The URL can be used to link to this page

Browse Search

Home My WebLink About20101538.tiff s TRAFFIC IMPACT STUDY • • 2010-1538 • Traffic Impact Study HEARTLAND RENEWABLE ENERGY SHELTON SITE Weld County, Colorado Prepared For: AGPROfessionals 4350 Highway 66 Longmont, CO 80504 • Prepared By: Eugene G. Coppola PE, PTOE �s��"`'�E0RG11k,, P. O. Box 630027 �`.:e\>E.. ST op •r Littleton, CO 80163 :1�Jtr- `':Q. R 9. 303-792-2450 1 : �'_•. * _ 4 it;�r_ April 10, 2009 • j.%:;oro Qu -' / '�� OF CO�'U•1�`V 4+•��ure:pn•:+.��xV Table of Contents • I. INTRODUCTION 1 II. CURRENT CONDITIONS 3 A). Current Road Network 3 B). Current Traffic Conditions 3 C). Surrounding Land Uses 6 III. SITE ASSUMPTIONS 6 IV. FUTURE CONDITIONS 10 A). Background Traffic 10 B). Total Traffic 10 C). Roadway System 10 V. TRAFFIC IMPACTS 10 A). Short Term 15 B). Long Term 17 VI. CONCLUSIONS 17 • • List of Figures Figure 1 Vicinity Map 2 Figure 2 Current Roadway Geometry 4 Figure 3 Current Traffic 5 Figure 4 Concept Plan 8 Figure 5 Site Traffic 9 Figure 6 Short-Term Background Traffic 11 Figure 7 Long-Term Background Traffic 12 Figure 8 Short-Term Total Traffic 13 Figure 9 Long-Term Total Traffic 14 Figure 10 Short-Term Roadway Geometry 16 • • • I. INTRODUCTION Heartland Renewable Energy, LLC (Heartland) is proposing to design, permit, build and operate an anaerobic digester-based renewable energy plant for the primary purpose of producing pipeline grade natural gas from cattle manure and other organic waste streams. This study addresses the traffic engineering impacts of Heartland's Shelton site in Weld County Colorado. It assesses future operations based on planned activities at this site. Heartland is located along the west side of Weld County Road 49 (CR 49) at Weld County Road 40 (CR 40). Access will be provided by a new public road forming the west leg of the CR 49 — CR 40 intersection. A vicinity map is presented in Figure 1. • Key work tasks undertaken as part of this effort are described below. • Obtain current traffic and roadway data in the immediate area of the site. • Determine site generated traffic and distribute this traffic to the nearby street system. • Estimate traffic for future roadway conditions. • Evaluate traffic operations with the proposed facilities fully operational un- der future conditions. • Identify areas of potential deficiencies. • Recommend measures to mitigate the impact of site generated traffic and other deficiencies as appropriate. • County Raab 44 _ 44 aounty Road 44 144f---__J 1511 • • 2 45 421 In at G 41 43 - * Cr -e- co ., •a .. 40 aunty Road 40 140 c O r; 1471 0 1491 15� 1571 CR-38 %, _____1 381 N N --...N\ tY • o 0unty Road 3636 en y' •- a C N to O Ln ry cc ICI >,v r 5., C v 0 0 0 O mi 1 2 3 • * SITE • Copyright m and(P)1988-2008 Microsoft Corporation smiler an suppliers.All rights reserved.httptAway.microsaft.comistreets/ Certain mapping and direction data O 2008 NAVTE0.All rights reserved.The Data for areas of Canada includes donation taken with permission from Canadian authorities.including: Nor Majesty th•Queen in Right of Canada,m Queen's Printer for Ontario.NAVTEO end NAVTE0 ON BOARD are trademarks of NAVTEO.O 2108 T•le Atlas North Ameica,Inc.All rights reserved Tale Atlas and Tate Atlas North America are t ademarks of Tele Atlas,Inc O 2008 by Applied Geographic Systems.All rights reserved. • Figure 1 VICINITY MAP 2 • II. CURRENT CONDITIONS A). Current Road Network CR 49 is a major north — south roadway extending from I-76 to U.S. 34. It is a two lane roadway with a posted speed limit of 65 MPH. The site is located in the north- west corner of the CR 49 — CR 40 (extended) intersection. CR 40 to the east of CR 49 is an unpaved two lane roadway which is under stop sign control at CR 49. Cur- rent roadway geometry is shown on Figure 2. B). Current Traffic Conditions Traffic counts were undertaken in