King Soopers #116 Thornton, Colorado

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

T R A F F I C I M P A C T S T U D Y King Soopers #116 Thornton, Colorado Prepared for Galloway & Company 6162 S. Willow Drive Suite 320 Greenwood Village, Colorado 80111 Prepared by Kimley-Horn and Associates, Inc. 4582 South Ulster Street Suite 1500 Denver, Colorado 80237 (303) 228-2300 February 2017 02/07/2017 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley- Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc.

TABLE OF CONTENTS TABLE OF CONTENTS... i LIST OF TABLES...ii LIST OF FIGURES...ii 1.0 EXECUTIVE SUMMARY... 1 2.0 INTRODUCTION... 5 3.0 EXISTING AND FUTURE CONDITIONS... 7 3.1 Existing Study Area...7 3.2 Existing and Future Roadway Network...7 3.3 Existing Traffic Volumes...8 3.4 Unspecified Development Traffic Growth...8 4.0 PROJECT TRAFFIC CHARACTERISTICS... 13 4.1 Trip Generation...13 4.2 Trip Distribution...15 4.3 Traffic Assignment...15 4.4 Total (Background Plus Project) Traffic...15 5.0 TRAFFIC OPERATIONS ANALYSIS... 22 5.1 Analysis Methodology...22 5.2 Key Intersection Operational Analysis...23 5.3 Queueing Analysis...33 6.0 CONCLUSIONS AND RECOMMENDATIONS... 37 APPENDICES Appendix A Intersection Count Sheets Appendix B Thornton Transportation Plan 2035 Traffic Volume Forecasts Appendix C Trip Generation Worksheets Appendix D Intersection Analysis Worksheets Appendix E Signal Warrant Analysis Appendix F Queuing Analysis Worksheets Appendix G Conceptual Site Plan Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page i

LIST OF TABLES Table 1 King Soopers #116 External Project Trip Generation...14 Table 2 Level of Service Definitions...22 Table 3 136th Avenue and Quebec Street LOS Results...24 Table 4 136th Avenue and Newport Street LOS Results...25 Table 5 134 th Avenue and Quebec Street LOS Results...26 Table 6 136th Avenue Access LOS Results...27 Table 7 Quebec Street Three-Quarter Access LOS Results...28 Table 8 134th Avenue Access LOS Results...29 Table 9 Queue Length Analysis Results...34 LIST OF FIGURES Figure 1 Vicinity Map...6 Figure 2 Existing Lane Configuration and Control...9 Figure 3 Existing Traffic Volumes...10 Figure 4 2018 Background Traffic Volumes...11 Figure 5 2035 Background Traffic Volumes...12 Figure 6 2018 Project Trip Distribution...16 Figure 7 2035 Project Trip Distribution...17 Figure 8 2018 Project Traffic Assignment...18 Figure 9 2035 Project Traffic Assignment...19 Figure 10 2018 Background Plus Project Traffic Volumes...20 Figure 11 2035 Background Plus Project Traffic Volumes...21 Figure 12 2017 Existing Level of Service...30 Figure 13 2018 Level of Service...31 Figure 14 2035 Level of Service...32 Figure 15 2018 Recommended Intersection Lanes and Control...35 Figure 16 2035 Recommended Intersection Lanes and Control...36 Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page ii

1.0 EXECUTIVE SUMMARY King Soopers #116, a grocery marketplace anchored commercial development, is proposed to be located on the southwest corner of the 136th Avenue and Quebec Street intersection in Thornton, Colorado. The project includes an approximate 128,000 square foot grocery marketplace, an 18-fueling position gas station, 7,000 square feet of adjacent retail space, and four outparcels. For purposes of this study, it was assumed that the outparcels would develop with three fast food restaurants with drive through totaling 12,000 square feet plus a bank with drive through at 5,000 square feet. Overall it is believed that these assumptions will provide a conservative traffic evaluation. Analysis was completed for build out of the development in 2018 as well as the 2035 long-term horizon to determine intersection and roadway configurations needed at both planning horizons. The purpose of this study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The City of Thornton identified the following key intersections to be included for evaluation within this study: 136th Avenue and Quebec Street 136th Avenue and Newport Street 134th Avenue and Quebec Street The proposed project access intersections along 136th Avenue, Quebec Street, and 134th Avenue were also studied. Regional access to the project site is expected from Interstate 25, Interstate 76, US-85, and E- 470. Primary access to the project will be provided by 136th Avenue and Quebec Street. With the completion of the project, direct access is proposed from a full movement access along 136th Avenue, a three-quarter movement access along Quebec Street, and a full movement access to the south along 134 th Avenue. The full movement access along 136 th Avenue is proposed approximately 630 feet west of the 136 th Avenue and Quebec Street intersection. The three-quarter movement access along Quebec Street is proposed approximately 576 feet south of the 136 th Avenue and Quebec Street intersection. The full movement access along 134 th Avenue will align with the residential street access along the south side of the roadway, which is located approximately 500 feet west of Quebec Street. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 1

Full build out of King Soopers #116 commercial development on the southwest corner of the 136th Avenue and Quebec Street intersection is expected to generate approximately 12,256 daily weekday driveway trips. Of these, 812 driveway trips are expected to occur during the morning peak hour, while 962 driveway trips are expected during the afternoon peak hour. Distribution of site traffic on the street system was based on the area street characteristics, existing traffic patterns, demographic information, anticipated surrounding development areas, and the proposed access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. The traffic assignment was added to the background traffic volumes to determine future traffic with the project. Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #116 project on the southwest corner of 136th Avenue and Quebec Street intersection will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following recommendations: 2018 Recommendations The recommended access for the project is to include a full movement driveway along 136 th Avenue, a three quarter movement driveway along Quebec Street, and a full movement driveway along 134 th Avenue. It is important that left turn egress movements are allowed at the 136 th Avenue driveway for exiting project traffic wishing to travel westbound on 136 th Avenue. Without it, exiting project traffic would otherwise likely divert through the Amber Creek residential neighborhood by traveling south to 134 th Avenue, west to Newport Street and then up to 136 th Avenue. With completion of Amber Creek and this King Soopers #116 project, it is believed that 136 th Avenue will be fully constructed as a four lane roadway. This will include the ultimate construction providing two through lane in each direction, eastbound and westbound, along 136 th Avenue. With construction of the project, it is recommended that the 136 th Avenue and Quebec Street intersection be signalized. It is recommended that the left turn movements operate with protected/permitted phasing. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 2

When the Amber Creek residential neighborhood project constructs Newport Street to intersect with 136 th Avenue, it is recommended that it be constructed with a width sufficient to designate separate northbound left turn and right turn lanes. The northbound left turn lane is recommended to have a length of 150 feet plus 100-foot taper to meet City of Thornton standards. The northbound approach is recommended to operate with stop-control with the installation of a R1-1 STOP sign. In addition, eastbound right turn and westbound left turn lanes of 150 feet in length with 100-foot tapers are expected. 134 th Avenue has been constructed to Quebec Street providing access to the portion of Amber Creek presently being developed. It is recommended that the eastbound approach include separate left turn and right turn lanes, and operate with stop-control. In addition, a northbound left turn lane and southbound right turn lane of 150 feet in length with 100-foot tapers should be constructed along Quebec Street for the roadway intersection. The full movement access intersection along 136 th Avenue is recommended to operate with stop control on the northbound exiting approach. It is recommended that an R1-1 STOP sign be installed for this approach. In addition, separate northbound left turn and right turn lanes are recommended. To improve operations of the northbound left turn exiting movement, an acceleration/refuge lane along 136 th Avenue could be created to allow for a two-stage left turn. Without an access planned along the north side of 136 th Avenue, this will allow the northbound left turn at the T-intersection to operate more efficiently. An eastbound right turn lane of 150 feet with 100-foot taper and a westbound left turn lane of 150 feet with 100-foot taper are also recommended to be constructed along 136 th Avenue for entering traffic. It is recommended that the eastbound exiting approach of the Quebec Street threequarter movement access operate with stop control with the installation of a R1-1 STOP sign. To restrict the proposed access to right turn movements only for exiting traffic, it is recommended that a raised channelizing island be constructed within the driveway throat. In addition, a R3-2 No Left Turn sign is recommended to be placed underneath the STOP sign. Northbound left turn and southbound right turn lanes are Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 3

also recommended at this access. These lanes should include a length of 150 feet plus 100-foot taper. The full movement access intersection proposed along 134 th Avenue is recommended to operate with stop control on the northbound and southbound approaches. Therefore, R1-1 STOP signs are recommended for these approaches to the intersection. 2035 Recommendations By 2035, it is anticipated that Quebec Street will be fully constructed providing three through lanes in each direction, northbound and southbound. This will likely occur for the roadway section adjacent to the project when the area on the southeast corner of the 136 th Avenue and Quebec Street intersection develops. It is believed that this area development would also include the construction of two through lanes along 136 th Avenue to the east of Quebec Street. The intersection of 136 th Avenue and Quebec Street is anticipated to include separate right turn lanes and dual left turn lane on all approaches, in addition to the two through lanes on 136 th Avenue and three through lanes on Quebec Street. To meet City of Thornton standards, the turn lanes are recommended to include lengths of 200 feet. An east leg to the intersection of 134 th Avenue and Quebec Street is expected when the area develops across the street along the east side of Quebec Street. When this area develops, it is recommended that separate southbound left turn and northbound right turn lanes be constructed. In addition, the eastbound right turn lane should be designated as a shared through/right turn lane, with the new east leg matching this configuration on the westbound approach. When this project develops, this intersection will likely require signalization. It is recommended that the City of Thornton require this be studied by this other project while it is proceeding through the development process. All on-site and off-site roadway improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Thornton (as appropriate), American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets, Institute of Transportation Engineers (ITE), and the Manual on Uniform Traffic Control Devices (MUTCD) 2009 Edition. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 4

2.0 INTRODUCTION Kimley-Horn and Associates, Inc. has prepared this report to document the results of a Traffic Impact Study of future traffic conditions associated with the proposed King Soopers #116 project to be located on the southwest corner of the 136th Avenue and Quebec Street intersection in Thornton, Colorado. A vicinity map illustrating the project location with respect to the surrounding area is shown in Figure 1. The King Soopers #116 project includes an approximate 128,000 square foot grocery marketplace, an 18-fueling position gas station, 7,000 square feet of adjacent retail space, and four outparcels. For purposes of this study, it was assumed that the outparcels would develop with three fast food restaurants with drive through totaling 12,000 square feet plus a bank with drive through at 5,000 square feet. Overall it is believed that these assumptions will provide a conservative traffic evaluation. Analysis was completed for the anticipated build out of the development in 2018 as well as the 2035 long-term horizon to determine intersection and roadway configurations needed at both planning horizons. A site plan illustrating the proposed development is provided in Appendix G. The purpose of this study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The City of Thornton identified the following key intersections to be included for evaluation within this study: 136th Avenue and Quebec Street 136th Avenue and Newport Street 134th Avenue and Quebec Street The proposed project access intersections along 136th Avenue, Quebec Street, and 134th Avenue were also studied. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 5

3.0 EXISTING AND FUTURE CONDITIONS 3.1 Existing Study Area The existing site is comprised of vacant land. The surrounding area contains a mix of uses, primarily vacant land and residential. Adjacent to the proposed project site, vacant land exists in all directions. To the north across 136 th Avenue, a small lake and some rural residences exist. Directly to the west and south of the site, across Newport Street and 134 th Avenue, is a planned residential development named Amber Creek. 3.2 Existing and Future Roadway Network Regional access to the project site is expected from Interstate 25, Interstate 76, US-85, and E- 470. Primary access to the project will be provided by 136th Avenue and Quebec Street. With the completion of the project, direct access is proposed from a full movement access along 136th Avenue, a three-quarter movement access along Quebec Street, and a full movement access to the south along 134 th Avenue. The full movement access along 136 th Avenue is proposed approximately 630 feet west of the 136 th Avenue and Quebec Street intersection. The three-quarter movement access along Quebec Street is proposed approximately 576 feet south of the 136 th Avenue and Quebec Street intersection. The full movement access along 134 th Avenue will align with the residential street access along the south side of the roadway, which is located approximately 500 feet west of Quebec Street. Adjacent to the project site, 136th Avenue has been recently constructed to include a single through lane in each direction, eastbound and westbound. 136th Avenue has a 45 mile per hour posted speed limit west of Quebec Street and a 35 mile per hour posted speed limit east of Quebec Street. To the west of Monaco Street, 136 th Avenue is a four lane roadway with separate left turn and right turn lanes at major intersections and accesses. It is believed that 136 th Avenue will provide these lanes upon development of the Amber Creek development and this project. Quebec Street provides one lane of travel in each direction (northbound and southbound) and has a posted speed limit of 40 miles per hour adjacent to the project site. The existing intersection of 136th Avenue and Quebec Street is unsignalized with all way stop control. The eastbound and westbound approaches consist of a designated left turn lane, one through lane, and a designated right turn lane. The northbound and southbound approaches Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 7

consist of a designated left turn lane and a shared through/right turn lane. The intersection lane configuration and control for the existing study area key intersection is shown in Figure 2. 3.3 Existing Traffic Volumes Existing peak hour turning movement counts were conducted at the existing study key intersection on Thursday, January 12, 2017 for the morning and afternoon peak hours. The counts were conducted on this date to coincide with school being in session. The counts were obtained in 15-minute intervals during the AM peak hour and PM peak hour of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM, respectively. The peak hour volumes from these counts are shown in Figure 3 with the data count sheets provided in Appendix A. 3.4 Unspecified Development Traffic Growth The Thornton Transportation Plan was used to determine appropriate future traffic volume growth rates. Existing traffic volumes were compared with projected future 2035 traffic volumes obtained from this master plan. A comparison of the existing and future daily traffic volume projections identified an annual growth rate of approximately three (3) percent per year. This was calculated by taking an average of the anticipated growth rates from 136th Avenue and Quebec Street. The City of Thornton Transportation Plan future 2035 traffic volume projections are shown in Appendix B. Based on this, an annual growth rate of 3 percent was used to calculate the 2018 and 2035 background traffic volumes. In addition, buildout of the residential portion of Amber Creek is expected in association with this development. Project traffic volumes from this project as identified in the Amber Creek Traffic Impact Analysis, prepared by LSC Transportation Consultants in October 2015 were directly added to the key intersections. Likewise, project traffic volumes from the SD 27J High School #3 Traffic Impact Study, prepared by Stolfus and Associates, Inc. dated March 2016 were directly added to the key intersections and street network. This high school is proposed along Yosemite Street between 136 th Avenue and Riverdale Road and is currently under construction. Background traffic volumes for 2018 and 2035 are shown in Figures 4 and 5, respectively. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 8

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

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

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

4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 Trip Generation Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land uses to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation 1 report published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. This project is proposing to construct an approximate 128,000 square foot grocery marketplace, an 18-fueling position gas station, 7,000 square feet of adjacent retail space, and four outparcels. For purposes of this study, it was assumed that the outparcels would develop with three fast food restaurants with drive through totaling 12,000 square feet plus a bank with drive through at 5,000 square feet. Overall it is believed that these assumptions will provide a conservative traffic evaluation. The ITE Trip Generation fitted curve and average trip rates that apply to Discount Superstore (ITE Land Use Code 813), Specialty Retail (826), Drive-In Bank (912), Fast Food Restaurant with Drive Through (934), and Gas Station (944) were used to estimate traffic generated by the proposed development. Of note, the Discount Superstore land use was chosen as this King Soopers is proposed as the large marketplace store that includes grocery items and dry goods. Therefore, the Discount Superstore is believed to be the more applicable data use for estimating trip generation. Since a mix of uses, grocery store marketplace, retail, bank, restaurants, and gas station are all proposed within the same development, it is anticipated that traffic will be shared between the uses. Therefore, the ITE internal capture procedure was used to determine the amount of traffic that may be shared, which thereby determines the number of external trips. The ITE internal capture rates for the daily and peak hours were factored down to 15 percent for demand and attractions to provide a more conservative analysis. The internal capture methodology and procedure as well as the pass-by percentages for each use were obtained from the ITE Trip Generation Manual, Ninth Edition Volume 1, Users Guide and Handbook 2012. 1 Institute of Transportation Engineers, Trip Generation: An Information Report, Ninth Edition, Washington DC, 2012. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 13

