The URL can be used to link to this page

Browse Search

Home My WebLink About20101007 It 1 • Traffic Impact Study CEDAR CREEK II WIND FARM Weld County, Colorado 2010-1007 Eugene G.Coppola PE, PTOE P.O. Box 630027 Littleton, CO 80163 303-792-2450 4 • Traffic Impact Study CEDAR CREEK II WIND FARM Weld County, Colorado Prepared For: TetraTech EC, Inc. 143 Union Blvd, Suite 1010 Lakewood, CO 80228 • dE`caRioike J,•P e. a• • Prepared By: ``' Eugene G. Coppola PE, PTOE *;D P. O. Box 630027 N•t" 'o Littleton, CO 80163 • T`.;�o yq� E .e.s • 303-792-2450 oF••c'' �O r-704v!wroo�� January 20, 2010 • • Table of Contents I. INTRODUCTION 1 II. AGENCY DISCUSSIONS 3 III. CURRENT CONDITIONS 4 A). Current Road Network 4 B). Current Traffic Conditions 4 C). Surrounding Land Uses 8 IV. SITE ASSUMPTIONS 8 A). Haul Routes 8 B). Site Access and Circulation 10 V. SITE TRAFFIC 14 A). Construction Traffic 14 B). Operations & Maintenance Traffic 18 VI. FUTURE CONDITIONS 25 A). Background Traffic 25 • B). Total Traffic 25 C). Roadway System 25 VII. TRAFFIC IMPACTS 32 A). Construction 32 B). Operations & Maintenance 33 VIII.OTHER ISSUES 34 A). School Buses 34 B). Dust Mitigation 35 C). Department of Defense 36 IX. CONCLUSIONS 37 X. APPENDICES 39 • List of Figures • Figure 1. Vicinity Map 2 Figure 2. Current Roadway Geometry 5 Figure 3. Current Peak Hour Traffic 6 Figure 4. Current Daily Traffic 7 Figure 5. Concept Plan 9 Figure 6. Potential Haul Routes 11 Figure 7. Access and Circulation Routes 13 Figure 8. Peak Month Daily Construction Site Traffic 19 Figure 9. Average Month Daily Construction Site Traffic 20 Figure 10. Peak Month Peak Hour Construction Site Traffic 21 Figure 11. Average Month Peak Hour Construction Site Traffic 22 Figure 12. Operations and Maintenance Daily Site Traffic 23 Figure 13. Operations and Maintenance Peak Hour Site Traffic 24 • Figure 14. Construction Background Peak Hour Traffic 26 Figure 15. Operations and Maintenance Background Peak Hour Traffic 27 Figure 16. Construction Peak Hour Total Traffic 28 Figure 17. Construction Daily Total Traffic 29 Figure 18. Operations and Maintenance Peak Hour Total Traffic 30 Figure 19. Operations and Maintenance Total Daily Traffic 31 • • List of Tables Table 1. Round Trip Construction Traffic 16 Table 2. High Construction Month Site Traffic 17 Table 3. Average Construction Month Site Traffic 17 Table 4. Low Construction Month Site Traffic 17 Table 5. O&M Site Traffic 18 Table 6. Construction Levels Of Service 33 Table 7. O&M Levels Of Service 34 Table 8. Average Daily Traffic 35 Table 9. Dust Mitigation Measures 36 • • • I. INTRODUCTION This study addresses the traffic engineering impacts of the proposed Cedar Creek II Wind Farm (Cedar Creek II) in Weld County Colorado. It assesses current area road- way operations, operations during construction of Cedar Creek II, and long-term opera- tions and maintenance with Cedar Creek II fully functional. Cedar Creek II will be generally located between the existing Cedar Creek I Wind Farm and State Highway 71 (SH 71), some 17 miles north of New Raymer. It covers almost 27,000 acres; about 3% of the site is disturbed during construction and less than 0.5% is disturbed after construction. The planned wind farm will have turbines capable of generating up to 300 megawatts (MW) of electricity that will be transmitted into the existing transmission line segment that runs from the Cedar Creek I substation. Primary site access will be provided by SH 71 with connections to County Roads (CR) 120 and • 132. CR 120 and CR 132 will provide access to other county roadways. 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 and evaluate traffic conditions during construction. • Develop and assess conditions after construction with Cedar Creek II fully built and operational. • Evaluate traffic operations and other critical issues during construction and the long term. • Identify areas of potential deficiencies. • Recommend measures to mitigate the impact of site-generated traffic as ap- propriate. • 1 t „€.1Esla3 v — O 111 NI CR149.5 / (4 O r 64l HO u U V ;�� ta 6P183 N _ a h O 0cr , im.H'lr O --4 g CD CC U k _ N l 6t;03 a 0 co I tt 0 f 9 I, $0 , _________,•-_--. e) , , v EE L HO A iMIaO , f"" 0 �' C l£l 83 t t° fr 4re 6?I. aO c N C < 0 al ill a say a� i m cr ' f '5fl830 ....= 4 G1 O co M r 0 Cr 0 0 U ce \ Ell 83 0 61i. 83 Ill HO A 911 83 rt VQ r 0 C Eli 83 E l r I ca t 111 as ei c __ 111 83 rr O M U Z U CC C AU a Co •Il U U 3N 13= AM co l a3 o o I 90i, 83 m sot. 83 I , coim - a) £O1 HO 0_ rat N a) O io EO1_a3 Is— U CJ o g t ce r L a 0 0 fr N O _ 66 a3 r le III a) ¢ 1 V c683 1683 2 • II. AGENCY DISCUSSIONS At the onset of this study, Weld County and the Colorado Department of Transportation (CDOT) were contacted. Several discussions with County staff and Gloria Hice-Idler, representing CDOT, resulted in the following agreed-upon items: • The County asked for information and analyses focusing on construction that is expected to be the timeframe associated with peak traffic. This information, while preliminary, and based upon a number of construction assumptions, will help form the framework of the roadway maintenance agreement. • It was requested that all items identified in the County's Traffic Study scope of work (Appendix A) be addressed even if specific items are simply identi- fied as not being applicable. • The County suggested that daily traffic counts be conducted for roadways for • which the County did not have counts available. • The need for acceleration and deceleration lanes at the SH 71 intersections with CR 120 and CR 132 should be fully investigated using State Highway Access Code criteria. Per the Access Code, conditions after construction will need to be fully assessed in the long term. These items are included in the various sections of this study. • 3 III. CURRENT CONDITIONS • A). Current Road Network SH 71 is the major roadway serving this area and is supported by a network of County roads. It is a north-south paved roadway extending north from SH 14 into Nebraska, the town of Kimball, and beyond. SH 71 has one lane in each direction and a posted speed limit of 65 miles per hour (MPH). Some 580 vehicles per day currently use SH 71 in the area of Cedar Creek II. SH 71 is a rural regional highway designated as an RA roadway in the State Highway Access Code. CR 120 and CR 132 intersect SH 71 at full-movement, stop-sign-controlled intersec- tions. They extend west of SH 71 and connect to a number of other County roadways. To the east of SH 71, both CR 120 and CR 132 are considered field approaches. All applicable County roads are gravel roadways and are designated local roadways. They have one lane in each direction and there are no posted speed limits. The County • roadway network is somewhat discontinuous in the area of the project. Current roadway geometry at the SH 71 access intersections is shown on Figure 2. Sight distances are acceptable at the SH 71 intersections. It should be noted that sight distance analysis at the intersections of turbine access roads, haul routes, and County roads will be com- pleted as part of the final project layout and design based on CDOT standards. B). Current Traffic Conditions Peak hour and daily traffic counts were undertaken in conjunction with this study. Traffic was counted on SH 71 at the CR 120 and CR 132 intersections between the hours of 7:00 AM and 9:00 AM and 4:00 PM and 6:00 PM to frame 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 hour. Peak hour traffic is shown on Figure 3 and daily traffic on Figure 4. Count sheets are provided in Appendix B. • 4 2 • 44 sop CR132 cR ?ss jJflIII' • CR 120 44 STOP CR 116 1 N 1111 CO U v • Figure 2 CURRENT ROADWAY GEOMETRY 5 2 • (,-----,.._., el r N V J 1/1 1 0/1 -4 ...,c; 0, rn N-- ---7 CR132 re U Thic . r, CR 120 o N -- A) 1. 