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HomeMy WebLinkAboutHOME INSTEAD PLAZA - PDP/FDP - FDP130042 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDYBicycle LOS Worksheet 3Level of=Service —Connectivity MMinimum Base Connectivity: C g g Specific connections to priority sites: De ipUonyCc of Applicable Bestina6on ti�Area Within 1320' Destination Area Glassaication 1 Commercial uses west, north, and south Commercial C A A 2 3 4 ro —/ Horsetooth N J Ems._ 1 Troutman � e°ate m a� 0 U SCALE: 1 "=600' BICYCLE INFLUENCE AREA /4-w--DELICH 1 =ASSOCIATES Home Instead TIS, May 2014 Pedestrian LOS Worksheet Project Location Classification: Transit Corridor � Destnpton of DestApplicable°Destinationat ination Area Withm�132o ssa "J rinmfues t� Ainea'° street FI ET:Commercial to the west, north, and south Commercial Minimum B C C C B Actual B B C B A Proposed B B C B A F-2 Residential to the north Residential Minimum B C C C B Actual A B C B B Proposed A B C B B F-3 Residential to the east Residential Minimum B C C C B Actual 8 B B B B Proposed B B B B B 4 Residential to the southeast Residential Minimum 8 C C C B Actual A B C B B Proposed A B C B B F 5 Minimum Actual Proposed F -6 Minimum Actual Proposed F-7 Minimum Actual Proposed F -8 Minimum Actual Proposed F —9 Minimum Actual Proposed F1 -o Minimum Actual Proposed 6747 Horsetooth A&� N 2N c: 1 c: Troutman NN�- 4 SCALE: 1 "=600' PEDESTRIAN INFLUENCE AREA L—DELICH -7,1 tASSOCIATES Home Instead TIS, May 2014 64 APPENDIX F Lanes and Georretrics Short Total PM 6: JFK & Best Buy Access t AN t j Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations v ++ + T+ Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 Grade(%) 0% 0% 0% Storage Length (ft) 0 0 300 0 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Ped Bike Factor Frt 0.940 0.988 Fit Protected 0.973 0.950 Said. Flow (prot) 1704 0 1770 3539 3497 0 Fit Permitted 0.973 0.950 Said. Flow (perm) 1704 0 1770 3539 3497 0 Link Speed (mph) 30 35 35 Link Distance (ft) 210 856 52 Travel Time (s) 4.8 16.7 1.0 Intersection Summary Area Type: Other Home Instead 5I5014 Delich Associates Synchro 8 Light Report st pm.syn &Z HCM 2010 TWSC Short Total PM 6: JFK & Best Buy Access Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 21 17 11 504 522 46 Conflicting Peds, #/hr 0. 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 300 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 86 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 25 20 13 586 614 54 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 960 334 668 0 0 Stage 1 641 - - - - Stage 2 319 - - Critical Hdwy 6.84 6.94 4.14 Critical Hdwy Stg 1 5.84 - - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 3.52 3.32 2.22 Pot Cap-1 Maneuver 254 662 918 Stage 1 487 - - Stage 2 710 - - Platoon blocked, % Mov, Cap-1 Maneuver 250 662 918 Mov Cap-2 Maneuver 250 - - Stage 1 487 Stage 2 700 Approach EB NB SB HCM Control Delay, s 16.9 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 918 - 346 - - HCM Lane WC Ratio 0.014 - 0.129 - - HCM Control Delay (s) 9 - 16.9 - - HCM Lane LOS A - C - - HCM 95th °%otile Q(veh) 0 - 0.4 - - Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st pm.syn &( Lanes and Geometrics Short Total AM 6: JFK & Best Buy Access -A *-V 4\ t 4 -V Lane Group EBL EBR NBL NBT SBT SBR Lane configurations V ++ 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 Grade (%) 0% 0% 0% Storage Length (ft) 0 0 300 0 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Ped Bike Factor Frt 0.899 0.996 Fit Protected 0.988 0.950 Satd. Flow (prot) 1655 0 1770 3539 3525 0 Fit Permitted 0.988 0.950 . Said. Flow (perm) 1655 0 1770 3539 3525 0 Link Speed (mph) 30 - 35 35 Link Distance (ft) 210 856 52 Travel Time (s) 4.8 16.7 1.0 Intersection Summary Area Type: Other Home Instead 5/5/2014 Delich Associates Synchro 8 Light Report st am.syn /nf) HCM 2010 TWSC Short Total AM 6: JFK & Best Buy Access Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 2 5 8 176 148 4 Conflicting Peds, #/hr 0 0. 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 300 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 6 9 207 174 5 Major/Minor Minor Majorl Major2 Conflicting Flow All 298 89. 179 • 0 0 Stage 1 :. >,...:176 17 - Stage 2 122 - - - Critical Hdwy 6.84 6.94 4.14 Critical Hdwy Stg 1 5.84 - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 3.52 3.32 2.22 Pot Cap-1 Maneuver 669 951 1394 Stage 1 837 - - Stage 2 890 - - Piatoon blocked, % Mov Cap-1 Maneuver 665 951 1394 Mov Cap-2 Maneuver 665 - - Stage 1 837 Stage 2 884 Approach EB NB SB HCM Control Delay, s 9.3 0.3 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1394 - 847 HCM Lane V/C Ratio 0.007 - 0.01 HCM Control Delay (s) 7.6 - 9.3 HCM Lane LOS A - A HCM 95th %tile Q(veh) 0 - 0 Home Instead 5/520.14 - Synchro 8 Light Report Delich Associates st am.syn Lanes and Geometrics Short Total PM 4: JFK & P.O. Egress Access Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations r ++ ++ Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 Grade (%) 0% 0% 0% Storage Length (ft) 0 0 0 0 Storage Lanes 1 1 0 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 0.95 1.00 .1.00 0.95 Ped Bike Factor Frt 0.850 Fit Protected 0.950 Satd. Flow (prot) 1770 1583 3539 0 0 3539 Fit Permitted 0.950 Said. Flow (perm) 1770 1583 3539 0 0 3539 Link Speed (mph) 30 35 35 Link Distance (ft) 181 52 371 Travel Time (s) 4.1 1.0 7.2 Intersection Summary Area Type: Other Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st pm.syn S1�1 HCM 2010 TWSC Short Total PM 4: JFK & P.O. Egress Access Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 2.2 WBL WBR = NBT NBR SBL SBT 76 112 504 0 0 446 0 0 0 0 0 0 Stop Stop Free Free Free Free - None None None 0 0 4 1 0 0 0 0 0 85 85 86 85 85 85 2 2 2 2 2 2 89 132 586 0 0 525 Major/Minor Minorl Majorl Major2 Conflicting Flow All 848 293 0 0 586 0 Stage 1 586 - - - - - Stage 2 262 - - Critical Hdwy 6.84 6.94 4.14 Critical Hdwy Stg 1 5.84 - - Critical Hdwy Stg 2 5.84 - Follow-up Hdwy 3.52 3.32 2.22 Pot Cap-1 Maneuver 300 703 985 Stage 1 519 - Stage 2 758 - - Platoon blocked, % Mov Cap-1 Maneuver 300 703 985 Mov Cap-2 Maneuver 409 - - Stage 1 519 Stage 2 758 - Approach WB NB SB HCM Control Delay, s 13.3 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) - 409 ; 703 985 HCM Lane V/C Ratio - - 0.219 6.187 - - HCM Control Delay (s) - - 16.2 ,1 A 1.3 0 - HCM Lane LOS - - C B A - HCM 95th %tile Q(veh) - - 0.8 0.7 0 - Home Instead 5%52014 Synchro 8 Light Report Delich Associates st pm.syn S7 Lanes and Geometrics Short Total AM 4: JFK & P.O. Egress Access 4,- t t ti 1 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations ►j r ++ +T Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 Grade (%) 0% 0% 0% Storage Length (ft) 0 0 0 0 Storage Lanes 1 1 0 0 Taper Length (ft) 25 25 Lane Ubl. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Ped Bike Factor Frt 0.850 Fit Protected 0.950 Said. Flow (prot) 1770 1583 3539 0 0 3539 Fit Permitted 0.950 Satd. Flow (perm) 1770 1583 3539 0 0 3539 Link Speed (mph) 30 35 35 Link Distance (ft) 181 52 371 Travel Time (s) 4.1 1.0 7.2 Intersection Summary Area Type: Other Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st am.syn S� ' HCM 2010 TWSC Short Total AM 4: JFK & P.O. Egress Access ' Intersection Int Delay, s/veh 1.5 ' Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 18 49 197 0 0 155 Conflicting Peds, #/hr 0. 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length 0 0 - Veh in Median Storage, # 1 0 0 Grade, % 0 _ 0 _ _ 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 ' Mvmt Flow 21 58 232 0 0 182 Major/Minor Minorl Majorl Major2 ' Conflicting Flow All 323 116 0 0, 232 0 Stage 1 232 - - - - - Stage 2 91 - - Critical Hdwy 6.84 6.94 4.14 Critical Hdwy Stg 1 5.84 _ Critical Hdwy Stg 2 5.84 Follow-up Hdwy 3.52 3.32 2.22 ' Pot Cap-1 Maneuver 646 _ 914 _ _ 1333 Stage 1 785 ' Stage 2 922 Platoon blocked, %Mov 1 ^ Cap-1 Maneuver 646 914 1333 Mov Cap-2 Maneuver 674 - - Stage 1 785 , ' Stage 2 922.. ' Approach WB NB SB HCM Control Delay, s_ 9.5 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) - 674 914 1333 HCM Lane V/C Ratio - 0.031 0.063 - HCM Control Delay (s) . _ _ 10.5 9.2 0 HCM Lane LOS B. ' A A ' HCM 95th °rbtile Q(veh) 0.1 0.2 0 ' Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st am.syn SS Lanes and Geometrics Short Total PM 1: P.O. Access/Landings & Boardwalk -• 4 t ti 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations + 4� 44 + Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (°!o) 0% 0% 0% 0% Storage Length (ft) 75 0 75 0 0 0 150 0 Storage Lanes 0 0 0 0 0 0 0 0 Taper Length (ft) 25 25 25 25 Lane U61. 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 Ped Bike Factor Frt 0.979 0.992 0.948 0.948 At Protected 0.996 0.995 0.973 0.979 Satd. Flow (prot) 0 1816 0 0 1839 0 0 1718 0 0 1729 0 FIt Permitted 0.996 0.995 0.973 0.979 Satd. Flow (perm) 0 1816 0 0 1839 0 0 1718 0 0 1729 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 223 1027 198 342 Travel Time (s) 5.1 23.3 4.5 7.8 Intersection Summary Area Type: Other Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st pm mdabt.syn S4 HCM 2010 Roundabout Short Total PM 1: P.O. Access/Landings & Boardwalk Intersection Intersection Delay, stveh 16.5 Intersection LOS C Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 792 535 34 135 Demand Flow Rate, veh/h 807 546 34 137 Vehicles Circulating, veh/h 143 88 744 531 Vehicles Exiting, veh/h 525 690 206 103 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, Nh 0 0 0 0 Ped Cap Ad 1.000 1.000 1.000 1.000 Approach Delay, s/veh 22.6 10.1 7.5 8.0 Approach LOS C B A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 807 546 34 137 Cap Entry Lane, veh/h 979 1035 537 664 Entry HV Adj Factor 0.981 0.980 0.999 0.982 Flow Entry, veh/h 792 535 34 135 Cap Entry, veh/h 961 1014 536 652 V/C Ratio 0.824 0.528 0.063 0.206 Control Delay, s/veh 22.6 10.1 7.5 8.0 LOS C B A A 95th °ktile Queue, veh 10 3 0 1 Home Instead 5/52014 Synchro 8 Light Report Delich Associates st pm mdabt.syn 53 Lanes and Geometrics Short Total AM 1: P.O. Access/Landings & Boardwalk Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 411� 4� 411� 41� Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 75 0 75 0 0 0 150 0 Storage Lanes 0 0 0 0 0 0 0 0 Taper Length (ft) 25 25 25 25 Lane Util. 