HomeMy WebLinkAbout20221772.tiffTRAFFIC IMPACT STUDY
Proposed Ready Mix Aggregate Facility
NIX Site
Weld County, Colorado
February 10, 2021
20190018
Prepared by:
C:vTh
Engineering Inc
PO Box 150335
Lakewood, CO 80215
(303) 653-9200
This report has been prepared by the staff of CivTrans Engineering Inc. on behalf of
Brannan Ready Mix under the direction of the undersigned professional engineer whose
seal and signature appears hereon.
Craig A. MacPhee, P.E
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TABLE OF CONTENTS
EXECUTIVE SUMMARY 1
INTRODUCTION 5
Project Overview 5
Purpose of the Report 5
ANALYSIS METHODOLOGY 10
Capacity Analysis 10
Sight Distance Analysis 11
Auxiliary Lane Evaluation 11
Traffic Signal Warrant Analysis 12
Analysis Horizons 12
EXISTING CONDITIONS 14
Land Use 14
Existing Roadways 14
Highway 66 14
Weld County Road (WCR) 19 14
Weld County Road (WCR) 28 14
Study Area Intersections 14
Traffic Control and Descriptions 15
Traffic Volumes and Peak Hours of Operation 15
Background Projects 15
Ambient Traffic Growth 15
Planned Transportation Improvements 16
EXISTING LEVEL OF SERVICE AND TRAFFIC ANALYSIS 18
Capacity Analysis (Level of Service) 18
Sight Distance 19
TRIP GENERATION AND DISTRIBUTION 21
Trip Generation 21
Trip Types 23
Passenger Car Equivalent 24
Trip Distribution 24
FUTURE YEAR TRAFFIC IMPACT ANALYSIS 30
Short -Term Conditions (Year 2025) without the Project 30
Short -Term Conditions (Year 2025) with the Project 32
Capacity Analysis (Level of Service) 32
Sight Distance 32
Auxiliary Lane Evaluation 33
Signal Warrant Analysis 34
Mid -range Conditions (Year 2027) without the Project 39
Mid -range Conditions (Year 2027) with the Project 41
Long-range Conditions (Year 2040) without the Project 43
Long-range Conditions (Year 2040) with the Project 45
CONCLUSIONS & RECOMMENDATIONS 47
LIST OF EXHIBITS
Exhibit 1 — Vicinity Map 7
Exhibit 2 — Conceptual Site Plan 8
Exhibit 3 — Existing Aerial 9
Exhibit 4 — Existing Lane Geometry 17
Exhibit 5 — Existing (2019) Traffic Volumes 20
Exhibit 6 — Project Trip Distribution 25
Exhibit 7 — Aggregate Production Site -Generated New Truck Trips 26
Exhibit 8 — Aggregate Production Passenger Car Trips 27
Exhibit 9 — Concrete Production Site -Generated New Truck Trips 28
Exhibit 10 — Concrete Production Passenger Car Trips 29
Exhibit 11 — Short -Term (2025) No -Project Traffic Volumes 31
Exhibit 12 — Short -Term (2025) Build Traffic Volumes 38
Exhibit 13 — Mid -range (2027) No -Project Traffic Volumes 40
Exhibit 14 — Mid -range (2027) Build Traffic Volumes 42
Exhibit 15 — Long-range (2040) No -Project Traffic Volumes 44
Exhibit 16 — Long-range (2040) Build Traffic Volumes 46
LIST OF TABLES
Table 1 — Intersection Analysis Criteria 11
Table 2 — 2019 Existing Intersections Levels of Service 18
Table 3 — Aggregate Production Trip Generation Estimate 21
Table 4 — Concrete Production Trip Generation Estimate 22
Table 5 — Peak Hour Site -Generated Trips 22
Table 6 - Year 2025 Levels of Service without Project 30
Table 7 - Year 2025 Levels of Service with Project 32
Table 8 — Highway 66 & WCR 19 Hourly Volumes for Short-term Build Condition 35
Table 9 - Year 2027 Levels of Service without Project 39
Table 10 - Year 2027 Levels of Service with Project 41
Table 11 - Year 2040 Levels of Service without Project 43
Table 12 - Year 2040 Levels of Service with Project 45
TECHNICAL APPENDIX
Raw Traffic Counts
Trip Generation Calculations
Level of Service Calculations
Existing; Short-term without Project; Short-term with Project; Mid -range without
Project; Mid -range with Project; Long-range No Project; Long-range with Project
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EXECUTIVE SUMMARY
This Traffic Impact Study (TIS) document has been prepared to assess and identify the
traffic impacts related to a proposed development that will include gravel mining and
production of aggregate and a concrete batch plant. The site is located in unincorporated
Weld County, Colorado. The following is a summary of the traffic information and findings
included in this report.
1. The proposed site is located at the southwest corner of Highway 66 & Weld County
Road (WCR) 19, extending to WCR 28 and WCR 17 within Weld County,
Colorado. A vicinity map is included as Exhibit 1.
2. The current proposal includes a gravel mining and aggregate production facility on
the 300+ acre site. Long-range plans may include a concrete batch plant to
compliment the aggregate products offered. Access is currently proposed from
WCR 28, which is unpaved and connects to WCR 19 and WCR 17. All truck,
employee and visitor traffic are anticipated to use this access. The proposed
aggregate production is anticipated to begin in 2024 with concrete production
commencing as early as 2026. The current project site plan has been provided
and is shown on Exhibit 2, herein.
3. Once operational, the aggregate production is anticipated to generate up to 1,040
trips per day with 1,000 of those being truck trips. The site is estimated to generate
120 AM peak hour and 100 PM peak hour trips. The future concrete production is
estimated to add up to 216 more daily trips with 186 of those being truck trips. The
concrete production portion of the site is estimated to generate 24 AM peak hour
and 24 PM peak hour trips.
4. Passenger car equivalent is a unit used to represent the impact of large vehicles
on a roadway. Trucks take more time to start and stop at intersections and take up
more space when queued. To account for the trucks anticipated for this project
and equate them to passenger cars, a factor of 3.0 was multiplied by the number
of trucks for the passenger car equivalent. Therefore, the 100 peak hour truck trips
for the aggregate production are estimated to be equal to the impact of 300
passenger cars.
5. The study area was identified to include the following intersections.
• Highway 66 & WCR 19
• WCR 28 & WCR 19
• WCR 28 & Site Access
These intersections were analyzed for the AM and PM peak hour.
6. The analysis horizons considered and evaluated in this report include:
• Existing Conditions (Year 2019)
• Short -Term without the Project Conditions (Year 2025)
• Short -Term with the Project Conditions (Year 2025)
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• Mid -range without the Project Conditions (Year 2027)
• Mid -range with the Project Conditions (Year 2027)
• Long-range without the Project Conditions (Year 2040)
• Long-range with the Project Conditions (Year 2040)
Each of these analysis horizons included intersection capacity analysis. The
existing and short-term build conditions include sight distance evaluation. The
short-term build condition includes auxiliary lane evaluation and traffic signal
warrant evaluation.
7. Level of service (LOS) D should be used as a guideline to maintain overall
operations of signalized intersections and unsignalized intersection approaches.
Mitigation measures should be considered for overall signalized intersections or
unsignalized approaches reported to be operating at LOS E or F.
8. The intersection of WCR 28 & WCR 19 is currently operating at LOS A for both the
AM and PM peak hours and is anticipated to continue to operate at acceptable
levels for all future scenarios analyzed.
9. The intersection of Highway 66 & WCR 19 is currently operating at LOS E during
the AM and PM peak hours and will fall to LOS F by the short-term year (2025)
regardless of whether the proposed Brannan Ready Mix project moves forward or
not. This is largely due to the traffic volume on Highway 66 and anticipated growth
over the next several years. The volume of traffic on Highway 66 does not provide
many adequate gaps for traffic from WCR 19 to make their maneuver. The
intersection has left -turn deceleration lanes, right -turn deceleration lanes and
acceleration lanes on Highway 66. The volume approaching the intersection on
WCR 19 (northbound and southbound) is relatively low and does not warrant
anything beyond a single lane for each of these approaches (i.e. left -turn or right -
turn lanes). The only improvements that could be completed at this intersection for
it to operate at acceptable levels of service would be to restrict left -turn and
crossing movements from WCR 19 or install a traffic signal. Restricting movements
is not advisable as roadway connectivity to other nearby opportunities to make a
left -turn onto Highway 66 is not available.
Due to the low volume of traffic on the minor street (WCR 19), the intersection does
not currently meet any warrants for installing a traffic signal nor is it anticipated to
meet warrants in the future. Therefore, this intersection should be allowed to
operate at LOS E until traffic volumes on Highway 66 reach a point where
additional lanes are needed and access is limited to signalized intersection or right-
in/right-out driveways.
10. There appears to be a sight distance deficiency at the intersection of WCR 28 &
WCR 19 due to a vertical curve (hill) on WCR 19 immediately south of WCR 28
and overgrown vegetation on the southwest corner. Video was captured from the
eastbound approach looking south to determine the amount of time it takes a
vehicle to traverse from its visible point beyond the vertical curve to entering the
intersection. This was measured to be approximately 8 seconds. Per A Policy on
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Geometric Design of Highways and Streets published by the American Association
of State Highway and Transportation Officials (AASHTO), a gap in traffic of 7.5
seconds is required for a passenger car to make a safe left turn maneuver from a
minor stop -controlled street. For a single -unit truck, the required gap is 9.5
seconds. For a combination truck, the required gap is 11.5 seconds. The existing
condition appears to be safe for a passenger car to make this maneuver. However,
it does not appear to be safe for a single -unit or combination truck. Removing the
obstructing vegetation may improve the sight distance, but Weld County should
review this existing potential deficiency to confirm there is adequate sight distance
at the intersection.
11. With the additional traffic generated by the aggregate portion of the proposed
project, the intersection of Highway 66 & WCR 19 is anticipated to fall to LOS F for
both AM and PM peak hours. Installing a traffic signal at this intersection would
improve it to LOS B or better. A traffic signal warrant evaluation based on the
Manual on Uniform Traffic Control Devices (MUTCD) was completed for this
intersection, which estimates Warrants 1, 2 and 3 will be met once the site begins
aggregate production and delivery to construction sites. With a traffic signal
installed at this intersection, the concrete production and long-range conditions are
anticipated to operate at LOS B or better.
12. The site access driveway and intersection of WCR 28 & WCR 19 are anticipated
to operate at acceptable levels for all conditions analyzed.
13. The intersection of WCR 28 & WCR 19 was evaluated for auxiliary lanes criteria
specified in the Weld County Engineering and Construction Criteria (WCECC)
manual. Based on the criteria, a southbound right turn deceleration lane should be
installed at this intersection to accommodate the project traffic. The posted speed
along WCR 19 is 55 mph. Therefore, based on table 6-10 of the WCECC, a
deceleration length of 600' with a transition taper of 18.5:1 should be used in
designing this deceleration lane.
14. The Weld County Engineering and Construction Criteria manual was consulted for
determining the required sight distance for vehicles turning from the site access
driveway onto WCR 28. WCR 28 does not have a posted speed limit. Therefore,
a speed limit of 55 mph was assumed as is stated in section 4.1.3 of the WCECC.
Table 6-8 within the WCECC shows the required sight distance based on
crossroad posted speed limit, which shows a required sight distance of 725' for an
access along a 55 -mph roadway. A clear zone length left should be 390' and a
clear zone length right should be 267'. Based on observations during a site visit,
there appears to be adequate sight distance for this access. When developing
construction plans for this access, the line of sight (sight triangle) should be shown
on the plans and any plantings or other visual obstructions within this triangle area
should not exceed 3.0 feet in height.
Based upon the analysis, field observations, assumptions, methodologies and results
which are provided in the body of this document, this project has anticipated impacts to
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the transportation system that would require mitigation as presented within this study. The
recommendation to the Weld County staff is that the site plan for the proposed project be
approved for development with the following conditions of approval.
• As multiple MUTCD warrants are anticipated to be met as a result of the traffic
from this project, a traffic signal should be installed at the intersection of Highway
66 & Weld County Road 19.
• Based on Weld County criteria, a southbound right turn deceleration lane should
be installed on Weld County Road 19 at its intersection with Weld County Road
28. This turn lane should incorporate a taper with a ratio of 18.5:1 and a lane length
of 600'.
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INTRODUCTION
Project Overview
Brannan Ready Mix is proposing a gravel mining and aggregate production facility within
unincorporated Weld County, Colorado. The site is located between Highway 66 and
Weld County Road (WCR) 28, west of WCR 19. The site is in use for agricultural
production, an oil well and a vacant farmhouse. It is approximately 302± acres. Long-
range plans may include a concrete batch plant to compliment the aggregate products
offered. Access is currently proposed from WCR 28, which is unpaved and connects to
WCR 19 and WCR 17. All truck, employee and visitor traffic are anticipated to use this
access. The proposed aggregate production is anticipated to begin in 2024 with concrete
production commencing as early as 2026.
The purpose of the facility is to produce aggregate material for construction projects and
deliver the material to project sites in Weld County and surrounding areas. Access to the
property will be primarily employees and material trucks to supply the construction sites.
The concrete production will require a portion of its material to be imported. Therefore,
the concrete production traffic, when operational, will include employees, material import
trucks, and concrete trucks to deliver the concrete product. The aggregate facility is
anticipated to operate daily from 6 AM to 4 PM with approximately 20 employees and four
(4) vendors / contractors accessing the site per day. The concrete facility would operate
with similar hours and employ approximately 14 people.
The site is bordered on the south by WCR 28 and agricultural land, WCR 19 and
agricultural land to the east, the existing Varra Companies gravel mining operation and
WCR 17 to the west and Highway 66 to the north. Other uses in the vicinity of the site are
generally agricultural in nature, which includes the Miller Farms site at the southeast
corner of WCR 19 & Highway 66. The Miller Farms site is a tourist farm offering you -pick
produce, a fall festival, hayrides, farm tours, etc. The Town of Platteville and US 85 lie
approximately 4 miles to the east, and the Town of Mead and 1-25 lie approximately five
miles to the west.
Regional access to the area is accommodated primarily by Highway 66 and WCR 19.
Highway 66 is an east -west state highway that extends from US 85 to US 34 (near Lyons).
In the vicinity of the project site, it provides a connection to 1-25, US 85, Longmont and
US 36. WCR 19 is a two-lane arterial that provides access to Highway 66 and Highway
52 and extends from 168th Avenue (WCR 2) to WCR 34.
Purpose of Report
The purpose of this study is to review, assess and identify potential traffic related impacts
that the proposed project may have on the transportation network and recommend
mitigation to minimize these impacts where necessary and possible. Exhibit 1 shows the
general vicinity of the project in Weld County. The current site plan is included as Exhibit
CivTrans Engineering Inc. 5 Ready Mix - NIX
2, which shows the general layout of the site as well as driveway access. A current aerial
of the site is shown in Exhibit 3.
This traffic study was completed in advance of the development application to determine
the appropriate access and off -site transportation mitigation measures that will be
required for this project. The assumptions utilized in conducting the traffic analysis are
based on criteria identified within section 6.1 of the Weld County Engineering and
Construction Criteria (April 2012) as well as coordination with Weld County staff and
standard traffic engineering practices.
This report includes an evaluation and assessment of the study area for the existing,
short-term, mid -range and the long-range conditions. The short-term condition considers
the traffic a year after the anticipated beginning of aggregate production (Year 2025). The
mid -range condition was evaluated to assess the impact of the concrete production
addition to the site, which is anticipated approximately two years after the aggregate
production begins. Therefore, the mid -range condition evaluates the Year 2027 scenario.
The long-range conditions considered the potential growth in traffic within the study area
and how the existing transportation system will handle those volumes with and without
the project approximately 20 years into the future (Year 2040).
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C D VTRAN
Engineering Inc.
P.O. BOX 150335 • LAKEWOOD, CO 80215 • 303-653-9200
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FEBRUARY 10, 2021
C D VTRAN
Engineering Inc.
P.O. BOX 150335 • LAKEWOOD, CO 80215 • 303-653-9200
ANALYSIS METHODOLOGY
The various analyses conducted and reported in this document include intersection
capacity analysis, sight distance evaluation, auxiliary lane evaluation and signal warrant
analysis.
Capacity Analysis
The analyses described in this report were performed in accordance with the procedures
in the Highway Capacity Manual (HCM) and as described below. The analyses and
procedures conducted are based upon the worst -case conditions that occur during a
typical weekday. Therefore, most of each weekday and the weekends will experience
traffic conditions better than those described within this document, which represent the
peak hours of operation only.
Level of Service (LOS) is an empirical premise developed by the transportation profession
to quantify driver perception for such elements as travel time, number of stops, total
amount of stopped delay, and impediments caused by other vehicles afforded to drivers
who utilize the transportation network. LOS has been defined by the Transportation
Research Board in the 2010 Highway Capacity Manual. This document has quantified
level of service into a range from "A" which indicates little, if any, vehicle delay, to "F"
which indicates significant vehicle delay and traffic congestion that may lead to system
breakdown due to volumes that may far exceed capacity.
The Highway Capacity Manual defines the level of service for a signalized intersection as
the average delay per vehicle (amount of time a vehicle must spend at the intersection)
for the overall intersection. For unsignalized intersections that include both stop -controlled
and uncontrolled approaches (known as through/stop controlled), the Highway Capacity
Manual defines the level of service as the average delay per vehicle for the worst
approach, not the overall intersection.
The level of service letter grades as defined by the Transportation Research Board and
the associated amount of delay in seconds per vehicle, as well as a brief description of
the operating condition, for both signalized and unsignalized intersections are included
for reference in Table 1 on the next page.
Weld County has established level of service D as the minimum acceptable intersection
operating condition. Analysis results indicating operations worse than the minimum
acceptable level were considered for mitigation measures. In the cases where existing
conditions currently operate at or future background conditions are projected to operate
at states poorer than the minimum acceptable level, the future with project conditions will
be evaluated to maintain the current or projected operating conditions.
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Table 1 — Intersection Analysis Criteria
Signalized Intersection Level of Service Criteria
Level of
Service
Delay Range
(seconds/vehicle)
Expected Delay at Intersection
A
≤ 10
Very low delay. Most vehicles do not stop.
B
> 10 and ≤ 20
Generally good progression of vehicles. Slight delays.
C
> 20 and ≤ 35
Fair progression. Increased number of stopped vehicles.
D
> 35 and ≤ 55
Noticeable congestion. Large portion of vehicles stopped.
E
> 55 and ≤ 80
Poor progression. High delays and frequent cycle failure.
F
> 80
Oversaturation. Forced flow. Extensive queuing.
Unsignalized Intersection Level of Service Criteria
Level of
Service
Delay Range
(seconds/vehicle)
Expected Delay to Minor Street Traffic
A
≤ 10
Little or no conflicting traffic for minor street approach.
B
> 10 and ≤ 15
Minor street approach begins to notice absence of available gaps.
C
> 15 and ≤ 25
Minor street approach begins experiencing delays for available gaps.
D
> 25 and ≤ 35
Minor street approach experiences queuing due to a reduction in available gaps.
E
> 35 and ≤ 50
Extensive minor street queuing due to insufficient gaps.
F
> 50
Insufficient gaps of suitable size to allow minor street traffic demand to cross
safely through a major traffic stream.
Source: Highway Capacity Manual (Transportation Research Board, 2000).
Sight Distance Analysis
Intersection sight distance criteria is defined within section 6.5.6 of the Weld County
Engineering & Construction Criteria. This shows the sight distance (sight triangles)
required for vehicles to enter traffic and accelerate to the average running speed. Figure
6-3 shows required sight distance for intersections based on crossroad posted speed
limit. The resulting distance should allow a vehicle to safely make a turn from the driveway
or minor street. Sight obscuring objects within the line of sight (sight triangle) should not
exceed 3 -feet in height.
Auxiliary Lane Evaluation
The Colorado Department of Transportation State Highway Access Code was used for
determining the need for auxiliary lanes for the project site access and study area
intersections. The roadway classification, design speed, and design hourly turning volume
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are all factors used to determine the need for acceleration, deceleration and turn lanes.
Weld County Engineering & Construction Criteria, section 6.6, then provides criteria for
designing acceleration and deceleration lanes if needed.
Traffic Signal Warrant Analysis
The intersection of Highway 66 & WCR 19 was evaluated for traffic signal warrants using
the criteria set forth within the Manual on Uniform Traffic Control Devices (MUTCD). The
MUTCD provides nine (9) separate warrants for evaluating the need for signalization at
intersections based on traffic volumes, pedestrian volumes, proximity to a school,
coordinated signal systems, crash experience, roadway network and proximity to an at -
grade rail crossing.
Analysis Horizons
The following seven scenarios were analyzed as part of this study during both the AM
and PM peak hours, with the corresponding volume and network configurations as
indicated:
1. Existing Conditions
Analysis of the existing conditions at the study area intersections was based on
the turning movement volumes collected in November 2019 and the intersection
geometry and traffic control as observed in the field.
2. Short-term without Project Conditions (Year 2025)
The short-term future year analysis includes the same roadway geometry as for
the existing conditions. The forecast volumes were calculated by applying the
anticipated ambient growth rate over the next six years for year 2025 forecasted
traffic volumes. No background projects were identified for inclusion.
