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HomeMy WebLinkAboutFile Extra Lakes at Valley West PrePUD TIS THE LAKES AT VALLEY WEST TRAFFIC IMPACT ANALYSIS SUBMITTED TO: CITY OF BOZEMAN JANUARY 2015 PREPARED BY: Bill White, Senior Transportation Planner 2880 Technology Blvd W PO Box 1113 Bozeman, MT 59771 406.587.0721 MMI PROJECT #: 5352.003 January 2015 Page i The Lakes at Valley West Traffic Impact Study TABLE OF CONTENTS 1 Introduction ................................................................................................................................ 1  1.1 Project Description .......................................................................................................... 1  1.2 Analysis Scope and Methodology ................................................................................. 4  2 Existing Conditions ................................................................................................................... 7  2.1 Roadway Network ........................................................................................................... 7  2.2 Traffic Counts ................................................................................................................... 8  2.3 Traffic Operations .......................................................................................................... 11  2.4 Collision Histories .......................................................................................................... 11  3 Year 2024 Growth Rate Forecasts ...................................................................................... 13 3.1 Roadway Network ......................................................................................................... 13 3.2 Traffic Forecasts ............................................................................................................ 13  3.3 Traffic Operations .......................................................................................................... 22  4 Year 2024 Pipeline Project Forecasts ........................................................................................ 23  4.1 Roadway Network ......................................................................................................... 23  4.2 Traffic Forecasts ............................................................................................................ 23  4.3 Traffic Operations .......................................................................................................... 31  5 Improvements and Project Mitigation .................................................................................. 33 5.1 Cottonwood Drive/Durston Road Intersection .......................................................... 33  5.2 Durston Road Three Lane ............................................................................................ 33  5.3 Developer Proposal ....................................................................................................... 35  6 Summary and Conclusions ................................................................................................... 37  6.1 Traffic Forecasts and Capacity .................................................................................... 37  6.2 Improvement Recommendations and Mitigation ...................................................... 37 6.3 Summary ......................................................................................................................... 38  January 2015 Page ii The Lakes at Valley West Traffic Impact Study TABLES AND FIGURES TABLES Table 1. Intersection Level of Service Criteria ......................................................................... 5 Table 2. Existing Intersection Geometrics and Traffic Controls ............................................... 8 Table 3 Existing LOS and Delay - AM and PM Peak Hours ................................................. 11 Table 4. Project Trip Generation Projections ......................................................................... 16 Table 5. Trip Distribution and Assignment Summaries .......................................................... 17 Table 6. Year 2024 LOS Summaries (Growth Rate) - AM and PM Peak Hours .................... 22 Table 7. Project Trip Generation Projections (Re-Summarized) ............................................ 24 Table 8. Total Entering Volume Comparisons ....................................................................... 31 Table 9. Year 2024 LOS Summaries (Pipeline) - AM and PM Peak Hours ........................... 31 FIGURES Figure 1. Site Location .................................................................................................................. 2 Figure 2. Site Plan ........................................................................................................................ 3 Figure 3. Existing Traffic Volumes – AM Peak Hour ..................................................................... 9 Figure 4. Existing Traffic Volumes – PM Peak Hour ................................................................... 10 Figure 5. Future Without Project Traffic Volumes (Growth Rate) - AM Peak Hour ..................... 14 Figure 6. Future Without Project Traffic Volumes (Growth Rate) - PM Peak Hour ..................... 15 Figure 7. Project Trip Assignments – AM Peak Hour ................................................................ 18 Figure 8. Project Trip Assignments – PM Peak Hour ................................................................ 19 Figure 9. Future With Project Traffic Volumes (Growth Rate) - AM Peak Hour .......................... 20 Figure 10. Future With Project Traffic Volumes (Growth Rate) - PM Peak Hour ........................ 21 Figure 11. Pipeline Project Trip Assignments – AM Peak Hour .................................................. 25 Figure 12. Pipeline Project Trip Assignments – PM Peak Hour .................................................. 26 Figure 13. Future Without Project Traffic Volumes (Pipeline Trips) - AM Peak Hour ................. 27 Figure 14. Future Without Project Traffic Volumes (Pipeline Trips) - PM Peak Hour ................. 28 Figure 15. Future With Project Traffic Volumes (Pipeline Trips) - AM Peak Hour ...................... 29 Figure 16. Future With Project Traffic Volumes (Pipeline Trips) - PM Peak Hour ...................... 30 Figure 17. Proposed Durston Road Cross Section ..................................................................... 35 Technical Appendix A: Glossary of Terms Technical Appendix B: Summary Traffic Counts Technical Appendix C: LOS Summary Worksheets Technical Appendix D: Pipeline Project Trip Assignments January 2015 Page 1 The Lakes at Valley West Traffic Impact Study 1 INTRODUCTION This report summarizes the Traffic Impact Study (TIS) performed for the Lakes at Valley West residential development proposed in Bozeman, Montana. The analysis identifies the transportation impacts of the proposed development on nearby City arterials and roadways; recommending improvements to address forecasted traffic growth and identifying project mitigations/participation towards these improvements. The scope and work program for this study was developed in coordination with engineering staff from the City of Bozeman, and was performed in accordance with the traffic impact study guidelines outlined in Article 41 – Submittal Materials and Requirements of Chapter 38 City of Bozeman Unified Development Code. The TIS was performed to support development and building permitting processes of the City. 1.1 PROJECT DESCRIPTION Valley West is a suburban community in northwest Bozeman generally bounded by Durston Road (north), Babcock Street (south), Ferguson Avenue (east), and the approximate Westgate Avenue alignment (west). The Lakes at Valley West is the proposed western piece of this community; occupying 65 acres with the potential for up to 300 single and multifamily homes to be developed within the timeframe of the next 5 to 10 years. The project is currently anticipated to include the development of 120 single family homes and 180 townhomes. Principal access to The Lakes at Valley West is proposed through new roadways extending into the site from Durston Avenue, proposed as Westgate Avenue, Laurel Parkway, and Westmorland Drive. All three connections are proposed as stop-controlled intersections, with stop signs located on northbound approaches to Durston Avenue. These are the more immediate project accesses developed in the next 10 years, with all being reviewed by this TIS. Secondary site access would eventually be provided through Westgate Avenue (local), Laurel Parkway (collector), and an additional unnamed local street connector, to the south boundary. Similarly, provision for connectivity to the adjacent westerly subdivision will also be provided via Westmorland Drive. The timing for the development of adjacent properties is unknown, though they are not likely to be developed for several years. As such, these secondary accesses were not reviewed by this study to assure a conservative analysis of the project impacts upon Durston Road. When these are developed, some congestion relief can be anticipated for site access and along Durston Road. The project is estimated to be developed in phases with approximately 30 homes constructed and occupied every two years. The project is located within an R-1 zone of Bozeman, is located within the Valley West Planned Unit Development, and has full completion and occupancy anticipated by year 2024. Figure 1 provides a vicinity map locating the project site. Figure 2 provides a site plan. January 2015 Page 4 The Lakes at Valley West Traffic Impact Study 1.2 ANALYSIS SCOPE AND METHODOLOGY The purpose of this TIS is to review the traffic and transportation impacts of the Lakes at Valley West development on arterials and recommend improvements and strategies, as needed, to mitigate these impacts in order to assure adequate transportation capacity. This section describes the primary scope and methods used to evaluate traffic conditions and determine potential improvements for the project study area. 1.2.1 Project Scope The scope for this study was established in coordination with City of Bozeman Engineering officials, and as per City Code. Per direction, this study quantifies traffic operations and capacity based on a review of intersection level-of-service (LOS). A TIS evaluates roadway capacity primarily through an examination of intersection operations/LOS as congestion and increased vehicle delays are experienced more rapidly at intersections versus road segments (between intersections). This is because the number and frequency of conflicts (i.e. turning vehicles and stopping or slowing movements) are higher and more complex at intersections versus roadway segments, and also because there are intentional stopped-delays that occur at intersections while travel is normally free-flowing between intersections on roadway segments. Per direction with staff, this study addresses LOS for the existing intersections of Westgate Avenue/Durston Road, Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street and the future intersection of Westmorland Drive/Durston Road. The analysis was performed for the AM and PM peak/commute hours of the typical weekday, which are the highest hours of capacity demand within this region of Bozeman. As discussed later Section 2.2), typical count timeframes were extended to capture school activities; finding the traditional peak hours of the work commute experienced volumes that surpassed that of the peak generator hours of local schools. The project would be complete and occupied within 10 years. As such, a year 2024 analysis horizon (10 years from when traffic counts were collected) was reviewed for this study. Two forecast methodologies were used in this study to address a potential range of future traffic conditions within the City. These methodologies are summarized as follows: 1. Growth Rates. Traditionally TIS studies within Bozeman have been developed with background (non-project related) traffic growth forecasted with an annual growth rate applied to counts. Project trip assignments are then combined with baseline forecasts to generate future with project forecasts for the horizon/analysis year(s). Section 3 highlights traffic forecasts and operations/LOS results based on this traditional approach. 2. Pipeline Projects. Traffic forecasts developed using growth rates alone can sometimes miss the specific travel demands of new developments within a TIS study area. As such, it has become more common practice to build the assignments of these background developments, known as pipeline projects, into traffic forecasts. A more moderate baseline growth rate is applied to counts to reflect regional growth, and then project trip assignments are combined to generate future with project forecasts for the horizon year(s). Section 4 highlights traffic forecasts developed based upon pipeline project forecasting methodologies. As discussed later in this report, the different forecasting methodologies result in similar total entering volume (TEV) forecasts overall. The first method results in higher through forecasts January 2015 Page 5 The Lakes at Valley West Traffic Impact Study whereas the second method results in higher turning forecasts, resulting in conclusions and recommendations that are well vetted from varying forecasts perspectives. 1.2.2 Methodology - Intersection Operations Intersection capacity was evaluated using the level-of-service (LOS) methodologies of the Highway Capacity Manual (Transportation Research Board, 2010). The Highway Capacity Manual (HCM) is a nationally recognized and locally accepted method of measuring traffic flow and congestion for intersections. Criteria range from LOS A, indicating free-flow conditions with minimal vehicle delays, to LOS F, indicating congestion with significant vehicle delays (and operational failures). LOS for a signalized intersection is defined in terms of the average control delay experienced by all vehicles at the intersection, as measured over a specific time period, such as a peak hour. LOS for a one- or two-way stop controlled intersection or driveway is the function of average control delays experienced by vehicles in a particular approach or approach movement over a timeframe, such as a peak hour. Typically, the stopped approach or movement experiencing the worst LOS is reported. Finally, LOS at an all-way stop-controlled intersection is defined by the average control delays experienced by all vehicles at the intersection, as with signals, but the LOS thresholds are associated with delays for unsignalized versus signalized intersections. Table 1 outlines the LOS criteria for signalized and unsignalized intersections from the Highway Capacity Manual. As shown, LOS thresholds, as a function of delay, vary between signalized and unsignalized intersections. This is because driver tolerances for delay have been documented to be much higher at signalized versus unsignalized intersections. Table 1. Intersection Level of Service Criteria Level of Service Signalized: Control Delay (sec/veh) Unsignalized: Control Delay (sec/veh) A 10 10 B >10 – 20 10 - 15 C >20 – 35 15 - 25 D >35 – 55 25 - 35 E >55 – 80 35 - 50 F > 80 50 Source: Highway Capacity Manual (TRB, 2010) LOS was determined for this study using Synchro Version 8.0, (Trafficware, 2013). This software tool can apply the analysis methodologies of HCM 2010 and is a standard industry software application. LOS D is the typical threshold for signalized intersections. LOS E is allowed at unsignalized driveways and intersections (including all-way stops). 1.2.3 Methodology – Collision Histories Collision histories were reviewed for existing study intersections to determine whether safety issues occur as a result of operational or design issues, such as signal phase issues, sight January 2015 Page 6 The Lakes at Valley West Traffic Impact Study distance limitations, channelization alignment issues, etc. A location where numerous incidents are identified could indicate that a High Accident Location (HAL) may exist and would therefore require further safety analysis and ultimately improvement. An intersection may have a high number of accidents, but this is not as statistically relevant if the intersection also experiences high traffic volumes. Thus, an Intersection Collision Rate (ICR) quantifies severity based on the number of average accidents per year compared with average daily traffic (ADT), per the following equation: Intersection Collision Rate (ICR) = Average Accidents per Year * 1,000,000 (Collisions per million entering vehicles) 365 * Total Entering Intersection ADT The criteria for the evaluation of rates can vary between jurisdictions, but a typical guideline is that a corridor or intersection would require further evaluation/analysis if accident rates exceed 1.0 collisions per million entering vehicles. Typically, an HAL is not noted when rates are below this general guideline; or at the least it denotes where further review should be performed. January 2015 Page 7 The Lakes at Valley West Traffic Impact Study 2 EXISTING CONDITIONS This section describes existing traffic conditions within the project study area. Described are study roadways, current traffic volumes, existing operations and capacity conditions within the study area, and collision history analyses. 