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BUCKING HORSE FIRST FILING - PDP - PDP120010 - REPORTS - TRAFFIC STUDY
TABLE OF CONTENTS I. INTRODUCTION........................................................................................................ 1 II. EXISTING CONDITIONS .......................................................................................... 2 Land Use......................................................................................................................... 2 Streets............................................................................................................................. 2 Existing Traffic................................................................................................................. 5 Existing Operation........................................................................................................... 5 Pederstrian Facilities..................................................................................................... 10 Bicycle Facilities............................................................................................................ 10 Transit Facilities ............................................................................................................ 10 III. PROPOSED DEVELOPMENT............................................................................... 11 Trip Generation ............................................................................................................. 11 Trip Distribution ............................................................................................................. 11 Background Traffic Projections ..................................................................................... 11 Trip Assignment ............................................................................................................ 17 Signal Warrants............................................................................................................. 17 Operation Analysis ........................................................................................................ 17 Geometry ...................................................................................................................... 24 Pedestrian Level of Service........................................................................................... 34 Bicycle Level of Service ................................................................................................ 34 Transit Level of Service................................................................................................. 34 IV. CONCLUSIONS .................................................................................................... 36 LIST OF TABLES 1. Current Peak Hour Operation.................................................................................... 8 2. Trip Generation ....................................................................................................... 13 3. Short Range (2017) Background Peak Hour Operation With Existing Geometry........................................................................................... 22 4. Long Range (2030) Background Peak Hour Operation........................................... 25 5. Short Range (2017) Total Peak Hour Operation With Existing Geometry........................................................................................... 27 6. Short Range (2017) Total Peak Hour Operation With Geometric Improvements................................................................................ 29 7. Long Range (2030) Total Peak Hour Operation...................................................... 31 DELICH Bucking Horse TIS, March 2012 ASSOCIATES LIST OF FIGURES 1. Site Location ............................................................................................................. 3 2. Current Roadway Geometry...................................................................................... 4 3. Recent Peak Hour Traffic .......................................................................................... 6 4. Adjusted/Balanced Recent Peak Hour Traffic ........................................................... 7 5. Site Plan.................................................................................................................. 12 6. Trip Distribution ....................................................................................................... 14 7. Short Range (2017) Background Peak Hour Traffic................................................ 15 8. Long Range (2030) Background Peak Hour Traffic................................................. 16 9. Short Range (2017) Site Generated Peak Hour Traffic........................................... 18 10. Long Range (2030) Site Generated Peak Hour Traffic............................................ 19 11. Short Range (2017) Total Peak Hour Traffic ........................................................... 20 12. Long Range (2030) Total Peak Hour Traffic............................................................ 21 13. Short Range (2017) Geometry ................................................................................ 33 14. Long Range (2030) Geometry................................................................................. 35 APPENDICES A. Base Assumptions Form B. Peak Hour Traffic Counts C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins Motor Vehicle LOS Standards (Intersections) D. Short Range (2017) Background Peak Hour Operation E. Long Range (2030) Background Peak Hour Operation F. Short Range (2017) Total Peak Hour Operation With Existing Geometry G. Short Range (2017) Total Peak Hour Operation With Geometric Improvements H. Long Range (2030) Total Peak Hour Operation I. Pedestrian/Bicycle Level of Service Worksheets DELICH Bucking Horse TIS, March 2012 ASSOCIATES I. INTRODUCTION This transportation impact study (TIS) addresses the capacity, geometric, and control requirements for the proposed Bucking Horse development. The proposed Bucking Horse development is located in the northeast quadrant of the Timberline/Drake intersection in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the owner/developer (Bellisimo, Inc.), the project engineering consultant (Northern Engineering), the project planning consultant (Russell & Mills Studios), Fort Collins Traffic Engineering, and Fort Collins Transportation Planning. The Transportation Impact Study Base Assumptions form and related documents are provided in Appendix A. This study generally conforms to the format set forth in the Fort Collins TIS Guidelines in the “Larimer County Urban Area Street Standards” (LCUASS). A scoping discussion was held with the Fort Collins Traffic Engineering staff. Due to the trip generation, this is a full transportation impact study. 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 DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 1 II. EXISTING CONDITIONS The location of Bucking Horse is shown in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily commercial or residential. There are residential uses to the west and south of the site. There are commercial uses to the south (Rigden Farm Commercial) and west (Timberline Commercial) of the site. The Fort Collins Police Services Building is west of the site. The center of Fort Collins lies to the west of the proposed Bucking Horse site. Streets The primary streets near the Bucking Horse site are Timberline Road, Drake Road, Prospect Road, Katadin Drive, Nancy Gray Avenue, and Sandbar Drive. Figure 2 shows a schematic of the existing geometry at the key intersections. Timberline Road is west of (adjacent to) the proposed Bucking Horse site. It is a north-south street classified as a six-lane arterial on the Fort Collins Master Street Plan. Currently, Timberline Road has a four-lane cross section. At the Timberline/Drake intersection, Timberline Road has dual northbound left-turn lanes, a southbound left- turn lane, two through lanes in each direction, and a northbound and southbound right- turn lane. At the Timberline/Nancy Gray intersection, Timberline Road has a northbound and southbound left-turn lane, two through lanes in each direction, and a northbound and southbound right-turn lane. At the Timberline/Charles Brockman- Katadin intersection, Timberline Road has a northbound and southbound left-turn lane, two through lanes in each direction, and a northbound right-turn lane. At the Timberline/ Prospect intersection, Timberline Road has dual northbound and southbound left-turn lanes, two through lanes in each direction, and a northbound right-turn lane. The right- turn volume on the southbound approach at the Timberline/Prospect intersection indicates the need for a right-turn lane. The Timberline/Drake, Timberline/Prospect, and Timberline/Nancy Gray intersections have signal control. The posted speed limit on this segment of Timberline Road is 45 mph. Drake Road is south of (adjacent to) the proposed Bucking Horse site. It is an east-west street classified as a four-lane arterial, west of Timberline Road and a two- lane arterial, east of Timberline Road on the Fort Collins Master Street Plan. Currently, Drake Road has a four-lane cross section. At the Timberline/Drake intersection, Drake Road has dual eastbound left-turn lanes, a westbound left-turn lane, two through lanes in each direction, and an eastbound right-turn lane. The right-turn volume on the westbound approach at the Timberline/Drake intersection indicates the need for a right- turn lane. The posted speed limit on this segment of Drake Road is 40 mph. DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 2 BURLINGTON NORTHERN RAILROAD Katadin Nancy Gray Timberline Drake Prospect UNION PACIFIC RAILROAD Rigden SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 3 CURRENT ROADWAY GEOMETRY Figure 2 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 4 Timberline Prospect Nancy Gray Katadin Drake Charles Brockman - Denotes Lane Prospect Road is north of the proposed Bucking Horse site. It is an east-west street classified as a four-lane arterial on the Fort Collins Master Street Plan. Currently, Prospect Road has a four-lane cross section. At the Timberline/Prospect intersection, Prospect Road has an eastbound left-turn lane, dual westbound left-turn lanes, two through lanes in each direction, and eastbound and westbound right-turn lanes. The posted speed limit on this segment of Prospect Road is 40 mph. Katadin Drive is within the Bucking Horse (Sidehill) development. It is an east- west street classified as a local street on the Fort Collins Master Street Plan. Currently, Katadin Drive has a two-lane cross section. The Timberline/Charles Brockman-Katadin intersection is a ¾ intersection (right-in/right-out/left-in). At the Timberline/Charles Brockman-Katadin intersection, Katadin Drive has a westbound right-turn lane. The Timberline/Charles Brockman-Katadin intersection has stop sign control on Charles Brockman Drive-Katadin Drive. There is no posted speed limit on this segment of Katadin Drive. Nancy Gray Avenue is the primary east/west street within the proposed Bucking Horse site. East of Timberline Road, Nancy Gray Avenue is classified as a collector street on the Fort Collins Master Street Plan. Currently, Nancy Gray Avenue has a two- lane cross section. At the Timberline/Nancy Gray intersection, Nancy Gray Avenue has eastbound and westbound left-turn lanes, and a combined through/right-turn lane in each direction. There is no posted speed limit on this segment of Nancy Gray Avenue. Sandbar Drive is within the Bucking Horse development. It is an east-west street classified as a local street on the Fort Collins Master Street Plan. Currently, Sandbar Drive has a two-lane cross section. The Timberline/Sandbar intersection is a right- in/right-out intersection with stop sign control on Sandbar Drive. There is no posted speed limit on this segment of Sandbar Drive. Existing Traffic Recent peak hour traffic volumes at the key intersections are shown in Figure 3. The counts at the Timberline/Nancy Gray and Timberline/Charles Brockman-Katadin intersections were obtained in January 2012. The counts at the Timberline/Drake intersection were obtained in August 2011 by the City of Fort Collins. The counts at the Timberline/Prospect intersection were obtained in March 2011 by Delich Associates and in May 2011 by the City of Fort Collins. Raw traffic count data is provided in Appendix B. Since the traffic counts were done on different days and there are two counts at the Timberline/Prospect intersection, the intersection volumes were averaged/balanced. Figure 4 shows the balanced recent peak hour traffic volumes. Existing Operation The Timberline/Drake, Timberline/Prospect, Timberline/Nancy Gray, and Timberline/Charles Brockman-Katadin intersections were evaluated and the peak hour operation is displayed in Table 1. Calculation forms are provided in Appendix C. The DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 5 RECENT PEAK HOUR TRAFFIC Figure 3 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 6 AM/PM Timberline Prospect Nancy Gray Katadin Drake Charles Brockman 88/78 (81/74) 377/441 (394/515) 90/54 (72/59) 34/52 (32/71) 647/777 (546/724) 315/417 1197/816 19/23 195/352 774/1099 132/240 323/191 332/349 266/273 265/178 276/308 35/34 596/470 (680/583) 429/424 (464/513) 256/218 (226/188) 77/71 (49/97) 748/726 (603/776) 324/553 (377/602) 261/476 (213/502) 12/10 1042/1474 18/20 11/29 45/11 1691/1241 7/9 31/14 5/8 1703/1260 8/6 6/3 1072/1618 17/30 7/33 0/0 3/8 16/13 0/0 9/8 March 2011 (May 2011) AVERAGED/BALANCED RECENT PEAK HOUR TRAFFIC Figure 4 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 7 AM/PM Timberline 85/76 386/478 81/57 33/62 597/751 Prospect Nancy Gray Katadin Drake 313/424 1177/855 19/23 190/115 754/1119 129/245 317/200 336/348 269/270 261/187 274/313 35/34 638/527 447/469 241/203 63/84 676/751 351/578 237/489 12/10 1062/1450 18/20 11/29 45/11 1703/1221 7/9 31/14 5/8 1721/1221 8/6 6/3 1080/1464 17/30 7/33 0/0 3/8 16/13 0/0 9/8 Charles Brockman TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM EB LT E E EB T C D EB RT C D EB APPROACH D D WB LT D E WB T/RT D D WB APPROACH D E NB LT D D NB T D C NB RT B C NB APPROACH D D SB LT D F SB T C D SB RT D C SB APPROACH D D Timberline/Drake (signal) OVERALL D D EB LT D E EB T D D EB RT C E EB APPROACH D D WB LT D D WB T C C WB RT C C WB APPROACH C D NB LT D F NB T C D NB RT A A NB APPROACH C E SB LT D D SB T/RT E E SB APPROACH E E Timberline/Prospect (signal) OVERALL D D Continued on next page DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 8 Continued from previous page TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM EB LT D D EB T/RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT A A NB T A A NB RT A A NB APPROACH A A SB LT A A SB T A A SB RT A A SB APPROACH A A Timberline/Nancy Gray (signal) OVERALL A A EB RT B C WB RT C B NB LT B B Timberline/Charles Brockman- Katadin (stop sign) SB LT C B DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 9 key intersections are currently operating acceptably with existing control, geometry, and signal timing in the morning and afternoon peak hours, except for the southbound left turns at the Timberline/Drake intersection and the northbound left turns at the Timberline/Prospect intersection during the afternoon peak hour. At the Timberline/ Drake intersection, the level service F for the southbound left turns could be mitigated by installing dual southbound left-turn lanes. The median is wide enough that dual left- turn lanes can be installed. There are dual northbound left-turn lanes across the intersection. A westbound right-turn lane is required with the current traffic. The southbound left-turn volume, as well as the westbound right-turn volume, has increased significantly over the past few years, since the Drake-Ziegler connection has been improved. At the Timberline/Prospect intersection, a southbound right-turn lane is required with the current traffic. The intersections were evaluated using techniques provided in the 2000 Highway Capacity Manual. 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. The Bucking Horse site is in an area termed “mixed use districts.” In areas termed “mixed use districts,” acceptable operation at signalized intersections during the peak hours is defined as level of service E or better. At unsignalized intersections, acceptable operation is considered to be at level of service F for any approach leg for an arterial/local intersection. In such areas, it is expected that there would be substantial delays to the minor street movements at unsignalized intersections during the peak hours. This is considered to be normal and acceptable in urban areas. Pedestrian Facilities There are sidewalks along Timberline Road, Katadin Drive, Nancy Gray Avenue, Sandbar Drive, and Prospect Road within the pedestrian influence area. There are sidewalks along Drake Road, except on the north side from Timberline Road to the Union Pacific Railroad within the pedestrian influence area. The Power Trail is just west of the Union Pacific Railroad. The Spring Creek Trail crosses Timberline Road just south of Prospect Road. Bicycle Facilities There are bicycle lanes along Timberline Road, Drake Road, and Nancy Gray Avenue, east of Timberline Road, within the study area. The Power Trail is just west of the Union Pacific Railroad. Transit Facilities Currently, this area of Fort Collins is served by Transfort Route 17. It operates along Timberline Road. DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 10 III. PROPOSED DEVELOPMENT Bucking Horse is a residential/commercial development with a mix of apartment, townhome, and single family dwelling units. It also includes Jessup Farm, which will consist of retail, day care, restaurant, and industrial uses. The Johnson Farm parcel will maintain the existing structures with 9,700 square feet of office use. Figure 5 shows a site plan of Bucking Horse. The short range analysis (Year 2017) includes development of Bucking Horse and an appropriate increase in background traffic due to normal growth and other potential developments in the area. The long range analysis year is considered to be 2030. The site plan shows that Bucking Horse will use Katadin Drive, Nancy Gray Avenue, Sandbar Drive, Blackbird Drive, and Jessup Drive to access Timberline Road. The Jessup Drive access is a new access proposed as part of the Bucking Horse development. Bucking Horse will also have access to Drake Road via Miles House Avenue and Johnson Farm Drive, which will line up with Rigden Parkway on the south side of Drake Road. In the long range (2030) future, Nancy Gray Avenue is proposed to extend across the Burlington Northern railroad tracks, which are adjacent to the east side of the Bucking Horse site. This extension of Nancy Gray Avenue will connect with Midpoint Drive and Sharp Point Drive. 