3. Short-term with Project Conditions (Year 2025)
The short-term build condition includes the same geometry as for the short-term
no -build conditions. The volumes for this scenario include the short-term no project
volumes with the aggregate production traffic added.
4. Mid -range without Project Conditions (Year 2027)
Similar to the short-term no -project conditions, this scenario assumed existing
intersection geometry. Traffic volumes were calculated by applying eight years of
ambient traffic growth to the existing traffic volumes.
5. Mid -range with Project Conditions (Year 2027)
The mid -range build scenario traffic volumes include the mid -range no -build traffic
plus the project traffic from the aggregate production and concrete batch plant.
6. Long-range No Project Conditions
The long-range conditions included the best available information for projecting the
traffic approximately 20 years into the future for the study area to the Year 2040.
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A Long-range No Project condition analysis, without the proposed land use and
associated trip additions, was performed as a comparison for the condition with
the project (build). No known long-range improvements are planned for Highway
66 or WCR 19. Therefore, short-term geometry was utilized for the long-range
evaluation. Long-range traffic volumes were calculated by applying 20 years of
ambient growth to the existing traffic volumes.
7. Long-range with Project Conditions
The long-range future year analysis included the same roadway geometry as for
the Long-range No Project conditions. The forecast volumes were calculated by
combining the Long-range No Project volumes with the site -generated trips for the
proposed project, aggregate and concrete production.
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EXISTING CONDITIONS
Existing Conditions within the Study Area
The purpose of this section is to document the existing conditions within the study area
for the proposed project.
Land Use
The site for the proposed project is predominantly vacant agricultural land with a few oil
wells and an abandoned farm house and zoned AG, Agriculture. The site is bound by
Highway 66 to the north, WCR 19 and agricultural property to the east, WCR 28 and
agricultural property to the south and WCR 17 and an existing gravel pit (Varra) to the
west. Miller Farms, a tourist farm, is located immediately to the east at the southeast
corner of Highway 66 & WCR 19. The surrounding area is mostly in use for agricultural
purposes with oil wells scattered on many of the neighboring properties.
Existing Roadways
As shown on the site plan, the site will be directly accessed from WCR 28. The following
is a list of the surrounding streets, their functional classification, and general geometry.
Highway 66 is an east -west state highway that runs from Lyons to Platteville. It provides
access to US 85 east of the site and 1-25 west of the site. The highway serves as a
connection between 1-25 and US 85 for many farms and ranches along its length. It has
one lane in each direction in the vicinity of the site and is posted at 65 mph.
Weld County Road (WCR) 19 is a north -south, two-lane road within Weld County that
provides access for agricultural uses primarily. It is designated as an arterial south of
Highway 66 and a collector north of the highway. The roadway extends from WCR 34 to
168th Avenue near Thornton and it is posted at 55 mph within the study area.
Weld County Road (WCR) 28 is an east -west, gravel, local roadway. It extends from
WCR 17 to US 85 and beyond and primarily serves agricultural uses along its length. It
does not have a posted speed limit, but is 55 mph per Weld County code.
Study Area Intersections
The project study area intersections were identified through conversations with Weld
County staff. The study area includes the following intersections:
• State Highway 66 & Weld County Road 19
• Weld County Road 28 & Weld County Road 19
• Weld County Road 28 & Site Access
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These intersections have been analyzed for level of service (LOS) for the weekday AM &
PM peak hours and forms the basis of this document.
Traffic Control and Descriptions
State Highway 66 & Weld County Road (WCR) 19 is an unsignalized, stop -controlled
intersection. Highway 66 forms the eastbound and westbound approaches with one left -
turn lane, one through lane, and one right -turn lane each. Highway 66 operates freely
without any stop control. WCR 19 is stop -controlled and forms the northbound and
southbound approaches with one approach lane and one receiving lane each way.
Weld County Road (WCR) 28 & Weld County Road (WCR) 19 is an unsignalized, stop -
controlled intersection. WCR 28 is stop -controlled and forms the eastbound and
westbound approaches with one approach lane and one receiving lane each way. WCR
28 is an unpaved roadway on both sides of the intersection. WCR 19 is uncontrolled and
forms the northbound and southbound approaches with one lane in each direction.
The existing geometry at each of the study area intersections is depicted in Exhibit 4,
which follows.
Traffic Volumes and Peak Hours of Operation
24 -hour tube counts with vehicle classification were collected along Highway 66 and WCR
19 by All Traffic Data Inc. under the direction of CivTrans Engineering on November 19,
2019. Turning movement counts were collected by All Traffic Data at the study area
intersections during the morning (6:00 - 9:00 AM) and afternoon (3:00 - 6:00 PM) peak
periods on November 19, 2019, a Tuesday. The daily and peak hour volumes from these
counts are shown in Exhibit 4. The raw count data is provided in the Technical Appendix.
Background Project
Background projects are planned developments that have not yet been constructed.
Therefore, their traffic was not included in the traffic counts and should be accounted for
in future analysis scenarios. No background projects were identified by Weld County in
the vicinity of the site to include in this study.
Ambient Traffic Growth
Based on review of CDOT's online transportation information system (OTIS), a 20 -year
growth factor of 1.46 is shown for Highway 66 between WCR 13 and WCR 19. This growth
factor corresponds to an annual growth rate of approximately 2.0%. Therefore, a 2.0%
annual growth rate was applied to account for anticipated ambient growth within the study
area. There were no historic counts available for WCR 19 or WCR 28 so the 2.0% was
also applied to these roadways.
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Planned Transportation Improvements
There are no known planned transportation improvements in the vicinity of the site that
would impact the study area.
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XXX' — Approximate storage length of
turn lane without transition taper
AUX — Auxiliary lane where through lane from previous
intersection becomes a turn lane
EXISTING LEVEL OF SERVICE AND TRAFFIC ANALYSIS
Capacity Analysis (Level of Service)
The existing levels of service at the subject intersections were calculated using the
methods from the 6t" Edition Highway Capacity Manual (HCM) as implemented in
Synchro, Version 10. The existing levels of service (LOS) for the intersection within the
study area are summarized on the following table. The existing traffic volumes used for
this report are shown on Exhibit 5.
Table 2 -2019 Existing Intersections Levels of Service
INTERSECTION
(S)ignalized
(U)nsignalized
Approach
or
Overall
AM Peak
PM Peak
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 & WCR 19
U
NB
SB
30.7
39.2
D
E
35.9
28.6
E
D
WCR 28 & WCR 19
U
EB
WB
9.4
9.1
A
A
9.3
9.1
A
A
Level of service (LOS) D should be used as a guideline to maintain overall operations of
signalized intersections and unsignalized intersection approaches. Mitigation measures
should be considered for overall signalized intersections or unsignalized approaches
reported to be operating at LOS E or F.
As shown in the table above, the intersection of WCR 28 & WCR 19 is currently operating
at LOS A for both the AM and PM peak hours. The intersection of Highway 66 & WCR 19
is currently operating at LOS E during the AM and PM peak hours. This is largely due to
the traffic volume on Highway 66, which does not provide many adequate gaps for traffic
from WCR 19 to make their maneuver. The intersection has left -turn deceleration lanes,
right -turn deceleration lanes and acceleration lanes on Highway 66. The volume
approaching the intersection on WCR 19 (northbound and southbound) does not warrant
anything beyond a single lane for each of these approaches (i.e. left -turn or right -turn
lanes). The only improvements that could be completed at this intersection for it to operate
at acceptable levels of service would be to restrict left -turn and crossing movements from
WCR 19 or installing a traffic signal. Restricting movements is not advisable as roadway
connectivity to other nearby opportunities to make a left -turn onto Highway 66 is not
available.
Due to the low volume of traffic on the minor street (WCR 19), the intersection does not
currently meet any warrants for installing a traffic signal. Peak hour operational deficiency
is typically not a suitable standalone reason for installing a traffic signal at an intersection.
Therefore, this intersection should be allowed to operate at LOS E until traffic signal
warrants are met.
CivTrans Engineering Inc. 18 Ready Mix - NIX
Sight Distance
There appears to be a sight distance issue at the intersection of WCR 28 & WCR 19 due
to a vertical curve (hill) on WCR 19 immediately south of WCR 28 and overgrown
vegetation on the southwest corner. The photo below shows the view from eastbound
WCR 28 looking south beyond the stop sign at the southwest corner. Video was captured
from the eastbound approach looking south to determine the amount of time it takes a
vehicle to traverse from its visible point beyond the vertical curve to entering the
intersection. This was measured to be approximately 8 seconds. Per A Policy on
Geometric Design of Highways and Streets published by the American Association of
State Highway and Transportation Officials (AASHTO), a gap in traffic of 7.5 seconds is
required for a passenger car to make a safe left turn maneuver from a minor stop -
controlled street. For a single -unit truck, the required gap is 9.5 seconds. For a
combination truck, the required gap is 11.5 seconds. The existing condition appears to
be safe for a passenger car to make this maneuver. However, it does not appear to be
safe for a single -unit or combination truck.
CivTrans Engineering Inc. 19 Ready Mix - NIX
12(34) — AM Peak Hour(PM Peak Hour)
1,234 - Average Daily Traffic (24 —hour)
PHF — Peak Hour Factor
Source: Traffic counts collected by All Traffic
Data Inc. on November 19, 2019 under the
direction of CivTrans Engineering Inc.
TRIP GENERATION AND DISTRIBUTION
Trip Generation
The proposed Brannan Ready Mix aggregate facility will mine rock, gravel and sand
material on site and distribute to construction sites along the front range.
The Trip Generation Manual, 10th Edition published by the Institute of Transportation
Engineers (ITE) is typically used to determine the number of trips generated by a
proposed land use. The purpose of the Trip Generation Manual (TGM) is to compile and
quantify empirical trip generation rates for specific land uses within the US, UK and
Canada. However, this project is unique and not covered by the TGM. Truck data based
on the facility production and data from other similar aggregate and concrete production
facilities was used.
Brannan Ready Mix has supplied estimated traffic data for the aggregate portion of the
site based on daily average and peak aggregate sales (tons per day), payload averages
(tons per load), number of vendors and number of employees. Average and peak daily
sales are estimated to be 9,000 and 14,000 tons per day respectively. At an average
payload of 28 tons per vehicle, this corresponds to 321 average and 500 peak daily trucks
to move the aggregate. Approximately 4 vendors/contractors and 20 employees per day
are anticipated to visit the site. The following table depicts this information, which was
used to derive peak hour trips entering and exiting the site associated with the aggregate
production operation.
Table 3 — Appreciate Production Trip Generation Estimate
Aggregate Sales
Tons
Payload
(tons/veh)
Trips
Entering
Exiting
Total
Daily Average
9,000
28
321
321
642
Daily Peak
14,000
28
500
500
1,000
Peak Hour
1,400
28
50
50
100
Aggregate Operations
#
Visits / Day
Entering
Exiting
Total
Vendors
4
1
4
4
8
Employees
20
1
20
20
40
Aggregate sales are anticipated to start around from 6:00-7:00 AM and end around 3:00-
4:00 PM. Trucks will enter unloaded and exit the site loaded between these times
throughout the day. During the AM peak (6:00-7:00) employees will arrive, but will leave
after the end of the sales day thus not impacting the PM peak. Vendors/contractors are
anticipated to arrive / depart at off-peak times during the day. Therefore, the AM peak for
the aggregate production is anticipated to include 50 trucks and 20 passenger cars
entering and 50 trucks exiting. PM peak traffic generation is anticipated to be 50 entering
trucks and 50 exiting trucks.
CivTrans Engineering Inc. 21 Ready Mix - NIX
Estimated traffic data was also supplied for the future concrete production portion of the
site. The traffic for the concrete production is based on estimated average and peak daily
sales (yards per day), average payload (yards per truck), number of vendors and
employees and amount of import material (cement) required. Average and peak daily
sales are estimated to be 341 and 512 yards per day respectively. At an average payload
of 8 yards per vehicle, this corresponds to 43 average and 64 peak daily trucks to move
the concrete. Approximately one vendor/contractor and 14 employees per day are
anticipated to visit the site. The following table depicts the breakdown of the trips
associated with the future concrete production portion of the site.
Table 4 — Concrete Production Trip Generation Estimate
Concrete Sales
Yards
Payload
(yards/veh)
Trips
Entering
Exiting
Total
Daily Average
341
8
43
43
86
Daily Peak
512
8
64
64
128
Peak Hour
43
8
6
6
12
Concrete Operations
#
Visits / Day
Entering
Exiting
Total
Vendors
1
1
1
1
2
Employees
14
1
14
14
28
Concrete Import Material
Agg per Load
of Concrete
Loads
Entering
Exiting
Total
Daily Average
0.45
19
19
19
38
Daily Peak
0.45
29
29
29
58
The concrete production will have ten (10) concrete trucks to deliver the product. These
trucks will be stored overnight on site so that in the morning, these trucks will be loaded
and exit the site for their delivery (only counting as an exit trip). They will return and leave
several times throughout the day, ultimately returning at the end of the day and parking
the truck for the night. Import materials are anticipated to be delivered at off-peak times
and will not impact the peak hour of operations. During the AM peak, employees will arrive
and the 10 concrete trucks will depart. During the PM peak, the 10 concrete trucks will
return and employees will leave. Therefore, the AM peak for the concrete production is
anticipated to include 14 passenger cars entering and 10 trucks exiting. During the PM
peak, the concrete production is anticipated to have 10 trucks entering and 14 passenger
cars exiting.
Table 5 — Peak Hour Site -Generated Trips
Site (Truck / Passenger Car)
AM Peak Hour
PM Peak Hour
In
Out
Total
In
Out
Total
Aggregate Truck Trips
50
50
100
50
50
100
Aggregate Passenger Car Trips
20
0
20
0
0
0
Concrete Truck Trips
0
10
10
10
0
10
Concrete Passenger Car Trips
14
0
14
0
14
14
Total Truck Trips
50
60
110
60
50
110
Total Passenger Car Trips
34
0
34
0
14
14
CivTrans Engineering Inc.
22
Ready Mix - NIX
Trip Types
Nearly all developments are made up of the following six trip types: new (destination)
trips, pass -by trips, diverted trips, shared (internal) trips, multi -modal (non -vehicular) trips,
and transit -oriented trips. In order to better understand the trip types available for land
access and how they relate to this project, a description of each specific type follows.
New (Destination) Trips — These types of trips occur to access a specific land use such
as a new retail development or a new residential subdivision. These types of trips will
travel to and from the new site and a single other destination such as home or work. This
is the only trip type that will result in a net increase in the total amount of traffic within the
study area. The reason primarily is that these trips represent planned trips to a specific
destination that never took trips to that part of the city prior to the development being
constructed and occupied. This project will develop new trips.
Pass -by Trips — These trips represent vehicles which currently use adjacent roadways
providing primary access to new land uses or projects. These trips, however, have an
ultimate destination other than the project in question. They should be viewed as drop -in
customers who stop in on their way home from work. A good example is a quick stop at
the grocery store to pick up an ingredient for dinner on the way home from work or at a
latte stand to grab a coffee on the way to work. This can make this trip pre -determined,
but the stop is still on the way by. Another example would be on payday, where an
individual generally drives by their bank every day without stopping, except on payday.
On that day, this driver would drive into the bank, perform the prerequisite banking and
then continue home. In this example, the trip started from work with a destination of
home, however on the way, the driver stopped at the grocery store/latte stand and/or bank
directly adjacent to their path. Pass -by trips are most always associated with
commercial/retail types of developments. Therefore, pass -by trips are not anticipated for
this project due to the type of development.
Diverted (Linked) Trips - Diverted trips are like pass -by trips, but diverted trips occur
from roadways that do not provide direct access to the site. Instead, one or more streets
must be utilized to get to and from the site. Similar to pass -by trips, diverted trips are
most always associated with commercial/retail type developments. Diverted trips for this
project could occur from US 85 or Highway 66. However, given the type of development,
which is industrial - mining, diverted trips are not expected.
Shared Trips - Internal trips are the portion of trips generated by a mixed -use
development that both begin and end within the development. When estimating trip
generation for a development with several uses, each use will generate its own trips. If
those trips occur between two of the onsite uses without using the external roadway
system, it is considered a shared or internal trip. This trip type reduces the number of new
trips generated on the public road system and is most commonly used for commercial or
mix -use developments. Determining these trip types is more difficult to quantify and
without specific guidance are usually determined by engineering judgment on a project
by project basis. For this project, the aggregate and concrete production facilities are the
CivTrans Engineering Inc. 23 Ready Mix - NIX
only uses on the site. Therefore, no shared (internal) trip reduction was applied to this
project.
Multi -Modal Trips - These are non -vehicular trips to and from the site, mostly comprised
of pedestrian and bicycle trips. Generally, they are local trips from the surrounding
neighborhood or adjacent businesses. If a development is in an area with a high amount
of bicycle and pedestrian activity, such as a downtown setting or college campus, a
reduction of vehicular trips would be anticipated. During the traffic count and field
observation, no bicycles or pedestrians were seen in the vicinity of the site. There is no
pedestrian sidewalk infrastructure in the vicinity the site that would make accessing the
site easy for pedestrians and bicycles. Also, the site is very remote from other urban
development. Therefore, the amount of pedestrian and bicycle activity for the site is
anticipated to be negligible and no reduction of vehicular trips was applied.
Transit Trip - The Denver Metro area is served by Regional Transportation District (RTD)
with public bus and light rail. However, there is not a bus stop or light rail station near the
site. Due to the distance to available transit, no transit reduction was applied.
Based on the various trip types depicted above and the nature of the proposed project,
no reductions were applied to the trip generation estimates shown in Tables 3, 4 and 5.
Passenger Car Equivalent
Passenger car equivalent is a unit used to represent the impact of large vehicles on a
roadway. Trucks take more time to start and stop at intersections and take up more space
when queued up. To account for the trucks anticipated for this project and equate them
to passenger cars, a factor of 3.0 was multiplied by the number of trucks for the passenger
car equivalent. Therefore, the 100 peak hour truck trips for the aggregate production are
estimated to be equal to the impact of 300 passenger cars.
Trip Distribution
The traffic associated with the project is expected to be made up of commuter trips,
material import trucks and aggregate and concrete trucks delivering to construction sites.
The directional distribution for how site -generated trips would access the development
were based on discussions with the owner on their anticipated service area and customer
demand. The resulting trip distribution for the area was determined to be the following:
• WCR 28 west of the site — 0%
• WCR 19 south of the site — 10%
• Highway 66 west of the site — 60%
• Highway 66 east of the site — 30%
• WCR 19 north of Highway 66 — 0%
These trip distribution percentages are illustrated in Exhibit 6. The site access trip
distributions for the project are provided in Exhibits 7 to 10 for the project.
CivTrans Engineering Inc. 24 Ready Mix - NIX
< 1%
V
60%
HIGHWAY 66
< 1%
WCR 28
SITE
bE
o
fvv
4 100%
30%
so% nQr
0 0
c0 VM
0
cn
�< 1%
30%
XX%
- REGIONAL DISTRIBUTION
< 1%J
- DISTRIBUTION AT INTERSECTION
X% - PERCENTAGE OF INGRESS
X% - PERCENTAGE OF EGRESS
EXHIBIT 6
PROJECT TRIP DISTRIBUTION
0
10%
< 1%
NOT TO SCALE
FEBRUARY 10, 2021
C D VTRAN
Engineering Inc.
P.O. BOX 150335 • LAKEWOOD, CO 80215 • 303-653-9200
Note: Trips shown are passenger —car equivalents,
which are 3.0 times the number of truck trips.
Note: Trips shown are passenger —car equivalents,
which are 3.0 times the number of truck trips.
FUTURE YEAR TRAFFIC IMPACT ANALYSIS
Level of service calculations for the Short Term (Year 2025), Mid -Range (Year 2027) and
Long-range (Year 2040) conditions assumed that the existing traffic volumes as shown
on Exhibit 5 experience a background increase above the 2019 volumes at 2.0% per year
along the study area roadways. Two scenarios were examined for the each of the future
conditions, one without the project and one with the project completed. A list of the future
scenarios follows.
• Short-term Condition (Year 2025) without the project
• Short-term Condition (Year 2025) with the project
• Mid -range Condition (Year 2027) without the project
• Mid -range Condition (Year 2027) with project
• Long-range Condition (Year 2040) without project
• Long-range Condition (Year 2040) with project
These scenarios will allow a specific comparison of impacts to the study area
intersections and allow a determination to be made as to the extent of the project's impact
and if any mitigation measures will be required.
Short-term Conditions (Year 2025) without the project
The traffic volumes for this scenario include the existing (Year 2019) traffic volumes
(Exhibit 5) with six years of ambient growth. The total traffic volumes anticipated under
this condition are shown on Exhibit 11. A summary of the results is shown in Table 6,
which follows.
Table 6 — Year 2025 Levels of Service without Project
INTERSECTION
(S)ignalized
(U)nsignalized
Approach
or
Overall
PM Peak
Saturday
Peak
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 & WCR 19
U
NB
SB
42.4
52.7
E
F
49.0
36.1
E
E
WCR 28 & WCR 19
U
EB
WB
9.3
9.2
A
A
9.4
9.1
A
A
With the ambient growth in traffic and background project traffic for the short term (Year
2025), the intersection of Highway 66 & WCR 19 is anticipated to fall to LOS E or worse
for both northbound and southbound approaches during the AM and PM peak hours. This
is due to anticipated ambient growth in traffic over the next seven years.
