Residence Inn Hotel Aurora, CO

Traffic Impact Study

Prepared For:

Shiva Investments LLC 800 S. Abilene Street Aurora, CO 80012

City of Aurora Public Works Department 15151 E. Alameda Parkway, Suite 3200 Aurora, CO 80012

Prepared By:

JR Engineering, LLC 7200 S. Alton Way, C400 Centennial, CO 80112

Contact: Eli Farney, PE, PTOE

August 24, 2018

Residence Inn Hotel Aurora, CO

Table of Contents Section 1: Introduction ...... 1 Section 2: Existing Conditions...... 1 Proposed Zoning ...... 2 Study Area Boundaries ...... 4 Existing Roadway and Transportation Network Description ...... 4 Data Collection ...... 5 Section 3: Proposed Conditions ...... 7 Trip Generation ...... 7 Project Trip Distribution ...... 7 Project Trip Assignment ...... 8 Developer Committed Network ...... 8 Section 4: Future Conditions ...... 12 Background Traffic ...... 12 Total Traffic ...... 12 Section 5: Evaluation ...... 17 Level of Service ...... 17 Analyses of Existing Conditions ...... 17 Analyses of Year 2020 ...... 19 Analyses of Year 2040 ...... 20 Traffic Control Devices ...... 22 Queuing ...... 22 Safety ...... 24 Intersection Sight Distance ...... 24 Pedestrians ...... 24 Section 6: Conclusion/Recommendations ...... 25 Trip Generation, Distribution and Assignment ...... 25 Traffic Operations and Project Impacts ...... 25 Existing Conditions and Year 2020 ...... 25 Year 2040 ...... 25 Recommendations ...... 25

List of Figures Figure 1 – Vicinity Map ...... 3 Figure 2 – Existing (2018) Traffic and Lane Geometry ...... 6 Figure 3 – Directional Distribution of Site-Generated Traffic ...... 10 Figure 4 – Assignment of Site Generated Traffic ...... 11 Figure 5 – Year 2020 Background Traffic ...... 13 Figure 6 – Year 2040 Background Traffic ...... 14 Figure 7 – Year 2020 Opening Day Traffic ...... 15 Figure 8 – Year 2040 Total Traffic ...... 16 Figure 9 – Recommended Traffic Control Devices ...... 23

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Residence Inn Hotel Aurora, CO

List of Tables Table 1 – Trip Generation Table ...... 9 Table 2 – Signalized Intersection ...... 17 Table 3 – TWSC Intersection ...... 18 Table 4 – LOS for Existing Conditions and Year 2020 ...... 19 Table 5 – LOS for Year 2040 ...... 21

Appendices Appendix A: Traffic Counts and Signal Timing Appendix B: HCM 2010 Level of Service Reports Appendix C: Detailed Land Use Reports Appendix D: Queuing Reports Appendix E: Preliminary Site Plan

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Residence Inn Hotel Aurora, CO

Section 1: Introduction JR Engineering (JR) has completed a review of the traffic impacts of the proposed Residence Inn Hotel located near the northeast corner of the S. Abilene Street and E. Yale Avenue intersection in Aurora, Colorado. The purpose of this traffic impact study (TIS) is to assess the short-term and long-term effects of the proposed development project on both the local and regional transportation system.

The Residence Inn Hotel project site is located within the southwest 1/4 of Section 30 of Township 4 South, Range 66 West, 6th Principal Meridian, City of Aurora, County of Arapahoe, and State of Colorado. The site is located between S. Abilene Street and S. Anaheim Street. Interstate 225 is located to the west of the site, a United States Postal Service (USPS) office to the north, and the St. Andrews Village retirement community to the south and east.

The project site encompasses approximately 2.0 acres. The site is proposed to be developed into a single hotel with 102 rooms and 88 vehicular parking stalls. The preliminary site plan is included in Appendix E. The developer anticipates starting construction in 2019, and the hotel would open in 2019 or 2020.