conjunction with this study. Traffic was counted at the CR 49 - CR 40 intersection between the hours of 7:00 AM and 9:00 AM and between the hours of 4:00 PM and 6:00 PM framing the typical highway morning and • afternoon peak hours. The high continuous peak hour within the two hour count times represents the morning and afternoon peak hours. Traffic during these peak hours is shown on Figure 3 with count sheets provided in Appendix A. Capacity analyses were conducted at the CR 49 — CR 40 intersection using current traffic demands and the existing roadway geometry. Current operating levels of service are shown below. CURRENT OPERATIONS Movement/ Level of Service Intersection Control Direction AM PM CR 49 —CR 40 Stop NB TR A A SB LT A A WB LR B B • 3 • nt 01 U CJ t� CR40 Y • • Figure 2 4 CURRENT ROADWAY GEOMETRY U M cc C) 0/2 1/2 CR40 v cv cfl r Q M r • LEGEND: AM/PM Peak Hour • Figure 3 CURRENT TRAFFIC 5 For definition purposes, acceptable levels of service (LOS) are defined as LOS D' or • better with critical side street traffic movements allowed to operate LOS 'E' during peak times. As shown, acceptable operations are currently being experienced. Capacity worksheets are provided in Appendix B. C). Surrounding Land Uses The site is currently vacant and is surrounded by rural and agricultural land uses. III. SITE ASSUMPTIONS Heartland Renewable Energy, LLC is proposing to design, permit, build and operate an anaerobic digester-based renewable energy plant for the primary purpose of • producing pipeline grade natural gas from cattle manure and other organic waste streams. This renewable energy gas production plant will use proprietary anaerobic digester technology that converts organic waste (cattle manure, food wastes, livestock processing, etc.) into a methane-rich gas which will be scrubbed of impurities and then injected into a natural gas pipeline. The plant will use technology in which an organic feed stock is placed in an air tight vessel where naturally occurring microbes digest the feedstock and create methane and carbon dioxide which is captured and processed. In addition to generating a needed domestic energy source, the gas production plant will have other significant benefits including: • 6 • Producing a high grade compost which can be used in agriculture, land recla- • mation, landscaping, golf courses, gardening, greenhouses, erosion preven- tion and mitigation; • Capturing carbon dioxide which is a "greenhouse gas" for use in medical ap- plications, welding, refrigeration and other uses. • By using cattle manure, food wastes and other organic wastes as feed stocks, the digester facility will help preclude release of pollutants to the environment and, in particular, will preclude the emission of significant amounts of nitrous oxide Site activity is expected to start in 2010 at about 50% and increase to full production about 6 months later. Given the short time between start up and full production, the site is assumed at full production at the onset of operations. Heartland will operate this facility 24 hours per day with three work shifts each having 6 — 8 employees. Shift times are expected to be from 7:00 AM — 3:00 PM, 3:00 PM — 11:00 PM and • from 11:00 PM - 7:00 AM. At full operation, the facility will generate some 70 — 90 trucks per day with relatively equal distribution over the 24 hour workday. Site visitors will be minimal with only 1 - 2 visitors per day. Peak site traffic will occur during shift changes. During these times 20 site trips are expected with a trip representing either an inbound or outbound traffic movement. Daily site traffic is expected to be 205 trips. The project will extend CR 40 to the west of CR 49. CR 40 will be built as a two lane roadway with one lane in each direction. It will be paved and terminate at the site driveway. A concept plan for the Heartland site