4. Include the associated years anticipated for the short term and long term analysis in the

Transcription

1 2nd DE Review SM ROCHA, LLC responses to City comments are provided within. 8. Trip distribution is displayed in Figure 6. Distribution assumes SFA and commercial traffic combined for most conservative analysis. 12. Pedestrians are accommodated by the sidewalks, ramps and bike lanes required in City standard cross sections, no additional accommodations are proposed. Traffic Report: General: 1. Comment responses are to be provided for all resubmittals. Ensure responses are provided with in the redlines and any supplementary comments provided herein. See the redlines for additional comments and clarification. Acknowledged 2. Provide a table of contents. Acknowledged 3. Within the introduction/existing conditions, further clarify the existing roadway network characteristics, existing traffic volumes and operations within the vicinity. (Existing infrastructure descriptions, current/ultimate classification, # of lanes, turn lanes, speed, access control, existing volumes, transportation plan volumes, etc.) 3. Provided as requested with intro and within figures 4. Include the associated years anticipated for the short term and long term analysis in the introduction. Acknowledged 5. Each development is responsible for building half of the adjacent section, the west half of the ultimate Quebec section is to be completed with this development as well as the south half of 128 th to complete the ultimate section. Revise the report throughout accordingly to identify Quebec and 128 th as complete and accounted for with the 2017 condition analysis as per the phasing identified in the report. 5. Modeled with interim conditions. Build out is modeled in long term total traffic analysis 6. Revise the report to include discussion and analysis for the proposed collector roadways within the site (including Monaco, 127 th Ave, Oneida Street, and Quince Street) and associated collector/collector and collector arterial intersections. The report should include, but not be limited to: information regarding the roadway design and classification, intersection LOS (127 th 6. Internal roadway system connections to the arterials are analyzed and and Oneida), as well as projected volumes and distribution. discussed within report. Traffic internal to site is typical for local streets. 7. Include in the discussion and analysis the adjacent residential development(s) and other developments currently under review and/or under construction within one mile radius of the proposed project. 7. Adjacent roadway growth is determined using annual growth rate multipliers identified within the report. 8. Specifically discuss the methods and assumptions made for the trip distribution for the short and long term conditions. Provide a corresponding figure for each scenario. (Account for the SFA and commercial traffic, accesses and associated distribution within the analysis and identify/explain and changes in the previous reports assumptions and analysis if applicable.) 9. Provide summary and exhibits showing the left, right, and through movement queues at each intersection for each condition. 9. This information is provided in the figures and within the updated Synchro reports in appendix. 10. Include the descriptions of the existing and proposed/planned turn lanes and their associated storage within the report. 10. This information is provided in the figures and within the updated Synchro reports in the 11. Reference in the report the City s Transportation Plan for the corresponding determination of roadway level of service. This should be based on ADT and it is unclear what Table 1A is 11. Roadway level of service tables are provided based on comparison of collected traffic counts and Thoroughfare Plan depicting. ADT. 12. Include discussion on how pedestrians, bicyclists, and the ADA community will be accommodated. (Also see Traffic Report Requirements for related signal timing requirements) 13. Include discussion regarding adjacent accesses and intersections and the impact the proposed development may have. 13. This is described using the level of service analysis provided within the report.

2 14. Include additional discussions and comparison of the report s projections in the long term condition, the City's Transportation Plan, the previous report done as part of the overall Creekside project, and the reports for the adjacent developments. Acknowledged 15. The specific volumes from the City s Transportation Plan shall be clearly noted within the report discussion. Acknowledged 16. Provide the specific growth rates used in the short and long term conditions and the basis of those rates. Also, what do you mean by Nearly 3%? Further, the long term analysis is to use of the larger volumes from either the City s Transportation Plan or from the applied growth rate. If the volumes within the Transportation Plan are higher, the report is to note the corresponding growth rate(s) within the discussion. 16. Growth rates are adjusted as directed. 3% is the rounded value. 17. Provide signal warrant analyses for the short term and long term conditions 17. Provided in appendix 18. Provide recommendations on any additional improvements to maintain LOS D for intersections and roadways. 18. Provided in body of the report. Conclusions 1. Include discussion of roadways in the vicinity (next closest intersection in each direction) and Acknowledged, whether the proposed development will negatively impact the roadway/intersection(s). discussion provided 2. Identity the anticipated timing of any future/proposed signals Acknowledged, no changes anticipated 3. Identify the recommended site and roadway improvements including, but not limited to; turn Acknowledged. lane dimensions, Roadways and are ROW modeled widths/dedications, as City standards require. speed These limits, are etc. typically addressed on Civil plans

