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HomeMy WebLinkAboutRIGDEN FARM, 14TH FILING - PDP - 56-98AO - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYj Multimodal Transportation Level of Service Manual LOS Standards fnr Development Review - Bicycle Figure 7. Bicycle LOS Worksheet level of service- connectivity nutdnnan actual proposed base connectivity: C specific connections to priority sites: description of applicable destination area within 1,320' including address COMA4EiQC t11G destination area classification (see text) C-0M9A&AC tlt, L- CeNft3le. LIT] P. 20 City of fort Collins Transportation Master Plan Pedestrian LOS Worksheet Project Location Classification: Descnpbon of APP hcable Destiiabon " Area Withm 1320' Desbnabon Area t: Classification. ~Level of Service (minimum based on project location"classification). Directness ' Continuity Street Cross�r�s vrsuei " IAnterest�& .: Secumy. V Residential area north of the site Residential Minimum B B B B B 1 Actual B D C B C Proposed B C B B B Residential area and school east of the site Residential/ School Minimum B B B B B 2 Actual A D A B C Proposed A B A B B Residential area and church south of the site Residential/ Church Minimum B B B B B E-33 Actual A B A B C Proposed A B A B B Residential and Commercial area to the west of the site Residential/ Commercial Minimum B B B B B 4 Actual A B C B C Proposed A B C B B Minimum 5 Actual Proposed Minimum 6 Actual Proposed Minimum 7 Actual Proposed Minimum 8 Actual Proposed Minimum 9• Actual Proposed Minimum 10 Actual Proposed N m The Center at I Farm OE I 1 Drake RAW SCALE: 1 "=1000' PEDESTRIAN INFLUENCE AREA F3 APPENDIX G 8J. ' HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Long Total PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tT# ? Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 505 250 40 0 0 0 0 60 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 532 263 42 0 0 0 0 63 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type None None Median storage veh) ' Upstream signal (ft) 972 pX, platoon unblocked 0.94 0.94 0.94 0.94 0.94 0.94 vC, conflicting volume 0 795 747 747 397 413 879 0 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 0 716 666 666 293 310 806 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 95 100 100 90 100 100 100 ' cM capacity (veh/h) 1622 826 31.1 337 660 506 280 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 354 440 42 63 Volume Left 0 0 42 0 Volume Right 0 263 0 63 cSH 1700 1700 826 660 Volume to Capacity 0.21 0.26 0.05 0.10 Queue Length 95th (ft) 0 0 4 8 Control Delay (s) 0.0 0.0 9.6 11.0 Lane LOS A B . ' Approach Delay (s) 0.0 9.6 11.0 Approach LOS B Intersection Summary ' Average Delay 1.2 Intersection Capacity Utilization 32.3% ICU Level of Service A Analysis Period (min) 15 ' Joseph 12/6/2006 Matthew J. Delich , P. E. HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Long Total AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 335 160 30 0 0 0 0 25 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 353 168 32 0 0 0 0 26 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 pX, platoon unblocked 0.99 0.99 0.99 0.99 0.99 0.99 vC, conflicting volume 0 521 500 500 261 266 584 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 511 490 490 249 254 575 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) IF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 97 100 100 96 100 100 100 cM capacity (veh/h) 1622 1043 448 460 746 635 411 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 235 286 32 26 Volume Left 0 0 32 0 Volume Right 0 168 0 26 cSH 1700 1700 1043 746 Volume to Capacity 0.14 0.17 0.03 0.04 Queue Length 95th (ft) 0 0 2 3 Control Delay (s) 0.0 0.0 8.6 10.0 Lane LOS A B Approach Delay (s) 0.0 8.6 10.0 Approach LOS B Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 24.4% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/6/2006 11 00 11 HCM Unsignalized Intersection Capacity Analysis 18: Site Access & Iowa Long Total PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations + + + Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 25 0 60 5 0 5 35 10 5 5 10 15 Peak Hour Factor 0.95 0.95 0:95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 26 0 63 5 0 5 37 11 5 5 11 16 Pedestrians Lane Width (ft) Walking. Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 121 118 18 179 124 13 26 16 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 121 118 18 179 124 13 26 16 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 97 100 94 99 100 100 98 100 cM capacity (veh/h) 833 751 1060 721 746 1067 1588 1602 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 89 11 53 32 Volume Left 26 5 37 5 Volume Right 63 5 5 16 cSH 981 861 1588 1602 Volume to Capacity 0.09 0.01 0.02 0.00 Queue Length 95th (ft) 8 1 2 0 Control Delay (s) 9.0 9.2 5.2 1.2 Lane LOS A A A A Approach Delay (s) 9.0 9.2 5.2 1.2 Approach LOS A A Intersection Summary Average Delay 6.6 Intersection Capacity Utilization 21.0% ICU Level of Service A Analysis Period (min) 15 I ' Joseph Matthew J. Delich , P. E. 12/6/2006 HCM Unsignalized Intersection Capacity Analysis 18: Site Access & Iowa Long Total AM Movement EBL EBT EBR WBL 'WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations + + 4 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 15 0 40 5 0 5 60 15 5 5 15 30 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 16 0 42 5 0 5 63 16 5 5 16 32 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 192 189 32 229 203 18 47 21 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 192 189 32 229 203 18 47 21 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 98 100 96 99 100 100 96 100 cM capacity (veh/h) 738 675 1042 674 663 1060 1560 1595 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 58 11 84 53 Volume Left 16 5 63 5 Volume Right 42 5 5 32 cSH 937 824 1560 1595 Volume to Capacity 0.06 0.01 0.04 0.00 Queue Length 95th (ft) 5 1 3 0 Control Delay (s) 9.1 9.4 5.6 0.7 Lane LOS A A A A Approach Delay (s) 9.1 9.4 5.6 0.7 Approach LOS A A Intersection Summary Average Delay 5.6 Intersection Capacity Utilization 21.3% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/6/2006 , HCM Unsignalized Intersection Capacity Analysis 16: Site Access & Illinois Drive Long Total PM t t `► 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y T d Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 85 5 235 45 15 135 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 89 5 247 47 16 142 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 445 271 295 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 445 271 295 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 84 99 99 cM capacity (veh/h) 564 768 1267 Direction Lane # WB 1 NB 1 SB 1 Volume Total 95 295 158 Volume Left 89 0 16 Volume Right 5 47 0 cSH 572 1700 1267 Volume to Capacity 0.17 0.17 0.01 Queue Length 95th (ft) 15 0 1 Control Delay (s) 12.5 0.0 0.9 Lane LOS B A Approach Delay (s) 12.5 0.0 0.9 Approach LOS B Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 31.3% ICU Level of Service A Analysis Period (min) 15 ' Joseph Matthew J. Delich , P. E. 12/6/2006 HCM Unsignalized Intersection Capacity Analysis 16: Site Access & Illinois Drive Long Total AM t �► 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Y T 4 Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 55 5 120 85 25 55 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 58 5 126 89 26 58 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 282 171 216 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 282 171 216 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3:5 3.3 2.2 p0 queue free % 92 99 98 cM capacity (veh/h) 695 873 1354 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 63 216 84 Volume Left 58 0 26 Volume Right 5 89 0 cSH 707 1700 1354 Volume to Capacity 0.09 0.13 0.02 Queue Length 95th (ft) 7 0 1 Control Delay (s) 10.6 0.0 2.5 Lane LOS B A Approach Delay (s) 10.6 0.0 2.5 Approach LOS B Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 29:1 % ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/6/2006 , 76 HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Long Total PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T* T 4A 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 35 170 5 5 160 10 15 5 5 10 5 60 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 37 179 5 5 168 11 16 5 5 11 5 63 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent. Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 179 184 500 445 182 445 442 174 vC1, stage 1.conf vol vC2, stage 2 conf vol vCu, unblocked vol 179 184 500 445 182 445 442 174 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 100 96 99 99 98 99 93 ' cM capacity (veh/h) 1397 1391 432 493 861 504 494 870 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 37 184 5 179 26 79 ' Volume Left 37 0 5 0 16 11 Volume Right 0 5 0 11 5 63 cSH 1397 1700 1391 1700 494 758 Volume to Capacity 0.03 0.11 0.00 0.11 0.05 0.10 ' Queue Length 95th (ft) 2 0 0 0 4 9 Control Delay (s) 7.6 0.0 7.6 0.0 12.7 10.3 Lane LOS A A B B ' Approach Delay (s) 1.3 0.2 12.7 10.3 Approach LOS B B Intersection Summary ' Average Delay 2.9 Intersection Capacity Utilization 27.1% ICU Level of Service A Analysis Period (min) 15 Joseph 12/6/2006 Matthew J. Delich , P. E. 75 HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Long Total AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j t * I A + + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 60 190 5 5 235 15 5 5 5 10 10 40 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 63 200 5 5 247 16 5 5 5 11 11 42 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 263 205 634 603 203 600 597 255 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 263 205 634 603 203 600 597 255 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 95 100 98 99 199 97 97 95 cM capacity, (veh/h) 1301 1366 349 392 838 390 394 783 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 63 205 5 263 16 63 Volume Left 63 0 5 0 5 11 Volume Right 0 5 0 16 5 42 cSH 1301 1700 1366 1700 454 588 Volume to Capacity 0.05 0.12 0.00 0.15 0.03 0.11 Queue Length 95th (ft) 4 0 0 0 3 9 Control Delay (s) 7.9 0.0 7.6 0.0 13.2 11.9 Lane LOS A A B B Approach Delay (s) 1.9 0.1 13.2 11.9 Approach LOS B B Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/6/2006 ' 7 ¢' HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Long Total PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►i t T* + + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 250 190 10 0 215 20 50 10 0 20 5 195 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 263 200 11 0 226 21 53 11 0 21 5 205 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 247 211 1166 979 205 968 974 237 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 247 211 1166 979 205 968 974 237 tC, single (s) *3.3 4.1 *5.7 *5.2 6.2 *5.7 *5.2 *5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 81 100 70 96 100 93 98 76 cM capacity (veh/h) 1395 1360 174 291 835 284 292 869 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 263 211 0 247 63 232 Volume Left 263 0 0 0 53 21 Volume Right 0 11 0 21 0 205 cSH 1395 1700 1700 1700 187 705 Volume to Capacity 0.19 0.12 0.00 0.15 0.34 0.33 Queue Length 95th (ft) 17 0 0 0 35 36 Control Delay (s) 8.2 0.0 0.0 0.0 33.8 12.6 Lane LOS A D B Approach Delay (s) 4.5 0.0 33.8 12.6 Approach LOS D B Intersection Summary Average Delay 7.1 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 * User Entered Value ' Joseph Matthew J. Delich , P. E. 12/12/2006 73 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Long Total AM -f, --v %,r 4-- t 4\ t ,► �. l -V Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations to I A 4 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 180 240 40 0 260 20 45 5 0 15 10 85 Peak Hour Factor 0.95 b.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 189 253 42 0 274 21 47 5 0 16 11 89 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 295 295 1021 947 274 918 958 284 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 295 295 1021 947 274 918 958 284 tC, single (s) *3.3 4.1 *5.7 *5.2 6.2 *5.7 *5.2 *5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 86 100 81 98 100 95 97 89 CM capacity (veh/h) 1355 1267 249 ' 318 765 319 315 831 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 189 295 0 295 53 116 Volume Left 189 0 0 0 47 16 Volume Right 0 42 0 21 0 89 cSH 1355 1700 1700 1700 255 608 Volume to Capacity 0.14 0.17 0.00 0.17 0.21 0.19 Queue Length 95th (ft) 12 0 0 0. 19 17 Control Delay (s) 8.1 0.0 0.0 0.0 22.8 12.3 Lane LOS A C B Approach Delay (s) 3.2 0.0 22.8 12.3 Approach LOS C B Intersection Summary Average Delay 4.4 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Joseph 12/12/2006 Matthew J. Delich , P. E. 7� HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive t Long Total PM EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T, T$ 4 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 250 190 10 0 215 20 50 10 0 20 5 195 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 263 200 11 0 226 21 53 11 0 21 5 205 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 247 211 1166 979 205 968 974 237 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 247 211 1166 979 205 968 974 237 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 80 100 50 95 100 89 97 74 cM capacity (veh/h) 1318 1360 106 200 835 190 202 802 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 263 211 0 247 63 232 Volume Left 263 0 0 0 53 21 Volume Right 0 11 0 21 0 205 cSH 1318 1700 1700 1700 115 589 Volume to Capacity 0.20 0.12 0.00 0.15 0.55 0.39 Queue Length 95th (ft) 19 0 0 0 65 47 Control Delay (s) 8.4 0.0 0.0 0.0 69.5 15.0 Lane LOS A F C Approach Delay (s) 4.7 0.0 69.5 15.0 Approach LOS F C ' Intersection Summary Average Delay 9.9 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 . ' Joseph Matthew J. Delich , P. E 12/6/2006 7t HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Long Total AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j ii + + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 180 240 40 0 260 20 45 5 0 15 10 85 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 189 253 42 0 274 21 47 5 0 16 11 89 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh). Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 295 295 1021 947 274 918 958 284 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 295 295 1021 947 274 918 958 284 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2. 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 85 100 71 98 100 93 95 88 cM capacity (veh/h) 1267 1267 162 222 765 219 219 755 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 189 295 0 295 53 116 Volume Left 189 0 0 0 47 16 Volume Right 0 42 0 21 0 89 cSH 1267 1700 1700 1700 166 485 Volume to Capacity 0.15 0.17 0.00 0.17 0.32 0.24 Queue Length 95th (ft) 13 0 0 0 32 23 Control Delay (s) 8.3 0.0 0.0 0.0 36.4 14.7 Lane LOS A E B Approach Delay (s) 3.3 0.0 36.4 14.7 Approach LOS E B Intersection Summary Average Delay 5.5 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/6/2006 1 1 70 HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Long Total PM -A -♦ - 4e k4N Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4 r VI t F Tt r V1 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ' ..4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Fit Protected 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1841 1583 1770 1863 1583 1770 3539 1583 1770 3536 ' Flt Permitted 0.97 1.00 0.74 1.00 1.00 0.09 1.00 1.00 0.08 1.00 Satd. Flow (perm) 1799 1583 1385 1863 1583 159 3539 1583 146 3536 Volume (vph) 5 15 15 340 25 175 15 1615 210 225 1775 10 ' Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 5 16 16 358 26 184 16 1700 221 237 1868 11 RTOR Reduction (vph) 0 0 11 0 0 83 0 0 95 0 0 0 ' Lane Group Flow (vph) 0 21 5 358 26 101 16 1700 126 237 1879 0 Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt .Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 28.1 28.1 28.1 28.1 28.1 47.9 45.9 45.9 61.9 54.9 Effective Green, g (s) 29.1 29.1 29.1 29.1 29.1 49.9 46.9 46.9 62.9 55.9 Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.29 0.50 0.47 0.47 0.63 0.56 ' Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 524 461 403 542 461 128 1660 742 287 1977 ' v/s Ratio Prot 0.01 0.00 c0.48 c0.10 0.53 v/s Ratio Perm 0.01 0.00 c0.26 0.06 0.06 0.08 0.42 v/c Ratio 0.04 0.01 0.89 0.05 0.22 0.12 1.02 0.17 0.83 0.95 Uniform Delay, d1 25.4 25.2 33.9 25.5 26.8 21.1 26.6 15.3 44.7 20.