Access to the site is proposed in two locations, both located off S. Abilene Street. The northern access point will be referred to as “A1” in this study and will be restricted to a right-in/right-out (RIRO). The southern access point will be referred to as “A2” in this study and will be full movement. The access spacing between A1 and A2 is approximately 400 feet.

The remainder of this report presents our findings concerning the traffic impacts of the proposed Residence Inn Hotel project. The existing, one year after completion of the development and Year 2040 will be evaluated in this study.

Section 2: Existing Conditions The vicinity map is shown in Figure 1. The existing site is comprised of vacant land with minimal vegetation. A sidewalk with pedestrian lighting runs along the west side of the property. The sidewalk is attached to S. Abilene Street.

The existing ground is minimally vegetated with native seeding. The soils are described as Blakeland Loamy Sand (BoD2) by the NRCS soil survey. The soils are all part of Hydrologic Soil Group A. The site slopes average from 1% to 9%. The site drains generally to the north and northeast.

The surrounding area is similar to the project site and includes primarily existing buildings, paved areas and minimally-landscaped areas. A USPS office and 2-10 Home Buyers Warranty corporate office are located to the north, and the St. Andrews Village retirement community is located to the south and east.

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Residence Inn Hotel Aurora, CO

Proposed Zoning The zoning for the property is B-3, which is a Highway Service District and is located within the Iliff Station Area Plan. The proposed use is permitted by the current zoning but subject to City of Aurora (City) Site Plan approval.

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Project Site

A Westrian Company Residence Inn Hotel Aurora, CO

Study Area Boundaries The City requested that the following intersections be analyzed in this study:

• E. Iliff Avenue and S. Blackhawk Street • E. Yale Avenue and S. Abilene Street • S. Abilene Street and Project Site Access 1 • S. Abilene Street and Project Site Access 2

As previously discussed, the project site is located between S. Abilene Street and S. Anaheim Street. S. Abilene Street is located to the west of the site, a USPS office to the north, and the St. Andrews retirement community to the south and east. The project site encompasses approximately 2.0 acres.

Existing Roadway and Transportation Network Description As indicated, the project site is located near the northeast corner of the E. Yale Avenue and S. Abilene Street intersection in Aurora. The main roadway system to be utilized to access the site and to provide direct accessibility will be S. Abilene Street. The existing lane geometry on S. Abilene Street consists of the following:

• S. Abilene Street is a two-lane collector roadway, running north and south with a posted speed limit of 35 MPH in the vicinity of the site. • The S. Abilene Street cross section consists of one travel lane in each the northbound and southbound directions separated by a two-way left turn lane (TWLTL). • Bike lanes are provided on both sides of the street. • Seven-foot wide attached sidewalks are provided on both sides of the street.

S. Abilene Street runs south of the project site and intersects with E. Yale Avenue. The Yale and Abilene intersection is signalized.

S. Abilene Street runs north of the project site, curves to the east and interests with S. Anaheim Street at a single-lane roundabout. Beyond the roundabout, S. Abilene Street turns into S. Blackhawk Street and intersects with E. Iliff Avenue. The Iliff and Blackhawk intersection is signalized.

The project site is located approximately 1200 feet to the south of the Regional Transportation District (RTD) Iliff light rail station. It is expected that a percentage of the site generated traffic from the site will utilize alternative modes of travel such as light rail, walking and cycling. North of the site, there is also an RTD bus route that runs along E. Iliff Avenue. The existing RTD bus network is as follows:

• Route 21: nd o Runs south down Van Gordon Street from the intersection of W. 2 Place and eventually turns into W. Jewell Avenue. The route continues until S. Depew Street, where it then runs along W. Evans Avenue and turns into E.

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Residence Inn Hotel Aurora, CO

Iliff Avenue. The route then runs along E. Iliff Avenue until turning north onto S. Dillion Street until it turns around once reaching E. CenterPoint Drive. o The bus stops along eastbound E. Iliff Avenue at Stop #14518 and northbound S. Sable Blvd at Stop #16392. o The bus also stops along westbound E. Iliff Street at S. Sable Blvd (Stop #14545) and S. Blackhawk Street (#14519). • Route 131: o Runs from S. Peoria Street to E. Iliff Avenue via E. Yale Avenue to S. Blackhawk Street and turns around at S. Flanders Way. o The bus stops along northbound S. Blackhawk Street at Stop #34373 and along southbound Iliff Station Road at Stop #34576.