3 TRAFFIC IMPACT STUDY For Creekside Thornton, Colorado August 2015 Revised: November 2015 Prepared for: Jansen Strawn Consulting Engineers 45 West 2 nd Avenue Denver, Colorado Prepared by: Airport Way, Suite 200 Broomfield, Colorado (303) Revise this report based on the provided comments, as well as section of the Standards & Specifications and the Traffic Report Requirements handout previously provided. Further analysis, figures, support, comparisons/discussion, and corrections are required with the next submittal of the Creekside Traffic Impact Study. Acknowledged Project Manager/Engineer: Mike Rocha, TSOS, TOPS Engineer in Responsible Charge: Fred Lantz, PE

4 Creekside Traffic Impact Study November 2015 A Cover has is attached however, both the cover letter and the cover sheet state exactly the two items that Section B.1 requires. (The name of the Consultant and the name of the project.) As stated in the previous comment response, the conformance I. Introduction statement is added to page 1 of 3rd revised study. Traffic Impact Study Conformance Statement Provide cover letter and conformance statement (Section 104.4) We (SM ROCHA, LLC) acknowledge that the City of Thornton s review of this study is only for general conformance with submittal requirements, current design criteria, and standard engineering principles and practices. We are also aware of the provisions of Section 18 of the City Code of the City of Thornton. Project Overview This traffic impact study addresses the capacity, geometric, and control requirements associated with the proposed single-family residential area of development entitled Creekside. This study has been revised to provide additional information or clarification in response to the City s No changes are being made to the previously approved first review comments. multi-family and commercial uses. Comment has been added. This study is being prepared to present traffic impacts associated with changes proposed p for the single-family residential area of development with general consideration given for the multi-family and commercial areas of the overall development site. How can this be done without reference to the previous report and consideration of the associated commercial and SFA access points? Anticipated traffic from residential and commercial components of the overall development were previously analyzed in a traffic impact study 1 dated September The overall mixed-use development (Creekside) is approximately 155 acres in size and is located in the City of Thornton at the southwest corner of Quebec Street and 128 th Avenue. The three areas of overall development and approximate sizes of buildable area are described as single-family detached (123.7 acres), single-family attached (9.1 acres), and commercial (19.4 acres). Study Area Boundaries The study area to be examined in this analysis encompasses the 128 th Avenue intersections with Quebec Street, Oneida Street, and Monaco Street. Also included in the study area is the Quebec Street intersection with Quince Street and proposed p site development access (127 th Avenue). Intersections internal to the overall site were excluded from this analysis since no specific development plans or access locations are known for the single-family attached or commercial areas of overall development. development. What about the commercial and SFA access points, the proposed collectors, and associated SFD access points to the collector, etc.? Acknowledged Figure 1 shows location of the site and study intersections. what about those for signal progression? 1 The Highlands, Traffic Impact Study, Krager and Associates Inc., September SM ROCHA, LLC - Traffic and Transportation Consultants Page 1

5 Creekside Traffic Impact Study November 2015 Development Site Description Comment addressed. "By Who and For What" is addressed in subscripted reference to The Highlands Traffic Study and subsequently referenced throughout revised study. By who, for what? Provide references (list) in report (TYP) Provide Site Generation table Land for the development is currently vacant and surrounded by a mix of single family residential or commercial land uses. The proposed p single-family residential development is understood to entail the construction of approximately 263 new dwelling units and represents an approximate 5.7 percent reduction in units from that analyzed (279 dwelling units) in the September 2004 traffic study. Included within this study for general reference is the single-family attached and commercial components of overall development previously analyzed. A copy of previously estimated traffic generation is included Summarized in trip for reference in Appendix A. Per Discussion with City on 5/20/2016 please sumarize what those are generation table provided table can remain in Appendix in Appendix Access to the single-family il area of development is proposed on Quebec Street t and 128th Avenue at the following locations: 128 th Avenue Full movement access at Monaco Street, and Full movement access at Oneida Street. Quebec Street Full movement access at Quince Street, and Full movement access at a location between single-family residential and commercial area of development (herein referred to as 127 th Avenue). Build out of the site is clarified as build out of the SFD portion For of purposes the development of this only. study, Widening it is assumed that the overall development build out would not be phased of the streets and indicated be completed ins the construction by end of plans, Year Timing of improvement would be defined in any developer's A conceptual agreement associated site plan, with as the prepared future Jansen Strawn Consulting Engineers, is shown on Figure 2 and plat. is provided for illustrative purposes. Describe the accesses/intersections further... roadway classifications, separation/spacing/location, Addressed in revised TIS Clarify "Overall Development Build Out". Does this mean SFA & commercial too? This is also to include the widening on 128th, 127th (collector), Oneida (collector), Quebec (west 1/2 of ultimate). Expand to discuss direct residential access locations for the residential component...proposed collector(s), roundabout design, etc. What about SFA & commercial access locations. Not clear how assumptions/analysis was done without consideration of other access points not discussed in the report. Addressed in revised TIS While not part of the residential CSP, reference previous reports and approved plans and discuss if the proposed layout in this report and corresponding CSP will impact those accesses for the SFA and commercial sites...will the separation, storage, types, etc. meet City Code and criteria. Discussion included in Section IV Proposed Project Traffic of this study Specifically reference other reports for adjacent developments and for commercial/sfa portions. Necessary for signal projection and analysis for intersection on 128th and Quebec and considerations for site generation and access for the SFA and commercial developments. Original Traffic study is referenced in the All references to the report should be clearly identified and listed revised TIS as requested. SM ROCHA, LLC - Traffic and Transportation Consultants Page 2

