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Home My WebLink AboutFOX MEADOWS BUSINESS PARK NO. 3 REPLAT, TIMBERLINE PLAZA - FDP - 19-05B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYJ� w V C c V Y U L 0 y YNo= i 3 U y U -L r V a y . O v V v N Y L.1 0 r Y � Y .._ m Y v L v C r H "ayL Q i J R L - N c 5 O Horsetooth L LM 1 SCALE: r•=i000• BICYCLE INFLUENCE AREA V I --m MMPFTTIIE��®� SO MSMMIM��Kdm CI ) 0 u / /- T V Aj'b 6 P- p e & V,,WS <-3 -('A AA A Wb S 55 4 Horsetooth 3 1 i 2 E SCALE: 1"=1000' PEDESTRIAN INFLUENCE AREA 5-f APPENDIX G 5> 9: Bighorn & Site Access HCM Unsignalized Intersection Capacity Analysis Long Total PM 3/16/2007 * 41 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 41� 414 43, Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 20 35 85 15 25 5 95 0 15 5 0 30 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 21 37 89 16 26 5 100 0 16 5 0 32 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 32 126 216 187 82 200 229 29 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 32 126 216 187 82 200 229 29 tC,.single (s) 4.1 4.1 7.1 6.5 6..2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 99 99 86 100 98 99 100 97 cM capacity (veh/h) 1581 1460 705 691 978 733 655 1046 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 147 47 116 37 Volume Left 21 16 100 5 Volume Right 89 5 16 32 cSH 1581 1460 733 986 Volume to Capacity 0.01 0.01 0.16 0.04 Queue Length 95th (ft) 1 1 14 3 Control Delay (s) 1.1 2.6 10.8 8.8 Lane LOS A A B A Approach Delay (s) 1.1 2.6 10.8 8.8 Approach LOS B A Intersection Summary Average Delay 5.4 Intersection Capacity Utilization 28.4% ICU Level of Service A Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report ' Page 2 52 ' 9: Bighorn & Site Access HCM Unsignalized Intersection Capacity Analysis Long Total AM 3/16/2007 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4� 44 #4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 45 20 90 15 35 5 80 0 15 5 0 20 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 47 21 95 16 37 5 84 0 16 5 0 21 ' Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type None None Median storage veh) ' Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 42 116 255 237 68 250 282 39 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 42 116 255 237 68 250 282 39 tC, single (s) 4.1 4.1 .. 7.1 6.5 6.2 7.1 6.5 6.2 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 . 3.3 p0 queue free % 97 99 87 100 98 99 100 98 ' cM capacity (veh/h) 1567 1473 662 637 995 671 602 1032 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 163 58 100 26 ' Volume Left 47 16 84 5 Volume Right 95 5 16 21 cSH 1567 1473 699 932 Volume to Capacity 0.03 0.01 0.14 0.03 ' Queue Length 95th (ft) 2 1 12 2 Control Delay (s) 2.3 2.1 11.0 9.0 Lane LOS A A B A ' Approach Delay (s) 2.3 2.1 11.0 9.0 Approach LOS B A Intersection Summary Average Delay 5.3 Intersection Capacity Utilization 31.0% ICU Level of Service A ' Analysis Period (min) 15 ' Synchro 6 Light Report Matthew J. Delich , P. E. Page 2 1 Si 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Total PM 0.80 critical gap adjustment --► ---* 4,- ~ 4.- 4% t / . y II3/20/2007 i 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 Pr 4 r Vi +0 Ttlr* Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 5 80 60 10 80 15 1540 60 75 1955 20 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 5 84 63 11 84 16 1621 63 79 2058 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.72 0.72 0.72 0.72 0.72 0.72 vC, conflicting volume 2888 3942 696 2615 3921 572 2079 1684 vC1, stage 1 conf vol 2226 2226 1684 1684 vC2, stage 2 conf vol 661 1716 931 2237 vCu, unblocked vol 2845 4303 0 2467 4274 572 1726 1684 IC, single (s) *6.0 *5.2 *5.5 *6.0 *5.2 *5.5 4.1 4.1 IC, 2 stage (s) 5.0 4.2 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 90 90 89 34 81 86 94 79 cM capacity (veh/h) 51 53 784 95 55 582 262 376 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 11 84 74 84 16 648 648 387 79 823 823 433 Volume Left 5 0 63 0 16 0 0 0 79 0 0 0 Volume Right 0 84 0 84 0 0 0 63 0 0 0 21 cSH 52 784 86 582 262 1700 1700 1700 376 1700 1700 1700 Volume to Capacity 0.20 0.11 0.85 0.14 0.06 0.38 0.38 0.23 0.21 0.48 0.48 0.25 Queue Length 95th (ft) 17 9 113 13 5 0 0 0 20 0 0 0 Control Delay (s) 91.7 10.1 144.8 12.2 19.6 0.0 0.0 0.0 17.1 0.0 0.0 0.0 Lane LOS F B F B C C Approach Delay (s) 19.2 74.1 0.2 0.6 Approach LOS C F Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Total AM 0.80 critical gap adjustment 3/20/2007 -♦ --v 'e- '- t 4% t `► l 41 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations A r 4 r 1 +0 Vi ITT* Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 10 55 45 10 80 55 1680 60 85 1110 35 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 11 58 47 11 84 58 1768 63 89 1168 37 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.86 0.86 0.86 0.86 0.86 0.86 vC, conflicting volume 2161 3313 408 2547 3300 621 1205 1832 vC1, stage 1 conf vol 1366 1366 1916 1916 vC2, stage 2 conf vol 795 1947 632 1384 vCu, unblocked vol 2028 3363 0 2476 3348 621 921 1832 tC, single (s)-- *6.0 *5.2 *5.5 *6.0 *5.2 *5.5 4.1 4.1 tC, 2 stage (s) 5.0 4.2 5.0 4.2 IF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 89 82 94 39 86 85 91 73 cM capacity (veh/h) 96 60 936 78 76 551 636 329 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 21 58 58 84 58 707 707 417 89 467 467 271 Volume Left 11 0 47 0 58 0 0 0 89 0 0 0 Volume Right 0 58 0 84 0 0 0 63 0 0 0 37 cSH 74 936 78 551 636 1700 1700 1700 329 1700 1700 1700 Volume to Capacity 0.29 0.06 0.75 0.15 0.09 0.42 0.42 0.25 0.27 0.27 0.27 0.16 Queue Length 95th (ft) 26 5 90 13 7 0 0 0 27 0 0 0 Control Delay (s) 72.3 9.1 131.5 12.7 11.2 0.0 0.0 0.0 20.0 0.0 0.0 0.0 Lane LOS F A F B B C Approach Delay (s) 26.0 61.1 0.3 1.4 Approach LOS D F Intersection Summary_ Average Delay 3.9 Intersection Capacity Utilization 58.2% ICU Level of Service B Analysis Period (min) 15 * User Entered Value ' Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 1 41 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Total PM 3/20/2007 4N t/00. ti j r Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 4 r Vi++T Vi++T Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 5 80 60 10 80 15 1540 60 75 1955 20 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 5 84 63 11 84 16 1621 63 79 2058 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.72 0.72 0.72 0.72 0.72 0.72 vC, conflicting volume 2888 3942 696 2615 3921 572 2079 1684 vC1, stage 1 conf vol 2226 2226 1684 1684 vC2, stage 2 conf vol 661 1716 931 2237 vCu, unblocked vol 2845 4303 0 2467 4274 572 1726 1684 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 77 74 89 0 57 82 94 79 cM capacity (veh/h) 23 21 784 52 24 463 262 376 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 11 84 74 84 16 648 648 387 79 823 823 433 Volume Left 5 0 63 0 16 0 0 0 79 0 0 0 Volume Right 0 84 0 84 0 0 0 63 0 0 0 21 cSH 22 784 45 463 262 1700 1700 1700 376 1700 1700 1700 Volume to Capacity 0.49 0.11 1.66 0.18 0.06 0.38 0.38 0.23 0.21 0.48 0.48 0.25 Queue Length 95th (ft) 35 9 185 16 5 0 0 0 20 0 0 0 Control Delay (s) 277.8 10.1 519.6 14.5 19.6 0.0 0.0 0.0 17.1 0.0 0.0 0.0 Lane LOS F B F B C C Approach Delay (s) 39.9 250.2 0.2 0.6 Approach LOS E F Intersection Summary Average Delay 10.9 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15 Synchro 6 Light Report ' Matthew J. Delich , P. E. Page 1 4-1� 1 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Total AM 3/20/2007 -• '- �, t �► 1 r Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r 4 r 1 +0 Vi W4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 10 55 45 10 80 55 1680 60 85 1110 35 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 11 58 47 11 84 58 1768 63 89 1168 37 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.86 0.86 0.86 0.86 0.86 0.86 vC, conflicting volume 2161 3313 408 2547 3300 621 1205 1832 vC1, stage 1 conf vol 1366 1366 1916 1916 vC2, stage 2 conf vol 795 1947 632 1384 vCu, unblocked vol 2028 3363 0 2476 3348 621 921 1832 tC, single (s) 7.5 6.5 . 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 80 0 94 0 73 80 91 73 cM capacity (veh/h) 52 7 936 36 39 430 636 329 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 21 58 58 84 58 707 707 417 89 467 467 271 Volume Left 11 0 47 0 58 0 0 0 89 0 0 0 Volume Right 0 58 0 84 0 0 0 63 0 0 0 37 cSH 12 936 37 430 636 1700 1700 1700 329 1700 1700 1700 Volume to Capacity 1.74 0.06 1.57 0.20 0.09 0.42 0.42 0.25 0.27 0.27 0.27 0.16 Queue Length 95th (ft) 86 5 154 18 7 0 0 0 27 0 0 0 Control Delay (s) 977.0 9.1 524.5 15.4 11.2 0.0 0.0 0.0 20.0 0.0 0.0 0.0 Lane LOS F A F C B C Approach Delay (s) 267.2 222.8 0.3 1.4 Approach LOS F F Intersection Summary Average Delay 16.2 Intersection Capacity Utilization 58.2% ICU Level of Service B Analysis Period (min) 15 ' Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 47 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Long Total PM * I3/20/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1) TT r ViVi Tt r M ttt if Ttt it Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time Is) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 5085 1583 3433 5085 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00. 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1583 3433 5085 1583 Volume (vph) 460 755 385 140 660 330 420 1100 90 370 1460 360 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 484 795 405 147 695 347 442 1158 95 389 1537 379 RTOR Reduction (vph) 0 0 228 0 0 232 0 0 63 0 0 192 Lane Group Flow (vph) 484 795 178 147 695 115 442 1158 32 389 1537 187 Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 17.0 31.0 31.0 7.0 21.0 21.0 15.9 34.3 34.3 16.7 35.1 35.1 Effective Green, g (s) 17.0 33.0 33.0 7.0 23.0 23.0 15.9 37.3 37.3 16.7 38.1 38.1 Actuated g/C Ratio 0.15 0.30 0.30 0.06 0.21 0.21 0.14 0.34 0.34 0.15 0.35 0.35 Clearance Time Is) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 531 1062 475 218 740 331 496 1724 537 521 1761 548 v/s Ratio Prot c0.14 0.22 0.04 c0.20 c0.13 0.23 0.11 c0.30 v/s Ratio Perm 0.11 0.07 0.02 0.12 v/c Ratio 0.91 0.75 0.37 0.67 0.94 0.35 0.89 0.67 0.06 0.75 0.87 0.34 Uniform Delay, d1 45.8 34.8 30.4 50.4 42.8 37.1 46.2 31.1 24.5 44.6 33.7 26.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 19.9 2.9 0.5 8.0 19.5 0.6 17.9 2.1 0.2 5.8 6.3 1.7 Delay Is) 65.7 37.7 30.8 58.4 62.3 37.7 64.1 33.2 24.7 50.4 40.0 28.3 Level of Service E D C E E D E C C D D C Approach Delay (s) 44.1 54.6 40.8 39.8 Approach LOS D D D D Intersection Summa HCM Average Control Delay 43.7 HCM Level of Service D HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 84.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report ' Page 1 �(i 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Long Total AM 3/20/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1) TT r t4 If Tt4 if ttt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected . 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 5085 1583 3433 5085 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1583 3433 5085 1583 Volume (vph) 485 490 240 130 545 310 365 1405 40 210 950 260 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 511 516 253 137 574 326 384 1479 42 221 1000 274 RTOR Reduction (vph) 0 0 177 0 0 156 0 0 26 0 0 190 Lane Group Flow (vph) 511 516 76 137 574 170 384 1479 16 221 1000 84 Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 18.0 28.1 28.1 7.8 17.9 17.9 15.3 34.2 34.2 8.9 27.8 27.8 Effective Green, g (s) 18.0 30.1 30.1 7.8 19.9 19.9 15.3 37.2 37.2 8.9 30.8 30.8 Actuated g/C Ratio 0.18 0.30 - - 0.30 0.08. 