The existing RTD light rail network is as follows:

• The Iliff Light Rail Station: th o H Line – Destinations include Florida Station to 18 /California o R Line – Destinations include Lincoln Station to Aurora Peoria Station Data Collection The following data was collected and reviewed as part of this study:

• Existing traffic signal timing for Iliff and Blackhawk • Existing traffic signal timing for Yale and Abilene • Iliff Station Parking Structure Traffic Impact Study, prepared by Sustainable Traffic Solutions, dated April 28, 2015

Existing turning movement counts were conducted by All Traffic Data on July 17, 2018 at the following study area intersections:

• Iliff and Blackhawk • Yale and Abilene

The counts were conducted from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM, with the actual AM and PM peak hours generally occurring from 7:15 to 8:15 AM and 5:00 to 6:00 PM, respectively, at the Yale and Abilene intersection.

24-hour tube counts were also collected along S. Abilene Street at the project site location. The average daily traffic (ADT) is approximately 5000. Actual turning movement and signal timing data is included in Appendix A.

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Project Site

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Section 3: Proposed Conditions Trip Generation City standards state that trip generation should be calculated from the latest data contained within the Institute of Transportation Engineers' (ITE) Trip Generation Manual. Other industry publications such as the ITE Journal or other sources may be approved by the City. In the event that rates are not available for a proposed land use, the rates are inconsistent with proposed land use, or more specific rates are available from local sources, recommendation and sufficient justification for a trip generation rate should be provided, following the procedures prescribed in the ITE Trip Generation Manual.

Based on the preliminary site plan and the proposed land use, the Residence Inn Hotel was studied as a Hotel (Code No. 310) with 102 rooms. Based on the land use and the guidelines within the Trip Generation Manual, JR used the appropriate Trip Generation Manual average rates for the traffic associated with the proposed Residence Inn Hotel. With the existing Iliff Station RTD light rail station approximately 1200 feet to the north and in close proximity to the project site, a reduction in weekday and peak hour trips was also applied. It is expected a percentage of the site generated traffic will use alternative modes of travel rather than a vehicle. With a 14% reduction in the weekday traffic and a 14% reduction during the weekday peak hours, the Residence Inn Hotel is expected to generate:

• 717 weekday trips • 47 AM peak hour vehicle trips split 60% entering and 40% exiting • 53 PM peak hour vehicle trips split 51% entering and 49% exiting

Table 1 shows a summary of land use, trip generation rates, and total external vehicle trips generated. It should be noted that the 14% reduction is consistent with the Iliff Station Parking Structure TIS. No adjustments were made for internal site trips and pass- by trips. The detailed land use reports are included in Appendix C.

Project Trip Distribution An important element in the determination of the proposed project’s traffic impact is the directional distribution of its traffic onto the surrounding roadway system. The relative location of the site, the type of land use, and specific characteristics of the roadway and access system will dictate this distribution of traffic. Note that in this analysis, the distribution was based on the approximate directional distribution of the traffic counts at the Iliff/Blackhawk intersection and the Yale/Abilene intersection. The distribution was also evaluated in its comparison to the Iliff Station Parking Structure TIS.

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Residence Inn Hotel Aurora, CO

The distribution of the site generated traffic will be oriented as follows:

• 60 percent to the north along S. Blackhawk Street, which further separates at the Iliff/Blackhawk intersection as follows: o 25 percent to the west on E. Iliff Avenue o 10 percent continues north on S. Blackhawk Street o 25 percent to the east on E. Iliff Avenue • 40 percent to the south along S. Abilene Street, which further separates at the Yale/Abilene intersection as follows: o 15 percent to the west on E. Yale Avenue o 10 percent continues south on S. Abilene Street o 15 percent to the east on E. Yale Avenue

The distribution of the site generated traffic is shown in Figure 3.