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 Ped Bike Factor Frt 0.985 0.986 0.946 0.968 At Protected 0.998 0.995 0.990 0.971 Satd. Flow (prot) 0 1831 0 0 1827 0 0 1745 0 0 1751 0 Flt Permitted 0.998 0.995 0.990 0.971 Satd. Flow (perm) 0 1831 0 0 1827 0 0 1745 0 0 1751 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 214 1027 198 342 Travel Time (s) 4.9 23.3 4.5 7.8 Intersection Summary Area Type: Other Home Instead 515/2014 Synchro 8 Light Report Delich Associates st am mdabt.syn '52 HCM 2010' Roundabout Short Total AM 1.. P.O. Access/Landings & Boardwalk ' Intersection Intersection Delay, s/veh 6.8 A Intersection LOS -A _ 1 Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 1 Adj Approach Flow, veh/h 318 402 10 64 Demand Flow Rate, veh/h 324 410 10 65 Vehicles Circulating, veh/h 93 21 327 369 Vehicles Exiting, veh/h 341 316 90 62 1 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, Wh 0 0 0 0 Ped Cap A4 1.000 1.000 1.000 1.000 ' Approach Delay, s/veh 6.8 7.1 4.6 5.5 Approach LOS A A A A Lane Left Left Left ''Left . Designated Moves 1 LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 324 410 10 -65. Cap Entry Lane, veh/h 1030 1106 815 781 ' Entry HV Adj Factor 0.980 0.980 0.992 0.981 Flow Entry, veh/h 318 402 10 64 Cap Entry, veh/h 1009 1084 808 767 V/C Ratio 0.315 0.371 0.012 .0.083 Control Delay, s/veh 6.8 7.1 4.6 • 5.5 LOS A A A A 95th %tile Queue, veh 1 2 0 0 1 1 1 1 Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st am mdabt.syn 51 Lanes and Geometrics Short Total PM P.O. Access/Landings & Boardwalk -,;v 4 '- t 4\ t �► 1 -� Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations % 1� 4 ll� Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900. 1900 , 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 75 0 75 0 0 0 150 0 Storage Lanes 1 0 1 0 0 0 1 0 Taper Length (ft) 25 25 25 25 Lane Util. 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 Ped Bike Factor Frt 0.975 0.990 0.948 0.897 Fit Protected 0.950 0.950 0.973 0.950 Satd. Flow (prot) 1770 1816 eO 1770 1844 0 0 1718 0 1770 1671 0 Fit Permitted 0.950 0.950 0.973 0.950 Said. Flow (perm) 1770 1616 0 1770 1844 0 0 1718 0 1770 1671 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 223 1027 198 342 Travel Time (s) 5.1 23.3 4.5 7.8 Intersection Summary Area Type: Other Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st pm.syn ' HCM 2010 TWSC Short Total PM 1: P.O. Access/Landings & Boardwalk ' 3 ' Intersection Int Delay, sbeh Movement SBL SBT SBR Vol, veh/h 52 20 47 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized None Storage Length 150 Veh in Median Storage, # 0 Grade, % _ 0 Peak Hour Factor 88 85 90 Heavy Vehicles, % 2 2 2 ' Mvmt Flow 59 24 52 Major/Minor Minor2 Conflicting Flow All 1380 1433 460 Stage 1 575 575 - Stage 2 805 858 - ' Critical Hdwy 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 Critical Hdwy Stg 2 6.12 5.52 - Follow-up Hdwy 3.518 4.018 3,318 ' PotCap-1 Maneuver 122 134 601 Stage 1 503 503 - Stage 2 376 374 - ' Platoon blocked, % Mov Cap-1 Maneuver 106 118 601 Mov Cap-2 Maneuver 106 118 - Stage 1 472 470 Stage 2 341 351 Approach SB HCM Control Delay, s 46.4 HCM LOS E Minor Lane/Maior Mvmt ' Home Instead 5/5/2014 Synchro 8. Light Report Delich Associates st pm.syn 41 I HCM 2010 TWSC Short Total PM 1-. P.O. Access/Landings & Boardwalk Intersection Int Delay, s/veh 5.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol,veh/h 56 514 103 49 377 28 16 2 11 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop RT Channelized - None - None None Storage Length 75 75 - Veh in Median Storage, # - 0 - 0 0 Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 66 605 121 58 444 33 19 2 13 Major/Minor Majorl Major2 Minorl Conflicting Flow All 476 0 0 726 0 0 1410 1389 665 Stage 1 - - - - - - 797 797 - Stage 2 - - - - 613 592 - Critical Hdwy 4.12 4.12 - - 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - 6.12 5.52 - Critical Hdwy Stg 2 - - - - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 - - 3.518 4.018 3.318 PotCap-1 Maneuver 1086 877 - - 116 142 460 Stage 1 - - - - 380 399 - Stage 2 - - - - 480 494 - Platoon blocked, % Mov Cap•1 Maneuver 1086 877 82 125 460 Mov Cap-2 Maneuver - - 82 125 - Stage 1 357 375 Stage 2 389 461 Approach EB WB NB HCM Control Delay, s 0.7 1 45.1 HCM LOS E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 123 1086 877 - 106 265 HCM Lane V/C Ratio 0.277 ,. 0.061 - 0.066 - 0.557 0.286 HCM Control Delay (s) 45.1 8.5 - 9.4 - 75.2 23.9 HCM Lane LOS E A - A - F C HCM 95th °%otile Q(veh) 1.1 0.2 - 0.2 - 2.6 1.1 Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st pm.syn Lanes and Geometrics Short Total AM 1: P.O. Access/Landings & Boardwalk t t ti 4 4' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1 ll� 4 14 Ideal Row (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (°/6) 0% 0% 0% 0% Storage Length (ft) 75 0 75 0 0 0 150 0 Storage Lanes 1 0 1 0 0 0 1 0 Taper Length (ft) 25 25 25 25 Lane Util. 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 Ped Bike Factor Frt 0.983 0.982 0.946 0.913 Fit Protected 0.950 0.950, 0.990 0.950 Said. Flow (prot) 1770 1831 0 1770 1829 0 0 1745 0 1770 1701 0 Fit Permitted 0.950 0.950 0.990 0.950 Said. Flow (perm) 1770 1831 0 1770 1829 0 0 1745 0 1770 1701 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 214 1027 198 342 Travel Time (s) 4.9 23.3 4.5 7.8 Intersection Summary Area Type: Other Home Instead 5/5/2014 Delich Associates Synchro 8 Light Report st am.syn -47 HCM 2010 TWSC Short Total AM 1: P.O. Access/Landings & Boardwalk ' Intersection ' Int Delay, s/veh Movement SBL SBT SBR Vol, veh/h ' 32 9 13 Conflicting Peds, #/hr 0 0 0 Sign Control., Stop Stop Stop RT Channelized - .. None Storage Length 150 Veh in Median Storage, # - 0 Graae, % - 0 - Peak Hour Factor 85 85 85 Heavy Vehicles, % 2 2 2 Mvmt Flow 38 "11 15 Major/Minor Minor2 Conflicting Flow All 744 758 339 Stage 1 424 424 - Stage 2 320 334 - Critical Hdwy 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 - Critical Hdwy Stg 2 6.12 5.52. - Follow-up Hdwy 3.518 4.018 3.318 Pot Cap-1 Maneuver 331 336 703 Stage 1 608 587 Stage 2 692 643 Platoon blocked, % Mov Cap-1 Maneuver 315 321 703 Mov Cap-2 Maneuver 315 321 - Stage 1 - 600 567 Stage 2 676 635 Approach SB HCM Control Delay, s 16 HCM LOS C Minor Lane/Major Mvmt Home Instead 5/5014 Delich Associates Synchro 8 Light Report , st am.syn -46 HCM 2010 TWSC Short Total AM 1: P.O. Access/Landings & Boardwalk Intersection Int Delay; s/veh 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol,veh/h 13 228 30 36 305 36 2 3 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop RT Channelized - None - None None Storage Length 75 75 Veh in Median Storage, # - 0 - 0 0 Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 96 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 15 268 35 42 318 42 2 4 4 Major/Minor Majorl Major2 Minorl Conflicting Flow All 360 0 0 304 0 0 753 761 286 Stage 1 - - - - - 316 316 - Stage 2 - - 437 445 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 - Critical Hdwy Stg 2 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 Pot Cap-1 Maneuver 1199 1257 326 335 753 Stage 1 - - 695 655 - Stage 2 598 575 Platoon blocked, % Mov Cap-1 Maneuver 1199 1257 300 320 753 Mov Cap-2 Maneuver - - 300 320 - Stage 1 686 .647 Stage 2 555 556 Approach EB WB NB HCM Control Delay„s 0.4 0.8 14.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 . Capacity (veh/h) 399 ' 1199 - - 1257 - 315 473 HCM Lane V/C Ratio 0.024 0.013 - - 0.034 - - 0.12 0.055 HCM Control Delay,(s) 14.2 8 - - 8 - - 18 13.1 HCM Lane LOS B A - - A - - C B HCM 95th °/otile Q(veh) 0.1 0 - - 0.1 - - 0.4 0.2 Home Instead 5/52014 Delich Associates Synchro 8 Light Report st am.syn 45 Lanes and Geometrics Short Total PM 8: RT Access & Boardwalk Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations + r + r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 12 12 12 Grade (%) 0% 0% 0% Storage Length (ft) 75 0 0 0 Storage Lanes 1 0 0 1 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.850 0.865 Flt Protected ` Satd. Flow (prot) 1863 1583 0 1863 0 1611 At Permitted Satd. Flow (perm) 1863 1583 0 1863 0 1611 Link Speed (mph) 30 30 30 Link Distance (ft) 236 223 123 Travel Time (s) 5.4 5.1 2.8 Intersection Summary Area Type: Other Home Instead 5/52014 _ Synchro 8 Light Report Delich Associates st pm.syn -4 ' HCM 2010 TWSC Short Total PM 8: RT Access & Boardwalk Intersection Int Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Vol,veh/h 658 23 0 440 0 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None None Storage Length 75 - - - 0 Veh in Median Storage, # 0 0 0 ' Grade, % 0 _ _ 0 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 ' Mvmt Flow 774 27 0 518 0 18 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 774 0 1292 774 Stage 1 774 Stage 2 - - - - 518 ' Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 _ _ 5.42 Critical Hdwy Stg 2 - - - 5.42 - Follow-up Hdwy - 2.218 3.518 3.318 Pot Cap-1 Maneuver _ 842 _ 180 398 Stage 1 - - - - 455 - Stage 2 - - - - 598 - Platoon blocked, % Mov Cap-1 Maneuver 842 180 398 Mov Cap-2 Maneuver - - - - 180 - Stage 1 455 ' Stage 2 - - - 598 Approach EB WB NB HCM Control Delay, s 0 0 14.5 HCM LOS B Minor Lane/Major Mvmt NBLnl EBT EBR WBL WBT Capacity (veh/h) 398 - - 842 HCM Lane V/C Ratio 0.044 - - - ' HCM Control Delay (s) 14.5 0 HCM Lane LOS B - - A - ' HCM 95th %tile Q(veh) 0.1 - - 0 - ' Home Instead 5/52014 Synchro 8 Light Report Delich Associates st pm.syn 1 43 Lanes and Geometrics Short Total AM 8: RT Access & Boardwalk ' Lane Group EBT EBR WBL WBT NBL NBR ' Lane Configurations +� r +� Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 . Lane Width (ft) 12 12 12 12 12 12 Grade (%) 0% 0% 0% ' Storage Length (ft) 75 0 0 0 Storage Lanes 1 0 0 1 Taper Length (ft) 25 25 ' Lane U61. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Fed Bike Factor Frt 0.850 0.865 , Fit Protected Satd. Flow (prot) 1863 1583 0 1863 0 1611 Fit Permitted Said. Flow (perm) 1863 1583 0 1863 0 1611 Link Speed (mph) 30 30 30 Link Distance (ft) 245 214 132 Travel Time (s) 5.6 4.9 3.0 , Intersection Summary Area Type: Other , Home Instead 5/52014 Synchro 8 Light Report Delich Associates st am.syn 4Z HCM 2010 TWSC Short Total AM 8: RT Access & Boardwalk Intersection Int Delay, sbeh Vol, veh/h Conflicting Peds, #fir Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.3 EBT EBR WBL WBT NBL NBR 252 46 0 320 0 16 0 0 0 0 0 0 Free Free Free Free Stop Stop None None None 75 - - 0 0 0 0 0 0 0 85 85 85 85 85 85 2 2 2 2 -2 2 296 54 0 376 0 -19 Major/Minor Majorl Majo2 Wort Conflicting Flow All 0 0 296 0 672 296 Stage 1 - - - - 296 - Stage 2 - - - 376 - Critical Hdwy - - 4.12 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1265 - 421 743 Stage 1 - - - - 755 - Stage 2 - - - - 694 - Flatoon blocked, % - - Mov Cap-1 Maneuver - - 1265 - 421 743 Mov Cap-2 Maneuver - - - - 421 - Stage 1 - - 755 Stage 2 - - 694 Approach EB WB NB HCM Control Delay, s 0 0 10 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 743 - - 1265 HCM Lane V/C Ratio 0.025 - - - HCM Control Delay (s) 10 - - 0 HCM Lane LOS B - - A HCM 95th %tile Q(veh) 0.1 - - 0 Home Instead 5/5/2014 Delich Associates Synchro 8 Light Report st am.syn 41 Timing Report, Sorted By Phase Short Total PM 106: JFK & Boardwalk 4"> 4 \0. 