CivTrans Engineering Inc. 30 Ready Mix - NIX
Short -Term Condition (Year 2025) with the Project
The traffic volumes included in this scenario include the short-term no -project traffic
volumes as shown on Exhibit 11with the additional traffic from the aggregate production
portion of the proposed project, as shown on Exhibits 7 and 8. The total traffic volumes
anticipated under this condition are shown on Exhibit 12.
Capacity Analysis (Level of Service)
The intersections were analyzed for capacity, delay and level of service using the latest
version of the Highway Capacity Manual methodologies as implemented within the
Synchro software, version 10. A summary of the results is shown in Table 7, which
follows.
Table 7 - Year 2025 Levels of Service with Project
INTERSECTION
(S)ignalized
(U)nsignalized
Approach
or
Overall
PM Peak
Saturday
Peak
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 & WCR 19
• Install signal
U
NB
SB
546.6
93.3
F
F
503.7
50.7
F
F
(S)
(Ovr)
(11.2)
(B)
(11.1)
(B)
WCR 28 & WCR 19
• Install SB right -turn
lane
U
EB
WB
11.4
10.0
B
B
11.6
9.7
B
A
U
EB
WB
(10.4)
(10.0)
(B)
(B)
(10.6)
(9.7)
(B)
(A)
WCR 28 & Site Access
U
SB
10.3
B
10.2
B
Delay and LOS shown in parentheses associated with improvements
With the additional traffic generated by the aggregate portion of the proposed project, the
intersection of Highway 66 & WCR 19 is anticipated to fall to LOS F for both AM and PM
peak hours. Installing a traffic signal at this intersection would improve it to LOS B or
better. A traffic signal warrant evaluation based on the Manual on Uniform Traffic Control
Devices (MUTCD) was completed for this intersection in a following section of this report.
The remaining intersections within the study area, including the site access to WCR 28,
are anticipated to operate at acceptable levels of service. The level of service reports for
the short-term with the project condition are provided in the Technical Appendix.
Sight Distance
The Weld County Engineering and Construction Criteria manual was consulted for
determining the required sight distance for vehicles turning from the site access driveway
onto WCR 28. WCR 28 does not have a posted speed limit. Therefore, a speed limit of
55 mph was assumed as is stated in section 4.1.3 of the WCECC. Table 6-8 within the
CivTrans Engineering Inc. 32 Ready Mix - NIX
WCECC shows the required sight distance based on crossroad posted speed limit, which
shows a required sight distance of 725' for an access along a 55 -mph roadway. A clear
zone length left should be 390' and a clear zone length right should be 267'. Based on
observations during a site visit, there appears to be adequate sight distance for this
access. When developing construction plans for this access, the line of sight (sight
triangle) should be shown on the plans and any plantings or other visual obstructions
within this triangle area should not exceed 3.5 feet in height.
Auxiliary Lane Evaluation
The intersection of Highway 66 & WCR 19 already has left and right turn deceleration
lanes and right turn acceleration lanes along Highway 66. Therefore, this intersection was
not evaluated for auxiliary lanes. The intersection of WCR 28 & WCR 19 does not have
any auxiliary lanes and will be a highly used intersection for the project. Therefore, this
intersection was evaluated for auxiliary lanes. The Weld County Engineering and
Construction Criteria (WCECC) manual was consulted for requirements for deceleration
turn lanes or acceleration lanes at intersections. It states the following.
"Auxiliary Lanes are required to mitigate specifically identified and documented locations
with safety and operation issues. These include the following.
a) Any access where high traffic volume or lack of gaps in traffic make an auxiliary
lane necessary for vehicles to safely and efficiently enter/exit the roadway.
b) Any locations where conditions such as horizontal or vertical curves and sight
obstructions exist and cannot be removed, and may negatively affect public safety
or traffic operation."
"Auxiliary turn lanes shall be installed on collector and arterial roadways according to the
criterial below."
• "A left deceleration lane with storage length plus taper length is required for any
access with a projected peak hour left turn ingress turning volume greater than 10
vph. The design elements for a left turn lane are the taper length, lane length, and
storage length — which in combination make up the turn lane."
• "A right turn deceleration lane with storage length plus taper length is required for
any access with a projected peak hour right ingress turning volume greater than
25 vph. The design elements for right turn and deceleration lanes are the approach
taper, lane length and storage length — which in combination make up the right turn
lane."
• "A right turn acceleration lane with taper is required for any access with a projected
peak hour right turning volume greater than 50 vph and a single through lane in
the direction of the right turn. The design elements for a right acceleration lane are
the transition taper and acceleration length."
• "A left turn acceleration lane with transition taper may be required if it would benefit
the safety and operation of the roadway. A left turn acceleration lane is generally
CivTrans Engineering Inc. 33 Ready Mix - NIX
not required when the acceleration lane would interfere with the left turn ingress
movement to any other access."
Based on the WCECC auxiliary lane requirements listed above, the following applies for
the intersection of WCR 28 & WCR 19.
• Northbound left turn traffic volumes are anticipated to be greater than 10 vph at
the intersection, which indicates a left turn deceleration lane would be required.
• Southbound right turn traffic volumes are anticipated to be greater than 25 vph at
the intersection, which indicates a right turn deceleration lane would be required.
• Eastbound right turn traffic volumes are anticipated to be less than 50 vph at the
intersection, which indicates a right turn acceleration lane would not be required.
• A left turn acceleration lane would interfere with the southbound left turn
movement. Therefore, a left turn acceleration should not be required.
The posted speed along WCR 19 is 55 mph. Therefore, based on table 6-10 of the
WCECC, a deceleration length of 600', transition taper of 18.5:1 and straight taper of 55:1
should be used in designing these deceleration lanes.
A right turn deceleration lane may also be required at the site access from WCR 28.
Signal Warrant Analysis
The intersection of Highway 66 & WCR 19 was evaluated for traffic signal warrants using
the criteria set forth within the Manual on Uniform Traffic Control Devices (MUTCD). The
MUTCD provides nine separate warrants (shown below) for evaluating the need for
signalization at intersections.
Warrant 1, Eight -Hour Vehicular Volume
Warrant 2, Four -Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
For the intersection of Highway 66 & WCR 19, several of the Warrants do not apply.
Warrants 1, 2, and 3 apply and were evaluated for these intersections.
The estimated hourly volumes for the intersection are shown below. These include a
seven-year ambient traffic growth at 2.0% per year (13% total) and the anticipated project
traffic (including a 3.0 passenger -car -equivalent factor for the trucks).
CivTrans Engineering Inc. 34 Ready Mix - NIX
Table 8 — Highway 66 & WCR 19 Hourly Volumes for Short-term Build Condition
Time
NB
SB
EB
WB
Total
Hwy 66
Total
Intersection
0:00
0
1
44
50
94
95
1:00
2
0
35
33
68
70
2:00
0
0
60
36
96
96
3:00
2
3
44
60
104
109
4:00
1
2
99
198
297
300
5:00
8
7
391
461
852
867
6:00
144
20
702
768
1,470
1.634
7:00
151
26
601
752
1,353
1,530
8:00
153
33
480
589
1,069
1,255
9:00
147
17
417
438
855
1,019
10:00
152
23
418
351
769
944
11:00
150
15
417
410
827
992
12:00
153
12
415
403
818
983
13:00
146
14
443
435
878
1,038
14:00
154
11
478
424
902
1,067
15:00
150
17
666
579
1,245
1,412
16:00
20
23
652
755
1,407
1,450
17:00
16
20
689
687
1,376
1,412
18:00
12
5
427
400
827
844
19:00
5
3
233
182
415
423
20:00
3
3
191
145
336
342
21:00
0
0
151
111
262
262
22:00
3
1
93
46
139
143
23:00
0
0
85
37
122
122
Warrant 1 — Eight -hour Vehicle Volume
Legend
Peak Hour
Peak 4 -hour
Peak 8 -hour
Warrant 1 is split into three separate warrants, Warrant 1, 1A and 1B. 1A and 1B are
satisfied when, for each of any 8 hours of an average day, the traffic volumes given in the
tables below exist on the major street and on the higher -volume minor street approach to
the intersection. Warrant 1 is satisfied if 80% of 1A and 1B are satisfied.
Warrant 1A
Number of lanes for moving
traffic on each approach
Vehicles per hour on
major street (total of
both approaches)
Vehicles per hour on higher -
volume minor -street approach
(one direction only)
Major Street
Minor Street
1
1
500
150
2 or more
1
600
150
2 or more
2 or more
600
200
1
2 or more
500
200
Warrant 1B
Number of lanes for moving
traffic on each approach
Vehicles per hour on
major street (total of
both approaches)
Vehicles per hour on higher -
volume minor -street approach
(one direction only)
Major Street
Minor Street
1
1
750
75
2 or more
1
900
75
2 or more
2 or more
900
100
1
2 or more
750
100
CivTrans Engineering Inc.
35
Ready Mix - NIX
When the 85th percentile speed of the major street exceeds 40 mph in either an urban or
rural area, or when the intersection lies within the built-up area of an isolated community
having a population less than 10,000, the minimum vehicular volume warrant is 70
percent of the requirements above. This is the case for this intersection, which has a
speed limit of 65 mph on Highway 66 and 55 mph on WCR 19.
The major and minor street approach volumes exceed the minimum in the tables shown
above for eight hours. Therefore, the intersection meets Warrants 1A and 1B. The
intersection also meets 80% of 1A and 1B, and Warrant 1 is met.
Warrant 2 — Four -Hour Vehicle Volume
The Four Hour Volume Warrant is satisfied when each of any four hours of an average
day the vehicles per hour on the major street (total of both approaches) and the
corresponding vehicles per hour on the higher volume minor street approach (one
direction only) all fall above the curve in Figure 4C-2 for the existing combination of
approach lanes.
U
0 400
a
300
w 2a 200
2 >
C9
r 100
w
w
I-
�' 0
p 600
FIGURE 4C-2. FOUR HOUR VOLUME WARRANT
(Community less than 10,000 or above 40 mph on major street)
2 OR MORE LANES & 2 OR MORE LANES
1 LANE &
1 LANE
Q 2 00/10RE LANES LANE
700
800
900
1000
1100
1200
1300
1400
1500
MAJOR STREET - TOTAL OF BOTH APPROACHES (VPH)
'Note: 80 vph applies as the lower threshold volume for a minor street
approach with two or mare lanes and 60 vph applies as the lower threshold
volume for a minor street approach with one or lane.
1600
1700
'80
x60
1800
o Peak Four Hours
As shown above, all of the peak four hours fall above the plotted line. Therefore, Warrant
2 is met for the short-term build condition.
Warrant 3
The peak hour volume warrant is satisfied when the plotted point representing the
vehicles per hour on the major street (total of both approaches) and the corresponding
vehicles per hour of the higher volume minor street approach (one direction only) for one
hour (any four consecutive 15 -minute periods) of an average day falls above the curve in
Figure 4C-4 for the existing combination of approach lanes.
CivTrans Engineering Inc. 36 Ready Mix - NIX
MINOR STREET - HIGHER VOLUME APPROACH (VPH)
FIGURE 4C-4. PEAK HOUR VOLUME WARRANT
(Community less than 10,000 or above 40 mph on major street)
500
400
300
200
100
0
LANE & 2 OIL MOR
i
2 OIR MORE LANES & 1 LANE
LANES
ANE &,1 LAN
100
75
400 500 600 700 800 900 1000 1100 1200 1300 1400
MAJOR STREET - TOTAL OF BOTH APPROACHES (VPH)
*Note: 100 vph applies as the lower threshold volume for a minor street
approach with two or more lanes and 75 vph applies as the lower threshold
volume for a minor street approach with one or lane.
o Peak Hour
As shown above, the peak hour falls above the plotted line. Therefore, Warrant 3 is met
for the existing condition.
Other Warrants
Warrant 4 was not evaluated as a low to moderate amount of pedestrian activity was
observed at these intersections.
Warrant 5 was not evaluated as the intersections are not within a school zone or in close
proximity to a school.
Warrant 6 was not evaluated as the intersection is not near any other traffic signals. The
closest traffic signalized intersection to this intersection is at Highway 66 & WCR 13,
which is three miles away.
Warrant 7 was not evaluated due to a lack of usable crash data for this area.
Warrant 8 provides justification for installing a traffic signal at some intersections to
concentrate traffic flow on a roadway to create gaps in traffic at upstream unsignalized
intersections. This intersection could qualify for this since there is not another traffic signal
for three miles to break up platoons of vehicles and the volume of traffic on Highway 66
does not allow for many gaps.
Warrant 9 relates to railroad proximity. This intersection is not in close proximity to an at -
grade railroad crossing.
All three of the volume warrants evaluated are anticipated to be met as a result of the
proposed project. Therefore, a traffic signal should be considered for installation at this
intersection to mitigate the project impact.
CivTrans Engineering Inc. 37 Ready Mix - NIX
Mid -range Conditions (Year 2027) without the project
The traffic volumes for this scenario include the existing (Year 2019) traffic volumes
(Exhibit 5) with eight years of ambient growth. The total traffic volumes anticipated under
this condition are shown on Exhibit 13. A summary of the results is shown in Table 9,
which follows.
Table 9 — Year 2027 Levels of Service without Project
INTERSECTION
(S)ignalized
(U)nsignalized
Approach
or
Overall
PM Peak
Saturday
Peak
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 & WCR 19
U
NB
SB
44.5
59.8
E
F
55.8
41.1
F
E
WCR 28 & WCR 19
U
EB
WB
9.3
9.2
A
A
9.4
9.1
A
A
With the ambient growth in traffic and background project traffic for the mid -range (Year
2027), the intersection of Highway 66 & WCR 19 is anticipated to fall to LOS F for both
AM and PM peak hours. Though this intersection is unlikely to meet traffic signal warrants
due to the low volume approaching the intersection on the minor roadway (WCR 19),
installing a traffic signal at this intersection may be the only suitable improvement to allow
the intersection to operate at acceptable levels.
CivTrans Engineering Inc. 39 Ready Mix - NIX
Mid -range Condition (Year 2027) with the Project
The traffic volumes included in this scenario include the mid -range no -project traffic
volumes as shown on Exhibit 13 with the additional traffic from the aggregate and
concrete production portions of the proposed project, as shown on Exhibits 7, 8, 9 and
10. The total traffic volumes anticipated under this condition are shown on Exhibit 14. For
intersection control and geometry for this scenario, it is assumed that the traffic signal
and turn lane(s) required in the short-term build condition have been installed. A summary
of the results is shown in Table 10, which follows.
Table 10 - Year 2027 Levels of Service with Project
INTERSECTION
(S)ignalized
(U)nsignalized
Approach
or
Overall
PM Peak
Saturday
Peak
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 & WCR 19
S
Ovr
12.3
B
11.6
B
WCR 28 & WCR 19
U
EB
WB
10.8
10.1
B
B
10.8
9.9
B
A
WCR 28 & Site Access
U
SB
10.6
B
10.5
B
With the additional traffic generated by the concrete portion of the proposed project, the
intersection of Highway 66 & WCR 19 is anticipated to continue to operate at LOS B
assuming the traffic signal is installed with the aggregate portion of the project. The
remaining intersections within the study area, including the site access to WCR 28, are
anticipated to operate at acceptable levels of service. The level of service reports for the
mid -range with the project condition are provided in the Technical Appendix.
CivTrans Engineering Inc. 41 Ready Mix - NIX
Long-range Condition (Year 2040) without the Project
This section focuses on the Long-range condition of the year 2040 without traffic from the
project. This scenario assumes that the proposed project has not developed.
Capacity Analysis (Level of Service)
This analysis will show how the traffic volumes will be handled by the transportation
system and what new elements may be needed for the traffic system to continue
functioning at an acceptable level of service. The traffic volumes for this condition include
the existing traffic, as shown on Exhibit 5 with the ambient background growth over the
next 21 years. Please see Exhibit 15 for the traffic volumes used for this scenario. A
summary of the level of service results are shown in Table 11, which follows.
Table 11 - Year 2040 Levels of Service without Project
INTERSECTION
(S)ignalized
(U)nsignalized
Approach
or
Overall
PM Peak
Saturday
Peak
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 & WCR 19
U
NB
SB
163.2
230.3
F
F
239.4
112.0
F
F
WCR 28 & WCR 19
U
EB
WB
9.6
9.5
A
A
9.8
9.3
A
A
With the anticipated growth in traffic within the study over the next 21 years, the
intersection of Highway 66 & WCR 19 is anticipated to fall further into LOS F with very
high delay on the minor street approaches. As traffic volumes continue to grow along
Highway 66, additional lanes may be required and restricting access to signalized
intersections should be considered as almost any stop -controlled approach along this
segment will have difficulty making a safe crossing maneuver or left turn. Its intersection
with WCR 19 may be a suitable location for a traffic signal to accommodate north -south
traffic in the area and the peak seasonal traffic associated with Miller Farms.
The level of service reports for the Long-range No Project conditions (without Airport
Road extension) are provided in the Technical Appendix.
CivTrans Engineering Inc. 43 Ready Mix - NIX
Long-range Conditions (Year 2040) with the Project
This section focuses on the Long-range condition of the year 2040 with traffic from the
proposed project. This scenario assumes that the proposed project has developed. The
traffic volumes included in this scenario include the Long-range (Year 2040) traffic
volumes as shown on Exhibit 15, and the additional traffic from the proposed project, as
shown on Exhibits 7, 8, 9, and 10. The total traffic volumes anticipated under this condition
are shown on Exhibit 16. A summary of the results is shown in Table 12, which follows.
Table 12 - Year 2040 Levels of Service with Project
INTERSECTION
(S)ignalized
(U)nsignalized
Approach
or
Overall
PM Peak
Saturday
Peak
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 & WCR 19
S
Ovr
18.7
B
17.6
B
WCR 28 & WCR 19
U
EB
WB
11.2
10.4
B
B
11.3
10.2
B
B
WCR 28 & Site Access
U
SB
10.8
B
10.6
B
In the long-range condition with the addition of the traffic generated by the proposed
project, the study area intersections are anticipated to continue to operate at acceptable
levels assuming the mitigation specified in the short-term conditions is completed. The
level of service reports for the long-range with the project condition (Year 2040) are
provided in the Technical Appendix.
CivTrans Engineering Inc. 45 Ready Mix - NIX
CONCLUSIONS & RECOMMENDATIONS
Based upon the analysis, field observations, assumptions, methodologies and results
which are provided in the body of this document, this project has impacts to the
transportation system that would require mitigation as presented within this study. The
recommendation to the Weld County staff is that the site plan for the proposed project be
approved for development with the following conditions of approval.
• As multiple MUTCD warrants are anticipated to be met as a result of the traffic
from this project, a traffic signal should be installed at the intersection of Highway
66 & Weld County Road 19.
• Based on Weld County criteria, a southbound right turn deceleration lane should
be installed on Weld County Road 19 at its intersection with Weld County Road
28. This turn lane should incorporate a taper with a ratio of 18.5:1 and a lane length
of 600'.
If the proposed project does not move forward, improvements within the study area may
still be required and should be considered by Weld County. The intersection of Highway
66 & WCR 19 is currently operating at LOS E during the AM and PM peak hours. This is
largely due to the traffic volume on Highway 66, which does not provide many adequate
gaps for traffic from WCR 19 to make their maneuver. The intersection has left -turn
deceleration lanes, right -turn deceleration lanes and acceleration lanes on Highway 66.
The volume approaching the intersection on WCR 19 (northbound and southbound) does
not warrant anything beyond a single lane for each of these approaches (i.e. left -turn or
right -turn lanes). The only improvements that could be completed at this intersection for
it to operate at acceptable levels of service would be to restrict left -turn and crossing
movements from WCR 19 or installing a traffic signal. Restricting movements is not
advisable as roadway connectivity to other nearby opportunities to make a left -turn onto
Highway 66 is not available.
Due to the low volume of traffic on the minor street (WCR 19), the intersection does not
currently meet any warrants for installing a traffic signal and is not anticipated to meet
warrants for many years. Peak hour operational deficiency is typically not a suitable
standalone reason for installing a traffic signal at an intersection. Therefore, this
intersection should be allowed to operate at LOS E until traffic signal warrants are met or
traffic volumes on Highway 66 reach a point where additional lanes are needed and
access is limited to signalized intersections or right-in/right-out driveways.
There appears to be a sight distance issue at the intersection of WCR 28 & WCR 19 due
to a vertical curve (hill) on WCR 19 immediately south of WCR 28 and overgrown
vegetation on the southwest corner. Video was captured from the eastbound approach
looking south to determine the amount of time it takes a vehicle to traverse from its visible
point beyond the vertical curve to entering the intersection. This was measured to be
approximately 8 seconds. Per A Policy on Geometric Design of Highways and Streets
published by the American Association of State Highway and Transportation Officials
(AASHTO), a gap in traffic of 7.5 seconds is required for a passenger car to make a safe
CivTrans Engineering Inc. 47 Ready Mix - NIX
left turn maneuver from a minor stop -controlled street. For a single -unit truck, the required
gap is 9.5 seconds. For a combination truck, the required gap is 11.5 seconds. The
existing condition appears to be safe for a passenger car to make this maneuver.