0.20 0.20 0.15 0.37 0.37 0.09 0.31 0.31 Clearance Time (s) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 618 1065 476 268 704 315 525 1892 589 306 1566 488 v/s Ratio Prot c0.15 0.15 0.04 c0.16 c0.11 c0.29 0.06 0.20 v/s Ratio Perm 0.05 0.11 0.01 0.05 v/c Ratio 0.83 0.48 0.16 0.51 0.82 0.54 0.73 0.78 0.03 0.72 0.64 0.17 Uniform Delay, d1 39.5 28.6 25.7 44.3 38.3 35.9 40.4 27.8 19.9 44.3 29.8 . 25.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.9 0.3 0.2 1.6 7.2 1.8 5.2 3.3 0.1 8.2 2.0 0.8 Delay (s) 48.4 29.0 25.8 45.9 45.5 37.7 45.6 31.1 20.0 52.5 31.8. 26.1 Level of Service D C C D D D D C B D C C Approach Delay (s) 36.1 43.1 33.8 33.8 Approach LOS D D C C Intersection Summa HCM Average Control Delay 36.0 HCM Level of Service D HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 75.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 `,tr No Text 9: Bighorn & Site Access HCM Unsignalized Intersection Capacity Analysis Short Total PM 3/16/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 41� 4�. 44, 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 20 35 85 15 25 5 95 0 15 5 0 30 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 24 41 100 18 29 6 112 0 18 .6 0 35 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 35 141 241 209 91 224 256 32 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 35 141 241 209 91 224 256 32 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 99 99 83 100 98 99 100 97 cM capacity (veh/h) 1576 1442 675 670 966 704 631 1041 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 165 53 129 41 Volume Left 24 18 112 6 Volume Right 100 6 18 35 cSH 1576 1442 704 975 Volume to Capacity 0.01 0.01 0.18 0.04 Queue Length 95th (ft) 1 1 17 3 Control Delay (s) 1.1 2.6 11.3 8.9 Lane LOS A A B A Approach Delay (s) 1.1 2.6 11.3 8.9 Approach LOS B A Intersection Summary Average Delay 5.5 Intersection Capacity Utilization 28.4% ICU Level of Service A Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 2 43 9: Bighorn & Site Access HCM Unsignalized Intersection Capacity Analysis Short Total AM 3/16/2007 * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4� 4� 4� 44 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 45 20 90 15 35 5 80 0 15 5 0 20 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 53 24 106 18 41 6 94 0 18 6 0 24 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 47 129 285 265 76 279 315 44 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 47 129 285 265 76 279 315 44 IC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) IF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 99 85 100 98 99 100 98 cM capacity (veh/h) 1560 1456 629 611 985 638 573 1026 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 182 65 112 29 Volume Left 53 18 94 6 Volume Right 106 6 18 24 cSH 1560 1456 667 915 Volume to Capacity 0.03 0.01 0.17 0.03 Queue Length 95th (ft) 3 1 15 2 Control Delay (s) 2.3 2.1 11.5 9.1 Lane LOS A A B A Approach Delay (s) 2.3 2.1 11.5 9.1 Approach LOS B. A Intersection Summary Average Delay 5.4 Intersection Capacity Utilization 31.0% ICU Level of Service A Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 ' 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Total PM 0.80 critical gap adjustment 3/19/2007 -• -�* e 4- *-- -N t / �- 1 d Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations +1 r 4 I R t1r* Vi t14 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 5 80 60 10 80 15 1170 60 75 1490 20 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 Hourly flow rate (vph) 6 6 94 71 12 94 17 1330 68 82 1637 22 Pedestrians Lane Width (ft) Walking Speed.(ft/s) Percent Blockage ' Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 ' Upstream signal (ft) 900 pX, platoon unblocked 0.68 0.68 0.68 0.68 0.68 0.68 vC, conflicting volume 2612 3245 830 2478 3222 699 1659 1398 vC1, stage 1 conf vol 1813 1813 1398 1398 ' vC2, stage 2 conf vol 799 1432 1081 1824 vCu, unblocked vol 2899 3828 281 2702 3795 699 1500 1398 IC, single (s) *6.0 *5.2 *5.5 *6.0 *5.2 *5.5 4.1 4.1 ' tC, 2 stage (s) 5.0 4.2 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 89 91 83 20 82 81 94 83 ' cM capacity (veh/h) 56 _ 66 545 88 67 506 302 485 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 12 94 82 94 17 886 511 82 1092 568 ' Volume Left 6 0 71 0 17 0 0 82 0 0 Volume Right 0 94 0 94 0 0 68 0 0 22 cSH 60 545 84 506 302 1700 1700 485 1700 1700 Volume to Capacity 0.19 0.17 0.98 0.19 0.06 0.52 0.30 0.17 0.64 0.33 Queue Length 95th (ft) 16 15 136 17 4 0 0 15 0 0 Control Delay (s) 78.5 13.0 180.9 13.7 17.6 0.0 0.0 13.9 0.0 0.0 Lane LOS F B F B C B Approach Delay (s) 20.3 91.8 0.2 0.7 Approach LOS C F Intersection Summary ' Average Delay 5.8 Intersection Capacity Utilization 65.7% ICU Level of Service C Analysis Period (min) 15 ' * User Entered Value IMatthew J. Delich , P. E. Synchro 6 Light Report Page 1 49 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Total AM 0.80 critical gap adjustment 3/19/2007 -p. --v 4,-- 4- k 4\ T '► 4 -V Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 if 4 tT* Vi tT* Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 10 55 45 10 80 55 1280 60 85 845 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.93 0.93 0.93 Hourly flow rate (vph) 12 12 65 53 12 94 65 1506 71 91 909 38 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84 vC, conflicting volume 2093 2816 473 2378 2800 788 946 1576 vC1, stage 1 conf vol 1110 1110 1671 1671 vC2, stage 2 conf vol 982 1706 708 1129 vCu, unblocked vol 2110 2974 179 2451 2954 788 743 1576 IC, single (s) *6.0 *5.2 *5.5 *6.0 *5.2 *5.5 4.1 4.1 tC, 2 stage (s) 5.0 4.2 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 87 85 91 39 87 79 91 78 cM capacity (veh/h) 87 79 750 88 94 458 721 414 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 24 65 65 94 65 1004 573 91 606 341 Volume Left 12 0 53 0 65 0 0 91 0 0 Volume Right 0 65 0 94 0 0 71 0 0 38 cSH 83 750 89 458 721 1700 1700 414 1700 1700 Volume to Capacity 0.28 0.09 0.73 0.21 0.09 0.59 0.34 0.22 0.36 0.20 Queue Length 95th (ft) 26 7 91 19 7 0 0 21 0 0 Control Delay (s) 64.7 10.2 115.4 14.9 10.5 0.0 0.0 16.2 0.0 0.0 Lane LOS F B F B B C Approach Delay (s) 24.8 . 55.8 0.4 1.4 Approach LOS C F Intersection Summary Average Delay 4.5 Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 0 ' 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Total PM 3/16/2007 ' '- 4N t /W ti 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4 4 If I to 1 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 5 80 60 10 80 15 1170 60 75 1490 20 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 Hourly flow rate (vph) 6 6 94 71 12 94 17 1330 68 82 1637 22 ' Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 ' Upstream signal (ft) 900 pX, platoon unblocked 0.65 0.65 0.65 0.65 0.65 0.65 vC, conflicting volume 2612 3245 830 2478 3222 699 1659 1398 vC1, stage 1 conf vol 1813 1813 1398 1398 ' vC2, stage 2 conf vol 799 1432 1081 1824 vCu, unblocked vol 2942 3916 199 2736 3880 699 1476 1398 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 78 81 82 0 62 75 94 83 ' cM capacity (veh/h) 26 31 526 54 31 382 294 485 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 12 94 82 94 17 886 511 82 1092 568 ' Volume Left 6 0 71 0 17 0 0 82 0 0 Volume Right 0 94 0 94 0 0 68 0 0 22 cSH 28 526 49 382 294 1700 1700 485 1700 1700 ' Volume to Capacity 0.42 0.18 1.69 0.25 0.06 0.52 0.30 0.17 0.64 0.33 Queue Length 95th (ft) 33 16 201 24 5 0 0 15 0 0 Control Delay (s) 203.5 13.3 517.9 17.5 18.0 0.0 0.0 13.9 0.0 0.0 Lane LOS F B F C C B ' Approach Delay (s) 34.5 251.0 0.2 0.7 Approach LOS D F Intersection Summary ' Average Delay 14.4 Intersection Capacity Utilization 65.7% ICU Level of Service C ' Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 1 "A 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Total AM 3/16/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 g 4 +4 tT4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 10 55 45 10 80 55 1280 60 85 845 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.93 0.93 0.93 Hourly flow rate (vph) 12 12 65 53 12 94 65 1506 71 91 909 38 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.82 0.82 0.82 0.82 0.82 0.82 vC, conflicting volume 2093 2816 473 2378 2800 788 946 1576 vC1, stage 1 conf vol 1110 1110 1671 1671 vC2, stage 2 conf vol 982 1706 706 1129 vCu, unblocked vol 2113 2996 137 2462 2976 788 714 1576 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage"(s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 68 52 91 0 77 72 91 78 cM capacity (veh/h) 37 25 727 47 52 334 723 414 Direction, Lane # EB 1 EB 2 . WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 24 65 65 94 65 1004 573 91 606 341 Volume Left 12 0 53 0 65 0 0 91 0 0 Volume Right 0 65 0 94 0 0 71 0 0 38 cSH 30 727 48 334 723 1700 1700 414 1700 1700 Volume to Capacity 0.79 0.09 1.35 0.28 0.09 0.59 0.34 0.22 0.36 0.20 Queue Length 95th (ft) 65 7 152 28 7 0 0 21 0 0 Control Delay (s) 293.6 10.4 387.3 20.0 10.5 0.0 0.0 16.2 0.0 0.0 Lane LOS F B F C B C Approach Delay (s) 85.9 169.6 0.4 1.4 Approach LOS F F Intersection Summary Average Delay 12.5 Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report ' Page 1 31�p ' 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Short Total PM 0.80 critical gap adjustment 3/19/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations tt r Tt It I t? r I Tt r ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 1770 3539 1583 1770 3539 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.10 1.00 1.00 0.14 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 190 3539 1583 269 3539 1583 Volume (vph) 350 575 290 100 500 250 320 850 70 285 1120 270 ' Peak -hour factor, PHF 0.92 0.92 0.92 0.85 0.85 0.85 0.85 0.85 0.85 0.95 0.95 0.95 Adj. Flow (vph) 380 625 315 118 588 294 376 1000 82 300 1179 284 RTOR Reduction (vph) 0 0 236 0 0 241 0 0 50 0 0 173 ' Lane Group Flow (vph) 380 625 79 118 588 53 376 1000 32 300 1179 111 Turn Type Prot Perm Prot Perm pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 6 Actuated Green, G (s) 12.0 23.0 23.0 5.0 16.0 16.0 54.2 36.3 36.3 47.8 33.1 33.1 Effective Green, g (s) 12.0 25.0 25.0 5.0 18.0 18.0 57.2 39.3 39.3 50.8 36.1 36.1 Actuated g/C Ratio 0.12 0.25 0.25 0.05 0.18 0.18 0.57 0.39 0.39 0.51 0.36 0.36 ' Clearance Time (s) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 412 885 396 172 637 285 392 1391 622 357 1278 571 ' v/s Ratio Prot c0.11 0.18 0.03 c0.17 c0.17 0.28 0.12 0.33 v/s Ratio Perm 0.05 0.03 c0.38. 