6 Creekside Traffic Impact Study November 2015 State the existing volumes. Existing, Background and Total Volumes are referenced as ADT in Figures 1 through 8 of this study. Monaco? Included in Revised TIS Included in Revised TIS Existing and Committed Surface Transportation Network Within the study area, Quebec Street and 128th Avenue are the primary roadways that accommodate traffic to and from the proposed development. A brief description of each roadway is provided below: Quebec Street is a north-south arterial roadway having two through lanes (one lane in each direction) within the study area. The City Transportation Plan defines Quebec Street as a six lane major arterial roadway with raised median and a future build out traffic volume of 40,000 vehicles by Year The posted speed limit is 45 MPH. 128th Avenue is a two lane, east-west, minor arterial roadway having one through lane in each direction. 128th Avenue has a future build out roadway volume of 13,000 vehicles with a four lane cross-section and striped median as defined by the City Transportation Plan. A posted speed limit of 45 MPH is provided for study segment of 128th Avenue. Provide additional description/discussion of the existing roadways including number of lanes, current ADT, roadway and intersection LOS, turn lane storage and taper lengths, existing accesses etc. of roadways in the vicinity of proposed development The 128 th Avenue intersections with Quebec Street and Oneida Street are signalized. All other study intersections operate under a stop-controlled condition. A stop-controlled intersection is defined as a roadway intersection where vehicle rights-of-way are controlled by one or more STOP signs. Comparison of the existing roadway cross-section of Quebec Street to the City Transportation Plan vision concludes that Quebec Street is not built to its ultimate width for accommodation of future regional transportation demands. It is further concluded that 128th Avenue is also not built to its ultimate cross-section. The northern half of 128 th Avenue is existing along site development frontage. No specific regional improvements for Quebec Street or 128th Avenue are known to be committed by the City at this time. However, improvements to Quebec Street and 128 th Avenue for completion of ultimate roadway cross-sections are anticipated as adjacent development occurs. The ultimate section of 128th is to be completed with this project as well as the west 1/2 of the ultimate Quebec section. Update the report and analysis to correspond throughout Synchro analysis in report have been modeled to Include discussion of internal roadway network, particularly collectors. the ultimate cross section of 128th Avenue and west 1/2 of Quebec Street. SM ROCHA, LLC - Traffic and Transportation Consultants Page 5

7 Creekside Traffic Impact Study November 2015 II. Existing Traffic Conditions Yes, adjacent development reports derive 24 - volumes in the same manner. Morning (AM) and afternoon (PM) peak hour traffic counts were collected at the 128 th Avenue Street intersections with Quebec Street, Oneida Street, and Monaco Street and at the Quebec Street intersection with Quince Street. 24-hour volume counts were also collected on Quebec Street and 128th Avenue. These counts along with existing intersection lane geometry are shown on Figure 3. Traffic count data is included for reference in Appendix A. 24-hour volumes shown for other study roadways were derived from standard afternoon peak hour volume relationships. Is this constant with counts done for adjacent development reports? Discuss. The Signalized and Unsignalized Intersection Analysis techniques, as published in the Highway Capacity Manual (HCM) by the Transportation Research Board and as incorporated into the SYNCHRO computer program, were used to analyze study intersections for existing traffic conditions. These nationally accepted techniques allow for the determination of intersection level of service (LOS) based on the congestion and delay of each traffic movement. The level of service analyses results for existing conditions are summarized in Table 1. Definitions of levels of service are given in Appendix B. Intersection capacity worksheets are provided in Appendix C. TABLE 1 INTERSECTION CAPACITY ANALYSIS SUMMARY EXISTING TRAFFIC INTERSECTION LEVEL OF SERVICE LANE GROUPS AM PEAK HOUR PM PEAK HOUR Quebec Street / 128th Avenue (Signalized) C (21.0) C (23.2) 128th Avenue / Oneida Street (Signalized) A (6.6) A (7.1) 128th Avenue / Monaco Street (Stop-Controlled) Westbound Left A A Northbound Left and Right C D Quebec Street / Quince Street (Stop-Controlled) Westbound Left and Right B B Southbound Left A A Key : Stop-Controlled Intersections: Lev el of Serv ice Signalized Intersection: Lev el of Serv ice (Control Delay in sec/v eh) SM ROCHA, LLC - Traffic and Transportation Consultants Page 6