is provided on Figure 4. Site traffic is expected to arrive and depart the site equally to/from the north and south on CR 49. Anticipated site traffic shown on Figure 5. • 7 o I u .4 I I POMO / \ SOIL AMENDMENT AS A / I Ip I �/ ISO' S \ETBACKI a / \ ISO'SETBACK / DUMP GAS / \ I I 1 CAS WELL 1 OK101ZER a FLARES 1 GASw u ,r ST c ATESS ROAD l —�n / 1 MACE UP WA a- V G �! $ �+ O FOG STORAGE I \ 1 G V W W I VRE SICRAGEI en Q I _ I o a t u u a u D u u �N I 000 WASTE ^ OR E p � sa: ;� a I I �., T� } I 1 r CAS TANK J G Nn NI Ng G U N; I 0' SER N HIGH PRESSUCOMPRESSOR I I 1 C•BAT. /I CAS COMPRESSOR r� \ Ica y OCAS PROCESSING / i Q H e E N r o u £' g C' N P O O ( ELL / I I M 2C0'SETBACK / ACCESS D 3 fad STOWAGE11 V IMACE UP WAT�ft I icln ggMg � I II `a' 2 a yI ja • I O/ In \ L RE STORAGEtij J IFOGO WASTE / w i'a� ISO SETBACK G 1 CAS WELL I / AN(NC4SIN O n�PwE V l / I \ �C I `qy� . 1 C I I 1 GAS WELL c / ISO SETBACK \ / I OILTOMENT AREA�1 I SO SETBACKS IRUVS1TBACK-. \ o 200' SETBACK \ / II I ;A I ASSUMED CAS \ 9/ ( GASdwEll P' PIPELINE ALIGNMENT \ '71 /I a liCP d CAS LINE ILUIK tl fATE I \ OAS. PL BAT. gi I I. RP T PP.DT PEN f.4 a� GGc Env WELD COVNTv ROAD 40 iPEO / _ ..�r..rt4Y� / OCA B'GAS LIX / CVARO EXIST DCP B'GAS LINE ACCESS EYISRNC FIELD ACCESS ROAD MATERIAL PROCESSING •MANURE STORAGE a FOG STORAGE (I 201(250.) (I15'515') (CO'DMMETER) p SOIL AMENDMENT PROCESSING •FOOD WASTE STORAGE 0 NIGH PRESSURE GAS COMPRESSOR (I 25'X200.) (u0'S IS') (50'x20') is SINGLE DIGESTER 0 WE:CM STAPON •DUMP GAS FLARES LEGEND (IWPx250') (95'x15) (I ODOMETER) ill GAS PROCESSING •MAKE UP WATER •THERMAL OXIDIZER -Cr Power Pole (200'535'1 (b'DIAMETER) (l O'CI.WETER) a TPEO Telephone Pedestal - Frier OPL'ca —It TWepI.ane - Gas tr OII - Editing Fence - Sturm Water Drainage • Irate Truck ndTraffic n Rood Rgill OF Way 1111111 P0,1400 6- Handicap PI,I'g Figure 4 CONCEPT PLAN l m U co j CR 40 ® 3/3 ® 3/3 - c� N (V LEGEND: AM/PM Peak Hour Figure 5 r l =Trucks; y/y =Cars SITE TRIPS 9 • IV. FUTURE CONDITIONS A).Background Traffic Background traffic was developed using straight-line growth based on County growth factors contained in the Upper Front Range Regional Transportation Plan. Background peak hour traffic is shown on Figures 6 and 7 for the short-term (2010) and long-term (2029) time frames, respectively. B). Total Traffic Total traffic (the combination of site traffic and background traffic) was developed for each future evaluation year. This information is shown on Figure 8 for the short-term • and on Figure 9 for the long-term. C). Roadway System Short-term and long-term roadway features were estimated using known major im- provements (roadway widening, etc) along CR 49. Since no major improvements are anticipated, the existing roadway geometry was assumed through the long term. V. TRAFFIC IMPACTS In order to assess operating conditions with the Heartland facility fully operational, highway capacity analyses were conducted at the site access intersection. Short- and long-term conditions were evaluated. • 10 . en a cc U co co oz m N/N C i c N/N CR 40 o z c Z 0 M • LEGEND: AM/PM Peak Hour • N = Nominal NOTE: Rounded to nearest 5 vehicles. Figure 6 SHORT-TERM BACKGROUND TRAFFIC 11 • °' U � z z � N/5 1 - N/5 CR 40 o In Z 0 N • LEGEND: AM/PM Peak Hour N= Nominal • NOTE: Rounded to nearest 5 vehicles. Figure 7 2 LONG-TERM BACKGROUND TRAFFIC • a' u, M �, ? — NUN a z 4--- 0/0 A) I L N/N • CR 40 5/5 t 0/0—► Lr, o Z 5/5---)4 � • z M r • LEGEND: AM/PM Peak Hour • N=Nominal NOTE: Rounded to nearest 5 vehicles. Figure 8 13 SHORT-TERM TOTAL TRAFFIC O • 5 U O r N Z IC N/5 • 'nc' z I— 0/0 N/5 CR 40 5/5-it 1 0/0 LO O IO 5/5 MI z N • LEGEND: AM/PM Peak Hour N=Nominal • NOTE: Rounded to nearest 5 vehicles. Figure 9 LONG-TERM TOTAL TRAFFIC 14 • At the onset of these undertakings, peak hour traffic was reviewed at each intersec- tion to identify the need for