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 contain in Trip Generation, 8th Edition, ITE was used to estimate the trips that would be generated by the proposed/expected uses at Bucking Horse site. A trip is defined as a one-way vehicle movement from origin to destination. Table 2 shows the expected trip generation on a daily and peak hour basis. The trip generation of Bucking Horse development resulted in 5850 daily trip ends, 504 morning peak hour trip ends, and 621 afternoon peak hour trip ends. Trip Distribution Trip distribution for Bucking Horse was based on existing/future travel patterns, land uses in the area, consideration of trip attractions/productions in Fort Collins, and engineering judgment. Figure 6 shows the trip distribution for the short range (2017) and long range (2030) analysis futures. The trip distribution was agreed to by City of Fort Collins staff in the scoping discussions. Background Traffic Projections Figures 7 and 8 show the respective short range (2017) and long range (2030) background traffic projections. Background traffic projections for the short and long range future horizons were obtained by reviewing the North Front Range Regional DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 11 SCALE: 1"=500' SITE PLAN Figure 5 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 12 TABLE 2 Trip Generation Code Use Size AWDTE AM Peak Hour PM Peak Hour Rate Trips Rate In Rate Out Rate In Rate Out Parcel A – Single Family Not Built 210 Single Family 132 D.U. EQ 1342 EQ 25 EQ 77 EQ 85 EQ 50 Parcel B – Single Family Estate 210 Single Family 56 D.U. EQ 610 EQ 12 EQ 37 EQ 39 EQ 23 Parcel C 230 Townhome 79 D.U. EQ 524 EQ 7 EQ 36 EQ 34 EQ 16 Parcel D – Patio Home 210 Single Family 10 D.U. 9.57 96 0.19 2 0.56 6 0.64 6 0.37 4 Parcel E 220 Apartments 300 D.U. EQ 1942 EQ 30 EQ 121 EQ 119 EQ 64 Parcel F – Jessup Farm 814 Retail 8.57 KSF 44.32 380 * 6 * 5 EQ 18 EQ 24 932 Restaurant 2.5 KSF 127.15 318 5.99 15 5.53 14 6.58 17 4.57 11 111 Industrial 43.0 KSF EQ 219 0.81 35 0.11 5 0.12 5 0.86 37 565 Day Care 70 St d t EQ 312 EQ 30 EQ 26 EQ 26 EQ 29 Jessup Farm Subtotal 1229 86 50 66 101 Parcel G – Johnson Farm 710 General Office 9.7.0 KSF 11.01 107 1.36 13 0.19 2 0.25 2 1.24 12 Bucking Horse Total 5850 175 329 351 270 DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 13 BURLINGTON NORTHERN RAILROAD Katadin Nancy Gray Timberline Drake Prospect UNION PACIFIC RAILROAD Rigden 20% 25% 20% 20% 10% 5% 15% 10% 25% 25% 10% 15% SCALE: 1"=1000' TRIP DISTRIBUTION Figure 6 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 14 Residential Commercial Legend: SHORT RANGE (2017) BACKGROUND PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 15 Timberline AM/PM 98/91 530/505 93/68 42/65 756/793 Prospect Nancy Gray Katadin Drake 355/494 1293/954 20/25 214/153 858/1247 162/282 362/236 369/378 312/300 289/213 302/356 38/37 687/568 545/601 293/259 72/100 777/894 378/610 325/517 14/18 1189/1661 18/20 11/29 47/21 1905/1341 7/9 31/14 Rigden 28/26 1900/1323 8/6 6/3 1194/1654 17/30 69/88 1/5 18/37 16/13 3/4 9/8 Charles Brockman 487/404 LONG RANGE (2030) BACKGROUND PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 16 Timberline Prospect Miles House Nancy Gray Katadin Drake 400/570 1535/1195 25/45 295/230 1040/1520 185/360 425/350 440/475 350/345 345/245 400/440 80/60 Rigden 15/25 15/20 20/15 630/515 25/15 630/580 Charles Brockman 1460/1975 20/10 2250/1785 5/20 Sandbar AM/PM Rounded to Nearest 5 Vehicles 640/520 5/20 640/585 40/140 160/90 15/10 120/110 630/585 130/90 55/80 1070/1120 755/710 620/745 390/335 95/125 1095/1260 450/710 395/620 20/35 Transportation Plan and various traffic studies prepared for this area of Fort Collins. The other traffic studies in this area are Timberline Commercial, Spring Creek Farm North, and the Liberty Commons School Expansion. Based upon these sources, it was determined that traffic volumes on Timberline Road, Drake Road, and Prospect Road would increase by approximately 1.5% per year in the short range future and by approximately 1.25% per year in the long range future. This traffic was added to the short range (2017) background traffic volumes. The background traffic growth was agreed to by City of Fort Collins staff in the scoping discussions. Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. Figures 9 and 10 show the short range (2017) and long range (2030) site generated peak hour traffic assignment, respectively. Figures 11 and 12 show the respective short range (2017) and long range (2030) total (site plus background) peak hour traffic assignment. Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices. The Timberline/ Drake, Timberline/Prospect, and Timberline/Nancy Gray intersections are currently signalized. None of the current or future stop sign controlled intersection will have traffic signals in the future. Operation Analysis Operation analyses were performed at the Timberline/Drake, Timberline/Prospect, Timberline/Nancy Gray, Timberline/Charles Brockman-Katadin, Timberline/Sandbar, Timberline/Blackbird, Timberline/Jessup, Drake/Rigden-Johnson Farm, and the Drake/Miles House intersections. The operations analyses were conducted for the short range and long range futures, reflecting year 2017 and 2030 conditions, respectively. Using the traffic volumes shown in Figure 7, the key intersections operate in the short range (2017) background traffic future, with the existing geometry, as indicated in Table 3. Calculation forms for these analyses are provided in Appendix D. It is important to note that due to the increased traffic volumes, the signal timing in the morning peak hour was increased to a 120 second cycle in the morning peak hour at all intersections. Signal timing in the afternoon peak hour remained at a 120 second cycle, but had to be adjusted at the various intersections to achieve acceptable level of service. The key intersections will operate acceptably, except for southbound movements at the Timberline/Drake intersection during the afternoon peak hour. As mentioned earlier, DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 17 SHORT RANGE (2017) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 18 AM/PM Timberline Prospect Johnson Farm Miles House Nancy Gray Katadin Drake 46/36 54/40 17/16 39/54 8/20 19/20 19/14 25/17 66/71 36/31 32/25 11/32 117/92 0/1 1/0 Rigden 51/29 36/21 11/39 12/11 14/52 9/9 55/137 15/10 154/105 5/20 55/137 28/31 138/64 31/51 55/137 5/35 129/90 37/5 Sandbar Blackbird Jessup 2/11 0/2 2/0 61/40 12/2 23/59 93/135 1/1 77/40 LONG RANGE (2030) SITE GENERATED PEAK HOUR TRAFFIC Figure 10 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 19 AM/PM Timberline Prospect Johnson Farm Miles House Nancy Gray Katadin Drake 46/36 54/40 16/14 39/54 8/20 17/18 19/14 25/17 66/71 36/31 11/14 5/11 116/90 0/1 1/0 Rigden 49/28 36/21 11/39 12/11 14/50 9/9 49/116 15/10 133/94 5/20 49/116 28/31 117/53 31/51 49/116 5/35 108/79 37/5 Sandbar Blackbird Jessup 2/10 0/2 2/0 59/39 11/1 23/57 91/133 1/1 58/31 SHORT RANGE (2017) TOTAL PEAK HOUR TRAFFIC Figure 11 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 20 AM/PM Timberline 98/91 546/541 93/68 42/65 756/793 Prospect Johnson Farm Miles House Nancy Gray Katadin Drake 355/494 1329/1016 30/49 260/189 912/1287 179/298 401/290 377/398 312/300 308/233 321/370 63/54 753/639 581/632 325/284 72/100 777/894 406/679 336/549 14/18 1306/1753 18/21 11/29 47/21 1998/1476 8/10 32/14 Rigden 51/29 36/21 11/39 524/480 14/52 618/451 28/26 1982/1408 20/56 6/3 1202/1664 64/157 69/88 LONG RANGE (2030) TOTAL PEAK HOUR TRAFFIC Figure 12 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 21 Timberline 120/110 645/620 130/90 55/80 1070/1120 Prospect Johnson Farm Miles House Nancy Gray Katadin Drake 400/570 1570/1255 35/70 340/265 1095/1560 200/375 465/405 450/495 350/345 365/265 420/455 105/80 820/780 660/775 400/350 95/125 1095/1260 480/780 400/630 20/35 1575/2165 20/25 30/40 50/35 2365/1845 10/15 35/15 Rigden 65/55 50/40 30/55 645/525 40/65 640/590 105/60 2170/1685 125/115 50/30 1395/1920 65/140 145/190 5/20 TABLE 3 Short Range (2017) Background Peak Hour Operation With Existing Geometry Intersection Movement Level of Service AM PM EB LT E E EB T D D EB RT D D EB APPROACH D D WB LT E E WB T/RT E E WB APPROACH E E NB LT E E NB T E C NB RT C C NB APPROACH E D SB LT F F SB T C F SB RT D D SB APPROACH D F Timberline/Drake (signal) OVERALL E E EB LT E E EB T E E EB RT D E EB APPROACH E E WB LT E E WB T D C WB RT C C WB APPROACH D D NB LT D E NB T C D NB RT A A NB APPROACH C D SB LT D D SB T/RT E E SB APPROACH E E Timberline/Prospect (signal) OVERALL D E Continued on next page DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 22 Continued from previous page TABLE 3 Short Range (2017) Background Peak Hour Operation With Existing Geometry Intersection Movement Level of Service AM PM EB LT E E EB T/RT D D EB APPROACH E E WB LT D D WB T/RT D D WB APPROACH D D NB LT A B NB T A A NB RT A A NB APPROACH A A SB LT B A SB T A A SB RT A A SB APPROACH A A Timberline/Nancy Gray (signal) OVERALL A B EB RT B B WB RT D B NB LT B C Timberline/Charles Brockman- Katadin (¾ access) SB LT C B Timberline/Sandbar (RT-in/RT-out) WB RT C B NB LT E C NB RT B B NB APPROACH D C Drake/Rigden (stop sign) WB LT A A DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 23 provision of dual southbound left-turn lanes will mitigate the level of service F for this movement and a westbound right-turn lane is required with the current traffic. In addition to this, a southbound right-turn lane is required with the current traffic at the Timberline/Prospect intersection. Using the traffic volumes shown in Figure 8, the key intersections operate in the long range (2030) background traffic future as indicated in Table 4. Calculation forms for these analyses are provided in Appendix E. It is assumed that Timberline Road will have a six-lane cross section. The Timberline/Prospect intersection will not achieve level of service E or better for all movements. The other key intersections will operate acceptably. Using the traffic volumes shown in Figure 11, the key intersections operate in the short range (2017) total traffic future, with the existing geometry, as indicated in Table 5. Calculation forms for these analyses are provided in Appendix F. The key intersections will operate acceptably, except for the Timberline/Drake and Timberline/Prospect intersections. At the Drake/Johnson Farm-Rigden intersection, the calculated delay for the northbound approach was commensurate with level of service F in the morning peak hour. This is considered to be normal and acceptable during the peak hours at stop sign controlled intersections along arterial streets. With various geometric improvements to the Timberline/Drake and Timberline/Prospect intersections, the key intersections operate as indicated in Table 6. Calculation forms for these analyses are provided in Appendix G. The Timberline/Drake and Timberline/Prospect intersections will operate acceptably with some geometric improvements. In order to achieve acceptable operation at the Timberline/Drake intersection, a westbound right-turn lane and dual southbound left-turn lanes will need to be constructed. At the Timberline/Prospect intersection, a southbound right-turn lane will need to be constructed in order to achieve acceptable operation. In addition to these geometric improvements, right-turn arrows will need to be added so various right-turning movements can get a green arrow when there are no conflicts (free right-turn-on-red). Using the traffic volumes shown in Figure 12, the key intersections operate in the long range (2030) total traffic future as indicated in Table 7. Calculation forms for these analyses are provided in Appendix H. The Timberline/Prospect intersection will not achieve level of service E or better for all movements. The other key intersections will operate acceptably. Geometry Figure 13 shows a schematic of the required short range (2017) geometry. This is the existing geometry at the Timberline/Nancy Gray and Timberline/Charles Brockman- Katadin intersections. At the Timberline/Drake intersection, a westbound right-turn lane is required with the current traffic. At the Timberline/Prospect intersection, a southbound right-turn lane is required with the current traffic. In addition to this, negotiations with the City need to take place to determine whether other geometric and signal improvements to the Timberline/Drake and Timberline/Prospect intersections should be implemented, since they are necessary without the Bucking Horse development. DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 24 TABLE 4 Long Range (2030) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT E E EB T D D EB RT C C EB APPROACH D D WB LT E E WB T E D WB RT D D WB APPROACH D D NB LT E E NB T D C NB RT C C NB APPROACH D D SB LT D D SB T D E SB RT D C SB APPROACH D E Timberline/Drake (signal) OVERALL D D EB LT F F EB T E F EB RT A A EB APPROACH E F WB LT F F WB T D D WB RT B B WB APPROACH D F NB LT F F NB T E E NB RT A A NB APPROACH E F SB LT D E SB T E E SB RT D D SB APPROACH E E Timberline/Prospect (signal) OVERALL E F Continued on next page DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 25 Continued from previous page TABLE 4 Long Range (2030) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT D D EB T/RT D D EB APPROACH D D WB LT D D WB T/RT E D WB APPROACH D D NB LT B C NB T/RT A B NB APPROACH A B SB LT A A SB T/RT B B SB APPROACH B B Timberline/Nancy Gray (signal) OVERALL B B EB RT A A WB RT C B NB LT B C Timberline/Charles Brockman- Katadin (¾ access) SB LT D C Timberline/Sandbar (RT-in/RT-out) WB RT A A NB LT F D NB RT B B NB APPROACH F D Drake/Rigden (stop sign) WB LT A A Drake/Miles House SB LT/RT C C (stop sign) EB LT A A DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 26 TABLE 5 Short Range (2017) Total Peak Hour Operation With Existing Geometry Intersection Movement Level of Service AM PM EB LT F F EB T D D EB RT D D EB APPROACH E E WB LT E E WB T/RT F F WB APPROACH E F NB LT E E NB T E C NB RT C C NB APPROACH E D SB LT F F SB T D F SB RT E D SB APPROACH D F Timberline/Drake (signal) OVERALL E E EB LT E E EB T E E EB RT D F EB APPROACH E E WB LT E E WB T D C WB RT C C WB APPROACH D D NB LT E F NB T D D NB RT A A NB APPROACH D E SB LT D D SB T/RT E F SB APPROACH E E Timberline/Prospect (signal) OVERALL E E Continued on next page DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 27 Continued from previous page TABLE 5 Short Range (2017) Total Peak Hour Operation With Existing Geometry Intersection Movement Level of Service AM PM EB LT D E EB T/RT D D EB APPROACH D E WB LT E E WB T/RT D D WB APPROACH D E NB LT A B NB T A A NB RT A A NB APPROACH A A SB LT C B SB T B B SB RT B A SB APPROACH B B Timberline/Nancy Gray (signal) OVERALL B B EB RT B B WB RT D C NB LT B C Timberline/Charles Brockman- Katadin (¾ access) SB LT C B Timberline/Sandbar (RT-in/RT-out) WB RT C B Timberline/Blackbird (RT-in/RT-out) WB RT C B Timberline/Jessup (RT-in/RT-out) WB RT D C NB LT F D NB RT B B NB APPROACH F D SB LT A D SB RT B B SB APPROACH B B EB LT A A Drake/Johnson Farm-Rigden (stop sign) WB LT A A Drake/Miles House SB LT/RT C C (stop sign) EB LT A A DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 28 TABLE 6 Short Range (2017) Total Peak Hour Operation With Geometric Improvements Intersection Movement Level of Service AM PM EB LT E E EB T D D EB RT C C EB APPROACH D D WB LT E E WB T D E WB RT E D WB APPROACH D D NB LT D E NB T E C NB RT B B NB APPROACH E D SB LT D D SB T D E SB RT C C SB APPROACH D E Timberline/Drake (signal) OVERALL D D EB LT E E EB T E E EB RT C E EB APPROACH D E WB LT E E WB T D C WB RT C C WB APPROACH D D NB LT E E NB T D D NB RT A A NB APPROACH D D SB LT D D SB T E E SB RT D D SB APPROACH D E Timberline/Prospect (signal) OVERALL D D Continued on next page DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 29 Continued from previous page TABLE 6 Short Range (2017) Total Peak Hour Operation With Geometric Improvements Intersection Movement Level of Service AM PM EB LT D E EB T/RT D D EB APPROACH D E WB LT E E WB T/RT D D WB APPROACH D E NB LT A B NB T B A NB RT A A NB APPROACH B A SB LT C B SB T B B SB RT A A SB APPROACH B B Timberline/Nancy Gray (signal) OVERALL B B EB RT B B WB RT D C NB LT B C Timberline/Charles Brockman- Katadin (¾ access) SB LT C B Timberline/Sandbar (RT-in/RT-out) WB RT C B Timberline/Blackbird (RT-in/RT-out) WB RT C B Timberline/Jessup (RT-in/RT-out) WB RT D C NB LT F D NB RT B B NB APPROACH F D SB LT A D SB RT B B SB APPROACH B B EB LT A A Drake/Johnson Farm-Rigden (stop sign) WB LT A A Drake/Miles House SB LT/RT C C (stop sign) EB LT A A DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 30 TABLE 7 Long Range (2030) Total Peak Hour Operation Intersection Movement Level of Service AM PM EB LT E E EB T D D EB RT C C EB APPROACH D D WB LT E E WB T E E WB RT D D WB APPROACH D D NB LT E E NB T D C NB RT C C NB APPROACH D D SB LT E E SB T D E SB RT D C SB APPROACH D E Timberline/Drake (signal) OVERALL D D EB LT F F EB T F F EB RT A A EB APPROACH E F WB LT F F WB T D D WB RT B B WB APPROACH D F NB LT F F NB T D D NB RT A A NB APPROACH E F SB LT D D SB T E E SB RT D D SB APPROACH E E Timberline/Prospect (signal) OVERALL E F Continued on next page DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 31 Continued from previous page TABLE 7 Long Range (2030) Total Peak Hour Operation Intersection Movement Level of Service AM PM EB LT E D EB T/RT E D EB APPROACH E D WB LT D E WB T/RT D D WB APPROACH D E NB LT B C NB T/RT B B NB APPROACH B B SB LT C C SB T/RT B C SB APPROACH B C Timberline/Nancy Gray (signal) OVERALL B C EB RT A A WB RT C B NB LT C D Timberline/Charles Brockman- Katadin (¾ access) SB LT D C Timberline/Sandbar (RT-in/RT-out) WB RT B A Timberline/Blackbird (RT-in/RT-out) WB RT B A Timberline/Jessup (RT-in/RT-out) WB RT C B NB LT F E NB RT B B NB APPROACH F E SB LT A C SB RT B B SB APPROACH B C EB LT A A Drake/Johnson Farm-Rigden (stop sign) WB LT A A Drake/Miles House SB LT/RT D C (stop sign) EB LT A A DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 32 SHORT RANGE (2017) GEOMETRY Figure 13 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 33 Timberline Prospect Johnson Farm Miles House Nancy Gray Katadin Drake Rigden Sandbar Blackbird Jessup Charles Brockman - Denotes Lane Figure 14 shows a schematic of the long range (2030) geometry. Timberline Road is expected to have a six-lane cross section from south of Drake Road to Prospect Road in accordance with the Fort Collins Master Street Plan. The geometry at the Timberline/Drake and Timberline/Prospect intersections in the long range future was determined based upon achieving acceptable operation, meeting the geometric criteria in LCUASS, and the City of Fort Collins Master Street Plan. Pedestrian Level of Service Appendix I shows a map of the area that is within 1320 feet of Bucking Horse development. There will be six pedestrian destinations within 1320 feet of Bucking Horse development. These are: 1) the residential area to the south of the site (Sidehill), 2) the residential area to the south of Drake Road (Rigden Farm), 3) the commercial area (Rigden Farm) to the south of the Drake Road, 4) the commercial/residential area (Spring Creek Farm) to the southwest of the site, 5) the commercial area (Timberline Commercial) to the west of the site, and 6) the commercial area (Spring Creek Center) to the north of the site. This site is in an area type termed “transit corridor.” Acceptable pedestrian level of service will be achieved for all pedestrian destinations. The Pedestrian LOS Worksheet is provided in Appendix I. The minimum level of service for “transit corridor” is B, except for Visual Interest & Amenities which is C. Bicycle Level of Service Appendix I shows a map of the area that is within 1320 feet of Bucking Horse development. There will be three bicycle destinations within 1320 feet of Bucking Horse development. These are: 1) the commercial area (Rigden Farms) to the southwest of the site; 2) the commercial area (Timberline Commercial) to the west of the site; and 3) the commercial area (Spring Creek Center) to the north of the site. The Bicycle LOS Worksheet is provided in Appendix I. The minimum level of service for this site is C. This site is connected to Timberline Road and Drake Road. Therefore, it is concluded that level of service C can be achieved. The Power Trail is just west of the Union Pacific Railroad. Transit Level of Service This area of Fort Collins is served by Transfort Route 17. This route has transit stops just north of the Timberline/Drake intersection, just south of the Timberline/ Charles Brockman-Katadin intersection, and just north of the Timberline/Nancy Gray intersection, which are adjacent to this site. DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 34 LONG RANGE (2030) GEOMETRY Figure 14 DELICH ASSOCIATES Bucking Horse TIS, March 2012 Page 35 Timberline Prospect Johnson Farm Miles House Nancy Gray Katadin Drake Rigden Sandbar Blackbird Jessup Charles Brockman - Denotes Lane IV. CONCLUSIONS This study assessed the impacts of Bucking Horse on the street system in the vicinity of the proposed development in the short range (2017) and long range (2030) future. As a result of this analysis, the following is concluded: - The development of Bucking Horse is feasible from a traffic engineering standpoint. At full development, Bucking Horse will generate approximately 5850 daily trip ends, 504 morning peak hour trip ends, and 621 afternoon peak hour trip ends. - Most intersections operate acceptably with the existing traffic and geometry. Current traffic volumes indicate that some auxiliary lanes are required at the Timberline/Drake and Timberline/Prospect intersections. This additional geometry and signal timing changes will improve the operation at these intersections. - The Timberline/Drake, Timberline/Prospect, and Timberline/Nancy Gray intersections are currently signalized. The other stop sign controlled intersections will not have traffic signals in the future. - In the short range (2017) future, given