1/0 —ft 1) 1 r. oil_ N y CR 116 r- N a) a re U LEGEND: AM/PM Peak Hour • Figure 3 C CURRENT PEAK HOUR TRAFFIC 6 40 • • ` I ESL ILO 9'64010 641 a3 WHO m O l,~ U CV . _. . . . r 2 a C a a • • . , , , 1L _, ,.,,.. ' • a a r , . ,irk up N U LL LL Q M E- N v > E' J h i c 141 ao N co 0 o LL H eo Z el U CC LIJ U (3 • zt SC1aD /I N r CO EEL ao EEL a3 1£1 aD 6Z1113 ❑ m e q re ce a N U I al H3 m C U SZ1 HO o aa) a N M r m Ce CC N U U c C U N O4 1(5 co.c C O U?• °° o—' Z m N"C 'c • 6ttaD U c ui H co ri a z Ltta3 re U it I Given that current peak hour traffic demands are minor on SH 71 and insignificant on • CR 120 and CR 132, it can be stated that operating levels of service are at level of service (LOS) "A" during both peak hours. C). Surrounding Land Uses Most land uses surrounding the site are rural and agricultural in nature; however, the Department of Defense (DOD) also has a number of missile sites in the immediate area. The DOD has a maintenance agreement with Weld County to ensure that critical road- ways are readily available for use. Missile routes overlapping roadways Cedar Creek II will use include CR 132, CR 116, and segments of CR 127, CR 133, and CR 135. IV. SITE ASSUMPTIONS Cedar Creek II will be built in one construction phase starting in mid-2010 with comple- • tion some 10 months later. When completed, it will be a network of turbines and trans- mission facilities. It will be served by the existing County roadways and a network of string roads providing access to each turbine. A concept plan is presented on Figure 5. Traffic activity associated with the development of Cedar Creek II will be comprised of three distinct elements. They are (1) importing materials and equipment, (2) construc- tion, and (3) operations after construction. Each element is described in the following sections. A). Haul Routes Potential haul routes have been identified based on the location of possible water and gravel sources. Turbine haul routes are expected to use either Interstate 80 (1-80) or 1-76 leading to SH 71. Decisions on specific sources and haul routes have not been made at this time. • 8 et • S.' cn CR 149. "err 5 N A Q f a' U U \Th " I 0 fi ti 'c1 0 o — — — h N (O. il ID 1 ill — ‘IHIIIP==m4 el In U r D - I a CM art a3 w ii \Alt•, mi • � � U 4 ) I CR , . tlits C NO g ECLH0 -lei 'r—i 1 . 1 U a 1 I.C1 aD _I -o ..)..) c13 o CI i E I 4 6z.v i M P I , r I IN LL ..J1.� U --- �� 'ergo �l — �` i Fs � RI r-- re C)) r N CD co C C el N 0 _O O_ 0 r ' a--� V0 CC v _Q LM I- Co U) • a) \ 61180 O L. lc* r 9 Potential haul routes are shown on Figure 6. Virtually all haul routes will access the site from SH 71. The exception to this statement is the potential water source located some seven miles north of the Colorado-Wyoming border along CR 161 (CR 99 in Colorado). Water from this source could be transported to the site by using CR 161/CR 99 to the south, CR 136 to the east, CR 111 to the south, CR 134 to the east, and CR 129 or CR 135. This would require travel on some 29 miles of gravel road. Alternately, the use of mostly paved roads (1-80 and SH 71) would result in a travel distance of some 52 miles, an increase of about 80%. In actuality, the use of I-80 and SH 71 may be more advan- tageous and more efficient assuming an average 30 MPH on gravel roads and 65 MPH on paved roads. The 1-80 and SH 71 alternative would result in less dust, less impact on local residents, fewer spot roadway improvements, and less roadway maintenance. Consequently, the 1-80 and SH 71 alternative appears reasonable given the anticipated time and cost savings. 8). Site Access and Circulation Two access and circulation schemes are proposed for Cedar Creek II. The first is . designed to accommodate large loads during construction. The second will serve other construction traffic and operations and maintenance (O&M) traffic after construction is completed. Each scheme is outlined below. Construction Traffic A construction access and circulation plan has been prepared as shown on Figure 6. This plan was developed to provide all large loads, such as the turbine components, a safe and efficient network of one-way roads to access and circulate through the site. Large vehicles will travel west on CR 132 from SH 71 to CR 135 and south on CR 135. As vehicles approach CR 130, they can either proceed south on CR 135 or turn west on CR 130. Vehicles proceeding south on CR 135 will turn east on CR 120 to SH 71. Vehicles going west on CR 130 will turn south on CR 131, west on CR 126, south on 10 1e £91 NO sq. 0 • N CR 149.5 N 0 H__Ireenega ce sv/ aD vCC 6P t 83 N ( f — . h t a o ♦ 1 ry0 .- 4 ♦ �. _ �� ! g ow mow a me ea a = — = 1: - = = = = = = = = - - - - I -1 0 5- - - 1 I cFt 03 x• __. 7,-4 1 Li I `° I I I n I U 1 1 s£t 80 a MI � I - r MI is I a a a a si I A Al I 1 cr a 1 ££181 CD 1 £El a� 192 c1 CI) a . LL 1 t£ ta31 c 1 a 1 6r' t ?JD 1 1a., cv czt 113 1 L a a a anal e • J ^ 0 U 9Lt a3 , 0 cc U [ [ ii3.... U 0 V. co co) r U a) cc — ix U 5 A CC Uo I sll HO _ stt 83 c co I 4E- L QJ co ebev U a- C 1183 W L I > 111 83 1 (o to .- a) U. 1 i tit a0 I w0 cm e V ZU Itn 0 ° 1 N co 3N 1 J .±—r-1 03 C AM 1 1 col a� o — co 1 _ so/ aO ° S I sota3 j • r— sco , > - G) 1 cot 80CC c ° L >- O � �� N ' £01 HO co (3 U � v � 1 g ( ce = co L I a g O W CO ex ss 83 w Cl U 0 .O a a a sam. a I a) 1 U 01 cs 83 l cs 83 i 11 CR 127, east on CR 116, north on CR 133, and east on CR 120 to SH 71. These routes form a one-way circulation scheme entering on CR 132 and exiting on CR 120. Improvements such as increasing turning radii, structural strengthening, and obstacle removal will be made along these routes and other routes leading to the site, as identi- fied in the B&K Trucking transportation analysis of the internal and external haul routes. Additionally, all large loads will be escorted by pilot vehicles and meet all legal require- ments. The indicated routes provide service to all potential substations. Substation 3 is generally located about one-quarter mile north of CR 132 and one-half mile west of SH 71. Substation 2, the primary substation, is located in the northeast comer of the CR 132-CR 135 intersection, and substation 1 is located just east of CR 127, one mile south of CR 126. The routes will also provide connections to the planned network of string roads serving the individual turbines. Planned access and circulation routes and substation locations are shown on Figure 7. Normal sized trucks and smaller vehicles will not be restricted to the above route but will I be free to access and circulate through the site using any public road or any private road approved for site traffic use. The area near Substation 2 is expected to serve as the project headquarters. As such, most material and component drivers will need to check in prior to being dispatched to another location. It is also expected that all workers will report to this area when arriving at work and will depart from this area at the end of the shift. To promote safety and minimize dust, all site traffic will be directed to travel at speeds of 40 MPH or less whenever on site or using the adjacent County roads. This limitation will be posted on site at key locations before vehicles enter the County road system. Operations and Maintenance After construction has been completed, roadways will be restored to a condition agreed to by Cedar Creek