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.29 Incremental Delay, d2 0.0 0.0 20.4 0.0 0.2 0.4 28.4 0.5 7.0 5.1 Delay (s) 25.5 25.2 54.3 25.5 27.1 21.5 55.0 15.8 53.9 31.9 ' Level of Service C C D C C C D B D C Approach Delay (s) 25.4 44.2 50.2 34.3 Approach LOS C D D C ' Intersection Summary HCM Average Control Delay 42.1 HCM Level of Service D HCM Volume to Capacity ratio 0.95 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Joseph 12/12/2006 Matthew J. Delich , P. E. q HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Long Total AM EBL EBT EBR WBL WBT 'WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 ? + r ++ r 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0:95 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1845 1583 1770 1863 1583 1770 3539 1583 1770 3538 Flt Permitted 0.97 1.00 0.74 1.00 1.00 0.08 1.00 1.00 0.07 1.00 Satd. Flow (perm) 1808 1583 1379 1863 1583 140 3539 1583 130 3538 Volume (vph) 5 20 10 260 10 200 5 1690 235 210 1645 5 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 5 21 11 274 11 211 5 1779 247 221 1732 5 RTOR Reduction (vph) 0 0 8 0 0 82 0 0 100 0 0 0 Lane Group Flow (vph) 0 26 3 274 11 129 5 1779 147 221 1737 0 Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 22.5 22.5 22.5 22.5 22.5 53.2 52.2 52.2 67.5 61.5 Effective Green, g (s) 23.5 23.5 23.5 23.5 23.5 55.2 53.2 53.2 68.5 62.5 Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.24 0.55 0.53 0.53 0.68 0.62 Clearance Time (s) 5.0 5.0 '5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 425 372 324 438 372 110 1883 842 274 2211 v/s Ratio Prot 0.01 0.00 c0.50 c0.09 0.49 v/s Ratio Perm 0.01 0.00 c0.20 0.08 0.02 0.09 0.46 v/c Ratio 0.06 0.01 0.85 0.03 0.35 . 0.05 0.94 0.17 0.81 0.79 Uniform Delay, d1 29.7 29.3 36.5 29.4 31.9 13.4 22.0 12.1 29.8 13.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.29 Incremental Delay, d2 0.1 0.0 18.0 0.0 0.6 0.2 11.3 0.5 8.5 1.5 Delay (s) 29.7 29.3 54.5 29.5 32.4 13.5 33.3 12.5 38.1 19.3 Level of Service C C D C C B C B D B Approach Delay (s) 29.6 44.6 30.7 21.4 Approach LOS C D C C Intersection Summa HCM Average Control Delay 28.2 HCM Level of Service C HCM Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 89.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Delich , P. E. 12/12/2006 ' HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Long Total PM .� --. '- t �► 1 41 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations tt IN tt ? tt r" IVI tt IN Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ' Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1:00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 ' Flt Permitted 0.44 1.00 1.00 0.31 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1573 3539 1583 584 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 400 355 615 110 275 175 640 1180 120 280 1285 350 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 421 374 647 116 289 184 674 1242 126 295 1353 368 RTOR Reduction (vph) 0 0 35 0 0 20 0 0 27 0 0 142 ' Lane Group Flow (vph) 421 374 612 116 289 164 674 1242 99 295 1353 226 Turn Type pm+pt pm+ov pm+pt pm+ov Prot pm+ov Prot Perm Protected Phases 7 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 8 2 6 ' Actuated Green, G (s) 20.6 14.6 35.0 20.6 14.6 26.9 20.4 47.1 53.1 12.3 39.0 39.0 Effective Green, g (s) 22.6 15.6 37.0 22.6 15.6 28.9 21.4 48.1 55.1 13.3 40.0 40.0 Actuated g/C Ratio 0.23 0.16 0.37 0.23 0.16 0:29 0.21 0.48 0.55 0.13 0.40 0.40 ' Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 486 552 649 215 552 521 735 1702 936 457 1416 633 v/s Ratio Prot c0.06 0.11 c0.20 0.04 0.08 0.04 0.20 0.35 0.01 0.09 c0.38 v/s Ratio Perm 0.14 0.18 0.08 0.06 0.05 0.14 v/c Ratio 0.87 0.68 0.94 0.54 0.52 .0.31 0.92 0.73 0.11 0.65 0.96 0.36 Uniform Delay, dl 36.0 39.8 30.5 32.3 38.8 27.8 38.4 20.8 10.7 41.1 29.1 21.0 ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.79 1.70 2.31 1.00 1.00 1.00 Incremental Delay, d2 14.9 3.3 22.3 2.6 0.9 0.3 8.4 1.3 0.0 3.1 15.4 1.6 Delay (s) 50.9 43.1 52.8 34.9 39.7 28.2 38.8 36.6 24.7 44.2 44.6 22.6 ' Level of Service D D D C D C D D C D D C Approach Delay (s) 49.7 35.1 36.6 40.5 Approach LOS D D D D ' Intersection Summary HCM Average Control Delay 40.9 HCM Level of Service D HCM Volume to Capacity ratio 0.94 ' Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 89.7% ICU Level of Service E Analysis Period (min) 15 ' c Critical Lane Group Joseph 12/12/2006 Matthew J. Delich , P. E. ' 67 .HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Long Total AM EBR WBL. WBT WBR NBL NBT NBR SBL SBT Lane Configurations ViVi tt F V f t ? f t r 1� tt ? Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Flt Permitted 0.35 1.00 1.00 0.52 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1`.00 Satd. Flow (perm) 1250 3539 1583 974 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 475 265 560 150 290 210 555 1300 65 165 1150 340 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 500 279 589 158 305 221 584 1368 68 174 1211 358 RTOR Reduction (vph) 0 0 41 0 0 20 0 0 33 0 0 158 Lane Group Flow (vph) 500 279 548 158 305 201 584 1368 35 174 1211 200 Turn Type pm+pt pm+ov pm+pt pm+ov Prot Perm Prot Perm Protected Phases 7 4 5 3 8 1 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 24.4 15.4 35.3 20.4 13.4 21.1 19.9 49.9 49.9 7.7 37.7 37.7 Effective Green, g (s) 26.4 16.4 37.3 22.4 14.4 23.1 20.9 50.9 50.9 8.7 38.7 38.7 Actuated g/C Ratio 0.26 0.16 0.37 0.22 0.14 0.23 0.21 0.51 0.51 0.09 0.39 0.39 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5 ' 0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 548 580 654 282 510 429 717 1801 806 299 1370 613 v/s Ratio Prot c0.09 0.08 c0.18 0.04 . 0.09 0.04 0.17 0.39 0.05 c0.34 v/s Ratio Perm 0.15 0.17 0.08 0.09 0.02 0.13 v/c Ratio 0.91 0.48 0,84 0.56 0.60 0.47 .0.81 0.76 0.04 0.58 0.88 0.33 Uniform Delay, d1 33.4 37.9 28.6 33.1 40.1 33.2 37.7 19.7 12.3 43.9 28.6 21.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.79 1.64 3.63 1.00 1.00 1.00 Incremental Delay, d2 19.6 0.6 9.2 2.5 1.9 0.8 3.3 1.4. 0.0 2.9 8.6 1.4 Delay (s) 53.0 38.6 37.8 35.6 42.0 34.0 33.2 33.7 44.7 46.8 37.2 22.9 Level of Service D D D D D C C C D D D C Approach Delay (s) 43.5 37.9 33.9 35.2 Approach LOS D D C D Intersection Summa HCM Average Control Delay 37.0 HCM Level of Service D HCM Volume to Capacity ratio 0.89 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 84.8% . ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Delich , P. E. 12/12/2006 ' 66 No Text HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Short Total PM EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT S Lane Configurations 0 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 430 225 40 0 0 0 0 40 0 0 0 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 506 265 47 0 0 0 0 47 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 pX, platoon unblocked 0.95 0.95 0.95 0.95 0.95 0.95 vC, conflicting volume 0 771 732 732 385 394 865 0 vC1, stage 1 conf vol vC2; stage 2 conf vol vcu, unblocked vol 0 707 667 667 302 311 806 0 IC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 IC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 94 100 100 93 100 100 100 cM capacity (veh/h) 1622 844 314 340 660 523 282 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 337 433 47 47 Volume Left 0 0 47 0 Volume Right 0 265 0 47 cSH 1700 1700 844 660 Volume to Capacity 0.20 0.25 0.06 0.07 Queue Length 95th (ft) 0 0 4 6 Control Delay (s) 0.0 0.0 9.5 10.9 Lane LOS A B Approach Delay (s) 0.0 9.5 10.9 Approach LOS B Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 29.1 % ICU Level of Service A Analysis Period (min) 15 Joseph 12/6/2006 Matthew J. Delich , P. E. 04 ' HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Short Total AM * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 295 125 25 0 0 0 0 15 0 0 0 ' Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 347 147 29 0 0 0 0 18 0 0 0 Pedestrians ' Lane Width (ft) Walking Speed (f /s) Percent Blockage ' Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 ' pX, platoon unblocked 1.00 1.00 1.00 1.00 1.00 1.00 vC, conflicting volume 0 494 479 479 247 250 553 0 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 0 493 478 478 245 248 552 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 97 100 100 98 100 100 100 cM capacity (veh/h) 1622 1066 460 471 754 654 428 1084 ' Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 231 263 29 18 Volume Left 0 0 29 0 ' Volume Right 0 147 0 18 cSH 1700 1700 1066 754 Volume to Capacity 0.14 0.15 0.03 0.02 ' Queue Length 95th (ft) 0 0 2 2 Control Delay (s) 0.0 0.0 8.5 9.9 Lane LOS A A ' Approach Delay (s) 0.0 8.5 9.9 Approach LOS A Intersection Summary ' Average Delay 0.8 Intersection Capacity Utilization 22.2% ICU Level of Service A Analysis Period (min) 1 15 ' Joseph 12/6/2006 Matthew J. Del ich , P. E. HCM Unsignalized Intersection Capacity Analysis 18: Site Access & Iowa Short Total PM EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL Lane Configurations 4 4 4 + Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 25 0 60 5 0 .5 35 15 5 5 15 15 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 29 0 71 6 0 6 41 18 6 6 18 18 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 147 144 26 212 150 21 35 24 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 147 144 26 212 150 21 35 24 tC, single (s) 7.1 6.5 6.2 7A 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 93 99 100 99 97 100 cM capacity (veh/h) 798 725 1049 679 720 1057 1576 1591 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 100 12 65 41 Volume Left 29 6 41 6 Volume Right 71 6 6 18 cSH 960 827 1576 1591 Volume to Capacity 0.10 0.01 0.03 0.00 Queue Length 95th (ft) 9 1 2 0 Control Delay (s). 9.2 9.4 4.7 1.1 Lane LOS A A A A Approach Delay (s) 9.2 9.4 4.7 1.1 Approach LOS A A Intersection Summary Average Delay 6.3 Intersection Capacity Utilization 21.9% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/5/2006 1 N . HCM Unsignalized Intersection Capacity Analysis 18: Site Access & Iowa Short Total AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4 * + Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% ' Volume (veh/h) 15 5 40 . 5 0 5 60 20 5 5 20 30 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 18 6 47 6 0 6 71 24 6 6 24 35 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 226 224 41 271 238 26 59 29 vC1, stage 1 conf vol vC2, stage 2 conf vol t vCu, unblocked vol 226 224 41 271 238 26 59 29 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 ' tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 97 99 95 99 100 99 95 100 cM capacity (veh/h) 698 642 1030 622 630 1049 1545 1584 ' Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 71 12 100 65 Volume Left 18 6 71 6 ' Volume Right 47 6 6 35 cSH 881 781 1545 1584 Volume to Capacity 0.08 0.02 0.05 0.00 Queue Length 95th (ft) 7 1 4 0 Control Delay (s) . 9.4 9.7 5.4 0.7 Lane LOS A A A A Approach Delay (s) 9.4 9.7 5.4 0.7 Approach LOS A A Intersection Summary Average Delay 5.5 Intersection Capacity Utilization 21.8% ICU Level of Service A Analysis Period (min) 15 ' Joseph, Matthew J. Delich , P. E. 61, 12/5/2006 HCM Unsignalized Intersection Capacity Analysis 16: Site Access & Illinois Drive Short Total PM t ti 4 Movement WBL WBR NBT NBR Lane Configurations Y % 4 Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 0 0 0 0 0 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 0 0 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 0 0 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 0 0 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 100 100 cM capacity (veh/h) 1023 1085 1623 Direction, Lane # WB 1 NB 1 SIB 1 Volume Total 0 0 0 Volume Left 0 0 0 Volume Right 0 0 .0 cSH 1700 1700 1700 Volume to Capacity 0.00 0.00 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 0.0 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 0.0% ICU Level of Service A Analysis Period (min) 15 Joseph 12/5/2006 ' Matthew J. Delich , P. E. HCM Unsignalized Intersection Capacity Analysis 16: Site Access & Illinois Drive Short Total AM t ti Lane Configurations Sign Control Grade Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflictingvolume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) tC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h) WBL NBT NBR SBL SBT Stop Free Free 0% 0% 0% 55 5 120 85 25 55 0.85 0.85 0.85 0.85 0.85 0.85 65 6 141 100 29 65 None 315 191 241 315 191 241 6.4 6.2 4.1 3.5 3.3 2.2 90 99 98 663 850 1325 ■ Direction, Lane # WB 1 NB 1 SB 1 Volume Total 71 241 94 Volume Left 65 0 29 ' Volume Right 6 100 0 cSH 676 1700 1325 Volume to Capacity 0.10 0.14 0.02 ' Queue Length 95th (ft) 9 0 2 Control Delay (s) 11.0 0.0 2.6 Lane LOS B A Approach Delay (s) 11.0 0.0 2.6 Approach LOS B Intersection Summary ' Average Delay 2.5 Intersection Capacity Utilization 29.1 % ICU Level of Service A Analysis Period (min) 15 ' Joseph 12/5/2006 Matthew J. Delich , P. E. sq HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Short Total PM EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� 1 T+ 44 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 35 125 5 5 135 10 15 5 5 10 5 60 Peak Hour Factor 0.85 0.85 0.85 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 41 147 6 6 155 11 18 6 6 12 6 71 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked . vC, conflicting volume 167 153 473 411 150 411 408 161 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 167 153 473 411 150 411 408 161 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) IF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 100 96 99 99 98 99 92 cM capacity (veh/h) 1411 1428 446 513 896 529 515 884 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 41 153 6 167 29 88 Volume Left 41 0 6 0 18 12 Volume Right 0 6 0 11 6 71 cSH 1411 1700 1428 1700 511 778 Volume to Capacity 0.03 0.09 0.00 0.10 0.06 0.11 Queue Length 95th (ft) 2 0 0 0 5 10 Control Delay (s) 7.6 0.0 7.5 0.0 12.5 10.2 Lane LOS A A B B Approach Delay (s) 1.6 0.3 12.5 10.2 Approach LOS B B Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 25.5% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Del ich , P. E. 12/5/2006 1 �8 HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Short Total AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t T+ 4 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 60 160 5 5 210 15 5 5 5 10 10 40 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 71 188 6 6 247 18 6 6 6 12 12 47 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) ' Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 265 194 644 609 191 606 603 256 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 265 194 644 609 191 606 603 256 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 95 100 98 98 99 97 97 94 ' cM capacity(veh/h) 1299 1379 338 386 850 384 389 783 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 71 194 6 265 18 71 Volume Left 71 0 6 0 6 12 ' Volume Right 0 6 0 18 6 47 cSH 1299 1700 1379 1700 446 583 Volume to Capacity 0.05 0.11 0.00 0.16 0.04 0.12 Queue Length 95th (ft) 4 0 0 0 3 10 Control Delay (s) 7.9 0.0 7.6 0.0 13.4 12.0 Lane LOS A A B B Approach Delay (s) 2.1 0.2 13.4 12.0 Approach LOS B B Intersection Summary ' Average Delay 2.7 Intersection Capacity Utilization 29.2% ICU Level of Service A Analysis Period (min) 15 i Joseph 12/5/2006 Matthew J. Delich , P. E. S7 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Short Total PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations I A I A 41� + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 250 145 10 0 190 20 50 10 0 20 5 195 Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 278 161 '11 0 224 24 59 12 0 24 6. 