Based on this, full build out of King Soopers #116 commercial development on the southwest corner of the 136th Avenue and Quebec Street intersection is expected to generate approximately 12,256 daily weekday driveway trips. Of these, 812 driveway trips are expected to occur during the morning peak hour, while 962 driveway trips are expected during the afternoon peak hour. Although the project is a commercial development, pass-by trips were not considered in this analysis. This is due to the relatively low existing traffic volume along 136 th Avenue and Quebec Street. It wouldn t be correct to assume that a large percentage of the passing by traffic (due to the relatively low traffic volume) would be attracted to the site each and every day. Therefore, pass-by trips were not applied in this study to provide an overall conservative analysis. Table 1 summarizes the estimated external traffic generation for proposed development. The trip generation worksheets are included in Appendix C. These calculations illustrate the equations used and directional distribution of trips based on the published ITE Trip Generation Report. Table 1 King Soopers #116 External Project Trip Generation Size (sf) Vehicles Trips Weekday AM Weekday PM Peak Hour Peak Hour Daily In Out Total In Out Total King Soopers Marketplace (813) 128,000 5,034 93 67 160 217 225 442 Drive-In Bank (912) 5,000 406 19 14 33 34 34 68 Fast Food Restaurant w/ DT (934) 12,000 4,492 242 225 467 145 132 277 Gas Station (944) 18 fp 2,012 75 70 145 78 78 156 Specialty Retail (926) 7,000 312 4 3 7 8 11 19 Total Trips 12,256 433 379 812 482 480 962 Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 14

4.2 Trip Distribution Distribution of site traffic was based on the area street system characteristics, existing traffic patterns and volumes, existing demographic information, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of sitegenerated traffic that approaches the site from a given direction and departs the site back to the original source. Since the surrounding development area is anticipated to be different in the near term 2018 and long term 2035 horizons, separate distributions were developed. As more development occurs to the north and east of the project site in the future, more traffic is anticipated to be attracted to this retail center from those areas. The separate distributions account for these differences. Figure 6 illustrates the expected trip distribution for the project in 2018, while Figure 7 illustrates the 2035 project trip distribution. 4.3 Traffic Assignment Traffic assignment was obtained by applying the distributions from Figure 6 and 7 to the estimated traffic generation of the project shown in Table 1. The project traffic assignment for 2018 and 2035 are shown in Figures 8 and 9 for the key intersections and proposed project accesses. 4.4 Total (Background Plus Project) Traffic Project traffic volumes were added to the background volumes to represent estimated traffic conditions for the short term 2018 project build out horizon and long term 2035 horizon. Figures 10 and 11 illustrate the background plus project traffic volumes for the 2018 and 2035 horizons. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 15

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

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

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

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

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

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

5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2018 and 2035 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the current edition of the Highway Capacity Manual 2. 5.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, Kimley-Horn recommends intersection LOS D as the minimum threshold for acceptable operations. Table 2 shows the definition of level of service for signalized and unsignalized intersections. Level of Service Table 2 Level of Service Definitions Signalized Intersection Unsignalized Intersection Average Total Delay Average Total Delay (sec/veh) (sec/veh) A 10 10 B > 10 and 20 > 10 and 15 C > 20 and 35 > 15 and 25 D > 35 and 55 > 25 and 35 E > 55 and 80 > 35 and 50 F > 80 > 50 Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2010. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the level of service (LOS) for a two-way stop controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. Level of service for a two-way stop-controlled intersection is not defined for the intersection as a whole. Level of service for a signalized and all-way stop controlled intersection is defined for each approach and for the intersection. 2 Transportation Research Board, Highway Capacity Manual, Special Report 209, Washington DC, 2010. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 22

5.2 Key Intersection Operational Analysis Calculations for the level of service at the key intersections and project access driveways for the study area are provided in Appendix D. The existing year analysis is based on the lane geometry and intersection control shown in Figure 2. LOS for the intersections was calculated using Synchro software presenting the HCM results. 136th Avenue and Quebec Street The existing intersection of 136th Avenue and Quebec Street is unsignalized with stop control on all approaches, All Way Stop Control (AWSC). With this existing configuration, it was found that all movements operate with LOS C or better during the morning and afternoon peak hours. In 2018 prior to the addition of project traffic with the Amber Creek development project, the southbound approach is expected to operate with long delays and poor level of service (LOS F) during the morning and afternoon peak hours. This shows how close the intersection is to needing a traffic signal. With the addition of project traffic, a traffic signal is recommended. A signal warrant analysis was performed for this location and it was found that the intersection meets the Four Hour Traffic Volume Warrants with the addition of project traffic in 2018. The signal warrant analysis was based on the peak hour counts conducted at the intersection on Thursday, January 12, 2017. Signal warrant analysis calculations and warrant graph for this intersection are provided in Appendix E. As signalized, this intersection is expected to operate with a LOS C during both the morning and afternoon peak hours in 2018 with the addition of King Soopers #116 project traffic. In 2035 with or without the addition of project traffic, this intersection is anticipated to operate at LOS D during the morning and afternoon peak hours. By this horizon year, it is anticipated that 136 th Avenue will be improved providing two through lanes in each direction, while three through lanes in each direction will be provided on Quebec Street. Also, this intersection is anticipated to include separate dual left turn lanes and separate right turn lanes on all approaches. Table 3 provides the results of the level of service at this intersection. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 23

2017 Existing (AWSC) Northbound Approach Northbound Left Northbound Through/Right Southbound Approach Southbound Left Southbound Through/Right Eastbound Approach Eastbound Left Turn Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right 2018 Background (AWSC) Northbound Approach Northbound Left Northbound Through/Right Southbound Approach Southbound Left Southbound Through/Right Eastbound Approach Eastbound Left Turn Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Table 3 136th Avenue and Quebec Street LOS Results AM Peak Hour PM Peak Hour Delay Delay LOS Scenario (sec/veh) (sec/veh) LOS 14.5 B 16.2 C 14.6 B 15.7 C 12.8 B 13.1 B 15.4 C 16.9 C 17.5 C 21.3 C 11.7 B 11.1 B 18.7 C 22.4 C 12.3 B 12.6 B 12.7 B 13.5 B 11.9 B 12.6 B 12.2 B 11.6 B 12.6 B 12.3 B 12.0 B 12.5 B 13.6 B 12.6 B 10.9 B 10.6 B 37.8 38.7 19.3 46.1 56.8 61.0 52.7 20.4 19.6 21.4 20.0 25.0 16.6 24.0 28.0 E E C E F F F C C C C C C C D 40.6 30.7 18.6 36.1 81.3 15.7 94.9 19.5 20.4 21.2 16.3 17.6 18.1 18.9 14.8 2018 Background Plus Project (Signal) 30.9 C 30.3 C 2035 Background (Signal & Left Turn, Two Throughs, Right Turn Lanes all approaches) 43.7 D 35.4 D 2035 Background Plus Project (Signal & Left Turn, Two Throughs, Right Turn Lanes all approaches) 46.9 D 36.1 D E D C E F C F C C C C C C C B Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 24

136th Avenue and Newport Street The future intersection of 136th Avenue and Newport Street will be constructed to provide access to the residential neighborhood of Amber Creek. When the intersection is constructed, it is recommended that an eastbound right turn lane and a westbound left turn lane be constructed along 136 th Avenue. In addition, it is anticipated that 136 th Avenue will provide two through lanes in each direction. The northbound Newport Street approach to 136 th Avenue should include separate left and right turn lanes. With this intersection configuration and stop control on the northbound Newport Street approach, all movements are anticipated to operate acceptably in 2035, with or without the addition of project traffic. Table 4 provides the results of the level of service analysis at this intersection. 2018 Background Northbound Left Northbound Right Westbound Left 2018 Background Plus Project Northbound Left Northbound Right Westbound Left 2035 Background Northbound Left Northbound Right Westbound Left 2035 Background Plus Project Northbound Left Northbound Right Westbound Left Table 4 136th Avenue and Newport Street LOS Results AM Peak Hour PM Peak Hour Delay Delay LOS LOS Scenario (sec/veh) (sec/veh) 15.7 9.3 7.9 17.4 10.1 8.5 21.3 10.1 8.4 20.0 10.9 9.0 C A A C B A C B A C B A 20.7 9.5 8.1 24.6 10.4 8.9 41.4 10.4 8.9 30.3 11.3 9.6 C A A C B A E B A D B A Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 25

134 th Avenue and Quebec Street 134th Avenue is constructed along the south side of the King Soopers #116 site, which also provides access to Amber Creek. This roadway will connect Newport Street to the west and Quebec Street to the east. With this roadway construction, a 150-foot with 100-foot taper southbound right turn lane is recommended along Quebec Street. In addition, a 150-foot with 100-foot taper northbound left turn lane is also recommended. The 134 th Avenue eastbound approach to the intersection is recommended to operate with stop control and include separate left turn and right turn lanes. With this intersection configuration and control, all movements except the eastbound left turn during the weekday afternoon peak hour are anticipated to operate acceptably in 2018 with or without the addition of project traffic. The delay level is not unexpected or excessive. If these higher delays result, it is believed that traffic can reroute on the street network by using the 136 th Avenue Access instead. By 2035, an east leg to this 134 th Avenue and Quebec Street intersection is expected to serve the development area on the southeast corner of the 136 th Avenue and Quebec Street intersection. With this, the eastbound and westbound left turn movements may operate with long delays unsignalized. Therefore, the City of Thornton may wish to consider signalization of this intersection in the future, if and when warrants are met. With construction of the project and signalization, this intersection is anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic. Table 5 provides the results of the level of service analysis at this intersection. 2018 Background Eastbound Left Eastbound Right Northbound Left 2018 Background Plus Project Eastbound Left Eastbound Right Northbound Left 2035 Background Eastbound Left Eastbound Through/Right Westbound Left Westbound Through/Right Northbound Left Southbound Left Table 5 134 th Avenue and Quebec Street LOS Results AM Peak Hour PM Peak Hour Delay Delay LOS LOS Scenario (sec/veh) (sec/veh) 2035 Background Plus Project (Signal) 15.1 11.1 8.1 25.0 12.8 8.6 21.7 12.9 18.2 12.0 11.1 9.8 C B A D B A C B C B B A 20.0 10.9 8.3 40.5 12.9 9.0 36.6 16.8 23.5 15.4 11.7 10.3 C B A E B A E C C C B B 12.7 B 14.6 B Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 26

136th Avenue Access A full movement project access is proposed along 136th Avenue with stop control on the northbound approach. This access intersection is proposed to be located approximately 630 feet west of the 136th Avenue and Quebec Street intersection (measured center to center). It is recommended that this access include a 150-foot plus 100-foot taper eastbound right turn lane, and a 150-foot plus 100-foot taper westbound left turn lane along 136th Avenue. To allow full turning movements, and specifically the northbound exiting left turn, an acceleration/refuge lane is recommended to be installed within the median of 136 th Avenue. Due to the lake and topography on the north side of the roadway, access will not exist within this area along the north side of the road so there isn t an issue with possible left turn conflicts caused by creating this left turn refuge lane. The northbound approach is recommended to include separate left turn and right turn lanes. With construction of the project, all movements at this access intersection are anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic operating with full turning movements. Table 6 provides the results of the level of service at this intersection. Table 6 136th Avenue Access LOS Results AM Peak Hour PM Peak Hour Scenario 2018 Total Northbound Left Turn Northbound Right Turn Westbound Left 2035 Total Northbound Left Turn Northbound Right Turn Westbound Left Delay (sec) LOS Delay (sec) LOS 15.7 9.6 8.0 22.7 11.0 8.9 C A A C B A 19.5 9.9 8.2 31.8 11.8 9.2 C A A D B A It is important that left turn egress movements are allowed at this driveway for project traffic exiting wishing to travel westbound on 136 th Avenue. Without it, exiting project traffic would likely divert through the residential neighborhood by traveling south to 134 th Avenue, west to Newport Street and then up to 136 th Avenue. Further, this may cause the need for a traffic signal at that intersection. It is recommended that the project access approach (northbound) to 136th Avenue be stop controlled. It is recommended that an R1-1 STOP sign be installed for this approach. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 27

Quebec Street Three-Quarter Access The proposed three-quarter movement project access along Quebec Street is recommended to operate with stop control on the eastbound exiting approach. This access intersection is proposed to be located approximately 576 feet south of the 136th Avenue and Quebec Street intersection (measured center to center). With the project, a northbound left turn lane, 150 feet in length plus 100-foot taper, is recommended to be constructed. With the proposed driveway, all movements are anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic. Table 7 provides the results of the level of service at this intersection. Table 7 Quebec Street Three-Quarter Access LOS Results AM Peak Hour PM Peak Hour Scenario 2018 Total Northbound Left Eastbound Right 2035 Total Northbound Left Eastbound Right Delay (sec) LOS Delay (sec) LOS 8.4 11.4 12.3 12.2 A B B B 8.6 12.2 13.0 12.9 A B B B It is recommended that the project access approach (eastbound) to Quebec Street be stop controlled with an R1-1 STOP sign be installed for this approach. To restrict the proposed access to right turn movements only for exiting traffic, it is recommended that a raised channelizing island be constructed within the driveway throat. In addition, a R3-2 No Left Turn sign be placed underneath the STOP sign. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 28

134th Avenue Access A full movement project access is proposed along 134th Avenue to align with the existing residential local street along the south side of the roadway, approximately 500 feet west of the 134 th Avenue and Quebec Street intersection. The northbound and southbound approaches at this intersection are anticipated to operate with stop control. It is recommended that the southbound project access approach (as well as northbound) to 134th Avenue be stop controlled. It is recommended that an R1-1 STOP sign be installed for this approach. All approaches to the intersection are anticipated to include a single lane. With construction of the project, all movements at this intersection are anticipated to operate acceptably throughout the long term 2035 horizon with the addition of project traffic operating with full turning movements. Table 8 provides the results of the level of service at this intersection. Table 8 134th Avenue Access LOS Results AM Peak Hour PM Peak Hour Scenario 2018 Total Northbound Approach Southbound Approach Eastbound Left Turn Westbound Left Turn 2035 Total Northbound Approach Southbound Approach Eastbound Left Turn Westbound Left Turn Delay (sec) LOS Delay (sec) LOS 9.7 10.4 7.4 7.4 9.7 10.5 7.3 7.4 A B A A A B A A 10.4 11.7 7.5 7.4 9.6 10.4 7.3 7.4 B B A A A B A A Results of the level of service analysis for the key intersections and proposed project accesses are summarized in Figure 12 for the existing condition, Figure 13 for 2018 with the addition of project traffic, and Figure 14 for 2035 background plus project with the recommended lane configurations and control discussed. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 29

5.3 Queueing Analysis A queuing analysis was conducted for the study area intersections of 136th Avenue/Newport Street, 136th Avenue/Quebec Street, and 134 th Avenue/Quebec Street along with the proposed project accesses. Turn lanes are recommended to be constructed/designated to City of Thornton standards providing the recommended storage length based on the queuing analysis. Results were obtained from the 95 th percentile queue lengths obtained from the Synchro analysis. Results are shown in the following Table 9 with calculations provided within the level of service operational sheets of Appendix D for the unsignalized intersections and Appendix F for signalized intersections. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 33

Table 9 Queue Length Analysis Results Intersection Turn Lane Existing Turn Lane Length (feet) 2018 Total Queue Length (feet) 2018 Recommended Turn Lane Length (feet) 2035 Total Queue Length (feet) 136 th Ave & Quebec St Eastbound Left 250 175 250 177 Eastbound Through C 165 C 123 Eastbound Right 250 33 250 36 Westbound Left 225 87 225 80 Westbound Through C 145 C 113 Westbound Right 175 0 175 0 Northbound Left 100 71 100 112 Northbound Through C 239 C 99 Northbound Right DNE - DNE 43 Southbound Left 175 113 175 167 Southbound Through C 299 C 122 Southbound Right DNE - DNE 40 136 th Ave & Newport St Westbound Left DNE 25 150 25 Northbound Left DNE 75 150 75 Northbound Right DNE 25 C 25 134th Ave & Quebec St Eastbound Left DNE 33 150 112 Eastbound Right DNE 25 C 0 Northbound Left DNE 25 150 48 136th Full Access Westbound Left DNE 25 150 25 Northbound Left DNE 75 100 100 Northbound Right DNE 25 50 25 Quebec 3/4 Access Eastbound Right DNE 25 C 25 Northbound Left DNE 25 150 25 134 th Access Northbound Appraoch DNE 25 25 25 Southbound Approach DNE 25 25 25 DNE = Does Not Exist; C = Continuous; TWLTL = Two Way Left Turn Lane 2035 Recommended Turn Lane Length (feet) 200 C 200 225 C 200 200 C 200 200 C 200 150 150 C 150 C 150 150 100 50 C 150 25 25 As shown in the table representing the queuing results in 2018, all anticipated queues are accommodated or managed within existing turn bay lengths at the 136 th Avenue and Quebec Street intersection. The left turn and right turn lanes recommended to be constructed by the project at the key intersection and project accesses will be sufficient at 150 feet as constructed per City of Thornton standards. Based on the results of the operational and queuing analysis, the recommended intersection improvements are illustrated in Figure 15 for the 2018 horizon year and Figure 16 for the 2035 horizon year. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 34