8 Creekside Traffic Impact Study November 2015 Existing Traffic Analysis Results Under existing conditions, operational analysis shows that the signalized intersection of 128th Avenue and Quebec Street operates overall at LOS C during the each traffic peak hour. Operational analysis further shows that the signalized 128 th Avenue intersection with Oneida Street has overall LOS A operates during peak traffic hours. Mitigation discussion for total traffic condition is added to revised traffic report The existing stop-controlled intersection of Quebec Street and Quince Street, including 128 th Avenue and Monaco Street, has peak hour turn movement operations at or better than LOS C. It is only the northbound (shared) left and right turn movement on Monaco Street that is shown to have a LOS D operation during the afternoon peak traffic hour. With development and development traffic, what is the proposed mitigation...identify in report Table 1A summarizes roadway y( (arterial) level of service analyses results for existing conditions. Analysis worksheets are provided for reference in Appendix C. TABLE 1A ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY EXISTING TRAFFIC ROADWAY LEVEL OF SERVICE DIRECTION AM PEAK HOUR PM PEAK HOUR 128th Avenue Eastbound B B Westbound C C Quebec Street Northbound C C Southbound F F Analysis for roadway LOS is not provided in appendix C. The COT Transportation Plan identifies how this is to be determined...based on ADT. (TYP) SM ROCHA, LLC - Traffic and Transportation Consultants Page 7

9 Creekside Traffic Impact Study Acknowledged. The growth rate and resultant factors November 2015 were applied to existing traffic counts. The traffic study is revised to arrive at 2035 traffic volume forecast at the Thornton Transportation plan III. Future Traffic Conditions without Proposed Development To account for projected increases in background traffic for Years 2017 and 2035, a compounded annual growth rate of approximately three percent was applied to existing traffic volumes. This annual growth rate is consistent with the level of long-term development expected within the area. The City Master Plan shows a higher 2035 Daily Volume on Quebec Street and 128 th Avenue than this study presents. The volume difference between the City plan, this study, and other traffic studies done in the area is caused by actual development construction type or density and associated traffic generation that has occurred over time. An example being where the City plan anticipated a larger commercial area than that actually constructed. It is anticipated that full roadway improvements along roadway frontage will be constructed by occurring development, thus the difference in long range traffic volume will not cause a change in roadway requirements. But intersections and roadway LOS... Pursuant to the long-term envisioned i area roadway improvements discussion i provided d in Section I, Year 2017 (short-term) background traffic conditions assume no regional roadway improvements (i.e., widening of 128 th Avenue or Quebec Street to their ultimate cross-sections) to accommodate regional transportation demands. This assumption provides for a conservative analysis. The widening is required by the City as part of the developments construction and therefore the analysis is to reflect the full section of 128th and 1/2 the ultimate section on Quebec in the 2017 condition. Year 2035 background traffic condition assumes 128th Avenue and Quebec Street to be built out to the ultimate roadway section as envisioned by the City of Thornton Transportation Master Plan. Projected background traffic volumes and intersection geometry for Years 2017 and 2035 are shown on Figure 4 and Figure 5, respectively. Acknowledged. This section analyzes only the background traffic conditions as if the development is not proposed. This is a methodology is typically used to create a base to develop a more accurate total traffic analysis. Widening 128th Avenue and Quebec Street is addressed in the Long Term Total Traffic Analysis Results section. Acknowledged. Table 4 from the Thornton Transportation Plan is provided in the appendix. Volumes are provided in figures within the revised study. The larger of the volumes are to be used for the analysis. State or provide table to summarize your volumes and those from the Transportation Plan. SM ROCHA, LLC - Traffic and Transportation Consultants Page 9

10 These streets do not exist in the background analysis. We will add estimated ADT in the total traffic volume figures ADT? ADT Added ADT?

11 See comments on Figure 4 ADT? ADT ADT?

12 Creekside Traffic Impact Study November 2015 Table 2A and Table 3A summarizes roadway (arterial) level of service analyses results for background traffic conditions for the respective analysis year and peak traffic hour. Analysis worksheets are provided for reference in Appendix C. Analysis for roadway LOS is not provided in appendix C ROADWAY TABLE 2A ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY Acknowledged. BACKGROUND We have prepared TRAFFIC roadway - level YEAR of 2017 service tables based on the comparison of collected and projected ADT from Table 4 of the Thornton Thoroughfare Plan LEVEL OF SERVICE DIRECTION AM PEAK HOUR PM PEAK HOUR 128th Avenue Eastbound B B Westbound C C Quebec Street Northbound C C Southbound F F TABLE 3A ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY BACKGROUND TRAFFIC - YEAR 2035 ROADWAY LEVEL OF SERVICE DIRECTION AM PEAK HOUR PM PEAK HOUR 128th Avenue Eastbound B B Westbound B C Quebec Street Northbound C C Southbound E E SM ROCHA, LLC - Traffic and Transportation Consultants Page 14