However, it does not appear to be safe for a single -unit or combination truck.
CivTrans Engineering Inc. 48 Ready Mix - NIX
Traffic Impact Study
Ready Mix Aggregate Facility (NIX Site)
TECHNICAL APPENDIX
February 10, 2021
THIS PAGE LEFT BLANK INTENTIONALLY
RAW TRAFFIC COUNTS
THIS PAGE LEFT BLANK INTENTIONALLY
All Traffic Data
I i111.1010110
Services Inc.
(303) 216-2439
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Peak Hour - All Vehicles
(67) 23 0.68 16 (48)
1 t
SH 66 o '
(1,672) �� I L. Lk (1,748)
0
Location: 1 CR 19 & SH 66 AM
Date: Tuesday, November 19, 2019
Peak Hour: 06:30 AM - 07:30 AM
Peak 15 -Minutes: 06:45 AM - 07:00 AM
CR 19
3
639 669
N
10 J 634
0.94 W 0.92 E
514 y r 31
531 S
7 ,ri 1
(1,334)
-I ow I, co
CR 19
1
tr
t
0.91
526
(1,321)
SH 66
(145) 52 0.47 10 (37)
Note: Total study counts contained in parentheses.
Traffic Counts
Peak Hour - Pedestrians/Bicycles on Crosswalk
40 0—I
0
t N
W� WOE
1 S
0
.0 0—
Ii
SH 66 SH 66 CR 19 CR 19
Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings
Start Time U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total Hour West East South North
6:00 AM 0 1 116 2 0 4 135 0 0 0 0 0 0 0 1 2 261 1,215 0 0 0 0
6:15 AM 0 4 139 2 0 3 140 1 0 2 1 1 0 2 0 2 297 1,230 0 0 0 0
6:30 AM 0 4 131 0 0 14 162 2 0 0 2 0 1 2 5 0 323 1,233 0 0 0 0
6:45 AM 0 3 137 4 0 4 179 1 0 2 0 0 0 3 1 0 334 1,190 0 0 0 0
7:00 AM 0 2 107 1 1 9 149 0 0 3 0 0 0 0 4 0 276 1,104 0 0 0 0
7:15 AM 0 1 139 2 0 4 144 0 0 0 0 3 0 3 4 0 300 1,063 0 0 0 0
7:30 AM 0 1 112 0 0 9 150 0 0 0 2 2 0 1 2 1 280 983 0 0 0 0
7:45 AM 0 2 79 1 0 10 145 3 0 0 0 2 0 0 4 2 248 918 0 0 0 0
8:00 AM 0 3 79 5 0 3 130 3 0 2 0 0 0 3 5 2 235 867 0 0 0 0
8:15 AM 0 0 85 2 0 7 111 1 0 2 3 4 0 2 2 1 220 0 0 0 0
8:30 AM 0 0 85 1 0 9 110 2 0 2 1 0 0 0 4 1 215 0 0 0 0
8:45 AM 0 1 82 1 0 9 93 1 0 0 2 1 0 0 7 0 197 0 0 0 0
Count Total 0 22 1,291 21 1 85 1,648 14 0 13 11 13 1 16 39 11 3,186 0 0 0 0
Peak Hour 0 10 514 7 1 31 634 3 0 5 2 3 1 8 14 0 1,233 0 0 0 0
t
All Traffic Data
I i111.1010110
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Peak Hour - All Vehicles
(133) 51 0.75 9 (19)
1 t
CR 28 m rn- L
_I
(88) 0j 1 L. lit- 4
24
2 J N 5
0.63 W 0.82 E
2 y r 1
4 S
(10) 0 , c 2
CR 19
(8) 6 0.50 2 (4)
tr
CR 19
o o iv o ICR 28
I
Location: 2 CR 19 & CR 28 AM
Date: Tuesday, November 19, 2019
Peak Hour: 08:00 AM - 09:00 AM
Peak 15 -Minutes: 08:45 AM - 09:00 AM
(33)
12
0.58
30
(65)
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles on Crosswalk
0-I 0
t N
W� WOE
1 s
0
.0 0 —
Ii
Traffic Counts
CR 28 CR 28 CR 19 CR 19
Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings
Start Time U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total Hour West East South North
6:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 3 8 50 0 0 0 0
6:15 AM 0 1 0 0 0 0 2 0 0 0 0 0 0 4 0 0 7 56 0 0 0 0
6:30 AM 0 1 0 0 0 0 4 1 0 0 0 0 0 5 0 10 21 64 0 0 0 0
6:45 AM 0 1 0 0 0 0 0 2 0 1 0 0 0 6 0 4 14 56 0 0 0 0
7:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 4 0 8 14 61 0 0 0 0
7:15 AM 0 1 0 0 0 0 1 1 0 0 0 0 0 2 0 10 15 60 0 0 0 0
7:30 AM 0 1 1 0 0 1 0 1 0 1 0 0 0 2 0 6 13 65 0 0 0 0
7:45 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 8 1 6 19 67 0 0 0 0
8:00 AM 0 0 1 0 1 0 0 1 0 0 0 0 1 5 0 4 13 69 0 0 0 0
8:15 AM 0 1 1 0 1 1 1 3 0 0 1 0 0 8 1 2 20 0 0 0 0
8:30 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 6 0 7 15 0 0 0 0
8:45 AM 0 1 0 0 0 0 2 0 0 0 1 0 0 7 4 6 21 0 0 0 0
Count Total 0 7 3 0 2 2 20 9 0 2 2 0 1 60 6 66 180 0 0 0 0
Peak Hour 0 2 2 0 2 1 5 4 0 0 2 0 1 26 5 19 69 0 0 0 0
t
All Traffic Data
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Peak Hour - All Vehicles
(53) 17 0.69 32 (91)
Location: 1 CR 19 & SH 66 PM
Date: Tuesday, November 19, 2019
Peak Hour: 04:45 PM - 05:45 PM
Peak 15 -Minutes: 04:45 PM - 05:00 PM
1 t CR 19
SH66 w "'
(1,657) �o 1 L. Lk (1,749)
0 16
649 N 670
14 J 632
0.97 W 0.97 E 0.93
616 22
646 16 ~ S T 0 623
(1,705) �^ ll C (1,652)
CR 19
o iv a SH 66
1
(151) 46 0.68 17 (44)
Note: Total study counts contained in parentheses.
Traffic Counts
Peak Hour - Pedestrians/Bicycles on Crosswalk
40 0—I
0
t N
W� WOE
1
0
.0 0 -
Ii
SH 66 SH 66 CR 19 CR 19
Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings
Start Time U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total Hour West East South North
3:00 PM 0 4 100 4 0 6 99 1 0 4 0 0 0 1 0 0 219 1,008 0 0 0 0
3:15 PM 0 4 140 2 0 3 84 1 0 0 0 1 0 2 3 2 242 1,079 0 0 0 0
3:30 PM 0 3 124 2 0 10 119 1 0 0 1 3 0 0 2 1 266 1,155 0 0 0 0
3:45 PM 0 2 125 2 0 15 130 0 0 2 1 1 0 2 1 0 281 1,205 0 0 0 0
4:00 PM 0 2 123 5 0 13 129 6 0 1 1 2 0 1 2 5 290 1,272 0 0 0 0
4:15 PM 0 1 135 1 0 10 150 9 0 1 0 3 0 0 3 5 318 1,317 0 0 0 0
4:30 PM 0 7 139 2 0 7 153 2 0 2 1 1 0 0 1 1 316 1,322 0 0 0 0
4:45 PM 0 2 150 6 0 8 170 4 0 3 0 1 0 0 1 3 348 1,350 0 0 0 0
5:00 PM 0 1 157 1 0 1 157 3 0 6 1 0 0 1 5 2 335 1,271 0 0 0 0
5:15 PM 0 3 155 4 0 6 143 5 0 2 1 1 0 1 1 1 323 0 0 0 0
5:30 PM 0 8 154 5 0 7 162 4 0 0 0 2 0 1 1 0 344 0 0 0 0
5:45 PM 0 5 126 1 0 6 118 7 0 2 0 0 0 0 4 0 269 0 0 0 0
Count Total 0 42 1,628 35 0 92 1,614 43 0 23 6 15 0 9 24 20 3,551 0 0 0 0
Peak Hour 0 14 616 16 0 22 632 16 0 11 2 4 0 3 8 6 1,350 0 0 0 0
t
CR 19 1
All Traffic Data
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Peak Hour - All Vehicles
(137) 58 0.91 17 (41)
1 t
1.0
CR 28
CR 19
Location: 2 CR 19 & CR 28 PM
Date: Tuesday, November 19, 2019
Peak Hour: 04:00 PM - 05:00 PM
Peak 15 -Minutes: 04:45 PM - 05:00 PM
(74) 0 ��+ a VL 11 (44)
33 21
N
5 J 8
0.56 W 0.85 E 0.78
0 ~^ ST2
5 33
(17) 0 ,i1 1* rc °
(85)
o -, o o ICR 28
(9) 2 0.75 1 (11)
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles on Crosswalk
40 0—I
0
t N
W� WOE
1 s
0
0 —
Ii
Traffic Counts
CR 28 CR 28 CR 19 CR 19
Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings
Start Time U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total Hour West East South North
3:00 PM 0 0 0 0 0 0 1 3 0 0 0 1 0 8 0 1 14 67 0 0 0 0
3:15 PM 0 1 0 0 0 0 2 0 0 1 0 0 0 3 1 3 11 73 0 0 0 0
3:30 PM 0 3 1 0 0 0 3 0 0 0 1 1 0 5 0 5 19 83 0 0 0 0
3:45 PM 0 1 0 0 0 0 2 3 0 1 0 1 0 5 2 8 23 83 0 0 0 0
4:00 PM 0 3 0 0 0 0 1 0 0 0 0 0 0 8 0 8 20 85 0 0 0 0
4:15 PM 0 1 0 0 0 0 1 3 0 0 0 0 1 10 0 5 21 77 0 0 0 0
4:30 PM 0 1 0 0 0 0 4 4 0 0 0 0 0 5 0 5 19 69 0 0 0 0
4:45 PM 0 0 0 0 0 2 2 4 0 1 0 0 0 10 0 6 25 66 0 0 0 0
5:00 PM 0 2 0 0 0 0 1 4 0 0 0 0 0 3 0 2 12 57 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 2 0 0 0 1 1 7 2 0 13 0 0 0 0
5:30 PM 0 1 0 0 0 0 1 1 0 0 0 1 0 8 1 3 16 0 0 0 0
5:45 PM 0 0 3 0 0 0 0 0 0 0 1 1 0 3 1 7 16 0 0 0 0
Count Total 0 13 4 0 0 2 18 24 0 3 2 6 2 75 7 53 209 0 0 0 0
Peak Hour 0 5 0 0 0 2 8 11 0 1 0 0 1 33 0 24 85 0 0 0 0
t
All Traffic Data Services
Wheat Ridge, CO 80033
NB
Page 1
Site Code: 3
Station ID: 3
CR19N.O.SH66
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
05:00 1 6 0 0 0 0 0 0 0 0 0 0 0 7
06:00 0 14 2 0 0 0 2 0 1 0 0 0 0 19
07:00 0 8 2 0 0 1 0 1 0 0 0 0 0 12
08:00 1 10 0 0 2 3 0 0 1 0 0 0 0 17
09:00 1 7 3 0 0 1 0 1 4 0 0 0 0 17
10:00 0 3 3 0 0 2 0 0 0 2 0 0 0 10
11:00 0 15 3 0 0 0 0 1 0 0 0 0 0 19
12 PM 0 17 1 0 0 0 0 1 4 0 0 0 0 23
13:00 0 10 2 0 0 2 0 1 1 0 0 0 0 16
14:00 0 9 2 0 0 0 0 0 2 1 0 0 0 14
15:00 0 12 0 0 0 0 1 0 4 0 0 0 0 17
16:00 1 27 3 0 0 0 0 1 0 0 0 0 0 32
17:00 0 34 4 0 0 0 0 0 0 0 0 0 0 38
18:00 1 11 0 0 0 0 0 0 0 0 0 0 0 12
19:00 0 4 0 0 0 0 0 0 0 0 0 0 0 4
20:00 0 5 0 0 0 0 0 0 0 0 0 0 0 5
21:00 1 1 0 0 0 0 0 0 0 0 0 0 0 2
22:00 1 2 0 0 0 0 0 0 0 0 0 0 0 3
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Day 7 197 25 0 2 9 3 6 17 3 0 0 0 269
Total
Percent 2.6% 73.2% 9.3% 0.0% 0.7% 3.3% 1.1% 2.2% 6.3% 1.1% 0.0% 0.0% 0.0%
AM Peak 05:00 11:00 09:00 08:00 08:00 06:00 07:00 09:00 10:00 06:00
Vol. 1 15 3 2 3 2 1 4 2 19
PM Peak 16:00 17:00 17:00
Vol. 1 34 4
Grand
Total
Percent 2.6% 73.2% 9.3% 0.0% 0.7% 3.3% 1.1% 2.2% 6.3% 1.1% 0.0% 0.0% 0.0%
13:00 15:00 12:00 12:00 14:00 17:00
2 1 1 4 1 38
7 197 25 0 2 9 3 6 17 3 0 0 0 269
All Traffic Data Services
Wheat Ridge, CO 80033
SB
Page 2
Site Code: 3
Station ID: 3
CR19N.O.SH66
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 1 0 0 0 0 0 0 0 0 0 0 0 1
01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:00 0 2 1 0 0 0 0 0 0 0 0 0 0 3
04:00 0 1 1 0 0 0 0 0 0 0 0 0 0 2
05:00 0 6 0 0 0 0 0 0 0 0 0 0 0 6
06:00 0 17 1 0 0 0 0 0 0 0 0 0 0 18
07:00 0 16 4 0 0 0 0 1 2 0 0 0 0 23
08:00 0 14 10 0 3 0 0 0 2 0 0 0 0 29
09:00 0 8 3 0 0 1 0 1 2 0 0 0 0 15
10:00 2 12 1 0 1 1 0 2 1 0 0 0 0 20
11:00 0 10 0 0 0 0 1 1 0 1 0 0 0 13
12 PM 0 7 2 0 0 0 0 1 1 0 0 0 0 11
13:00 1 3 4 0 1 0 0 0 3 0 0 0 0 12
14:00 1 8 1 0 0 0 0 0 0 0 0 0 0 10
15:00 0 10 5 0 0 0 0 0 0 0 0 0 0 15
16:00 0 19 0 0 0 0 0 1 0 0 0 0 0 20
17:00 0 13 3 0 0 0 1 0 1 0 0 0 0 18
18:00 0 3 1 0 0 0 0 0 0 0 0 0 0 4
19:00 0 3 0 0 0 0 0 0 0 0 0 0 0 3
20:00 0 3 0 0 0 0 0 0 0 0 0 0 0 3
21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Day 4 157 37 0 5 2 2 7 12 1 0 0 0 227
Total
Percent 1.8% 69.2% 16.3% 0.0% 2.2% 0.9% 0.9% 3.1% 5.3% 0.4% 0.0% 0.0% 0.0%
AM Peak 10:00 06:00 08:00 08:00 09:00 11:00 10:00 07:00 11:00 08:00
Vol. 2 17 10 3 1 1 2 2 1 29
PM Peak 13:00 16:00 15:00
Vol. 1 19 5
13:00 17:00 12:00 13:00 16:00
1 1 1 3 20
Grand 4 157 37 0 5 2 2 7
Total
Percent 1.8% 69.2% 16.3% 0.0% 2.2% 0.9% 0.9% 3.1%
12
5.3%
1 0 0 0 227
0.4% 0.0% 0.0% 0.0%
All Traffic Data Services
Wheat Ridge, CO 80033
EB
Page 1
Site Code: 4
Station ID: 4
SH66W.O.CR19
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 24 4 0 0 1 0 0 7 2 0 0 1 39
01:00 0 16 3 0 3 1 0 0 6 2 0 0 0 31
02:00 0 34 4 0 2 5 1 0 6 1 0 0 0 53
03:00 0 21 7 0 0 5 0 0 1 5 0 0 0 39
04:00 0 59 19 0 1 3 0 1 5 0 0 0 0 88
05:00 0 230 104 0 3 4 1 3 1 0 0 0 0 346
06:00 0 409 94 0 6 5 8 3 15 1 0 0 1 542
07:00 1 329 84 0 5 13 5 3 11 0 0 0 1 452
08:00 0 234 54 3 16 6 3 6 22 0 0 0 1 345
09:00 0 202 37 0 9 11 1 4 22 2 0 0 1 289
10:00 0 183 49 0 1 21 0 3 26 7 0 0 0 290
11:00 0 183 51 0 4 17 2 2 28 2 0 0 0 289
12 PM 0 175 46 1 8 21 0 0 33 4 0 0 0 288
13:00 0 218 41 0 9 20 0 2 21 1 0 0 0 312
14:00 0 244 51 1 3 14 0 5 21 3 0 0 1 343
15:00 0 401 59 2 7 14 1 1 22 2 0 0 1 510
16:00 0 459 75 0 11 12 0 1 18 1 0 0 0 577
17:00 0 493 85 0 8 3 0 4 15 1 0 0 1 610
18:00 0 313 46 0 5 3 0 3 7 0 0 0 1 378
19:00 0 162 23 1 2 8 0 1 8 1 0 0 0 206
20:00 0 127 24 0 2 8 0 1 5 0 0 0 2 169
21:00 0 103 14 0 1 4 0 0 8 4 0 0 0 134
22:00 0 64 7 0 0 4 0 0 7 0 0 0 0 82
23:00 0 48 9 1 2 8 1 0 4 1 0 0 1 75
Day 1 4731 990 9 108 211 23 43 319 40 0 0 12 6487
Total
Percent 0.0% 72.9% 15.3% 0.1% 1.7% 3.3% 0.4% 0.7% 4.9% 0.6% 0.0% 0.0% 0.2%
AM Peak 07:00 06:00 05:00 08:00 08:00 10:00 06:00 08:00 11:00 10:00 00:00 06:00
Vol. 1 409 104 3 16 21 8 6 28 7 1 542
PM Peak 17:00 17:00 15:00 16:00 12:00 15:00 14:00 12:00 12:00 20:00 17:00
Vol. 493 85 2 11 21 1 5 33 4 2 610
Grand 1 4731 990 9 108 211 23 43 319 40 0 0 12 6487
Total
Percent 0.0% 72.9% 15.3% 0.1% 1.7% 3.3% 0.4% 0.7% 4.9% 0.6% 0.0% 0.0% 0.2%
All Traffic Data Services
Wheat Ridge, CO 80033
WB
Page 2
Site Code: 4
Station ID: 4
SH66W.O.CR19
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 18 3 1 1 6 1 0 10 0 0 0 1 41
01:00 0 14 0 1 1 6 0 0 5 0 0 0 0 27
02:00 0 16 9 0 1 2 0 0 5 1 0 0 0 34
03:00 0 33 7 0 3 1 0 0 2 0 0 0 0 46
04:00 0 130 22 0 2 4 0 1 5 0 0 0 0 164
05:00 0 310 65 0 6 4 1 0 21 0 0 0 0 407
06:00 0 436 131 0 16 12 0 0 22 3 0 0 0 620
07:00 0 413 91 1 22 22 2 2 21 3 0 0 0 577
08:00 0 297 102 1 27 10 0 9 29 1 0 0 0 476
09:00 0 230 66 0 9 15 1 9 15 8 0 0 3 356
10:00 0 235 58 0 12 12 3 3 36 4 0 0 2 365
11:00 0 215 48 1 3 9 2 2 18 1 0 0 0 299
12 PM 0 221 55 2 10 17 0 4 17 4 0 0 1 331