development of Bucking Horse and an increase in background traffic, the key intersections will operate acceptably, except for the Timberline/Drake and Timberline/Prospect intersections. In order to achieve acceptable operation at the Timberline/Drake intersection, a westbound right-turn lane and dual southbound left-turn lanes will need to be constructed. At the Timberline/Prospect intersection, a southbound right-turn lane will need to be constructed in order to achieve acceptable operation. In addition to these geometric improvements, right-turn arrows will need to be added so various right- turning movements can get a green arrow when there are no conflicts (free right- turn-on-red). - In the long range (2030) future, given development of Bucking Horse and an increase in background traffic, The key intersections will operate acceptably, except for the Timberline/Prospect intersection. - The short range (2017) geometry is shown in Figure 13. At the Timberline/Drake intersection a westbound right-turn lane is required with the current traffic. At the Timberline/Prospect intersection, a southbound right-turn lane is required with the current traffic. - The long range (2030) geometry is shown in Figure 14. The geometry at the Timberline/Drake, Timberline/Prospect, and Timberline/Nancy Gray intersections in the long range future was determined based upon achieving acceptable operation, meeting the geometric criteria in LCUASS, and the City of Fort Collins Master Street Plan. - Acceptable level of service is achieved for pedestrian, bicycle, and transit modes based upon the measures in the multi-modal transportation guidelines and future improvements to the street system in the area. DELICH Bucking Horse TIS, March 2012 ASSOCIATES Page 36 APPENDIX A APPENDIX B MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 8-23-11 Observer: City of Fort Collins Day: Tuesday Jurisdiction: City of Fort Collins R = right turn Intersection: Timberline / Drake S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Drake Westbound: Drake Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 112 372 5 489 36 186 42 264 753 89 139 70 298 11 67 62 140 438 1191 7:45 84 393 7 484 35 191 49 275 759 130 72 63 265 9 80 100 189 454 1213 8:00 56 227 3 286 31 197 57 285 571 61 68 53 182 8 69 58 135 317 888 8:15 63 205 4 272 30 200 47 277 549 43 53 80 176 7 60 45 112 288 837 7:30-8:30 315 1197 19 1531 132 774 195 1101 2632 323 332 266 921 35 276 265 576 1497 4129 PHF 0.78 0.97 0.77 0.76 4:30 94 196 7 297 51 233 75 359 656 37 88 73 198 10 74 50 134 332 988 4:45 101 174 3 278 65 268 75 408 686 44 80 75 199 6 86 45 137 336 1022 5:00 109 240 7 356 52 284 89 425 781 41 78 55 174 7 76 46 129 303 1084 5:15 113 206 6 325 72 314 113 499 824 69 103 70 242 11 72 37 120 362 1186 4:30-5:30 417 816 23 1256 240 1099 352 1691 2947 191 349 273 813 34 308 178 520 1333 4280 PHF 0.88 0.85 0.84 0.95 DELICH ASSOCIATES 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 1-11-12 Observer: Joe Day: Wednesday Jurisdiction: Fort Collins R = right turn Intersection: Timberline/Charles Brockman-Katadin S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Charles Bro Westbound: Katadin Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 12 448 2 462 7 253 4 264 726 3 3 5 5 8 734 7:45 15 562 3 580 3 279 3 285 865 5 5 16 16 21 886 8:00 11 378 2 391 5 269 2 276 667 2 2 6 6 8 675 8:15 7 303 0 310 3 241 3 247 557 1 1 4 4 5 562 7:30-8:30 45 1691 7 1743 18 1042 12 1072 2815 0 0 11 11 0 0 31 31 42 2857 PHF 0.75 0.94 0.55 0.48 4:30 2 309 2 313 5 362 1 368 681 7 7 2 2 9 690 4:45 4 305 3 312 3 353 3 359 671 8 8 3 3 11 682 5:00 3 323 2 328 5 392 2 399 727 4 4 5 5 9 736 5:15 2 304 2 308 7 367 4 378 686 10 10 4 4 14 700 4:30-5:30 11 1241 9 1261 20 1474 10 1504 2765 0 0 29 29 0 0 14 14 43 2808 PHF 0.96 0.94 0.73 0.7 DELICH ASSOCIATES 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 1-12-12 Observer: Michael Day: Wednesday Jurisdiction: Fort Collins R = right turn Intersection: Timberline/Nancy Gray S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Nancy Gray Westbound: Nancy Gray Total Total Begins L S R Total UT L S R Total north/south L S R Total L S R Total east/west All 7:30 0 484 4 488 2 2 272 3 279 767 2 0 1 3 3 0 1 4 7 774 7:45 2 591 3 596 3 3 329 1 336 932 2 0 1 3 3 0 8 11 14 946 8:00 0 333 0 333 0 2 252 1 255 588 2 0 1 3 2 0 6 8 11 599 8:15 3 295 1 299 2 3 219 1 225 524 1 0 0 1 1 0 1 2 3 527 7:30-8:30 5 1703 8 1716 7 10 1072 6 1095 2811 7 0 3 10 9 0 16 25 35 2846 PHF 0.72 0.81 0.83 0.57 4:30 3 299 2 304 1 6 352 1 360 664 5 0 2 7 2 0 3 5 12 676 4:45 2 312 1 315 1 5 365 0 371 686 9 0 1 10 1 0 5 6 16 702 5:00 1 301 3 305 3 9 423 1 436 741 11 0 3 14 3 0 2 5 19 760 5:15 2 348 0 350 1 4 478 1 484 834 8 0 2 10 2 0 3 5 15 849 4:30-5:30 8 1260 6 1274 6 24 1618 3 1651 2925 33 0 8 41 8 0 13 21 62 2987 PHF 0.91 0.85 0.73 0.88 MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 3-23-2011 Observer: Michael Day: Wednesday Jurisdiction: Fort Collins R = right turn Intersection: Timberline/Prospect S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Prospect Westbound: Prospect Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 141 89 71 301 23 95 24 142 443 17 189 78 284 61 164 7 232 516 959 7:45 168 142 64 374 29 112 26 167 541 21 211 82 314 79 188 11 278 592 1133 8:00 148 110 69 327 21 92 18 131 458 24 184 79 287 63 158 8 229 516 974 8:15 139 88 52 279 17 78 20 115 394 15 164 85 264 58 137 8 203 467 861 7:30-8:30 596 429 256 1281 90 377 88 555 1836 77 748 324 1149 261 647 34 942 2091 3927 PHF 0.86 0.83 0.91 0.85 4:30 97 89 42 228 11 98 17 126 354 12 168 115 295 99 178 10 287 582 936 4:45 118 99 56 273 16 109 19 144 417 20 162 k5p3c 182 113 189 10 312 494 911 5:00 126 112 57 295 12 116 19 147 442 18 191 147 356 126 196 14 336 692 1134 5:15 129 124 63 316 15 118 23 156 472 21 205 162 388 138 214 18 370 758 1230 4:30-5:30 470 424 218 1112 54 441 78 573 1685 71 726 424 1221 476 777 52 1305 2526 4211 PHF 0.88 0.92 0.79 0.88 MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 5-25-11 Observer: City of Fort Collins Day: Wednesday Jurisdiction: City of Fort Collins R = right turn Intersection: Timberline / Prospect S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Prospect Westbound: Prospect Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 148 101 53 302 15 79 22 116 418 12 143 104 259 38 150 5 193 452 870 7:45 227 141 74 442 22 113 30 165 607 16 182 109 307 63 187 8 258 565 1172 8:00 169 126 54 349 19 99 16 134 483 14 161 70 245 54 111 11 176 421 904 8:15 136 96 45 277 16 103 13 132 409 7 117 94 218 58 98 8 164 382 791 7:30-8:30 680 464 226 1370 72 394 81 547 1917 49 603 377 1029 213 546 32 791 1820 3737 PHF 0.77 0.83 0.84 0.77 4:30 146 154 48 348 19 126 12 157 505 23 174 130 327 119 166 21 306 633 1138 4:45 132 116 38 286 18 113 23 154 440 27 218 152 397 95 176 11 282 679 1119 5:00 147 121 53 321 6 124 18 148 469 13 192 168 373 157 199 22 378 751 1220 5:15 158 122 49 329 16 152 21 189 518 34 192 152 378 131 183 17 331 709 1227 4:30-5:30 583 513 188 1284 59 515 74 648 1932 97 776 602 1475 502 724 71 1297 2772 4704 PHF 0.92 0.86 0.93 0.86 MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 3-23-11/5-25-11 Avg. Observer: Michael Delich/City of Fort Collins Day: Jurisdiction: City of Fort Collins R = right turn Intersection: Timberline / Prospect S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Prospect Westbound: Prospect Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 145 95 62 302 19 87 23 129 431 15 166 91 272 50 157 6 213 485 916 7:45 197 142 69 408 26 113 28 167 575 18 197 96 311 71 188 10 269 580 1155 8:00 159 118 62 339 20 95 17 132 471 19 172 74 265 58 135 9 202 467 938 8:15 137 92 48 277 16 91 17 124 401 11 141 90 242 58 117 8 183 425 826 7:30-8:30 638 447 241 1326 81 386 85 552 1878 63 676 351 1090 237 597 33 867 1957 3835 PHF 0.81 0.83 0.88 0.81 4:30 122 122 45 289 15 112 15 142 431 18 171 123 312 109 172 16 297 609 1040 4:45 125 107 47 279 17 111 21 149 428 23 190 140 353 104 183 10 297 650 1078 5:00 136 117 55 308 9 120 18 147 455 16 192 158 366 142 197 18 357 723 1178 5:15 144 123 56 323 16 135 22 173 496 27 198 157 382 134 199 18 351 733 1229 4:30-5:30 527 469 203 1199 57 478 76 611 1810 84 751 578 1413 489 751 62 1302 2715 4525 PHF 0.93 0.88 0.92 0.91 APPENDIX C HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Recent AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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 3260 3433 3539 1549 1770 3539 1561 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3260 3433 3539 1549 1770 3539 1561 Volume (vph) 317 336 269 35 274 261 313 1177 19 129 754 190 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.97 0.97 0.97 Adj. Flow (vph) 373 395 316 41 322 307 368 1385 22 133 777 196 RTOR Reduction (vph) 0 0 234 0 155 000600 109 Lane Group Flow (vph) 373 395 82 41 474 0 368 1385 16 133 777 87 Confl. Peds. (#/hr) 1 8 2 Turn Type Prot Perm Prot Prot Perm Prot Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 6 2 Actuated Green, G (s) 13.8 27.7 27.7 5.2 18.1 14.5 44.1 44.1 11.0 37.6 37.6 Effective Green, g (s) 14.8 28.7 28.7 6.2 19.1 17.0 45.1 45.1 12.0 38.6 38.6 Actuated g/C Ratio 0.13 0.26 0.26 0.06 0.17 0.15 0.41 0.41 0.11 0.35 0.35 Clearance Time (s) 5.0 7.5 7.5 4.0 7.5 6.5 6.5 6.5 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 462 923 413 100 566 531 1451 635 193 1242 548 v/s Ratio Prot c0.11 0.11 0.02 c0.15 0.11 c0.39 c0.08 0.22 v/s Ratio Perm 0.05 0.01 0.06 v/c Ratio 0.81 0.43 0.20 0.41 0.84 0.69 0.95 0.03 0.69 0.63 0.16 Uniform Delay, d1 46.2 33.8 31.7 50.1 44.0 44.0 31.5 19.3 47.2 29.7 24.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.73 1.08 1.62 Incremental Delay, d2 10.0 0.3 0.2 2.7 10.5 3.9 15.0 0.1 9.2 2.2 0.6 Delay (s) 56.2 34.1 31.9 52.9 54.4 47.9 46.5 19.4 43.8 34.2 40.3 Level of Service E CCDD DDBDCD Approach Delay (s) 41.1 54.3 46.4 36.4 Approach LOS DDDD Intersection Summary HCM Average Control Delay 43.9 HCM Level of Service D HCM Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 19.0 Intersection Capacity Utilization 82.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Recent PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.94 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 3340 3433 3539 1560 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3340 3433 3539 1560 1770 3539 1583 Volume (vph) 200 348 270 34 313 187 424 855 23 245 1119 115 Peak-hour factor, PHF 0.85 0.85 0.85 0.95 0.95 0.95 0.88 0.88 0.88 0.85 0.85 0.85 Adj. Flow (vph) 235 409 318 36 329 197 482 972 26 288 1316 135 RTOR Reduction (vph) 0 0 251 0 73 00090077 Lane Group Flow (vph) 235 409 67 36 453 0 482 972 17 288 1316 58 Confl. Peds. (#/hr) 2 Turn Type Prot Perm Prot Prot Perm Prot Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 6 2 Actuated Green, G (s) 9.0 24.4 24.4 5.2 19.6 21.1 48.3 48.3 20.1 45.8 45.8 Effective Green, g (s) 10.0 25.4 25.4 6.2 20.6 22.1 49.3 49.3 21.1 46.8 46.8 Actuated g/C Ratio 0.08 0.21 0.21 0.05 0.17 0.18 0.41 0.41 0.18 0.39 0.39 Clearance Time (s) 5.0 7.5 7.5 4.0 7.5 5.0 6.5 6.5 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 286 749 335 91 573 632 1454 641 311 1380 617 v/s Ratio Prot c0.07 0.12 0.02 c0.14 c0.14 0.27 0.16 c0.37 v/s Ratio Perm 0.04 0.01 0.04 v/c Ratio 0.82 0.55 0.20 0.40 0.79 0.76 0.67 0.03 0.93 0.95 0.09 Uniform Delay, d1 54.1 42.2 38.9 55.1 47.6 46.5 28.7 21.1 48.7 35.5 23.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.16 0.87 1.09 Incremental Delay, d2 17.0 0.8 0.3 2.8 7.3 5.4 2.5 0.1 31.4 15.1 0.3 Delay (s) 71.2 43.0 39.2 57.9 55.0 51.9 31.2 21.1 87.8 46.0 25.6 Level of Service E D D E D D C C F D C Approach Delay (s) 48.6 55.2 37.7 51.4 Approach LOS D E D D Intersection Summary HCM Average Control Delay 47.0 HCM Level of Service D HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.5 Intersection Capacity Utilization 80.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 4: Prospect & Timberline Recent AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1550 3433 3775 1768 3433 3539 1509 3433 3435 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1550 3433 3775 1768 3433 3539 1509 3433 3435 Volume (vph) 63 676 351 237 597 33 638 447 241 81 386 85 Peak-hour factor, PHF 0.88 0.88 0.88 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 72 768 399 279 702 39 751 526 284 95 454 100 RTOR Reduction (vph) 0 0 286 0090000170 Lane Group Flow (vph) 72 768 113 279 702 30 751 526 284 95 537 0 Confl. Peds. (#/hr) 7261 Turn Type Prot Perm Prot Perm Prot Free Prot Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 8 Free Actuated Green, G (s) 7.1 30.2 30.2 13.8 37.4 37.4 25.7 29.0 110.0 14.5 17.8 Effective Green, g (s) 8.1 31.2 31.2 14.8 38.4 38.4 26.7 30.0 110.0 15.5 18.8 Actuated g/C Ratio 0.07 0.28 0.28 0.13 0.35 0.35 0.24 0.27 1.00 0.14 0.17 Clearance Time (s) 4.0 6.0 6.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 4.0 3.0 4.0 3.0 Lane Grp Cap (vph) 130 1004 440 462 1318 617 833 965 1509 484 587 v/s Ratio Prot 0.04 c0.22 c0.08 0.19 c0.22 0.15 0.03 c0.16 v/s Ratio Perm 0.07 0.02 0.19 v/c Ratio 0.55 0.76 0.26 0.60 0.53 0.05 0.90 0.55 0.19 0.20 0.92 Uniform Delay, d1 49.2 36.0 30.4 44.8 28.6 23.7 40.4 34.2 0.0 41.7 44.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.76 0.75 1.00 1.00 1.00 Incremental Delay, d2 5.0 5.5 1.4 2.2 1.5 0.1 10.2 0.5 0.2 0.3 19.0 Delay (s) 54.2 41.6 31.9 47.1 30.2 23.9 40.8 26.2 0.2 42.0 63.8 Level of Service DDCDCCDCADE Approach Delay (s) 39.2 34.6 28.5 60.6 Approach LOS D C C E Intersection Summary HCM Average Control Delay 37.5 HCM Level of Service D HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 4: Prospect & Timberline Recent PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1546 3433 3775 1768 3433 3539 1509 3433 3460 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1546 3433 3775 1768 3433 3539 1509 3433 3460 Volume (vph) 84 751 578 489 751 62 527 489 203 57 478 76 Peak-hour factor, PHF 0.92 0.92 0.92 0.91 0.91 0.91 0.93 0.93 0.93 0.88 0.88 0.88 Adj. Flow (vph) 91 816 628 537 825 68 567 526 218 65 543 86 RTOR Reduction (vph) 0 0 266 0 0 12 0000100 Lane Group Flow (vph) 91 816 362 537 825 56 567 526 218 65 619 0 Confl. Peds. (#/hr) 8282 Turn Type Prot Perm Prot Perm Prot Free Prot Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 8 Free Actuated Green, G (s) 9.9 32.1 32.1 24.0 46.7 46.7 18.0 27.8 120.0 13.6 23.4 Effective Green, g (s) 10.9 33.1 33.1 25.0 47.7 47.7 19.0 28.8 120.0 14.6 24.4 Actuated g/C Ratio 0.09 0.28 0.28 0.21 0.40 0.40 0.16 0.24 1.00 0.12 0.20 Clearance Time (s) 4.0 6.0 6.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 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) 161 976 426 715 1501 703 544 849 1509 418 704 v/s Ratio Prot 0.05 0.23 c0.16 0.22 c0.17 0.15 0.02 c0.18 v/s Ratio Perm c0.23 0.03 0.14 v/c Ratio 0.57 0.84 0.85 0.75 0.55 0.08 1.04 0.62 0.14 0.16 0.88 Uniform Delay, d1 52.3 40.9 41.1 44.6 27.9 22.5 50.5 40.7 0.0 47.2 46.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.99 1.00 1.00 1.00 Incremental Delay, d2 4.5 8.4 18.6 4.5 1.5 0.2 44.1 1.0 0.1 0.2 12.0 Delay (s) 56.8 49.3 59.7 49.0 29.3 22.7 93.7 41.3 0.1 47.4 58.4 Level of Service E D E D C C F D A D E Approach Delay (s) 54.0 36.4 57.1 57.4 Approach LOS D D E E Intersection Summary HCM Average Control Delay 50.2 HCM Level of Service D HCM Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Nancy Gray Ave & Timberline Recent AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1768 1562 1767 1563 1769 3539 1542 1770 3539 1542 Flt Permitted 0.75 1.00 0.76 1.00 0.20 1.00 1.00 0.07 1.00 1.00 Satd. Flow (perm) 1386 1562 1405 1563 378 3539 1542 127 3539 1542 Volume (vph) 70390165 1721 8 17 1080 6 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 8 0 4 11 0 19 6 2025 9 20 1271 7 RTOR Reduction (vph) 0400180001001 Lane Group Flow (vph) 8 0 0 11 1 0 6 2025 8 20 1271 6 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 5.5 5.5 5.5 5.5 86.8 85.7 85.7 89.2 86.9 86.9 Effective Green, g (s) 6.5 6.5 6.5 6.5 91.3 86.7 86.7 93.7 87.9 87.9 Actuated g/C Ratio 0.06 0.06 0.06 0.06 0.83 0.79 0.79 0.85 0.80 0.80 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 82 92 83 92 340 2789 1215 157 2828 1232 v/s Ratio Prot 0.00 0.00 0.00 c0.57 c0.00 0.36 v/s Ratio Perm 0.01 c0.01 0.01 0.00 0.10 0.00 v/c Ratio 0.10 0.00 0.13 0.01 0.02 0.73 0.01 0.13 0.45 0.00 Uniform Delay, d1 49.0 48.7 49.1 48.7 1.8 5.8 2.5 5.7 3.5 2.2 Progression Factor 1.00 1.00 1.00 1.00 0.83 0.56 0.85 1.13 0.62 0.45 Incremental Delay, d2 0.7 0.0 1.0 0.1 0.0 0.7 0.0 0.3 0.4 0.0 Delay (s) 49.7 48.7 50.1 48.8 1.5 3.9 2.1 6.7 2.5 1.0 Level of Service D D D D AAAAAA Approach Delay (s) 49.4 49.3 3.9 2.6 Approach LOS D D A A Intersection Summary HCM Average Control Delay 4.0 HCM Level of Service A HCM Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 64.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Nancy Gray Ave & Timberline Recent PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1583 1770 1583 1770 3539 1526 1770 3539 1583 Flt Permitted 0.75 1.00 0.76 1.00 0.20 1.00 1.00 0.07 1.00 1.00 Satd. Flow (perm) 1388 1583 1407 1583 378 3539 1526 130 3539 1583 Volume (vph) 70390165 1721 8 17 1080 6 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 8 0 4 11 0 19 6 2025 9 20 1271 7 RTOR Reduction (vph) 0400180001001 Lane Group Flow (vph) 8 0 0 11 1 0 6 2025 8 20 1271 6 Confl. Peds. (#/hr) 5 5 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 6.5 6.5 6.5 6.5 95.9 94.8 94.8 98.1 95.9 95.9 Effective Green, g (s) 7.5 7.5 7.5 7.5 100.4 95.8 95.8 102.6 96.9 96.9 Actuated g/C Ratio 0.06 0.06 0.06 0.06 0.84 0.80 0.80 0.85 0.81 0.81 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 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) 87 99 88 99 341 2825 1218 155 2858 1278 v/s Ratio Prot 0.00 0.00 0.00 c0.57 c0.00 0.36 v/s Ratio Perm 0.01 c0.01 0.01 0.00 0.11 0.00 v/c Ratio 0.09 0.00 0.12 0.01 0.02 0.72 0.01 0.13 0.44 0.00 Uniform Delay, d1 53.0 52.7 53.1 52.8 1.8 5.7 2.5 5.7 3.5 2.2 Progression Factor 1.00 1.00 1.00 1.00 0.76 0.99 0.79 0.59 0.32 0.11 Incremental Delay, d2 0.5 0.0 0.6 0.0 0.0 1.5 0.0 0.2 0.2 0.0 Delay (s) 53.5 52.8 53.8 52.8 1.4 7.1 1.9 3.5 1.3 0.3 Level of Service D D D D AAAAAA Approach Delay (s) 53.3 53.2 7.1 1.4 Approach LOS D D A A Intersection Summary HCM Average Control Delay 5.5 HCM Level of Service A HCM Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 63.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 3: Charles Brockman & Timberline Recent AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 11 0 0 31 45 1703 7 18 1062 12 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 13 0 0 36 53 2004 8 19 1130 13 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 653 pX, platoon unblocked 0.90 0.90 0.90 0.90 0.90 0.90 vC, conflicting volume 2319 3292 571 2726 3290 1002 1143 2012 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2356 3443 404 2810 3441 1002 1042 2012 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 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 % 100 100 98 100 100 85 91 93 cM capacity (veh/h) 13 5 533 6 5 241 594 280 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 13 36 53 1002 1002 8 19 753 389 Volume Left 0 0 53 0 0 0 19 0 0 Volume Right 13 36 00080013 cSH 533 241 594 1700 1700 1700 280 1700 1700 Volume to Capacity 0.02 0.15 0.09 0.59 0.59 0.00 0.07 0.44 0.23 Queue Length 95th (ft) 2 13 7000500 Control Delay (s) 11.9 22.6 11.7 0.0 0.0 0.0 18.8 0.0 0.0 Lane LOS B C B C Approach Delay (s) 11.9 22.6 0.3 0.3 Approach LOS B C Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 57.1% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 3: Charles Brockman & Timberline Recent PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 29 0 0 14 11 1221 9 20 1450 10 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.96 0.96 0.96 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 34 0 0 16 11 1272 9 21 1543 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 653 pX, platoon unblocked 0.89 0.89 0.89 0.89 0.89 0.89 vC, conflicting volume 2266 2895 777 2143 2891 636 1553 1281 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2300 3010 619 2161 3005 636 1496 1281 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 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 % 100 100 91 100 100 96 97 96 cM capacity (veh/h) 17 11 382 20 11 421 394 537 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 34 16 11 636 636 9 21 1028 525 Volume Left 0 0 11 0 0 0 21 0 0 Volume Right 34 16 00090011 cSH 382 421 394 1700 1700 1700 537 1700 1700 Volume to Capacity 0.09 0.04 0.03 0.37 0.37 0.01 0.04 0.60 0.31 Queue Length 95th (ft) 732000300 Control Delay (s) 15.3 13.9 14.4 0.0 0.0 0.0 12.0 0.0 0.0 Lane LOS C B B B Approach Delay (s) 15.3 13.9 0.1 0.2 Approach LOS C B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 50.4% ICU Level of Service A Analysis Period (min) 15 UNSIGNALIZED INTERSECTIONS Level-of-Service Average Total Delay sec/veh A < 10 B > 10 and < 15 C > 15 and < 25 D > 25 and < 35 E > 35 and < 50 F > 50 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 Table 4-3 Fort Collins (City Limits) Motor Vehicle LOS Standards (Intersections) Land Use (from structure plan) Other corridors within: Intersection type Commercial corridors Mixed use districts Low density mixed use residential All other areas Signalized intersections (overall) DE*DD Any Leg EEDE Any Movement EEDE Stop sign control (arterial/collector or local— any approach leg) N/A F** F** E Stop sign control (collector/local—any approach leg) N/A C C C * mitigating measures required ** considered normal in an urban environment APPENDIX D HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Short Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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 3259 3433 3539 1547 1770 3539 1560 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3259 3433 3539 1547 1770 3539 1560 Volume (vph) 362 369 312 38 302 289 355 1293 20 162 858 214 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.97 0.97 0.97 Adj. Flow (vph) 426 434 367 45 355 340 418 1521 24 167 885 221 RTOR Reduction (vph) 0 0 272 0 142 00050098 Lane Group Flow (vph) 426 434 95 45 553 0 418 1521 19 167 885 123 Confl. Peds. (#/hr) 1 8 2 Turn Type Prot Perm Prot Prot Perm Prot Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 6 2 Actuated Green, G (s) 15.0 30.0 30.0 7.3 21.3 13.5 48.7 48.7 12.0 44.2 44.2 Effective Green, g (s) 16.0 31.0 31.0 8.3 22.3 16.0 49.7 49.7 13.0 45.2 45.2 Actuated g/C Ratio 0.13 0.26 0.26 0.07 0.19 0.13 0.41 0.41 0.11 0.38 0.38 Clearance Time (s) 5.0 7.5 7.5 4.0 7.5 6.5 6.5 6.5 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 458 914 409 122 606 458 1466 641 192 1333 588 v/s Ratio Prot c0.12 0.12 0.03 c0.17 0.12 c0.43 c0.09 0.25 v/s Ratio Perm 0.06 0.01 0.08 v/c Ratio 0.93 0.47 0.23 0.37 0.91 0.91 1.04 0.03 0.87 0.66 0.21 Uniform Delay, d1 51.4 37.6 35.1 53.3 47.9 51.3 35.1 20.8 52.7 31.1 25.