Project Trip Assignment Access to the site is proposed in two locations, both located off S. Abilene Street. The northern access point will be referred to as “A1” in this study and will be restricted to a right-in/right-out (RIRO). The southern access point will be referred to as “A2” in this study and will be full movement. The access spacing between A1 and A2 is approximately 400 feet.

The project trip assignment is shown in Figure 4.

Developer Committed Network The developer is not proposing any new public roads with the project.

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Table 1 Trip Generation Summary Alternative: Alternative 1 Phase: Open Date: 7/18/2018 Project: Aurora Residence Inn Analysis Date: 7/18/2018

Weekday AM Peak Hour of Weekday PM Peak Hour of Weekday Average Daily Trips Adjacent Street Traffic Adjacent Street Traffic ITE Land Use * Enter Exit Total * Enter Exit Total * Enter Exit Total 310 HOTEL 1 417 416 833 32 22 54 31 30 61 102 Rooms

Unadjusted Volume 417 416 833 32 22 54 31 30 61 Multi-Modal Reduction -58 -58 -116 -4 -3 -7 -4 -4 -8 Pass-By Trips 0 0 0 0 0 0 0 0 0 Volume Added to Adjacent Streets 359 358 717 28 19 47 27 26 53

Total Weekday Average Daily Trips Internal Capture = 0 Percent Total Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture = 0 Percent Total Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture = 0 Percent

* - Custom rate used for selected time period. Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012 TRIP GENERATION 10, TRAFFICWARE, LLC Page 9 Ė

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Section 4: Future Conditions Background Traffic Projections of Years 2020 and 2040 peak hour traffic volumes have been made for the roadway system adjacent to the site in order to have a basis for determining future traffic impacts. Future traffic projections, shown in Figure 5 and Figure 6, were made based on a 0.40% growth rate applied to the existing traffic volumes for the Iliff/Blackhawk intersection and 0.70% for the Yale/Abilene intersection. The selected growth rate is consistent with the Iliff Station Parking Structure TIS.

Total Traffic The Year 2020 opening day traffic is shown in Figure 7. The Year 2020 opening day traffic is a combination of the site-generated traffic and the Year 2020 background traffic.

The total traffic for Year 2040 is shown in Figure 8. The Year 2040 total traffic is a combination of the site-generated traffic and the Year 2040 background traffic.

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A Westrian Company Residence Inn Hotel Aurora, CO

Section 5: Evaluation Level of Service

Analyses of Existing Conditions The capacity of an intersection is measured by how well it operates during the peak hours of the day. Intersection capacities are expressed in terms of levels of service (LOS). LOS is a qualitative measure of intersection functionality, which is based on average delay experienced at an intersection. LOS ratings range from LOS A (best – free flow conditions) to LOS F (worst – unstable flow or high vehicle delay).

Level of service for signalized intersections is defined in terms of control delay, which is a measure of driver discomfort, frustration, fuel consumption, and increased travel time. The delay experienced by a motorist is made up of a number of factors that relate to control, geometry, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during base conditions: in the absence of traffic control, geometric delay, any incidents, and any other vehicles. Specifically, LOS criteria for traffic signals are stated in terms of the average control delay per vehicle, typically for a 15-minute analysis period. Delay is a complex measure and depends on a number of variables, including the quality of progression, the cycle length, the green ratio, and the volume to capacity (v/c) ratio for the lane group.

The Highway Capacity Manual (HCM) 2010 LOS thresholds for lane groups take into account the volume-to-capacity (v/c) ratio, in addition to control delay, such that any value above 1.0 would denote LOS ‘F’ regardless of the corresponding value of control delay. Values for approach and overall intersection LOS are still based on just control delay. Table 2 lists the LOS thresholds for the automobile mode at a signalized intersection:

Table 2 – Signalized Intersection (Auto Mode) LOS Thresholds Control Delay Level of Service (v/c (Seconds per Ratio) Vehicle) <= 1.0 > 1.0 <=10 A F >10-20 B F >20-35 C F >35-55 D F >55-80 E F >80 F F