II and Weld County and function normally. At that time, O&M 12 • £51113 9'04143 641 NO 64L aO e 1 V U V ♦ IL HS 2 O T a J C O U 1- L) y W 1.14 aO N O~ O) O O ♦ LL Z ♦ m 1\ y r M W y U U • It • • Et 1:13 ,££l 210 , • ICI NO • 6ZL aO m 1 K U U t� H co czt 213 I U SS'1:13 m rn `m c A o r U O U T CO 0 w • c co 611 140 OS ui O m O if LAUD C U S 13 personnel will be based in the area of Substation 2. The design of this area will be • evolving through the preliminary design phase. Vehicles are expected to use CR 132 as the primary site ingress and egress route at that time and for the foreseeable future. V. SITE TRAFFIC Cedar Creek II site traffic will generate construction traffic and normal operations and maintenance traffic after construction is complete. Site traffic in each phase is described in more detail below. A). Construction Traffic Construction traffic will occur over a 10-month construction period. During this time, up to a 300 MW wind farm will be constructed. Activities are expected to generally com- mence in the following order with some overlap: 1. Grade site for construction staging (includes creating parking area and setting up • construction trailers). 2. Begin constructing access roads. 3. Begin installing the energy collection system. 4. Begin constructing foundations. 5. Begin receiving deliveries of equipment. 6. Begin building substation/O&M building. 7. Erect wind turbines. 8. Restore the site. The above-described work is planned to commence in mid-2010. Work will normally occur during daylight hours up to six days per week. This will result in a 10- to 12-hour shift each day. This schedule may be extended if circumstances re- quire working seven days per week, weather related delays, schedule slippages, or emergency repairs are needed. Additionally, large loads may travel at night, thereby • 14 • reducing conflicts with other vehicles. Up to 250 workers will be working on this project. Construction will start with the building of new roadways and making spot improvements to the current roadway system as needed to facilitate large loads. Anticipated spot improvements, as known at this time, are provided in the B&K Trucking study that evaluated the anticipated haul routes and identified potential improvements at key locations. Tracking pads of sufficient length to permit a full tire rotation will also be provided where appropriate. Construction activity will increase up to month four, which is expected to represent the peak time. After month four, it is expected to drop significantly and drop to the lowest level over the last three months. Assuming a mid-2010 start, peak construction activity is expected to occur during the months of July, August, and September. Monthly site traffic was calculated for each month of construction based on owner-provided informa- tion and the following assumptions: • Up to 250 workers will be needed for this project in the peak month. During other • months, the number of workers will be proportionate with site traffic activity. It was also assumed that no fewer than 100 workers will be onsite at any time. • Given the lack of populated areas near the site, workers may decide to carpool. Three workers per vehicle were assumed. • Once onsite, workers will remain onsite for their entire shift. • Roadway repair material will be stockpiled on site at one or more locations de- pending on strategic needs, construction activities, and legal limitations. Each stockpile is assumed to be 3,500 cubic yards of materials. If one stockpile is needed, it is assumed available in month one. If more than one stockpile is deemed necessary, the additional stockpiles are assumed available in subse- quent months. • Site traffic will be equally distributed on the north-south directions on SH 71. Resultant monthly construction-related round trips are shown on Table 1. • 15 O O O 0 O O o o <0 N +) O N - o' 0 0 W O co N l— o V 0 r co r 0 N V- 0 0 0 0 0 0 CO W o 0) 00) N. 0 ar co W o 0 0 O a0 0000 0 N. a a7 co 0) 0) 0 D 1- (0 c co) 0 V- V V 0 ✓ N r r 0) 01 CO CO0o 0 7 V 7 o CO L r ✓ (..j r r Cr; @ O 2 O O O 00) O O 0) 0 • 0 CO CO M 0 V 1 -a- 0 ✓ N r r c+1 O U = o 00 00 o « '�' CO v con CO') (00 r ro co v o CO 3 C r O r N V r N Co := a) Q E O O a co 0 0 o 0 7 0 0 con 0^ a) C O M N V O r o c O` a C C n ccn = O 0 0 00 V 0 0 0 (0 N- C m N M o M o a' O V L CO it r N V r N cD 3 c m ca 0 O O 00 0 CO r 0 0 0 N r C7 Co M N 0 0 c) D) S U) 0) L r r 7 •V _ O O co E a _ c C CO >. I— Cs C m T) >_ C a) o d m co v — N a a' c 3 o y a) o a) < oc Y O N, O Q o 0 U m a y -- -I o H m = a E o d o H 2 ~ '. O oo '3 • • Based on the provided information, the following peak hour and daily traffic is ex- pected for the high, average, and low construction months (Tables 2 through 4). Peak-hour traffic assumes all workers arrive and depart the site at the same time. Other traffic is assumed to occur uniformly over a 10-hour workday. These assump- tions present the worst-case peak-hour traffic conditions and have been rounded to the nearest five vehicles. One-way trips are presented, instead of round trips as shown earlier, to facilitate operational analyses at key locations. Table 2. High Construction Month Site Traffic Peak-Hour and Daily One-Way Site Trips AM Peak Hour PM Peak Hour Daily In Out In Out In Out 100 15 15 100 255 255 Table 3. Average Construction Month Site Traffic • Peak-Hour and Daily One-Way Site Trips AM Peak Hour PM Peak Hour Daily In Out In Out In Out 65 10 10 65 150 150 Table 4. Low Construction Month Site Traffic Peak-Hour and Daily One-Way Site Trips AM Peak Hour PM Peak Hour Daily In Out In Out In Out 40 5 5 40 70 70 As indicated above, from 45 to 115 morning and afternoon peak hour trips and 140 to 510 daily trips can be expected during construction of Cedar Creek II. On average, 75 morning and afternoon peak-hour trips and 300 daily trips will occur. • 17 Site traffic is expected to use SH 71 equally in both directions. . Daily traffic assignments for the high and average construction months are shown on Figures 8 and 9, respectively. Peak-hour site traffic assignments were also developed for the high and average construction months. This information is shown on Figures 10 and 11 for the high and average construction months, respectively. B). Operations & Maintenance Traffic Site traffic will be significantly less after construction is completed and normal O&M operations commence. An estimated 12-14 employees will work at Cedar Creek II from about 8:00 A.M. to 5:00 P.M., Monday through Friday. They will be responsible for routine operations and maintenance. Emergency operations may occur outside normal working hours. Anticipated peak hour and daily traffic is shown in Table 5. The indicated traffic assumes that employees do not carpool and arrive independently. Table 5. O&M Site Traffic • Peak-Hour and Daily One-Way Site Trips AM Peak Hour PM Peak Hour Daily In Out In Out In Out 14 0 0 14 14 14 As indicated, ongoing operations at Cedar Creek II will generate 14 morning peak- hour trips, 14 afternoon peak-hour trips, and 28 trips per day. This level of activity is expected for the foreseeable future. Equal distribution is assumed on SH 71 between the north and south. Daily site traffic for O&M activities is shown on Figure 12, with site peak-hour traffic for the same timeframe shown on Figure 13. • 18 / I • l CS 564L a° OP I aD 641.U3 h m try .