0.02 0.30 0.07 v/c Ratio 0.92 0.71 0.20 0.69 0.92 0.19 0.96 0.72 0.05 0.84 0.92 0.20 Uniform Delay, d1 43.5 34.2 29.6 46.7 40.3 34.8 29.8 25.7 18.8 20.3 30.6 22.0 ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 26.0 2.6 0.2 10.8 19.1 0.3 34.5 3.2 0.2 16.1 12.4 0.8 Delay (s) 69.5 36.7 29.8 57.5 59.4 35.1 64.3 28.9 19.0 36.5 43.0 22.7 ' Level of Service E D C E E D E C B D D C Approach Delay (s) 44.5 52.0 37.5 38.6 Approach LOS D D D D ' Intersection Summary HCM Average Control Delay 42.1 HCM Level of Service D HCM Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 85.8% ICU Level of Service E Analysis Period (min) 15 ' c Critical Lane Group ' Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 ✓1 6: Horsetooth & Timberline . HCM Signalized Intersection Capacity Analysis Short Total AM 0.80 critical gap adjustment 3/19/2007 --► ---* 4r- .0--- *-- 4% t '► 1 r Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt if tt r Vi tt r Vi tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 1770 3539 1583 1770 3539 1583 Fk Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.16 1.00 1.00 0.11 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 299 3539 1583 206 3539 1583 Volume (vph) 375 380 195 100 425 240 285 1090 35 165 760 205 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 0.90 Adj. Flow (vph) 441 447 229 118 500 282 310 1185 38 183 844 228 RTOR Reduction (vph) 0 0 169 0 0 178 0 0 22 0 0 145 Lane Group Flow (vph) 441 447 60 118 500 104 310 1.185 16 183 844 83 Turn Type Prot Perm Prot Penn pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 6 Actuated Green, G (s) 15.5 24.3 24.3 6.9 15.7 15.7 51.8 38.2 38.2 42.8 33.2 33.2 Effective Green, g (s) 15.5 26.3 26.3 6.9 17.7 17.7 54.8 41.2 41.2 45.8 36.2 36.2 Actuated g/C Ratio 0.16 0.26 0.26 0.07 0.18 0.18 0.55 0.41 • 0.41 0.46 0.36 0.36 Clearance Time (s) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 532 931 416 237 626 280 379 1458 652 244 1281 573 v/s Ratio Prot c0.13 0.13 0.03 c0.14 c0.12 0.33 0.07 0.24 v/s Ratio Perm 0.04 0.07 c0.33 0.01 0.27 0.05 v/c Ratio 0.83 0.48 0.14 0.50 0.80 0.37 0.82 0.81 0.02 0.75 0.66 0.14 Uniform Delay, d1 41.0 31.1 28.2 44.9 39.4 36.3 17.5 26.0 17.5 20.1 26.7 21.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.3 0.4 0.2 1.6 7.1 0.8 12.8 5.1 0.1 12.2 2.7 0.5 Delay (s) 51.3 31.5 28.4 46.5 46.5 37.1 30.3 31.0 17.5 32.3 29.4 22.0 Level of Service D C C D D D C C B C C C Approach Delay (s) 38.7 43.6 30.6 28.5 Approach LOS D D C C Intersection Summa HCM Average Control Delay 34.3 HCM Level of Service C HCM Volume to Capacity ratio 0.80 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 75.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 3J(P ' 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Short Total PM 3/16/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations tT* 0 0 R ?T* Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ' Lane Util. Factor 0.97 0.95 0.97 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.95 1.00 0.95 1.00 0.99 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 ' Satd. Flow (prot) 3433 3361 3433 3362 1770 3499 1770 3436 FR Permitted 0.95 1.00 0.95 1.00 0.11 1.00 0.10 1.00 Satd. Flow (perm) 3433 3361 3433 3362 197 3499 191 3436 Volume (vph) 350 575 290 100 500 250 320 850 70 .285 1120 270 ' Peak -hour factor, PHF 0.92 0.92 0.92 0.85 0.85 0.85 0.85 0.85 0.85 0.95 0.95 0.95 Adj. Flow (vph) 380 625 315 118 588 294 376 1000 82 300 1179 284 RTOR Reduction (vph) 0 63 0 0 62 0 0 6 0 0 21 0 ' Lane Group Flow (vph) 380 877 0 118 820 0 376 1076 0 300 1442 0 Turn Type Prot Prot pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 10.0 25.0 4.0 19.0 48.9 34.9 51.1 36.0 Effective Green, g (s) 10.0 27.0 4.0 21.0 51.9 37.9 54.1 39.0 Actuated g/C Ratio 0.10 0.27 0.04 - 0.21 0.52 0.38 0.54 0.39 ' Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 7.0 4.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 343 907 137 706 322 1326 342 1340 ' v/s Ratio Prot c0.11 0.26 0.03 c0.24 c0.16 0.31 0.13 0.42 v/s Ratio Perm c0.44 0.34 v/c Ratio 1.11 0.97 0.86 1.16 1.17 0.81 0.88 1.08 ' Uniform Delay, d1 45.0 36.1 47.7 39.5 45.2 27.8 26.7 30.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 80.9 22.0 39.0 87.6 103.8 5.5 21.4 47.9 Delay (s) 125.9 58.1 86.7 127.1 149.0 33.3 48.1 78.4 ' Level of Service F E F F F C D E Approach Delay (s) 77.6 122.3 63.2 73.3 Approach LOS E F E E ' Intersection Summary HCM Average Control Delay 80.5 HCM Level of Service F HCM Volume to Capacity ratio 1.14 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 102.4% ICU Level of Service G Analysis Period (min) 15 ' c Critical Lane Group ' Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 W3 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Short Total AM 3/16/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations M tT4 tT V 0 Vi tT4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 0.97 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3433 3359 3433 3348 1770 3523 1770 3426 FIt Permitted ' 0.95 1.00 0.95 1.00 0.11 1.00 0.12 1.00 Satd. Flow (perm) 3433 3359 3433 3348 203 3523 228 3426 Volume (vph) 375 380 195 100 425 240 285 1090 35 165 760 205 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 0.90 Adj. Flow (vph) 441 447 229 118 500 282 310 1185 38 183 844 228 RTOR Reduction (vph) 0 65 0 0 78 0 0 2 0 0 24 0 Lane Group Flow (vph) 441 611 0 118 704 0 310 1221 0 183 1048 0 Turn Type Prot Prot pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 14.0 28.0 6.0 20.0 49.0 36.1 38.6 29.7 Effective Green, g (s) 14.0 30.0 6.0 22.0 52.0 39.1 41.6 32.7 Actuated g/C Ratio 0.14 0.30 0.06 0.22 0.52 0.39 0.42 0.33 Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 7.0 4.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 481 1008 206 737 345 1377 232 1120 v/s Ratio Prot c0.13 0.18 0.03 c0.21 c0.14 0.35 0.07 0.31 v/s Ratio Perm c0.33 0.26 v/c Ratio 0.92 0.61 0.57 0.96 0.90 0.89 0.79 0.94 Uniform Delay, d1 42.4 29.9 45.8 38.5 27.5 28.4 22.6 32.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 . 1.00 1.00 Incremental Delay, d2 22.2 1.0 3.8 22.6 24.7 8.7 16.1 15.3 Delay (s) 64.6 31.0 49.6 61.1 52.2 37.1 38.7 47.9 Level of Service E C D E D D D D Approach Delay (s) 44.3 59.6 40.2 46.6 Approach LOS D E D D Intersection Summa HCM Average Control Delay 46.4 HCM Level of Service D HCM Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 86.8% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 34- No Text 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Bkgrd PM 0.80 critical gap adjustment 3/20/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r 4 r W4 R ttlr* Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 0 80. 25 5 25 15 1545 30 25 1960 20 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 0 84 26 5 26 16 1626 32 26 2063 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.73 0.73 0.73 0.73 0.73 0.73 vC, conflicting volume 2729 3816 698 2498 3811 558 2084 1658 vC1, stage 1 conf vol 2126 2126 1674 1674 vC2, stage 2 conf vol 603 1689 825 2137 vCu, unblocked vol 2626 4124 0 2309 4117 558. 1738 1658 tC, single Is) '6.0 6.5 '5.5 `6.0 *5.2 •5.5 4.1 4.1 tC, 2 stage (s) 5.0 5.5 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 93 100 89 75 92 96 94 93 cM capacity (veh/h) 70 34 787 106 69 591 260 385 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 5 84 32 26 16 651 651 357 26 825 825 434 Volume Left 5 0 26 0 16 0 0 0 26 0 0 0 Volume Right 0 84 0 26 0 0 0 32 0 0 0 21 cSH 70 787 97 591 260 1700 1700 1700 385 1700 1700 1700 Volume to Capacity 0.07 0.11 0.32 0.04 0.06 0.38 0.38 0.21 0.07 0.49 0.49 0.26 Queue Length 95th (ft) 6 9 31 3 5 0 0 0 5 0 0 0 Control Delay (s) 60.2 10.1 58.8 11.4 19.7 0.0 0.0 0.0 15.0 0.0 0.0 0.0 Lane LOS F B F B C C Approach Delay Is) 13.1 37.2 0.2 0.2 Approach LOS B E Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 56.6% ICU Level of Service B Analysis Period (min) 15 User Entered Value Matthew J_ Delich , P. E. Synchro 6 Light Report ' Page 1 3z 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Bkgrd AM 0.80 critical gap adjustment 3/20/2007 '-0. s � � ~ t � * I /� �"4.1 -A - Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4 4 ?tt ??T* Sign Control Stop- Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 5 55 15 5 35 55 1685 25 35 1115 35 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 5 58 16 5 37 58 1774 26 37 1174 37 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 ' Upstream signal (ft) 900 pX, platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC, conflicting volume 2012 3182 410 2428 3187 604 1211 1800 vC1, stage 1 conf vol 1266 1266 1903 1903 ' vC2, stage 2 conf vol 746 1916 525 1284 vCu, unblocked vol 1858 3210 6 2339 3216 604 931 1800 tC, single (s) *6.0 *5.2 *5.5 *6.0 *5.2 *5.5 4.1 4.1 ' tC, 2 stage (s) 5.0 4.2 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 92 94 94 82 94 93 91 89 ' cM capacity (veh/h) 139 86 932 86 91 562 632 339 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 . SB 2 SB 3 SB 4 Volume Total 16 58 21 37 58 709 709 381 37 469 469 272 Volume Left 11 0 16 0 58 0 0 0 37 0 0 0 Volume Right 0 58 0 37 0 0 0 26 0 0 0 37 cSH 116 932 88 562 632 1700 1700 1700 339 1700 1700 1700 Volume to Capacity 0.14 0.06 0.24 0.07 0.09 0.42 0.42 0.22 0.11 0.28 0.28 0.16 ' Queue Length 95th (ft) 11 5 21 5 8 0 0 0 9 0 0 0 Control Delay (s) 41.0 9.1 58.6 11.9 11.3 0.0 0.0 0.0 16.9 0.0 0.0 0.0 Lane LOS E A F B B C ' Approach Delay (s) 16.0 28.9 0.4 0.5 Approach LOS C D Intersection Summary ' Average Delay 1.3 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 * User Entered Value ' Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 1 31 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Bkgrd PM 3/20/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 I 4 r Vi ttt Vi tO Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 0 80 25 5 25 15 1545 30 25 1960 20 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) . 5- 0 84 26 5 26 16 1626 32 26 2063 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.73 0.73 0.73 0.73 0.73 0.73 vC, conflicting volume 2729 3816 698 2498 3811 558 2084 1658 vC1, stage 1 conf vol 2126 2126 1674 1674 vC2, stage 2 conf vol 603 1689 825 2137 vCu, unblocked vol 2626 4124 0 2309 4117 558 1738 1658 IC, single (s) 7.5 6.5. 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 85 100 89 54 84 94 94 93 cM capacity (veh/h) 34 34 787 57 33 473 260 385 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 5 84 32 26 16 651 651 357 26 825 825 434 Volume Left 5 0 26 0 16 0 0 0 26 0 0 0 Volume Right 0 84 0 26 0 0 0 32 0 0 0 21 cSH 34 787 51 473 260 1700 1700 1700 385 1700 1700 1700 Volume to Capacity 0.15 0.11 0.62 0.06 0.06 0.38 0.38 0.21 0.07 0.49 0.49 0.26 Queue Length 95th (ft) 12 9 61 4 5 0 0 0 5 0 0 0 Control Delay (s) 129.3 10.1 156.7 13.1 19.7 0.0. 0.0 0.0 15.0 0.0 0.0 0.0 Lane LOS F B F B C C Approach Delay (s) 17.1 91.4 0.2 0.2 Approach LOS C F Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 56.6% ICU Level of Service B Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 N 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Long Bkgrd AM 3/20/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 4 if Vi tO ffl� Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 5 55 15 5 35 55 1685 25 35 1115 35 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 5 58 16 5 37 58 1774 26 37 1174 37 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC, conflicting volume 2012 3182 410 2428 3187 604 1211 1800 vC1, stage 1 conf vol 1266 1266 1903 1903 vC2, stage 2 conf vol 746 1916 525 1284 vCu, unblocked vol 1858 3210 6 2339 3216 604 931 1800 IC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 IF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 88 86 94 61 89 92 91 89 cM capacity (veh/h) 86 37 930 41 48 441 632 339 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 16 58 21 37 58 709 709 381 37 469 469 272 Volume Left 11 0 16 0 58 0 0 0 37 0 0 0 Volume Right 0 58 0 37 0 0 0 26 0 0 0 37 cSH 60 930 42 441 632 1700 1700 1700 339 1700 1700 1700 Volume to Capacity 0.26 0.06 0.50 0.08 0.09 0.42 0.42 0.22 0.11 0.28 0.28 0.16 Queue Length 95th (ft) 23 5 45 7 8 0 0 0 9 0 0 0 Control Delay (s) 85.3 9.1 156.0 13.9 11.3 0.0 0.0 0.0 16.9 0.0 0.0 0.0 Lane LOS F A F B B C Approach Delay (s) 25.5 65.6 0.4 0.5 Approach LOS D F Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 ;-/ 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Long Bkgrd PM 3/20/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1) 44 r RR ?t r TTT r TT4 F Ideal Flow (vphpl) 1900 ,1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Said. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 5085 1583 3433 5085 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1583 3433 5085 1583 Volume (vph) 460 755 370 140 660 330 405 1065 90 370 1425 360 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 484 795 389 147 695 347 426 1121 95 389 1500 379 RTOR Reduction (vph) 0 0 224 0 0 222 0 0 64 0 0 205 Lane Group Flow (vph) 484 795 165 147 695 125 426 1121 31 389 1500 174 Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 17.6 31.2 31.2 8.6 22.2 22.2 15.1 32.5 32.5 16.7 34.1 34.1 Effective Green, g (s) 17.6 33.2 33.2 8.6 24.2 24.2 15.1 35.5 35.5 16.7 37.1 37.1 Actuated g/C Ratio .0.16 0.30 0.30 0.08 0.22 0222 0.14 0.32 0.32 0.15 0.34 .0.34 Clearance Time (s) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 549 1068 478 268 779 348 471 1641 511 521 1715 534 v/s Ratio Prot c0.14 0.22 0.04 c0.20 c0.12 0.22 0.11 c0.29 v/s Ratio Perm 0.10 0.08 0.02 0.11 We Ratio 0.88 0.74 0.34 0.55 0.89 0.36 0.90 0.68 0.06 0.75 0.87 0.33 Uniform Delay, d1 45.2 34.6 29.9 48.8 41.6 36.3 46.7 32.4 25.7 44.6 34.3 27.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.3 2.9 0.4 2.3 12.5 0.6 20.6 2.3 0.2 5.8 6.6 1.6 Delay (s) 60.5 37.4 30.4 51.1 54.2 37.0 67.3 34.7 26.0 50.4 40.8 28.7 Level of Service E D C D D D E C C D D C Approach Delay (s) 42.5 48.8 42.6 40.4 Approach LOS D D D D Intersection Summa HCM Average Control Delay 42.9 HCM Level of Service D HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 83.8% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Synchro 6 Light Report ' Matthew J. Delich , P. E. Page 1 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Long Bkgrd AM 3/20/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1) tT if ?? if R) ttt r 44t F Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Said. Flow (prot) 3433 3539 1583 3433 3539 1583 "3433 5085 1583 3433 5085 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Sat6.Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1583 3433 5085 1583 Volume (vph) 485 490 225 130 545 310 350 1375 40 210 915 260 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 511 516 237 137 574 326 368 1447 42 221 963 274 RTOR Reduction (vph) 0 0 166 0 0 157 0 0 26 0 0 189 Lane Group Flow (vph) 511 516 71 137 574 169 368 1447 16 221 963 85 Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 18.0 28.1 28.1 7.8 17.9 17.9 15.0 34.2 34.2 8.9 28.1 28.1 Effective Green, g (s) 18:0 30.1 30.1 7.8 19.9 19.9 15.0 37.2 37.2 8.9 31.1 31.1 Actuated g/C Ratio 0.18 0.30 0.30 0.08 0.20 0.20 0.15 0.37 0.37 0.09 0.31 0.31 Clearance Time (s) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 618 1065 476 268 704 315 515 1892 589 306 1581 492 v/s Ratio Prot c0.15 0.15 0.04 c0.16 c0.11 c0.28 0.06 0.19 v/s Ratio Perm 0.05 0.11 0.01 0.05 v/c Ratio 0.83 0.48 0.15 0.51 0.82 0.54 0.71 0.76 0.03 0.72 0.61 0.17 Uniform Delay, d1 39.5 28.6 25.6 44.3 38.3 35.9 40.5 27.6 19.9 44.3 29.3 25.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.9 0.3 0.1 1.6 7.2 1.8 4.7 3.0 0.1 8.2 1.8 0.8 Delay (s) 48.4 29.0 25.7 45.9 45.5 37.7 45.1 30.6 20.0 52.5 31.0 25.9 Level of Service D C C D D D D C B D C C Approach Delay (s) 36.2 43.1 33.2 33.3 Approach LOS D D C C Intersection Summa HCM Average Control Delay 35.7 HCM Level of Service D HCM Volume to Capacity ratio 0.77 Actuated Cycle Length Is) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 0 No Text ' 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Bkgrd PM 0.80 critical gap adjustment 3/19/20.07 -♦ -%* oe t 4\ t 1* �► 1 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations + if +1 r tl tt.). Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% ' Volume (veh/h) 5 0 80 25 5 25 15 1175 30 25 1495 20 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 Hourly flow rate (vph) 6 0 94 29 6 29 17 1335 34 27 1643 22 ' Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 ' Upstream signal (ft) 900 pX, platoon unblocked 0.69 0.69 0.69 0.69 0.69 0.69 VC,'conflicting volume 2443 3112 832 2357 3106 685 1665 1369 vC1, stage 1 conf vol 1709 1709 1386 1386 ' vC2, stage 2 conf vol 734 1403 970 1720 vCu, unblocked vol 2640 3608 311 2516 3600 685 1515 1369 tC, single (s) *6.0 6.5 *5.5 *6.0 *5.2 *5.5 4.1 4.1 ' tC, 2 stage (s) 5.0 5.5 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 93 100 82 72 93 94 94 94 ' cM capacity (veh/h) 79 46 536 105 82 514 302 497 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 6 94 35 29 17 890 479 27 1095 570 Volume Left 6 0 29 0 17 0 0 27 0 0 Volume Right 0 94 0 29 0 0 34 0 0 22 cSH 79 536 101 514 302 1700 1700 497 1700 1700 Volume to Capacity 0.07 0.18 0.35 0.06 0.06 0.52 0.28 0.06 0.64 0.34 ' Queue Length 95th (ft) 6 16 35 5 4 0 0 4 0 0 Control Delay (s) 54.2 13.1 59.1 12.4 17.6 0.0 0.0 12.7 0.0 0.0 Lane LOS F B F B C B ' Approach Delay (s) 15.6 37.9 0.2 0.2 Approach LOS C E Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 60.2% ICU Level of Service B Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 t5� 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Bkgrd AM 0.80 critical gap adjustment 3/19/2007 Mnvament EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 j° 4 1 4T* 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 5 55 15 5 35 55 1285 25 35 850 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 .0.85 0.85 0.85 0.93 0.93 0.93 Hourly flow rate (vph) 12 6 65 18 6 41 65 1512 29 38 914 38 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84 vC, conflicting volume 1937 2679 476 2256 2683 771 952 1541 vC1, stage 1 conf vol 1008 1008 1656 1656 vC2, stage 2 conf vol 929 1671 600 1027 vCu, unblocked vol 1926 2805 192 2303 2810 771 756 1541 tC, single (s) *6.0 *5.2 *5.5 *6.0 *5.2 *5.5 . 4.1 4.1 tC, 2 stage (s) 5.0 4.2 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 91 95 91 82 95 91 91 91 cM capacity (veh/h) 134 107 744 100 111 467 717 427 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 18 65 24 41 65 1008 533 38 609 342 Volume Left 12 0 18 0 65 0 0 38 0 0 Volume Right 0 65 0 41 0 0 29 0 0 38 cSH 124 744 103 467 717 1700 1700 427 1700 1700 Volume to Capacity 0.14 0.09 0.23 0.09 0.09 0.59 0.31 0.09 0.36 0.20 Queue Length 95th (ft) 12 7 21 7 7 0 0 7 0 0 Control Delay (s) 38.9 10.3 50.2 13.5 10.5 0.0 0.0 14.2 0.0 0.0 Lane LOS E B F B B B Approach Delay (s) 16.4 26.8 0.4 0.5 Approach LOS C D Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report , Page 1 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Bkgrd PM 3/16/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r 4 IN 1 0 ?T+ Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% ' Volume (veh/h) 5 0 80 25 5 25 15 1175 30 25 1495 20 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 Hourly flow rate (vph) 6 0 94 29 6 29 17 1335 34 27 1643 22 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 ' Upstream signal (ft) 900 pX, platoon unblocked 0.65 0.65 0.65 0.65 0.65 0.65 vC, conflicting volume 2443 3112 832 2357 3106 685 1665 1369 vC1, stage 1 conf vol 1709 1709 1386 1386 ' vC2, stage 2 conf vol 734 1403 970 1720 vCu, unblocked vol 2682 3712 203 2549 3702 685 1484 1369 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) •6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 86 100 82 55 86 92 94 94 ' cM capacity (veh/h) 41 45 522 66 42 391 292 .497 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 6 94 35 29 17 890 479 27 1095 570 ' Volume Left 6 0 29 0 17 0 0 27 0 0 Volume Right 0 94 0 29 0 0 34 0 0 22 cSH 41 522 60 391 292 1700 1700 497 1700 1700 Volume to Capacity 0.14 0.18 0.59 0.08 0.06 0.52 0.28 0.06 0.64 0.34 Queue Length 95th (ft) 11 16 60 6 5 0 0 4 0 0 Control Delay (s) 107.8 13.4 128.7 15.0 18.1 0.0 0.0 12.7 0.0 0.0 Lane LOS F B F B C B ' Approach Delay (s) 19.0 77.0 0.2 0.2 Approach LOS C F Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 60.2% ICU Level of Service B ' Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 1 23 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Short Bkgrd AM 3/16/2007 --. '- 4% t / I Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 it 4, I ?T+ T1r* Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 5 55 15 5 35 55 1285 25 35 850 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.93 0.93 0.93 Hourly flow rate (vph) 12 6 65 18 6 41 65 1512 29 38 914 38 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage. Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.81 0.81 0.81 0.81 0.81 0.81 vC, conflicting volume 1937 2679 476 2256 2683 771 952 1541 vC1, stage 1 conf vol 1008 1008 1656 1656 vC2, stage 2 conf vol 929 1671 600 1027 vCu, unblocked vol 1923 2836 123 2315 2841 771 709 1541 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 IF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 85 89 91 67 91 88 91 91 cM capacity (veh/h) 81 54 735 54 63 343 719 427 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 18 65 24 41 65 1008 533 38 609 342 Volume Left 12 0 18 0 65 0 0 38 0 0 Volume Right 0 65 0 41 0 0 29 0 0 38 cSH 69 735 56 343 719 1700 1700 427 1700 1700 Volume to Capacity 0.25 0.09 0.42 0.12 0.09 0.59 0.31 0.09 0.36 0.20 Queue Length 95th (ft) 22 7 39 10 7 0 0 7 0 0 Control Delay (s) 73.8 10.4 110.6 16.9 10.5 0.0 0.0 14.2 0.0 0.0 Lane LOS F B F C B B Approach Delay_ (s) 24.0 51.0 0.4 0.5 Approach LOS C F Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 22 . 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Short Bkgrd PM 0.80 critical gap adjustment 3/1.9/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r M tt r Vi tt r Vi tt r Ideal Flow (vphpl) 1900 1900 1900 1900• 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 1770 3539 1583 1770 3539 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.10 1.00 1.00 0.16 1.00 1.00 Said. Flow (perm) 3433 3539 1583 3433 3539 1583 189 3539 1583 303 3539 1583 Volume (vph) 350 575 275 100 500 250 305 815 70 285 1085 270 Peak -hour factor, PHF 0.92 0.92 0.92 0.85 0.85 0.85 0.85 0.85 0.85 0.95 0.95 0.95 Adj. Flow (vph) 380 625 299 118 588 294 359 959 82 300 1142 284 RTOR Reduction (vph) 0 0 224 0 0 241 0 0 50 0 0 174 Lane Group Flow (vph) 380 625 75 118 588 53 359 959 32 300 1142 110 Turn Type Prot Penn Prot Perm pm+pt Perm pm+pt Penn Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 6 Actuated Green, G (s) 12.0 23.0 23.0 5.0 16.0 16.0 53.9 36.5 36.5 48.1 33.6 33.6 Effective Green, g (s) 12.0 25.0 25.0 5.0 18.0 18.0 56.9 39.5 39.5 51.1 36.6 36.6 Actuated g/C Ratio 0.12 0.25 0.25 0.05 0.18 0.18 0.57 0.40 0.40 - 0.51 0.37 0.37 Clearance Time (s) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 412 885 396 172 637 285 383 1398 625 368 1295 579 v/s Ratio Prot 00.11 0.18 0.03 c0.17 c0.16 0.27 0.12 0.32 v/s Ratio Perm 0.05 0.03 c0.37 0.02 0.30 0.07 v/c Ratio 0.92 0.71 0.19 0.69 0.92 0.19 0.94 0.69 0.05 0.82 0.88 0.19 Uniform Delay, d1 43.5 34.2 29.5 46.7 40.3 34.8 29.1 25.1 18.7 17.4 29.7 21.