6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #116 project on the southwest corner of 136th Avenue and Quebec Street intersection will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following recommendations: 2018 Recommendations The recommended access for the project is to include a full movement driveway along 136 th Avenue, a three quarter movement driveway along Quebec Street, and a full movement driveway along 134 th Avenue. It is important that left turn egress movements are allowed at the 136 th Avenue driveway for exiting project traffic wishing to travel westbound on 136 th Avenue. Without it, exiting project traffic would otherwise likely divert through the Amber Creek residential neighborhood by traveling south to 134 th Avenue, west to Newport Street and then up to 136 th Avenue. With completion of Amber Creek and this King Soopers #116 project, it is believed that 136 th Avenue will be fully constructed as a four lane roadway. This will include the ultimate construction providing two through lane in each direction, eastbound and westbound, along 136 th Avenue. With construction of the project, it is recommended that the 136 th Avenue and Quebec Street intersection be signalized. It is recommended that the left turn movements operate with protected/permitted phasing. When the Amber Creek residential neighborhood project constructs Newport Street to intersect with 136 th Avenue, it is recommended that it be constructed with a width sufficient to designate separate northbound left turn and right turn lanes. The northbound left turn lane is recommended to have a length of 150 feet plus 100-foot taper to meet City of Thornton standards. The northbound approach is recommended to operate with stop-control with the installation of a R1-1 STOP sign. In addition, eastbound right turn and westbound left turn lanes of 150 feet in length with 100-foot tapers are expected. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 37

134 th Avenue has been constructed to Quebec Street providing access to the portion of Amber Creek presently being developed. It is recommended that the eastbound approach include separate left turn and right turn lanes, and operate with stop-control. In addition, a northbound left turn lane and southbound right turn lane of 150 feet in length with 100-foot tapers should be constructed along Quebec Street for the roadway intersection. The full movement access intersection along 136 th Avenue is recommended to operate with stop control on the northbound exiting approach. It is recommended that an R1-1 STOP sign be installed for this approach. In addition, separate northbound left turn and right turn lanes are recommended. To improve operations of the northbound left turn exiting movement, an acceleration/refuge lane along 136 th Avenue could be created to allow for a two-stage left turn. Without an access planned along the north side of 136 th Avenue, this will allow the northbound left turn at the T-intersection to operate more efficiently. An eastbound right turn lane of 150 feet with 100-foot taper and a westbound left turn lane of 150 feet with 100-foot taper are also recommended to be constructed along 136 th Avenue for entering traffic. It is recommended that the eastbound exiting approach of the Quebec Street threequarter movement access operate with stop control with the installation of a R1-1 STOP sign. To restrict the proposed access to right turn movements only for exiting traffic, it is recommended that a raised channelizing island be constructed within the driveway throat. In addition, a R3-2 No Left Turn sign is recommended to be placed underneath the STOP sign. Northbound left turn and southbound right turn lanes are also recommended at this access. These lanes should include a length of 150 feet plus 100-foot taper. The full movement access intersection proposed along 134 th Avenue is recommended to operate with stop control on the northbound and southbound approaches. Therefore, R1-1 STOP signs are recommended for these approaches to the intersection. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 38

2035 Recommendations By 2035, it is anticipated that Quebec Street will be fully constructed providing three through lanes in each direction, northbound and southbound. This will likely occur for the roadway section adjacent to the project when the area on the southeast corner of the 136 th Avenue and Quebec Street intersection develops. It is believed that this area development would also include the construction of two through lanes along 136 th Avenue to the east of Quebec Street. The intersection of 136 th Avenue and Quebec Street is anticipated to include separate right turn lanes and dual left turn lane on all approaches, in addition to the two through lanes on 136 th Avenue and three through lanes on Quebec Street. To meet City of Thornton standards, the turn lanes are recommended to include lengths of 200 feet. An east leg to the intersection of 134 th Avenue and Quebec Street is expected when the area develops across the street along the east side of Quebec Street. When this area develops, it is recommended that separate southbound left turn and northbound right turn lanes be constructed. In addition, the eastbound right turn lane should be designated as a shared through/right turn lane, with the new east leg matching this configuration on the westbound approach. When this project develops, this intersection will likely require signalization. It is recommended that the City of Thornton require this be studied by this other project while it is proceeding through the development process. All on-site and off-site roadway improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Thornton (as appropriate), American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets, Institute of Transportation Engineers (ITE), and the Manual on Uniform Traffic Control Devices (MUTCD) 2009 Edition. Kimley-Horn and Associates, Inc. 096083084 King Soopers #116 Page 39

APPENDICES Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

APPENDIX A Intersection Count Sheets Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

Morrison, CO 80465 Thornton, CO King Soopers #116 AM Peak 136th Ave and Quebec Street File Name : 136th Quebec AM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 1 Groups Printed- Automobiles 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 16 8 21 45 17 21 2 40 24 29 6 59 7 43 18 68 212 07:15 AM 15 15 17 47 11 24 4 39 15 33 6 54 3 36 15 54 194 07:30 AM 15 11 28 54 15 18 4 37 15 38 6 59 5 33 19 57 207 07:45 AM 14 13 20 47 4 13 4 21 18 28 7 53 2 34 23 59 180 Total 60 47 86 193 47 76 14 137 72 128 25 225 17 146 75 238 793 08:00 AM 13 14 25 52 7 20 6 33 19 29 12 60 18 51 17 86 231 08:15 AM 15 13 31 59 10 21 17 48 21 37 5 63 12 33 11 56 226 08:30 AM 14 5 19 38 9 21 11 41 18 30 4 52 0 22 13 35 166 08:45 AM 7 7 16 30 9 9 7 25 13 30 4 47 2 25 17 44 146 Total 49 39 91 179 35 71 41 147 71 126 25 222 32 131 58 221 769 Grand Total 109 86 177 372 82 147 55 284 143 254 50 447 49 277 133 459 1562 Apprch % 29.3 23.1 47.6 28.9 51.8 19.4 32 56.8 11.2 10.7 60.3 29 Total % 7 5.5 11.3 23.8 5.2 9.4 3.5 18.2 9.2 16.3 3.2 28.6 3.1 17.7 8.5 29.4

Morrison, CO 80465 Thornton, CO King Soopers #116 AM Peak 136th Ave and Quebec Street File Name : 136th Quebec AM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 2 Quebec St Out In Total 418 459 877 133 Right 277 Thru 49 Left 136th Ave Out In Total 423 372 795 109 Left 86 Thru 177 Right North 1/12/2017 07:00 AM 1/12/2017 08:45 AM Automobiles Right 55 Thru 147 Left 82 Out In Total 185 284 469 136th Ave Left 143 Thru 254 Right 50 536 447 983 Out In Total Quebec St

Morrison, CO 80465 Thornton, CO King Soopers #116 AM Peak 136th Ave and Quebec Street File Name : 136th Quebec AM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 3 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 15 11 28 54 15 18 4 37 15 38 6 59 5 33 19 57 207 07:45 AM 14 13 20 47 4 13 4 21 18 28 7 53 2 34 23 59 180 08:00 AM 13 14 25 52 7 20 6 33 19 29 12 60 18 51 17 86 231 08:15 AM 15 13 31 59 10 21 17 48 21 37 5 63 12 33 11 56 226 Total Volume 57 51 104 212 36 72 31 139 73 132 30 235 37 151 70 258 844 % App. Total 26.9 24.1 49.1 25.9 51.8 22.3 31.1 56.2 12.8 14.3 58.5 27.1 PHF.950.911.839.898.600.857.456.724.869.868.625.933.514.740.761.750.913 Quebec St Out In Total 220 258 478 70 Right 151 Thru 37 Left Peak Hour Data 136th Ave Out In Total 215 212 427 57 Left 51 Thru 104 Right Peak Hour Begins at 07:30 AM Automobiles North 31 72 36 Right Thru Left Out In Total 118 139 257 136th Ave Left 73 Thru 132 Right 30 291 235 526 Out In Total Quebec St

Morrison, CO 80465 Thornton, CO King Soopers #116 PM Peak 136th Ave and Quebec Street File Name : 136th Quebec PM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 1 Groups Printed- Automobiles 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 17 19 28 64 1 16 8 25 21 53 11 85 4 47 18 69 243 04:15 PM 18 21 18 57 8 11 4 23 21 40 10 71 3 35 19 57 208 04:30 PM 23 23 23 69 7 13 1 21 19 48 10 77 10 40 22 72 239 04:45 PM 18 17 23 58 9 18 5 32 30 29 14 73 3 46 31 80 243 Total 76 80 92 248 25 58 18 101 91 170 45 306 20 168 90 278 933 05:00 PM 21 14 17 52 11 12 4 27 32 42 24 98 5 45 20 70 247 05:15 PM 24 22 22 68 7 13 5 25 19 58 18 95 5 45 13 63 251 05:30 PM 18 16 20 54 7 14 1 22 12 32 12 56 4 50 22 76 208 05:45 PM 18 18 16 52 2 6 4 12 15 40 13 68 6 45 17 68 200 Total 81 70 75 226 27 45 14 86 78 172 67 317 20 185 72 277 906 Grand Total 157 150 167 474 52 103 32 187 169 342 112 623 40 353 162 555 1839 Apprch % 33.1 31.6 35.2 27.8 55.1 17.1 27.1 54.9 18 7.2 63.6 29.2 Total % 8.5 8.2 9.1 25.8 2.8 5.6 1.7 10.2 9.2 18.6 6.1 33.9 2.2 19.2 8.8 30.2

Morrison, CO 80465 Thornton, CO King Soopers #116 PM Peak 136th Ave and Quebec Street File Name : 136th Quebec PM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 2 Quebec St Out In Total 531 555 1086 162 Right 353 Thru 40 Left 136th Ave Out In Total 434 474 908 157 Left 150 Thru 167 Right North 1/12/2017 04:00 PM 1/12/2017 05:45 PM Automobiles 32 103 52 Right Thru Left Out In Total 302 187 489 136th Ave Left 169 Thru 342 Right 112 572 623 1195 Out In Total Quebec St

Morrison, CO 80465 Thornton, CO King Soopers #116 PM Peak 136th Ave and Quebec Street File Name : 136th Quebec PM Site Code : IPO 207 Start Date : 1/12/2017 Page No : 3 136th Ave Eastbound 136th Ave Westbound Quebec St Northbound Quebec St Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 23 23 23 69 7 13 1 21 19 48 10 77 10 40 22 72 239 04:45 PM 18 17 23 58 9 18 5 32 30 29 14 73 3 46 31 80 243 05:00 PM 21 14 17 52 11 12 4 27 32 42 24 98 5 45 20 70 247 05:15 PM 24 22 22 68 7 13 5 25 19 58 18 95 5 45 13 63 251 Total Volume 86 76 85 247 34 56 15 105 100 177 66 343 23 176 86 285 980 % App. Total 34.8 30.8 34.4 32.4 53.3 14.3 29.2 51.6 19.2 8.1 61.8 30.2 PHF.896.826.924.895.773.778.750.820.781.763.688.875.575.957.694.891.976 Quebec St Out In Total 278 285 563 86 Right 176 Thru 23 Left Peak Hour Data 136th Ave Out In Total 242 247 489 86 Left 76 Thru 85 Right Peak Hour Begins at 04:30 PM Automobiles North 15 56 34 Right Thru Left Out In Total 165 105 270 136th Ave Left 100 Thru 177 Right 66 295 343 638 Out In Total Quebec St

APPENDIX B Thornton Transportation Plan 2035 Traffic Forecasts Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

Figure 17 2035 Traffic Volume Forecasts (in 1000s) C.D. No. 2009-121

APPENDIX C Trip Generation Worksheets Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

Rates Total Trips Net Trips after Internal Capture Net Trips after Internal Capture & Pass-By Totals 16540 1068 1340 561 507 671 669 12256 812 962 433 379 482 480 12256 499 602 267 232 300 302 Trip Generation Planner (ITE 9th Edition) - Summary Report Weekday Trip Generation Project Name Trips Based on Average Rates/Equations Project Number King Soopers #116 096083084 ITE Code Internal Capture Land Use Land Use Description Independent Variable No. of Units Avg Rate or Eq Daily Rate AM Rate PM Rate Daily Trips AM Trips PM Trips 813 Retail Free Standing Discount Superstore 1,000 Sq Ft 128 Avg 50.75 1.85 4.35 6496 237 557 133 104 273 284 5034 160 442 93 67 217 225 5034 160 318 93 67 156 162 912 Retail Drive-In Bank 1,000 Sq Ft 5 Avg 148.15 12.08 24.30 742 60 122 34 26 61 61 406 33 68 19 14 34 34 406 33 36 19 14 18 18 934 Retail Fast-Food Restaurant w/ D.T. 1,000 Sq Ft 12 Avg 496.12 45.42 32.65 5954 545 392 278 267 204 188 4492 467 277 242 225 145 132 4492 238 139 123 115 73 66 944 Retail Gasoline/Service Station Fueling Position(s) 18 Avg 168.56 12.16 13.87 3036 219 250 112 107 125 125 2012 145 156 75 70 78 78 2012 61 90 32 29 45 45 826 Specialty Retail Center 1,000 Sq Ft GLA 7 Avg 44.32 1.00 2.71 312 7 19 4 3 8 11 312 7 19 4 3 8 11 312 7 19 7 8 11 AM Trips In AM Trips Out PM Trips In PM Trips Out Daily Trips AM Trips PM Trips AM Trips In AM Trips Out PM Trips In PM Trips Out Daily Trips AM Trips PM Trips AM Trips In AM Trips Out PM Trips In PM Trips Out Notes: (1) AM and/or PM rates correspond to peak hour of generator Select Use Office A Trip Generation data from ITE Trip Generation, 9th Edition Retail B AM/PM rates correspond to peak of adjacent street traffic (if data available) Residential C Includes weekday rates only D Total trips include pass-by trips w/ no internal capture E Pass-by rates from ITE Trip Generation Handbook, 2nd Edition F Internal capture rates from ITE Trip Generation Handbook, 2nd Edition G Worksheet is intended as a planning tool. Verify results w/ ITE Trip Generation 9th Edition Trip Generation.xls Kimley-Horn and Associates, Inc. 2013 CQI, Jim West, Pleasanton, CA 1 8/12/2016 3:18 PM Planner Sheet

Project King Soopers #116 Trip generation for Free Standing Discount Superstore Designed by Curtis Rowe Date August 12, 2016 Job No. 096083084 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code - 813 Free Standing Discount Superstore Independent Variable - Number of Units (X) - 1,000 Sq Ft 128 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * 1.85 Trip Ends Per 1,000 Sq Ft 62% Entering 38% Exiting T = 237 Trip Ends 133 Entering 104 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * 4.35 Trip Ends Per 1,000 Sq Ft 49% Entering 51% Exiting T = 557 Trip Ends 273 Entering 284 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * 50.75 Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 6496 Trip Ends 3248 Entering 3248 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 100% AM Peak 133 Entering 104 Exiting PM 72% PM Peak 197 Entering 204 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc. 2013 CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:52 PM Planner Sheet

Project King Soopers #116 Trip generation for Specialty Retail Center Designed by Curtis Rowe Date August 12, 2016 Job No. 096083084 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code - 826 Specialty Retail Center Independent Variable - Number of Units (X) - 1,000 Sq Ft GLA 7 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * 1.00 Trip Ends Per 1,000 Sq Ft GLA 62% Entering 38% Exiting T = 7 Trip Ends 4 Entering 3 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * 2.71 Trip Ends Per 1,000 Sq Ft GLA 44% Entering 56% Exiting T = 19 Trip Ends 8 Entering 11 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * 44.32 Trip Ends Per 1,000 Sq Ft GLA 50% Entering 50% Exiting T = 312 Trip Ends 156 Entering 156 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 100% AM Peak 0 Entering 7 Exiting PM 100% PM Peak 8 Entering 11 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc. 2013 CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:50 PM Planner Sheet

