FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY

Transcription

1 FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Prepared for: City of Thornton And Colorado Department of Transportation Prepared by: 11 Blake Street, Suite 2 Denver, Colorado 822 Contact: Brian Bern, PE, PTOE (33) 72 2 On Behalf of: SWVP Noddle 228 S. 7 th Street, Suite 2 Omaha, NE 81 July 27, 218

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3 F RONT RANGE CROSSINGS Table of Contents Background Information... 1 General Existing Traffic Conditions... 7 Roadway Network... 7 Traffic Volumes... 8 Intersection and Roadway Capacity Analysis... 9 Development Site Characteristic Site Access Trip Generation Trip Generation Comparison: Trip Distribution Trip Distribution with 12 nd Avenue Connected to Trip Distribution without 12 nd Avenue connected to Traffic Assignments and Off Site Traffic Analysis Roadway Improvements Roadway Improvements... 3 Future 223 Background Traffic Future 238 Background Traffic Traffic Analysis... 2 Background Traffic... 2 Total Traffic... 2 Level of Service Analysis Traffic Analysis with 12 nd Ave Connected to... 4 Background Traffic... 4 Total Traffic... 4 Level of Service Analysis Traffic Analysis without 12 nd Ave Connected to Background Traffic Total Traffic Level of Service Analysis Findings and Recommendations Conclusion i

4 Appendices: F RONT RANGE CROSSINGS A. Existing 218 Traffic Counts B. 218 Level of Service Output Existing Traffic C. ITE Internal Capture Output D. 223 Background Traffic Analysis Output E. 223 Total Traffic Analysis Output F. 238 Background Traffic Analysis Output G. 238 Total Traffic with 12 nd Ave Connection to Analysis Output H. 238 Total Traffic without 12 nd Ave Connection to Analysis Output I. Traffic Signal Warrant Calculations List of Figures Figure 1 Vicinity Map... 4 Figure 2 Existing Roadway Characteristics... Figure 3 Existing Intersection Geometry... Figure Weekday Exist Traffic... 1 Figure 218 Saturday Exist Traffic... 1 Figure Site Plan Figure Trip Distribution Figure Trip Percentages Figure Weekday Site Traffic... 2 Figure Saturday Site Traffic... 2 Figure Trip Distribution Figure Trip Percentages with 12 nd Ave Connected to Figure Weekday Site Traffic with 12 nd Ave Connected to Figure Saturday Site Traffic with 12 nd Ave Connected to... 3 Figure Trip Percentages without 12 nd Ave Connected to Figure Weekday Site Traffic without 12 nd Ave Connected to Figure Saturday Site Traffic without 12 nd Ave Connected to Figure Intersection Spacing Figure Intersection Geometry... 4 Figure Weekday Background Traffic... 4 Figure Saturday Background Traffic Figure Intersection Spacing Figure Intersection Geometry Figure Weekday Background Traffic... Figure Saturday Background Traffic... 1 Figure Weekday Total Traffic... 2 Figure PM Total Traffic... 3 Figure Weekday Total Traffic with 12 nd Ave Connected to Figure Saturday Total Traffic with 12 nd Ave Connected to... 8 Figure Weekday Total Traffic without 12 nd Ave Connected to Figure Saturday Total Traffic without 12 nd Ave connected to... 9 ii

5 F RONT RANGE CROSSINGS List of Tables Table 1 Signalized Intersection Level of Service Criteria... 9 Table 2 Unsignalized Intersection Level of Service Criteria... 1 Table 3 Roadway Level of Service Thresholds by Functional Classification... 1 Table Existing Traffic Level of Service Table 218 Existing Traffic Progression Summary Table ITE Land Use Codes Table 7 Trip Generation Table 8 Full Build out Trip Generation by TAZ Table 9 Trip Generation: Front Range Crossings vs Transportation Master Plan... 2 Table Trip Generation of Adjacent Properties Table Trip Generation of Adjacent Properties Table Background Traffic Level of Service... 2 Table Background Traffic Progression Summary... Table Total Traffic Level of Service... Table Total Traffic Progression Analysis... 1 Table Background Traffic Level of Service... Table Background Traffic Progression Summary... 7 Table Total Traffic Level of Service w/ 12 nd Ave Connected to Table Total Traffic Progression Summary w/ 12 nd Ave Connected to Table Total Traffic Level of Service w/o 12 nd Ave Connected to Table Total Traffic Progression Summary w/o 12 nd Ave Connected to iii

6 Background Information F RONT RANGE CROSSINGS The Front Range Crossings development is located within two undeveloped parcels of land partly in the City of Thornton and partly in unincorporated Adams County, Colorado that is going through the annexation process. A brief description of each parcel is listed below. The Northeast Parcel is almost 128 acres located south of 14 th Ave, west of SH 7, north of 1 th Ave., and east of reet. The Northwest Parcel is proposed as a mixed use development with 1,, square feet of office, 12, square feet of retail, and 42 dwelling units of apartments. The Southwest Parcel is a little over 8 acres located south of 1 th Ave, west of Washington Street, north of E 47, and east of I 2. The Southwest Parcel is proposed as entirely office with 1,14, square feet. Development of the project is anticipated to be phased. The portion northwest of State Highway 7 and 12 nd Avenue is expected to develop first with build out of this portion expected to occur by 223. The rest of the development is anticipated to have a slower absorption rate and reach full build out by 238. Subsequent traffic studies will be needed in the future if portions of the project are built out in phases to determine necessary improvements by phase. The purpose of this Traffic Impact Study (TIS) is to assess the effects that the development traffic may have on the City of Thornton s transportation network and to support the entitlement process. See Figure 1 for the location of the proposed development and the nearby existing and future land uses. Figure illustrates the proposed site plan. A brief description of the adjacent roadway characteristics is presented below. General roadway segment laneage, intersection spacing, and locations of existing traffic signals can be seen in Figure 2. Specific intersection lane geometry can be seen in Figure 3. Intersection turn lane storage lengths are included in the level of service analysis tables later in this TIS. 1 th Avenue Currently a minor arterial roadway consisting of one 11 lane in each direction with no raised median, no curb and gutter, no bike lanes, and no sidewalks. The roadway has a posted speed limit of 4 MPH west of reet and 4 MPH east of reet. The City of Thornton Transportation Plan 29 lists the street as a four lane major arterial roadway with two lanes in each direction at full buildout. 12 nd Avenue West of reet A collector roadway consisting of two 12 lanes in each direction, with a raised median, curb and gutter, bike lanes, sidewalks, and a posted speed limit of 3 MPH. 14 th Avenue A collector roadway consisting of two 12 lanes in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk on the north side, and a posted speed limit of 3 MPH. 1