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.02 0.92 1.40 Incremental Delay, d2 25.6 0.4 0.3 1.9 18.1 22.4 33.8 0.1 28.7 2.3 0.7 Delay (s) 77.1 38.0 35.4 55.2 65.9 73.7 69.0 20.9 82.4 30.8 36.1 Level of Service E D D E E E E C F C D Approach Delay (s) 50.8 65.3 69.4 38.5 Approach LOS D E E D Intersection Summary HCM Average Control Delay 56.9 HCM Level of Service E HCM Volume to Capacity ratio 0.97 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.0 Intersection Capacity Utilization 89.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Short Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.94 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 3341 3433 3539 1560 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3341 3433 3539 1560 1770 3539 1583 Volume (vph) 236 378 300 37 356 213 494 954 25 282 1247 153 Peak-hour factor, PHF 0.85 0.85 0.85 0.95 0.95 0.95 0.88 0.88 0.88 0.85 0.85 0.85 Adj. Flow (vph) 278 445 353 39 375 224 561 1084 28 332 1467 180 RTOR Reduction (vph) 0 0 276 0 72 00090048 Lane Group Flow (vph) 278 445 77 39 527 0 561 1084 19 332 1467 132 Confl. Peds. (#/hr) 2 Turn Type Prot Perm Prot Prot Perm Prot Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 6 2 Actuated Green, G (s) 10.0 25.3 25.3 4.8 19.1 21.0 47.9 47.9 20.0 45.4 45.4 Effective Green, g (s) 11.0 26.3 26.3 5.8 20.1 22.0 48.9 48.9 21.0 46.4 46.4 Actuated g/C Ratio 0.09 0.22 0.22 0.05 0.17 0.18 0.41 0.41 0.18 0.39 0.39 Clearance Time (s) 5.0 7.5 7.5 4.0 7.5 5.0 6.5 6.5 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 315 776 347 86 560 629 1442 636 310 1368 612 v/s Ratio Prot c0.08 0.13 0.02 c0.16 c0.16 0.31 0.19 c0.41 v/s Ratio Perm 0.05 0.01 0.08 v/c Ratio 0.88 0.57 0.22 0.45 0.94 0.89 0.75 0.03 1.07 1.07 0.21 Uniform Delay, d1 53.9 41.8 38.5 55.6 49.4 47.8 30.4 21.3 49.5 36.8 24.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.09 1.18 1.59 Incremental Delay, d2 23.9 1.0 0.3 3.8 24.1 14.9 3.7 0.1 64.8 43.6 0.6 Delay (s) 77.8 42.9 38.8 59.3 73.5 62.7 34.0 21.4 118.9 87.2 39.8 Level of Service E D D E E E C C F F D Approach Delay (s) 50.5 72.6 43.4 88.2 Approach LOS D E D F Intersection Summary HCM Average Control Delay 64.8 HCM Level of Service E HCM Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.5 Intersection Capacity Utilization 89.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Short Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1549 3433 3775 1768 3433 3539 1509 3433 3449 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1549 3433 3775 1768 3433 3539 1509 3433 3449 Volume (vph) 72 777 378 325 756 42 687 545 293 93 530 98 Peak-hour factor, PHF 0.88 0.88 0.88 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 82 883 430 382 889 49 808 641 345 109 624 115 RTOR Reduction (vph) 0 0 322 0080000120 Lane Group Flow (vph) 82 883 108 382 889 41 808 641 345 109 727 0 Confl. Peds. (#/hr) 7261 Turn Type Prot Perm Prot Perm Prot Free Prot Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 8 Free Actuated Green, G (s) 7.8 29.2 29.2 13.8 35.7 35.7 29.0 29.5 120.0 25.0 25.5 Effective Green, g (s) 8.8 30.2 30.2 14.8 36.7 36.7 30.0 30.5 120.0 26.0 26.5 Actuated g/C Ratio 0.07 0.25 0.25 0.12 0.31 0.31 0.25 0.25 1.00 0.22 0.22 Clearance Time (s) 4.0 6.0 6.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 4.0 3.0 4.0 3.0 Lane Grp Cap (vph) 130 891 390 423 1155 541 858 899 1509 744 762 v/s Ratio Prot 0.05 c0.25 c0.11 0.24 c0.24 0.18 0.03 c0.21 v/s Ratio Perm 0.07 0.02 c0.23 v/c Ratio 0.63 0.99 0.28 0.90 0.77 0.08 0.94 0.71 0.23 0.15 0.95 Uniform Delay, d1 54.0 44.8 36.1 51.9 37.8 29.6 44.1 40.8 0.0 38.0 46.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.81 0.78 1.00 1.00 1.00 Incremental Delay, d2 9.6 28.1 1.8 22.1 5.0 0.3 12.8 1.7 0.2 0.1 21.8 Delay (s) 63.6 72.8 37.9 74.0 42.8 29.9 48.6 33.3 0.2 38.1 68.0 Level of Service E E D E DCDCADE Approach Delay (s) 61.5 51.3 33.8 64.1 Approach LOS E D C E Intersection Summary HCM Average Control Delay 50.2 HCM Level of Service D HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.0 Intersection Capacity Utilization 83.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Short Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1583 3433 3775 1768 3433 3539 1509 3433 3458 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1583 3433 3775 1768 3433 3539 1509 3433 3458 Volume (vph) 100 894 610 517 793 65 568 601 259 68 505 91 Peak-hour factor, PHF 0.92 0.92 0.92 0.91 0.91 0.91 0.93 0.93 0.93 0.88 0.88 0.88 Adj. Flow (vph) 109 972 663 568 871 71 611 646 278 77 574 103 RTOR Reduction (vph) 0 0 302 0 0 12 0000120 Lane Group Flow (vph) 109 972 361 568 871 59 611 646 278 77 665 0 Confl. Peds. (#/hr) 2 8 Turn Type Prot Perm Prot Perm Prot Free Prot Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 8 Free Actuated Green, G (s) 10.9 32.0 32.0 21.0 42.6 42.6 21.0 34.6 120.0 9.9 23.5 Effective Green, g (s) 11.9 33.0 33.0 22.0 43.6 43.6 22.0 35.6 120.0 10.9 24.5 Actuated g/C Ratio 0.10 0.28 0.28 0.18 0.36 0.36 0.18 0.30 1.00 0.09 0.20 Clearance Time (s) 4.0 6.0 6.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 4.0 3.0 4.0 3.0 Lane Grp Cap (vph) 176 973 435 629 1372 642 629 1050 1509 312 706 v/s Ratio Prot 0.06 c0.27 c0.17 0.23 c0.18 0.18 0.02 c0.19 v/s Ratio Perm 0.23 0.03 0.18 v/c Ratio 0.62 1.00 0.83 0.90 0.63 0.09 0.97 0.62 0.18 0.25 0.94 Uniform Delay, d1 51.9 43.5 40.9 48.0 31.6 25.2 48.7 36.3 0.0 50.7 47.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.10 1.05 1.00 1.00 1.00 Incremental Delay, d2 6.4 28.6 16.5 16.3 2.3 0.3 26.0 0.9 0.2 0.6 20.8 Delay (s) 58.2 72.1 57.4 64.3 33.9 25.4 79.4 39.1 0.2 51.3 67.9 Level of Service EEEECCEDADE Approach Delay (s) 65.6 44.9 48.1 66.2 Approach LOS E D D E Intersection Summary HCM Average Control Delay 55.2 HCM Level of Service E HCM Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 87.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Short Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.86 1.00 0.88 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1767 1576 1767 1614 1770 3539 1541 1770 3539 1541 Flt Permitted 0.74 1.00 0.74 1.00 0.16 1.00 1.00 0.04 1.00 1.00 Satd. Flow (perm) 1381 1576 1382 1614 291 3539 1541 81 3539 1541 Volume (vph) 69 1 18 9 3 16 28 1900 8 17 1194 6 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 81 1 21 11 4 19 33 2235 9 20 1405 7 RTOR Reduction (vph) 0 19 0 0 17 0001002 Lane Group Flow (vph) 81 3 0 11 6 0 33 2235 8 20 1405 5 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 11.4 11.4 11.4 11.4 93.3 89.8 89.8 90.9 88.6 88.6 Effective Green, g (s) 12.4 12.4 12.4 12.4 97.8 90.8 90.8 95.4 89.6 89.6 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.81 0.76 0.76 0.80 0.75 0.75 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 143 163 143 167 293 2678 1166 111 2642 1151 v/s Ratio Prot 0.00 0.00 c0.00 c0.63 c0.00 0.40 v/s Ratio Perm c0.06 0.01 0.09 0.00 0.14 0.00 v/c Ratio 0.57 0.02 0.08 0.04 0.11 0.83 0.01 0.18 0.53 0.00 Uniform Delay, d1 51.2 48.3 48.6 48.4 3.4 9.6 3.6 13.6 6.4 3.9 Progression Factor 1.00 1.00 1.00 1.00 0.61 0.34 0.37 1.17 0.54 0.51 Incremental Delay, d2 6.1 0.1 0.3 0.1 0.0 0.9 0.0 0.4 0.4 0.0 Delay (s) 57.4 48.4 48.9 48.5 2.1 4.2 1.3 16.3 3.8 2.0 Level of Service E D D D AAABAA Approach Delay (s) 55.4 48.7 4.2 4.0 Approach LOS E D A A Intersection Summary HCM Average Control Delay 5.9 HCM Level of Service A HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 72.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Short Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.87 1.00 0.89 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1767 1598 1767 1637 1770 3539 1541 1770 3539 1541 Flt Permitted 0.74 1.00 0.72 1.00 0.06 1.00 1.00 0.15 1.00 1.00 Satd. Flow (perm) 1385 1598 1348 1637 121 3539 1541 273 3539 1541 Volume (vph) 88 5 37 8 4 13 26 1323 6 30 1654 3 Peak-hour factor, PHF 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 0.85 0.85 0.85 Adj. Flow (vph) 104 6 44 9 5 15 29 1454 7 35 1946 4 RTOR Reduction (vph) 0 39 0 0 13 0002001 Lane Group Flow (vph) 104 11 097029 1454 5 35 1946 3 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 12.8 12.8 12.8 12.8 91.1 87.3 87.3 90.3 86.9 86.9 Effective Green, g (s) 13.8 13.8 13.8 13.8 95.6 88.3 88.3 94.8 87.9 87.9 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.80 0.74 0.74 0.79 0.73 0.73 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 159 184 155 188 162 2604 1134 271 2592 1129 v/s Ratio Prot 0.01 0.00 c0.01 0.41 0.00 c0.55 v/s Ratio Perm c0.08 0.01 0.14 0.00 0.10 0.00 v/c Ratio 0.65 0.06 0.06 0.04 0.18 0.56 0.00 0.13 0.75 0.00 Uniform Delay, d1 50.8 47.3 47.3 47.2 9.3 7.1 4.2 4.1 9.5 4.3 Progression Factor 1.00 1.00 1.00 1.00 1.68 0.83 0.99 0.49 0.82 0.54 Incremental Delay, d2 10.2 0.2 0.2 0.1 0.3 0.6 0.0 0.1 1.1 0.0 Delay (s) 61.1 47.5 47.5 47.3 15.9 6.5 4.1 2.1 8.9 2.3 Level of Service E D D D BAAAAA Approach Delay (s) 56.7 47.4 6.6 8.8 Approach LOS E D A A Intersection Summary HCM Average Control Delay 10.2 HCM Level of Service B HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Short Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 11 0 0 31 47 1905 7 18 1189 14 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 13 0 0 36 55 2241 8 19 1265 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 653 pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84 vC, conflicting volume 2578 3671 640 3035 3670 1121 1280 2249 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2692 3999 373 3239 3998 1121 1138 2249 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 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 % 100 100 98 100 100 82 89 92 cM capacity (veh/h) 6 2 522 3 2 201 509 226 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 13 36 55 1121 1121 8 19 843 437 Volume Left 0 0 55 0 0 0 19 0 0 Volume Right 13 36 00080015 cSH 522 201 509 1700 1700 1700 226 1700 1700 Volume to Capacity 0.02 0.18 0.11 0.66 0.66 0.00 0.08 0.50 0.26 Queue Length 95th (ft) 2 16 9000700 Control Delay (s) 12.1 26.9 12.9 0.0 0.0 0.0 22.4 0.0 0.0 Lane LOS B D B C Approach Delay (s) 12.1 26.9 0.3 0.3 Approach LOS B D Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 62.7% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Short Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 29 0 0 14 21 1341 9 20 1661 18 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.96 0.96 0.96 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 34 0 0 16 22 1397 9 21 1767 19 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 653 pX, platoon unblocked 0.65 0.65 0.65 0.65 0.65 0.65 vC, conflicting volume 2578 3269 893 2401 3269 698 1786 1406 vC1, stage 1 conf vol 1819 1819 1441 1441 vC2, stage 2 conf vol 759 1450 960 1829 vCu, unblocked vol 2883 3940 308 2613 3941 698 1673 1406 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 92 100 100 96 91 96 cM capacity (veh/h) 34 39 450 64 33 383 248 481 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 34 16 22 698 698 9 21 1178 608 Volume Left 0 0 22 0 0 0 21 0 0 Volume Right 34 16 00090019 cSH 450 383 248 1700 1700 1700 481 1700 1700 Volume to Capacity 0.08 0.04 0.09 0.41 0.41 0.01 0.04 0.69 0.36 Queue Length 95th (ft) 637000300 Control Delay (s) 13.7 14.8 20.9 0.0 0.0 0.0 12.8 0.0 0.0 Lane LOS B B C B Approach Delay (s) 13.7 14.8 0.3 0.2 Approach LOS B B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 56.5% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Short Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 19 1979 6 0 1217 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 22 2328 7 0 1432 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 630 pX, platoon unblocked 0.36 0.26 0.26 vC, conflicting volume 3044 1164 2335 vC1, stage 1 conf vol 2328 vC2, stage 2 conf vol 716 vCu, unblocked vol 3294 0 3279 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 92 100 cM capacity (veh/h) 3 284 23 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 22 1164 1164 7 716 716 Volume Left 000000 Volume Right 22 00700 cSH 284 1700 1700 1700 1700 1700 Volume to Capacity 0.08 0.68 0.68 0.00 0.42 0.42 Queue Length 95th (ft) 600000 Control Delay (s) 18.7 0.0 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 18.7 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Short Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 11 1404 20 0 1687 Peak Hour Factor 0.85 0.85 0.91 0.91 0.85 0.85 Hourly flow rate (vph) 0 13 1543 22 0 1985 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 630 pX, platoon unblocked 0.89 0.81 0.81 vC, conflicting volume 2535 771 1565 vC1, stage 1 conf vol 1543 vC2, stage 2 conf vol 992 vCu, unblocked vol 2009 474 1460 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 84 432 370 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 13 771 771 22 992 992 Volume Left 000000 Volume Right 13 0 0 22 0 0 cSH 432 1700 1700 1700 1700 1700 Volume to Capacity 0.03 0.45 0.45 0.01 0.58 0.58 Queue Length 95th (ft) 200000 Control Delay (s) 13.6 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 13.6 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 50.0% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Rigden Parkway Short Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 544 35 25 487 120 65 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 640 41 29 573 141 76 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 681 1272 640 vC1, stage 1 conf vol 640 vC2, stage 2 conf vol 632 vCu, unblocked vol 681 1272 640 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 97 41 84 cM capacity (veh/h) 911 237 475 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 Volume Total 640 41 29 573 141 76 Volume Left 0 0 29 0 141 0 Volume Right 0 41 0 0 0 76 cSH 1700 1700 911 1700 237 475 Volume to Capacity 0.38 0.02 0.03 0.34 0.59 0.16 Queue Length 95th (ft) 00208614 Control Delay (s) 0.0 0.0 9.1 0.0 40.2 14.0 Lane LOS A E B Approach Delay (s) 0.0 0.4 31.0 Approach LOS D Intersection Summary Average Delay 4.7 Intersection Capacity Utilization 41.9% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Rigden Parkway Short Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 402 130 65 404 65 40 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 473 153 76 475 76 47 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 626 1101 473 vC1, stage 1 conf vol 473 vC2, stage 2 conf vol 628 vCu, unblocked vol 626 1101 473 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 92 70 92 cM capacity (veh/h) 956 258 591 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 Volume Total 473 153 76 475 76 47 Volume Left 0 0 76 0 76 0 Volume Right 0 153 0 0 0 47 cSH 1700 1700 956 1700 258 591 Volume to Capacity 0.28 0.09 0.08 0.28 0.30 0.08 Queue Length 95th (ft) 0070306 Control Delay (s) 0.0 0.0 9.1 0.0 24.7 11.6 Lane LOS A C B Approach Delay (s) 0.0 1.3 19.7 Approach LOS C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 38.4% ICU Level of Service A Analysis Period (min) 15 APPENDIX E HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Long Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 6.5 4.0 5.5 5.5 3.0 6.0 6.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Volume (vph) 425 440 350 80 400 345 400 1535 25 185 1040 295 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) 447 463 368 84 421 363 421 1616 26 195 1095 311 RTOR Reduction (vph) 0 0 22 0050070056 Lane Group Flow (vph) 447 463 346 84 421 358 421 1616 19 195 1095 255 Confl. Peds. (#/hr) 2 Turn Type Prot pm+ov Prot pm+ov Prot Perm Prot pm+ov Protected Phases 74138516 527 Permitted Phases 4862 Actuated Green, G (s) 18.6 32.3 49.3 6.0 19.7 37.6 17.0 48.8 48.8 17.9 49.7 68.3 Effective Green, g (s) 19.6 33.3 48.8 8.0 20.7 37.1 18.0 50.8 50.8 19.9 51.2 68.8 Actuated g/C Ratio 0.15 0.26 0.38 0.06 0.16 0.29 0.14 0.39 0.39 0.15 0.39 0.53 Clearance Time (s) 5.0 7.5 5.0 5.0 7.5 5.0 5.0 7.5 7.5 5.0 7.5 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) 518 907 594 211 564 531 475 1987 610 526 2003 838 v/s Ratio Prot c0.13 0.13 0.07 0.02 0.12 c0.09 c0.12 c0.32 0.06 0.22 0.04 v/s Ratio Perm 0.15 0.14 0.01 0.12 v/c Ratio 0.86 0.51 0.58 0.40 0.75 0.67 0.89 0.81 0.03 0.37 0.55 0.30 Uniform Delay, d1 53.9 41.4 32.5 58.7 52.1 41.1 55.0 35.4 24.4 49.4 30.4 17.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.38 1.98 Incremental Delay, d2 13.9 0.5 1.5 1.2 5.3 3.4 17.7 3.8 0.1 0.4 1.0 0.2 Delay (s) 67.8 41.9 33.9 59.9 57.5 44.5 72.7 39.1 24.5 50.4 42.9 34.2 Level of Service E D C E E D E DCDDC Approach Delay (s) 48.6 52.3 45.8 42.1 Approach LOS DDDD Intersection Summary HCM Average Control Delay 46.4 HCM Level of Service D HCM Volume to Capacity ratio 0.80 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 76.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Long Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 6.5 4.0 5.5 5.5 3.0 6.0 6.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Volume (vph) 350 475 345 60 440 245 570 1195 45 360 1520 230 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) 368 500 363 63 463 258 600 1258 47 379 1600 242 RTOR Reduction (vph) 0 0 21 0 0 12 0 0 17 0 0 36 Lane Group Flow (vph) 368 500 342 63 463 246 600 1258 30 379 1600 206 Confl. Peds. (#/hr) 2 Turn Type Prot pm+ov Prot pm+ov Prot Perm Prot pm+ov Protected Phases 74138516 527 Permitted Phases 4862 Actuated Green, G (s) 16.5 34.9 57.9 4.0 22.4 40.0 23.0 48.5 48.5 17.6 43.1 59.6 Effective Green, g (s) 17.5 35.9 57.4 6.0 23.4 39.5 24.0 50.5 50.5 19.6 44.6 60.1 Actuated g/C Ratio 0.13 0.28 0.44 0.05 0.18 0.30 0.18 0.39 0.39 0.15 0.34 0.46 Clearance Time (s) 5.0 7.5 5.0 5.0 7.5 5.0 5.0 7.5 7.5 5.0 7.5 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) 462 977 699 158 637 560 634 1975 606 518 1745 732 v/s Ratio Prot c0.11 0.14 0.08 0.02 c0.13 0.05 c0.17 0.25 0.11 c0.31 0.03 v/s Ratio Perm 0.14 0.10 0.02 0.10 v/c Ratio 0.80 0.51 0.49 0.40 0.73 0.44 0.95 0.64 0.05 0.73 0.92 0.28 Uniform Delay, d1 54.5 39.7 25.9 60.2 50.3 36.4 52.4 32.3 24.8 52.7 40.9 21.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.90 1.32 1.56 Incremental Delay, d2 9.2 0.5 0.5 1.7 4.1 0.6 23.1 1.6 0.2 4.2 7.5 0.2 Delay (s) 63.8 40.1 26.4 61.9 54.4 36.9 75.5 33.9 25.0 51.7 61.3 33.9 Level of Service E D C E D D E C C D E C Approach Delay (s) 43.1 49.3 46.8 56.7 Approach LOS D D D E Intersection Summary HCM Average Control Delay 50.0 HCM Level of Service D HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 20.5 Intersection Capacity Utilization 84.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Long Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 3.