229 Pedestrians Lane Width (ft) Walking Speed (f 1s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 247 172 1178 969 167 958 963 235 vC1, stage 1 conf vol vC2, stage 2 conf'vol vCu, unblocked vol .247 172 1178 969 167 958 963 235 tC, single (s) *3.3 4.1 *5.7 *5.2 6.2 *5.7 *5.2 *5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 80 100 64 96 100 92 98 74 cM capacity (veh/h) 1395 1405 164 290 878 284 291 870 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 278 172 0 247 71 259 Volume Left 278 0 0 0 59 24 Volume Right 0 11 0 24 0 229 cSH 1395 1700 1700 1700 177 706 Volume to Capacity 0.20 0.10 0.00 0.15 0.40 0.37 Queue Length 95th (ft) 19 0 0 0 44 42 Control Delay (s) 8.2 0.0 0.0 0.0 38.3 13.0 Lane LOS A E B Approach Delay (s) 5.1 0.0 38.3 13.0 Approach LOS E B Intersection Summary Average Delay 8.1 Intersection Capacity Utilization 52.9% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Joseph 12/12/2006 Matthew J. Delich , P. E. S6 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Short Total AM EBL EBT EBR WBL WBT WBR NBL NBT NBR SBR Lane Configurations Vi % Vi t$ 4T,) 4� Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 180 210 40 0 235 20 45 5 0 15 10 85 Peak Hour Factor 0.85 0.85 0.85 0.85 .0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 212 247 47 0 276 24 53 6 0 18 12 100 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 300 294 1076 . .994 271 962 1006 288 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 300 294. 1076 994. 271 962 1006 288 IC, single (s) *3.3 4.1 *5.7 *5.2 6.2 *5.7 *5.2 *5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 84 100 77 98 100 94 96 88 cM capacity (veh/h) 1350 1267 226. 297 768 298 294 828 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 212 294 0 300 59 129 Volume Left 212 0 0 0 53 18 Volume Right 0 47 0 24 0 100 cSH 1350 1700 1700 1700 231 588 Volume to Capacity 0.16 0.17 0.00 0.18 0.25 0.22 Queue Length 95th (ft) 14 0 0 0 24 21. Control Delay (s) 8.2 0.0 0.0 0.0 25.8 12.8 Lane LOS A D B Approach Delay (s) 3.4 0.0 25.8 12.8 Approach LOS D B Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 43.0% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Joseph 12/12/2006 Matthew J. Delich , P. E. Ss HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Short Total PM EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Vi 1+ $ 4 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 250 145 10 0 190 20 50 10 0 20 5 195 Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 278 161 11 0 224 24 59 12 0 24 6 229 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 247 172 1178 969 167 958 963 235 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 247 172 1178 969 167 958 963 235 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 79 100 40 94 100 88 97 71 cM capacity (veh/h) 1319 1405 98 200 878 190 202 804 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 278 172 0 247 71 259 Volume Left 278 0 0 0 59 24 Volume Right 0 11 0 24 0 229 cSH 1319 1700 1700 1700 107 590 Volume to Capacity 0.21 0.10 0.00 0.15 0.66 0.44 Queue Length 95th (ft) 20 0 0 0 83 56 Control Delay (s) 8.5 0.0 0.0 0.0 87.5 15.8 Lane LOS A F C Approach Delay (s) 5.2 0.0 87.5 15.8 Approach LOS F C Intersection Summary Average Delay 12.3 Intersection Capacity Utilization 52.9% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/5/2006 ' 54 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Short Total AM EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►i T* . i, + + Sign Control Free Free Stop %Stop Grade 0% 0% 0% 0% Volume (veh/h) 180 210 40 0 235 20 45 5 0 15 10 85 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly. flow rate (vph) 212 247 47 0 276 24 53 6 0 18 - 12 100 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 300 294 1076 994 271 962 1006 288 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 300 294 1076 994 271 962 1006 288 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 83 100 63 97 100 91 94 87 cM capacity (veh/h) 1261 1267 142 204 768 201 201 751 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 212 294 0 300 59 129 Volume Left 212 0 0 0 53 18 Volume Right 0 47 0 24 0 100 cSH 1261 1700 1700 1700 147 463 Volume to Capacity 0.17 0.17 0.00 0.18 0.40 0.28 . Queue Length 95th (ft) 15 0 0 0 43 28 Control Delay (s) 8.4 0.0 0.0 0.0 45.1 15.8 Lane LOS A E C Approach Delay (s) 3.5 0.0 45.1 15.8 Approach LOS E C Intersection Summary Average Delay 6.5 Intersection Capacity Utilization 43.0% ICU Level of Service A Analysis Period (min) 15 ' Joseph 12/5/2006 Matthew J. Delich , P. E. HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Short Total PM -A 'i r 4 .4\ t I' �► 1 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations d r f ? Vi Tt r Tt Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Fit Protected 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1840 1583 1770 1863 1583 1770 3539 1583 1770 3536 Fit Permitted 0.96 1.00 0.74 1.00 1.00 0.09 1.00 1.00 0.08 1.00 Satd. Flow (perm) 1793 1583 1381 1863 1583 160 3539 1583 148 3536 Volume (vph) 5 15 15 330 25 160 15 1510 205 185 1485 10 Peak -hour factor, PHF 0.85 0.85 0.85 0.87 0.87 0.87 0.94 0.94 0.94 0.85 0.85 0.85 Adj. Flow (vph) 6 18 18 379 29 184 16 1606 218 218 1747 12 RTOR Reduction (vph) 0 0 12 0 0 82 0 0 100 0 0 0 Lane Group Flow (vph) 0 24 6 379 29 102 16 1606 118 218 1759 0 Tum Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 29.8 29.8 29.8 29.8 29.8 47.5 45.5 45.5 60.2 53.2 Effective Green, g (s) 30.8 30.8 30.8 30.8 30.8 49.5 46.5 46.5 61.2 54.2 Actuated g/C Ratio 0.31 0.31 0.31 0.31 0.31 0.50 0.46 0.46 0.61 0.54 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 552 488 425 1574 488 128 1646 736 264 1917 v/s Ratio Prot 0.02 0.00 c0.45 c0.09 0.50 v/s Ratio Perm 0.01 0.00 c0.27 0.06 0.06 0.07 0.42 v/c Ratio 0.04 0.01 0.89 0.05 0.21 0.12 0.98 0.16 0.83 0.92 Uniform Delay, d1 24.3 24.0 33.0 24.3 25.6 19.8 26.2 15.5 28.2 20.9 Progression Factor ' 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.92 1.64 Incremental Delay, d2 0.0 0.0 20.3 0.0 0.2 0.4 17.1 0.5 11.2 5.1 Delay (s) 24.3 24.0 53.3 24.4 25.8 20.2 43.3 15.9 37.1 39.3 Level of Service C C D C C C D B D D Approach Delay (s) 24.2 43.3 39.9 39.1 Approach LOS C D D D Intersection Summa HCM Average Control Delay 39.8 HCM Level of Service D HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 86.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Delich , P. E. 12/12/2006 , Sa, HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Short Total AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations A F V1 f ? Vi tt r Vi 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Fit Protected 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1844 1583 1770 1863 1583 1770 3539 1583 1770 3537 Fit Permitted 0.97 1.00 0.74 1.00 1.00 0.13 1.00 1.00 0.07 1.00 Satd. Flow (perm) 1802 1583 1374 1863 1583 245 3539 1583 128 3537 Volume (vph) 5 20 10 250 10 185 5 1475 225 185 1415 5 ' Peak -hour factor, PHF 0.85 0.85 0:85 0.93 0.93 0.93 0.85 0.85 0.85 0.98 0.98 0.98 Adj. Flow (vph) 6 : ,. 24 12 :. 269..' 11 199 6 1735 265 189 1444 5 RTOR Reduction (vph) 0 0 9 0 0 83 0 0 109 0 0 0 ' Lane Group Flow (vph) 0 30 3 269 11 116 6 1735 156 189 1449 0 Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 22.4 22.4 22.4 22.4 22.4 54.3 53.3 53.3 67.6 61.6 Effective Green, g (s) 23.4 23.4 23.4 23.4 23.4 56.3 54.3 54.3 68.6 62.6 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.23 0.56 0.54 0.54 0.69 0.63 ' Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0. 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 422 370 322 436 370 168 1922 860 257 2214 v/s Ratio Prot ,0.01 0.00 c0.49 c0.08 0.41 v/s Ratio Perm 0.02 0.00 c0.20 0.07 0.02 0.10 0.43 v/c Ratio . 0.07 0.01 0.84 0.03 0.31 0.04 0.90 0.18 0.74 0.65 Uniform Delay, d1 29.8 29.4 36.5 29.5 31.7 10.8 20.5 11.6 27.1 11.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 •1.09 1.44 Incremental Delay, d2 0.1 0.0 16.8 0.0 0.5 0.1 7.4 0.5 5.8 0.8 Delay (s) 29.9 29.4 53.3 - 29.5 32.2 10.8 27.9 12.0 35.3 17.8 Level of Service C C D C C B C B D B Approach Delay (s) 29.8 44.0 25.8 19.8 Approach LOS C D C B ' Intersection Summary HCM Average Control Delay 25.6 HCM Level of Service C HCM Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 81.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group ' Joseph Matthew J. Delich , P. E. 12/12/2006 S/ HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Short Total PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ViVi tt r `1 tt r )VI tt r M tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Flt Permitted 0.42 1.00 1.00 0.40 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1516 3539 1583 736 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 365 315 490 70 225 135 580 1010 105 235 1120 305 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.88 0.88 0.88 Adj. Flow (vph) 429 371 576 82 265 159 630 1098 114 267 1273 347 RTOR Reduction (vph) 0 0 41 0 0 32 0 0 58 0 0 135 Lane Group Flow (vph) 429 371 535 82 265 127 630 1098 56 267 1273 212 Turn Type pm+pt pm+ov pm+pt pm+ov Prot Perm Prot Perm Protected Phases 7 4 5 3 8 1 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 22.7 16.7 36.8 18.7 14.7 26.3 20.1 47.7 47.7 11.6 39.2 39.2 Effective Green, g (s) 24.7 17.7 38.8 20.7 15.7 28.3 21.1 48.7 48.7 12.6 40.2 40.2 Actuated g/C Ratio 0.25 0.18 0.39 0.21 0.16 0.28 0.21 0.49 0.49 0.13 0.40 0.40 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0. 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 509 626 678 204 556 511 724 1723 771 433 1423 636 v/s Ratio Prot c0.06 0.10 c0.17 0.02 0.07 0.03 c0.18 0.31 0.08 c0.36 v/s Ratio Perm 0.15 0.17 0.06 0.05 0.04 0.13 v/c Ratio 0.84 0.59 0.79 0.40 0.48 0.25 0.87 0.64 0.07 0.62 0.89 0.33 Uniform Delay, dl 34.6 37.8 27.0 33.1 38.4 27.6 38.1 19.1 13.6 41.4 27.9 20.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.06 1.26 3.25 1.00 1.00 1.00 Incremental Delay, d2 12.1 1.5 6.1 1.3 0.6 0.3 5.3 0.8 0.1 2.6 9.0 1.4 Delay (s) 46.7 39.3 33.1 34.4 39.1 27.9 45.7 24.9 . 44.4 44.0 36.9 22.1 Level of Service D D C C D C D C D D D C Approach Delay (s) 39.0 34.8 33.2 35.2 Approach LOS D C C D Intersection Summa HCM Average Control Delay 35.4 HCM Level of Service D HCM Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Del ich , P. E. 12/12/2006 ' SO HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Short Total AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations M tt if tt r 11 tt r tt F Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 ' Fit Permitted 0.33 1.00 1.00 0,58 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1209 3539 1583 1089 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 405 230 485 110 235 165 480 1120 55 135 1010 295 ' Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 476 271 . . 571 ,. .129 ., 276. 194 .539, 1258 62 152 1135 331 RTOR Reduction (vph) 0 0 108 0 0 29 0 0 34 0 0 214 ' Lane Group Flow (vph) 476 271 463 129 276 165 539 1258 28 152 1135 117 Turn Type pm+pt pm+ov pm+pt pm+ov Prot Perm Prot Perm Protected Phases 7 4 5 3 8 1 5 2 1 6 Permitted Phases 4 4 8 8 2 6 ' Actuated Green, G (s) 31.4 16.8 35.0 23.4 12.8 20.6 18.2 44.8 44.8 7.8 34.4 34.4 Effective Green, g (s) 33.4 17.8 37.0 25.4 13.8 22.6 19.2 45.8 45.8 8.8 35.4 35.4 Actuated g/C Ratio 0.33 0.18 0.37 0.25 0.14 0.23 0.19 0.46 0.46 0.09 0.35 0.35 ' Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 . 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 751 630 649 356 488 421 659 1621 725 302 1253 560 v/s Ratio Prot c0.10 0.08 c0.14 0.04 0.08 0.03 c0.16 0.36 0.04 c0.32 v/s Ratio Perm 0.11 0.16 0.05 0.07 0.02 0.07 v/c Ratio 0.63 0.43 0.71 0.36 0.57 0.39 0.82 0.78 0.04 0.50 0.91 0.21 Uniform Delay, dl 26.1 36.6 27.0 30.0 40.3 32.9 38.7 22.8 15.0 43.5 30.7 22.5 ' Progression Factor 1:00 1.00 1.00 1.00 1.00 1.00 0.85 1.57 3.37 1.00 1.00 1.00 Incremental Delay, d2 1.8 0.5 3.7 0.6 1.5 0.6 4.0 1.9 0.1 1.3 11.0 0.8 Delay (s) 27.9 37.1 30.7 30.6 41.8 33.5 37.0 37.7 50.4 44.8 41.7 23.4 Level of Service C D C C D C D D D D D C Approach Delay (s) 31.0 36.7 37.9 38.2 Approach LOS C D D D ' Intersection Summary HCM Average Control Delay 36.2 HCM Level of Service D HCM Volume to Capacity ratio 0.78 ' Actuated Cycle Length (s) 100.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 74.0% ICU Level of Service D Analysis Period (min) 15 c. Critical Lane Group ' Joseph Matthew J. Delich , P. E. 12/12/2006 APPENDIX E 9.1 HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Long Bkgd PM -• �- '- '� t /ON. ti ♦ W EBL EBT EBR WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 485 225 35 0 0 0 0 55 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 511 237 37 0 0 0 0 58 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 pX, platoon unblocked 0.95 0.95 0.95 0.95 0.95 0.95 vC, conflicting volume 0 747 703 703 374 387 821 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 681 634 634 288 302 759 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 96 100 100 91 100 100 100 cM capacity(veh/h) 1622 862 334 359 673 527 304 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 340 407 37 58 Volume Left 0 0 37 0 Volume Right 0 237 0 58 cSH 1700 1700 862 673 Volume to Capacity 0.20 0.24 0.04 0.09 Queue Length 95th (ft) 0 0 3 7 Control Delay (s) 0.0 0.0 9.4 10.9 Lane LOS A B Approach Delay (s) 0.0 9.4 10.9 Approach LOS B Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 30.7% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/6/2006 HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Long Bkgd AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR Lane Configurations +1� I r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 305 110 20 0 0 0 0 20 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 321 116 21 0 0 0 0 21 0 0 0 -Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 pX, platoon unblocked vC, conflicting volume 0 437 421' 421 218 224 479 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 437 421 421 218 224 479 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 98 100 100 97 100 100 100 cM capacity (veh/h) 1622 1119 509 513 786 684 475 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 214 223 21 21 Volume Left 0 0 21 0 Volume Right 0 116 0 21 cSH 1700 1700 1119 786 Volume to Capacity 0.13 0.13 0.02 0.03 Queue Length 95th (ft) 0 0 1 2 Control Delay (s) 0.0 0.0 8.3 9.7 Lane LOS A A Approach Delay (s) 0.0 8.3 9.7 Approach LOS A Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 21.9% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/6/2006 , 4G. HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Long Bkgd PM * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations T+ ►i TO + 4$0 Sign Control Free Free Stop. Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 35 165 5 5 155 5 15 5 5 5 5 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 37 174 5 5 163 5 16 5 5 5 5 5 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) ' pX, platoon unblocked vC, conflicting volume 168 179 432 429 176 432 429 166 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 168 179 432 429 176 432 429 166 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 ' tC, 2 stage (s) tF (s). 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 100 97 99 99 99 99 99 cM capacity (veh/h) 1409 1397 515 503 867 515 503 879 ' Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 37 179 5 168 26 16 Volume Left 37 0 5 0 16 5 ' Volume Right 0 5 0 5 5 5 cSH 1409 1700 1397 1700 557 592 Volume to Capacity 0.03 0.11 0.00 0.10 0.05 0.03 ' Queue Length 95th (ft) 2 0 0 0 4 2 Control Delay (s) 7.6 0.0 7.6 0.0 11.8 11.2 Lane LOS A A B B ' Approach Delay (s) 1.3 0.2 11.8 11.2 Approach LOS B B Intersection Summary ' Average Delay 1.9 Intersection Capacity Utilization 25.7% ICU Level of Service A Analysis Period (min) r 15 ' Joseph 12/6/2006 Matthew J. Delich P. E. 4� HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Long Bkgd AM Movement" EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations '# 11 T 44 4# Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 5 185 5 5 230 5 5 5 5 5 10 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 : -0.95 0.95 Hourly flow rate (vph) 5 195 5 5 242 5 5 5 5 5. 