2.1 ROADWAY NETWORK As indicated, the study focuses on traffic operations for the existing intersections of Westgate Avenue/Durston Road, Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street. Three of these roadways are City arterials/collectors, with a description of these roadways provided is as follows:  Cottonwood Road. This principal arterial has a two lane cross section north of and four separated lanes south of W. Babcock Street. Curb and gutter are located along the majority of both sides of the roadway between W. Babcock Street and Durston Road. There is little sidewalk along the east side of the roadway with approximately 1,500 feet along the west side between W. Babcock Street and Durston Road. The posted speed limit is 40 mph north of W. Babcock Street. The arterial supports 5,600 average daily traffic (ADT) south and 550 ADT north of Durston Road (count source: Traditions Subdivisions Phases 2 & 3 Residential Development TIS, Abelin Traffic Service 2014).  Durston Road. This is a two lane minor arterial within the study area (west of Cottonwood Road). Curb, gutter, and a bike lane have been constructed as development frontage improvements along the majority of the north side of this arterial (within the study area). However, only a one-foot paved shoulder is located along undeveloped section of the south side. Separated sidewalk has been constructed as frontage improvements for approximately 1,250 feet along the north side of the roadway, between Cottonwood Road and approximately Rosa Way, and for 1,150 feet along the north side, between Laurel Parkway and Westgate Avenue. There is no sidewalk along the south side. The speed limit is 35 mph and the roadway supports 8,600 ADT within the study area (count source: Traditions Subdivisions Phases 2 & 3 Residential Development TIS, Abelin Traffic Service 2014).  W. Babcock Street. This collector arterial has a two lane cross section with curb, gutter, and bike lanes from Cottonwood Road extending to a terminus approximately 1,500 feet to the west. There are no sidewalks along the roadway. The posted speed limit is 30 mph and the roadway supports 800 ADT within the study area (count source: Norton East Range Phase III Residential Development TIS, Abelin Traffic Service 2014).  Westgate Avenue and Laurel Parkway. These local streets specifically serve developments, although Laurel Parkway is being developed to the cross section of a collector arterial, The importance of this roadway will increase in the future. Both roadways were developed with curb, gutter, and separated sidewalk section, along developed property fronts. The speed limit is posted 25 mph for both roadways. There is an ADT count of 2,800 on Laurel Parkway and no available count for Westgate Avenue (count source: Boulder Creek/Westbrook TIS, Abelin Traffic Service 2014). A summary of existing intersection turn lane locations and traffic control conditions (signal, one-way, two way, or all way stops) is provided on Table 2. Shown are different traffic movements at intersections and the whether a turn lane is provided. If no specific lane is shown, then turns January 2015 Page 8 The Lakes at Valley West Traffic Impact Study are performed from an adjacent, shared through-lane. Also indicated are traffic control conditions for the intersection. Controls and lanes are denoted with an “X”. Table 2. Existing Intersection Geometrics and Traffic Controls Intersection Traffic Control Intersection Geometrics Traffic Signal One-Way Stop Two-Way Stop All-Way Stop NB Left Turn Lane NB Right Turn Lane SB Left Turn Lane SB Right Turn Lane WB Left Turn Lane WB Right Turn Lane EB Left Turn Lane EB Right Turn Lane Cottonwood Rd/Durston Rd - - X - - - - - - - - - Westgate Ave/Durston Rd - - X - - - - - - - - - Laurel Parkway/Durston Rd - - X - - - X - - - - - Cottonwood Rd/W. Babcock St - - X - X X X - X - X - 2.2 TRAFFIC COUNTS Intersection turn movement counts were collected specifically for this study on Thursday December 4, 2014 for the intersections of Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street. There are only 25 homes accessing Westgate Avenue and, as such, through volumes were extrapolated from Laurel Parkway/Durston Road intersection and turning movements were estimated using trip generation information summarized by the Institute of Transportation Engineers (ITE) Trip Generation Manual (9th Edition, 2012) for residential housing for the Westgate Avenue/Durston Road intersection. This is an acceptable practice on low-volume roadways. Turing movement traffic counts were performed in the morning between 7:00 and 9:00 AM and in the afternoon/evening between 3:00 PM to 6:00 PM in order to identify the AM and PM peak hours of commute/work traffic activity for each intersection. The resulting AM peak hour was noted to occur at the majority of intersections between 7:30 to 8:30 AM, with a 7:45 to 8:45 AM peak hour noted for Cottonwood Road/W. Babcock Street. The PM peak hour was noted between 4:45 to 5:45 PM at the majority of intersections, with a 4:30 to 5:30 PM peak hour noted for Laurel Parkway/Durston Road. Meadowlark Elementary is located in the study area north of Durston Road 650 feet east of Cottonwood Road. Primary school hours are from 8:30 AM to 3:30 PM; having peak generator hours (highest hours of school traffic) occurring between 7:45 to 8:45 AM and 3:00 to 4:00 PM. Counts were performed while school was in session. The AM peak hour of the work commute traffic and AM peak generator of the school overlapped within the study area; and therefore analyses stated later in this report address this occurrence. However, the PM peak hour of commute activity was nearly 20 percent higher in volume following the PM peak generator hour of school activities for study intersections. As such, this TIS correctly addresses the PM peak hour of commute activity as volume demands are higher versus the afternoon hours of school. Figure 3 and Figure 4 provide a summary of existing traffic volumes for study intersections during the AM and PM peak hour. Count worksheets are provided in Technical Appendix B. January 2015 Page 11 The Lakes at Valley West Traffic Impact Study 2.3 TRAFFIC OPERATIONS The LOS and capacity analyses were performed based on a review of the traffic volumes summarized in Section 2.2 and the geometric conditions described in Section 2.1. Table 3 provides a summary of LOS for the AM and PM peak hours. Also shown are average control vehicle delays for each intersection. Note again, LOS and control delays for stop controlled intersections are the function of the worse approach or movement. Table 3. Existing LOS and Delay - AM and PM Peak Hours Signalized Intersections AM Peak Hour PM Peak Hour LOS1 Delay LOS1 Delay Cottonwood Rd/Durston Rd D 30.5 sec D 25.0 sec Westgate Ave/Durston Rd B 10.6 sec B 10.8 sec Laurel Parkway/Durston Rd C 17.3 sec B 13.9 sec Cottonwood Rd/W. Babcock St B 14.1 sec B 12.7 sec LOS = Levels-of-Service Again, LOS E is the standard industry threshold for the operation of stop-controlled/unsignalized intersections. Therefore, all study intersections currently function within acceptable LOS ranges. This indicates that no capacity improvements would be warranted on the basis of existing traffic operations, as there is sufficient roadway capacity. LOS summary worksheets are provided in Section C of the Technical Appendix. 2.4 COLLISION HISTORIES Collision histories were reviewed to determine whether any unusual safety issues were noted at study intersections. Per typical industry approach, collision data was collected from the City of Bozeman for the most current three-year period available, which extends from January 1, 2011 to December 31, 2013. Collision histories were available for the Cottonwood Road/Durston Road, Laurel Parkway/Durston Road, and Cottonwood Road/W. Babcock Street intersections. A summary of the collision history review and analyses is as follows:  Cottonwood Road/Durston Road. Two collisions were noted for the three-year study period, which represents an average 0.67 collisions per year. From counts, we can estimate a TEV of 11,675 ADT, which calculates to a collision rate of 0.16 collisions per million entering vehicles. There was one head-on collision and one collision between eastbound and westbound left-turning vehicles. Collisions involved property damage only with no injuries.  Laurel Parkway/Durston Road. A single collision was noted during the three-year study period, which represents an average of 0.34 collisions per year. From counts, we can estimate a TEV of 10,000 ADT, which calculates to a collision rate of 0.09 collisions per million entering vehicles. This vehicle was driven into the ditch at night, with no collision with another vehicle. The accident involved property damage only with no injuries. January 2015 Page 12 The Lakes at Valley West Traffic Impact Study  Cottonwood Road/W. Babcock Street. A single collision was noted during the three-year study period, which represents an average of 0.34 collisions per year. From counts, we can estimate a TEV of 6,400 ADT, which calculates to a collision rate of 0.15 collisions per million entering vehicles. This collision involved a westbound left-turning vehicle colliding with a southbound through movement. The accident involved property damage only with no injuries. The review of collision histories suggests there are no HAL at study intersections as the ICR’s are minimal with no injuries noted at any study intersection. January 2015 Page 13 The Lakes at Valley West Traffic Impact Study 3 YEAR 2024 GROWTH RATE FORECASTS This section summarizes year 2024 traffic forecasts, as developed using the baseline growth rate. Also described are planned future roadway improvements and forecast traffic operations and capacity conditions based on these forecasts. 3.1 ROADWAY NETWORK There are three improvement projects poised for development within the study area. All projects are currently unfunded and, as such, were not reflected in analyses for Section 3 (Year 2024 Growth Rate Forecasts) or Section 4 (Year 2024 Pipeline Forecasts) as they provide capacity that cannot be counted upon (within any predicted timeframe). However, some discussion as to the benefit of these improvements is provided in Section 5 (Improvements and Project Mitigation). It is anticipated these improvements would be developed through a combination of frontage improvements and financial support via traffic impact fees, the City of Bozeman street budget, and grants. A summary of planned improvement projects is as follows:  Durston Road. This includes the widening of Durston Road from a two-lane to a three- lane section west of Cottonwood Road to Westgate Avenue and adding a center turn lane with bike lane along the southern edge of the arterial.  Cottonwood Road/Durston Road. A traffic signal or roundabout is ultimately planned at the Cottonwood Road/Durston Road intersection. With the signal, turn lanes could be developed to better accommodate turn movements.  Cottonwood Road. A separated, four-lane section would be developed north from W. Babcock Street to Durston Road, adding two through lanes with bike lanes. 3.2 TRAFFIC FORECASTS Baseline traffic forecasts were developed for this Section using a 3% annual growth rate provided by City of Bozeman Engineers. This growth rate was applied to year 2014 traffic volumes to generate year 2024 future without project traffic volumes for the AM and PM peak hours. A summary of baseline growth, year 2024 future without-project traffic forecasts is shown on Figure 5 for the AM peak hour and Figure 6 for the PM peak hour. January 2015 Page 16 The Lakes at Valley West Traffic Impact Study 3.2.1 Trip Generation Trip generation was predicted using the methods outlined in the Institute of Transportation Engineers (ITE) Trip Generation Manual (9th Edition, 2012). The Trip Generation Manual is a nationally recognized and locally accepted method for forecasting trip generation for a range of commercial, retail, and residential land uses. The forecasting methods were developed based on the survey of other existing land use developments located throughout the United States. Trip generation was determined using ITE Code 210 for single family homes and ITE Code 230 for Townhomes. The ITE describes these land uses as follows:  ITE Code 210 Single-Family Detached Housing - “includes all single-family detached homes on individual lots.”  ITE Code 230 Residential Condominium/Townhouse - “ownership units that have at least one other owned unit within the same building structure.” Trip generation was determined based on equations that estimate trips according to the number of dwelling units. Equations were used for this study for the following reasons: more than ten surveys/studies were used to develop ITE equations for these land uses; a resulting data regression analysis results in a fit in excess of 0.80 for both uses; and more conservative (higher) trip generation totals are provided. The Trip Generation Manual indicates equations should be met over rates when these criteria are met. Trips were for the weekday and AM and PM peak hours of the weekday, assuming the development and occupancy of 120 single family homes and 180 townhomes. A summary of resulting trip generation is provided on Table 4. Table 4. Project Trip Generation Projections Land Use (Units) Weekday AM Peak Hour PM Peak Hour In Out Total In Out Total Single Family Homes (120 units) 1,240 23 71 94 78 46 124 Townhomes (180 units) 1,070 14 69 83 65 32 97 Trip Totals 2,310 37 140 177 143 78 221 Source: Derived from equations provided in Trip Generation Manual (ITE, 2012) As shown, 2,310 trips would be generated during the typical weekday, with 177 trips generated during the AM peak hour and 221 trips generated during the PM peak hour. Peak hourly trips would comprise 17.2 percent of total daily trips. 3.2.2 Trip Distribution The distribution of trips was estimated to establish traffic forecasts for future LOS analyses. An imaginary cordon or screen line was assumed around the project vicinity encompassing the principal approach routes of Durston Road, Cottonwood Road, and W. Babcock Street. Individual average daily traffic (ADT) counts were compared with total ADT volumes on this cordon line (a total of 18,000 ADT was noted) to gain a sense of distribution patterns. Trip January 2015 Page 17 The Lakes at Valley West Traffic Impact Study distributions were proportioned to these primary approach routes in order to determine project trip assignments. A summary of this comparison is as follows:  Durston Road East. There is an ADT count of 8,600 ADT on Durston Road east of Cottonwood Road. This results in a distribution of approximately 50 percent when compared with total ADT along the cordon line.  Cottonwood Road South. There is an ADT count of 5,600 ADT on Cottonwood Road south of W. Babcock Street. This results in an approximate 30 percent distribution when compared with total ADT along the cordon line.  Durston Road West. Peak hourly to ADT ratios were developed for Durston Road East, and then used to estimate an ADT count of 3,000 ADT west of Westgate Avenue. This results in an approximate 15 percent distribution when compared with total ADT along the cordon line.  W. Babcock Street East. An approximate 800 ADT was noted for W. Babcock Street, with this road providing a viable albeit less direct route into Bozeman. A comparison results in an approximate 5 percent distribution when compared with total ADT along the cordon line. The remaining study road segments did not provide a typical approach to/from the study area and were therefore neglected in the distribution and assignment of trips. Project trips were then assigned to the study area based upon these distribution patterns. A summary of trip assignments is provided on Table 5 for the weekday, AM peak hour, and PM peak hour. Table 5. Trip Distribution and Assignment Summaries Location Distribution (Rounded) Assignments Daily Assignments AM Peak Assignments PM Peak Durston Rd W/of Westgate Ave 15.0% 345 27 33 Durston Rd E/of Cottonwood Drive 50.0% 1,155 88 111 Cottonwood Rd S/of W. Babcock St 30.0% 695 53 66 W. Babcock St E/of Cottonwood Rd 5.0% 115 9 11 Total Trip Assignments 100% 2,310 177 221 1. Distributions to/from west split between Elton Road, Upriver Drive, and Wellesley Avenue. Figure 7 provides a summary of intersection trip assignments for the AM peak hour and Figure 8 for the PM peak hour. Future without project traffic volumes and project trip assignments were combined to generate the future year 2024 traffic forecasts shown on Figure 9 and Figure 10 for the AM and PM peak hours. Again these forecasts were developed with the application of annual growth rates. January 2015 Page 22 The Lakes at Valley West Traffic Impact Study 3.3 TRAFFIC OPERATIONS The LOS and capacity analyses were performed based on a review of the traffic forecasts summarized in Section 3.2. As indicated, this analysis was performed based on current geometric conditions. Table 6 provides a summary of future without and with project LOS and control delays for the AM and PM peak hours. Table 6. Year 2024 LOS Summaries (Growth Rate) - AM and PM Peak Hours Future Without Project Future With-Project Signalized Intersections AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour LOS1 Delay LOS1 Delay LOS1 Delay LOS1 Delay Cottonwood Rd/Durston Rd F 102.8 F 177.2 F 207.8 F >250.0 Westgate Ave/Durston Rd B 11.6 B 12.0 C 15.9 C 15.4 Laurel Parkway/Durston Rd D 30.4 C 19.3 F 164.1 F 61.4 Cottonwood Rd/W. Babcock St C 18.2 C 15.5 C 20.2 C 17.5 Westmorland Dr/Durston Rd -- -- -- -- C 15.3 C 16.9 LOS = Levels-of-Service As shown, the Cottonwood Road/Durston Road intersection is projected to function at LOS F by year 2024 during the AM and PM peak hours, as reviewed based on forecasts developed with growth rates. Similarly, the Laurel Parkway/Durston Road intersection is projected to operate at LOS F with the introduction of the fourth intersection approach during both peak hours. Note this LOS result is the function of delay experienced within the southbound approach, specifically the left-turn movement, at the intersection. All other intersections are projected to function with acceptable LOS during the AM and PM peak hours. January 2015 Page 23 The Lakes at Valley West Traffic Impact Study 4 YEAR 2024 PIPELINE PROJECT FORECASTS This section summarizes year 2024 traffic forecasts, as developed using pipeline project trip assignments. Reiterated are future roadway network changes and provided are forecast traffic operations and capacity conditions based on these forecasts. 