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~, i Mr. Michael C. Refer Page 3 February 2, 1999 route for loaded southbound I-76 gravel trucks has therefore been modified such that they will first be routed north on Brighton and then east on 104th to ilS 85 before proceeding south on I-76. During oii peak times, the more direct southbound Brighton to eastbound 96th to I-76 route is planned. Figure 3 reflects trus two-part traffic distribution together with an assignment of both peak and off peak traffic to the study intersections in the vicinity. In addition, loaded gravel truck trips have been converted to passenger car equivalents (PCE's) using the 2.0 cars to each truck ratio recommended In the Hiq u y C~paritu Manunl_ Estimated Traffic Impacts Figure 4 illustrates the combination of existing and facility-generated commuter peak-hour traffic at nine intersections surrounding the project site, whereas Figure 5 illustrates total mid-morning and mid-afternoon traffic at the three key 96th Avenue intersections. In order to assess these impacts, related capacity analyses have been performed which compaze existing traffic operating conditions with those reflecting the addition ofproject-generated traffic. The methodology used is that presented in the nationally accepted Ij(i7jildLfl Cep, acitu Manunf published by the Trans- portation Research Board of the National Academy of Sciences. The concept of Level of Senrice (LOS) is used as a basis for computing combinations of roadway operating conditions. By definition, six different Levels of Service are used (A, B, C, D, E, and F) with "A" being a relatively free-flow condition and "E" representing the "capaat~' of a given intersection or traffic movement. Table 1, enclosed, summarizes the results of these analyses (computer printouts of all analyses are also enclosed). Tn general, the capacity analyses indicate that the combination of existing and facility-generated traffic can be accommodated by the existing roadways and traffic controls in the vicinity of the site. One exception, however, is the need for signalization of the 96th/northbound [-76 ramps intersection. As indicated, however, such signalization is likely to be warranted today without the addition of project-generated traffic. Summagl and Conclusions Based on the analyses presented herein, the following summarizes our study findings concerning full operation of the proposed gravel operations facility: Estimated traffic generation 1s expected to consist of 800 gravel trucks and about 40 employee/visitor vehicles entering and exiting the site during a typical day. Of these, 50 gravel trucks would enter and exit the site during a typical one-hour period. About 96 percent of the project's traffic will be oriented towazd the southwest via I-76. Exiting commuter peak-hour trucks will be routed to the north on Brighton Road to the 104th/US 85 intersection in order to avoid adverse impacts along 96th Avenue. 3. Peak-hour Level of Service analyses indicate that satisfactory operating conditions will continue following the addition of facility-generated traffic. A traffic signal, however, will be required at the 96th/I-76 east ramps intersection.