11 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 247 200 471 466 197 468 466 245 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 247 200 471 466 197 468 466 245 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) IF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 99 .99 99 99 98 99 cM capacity (veh/h) 1318 1372 489 490 844 495 490 794 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 5 200 5 247 16 21 Volume Left 5 0 5 0 5 5 Volume Right 0 5 0 5 5 5 cSH 1318 1700 1372 1700 569 544 Volume to Capacity 0.00 0.12 0.00 0.15 0.03 0.04 Queue Length 95th (ft) 0 0, 0 0 2 3 Control Delay (s) 7.7 0.0 7.6 0.0 11.5 11.9 Lane LOS A A B B Approach Delay (s) 0.2 0.2 11.5 11.9 Approach LOS B B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 22.4% ICU Level of Service A Analysis Period (min) 15 Joseph 12/6/2006 Matthew J. Delich , P. E. HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Long Bkgd PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T* Vi 1 + + 440 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 205 160 10 0 160 15 50 10 0 15 5 115 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 216 168 11 0 168 16 53 11 0 16 5 121 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 184 179 897 789 174 782 787 176 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 184 179 897 789 174 782 787 176 tC, single (s) *3.3 4.1 "5.7 *5.2 6.2 *5.7 `5.2 "5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 85 100 81 97 100 96 99 87 cM capacity (veh/h) 1450 1397 282 367 870 368 368 920 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 216 179 0 184 63 142 Volume Left 216 0 0 0 53 16 Volume Right 0 11 0 16 0 121 cSH 1450 1700 1700 1700 294 753 Volume to Capacity 0.15 0.11 0.00 0.11 0.22 0.19 Queue Length 95th (ft) 13 0 0 0 20 17 Control Delay (s) 7.9 0.0 0.0 0.0 20.6 10.9 Lane LOS A C B Approach Delay (s) 4.3 0.0 20.6 10.9 Approach LOS C B Intersection Summary Average Delay 5.8 Intersection Capacity Utilization 40.6% ICU Level of Service A Analysis Period (min) 15 User Entered Value Joseph 12/12/2006 Matthew J. Del ich , P. E. ' 43 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive * Long Bkgd AM Movement EBL EBT EBR WBL NBL NBT NBR SBL SBT SBR Lane Configurations 1� 1� + + Sign Control Free Free Stop Stop Grade 0% 0% 0% • 0% Volume (veh/h) 100 185 40 0 225 15 45 5 0 10 10 35 Peak Hour Factor 6.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 105 195 42 0 237 16 47 5 0 11 11 37 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 253 237 705 679 216 653 692 245 vC1, stage,1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 253 237 705 679 216 653 692 ` 245 tC,'single (s) *3.3 4.1 ": *5.7' *5.2 6:2 *5.7 *5.2 *5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3:3 p0 queue free % 92 100 88 99 100 98 98 96 cM capacity (veh/h) 1390 1330 411 443 824 460 437 863 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 105 237 0 253 53 58 Volume Left 105 0 0 0 47 11 Volume Right 0 42 0 16 0 37 cSH 1390 1700 1700 1700 414 646 Volume to Capacity 0.08 0.14 0.00 0.15 0.13 0.09 Queue Length 95th (ft) 6 0 0 0 11 7 Control Delay (s) 7.8 0.0 0.0 0.0 15.0 11.1 Lane LOS A B B Approach Delay (s) 2.4 0.0 15.0 11.1 Approach LOS B B Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 37.7% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Joseph Matthew J. Delich , P. E. 12/12/2006 ' 4;, HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Long Bkgd PM EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations % T# 40 4# Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 205 160 10 0 160 15 50 10 0 15 5 115 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 216 168 11 0 168 16 53 11 0 16 5 121 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 184 179 897 789 174 782 787 176 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 184 179 897 789 174 782 787 176 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 84 100 73 96 100 94 98 86 cM capacity (veh/h) 1391 1397 195 273 870 267 274 867 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 216 179 0 184 63 142 Volume Left 216 0 0 0 53 16 Volume Right 0 11 0 16 0 121 cSH 1391 1700 1700 1700 204 652 Volume to Capacity 0.16 0.11 0.00 0.11 0.31 0.22 Queue Length 95th (ft) 14 0 0 0 31 21 Control Delay (s) 8.1 0.0 0.0 0.0 30.3 12.1 Lane LOS A D B Approach Delay (s) 4.4 0.0 30.3 12.1 Approach LOS D B Intersection Summary Average Delay 6.8 Intersection Capacity Utilization 40.6% ICU Level of Service A Analysis Period (min) 15 Joseph 12/6/2006 Matthew J.. Delich , P. E. 41 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive , Long Bkgd AM ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 A + ' Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 100 185 40 0 225 15 45 5 0 10 10 35 ' Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 105 195 42 0 237 16 47 5 0 11 11 37 Pedestrians , Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) ' Median type None None Median storage veh) Upstream signal (ft) 974 , pX, platoon unblocked vC, conflicting volume 253 237 705 679 216 653 692 245 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu; unblocked vol 253 237 705 679 216 653 692 245 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) , tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 92 100 85 98 100 97 97 95 cM capacity (veh/h) 1313 1330 307 344 824 353 338 794 ' Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 105 237 0 253 53 58 Volume Left 105 0 0 0 47 11 ' Volume Right 0 42 0 16 0 37 cSH 1313 1700 1700 1700 310 539 Volume to Capacity 0.08 0.14 0.00 0.15 0.17 0.11 ' Queue Length 95th (ft) 7 0 0 0 15 9 Control Delay (s) 8.0 0.0 0.0 0.0 19.0 12.5 Lane LOS A C B Approach Delay (s) 2.5 0.0 19.0 12.5 ' Approach LOS C B Intersection Summary Average Delay 3.6 ' Intersection Capacity Utilization 37.7% ICU Level of Service A Analysis Period (min) 15 , Joseph Matthew J. Delich , P. E. 12/6/2006 ' 0 HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Long Bkgd PM EBL.. EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 44 r Vi +r r tt r ►j 0 Ideal Flow (vphpl) 1900 1900 1900 19.00 1900 1900 1900 ,1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 1.00 0.85 1.00. 1.00 0.85 1.00 1.00 Flt Protected 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1817 1583 1770 1863 1583 1770 3539 1583 1770 3536 Flt Permitted 0.93 1.00 0.75 1.00 1.00 0.08 1.00 1.00 0.07 1.00 Satd. Flow (perm) 1738 1583 1399 1863 1583 149 3539 1583 138 3536 Volume (vph) , 5 5 15 290 15 100 15 1615 175 195 1775 10 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0:95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 5 5 16 305 16 105 16 1700 184 205 1868 11 RTOR Reduction (vph) .. 0 0 12 0 0 77 0 0 74 .. 0 .. 0 0 Lane Group Flow (vph) 0 10 ` 4 305 16 28 16 1700 1:10 205 1879 0 Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4' 8 8 2. 2 6 Actuated Green, G (s) 25.2 : 25.2 25.2 25.2 ` 25.2 51.2 49.0 49.0 64.8 57.6 Effective Green, g (s) 26.2 26.2 26.2 26.2 26.2 53.2 50.0 50.0 65.8 58.6 Actuated g/C Ratio 0.26 0.26 0.26 0.26 . 0.26 0.53 0.50 0.50 0.66 0.59 Clearance Time (s) 5.0 5.0 5.0 5.0 5:0 5.0 5.0 5.0 5.0 5..0 , Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 &0. . Lane Grp Cap (vph) 455 415 367 .488 415 131 1770 792 283 2072 v/s Ratio Prot 0.01 0.00 c0.48 c0.09 c0.53 v/s Ratio Perm 0.01 0M c0.22 0.02 0.06 0.07 0.39 v/c Ratio 0.02 0.01 0.83 0.03 0.07 0.12 0.96 0.14 0.72 0.91 Uniform.Delay, dl 27.4 27.3 34.8 27.5 27.7 :18.4 24.0 13.4 27.4 18.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.08 1.31 Incremental Delay, d2 0.0 0.0 14.7 0.0 0.1 0.4 13.9 0.4 3.6 3.1 Delay (s) 27.4 27.3 49.5 27.5 27.8 18.8 37.9 13.8 33.2 27.1 Level of Service C C D C C B' D B C C Approach Delay (s) 27.4 43.3 35.4 27.7 Approach LOS C D D C Intersection Summa HCM Average Control Delay 32.5 HCM Level of Service C HCM Volume to Capacity ratio 0.94 Actuated Cycle Length (s) . 100:0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 88.2% ICU Level of Service E Analysis Period (min) 1.5 c' Critical Lane Group Joseph Matthew J. Delich , P. E. 12/12/2006 3q HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Long Bkgd AM EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations rT t r r ►j 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 . Fit Protected 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 . Satd. Flow (prot) 1817 1583 1770 1863 1583 1770 3539 1583 1770 3538 Fit Permitted 0.93 1.00 0.75 1.00 1.00 0.08 1.00 1.00 0.07 1.00 Satd. Flow (perm) 1731 1583 1399 1863 1583 142 3539 1583 124 3538 Volume (vph) 5 5 10 230 5 150 5 1690 170 150 1645 5 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 5 5 11 242 5 158 5 1779 179 158 1732 . 5 RTOR Reduction (vph) 0 0 9 0 0 84 0 0 68 0. 0 0 Lane Group Flow (vph) 0 10 2 242 5 74 5 1779 111 158 1737 0 Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6. Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 20.7 20.7 20.7 20.7 20.7 56.2 55.2 55.2 69.3 63.3 Effective Green, g (s) 21.7 . 21.7 21.7 21.7 21.7 58.2 56.2 56.2 70.3 64.3 Actuated g/C Ratio 0.22 0.22 0.22 '0.22- .0.22 0.58 0.56 0.56 0.70' 0.64 . Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3:0 3.0 : 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 376 344 304 404 344 115 1989 890 253 2275 v/s Ratio Prot 0.00 0.00 c0.50 c0.06 c0.49 v/s Ratio Perm 0.01 0.00 c0.17 0.05 0.02 0.07 0.38 v/c Ratio 0.03 0.01 0.80 0.01 0.22 0.04 0.89 0.12 0.62 0.76 Uniform Delay, d1 30.8 30.7 37.1 30.7 32.2 11.9 19.3 10.3 24.3 12.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.08 1.30 ' Incremental Delay, d2 0.0 0.0 13.4 0.0 0.3 0.2 6.7 0.3 _ 2.7 1.4 Delay (s) 30.9 30.7 50.5 30.7 32.5 12.0 26.0 10.6 29.0 17.6 Level of Service C C D C C B C B C B Approach Delay (s) 30.8 43.2 24.6 18.6 Approach LOS C D C B Intersection Summa HCM Average Control Delay 23.7 HCM Level of, Service C HCM Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 84.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Del ich , P. E. 12/12/2006 in ' HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Long Bkgd PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1) +? r Vi tt r 1) tt ? 11 T+ ? Ideal Flow (vphpl) 1900 1900. 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 ' Fit Permitted 0.45 1.00 1.00 0.34 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1638 3539 1583 641 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 400 330 600. 110 260 160 600 1145 120 260 1270 350 ' Peak -hour factor, PHF 0.95 0.95 0.95 0.95 . 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 421 347 632 116 274 168 632 1205 126 274 1337 368 RTOR Reduction (vph) 0 0 37 0 0 22 0 0 34 0 0 146 Lane Group Flow (vph) 421 347 595 116 274 146 632 1205 92 274 1337 222 ' Turn Type pm+pt pm+ov pm+pt pm+ov Prot pm+ov Prot Perm Protected Phases 7 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 8 2 6 ' Actuated Green, G (s) 20.2 14.2 34.7 20.2 14.2 26.3 20.5 47.7 53.7 12.1 39.3 39.3 Effective Green, g (s) 22.2 . 15.2 36.7 22.2 15.2 28.3 21.5 48.7 55.7 13.1 40.3 40.3 Actuated g/C Ratio 0.22 0.15 0.37 0.22 0.15 0.28 0.22 0.49 0.56 0.13 0.40 0.40 ' Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 489 538 644 221 538 511 738 1723 945 450 1426 638 v/s Ratio Prot c0.06 0.10 c0.20 0.04 0.08 0.04 0.18 0.34 0.01 0.08 c0.38 v/s Ratio Perm 0.13 0.18 0.08 0.05 0.05 0.14 v/c Ratio 0.86 0.64 0.92 0.52 0.51. 0.29 0.86 0.70 0.10 0.61 0.94 0.35 Uniform Delay, 01 36.2 39.9 30.3 32.6 39.0 28.0 37.8 20.0 10:4 41.0 28.6 20.7 ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.84 1.63 2.54 1.00 1.00 1.00 Incremental Delay, 02 14.4 2.7 19.1 2.2 0.8 0.3 5.2 1.2 0.0 2.3 13.0 1.5 Delay (s) 50.5 42.5 49.4 34.8 39.7 28.3 36.9 33.8 26.3 43.4 41.6 22.2 Level of Service D D D C D C D C, C D D C Approach Delay (s) 48.0 35.3 34.3 38.3 Approach LOS D D C D ' Intersection Summary HCM Average Control Delay 39.0 HCM Level of Service D HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 88.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group ' Joseph Matthew J. Delich , P. E. 37 1 12/12/2006 HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Long Bkgd AM EBL EBT EBR WBL WBT WBR NBL NBT Lane Configurations 1) tt r tt r tt r M tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Fit Permitted 0.36 1.00 1.00 0.60 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow (perm) 1288 3539 1583 1123 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 475 220 530 150 280 200 530 1280 65 130 1120 340 Peak -hour factor,. PHF ` 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 500 232 558 158 295 211 558 1347 68 137 1179 358 RTOR Reduction (vph) 0 0 46 0 0 22 0 0 33 0 0 160 Lane Group Flow (vph) 500 232 512 158 295 189 558 1347 35 137 1179 198 Turn Type pm+pt pm+ov pm+pt pm+ov . Prot Perm Prot Perm Protected Phases 7 4 5 3 8 1 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 24.2 15.2 - 34.7 20.2 13.2 20.6 19.5 50.4 50.4 7.4 38.3 38.3 Effective Green, g (s) 26.2 16.2 36.7 22.2 14.2 22.6 20.5 51.4 51.4 8.4 39.3 39.3 Actuated O/C Ratio 0.26 0.16 0.37 0:22 0.14' 0.23 0.20 0.51. 0.51 0.08 0.39 0.39 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 552 573 644 301 503 421 704 1819 814 288 1391 622 v/s Ratio Prot c0.09 0.07 c0.16 0.04 0.08 0.04 0.16 0.38 0.04 c0.33 v/s Ratio Perm c0.15 0.16 0.07 0.08 0.02 0.13 v/c Ratio 0.91 0.40 0.80 0.52 0.59 0.45 0.79 0.74 0:04 0.48 0.85 0.32 Uniform Delay, d1 33.5 37.6 28.3 33.2 40.2 33.3 37.7 19.1 12.1 43.7 27.6 21.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.84 1.56 3.71 1.00 1.00 1.00 Incremental Delay, d2 18.4 0.5 6.8 1.7 1.7 0.8 3.3 1.4 0.1 1.2 6.6 1.3 Delay (s) 151.9 38.0 35.1 34.9 41.9 34.1 35.0 31.1 44.8 44.9.. 34.2 22.4 Level of Service D D D C D C C C D D C C Approach Delay (s) 42.1 37.8 32.7 32.6 Approach LOS D D C C Intersection Summa HCM Average Control Delay 35.4 HCM Level of Service D HCM Volume to Capacity ratio 0.86 Actuated Cycle Length'(s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 82.1 % ICU Level of Service E Analysis Period (min) .. 15 c Critical Lane Group Joseph Matthew J. Delich , P. E. 12/12/2006 ' 36 APPENDIX D 35. HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive * Short Bkgd PM EBL EBT EBR WBL WBT NBR SBL SBT SBR Lane Configurations 0 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 375 200 30 0 0 0 0 30 0 0 0 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0:85 0.85 0.85 Hourly flow rate (vph) 0 441 235 35 0 0 0 0 35 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 pX, platoon unblocked 0.96 0.96 0.96 0.96 0.96 0.96 vC, conflicting volume 0 676 629 629 338 326 747 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 626 577 577 275 263 700 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2.stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 96 100 100 95 100 100 100 cM capacity (veh/h) 1622 917 373 394 696 594 335 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 294 382 35 35 Volume Left 0 0 35 0 Volume Right 0 235 0 35 cSH 1700 1700 917 696 Volume to Capacity 0.17 0.22 0.04 0.05 Queue Length 95th (ft) 0 0 3 4 Control Delay (s) 0.0 0.0 9.1 10.4 Lane LOS A B Approach Delay (s) 0.0 9.1 10.4 Approach LOS B Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 26.8% ICU Level of Service A Analysis Period (min) 15 Joseph 12/6/2006 Matthew J. DeIich , P. E. 34 HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Short Bkgd AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tT* r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 240 80 15 0 0 0 0 10 0 0 0 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 282 94 18 0 0 0 0 12 0 0 0 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 ' pX, platoon unblocked vC, conflicting volume 0 376 365 365 188 188 412 0 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 0 376 365 365 188 188 412 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 99 100 100 99 100 100 100 cM capacity (veh/h) 1622 1179 560 554 822 736 521 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 188 188 18 12 Volume Left 0 0 18 0 ' Volume Right 0 94 0 12 cSH 1700 1700 1179 822 Volume to Capacity 0.11 0.11 0.01 0.01 ' Queue Length 95th (ft) 0 0 1 1 Control Delay (s) 0.0 0.0 8.1 9.4 Lane LOS A A ' Approach Delay (s) 0.0 8.1 9.4 Approach LOS A Intersection Summary ' Average Delay 0.6 Intersection Capacity Utilization 19.2% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 33 12/6/2006 HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Short Bkgd PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 14 % 41) + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 5 120 5 5 130 5 15 5 5 5 5 5 Peak Hour Factor 0.85 0.85 0.85 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 141 6 6 149 6 18 6 6 6 6 6 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 155 147 326 323 144 326 323 152 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 155 147 326 323 144 326 323 152 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 97 99 99 99 99 99 cM capacity (veh/h) 1425 1435 615 590 903 615 590 894 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 6 147 6 155 29 18 Volume Left 6 0 6 0 18 6 Volume Right 0 6 0 6 6 6 cSH 1425 1700 1435 1700 651 676 Volume to Capacity 0.00 0.09 0.00 0.09 0.05 0.03 Queue Length 95th (ft) 0 0 0 0 4 2 Control Delay (s) 7.5 0.0 7.5 0.0 10.8 10.5 Lane LOS A A B B Approach Delay (s) 0.3 0.3 10.8 10.5 Approach LOS B B Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 17.1 % ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Del ich , P. E. 12/5/2006 ' 3 4\ ' HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Short Bkgd AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T t+ + + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 5 155 5 5 205 5 5 5 5 10 10 40 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 182 6 6 241 6 6 6 6 12 12 47 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) ' pX, platoon unblocked vC, conflicting volume 247 188 503 456 185 459 456 244 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 247 188 503 456 185 459 456 244 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 .3.3 3.5 4.0 3.3 p0 queue free % 100 100 99 99 99 98 98 94 cM capacity (veh/h) 1319 1386 440 496 857 501 496 795 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 6 188 6 247 18 71 Volume Left 6 0 6 0 6 12 ' Volume Right 0 6 0 6 6 47 cSH 1319 1700 1386 1700 550 663 Volume to Capacity 0.00 0.11 0.00 0.15 0.03 0.11 Queue Length 95th (ft) 0 0 0 0 2 9 Control Delay (s) 7.7 0.0 7.6 0.0 11.8 11.1 Lane LOS A A B B ' Approach Delay (s) 0.2 0.2 11.8 11.1 Approach LOS B B Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 21.7% ICU Level of Service A Analysis Period (min) 15 ' Joseph Matthew J. Del ich , P. E. 12/5/2006 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Short Bkgd PM 41 Movement EBL EBT EBR WBL WBT .WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4� Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 205 115 10 0 135 15 50 10 0 15 5 115 Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 228 128 11 0 159 18 59 12 0 16 6 135 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 176 139 •886 765 133 757 762 168 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 176. 