4.1 ROADWAY NETWORK As indicated, the three-lane Durston Road project; the Cottonwood Road/Durston Road signal or roundabout project; and the Cottonwood Road four lane extension are improvements planned within the study area. However, as all projects are currently unfunded, they are not addressed with the analyses in this Section. Some discussion as to the benefit of these improvements is provided in Section 5 (Improvements and Project Mitigation). 4.2 TRAFFIC FORECASTS Future without project traffic forecasts were developed for this Section using a 1 percent annual growth rate combined with pipeline project trip assignments. The 1 percent growth rate addresses baseline traffic growth, meaning traffic growth not associated with specific developments within the study area. Pipeline projects again refer to vested land use projects that have been approved by local agencies, but are in the process of being developed. As such, the trips generated by these projects are not yet recorded in counts and need to be addressed in forecasts as they have rights to future capacity. A summary of pipeline projects are as follows:  Boulder Creek/Westbrook. This project includes the development of 233 single family residential units located north of Durston Road, ¼ mile west of Cottonwood Road. The traffic impact study for this development (Abelin Traffic Services, November 2013) indicates the project would generate 2,230 weekday trips with 175 trips generated during the AM peak hour and 235 trips during the PM peak hour. Of these trips, approximately 33 percent are expected off Cottonwood Road to/from the north of Durston Road, 11 percent off Cottonwood Road to/from the south of Babcock Street, 3 percent off Durston Road to/from the west of Westgate Avenue, 31 percent off Durston Road to/from the east of Cottonwood Drive, 11 percent off Laurel Parkway to/from the north of Durston Road, and 11 percent off W. Babcock Street to/from the east of Cottonwood Road.  Norton East Ranch Phase III. This project includes the development of 106 single family residential units located west of Laurel Parkway between Babcock Street and Fallon Street. The traffic impact study for this development (Abelin Traffic Services, June 2014) indicates the project would generate 1,014 weekday trips with 80 trips generated during the AM peak hour and 107 trips during the PM peak hour. Of these trips, approximately 4 percent are expected off Cottonwood Road to/from the north of Durston Road, 50 percent off Cottonwood Road to/from the south of Babcock Street, 10 percent off Durston Road to/from the west of Westgate Avenue, 24 percent off Durston Road to/from the east of Cottonwood Drive, and 13 percent off W. Babcock Street to/from the east of Cottonwood Road.  Traditions Subdivision Phases 2 & 3. This project includes the development of 98 single family residential units located north of Annie Street and west of Cottonwood January 2015 Page 24 The Lakes at Valley West Traffic Impact Study Road. The traffic impact study for this development (Abelin Traffic Services, September 2014) indicates the project would generate 938 weekday trips with 74 trips generated during the AM peak hour and 99 trips during the PM peak hour. Of these trips, approximately 47 percent are expected off Cottonwood Road to/from the north of Durston Road, 2 percent off Cottonwood Road to/from the south of Babcock Street, 1 percent off Durston Road to/from the west of Westgate Avenue, 26 percent off Durston Road to/from the east of Cottonwood Drive, 2 percent off Laurel Parkway to/from the north of Durston Road, and 12 percent off W. Babcock Street to/from the east of Cottonwood Road. Attached Figure 11 and Figure 12 provide a summary of pipeline project trip assignments for the AM and PM peak hours at study intersections. Pipeline trips were combined with baseline forecasts to develop the future without project traffic volumes, as shown on Figure 13 and Figure 14 for the peak hours. Specific pipeline project trip assignments are provided in Section D of the Technical Appendices. 4.2.1 Trip Generation & Distribution Again, trip generation was based on the methods of the (ITE) Trip Generation Manual (9th Edition, 2012). Trip generation was determined for 120 for single family homes 180 townhomes. Total project trip generation is again summarized on Table 7. Table 7. Project Trip Generation Projections (Re-summarized) Land Use (Units) Weekday AM Peak Hour PM Peak Hour In Out Total In Out Total Trip Totals 2,310 37 140 177 143 78 221 Source: Derived from equations provided in Trip Generation Manual (ITE, 2012) As indicated, the distribution of these project trips was based on a review of study area ADT trips. A summary of these distributions are again as follows:  Durston Road East. 50 percent to/from the east of Cottonwood Road.  Cottonwood Road South. 30 percent to/from the south of W. Babcock Street.  Durston Road West. 15 percent to/from the west of Westgate Avenue.  W. Babcock Street East. 5 percent to/from the east of Cottonwood Road. Project trip assignments are again summarized on figure 7 and figure 8 for the AM and PM peak hours of the typical weekday. 4.2.2 Forecasts and Volume Comparisons Trip assignments were combined with the future without project forecasts, as developed with pipeline project trips, to generate future with project traffic forecasts. A summary of the resulting future year 2024 future with project traffic forecasts shown on Figure 15 and Figure 16 for the AM and PM peak hours. January 2015 Page 31 The Lakes at Valley West Traffic Impact Study A comparison of traffic forecasts was performed between the two forecast methodologies summarized in Section 3 (Year 2024 Growth Rate Forecasts) or Section 4 (Year 2024 Pipeline Forecasts). Table 8 provides a summary of total entering volume forecasts, represented as percent annual growth rates calculated between existing and future Year 2024 volumes for existing study intersections. Table 8. Total Entering Volume Annual Growth Comparisons Signalized Intersections Growth Rates Pipeline Trips AM Peak PM Peak AM Peak PM Peak Cottonwood Rd/Durston Rd 4.2% 4.4% 4.6% 5.3% Westgate Ave/Durston Rd 4.6% 4.9% 3.2% 3.7% Laurel Parkway/Durston Rd 4.2% 5.1% 3.7% 4.1% Cottonwood Rd/W. Babcock St 3.8% 4.1% 3.7% 4.8% Weighted Average Annual Growth Rates 4.3% 4.7% 4.0% 4.8% As shown, average annual growth rates are similar between the forecast methodologies for study intersections. Thus, although there is some difference between through and turning movement forecasts, they result in similar growth projections. 4.3 TRAFFIC OPERATIONS The LOS and capacity analyses were performed based on a review of the traffic forecasts summarized in Section 4.2. Again, this analysis was performed based on the current geometric conditions as planned improvements are currently unfunded. Table 9 provides a summary of future without project LOS and control delays for the AM and PM peak hour, as based on pipeline project traffic forecasts. Table 9. Year 2024 Traffic Forecasts (Pipeline) - AM and PM Peak Hours Future Without Project Future With-Project Signalized Intersections AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour LOS1 Delay LOS1 Delay LOS1 Delay LOS1 Delay Cottonwood Rd/Durston Rd F >250.0 F >250.0 F >250.0 F >250.0 Westgate Ave/Durston Rd B 11.7 B 11.4 C 14.5 B 14.4 Laurel Parkway/Durston Rd C 23.8 C 16.6 F 75.6 E 40.5 Cottonwood Rd/W. Babcock St C 19.6 C 18.1 C 21.8 C 20.8 Westmorland Dr/Durston Rd -- -- -- -- B 14.9 C 15.2 LOS = Levels-of-Service As before, the Cottonwood Road/Durston Road intersection is projected to function at LOS F by year 2024 during the AM and PM peak hours, as reviewed based on forecasts developed with January 2015 Page 32 The Lakes at Valley West Traffic Impact Study pipeline project assignments. As before, the Laurel Parkway/Durston Road intersection is projected to operate at LOS F with the introduction of the fourth intersection approach, except only during the AM peak hour. Again this LOS result is the function of delay experienced within the southbound approach, specifically the left-turn movement, at the intersection. All other intersections are projected to function with acceptable LOS during the AM and PM peak hours. Note the results of the LOS analysis yield similar operations/capacity results, despite the difference in forecasting methodologies. January 2015 Page 33 The Lakes at Valley West Traffic Impact Study 5 IMPROVEMENTS AND PROJECT MITIGATION Operational deficiencies (LOS exceptions) were noted for the Cottonwood Road/Durston Road and Laurel Parkway/Durston Road intersections. This section reviews and validates two improvements planned for the study area. 5.1 COTTONWOOD DRIVE/DURSTON ROAD INTERSECTION As indicated, a LOS deficiency has been noted for the Cottonwood Drive/Durston Road intersection. Traffic forecasts were reviewed incrementally between year 2014 and year 2024 during the more critical of the peak hour conditions/scenarios reviewed for this intersection, which was the AM peak hour of the pipeline forecast scenario. Thus, to accomplish the incremental analysis for this intersection:  60 units of The Lakes of Valley West development was reviewed incrementally (every two years) to an intermediate horizon year  The 1 percent annual growth rate compounded annually to this horizon year (every two years)  Plus, a 20 percent increment assignment of pipeline project trips to this incremental horizon year (every two years) Based on this incremental analysis, it was determined the intersection would function at LOS F by year 2016, indicating the need for some improvement within a two year timeframe. The installation of an all-way stop would mitigate this deficiency temporarily, delaying this deficiency approximately two years. Thus, the need for more rigorous signal or roundabout improvement would be needed by year 2018. As indicated previously, the City of Bozeman is planning to construct a traffic signal or roundabout at this intersection as funding permits in the future. Either improvement will fully address & correct LOS for this intersection; resulting in a LOS B/C operations under either forecast scenario for the AM and PM peak hours. An analysis was then performed to determine the proposed projects responsibility towards Cottonwood Drive/Durston Road intersection improvements. Per standard industry practices, a developments responsibility towards improvements is calculated on the bases of total entering volumes. Thus, the weighted average impact of project trip assignments versus forecast TEV is shown below:  (150+150+188+188) / (1,369+1,419+1,448+1,574) = 11.6% Given this calculation, the project comprises an average 11.6 percent of TEV at the intersection. As such, it is recommended the project participate in providing 32.0 percent of construction costs associated with improvement development. 5.2 DURSTON ROAD THREE LANE As indicated, the Laurel Parkway/Durston Road intersection is projected to function within the LOS F range during the peak hours according to both forecast scenarios. Although this conflict January 2015 Page 34 The Lakes at Valley West Traffic Impact Study does occur as the result of project construction, with the addition of the fourth/south leg, the LOS issue is actually due to the stopped delay associated with the southbound left-turn movement at the intersection. Between 226 and 247 southbound left-turns were noted between forecast scenarios during the AM peak hour with between 142 and 155 noted between forecasts during the PM peak hour; causing significant stopped delays. Traffic forecasts were reviewed incrementally between year 2014 and year 2024 during the more critical of the peak hour conditions/scenarios reviewed for this intersection, which was the AM peak hour of the growth rate forecast scenario. Thus, to accomplish the incremental analysis for this intersection:  60 units of The Lakes of Valley West development was reviewed incrementally (every two years) to an intermediate horizon year,  The 3 percent annual growth rate compounded annually to this horizon year (every two years), Based on this incremental analysis, it was determined the intersection would function at LOS F by year 2020, indicating the need for some improvement within a six-year timeframe. Typical improvements for LOS such as this include turning restrictions, the construction of a roundabout/signal, an alternative route, and/or the construction of a two-way left-turn lane (TWLTL) or center turn lane; of which the TWLTL and the signal/roundabout options seem the most appropriate given the situation. TWLTL. As indicated, City Engineers have planned to construct a TWLTL along Durston Road from Cottonwood to Westgate Avenue. With the appropriate channelization, this lane can offer turning capacity for intersections and driveways along the length of Durston Road, providing for the staged movements of left-turns from intersecting streets onto the arterial. The staging of left-turns promotes a concept known as two-stage gap acceptance. This improves LOS and reduces vehicle delay, as drivers deal with traffic conflicts from only one direction of travel at a time versus two. If channelized appropriately, this improvement would mitigate traffic operations back into the LOS D/E range during the year 2024 AM and PM peak hours. However, for this to serve as a TWLTL, no eastbound or westbound left-turn lanes can be striped at the intersection; rather only the TWLTL striping can be used. This is because southbound and northbound left turning vehicles would turn into a designated turn lane, which is prohibited. Even to this end, there may be a potential for traffic conflicts between especially westbound left and southbound left-turning movements. Therefore, City Engineers may not find this a desirable mitigation for LOS issues at the intersection. Per standard industry practices, a proportionate impact of roadway improvements, in this case TWLTL widening, is determined by comparing trip assignments versus forecast traffic volumes on the roadway in question. In this case, the weighted average impact of project trip assignments versus forecast assignments on Durston Road is shown below:  (140+140+175+175) / (933+834+1,006+912) = 17.1% Given this calculation, the project comprises an average 17.1 percent of total growth projected along Durston Road between Cottonwood Road and Laurel Parkway. As such, it is January 2015 Page 35 The Lakes at Valley West Traffic Impact Study recommended the project participate in providing 17.1 percent of construction costs associated with improvement development. Traffic Signal. A roundabout or traffic signal would be the more ideal mitigation for the intersection, if a TWLTL is deemed by City Engineers to be the wrong improvement. A signal or roundabout would elevate operations back into the LOS B range, which is a better result; although this project would not offer capacity benefits to other intersections or driveways along Durston Road as with the TWLTL. So there is a trade-off with this improvement. As indicated previously, a comparison of TEV trip assignments versus total forecasts is the measure for impacts for intersections with the comparison summarized as follows:  (152+152+190+190) / (973+877+1,050+961) = 17.7% Given this calculation, the project comprises an average 17.7 percent of total growth projected at the intersection. As such, it is recommended the project participate in providing 17.7 percent of construction costs associated with the development of a signal or roundabout, if required over a TWLTL. 