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 1770 3539 1583 3433 3775 1776 3433 3539 1509 3433 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 3433 3775 1776 3433 3539 1509 3433 3539 1583 Volume (vph) 95 1095 450 395 1070 55 755 620 390 130 630 120 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) 100 1153 474 416 1126 58 795 653 411 137 663 126 RTOR Reduction (vph) 0000050000010 Lane Group Flow (vph) 100 1153 474 416 1126 53 795 653 411 137 663 116 Confl. Peds. (#/hr) 2 8 Turn Type Prot Free Prot pm+ov Prot Free Prot pm+ov Protected Phases 7 4 38516 527 Permitted Phases Free 8 Free 2 Actuated Green, G (s) 7.2 39.7 130.0 15.0 48.5 71.3 27.0 29.5 130.0 22.8 25.3 32.5 Effective Green, g (s) 8.2 41.2 130.0 16.0 49.5 71.8 28.0 30.5 130.0 23.8 26.3 37.0 Actuated g/C Ratio 0.06 0.32 1.00 0.12 0.38 0.55 0.22 0.23 1.00 0.18 0.20 0.28 Clearance Time (s) 4.0 6.5 5.0 6.5 5.0 5.0 6.5 5.0 6.5 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 3.0 3.0 Lane Grp Cap (vph) 112 1122 1583 423 1437 981 739 830 1509 629 716 487 v/s Ratio Prot 0.06 c0.33 c0.12 0.30 0.01 c0.23 0.18 0.04 c0.19 0.02 v/s Ratio Perm 0.30 0.02 0.27 0.06 v/c Ratio 0.89 1.03 0.30 0.98 0.78 0.05 1.08 0.79 0.27 0.22 0.93 0.24 Uniform Delay, d1 60.5 44.4 0.0 56.9 35.5 13.4 51.0 46.7 0.0 45.2 50.9 35.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.08 1.14 1.00 1.00 1.00 1.00 Incremental Delay, d2 52.7 34.2 0.5 39.1 4.3 0.0 51.6 3.8 0.3 0.2 17.9 0.3 Delay (s) 113.2 78.6 0.5 96.0 39.9 13.5 106.8 57.2 0.3 45.4 68.7 35.9 Level of Service F E A F D B F E A D E D Approach Delay (s) 59.1 53.5 65.9 60.8 Approach LOS E D E E Intersection Summary HCM Average Control Delay 60.0 HCM Level of Service E HCM Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 95.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Long Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 3.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 1770 3539 1583 3433 3775 1772 3433 3539 1509 3433 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 3433 3775 1772 3433 3539 1509 3433 3539 1583 Volume (vph) 125 1260 710 620 1120 80 710 745 335 90 585 110 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) 132 1326 747 653 1179 84 747 784 353 95 616 116 RTOR Reduction (vph) 0000090000011 Lane Group Flow (vph) 132 1326 747 653 1179 75 747 784 353 95 616 105 Confl. Peds. (#/hr) 2 8 Turn Type Prot Free Prot pm+ov Prot Free Prot pm+ov Protected Phases 7 4 38516 527 Permitted Phases Free 8 Free 2 Actuated Green, G (s) 7.8 41.3 130.0 18.0 52.5 62.6 23.0 37.6 130.0 10.1 24.7 32.5 Effective Green, g (s) 8.8 42.8 130.0 19.0 53.5 63.1 24.0 38.6 130.0 11.1 25.7 37.0 Actuated g/C Ratio 0.07 0.33 1.00 0.15 0.41 0.49 0.18 0.30 1.00 0.09 0.20 0.28 Clearance Time (s) 4.0 6.5 5.0 6.5 5.0 5.0 6.5 5.0 6.5 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 3.0 3.0 Lane Grp Cap (vph) 120 1165 1583 502 1554 860 634 1051 1509 293 700 487 v/s Ratio Prot 0.07 c0.37 c0.19 0.31 0.01 c0.22 0.22 0.03 c0.17 0.01 v/s Ratio Perm 0.47 0.04 0.23 0.05 v/c Ratio 1.10 1.14 0.47 1.30 0.76 0.09 1.18 0.75 0.23 0.32 0.88 0.21 Uniform Delay, d1 60.6 43.6 0.0 55.5 32.7 18.0 53.0 41.3 0.0 55.9 50.7 35.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.14 1.28 1.00 1.00 1.00 1.00 Incremental Delay, d2 111.6 73.0 1.0 149.4 3.5 0.1 93.8 2.5 0.3 0.9 12.4 0.2 Delay (s) 172.2 116.6 1.0 204.9 36.3 18.0 154.4 55.3 0.3 56.8 63.0 35.7 Level of Service F F A F D B F EAEED Approach Delay (s) 80.8 92.9 84.3 58.5 Approach LOS F F F E Intersection Summary HCM Average Control Delay 82.5 HCM Level of Service F HCM Volume to Capacity ratio 1.12 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 104.4% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Long Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 3.0 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.86 1.00 0.91 1.00 0.99 1.00 0.99 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1769 1591 1768 1691 1770 5040 1770 5054 Flt Permitted 0.49 1.00 0.72 1.00 0.13 1.00 0.05 1.00 Satd. Flow (perm) 907 1591 1346 1691 234 5040 88 5054 Volume (vph) 145 5 45 65 15 20 105 2090 110 20 1390 50 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) 153 5 47 68 16 21 111 2200 116 21 1463 53 RTOR Reduction (vph) 0 42 0 0 19 0030020 Lane Group Flow (vph) 153 10 0 68 18 0 111 2313 0 21 1514 0 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type pm+pt pm+pt pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862 Actuated Green, G (s) 25.4 13.3 16.6 8.5 92.1 85.5 84.0 81.4 Effective Green, g (s) 26.2 14.3 16.6 9.5 95.6 86.5 88.5 82.4 Actuated g/C Ratio 0.20 0.11 0.13 0.07 0.74 0.67 0.68 0.63 Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 4.0 3.0 4.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 262 175 195 124 263 3354 106 3203 v/s Ratio Prot c0.05 0.01 0.02 0.01 c0.02 c0.46 0.01 0.30 v/s Ratio Perm c0.06 0.03 0.29 0.13 v/c Ratio 0.58 0.06 0.35 0.14 0.42 0.69 0.20 0.47 Uniform Delay, d1 45.5 51.8 51.4 56.4 7.0 13.4 10.6 12.4 Progression Factor 1.00 1.00 1.00 1.00 2.25 0.60 0.67 0.83 Incremental Delay, d2 3.3 0.2 1.1 0.7 0.7 0.7 0.6 0.3 Delay (s) 48.8 52.0 52.5 57.1 16.4 8.8 7.7 10.6 Level of Service D D D E B A A B Approach Delay (s) 49.6 54.2 9.2 10.6 Approach LOS D D A B Intersection Summary HCM Average Control Delay 12.7 HCM Level of Service B HCM Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 13.0 Intersection Capacity Utilization 73.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Long Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 3.0 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.87 1.00 0.91 1.00 0.99 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1768 1609 1768 1684 1770 5050 1770 5071 Flt Permitted 0.63 1.00 0.56 1.00 0.06 1.00 0.09 1.00 Satd. Flow (perm) 1177 1609 1046 1684 102 5050 173 5071 Volume (vph) 190 20 105 115 10 15 60 1600 65 30 1915 30 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) 200 21 111 121 11 16 63 1684 68 32 2016 32 RTOR Reduction (vph) 0 99 0 0 14 0030010 Lane Group Flow (vph) 200 33 0 121 13 0 63 1749 0 32 2047 0 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type pm+pt pm+pt pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862 Actuated Green, G (s) 28.0 13.5 23.8 11.4 85.1 79.7 82.1 78.2 Effective Green, g (s) 28.0 14.5 23.8 12.4 89.6 80.7 86.6 79.2 Actuated g/C Ratio 0.22 0.11 0.18 0.10 0.69 0.62 0.67 0.61 Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 4.0 3.0 4.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 315 179 255 161 152 3135 175 3089 v/s Ratio Prot c0.07 0.02 0.04 0.01 c0.02 0.35 0.01 c0.40 v/s Ratio Perm c0.07 0.05 0.26 0.11 v/c Ratio 0.63 0.19 0.47 0.08 0.41 0.56 0.18 0.66 Uniform Delay, d1 45.1 52.4 46.6 53.6 12.9 14.3 9.2 16.6 Progression Factor 1.00 1.00 1.00 1.00 2.36 0.72 0.84 0.80 Incremental Delay, d2 4.1 0.7 1.4 0.3 1.4 0.6 0.3 0.6 Delay (s) 49.3 53.1 48.0 53.9 31.9 10.9 8.0 14.0 Level of Service D D D D C B A B Approach Delay (s) 50.8 49.1 11.6 13.9 Approach LOS D D B B Intersection Summary HCM Average Control Delay 16.9 HCM Level of Service B HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 71.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Long Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 30 0 0 35 50 2270 10 20 1460 20 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 32 0 0 37 53 2389 11 21 1537 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 653 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 vC, conflicting volume 2528 4095 523 3086 4100 802 1558 2400 vC1, stage 1 conf vol 1589 1589 2500 2500 vC2, stage 2 conf vol 939 2505 586 1600 vCu, unblocked vol 2444 4290 80 3101 4297 802 1300 2400 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 96 100 100 89 88 89 cM capacity (veh/h) 55 17 818 17 24 327 448 197 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 32 37 53 956 956 488 21 615 615 328 Volume Left 0 0 53 0 0 0 21 0 0 0 Volume Right 32 37 0 0 0 11 0 0 0 21 cSH 818 327 448 1700 1700 1700 197 1700 1700 1700 Volume to Capacity 0.04 0.11 0.12 0.56 0.56 0.29 0.11 0.36 0.36 0.19 Queue Length 95th (ft) 3 9 10 0009000 Control Delay (s) 9.6 17.4 14.1 0.0 0.0 0.0 25.5 0.0 0.0 0.0 Lane LOS A C B D Approach Delay (s) 9.6 17.4 0.3 0.3 Approach LOS A C Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 54.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Long Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 40 0 0 15 35 1710 15 25 2075 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) 0 0 42 0 0 16 37 1800 16 26 2184 37 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 653 pX, platoon unblocked 0.73 0.73 0.73 0.73 0.73 0.73 vC, conflicting volume 2945 4145 746 2704 4155 608 2221 1816 vC1, stage 1 conf vol 2255 2255 1882 1882 vC2, stage 2 conf vol 689 1889 823 2274 vCu, unblocked vol 2925 4564 0 2596 4578 608 1936 1816 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 95 100 100 96 83 92 cM capacity (veh/h) 26 24 794 38 17 439 219 334 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 42 16 37 720 720 376 26 874 874 474 Volume Left 0 0 37 0 0 0 26 0 0 0 Volume Right 42 16 0 0 0 16 0 0 0 37 cSH 794 439 219 1700 1700 1700 334 1700 1700 1700 Volume to Capacity 0.05 0.04 0.17 0.42 0.42 0.22 0.08 0.51 0.51 0.28 Queue Length 95th (ft) 4 3 15 0006000 Control Delay (s) 9.8 13.5 24.7 0.0 0.0 0.0 16.7 0.0 0.0 0.0 Lane LOS A B C C Approach Delay (s) 9.8 13.5 0.5 0.2 Approach LOS A B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 50.9% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Long Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 20 2250 5 0 1460 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 21 2368 5 0 1537 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 630 pX, platoon unblocked 0.78 0.71 0.71 vC, conflicting volume 2883 792 2374 vC1, stage 1 conf vol 2371 vC2, stage 2 conf vol 512 vCu, unblocked vol 2039 0 2119 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 38 771 181 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 21 947 947 479 512 512 512 Volume Left 0000000 Volume Right 21 005000 cSH 771 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.03 0.56 0.56 0.28 0.30 0.30 0.30 Queue Length 95th (ft) 2000000 Control Delay (s) 9.8 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.8 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Long Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 10 1785 20 0 1975 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 11 1879 21 0 2079 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 630 pX, platoon unblocked 0.86 0.80 0.80 vC, conflicting volume 2582 637 1900 vC1, stage 1 conf vol 1889 vC2, stage 2 conf vol 693 vCu, unblocked vol 1851 48 1626 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 100 cM capacity (veh/h) 76 809 317 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 11 752 752 397 693 693 693 Volume Left 0000000 Volume Right 11 0 0 21 0 0 0 cSH 809 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.01 0.44 0.44 0.23 0.41 0.41 0.41 Queue Length 95th (ft) 1000000 Control Delay (s) 9.5 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.5 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 44.9% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Rigden Parkway Long Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 640 40 5 640 160 15 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 674 42 5 674 168 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 716 1358 674 vC1, stage 1 conf vol 674 vC2, stage 2 conf vol 684 vCu, unblocked vol 716 1358 674 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 99 26 97 cM capacity (veh/h) 885 226 455 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 Volume Total 674 42 5 674 168 16 Volume Left 0050 1680 Volume Right 0 42 0 0 0 16 cSH 1700 1700 885 1700 226 455 Volume to Capacity 0.40 0.02 0.01 0.40 0.74 0.03 Queue Length 95th (ft) 0000 1283 Control Delay (s) 0.0 0.0 9.1 0.0 56.4 13.2 Lane LOS A F B Approach Delay (s) 0.0 0.1 52.7 Approach LOS F Intersection Summary Average Delay 6.2 Intersection Capacity Utilization 49.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Rigden Parkway Long Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 585 140 20 520 90 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 616 147 21 547 95 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 763 1205 616 vC1, stage 1 conf vol 616 vC2, stage 2 conf vol 589 vCu, unblocked vol 763 1205 616 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 98 62 98 cM capacity (veh/h) 849 251 491 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 Volume Total 616 147 21 547 95 11 Volume Left 0 0 21 0 95 0 Volume Right 0 147 0 0 0 11 cSH 1700 1700 849 1700 251 491 Volume to Capacity 0.36 0.09 0.02 0.32 0.38 0.02 Queue Length 95th (ft) 0020422 Control Delay (s) 0.0 0.0 9.3 0.0 27.8 12.5 Lane LOS A D B Approach Delay (s) 0.0 0.3 26.3 Approach LOS D Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 42.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Long Bkgrd AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 25 630 630 20 15 15 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 26 663 663 21 16 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 684 1389 674 vC1, stage 1 conf vol 674 vC2, stage 2 conf vol 716 vCu, unblocked vol 684 1389 674 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 97 93 97 cM capacity (veh/h) 909 218 455 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 26 663 684 32 Volume Left 26 0 0 16 Volume Right 0 0 21 16 cSH 909 1700 1700 294 Volume to Capacity 0.03 0.39 0.40 0.11 Queue Length 95th (ft) 2009 Control Delay (s) 9.1 0.0 0.0 18.7 Lane LOS A C Approach Delay (s) 0.3 0.0 18.7 Approach LOS C Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 44.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Long Bkgrd PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 15 580 515 15 20 25 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 16 611 542 16 21 26 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 558 1192 550 vC1, stage 1 conf vol 550 vC2, stage 2 conf vol 642 vCu, unblocked vol 558 1192 550 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 98 92 95 cM capacity (veh/h) 1013 254 535 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 16 611 558 47 Volume Left 16 0 0 21 Volume Right 0 0 16 26 cSH 1013 1700 1700 359 Volume to Capacity 0.02 0.36 0.33 0.13 Queue Length 95th (ft) 1 0 0 11 Control Delay (s) 8.6 0.0 0.0 16.6 Lane LOS A C Approach Delay (s) 0.2 0.0 16.6 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 40.5% ICU Level of Service A Analysis Period (min) 15 APPENDIX F HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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 3259 3433 3539 1547 1770 3539 1560 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3259 3433 3539 1547 1770 3539 1560 Volume (vph) 401 377 312 63 321 308 355 1329 30 179 912 260 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.97 0.97 0.97 Adj. Flow (vph) 472 444 367 74 378 362 418 1564 35 185 940 268 RTOR Reduction (vph) 0 0 247 0 143 000800 112 Lane Group Flow (vph) 472 444 120 74 597 0 418 1564 27 185 940 156 Confl. Peds. (#/hr) 1 8 2 Turn Type Prot Perm Prot Prot Perm Prot Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 6 2 Actuated Green, G (s) 15.0 28.7 28.7 8.6 21.3 13.5 48.7 48.7 12.0 44.2 44.2 Effective Green, g (s) 16.0 29.7 29.7 9.6 22.3 16.0 49.7 49.7 13.0 45.2 45.2 Actuated g/C Ratio 0.13 0.25 0.25 0.08 0.19 0.13 0.41 0.41 0.11 0.38 0.38 Clearance Time (s) 5.0 7.5 7.5 4.0 7.5 6.5 6.5 6.5 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 458 876 392 142 606 458 1466 641 192 1333 588 v/s Ratio Prot c0.14 0.13 0.04 c0.18 0.12 c0.44 c0.10 0.27 v/s Ratio Perm 0.08 0.02 0.10 v/c Ratio 1.03 0.51 0.31 0.52 0.98 0.91 1.07 0.04 0.96 0.71 0.27 Uniform Delay, d1 52.0 38.8 36.8 53.0 48.7 51.3 35.1 21.0 53.3 31.7 25.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.79 1.26 2.13 Incremental Delay, d2 50.1 0.5 0.4 3.4 32.4 22.4 43.6 0.1 48.9 2.7 0.9 Delay (s) 102.1 39.3 37.2 56.4 81.1 73.7 78.8 21.1 91.2 42.6 56.1 Level of Service F D D E F E E C F D E Approach Delay (s) 61.8 78.8 76.7 51.7 Approach LOS E E E D Intersection Summary HCM Average Control Delay 67.2 HCM Level of Service E HCM Volume to Capacity ratio 1.03 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.0 Intersection Capacity Utilization 94.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.94 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 3334 3433 3539 1560 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3334 3433 3539 1560 1770 3539 1583 Volume (vph) 290 398 300 54 370 233 494 1016 49 298 1287 189 Peak-hour factor, PHF 0.85 0.85 0.85 0.95 0.95 0.95 0.88 0.88 0.88 0.85 0.85 0.85 Adj. Flow (vph) 341 468 353 57 389 245 561 1155 56 351 1514 222 RTOR Reduction (vph) 0 0 282 0 82 0 0 0 16 0 0 58 Lane Group Flow (vph) 341 468 71 57 552 0 561 1155 40 351 1514 164 Confl. Peds. (#/hr) 2 Turn Type Prot Perm Prot Prot Perm Prot Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 6 2 Actuated Green, G (s) 10.0 22.9 22.9 6.4 18.3 21.0 48.7 48.7 20.0 46.2 46.2 Effective Green, g (s) 11.0 23.9 23.9 7.4 19.3 22.0 49.7 49.7 21.0 47.2 47.2 Actuated g/C Ratio 0.09 0.20 0.20 0.06 0.16 0.18 0.41 0.41 0.18 0.39 0.39 Clearance Time (s) 5.0 7.5 7.5 4.0 7.5 5.0 6.5 6.5 4.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 315 705 315 109 536 629 1466 646 310 1392 623 v/s Ratio Prot c0.10 0.13 0.03 c0.17 c0.16 0.33 c0.20 c0.43 v/s Ratio Perm 0.04 0.03 0.10 v/c Ratio 1.08 0.66 0.23 0.52 1.03 0.89 0.79 0.06 1.13 1.09 0.26 Uniform Delay, d1 54.5 44.3 40.3 54.6 50.4 47.8 30.6 21.1 49.5 36.4 24.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.11 1.18 1.62 Incremental Delay, d2 74.5 2.4 0.4 4.5 46.6 14.9 4.4 0.2 85.6 49.2 0.8 Delay (s) 129.0 46.7 40.7 59.1 97.0 62.7 34.9 21.3 140.5 92.0 40.7 Level of Service F D D E F E C C F F D Approach Delay (s) 69.0 93.8 43.3 94.7 Approach LOS E F D F Intersection Summary HCM Average Control Delay 73.4 HCM Level of Service E HCM Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 92.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1549 3433 3775 1768 3433 3539 1509 3433 3451 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1549 3433 3775 1768 3433 3539 1509 3433 3451 Volume (vph) 72 777 406 336 756 42 753 581 325 93 546 98 Peak-hour factor, PHF 0.88 0.88 0.88 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 82 883 461 395 889 49 886 684 382 109 642 115 RTOR Reduction (vph) 0 0 345 0080000120 Lane Group Flow (vph) 82 883 116 395 889 41 886 684 382 109 745 0 Confl. Peds. (#/hr) 7261 Turn Type Prot Perm Prot Perm Prot Free Prot Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 8 Free Actuated Green, G (s) 7.8 29.2 29.2 13.8 35.7 35.7 29.0 31.8 120.0 22.7 25.5 Effective Green, g (s) 8.8 30.2 30.2 14.8 36.7 36.7 30.0 32.8 120.0 23.7 26.5 Actuated g/C Ratio 0.07 0.25 0.25 0.12 0.31 0.31 0.25 0.27 1.00 0.20 0.22 Clearance Time (s) 4.0 6.0 6.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 4.0 3.0 4.0 3.0 Lane Grp Cap (vph) 130 891 390 423 1155 541 858 967 1509 678 762 v/s Ratio Prot 0.05 c0.25 c0.12 0.24 c0.26 0.19 0.03 c0.22 v/s Ratio Perm 0.07 0.02 0.25 v/c Ratio 0.63 0.99 0.30 0.93 0.77 0.08 1.03 0.71 0.25 0.16 0.98 Uniform Delay, d1 54.0 44.8 36.3 52.1 37.8 29.6 45.0 39.3 0.0 39.9 46.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.07 1.06 1.00 1.00 1.00 Incremental Delay, d2 9.6 28.1 1.9 27.6 5.0 0.3 29.6 1.1 0.2 0.2 26.7 Delay (s) 63.6 72.8 38.3 79.8 42.8 29.9 78.0 42.7 0.2 40.1 73.2 Level of Service E E D E D C E D A D E Approach Delay (s) 61.1 53.3 50.4 69.0 Approach LOS E D D E Intersection Summary HCM Average Control Delay 56.7 HCM Level of Service E HCM Volume to Capacity ratio 0.99 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 86.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1583 3433 3775 1768 3433 3539 1509 3433 3463 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1583 3433 3775 1768 3433 3539 1509 3433 3463 Volume (vph) 100 894 679 549 793 65 639 632 284 68 541 91 Peak-hour factor, PHF 0.92 0.92 0.92 0.91 0.91 0.91 0.93 0.93 0.93 0.88 0.88 0.88 Adj. Flow (vph) 109 972 738 603 871 71 687 680 305 77 615 103 RTOR Reduction (vph) 0 0 300 0 0 12 0000110 Lane Group Flow (vph) 109 972 438 603 871 59 687 680 305 77 707 0 Confl. Peds. (#/hr) 2 8 Turn Type Prot Perm Prot Perm Prot Free Prot Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 8 Free Actuated Green, G (s) 10.9 32.0 32.0 21.0 42.6 42.6 21.0 32.9 120.0 11.6 23.5 Effective Green, g (s) 11.9 33.0 33.0 22.0 43.6 43.6 22.0 33.9 120.0 12.6 24.5 Actuated g/C Ratio 0.10 0.28 0.28 0.18 0.36 0.36 0.18 0.28 1.00 0.10 0.20 Clearance Time (s) 4.0 6.0 6.