new auxiliary lanes or an upgrade in traffic controls. Findings for each time frame are documented in the following sections. A).Short Term A review of peak traffic was conducted to determine the need for auxiliary lanes at the CR 49 — CR 40 intersection. CDOT's State Highway Access Code auxiliary lane criteria for R-B roadways and the existing 65 MPH speed limit were used in this assessment. It was determined that site traffic will not be high enough to warrant any auxiliary lanes at this intersection. Consequently, the short-term roadway geometry shown on Figure 10 is appropriate. This reflects existing conditions supplemented by the extension of CR 40 to the west and the site driveway. Short-term operating conditions were evaluated using highway capacity analysis procedures. Resultant 2010 levels of service with the Heartland facility fully operational are shown below. • SHORT-TERM OPERATIONS WITH HEARTLAND Movement/ Level of Service Intersection Control Direction AM PM CR 49 —Access/CR 40 Stop NB LTR A A SB LTR A A WB LTR B B EB LTR B B As shown, very acceptable operations are expected with the facility fully operational. They will in fact, replicate current conditions at this intersection. Capacity worksheets are presented in Appendix C. • 15 • a re U (A N C) U U Q AAA 4) • `J CR40 .(11,.. A • Figure 10 16 SHORT-TERM ROADWAY GEOMETRY • B).Long Term A review of long-term peak hour traffic determined that no new turn lanes will be warranted at the CR 49 — CR 40 intersection with Heartland fully functional. Conse- quently, the short-term roadway geometry was retained through the long-term. Long- term total peak hour traffic was loaded onto the short-term roadway geometry to reflect conditions in 2029. Resultant operating levels of service are shown below. LONG-TERM OPERATIONS WITH HEARTLAND Movement/ Level of Service Intersection Control Direction AM PM CR 49 —Access/CR 40 Stop NB LTR A A SB LTR A A WB LTR B B EB LTR B B • As indicated above, the site access intersection will operate very acceptably in the long-term and continue to replicate current conditions. Capacity worksheets are available in Appendix D. VI. CONCLUSIONS Based upon the above documented investigations and analyses, the following can be concluded. • At full operation, the Heartland project will generate a minor amount of traf- fic with only 20 peak hour trips and 205 trips per day. These trips can be easily managed. • No improvements are needed to serve this development. • 17 • Site traffic can be accommodated by the existing roadway geometry at the • CR 49 — CR 40 intersection and the planned extension of CR 40 to the west. • With this development level of service 'B' or better is expected for all peak hour traffic movements at the CR 49 — CR 40 intersection through the long term. Accordingly, very acceptable operations are expected for the fore- seeable future. Long term conditions will, in fact, closely replicate current conditions. • The Heartland development is viable from a traffic engineering perspective. In summary, the existing roadway geometry supplemented by the extension of CR 40 to the west of CR 49 will facilitate acceptable operations for the foreseeable future. • • 18 APPENDIX A +�+ = on A ef co A co O O) co CO co M N Df ? co co or o Q 1. to i- t0 N (D V N CO W cD c0 (D l� co N CC0 0 0 — — C • 0 N U 0 0 r 0 0 M 0 CO N r r r 0 N r 0 r N C D ~ N ct CO 0 2 N O t 0 7 0 - R ( in :. In l ICI V 0 0 r 0 co M 0 M N r N r r O N r O r N V' O U 0 o F 0 Do Co a) -0 CY O O O O c'7 O N O in O r O r 0 0 0 0 N er rIY _ — — Z ci o _ ul 0� >, a 0 0 0 O 0 N ` — is = J O r 0 0 0 0 r N r r 0 0 r r O r (V N U LLJ O a v U ` co o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o Q, CD al; F = c A 0 CC W -o a o 0 LL c 0 O 0 (n o 0 (n >- w N J 0 0 Q .