Level of service for a two-way stop controlled (TWSC) intersection is determined by the computed or measured control delay. For motor vehicles, LOS is determined for each minor-street movement (or shared movement) as well as major-street left turns. LOS is not defined for the intersection as a whole or for major-street approaches for three primary reasons:

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Residence Inn Hotel Aurora, CO

a) Major-street through vehicles are assumed to experience zero delay b) The disproportionate number of major-street through vehicles at a typical TWSC intersection skews the weighted average for all movements, resulting in a very low overall average delay for all vehicles c) The resulting low delay can mask important LOS deficiencies for minor movements

The LOS criteria for TWSC intersections are somewhat different from the criteria used for signalized intersections, primarily because user perceptions differ among transportation facility types. The expectation is that a signalized intersection is designed to carry higher traffic volumes and will present greater delay than an unsignalized intersection. Unsignalized intersections are also associated with more uncertainty for users, as delays are less predictable than they are at signals, which can reduce user’s delay tolerance.1

As with signalized intersections, LOS F is assigned to the movement if the v/c ratio for the movement exceeds 1.0, regardless of the control delay. Table 3 lists the LOS thresholds for the automobile mode at a TWSC intersection:

Table 3 – TWSC Intersection (Auto Mode) LOS Thresholds Control Delay Level of Service (v/c (Seconds per Ratio) Vehicle) <= 1.0 > 1.0 0-10 A F >10-15 B F >15-25 C F >25-35 D F >35-50 E F >50 F F

Traffic analyses of the existing conditions were performed using the 2010 HCM discussed above. Utilizing the existing traffic volumes, the operation of the study intersections were analyzed using the Synchro software. Input data for creating the Synchro network included intersection geometry (number of travel lanes, turning lanes, and lengths of storage bays), traffic control mitigation (speed limits and stop signs), and vehicular traffic volumes. Operational analyses were conducted in the AM and PM peak hours to determine the levels of service. The values were input, and the lane movement LOS results are summarized in Table 4. The detailed LOS spreadsheets are included in Appendix B.

1 Highway Capacity Manual 2010, Transportation Research Board, 2010

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Residence Inn Hotel Aurora, CO

Table 4 – LOS for Existing Conditions and Year 2020 Opening Day (Total) Existing Conditions Traffic Signalized Minor Lane / Intersection Major Movement AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour LOS LOS LOS LOS EBL B B B B EBT B C B C EBR B B B B WBL A C A C WBT B B B B WBR C B B B Iliff & Blackhawk NBL D E D D NBT C D C D NBR C D C D SBL C D C C SBT D C D C SBR D D D D EBL B B A A EBT B C B C EBR B C B C WBL A B A B WBT B B B B WBR B B B B Yale & Abilene NBL B B B B NBT B B B B NBR B B B B SBL B C B C SBT B C B C SBR B C B C TWSC Intersection Abilene & A1 WBR NA NA A B WBL NA NA B C Abilene & A2 WBR NA NA A B SBL NA NA A A Notes: 1. NB=Northbound, SB=Southbound, EB=Eastbound, WB=Westbound, NA=Not Applicable 2. L=Left, R=Right, T=Through 3. Yellow highlight exceeds Established Threshold of LOS D (thru lanes) or LOS E (turn lanes)

As shown in Table 4, the movements are operating at acceptable levels of service.

Analyses of Year 2020 Traffic analyses of the Year 2020 opening day conditions were performed using the 2010 HCM methodologies and the Synchro software. Utilizing the intersection turning movement volumes, the operation of the study intersections were analyzed using the Synchro software. Input data for creating the Synchro network included intersection geometry (number of travel lanes, turning lanes, and lengths of storage bays), traffic control mitigation (speed limits and stop signs), and vehicular traffic volumes.

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Residence Inn Hotel Aurora, CO

Operational analyses were conducted in the AM and PM peak hours to determine the levels of service. The values were input, and the lane movement LOS results are summarized in Table 4. The detailed LOS reports are included in Appendix B.