Project King Soopers #116 Trip generation for Drive-In Bank Designed by Curtis Rowe Date August 12, 2016 Job No. 096083084 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code - 912 Drive-In Bank Independent Variable - Number of Units (X) - 1,000 Sq Ft 5 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * 12.08 Trip Ends Per 1,000 Sq Ft 62% Entering 38% Exiting T = 60 Trip Ends 34 Entering 26 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * 24.30 Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 122 Trip Ends 61 Entering 61 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * 148.15 Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 742 Trip Ends 371 Entering 371 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 100% AM Peak 34 Entering 26 Exiting PM 53% PM Peak 32 Entering 33 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc. 2013 CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:53 PM Planner Sheet

Project King Soopers #116 Trip generation for Fast-Food Restaurant w/ D.T. Designed by Curtis Rowe Date August 12, 2016 Job No. 096083084 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code - 934 Fast-Food Restaurant w/ D.T. Independent Variable - Number of Units (X) - 1,000 Sq Ft 12 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * 45.42 Trip Ends Per 1,000 Sq Ft 62% Entering 38% Exiting T = 545 Trip Ends 278 Entering 267 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * 32.65 Trip Ends Per 1,000 Sq Ft 52% Entering 48% Exiting T = 392 Trip Ends 204 Entering 188 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * 496.12 Trip Ends Per 1,000 Sq Ft 50% Entering 50% Exiting T = 5954 Trip Ends 2977 Entering 2977 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 51% AM Peak 142 Entering 136 Exiting PM 50% PM Peak 102 Entering 94 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc. 2013 CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:53 PM Planner Sheet

Project King Soopers #116 Trip generation for Gasoline/Service Station Designed by Curtis Rowe Date August 12, 2016 Job No. 096083084 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation 9th Edition, Average Rate Equations Land Use Code - 944 Gasoline/Service Station Independent Variable - Number of Units (X) - Fueling Position(s) 18 T = Trip Ends Peak Hour Adjacent Street Traffic One Hour Between 7 and 9 AM AM Peak Directional Distribution: T = ( (X) * 12.16 Trip Ends Per Fueling Position(s) 62% Entering 38% Exiting T = 219 Trip Ends 112 Entering 107 Exiting Peak Hour Adjacent Street Traffic One Hour Between 4 and 6 PM PM Peak Directional Distribution: T = ( (X) * 13.87 Trip Ends Per Fueling Position(s) 50% Entering 50% Exiting T = 250 Trip Ends 125 Entering 125 Exiting Weekday Daily Weekday Directional Distribution: T = ( (X) * 168.56 Trip Ends Per Fueling Position(s) 50% Entering 50% Exiting T = 3036 Trip Ends 1518 Entering 1518 Exiting Non-Pass-By Trip Percentage Non-Pass-By Trip Volumes AM 42% AM Peak 47 Entering 45 Exiting PM 58% PM Peak 73 Entering 72 Exiting Note: Rounding may occur in calculations Trip Generation.xls Kimley-Horn and Associates, Inc. 2013 CQI, Jim West, Pleasanton, CA 1 8/12/2016 2:54 PM Planner Sheet

Trip Generation.xls 8/12/2016 3:17 PM ITE MULTI-USE PROJECT INTERNAL CAPTURE WORKSHEET (Source: Chapter 7, ITE Trip Generation Handbook, June 2004) Adjusted Project Number: 096083084 Project Name: King Soopers #116 Scenario: Analysis Period: Daily Land Use A: Retail (Free Standing Discount Superstore) Analyst: Kimley-Horn and Associates, Inc ITE Land Use Code 813 Size: 128 Total Internal External Enter from External: 2,517 Enter 3,248 731 2,517 Exit to External: 2,517 Exit 3,248 731 2,517 Total 6,496 1,462 5,034 Demand 15.0% 487 % 100% 22.5% 77.5% 15.0% 487 Demand Balanced 56 228 Balanced Demand 15.0% 56 15.0% 228 Demand Demand 15.0% 487 15.0% 487 Demand Balanced 447 Demand 15.0% 487 56 Balanced Demand 15.0% 447 Balanced 228 Land Use B: Retail (Drive-In Bank) 15.0% 56 Demand Demand 15.0% 228 Land Use D: Retail (Gasoline/Service Stati ITE Land Use Code 912 ITE Land Use Code 944 Size: 5 Size: 18 Total Internal External Demand 15.0% 56 Total Internal External Enter 371 168 203 Demand 15.0% 228 Balanced 56 Enter 1518 512 1006 Exit 371 168 203 56 Balanced Demand 15.0% 228 Exit 1518 512 1006 Total 742 336 406 15.0% 56 Demand Total 3036 1024 2012 % 100% 45.3% 54.7% % 100% 33.7% 66.3% 15.0% 56 Demand Demand 15.0% 487 Demand 15.0% 228 Enter from External: 203 56 Balanced Balanced 447 Balanced 228 Enter from External: 1,006 Exit to External: 203 15.0% 447 Demand Demand 15.0% 447 Demand 15.0% 447 Exit to External: 1,006 Demand 15.0% 56 15.0% 228 Demand Balanced 56 Land Use C: Retail (Fast-Food Restaurant w/ D.T.) 228 Balanced Demand 15.0% 447 ITE Land Use Code 934 15.0% 447 Demand Size: 12 Total Internal External Enter 2977 731 2246 Enter from External: 2,246 Exit 2977 731 2246 Exit to External: 2,246 Total 5954 1462 4492 % 100% 24.6% 75.4% NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT Category Enter Exit Total Single Use Trip Gen Estimate Land Use A B C D Total 2,517 203 2,246 1,006 5,972 2,517 203 2,246 1,006 5,972 5,034 406 4,492 2,012 11,944 6,496 742 5,954 3,036 16,228 Overall Internal Capture = 26.40%

Trip Generation.xls 8/12/2016 3:18 PM ITE MULTI-USE PROJECT INTERNAL CAPTURE WORKSHEET (Source: Chapter 7, ITE Trip Generation Handbook, June 2004) Adjusted Project Number: 096083084 Project Name: King Soopers #116 Scenario: Analysis Period: AM Peak Land Use A: Retail (Free Standing Discount Superstore) Analyst: Kimley-Horn and Associates, Inc ITE Land Use Code 813 Size: 128 Total Internal External Enter from External: 93 Enter 133 40 93 Exit to External: 67 Exit 104 37 67 Total 237 77 160 Demand 15.0% 16 % 100% 32.5% 67.5% 15.0% 20 Demand Balanced 5 16 Balanced Demand 15.0% 5 15.0% 16 Demand Demand 15.0% 16 15.0% 20 Demand Balanced 16 Demand 15.0% 16 4 Balanced Demand 15.0% 42 Balanced 16 Land Use B: Retail (Drive-In Bank) 15.0% 4 Demand Demand 15.0% 17 Land Use D: Retail (Gasoline/Service Stati ITE Land Use Code 912 ITE Land Use Code 944 Size: 5 Size: 18 Total Internal External Demand 15.0% 5 Total Internal External Enter 34 15 19 Demand 15.0% 17 Balanced 5 Enter 112 37 75 Exit 26 12 14 4 Balanced Demand 15.0% 16 Exit 107 37 70 Total 60 27 33 15.0% 4 Demand Total 219 74 145 % 100% 45.0% 55.0% % 100% 33.8% 66.2% 15.0% 5 Demand Demand 15.0% 20 Demand 15.0% 16 Enter from External: 19 5 Balanced Balanced 20 Balanced 16 Enter from External: 75 Exit to External: 14 15.0% 40 Demand Demand 15.0% 40 Demand 15.0% 42 Exit to External: 70 Demand 15.0% 4 15.0% 17 Demand Balanced 4 Land Use C: Retail (Fast-Food Restaurant w/ D.T.) 17 Balanced Demand 15.0% 42 ITE Land Use Code 934 15.0% 40 Demand Size: 12 Total Internal External Enter 278 36 242 Enter from External: 242 Exit 267 42 225 Exit to External: 225 Total 545 78 467 % 100% 14.3% 85.7% NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT Category Enter Exit Total Single Use Trip Gen Estimate Land Use A B C D Total 93 19 242 75 429 67 14 225 70 376 160 33 467 145 805 237 60 545 219 1,061 Overall Internal Capture = 24.13%

Trip Generation.xls 8/12/2016 3:18 PM ITE MULTI-USE PROJECT INTERNAL CAPTURE WORKSHEET (Source: Chapter 7, ITE Trip Generation Handbook, June 2004) Adjusted Project Number: 096083084 Project Name: King Soopers #116 Scenario: Analysis Period: PM Peak Land Use A: Retail (Free Standing Discount Superstore) Analyst: Kimley-Horn and Associates, Inc ITE Land Use Code 813 Size: 128 Total Internal External Enter from External: 217 Enter 273 56 217 Exit to External: 225 Exit 284 59 225 Total 557 115 442 Demand 15.0% 43 % 100% 20.6% 79.4% 15.0% 41 Demand Balanced 9 19 Balanced Demand 15.0% 9 15.0% 19 Demand Demand 15.0% 43 15.0% 41 Demand Balanced 31 Demand 15.0% 43 9 Balanced Demand 15.0% 31 Balanced 19 Land Use B: Retail (Drive-In Bank) 15.0% 9 Demand Demand 15.0% 19 Land Use D: Retail (Gasoline/Service Stati ITE Land Use Code 912 ITE Land Use Code 944 Size: 5 Size: 18 Total Internal External Demand 15.0% 9 Total Internal External Enter 61 27 34 Demand 15.0% 19 Balanced 9 Enter 125 47 78 Exit 61 27 34 9 Balanced Demand 15.0% 19 Exit 125 47 78 Total 122 54 68 15.0% 9 Demand Total 250 94 156 % 100% 44.3% 55.7% % 100% 37.6% 62.4% 15.0% 9 Demand Demand 15.0% 41 Demand 15.0% 19 Enter from External: 34 9 Balanced Balanced 28 Balanced 19 Enter from External: 78 Exit to External: 34 15.0% 28 Demand Demand 15.0% 28 Demand 15.0% 31 Exit to External: 78 Demand 15.0% 9 15.0% 19 Demand Balanced 9 Land Use C: Retail (Fast-Food Restaurant w/ D.T.) 19 Balanced Demand 15.0% 31 ITE Land Use Code 934 15.0% 28 Demand Size: 12 Total Internal External Enter 204 59 145 Enter from External: 145 Exit 188 56 132 Exit to External: 132 Total 392 115 277 % 100% 29.3% 70.7% NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT Category Enter Exit Total Single Use Trip Gen Estimate Land Use A B C D Total 217 34 145 78 474 225 34 132 78 469 442 68 277 156 943 557 122 392 250 1,321 Overall Internal Capture = 28.61%

APPENDIX D Intersection Analysis Worksheets Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

HCM 2010 AWSC 2017 Existing AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 14.5 Intersection LOS B Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 57 51 104 0 36 72 31 0 73 132 30 Future Vol, veh/h 0 57 51 104 0 36 72 31 0 73 132 30 Peak Hour Factor 0.92 0.76 0.70 0.79 0.92 0.83 0.56 0.48 0.92 0.75 0.85 0.52 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 75 73 132 0 43 129 65 0 97 155 58 Number of Lanes 0 1 1 1 0 1 1 1 0 1 1 0 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 3 3 2 Conflicting Approach Left SB NB EB Conflicting Lanes Left 2 2 3 Conflicting Approach Right NB SB WB Conflicting Lanes Right 2 2 3 HCM Control Delay 12.3 12.6 14.6 HCM LOS B B B Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 81% 0% 100% 0% 0% 100% 0% 0% 68% Vol Right, % 0% 19% 0% 0% 100% 0% 0% 100% 0% 32% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 73 162 57 51 104 36 72 31 37 221 LT Vol 73 0 57 0 0 36 0 0 37 0 Through Vol 0 132 0 51 0 0 72 0 0 151 RT Vol 0 30 0 0 104 0 0 31 0 70 Lane Flow Rate 97 213 75 73 132 43 129 65 59 289 Geometry Grp 8 8 8 8 8 8 8 8 8 8 Degree of Util (X) 0.214 0.43 0.172 0.156 0.256 0.1 0.279 0.127 0.127 0.567 Departure Headway (Hd) 7.9 7.265 8.24 7.726 7.007 8.34 7.826 7.106 7.802 7.074 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap 455 494 435 463 512 429 458 503 459 511 Service Time 5.653 5.018 5.997 5.483 4.763 6.103 5.588 4.868 5.554 4.826 HCM Lane V/C Ratio 0.213 0.431 0.172 0.158 0.258 0.1 0.282 0.129 0.129 0.566 HCM Control Delay 12.8 15.4 12.7 11.9 12.2 12 13.6 10.9 11.7 18.7 HCM Lane LOS B C B B B B B B B C HCM 95th-tile Q 0.8 2.1 0.6 0.5 1 0.3 1.1 0.4 0.4 3.5 01/19/2017 Baseline Synchro 9 Report Page 1

HCM 2010 AWSC 2017 Existing AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 37 151 70 Future Vol, veh/h 0 37 151 70 Peak Hour Factor 0.92 0.63 0.82 0.67 Heavy Vehicles, % 2 2 2 2 Mvmt Flow 0 59 184 104 Number of Lanes 0 1 1 0 Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 17.5 HCM LOS C 01/19/2017 Baseline Synchro 9 Report Page 2

HCM 2010 AWSC 2017 Existing PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 16.2 Intersection LOS C Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 86 76 85 0 34 56 15 0 100 177 66 Future Vol, veh/h 0 86 76 85 0 34 56 15 0 100 177 66 Peak Hour Factor 0.92 0.83 0.75 0.79 0.92 0.77 0.77 0.71 0.92 0.87 0.97 0.90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 104 101 108 0 44 73 21 0 115 182 73 Number of Lanes 0 1 1 1 0 1 1 1 0 1 1 0 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 3 3 2 Conflicting Approach Left SB NB EB Conflicting Lanes Left 2 2 3 Conflicting Approach Right NB SB WB Conflicting Lanes Right 2 2 3 HCM Control Delay 12.6 12.3 15.7 HCM LOS B B C Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 73% 0% 100% 0% 0% 100% 0% 0% 67% Vol Right, % 0% 27% 0% 0% 100% 0% 0% 100% 0% 33% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 100 243 86 76 85 34 56 15 23 262 LT Vol 100 0 86 0 0 34 0 0 23 0 Through Vol 0 177 0 76 0 0 56 0 0 176 RT Vol 0 66 0 0 85 0 0 15 0 86 Lane Flow Rate 115 256 104 101 108 44 73 21 35 338 Geometry Grp 8 8 8 8 8 8 8 8 8 8 Degree of Util (X) 0.249 0.504 0.237 0.217 0.209 0.107 0.166 0.044 0.076 0.659 Departure Headway (Hd) 7.785 7.089 8.221 7.707 6.988 8.727 8.211 7.488 7.752 7.017 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap 461 509 436 465 512 410 436 477 462 514 Service Time 5.539 4.843 5.979 5.465 4.746 6.496 5.98 5.257 5.504 4.769 HCM Lane V/C Ratio 0.249 0.503 0.239 0.217 0.211 0.107 0.167 0.044 0.076 0.658 HCM Control Delay 13.1 16.9 13.5 12.6 11.6 12.5 12.6 10.6 11.1 22.4 HCM Lane LOS B C B B B B B B B C HCM 95th-tile Q 1 2.8 0.9 0.8 0.8 0.4 0.6 0.1 0.2 4.8 Baseline Synchro 9 Report Page 1

HCM 2010 AWSC 2017 Existing PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 23 176 86 Future Vol, veh/h 0 23 176 86 Peak Hour Factor 0.92 0.65 0.75 0.83 Heavy Vehicles, % 2 2 2 2 Mvmt Flow 0 35 235 104 Number of Lanes 0 1 1 0 Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 21.3 HCM LOS C Baseline Synchro 9 Report Page 2