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 26.0 2.6 0.2 10.8 19.1 0.3 30.2 2.8 0.2 13.0 8.9 0.7 Delay (s) 69.5 36.7 29.8 57.5 59.4 35.1 59.3 27.9 18.8 30.4 38.6 22.3 Level of Service E D C E E D E C B C D C Approach Delay (s) 44.7 52.0 35.4 34.5 Approach LOS D D D C Intersection Summa HCM Average Control Delay 40.4 HCM Level of Service D HCM Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 84.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 21 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Short Bkgrd AM 0.80 critical gap adjustment 3/19/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations M tt if tt I tt r Vi tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 1770 3539 1583 1770 3539 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.18 1.00 1.00 0.11 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 338 3539 1583 202 3539 1583 Volume (vph) 375 380 180 100 425 240 270 1060 35 165 725 205 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 0.90 Adj. Flow (vph) 441 447 212 118 500 282 293 1152 38 183 806 228 RTOR Reduction (vph) 0 0 156 0 0 179 0 0 22 0 0 144 Lane Group Flow (vph) 441 447 56 118 500 103 293 1152 16 183 806 84 Turn Type Prot Perm Prot Perm pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 6 Actuated Green, G (s) 15.5 24.3 24.3 6.9 15.7 15.7 51.8 38.2 38.2 43.4 33.8 33.8 Effective Green, g (s) 15.5 26.3 26.3 6.9 17.7 17.7 54.8 41.2 41.2 46.4 36.8 36.8 Actuated g/C Ratio 0.16 0.26 0.26 0.07 0.18 0.18 0.55 0.41 0.41 0.46 0.37 0.37 Clearance Time (s) 4.0 6.0 6.0 4.0 6.0 6.0 4.0 7.0 7.0 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 532 931 416 237 626 280 386 1458 652 244 1302 583 v/s Ratio Prot c0.13 0.13 0.03 c0.14 c0.11 c0.33 0.07 0.23 v/s Ratio Perm 0.04 0.07 0.31 0.01 0.28 0.05 v/c Ratio 0.83 0.48 0.13 0.50 0.80 0.37 0.76 0:79 0.02 0.75 0.62 0.14 Uniform Delay, d1 41.0 31.1 28.2 44.9 39.4 36.2 15.7 25.6 17.5 19.7 25.9 21.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.3 0.4 0.1 1.6 7.1 0.8 8.3 4.4 0.1 12.2 2.2 0.5 Delay (s) 51.3 31.5 28.3 46.5 46.5 37.1 24.0 30.1 17.5 31.9 28.1 21.6 Level of Service D C C D D D C C B C C C Approach Delay (s) 38.8 43.5 28.6 27.4 Approach LOS D D C C Intersection Summa HCM Average Control Delay 33.5 HCM Level of Service C HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 74.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report ' Page 1 20 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Short Bkgrd PM 3/16/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations M 0 R) Tt+ Vi 0 t'14 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 0.97 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.95 1.00 0.95 1.00 0.99 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Said. Flow (prot) 3433 3367 3433 3362 1770 3497 1770 3433 FR Permitted 0.95 1.00 6.95 1.00 •0.11 1.00 0.10 1.00 Satd. Flow (perm) 3433 3367 - 3433 3362 198 3497 191 3433 Volume (vph) 350 575 275 100 500 250 305 815 70 285 1085 270 Peak -hour factor, PHF 0.92 0.92 0.92 0.85 0.85 0.85 0.85 0.85 0.85 0.95 0.95 0.95 Adj. Flow (vph) 380 625 299 118 588 294 359 959 82 300 1142 284 RTOR Reduction (vph) 0 58 0 0 62 0 0 6 0 0 22 0 ' Lane Group Flow (vph) 380 866 0 118 820 0 359 1035 0 300 1404 0 Turn Type Prot Prot pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 ' Permitted Phases 2 6 Actuated Green, G (s) 10.0 25.0 4.0 19.0 48.6 34.6 51.4 36.0 Effective Green, g (s) 10.0 27.0 4.0 21.0 51.6 37.6 54.4 39.0 Actuated g/C Ratio 0.10 0.27 0.04 0.21 0.52 0.38 0.54 0.39 ' Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 7.0 4.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 343 909 137 706 322 1315 347 1339 ' v/s Ratio Prot c0.11 0.26 0.03 c0.24 c0.16 0.30 0.13 0.41 v/s Ratio Penn c0.42 0.34 v/c Ratio 1.11 0.95 0.86 1.16 1.11 0.79 0.86 1.05 ' Uniform Delay, d1 45.0 35.9 47.7 39.5 45.2 27.6 26.3 30.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 80.9 19.3 39.0 87.6 84.8 4.8 19.5 38.4 Delay (s) 125.9 55.2 . 86.7 127.1 130.0 32.5 45.8 68.9 ' Level of Service F E F F F C D E Approach Delay (s) 75.8 122:3 57.5 64.9 Approach LOS E F E E Intersection Summary HCM Average Control Delay 76.2 HCM Level of Service E HCM Volume to Capacity ratio 1.11 ' Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 100.6% ICU Level of Service G Analysis Period (min) 15 tc Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report Pagel . 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Short Bkgrd AM 3/16/2007 4N t 1* 4 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 0 1 0 R 01 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 0.97 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Said. Flow (prot) 3433 3368 3433 3348 1770 3522 1770 3422 Fit Permitted 0.95 1.00 0.95 1.00 0.11 1.00 0.12 1.00 Satd. Flow (perm) 3433 3368 3433 3348 201 3522 225 3422 Volume (vph) 375 380 180 100 425 240 270 1060 35 165 725 205 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 . 0.90 Adj. Flow (vph) 441 447 212 118 500 282 293 1152 38 183 806 228 RTOR Reduction (vph) 0 57 0 0 78 0 0 2 0 0 25 0 Lane Group Flow (vph) 441 602 0 118 704 0 293 1188 0 183 1009 0 Turn Type Prot Prot pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 14.0 28.0 6.0 20.0 49.0 36.1 39.0 30.1 Effective Green, g (s) 14.0 30.0 6.0 22.0 52.0 39.1 42.0 33.1 Actuated g/C Ratio 0.14 0.30 0.06- 0.22 0.52 0.39 0.42 0.33 Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 7.0 4.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 481 1010 206 737, 338 1377 232 1133 v/s Ratio Prot c0.13 0.18 0.03 c0.21 c0.13 0.34 0.07 0.29 v/s Ratio Perm c0.32 0.26 v/c Ratio 0.92 0.60 0.57 0.96 0.87 0.86 0.79 0.89 Uniform Delay, d1 42.4 29.8 45.8 38.5 26.5 28.0 22.2 31.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 22.2 1.0 3.8 22.6 20.1 7.3 16.1 10.6 Delay (s) 64.6 30.8 49.6 61.1 46.6 35.3 38.3 42.3 Level of Service E C D E D D D D Approach Delay (s) 44.3 59.6 37.5 41.7 Approach LOS D E D D Intersection Summa HCM Average Control Delay 44.4 HCM Level of Service D HCM Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 85.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report ' Page 1 APPENDIX C Table 4-3 Fort Collins (City Limits) Motor Vehicle LOS Standards (intersections) Land Use (from structure plan) Other corridors within; Intersection type Commercial Mixed use Low density mixed use All other corridors districts residential areas Signalized intersections D. E' D D (overall) Any Leg E E D E Any Movement E E D E Stop sign control N/A F" F" E (arterial/cdllector or local — any approach leg Stop sign control N/A C C C (collector/local—any approach leg) ' mitigating measures required ". considered normal in an urban environment UNSIGNALIZED INTERSECTIONS SIGNALIZED INTERSECTIONS 15 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Recent PM 0.80 critical gap adjustment 3/19/2007 -. l t t' �► 1 ./ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 4 tTb V tll� Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 3 0 81 24 3 26 15 1005 27 23 1278 17 Peak Hour Factor 0.85 0.85 0.85 0.85 , 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 Hourly flow rate (vph) 4 0 95 28 4 31 17 1142 31 25 1404 19 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.70 0.70 0.70 0.70 0.70 0.70 vC, conflicting volume 2102 2671 712 2040 2665 586 1423 1173 vC1, stage 1 conf vol 1464 1464 1191 1191 vC2, stage 2 conf vol 637 1207 848 1474 vCu, unblocked vol 2146 2963 152 2057 2954 586 1172 1173 tC, single (s) *6.0 6.5 *5.5 *6.0 *5.2 *5.5 4.1 4.1 tC, 2 stage (s) 5.0 5.5 5.0 4.2 tF,(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 97 100 85 79 97 95 96 96 cM capacity (veh/h) 112 67 643 135 110 573 412 591 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 4 95 32 31 17 761 411 25 936 487 Volume Left 4 0 28 0 17 0 0 25 0 0 Volume Right 0 95 0 31 0 0 31 0 0 19 cSH 112 643 132 573 412 1700 1700 591 1700 1700 Volume to Capacity 0.03 0.15 0.24 0.05 0.04 0.45 0.24 0.04 0.55 0.29 Queue Length 95th (ft) 2 13 22 4 3 0 0 3 0 0 Control Delay (s) 38.2 11.6 40.7 11.6 14.1 0.0 0.0 11.4 0.0 0.0 Lane LOS E B E B B B Approach Delay (s) 12.5 26.4 0.2 0.2 Approach LOS B D Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report , Page 1 Fil 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Recent AM 0.80 critical gap adjustment 3/19/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4 r 4 r R 0 Tll� Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% ' Volume (veh/h) 7 2 56 16 3 32 56 1099 26 33 725 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.93 0.93 0.93 Hourly flow rate (vph) 8 2 66 19 4 38 66 1293 31 35 780 38 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 ' Upstream signal (ft) 900 pX, platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88 vC, conflicting volume 1687 2325 409 1968 2328 662 817 1324 vC1, stage 1 conf vol 869 869 1440 1440 vC2, stage 2 conf vol 818 1455 528 888 vCu, unblocked vol 1644 2370 188 1963 2374 662 653 1324 tC, single (s) *6.0 *5.2 *5.5 *6.0 *5.2 *5.5 4.1 4.1 ' tC, 2 stage (s) 5.0 4.2 5.0 4.2 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 95 98 92 85 97 93 92 93 ' cM capacity (veh/h) 167 135 778 • 127 138 527 816 518 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 11 66 22 38 66 862 462 .35 520 297 Volume Left 8 0 19 0 66 0 0 35 0 0 Volume Right 0 66 0 38 0 0 31 0 0 38 cSH 159 778 129 527 816 1700 1700 518 1700 1700 Volume to Capacity 0.07 0.08 0.17 0.07 0.08 0.51 0.27 0.07 0.31 0.17 Queue Length 95th (ft) 5 7 15 6 7 0 0 5 0 0 Control Delay (s) 29.3 10.1 38.7 12.4 9.8 0.0 0.0 12.5 0.0 0.0 Lane LOS D B E B A B ' Approach Delay (s) 12.7 22.2 0.5 0.5 Approach LOS B C Intersection Summary ' Average Delay 1.4 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Recent PM 3/16/2007 -' ��' t 1 T P a l Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r 4 r tt# 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 3 0 81 24 3 26 15 1005 27 23 1278 17 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 Hourly flow rate (vph) 4 0 95 28 4 31 17 1142 31 25 1404 19 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.70. 0.70 0.70 0.70 0.70 0.70 vC, conflicting volume 2102 2671 712 2040 2665 586 1423 1173 vC1, stage 1 conf vol 1464 1464 1191 1191 vC2, stage 2 conf vol 637 1207 848 1474 vCu, unblocked vol 2146 2964 148 . 2057 2956 586 1171 1173 tC, single (s) 7.5 6.5 6.9 7.5 .6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 95 100 84 68 95 93 96 96 cM capacity (veh/h) 67 67 606 89 65 453 412 591 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 4 95 32 31 17 761 411 25 936 487 Volume Left 4 0 28 0 17 0 0 25 0 0 Volume Right 0 95 0 31 0 0 31 0 0 19 cSH 67 606 85 453 412 1700 1700 591 1700 1700 Volume to Capacity 0.05 0.16 0.37 0.07 0.04 0.45 0.24 0.04 0.55 0.29 Queue Length 95th (ft) 4 14 36 5 3 0 0 3 0 0 Control Delay (s) 61.6 12.0 70.2 13.5 14.1 0.0 0.0 11.4 0.0. 0.0 Lane LOS F B F B B B Approach Delay (s) 13.8 42.4 0.2 0.2 Approach LOS B E Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 ' 3: Bighorn & Timberline HCM Unsignalized Intersection Capacity Analysis Recent AM 3/16/2007 l Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4 r 4 r Vi t,14 Vi 0 Sign Control Stop Stop Free Free Grade 00/0 00/0 0% 0% ' Volume (veh/h) 7 2 56 16 3 32 56 1099 . 