As shown in Table 4, the project site traffic is not expected to degrade any the lane movements in the Year 2020. The lane movements at the project site accesses are also expected to operate at acceptable levels of service.

Analyses of Year 2040 Traffic analyses of the Year 2040 conditions were performed using the 2010 HCM methodologies and the Synchro software. Utilizing the intersection turning movement volumes, the operation of the study intersections were analyzed using the Synchro software. Input data for creating the Synchro network included intersection geometry (number of travel lanes, turning lanes, and lengths of storage bays), traffic control mitigation (speed limits and stop signs), and vehicular traffic volumes. Operational analyses were conducted in the AM and PM peak hours to determine the levels of service. The values were input, and the lane movement LOS results are summarized in Table 5. The detailed LOS reports are included in Appendix B.

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Residence Inn Hotel Aurora, CO

Table 5 – LOS for Year 2040

Background Traffic Total Traffic Signalized Minor Lane / Intersection Major Movement AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour LOS LOS LOS LOS EBL C B C B EBT B F B F EBR B B B B WBL A C A C WBT B B B B WBR C B C B Iliff & Blackhawk NBL D E D E NBT C D C D NBR C D C D SBL C C C C SBT D C D C SBR D D D D EBL B B B B EBT B D B D EBR B D B D WBL A B A B WBT B B B B WBR B B B B Yale & Abilene NBL B C B C NBT B B B B NBR B B B B SBL B C B C SBT B C B C SBR B C B C TWSC Intersection Abilene & A1 WBR NA NA A B WBL NA NA B C Abilene & A2 WBR NA NA A B SBL NA NA A A Notes: 1. NB=Northbound, SB=Southbound, EB=Eastbound, WB=Westbound, NA=Not Applicable 2. L=Left, R=Right, T=Through 3. Yellow highlight exceeds Established Threshold of LOS D (thru lanes) or LOS E (turn lanes)

As shown in Table 5, the project site traffic is not expected to degrade any the lane movements in the Year 2040. The lane movements at the project site accesses are also expected to operate at acceptable levels of service.

At the Iliff and Blackhawk intersection, the EBT movement is expected to fail in the background traffic condition in the PM peak hour. The v/c ratio is 1.01 and the delay is approximately 37 seconds. It is assumed that the City will need to retime phases 2 and 6 along E. Iliff Avenue from I-225 through Blackhawk Street.

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Residence Inn Hotel Aurora, CO

Traffic Control Devices The need for additional traffic control (signs, signals, lane striping, additional lanes, etc.) will be discussed in this section. The traffic impacts of the proposed project can be accommodated by the adjacent roadway network with the following recommendations:

• Remove the solid striping along the NB bike lane along S. Abilene Street across both A1 and A2 and restripe with a dotted white • Add a left turn pavement marking in the TWLTL at A2 • At A1, install a “Stop” sign (R1-1) at the exit to S. Abilene Street • At A2, install a “Stop” sign (R1-1) at the exit to S. Abilene Street

JR also recommends installing appropriate signage at S. Abilene Street and A1 in accordance with the 2009 MUTCD to alert drivers to the RIRO movement. An alternative includes a “Do Not Enter” sign (R5-1) facing SBL turning traffic and a “Left Turn Prohibited” sign (R3-2) and right turn pavement marking for WBR turning traffic.

The recommended traffic control devices (signage and pavement markings) are shown in Figure 9.

Queuing City standards require that queuing analyses be performed for critical elements of the proposed development such as left turn lanes off arterial roads or for intersections in close proximity to each other and discuss the results.

The City stated concerns with the EBR storage length at E. Iliff Avenue and Blackhawk Street. Approximately 260 feet of storage is available. The queuing analysis was performed for all scenarios, and the results are listed below:

• Existing Conditions, AM peak hour: 32 feet • Existing Conditions, PM peak hour: 94 feet • Opening Day Traffic, AM peak hour: 40 feet • Opening Day Traffic, PM peak hour: 90 feet • Year 2040 Background Traffic, AM peak hour: 42 feet • Year 2040 Background Traffic, PM peak hour: 112 feet • Year 2040 Total Traffic, AM peak hour: 43 feet • Year 2040 Total Traffic, PM peak hour: 115 feet

As shown above, the 95th percentile queues are less than the storage length in all scenarios. Problems related to driveway blockages are not anticipated anywhere else within the project study area. The detailed queuing reports are included in Appendix D.