HCM 2010 AWSC 2018 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 37.8 Intersection LOS E Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 76 96 114 0 50 95 108 0 80 154 52 Future Vol, veh/h 0 76 96 114 0 50 95 108 0 80 154 52 Peak Hour Factor 0.92 0.76 0.70 0.79 0.92 0.83 0.56 0.48 0.92 0.75 0.85 0.52 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 100 137 144 0 60 170 225 0 107 181 100 Number of Lanes 0 1 1 1 0 1 1 1 0 1 1 0 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 3 3 2 Conflicting Approach Left SB NB EB Conflicting Lanes Left 2 2 3 Conflicting Approach Right NB SB WB Conflicting Lanes Right 2 2 3 HCM Control Delay 20.4 25 38.7 HCM LOS C C E Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 75% 0% 100% 0% 0% 100% 0% 0% 67% Vol Right, % 0% 25% 0% 0% 100% 0% 0% 100% 0% 33% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 80 206 76 96 114 50 95 108 197 249 LT Vol 80 0 76 0 0 50 0 0 197 0 Through Vol 0 154 0 96 0 0 95 0 0 168 RT Vol 0 52 0 0 114 0 0 108 0 81 Lane Flow Rate 107 281 100 137 144 60 170 225 313 326 Geometry Grp 8 8 8 8 8 8 8 8 8 8 Degree of Util (X) 0.329 0.814 0.32 0.418 0.41 0.188 0.505 0.624 0.907 0.877 Departure Headway (Hd) 11.111 10.416 11.504 10.977 10.238 11.25 10.724 9.987 10.439 9.694 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap 324 349 313 328 352 319 336 362 347 375 Service Time 8.87 8.175 9.266 8.738 8 9.01 8.484 7.747 8.197 7.451 HCM Lane V/C Ratio 0.33 0.805 0.319 0.418 0.409 0.188 0.506 0.622 0.902 0.869 HCM Control Delay 19.3 46.1 19.6 21.4 20 16.6 24 28 61 52.7 HCM Lane LOS C E C C C C C D F F HCM 95th-tile Q 1.4 7 1.3 2 1.9 0.7 2.7 4 9 8.5 Baseline Synchro 9 Report Page 1

HCM 2010 AWSC 2018 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 197 168 81 Future Vol, veh/h 0 197 168 81 Peak Hour Factor 0.92 0.63 0.82 0.67 Heavy Vehicles, % 2 2 2 2 Mvmt Flow 0 313 205 121 Number of Lanes 0 1 1 0 Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 56.8 HCM LOS F Baseline Synchro 9 Report Page 2

HCM 2010 AWSC 2018 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh 40.6 Intersection LOS E Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 122 132 103 0 75 98 53 0 114 196 82 Future Vol, veh/h 0 122 132 103 0 75 98 53 0 114 196 82 Peak Hour Factor 0.92 0.83 0.75 0.79 0.92 0.77 0.77 0.71 0.92 0.87 0.97 0.90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 147 176 130 0 97 127 75 0 131 202 91 Number of Lanes 0 1 1 1 0 1 1 1 0 1 1 0 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 3 3 2 Conflicting Approach Left SB NB EB Conflicting Lanes Left 2 2 3 Conflicting Approach Right NB SB WB Conflicting Lanes Right 2 2 3 HCM Control Delay 19.5 17.6 30.7 HCM LOS C C D Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 WBLn2 WBLn3 SBLn1 SBLn2 Vol Left, % 100% 0% 100% 0% 0% 100% 0% 0% 100% 0% Vol Thru, % 0% 71% 0% 100% 0% 0% 100% 0% 0% 65% Vol Right, % 0% 29% 0% 0% 100% 0% 0% 100% 0% 35% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 114 278 122 132 103 75 98 53 57 327 LT Vol 114 0 122 0 0 75 0 0 57 0 Through Vol 0 196 0 132 0 0 98 0 0 213 RT Vol 0 82 0 0 103 0 0 53 0 114 Lane Flow Rate 131 293 147 176 130 97 127 75 88 421 Geometry Grp 8 8 8 8 8 8 8 8 8 8 Degree of Util (X) 0.363 0.754 0.412 0.469 0.325 0.286 0.356 0.196 0.241 1.068 Departure Headway (Hd) 10.215 9.491 10.493 9.968 9.233 11.017 10.49 9.751 9.881 9.122 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap 354 384 345 364 392 328 345 370 367 400 Service Time 7.915 7.191 8.193 7.668 6.933 8.717 8.19 7.451 7.552 6.793 HCM Lane V/C Ratio 0.37 0.763 0.426 0.484 0.332 0.296 0.368 0.203 0.24 1.052 HCM Control Delay 18.6 36.1 20.4 21.2 16.3 18.1 18.9 14.8 15.7 94.9 HCM Lane LOS C E C C C C C B C F HCM 95th-tile Q 1.6 6.1 2 2.4 1.4 1.2 1.6 0.7 0.9 14.4 Baseline Synchro 9 Report Page 1

HCM 2010 AWSC 2018 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 57 213 114 Future Vol, veh/h 0 57 213 114 Peak Hour Factor 0.92 0.65 0.75 0.83 Heavy Vehicles, % 2 2 2 2 Mvmt Flow 0 88 284 137 Number of Lanes 0 1 1 0 Approach SB Opposing Approach NB Opposing Lanes 2 Conflicting Approach Left WB Conflicting Lanes Left 3 Conflicting Approach Right EB Conflicting Lanes Right 3 HCM Control Delay 81.3 HCM LOS F Baseline Synchro 9 Report Page 2

Timings 2018 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) 121 107 114 59 108 108 80 165 197 203 Future Volume (vph) 121 107 114 59 108 108 80 165 197 203 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 9.5 22.5 Total Split (s) 19.0 36.0 36.0 11.0 28.0 28.0 12.0 43.0 30.0 61.0 Total Split (%) 15.8% 30.0% 30.0% 9.2% 23.3% 23.3% 10.0% 35.8% 25.0% 50.8% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2018 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 121 107 114 59 108 108 80 165 60 197 203 111 Future Volume (veh/h) 121 107 114 59 108 108 80 165 60 197 203 111 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 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 159 153 144 71 193 225 107 194 115 313 248 166 Adj No. of Lanes 1 1 1 1 1 1 1 1 0 1 1 0 Peak Hour Factor 0.76 0.70 0.79 0.83 0.56 0.48 0.75 0.85 0.52 0.63 0.82 0.67 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 286 394 335 291 312 265 535 535 317 651 571 382 Arrive On Green 0.09 0.21 0.21 0.04 0.17 0.17 0.05 0.49 0.49 0.11 0.55 0.55 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 1097 651 1774 1042 698 Grp Volume(v), veh/h 159 153 144 71 193 225 107 0 309 313 0 414 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 0 1748 1774 0 1740 Q Serve(g_s), s 8.6 8.5 9.5 3.9 11.6 16.6 3.6 0.0 13.2 10.0 0.0 16.9 Cycle Q Clear(g_c), s 8.6 8.5 9.5 3.9 11.6 16.6 3.6 0.0 13.2 10.0 0.0 16.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.37 1.00 0.40 Lane Grp Cap(c), veh/h 286 394 335 291 312 265 535 0 852 651 0 954 V/C Ratio(X) 0.56 0.39 0.43 0.24 0.62 0.85 0.20 0.00 0.36 0.48 0.00 0.43 Avail Cap(c_a), veh/h 343 489 416 308 365 310 565 0 852 839 0 954 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 1.00 Uniform Delay (d), s/veh 35.8 40.7 41.1 38.8 46.4 48.5 14.4 0.0 19.2 12.4 0.0 16.1 Incr Delay (d2), s/veh 1.7 0.6 0.9 0.4 2.4 17.4 0.2 0.0 1.2 0.6 0.0 1.4 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 4.3 4.4 4.2 1.9 6.2 8.5 1.8 0.0 6.6 5.0 0.0 8.4 LnGrp Delay(d),s/veh 37.4 41.3 41.9 39.3 48.8 65.9 14.5 0.0 20.3 13.0 0.0 17.5 LnGrp LOS D D D D D E B C B B Approach Vol, veh/h 456 489 416 727 Approach Delay, s/veh 40.2 55.3 18.9 15.6 Approach LOS D E B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 17.3 63.0 9.9 29.9 10.0 70.3 15.2 24.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 25.5 38.5 6.5 31.5 7.5 56.5 14.5 23.5 Max Q Clear Time (g_c+i1), s 12.0 15.2 5.9 11.5 5.6 18.9 10.6 18.6 Green Ext Time (p_c), s 0.8 4.5 0.0 3.1 0.0 4.9 0.1 1.5 Intersection Summary HCM 2010 Ctrl Delay 30.9 HCM 2010 LOS C Baseline Synchro 9 Report Page 2

Timings 2018 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) 180 146 103 85 112 53 114 210 57 252 Future Volume (vph) 180 146 103 85 112 53 114 210 57 252 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 9.5 22.5 Total Split (s) 23.2 32.6 32.6 13.4 22.8 22.8 14.4 64.2 9.8 59.6 Total Split (%) 19.3% 27.2% 27.2% 11.2% 19.0% 19.0% 12.0% 53.5% 8.2% 49.7% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2018 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 180 146 103 85 112 53 114 210 92 57 252 148 Future Volume (veh/h) 180 146 103 85 112 53 114 210 92 57 252 148 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 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 217 195 130 110 145 75 131 216 102 88 336 178 Adj No. of Lanes 1 1 1 1 1 1 1 1 0 1 1 0 Peak Hour Factor 0.83 0.75 0.79 0.77 0.77 0.71 0.87 0.97 0.90 0.65 0.75 0.83 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 313 297 252 247 196 166 495 697 329 648 659 349 Arrive On Green 0.12 0.16 0.16 0.07 0.11 0.11 0.05 0.58 0.58 0.04 0.57 0.57 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 1197 565 1774 1148 608 Grp Volume(v), veh/h 217 195 130 110 145 75 131 0 318 88 0 514 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 0 1763 1774 0 1755 Q Serve(g_s), s 12.6 11.8 9.0 6.5 9.1 5.3 3.6 0.0 11.0 2.4 0.0 21.2 Cycle Q Clear(g_c), s 12.6 11.8 9.0 6.5 9.1 5.3 3.6 0.0 11.0 2.4 0.0 21.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.32 1.00 0.35 Lane Grp Cap(c), veh/h 313 297 252 247 196 166 495 0 1026 648 0 1008 V/C Ratio(X) 0.69 0.66 0.52 0.44 0.74 0.45 0.26 0.00 0.31 0.14 0.00 0.51 Avail Cap(c_a), veh/h 371 436 371 256 284 241 558 0 1026 656 0 1008 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 1.00 Uniform Delay (d), s/veh 39.6 47.4 46.2 43.7 52.1 50.4 11.5 0.0 12.8 9.9 0.0 15.4 Incr Delay (d2), s/veh 4.4 2.5 1.6 1.3 5.8 1.9 0.3 0.0 0.8 0.1 0.0 1.8 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 6.5 6.3 4.0 3.3 5.0 2.4 1.8 0.0 5.6 1.2 0.0 10.7 LnGrp Delay(d),s/veh 43.9 49.9 47.8 45.0 57.9 52.3 11.8 0.0 13.6 10.0 0.0 17.2 LnGrp LOS D D D D E D B B A B Approach Vol, veh/h 542 330 449 602 Approach Delay, s/veh 47.0 52.3 13.1 16.2 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.2 74.3 12.8 23.6 10.2 73.4 19.3 17.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.3 59.7 8.9 28.1 9.9 55.1 18.7 18.3 Max Q Clear Time (g_c+i1), s 4.4 13.0 8.5 13.8 5.6 23.2 14.6 11.1 Green Ext Time (p_c), s 0.0 6.0 0.0 2.2 0.1 5.8 0.2 1.5 Intersection Summary HCM 2010 Ctrl Delay 30.3 HCM 2010 LOS C Baseline Synchro 9 Report Page 2

Timings 2035 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 140 153 185 75 159 208 130 265 73 345 285 141 Future Volume (vph) 140 153 185 75 159 208 130 265 73 345 285 141 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s) 18.0 45.0 45.0 12.0 39.0 39.0 17.0 28.0 28.0 35.0 46.0 46.0 Total Split (%) 15.0% 37.5% 37.5% 10.0% 32.5% 32.5% 14.2% 23.3% 23.3% 29.2% 38.3% 38.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2035 Background AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 140 153 185 75 159 208 130 265 73 345 285 141 Future Volume (veh/h) 140 153 185 75 159 208 130 265 73 345 285 141 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 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 184 219 234 90 284 433 173 312 140 548 348 210 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.76 0.70 0.79 0.83 0.56 0.48 0.75 0.85 0.52 0.63 0.82 0.67 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 244 1122 502 140 1014 454 232 1570 489 632 2160 673 Arrive On Green 0.07 0.32 0.32 0.04 0.29 0.29 0.07 0.31 0.31 0.18 0.42 0.42 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 3442 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 184 219 234 90 284 433 173 312 140 548 348 210 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1721 1695 1583 1721 1695 1583 Q Serve(g_s), s 6.3 5.4 14.2 3.1 7.5 32.2 5.9 5.4 8.0 18.6 5.1 10.6 Cycle Q Clear(g_c), s 6.3 5.4 14.2 3.1 7.5 32.2 5.9 5.4 8.0 18.6 5.1 10.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 244 1122 502 140 1014 454 232 1570 489 632 2160 673 V/C Ratio(X) 0.75 0.20 0.47 0.64 0.28 0.95 0.74 0.20 0.29 0.87 0.16 0.31 Avail Cap(c_a), veh/h 387 1194 534 215 1018 455 359 1570 489 875 2160 673 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 54.7 29.8 32.8 56.7 33.2 42.0 54.9 30.6 31.5 47.6 21.3 22.9 Incr Delay (d2), s/veh 4.6 0.1 0.7 4.9 0.1 30.6 4.7 0.3 1.5 6.9 0.2 1.2 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 3.1 2.7 6.3 1.6 3.7 17.9 3.0 2.6 3.7 9.4 2.4 4.8 LnGrp Delay(d),s/veh 59.3 29.9 33.5 61.6 33.3 72.7 59.6 30.8 32.9 54.5 21.5 24.1 LnGrp LOS E C C E C E E C C D C C Approach Vol, veh/h 637 807 625 1106 Approach Delay, s/veh 39.7 57.6 39.3 38.3 Approach LOS D E D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 26.5 41.5 9.4 42.5 12.6 55.5 13.0 38.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 30.5 23.5 7.5 40.5 12.5 41.5 13.5 34.5 Max Q Clear Time (g_c+i1), s 20.6 10.0 5.1 16.2 7.9 12.6 8.3 34.2 Green Ext Time (p_c), s 1.5 4.5 0.0 6.0 0.2 5.9 0.2 0.2 Intersection Summary HCM 2010 Ctrl Delay 43.7 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

Timings 2035 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 229 187 160 99 139 70 181 330 128 85 373 209 Future Volume (vph) 229 187 160 99 139 70 181 330 128 85 373 209 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s) 29.0 38.0 38.0 19.0 28.0 28.0 24.0 44.0 44.0 19.0 39.0 39.0 Total Split (%) 24.2% 31.7% 31.7% 15.8% 23.3% 23.3% 20.0% 36.7% 36.7% 15.8% 32.5% 32.5% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2035 Background PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 229 187 160 99 139 70 181 330 128 85 373 209 Future Volume (veh/h) 229 187 160 99 139 70 181 330 128 85 373 209 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 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 276 249 203 129 181 99 208 340 142 131 497 252 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.83 0.75 0.79 0.77 0.77 0.71 0.87 0.97 0.90 0.65 0.75 0.83 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 349 593 265 187 428 191 274 2913 907 190 2788 868 Arrive On Green 0.10 0.17 0.17 0.05 0.12 0.12 0.08 0.57 0.57 0.06 0.55 0.55 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 3442 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 276 249 203 129 181 99 208 340 142 131 497 252 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1721 1695 1583 1721 1695 1583 Q Serve(g_s), s 9.4 7.6 14.7 4.4 5.7 7.0 7.1 3.7 5.1 4.5 5.9 10.3 Cycle Q Clear(g_c), s 9.4 7.6 14.7 4.4 5.7 7.0 7.1 3.7 5.1 4.5 5.9 10.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 349 593 265 187 428 191 274 2913 907 190 2788 868 V/C Ratio(X) 0.79 0.42 0.76 0.69 0.42 0.52 0.76 0.12 0.16 0.69 0.18 0.29 Avail Cap(c_a), veh/h 703 988 442 416 693 310 559 2913 907 416 2788 868 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.7 44.7 47.7 55.7 48.9 49.5 54.1 11.7 12.0 55.7 13.6 14.6 Incr Delay (d2), s/veh 4.1 0.5 4.6 4.4 0.7 2.2 4.3 0.1 0.4 4.4 0.1 0.8 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 4.7 3.7 6.8 2.2 2.8 3.2 3.5 1.7 2.3 2.2 2.8 4.7 LnGrp Delay(d),s/veh 56.7 45.2 52.3 60.2 49.5 51.6 58.4 11.8 12.4 60.1 13.7 15.4 LnGrp LOS E D D E D D E B B E B B Approach Vol, veh/h 728 409 690 880 Approach Delay, s/veh 51.5 53.4 26.0 21.1 Approach LOS D D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.1 73.2 11.0 24.6 14.1 70.3 16.7 19.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 14.5 39.5 14.5 33.5 19.5 34.5 24.5 23.5 Max Q Clear Time (g_c+i1), s 6.5 7.1 6.4 16.7 9.1 12.3 11.4 9.0 Green Ext Time (p_c), s 0.2 7.8 0.2 3.4 0.5 7.0 0.8 3.2 Intersection Summary HCM 2010 Ctrl Delay 35.4 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