13 Use previous report and approved SFA and commercial conceptual site plans as a baseline. Access points and distribution, unless you disagree in which case you would provide your own and corresponding explanation, should should remain consistent with those. Acknowledged. Comparison of approved uses is provided. As stated in the first revised traffic study, further analysis of the northern area will be required as land uses are defined within the property separate from this residential development. Creekside Traffic Impact Study November 2015 Vehicle Trip Generation Provide with "Development Site Description" in include site distribution assumptions and map. IV. Proposed Project Traffic Acknowledged. Site distribution volumes are provided in figure 7. It is placed in the report to coincide with the ITE Trip Generation Tables discussion of the proposed project traffic Standard traffic generation characteristics compiled by the Institute of Transportation Engineers (ITE) in their report entitled Trip Generation, 9 th Edition, were applied to the proposed single-family detached area of development in order to estimate average daily traffic (ADT), AM Peak Hour, and PM Peak Hour vehicle trips. A vehicle trip is defined as a one-way vehicle movement from a point of origin to a point of destination. It is emphasized that there are no specific development plans are established for the northern area (multi-family or commercial) of Creekside development. Only the construction of single-family detached area is being pursued at this time. As such, trip generation estimates for the northern area of Creekside as described within the previously approved traffic study are reiterated in this study. A copy of previous traffic study trip generation estimates is included for reference in Appendix A. As actual land uses, densities or site plans within the northern area of Creekside development become defined over time, it is expected that traffic generation characteristics previously analyzed or considered within this study will need to be updated by more specific traffic analyses or studies to help re-evaluate when transportation improvements identified within this overall study are needed, or if additional improvements are needed to mitigate potential traffic impacts. Trip generation rates used in this study for proposed single-family residential of development area are presented in Table 4. TABLE 4 TRIP GENERATION RATES TRIP GENERATION RATES ITE 24 AM PEAK HOUR PM PEAK HOUR CODE LAND USE UNIT HOUR ENTER EXIT TOTAL ENTER EXIT TOTAL 210 Single-Family Residential DU Key : DU = Dw elling Units Note: All data and calculations presented in abov e table are subject to being rounded to nearest v alue. Table 5 illustrates projected average daily traffic (ADT), AM Peak Hour, and PM Peak Hour traffic volumes likely generated by the proposed development upon build out or full occupancy. SM ROCHA, LLC - Traffic and Transportation Consultants Page 15

14 Creekside Traffic Impact Study November 2015 Acknowledged. Note added regarding AM Peak hour generation TABLE 5 TRIP GENERATION SUMMARY provide generated AM. TOTAL TRIPS Assumptions GENERATED will need to be ITE 24 AM PEAK HOURmade aspm this PEAK was HOUR not provided CODE LAND USE SIZE HOUR ENTER EXIT TOTAL for inenter previous EXIT report TOTAL but are 210 Single-Family Residential 263 DU 2, relevant 166in the97analysis. 263 Add Sub Total: 2, discussion 166 in 97 report263 to that Future Assumed Development (per September 2004 Traffic Impact effect Study) as well 230 Condominium/Townhous 310 DU 1, Specialty Retail 40 KSF 1,773 * * * Supermarket 60 KSF 6, Drive-In Bank 3 DIL 1, Fast Food w/ Drive 4 KSF 1, Gas / Convenience Store 10 VFP 1, Sub Total: 14, ,324 Total: 17, ,587 Note: All data and calculations presented in abov e table are subject to being rounded to nearest v alue. As Table 5 illustrates, the single-family residential area of development has the potential to generate approximately 2,504 daily trips with 197 of those occurring during the morning peak hour and 263 during the afternoon peak hour. Upon assumed build out and full occupancy, the Creekside development is projected to generate approximately 17,074 daily trips, 898 morning peak hour trips, and 1,587 afternoon peak hour trips. Adjustments to Vehicle Trip Generation Rates As a development with a variety of land uses is likely to attract trips from within the site (internal capture) as well as pass-by or diverted trips from the adjacent roadway system, use of a trip reduction percentage is applicable. However, no adjustments to trip generation were taken in this study in effort to present a conservative analysis and to remain consistent with the previous site traffic study. As example, ITE published data indicates that trip reduction rates for mixed-use developments of similar size and characteristics vary between twenty-five and fifty-five percent. SM ROCHA, LLC - Traffic and Transportation Consultants Page 16