139 886 765 133 757 762 168 tC, single (s) *3.3 4.1 *5.7 *5.2 6.2 *5.7 *5.2 *5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 84 100 79 97 100 95 98 85 cM capacity (veh/h) 1457 1445 279 372 916 375 373 928 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 228 139 0 176 71 159 Volume Left 228 0 0 0 59 18 Volume Right 0 11 0 18 0 135 cSH 1457 1700 1700 1700 292 761 Volume to Capacity 0.16 0.08 0.00 0.10 0.24 0.21 Queue Length 95th (ft) 14 0 0 0 23 20 Control Delay (s) 7.9 0.0 0.0 0.0 21.3 11.0 Lane LOS A C B Approach Delay (s) 4.9 0.0 21.3 11.0 Approach LOS C B Intersection Summary Average Delay 6.5 Intersection Capacity Utilization 39.3% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Joseph Matthew J. Delich , P. E. 12/12/2006 ' 30 ' HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Short Bkgd AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j TO to + 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 100 155 40 0 200 15 45 5 0 10 10 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 118 182 47 0 235 18 53 6 0 12 12 41 Pedestrians ' Lane Width (ft) Walking Speed (f /s) Percent Blockage ' Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked . vC, conflicting volume 253 229 724 694 206 665 709 244 ...vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 253 229 724 694 206 665 .709 244 tC, single (s) *3.3 4.1 *5.7 *5.2 6.2 *5.7 *5.2 .*5.0 tC, 2 stage (s) -tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 pb queue free % 92 100 87 99 100 97 97 95 cM capacity (veh/h) 1390 1339 396 432 835 450 426 863 ' Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 118 229 0 253 59 65 Volume Left 118 0 0 0 53 12 ' Volume Right 0 47 0 18 0 41 cSH 1390 1700 1700 1700 399 638 Volume to Capacity 0.08 0.13 0.00 0.15 0.15 0.10 Queue Length 95th (ft) 7 0 0 0 13 8 Control Delay (s) 7.8 0.0 0.0 0.0 15.6 11.3 Lane LOS A C B ' Approach Delay (s) 2.7 0.0 15.6 11.3 Approach LOS C B Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 36.4% ICU Level of Service A Analysis Period (min) 15 ' User Entered Value Joseph 12/12/2006 Matthew J. Delich , P. E. HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois. Drive Short Bkgd PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations I T* 1 A + + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 205 115 10 0 135 15 50 10 0 15 5 115 Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 228 128 11 0 159 18 59 12 0 18 6 135 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 176 139 886 765 133 757 762 168 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 176 139 886 765 133 757 762 168 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 84 100 70 96 100 94 98 85 cM capacity (veh/h) 1400 1445 193 279 916 275 280 876 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 228 139 0 176 71 159 Volume Left 228 0 0 0 59 18 Volume Right 0 11 0 18 0 135 cSH 1400 1700 1700 1700 204 663 Volume to Capacity 0.16 0.08 0.00 0.10 0.35 0.24 Queue Length 95th (ft) 15 0 0 0 37 23 Control Delay (s) 8.1 0.0 0.0 0.0 31.8 12.1 Lane LOS A D B Approach Delay (s) 5.0 0.0 31.8 12.1 Approach LOS D B Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 39.3% ICU Level of Service A Analysis Period (min) 15 Joseph 12/5/2006 ' Matthew J. Del ich , P. E. HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Short Bkgd AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t VI % T + + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 100 155 40 0 200 15 45 5 0 10 10 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 .0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 118 182 47 0 235 18 53 6 0 12 12 41 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) 974 ' pX, platoon unblocked vC, conflicting volume 253 229 .724 694 206 665 709 244 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 253 229 724 694 206 665 709 244 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 91 100 82 98 100 97 96 95 cM capacity (veh/h) 1312 1339 293 333 835 343 327 795 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 118 229 0 253 59 65 Volume Left 118 0 0 0 53 12 ' Volume Right 0 47 0 18 0 41 cSH 1312 1700 1700 1700 297 530 Volume to Capacity 0.09 0.13 0.00 0.15 0.20 0.12 ' Queue Length 95th (ft) 7 0 0 0 18 10 Control Delay (s) 8.0 0.0 0.0 0.0 20.1 12.7 Lane LOS A C B ' Approach Delay (s) 2.7 0.0 20.1 12.7 Approach LOS C B Intersection Summary ' Average Delay 4.1 Intersection Capacity Utilization 36.4% ICU Level of Service A Analysis Period (min) 15 ' Joseph 12/5/2006 Matthew J. Delich , P. E. ' 17 HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Short Bkgd PM EBL EBT EBR WBL WBT WBR NBL NBT NBR Ideal Flow (vphpl) 1900 1900 1900 1906 1900 1900 1900 1900 1900 1900 1900 190C Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Fit Protected 0.98 1.00 . 0.95 1.00 1.00 0.95 1.00 1.00 '0.95 1.00 Satd. Flow (prot) 1817 1583 1770 1863 1583 1770 3539 1583 1770 3536 Fit Permitted 0.93 1.00 0.75 1.00 1.00 0.08 1.00 1.00 0.07 1.00 Satd. Flow (perm) 1733 1583 1397 1863 1583 151 3539 1583 139 3536 Volume (vph) 5 5 15 280 15 85 15 1510 170 155 1485 10 Peak -hour factor, PHF 0.85 0.85 0.85 0.87 0.87 0.87 0.94 0.94 0.94 0.85 0.85 0.85 Adj. Flow (vph) 6 6 18 322 17 98 16 1606 181 182 1747 12 RTOR Reduction (vph) 0 0 13 0 0 71 0 0 78 0 0 0 Lane Group Flow (vph) 0 12 5 322 17 27 16 1606 103 182 1759 0 Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 26.4 26.4 26.4 26.4 26.4 50.7 48.5 48.5 63.6 56.4 Effective Green, g (s) 27.4 27.4 27.4 27.4 27.4 52.7 49.5 49.5 64.6 57.4 Actuated g/C Ratio 0.27 0.27 0.27 0.27 0.27 0.53 0.50 0.50 0.65 0.57 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 475 434 383 510 434 131 1752 784 271 2030 v/s Ratio Prot 0.01 0.00 c0.45 c0.07 c0.50 v/s Ratio Perm 0.01 0.00 c0.23 0.02 0.06 0.07 0.36 v/c Ratio 0.03 0.01 0.84 0.03 0.06 0.12. 0.92 0.13 0.67' 0.87 Uniform Delay, d1 26.5 26.4 34.2 26.6 26.8 17.0 23.3 13.6 24.5 18.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.68 Incremental Delay, d2 0.0 0.0 15.2 0.0 0.1 0.4 9.1 0.3 3.8 3.2 Delay (s) 26.6 26.4 49.5 26.6 26.9 17.4 32.4 14.0 27.2 33.5 Level of Service C C D C C B C B C C Approach Delay (s) 26.5 43.5 30.5 32.9 Approach LOS C D C C Intersection Summary HCM Average Control Delay 32.9 HCM Level of Service C HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 82.5% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Del ich , P. E. 12/12/2006 ' ATA.- ' HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Short Bkgd AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations 4 ? f r tt r Vi 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00� .1.00 1.00. 1.00 1.00 1:00 0.95 1.00 1.00 0.95 ' Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 . Satd. Flow (prot) 1817 1583 1770 1863 1583 1770 . 3539 1583 1710 3537 ' Fit Permitted -0.93 1.00 0.75 1.00 1.00 0.14 1.00 1.00 0.07 1.00 Satd. Flow (perm) 1724 1583 1397 1863 1583 253 3539 1583 122 3537 Volume (vph) 5' 5 10 220 5 135 5 1475 165 125 1415 5 ' Peak -hour factor, PHF 0.85 0.85 0.85 0.93 0.93 0.93 0.85 0.85 0.85 0.98 0.98 0.98 Adj. Flow (vph) 6 6 12 237 5 145 6 1735 194 128 1444 5 RTOR Reduction (vph) 0 0 9 0 0 85 0 0 75 0 0 0 Lane Group Flow (vph) 0 12 3 237 5 60 6 1735 119 128 1449 0 Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 ' Actuated Green, G (s) 20.5 20.5 20.5 20.5 20.5 57.1 56.1 56.1 69.5 63.5 Effective Green, g (s) 21.5 21.5 21.5 21.5 21.5 59.1 57.1 57.1 70.5 . 64.5 Actuated g/C Ratio 0.22 .0.22 0.22 0.22 0.22 0.59 0.57 0.57 0.70 0.64 ' Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 . 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 .3.0 3.0 Lane.Grp Cap (vph) 371 340 300 401 340 180 2021 904 . 241 2281 v/s Ratio Prot 0.00 0.00 c0.49 c0.05 0.41 v/s Ratio Perm 0.01 0.00 c0.17 0.04 0.02 0.08 0.32 v/c Ratio 0.03 0.01 0.79 0.01 0.18 0.03 0.86 0.13 0.53 0.64 Uniform Delay, d1 31.0 30.9 37.1 30.9 32.0 9.5 18.1 9.9 19.4 10.7 ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.18 1.61 Incremental Delay, d2 010 0.0 13.2 0.0 0.3 0.1 5.0 0.3 1.2 0.7 Delay (s) 31.1 30.9 50.3 30.9 32.3 9.6 23.1 10.3 24.0 17.9 Level of Service C C D C C A C B C B ' Approach Delay (s) 31.0 43.3 21.7 18.4 Approach LOS C D C B Intersection Summary HCM Average Control Delay 22.6 HCM Level of Service C HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 ' Intersection Capacity Utilization 76.6% ICU Level of Service D Analysis Period (min) 15 ' c Critical Lane Group ' Joseph 12/12/2006 Matthew J. Delich , P. E. as HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road . Short Bkgd PM Movement BL SBL Lane Configurations �� �� �� �� �� �►j �� Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Fit Permitted 0.44 1.00 1.00 0.43 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm). 1584 3539 1583 806 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 365 290 475 70 210 120 540 975 70 215 1105 305 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.88 0.88 0.88 Adj. Flow (vph) 429 341 559 82 247 141 587 1060 76 244 1256 347 RTOR Reduction (vph) 0 0 43 0 0 37 0 0 38 01 0 140 Lane Group Flow (vph) 429 341 516 82 247 104 587 1060 38 244 1256 207 Turn Type pm+pt pm+ov pm+pt pm+ov Prot Perm Prot Perm Protected Phases 7 4 5 3 8 1 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 22.2 16.2 36.0 18.2 14.2 25.6 19.8 48.4 48.4 11.4 40.0 40.0 Effective Green, g (s) 24.2 17.2 38.0 20.2 15.2 27.6 20.8 49.4 49.4 12.4 41.0 41.0 Actuated g/C Ratio 0.24 0.17 0.38 0.20 0.15 0.28 0.21 0.49 0.49 0.12 0.41 0.41 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 513 609 665 211 538 500 714 1748 782 426 1451 649 v/s Ratio Prot c0.06 0.10 c0.16 0.02 0.07 0.03 c0.17 0.30 0.07 c0.35 v/s Ratio Perm 0.14 0.16 0.06 0.04 0.02 0.13 v/c Ratio 0.84 0.56 0.78 0.39 0.46 0.21 0.82 0.61 0.05 0.57 0.87 0.32 Uniform Delay, d1: 34.9 37.9 27.2 33.4 38.7 27.8 37.8 18.3 13.1 41.3 27.0 20.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.11 1.22 2.95 1.00 1.00 1.00 Incremental Delay, d2 11.3 1.1 5.6 1.2 0.6 0.2 3.7 0.7 0.1 1.9 7.1 1.3 Delay (s) 46.2 39.1 32.9 34.6 39.3 28.0 45.8 23.0 38.7 43.2 34.1 21.3 Level of Service D D C C D C D C D D C C Approach Delay (s) 38.8 35.1 31.5 32.9 Approach LOS D D C C Intersection Summa HCM Average Control Delay 34.1 HCM Level of Service C HCM Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 75.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Delich , P. E. 12/12/2006 ' a4 1 HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Short Bkgd AM * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations, 11) tt r V tt r 1) - tt r 11 tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 .Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 ' Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95. 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 ' Flt Permitted 0.35 1.00 1.00 0.62 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1249 3539 1583 1146 . 3539 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 405 185 455 110 225 155 455 1100 35 100 980 295 ' Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 476 218 535 129 265 182 511 1236 39 112 1101 331 RTOR Reduction.(vph) 0 0 114 0 0 31 0 0 21 0 0 212 Lane Group Flow(vph) 476 218 421 129 265 151 511 1236 18 112 1101 :119 ' :Turn Type pm+pt pm+ov pm+pt pm+ov Prot Perm Prot Perm Protected Phases 7 4 5 3 8 1 5 2 1 6 Permitted Phases 4 4 8 8 2 6 ' Actuated Green, G (s) 31.2 16.6 34.4 23.2 12.6 20.0 17.8 45.4 45.4 7.4 35.0 35.0 Effective Green, g (s) 33.2 17.6 36.4 25.2 13.6 22.0 18.8 46.4 46.4 8.4 36.0 36.0 Actuated g/C Ratio 0.33 0.18 0.36 0.25 0.14 0.22 0.19 0.46 0.46 0.08 0.36 0.36 ' Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 755 623 640 361 ,- 481 412 645 1642 735 288 1274 570 v/s Ratio Prot c0.10 0.06 c0.12 0.04 . 0.07 0.03 c0.15 0.35 0.03 c0.31 ' v/s Ratio Perm 0.11 0.14 0.05 0.06 0.01 0.08 v/c Ratio 0.63 0.35 0.66 0.36 0.55 0.37 0.79 0.75 0.02 0.39 0.86 0.21 Uniform Delay, dl 26.2, 36.2 26.6 30.2 40.3 33.1 38.7 22.1 14.5 43.4 29.7 22.1 ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.97 1.41 2.92 1.00 1.00 1.00; Incremental Delay, d2 1.7 0.3 2.4 0.6 1.4 0.6 3.7 1.8 0.0 0.9' 8.0 0.8 Delay (s) 28.0 36.5 29.0 30.8 41.7 33.6 41.2 32.9 42:5 44.2 37.7 23.0 Level of Service C D C C D C D C D D D C ' Approach Delay (s) 29.9 36.7 35.5 35.0 Approach LOS C D D D Intersection Summary HCM Average Control Delay 34.2 HCM Level of Service C HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Joseph 12/12/2006 1 Matthew J. Delich , P. E. A3 APPENDIX C a;� Table 4-3 Fort Collins (City Limits) Motor Vehicle LOS Standards (Intersections) Land Use (from structure 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 NIA F* F" E (arterial/collector or local — any approach leq) Stop sign control N/A C C C (collector/local—any i I approach leg) mitigating measures required ` " considered normal in an urban environment a UNSIGNALIZED INTERSECTIONS SIGNALIZED INTERSECTIONS Level -of -Service Average Total Delay sec/veh A <10 B > 10 and < 20 C > 20 and _< 35 D > 35 and _< 55 E > 55 and _< 80 . F > 80 HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Recent PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t'F I IN Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 199 140 22 0 0 0 0 30 0 0 0 ' Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 234 165 26 0 0 0 0 35 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 ' pX, platoon unblocked vC, conflicting volume 0 399 368 368 199 204 451 0 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 0 399 368 368 199 204 451 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) ' tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 98 100 100 96 100 100 100 cM capacity (veh/h) 1622 1156 554 547 808 692 491 1084 ' Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 156 243 26 35 Volume Left 0 0 26 0 Volume Right 0 165 0 35 cSH 1700 1700 1156 808 Volume to Capacity 0.09 0.14 0.02 0.04 Queue Length 95th (ft) 0 0 2 3 Control Delay (s) 0.0 0.0 8.2 9.7 Lane LOS A A Approach Delay (s) 0.0 8.2 9.7 Approach LOS A Intersection Summary ' Average Delay 1.2 Intersection Capacity Utilization 20.0% ICU Level of Service A Analysis Period (min) 15 ' Joseph 12/5/2006 Matthew J. Delich , P. E. lg ' HCM Unsignalized Intersection Capacity Analysis 9: Drake Road & Illinois Drive Recent AM WBL WBT WBR NBL NBT NBR Lane Configurations ��► Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 208 55 11 0 0 0 0 10 0 0 0 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 245 65 13 0 0 0 0 12 0 0 0 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 972 pX, platoon unblocked vC, conflicting volume 0 309 303 303 155 160 335 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 309 303 303 155 160 335 0 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 99 100 100 99 100 100 100 cM capacity (veh/h) 1622 1248 622 602 863 773 578 1084 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 163 146 13 12 Volume Left 0 0 13 0 Volume Right 0 65 0 12 cSH 1700 1700 1248 863 Volume to Capacity 0.10 0.09 0.01 0.01 Queue Length 95th (ft) 0 0 1 1 Control Delay (s) 0.0 0.0 7.9 9.2 Lane LOS A A Approach Delay (s) 0.0 7.9 9.2 Approach LOS A Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 17.5% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 12/5/2006 ' 17 HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Recent PM * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations Vi T+ % 4 + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 1 107 3 0 113 1 13 5 3 2 2 5 ' Peak Hour Factor 0.85 0.85 0.85 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 1 126 4 0 130 1 15 6 4 2 2 6 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 131 129 267 261 128 265 262 130 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 131 129 267 261 128 265 262 130 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) ' tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 98 99 100 .100 100 99 cM capacity (veh/h) 1454 1456 679 643 922 680 642 919 . ' Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 1 129 0 131 25 11 Volume Left 1 0 0 0 15 2 Volume Right 0 4 0 1 4 6 cSH 1454 1700 1700 1700 696 783 Volume to Capacity 0.00 0.08 0.00 0.08 0.04 0.01 ' Queue Length 95th (ft) 0 0 0 0 3 1 Control Delay (s) 7.5 0.0 0.0 0.0 10.4 9.7 Lane LOS A B A Approach Delay (s) 0.1 0.0 10.4 9.7 1 Approach LOS B A Intersection Summary Average Delay 1.2 ' Intersection Capacity Utilization 16.0% ICU Level of Service A Analysis Period (min) 15 Joseph ' Matthew J..Del ich , P. E. 11/30/2006 /7 HCM Unsignalized Intersection Capacity Analysis 13: Custer Drive & Iowa Recent AM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T# $ 1 + + Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 2 130 6 4 161 3 5 5 4 0 9 2 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 2 153 7 5 189 4 6 6 5 0 11 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 193 160 368 364. 