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 4.0 3.0 4.0 3.0 Lane Grp Cap (vph) 176 973 435 629 1372 642 629 1000 1509 360 707 v/s Ratio Prot 0.06 0.27 c0.18 0.23 c0.20 0.19 0.02 c0.20 v/s Ratio Perm c0.28 0.03 0.20 v/c Ratio 0.62 1.00 1.01 0.96 0.63 0.09 1.09 0.68 0.20 0.21 1.00 Uniform Delay, d1 51.9 43.5 43.5 48.5 31.6 25.2 49.0 38.2 0.0 49.2 47.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.94 1.00 1.00 1.00 Incremental Delay, d2 6.4 28.6 44.8 25.7 2.3 0.3 61.0 1.6 0.3 0.4 33.5 Delay (s) 58.2 72.1 88.3 74.2 33.9 25.4 103.3 37.6 0.3 49.6 81.3 Level of Service E E F E C C F D A D F Approach Delay (s) 77.8 49.2 57.8 78.2 Approach LOS E D E E Intersection Summary HCM Average Control Delay 64.6 HCM Level of Service E HCM Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 91.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.86 1.00 0.86 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1768 1576 1767 1573 1770 3539 1541 1770 3539 1541 Flt Permitted 0.61 1.00 0.74 1.00 0.15 1.00 1.00 0.05 1.00 1.00 Satd. Flow (perm) 1131 1576 1382 1573 282 3539 1541 85 3539 1541 Volume (vph) 69 1 18 118 3 93 28 1982 20 64 1202 6 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 81 1 21 139 4 109 33 2332 24 75 1414 7 RTOR Reduction (vph) 0 18 0 0 83 0004002 Lane Group Flow (vph) 81 4 0 139 30 0 33 2332 20 75 1414 5 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 16.0 16.0 16.0 16.0 85.4 81.9 81.9 89.6 84.0 84.0 Effective Green, g (s) 17.0 17.0 17.0 17.0 89.9 82.9 82.9 94.1 85.0 85.0 Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.75 0.69 0.69 0.78 0.71 0.71 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 160 223 196 223 267 2445 1065 159 2507 1092 v/s Ratio Prot 0.00 0.02 0.00 c0.66 c0.03 0.40 v/s Ratio Perm 0.07 c0.10 0.09 0.01 0.34 0.00 v/c Ratio 0.51 0.02 0.71 0.13 0.12 0.95 0.02 0.47 0.56 0.00 Uniform Delay, d1 47.6 44.3 49.1 45.1 5.2 16.8 5.8 30.2 8.5 5.1 Progression Factor 1.00 1.00 1.00 1.00 0.60 0.35 0.29 0.96 1.74 1.96 Incremental Delay, d2 3.4 0.0 11.9 0.4 0.0 1.3 0.0 1.1 0.4 0.0 Delay (s) 51.0 44.4 61.0 45.4 3.1 7.2 1.7 29.9 15.2 10.0 Level of Service D D E D A A A C B B Approach Delay (s) 49.6 54.0 7.1 15.9 Approach LOS D D A B Intersection Summary HCM Average Control Delay 14.0 HCM Level of Service B HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 77.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.87 1.00 0.86 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1768 1598 1767 1585 1770 3539 1541 1770 3539 1541 Flt Permitted 0.71 1.00 0.72 1.00 0.07 1.00 1.00 0.11 1.00 1.00 Satd. Flow (perm) 1330 1598 1348 1585 123 3539 1541 214 3539 1541 Volume (vph) 88 5 37 91 4 53 26 1408 56 157 1664 3 Peak-hour factor, PHF 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 0.85 0.85 0.85 Adj. Flow (vph) 104 6 44 103 5 60 29 1547 62 185 1958 4 RTOR Reduction (vph) 0 39 0 0 53 0 0 0 18 0 0 1 Lane Group Flow (vph) 104 11 0 103 12 0 29 1547 44 185 1958 3 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 12.9 12.9 12.9 12.9 86.7 82.9 82.9 94.5 86.8 86.8 Effective Green, g (s) 13.9 13.9 13.9 13.9 91.2 83.9 83.9 98.1 87.8 87.8 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.76 0.70 0.70 0.82 0.73 0.73 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 154 185 156 184 159 2474 1077 288 2589 1127 v/s Ratio Prot 0.01 0.01 0.01 0.44 c0.05 c0.55 v/s Ratio Perm c0.08 0.08 0.13 0.03 0.48 0.00 v/c Ratio 0.68 0.06 0.66 0.06 0.18 0.63 0.04 0.64 0.76 0.00 Uniform Delay, d1 50.9 47.2 50.8 47.3 9.0 9.6 5.6 10.0 9.7 4.3 Progression Factor 1.00 1.00 1.00 1.00 1.51 0.90 1.45 1.27 1.10 1.13 Incremental Delay, d2 12.1 0.2 11.0 0.2 0.3 0.7 0.0 2.0 0.9 0.0 Delay (s) 63.0 47.4 61.8 47.5 13.9 9.4 8.1 14.7 11.5 4.9 Level of Service E D E D BAABBA Approach Delay (s) 57.9 56.2 9.4 11.8 Approach LOS EEAB Intersection Summary HCM Average Control Delay 14.4 HCM Level of Service B HCM Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 73.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 11 0 0 32 47 1998 8 18 1306 14 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 13 0 0 38 55 2351 9 19 1389 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 653 pX, platoon unblocked 0.81 0.81 0.81 0.81 0.81 0.81 vC, conflicting volume 2759 3906 702 3207 3904 1175 1404 2360 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2939 4359 394 3494 4356 1175 1263 2360 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 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 % 100 100 97 100 100 80 87 91 cM capacity (veh/h) 4 1 489 2 1 184 441 204 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 13 38 55 1175 1175 9 19 926 478 Volume Left 0 0 55 0 0 0 19 0 0 Volume Right 13 38 00090015 cSH 489 184 441 1700 1700 1700 204 1700 1700 Volume to Capacity 0.03 0.20 0.13 0.69 0.69 0.01 0.09 0.54 0.28 Queue Length 95th (ft) 2 19 11 000800 Control Delay (s) 12.6 29.5 14.3 0.0 0.0 0.0 24.5 0.0 0.0 Lane LOS B D B C Approach Delay (s) 12.6 29.5 0.3 0.3 Approach LOS B D Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 65.2% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 29 0 0 14 21 1478 10 21 1753 18 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.96 0.96 0.96 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 34 0 0 16 22 1540 10 22 1865 19 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 653 pX, platoon unblocked 0.65 0.65 0.65 0.65 0.65 0.65 vC, conflicting volume 2749 3513 942 2595 3512 770 1884 1550 vC1, stage 1 conf vol 1919 1919 1583 1583 vC2, stage 2 conf vol 830 1594 1011 1929 vCu, unblocked vol 3158 4338 365 2919 4336 770 1821 1550 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 92 100 100 95 90 95 cM capacity (veh/h) 27 32 409 52 26 343 215 424 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 34 16 22 770 770 10 22 1243 641 Volume Left 0 0 22 0 0 0 22 0 0 Volume Right 34 16 0 0 0 10 0 0 19 cSH 409 343 215 1700 1700 1700 424 1700 1700 Volume to Capacity 0.08 0.05 0.10 0.45 0.45 0.01 0.05 0.73 0.38 Queue Length 95th (ft) 748000400 Control Delay (s) 14.6 16.0 23.6 0.0 0.0 0.0 14.0 0.0 0.0 Lane LOS B C C B Approach Delay (s) 14.6 16.0 0.3 0.2 Approach LOS B C Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 59.0% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 34 2133 11 0 1272 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 40 2509 13 0 1496 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 pX, platoon unblocked 0.33 0.33 0.33 vC, conflicting volume 3258 1255 2522 vC1, stage 1 conf vol 2509 vC2, stage 2 conf vol 748 vCu, unblocked vol 5850 0 3599 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 89 100 cM capacity (veh/h) 3 354 21 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 40 1255 1255 13 748 748 Volume Left 000000 Volume Right 40 0 0 13 0 0 cSH 354 1700 1700 1700 1700 1700 Volume to Capacity 0.11 0.74 0.74 0.01 0.44 0.44 Queue Length 95th (ft) 900000 Control Delay (s) 16.5 0.0 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 16.5 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 69.0% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 21 1509 40 0 1824 Peak Hour Factor 0.85 0.85 0.91 0.91 0.85 0.85 Hourly flow rate (vph) 0 25 1658 44 0 2146 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 pX, platoon unblocked 0.75 0.75 0.75 vC, conflicting volume 2731 829 1702 vC1, stage 1 conf vol 1658 vC2, stage 2 conf vol 1073 vCu, unblocked vol 2970 447 1605 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 94 100 cM capacity (veh/h) 61 421 304 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 25 829 829 44 1073 1073 Volume Left 000000 Volume Right 25 0 0 44 0 0 cSH 421 1700 1700 1700 1700 1700 Volume to Capacity 0.06 0.49 0.49 0.03 0.63 0.63 Queue Length 95th (ft) 500000 Control Delay (s) 14.1 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 14.1 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 53.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Blackbird & Timberline Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 28 2048 31 0 1278 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 33 2409 36 0 1504 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1240 pX, platoon unblocked 0.35 0.35 0.35 vC, conflicting volume 3161 1205 2446 vC1, stage 1 conf vol 2409 vC2, stage 2 conf vol 752 vCu, unblocked vol 5358 0 3289 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 91 100 cM capacity (veh/h) 4 375 30 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 33 1205 1205 36 752 752 Volume Left 000000 Volume Right 33 0 0 36 0 0 cSH 375 1700 1700 1700 1700 1700 Volume to Capacity 0.09 0.71 0.71 0.02 0.44 0.44 Queue Length 95th (ft) 700000 Control Delay (s) 15.5 0.0 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 15.5 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 66.6% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Blackbird & Timberline Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 31 1367 51 0 1789 Peak Hour Factor 0.85 0.85 0.91 0.91 0.85 0.85 Hourly flow rate (vph) 0 36 1502 56 0 2105 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1240 pX, platoon unblocked 0.77 0.77 0.77 vC, conflicting volume 2555 751 1558 vC1, stage 1 conf vol 1502 vC2, stage 2 conf vol 1052 vCu, unblocked vol 2718 382 1428 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 92 100 cM capacity (veh/h) 74 475 365 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 36 751 751 56 1052 1052 Volume Left 000000 Volume Right 36 0 0 56 0 0 cSH 475 1700 1700 1700 1700 1700 Volume to Capacity 0.08 0.44 0.44 0.03 0.62 0.62 Queue Length 95th (ft) 600000 Control Delay (s) 13.2 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 13.2 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 52.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 7: Jessup & Timberline Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 5 2019 37 0 1288 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 6 2375 44 0 1515 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1188 pX, platoon unblocked 0.82 vC, conflicting volume 3155 1209 2419 vC1, stage 1 conf vol 2397 vC2, stage 2 conf vol 758 vCu, unblocked vol 3413 1209 2419 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 34 175 193 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 6 1584 835 758 758 Volume Left 00000 Volume Right 6 0 44 0 0 cSH 175 1700 1700 1700 1700 Volume to Capacity 0.03 0.93 0.49 0.45 0.45 Queue Length 95th (ft) 30000 Control Delay (s) 26.3 0.0 0.0 0.0 0.0 Lane LOS D Approach Delay (s) 26.3 0.0 0.0 Approach LOS D Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 67.0% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 7: Jessup & Timberline Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 35 1398 5 0 1769 Peak Hour Factor 0.85 0.85 0.91 0.91 0.85 0.85 Hourly flow rate (vph) 0 41 1536 5 0 2081 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1188 pX, platoon unblocked 0.83 vC, conflicting volume 2580 771 1542 vC1, stage 1 conf vol 1539 vC2, stage 2 conf vol 1041 vCu, unblocked vol 2700 771 1542 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 88 100 cM capacity (veh/h) 78 343 427 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 41 1024 518 1041 1041 Volume Left 00000 Volume Right 41 0500 cSH 343 1700 1700 1700 1700 Volume to Capacity 0.12 0.60 0.30 0.61 0.61 Queue Length 95th (ft) 10 0000 Control Delay (s) 16.9 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 16.9 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Johnson Farm Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 12 567 35 25 548 2 120 0 65 0 0 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) 14 667 41 29 645 2 141 0 76 0 0 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 647 708 1401 1401 667 1476 1441 646 vC1, stage 1 conf vol 695 695 705 705 vC2, stage 2 conf vol 706 706 772 736 vCu, unblocked vol 647 708 1401 1401 667 1476 1441 646 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 97 21 100 83 100 100 100 cM capacity (veh/h) 938 891 178 189 459 144 181 472 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 14 667 41 29 647 141 76 0 2 Volume Left 14 0 0 29 0 141 0 0 0 Volume Right 0 0 41 0 2 0 76 0 2 cSH 938 1700 1700 891 1700 178 459 1700 472 Volume to Capacity 0.02 0.39 0.02 0.03 0.38 0.79 0.17 0.00 0.00 Queue Length 95th (ft) 10030 1331500 Control Delay (s) 8.9 0.0 0.0 9.2 0.0 75.7 14.4 0.0 12.7 Lane LOS A A F B A B Approach Delay (s) 0.2 0.4 54.2 12.7 Approach LOS F B Intersection Summary Average Delay 7.5 Intersection Capacity Utilization 49.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Johnson Farm Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 2 461 130 65 444 0 65 0 40 2 0 11 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) 2 542 153 76 522 0 76 0 47 2 0 13 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 522 695 1235 1222 542 1269 1375 522 vC1, stage 1 conf vol 547 547 675 675 vC2, stage 2 conf vol 688 675 594 700 vCu, unblocked vol 522 695 1235 1222 542 1269 1375 522 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 92 61 100 91 99 100 98 cM capacity (veh/h) 1044 900 197 210 540 174 177 554 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 2 542 153 76 522 76 47 2 13 Volume Left 2 0 0 76 0 76 0 2 0 Volume Right 0 0 153 0 0 0 47 0 13 cSH 1044 1700 1700 900 1700 197 540 174 554 Volume to Capacity 0.00 0.32 0.09 0.08 0.31 0.39 0.09 0.01 0.02 Queue Length 95th (ft) 0007043712 Control Delay (s) 8.5 0.0 0.0 9.4 0.0 34.4 12.3 26.0 11.6 Lane LOS A A D B D B Approach Delay (s) 0.0 1.2 26.0 13.9 Approach LOS D B Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Short Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 14 618 524 11 36 51 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 16 727 616 13 42 60 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 629 1383 623 vC1, stage 1 conf vol 623 vC2, stage 2 conf vol 760 vCu, unblocked vol 629 1383 623 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 98 81 88 cM capacity (veh/h) 953 219 486 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 16 727 629 102 Volume Left 16 0 0 42 Volume Right 0 0 13 60 cSH 953 1700 1700 323 Volume to Capacity 0.02 0.43 0.37 0.32 Queue Length 95th (ft) 1 0 0 33 Control Delay (s) 8.8 0.0 0.0 21.2 Lane LOS A C Approach Delay (s) 0.2 0.0 21.2 Approach LOS C Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Short Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 52 451 480 39 21 29 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 61 531 565 46 25 34 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 611 1241 588 vC1, stage 1 conf vol 588 vC2, stage 2 conf vol 653 vCu, unblocked vol 611 1241 588 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 94 90 93 cM capacity (veh/h) 968 237 509 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 61 531 611 59 Volume Left 61 0 0 25 Volume Right 0 0 46 34 cSH 968 1700 1700 344 Volume to Capacity 0.06 0.31 0.36 0.17 Queue Length 95th (ft) 5 0 0 15 Control Delay (s) 9.0 0.0 0.0 17.6 Lane LOS A C Approach Delay (s) 0.9 0.0 17.6 Approach LOS C Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 APPENDIX G HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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 1568 3433 3539 1547 3433 3539 1567 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3539 1568 3433 3539 1547 3433 3539 1567 Volume (vph) 401 377 312 63 321 308 355 1329 30 179 912 260 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.97 0.97 0.97 Adj. Flow (vph) 472 444 367 74 378 362 418 1564 35 185 940 268 RTOR Reduction (vph) 0 0 82 0090070022 Lane Group Flow (vph) 472 444 285 74 378 353 418 1564 28 185 940 246 Confl. Peds. (#/hr) 1 8 2 Turn Type Prot pm+ov Prot pm+ov Prot Perm Prot pm+ov Protected Phases 74138516 527 Permitted Phases 4862 Actuated Green, G (s) 17.8 28.2 44.7 8.6 18.0 27.5 16.5 51.7 51.7 9.5 41.7 59.5 Effective Green, g (s) 18.8 29.2 45.7 9.6 19.0 26.0 19.0 52.7 52.7 10.5 42.7 59.5 Actuated g/C Ratio 0.16 0.24 0.38 0.08 0.16 0.22 0.16 0.44 0.44 0.09 0.36 0.50 Clearance Time (s) 5.0 7.5 6.5 4.0 7.5 4.0 6.5 6.5 6.5 4.0 7.0 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) 538 861 603 142 560 425 544 1554 679 300 1259 777 v/s Ratio Prot c0.14 0.13 0.06 0.04 0.11 c0.05 0.12 c0.44 0.05 c0.27 0.04 v/s Ratio Perm 0.11 0.18 0.02 0.11 v/c Ratio 0.88 0.52 0.47 0.52 0.68 0.83 0.77 1.01 0.04 0.62 0.75 0.32 Uniform Delay, d1 49.5 39.3 28.0 53.0 47.6 44.9 48.4 33.6 19.2 52.8 33.9 18.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.77 1.18 1.20 Incremental Delay, d2 14.9 0.5 0.6 3.4 3.2 13.0 6.5 24.4 0.1 3.1 3.4 0.2 Delay (s) 64.4 39.8 28.6 56.4 50.8 57.9 54.8 58.0 19.3 43.9 43.5 21.9 Level of Service E D C E D E D E B D D C Approach Delay (s) 45.7 54.5 56.7 39.4 Approach LOS D D E D Intersection Summary HCM Average Control Delay 49.4 HCM Level of Service D HCM Volume to Capacity ratio 0.99 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 80.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 6.5 4.0 5.5 5.5 3.0 6.0 6.0 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 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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 1560 3433 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 1770 3539 1583 3433 3539 1560 3433 3539 1583 Volume (vph) 290 398 300 54 370 233 494 1016 49 298 1287 189 Peak-hour factor, PHF 0.85 0.85 0.85 0.95 0.95 0.95 0.88 0.88 0.88 0.85 0.85 0.85 Adj. Flow (vph) 341 468 353 57 389 245 561 1155 56 351 1514 222 RTOR Reduction (vph) 0 0 63 0 0 20 0 0 15 0 0 7 Lane Group Flow (vph) 341 468 290 57 389 225 561 1155 41 351 1514 215 Confl. Peds. (#/hr) 2 Turn Type Prot pm+ov Prot pm+ov Prot Perm Prot pm+ov Protected Phases 74138516 527 Permitted Phases 4862 Actuated Green, G (s) 12.0 20.9 40.9 7.4 15.3 32.0 20.0 53.0 53.0 16.7 48.2 60.2 Effective Green, g (s) 13.0 21.9 40.4 8.4 16.3 30.5 21.0 54.0 54.0 17.7 49.2 60.2 Actuated g/C Ratio 0.11 0.18 0.34 0.07 0.14 0.25 0.18 0.45 0.45 0.15 0.41 0.50 Clearance Time (s) 5.0 7.5 5.0 4.0 7.5 4.0 5.0 6.5 6.5 4.0 7.0 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) 372 646 533 124 481 488 601 1593 702 506 1451 794 v/s Ratio Prot c0.10 c0.13 0.08 0.03 0.11 0.05 c0.16 0.33 0.10 c0.43 0.02 v/s Ratio Perm 0.10 0.09 0.03 0.11 v/c Ratio 0.92 0.72 0.54 0.46 0.81 0.46 0.93 0.73 0.06 0.69 1.04 0.27 Uniform Delay, d1 53.0 46.2 32.3 53.6 50.3 37.8 48.8 26.9 18.6 48.6 35.4 17.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.20 1.33 Incremental Delay, d2 26.6 4.0 1.1 2.7 9.7 0.7 21.7 2.9 0.2 3.1 32.9 0.1 Delay (s) 79.6 50.2 33.5 56.3 60.0 38.5 70.5 29.9 18.8 53.7 75.3 23.0 Level of Service E D C E E D E C B D E C Approach Delay (s) 53.8 52.1 42.4 66.1 Approach LOS D D D E Intersection Summary HCM Average Control Delay 54.5 HCM Level of Service D HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 85.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 3.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 1770 3539 1565 3433 3775 1768 3433 3539 1509 3433 3539 1562 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1565 3433 3775 1768 3433 3539 1509 3433 3539 1562 Volume (vph) 72 777 406 336 756 42 753 581 325 93 546 98 Peak-hour factor, PHF 0.88 0.88 0.88 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 82 883 461 395 889 49 886 684 382 109 642 115 RTOR Reduction (vph) 0080080000089 Lane Group Flow (vph) 82 883 453 395 889 41 886 684 382 109 642 26 Confl. Peds. (#/hr) 7261 Turn Type Prot pm+ov Prot Perm Prot Free Prot Perm Protected Phases 74138 16 52 Permitted Phases 4 8 Free 2 Actuated Green, G (s) 8.4 29.9 58.9 14.8 36.8 36.8 29.0 31.6 120.0 21.2 23.8 23.8 Effective Green, g (s) 9.4 30.9 59.9 15.8 37.8 37.8 30.0 32.6 120.0 22.2 24.8 27.3 Actuated g/C Ratio 0.08 0.26 0.50 0.13 0.31 0.31 0.25 0.27 1.00 0.18 0.21 0.23 Clearance Time (s) 4.0 6.0 5.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 6.5 Vehicle Extension (s) 3.0 3.0 4.0 3.0 3.0 3.0 4.0 3.0 4.0 3.0 3.0 Lane Grp Cap (vph) 139 911 781 452 1189 557 858 961 1509 635 731 355 v/s Ratio Prot 0.05 c0.25 0.14 c0.12 0.24 c0.26 0.19 0.03 c0.18 v/s Ratio Perm 0.15 0.02 0.25 0.02 v/c Ratio 0.59 0.97 0.58 0.87 0.75 0.07 1.03 0.71 0.25 0.17 0.88 0.07 Uniform Delay, d1 53.4 44.1 21.2 51.1 36.8 28.8 45.0 39.5 0.0 41.2 46.1 36.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.06 1.05 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.3 23.2 1.3 16.9 4.3 0.3 29.6 1.2 0.2 0.2 11.6 0.1 Delay (s) 59.7 67.3 22.5 68.0 41.1 29.1 77.2 42.4 0.2 41.3 57.7 36.5 Level of Service E E C E D C E D A D E D Approach Delay (s) 52.4 48.7 50.0 52.9 Approach LOS DDDD Intersection Summary HCM Average Control Delay 50.7 HCM Level of Service D HCM Volume to Capacity ratio 0.95 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 83.