4 4;- Phase Number 1 2 4 5 6 8 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 15 32 33 20 27 33 Maximum Split (%) 18.8% 40.0% 41.3% 25.0% 33.8% 41.3% Minimum Split (s) 11 24.5 30 11 23.5 28.5 Yellow Time (s) 3 4 3.5 3 4 3.5 All -Red Time (s) 1 1.5 2.5 1 1.5 2 Minimum Initial (s) 4 7 7 4 7 7 Vehicle Extension (s) 3 3 5 3 3 5 Minimum Gap (s) 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 12 17 11 16 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 13 28 60 13 33 60 End Time (s) 28 60 13 33 60 13 Yeld/Force Off (s) 24 54.5 7 29 54.5 7.5 Yield/Force Off 170(s) 24 42.5 70 29 43.5 71.5 Local Start Time (s) 33 48 0 33 53 0 Local Yield (s) 44 74.5 27 49 74.5 27.5 Local Yield 170(s) 44 62.5 10 49 63.5 11.5 Intersection Summa Cycle Length 80 Control Type Actuated -Coordinated Natural Cycle 70 Offset 60 (75%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Home Instead 5/52014 Delich Associates Synchro 8 Light Report , st pm.syn 40 1 HCM 2010 Signalized Intersection Summary Short Total PM ' 106: JFK & Boardwalk ' -A . -♦ -,* 1- '- t 4% t /W. 1* t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j 1 1� ►j ++ jr +T+ ' Volume (veh/h) 43 320 42 62 283 95 109 354 174 187 388 51 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 ' Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/hAn 1863 1937 1900 1863 1863 1900 1937 1863 1937 1863 1863 1900 Adj Row Rate, veh/h 51 368 42 67 322 92 128 389 67 220 441 44 ' Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 0 Peak Hour Factor 0.85 0.87 0.85 0.92 0.88 0.85 0.85 0.91 0.94 0.85 0.88 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 ' Cap, veh/h 250 594 68 267 484 138 531 1255 582 569 1275 127 Arrive On Green 0.35 0.35 0.35 0.35 0.35 0.35 0.08 0.35 0.35 0.12 0.39 0.39 Sat Flow, veh/h 968 1705 195 971 1389 397 1845 3539 1642 1774 3251 323 Grp Volume(v), veh/h 51 0 410 67 0 414 128 389 67 220 239 246 Grp Sat Flow(s),veh/hAn 968 0 1900 971 0 1786 1845 1770 1642 1774 1770 1805 Q Serve(g_s), s 3.3 0.0 12.6 4.3 0.0 13.8 3.0 5.6 1.9 5.0 6.7 6.7 Cycle Q Clear(g_c), s 17.1 0.0 12.6 16.9 0.0 13.8 3.0 5.6 1.9 5.0 6.7 6.7 ' Prop In Lane 1.00 0.10 1.00 0.22 1.00 1.00 1.00 0.18 Lane Grp Cap(c), veh/h 250 0 662 267 0 622 531 1255 582 569 694 708 V/C Ratio(X) 0.20 0.00 0.62 0.25 0.00 0.67 0.24 0.31 0.12 0.39 0.34 0.35 ' Avail Cap(c_a), veh/h 299 0 759 316 0 713 698 1255 582 789 694 708 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Alter(I) 0.69 0.00 0.69 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.6 0.0 19.0 26.0 0.0 19.4 12.1 16.4 15.2 10.6 15.0 15.0 ' Incr Delay (d2), s/veh 0.6 0.0 1.5 1.0 0.0 3.1 0.2 0.6 0.4 0.4 1.4 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50%),vehAn 0.9 0.0 6.9 1.2 0.0 7.3 1.5 2.8 0.9 2.5 3.5 3.6 ' LnGrp Delay(d),s/veh 27.2 0.0 20.5 27.0 0.0 22.5 12.4 17.1 15.6 11.1 16.3 16.3 LnGrp LOS C C C C B B B B B B Approach Vol, veh/h 461 481 584 705 ' Approach Delay, siveh 21.2 23.1 15.9 14.7 Approach LOS C C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 8.7 41.9 29.4 11.3 39.2 29.4 Change Period (Y+Rc), s 4.0 5.5 6.0 4.0 5.5 -6 Max Green Setting (Gmax), s 11.0 26.5 27.0 16.0 21.5 * 27 ' Max Q Clear Time (g_c+l1), s 5.0 8.7 19.1 7.0 7.6 18.9 Green Ext Time (p-c), s 0.2 3.2 4.3 0.4 3.0 4.4 Intersection Summary ' HCM 2010 Ctri Delay 18.2 HCM 2010 LOS B Notes * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Home Instead 5/52014 Synchro 8 Light Report Delich Associates st pm.syn 1 39 Timing Report, Sorted By Phase 106: JFK & Boardwalk i� 4 140. 4 7 Phase Number 1 2 4 5 6 8 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 16 34 60 17 33 60 Maximum Split (%) 14.5% 30.9% 54.5% 15.5% 30.0% 54.5% Minimum Split (s) 11 24.5 30 11 23.5 28.5 Yellow Time (s) 3 4 3.5 3 4 3.5 All -Red Time (s) 1 1.5 2.5 1 1.5 2 Minimum Initial (s) 4 7 7 4 7 7 Vehicle Extension (s) 3 3 5 3 3 5 Minimum Gap (s) 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 12 17 11 16 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 10 26 60 10 27 60 End Time (s) 26 60 10 27 60 10 Yield/Force Off (s) 22 54.5 4 23 54.5 4.5 Yield/Force Off 170(s) 22 42.5 97 23 43.5 98.5 Local Start Time (s) 60 76 0 60 77 0 Local Yield (s) 72 104.5 54 73 104.5 54.5 Local Yield 170(s) 72 92.5 37 73 93.5 38.5 Intersection Summa Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 70 Offset 60 (550r6), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Short Total AM ' Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st am.syn ' HCM 2010 Signalized Intersection Summary Short Total AM 106: JFK & Boardwalk Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations '1 1� ++ r I fl� ' Volume (veh/h) 17 156 17 10 240 70 53 129 66 76 132 12 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/hAn 1863 1937 1900 1863 1863 1900 1937 1863 1937 1863 1863 1900 Adj Row Rate, veh/h 20 184 14 12 282 64 62 150 36 82 155 9 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 0 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.86 0.85 0.93 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 ' Cap,veh/h 259 551 42 361 455 103 741 1554 721 735 1514 87 Arrive On Green 0.10 0.10 0.10 0.31 0.31 0.31 0.11 0.88 0.88 0.06 0.45 0.45 Sat Flow, veh/h 1030 1776 135 1178 1466 333 1845 3539 1643 1774 3401 196 Grp VolumeM, veh/h 20 0 198 12 0 346 62 150 36 82 80 84 ' Grp Sat Flow(s),veh/hAn 1030 0 1911 1178 0 1798 1845 1770 1643 1774 1770 1828 Q Serve(g_s), s 1.2 0.0 6.4 0.5 0.0 10.9 1.1 0.4 0.2 1.6 1.7 1.8 Cycle Q Clear(g_c), s 12.1 0.0 6.4 6.9 0.0 10.9 1.1 0.4 0.2 1.6 1.7 1.8 Prop In Lane 1.00 0.07 1.00 0.18 1.00 1.00 1.00 0.11 Lane Grp Cap(c), veh/h 259 0 593 361 0 558 741 1554 721 735 788 813 WC Ratio(X) 0.08 0.00 0.33 0.03 0.00 0.62 0.08 0.10 0.05 0.11 0.10 0.10 ' Avail Cap(c_a), veh/h 794 0 1586 973 0 1492 999 1554 721 999 788 813 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.92 0.00 0.92 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Unrform Delay (d), s/veh 31.2 0.0 23.4 20.7 0.0 19.5 8.2 2.3 2.3 8.6 10.7 10.7 ' Incr Delay (d2), s/veh 0.2 0.0 0.6 0.1 0.0 2.4 0.0 0.1 0.1 0.1 0.3 0.3 Initial Q Delay(d3),s/veh 0.0 „ 0.0_ 0.0 0.0 0.0 0.0 0.0 0..0 = 0.0 0.0 0.0 0.0 °/ale BackOfQ(500k),vehAn 0.4 ;0:0 35 0.2 6.0 5.8 .0.6 0.2 0.1 0.8- 0.9 0.9 ' LnGrp Delay(d),s/veh 31.4 0.0 _ 24.0 20.8 0.0. 21.9 8.3 2.4 2.4 8.7 11:0 11.0 LnGrp LOS C C C C A A A A B B Approach Vol, veh/h 218 358 248 246 Approach Delay, *eh 24.7 21.9 3.9 10.2 Approach LOS - C C A B = Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5" 6 8 Phs Duration (G+Y+Rc), s 6.7 77.7 25.6 7:1 77.3 25.6 Change Period (Y+Rc), s 4.0 5.5 6.0 4.0 5.5 ' 6 Max Green Setting (Gmax); s 12.0 28.5 54.0 - `13.0, 27.5 ' 54 ' Max Q Clear Time (g_c+11); s 3.1. .,3.8 14.1 3.6 2.4 12.9 Green.Ext Time (p_c);;s. 0.1 1.1 5.3 0.1 1.1 5.3 ' Intersection Summary HCM 2010 CM Delay 15.6 HCM 2010.LOS B Notes HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. ' Home Instead 5/5/2014 Synchro 8 Light Report Delich Associates st am.syn 3-7 APPENDIX E 3� HCM 2010 TWSC Short Bkgrd PM ' 6: JFK & Best Buy Access ' Intersection Intersection Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 21 17 11 501 517 46 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length 0 - 300 - Veh in Median Storage, # 0 - - 0 0 ' Grade, % 0 0 0 Peak Hour Factor 85 85 85 86 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 25 20 13 583 608 54 Major/Minor Minor2 Majorl Major2 ' Conflicting Flow All 952 331 662 0 0 Stage 1 635 - - - - Stage 2 317 - - - ' Follow-up Headway 3.52 3.32 2.22 Pot Capacity-1 Maneuver 257 665 922 Stage 1 490 - - - Stage 2 711 - - ' Time blocked -Platoon, % Mov Capacity-1 Maneuver 253 665 922 - Mov Capacity-2 Maneuver 253 _ - - Stage 1 490 Stage 2 701 ' Approach EB NB SB HCM Control Delay, s 16.8 0.2 0 HCM LOS C Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 922 - 350 - - HCM Lane V/C Ratio 0.014 0.128 HCM Control Delay (s) 8.96 16.8 HCM Lane LOS A C ' HCM 95th %tile Q(veh) 0.043 - 0.434 - - Notes — : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined ' Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates sb pm.syn 7 '5 HCM 2010 TWSC Short Bkgrd AM 6: JFK & Best Buy Access Intersection Intersection Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 2 5 8 189 170 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 - 300 - Veh in Median Storage, # 0 - - 0 0 Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 6 9 222 200 5 Major/Minor Minot Major1 Majo2 Conflicting Flow All 332 102 205 0 0 Stage 1 202 - - - - Stage 2 130 - - - Follow-up Headway 3.52 3.32 2.22 - Pot Capacity-1 Maneuver 637 933 1364 - Stage 1 812 - - - Stage 2 882 - - - Time blocked -Platoon, % - Mov Capacity-1 Maneuver 633 933 1364 - Mov Capacity-2 Maneuver 633 - - - Stage 1 812 Stage 2 876 Approach EB NB SB HCM Control Delay, s 9.4 0.3 0 HCM LOS A Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1364 - 822 - - HCM Lane V/C Ratio 0.007 - 0.01 - - HCM Control Delay (s) 7.658 - 9.4 - - HCM Lane LOS A A HCM 95th 46ti1e Q(veh) 0.021 - 0.03 - - Notes - : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates sb am.syn ' HCM 2010 TWSC Short Bkgrd PM ' 4: JFK & P.O. Egress Access ' Intersection Intersection Delay, s/veh 2.2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 68 95 522 0 0 495 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 ' Grade, % 0 0 _ 0 Peak Hour Factor 85 85 86 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 ' Mvmt Flow 80 112 607 0 0 582 Major/Minor Minorl Majorl Majo2 ' Conflicting Flow All 898 303 0 0 607 0 Stage 1 607 - - - - - Stage 2 291 - - - - - ' Follow-up Headway 3.52 3.32 - - 2.22 - Pot Capacity-1 Maneuver 279 693 967 Stage 1 507 - - - - - Stage 2 733 - - - ' Time blocked-Flatoon, % _ _ Mov Capacity-1 Maneuver 279 693 - - 967 - Mov Capacity-2 Maneuver 279 - - - - Stage 1 507 _ Stage 2 733 ' Approach WB NB SB HCM Control Delay, s 16.1 0 0 HCM LOS C Minor Lane / Maior Mvmt ' Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS ' HCM 95th %tile Q(veh) Notes NBT NBR WBLn1 WBLn2 SBL SBT - 279 693 967 - 0.287 0.161 - - 23 11.2 0 C B A - 1.153 0.572 0 : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined ' Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates sb pm.syn 1 33 HCM 2010 TWSC Short Bkgrd AM 4: JFK & P.O. Egress Access Intersection Intersection Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 11 29 191 0 0 163 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 13 34 225 0 0 192 Major/Minor Minorl Majorl Major2 Conflicting Flow All 321 112 0 0 225 0 Stage 1 225 - - - - - Stage 2 96 - - - - - Follow-up Headway 3.52 3.32 - - 2.22 - Pot Capacity-1 Maneuver 648 920 - - 1341 - Stage 1 791 - - - - - Stage 2 917 - - - - - Time blocked -Platoon, % - - - Mov Capacity-1 Maneuver 648 920 - - 1341 - Mov Capacity-2 Maneuver 648 - - - - - Stage 1 791 Stage 2 917 Approach WB NB SB HCM Control Delay, s 9.5 0 0 HCM LOS A Minor Lane / Major Mvmt NBT NBR WBLnl WBLn2 SBL SBT Capacity (veh/h) - - 648 920 1341 HCM Lane V/C Ratio - - 0.02 0.037 - HCM Control Delay (s) - - 10.7 9.1 0 HCM Lane LOS B A A HCM 95th %tile Q(veh) - - 0.061 0.115 0 Notes Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Home Instead K2013 Synchro 8 Light Report Delich Associates sb am.syn 3 Z- HCM 2010 Roundabout Short Bkgrd PM 1: P.O. Access/Landings & Boardwalk Intersection Intersection Delay, s/veh 15.3 Intersection LOS C Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 779 527 34 132 Demand Flow Rate, veh/h 794 538 34 134 Vehicles Circulating, veh/h 129 84 731 523 Vehicles Exiting, veh/h 528 681 192 99 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, Nh 0 0 0 0 Ped Cap Ad1 1.000 1.000 1.000 1.000 Approach Delay, s/veh 20.6 9.9 7.4 7.8 Approach LOS C A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 794 538 34 134 Cap Entry Lane, veh/h 993 1039 544 670 Entry HV Adj Factor 0.981 