13:00 0 226 52 1 9 9 4 1 21 8 0 0 3 334
14:00 0 266 50 3 5 7 1 0 17 2 0 0 2 353
15:00 0 335 60 2 7 8 5 3 11 4 0 0 1 436
16:00 0 491 107 2 10 3 3 1 9 1 0 0 0 627
17:00 0 449 110 0 5 10 4 0 8 3 0 0 0 589
18:00 0 243 53 0 2 9 2 1 13 3 0 0 0 326
19:00 0 122 15 0 1 2 2 0 10 2 0 0 0 154
20:00 0 86 20 0 7 6 0 0 5 1 0 0 0 125
21:00 0 56 11 0 2 5 1 0 13 0 0 0 0 88
22:00 0 22 7 0 0 4 0 0 9 1 0 0 0 43
23:00 0 15 5 2 0 1 0 0 4 1 0 0 0 28
Day 0 4879 1147 17 161 184 32 36 326 51 0 0 13 6846
Total
Percent 0.0% 71.3% 16.8% 0.2% 2.4% 2.7% 0.5% 0.5% 4.8% 0.7% 0.0% 0.0% 0.2%
AM Peak 06:00 06:00 00:00 08:00 07:00 10:00 08:00 10:00 09:00 09:00 06:00
Vol. 436 131 1 27 22 3 9 36 8 3 620
PM Peak 16:00 17:00 14:00 12:00 12:00 15:00 12:00 13:00 13:00 13:00 16:00
Vol. 491 110 3 10 17 5 4 21 8 3 627
Grand 0 4879 1147 17 161 184 32 36 326 51 0 0 13 6846
Total
Percent 0.0% 71.3% 16.8% 0.2% 2.4% 2.7% 0.5% 0.5% 4.8% 0.7% 0.0% 0.0% 0.2%
All Traffic Data Services
Wheat Ridge, CO 80033
EB
Page 1
Site Code: 5
Station ID: 5
SH66E.O.CR19
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 26 1 0 0 2 0 1 6 3 0 0 0 39
01:00 1 23 4 0 0 1 0 3 2 2 0 0 0 36
02:00 0 39 3 0 3 2 0 3 4 1 0 0 0 55
03:00 0 26 5 0 4 3 0 1 3 2 0 0 0 44
04:00 0 60 20 0 2 1 0 0 5 0 0 0 0 88
05:00 0 260 93 0 1 2 1 2 1 0 0 0 0 360
06:00 7 414 67 0 3 2 7 2 12 1 0 0 1 516
07:00 2 358 54 0 7 11 4 5 14 2 0 0 0 457
08:00 4 250 41 1 7 6 1 8 19 1 0 0 1 339
09:00 4 181 29 0 2 11 0 5 18 1 0 0 0 251
10:00 5 181 26 0 3 11 0 8 24 1 0 0 1 260
11:00 4 180 41 1 5 14 2 8 24 2 0 0 1 282
12 PM 3 166 40 1 8 12 0 9 22 3 0 0 0 264
13:00 5 219 26 1 8 8 0 11 19 1 0 0 0 298
14:00 4 255 39 0 6 10 0 4 12 1 0 0 2 333
15:00 6 421 52 2 5 10 2 7 11 1 0 0 0 517
16:00 2 451 64 1 5 12 0 4 16 1 0 0 0 556
17:00 5 504 54 1 5 3 0 5 12 2 0 0 0 591
18:00 4 328 42 0 3 2 0 6 5 0 0 0 1 391
19:00 3 177 21 0 4 6 0 2 5 0 0 0 0 218
20:00 0 134 19 0 1 7 0 3 3 0 0 0 1 168
21:00 0 99 9 0 1 1 0 2 10 2 0 0 0 124
22:00 0 62 6 0 1 5 0 2 5 0 0 0 0 81
23:00 1 54 4 0 2 7 1 2 1 1 0 0 0 73
Day 60 4868 760 8 86 149 18 103 253 28 0 0 8 6341
Total
Percent 0.9% 76.8% 12.0% 0.1% 1.4% 2.3% 0.3% 1.6% 4.0% 0.4% 0.0% 0.0% 0.1%
AM Peak 06:00 06:00 05:00 08:00 07:00 11:00 06:00 08:00 10:00 00:00 06:00 06:00
Vol. 7 414 93 1 7 14 7 8 24 3 1 516
PM Peak 15:00 17:00 16:00 15:00 12:00 12:00 15:00 13:00 12:00 12:00 14:00 17:00
Vol. 6 504 64 2 8 12 2 11 22 3 2 591
Grand 60 4868 760 8 86 149 18 103 253 28 0 0 8 6341
Total
Percent 0.9% 76.8% 12.0% 0.1% 1.4% 2.3% 0.3% 1.6% 4.0% 0.4% 0.0% 0.0% 0.1%
All Traffic Data Services
Wheat Ridge, CO 80033
WB
Page 2
Site Code: 5
Station ID: 5
SH66E.O.CR19
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 26 1 0 0 9 0 0 7 1 0 0 0 44
01:00 0 13 0 0 0 6 0 0 8 2 0 0 0 29
02:00 0 23 2 0 0 2 0 0 3 2 0 0 0 32
03:00 0 43 4 0 0 2 0 1 3 0 0 0 0 53
04:00 0 151 16 0 0 3 0 1 4 0 0 0 0 175
05:00 1 341 40 0 0 3 1 0 21 1 0 0 0 408
06:00 4 524 67 0 4 16 1 0 22 2 0 0 0 640
07:00 0 497 72 0 9 19 1 2 24 2 0 0 0 626
08:00 1 342 66 1 11 19 1 7 32 1 0 0 0 481
09:00 2 252 31 0 6 16 1 9 22 7 0 0 2 348
10:00 7 191 16 0 4 11 0 2 38 2 0 0 0 271
11:00 9 248 24 0 3 8 1 2 28 0 0 0 0 323
12 PM 6 236 19 0 2 16 1 4 31 1 0 0 1 317
13:00 9 239 38 0 4 12 3 0 38 2 0 0 0 345
14:00 3 268 24 1 5 13 1 1 18 1 0 0 0 335
15:00 5 395 32 2 5 10 4 3 15 1 0 0 1 473
16:00 7 572 62 0 5 3 4 1 11 2 0 0 1 668
17:00 6 519 52 0 2 12 1 0 14 2 0 0 0 608
18:00 3 291 32 0 0 11 3 0 14 0 0 0 0 354
19:00 0 138 4 0 1 2 2 1 12 1 0 0 0 161
20:00 1 102 10 0 1 6 0 0 7 1 0 0 0 128
21:00 0 73 4 0 0 7 0 0 14 0 0 0 0 98
22:00 0 28 2 0 0 4 0 0 6 1 0 0 0 41
23:00 0 20 1 0 0 1 0 1 8 2 0 0 0 33
Day 64 5532 619 4 62 211 25 35 400 34 0 0 5 6991
Total
Percent 0.9% 79.1% 8.9% 0.1% 0.9% 3.0% 0.4% 0.5% 5.7% 0.5% 0.0% 0.0% 0.1%
AM Peak 11:00 06:00 07:00 08:00 08:00 07:00 05:00 09:00 10:00 09:00 09:00 06:00
Vol. 9 524 72 1 11 19 1 9 38 7 2 640
PM Peak 13:00 16:00 16:00 15:00 14:00 12:00 15:00 12:00 13:00 13:00 12:00 16:00
Vol. 9 572 62 2 5 16 4 4 38 2 1 668
Grand 64 5532 619 4 62 211 25 35
Total
Percent 0.9% 79.1% 8.9% 0.1% 0.9% 3.0% 0.4% 0.5%
400
5.7%
34 0 0 5 6991
0.5% 0.0% 0.0% 0.1%
All Traffic Data Services
Wheat Ridge, CO 80033
NB
Page 1
Site Code: 6
Station ID: 6
CR 19 S.O. SH 66
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:00 0 1 0 0 0 1 0 0 0 0 0 0 0 2
02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:00 0 2 0 0 0 0 0 0 0 0 0 0 0 2
04:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
05:00 0 6 1 0 0 0 0 0 0 0 0 0 0 7
06:00 0 6 0 0 1 0 0 0 1 0 0 0 0 8
07:00 0 11 1 0 1 1 0 0 0 0 0 0 0 14
08:00 0 12 1 0 0 2 0 0 1 0 0 0 0 16
09:00 0 6 3 0 0 1 0 0 1 0 0 0 0 11
10:00 0 13 0 0 0 0 0 0 2 0 0 0 0 15
11:00 0 11 0 0 0 1 0 0 1 0 0 0 0 13
12 PM 0 10 2 0 1 1 0 0 2 0 0 0 0 16
13:00 0 9 0 0 0 0 0 1 0 0 0 0 0 10
14:00 1 11 3 0 1 1 0 0 0 0 0 0 0 17
15:00 0 10 2 0 0 0 0 0 1 0 0 0 0 13
16:00 1 14 1 0 0 0 0 1 1 0 0 0 0 18
17:00 0 11 3 0 0 0 0 0 0 0 0 0 0 14
18:00 0 11 0 0 0 0 0 0 0 0 0 0 0 11
19:00 0 4 0 0 0 0 0 0 0 0 0 0 0 4
20:00 0 2 0 0 0 0 0 0 1 0 0 0 0 3
21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22:00 0 2 0 0 0 0 0 0 1 0 0 0 0 3
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Day 2 153 17 0 4 8 0 2 12 0 0 0 0 198
Total
Percent 1.0% 77.3% 8.6% 0.0% 2.0% 4.0% 0.0% 1.0% 6.1% 0.0% 0.0% 0.0% 0.0%
AM Peak
Vol.
10:00 09:00 06:00 08:00
13 3
1 2
10:00 08:00
2 16
PM Peak 14:00 16:00 14:00
Vol. 1 14 3
12:00 12:00
1 1
13:00 12:00 16:00
1 2 18
Grand 2 153 17 0 4 8 0 2 12 0 0 0 0 198
Total
Percent 1.0% 77.3% 8.6% 0.0% 2.0% 4.0% 0.0% 1.0% 6.1% 0.0% 0.0% 0.0% 0.0%
All Traffic Data Services
Wheat Ridge, CO 80033
SB
Page 2
Site Code: 6
Station ID: 6
CR 19 S.O. SH 66
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 0 0 0 0 0 0 0 1 0 0 0 0 1
01:00 0 0 0 0 0 0 0 0 1 0 0 0 0 1
02:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
03:00 0 0 1 0 0 0 0 0 0 0 0 0 0 1
04:00 0 3 2 0 0 0 0 0 0 0 0 0 0 5
05:00 0 11 3 0 0 0 0 0 0 0 0 0 0 14
06:00 0 35 1 0 1 0 0 0 3 0 0 0 0 40
07:00 3 36 8 0 0 2 1 1 3 0 0 0 0 54
08:00 2 28 15 1 2 4 1 0 5 0 0 0 0 58
09:00 0 32 2 0 0 1 0 1 5 1 0 0 0 42
10:00 1 39 3 0 0 0 0 0 6 2 0 0 0 51
11:00 1 34 7 0 1 2 1 1 1 1 0 0 0 49
12 PM 1 27 3 0 1 0 0 0 2 0 0 0 0 34
13:00 1 35 7 0 0 2 0 0 5 0 0 0 0 50
14:00 2 29 3 0 0 1 0 1 6 0 0 0 0 42
15:00 1 35 6 0 0 1 0 0 2 0 0 0 0 45
16:00 2 45 9 0 1 3 0 0 2 0 0 0 0 62
17:00 2 36 1 0 1 1 0 0 1 0 0 0 0 42
18:00 0 30 2 0 0 0 0 0 2 0 0 0 0 34
19:00 0 10 0 0 1 0 0 0 1 0 0 0 0 12
20:00 0 7 0 0 0 1 0 0 1 0 0 0 0 9
21:00 0 3 0 0 0 0 0 0 1 0 0 0 0 4
22:00 0 3 0 0 0 0 0 0 0 0 0 0 0 3
23:00 0 0 0 0 0 0 0 0 1 0 0 0 0 1
Day 16 479 73 1 8 18 3 4 49 4 0 0 0 655
Total
Percent 2.4% 73.1% 11.1% 0.2% 1.2% 2.7% 0.5% 0.6% 7.5% 0.6% 0.0% 0.0% 0.0%
AM Peak 07:00 10:00 08:00 08:00 08:00 08:00 07:00 07:00 10:00 10:00 08:00
Vol. 3 39 15 1 2 4 1 1 6 2 58
PM Peak 14:00 16:00 16:00
Vol. 2 45 9
Grand
Total
Percent 2.4% 73.1% 11.1% 0.2% 1.2% 2.7% 0.5% 0.6% 7.5% 0.6% 0.0% 0.0% 0.0%
12:00 16:00
1 3
14:00 14:00 16:00
1 6 62
16 479 73 1 8 18 3 4 49 4 0 0 0 655
All Traffic Data Services
Wheat Ridge, CO 80033
EB
Page 1
Site Code: 7
Station ID: 7
CR28W.O.CR19
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:00 0 2 2 0 0 0 0 0 0 0 0 0 0 4
06:00 0 3 2 0 0 0 0 0 0 0 0 0 0 5
07:00 0 5 1 0 1 0 0 0 0 0 0 0 0 7
08:00 0 4 0 0 0 0 0 0 0 0 0 0 0 4
09:00 0 6 1 0 1 0 0 0 0 0 0 0 0 8
10:00 0 7 0 0 1 0 0 0 0 0 0 0 0 8
11:00 0 6 0 0 0 0 0 0 0 0 0 0 0 6
12 PM 0 5 3 0 0 0 0 0 1 0 0 0 0 9
13:00 0 2 1 0 0 0 0 0 0 0 0 0 0 3
14:00 0 7 2 0 2 0 0 0 0 0 0 0 0 11
15:00 0 3 1 0 0 0 0 0 1 0 0 0 0 5
16:00 0 5 2 0 0 0 0 0 0 0 0 0 0 7
17:00 0 4 2 0 0 0 0 0 0 0 0 0 0 6
18:00 0 4 1 0 0 0 0 0 0 0 0 0 0 5
19:00 0 2 1 0 0 0 0 0 0 0 0 0 0 3
20:00 0 0 1 0 0 0 0 0 0 0 0 0 0 1
21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Day 0 66 20 0 5 0 0 0 2 0 0 0 0 93
Total
Percent 0.0% 71.0% 21.5% 0.0% 5.4% 0.0% 0.0% 0.0% 2.2% 0.0% 0.0% 0.0% 0.0%
AM Peak
Vol.
10:00 05:00
7 2
07:00 09:00
1 8
PM Peak
Vol.
Grand
Total
Percent 0.0% 71.0% 21.5% 0.0% 5.4% 0.0% 0.0% 0.0% 2.2% 0.0% 0.0% 0.0% 0.0%
14:00 12:00 14:00
7 3
2
12:00
1
14:00
11
0 66 20 0 5 0 0 0 2 0 0 0 0 93
All Traffic Data Services
Wheat Ridge, CO 80033
WB
Page 2
Site Code: 7
Station ID: 7
CR28W.O.CR19
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
03:00 0 0 1 0 0 0 0 0 0 0 0 0 0 1
04:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
05:00 0 8 2 0 0 0 0 0 0 0 0 0 0 10
06:00 0 21 4 0 1 0 0 0 0 0 0 0 0 26
07:00 0 28 11 0 0 1 2 0 0 0 0 0 0 42
08:00 0 17 5 0 1 1 0 0 1 0 0 0 0 25
09:00 0 15 3 0 0 1 0 0 1 0 0 0 0 20
10:00 0 19 1 0 0 0 0 0 1 1 0 0 0 22
11:00 0 26 5 0 0 0 0 0 1 0 0 0 0 32
12 PM 0 10 3 0 0 0 0 0 0 0 0 0 0 13
13:00 0 15 4 0 0 1 0 1 1 0 0 0 0 22
14:00 0 26 3 0 1 0 0 0 2 0 0 0 0 32
15:00 0 22 9 0 0 0 0 0 0 0 0 0 0 31
16:00 0 30 7 0 0 0 0 0 0 0 0 0 0 37
17:00 0 11 2 0 0 0 0 0 0 0 0 0 0 13
18:00 0 13 6 0 0 0 0 0 0 0 0 0 0 19
19:00 0 4 0 0 1 0 0 0 0 0 0 0 0 5
20:00 0 4 0 0 0 0 0 0 1 0 0 0 0 5
21:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
22:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Day 0 273 66 0 4 4 2 1 8 1 0 0 0 359
Total
Percent 0.0% 76.0% 18.4% 0.0% 1.1% 1.1% 0.6% 0.3% 2.2% 0.3% 0.0% 0.0% 0.0%
AM Peak
Vol.
07:00 07:00 06:00 07:00 07:00
28 11
1 1 2
08:00 10:00 07:00
1 1 42
PM Peak
Vol.
16:00 15:00 14:00 13:00
30 9
1 1
13:00 14:00 16:00
1 2 37
Grand 0 273 66 0 4 4 2 1 8 1 0 0 0 359
Total
Percent 0.0% 76.0% 18.4% 0.0% 1.1% 1.1% 0.6% 0.3% 2.2% 0.3% 0.0% 0.0% 0.0%
All Traffic Data Services
Wheat Ridge, CO 80033
NB
Page 1
Site Code: 8
Station ID: 8
CR19S.O.CR28
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:00 0 1 1 0 0 0 0 0 0 0 0 0 0 2
08:00 0 0 0 0 0 1 0 0 0 0 0 0 0 1
09:00 0 1 1 0 0 0 0 0 0 0 0 0 0 2
10:00 0 11 1 0 1 0 0 0 0 0 0 0 1 14
11:00 0 8 0 0 0 1 0 0 0 0 0 0 0 9
12 PM 0 3 0 0 0 0 0 0 0 0 0 0 0 3
13:00 0 2 1 0 0 0 0 0 0 0 0 0 0 3
14:00 0 5 1 0 2 1 0 0 0 0 0 0 0 9
15:00 0 3 3 0 0 0 0 0 0 0 0 0 0 6
16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
17:00 0 2 0 0 1 0 0 0 0 0 0 0 0 3
18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
20:00 0 0 0 0 0 0 0 0 1 0 0 0 0 1
21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Day 0 36 8 0 4 3 0 0 1 0 0 0 1 53
Total
Percent 0.0% 67.9% 15.1% 0.0% 7.5% 5.7% 0.0% 0.0% 1.9% 0.0% 0.0% 0.0% 1.9%
AM Peak
Vol.
10:00 07:00 10:00 08:00
11 1
1 1
10:00 10:00
1 14
PM Peak
Vol.
14:00 15:00
5 3
14:00 14:00 20:00
2 1
1
14:00
9
Grand 0 36 8 0 4 3 0 0 1 0 0 0 1 53
Total
Percent 0.0% 67.9% 15.1% 0.0% 7.5% 5.7% 0.0% 0.0% 1.9% 0.0% 0.0% 0.0% 1.9%
All Traffic Data Services
Wheat Ridge, CO 80033
SB
Page 2
Site Code: 8
Station ID: 8
CR19S.O.CR28
Start Cars & 2 Axle 2 Axle 3 Axle 4 Axle <5 Axl 5 Axle >6 Axl <6 Axl 6 Axle >6 Axl
Time Bikes Trailers Long Buses 6 Tire Single Single Double Double Double Multi Multi Multi Total
11/19/19 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:00 0 1 0 0 0 0 0 0 0 0 0 0 0 1
07:00 0 1 2 0 0 0 0 0 0 0 0 0 0 3
08:00 0 2 2 0 2 0 0 0 0 0 0 0 0 6
09:00 0 2 0 0 0 1 0 0 0 0 0 0 0 3
10:00 0 4 1 0 1 1 0 0 1 0 0 0 0 8
11:00 0 8 1 0 0 1 0 0 0 0 0 0 0 10
12 PM 0 3 1 0 0 0 0 0 0 0 0 0 0 4
13:00 0 4 0 0 0 1 0 0 0 0 0 0 0 5
14:00 0 2 3 0 1 0 0 0 0 0 0 0 0 6
15:00 0 2 1 0 0 0 0 0 0 0 0 0 0 3
16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
17:00 0 2 0 0 1 0 0 0 0 0 0 0 0 3
18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
19:00 0 0 0 0 0 0 0 0 1 0 0 0 0 1
20:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Day 0 31 11 0 5 4 0 0 2 0 0 0 0 53
Total
Percent 0.0% 58.5% 20.8% 0.0% 9.4% 7.5% 0.0% 0.0% 3.8% 0.0% 0.0% 0.0% 0.0%
AM Peak
Vol.
11:00 07:00 08:00 09:00
8 2
2 1
10:00 11:00
1 10
PM Peak
Vol.