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 3.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 1770 3539 1583 3433 3775 1768 3433 3539 1509 3433 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 3433 3775 1768 3433 3539 1509 3433 3539 1583 Volume (vph) 100 894 679 549 793 65 639 632 284 68 541 91 Peak-hour factor, PHF 0.92 0.92 0.92 0.91 0.91 0.91 0.93 0.93 0.93 0.88 0.88 0.88 Adj. Flow (vph) 109 972 738 603 871 71 687 680 305 77 615 103 RTOR Reduction (vph) 00500120000082 Lane Group Flow (vph) 109 972 733 603 871 59 687 680 305 77 615 21 Confl. Peds. (#/hr) 2 8 Turn Type Prot pm+ov Prot Perm Prot Free Prot Perm Protected Phases 74138 16 52 Permitted Phases 4 8 Free 2 Actuated Green, G (s) 11.4 33.0 56.0 21.0 43.1 43.1 23.0 32.8 120.0 10.7 20.5 20.5 Effective Green, g (s) 12.4 34.0 57.0 22.0 44.1 44.1 24.0 33.8 120.0 11.7 21.5 24.0 Actuated g/C Ratio 0.10 0.28 0.48 0.18 0.37 0.37 0.20 0.28 1.00 0.10 0.18 0.20 Clearance Time (s) 4.0 6.0 5.0 5.0 6.5 6.5 5.0 6.5 5.0 6.5 6.5 Vehicle Extension (s) 3.0 3.0 4.0 3.0 3.0 3.0 4.0 3.0 4.0 3.0 3.0 Lane Grp Cap (vph) 183 1003 752 629 1387 650 687 997 1509 335 634 317 v/s Ratio Prot 0.06 0.27 c0.19 c0.18 0.23 c0.20 0.19 0.02 c0.17 v/s Ratio Perm 0.28 0.03 0.20 0.01 v/c Ratio 0.60 0.97 0.97 0.96 0.63 0.09 1.00 0.68 0.20 0.23 0.97 0.06 Uniform Delay, d1 51.4 42.5 30.8 48.5 31.2 24.8 48.0 38.3 0.0 50.0 48.9 38.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.90 0.98 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.1 21.9 26.5 25.7 2.2 0.3 31.6 1.7 0.3 0.5 28.3 0.1 Delay (s) 56.5 64.4 57.3 74.2 33.4 25.1 74.9 39.1 0.3 50.5 77.2 39.0 Level of Service EEEECCEDADED Approach Delay (s) 61.0 48.9 46.7 69.7 Approach LOS E D D E Intersection Summary HCM Average Control Delay 54.9 HCM Level of Service D HCM Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 89.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.86 1.00 0.86 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1768 1576 1767 1573 1770 3539 1541 1770 3539 1541 Flt Permitted 0.61 1.00 0.74 1.00 0.15 1.00 1.00 0.05 1.00 1.00 Satd. Flow (perm) 1131 1576 1382 1573 282 3539 1541 85 3539 1541 Volume (vph) 69 1 18 118 3 93 28 1982 20 64 1202 6 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 81 1 21 139 4 109 33 2332 24 75 1414 7 RTOR Reduction (vph) 0 18 0 0 83 0004002 Lane Group Flow (vph) 81 4 0 139 30 0 33 2332 20 75 1414 5 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 16.0 16.0 16.0 16.0 85.4 81.9 81.9 89.6 84.0 84.0 Effective Green, g (s) 17.0 17.0 17.0 17.0 89.9 82.9 82.9 94.1 85.0 85.0 Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.75 0.69 0.69 0.78 0.71 0.71 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 160 223 196 223 267 2445 1065 159 2507 1092 v/s Ratio Prot 0.00 0.02 0.00 c0.66 c0.03 0.40 v/s Ratio Perm 0.07 c0.10 0.09 0.01 0.34 0.00 v/c Ratio 0.51 0.02 0.71 0.13 0.12 0.95 0.02 0.47 0.56 0.00 Uniform Delay, d1 47.6 44.3 49.1 45.1 5.2 16.8 5.8 30.2 8.5 5.1 Progression Factor 1.00 1.00 1.00 1.00 0.51 0.51 0.37 0.96 1.54 1.85 Incremental Delay, d2 3.4 0.0 11.9 0.4 0.1 3.9 0.0 1.3 0.5 0.0 Delay (s) 51.0 44.4 61.0 45.4 2.7 12.4 2.1 30.4 13.6 9.5 Level of Service D D E D A B A C B A Approach Delay (s) 49.6 54.0 12.2 14.5 Approach LOS D D B B Intersection Summary HCM Average Control Delay 16.4 HCM Level of Service B HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 77.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.87 1.00 0.86 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1768 1598 1767 1585 1770 3539 1541 1770 3539 1541 Flt Permitted 0.71 1.00 0.72 1.00 0.07 1.00 1.00 0.11 1.00 1.00 Satd. Flow (perm) 1330 1598 1348 1585 124 3539 1541 214 3539 1541 Volume (vph) 88 5 37 91 4 53 26 1408 56 157 1664 3 Peak-hour factor, PHF 0.85 0.85 0.85 0.88 0.88 0.88 0.91 0.91 0.91 0.85 0.85 0.85 Adj. Flow (vph) 104 6 44 103 5 60 29 1547 62 185 1958 4 RTOR Reduction (vph) 0 39 0 0 53 0 0 0 18 0 0 1 Lane Group Flow (vph) 104 11 0 103 12 0 29 1547 44 185 1958 3 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type Perm Perm pm+pt Perm pm+pt Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 8 6 6 2 2 Actuated Green, G (s) 12.9 12.9 12.9 12.9 86.7 83.0 83.0 94.5 86.9 86.9 Effective Green, g (s) 13.9 13.9 13.9 13.9 91.2 84.0 84.0 98.1 87.9 87.9 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.76 0.70 0.70 0.82 0.73 0.73 Clearance Time (s) 6.0 6.0 6.0 6.0 4.0 6.5 6.5 4.0 6.5 6.5 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 154 185 156 184 159 2477 1079 286 2592 1129 v/s Ratio Prot 0.01 0.01 0.01 0.44 c0.05 c0.55 v/s Ratio Perm c0.08 0.08 0.13 0.03 0.48 0.00 v/c Ratio 0.68 0.06 0.66 0.06 0.18 0.62 0.04 0.65 0.76 0.00 Uniform Delay, d1 50.9 47.2 50.8 47.3 9.0 9.6 5.6 10.0 9.6 4.3 Progression Factor 1.00 1.00 1.00 1.00 1.38 0.82 1.09 1.01 1.03 0.96 Incremental Delay, d2 12.1 0.2 11.0 0.2 0.4 0.9 0.1 2.2 0.9 0.0 Delay (s) 63.0 47.4 61.8 47.5 12.8 8.8 6.1 12.2 10.8 4.1 Level of Service E D E D BAABBA Approach Delay (s) 57.9 56.2 8.7 10.9 Approach LOS EEAB Intersection Summary HCM Average Control Delay 13.7 HCM Level of Service B HCM Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 73.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 11 0 0 32 47 1998 8 18 1306 14 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 13 0 0 38 55 2351 9 19 1389 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 653 pX, platoon unblocked 0.81 0.81 0.81 0.81 0.81 0.81 vC, conflicting volume 2759 3906 702 3207 3904 1175 1404 2360 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2939 4359 394 3494 4356 1175 1263 2360 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 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 % 100 100 97 100 100 80 87 91 cM capacity (veh/h) 4 1 489 2 1 184 441 204 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 13 38 55 1175 1175 9 19 926 478 Volume Left 0 0 55 0 0 0 19 0 0 Volume Right 13 38 00090015 cSH 489 184 441 1700 1700 1700 204 1700 1700 Volume to Capacity 0.03 0.20 0.13 0.69 0.69 0.01 0.09 0.54 0.28 Queue Length 95th (ft) 2 19 11 000800 Control Delay (s) 12.6 29.5 14.3 0.0 0.0 0.0 24.5 0.0 0.0 Lane LOS B D B C Approach Delay (s) 12.6 29.5 0.3 0.3 Approach LOS B D Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 65.2% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 29 0 0 14 21 1478 10 21 1753 18 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.96 0.96 0.96 0.94 0.94 0.94 Hourly flow rate (vph) 0 0 34 0 0 16 22 1540 10 22 1865 19 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 653 pX, platoon unblocked 0.65 0.65 0.65 0.65 0.65 0.65 vC, conflicting volume 2749 3513 942 2595 3512 770 1884 1550 vC1, stage 1 conf vol 1919 1919 1583 1583 vC2, stage 2 conf vol 830 1594 1011 1929 vCu, unblocked vol 3156 4334 368 2917 4333 770 1821 1550 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 92 100 100 95 90 95 cM capacity (veh/h) 27 32 408 52 26 343 215 424 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 Volume Total 34 16 22 770 770 10 22 1243 641 Volume Left 0 0 22 0 0 0 22 0 0 Volume Right 34 16 0 0 0 10 0 0 19 cSH 408 343 215 1700 1700 1700 424 1700 1700 Volume to Capacity 0.08 0.05 0.10 0.45 0.45 0.01 0.05 0.73 0.38 Queue Length 95th (ft) 748000400 Control Delay (s) 14.6 16.0 23.6 0.0 0.0 0.0 14.0 0.0 0.0 Lane LOS B C C B Approach Delay (s) 14.6 16.0 0.3 0.2 Approach LOS B C Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 59.0% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 34 2133 11 0 1272 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 40 2509 13 0 1496 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 pX, platoon unblocked 0.33 0.33 0.33 vC, conflicting volume 3258 1255 2522 vC1, stage 1 conf vol 2509 vC2, stage 2 conf vol 748 vCu, unblocked vol 5850 0 3599 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 89 100 cM capacity (veh/h) 3 354 21 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 40 1255 1255 13 748 748 Volume Left 000000 Volume Right 40 0 0 13 0 0 cSH 354 1700 1700 1700 1700 1700 Volume to Capacity 0.11 0.74 0.74 0.01 0.44 0.44 Queue Length 95th (ft) 900000 Control Delay (s) 16.5 0.0 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 16.5 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 69.0% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 21 1509 40 0 1824 Peak Hour Factor 0.85 0.85 0.91 0.91 0.85 0.85 Hourly flow rate (vph) 0 25 1658 44 0 2146 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 pX, platoon unblocked 0.75 0.75 0.75 vC, conflicting volume 2731 829 1702 vC1, stage 1 conf vol 1658 vC2, stage 2 conf vol 1073 vCu, unblocked vol 2969 449 1605 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 94 100 cM capacity (veh/h) 61 421 304 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 25 829 829 44 1073 1073 Volume Left 000000 Volume Right 25 0 0 44 0 0 cSH 421 1700 1700 1700 1700 1700 Volume to Capacity 0.06 0.49 0.49 0.03 0.63 0.63 Queue Length 95th (ft) 500000 Control Delay (s) 14.1 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 14.1 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 53.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Blackbird & Timberline Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 28 2048 31 0 1278 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 33 2409 36 0 1504 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1240 pX, platoon unblocked 0.35 0.35 0.35 vC, conflicting volume 3161 1205 2446 vC1, stage 1 conf vol 2409 vC2, stage 2 conf vol 752 vCu, unblocked vol 5358 0 3289 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 91 100 cM capacity (veh/h) 4 375 30 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 33 1205 1205 36 752 752 Volume Left 000000 Volume Right 33 0 0 36 0 0 cSH 375 1700 1700 1700 1700 1700 Volume to Capacity 0.09 0.71 0.71 0.02 0.44 0.44 Queue Length 95th (ft) 700000 Control Delay (s) 15.5 0.0 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 15.5 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 66.6% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Blackbird & Timberline Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 31 1367 51 0 1789 Peak Hour Factor 0.85 0.85 0.91 0.91 0.85 0.85 Hourly flow rate (vph) 0 36 1502 56 0 2105 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1240 pX, platoon unblocked 0.77 0.77 0.77 vC, conflicting volume 2555 751 1558 vC1, stage 1 conf vol 1502 vC2, stage 2 conf vol 1052 vCu, unblocked vol 2718 384 1428 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 92 100 cM capacity (veh/h) 74 475 365 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 36 751 751 56 1052 1052 Volume Left 000000 Volume Right 36 0 0 56 0 0 cSH 475 1700 1700 1700 1700 1700 Volume to Capacity 0.08 0.44 0.44 0.03 0.62 0.62 Queue Length 95th (ft) 600000 Control Delay (s) 13.2 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 13.2 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 52.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 7: Jessup & Timberline Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 5 2019 37 0 1288 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 6 2375 44 0 1515 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1188 pX, platoon unblocked 0.83 vC, conflicting volume 3155 1209 2419 vC1, stage 1 conf vol 2397 vC2, stage 2 conf vol 758 vCu, unblocked vol 3391 1209 2419 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 34 175 193 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 6 1584 835 758 758 Volume Left 00000 Volume Right 6 0 44 0 0 cSH 175 1700 1700 1700 1700 Volume to Capacity 0.03 0.93 0.49 0.45 0.45 Queue Length 95th (ft) 30000 Control Delay (s) 26.3 0.0 0.0 0.0 0.0 Lane LOS D Approach Delay (s) 26.3 0.0 0.0 Approach LOS D Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 67.0% ICU Level of Service C Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 7: Jessup & Timberline Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 35 1398 5 0 1769 Peak Hour Factor 0.85 0.85 0.91 0.91 0.85 0.85 Hourly flow rate (vph) 0 41 1536 5 0 2081 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1188 pX, platoon unblocked 0.84 vC, conflicting volume 2580 771 1542 vC1, stage 1 conf vol 1539 vC2, stage 2 conf vol 1041 vCu, unblocked vol 2690 771 1542 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 88 100 cM capacity (veh/h) 78 343 427 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 41 1024 518 1041 1041 Volume Left 00000 Volume Right 41 0500 cSH 343 1700 1700 1700 1700 Volume to Capacity 0.12 0.60 0.30 0.61 0.61 Queue Length 95th (ft) 10 0000 Control Delay (s) 16.9 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 16.9 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Johnson Farm Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 12 567 35 25 548 2 120 0 65 0 0 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) 14 667 41 29 645 2 141 0 76 0 0 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 647 708 1401 1401 667 1476 1441 646 vC1, stage 1 conf vol 695 695 705 705 vC2, stage 2 conf vol 706 706 772 736 vCu, unblocked vol 647 708 1401 1401 667 1476 1441 646 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 97 21 100 83 100 100 100 cM capacity (veh/h) 938 891 178 189 459 144 181 472 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 14 667 41 29 647 141 76 0 2 Volume Left 14 0 0 29 0 141 0 0 0 Volume Right 0 0 41 0 2 0 76 0 2 cSH 938 1700 1700 891 1700 178 459 1700 472 Volume to Capacity 0.02 0.39 0.02 0.03 0.38 0.79 0.17 0.00 0.00 Queue Length 95th (ft) 10030 1331500 Control Delay (s) 8.9 0.0 0.0 9.2 0.0 75.7 14.4 0.0 12.7 Lane LOS A A F B A B Approach Delay (s) 0.2 0.4 54.2 12.7 Approach LOS F B Intersection Summary Average Delay 7.5 Intersection Capacity Utilization 49.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Johnson Farm Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 2 461 130 65 444 0 65 0 40 2 0 11 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) 2 542 153 76 522 0 76 0 47 2 0 13 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 522 695 1235 1222 542 1269 1375 522 vC1, stage 1 conf vol 547 547 675 675 vC2, stage 2 conf vol 688 675 594 700 vCu, unblocked vol 522 695 1235 1222 542 1269 1375 522 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 92 61 100 91 99 100 98 cM capacity (veh/h) 1044 900 197 210 540 174 177 554 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 2 542 153 76 522 76 47 2 13 Volume Left 2 0 0 76 0 76 0 2 0 Volume Right 0 0 153 0 0 0 47 0 13 cSH 1044 1700 1700 900 1700 197 540 174 554 Volume to Capacity 0.00 0.32 0.09 0.08 0.31 0.39 0.09 0.01 0.02 Queue Length 95th (ft) 0007043712 Control Delay (s) 8.5 0.0 0.0 9.4 0.0 34.4 12.3 26.0 11.6 Lane LOS A A D B D B Approach Delay (s) 0.0 1.2 26.0 13.9 Approach LOS D B Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Short Total AM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 14 618 524 11 36 51 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 16 727 616 13 42 60 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 629 1383 623 vC1, stage 1 conf vol 623 vC2, stage 2 conf vol 760 vCu, unblocked vol 629 1383 623 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 98 81 88 cM capacity (veh/h) 953 219 486 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 16 727 629 102 Volume Left 16 0 0 42 Volume Right 0 0 13 60 cSH 953 1700 1700 323 Volume to Capacity 0.02 0.43 0.37 0.32 Queue Length 95th (ft) 1 0 0 33 Control Delay (s) 8.8 0.0 0.0 21.2 Lane LOS A C Approach Delay (s) 0.2 0.0 21.2 Approach LOS C Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Short Total PM with improved geometry Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 52 451 480 39 21 29 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 61 531 565 46 25 34 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 611 1241 588 vC1, stage 1 conf vol 588 vC2, stage 2 conf vol 653 vCu, unblocked vol 611 1241 588 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 94 90 93 cM capacity (veh/h) 968 237 509 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 61 531 611 59 Volume Left 61 0 0 25 Volume Right 0 0 46 34 cSH 968 1700 1700 344 Volume to Capacity 0.06 0.31 0.36 0.17 Queue Length 95th (ft) 5 0 0 15 Control Delay (s) 9.0 0.0 0.0 17.6 Lane LOS A C Approach Delay (s) 0.9 0.0 17.6 Approach LOS C Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 APPENDIX H HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 6.5 4.0 5.5 5.5 3.0 6.0 6.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Volume (vph) 405 495 345 80 455 265 570 1255 70 375 1560 265 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) 426 521 363 84 479 279 600 1321 74 395 1642 279 RTOR Reduction (vph) 0 0 12 00800250033 Lane Group Flow (vph) 426 521 351 84 479 271 600 1321 49 395 1642 246 Confl. Peds. (#/hr) 2 Turn Type Prot pm+ov Prot pm+ov Prot Perm Prot pm+ov Protected Phases 74138516 527 Permitted Phases 4862 Actuated Green, G (s) 17.0 34.0 57.0 5.0 22.0 38.5 23.0 49.5 49.5 16.5 43.0 60.0 Effective Green, g (s) 18.0 35.0 56.5 7.0 23.0 38.0 24.0 51.5 51.5 18.5 44.5 60.5 Actuated g/C Ratio 0.14 0.27 0.43 0.05 0.18 0.29 0.18 0.40 0.40 0.14 0.34 0.47 Clearance Time (s) 5.0 7.5 5.0 5.0 7.5 5.0 5.0 7.5 7.5 5.0 7.5 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) 475 953 688 185 626 542 634 2014 618 489 1741 737 v/s Ratio Prot c0.12 0.15 0.08 0.02 c0.14 0.06 c0.17 0.26 0.12 c0.32 0.04 v/s Ratio Perm 0.14 0.11 0.03 0.11 v/c Ratio 0.90 0.55 0.51 0.45 0.77 0.50 0.95 0.66 0.08 0.81 0.94 0.33 Uniform Delay, d1 55.1 40.7 26.7 59.6 50.9 38.1 52.4 32.0 24.5 54.0 41.5 22.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.03 1.47 1.44 Incremental Delay, d2 19.2 0.6 0.6 1.8 5.6 0.7 23.1 1.7 0.3 7.4 9.5 0.2 Delay (s) 74.3 41.3 27.3 61.4 56.5 38.8 75.5 33.7 24.7 63.0 70.6 31.9 Level of Service E D C E E D E C C E E C Approach Delay (s) 48.2 51.1 45.9 64.7 Approach LOS D D D E Intersection Summary HCM Average Control Delay 53.8 HCM Level of Service D HCM Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 20.5 Intersection Capacity Utilization 87.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 3.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 1770 3539 1583 3433 3775 1776 3433 3539 1509 3433 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 3433 3775 1776 3433 3539 1509 3433 3539 1583 Volume (vph) 95 1095 480 400 1070 55 820 660 400 130 645 120 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) 100 1153 505 421 1126 58 863 695 421 137 679 126 RTOR Reduction (vph) 000005000009 Lane Group Flow (vph) 100 1153 505 421 1126 53 863 695 421 137 679 117 Confl. Peds. (#/hr) 2 8 Turn Type Prot Free Prot pm+ov Prot Free Prot pm+ov Protected Phases 7 4 38516 527 Permitted Phases Free 8 Free 2 Actuated Green, G (s) 7.0 39.5 130.0 15.0 48.5 71.1 27.0 29.9 130.0 22.6 25.5 32.5 Effective Green, g (s) 8.0 41.0 130.0 16.0 49.5 71.6 28.0 30.9 130.0 23.6 26.5 37.0 Actuated g/C Ratio 0.06 0.32 1.00 0.12 0.38 0.55 0.22 0.24 1.00 0.18 0.20 0.28 Clearance Time (s) 4.0 6.5 5.0 6.5 5.0 5.0 6.5 5.0 6.5 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 3.0 3.0 Lane Grp Cap (vph) 109 1116 1583 423 1437 978 739 841 1509 623 721 487 v/s Ratio Prot 0.06 c0.33 c0.12 0.30 0.01 c0.25 0.20 0.04 c0.19 0.01 v/s Ratio Perm 0.32 0.02 0.28 0.06 v/c Ratio 0.92 1.03 0.32 1.00 0.78 0.05 1.17 0.83 0.28 0.22 0.94 0.24 Uniform Delay, d1 60.7 44.5 0.0 57.0 35.5 13.5 51.0 47.0 0.0 45.4 51.0 35.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.84 0.87 1.00 1.00 1.00 1.00 Incremental Delay, d2 60.0 35.8 0.5 42.3 4.3 0.0 85.8 4.7 0.3 0.2 20.5 0.3 Delay (s) 120.7 80.3 0.5 99.2 39.9 13.5 128.6 45.7 0.3 45.6 71.5 36.0 Level of Service F F A F D B F D A D E D Approach Delay (s) 59.7 54.5 72.2 63.0 Approach LOS E D E E Intersection Summary HCM Average Control Delay 62.8 HCM Level of Service E HCM Volume to Capacity ratio 1.04 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 98.3% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: Prospect & Timberline Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 12 14 16 12 12 11 12 12 12 Total Lost time (s) 3.0 5.0 5.0 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.5 3.