0.980 0.999 0.982 Flow Entry, veh/h 779 527 34 132 Cap Entry, veh/h 975 1018 543 658 VIC Ratio 0.799 0.518 0.063 0.200 Control Delay, s/veh 20.6 9.9 7.4 7.8 LOS C A A A 95th °r6tile Queue, veh 9 3 0 1 Home Instead 8/12/2013 Delich Associates Synchro 8 Light Report sb pm mdabt.syn 31 HCM 2010 Roundabout Short Bkgrd AM ' 1: P.O. Access/Landings & Boardwalk , Intersection Intersection Delay, s/veh 6.5 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 307 385 10 59 Demand Flow Rate, veh/h 313 393 10 60 Vehicles Circulating, veh/h 60 19 316 352 Vehicles Exiting, veh/h 352 307 57 60 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, Wh 0 0 0 0 Ped Cap Ate 1.000 1.000 1.000 1.000 Approach Delay, sNeh 6.4 6.9 4.5 5.4 Approach LOS A A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Ufil 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 313 393 10 60 Cap Entry Lane, veh/h 1064 1109 824 795 Entry HV Adj Factor 0.980 0.981 0.992 0.981 Flow Entry, veh/h 307 385 10 59 Cap Entry, veh/h 1043 1087 817 780 V/C Ratio 0.294 0.354 0.012 0.076 Control Delay, sbeh 6.4 6.9 4.5 5.4 LOS A A A A 95th °,6tile Queue, veh 1 2 0 0 Home Instead 8/12/2013 Delich Associates Synchro 8 Light Report ' sb am mdabt.syn 30 HCM 2010 TWSC Short Bkgrd PM 1: P.O. Access/Landings & Boardwalk Intersection ' Intersection Delay, s/veh 5.2 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 53 507 103 40 380 28 16 2 11 52 18 47 Conflicting Peds, Whr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None None None None Storage Length 75 - 75 - 150 Veh in Median Storage, # - 0 0 0 - 0 ' Grade, % 0 _ _ 0 _ 0 _ 0 Peak Hour Factor 85 85 85 85 85 85 85 85 85 88 85 90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 ' Mvmt Flow 62 596 121 47 447 33 19 2 13 59 21 52 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 480 0 0 718 0 0 1376 1356 657 1347 1400 464 Stage 1 782 782 558 558 Stage 2 - - - - - - 594 574 - 789 842 - ' Follow-up Headway 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Capacity-1 Maneuver 1082 _ _ 883 _ _ 122 149 465 128 140 598 Stage 1 - - - - - - 387 405 - 514 512 - Stage 2 - - _ - 491 503 - 384 380 - ' Time blocked -Platoon, % _ _ Mov Capacity-1 Maneuver 1082 - - 883 - 89 133 465 113 125 598 Mov Capacity-2 Maneuver - - 89 133 - 113 125 - ' Stage 1 _ 365 382 485 485 Stage 2 406 476 350 358 ' Approach EB WB NB SB HCM Control Delay, s 0.7 0.8 41.2 39.4 HCM LOS E E Minor Lane / Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 133 1082 - - 883 - - 113 216 HCM Lane WC Ratio 0.257 0.058 - - 0.053 - - 0.349 0.431 HCM Control Delay (s) 41.2 8.531 - - 9.306 - - 53 33.7 HCM Lane LOS E A A F D HCM 95th %tile Q(veh) 0.96 0.183 - - 0.169 - - 1.394 2.01 Notes Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Home Instead 8/72013 Synchro 8 Light Report Delich Associates sb pm.syn Zq HCM 2010 TWSC Short Bkgrd AM 1: P.O. Access/Landings & Boardwalk Intersection Intersection Delay, s/veh Movement 1.6 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 11 220 30 13 315 36 2 3 3 32 5 13 Conflicting Peds, Whr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 75 75 - 150 Veh in Median Storage, # - 0 - 0 0 - - 0 Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 96 85 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 13 259 35 15 328 42 2 4 4 38 6 15 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 370 0 0 294 0 0 692 703 276 686 700 349 Stage 1 - - - - - - 302 302 - 380 380 - Stage 2 - - - - - - 390 401 - 306 320 - Follow-up Headway 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Capacity-1 Maneuver 1189 - - 1268 - - 358 362 763 362 363 694 Stage 1 - - - - - - 707 664 - 642 614 - Stage 2 - - - - - - 634 601 - 704 652 - Time blocked -Platoon, % - - - - Mov Capacity-1 Maneuver 1189 - - 1268 - - 340 354 763 351 355 694 Mov Capacity-2 Maneuver - - - - - - 340 354 - 351 355 - Stage 1 - - 699 657 - 635 607 Stage 2 - - 607 594 - 689 645 Approach EB WB NB SB HCM Control Delay, s 0.3 0.3 13.4 14.6 HCM LOS B B Minor Lane / Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 437 1189 - - 1268 - - 351 454 HCM Lane V/C Ratio 0.022 0.011 - - 0.012 - - 0.072 0.074 HCM Control Delay (s) 13.4 8.061 - - 7.874 - - 16 13.6 HCM Lane LOS B A A C B HCM 95th %tile Q(veh) 0.066 0.033 - - 0.037 - - 0.23 0.24 Notes - : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Home Instead 8l112013 Delich Associates Synchro 8 Light Report sb am.syn Timing Report, Sorted By Phase 106: JFK & Boardwalk Short Bkgrd PM Phase Number 1 2 4 5 6 8 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 15 32 33 20 27 33 Maximum Split (%) 18.8% 40.0% 41.3% 25.0% 33.8% 41.3% Minimum Split (s) 11 24.5 30 11 23.5 28.5 Yellow Time (s) 3 4 3.5 3 4 3.5 All -Red Time (s) 1 1.5 2.5 1 1.5 2 Minimum Initial (s) 4 7 7 4 7 7 Vehicle Extension (s) 3 3 5 3 3 5 Minimum Gap (s) 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 12 17 11 16 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 13 28 60 13 33 60 End Time (s) 28 60 13 33 60 13 Yield/Force Off (s) 24 54.5 7 29 54.5 7.5 Yield/Force Off 170(s) 24 42.5 70 29 43.5 71.5 Local Start Time (s) 33 48 0 33 53 0 Local Yield (s) 44 74.5 27 49 74.5 27.5 Local Yield 170(s) 44 62.5 10 49 63.5 11.5 Intersection Summa Cycle Length 80 Control Type Actuated -Coordinated Natural Cycle 70 Offset 60 (75%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates sb pm.syn Z? HCM 2010 Signalized Intersection Summary Short Bkgrd PM 106: JFK & Boardwalk Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j T+ ►j T ++ F +1� Volume (veh/h) 43 316 42 62 286 95 101 350 166 181 391 51 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 193.7 190.0 186.3 186.3 190.0 193.7 186.3 193.7 186.3 186.3 190.0 Lanes 1 1 0 1 1 0 1 2 1 1 2 0 Cap,veh/h 247 596 69 273 483 141 527 1337 589 565 1312 132 Arrive On Green 0.35 0.35 0.35 0.35 0.35 0.35 0.08 0.36 0.36 0.11 0.39 0.39 Sat Flow, veh/h 962 1702 197 975 1381 404 1845 3725 1642 1774 3329 336 Grp VolumeM, veh/h 51 0 405 67 0 420 119 385 79 213 248 241 Grp Sat Flow(s),veh/hAn 962 0 1899 975 0 1785 1845 1863 1642 1774 1863 1802 Q Serve(g_s), s 3.3 0.0 12.3 4.3 0.0 14.0 2.7 5.2 2.3 4.5 6.5 6.5 Cycle Q Clear(g_c), s 17.3 0.0 12.3 16.6 0.0 14.0 2.7 5.2 2.3 4.5 6.5 6.5 Prop In Lane 1.00 0.10 1.00 0.23 1.00 1.00 1.00 0.19 Lane Grp Cap(c), veh/h 247 0 665 273 0 625 527 1337 589 565 734 710 WC Ratio(X) 0.21 0.00 0.61 0.25 0.00 0.67 0.23 0.29 0.13 0.38 0.34 0.34 Avail Cap(c_a), veh/h 297 0 762 330 0 729 702 1337 589 798 734 710 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(l) 0.69 0.00 0.69 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.6 0.0 18.7 25.6 0.0 19.3 12.0 16.0 15.1 9.6 14.8 14.8 Incr Delay (d2), s/veh 0.6 0.0 1.4 1.0 0.0 3.2 0.2 0.5 0.5 0.4 1.2 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We Back of Q (50%), vehAn 0.8 0.0 5.8 1.1 0.0 6.5 1.1 2.2 0.9 1.6 2.9 2.9 Lane Grp Delay (d), s/veh 27.2 0.0 20.2 26.6 0.0 22.4 12.2 16.5 15.5 10.1 16.0 16.1 Lane Grp LOS C C C C B B B B B B Approach Vol, veh/h 456 487 583 702 Approach Delay, s/veh 21.0 23.0 15.5 14.2 Approach LOS C C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+l1), s Green Ext Time (p-c), s Intersection Summa 4 8 1 6 5 2 , 29.4 29.4 8.4 29.5 10.8 32.0 6.0 6.0 4.0 5.5 4.0 5.5 27.0 27.5 11.0 21.5 16.0 ' 26.5 19.3 18.6 4.7 7.2 6.5 8.5 4.1 4.6 0.1 3.0 0.4 3.2 HCM 2010 Ctrl Delay 17.9 HCM 2010 LOS B Notes , Home Instead 8/7/2013 Synchro 8 Light Report ' Delich Associates sb pm.syn I ' Timing Report, Sorted By Phase Short Bkgrd AM 106: JFK & Boardwalk •% ' Phase Number 1 2 4 5 6 8 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 16 34 60 17 33 60 Maximum Split (46) 14.5% 30.9% 54.5% 15.5% 30.0% 54.5% Minimum Split (s) 11 24.5 30 11 23.5 28.5 Yellow Time (s) 3 4 3.5 3 4 3.5 All -Red Time (s) 1 1.5 2.5 1 1.5 2 ' Minimum Initial (s) 4 7 7 4 7 7 Vehicle Extension (s) 3 3 5 3 3 5 Minimum Gap (s) 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 ' Time To Reduce (s) 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 12 17 11 16 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 10 26 60 10 27 60 End Time (s) 26 60 10 27 60 10 ' Yield/Force Off (s) 22 54.5 4 23 54.5 4.5 Yield/Force Off 170(s) 22 42.5 97 23 43.5 98.5 Local Start Time (s) 60 76 0 60 77 0 ' Local Yield (s) 72 104.5 54 73 104.5 54.5 Local Yield 170(s) 72 92.5 37 73 93.5 38.5 Intersection Summary ' Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 70 Offset 60 (550/6), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Home Instead 802013 Synchro 8 Light Report Delich Associates sb am.syn 7,5 HCM 2010 Signalized Intersection Summary Short Bkgrd AM 106: JFK & Boardwalk Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ')a ►j 1 + + r +T* Volume (veh/h) 17 147 17 10 250 70 42 128 50 64 136 12 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/In 186.3 193.7 190.0 186.3 186.3 190.0 193.7 186.3 193.7 186.3 186.3 190.0 Lanes 1 1 0 1 1 0 1 2 1 1 2 0 Cap,veh/h 256 562 45 379 463 109 725 1623 716 728 1539 95 Arrive On Green 0.10 0.10 0.10 0.32 0.32 0.32 0.10 0.87 0.87 0.06 0.44 0.44 Sat Flow, veh/h 1014 1767 143 1190 1455 341 1845 3725 1643 1774 3472 215 Grp Volume(v), veh/h 20 0 187 12 0 363 49 149 28 69 85 85 Grp Sat Flow(s),veh/h/In 1014 0 1910 1190 0 1797 1845 1863 1643 1774 1863 1824 Q Serve(g_s), s 1.3 0.0 6.0 0.5 0.0 11.5 0.9 0.4 0.2 1.3 1.8 1.8 Cycle Q Clear(g_c), s 12.7 0.0 6.0 6.6 0.0 11.5 0.9 0.4 0.2 1.3 1.8 1.8 Prop In Lane 1.00 0.07 1.00 0.19 1.00 1.00 1.00 0.12 Lane Grp Cap(c), veh/h 256 0 607 379 0 571 725 1623 716 728 826 809 V/C Ratio(X) 0.08 0.00 0.31 0.03 0.00 0.64 0.07 0.09 0.04 0.09 0.10 0.10 Avail Cap(c_a), veh/h 771 0 1578 993 0 1498 991 1623 716 998 826 809 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(l) 0.92 0.00 0.92 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.5 0.0 23.0 20.1 0.0 19.4 8.5 2.4 2.4 8.6 10.8 10.8 Incr Delay (d2), s/veh 0.3 0.0 0.6 0.1 0.0 2.5 0.0 0.1 0.1 0.1 0.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We Back of Q (50%), vehAn 0.4 0.0 3.1 0.2 0.0 5.2 0.3 0.2 0.1 0.5 0.8 0.8 Lane Grp Delay (d), s/veh 31.8 0.0 23.6 20.1 0.0 21.9 8.6 2.5 2.5 8.7 11.1 11.1 Lane Grp LOS C C C C A A A A B B Approach Vol, veh/h 207 375 226 239 Approach Delay, s/veh 24.4 21.8 3.9 10.4 Approach LOS C C A B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 26.2 26.2 6.4 33.5 6.9 34.0 Change Period (Y+Rc), s 6.0 6.0 4.0. 