13:00 14:00 14:00 13:00
4 3
1 1
19:00 14:00
1 6
Grand 0 31 11 0 5 4 0 0 2 0 0 0 0 53
Total
Percent 0.0% 58.5% 20.8% 0.0% 9.4% 7.5% 0.0% 0.0% 3.8% 0.0% 0.0% 0.0% 0.0%
TRIP GENERATION DATA
THIS PAGE LEFT BLANK INTENTIONALLY
NIX Traffic Volume Estimates
Aggregates Sales
TPD
Payload - Avg
Tons
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Sales- Daily Average
9,000
28
321
321
643
Sales- Daily Peak
14,000
28
500
500
1,000
Aggregates Operations
H
Visits/Day
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Vendors/Contractors
Employees
4
20
1
1
4
20
4
20
8
40
Total Daily Average Attributed to Aggregates
345
345
691
Total Daily Peak Attriburted to Aggregates
524
524
1,048
Scalehouse Hours/Day =
10
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Peak Aggregate Sales/Hour, tons =
1,400
50
50
100
Aggregates Peak Hourly AM
Aggregates Peak Hourly PM
PEAK HOUR OF GENERATOR
PEAK HOUR OF GENERATOR
> These are truck trips (unloaded entering, loaded exiting)
- --> These are mostly passenger car trips
- --> These are truck trips (unloaded entering, loaded exiting)
70 50 120 Between 6:00 and 7:00 AM at start of shift, includes employees&customer trucks entering,& Customer trucks exiting after being loaded
50 50 100 Occurs at end of sales day between 3:00 and 4:00 PM
Concrete Sales
Yards/Day
Payload - Avg
Yards
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Sales- Daily Average
341
8
43
43
85
Sales- Daily Peak
512
8
64
64
128
Concrete Operations
H
Visits/Day
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Vendors/Contractors
Employees
1
14
1
1
1
14
1
14
2
28
Concrete Aggregates Imports
Aggregates Per
Load of Concrete
loads/Day
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Daily Average (assumes ,and & rock procured
onslte)
0.45
19
19
19
38
Daily Peak (assumes ,and & rock procured onslte)
0.45
29
29
29
58
Total Daily Average Attributed to Concrete
77
77
154
Total Daily Peak Attributed to Concrete
108
108
216
Concrete Plant Hours/Day =
12
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Peak Concrete Sales/Hour, Yards =
42.7
5.33
5.33
10.67
# of Batch Plant Trucks =
10
Concrete Peak Hourly AM (Employees + Customer Trucks Entering)
Concrete Peak Hourly PM
Combined Aggregates and Concrete Peak Hourly AM
Combined Aggregates and Concrete Peak Hourly PM
Combined (Aggregates + Concrete) Daily Average
Combined (Aggregates + Concrete) Daily Peak
> These are truck trips (unloaded entering, loaded exiting)
- --> These are mostly passenger car trips
> These are truck trips (loaded entering, unloaded exiting)
14 10 24 Employees Entering at start of shift, Batch Plant Trucks exiting
10 14 24 End of shift, Batch Trucks entering and employees leaving
84 60 144 --> Of these, approximately 50 are trucks and 34 are passenger cars entering, all 60 of the exiting are trucks
60 64 124 --> Of these, all 60 entering are trucks; 50 are trucks and 14 are passenger cars exiting
422 422 845
632 632 1,264
THIS PAGE LEFT BLANK INTENTIONALLY
LEVEL OF SERVICE
CALCULATIONS
EXISTING CONDITIONS
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th TWSC
1: WCR 19 & Highway 66
01/23/2020
Intersection
Int Delay, s/yeh
Movement
1.3
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 10 514 7 31 634 3 5 2 3 8 14 0
Future Vol, vehlh 10 514 7 31 634 3 5 2 3 8 14 0
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 580 - 580 675 - 580
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, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 11 559 8 34 689 3 5 2 3 9 15 0
Major/Minor Major1
Conflicting Flow All 692 0 0 567 0 0 1347 1341 559 1345 1346 689
Stage 1 - 581 581 - 757 757
Stage 2 - 766 760 - 588 589 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 850 - 985 - 123 146 512 123 145 431
Stage 1 - 484 485 - 386 403
Stage 2 - 382 402 - 480 481
Platoon blocked, %
Mov Cap -1 Maneuver 850 - 985 - 109 139 512 116 138 431
Mov Cap -2 Maneuver - 109 139 - 116 138
Stage 1 - 478 479 - 381 389
Stage 2 - 354 388 - 469 475
Major2
Minor1 Minor2
Approach
EB WB
NB SB
HCM Control Delay, s 0.2 0.4
HCM LOS
30.7 39.2
D E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h) 151 850 - - 985 - - 129
HCM Lane V/C Ratio 0.072 0.013 - 0.034 - 0.185
HCM Control Delay (s) 30.7 9.3 - 8.8 - 39.2
HCM Lane LOS D A - A - E
HCM 95th %tile Q(veh) 0.2 0 - 0.1 - 0.7
Baseline Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/23/2020
Intersection
Int Delay, s/veh
Movement
5
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 2 0 3 5 4 0 2 0 26 5 19
Future Vol, veh/h 2 2 0 3 5 4 0 2 0 26 5 19
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 2 2 0 4 6 5 0 2 0 32 6 23
Major/Minor Minor2
Conflicting Flow All 90 84 18 85 95 2 29 0 0 2 0 0
Stage 1 82 82 2 2
Stage 2 8 2 - 83 93 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 895 806 1061 901 795 1082 1584 - 1594
Stage 1 926 827 - 1021 894
Stage 2 1013 894 - 925 818
Platoon blocked, %
Mov Cap -1 Maneuver 872 790 1061 885 779 1082 1584 - 1594
Mov Cap -2 Maneuver 872 790 - 885 779 -
Stage 1 926 810 - 1021 894
Stage 2 1002 894 - 904 802
Minor1
Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.4
A
WB
9.1
A
NB
0
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1584 - - 829 889 1594 -
HCM Lane V/C Ratio - 0.006 0.016 0.02
HCM Control Delay (s) 0 - 9.4 9.1 7.3 0
HCM Lane LOS A - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
SB
3.8
Baseline Synchro 10 Light Report
Page 2
HCM 6th TWSC
1: WCR 19 & Highway 66
01/24/2020
Intersection
Int Delay, s/yeh
Movement
1.1
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 14 616 16 22 632 16 11 2 4 3 8 6
Future Vol, vehlh 14 616 16 22 632 16 11 2 4 3 8 6
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 580 - 580 675 - 580
Veh in Median Storage, # - 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 14 635 16 23 652 16 11 2 4 3 8 6
Major/Minor Major1
Conflicting Flow All 668 0 0 651 0 0 1376 1377 635 1372 1377 652
Stage 1 - 663 663 - 698 698
Stage 2 - 713 714 - 674 679 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 868 - 917 - 117 139 463 118 139 452
Stage 1 - 436 445 - 417 429
Stage 2 - 409 422 - 430 438
Platoon blocked, %
Mov Cap -1 Maneuver 868 - 917 - 107 133 463 112 133 452
Mov Cap -2 Maneuver - 107 133 - 112 133
Stage 1 - 429 438 - 410 418
Stage 2 - 386 411 - 417 431
Major2
Minor1 Minor2
Approach
EB WB
NB SB
HCM Control Delay, s 0.2 0.3
HCM LOS
35.9 28.6
E D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h) 134 868 - - 917 - - 170
HCM Lane V/C Ratio 0.131 0.017 - 0.025 - 0.103
HCM Control Delay (s) 35.9 9.2 - 9 - 28.6
HCM Lane LOS E A - A - D
HCM 95th %tile Q(veh) 0.4 0.1 - 0.1 - 0.3
Existing (2019) PM Peak Hour 01/23/2020 Baseline Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/24/2020
Intersection
Int Delay, s/veh 5.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 5 1 1 2 8 11 1 1 1 34 1 24
Future Vol, veh/h 5 1 1 2 8 11 1 1 1 34 1 24
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 6 1 1 2 9 13 1 1 1 40 1 28
Major/Minor Minor2
Conflicting Flow All 110 99 15 100 113 2 29 0 0 2 0 0
Stage 1 95 95 4 4
Stage 2 15 4 - 96 109 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 868 791 1065 881 777 1082 1584 - 1594
Stage 1 912 816 - 1018 892
Stage 2 1005 892 - 911 805
Platoon blocked, %
Mov Cap -1 Maneuver 832 770 1065 861 756 1082 1584 - 1594
Mov Cap -2 Maneuver 832 770 - 861 756 -
Stage 1 911 795 - 1017 891
Stage 2 982 891 - 885 784
Minor1
Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.3
A
WB
NB SB
9.1 2.4 4.2
A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1584 - - 849 910 1594 -
HCM Lane V/C Ratio 0.001 - 0.01 0.027 0.025
HCM Control Delay (s) 7.3 0 - 9.3 9.1 7.3 0
HCM Lane LOS AA - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
Existing (2019) PM Peak Hour 01/23/2020 Baseline Synchro 10 Light Report
Page 2
LEVEL OF SERVICE
CALCULATIONS
YEAR 2025 CONDITIONS
WITHOUT PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th TWSC
1: WCR 19 & Highway 66
01/26/2020
Intersection
Int Delay, s/yeh
Movement
1.6
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 11 579 8 35 714 3 6 2 3 9 16 1
Future Vol, vehlh 11 579 8 35 714 3 6 2 3 9 16 1
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 580 - 580 675 - 580
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, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 12 629 9 38 776 3 7 2 3 10 17 1
Major/Minor Major1
Conflicting Flow All 779 0 0 638 0 0 1516 1508 629 1512 1514 776
Stage 1 - 653 653 - 852 852
Stage 2 - 863 855 - 660 662 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 787 - 927 - 93 115 466 94 114 383
Stage 1 - 442 450 - 342 364
Stage 2 - 337 363 - 438 446
Platoon blocked, %
Mov Cap -1 Maneuver 787 - 927 - 78 109 466 88 108 383
Mov Cap -2 Maneuver - 78 109 - 88 108
Stage 1 - 435 443 - 337 349
Stage 2 - 306 348 - 426 439
Major2
Minor1 Minor2
Approach
EB WB
NB SB
HCM Control Delay, s 0.2 0.4
HCM LOS
42.4 52.7
E F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h) 108 787 - - 927 - - 103
HCM Lane V/C Ratio 0.111 0.015 - 0.041 - 0.274
HCM Control Delay (s) 42.4 9.6 - 9.1 - 52.7
HCM Lane LOS E A - A - F
HCM 95th %tile Q(veh) 0.4 0 - 0.1 1
Short-term (2025) NO Project AM Peak 01/26/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/26/2020
Intersection
Int Delay, s/veh
Movement
5
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 2 1 3 6 5 1 2 1 29 6 21
Future Vol, veh/h 2 2 1 3 6 5 1 2 1 29 6 21
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 2 2 1 4 7 6 1 2 1 35 7 26
Major/Minor Minor2
Conflicting Flow All 101 95 20 97 108 3 33 0 0 3 0 0
Stage 1 90 90 5 5
Stage 2 11 5 92 103 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 880 795 1058 885 782 1081 1579 - 1593
Stage 1 917 820 - 1017 892
Stage 2 1010 892 - 915 810
Platoon blocked, %
Mov Cap -1 Maneuver 854 777 1058 866 764 1081 1579 - 1593
Mov Cap -2 Maneuver 854 777 - 866 764 -
Stage 1 916 802 - 1016 891
Stage 2 995 891 - 891 792
Minor1
Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.3
A
WB
NB SB
9.2 1.8 3.8
A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1579 - - 853 878 1593 -
HCM Lane V/C Ratio 0.001 - 0.007 0.019 0.022
HCM Control Delay (s) 7.3 0 - 9.3 9.2 7.3 0
HCM Lane LOS AA - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
Short-term (2025) NO Project AM Peak 01/26/2020 Synchro 10 Light Report
Page 2
HCM 6th TWSC
1: WCR 19 & Highway 66
01/26/2020
Intersection
Int Delay, s/yeh
Movement
1.3
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 16 694 18 25 712 18 12 2 5 3 9 7
Future Vol, vehlh 16 694 18 25 712 18 12 2 5 3 9 7
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 580 - 580 675 - 580
Veh in Median Storage, # - 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 16 715 19 26 734 19 12 2 5 3 9 7
Major/Minor Major1
Conflicting Flow All 753 0 0 734 0 0 1551 1552 715 1546 1552 734
Stage 1 - 747 747 - 786 786
Stage 2 - 804 805 - 760 766 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 805 - 853 - 88 108 416 89 108 406
Stage 1 - 391 407 - 372 390
Stage 2 - 364 383 - 385 399
Platoon blocked, %
Mov Cap -1 Maneuver 805 - 853 - 77 103 416 83 103 406
Mov Cap -2 Maneuver - 77 103 - 83 103
Stage 1 - 383 399 - 365 378
Stage 2 - 338 372 - 371 391
Major2
Minor1 Minor2
Approach
EB WB
HCM Control Delay, s 0.2 0.3
HCM LOS
NB
49
E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h) 101 805 - - 853 - - 135
HCM Lane V/C Ratio 0.194 0.02 - 0.03 - 0.145
HCM Control Delay (s) 49 9.6 - 9.4 - 36.1
HCM Lane LOS E A - A - E
HCM 95th %tile Q(veh) 0.7 0.1 - 0.1 - 0.5
SB
36.1
E
Short-term (2025) NO Project PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/26/2020
Intersection
Int Delay, s/veh 5.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 6 1 1 2 9 12 1 1 1 38 1 27
Future Vol, veh/h 6 1 1 2 9 12 1 1 1 38 1 27
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 7 1 1 2 11 14 1 1 1 45 1 32
Major/Minor Minor2
Conflicting Flow All 123 111 17 112 127 2 33 0 0 2 0 0
Stage 1 107 107 4 4
Stage 2 16 4 - 108 123 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 852 779 1062 866 764 1082 1579 - 1594
Stage 1 898 807 - 1018 892
Stage 2 1004 892 - 897 794
Platoon blocked, %
Mov Cap -1 Maneuver 813 756 1062 844 741 1082 1579 - 1594
Mov Cap -2 Maneuver 813 756 - 844 741 -
Stage 1 897 784 - 1017 891
Stage 2 978 891 - 869 771
Minor1
Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.4
A
WB
NB SB
9.1 2.4 4.2
A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1579 - - 829 898 1594 -
HCM Lane V/C Ratio 0.001 - 0.011 0.03 0.028
HCM Control Delay (s) 7.3 0 - 9.4 9.1 7.3 0
HCM Lane LOS AA - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
Short-term (2025) NO Project PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 2
LEVEL OF SERVICE
CALCULATIONS
YEAR 2025 CONDITIONS
WITH PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th TWSC
1: WCR 19 & Highway 66
01/26/2020
Intersection
Int Delay, s/veh 49.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, veh/h 11 579 110 86 714 3 96 2 48 9 16 1
Future Vol, veh/h 11 579 110 86 714 3 96 2 48 9 16 1
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 580 - 580 675 - 580
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, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 12 629 120 93 776 3 104 2 52 10 17 1
Major/Minor Major1
Conflicting Flow All 779 0 0 749 0 0 1626 1618 629 1702 1735 776
Stage 1 - 653 653 - 962 962
Stage 2 - 973 965 - 740 773 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 787 - 842 - — 78 99 466 69 83 383
Stage 1 - 442 450 - 296 323
Stage 2 - 292 322 - 395 396
Platoon blocked, %
Mov Cap -1 Maneuver 787 - 842 - — 58 87 466 54 73 383
Mov Cap -2 Maneuver - — 58 87 - 54 73
Stage 1 - 435 443 - 292 287
Stage 2 - 243 287 - 344 390
Major2
Minor1 Minor2
Approach
HCM Control Delay, s 0.2 1.1 $ 546.6 93.3
HCM LOS
EB WB
NB SB
F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h) 82 787 - - 842 - - 67
HCM Lane V/C Ratio 1.935 0.015 - 0.111 - 0.422
HCM Control Delay (s) $ 546.6 9.6 - 9.8 - 93.3
HCM Lane LOS F A - A - F
HCM 95th %tile Q(veh) 13.9 0 - 0.4 - 1.6
Notes
—: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Short-term (2025) BUILD AM Peak 01/26/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/26/2020
Intersection
Int Delay, s/veh 5.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 137 2 15 3 6 5 17 2 1 29 6 174
Future Vol, veh/h 137 2 15 3 6 5 17 2 1 29 6 174
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 152 2 17 3 7 6 19 2 1 32 7 193
Major/Minor Minor2
Conflicting Flow All 215 209 104 218 305 3 200 0 0 3 0 0
Stage 1 168 168 41 41
Stage 2 47 41 177 264 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 742 688 951 738 608 1081 1372 - 1593
Stage 1 834 759 - 974 861
Stage 2 967 861 - 825 690
Platoon blocked, %
Mov Cap -1 Maneuver 712 663 951 703 586 1081 1372 - 1593
Mov Cap -2 Maneuver 712 663 - 703 586 -
Stage1 822 742 - 960 849
Stage 2 941 849 - 790 674
Minor1
Major1 Major2
Approach EB
WB NB SB
HCM Control Delay, s 11.4
HCM LOS B
10 6.5 1
B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1372 - - 729 732 1593 -
HCM Lane V/C Ratio 0.014 - 0.235 0.021 0.02
HCM Control Delay (s) 7.7 0 - 11.4 10 7.3 0
HCM Lane LOS AA - B B A A
HCM 95th %tile Q(veh) 0 - 0.9 0.1 0.1
Short-term (2025) BUILD AM Peak 01/26/2020 Synchro 10 Light Report
Page 2
HCM 6th TWSC
9: WCR 28 & Site Access
01/26/2020
Intersection
Int Delay, s/yeh 4.2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4
Traffic Vol, vehlh 1 3 43 170 150 1
Future Vol, vehlh 1 3 43 170 150 1
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None None
Storage Length 0 -
Veh in Median Storage, # 0 0 0
Grade, % - 0 0 - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 3 47 185 163 1
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 232 0 - 0 145 140
Stage 1 - 140
Stage 2 - 5 -
Critical Hdwy 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - 5.42 -
Critical Hdwy Stg 2 - 5.42 -
Follow-up Hdwy 2.218 - 3.518 3.318
Pot Cap -1 Maneuver 1336 - 847 908
Stage 1 - 887
Stage 2 - 1018
Platoon blocked, %
Mov Cap -1 Maneuver 1336 - 846 908
Mov Cap -2 Maneuver - 846
Stage 1 - 886
Stage 2 - 1018
Approach
EB WB SB
HCM Control Delay, s 1.9 0 10.3
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (yeh/h) 1336 - 846
HCM Lane V/C Ratio 0.001 - 0.194
HCM Control Delay (s) 7.7 0 - 10.3
HCM Lane LOS A A - B
HCM 95th %tile Q(veh) 0 - 0.7
Short-term (2025) BUILD AM Peak 01/26/2020 Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
1: WCR 19 & Highway 66
01/27/2020
Movement
I
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations vi + r vi + r
Traffic Volume (veh/h) 11 579 110 86 714 3 96 2 48 9 16 1
Future Volume (veh/h) 11 579 110 86 714 3 96 2 48 9 16 1
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/In 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 12 629 120 93 776 3 104 2 52 10 17 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, % 14 10 6 6 10 14 11 11 11 11 11 11
Cap, veh/h 255 946 829 341 946 775 249 17 71 155 194 9
Arrive On Green 0.54 0.54 0.54 0.54 0.54 0.54 0.16 0.16 0.16 0.16 0.16 0.16
Sat Flow, veh/h 627 1752 1535 690 1752 1434 819 106 454 357 1240 59
Grp Volume(v), veh/h 12 629 120 93 776 3 158 0 0 28 0 0
Grp Sat Flow(s),veh/h/In 627 1752 1535 690 1752 1434 1379 0 0 1656 0 0
Q Serve(g_s), s 0.8 12.7 1.9 5.5 18.1 0.0 4.7 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 18.9 12.7 1.9 18.3 18.1 0.0 5.3 0.0 0.0 0.7 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.66 0.33 0.36 0.04
Lane Grp Cap(c), veh/h 255 946 829 341 946 775 337 0 0 358 0 0
V/C Ratio(X) 0.05 0.66 0.14 0.27 0.82 0.00 0.47 0.00 0.00 0.08 0.00 0.00
Avail Cap(c_a), veh/h 671 2107 1846 798 2107 1725 549 0 0 596 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 17.2 8.2 5.7 14.7 9.4 5.2 19.8 0.0 0.0 17.9 0.0 0.0
lncr Delay (d2), s/veh 0.1 0.8 0.1 0.4 1.8 0.0 1.0 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile Back0fQ(50°/0),veh/In 0.1 2.5 0.3 0.7 3.7 0.0 1.4 0.0 0.0 0.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.3 9.0 5.8 15.1 11.2 5.2 20.8 0.0 0.0 18.0 0.0 0.0
LnGrp LOS B A A B B A C A A B A A
Approach Vol, veh/h 761 872 158 28
Approach Delay, s/veh 8.6 11.6 20.8 18.0
Approach LOS A B C B
Timer - Assigned Phs
Phs Duration (G+Y+Rc), s
Change Period (Y+Rc), s