- VV U O N 08Z 00Z cp 09Z IL HS M O rn U LL LL ›-et J F el a0 W f U 141 co o HN Z to l N rn OO en re it 2~ U Yj U C.co Z O U • SE aD 04 OLZ 04l O O o EEL HO MHO cqr 00 I., ICI U3 6ZL MO o 0 m o m n re re U OOL LZ I aD co to d V N 0 LO N N St aD U oN >MO r U j, or N N o> O N W >>o, a O et o N U -O O CO -0 O U L C > W N N Do N O =m mt dUM ix c 0 c v O NU ON N cn FU N C -S > -U., o H N 0 O y O- O • Ki -,a «mM o m o mU c fill a� Na TN o',n 'o K M U O N N n,_ r u Llj al al NO O O O O • U Z J 19 1 • eS l HO • S'64La0 641 HO Gal a0 h c �ry re a U� 0 0L L 0Zl O IL HS 0 N O N U LL JAN II- Q C1- u Inas x W �N E z N j O 1 2 0z m \ W O_ U it WP re U N W K ILI I- >CO Qz O U sel as • OZ 091, El El 0 eel 213 eel a0 n 09 lei a0 \ I 6Z1 NO o ID CO W ill CSI rc re U 09 U al HO co co m O °, - Ct d' co CL LE SZI HO U dU m - C.)n oo >r • L U T or co N - T >a O o w- N wow oO u 0Npc a 10 oU 's c U >a, y C m N U r m O Co J T U 0 re _r'a > Lo d O U '02 mo Ec', m -0„,re m'U 0 >, co CC c \ LD Nn 0U( O omt l o— p C AI m p m U C fill a0 C0 4_N - per cr N W W W H H H Lil NO I- .- O O O• 20 2 • tn. in z z N/N z z N/N K 1 U N/N U Ji 5/501ry N/N---► 5/50---4 in `" Z 7 CR 132 K U CA., -1 el in a m v K U • laz N CR 120 Z in 1 5/5 1 5/5 z in " z , —, = CR 116 uo N m V re a • LEGEND: AM/PM Peak Hour N= Nominal ♦ Figure 10 NOTE: Rounded to nearest 5 vehicles. PEAK MONTH PEAK HOUR 21 CONSTRUCTION SITE TRAFFIC 1 2 • ,,, N z z N/N zvs N/N 1 U N/N 5/35--ill r N/N ► to z 5/35 Lo u z CR132 f ce U cR7.7e in d: • Z CR120 Z m st) 1 5/5 t: 5/5 z zk y '.. CR116 rn v K U LEGEND: AM/PM Peak Hour • N= Nominal • Figure 11 NOTE: Rounded to nearest 5 vehicles. AVERAGE MONTH PEAK HOUR 22 CONSTRUCTION SITE TRAFFIC I I • 651 in/ f / 9'60.110 641 HO 641 HO m h C�h° 4Q U Z O 089 IL Hs N W U z Q z N W U M f LL tt 141H0 \ zLL u N rtg r 2 Ow m .\\._ ec rn zH_ ce) U Q in L U zJ 2< w a • N 0L \ w / ssl a3 O r o _ EEL HO Eel HO LCl HO O 6Z1 HO m m _ N et rt U O U \ ''._—_____— to al.HO ti sZl H0 o aci rx C4 o N U O = U.) N C O U t0 O > .-a) co L_ C O ix o E o O a o Il\\ c 2, Z 9 N C C • Z J = CO la0 • U =se w di di co w O O z Z Lll HO W U " 23 co • ESL 110� • 5644113 661.HO 6aL a� to n m w� R' 4Q U N 08Z _s.. u...i.. .. ... .� .P_..r ..... a- n .. � ....... �__i,..,�.. ...,.. w. . .. . . . .... ..._.. 00Z O 0SZ LL HS th M O U LL LL re N J f G W re ir O LPLHON co o xy H co l\ rn O el ` co LL 2U U y re co Qre U re) a i_ N z O U StI HO • 04 0LZ 091. O O No L EC I. EEL aO r 00 L LEL a9 ( 6Z1.1:13 0 o as o C C O ON O ttl HO m en r 43 o - M O r,P SZl as c.) cC oa� aa)ir �L U _O • rN T OI a J a a) UNv 00. �oO E t O > .0 a1 T9 o M O U CN 3; CND -in N ad'NO 1-M- co dU ON mr U O CO mow o ao au _o 0.0N— N L Yy a)• 611 a0 dM o m o mU 0 9 C0m TN n JJ Uvr CO CC CO ttl aD re u 0 O 0 z z z.0D 19 • VI. FUTURE CONDITIONS A). Background Traffic Background traffic was developed using straight-line growth based on CDOT pub- lished growth factors for this section of SH 71. Traffic growth on County roads is expected to be insignificant. Background peak hour traffic is shown on Figures 14 and 15 for the construction and O&M timeframes, respectively. B). Total Traffic Total traffic was developed for each future evaluation year. Total traffic is the combi- nation of site and background traffic. Total traffic is shown on Figure 16 for peak hours during construction with total daily traffic during construction shown on Figure 17. It • should be noted that Figures 16 and 17 reflect conditions during the peak construction month. Total traffic for representative O&M operations is shown on Figure 18 for peak hours and on Figure 19 on a daily basis. C). Roadway System Short-term and long-term roadway features were estimated using known or planned improvements along SH 71. Since no planned improvements are anticipated, the existing roadway geometry and striping was retained through the long term. • 25 2 • o CD z `' B- CD Z (N AL) 1 N/N N/N z o CR 132 /1/ m K U _n re c.) m V re U • CR 120 Z uN Z N N/N t N/N Z CR 116 Z Ln N W LEGEND: AM/PM Peak Hour • N= Nominal Figure 14 NOTE: Rounded to nearest 5 vehicles. CONSTRUCTION BACKGROUND 26 ` PEAK HOUR TRAFFIC 2 Z_ N a �JZ `v u 1 N/N 1 N/N Z o z N CR 132 e CR less K m ce • 0 CR 120 z A) 1 N/N N/N zM co CR 116 Z a m K • LEGEND: AM/PM Peak Hour N= Nominal Figure 15 NOTE: Rounded to nearest 5 vehicles. OPERATIONS&MAINTENANCE 27 BACKGROUND PEAK HOUR TRAFFIC 2 • -7o0 • o z N/N a) • N z N/N K 1 y N/N U 5/50 N/N .1 419 / 5/50—)I u Ln M Z CR 132 '''I re U CAI N re U m cc • 0 m CR 120 N Ai) 1 5/5 I 1 rI 5l5-4 ZM y CR116 Z o m m nr tG V LEGEND: AM/PM Peak Hour • N= Nominal Figure 16 NOTE: Rounded to nearest 5 vehicles. CONSTRUCTION PEAK 28 HOUR TOTAL TRAFFIC ESL a3 ssata° sat NO svt a3 b n wpb re ._ 4- U U N 098 08L M 0E8 tL HS v o U LL O<O a a'___ d D a O LPL a0 rn F o o it U)F cm O> M U U Q re M O U 7 • SLta3 iThl OS 06Z 091, O O CCta3 MHO 01,1, ttt as O fill aD r co ," ._ _ 0F. ._ _ r, O (.) MI. l al aD I bre Cg m w Cg O L U O K m y- y SSt aD UL of , or.-N • CI O N Do r Q.r Lt in K ctNdy cUO r U U�cn _ov > C s c b N N O Doc NL NUS M N C� to d CUj d d0 oN 0 O o U c coa m� of Um O 1 L N N O d p r \ N L ~ N a yMoZ° 000 c fi��as N� TN MI N a' 3 O co CO t a r Cii No W w ~ U O ILL U0 Ce U / ° z z 29 O • Z � z N/N to M i 4--N/N rLk U N/N N/5 ry N/N-10 z N/5—1/2 :a M Z CR 132 /J/ e re U 04 3 tel n 726S U m re CR 120 Z N/N 1 n N/N z C.) .2 M CR 116 Zo N N U LEGEND: AM/PM Peak Hour • N= Nominal Figure 18 NOTE: Rounded to nearest 5 vehicles. OPERATIONS&MAINTENANCE 30 PEAK HOUR TOTAL TRAFFIC • ESL a°� � 1 y saL a° 641 a° 6aL a° to ^ryb C Q, o OL6 LL HS a) 0 c') W U Z etU Z LL LL en , ZK u L6L a° : 2 y n _n °b Q LL Z O 2 U Q- f f v gO a O • cm. OZ GEL HO rNi N ❑O eEL HO EEL HO LEI HO MHO to co R K U o U N CIL r\ MHO co — U SZL H° y d co U L C > U o_ m 0 0 0 c 0 0 d 0 • su a° CC ui m LLL H3• C U / 31 VII.TRAFFIC IMPACTS • In order to assess operating conditions with the Cedar Creek II facility fully opera- tional, highway capacity analyses were conducted at the critical site access intersec- tions with SH 71. Construction and long-term O&M conditions were evaluated. At the onset of these undertakings, peak-hour traffic was reviewed at each location to identify the need for new auxiliary lanes or an upgrade in traffic controls. Findings for each timeframe are documented in the following sections. A). Construction A review of peak traffic was conducted to determine the need for auxiliary lanes at the SH 71-CR 120 and SH 71-CR 132 site access intersections. CDOT's State Highway Access Code auxiliary lane criteria for RA roadways and the existing 65 MPH speed limit were used in this assessment. • It was determined that no improvements would be warranted on SH 71 at the CR 120 and CR 132 intersections because virtually all side street traffic will be construction related and therefore considered a temporary use. A review of traffic using the CR 120 and CR 132 intersections with SH 71 determined that stop-sign control is appropriate at these intersections since traffic signals will not be warranted. Operating conditions during the peak construction month were assessed using highway capacity analysis procedures. Resultant levels of service at the key access intersections during construction of Cedar Creek II are shown in Table 6. • 32 • Table 6. Construction Levels Of Service Movement/ Level of Service Intersection Control Direction AM PM SH 71-CR 120 Stop NB LT A A EB LR A B SH 71-CR 132 Stop NB LTR A A SB LTR A A EB LTR B A As shown, all traffic movements will operate at LOS "B" or better; therefore, very acceptable operations are expected during construction of Cedar Creek II. Capacity worksheets are presented in Appendix C. All internal intersections with County roads are expected to operate acceptably given the small amount of traffic at