156 366 365 191 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 193 160 368 364 156 366 365 191 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 99 99 99 100 98 100 cM capacity (veh/h) 1380 1419 576 561 889 580 560 850 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 2 160 5 193 16 13 Volume Left 2 0 5 0 6 0' Volume Right 0 7 0 4 5 2 cSH 1380 1700 1419 1700 634 597 Volume to Capacity 0.00 0.09 0.00 0.11 0.03 0.02 Queue Length 95th,(ft) 0 0 0 0 2 2 Control Delay (s) 7.6 0.0 7.5 0.0 10.8 11.2 Lane LOS A A B B Approach Delay (s) 0.1 0.2 10.8 11.2 Approach LOS B B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 20.5% ICU Level of Service A Analysis Period (min) 15 Joseph 11 /30/2006 Matthew J. Delich , P. E. 16 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Recent PM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations t f, 4 41� Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 178 97 11 1 117 13 42 8 1 13 5 98 ' Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 198 108 12 1 138 15 49 9 1 15 6 115 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 ' pX, platoon unblocked vC, conflicting volume 153 120 768 665 114 657 663 145 vC1, stage 1 conf vol vC2, stage 2 conf vol t vCu, unblocked vol 153 120 768 665 114 657 663 145 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) ' tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 86 100 80 97 100 95 98 87 cM capacity (veh/h) 1428 1468 245 328 939 330 328 902 ' Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 198 120 1 153 60 136 Volume Left 198 0 1 0 49 15 ' Volume Right 0 12 0 15 1 115 cSH 1428 1700 1468 1700 259 711 Volume to Capacity 0.14 0.07 0.00 0.09 0.23 0.19 Queue Length 95th (ft) 12 0 0 0 22 18 Control Delay (s) 7.9 0.0 7.5 0.0 23.0 11.3 Lane LOS A A C B Approach Delay (s) 4.9 0.1 23.0 11.3 ' Approach LOS C 8 Intersection Summary ' Average Delay 6.7 Intersection Capacity Utilization 36.3% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 11/30/2006 15 HCM Unsignalized Intersection Capacity Analysis 10: Custer Drive & Illinois Drive Recent AM EBL EBT EBR WBL WBT WBR NBL NBT N SBT SBR Lane Configurations % ►j i+ 4 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 85 129 35 0 154 14 38 3 2 7 8 31 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 100 152 41 0 181 16 45 4 2 8 9 36 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 974 pX, platoon unblocked vC, conflicting volume 198 193 595 570 172 .545 582 189 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 198 193 595 570 172 545 582 189 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) IF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 93 100 88 99 100 98 98 96 cM capacity (veh/h) 1375 1380 369 400 871 420 394 852 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 100 193 0 198 51 54 Volume Left 100 0 0 0 45 8 Volume Right 0 41 0 16 2 36 cSH 1375 1700 1700 1700 382 627 Volume to Capacity 0.07 0.11 0.00 0.12 0.13 0.09 Queue Length 95th (ft) 6 0 0 0 11 7 Control Delay (s) 7.8 0.0 0.0 0.0 15.9. 11.3 Lane LOS A C B Approach Delay (s) 2.7 0.0 15.9 11.3 Approach LOS C B Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 32.7% ICU Level of Service A Analysis Period (min) 15 Joseph Matthew J. Delich , P. E. 11 /30/2006 , 14 HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road Recent PM EBT EBR R NBL NBT NBR SBL SBT SBR Lane Configurations 4 r I f r tt r 1 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Fit Protected 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1825 1583 1770 1863 1583 1770 3539 1583 1770 3537 Fit Permitted 0.94 1.00 0.75 .1.00 1.00 0.11 1.00 1.00 0.17 1.00 Satd. Flow (perm) 1751 1583 1397 1863 1583 201 3539 1583 314 3537 Volume (vph) 4 6 16 242 15 70 18 998 146 134 1269 6 Peak -hour factor, PHF 0.85 0.85 0.85 0.87 0.87 0.87 0.94 0.94 0.94 0.85 0.85 0.85 Adj. Flow (vph) 5 7 19 278 17 80 19 1062 155 158 1493 7 RTOR Reduction (vph) 0 0 14 0 0 60 0 0 73 0 0 0 Lane Group Flow (vph) 0 12 5 278 17 20 19 1062 82 158 1500 0' Turn Type Perm Perm Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 22.0 22.0 22.0 22.0 22.0 50.5 48.7 48.7 62.3 55.5 Effective Green, g (s) 23.0 23.0 23.0 23.0 23.0 52.5 49.7 49.7 63.3 56.5 Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.24 0.56 0.53 0.53 0.67 0.60 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 427 386 341 .454 386 158 1865 834 359 2119 v/s Ratio Prot 0.01 0.00 0.30 c0.04 c0.42 v/s Ratio Perm 0.01 0.00 c0.20 0.01 0.06 0.05 0.25 v/c Ratio 0.03 0.01 0.82 0.04 0.05 0.12 0.57 0.10 0.44 0.71 Uniform Delay, d1 27.1 27.0 33.6 27.2 27.3 11.3 15.1 11.1 8.7 13.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.0 13.9 0.0 0.1 0.3 1.3 0.2 0.9 2.0 Delay (s) 27.2 27.0 47.5 27.2 27.3 11.7 16.3 11.4 9.6 15.2 Level of Service C C D C C B B B A B Approach Delay (s) 27.1 42.3 15.6 14.6 Approach LOS C . D B B Intersection Summa HCM Average Control Delay .18.3 HCM Level of Service B HCM Volume to Capacity ratio 0.74. Actuated Cycle Length (s) 94.3 Sum of lost time (s) 12.0 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Del ich , P. E. 12/12/2006 0 HCM Signalized Intersection Capacity Analysis 6: Custer Drive & Timberline Road ' Recent AM -A --* -�v Ir .- k 4\ 1 I' j d Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 F t r ►f tt r" Vi 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Fri ` 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.97 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1805 1583 1770 1863 1583 1770 3539 1583 1770 3537 Flt Permitted 0.89 1.00 0.75 1.00 1.00 0.15 1.00 1.00 0.11 1.00 Satd. Flow (perm) 1667 1583 1398 1863 1583 279 3539 1583 . 203 3537 Volume (vph) 6 3 11 191 1 102 7 1263 142 134 1269 6 Peak-hourfactor,'PHF 0.85 0.85 0.85 0.93 0.93 0.93 0.85 0.85 0.85 0.98 0.98 0.98 Adj. Flow (vph) 7 4 13 205 1 110 8 1486 167 137 1295 6 RTOR Reduction (vph) 0 0 10 0 0 86 0 0 82 0 0 0 Lane Group Flow (vph) 0 11 3 205 1 24 8 1486 85 137 1301 0 Turn Type Perm Perm . Perm Perm pm+pt Perm pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 Actuated Green, G (s) 13.3 13.3 13.3 13.3 13.3 33.0 32.0 32.0 40.4 35.7 Effective Green, g (s) 14.3 14.3 14.3 14.3 14.3 35.0 33.0 33.0 42.4 36.7 Actuated g/C Ratio 0.22 0.22 0.22 . 0.22 0.22 0.54 0.51 0.51 0.65 0.56 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 367 348 308 410 348 196 1797 804 270 1997 v/s Ratio Prot 0.00 0.00 c0.42 c0.04 0.37 v/s Ratio Perm 0.01 0.00 c0.15 0.02 0.02 0.05 0.29 v/c Ratio 0.03 0.01 0.67 0.00 0.07 0.04 0.83 0.11 0.51 0.65 Uniform Delay, d1 19.9 19.8 23.2 19.8 20.1 7.7 13.6 8.3 10.1 9.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.0 5.3 0.0 0.1 0.1 4.5 0.3 1.5 1.7 Delay (s) 19.9 19.8 28.5 19.8 20.2 7.8 18.1 8.6 11.6 11.4 Level of Service B B C B C A B A B B Approach Delay (s) 19.9 25.6 17.1 11.4 Approach LOS B C B B Intersection Summa HCM Average Control Delay 15.5 HCM Level of Service B HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 65.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 69.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Delich , P. E. 12/11/2006 ' /x ' HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Recent PM --.%--* fe'- k-4N f ti 4 41 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt 0 . �� tt r Vi tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 4:0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ." 4.0 4.0 Lane Util. Factor 0.97, 0.95 1.00 1.00 0.95 , 0.97 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3369 3433 3539 1583 1770 3539 1583 Flt Permitted 0.42 1.00 1.00 0.61 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Said. Flow (perm) 1503 3539 1583 1138 3369 3433 3539 1583 1770 3539 1583 Volume (vph) 129 192. 390 .' 26 158 75 492 718 8 139 993 279 Peak -hour factor, PHF 0.85 .0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.88 0.88 0.88 Adj. Flow (vph) 152 226 459 31 186 88 535 780 9 158 1128 317 RTOR Reduction (vph) 0 0 303 0 59 0 0 0 5 0 0 175 Lane Group Flow (vph) 152 226 156' 31 215 0 535 780 4 158 1128 142 Turn Type pm+pt Perm pm+pt Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 22.4 17.4 17.4 18.4 15.4 18.8 46.7 46.7 12.9 40.8 40.8 Effective Green, g (s) 24.4 18.4 18.4 20.4 16.4 19.8 47.7 47.7 13.9 41.8 41.8 Actuated g/C Ratio 0.24 0.18 0.18 0.20 0.16 0.20 0.48 0.48 0.14 0.42 0.42 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 483 651 291 257 553 680 1688 755 246 1479 662 v/s Ratio Prot c0.02 0.06 0.00 0.06 c0.16 0.22 0.09 c0.32 v/s Ratio Perm 0.06 . c0.10 .0.02 . 0.00.. 0.09 v/c Ratio 0.31 0.35 0.54 0.12 0.39 0.79 0.46 0.01 0.64 0.76 0.22 Uniform Delay, d1 30.1 35.6 36.9 32.2 37.3 38.1 17.5 13.7 40.7 24.9 18.6 Progression Factor 1-.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.3 1.9 0.2 0.5 6.0 0.9 0.0 5.6 3.8 0.7 Delay (s) 30.4 35.9 38.8 32.5 37.8 44.1 18.5 13.7 46.3 28.6 19.4 Level of Service C D D C D D B B D C B Approach Delay (s) 36.5 37.2 28.8 28.5 Approach LOS D D C C Intersection Summary ricna Average controi ueiay 3U.9 HUM Level of Service C HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 65.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Joseph Matthew J. Delich , P. E. 12/12/2006 /l HCM Signalized Intersection Capacity Analysis 3: Drake Road & Timberline Road Recent AM Movement WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r 0 tt r I tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 0.97 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 3277 3433 3539 1583 1770 3539 1583 Flt Permitted 0.29 1.00 1.00 0.63 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1045 3539 1583 1176 3277 3433 3539 1583 1770 3539 1583 Volume (vph) 271 162 421 17 141 138 405 972 16 85 598 166 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 319 191 495 20 166 162 455 1092 18 96 672 187 RTOR Reduction (vph) 0 0 330 0 138 0 0 0 10 0 0 119 Lane Group Flow (vph) 319 191 165 20 190 0 455 1092 8 96 672 68 Turn Type pm+pt Perm pm+pt Prot Perm I Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 31.9 24.9 24.9 15.9 13.9 17.7 44.6 44.6 8.5 35.4 35.4 Effective Green, g (s) 32.9 25.9 25.9 17.9 14.9 18.7 45.6 45.6 9.5 36.4 36.4 Actuated g/C Ratio 0.33 0.26 0.26 0.18 0.15 0.19 0.46 0.46 0.10 0.36 0.36 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 678 917 410 228 488 642 1614 722 168 1288 576 v/s Ratio Prot c0.07 0.05 0.00 0.06 c0.13 c0.31 0.05 0.19 v/s Ratio Perm c0.09 0.10 0.01 0.01 0.04 v/c Ratio 0.47 0.21 0.40 0.09 0.39 0.71 .0.68 0.01 0.57 0.52 0.12 Uniform Delay, d1 25.3 29.0 30:7 34.1 38.4 38.1 21.4 14.9 43.3 25.0 21.1 Progression. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.1 0.7 0.2 0.5 3.6 2.3 0.0 4.6 1.5 0.4 Delay (s) 25.8 29.1 31.3 34.3 39.0 41.7 23.7 14.9 47.9 26.5 21.6 Level of Service C C C C D D C B D C C Approach Delay (s) 29.2 38.7 28.8 27.7 Approach LOS . C D C C Intersection Summa HCM Average Control Delay 29.5 HCM Level of Service C HCM Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 61.0% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Joseph 12/11/2006 , Matthew J. Del ich , P. E. /0 APPENDIX B I R = right tum S = straight I =IAftfilm DELICH ASSOCIATES 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 11.14-06 Observer: Greg Day: Tuesday Jurisdiction: Fort Collins IIntersection: Custernowa Time Northbound: Iowa Southbound: Iowa Total Eastbound: Custer Westbound: Custer Total Total L S R Total L S R Total I L T—S7 — R Total L S R Total Begins north/south easttwest All 7:15 3 0 1 0 2 0 2 6 1 1 6 1 2 0 18 0 27 7:30 2 2 0 0 3 0 7 1 10 2 1 20 142, 35 7:45 1 1 0 0 2 0 4 1 17 2 0 -0 222 44 8:00 0 1 1 Z 0 37 5 0 26 2 1 2 27 0 57 az.F 8:15 0 2 2 0 1 1 1 6 0 53 2 1 62 1 119 8:30 4 1 1 n. 0 3 1 1 io �1 31 0 83 7:4M:45 14 11 25 77" 135 168 303 PHF 1 0.58 0.69 0.61 0.66 4:15 2 1 0 0 2 1 6 0 29 2 0 1 29 1 1 3Q V 61 4:30 6 2 1 1 0 3 4- 13 0 30 0 0 31 0 1 61 4:45 3 1 1 1 0 1 2 -N 7 1 20 0 0 23 0 "6 44 5:00 2 1 1 0 0 0 4 0 27 1 0 30 0 58 01� "10, ,9-,v - 5:15 8 0 2 ..... 0 1 1 -5. 12 0 26 0 0 17 0 43 4Z'r 5:30 0 1 0 0 2 0 2 4 1 0 130 1 0 0 24 55 4:15-515 21 17 9 30 JAA V- I'M "'l I 110 ['-K I 1 114 1 224 254 PHF 0-58 1 0.56 0.89 1 0.92 1 � f1• fi• � � � � � f1• ii• � � � � . � � � f1• � MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: 970 669.2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 11.%06 Observer: Andy Day: Tuesday Jurisdiction: City Fort Collins R=right turn Intersection: Custer/Illinois S = straight I =1afthlrn N Time Begins Northbound: Illinois Southbound: Illonois Total northisouth Eastbound: Custer Westbound: Custer Total easftest Total All L S R Total L S R Total L S R Total L S R Total 7:15 5 0 0 1 1 4 6 11 4 F11 t{I�'11 0 21 0 111011131111 111�111111 42 7:30 5 0 0 1 2 7 ll�a1511110d 111 1"11 15 16 12 5 M'" ijjilifIj j 0 21 1 1=211111011111 55 7:45 9 0 1 1 } } r� { 1 2 1 0111 14 22 18 3� 8:00 3 0 1 1 2 9 �� f1� 11 1 t' 16 24 26 8 1111111 1 . f' fi1fi;11 0 23 4 k .1 �1 ��1111 85 8:15 11 2 0 i ''I 2 8:30 15 ''�l1i1��111�111i��11���i�dl�Ulll�i�1 V 001ilii�lll � 11= � �� ��II��� �0©0�1 I!� II�DO® I �mm© �®©III - �1�Iwllll1Qlt; II In 11 ®O�III�II�IQI�Ir' II Ie©0® 0� �0®� � Om0 :11 Ql�l�llll�llllle:II�IIIIilllil �©�� 19 '=IfiEu�©©® 9 ° �m®©LI€ill •! i �®� Iq�l:lfi � F:9iililYlli �i4i1114111efleBh 3ei13J 50M MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: 970 669.2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 10-31-06 Observer: City Of Fort Collins Day: Tuesday Jurisdiction: City of Fort Collins R = right turn F- Intersection: Timberline/Custer S = straight 1 = Inff fi,rn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Custer Westbound: Custer Total Total L S R Total L S R Total L S R Total L S R Total Begins northlsouth easftest All 7:30 3 424 24 I �[fld6 [qIrutr, Arw r 12 243 1 ,,�Ft, 256, � �: I��I 707 1 0 5 }6C�I�dlllj Iir }} 47 0 23 76{}1flI 7:45 3 356 26 dIth5� NiN tli 16 244 0 +'� i , . 6tlij � 645 2 1 0 [i l } il IIIII[[{{ lilll 52 1 27 �� lltt'Ihut rl}�li , . }; t 83 f } 8:00 0 271 38 I Ir l l I { 37 218 0 mil t' E 5 fj }f�ttC 564 3 1 5 i' 45 0 24 �' 78 287 }(,,r4I Ihr, 42 205 0� I� 592 0 1 1,f#N}1t 47 0 34 IN [�1 83 fl}Il 1 I',, I� 7:30.8:30 IAI. lr{N 1490 {�, trQ rptW ?x t�1' I'�}{Npµ+'t R!!II #: 1018 2508 N 3 Rll " i�' NI1 f +xi I }1 l�,itl �a 20 TO l' p 1 III Ifl �4� l 300 1 320 t 111 PHF 0.83 0.98 0.56 0.93 4:30 6 245 37 M11IiIt(� 288 0, 1; 28 295 2 325 H j$ 613 0 3 4 } #��� It Il� � 72 3 20 # 102 4:45 11 279 36 I }p Isrrrl� III IIf II(((I fill {#} CH 28 366 1 Si Inr�zNr��ykk�}} q,1 95ilik{ , fi 11 r 721 4 1 1I t j ff� 51 4 21 82 I } 5:00 1 274 36 }I { NIll'1{IIII'II 32 k{��659 315 1 .'