— .....1• t 3 t o rn C .. N N co V O Tr CO 1� r.. N cPv.o 1v M O OJ `T co fD CD f` G O L 1� 1� t0 t� cD N N < CO cD CO CD CO CO Iv t0 N N in =/� F G II Co C Lin Q M .0 D) co N co O e- 10 co d' co O D) CO N O O N M N N J F M M N M N M N N cM N M M M N M CD O M= W itt v ce as o a 3 — ( ) M O] O C) cD O M O O) O ' O OJ M C) T.. L N ([) CO C) N 00 N N (V � N C) N C) C) N N C) T.. J N co J O r O O N O r 0 r O O O r 0 r- N O r 0 J To N N N N O) N (v (D M 0v CO Y) N co ? N 0) p co co Op, F N N R N M N N r p ' Q M ' M ? V N C) • W 'O G' O O 0 0 0 0 r 0 O N O r O r O O r N d 0 C Q M v O N N L y N V N V' N C) N NPo V V C) V C) ' V N ��., 0 o r a O CO C atO 0 0 — — xD U c Z J O O • • CO0 D _ 0 $ W 0c. O in Z d 0 y D O MI O N O N O N co LL o t O N CD N O N W W J t E O C) Q O M O co O M 7 0 r M R (ii CD � , i= m o 0 0 0 0 0 0 0 o aZ 0 0 0 0 0 0 0 0 N a W A.: e APPENDIX B I ascc I VI. 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information _ • Analyst GC Intersection CR 49-CR 40 Agency/Co. Jurisdiction Date Performed (4Y9(2009 Analysis Year E ST LT TOT _ Analysis Time Period FPM Project Description East/West Street: CR 40 North/South Street: CR 49 Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 131 1 1 153 0 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 131 1 1 153 0 Percent Heavy Vehicles 0 -- -- 30 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT • Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R 'Volume 1 0 0 0 0 0 • Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 1 0 0 0 0 0 Percent Heavy Vehicles 30 0 30 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR • v(vph) 1 1 C (m) (vph) 1297 648 v/c 0.00 0.00 95%queue length 0.00 0.00 Control Delay 7.8 10.6 LOS A B • Approach Delay -- — 10.6 Approach LOS — — B Rights Reserved • HCS200011" Copyright O 2003 University of Florida,All Rights Reserved Version 4.If Version 4.If file://C:\Users\Gene\AppData\Local\Temp\u2k97C8.tmp 4/9/2009 two-way Stop Lontrol rage i or 1 TWO-WAY STOP CONTROL SUMMARY - General Information Site Information • Analyst GC Intersection CR 49-CR 40 Agency/Co. Jurisdiction Date Performed 4/9/r- • Analysis Year &T LT TOT Analysis Time Period A M , Project Description East/West Street: CR 40 North/South Street: CR 49 Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 164 2 1 131 0 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 164 2 1 131 0 Percent Heavy Vehicles 0 -- — 30 -- — Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal • 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 2 0 2 0 0 0 • Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 2 0 2 0 0 • 0 Percent Heavy Vehicles 30 0 30 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration _ LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v(vph) 1 4 C (m) (vph) 1259 714 v/c 0.00 0.01 95% queue length 0.00 0.02 Control Delay 7.9 10.1 LOS A B Approach Delay -- — 10.1 Approach LOS -- -- B Rights Reserved • HCS2000mi Copyright C 2003 University of Florida,All Rights Reserved Version 4.If Version 4.If file://C:\Users\Gene\AppData\Local\Temp\u2k97C8.tmp 4/9/2009 APPENDIX C TWO-WAY STOP CONTROL SUMMARY General Information Site Information • Analyst GC Intersection CR 49- CR 40 Agency/Co. Jurisdiction ,� Date Performed • 009 Analysis Year EXI SVLT • Analysis Time Period M 'M '-/ Project Description _ East/West Street: CR 40 North/South Street: CR 49 - Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 5 135 0 0 160 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 135 0 0 160 5 Percent Heavy Vehicles 100 -- — 30 — — Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R olume 5 0 5 5 0 5 • Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 0 5 5 0 5 Percent Heavy Vehicles 100 0 0 100 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service pproach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR (vph) 5 0 10 10 C (m) (vph) 986 1294 634 627 lc 0.01 0.00 0.02 0.02 95% queue length 0.02 0.00 0.05 0.05 Control Delay 8.7 