5 25 5 5 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.2 4.0 5.2 5.4 5.4 5.4 5.4 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.87 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3514 1770 3536 1770 1627 1770 1723 Flt Permitted 0.29 1.00 0.19 1.00 0.75 1.00 0.74 1.00 Satd. Flow (perm) 539 3514 348 3536 1399 1627 1372 1723 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 5 1065 54 54 924 5 27 5 27 5 5 5 RTOR Reduction (vph) 0 3 0 0 0 0 0 22 0 0 4 0 Lane Group Flow (vph) 5 1116 0 54 929 0 27 10 0 5 6 0 Turn Type pm+pt pm+pt Perm Perm Protected Phases 7 4 3 8 2 2 Permitted Phases 4 8 2 2 Actuated Green, G (s) 62.8 61.6 70.8 65.6 18.6 18.6 18.6 18.6 Effective Green, g (s) 62.8 61.6 70.8 65.6 18.6 18.6 18.6 18.6 Actuated g/c Ratio 0.63 0.62 0.71 0.66 0.19 0.19 0.19 0.19 Clearance Time (s) 4.0 5.2 4.0 5.2 5.4 5.4 5.4 5.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 353 2165 320 2320 260 303 255 320 v/s Ratio Prot 0.00 c0.32 c0.01 c0.26 0.01 0.00 v/s Ratio Perm 0.01 0.11 c0.02 0.00 v/c Ratio 0.01 0.52 0.17 0.40 0.10 0.03 0.02 0.02 Uniform Delay, d1 7.0 10.8 6.1 8.0 33.8 33.3 33.3 33.2 Progression Factor 0.78 0.72 0.42 1.16 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.7 0.2 0.5 0.8 0.2 0.1 0.1 Delay (s) 5.5 8.5 2.8 9.8 34.6 33.5 33.4 33.4 Level of Service A A A A C C C C Approach Delay (s) 8.5 9.4 34.0 33.4 Approach LOS A A C C Intersection Summary HCM Average Control Delay 9.8 HCM Level of Service A HCM Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 19.8 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 3

HCM Signalized Intersection Capacity Analysis 2020 Background Traffic - PM Peak 4: Ralston Rd & Garrison St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 210 1015 5 45 835 150 25 25 25 115 40 145 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3537 1770 3539 1583 1770 1723 1770 1863 1583 Flt Permitted 0.15 1.00 0.24 1.00 1.00 0.73 1.00 0.72 1.00 1.00 Satd. Flow (perm) 276 3537 440 3539 1583 1358 1723 1345 1863 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 228 1103 5 49 908 163 27 27 27 125 43 158 RTOR Reduction (vph) 0 0 0 0 0 103 0 17 0 0 0 98 Lane Group Flow (vph) 228 1108 0 49 908 60 27 37 0 125 43 60 Turn Type pm+pt Perm Perm Perm Perm Perm Protected Phases 7 4 8 2 6 Permitted Phases 4 8 8 2 6 6 Actuated Green, G (s) 51.5 51.5 36.7 36.7 36.7 37.7 37.7 37.7 37.7 37.7 Effective Green, g (s) 51.5 51.5 36.7 36.7 36.7 37.7 37.7 37.7 37.7 37.7 Actuated g/c Ratio 0.52 0.52 0.37 0.37 0.37 0.38 0.38 0.38 0.38 0.38 Clearance Time (s) 4.0 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 303 1822 161 1299 581 512 650 507 702 597 v/s Ratio Prot c0.08 0.31 0.26 0.02 0.02 v/s Ratio Perm c0.31 0.11 0.04 0.02 c0.09 0.04 v/c Ratio 0.75 0.61 0.30 0.70 0.10 0.05 0.06 0.25 0.06 0.10 Uniform Delay, d1 17.3 17.1 22.6 26.9 20.8 19.8 19.8 21.4 19.9 20.2 Progression Factor 1.50 1.58 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.4 0.5 1.1 1.7 0.1 0.2 0.2 1.2 0.2 0.3 Delay (s) 35.3 27.6 23.6 28.6 20.9 20.0 20.0 22.6 20.0 20.5 Level of Service D C C C C B C C C C Approach Delay (s) 28.9 27.3 20.0 21.2 Approach LOS C C B C Intersection Summary HCM Average Control Delay 27.1 HCM Level of Service C HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 9.4 Intersection Capacity Utilization 60.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 20 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 4

HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 1: Ralston Rd & Kipling St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 65 485 165 570 595 220 245 1535 450 250 845 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 10 12 11 10 12 12 12 12 12 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3421 1478 3433 3421 1478 1770 3539 1583 3433 3539 1583 Flt Permitted 0.33 1.00 1.00 0.19 1.00 1.00 0.16 1.00 1.00 0.10 1.00 1.00 Satd. Flow (perm) 618 3421 1478 695 3421 1478 291 3539 1583 360 3539 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 527 179 620 647 239 266 1668 489 272 918 33 RTOR Reduction (vph) 0 0 149 0 0 79 0 0 0 0 0 8 Lane Group Flow (vph) 71 527 30 620 647 160 266 1668 489 272 918 25 Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 Free 6 6 Actuated Green, G (s) 20.8 16.8 16.8 34.8 26.8 26.8 57.2 48.2 100.0 45.1 40.1 40.1 Effective Green, g (s) 20.8 16.8 16.8 34.8 26.8 26.8 57.2 48.2 100.0 45.1 40.1 40.1 Actuated g/c Ratio 0.21 0.17 0.17 0.35 0.27 0.27 0.57 0.48 1.00 0.45 0.40 0.40 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 175 575 248 625 917 396 360 1706 1583 316 1419 635 v/s Ratio Prot 0.02 0.15 c0.14 0.19 c0.10 c0.47 0.04 0.26 v/s Ratio Perm 0.07 0.02 c0.21 0.11 0.33 0.31 0.34 0.02 v/c Ratio 0.41 0.92 0.12 0.99 0.71 0.40 0.74 0.98 0.31 0.86 0.65 0.04 Uniform Delay, d1 32.7 40.9 35.3 27.8 33.0 30.0 15.2 25.4 0.0 23.4 24.2 18.2 Progression Factor 1.00 1.00 1.00 1.05 1.03 1.08 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 19.4 0.2 31.9 2.2 0.6 7.7 17.1 0.5 20.6 2.3 0.1 Delay (s) 34.3 60.3 35.6 61.1 36.2 33.1 23.0 42.5 0.5 44.0 26.5 18.3 Level of Service C E D E D C C D A D C B Approach Delay (s) 52.2 45.9 31.9 30.2 Approach LOS D D C C Intersection Summary HCM Average Control Delay 37.8 HCM Level of Service D HCM Volume to Capacity ratio 0.97 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 1

HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 2: Ralston Rd & Independence St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 55 770 140 125 725 160 300 275 190 245 145 50 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.2 5.2 4.0 5.2 4.0 5.2 4.0 5.2 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.94 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1583 1770 3443 1770 3322 1770 3404 Flt Permitted 0.22 1.00 1.00 0.21 1.00 0.61 1.00 0.24 1.00 Satd. Flow (perm) 407 3539 1583 396 3443 1133 3322 444 3404 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 60 837 152 136 788 174 326 299 207 266 158 54 RTOR Reduction (vph) 0 0 48 0 19 0 0 126 0 0 33 0 Lane Group Flow (vph) 60 837 104 136 943 0 326 380 0 266 179 0 Turn Type pm+pt Perm pm+pt pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 47.7 42.9 42.9 55.8 47.0 29.8 16.8 29.8 16.8 Effective Green, g (s) 47.7 42.9 42.9 55.8 47.0 29.8 16.8 29.8 16.8 Actuated g/c Ratio 0.48 0.43 0.43 0.56 0.47 0.30 0.17 0.30 0.17 Clearance Time (s) 4.0 5.2 5.2 4.0 5.2 4.0 5.2 4.0 5.2 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 260 1518 679 343 1618 420 558 305 572 v/s Ratio Prot 0.01 0.24 c0.04 c0.27 0.10 0.11 c0.11 0.05 v/s Ratio Perm 0.10 0.07 0.19 0.13 c0.15 v/c Ratio 0.23 0.55 0.15 0.40 0.58 0.78 0.68 0.87 0.31 Uniform Delay, d1 14.9 21.4 17.4 12.5 19.3 30.4 39.1 29.6 36.5 Progression Factor 0.51 0.47 0.19 0.52 0.39 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 1.0 0.3 0.7 1.4 8.7 6.6 22.8 1.4 Delay (s) 7.9 11.1 3.7 7.2 8.9 39.1 45.6 52.4 38.0 Level of Service A B A A A D D D D Approach Delay (s) 9.9 8.7 43.1 46.0 Approach LOS A A D D Intersection Summary HCM Average Control Delay 22.5 HCM Level of Service C HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 2

HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 3: Ralston Rd & Holland 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 5 1140 50 50 985 5 25 5 25 5 5 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.2 4.0 5.2 5.4 5.4 5.4 5.4 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.87 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3517 1770 3537 1770 1627 1770 1723 Flt Permitted 0.25 1.00 0.15 1.00 0.75 1.00 0.74 1.00 Satd. Flow (perm) 458 3517 286 3537 1399 1627 1372 1723 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 5 1239 54 54 1071 5 27 5 27 5 5 5 RTOR Reduction (vph) 0 3 0 0 0 0 0 23 0 0 4 0 Lane Group Flow (vph) 5 1290 0 54 1076 0 27 9 0 5 6 0 Turn Type pm+pt pm+pt Perm Perm Protected Phases 7 4 3 8 2 2 Permitted Phases 4 8 2 2 Actuated Green, G (s) 66.9 65.7 74.7 69.6 14.6 14.6 14.6 14.6 Effective Green, g (s) 66.9 65.7 74.7 69.6 14.6 14.6 14.6 14.6 Actuated g/c Ratio 0.67 0.66 0.75 0.70 0.15 0.15 0.15 0.15 Clearance Time (s) 4.0 5.2 4.0 5.2 5.4 5.4 5.4 5.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 322 2311 289 2462 204 238 200 252 v/s Ratio Prot 0.00 c0.37 c0.01 c0.30 0.01 0.00 v/s Ratio Perm 0.01 0.13 c0.02 0.00 v/c Ratio 0.02 0.56 0.19 0.44 0.13 0.04 0.03 0.02 Uniform Delay, d1 5.6 9.3 5.5 6.6 37.2 36.7 36.6 36.6 Progression Factor 0.87 0.81 0.65 1.57 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.7 0.3 0.5 1.3 0.3 0.2 0.2 Delay (s) 4.9 8.3 3.8 11.0 38.5 37.0 36.8 36.8 Level of Service A A A B D D D D Approach Delay (s) 8.3 10.6 37.7 36.8 Approach LOS A B D D Intersection Summary HCM Average Control Delay 10.2 HCM Level of Service B HCM Volume to Capacity ratio 0.50 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 19.8 Intersection Capacity Utilization 56.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 3

HCM Signalized Intersection Capacity Analysis 2035 Background Traffic - PM Peak 4: Ralston Rd & Garrison St 3/17/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 245 1185 5 45 975 170 25 25 25 130 40 170 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3537 1770 3539 1583 1770 1723 1770 1863 1583 Flt Permitted 0.13 1.00 0.19 1.00 1.00 0.73 1.00 0.72 1.00 1.00 Satd. Flow (perm) 244 3537 349 3539 1583 1358 1723 1345 1863 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 266 1288 5 49 1060 185 27 27 27 141 43 185 RTOR Reduction (vph) 0 0 0 0 0 105 0 19 0 0 0 127 Lane Group Flow (vph) 266 1293 0 49 1060 80 27 35 0 141 43 58 Turn Type pm+pt Perm Perm Perm Perm Perm Protected Phases 7 4 8 2 6 Permitted Phases 4 8 8 2 6 6 Actuated Green, G (s) 57.9 57.9 43.0 43.0 43.0 31.3 31.3 31.3 31.3 31.3 Effective Green, g (s) 57.9 57.9 43.0 43.0 43.0 31.3 31.3 31.3 31.3 31.3 Actuated g/c Ratio 0.58 0.58 0.43 0.43 0.43 0.31 0.31 0.31 0.31 0.31 Clearance Time (s) 4.0 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 308 2048 150 1522 681 425 539 421 583 495 v/s Ratio Prot c0.09 0.37 0.30 0.02 0.02 v/s Ratio Perm c0.41 0.14 0.05 0.02 c0.10 0.04 v/c Ratio 0.86 0.63 0.33 0.70 0.12 0.06 0.07 0.33 0.07 0.12 Uniform Delay, d1 18.5 14.0 18.9 23.2 17.1 24.1 24.1 26.4 24.2 24.5 Progression Factor 1.20 1.63 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 19.8 0.6 1.3 1.4 0.1 0.3 0.2 2.1 0.2 0.5 Delay (s) 42.0 23.3 20.2 24.6 17.2 24.4 24.3 28.5 24.4 25.0 Level of Service D C C C B C C C C C Approach Delay (s) 26.5 23.4 24.3 26.3 Approach LOS C C C C Intersection Summary HCM Average Control Delay 25.2 HCM Level of Service C HCM Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 9.4 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group I:\11033\Back 35 PM.syn Synchro 7 - Report Felsburg Holt & Ullevig Page 4

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