.« 1t`{}�r3,N I1141 0 1 4 5 16 j} C 94 0 258 38 I(�,r., 2��46 427 3 - tirNY , 450 R I,5:15 11 772 0 1 7 w 3 17 � �} 79 i` II Lp II Iu,rlt tt{l N 1224:30.5:30 " rnlur I'III},Iir : 154 2765 r 26 uf�h�o- II 331357f N , PHI 0.90.81 -ji 0.81 0.17d Lli MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: 970 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 11-2-06 Observer: City Of Fort Collins Day: Thursday Jurisdiction: City of Fort Collins R = right tum Intersection: Timberline/Drake S = straight I = laff h irn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Drake Westbound: Drake Total Total L S R Total L S R Total L S R Total L I S I R Total Begins northlsouth eastlwest All 124 265 5 Itr,rli if 147 37 ,�l�f{1 21Ii 111 07:30 CIl 595 75 33 128 I2 4 32 33 (t(17 Ili p JI 305 { II ff 7:45 99 267. 5 lip�� 11 j I��j���621 96 54 117 f I 28 �rrnill$�jj {{ '1 5 44 56 j� ljjj�jl 372{�� ,I � ,,]'j18:00 92 229 2 (, � � "78 ����I���551 48 34 88 �lit ����� ll11 4 29 26 �i�l� 229 8:15 92 217 4 t 1�1�1 ���211#V 3 526 52 41 118 � �214 6 36 23 1� i � 276fl »il +�� 1 �85 7:30.8:30 I yn ' I L , „ 111 1 1401 ilLinril, f ,� �t[ h � 1'i 892 2293 III 884 ry II�1� r leu{sratlr {��1 �13 298 1182 PHI 0.89 0.89 0.83 0.71 4:30 125 175 3 fi iifr {3 I f;{ 26 217 49 1111���9 �j¢ {x! 595 32 50F82 li 171�1{jj Ilfl 9 28 12 11#I{{{(�{If9 l t f lilt 220 # { t 4:45 115 169 D {{`# I ai 1 Iisll III 30 202 73 k �f I ( I'I'If� �' Iii Ili( 589 30 44 f�I III#;ltiilfllll�li�ll r:ui{�,,}lluil{ff 2 38 22 I I�IIIIgZlll IY �' 241 5:00 126 194 2t%°t �� 31 275 73 �i��ufll,il�lu�f� 701 33 35 I` 11 39 20 IIhld220i 3 + -'jiitlilil j174�Ii11��Ilil52 p�1t{{I 272 84 ����j{4fp81 �� 1Ntr y159 ] 682 34 63 ��0!fli'MI 4 53 21 f ��178:f{lf 278 i!ik i�1'1 , ,<Il 4:30.5:30 . 1 11 II'I II (1 II' ( I �I 11 ( 1183 Il illk la 0�If 11 r3#t (6�'f9�1 IBI�Tfl�i i11 II ", it ii 1384 2567I ' ii p II 1 700 iI11Jqf 2�' I �!1 N'ifir �pi� 56 #i i ��i�f{I 3'{I+f `.. 259 959 11 t p PHF 0.92 0.85 0.88 1 0.83 oovaoioD 'sNmi 9 I II I I NVIV�d 3ilSIIS 0: on a ;�o oW�d� N]001�1 1b �dl1NIO ]Hi U °a W � Q 0 J � m0iiiiiiiiii i ■����'■ ■'■II =I� allir �: I lmjjr— llim O.�s.r. MINA � I I r i flt e iLL1lIl ao'e¢ ---------- ---------I I I I I R 8 i I --1— .. --- -- - I 3AIdo SIONIIII --- F ------------------------------------- � I t r if TABLE Trip Generation 4`AMPeak "Hour - 4 Rati 'T'*'' UV Rates,. O�ftl ,Rate 710 General Office 55.8 KSF 11.01 615 1.36 76 0.19 11 0.25 14 1.24 69 814 Specialty Retail 32.5 KSF 44.32 1440 0.38 12 0.30 T127 10 1.19 39 1.52 49 934 Fast -Fast Restaurant 6.05 KSF 395.8 2395 26.3 159 4247 17.5 106 13.3 81 12.8 78 Total "50 IIA 40 3 Chapter 4 — Attachments Attachment A Transportation Impact Study Base Assumptions Project Information Project Name Rigden Tract P Project Location Northeast Quadrant of Illinois Drive/Custer Drive TIS Assumptions Type of Study Full: Yes Intermediate: no Study Area Boundaries North: Drake Road South: Custer Drive East:IowaAvenue West: Timberline Road Study Years Short Range:2010 Long Range: 2025 Future Traffic Growth Rate NFRRTP/other iludies Study Intersections 1. Timberline/Custer 5. Timberline/Drake 2.Drake/Illinois 3.Custer/Illinois 4. 8. Time Period for Study AM: 7:00-9:00 1 PM: 4:00-6:00 Sat Noon: Trip Generation Rates Per ITE Attached Trip Adjustment Factors Passby: Per Trip Gen Handb ok Market: N/A Overall Trip Distribution SEE ATTACHED SKETCH Mode Split Assumptions N/A Committed Roadway Improvements None Known Other Traffic Studies Johnson Farm (Sidehill), FC Police, Commercial Park near FC Police, various Ridgen Farm Areas Requiring Special Study Date: October 30, 2006 Traffic Engineer: Delich Associates Local Entity Engineer: Larimer County Urban Area Street Standards — Repealed and Reenacted October 1, 2002 Page 4-35 Adopted by Larimer County, City of Loveland, City of Fort Collins 0 APPENDIX A I IV. CONCLUSIONS ' This study assessed the impacts of the Center at Rigden Farm on the short range (2009) and long range (2025) street system in the vicinity of the proposed development. As a result of this analysis, the ' following is concluded: The development of the Center at Rigden Farm is feasible from a traffic engineering standpoint. At full development, the Center ' at Rigden Farm will generate approximately 4450 daily trip ends, 374 morning peak hour trip ends, and 330 afternoon peak hour trip ends. ' - Current operation at the key intersections is acceptable with existing control and geometry. 1 - In the short range (2009) future, given development of the Center at Rigden Farm and an increase in background traffic, the key intersections are shown to operate acceptably, except for the northbound approach at the Custer/Illinois intersection. The short range geometry is shown in Figure 11. ' - In the long range (2025) future, given development of the Center at Rigden Farm and an increase in background traffic, the key intersections are shown to operate acceptably, except for the ' northbound approach at the Custer/Illinois intersection. The long range geometry is shown in Figure 11. - Bicycle and transit level of service will be acceptable. Acceptable level of service for all pedestrian factors cannot be achieved. 27 ' SHORT AND LONG RANGE GEOMETRY Figure 11 1 26 Geometry Figure 11 shows a schematic of the short range (2009) and long range (2025) geometry. In the short range future, it is assumed that there will be southbound dual left -turn lanes and a westbound right -turn lane at the Timberline/Drake intersection. There is provision for dual southbound left -turn lanes on Timberline Road. While Timberline Road is designated as a six -lane arterial, the 2025 forecasts indicate that four through lanes would be sufficient. If the City desired to have a six - lane cross section, it would likely be a City funded capital improvement. Pedestrian Level of Service Appendix G shows a map of the area that is within 1320 feet of the Center at Rigden Farm. There will be four pedestrian destinations within 1320 feet of the Center at Rigden Farm. These are: 1) the residential area to the north of the site, 2) the residential area and school to the east of the site, 3) the residential area and church to the south of the site, and 9) the residential and commercial area to the west of the site. This site is in an area type termed "activity corridor." Acceptable pedestrian level of service cannot be achieved for all pedestrian factors. The Pedestrian LOS Worksheet is provided in Appendix G. The minimum level of service for "activity corridor" is B for all categories. Bicycle Level of Service Based upon Fort Collins bicycle destination within 1320 is the King Sooper Commercial achieve bicycle level of service city-wide minimum. Transit Level of Service bicycle LOS criteria, there is one feet of the Center at Rigden Farm. It Center to the west. This site will B connectivity which exceeds the base The Fort Collins Transit System Map (future) shows that Timberline Road will be a high frequency transit corridor with 20 minute service. The future transit level of service will be at B. 25 Continued from previous page TABLE 6 Long Range (2025) Total Peak Hour Operation Intersection Movement Level of ServiceAM PM Custer/Illinois (stop sign) EB LT AA AA WB LT A (A) A (A) NB LT/T/RT E (C) F(D) SIB LT/T/RT B (B) C (B) Custer/Iowa (stop sign) EB LT A A WB LT A A NB LT/T/RT B B SIB LT/T/RT B B Illinois/Site Access (stop sign) WB LT/RT B B SB LT/T A A Iowa/Site Access (stop sign) EB LT/T/RT A A WB LT/T/RT A A NB LT/T/RT A A SIB LT/T/RT A A Drake/Illinois (stop sign) WB LT A A NB RT B B (-) LOS with critical gap adjustment 24 TABLE 6 Long Range (2025) Total Peak Hour Operation Intersection Movement Level of Service AM PM Timberline/Drake (signal) EB LT D D EB T D D EB RT D D EB APPROACH D D WB LT D C WB T D D WB RT C C WB APPROACH D D NB LT C D NB T C C NB RT D D NB APPROACH C D SB LT D D SB T D D SB RT C C SB APPROACH D D OVERALL D D Timberline/Custer (signal) EB LT/T C C EB RT C C EB APPROACH C C WB LT D D WB T C C WB RT C C WB APPROACH D D NS LT B C NB T C D NB RT B B NB APPROACH C D SB LT D D SB T/RT B C SB APPROACH C C OVERALL C D .,Cjnunuuu on next page 23 Continued from previous paqe TABLE 5 Short Range (2009) Total Peak Hour Operation Intersection Movement Level of Service AM PM Custer/Illinois (stop sign) EB LT A (A) A A) WB LT A (A) A (A) NB LT/T/RT E (D) F (E) SB LT/T/RT C (B) B (B) Custer/Iowa (stop sign) EB LT A A WB LT A A NB LT/T/RT B B SB LTrr/RT B B Illinois/Site Access (stop sign) WB LT/RT B A SB LTlr A A Iowa/Site Access (stop sign) EB LT/T/RT A A WB LT/T/RT A A NB LT/T/RT A A SB LT/T/RT A A Drake/Illinois (stop sign) WB LT A A NB RT A B (-) LOS with critical gap adjustment 22 TABLE 5 Short Range (2009) Total Peak Hour Operation Intersection Movement Level of Service AM PM Timbertine/Drake (signal) EB LT C D EB T D D EB RT C C EB APPROACH C D WB LT C C WB T D D WB RT C C WB APPROACH D D NB LT D D NB T D C NB RT D D NB APPROACH D C SB LT D D SB T D D SB RT C C SB APPROACH D D OVERALL D D Timberline/Custer (signal) EB LT/T C C EB RT C C EB APPROACH C C WB LT D D WB T C C WB RT C C WB APPROACH D D NB LT B C NB T C D NB RT B B NB APPROACH C D SB LT D D SB T/RT B D SB APPROACH B D OVERALL C D 1,onunuea on next page 21 TABLE 4 Long Range (2026) Background Peak Hour Operation Intersection Movement Level of Service AM PM Timberline/Drake (signal) EB LT D D EB T D D EB RT D D EB APPROACH D D WB LT C C WB T D D WB RT C C WB APPROACH D D NB LT C D NB T C C NB RT D C NB APPROACH C C SB LT D D SB T C D SB RT C C SB APPROACH C D OVERALL D D Timberline/Custer (signal) EB LT/ T C C EB RT C C EB APPROACH C C WB LT D D WB T C C WB RT C C WB APPROACH D D NB LT B B NB T C D NB RT B B NB APPROACH C D SB LT C C SB T/RT B C SB APPROACH B C OVERALL C C Custer/Illinois (stop sign) EB LT AA AA WB LT A (A) A (A) NB LTIT/RT C B D C SB LTfr/RT B (B) B (B) Custer/Iowa (stop sign) EB LT A A WB LT A A NB LTfT/RT B B SB LTfr/RT B B Drake/Illinois (stop sign) WB LT A A NB RT A B (-) LOS with critical gap adjustment 20 ' adjustment to the critical gap better reflects the observed delay. With this adjustment (0.80), the minor street movements will operate acceptably. This is also reflected in Table 3. Using the traffic volumes shown in Figure 7, the key intersections ' operate in the long range (2025) background traffic condition as indicated in Table 4. Calculation forms for these analyses are provided in Appendix D. All the key intersections will operate acceptably, ' except for the northbound approach at the Custer/Illinois intersection. The Custer/Illinois intersection has a northbound approach level of service D, during the afternoon peak hour. With the critical gap adjustment mentioned earlier, the minor street movements will operate acceptably. This is also reflected in Table 4. Using the traffic volumes shown in Figure 9, the key intersections operate in the short range (2009) total traffic condition as indicated in Table 5. Calculation forms for these analyses are provided in Appendix E. All the key intersections will operate acceptably, except for the northbound approach at the Custer/Illinois intersection. The Custer/Illinois intersection has a northbound approach level of service E and F during the morning and afternoon peak hours, respectively. With the critical gap adjustment mentioned earlier, the northbound approach level of service is D and E during the morning and afternoon peak hours, respectively. This is also reflected in Table 5. Using the traffic volumes shown in Figure 10, the key intersections operate in the long range (2025) total traffic condition as indicated in Table 6. Calculation forms for these analyses are ' provided in Appendix F. All the key intersections will operate acceptably, except for the northbound approach at the Custer/Illinois intersection. The Custer/Illinois intersection has a northbound ' approach level of service E and F during the morning and afternoon peak hours, respectively. With the critical gap adjustment mentioned earlier, the northbound approach level of service is C and D during the morning and afternoon peak hours, respectively. This is also reflected ' in Table 5. Roundabout Analysis A resolution of the Fort Collins City Council requires a roundabout analysis at arterial/arterial and arterial/collector intersections. However, since the Timberline/Drake and Timberline/Custer intersections are relatively new signalized ' intersections it is unlikely that they will be reconstructed as roundabouts. Therefore, the Timberline/Drake and Timberline/Custer intersections were not analyzed as roundabouts. I 1 19 TABLE 3 Short Range (2009) Background Peak Hour Operation Intersection Movement Level of Service AM PM Timberline/Drake (signal) EB LT C D EB T D D EB RT C C EB APPROACH C D WB LT C C WB T D D WB RT C C WB APPROACH D D NB LT D D NB T C C NB RT D D NB APPROACH D C SB LT D D SB T D C SB RT C C SB APPROACH D C OVERALL C C Timberline/Custer (signal) EB LT/T C C EB RT C C EB APPROACH C C WB LT D D WB T C C WB RT C C WB APPROACH D D NB LT A B NB-T- C C NB RT B B NB APPROACH C C SB LT C C SB T/RT B C SB APPROACH B C OVERALL C C Custer/Illinois (stop sign) EB LT AA AA WB LT A (A) A (A) NB LTIT/RT C C D C SB LTfr/RT B (B) B (B) Custer/Iowa (stop sign) EB LT A A WB LT A A NB LT/T/RT B B SB LT/T/RT B B Drake/Illinois (stop sign) WB LT A A NB RT A B (-) LU5 with critical gap adjustment 18 c O N O LO CD coo , N v cLo o Drake f N 210/175 290/275 i-- 150/110 30/40 475/400 T 335/505 - Drake 265/355 —+► o 0 0 160/250 o 560/615 cD °r° I tn O ((DD N Lo O (O Lo M to ca c LO N 5/5 30 + 55/85 o 1 o Lo 5/5 M `o - NOM /—5/5 to v ` 1 N0cv) co15/25 NOM - t o (n 40/60 � o L (D U) rl- r- N N 0 IT200l175 rn o o 20/20 o o 0 0 15/10 Lo l N -F- 10/25 260/340 ,N OD `- '- - 260/215 NOM 'IT 0 + �- 2351160 5/5 Custer / 1 ,J 5/5 ( 180/250 I ( 60/35 Custer 20/15 - Lo h o 240/190 - o O 190/170 - Lo L 10/15 , coo (��v Lo 40/10 Lo , Z 5/5 , '�' Lo O N LONG RANGE (2025) TOTAL PEAK HOUR TRAFFIC Figure 10 17 0 L V O ` CM 0) O co CV Drake f 165/135 �- 235/225 i- 110/70 /- 25/40 405/365 --)� 1 f r 2951430 -� 230/315 O O Lo 1251225 o 485/490 u°0i o 0,Lo CC)o � V N M to to "' `14 1-5/5 55/85 0 E to Lo M v 04 N co Lo o v uo O 185/160 v ao t° `l- 10/25 /J Custer 1 2501330 5/5 -f "1 f r 20/15 - - U') O Lo 10l15 � to N �) N I-- N AT Drake Lo °O ,N 20/20 235/190 NOM 180/250 --)t 1 f r 210/145 - I I 40/10 , , , Z SHORT RANGE (2009) TOTAL PEAK HOUR TRAFFIC 16 3 Lo O O o Lo� 5/5 " Lo _ NOM 5/5 15/25 --)I� 1 t r NOM Lo O Lo 40/60 o co O O 0 0 0_ 60/35 160/125 5/5 N 15/10 210/135 ./-- 5/5 I/ r Custer LO 0 Lo u� in Lo Figure 9 tf)OD N c) 10/15 Drake � �l 11/17 44/24 30/16 N � r� N N N N C 1. a 49176 Lo -� 6/10 Custer 32/49 12l7 —�- N co I--w-- 21 /32 1—1015 31/17 — �/ Drake 47/25 Lo f 10/5 15/8 5/8 � r 31/17 c� OD N 18/10 34/18 ) r Lo 00 M CA N N z N 2/3 54/84Log co lZ c0 co O v z 00 17/26 1 39/61 v i c(o z 04 Lo N v 4/2 (c V 8/5 35/54 -+- 4/2 79/43 --y 53/29 —� 53/29 - 2/3 - - 4. N Custer SITE GENERATED PEAK HOUR TRAFFIC Figure 8 15 0 O N O L,(0 N 2001160 280/260 Drake r 1 150/110 475/400 1 f r 220/330 —� I I 530/600 --,4 CD N r- m o to CD N U LO ti r� LO 150/100 Jl --w-- 5/15 Custer / 1 /(— 230/290 515 1 f 5/5 — LO to U) 10/15 L5 m 0 0 rn cD 20/35 305/485 Drake 110/225 LO LO N 'o c 100/205 —� 185/160 —�- 40/10 15/15 �— 225/160 NOM 0 0 2 ,n Ln O v z LONG RANGE (2025) BACKGROUND PEAK HOUR TRAFFIC N —■— AM/PM Rounded to Nearest 5 Vehicles m 3 0 LO o 5/5 �— LO LO 2301155 1 � � 5/5 5/5 �/ ) f r Custer 1851165 - — LO LO Q 5/5 LO Figure 7 14 LO LO o to O r r CV) 04 0 oo `N 03 r 155/120 �- 225/210 110n0 Drake 1 405/365 1 185/290 455/475 o LOo 53 , U) LO o CO � r r LO co v 0 LO o ' - iA 135/85 5/15 220/280 Custer 1 5/5 5/5 LO o 0 10/15 to n to LO I� r v r /- 15/30 240/375 80/200 M 0 r 100/205 -� 1551115 40/10 Drake 15/15 �- 200/135 NOM SHORT RANGE (2009) BACKGROUND PEAK HOUR TRAFFIC N -a AM/PM Rounded to Nearest 5 Vehicles m 3 0 Q a L 5/5 `n `A �- 205/130 f + /-5/5 5/5 -j 1 t r 155/120 - I I I LO LO LO 5/5 Figure 6 13 Background Traffic Projections Figures 6 and 7 show the respective short range (2009) and long range (2025) background traffic projections. Previously prepared transportation impact studies were used to forecast traffic growth at the key intersections. These were the `Timberline Commercial Center TIS" and the "Eastbrook Office Park TIS." Brooklyn Park Rowhouses and Timberline Church are also included in the background traffic. Note that the traffic forecasts on Custer Drive east of Timberline Road are factored by 5 percent per year. There are parcels within the Rigden Farm area that will be proposed for development in the next few months. However, details are not specifically known. The factored increase will provide a reasonable indication of future traffic until better information is available. Trip Assignment/Total Traffic Projections . 