7 F RONT RANGE CROSSINGS The segment between the Home Depot and Daveco Liquors is built in an interim condition with one 12 lane in each direction, no raised median, curb and gutter, no bike lanes, a sidewalk on the north side, and a posted speed limit of 3 MPH. reet Currently a major arterial roadway with laneage, medians, curb and gutter, and sidewalks that vary by segment, no bike lanes, and a posted speed limit that varies from 4 MPH to 4 MPH. The City of Thornton Transportation Plan 29 lists the street as a six lane major arterial roadway with three lanes in each direction at full buildout. The segment south of 1 th Avenue has one 12 lane in each direction with no raised median, no curb and gutter, no bike lanes, no sidewalk and a posted speed limit of 4 mph. The segment between 1 th Avenue and 12 nd Avenue consists of three 12 lanes southbound, two 12 lanes northbound (asphalt built for three 12 lanes in the future), with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of 4 MPH. The segment between 12 nd Avenue and 13 rd Avenue consists of three 12 lanes southbound, two 12 lanes northbound, with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of 4 MPH. The segment between 13 rd Avenue and 14 th Avenue consists of three 12 lanes southbound, two 12 lanes northbound (asphalt built for three 12 lanes in the future) with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of 4 MPH. The segment between 14 th Avenue and State Highway 7 consists of three 12 lanes in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk, and a posted speed limit of 4 MPH. State Highway 7 A major arterial roadway with laneage, medians, curb and gutter, bike lanes, sidewalks that vary by segment and a posted speed limit that varies from 4 MPH to MPH. The City of Thornton Transportation Plan 29 lists the street as a six lane major regional arterial roadway with three lanes in each direction at full buildout. The segment east of York Street consists of two 12 lanes in each direction with a raised median, curb and gutter, bike lanes, sidewalks, and a posted speed limit of MPH. The segment between York Street and 1 th Avenue consists of two 12 lanes eastbound, one 12 lane westbound with no raised median, no curb and gutter, no bike lanes, no sidewalks, and a posted speed limit of MPH. The segment between 1 th Avenue and 14 th Avenue consists of one 12 lane in each direction with no raised median, no curb and gutter, no bike lanes, no sidewalks, and a posted speed limit of MPH. The segment between 14 th Avenue and reet consists of two 12 through lanes and a continuous accel/decel lane in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of MPH. The segment between reet and I 2 consists of two 12 through lanes and a continuous accel/decel lane in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk on the west/south side, and a posted speed limit of MPH. 2

8 F RONT RANGE CROSSINGS York Street North & South of State Highway 7 Currently a minor arterial roadway consisting of one 12 lane in each direction with no raised median, curb and gutter on the east side, a bike lane on the east side, a sidewalk on the east side, and a posted speed limit of 4 MPH. The City of Thornton Transportation Plan 29 lists the street as a six lane major arterial roadway with three lanes in each direction at full buildout. Road D North of 14 th Avenue A private road consisting of one 12 wide travel lane in each direction with curb and gutter and a sidewalk on the east side. The roadway does not have a raised median or bike lanes. The speed limit is not posted, but can be assumed to be similar to a local road with a speed limit of 2 MPH. The City of Thornton Transportation Plan 29 has the Northeast Parcel planned as commercial and the Southwest Parcel planned as a business park. The Front Range Crossings project will develop the Southwest Parcel with office uses in conformance with the Transportation Plan. The Northeast Parcel with a mix of retail, office and multi family results in a reduction in traffic compared to the Transportation Plan. Additional discussion on existing and proposed trip generation are included later in this report. Further roadway network details are found in the existing traffic conditions section and the development site characteristics section later in this traffic impact study. 3

9 Broomfield County Weld County 18th Ave Broomfield Broomfield County Adams County Northglenn Weld County Adams County 2 North Creek Farms Current/Future: Residential South Larkridge Current: Retail Future: Retail and Apartments SOUTHWEST PARCEL North Larkridge Current/Future: Retail Washingotn St Future NW Office Current: Residential Future: Office UV 7 NORTHEAST PARCEL Future East Residential Current/Future: Residential Current/Future: Residential Future South Residential Current: Residential/Agriculture Future: Residential Morrison Property Development Current/Future: Residential 1th Ave Cundall Farms Development Current/Future: Residential Future Employment Center Current: Residential and Agriculture Future: Office and Industrial Thornton UV E47 YORK ST Thornton 3, Feet FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure 1 VICINITY MAP FILE: G:\gis_projects\Front_Range_Crossings\active\apps\Front_Range_Crossings_Vicinity_Map.mxd, 7//218, chris_martin

10 18th Ave N. Larkridge 4 I-2 14th Ave Colorado State Hwy # 7 12nd Ave 2 York St 1th Ave LEGEND # OF THROUGH LANES SIGNALIZED INTERSECTION NORTH FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure 2 EXISTING ROADWAY CHARACTERISTICS

11 18th Ave N. Larkridge I-2 D-Street 14th Ave Colorado State Hwy # 7 12nd Ave York St 1th Ave NORTH FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure EXISTING INTERSECTION GEOMETRY