5.5 4.0 5.5 Max Green Setting (Gmax), s 54.0 54.5 12.0 27.5 13.0 28.5 Max Q Clear Time (g_c+l1), s 14.7 13.5 2.9 2.4 3.3 3.8 Green Ext Time (p-c), s 5.3 5.3 0.0 1.1 0.1 1.1 Intersection Summary HCM 2010 Ctri Delay 15.8 HCM 2010 LOS B Notes Home Instead 8!7/2013 Delich Associates Synchro 8 Light Report sb am.syn Z 4_ i APPENDIX D z3 Table 4-3 Fort Collins (GMA and City Limits) Motor Vehicle LOS Standards (intersections) Land Use (from structiue plan) Other corridors within_ Mixed,use Low density mixed use All other Intersection type Commercial 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/collector or local — any approach leg) Stop sign control N/A C C C (arterialfarteriai, arterial/collector, or collector/local--any approach f ' mitigating measures required " considered normal in an urban environment ZZ UNSIGNALIZED INTERSECTIONS Level -of -Service Average Total Delay sec/veh A <10 B >10and<15 c > 15 and < 25 D >25and <35 E > 35 and < 50 F > 50 SIGNALIZED INTERSECTIONS Level -of -Service Average Total Delay sec/veh A <10 B > 10 and < 20 c >20and <35 D > 35 and E > 55 and L80 F > 80 Z( HCM 2010 TWSC Recent PM 6: JFK & Best Buy Access Intersection Intersection Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 21 17 11 466 485 46 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 - 300 - Veh in Median Storage, # 0 - - 0 0 Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 86 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 25 20 13 542 571 54 Major/Minor Minof2 Majorl Major2 Conflicting Flow All 895 312 625 0 0 Stage 1 598 - - - - Stage 2 297 - - - Follow-up Headway 3.52 3.32 2.22 - Pot Capacity-1 Maneuver 280 684 952 - Stage 1 512 - - - Stage 2 728 - - - Time blocked -Platoon, % - Mov Capacity-1 Maneuver 276 684 952 - Mov Capacity-2 Maneuver 276 - - - Stage 1 512 Stage 2 718 Approach EB NB SB HCM Control Delay, s 15.9 0.2 0 HCM LOS C Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 952 - 376 - - HCM Lane V/C Ratio 0.014 - 0.119 - - HCM Control Delay (s) 8.834 - 15.9 - - HCM Lane LOS A C HCM 95th %tile Q(veh) 0.041 - 0.401 - - Notes — : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Home Instead 8/7/2013 Delich Associates Synchro 8 Light Report recent pm.syn 20 ' HCM 2010 TWSC Recent AM 6: JFK & Best Buy Access Intersection Intersection Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 2 5 8 176 148 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length 0 - 300 - Veh in Median Storage, # 0 0 0 Grade, % 0 _ _ 0 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 ' Mvmt Flow 2 6 9 207 174 5 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 298 89 179 0 0 Stage 1 176 Stage 2 122 - Follow-up Headway 3.52 3.32 2.22 Pot Capacity-1 Maneuver 669 951 1394 Stage 1 837 - - Stage 2 890 - ' Time blocked -Platoon, % Mov Capacity-1 Maneuver 665 951 1394 Mov Capacity-2 Maneuver 665 - - ' Stage 1 837 Stage 2 884 ' Approach EB NB SB HCM Control Delay, s 9.3 0.3 0 HCM LOS A Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1394 - 847 - - HCM Lane V/C Ratio 0.007 0.01 HCM Control Delay (s) 7.6 _ 9.3 HCM Lane LOS A A HCM 95th %tile 0(veh) 0.02 - 0.029 - - ' Notes Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined ' Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates recent am.syn HCM 2010 TWSC Recent PM , 4: JFK & P.O. Egress Access ' Intersection , Intersection Delay, s/veh 2.2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 68 95 487 0 0 463 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 - 0 Peak Hour Factor 85 85 86 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 80 112 566 0 0 545 Major/Minor Minorl Majorl Majo2 Conflicting Flow All 838 283 0 0 566 0 Stage 1 566 - - - - - Stage 2 272 - - - - - Follow-up Headway 3.52 3.32 - - 2.22 - Pot Capacity-1 Maneuver 305 714 - - 1002 - Stage 1 532 - - - - - Stage 2 749 - - - - - Time blocked -Platoon, % - - - Mov Capacity-1 Maneuver 305 714 - - 1002 - Mov Capacity-2 Maneuver 305 - - - - - Stage 1 532 Stage 2 749 Approach WB NB SB HCM Control Delay, s 15.1 0 0 HCM LOS C Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) - - 305 714 1002 HCM Lane WC Ratio - - 0.262 0.157 - HCM Control Delay (s) - - 20.9 11 0 HCM Lane LOS C B A HCM 95th %tile Q(veh) - - 1.029 0.553 0 - : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Home Instead 8/7/2013 Delich Associates Synchro 8 Light Report ' recent pm.syn 16 HCM 2010 TWSC Recent AM 4: JFK & P.O. Egress Access Intersection Intersection Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 11 29 178 0 0 152 Conflicting Peds, Whr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 13 34 209 0 0 179 Major/Minor Minorl Majorl Major'L Conflicting Flow All 298 105 0 0 209 0 Stage 1 209 - - - - - Stage 2 89 - - - - - Follow-up Headway 3.52 3.32 - - 2.22 - Pot Capacity-1 Maneuver 669 929 - - 1359 - Stage 1 806 - - - - - Stage 2 924 - - - - - Time blocked -Platoon, % - - - Mov Capacity-1 Maneuver 669 929 - - 1359 - Mov Capacity-2 Maneuver 669 - - - - - Stage 1 806 Stage 2 924 Approach WB NB SB HCM Control Delay, s 9.4 0 0 HCM LOS A Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) - - 669 929 1359 HCM Lane V/C Ratio - - 0.019 0.037 - HCM Control Delay (s) - - 10.5 9 0 HCM Lane LOS B A A HCM 95th °htile Q(veh) - - 0.059 0.114 0 Notes - : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates recent am.syn i-7 HCM 2010 TWSC Recent PM 1: P.O. Access/Landings & Boardwalk Intersection Intersection Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 50 471 103 40 353 26 16 2 11 49 18 44 Conflicting Peds, #fir 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 75 75 - 150 Veh in Median Storage, # - 0 - 0 0 - - 0 Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor. 85 85 85 85 85 85 85 85 85 88 85 90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 59 554 121 47 415 31 19 2 13 56 21 49 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 446 0 0 675 0 0 1292 1272 615 1265 1318 431 Stage 1 - - - - - - 732 732 - 525 525 - Stage 2 - - - - - - 560 540 - 740 793 - Follow-up Headway 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Capacity-1 Maneuver 1114 - - 916 - - 140 168 491 146 157 624 Stage 1 - - - - - - 413 427 - 536 529 - Stage 2 - - - - - - 513 521 - 409 400 - Time blocked -Platoon, % - - - - Mov Capacity-1 Maneuver 1114 - - 916 - - 106 151 491 130 141 624 Mov Capacity-2 Maneuver - - - - - - 106 151 - 130 141 - Stage 1 - - 391 404 - 508 502 Stage 2 - - 430 494 - 375 379 Approach EB WB NB SB HCM Control Delay, s 0.7 0.9 34.7 33 HCM LOS D D Minor Lane / Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 155 1114 - - 916 - - 130 239 HCM Lane V/C Ratio 0.22 0.053 - - 0,051 - - 0.286 0.371 HCM Control Delay (s) 34.7 8.412 - - 9.143 - - 43.4 28.7 HCM Lane LOS D A A E D HCM 95th %tile Q(veh) 0.804 0.167 - - 0.162 - - 1.096 1.627 Notes - : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates recent pm.syn l� HCM 2010 TWSC Recent AM 1: P.O. Access/Landings & Boardwalk Intersection Intersection Delay, s/veh 1.5 Movement EBL. EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 10 205 30 13 293 34 2 3 3 30 5 12 Conflicting Peds, #fir 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 75 75 - 150 Veh in Median Storage, # - 0 - 0 0 - - 0 Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 96 85 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 12 241 35 15 305 40 2 4 4 35 6 14 Major/Minor Majort Majo2 Minor1 Minor2 Conflicting Flow All 345 0 0 276 0 0 648 658 259 642 656 325 Stage 1 - - - - - - 282 282 - 356 356 - Stage 2 - - - - - - 366 376 - 286 300 - Follow-up Headway 2.218 - - 2.218 - - 3,518 4.018 3.318 3.518 4.018 3.318 Pot Capacity-1 Maneuver 1214 - - 1287 - - 383 384 780 387 385 716 Stage 1 - - - - 725 678 - 661 629 - Stage 2 - - - - 653 616 - 721 666 - Time blocked -Platoon, % Mov Capacity-1 Maneuver 1214 1287 - 365 376 780 376 377 716 Mov Capacity-2 Maneuver - - - 365 376 - 376 377 - Stage 1 - 718 671 - 654 622 Stage 2 - 627 609 - 707 659 Approach EB WB NB SB HCM Control Delay, s 0.3 0.3 13 14 HCM LOS B B Minor Lane / Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 462 1214 - - 1287 - 376 477 HCM Lane WC Ratio 0.02 0.01 - - 0.012 - 0.063 0.067 HCM Control Delay (s) 13 7.994 - - 7.831 - 15.2 13.1 HCM Lane LOS B A A C B HCM 95th %tile Q(veh) 0.062 0.029 - - 0.036 - 0.199 0.213 Notes Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error: Computation Not Defined Home Instead 8f//2013 Delich Associates Synchro 8 Light Report recent am.syn 1 5" Timing Report, Sorted By Phase Recent PM 106: JFK & Boardwalk 4\ % 4 NN. 4 Phase Number 1 2 4 5 6 8 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 15 32 33 20 27 33 Maximum Split (%) 18.8% 40.0% 41.3% 25.0% 33.8% 41.3% Minimum Split (s) 11 24.5 30 11 23.5 28.5 Yellow Time (s) 3 4 3.5 3 4 3.5 All -Red Time (s) 1 1.5 2.5 1 1.5 2 Minimum Initial (s) 4 7 7 4 7 7 Vehicle Extension (s) 3 3 5 3 3 5 Minimum Gap (s) 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 12 17 11 16 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 13 28 60 13 33 60 End Time (s) 28 60 13 33 60 13 Yield/Force Off (s) 24 54.5 7 29 54.5 7.5 Yield/Force Off 170(s) 24 42.5 70 29 43.5 71.5 Local Start Time (s) 33 48 0 33 53 0 Local Yield (s) 44 74.5 27 49 74.5 27.5 Local Yield 170(s) 44 62.5 10 49 63.5 11.5 Intersection Summary Cycle Length 80 Control Type Actuated -Coordinated Natural Cycle 70 Offset: 60 (75%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Snlita anti Phasp-s• 106• .IFK & Rnardwalk 01 l02 A4 \0.0$0b 08 Home Instead 8/712013 Delich Associates Synchro 8 Light Report ' recent pm.syn 1 4' HCM 2010 Signalized Intersection Summary Recent PM 106: JFK & Boardwalk t --6. t ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T+ I 1� T+ r 0 Volume (veh/h) 40 297 40 58 266 89 96 330 156 171 365 48 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/In 186.3 193.7 190.0 186.3 186.3 190.0 193.7 186.3 193.7 186.3 186.3 190.0 Lanes 1 1 0 1 1 0 1 2 1 1 2 0 ' Cap,veh/h 258 575 68 278 468 136 550 1378 608 585 1344 135 Arrive On Green 0.34 0.34 0.34 0.34 0.34 0.34 0.07 0.37 0.37 0.11 0.40 0.40 Sat Flow, veh/h 989 1699 199 997 1382 403 1845 3725 1642 1774 3330 335 Grp Volume(v), veh/h 47 0 381 63 0 390 113 363 68 201 231 226 ' Grp Sat Flow(s),veh/hAn 989 0 1899 997 0 1785 1845 1863 1642 1774 1863 1803 Q Serve(g_s), s 2.9 0.0 11.3 3.8 0.0 12.6 2.5 4.6 1.9 4.1 5.8 5.8 Cycle Q Clear(g_c), s 15.5 0.0 11.3 15.1 0.0 12.6 2.5 4.6 1.9 4.1 5.8 5.8 ' Prop In Lane 1.00 0.10 1.00 0.23 1.00 1.00 1.00 0.19 Lane Grp Cap(c),veh/h 258 0 643 278 0 604 550 1378 608 585 752 728 V/C Ratio(X) 0.18 0.00 0.59 0.23 0.00 0.65 0.21 0.26 0.11 0.34 0.31 0.31 Avail Cap(c_a), veh/h 329 0 780 357 0 747 738 1378 608 836 752 728 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.69 0.00 0.69 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.6 0.0 18.6 24.9 0.0 19.1 11.3 15.0 14.1 9.1 13.8 13.9 Incr Delay (d2), s/veh 0.5 0.0 1.3 0.9 0.0 2.6 0.2 0.5 0:4 0.3 1.1 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/In 0.7 0.0 5.3 1.0 0.0 5.7 1.0 2.0 0.7 1.5 2.5 2.5 ' Lane Grp Delay (d), stveh 26.1 0.0 19.9 25.8 0.0 21.7 11.5 15.4 14.5 9.4 14.9 15.0 Lane Grp LOS C B C C B B B A B B Approach Vol, veh/h 428 453 544 658 ' Approach Delay, s/veh 20.6 22.2 14.5 13.3 Approach LOS C C B B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 28.1 28.1 8.1 29.7 10.4 32.0 Change Period (Y+Rc), s 6.0 6.0 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 27.0 27.5 11.0 21.5 16.0 26.5 ' Max Q Clear Time (g_c+11), s 17.5 17.1 4.5 6.6 6.1 7.8 Green Ext Time (p-c), s 4.5 4.8 0.1 2.8 0.4 3.0 Intersection Summary ' HCM 2010 Ctri Delay 17.0 HCM 2010 LOS B ' Notes ' Home Instead 8/7/2013 Delich Associates Synchro 8 Light Report recent pm.syn 13 Timing Report, Sorted By Phase Recent AM 106: JFK & Boardwalk Phase Number 1 2 4 5 6 8 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 16 34 60 17 33 60 Maximum Split (%) 14.5% 30.9% 54.5% 15.5% 30.0% 54.5% Minimum Split (s) 11 24.5 30 11 23.5 28.5 Yellow