5.3 DEVELOPER PROPOSAL The project proponent and developer for the Lakes at Valley West has offered to construct the third lane and bike lane for Durston Road extending nearly one mile between Cottonwood Road and Westgate Drive for the City of Bozeman. This would include the addition of 15 feet of pavement along the southern frontage of the current arterial with an 18-foot landscape area and 6-foot sidewalks, per the cross section shown below. Figure 17. Proposed Durston Road Cross-Section The expense with developing this paved section is much more considerable than 11.6 percent proportion of the Cottonwood Road/Durston Road intersection improvement and the 17.1 percent or 17.7 percent proportion of either Durston Road widening or Laurel Parkway/Durston Road improvements discussed above, respectively. Understanding this, City Engineers have indicated a willingness to enter into a “City of Bozeman Impact Fee Credit Agreement” with the project proponent to provide reimbursement for construction costs through traffic impact fees, the street budget, and/or through reimbursement of possible grants. January 2015 Page 36 The Lakes at Valley West Traffic Impact Study As such, the next step in the process (following the development of this TIS) is for a civil engineer to develop engineering and construction cost estimates for the improvements outlined in 5.1 and 5.2; the Cottonwood Road/Durston Road intersection and for Durston Road improvements and/or for the Laurel Parkway/Durston Road intersection. The proportionate allocations discussed in these chapters should then be compared against these costs to determine a project mitigation fee. The developer reimbursement would then be construction costs less the project mitigation fee. By way of a planning example (and by round numbers), let’s assume improvements to the Durston Road/Cottonwood Road intersection total $300,000. Let’s assume improvements to Durston Road have a construction cost of approximately $1,000,000. Thus, the proportionate mitigation fees for these projects would be ($300,000 * 11.6%) + ($1,000,000 * 17.1%) = $205,800 owed towards improvements. This would result in reimbursement of $1,000,000 - $205,800 = $794,200 back towards the developer. Again, this is an example and all construction costs should be reviewed by a civil engineer to document agreement details. January 2015 Page 37 The Lakes at Valley West Traffic Impact Study 6 SUMMARY AND CONCLUSIONS A 300-unit residential development is proposed south of Durston Road approximately ½ mile west of Cottonwood Road. Principal access to the development is proposed through Westgate Avenue, Laurel Parkway, and Westmorland Drive; all of which will extend south into The Lakes at Valley West. The development is located within an R-1 zone of Bozeman and also within the Valley West Planned Unit development. Project completion and occupancy is anticipated by year 2024. The project is anticipated to have a mix of 120 single family homes and 180 townhomes. The project is anticipated to generate 2,310 weekday trips with 177 trips generated during the AM peak hour and 221 trips generated during the PM peak hour. Approximately 50 percent of project trips are expected to/from the east of Cottonwood Road on Durston Road; 30 percent are expected on Cottonwood Road to/from the south of W. Babcock Street; 15 percent on Durston Road to/from the west of Westgate Avenue; and 5 percent on W. Babcock Street to/from the east of Cottonwood Road. 6.1 TRAFFIC FORECASTS AND CAPACITY The project is estimated to be complete and occupied within ten years, and as such, traffic forecasts were developed for year 2024 for the AM and PM peak hours of the typical weekday. Two forecast methodologies were used in this study, to address a potential range of future traffic conditions within the City. These methodologies are summarized as follows:  Growth Rates. Project trip assignments were developed with baseline forecasts, with baseline forecasts developed using a 3 percent growth rate.  Pipeline Projects. Project trip assignments were developed with baseline forecasts developed using a 1 percent growth rate plus the trip assignments generated by approved, but yet to be developed, “pipeline” development projects. Four existing and one new intersection was reviewed with this study; including the intersections of Westgate Avenue/Durston Road, Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street and the future intersection of Westmorland Drive/Durston Road. Of these intersections, operational deficiencies (LOS exceptions) were noted for the Cottonwood Road/Durston Road and Laurel Parkway/Durston Road intersections. 6.2 IMPROVEMENT RECOMMENDATIONS AND MITIGATION A number of improvements are planned by City of Bozeman Engineers. These improvements were vetted by this study, and confirmed for both study intersections. The following measures were proposed to address capacity/operational issues, with project participation to include:  A traffic signal or roundabout is confirmed and recommended for the Durston Road/Cottonwood Road intersection, which is projected to experience unacceptable LOS by year 2016. An interim, all/four way stop can be developed to promote LOS for two additional years. However, the signal improvement would ultimately be required by year 2018, and would fully address operational issues at the intersection (promoting LOS B/C traffic operations). The project would have an 11.6% growth impact and recommended proportionate responsibility towards intersection improvements. January 2015 Page 38 The Lakes at Valley West Traffic Impact Study  A two-way left-turn lane (center turn lane) is confirmed along Durston Road between Cottonwood Road and Westgate Avenue. The analysis of the Laurel Parkway/Durston Road intersection indicates this improvement would be needed by year 2020. The TWLTL would promote a LOS D/F function for this intersection, as well as improve traffic operations for other intersections and driveways along Durston Road. The project would have an 17.1% growth impact and recommended proportionate responsibility towards Durston Road widening improvements.  Alternatively, a roundabout or signal could be constructed for Laurel Parkway/Durston Road if City Engineers determine the TWLTL is not the appropriate solution for the intersection. This focused improvement would elevate operations back into the LOS B range; however, this would not offer the benefit of the TWLTL for the remainder for Durston Road. The project would have an 17.7% growth impact and recommended proportionate responsibility towards intersection improvements, if a signal were selected over the TWLTL. As indicated in Section 5.3, the developer for The Lakes at Valley West has offered to construct the three lane section for Durston Road between Cottonwood Drive and Westgate Drive for the City of Bozeman, including a 15 foot paved section, an 18 foot landscape buffer, and a 6 foot sidewalk. The City of Bozeman indicated the willingness to enter into an agreement with the developer. The expense of this improvement will be considerably more than the proportionate impact/contribution of the improvements identified above. Thus, the developer will enter into a “City of Bozeman Impact Fee Credit Agreement” with the City to be reimbursed for construction costs, less the proportionate impacts/fees determined via the responsibilities identified above. A civil engineer should be used to finalize mitigation fees for this development, via construction cost estimates compared with the proportionate impacts above. The resulting mitigation fee is then reduced from developer expenses to determine reimbursement (see rough example in Section 5.3) 6.3 SUMMARY The project will impact traffic conditions within the study area. However, the impacts of the project can be fully mitigated with the improvements and participation described within this TIS. In addition, recommended improvements should assure the safe and effective operation of study area intersections and arterials through year 2024, as confirmed via the analysis of two forecasting methodologies. No further recommendations are provided by this TIS. The Lakes at Valley West Traffic Impact Study Appendix A Glossary of Terms The Lakes at Valley West Traffic Impact Study This section of the Technical Appendix provides a glossary of terms. The Highway Capacity Manual (TRB, 2010) and the Transportation Impact Analyses for Site Development (ITE, 2005) were used to help with the development of the following definitions:  Access point – An intersection, driveway, or opening on a roadway that provides access to a land use or facility.  All-way stop-controlled – An intersection with stop signs located on all approaches.  Arterial – (General Definition) A signalized street that primarily serves through-traffic and secondarily provides access to abutting properties.  Average daily traffic (ADT) – The average 24 hour traffic volume at a given location on a roadway.  Capacity – The number of vehicles or persons that can be accommodated on a roadway, roadway section, or at an intersection over a specified period of time. Capacity is also a term used to define limits for transit, pedestrian, and bicycle facilities. Concept typically expressed as vehicles per hour, vehicles per day, or persons per hour or per day.  Collector street – (General Definition) A surface street providing land access and traffic circulation within residential, commercial, and industrial areas.  Cycle – A complete sequence of cycle indicators.  Cycle length – The total time for a signal to complete one cycle.  Delay – The additional travel time experienced by a driver, passenger, or pedestrian.  Demand – The number of users desiring service on a highway system or street over a specified time period. Concept typically expressed as vehicles per hour, vehicles per day, or persons per hour or per day.  Departing sight distance – The length of road required for a vehicle to turn from a stopped position at an intersection (or driveway) and accelerate to travel speed.  Downstream – The direction of traffic flow.  Functional class – A transportation facility defined by the traffic service it provides.  Growth factor – A percentage increase applied to current traffic demands or counts to estimate future demands/volumes.  High Accident Location (HAL) – A specific location along a roadway (such as an intersection or driveway) where calculated accident rates exceed industry thresholds, or those specified by a local or State agency.  High Accident Corridor (HAC) – A roadway or arterial section where calculated accident rates exceed industry thresholds, or those specified by a local or State agency.  Intersection Collision Rate (ICR) – Quantifies the number and/or severity of collisions at for use in statistical comparisons, as based on the number of average accidents (or severe accidents or fatalities) per year as compared with average daily traffic entering an intersection.  Level of Service – The standard used to evaluate traffic operating conditions of the transportation system. This is a qualitative assessment of the quantitative effect of factors such as speed, volume of traffic, geometric features, traffic interruptions, delays and freedom to maneuver. Operating conditions are categorized as LOS A through LOS “F”. LOS A generally represents the most favorable driving conditions and LOS F represents the least favorable conditions. The Lakes at Valley West Traffic Impact Study  Mainline – The primary through roadway as distinct from ramps, auxiliary lanes, and collector-distributor roads.  Major Street – The street not controlled by stop signs at a two-way stop-controlled intersection.  Minor arterial – (General Definition) A functional category of a street allowing trips of moderate length within a relatively small geographical area.  Operational analysis – A use of capacity analysis to determine the level of service on an existing or projected facility, with known or projected traffic, roadway, and control conditions.  Peak Generator Hour – The single hour (or hours) in a day during which trip generation for a development or land use is highest.  Peak hour – Single hour (or hours) in a day during which the maximum traffic volume occurs on a given facility (roadway, intersection, etc.). Typically the peak hour is known as the “rush” hour that occurs during the AM or PM work commutes of the typical weekday. The absolute peak hour of the day can also be referred to as the design hour.  Peak Generator Hour – The peak hourly volume generated by a particular development or land use. In the context of traffic reports, the generator hour can occur in the morning and afternoon, described as AM and PM peak generator hours, respectively.  Peak hour factor – The hourly volume during the maximum-volume hour of the day divided by the peak 15-minute flow rate within the peak hour; a measure of traffic demand fluctuation within the peak hour.  Principal Arterial - (General Definition) A major surface street with relatively long trips between major points, and with through-trips entering, leaving, and passing through the urban area.  Queue – A line of vehicles, bicycles, or persons waiting to be served by the system in which the flow rate from the front of the queue determines the average speed within the queue. Slower moving vehicles or people joining the rear of the queue are usually considered a part of the queue.  Roadside obstruction – An object or barrier along a roadside or median that affects traffic flow, whether continuous (e.g., a retaining wall) or not continuous (e.g., light supports or a bridge abutment).  Road characteristic – A geometric characteristic of a street or highway, including the type of facility, number and width of lanes, shoulder widths and lateral clearances, design speed, and horizontal and vertical alignment.  Roundabout – An unsignalized intersection with a circulatory roadway around a central island with all entering vehicles yielding to the circulating traffic.  Shoulder – A portion of the roadway contiguous with the traveled way for accommodation of stopped vehicles, emergency use, and lateral support of the subbase, base, and surface courses.  Stopping sight distance – The length of road needed for a moving vehicle to come to a complete stop prior to an obstruction sighted on the road.  Total Entering Volume (TEV) – Total traffic entering and intersection during the weekday or a specified timeframe (such as a peak hour). The Lakes at Valley West Traffic Impact Study  Traffic conditions – A characteristic of traffic flow, including distribution of vehicle types in the traffic stream, directional distribution of traffic, lane use distribution of traffic, and type of driver population on a given facility.  Travel speed – The average speed, in miles per hour, of a traffic computed as the length of roadway segment divided by the average travel time of the vehicles traversing the segment.  Travel time – The average time spent by vehicles traversing a highway segment, including control delay, in seconds per vehicle of minutes per vehicle.  Trip Distribution and Assignment – The predicted travel patterns of vehicle trips as they approach and depart a land use. Distribution refers to the travel pattern, usually defined in percentages or fractions, and assignment refers to vehicle trip ends.  Traffic forecast – The predicted traffic volume of the analysis horizon year or time period. Most typically predicted for the weekday, AM peak hour, PM peak hour, or AM or PM peak generator hours of the typical weekday.  Traffic impact analysis – A traffic impact analysis (TIA) is an engineering and planning study that forecasts the potential traffic and transportation impacts of a proposed development on an area, neighborhood, or community. Reports can also be referred to as a traffic impact study (TIS).  Trip generation – The number of vehicle trips generated by a development or land use. Most typically predicted for the weekday, AM peak hour, PM peak hour, or AM or PM peak generator hours of the typical weekday.  Two-way left-turn lane – A lane in the median area that extends continuously along a street or highway and is marked to provide a deceleration and storage area, out of the through-traffic stream, for vehicles traveling in either direction to use in marking left turns at intersections and driveways.  Two-way stop-controlled – The type of traffic control at an intersection where drivers on the minor street or driver turning left from the major street wait for a gap in the major- street traffic to complete a maneuver. Typically the minor approaches are stop- controlled.  Unsignalized intersection – An intersection not controlled by traffic signals.  Upstream – The direction from which traffic is flowing.  Volume – The number of persons or vehicles passing a point on a lane, roadway, or other traffic-way during some time interval, often one hour, expressed in vehicles, bicycles, or persons per hour.  Volume-to-capacity ratio – The ratio of flow rate to capacity for a transportation facility.  