7.8 10.8 10.8 LOS A A B B pproach Delay — -- 10.8 10.8 pproach LOS — — 8 B Rights Reserved • HCS2000T1 Copyright C 2003 University of Florida,All Rights Reserved Version 4.If Version 4.1 f file://C:\Users\Gene\AppData\Local\Temp\u2k97C8.tmp 4/9/2009 TWO-WAY STOP CONTROL SUMMARY General Information Site Information • Analyst GC Intersection CR 49-CR 40 Agency/Co. Jurisdiction Date Performed 4/9/&9 Analysis Year EX SILT TO Analysis Time Period AM P Project Description EastP/Vest Street: CR 40 North/South Street: CR 49 - Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 5 170 0 0 135 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 _ Hourly Flow Rate, HFR 5 170 0 0 135 5 Percent Heavy Vehicles 100 - - 30 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 5 0 5 5 0 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 • Hourly Flow Rate, HFR 5 0 5 5 0 5 Percent Heavy Vehicles 100 0 0 100 0 o Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SS Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v(vph) 5 0 10 10 C (m) (vph) 1011 1254 618 626 v/c 0.00 0.00 0.02 0.02 95% queue length 0.01 0.00 0.05 0.05 Control Delay 8.6 7.9 10.9 10.8 LOS A A B B Approach Delay -- — 10.9 1a8 Approach LOS _ -- — B B Rights Reserved • HCS2000TM Copyright O2003 University of Florida,All Rights Reserved Version 4.If Version 4.If f file://C:\Users\Gene\AppData\Local\Temp\u2k97C8.tmp 4/9/2009 APPENDIX D TWO-WAY STOP CONTROL SUMMARY General Information Site Information • Analyst GC Intersection CR 49-CR 40 Agency/Co. Jurisdiction Date Performed Dorisat 9 Analysis Year EX ST� Analysis Time Period M Project Description East/West Street: CR 40 North/South Street: CR 49 Intersection Orientation: North-South Study Period(hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 5 270 0 0 315 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 270 0 0 315 5 Percent Heavy Vehicles 100 -- -- 30 -- — Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 5 0 5 5 0 5 • Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 0 5 5 0 5 Percent Heavy Vehicles 100 0 0 - 100 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 - 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v(vph) 5 0 10 10 C (m) (vph) 844 1148 427 420 vlc 0.01 0.00 0.02 0.02 95% queue length 0.02 0.00 0.07 0.07 Control Delay 9.3 8.1 13.6 13.8 LOS A A B B Approach Delay — — 13.6 13.8 Approach LOS -- — B B Rights Reserved • HCS2000TI Copyright O 2003 University of Florida,All Rights Reserved Version 4 If Version 4.1 f file://C:\Users\Gene\AppData\Local\Temp\u2k97C8.tmp 4/9/2009 iwu-way owp eoncroi Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information • nalyst GC Intersection CR 49- CR 40 gency/Co. Jurisdiction Date Performed 4/9/59 Analysis Year EX S70 0O nalysis Time Period AM P Project Description East/West Street: CR 40 North/South Street: CR 49 Intersection Orientation: North-South Study Period (hrs): 0.25 ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 . L T R L T R olume 5 340 0 0 270 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 340 0 0 270 5 Percent Heavy Vehicles 100 -- -- 30 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R olume 5 0 5 5 0 5 • Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 0 5 5 0 5 Percent Heavy Vehicles 100 0 0 100 0 0 Percent Grade (%) 0 0 Flared Approach N N . Storage 0 0 RT Channelized 0 0 Lanes 0 . 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v (vph) 5 0 10 10 C (m) (vph) 883 1078 405 414 v/c 0.01 0.00 0.02 0.02 95% queue length 0.02 0.00 0.08 0.07 Control Delay 9.1 8.3 14.1 13.9 LOS A A B B Approach Delay -- -- 14.1 13.9 Approach LOS -- - B B Rights Reserved • Hcsz000mi Copyright©2003 University of Florida,All Rights Reserved Version 4.I f Version 4.If file://C:\Users\Gene\AppData\Local\Temp\u2k97C8.tmp 4/9/2009 • File contains CD of digital application materials • Please see Original File • Hello