12 General Existing Traffic Conditions F RONT RANGE CROSSINGS Roadway Network The existing roadway network evaluated in this TIS is bounded on the north and east by State Highway 7 and York street, on the west by, and on the south by 1 th Ave. A diagram of the existing roadway network with travel lanes and intersection configurations are shown on Figure 2 Existing Roadway Characteristics and Figure 3 Existing Intersection Geometry. A description of the existing roadways are described below: 1 th Avenue Currently a minor arterial roadway consisting of one 11 lane in each direction with no raised median, no curb and gutter, no bike lanes, and no sidewalks. The roadway has a posted speed limit of 4 MPH west of reet and 4 MPH east of reet. The City of Thornton Transportation Plan 29 lists the street as a four lane major arterial roadway with two lanes in each direction at full buildout. 12 nd Avenue West of reet A collector roadway consisting of two 12 lanes in each direction, with a raised median, curb and gutter, bike lanes, sidewalks, and a posted speed limit of 3 MPH. 14 th Avenue A collector roadway consisting of two 12 lanes in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk on the north side, and a posted speed limit of 3 MPH. The segment between the Home Depot and Daveco Liquors is built in an interim condition with one 12 lane in each direction, no raised median, curb and gutter, no bike lanes, a sidewalk on the north side, and a posted speed limit of 3 MPH. reet Currently a major arterial roadway with laneage, medians, curb and gutter, and sidewalks that vary by segment, no bike lanes, and a posted speed limit that varies from 4 MPH to 4 MPH. The City of Thornton Transportation Plan 29 lists the street as a six lane major arterial roadway with three lanes in each direction at full buildout. The segment south of 1 th Avenue has one 12 lane in each direction with no raised median, no curb and gutter, no bike lanes, no sidewalk and a posted speed limit of 4 mph. The segment between 1 th Avenue and 12 nd Avenue consists of three 12 lanes southbound, two 12 lanes northbound (asphalt built for three 12 lanes in the future), with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of 4 MPH. The segment between 12 nd Avenue and 13 rd Avenue consists of three 12 lanes southbound, two 12 lanes northbound, with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of 4 MPH. The segment between 13 rd Avenue and 14 th Avenue consists of three 12 lanes southbound, two 12 lanes northbound (asphalt built for three 12 lanes in the future) with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of 4 MPH. The segment between 14 th Avenue and State Highway 7 consists of three 12 lanes in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk, and a posted speed limit of 4 MPH. 7

13 F RONT RANGE CROSSINGS State Highway 7 A major arterial roadway with laneage, medians, curb and gutter, bike lanes, sidewalks that vary by segment and a posted speed limit that varies from 4 MPH to MPH. The City of Thornton Transportation Plan 29 lists the street as a six lane major regional arterial roadway with three lanes in each direction at full buildout. The segment east of York Street consists of two 12 lanes in each direction with a raised median, curb and gutter, bike lanes, sidewalks, and a posted speed limit of MPH. The segment between York Street and 1 th Avenue consists of two 12 lanes eastbound, one 12 lane westbound with no raised median, no curb and gutter, no bike lanes, no sidewalks, and a posted speed limit of MPH. The segment between 1 th Avenue and 14 th Avenue consists of one 12 lane in each direction with no raised median, no curb and gutter, no bike lanes, no sidewalks, and a posted speed limit of MPH. The segment between 14 th Avenue and reet consists of two 12 through lanes and a continuous accel/decel lane in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk on the west side, and a posted speed limit of MPH. The segment between reet and I 2 consists of two 12 through lanes and a continuous accel/decel lane in each direction with a raised median, curb and gutter, no bike lanes, a sidewalk on the west/south side, and a posted speed limit of MPH. York Street North & South of State Highway 7 A minor arterial roadway consisting of one 12 lane in each direction with no raised median, curb and gutter on the east side, a bike lane on the east side, a sidewalk on the east side, and a posted speed limit of 4 MPH. The City of Thornton Transportation Plan 29 lists the street as a six lane major arterial roadway with three lanes in each direction at full buildout. Road D North of 14 th Avenue A private road consisting of one 12 wide travel lane in each direction with curb and gutter and a sidewalk on the east side. The roadway does not have a raised median or bike lanes. The speed limit is not posted, but can be assumed to be like a local road with a speed limit of 2 MPH. Traffic Volumes Turning movement traffic counts were collected at the nine key intersections listed below during the AM and PM peak hours on Thursday, May 17, 218. Saturday peak hour traffic counts were collected on Saturday, May 19, hour traffic counts were conducted in 1 minute increments on Thursday, May 17, 218. Figure 4 shows both AM and PM peak hour turning movements and Figure shows the Saturday peak hour turning movements at the nine study area intersections in the vicinity of the site. Appendix A contains the raw traffic count data. The AM peak hour generally occurs between 7 and 8 AM. The PM peak hour generally occurs between and PM. The Saturday peak hour generally occurs between noon and 1 PM. 1. State Highway 7 & York Street 2. State Highway 7 & 1 th Avenue 3. State Highway 7 & 14 th Avenue 4. State Highway 7 & reet. reet & 1 th Avenue. reet & 12 nd Avenue 8

14 F RONT RANGE CROSSINGS 7. reet & 14 th Avenue 8. reet & North Larkridge Private Road th Avenue & D Street (Daveco Liquor) The Average Daily Traffic (ADT) was counted in 1 minute increments on Thursday, May 17, 218 at ten key locations in the vicinity of the project area as listed below. Figure 4 and Figure show the existing turning movement volumes and the existing ADT. 1. State Highway 7 west of 18 th Avenue 2. State Highway 7 east of reet 3. State Highway 7 east of York Street 4. reet south of 1 th Avenue. reet north of 12 nd Avenue. reet south of State Highway 7 7. York Street south of State Highway th Avenue east of I th Avenue east of reet th Avenue west of D Street (Daveco Liquors) Intersection and Roadway Capacity Analysis To determine how efficiently and effectively the perimeter street system accommodates the existing traffic volumes, the key intersections in the vicinity of the proposed development were analyzed using Synchro 1 software. The results are shown as Levels of Service (LOS). LOS is a qualitative measure used to describe the condition of traffic flow and delay, ranging from excellent conditions at LOS A to very poor conditions at LOS F. Per the City of Thornton Transportation Plan 29 adopted on September 8, 29, the City of Thornton requires a minimum of LOS D for intersection operations. Table 1 provides a description of conditions for each level of service at a signalized intersection. Table 1 Signalized Intersection Level of Service Criteria Level of Service Average Stopped Delay* Description A <1 Very low delay. Most vehicles do not stop. B >1 to 2 Generally good progression. Slight delays. C >2 to 3 Increased number of stopped vehicles D >3 to Noticeable congestion. E > to 8 High delays and frequent cycle failures. F >8 Forced flow. Extensive queuing. *Seconds per vehicle. Source: HCM Highway Capacity Manual th Edition (Transportation Research Board, 21) For unsignalized (side street stop controlled) intersections, Synchro 1 software was used again. The software applies the Transportation Research Board s 21 Highway Capacity Manual th Edition methodology for unsignalized intersections to determine average control delay per vehicle (measured in seconds) for each stop controlled movement. The method incorporates delay associated with deceleration, acceleration, stopping, and moving up in the queue. For side street stop controlled intersections, delay is represented as the average delay per vehicle for the worst 9