Walkway – A facility provided for pedestrian movement and segregated from vehicle traffic by a curb, or provide for on a separate right-of-way. The Lakes at Valley West Traffic Impact Study Appendix B Summary Traffic Counts Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factor: Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 0 8 5 6 3 3 4 1 30 47.62%2.02%17 0.71 0.00%0.00%0.00% T 3 5 5 3 2 1 1 4 24 38.10%1.62%11 0.55 0.00%0.00%0.00% R 3 0 2 0 1 0 2 0 8 12.70%0.54%3 0.38 0.00%0.00%0.00% Bike/Ped 0 0 0 0 1 0 0 0 1 1.59%0.07%1 0.25 L 2 6 5 16 6 3 11 9 58 21.64%3.91%30 0.47 0.00%3.45%3.45% T 1 1 0 1 2 1 1 4 11 4.10%0.74%4 0.50 9.09%0.00%9.09% R 13 10 20 31 49 33 24 18 198 73.88%13.35%133 0.68 1.52%1.52%3.03% Bike/Ped 0 0 0 0 0 0 0 1 1 0.37%0.07%0 0.00 L 13 23 13 50 44 35 20 15 213 43.12%14.36%142 0.71 0.94%0.47%1.41% T 26 26 39 42 33 42 32 31 271 54.86%18.27%156 0.93 2.21%1.48%3.69% R 0 0 1 1 2 2 2 2 10 2.02%0.67%6 0.75 0.00%0.00%0.00% Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 1 1 0 0 0 1 0 0 3 0.46%0.20%1 0.25 0.00%0.00%0.00% T 23 52 68 77 57 57 35 32 401 60.94%27.04%259 0.84 1.00%1.50%2.49% R 17 29 43 41 38 23 33 29 253 38.45%17.06%145 0.84 1.98%0.40%2.37% Bike/Ped 0 0 0 0 0 0 0 1 1 0.15%0.07%0 0.00 102 161 201 268 238 201 165 147 1483 100.00%908 0.85 1.42%1.15%2.56% 732 868 908 872 751 Intersection Turning Movement Count Summary Hourly VolumeDurston RoadFrom the EastDurston RoadFrom the WestStart Time Cottonwood RoadFrom the NorthCottonwood RoadFrom the SouthIntersection Totals Weekday, AM Peak Period 1.00 Cottonwood Road & Durston Road Bozeman, Gallatin County, Montana Thursday, December 4, 2014 N:\5352\003\Traffic Data\Traffic Count Data\Cottonwood-Road_Durston-Road_AM_2014-12-04.xlsx Printed On: 12/5/2014 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factor: Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 3:00 3:15 3:30 3:45 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 1 3 3 1 2 1 1 3 3 2 3 2 25 48.08%1.02%11 0.92 0.00%0.00%0.00% T 1 2 2 2 3 2 2 2 2 1 1 0 20 38.46%0.81%6 0.75 0.00%0.00%0.00% R 0 0 1 0 0 2 2 1 0 0 0 0 6 11.54%0.24%1 0.25 0.00%0.00%0.00% Bike/Ped 0 1 0 0 0 0 0 0 0 0 0 0 1 1.92%0.04%0 0.00 L 5 11 23 12 17 31 11 19 15 25 11 23 203 32.95%8.25%70 0.70 1.48%0.49%1.97% T 2 2 0 1 6 4 3 3 6 1 4 6 38 6.17%1.54%14 0.58 0.00%0.00%0.00% R 29 31 43 19 26 28 32 22 42 37 41 25 375 60.88%15.24%142 0.85 0.80%1.60%2.40% Bike/Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 37 28 49 28 33 15 24 22 35 27 22 27 347 30.71%14.10%106 0.76 0.58%0.58%1.15% T 43 49 58 53 60 62 49 64 82 72 77 67 736 65.13%29.91%295 0.90 0.68%0.68%1.36% R 1 1 4 3 2 1 3 3 4 7 7 4 40 3.54%1.63%21 0.75 0.00%0.00%0.00% Bike/Ped 0 0 6 0 1 0 0 0 0 0 0 0 7 0.62%0.28%0 0.00 L 0 0 0 0 0 0 1 0 1 0 1 0 3 0.45%0.12%2 0.50 0.00%0.00%0.00% T 39 45 28 28 30 33 40 45 58 50 42 32 470 70.89%19.10%195 0.84 0.43%0.64%1.06% R 12 18 20 14 17 9 11 20 21 15 19 13 189 28.51%7.68%75 0.89 1.06%0.53%1.59% Bike/Ped 0 0 1 0 0 0 0 0 0 0 0 0 1 0.15%0.04%0 0.00 170 191 238 161 197 188 179 204 269 237 228 199 2461 100.00%938 0.87 0.69%0.73%1.42% 760 787 784 725 768 840 889 938 933 Intersection Turning Movement Count Summary Hourly VolumeDurston RoadFrom the EastDurston RoadFrom the WestStart Time Cottonwood RoadFrom the NorthCottonwood RoadFrom the SouthIntersection Totals Weekday, PM Peak Period 1.00 Cottonwood Road & Durston Road Bozeman, Gallatin County, Montana Thursday, December 4, 2014 N:\5352\003\Traffic Data\Traffic Count Data\Cottonwood-Road_Durston-Road_PM_2014-12-04.xlsx Printed On: 12/5/2014 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factor: Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 1 1 4 3 5 4 8 3 29 5.88%3.05%20 0.63 3.45%0.00%3.45% T 27 35 67 70 60 59 67 43 428 86.82%45.01%256 0.91 0.00%0.23%0.23% R 3 3 2 7 10 5 2 3 35 7.10%3.68%24 0.60 5.71%2.86%8.57% Bike/Ped 0 1 0 0 0 0 0 0 1 0.20%0.11%0 0.00 L 0 0 0 1 1 0 1 4 7 2.36%0.74%3 0.75 0.00%14.29%14.29% T 9 16 19 51 54 48 29 28 254 85.52%26.71%182 0.84 0.79%1.57%2.36% R 2 4 6 4 2 7 3 4 32 10.77%3.36%16 0.57 3.13%0.00%3.13% U-Turn 1 0 1 0 1 0 1 0 4 1.35%0.42%2 0.50 0.00%0.00%0.00% Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 6 6 10 14 14 10 8 9 77 71.30%8.10%46 0.82 0.00%0.00%0.00% T 3 0 2 2 2 4 1 0 14 12.96%1.47%9 0.56 7.14%0.00%7.14% R 3 1 2 3 4 3 0 1 17 15.74%1.79%10 0.63 0.00%0.00%0.00% Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 2 3 6 7 3 5 2 4 32 60.38%3.36%17 0.61 3.13%3.13%6.25% T 1 0 4 1 4 3 2 0 15 28.30%1.58%10 0.63 6.67%0.00%6.67% R 0 0 2 0 1 0 2 1 6 11.32%0.63%3 0.38 16.67%0.00%16.67% Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 58 70 125 163 161 148 126 100 951 100.00%598 0.92 1.05%0.84%1.89% 416 519 597 598 535 Intersection Turning Movement Count Summary Hourly VolumeW Babcock StFrom the EastW Babcock StFrom the WestStart Time Cottonwood RoadFrom the NorthCottonwood RoadFrom the SouthIntersection Totals Weekday, AM Peak Period 1.00 Cottonwood Road & West Babcock Street Bozeman, Gallatin County, Montana Thursday, December 4, 2014 N:\5352\003\Traffic Data\Traffic Count Data\Cottonwood-Road_West-Babcock-Street_AM_2014-12-04.xlsx Printed On: 12/8/2014 Page 1/1Intersection:Location:Date Count Performed:Count Time Period:Seasonal Adjustment Factor:Street/Approach Total Peak Hour % % Buses % HeavyRoad Movement 3:00 3:15 3:30 3:45 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total % %Volume PHF Trucks & RV'sVehiclesL 224532033102 275.03% 1.84% 7 0.58 0.00% 0.00% 0.00%T 38 40 57 56 40 44 30 34 36 40 33 21 469 87.34% 31.90% 143 0.89 0.43% 0.00% 0.43%R 122843334461 417.64% 2.79% 17 0.71 4.88% 4.88% 9.76%Bike/Ped000000000000 00.00% 0.00% 0 0.00L 031000120010 81.11% 0.54% 3 0.38 0.00% 0.00% 0.00%T 39 49 49 35 44 48 57 45 57 63 51 52 589 81.69% 40.07% 216 0.86 0.17% 1.36% 1.53%R 121177991191410131012216.92% 8.30% 46 0.82 0.00% 0.00% 0.00%U-Turn100001000000 20.28% 0.14% 0 0.00 0.00% 0.00% 0.00%Bike/Ped000000000000 00.00% 0.00% 0 0.00L 5552576871236 7154.20% 4.83% 30 0.63 0.00% 0.00% 0.00%T 101101120210 107.63% 0.68% 5 0.63 0.00% 10.00% 10.00%R 247258125445 4937.40% 3.33% 15 0.75 0.00% 0.00% 0.00%Bike/Ped000000000001 10.76% 0.07% 0 0.00L 443224237583 4758.02% 3.20% 23 0.72 0.00% 0.00% 0.00%T 011501214222 2125.93% 1.43% 9 0.56 0.00% 0.00% 0.00%R 040021102210 1316.05% 0.88% 5 0.63 0.00% 0.00% 0.00%Bike/Ped000000000000 00.00% 0.00% 0 0.00105 125 137 123 114 129 115 112 139 145 123 103 1470 100.00% 519 0.89 0.34% 0.75% 1.09%490 499 503 481 470 495 511 519 510Intersection Turning Movement Count SummaryHourly VolumeW Babcock StFrom the EastW Babcock StFrom the WestStart TimeCottonwood RoadFrom the NorthCottonwood RoadFrom the SouthIntersection TotalsWeekday, PM Peak Period1.00Cottonwood Road & West Babcock StreetBozeman, Gallatin County, MontanaThursday, December 4, 2014C:\Users\bwhite\Documents\MMI Projects\5352003 - TheLakesatValleyWest\Counts\Copy of Cottonwood-Road_West-Babcock-Street_PM_2014-12-04.xlsxPrinted On: 1/28/2015 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factor: Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 18 35 54 59 43 28 41 26 304 91.57%29.75%184 0.78 1.32%1.97%3.29% T 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% R 3 4 4 3 7 1 4 2 28 8.43%2.74%15 0.54 3.57%0.00%3.57% Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% R 0 0 0 0 2 0 0 0 2 100.00%0.20%2 0.25 100.00%0.00%100.00% Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 2 2 0.59%0.20%0 0.00 100.00%0.00%100.00% T 29 27 34 47 34 32 41 18 262 77.29%25.64%147 0.78 4.58%1.15%5.73% R 5 4 6 11 12 11 10 15 74 21.83%7.24%40 0.83 2.70%5.41%8.11% Bike/Ped 0 0 0 0 0 0 0 1 1 0.29%0.10%0 0.00 L 2 0 1 2 3 0 2 1 11 3.15%1.08%6 0.50 9.09%0.00%9.09% T 18 35 45 72 56 46 30 34 336 96.28%32.88%219 0.76 2.38%0.30%2.68% R 2 0 0 0 0 0 0 0 2 0.57%0.20%0 0.00 100.00%0.00%100.00% Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 77 105 144 194 157 118 128 99 1022 100.00%613 0.79 3.33%1.37%4.70% 520 600 613 597 502 Intersection Turning Movement Count Summary Hourly VolumeDurston RoadFrom the EastDurston RoadFrom the WestStart Time Laurel ParkwayFrom the NorthLaurel Parkway(Future)From the SouthIntersection Totals Weekday, AM Peak Period 1.00 Durston Road & Laurel Parkway Bozeman, Gallatin County, Montana Thursday, December 4, 2014 N:\5352\003\Traffic Data\Traffic Count Data\Durston-Road_Laurel-Parkway_AM_2014-12-04.xlsx Printed On: 12/4/2014 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factor: Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 3:00 3:15 3:30 3:45 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 15 22 14 17 21 24 11 21 29 27 38 25 264 90.72%16.38%115 0.76 0.00%1.14%1.14% T 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% R 3 1 0 1 4 1 5 1 4 2 1 2 25 8.59%1.55%8 0.50 8.00%0.00%8.00% Bike/Ped 0 0 2 0 0 0 0 0 0 0 0 0 2 0.69%0.12%0 0.00 L 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% R 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Bike/Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 43 33 44 42 49 59 34 48 50 50 43 37 532 60.45%33.00%191 0.96 2.07%0.56%2.63% R 19 22 23 21 24 40 24 25 29 48 37 35 347 39.43%21.53%139 0.72 0.86%1.15%2.02% Bike/Ped 0 0 0 0 0 1 0 0 0 0 0 0 1 0.11%0.06%0 0.00 L 2 2 1 2 5 3 2 0 5 5 3 6 36 8.16%2.23%13 0.65 5.56%0.00%5.56% T 42 37 33 23 24 26 23 52 49 40 33 21 403 91.38%25.00%174 0.84 1.24%0.25%1.49% R 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Bike/Ped 0 0 1 0 1 0 0 0 0 0 0 0 2 0.45%0.12%0 0.00 124 117 118 106 128 154 99 147 166 172 155 126 1612 100.00%640 0.93 1.43%0.68%2.11% 465 469 506 487 528 566 584 640 619 Intersection Turning Movement Count Summary Hourly VolumeDurston RoadFrom the EastDurston RoadFrom the WestStart Time Cottonwood RoadFrom the NorthCottonwood RoadFrom the SouthIntersection Totals Weekday, PM Peak Period 1.00 Durston Road & Laurel Parkway Bozeman, Gallatin County, Montana Thursday, December 4, 2014 N:\5352\003\Traffic Data\Traffic Count Data\Durston-Road_Laurel-Parkway_PM_2014-12-04.xlsx Printed On: 12/5/2014 The Lakes at Valley West Traffic Impact Study Appendix C LOS Summary Worksheets 1: Cottonwood Road & Durston Road Existing - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 5.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 259 145 142 156 6 30 4 133 17 11 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 305 171 167 184 7 35 5 156 20 13 4 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 191 0 0 475 0 0 921 917 390 994 999 187 Stage 1 - - - - - - 392 392 - 521 521 - Stage 2 - - -- - - 529 525 - 473 478 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1383 - - 1087 - - 251 272 658 224 243 855 Stage 1 - - -- - - 633 606 - 539 532 - Stage 2 - - -- - - 533 529 - 572 556 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1383 - - 1087 - - 206 225 658 146 201 855 Mov Cap-2 Maneuver - - -- - - 206 225 - 146 201 - Stage 1 - - -- - - 632 605 - 538 440 - Stage 2 - - -- - - 427 438 - 432 555 - Approach EB WB NB SB HCM Control Delay, s 0 4.2 18.7 30.5 HCM LOS C D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)457 1383 - - 1087 - - 177 HCM Lane V/C Ratio 0.43 0.001 - - 0.154 - - 0.206 HCM Control Delay (s) 18.7 7.6 0 - 8.9 0 - 30.5 HCM Lane LOS C A A - A A - D HCM 95th %tile Q(veh) 2.1 0 - - 0.5 - - 0.7 2: Durston Road & Westgate Avenue Existing - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 1 213 3 159 12 2 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 80 80 80 80 80 80 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1 266 4 199 15 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 203 0 - 0 372 103 Stage 1 - -- - 103 - Stage 2 - -- - 269 - 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 1369 -- - 629 952 Stage 1 - -- - 921 - Stage 2 - -- - 776 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1369 - - - 628 952 Mov Cap-2 Maneuver - -- - 628 - Stage 1 - -- - 921 - Stage 2 - -- - 775 - Approach EB WB SB HCM Control Delay, s 0 0 10.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1369 - - - 660 HCM Lane V/C Ratio 0.001 - - - 0.027 HCM Control Delay (s) 7.6 0 - - 10.6 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.1 3: Durston Road & Laurel Parrkway Existing - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 5.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 6 219 147 40 184 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - -- - 50 0 Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 8 277 186 51 233 19 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 237 0 - 0 503 211 Stage 1 - -- - 211 - Stage 2 - -- - 292 - 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 1330 -- - 528 829 Stage 1 - -- - 824 - Stage 2 - -- - 758 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1330 - - - 524 829 Mov Cap-2 Maneuver - -- - 524 - Stage 1 - -- - 824 - Stage 2 - -- - 753 - Approach EB WB SB HCM Control Delay, s 0.2 0 16.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1SBLn2 Capacity (veh/h)1330 - - - 524 829 HCM Lane V/C Ratio 0.006 - - - 0.444 0.023 HCM Control Delay (s) 7.7 0 - - 17.3 9.4 HCM Lane LOS A A - - C A HCM 95th %tile Q(veh) 0 - - - 2.3 0.1 4: Cottonwood Road & West Babcock Street Existing - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 17 10 3 46 9 10 3 182 16 20 256 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 18 11 3 50 10 11 3 198 17 22 278 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 550 539 152 392 552 198 304 0 0 198 0 0 Stage 1 335 335 - 204 204 - - - - - - - Stage 2 215 204 - 188 348 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 432 448 868 554 441 842 1254 - - 1375 - - Stage 1 653 642 - 797 732 -- - -- - - Stage 2 787 732 - 796 633 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 413 440 868 534 433 842 1254 - - 1375 - - Mov Cap-2 Maneuver 413 440 - 534 433 -- - -- - - Stage 1 651 632 - 795 730 -- - -- - - Stage 2 765 730 - 767 623 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 13.4 12.1 0.1 0.5 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1254 - - 413 496 534 582 1375 - - HCM Lane V/C Ratio 0.003 - - 0.045 0.028 0.094 0.035 0.016 - - HCM Control Delay (s) 7.9 - - 14.1 12.5 12.4 11.4 7.7 - - HCM Lane LOS A - -BBBBA - - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0.3 0.1 0 - - 1: Cottonwood Road & Durston Road Existing - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 7.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 195 75 106 265 21 70 14 142 11 6 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 - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 224 86 122 305 24 80 16 163 13 7 1 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 329 0 0 310 0 0 836 844 267 921 875 317 Stage 1 - - - - - - 272 272 - 560 560 - Stage 2 - - -- - - 564 572 - 361 315 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1231 - - 1250 - - 287 300 772 251 288 724 Stage 1 - - -- - - 734 685 - 513 511 - Stage 2 - - -- - - 510 504 - 657 656 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1231 - - 1250 - - 255 263 772 171 253 724 Mov Cap-2 Maneuver - - -- - - 255 263 - 171 253 - Stage 1 - - -- - - 733 684 - 512 450 - Stage 2 - - -- - - 441 444 - 505 655 - Approach EB WB NB SB HCM Control Delay, s 0.1 2.2 24.1 25 HCM LOS C D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)442 1231 - - 1250 - - 201 HCM Lane V/C Ratio 0.588 0.002 - - 0.097 - - 0.103 HCM Control Delay (s) 24.1 7.9 0 - 8.2 0 - 25 HCM Lane LOS C A A - A A - D HCM 95th %tile Q(veh) 3.7 0 - - 0.3 - - 0.3 2: Durston Road & Westgate Avenue Existing - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 3 179 187 12 8 2 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 3 195 203 13 9 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 216 0 - 0 411 210 Stage 1 - -- - 210 - Stage 2 - -- - 201 - 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 1354 -- - 597 830 Stage 1 - -- - 825 - Stage 2 - -- - 833 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1354 - - - 596 830 Mov Cap-2 Maneuver - -- - 596 - Stage 1 - -- - 825 - Stage 2 - -- - 831 - Approach EB WB SB HCM Control Delay, s 0.1 0 10.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1354 - - - 632 HCM Lane V/C Ratio 0.002 - - - 0.017 HCM Control Delay (s) 7.7 0 - - 10.8 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.1 3: Durston Road Existing - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 13 174 191 139 115 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - -- - 50 0 Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 14 187 205 149 124 9 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 355 0 - 0 495 280 Stage 1 - -- - 280 - Stage 2 - -- - 215 - 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 1204 -- - 534 759 Stage 1 - -- - 767 - Stage 2 - -- - 821 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1204 - - - 527 759 Mov Cap-2 Maneuver - -- - 527 - Stage 1 - -- - 767 - Stage 2 - -- - 810 - Approach EB WB SB HCM Control Delay, s 0.6 0 13.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1SBLn2 Capacity (veh/h)1204 - - - 527 759 HCM Lane V/C Ratio 0.012 - - - 0.235 0.011 HCM Control Delay (s) 8 0 - - 13.9 9.8 HCM Lane LOS A A - - B A HCM 95th %tile Q(veh) 0 - - - 0.9 0 4: Cottonwood Road & West Babcock Street Existing - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 23 9 5 30 5 15 2 216 46 7 143 17 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 26 10 6 34 6 17 2 243 52 8 161 19 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 444 433 90 348 443 243 180 0 0 243 0 0 Stage 1 186 186 - 247 247 - - - - - - - Stage 2 258 247 - 101 196 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 511 515 950 594 508 795 1393 - - 1323 - - Stage 1 798 745 - 756 701 -- - -- - - Stage 2 746 701 - 895 738 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 493 511 950 578 504 795 1393 - - 1323 - - Mov Cap-2 Maneuver 493 511 - 578 504 -- - -- - - Stage 1 797 740 - 755 700 -- - -- - - Stage 2 723 700 - 872 734 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 12.1 11.1 0.1 0.3 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1393 - - 493 612 578 695 1323 - - HCM Lane V/C Ratio 0.002 - - 0.052 0.026 0.058 0.032 0.006 - - HCM Control Delay (s) 7.6 - - 12.7 11 11.6 10.4 7.7 - - HCM Lane LOS A - -BBBBA - - HCM 95th %tile Q(veh) 0 - - 0.2 0.1 0.2 0.1 0 - - 1: Cottonwood Road & Durston Road Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 16.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 348 195 191 210 8 40 5 179 23 15 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 409 229 225 247 9 47 6 211 27 18 5 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 256 0 0 639 0 0 1238 1232 524 1336 1342 252 Stage 1 - - - - - - 526 526 - 701 701 - Stage 2 - - -- - - 712 706 - 635 641 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1309 - - 945 - - 152 177 553 130 152 787 Stage 1 - - -- - - 535 529 - 429 441 - Stage 2 - - -- - - 423 439 - 467 469 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1309 - - 945 - - 105 128 553 61 110 787 Mov Cap-2 Maneuver - - -- - - 105 128 - 61 110 - Stage 1 - - -- - - 534 528 - 429 318 - Stage 2 - - -- - - 287 317 - 286 469 - Approach EB WB NB SB HCM Control Delay, s 0 4.7 63.1 102.8 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)301 1309 - - 945 - - 81 HCM Lane V/C Ratio 0.876 0.001 - - 0.238 - - 0.61 HCM Control Delay (s) 63.1 7.8 0 - 10 0 - 102.8 HCM Lane LOS F A A - A A - F HCM 95th %tile Q(veh) 7.9 0 - - 0.9 - - 2.8 2: Durston Road & Westgate Avenue Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 1 286 4 214 16 3 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 80 80 80 80 80 80 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1 358 5 268 20 4 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 273 0 - 0 499 139 Stage 1 - -- - 139 - Stage 2 - -- - 360 - 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 1290 -- - 531 909 Stage 1 - -- - 888 - Stage 2 - -- - 706 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1290 - - - 530 909 Mov Cap-2 Maneuver - -- - 530 - Stage 1 - -- - 888 - Stage 2 - -- - 705 - Approach EB WB SB HCM Control Delay, s 0 0 11.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1290 - - - 567 HCM Lane V/C Ratio 0.001 - - - 0.042 HCM Control Delay (s) 7.8 0 - - 11.6 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.1 3: Durston Road & Laurel Parkway Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 9.