Time (s) 3 4 3.5 3 4 3.5 All -Red Time (s) 1 1.5 2.5 1 1.5 2 Minimum Initial (s) 4 7 7 4 7 7 Vehicle Extension (s) 3 3 5 3 3 5 Minimum Gap (s) 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 12 17 11 16 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 10 26 60 10 27 60 End Time (s) 26 60 10 27 60 10 Yield/Force Off (s) 22 54.5 4 23 54.5 4.5 Yield/Force Off 170(s) 22 42.5 97 23 43.5 98.5 Local Start Time (s) 60 76 0 60 77 0 Local Yield (s) 72 104.5 54 73 104.5 54.5 Local Yield 170(s) 72 92.5 37 73 93.5 38.5 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 70 Offset 60 (55%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 106: JFK & Boardwalk h 'I j �z y05 f v6 9 ; 08 Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates recent am.syn IZ ' HCM 2010 Signalized Intersection Summary Recent AM ' 106: JFK & Boardwalk ' ---I -♦ 4r- *�- 4\ T /W `- 4 -V Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ++ Volume (veh/h) 16 138 16 9 232 66 40 120 47 60 127 11 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 ' Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/In 186.3 193.7 190.0 186.3 186.3 190.0 193.7 186.3 193.7 186.3 186.3 190.0 Lanes 1 1 0 1 1 0 1 2 1 1 2 0 ' Cap, veh/h 258 535 43 373 440 103 749 1665 734 751 1569 104 Arrive On Green 0.10 0.10 0.10 0.30 0.30 0.30 0.10 0.89 0.89 0.06 0.45 0.45 Sat Flow, veh/h 1038 1768 142 1203 1455 341 1845 3725 1643 1774 3454 230 ' Grp Volume(v), veh/h 19 0 175 11 0 337 47 140 25 65 80 79 Grp Sat Flow(s),veh/hAn 1038 0 1910 1203 0 1797 1845 1863 1643 1774 1863 1822 Q Serve(g_s), s 1.1 0.0 5.5 0.5 0.0 10.5 0.8 0.3 0.1 1.2 1.6 1.6 Cycle Q Clear(g_c), s 11.6 0.0 5.5 6.0 0.0 10.5 0.8 0.3 0.1 1.2 1.6 1.6 Prop In Lane 1.00 0.07 1.00 0.19 1.00 1.00 1.00 0.13 Lane Grp Cap(c), veh/h 258 0 578 373 0 544 749 1665 734 751 846 828 WC Ratio(X) 0.07 0.00 0.30 0.03 0.00 0.62 0.06 0.08 0.03 0.09 0.09 0.10 ' Avail Cap(c_a), veh/h 823 0 1618 1037 0 1536 1025 1665 734 1031 846 828 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.92 0.00 0.92 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ' Uniform Delay (d), s/veh 30.6 0.0 22.9 20.1 0.0 19.4 8.0 1.9 1.9 8.0 10.1 10.1 Incr Delay (d2), s/veh 0.2 0.0 0.6 0.1 0.0 2.5 0.0 0.1 0.1 0.0 0.2 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We Back of Q (500/6), vehAn 0.3 0.0 2.9 0.1 0.0 4.9 0.3 0.1 0.1 0.4 0.7 0.7 ' Lane Grp Delay (d), s/veh 30.9 0.0 23.4 20.1 0.0 21.9 8.0 2.0 2.0 8.1 10.3 10.3 Lane Grp LOS C C C C A A A A B B Approach Vol, veh/h 194 348 212 224 ' Approach Delay, stveh 24.2 21.8 3.3 9.7 Approach LOS C C A A , Timer ' Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 24.6 24.6 6.3 33.5 6.8 34.0 Change Period (Y+Rc), s 6.0 6.0 4.0 5.5 4.0 5.5 ' Max Green Setting (Gmax), s 54.0 54.5 12.0 27.5 13.0 28.5 Max Q Clear Time (g_c+l1), s 13.6 12.5 2.8 2.3 3.2 3.6 Green Ext Time (p-c), s 4.8 4.9 0.0 1.0 0.1 1.0 ' Intersection Summary HCM 2010 Ctrt Delay 15.5 HCM 2010 LOS B ' Notes ' Home Instead 8/7/2013 Synchro 8 Light Report Delich Associates recent am.syn I APPENDIX C 10 TIM cj N CD CD CD I= 0 :2 w U') N cn in ;m2 u la (D co C> M C U) CD C> O C> .0 V; I I I ca Lu C) CD. 0 0 ffill t. o CD cn CD cn co m U- CD CD C> C> 0 tq m Nr co co m 0 z J �n ca C E 6 40 m w1i --r 40 4= Ln P 0A A cid C;d r� C4 m m 01 L Non-, C14 M C-4 o C) C:) CD Cl) I m " co I ml� 1 00 00 U'j C14 CD CD CD. 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C> CD W C> o 0 CD m co co C4 -It C4 N m N it U) - U') r.- Cc -,-co= 7,qDj -3Co 1 co 0 M- -1, NM m cn O co Cl) co 0 U) CD Lo U) tp 0 co O a: co co F� 0 m co M co U-j c:) CO m '-T u cc - LU t: C4 0 U) tA �u 061 g, m CN 0 m CD 0 Cl) J r.- LO LO Cl) U) 72W,72. -M50f I W-u-, < 75 -s m - wf O W C:) CD C%4 O CD E P CD CD co a) co co co m r co m I, co co co N co U') CD 14- CD, "D C-1) m m m UP dl� CD C> to m V CD Cl) 90 40 LO r9l �4 t5 W U) — lGl Ul) cn cm O co CO Cl) r- v co C.0 v 0 U) ca -7 Yo U 'MU 3v O m f-- LO CO C) U') --I, U) 0 cc --Zt co 1.4" V 0 A U- 3, Cl) fl- m m 0 co 41 g� I CY) U) U-) co m CO C> C> 0 .0 _j � CD 0 Z E V) 4= P co A A ODcii -90 Ito CM cm co co co m CD 00 r�- 00 co � LO co cli K" 5,c 15MV-0�13P,401 NN co co to Cr-0 r— co 00 co LO CII) m co C4 � U') C4 cn CD LO CD, gin 4m U') co rl- m 00 co co C14 1 1 co 0 Lo C, Lo APPENDIX B 6 414EiVUeD -7�e t P 6)9ti(Q A T t Q� 41z 9/r g o /-Zt lti S rC,F f� c5 � � -71 1 4 Z S != 0v7- t our- 9" PM IA-)- 3 Z ovT- ¢Z OUT- SAIe-Y — /Q: ?-�,C) A AA - �pm — t t 6 T� i A) d v t-- 4 3 /ti - 3 4- oUr-- �o s 0 TA4 r�II �7 40 0 two 07 P 4 - Attachments Attachment A Transportation Impact Study Base Assumptions Project Information Project Name p� 8TZAh ?4us 'Uvlc.btA)& (Z•¢L-SP) Project Location �j L� � k)-r P cJ L V—J TIS Assumptions Type of Study Full: C) Intermediate: yq-S Study Area Boundaries North: (�eA2 WALK -South: F 8—jeers East: z4dyLfrv6S p West: 4P 9 Study Years Short Range: © Long Range: A f .4 Future Traffic Growth Rate / S 7 Y— Study Intersections 1. All access drives 5. 2. &A cI< J 6. 3.&A R uc �tv>a rAQs 4. Time Period for Study M: 7:00-9:00 M: 4:00 Sat Noon: A_) C Trip Generation Rates Pc2 Trip Adjustment Factors Passby: 1PC1z T•(Z 6�"*b jaap K Captive �/A Market: Overall Trip Distribution SEE ATTACHED SKETCH Mode Split Assumptions / Committed Roadway Improvements A,)0Y - 4.0,4jee op 4,uV Other Traffic Studies V0 T A U, A K G 0 P i y Areas Requiring Special Study kaoxip AB0U Z — &A eU-)At:K z, ;;htA1GS4 Date: A PR (�L. 3 ®) 00 Traffic Engineer: __ ) igL 10, 44 So G t .4 rL S Local Entity Engineer: _ y 13,15-9 34F 4-3014. Page 4-34 Larimer County Urban Any street standards — Repealed and Reenacted April 1, 2007 Adopted by Larimer County, City of Loveland. City of Fort Collins a APPENDIX A IV. CONCLUSIONS/RECOMMENDATIONS This study assessed the impacts of the Home Instead site on the short range (2018) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: 1 The development of the Home Instead site is feasible from a traffic engineering standpoint. At full development, the Home Instead site will generate ' approximately 1030 daily trip ends, 116 morning peak hour trip ends, and 74 afternoon peak hour trip ends. ' • Current operation at the key intersections is acceptable with existing control and geometry, except for the Boardwalk/Landings-Post Office Access intersection in the afternoon peak hour. ' • In the short range (2018) future, given development of the Home Instead site and an increase in background traffic, the key intersections operate acceptably during the peak hours, except for the Boardwalk/Landing-Post Office Access intersection in the afternoon peak hour. City staff requested discussion of measures to address the calculated level of service at this intersection. It is likely ' that the stop sign control level of service criteria for arterial/collector and arterial/arterial intersection types is in error on Table 4-3 in LCUASS (2007). In ' addition to this, the classification of Landings Drive, as an arterial street, is questionable. With roundabout control, this intersection will operate acceptably. A variance letter has been prepared and was submitted to the City with this TIS. r• Acceptable level of service is achieved for pedestrian, bicycle, and transit modes based upon the measures in the multi -modal transportation guidelines. ' �/�bELICH Home Instead TIS, May 2014 71 T—ASSOCIATES Page21 with the continuous two-way left-tum lane on JFK Parkway. The site'generated traffic has no impact to the left -turning traffic at the existing driveways and very little impact to the ' through traffic on JFK Parkway. There are two locations on Boardwalk Drive that have right -turn volumes that ' exceed the threshold criteria that would require right -turn lanes, based upon Figure 8-4 in LCUASS. These are: 1) the westbound approach to JFK Parkway and 2) the eastbound approach to the Post Office Access. The Home Instead development contributes zero ' traffic to these right -turn movements. It is recommended that the right -turn lanes not be built at these locations. Pedestrian Level of Service Appendix F shows a map of the area that is within 1320 feet of the Home Instead site. The Home Instead site is located within an area termed as a "transit corridor," which sets the level of service threshold at LOS C for all measured factors, except for Directness and Security which is LOS B. There are four destination areas within 1320 feet of the proposed Home Instead site: 1) the commercial areas to the west, north, and south of the site; 2) the residential uses north of the site; 3) the residential uses to the east of the site; and 4) the residential uses to the southeast of the site. In most cases, sidewalks exist within the pedestrian influence area, including along the Home Instead frontage. It is assumed that any gaps within the sidewalk system will be completed as properties develop. Appendix F contains a Pedestrian LOS Worksheet. Bicycle Level of Service Based upon Fort Collins bicycle LOS criteria, there is one destination area within 1320 feet of the Home Instead site: 1) the commercial/activity center to the west, north, and south of the site. The bicycle level of service is acceptable. The bicycle LOS Worksheet is provided in Appendix F. Transit Level of Service Currently, Transfort serves this area of Fort Collins with Routes 1 and 16. Routes 1 and 16 run along JFK Parkway, College Avenue, and Harmony Road. There is a transit stop north of this site. '=/J'L-DELICH Home Instead TIs, May 2014 714-ASSOCIATES Page 20 N Boar( Best Buy - Denotes Lane _ Two-way Continuous Left -turn Lane SHORT RANGE (2018) GEOMETRY Figure 10 DELI CH Home Instead TIS, May Zola %/ rASSOCIATES Page19 TABLE 4 Short Range (2018) Total Peak Hour, Operation U mi JFK/Boardwalk (signal) EB LT C C EB T/RT C C EB APPROACH c- C WB LT c C WB T/RT C C WB APPROACH C C NB LT A B NB A B NB RT A B NB APPROACH A B SB LT A B SB T/RT B B SB APPROACH B B OVERALL B B Boardwalk/RT Access -(RT-in/RT-out) NB RT B B Boardwalk/Landings-Post Office Access (stop sign) NB LTIT/RT B E SB LT C F SB T/RT B C SB APPROACH C E EB LT A A WB LT A A Boardwalk/Landings-Post Office Access (roundabout) EB A C WB A B NB A A SB A A OVERALL A C JFK/Post Office Egress Access (stop sign) WB LT B C WB RT A B WB APPROACH A B JFK/Best Buy Access (stop sign) EB LT/RT A C NB LT A A I-'—L-- D E L. I C H Home Instead TIS, May 2014 -7- T, [—ASSOC IATES Page 18 Using the traffic volumes shown in Figure 9, the key intersections operate in the short range (2018) total condition as indicated in Table 4. Calculation forms for these analyses are provided in Appendix E. The key intersections operate acceptably during the peak hours, except for the Boardwalk/Landing-Post Office Access intersection in the afternoon peak hour. With stop sign control, there is little that can be done to meet the level of service called for in the current Table 4-3, LCUASS. With a change in the classification of Landings Drive to a collector street, the minor street legs will meet the criterion. With roundabout control, the Boardwalk/Landings-Post Office Access intersection will operate acceptably. With roundabout control, the Boardwalk/Landings- Post