15 F RONT RANGE CROSSINGS approach, not the overall intersection. Table 2 summarizes the relationship between delay and level of service. Table 2 Unsignalized Intersection Level of Service Criteria Level of Service Average Total Delay (seconds per vehicle) Description A < 1 Little or no conflicting traffic for minor street approach. B >1 to 1 Minor street begins to notice absence of available gaps. C >1 to 2 Minor street begins experiencing delay for available gaps. D >2 to 3 Minor street starts to experience queuing. E >3 to Extensive minor street queuing due to insufficient gaps. F > Insufficient gaps to allow minor street traffic to cross safely through the major street traffic stream. Source: HCM Highway Capacity Manual th Edition (Transportation Research Board, 21) The City of Thornton Transportation Plan 29, lists volume thresholds for different roadway classifications based on number of lanes. Table 3 summarizes ADT volume and level of service. Table 3 Roadway Level of Service Thresholds by Functional Classification Level of Service A B C D E Major Reginal Arterial Lanes 3,7 48,2,9 4,8 72, Major Arterial Lanes 27, 3,2 42,7 48, 4, 4 Lanes 18,4 24,1 28,4 32,4 3, Minor Arterial 4 Lanes 1,3 21,4 2,3 28,8 32, Collector 2 Lanes,1 8, 9, 1,8 12, Source: City of Thornton Transportation Plan 29 Roadway progression is an additional metric to analyze roadway corridors. As a guideline, efficiency below.12 is considered poor, efficiency from.13 to.24 is fair, and efficiency from.2 to.3 is good progression. Great progression is anything over.3. CDOT typically requires a 3 percent efficiency or better. As can be seen in table 9, preferential progression is given to the dominate direction along State Highway 7 under the existing AM and PM traffic signal timing plans. The reet corridor is not coordinated at this time so progression cannot be determined. Table 4 presents the existing intersection levels of service. The existing traffic signal timing plans are used for the signalized intersections on reet and on State Highway 7. Table presents the progression analysis. Appendix B contains the analysis output, signal timings, and timespace diagrams. As presented, most of the intersections currently operate well and meet established performance standards (LOS D or better). Additional discussion is included after the table. 1

16 F RONT RANGE CROSSINGS Table Existing Traffic Level of Service Intersection Control 218 Existing 218 Existing 218 Existing Storage Length 1 Weekday AM Weekday PM Saturday LOS Queue LOS Queue LOS Queue SH 7 & York St Signalized B B B EB Left SH 7 ex. 21 B 8 A 13 A 7 EB Thru SH 7 B 18 B 178 B 178 EB Right SH 7 ex. 21 B 39 B 3 B 34 WB Left SH 7 ex. 48 A 87 A 43 A 1 WB Thru SH 7 B 19 B 11 A 12 WB Right SH 7 ex. 2 A A 12 A NB Left York ex. 11 D 142 E 1 D 12 NB Thru York C 19 D 38 C 2 NB Right York ex. 21 C 3 D D 42 SB Left York ex. 18 C 21 D 4 C 17 SB Thru/Rt York C 9 D 112 C 4 SH 7 & 1 th Full Movement Ave Stop Controlled 2 A E D EB Thru/Rt SH 7 A A A WB Left SH 7 ex. 2 A 2 B 2 B 2 WB Thru SH 7 A A A NB Left 1 th ex. A E 2 D 2 NB Right 1 th NA Drop Lane A A A SH 7 & 14 th Ave Signalized B B B EB Left 14 th ex. 2 C 9 D 31 C 31 EB Thru 14 th D 31 D 94 C 7 EB Right 14 th ex. 3 D D 38 D 44 WB Left 14 th ex. 14 D D 32 D 1 WB Thru/RT 14 th F 11 E 94 E 98 NB LT SH 7 ex. 48 A 1 A 38 A 7 NB Thru SH 7 A 148 A 17 A 13 NB RT SH 7 ex. 18 A A 4 A SB LT SH 7 ex. 2 A A 2 A 18 SB Thru SH 7 A 28 A 7 B 4 SB RT SH 7 ex. 23 A A A Washington St & SH 7 Signalized B B C EB Thru SH 7 A 11 B 29 B 19 EB Right SH 7 NA Drop Lane A 24 B 43 C WB Left SH 7 ex. 23 D 3 D 3 D 48 WB Thru SH 7 A 2 A 9 A

17 Intersection Control F RONT RANGE CROSSINGS Storage Length Existing Weekday AM 218 Existing Weekday PM 218 Existing Saturday LOS Queue LOS Queue LOS Queue NB Left Washington NA Drop Lane C 97 D 232 D 273 NB Right Washington NA Drop Lane C 17 D 2 C 33 Washington St. & N. Signalized B C C Larkridge EB Left N. Larkridge ex. 38 C 3 C 74 C 113 EB Thru N. Larkridge C 2 C 41 C 4 EB Right N. Larkridge ex. 38 C C C WB Left N. Larkridge ex. 13 C 1 C 24 D 32 WB Thru N. Larkridge C 2 C 3 C 7 WB Right N. Larkridge ex. 2 C 8 C 24 D NB Left Washington ex. 19 C 11 C 18 D 27 NB Thru Washington A 1 B 44 B 74 NB Right Washington ex. 1 A B B SB Left Washington ex. 19 C 4 C 8 D 89 SB Thru Washington A 13 A 3 B 2 SB Right Washington ex. 2 A A B 3 Washington St & 14 th Signalized C C C Ave EB Left 14 th ex. 17 C 14 C 44 C 72 EB Thru 14 th C 8 C 28 C 4 EB Right 14 th ex. 1 C C C WB Left 14 th ex. 1 C 2 C 38 C 4 WB Thru 14 th C 7 C 19 C 37 WB Right 14 th ex. 1 C C C NB Left Washington ex. 19 C C 19 C 2 NB Thru Washington A 12 A 2 A 3 NB Right Washington ex. 1 A A 8 B 22 SB Left Washington ex. 2 D 9 D 1 D 1 SB Thru Washington A 12 A 3 B 47 SB Right Washington ex. 1 A B 1 B 17 Washington St & 12 nd Signalized A A B EB Left 12 nd ex. 2 C C 24 C 3 EB Right 12 nd ex. 2 C 13 C 33 D 43 NB Left Washington ex. 19 C 8 C 2 C 43 NB Thru Washington A 8 A 17 A 24 SB Thru Washington A 11 A 2 A 37 SB Right Washington ex. 1 A A 14 A 1 12