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 8 254 198 54 247 20 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - -- - 50 0 Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 10 322 251 68 313 25 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 319 0 - 0 627 285 Stage 1 - -- - 285 - Stage 2 - -- - 342 - 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 1241 -- - 447 754 Stage 1 - -- - 763 - Stage 2 - -- - 719 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1241 - - - 443 754 Mov Cap-2 Maneuver - -- - 443 - Stage 1 - -- - 763 - Stage 2 - -- - 712 - Approach EB WB SB HCM Control Delay, s 0.2 0 28.9 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1SBLn2 Capacity (veh/h)1241 - - - 443 754 HCM Lane V/C Ratio 0.008 - - - 0.706 0.034 HCM Control Delay (s) 7.9 0 - - 30.4 9.9 HCM Lane LOS A A - - D A HCM 95th %tile Q(veh) 0 - - - 5.4 0.1 4: Cottonwood Road & West Babcock Street Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 2.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 23 13 4 62 12 13 4 245 22 27 344 32 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 25 14 4 67 13 14 4 266 24 29 374 35 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 739 725 204 528 742 266 409 0 0 266 0 0 Stage 1 450 450 - 275 275 - - - - - - - Stage 2 289 275 - 253 467 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 319 351 803 447 343 772 1146 - - 1298 - - Stage 1 559 571 - 730 682 -- - -- - - Stage 2 718 682 - 730 561 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 298 342 803 422 334 772 1146 - - 1298 - - Mov Cap-2 Maneuver 298 342 - 422 334 -- - -- - - Stage 1 557 558 - 727 680 -- - -- - - Stage 2 689 680 - 692 548 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 16.7 14.5 0.1 0.5 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1146 - - 298 395 422 474 1298 - - HCM Lane V/C Ratio 0.004 - - 0.084 0.047 0.16 0.057 0.023 - - HCM Control Delay (s) 8.2 - - 18.2 14.6 15.1 13.1 7.8 - - HCM Lane LOS A - - C B C B A - - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0.6 0.2 0.1 - - 1: Cottonwood Road & Durston Road Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 44.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 262 101 142 396 28 94 19 191 15 8 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 - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 301 116 163 455 32 108 22 220 17 9 1 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 487 0 0 417 0 0 1169 1180 359 1285 1222 471 Stage 1 - - - - - - 366 366 - 798 798 - Stage 2 - - -- - - 803 814 - 487 424 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1076 - - 1142 - - 170 190 685 142 180 593 Stage 1 - - -- - - 653 623 - 380 398 - Stage 2 - - -- - - 377 391 - 562 587 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1076 - - 1142 - - 137 152 685 73 144 593 Mov Cap-2 Maneuver - - -- - - 137 152 - 73 144 - Stage 1 - - -- - - 650 621 - 378 320 - Stage 2 - - -- - - 293 314 - 367 585 - Approach EB WB NB SB HCM Control Delay, s 0.1 2.2 177.2 60.9 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)279 1076 - - 1142 - - 91 HCM Lane V/C Ratio 1.252 0.003 - - 0.143 - - 0.303 HCM Control Delay (s) 177.2 8.4 0 - 8.7 0 - 60.9 HCM Lane LOS F A A - A A - F HCM 95th %tile Q(veh) 16.7 0 - - 0.5 - - 1.1 2: Durston Road & Westgate Avenue Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 4 241 251 16 11 3 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 4 262 273 17 12 3 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 290 0 - 0 553 282 Stage 1 - -- - 282 - Stage 2 - -- - 271 - 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 1272 -- - 494 757 Stage 1 - -- - 766 - Stage 2 - -- - 775 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1272 - - - 492 757 Mov Cap-2 Maneuver - -- - 492 - Stage 1 - -- - 766 - Stage 2 - -- - 772 - Approach EB WB SB HCM Control Delay, s 0.1 0 12 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1272 - - - 532 HCM Lane V/C Ratio 0.003 - - - 0.029 HCM Control Delay (s) 7.8 0 - - 12 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.1 3: Durston Road Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 3.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 17 234 257 187 155 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - -- - 50 0 Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 18 252 276 201 167 12 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 477 0 - 0 665 377 Stage 1 - -- - 377 - Stage 2 - -- - 288 - 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 1085 -- - 425 670 Stage 1 - -- - 694 - Stage 2 - -- - 761 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1085 - - - 417 670 Mov Cap-2 Maneuver - -- - 417 - Stage 1 - -- - 694 - Stage 2 - -- - 747 - Approach EB WB SB HCM Control Delay, s 0.6 0 18.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1SBLn2 Capacity (veh/h)1085 - - - 417 670 HCM Lane V/C Ratio 0.017 - - - 0.4 0.018 HCM Control Delay (s) 8.4 0 - - 19.3 10.5 HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) 0.1 - - - 1.9 0.1 4: Cottonwood Road & West Babcock Street Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 31 12 7 40 7 20 4 290 62 9 192 23 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 13 8 45 8 22 4 326 70 10 216 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 599 584 121 470 597 326 242 0 0 326 0 0 Stage 1 249 249 - 335 335 - - - - - - - Stage 2 350 335 - 135 262 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 399 423 908 490 416 714 1322 - - 1234 - - Stage 1 734 700 - 678 642 -- - -- - - Stage 2 666 642 - 855 691 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 378 418 908 470 411 714 1322 - - 1234 - - Mov Cap-2 Maneuver 378 418 - 470 411 -- - -- - - Stage 1 732 694 - 676 640 -- - -- - - Stage 2 635 640 - 824 685 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 14.2 12.6 0.1 0.3 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1322 - - 378 522 470 599 1234 - - HCM Lane V/C Ratio 0.003 - - 0.092 0.041 0.096 0.051 0.008 - - HCM Control Delay (s) 7.7 - - 15.5 12.2 13.5 11.3 7.9 - - HCM Lane LOS A - - C BBBA - - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0.3 0.2 0 - - 1: Cottonwood Road & Durston Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 43.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 418 244 191 228 8 53 5 179 23 15 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 492 287 225 268 9 62 6 211 27 18 5 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 278 0 0 779 0 0 1372 1365 635 1468 1503 273 Stage 1 - - - - - - 638 638 - 722 722 - Stage 2 - - -- - - 734 727 - 746 781 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1285 - - 838 - - 123 147 478 106 122 766 Stage 1 - - -- - - 465 471 - 418 431 - Stage 2 - - -- - - 412 429 - 405 405 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1285 - - 838 - - 78 100 478 43 83 766 Mov Cap-2 Maneuver - - -- - - 78 100 - 43 83 - Stage 1 - - -- - - 465 471 - 418 294 - Stage 2 - - -- - - 262 293 - 224 405 - Approach EB WB NB SB HCM Control Delay, s 0 4.9 207.8 191.6 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)215 1285 - - 838 - - 58 HCM Lane V/C Ratio 1.297 0.001 - - 0.268 - - 0.852 HCM Control Delay (s) 207.8 7.8 0 - 10.9 0 - 191.6 HCM Lane LOS F A A - B A - F HCM 95th %tile Q(veh) 15 0 - - 1.1 - - 3.8 2: Westgate Avenue & Durston Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 290 2 13 226 4 8 0 48 16 0 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 354 2 16 276 5 10 0 59 20 0 4 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 280 0 0 356 0 0 669 669 355 697 669 278 Stage 1 - - - - - - 357 357 - 310 310 - Stage 2 - - -- - - 312 312 - 387 359 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1283 - - 1203 - - 371 379 689 356 379 761 Stage 1 - - -- - - 661 628 - 700 659 - Stage 2 - - -- - - 699 658 - 637 627 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1283 - - 1203 - - 364 373 689 322 373 761 Mov Cap-2 Maneuver - - -- - - 364 373 - 322 373 - Stage 1 - - -- - - 660 627 - 699 648 - Stage 2 - - -- - - 685 647 - 582 626 - Approach EB WB NB SB HCM Control Delay, s 0 0.4 11.6 15.9 HCM LOS B C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)611 1283 - - 1203 - - 354 HCM Lane V/C Ratio 0.112 0.001 - - 0.013 - - 0.065 HCM Control Delay (s) 11.6 7.8 0 - 8 0 - 15.9 HCM Lane LOS B A A - A A - C HCM 95th %tile Q(veh) 0.4 0 - - 0 - - 0.2 3: Laurel Parkway & Durston Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 43 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 8 343 3 16 213 54 10 0 60 247 0 20 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 - - -- - -- - 50 50 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 10 434 4 20 270 68 13 0 76 313 0 25 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 338 0 0 438 0 0 813 834 436 800 802 304 Stage 1 - - - - - - 456 456 - 344 344 - Stage 2 - - -- - - 357 378 - 456 458 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1221 - - 1122 - - 297 304 620 ~ 303 317 736 Stage 1 - - -- - - 584 568 - 671 637 - Stage 2 - - -- - - 661 615 - 584 567 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1221 - - 1122 - - 280 294 620 ~ 259 307 736 Mov Cap-2 Maneuver - - -- - - 280 294 - ~ 259 307 - Stage 1 - - -- - - 578 562 - 664 623 - Stage 2 - - -- - - 624 601 - 507 561 - Approach EB WB NB SB HCM Control Delay, s 0.2 0.5 12.6 152.6 HCM LOS B F Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)280 620 1221 - - 1122 - - 259 736 HCM Lane V/C Ratio 0.045 0.122 0.008 - - 0.018 - - 1.207 0.034 HCM Control Delay (s) 18.5 11.6 8 0 - 8.3 0 - 164.1 10.1 HCM Lane LOS C B A A - A A - F B HCM 95th %tile Q(veh) 0.1 0.4 0 - - 0.1 - - 14.7 0.1 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 4: Cottonwood Road & West Babcock Street Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 23 13 4 62 12 15 4 256 22 34 386 32 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 25 14 4 67 13 16 4 278 24 37 420 35 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 813 798 227 578 815 278 454 0 0 278 0 0 Stage 1 511 511 - 287 287 - - - - - - - Stage 2 302 287 - 291 528 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 283 318 777 413 311 760 1103 - - 1285 - - Stage 1 514 536 - 720 674 -- - -- - - Stage 2 706 674 - 693 527 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 261 308 777 387 301 760 1103 - - 1285 - - Mov Cap-2 Maneuver 261 308 - 387 301 -- - -- - - Stage 1 512 521 - 717 672 -- - -- - - Stage 2 675 672 - 651 512 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 18.2 15.5 0.1 0.6 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1103 - - 261 359 387 453 1285 - - HCM Lane V/C Ratio 0.004 - - 0.096 0.051 0.174 0.065 0.029 - - HCM Control Delay (s) 8.3 - - 20.2 15.6 16.3 13.5 7.9 - - HCM Lane LOS A - - C C C B A - - HCM 95th %tile Q(veh) 0 - - 0.3 0.2 0.6 0.2 0.1 - - 5: Durston Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 652 1 3 282 3 11 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 90 82 82 82 82 82 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 724 1 4 344 4 13 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 726 0 1076 725 Stage 1 - -- -725 - Stage 2 - -- -351 - 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 - - 877 -243 425 Stage 1 - -- -479 - Stage 2 - -- -713 - Platoon blocked, %- -- Mov Cap-1 Maneuver - - 877 -242 425 Mov Cap-2 Maneuver - -- -242 - Stage 1 - -- -479 - Stage 2 - -- -709 - Approach EB WB NB HCM Control Delay, s 0 0.1 15.3 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)366 - - 877 - HCM Lane V/C Ratio 0.047 - - 0.004 - HCM Control Delay (s) 15.3 - - 9.1 0 HCM Lane LOS C - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - 1: Cottonwood Road & Durston Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 138.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 301 128 142 468 28 144 19 191 15 8 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 - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 346 147 163 538 32 166 22 220 17 9 1 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 570 0 0 493 0 0 1312 1323 420 1427 1380 554 Stage 1 - - - - - - 426 426 - 880 880 - Stage 2 - - -- - - 886 897 - 547 500 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1002 - - 1071 - - ~ 136 156 633 113 144 532 Stage 1 - - -- - - 606 586 - 342 365 - Stage 2 - - -- - - 339 358 - 521 543 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1002 - - 1071 - - ~ 105 121 633 53 111 532 Mov Cap-2 Maneuver - - -- - - ~ 105 121 - 53 111 - Stage 1 - - -- - - 604 584 - 341 283 - Stage 2 - - -- - - 254 278 - 326 541 - Approach EB WB NB SB HCM Control Delay, s 0.1 2 $ 555.6 92.1 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)193 1002 - - 1071 - - 67 HCM Lane V/C Ratio 2.108 0.003 - - 0.152 - - 0.412 HCM Control Delay (s) $ 555.6 8.6 0 - 9 0 - 92.1 HCM Lane LOS F A A - A A - F HCM 95th %tile Q(veh) 31.6 0 - - 0.5 - - 1.6 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2: Westgate Avenue & Durston Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 4 253 9 49 258 16 5 0 27 11 0 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 4 281 10 54 287 18 6 0 30 12 0 3 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 304 0 0 291 0 0 701 708 286 714 704 296 Stage 1 - - - - - - 295 295 - 404 404 - Stage 2 - - -- - - 406 413 - 310 300 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1257 - - 1271 - - 353 360 753 346 361 743 Stage 1 - - -- - - 713 669 - 623 599 - Stage 2 - - -- - - 622 594 - 700 666 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1257 - - 1271 - - 337 340 753 318 341 743 Mov Cap-2 Maneuver - - -- - - 337 340 - 318 341 - Stage 1 - - -- - - 710 666 - 621 568 - Stage 2 - - -- - - 588 564 - 669 663 - Approach EB WB NB SB HCM Control Delay, s 0.1 1.2 11 15.4 HCM LOS B C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)631 1257 - - 1271 - - 362 HCM Lane V/C Ratio 0.056 0.004 - - 0.043 - - 0.043 HCM Control Delay (s) 11 7.9 0 - 8 0 - 15.4 HCM Lane LOS B A A - A A - C HCM 95th %tile Q(veh) 0.2 0 - - 0.1 - - 0.1 3: Laurel Parkway & Durston Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 10.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 17 263 10 61 307 187 5 0 34 155 0 11 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 - - -- - -- - 50 50 - - 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 2 2 2 Mvmt Flow 19 292 11 68 341 208 6 0 38 172 0 12 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 549 0 0 303 0 0 923 1020 298 917 922 445 Stage 1 - - - - - - 336 336 - 581 581 - Stage 2 - - -- - - 587 684 - 336 341 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1021 - - 1258 - - 250 237 741 253 270 613 Stage 1 - - -- - - 678 642 - 499 500 - Stage 2 - - -- - - 496 449 - 678 639 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1021 - - 1258 - - 226 213 741 222 243 613 Mov Cap-2 Maneuver - - -- - - 226 213 - 222 243 - Stage 1 - - -- - - 663 628 - 488 460 - Stage 2 - - -- - - 447 413 - 629 625 - Approach EB WB NB SB HCM Control Delay, s 0.5 0.9 11.5 58.1 HCM LOS B F Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)226 741 1021 - - 1258 - - 222 613 HCM Lane V/C Ratio 0.025 0.051 0.019 - - 0.054 - - 0.776 0.02 HCM Control Delay (s) 21.3 10.1 8.6 0 - 8 0 - 61.4 11 HCM Lane LOS C B A A - A A - F B HCM 95th %tile Q(veh) 0.1 0.2 0.1 - - 0.2 - - 5.5 0.1 4: Cottonwood Road & West Babcock Street Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 31 12 7 40 7 27 4 333 62 13 216 23 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 13 8 45 8 30 4 374 70 15 243 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 687 668 134 540 681 374 269 0 0 374 0 0 Stage 1 285 285 - 383 383 - - - - - - - Stage 2 402 383 - 157 298 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 347 378 891 438 372 671 1292 - - 1184 - - Stage 1 699 675 - 639 611 -- - -- - - Stage 2 624 611 - 830 666 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 322 372 891 417 366 671 1292 - - 1184 - - Mov Cap-2 Maneuver 322 372 - 417 366 -- - -- - - Stage 1 697 666 - 637 609 -- - -- - - Stage 2 586 609 - 796 658 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 15.8 13.3 0.1 0.4 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1292 - - 322 474 417 573 1184 - - HCM Lane V/C Ratio 0.003 - - 0.108 0.045 0.108 0.067 0.012 - - HCM Control Delay (s) 7.8 - - 17.5 13 14.7 11.7 8.1 - - HCM Lane LOS A - - C BBBA - - HCM 95th %tile Q(veh) 0 - - 0.4 0.1 0.4 0.2 0 - - 5: Durston Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 627 3 11 554 2 6 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 90 90 90 90 90 90 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 697 3 12 616 2 7 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 700 0 1338 698 Stage 1 - -- -698 - Stage 2 - -- -640 - 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 - - 897 -169 440 Stage 1 - -- -494 - Stage 2 - -- -525 - Platoon blocked, %- -- Mov Cap-1 Maneuver - - 897 -166 440 Mov Cap-2 Maneuver - -- -166 - Stage 1 - -- -494 - Stage 2 - -- -515 - Approach EB WB NB HCM Control Delay, s 0 0.2 16.9 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)311 - - 897 - HCM Lane V/C Ratio 0.029 - - 0.014 - HCM Control Delay (s) 16.9 - - 9.1 0 HCM Lane LOS C - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - 1: Cottonwood Road & Durston Road FWO (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 103.