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. Figure 8 shows the short range (2009) and long range (2025) site generated peak hour traffic assignment of the Center at Rigden Farm. Figures 9 and 10 show the short range (2009) and long range (2025) total (site plus background) peak hour traffic at the key intersections with the development of the Center at Rigden Farm. Signal Warrants Signal Warrants were not analyzed in this TIS. The Timberline/Drake and Timberline/Custer intersections are signalized. The other key intersections do not meet signal warrant or spacing requirements. Operation Analysis Operation analyses were performed at the key intersections. The operations analyses were conducted for the short range and long range analysis reflecting a year 2009 and 2025, respectively. Using the traffic volumes shown in Figure 6, the key intersections operate in the short range (2009) background traffic condition as indicated in Table 3. Calculation forms for these analyses are provided in Appendix C. All the key intersections will operate acceptably, except for the northbound approach at the Custer/Illinois intersection. The Custer/Illinois intersection has an approach level of service D during the afternoon peak hour. Recent research indicates that the two- way stop sign control analysis techniques do not accurately. calculate the delay to the minor street movements. This has been demonstrated in many studies over the past year. It has been found that a 0.70 TO 0.80 12 i i i� 0 77 N ca The Center at Rigden Farm E i= 3�� Drake Road ■ 10% — Limom ive 50 Si 0 ! Custer Driv L C o > \ c N O i i TRIP DISTRIBUTION SC:ALt: 1 "=1 UUU' 11 Figure 5 I I i 1 I 1 1 I I 1 O KDRAKE, LLC N GDEN EN FARM. RUNG B 1 1 � RIDDEN FARM, LLC F flIGENEARN, U/ ' S+ SITE PLAN 1 N SCALE 1 "=100' LIMON DRIVE �~ _ 1 LOT 1 / u S 1 f„0.0 SAW LOT 11 a I I / Lor z 1 1 Ja_ 1 lli Ow�5Nt �0A O 1 LOT 10 TRACT P DRAINAGE EMA REGEP/1011 #3 C K N n LOT 0f�' INo n 5 O � LOT 9 w �mN Ox§ •O �/) W N W J Lore N ^ U W=-==MNE s f m N LOT C�� c�c��YILL O ¢KmN � _caw»fw�»�arst»>•t»f��»�s� . 1. SEVEN OAKSLOYEUND,I INCC I ' I I I NRIGDEN FAEARNE RM. RUNG RIGDEN FARM, RUNG 1 10 Figure 4 III. PROPOSED DEVELOPMENT ' The Center at Rigden Farm is located in the northeast quadrant of the Custer/Illinois intersection in Fort Collins. Figure 4 shows a site plan of the Center at Rigden Farm. The site plan provided by the ' planning consultant shows the general layout of the site. The site plan shows access to the site via accesses to Illinois Drive, Limon Drive, and Iowa Drive. The short range analysis (year 2009) includes development of the Center at Rigden Farm and an appropriate increase ' in background traffic due to normal growth and other, potential developments in the area. The long range analysis year is 2025. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. A compilation of trip generation information contained in Trip Generation, 7th Edition, ITE, was used to estimate trips that would be generated by the proposed/expected uses at this site. Table 2 shows the expected trip generation on a daily and peak hour basis. The restaurant space will be in one or more of the buildings. It will not have a drive -through facility. TABLE 2 Trip Generation C_ ode " Use Stze AWDTE ; AM Peak Hour,•_ PM Peak;Hour '. Rate , Tops Rem In Rate . Out Rate', In •:Rate ,puF-.: 710 General Office 55.8 KSF 11.01 615 1.361 76 1 0.19 11 0.25 14 1.24 69 814 Specialty Retail 32.5 KSF 44.32 1440 0.38 12 0.30 10 1.19 39 1.52 49 934 Fast -Fast Restaurant 6.05 KSF 395.8 2395 26.3 159 17.5 106 13.3 81 12.8 78 Total 4450 247 127 134 196 Trip Distribution Trip distribution for the Center at Rigden Farm was estimated using knowledge of the existing and planned street system, development trends, other traffic study in the area, and engineering judgment. ' Figure 5 shows the short range (2009) and long range (2025) trip distribution used for the peak hour traffic assignment. The trip distribution analysis was discussed in the scoping meeting. 9 is defined as level of service D or better. At unsignalized intersections, the minimum is level of service F (considered to be normal during the peak hours) at arterial/collector or arterial/local intersections and level of service C at collector/local intersections. A description of level of service for signalized and unsignalized intersections from the 2000 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix B. Pedestrian Facilities There are pedestrian facilities along most streets in this area. Sidewalks exist along Timberline Road, Drake Road, Custer Drive, and the west side of Illinois Drive. Sidewalks will be incorporated within and adjacent to this development. Bicycle Facilities Bicycle lanes exist within the cross section of Timberline Road, Drake Road, and Custer Drive. The Fort Collins Bike Map shows Timberline Road, Drake Road, and Custer Drive as "streets with bike lanes." Transit Facilities This area is not served by transit. 8 TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM Timberline/Drake (signal) EB LT C C EB T C D EB RT C D EB APPROACH C D WB LT C C WB T/RT D D WB APPROACH D D NB LT D D NB T C B NB RT B B NB APPROACH C C SB LT D D SB T C C SB RT C B SB APPROACH C C OVERALL C C Timberline/Custer (signal) EB LT/T B C EB RT B C EB APPROACH B C WB LT C D WB T B C WB RT C C WB APPROACH C D NB LT A B NB T B B NB RT A B -NB APPROACH B B SB LT B A SB T/RT B B SB APPROACH B B OVERALL B B Custer/Illinois (stop sign) EB LT A A WB LT A A NB LT/T/RT C C SB LT/T/RT B B Custer/Iowa (stop sign) EB LT A A WB LT A A NB LT/T/RT B B SB LT/T/RT B A Drake/Illinois (stop sign) WB LT A A NB RT A A 0) cl) N_ O) Ce) 138/75 u) 0 f- 141/158 Drake 1 17/26 '001— �l 271/129 1 f 208/199 ---a- r 162/192 —i► N 0 0 55/140 ---\r o 421 /390 5) N o o rl_ IT rn N c 0 c � m co IT N M —102/70 o 1/15 191/242 Custer / 1 6/4 f r 3/6 —•► 11/16 CO 0 co 6)KT co v N �- 11 /22 Drake co °) to � 14/13 m co t—154/117 f + � 0/1 85/178 1 f 129/97 --- N 0 35/11 � N co A& N —f— AM/PM Q N N 3/1 0' °) o 0101118/130 4/0 2/1 _ ,� f �, Custer 103/107 - 0 0 CV) 6/3 � Lo BALANCED RECENT PEAK HOUR TRAFFIC Figure 3 6 rn o N m m to , CO °D J l 138/75 141/158 19/26 Drake /— 271/129 1 to to 162/192 -.- r-- c(o 451/379 co`o o °r- v rn N C - m � O E cM st co OCD C -108/74 1/15 Q m co i Custer / 1 10D 191/242 J 6/4 1 ( 631177 3/6 - o h 126/96 -� 11/16 34/11 OD cM C7 RECENT PEAK HOUR TRAFFIC 5 k --w— AM/PM cc 3 O 14/13 LO N N 3!1 -154/117 N m o 161/113 ,— 0/1 4/0 I f r 2/1 I r Custer N to 127/106 - m Co M V M N 0 6/3 C � Cn Co Figure 2 Custer Drive is to the south (adjacent to) of the Center at Rigden Farm site. It is classified as a two-lane collector according to the Fort Collins Master Street Plan. Currently, Custer Drive has a two-lane cross section. At the Timberline/Custer intersection, westbound Custer Drive has a left -turn lane, a through lane, and a right -turn lane. Eastbound Custer Drive has all movements combined into a single lane. However, there is enough width for right -turning vehicles to bypass left-turning/through vehicles on the west leg of Custer Drive. At the Custer/Illinois intersection, Custer Drive has an eastbound and westbound left -turn lane and a through/right-turn lane in each direction. At the Custer/Iowa intersection, Custer Drive has an eastbound and westbound left -turn lane and a through/right-turn lane in each direction. The Custer/Illinois and Custer/Iowa intersections have stop sign control on Illinois Drive and Iowa Avenue. The existing speed limit in this area of Custer Drive is 25 mph. Illinois Drive is to the west (adjacent to) of the Center at Rigden Farm site. It is classified as a local street according to the Fort Collins Master Street plan. Currently, Illinois Drive has a two- lane cross section. At the Drake/Illinois intersection, Illinois Drive is right turn only. At the Custer/Illinois intersection, Illinois Drive has all movements combined into a single lane. There is diagonal parking on Illinois Drive. Iowa Avenue is to the east (adjacent to) of the Center at Rigden Farm site. It is classified as a local street according to the Fort Collins Master Street plan. Currently, Iowa Avenue has a two-lane cross section. At the Custer/Iowa intersection, Iowa Avenue has all movements combined into a single lane. Existing Traffic Recent peak hour traffic counts at the key existing intersections are shown in Figure 2. The traffic data for the Timberline/Custer intersection was collected by the City in October 2006. The traffic data for the other key intersections were collected in November 2006. Raw traffic counts are provided in Appendix A. Since counts were performed on different days, the traffic volumes between the intersections were balanced and are shown in Figure 3. Existing Operation The counted intersections were evaluated using techniques provided in the 2000 Highway Capacity Manual. Using the peak hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix B. The key intersections operate acceptably overall during both the morning and afternoon peak hours. The Center at Rigden Farm site is in an area termed "low density mixed -use residential." In "low density mixed -use residential," the acceptable operation at signalized intersections during the peak hours 4 SITE LOCATION I I I I \ M The Center at Ri den Farm E Drake Road Limom rive loll a > (D Custer Driv c 0 d N Q '+ S � 3 t SCALE: 1 "=1000' Figure 1 3 II. EXISTING CONDITIONS The location of the Center at Rigden Farm 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 residential or commercial. There are residential uses to the north, east, and southeast of the site. There are commercial uses south and west of the site. The center of Fort Collins lies to the northwest of the proposed Center at Rigden Farm. Land adjacent to the site is flat (<2o grade) from a traffic operations perspective. The Center at Rigden Farm is in an area termed "low density mixed -use residential." Roads The primary streets near the Center at Rigden Farm site are Timberline Road, Drake Road, Custer Drive, Illinois Drive, and Iowa Avenue. The following descriptions are based upon a site visit and the Fort Collins Master Street Plan. Timberline Road is to the west of the Center at Rigden Farm site. It is classified as a six -lane arterial according to the Fort Collins Master Street Plan. Currently, Timberline Drive has a four -lane cross section. At the Timberline/Drake intersection, Timberline Drive has northbound dual left -turn lanes, a southbound left -turn lane, two through lanes in each direction, and northbound and southbound right - turn lanes. At the Timberline/Custer intersection, Timberline Drive has northbound and southbound left -turn lanes, two through lanes in each direction, and a northbound right -turn lane. The Timberline/Drake and Timberline/Custer intersections have signal control. The existing speed limit in this area of Timberline Drive is 40 mph. Drake Road is to the north of the Center at Rigden Farm site. It ' is classified as a four -lane arterial west of Timberline Road and a two- lane arterial east of Timberline Road according to the Fort Collins Master Street plan. Currently, Drake Road has a four -lane cross section ' west of Timberline Road and a two-lane cross section east of Illinois Drive. At the Timberline/Drake intersection, Drake Road has eastbound dual left -turn lanes, a westbound left -turn lane, two through lanes in ' each direction, and an eastbound right -turn lane. The Drake/Illinois intersection is a left-in/right-in/right-out to the south and a right- in/right-out to the north. At the Drake/Illinois intersection, Drake Road has a westbound left -turn lane, two eastbound through lanes, and a ' westbound through lane. The Drake/Illinois intersection has stop sign control on Illinois Drive. The existing speed limit in this area of Drake Road is 40 mph. 2 I. INTRODUCTION This full transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed Center at Rigden Farm. The proposed Center at Rigden Farm is located in ' the northeast quadrant of the Custer/Illinois intersection in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the project planner (Architecture West), the project owner/developer (Ladco Properties LLC), and the City of Fort Collins staff. This study conforms to the format set forth in the Fort Collins ' transportation impact study guidelines as contained in the "Larimer County Urban Area Street Standards" (LCUASS). A Base Assumptions Form and related information are provided in Appendix A. The study involved ' the following steps: - Collect physical, traffic, and development data; ' _ Perform trip generation, trip distribution, and trip assignment; Determine peak hour traffic volumes; - Conduct capacity and operational level of service analyses on key intersections; ' - Analyze signal warrants; Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. I LIST OF FIGURES Figure Page 1. Site Location ........................................ 3 2. Recent Peak Hour Traffic ............................. 5 3. Balanced Recent Peak Hour Traffic .................... 6 4. Site Plan ............................................ 10 5. Trip Distribution .................................... 11 6. Short Range (2009) Background Peak Hour Traffic ...... 13 7. Long Range (2025) Background Peak Hour Traffic ....... 14 8. Site Generated Peak Hour Traffic ..................... 15 9. Short Range (2009) Total Peak Hour Traffic ........... 16 10. Long Range (2025) Total Peak Hour Traffic ............ 17 11. Short (2009) and Long (2025) Range Geometry .......... 26 APPENDIX A Base Assumptions Form/Peak Hour Traffic Counts B Current Peak Hour Operation/Level of Service Descriptions C Short Range Background Traffic Operation D Long Range Background Traffic Operation E Short Range Total Traffic Operation F Long Range Total Traffic Operation G Pedestrian Level of Service Worksheets TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. 2 LandUse ............................................. 2 Roads................................................ 2 Existing Traffic ..................................... 4 Existing Operation ................................... 4 Pedestrian Facilities ................................ 8 Bicycle Facilities ................................... 8 Transit Facilities ................................... 8 III. Proposed Development ................................. 9 Trip Generation ...................................... 9 Trip Distribution .................................... 9 Background Traffic Projections ....................... 12 Trip Assignment/Total Traffic Projections ............ 12 Signal Warrants ...................................... 12 Operation Analysis ................................... 12 Roundabout Analysis .................................. 19 Geometry ............................................. 25 Pedestrian Level of Service .......................... 25 Bicycle Level of Service ............................. 25 Transit Level of Service ............................. 25 IV. Conclusions .......................................... 27 LIST OF TABLES Table Page 1. Current Peak Hour Operation .......................... 7 2. Trip Generation ...................................... 9 3. Short Range (2009) Background Peak Hour Operation .... 18 4. Long Range (2025) Background Peak Hour Operation ..... 20 5. Short Range (2009) Total Peak Hour Operation .........21 6. Long Range (2025) Total Peak Hour Operation ......... 23 THE CENTER AT RIGDEN FARM TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO DECEMBER 2006 Prepared for: Ladco Properties LLC 4714 Valley Ridge Court Fort Collins, CO 80526 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034