26 33 725 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.93 0.93 0.93 Hourly flow rate (vph) 8 2 66 19 4 38 66 1293 31 35 780 .38 Pedestrians t Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 900 pX, platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88 vC, conflicting volume 1687 2325 409 1968 2328 662 817 1324 vC1, stage 1 conf vol 869 869 1440 '1440 vC2, stage 2 conf vol 818 1455 528 888 vCu, unblocked vol 1644 2370 188 1963 2374 662 653 1324 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 ' tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 92 97 91 74 96 91 92 93 ' cM capacity(veh/h) 108 76 722 73 83 405 .816 518 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 11 66 22 38 66 862 462 35 520 297 ' Volume Left 8 01 19 0 66 0 0 35 0 0 Volume Right 0 66 0 38 0 0 31 0 0 38 cSH 99 722 74 405 816 1700 1700 518 1700 1700 Volume to Capacity 0.11 0.09 0.30 0.09 0.08 0.51 0.27 0.07 0.31 0.17 Queue Length 95th (ft) 9 8 28 8 7 0 0 5 0 0 Control Delay (s) 45.8 10.5 73.0 14.8 9.8 0.0 0.0 12.5 .0.0 0.0 Lane LOS E B F B A B ' Approach Delay (s) 1.5.4 36.5 0.5 0.5 Approach LOS C E Intersection Summary ' Average Delay 1.9 Intersection Capacity Utilization 52.3% ICU Level of Service A ' Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Recent PM 3/16/2007 * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations M 0 t14 I 4ll� Vi tT* Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 0.97 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.95 1.00 0.95 1.00 0.99 1.00 0.97 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3433 3367 3433 3362 1770 3497 1770 3431 FIt Permitted 0.95 1.00 0.95 1.00 0.10 1.00 0.17 1.00 Satd. Flow (perm) 3433 3367 3433 3362 192 3497 320 3431 Volume (vph) 304 501 241 89 436 219 276 725 62 248 921 237 Peak -hour factor, PHF 0.92 0.92 0.92 0.85 0.85 0.85 0.85 0.85 0.85 0.95 0.95 0.95 Adj. Flow (vph) 330 545 262 105 513 258 325 853 73 261 969 249 RTOR Reduction (vph) 0 58 0 0 62 0 0 6 0 0 23 0 Lane Group Flow (vph) 330 749 0 105 709 0 325 920 0 261 1195 0 Turn Type Prot Prot pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 11.0 26.0 5.0 20.0 50.8 35.8 45.2 33.0 Effective Green, g (s) 11.0 28.0 5.0 22.0 53.8 38.8 48.2 36.0 Actuated g/C Ratio 0.11 0.28 0.05 0.22 0.54 0.39 0.48 0.36 Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 7.0 4.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 378 943 172 740 340 1357 331 1235 v/s Ratio Prot c0.10 0.22 0.03 c0.21 c0.14 0.26 0.10 0.35 v/s Ratio Perm c0.37 0.28 v/c Ratio 0.87 0.79 0.61 0.96 0.96 0.68 0.79 0.97 Uniform Delay, d1 43.8 33.3 46.5 38.5 29.3 25.4 18.1 31.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 19.4 4.7 6.3 22.9 36.9 2.7 11.8 18.9 Delay (s) 63.2 38.0 52.8 61.5 66.2 28.2 29.8 50.4 Level of Service E D D E E C C D Approach Delay (s) 45.3 60.4 38.0 46.7 Approach LOS D E D D Intersection Summa HCM Average Control Delay 46.6 HCM Level of Service D HCM Volume to Capacity ratio 0.97 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 89.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 /n ' 6: Horsetooth & Timberline HCM Signalized Intersection Capacity Analysis Recent AM 3/16/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations M +14 0 Vi 0 tT4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900- 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 0.97 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 ' Satd. Flow (prot) 3433 3370 3433 3347 1770 3523 1770 3423 Fit Permitted 0.95 1.00 0.95 1.00 0.13 1.00 0.15 1.00 Satd. Flow (perm) 3433 3370 3433 3347 242 3523 281 3423 Volume (vph) 328 330 155 90 368 209 232 909 29 143 634 177 ' Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 0.90 Adj. Flow (vph) 386 388 182 106 433 246 252 988 32 159 704 197 RTOR Reduction (vph) 0 56 0 0 80 0 0 2 0 0 25 0 ' Lane Group Flow (vph) 386 514 0 106 599 0 252 1018 0 159 876 0 Turn Type Prot Prot pm+pt pm+pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 13.7 27.1 6.0 19.4 49.9 37.3 40.9 32.3 Effective Green, g (s) 13.7 29.1 6.0 21.4 52.9 40.3 43.9 35.3 Actuated g/C Ratio 0.14 0.29 0.06 0.21 0.53 0.40 0.44- • 0.35 ' Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 7.0 4.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 470 981 206 716 336 1420 251 1208 v/s Ratio Prot c0.11 0.15 0.03 c0.18 c0.10 0.29 0.05 0.26 v/s Ratio Perm c0.29 0.22 v/c Ratio 0.82 0.52 0.51 0.84 0.75 0.72 0.63 0.73 Uniform Delay, d1 42.0 29.7 45.6 37.6 18.5 25.1 19.2 28.1 ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.0 0.5 2.2 8.4 9.1 3.1 5.1 3.8 Delay (s) 53.0 30.2 47.8 46.0 27.5 28.2 24.4 32.0 ' Level of Service D C D D C C C C Approach Delay (s) 39.4 46.3 28.1 30.8 Approach LOS D D C C - Intersection Summary HCM Average Control Delay 34.9 HCM Level of Service C HCM Volume to Capacity ratio 0.77 ' Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 75.6% ICU Level of Service D Analysis Period (min) 15 ' c Critical Lane Group 1 ' Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 1 q APPENDIX B wo z 0 E LLI �j cc m 0 U. 0 = w U>J ul U N0 ii AT m co CC24 LU > CI a V 46 o wu .0 s LL �o o .0 o E LU LU C%l 0 0 CL cm .0 LA r.- CD C; co CD cc E it II II Ir co 'CV) C4 CII, C4 cc 0 CD co (m A co r-- O (D C4 m CN co C) J7 Lo in cn C> (a m CD C) C) (D O tuJ (D cv C> CD U') C> CV) C4 00100 m W) W) qt :2 Cl) q* 141t Cl) cn C-I'j 0 CD cn M CO CO co 0 .0 O m to r-- co t-0 "M0 Z" V R ME ZtA: ARM, co r.— t-- w ca co -01 I-T P— co 0 .0 � Or= V 221 S r m i.: C* C41 12 c" C; ICII-411411C14-10"I'l � ic"Q'i muumuu Millis a. I C> I C> 0, I M-A r, Ln 140*1 Ld" I 'L'"* Mal 1=3 I C*"' I co I cn I co I --t I" Co m co C) In m r-- t- cn og ul co COP :T01colml r-_ " co N T -T r-_ �7 P W U) -j co 'M 0= u I I I 50 "r.-A 0 --q- �r M cn - co T 101 OD r.- cn C-4 1�0 0 and ccnn -T N IN .0 CO I-T LO V M w -j co U') co WX Go in Go Wb in --w t p4" cn -W IT -T CC, r-- I-- PI w C-4 CRO (D cD co 0 O -n Lei R, v 0) co to qtr IT rl- M co F-- C> �A LO g C> cn U') (-IcrD CD (D M w M M -T co I I I <0 I CN co co coo M NA4 Emma M M co fl- cn CD w co in M C> M co I,- M kk vii RRE dp GO co CD r.- 00 I C4 co P Ms-i V 40 qr ul� LO M 5 m FjgA f `2g -t E I A -9 (A ' Trip Generation Code Use Size AVdDTE AM Peak Hour PM Peak Hour ' RaW Tips Rye pu Rat In RaW Out Q(LtMQes L I0.5� 14 Zfc $32 6.7� .7t loot io�7 (o.l `� �5 to,4R 7 3 ' gbS �,Jo S rolz u I DcN , 932 2zr,YAve AotYC sir- �o wN� 4.O 197.15 50� 6.99 Z4 5. 53 ZZ !o. && z'j 4. Z& !7 8 (4 �t7 `f A t c. ` (Do Wes) 3.0i�5p ¢4.37- i S 3 0.3$ 710 C,&APL OPPIcCO CuP I,SJLV)F t1.01 i 1.3Co Z o.1� D 0.2 D 1.24 Z -lw Cv Pi Toz L Avg � 3.oF 36.t3 IDS 7G7 t 4� 33 o:sz Z 2, 1.00 3 34.. Z•7z 3Z ' ' t o -r A lio4- 1 1 S`6 197 1 IJ05- �eSrAOM)T ?ASS F3y Am Ptit m • BIG HORN ROAD — — _ 4A5.5• --- �� -- - - - - O I IIII IIII I m I .0' I .� � 1 III I.D. SIGN SIDEWALK 1 BIKE AK EMRGENCY ACCESEASEMENT TIMBERLINE PLAZA 12,000 SF TWO-STORY 17a , 50' 30004766.7.517.0' 9IG R.O.W. UE 1 HANDICAP o I I I j SIGNAGE CCESSIB� { .� c� o ACCESS REASEMENT O7 I m I I I4 -6 mo T I g,ry 1 PROPERTY LINE � _ I III I - II I SIDEWALK © I I III IA,m I VAN w Il ACCESSIBLE ab m SIGNAGE � Q ' FLAG POLE I BIKE PRIMROSE SCHOOL u RACK 10,500 SF m 5 II I ONE-STORY 5 I 152.5' • IWALK NG� I SIDEWALK WALK J I °mom '•I I I I ILi Li Li Li_< II I 6' 17.0' 24.0' 110.2• 24.0' a ' II I zI I R II I I O ° I I \ I: 90 I ,- - - - El .. - - . __ -_._ ____._ �LAAJ 3 LUU(/MAX/1J/IUL MZI AM JWrIu urtxxllul`A CAA NO. JIU LLI 0101 r. UU1/UUI Ip,G;ftr4_ AMOWWnb AtUWAmnent A Transporki"On IitlpaCt &WdY -Base AssLWWd0fM Date: Ma p.cI4 t 3: Zoo-r TiaScEn D&C- u Local Entity End . [, t��Cwm�lld�IdaoSbeesStm�eds.-R a an RmGn=Wd OanbW% MM Pa9B 439 '.� Adupfadbr'' COW*-010 d[adend. R/dFnR Cam 2-d fr60S 699 OL6 oossd 4aiyea eZb�Oi Lo 61 Jew , Z No Text IV. CONCLUSIONS ' This study assessed the impacts of, the Timberline Plaza development on the short range and long range street system in the vicinity of the proposed development. As a result of this analysis, the ' following is concluded: The development of the Timberline Plaza is feasible from a traffic engineering standpoint. At full development, the Timberline Plaza ' will generate approximately 1600 daily trip ends, 192 morning peak hour trip ends, and 204 afternoon peak hour trip ends. ' - Current operation at the key intersections is acceptable. Right - turn lanes are required on all legs of the Timberline/Horsetooth intersection with the existing traffic volumes. In the short range (2010) future, given development of the Timberline Plaza and an increase in background traffic, the Timberline /Horsetooth intersection will operate acceptably with the required geometry. The minor street legs of Timberline/ Bighorn intersection will experience delays commensurate with level of service F. This is considered to be normal at stop sign controlled intersections along arterial streets. The Bighorn/Site Access intersection will operate acceptably. - In the long range (2030) future, given development of the Timberline Plaza, the Timberline/Horsetooth intersection will operate acceptably with the recommended geometry. The minor street legs of Timberline/Bighorn intersection will experience delays commensurate with level of service F. This is considered to be normal at stop sign controlled intersections along arterial streets. The Bighorn/Site Access intersection will operate acceptably. Acceptable level of service is achieved for pedestrian, bicycle, and transit modes based upon the measures in the multi -modal transportation guidelines. 25 interest and amenities, which is C. There are five destination areas within 1320 feet of the proposed Timberline Plaza: 1) the residential neighborhood to the east, 2) the residential neighborhood and office ' to the southeast, 3) the industrial/office to the west, 4) Poudre River Power Authority, and 5) the apartments and future commercial ' area to the north. In most cases, sidewalks are completed within the pedestrian influence area. It is assumed that sidewalks will be completed as properties develop. It is also assumed that pedestrian crossing of Timberline Road or Horsetooth Road would only occur at t signalized intersections. Appendix G contains a Pedestrian LOS Worksheet. ' Bicycle Level of Service ' Appendix G contains a map of the bicycle influence area that is within 1320 feet of the Timberline Plaza. Based upon Fort Collins bicycle LOS criteria, there is one destination areas within 1320 feet ' of the Timberline Plaza. This is the 1) commercial area in the northeast quadrant of the Timberline/Horsetooth intersection. A bicycle LOS worksheet is provided in Appendix G. The bicycle.level of service is acceptable. Transit Level of Service Currently, this area has no transit service. The Fort Collins Transit System Map shows that Timberline Road will have high frequency (20 minute) transit service in the future. Transit future level of service will be acceptable. 