18 F RONT RANGE CROSSINGS Intersection Control 218 Existing 218 Existing 218 Existing Storage Length 1 Weekday AM Weekday PM Saturday LOS Queue LOS Queue LOS Queue Washington St & 1 th Signalized C C C EB Left 1 th ex. 28 D 3 D 4 D 8 EB Thru\RT 1 th A 128 A 192 C 78 WB left 1 th ex. 13 D 19 D 23 D 24 WB Thru\RT 1 th A 14 A 1 A 98 NB Left Washington ex. 2 C 9 D 22 D 3 NB Thru\RT Washington A 32 A 3 A 77 SB Left Washington ex. 2 D 19 D 4 D 7 SB Thru Washington A 2 A 2 A 89 SB Right Washington ex. 21 A A 3 A th Ave & Full Movement D St Stop Controlled 2 A B B EB Left 14 th ex. 18 A A 28 A EB Thru 14 th WB Thru 14 th WB Right 14 th NA Drop Lane SB Left D Street ex. 7 A 11 B 139 B 11 SB Right D Street NA Drop Lane ex. = existing storage length 2. Overall level of service for unsignalized intersections is based on the worst movement LOS. Roadway Segment Functional Classification LOS SH 7 west of 4 Lane Major Arterial B SH 7 east of 4 Lane Major Arterial A SH 7 east of York St 4 Lane Major Arterial B south of SH 7 Lane Major Arterial A north of 12 nd Ave 4 Lane Major Arterial A south of 1 th Ave 2 Lane Minor Arterial A 1 th Ave east of I 2 2 Lane Minor Arterial B 1 th Ave east of 2 Lane Minor Arterial A 14 th Ave west of D Street 2 Lane Collector A York St south of SH 7 2 Lane Minor Arterial B 218 Existing Traffic Operational Results Roadway Level of Service The existing ADT on State Highway 7, reet, 1 th Avenue, and 14 th Avenue can be seen on Figure 4 and Figure. Based on the Roadway Level of Service Thresholds by Functional Classification in Table 3, these volumes indicate a Roadway LOS of A to B. 13

19 F RONT RANGE CROSSINGS Intersection Level of Service Based on the Intersection Level of Service analysis most of the intersections in the study area are anticipated to operate at a LOS of D or better which meets or exceed the City s established performance standards. The two exceptions are the minor street stop controlled intersection of State Highway 7 and 1 th Avenue and the westbound right turn movement at the signalized intersection of State Highway 7 and 14 th Avenue which are discussed below. State Highway 7 and 1th Avenue State Highway 7 is a single lane in each direction at this location with relatively high traffic volumes which results in limited gaps for the left turn from 1th Avenue to State Highway 7. For this reason, it appears very few drivers make this left turn movement ( in the AM peak hour, 8 in the PM peak hour and 4 in the Saturday peak hour). The vehicles that choose to make this left turn experience LOS E during the PM peak hour and LOS D during the Saturday peak hour, but the queue generally does not exceed one car at a time. With very little traffic turning left, a traffic signal is not warranted at this location. State Highway 7 and 1th Avenue Westbound Right Turn Based on the current traffic signal timing plan, there does not appear to be sufficient green time for the westbound approach. If the green time were to be increased 3 seconds during the AM peak hour, the westbound right turn performance would improve from LOS F to a more acceptable LOS E. Although delay is experienced by motorist making this maneuver, the queue ends before the next intersection at Downing Street. Progression Analysis The existing traffic signals along State Highway 7 are actuated/coordinated with an AM cycle length of 9 seconds, a PM cycle length of 11 seconds, and a Saturday cycle length of 9 seconds. The reet corridor is not coordinated at this time, so progression cannot be determined. Table summarizes the progression by time period. The time space diagrams are included with the signal timing sheets in Appendix B. Table 218 Existing Traffic Progression Summary AM Pk. Hr. PM Pk. Hr. Sat Pk Hr. SH 7 EB Efficiency.3.3. WB Efficiency NB Efficiency N/A N/A N/A SB Efficiency N/A N/A N/A As seen in Table, CDOT provides preferential timing under the existing traffic signal timing plans for the westbound direction of State Highway 7 during the AM peak hour and the eastbound direction during the PM peak hour. 14

20 24/1 9/4 2/4 4/8 /1 9/73 8/ 7/31 /87 8/9 /12 /31 /172 11/32 7/18 1/49 8/182 7/8 12/23 1/21 9/1 72/94 1/24 11/37 34,7 17/88 11/28 18th Ave 21/ 14/34 32/2 48/41 21/94 4/44 7/18 11/ 17/8 19/9 13/47 4/4 1/19 3/49 32/4 3/88 98/229 11/48 11,2 N. Larkridge 17,7 8/ 12/83 18/19 11/ I-2 2,4 14th Ave, 12nd Ave 44/128 12/27 1/2 29/9 2/14 /74 Colorado State Hwy # 7 York St, 4, 21, 1th Ave 8/43 8/2 3/2 23/ 19/189 7/4 /11 14/14 8/12 3/8 98/193 /11 4,8 3/73 2/ /8 13/249 9/8 192/134 13/22 48/3 31/41 1/7 79/3 218/141 7,7 LEGEND 9/27 AM/PM PEAK HOUR TRAFFIC 28/82 482/78 147/27 13/13 3/4 1/11 NORTH 22, AVERAGE ANNUAL DAILY TRAFFIC FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure WEEKDAY EXISTING TRAFFIC

21 ,7 18th Ave ,2 17,7 N. Larkridge I-2 2,4 14th Ave Colorado State Hwy # 7, York St 12nd Ave 1 14, 4, 21, 1th Ave , ,7 LEGEND PEAK HOUR TRAFFIC NORTH 22, AVERAGE ANNUAL DAILY TRAFFIC FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure 218 SATURDAY EXISTING TRAFFIC