those loca- tions. • B). Operations & Maintenance A review of long-term peak hour traffic determined that no auxiliary lane improve- ments will be warranted at the site access intersections with SH 71 during normal operations at Cedar Creek II. Consequently, the current roadway geometry was retained through the long term. Total peak-hour traffic was loaded onto the current roadway geometry to reflect 2030 conditions. Resultant operating levels of service are shown in Table 7. • 33 Table 7. O&M Levels Of Service • Movement/ Level of Service Intersection Control Direction AM PM SH 71-CR 120 Stop NB LT A A EB LR A A SH 71-CR 132 Stop NB LTR A A SB LTR A A EB LTR A A As indicated above, the site access intersection will operate acceptably in the long term. Capacity worksheets are available in Appendix D. VIII. OTHER ISSUES • A). School Buses Prairie RE-11 School District was contacted regarding its school bus routes and schedules in the area of Cedar Creek II. These issues were discussed with Joe Kimmel, the District Superintendent. Generally, school is open four days per week (Monday through Thursday); school is open on Fridays when needed to meet atten- dance requirements. The school is located in New Raymer and serves students from preschool through grade 12. School hours are 7:50 AM to 3:35 PM from late August through late May. No summer classes are held. Currently, the school district serves only one family in the area of the proposed pro- ject. This family lives just north of CR 134 on CR 125. Per Mr. Kimmel, the school bus driver uses CR 127 to access CR 125 and proceeds north to the residence and returns to New Raymer using the reverse route. Pick-up time is roughly 7:15 AM, with drop-off around 4:15 PM. Part of the time, the student resides in New Raymer. • 34 Given the frequency and duration of school buses in this area, no significant conflict • with site traffic is expected. This is reinforced by the fact that school will not be in session during approximately one-half of the peak construction time. B). Dust Mitigation Cedar Creek II will use a number of unpaved County roads during construction of the wind farm. County policy indicates that roadway segments with annual average daily traffic (AADT) exceeding 200 vehicles per day should be treated to inhibit fugitive dust. In this instance, only the following roadway sections are expected to exceed 200 vehicles per day during the peak construction month: • CR 132 from SH 71 to CR 135 • CR 135 from CR 132-CR 130 A more detailed analysis was conducted on these two roadway segments both during and after construction. Average daily traffic was calculated for the different levels of activity as shown in Table 8: • Table 8. Average Daily Traffic Total Daily Traffic Peak Average Post Construction Construction Construction Roadway Section Month Month Month AADT CR 132 SH 71-CR 135 430 290 90 255 CR 135 CR 132-CR 130 290 170 20 145 As shown, only CR 132 will average more than 200 vehicles per day during 2010. When construction has been completed, no roadway segment is expected to exceed 90 vehicles per day. This number is well below the 200 vehicles per day threshold when dust mitigation should be considered. • 35 County dust control mitigation treatments include: • 1. Surface treatment using dust control agents 2. Six-inch-thick stabilized aggregate base using dust control agents 3. Paving 4. Speed limit reductions 5. Periodic watering Given that dust mitigation will only be needed during construction and all site traffic will be restricted to 40 MPH, the dust mitigation measures shown in Table 9 are reasonable during construction: Table 9. Dust Mitigation Measures Roadway Section Dust Mitigation CR 132 SH 71-CR 135 Surface treatment CR 135 CR 132-CR 130 Surface treatment or watering Others Varies Watering as needed After construction is completed or significantly reduced, no further dust control mitiga- tion will be needed. • C). Department of Defense The DOD has a number of missile silos in this area that are accessed using a portion of the proposed circulation route for Cedar Creek II. Some 30% of the Cedar Creek II circulation route will overlap the existing missile routes. Consequently, activities and logistics should be coordinated with the DOD as appropriate. • 36 • IX. CONCLUSIONS Based upon the above documented investigations and analyses, the following can be concluded. • Area traffic conditions are very acceptable given the modest amount of traf- fic using SH 71 and the negligible traffic on County roads. • LOS "A" is currently being experienced at the CR 120 and CR 132 inter- sections with SH 71. • Offsite and onsite improvements will be made to accommodate large loads based on the findings of the B&K Trucking study. • Construction site traffic will be meaningful but manageable. It will range from 45 to 15 morning peak hour trips, 45 to 115 afternoon peak hour trips, • and 140 to 510 daily trips during the 10-month construction period. • Site traffic after construction will be negligible with up to 14 morning and afternoon peak-hour trips and 28 daily trips. • No auxiliary lane improvements are needed to serve Cedar Creek II traffic either during or after construction. Consequently, the existing roadway ge- ometry will serve future traffic demands through the long term. • All major intersections, namely the CR 120 and CR 132 intersections with SH 71, will operate very acceptably under all timeframes. This is docu- mented by the fact that all traffic movements will operate at LOS "B" or bet- ter during all peak hours. • If the water source near CR 161 in Wyoming is selected, it appears rea- sonable to promote using 1-80 instead of the gravel roads. This will result in time and cost efficiencies and minimize roadway maintenance costs. • • Coordination with DOD may be appropriate when large loads arrive at the site. 37 • Conflicts with school bus traffic will be minimal since the school bus only • serves one house in this area. Furthermore, most of the peak construction activity will occur when school is not in session. • Surface treating CR 132 from SH 71 to CR 135 and CR 135 from CR 132 to CR 130 should be considered during construction. Watering all other roadways as needed to mitigate dust should be sufficient. No dust treat- ment will be necessary after construction. • Cedar Creek II is viable from a traffic engineering perspective. In summary, with the indicated improvements, Cedar Creek II traffic will be fully mitigated. Acceptable operating conditions can be expected in this area for the fore- seeable future. • • 38 • X. APPENDICES • 39 • APPENDIX A Traffic Study Scope of Work TRAFFIC IMPACT STUDY Scope of Work • All new commercial/residential developments with expected ADT >200 will be required to submit a traffic study as a part of the review process. Current Site Conditions a. Discussion of current road network (roadway classifications and use) b. Current traffic conditions Types of roadways to be used by development (paved, gravel, etc.) ii. Current traffic counts iii. Current peak hour traffic counts on adjacent roadways c. Current operations LOS calculations for existing intersections in study area d. Surrounding Land Use and Discussion of proposed development impacts on existing land use. II. Site Assumptions a. Hours of operation, expected volume of truck and vehicular traffic, life of mine, potentially include truck distribution over time during the day and a discussion of the proposed haul route(s). III. Future Conditions a. Peak hour site generated traffic b. Short Term background traffic (5-years) c. Long Term background traffic (2020) d. Short Term Peak Hour e. Long Term Peak Hour IV. Traffic impacts from development a. Intersection operations/LOS calculations (both short term and long term) b. Roadway geometry recommendations (both short term and long term) V. Other design considerations a. Signing & striping b. Sight distance c. Pavement maintenance d. Intersection Radii for truck turn movements e. Acceleration/deceleration lanes and lengths VI Conclusions/Recommendations VII Supporting analysis (counts, LOS calcs, accident history, traffic projections) • M\PLANNING-DEVELOPMENT REVIENATRAFFIC IMPACT STUDY-into sheet doc • APPENDIX B Traffic Counts Navjoy Consulting Services, Inc. Page 1 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 6 • 303-502-7343 Station ID: 6 CR 120 WO CR 135 Start11 -Jan-10 Time Mon EB WB Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 1 0 1 06:00 0 2 2 07:00 1 0 1 08:00 0 0 0 09:00 0 0 0 10:00 1 1 2 11:00 0 0 0 12:00 PM 0 1 1 01:00 0 0 0 02:00 0 0 0 03:00 0 1 1 04:00 0 0 0 05:00 1 0 1 06:00 0 0 0 07:00 0 0 0 08:00 0 -0 0 09:00 0 0 0 10:00 0 0 0 11:00 - --- _ 0 ----._ 0 __ 0 • Total 4 5 9 Percent 44.4% 55.6% AM Peak 05:00 06:00 06:00 Vol. 1 2 2 PM Peak 17:00 12:00 12:00 Vol. 1 1 1 • Navjoy Consulting Services, Inc. Page 2 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 6 303-502-7343 Station ID: 6 CR 120 WO CR 135 Start12 -Jan-10 Time Tue EB WB Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 2 2 06:00 0 0 0 07:00 0 0 0 08:00 1 0 1 09:00 0 0 0 10:00 1 0 1 11:00 0 1 1 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 1 1 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 Q 0 09:00 0 0 0 10:00 0 0 0 11:00 0 0 _----_. _.. __. 0 Total 2 4 6 Percent 33.3% 66.7% AM Peak 08:00 05:00 05:00 • Vol. 1 2 2 PM Peak 14:00 14:00 Vol. 1 1 Navjoy Consulting Services, Inc. Page 3 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 6 • 303-502-7343 Station ID: 6 CR 120 WO CR 135 Startl3 -Jan-10 Time __- Wed EB WB --. _ . .Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 1 1 09:00 0 0 0 10:00 1 1 2 11:00 0 1 1 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 ' 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 1 0 1 09:00 0 0 0 10:00 0 0 0 11:00 1 0 1 Total 3 3 6 • Percent 50.0% 50.0% AM Peak 10:00 08:00 10:00 Vol 1 1 2 PM Peak 20:00 20:00 Vol - 1 - 1 Grand 9 12 21 Total Percent 42.9% 57.1% ADT Not Calculated 0 Navjoy Consulting Services, Inc. Page 1 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 5 303-502-7343 Station ID: 5 all CR 126 WO CR 129 Start11 -Jan-10 Time Mon EB WB _ Total _- 12:00AM - 0 -.-_0 ------ -- 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 2 0 2 07:00 0 0 0 08:00 1 0 1 09:00 1 0 1 10:00 0 0 0 11:00 0 2 2 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 1 1 04:00 0 0 0 05:00 0 1 1 06:00 1 0 1 07:00 0 0 0 08:00 0 0 0 09:00 2 0 2 10:00 0 0 0 11:00 _. . 0 0 --- -- 0 Total 7 4 11 • Percent 63.6% 36.4% AM Peak 06:00 11:00 06:00 Vol. 2 2 2 PM Peak 21:00 15:00 21:00 Vol. 2 1 2 0 Navjoy Consulting Services, Inc. Page 2 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 5 • 303-502-7343 Station ID: 5 CR 126 WO CR 129 Start12 -Jan-10 _-- - -- _-� Time Tue EB WB Total 12:00AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 2 0 2 04:00 0 0 0 05:00 0 4 4 06:00 0 0 0 07:00 1 1 2 08:00 0 0 0 09:00 0 0 0 10:00 2 0 2 11:00 0 0 0 12:00 PM 2 0 2 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 1 0 1 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 2 2 09:00 0 0 0 10:00 0 0 0 -_.11:00 0 0 0 Total 8 7 15 fb Percent 53.3% 46.7% AM Peak 03:00 05:00 05:00 Vol. 2 4 4 PM Peak 12:00 20:00 12:00 Vol. 2 2 2 • Navjoy Consulting Services, Inc. Page 3 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 5 303-502-7343 Station ID: 5 • CR 126 WO CR 129 Start13 -Jan-10 Time Wed EB WB _ .Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 1 0 1 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 1 0 1 08:00 0 1 1 09:00 0 1 1 10:00 0 0 0 11:00 0 1 1 12:00 PM 2 0 2 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 1 0 ' 1 05:00 0 0 0 06:00 0 0 0 07:00 0 1 1 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 0 -. 0 Total 5 4 9 • Percent 55.6% 44.4% AM Peak 03:00 08:00 03:00 Vol. 1 1 1 PM Peak 12:00 19:00 12:00 Vol. 2 1 - -- —. . __ ------- --- - -- 2 Grand 20 15 35 Total Percent 57.1% 42.9% ADT Not Calculated • Navjoy Consulting Services, Inc. Page 1 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 2 • 303-502-7343 Station ID: 2 CR 129 SO CR 134 Start11 -Jan-10 Time Mon NB SB _ -. Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 2 0 2 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 1 1 11:00 0 0 -- --_0 Total 2 1 3 • Percent 66.7% 33.3% AM Peak 11:00 11:00 Vol. 2 2 PM Peak 22:00 22:00 Vol. 1 1 • Navjoy Consulting Services, Inc. Page 2 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 2 303-502-7343 Station ID: 2 CR 129 SO CR 134 Start12 -Jan-10 Time Tue NB SB Total 12:00 AM 0 0 - _- 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 2 1 3 11:00 0 0 0 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 - 0 05:00 0 1 1 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11.:00 _.... 0 0 _. ... ---_._—__ 0 Total 2 2 4 Percent 50.0% 50.0% • AM Peak 10:00 10:00 10:00 Vol. 2 1 3 PM Peak 17:00 17:00 Vol. 1 1 • Navjoy Consulting Services, Inc. Page 3 1385 S Colorado Blvd Suite A-707 • Denver, CO 80222 Site Code: 2 303-502-7343 Station ID: 2 CR 129 SO CR 134 Start13 -Jan-10 Time Wed -__ NB SB -_Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 0 0 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 1 1 2 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 _._ 0 Q Total 1 1 2 iiiPercent 50.0% 50.0% ..__ AM Peak Vol. PM Peak 16:00 16:00 16:00 Vol. 1 1 - _.- 2 Grand 5 4 9 Total Percent 55.6% 44.4% ADT Not Calculated • Navjoy Consulting Services, Inc. Page 1 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 1 303-502-7343 Station ID: 1 CR 130 WO CR 135 Start11 -Jan-10 Time Mon EB WB _. ._ -_-__—. Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 1 0 1 11:00 0 1 1 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 1 1 2 05:00 1 2 3 06:00 1 0 1 07:00 0 0 0 08:00 0 1 1 09:00 0 0 0 10:00 0 0 0 11:00 __. - -- 0 0 -__.. 0 Total 4 5 9 • Percent 44.4% 55.6% AM Peak 10:00 11:00 10:00 Vol. 1 1 1 PM Peak 16:00 17:00 17:00 Vol. 1 2 3 • Navjoy Consulting Services, Inc. Page 2 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 1 • 303-502-7343 Station ID: 1 CR 130 WO CR 135 Start12 -Jan-10 Time Tue EB WB Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 1 1 09:00 0 0 0 10:00 0 0 0 11:00 1 0 1 12:00 PM 2 1 3 01:00 0 2 2 02:00 1 2 3 03:00 2 0 2 04:00 1 0 1 05:00 0 0 0 06:00 1 0 1 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 0 0 • Total -._... --- 8 6 14 Percent 57.1% 42.9% AM Peak 11:00 08:00 08:00 Vol. 1 1 1 PM Peak 12:00 13:00 12:00 Vol. 2 2 3 • Navjoy Consulting Services, Inc. Page 3 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 1 303-502-7343 Station ID: 1 CR 130 WO CR 135 Start13 -Jan-10 Time Wed EB WB - Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 1 1 08:00 0 0 0 09:00 0 1 1 10:00 0 0 0 11:00 0 0 0 12:00 PM 1 0 1 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 1 - 1 05:00 0 0 0 06:00 0 0 0 07:00 1 0 1 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00-- -.