Max Green Setting (Gmax), s
Max Q Clear Time (g_c+11), s
Green Ext Time (p_c), s
Intersection Summary
HCM 6th Ctrl Delay
HCM 6th LOS
2 4 6 8
15.2
7.5
15.5
7.3
0.4
34.2
7.5
59.5
20.9
4.5
15.2
7.5
15.5
2.7
0.0
34.2
7.5
59.5
20.3
6.5
11.2
B
Short-term (2025) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh 5.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations r
Traffic Vol, veh/h 137 2 15 3 6 5 17 2 1 29 6 174
Future Vol, veh/h 137 2 15 3 6 5 17 2 1 29 6 174
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 - 450
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 152 2 17 3 7 6 19 2 1 32 7 193
Major/Minor Minor2
Conflicting Flow All 118 112 7 218 305 3 200 0 0 3 0 0
Stage 1 71 71 - 41 41
Stage 2 47 41 - 177 264 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 858 778 1075 738 608 1081 1372 - 1593
Stage 1 939 836 - 974 861
Stage 2 967 861 - 825 690
Platoon blocked, %
Mov Cap -1 Maneuver 823 749 1075 705 586 1081 1372 - 1593
Mov Cap -2 Maneuver 823 749 - 705 586 -
Stage1 926 817 - 960 849
Stage 2 941 849 - 791 674
Minor1
Major1 Major2
Approach EB
WB NB SB
HCM Control Delay, s 10.4
HCM LOS B
10 6.5 1
B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1372 - - 841 732 1593 -
HCM Lane V/C Ratio 0.014 - 0.203 0.021 0.02
HCM Control Delay (s) 7.7 0 - 10.4 10 7.3 0
HCM Lane LOS AA - B B A A
HCM 95th %tile Q(veh) 0 - 0.8 0.1 0.1
Short-term (2025) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 2
HCM 6th TWSC
1: WCR 19 & Highway 66
01/26/2020
Intersection
Int Delay, s/veh 44.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, veh/h 16 694 108 70 712 18 102 2 50 3 9 7
Future Vol, veh/h 16 694 108 70 712 18 102 2 50 3 9 7
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 580 - 580 675 - 580
Veh in Median Storage, # - 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 16 715 111 72 734 19 105 2 52 3 9 7
Major/Minor Major1
Conflicting Flow All 753 0 0 826 0 0 1643 1644 715 1708 1736 734
Stage 1 - 747 747 - 878 878
Stage 2 - 896 897 - 830 858 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 805 - 788 - — 76 95 416 68 83 406
Stage 1 - 391 407 - 330 354
Stage 2 - 323 346 - 352 361
Platoon blocked, %
Mov Cap -1 Maneuver 805 - 788 - — 62 85 416 54 74 406
Mov Cap -2 Maneuver - — 62 85 - 54 74
Stage 1 - 383 399 - 323 322
Stage 2 - 280 315 - 301 354
Major2
Minor1 Minor2
Approach
HCM Control Delay, s 0.2 0.9 $ 503.7 50.7
HCM LOS
EB WB
NB SB
F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Notes
86 805 - 788 98
1.846 0.02 - 0.092 - 0.2
$ 503.7 9.6 - 10 - 50.7
F A - B F
13.5 0.1 - 0.3 0.7
—: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Short-term (2025) BUILD PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/26/2020
Intersection
Int Delay, s/veh
Movement
6.1
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 141 1 15 2 9 12 16 1 1 38 1 162
Future Vol, veh/h 141 1 15 2 9 12 16 1 1 38 1 162
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
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 6 4 4
Mvmt Flow 153 1 16 2 10 13 17 1 1 41 1 176
Major/Minor Minor2
Conflicting Flow All 218 207 89 216 295 2 177 0 0 2 0 0
Stage 1 171 171 36 36
Stage 2 47 36 180 259 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 738 690 969 740 616 1082 1399 - 1594
Stage 1 831 757 - 980 865
Stage 2 967 865 - 822 694
Platoon blocked, %
Mov Cap -1 Maneuver 697 662 969 704 591 1082 1399 - 1594
Mov Cap -2 Maneuver 697 662 - 704 591 -
Stage 1 821 735 - 968 855
Stage 2 933 855 - 784 674
Minor1
Major1 Major2
Approach EB
WB
NB SB
HCM Control Delay, s 11.6 9.7
HCM LOS B
A
6.8 1.4
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1399 - - 716 789 1594 -
HCM Lane V/C Ratio 0.012 - 0.238 0.032 0.026
HCM Control Delay (s) 7.6 0 - 11.6 9.7 7.3 0
HCM Lane LOS AA - B A A A
HCM 95th %tile Q(veh) 0 - 0.9 0.1 0.1
Short-term (2025) BUILD PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 2
HCM 6th TWSC
9: WCR 28 & Site Access
01/26/2020
Intersection
Int Delay, s/yeh 4.4
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations + +
Traffic Vol, vehlh 1 10 38 150 150 1
Future Vol, vehlh 1 10 38 150 150 1
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None None
Storage Length 0 -
Veh in Median Storage, # 0 0 0
Grade, % - 0 0 - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 11 41 163 163 1
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 204 0 - 0 136 123
Stage 1 - 123
Stage 2 - 13 -
Critical Hdwy 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - 5.42 -
Critical Hdwy Stg 2 - 5.42 -
Follow-up Hdwy 2.218 - 3.518 3.318
Pot Cap -1 Maneuver 1368 - 857 928
Stage 1 - 902
Stage 2 - 1010
Platoon blocked, %
Mov Cap -1 Maneuver 1368 - 856 928
Mov Cap -2 Maneuver - 856
Stage 1 - 901
Stage 2 - 1010
Approach
EB WB SB
HCM Control Delay, s 0.7
HCM LOS B
0 10.2
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (yeh/h) 1368 - 856
HCM Lane V/C Ratio 0.001 - 0.192
HCM Control Delay (s) 7.6 - 10.2
HCM Lane LOS A - B
HCM 95th %tile Q(veh) 0 - 0.7
Short-term (2025) BUILD PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
1: WCR 19 & Highway 66
01/27/2020
Movement
I
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations vi + r vi + r
Traffic Volume (veh/h) 16 694 108 70 712 18 102 2 50 3 9 7
Future Volume (veh/h) 16 694 108 70 712 18 102 2 50 3 9 7
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/In 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 16 715 111 72 734 19 105 2 52 3 9 7
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 14 10 6 6 10 14 11 11 11 11 11 11
Cap, veh/h 287 969 849 296 969 793 245 17 71 94 146 93
Arrive On Green 0.55 0.55 0.55 0.55 0.55 0.55 0.16 0.16 0.16 0.16 0.16 0.16
Sat Flow, veh/h 643 1752 1535 642 1752 1434 820 107 451 88 926 592
Grp Volume(v), veh/h 16 715 111 72 734 19 159 0 0 19 0 0
Grp Sat Flow(s),veh/h/In 643 1752 1535 642 1752 1434 1378 0 0 1607 0 0
Q Serve(g_s), s 1.0 16.0 1.8 4.9 16.7 0.3 5.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 17.7 16.0 1.8 20.9 16.7 0.3 5.6 0.0 0.0 0.5 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.66 0.33 0.16 0.37
Lane Grp Cap(c), veh/h 287 969 849 296 969 793 332 0 0 333 0 0
V/C Ratio(X) 0.06 0.74 0.13 0.24 0.76 0.02 0.48 0.00 0.00 0.06 0.00 0.00
Avail Cap(c_a), veh/h 620 1877 1644 629 1877 1537 629 0 0 671 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 15.7 8.7 5.6 16.6 8.9 5.2 20.7 0.0 0.0 18.6 0.0 0.0
lncr Delay (d2), s/veh 0.1 1.1 0.1 0.4 1.2 0.0 1.1 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile Back0fQ(50°/0),veh/In 0.1 3.2 0.3 0.6 3.4 0.0 1.6 0.0 0.0 0.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 15.8 9.9 5.6 17.1 10.1 5.3 21.8 0.0 0.0 18.7 0.0 0.0
LnGrp LOS B A A B B A C A A B A A
Approach Vol, veh/h 842 825 159 19
Approach Delay, s/veh 9.4 10.6 21.8 18.7
Approach LOS A B C B
Timer - Assigned Phs
Phs Duration (G+Y+Rc), s
Change Period (Y+Rc), s
Max Green Setting (Gmax), s
Max Q Clear Time (g_c+11), s
Green Ext Time (p_c), s
Intersection Summary
HCM 6th Ctrl Delay
HCM 6th LOS
2 4 6 8
15.7
7.5
19.5
7.6
0.5
36.1
7.5
55.5
19.7
5.3
15.7
7.5
19.5
2.5
0.0
36.1
7.5
55.5
22.9
5.7
Short-term (2025) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh 5.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations r
Traffic Vol, veh/h 141 1 15 2 9 12 16 1 1 38 1 162
Future Vol, veh/h 141 1 15 2 9 12 16 1 1 38 1 162
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 - 450
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 6 4 4
Mvmt Flow 153 1 16 2 10 13 17 1 1 41 1 176
Major/Minor Minor2
Conflicting Flow All 130 119 1 216 295 2 177 0 0 2 0 0
Stage 1 83 83 - 36 36
Stage 2 47 36 - 180 259 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 843 771 1084 740 616 1082 1399 - 1594
Stage 1 925 826 - 980 865
Stage 2 967 865 - 822 694
Platoon blocked, %
Mov Cap -1 Maneuver 797 739 1084 705 591 1082 1399 - 1594
Mov Cap -2 Maneuver 797 739 - 705 591 -
Stage 1 914 802 - 968 855
Stage 2 933 855 - 785 674
Minor1
Major1 Major2
Approach EB
WB
NB SB
HCM Control Delay, s 10.6 9.7
HCM LOS B
A
6.8 1.4
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1399 - - 817 789 1594 -
HCM Lane V/C Ratio 0.012 - 0.209 0.032 0.026
HCM Control Delay (s) 7.6 0 - 10.6 9.7 7.3 0
HCM Lane LOS AA - B A A A
HCM 95th %tile Q(veh) 0 - 0.8 0.1 0.1
Short-term (2025) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 2
LEVEL OF SERVICE
CALCULATIONS
YEAR 2027 CONDITIONS
WITHOUT PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th TWSC
1: WCR 19 & Highway 66
01/27/2020
Intersection
Int Delay, s/yeh
Movement
1.8
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 12 602 8 36 743 4 6 2 4 9 16 1
Future Vol, vehlh 12 602 8 36 743 4 6 2 4 9 16 1
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 580 - 580 675 - 580
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, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 13 654 9 39 808 4 7 2 4 10 17 1
Major/Minor Major1
Conflicting Flow All 812 0 0 663 0 0 1577 1570 654 1574 1575 808
Stage 1 - 680 680 - 886 886
Stage 2 - 897 890 - 688 689 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 764 - 907 - 84 106 451 85 105 367
Stage 1 - 427 437 - 327 351
Stage 2 - 322 349 - 422 433
Platoon blocked, %
Mov Cap -1 Maneuver 764 - 907 - 69 100 451 79 99 367
Mov Cap -2 Maneuver - 69 100 - 79 99
Stage 1 - 420 430 - 321 336
Stage 2 - 291 334 - 409 426
Major2
Minor1 Minor2
Approach
EB WB
NB SB
HCM Control Delay, s 0.2 0.4
HCM LOS
44.5 59.8
E F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h) 104 764 - - 907 - 93
HCM Lane V/C Ratio 0.125 0.017 - 0.043 - 0.304
HCM Control Delay (s) 44.5 9.8 - 9.1 - 59.8
HCM Lane LOS E A - A - F
HCM 95th %tile Q(veh) 0.4 0.1 - 0.1 - 1.1
Mid -range (2027) NO Project AM Peak 01/26/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh
Movement
5
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 2 1 4 6 5 1 2 1 30 6 22
Future Vol, veh/h 2 2 1 4 6 5 1 2 1 30 6 22
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 2 2 1 5 7 6 1 2 1 37 7 27
Major/Minor Minor2
Conflicting Flow All 106 100 21 101 113 3 34 0 0 3 0 0
Stage 1 95 95 5 5
Stage 2 11 5 96 108 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 873 790 1056 880 777 1081 1578 - 1593
Stage 1 912 816 - 1017 892
Stage 2 1010 892 - 911 806
Platoon blocked, %
Mov Cap -1 Maneuver 845 770 1056 860 758 1081 1578 - 1593
Mov Cap -2 Maneuver 845 770 - 860 758 -
Stage 1 911 796 - 1016 891
Stage 2 995 891 - 885 787
Minor1
Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.3
A
WB
NB SB
9.2 1.8 3.8
A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1578 - - 846 872 1593 -
HCM Lane V/C Ratio 0.001 - 0.007 0.021 0.023
HCM Control Delay (s) 7.3 0 - 9.3 9.2 7.3 0
HCM Lane LOS AA - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
Mid -range (2027) NO Project AM Peak 01/26/2020 Synchro 10 Light Report
Page 2
HCM 6th TWSC
1: WCR 19 & Highway 66
01/27/2020
Intersection
Int Delay, s/yeh
Movement
1.5
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 16 722 19 26 740 19 13 2 5 4 9 7
Future Vol, vehlh 16 722 19 26 740 19 13 2 5 4 9 7
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 580 - 580 675 - 580
Veh in Median Storage, # - 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 16 744 20 27 763 20 13 2 5 4 9 7
Major/Minor Major1
Conflicting Flow All 783 0 0 764 0 0 1611 1613 744 1607 1613 763
Stage 1 - 776 776 - 817 817
Stage 2 - 835 837 - 790 796 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 784 - 831 - 80 99 400 80 99 390
Stage 1 - 377 395 - 358 378
Stage 2 - 349 370 - 370 386
Platoon blocked, %
Mov Cap -1 Maneuver 784 - 831 - 70 94 400 75 94 390
Mov Cap -2 Maneuver - 70 94 - 75 94
Stage 1 - 369 387 - 351 366
Stage 2 - 323 358 - 356 378
Major2
Minor1 Minor2
Approach
EB WB
NB SB
HCM Control Delay, s 0.2 0.3
HCM LOS
55.8 41.1
F E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h) 91 784 - - 831 - - 120
HCM Lane V/C Ratio 0.227 0.021 - 0.032 - 0.172
HCM Control Delay (s) 55.8 9.7 - 9.5 - 41.1
HCM Lane LOS F A - A - E
HCM 95th %tile Q(veh) 0.8 0.1 - 0.1 - 0.6
Mid -range (2027) NO Project PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh 5.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 6 1 1 2 9 13 1 1 1 40 1 28
Future Vol, veh/h 6 1 1 2 9 13 1 1 1 40 1 28
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 7 1 1 2 11 15 1 1 1 47 1 33
Major/Minor
Conflicting Flow All 129 116 18 117 132 2 34 0 0 2 0 0
Stage 1 112 112 4 4
Stage 2 17 4 - 113 128 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 844 774 1061 859 759 1082 1578 - 1594
Stage 1 893 803 - 1018 892
Stage 2 1002 892 - 892 790
Platoon blocked, %
Mov Cap -1 Maneuver 803 750 1061 837 735 1082 1578 - 1594
Mov Cap -2 Maneuver 803 750 - 837 735 -
Stage 1 892 779 - 1017 891
Stage 2 975 891 - 863 766
Minor2 Minor1 Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.4
A
WB
NB SB
9.1 2.4 4.2
A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1578 - - 821 901 1594 -
HCM Lane V/C Ratio 0.001 - 0.011 0.031 0.03
HCM Control Delay (s) 7.3 0 - 9.4 9.1 7.3 0
HCM Lane LOS AA - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
Mid -range (2027) NO Project PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 2
LEVEL OF SERVICE
CALCULATIONS
YEAR 2027 CONDITIONS
WITH PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: WCR 19 & Highway 66
01/27/2020
Movement
I
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations vi + r vi + r
Traffic Volume (veh/h) 12 602 118 91 743 4 114 2 58 9 16 0
Future Volume (veh/h) 12 602 118 91 743 4 114 2 58 9 16 0
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/In 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 13 654 128 99 808 4 124 2 63 10 17 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 14 10 6 6 10 14 11 11 11 11 11 11
Cap, veh/h 234 968 848 322 968 792 253 15 80 162 218 0
Arrive On Green 0.55 0.55 0.55 0.55 0.55 0.55 0.17 0.17 0.17 0.17 0.17 0.00
Sat Flow, veh/h 608 1752 1535 669 1752 1434 829 88 458 411 1248 0
Grp Volume(v), veh/h 13 654 128 99 808 4 189 0 0 27 0 0
Grp Sat Flow(s),veh/h/In 608 1752 1535 669 1752 1434 1375 0 0 1659 0 0
Q Serve(g_s), s 1.0 14.7 2.2 6.8 21.1 0.1 6.5 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 22.1 14.7 2.2 21.5 21.1 0.1 7.2 0.0 0.0 0.7 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.66 0.33 0.37 0.00
Lane Grp Cap(c), veh/h 234 968 848 322 968 792 349 0 0 380 0 0
V/C Ratio(X) 0.06 0.68 0.15 0.31 0.83 0.01 0.54 0.00 0.00 0.07 0.00 0.00
Avail Cap(c_a), veh/h 556 1896 1661 677 1896 1553 494 0 0 542 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.4 8.8 6.0 16.5 10.2 5.5 21.6 0.0 0.0 19.0 0.0 0.0
lncr Delay (d2), s/veh 0.1 0.8 0.1 0.5 2.0 0.0 1.3 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile Back0fQ(50°/0),veh/In 0.1 3.2 0.4 0.8 4.8 0.0 2.0 0.0 0.0 0.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.5 9.6 6.1 17.0 12.2 5.5 22.9 0.0 0.0 19.1 0.0 0.0
LnGrp LOS B A A B B A C A A B A A
Approach Vol, veh/h 795 911 189 27
Approach Delay, s/veh 9.2 12.7 22.9 19.1
Approach LOS A B C B
Timer - Assigned Phs
Phs Duration (G+Y+Rc), s
Change Period (Y+Rc), s
Max Green Setting (Gmax), s
Max Q Clear Time (g_c+11), s
Green Ext Time (p_c), s
Intersection Summary
HCM 6th Ctrl Delay
HCM 6th LOS
2 4 6 8
17.1
7.5
15.5
9.2
0.4
37.9
7.5
59.5
24.1
4.7
17.1
7.5
15.5
2.7
0.0
37.9
7.5
59.5
23.5
6.9
12.3
B
Mid -range (2027) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh 5.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations r
Traffic Vol, veh/h 176 2 20 4 6 5 17 2 1 30 6 175
Future Vol, veh/h 176 2 20 4 6 5 17 2 1 30 6 175
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 - 600
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 196 2 22 4 7 6 19 2 1 33 7 194
Major/Minor Minor2
Conflicting Flow All 120 114 7 223 308 3 201 0 0 3 0 0
Stage 1 73 73 - 41 41
Stage 2 47 41 - 182 267 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 855 776 1075 733 606 1081 1371 - 1593
Stage 1 937 834 - 974 861
Stage 2 967 861 - 820 688
Platoon blocked, %
Mov Cap -1 Maneuver 819 747 1075 696 583 1081 1371 - 1593
Mov Cap -2 Maneuver 819 747 - 696 583 -
Stage1 924 814 - 960 849
Stage 2 941 849 - 782 671
Minor1
Major1 Major2
Approach EB
WB NB SB
HCM Control Delay, s 10.8
HCM LOS B
10.1 6.5 1
B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1371 - 838 726 1593
HCM Lane V/C Ratio 0.014 - 0.263 0.023 0.021
HCM Control Delay (s) 7.7 0 - 10.8 10.1 7.3 0
HCM Lane LOS A A - B B A A
HCM 95th %tile Q(veh) 0 - 1.1 0.1 0.1
Mid -range (2027) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 2
HCM 6th TWSC
9: WCR 28 & Site Access
01/27/2020
Intersection
Int Delay, s/yeh 4.6
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4
Traffic Vol, vehlh 1 4 45 184 180 1
Future Vol, vehlh 1 4 45 184 180 1
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None None
Storage Length 0 -
Veh in Median Storage, # 0 0 0
Grade, % - 0 0 - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 4 49 200 196 1
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 249 0 - 0 155 149
Stage 1 - 149
Stage 2 - 6 -
Critical Hdwy 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - 5.42 -
Critical Hdwy Stg 2 - 5.42 -
Follow-up Hdwy 2.218 - 3.518 3.318
Pot Cap -1 Maneuver 1317 - 836 898
Stage 1 - 879
Stage 2 - 1017
Platoon blocked, %
Mov Cap -1 Maneuver 1317 - 835 898
Mov Cap -2 Maneuver - 835
Stage 1 - 878
Stage 2 - 1017
Approach
EB WB SB
HCM Control Delay, s 1.5
HCM LOS B
0 10.6
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (yeh/h) 1317 - 835
HCM Lane V/C Ratio 0.001 - 0.236
HCM Control Delay (s) 7.7 0 - 10.6
HCM Lane LOS A A - B
HCM 95th %tile Q(veh) 0 - 0.9
Mid -range (2027) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
1: WCR 19 & Highway 66
01/27/2020
Movement
I
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations vi + r vi + r
Traffic Volume (veh/h) 16 722 127 80 740 19 111 2 54 4 9 7
Future Volume (veh/h) 16 722 127 80 740 19 111 2 54 4 9 7
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/In 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 16 744 131 82 763 20 114 2 56 4 9 7
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 14 10 6 6 10 14 11 11 11 11 11 11
Cap, veh/h 278 1003 879 284 1003 821 241 16 73 99 149 93
Arrive On Green 0.57 0.57 0.57 0.57 0.57 0.57 0.16 0.16 0.16 0.16 0.16 0.16