22 Development Site Characteristic F RONT RANGE CROSSINGS Site Access Internal to the site, the proposed development will have parking lots dispersed throughout that can be accessed via the internal roadway system. Sidewalks will be constructed on site with connections from the buildings to the internal and external roadway systems for pedestrian and ADA access. The project will have roadway connections to State Highway 7, reet, 1 th Avenue and 14 th Avenue as outlined below and seen on the site plan, Figure. Intersection spacing is shown on Figure 22 and geometric layout of the intersections is shown on Figure 23. Connections to State Highway 7 13 rd Avenue will be right in/right out located approximately 7 south of 14 th Avenue. 12 nd Avenue will be a full movement signalized intersection located approximately 74 south of 14 th Avenue. 11 st Avenue will be right in/right out located approximately south of 12 nd Avenue aligned with an existing driveway. Connections to reet 12 nd Avenue eastern leg of the existing signalized intersection. The intersection is constructed with curb returns and turn lanes for the eastern leg. This TIS analyzes the road network with and without site traffic connected to the eastern leg of the intersection of reet and 12 nd Avenue. 11 st Avenue will be a ¾ access with southbound left, northbound right and westbound right located approximately 44 north of 1 th Avenue. X Street will be a ¾ access with northbound left, southbound right and eastbound right located approximately 4 south of 1 th Avenue. 18 th Parkway will be a full movement signalized intersection located approximately 7 south of X Street. Connections to 1 th Avenue A Street will be right in/right out located approximately 73 east of reet. B Street will be a full movement signalized intersection located approximately east of A Street C Street will be right in/right out located approximately 9 east of B Street. Y Street will be right in/right out located approximately west of reet. Grant Street southern leg of the full movement signalized intersection proposed with the Larkridge Development located approximately 78 west of Y Street. Connections to 14 th Avenue B Street will be right in/right out located approximately 43 west of D Street (Daveco Liquors). D Street southern leg of the existing unsignalized intersection. The intersection and turn lanes are constructed with curb returns and turn lanes for the southern leg. 17

23 F RONT RANGE CROSSINGS Trip Generation The vehicle trips associated with Front Range Crossings development are calculated using the ITE Trip Generation Manual, Tenth Edition. This methodology consists of choosing an independent variable for the land use for a particular time of day. The independent variable correlates to the variation in trip ends and is related to the land use. The value of the independent variable is either multiplied by a weighted average or used in a regression equation to calculate the trips generated by the land use. The ITE Trip Generation Manual provides guidance on when to use the weighted average versus the regression equation. In most cases, the regression equations are recommended when there are adequate study data points. Table shows the ITE land use codes used in the analysis. Since the specific type of retail and restaurants are not defined at this point, the shopping center land use code was assumed for these uses. Table ITE Land Use Codes Independent Land Use Variable ITE Code Retail/Rest. Square Feet 82 Office Square Feet 71 Apartments Dwelling Units 22 Because the Northeast Parcel is a mixed use development, some of the associated trips will be captured internally. Using the ITE Online Traffic Impact Study Software, the AM peak hour trips were reduced by roughly 12 percent, the PM peak hour trips were reduced approximately 14 percent, the Saturday peak hour trips were reduced almost 22%, and Daily trips were reduced by a little over 1 percent to account for internal capture within the Northeast Parcel. No reductions were taken for the Southwest Parcel given the single land use type and more isolated location. The internal capture output from the ITE Online Traffic Impact Study Software is included in Appendix C. Table 7 shows the trip generation for the build out of the development. Table 7 Trip Generation AM Peak PM Peak Saturday Daily Land Use In Out In Out In Out In Out Northeast Parcel Apartments (42 DU) ,499 1,499 Office (1, KSQFT) ,97 4,97 Retail/Restaurant (12 KSQFT) ,18 3,18 NE Parcel Subtotal 1,9 3 1, ,992 9,992 Internal Capture* ,13 1,13 NE Parcel Total , ,479 8,479 Southwest Parcel Office (1,14 KSQFT) ,18,18 SW Parcel Subtotal ,18,18 Grand Total , ,497 13,497 *Internal capture volumes per the ITE Online Traffic Impact Software. See Appendix C. 18

24 F RONT RANGE CROSSINGS Due to the size and number of access points with the Northeast Parcel, the site was divided into three traffic analysis zones (TAZ s). TAZ A is north of 12 nd Avenue, TAZ B is south of 12 nd Avenue and east of B Street, TAZ C is south of 12 nd Avenue and west of B Street. The entire Southwest Parcel is identified as TAZ D. The trips associated with each TAZ are based on the anticipated land uses as shown in Table 8 below. The location of each TAZ can be seen on the site plan, Figure. Table 8 Full Build-out Trip Generation by TAZ AM Peak PM Peak Saturday Daily Land Use In Out In Out In Out In Out TAZ A (N. of 12nd) Office (3 KSQFT) ,7 1,83 Retail/Restaurant (12 KSQFT) ,88 2,78 TAZ A Subtotal ,4 4,441 TAZ B (SE of 12 nd & B Street) Office (29 KSQFT) , 2,439 TAZ B Subtotal , 2,439 TAZ C (SW of 12 nd & B Street) Apartments (42 DU) ,87 Office (111 KSQFT) TAZ C Subtotal ,284 1,99 TAZ D (Southwest Parcel) Office (1,14 KSQFT) ,18,18 TAZ D Subtotal ,18,18 Grand Total 1, , ,497 13,497 Trip Generation Comparison: The City of Thornton Transportation Plan 29, identifies the planned land use for the Northeast Parcel as commercial and the planned land use for the Southwest Parcel as business park. The Front Range Crossings development will be constructing office within the Southwest Parcel which is in general conformance with the Transportation Plan. The Northeast Parcel will have a mix of apartments, office, and retail. Table 9 presents a comparison between the proposed Front Range Crossings development and the commercial land use identified in the Transportation Plan. Since the specific type of commercial is not defined, the shopping center ITE land use code 82 was assumed to compare site trips to the proposed project. The commercial land use presented in the table is based on the Northeast Parcel area of 128 acres and a floor to area ratio (FAR) of.2. As seen in the table, the proposed mixed use development results in a reduction in anticipated vehicle trips during the PM peak hour, Saturday peak hour and the Daily traffic. There is an increase in vehicle trips during the AM peak hour, but this also coincides with the lowest levels of traffic on the adjacent roadways. 19