Office Access intersection will operate acceptably. A roundabout at this intersection will likely require some right-of-way acquisition at the four corners. Two of the corners are owned by the United States Postal Service. If roundabout control is considered to be viable at this intersection, the City of Fort Collins will need to have conversations with the adjacent land owners. In a previous TIS for development on the same property (different land uses), City staff suggested that a variance with regard to the operation at this intersection be requested. A variance letter has been prepared and was submitted to the City with this TIS. Roundabout Analysis The City of Fort Collins staff requested that a roundabout analysis be performed at the Boardwalk/Landings-Post Office Access intersection and is addressed in this section of the TIS. The level of service for a roundabout at the Boardwalk/Landings- Post Office Access intersection is shown in Tables 3 and 4 for the respective short range (2018) background and total futures. A roundabout at this intersection will operate acceptably. The Boardwalk/Landings-Post Office intersection was analyzed as a single -lane roundabout. Since the entering vehicles on all legs of a roundabout are typically not stopped, the vehicle emissions at a roundabout are less than that at a stop sign controlled or a signal controlled intersection. This is especially true during the non - peak hours. Accidents at a roundabout intersection are less severe than those at conventional intersections. If a roundabout is built at this intersection, additional right- of-way may be required at all four quadrants of the intersection depending upon the ultimate design. A detailed cost estimate is beyond the scope of a transportation impact study. This is more appropriately provided by the roundabout design engineer. It is premature to provide a design and cost estimate unless the City of Fort Collins desires roundabout control at this intersection. It is likely that the annual maintenance costs of a roundabout will be less than that of a signalized intersection. Geometry The short range (2018) geometry is shown in Figure 10. The geometry at the analyzed intersections is the existing geometry. There are a number of existing driveway accesses along JFK Parkway, between the Post Office Egress Access and Troutman Parkway. The driveways are off -set from each other. These accesses function acceptably ' __//,'t—DELICH Home Instead TIS, May 2014 -71, rASSOCIATES Page 17 TABLE 3 Short Range (2018) Background Peak Hour Operation �r Pfv f�`4 `k.�it''l�'�'a• `y'e�'� f'i �W ��(s.Y 7 F�F �' fC-1"hA cp„ni`rtiYr "Y S niv .i}"'K.i"4 r l-L i-GY 9w Kt XS 4 •.F ::.tiN S„f.n x ,..�.--^-F.A.'k. ..X. w�'7,krCio s JFK/Boardwalk (signal) EB LT C C EB T/RT C C EB APPROACH C C WB LT C C WB T/RT C C WB APPROACH C C NB LT A B NB T A B NB RT A B NB APPROACH A B SB LT A B SB T/RT B B SB APPROACH B B OVERALL B B Boardwalk/Landings-Post Office Access (stop sign) NB LT/T/RT B E SB LT C F SB T B D SB APPROACH B E EB LT A A WB LT A A Boardwalk/Landings-Post Office Access (roundabout) EB A C WB A A NB A A SB A A OVERALL A C JFK/Post Office Egress Access (stop sign) WB LT B CWg RT A B WB APPROACH A C JFK/Best Buy Access (stop sign) EB LT/RT A C NB LT A A �,Y''4--rwDELICH Home Instead TIS, May 2014 % —ASSOCIATES Page 16 N �! ^� BcBrcdl N ( ��24Q/283 10/6 c 2 c 1$6/320 I n 17/42 2$ N b CN 46/23 / 6,28 _\ 330S"3 co / /377 %� 36/49 13/$6 228/$14 I 30/103 �� (0 T Q N M h cl 491112 ��anP .0. E9tess Access OQ Q Access y21 Best BuY 5117 4 S --w— AM/PM SHORT RANGE (2018) TOTAL PEAK HOUR TRAFFIC Figure 9 —�/ L—DELICH Home Instead TIS, May 2014 -71 --ASSOCIATES Page15 eoarc $est Buy v I SITE GENERATED PEAK HOUR TRAFFIC DELICH �j rASSOCIATES --*— AM/PM N Figure 8 Home Instead TIS, May 2014 Page 14 N 70195 eoardwa�k ( "Sol o, r 1p162 86 11143 1471316 I tQ 17 M v o / �1 361.28 3151380 13140 11153 2201,507 301103 N � olrob h � � p 0.E9ress Access a Access ti2A� Best BuN 0 -aAM/PM SHORT RANGE (2018) BACKGROUND PEAK HOUR TRAFFIC Figure 7 ---// I DELICH Home Instead TIS, May 2014 "l rASSOCIATES Page 13 Background Traffic Projections ' Figure 7 shows the short range (2018) background traffic projections. Background traffic projections for the short range future horizon were obtained by reviewing the NFRRTP, reviewing traffic studies for other developments, and reviewing ' historic count data for this area of Fort Collins. Based upon these sources, traffic volumes were increased at a rate of 1.5 percent per year for the short range (2018) future. Trip 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 Home Instead site is shown in ' Figure 8_ The site generated traffic was combined with the background traffic to determine the total forecasted traffic at the key intersections. Figure 9 shows the short range (2018) total peak hour traffic at the key intersections. 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 (MUTCD). None of ' the stop sign controlled intersections are expected to meet peak hour signal warrants. ' Operation Analysis Operation analyses were performed at the key intersections. The operation ' analyses were conducted for the short range analysis, reflecting a year 2018 condition. City staff requested discussion of measures addressing the calculated level of service at the Boardwalk/Landing-Post Office Access intersection. Roundabout analyses were ' performed at the Boardwalk/Landings-Post Office Access intersection. Using the short range (2018) background peak hour traffic volumes, the key intersections operate as indicated in Table 3. Calculation forms for these analyses are provided in Appendix D. The key intersections operate acceptably during the peak hours, except for the Boardwalk/Landing-Post Office Access intersection in the ' afternoon peak hour. With stop sign control, there is little that can be done to meet the level of service called for in the current Table 4-3, LCUASS. With a change in the classification of Landings Drive to a collector street, the minor street legs will meet the ' criterion. With roundabout control, the Boardwalk/Landings-Post Office Access intersection will operate acceptably. A roundabout at this intersection will likely require some right-of-way acquisition at the four corners. Two of the corners are owned by the United States Postal Service. If roundabout control is considered to be viable at this intersection, the City of Fort Collins will need to have conversations with the adjacent land owners. ' --/1J`L-DELICH Home Instead TIS, May 2014 ASSOCIATES Page 12 0 N O 2��� c c °ardwa�k cu �1 O rout�a SCALE: 1 "=200' TRIP DISTRIBUTION Figure 6 DELICH Home Instead TIS, May 2014 f—ASSOCIATES Page 11 z If i Existing Post Office Egress Access SITE PLAN --1l'i DELICH 71 [--'-ASSOCIATES A& N SCALE: 1"=100' ixisting st Office kocess Figure 5 Home Instead TIS, May 2014 Page 10 III. PROPOSED DEVELOPMENT ' Home Instead is proposed as a commercial development consisting of office uses and a 2,400 square foot building. Figure 5 shows a site plan of the Home Instead site. The site plan shows access to/from Boardwalk Drive via the existing . Post Office ' Access and a future right-in/right-out access between JFK Parkway and Landings Drive. This RT Access has already been constructed. There will be egress access to JFK Parkway via the existing Post Office Egress Access. The short range analysis (Year ' 2018) includes development of the Home Instead site and an appropriate increase in background traffic, due to normal growth, and other approved developments in the area. 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, 9th Edition, ITE was used to estimate trips that would be ' generated by the proposed/expected use at this site. The 2,400 square foot building does not have a specific use associated with it. It could be office, retail, or restaurant. For this exercise, restaurant was used, since it resulted in the highest trip generation. This results in a conservative analysis. Table 2 shows the expected trip generation on a daily and peak hour basis. TABLE 2 Trip Generation ., - ' ., 125 ' ' #�'y �u'�F= �; w X r Q �a .:PW •.x %V li N YI J��$(��y Z5. 11' k 1„y6r ! S be p1 y.'{eFfta 3n C�•y .dyy / 710 General Office 7.192 KSF 11.03 80 1.37 10 0.19 1 0.25 2 1.24 9 933 Fast-food Restaurant 2.4 KSF 395.60 950 26.32 63 17.55 42 13.34 32 12.81 31 without Drive-thru Total 1030 73 43 34 40 ' Trip Distribution ' Directional distribution of the generated trips was determined for the Home Instead site. Future year data was obtained from the NFRRTP and other traffic studies. Figure 6 shows the trip distribution used for the Home Instead site. The trip distribution was discussed and agreed to in the scoping meeting. AM LDELICH Home Instead TIS, May 2014 -7,i (—ASSOCIATES Page Pedestrian Facilities ' Sidewalks exist adjacent to existing developments on all area streets. Sidewalks exist along the Home Instead frontage on JFK Parkway and Boardwalk Drive. There ' are pedestrian crosswalks and ramps at the JFK/Boardwalk intersection. ' Bicycle Facilities Bicycle lanes exist on JFK Parkway, Boardwalk Drive, and Landings Drive. Bike ' lanes are not required on local or connector streets. ' Transit Facilities Currently, Transfort serves this area of Fort Collins with Routes 1 and. 16. ' Routes 1 and 16 run along JFK Parkway, College Avenue, and Harmony Road. There is a transit stop north of this site. TABLE 1 Current Peak Hour Operation •�` 4iSY7ci ��'4 `4`'Yb �' i G��-e_•.�,`Y'�AF t a`-��'f� V p ���,ti��� JFK/Boardwalk (signal) A uiX f r tt'�: � �S]�. .��'' a �-'SS-,�� EB LT � ��� � �Y 'si_ ''.yya f '�iSi °. Y! .....4�,. C C EB T/RT C B EB APPROACH C C WB LT C C WB T/RT C C WB APPROACH C C NB LT A B NB T A B NB RT A B NB APPROACH A B SB LT A A SB T/RT B B SB APPROACH A B OVERALL B B Boardwalk/Landings-Post Office Access (stop sign) NB LT/T/RT B D SB LT C E SB T/RT B D SB APPROACH B D EB LT A A WB LT A A JFK/Post Office Egress Access (stop sign) WB LT B CWg RT A B WB APPROACH A C JFK/Best Buy Access (stop sign) EB LT/RT A C NB LT - A A '=�J'LDELICH Home Instead TIS, May 2014 -7,,:;I—ASSOCIATES Page 8 41 N P � N � �*fj eoardti a/k �\2321266 h � 9/S6 moo, c co R 7 o h 1 34/26 293/35 3 10/5p 13140 206/471 �� 1 30/103 co R y 'w 291g5 cUi U j � �1186 P P��eSs Q O. egress 0" Q P��ess 2W Best guy AM/PM BALANCED RECENT PEAK HOUR TRAFFIC Figure 4 ' _a.