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Post Office Access

Office Access Hotel Access #1

Project Site

Hotel Access #2

A Westrian Company Residence Inn Hotel Aurora, CO

Safety Traffic safety hazards in the area which may be adversely affected by or created by the layout or traffic volumes of the Residence Inn Hotel will be discussed in this section. The evaluation of safety considered such items as sight distance based on the American Association of State Highway and Transportation Officials (AASHTO) criteria. Other items included driveway approach grades, angles of road intersections, backing of vehicles, and potential traffic hazards affecting pedestrian movement.

Intersection Sight Distance JR recommends verifying the intersection sight distances along S. Abilene Street at both A1 and A2. The verification should be done in accordance AASHTO criteria.

Pedestrians JR recommends verifying the pedestrian and corner sight distances along S. Abilene Street at both A1 and A2. The verification should be done in accordance with City criteria.

JR understands that the City and developer are considering a new sidewalk connection from the project site to S. Anaheim Street. This sidewalk connection would improve pedestrian circulation around the project site. If the sidewalk is proposed, JR should be contacted to review the pedestrian safety.

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Section 6: Conclusion/Recommendations Based on the analyses presented herein, the following conclusions and recommendations are made with respect to the proposed Residence Inn Hotel project in Aurora, Colorado.

Trip Generation, Distribution and Assignment Residence Inn is expected to generate approximately 717 new weekday daily trips at full build-out, in which 47 morning and 53 afternoon peak hour trips are anticipated.

The distribution was based on the approximate directional distribution of the traffic counts on Iliff Avenue, S. Blackhawk Street, S. Abilene Street, and Yale Avenue. Sixty percent of the site-generated traffic will be oriented to the north, with 25% of that oriented east, 25% west, and 10% continuing north. Forty percent of the site-generated traffic will travel south from the site, with 15% oriented east, 25% west, and 10% south.

Traffic Operations and Project Impacts

Existing Conditions and Year 2020 Traffic analyses of the existing and Year 2020 opening day conditions were performed using the 2010 HCM methodologies and the Synchro software. The movements at the Iliff/Blackhawk and Yale/Abilene intersections are operating at acceptable levels of service. The project site traffic is not expected to degrade any the lane movements in the Year 2020. The lane movements at the project site accesses are also expected to operate at acceptable levels of service.

Year 2040 Traffic analyses of the Year 2040 background and total traffic conditions were performed using the 2010 HCM methodologies and the Synchro software. The project site traffic is not expected to degrade any the lane movements at the Iliff/Blackhawk and Yale/Abilene intersections in the Year 2040. The lane movements at the project site accesses are also expected to operate at acceptable levels of service.

At the Iliff and Blackhawk intersection, the EBT movement is expected to fail in the background traffic condition in the PM peak hour. The v/c ratio is 1.01 and the delay is approximately 37 seconds. It is assumed that the City will need to retime phases 2 and 6 along E. Iliff Avenue from I-225 through Blackhawk Street.

Recommendations The traffic impacts of the proposed project can be accommodated by the adjacent roadway network with the recommendations stated in the Traffic Control Devices and Safety sections.

JR Engineering trusts that this report will assist with the planning for the Residence Inn Hotel project in Aurora, Colorado.