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 1770 3539 1583 3433 3775 1773 3433 3539 1509 3433 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 3433 3775 1773 3433 3539 1509 3433 3539 1583 Volume (vph) 125 1260 780 630 1120 80 780 775 350 90 620 110 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) 132 1326 821 663 1179 84 821 816 368 95 653 116 RTOR Reduction (vph) 0000080000011 Lane Group Flow (vph) 132 1326 821 663 1179 76 821 816 368 95 653 105 Confl. Peds. (#/hr) 2 8 Turn Type Prot Free Prot pm+ov Prot Free Prot pm+ov Protected Phases 7 4 38516 527 Permitted Phases Free 8 Free 2 Actuated Green, G (s) 7.3 40.8 130.0 18.0 52.5 66.0 23.0 34.7 130.0 13.5 25.2 32.5 Effective Green, g (s) 8.3 42.3 130.0 19.0 53.5 66.5 24.0 35.7 130.0 14.5 26.2 37.0 Actuated g/C Ratio 0.06 0.33 1.00 0.15 0.41 0.51 0.18 0.27 1.00 0.11 0.20 0.28 Clearance Time (s) 4.0 6.5 5.0 6.5 5.0 5.0 6.5 5.0 6.5 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 3.0 3.0 Lane Grp Cap (vph) 113 1152 1583 502 1554 907 634 972 1509 383 713 487 v/s Ratio Prot 0.07 c0.37 c0.19 0.31 0.01 c0.24 0.23 0.03 c0.18 0.01 v/s Ratio Perm 0.52 0.03 0.24 0.05 v/c Ratio 1.17 1.15 0.52 1.32 0.76 0.08 1.29 0.84 0.24 0.25 0.92 0.22 Uniform Delay, d1 60.9 43.9 0.0 55.5 32.7 16.2 53.0 44.4 0.0 52.8 50.8 35.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.87 1.02 1.00 1.00 1.00 1.00 Incremental Delay, d2 136.9 78.3 1.2 157.8 3.5 0.1 142.4 5.5 0.3 0.5 16.4 0.2 Delay (s) 197.7 122.2 1.2 213.3 36.3 16.3 188.7 50.8 0.3 53.2 67.2 35.7 Level of Service F F A F D B F D A D E D Approach Delay (s) 83.0 96.3 98.0 61.5 Approach LOS F F F E Intersection Summary HCM Average Control Delay 88.2 HCM Level of Service F HCM Volume to Capacity ratio 1.16 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 18.5 Intersection Capacity Utilization 107.6% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 3.0 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.86 1.00 0.87 1.00 0.99 1.00 0.99 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1768 1591 1768 1610 1770 5036 1770 5054 Flt Permitted 0.69 1.00 0.59 1.00 0.12 1.00 0.05 1.00 Satd. Flow (perm) 1289 1591 1097 1610 232 5036 90 5054 Volume (vph) 145 5 45 175 15 80 105 2170 125 65 1395 50 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) 153 5 47 184 16 84 111 2284 132 68 1468 53 RTOR Reduction (vph) 0 43 0 0 75 0040020 Lane Group Flow (vph) 153 9 0 184 25 0 111 2412 0 68 1519 0 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type pm+pt pm+pt pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862 Actuated Green, G (s) 20.9 10.0 25.9 12.5 87.4 80.6 84.8 79.3 Effective Green, g (s) 20.9 11.0 25.9 13.5 91.9 81.6 89.3 80.3 Actuated g/C Ratio 0.16 0.08 0.20 0.10 0.71 0.63 0.69 0.62 Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 4.0 3.0 4.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 244 135 283 167 256 3161 146 3122 v/s Ratio Prot 0.05 0.01 c0.06 0.02 c0.03 c0.48 0.02 0.30 v/s Ratio Perm 0.05 c0.07 0.28 0.30 v/c Ratio 0.63 0.07 0.65 0.15 0.43 0.76 0.47 0.49 Uniform Delay, d1 50.1 54.8 46.5 53.0 8.0 17.3 16.7 13.6 Progression Factor 1.00 1.00 1.00 1.00 2.13 0.63 1.98 1.18 Incremental Delay, d2 5.0 0.3 5.3 0.6 0.6 1.0 1.5 0.3 Delay (s) 55.1 55.1 51.8 53.6 17.6 11.8 34.5 16.4 Level of Service E E D D B B C B Approach Delay (s) 55.1 52.4 12.1 17.2 Approach LOS E D B B Intersection Summary HCM Average Control Delay 18.2 HCM Level of Service B HCM Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 77.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: Nancy Gray Ave & Timberline Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 3.0 5.5 3.0 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.87 1.00 0.88 1.00 0.99 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1768 1609 1769 1619 1770 5028 1770 5071 Flt Permitted 0.72 1.00 0.41 1.00 0.06 1.00 0.07 1.00 Satd. Flow (perm) 1338 1609 771 1619 105 5028 127 5071 Volume (vph) 190 20 105 200 10 45 60 1685 115 140 1920 30 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) 200 21 111 211 11 47 63 1774 121 147 2021 32 RTOR Reduction (vph) 0 100 0 0 42 0050010 Lane Group Flow (vph) 200 32 0 211 16 0 63 1890 0 147 2052 0 Confl. Peds. (#/hr) 1 1 1 1 2 2 2 2 Turn Type pm+pt pm+pt pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862 Actuated Green, G (s) 24.8 12.4 27.8 13.9 81.6 76.2 84.8 77.8 Effective Green, g (s) 24.8 13.4 27.8 14.9 86.1 77.2 89.3 78.8 Actuated g/C Ratio 0.19 0.10 0.21 0.11 0.66 0.59 0.69 0.61 Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 4.0 3.0 4.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 293 166 264 186 152 2986 188 3074 v/s Ratio Prot 0.06 0.02 c0.08 0.01 0.02 0.38 c0.05 0.40 v/s Ratio Perm 0.07 c0.09 0.26 c0.49 v/c Ratio 0.68 0.20 0.80 0.09 0.41 0.63 0.78 0.67 Uniform Delay, d1 48.0 53.4 46.1 51.5 13.1 17.2 22.2 16.9 Progression Factor 1.00 1.00 1.00 1.00 2.20 0.74 1.20 1.53 Incremental Delay, d2 6.4 0.8 15.4 0.3 1.3 0.7 9.7 0.6 Delay (s) 54.5 54.2 61.6 51.8 30.2 13.5 36.4 26.4 Level of Service D D E D C B D C Approach Delay (s) 54.3 59.5 14.1 27.1 Approach LOS D E B C Intersection Summary HCM Average Control Delay 25.4 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 78.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: Drake & Timberline Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 6.5 6.5 3.0 6.5 6.5 4.0 5.5 5.5 3.0 6.0 6.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 3433 3539 1583 3433 5085 1560 3433 5085 1583 Volume (vph) 465 450 350 105 420 365 400 1570 35 200 1095 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) 489 474 368 111 442 384 421 1653 37 211 1153 358 RTOR Reduction (vph) 0 0 12 00400100052 Lane Group Flow (vph) 489 474 356 111 442 380 421 1653 27 211 1153 306 Confl. Peds. (#/hr) 2 Turn Type Prot pm+ov Prot pm+ov Prot Perm Prot pm+ov Protected Phases 74138516 527 Permitted Phases 4862 Actuated Green, G (s) 19.0 33.4 50.4 6.0 20.4 38.9 17.0 47.1 47.1 18.5 48.6 67.6 Effective Green, g (s) 20.0 34.4 49.9 8.0 21.4 38.4 18.0 49.1 49.1 20.5 50.1 68.1 Actuated g/C Ratio 0.15 0.26 0.38 0.06 0.16 0.30 0.14 0.38 0.38 0.16 0.39 0.52 Clearance Time (s) 5.0 7.5 5.0 5.0 7.5 5.0 5.0 7.5 7.5 5.0 7.5 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) 528 936 608 211 583 547 475 1921 589 541 1960 829 v/s Ratio Prot c0.14 0.13 0.07 0.03 0.12 c0.09 0.12 c0.33 0.06 0.23 0.05 v/s Ratio Perm 0.15 0.15 0.02 0.14 v/c Ratio 0.93 0.51 0.58 0.53 0.76 0.70 0.89 0.86 0.05 0.39 0.59 0.37 Uniform Delay, d1 54.3 40.6 31.8 59.2 51.8 40.6 55.0 37.3 25.6 49.1 31.8 18.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.14 1.62 2.10 Incremental Delay, d2 22.3 0.4 1.4 2.4 5.6 3.8 17.7 5.3 0.1 0.4 1.2 0.3 Delay (s) 76.6 41.0 33.3 61.5 57.4 44.4 72.7 42.6 25.8 56.4 52.7 38.7 Level of Service E D C E E D E D C E D D Approach Delay (s) 51.9 52.6 48.3 50.3 Approach LOS DDDD Intersection Summary HCM Average Control Delay 50.3 HCM Level of Service D HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 79.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 30 0 0 35 50 2365 10 20 1575 20 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 32 0 0 37 53 2489 11 21 1658 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 653 pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84 vC, conflicting volume 2682 4316 563 3226 4321 835 1679 2500 vC1, stage 1 conf vol 1711 1711 2600 2600 vC2, stage 2 conf vol 972 2605 626 1721 vCu, unblocked vol 2622 4565 101 3269 4572 835 1428 2500 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 96 100 100 88 87 88 cM capacity (veh/h) 46 13 786 14 20 311 397 179 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 32 37 53 996 996 508 21 663 663 353 Volume Left 0 0 53 0 0 0 21 0 0 0 Volume Right 32 37 0 0 0 11 0 0 0 21 cSH 786 311 397 1700 1700 1700 179 1700 1700 1700 Volume to Capacity 0.04 0.12 0.13 0.59 0.59 0.30 0.12 0.39 0.39 0.21 Queue Length 95th (ft) 3 10 11 0 0 0 10 0 0 0 Control Delay (s) 9.8 18.1 15.5 0.0 0.0 0.0 27.7 0.0 0.0 0.0 Lane LOS A C C D Approach Delay (s) 9.8 18.1 0.3 0.3 Approach LOS A C Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 55.9% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Charles Brockman & Timberline Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 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) 0 0 40 0 0 15 35 1845 15 25 2165 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) 0 0 42 0 0 16 37 1942 16 26 2279 37 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 653 pX, platoon unblocked 0.73 0.73 0.73 0.73 0.73 0.73 vC, conflicting volume 3087 4382 778 2878 4392 655 2316 1958 vC1, stage 1 conf vol 2350 2350 2024 2024 vC2, stage 2 conf vol 737 2032 854 2368 vCu, unblocked vol 3119 4896 0 2833 4910 655 2061 1958 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 95 100 100 96 81 91 cM capacity (veh/h) 21 20 790 31 12 409 195 294 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 42 16 37 777 777 404 26 912 912 493 Volume Left 0 0 37 0 0 0 26 0 0 0 Volume Right 42 16 0 0 0 16 0 0 0 37 cSH 790 409 195 1700 1700 1700 294 1700 1700 1700 Volume to Capacity 0.05 0.04 0.19 0.46 0.46 0.24 0.09 0.54 0.54 0.29 Queue Length 95th (ft) 4 3 17 0007000 Control Delay (s) 9.8 14.2 27.7 0.0 0.0 0.0 18.4 0.0 0.0 0.0 Lane LOS A B D C Approach Delay (s) 9.8 14.2 0.5 0.2 Approach LOS A B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 52.6% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 35 2385 10 0 1510 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 37 2511 11 0 1589 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 pX, platoon unblocked 0.65 0.65 0.65 vC, conflicting volume 3046 842 2521 vC1, stage 1 conf vol 2516 vC2, stage 2 conf vol 530 vCu, unblocked vol 3070 0 2264 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 95 100 cM capacity (veh/h) 27 706 145 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 37 1004 1004 513 530 530 530 Volume Left 0000000 Volume Right 37 0 0 11 0 0 0 cSH 706 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.05 0.59 0.59 0.30 0.31 0.31 0.31 Queue Length 95th (ft) 4000000 Control Delay (s) 10.4 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 10.4 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 56.3% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 5: Sandbar & Timberline Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 20 1880 40 0 2090 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 21 1979 42 0 2200 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 610 pX, platoon unblocked 0.76 0.76 0.76 vC, conflicting volume 2733 681 2021 vC1, stage 1 conf vol 2000 vC2, stage 2 conf vol 733 vCu, unblocked vol 2648 0 1708 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 60 821 279 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 21 792 792 438 733 733 733 Volume Left 0000000 Volume Right 21 0 0 42 0 0 0 cSH 821 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.03 0.47 0.47 0.26 0.43 0.43 0.43 Queue Length 95th (ft) 2000000 Control Delay (s) 9.5 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.5 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 47.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Blackbird & Timberline Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 30 2270 30 0 1515 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 32 2389 32 0 1595 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1240 pX, platoon unblocked 0.66 0.66 0.66 vC, conflicting volume 2937 812 2421 vC1, stage 1 conf vol 2405 vC2, stage 2 conf vol 532 vCu, unblocked vol 2904 0 2123 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 96 100 cM capacity (veh/h) 34 716 167 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 32 956 956 509 532 532 532 Volume Left 0000000 Volume Right 32 0 0 32 0 0 0 cSH 716 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.04 0.56 0.56 0.30 0.31 0.31 0.31 Queue Length 95th (ft) 3000000 Control Delay (s) 10.3 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 10.3 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 54.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Blackbird & Timberline Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 30 1720 50 0 2050 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 32 1811 53 0 2158 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1240 pX, platoon unblocked 0.78 0.78 0.78 vC, conflicting volume 2556 630 1863 vC1, stage 1 conf vol 1837 vC2, stage 2 conf vol 719 vCu, unblocked vol 2430 0 1540 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 96 100 cM capacity (veh/h) 74 844 333 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 32 724 724 415 719 719 719 Volume Left 0000000 Volume Right 32 0 0 53 0 0 0 cSH 844 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.04 0.43 0.43 0.24 0.42 0.42 0.42 Queue Length 95th (ft) 3000000 Control Delay (s) 9.4 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.4 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 7: Jessup & Timberline Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 5 2240 40 0 1525 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 5 2358 42 0 1605 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1188 pX, platoon unblocked 0.88 vC, conflicting volume 2914 807 2400 vC1, stage 1 conf vol 2379 vC2, stage 2 conf vol 535 vCu, unblocked vol 2903 807 2400 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 98 100 cM capacity (veh/h) 36 324 197 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 5 943 943 514 535 535 535 Volume Left 0000000 Volume Right 5 0 0 42 0 0 0 cSH 324 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.02 0.55 0.55 0.30 0.31 0.31 0.31 Queue Length 95th (ft) 1000000 Control Delay (s) 16.3 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 16.3 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 7: Jessup & Timberline Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 35 1750 5 0 2030 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 37 1842 5 0 2137 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) 1188 pX, platoon unblocked 0.89 vC, conflicting volume 2557 617 1847 vC1, stage 1 conf vol 1845 vC2, stage 2 conf vol 712 vCu, unblocked vol 2504 617 1847 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 91 100 cM capacity (veh/h) 66 433 325 Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 37 737 737 374 712 712 712 Volume Left 0000000 Volume Right 37 005000 cSH 433 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.09 0.43 0.43 0.22 0.42 0.42 0.42 Queue Length 95th (ft) 7000000 Control Delay (s) 14.1 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 14.1 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 43.9% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Johnson Farm Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 10 665 40 5 700 5 160 0 15 0 0 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) 11 700 42 5 737 5 168 0 16 0 0 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 742 742 1474 1474 700 1487 1513 739 vC1, stage 1 conf vol 721 721 750 750 vC2, stage 2 conf vol 753 753 737 763 vCu, unblocked vol 742 742 1474 1474 700 1487 1513 739 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 99 99 1 100 96 100 100 99 cM capacity (veh/h) 865 865 170 183 439 167 179 417 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 11 700 42 5 742 168 16 0 5 Volume Left 11 0050 168000 Volume Right 0 0 42 0 5 0 16 0 5 cSH 865 1700 1700 865 1700 170 439 1700 417 Volume to Capacity 0.01 0.41 0.02 0.01 0.44 0.99 0.04 0.00 0.01 Queue Length 95th (ft) 10000 196301 Control Delay (s) 9.2 0.0 0.0 9.2 0.0 121.3 13.5 0.0 13.7 Lane LOS A A F B A B Approach Delay (s) 0.1 0.1 112.1 13.7 Approach LOS F B Intersection Summary Average Delay 12.3 Intersection Capacity Utilization 59.3% ICU Level of Service B Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Drake & Johnson Farm Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 5 640 140 20 560 0 90 0 10 5 0 10 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) 5 674 147 21 589 0 95 0 11 5 0 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 589 821 1326 1316 674 1326 1463 589 vC1, stage 1 conf vol 684 684 632 632 vC2, stage 2 conf vol 642 632 695 832 vCu, unblocked vol 589 821 1326 1316 674 1326 1463 589 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 99 97 50 100 98 97 100 98 cM capacity (veh/h) 986 808 191 205 455 188 179 508 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 5 674 147 21 589 95 11 5 11 Volume Left 5 0 0 21 0 95 0 5 0 Volume Right 0 0 147 0 0 0 11 0 11 cSH 986 1700 1700 808 1700 191 455 188 508 Volume to Capacity 0.01 0.40 0.09 0.03 0.35 0.50 0.02 0.03 0.02 Queue Length 95th (ft) 0002061222 Control Delay (s) 8.7 0.0 0.0 9.6 0.0 41.0 13.1 24.7 12.2 Lane LOS A A E B C B Approach Delay (s) 0.1 0.3 38.2 16.4 Approach LOS E C Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 52.0% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Long Total AM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 40 640 645 30 50 65 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 42 674 679 32 53 68 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 711 1453 695 vC1, stage 1 conf vol 695 vC2, stage 2 conf vol 758 vCu, unblocked vol 711 1453 695 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 95 74 85 cM capacity (veh/h) 889 205 442 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 42 674 711 121 Volume Left 42 0 0 53 Volume Right 0 0 32 68 cSH 889 1700 1700 294 Volume to Capacity 0.05 0.40 0.42 0.41 Queue Length 95th (ft) 4 0 0 48 Control Delay (s) 9.3 0.0 0.0 25.5 Lane LOS A D Approach Delay (s) 0.5 0.0 25.5 Approach LOS D Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 49.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 9: Drake & Miles House Long Total PM Michael Delich Synchro 6 Matthew J. Delich , P. E. 4/4/2012 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 65 590 525 55 40 55 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 68 621 553 58 42 58 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 611 1339 582 vC1, stage 1 conf vol 582 vC2, stage 2 conf vol 758 vCu, unblocked vol 611 1339 582 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) 5.4 tF (s) 2.2 3.5 3.3 p0 queue free % 93 81 89 cM capacity (veh/h) 968 217 513 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 68 621 611 100 Volume Left 68 0 0 42 Volume Right 0 0 58 58 cSH 968 1700 1700 326 Volume to Capacity 0.07 0.37 0.36 0.31 Queue Length 95th (ft) 6 0 0 32 Control Delay (s) 9.0 0.0 0.0 20.9 Lane LOS A C Approach Delay (s) 0.9 0.0 20.9 Approach LOS C Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 50.2% ICU Level of Service A Analysis Period (min) 15 APPENDIX I BURLINGTON NORTHERN RAILROAD Katadin Nancy Gray Timberline Drake Prospect UNION PACIFIC RAILROAD Rigden SCALE: 1"=1000' PEDESTRIAN INFLUENCE AREA DELICH ASSOCIATES Bucking Horse TIS, March 2012 Pedestrian LOS Worksheet Project Location Classification: Transit Corridor Level of Service (minimum based on project location classification) Description of Applicable Destination Area Within 1320’ Destination Area Classification Directness Continuity Street Crossings Visual Interest & Amenities Security Minimum B B B C B 1 Actual A A A C A Built portion of Bucking Horse (Sidehill) Residential Proposed A A A B A Minimum B B B C B 2 Actual A B B C B Rigden Farm Residential Residential Proposed A A A C A Minimum B B B C B 3 Actual A B B C A Rigden Farm Commercial Commercial Proposed A A B C A Minimum B B B C B 4 Actual B B B C B Spring Creek Farm Commercial/ Residential Proposed A A B C A Minimum B B B C B 5 Actual A B B C A Timberline Commercial Commercial Proposed A A B C A Minimum B B B C B 6 Actual C C B C B Spring Creek Center Commercial Proposed B C B C B Minimum 7 Actual Proposed Minimum 8 Actual Proposed Minimum 9 Actual Proposed Minimum 10 Actual Proposed BURLINGTON NORTHERN RAILROAD Katadin Nancy Gray Timberline Drake Prospect UNION PACIFIC RAILROAD Rigden SCALE: 1"=1000' BICYCLE INFLUENCE AREA DELICH ASSOCIATES Bucking Horse TIS, March 2012 Bicycle LOS Worksheet Level of Service – Connectivity Minimum Actual Proposed Base Connectivity: C B B Specific connections to priority sites: Description of Applicable Destination Area Within 1320’ Destination Area Classification 1 Rigden Farm Commercial Commercial C A A 2 Timberline Commercial Commercial C A A 3 Spring Creek Center Commercial C A A 4 45/105 80/45 15/10 175/200 160/90 NOM 15/10 5/10 NOM 0/5 10/5 665/640 40/140 5/0 700/560 5/20 1510/2090 35/20 2385/1880 10/40 1515/2050 30/30 2270/1720 30/50 1525/2030 5/35 2240/1750 40/5 Sandbar Blackbird Jessup Charles Brockman AM/PM Rounded to Nearest 5 Vehicles 1/5 18/37 93/53 3/4 118/91 120/65 NOM 65/40 2/11 NOM 0/2 12/2 567/461 35/130 2/0 548/444 25/65 1272/1824 34/21 2133/1509 11/40 1278/1789 28/31 2048/1367 31/51 1288/1769 5/35 2019/1398 37/5 Sandbar Blackbird Jessup Charles Brockman 109/83 7/8 42/108 80/83 12/50 36/62 10/24 28/69 16/36 109/83 8/10 47/127 82/85 12/50 36/62 10/24 28/69 16/36 1460/2075 20/25 30/40 50/35 2270/1710 10/15 35/15 105/60 2090/1600 110/65 50/30 1390/1915 20/30 145/190 5/20 45/105 20/15 15/10 65/115 25/65 544/402 35/130 1217/1687 19/11 1979/1404 6/20 Sandbar 120/65 65/40