15 Creekside Traffic Impact Study November 2015 Vehicle Trip Distribution The overall directional distribution of site-generated traffic was determined based on the location of site within the City, allowed turning movements, available roadway network, and surrounding land uses. Overall trip distribution patterns for the assumed development are shown on Figure 6. These distribution patterns were coordinated with City Staff. They were not. Acknowledged. Documentation provided in appendix that City did review and comment on the base Vehicle Trip Assignment assumptions. Traffic assignment is how site-generated and distributed vehicle trips are expected to be loaded onto the available roadway network. Applying trip distribution patterns to site-generated traffic provides the overall site-generated trip assignments shown on Figure 6. Expand discussion. Distribution only provided for external roadways and the distribution for the trip assignment is not clear in discussion nor on Figure 6. Acknowledged. Discussion provided in Section IV, Proposed Project Traffic, Vehicle Trip Assignment. What were the trip distribution assumptions made? How was the vehicle trip assignment made? What are the distributions at the intersections/access points that you based your volumes and your intersection analyses on? What are the differences/break-down for the commercial, SFA, & SFD? Acknowledged. Unsure how or why this information is necessary. The distribution of traffic is calculated using the total volume possible from the development. Breaking this information down further will not accurately represent the most conservative affect on the surrounding roadway system. We request this comment be eliminated. Acknowledged. All figures within report indicate the volume for each movement indicated by arrows delineating the direction and volumes in the AM and PM Peak hour. SM ROCHA, LLC - Traffic and Transportation Consultants Page 17

16 Acknowledged - AM/PM Peak Hour Volume is 19/43. This is 5% of the total AM/PM volume shown on from Table 5 site. i.e.(05 x 383 = 19.15) and (.05 x 858 = 42.9). seems unlikely & does not correspond to trip assignment movements shown ADT? ADT ADT?

17 Creekside Traffic Impact Study November 2015 Revise V. Future Traffic Forecasts with Proposed Development Site-generated traffic was added to background traffic projections for Years 2017 and 2035 to develop total traffic projections. It was assumed, for analysis purposes, that overall development construction (proposed single-family residential with assumed future multi-family and commercial components) would not be phase and occur by end of Year No regional roadway improvements, beyond that described in background conditions, were assumed for analysis in total traffic conditions. Acknowledged. Statement revised Projected Year 2017 total traffic volumes and intersection geometry are shown on Figure 7. Figure 8 shows projected total traffic volumes and intersection geometry for Year Clarify how the growth rates were applied and in the long term what the Transportation Plan volumes were vs. the calculated. Include volumes from the plan in the report discussion. The greater of the two long term volumes, calculated and from the plan, is to be used for the analysis as per previous report comments. Acknowledged. The growth rate and resultant factors were applied to existing traffic counts. The traffic study is revised to arrive at 2035 traffic volume forecast at the Thornton Transportation plan SM ROCHA, LLC - Traffic and Transportation Consultants Page 19

18 Revise Revisions made ADT? ADT ADT?

19 Revise Revisions made ADT? ADT ADT?

20 Creekside Traffic Impact Study November 2015 Peak Hour Intersection Levels of Service VI. Project Impacts Operations of study intersections were analyzed under projected total traffic conditions using the SYNCHRO computer program. Total traffic level of service analysis results for Years 2017 and 2035 are summarized in Table 6 and Table 7. Definitions of levels of service are given in Appendix B, with intersection capacity worksheets are provided in Appendix C. INTERSECTION TABLE 6 INTERSECTION CAPACITY ANALYSIS SUMMARY TOTAL TRAFFIC - YEAR 2017 LEVEL OF SERVICE LANE GROUPS AM PEAK HOUR PM PEAK HOUR Quebec Street / 128th Avenue (Signalized) C (23.8) C (34.2) 128th Avenue / Oneida Street (Signalized) B (16.3) C (29.7) 128th Avenue / Monaco Street (Stop-Controlled) Westbound Left A B Northbound Left Signal? E F Northbound Right B C Quebec Street / Quince Street (Stop-Controlled) Eastbound Left Signal? C F Eastbound Through and Right B B Westbound Left C D Westbound Through and Right A B Northbound Left A A Southbound Left A A Quebec Street / 127th Avenue (Stop-Controlled) Eastbound Left C E Eastbound Right B B Nortbound Left A A Key : Stop-Controlled Intersections: Lev el of Serv ice Signalized Intersection: Lev el of Serv ice (Control Delay in sec/v eh) If these intersections are to be signalized, need to show what future level of service will be. Cannot design for LOS F. (TYP) Acknowledged. As in Background Condition Analysis, without the development, NB Left at Monaco and 128th Avenue already experiences an LOS F. This development is not causing this result. Study maintains modeling the intersection as stopped condition. Quince and Quebec Street does not warrant a traffic signal in short or long term total traffic analysis. Warrant Study is in Appendix SM ROCHA, LLC - Traffic and Transportation Consultants Page 22

