Aldridge Transportation Consultants, LLC Advanced Transportation Planning and Traffic Engineering

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1 Advanced Transportation Planning and Traffic Engineering John M.W. Aldridge, PE, PTOE, AICP 1082 Chimney Rock Road Colorado Licensed Professional Engineer Highlands Ranch, CO Mobile: April 2, 2018 Mr. Eric Wernsman Wernsman Engineering and Land Development, LLC nd St. Evans, CO RE: Traffic Impact Analysis Expedition Water Solutions #8 Site Weld County, CO Dear Mr. Wernsman: This technical letter provides an analysis of the potential impact occasioned by a 154 acre saltwater disposal site on the southwest corner of WCR-90 and WCR-39 which is to the northeast of Ault, Colorado. The aerial photo shows the location and on the site. The site will be accessible from two locations on the north side from WCR-90. The eastern access is 660 feet from WCR-39 and the western access is another 330 feet west of WCR-39. The saltwater disposal facility will employ up to 10 persons per 24-hour period. It will process a maximum of 100 trucks per day spread out over a 24-hour period. The average weekday number of trucks is about 80. Existing Conditions In this area, WCR-90 is a two-lane paved collector roadway that carries 870 vehicles per day according to a April 2017 traffic count taken by Weld County. The Weld County 2035 Transportation Plan reports that it is 29 feet wide and in fair condition. The plan indicates that the capacity of the roadway is 4,600 ADT. WCR-39 is a two-lane local gravel road

2 Page 2 of 4 Impacts Trip Generation The following table show the type of vehicle and average number of daily round trips. Type of Vehicle Average Number of Round Trips/Day a) Passenger cars/pickups 10 b) Tandem Trucks c) Semi-Truck/Trailer/RV 80 Expected Vehicle Routes and Trip Distribution According the operator of the facility, the trucks will split about 50/50 to/from the east and of the site on WCR-90. This is based on the general location of the wells that they will serve. Peak Hour of Usage The facility operates on a 24-hour basis and as such there is no typical peak hour of usage that being the peak hour of the adjacent street between 7 and 9 AM and 4 and 6 PM. Generally, trucks will start loading water after 7 AM and not arrive at the disposal site to unload water until after 9 AM. There may be shift changes with a couple of workers during the morning peak hour likely using passenger car or pick-up trucks. During the afternoon peak hour (4 to 6 PM) there may be another shift change. Trucks in an out during that time are random and unpredictable. Nonetheless, for analysis purposes, a standard 10 percent of average daily traffic is assumed. At 10 percent of the average daily, this equates to 9 trips entering and 9 trips exiting the facility. 4-5 vehicles will enter and exit to/from the east and 4-5 vehicles will enter and exit to/from the west. Note that passenger car equivalents (pce) are not applicable to the turning volume warrant in this case. The left turn lane volume warrants in standard traffic engineering documents do not differentiate cars from trucks. Passenger car equivalents are more appropriately used to determine the length of queues and design of storage lanes. Furthermore, a left turn lane can be dropped if the opposing volume is equal to or less than 100 vehicles per hour. In this case, assuming the peak hour is 10 percent of the daily (870 ADT) and a standard 55/45 directional split, the maximum opposing volume is approximately 48 vehicles per hour. Mitigation Based on the above information, the owner/operator of the facility agrees to the improvement triggers below:

3 Page 3 of 4 a) 200 vpd or significant dust as identified by County-Mag-Chloride dust abatement b) 300 vpd alternative pavement c) 400 vpd pavement The vehicles per day triggers are not applicable as WCR-90 is paved. d) 10 vph during peak hour turning left into the facility left turn deceleration lane e) 25 vph during peak hour turning right into the facility right turn deceleration lane f) 50 vph during peak hour turning right out of the facility right turn acceleration lane. The vehicles per hour triggers for deceleration or acceleration lanes are not met. Conclusions Based on this analysis, the present roadway surface, access configuration, and traffic control will adequately handle, without improvements, the truck traffic generated by the saltwater disposal facility. Should you have any questions or need additional information please call me at Respectfully submitted: Aldridge Transportation Consultants, LLC John M.W. Aldridge, P.E. Principal JMWA/me

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5 Advanced Transportation Planning and Traffic Engineering John M.W. Aldridge, PE, PTOE, AICP 1082 Chimney Rock Road Colorado Licensed Professional Engineer Highlands Ranch, CO Mobile: March 1, 2018 Mr. Eric Wernsman Wernsman Engineering and Land Development, LLC nd St. Evans, CO RE: Traffic Impact Analysis Expedition Water Solutions #8 Site Weld County, CO Dear Mr. Wernsman: This technical letter provides an analysis of the potential impact occasioned by a 154 acre saltwater disposal site on the southwest corner of WCR-90 and WCR-39 which is to the northeast of Ault, Colorado. The aerial photo shows the location and on the site. The site will be accessible from two locations on the north side from WCR-90. The eastern access is 660 feet from WCR-39 and the western access is another 330 feet west of WCR-39. The saltwater disposal facility will employ up to 10 persons per 24-hour period. It will process a maximum of 100 trucks per day spread out over a 24-hour period. Existing Conditions In this area, WCR-90 is a two-lane paved collector roadway that carries 870 vehicles per day according to a April 2017 traffic count taken by Weld County. The Weld County 2035 Transportation Plan reports that it is 29 feet wide and in fair condition. The plan indicates that the capacity of the roadway is 4,600 ADT. WCR-39 is a two-lane local gravel road

6 Page 2 of 3 Impacts Trip Generation The following table show the type of vehicle and number of daily round trips. Type of Vehicle Number of Round Trips/Day a) Passenger cars/pickups 10 b) Tandem Trucks c) Semi-Truck/Trailer/RV 100 Expected Vehicle Routes and Trip Distribution According the operator of the facility, the trucks will split about 50/50 to/from the east and of the site on WCR-90. This is based on the general location of the wells that they will serve. Peak Hour of Usage The facility operates on a 24-hour basis and as such there is no particular peak hour of usage. Nonetheless, for analysis purposes, a standard 10 percent of daily traffic is assumed. At 10 percent of the daily, this equates to 11 trips entering and 11 trips exiting the facility. 5-6 vehicles will enter and exit to/from the east and 5-6 vehicles will enter and exit to/from the west. Mitigation Based on the above information, the owner/operator of the facility agrees to the improvement triggers below: a) 200 vpd or significant dust as identified by County-Mag-Chloride dust abatement b) 300 vpd alternative pavement c) 400 vpd pavement The vehicles per day triggers are not applicable as WCR-90 is paved. d) 10 vph during peak hour turning left into the facility left turn deceleration lane e) 25 vph during peak hour turning right into the facility right turn deceleration lane f) 50 vph during peak hour turning right out of the facility right turn acceleration lane. The vehicles per hour triggers for deceleration or acceleration lanes are not met.

7 Page 3 of 3 Conclusions Based on this analysis, the present roadway surface, access configuration, and traffic control will adequately handle, without improvements, the truck traffic generated by the saltwater disposal facility. Should you have any questions or need additional information please call me at Respectfully submitted: Aldridge Transportation Consultants, LLC John M.W. Aldridge, P.E. Principal JMWA/me ATC is professional service firm specializing in traffic engineering and transportation planning. ATC s principal, John M.W. Aldridge, is a Colorado licensed professional engineer. In the past 20 years, ATC has prepared over 1,000 traffic impact studies, designed over 100 traffic signals, and has provided expert witness testimony on engineering design and access issues on multi-million-dollar interchange and highway projects in Kansas and Colorado.