Sat Flow, veh/h 625 1752 1535 614 1752 1434 832 95 448 142 910 566
Grp Volume(v), veh/h 16 744 131 82 763 20 172 0 0 20 0 0
Grp Sat Flow(s),veh/h/In 625 1752 1535 614 1752 1434 1375 0 0 1618 0 0
Q Serve(g_s), s 1.1 17.9 2.3 6.5 18.7 0.3 6.1 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 19.9 17.9 2.3 24.4 18.7 0.3 6.8 0.0 0.0 0.6 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.66 0.33 0.20 0.35
Lane Grp Cap(c), veh/h 278 1003 879 284 1003 821 330 0 0 340 0 0
V/C Ratio(X) 0.06 0.74 0.15 0.29 0.76 0.02 0.52 0.00 0.00 0.06 0.00 0.00
Avail Cap(c_a), veh/h 531 1711 1499 532 1711 1401 573 0 0 614 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 16.7 9.0 5.7 18.1 9.2 5.3 22.7 0.0 0.0 20.1 0.0 0.0
lncr Delay (d2), s/veh 0.1 1.1 0.1 0.6 1.2 0.0 1.3 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile Back0fQ(50°/0),veh/In 0.1 3.8 0.4 0.8 4.0 0.1 1.9 0.0 0.0 0.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.8 10.1 5.8 18.7 10.4 5.3 23.9 0.0 0.0 20.2 0.0 0.0
LnGrp LOS B B A B B A C A A C A A
Approach Vol, veh/h 891 865 172 20
Approach Delay, s/veh 9.6 11.1 23.9 20.2
Approach LOS A B C C
Timer - Assigned Phs
Phs Duration (G+Y+Rc), s
Change Period (Y+Rc), s
Max Green Setting (Gmax), s
Max Q Clear Time (g_c+11), s
Green Ext Time (p_c), s
Intersection Summary
HCM 6th Ctrl Delay
HCM 6th LOS
2 4 6 8
16.8
7.5
19.5
8.8
0.5
40.0
7.5
55.5
21.9
5.7
16.8
7.5
19.5
2.6
0.0
40.0
7.5
55.5
26.4
6.1
11.6
B
Mid -range (2027) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh 5.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations r
Traffic Vol, veh/h 141 1 15 2 9 13 21 1 1 40 1 202
Future Vol, veh/h 141 1 15 2 9 13 21 1 1 40 1 202
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 - 450
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 6 4 4
Mvmt Flow 153 1 16 2 10 14 23 1 1 43 1 220
Major/Minor Minor2
Conflicting Flow All 147 135 1 254 355 2 221 0 0 2 0 0
Stage 1 87 87 - 48 48
Stage 2 60 48 - 206 307 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 821 756 1084 699 571 1082 1348 - 1594
Stage 1 921 823 - 965 855
Stage 2 951 855 - 796 661
Platoon blocked, %
Mov Cap -1 Maneuver 769 720 1084 662 544 1082 1348 - 1594
Mov Cap -2 Maneuver 769 720 - 662 544 -
Stage1 905 797 - 949 840
Stage 2 912 840 - 758 640
Minor1
Major1 Major2
Approach EB
WB
HCM Control Delay, s 10.8 9.9
HCM LOS B
A
NB
7
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1348 - - 791 760 1594 -
HCM Lane V/C Ratio 0.017 - 0.216 0.034 0.027
HCM Control Delay (s) 7.7 0 - 10.8 9.9 7.3 0
HCM Lane LOS AA - B A A A
HCM 95th %tile Q(veh) 0.1 - 0.8 0.1 0.1
SB
1.2
Mid -range (2027) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 2
HCM 6th TWSC
9: WCR 28 & Site Access
01/27/2020
Intersection
Int Delay, s/yeh 4.4
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations + +
Traffic Vol, vehlh 1 11 40 180 164 1
Future Vol, vehlh 1 11 40 180 164 1
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None None
Storage Length 0 -
Veh in Median Storage, # 0 0 0
Grade, % - 0 0 - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 12 43 196 178 1
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 239 0 - 0 155 141
Stage 1 - 141
Stage 2 - 14 -
Critical Hdwy 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - 5.42 -
Critical Hdwy Stg 2 - 5.42 -
Follow-up Hdwy 2.218 - 3.518 3.318
Pot Cap -1 Maneuver 1328 - 836 907
Stage 1 - 886
Stage 2 - 1009
Platoon blocked, %
Mov Cap -1 Maneuver 1328 - 835 907
Mov Cap -2 Maneuver - 835
Stage 1 - 885
Stage 2 - 1009
Approach
EB WB SB
HCM Control Delay, s 0.6 0 10.5
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (yeh/h) 1328 - 835
HCM Lane V/C Ratio 0.001 - 0.215
HCM Control Delay (s) 7.7 - 10.5
HCM Lane LOS A - B
HCM 95th %tile Q(veh) 0 - 0.8
Mid -range (2027) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 3
LEVEL OF SERVICE
CALCULATIONS
YEAR 2040 CONDITIONS
WITHOUT PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th TWSC
1: WCR 19 & Highway 66
01/27/2020
Intersection
Int Delay, s/yeh 5.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 15 779 11 47 961 5 8 3 5 12 21 1
Future Vol, vehlh 15 779 11 47 961 5 8 3 5 12 21 1
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 580 - 580 675 - 580
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, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 16 847 12 51 1045 5 9 3 5 13 23 1
Major/Minor Major1
Conflicting Flow All 1050 0 0 859 0 0 2041 2031 847 2036 2038 1045
Stage 1 - 879 879 1147 1147 -
Stage 2 - 1162 1152 889 891
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 619 - 765 - 39 54 349 40 54 267
Stage 1 - 330 353 - 232 263
Stage 2 - 228 262 - 326 349
Platoon blocked, %
Mov Cap -1 Maneuver 619 - 765 - 23 49 349 35 49 267
Mov Cap -2 Maneuver - 23 49 - 35 49
Stage 1 - 321 344 - 226 245
Stage 2 - 192 244 - 310 340
Major2
Minor1 Minor2
Approach
EB WB
NB SB
HCM Control Delay, s 0.2 0.5 163.2 230.3
HCM LOS
F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h) 38 619 - - 765 - - 44
HCM Lane V/C Ratio 0.458 0.026 - 0.067 - 0.84
HCM Control Delay (s) 163.2 11 - 10 - 230.3
HCM Lane LOS F B - B - F
HCM 95th %tile Q(veh) 1.6 0.1 - 0.2 - 3.3
Long-range (2040) NO Project AM Peak 01/26/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh
Movement
5.1
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 3 1 5 8 6 1 3 1 39 8 29
Future Vol, veh/h 3 3 1 5 8 6 1 3 1 39 8 29
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 4 4 1 6 10 7 1 4 1 48 10 35
Major/Minor Minor2
Conflicting Flow All 139 131 28 133 148 5 45 0 0 5 0 0
Stage 1 124 124 7 7
Stage 2 15 7 126 141
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 831 760 1047 839 743 1078 1563 - 1590
Stage 1 880 793 - 1015 890
Stage 2 1005 890 - 878 780
Platoon blocked, %
Mov Cap -1 Maneuver 797 736 1047 815 719 1078 1563 - 1590
Mov Cap -2 Maneuver 797 736 - 815 719 -
Stage 1 879 768 - 1014 889
Stage 2 986 889 - 846 756
Minor1
Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.6
A
WB
NB SB
9.5 1.5 3.8
A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1563 - - 796 832 1590 -
HCM Lane V/C Ratio 0.001 - 0.011 0.028 0.03
HCM Control Delay (s) 7.3 0 - 9.6 9.5 7.3 0
HCM Lane LOS AA - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
Long-range (2040) NO Project AM Peak 01/26/2020 Synchro 10 Light Report
Page 2
HCM 6th TWSC
1: WCR 19 & Highway 66
01/27/2020
Intersection
Int Delay, s/yeh 4.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations " + r " + r
Traffic Vol, vehlh 21 934 24 33 958 24 17 3 6 5 12 9
Future Vol, vehlh 21 934 24 33 958 24 17 3 6 5 12 9
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 580 - 580 675 - 580
Veh in Median Storage, # - 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow 22 963 25 34 988 25 18 3 6 5 12 9
Major/Minor Major1
Conflicting Flow All 1013 0 0 988 0 0 2086 2088 963 2080 2088 988
Stage 1 - 1007 1007 - 1056 1056
Stage 2 - 1079 1081 - 1024 1032 -
Critical Hdwy 4.24 - 4.16 - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1 - 6.21 5.61 - 6.21 5.61
Critical Hdwy Stg 2 - 6.21 5.61 - 6.21 5.61 -
Follow-up Hdwy 2.326 - 2.254 - 3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 640 - 684 - 37 50 298 37 50 288
Stage 1 - 279 307 - 262 291
Stage 2 - 254 283 - 273 299
Platoon blocked, %
Mov Cap -1 Maneuver 640 - 684 - 27 46 298 32 46 288
Mov Cap -2 Maneuver - 27 46 - 32 46
Stage 1 - 270 297 - 253 276
Stage 2 - 223 269 - 255 289
Major2
Minor1 Minor2
Approach
EB WB
NB SB
HCM Control Delay, s 0.2 0.3 239.4 112
HCM LOS
F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (yeh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
36 640 - 684 - 58
0.745 0.034 - 0.05 - 0.462
239.4 10.8 - 10.5 - 112
F B - B - F
2.6 0.1 - 0.2 - 1.8
Long-range (2040) NO Project PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh 5.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 8 1 1 3 12 17 2 1 1 52 1 36
Future Vol, veh/h 8 1 1 3 12 17 2 1 1 52 1 36
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
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 9 1 1 4 14 20 2 1 1 61 1 42
Major/Minor Minor2
Conflicting Flow All 167 150 22 151 171 2 43 0 0 2 0 0
Stage 1 144 144 6 6
Stage 2 23 6 145 165 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 797 742 1055 816 722 1082 1566 - 1594
Stage 1 859 778 - 1016 891
Stage 2 995 891 - 858 762
Platoon blocked, %
Mov Cap -1 Maneuver 747 712 1055 789 693 1082 1566 - 1594
Mov Cap -2 Maneuver 747 712 - 789 693 -
Stage1 858 748 - 1015 890
Stage 2 960 890 - 822 732
Minor1
Major1 Major2
Approach
HCM Control Delay, s
HCM LOS
EB
9.8
A
WB
NB SB
9.3 3.7 4.3
A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1566 - - 766 869 1594 -
HCM Lane V/C Ratio 0.002 - 0.015 0.043 0.038
HCM Control Delay (s) 7.3 0 - 9.8 9.3 7.3 0
HCM Lane LOS AA - A A A A
HCM 95th %tile Q(veh) 0 0 0.1 0.1
Long-range (2040) NO Project PM Peak Hour 01/23/2020 Synchro 10 Light Report
Page 2
LEVEL OF SERVICE
CALCULATIONS
YEAR 2040 CONDITIONS
WITH PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: WCR 19 & Highway 66
01/27/2020
Movement
I
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations vi + r vi + r
Traffic Volume (veh/h) 15 779 121 102 961 5 116 3 59 12 21 1
Future Volume (veh/h) 15 779 121 102 961 5 116 3 59 12 21 1
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/In 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 16 847 132 111 1045 5 126 3 64 13 23 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, % 14 10 6 6 10 14 11 11 11 11 11 11
Cap, veh/h 152 1133 993 267 1133 928 216 11 75 126 188 7
Arrive On Green 0.65 0.65 0.65 0.65 0.65 0.65 0.16 0.16 0.16 0.16 0.16 0.16
Sat Flow, veh/h 486 1752 1535 556 1752 1434 861 65 459 396 1153 43
Grp Volume(v), veh/h 16 847 132 111 1045 5 193 0 0 37 0 0
Grp Sat Flow(s),veh/h/In 486 1752 1535 556 1752 1434 1385 0 0 1592 0 0
Q Serve(g_s), s 2.3 26.1 2.6 13.4 41.2 0.1 9.2 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 43.5 26.1 2.6 39.5 41.2 0.1 10.6 0.0 0.0 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.65 0.33 0.35 0.03
Lane Grp Cap(c), veh/h 152 1133 993 267 1133 928 301 0 0 321 0 0
V/C Ratio(X) 0.11 0.75 0.13 0.42 0.92 0.01 0.64 0.00 0.00 0.12 0.00 0.00
Avail Cap(c_a), veh/h 204 1322 1158 327 1322 1082 346 0 0 372 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 31.2 9.5 5.4 23.0 12.2 4.9 31.9 0.0 0.0 28.2 0.0 0.0
lncr Delay (d2), s/veh 0.3 2.0 0.1 1.0 9.9 0.0 3.2 0.0 0.0 0.2 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile Back0fQ(50°/0),veh/In 0.3 6.8 0.6 1.6 12.8 0.0 3.5 0.0 0.0 0.6 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.5 11.5 5.4 24.1 22.0 4.9 35.1 0.0 0.0 28.4 0.0 0.0
LnGrp LOS C B A C C A D A A C A A
Approach Vol, veh/h 995 1161 193 37
Approach Delay, s/veh 11.0 22.2 35.1 28.4
Approach LOS B C D C
Timer - Assigned Phs
Phs Duration (G+Y+Rc), s
Change Period (Y+Rc), s
Max Green Setting (Gmax), s
Max Q Clear Time (g_c+11), s
Green Ext Time (p_c), s
Intersection Summary
HCM 6th Ctrl Delay
HCM 6th LOS
2 4 6 8
20.3
7.5
15.5
12.6
0.2
58.5
7.5
59.5
45.5
5.1
20.3
7.5
15.5
3.4
0.1
58.5
7.5
59.5
43.2
7.8
18.7
B
Long-range (2040) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh
Movement
6.1
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations r
Traffic Vol, veh/h 177 3 20 5 8 6 17 3 1 39 8 182
Future Vol, veh/h 177 3 20 5 8 6 17 3 1 39 8 182
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 - 600
Veh in Median Storage, # 0 0 0 0
Grade, % - 0 - 0 - 0 - 0
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 6 4 4
Mvmt Flow 197 3 22 6 9 7 19 3 1 43 9 202
Major/Minor Minor2
Conflicting Flow All 145 137 9 251 339 4 211 0 0 4 0 0
Stage 1 95 95 - 42 42
Stage 2 50 42 - 209 297 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 824 754 1073 702 582 1080 1360 - 1592
Stage 1 912 816 - 972 860
Stage 2 963 860 - 793 668
Platoon blocked, %
Mov Cap -1 Maneuver 781 720 1073 662 556 1080 1360 - 1592
Mov Cap -2 Maneuver 781 720 - 662 556 -
Stage1 899 791 - 958 848
Stage 2 934 848 - 749 647
Minor1
Major1 Major2
Approach EB
WB
NB SB
HCM Control Delay, s 11.2 10.4
HCM LOS B
B
6.2 1.2
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1360 - - 802 691 1592 -
HCM Lane V/C Ratio 0.014 - 0.277 0.031 0.027
HCM Control Delay (s) 7.7 0 - 11.2 10.4 7.3 0
HCM Lane LOS AA - B B A A
HCM 95th %tile Q(veh) 0 - 1.1 0.1 0.1
Long-range (2040) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 2
HCM 6th TWSC
9: WCR 28 & Site Access
01/27/2020
Intersection
Int Delay, s/yeh 4.6
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4
Traffic Vol, vehlh 1 5 58 184 180 1
Future Vol, vehlh 1 5 58 184 180 1
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None None
Storage Length 0 -
Veh in Median Storage, # 0 0 0
Grade, % - 0 0 - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 5 63 200 196 1
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 263 0 - 0 170 163
Stage 1 - 163
Stage 2 - 7 -
Critical Hdwy 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - 5.42
Critical Hdwy Stg 2 - 5.42 -
Follow-up Hdwy 2.218 - 3.518 3.318
Pot Cap -1 Maneuver 1301 - 820 882
Stage 1 - 866
Stage 2 - 1016
Platoon blocked, %
Mov Cap -1 Maneuver 1301 - 819 882
Mov Cap -2 Maneuver - 819
Stage 1 - 865
Stage 2 - 1016
Approach
EB WB SB
HCM Control Delay, s 1.3 0 10.8
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (yeh/h) 1301 - 819
HCM Lane V/C Ratio 0.001 - 0.24
HCM Control Delay (s) 7.8 0 - 10.8
HCM Lane LOS A A - B
HCM 95th %tile Q(veh) 0 - 0.9
Long-range (2040) BUILD AM Peak 01/26/2020 MITIGATED Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
1: WCR 19 & Highway 66
01/27/2020
Movement
I
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations vi + r vi + r
Traffic Volume (veh/h) 21 934 132 87 958 24 115 3 55 5 12 9
Future Volume (veh/h) 21 934 132 87 958 24 115 3 55 5 12 9
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/In 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 22 963 136 90 988 25 119 3 57 5 12 9
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 14 10 6 6 10 14 11 11 11 11 11 11
Cap, veh/h 198 1152 1010 209 1152 943 210 11 68 78 142 88
Arrive On Green 0.66 0.66 0.66 0.66 0.66 0.66 0.16 0.16 0.16 0.16 0.16 0.16
Sat Flow, veh/h 504 1752 1535 497 1752 1434 868 71 439 160 913 568
Grp Volume(v), veh/h 22 963 136 90 988 25 179 0 0 26 0 0
Grp Sat Flow(s),veh/h/In 504 1752 1535 497 1752 1434 1377 0 0 1640 0 0
Q Serve(g_s), s 2.9 33.6 2.7 13.5 35.6 0.5 9.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 38.5 33.6 2.7 47.1 35.6 0.5 10.1 0.0 0.0 1.1 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.66 0.32 0.19 0.35
Lane Grp Cap(c), veh/h 198 1152 1010 209 1152 943 289 0 0 309 0 0
V/C Ratio(X) 0.11 0.84 0.13 0.43 0.86 0.03 0.62 0.00 0.00 0.08 0.00 0.00
Avail Cap(c_a), veh/h 214 1209 1059 225 1209 990 406 0 0 441 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 25.9 10.5 5.2 28.4 10.8 4.8 32.8 0.0 0.0 29.1 0.0 0.0
lncr Delay (d2), s/veh 0.2 5.1 0.1 1.4 6.1 0.0 2.2 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile Back0fQ(50°/0),veh/In 0.3 9.4 0.6 1.5 10.2 0.1 3.2 0.0 0.0 0.4 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 26.2 15.5 5.2 29.8 16.9 4.8 35.0 0.0 0.0 29.2 0.0 0.0
LnGrp LOS C B A C B A C A A C A A
Approach Vol, veh/h 1121 1103 179 26
Approach Delay, s/veh 14.5 17.7 35.0 29.2
Approach LOS B B C C
Timer - Assigned Phs
Phs Duration (G+Y+Rc), s
Change Period (Y+Rc), s
Max Green Setting (Gmax), s
Max Q Clear Time (g_c+11), s
Green Ext Time (p_c), s
Intersection Summary
HCM 6th Ctrl Delay
HCM 6th LOS
2 4 6 8
20.0
7.5
19.5
12.1
0.4
60.4
7.5
55.5
40.5
6.4
20.0
7.5
19.5
3.1
0.0
60.4
7.5
55.5
49.1
3.8
17.6
B
Long-range (2040) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 1
HCM 6th TWSC
2: WCR 19 & WCR 28 01/27/2020
Intersection
Int Delay, s/veh 5.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations r
Traffic Vol, veh/h 143 1 15 3 12 17 22 1 1 52 1 210
Future Vol, veh/h 143 1 15 3 12 17 22 1 1 52 1 210
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 - 450
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 6 4 4
Mvmt Flow 155 1 16 3 13 18 24 1 1 57 1 228
Major/Minor Minor2
Conflicting Flow All 180 165 1 288 393 2 229 0 0 2 0 0
Stage 1 115 115 - 50 50
Stage 2 65 50 - 238 343 -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.16
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 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - 2.254
Pot Cap -1 Maneuver 782 728 1084 664 543 1082 1339 - 1594
Stage 1 890 800 - 963 853
Stage 2 946 853 - 765 637
Platoon blocked, %
Mov Cap -1 Maneuver 719 685 1084 623 511 1082 1339 - 1594
Mov Cap -2 Maneuver 719 685 - 623 511 -
Stage1 874 766 - 946 838
Stage 2 899 838 - 721 610
Minor1
Major1 Major2
Approach EB
WB
NB SB
HCM Control Delay, s 11.3 10.2
HCM LOS B
B
7.1 1.5
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1339 - - 742 727 1594 -
HCM Lane V/C Ratio 0.018 - 0.233 0.048 0.035
HCM Control Delay (s) 7.7 0 - 11.3 10.2 7.3 0
HCM Lane LOS AA - B B A A
HCM 95th %tile Q(veh) 0.1 - 0.9 0.1 0.1
Long-range (2040) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 2
HCM 6th TWSC
9: WCR 28 & Site Access
01/27/2020
Intersection
Int Delay, s/yeh 4.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations + +
Traffic Vol, vehlh 1 14 52 180 164 1
Future Vol, vehlh 1 14 52 180 164 1
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None None
Storage Length 0 -
Veh in Median Storage, # 0 0 0
Grade, % - 0 0 - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1 15 57 196 178 1
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 253 0 - 0 172 155
Stage 1 - 155
Stage 2 - 17 -
Critical Hdwy 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - 5.42 -
Critical Hdwy Stg 2 - 5.42 -
Follow-up Hdwy 2.218 - 3.518 3.318
Pot Cap -1 Maneuver 1312 - 818 891
Stage 1 - 873
Stage 2 - 1006
Platoon blocked, %
Mov Cap -1 Maneuver 1312 - 817 891
Mov Cap -2 Maneuver - 817
Stage 1 - 872
Stage 2 - 1006
Approach
EB WB SB
HCM Control Delay, s 0.5
HCM LOS B
0 10.6
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (yeh/h) 1312 - 817
HCM Lane V/C Ratio 0.001 - 0.22
HCM Control Delay (s) 7.7 - 10.6
HCM Lane LOS A - B
HCM 95th %tile Q(veh) 0 - 0.8
Long-range (2040) BUILD PM Peak Hour 01/23/2020 MITIGATED Synchro 10 Light Report
Page 3
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