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Appendix B HCM 2010 Level of Service Reports

Lanes, Volumes, Timings JR Engineering 4: S. Blackhawk Street & Iliff Avenue 08/24/2018

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 139 836 206 125 1865 82 155 62 43 36 32 88 Future Volume (vph) 139 836 206 125 1865 82 155 62 43 36 32 88 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 300 0 150 0 270 0 125 0 Storage Lanes 1 1 1 0 1 0 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 1.00 0.95 0.95 1.00 1.00 1.00 Ped Bike Factor 0.98 1.00 1.00 0.99 0.99 1.00 0.97 Frt 0.850 0.992 0.942 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5065 1577 1763 5018 0 1770 3310 0 1748 1855 1583 Flt Permitted 0.080 0.263 0.541 0.851 Satd. Flow (perm) 149 5065 1542 487 5018 0 993 3310 0 1560 1855 1533 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 248 11 52 135 Link Speed (mph) 40 40 35 35 Link Distance (ft) 768 1003 2311 493 Travel Time (s) 13.1 17.1 45.0 9.6 Confl. Peds. (#/hr) 7 8 8 7 15 5 5 15 Peak Hour Factor 0.84 0.85 0.83 0.90 0.88 0.69 0.77 0.76 0.83 0.69 0.77 0.74 Bus Blockages (#/hr) 0 3 1 1 3 3 0 0 3 3 1 0 Adj. Flow (vph) 165 984 248 139 2119 119 201 82 52 52 42 119 Shared Lane Traffic (%) Lane Group Flow (vph) 165 984 248 139 2238 0 201 134 0 52 42 119 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.01 1.01 1.01 1.01 1.00 1.00 1.00 1.00 1.02 1.01 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 1 1 1 1 1 1 1 1 1 Detector Template Left Thru Right Left Thru Left Thru Left Thru Right Leading Detector (ft) 40 40 40 40 40 40 40 40 40 40 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 40 40 40 40 40 40 40 40 40 40 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Turn Type pm+pt NA Perm pm+pt NA pm+pt NA pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 2 1 6 3 8 7 4 4 Switch Phase

Residence Inn 7:15 am 07/18/2018 Existing Conditions Synchro 10 Light Report Timing Plan: AM Peak Page 1 Lanes, Volumes, Timings JR Engineering 4: S. Blackhawk Street & Iliff Avenue 08/24/2018

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Minimum Initial (s) 3.0 5.0 5.0 3.0 5.0 3.0 4.0 3.0 4.0 4.0 Minimum Split (s) 7.0 26.0 26.0 7.0 26.0 7.0 10.0 7.0 10.0 10.0 Total Split (s) 15.0 35.0 35.0 15.0 35.0 10.0 25.0 10.0 25.0 25.0 Total Split (%) 17.6% 41.2% 41.2% 17.6% 41.2% 11.8% 29.4% 11.8% 29.4% 29.4% Maximum Green (s) 11.0 29.5 29.5 11.0 29.5 6.0 19.0 6.0 19.0 19.0 Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.5 1.5 1.0 1.5 1.0 2.0 1.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 5.5 5.5 4.0 5.5 4.0 6.0 4.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 Recall Mode None C-Min C-Min None C-Min None None None None None Walk Time (s) 5.0 5.0 5.0 Flash Dont Walk (s) 15.0 15.0 11.0 Pedestrian Calls (#/hr) 8 8 3 Act Effct Green (s) 58.4 51.4 51.4 57.4 50.9 13.0 7.4 10.6 5.1 5.1 Actuated g/C Ratio 0.69 0.60 0.60 0.68 0.60 0.15 0.09 0.12 0.06 0.06 v/c Ratio 0.80 0.32 0.24 0.34 0.74 0.98 0.40 0.26 0.38 0.54 Control Delay 41.3 9.5 2.0 6.7 15.7 91.9 27.0 30.8 47.5 15.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.3 9.5 2.0 6.7 15.7 91.9 27.0 30.8 47.5 15.4 LOS D A A A B F C C D B Approach Delay 11.9 15.1 65.9 25.5 Approach LOS B B E C Intersection Summary Area Type: Other Cycle Length: 85 Actuated Cycle Length: 85 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 18.5 Intersection LOS: B Intersection Capacity Utilization 73.8% ICU Level of Service D Analysis Period (min) 15

Splits and Phases: 4: S. Blackhawk Street & Iliff Avenue

Residence Inn 7:15 am 07/18/2018 Existing Conditions Synchro 10 Light Report Timing Plan: AM Peak Page 2