-_ 0 1 1 Total 2 4 6 • Percent 33.3% 66.7% AM Peak 07:00 07:00 Vol. 1 1 PM Peak 12:00 16:00 12:00 Vol._____ 1 1 1_ Grand 14 15 29 Total Percent 48.3% 51.7% ADT Not Calculated • Navjoy Consulting Services, Inc. Page 1 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 3 • 303-502-7343 Station ID: 3 CR 134 BETWEEN CR 119&CR 125 Start11 -Jan-10 Time Mon EB WB Total 12:00 AM 0 0 ---- -�--- 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 1 1 08:00 1 0 1 09:00 1 0 1 10:00 0 0 0 11:00 0 0 0 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 1 • 1 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 0 0 Total 2 2 4 Percent 50.0% 50.0% AM Peak 08:00 07:00 07:00 Vol. 1 1 1 PM Peak 16:00 16:00 Vol. 1 1 • Navjoy Consulting Services, Inc. Page 2 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 3 303-502-7343 Station ID: 3 CR 134 BETWEEN CR 119 &CR 125 Start12 -Jan-10 Time Tue EB WB _. _. Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 1 1 08:00 0 1 1 09:00 2 1 3 10:00 1 0 1 11:00 0 0 0 12:00 PM 2 1 3 01:00 2 1 3 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 0 0 Total 7 5 12 Percent 58.3% 41.7% AM Peak 09:00 07:00 09:00 • Vol. 2 1 3 PM Peak 12:00 12:00 12:00 Vol. 2 1 3 • Navjoy Consulting Services, Inc. Page 3 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 3 • 303-502-7343 Station ID: 3 CR 134 BETWEEN CR 119&CR 125 Start13 -Jan-10 Time Wed EB WB Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 1 1 2 08:00 0 1 1 09:00 0 0 0 10:00 0 0 0 11:00 0 0 0 12:00 PM 1 0 1 01:00 0 0 0 02:00 0 1 1 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 1 0 1 09:00 0 0 0 10:00 0 0 0 11:00 0 0 --. _ 0 Total - .. 3 3 6 • Percent 50,0% 50.0% AM Peak 07:00 07:00 07:00 Vol. 1 1 2 PM Peak 12:00 14:00 12:00 Vol. 1 1 1 Grand 12 10 22 Total Percent 54.5% 45.5% ADT Not Calculated 0 Navjoy Consulting Services, Inc. Page 1 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 4 303-502-7343 Station ID: 4 CR135SOCR132 Start11 -Jan-10- - -- _- Time Mon NB SB _..._ Total 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 1 1 2 10:00 0 0 0 11:00 0 0 0 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 3 2 5 04:00 1 1 2 05:00 0 0 0 06:00 0 1 1 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 __.. 0 0 Total 5 5 10 Percent 50.0% 50.0% • AM Peak 09:00 09:00 09:00 Vol. 1 1 2 PM Peak 15:00 15:00 15:00 Vol. 3 2 5 • Navjoy Consulting Services, Inc. Page 2 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 4 • 303-502-7343 Station ID: 4 CR 135 SO CR 132 Start12 -Jan-10 Time Tue NB SB Total_ 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 1 1 08:00 0 0 0 09:00 1 0 1 10:00 1 1 2 11:00 1 0 1 12:00 PM 0 1 1 01:00 3 1 4 02:00 0 0 0 03:00 1 1 2 04:00 1 0 1 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 _ 0 0 Total 8 5 13 • Percent 61.5% 38_5% AM Peak 09:00 07:00 10:00 Vol. 1 1 2 PM Peak 13:00 12:00 13:00 Vol. 3 1 4 • Navjoy Consulting Services, Inc. Page 3 1385 S Colorado Blvd Suite A-707 Denver, CO 80222 Site Code: 4 303-502-7343 Station ID: 4 CR 135 SO CR 132 Start13 -Jan-10 Time Wed NB SB Total. -_ 12:00 AM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 0 0 0 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 2 1 3 09:00 1 0 1 10:00 0 0 0 11:00 0 0 0 12:00 PM 0 0 0 01:00 0 0 0 02:00 0 0 0 03:00 1 1 2 04:00 0 0 0 05:00 0 0 0 06:00 0 0 0 07:00 0 0 0 08:00 0 0 0 09:00 0 0 0 10:00 0 0 0 11:00 0 0 0 Total 4 2 6 • Percent 66.7% 33.3% AM Peak 08:00 08:00 08:00 Vol. 2 1 3 PM Peak 15:00 15:00 15:00 Vol. 1 1 2 Grand -- --- - - 17 12 29 Total Percent 58.6% 41.4% ADT Not Calculated • Gene Coppola From: Janet Carter Ucarter@co.weld.co.us] a nt: Tuesday, January 05, 2010 10:20 AM Gene Coppola; David Bauer Subject: RE: Traffic counts Hi Gene, My counts in this area are pretty minimal. I have a count at WCR 132 near SH 71 and a count at WCR 120 near SH 71, I also have counts on WCR 390; if you want them I would be more than happy to pass them onto you. WCR 132 near SH 71 7/6/2009,4 day count ADT 68 85th percentile 36 mph Trucks 33% WCR 120 near SH 71 7/6/2009,4 day count ADT 24 85th percentile 50 mph Trucks 21% Thanks, *let L Carter ffic Engineer Weld County Public Works Dept. P.O. Box 758, Greeley, CO 80632 Tele-970.356.4000 ext 3726 Fax- 970.304.6497 From: Gene Coppola [mailto:trafficpe@comcast.net] Sent: Tuesday, January 05, 2010 9:36 AM To: Janet Carter Subject: Traffic counts Hi Janet. Can you send me the traffic counts on the roads near Cedar Creek II as soon as you can. I found the missile road information so I no longer need that. Thanks and Happy New Year. Gene Gene Coppola 303-792-2450 (Office) 303-792-5990 (Fax) i 1 FQ o o - t o (O N Ol () Qt co a- a- a- A O c0 C Z • y o O .1. O •O O o O r 0 0 - 0 0 0 o r e o 0 - - ~ CO N cj CLI t 0 To- co f) (J -.6. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o (V p I- cr U Cl)` KS 0 9 K 0 0 CV C a cri Z = N N 2 to 0 0 N y O N CI) j J 0 0 o 0 I- C W c _J o m en in o C c 00000 - 0o r o 0000x000 a- o a, y Y T ~ 1 1 Z c co RI CC W O D K o 0 0 0 0 0 0 0 0 0 0 0 0 r 0 0 0 - U- C C _ — o .o N e o N N W De J O O co O O �- O O r 0 0 0 0 0 0 0 0 0 ICC YC L S si is _ co • E N O - Q 0 O N O - N N 5 Ftr 'nm o rnm - rAao 0 in ti co 0Cl, / ce N _ Co C CD CO CO CO V' CO IC) CO CO •A N O A 0I O) CD CO (OCO 0 M O Ca 46 Ce 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 F C J d U) CO CO CO (D V CO LC) (D N ([') N- O) O CO (O M N1 E L J ii O °? co J co e J co V co C 4 co co co to CD A CO N CO st N •f (O U) CO N N N CO F 0 0 W . W 0 0 d el 0 C Q r o _ N O N U) CO CO CO CO CO CO N '� N V CO (n CO N N N O O N L a. O co W .L _ d N O 0 K U C.71 a J O O O O O O O O 0 0 0 0 0 0 0 0 0 0 0 m e v — O W w d F G ry C 0 t() O N O in O N V' LL 0 UI O N 0 (n O U) CO U. w J Z = O — M O — M O O — CO cr O — M n j o. Rm0000000o CO a 0 0 0 0 0 0 0 0 o a w A Q O Q CM A CO 0 U' N DJ N a- � O M < M 0 A 0 r O 0 • cc CO CD C1 C t O O O — 0 0 �- O — 0 0 0 - 0 0 0 N r m o N 0 • :‘ IO U RI a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N tn 0 I- CC U rn Cril 06 o p: 0 0 0 0 0 0 0 0 O 00000000 O C Z A N N O _ a co 00000000 0 00000000 0 r CO N CO eisa O Li cn 0 J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C U tp O F- W c ` V N 0 0 0 0 O N 0 0 CO Cl 0 O N Q re CO O ` .. I ir i 0 co co ii CC W o o > .ei a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 — 0 a- Lim C J 0 XI Co o 0 0 0 0 0 0 0 0 o 0 0 o O o o O 0 an >" m Ce W J 0 0 0 r O o o a- O o o r O O O o e • L a 3 rn O r CO A CO co N 0 CO O CO CO M O CO O CO IA N C Li QTo on N aa) J 6CDa A CO CD C0 N CO A CD CO CD CO CO O) tO �r F 0 0 W ICCIil t la O o 0 0 0 0 0 '- a- 0 0 0 - 0 0 0 .- ..- C 3 ,00 CO CO V A V CO CO CO CO a A CD tp (b CD CO O) C[) car) -C _ J N yJ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 II J pco M CO N p) CO CO CO N O CO M )P) < N < A fl 0 N- F O O W ,•• d' o o 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 O 0: O C _ M ' J\0 CO O CV = CO CD CO LO Yn QJ co co co N CO CO V V CC) CO V 1 0_ 00 tD O) Y 0- N O 0 • O x O e Z J 0 0 r 0 0 0 0 0 0 O O e 0 0 0 e O a- 0 0 CO p .M . .. 