Timings 2035 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 216 191 185 97 202 208 130 284 92 345 350 184 Future Volume (vph) 216 191 185 97 202 208 130 284 92 345 350 184 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s) 22.0 44.0 44.0 14.0 36.0 36.0 17.0 27.0 27.0 35.0 45.0 45.0 Total Split (%) 18.3% 36.7% 36.7% 11.7% 30.0% 30.0% 14.2% 22.5% 22.5% 29.2% 37.5% 37.5% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2035 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 216 191 185 97 202 208 130 284 92 345 350 184 Future Volume (veh/h) 216 191 185 97 202 208 130 284 92 345 350 184 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 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 284 273 234 117 361 433 173 334 177 548 427 275 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.76 0.70 0.79 0.83 0.56 0.48 0.75 0.85 0.52 0.63 0.82 0.67 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 349 1112 497 172 929 416 232 1537 479 632 2128 663 Arrive On Green 0.10 0.31 0.31 0.05 0.26 0.26 0.07 0.30 0.30 0.18 0.42 0.42 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 3442 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 284 273 234 117 361 433 173 334 177 548 427 275 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1721 1695 1583 1721 1695 1583 Q Serve(g_s), s 9.7 6.9 14.3 4.0 10.1 31.5 5.9 5.9 10.5 18.6 6.4 14.7 Cycle Q Clear(g_c), s 9.7 6.9 14.3 4.0 10.1 31.5 5.9 5.9 10.5 18.6 6.4 14.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 349 1112 497 172 929 416 232 1537 479 632 2128 663 V/C Ratio(X) 0.81 0.25 0.47 0.68 0.39 1.04 0.74 0.22 0.37 0.87 0.20 0.41 Avail Cap(c_a), veh/h 502 1165 521 272 929 416 359 1537 479 875 2128 663 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.8 30.6 33.1 56.1 36.3 44.3 54.9 31.3 32.9 47.6 22.1 24.6 Incr Delay (d2), s/veh 6.6 0.1 0.7 4.7 0.3 55.4 4.7 0.3 2.2 6.9 0.2 1.9 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 4.9 3.4 6.4 2.0 4.9 20.2 3.0 2.8 4.9 9.4 3.0 6.8 LnGrp Delay(d),s/veh 59.4 30.7 33.8 60.8 36.6 99.7 59.6 31.6 35.1 54.5 22.4 26.5 LnGrp LOS E C C E D F E C D D C C Approach Vol, veh/h 791 911 684 1250 Approach Delay, s/veh 41.9 69.7 39.6 37.3 Approach LOS D E D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 26.5 40.8 10.5 42.2 12.6 54.7 16.7 36.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 30.5 22.5 9.5 39.5 12.5 40.5 17.5 31.5 Max Q Clear Time (g_c+i1), s 20.6 12.5 6.0 16.3 7.9 16.7 11.7 33.5 Green Ext Time (p_c), s 1.5 4.5 0.1 6.9 0.2 6.9 0.5 0.0 Intersection Summary HCM 2010 Ctrl Delay 46.9 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

Timings 2035 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 325 235 160 123 187 70 181 354 152 85 445 257 Future Volume (vph) 325 235 160 123 187 70 181 354 152 85 445 257 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s) 31.0 40.0 40.0 18.0 27.0 27.0 21.0 46.0 46.0 16.0 41.0 41.0 Total Split (%) 25.8% 33.3% 33.3% 15.0% 22.5% 22.5% 17.5% 38.3% 38.3% 13.3% 34.2% 34.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: Quebec Street & 136th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2035 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 325 235 160 123 187 70 181 354 152 85 445 257 Future Volume (veh/h) 325 235 160 123 187 70 181 354 152 85 445 257 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 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 392 313 203 160 243 99 208 365 169 131 593 310 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.83 0.75 0.79 0.77 0.77 0.71 0.87 0.97 0.90 0.65 0.75 0.83 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 470 658 294 220 400 179 272 2775 864 188 2651 825 Arrive On Green 0.14 0.19 0.19 0.06 0.11 0.11 0.08 0.55 0.55 0.05 0.52 0.52 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 3442 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 392 313 203 160 243 99 208 365 169 131 593 310 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1721 1695 1583 1721 1695 1583 Q Serve(g_s), s 13.3 9.5 14.4 5.5 7.8 7.1 7.1 4.2 6.5 4.5 7.6 14.0 Cycle Q Clear(g_c), s 13.3 9.5 14.4 5.5 7.8 7.1 7.1 4.2 6.5 4.5 7.6 14.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 470 658 294 220 400 179 272 2775 864 188 2651 825 V/C Ratio(X) 0.83 0.48 0.69 0.73 0.61 0.55 0.77 0.13 0.20 0.70 0.22 0.38 Avail Cap(c_a), veh/h 760 1047 468 387 664 297 473 2775 864 330 2651 825 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 50.5 43.6 45.6 55.1 50.7 50.3 54.2 13.3 13.9 55.8 15.6 17.1 Incr Delay (d2), s/veh 4.4 0.5 2.9 4.6 1.5 2.6 4.5 0.1 0.5 4.6 0.2 1.3 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 6.6 4.7 6.5 2.7 3.9 3.3 3.5 2.0 3.0 2.2 3.6 6.4 LnGrp Delay(d),s/veh 54.8 44.2 48.5 59.7 52.2 53.0 58.7 13.4 14.4 60.4 15.8 18.4 LnGrp LOS D D D E D D E B B E B B Approach Vol, veh/h 908 502 742 1034 Approach Delay, s/veh 49.7 54.7 26.3 22.2 Approach LOS D D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 70.0 12.2 26.8 14.0 67.1 20.9 18.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 11.5 41.5 13.5 35.5 16.5 36.5 26.5 22.5 Max Q Clear Time (g_c+i1), s 6.5 8.5 7.5 16.4 9.1 16.0 15.3 9.8 Green Ext Time (p_c), s 0.1 9.5 0.2 4.4 0.4 8.1 1.1 3.7 Intersection Summary HCM 2010 Ctrl Delay 36.1 HCM 2010 LOS D Baseline Synchro 9 Report Page 2

HCM 2010 TWSC 2018 Background AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 256 42 10 246 133 30 Future Vol, veh/h 256 42 10 246 133 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 291 48 11 280 151 34 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 291 0 454 145 Stage 1 - - - - 291 - Stage 2 - - - - 163 - Critical Hdwy - - 4.14-7.54 6.94 Critical Hdwy Stg 1 - - - - 6.54 - Critical Hdwy Stg 2 - - - - 6.54 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1268-489 876 Stage 1 - - - - 693 - Stage 2 - - - - 823 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1268-486 876 Mov Cap-2 Maneuver - - - - 486 - Stage 1 - - - - 693 - Stage 2 - - - - 816 - Approach EB WB NB HCM Control Delay, s 0 0.3 14.5 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 486 876 - - 1268 - HCM Lane V/C Ratio 0.311 0.039 - - 0.009 - HCM Control Delay (s) 15.7 9.3 - - 7.9 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 1.3 0.1 - - 0 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Background PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 336 145 35 291 177 21 Future Vol, veh/h 336 145 35 291 177 21 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 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 365 158 38 316 192 23 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 365 0 599 183 Stage 1 - - - - 365 - Stage 2 - - - - 234 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1190-433 828 Stage 1 - - - - 673 - Stage 2 - - - - 783 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1190-419 828 Mov Cap-2 Maneuver - - - - 419 - Stage 1 - - - - 673 - Stage 2 - - - - 758 - Approach EB WB NB HCM Control Delay, s 0 0.9 19.5 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 419 828 - - 1190 - HCM Lane V/C Ratio 0.459 0.028 - - 0.032 - HCM Control Delay (s) 20.7 9.5 - - 8.1 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 2.4 0.1 - - 0.1 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 2.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 451 42 10 417 133 30 Future Vol, veh/h 451 42 10 417 133 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 513 48 11 474 151 34 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 513 0 773 256 Stage 1 - - - - 513 - Stage 2 - - - - 260 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1049-336 743 Stage 1 - - - - 566 - Stage 2 - - - - 760 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1049-332 743 Mov Cap-2 Maneuver - - - - 440 - Stage 1 - - - - 566 - Stage 2 - - - - 752 - Approach EB WB NB HCM Control Delay, s 0 0.2 16.1 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 440 743 - - 1049 - HCM Lane V/C Ratio 0.343 0.046 - - 0.011 - HCM Control Delay (s) 17.4 10.1 - - 8.5 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1.5 0.1 - - 0 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 553 145 35 507 177 21 Future Vol, veh/h 553 145 35 507 177 21 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 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 601 158 38 551 192 23 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 601 0 953 301 Stage 1 - - - - 601 - Stage 2 - - - - 352 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 972-257 695 Stage 1 - - - - 510 - Stage 2 - - - - 683 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 972-247 695 Mov Cap-2 Maneuver - - - - 372 - Stage 1 - - - - 510 - Stage 2 - - - - 656 - Approach EB WB NB HCM Control Delay, s 0 0.6 23.1 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 372 695 - - 972 - HCM Lane V/C Ratio 0.517 0.033 - - 0.039 - HCM Control Delay (s) 24.6 10.4 - - 8.9 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 2.9 0.1 - - 0.1 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Background AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 2.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 432 33 15 415 103 46 Future Vol, veh/h 432 33 15 415 103 46 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 491 38 17 472 117 52 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 491 0 761 245 Stage 1 - - - - 491 - Stage 2 - - - - 270 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1069-342 755 Stage 1 - - - - 581 - Stage 2 - - - - 751 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1069-337 755 Mov Cap-2 Maneuver - - - - 337 - Stage 1 - - - - 581 - Stage 2 - - - - 739 - Approach EB WB NB HCM Control Delay, s 0 0.3 17.8 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 337 755 - - 1069 - HCM Lane V/C Ratio 0.347 0.069 - - 0.016 - HCM Control Delay (s) 21.3 10.1 - - 8.4 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1.5 0.2 - - 0 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Background PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 539 113 51 478 138 37 Future Vol, veh/h 539 113 51 478 138 37 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 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 586 123 55 520 150 40 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 586 0 957 293 Stage 1 - - - - 586 - Stage 2 - - - - 371 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 985-256 703 Stage 1 - - - - 519 - Stage 2 - - - - 668 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 985-242 703 Mov Cap-2 Maneuver - - - - 242 - Stage 1 - - - - 519 - Stage 2 - - - - 631 - Approach EB WB NB HCM Control Delay, s 0 0.9 34.8 HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 242 703 - - 985 - HCM Lane V/C Ratio 0.62 0.057 - - 0.056 - HCM Control Delay (s) 41.4 10.4 - - 8.9 - HCM Lane LOS E B - - A - HCM 95th %tile Q(veh) 3.7 0.2 - - 0.2 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total AM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 584 33 15 548 103 46 Future Vol, veh/h 584 33 15 548 103 46 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 664 38 17 623 117 52 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 664 0 1009 332 Stage 1 - - - - 664 - Stage 2 - - - - 345 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 921-237 664 Stage 1 - - - - 474 - Stage 2 - - - - 688 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 921-233 664 Mov Cap-2 Maneuver - - - - 355 - Stage 1 - - - - 474 - Stage 2 - - - - 675 - Approach EB WB NB HCM Control Delay, s 0 0.2 17.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 355 664 - - 921 - HCM Lane V/C Ratio 0.33 0.079 - - 0.019 - HCM Control Delay (s) 20 10.9 - - 9 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1.4 0.3 - - 0.1 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total PM Peak.syn 2: Newport Street & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 708 113 51 646 138 37 Future Vol, veh/h 708 113 51 646 138 37 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-150 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 770 123 55 702 150 40 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 770 0 1232 385 Stage 1 - - - - 770 - Stage 2 - - - - 462 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 840-169 613 Stage 1 - - - - 417 - Stage 2 - - - - 601 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 840-158 613 Mov Cap-2 Maneuver - - - - 288 - Stage 1 - - - - 417 - Stage 2 - - - - 562 - Approach EB WB NB HCM Control Delay, s 0 0.7 26.3 HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 288 613 - - 840 - HCM Lane V/C Ratio 0.521 0.066 - - 0.066 - HCM Control Delay (s) 30.3 11.3 - - 9.6 - HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) 2.8 0.2 - - 0.2 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Background AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 2.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 34 74 22 252 322 10 Future Vol, veh/h 34 74 22 252 322 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 0 150 - - 150 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 39 84 25 286 366 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 702 366 366 0-0 Stage 1 366 - - - - - Stage 2 336 - - - - - 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 404 679 1193 - - - Stage 1 702 - - - - - Stage 2 724 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 396 679 1193 - - - Mov Cap-2 Maneuver 396 - - - - - Stage 1 702 - - - - - Stage 2 709 - - - - - Approach EB NB SB HCM Control Delay, s 12.4 0.6 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1193-396 679 - - HCM Lane V/C Ratio 0.021-0.098 0.124 - - HCM Control Delay (s) 8.1-15.1 11.1 - - HCM Lane LOS A - C B - - HCM 95th %tile Q(veh) 0.1-0.3 0.4 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Background PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 1.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 20 45 80 372 355 36 Future Vol, veh/h 20 45 80 372 355 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 0 150 - - 150 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 22 49 87 404 386 39 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 964 386 386 0-0 Stage 1 386 - - - - - Stage 2 578 - - - - - 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 283 662 1172 - - - Stage 1 687 - - - - - Stage 2 561 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 262 662 1172 - - - Mov Cap-2 Maneuver 262 - - - - - Stage 1 687 - - - - - Stage 2 519 - - - - - Approach EB NB SB HCM Control Delay, s 13.7 1.5 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1172-262 662 - - HCM Lane V/C Ratio 0.074-0.083 0.074 - - HCM Control Delay (s) 8.3-20 10.9 - - HCM Lane LOS A - C B - - HCM 95th %tile Q(veh) 0.2-0.3 0.2 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 53 112 65 360 417 10 Future Vol, veh/h 53 112 65 360 417 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 0 150 - - 150 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 60 127 74 409 474 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1031 474 474 0-0 Stage 1 474 - - - - - Stage 2 557 - - - - - 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 258 590 1088 - - - Stage 1 626 - - - - - Stage 2 574 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 240 590 1088 - - - Mov Cap-2 Maneuver 240 - - - - - Stage 1 626 - - - - - Stage 2 535 - - - - - Approach EB NB SB HCM Control Delay, s 16.7 1.3 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1088-240 590 - - HCM Lane V/C Ratio 0.068-0.251 0.216 - - HCM Control Delay (s) 8.6-25 12.8 - - HCM Lane LOS A - D B - - HCM 95th %tile Q(veh) 0.2-1 0.8 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 44 93 128 493 475 36 Future Vol, veh/h 44 93 128 493 475 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 0 150 - - 150 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 48 101 139 536 516 39 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1330 516 516 0-0 Stage 1 516 - - - - - Stage 2 814 - - - - - 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 171 559 1050 - - - Stage 1 599 - - - - - Stage 2 436 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 148 559 1050 - - - Mov Cap-2 Maneuver 148 - - - - - Stage 1 599 - - - - - Stage 2 378 - - - - - Approach EB NB SB HCM Control Delay, s 21.8 1.8 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1050-148 559 - - HCM Lane V/C Ratio 0.133-0.323 0.181 - - HCM Control Delay (s) 9-40.5 12.9 - - HCM Lane LOS A - E B - - HCM 95th %tile Q(veh) 0.5-1.3 0.7 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Background AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 55 5 62 40 5 60 19 353 40 10 519 16 Future Vol, veh/h 55 5 62 40 5 60 19 353 40 10 519 16 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 150 - - 150 - - 150-150 150-150 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 92 88 92 92 92 88 88 92 92 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 63 5 70 43 5 65 22 401 43 11 590 18 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 818 1056 295 704 1056 201 590 0 0 401 0 0 Stage 1 612 612-444 444 - - - - - - - Stage 2 206 444-260 612 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54-7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54-6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 326 224 598 380 224 686 614 - - 754 - - Stage 1 368 482-478 574 - - - - - - - Stage 2 713 574-663 482 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 278 213 598 316 213 686 614 - - 754 - - Mov Cap-2 Maneuver 278 213-316 213 - - - - - - - Stage 1 355 475-461 553 - - - - - - - Stage 2 616 553-570 475 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16.9 14.4 0.5 0.2 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 614 - - 278 529 316 586 754 - - HCM Lane V/C Ratio 0.035 - - 0.225 0.143 0.138 0.121 0.014 - - HCM Control Delay (s) 11.1 - - 21.7 12.9 18.2 12 9.8 - - HCM Lane LOS B - - C B C B A - - HCM 95th %tile Q(veh) 0.1 - - 0.8 0.5 0.5 0.4 0 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Background PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 32 10 38 25 10 185 67 422 110 30 545 57 Future Vol, veh/h 32 10 38 25 10 185 67 422 110 30 545 57 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 150 - - 150 - - 150-150 150-150 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 11 41 27 11 201 73 459 120 33 592 62 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 993 1262 296 912 1262 229 592 0 0 459 0 0 Stage 1 658 658-604 604 - - - - - - - Stage 2 335 604-308 658 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54-7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54-6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 258 169 597 288 169 659 613 - - 708 - - Stage 1 342 459-373 486 - - - - - - - Stage 2 598 486-621 459 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 148 142 597 222 142 659 613 - - 708 - - Mov Cap-2 Maneuver 148 142-222 142 - - - - - - - Stage 1 301 438-329 428 - - - - - - - Stage 2 357 428-537 438 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 24.7 16.3 1.3 0.5 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 613 - - 148 358 222 555 708 - - HCM Lane V/C Ratio 0.119 - - 0.235 0.146 0.122 0.382 0.046 - - HCM Control Delay (s) 11.7 - - 36.6 16.8 23.5 15.4 10.3 - - HCM Lane LOS B - - E C C C B - - HCM 95th %tile Q(veh) 0.4 - - 0.9 0.5 0.4 1.8 0.1 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total AM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 5.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 93 5 81 40 5 60 41 440 40 10 595 16 Future Vol, veh/h 93 5 81 40 5 60 41 440 40 10 595 16 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 150 - - 150 - - 150-150 150-150 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 92 88 92 92 92 88 88 92 92 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 106 5 92 43 5 65 47 500 43 11 676 18 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 994 1291 338 888 1291 250 676 0 0 500 0 0 Stage 1 698 698-593 593 - - - - - - - Stage 2 296 593-295 698 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54-7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54-6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 258 162 562 297 162 639 559 - - 677 - - Stage 1 321 440-379 492 - - - - - - - Stage 2 631 492-632 440 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 208 146 562 223 146 639 559 - - 677 - - Mov Cap-2 Maneuver 208 146-223 146 - - - - - - - Stage 1 294 433-347 451 - - - - - - - Stage 2 513 451-513 433 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 27.1 17.7 0.9 0.2 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 559 - - 208 485 223 507 677 - - HCM Lane V/C Ratio 0.083 - - 0.508 0.201 0.195 0.139 0.016 - - HCM Control Delay (s) 12 - - 38.9 14.3 25 13.2 10.4 - - HCM Lane LOS B - - E B D B B - - HCM 95th %tile Q(veh) 0.3 - - 2.6 0.7 0.7 0.5 0 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total PM Peak.syn 3: Quebec Street & 134th Avenue 01/19/2017 Intersection Int Delay, s/veh 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 80 10 62 25 10 185 91 518 110 30 641 57 Future Vol, veh/h 80 10 62 25 10 185 91 518 110 30 641 57 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 150 - - 150 - - 150-150 150-150 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 87 11 67 27 11 201 99 563 120 33 697 62 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1190 1523 348 1110 1523 282 697 0 0 563 0 0 Stage 1 762 762-761 761 - - - - - - - Stage 2 428 761-349 762 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54-7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54-6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 197 117 553 220 117 610 547 - - 633 - - Stage 1 291 412-291 412 - - - - - - - Stage 2 526 412-587 412 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 100 91 553 146 91 610 547 - - 633 - - Mov Cap-2 Maneuver 100 91-146 91 - - - - - - - Stage 1 238 391-238 337 - - - - - - - Stage 2 279 337-475 391 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 79.8 20.6 1.6 0.5 HCM LOS F C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 547 - - 100 324 146 472 633 - - HCM Lane V/C Ratio 0.181 - - 0.87 0.242 0.186 0.449 0.052 - - HCM Control Delay (s) 13 - - 133.9 19.6 35.2 18.7 11 - - HCM Lane LOS B - - F C E C B - - HCM 95th %tile Q(veh) 0.7 - - 5 0.9 0.7 2.3 0.2 - - Baseline Synchro 9 Report Page 1