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 322 175 161 184 29 43 28 158 85 79 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 379 206 189 216 34 51 33 186 100 93 4 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 251 0 0 585 0 0 1145 1113 482 1206 1199 234 Stage 1 - - - - - - 484 484 - 612 612 - Stage 2 - - -- - - 661 629 - 594 587 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1314 - - 990 - - 177 208 584 160 185 805 Stage 1 - - -- - - 564 552 - 480 484 - Stage 2 - - -- - - 452 475 - 491 497 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1314 - - 990 - - 72 161 584 ~ 77 144 805 Mov Cap-2 Maneuver - - -- - - 72 161 - ~ 77 144 - Stage 1 - - -- - - 563 551 - 480 376 - Stage 2 - - -- - - 263 369 - 314 497 - Approach EB WB NB SB HCM Control Delay, s 0 4.1 179.5 $ 529.8 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)220 1314 - - 990 - - 101 HCM Lane V/C Ratio 1.225 0.001 - - 0.191 - - 1.945 HCM Control Delay (s) 179.5 7.7 0 - 9.5 0 -$ 529.8 HCM Lane LOS F A A - A A - F HCM 95th %tile Q(veh) 13.6 0 - - 0.7 - - 16.4 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2: Durston Road & Westgate Avenue FWO (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 1 226 169 3 13 2 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 80 80 80 80 80 80 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1 282 211 4 16 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 215 0 - 0 498 213 Stage 1 - -- - 213 - Stage 2 - -- - 285 - 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 1355 -- - 532 827 Stage 1 - -- - 823 - Stage 2 - -- - 763 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1355 - - - 531 827 Mov Cap-2 Maneuver - -- - 531 - Stage 1 - -- - 823 - Stage 2 - -- - 762 - Approach EB WB SB HCM Control Delay, s 0 0 11.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1355 - - - 558 HCM Lane V/C Ratio 0.001 - - - 0.034 HCM Control Delay (s) 7.7 0 - - 11.7 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.1 3: Durston Road FWO (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 7.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 9 245 170 52 226 23 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - -- - 50 0 Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 310 215 66 286 29 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 281 0 - 0 581 248 Stage 1 - -- - 248 - Stage 2 - -- - 333 - 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 1282 -- - 476 791 Stage 1 - -- - 793 - Stage 2 - -- - 726 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1282 - - - 471 791 Mov Cap-2 Maneuver - -- - 471 - Stage 1 - -- - 793 - Stage 2 - -- - 719 - Approach EB WB SB HCM Control Delay, s 0.3 0 22.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1SBLn2 Capacity (veh/h)1282 - - - 471 791 HCM Lane V/C Ratio 0.009 - - - 0.607 0.037 HCM Control Delay (s) 7.8 0 - - 23.8 9.7 HCM Lane LOS A A - - C A HCM 95th %tile Q(veh) 0 - - - 4 0.1 4: Cottonwood Road & West Babcock Street FWO (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 19 11 3 56 10 25 3 233 20 62 329 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 21 12 3 61 11 27 3 253 22 67 358 29 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 786 767 193 580 782 253 387 0 0 253 0 0 Stage 1 507 507 - 260 260 - - - - - - - Stage 2 279 260 - 320 522 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 296 332 817 411 325 785 1168 - - 1312 - - Stage 1 517 538 - 744 692 -- - -- - - Stage 2 727 692 - 667 530 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 267 314 817 381 308 785 1168 - - 1312 - - Mov Cap-2 Maneuver 267 314 - 381 308 -- - -- - - Stage 1 516 511 - 742 690 -- - -- - - Stage 2 689 690 - 616 503 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 17.8 14.6 0.1 1.2 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1168 - - 267 362 381 544 1312 - - HCM Lane V/C Ratio 0.003 - - 0.077 0.042 0.16 0.07 0.051 - - HCM Control Delay (s) 8.1 - - 19.6 15.4 16.2 12.1 7.9 - - HCM Lane LOS A - - C C C B A - - HCM 95th %tile Q(veh) 0 - - 0.2 0.1 0.6 0.2 0.2 - - 1: Cottonwood Road & Durston Road Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 155 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 238 96 129 367 98 94 91 164 54 51 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 - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 274 110 148 422 113 108 105 189 62 59 1 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 534 0 0 384 0 0 1138 1164 329 1255 1164 478 Stage 1 - - - - - - 333 333 - 775 775 - Stage 2 - - -- - - 805 831 - 480 389 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1034 - - 1174 - - 179 194 712 148 194 587 Stage 1 - - -- - - 681 644 - 391 408 - Stage 2 - - -- - - 376 384 - 567 608 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1034 - - 1174 - - 110 158 712 ~ 45 158 587 Mov Cap-2 Maneuver - - -- - - 110 158 - ~ 45 158 - Stage 1 - - -- - - 680 643 - 390 333 - Stage 2 - - -- - - 253 314 - 348 607 - Approach EB WB NB SB HCM Control Delay, s 0.1 1.8 $ 465 $ 483.9 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)210 1034 - - 1174 - - 70 HCM Lane V/C Ratio 1.91 0.002 - - 0.126 - - 1.741 HCM Control Delay (s) $ 465 8.5 0 - 8.5 0 -$ 483.9 HCM Lane LOS F A A - A A - F HCM 95th %tile Q(veh) 29.1 0 - - 0.4 - - 10.7 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2: Durston Road Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 3 212 216 13 9 2 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 3 230 235 14 10 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 249 0 - 0 479 242 Stage 1 - -- - 242 - Stage 2 - -- - 237 - 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 -- - 545 797 Stage 1 - -- - 798 - Stage 2 - -- - 802 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1317 - - - 543 797 Mov Cap-2 Maneuver - -- - 543 - Stage 1 - -- - 798 - Stage 2 - -- - 800 - Approach EB WB SB HCM Control Delay, s 0.1 0 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1317 - - - 576 HCM Lane V/C Ratio 0.002 - - - 0.021 HCM Control Delay (s) 7.7 0 - - 11.4 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.1 3: Durston Road Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 3.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 20 200 216 180 142 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - -- - 50 0 Veh in Median Storage, # - 0 0 - 0 - Grade, %- 0 0 - 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 22 215 232 194 153 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 426 0 - 0 587 329 Stage 1 - -- - 329 - Stage 2 - -- - 258 - 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 1133 -- - 472 712 Stage 1 - -- - 729 - Stage 2 - -- - 785 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1133 - - - 462 712 Mov Cap-2 Maneuver - -- - 462 - Stage 1 - -- - 729 - Stage 2 - -- - 768 - Approach EB WB SB HCM Control Delay, s 0.7 0 16.1 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1SBLn2 Capacity (veh/h)1133 - - - 462 712 HCM Lane V/C Ratio 0.019 - - - 0.33 0.02 HCM Control Delay (s) 8.2 0 - - 16.6 10.2 HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) 0.1 - - - 1.4 0.1 4: Cottonwood Road & West Babcock Street Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 10 6 39 6 61 3 294 55 33 202 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 28 11 7 44 7 69 3 330 62 37 227 21 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 687 649 124 530 659 330 248 0 0 330 0 0 Stage 1 312 312 - 337 337 - - - - - - - Stage 2 375 337 - 193 322 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 347 388 904 446 383 711 1315 - - 1229 - - Stage 1 674 657 - 676 640 -- - -- - - Stage 2 645 640 - 791 650 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 302 375 904 422 371 711 1315 - - 1229 - - Mov Cap-2 Maneuver 302 375 - 422 371 -- - -- - - Stage 1 672 637 - 674 639 -- - -- - - Stage 2 575 639 - 748 630 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 16 12.4 0.1 1 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1315 - - 302 480 422 657 1229 - - HCM Lane V/C Ratio 0.003 - - 0.093 0.037 0.104 0.115 0.03 - - HCM Control Delay (s) 7.7 - - 18.1 12.8 14.5 11.2 8 - - HCM Lane LOS A - - C BBBA - - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0.3 0.4 0.1 - - 1: Cottonwood Road & Durston Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 240.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 392 224 161 203 29 56 28 158 85 79 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 461 264 189 239 34 66 33 186 100 93 4 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 273 0 0 725 0 0 1278 1247 593 1340 1362 256 Stage 1 - - - - - - 595 595 - 635 635 - Stage 2 - - -- - - 683 652 - 705 727 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1290 - - 878 - - 143 173 506 130 148 783 Stage 1 - - -- - - 491 492 - 467 472 - Stage 2 - - -- - - 439 464 - 427 429 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1290 - - 878 - - ~ 34 129 506 ~ 54 110 783 Mov Cap-2 Maneuver - - -- - - ~ 34 129 - ~ 54 110 - Stage 1 - - -- - - 491 492 - 467 352 - Stage 2 - - -- - - 240 346 - 252 429 - Approach EB WB NB SB HCM Control Delay, s 0 4.2 $ 791.3 $ 887.2 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)111 1290 - - 878 - - 73 HCM Lane V/C Ratio 2.565 0.001 - - 0.216 - - 2.691 HCM Control Delay (s) $ 791.3 7.8 0 - 10.2 0 -$ 887.2 HCM Lane LOS F A A - B A - F HCM 95th %tile Q(veh) 25.8 0 - - 0.8 - - 19.3 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2: Westgate Avenue & Durston Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 1.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 244 2 13 202 3 8 0 48 13 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 298 2 16 246 4 10 0 59 16 0 2 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 250 0 0 300 0 0 582 583 299 610 582 248 Stage 1 - - - - - - 301 301 - 280 280 - Stage 2 - - -- - - 281 282 - 330 302 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1316 - - 1261 - - 424 424 741 407 425 791 Stage 1 - - -- - - 708 665 - 727 679 - Stage 2 - - -- - - 726 678 - 683 664 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1316 - - 1261 - - 418 417 741 370 418 791 Mov Cap-2 Maneuver - - -- - - 418 417 - 370 418 - Stage 1 - - -- - - 707 664 - 726 669 - Stage 2 - - -- - - 713 668 - 628 663 - Approach EB WB NB SB HCM Control Delay, s 0 0.5 11 14.5 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)667 1316 - - 1261 - - 398 HCM Lane V/C Ratio 0.102 0.001 - - 0.013 - - 0.046 HCM Control Delay (s) 11 7.7 0 - 7.9 0 - 14.5 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.3 0 - - 0 - - 0.1 3: Laurel Parkway & Durston Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 20.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 9 293 3 16 186 52 10 0 60 226 0 23 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 - - -- - -- - 50 50 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 11 371 4 20 235 66 13 0 76 286 0 29 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 301 0 0 375 0 0 719 738 373 705 706 268 Stage 1 - - - - - - 396 396 - 309 309 - Stage 2 - - -- - - 323 342 - 396 397 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1260 - - 1183 - - 344 346 673 351 361 771 Stage 1 - - -- - - 629 604 - 701 660 - Stage 2 - - -- - - 689 638 - 629 603 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1260 - - 1183 - - 323 335 673 304 350 771 Mov Cap-2 Maneuver - - -- - - 323 335 - 304 350 - Stage 1 - - -- - - 622 597 - 693 647 - Stage 2 - - -- - - 650 625 - 552 596 - Approach EB WB NB SB HCM Control Delay, s 0.2 0.5 11.8 69.5 HCM LOS B F Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)323 673 1260 - - 1183 - - 304 771 HCM Lane V/C Ratio 0.039 0.113 0.009 - - 0.017 - - 0.941 0.038 HCM Control Delay (s) 16.6 11 7.9 0 - 8.1 0 - 75.6 9.9 HCM Lane LOS C B A A - A A - F A HCM 95th %tile Q(veh) 0.1 0.4 0 - - 0.1 - - 9.3 0.1 4: Cottonwood Road & West Babcock Street Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 19 11 3 56 10 26 3 244 20 69 371 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 21 12 3 61 11 28 3 265 22 75 403 29 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 859 840 216 630 855 265 433 0 0 265 0 0 Stage 1 568 568 - 272 272 - - - - - - - Stage 2 291 272 - 358 583 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 263 301 789 380 295 773 1123 - - 1299 - - Stage 1 476 505 - 733 684 -- - -- - - Stage 2 716 684 - 633 498 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 235 283 789 349 277 773 1123 - - 1299 - - Mov Cap-2 Maneuver 235 283 - 349 277 -- - -- - - Stage 1 475 476 - 731 682 -- - -- - - Stage 2 677 682 - 579 469 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 19.6 15.5 0.1 1.2 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1123 - - 235 328 349 516 1299 - - HCM Lane V/C Ratio 0.003 - - 0.088 0.046 0.174 0.076 0.058 - - HCM Control Delay (s) 8.2 - - 21.8 16.5 17.5 12.5 7.9 - - HCM Lane LOS A - - C C C B A - - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0.6 0.2 0.2 - - 5: Durston Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 581 1 3 253 3 11 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 82 82 82 82 82 82 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 709 1 4 309 4 13 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 710 0 1025 709 Stage 1 - -- -709 - Stage 2 - -- -316 - 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 - - 889 -260 434 Stage 1 - -- -488 - Stage 2 - -- -739 - Platoon blocked, %- -- Mov Cap-1 Maneuver - - 889 -259 434 Mov Cap-2 Maneuver - -- -259 - Stage 1 - -- -488 - Stage 2 - -- -735 - Approach EB WB NB HCM Control Delay, s 0 0.1 14.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)379 - - 889 - HCM Lane V/C Ratio 0.045 - - 0.004 - HCM Control Delay (s) 14.9 - - 9.1 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - 1: Cottonwood Road & Durston Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 365.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 277 123 129 438 98 144 91 164 54 51 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 - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 318 141 148 503 113 166 105 189 62 59 1 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 616 0 0 460 0 0 1280 1307 389 1396 1320 560 Stage 1 - - - - - - 394 394 - 856 856 - Stage 2 - - -- - - 886 913 - 540 464 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 964 - - 1101 - - ~ 143 160 659 119 157 528 Stage 1 - - -- - - 631 605 - 352 374 - Stage 2 - - -- - - 339 352 - 526 564 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 964 - - 1101 - - ~ 76 126 659 ~ 22 124 528 Mov Cap-2 Maneuver - - -- - - ~ 76 126 - ~ 22 124 - Stage 1 - - -- - - 629 603 - 351 296 - Stage 2 - - -- - - 215 279 - 309 562 - Approach EB WB NB SB HCM Control Delay, s 0 1.7 $ 1101.6 $ 1258.8 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)139 964 - - 1101 - - 37 HCM Lane V/C Ratio 3.299 0.002 - - 0.135 - - 3.293 HCM Control Delay (s) $ 1101.6 8.7 0 - 8.8 0 -$ 1258.8 HCM Lane LOS F A A - A A - F HCM 95th %tile Q(veh) 43.9 0 - - 0.5 - - 13.9 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2: Westgate Avenue & Durston Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 225 9 49 223 13 5 0 27 9 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 250 10 54 248 14 6 0 30 10 0 2 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 262 0 0 260 0 0 627 633 255 641 631 255 Stage 1 - - - - - - 262 262 - 364 364 - Stage 2 - - -- - - 365 371 - 277 267 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1302 - - 1304 - - 396 397 784 388 398 784 Stage 1 - - -- - - 743 691 - 655 624 - Stage 2 - - -- - - 654 620 - 729 688 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1302 - - 1304 - - 379 376 784 358 377 784 Mov Cap-2 Maneuver - - -- - - 379 376 - 358 377 - Stage 1 - - -- - - 741 689 - 653 593 - Stage 2 - - -- - - 620 590 - 699 686 - Approach EB WB NB SB HCM Control Delay, s 0.1 1.4 10.7 14.4 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)672 1302 - - 1304 - - 397 HCM Lane V/C Ratio 0.053 0.003 - - 0.042 - - 0.031 HCM Control Delay (s) 10.7 7.8 0 - 7.9 0 - 14.4 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.2 0 - - 0.1 - - 0.1 3: Laurel Parkway & Durston Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 7.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 20 230 10 61 266 180 5 0 34 142 0 13 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 - - -- - -- - 50 50 - - 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 2 2 2 Mvmt Flow 22 256 11 68 296 200 6 0 38 158 0 14 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 496 0 0 267 0 0 844 937 261 837 842 396 Stage 1 - - - - - - 306 306 - 531 531 - Stage 2 - - -- - - 538 631 - 306 311 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1068 - - 1297 - - 283 265 778 286 301 653 Stage 1 - - -- - - 704 662 - 532 526 - Stage 2 - - -- - - 527 474 - 704 658 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1068 - - 1297 - - 256 239 778 252 272 653 Mov Cap-2 Maneuver - - -- - - 256 239 - 252 272 - Stage 1 - - -- - - 687 646 - 519 487 - Stage 2 - - -- - - 477 438 - 654 642 - Approach EB WB NB SB HCM Control Delay, s 0.6 1 11.1 38 HCM LOS B E Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)256 778 1068 - - 1297 - - 252 653 HCM Lane V/C Ratio 0.022 0.049 0.021 - - 0.052 - - 0.626 0.022 HCM Control Delay (s) 19.4 9.9 8.4 0 - 7.9 0 - 40.5 10.6 HCM Lane LOS C A A A - A A - E B HCM 95th %tile Q(veh) 0.1 0.2 0.1 - - 0.2 - - 3.8 0.1 4: Cottonwood Road & West Babcock Street Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 10 6 39 6 68 3 337 55 37 225 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 170 - - 70 - - 245 - 0 214 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 28 11 7 44 7 76 3 379 62 42 253 21 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 774 732 137 600 742 379 274 0 0 379 0 0 Stage 1 347 347 - 385 385 - - - - - - - Stage 2 427 385 - 215 357 -- - -- - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 -- - -- - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 -- - -- - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 - - 2.218 - - Pot Cap-1 Maneuver 302 348 887 399 343 667 1286 - - 1179 - - Stage 1 643 634 - 637 610 -- - -- - - Stage 2 605 610 - 768 628 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 256 335 887 375 330 667 1286 - - 1179 - - Mov Cap-2 Maneuver 256 335 - 375 330 -- - -- - - Stage 1 642 611 - 636 609 -- - -- - - Stage 2 529 609 - 721 606 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 18 13.2 0.1 1.1 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1286 - - 256 437 375 616 1179 - - HCM Lane V/C Ratio 0.003 - - 0.11 0.041 0.117 0.135 0.035 - - HCM Control Delay (s) 7.8 - - 20.8 13.6 15.9 11.8 8.2 - - HCM Lane LOS A - - C B C B A - - HCM 95th %tile Q(veh) 0 - - 0.4 0.1 0.4 0.5 0.1 - - 5: Durston Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Int Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 549 3 11 506 2 6 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 90 90 90 90 90 90 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 610 3 12 562 2 7 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 613 0 1199 612 Stage 1 - -- -612 - Stage 2 - -- -587 - 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 - - 966 -205 493 Stage 1 - -- -541 - Stage 2 - -- -556 - Platoon blocked, %- -- Mov Cap-1 Maneuver - - 966 -201 493 Mov Cap-2 Maneuver - -- -201 - Stage 1 - -- -541 - Stage 2 - -- -546 - Approach EB WB NB HCM Control Delay, s 0 0.2 15.