24 U- Horsetooth U) N Q N W - Denotes Lane LONG RANGE (2030) GEOMETRY 23 Bighom A& N Figure 12 E i= Bighom -a - Denotes Lane N SHORT RANGE (2010) GEOMETRY Figure 11 22 TABLE 6 Long Range (2030) Total Peak Hour Operation v &-E IN vw VMS Timberline/Horsetooth (signal) [analyzed with dual left-tum lanes and,right-tum lanes on all legs] EB LT D E EBT C D EB RT C C EB APPROACH D D WB LT D E WB T D E WB RT D D \IVB APPROACH D D NB LT D E NB C C NB RT B C NB APPROACH C D SB LT D D SBT C D SB RT C C SB APPROACH C D OVERALL D D Timberline/Bighom (stop sign) EB LT/T F (F) F (F) EB RT A (A) B (B) EB APPROACH F (D) E (C) WB LT/T F (F) F (F) WB RT C (B) B (B) WB APPROACH F (F) F (F) NB LT B (B) C (C) SB LT C (C) C (C) Bighom/Site Access (stop sign) NB LTrr/RT B 8 SB LT/T/RT A A EB LTIT/RT A A WB LT/TIRT A A k )—VVILIIUlltlf.;dikldptiUjUbUllUFII 1141 TABLE 5 Short Range (2010) Total Peak Hour Operation inie►+pn � yx r kry %S. F y a-.4'� ia... ..... 4bY }il.L. l.��S $�z t %t. t :: �:t'''i'., .. L t �fYi I t"M'.M . T7'll' a^a�pyst Y'� •.. ] 1 Timberline/Horsetooth (signal) EB LT E [D]� F [E] EB T/RT C [C] E [D] EB APPROACH D [D] E [D] WB LT D [D] F [E] WB T/RT E [D] F [D] WB APPROACH E [D] F [D] NB LT D [C] F [E] NB T/RT D [C] C [C] NB APPROACH D [C] E [D] SB LT D [C] D [D] SB T/RT D [C] E [D] SB APPROACH D [C] E [D] . OVERALL D [C] E [D] Timberline/Bighorn (stop sign) EB LT/T F (F) F (F) EB RT B (B) B (B) EB APPROACH F (C) D (C) WB LT/T F (F) F (F) WB RT C (B) C (B) WB APPROACH F (F) F (F) NB LT B (B) C (C) SB LT C (C) B (B) Bighom/Site Access (stop sign) NB LT/T/RT B B SB LT/f/RT A A EB LTrF/RT A A WB LT/f/RT A A [) — With Required Auxiliary Lanes ( ) — With. Critical Gap Adjustment 20 Using the traffic volumes shown in Figure 9, the key intersections operate in the short range (2010) total condition as indicated in Table 5. Calculation forms for these analyses are provided in Appendix E. The Timberline/Horsetooth intersection operates acceptably during the morning peak hour. The Timberline/Horsetooth intersection operates unacceptably during the afternoon peak hour. As indicated earlier, right -turn lanes are required on all legs of this intersection with the existing traffic. These right -turn lanes would enable this intersection to operate acceptably, as indicated in Table 5. At the Timberline/ Bighorn intersection, the minor street left-turn/through movement and westbound approach leg will experience delays that are commensurate with level of service F during the peak hours. This is normal at stop sign controlled arterial intersection during the peak hours. For 20-22 hours per day, the intersection level of service is likely to be acceptable. The Bighorn/Site Access intersection operates acceptably. ' Using the traffic volumes shown in Figure 10, the key intersections operate in the long range (2030) total condition as indicated in Table 6. Calculation forms for these analyses are provided in Appendix F. The Timberline/Horsetooth intersection operates acceptably during the peak hours. As indicated earlier, right -turn lanes are required on all legs of this intersection with the existing ' traffic. At the Timberline/Bighorn intersection, the minor street eastbound and westbound approach legs will experience delays that are commensurate with level of service F during the peak hours. This is normal at stop sign controlled arterial intersection during the peak hours. For 20-22 hours per day, the intersection level of service is likely to be acceptable. The Bighorn/Site Access intersection operates acceptably. Geometry The short range (2010) and long range (2030) geometry is shown in Figures 11 and 12, respectively. The geometry is the same as the current geometry at the Timberline/Bighorn intersection for both the short range (2010) and long range (2030) futures, except for the extra through lane in the long range. As mentioned with the existing traffic volumes, right -turn lanes ate required on all legs at the Timberline/Horsetooth intersection, according to LCUASS. This development will add traffic to only the eastbound right turn at this intersection. The Timberline/Horsetooth intersection was analyzed with a six -lane cross section, per the Fort Collins Master Street Plan. Dual left -turn lanes will be necessary on all legs at the Timberline/Horsetooth intersection in the long range future. Pedestrian Level of Service Appendix G shows a map of the area that is within 1320 feet of the Timberline Plaza. The Timberline Plaza site is located within an area termed as a "school walking area," which sets the level of service threshold at LOS B for all measured factors, except visual 19 TABLE 4 Long Range (2030) Background Peak Hour Operation 10-1 PP Timberline/Horsetooth (signal) [analyzed with dual left -turn lanes and right -turn lanes on all legs] EB LT D E EBT C D EB RT C C EB APPROACH D D WB LT D D WB T D D WB RT D D WB APPROACH D D NB LT D E NB C C NB RT B C NB APPROACH C D SB LT D D SBT C D SB RT C C SB APPROACH C D OVERALL D D Timberline/Bighorn (stop sign) EB LT/T F (E) F (F) EB RT A (A) B (13) EB APPROACH D (C) C (B) WB LT/T F (F) F (F) WB RT B (B) B (B) WB APPROACH F (D) F (E) NB LT B (B) C (C) SB LT C (C) C (C) ( ) - MM Untical Gap Adjustment 18 TABLE 3 Short Range (2010) Background Peak Hour Operation ley cdoncv* „ sg xxY✓ 4.=i&M`ta �Tc��rs4� �>.��:'r Srh ,'§��. T.�.i�[ T 1 ri V�-,4' Timberline/Horsetooth (signal) EB LT E [D] F [E] EB T/RT C [C] E [D] EB APPROACH D [D] E [D] WB LT D [D] F [E] WB T/RT E [D] F [D] WB APPROACH E [D] F [D] NB LT D [C] F [E] NB T/RT D [C] C [C] NB APPROACH D [C] E [C] SB LT D [C] D [C] SB T/RT D [C] E [D] SB APPROACH D [C] E [C] OVERALL D [C] E [D] Timberline/Bighorn (stop sign) EB LT/T F (E) F (F) EB RT B (B) B (B) EB APPROACH C (C) C (C) WB LT/T F (F) F (F) WB RT C (B) B (B) WB APPROACH F (D) F (E) NB LT B (B) C (C) SB LT B (B) B (B) ( ] — With Required Auxiliary Lanes () — With Critical Gap Adjustment 17 0 o (O o (D1wI- 0 00 co L0 N 0) N 4851460 —� 4901755 —� 240/385 E 310/330 545/660 130/140 Horsetooth 0 0 0 N O v - o coo i `r m 0 v LO LO rn 0 0 o 2 Lo L 80/80 6 p �Q 10/5 1 f r45/20 10/5 LO o 0 20/35 —_ 55/80 LO 0 90/85 L to 0 00 t0 . --m— AM/PM Rounded to Nearest 5 Vehicles LONG RANGE (2030) TOTAL PEAK HOUR TRAFFIC U1 0 0 -a m m x 0 5/5 —a-- 35/25 15/15 Bighorn L L o O Z LO i ao NU) Q N U) N Figure 10 16 E F- O (V L CIJ o m m 240/250 CI' r- +— 425/500 100/100 375/350 f Horsetooth r 380/575 195/290 0 0 a�`o 0 LO OD 0) N O 0 0 ca 0 a� 2 x 0 0 LL rn R v , 80/80 a 00 � 5/5 I`') °O 00 + 10/10 N z `n �— 35/25 J � � — 45/60 J � � � 15/15 Bighom 10/5 1 f r45/20 1 f 10/5 —► U 00 20/35 -i � Z. I h 55/80 0 90/85 o LO LO co ao Z 0 0 N Q N --me— AM/PM Rounded to Nearest 5 Vehicles SHORT RANGE (2010) TOTAL PEAK HOUR TRAFFIC Figure 9 15 N M M 15/14 to Lo N Lo 6/4 —n- SITE GENERATED PEAK HOUR TRAFFIC t v v M Q� N 45/52 �- 4/6 1— 27/33 ! r M M N M Horsetooth 89/85 AM/PM A 15/14 Bighom A& N Figure 8 14 tTrip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. The site generated ' trip assignment for the Timberline Plaza is shown in Figure 8. The site generated traffic was combined with the background traffic to determine the total forecasted traffic for the study area. Figures 9 and 10 show the short range (2010) and long range (2030) total peak hour traffic at the key intersections, respectively. ' Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices. The Timberline/Bighorn intersection will not meet signal spacing requirements or peak hour volume warrants. ' Operation Analysis Operation analyses were performed at the key intersections. The operation analyses were conducted for the short range analysis, reflecting a year 2010 condition. The long range analysis reflects a ' year 2030 condition. Using the traffic volumes shown in Figure 6, the key intersections operate in the short .range (2010) background condition as indicated in . Table 3. Calculation forms for these analyses are provided in Appendix C. The Timberline /Horsetooth intersection operates acceptably, during the morning peak hour. The Timberline/Horsetooth intersection operates unacceptably during the afternoon peak hour. As indicated earlier, right -turn lanes are required on all legs of this intersection with the existing traffic. These right -turn lanes would enable this intersection to operate acceptably, as indicated in Table 3. At the Timberline/ Bighorn intersection, the minor street left-turn/through movement will experience delays that are commensurate with level of service F during ' the peak hours. This is considered to be normal at stop sign controlled intersections along arterial streets. Using the traffic volumes shown in Figure 7, the key intersections ' operate in the long range (2030) background condition as indicated in Table 4. Calculation forms for these analyses are provided in Appendix D. The Timberline/Horsetooth intersection operates acceptably during the peak hours. As indicated earlier, right -turn lanes are required ' on all legs of this intersection with the existing traffic. At the. Timberline/Bighorn intersection, the .minor street left-turn/through movement will experience delays that are commensurate with level of service F during the peak hours. This is considered to be normal at stop sign controlled intersections along arterial streets. 13 LO O N O tD 't r— O t) O JN Oh 0 f 1 E i= 310/330 + 545/660 130/140 485/460 Horsetooth I( 490/755 i 225/370 v 0 o o 6 C:) 7 v M I� M O cD OLO CN 35/25 L LO IM M {— 5/5 15/25 Bighorn 10/5 5/0 55/80 U') LO o ` LO ,44 LO N LO co tD r- +— AM/PM Rounded to Nearest 5 Vehicles LONG RANGE (2030) BACKGROUND PEAK HOUR TRAFFIC A& N Figure 7 12 a� aD E L oa0LO � i Ln C) cv co 240/250 `N " -� 425/500 100/100 375/350 f Horsetooth r 380/575 180/275 u) M Lo o o L O C) co CV O O o � LO U) LO co 00 Cl) 35/25 -F— 5/5 15/25 10/5 r I Bighom 5/0 L (::' 55/80 r Cl) 1 i U CV L CID CV f AM/PM Rounded to Nearest 5 Vehicles SHORT RANGE (2010) BACKGROUND PEAK HOUR TRAFFIC n M Figure 6 11 TRIP DISTRIBUTION LOW N Figure 5 10 i i 1lk TRACT A a� A& N SCALE: 1 "=60' 1 BIGHORN DRIVE _ _ ----------------- r � r TRACT B l i i iW 1m m ON i. NC ill 1 ��a i , 1v) ,`�� / j t 1 / / IN,�.� 9l� E (CFTY OWNED) r i SITE PLAN Figure 4 9 1 III. PROPOSED DEVELOPMENT The Timberline Plaza is a commercial development consisting of day care, a restaurant, retail, and general/medical office land uses. The Timberline Plaza is located in the southeast quadrant of the Timberline/Bighorn intersection in Fort Collins. Figure 4 shows a site plan of the Timberline Plaza. The site plan shows one access t to/from Bighorn Drive, which will line up with an existing access to the north. The short range analysis (Year 2010) includes development of the Timberline Plaza and an appropriate increase in background traffic, due to .normal growth and other potential developments in the area. The long range analysis year is considered to be 2030. Trip Generation Trip generation is important in considering .the impact of a ' development such as this upon the existing and proposed street system. A compilation of trip generation information contained in Trip Generation, 7th Edition, ITE was used to .estimate trips that would be generated by ' the proposed/expected use at this site. Table 2 shows the expected trip generation on a daily and peak hour basis. TABLE 2 Trip Generation YS�I*"[�.