Timings 2035 Total AM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 93 5 40 5 41 440 40 10 595 16 Future Volume (vph) 93 5 40 5 41 440 40 10 595 16 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 6 Detector Phase 7 4 3 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s) 29.0 43.0 15.0 29.0 16.0 49.0 49.0 13.0 46.0 46.0 Total Split (%) 24.2% 35.8% 12.5% 24.2% 13.3% 40.8% 40.8% 10.8% 38.3% 38.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 21.0 10.9 13.8 7.0 89.1 87.5 87.5 85.4 80.7 80.7 Actuated g/c Ratio 0.18 0.09 0.12 0.06 0.74 0.73 0.73 0.71 0.67 0.67 v/c Ratio 0.46 0.43 0.24 0.45 0.09 0.13 0.04 0.02 0.20 0.02 Control Delay 47.2 16.8 41.3 24.2 5.9 6.3 0.1 5.2 8.1 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.2 16.8 41.3 24.2 5.9 6.3 0.1 5.2 8.1 0.0 LOS D B D C A A A A A A Approach Delay 32.7 30.7 5.8 7.9 Approach LOS C C A A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.46 Intersection Signal Delay: 11.8 Intersection LOS: B Intersection Capacity Utilization 38.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: Quebec Street & 134th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2035 Total AM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 93 5 81 40 5 60 41 440 40 10 595 16 Future Volume (veh/h) 93 5 81 40 5 60 41 440 40 10 595 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 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 106 5 92 43 5 65 47 500 43 11 676 18 Adj No. of Lanes 1 1 0 1 1 0 1 3 1 1 3 1 Peak Hour Factor 0.88 0.92 0.88 0.92 0.92 0.92 0.88 0.88 0.92 0.92 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 219 9 161 179 8 99 626 3554 1106 655 3451 1074 Arrive On Green 0.07 0.11 0.11 0.03 0.07 0.07 0.03 0.70 0.70 0.03 1.00 1.00 Sat Flow, veh/h 1774 82 1513 1774 114 1486 1774 5085 1583 1774 5085 1583 Grp Volume(v), veh/h 106 0 97 43 0 70 47 500 43 11 676 18 Grp Sat Flow(s),veh/h/ln 1774 0 1596 1774 0 1600 1774 1695 1583 1774 1695 1583 Q Serve(g_s), s 6.4 0.0 6.9 2.7 0.0 5.1 0.9 3.9 1.0 0.2 0.0 0.0 Cycle Q Clear(g_c), s 6.4 0.0 6.9 2.7 0.0 5.1 0.9 3.9 1.0 0.2 0.0 0.0 Prop In Lane 1.00 0.95 1.00 0.93 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 219 0 170 179 0 106 626 3554 1106 655 3451 1074 V/C Ratio(X) 0.48 0.00 0.57 0.24 0.00 0.66 0.08 0.14 0.04 0.02 0.20 0.02 Avail Cap(c_a), veh/h 454 0 512 278 0 327 737 3554 1106 758 3451 1074 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 45.8 0.0 51.0 50.0 0.0 54.7 5.1 6.0 5.6 5.7 0.0 0.0 Incr Delay (d2), s/veh 1.6 0.0 3.0 0.7 0.0 6.8 0.1 0.1 0.1 0.0 0.1 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 3.2 0.0 3.2 1.3 0.0 2.5 0.5 1.9 0.5 0.1 0.0 0.0 LnGrp Delay(d),s/veh 47.4 0.0 54.0 50.7 0.0 61.5 5.2 6.1 5.7 5.7 0.1 0.0 LnGrp LOS D D D E A A A A A A Approach Vol, veh/h 203 113 590 705 Approach Delay, s/veh 50.6 57.4 6.0 0.2 Approach LOS D E A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.0 88.4 8.3 17.3 8.5 85.9 13.2 12.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 44.5 10.5 38.5 11.5 41.5 24.5 24.5 Max Q Clear Time (g_c+i1), s 2.2 5.9 4.7 8.9 2.9 2.0 8.4 7.1 Green Ext Time (p_c), s 0.0 9.8 0.0 1.0 0.0 9.8 0.2 0.8 Intersection Summary HCM 2010 Ctrl Delay 12.7 HCM 2010 LOS B Baseline Synchro 9 Report Page 2

Timings 2035 Total PM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 80 10 25 10 91 518 110 30 641 57 Future Volume (vph) 80 10 25 10 91 518 110 30 641 57 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 6 Detector Phase 7 4 3 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s) 26.0 48.0 12.0 34.0 19.0 48.0 48.0 12.0 41.0 41.0 Total Split (%) 21.7% 40.0% 10.0% 28.3% 15.8% 40.0% 40.0% 10.0% 34.2% 34.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Splits and Phases: 3: Quebec Street & 134th Avenue Baseline Synchro 9 Report Page 1

HCM 2010 Signalized Intersection Summary 2035 Total PM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 80 10 62 25 10 185 91 518 110 30 641 57 Future Volume (veh/h) 80 10 62 25 10 185 91 518 110 30 641 57 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 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 87 11 67 27 11 201 99 563 120 33 697 62 Adj No. of Lanes 1 1 0 1 1 0 1 3 1 1 3 1 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 195 43 264 300 13 238 550 3088 961 531 3025 942 Arrive On Green 0.06 0.19 0.19 0.02 0.16 0.16 0.04 0.61 0.61 0.06 1.00 1.00 Sat Flow, veh/h 1774 228 1389 1774 83 1513 1774 5085 1583 1774 5085 1583 Grp Volume(v), veh/h 87 0 78 27 0 212 99 563 120 33 697 62 Grp Sat Flow(s),veh/h/ln 1774 0 1618 1774 0 1596 1774 1695 1583 1774 1695 1583 Q Serve(g_s), s 4.8 0.0 4.9 1.5 0.0 15.5 2.6 5.9 3.9 0.8 0.0 0.0 Cycle Q Clear(g_c), s 4.8 0.0 4.9 1.5 0.0 15.5 2.6 5.9 3.9 0.8 0.0 0.0 Prop In Lane 1.00 0.86 1.00 0.95 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 195 0 308 300 0 251 550 3088 961 531 3025 942 V/C Ratio(X) 0.45 0.00 0.25 0.09 0.00 0.84 0.18 0.18 0.12 0.06 0.23 0.07 Avail Cap(c_a), veh/h 411 0 586 367 0 392 693 3088 961 592 3025 942 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.0 0.0 41.3 40.8 0.0 49.1 8.5 10.4 10.0 8.5 0.0 0.0 Incr Delay (d2), s/veh 1.6 0.0 0.4 0.1 0.0 9.6 0.2 0.1 0.3 0.0 0.2 0.1 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 2.4 0.0 2.2 0.8 0.0 7.5 1.3 2.7 1.7 0.4 0.0 0.0 LnGrp Delay(d),s/veh 40.6 0.0 41.8 40.9 0.0 58.7 8.6 10.5 10.3 8.6 0.2 0.1 LnGrp LOS D D D E A B B A A A Approach Vol, veh/h 165 239 782 792 Approach Delay, s/veh 41.1 56.7 10.3 0.5 Approach LOS D E B A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.8 77.4 7.5 27.3 9.3 75.9 11.4 23.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.5 43.5 7.5 43.5 14.5 36.5 21.5 29.5 Max Q Clear Time (g_c+i1), s 2.8 7.9 3.5 6.9 4.6 2.0 6.8 17.5 Green Ext Time (p_c), s 0.0 11.2 0.0 2.0 0.1 11.1 0.2 1.4 Intersection Summary HCM 2010 Ctrl Delay 14.6 HCM 2010 LOS B Baseline Synchro 9 Report Page 2

HCM 2010 TWSC 2018 Total AM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 286 195 43 256 171 57 Future Vol, veh/h 286 195 43 256 171 57 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 325 222 49 291 194 65 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 325 0 568 163 Stage 1 - - - - 325 - Stage 2 - - - - 243 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1231-453 853 Stage 1 - - - - 705 - Stage 2 - - - - 775 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1231-435 853 Mov Cap-2 Maneuver - - - - 529 - Stage 1 - - - - 705 - Stage 2 - - - - 744 - Approach EB WB NB HCM Control Delay, s 0 1.2 14.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 529 853 - - 1231 - HCM Lane V/C Ratio 0.367 0.076 - - 0.04 - HCM Control Delay (s) 15.7 9.6 - - 8 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 1.7 0.2 - - 0.1 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total PM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 357 217 48 326 216 72 Future Vol, veh/h 357 217 48 326 216 72 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-0 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 388 236 52 354 235 78 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 388 0 670 194 Stage 1 - - - - 388 - Stage 2 - - - - 282 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1167-390 815 Stage 1 - - - - 655 - Stage 2 - - - - 741 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1167-373 815 Mov Cap-2 Maneuver - - - - 480 - Stage 1 - - - - 655 - Stage 2 - - - - 708 - Approach EB WB NB HCM Control Delay, s 0 1.1 17.1 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 480 815 - - 1167 - HCM Lane V/C Ratio 0.489 0.096 - - 0.045 - HCM Control Delay (s) 19.5 9.9 - - 8.2 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 2.6 0.3 - - 0.1 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total AM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 3.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 478 152 87 430 133 114 Future Vol, veh/h 478 152 87 430 133 114 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 543 173 99 489 151 130 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 543 0 985 272 Stage 1 - - - - 543 - Stage 2 - - - - 442 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1022-245 726 Stage 1 - - - - 546 - Stage 2 - - - - 615 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1022-221 726 Mov Cap-2 Maneuver - - - - 352 - Stage 1 - - - - 546 - Stage 2 - - - - 555 - Approach EB WB NB HCM Control Delay, s 0 1.5 17.3 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 352 726 - - 1022 - HCM Lane V/C Ratio 0.429 0.178 - - 0.097 - HCM Control Delay (s) 22.7 11 - - 8.9 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 2.1 0.6 - - 0.3 - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total PM Peak.syn 4: Access & 136th Avenue 01/19/2017 Intersection Int Delay, s/veh 4.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 576 169 96 529 168 144 Future Vol, veh/h 576 169 96 529 168 144 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 150 150-0 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 626 184 104 575 183 157 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 626 0 1122 313 Stage 1 - - - - 626 - Stage 2 - - - - 496 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 952-200 683 Stage 1 - - - - 495 - Stage 2 - - - - 577 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 952 - ~ 178 683 Mov Cap-2 Maneuver - - - - 311 - Stage 1 - - - - 495 - Stage 2 - - - - 514 - Approach EB WB NB HCM Control Delay, s 0 1.4 22.6 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 311 683 - - 952 - HCM Lane V/C Ratio 0.587 0.229 - - 0.11 - HCM Control Delay (s) 31.8 11.8 - - 9.2 - HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) 3.5 0.9 - - 0.4 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total AM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 95 108 305 332 43 Future Vol, veh/h 0 95 108 305 332 43 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - 150 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 108 123 347 377 49 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 377 377 0-0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 670 1181 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 670 1181 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 11.4 2.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1181-670 - - HCM Lane V/C Ratio 0.104-0.161 - - HCM Control Delay (s) 8.4-11.4 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.3-0.6 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total PM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 120 121 416 391 48 Future Vol, veh/h 0 120 121 416 391 48 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - 150 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 0 130 132 452 425 52 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 425 425 0-0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 629 1134 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 629 1134 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 12.2 1.9 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1134-629 - - HCM Lane V/C Ratio 0.116-0.207 - - HCM Control Delay (s) 8.6-12.2 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.4-0.8 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total AM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 1.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 76 87 506 545 87 Future Vol, veh/h 0 76 87 506 545 87 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - 150 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 86 99 575 619 99 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 310 619 0-0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 585 595 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 585 595 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 12.2 1.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 595-585 - - HCM Lane V/C Ratio 0.166-0.148 - - HCM Control Delay (s) 12.3-12.2 - - HCM Lane LOS B - B - - HCM 95th %tile Q(veh) 0.6-0.5 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total PM Peak.syn 5: Quebec Street & Access 01/19/2017 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 96 96 687 632 96 Future Vol, veh/h 0 96 96 687 632 96 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - 150 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 0 104 104 747 687 104 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 343 687 0-0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.94 4.14 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.32 2.22 - - - Pot Cap-1 Maneuver 0 653 903 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver - 653 903 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 11.6 1.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 903-653 - - HCM Lane V/C Ratio 0.116-0.16 - - HCM Control Delay (s) 9.5-11.6 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.4-0.6 - - Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total AM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 4.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 5 76 10 10 22 43 30 5 32 57 5 5 Future Vol, veh/h 5 76 10 10 22 43 30 5 32 57 5 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 6 86 11 11 25 49 34 6 36 65 6 6 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 74 0 0 98 0 0 181 200 92 196 181 49 Stage 1 - - - - - - 103 103-72 72 - Stage 2 - - - - - - 78 97-124 109 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52-6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52-6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1526 - - 1495 - - 781 696 965 763 713 1020 Stage 1 - - - - - - 903 810-938 835 - Stage 2 - - - - - - 931 815-880 805 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1526 - - 1495 - - 765 688 965 723 704 1020 Mov Cap-2 Maneuver - - - - - - 765 688-723 704 - Stage 1 - - - - - - 899 807-934 828 - Stage 2 - - - - - - 912 808-838 802 - Approach EB WB NB SB HCM Control Delay, s 0.4 1 9.7 10.4 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 841 1526 - - 1495 - - 738 HCM Lane V/C Ratio 0.091 0.004 - - 0.008 - - 0.103 HCM Control Delay (s) 9.7 7.4 0-7.4 0-10.4 HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) 0.3 0 - - 0 - - 0.3 Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2018 Total PM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 4.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 10 46 35 35 81 48 20 10 20 72 10 10 Future Vol, veh/h 10 46 35 35 81 48 20 10 20 72 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 11 50 38 38 88 52 22 11 22 78 11 11 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 140 0 0 88 0 0 292 307 69 297 300 114 Stage 1 - - - - - - 91 91-190 190 - Stage 2 - - - - - - 201 216-107 110 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52-6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52-6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1443 - - 1508 - - 660 607 994 655 612 939 Stage 1 - - - - - - 916 820-812 743 - Stage 2 - - - - - - 801 724-898 804 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1443 - - 1508 - - 626 585 994 614 590 939 Mov Cap-2 Maneuver - - - - - - 626 585-614 590 - Stage 1 - - - - - - 909 813-806 722 - Stage 2 - - - - - - 758 704-860 798 - Approach EB WB NB SB HCM Control Delay, s 0.8 1.6 10.4 11.7 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 723 1443 - - 1508 - - 635 HCM Lane V/C Ratio 0.075 0.008 - - 0.025 - - 0.157 HCM Control Delay (s) 10.4 7.5 0-7.4 0-11.7 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.2 0 - - 0.1 - - 0.6 Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total AM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 5.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 5 82 9 11 25 22 27 5 35 57 5 5 Future Vol, veh/h 5 82 9 11 25 22 27 5 35 57 5 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 6 93 10 13 28 25 31 6 40 65 6 6 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 53 0 0 103 0 0 182 188 98 198 181 41 Stage 1 - - - - - - 110 110-66 66 - Stage 2 - - - - - - 72 78-132 115 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52-6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52-6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1553 - - 1489 - - 779 707 958 761 713 1030 Stage 1 - - - - - - 895 804-945 840 - Stage 2 - - - - - - 938 830-871 800 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1553 - - 1489 - - 762 698 958 718 704 1030 Mov Cap-2 Maneuver - - - - - - 762 698-718 704 - Stage 1 - - - - - - 891 801-941 832 - Stage 2 - - - - - - 918 823-826 797 - Approach EB WB NB SB HCM Control Delay, s 0.4 1.4 9.7 10.5 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 847 1553 - - 1489 - - 733 HCM Lane V/C Ratio 0.09 0.004 - - 0.008 - - 0.104 HCM Control Delay (s) 9.7 7.3 0-7.4 0-10.5 HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) 0.3 0 - - 0 - - 0.3 Baseline Synchro 9 Report Page 1