21 Creekside Traffic Impact Study November 2015 See 2017 Total Summary comment When? (TYP) INTERSECTION TABLE 7 INTERSECTION CAPACITY ANALYSIS SUMMARY TOTAL TRAFFIC - YEAR 2035 LEVEL OF SERVICE LANE GROUPS AM PEAK HOUR PM PEAK HOUR Quebec Street / 128th Avenue (Signalized) C (20.0) C (21.4) 128th Avenue / Oneida Street (Signalized) B (17.9) D (35.5) 128th Avenue / Monaco Street (Stop-Controlled) Westbound Left Signal? B C Northbound Left F F Northbound Right B C Quebec Street / Quince Street (Stop-Controlled) Eastbound Left Signal? Not warranted, D F Eastbound Through and Right Warrant study B B Westbound Left provided in C F Westbound Through and Right appendix A B Northbound Left A A Southbound Left A A Quebec Street / 127th Avenue e (Stop-Controlled) Eastbound Left Not warranted, Warrant study C D Eastbound Right provided in A A Nortbound Left appendix A A Key : Stop-Controlled Intersections: Lev el of Serv ice Signalized Intersection: Lev el of Serv ice (Control Delay in sec/v eh) The stop-controlled intersection of 128th Avenue and Monaco Street continues to see additional vehicular delay for some turn movements with peak hour operations at LOS C or better. The northbound left turn movement at the intersection continues to have an operation of LOS F during each traffic peak, similar to background traffic analysis results. As earlier discussed, the projected northbound left turn movement operation is attributed to the volume of through traffic on 128th Avenue and the stop-controlled nature of the intersection. Future signalization of this intersection, pursuant to stipulation of annexation agreement, will mitigate the projected LOS F operation for the northbound left turn movement. Provide analysis with signal Analysis provided in The 127 th Avenue and Quince Street intersections on Quebec Street are projected to have peak revised hour turn report movement operations of LOS D or better. These intersections too have unsignalized left turn movements that are expected to experience some additional vehicular delay (ranging from LOS D to LOS F) during peak traffic hours. However, these additional delays are not expected to be detrimental to the intersection or the overall roadway network. Analysis provided in Provide signal warrant analysis for short and long term conditions. revised report Update report to provide further discussion on the limits and assumptions used for the signal progression analysis. Also update the analysis to include signals at the intersections of 128th & Monaco and Quebec & Quince Quebec and Quince is not SM ROCHA, LLC - Traffic and Transportation Consultants warranted. Page Discussion 23 of Monaco and 128th Avenue added If these intersections are to be signalized, need to show what future level of service will be. Cannot design for LOS F. (TYP) Acknowledged. As in Background Condition Analysis, without the development, NB Left at Monaco and 128th Avenue already experiences an LOS F. This Total Traffic Analysis Results upon Development Build-Out development is not causing this result. Study maintains modeling the intersection as stopped condition. Table 7 illustrates how, by Year 2035, the signalized 128 th Avenue Quince intersections and Quebec of Street Quebec does Street not warrant and a traffic Oneida Street, upon development build out with all conservative assumptions signal in short defined or long term in this total study, traffic analysis. have projected overall operations at LOS D or better during peak traffic hours. Warrant Study is in Appendix

22 Creekside Traffic Impact Study November 2015 Revise Acknowledged. tables revised Table 6A and Table 7A summarizes roadway (arterial) level of service analyses results for total traffic conditions for the respective analysis year and peak traffic hour. Analysis worksheets are provided for reference in Appendix C. TABLE 6A ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY TOTAL TRAFFIC - YEAR 2017 ROADWAY LEVEL OF SERVICE DIRECTION AM PEAK HOUR PM PEAK HOUR 128th Avenue Eastbound C D Westbound C D Quebec Street Northbound C C Southbound F F TABLE 7A ROADWAY LEVEL OF SERVICE ANALYSIS SUMMARY TOTAL TRAFFIC - YEAR 2035 ROADWAY LEVEL OF SERVICE DIRECTION AM PEAK HOUR PM PEAK HOUR 128th Avenue Eastbound B C Westbound C D Quebec Street Northbound C C Southbound E E SM ROCHA, LLC - Traffic and Transportation Consultants Page 24