^i•1cVQpt "'L.i'„ } 5 jv1RM�i°t�'S ia/�WDE'� A4 �+.b/ � i�9'W • P'=`1k1YttPealclur ¢ i` �+t # f °L'� ,h`Pil��eak i�'T^ � Pk 'O "kF, n' � rfst �1� 565 Day Care Center 10.5 KSF 79.26 830 6.78 71 6.01 63 6.19 65 6.99 73 932 Sit-down Restaurant 4.0 KSF 127.15 510 5.99 24 5.53 22 6.66 27 4.26 17 814 Retail 3.0 KSF 44.32 135 0.38 1 0.30 1 1.19 4 1.52 5 710 General Office 1.5 KSF 11.01 15 1.36 2 0.19 0 0.25 0 1.24 2 720 Medical Office 3.0 KSF 36.13 110 1.96 6 0.52 2 1.00 3 2.72 8 Total 1600 104 88 99 1 55 Trip Distribution Directional distribution of the generated trips was determined for the Timberline Plaza. Future year data was obtained from the NFRRTP and other traffic studies. Figure 5 shows the trip distribution used for the Timberline Plaza. Background Traffic Projections Figures 6 and 7 show the respective short range (2010) and long range (2030) background traffic projections. Background traffic projections for the short range and long range future horizons were obtained by reviewing the NFRRTP, reviewing traffic studies for other developments, and reviewing historic count data for this area of Fort Collins. 8 TABLE 1 Current Peak Hour Operation .. .D Timberline/Horsetooth (signal) EB LT E EB T/RT C D EB APPROACH D D WB LT D D WB T/RT D E WB APPROACH D E NB LT C E NB T/RT C C NB APPROACH C D SB LT C C SB T/RT C D SB APPROACH C D OVERALL C D TimberlineBighom (stop sign) EB LT/T E (D) F(E) EB RT B (B) B (B) EB APPROACH C (B) B (B) WB LT/T F (E) F (E) WB RT B (B) B (B) WB APPROACH E (C) E (D) NB LT A (A) B (B) SB LT B (B) B (B) ( ) — Mtn Untical crap Ao)ustment Bicycle Facilities Bicycle lanes exist on Timberline Road and Horsetooth Road. Bighorn Drive has no bicycle .lanes. Bike lanes are not required on local or connector streets. Transit Facilities Currently, Transfort does not serve this area of Fort Collins. 7 N �00 m N "T n v co f� co E i= 209/219 �— 368/436 90/89 328/304 t Horsetooth r 330/501 155/241 m � to � N , CNM O N N O> co 04 n M L, N M 32/26 m r- " --a-- 3/3 16/24 7/3 Bighorn 2/0 Un to r- 56/81 m o m L N O O + AM/PM ADJUSTED RECENT PEAK HOUR TRAFFIC Figure 3 6 traffic data for the Timberline /Horsetooth intersection was collected in November 2006 by the City of Fort Collins. The traffic data for the Timberline/Bighorn intersection was collected in March 2007 during the Poudre School District's Spring Break. Therefore, the through ' traffic on Timberline Road was adjusted to reflect school being in session. The turning movements at the Timberline/Bighorn intersection were not increased, since development of all parcels (not including ' the proposed Timberline Plaza site) in the area of Bighorn Drive are built -out. The adjusted recent peak hour traffic is shown in Figure 3. Existing Operation The key intersections were evaluated using techniques provided in the 2000 Highway Capacity Manual. Using the recent peak hour traffic shown in Figure 3, the current peak hour operation is shown in Table 1. Calculation forms are provided in Appendix B. A description of level of service for signalized and unsignalized intersections from the 2000 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are provided in Appendix B. The Timberline/Horsetooth and Timberline/Bighorn intersections operate. acceptably during both the morning .and afternoon .peak hours. An "employment district" is defined as "all other areas" with regard to LOS standards. Acceptable operation at signalized intersections during the peak hours is defined as level of service D or better overall and level of service E for any movement or leg. At unsignalized intersections, acceptable operation is considered to be at level of service E for any approach leg for an arterial/local intersection. At the Timberline/Bighorn intersection, some minor street movements have a calculated delay commensurate with level of service F. Recent research has indicated that the calculated delay does not replicate the observed delay at two-way stop sign controlled intersections. It has been found that a 0.70-0.80 adjustment to the critical gap better reflects the observed delay. In light of the above research, Table 1 also shows the level of service with a critical gap adjustment of 0.80. Calculation forms are also provided in Appendix B. Existing Geometry Using existing peak hour traffic volumes and Figure 8-4 in ' LCUASS, right -turn lanes are required on all legs of the Timberline/Horsetooth intersection. These right -turn lanes would improve the operation of this intersection. Pedestrian Facilities ' Sidewalks exist along both sides of Timberline Road, Horsetooth Road, and Bighorn Drive. Sidewalks will be incorporated within and adjacent to this development. 5 A& N CD E rCO F- 209/219 r-- M IT J � � 368/436 — 90/89 328/304 Horsetooth 330/501 155/241 If m LO N C 04 m O N N 0) co 0 O r— ` M to U") M 32/26 cr) co co �— 3/3 f � 16/24 7/3 t r Bighorn 2/0 —m ,n co 1, 56/81 LO o N cM CD --w- AM/PM RECENT PEAK HOUR TRAFFIC Figure 2. 4 41) Drake Horsetooth Bighom Timberline Plaza Caribou c c z m m E m N Harmony J T N E J J�A SCALE: 1 "=2000' ' SITE LOCATION Figure 1 3 II. EXISTING CONDITIONS The location of the Timberline Plaza is shown in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily either residential, industrial/office, or school (Fort Collins High School). Land adjacent to the site is flat (<2% grade) from a traffic operations perspective. The center of Fort Collins lies to the northwest of the proposed Timberline Plaza. The parcel is in an "employment district." Roads The primary streets near the Timberline Plaza site are Timberline Road, Horsetooth Road, and Bighorn Drive. Timberline Road is adjacent to the Timberline Plaza site. It is classified as a six -lane arterial on the Fort Collins Master Street Plan. Currently, Timberline Road has a four -lane cross section near the Timberline Plaza site. At the Timberline/Horsetooth intersection, Timberline Road has two travel lanes in each direction, and northbound and southbound left -turn lanes. According to LCUASS, northbound and southbound right -turn lanes are required with the existing traffic volumes. The Timberline/Horsetooth intersection has signal control. At the Timberline/Bighorn intersection,. Timberline Road has two travel lanes in each direction, and northbound and southbound left -turn lanes. The Timberline/Bighorn intersection has stop sign control on Bighorn Drive. The existing speed limit in this area is 40 mph. ' Horsetooth Road is north of the Timberline Plaza site. It is classified as a four -lane arterial on the Fort Collins Master Street Plan. Currently, Horsetooth Road has a four -lane cross section in this area. At the Timberline/Horsetooth intersection, Horsetooth Road has eastbound and westbound dual left -turn lanes and two travel lanes in each direction. According to LCUASS, eastbound and westbound right -turn lanes are required with the existing traffic volumes. The existing speed limit in this area is 40 mph. Bighorn Drive is adjacent to the north side of the Timberline Plaza site. It is an east -west street designated as a local street on the Fort Collins Master Street Plan. Currently, it has a local street cross section near the site. At the Timberline/Bighorn intersection, there is enough width on Bighorn Drive for the right -turning vehicles to bypass the left-turning/through vehicles. Existing Traffic Recent peak hour traffic counts at the key intersections are shown in Figure 2. Raw traffic data. is provided in Appendix A. The 2 I. INTRODUCTION ' This transportation impact study addresses the capacity, geometric, and control requirements at and near the proposed development of the Timberline Plaza. The proposed Timberline Plaza site is located ' in the southeast quadrant of the Timberline/Bighorn intersection in Fort Collins, Colorado. I During the course of the analysis, numerous contacts were made with the project developer (Everitt/MacMillan), the project planning consultant (VF Ripley), the project engineering consultant (North Star Design), the Fort Collins Traffic Engineering staff, and the Fort ' Collins Transportation Planning staff. This study generally conforms to the format set forth in the Fort Collins transportation impact study guidelines contained in the "Larimer County Urban Area Street Standards" (LCUASS). A Base Assumptions Form and related information are provided in Appendix A. The study involved the following steps: Collect physical, traffic, and development data; Perform trip generation, trip distribution, and trip assignment;, - Determine peak hour traffic volumes; - Conduct capacity and operational level of service analyses on key ' intersections; - Analyze signal warrants; - Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. 1 ' LIST OF FIGURES Figure Page 1. Site Location ........................................ 3 2. Recent Peak Hour Traffic ............................. 4 3. Adjusted Recent Peak Hour Traffic .................... 6 4. Site Plan ............................................. 9 5. Trip Distribution .................................... 10 6. Short Range (2010) Background Peak Hour Traffic ..... 11 7. Long Range (2030) Background Peak Hour Traffic ....... 12 ' 8. Site Generated Peak Hour Traffic ..................... 14 9. Short Range (2010) Total Peak Hour Traffic ........... 15 ' 10. Long Range (2030) Total Peak Hour Traffic ............ 16 11. Short Range (2010) Geometry .......................... 22 12. Long Range (2030) Geometry ........................... 23 APPENDIX A Base Assumptions Form/Traffic Counts B Current Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS Standard C Short Range Background Traffic Operation D Long Range Background Traffic Operation E Short Range Total Traffic Operation F Long Range Total Traffic Operation G Pedestrian/Bicycle/Transit Level of Service Worksheets TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. 2 LandUse ............................................. 2 Roads................................................ 2 Existing Traffic ..................................... 2 Existing Operation ................,................... 5 Pedestrian Facilities ................................ 5 Bicycle Facilities ................................... 7 Transit Facilities ................................... 7 III. Proposed Development ................................. 8 Trip Generation ...................................... 8 Trip Distribution .................................... 8 Background Traffic Projections ....................... 8 Trip Assignment ...................................... 13 Signal Warrants ...................................... 13 Operation Analysis ................................... 13 Geometry ............................................. 19 Pedestrian Level of Service .......................... 19 Bicycle Level of Service ............................. 24 Transit Level of Service ............................. 24 IV. Conclusions...............I...........................25 LIST OF TABLES Table Page 1. Current Peak Hour Operation .......................... 7 2. Trip Generation ...................................... 8 3. Short Range (2010) Background Peak Hour Operation .... 17 4. Long Range (2030) Background Peak Hour Operation .....18 5. Short Range (2010) Total Peak Hour Operation ......... 20 6. Long Range (2030) Total Peak Hour Operation .......... 21 TIMBERLINE PLAZA TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MARCH 2O07 Prepared for: Everitt/MacMillah 3030 South College Avenue Fort Collins, CO 80525 Prepared by: Q,P....- O� RE DELICH ASSOCIATES wQ� 2272 Glen Haven Drive e Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034