HCM 2010 TWSC 2035 Total PM Peak.syn 6: 134th Avenue & Access 8/15/2016 Intersection Int Delay, s/veh 5.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 5 82 9 11 25 22 27 5 35 57 5 5 Future Vol, veh/h 5 82 9 11 25 22 27 5 35 57 5 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 89 10 12 27 24 29 5 38 62 5 5 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 51 0 0 99 0 0 173 180 94 190 173 39 Stage 1 - - - - - - 105 105-63 63 - Stage 2 - - - - - - 68 75-127 110 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52-6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52-6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1555 - - 1494 - - 790 714 963 770 720 1033 Stage 1 - - - - - - 901 808-948 842 - Stage 2 - - - - - - 942 833-877 804 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1555 - - 1494 - - 775 706 963 729 712 1033 Mov Cap-2 Maneuver - - - - - - 775 706-729 712 - Stage 1 - - - - - - 898 806-945 835 - Stage 2 - - - - - - 923 826-834 802 - Approach EB WB NB SB HCM Control Delay, s 0.4 1.4 9.6 10.4 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 856 1555 - - 1494 - - 744 HCM Lane V/C Ratio 0.085 0.003 - - 0.008 - - 0.098 HCM Control Delay (s) 9.6 7.3 0-7.4 0-10.4 HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) 0.3 0 - - 0 - - 0.3 Baseline Synchro 9 Report Page 1

APPENDIX E Signal Warrant Analysis Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

2016 Existing 2018 Background (3 percent growth) Amber Creek Project Traffic King Soopers #116 Project Traffic 2018 Bakcground Plus Project 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm 7-8 am 8-9 am 4-5 pm 5-6 pm EB Left 60 49 76 81 64 52 81 86 16 13 28 31 45 36 52 58 125 101 161 175 EB Through 47 39 80 70 50 41 85 74 24 19 42 47 11 9 13 14 85 69 140 135 EB Right 86 91 92 75 91 97 98 80 4 3 12 13 0 0 0 0 95 100 109 93 WB Left 47 35 25 27 50 37 27 29 12 10 35 39 9 7 9 10 71 54 71 78 WB Through 76 71 58 45 81 75 62 48 11 9 32 35 13 10 13 14 105 95 106 97 WB Right 14 41 18 14 15 43 19 15 0 0 0 0 0 0 0 0 15 43 19 15 NB Left 72 71 91 78 76 75 97 83 3 2 7 8 0 0 0 0 79 78 104 91 NB Through 128 126 170 172 136 134 180 182 14 11 7 8 11 9 13 14 161 154 200 204 NB Right 25 25 45 67 27 27 48 71 20 16 11 12 8 6 9 10 55 49 68 93 SB Left 17 32 20 20 18 34 21 21 0 0 0 0 0 0 0 0 18 34 21 21 SB Through 146 131 168 185 155 139 178 196 8 6 23 26 35 28 35 39 198 173 237 261 SB Right 75 58 90 72 80 62 95 76 7 6 21 23 30 24 31 34 117 91 147 133 Higher Minor Street (136th EB or WB) Approach 305 270 410 403 Summation of Major Streeet (Quebec NB & SB) 627 579 776 804 Higher Minor Street (136th EB or WB) Approach Right Turns Eliminated 210 170 301 310 136th Avenue and Quebec Street 2018 Traffic Volume Calculations

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

APPENDIX F Queuing Analysis Worksheets Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

Queues 2018 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 159 153 144 71 193 225 107 309 313 414 v/c Ratio 0.54 0.37 0.31 0.26 0.71 0.53 0.20 0.37 0.49 0.44 Control Delay 38.4 41.9 7.5 32.1 62.5 10.3 12.0 23.1 13.8 18.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.4 41.9 7.5 32.1 62.5 10.3 12.0 23.1 13.8 18.7 Queue Length 50th (ft) 94 102 0 40 144 0 31 141 105 178 Queue Length 95th (ft) 116 118 33 65 124 0 52 239 113 249 Internal Link Dist (ft) 586 657 534 191 Turn Bay Length (ft) 250 225 175 100 175 Base Capacity (vph) 310 489 521 276 364 490 527 828 720 943 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.31 0.28 0.26 0.53 0.46 0.20 0.37 0.43 0.44 Intersection Summary Baseline Synchro 9 Report Page 1

Queues 2018 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 217 195 130 110 145 75 131 318 88 514 v/c Ratio 0.63 0.57 0.32 0.41 0.66 0.22 0.29 0.33 0.15 0.55 Control Delay 41.8 50.1 7.9 36.0 64.2 1.5 11.7 16.2 10.8 22.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.8 50.1 7.9 36.0 64.2 1.5 11.7 16.2 10.8 22.5 Queue Length 50th (ft) 132 137 0 63 109 0 39 127 26 253 Queue Length 95th (ft) 175 165 30 87 145 0 71 199 37 299 Internal Link Dist (ft) 586 657 534 191 Turn Bay Length (ft) 250 225 175 100 175 Base Capacity (vph) 362 436 474 271 284 391 469 967 600 932 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.60 0.45 0.27 0.41 0.51 0.19 0.28 0.33 0.15 0.55 Intersection Summary Baseline Synchro 9 Report Page 1

Queues 2035 Total AM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 284 273 234 117 361 433 173 334 177 548 427 275 v/c Ratio 0.67 0.36 0.45 0.47 0.63 0.70 0.53 0.18 0.26 0.79 0.18 0.31 Control Delay 58.2 40.6 7.2 59.6 51.5 10.5 57.5 28.9 6.1 53.8 20.2 3.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.2 40.6 7.2 59.6 51.5 10.5 57.5 28.9 6.1 53.8 20.2 3.8 Queue Length 50th (ft) 109 96 0 45 138 0 67 64 0 209 68 0 Queue Length 95th (ft) 126 94 35 70 105 0 83 99 0 167 98 4 Internal Link Dist (ft) 586 657 534 191 Turn Bay Length (ft) 250 200 225 200 200 200 200 200 Base Capacity (vph) 500 1164 678 271 928 734 369 1839 685 872 2388 889 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.57 0.23 0.35 0.43 0.39 0.59 0.47 0.18 0.26 0.63 0.18 0.31 Intersection Summary Baseline Synchro 9 Report Page 1

Queues 2035 Total PM Peak.syn 1: Quebec Street & 136th Avenue 01/19/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 392 313 203 160 243 99 208 365 169 131 593 310 v/c Ratio 0.72 0.49 0.45 0.52 0.60 0.29 0.58 0.14 0.19 0.46 0.25 0.34 Control Delay 55.8 46.0 8.5 57.8 56.7 2.2 57.4 18.1 3.8 57.5 20.6 3.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.8 46.0 8.5 57.8 56.7 2.2 57.4 18.1 3.8 57.5 20.6 3.8 Queue Length 50th (ft) 150 116 0 61 95 0 80 54 0 51 97 0 Queue Length 95th (ft) 177 123 36 80 113 0 112 90 43 57 122 40 Internal Link Dist (ft) 586 657 534 191 Turn Bay Length (ft) 250 200 225 200 200 200 200 200 Base Capacity (vph) 758 1046 611 386 663 440 472 2520 870 334 2406 912 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.30 0.33 0.41 0.37 0.23 0.44 0.14 0.19 0.39 0.25 0.34 Intersection Summary Baseline Synchro 9 Report Page 1

Queues 2035 Total AM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 106 97 43 70 47 500 43 11 676 18 v/c Ratio 0.46 0.43 0.24 0.45 0.09 0.13 0.04 0.02 0.20 0.02 Control Delay 47.2 16.8 41.3 24.2 5.9 6.3 0.1 5.2 8.1 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.2 16.8 41.3 24.2 5.9 6.3 0.1 5.2 8.1 0.0 Queue Length 50th (ft) 72 4 28 4 8 35 0 2 73 0 Queue Length 95th (ft) 112 54 56 50 24 79 0 m8 93 m0 Internal Link Dist (ft) 444 227 458 681 Turn Bay Length (ft) 150 150 150 150 150 150 Base Capacity (vph) 370 575 217 379 600 3709 1191 688 3421 1109 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.17 0.20 0.18 0.08 0.13 0.04 0.02 0.20 0.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Baseline Synchro 9 Report Page 1

Queues 2035 Total PM Peak Signalized.syn 3: Quebec Street & 134th Avenue 01/19/2017 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 87 78 27 212 99 563 120 33 697 62 v/c Ratio 0.41 0.28 0.14 0.71 0.19 0.16 0.11 0.06 0.22 0.06 Control Delay 44.4 16.1 38.0 21.8 6.7 8.9 1.8 9.1 12.9 0.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.4 16.1 38.0 21.8 6.7 8.9 1.8 9.1 12.9 0.8 Queue Length 50th (ft) 59 8 18 8 18 56 0 5 62 0 Queue Length 95th (ft) 94 50 39 82 48 101 22 m26 158 m7 Internal Link Dist (ft) 444 227 458 681 Turn Bay Length (ft) 150 150 150 150 150 150 Base Capacity (vph) 332 630 203 544 600 3414 1107 612 3184 1057 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.12 0.13 0.39 0.17 0.16 0.11 0.05 0.22 0.06 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Baseline Synchro 9 Report Page 1

APPENDIX G Conceptual Site Plan Kimley-Horn and Associates, Inc. 096083084 King Soopers #116

C 2015. Galloway & Company, Inc. All Rights Reserved 25' TRANSPORTATION EASEMENT PROPOSED FULL ACCESS PROPOSED SIGNALIZED INTERSECTION APPROXIMATE LOCATION OF EXISTING 120'x240' TRANSPORTATION ESMT. 27.1' 25' TRANSPORTATION EASEMENT THESE PLANS ARE AN INSTRUMENT OF SERVICE AND ARE THE PROPERTY OF GALLOWAY, AND MAY NOT BE DUPLICATED, DISCLOSED, OR REPRODUCED WITHOUT THE WRITTEN CONSENT OF THE ARCHITECT. COPYRIGHTS AND INFRINGEMENTS WILL BE ENFORCED AND PROSECUTED. SITE NORTH 60' RESIDENTIAL PROXIMITY SLOPE SETBACK (MAX BLDG. HEIGHT AT BACK = 20', 3:1 RATIO) 15' LANDSCAPE SETBACK 35.3' 45.3' 38.0' 1 5 2 8 7 6 3 4 DRI VE T HRU DRI VE T HRU 25' TRANSPORTATION EASEMENT PROPOSED 3/4 ACCESS NOTES: ALL AREAS PROVIDED AND PROPERTY DELINEATED ARE APPROXIMATE AND WILL NEED TO BE VERIFIED. PLAN FOR ILLUSTRATIVE PURPOSES ONLY. 60' RESIDENTIAL PROXIMITY SLOPE SETBACK ASSURES A MAX BUILDING HEIGHT OF 20' AND THAT PARAPET WALLS WILL BE REQUIRED. IT IS ASSUMED THAT 136TH AVE. WILL ALLOW FOR A FULL MOVEMENT ACCESS AND ROADWAY IMPROVEMENTS WILL BE PROVIDED BY THE DEVELOPER. THIS SITE PLAN DOES NOT MEET THE 30% CITY LANDSCAPE REQUIREMENT. SITE ANALYSIS TABLE: ANCHOR STORE - ~128,000 S.F. ATTACHED RETAIL - ~7,000 SF ANCHOR SITE - OUT PARCEL 1 - OUT PARCEL 2 - OUT PARCEL 3 - OUT PARCEL 4 - PED. PLAZA- TOTAL AREA - PARKING: (ASSOC. & CUSTOMER) ~14.18 AC. ~1.06 AC. ~1.50 AC. ~1.16 AC. ~1.10 AC. ~1.10 AC. ~20.10 AC. 555 SPACES ACCESSIBLE: 20 SPACES TOTAL PARKING: 575 SPACES RATIO - *CART CORRALS: 4.26/1,000 S.F. 11 CORRALS / 11 SPACES *PARKING SPACES OBSTRUCTED BY CART CORRALS ARE NOT INCLUDED IN OVERALL PARKING RATIO. MINIMUM PARKING STALL REQ'S - 9.5' WIDE X 18' DEEP STALL @ 30deg. PROPOSED FULL ACCESS Project No: Drawn By: Checked By: SWC OF 136TH & QUEBEC - CONCEPTUAL SITE PLAN SCALE - 1" = 100' 0 20 50 100 SCALE: 1"=100' Thornton, CO SWC OF 136TH & QUEBEC Exhibit 1 of 1