25 F RONT RANGE CROSSINGS Table 9 Trip Generation: Front Range Crossings vs Transportation Master Plan Front Range Crossings Commercial Delta AM Peak Hour In Out Total 1, PM Peak Hour In 47 1,4 1,78 Out 1,14 1,83 43 Total 1,1 3,237 1,21 Saturday Peak Hr In 92 2,13 1,471 Out 2 1,997 1,377 Total 1,313 4,1 2,847 Daily In 8,479 1,494 7,1 Out 8,479 1,494 7,1 Total 1,98 3,989 14, Trip Distribution The portion of the site north of 12 nd Avenue is anticipated to be constructed by the year 223. This area will be a mix of office and retail as discussed previously. Most of the trips are anticipated to come from major arterials and highways with smaller percentages coming from adjacent areas. Vehicles using E 47 east of the project area are assumed to use the York Street Interchange while vehicles using E 47 west of the project area are assumed to use the Sheridan Interchange and come in on 1 th Avenue. One percent of the trips are assumed to go to/from the North Creek Farms neighborhood east of the State Highway 7 & 14 th Avenue intersection. Within the site, vehicles are assumed to use the internal road network to gain access to the external road network based on the most direct route. Figure 7 shows the expected external distribution of travel for the site generated trips and Figure 8 illustrates the anticipated percent of site traffic for each movement at the intersections included within the study. Figure 9 shows the weekday peak hour site traffic volumes at each intersection and Figure 1 shows the Saturday peak hour site traffic volumes at each intersection. Both Figure 9 and Figure 1 show the site generated average daily traffic volumes (ADT). 238 Trip Distribution with 12 nd Avenue Connected to The full site is anticipated to be built out by the year 238. With office being the largest component of the overall site, much of the site traffic is anticipated to come from major arterials and highways with smaller percentages coming from adjacent areas. Vehicles using E 47 east of the project area are assumed to use the York Street Interchange while vehicles using E 47 west of the project area are assumed to use Sheridan Interchange and come in on 1 th Avenue. One item to note is that while roughly 2 percent of the trips are anticipated to use I 2 south of the project area, a portion of TAZ C s trips and all of TAZ D s trips using I 2 south are anticipated to use Washington to go 2

26 F RONT RANGE CROSSINGS south to 144 th Avenue rather than traveling an extra 2 miles by using the I 2 & SH 7 Interchange. Another item to note is that drivers from TAZ s B, C, and D trying to use State Highway 7 west of I 2 are assumed to use 1 th Avenue and Huron Street to avoid the heavily congested I 2 & SH 7 Interchange. It is assumed 1% of the site traffic will come from/to the North Creek Farms neighborhood located east of the State Highway 7 and 14 th Avenue intersection and 1% of the site traffic will come from/to the future East Residential development located east of the State Highway 7 and 12 nd intersection and east of the State Highway 7 and 1 th Avenue intersection. Within the site, vehicles are assumed to use the internal road network to gain access to the external road network based on the most direct route. Anticipated site traffic at 12 nd & Road B is included for reference purposes. As will be discussed later in this study, the internal roads can be sized by looking at the highest volume links as they connect to the external road network. Figure 11 shows the expected external distribution of travel for the site generated trips and Figure 12 illustrates the anticipated percent of site traffic for each movement at the intersections included within the study. Figure 13 shows the weekday peak hour site traffic volumes at each intersection and Figure 14 shows the Saturday peak hour site traffic volumes at each intersection. Both Figure 13 and Figure 14 show the site generated average daily traffic volumes (ADT). 238 Trip Distribution without 12 nd Avenue connected to 12 nd Avenue between reet and B Street is outside the limits of the Front Range Crossings property. To determine how the surrounding roadway network would perform if this segment of roadway were to be built by others and deferred until the adjacent property is developed, an additional 238 analysis is included later in this traffic report and an additional site distribution is included in this section. The external distribution is the same with and without this segment of 12 nd Avenue as seen in Figure 11. Internal to the site, the trips within the Northeast Parcel have been reassigned to gain access to the external road network without the 12 nd Avenue & reet connection. Figure 1 shows the anticipated percent of site traffic for each movement at the intersections included within the study. Figure 1 shows the weekday peak hour site traffic volumes at each intersection and Figure 17 shows the Saturday peak hour site traffic volumes at each intersection. Both Figure 1 and Figure 17 show the site generated average daily traffic volumes (ADT). 21

27 7 V U 1 T WASHINGTON ST -S TAZ A 13RD AVE BUL L CANAL E AV T 1S 1 B - ST H T 1 E AV Y - ST A - ST GRANT ST E AV TAZ B TAZ C 11ST AVE E AV D 2N 1 Northeast Parcel 12ND AVE 1TH AVE D 3R 1 D 14TH AVE E AV C - ST 2 H 4T Southwest Parcel X - ST TAZ D 18TH PKWY Legend Northeast Parcel Southwest Parcel Short Term Development by 223 V U Long Term Development by 238 E47 FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY FILE: G:\gis_projects\Front_Range_Crossings\active\apps\Front_Range_Crossings.mxd, 7/12/218, spencer_percival 1,8 Feet Figure SITE PLAN

28 1% 18th Ave 1% Colorado State Hwy #7 I-2 1% 2% 14th Ave D- St 12nd Ave B-Street TAZ A 12nd Ave 13rd Ave York St Grant Street 1% 1% 1th Ave LEGEND 14% % TAZ A 223 DISTRIBUTION 1% FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure SHORT TERM ANALYSIS TRIP DISTRIBUTION

29 LEGEND % PERCENT OF SITE TRAFFIC 9.3% 4.8% % 8.2% 3.9% %.4%.1% th Ave 3.3% % 9. % %.8%.4% %.1% % % 1 I-2 Grant Street N. Larkridge 4 14th Ave 1th Ave B-Street 3 2 D-Street 12nd Ave 13rd Ave 21 Colorado State Hwy # 7 York St 2 % % % 4.4% 2.7% % 1.3% 1.3%.2%.2%.8% %.3% %.1% 4.1% %.3% % 9.1%.2% 8.4% % 1.4% 1.3% %.1% 2.3% 1.2%.2%.1% % % 9% 3%.% NORTH %.3% % 1.4% %.4% 11 %.1% 2.7%.7% 7.2%.2%.% 4.4% % % % % 17 1.% % 3.7% 4.4% 4% % 2.% 4.8% % % % % 18 7.% %.3% %.1% % % % % % 7.3% % 19 %.7% % % % % % % % % 7.1% 3.% 2 % 1 % % % 4% 3.2%.1% 3.9% 21.2% FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure SHORT TERM ANALYSIS PERCENT OF GENERATED TRIPS PER MOVEMENT