-�,/_L DELICH Home Instead TIS, May 2014 1 j=ASSOCIATES Page 7 eoercl"WZZ, �8(D N z 66191 m �l� 26191 a 11168 g \r AOGessCCeSS19 ,• AM/PM / ` 14, 6 %� 3940 5 4. N RECENT PEAK HOUR TRAFFIC Figure 3 ' �/ L—DELICH Home Instead TIS, May 2014 -71 ("--ASSOCIATES Page 6 ' Existing Traffic Recent peak hour traffic volumes at the JFK/Boardwalk, JFK/Post Office Egress - Best Buy Access, and Boardwalk/Landings-Post Office Access intersections are shown in Figure 3. The traffic data at the JFK/Boardwalk intersection was collected in February ' 2013. The traffic data at the JFK/Post Office Egress -Best Buy Access and Boardwalk/ Landings -Post Office Access intersections was collected in July 2013. Raw traffic count data is provided in Appendix B. Since traffic counts were performed on different days, ' the traffic volumes between the intersections were averaged/balanced and are shown on Figure 4. Existing Operation The JFK/Boardwalk, JFK/Post Office Egress -Best Buy Access, and Boardwalk/ Landings -Post Office Access intersections were evaluated and the peak hour operation is displayed in Table 1. Calculation forms are provided in Appendix C. The key ' intersections are currently operating acceptably with existing control, geometry, and signal timing in the morning and afternoon peak hours, except for the Boardwalk/Landings-Post Office Access intersection in the afternoon peak hour. The ' intersections were evaluated using techniques provided in the 2010 Highway Capacity Manual. A description of level of service for signalized and unsignalized intersections from the 2010 Highway Capacity Manual and a table (Table 4-3, LCUASS) showing the ' Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix C. The Home Instead site is in an area termed "other." In areas termed `other," acceptable operation at signalized intersections during the peak hours is defined as ' level of service D or better for the overall intersection, and level of service E or better for any leg or movement. At unsignalized intersections, acceptable operation during the peak hours is defined as level of service E or better for any approach leg for an arterial/collector or arterial/local and level of service C or better for any approach leg for an arterial/arterial, arterial/collector, and collector/local intersection. The following is presented as opinion with the expectation that a variance regarding the level of service at the Boardwalk/Landings-Post Office Access intersection will be required. Review of Table 4-3 indicates some apparent errors in the fifth row. The arterial/collector intersection type is contained in both the fourth row and the fifth row. It is likely that this intersection type should only be in the fourth row. The arterial/arterial intersection type, in the fifth row, shows LOS C as acceptable. While there are few, if any, stop sign controlled arterial/arterial intersections, it is not likely that LOS C could be achieved at this intersection type. In the original version of Table 4-3 1 (2002), the arterial/arterial intersection type was not included under stop sign control. Along with the above discussion, the classification of Landings Drive, as an arterial street, is questionable. ' __/j —DELICH Home Instead TIS, May 2014 /1/ r -ASSOCIATES Page 5 Boardwalk v Egress Pccess P O. Best Buy Pccess -� -Denotes Lane _ Two-way Continuous Left -turn Lane N EXISTING INTERSECTION GEOMETRY Figure 2 DELICH Home Instead TIS, May 2014 _%,f r ASSOCIATES Page Horsetooth cn rn c 'v c m J Home Instead jtoU�a� eol 0 U Harmony SCALE: 1 "=1000' SITE LOCATION III DELICH -71 j=ASSOCIATES Figure 1 Home Instead TIS, May 2014 Page 3 II. EXISTING CONDITIONS ' The location of the Home Instead site 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 commercial or residential. Land adjacent to the site is flat (<2% grade) from a traffic operations perspective. The center of Fort Collins lies to the north of the proposed Home Instead site. 1 Roads The primary streets near the Home Instead site are JFK Parkway, Boardwalk Drive, and Landings Drive. The existing geometry at the key intersections is shown in ' Figure 2. John F. Kennedy Parkway is west (adjacent to) of the Home Instead site. It is classified as a four -lane arterial according to the Fort Collins Master Street Plan. Currently, JFK Parkway has a four -lane cross section in this area. At the JFK/Boardwalk ' intersection, JFK Parkway has a northbound and a southbound left -turn lane, two northbound through lanes, a northbound right -turn lane, a southbound through lane, and a southbound through/right-turn lane. The JFK/Boardwalk intersection is signalized. At the ' JFK/Post Office Egress -Best Buy Access intersection, JFK Parkway has a center -turn lane (TWLTL) and two through lanes in each direction. The JFK/Post Office Egress -Best Buy Access intersection has stop sign control on the Post Office Egress Access and the Best ' Buy Access. The existing speed limit in this area of JFK Parkway is 35 mph. Boardwalk Drive is north (adjacent to) of the Home Instead site. It is an east -west ' street designated as a two-lane arterial street on the Fort Collins Master Street Plan. Currently, it has a two-lane cross section. At the JFK/Boardwalk intersection, Boardwalk Drive has an eastbound and westbound left-tum lane, and a through/right-tum lane in each direction. At the Boardwalk/Landings-Post Office Access intersection, Boardwalk Drive has an eastbound and westbound left -turn lane and a through lane in each direction. The Boardwalk/Landings-Post Office Access intersection has stop sign control on ' Landings Drive and the Post Office Access. The existing speed limit in this area of Boardwalk Drive is 30 mph. ' Landings Drive is east of the Home Instead site. It is a north -south street designated as a two-lane arterial street on the Fort Collins Master Street Plan. Currently, it has a two-lane cross section. At the Boardwalk/Landings-Post Office Access intersection, Landings Drive has .a southbound left-tum lane, and a through/right-tum lane. The Post Office Access has all movements combined into a single lane. The existing speed limit in this area of Landings Drive is 25 mph. ' ­Z1L—DELICH Home Instead TIS, May 2014 �� [—ASSOCIATES Page I. INTRODUCTION This intermediate transportation impact study (ITIS) addresses the capacity, geometric, and control requirements at and near the proposed Home Instead development. The proposed Home Instead site is located in the southeast quadrant of the JFK/Boardwalk intersection in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the project ' developer (Doberstein Lemburg Commercial), 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.- 0 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; • Roundabout analysis; • Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. ' --/,/•'L—DELICH Home Instead TIS, May 2014 -71 i-ASSOCIATES Page l 1 LIST OF TABLES ' 1. Current Peak Hour Operation................................................................................... 8 2. Trip Generation......................................................................................................... 9 3. Short Range (2018) Background Peak Hour Operation .......................................... 16 4. Short Range (2018) Total Peak Hour Operation..................................................... 18 LIST OF FIGURES 1. Site Location............................................................................................................. 2. Existing Intersection Geometry 3 3. ................................................................................. Recent Peak Hour Traffic 4 ' 4. .......................................................................................... Balanced Recent Peak Hour Traffic 6 5. .......................................................................... Site Plan 7 6. .................................................................................................................. Trip Distribution 10 ' ....................................................................................................... 11 7. Short Range (2018) Background Peak Hour Traffic ................................................ 13 8. Site Generated Peak Hour Traffic........................................................................... 14 9. Short Range (2018) Total Peak Hour Traffic........................................................... 15 10. Short Range (2018) Geometry .............................................................................:.. 19 APPENDICES A. Base Assumptions Form ' B. Recent Peak Hour Traffic C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS Standards ' D. Short Range (2018) Background Peak Hour Operation E. Short Range (2018) Total Peak Hour Operation F. Pedestrian/Bicycle Level of Service '�--LDELICH Home Instead TIS, May 2014 �z, r—ASSOCIATES TABLE OF CONTENTS INTRODUCTION ................ 1 II. EXISTING CONDITIONS.......................................................................................... 2 ' Land Use......................................................................................................................... 2 Roads.............................................................................................................................. 2 ExistingTraffic................................................................................................................ 5 ' Existing Operation........................................................................................................... 5 PedestriansFacilities...................................................................................................... 8 BicycleFacilities.............................................................................................................. 8 ' Transit Facilities.............................................................................................................. 8 III. PROPOSED DEVELOPMENT................................................................................ 9 ' Trip Generation............................................................................................................... 9 .. Trip Distribution............................................................................................................. 9 Background Traffic Projections..................................................................................... 12 ' Trip Assignment............................................................................................................ 12 SignalWarrants............................................................................................................ 12 OperationAnalysis........................................................................................................ 12 ' Roundabout Analysis.................................................................................................... 17 Geometry...................................................................................................................... 17 Pedestrian Level of Service.......................................................................................... 20 Bicycle Level of Service................................................................................................ 20 Transit Level of Service................................................................................................. 20 IV. CONCLUSIONS/RECOMMENDATIONS..............................................................21 ' aT�,7L—DELICH Home Instead TIS, May 2014 prASSOCIATES HOME INSTEAD TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MAY 2014 Prepared for: Doberstein Lemburg Commercial, Inc. 1401 Riverside Avenue Fort Collins, CO 80524 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 Project #1359