0 _W y a CO z R Z 0 W C O M) 0 N% O CO O H) G LL O N O Ip O to O 4 ' LL W •-• .0 E ._ O 7. M O 7. M to U- O . M O M V N = n 1 H m o 0 0 0 co co co 0 o LL 0 0 0 0 0 Cr; 0 o v 0- w CO v W APPENDIX C Construction Capacity Analyses Work Sheets rage 1 Vl 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst GC Intersection 120- 71 y/Co. Jurisdiction erformed 4/2010 Analysis Year 2010 Analysis Time Period PM PK HR Project Description CONSTR T/ON East/West Street: CR 120 North/South Street: SH 71 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 90 0 0 25 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 90 0 0 25 5 Percent Heavy Vehicles 100 -- -- 100 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 5 0 5 Pg -Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 F�y Flow Rate, HFR 0 0 0 5 0 5 Percent Heavy Vehicles 100 100 100 100 100 100 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) 5 10 C (m) (vph) 1127 743 v/c 0.00 0.01 95% queue length 0.01 0.04 Control Delay 8.2 9.9 LOS A A Approach Delay -- — 9.9 Approach LOS -- -- A lilts Reserved ININF00T M Copyright©2003 University of Florida,All Rights Reserved Version 4.1 f Version 4.1 f 1/14/2010 rage l cm TWO-WAY STOP CONTROL SUMMARY General Information Site Information Illi Analyst GC Intersection 120- 71 Agency/Co. Jurisdiction Date Performed 1/199900010 Analysis Year 2010 Analysis Time Period AMPK HR Project Description CONSTRUC N East/West Street: CR 120 North/South Street: SH 71 Intersection Orientation: North-South IStudy 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 35 0 0 80 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 35 0 0 80 5 Percent Heavy Vehicles 100 -- -- 100 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR, Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 5 0 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 0 0 5 0 5 • Percent Heavy Vehicles 100 100 100 100 100 100 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) 5 10 C (m) (vph) 1068 717 v/c 0.00 0.01 95% queue length 0.01 0.04 Control Delay 8.4 10.1 LOS A 8 Approach Delay -- -- 10.1 Approach LOS -- -- 8 Rights Reserved KCS2000TM Copyright©2003 University of Florida,All Rights Reserved Version 4. Version 4.1 f 1/14/2010 rage 1 ui I TWO-WAY STOP CONTROL SUMMARY General Information Site Information nalyst GC Intersection 132- 71 y/Co. Jurisdiction D erformed 04/2010 Analysis Year 2010 na ysis Time Period PM PK HR Project Description PEAK CO STRUCTION MONTH East/West Street: CR 132 North/South Street: SH 71 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 55 35 0 0 20 55 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 55 35 0 0 20 55 Percent Heavy Vehicles 15 -- -- 100 -- -- 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 0 0 0 5 0 5 PieHour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 H Flow Rate, HFR i 0 0 0 5 0 5 Percent Heavy Vehicles 100 100 100 100 100 100 Percent Grade (°/0) 0 0 Flared Approach N N - Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration I 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 v (vph) 55 0 0 10 C (m) (vph) 1446 1122 671 lc 0.04 0.00 0.01 95% queue length 0.12 0.00 0.05 Control Delay 7.6 8.2 10.4 LOS A A B pproach Delay -- -- 10.4 pproach LOS -- -- B Ras Reserved H TM Copyright©2003 University of Florida,All Rights Reserved Version 4.1f Version 4.11 1/14/2010 rage ior1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Ili Analyst GC Intersection 132- 71 Agency/Co. Jurisdiction Date Performed 1/1 10 Analysis Year 2010 Analysis Time Period AM K HR Project Description PEAK CONS UCTION MONTH East/West Street: CR 132 North/South Street: SH 71 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 10 25 0 0 30 10 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 10 25 0 0 30 10 Percent Heavy Vehicles 100 -- -- 100 -- -- 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 0 0 0 50 0 50 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 0 0 50 0 50 • Percent Heavy Vehicles 100 100 100 10 10 10 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) 10 0 0 100 C (m) (vph) 1116 1133 944 v/c 0.01 0.00 0.11 - 95% queue length 0.03 0.00 0.35 Control Delay 8.3 8.2 9.3 LOS A A A Approach Delay -- -- 9.3 Approach LOS -- -- A Rights Reserved HCS2000TM Copyright Cs 2003 University of Florida,All Rights Reserved Version 4.• Version 4.1 f 1/14/2010 • APPENDIX D O&M Capacity Analyses Work Sheets rage 1 or i TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst GC Intersection 120- 71 A y/Co. Jurisdiction D erformed y/94/2010 Analysis Year 2030 Ana ysis Time Period M PK HR Project Description CONSTR TION East/West Street: CR 120 North/South Street: SH 71 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 50 0 0 40 5 _ Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 50 0 0 40 5 Percent Heavy Vehicles 100 -- -- 100 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT - TR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 5 0 5 4iHP Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Flow Rate, HFR 0 0 0 5 0 5 Percent Heavy Vehicles 100 100 100 100 100 100 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) 5 10 C (m) (vph) 1111 752 v/c 0.00 0.01 95% queue length 0.01 0.04 Control Delay 8.3 9.9 LOS A A Approach Delay -- -- 9.9 Approach LOS -- -- A ItRs Reserved H TM Copyright m 2003 University of Florida,All Rights Reserved Version 4.1f Version 4.If 1/14/2010 Page 1 of t TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst GC Intersection 120- 71 Agency/Co. Jurisdiction Date Performed 1/1410 Analysis Year 2030 Analysis Time Period AM PK HR Project Description CONSTRUC N East/West Street: CR 120 North/South Street: SH 71 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 35 0 0 55 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 35 0 0 55 5 Percent Heavy Vehicles 100 -- -- 100 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR . • Upstream Signal 0 0 Minor Street Westbound - Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 5 0 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 i 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 0 0 5 _ 0 5 • Percent Heavy Vehicles 100 100 100 100 100 100 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) 5 10 C (m) (vph) 1094 743 v/c 0.00 0.01 95% queue length 0.01 0.04 Control Delay 8.3 9.9 LOS A A Approach Delay — -- 9.9 Approach LOS — -- A Rights Reserved HCS2000TM Copyright O 2003 University of Florida,All Rights Reserved Version 4.• Version 4.1( 1/14/2010 ragc 1 vi 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst GC Intersection 132- 71 A y/Co. Jurisdiction D erformed ci2olo Analysis Year 2030 Ana ysis Time Period PM PK HR Project Description LONG TE M East/West Street: CR 132 North/South Street: SH 71 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 50 0 0 35 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 50 0 0 35 5 Percent Heavy Vehicles 15 -- -- 100 -- -- 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 0 0 0 5 0 5 Pe Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 H Flow Rate, HFR 0 0 0 5 0 5 Percent Heavy Vehicles 100 100 100 100 100 100 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 0 10 C (m) (vph) 1490 1105 748 v/c 0.00 0.00 0.01 95% queue length 0.01 0.00 0.04 Control Delay 7.4 8.3 9.9 LOS A A A Approach Delay -- -- 9.9 Approach LOS -- -- A Iis Reserved H TM Copyright C 2003 University of Florida,All Rights Reserved Version 4.1 f Version 4.If 1/14/2010 Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst GC Intersection 132- 71 Agency/Co. Jurisdiction Date Performed 1/1 10 Analysis Year 2030 Analysis Time Period APK HR Project Description LONG TERM East/West Street: CR 132 (North/South Street: SH 71 Intersection Orientation: North-South tudy 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 30 0 0 50 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 5 30 0 0 50 5 Percent Heavy Vehicles 15 -- -- 100 -- -- 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 0 0 0 5 0 5 Peak-Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 0 0 5 0 5IP Percent Heavy Vehicles 100 100 100 100 100 100 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 0 10 C (m) (vph) 1471 1127 745 v/c 0.00 0.00 0.01 95% queue length 0.01 0.00 0.04 Control Delay 7.5 8.2 9.9 LOS A A A Approach Delay — -- 9.9 Approach LOS — -- A Rights Reserved HCS2000TM Copyright©2003 University of Florida,All Rights Reserved Version 4.• Version 4.I f 1/14/2010 Hello