23 Creekside Traffic Impact Study November 2015 Revise - VII. Conclusion This traffic impact study addressed the capacity, geometric, and control requirements associated with the proposed single-family residential area of overall development entitled Creekside. The proposed single-family development is part of a planned mixed-use development that is approximately 155 acres in size and located in the City of Thornton at the southwest corner of Quebec Street and 128th Avenue. This study is being prepared to present traffic impacts associated with changes proposed for the single-family residential area of development with general consideration given for the multi-family and commercial areas of overall development site that were previously analyzed in a traffic study dated September The three areas of overall development and approximate sizes of buildable area are described as single-family detached (123.7 acres), single-family attached (9.1 acres), and commercial (19.4 acres). The proposed single-family residential development is understood to entail the construction of approximately 263 new dwelling units and represents an approximate 5.7 percent reduction in units from that previously analyzed (279 dwelling units). The study area examined in this analysis encompasses the 128th Avenue intersections with Quebec Street, Oneida Street, and Monaco Street. Also included in the study area is the Quebec Street intersection with Quince Street and proposed site development access (127 th Avenue) on Quebec Street. Analysis was conducted for critical AM Peak Hour and PM Peak Hour traffic operations for existing traffic conditions, Year 2017 and Year 2035 background traffic conditions, and Year 2017 and Year 2035 total traffic conditions. Existing and background traffic analyses for study years, without the proposed development, indicates that the 128th Avenue intersections of Oneida Street and Monaco Street operate at LOS D or better during both traffic peak hours, with only the northbound left turn movement at Monaco Street operating at LOS F during the afternoon peak hour. This LOS F operation at Monaco Street is attributed to the through traffic volume on 128th Avenue and the stop-controlled nature of the intersection. Moreover, it is not uncommon for unsignalized movements to or from an arterial roadway, in urban areas, to operate with noticeable delay during peak traffic hours. It is, however, expected that turn movements may operate better than the results presented in this analysis since the upstream signal control on 128th Avenue will tend to create additional gaps in the traffic stream for turn movements at the existing Monaco Street intersection. This LOS F operation at Monaco Street is mitigated with future intersection signalization as described by annexation agreement stipulation. This Analysis information of future is already traffic provided conditions within the indicate body and that the addition of proposed site-generated traffic is appendix of this report. expected to create no discernable impact to traffic operations for the existing surrounding roadway system. With all conservative assumptions defined in this analysis, intersections are projected to operate at future levels of service comparable to background traffic conditions. Conclusions... signals (timing), roadway improvements, turn lanes (storage & taper), access/intersection (classifications/type, separation), recommendations, etc. Are there any of the requirements of the traffic report are more stringent than the City's policies, Standards and Specifications, etc. for which the report shall govern? No requirements beyond those mandated by city code and policies, etc. SM ROCHA, LLC - Traffic and Transportation Consultants Page 25

24 APPENDIX C Capacity Worksheets

25 AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Perm Protected Phases Permitted Phases Total Split (s) Total Lost Time (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A B A A B A C C C D A Approach Delay Approach LOS B B C C Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 82 (82%), Referenced to phase 2:EBTL and 6:WBTL, Start of Yellow Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.66 Intersection Signal Delay: 21.0 Intersection LOS: C Intersection Capacity Utilization 43.2% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Quebec Street & 128th Avenue 128th & Quebec is currently uncoordinated. Modeling as actuated-coordinated with a 100 second cycle may be contributing to the southbound roadway LOS F in the existing condition. Please model correctly. Changes made in Synchro and new reports included November 2015 Synchro Report SM ROCHA LLC Appendix C - Capacity Worksheets - Page 1

26 AM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) 8 77 Lane Group Flow (vph) Turn Type pm+pt NA NA Perm pm+pt Perm Protected Phases Permitted Phases Total Split (s) Total Lost Time (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A D B Approach Delay Approach LOS A A C Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 1 (1%), Referenced to phase 2:EBTL and 6:WBT, Start of Yellow Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.40 Intersection Signal Delay: 6.6 Intersection Capacity Utilization 38.6% Analysis Period (min) 15 Currently uncoordinated. Please model correctly. Intersection LOS: AChanges made in Synchro and new reports included ICU Level of Service A Splits and Phases: 2: 128th Avenue & Oneida Street November 2015 Synchro Report SM ROCHA LLC Appendix C - Capacity Worksheets - Page 2

27 PM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) Lane Group Flow (vph) Turn Type pm+pt NA NA Perm pm+pt Perm Protected Phases Permitted Phases Total Split (s) Total Lost Time (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A D B Approach Delay Approach LOS A A C Queue Length 50th (ft) Queue Length 95th (ft) m Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 99 (99%), Referenced to phase 2:EBTL and 6:WBT, Start of Yellow Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 7.1 Intersection Capacity Utilization 59.9% Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. See previous comment. Changes made in Synchro and new reports included Intersection LOS: A ICU Level of Service B Splits and Phases: 2: 128th Avenue & Oneida Street November 2015 Synchro Report SM ROCHA LLC Appendix C - Capacity Worksheets - Page 6

28 Year AM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) 8 82 Lane Group Flow (vph) Turn Type pm+pt NA NA Perm pm+pt Perm Protected Phases Permitted Phases Total Split (s) Total Lost Time (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A D B Approach Delay Approach LOS A A C provide (TYP) Queue Length 50th (ft) Queue Length 95th (ft) m Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Changes 0 made in Synchro and new reports included Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 1 (1%), Referenced to phase 2:EBTL and 6:WBT, Start of Yellow Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.41 Intersection Signal Delay: 6.7 Intersection LOS: A Intersection Capacity Utilization 40.0% ICU Level of Service A Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: 128th Avenue & Oneida Street November 2015 Synchro Report SM ROCHA LLC Appendix C - Capacity Worksheets - Page 12