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)362 - - 966 - HCM Lane V/C Ratio 0.025 - - 0.013 - HCM Control Delay (s) 15.2 - - 8.8 0 HCM Lane LOS C - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - 1: Cottonwood Road & Durston Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Intersection Delay, s/veh 22.3 Intersection LOS C Approach EB WB NB SB Entry Lanes 2211 Conflicting Circle Lanes 1111 Adj Approach Flow, veh/h 780 502 279 50 Demand Flow Rate, veh/h 796 512 284 51 Vehicles Circulating, veh/h 275 70 531 565 Vehicles Exiting, veh/h 341 745 540 16 Follow-Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0000 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 37.7 5.9 11.7 6.7 Approach LOS EABA Lane Left Right Left Right Left Left Designated Moves L TR L TR LTR LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.001 0.999 0.449 0.551 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow, veh/h 1 795 230 282 284 51 Cap Entry Lane, veh/h 858 858 1054 1054 664 642 Entry HV Adj Factor 1.000 0.980 0.978 0.981 0.982 0.973 Flow Entry, veh/h 1 779 225 277 279 50 Cap Entry, veh/h 858 841 1031 1034 652 625 V/C Ratio 0.001 0.926 0.218 0.268 0.427 0.079 Control Delay, s/veh 4.2 37.7 5.6 6.1 11.7 6.7 LOS AE AA B A 95th %tile Queue, veh 0 14 1 1 2 0 2: Westgate Avenue & Durston Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)1 290 2 13 226 4 8 0 48 16 0 3 Sign Control Free Free Stop Stop Grade 0%0%0%0% Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Hourly flow rate (vph)1 354 2 16 276 5 10 0 59 20 0 4 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 280 356 668 670 355 724 668 278 vC1, stage 1 conf vol 357 357 310 310 vC2, stage 2 conf vol 311 312 415 359 vCu, unblocked vol 280 356 668 670 355 724 668 278 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %100 99 98 100 92 96 100 100 cM capacity (veh/h) 1282 1203 556 536 689 489 531 761 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 1 356 16 280 68 23 Volume Left 1 0 16 0 10 20 Volume Right 0205594 cSH 1282 1700 1203 1700 666 518 Volume to Capacity 0.00 0.21 0.01 0.16 0.10 0.04 Queue Length 95th (ft)001094 Control Delay (s)7.8 0.0 8.0 0.0 11.0 12.3 Lane LOS A A B B Approach Delay (s)0.0 0.4 11.0 12.3 Approach LOS B B Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 26.5% ICU Level of Service A Analysis Period (min)15 3: Laurel Parkway & Durston Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)8 343 3 16 213 54 10 0 60 247 0 20 Sign Control Free Free Stop Stop Grade 0%0%0%0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 10 434 4 20 270 68 13 0 76 313 0 25 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)2 Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 338 438 826 835 436 839 803 304 vC1, stage 1 conf vol 456 456 344 344 vC2, stage 2 conf vol 370 378 494 458 vCu, unblocked vol 338 438 826 835 436 839 803 304 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %99 98 97 100 88 26 100 97 cM capacity (veh/h) 1221 1122 475 472 620 420 475 736 Direction, Lane #EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 448 358 89 313 25 Volume Left 10 20 13 313 0 Volume Right 4 68 76 0 25 cSH 1221 1122 724 420 736 Volume to Capacity 0.01 0.02 0.12 0.74 0.03 Queue Length 95th (ft) 1 1 10 151 3 Control Delay (s)0.3 0.6 11.8 34.6 10.1 Lane LOS A A B D B Approach Delay (s)0.3 0.6 11.8 32.8 Approach LOS B D Intersection Summary Average Delay 10.1 Intersection Capacity Utilization 49.7% ICU Level of Service A Analysis Period (min)15 5: Durston Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h)652 1 3 282 3 11 Sign Control Free Free Stop Grade 0%0% 0% Peak Hour Factor 0.90 0.82 0.82 0.82 0.82 0.82 Hourly flow rate (vph) 724 1 4 344 4 13 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 726 1076 725 vC1, stage 1 conf vol 725 vC2, stage 2 conf vol 351 vCu, unblocked vol 726 1076 725 tC, single (s)4.1 6.4 6.2 tC, 2 stage (s)5.4 tF (s)2.2 3.5 3.3 p0 queue free %100 99 97 cM capacity (veh/h)877 434 425 Direction, Lane #EB 1 WB 1 WB 2 NB 1 Volume Total 726 4 344 17 Volume Left 0404 Volume Right 1 0 0 13 cSH 1700 877 1700 427 Volume to Capacity 0.43 0.00 0.20 0.04 Queue Length 95th (ft)0003 Control Delay (s)0.0 9.1 0.0 13.8 Lane LOS A B Approach Delay (s)0.0 0.1 13.8 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 44.4% ICU Level of Service A Analysis Period (min)15 1: Cottonwood Road & Durston Road Future With Project (Growth) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Intersection Delay, s/veh 11.7 Intersection LOS B Approach EB WB NB SB Entry Lanes 2211 Conflicting Circle Lanes 1111 Adj Approach Flow, veh/h 496 733 408 27 Demand Flow Rate, veh/h 506 748 415 27 Vehicles Circulating, veh/h 192 194 373 884 Vehicles Exiting, veh/h 719 594 325 58 Follow-Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0000 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 11.1 11.7 12.6 8.5 Approach LOS BBBA Lane Left Right Left Right Left Left Designated Moves L TR L TR LTR LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.006 0.994 0.222 0.778 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow, veh/h 3 503 166 582 415 27 Cap Entry Lane, veh/h 933 933 931 931 778 467 Entry HV Adj Factor 1.000 0.980 0.982 0.980 0.982 0.993 Flow Entry, veh/h 3 493 163 570 408 27 Cap Entry, veh/h 933 914 914 912 764 464 V/C Ratio 0.003 0.539 0.178 0.625 0.533 0.058 Control Delay, s/veh 3.9 11.1 5.7 13.4 12.6 8.5 LOS AB AB B A 95th %tile Queue, veh 0 3 1 5 3 0 2: Westgate Avenue & Durston Road Future With Project (Growth) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)4 253 9 49 258 16 5 0 27 11 0 3 Sign Control Free Free Stop Stop Grade 0%0%0%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 Hourly flow rate (vph)4 275 10 53 280 17 5 0 29 12 0 3 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 298 285 679 693 280 709 689 289 vC1, stage 1 conf vol 289 289 396 396 vC2, stage 2 conf vol 390 404 313 293 vCu, unblocked vol 298 285 679 693 280 709 689 289 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %100 96 99 100 96 98 100 100 cM capacity (veh/h) 1263 1277 534 510 759 502 502 750 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 4 285 53 298 35 15 Volume Left 4 0 53 0 5 12 Volume Right 0 10 0 17 29 3 cSH 1263 1700 1277 1700 712 540 Volume to Capacity 0.00 0.17 0.04 0.18 0.05 0.03 Queue Length 95th (ft)003042 Control Delay (s)7.9 0.0 7.9 0.0 10.3 11.9 Lane LOS A A B B Approach Delay (s)0.1 1.2 10.3 11.9 Approach LOS B B Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 31.2% ICU Level of Service A Analysis Period (min)15 3: Laurel Parkway & Durston Road Future With Project (Growth) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)17 263 10 61 307 187 5 0 34 155 0 11 Sign Control Free Free Stop Stop Grade 0%0%0%0% Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate (vph) 18 283 11 66 330 201 5 0 37 167 0 12 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)2 Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 531 294 898 987 288 905 892 431 vC1, stage 1 conf vol 325 325 562 562 vC2, stage 2 conf vol 574 662 343 330 vCu, unblocked vol 531 294 898 987 288 905 892 431 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %98 95 99 100 95 60 100 98 cM capacity (veh/h) 1036 1268 412 384 751 412 422 625 Direction, Lane #EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 312 597 42 167 12 Volume Left 18 66 5 167 0 Volume Right 11 201 37 0 12 cSH 1036 1268 861 412 625 Volume to Capacity 0.02 0.05 0.05 0.40 0.02 Queue Length 95th (ft) 1 4 4 48 1 Control Delay (s)0.7 1.4 10.5 19.5 10.9 Lane LOS A A B C B Approach Delay (s)0.7 1.4 10.5 19.0 Approach LOS B C Intersection Summary Average Delay 4.3 Intersection Capacity Utilization 70.2% ICU Level of Service C Analysis Period (min)15 5: Durston Road Future With Project (Growth) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h)627 3 11 554 2 6 Sign Control Free Free Stop Grade 0%0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 682 3 12 602 2 7 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 685 1309 683 vC1, stage 1 conf vol 683 vC2, stage 2 conf vol 626 vCu, unblocked vol 685 1309 683 tC, single (s)4.1 6.4 6.2 tC, 2 stage (s)5.4 tF (s)2.2 3.5 3.3 p0 queue free %99 99 99 cM capacity (veh/h)909 390 449 Direction, Lane #EB 1 WB 1 WB 2 NB 1 Volume Total 685 12 602 9 Volume Left 0 12 0 2 Volume Right 3007 cSH 1700 909 1700 433 Volume to Capacity 0.40 0.01 0.35 0.02 Queue Length 95th (ft)0102 Control Delay (s)0.0 9.0 0.0 13.5 Lane LOS A B Approach Delay (s)0.0 0.2 13.5 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 43.2% ICU Level of Service A Analysis Period (min)15 1: Cottonwood Road & Durston Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Intersection Delay, s/veh 25.8 Intersection LOS D Approach EB WB NB SB Entry Lanes 2211 Conflicting Circle Lanes 1111 Adj Approach Flow, veh/h 726 462 285 197 Demand Flow Rate, veh/h 740 472 291 201 Vehicles Circulating, veh/h 390 102 573 504 Vehicles Exiting, veh/h 315 762 557 70 Follow-Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0000 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 48.2 5.9 12.8 9.1 Approach LOS EABA Lane Left Right Left Right Left Left Designated Moves L TR L TR LTR LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.001 0.999 0.409 0.591 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow, veh/h 1 739 193 279 291 201 Cap Entry Lane, veh/h 765 765 1020 1020 637 683 Entry HV Adj Factor 1.000 0.981 0.979 0.979 0.981 0.981 Flow Entry, veh/h 1 725 189 273 285 197 Cap Entry, veh/h 765 750 999 999 625 669 V/C Ratio 0.001 0.966 0.189 0.273 0.457 0.294 Control Delay, s/veh 4.7 48.3 5.4 6.3 12.8 9.1 LOS AE AA B A 95th %tile Queue, veh 0 15 1 1 2 1 2: Westgate Avenue & Durston Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)1 244 2 13 202 3 8 0 48 13 0 2 Sign Control Free Free Stop Stop Grade 0%0%0%0% Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Hourly flow rate (vph)1 298 2 16 246 4 10 0 59 16 0 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 250 300 582 583 299 638 582 248 vC1, stage 1 conf vol 301 301 280 280 vC2, stage 2 conf vol 280 282 359 302 vCu, unblocked vol 250 300 582 583 299 638 582 248 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %100 99 98 100 92 97 100 100 cM capacity (veh/h) 1316 1261 599 570 741 530 565 791 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 1 300 16 250 68 18 Volume Left 1 0 16 0 10 16 Volume Right 0204592 cSH 1316 1700 1261 1700 716 554 Volume to Capacity 0.00 0.18 0.01 0.15 0.10 0.03 Queue Length 95th (ft)001083 Control Delay (s)7.7 0.0 7.9 0.0 10.6 11.7 Lane LOS A A B B Approach Delay (s)0.0 0.5 10.6 11.7 Approach LOS B B Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 23.2% ICU Level of Service A Analysis Period (min)15 3: Laurel Parkway & Durston Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)9 293 3 16 186 52 10 0 60 226 0 23 Sign Control Free Free Stop Stop Grade 0%0%0%0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 11 371 4 20 235 66 13 0 76 286 0 29 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)2 Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 301 375 734 737 373 742 706 268 vC1, stage 1 conf vol 396 396 309 309 vC2, stage 2 conf vol 338 342 434 397 vCu, unblocked vol 301 375 734 737 373 742 706 268 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %99 98 98 100 89 38 100 96 cM capacity (veh/h) 1260 1184 511 505 673 461 509 770 Direction, Lane #EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 386 322 89 286 29 Volume Left 11 20 13 286 0 Volume Right 4 66 76 0 29 cSH 1260 1184 785 461 770 Volume to Capacity 0.01 0.02 0.11 0.62 0.04 Queue Length 95th (ft) 1 1 9 103 3 Control Delay (s)0.3 0.7 11.2 24.7 9.9 Lane LOS A A B C A Approach Delay (s)0.3 0.7 11.2 23.4 Approach LOS B C Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 46.2% ICU Level of Service A Analysis Period (min)15 5: Durston Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h)581 1 3 253 3 11 Sign Control Free Free Stop Grade 0%0% 0% Peak Hour Factor 0.90 0.82 0.82 0.82 0.82 0.82 Hourly flow rate (vph) 646 1 4 309 4 13 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 647 962 646 vC1, stage 1 conf vol 646 vC2, stage 2 conf vol 316 vCu, unblocked vol 647 962 646 tC, single (s)4.1 6.4 6.2 tC, 2 stage (s)5.4 tF (s)2.2 3.5 3.3 p0 queue free %100 99 97 cM capacity (veh/h)939 473 472 Direction, Lane #EB 1 WB 1 WB 2 NB 1 Volume Total 647 4 309 17 Volume Left 0404 Volume Right 1 0 0 13 cSH 1700 939 1700 472 Volume to Capacity 0.38 0.00 0.18 0.04 Queue Length 95th (ft)0003 Control Delay (s)0.0 8.9 0.0 12.9 Lane LOS A B Approach Delay (s)0.0 0.1 12.9 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 40.6% ICU Level of Service A Analysis Period (min)15 1: Cottonwood Road & Durston Road Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Intersection Intersection Delay, s/veh 14.6 Intersection LOS B Approach EB WB NB SB Entry Lanes 2211 Conflicting Circle Lanes 1111 Adj Approach Flow, veh/h 461 764 460 122 Demand Flow Rate, veh/h 470 779 469 124 Vehicles Circulating, veh/h 274 278 389 833 Vehicles Exiting, veh/h 683 580 355 224 Follow-Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0000 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 12.0 16.3 15.1 11.2 Approach LOS B C C B Lane Left Right Left Right Left Left Designated Moves L TR L TR LTR LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.004 0.996 0.194 0.806 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow, veh/h 2 468 151 628 469 124 Cap Entry Lane, veh/h 859 859 856 856 766 491 Entry HV Adj Factor 1.000 0.980 0.980 0.981 0.981 0.982 Flow Entry, veh/h 2 459 148 616 460 122 Cap Entry, veh/h 859 842 839 839 751 483 V/C Ratio 0.002 0.545 0.176 0.734 0.612 0.252 Control Delay, s/veh 4.2 12.0 6.1 18.8 15.1 11.2 LOS A B A C C B 95th %tile Queue, veh 0 3 1 7 4 1 2: Westgate Avenue & Durston Road Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)3 225 9 49 223 13 5 0 27 9 0 2 Sign Control Free Free Stop Stop Grade 0%0%0%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 Hourly flow rate (vph)3 245 10 53 242 14 5 0 29 10 0 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 257 254 607 619 249 636 617 249 vC1, stage 1 conf vol 256 256 356 356 vC2, stage 2 conf vol 351 363 280 261 vCu, unblocked vol 257 254 607 619 249 636 617 249 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %100 96 99 100 96 98 100 100 cM capacity (veh/h) 1308 1311 568 538 789 534 529 789 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 3 254 53 257 35 12 Volume Left 3 0 53 0 5 10 Volume Right 0 10 0 14 29 2 cSH 1308 1700 1311 1700 744 568 Volume to Capacity 0.00 0.15 0.04 0.15 0.05 0.02 Queue Length 95th (ft)003042 Control Delay (s)7.8 0.0 7.9 0.0 10.1 11.5 Lane LOS A A B B Approach Delay (s)0.1 1.4 10.1 11.5 Approach LOS B B Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 29.2% ICU Level of Service A Analysis Period (min)15 3: Laurel Parkway & Durston Road Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h)20 230 10 61 266 180 5 0 34 142 0 13 Sign Control Free Free Stop Stop Grade 0%0%0%0% Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate (vph) 22 247 11 66 286 194 5 0 37 153 0 14 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)2 Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 480 258 824 906 253 828 815 383 vC1, stage 1 conf vol 296 296 514 514 vC2, stage 2 conf vol 528 611 314 301 vCu, unblocked vol 480 258 824 906 253 828 815 383 tC, single (s)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s)6.1 5.5 6.1 5.5 tF (s)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free %98 95 99 100 95 65 100 98 cM capacity (veh/h) 1083 1307 437 406 786 440 446 665 Direction, Lane #EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 280 545 42 153 14 Volume Left 22 66 5 153 0 Volume Right 11 194 37 0 14 cSH 1083 1307 902 440 665 Volume to Capacity 0.02 0.05 0.05 0.35 0.02 Queue Length 95th (ft) 2 4 4 38 2 Control Delay (s)0.8 1.4 10.3 17.5 10.5 Lane LOS A A B C B Approach Delay (s)0.8 1.4 10.3 16.9 Approach LOS B C Intersection Summary Average Delay 4.1 Intersection Capacity Utilization 63.8% ICU Level of Service B Analysis Period (min)15 5: Durston Road Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West Synchro 8 Report Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h)549 3 11 506 2 6 Sign Control Free Free Stop Grade 0%0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 597 3 12 550 2 7 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 600 1172 598 vC1, stage 1 conf vol 598 vC2, stage 2 conf vol 574 vCu, unblocked vol 600 1172 598 tC, single (s)4.1 6.4 6.2 tC, 2 stage (s)5.4 tF (s)2.2 3.5 3.3 p0 queue free %99 99 99 cM capacity (veh/h)977 428 502 Direction, Lane #EB 1 WB 1 WB 2 NB 1 Volume Total 600 12 550 9 Volume Left 0 12 0 2 Volume Right 3007 cSH 1700 977 1700 481 Volume to Capacity 0.35 0.01 0.32 0.02 Queue Length 95th (ft)0101 Control Delay (s)0.0 8.7 0.0 12.6 Lane LOS A B Approach Delay (s)0.0 0.2 12.6 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 39.1% ICU Level of Service A Analysis Period (min)15 The Lakes at Valley West Traffic Impact Study Appendix D Individual Pipeline Projects