30 LEGEND I-2 9 Grant Street 1,2 4, N. Larkridge 1,4 9/12 AM/PM PEAK HOUR TRAFFIC B-Street th Ave AVERAGE ANNUAL DAILY TRAFFIC 18th Ave 1 3,7 1, th Ave D-Street 12nd Ave 13rd Ave 3,2 21 Colorado State Hwy #7 York St 1, / /28 / / / 2/1 17/14 / / / / / /29 2/43 1/97 18/113 / / / / 42/27 / / /3 / 4/4 / 22/137 83/9 / /43 7/8 / 2/1 1/ / 3 4 / 111/92 / 28/171 17/12 / / / / / / / / 1/97 / / 4/3 / /29 / 111/92 / /3 1,3 1,4 NORTH / 4/24 2/11 37/31 / / 11 / 7/4 9/ / 2/43 / / /3 / / / / 17 / / / / 89/74 / 33/28 / / / / / 18 / / /3 89/74 / / / / / / 33/28 / 19 / / / / / / / 14/8 14/8 / / / 2 / /4 / / / /4 17/14 7/ 2/1 21 1/97 FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure SHORT TERM ANALYSIS WEEKDAY SITE TRAFFIC

31 LEGEND 12 AM/PM PEAK HOUR TRAFFIC 4 1,2 AVERAGE ANNUAL DAILY TRAFFIC ,1 18th Ave I-2 9 Grant Street 19 N. Larkridge 1, th Ave 1,4 B-Street th Ave 3,7 D-Street 12nd Ave 8 13rd Ave 21 3,2 Colorado State Hwy # 7 York St 1, ,3 1,4 NORTH FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure SHORT TERM ANALYSIS SATURDAY SITE TRAFFIC

32 1%/1%/ 1%/1% %/%/ %/% %/%/%/% %/%/%/% I-2 Colorado State Hwy #7 1%/1%/ 1%/1% 1%/1%/ 1%/1% 2%/2%/1%/% Grant St 14th Ave 12nd Ave See Note 11st Ave TAZ C A-St B-Street B-St D-St TAZ A 13rd Ave TAZ B C-St 11st Ave.% /.%/. %/.%.%/.%/.%/.% York St 1%/1%/ 1%/1% Y-St X-St 18th Parkway 1th Ave LEGEND 14%/14%/ 24%/34% %/%/%/% TAZ A/TAZ B/TAZ C/TAZ D 238 DISTRIBUTION PROPOSED 1th AVE REALIGNMENT BY %/14%/ 14%/14% PROPOSED WASHINGTON ST EXTENSION & 18th REALIGNMENT BY 238 EXISTING 18th AVE FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Note: This Traffic Study analyzes 238 scenarios with and without 12nd Ave constructed between and B-Street Figure TRIP DISTRIBUTION

33 LEGEND % PERCENT OF SITE TRAFFIC % 4.2% 2.1% % 1.2% 1.2% % 9.% 1.% %.2%.1% 18th Ave 4.3% 4.% % % 12.% %.%.% %.2% 1.4% % 1 I-2 Grant St 14 Y-St 19 N. Larkridge th Ave st Ave 1 B-Street nd Ave C-St A-St X-St 12 D-St 1th Ave 13rd Ave 21 11st Ave Colorado State Hwy # 7 22 York St 2 % % % 3.% 1.4% % 1.4%.% 1.%.2% 3.8% 4.8% %.3% %.1% 1.7% 3 4.1%.4%.1% % 3.8%.2% 8.9% %.9%.%.1%.2%..% 1.% %.1%.1% % 3.7% 1.%.3% 13 18th Pkwy NORTH.8% % % % % % 7 % %.1%.2% 2.8% % %.7% 2.4% 8.1% 1.4%.% 3.% 7.% 9 3.9%.2% %.3% 3.% %.9% % 9.1% 1.9% 1.1% 11.% % 1.3% % 3.%.1% 1.1% 11 %.%.9% 3.1% 4.9%.% 3.3% 8.4% 1.% % %.% 4.%.% 11.%.7% % 2.1%.9% % % % % 2.4%.% 14 %.9%.% 4.2% % 4.4%.3%.3% % 1 3.9% %.% % 1.% 1.3% % % 1 1.% 1.1%.8% % % 2.3% % % % % 17 % % % % 8.4% % 1.1% 2.2% % % % % % %.3% %.1%.3% % % % % 3.3% % % 19 % 8.3% % % % % % % % 11..3% 3.% 2 % 3.% % % % 1.% 1.8% 2.1% 3.2% 21 1.% 7.1%.4% 2.% 22 4.% FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure PERCENT OF GENERATED TRIPS PER MOVEMENT WITH 12nd BETWEEN WASHINGTON ST & B-STREET

34 LEGEND I-2 3, Grant Street 14 Y-St X-St 1,2,3 19 N. Larkridge th Ave 18th Ave 1 B-Street D-Street nd Ave 11st Ave 1 C-St A-St , 9/12 AM/PM PEAK HOUR TRAFFIC 3,9 18th Parkway AVERAGE ANNUAL DAILY TRAFFIC, 2, 13rd Ave 21 4,8 22 4,1 11st Ave Colorado State Hwy # 7 2 1th Ave York St 3,8 4/31 113/33 / / / 4/92 118/34 / 2/1 12/ / / /3 17/14 31/221 2/1 19/11 / 3/123 4/17 21/127 / 1/7 11/77 42/287 / 1 2 / 8/2 4/4 18/23 17/14 / 24/148 2/ /3 / 12/11 219/9 /42 1/ 39/23 / / 4/27 / 7/2 2/2 1// 3/14 / 12/ /2 2/ 29/21 / 1/9 / 1/99 17/4 NORTH 4,,1 17/14 2/43 4/17 / / 9/7 7 / 9/42 /4 / 37/31 / 37/7 38/11 / 8 2/4 14/38 1/17 2/8 2/128 11/47 9/141 8/ /9 78/24 / 17/8 143/8 17/237 49/1 1 /4 23/213 23/8 133/2 /29 / 193/121 2/ 11 34/32 131/183 2/13 / 14/17 88/97 14/88 12/ / /228 8/17 24/12 12/73 28/17 7/29 9/ /92 21/39 71/14 / 18/4 89/17 / / / 14 / 39/1 129/2 2/1 / 18/117 14/211 38/7 / 1 1/13 / 18/18 / 39/2 19/121 / / 1 39/41 43/29 111/23 / 34/7 21/1 / / / / 17 8/9 / 18/87 82/3 8/222 / 33/28 241/ / / / / 18 8/2 / 1/7 1/9 7/272 / / / / / / 19 / 7/279 / 27/93 4 / / / / 2/3 13/8 / / / 2 / 2/9 / / / 2/43 18/42 7/ 14/ /221 33/18 4/8 / /11 FRONT RANGE CROSSINGS TRAFFIC IMPACT STUDY Figure WEEKDAY SITE TRAFFIC WITH 12ND AVE BETWEEN WASHINGTON ST & B-STREET